Service

Original instructions
534 8 en 2012-04-16
lh203 Service and Repair Manual

Table of Contents
1. FOR THE READER OF THIS MANUAL ........................................................................................ 11
2. GENERAL SAFETY INSTRUCTIONS ........................................................................................... 13

2.1. Warning and information symbols used in this manual ........................................................................ 15
2.1.1. Safety Symbols Pertaining to the Machine ................................................................................................ 15
2.2. General safety precautions during operations ......................................................................................... 21
3. GENERAL REPAIR INSTRUCTIONS ........................................................................................... 23

3.1. Location of main switch ................................................................................................................................. 25
3.2. Hydraulics maintenance ................................................................................................................................. 26
3.3. Electric system maintenance ........................................................................................................................ 28
3.4. Battery maintenance ........................................................................................................................................ 29
3.5. Welding ............................................................................................................................................................... 31
3.6. Blocking the machine for repair procedures ............................................................................................ 32
3.7. Lifting ................................................................................................................................................................... 34
4. FRAME STRUCTURES ................................................................................................................. 37

4.1. Locking devices ................................................................................................................................................ 38
4.1.1. How to install the frame locking bar ............................................................................................................ 38
4.1.2. How to remove the frame locking bar ......................................................................................................... 39
4.1.3. How to install the boom support bar ........................................................................................................... 40
4.1.4. How to remove the boom support bar ........................................................................................................ 41
4.1.5. How to install the boom safety stand (optional) ........................................................................................ 42
4.1.6. How to remove the boom safety stand (optional) ..................................................................................... 43
4.2. Middle hinge joint ............................................................................................................................................. 44
4.2.1. Upper middle hinge joint ............................................................................................................................... 44
4.2.2. Lower hinge pin .............................................................................................................................................. 45
4.2.3. Disassembly of middle hinge joints ............................................................................................................. 46
4.2.4. Assembly of the middle hinge joint ............................................................................................................. 48
4.2.5. Adjusting of middle hinge joint ..................................................................................................................... 50
4.3. Oscillating axle .................................................................................................................................................. 51
4.3.1. Disassembly of oscillating axle .................................................................................................................... 52
4.3.2. Assembly of oscillating axle ......................................................................................................................... 54
4.4. Pins ....................................................................................................................................................................... 55
4.4.1. Design features of the pins .......................................................................................................................... 55
4.4.2. Pin removal ..................................................................................................................................................... 56
4.4.3. Pin removal with a puller .............................................................................................................................. 56
4.4.4. Pin removal without special tools ................................................................................................................ 57
4.4.5. Pin installation ................................................................................................................................................ 57
4.5. Lift arm ................................................................................................................................................................ 58
4.5.1. Design features of the lift arm ...................................................................................................................... 58
4.5.2. Bushing replacement .................................................................................................................................... 59
4.6. Bucket stopper adjustment ........................................................................................................................... 60
4.6.1. Upper bucket stopper adjustment ............................................................................................................... 60
4.6.2. Lower bucket stopper adjustment ............................................................................................................... 61
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4.7. Removing the bucket ....................................................................................................................................... 62
4.8. Installing the bucket ........................................................................................................................................ 64
4.9. Welding ............................................................................................................................................................... 66
4.9.1. Precautions before welding .......................................................................................................................... 67
4.9.2. Basic quality requirements ........................................................................................................................... 67
4.9.3. Frame welding ................................................................................................................................................ 68
4.9.4. Bucket welding ............................................................................................................................................... 68
4.9.5. Edge preparation ........................................................................................................................................... 69
4.9.6. Working temperature and pre-heating ....................................................................................................... 70
4.9.7. Heat-input - number of welding passes ..................................................................................................... 71
4.9.8. Welding to other steels ................................................................................................................................. 72
4.9.9. Gas cutting ...................................................................................................................................................... 74
5. LUBRICATION SYSTEM ............................................................................................................... 75

5.1. System components ........................................................................................................................................ 76
5.2. System description .......................................................................................................................................... 76
5.3. Functional description of the components ............................................................................................... 77
5.4. Removing the lubrication unit ....................................................................................................................... 79
5.5. Installing the lubrication unit ........................................................................................................................ 81
5.6. Checking and adjusting .................................................................................................................................. 83
5.6.1. Filling the central lube reservoir .................................................................................................................. 84
5.6.2. Bleeding the pump ......................................................................................................................................... 84
5.6.3. Main piping ...................................................................................................................................................... 84
5.6.4. Doser adjustment ........................................................................................................................................... 85
5.7. General troubleshooting ................................................................................................................................. 86
6. FIRE SUPPRESSION SYSTEM ..................................................................................................... 87

6.1. Ansul .................................................................................................................................................................... 88
6.1.1. System description ........................................................................................................................................ 88
6.1.2. Specifications ................................................................................................................................................. 89
6.1.3. Ansul system operation ................................................................................................................................ 90
6.1.4. Ansul Checkfire system (optional) .............................................................................................................. 91
6.2. Sandvik FS 1000 ............................................................................................................................................... 93
6.2.1. System components ...................................................................................................................................... 93
6.2.3. Specifications ................................................................................................................................................. 94
6.2.4. System operation ........................................................................................................................................... 95
7. CABIN ............................................................................................................................................ 97
7.1. Instrument panel ............................................................................................................................................... 99
7.2. Functional description of components ...................................................................................................... 100
7.2.1. Steering lever V101 ....................................................................................................................................... 100
7.2.2. Boom and bucket levers V103 ..................................................................................................................... 100
7.2.3. Throttle pedal ................................................................................................................................................. 101
7.2.4. Safety interlocks ............................................................................................................................................. 101
7.3. Removing the cabin seat ................................................................................................................................ 102
7.4. Installing the cabin seat .................................................................................................................................. 102
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8. POWERPACK ................................................................................................................................ 103
8.1. Engine .................................................................................................................................................................. 105
8.1.1. Technical data ................................................................................................................................................ 105
8.1.2. Starting and stopping the engine ................................................................................................................ 107
8.1.3. Jump-starting .................................................................................................................................................. 108
8.1.4. Restarting an out of fuel engine .................................................................................................................. 109
8.1.5. Changing engine oil and filter ...................................................................................................................... 111
8.1.6. Engine mounts inspection ............................................................................................................................ 113
8.1.7. Removing the engine .................................................................................................................................... 115
8.1.8. Installing the engine ...................................................................................................................................... 119
8.2. Fuel system ........................................................................................................................................................ 121
8.2.2. Fuel filter .......................................................................................................................................................... 121
8.2.3. Fuel lines ......................................................................................................................................................... 122
8.3. Air cleaning system ......................................................................................................................................... 122
8.3.2. Air filter ............................................................................................................................................................ 123
8.3.3. Restriction indicator ....................................................................................................................................... 124
8.4. Exhaust system ................................................................................................................................................. 124
8.4.2. Exhaust piping ................................................................................................................................................ 125
8.4.3. Catalytic converter ......................................................................................................................................... 125
8.5. Turbocharger (DEUTZ BF6L 914) ................................................................................................................. 126
8.5.1. Servicing the turbocharger ........................................................................................................................... 126
8.5.2. Removing the turbocharger ......................................................................................................................... 127
8.6. Pumps .................................................................................................................................................................. 127
8.7. Cooling system ................................................................................................................................................. 128
8.7.2. Functional description of the components ................................................................................................. 128
8.7.3. Cleaning the engine cooling air ducting ..................................................................................................... 128
8.7.4. Removing and installing the cooling system ............................................................................................. 129
9. POWERTRAIN ............................................................................................................................... 131

9.2. Transmission hydraulics ................................................................................................................................ 133
9.3. Transmission ..................................................................................................................................................... 134
9.3.1. Gear box .......................................................................................................................................................... 134
9.3.2. Transmission filter unit .................................................................................................................................. 135
9.3.3. Mechanical gear selector ............................................................................................................................. 135
9.3.4. Electrical gear selector (option) ................................................................................................................... 136
9.3.5. Filling instructions .......................................................................................................................................... 138
9.3.6. General troubleshooting ............................................................................................................................... 141
9.4. Transmission cooling ...................................................................................................................................... 143
9.4.2. Removing and installing transmission oil cooler ....................................................................................... 143
9.5. Torque converter .............................................................................................................................................. 144

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9.5.2. Functional description of components ........................................................................................................ 145
9.5.3. Torque converter change ............................................................................................................................. 146
9.6. Wheels ................................................................................................................................................................. 148
9.6.1. Removal of the rear tires .............................................................................................................................. 150
9.6.2. Removal of the front tires ............................................................................................................................. 152
9.6.3. Installing the tires ........................................................................................................................................... 153
9.6.4. Rim ................................................................................................................................................................... 154
9.6.5. Structures and functions of the off-road tyre components ...................................................................... 155
9.6.6. Tire mounting and dismounting on rim ....................................................................................................... 157
9.7. Axles .................................................................................................................................................................... 163
9.7.1. Technical data ................................................................................................................................................ 163
9.7.2. Planetary hub and differential oil change ................................................................................................... 166
9.7.3. Tightening torques of power train flanges and bolts ................................................................................ 167
9.7.4. Removal of the rear axle .............................................................................................................................. 168
9.7.5. Installing the rear axle ................................................................................................................................... 170
9.7.6. Removal of the front axle ............................................................................................................................. 172
9.7.7. Installing the front axle .................................................................................................................................. 175
9.7.8. Disassembling wheel ends ........................................................................................................................... 177
9.7.9. Assembling wheel ends ................................................................................................................................ 178
9.8. Cardan shafts .................................................................................................................................................... 178
9.8.1. General maintenance and inspection ......................................................................................................... 179
9.8.2. Removing the cardan shaft .......................................................................................................................... 180
9.8.3. Installing the cardan shaft ............................................................................................................................ 181
10. GENERAL HYDRAULICS ............................................................................................................. 183

10.1. Hydraulic oil ....................................................................................................................................................... 184
10.2. Hydraulic diagram ............................................................................................................................................ 185
10.3. General hydraulic maintenance .................................................................................................................... 187
10.3.1. General troubleshooting ............................................................................................................................... 188
10.3.2. Basic causes of hydraulic system failures ................................................................................................. 189
10.3.3. Checking hydraulic system for leaks .......................................................................................................... 190
10.3.4. Low temperature starting .............................................................................................................................. 190
10.3.5. Prevent of cavitation formation .................................................................................................................... 191
10.3.6. Oil filters .......................................................................................................................................................... 191
10.3.7. Servicing filters and strainers ....................................................................................................................... 191
10.3.8. Level of oil in tank .......................................................................................................................................... 191
10.3.9. Oil storage and handling ............................................................................................................................... 192
10.4. Hydraulic oil tank .............................................................................................................................................. 193
10.4.1. Design features .............................................................................................................................................. 193
10.4.3. To change filter element ............................................................................................................................... 195
10.4.4. Changing oil in hydraulic system ................................................................................................................. 196
10.4.5. Repairing the tank ......................................................................................................................................... 199
10.4.6. Hydraulic tank cover resealing .................................................................................................................... 200
10.5. Suction lines ...................................................................................................................................................... 202
10.5.1. Design features .............................................................................................................................................. 202
10.6. Pilot pressure system ..................................................................................................................................... 203
10.6.1. Pilot pressure diagram .................................................................................................................................. 203

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10.6.2. Pilot pressure control unit V306 .................................................................................................................. 204
10.7. Load control valve ............................................................................................................................................ 205
10.8. Throttle hydraulics ........................................................................................................................................... 206
10.8.1. Throttle pedal valve ....................................................................................................................................... 206
10.8.2. Throttle / stop cylinder ................................................................................................................................... 207
10.8.3. Disassembly of throttle / stop cylinder ........................................................................................................ 208
10.8.4. Assembly of throttle/stop cylinder ............................................................................................................... 209
10.9. Pressure measuring points ........................................................................................................................... 210
10.10. Hoses and tubing ............................................................................................................................................. 212
10.10.1. Marking of hydraulic hoses .......................................................................................................................... 213
10.11. Hydraulic oil cooler .......................................................................................................................................... 214
10.11.2. Cleaning the hydraulic cooler cores ........................................................................................................... 215
10.12. Pumps .................................................................................................................................................................. 215
10.12.1. Gear-type pump P301.1 ............................................................................................................................... 216
10.12.2. Gear-type pump P301.2 ............................................................................................................................... 216
10.12.3. Starting new pumps ....................................................................................................................................... 217
10.12.4. Removing the gear pump ............................................................................................................................. 218
10.12.5. Installing the gear pump ............................................................................................................................... 219
10.13.1. Pilot pressure test .......................................................................................................................................... 221
10.13.2. Load control valve pressure test ................................................................................................................. 221
10.14. Hydraulic component symbols ..................................................................................................................... 222
11. STEERING ..................................................................................................................................... 229

11.1. System components ........................................................................................................................................ 230
11.3. Safety interlocks ............................................................................................................................................... 231
11.4.1. Steering main valve V302 ............................................................................................................................ 232
11.4.2. Pilot pressure control unit V306 .................................................................................................................. 234
11.4.3. Steering cylinder A301 .................................................................................................................................. 235
11.4.4. Gear-type pump P301.1 ............................................................................................................................... 235
11.4.5. Load control valve ......................................................................................................................................... 236
11.5. Steering cylinder ............................................................................................................................................... 237
11.5.1. Removing the steering cylinder ................................................................................................................... 239
11.5.2. Installing the steering cylinder ..................................................................................................................... 240
11.5.3. Steering cylinder disassembly ..................................................................................................................... 241
11.5.4. Inspection and repair ..................................................................................................................................... 242
11.5.5. Reassembly and installation ........................................................................................................................ 242
11.6.1. Steering cylinder bypass test ....................................................................................................................... 244
11.6.2. Steering hydraulic pressure test .................................................................................................................. 249
12. BOOM / BUCKET HYDRAULICS .................................................................................................. 251

12.1. Main components and hydraulic diagram ................................................................................................. 252

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12.2.1. Safety interlocks ............................................................................................................................................. 253
12.3.1. Boom and bucket main valve V304 ............................................................................................................ 254
12.3.2. Tilt cylinder A203 ........................................................................................................................................... 256
12.3.3. Lift cylinder A202 ........................................................................................................................................... 256
12.3.4. Gear-type pump P301.2 ............................................................................................................................... 256
12.4. Ejector bucket (option) ................................................................................................................................... 257
12.5. Lift and tilt cylinders ........................................................................................................................................ 258
12.5.1. Tilt cylinder disassembly ............................................................................................................................... 260
12.5.2. Lift cylinder disassembly ............................................................................................................................... 262
12.5.3. Inspection and repair ..................................................................................................................................... 263
12.5.4. Reassembly and installation ........................................................................................................................ 263
12.6.1. Boom / bucket hydraulic system pressure test ......................................................................................... 265
12.6.2. Lift cylinder leakage test ............................................................................................................................... 266
12.6.3. Tilt cylinder leakage test ............................................................................................................................... 268
13. BRAKE SYSTEM ........................................................................................................................... 269

13.1. Main components and hydraulic diagram ................................................................................................. 270
13.2.1. Service brake system .................................................................................................................................... 271
13.2.2. Parking brake ................................................................................................................................................. 272
13.3.1. Brake charging valve ..................................................................................................................................... 274
13.3.2. Brake pedal valve .......................................................................................................................................... 278
13.3.3. Pressure accumulators ................................................................................................................................. 279
13.4. Pressure accumulators ................................................................................................................................... 280
13.4.1. Recharging diaphragm accumulators ......................................................................................................... 281
13.5. Brake flushing ................................................................................................................................................... 284
13.6. Automatic brake activation ............................................................................................................................ 285
13.7. Disassembly of brakes .................................................................................................................................... 286
13.8. Assembly of brakes ......................................................................................................................................... 286
13.9. Disassembly of brake charging valve ......................................................................................................... 287
13.10. Assembly of brake charging valve .............................................................................................................. 289
13.11. Actuator disassembly and assembly .......................................................................................................... 290
13.12.1. Service checks for brake hydraulic system ............................................................................................... 292
13.12.2. Check brake functions .................................................................................................................................. 294
13.12.3. Testing the brake accumulator .................................................................................................................... 301
13.12.4. Measuring the brake accumulator pre-charge pressure P0 ................................................................... 301
13.12.5. Lining wear measurement ............................................................................................................................ 302
13.12.6. Parking brake lining replacement and adjustment ................................................................................... 304

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14. GENERAL ELECTRICAL SYSTEM .............................................................................................. 307
14.2. Lights ................................................................................................................................................................... 308
14.2.1. Driving lights ................................................................................................................................................... 308
14.2.2. Parking lights .................................................................................................................................................. 308
14.2.3. Brake lights and blinkers .............................................................................................................................. 309
14.2.4. Warning light: beacon (option) ..................................................................................................................... 309
14.3. Horn signal and reversing warning ............................................................................................................. 309
14.3.1. Horn ................................................................................................................................................................. 309
14.3.2. Sound signal (option) and light for reversing ............................................................................................. 309
14.4. Emergency stop ................................................................................................................................................ 309
14.5. Warning and alarm condition ........................................................................................................................ 309
14.6. Batteries .............................................................................................................................................................. 310
14.6.1. Battery technical data ................................................................................................................................... 310
14.6.2. Removing the batteries ................................................................................................................................. 313
14.6.3. Installing the batteries ................................................................................................................................... 314
14.7. Alternator ............................................................................................................................................................ 315
14.7.1. Removing the alternator ............................................................................................................................... 315
14.7.2. Installing the alternator ................................................................................................................................. 316
14.8. Circuit breakers ................................................................................................................................................. 316
14.8.1. Circuit breaker descriptions .......................................................................................................................... 317
14.9.1. Checking emergency stop and shutdown system .................................................................................... 318
14.9.2. Common rules for checking cables ............................................................................................................. 319
14.10. How to read electric diagrams ...................................................................................................................... 319
14.10.1. Marking ............................................................................................................................................................ 319
14.10.2. Marking of the actuators ............................................................................................................................... 320
14.10.3. Parts location .................................................................................................................................................. 321
14.10.4. The consecutive number .............................................................................................................................. 321
14.10.5. Marking of cables ........................................................................................................................................... 321
14.10.6. Drawing sheets .............................................................................................................................................. 322
14.11. Electric diagrams .............................................................................................................................................. 325
15. LH203 APPENDICES .................................................................................................................... 327

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SERVICE AND REPAIR MANUAL lh203
1. FOR THE READER OF THIS MANUAL

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lh203 SERVICE AND REPAIR MANUAL
1. FOR THE READER OF THIS MANUAL
This manual is intended for the guidance of the repair shop personnel. This manual covers Sandvik
Mining and Construction underground equipment repair procedures. Normal maintenance
procedures are described in the machine maintenance instructions and are not handled in this
manual.
New service & repair manual can be ordered by publication number found at the bottom of the manual
page.
Only personnel with appropriate training and authorization may perform the procedures described in
the manual. The maintenance personnel must become familiar with the machine and understand the
Operating and Maintenance Instructions as well as the general safety instructions prior to operating,
maintaining or repairing the machine.
This safety alert sign identifies important safety messages in
this manual. When you see this symbol, obey the warning, your
safety is involved, carefully read the messages that follows, and
inform other operators.
Prior to starting work, everyone that operates, drives, maintains

or repairs the equipment must read and understand the
Operating Instructions, and the Safety Instructions in particular.
Always observe the required legislation and local safety regulations concerning the prevention of
accidents and environmental protection. Observation of the generally recognized technical
regulations ensures the professional and safe use of the machine.
Contact your nearest Sandvik Service centre in the event that complicated maintenance and repair
work is required. Sandvik Mining and Construction’s trained maintenance personnel and special tools
guarantee a successful repair result.
Continuous product development of Sandvik Mining and Construction underground equipment may
have resulted in changes to the machines that are not included in this manual. Always consult
SANDVIK equipment support bulletins.

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2. GENERAL SAFETY INSTRUCTIONS

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2. GENERAL SAFETY INSTRUCTIONS
Only people who have been given specialized operation and

service training are allowed to perform operations, service, and
adjustment procedures. Read and ensure you understand the
following instructions before servicing the equipment. To avoid
potential damage and injuries, carefully plan your work
beforehand.
Only perform maintenance work when the machine is parked on

a level, hard surface. Use the appropriate tools and safety
equipment for the task and be sure you understand how to use
them before performing any maintenance work. Replace or
repair faulty tools and equipment. When performing
maintenance and repair work, ensure there are no unauthorized
persons in the working area.
To avoid potential damage and injuries, carefully plan your work

beforehand. The operator must have full command of all the
functions of the machine before starting to use it.
WARNING
The operator must always use the required safety equipment,
such as safety helmets, protective overalls, protective footwear,
hearing protectors, eye protectors, and other required
protective equipment.
If the machine is damaged, stop the machine immediately as

instructed in the manual. Ensure that the machine cannot be
started, and determine the cause for the malfunction.

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If you must weld the machine, remove the alternator wires and
open the main switch before welding. Take into consideration
the fire and explosion hazard created by welding. Make sure that
the machine and its surroundings are clean and fireproof.
Always keep a fire extinguisher to hand, and know how to use

it. Inspect and service the extinguisher at regular intervals and
according to local regulations.
2.1. Warning and information symbols used in this manual
The warnings in this manual have been divided into the following three categories.
The term "DANGER" Indicates a hazardous situation which, if not avoided,

will result in death or serious injury.
The term “WARNING” Indicates a hazardous situation which, if not avoided,

could result in death or injury.
The term "NOTICE" Indicates a situation which, if not avoided, could result
in damage to property.
2.1.1. Safety Symbols Pertaining to the Machine
The safety symbols found in this manual may also be posted on

the machine. All personnel who operate, repair, or service the
machine MUST be familiar with and observe all safety symbols,
labels, and instructions!
• Keep safety instructions and safety labels clean and visible at all times.
• Replace any illegible or missing safety instructions and safety labels before operating the machine.
Hazard
The black symbol inside a yellow triangle with a black border describes the
hazard.
Prohibition
The black symbol inside a red ring with a diagonal red bar describes the
action that should not be taken.
Mandatory action
The white symbol inside a blue circle describes the action that must be taken
to avoid a hazardous situation.

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Hazard symbols
These symbols are used in warnings to indicate a hazardous situation or action.

Hazard symbols are divided into seven categories according to their nature:
• Mechanical hazards
• Electrical hazards
• Noise hazards
• Radiation hazards
• Material/substance hazards
• Ergonomic hazards
• General hazard
The hazard symbols related to each hazardous situation are presented below.
Mechanical Hazard Symbols
Falling load hazard Squashing hazard Flying material hazard
Crushing hazard - feet Crushing hazard - hands Cutting hazard
Entanglement hazard Entanglement hazard Entanglement hazard
Entanglement hazard - rotating Falling hazard Trip hazard

drill
Skin injection hazard High pressure injection hazard Hanging load hazard

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Run over hazard Slipping hazard Sideways tipping hazard
Forward/backward tipping haz- Sideways tipping hazard Forward/backward tipping haz-

ard ard
Electrical Hazard Symbols
Electrical hazard Dangerous electrical voltage Electrical shock/

Electrocution hazard
Noise Hazard Symbols
Noise hazard
Radiation Hazard Symbols
Radioactive hazard Laser hazard

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Material / Substance Hazard Symbols
Hot surface hazard Explosion hazard Flammable hazard
Hazardous/poisonous material Chemical burn hazard Silica/dust hazard

hazard
Hot coolant splashing hazard Environment pollution hazard
Ergonomic Hazard Symbols
Lifting hazard
General Hazard Symbol
General hazard

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Prohibited action symbols
These symbols are used in warnings and notifications to indicate a the action that should not be taken.
The prohibition symbols are presented in the following table.
No climbing No smoking No open flames
Do not touch Limit or restrict access Do not weld
Do not remove safety guard Do not modify General symbol for prohibited
action

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Mandatory action symbols
These symbols are used in warnings and notifications to indicate the action that must be taken to
avoid a hazardous situation.
The mandatory action symbols are presented in the following table.
Wear safety gloves Wear eye protection Wear safety helmet
Wear safety harness Wear ear protection Wear steel toed safety boots
Wear close fitting overalls Wear high visibility vest Wear respirator
Disconnect from power source Switch off and lockout equip- Read the manual or instructions
ment
Use cardboard for locating leaks Use lap belt General symbol for mandatory
in hoses action

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2.2. General safety precautions during operations
We recommend that records be kept on repairs and wearing part replacements. Regular maintenance
at correct intervals increases the productivity, reliability, economy, and safety of the equipment.
Maintenance and repair work can be dangerous unless caution is observed. Everybody involved in
maintenance work should understand the possible hazards, and use safe working methods. Before
starting any maintenance or repair work, read the manufacturer’s instructions and follow them.
The personnel must not wear long loose hair, nor loose clothing nor jewellery including rings, because
of danger of injury.
Use personal protection suits and other protective equipment as necessary or when mandatory.
Do not do any modifications, extensions or rebuilding to the machine, which would affect safety.
Consult the supplier or manufacturer. This also includes the addition and adjustment of safety devices
and valves, as well as the welding of frame structures.
Spare parts must correspond to the manufacturer’s technical specifications. Conformity is guaranteed
only with genuine parts.
Notify the location and use of fire extinguishers!
It is absolutely necessary to have suitable specialized workshop equipment for high maintenance
performance.
Any maintenance or repair work on the machine must be performed by trained or instructed personnel
only. Work performed on electric appliances must be done by electricians and work on hydraulic
appliances by mechanical technicians with specific knowledge and experience.
Clean and wash the equipment regularly, and always before and after maintenance and repair work.
Before cleaning the machine with water or by steam jet or other cleansers, cover the alternator,
connection boxes and major connections. Remove the covers after cleaning!
Never attempt to clean, adjust, repair or lubricate the machine while it is in motion or the
engine is running.

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3. GENERAL REPAIR INSTRUCTIONS

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3. GENERAL REPAIR INSTRUCTIONS
The person responsible for maintenance and repairs should be clearly defined.
• Do not do any work that you are not authorized to do.
• Secure extensively the area of maintenance works as needed.
• Inform the users of the equipment of the start of special and maintenance work.
• If the equipment or a part of it has been stopped for maintenance or repair, make sure that it cannot
be started accidentally.
1. Turn the main switch off
2. Remove the ignition key
3. Put a DANGER DO NOT START or corresponding warning sign on the main switch. The sign
must only be removed by a person who is fully aware of the situation.
• If required, ensure that suitable and safe ladders or working platforms are available for repair and
maintenance work.
• Do not use parts of the equipment as steps. If maintenance work must be done high up, or in an
otherwise dangerous place or position, use necessary safety devices to prevent falling.
• All platforms, steps, grips, rails, ladders, and other similar parts must be kept clean of oil, dirt, snow,
and ice to prevent accidents.
• Always use the correct tools for the maintenance task.
• Before commencing maintenance or repair work, ensure that the vehicle is on level ground, and
that it can’t move.
• Pay special attention to the exhaust piping and the exhaust gas cleaning system. Ensure sufficient
ventilation.
• Use a lift jack only on level, hard and firm ground. Before using a jack, make sure the wheels on
the other side of the vehicle are blocked. To avoid possible slipping of the jack, secure the vehicle
with adequate supports and blocks underneath the vehicle.
• Exhaust all the air from the tire before loosening the wheel nuts/bolts. Should you forget to do this,
a broken rim part under pressure can fly apart and cause serious injury.
• Do not try to repair wheel parts by brazing, welding or reworking. Be sure to replace with new parts
of the same size, type and make.
• Never transport a fully inflated spare tire mounted on demountable rims. They should have just
enough air pressure to hold the rim parts firmly in place. Only after the tire and rim assembly have
been fastened with all the wheel nuts/bolts properly torqued should the tire be inflated to the correct
operating pressure.
• When inflating, mounting or dismounting tires, a safety rack, cage or some other protection must
be used
• During tire inflation, do not stand in front of the assembly. Use an extension hose, so that you can
stand to one side.
• When replacing heavy parts, use correct lifting apparatus and techniques.
• After preventive maintenance and repairs, always tighten unscrewed fasteners. Reassemble all
dismantled safety appliances immediately after the work is done. Insure that all safety systems
are tested before the unit is returned to work.
• Ensure safe and environmentally protective disposal of process materials and exchange parts.

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3.1. Location of main switch
Never turn the main switch off when the engine is running. This
may damage the alternator or the voltage regulator and machine
electronic equipment.

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3.2. Hydraulics maintenance

beforehand.

Maintenance, repair, and installation of hydraulic equipment

must only be carried out by experienced hydraulics experts.
• Do not attempt any such repairs that you do not fully understand.
• Never do any repair work on the hydraulic circuit if the system is pressurized.
• Always shut down the machine before tightening or repairing a leaking hose connection.
• Do not try to locate a leak from a hose or a connection by feeling with your hand. The high-pressure
oil spray from the leak can penetrate the skin and cause a serious injury. A high-pressure oil spray
can also start a fire.
• Avoid direct skin contact with oil. Prevent oil from getting into your eyes; use eye protection.
• Do not work under a device or component that is held up only by the hydraulics. Use separate
supports in conjunction with maintenance and repair.
• Do not remove cylinders or their valves unless the components held by them are properly supported
and system non-pressurised.
• Pipe connections, hose lengths, and hose types must correspond with the specifications. When
replacing or repairing hoses, use original Sandvik Mining and Construction spare parts or hoses
and fittings recommended by the manufacturer. Ensure that the pressure ratings of the hoses and
connecting fittings correspond with the working pressures.
• Any alterations require a written authorization from the manufacturer.

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Pressure tests
General
• Make sure that the hydraulic oil is at operating temperature!
• Connect and disconnect the pressure gauge(s) only when the circuit is non pressurized. For more
information refer to Service and repair manual.
• Use only special couplings for pressure testing
• Do not overtighten couplings. When special couplings are used, finger tight is adequate.
Overtightening causes harmful leakage.
• Use hose(s) long enough to read the gauge(s) while sitting in the cabin.
• Attach all measuring point protection caps after the checking procedure.
For more information refer to the Service and repair manual.

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3.3. Electric system maintenance
• Work on electric equipment or materials is only to be carried out by qualified electricians or other
professionals, or assistants under their supervision and control, observing electrotechnical
regulations.
• The local electrotechnical and electric safety regulations must always be observed.
• Use only original electric components.
• If disturbances in electric supply occur, stop the vehicle at once.
• Voltage must be cut off from the parts of the equipment or device that are to be checked, serviced,
or repaired, if the regulations so require. Check that the disconnected parts are dead, and then lock
the main switch or arrange a work earthing if necessary.
• Do not touch battery terminals, alternator terminals, or wiring cables while the engine is operating.
Severe electrical shock, which may lead to personal injury, can result from improper shielding of
electrical components.
• Check the electric devices of the equipment regularly. Faults, such as loose wires and damaged
insulation, must be repaired at once.
• When handling high-voltage components, remember that capacitors may have an electric charge,
even if the voltage is cut off. Short the capacitors with an earthing rod.
• Before making any changes to the electric devices, Sandvik Mining and Construction’s
electric engineering department must be consulted and a written authorization received to
ensure the operation of the device does not change.
Working on live components
DANGER
Electrical shock hazard. Ensure use of personal protective
equipment such as safety glasses, high voltage gloves and arc
flash shield and suit where necessary. Observe special caution
to the hazard of live work.
• If the component been tested must be live, a fellow worker must be standing by to cut off voltage
with the emergency or main switch in an emergency situation. Follow the electric safety regulations.
• Use a red-and-white safety chain and warning signs to encircle the working area.
• Use only insulated tools and test equipment rated for the voltage and application.
• Observe special caution.

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3.4. Battery maintenance

beforehand.

DANGER
Explosion hazard. Can cause serious injury or death. Battery
charging emits hydrogen gas. Smoking and open flames are
strictly forbidden when servicing a battery.
DANGER
Chemical burn hazard. Can cause serious injury. Always wear
eye protection, protective overalls, and protective gloves when
servicing a battery.
Always wear eye protection, protective overalls, and protective gloves when servicing batteries.
• Always disconnect the negative (-) pole first, and then the positive (+) pole. Always reconnect the
positive pole (+) first, and then the negative (-) pole.
• Reversing battery polarity can result in personal injury caused by a sudden discharge of electrolyte
from the battery vents and/or the sudden rupture of the battery case caused by an explosion of
internal hydrogen gas.
• To prevent sparking when connecting a battery charger, pull the charger supply cord or switch the
charger off before connecting the charging wires to the battery terminals. Open the battery cell caps
slightly during charging to allow the generating gases to escape.

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• The acid in the battery burns skin, eats holes in clothing, and can cause blindness if it gets in the
eyes. If you get battery acid on your skin, flush the spot at once with clean water. Flush the eyes
with plenty of clean water, and call a doctor.
• When servicing batteries, remember that lead-acid batteries generate (during charging and
discharging) oxygen and hydrogen which form a highly explosive mixture. A spark or an open flame
can cause an explosion. If necessary, ventilate the battery compartment properly before
disconnecting or connecting the cables.
• To prevent explosion, the electrolyte level must be maintained and checked regularly. Add distilled
water, if required, before starting, never immediately after use. With a high enough electrolyte level,
the cells have less space for gases.
• Use a flashlight when checking electrolyte levels, never an open flame.
• The battery terminals should never be shorted as sparks can cause the battery to explode.
• Do not test electric devices by making contact with the battery terminal.
• Do not carry battery by terminals. Do not drop battery, puncture or attempt to open battery case.
Do not subject product to open flame or fire and avoid situations that could cause arcing between
terminals.
• Sealed lead acid battery electrolyte is a clear to cloudy liquid with slight acidic odor. Acid saturated
lead oxide is a dark reddish-brown to gray solid with slight acidic odor.
• Lead and Lead Dioxide are not soluble. Battery Electrolyte (acid) is 100% soluble in water.
• Protective Measures to be taken if material is released or spilled

• Remove combustible materials and all sources of ignition. Avoid contact with acid materials. Use
soda ash, baking soda or lime to neutralize any acid that may be released.
• Store batteries at ambient temperature.
Environment pollution hazard. Do not release unneutralized

acid. Neutralize as above for a spill, collect residue, and place
in a drum or suitable container. Dispose of as a hazardous
waste.
Environment pollution hazard. Do not flush lead-contaminated

acid into sewer or nature.
Environment pollution hazard. Always obey local laws and

environmental regulations when recycling or disposing a
battery.

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3.5. Welding
WARNING
Welding, drilling, cutting or any addition of attachments voids
certification.
To assure the safety of the operator, the ROPS/FOPS must not

be repaired by welding. ROPS/FOPS must always be overhauled
if it has been damaged or altered in any way.
Before starting to weld, determine the material to be welded, and

the welding method and fillers. Contact Sandvik Mining and
Construction’s Service, if necessary.
• Do not repair steering equipment by welding.

• Never repair ROPS/FOPS by welding.
• Welding must be left to qualified personnel.
• Before electric welding, the main switch must be disconnected. Also, Remote Control equipment
(optional) must be disconnected.
• If welding must be done close to any of the control modules, disconnect the module wiring before
welding.
• The ground cable of the welding machine must be connected as close to the weld as possible. The
ground cable must not be connected so that the current can flow through a bearing, joint coupling,
sealing surface, lever, or control cable.
• When welding painted area, paint must be removed from the adequate area to avoid the fumes
from the paint.
• Use a protective mask and other personal protective devices when welding.
• Arrange adequate ventilation.
• Arrange protection against fire.

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3.6. Blocking the machine for repair procedures

beforehand.

Install the frame locking pin before lifting machine.
Ensure that the blocks used for support have sufficient

loadbearing capacity.
Ensure that lifting equipment is in good condition and correctly

rated.
1. Ensure that the machine is on an even surface and movement in the driving direction is prevented
by, for example, wheel chocks.
2. Install the frame locking pin.
• See chapter “Frame structures”.
3. Raise the boom and install the boom support pins.
4. Raise the rear of the machine until the rear tires are just of the ground by using hoist or jack.
5. Place blocks under the rear of the machine as
shown.
6. Lower the weight of the machine on to the
blocks.
7. Raise the front of the machine until the front
tires are just of the ground by using hoist or
jack.

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8. Place block under the front of the machine as
shown.
block.

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3.7. Lifting
Lifting the machine is only permitted in the manner described

in these instructions.
The machine’s mass must be taken into account when selecting

the lifting device.
Always respect the law and all the local safety regulations in
lifting work.
Install the frame locking device before lifting machine.

rated.
The lifting points (four) have been marked with hook symbols. Use all four lifting points when lifting
the machine.
Check machines operating weight from the type plate.

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• The lifting device used must be of the correct

type and have sufficient lifting capacity. The
machine or parts of it must not be lifted with any
devices that are not specifically designed for
lifting purposes.
• You must always know the exact weight of the
load, and never exceed the lifting capacity
specified by the manufacturer of the lifting de-
vice.
• The lifting routes should be planned so that the
load is not moved over persons or such places
where persons may be present.
• Make sure that the lifting equipment are in prop-
er condition.
• Wire ropes and chains used for lifting must be
checked regularly. Damaged wire ropes must
be marked clearly and discarded at once.
• Lift the load only a few centimeters at first to
make sure that it is properly fastened and in
balance. Do not continue lifting until you are
sure of proper fastening and balance.
• Never wind the ropes around the hook of the
hoist. The lifting ropes must be fastened ac-
cording to the manufacturer’s instructions.

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4. FRAME STRUCTURES

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4. FRAME STRUCTURES
4.1. Locking devices
If maintenance work is interrupted, make sure that the locking

devices are properly installed before maintenance work is
continued.
4.1.1. How to install the frame locking bar
Crushing hazard. Can cause severe injury or death. In any

circumstances do not go near the middle hinge area while the
engine is running.
1. Ensure the machine is in straight position.

2. Remove the bar from its bracket on the rear
frame.
3. Remove the front and rear pins from the frame
lugs.
4. Insert the locking bar into the middle of the

frame lugs and insert the rear frame pin into
the lug holes and lock it.
5. Insert the front frame pin into the upper lug
hole.
6. Climb into the cabin and start the engine. Slowly move the steering a bit from left to right until the
front frame pin drops down into the lower lug hole.
• Note! To avoid damaging the machine the locking pin must be carefully observed during
installation. When the pin drops down to its lug hole, stop turning the machine.
• It’s necessary to have a second person helping the operator by giving signs of bars movement
from safe distance, because observing the locking bar from the cabin is difficult.
7. Shut down the engine, climb out from the cabin and ensure the bar is properly fixed and lock the
front frame pin.

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4.1.2. How to remove the frame locking bar
Crushing hazard. Can cause severe injury or death. In any

circumstances do not go near the middle hinge area while the
engine is running.
1. Climb into the cabin. Start the engine and

slowly move the steering a bit to left or right to
release pressure against the pins.
2. Shut down the engine.
3. Climb out from the cabin and remove the pins

and the locking bar.
4. Install the locking bar back to its bracket and
place the pins back to the frame lugs.

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4.1.3. How to install the boom support bar
It is recommended that before you use the boom support bar (locking pin) the frame locking bar is
fitted in place as described previously.
1. Open the screw (A) that keep the boom locking
pin on the working position.
2. Turn the locking pin to font position.
3. Climb into the cabin and sound the horn to let everyone know that you are about to turn on the
engine.
• Have a good look around to see that it is safe to turn on the engine.
4. Turn on the engine and raise the boom high enough and tilt the bucket downwards.
5. Turn off the engine.
6. Climb up onto a safe platform and push the
locking pin in to the locking position and close
A
the screw (A).
7. Get into the cabin and turn on the engine.

8. Lower the boom slowly so that the boom side
support the locking pin on the front frame side
plate.
• Make sure that no-one is walking under the
boom under any circumstances.

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Pressing the boom too strongly against the stop damages both
boom and frame.
4.1.4. How to remove the boom support bar
Walk around the unit and ensure no-one is working on the unit or under the boom.
1. Sound the horn and have a look around. When it is safe start the engine.
2. Raise the boom so that the locking pin can be removed and then turn off the engine.
3. Climb up onto a safe platform and open the screw. Pull out the pin and turn it to the place.
4. Set the locking pin to holder and close the
screw.
Lubricate the screw and locking pin from time
to time.
5. Remove the frame locking bar and place it back to the bracket.
Crushing hazard. Can cause severe injury or death. Don’t walk
under the boom under any circumstances.
6. Go back into the cabin, sound the horn again and turn on the engine, lower the boom slowly
against the stops and the bucket to the ground.

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4.1.5. How to install the boom safety stand (optional)
1. Get into the cabin. Sound the horn and have a look around to see that it is safe to turn on the
engine.
2. Switch on the engine and raise the boom high enough and tilt the bucket downwards.
3. Turn off the loader and step out of the cabin.
4. As quickly as possible without walking under
the boom place the stand under the boom with
you standing away from the boom and bucket.
5. When you are happy with the position of the
stand go back into the cabin and sound the
horn again and have a good look around to
make sure it is safe to turn on the engine.
6. Turn on the engine and lower the boom slowly
onto the stand.
7. When you are satisfied with the position of the
boom turn off the engine and go and check the
stand to make sure the boom is supported
safely and properly.
8. When you are happy that all possible safety
procedure’s have being completed, it is safe to
work under the boom.
• From time to time or if you have left the unit
of a long period of time it is important that you
check that all the safety devices are in good
condition and are fitted correctly before
continuing work on the unit.

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4.1.6. How to remove the boom safety stand (optional)
1. Walk around the unit and ensure no-one is

working on the unit or under the boom.
2. Sound the horn and have a look around.
3. When it is safety start the engine.
4. Raise the boom so that the support bar can be
removed and then turn off the engine.
5. Remove the support bar.

Crushing hazard. Can cause severe injury or death. Don’t walk
under the boom under any circumstances.
6. Go back into the cabin, sound the horn and turn on the engine, lower the boom slowly against the
stops and the bucket to the ground.

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4.2. Middle hinge joint
4.2.1. Upper middle hinge joint
1 Screw M12x30 2 Upper flange

3 Rear frame 4 Circlip
5 Ball joint bearing 6 Upper hinge pin
7 Lower flange

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4.2.2. Lower hinge pin
The lower middle hinge is adjustable and equipped with a self-centering ball-joint. The pin (17) is
fastened with a flange (9) from its upper end to the fixed bushing of the front frame. The sleeve (16)
made of special steel has been fitted to the fixed bushings of the rear frame.
8 16
9 18
19.1
10
20
11
21.1
12
13 21.2
14 19.2
11 20
15 10
16 22
17 23
8 Screw M12x50 9 Upper flange

10 Front frame 11 Seal
12 Screw M10x25 13 Ball joint bearing
14 Rear frame 15 Screw M12x30
16 Sleeve 17 Screw M12x30
18 Pin 19 Flange
20 Adjusting shims 21 Flange
22 Lower flange 23 Screw M12x30

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4.2.3. Disassembly of middle hinge joints

beforehand.

1. Ensure that the machine is on an even surface, the parking brake is applied and movement in the
driving is prevented by, for example, wheel chocks.
2. Ensure that the bucket is lowered and the boom is resting on stops.
3. Install the frame locking device.
High-pressure oil spray hazard. The high-pressure oil spray can
cause serious injury. Allow the pressure to be released from the
hydraulic circuit before opening the plugs or connectors.
4. Open the filler cap on the top of the hydraulic tank to vent any possible pressure build up in the
hydraulic tank.
5. Position safety stands under the front frame.
• Position under the front of the machine on either side as close as practical to the articulation
point, with the wheels still on the ground.
6. Remove the drive shaft from the middle hinge joint.
Be careful when handling hot oil. Wear suitable protective
gloves, protective clothing and safety goggles when handling
oil.
7. Position an oil drain container under the machine before removing hosing.
8. Cap all hose connections.
• Ensure that brake flushing circuit is looped.
Tighten any loose connections and replace damaged fuel and

hydraulic oil lines, tubes and hoses. Leaks can cause fires.
9. Disconnect and remove the wiring from the center articulation.

10. Remove the front steering cylinder pins.
• The cylinders can be retracted out of the way once the pins have been removed using a hydraulic
power pack
11. Use a hydraulic power pack to release the parking brake.

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12. Remove the frame locking pin.
13. Support the front frame with an overhead hoist.
• Ensure both sides of the machine are slung to prevent the machine from leaning once the
machine is split.
Do not remove safety stands until the machine is ready to split!
14. Remove the pin retaining flanges from the upper and lower hinge pins by removing the cap screws.
• To access all upper pin cap screws, the cabin mount ROPS-bar must be removed.
15. Remove the lower hinge pin screws (17 and 23) and flange (22)
16. Remove the pin (18) by pressing it down .
• It can be removed to both directions.
17. Remove the upper hinge pin screws (1) and remove flange (2).
18. Remove the upper middle hinge pin (6) by pressing it up or down.
Lifting hazard. The middle hinge pins are heavy, use a lifting
device to avoid back injury.

rated.
19. Take the weight off the front frame with the overhead hoist and remove the safety stands.
20. Remove the wheel chocks from the front axle.
21. Use the overhead hoist to carefully move the rear frame away from front frame.
22. Once the front frame is far enough forward, place safety stands and wheel chokes under front
section and release power pack applying park brake.
23. Remove the rest of the parts from frame and inspect them carefully and replace if they have been
damaged.

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4.2.4. Assembly of the middle hinge joint

beforehand.

Note! If the steel bushing of the upper pin (6) or lower pin (18) have been changed the bushings must
be honed to ø 75 after mounted to the front frame
1. Remove, inspect and clean all the bearings and bushes from the clevises.
• Replace any damaged parts.
2. Assemble the (lower pin) ball joint bearing (13) into the rear frame with the help of some grease.
3. Assemble the lower flange (21.2) to the rear frame and tighten the flange screws (12).
4. Assemble the upper flange (21.1) the rear frame and tighten the flange screws (12).
5. Assemble the flange (19.1) with the seal (11) and flange (9) to front frame and tighten the flange
screws (8) to torque of 80 Nm.
6. Assemble the flange (19.2) with the seal (11)
to front frame and tighten the flange screws
(15) to torque of 80 Nm.
• An axial play of 0,0 - 0,5mm should be
adjusted, using shims (20) between the
lower flange (19.2) and front frame. This can
be checked by temporarily installing hinge
pin (18) to the bearing and recording the play Shims
with a dial gauge attached to a magnetic
stand.
7. Install the (upper pin) ball-joint bearing (5) to its housing in the front frame (with help of some
grease).
8. Lock the ball joint bearing to its place with circlips (4).
9. Take the weight of the front frame with the crane and remove the safety stands and wheel wedges
from the front axle.
10. Move front frame back towards the rear frame making sure that they line up.

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11. Screw 2 long guide screws into the holes of the upper hinge pin
12. Use a plastic hammer and knock the upper hinge pin (6) to the correct position.
13. Remove guide screws and install and tighten screws (1) to tightening torque of 90 Nm.
14. Fasten the lower flange (7) and tighten bolts (1).
15. Center and align the lower hinge ball joint (13), use guide tool.
16. Screw two long guide grub screws in to the holes of the pin (18) and assemble the flange (22) to
the front frame.
17. Use a plastic hammer and knock the lower hinge pin (18) to the correct position.
18. Remove guide screws and install and tighten bolts (17 and 23).
• Use torque of 180 Nm to M16 screws and 80 Nm for M12 screws.
19. Hit the flanges with a sledgehammer and retighten the bolts.
20. Refit the cabin mount ROPS-bar.
21. Refit the hydraulic hosing and wiring across the center hitch.
Flammable hazard. Replace any loose or damaged hydraulic oil
lines, tubes and hoses. Leaks can cause fires.
22. Refit the cardan shaft.

For detailed information,
see chapter Power train section cardan shaft installation.
23. Refit the steering cylinder pins.

24. Remove the safety stands from under the machine.
25. Check hydraulic oil level and refill if needed.
26. Start machine and test machine for correct operation.
27. Check the steering hydraulics for any hydraulic leaks.

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4.2.5. Adjusting of middle hinge joint
A. Pointer
B. Magnetic stand
C. Front frame
1. Place a dial gauge with a magnetic stand on the lower hinge plate of the rear frame and the pointer
on front frame.
• Place it as close as possible to the pin so that the feeler point of the gauge touches it.
• Ensure that the dial indicator is on zero with ample travel.

rated.
2. Start the machine and press the bucket

against the ground so that the front frame rises
enough to get a reading on the dial gauge.
• Note! This task can be undertaken using an
overhead hoist.
• The reading should be between 0,2 - 0,4 mm
after all the bolts have been tightened.
Shims
• If the measurement result is not within
specifications, add or remove shims (20) to
adjust it. Shims are available in two
thickness, 0,2 mm and 0,5 mm.
• The shims are placed between front frame
and lower flange (19.2) in four bundles by
loosening the lower bolts (23 and 15). The
bundles must be equally thick.
• The bolts (3) can be tightened and loosened
through holes in the rear frame.
3. Tighten and check all bolts after adjustment.

4. Turn the machine off

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4.3. Oscillating axle
The assembly consists of the oscillating cradle with the rear axle bolted under it, large diameter pin
(7) press-fitted to the frame cross-beams supporting the whole assembly, and thrust washers (5)
(which bear the axial forces). Cradle slides on bronze bushings (8) which are fitted to their respective
housings in cradle cross-beams.
1 2 3 4 5 6 7 5 4 2 8 1
1. Screw M24 2. Bracket

3. Screw M12 4. Adjusting shims
5. Thrust washer 6. Oscillating cradle
7. Pin 8. Bronze bushing
9. Guide dowel

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4.3.1. Disassembly of oscillating axle

beforehand.

1 2 3 4 5 6 7 5 4 2 8 1

9. Guide dowel
3. Install the frame locking bar.
4. Support rear frame with jacks and/or wedges.

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5. Remove rear wheels.
For detailed information see chapter Power train, section
removing the tires.
6. Disconnect the cardan shaft from rear axle.

7. Disconnect the lubrication lines.
8. Disconnect the brake hydraulic hoses from the rear axle.
9. Remove rear axle.
For detailed information see chapter Power train, section
removing the front axle.
10. Support weight of the cradle with a hoist or hydraulic jacks.

11. Disconnect the suspension arm.
A
• A: rubber absorber
• B: suspension arm
12. Remove eight bolts which hold front and rear brackets (3)
• Note! Do not mix loose brackets. They have been machined to fit frame crossbeams and are
not interchangeable.
13. Lower the cradle down using the hoist.
14. Remove bronze bushings (8), adjusting shims (4) and thrust washers (5).
15. Clean and inspect the parts and replace as necessary.
16. Should the pin (7) be replaced, turn the cradle upside down and remove the butt weld before trying
to remove the pin.

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4.3.2. Assembly of oscillating axle
All parts must be thoroughly cleaned and lubricated before assembly. Install new bronze bushings to
the oscillating cradle if needed.
1 2 3 4 5 6 7 5 4 2 8 1

9. Guide dowel
1. Clean the frame cross beams and the surrounding area before assembly.
2. Assemble thrust washers (5), adjusting shims (4) and bushings (8).
• Note! Axial play of the cradle should be 0...0,6 mm. The play is adjusted with shims (4) of
variable thickness.
3. Lift the cradle up to its place using the hoist.
• Note! Pay attention to the dowels which must fit into grooves of shims.
4. Mount the brackets and tighten the M12 screws (3) to 80 Nm.
5. Recheck the axial play.
6. Connect the suspension arm (B) and adjust
A
the length of arm so that when axle is in
horizontal position (oscillating ± 0°) there is no
gap in the rubber absorber (A).
• A: rubber absorber B
• B: suspension arm
7. Connect lubrication lines and check for proper lubrication.

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8. Mount the flat washers and tighten the M24 screws to torque of 200 Nm (1).
9. Install the rear axle.
See detailed information from chapter Power train, section
installing the rear axle.
10. Install rear axle, cardan shaft, brake hoses and wheels.
4.4. Pins
4.4.1. Design features of the pins
All the larger pins have channels drilled to feed grease between the pin and the frame bushings. This
is not a surface where rotation occurs, but greasing will prevent water from seeping into the gap. This
reduces the chance of corrosion.
Most pins have a slight press-fit which makes removal easy.
All pins have a large diameter which lowers the pressure born by the pin surface. This guarantees a
long service life.

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4.4.2. Pin removal

beforehand.

Preparatory steps:
• Support the equipment carefully to prevent accidents and damages caused by heavy parts.
• If the greasing of the pin/frame gaps has been neglected, you can pump oil or rust-loosening agent
through the nipple to ease removing.
• Remove lubrication lines (if installed).
• Remove locking flange (or bolt).
4.4.3. Pin removal with a puller
• Clean the threaded hole at end of the pin and

oil it (Z-linkage) (Fig.)
• Hollow pins clean the hole.
• Clean the surrounding area where the puller will
be fitted.
• Mount the puller. Oil the puller’s threads.
• Use a wrench to turn the nut (be sure the
wrench fits exactly).
• Tightening the nut will make the pin to move.
• If the pin is stuck badly, hit the other end of pin
with a mallet while pulling from the other end.
• If you have a hydraulic puller, use it in the same
way as described with mechanical puller. 2 piece puller flange
• You can use a hydraulic jack to remove pins,
Install the
such as for steering cylinders. puller
• The middle hinge pins can also be removed with screw here
a hydraulic jack.
Hollow Pin

ID: 534 8 en 2012-04-16
4.4.4. Pin removal without special tools
Wear suitable protective gloves, protective clothing and safety

goggles when handling pins.
The most effective loosening can be obtained by using a heavy tool with high speed.
• Perform all precautions as mentioned before.
• Make sure that the tools you use are clean so they do not slip out of your hand.
• Remember to support you work.
• If you are able to use a hoist or tackle, attach a heavy steel bar (ca ø 40 - 60 mm, length 3 - 4 m)
as shown below. Use the bar as a pendulum to hit the pin.
• The bar should be supported in the middle.

• The ends of the bar should be straight and cut flat with no buns.
• Hollow pins: Install some kind of flange or arbor to the pin end.
• Use the end of the bar to knock the pin loose.
4.4.5. Pin installation
The joint pin surface is made of hardened steel. Be careful not

to strike the pin surface during installation. It might damage or
crack the surface.
The operator must always use the required safety equipment,

such as safety helmets, protective overalls, protective footwear,
hearing protectors, eye protectors, and other required
protective equipment.
• Use lubricant when installing the joint pin.

• Use new or corresponding parts for installation.

ID: 534 8 en 2012-04-16
4.5. Lift arm
4.5.1. Design features of the lift arm
Lift arms have been constructed in a box-sectional form to give maximum torsional strength and
durability to the boom assembly. The boom has bronze bushings for attachment to the frame and for
the bucket pin. The steel spacer ring is used to line up the bronze bushings.

ID: 534 8 en 2012-04-16
4.5.2. Bushing replacement
Preparatory steps:
• When replacing the low end bushings remove the bucket.

• To replace the upper end bushings, lay the bucket on the ground. Remove the upper pins and lift
the upper end of the arm by using the machines own lift cylinder.
Replacement:
• Weld 5-10 turns to the bushing internal circumference. See picture below.
• Hit the bushing loose.

• The easiest way to install new bushings is to cool them down to deep-freeze temperature as then
they will easily slide to correct place. When they return to normal temperature, they will expand and
make a tight fit.
• Use shims to adjust a maximum axial play of 2 mm between the boom and the front frame or bucket.

ID: 534 8 en 2012-04-16
4.6. Bucket stopper adjustment
4.6.1. Upper bucket stopper adjustment

beforehand.

Bucket stopper adjustment should be checked always when bucket or bucket stopper absorber is
changed.
1. Start the machine and rise the boom so that bucket pin (1) is one meter off the ground (the bucket
in haul position).
2. Crowd the bucket fully back and measure the extended cylinder rod of the tilt cylinder (dimension
A).
3. Lower the boom against boom stops (bucket in haul position).
4. Measure the cylinder rod length A again.
5. The dimension should be 10 mm longer.
• If not, the bucket stopper thickness needs to be adjusted accordingly.
6. Stopper adjusting is made by adding or removing spacers of different thickness under the bucket
stops.
• If the dimension change is too big the stopper thickness should be reduced.
• If the dimension change is less than 10 mm the spacers should be used under the bucket
stoppers.

ID: 534 8 en 2012-04-16
4.6.2. Lower bucket stopper adjustment

beforehand.

Bucket stopper adjustment should be checked always when bucket or bucket stopper absorber is
changed.
1. Start the machine and rise the boom against the stops (bucket pin (B) 2415 mm off the ground).
2. Tilt the bucket to dump position.
B
• The dump angle of the bucket bottom should
be 44°.
• The dump angle of the bucket lip plate should
be 38°.
• If the angle is smaller than the recommended
value the stopper thickness should be
reduced and vise versa.

ID: 534 8 en 2012-04-16
4.7. Removing the bucket
DANGER
Hazardous bucket movement. Ensure that the bucket is
supported before servicing the bucket system.
DANGER
Dangerous machine movement can cause severe injury or
death.
Do not go beneath the machine unless absolutely necessary.

Stay out of the danger areas during operating the machine.
Overrun Hazard. Can cause death or serious injury. MAKE

SURE THAT THERE ARE NO UNAUTHORIZED PERSONS IN
THE DANGER AREA.


rated.
Ensure that the machine is on an even surface, the parking brake is applied and movement in the
driving is prevented by, for example, wheel wedges.
1. Put the bucket of the machine flat on the ground.

ID: 534 8 en 2012-04-16
3. Remove the joint pin (1), (1 pcs) from bucket
by opening the fastening screws (M12x50
12.9), (2) of retaining plates (3). 2
4. Remove the joint pins 2 pcs. (4) from bucket
by opening the fastening screws 4 pcs.
(M12x20 12.9), (5) of retaining plates (6). 1
5. Fasten the lifting chains to the lifting brackets

of the bucket.
6. Remove the bucket from the lift arm assembly
by using a hoist.
• Note! The weight of the standard bucket is
approximately 800 kg (1,5m3).
7. Detach the spacer rings from between the lift
arm and the bucket.

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4.8. Installing the bucket

DANGER
Hazardous bucket movement. Ensure that the bucket is
supported before servicing the bucket system.
DANGER
death.


THE DANGER AREA.

rated.
Make sure that all parts and housings are clean and ready for installation.
1. Use new or corresponding parts for installation.
• When installing the pins, use a lubricant that is intended for the task.

ID: 534 8 en 2012-04-16
2. Fasten a hoist to the bucket and lift it in position
on the lift arm assembly.
• Let the bucket remain supported by the
chains.
3. Place the spacer rings (1) between the

brackets.
• Make sure that all parts are well lubricated
for installation.
• Push the bucket pins (2) through the
brackets.
• Tighten the fastening screws (M12x20 12.9)
(3) of retaining plates (4).
• Note! Axial cap max 2 mm.

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4. Place the spacer rings (1) between the

brackets.
• Make sure that all parts are well lubricated
for installation. Push the pin (2) through the
brackets.
• Tighten the fastening screws (M12x50 12.9)
(3) of retaining plates (4).
• Note! Lift arm lateral spacing min. 1mm/side.
• Check at dumping and hauling position.
5. Detach the lifting chains from the lifting
brackets of the bucket.
6. Grease all points on bucket pins.

7. Check the bucket stopper adjustment.
• See section bucket stopper adjustment.
8. Remove the frame locking bar.
4.9. Welding
open the main switch before welding. Take into consideration
the fire and explosion hazard created by welding. Make sure that
the machine and its surroundings are clean and fireproof.
Note that for electric welding work, the batteries must be

disconnected and both connector leads (”+” and “-”) securely
protected to avoid connection to each other or the frame
structure.
Frame material: Raex Multisteel N (St/Fe 355)

ID: 534 8 en 2012-04-16
4.9.1. Precautions before welding
• Turn the main switch OFF.

• If welding must be done close to any of the control modules, disconnect all the module wiring before
welding.
• The ground cable of the welding machine must be connected as close to the weld as possible. The
ground cable must not be connected so that the current can flow through a bearing, joint coupling,
sealing surface, lever, or control cable.
• All parts must be supported carefully to avoid flexing and changes in dimensions caused by heat
stresses.
• If welding is performed near pins or in places where flexing may cause changes in the alignment
of bushings you should remove the pins and check (and correct) the alignment after welding.
Additional support of the welding piece may be needed.
• The object welded must be cleaned thoroughly and the welding seam must be deep enough.
• A hole must be drilled at the end of a crack to prevent further cracking.
• Welding rods must be completely dry. If necessary use a drier.
• Dampness will cause hair cracks. To prevent the effects of dampness, the area around the seam
must be preheated to 100 - 200 °C and kept there during the welding. If the material thickness
exceeds 40 mm, preheating must be done. For material with thickness 10 to 39 mm, preheating is
strongly recommended.
• A suitable welding rod recommended is ESAB OK 48.00 or MAGWIRE ESAB OK 12.51
4.9.2. Basic quality requirements
If nothing else is mentioned in the special instructions further on, at least the following quality
requirements must be met:
• The surface of the weld must be flat.
• No pores or runoffs should be left.
• No scars or holes from a chipping hammer or from starting with a new rod should be left.
• In ordinary cases, quality class 3 (green) x-ray inspection is good enough.
When welding e.g. tanks to frame, make sure that the weld on
the frame will not end where there is another weld on the other
side of the frame plate.

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4.9.3. Frame welding
In addition to the general instructions, pay attention to the following details:

• The quality of the weld must meet the following requirements:
- contraction cavities and caves must be filled and roughnesses must be removed
- no scars or holes from clipping hammer may be left
- the surface of the weld must be flat and the weld must join the base material smoothly
- quality class for the x-ray inspection is 4 (blue)
• A method which guarantees a proper penetration on the underside must be used.
In addition to the general instructions, quality requirements must be met when welding in the places
mentioned below:
• Welding of fast bushings to frame plates
• Repair and fastening weld of middle hinge plates
• Welding of the crossbeams
• Fastening levels for the axles
• Lugs
Special attention must be paid to quality when welding the following places:
• Central hinge joints, plates and their fastening welds
• Beams of the oscillation system and their fastening welds
• Hoisting lugs
4.9.4. Bucket welding
Wear resistant steels like Hardox should be welded using filler metal that provides low hydrogen
content in the weld metal.
Manual metal-arc, gas metal-arc, TIG and multipass submerged-arc welding are recommended for
the welding of wear resistant steel plate. When very good mechanical properties are required in the
welded joint, heat input should be restricted.
High energy processes such as electrogas or electroslag welding should not be used without prior
testing or contacting Sandvik Mining and Construction service.

ID: 534 8 en 2012-04-16
4.9.5. Edge preparation
A good fit between the workpieces is essential in order to minimize stresses and thereby the risk of
cracking. This risk is greatest for the initial weld beads, which are often thinner.
rus t
m ois ture
d irt
gr eas e
p ain t
All types impurities on and near the edges - such as mill scale, rust, oil, paint and moisture - should
be removed before the start of welding. They are hydrogen sources that can jeopardize the welding
results, causing cracking.

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4.9.6. Working temperature and pre-heating
Good welding results require that crack-inducing hydrogen is kept away from the weld area
The edges of the joint must be clean and dry prior to welding, and only dry filler metal may be used.
Welding should be done at an elevated working temperature when large plate thicknesses are to be
welded. The adjacent diagram is a guide to the choice of working temperature, which should be
maintained throughout welding. The temperature can be checked, for example with temperature
indicating stics, on the plate surface opposite the heated one (see figure). Under special conditions
of restraint, in damp weather and when tack welding, the next higher temperature level is
recommended.
Co mbined plat e thickness = t 1 + t 2 + t 3

i.e. at lea st doub le the plat e thickness
Measure the tem p eratures here t1 t2
(t3 = 0)
75 mm
75 mm
t3
t1 t2 (= t1 )
Wear resistant stee l

400 HB 20_C 75_C 100_C 175_C
1
500 HB 100_C 125 150_C 175_C
0
20 30 40 50 60 70 80 90 100 11 0
Comb ine d plate thicknes s

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4.9.7. Heat-input - number of welding passes
If the impact strength of the welded joint must be equivalent to that of the parent metal (impact strength
at -40 °C), the following rule of thumb used:
Combined plate thickness minimum number

(mm) =
5 of welding passes
Example: 20 mm thick plate (butt weld) should be welded with at least 8 passes (beads). If the impact
strength requirement is lower, the number of passes may be reduced.
When these types of steel are welded, a soft zone, whose width varies with the heat input, forms near
the fusion limit. However, if the heat input is kept to a reasonable level, the soft zone will be so narrow
that it will not have any effect on the strength of the welded joint.
kJ/mm
3
+
2
+
1 +
0
0 10 20 30 40 50 60 Single plate thickness
Diagram showing approximately the heat

input given by the rule of thumb

ID: 534 8 en 2012-04-16
4.9.8. Welding to other steels
In terms of alloying content, wear resistance steels like Hardox can be welded to similar steels and
to ordinary structural steels. The filler metal used for a welded joint should be of the same strength
class as the steel with the lowest strength values.
Filler metals
Filler metals should be selected with regard to the demands that are made on strength and toughness
in the welded joint and for the conditions of restraint that prevail.
In most cases, ”soft” filler metals can be used. This should be done wherever possible. There are
many advantages with a ”soft” weld metal, among other things it will undergo plastic deformation
more readily when the weld has cooled. The joint will then be under much less restraint, which
provides greater security against cracking. ”Soft” filler metal should always be used for fillet
welds. ”Soft” filler metal is also used for butt welds, when the same strength is not required in the filler
metal as in the parent metal. In cases where it is necessary to have a filler metal that is equally strong
as the parent metal (a ”matching” filler metal), a ”soft” filler metal is recommended in the root beads.
Choose welding processes and filler metals that give the lowest possible hydrogen level. Covered
electrodes shall be well dried so that they give a maximum hydrogen contest of 5 - 10 ml per 100 g
of weld metal (the Hg method according to the IIW).
Filler metals shall be stored in such a manner that moisture absorption is prevented. The
recommendations of the filler metal manufacturer should be followed carefully. Always keep opened
packages of electrodes dry and warm. Do not return unconsumed electrodes to dry cabinets if there
is the least risk that they may have absorbed moisture from the air. (Harmful moisture absorption can
take place in 30 to 60 minutes) Instead, throw the electrodes away or ask the manufacturer for advice
on drying. Precautions that apply to covered electrodes also apply in the main to granular flux and
flux-cored wire.
Choosing filler metal
Use as ”soft” a filler metal as possible in each individual case. In most cases, it is fully adequate to
use a filler metal equivalent to E-7018 and E-7028 or equivalent grades for gas metal-arch (fluxcored
and solid wire) and submerged metal-arch welding. The filler metals mentioned here are used for the
welding of wear resistant steel plates. Only ”soft” filler metal may be used for 500 HB wear resistant
steels.
Filler metal Manual metal - arc welding Gas metal - arc welding Submerged - arc welding
Manufactur-
er
E -7018 E -7028 Flux -cored Solid wire Granular flux Wire
wire E - 70 S - 6 F- 72 EM 12
E - 70 - T5
AIRCO CODE-ARC EASY-ARC Fluxcor 5 CHEM- S-10
7018 MR 7028 BRITE A681
ARCOS Ductileud 70 70 C
ARC-Weld Easyare 328 Super 28
BOC-MUR- Fortrex 31 Murecor 5 Murex 1313
EX
Böhler Fox Ev 50 Fox HL 180 EML 5 EM S2
K6

ID: 534 8 en 2012-04-16
Filler metal Manual metal - arc welding Gas metal - arc welding Submerged - arc welding
Manufactur-
er
Chemetron Atom arc
7018
ELGA P48 Maxeta 22 Elgamatic
P51 MAxeta 23 100
P55
ESAB OK 48.00 OK 38.48 OK Tubrod OK Autrod OK Flux OK Autrod
OK 48.04 OK 38.84 15.00 12.51 10.71 12.20
OK 48.15 OK 38.85 OK Tubrod OK Autrod
OK 48.68 OK 38.65 15.18 12.22
OK 48.30 OK 38.95
OK 55.00
Hobart Hobart 718 Fabco 85 HB28 H-400 HB-25
SR
Norgas Ferex 7018 Phoenix Corofil E 55 ES 50 SW 35
LT Rot BR 160 Norgas 50
Baso 120 Conare L Magsi 14
150
Oerlikon Haftcord Fabracord Fluxofil 30 Carbofil 1-A OP 121 TT OE S 2
Supercord Fluxofil 31
Supercord X
Tensicord
Tenacito
Tenacito R
Tenacito 38
R
Philips Philips 35 Philips C 6 Philips PZ Philips PZ 860 Lincoln Lincoln L 61
Philips 35 C Philips C6 H 6130 6000
Philips 35 S Philips C 57
Philips 77 H
Phoenix-Un- SH 120 K SH Multifer UV 420 TT Union S2
ion 150 K1
SMIT Conarc 54 Conarc L Cor-O-Fil SW26 P120 SW35
150 B55

ID: 534 8 en 2012-04-16
4.9.9. Gas cutting
When wear resistant plate (e.g. Hardox 400 or 500) is gas cut, the layer adjacent to the cut edge
becomes as hard as or harder than the original material. Gas cutting may cause micro fractures in
this layer. To prevent the fractures the area near the cut edge must be preheated. 400 HB hardness
needs preheating temperature of 100 °C and 500 HB hardness 150 °C.
Cold plates must not be gas cut. Let them warm up to room temperature (+20 °C) before starting gas
cutting or pre-heating process.
Figure 1 shows the hardness after gas cutting at different distances from the cut edge. Figure 2 shows
where this hardness was measured and indicates the conformation of the hard layer (light blue area).
In order to expedite the machining of gas-cut edges, the cutting edge should cut so deep that it
penetrates through the hard layer into the softer underlying material.
HV 10 HV 10
500 600
1
450 1
400
500 2
350 2
HB 400 HB 500
300
400
250
200
150 300
0 2 4 6 8 0 2 4 6 8
Distance from cut edge, mm
Figure: Hardness after gas cutting
The gas-cut edges will be less hard if the plate adjacent to the line of cut is heated during gas cutting.
But in this case, a wider and deeper soft zone will be created inside the hard layer in comparison to
ordinary cutting. Heat can also be applied after gas cutting to reduce the hardness of the cut edge.
The curves refer to a plate thickness of 30 mm. It can be assumed that the soft zone will be somewhat
wider for thinner plate. A wider zone will also be obtained if a lower cutting rate than normal is used.
Figure: Sites of hardness measurement
1 Hardness measured in middle of plate

2 Hardness measured just below plate surface

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5. LUBRICATION SYSTEM

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5. LUBRICATION SYSTEM
5.1. System components
1 Lubricant barrel 2 Pump

3 Filter 4 Filling nipples
5 Grease lines 6 Grease receiver limit switch
7 Breather
5.2. System description
The automatic central lubrication unit pumps grease with the help of dosers to the unit’s joints. By
adjusting the stroke of the doser you can control the amount of grease going to the joints.
The central lubrication system is controlled by solenoid valve. Changing the valve mode moves the
piston of the lubrication device. Each piston movement alternatively adds grease to lines 1 and 2.
The lubrication interval is 10 minutes. When the parking brake is activated the central lubrication unit
stops working. But the counter does not reset when parking brake is released.
Greases
Lithium-based greases with penetration 265/295 (NLGI 2) and dropping point 180_C should be used.

ID: 534 8 en 2012-04-16
5.3. Functional description of the components
A Solenoid Valve Y303

B Grease Receiver Lever Switch S308
Solenoid valve Y303

The solenoid valve controls the operation of the lubrication device. When the status of the valve
changes, the lubrication device pushes lubrication grease to the lubrication line. Lubrication grease
is pushed to lubrication lines 1 and 2 alternately.
Grease receiver level switch S308
The level switch indicates too low a level in the grease receiver. When the grease level is too low,
level switch gives alarm.
C Pressure Switches
D Doser Group C
C
D
Pressure switches
The pressure switches indicates pressure in lubrication lines. When the pressure in the lubrication
line is sufficiently high (40 bar), the contact closes.

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Doser groups
A doser group consists of a base plate and dosers
installed onto the base plate. The base plate di-
vides the lubricant to the dosers, which feed the
preset amount of lubricant to the lubrication
points.
When changing the dosers, make sure that there is no pressure

in the system.
If the doser screws are tightened too tightly, the operation of the
doser might be prevented. The maximum tightening torque is 8
Nm.
When replacing dosers, make sure that corresponding parts are

used.

ID: 534 8 en 2012-04-16
5.4. Removing the lubrication unit


When the system is being adjusted or maintenanced, absolute

cleanness must be obeyed. Impurities may cause operational
disturbances in dosing modules or damage bearings.
When performing maintenance work, make sure that there is no

pressure in the system.
1. Disconnect the pipes that are coming from the

solenoid valve of the lubrication unit. Plug
open ends.

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2. Disconnect the outgoing lubrication lines from

the lubrication unit.
3. Open the fastening screws of the lubrication

unit and lower the lubrication unit using a hoist.

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5.5. Installing the lubrication unit
1. Fill the lubrication unit in the vertical position.

• If the lubrication unit is replaced, fill the
lubrication unit prior to installation.
• Attach a filling nipple to the filling line of the
lubrication unit.
2. Plug the overflow valve of the lubrication unit.

ID: 534 8 en 2012-04-16
3. Open the bleed screw of the lubrication unit.
4. Fill the lubrication unit with grease until grease

is leaking from the bleed screw and there is no
air present in the lubrication unit.
• If the lubrication unit is replaced, attach the
necessary pipe fittings to the new lubrication
unit.
5. Close the bleed screw.
6. Install the lubrication unit using a hoist.

7. Tighten the fastening screws.

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8. Connect the outgoing lubrication lines to the
lubrication unit.
9. Connect the pipes that are coming from the

solenoid valve to the lubrication unit.
10. Check the correct function of the lubrication unit by using the automatic central lubrication test.
• Testing procedure is presented in section checking and adjusting.
11. Check system visually for any leaks.
5.6. Checking and adjusting
When the system is being adjusted or maintained, absolute

cleanness must be obeyed. Impurities may cause operational
disturbances in dosing modules or damage bearings.

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5.6.1. Filling the central lube reservoir
The central lube reservoir is filled through a filling nipple at the high-pressure filter housing. The central
lube reservoir is full when lubricant overflows from the safety valve of the central lube reservoir. When
the central lube reservoir is full the follower plate is in its upper position. If there is air in the central
lube reservoir it can be removed as follows:
1. Open the hexagonal plug in the cover of the

central lube reservoir.
2. The bleeding screw in the follower plate shall
be opened for about three turns and filling of
the central lube reservoir with grease contin-
ued until completely airless lubricant comes
out of the bleed screw.
3. Close the bleed screw fully.
4. Refit the hexagonal plug.
Bleeding is normally required only on the first initial filling of a new lubrication unit or after overhaul.
During the following fillings the central lube reservoir does not have to be bled, if it is certain that there
is no air in the central lube reservoir and it has not got there during the filling.
5.6.2. Bleeding the pump
If there is air in the pump, the pressure of the lubricant in the main piping of the system may not
increase high enough resulting in an alarm. The pump must be bled as follows:
1. In the central lubrication function test window, use the test button to operate the system at reduced
cycle intervals. See section checking and adjusting.
2. Open the bleeding screws in the housing of the non-return valves for about three turns.
3. The pump is allowed to work until fully airless lubricant comes out of the holes in the bleed screws
during the pressurising period of both lines.
4. After that screw down the bleed screws and end the test function.
5.6.3. Main piping
When filling or bleeding air from the piping, the following measures must be taken into account:
All closing plugs of the dosing modules and pipe branches must be removed. The pump is operated
until fully airless lubricant comes out of the closing plugs nearest to the pump and the plugs involved
are fastened. Above mentioned measures are repeated until fully airless lubricant comes out of the
openings. Work from closest to the lubrication unit to the farthest point.

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5.6.4. Doser adjustment
17
5
10
13 14
12
6 18 19
15
1 2 3 4
7 8 9 16
1 Oscillation 2 Oscillation
3 Oscillation 4 Oscillation
5 Upper middle hinge joint 6 Lower middle hinge joint
7 Lower middle hinge joint 8 Lower middle hinge joint
9 Lower middle hinge joint 10 Tilt cylinder lower joint
11 Cardan shaft bearing 12 Lift cylinder lower joint
13 Boom, lower joint 14 Boom, lower joint
15 Lilt cylinder 16 Steering cylinder
17 Lift cylinder upper joint 18 Boom upper joint
19 Boom upper joint
See separate Safematic doser groups manual for adjusting the
dosage.

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5.7. General troubleshooting
Funktion disturbance Cause of the function disturbance Way of repairing

The alarm-signal light is illu- The level switch in the lubricant barrel Fill the lubricant barrel.
minating. gives alarm.
The alarm-signal light is illu- The main pipe between the pump and Locate and repair the leakege.
minating. the dosing module leaks.
The alarm-signal light is illu- Air in the pump. Deaerate the pump.
minating.
The alarm-signal light is illu- Air in the main piping. Deaerate the main piping.
minating.
The alarm-signal light is illu- Hydraulic pressure is insufficient. Regulate the pressure at least
minating. Sometimes occasional changes in at 10-12 bar.
pressure may cause the lub warning (Note! sometimes occasional
symbol to light up even if no visible changes in pressure may give
cause is found. cause to the lightning of the
alarmsignal lamp even if no
visible cause for the alarm
could be observed later.)
One bearing gets too little lu- The lub dose is too little. Increase the amount of grease.
bricant or nothing at all. Adjust the doser stroke.
One bearing gets too little lu- The lubrication pipe between the dos- Check and repair.
bricant or nothing at all. ing module and the lubrication point
is damaged.
One bearing gets too little lu- A mote in the dosing module prevents Change or clean the dosing
bricant or nothing at all. the feeding piston from moving. module.
One bearing gets too little lu- The normal working pressure is in- Increase the working pressure
bricant or nothing at all. sufficient because of non-return pres- temporarily or clean the lubri-
sure caused by blockage in a bear- cation point.
ing.
One bearing gets too little lu- Grease has stiffened (e.g. with cold) Change the grease for a thinner
bricant or nothing at all. in the piping and the dosing module and more coldresistant one. In-
does not receive enough pressure. crease the working pressure
temporarily. If this does not
have any effect, warm the pip-
ing.
A bearing gets too much lu- The dosing module is damaged. Change the dosing module.
bricant although the dosage
adjustment is small.

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6. FIRE SUPPRESSION SYSTEM

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6. FIRE SUPPRESSION SYSTEM
6.1. Ansul
6.1.1. System description
The A-101/LT-A-101 system consists of three major components: a container to store the dry
chemical extinguisher agent; an actuation system operated manually or automatically, and an agent
distribution system which delivers the agent from the tank through hydraulic hose and fixed nozzles
to the hazard areas. The system layout is setup so that all the fire hazard areas are covered by
extinguishing spray. The hazardous areas are areas with oil/fuel lines near hot surfaces and electrical
wiring. The areas protected are: Engine, gearbox, pumps and hydraulic tank cover.
Note! Activation of the fire suppression system

causes the engine to shut down automatically
(when pressure drops, pressure switch opens).
The LVS-30 (30 gallon) system is designed to discharge for approximately 2 minutes when two agent
discharge nozzles are used.
The LVS Fire Suppression System is designed to operate within a temperature range of -40 °F to
+120 °F (-40 °C to +49 °C).
When a hydrocarbon fuel is ignited, it is the fuel vapors that are burning. For the fire to sustain
combustion, you need the following factors: Fuel, oxygen, heat and chain reaction. If of these are
eliminated, the fire will go out. The functions of the foam are to cut off the oxygen supply, act as a
vapor seal over the fuel and at the same time cool the area due to water content in the foam, which
greatly reduces the risk of re-ignition.

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6.1.2. Specifications
1 Left side of the engine 2 Torque converter

3 Right side of the machine 4 Engine cooling air tunnel
5 Transmission 6 Parking brake
Dry chemical tank capacity 11,3 kg FORAY multi purpose dry chemical
Cartridges 122,5 bar at (+21 °C)
Number of nozzles 6

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6.1.3. Ansul system operation
The system can be activated manually from a

valve inside the driver’s cabin or from a unit that
is fitted externally in an easily accessible location
on the vehicle (back left of the machine). 1
Discharge of the A-101/LT-A-101 system man- 2

ually is initiated from a remote actuator (1). De- 1
pressing the actuator plunger punctures the seal 3

on the cartridge. The released pressure is trans-
mitted to the pneumatic actuator/cartridge receiv- 4
er (2). A safety relief valve (3) at this point pre-

vents too high an actuation pressure build-up. 5
The pressure drives a puncture pin through the

seal in the expellant gas cartridge (4). This relea-
ses the expellant gas which is then transmitted to
the dry chemical tank (5) where it fluidizes the dry 6
chemical before carrying it to the fire hazard. A

sealed burst disc assembly (6) prevents the flow
of dry chemical until sufficient pressure is built up
within the dry chemical tank. When the proper
pressure is reached, the disc breaks allowing the
gas/dry chemical mixture to flow to the nozzle(s)
(7) and discharge onto the hazard.
7
An A-101/LT-A-101 system does not remove the need for a hand

portable fire extinguisher on the equipment.
When recharging the suppression system: Only authorized

service people may remove and refill powder / nitrogen gas
tanks or pressurize the system.

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6.1.4. Ansul Checkfire system (optional)
Checkfire system consists of detection wiring, control module, actuator with nitrogen cartridge,
mounting bracket, and squib.
Checkfire system contains its own internal Lithium batteries as the power source. The 3.6 VDC
internal lithium battery is connected to the control module by a removable type plug. The battery must
be replaced annually or when the Yellow Battery LED and sounder are pulsing.
See separate Ansul fire suppression system manual for detailed
information of the checkfire system.
Checkfire control module front panel indicators
Battery (Yellow)
• LED pulses once every 10 seconds when indicating battery trouble

• The yellow battery trouble LED will pulse when a low power condition is detected in either of the
connected supplies (internal or external). If only one power source is used, the control module will
automatically ignore the unconnected circuit upon resetting the control module. If a power source
is once connected and recognized, a subsequent loss of that power source will be recognized as
a Battery Trouble condition. If a power source is once connected, recognized, and then
disconnected, the disconnected supply can be ignored by operating the RESET button.
Power (Green)
• LED pulses once every 3 seconds when indicating normal power.

• The green Power Normal LED pulses "on" once every 3 seconds indicating power is normal from
both sources of input power. If the power drops below an acceptable level from either the internal
or external source of input power, the green Power LED will be extinguished. If only one source of
power is used, the green Power LED will extinguish when the voltage level drops below an
acceptable level.

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Alarm (Red)
• The alarm LED will flash if an alarm condition exists. An alarm condition is caused by operation of
the detection circuit or operation of the manual pull/pressure switch input circuit. The alarm condition
will continue until the source of the alarm is removed and the control module is reset.
• DETECTION CIRCUIT ACTIVATION MODE - Upon receipt of an input to the detection circuit, the
Alarm LED and the sounder will pulse at a rate of 2 times per second and will continue at this rate
until the first time delay period has expired. After the first time delay, a second time delay mode is
initiated. This causes the LED and sounder to pulse at a rate of 4 times per second. After discharge,
the LED and sounder will continue to pulse at a rate of 4 times per second for 30 seconds. After
that, it will switch to the trouble mode and pulse once every 10 seconds.
• ELECTRIC MANUAL RELEASE MODE - The first time delay mode will be by-passed and the LED
will pulse at a rate of 4 pulses per second. After the time delay setting is reached, it will pulse another
30 seconds at the same rate. After that, the control module will go into the post-discharge mode,
at which time the Alarm LED and Release LED will pulse at a rate of one pulse per 10 seconds.
• PRESSURE SWITCH CIRCUIT (FEED BACK) ACTIVATED MODE - When this mode is actuated,
the Alarm LED will pulse a minimum of 30 seconds at 4 pulses per second. The control module will
then go into the post-discharge mode and the Alarm and Release LED will pulse at a rate of one
pulse per 10 seconds.
Release (Yellow)
• The Yellow Release LED and the audio will pulse at a rate of once every 10 seconds when a trouble
condition is detected in the release circuit. The control module will return to normal when the trouble
condition is cleared.
• The Release trouble will also pulse after the system has completed a discharge cycle or a pressure
switch feed back signal has been received. The trouble signal in this condition is used to indicate
a recharge of the fire suppression system is necessary. A Release trouble under either of these
conditions can only be cleared by resetting the control module.
Detection (Yellow)
• The Yellow Detection Trouble LED and the audio pulse once every 10 seconds when the control
module detects a trouble in the detection circuit. The control module will automatically return to
normal when the trouble is cleared.
• The sounder gives the audio indication for all alarm and trouble outputs. The sounder will pulse at
the same rate as the visual corresponding LED.
• The sounder gives the audio indications of the various outputs. The sounder is rated at 85 Db at
10 feet.
• The pulse rates are as follows:
- Alarm
- Time Delay 1 = 2 pulses per second
- Time Delay 2 = 4 pulses per second
- Trouble
- 1 pulse per 10 seconds
- Loss of Power
- Release Circuit Fired
- 4 pulses per second for 30 seconds, then 1 pulse per 10 seconds
- Low Battery

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Dip-switches
1 ON-prog with dip switches

2 OFF-electric manual pull
3 ON-time delay used ON
4 ON-alarm to shut 5sec OFF
1 2 3 4 5 6 7
5 ON-alarm to shut 5sec
6 ON-shut to rel 0sec
ON-shut to rel 0sec
6.2. Sandvik FS 1000
6.2.1. System components
6
4
1 Actuation module 2 Pressure gauge

3 Pressure switch 4 Cylinder
5 Spray nozzle 6 Auto detection tube

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The system is pre-engineered, self-contained and requires no electrical, pneumatic or gas cartridge
activation devices.
When a hydrocarbon fuel is ignited, it is the fuel vapors that are burning.
For the fire to sustain combustion, you need the following factors: Fuel, oxygen, heat and chain
reaction. If of these are eliminated, the fire will go out.
The functions of the foam are to cut off the oxygen supply, act as a vapor seal over the fuel and at
the same time cool the area due to water content in the foam, which greatly reduces the risk of re-
ignition.
6.2.3. Specifications
Cylinder 25 L (19,5 L clean water, 2 L foam)

Nitrogen 12 bar (1200 Kpa) at 23°C ±2°C
Number of nozzles 8

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6.2.4. System operation
Charged
The schematic picture below shows a fully charg-

ed system. The ball in the check valve is moving
freely, allowing pressure equalization throughout
the whole system. The pressure difference re-
sulting from the larger surface area on the topside
of the diaphragm is holding the valve closed.

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Discharging
The schematic picture below shows a system that

has been activated and is in the process of dis-
charging the foam solution. There is no pressure
left in the actuation circuit (check valve closed)
allowing the stored pressure in the cylinder to lift
the diaphragm and push the foam up through the
siphon tube and out to the nozzles.
FS1000 fire suppression system does not remove the need for
a hand portable fire extinguisher on the equipment.
See separate manufacturer's manual for further information.

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7. CABIN

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7. CABIN
8 9
1 2 3
7
4
13
10 11 12
5 6
16 15 14
1 Steering lever 2 Bucket control lever (tilt)

3 Bucket control lever (lift arm) 4 Gear selector
5 Brake pedal 6 Throttle pedal
7 Emergency stop 8 Gauges
9 Ignition switch 10 Switches
11 Indicator lights 12 Parking brake reset
13 Circuit breakers 14 Rear brake pressure
15 Front brake pressure 16 Type plate

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7.1. Instrument panel
1 5 2 6 3 7 4 8
19
20
21
22
23
24
25
26
9 10 11 12 13 14 15 16 17 18
1 Tachometer 2 Engine temperature

3 Transmission temperature 4 Hydraulic oil temperature
5 Fuel level (opt.) 6 Engine oil pressure
7 Transmission oil pressure 8 Ignition switch S04
9 Emergency stop S052 10 opt.
11 Blinkers S7 12 Brake test button S036 (opt.)
13 Parking brake on / Grease end (opt.) 14 Service brake / Emergency steering (opt.)
15 Battery / Engine oil pressure 16 Low brake pressure / High engine
temperature
17 Fuel level low / Low hydraulic oil level 18 Parking brake reset
(opt.)
19 Driving lights 8A 20 Driving lights 8A
21 Parking, indicator and brake lights, 22 Start circuit 15A
reversing alarm and rotary beacon,
central lubrication (opt.) 8A
23 Gauges, Horn 8A 24 Brake circuit, Engine stop 8A
25 Remote control (opt.) 8A 26 Emergency stop 8A

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7.2. Functional description of components
7.2.1. Steering lever V101
The machine is steered with the steering lever (1).

Lever is connected directly to the pilot valve,
which is used to control steering valve (V302). 1 2 3
The further the steering lever is moved from the
middle position, the faster the steering cylinder
movement is.
7.2.2. Boom and bucket levers V103
The boom and bucket are controlled with two lev-

ers: tilt (2) and lift arm (3). Levers are directly
connected to the pilot valve, which is used to con- 1 2 3
trol bucket valve (V304). The further the control
lever is moved from the middle position, the faster
the control movement is.

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7.2.3. Throttle pedal
You can control engine revolutions with the throt-

tle pedal (4). Pedal is connected with rod to the
throttle valve V119. When pressing the pedal, oil 1 2 3
flows from throttle valve to throttle/stop cylinder
A412 which controls the engine revolutions.
When the machine is started, the hydraulic throt-
tle system controls the throttle into idle running
revolutions.
7.2.4. Safety interlocks
When the arm rest is up the steering and bucket controls will not work. Check that Arm rest works
properly.

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7.3. Removing the cabin seat
Use a suitable lifting device and follow manual handling

techniques.
The seat is heavy and assistance may be required when lifting.

rated.
4. Remove the mounting bolts ( 8pcs M8 8.8)
from the seat.
5. Remove the seat from the cabin.
6. Repair the seat if possible or replace it.
7.4. Installing the cabin seat
1. Make sure that the seat cover is fitted to the seat.

2. Lift the seat up and in to position in the cab carefully. Do not leave fingers between the seat and
the machine.
3. Refit the mounting bolts to the seat tensioning them once they are all fitted.
Once checks are completed:

• Replace safety locks and personal danger tag.

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8. POWERPACK

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8. POWERPACK

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8.1. Engine
8.1.1. Technical data
DEUTZ F6L 914 as Standard

DEUTZ BF6L 914 as Optional*
*Turbo engine for altitudes over 1500m above

Sea level.
Output capacity 71,5 kW/2300 r/min

Torque 277 Nm/1550 r/min
Weight Dry 410 kg
Weight* Dry 485 k
Cooling system Air-cooled with integrated axial-flow blower
Oil filling capacity 16,0L (with filters)
Oil filling capacity* 17,5L (with filters)
Oil classification Approved API Oils: At least: CG-4 / CH-4
Approved ACEA Oils: At least: E3-96 / E4-98
Fuel
Diesel fuel sulphur content max 0.5% (by weight). In case of sulphur content more then 0,5 % by
weight, the replacement intervals for engine oil and filters should be reduiced.
If the ambient temperature is less than 0 °C, winter-grade fuel (suitable down to -20 °C) should be
used.
See the separate DEUTZ Operation Manual 914 for further

information.
Engine oil classification

The SAE class (viscosity) of the engine oil must be selected according to the average air temperature
for the time of year. The exact use of SAE classes according to the air temperature would result in
regular engine oil changes. For this reason, the temperature limits for SAE classes should be taken
as a guideline which can be exceeded or undershot temporarily.

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The use of engine oil brands which have not been approved may lead to increased wear or engine
damage.
Only engine oils of the same grade and SAE class should be used when topping up.
Oil viscosity above -25 °C SAE 5W-30 / SAE 5W-40

-10 °C ... +30 SAE 10W-30 / SAE 10W-40
above +0 °C SAE 15W-40 / SAE 15W-50

information.
Oil pressure
Min. Oil pressure when warm (120 °C) and low idle speed 0.5 bar. If the pressure falls below these
value, stop the engine and determine the cause.
Valve clearance with cold engine (mm) inlet 0,15 + 0,05 / exhaust 0,15 + 0,05
information.
Starter motor
• Voltage: 24 V
• Power: 2 kW
Alternator
• Voltage: 24 V
• Current rating: 55 A
Tightening torques of the engine components are presented in

the DEUTZ Workshop Manual.

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8.1.2. Starting and stopping the engine
Starting the engine
Do not run the starter motor longer than 20 seconds at a time.

Allow the starter motor to cool down for one minute before a
new starting attempt.
Only start the engine with securely connected batteries.
Use the ignition switch to start the engine. Every time the engine is started, a warning signal sounds
for a three seconds, after this the engine starts.
The emergency stop function prevents the engine from starting and running.
The parking lights are on when the ignition switch is in the parking position (for more information, see
Chapter 14. General electrics).
Conditions that prevent starting:
• The emergency stop is activate.
• Gear on.
• SDS
Activation of the fire suppression system causes the engine to

shut down automatically (When pressure drops, pressure
switch S345 opens).
Turning off the engine
Use the ignition switch to stop the engine.

The engine is stopped when engine revolutions and the engine’s oil pressure are below the values
set with parameters.
Conditions that result in the engine being turned off:
1. The emergency stop mode is on
2. Ignition key is turned to position “0”
3. Fire suppression pressure switch. (option)
4. Low engine oil pressure. (option)
5. Deutz fan belt control. (option)

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8.1.3. Jump-starting

beforehand.

If the battery is discharged, the engine can be started using jump leads and a donor battery.
• Connect the positive terminals first and then the negative battery terminals.
• Wait 5 minutes.
• Start the engine and allow to run for a short while.
• Remove the jump leads in the reverse order.
Do not use rapid charger / welding machine to start the engine.

This may cause damage to the VCM-System.
Only perform jump-starting with separate batteries. Make sure

that the donor battery and the starter battery has the same
nominal voltage. Otherwise a battery could be irreparably
damaged.
Only use insulated jump leads (cable cross section

approximately 70 mm²) and insulated terminal clamps. There is
a risk of short circuit.
A discharged battery can freeze at about -10 °C; it must have

thawed out before jump-starting.

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8.1.4. Restarting an out of fuel engine
Wear suitable protective gloves, protective clothing and safety

goggles when handling fuel. There is a risk of a blood poisoning.
Prolonged used of the starting motor and fuel pump to prime the fuel system can cause erratic running
of the engine due to the amount of air in the fuel lines and filters.
Note! The starting motor and fuel pump should never be a used to prime the fuel filters. Prolonged
used of the starting motor and fuel pump to prime the fuel system can result in damage to the starter,
fuel pump and injectors.
C
A
B D
A Injection Pump
B Fuel Pump
C Fuel Filter
D Oil Filter
When an engine has run out of fuel, there is a definite procedure to follow when restarting it.
1. Fill the fuel tank with the recommended grade of fuel. If only partial filling is possible, add a
minimum of 20 liters (5 gallons) of fuel to the tank.
2. Unscrew ventilation valve (1).
3. Move hand pump (2) until bubble-free fuel
escapes from the ventilation valve.
4. Tighten ventilation valve (1).
1
5. Start the engine and check for leaks.

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6. Shut down the engine before correcting leaks.

information.


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8.1.5. Changing engine oil and filter

beforehand.


oil.
When changing or adding fluids and oils, only use new fluids
and oils meeting manufacturer's requirements.

information.
driving is prevented by, for example, with wheel chocks.

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4. Position container under the drain plug to

catch oil from engine.
5. Unscrew the drain plug under the oil sump and allow the oil to drain out.
6. When engine is empty, screw the drain plug back with a new sealing ring and tighten.
7. Position container to catch any spilled oil from near area of oil filter.
8. Remove oil filter using the socket spanner insert and allow oil to drain from the filter housing.
9. Lubricate new sealing ring.
10. Tighten the oil filter by hand.
11. Change bypass-oil filter.
Note: See the separate DEUTZ Operation Manual 914 for further information.
12. Fill engine with correct quantity and type of oil with oil trough the filling point on top of the engine.
• Check right oil viscosity for different ambient temperatures from section Technical data with oil
trough the filling point on top of the engine.
13. Check oil level from dipstick.
14. Run engine on low idle.
15. Shut down the engine, wait 5 minutes and check correct oil level.
• Add more oil if needed.
Ensure safe and environmentally protective disposal of process

materials and exchange parts.

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8.1.6. Engine mounts inspection

High temperature warning. A hot surface can cause injury.
Be careful when raising the engine. Raise just enough to replace

rubber mountings. Ensure that engine / torque convertor /
hydraulic pumps wiring or coolant and hydraulic hosing are not
damaged.
Note: High temperature warning. A hot surface can cause injury.
4. Visually inspect the mounts looking out for:

• Condition of rubbers (deteriorated).
• Cracks.
• Bent or damaged components.
• Broken / loose bolts.
5. Check the tension of the engine mounting bolts, both on the engine and the frame.
• Engine mounts, M12x130 8.8: 72 - 82Nm
6. Check the deflection of the rubber isolators a bar to lever the engine mounts.
7. If the Rubber isolators are worn, cracked, oil/heat effected they will require replacement.
8. To replace isolators it will be necessary to raise the engine slightly to allow removal.
9. Remove the engine mounting bolts. Lift engine by using appropriate lifting tools. Raise just
sufficient to replace isolators. Disconnect hydraulic hoses if required.

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10. Install the new rubber isolators.

11. Replace engine mounting bolts and lower the Power pack into position. Take care nothing gets
caught as the engine goes back in. Remove the lifting tools.
12. Tighten the engine mounting bolts.
• Engine mounts, M12x130 8.8: 72 - 82Nm

See the separate DEUTZ Workshop Manual 914 for detailed

information.

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8.1.7. Removing the engine

beforehand.


information.

rated.
Ensure that the bucket is lowered and the boom is resting on stops.
2. Before removing the power pack, drain the oil from the torque converter and the Engine.
Be careful when draining hot oil. Wear suitable protective
oil.
3. Isolate fuel taps on the tank and remove the fuel lines.
• Cap and plug open lines.


information.

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4. Depressurize fire suppression system as per manufacturers recommendations.

Read the general maintenance instructions before starting to
work on the electric components (Electric system maintenance
and Battery maintenance).
5. Disconnect wiring p-clamps and fire suppression hosing from the engine cover.
• Remove the fire suppression tank assembly away from the engine if necessary.
6. Attach the lifting device to the engine cover assembly to support it.
• Detach the engine cover assembly by opening the mounting screws.
7. Carefully lift the cover assembly from the machine being careful that nothing catches as the
assembly is removed.
8. Remove inlet and exhaust pipes from engine. (from turbocharger BL914 )
• Remove the clamps from inlet rubbers on the engine and air cleaner assembly.
• Remove the clamp which is holding the exhaust pipe in position.
• Lift the main intake pipe from the machine.
• Remove the exhaust.
• Ensure that the inlet and outlets are covered to prevent the entry of foreign matter.

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9. Remove the mask assembly
• Remove any straps that may be holding hoses etc. to the engine and equipment.
• Remove the reaction bars.
• Disconnect the electric cables.
• Disconnect the wiring to the lights on the mask shroud.
• Loosen the main mounting bolts in the bottom of the mask frame.
• Use lifting slings and a hoist to support the mask lightly. Remove the retaining bolts.
• Carefully lift the mask assembly from the machine being careful that nothing catches as the
assembly is removed.

10. Disconnect the hydraulic hose from the bottom of the torque converter and gravity drain hose.
• Beware oil will spill from the hose and converter. Plug the open ends of the hoses and the
converter.
11. Disconnect the other lines from the torque converter pressure regulator, etc.
• Plug the open ends.
12. Remove the hydraulic hosing from the hydraulic pumps mounted on the converter.
• Beware oil will spill from the hoses when disconnected.
• Plug the open ends of the hoses and the pumps.

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13. Remove bolts from converter drive-line flange,

secure the drive line end away from the
converter.
14. Clearly label all the wiring to the engine.

15. Disconnect the wiring from the start motor and
the alternator.
16. Loosen the engine mounting screws that go through the mounting rubber.
• Set the engine stand up near the machine ready to sit the engine in once it has been removed.
17. Connect a suitable engine-lifting device to the engine manufacturers lifting points.
• Take the weight of the engine with a hoist.
18. Remove the engine mounting screws and carefully lift the engine and converter from the machine
making sure nothing gets fouled as the engine is removed.
rated.

information.

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8.1.8. Installing the engine

beforehand.


information.
Crushing hazard. The object being lifted is heavy. Assistance

may be required when lifting the object. Ensure that lifting
equipment is in good condition and correctly rated. Always
obey local rules and safety regulations.
1. Change over components from the old engine to the new one cleaning and inspecting them for
damage or wear as you proceed. ie . Starter motor, alternator etc.
2. Check the condition of the engine mounts and replace as required.
rated.
3. Replace engine mounting screws and lower the engine into position.
• Take care nothing gets caught as the engine goes back in.
• Remove the lifting device.
4. Replace the tension of the engine mounting bolts, both on the engine and the frame.
• Engine mounts, M12x130 8.8: 72- 82Nm
5. Reconnect the hosing to the hydraulic pumps replacing all o-rings.
6. Reconnect the hosing to the torque converter.
7. Install converter drive line flange to the
converter, use new M10 Nyloc Nuts and torque
to 49Nm (dry).

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8. Install the inlet and exhaust pipes to the engine. (BL914 to the turbo charger)
• Check that the turbo has no foreign objects in it.
• Refit the exhaust pipe and the inlet pipe back into position.
• Tighten the clamps to both ends of the pipes.

9. Reconnect fuel lines to the engine and tank.

• Then turn the taps back to the open position.
• Fit new fuel filters.
10. Bleed the fuel system by using the hand pump.
11. Sling engine cover and move into position on machine frame, fit and tensions screws.
12. Reconnect all wiring and hosing to the engine cover.
• Attach the lifting device to the engine cover assembly to support it.
13. Install the fire suppression tank assembly to position. See the fire suppression system
Manufacturers Instructions.
14. Fill engine with new oil.

• See the separate “Changing engine oil and filter” for detailed information.
15. Top up the hydraulic tank with hydraulic oil to the sight glass on the tank.
• Fill hydraulic tank with oil is presented in chapter: General hydraulics..
16. Top up the transmission oil.
• Changing transmission oil is presented in chapter: Powertrain.
17. Open the hydraulic hose connection.
18. Prime the variable displacement type pump case drain with hydraulic oil.
19. Bleed the air from the suction lines by opening the bleeding plug first from the suction connection.
• When all air is bled from the plug close the plug.
Do not start the engine before the gear pumps are primed and
air is bled from the system.
20. Crank the engine with the key and keep the engine running at idling speed until an oil pressure
reading is displayed.
• Note! If no oil pressure is displayed after approximately 10 seconds, switch off the engine and
determine the cause.
• See DEUTZ Operation Manual for more information about starting the engine.
21. Once the oil pressure has come up, start the engine and check for leaks.
• Check that the oil pressure from the display for both engine and transmission read the correct
pressure.
• Shut down the engine after approximately 1 minute.

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22. Check all fluid levels.
• Engine, transmission and hydraulics.
23. Restart the engine.
24. Check that there are no active alarms.
25. Check the bucket can be lifted and lowered.
• Check the steering pressures.
8.2. Fuel system
The fuel pump sucks fuel from the fuel tank through the filter, and then feeds it to the engine’s fuel
pump. From there it flows to the engine cylinders. The extra fuel going into back to the fuel tank. Fuel
tank capacity is 130 liters (43 gal.).
8.2.2. Fuel filter
Fuel filter are essential in helping to protect fuel system components from contaminants that may be
in the fuel. These contaminants can plug fuel injectors causing engine malfunction and deterioration.
Dirt, rust, scale and water are the major impurities present in fuel. These impurities can originate from
dirty and rusty storage tanks and, as the vehicle ages, from corrosion within the fuel system
components.
A Fuel shutoff valves

B Fuel filter
Replacing of the fuel filter element is presented in the DEUTZ
Operation manual.

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8.2.3. Fuel lines
Steel lines and flexible hoses carry the fuel from the tank to the engine. When servicing or replacing
the steel lines, copper or aluminum must never be used. Steel lines must be replaced with steel.
When replacing flexible rubber hoses, proper hose must be used. Ordinary rubber such as used in
vacuum or water hose will soften and deteriorate. Be careful to route all hoses away from the exhaust
system.
See the separate DEUTZ Operation manual 914 for detailed

information.
8.3. Air cleaning system
The outside air drawn into the engine passes through the air filter. Next it flows to the intake manifold
and into the cylinders, where it mixes with atomized fuel from the injectors.
For optimum protection of the engine from dust and other airborne contaminants, service the dry type
air cleaners used when the maximum allowable air restriction has been reached, or annually,
whichever occurs first.

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8.3.2. Air filter
3
2
4
1
1 Air cleaner housing

2 Safety element
3 Main element
4 Dust discharge valve
Air entering a two-stage air cleaner is first precleaned before reaching the main element. The air is
cleaned by centrifugal flow around the filter before the air reaches the main element.
Main element
Main element is the filter element in the air cleaner that removes around 99,9% of the air’s dust. The
air flow through the main element first.
Safety element
Is the element that protects the engine during servicing of the main element and in a case of the leak
in the element.
Dust discharge valve
The dust cup, where pre-cleaned dust is collected, is normally under a slight vacuum when the engine
is running. The normal engine pulsing of the vacuum causes the valve to open and close. This action
automatically expels any collected dust and water. The discharge valve also unloads when the engine
is stopped.
If the dust discharge valve is removed the air cleaner system
will not work properly. This valve needs to be checked regularly
to make sure it is mounted tightly.

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Servicing the air cleaner system
Cleaning and/or reusing dry paper type air cleaner elements is not recommended unless the cleaning
method used removes clogging without damaging the element. Inspection and cleaning of elements
must be done in accordance with the air cleaner manufacturer’s recommendations.
Gently pull the filter off the outlet tube and of the housing. Avoid
knocking the filter against the housing.
See Donaldson General Maintenance and Service manual for

further information about overhauling the air filter
8.3.3. Restriction indicator
Restriction indicator shows a bright red flag in the full-view window when restriction limit is reached.
Resets manually via top button after air cleaner service.
See Donaldson General Maintenance and Service manual for
further information about overhauling the air filter.
8.4. Exhaust system
Hot exhaust gas flowing from the exhaust manifold in to the exhaust riser is used to drive the
turbocharger. From turbocharger the exhaust fumes flow through the exhaust piping to the silencer
which contains a catalytic converter. Continuous particle burning and spark reduction take place in
the catalytic converter. The purified exhaust fumes exit through the exhaust piping.

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8.4.2. Exhaust piping
A
D
A Exhaust pipe
B Catalytic converter and muffler
C Clamps
D Exhaust pipe
8.4.3. Catalytic converter
The catalytic converter frame is made from heat resisting steel. inside the catalytic converter there is
a monolithic structure coated with a catalyzing material. Circulation of the exhaust gas ensures an
adequate temperature even during long idling periods. The structure is designed so that the back
pressure does not become detrimentally high.
Emission Reductions
Carbon monoxide (CO) >70%

Hydrocarbons (HC) 30–95%
Particulate Matter (PM) 10–40%
Servicing the catalytic converter
Exhaust purifier is basicly maintenance free, no cleaning under normal operating conditions is
needed.
If fuel or oil has entered into catalyst (e.q. turbo failure), catalyst
should be replaced with a new one.
Removing the exhaust purifier
1. Allow the exhaust to cool sufficiently to handle.

2. Remove the rear frame cover to access the purifier/silencer assembly.
3. Remove the clamps and disconnect the engine and tail pipes.
4. Remove assembly hold down clamps.
5. Remove the exhaust purifier.

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Installing the exhaust purifier
1. Fit Catalytic converter to exhaust system.

2. Fit the engine and tail pipes, tighten clamps.
3. Refit frame cover plate.
4. Inspect thermal insulation to ensure serviceable, replace if required.
8.5. Turbocharger (DEUTZ BF6L 914)
The turbocharger is designed to increase the

overall power and efficiency of the engine. Power
to drive the turbocharger is extracted from the
energy in the engine exhaust gas. A turbocharger
can be broken down into three basic pieces; a
compressor cover, a center housing rotating as-
sembly, and a turbine housing.
8.5.1. Servicing the turbocharger
The good condition of the air purification system and its regular maintenance prolong the service life
of the turbocharger.
1. If the air filter system breaks, check the condition of the turbocharger.
2. Replace the turbocharger, if necessary
Incorrect engine shutdown procedure will greatly reduce

expected turbocharger life.
The wrong turbocharger for the engine variant might not

provide enough charge pressure, which would reduce engine
power.

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8.5.2. Removing the turbocharger


information.
8.6. Pumps
Pumps mounted on the torque converter containing:

There are two similar type gear pumps in the hydraulic circuit. These pumps produce the hydraulic
pressure and flow needed for all hydraulic accessories.
Further information about pump composition is presented in the section General Hydraulics.
1 Bucket pump P301.2

2 Steering pump P301.1
1
3 Transmission pump

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8.7. Cooling system
Cooling of the engine

The engine is cooled by Air-cooled with integrated axial-flow blower. The cooler blower is controlled
by the thermostat. Amount of cool air regulated by exhaust thermostat.
8.7.2. Functional description of the components
See the separate EUTZ Operation annual 914 for further

information.
8.7.3. Cleaning the engine cooling air ducting

beforehand.

See separate engine manufacturer's Operator Guide for further

information.

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8.7.4. Removing and installing the cooling system
See the separate DEUTZ Workshop Manual 914 for further

information.


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9. POWERTRAIN

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9. POWERTRAIN
6
3
2 6 4 1
1 Front axle 2 Rear axle

3 Transmission 4 Parking brake
5 Torque converter 6 Driveshaft
Power from the engine is transmitted directly from the engine to the torque converter. The converter
output shaft transmits the power via driveline to the transmission input shaft. The transmission
provides three forward and three reverse ranges.
The transmission output shafts transmit power via driveline to the front and rear differentials. The
bevel gear and bevel pinion of each differential transmits power through the differential to the free
floating axles. The planetary final drive sun gears are splined to the axles.
As the axles rotate, planet gears, mounted in the carrier, are forced to walk around the stationary ring
gear, imparting rotation to the differential carrier and the wheel to which it is fastened.

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9.2. Transmission hydraulics
A B
C I D G H J F E
A Filter B DEUTZ Cooler

C Torque converter D Pressure line
E Transmission F Pressure sensor
G Suction line H Drain line
I Transmission pump J ABA Pressure switch
When the engine is running, the converter transmission pump draws oil from the transmission sump
through the removable oil suction screen and directs it through the pressure regulating valve and oil
filter. The transmission oil sump is located in the bottom of the transmission case.
The pressure regulating valve maintains pressure to the transmission control cover for actuating the
direction and speed clutches. This requires a small portion of the total volume of oil used in the system.
The remaining volume of oil is directed through the torque converter circuit to the oil cooler and returns
to the transmission for positive lubrication.

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After entering the converter housing the oil is directed through the stator support to the converter
blade cavity and exits in the passage between the turbine shaft and converter support. The oil then
flows out of the converter to the oil cooler (option). After leaving the cooler, the oil is directed to a
fitting on the transmission. Then through a series of tubes and passages lubricates the transmission
bearings and clutches. The oil then gravity drains to the transmission sump.
See the separate DANA transmission Maintenance and Service
manual for further information.
9.3. Transmission
9.3.1. Gear box
DANA SOH RT20324
Power shift Transmission with an engine-moun-

ted converter. Three gears forward and reverse.
The transmission and torque converter function
together and operate through a common hydraul-
ic system. To obtain maximum serviceability they
have been designed and built as separate units.
Weight (dry ) : 174,6 kg
See the separate DANA transmission manual for further

information.

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9.3.2. Transmission filter unit

oil.

information.
The transmission filter separate particles from the

transmission oil.
By-pass valve lets the hydraulic oil going to the
regulating valve past the filter when the filter’s
primary pressure is more than approx. 3,5 bar
greater than the filter’s secondary pressure.
9.3.3. Mechanical gear selector
• There are three lateral shift positions for the selector lever: Forward (on the left), reverse (on the
right) and in the middle is neutral position. Pushing the lever further from the operator connects
higher gear. Closer to the operator are the lower gears.
• Release the service brakes and press the accelerator (2) evenly so the machine begins to move.
• When changing gears, release the accelerator pedal and press gear selector lever at the same
time.
• F - Forward Gears
• R - Reverse Gears
• N - Gear Neutral
Smooth shifting and direction changes protect the

transmission against unnecessary stress. Before
changing from one drive direction to another,
bring the machine to a complete stop.
N
R

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9.3.4. Electrical gear selector (option)
• There are two lateral shift positions for the selector lever: Forward (on the left), reverse (on the
right). Neutral position is closest to the operator, regardless of the lever position in forward-reverse
direction. Pushing the lever further from the operator connects higher gear. Closer to the operator
are the lower gears.
• Release the service brakes and press the accelerator evenly so the machine begins to move.
• When changing gears, release the accelerator

pedal and press gear selector lever at the same F
time.
R
• F - Forward Gears
• R - Reverse Gears
• N - Gear Neutral N
• If the machine is operated with remote control check that the remote control system is functioning
according to the remote control system instructions before every shift.
Gear / Forward Neutral Reverse

Valve
F3 F2 F1 N R1 R2 R3
Y304 F X X X
Y305 R X
Y307 X X X
Y308 X X X X X
Other speeds (forward)
Selection of higher gears is done by controlling the solenoid valves (as on table below), changes will
affect position of speed range selector spool which is located in the transmission control valve
assembly. The pipes (forward and 2ND) are pressurized when second gear forward is engaged. 3rd
speed (forward) is connected when hydraulic pressure is forwarded to forward and 3rd speed clutch
through pipes (forward and 3rd).
Reverse speeds
Speed selection is done in the same way as when driving forward. The only difference is that line
reverse from control valve will be pressurized (and line to forward clutch) and reverse clutch together
with one speed clutch will be pressurized together.
Transmission Gear Activated solenoids Activated clutches

Forward 3 Forward Forward, 3rd
Forward 2 Forward, 2nd Forward, 2nd
Forward 1 Forward, 1st, 2nd Forward, 1st
Neutral 1 1st, 2nd 1st

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Transmission Gear Activated solenoids Activated clutches
Reverse 1 Reverse, 1st, 2nd Reverse, 1st
Reverse 2 Reverse, 2nd Reverse, 2nd
Reverse 3 Reverse Reverse, 3rd
Modulation
The load on the drive train components can become very high, if the directions are changed too
abruptly. The transmission has a built-in protection (clutch modulation) against this form of damage.
The pistons that force the clutch plates together and the control valve are designed to apply lower
force when the plates first engage and gradually increase the force until full engagement is made.
This provides a cushioning effect which prevents “shift shock” or sudden high torque surges to the
drive line.
information.

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9.3.5. Filling instructions

beforehand.


oil.
When changing or adding fluids and oils, only use new fluids
and oils meeting manufacturer's requirements.
Oil filling capacity: 18,9L without cooler and hydraulics lines.

Oil classification Caterpillar TO-4
John Deere J20 C, D
Allison C-4
Oil viscosity -20 _C...+ 15° C SAE 10
above + 0 °C SAE 30
-50 °C...+ 60 °C SAE 5W-30 / 10W-30

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When choosing the optimum viscosity grade of fluid, duty cycle, preheat capabilities, and/or
geographical location must be taken into consideration.
Note! Normal drain periods and filter change intervals are for average environmental and duty-cycle
conditions. Severe or sustained high operating temperatures or very dusty atmospheric conditions
will cause accelerated deterioration and contamination. For extreme conditions judgment must be
used to determine the required change intervals.
Servicing machine after components overhaul
After the overhauled or repaired transmission has been installed in the machine, the oil cooler, and
connecting hydraulic system must be thoroughly cleaned.
See the separate DANA Maintenance and Service Manual for

further information.
Normal drain period
Normal drain period and oil filter element change

are for average and duty cycle condition.
Severe or sustained high operating temperature
or very dusty atmospheric conditions will cause
accelerated deterioration and contamination.
Drain and refill system as follows (Drain with oil at 65 - 92 °C.)

1. Drain transmission.
2. Replace filter.
3. Clean the filter adapter.
4. Fill the torque converter and transmission through the filter opening until fluid reaches the LOW
mark on the transmission dipstick.
5. Start the engine.

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6. Run engine two minutes at idle to prime torque converter and hydraulic lines.
7. Recheck level of fluid in transmission with engine running at idle.
8. Add the amount necessary to bring the oil level to the LOW mark on the dipstick.
9. Shut down the engine
10. Recheck with oil at operating temperature.
11. Bring oil level to FULL mark on dipstick.
Note: See the separate DANA Maintenance and Service Manual for further information.
Be careful when draining hot oil. Wear suitable protective gloves, protective clothing and safety
goggles when handling oil.

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9.3.6. General troubleshooting
Before checking on the torque converter, transmission and any allied hydraulic system for pressures
and rate of oil flow, it is essential that the following preliminary checks be made.
1. Check oil level in transmission. This must be done with oil temperatures of 82-93° C (180-200°
F).
Function problem Cause of function problem Way of repairing

Low clutch pressure with nor- Low oil level. Fill to proper level.
mal clutch leakage
Broken spring in transmission Replace spring.
regulator valve.
Clutch pressure regulator valve Clean valve spool and sleeve.
spool stuck in open position.
Faulty charging pump. See Dana manual: paragraph
on charging pump output.
Low clutch pressure with ex- Broken or worn clutch piston Replace sealing rings
cessive clutch leakage sealing rings.
Clutch drum bleed valve ball Clean bleed valve thoroughly.
stuck in open position.
Broken or worn sealing rings on Replace sealing rings.
clutch support.
Low converter charging pump See Dana manual: paragraph
output. on charging pump output.
Low converter charging pump Low oil level. Fill to proper level.
output
Sump screen plugged. Clean screen and sump.
Air leaks at pump intake hose Tighten all connections or re-
and connections or collapsed place hose if necessary.
hose.
Defective oil pump. Replace pump.
Low flow through cooler with Defective safety by-pass valve Replace spring.
low converter in pressure spring.
Converter by-pass valve partial- Check for worn by-pass ball
ly open. seat.
Excessive converter internal Remove, disassemble and re-
leakage. See Dana manual: build converter assembly, re-
paragraph on converter lube placing all worn and damaged
flow. parts.
Broken or worn sealing rings in See Dana manual: paragraph
transmission clutches. on clutch leakage.
Low flow through cooler with Plugged oil cooler. Indicated if Back flush and clean oil cooler.
high converter out pressure transmission lube pressure is
low.
Restricted cooler return line. Clean out lines.

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Function problem Cause of function problem Way of repairing

Lube oil ports in transmission Check lube lines for restrictions.
plugged. Indicated if transmis-
sion lube pressure is high.
Overheating Worn oil sealing rings. See Da- Remove, disassemble, and re-
na manual: paragraph on con- build converter assembly.
verter lube flow.
Worn oil pump. Replace oil pump.
Low oil level. Fill to proper level.
Pump suction line take air. Check oil line connections and
tighten securely.
Noisy converter Worn coupling gears. Replace coupling gears.
Worn oil pumps. Replace oil pumps.
Worn or damaged bearings. A complete disassembly will be
necessary to determine what
bearing is faulty.
Lack of power Low engine RPM at converter Tune engine check governor.
stall.
See “overheating” and make Make corrections as explained
same checks. in “overheating”.

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9.4. Transmission cooling
The transmission oil is cooled with Integrated hydraulic oil cooler cell. Cooling cell are cooled by the
air flow produced by DEUTZ fan.
Integrated hydraulic oil cooler
Oil cooler for transmission and hydraulic (op-

tion)
The hydraulic oil is cooled with cooling cell A313. Cooling cell are cooled by the air flow produced by
cooling fan. Pressure relief valve V305 limits the hydraulic pressure entering the air conditioning unit
and the hydraulic motor, which rotate cooling fan, to a maximum of 120 bar.
Further information about the pump is presented in chapter
General Hydraulics.
9.4.2. Removing and installing transmission oil cooler

information.

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9.5. Torque converter
DANA SOH, C 2122

Transformation ratio: 2,6:1
Torque converter is a device which hydraulically
multiplies engine torque. At high engine speed
and low vehicle speed, the torque converter au-
tomatically multiplies engine torque providing the
force necessary to get the unit moving faster. At
higher vehicle speeds, no torque multiplying is
required and since the torque converter transmits
engine torque at engine speed less losses due to
hydraulic inefficiencies. This transmission of en-
gine torque can be made nearly 100% efficient
(like a direct drive transmission) by locking the
torque converter pump and turbine together.
Oil classification Caterpillar TO-4

John Deere J20 C, D
Oil viscosity below -20 C SAE 0W-20
above 0 C SAE 30
Oil Viscosity: It is recommended that the highest viscosity monograde lubricant available be used
for the anticipated ambient temperature. Typically this will be aCat TO-4 qualified lubricant. When
large swings in ambient temperate are probable J20 C, D Multigrades are recommended.
Detailed information of Torque converter is presented in DANACL9000 Converter Service Manual.

See the separate DANA Maintenance Service Manual for further
information.

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9.5.2. Functional description of components
A Bucket Pump P301.2

B Steering Pump P301.1
C Transmission Pump
A
Transmission pump
Transmission pump is a gear pump. The Gear pump provides oil for charging the torque converter,
controlling the range transmission, and lubricating the transmission and converter. The pump is driven
by a splined shaft which is driven by a gear bolted to the torque converter impeller.
Gear-type pump P301.1
The Gear pump P301.1 provides oil for the for steering, pilot control and ejector system. The pump
is driven by a splined shaft which is driven by a gear bolted to the torque converter impeller. Further
information about the pump is presented in chapter General Hydraulics.
Gear-type pump P301.2
The Gear pump P301.2 provides oil for charging the boom / bucket system. The pump is driven by
a splined shaft which is driven by a gear bolted to the torque converter impeller. Further information
about the pump is presented in chapter General Hydraulics.
Detailed information of Torque converter is presented in DANA
maintenance and service manual.

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9.5.3. Torque converter change

beforehand.

See the separate DANA Service Manual for correct torque

settings.
1. Remove the engine.

Engine removal is presented in chapter powerpack in section
engine.
2. Remove the hatch from the flywheel housing 1

(1).
3. Open the special nuts from the drive plates (2).
4. Remove the special nuts from the drive plates.

5. Sling the convertor from an overhead hoist making sure it is well balanced.
rated.

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6. Loosen the convertor mounting screws 12 pcs. (M10x25 8.8) and carefully slew the convertor
away from the engine.
7. Remove the special screws (10 pcs) from the drive plates (3).
8. Remove the drive plate.
9. Check the end float of the engine using a magnetic base and dial indicator.
10. Remove all burrs from flywheel.
11. Clean drive plate attachment surfaces carefully with detergent.
12. Clean the threads of the drive plates out with a tap.
13. Measure the end play of the crankshaft with a dial gauge.
14. Attach two quide pins to the converter housing.
• Length, approx. 60 mm.
15. Align the mounting holes of the flywheel and flex plate by moving the flywheel.
16. Turn the flywheel into correct position.
17. Install Drive plates (3pcs).
• Note! Burl on the washer!
18. Tighten the drive plate special nuts 23-34 Nm (3).
See the DANA T20000 Maintenance Service Manual for further
information.
19. Carefully slew the torque convertor into place then bolt onto the engine 12 pcs. (M10x25 8.8).
20. Check that the drive plates will not bend.
21. Remove two quide pins to the converter housing.
22. Install special studs, supplied with the engine 1
(4).
23. Re-fit the Drive plate special nuts coated with
Loctite 626. 4
• Screw them in one at a time until finger tight. 2

• Once all eight bolts are fitted go through and
torque them one at a time.
• Correct tension: 39 - 41 Nm (2).
24. Measure then end play of the crankshaft. 3
• The value may not differ more than 0,025mm
from the value in point 10.
25. Re-fit the hatch from the flywheel housing (1).
26. Install the engine.

• Engine installation is presented in chapter Powerpack, section engine.
See the separate DEUTZ Workshop Manual 914 for more details.

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9.6. Wheels
Specification
Type: 4 pcs 12,00 X 20 L5S, Nokia
Other types of tires are available for the user’s choice. In certain applications, the productive
capabilities of the loader may exceed the TKPH value given by the tire manufacturer.
Sandvik Mining and Construction recommends that the user consult their tire supplier to evaluate the
conditions and to find the best solution for application.
Tire pressure
Air pressure front: 600 kPa (6,0 bar)

Air pressure rear: 400 kPa (4,0 bar)
Air pressure when transporting / storing wheels 70 kPa (0,7 bar)
If equivalent tires from other suppliers are used always check

manufacturers specification for correct inflation pressure.
Wheel nut tightening torques
3/4 UNF 410 Nm (lubricated)
Note! To avoid extra stress to the driveline, ensure tires on same axle have similar radius or as close
to each other as possible.
• Max. radius difference between tires on same

axle (1,5 %).
• Max. radius difference between tires on front
and rear axles (3 %).
• Radius is measured from upper edge of tire to
axle center (without load)
Do not stand in front of the wheel during tire inflation. Use an

extension hose, so that you are able to stand to one side. Danger
of serious injury or death. tire may burst during inflation. tire
inflation must always be done inside a tire cage.

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Never remove, move or store a tire that is inflated to full
pressurization. During handling the tire may burst and cause
serious injury or material damage. If the pressurised wheel has
to be changed, remove the valve and deflate some air out of the
tire so that it just has enough air pressure to hold the rim parts
firmly in place before loosening the wheel nuts. A broken rim
part under pressure can fly apart and cause serious injury.

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9.6.1. Removal of the rear tires

rated.
lifting work.
Install the frame locking pin before lifting machine and

removing the tire.
Ensure that the machine is on an even surface and movement in the driving direction is prevented
by, for example, wheel chocks.
See chapter “Frame structures”.
2. Raise the rear of the machine until the tires are just of the ground by using hoist or jack.

shown.
blocks.
• Note! Deflate some air out of the tire so that
it just has enough air pressure (70kPa) to
hold the rim parts firmly in place before
loosening the wheel nuts.
5. Open the nuts of the rear axle wheel (12 pcs UNF 3/4).
6. Pull the wheel out using expulsion bolts.
Crushing hazard. Can cause severe injury or death. MAKE
SURE THAT THERE ARE NO UNAUTHORIZED PERSONS IN THE
DANGER AREA. tire may overturn during handling.

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7. Remove the tire using a lift truck.
8. Put the forks of the lift truck in position under
the tire.
9. Fasten the tire to the lift truck and remove the
nuts of the rear axle wheel.

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9.6.2. Removal of the front tires

removing the tire.


rated.
lifting work.

See chapter “Frame structures”.
2. Raise the front of the machine until the front tires are just of the ground by using hoist or jack.
shown.
block.
• Note! Deflate some air out of the tire so that
it just has enough air pressure (70kPa) to
hold the rim parts firmly in place before
loosening the wheel nuts.
5. Remove the nuts of the front axle wheel (12 pcs UNF 3/4).
6. Pull the wheel out using expulsion bolts.
7. Use a lift truck to remove the tire.
8. Put the forks of the lift truck in position under the tire.
9. Fasten the tire to the lift truck and remove the nuts of the front axle wheel.
DANGER AREA. Tire may overturn during handling.

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9.6.3. Installing the tires

rated.

DANGER AREA .Tire may overturn during handling.
1. Ensure that the mating surface of the rim

assembly is clean.
2. Use a lift truck to put the tire in position.
• Fasten the tire to the forks of a lift truck.
3. Install the tire fastening nuts (12 pcs UNF 3/4).

• Use tightening torque 410 Nm (lubricated).
4. Inflate tires to recommended pressure.

Type: 4 pcs 12,00 X 20 L5S, Nokia
Air pressure front: 600 kPa (6,0 bar)

Air pressure rear: 400 kPa (4,0 bar)
Air pressure when transporting / storing wheels 70 kPa (0,7 bar)
Note!If equivalent tires from other suppliers are used always check manufacturers specification
for correct inflation pressure.
Danger of serious injury or death. tire may burst during inflation.
tire inflation must always be done inside a tire cage. Do not
stand in front of the wheel during tire inflation. Use an extension
hose, so that you are able to stand to one side.

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9.6.4. Rim
Designation of rim
1
2
12
3
11
1
4
7
5
10
13 8 7
6
9
1 Rim flange 2 Bead-seat band

3 Lock ring 4 Locking key (part of lock ring)
5 Flange driver 6 Valve stem support
7 Flange seal (not required when mounting 8 O-ring
new tyres)
9 Valve hole 10 Bead seat
11 Rim base 12 Rim width
13 Nominal dia.

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9.6.5. Structures and functions of the off-road tyre components
A tyre consists of the four primary components; carcass plies, beads, belts and tread, and these four
components are primarily responsible for the fundamental tyre characteristics. The functions of the
respective components are described in this section together with the outlines of the special
construction Off-the-Road tyres.
3
1
1. Breakers
Extra layers of rubber-coated cord are placed between the outer plies and the tread to protect the
plies, preventing cuts from reaching t he ply cords and absorbing shock.
2. Thread
Different tread patterns are employed according to the particular usage of the tyre. These patterns
feature excellent traction, longer serviceability and higher resistance to cutting.
3. Sidewalls
Sidewalls are covers made of a flexible rubber compound which protect the sides of the tyre. They
are designed, under ordinary usage, to cushion the plies from shock and cutting, and to flex and
bend without cracking.
4. Inner liner
The inner liner is a rubber layer covering the inside of a tyre from bead to bead, and corresponds
to the tube of an ordinary tyre using a tube. It keeps the inflation pressure constant, while reducing
weight and simplifying maintenance by eliminating the tube.
5. Plies
A tyre is composed of several layers of plies, which are coated on both sides with a rubber
compound. These layers maintain the inflation pressure of the tyre in supporting the load.
Composed of high-tensile nylon cords (H.T.NYLON), it has greater resistance to heat, shock and
cutting, adding to the durability of the tyre. The term ”Ply Rating”, according to the TRA, is defined
as follows: ”A given tyre with its maximum recommended load when used in a specific type of
service. It is an index of tyre strength and does not necessarily represent the number of cord plies
in the tyre.

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6. Beads
All plies are tied into bundles of steel wire. The beads are the parts which fit the tyre perfectly on
the rim, preventing the tyre from slipping out of the rim contour while the vehicle is in motion.
Tubes and Flaps

The function of the tube is to retain air under pres-
sure within the pneumatic tyre. The flap protects
the tube from damage by the rim or tyre beads.
O-Ring (rim packing)
This rubber ring prevents air from leaking through
gaps in the rim when the tubeless tyre is inflated.
Steel breaker tyre
Steel breaker Off-the-Road tyres feature breaker
material of the several patterns which has been
changed from nylon to steel in order to resist cut-
ting and cut bursting.
Side Steel Breaker tyre
In this tyre the steel-breaker extends to the side- 1
wall of the tyre to protect it against damage. The
construction is similar to that described above.
Steel Radial tyre
This tyre consists of two parts; steel cord plies
arranged parallel to the cross section, and a steel
belt section encompassing the tread cross sec-
tion. The bead sections, which are bundles of
bead wire, are covered with especially strong rub-
ber chafers. The strong steel cords of the carcass
sustain the outer forces of the load and inflation
pressure, while the tightened steel belts sustain
the circumferential forces. The overall perform-
ance of the Off-the-Road steel radial tyres can be
summed up as follows. 2
• Less generation of heat ensures durability at
high speeds
• Greater traction, floatation and stability
• Greater resistance to cuts
• Higher ton-mile-per-hour rating
The advantages mentioned above result from

less distortion of the tread, even contact with the
ground end lower heat built-up.
1. Steel breaker tyre

2. Steel radial tyre
3. Steel radial tyre, belt on carcass

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9.6.6. Tire mounting and dismounting on rim


beforehand.
Crushing hazard. Can cause severe injury or death. Tire may

overturn during handling.
General mounting procedures: The following procedures are required for all Tubeless Type tyres over
16” size, but are also applicable to smaller sizes.

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Tire dismounting from rim
This can be done vertically or horizontally. Be sure to remove the valve core and deflate completely
before dismounting.
1. Ensure the tire is fully deflated.
2. Use the proper tool and method to drop the
beads on the gutter side of the rim. Be careful
not to damage the beads.
Slant the bead breaker about 10 degrees, so
that it holds firmly. As it can fly with lethal force,
should it slip off, be sure to stand to one side
when applying hydraulic pressure. Watch your
fingers, as bead braker and rams apply
pressure to bead flanges.
3. Remove the lock ring with the proper tool.
4. Remove the O-ring and discard it.

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5. Remove the bead seat band with the proper
tool.
6. Remove the rim flange from the rim base.

Loosen the bead on the back side and take the
tire off of the rim.

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Rim Inspection
Do not try to repair wheel parts by brazing, welding or

reworking. Replace damaged parts with new or corresponding
parts of the same size, type and make.
• Check for rim damage, distortion and corrosion. Repair if necessary

• Clean rim, especially where the bead sits against the flange, where the flange contacts lock ring
sections, and gasket seat sections of the O-ring.
• A new O-ring should be used at each mounting. Never remount an old one.
• Consult the tire manufacturer for necessary tools. Off-the-Road tires require tire irons and a bead
remover.
• Be sure to use rim parts of the same brand. Do not mix brands, or use a rim flange of inappropriate
size. Parts which have been damaged, that is, broken, bent or clipped, can cause serious damage.
• The following points distinguish tubeless tire mounting from tube type tires used on construction
vehicles.
1. The presence of a rubber O-ring inserted

between the bead seat and rim base for
sealing.
2. The lack of a rim base valve slot.
3. The tapered one-piece bead seats band
cannot be divided.
4. No rim pockets for bead dropping.

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Tire vertical mounting on rim
1. Clean the rear flange first and insert it into the

rim base until it reaches the back flange. Make
sure the rear flange boss (drive lug) fits into the
rim base groove. Fix the rim with a regular
valve.
2. Mount the tire onto the rim base, by pushing

as close as possible to the back flange. Check
that the rear flange drive lug fits snugly into the
rim base back flange groove. Then fix the front
flange to the rim base so that the drive lug on
the flange is about 5 inches in a clockwise
position from the drive lug slot on the rim base
and put it in between the flange and the rim
base. Line up the drive lug in the flange, the
drive lug slot in the tapered bead seat band
and push the outside tire beads so that the O-
ring grooves and lock ring appear.
3. Set the flange and tapered bead seat band in

position and insert the lock ring. Tap with a
hammer to check that the lock ring drive lug fits
into the rim base groove. Line up all slots and
drive lugs. Use a lead or brass hammer to shift
any parts when necessary.

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4. Install a new O-ring (never use an old one as it becomes seriously distorted in making a seal).
Lubricate it with soap (or other solution recommended by the manufacturer) and slip the ring into
the O-ring groove first; hold it tightly with both hands during this operation. Do not turn or twist it
when inserting into the groove.
5. Draw the tapered bead seat band and front flange together until they touch the lock ring. Check
that rims are correctly assembled before inflating the tire. To fix the beads securely to the rim,
inflate the tire to the operational pressure and then reduce to recommended storage pressure.
6. Be sure to stand to one side when tapping lock rings with a hammer during the first stage of
inflation. Should a lock ring fly off, it as well as other parts flying off, could cause very serious
injury.
Do not inflate tires either multi-piece rim unless the wheel is

behind a suitable restraining device or placed in a tire in a tire
inflation safety cage. During tire inflation tire may burst. Do not
stand in front of the wheel assembly. Use an extension hose so
that you can stand on one side.

pressurization. They should have only just enough air pressure
(70kPa) to hold the rim parts firmly in place. During handling the
tire may burst and cause serious injury or material damage. A
broken rim part can fly apart and cause serious injury.
Tire horizontal mounting on rim
This method is similar to vertical mounting except for the following points:
1. The rim base should be placed on a wood or
metal block with the lock ring groove facing
upward. Allow enough space so that the tire
will be on the floor after it is mounted on the
rim. The block must not get in the way of the
rear flange; in other words, the blocks should
not extend more than 1/2 inch beyond the rim
base.
2. On some tires hoisting is necessary to bring the bead seat band into contact with the tire. Inflate
the tire in the hoisted position.

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9.7. Axles
9.7.1. Technical data
Front Dana SOH, 14D 1441 LCB, No-Spin differential,

fixed
Rear Dana SOH, 14D 1441 LCB, oscillating +/- 10°
Oil capacity 24,6 L
• Total 4,6 L
• Wheel Hub 1,4 L
• Brake 12,4 L
• Differential
Tightening torques
UNF 1 1/4 1000 Nm

Locking nut 500 Nm

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Operation temperature Oil viscosity Oil classification

Below -25 °C SAE 75W API GL-5/MT-1
MIL-PRF2105E
-25 °C...+10 °C SAE 90 API GL-5/MT-1
MIL-PRF2105E
Over +10 °C SAE 140 API GL-5/MT-1
MIL-PRF2105E
Viscosity table
Figure: Recommended Viscosity Grade Based on Prevailing Ambient Temperature
Factory filling oil
• Shell Spirax S3 AX 85W/140 (Former product name: Shell Spirax AX 85W-140)
Factory filling oil selection is based on the location of the factory. Choose the lubricant which
meets the classification requirement and is suitable under your local production circumstance
when changing or adding oils.

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Recommended oils for severe applications
Severe applications for axles include:

• Vehicles which travel more than 2 km on continuous up or down grades, loaded or unloaded.
• Vehicles which have retarders.
• Vehicles which cycle forward to reverse under full power for a majority of the vehicle duty cycle.
• Vehicles which operate in average ambient temperatures of over +40 °C.
• Vehicles operating in heavy dust or in environments where components may be partly submerged
or where there is reduced radiant cooling from the component.
• Vehicles having continuous “high productivity” duty cycles under full power for a majority of the duty.
Vehicles with duty cycles meeting one or more of the above criteria are considered a severe
application and these guideline should be followed. Always use the highest viscosity lubricant, where
overlapping grades exist for the prevailing ambient temperature.
Use SAE 85W-140 or 80W-140 lubricants that meet the requirements of API GL-5/MT1 or MIL-
PRF-2105E for all severe applications. Where ambient temperatures are commonly over +40 °C,
140W is recommended. In cases where vehicles must be cold started in ambient temperature below
-15 °C for 85W-140 or +15 °C for 140W, vehicle warm-up procedures must be followed before moving
vehicle or damage to the drive train components could occur.
See the separate axle manufacturer's manual for further
information.

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9.7.2. Planetary hub and differential oil change
Draining is best accomplished immediately after the vehicle has been operating. The lubricant is then
warm and will flow freely. This is particularly desirable in cold weather.
1. With planetary wheel ends, rotate wheel until
lubricant filler hole is down.
2. Remove plug at bottom of axle housing and the

filler plug on the planetary wheel ends, making
allow sufficient time for lubricant to drain.
• Inspect the drain plug for metal or
contaminates.
3. Clean the plug and refit it. Be sure planet cover

oil level hole is in proper position when refilling
wheel ends (arrow is in down position).
Note: When filling the axle housing, planetary wheel ends, and brakes, allow enough time for lubricant
to flow through the various components in the differential, planetary housing, and the brake assembly.
After filling is completed, allow a few minutes for lubricant to attain its level and recheck each wheel
end and the axle center. Always ensure that the arrow is in down position when checking oil level in
planetary hubs. Add lubricant if necessary.

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See the separate Dana axle manual for further information.
9.7.3. Tightening torques of power train flanges and bolts
3 2
Tightening torques (dry)
UNF 1/2 100 Nm (1)

M10 48 Nm (2)
M12 82 Nm (3)
U-shaft bearing M12 82 Nm

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9.7.4. Removal of the rear axle

beforehand.

broken rim part under pressure can fly apart and cause serious
injury.

DANGER AREA. Tire may overturn during handling.
Ensure that the machine is on an even surface and movement in the driving direction is prevented
by, for example, wheel wedges.
1. Install the frame locking device. See chapter “Frame structures”.
2. Install the frame locking device. See chapter “Frame structures”.
3. Raise the rear of the machine until the rear tires are just of the ground by using hoist or jack.
shown.
• Lower the weight of the machine on to the
blocks.
5. Remove the rear tires.

• See section “Removal of the tires”.
6. Before removing the cardan shaft, support the
cardan shaft against the frame with a lifting
strap.
7. Open the flange joint of the cardan shaft by
opening the fastening screws 8 pcs. (M12x35
8.8.

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8. Open the hydraulic pipes connections from the axle.
• Plug the open ends of the hoses.
Be careful when draining hot oil.Wear suitable protective

oil.
9. Attach a suitable jacks or lifting device to the rear axle assembly to support the axle weight.
rated.

10. Open axle fastening pin bolts 4 pcs. (UNF 1

1/4).
11. Lower the rear axle assembly and pull it out
from the side of the frame by using the jacks
and lifting device.

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9.7.5. Installing the rear axle

beforehand.

broken rim part under pressure can fly apart and cause serious
injury.
DANGER
death.


THE DANGER AREA.
1. Clean the mounting surfaces on the rear axle housing, oscillating cradle and cardan shaft flange.
2. Mounting the rear axle in to the oscillating cradle by using hoist.
• Use a suitable jacks and lifting device to position the rear axle assembly
3. First tighten the lower axle fastening nuts (UNF
1 1/4) to torque 1000 Nm (lubricated).
• Finally tighten the upper axle fastening lock
nut to torque 500 Nm (lubricated).
4. Attach the brake line connections to the axle
hubs and manifold.
• Attach the brake line clips.
5. Attach the hydraulic hose connections.

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6. Attach the rear cardan shaft by tightening the
fastening screws 8 pcs. ( M12x35 8.8) of the
flange joint.
• Tighten the fastening screws to torque 110
Nm (dry).
7. Ensure that the mating surface of the rim
assembly is clean.
8. Install the rear tires.
• See section “Installing the tires”.

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9.7.6. Removal of the front axle

beforehand.


removing the tire.


Hazardous boom movement. Ensure that the boom is supported
before servicing the hydraulic system.
2. Raise the boom and install the boom support pins.

3. Raise the front of the machine until the front tires are just of the ground by using hoist or jack.
shown.
• Lower the weight of the machine on to the
block.
5. Remove the front tires.
• See section “Removal of the tires”.
6. Before removing the cardan shaft, support the
cardan shaft against the frame with a lifting
strap.

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opening the fastening screws 8 pcs.
• (M12x50 8.8. Release the parking brake if
necessary.
• Releasing the brake makes cardan shaft
removal easier by allowing free rotation of
the cardan shaft.
• The parking brake can be released by 3
pumping oil to the park brake through Port 3
or by manually opening nuts 1 and 2. 2
8. Open the brake line connections.

• Plug the open ends of the pipes and the axle connectors.
9. Remove the brake temperature sensors and plug the ports (If installed).
oil.
10. Open the hydraulic hose connections from themanifold.
• Plug the open ends of the hoses and the manifold.

rated. Ensure that lifting equipment have sufficient load
carrying capacity.
11. Attach a suitable jacks or lifting device to the
rear axle assembly to support the axle weight.

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12. Open axle fastening screws 4pcs. (UNF 1 1/4).
13. Lower the rear axle assembly and pull it out from the side of the frame by using the jacks and
lifting device.

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9.7.7. Installing the front axle

beforehand.


rated.
1. Clean the mounting surfaces on the front axle

housing and front frame.
2. Fasten a lifting strap and the overhead hoist to
front axle ends.
3. Lift front axle in position under the front frame.
4. Attach axle fastening screws 8 pcs. (UNF 1
1/4).
• First tighten the lower axle fastening nuts to
torque 1000 Nm (lubricated).
• Finally tighten the upper axle fastening lock
nuts to torque 500 Nm (lubricated).
5. Attach the brake line connections.
6. Attach the hydraulic hose connections.

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7. Attach the front cardan shaft by tightening the

fastening screws 8 pcs. ( M12x50 8.8) of the
flange joint.
• Tighten the fastening screws to torque 110
Nm (dry).
• Release the parking brake if necessary.
installing easier by allowing free rotation of
the cardan shaft.
8. Install the front tires.

• See section “Installing the tires”.

DANGER AREA. tire may overturn during handling.

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9.7.8. Disassembling wheel ends


beforehand.
driving is prevented by wheel chocks.
rated.
Do not go under the machine until safety stands are in place.

4. Jack the front wheels off of the ground and position safety stands under the main frame.
5. Jack the rear wheels off the ground and position safety stands under the rear frame.
6. Remove the wheels. Wheel removal is presented in chapter Powertrain, section wheels.
7. Position a waste oil container under the final drives. Remove the drain plug.
8. Position a waste oil container under the brake assemblies. Remove the drain plug to drain flushing
oil.
9. Disassembly of the wheel ends is presented in Axle Service Manual.
See the separate Axle Service Manual for further information.

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9.7.9. Assembling wheel ends


beforehand.
See the separate Axle Service Manual for the further information
After wheel end assembly, refit the wheels and remove the machine from safety stands.
9.8. Cardan shafts
1. Flange
2. Yokes

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9.8.1. General maintenance and inspection
Whenever people or material might be endangered by rotating

cardan shafts, the user must take for the relevant safety
precautions.
See the separate DANA Cardan Shafts installation and

maintenance manual for further information.
The following procedures are required for all cardan shafts:

1. When cleaning cardan shafts, do not use aggressive chemical detergents or pressurized water
or steam jets because the seals may be damaged and dirt or water may penetrate.
2. The faces and the centering diameter of the shaft flanges and companion flanges must be free
of dust, grease or paint to guarantee a safe connection.
3. Check position of yokes of the shaft. Observe the arrow markings. They must be in alignment.
The splines are fitted to one another and must not be exchanged or distorted.
4. Use nuts and bolts of the prescired quality (strength).
5. Check the flange bolts for tightness and retighten them with the prescribed torque.
6. Clean the grease nipples before re-lubricating.
7. Do not use molycote paste or any other grease on the bolts and nuts.
Nut tightening torques (dry)
UNF 3/8 45 Nm
UNF 1/2 100 Nm
M10 48 Nm
M12 82 Nm

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9.8.2. Removing the cardan shaft
Always ensure that engine is not running when working with

cardan shafts.
Be careful when handling the cardan shaft. Freely moving

flange yokes may cause injuries.
See also the separate DANA cardan shaft installation and

1. Before opening the flange joint fastening screws, support the cardan shaft with a hoist or support
the cardan shaft against the frame with a lifting strap.
opening the fastening screws.
3. Lift out the cardan shaft.

• Note! Cardan shaft disconnecting from the
front axle.
• Release the parking brake if necessary.
removal easier by allowing free rotation of
the cardan shaft.
• Note! Do not turn the joints of the cardan 3
shafts with assembly levers because this
may damage the grease nipples. 2
• The parking brake can be released by
pumping oil to the park brake through Port 3 1
or by manually opening nuts 1 and 2.
2

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9.8.3. Installing the cardan shaft
Be careful when handling the cardan shaft. Freely moving

flange yokes may cause injuries.
See also the separate DANA cardan shaft installation and

1. Clean all the flange joint mounting surfaces.

• The faces of the shaft flanges and companion flanges must be free of dust, grease or paint to
guarantee a safe connection.
2. Position the cardan shaft by using hoist.
• Check the arrow markings.
3. Attach the flange joint fastening screws.

• The screws should be evenly tightened crosswise with a torque wrench.
Use following tightening torques (dry ) :
UNF 3/8 43 Nm
UNF 1/2 100 Nm
M10 48 Nm
M12 82 Nm
4. Release the parking brake if necessary.
• Releasing the brake makes cardan shaft installation easier by allowing free rotation of the cardan
shaft.
Note! Do not turn the joints of the cardan shafts with assembly levers because this may damage
the grease nipples.

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10. GENERAL HYDRAULICS

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10. GENERAL HYDRAULICS
10.1. Hydraulic oil
Hydraulic oils meeting DIN 51524-3 (HVLP) or ISO 6743-4 HV can be used.
Hydraulic temperatures during normal operation.
40 - 50 °C ISO VG 32
50 - 60 °C ISO VG 46
60 - 80 °C ISO VG 68
70 - 90 °C ISO VG 100
Viscosity (cold start)
above -15 °C ISO VG 32

above + 0 °C ISO VG 46
above + 5 °C ISO VG 68
above +15 °C ISO VG 100
Filling capacity appr. 120 l

Factory filling oil: Shell Tellus T 68

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10.2. Hydraulic diagram
Continuous product development of the machines may have

resulted in changes to the hydraulic schematics that are not
included in this manual. Check spare part manual for correct
schematics.

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10.3. General hydraulic maintenance
Heat, dirt and cavitation are the three main causes of hydraulic system failure. Probably dirt is the
worst of the three. Dirt in a hydraulic system has exactly the same effect as it does in a fuel system.
Most dirt is abrasive, and when it works its way into the hydraulic system it results rapid wear of the
components. It stands to reason that if dirt is kept out of the hydraulic oil the various components of
the hydraulic system will remain clean. Thus, the problem is to keep the oil clean. This can be done
following four basic precautions :
1. Keep all hydraulic oil containers covered.
2. Use only equipment known to be clean when transfering oil from storage tanks to hydraulic system
reservoirs.
3. Set up and follow a definite maintenance program for filters and strainers.
4. Adjust or replace packing and seals when necessary.
Always remember that in addition to make the parts of heavy equipment to move, hydraulic oil also
provides lubrication and cooling for the hydraulic system components. When dirt or water gets into
the hydraulic oil, all three of these functions are affected.
Usually oil can become exposed to two types of contaminants:
1. Dirt which attacks the hydraulic oil from the outside. This includes dust, lint, rust, and scale.
2. Soluble and insoluble products which form through oil additive deterioration.
The first group of contaminants can be controlled by taking the precautions outlined above.
Contamination resulting from the deterioration of hydraulic oil additives cannot be completely
controlled through preventive maintenance. We know, that the formation of such contaminants is
accelerated when the hydraulic system overheats. Therefore, when overheating is prevented, the
formation of soluble and insoluble products is reduced. However, even under the most careful
maintenance, contamination due to oxidation, condensation, and the formation of acids causes the
oil to become harmful to hydraulic system components.
Therefore, most authorities agree that all of the hydraulic oil should be drained from the system on a
regular maintenance schedule. This is the only way to eliminate the accumulation of deterioration
products from the system. Therefore, it is always recommended to followmanufacturers’
recommendations and suggestions offered by oil company representatives.

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10.3.1. General troubleshooting
Start inspection of the hydraulic system at the beginning of the system and check the operation of
each part until the trouble is found. Once you have found the section in which the trouble lies, it is
merely necessary to locate the exact component in that section which is not operating properly.
Keep in mind when servicing hydraulic system:
1. Hydraulic systems operate with a high line pressure. Sometimes it is necessary to work on a line
that is under pressure. If so, be careful. Shut down the machine if possible.
2. Always use the correct tools. Some parts of the hydraulic system are easily damaged, particularly
if some makeshift tool is used when a precision tool is required.
3. Use recommended service procedures. Don’t experiment until you are absolutely sure you know
what you are doing.
Function disturbance Cause of the function disturb- Way of repairing

ance
Noisy pump Air in system Check complete system for air
leaks and repair.
Cavitation (vacuum on the in- Check for restrictions on the in-
take due of the pump due to not take side of intake line, clogged
enough oil) pump, plugged air vent in reser-
voir, and oil of too high viscosity.
Make necessary repairs.
Worn pump Repair or replace pump.
No pressure in system Intake clogged Check system from reservoir to
pump. Be sure filters and strain-
ers are not clogged.
Low oil level Check oil level
Air leak in intake Check intake side of system for
leaks and correct condition.
Oil viscosity too high If oil viscosity is too high, some
types of pumps cannot pick up
prime. Drain system and refill
with oil of proper viscosity.
Faulty pump Repair or replace pump.

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10.3.2. Basic causes of hydraulic system failures
Three of the most common causes of hydraulic system failures are dirt, heat and cavitation.
Dirt can do more damage than either heat or cavitation. However, heat and cavitation are also deadly
to any hydraulic system.
Excessive heat can also affect packing and seals and O-rings. If oil and air leaks form then the
effectiveness of the hydraulic system is quickly reduced. Dirt is able to get into the system around
damaged packing and seals, which further shortens the life of the system. Normally, overheating can
be prevented by following few simple rules:
1. Always use a hydraulic oil of proper viscosity. The use of an oil of greater viscosity than that
recommended, particularly in areas of low ambient temperatures, will cause increased fluid friction
and overheating.
2. Always connect hoses and clip them into position according to manufacturers’ recommendations.
Rerouting a hose too close to the unit’s transmission or engine can cause the hose to overheat.
This results in overheating of the hydraulic oil passing through it. Also, avoid using undersized
hoses and be sure to install the hoses so that there are no sharp bends. These can increase
friction and, as a result, raise the oil temperature.
3. When pumps, cylinders, and other hydraulic system components become worn, replace them.
Worn parts allow excessive oil leakage which in turn requires the pumps to operate at full output
over long periods. This longer cycle increases the length of time during which fluid friction is
generated within system, increasing the oil temperature.
4. Always keep the outside and inside of the hydraulic system clean. Dirt on the outside of the system
acts as an insulation and prevents normal cooling. Dirt on the inside of the system causes wear
which results in oil leakage. Either way, dirt causes heat.
Excessive air in a system can usually be recognized by erratic and uneven operation of the hydraulic
system. Oil cavitation is also caused by excessive air in the system. It’s simply a condition where air
is mixing with the oil. When oil cavitates, it overheats.
To eliminate air:
1. Adjust and replace packings and seals when necessary. When replacing seals and packings, use
only those products recommended by the manufacturer.
2. When installing hoses, make sure they are properly supported. Vibrating hoses can loosen
connections and allow air to enter the system. Periodically check all hose fittings and connections
to make sure they are properly tightened.
If one or more of the components of a hydraulic system becomes faulty, hydraulic system will slow
down and become sluggish, or it will lose pressure. To locate a faulty component, check the time it
takes a hydraulic system to complete a cycle and the check to see if the pressure output is normal.

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10.3.3. Checking hydraulic system for leaks
Leaks are a common symptom of more extensive troubles in a hydraulic system, the subject is being
emphasized here once again. Hydraulic system leaks can be classified into two major types: external
leaks and internal leaks.
External leaks
External leaks on the pressure side of a hydraulic system are easy to locate because of the presence
of hydraulic fluid. Watch over the various components of the hydraulic system in order to identify and
correct pressure leaks as soon as they start. External leaks which occur on the intake side of the
pump are much more difficult to detect.
To find out leaks, check all intake fittings and connections for leaks. Remember that overtightening
can be even more troublesome than undertightening. Manufacturers’ recommendations should be
used as a guide. The number of Nm (or kpm) recommended for tightening, will ensure a tight seal
and yet not be so tight as to result in distortion of one or both members.
Leaks on the intake side of the system can usually be detected by adding oil to the area of the
connection. If the pump noise caused by aeration discontinues either completely or partially, you then
know that you have found the connection where air is being taken into the system.
Internal leaks
As the various components of a hydraulic system wear, internal leakage within the components
becomes more and more evident. As leakage increases, overheating will become a problem. When
this happens, other components of the system will begin to fail. Therefore it is important that the
hydraulic system be kept in good working order. Internal leakage can usually be checked by either
by-pass or draw tests.
10.3.4. Low temperature starting
Relatively hot oil should never be introduced into a cold pump since pump seizure may occur from
unequal expansion rates. Fluid temperatures should not exceed 22 ° C over the surface temperature
of the pump upon introduction of the fluid. It is also quite important on cold starting that load is removed
from the pump until the fluid has achieved the minimum viscosity requirements to prevent damage
from internal cavitation. When the recommended operation viscosity and temperature has been
achieved, load may be increased.

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10.3.5. Prevent of cavitation formation
Cavitation is phenomenon which occurs in the low pressure side of the hydraulic system, in other
words in suction lines. Usually this means pump suction lines, but also when cylinders are working
as pumps, cavitation could occur. When cavitating, oil pressure is clearly below atmospheric air
pressure. Because oil always contains air, it gathers together to form air bubbles. When this oil with
air bubbles finds its way to the higher pressure side (for example in pump), air bubbles collapses
rapidly producing shock waves. These shock waves inflict wearing in hydraulic component structures.
Cavitation could occur if:
• Oil level in tank is too low
• There is a leak in the pump suction line joints
• There is a improper type of hydraulic fluid in system
• Deterioration of the hydraulic fluid or the presence of harmful contamination
• Water in the hydraulic circuit
• Oil temperature is very low
10.3.6. Oil filters
Despite utmost care in the handling and dispensing of the hydraulic fluid it is probable that some
foreign particles will find their way into the hydraulic fluid. Because such particles are apt to be
abrasive in nature and as such will detract from both the operation and life of the hydraulic pumps,
motors and valves, it is recommended that a filter designed to remove such contaminants be
incorporated in all hydraulic systems.
Periodic replacement of fully contaminated filter media must be made to maintain overall efficiency.
10.3.7. Servicing filters and strainers
When a filter becomes clogged, it can no longer do its job. Most hydraulic filter assemblies are
equipped with a by-pass valve which allows the oil to by-pass a clogged filter element. Because of
the by-pass valve, more and more hydraulic oil will by-pass around the filter element as it fills up with
dirt.
Filter elements should be replaced as per recommend intervals in maintenance manual.
Elements should be changed more often than recommended if conditions are severe. Use only
genuine parts.
10.3.8. Level of oil in tank
Maintaining sufficient oil in the hydraulic tank at all times is a significant factor in successful operation.
Regular frequent inspections of the level should be made to guard against leakage and to make
prompt correction if it should occur.
If the oil level is neglected and allowed to fall two negative developments may occur.
1. If oil level falls too low, air may be drawn into the pump suction and contribute to formation of froth.
It may also cause noisy and irregular operation of the system even though frothing does not
develop.
2. Low oil level is likely to produce some increase in oil temperature due to the fact that the system
has lost heat dissipating capacity. It will also increase the rate of oil oxidation and loss of initial
properties.
3. If the oil level decreases below alarm limit the horn alarms (option).

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10.3.9. Oil storage and handling
DANGER
Ventilation is vital to the prevention of flammable liquid fires
and explosions. It is important to ensure that air flow through
the storage is constant and prevents the accumulation of any
flammable vapors.
To prevent the introduction of such impurities as dirt, water, lint into the fluid medium, the following
rules should be carefully observed:
1. Store drums on their sides and under protective cover. Water collecting on the top of a drum, even
though it is sealed, will gradually work its way through the bung seals into the fluid.
2. Before opening a drum, clean the top carefully so that dirt will not fall into the fluid.
3. Inspect and keep clean all containers and equipment used for storage or dispensing of hydraulic
fluids.
4. Before adding oil to a hydraulic system, wipe off the fill plug with a clean, lint-free cloth.
5. Make certain that the fluid tank is protected against the admission of contaminants. Possible
openings which may provide entrance and which should be checked include fill plugs, inspection
plates, vents, missing tank cover bolts and seals around pipes which extend through the cover of
the tank.
6. Use electric oil fill pumps, if fitted to machine. The use of the fill pump ensures the oil is filtered
as it enters the machine’s oil tanks.
Selecting the right hydraulic fluid is an important step in securing the maximum performance and
service life from hydraulic equipment. See section “Hydraulic oil”. For normal conditions of operation
only oils of mineral base should be used for this purpose.
The hydraulic fluid must serve both as a lubricant to protect the rubbing surfaces of pumps and fluid
motors and as a medium for the efficient transmission of hydraulic pressure. Other desirable
characteristics are good rust prevention qualities, resistance to cavitation.
Proper body or viscosity of the hydraulic fluid is an important physical property which must be suitable
for the requirements of hydraulic units to assure efficient operation. The correct viscosity will also be
influenced by the temperature and pressure at which the system operates.

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10.4. Hydraulic oil tank
10.4.1. Design features
The machine is equipped with a 120 l hydraulic oil tank.

The tank is equipped with suction screen and replaceable return filter (3) for hydraulic system and a
pressure gauge (4) showing the filter back pressure. The return filter assembly (3) and suction screen
are located inside the tank.
Two big sight glasses (2) in the hydraulic tank front make the checking of oil level easy. The oil level
must be between the sight glasses when bucket is on ground.
A drain plug is installed to the tank bottom. To clean the screens or oil tank bottom, the top cover (1)
must be removed.
6 3
1 Hydraulic tank top cover 2 Sight glasses

3 Return oil filter Z303 4 Return filter back pressure gauge
5 Suction hoses 6 Hydraulic oil tank filling point

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Return filter Z303 (1)

1
The return filter cleans the hydraulic oil returning
to the tank. Filtration β20=75. The return filter is
equipped with a magnetic filtration system. Mag-
netic filtration is effective on full flow, even during
by-pass.
The return filter assembly is also equipped with a
pressure gauge showing the filter back pressure.
The filter element should be replaced if the point-
er moves to the red area (normal operating tem-
perature).
Spring-loaded non-return valve (1)
Non-return valve allows the hydraulic oil returning to the tank past the filter when the pressure on the
primary side of the filter is more than 1,6 bar greater than the pressure on the secondary side. If the
hydraulic oil is cold, viscosity is higher and by-pass valve may open at lower pressure.
Limit switch S312
The limit switch indicates too low level in the hydraulic oil tank.
If the oil level decreases below alarm limit the horn alarms (option)
Temperature sensor B301
The temperature sensor measures the temperature of the hydraulic oil.

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10.4.3. To change filter element
1. Remove filter cover (1).

2. Pull element (2) off adapter.
3. Push new element onto adaptor.
4. Refit cover.
5. Operate system to expel air.
6. Check for leaks from filter.
7. Check tank level and fill if necessary.

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10.4.4. Changing oil in hydraulic system
The preferred time for draining the tank and changing the oil is after the system has been operating
for a period or at the end of a day’s run when the hydraulic fluid is thoroughly warmed up. By draining
when the oil is warm and immediately after the system is stopped, the used oil will usually carry off
the greatest quantity of impurities. It is also good practice to flush the tank and system for further
removal of impurities before the fresh change of hydraulic fluid is introduced. We recommend that
the regular hydraulic oil be used for flushing and the oil be circulated for 30 minutes or more by running
the pumps. When system is noticeable dirty, a small quantity (5 to 10 %) of petroleum solvent (such
as Mobisol A) may be added to the flushing charge to help loosen up impurities in the system. Pumps
may then need to run a longer period to secure the desired cleaning action.

oil.
Make sure that the hydraulic system is at operating temperature. Oil flows more freely when hot and
carries away more dirt and foreign material with it.
1. Pump the hydraulic oil from the tank to a large container.
2. Remove the drain plug from the bottom of the
tank and allow the oil to drain completely.

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3. Remove all strainer, breather and filter
assemblies from the tank as well as sediment
traps or magnets.
4. Disconnect all hydraulic hoses from top of the
tank.
• Plug open ends of the hoses.
5. Clean the inside of the tank. If it is difficult to clean, use a mixture of five parts of fuel oil to one
part of clean lubricating oil.
• Be sure to flush out the bottom. Make sure that all of the flushing solution is removed from the
tank.
6. Thoroughly wash the tank exterior with cleaning solvent.
7. Assemble all of the components removed from the tank.
8. Reconnect all hoses and fittings previously disconnected.
• Replace o-ring seals.

9. Replace all filter elements and breather element with new ones.
Do not start the engine before air is bled from the system.
10. Make sure that the tank drain tap and all plates and components have been installed and properly
tightened.
11. Refill the tank to recommended level.
• Oil level should be between the sight glasses
when bucket is on ground.
12. Make sure that all of the hydraulic system control levers are in the neutral position.
13. Start the engine and allow it to run at idle speed for a 5 minutes.

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14. Position the control levers to raise bucket and turn the machine from left to right.
• This will fill the bucket and steering cylinders with hydraulic oil.
• Note! Slow movements.
15. Operate the bucket and steering through their complete cycles a few times.
• This will “bleed” the system of trapped air through the tank breather.
• Repeat this step until the machine movements are functioning normally.
• This will indicate that all air has escaped from the system.
16. Add enough hydraulic oil to the tank to bring the level once again to the recommended mark.
• Oil level should be between the sight glasses when bucket is on ground.
17. Repeat steps 15 to 16 until you don’t have to add hydraulic oil anymore.
18. Carefully check all connections in the hydraulic system for leaks.
• Make sure that the tank filter cap has been replaced and is secure.
Note!If the system is extremely dirty, or the pump or some other component has failed so that metal
particles have been circulated through the system, more drastic cleaning measures must be taken.
In addition to draining and cleaning the tank and tank components, including all filter elements, the
following steps are recommended:
1. After disconnecting all hose connections from each of the components, blow out the hoses
thoroughly, using compressed air.
2. Remove the pump, cylinders, control valves, and all other hydraulic components.
3. Disassemble and thoroughly clean components.
4. Thoroughly flush all of the hoses and the tank with fresh hydraulic oil.
5. Assemble and install each of the hydraulic components.
6. Fill the system with hydraulic oil. Oil level should be between sight glasses (on cold oils).
7. Bleed the air from the system.
8. Operate the system through several cycles to flush out any remaining dirt or metal particles.
9. Drain the entire system.
10. Once again clean the screens and strainers in the tank and replace all filter elements and breather
element with new ones.
11. Fill the system with new hydraulic oil. Bleed the air from the system. Oil level should be between
the sight glasses when bucket is on ground.
Ensure safe and environmentally protective disposal of process

materials and exchange parts.

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10.4.5. Repairing the tank
The tank should be cleaned from time to time as outlined in “Changing Oil in Hydraulic systems”.
Hits from i.e rocks can damage the hydraulic oil tank and cause cracks. A crack may form also in one
of the tubes or baffles in the tank. When this happens, the tank must be repaired. If the crack can be
welded, there are certain safety precautions that you should take. Although hydraulic oil is not an
explosive, it is combustible. Therefore, before welding a crack in the tank, proceed as follows:
open the main switch before welding.
DANGER
Take into consideration the fire and explosion hazard created
by welding. Make sure that the machine and its surroundings
are clean and fireproof. Remove flammable materials from
welding area or shield from sparks, heat. Keep a fire
extinguisher in the welding area. Keep a fire watch in area
during and after welding.
1. Thoroughly drain all hydraulic oil from the tank and system.
2. Remove all of the strainers and other removable parts from the inside of the tank. Then, clean the
tank thoroughly. This can be done adequately with steam. If chemicals of any type are used, be
sure to clean the tank in well ventilated area and wear protective clothing and goggles.
3. Before welding, fill the tank with a non combustible material such as carbon dioxide gas or nitrogen
to prevent the possibility of explosion. If neither of these gases are available, use clean water.
Never use oxygen, for it supports combustion even better than
air does.
4. After completing the welding operation, remove all traces of the noncombustible material which
was put in the tank to prevent an explosion.
5. Connect and install all the equipment which were removed or disconnected.

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10.4.6. Hydraulic tank cover resealing

beforehand.

2. Before performing any maintenance work on hydraulic system, the hydraulic oil tank must be de-
pressurized.
• Pressure is released by open slightly the cap (A) on top of the hydraulic oil tank.

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3. Drain the oil from the hydraulic tank.
oil.
4. Remove the hosing from the tank cover.

• Plug open ends of the hoses.


rated.
5. Remove the hydraulic filters.

6. Open the hydraulic tank cover mounting bolts.
7. Attach a hoist to the cover and remove the
cover from the tank.
8. Clean the tank cover and the tank.
9. Fit the new gasket compound to the cover and
refit covers onto the tank.
• Ensure when the cover is remounted that it
is not fold on the tank openings.
• Use some gasket lubricant on the gasket.
10. Install the hydraulic tank cover mounting bolts
and tension them.
11. Replace all o-rings, gaskets and filters during assembly of the components to the tank.
12. Fill the hydraulic tank with oil.
13. Bleed the air from the suction lines by opening the bleeding plug first from the suction connection.
• When all air is bleeded from the plug close the plug.
Do not start the engine before the air is bled from the system.
14. Start the engine and check the tank for hydraulic leaks.
• Check hydraulic oil level.
15. Remove the frame locking bar.

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10.5. Suction lines
10.5.1. Design features
Suction lines consist of suction hoses (1), main suction pipes (2) and suction connection (3). The
main suction pipe leads the oil from bottom of the tank to the suction connection and forward to pumps
through the hoses. Suction lines consist of suction hoses (1), main suction pipes (2) and suction
connection (3). The main suction pipe leads the oil from bottom of the tank to the suction connection
and forward to pumps through the hoses.

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10.6. Pilot pressure system
10.6.1. Pilot pressure diagram
6 7 2 3 4 5
1 Pilot control unit 2 Bucket valve

3 Bucket control levers 4 Steering control lever
5 Steering valve 6 Solenoid valve Y320 (lever in cabin)
7 Solenoid valve Y348 (ABA)

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10.6.2. Pilot pressure control unit V306
Pilot control pressure unit contains valve block, pressure accumulator and follow-up valve.
Pilot pressure valve block (1.)

Pilot pressure valve block includes the following 2
four components: 1
Shuttle valve
The shuttle valve directs the hydraulic pressure
from inlet connectionsP1 andP2 to the pressure-
reducing valve.
Pressure reducing valve
The pressure reducing valve reduces pilot control
pressure unit outlet pressure to 35 bars.
Non-return valve
The non-return valve prevents hydraulic oil flow
from the pilot control pressure line to pressure re-
ducing valve.
Follow-up valve
Follow-up valve protects the pilot control circuit
from too high pressure if the pressure-reducing
valve is damaged.
Pressure accumulator (2.)
Pressure accumulator volume is 0,7 liter and the
pre-charge pressure is 12 bars. When the exter-
nal pressure in the line is more than 12 bars, ac-
cumulator charges, in other words stores hydraul-
ic energy. If the external pressure falls in the line,
the accumulator discharges and releases the hy-
draulic oil it has stored.
Recharging the diaphragm accumulator is pre-
sented in chapter “Brake system” section “Re-
charging diaphragm accumulators“
Solenoid valve V315 (3.)

Solenoid valve V315 drains the pressure accu-
mulator when solenoid Y367 is de-energized.

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10.7. Load control valve
The load control valve is designed to provide maximal flow to bucket hydraulics during situations
when low pressure and high flow capacity is required, e.g. lifting the boom for dumping. This is
achieved by directing steering pumps flow (when steering is not used) from steering valve (2) to
bucket control valve. Always when pressure in the bucket hydraulic system is below 12,0 MPa (120
bar), bucket control valve (3) receives its oil supply from pump and load control valve (1).
When the pressure in bucket hydraulics exceeds 12,0 MPa (120 bar) the flow from the steering valve
will be relieved directly back to hydraulic oil tank. The function of the load control valve has no effect
on machines steering ability.

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10.8. Throttle hydraulics
1 2 3 5
1 Pilot pressure system 2 Throttle pedal valve

3 Hydraulic oil tank 4 Return oil collector
5 Throttle/stop cylinder
10.8.1. Throttle pedal valve
Throttle pedal valve is a direct-acting sliding spool

type pressure control valve. The spool operates
within a valve body and is held in the closed po- 1
sition by a spring. The valve consists of a regula-
tor spool (3) regulator spring (2), return spring (4),
plunger (1) and valve body (5). 2
In neutral position no pressure passes trough the
valve. When the throttle pedal is pressed the
plunger (1) is pressed against the return spring 3
(4) and at the same time regulator spool (3) is
moved by regulator spring (2).
A drilling in the spool is exposed in the beginning 4
of the stroke and a connection from pressure inlet
to downstream devices is opened. Pressure in
the outlet depends on the position of the throttle
pedal. 5

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10.8.2. Throttle / stop cylinder
3 1 2
Throttle/stop cylinder is a double-acting, spring-centralized hydraulic cylinder connected to injection

pump of the engine.
In neutral position engine is idling, but when the throttle pedal is pressed, pressure is directed to
piston rod side trough the inlet port (1). This will force the cylinder to retracted position thus increasing
engine revolutions. When pressure is released, the piston will return to the neutral position by the
spring (3).
Extension stroke is for stopping the engine. Pressure is directed to piston side of the cylinder inlet
(2).

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10.8.3. Disassembly of throttle / stop cylinder
1. Remove bolts of gland assembly and pull out

the piston and rod.
2. Separate two halves of the rod-end bearing

housing.
3. Remove the retaining ring.

• Remove housing with bearing and then the
rubber “bootleg”.
4. Remove spring retaining ring and rest of the

parts.

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5. Replace the o-ring seal of the flange.
10.8.4. Assembly of throttle/stop cylinder
1. Thoroughly clean and inspect parts for wear

and damages.
• Replace as necessary.
• Note! Always replace all seals.
2. Assembly in reverse order to disassembly.
3. Lubricate parts with light oil before assembly.

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10.9. Pressure measuring points
Pilot pressure
• The servo system pressure should be about 35
bar (3,5 MPa).
• See more 10.13.1 Pilot pressure test.
Load control valve pressure

• The load control valve should open at 120 bar
(12 MPa).
• See more 10.13.2 Load control valve pressure

test.
Transmission pressure

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1. Steering pressure
2. Boom up pressure (lift cylinder piston side) 3
3. Boom down pressure (lift cylinder rod side)
4. Tilt cylinder pressure (tilt cylinder piston side)
1
4
2
Lubrication line pressure
1. Engine oil pressure.

• Lubricating oil pressure minimum (low idle,
engine warm) 50 kPa / 0,5 bar
2. Brake accumulator (Front brake circuit) pres-
sure
3. Brake accumulator (Rear brake and parking 4
brake circuit) pressure 1
2
4. Gear reverse pressure. 3

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10.10. Hoses and tubing
In order to prevent leakage, vibration, and abrasion of lines and hoses, and also to provide a neat,
orderly hydraulic system, certain rules should be followed when replacing hoses and lines:
1. Replace lines and hoses in the same positions they were before removal. Equipment
manufacturers put a lot of effort and planning into routing all lines so that they will not be exposed
to excessive vibration and abrasion.
2. Avoid sharp bends in hoses and tubing. Sharp bends in hydraulic lines of any type act as
restrictions and cause overheating. When you are installing a hose line where it must be bent,
always check the minimum bend radius with the manufacturer’s catalog. The figure listed will be
for nonflexing applications. If the manufacturer’s specification is not available, a rule of thumb is
to avoid bending the hose to a radius smaller than ten times the outside diameter of the hose. In
areas where hose flexing will occur during operation of the equipment, a larger minimum bend
radius is necessary. When installing tubing or piping, the ideal bend radius is 2 to 3 times the
inside diameter.
3. Never overtorque swivel nuts. They need only to be tightened firmly. Giving a swivel nut that extra
turn beyond this point can cause damage to the swivel nut and to the sealing surfaces.
4. Keep lines as short as possible. The longer the line, the more there is internal resistance.
Therefore, avoid replacing lines with new ones that are longer than the originals. On the other
hand, do not try to shorten lines to the extent that you must use bends which have a radius that
is smaller than the recommended minimum in order to make them reach the point of connection.
Measure the original line carefully, taking into account all bends. Then replace it with a line of the
same length. One thing that should be kept in mind when installing hoses is that they have a
tendency to decrease in length somewhat when pressurized. Therefore, it is important never to
cut a hose so short that when it is installed between two points it has no bend whatsoever. In other
words, allow a slight bend so that the hose can shorten somewhat in length when it is pressurized.
5. Use proper clamps, adapters, and fittings. This is important for several reasons. If brackets are
not used to support hoses as recommended by the manufacturer, abrasion will result from hoses
rubbing against each other and against various parts of the equipment. This shortens the life of
the hoses, resulting in premature replacement. Be sure that hose clamps are the correct size. Be
sure to use only recommended fittings. If the fittings do not match the hoses exactly, restriction
or leakage will be the result.
6. Use the proper tools. Never use such tools as a pipe wrench on hose or tubing fittings. Instead,
use flare nut wrenches when possible, and when they are not available, use open end wrenches
of correct size. Never attempt to keep them from leaking by using sealing compounds.
7. When you disconnect a line or hose froma hydraulic system, be sure to cap or plug the line and
also the fitting from which it was removed. Never use rags or waste material for plugging lines or
components of the system.

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10.10.1. Marking of hydraulic hoses

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10.11. Hydraulic oil cooler
The hydraulic oil is cooled with Integrated hy-

draulic oil cooler cell. Cooling cell are cooled by
the air flow produced by DEUTZ fan.
Integrated hydraulic oil cooler
Hydraulic oil cooler (option)

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The hydraulic oil flow rotates the cooling fan, which produces air flow to cool the oil in the cooler. The
hydraulic pressure for oil cooler fan motor is produced by steering pump P301.1. From the pump oil
flows through the steering valve V302 to the cooler fan motor. From the fan motor oil flows to the load
control valve V305.
Oil is directed to hydraulic cooler A313 from bucket main valve V304. From the hydraulic cooler oil
flows back to tank.
Non-return valve prevents oil flow passing the cooler motors in normal working situation. If hydraulic
oil flow to coolers suddenly stops and cooling fans rotation continues, oil circulates through the cooler
motors until the motors stops.
10.11.2. Cleaning the hydraulic cooler cores
See the separate manufacturer's service manual for further

information.
For general cleaning a high-pressure water cleaner with soap is sufficient.

Make sure that the nozzle is not too close to the core.
• Start the cleaner and slowly move up and down the core concentrating on a small area until the exit
water is free from dirt.
• Continue this until the whole radiator is clean from one side then start cleaning from the opposite
side.
• Blow off excess water with compress air.
10.12. Pumps
There are two similar type gear pumps in the hydraulic circuit. These pumps produce the hydraulic
pressure and flow needed for all hydraulic accessories.
1 Bucket pimp P301.2

1
2 Steering pump P301.1
3 Transmission pump

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10.12.1. Gear-type pump P301.1
Gear pump P301.1 produces hydraulic pressure

and flow needed for steering, pilot control and
ejector function (optional). Maximum pressure is
limited to 210 bars by a pressure relief valve
V310. The volume flow is proportional to the en-
gine rpm and the maximum flow is 47 l/min.
See the separate manufactures service instructions manual for

dismantling, assembly and inspection information.

and flow needed for boom and bucket hydraulics.
Maximum pressure is limited to 210 bars by a
pressure relief valve in the bucket main valve


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10.12.3. Starting new pumps
1. Make certain that the entire hydraulic system is clean.

2. Fill tank to proper level with recommended grade of hydraulic fluid.
3. Prime the suction lines with hydraulic oil.
Do not start the engine before the piston pumps are primed and
air is bled from the system.
A new pump and system should not be started and immediately operated at full speed or pressure.
The recommended procedure is to gradually speed up to approximately one-half operational speed
or a minimum of 1000 R.P.M.. at minimum pressure. Preliminary circuit checks for air entrapment,
leaks, etc., may be made at this time.
When the recommended operation viscosity and temperature has been achieved, load may be
alternatively applied up to the relief valve setting to check for satisfactory operation of all circuit
components.
See the separate pump manufacturers service instructions
manual for dismantling, assembly and inspection information.

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10.12.4. Removing the gear pump

beforehand.

Do not open pipe connections unless the boom is properly

supported and system is non pressurised.
1. Plug the open ends and move hoses aside.

2. Remove pilot pressure lines from bucket main valve and pressure accumulator.
3. Remove the cardan shaft cover by opening the
fastening screws (4 pcs 1/2 UNF x 1 1/2).
• If necessary, also remove the cardan shaft.
4. Open the hydraulic hose connections under
the pump, plug the open ends and unscrew the
lower fastening nuts (2 pcs UNF 1/2”).
5. Open the upper fastening nuts (2pcs UNF 1/2”). Pull the gear pump out of the torque converter
See the separate PGP 620 service instructions manual for


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10.12.5. Installing the gear pump

beforehand.

1. Replace the O-ring seal of the fastening flange of the gear pump.
2. Replace the O-ring seals of flange joints of the hydraulic hoses of the gear pump.
3. Install the gear pump to the torque converter in reversed order as in section removing the gear
pump.
4. Check and fill the hydraulic tank as required.
5. Bleed the air from the suction lines by opening the bleeding plug.
6. Start the engine and check the hydraulic system for any leaks.
7. Run the pump on idle with no load for 5 minutes.
See the separate PGP 620 service instructions manual for

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General
These instructions are not necessarily the only way to perform the checking and adjusting tasks. They
can be applied observing common duty of care and safe work procedure, but it is strongly
recommended to follow the procedures presented in this manual.
The pictures and drawings in these instructions may differ from the machine in question due to the
different options and automate equipments.
Many components are adjusted by the manufacturer, therefore avoid unnecessary adjusting.
Checking and adjusting instructions are designed with the expectation that the engine is shut down
between procedures and always before new adjusting action.
• This is especially important, if the hydraulic lines or hoses must be disconnect
Read the instructions completely through before starting the procedure.
Preliminary action
Check the oil levels in the hydraulic tanks. Level check must be done when the engine is not running.
• Oil level should be seen between the sight glasses.
Check the hydraulic oil temperatures.

• The hydraulic oil temperatures should be between 60...80 ºC.
Safe work procedure
Connect and disconnect pressure gauge(s) only when the circuit is not pressurized.
Use only appropriate couplings for pressure testing.
Do not overtighten couplings. When special couplings are used, finger tight is adequate. Over
tightening can damage couplings and cause harmful leakage.
Use hose(s) long enough to read the gauge(s) while sitting in the cabin.
Pay special attention to the sound of the pumps. If its not normal
or otherwise else differs from previous or its volume is higher,
shut down the engine immediately.

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10.13.1. Pilot pressure test
1. Install a 400 bar (40 Mpa) pressure gauge to the quick-disconnect fitting on the pilot system supply
valve.
2. Engine at idle.
• Turn steering lever and record the highest
pressure reading achieved on the gauge.
3. The servo system pressure should be about 35 bar ± 3 bar (3,5 MPa ± 0,3 MPa).
4. If the reading taken does not match this specification:
• The pressure valve is malfunctioning and should be changed. Pilot pressure is not adjustable.
10.13.2. Load control valve pressure test
1. Install a 400 bar (40 MPa) pressure gauge to the quick disconnect fitting on the load control valve.
2. Operate the engine at 1000 rpm.
3. Lower the boom against the stops.
4. Place the bucket control lever to ”ROLL BACK”
position and hold it there.
5. Record the highest gauge reading (needle will
drop back to zero when the pressure setting is
reached).
6. Lower the bucket to the ground.
7. The load control valve should open at 120 bar (12,0 MPa ).
8. If the reading do not match the specifications:
• the relief valve needs to be adjusted.
• the relief valve is malfunctioning and should be overhauled.

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10.14. Hydraulic component symbols
1 Working line (pressure, suction, return and 1
feed line).
2
2 Pilot control line.
3
3 Drain or bleed line.
4 Flexible line. 4
5 Electric line.
6 Dotted line surrounds the components 5
which are assembled in one unit.
7 Shaft, lever, rod, piston rod.
8 Pipeline junction.
6
9 Crossed pipelines.
10 Direction of flow in hydraulics (e.g. oil flow
in pumps and motors).
11 Direction of flow in pneumatics (e.g. air
flow in compressors and air motors). 7
12 Direction.
13 Direction of rotation. 8
14 Path and direction of flow through valves.

Small perpendicular line shows the move- 9
ment of the arrow.

15 Indication of the possibility of regulation. 10
16 Spring.
17 Adjustable spring. 11
12
13
14
15
16
17

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18 Fixed capacity hydraulic pump with one
flow direction.
18
19 Fixed capacity hydraulic pump with one
two directions.
19
20 Compressor.
21 Variable displacement type hydraulic 20
pump.
22 Electric motor (Sandvik Mining and Con- 21
struction uses the same mark for heat en-

gines).
23 Fixed capacity hydraulic motor with one 22
flow direction.
24 Fixed capacity hydraulic motor with two 23
flow directions.
25 Single-acting cylinder. 24
26 Single-acting cylinder returned by spring.

27 Double-acting cylinder.
28 Cylinder with plunger. 25
29 Muscular control - general symbol (without

indication of control type). 26
30 Muscular control - by lever.

27
31 Muscular control - by pedal.
32 Mechanical control - by spring (e.g. return
28
movements).
33 Mechanical control - Detent (e.g. for keep-
ing control valve spool in given position).
29
30
31
32
33

ID: 534 8 en 2012-04-16
34 Electrical control - by solenoid (one wind-

ing).
35 Electrical control - by solenoid (two wind- 34
ings operating in opposite directions).

35
36 Control by pressure - indirect control.
37 Control by pressure - direct control (inter-
nal path).
38 Valve is a square or a row of squares in
36
which every square shows one operating
position of the valve.
39 Directional control valves which open or 37
close one or more blow paths (e.g. boom
controls). Directional control valve is a row
of squares in which the lines are connected
to the square representing the basic posi-
tion. Port markings on the directional con- 38
trol valves: P = pressure from pump T =

tank A,B,C...= work lines X,Y,Z...= pilot
pressure lines a,b,c...= pilot pressure lines.
40 One flow path.
41 Two flow paths.
42 One flow path (two ports closed).
43 Two flow paths (one port closed).
39
40
41
42
43

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In the following examples the first number
shows the quantity of connection (ports) 44
and the second number the quantity of op-

erating positions. Control pressure con-
45
nections are not indicated.
44 3/2 control valve, pilot control in both di-
rections. 46
45 4/3 control valve, controlled by lever,

spring-centered. 47
46 3/3 control valve (mobile control valve).

47 Shut-off valve (e.g. ball cock).
48 Pressure relief valve (safety valve). Inlet
pressure is controlled by opening the ex-
haust port to the tank or to the atmosphere
against the opposing force. (Hydraulic 48
valve on the left and pneumatic on the

right).
Pressure reducing valve (pressure regula-
tor). The unit which with a variable inlet
pressure gives a substantially constant
output pressure, if the inlet pressure re-
49
mains higher than the required outlet pres-
sure.
49 Without a relief port.
50 With a relief port. 50
51 Over center valve. The valve allows free

flow in one direction. Flow is possible in the
opposite direction if the external pilot pres-
sure opens the valve or the force caused 51
by inlet pressure exceeds the spring force.
52 Non-return valve. Opens by small pressure
difference between inlet and outlet.
53 Non-return valve. Opens by significant
pressure difference against the spring (e.g.
oil filters).
52
53

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54 Pilot-controlled non-return valve. Pilot

pressure opens the valve. 54
55 One-way restrictor. Unit allows free flow to

one direction but restricts the flow to the
other. Restricted flow is adjustable. (e.g.
for controlling the speed of cylinder move- 55
ment.)
56 Shuttle valve. The inlet port connected to
the higher pressure is automatically con-
nected to the outlet port while the other in-
56
let port is closed.
57 Throttle valve.
58 Flow control valve. Flow control valve. Var-
iable output. 57
59 Simplified symbol for the previous one.

60 Variable output with a relief port.
61 Simplified symbol for the previous one.
62 Flow dividing valve. The valve divides the 58
flow into two flows in a fixed ratio substan-
tially independent of pressure variations.
59
60
61
62

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63 Power take-off. Plugged (for connecting a
pressure gauge or power take-off). 63
64 Power take-off. Connected. Fitted with me-

64
chanically opened non-return valves.
65 Tank, a general symbol.
66 Tank with the inlet pipe above fluid level. 65
67 Tank with the inlet pipe below fluid level. 66
68 Pressure accumulator. 67
69 Filter or strainer.
68
70 Water tap. Manual draining.
71 Lubricator. The unit adds small quantities
of oil to the air passing through the unit.
72 Air cooler.
69
73 Water cooler.
74 Pressure electric switch.
75 Pressure sensor.
70
71
72
73
74
75

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76 Plug
77 Measurement point 76
78 Boom suspension valve
77
78

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11. STEERING

ID: 534 8 en 2012-04-16
11. STEERING
11.1. System components
1 2 3 4 5 8 6 7 9 14
11 10 12 13
1 Bucket pump 2 Torque converter

3 Steering pump 4 Pressure relief valve (160 bar)
5 Brake charging valve 6 Tilt cylinder
7 Lift cylinder 8 Steering cylinder
9 Unloader valve 10 Bucket control valve
11 Hydraulic oil tank 12 Pilot system oil supply valve
13 Steering control valve 14 Steering servo valve

ID: 534 8 en 2012-04-16
The converter mounted steering pump (3) delivers oil to steering valve (13) and steering servo system
(& brake hydraulics).
In neutral position oil flows to the steering valve inlet port through relief valve (4) and brake charging
valve (5), and if steering lever (14) is in neutral position the steering valve spool is in center position
and oil flows straight from the valve outlet port to the unloader valve (9) inlet port. From unloader
valve oil flows to either bucket control valve (10) or back to tank (11) through return filter assembly.
The pilot system oil supply valve (12) reduces the oil pressure to 35 bar in order to supply the steering
servo valve (14). The system includes a pressure accumulator.
When moving the steering lever to right turn the low pressure oil from the steering servo valve (14)
flows to the steering valve (13). This pilot pressure moves the steering valve spool and directs the
pressurized oil from pump through brake charging valve (5) and steering valve (13) to steering cylinder
(8) piston side. The returning oil from the piston rod side of the cylinder flows back to tank through
steering valve and return filter (11).
When the steering lever is released there is no oil flow from the servo valve and springs force the
steering valve spool return to its center position and cylinder ports will be closed. This causes the
machine to remain in the turning angle determined earlier with the steering lever.
The steering valve has a built-in pressure relief valve which determines the max working pressure to
150 bar (adjustable). There are also shock-load valves for outer shock loads (prevent components
from being damaged). The shock-load valves open at 200 bar.
11.3. Safety interlocks
If machine steering is stopped because of a situation that does not occur in normal usage. For
example, the arm rest stop the engine. In that case, the arm rest must put down and the steering
lever returned into middle position. Only then it is possible to steer the machine again.
The system that prevent steering in the following situations are as follows:
• Emergency stop is activated
• Arm rest is in up position
• The engine is not running

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11.4.1. Steering main valve V302
1 shock-load & anti-cavitation valve

2 check valve
3 pressure relief valve
4 spool control 4
5 main spool 1
6 housing
4
3
Steering valve consists of:

• Inlet element (combined with directional element)
• Directional valve elements
• Intermediate elements
• Connecting modules
• Outlet element (combined with directional element)
Inlet elements contain the inlet port (optionally also the outlet port) and depending on the model, other
ports, e.g. pressure gauge or second inlet port. They may also contain the primary pressure relief
valve and the 1st directional valve element.
Connecting modules are design to incorporate other types of valve into the system. Both intermediate
elements and connecting modules are special design only.
Directional valves are designed on the 6-way principle, and consist of the housing (6), the control
spool (5), load-hold check valve (2), together with the spool control element (4).

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In neutral position, the pump flow is led to tank at low pressure through the by-pass channel to tank.
When spool is moved from neutral position, a connection is made through the fine control grooves
from the pump to the actuator, while the by-pass line is progressively throttled via further fine control
grooves (negative overlap). As soon as the pump pressure exceeds the load pressure, oil begins to
flow via the check valve to the actuator. With further movement of the spool (5) the volume of oil is
increasingly diverted from the by-pass channel to the actuator (fine control).
The spool movement may be devided into three phases:
35 % central overlap (low leakage in neutral),

45 % fine control of the actuator,
20 % the final opening.
The primary pressure relief valve (3) is set to 150 bar and the tightening torque is 90 Nm.
The secondary valves (1) for outer shock--loads (and anti cavitation) are set to 200 bar and tightened
to 90 Nm.

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11.4.2. Pilot pressure control unit V306
Pilot control pressure unit contains valve block, pressure accumulator and follow-up valve.
Pilot pressure valve block (1.)

Pilot pressure valve block includes the following 2
four components: 1
Shuttle valve
The shuttle valve directs the hydraulic pressure
from inlet connectionsP1 andP2 to the pressure-
reducing valve.
Pressure reducing valve
The pressure reducing valve reduces pilot control
pressure unit outlet pressure to 35 bars.
Non-return valve
The non-return valve prevents hydraulic oil flow
from the pilot control pressure line to pressure re-
ducing valve.
Follow-up valve
Follow-up valve protects the pilot control circuit
from too high pressure if the pressure-reducing
valve is damaged.
Pressure accumulator (2.)
Pressure accumulator volume is 0,7 liter and the
pre-charge pressure is 12 bars. When the exter-
nal pressure in the line is more than 12 bars, ac-
cumulator charges, in other words stores hydraul-
ic energy. If the external pressure falls in the line,
the accumulator discharges and releases the hy-
draulic oil it has stored.
Recharging the diaphragm accumulator is pre-
sented in chapter “Brake system” section “Re-
charging diaphragm accumulators“
Solenoid valve V315 (3.)

Solenoid valve V315 drains the pressure accu-
mulator when solenoid Y367 is de-energized.

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11.4.3. Steering cylinder A301
Steering cylinder is single stage, double acting hydraulic cylinder. The steering cylinder is mounted
between the front and rear frames on the left side of the machine.

and flow needed for steering, pilot control and
ejector function (optional). Maximum pressure is
limited to 210 bars by a pressure relief valve


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11.4.5. Load control valve
The load control valve is designed to provide maximal flow to bucket hydraulics during situations
when low pressure and high flow capacity is required, e.g. lifting the boom for dumping. This is
achieved by directing steering pumps flow (when steering is not used) from steering valve (2) to
bucket control valve. Always when pressure in the bucket hydraulic system is below 12,0 MPa (120
bar), bucket control valve (3) receives its oil supply from pump and load control valve (1).
When the pressure in bucket hydraulics exceeds 12,0 MPa (120 bar) the flow from the steering valve
will be relieved directly back to hydraulic oil tank. The function of the load control valve has no effect
on machines steering ability.

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11.5. Steering cylinder
13
7
5
6
4
2
15
1
8 1
9
8 15
14
12
11
10
When the wheels face straight ahead, cylinder extension is 50%. If the machine is turned to the left,
the cylinder retracts. When the machine is turned to the right, the cylinder extends.
All cylinders are similar design. They are single stage, double acting hydraulic cylinders. The steering
cylinder is mounted between the front and rear frames on left side of the machine. In the cylinder end
there is ball joint bearing (2) fastened with circlips (1). In steering cylinder the front end ball joint
bearing is mounted to the front frame instead of piston rod.
The piston (11) is secured to the rod (14) by two lock screws (10). On the outer diameter of the piston
two slip rings (8) and a piston seal (9) are located in their own respective grooves. Between the piston
and rod there is a o-ring (12) to make the fastening tight.

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The gland assembly (13) is held in place at the end of the cylinder tube (3) by allen head bolts (5).
O-ring (4) is fitted into a groove on the outside diameter of the gland assembly. Located in the internal
bore of the gland assembly is a seal (6) and a wiper (7). The seals prevents leakage past the rod.
The wiper cleans dirt from the rod as it retracts. For the lubrication of the ball joint bearings there are
two grease nipples (15) in the cylinder ends.
Cylinder rod movement within the housing is accomplished by applying pressurized oil flow on either
side of the piston and allowing the oil on the opposite side of the piston to return back to hydraulic oil
tank.

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11.5.1. Removing the steering cylinder

beforehand.

1. Position the loader so that the cylinder being removed is fully extended.
2. Install frame locking device.
3. Remove the front pin and the retaining plate from the cylinder by opening the allen screws.
• Use extraction screws if required.
4. Retract the cylinder rod, use machine hydraulics if required.
• Note! Frame locking device must be installed if machine hydraulic is used to retract the cylinder
rod.

5. Place a stuff line into the test point and bleed pressure from the steering cylinder and hosing.
6. Remove hydraulic hoses and lubrication lines. Cap and plug open ends from the cylinder and
hoses so no foreign particles can enter.

rated.
7. Attach a hoist to the cylinder to support its weight.

8. Remove the rear by opening the allen screws.
• Use extraction screws if required.
9. Remove cylinder from machine using a hoist.

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11.5.2. Installing the steering cylinder

beforehand.

1. Refit the cylinder to the machine using hoist.

2. Fit all new grease seals to the cylinder using tape to hold seals in place.
3. Check all pins and bushes and replace them if required.
4. Install pins to the cylinder by fastening the allen screws.
• Make sure that all parts are lubricated before installation.
5. Connect all hoses and lubrication lines to the cylinder.
• Make sure that all hoses are tight.

6. Check hydraulic oil level.

7. Remove the frame locking device.
9. Operate the steering hydraulics at 1000 rpm to bleed air from the circuit until hydraulic action is
smooth.
10. Check the cylinder for leaks.

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11.5.3. Steering cylinder disassembly
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
18
16
19
17
18
A Gland assembly
1. Remove allen head bolts (12) 14 pcs.
2. Fully extend the cylinder and pull out piston rod (7) with piston (3) and gland assembly.
3. Remove wear rings (2 and 5) and seal (4) from the piston.
4. Remove piston locking screws (1) 2 pcs. and unscrew piston (3).
5. Remove the seal (16) inside the piston.
6. Pull away the gland assembly and disassemble it by unscrewing allen head bolts (15) 6 pcs. and
removing wiper housing (14), wiper (13), slip ring (9) and rod seals (8 and 10).
7. Remove the circlips (18) 4 pcs.
8. Remove the transverse bearing (19) 2pcs.
9. Remove the grease nipples (17) 2 pcs.

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11.5.4. Inspection and repair
1. Clean all parts thoroughly.

2. Replace all o-rings, backup rings, seals, wear rings and wiper.
3. Inspect the cylinder bore, piston rod and piston for signs of scratches, burrs or other damage
which could cause a failure.
4. Use a fine stone to remove burrs or small scratches.
5. Replace any part showing damage or excessive wear.
11.5.5. Reassembly and installation
Assemble the component parts in the reverse or-

der they were disassembled.
Note! Piston lock screws must be re-drilled to
120° from each other (see drawing).
The lock screws must be secured by punching
two holes near the screws with an arbor.
Tightening torques:
• Piston 100,0 kpm (1000 Nm)

• Gland assembly: (steering cylinder) 4,7 kpm (47 Nm)
• Wiper housing bolts 1,6 kpm (16 Nm)

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General
Preliminary action

Safe work procedure

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11.6.1. Steering cylinder bypass test

beforehand.


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Piston side bypass test
2. Release hydraulic pressure from the steering
hydraulic circuit.
• This can be done safely by using a capillary
test hose into the steering test point.
3. Gradually screw the quick connects on to
release the pressure in a control manner.
4. Use an oil drain contain to collect any oil.
5. Disconnect the piston side hydraulic line from

the steering valve.
6. Cap the steering valve to eliminate any high-
pressure oil injection hazard during the test.
7. Allow the cylinder piston side oil to drain into an oil drain container via the disconnected line, until
completely drain and all oil flow has stopped.
• Secure the pipe to the oil drain container.
8. With the second person observing the container and piston side pipe end from a safe position,
start the engine and move the steering lever to pressurize the rod side hydraulic circuit.
9. If oil is observed coming from the cylinder the piston seals are bypassing in this direction (rod to
piston side).
• The cylinder needs to be replaced or overhauled.
• Note! Cylinder piston seals are directional, while uncommon it is possible for the cylinder to
bypass in one direction ONLY.

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hydraulic circuit.
release the pressure in a control manner. Use
an oil drain contain to collect any oil.
13. Remove the cap from the steering valve and reconnect the piston side cylinder hose to the block,
use new O-ring.

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Cylinder rod side bypass test

1. Disconnect the rod side hydraulic line from the

steering valve.
2. Cap the steering valve to eliminate any high-
pressure oil injection hazard during the test.
3. Allow the cylinder rod side oil to drain into an oil drain container via the disconnected pipe, until
4. With the second person observing the container and piston side pipe end from a safe position,
start the engine and move the steering lever to pressurize the piston side hydraulic circuit of the
cylinder being tested.
5. If oil is observed coming from the cylinder the rod seals are bypassing in this direction (piston to
rod side).
• The cylinder needs to replace or overhaul.
hydraulic circuit.
release the pressure in a control manner. Use
an oil drain contain to collect any oil.

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9. Remove the cap from the steering valve and

reconnect the rod side cylinder pipe to the
steering valve, use new O-ring.
10. Check hydraulic oil level.

11. Start machine.
12. Check for steering system oil leaks, repair as needed.
13. Remove the frame locking device and stop engine.

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11.6.2. Steering hydraulic pressure test

2. Install a 25,0 MPa (250 bar) pressure gauge to the quick disconnect fitting on steering valve.
3. Operate the engine at 1000 rpm and push the steering lever to a full left turn.
4. Record the gauge reading.
5. Operate the engine at 1900 rpm and repeat the same test.
6. Record the pressure gauge reading.
7. The steering system relief valve should open at 15,0MPa (150 bar).
8. If the readings do not match the specifications at either speed
• the relief valve needs to be adjusted
• the relief valve is malfunctioning and should be overhauled
If the readings taken only match the specified reading at high speed, check for internal leakage at
the cylinder.
The shock-load valves (200 bar) must be tested and adjusted in a test bench.

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12. BOOM / BUCKET HYDRAULICS

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12. BOOM / BUCKET HYDRAULICS
12.1. Main components and hydraulic diagram
1 2 3 4 5 8 6 7 9 14
11 10 12 13
1 Bucket pump 2 Torque converter

3 Steering pump 4 Pressure relief valve (160 bar)
5 Brake charging valve 6 Tilt cylinder
7 Lift cylinder 8 Steering cylinder
9 Unloader valve 10 Bucket control valve
11 Hydraulic oil tank 12 Pilot pressure system
13 Steering control valve 14 Steering servo valve

ID: 534 8 en 2012-04-16
The converter mounted pump (1) delivers oil to the inlet port of bucket control valve (10). Upon
entering the valve oil flows through relief valve where the pressure is regated to 21,0 MPa (210 bar).
With the control valve in neutral position, the oil flows from the valve outlet port to the tank through
return filter assembly (11).
The bucket control (10) valve also receives oil from the steering hydraulics (when not used) through
the unloader valve (9). The unloader valve is designed to provide a maximal flow to bucket hydraulics
at low pressure by directing steering pumps (3) flow to bucket control valve. When the pressure
exceeds 12,0 MPa (120 bar) during operation, the unloader valve directs the oil flow from the steering
pump back to tank.
All four cylinder ports of the bucket control valve are equipped with shock--load valves which protect
the system from outer shock loads. The shock load valve for piston side of the tilt cylinder opens at
6,0 MPa (60 bar). The other shock--load valves have a pressure setting of 24,0 MPa (240 bar).
With the bucket control valve (10) actuated to hoist position, controlled flow from the control valve
flows to the piston side port of the lift cylinder (7). Pressure entering the cylinder extends the rod,
raising the boom. Oil in the piston rod side of the cylinder returns to tank through the bucket control
valve (10).
With the bucket control valve (10) actuated to dump position, controlled flow from the control valve
flows to the piston side port of the tilt cylinder (6). Pressure entering the cylinder extends the rod,
dumping the bucket. Oil in the piston rod side of the cylinder returns to tank through the bucket control
valve.
12.2.1. Safety interlocks
If boom controlling is stopped because of a situation that does not occur in normal usage, disable the
function that prevents the controlling and return the control lever into middle position before controlling
can start again. For example, the arm rest stops boom controlling. In that case, the arm rest must be
released and the control lever returned into middle position. Only then it is possible to control the
boom again.
The system prevents boom and bucket controlling in the following situations that do not occur in
normal usage:
• Arm rest is open
• Emergency stop is activated
• The engine is not running

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12.3.1. Boom and bucket main valve V304
14 8 5 3 2 4 18
20
16
19
3
8
15
12
11
17
2 1 10 4 5 9

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Bucket valve consist basically of the housing (1),
control spool (2), with built in check valves (3),
operating element (4), return element (5), built-in
combined secondary pressure relief and anti-cav- 2
itation check valves (7).
7 7
The 6/3-way valves combine the function of 4/3-
way valves and a 2/2-way valve. In the unoper- 1
ated condition, the control spool is held in starting
position by the return spring. In this position the
connection from pump to services is closed, the
8
2/2-way section is open and allows fluid to flow
without pressure from P to T. 11
If control spool (2) is moved out of its starting po-
sition, the connection from the pump to the serv- 2
ices is opened via metering notches and at the
10
same time the 2/2-way section is throttled by
means of further similar notches (negative over-
lap). Pump pressure increases. When the pres-
sure at the service port is reached, the check
valve (3) in the spool opens and fluid begins to
flow to the serviced unit. As the control spool (2)
continues its movement, fluid is gradually fed
from the 2/2-way line to the service port (fine con-
trol).
In order to remove the control spool, only one
cover need to be removed per spool; with me-
chanical operation cover (8) is removed, and with
hydraulic operation cover (9).
Primary pressure relief valve (10) (set to 210 bar)
and secondary valves (240 bar, tilt cylinder piston
side 60 bar) are designed as a screw-in cartridges
and can therefore be interchanged or added at a
later date without dismantling the block.
Tightening torque for the primary pressure relief
valve is 80 Nm and for shock-load / anti-cavitation
valves is 90 Nm.
Corrosion of the return elements is prevented, as
the return springs (11) and detends (12) are oil
immersed.
Spool stroke
The spool stroke is devided into approx. 30% control land overlap and 50% fine control range, while
the remaining stroke serves to create the full opening. The overlap and a low spool tolerance serve
to reduce internal leakage.

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12.3.2. Tilt cylinder A203
Tilt cylinder is single stage, double acting hydraulic cylinder.
12.3.3. Lift cylinder A202
Lift cylinders are single stage, double acting hydraulic cylinders.

and flow needed for boom and bucket hydraulics.
Maximum pressure is limited to 210 bars by a
pressure relief valve in the bucket main valve


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12.4. Ejector bucket (option)
Use of ejector bucket is possible when steering lever is in neutral position. Turning the ejector bucket
handle on the cabin, causes the proportional valve open and let the servo pressure flow to ejector
main valve spool. The hydraulic pressure is directed through steering main valve and ejector main
valve to ejector cylinders (A204).
Ejector valve V317
Ejector valve is part of the steering valve V302. It contains one spring centered hydraulically pilot
controlled 6/3 proportional valve for ejector function and two safety relief valves (with two non-return
valves). Proportional valve adjusts the positioning of ejector plate by adjusting the hydraulic flow going
to the ejector cylinders. Safety relief valves limit the pressure at ejector cylinders to 190 bar and non-
return valves prevent cavitation.

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12.5. Lift and tilt cylinders
All cylinders are similar design. They are single stage, double acting hydraulic cylinders. The bucket
(tilt) cylinder is mounted to the front frame and directly to the bucket. The boom cylinder is mounted
to the lower portion of the front frame, and to boom arm. In the cylinder ends there are ball joint
bearings (1) fastened with circlips (6).
The piston (3) is secured to the rod (5) by two lock screws (7). On the outer diameter of the piston
the wear rings (11) and piston seals (12) are located in their own respective grooves. Tilt cylinder
piston has one seal in the middle of two wear rings and respectively lift cylinder has one seal and one
piston ring (22) in the middle of two wear rings. Between the piston and rod there is a o-ring (13) to
make the fastening tight. The o-ring is supported with two backup rings (17).
The gland assembly is held in place at the end of the cylinder tube (8) by allen head bolts (9). O-ring
(16) (with a backup rings (15)) is fitted into a groove on the outside diameter of the gland assembly.
Located in the internal bore of the gland assembly are seals (18, 19), a wiper (20), slip rings (17) and
in the tilt cylinder also the circlip (21) which holds wiper in place. In lift cylinder the wiper (20) is held
in place with flange (23). The seals prevents leakage past the rod. The wiper cleans dirt from the rod
as it retracts. For the lubrication of the ball joint bearings there are grease nipples (2) in the cylinder
ends.
Cylinder rod movement within the housing is accomplished by applying pressurized oil flow on either
side of the piston and allowing the oil on the opposite side of the piston to return back to hydraulic oil
receiver.
11 12 11 15 16 15
21
14 17
13 18 20
17 19
1 2 3 4 5 2
6 7 8 9 10
Tilt cylinder A203

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11 22 12 11 15 16 15
14
13 20
17 19
1 2 3 18 17
5
23 24
6 7 8 9 10
Lift cylinder A202

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12.5.1. Tilt cylinder disassembly
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19
20 21 22
22 23
1. Remove allen head bolts (16).

3. Remove wear rings (2 and 6), seal (4) and piston rings (3 and 5) from the piston.
6. Pull away the gland assembly and disassemble it by unscrewing allen head bolts (19) and
removing wiper housing (18), wiper (17), o-ring (13), support ring (14), slip rings (8, 9 and 11) and
rod seals (10 and 12).
7. Remove the circlips (22).

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8. Remove the transverse bearing (23).
9. Remove the grease nipples (21).

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12.5.2. Lift cylinder disassembly
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
17 18
19
19 20
A Gland assembly
1. Remove allen head bolts (14).
3. Remove wear rings (2 and 4) and seal (3) from the piston.
6. Pull away the gland assembly and disassemble it by unscrewing allen head bolts (16) and remove
the wiper housing (15), wiper (13), slip rings (7 and 9), rod seals (8 and 10), O-ring (11) and
support ring (12).
7. Remove the circlips (19).
8. Remove the transverse bearing (20).
9. Remove the grease nipples (18).

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12.5.3. Inspection and repair
1. Clean all parts thoroughly.

2. Replace all o-rings, backup rings, seals, wear rings and wiper.
3. Inspect the cylinder bore, piston rod and piston for signs of scratches, burrs or other damage
which could cause a failure.
4. Use a fine stone to remove burrs or small scratches.
5. Replace any part showing damage or excessive wear.
12.5.4. Reassembly and installation
Assemble the component parts in the reverse or-

der they were disassembled.
Note! Piston lock screws must be re-drilled to
120° from each other (see drawing).
The lock screws must be secured by punching
two holes near the screws with an arbor.
Tightening torques:
• Piston 100,0 kpm (1000 Nm)

• Gland assembly: (tilt cylinder) 18,0 kpm (180 Nm)
• Gland assembly: (lift cylinder) 8,0 kpm (80 Nm)
• Wiper housing bolts 1,6 kpm (16 Nm)
Installation
1. Install the cylinder in the loader.
2. Spacers are used at each end of the cylinder mountings between the cylinder and the frame.
3. Install flanges or cotter pins to cylinder fastening pins.
4. Connect the lines.
5. Start the engine and operate the control levers in both directions repeatedly to remove the air
from the system.
6. Check oil level in the hydraulic reservoir.
• Adjust the oil level if necessary.

ID: 534 8 en 2012-04-16
General
Preliminary action

Safe work procedure

ID: 534 8 en 2012-04-16
12.6.1. Boom / bucket hydraulic system pressure test

When testing boom / box functions, ensure sufficient height of

the area.
1. Connect the 400 bar (40 MPa) gauge to the

quick disconnect fitting on the bucket control
valve (A).
2. Operate the engine at 1000 rpm.

3. Lower the boom against the stops.
4. Place the bucket control lever to ”ROLL BACK” position and hold it there.
5. Record the gauge reading.
6. Operate the engine at 1900 rpm and repeat the same test.
7. Record the pressure gauge reading.
8. The loader system relief valve (located in the main valve) should open at 210 bar (21,0 MPa).
9. If the readings do not match the specifications at either speed
• the relief valve needs to be adjusted.
• the relief valve is malfunctioning and should be overhauled.
10. If the readings taken only match the specified reading at high speed, check for internal leakage
at the cylinder.
11. Connect the gauge to quick-disconnect fitting B.
12. Operate engine at 1000 rpm.
13. Raise the boom and tilt the bucket against the stops.
• The opening pressure of the shock-load valve of the tilt cylinder piston side should be 60 bar
(6,0 MPa).
• The other shock-load valves (240 bar) must be tested and adjusted in a test bench.

ID: 534 8 en 2012-04-16
12.6.2. Lift cylinder leakage test

beforehand.

driving is prevented by, for example with wheel wedges.
2. Disconnect the piston side hydraulic line (2) of
the boom cylinder at the bucket valve.
3. Allow the cylinder piston side oil to drain into an oil drain container via the disconnected hose,
until completely drain and all oil flow has stopped.
• Secure the hose to the oil drain container.
4. Install a plug in the connector to prevent return oil from coming out.
5. With the second person observing the container and piston side hose end from a safe position,
start the engine and turn boom control lever to boom down position to pressurize the rod side
hydraulic circuit of the cylinder being tested.
High pressure fluid. Be sure to place the lever in the down
position. If plased in the boom up position, high pressure fluid
will be directed out of the plugged hydraulic line and eject the
plug.

ID: 534 8 en 2012-04-16
6. If oil did flow from the disconnected line, the cylinder piston seal is leaking.
7. Shut off the engine.
8. Reconnect the hydraulic lines.
9. Check the joints for leaking.
• If oil flows from the disconnected line, the left side cylinder piston seal is leaking.
• If oil flows from the junction block, the right side cylinder piston seal is leaking.
11. Reconnect the hydraulic lines.

ID: 534 8 en 2012-04-16
12.6.3. Tilt cylinder leakage test

beforehand.

driving is prevented by, for example with wheel wedges.
2. Lower boom to its lowest position and turn bucket to ”HAUL” position.
Double check that you are not disconnecting the piston side
hydraulic line. If disconnected, bucket will move to dump
position and high pressure fluid will flow out possibly causing
accident.

3. Disconnect the rod side hydraulic line at the junction block and plug the port of block.
4. Allow the cylinder rod side oil to drain into an oil drain container via the disconnected hose, until
• Secure the hose to the oil drain container.
High pressure fluid. Be sure to place the control lever in the

proper position. If pushed to the ”DUMP” position, high
pressure fluid will be directed out of the plugged port and eject
the plug.
5. With the second person observing the container, rod side hose end and junction block from a safe
position, start the engine and pull bucket control lever to ”HAUL” position to pressurize the rod
side hydraulic circuit of the cylinder being tested.
6. If oil flows from the disconnected hose, the cylinder piston seal is leaking.
8. Remove the plug and reconnect the cylinder hose.

ID: 534 8 en 2012-04-16
13. BRAKE SYSTEM

ID: 534 8 en 2012-04-16
13. BRAKE SYSTEM
13.1. Main components and hydraulic diagram
1 4 5 19 2 3 6 14 15 16
20 8 9 12 13 10 11 7 17 18
1 Pressure relief valve (160 bar) 2 Pressure accumulator (front brake)

3 Pressure switch 4 Brake charging valve
5 Pressure accumulator (rear axle brake 6 Directional valve
circuit & parking brake)
7 Brake pedal valve 8 Hydraulic tank
9 Wheel brake (rear axle) 10 Parking brake assembly
11 Wheel brake (front axle) 12 Service brake pressure switch (15 bar)
13 Parking brake pressure switch (15 bar) 14 Pressure accumulator
15 Pressure gauge (front circuit) 16 Pressure gauge (rear circuit)
17 Directional valve (ABA) 18 Solenoid valve (Y367)
19 Brake accumulator discharge valve 20 Return oil collector

ID: 534 8 en 2012-04-16
Pressure from the converter mounted pump enters the accumulator charging valve (3) where the
brake system pressure is regulated to a proper working range, between 95 bar (9,5 MPa)...128 bar
(12,8 MPa). Excessive flow from the charging valve is directed to the steering hydraulics and to the
brake flushing.
13.2.1. Service brake system
1 4 5 19 2 3 6 14 15 16
20 8 9 12 13 10 11 7 17 18
The machine is equipped with a double circuit full hydraulic brake system. These circuits are
controlled by brake pedal valve (7). By pressing the brake pedal, oil pressure from the accumulators
(2 & 5) is directed to the service brakes (9 & 11). When released, oil returns through the pedal valve
to the reservoir. Accumulators are charged by a gear pump through a special charging valve (4). Both
circuits have a pressure switch (3) which gives warning on the instrument panel if the pressure drops
below 70 bar (7,0 MPa).

ID: 534 8 en 2012-04-16
13.2.2. Parking brake
1 4 5 19 2 3 6 14 15 16
20 8 9 12 13 10 11 7 17 18
The parking brake assembly (10) is located on the front axle propeller shaft. It is a spring operated
disc brake. To engage the parking brake push the brake button. This releases oil pressure from the
brake cylinders causing the brake to engage. The brake is released by push the button again. Then
oil pressure from rear brake circuit and accumulator (5) flows to spring brake cylinders through parking
brake valve and releases the brake. Pressure switch (6) activates parking brake indicator light in the
instrument panel when pressure in the parking brake circuit drops under 10 bar (parking brake is
engaged).
The parking brake should always be released when the machine
is being towed.

ID: 534 8 en 2012-04-16
Design features
Parking brakes two actuators (1) and lining assemblies (2), attached to the actuators with retaining
rings (9 and 10) are fully floating in the bracket (7). Actuator piston (4) and rod (5) slide on Teflon-
coated bearings (8 and 11) of the bracket. The piston is also supported to rod by two more slide
bearings (6).
7
1
2a
2b
1 8
4
11
5 10
6 9
When the pressurized oil is exhausted from the chamber (3) a stack of Belleville washers pushes the
piston towards the end of the cylinder. Brake lining carrier (2a) will move accordingly until the linings
meet the disc surface and thus stops the movement of the piston. Spring washers will further push
the actuator cylinder (and rod) in opposite direction and bring the lining of carrier assembly (2b) in
contact with the disc.
The brake is released with by feeding pressurized oil into the actuator cylinder thus pressing the
spring until the piston movement is stopped by the rods shoulder. Piston sealing is done by two o-
rings and support rings.

ID: 534 8 en 2012-04-16
13.3.1. Brake charging valve
The charging valve is designed for installation in

an open center hydraulic system between the
pump and its relief valve and the downstream
secondary hydraulic devices; for example, a pow-
er steering control valve and cylinder installed in
the same hydraulic circuit.
Essentially, the dual accumulator charging valve
charges two accumulators from the open center
circuit upon demand and within its preset operat-
ing rate, 1,9...13,3 l/min., and to the preset max-
imum pressure of 180 bar (18,0 MPa).
The flow to the secondary hydraulic devices will
be reduced fractionally for the very short time that
the accumulators are charging. This does not no-
ticeably affect the operation of the downstream
hydraulic devices if sufficient flow and pressure
exists from the pumps. Full system pressure is
available to the secondary hydraulic devices at all
times.
Internal filters are incorporated in the charging
valve through which all the oil must flow that is
used in the accumulators. Hydraulic system
cleanliness and adequate circuit filtration is im-
perative in any hydraulic system.
When the accumulators are charged to their high limit, the charging valve spool is held against the
spool stop by normal system back pressure through drilled passage which directs the pressure to
one end of the spool. The lower limit check balls are held on their seats by accumulator pressure.

ID: 534 8 en 2012-04-16
1 2 3 4 5 6 7
A
B
8
C
10
17
11
16 15 14 13 12
Figure: ACCUMULATORS CHARGED
1 Return 2 Pilot line

3 Accumulator no. 2 4 Accumulator no.1
5 Lower limit check ball 6 Pilot valve spool
7 Return 8 Upper limit check ball
9 Pilot valve spring 10 Pilot line
11 Spool stop 12 Charging valve spring
13 Charging valve spool 14 Pressure port
15 To downstream hydraulic device or to tank 16 Check valve
17 Two orifices A Return line pressure
B System pressure C Accumulator pressure
When the pressure in either accumulator reaches its lower limit, the respective pilot valve spring will
unseat the lower limit check ball and, at the same time, seat the upper limit check ball. The pilot valve
spool permits only one of these balls to be seated at any time. When the lower limit check valve is
unseated, pressure from the accumulator enters either chamber back of the charging valve spool
(see fig. 3) or behind the secondary piston through the external pilot line (see fig. 4). This allows the
charging valve spring and the accumulator hydraulic force to balance the hydraulic force due to the
pump pressure acting on the opposite end of the charging valve spool. This means that the pump
pressure is always higher than the accumulator pressure which causes the accumulator to charge.
Both accumulators will be charged to an increased pressure through the orifices and check valves
even through only one accumulator has called for a charge. The rate at which the accumulator is
charged depends on the orifice in the check valve seat.

ID: 534 8 en 2012-04-16
1 6 2 3 5 4 7
A
9
10
16
11
17 15 14 13 12
Figure: ACCUMULATORS CHARGING

A 4 5 6 7 8
1 2 3
B
C 9
17 10
16 11
15 14 13 12
Figure: ACCUMULATOR no. 1 CHARGING - ACCUMULATOR no. 2 CHARGED

ID: 534 8 en 2012-04-16
When either accumulator is charged to its higher limit, this pressure will unseat the upper limit check
ball and seat the lower limit check ball. When the upper limit check ball is unseated the pressure in
the chamber back of the charging valve spool or behind the secondary piston is allowed to flow to
return; thus permitting the charging valve spool to unload the pump. When the operating pressure in
the system is greater than the pressure in the accumulator, the check valve at the accumulator
charging orifice is forced off its seat; thus charging the accumulator to system pressure without the
aid of the charging function.
1 6 2 3 5 4 7
A
9
10
16
11
17 15 14 13 12
Figure: ACCUMULATOR no. 1 CHARGED - ACCUMULATOR no. 2 CHARGING


ID: 534 8 en 2012-04-16
13.3.2. Brake pedal valve
This valve assembly is used as a brake pedal

valve of the hydraulic brake system. The valve is
a pressure regulator where the outlet pressure
depends on the stroke of pedal.
Note! The valve should be replaced as a com-
plete unit after a malfunction. If the operation of
the loader is critical, you may repair the valve.
However, even a slight leak can cause brake
dragging resulting in excessive heat built up and
wear.

ID: 534 8 en 2012-04-16
13.3.3. Pressure accumulators
Both brake pressure accumulators are mounted in a vertical position in the left back corner of the
loader. The pre-charging pressure of the brake system accumulators is 60 bar. The brake pressure
accumulators are discharged with a manual directional valve V316.
7 6 5 4 3 2 1
1 Pressure accumulator (rear brake and 2 Pressure accumulator (front brake circuit)
parking brake circuits)
3 Brake charging valve 4 Quick-disconnect fitting for rear brake
circuit
5 Pressure switch (rear brake) 6 Pressure switch (front brake)
7 Quick-disconnect fitting for front brake
circuit
Under no circumstances may any machining, welding or soldering work be done on the accumulator
shell. Work on systems incorporating accumulators (repairs, connection of pressure gauges, etc.)
may be carried out only after the fluid pressure has been released.
New or reconditioned accumulators are delivered with a nitrogen charge of 1,0 MPa (10 bar) to
prevent damage during transit. Before being put into operation they must be charged with nitrogen
to the pre-charge pressure p0. The brake accumulators pre-charging pressure p0 is 6,0 MPa (60 bar).
Under NO circumstances should oxygen or air be used.
Danger of explosion if oxygen or air is used for precharging the
pressure accumulator!
Having connected the hydraulic line, it should be bled of all air by means of bleeder screw on the
accumulator. Never use car tire valves to replace damaged gas valve elements.

ID: 534 8 en 2012-04-16
13.4. Pressure accumulators

beforehand.

DANGER
Danger of explosion. Can cause severe injury or death. Under
no circumstances may any machining, welding or soldering
work be done on the accumulator shell. Work on systems
incorporating accumulators (repairs, connection of pressure
gauges, etc.) may be carried out only after the fluid pressure
has been released.
DANGER
Danger of explosion. Can cause severe injury or death. Only use
Oxygen Free Nitrogen (N2) in pre-charging the accumulator.
The use of oxygen or air can cause an explosion. It is
recommended that a regulating valve be fitted in the gas line
when charging accumulators with rating of less than gas supply
pressure.
New or reconditioned accumulators are delivered with a nitrogen charge of 10 bar (145 psi) to prevent
damage during transit. Before being put into operation they must be charged with nitrogen to the pre-
charge pressure p0. See correct pre-charge pressure form machine hydraulic schematic. Under no
circumstances should oxygen or air be used.
Having connected the hydraulic line, it should be bled of all air by means of bleeder screw on the
accumulator. Use only original spare parts to replace damaged gas valve elements.

ID: 534 8 en 2012-04-16
13.4.1. Recharging diaphragm accumulators
Special tools:
Diaphragm accumulator charging and testing device *

+pressure gauge (250 bar) +hose 3 m + case
Pressure gauge 100 bar
* normally equipped with German adaptors (W 24,32 x 1¼” - right)

following adaptors also available:
Charging valve for diaphragm accumulators
When accumulator is equipped with charging valve, charging can be done with
”Sandvik Mining and Construction”accumulator charging and testing device. (The
charging valve can’
t be removed from the accumulator after charging procedure.)

beforehand.

ID: 534 8 en 2012-04-16

Check the valve and lock nut for accumulator connector thread M28 x 1,5. The adaptor connected to
the high pressure tube for the German nitrogen cylinders can be replaced by adaptors to suit nitrogen
cylinders used in other countries.
1. Clean carefully the external thread (M28 x 1,5)

Shut --- off valve
on the gas side of the diaphragm type accumula-
tor, and its face surface (on which the o-ring of the Torque wrench
charging device bears). Check valve
2. Tightly screw the adaptor of the high pressure
tube to the nitrogen cylinder. Screw on the charg- Valve body
Adaptor
ing device. Before screwing the charging device
onto the diaphragm type accumulator, make sure Bleeder valve
that the oring acting as a seal between the two

Connector
parts is located correctly in its groove. The accu-
mulator screw plug must be loosened with a sock-
et wrench.
3. Close bleeder valve
4. Slightly open shutoff valve on the nitrogen cyl-
inder, nitrogen flows into the diaphragm type ac-
cumulator. The shutoff valve must be closed after
certain intervals of time and the prevailing gas
pressure must be read off from the pressure
gauge. When the desired gas pressure has been
reached, it is necessary to wait a few minutes until
the temperature in the accumulator has reached
a point of equilibrium. During this time, the gas
pressure may change slightly.
5. Close shutoff valve on the nitrogen cylinder. If the gas pressure is too high, it can be corrected
by opening the drain valve on the charging device.

ID: 534 8 en 2012-04-16
6. Tighten accumulator screw plug with a torque
of 30 ± 10 Nm.
7. Bleed the charging device through the drain
valve and remove.
Using a torque wrench, now retighten the screw
1
plug (30 ± 10 Nm).
The adjusting bolt (2) can be removed both after
unscrewing the lock nut on the side of the 1/2”
square socket and also by unscrewing the threa-
ded bushing. We recommend unscrewing the
threaded bushing because in this way damage to
the oring (1) is avoided when dismantling the fol-
2
lower. The threaded bushing should be un-
screwed by means of a hexagonal part (width
across flats 14 mm), the hexagonal part must
contain a hole (Ø 10 mm, 20 mm long).
From time to time, a few drops of oil should be
applied to the two points shown in the fig.

ID: 534 8 en 2012-04-16
13.5. Brake flushing
All four wheel brakes of the machine are of wet multidisc design. The wheel brake housings are
connected to hydraulic tank with hoses. The brake discs are surrounded and lubricated with oil from
the hydraulic system.
The brake housings should be drained from flushing oil after every 500 hours. Drain all contaminated
oil out of the flushing system (drain until the oil is clean) from all housings. Remember to check the
hydraulic oil level after draining the brake housings.
If the brake flushing hoses are replaced, new hoses must be
primed with hydraulic oil before connecting to the machine.
2 3
1 4
1 Brake flushing inlet

2 Brake flushing bleed plug
3 Brake bleed plug
4 Brake actuating inlet

ID: 534 8 en 2012-04-16
13.6. Automatic brake activation
Automatic brake activation engages the parking brake and service brake in the following situations:
• The accumulator pressure for brakes (Brake circuit actual pressure front or rear S302 and S304)
falls below the alarm limit (70 bar).
• The transmission pressure (Transmission Oil Pressure S316) falls below the alarm limit (3,5 bar).
• The engine oil pressure (S405) falls below the alarm limit.
• The arm rest opens during driving.
After these situations, the operator must release the parking brake with the button.

ID: 534 8 en 2012-04-16
13.7. Disassembly of brakes

beforehand.

1. Ensure that the machine is on an even surface and movement is prevented by wheel chocks.
2. Ensure that the bucket is lowered and resting on stops.
rated.
Crushing hazard. Do not go under the machine until safety

stands are in place.
Ensure the block used for support have sufficient loadbearing

capacity.
4. Jack the front wheels off the ground and position safety stands under the front frame.
5. Jack the rear wheels off the ground and position safety stands under the rear frame.
6. Remove the wheels. Wheel removal is presented in chapter Power train, section wheels.
7. Disassemble the wheel ends. Wheel ends removal is presented in separate axle manufacturer's
manual.
8. Disassemble the brake. Brake disassembly is presented in separate axle manufacturer's manual.
13.8. Assembly of brakes
See the separate axle manufacturer's manual for further

information.
Assembling the brake is presented in axle manufacturer's manual. After brake assembly see axle
manufacturer's manual for assembling the wheel ends, refit the wheels and remove the machine from
safety stands.

ID: 534 8 en 2012-04-16
13.9. Disassembly of brake charging valve


38
37
14 36
15 35
16 34
17 33
18
32
19 31
30
20 29
21
22
23
24
13 25
12
26
11 27
10 40
28
9
8
7
6 1
5
4
3
2
1. Disconnect both ends of tubing assembly (1) and remove.

2. Remove end cap (2) from housing.
3. Then remove o-ring (3) from end cap (2).
4. Remove piston (5), retainer (6) and spring (7) from housing.
5. Then remove o-ring (4) from piston (5).
6. Remove retaining ring (13) from housing (10).
7. Remove plug (12) from housing.
8. Then remove o-ring (11) from plug (12).
9. Remove spool (9) from housing, o-ring end first.
10. Remove o-ring (8) from spool (9).

ID: 534 8 en 2012-04-16

• CAUTION: Plug is under tension of spring (17).
12. Remove o-ring (16) from plug (15).
13. Remove spring (17), guide (18) and ball (19) from housing.
15. Then remove o-ring (27) from plug (28).
16. Remove spring (26), guide (25), ball (24), spool (23) and insert (22) from housing.
17. Then remove o-rings (20 & 21) from insert (22).
18. Repeat steps 8...12 to disassemble the other same kind assembly (40).
19. Loosen nut (29) and remove screw (30).
20. Remove o-ring (31) from screw (30).
21. Remove spring (32), poppet (33), seat (34), o-ring (35), washer (36), filter (37) and washer (38)
from housing.
• Note! Poppets (30) are steel balls in models designed for water glycol fluid.
22. Repeat steps 13 & 14 to disassemble the other assembly.

ID: 534 8 en 2012-04-16
13.10. Assembly of brake charging valve
38
37
14 36
15 35
16 34
17 33
18
32
19 31
30
20 29
21
22
23
24
13 25
12
26
11 27
10 40
28
9
8
7
6 1
5
4
3
2
Lubricate all rubber components from repair kit with type fluid used in the system.
1. Install new o-ring (11) on plug (12), insert assembly into housing and install retaining ring (13).
2. Install new o-ring (8) on spool (9) and carefully insert into housing.
• Note direction of spool.
3. Install new o-ring (3) on end cap (2) and new o-ring (4) on piston (5).
• Insert piston (5) to end cap (2).
4. Install retainer (6) and spring (7) on piston (5).
5. Carefully install end cap assembly (2) into housing and torque 54 - 67 Nm (40 - 50 ft. lbs.).
6. Reconnect both ends of tubing assembly (1).
• Plugs (15) have pins (14) through threaded end so plugs will hold the adjustment for which they
are set.
• Before assembling valve any further, screw plugs into housing to see if the nylon pins have
sufficient friction with the threads to keep plugs from vibrating loose.
• If there is no increase in the torque required to turn plugs when pins engage threads, replace
pins.
7. Install new o-rings (20 & 21) on insert (22) and insert into housing.
• Note direction of insert.
• Use a wooden dowel to push insert into position.
8. Install spool (23) into insert (22).
• Note direction of spool.
9. Now place ball (24) on insert (22).

ID: 534 8 en 2012-04-16
10. Place a small amount of grease on the end of spring (26) to hold guide (25) in place, then install
guide and spring into housing.
11. Install new o-ring (27) on plug (28) and carefully install into housing.
• Torque to 55...65 Nm (40 - 50 ft. lbs.)
12. Install ball (19), guide (18) and spring (17) in housing.
13. Use grease to hold guide and ball to spring.
• Caution: Be sure ball is on guide before proceeding further.
14. Install new o-ring (16) on plug (15), then install plug into housing.
• Maximum accumulator pressure is adjusted by turning this plug.
• The high limit is raised by screwing plug into housing and lowered by screwing plug out of
housing.
15. Install washer (38), new filter (37), washer (36), new o-ring (35), seat (34), new poppet (33) and
spring (32) into housing.
• Note order of items 32 thru 38.
• Note: Poppets (30) are steel balls in models designed for water glycol fluid.
16. Install new O-ring (31) on screw (30) and install into housing.
• Torque to 27...33 Nm (20...25 ft.lbs.).
17. Install nut (29) on screw (30) and torque to 27...33 Nm (20...25 ft.lbs.).
18. Repeat steps 13 & 14 to assemble the other assembly.
13.11. Actuator disassembly and assembly
1 2 4 7 3 7 5 6
1. Remove eight M6 bolts (1).

2. Remove cover (2) and rod (3).
• Note position of Belleville washers (4) for correct reassembly.
3. Push out the piston (5).
4. Thoroughly clean all parts and inspect them for damages or scratches.
• Replace as necessary.
Assembly
Assembly is done in reverse order of the disassembly. Always use new slide bearings (6) and seals
(7). Slightly grease all parts before assembly.

ID: 534 8 en 2012-04-16
General
Preliminary action

Safe work procedure

ID: 534 8 en 2012-04-16
13.12.1. Service checks for brake hydraulic system
Function disturbance. Cause of function disturb- Way of repairing.

ance.
Accumulators charging cycle Leaking accumulator lines or fit- Check lines and fittings for leaks
repeats frequently when ac- tings. and correct.
cumulators are not normally
being discharged in service.
Accumulator gas charge too Check accumulator gas charge.
low. Recharge if required.
high. Discharge if required.
Line to accumulator plugged. Replace line.
Accumulators starts to No oil or low oil level in tank. Check oil level. Fill if required.
charge but do not reach high
limit.
Defective or worn pump (pump Check pump pressure and flow.
doesn’t deliver full flow or pres- Repair / replace if required.
sure).
Defective relief valve (valve Check relief valve. Replace if re-
leaking or has low setting so full quired.
flow and pressure are not avail-
able).
Defective charging valve. Replace charging valve.
Interference with downstream Defective charging valve. Replace charging valve.

power at full engine throttle
but not at idle.
No downstream power or in- Defective or worn pump (pump Check pump pressure and flow.
adequate downstream power doesn’t deliver full flow or pres- Repair / replace if required.
when accumulators are sure).
charging but downstream
power satisfactory when ac-
cumulators are not charging.
Defective relief valve (valve Check relief valve setting. Ad-
leaking or has low setting so full just / replace if required.
flow and pressure are not avail-
able).
Accumulator charging time No oil or low oil level in tank. Check oil level. Fill if required.
too long.
Relief valve setting too low. Check valve setting. Adjust if re-
quired.

ID: 534 8 en 2012-04-16
Function disturbance. Cause of function disturb- Way of repairing.
ance.
Defective or worn pump (pump Check pump pressure and flow.
doesn’t deliver full flow or pres- Repair / replace if required.
sure).
Accumulators fail to start No oil or low oil level in tank. Check oil level. Fill if required.
charging.
Defective or worn pump. Check pump pressure and flow.
Repair / replace if required.
Defective relief valve. Check valve setting. Adjust if re-
quired.
Very rapid cycling of charging Accumulator gas charge too Check accumulator gas charge.
valve. low. Recharge if required
high. Discharge if required.
No charge in accumulator. Check accumulator gas charge.
Recharge if required.
Interference with or no down- Defective or worn pump Check pump pressure and flow.
stream power with engine at Repair / replace if required.
idle speed but downstream
power satisfactory with en-
gine at full throttle with the ac-
cumulator charging or not
charging
Defective relief valve. Check valve setting. Adjust if re-
quired.
Defective downstream power. Check downstream power.

ID: 534 8 en 2012-04-16
13.12.2. Check brake functions
DANGER
death.


THE DANGER AREA.
The following instructions are presenting service brake test, parking brake test, emergency brake test
and neutral brake test. Service brake is tested in the same way regardless of what options the
machine is equipped with. Also emergency brake is tested in the same way regardless of what options
the machine is equipped with. Parking brake test procedure depends on what options the machine
is equipped with. Before testing neutral brake, make sure the machine is equipped with neutral brake.

ID: 534 8 en 2012-04-16
Service brake test
1. Make sure that the machine is parked on level ground.

2. Start the engine and allow the brake system to charge.
3. Check that the pressure in the brake system is
at correct operating level before testing.
4. Release all brakes.

- Take foot of the brake pedal.
- Pull up park button (1).
1
5. Press the brake pedal fully down.

6. Engage 1st gear forward.
7. Operate the engine at full rpm.
• The machine should not move and service
brake indicator light should illuminate.
8. Apply gear to neutral.

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Parking brake test
If equipped with mechanical gear shift
1. Ensure machine is parked on level ground.

2. Start the engine and allow brake system to charge.

- Take foot off the brake pedal.
- Pull up park brake button (1).
5. Activate the parking brake (1). 1

a. Machine should no move and parking

ID: 534 8 en 2012-04-16
If equipped with electric gear shift and park brake test button


- Pull up park brake button (1). 2
6. Push and hold park brake test button (2).

a. Parking brake test button must be pushed and hold down to get 1st gear engaged.

ID: 534 8 en 2012-04-16
If equipped with electric gear shift, park brake test button and neutral brake

4. Press the brake pedal fully down.

6. Pull park brake button and hold it in top
position (1).
7. Push and hold park brake test button (2) 2
9. Take foot off the brake pedal.


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Emergency brake test

4. Pull park brake button and hold it in top

position (1).

6. Operate the engine at full rpm.
• Machine should not move and service brake
indicator light should illuminate.

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Neutral brake test
WARNING
CRUSHING HAZARD!
Before testing neutral brake, make sure the machine is
equipped with neutral brake.


- Pull up park brake button (1).
1

6. Operate the machine forward.
8. Let the machine move longer than 3 seconds freely forward.
a. Be careful: The neutral brake system applies the brakes after 3 second automatically.
9. Check that parking brakes and service brakes
lights are illuminated.

ID: 534 8 en 2012-04-16
13.12.3. Testing the brake accumulator
After new installation of, or repair to accumulators, check pre-charge pressure p 0 at least once during
the first month.
If no gas losses are detected during the first check, the second check is to be carried out after approx.
6 months. If the results of the second check are satisfactory, testing every 6:th month (1000h) will
suffice thereafter.
13.12.4. Measuring the brake accumulator pre-charge pressure P0

beforehand.

Measure the gas pre-charge pressure p0 by measuring the hydraulic fluid pressure with a pressure
gauge.
Prerequisite is that a pressure gauge is installed in hydraulic line connected directly to the
accumulator.
1. Use pump to fill the accumulator with fluid, then stop the pump.
• Start the engine and accelerate till the low accumulator pressure warning light goes off.
2. Discharge the accumulator by repeatedly
applying service brake (pumping pedal).
• During this emptying process watch the
pressure gauges connected to the nipples A
& B (A for front brake circuit and B for rear
circuit).
• As soon as the accumulator pre-charge
pressure P0 (6,0 MPa 60 bar) is reached, the
needle of the pressure gauge will drop A
suddenly back to zero.
B
3. If the pre-charge pressure is too low, the accumulator must be recharged with nitrogen.
• See section “Recharging diaphragm accumulator”.
Parking brake is connected to the rear brake circuit and hasn’t got a separate accumulator. So
the rear circuit accumulator is used also for the parking brake releasing.

ID: 534 8 en 2012-04-16
13.12.5. Lining wear measurement

beforehand.

See the separate DANA Maintenance and Service Manual for

further information.
Note! Brakes should be at ambient temperature.

1. Apply and hold pressure to actuating port.
2. Clean thoroughly the area around the wear indicator.
3. Remove cooling port outlet fitting or temperature probe (front axle).

ID: 534 8 en 2012-04-16
4. While maintaining pressure on the brake, measure depth, using suitable depth gauge or depth
micrometer, from the finished, spotfaced, surface at the port to the inboard face of the brake
reaction plate through the port holes.
• Note! Depth gauge probe must clear a 9 mm diameter hole at the outer outlet port holes.
5. Record port used and depth measurement for later use when measurement is repeated, using
the same procedure and port.
• Total brake plate pack lining wear then is the difference between the current measurement and
the initial one.
Baseline depth measurement is done at the factory when the brake lining plate pack is new. All future
measurements will be compared to new linings. Baseline depth as well as the maximum increase is
stamped near the port used for measurement. When recording this much wear, brake must be
disassembled for visual inspection. Due to allowable manufacturing tolerances there can be some
material left and linings can be further used.
The linings are considered worn out when they have worn to the bottom of the oil grooves in the lining
face.

ID: 534 8 en 2012-04-16
13.12.6. Parking brake lining replacement and adjustment

beforehand.

If properly adjusted, the parking brake does not require readjustment during the lifetime of the linings.
Linings are worn out and must be replaced when they are worn to the bottom of the 6 mm deep wear
indicator groove. To replace linings, wheels of the machine must be blocked to prevent machine from
moving.
Brake must be in the released position (i.e. pressure on) to enable removal of linings. To remove
linings unscrew the four M8 allen head bolts (14) which are accessible through the holes drilled in
the bracket. Now the linings can be replaced.
12
13 16 15
14
10
If the brake assembly has been removed from the machine or brake has been mechanically released
for towing, it must be readjusted for the correct clearance between the linings and the disc. The
following steps must be taken:
1. Loosen four alignment bolts (12).

ID: 534 8 en 2012-04-16
2. Apply release pressure.
3. Loosen lock nuts (15).
4. Turn cup formed part (16) from its hexagonal end to adjust gap between lining surfaces (counter
clockwise to increase gap and clockwise to decrease it).
5. Gap width must be 13,0...13,5 mm and even through the whole length of lining
6. Tighten lock nuts (15)
7. Use bolts (12) to fine adjust the linings so they are parallel with the disc and to ensure that gap
on both sides of disc is the same.
8. Tighten lock nuts (13)
Removal
The whole assembly can be removed by unscrewing the four mounting bolts. The brake must, of
course, be in released position to enable removal. Actuator cylinders are removed by unscrewing
lock nuts (15). Before this, retaining rings (9 and 10) must be removed.

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14. GENERAL ELECTRICAL SYSTEM

ID: 534 8 en 2012-04-16
14. GENERAL ELECTRICAL SYSTEM
Voltage feeds
The control devices (including switches and buttons) and sensors in the machine require voltage feed
in order to function. The same voltage feed can be fed into a device / sensor that belongs to several
different systems.
14.2. Lights
14.2.1. Driving lights
A B
A Front lights
B Rear lights
The driving lights are switched on with the buttons in the cabin.
Safety interlocks
The driving lights will be switched off during the starting of the engine.
14.2.2. Parking lights
The driving direction of the machine is shown by switching the parking lights on in only one end of
the machine at a time. The rear parking lights are on when the driving direction is forward (towards
the bucket). The front parking lights are on when the machine is being reversed.
Both the front and the rear parking lights are on when the gear is on neutral, the parking brake is on,
or the ignition switch is in the parking position.

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14.2.3. Brake lights and blinkers
The brake lights at the front of the machine light up when the gear is on reverse or neutral, and the
brake pedal is pressed.
The brake lights at the rear of the machine light up when the gear is on forward or neutral, and the
brake pedal is pressed.
The blinkers (option) function with a switch in the cabin. The brake lights work as the blinkers. The
blinkers will not function unless the engine is on. If the brake lights and the blinker are on
simultaneously, the brake light of the direction that is indicated blinks, and the brake light on the other
side is on continuously. The lights will be switched off during the starting of the engine.
14.2.4. Warning light: beacon (option)
The warning light (beacon) is the amber, rotating light on the machine. The warning light is on when
the power is switched on.
14.3. Horn signal and reversing warning
14.3.1. Horn
The Horn operates by pressing the button.

Horn Alarms:
• Start Engine.
• Hydraulic oil level decreases below alarm limit.
• Engine oil pressure low.
• Engine fan belt malfunction.
14.3.2. Sound signal (option) and light for reversing
The sound signal for reversing (option) indicates that the gear is on reverse. The repeated sound
signal warns that the machine is reversing and, at the same time, the reversing light is on.
14.4. Emergency stop
When you press the emergency stop button the voltage supply for the emergency stop circuit breaks,
which causes all functions to stop. When the functions have stopped, you must reset the emergency
stop button to start the functions again.
When the system starts, the voltage supply for the emergency stop button is off for a time period
before it is activated.
14.5. Warning and alarm condition
In the cabin’s instrument panel there is a red alarm light and a yellow warning light that indicate the
state of the machine. These indicator lights will give at a glance the same information as the traditional
gauges. Warning and alarm lights are there to inform if any of the signals or measuring operations
are in warning or alarm conditions or if any kind of action is necessary.
The red and the yellow indicator lights will always go on, regardless of which display window the
operator is using.

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14.6. Batteries
14.6.1. Battery technical data
Electrical Data
Voltage (V): 12
C20 (Ah): 70
CCA (A): 540
Vibration: V3 (35Hz/6g/20h)
Endurance: E1 (180cycles@25%)
State: WET
Grid Alloy: Hybrid
Technology: Vented/Flooded
Container
Type: D03
Hold down: B0
H.D. Adapter: None
Color: Black
Handle
Number: 2
Type: Rigid
Color: Black
Lid
Lid Type: Flat/Press

Lid Polarity: ETN 0
Lid Color: BLACK
Terminal: 1
Ventilation: Independent
Filter: No
Plugs
Number: 2
Type: Vent
Color: Black

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Overall Dimensions (mm)
Length: (L) 272

Width: (W) 175
Height: (H) 225
Weight: (Kg) 18
When working with acid, such as filling batteries, use a face

shield. If many batteries are handled, wear protective clothing
for extra safety. Extreme care must be taken to avoid spilling or
splashing electrolyte as it can destroy clothing and burn the
skin.
Batteries generate explosive gases. It only takes a small spark,

flame or burning cigarette to set off a dangerous explosion.
Therefore, ignition sources must be kept well away at all times.
Hydrogen and oxygen gases are produced during normal

battery operation and escape through the battery vents. Make
sure working areas are well ventilated to avoid creating an
explosive atmosphere around the battery.

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Ensure safety precautions continue to be observed after a

battery has been charged as explosive gases may still be
present for several hours.
An exploding battery may cause serious injuries including eye

injury from flying pieces of the case or cover. Always wear
safety goggles and a face shield when working near batteries.
Never lean over the battery during charging, testing or ’jump
starting’ operations. Do not break ’live’ circuits at the terminals
of batteries because a spark invariably occurs at the point
where a ’live’ circuit is broken.
Make certain the charger cable clamps or booster leads are

clean and making good connections. A poor connection can
cause an electrical arc which could ignite the gas mixture and
explode the battery.
Take care to ensure tools or other metallic objects do not fall

across the terminal or any adjacent metallic part of the vehicle.
Do not smoke when working near a battery. Never strike a match

or bring any other flame near a battery.
Do not smoke when working near a battery. Never strike a match

or bring any other flame near a battery.
Replace any battery that has signs of damage to the terminals,

case or cover.

Do not disconnect the batteries with the engine running.


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14.6.2. Removing the batteries


beforehand.

When working with batteries, wear protective clothing and

safety goggles. Extreme care must be taken to avoid spilling or
skin.
1. Turn the main switch to the OFF position.

2. Open the battery inspection cover.
3. First, disconnect the electric cable from the (-)
terminal of the battery and protect the
connector.
4. Disconnect the electric cable from the (+)
terminal of the battery and protect the
connector.
5. Disconnect the cable connecting the batteries
to the series.
6. Open the fastening screws of the battery
clamping frame and lift the frame from its
place.
7. Lift the batteries. If possible, use a hoist.

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14.6.3. Installing the batteries


beforehand.

When working with batteries, wear protective clothing and

safety goggles. Extreme care must be taken to avoid spilling or
skin.
1. Make sure that the main switch is in the OFF

position.
2. Place the batteries on the holder. Attach the clamping frame of the batteries with nuts.
3. Attach the cable connecting the batteries to the series and install the terminal protectors.
4. Connect the wire to the (+) terminal of the battery and place the terminal protector in place.
5. Connect the wire to the (–) terminal of the battery and place the terminal protector in place.
6. Make sure that the electric cable set properly when the battery inspection cover is closed.
7. Finally, close the cover.

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14.7. Alternator

Precautions must be taken when working on or around the

alternator. the diodes and transistors in the alternator circuit are
very sensitive and can be easily damaged.
Never turn the main switch off when the engine is running. This
may damage the alternator or the voltage regulator and machine
electronic equipment.
• Keep your fingers out of the area between the belt pulley and the
poly-V-belt when fitting or dismantling the poly-V-belt.
• Wear work gloves when working on the tensioner.
14.7.1. Removing the alternator
1. Turn the main switch to the OFF position.

2. Disconnect the electric cables from the
battery.
• First from the (-) terminal and then from the
(+) terminal of the battery.
3. Disconnect the electric cables connected to
the alternator.
4. Open the fastening screws of the alternator.
5. Remove the poly-V-belt on all belt pulleys.
6. Remove the alternator.

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14.7.2. Installing the alternator
1. Install the alternator in place and pretighten the

screws.
2. Lay the poly-V-belt on all belt pulleys.
3. Check for correct seating of the poly-V-belt on
the belt pulley.
4. Tighten the alternator screws.
5. Attach the electric cables on the alternator.
6. Connect the battery cables.
• First, connect the cable to the (+) terminal of
the battery.
• Install the terminal protectors in place.
14.8. Circuit breakers
A B
A Main fuse
B Fuses
Location Fuse ID Capacity Description

Left side rear frame F300 50 A Main fuse system
Instrument panel F1 8A Driving lights
Instrument panel F2 8A Driving lights
Instrument panel F3 8A Parking, indicator and brake lights, reversing alarm and
rotary beacon (opt.) Central lubrication
Instrument panel F4 15 A Start circuit
Instrument panel F5 8A Gauges, Horn
Instrument panel F6 8A Brake circuit, Engine stop
Instrument panel F7 8A Remote control (opt.)
Instrument panel F9 8A Emergency stop

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14.8.1. Circuit breaker descriptions
Ensure main electric switch is off when re-setting circuit

breakers.
A B
A Main
B Instrument panel
The circuit breaker are located at the instrument panel in the cabin.
The Circuit breaker fuses F1 - F9 have a push-button that pops up when the circuit breaker is
triggered. After clarification of a fault situation, the circuit breaker can be reset by pushing the button
back down. Main fuse F300 are ceramic fuse.
Triggering of the circuit breaker can be caused by, for example, temporary and/or transient
disturbance in electricity distribution. In that case, the circuit breaker is reset and the situation
monitored in order to determine whether the disturbance is recurring. An actual fault in wiring or some
component, for example a short circuit, can also trigger the circuit breaker. In that case the electrical
wiring and components of the circuit breaker in question must be examined.

ID: 534 8 en 2012-04-16
14.9.1. Checking emergency stop and shutdown system


1. Check all emergency stop buttons for damage. There are three emergency stop buttons, one
inside the cabin and two on the rear of the machine, one on either side.
2. Check that none of the emergency stop buttons are pushed.
4. First check the Emergency Stop button in the cabin. Push button in and engine should stop
instantly.
5. Pull the Emergency Stop Button out to release the emergency stop circuit.
Wait 30 Seconds before restarting - allows starting system to
cool.
7. Push the Emergency Stop button on the left rear side of the machine, the engine should stop
instantly.
8. Pull the Emergency Stop Button out to release the emergency stop circuit.
Wait 30 Seconds before restarting - allows starting system to
cool.
10. Push in the remaining Emergency Stop button on the right hand rear side of machine, and the
engine should stop instantly.
11. If engine does not shut down, locate the fault and repair the fault according to the wiring diagrams.

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Common faults on emergency buttons
Emergency Stop buttons on the rear of the machine are prone to moisture, from cleaning machine
and mine conditions. This may cause corrosion on Emergency Stop button contacts.
DANGER
Do not work on live components.
1. Remove the cover on the Emergency Stop button and check for moisture inside.
2. If any moisture, dry out with air or with a moisture removal spray, and check the contacts for
corrosion and repair or replace if needed.
3. Check Wire harness to and from the Emergency Stop button for damage. Repair or replace if
needed.
4. Check connections in junction boxes for corrosion. Repair or replace if needed.
5. Check Wire harness from junction box to cabin for damage or corrosion. Repair or replace if
needed.
6. Check wiring in cabin dash for correct installation or damage. Repair or replace if needed.
14.9.2. Common rules for checking cables
1. Especially check the cables which go over moving joints or are otherwise exposed to wearing.
The cables shall not rub to any sharp edges and they shall not be too tight in any machine position.
2. Ensure there are no self-made (=not documented) extensions or repairs in the cable.
3. Repairs by electric tape are not allowed.
4. Check that there are no bumps in the cable indicating possible internal wearing.
5. Tie the loose cables with cable ties, if necessary.
6. Check that there is a identification label installed in the both ends of the cable and they are clear
to read.
14.10. How to read electric diagrams
14.10.1. Marking
Parts used in the electric drawings are marked Example of a code

with a sign code.
The code is used to identify certain part in the E301 3
{
drawings and in the part lists.
Actuator
Location
Consecutive number

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14.10.2. Marking of the actuators
Letter code of the actuators is based on standard SFS2749 (ISO-4622)
A = Assemblies
For example: regulator, synchronizer, program mechanism, speed regulator
B = Transducers, from non-electrical to electrical quantity
e.g. thermo cell, photoelectric cell microphone, loudspeaker, rotative velocity
sensor, pressure sensor, thermostat
C = Capacitors
D = Delay devices, storage devices, binary elements
E = Miscellaneous
e.g. lighting device, heating device, device not specified elsewhere in this
table
F = Protective devices
e.g. fuse, over-voltage discharge device, arrester
G = Generators, power supplies
e.g. rotating generator, rotating frequency converter, battery, oscillator,in-
duction coil (not relay or contactor coil), line trap, reactors
H = Signalling devices
e.g. optical indicator, acoustical indicator
J = Spare
K = Contactors, relays
L = Inductors, reactors
e.g. induction coil (not relay or contactor coil), line trap, reactors
M = Motors
N = Spare
P = Measuring- and testing equipment
e.g. indicating-, recording- and integrating measuring devices, signal gen-
erator, clock
Q = Switching devices for power circuits
e.g. circuit breaker, main switch, safety switch, load switch
R = Resistors
e.g. adjustable resistor, potentiometer, thermistor
S = Switching devices for control circuits, selectors
e.g. control switch, push-button, limit switch, dial contact
T = Transformers
e.g. voltage transformer, current transformer
U = Modulators, changers
e.g. frequency changer, demodulator, inverter, converter, (transformers in
test circuits)
V = Tubes, semiconductors
e.g. electronic tube, gas-discharge tube, diode, transistor, thyristor
W = Transmission baths, aerials

ID: 534 8 en 2012-04-16
e.g. conductor, cable, busbar, waveguide, dipole, parabolic aerial
X = Terminals, plugs, sockets
e.g. connecting plug and socket, clip, test jack, terminal board, link, cable
sealing end, cable joint
Y = Electrically operated mechanical devices
e.g. brake, clutch, pneumatic valve, solenoid valve
Z = Terminations, filters, equalizers, limiters
e.g. cable balancing network, crystal filter, network
14.10.3. Parts location
Classifying by the location.
0 = Instrument panel
1 = Cabin
2 = Front frame
3 = Rear frame
4 = Engine
5 = Contactor box I (Electric LH)
6 = Contactor box II (Electric LH)
7 = ----
8 = ----
9 = ----
14.10.4. The consecutive number
The consecutive number in the end of the code varies from 1 to 9999.
Example 1: Motorcontactor in the contactorbox I, code: K5001
Example 2: Connector 010 in the box I, code: X5010.
14.10.5. Marking of cables
The cables are marked by the actuators they are connected to.
Example 1: The cable of light E013 in the rear frame: E3013 and the wire E3013_1.
A cable feeding more than one actuator is marked after the most common actuator in that system.

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14.10.6. Drawing sheets
All electric diagrams to certain machine are under the same drawing number. Different sheets are
separated from each other with a sheet number added to the end of the drawing number (a hyphen
between drawing- and sheet numbers).
11 12 13 14 15 16 17 18 19 20 21
2
22 23 24 25 26 27 28 29 30
9
1
FF. 1 FF. 2
3/2 5 14/1 1 FRON T L.RELAY,LO W
2
ETUVALORELE,LÄH I
304. 2 304. 3
3/1 7 30 4 14/1 2
1 13 1 13 1 13
FRON T LIGHT S
FF 1 FF 2 FF 3 LO W BEA M
10 A 10 A 3
2 14 16 A 2 14 2 14 ETUVALO T
LÄHIVALO T
165. 1 16 5 165. 2
3/1 7 14/1 2 FRON T L . RELAY,HIG H
30 1 30 2 30 3
167. 5 4 ETUVALORELE,KAUK O
4/2 1
303. 1 FRON T LIGHTS,HIG H

X22 1 30 2 X22 1 30 3 5
X22 1 30 1 3/1 3 ETUVALOT,KAUK O
7 K24 7
86
87 a 87
8 5 4 4 6
FRON T LIGHT,RIGH
ETUVALO,OIKE A
T
87 a 87 87 a 87 K22 3
85 30
3 11/1 1 ROTATIN G BEACO N
K20 5 K20 6 B 7
*
12/1 1 12/1 3 PYÖRIV Ä VAROITUSV .
30 30
X22 1 23
X22 1
SDS
23 8
66 78 5A FOOTSTE P LIGHT S
23 *
8
ASTINVALO T
11 7 24 2
X12 0
6
13 5 X221 4 9
X221 1 X221 1 X221 1 X221 1 X221 1
11 7 13 5 24 2 9
RE D HORN
9
ÄÄNIMERKK I
YELLO W
WHIT E BROWN
X00 1 23 8
5 10
FIR E SUPPRESSIO
*AUSMINC O
N SYSTE M
*S24 6 1 1
1
P
E20 5 E20 6 E20 3 E20 4

2
E23 8
* 6A
E22 5
12 8 14 6 25 2 2
H20 1
10
3
X221 1 X221 1 X221 1 X221 1 X221 4 C A X221 1
X22 1
12
gn d
X22 1
8
gn d X22 1
14
gn d
X22 1
6
gn d X22 1
25
gn d X00 1 gn d
*K16 9
10 E136 A E136 B
X22 1 gn d
X22 1
10
gn d
Xeno n Xeno n
*AUSMINC O
5 4
*K16 9
1 3 2 4 5 6 10 7 8 9
3 5/1 2
LISÄVARUST E
* OPTIONA L
T60 D CIRCUI T DIAGRA M T60D, 2 13 / 32
FRONT LIGHTS/HOR N 3 - 560016x x

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1. 13/32 Page number. Page 13 of 32 pages. 3-560016XX Drawing number.
2. Column number e.g 13/21 (page 13, column
21).
19 20 21 22 23 24
SDS
2
RED 2
YELLO W
B
1 1
1
2
C A 2 2
3. Function description. Describes which func-

tions can be found from the column above of the
symbol.
4. K223 Actuator locator/identification number

(contacts for relay K223).
K = relays.
2 = location, front frame.
23 = consecutive number.
11/11 Address where is a drawing for coil of relay 5 4
K223 (on page 11, column 11).
K223
3 11/1 1

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5. X001 Connection number.

X = terminals, plugs, sockets.
0 = location, instrument panel.
ØType of connection (terminal strip). 2
238 Connection (terminal) number. X120
6. X120 Connection number.
X = terminals, plugs, sockets. 2
0 = location, cabin.
Type of connection.
2 pin number in the plug/socket.
X001 238
7. K247 Actuator locator / identification number

(coil for relay K247).
K = relays.
2 = location, front frame.
8. K247 Contacts for relay K247 (dashed line -----
depicts connection between coil and contacts).
87a 87
30/ 87a/ 87 Contacts id numbers. If there is no 86
dashed line between coil and contacts there will
be address information next to coil and contacts
symbols which tells the address where contacts
K247
or coil can be found. e.g 13/21 (page 13, column
21). 85 30

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9. 304.2
304 = wire number.
2 = junction number which is used only in the
drawings.
3/17 Address where wire continues (on page 304.2
3/1 7 13 1
3, column 17). 1
FF1 FF2
10 A 2 14 16 A 2
10. Components / functions which are marked

with * are optional equipment.
E238 *
14.11. Electric diagrams

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15. LH203 APPENDICES

ID: 534 8 en 2012-04-16
15. LH203 APPENDICES
1. The tightening torques for screws and nuts

2. Welding instructions for the replacement canopy
3. Gear pumps service instructions
4. Dana transmission Maintenance / Service manual
5. Dana converter Maintenance / Service manual
6. Dana axle manual
7. Exide battery
8. Dana cardan shafts
9. Donaldson air filter manual
10. ANSUL fire suppression system installation, recharge, inspection and maintenance manual
(option)
11. Sandvik FS1000 fire suppression system manuals (option)
12. Automatic Central Lubrication
13. Function of lubrication system (option)
14. Doser groups
15. Bladder accumulator maintenance instructions
16. Emergency Radio (option)
17. Sandvik GET (option)

ID: 534 8 en 2012-04-16
The tightening torques for screws and nuts
These values apply if the drawing shows no other specifications.
The values given in the drawings are for a lubricated screw.
When lubricating a screw, it is essential to lubricate both the thread and the screw head.
Locking with Loctite corresponds to a lubricated screw.
If screw tightening requires a torque wrench, the torque value must be mentioned in the drawing.
For Deutz, Caterpillar, Clark, and certain other components the values of the component manufacturer
apply.
The tightening torques for certain components, e.g. axles, rims and mounting screws, are given
separately.
Torque values are given in Nm units for each strength class.
8.8 10.9 12.9

thread
M4 2.9 4 5
M5 5.7 8 9.7
M6 10 14 17
M8 24 34 40
M10 48 67 80
M12 82 115 140
M14 130 180 220
M16 180 250 305
M18 275 385 465
M20 390 550 660
M22 520 740 890
M24 670 950 1150
M27 960 1350 1620
M30 1350 1900 2250
Grade 5 Grade 8 Grade 5 Grade 8

8.8 10.9 12.9 8.8 10.9 12.9
thread thread
UNC 1/4 11 15 19 UNF 1/4 12 17 21
UNC 5/16 21 31 38 UNF 5/16 23 33 41
UNC 3/8 37 54 68 UNF 3/8 43 59 73
UNC 7/16 61 87 108 UNF 7/16 69 93 115
UNC 1/2 95 130 160 UNF 1/2 100 140 175
UNC 9/16 135 185 235 UNF 9/16 150 200 250
UNC 5/8 185 260 320 UNF 5/8 210 280 345
UNC 3/4 325 455 570 UNF 3/4 365 485 600
UNC 7/8 525 730 910 UNF 7/8 580 770 960
UNC 1 770 1090 1360 UNF 1 810 1150 1430
UNC 11/8 1100 1550 1930 UNF 11/8 1170 1660 2060
UNC 11/4 1530 2160 2690 UNF 11/4 1620 2290 2850
PGP 620 - SERVICE INSTRUCTIONS
DISMANTLING AND ASSEMBLY
Prior to dismantling the unit ensure that the exterior of the pump and working area are thor-
oughly cleaned and free of possible sources of contamination.
1. Mark body (1) and flange (8) to ensure correct re-assembly.
2. Remove 4 nuts (11) and washers (12), or alternatively through bolts if fitted, separate
flange and body using a soft faced hammer.
3. Drift out outer shaft seal (9) if fitted, then remove retaining circlip (10) and finally inner
shaft seal from flange ensuring that shaft seal recess is not damaged.
4. Grasp driveshaft (5) and remove with balance plate (4), finally remove driven gear (6)
and lower balance plate (4). Note position of these for correct re-assembly.
5. Remove and discard ail seals and clean off all sealant from the flange/body interface.
INSPECTION
Pump
Inspect '0' ring groove and shaft seal recess in mounting flange, these should be undamaged
and free from burrs.
The pump must be renewed if:
a) The PFE coated bearings in body and flange are worn through revealing the bronze
backing.
b) The gear side faces are scored, often operation on contaminated fluid results in a dis-
tinct wear step coincident with the gear tooth root diameter with corresponding wear on
the balance plates.
c) There is a noticeable wear groove on the driveshaft where the shaft seal lips run.
d) The bronze balance plates are scored.
NB It is not recommended that damaged gears/bodies, flanges or balance plates are

replaced individually as this will not effect a good repair.
ASSEMBLY
Prior to assembly all parts must be perfectly clean and lubricated with Hydraulic Fluid.
Renew all seals using Hydraulic Fluid as a lubricant.
1
Pump
1. For spline and taper shaft pumps fit the shaft seal (9) into mounting flange (8) with the
garter spring facing into the pump, refit circlip (10), fit new outer shaft seal (if required)
with garter spring uppermost, coat seal lips with high melting point grease.
2. For parallel shaft pumps fit flange without seal fitted.
3. Stand pump body on the rear face, fit seal (3) and back up (2) to groove in balance
plate and feed plate into bore. Ensure that the seals remain in their groove and that the
two small holes in the balance plate are to the low pressure side of the pump i.e. side
with largest port.
4. Insert driveshaft (5) and driven gear (6) into their original bores.
5. Replace 2nd balance plate (4) into its original position, small holes to low pressure
side, fit seal (3) and back up (2).
6. Fit '0' ring (7) into its groove in the mounting flange and also apply a small amount of
Loctite 574 sealant to body lower front face i.e. outboard of oval location. This sealant
is to prevent moisture entering this area and causing corrosion and is not an hydraulic
seal.
7. Carefully fit mounting flange in its original position, the 4mm diameter drain hole in rear
face must be to low pressure side, do not damage seal on shaft.
8. Fit washers (12) and nuts (11) to studs (or through bolts and washers) and torque
tighten to 95 Nm + 5 Nm.
9. For pumps with paralle shafts fit protective sleeve (included in seal kit) over the drive
shaft, carefully feed shaft seal (9) over shaft with garter spring facing into pump and
push down into flange recess using a suitable tool, fit circlip (10) on pumps with double
shaft seal fit outermost seal with garter spring uppermost, carefully remove protective
sleeve.
10. Pour a small amount of clean hydraulic fluid into the port and check that the shaft can
be turned without undue force.
2
PGP 620 - exploded view
1 Body
2 Back up seal
3 Bush seal
4 Balance plate
5 Drive shaft splined
5T Drive shaft tapper
5P Drive shaft parallel
6 Driven gear
7 'O'ring
8 Mounting flange
9 Shaft seal
10 Circlip
11 Nut
12 Washer
13 Grub screw
14 Woodruff key
15 Tab washer
16 Nut
17 Sgware key
18 Circlip
PGP 620A ... valve added - exploded view
PGP 620B ... tandem unit - exploded view
Maintenance and Service Manual
T20000
Powershift
Transmission
3 & 6 SPEED LONG DROP
WITH RANGE SHIFT
SPICER® OFF HIGHWAY-PRODUCTS™
814982
TOWING OR PUSHING
Before towing the vehicle, be sure to lift the rear wheels off the ground or disconnect the driveline to avoid
damage to the transmission during towing.
Note
IF THE TRANSMISSION HAS 4 WHEEL DRIVE, DISCONNECT BOTH FRONT AND REAR DRIVELINES.
BECAUSE OF THE DESIGN OF THE HYDRAULIC SYSTEM, THE ENGINE CANNOT BE STARTED
BY PUSHING OR TOWING.
©Copyright DANA CORPORATION 1990. Unpublished material.
All rights reserved.
Limited Distribution.
No part of this work may be reproduced in any form under any means
without direct written permission of the DANA CORPORATION.
T20000 3&6 LD RS 08/99

FOREWORD
This manual has been prepared to provide the customer and the maintenance personnel with information
and instructions on the maintenance and repair of the SPICER OFF-HIGHWAY PRODUCTS product.
Extreme care has been exercised in the design, selection of materials, and manufacturing of these units.
The slight outlay in personal attention and cost required to provide regular and proper lubrication, inspection
at stated intervals, and such adjustments as may be indicated will be reimbursed many times in low cost
operation and trouble free service.
In order to become familiar with the various parts of the product, its principle of operation, troubleshooting
and adjustments, it is urged that the mechanic studies the instructions in this manual carefully and uses it as
a reference when performing maintenance and repair operations.
Whenever repair or replacement of component parts is required, only SPICER OFF-HIGHWAY PRODUCTS
approved parts as listed in the applicable parts manual should be used. Use of “will-fit” or non-approved parts
may endanger proper operation and performance of the equipment. SPICER OFF-HIGHWAY PRODUCTS
does not warrant repair or replacement parts, nor failures resulting from the use of parts which are not
supplied by or approved by SPICER OFF-HIGHWAY PRODUCTS .
IMPORTANT
ALWAYS FURNISH THE DISTRIBUTOR WITH THE SERIAL AND MODEL NUMBER WHEN ORDERING PARTS.
When checking the difference between a 6-speed with range shift, a 3-speed standard ratio and a 3-speed
deep ratio, you would notice that the difference is only on the idler and the output shaft.
A 3-speed standard is similar to a 6-speed with range shift when high range is selected.
While a 3-speed deep ratio is similar to a 6-speed with range shift when low range is selected.
For this reason, we will use the 6-speed with range shift in most cases to explain the function of
the 3 different transmissions.
T20000 3&6 LD RS 08/99

3-SPEED STANDARD RATIO
FWD
REV 2ND 1ST
3RD
T20000 3&6 LD RS 08/99

3-SPEED DEEP RATIO
FWD
REV 2ND 1ST
3RD
T20000 3&6 LD RS 08/99

6-SPEED RANGE SHIFT
FWD
REV 2ND 1ST
3RD
T20000 3&6 LD RS 08/99

Table of Contents
1. SAFETY PRECAUTIONS
2. CLEANING, INSPECTION AND LEGEND SYMBOLS

2.1 CLEANING .............................................................................................................................. 2-1
2.1.1 Bearings ..................................................................................................................... 2-1
2.1.2 Housings ..................................................................................................................... 2-1
2.2 INSPECTION ........................................................................................................................... 2-1
2.2.1 Bearings ..................................................................................................................... 2-1
2.2.2 Oil Seals, Gaskets, Etc. .............................................................................................. 2-2
2.2.3 Gears and Shafts ........................................................................................................ 2-2
2.2.4 Housing, Covers, etc. ................................................................................................. 2-2
2.3 LEGEND SYMBOLS ................................................................................................................ 2-2
3. TECHNICAL SPECIFICATIONS
3.1 IDENTIFICATION OF THE UNIT ............................................................................................. 3-1
3.2 WEIGHT, DIMENSIONS, OIL CAPACITY ................................................................................ 3-1
3.3 TIGHTENING TORQUES ........................................................................................................ 3-2
3.3.1 Torque specifications for lubricated or plated screw threads ..................................... 3-2
3.3.2 Elastic stop nut torque ................................................................................................ 3-3
3.3.3 “O” ring port plug torque chart .................................................................................... 3-3
3.3.4 Pipe plug torque chart ................................................................................................ 3-3
3.3.5 Permanent metric plug torque chart ........................................................................... 3-3
3.3.5 Coil and cartridge torque ............................................................................................ 3-4
3.4 PRESSURE AND TEMPERATURE SPECIFICATIONS .......................................................... 3-5
3.5 ELECTRICAL SPECIFICATIONS ............................................................................................ 3-6
3.6 HYDRAULIC COOLER AND FILTER LINE SPECIFICATIONS ............................................... 3-6
4. MAINTENANCE
4.1 OIL SPECIFICATION .............................................................................................................. 4-1
4.1.1 Recommended lubricants ........................................................................................... 4-1
4.2 MAINTENANCE INTERVALS .................................................................................................. 4-3
4.2.1 Daily ............................................................................................................................ 4-3
4.2.2 Normal drain period .................................................................................................... 4-3
4.3 SERVICING MACHINE AFTER COMPONENTS OVERHAUL ................................................ 4-4
T20000 3&6 LD RS 08/99 I-i

5. INSTALLATION DETAILS
5.1 CONVERTER DRIVE COUPLING .......................................................................................... 5-1
5.2 TRANSMISSION TO ENGINE INSTALLATION PROCEDURE ............................................... 5-2
5.3 EXTERNAL PLUMBING .......................................................................................................... 5-3
5.3.1 Optional: remote filter ................................................................................................. 5-3
5.3.2 Cooler & filter lines specifications ............................................................................... 5-3
5.4 SPEED SENSOR INSTALLATION ........................................................................................... 5-4
6. OPERATION OF THE TRANSMISSION

6.1 THE TRANSMISSION ASSEMBLY ......................................................................................... 6-1
6.1.1 The converter, pump drive section and pressure regulating valve ............................. 6-2
6.1.2 The input shaft and directional clutches ..................................................................... 6-3
6.1.3 The range clutches ..................................................................................................... 6-4
6.1.4 The output section ...................................................................................................... 6-4
6.1.5 The transmission controls (refer to hydraulic diagram) ............................................... 6-5
6.2 ELECTRIC SOLENOID CONTROLS ...................................................................................... 6-6
6.3 POWERFLOWS, ACTIVATED SOLENOIDS AND HYDRAULIC CIRCUIT
6.3.1 Neutral, 3rd clutch engaged and high range selected ................................................ 6-7
6.3.2 Forward 1st speed and high range selected .............................................................. 6-9
6.3.3 Forward 2nd speed and high range selected ........................................................... 6-11
6.3.4 Forward 3rd speed and high range selected ............................................................ 6-13
6.3.5 Reverse 1st speed and high range selected ............................................................ 6-15
6.3.6 Forward 1st speed and low range selected .............................................................. 6-17
6.4 GEAR AND CLUTCH LAY-OUT ............................................................................................. 6-19
6.4.1 3-Speed with standard ratio ...................................................................................... 6-19
6.4.2 3-Speed with deep ratio ............................................................................................ 6-20
6.4.2 6-Speed with range shift ........................................................................................... 6-21
7. TROUBLESHOOTING GUIDE FOR THE T20000 TRANSMISSION

7.1 T20000 TRANSMISSION ........................................................................................................ 7-1
7.2 TROUBLESHOOTING PROCEDURES .................................................................................. 7-1
7.2.1 Stall Test ..................................................................................................................... 7-1
7.2.2 Transmission pressure checks ................................................................................... 7-2
7.2.3 Mechanical and electrical checks ............................................................................... 7-2
7.2.4 Hydraulic checks ........................................................................................................ 7-2
7.3 TROUBLESHOOTING GUIDE ................................................................................................ 7-3
7.3.1 Low clutch pressure .................................................................................................... 7-3
7.3.2 Low charging pump output ......................................................................................... 7-3
7.3.3 Overheating ................................................................................................................ 7-3
7.3.4 Noisy converter ........................................................................................................... 7-3
7.3.5 Lack of power ............................................................................................................. 7-3
7.4 CHECK POINTS ...................................................................................................................... 7-4
7.5 SPEED SENSOR - STATIC STANDALONE TEST .................................................................. 7-7
T20000 3&6 LD RS 08/99 I-ii

8. SECTIONAL VIEWS AND PARTS IDENTIFICATION
GROUP - CONVERTER HOUSING ................................................................................................ 8-2
GROUP - TRANSMISSION CASE AND REAR COVER ................................................................. 8-4
GROUP - TURBINE SHAFT ............................................................................................................ 8-6
GROUP - DRIVE PLATE .................................................................................................................. 8-8
GROUP - TORQUE CONVERTER ................................................................................................ 8-10
GROUP - AUXILIARY PUMP DRIVE ............................................................................................. 8-12
GROUP - PUMP DRIVE ................................................................................................................ 8-14
GROUP - FORWARD SHAFT ........................................................................................................ 8-16
GROUP - REVERSE AND 2ND SHAFT ........................................................................................ 8-18
GROUP - REVERSE IDLER .......................................................................................................... 8-20
GROUP - LOW SPEED SHAFT ..................................................................................................... 8-22
GROUP - 3RD SHAFT ................................................................................................................... 8-24
GROUP - IDLER SHAFT (USED IN 6 SPEED AND 3 SPEED WITH DEEP RATIO) .................... 8-26
GROUP - IDLER SHAFT (USED IN 3 SPEED STANDARD RATIO) ............................................. 8-28
GROUP - OUTPUT SHAFT (6 SPEED) ........................................................................................ 8-30
GROUP - OUTPUT SHAFT (3 SPEED STANDARD RATIO) ......................................................... 8-32
GROUP - OUTPUT SHAFT ( 3 SPEED DEEP RATIO) ................................................................. 8-34
GROUP - HI & LOW RANGE SHIFT CONTROL ........................................................................... 8-36
GROUP - CHARGING PUMP & FILTER ....................................................................................... 8-38
GROUP - ELECTRIC CONTROL VALVE MOUNTING .................................................................. 8-40
GROUP - ELECTRIC CONTROL VALVE ASSEMBLY ................................................................... 8-42
9. ASSEMBLY INSTRUCTIONS
10. DISASSEMBLY AND REASSEMBLY T20000 LD TRANSMISSION
11. OPTIONS
11.1 HYDRAULIC ACTUATED AXLE DISCONNECT ................................................................... 11-1
11.1.1 Sectional views and parts identification .................................................................... 11-1
11.1.2 Assembly instructions ............................................................................................... 11-4
11.1.3 Disassembly of output shaft with axle disconnect .................................................... 11-5
11.1.4 Reassembly of output shaft with axle disconnect ..................................................... 11-8
11.1.5 Disassembly of axle disconnect ............................................................................. 11-11
11.1.6 Reassembly of axle disconnect .............................................................................. 11-14
11.2 PARKING BRAKES ............................................................................................................. 11-18
11.2.1 Mechanical Brake ................................................................................................... 11-18
11.2.1.1 Sectional views and parts identification ....................................................... 11-18
11.2.1.2 Adjustment and rebuild criteria .................................................................... 11-23
11.2.1.3 Replacing friction pads ................................................................................ 11-23
11.2.1.4 Disassembly ................................................................................................. 11-24
11.2.1.5 Cleaning and inspection .............................................................................. 11-24
11.2.1.6 Assembly ..................................................................................................... 11-25
11.2.1.7 Replacing mount bushings .......................................................................... 11-25
11.2.1.8 Servicing rotor assembly ............................................................................. 11-25
T20000 3&6 LD RS 08/99 I-iii

11. OPTIONS (Continued)
11.2.2 Spring applied hydraulic released brake (high pressure) ....................................... 11-26
11.2.2.2 Operation ..................................................................................................... 11-31
11.2.2.5 Disassembly................................................................................................. 11-31
11.2.2.7 Assembly ..................................................................................................... 11-32
11.2.2.8 Installation .................................................................................................... 11-33
11.2.2.9 Torque specs ............................................................................................... 11-33
11.2.3 Spring applied hydraulic released brake (low pressure) ......................................... 11-34
11.2.3.2 Operation ..................................................................................................... 11-39
11.2.3.5 Disassembly................................................................................................. 11-39
11.2.3.7 Assembly ..................................................................................................... 11-40
11.2.3.8 Installation .................................................................................................... 11-41
11.2.3.9 Torque specs ............................................................................................... 11-41
12. SERVICE TOOLS

12.1 REVERSE IDLER SHAFT NUT SOCKET (TG 1304-54)
T20000 3&6 LD RS 08/99 I-iv

1. SAFETY PRECAUTIONS
To reduce the chance of personal injury and/or property damage, the following instruction must be carefully
observed.
Proper service and repair are important to the safety of the service technician and the safe, reliable operation
of the machine. If replacement parts are required the part must be replaced by a spare part which has the
same part number or with an equivalent part. Do not use a spare part of lesser quality.
The service procedures recommended in this manual are effective methods for performing service and
repair. Some of these procedures require the use of tools specifically designed for the purpose.
Accordingly, anyone who intends to use a spare part, service procedure or tool, which is not recommended
by SPICER OFF-HIGHWAY PRODUCTS, must first determine that neither his safety nor the safe operation of
the machine will be jeopardized by the spare part, service procedure or tool selected.
IMPORTANT
IT IS IMPORTANT TO NOTE THAT THIS MANUAL CONTAINS VARIOUS ’CAUTIONS’ AND ‘NOTICES’ THAT MUST BE
CAREFULLY OBSERVED IN ORDER TO REDUCE THE RISK OF PERSONAL INJURY DURING SERVICE OR REPAIR,
OR THE POSSIBILITY THAT IMPROPER SERVICE OR REPAIR MAY DAMAGE THE UNIT OR RENDER IT UNSAFE.
IT IS ALSO IMPORTANT TO UNDERSTAND THAT THESE ‘CAUTIONS’ AND ‘NOTICES’ ARE NOT EXHAUSTIVE,
BECAUSE IT IS IMPOSSIBLE TO WARN ABOUT ALL THE POSSIBLE HAZARDOUS CONSEQUENCES THAT MIGHT RESULT
FROM FAILURE TO FOLLOW THESE INSTRUCTIONS.
T20000 3&6 LD RS 08/99 1-1

2. CLEANING, INSPECTION AND LEGEND SYMBOLS
2.1 CLEANING
Clean all parts thoroughly using solvent type cleaning fluid. It is recommended that parts be immersed in
cleaning fluid and moved up and down slowly until all old lubricant and foreign material is dissolved and parts
are thoroughly cleaned.
CAUTION
CARE SHOULD BE EXERCISED TO AVOID SKIN RASHES, FIRE HAZARDS, AND INHALATION OF VAPOURS WHEN USING
SOLVENT TYPE CLEANERS.
2.1.1 Bearings
Remove bearings from cleaning fluid and strike flat against a block of wood to dislodge solidified particles of
lubricant. Immerse again in cleaning fluid to flush out particles. Repeat above operation until bearings are
thoroughly clean. Dry bearings using moisture-free compressed air. Be careful to direct air stream across
bearing to avoid spinning. Do not spin bearings when drying. Bearings may be rotated slowly by hand to
facilitate drying process.
2.1.2 Housings
Clean interior and exterior of housings, bearing caps, etc…, thoroughly. Cast parts may be cleaned in hot
solution tanks with mild alkali solutions providing these parts do not have ground or polished surfaces.
Parts should remain in solution long enough to be thoroughly cleaned and heated. This will aid the evaporation
of the cleaning solution and rinse water. Parts cleaned in solution tanks must be thoroughly rinsed with clean
water to remove all traces of alkali. Cast parts may also be cleaned with steam cleaner.
CAUTION
CARE SHOULD BE EXERCISED TO AVOID INHALATION OF VAPOURS AND SKIN RASHES WHEN USING ALKALI CLEANERS.
All parts cleaned must be thoroughly dried immediately by using moisture-free compressed air or soft, lintless
absorbent wiping rags free of abrasive materials such as metal fillings, contaminated oil, or lapping compound.
2.2 INSPECTION
The importance of careful and thorough inspection of all parts cannot be overstressed. Replacement of all
parts showing indication of wear or stress will eliminate costly and avoidable failures at a later date.
2.2.1 Bearings
Carefully inspect all rollers: cages and cups for wear, chipping, or nicks to determine fitness of bearings for
further use. Do not replace a bearing cone or cup individually without replacing the mating cup or cone at the
same time. After inspection, dip bearings in Automatic Transmission Fluid and wrap in clean lintless cloth or
paper to protect them until installed.
T20000 3&6 LD RS 08/99 2-1

Cleaning, inspection and legend symbols
2.2.2 Oil Seals, Gaskets, Etc.

Replacement of spring load oil seals, “O”-rings, metal sealing rings, gaskets, and snap rings is more economical
when unit is disassembled than premature overhaul to replace these parts at a future time.
Further loss of lubricant through a worn seal may result in failure of other more expensive parts of the
assembly. Sealing members should be handled carefully, particularly when being installed. Cutting, scratching,
or curling under of lip of seal seriously impairs its efficiency. When assembling new metal type sealing rings,
these should be lubricated with coat of chassis grease to stabilize rings in their grooves for ease of assembly
of mating members. Lubricate all “O”-rings and seals with recommended type Automatic Transmission Fluid
before assembly.
2.2.3 Gears and Shafts

If magna-flux process is available, use process to check parts. Examine teeth on all gears carefully for wear,
pitting, chipping, nicks, cracks, or scores. If gear teeth show spots where case hardening is worn through or
cracked, replace with new gear. Small nicks may be removed with suitable hone. Inspect shafts and quills to
make certain they are not sprung, bent, or splines twisted, and that shafts are true.
2.2.4 Housing, Covers, etc.

Inspect housings, covers and bearing caps to ensure that they are thoroughly clean and that mating surfaces,
bearing bores, etc…, are free from nicks or burrs. Check all parts carefully for evidence of cracks or conditions
which would cause subsequent oil leaks or failures.
2.3 LEGEND SYMBOLS
Smontaggio di sottogruppi Sostituire con ogni montaggio

Disassembly of assembly groups Renew at each reassembly
Montaggio di sottogruppi Togliere - mettere la sicura

Reassemble to from assembly group Unlock - lock e.g. split pin, locking plate, etc.
Smontaggio di particollari ingombranti Mettere la sicura, incollare (mastice liquido)

Remove obstruction parts Lock - adhere (liquid sealant)
Montaggio di particollari ingombranti Evitare danni ai materiali, danni ai pezzi

Reinstall - remount parts which had obstructed disassembly Guard against material damage, damage to parts
Attenzione, indicazione importante Marchiari prima dello smontaggio (per il montaggio)

Attention! important notice Mark before disassembly, observe marks when reasembl.
Controllare regolare p.e. coppie, misure, pressione etc. Carricare riempire (olio - lubrificante)
Check - adjust e.g. torque, dimensions, pressures etc. Filling - topping up - refilling e.g. oil, cooling water, etc.
T = Attrezzature speciali P = Pagina Scarricare olio, lubrificante

T = Special tool P = Page Drain off oil, lubricant
Rispettare direzione di montaggio Tendere

Note direction of installation Tighten - clamp ; tightening a clamping device
Controllare esaminare controllo visuale Insere pressione nel circuito idraulico

Visual inspection Apply pressure into hydraulic circuit
Eventualimente riutilizzable (sostituire se necessario) Pulire

Possibly still serviceable, renew if necessary To clean
T20000 3&6 LD RS 08/99 2-2

3. TECHNICAL SPECIFICATIONS
3.1 IDENTIFICATION OF THE UNIT

1. Model and type of the unit.
2. Serial number.
3.2 WEIGHT, DIMENSIONS, OIL CAPACITY

Weight (dry): ±174.6 kg (385 lb.)
T-model
Maximum length: 1015.6 mm (39.98”)
Maximum width: 571.8 mm (22.51”)
Maximum height: 1016.3 mm (40.01”)
Oil capacity
±18.9 l (5.0 US Gallon) without cooler and hydraulic lines.
Consult operator’s manual on applicable machine for system capacity.
T20000 3&6 LD RS 08/99 3-1

Technical specifications
3.3 TIGHTENING TORQUES
3.3.1 Torque specifications for lubricated or plated screw threads
NOM. SIZE GRADE 5

FINE THREAD COARSE THREAD
LBF - FT [N.m] LBF - FT [N.m]
.2500 9 - 11 [12 - 15] 8 - 10 [11 - 14]

.3125 16 - 20 [22 - 27] 12 - 16 [16 - 22]
.3750 26 - 29 [35 - 39] 23 - 25 [31 - 34]
.4375 41 - 45 [56 - 61] 37 - 41 [50 - 56]
.5000 64 - 70 [87 - 95] 57 - 63 [77 - 85]
.5625 91 - 100 [123 - 136] 82 - 90 [111 - 122]
.6250 128 - 141 [174 - 191] 113 - 124 [153 - 168]
.7500 223 - 245 [302 - 332] 200 - 220 [271 - 298]
NOM. SIZE GRADE 8

FINE THREAD COARSE THREAD
.2500 11 - 13 [15 - 18] 9 - 11 [12 - 15]

.3125 28 - 32 [38 - 43] 26 - 30 [35 - 41]
.3750 37 - 41 [50 - 56] 33 - 36 [45 - 49]
.4375 58 - 64 [79 - 87] 52 - 57 [71 - 77]
.5000 90 - 99 [122 - 134] 80 - 88 [108 - 119]
.5625 128 - 141 [174 - 191] 115 - 127 [156 - 172]
.6250 180 - 198 [224 - 268] 159 - 175 [216 - 237]
.7500 315 - 347 [427 - 470] 282 - 310 [382 - 420]
NOM. SIZE GRADE 8.8 or 9.8 GRADE 10.9

COARSE THREAD COARSE THREAD
M8 15 - 20 [20 - 25] 22 - 26 [30 - 35]

M10 30 - 37 [40 - 50] 44 - 48 [60 - 65]
M12 50 - 55 [65 - 75] 74 - 81 [100 - 110]
T20000 3&6 LD RS 08/99 3-2

3.3.2 Elastic stop nut torque
THREAD SIZE LB - FT [N . m]
1" - 20 150 - 200 [203.4 - 271.1]
1 1/4" - 18 200 - 250 [271.2 - 338.9]
1 1/2" - 18 300 - 350 [406.8 - 474.5]
1 3/4" - 18 400 - 450 [542.4 - 610.1]
3.3.3 “O” ring port plug torque chart
THREAD SIZE LBF - FT [N . m]

9/16" - 18 12 - 15 [16 - 20]
3/4" - 16 20 - 25 [27 - 34]
3.3.4 Pipe plug torque chart
THREAD NPTF TORQUE

LBF - FT [N.m]
1/16 - 27 5-7 [7 - 9]
1/8 - 27 7 - 10 [9 - 14]
1/4 - 18 15 - 20 [20 - 27]
3/8 - 18 25 - 30 [34 - 41]
1/2 - 14 30 - 35 [41 - 47]
3/4 - 10 40 - 45 [54 - 61]
1 - 11 1/2 55 - 50 [68 - 75]
1 1/4 - 11 1/2 60 - 65 [81 - 88]
3.3.5 Permanent metric plug torque chart
THREAD SIZE TORQUE

LBF - FT [N.m]
M18 x 1.5 6H 25-30 [34-41]

M18 x 1.5 6H 45-50 [61-68]
T20000 3&6 LD RS 08/99 3-3

3.3.5 Coil and cartridge torque
A: tighten cartridge to 22-27 N.m (16-20 LBF-FT)

B B: tighten cartridge nuts to 5-7 N.m (4-5 LBF-FT)
T20000 3&6 LD RS 08/99 3-4

3.4 PRESSURE AND TEMPERATURE SPECIFICATIONS

• Normal operating temperature 70 - 120 °C (158 - 248 F) measured at temperature check port
converter out (port 71 - **).
• Maximum allowed transmission temperature 120 °C (248 F).
• Transmission regulator pressure (*) - (neutral) - port 31 (**).
- At 600 RPM min. 16.5 bar (240 PSI) minimum.
- At 2200 RPM: 19.3 bar (280 PSI) maximum.
• Pump flow (*)

- At 1800 RPM in neutral: 54.9 l/min. minimum (14.5 GPM).
• Clutch pressures (*)

- 1st clutch: port 41 (**).
- 2nd clutch: port 42 (**).
- 3rd clutch: port 43 (**).
- Forward clutch: port 45 (**).
- Reverse clutch: port 46 (**).
At 2000 RPM :
- 16.5 - 19.3 bar (240 - 280 PSI) clutch activated.
- 0 - 0.2 bar (0 - 3 PSI) clutch released.
• Filter bypass valve set at 1.5 - 1.7 bar (*) (22 - 24 PSI).
• Lube pressure (*) (port 33) 0.7 - 1.4 bar (10 - 20 PSI) at 54.9 l/min. (14.5 GPM) pump flow
(±1800 RPM).
• Safety valve: cracking pressure (*) 8.2 - 12.1 bar (120 - 175 PSI).
• Converter out pressure (*) (port 32) 1.7 bar min. (25 PSI) at 2000 RPM and max. 4.8 bar (70 PSI) at no
load governed speed.
(*) All pressures and flows to be measured with oil temperature of 82-93 °C (180-200 F)
(**) Refer to section 7 “Troubleshooting” for check port identification.
T20000 3&6 LD RS 08/99 3-5

3.5 ELECTRICAL SPECIFICATIONS
• Solenoid (forward, reverse, 1st and 2nd).
Coil resistance:
- 12V: 9.79 Ω ±0.5 Ω.
- 24V: 39.3 Ω ±2 Ω.
• Speed sensor:
- Type: magneto resistive sensor.
- Sensing distance: 0 - 1.8 mm (0” - 0.07”).
- Sensor signal: generates a square current with a fixed amplitude changing between 7 and 14 mA.
3.6 HYDRAULIC COOLER AND FILTER LINE SPECIFICATIONS

• Minimum 19 mm (.75”) internal diameter for lines and fittings.
• Suitable for operation from ambient to 120 °C (248 F) continuous operating temperature.
• Must withstand 20 bar (290 PSI) continuous pressure and with 40 bar (580 PSI) intermittent surges.
• Conform SAE J1019 and SAE J517, 100RI.
T20000 3&6 LD RS 08/99 3-6

4. MAINTENANCE
4.1 OIL SPECIFICATION
4.1.1 Recommended lubricants

1. Caterpillar TO-4.
2. John Deere J20 C, D.
3. Military MIL-PRF-2104G.
4. Allison C-4.
5. Dexron* II Equivalent - See note below.
Note
DEXRON* II EQUIVALENT IS ACCEPTABLE; HOWEVER IT IS NOT COMPATIBLE WITH TORQUE CONVERTERS OR
TRANSMISSIONS EQUIPPED WITH GRAPHITIC FRICTION MATERIAL CLUTCH PLATES.
Caution
DEXRON* III, ENGINE OIL OR GL-5 OILS ARE NOT RECOMMENDED.
PREFERRED OIL VISCOSITY

It is recommended that the highest viscosity monograde lubricant available be used for the anticipated
ambient temperature. Typically this will be a CAT TO-4 qualified lubricant. When large swings in ambient
temperature are probable, J20 C, D multigrades are recommended. Multigrade lubricants should be applied
at the lower viscosity rating for the prevailing ambient temperature, i.e. a 10W20 should be used where a
10W monograde is used. If a C-4 multigrade is used in stead of J20 lubricant it is recommended that the
viscosity span no more than 10 points, i.e. 10W20.
Caution
SYNTHETIC LUBRICANTS ARE APPROVED IF QUALIFIED BY ONE OF THE ABOVE SPECIFICATIONS.
OIL VISCOSITY GUIDELINES APPLY, BUT SYNTHETIC MULTIGRADES MAY SPAN MORE THAN 10 POINTS.
FOR FIRE RESISTANT FLUID RECOMMENDATIONS PLEASE CONTACT SPICER OFF-HIGHWAY PRODUCTS.
Recommended SAE J300 Viscosity Grade Based on Prevailing Ambient Temperature
SAE OW20
Dexron* II or equivalent.
SAE 10W
SAE 20
SAE 30
SAE 40
Celsius -40 -30 -20 -10 0 10 20 30 40 50

Fahrenheit -40 -22 -4 14 32 50 68 88 104 122
T20000 3&6 LD RS 08/99 4-1

Maintenance
SUMP PREHEATERS
Preheat the transmission fluid to the minimum temperature for the oil viscosity used before engine start up.
NORMAL OIL CHANGE INTERVAL

Drain and refill system every 1000 hours for average environmental and duty cycle conditions. Severe or
sustained high operating temperature or very dusty atmospheric conditions will result in accelerated
deterioration or contamination. Judgement must be used to determine the required change intervals for
extreme conditions.
EXTENDED OIL CHANGE INTERVAL

Extended oil service life may result when using synthetic fluids. Appropriate change intervals should be
determined for each transmission by measuring oil oxidation and wear metals, over time, to determine a
baseline. Wear metal analysis can provide useful information but a transmission should not be removed from
service based solely on this analysis.
FILTERS
Service oil filters element every 500 hours under normal environmental and duty cycle conditions.
*Dexron is a registered trademark of GENERAL MOTORS CORPORATION.
T20000 3&6 LD RS 08/99 4-2

Maintenance
4.2 MAINTENANCE INTERVALS
4.2.1 Daily
Check oil level daily with engine running at idle (600 RPM) and oil at 82 - 93 °C (180-200 F).
Maintain oil level at full mark.
4.2.2 Normal drain period

Normal drain period and oil filter element change are for average environment and duty cycle condition.
Severe or sustained high operating temperature or very dusty atmospheric conditions will cause accelerated
deterioration and contamination.
For extreme conditions judgement must be used to determine the required change intervals.
Every 500 hours
Change oil filter element.
Every 1000 hours
Drain and refill system as follows (Drain with oil at 65 - 93 °C (150 - 200 F)):
1. Drain transmission.
2. Remove and discard filter. Install new filter.
3. Refill transmission to FULL mark.
4. Run engine at 500 - 600 RPM to prime convertor and lines.
5. Recheck level with engine running at 500 - 600 RPM and add oil to bring level to LOW mark.
When oil temperature is hot 82.2 - 93.3 °C (180- 200 F) make final oil level check and adjust if
necessary to bring oil level to FULL mark.
Note
IT IS RECOMMENDED THAT OIL FILTER BE CHANGED AFTER 100 HOURS OF OPERATION ON NEW,
REBUILT OR REPAIRED UNIT.
T20000 3&6 LD RS 08/99 4-3

Maintenance
4.3 SERVICING MACHINE AFTER COMPONENTS OVERHAUL

The transmission, torque converter, and its allied hydraulic system are important links in the driveline between
the engine and the wheels. The proper operation of either unit depends greatly on the condition and operation
of the other. Therefore, whenever repair or overhaul of one unit is performed, the balance of the system must
be considered before the job can be considered complete.
After the overhauled or repaired transmission has been installed in the machine, the oil cooler, and connecting
hydraulic system must be thoroughly cleaned. This can be accomplished in several manners and a degree of
judgement must be exercised as to the method employed.
The following are considered the minimum steps to be taken:

1. Drain entire system thoroughly.
2. Disconnect and clean all hydraulic lines. Where feasible hydraulic lines should be removed from machine
for cleaning.
3. Replace oil filter element.
4. The oil cooler must be thoroughly cleaned. The cooler should be “back flushed” with oil and compressed
air until all foreign material has been removed. Flushing in direction of normal oil flow will not adequately
clean the cooler. If necessary, cooler assembly should be removed from machine for cleaning, using oil,
compressed air, and steam cleaner for that purpose.
IMPORTANT
DO NOT USE FLUSHING COMPOUNDS FOR CLEANING PURPOSES.
5. Reassemble all components and use only type oil (See chapter 4.1.1 “Recommended lubricants”).
Fill the transmission through filler opening until fluid comes up to FULL mark on transmission dipstick.
• Remove filler plug and fill oil until FULL mark.
• Run engine two minutes at 500 - 600 RPM to prime torque convertor and hydraulic lines.
• Recheck level of fluid in transmission with engine running at idle (500 - 600 RPM).
• Add quantity necessary to bring fluid level to LOW mark on dipstick.
• Recheck with hot oil 82.2 - 93.3 °C (180 - 200 F).
• Adjust oil level to FULL mark on dipstick.
6. Recheck all drain plugs, lines, connections, etc.…, for leaks and tighten where necessary.
T20000 3&6 LD RS 08/99 4-4

5. INSTALLATION DETAILS
5.1 CONVERTER DRIVE COUPLING

Measure the “A” dimension (bolt circle diameter) and order drive plate kit listed below. Note three (3) kits
have two (2) intermediate drive plates and one (1) drive plate and weld nut assembly. Three (3) kits with
three intermediate drive plates.
(1) DRIVE PLATE AND

WELD NUT ASSEMBLY
A
A
BOLT CIRCLE DIA. BOLT CIRCLE DIA.
BACKING RING (2) INTERMEDIATE DRIVE PLATES BACKING RING (3) INTERMEDIATE DRIVE PLATES
“A” Dimension (Bolt circle diameter) “A” Dimension (Bolt circle diameter)
• 11.380” (288.900 mm) diameter • 11.380” (288.900 mm) diameter
Kit No. 814978. Kit No. 814979.
Kit No. 814977. Kit No. 814980.
Kit No. 814975. Kit No. 814981.
Each kit will include the following parts: Each kit will include the following parts:
• 2 Intermediate drive plates. • 3 Intermediate drive plates.
• 1 Drive plate and weld nut assembly. • 1 Backing ring.
• 1 Backing ring. • 6 Mounting screws.
• 6 Mounting screws. • 6 Lockwashers.
• 6 Lockwashers. • 1 Instruction sheet.
• 1 Instruction sheet.
Position drive plate and weld nut assembly on torque converter assembly with weld nuts toward converter.
Align intermediate drive plates and backing plate with holes in torque converter assembly.
Note
TWO DIMPLES 180° APART IN BACKING RING MUST BE OUT TOWARD ENGINE FLYWHEEL
(HOLLOW SIDE FACING TORQUE CONVERTER ASSEMBLY). INSTALL CAP SCREWS AND LOCKWASHERS.
TIGHTEN CAP SCREWS TORQUE 40 - 50 N.M. (30 - 37 LBF. FT.).
T20000 3&6 LD RS 08/99 5-1

Installation details
5.2 TRANSMISSION TO ENGINE INSTALLATION PROCEDURE
1. Remove all burrs from flywheel mounting face and

nose pilot bore. Clean drive plate surface with
solvent. FLYWHEEL HOUSING MOUNT
DIAL INDICATOR
HERE
2. Check engine flywheel & housing for conformance
to standard SAE No. 3 per SAE J927 and J1033
ENGINE
tolerance specifications for pilot bore size, pilot
bore runout and mounting face flatness. Measure FLYWHEEL
and record engine crankshaft end play (Fig. 1). PILOT BORE
3. Install two 63,50 mm (2.50”) long transmission to

FLYWHEEL
flywheel housing guide studs in the engine
flywheel housing as shown. Rotate the engine
flywheel to align a drive plate mounting screw hole FIG. 1
with the flywheel housing access hole
(Fig. 2).
*4. Install a 101,60 mm (4.00”) long drive plate
locating stud .3750-24 fine thread in a drive plate
nut. Align the locating stud in the drive plate with FLYWHEEL HOUSING CONVERTER HOUSING
the flywheel drive plate mounting screw hole
positioned in step No. 3.
5. Rotate the transmission torque converter to align 4"STUD
the locating stud in the drive plate with the flywheel
drive plate mounting screw hole positioned in step
No. 3. Locate transmission on flywheel housing. 21/2"ALIGNING
STUDS
Aligning drive plate to flywheel and transmission FLYWHEEL

DRIVE
PLATE
to flywheel housing guide studs. Install
transmission to flywheel housing screws. Tighten
FIG. 2
screws to specified torque. Remove transmission
to engine guide studs. Install remaining screws
and tighten to specified torque.
*6. Remove drive plate locating stud. SPECIAL STUD, WASHER AND
SELF LOCK NUT FURNISHED
FLYWHEEL HOUSING BY ENGINE MANUFACTURER.
7. Install drive plate attaching screw and washer.
Snug screw but do not tighten. Some engine
flywheel housings have a hole located on the FLYWHEEL
flywheel housing circumference in line with the
drive plate screw access hole. A screwdriver or IMPELLER
COVER
pry bar used to hold the drive plate against the
flywheel will facilitate installation of the drive plate INTERMEDIATE
screws. Rotate the engine flywheel and install the DRIVE PLATES
remaining seven (7) flywheel to drive plate

attaching screws. Snug screws but do not tighten.
After all eight (8) screws are installed. FIG. 3 FIG.4
Torque each one 35 to 39 N.m. (26- 29ft.lbs.). This
will require tightening each screw and rotating the PLATES TO BE INSTALLED
WITH CONCAVE SIDE
engine flywheel until the full amount of eight (8) TOWARD ENGINE FLYWHEEL
screws have been tightened to specified torque.
8. Measure engine crankshaft end play after
transmission has been completely installed on
engine flywheel. This value must be within
0,025 mm (0.001”) of the end play recorded in FIG. 5
step No. 2.
* Does not apply to units having 3 intermediate drive
plates. See Fig.4.
T20000 3&6 LD RS 08/99 5-2

5.3 EXTERNAL PLUMBING
From transmission out to cooler
Transmission cooler
From cooler to
transmission in
Left side view
5.3.1 Optional: remote filter
To oil filter
From oil filter

OUT
IN
.3750-16 UNC - 2B THD

.88 [22.4] DEEP 3 HOLES
Optional remote filter
5.3.2 Cooler & filter lines specifications

• Minimum 19 mm (.75 inch) internal diameter for lines and fittings.
• Suitable for operation from ambient to 120 °C (248 F) continuous operating temperature.
• Must withstand 20 bar (290 psi) continuous pressure and with 40 bar (580 psi) intermittent surges.
• Conform SAE J1019 and SAE J517,100RI.
T20000 3&6 LD RS 08/99 5-3

5.4 SPEED SENSOR INSTALLATION
On the sensor body there is a small plastic triangular position

sign. Make sure the position sign on the sensor points as shown
Position sign
below in the direction of the movement of the gearteeth (Teeth
rotation as shown).
Teeth rotation
1.65
(42.0)
Screw
Tighten to 5.9 - 7.4 lbf-ft
Position sign (8 - 10 Nm) Plug Screw
Tighten to 5.9 - 7.4 lbf-ft
"O"-ring Support "O"-ring (8 - 10 Nm)
Sensor installed Hole plugged
Sensor position on transmission

Turbine speed sensor location
Engine speed sensor location
FP
FC
3C
2P
2C
RC
RP
RP
T20000 3&6 LD RS 08/99 5-4

5.4 SPEED SENSOR INSTALLATION (Continued)
Position sign
Pin 2 ( - ) Pin 1 ( + )
The magneto resistive sensor generates a square wave current with a fixed amplitude changing
between 7 mA and 14 mA.
The sensor has an integrated AMP superseal 2 pin connector.
The two pins are numbered 1 and 2.
Following table shows the relation between wire colour, pin number and connection.
COLOUR PIN NUMBER FUNCTION CONNECTION

BROWN 1 Current input Hot wire
BLUE 2 Current output Ground wire
Note
THE SENSOR WIRES HAVE A POLARITY.
BE SURE TO CORRECTLY OBSERVE SENSOR POLARITIES, AS WRONG CONNECTIONS WILL DEACTIVATE THE SENSOR !
T20000 3&6 LD RS 08/99 5-5

6. OPERATION OF THE TRANSMISSION
6.1 THE TRANSMISSION ASSEMBLY
Basically the transmission is composed of five main assemblies:

1. The converter, pump drive section and pressure regulating valve.
2. The input shaft and directional clutches.
3. The range clutches.
4. The output section.
5. The transmission control valve.
FWD
REV 2ND 1ST
3RD
T20000 3&6 LD RS 08/99 6-1

Operation of the transmission
6.1.1 The converter, pump drive section and pressure regulating valve
Engine power is transmitted from the engine flywheel to the impeller through the impeller cover.
This element is the pump portion of the hydraulic torque converter and is the primary component which starts
the oil flowing to the other components which results in torque multiplication. This element can be compared
to a centrifugal pump, that picks up fluid at its centre and discharges it at the outer diameter.
The torque converter turbine is mounted opposite the impeller and is connected to the turbine shaft of the
torque converter. This element receives fluid at its outer diameter and discharges it at its centre.
The reaction member of the torque converter is located between and at the centre of the inner diameters of
the impeller and turbine elements. Its function is to take the fluid which is exhausting from the inner portion of
the turbine and change its direction to allow correct entry for recirculation into the impeller element.
This recirculation will make the converter to multiply torque.
The torque multiplication is function of the blading (impeller, turbine and reaction member) and the converter
output speed (turbine speed). The converter will multiply engine torque to its designed maximum multiplication
ratio when the turbine shaft is at zero RPM (stall).
Therefore we can say that as the turbine shaft is decreasing in speed, the torque multiplication is increasing.
The hydraulic pump is connected with the pump drive gear. This pump drive gear is driven by the impeller hub
gear. Since the impeller hub gear is connected with the impeller cover, the pump speed is in direct relation
with the engine speed.
Note
THE PRESSURE REGULATOR VALVE AND SAFETY VALVE ARE MOUNTED BEHIND THE FILTER,
IN THE FILTER ADAPTER HOUSING.
FWD
REV 2ND 1ST
3RD
THE CONVERTER, PUMP DRIVE SECTION AND PRESSURE REGULATING VALVE
T20000 3&6 LD RS 08/99 6-2

6.1.2 The input shaft and directional clutches

The turbine shaft driven from the turbine transmits power to the forward or reverse clutch.
These clutches consist of a drum with internal splines and a bore to receive a hydraulic actuated piston.
The piston is oil tight by the use of sealing rings. The steel discs with external splines, and friction discs
with internal splines, are alternated until the required total is achieved.
A back-up plate is then inserted and secured with a retainer ring. A hub with outer diameter splines is
inserted into the splines of discs with teeth on the inner diameter. The discs and hub are free to increase in
speed or rotate in the opposite direction as long as no pressure is present in that specific clutch.
To engage the clutch, the solenoid will direct oil under pressure through tubes and passages to the selected
clutch shafts.
Oil sealing rings are located on the clutch shafts. These rings direct the oil through a drilled passage in the
shaft to the desired clutch.
Pressure of the oil forces the piston and discs against the back-up plate. The discs with splines on the outer
diameter clamping against discs with teeth on the inner diameter enables the drum and hub to be locked
together and allows them to drive as one unit.
When the clutch is released, a return spring will push the piston back and oil will drain back via the shift spool,
the bleed valve or holes in the clutch piston into the transmission sump.
These bleed valves will only allow quick escape of oil when the pressure to the piston is released.
As an option the engagement of the directional clutches can be modulated. This means that clutch pressure
is built up gradually. This will enable the unit to make forward, reverse shifts while the vehicle is still moving
and will allow smooth engagement of drive. The modulation is done hydraulically.
FWD
REV 2ND 1ST
3RD
THE INPUT SHAFT AND DIRECTIONAL CLUTCHES
T20000 3&6 LD RS 08/99 6-3

6.1.3 The range clutches

Once a directional clutch is engaged power is transmitted to the range clutches (1st, 2nd or 3rd).
Operation and actuation of the range clutches is similar to the directional clutches.
The engagement of the range clutches are not modulated.
6.1.4 The output section

With a range clutch engaged, power is finally transmitted to the output shaft.
Output rotation is opposite as the engine rotation when the forward clutch is engaged.
A front and/or rear axle disconnect is optional and is located on the output shaft. The drive to the front and/
or rear axle can be disconnected or connected by manual shifting.
Note
TO ENGAGE OR DISENGAGE THE AXLE DISCONNECT, THE VEHICLE IS NOT ALLOWED TO DRIVE,
BUT NEEDS TO BE AT STANDSTILL.
The 6-speed range shift transmission has a manual shifting to select low or high range.
Note
TO SHIFT THE RANGE SHIFT, THE VEHICLE IS NOT ALLOWED TO DRIVE,
BUT NEEDS TO BE AT STANDSTILL.
FWD
FWD
REV 2ND 1ST REV 2ND 1ST
3RD 3RD
THE RANGE CLUTCHES THE OUTPUT SECTION
T20000 3&6 LD RS 08/99 6-4

6.1.5 The transmission controls (refer to hydraulic diagram)

The transmission is controlled by the control valve. The control valve assembly is mounted directly on the
side of the converter housing. The function of the control valve assembly is to direct oil under pressure to
the desired directional and speed clutch. A provision is made on certain models for inching or declutch
when the brakes are applied.
This is accomplished through use of a brake actuated valve.
The control valve has 4 solenoids and 4 shift spools.
Operation of the valve
Forward can be selected by activating the forward solenoid. The forward solenoid will then allow pilot pressure
to move the forward shift spool. Due to this movement of the shift spool the forward clutch is fed with oil
pressure.
When the reverse solenoid is activated, pilot pressure will move the reverse shift spool.
The reverse clutch will be fed with oil pressure.
The shift spools of forward and reverse are located opposite each other separated by a return spring.
This ensures that only one direction can be selected.
FP
FC
3C
2P
Forward Solenoid
RC
2C Reverse Solenoid
RP 2nd Solenoid
RP 1st Solenoid
THE TRANSMISSION CONTROLS

Selection of range
If the range solenoids 1st and 2nd are activated, regulated pressure is fed through the shift spools to the
1st clutch.
If the range solenoid 2nd is activated, regulated pressure is fed through the shift spools to the 2nd clutch.
If no range solenoids are activated, the regulated pressure is fed to the 3rd clutch.
T20000 3&6 LD RS 08/99 6-5

6.2 ELECTRIC SOLENOID CONTROLS
Transmission gear Activated solenoids Activated clutches

Forward 3 Forward Forward, 3rd
Forward 2 Forward, 2nd Forward, 2nd
Forward 1 Forward, 1st, 2nd Forward, 1st
Neutral 3 - 3rd
Neutral 2 2nd 2nd
Neutral 1 1st, 2nd 1st
Reverse 3 Reverse Reverse, 3rd

Reverse 2 Reverse, 2nd Reverse, 2nd
Reverse 1 Reverse, 1st, 2nd Reverse, 1st
T20000 3&6 LD RS 08/99 6-6

6.3 POWERFLOWS, ACTIVATED SOLENOIDS AND HYDRAULIC CIRCUIT
6.3.1 Neutral, 3rd clutch engaged and high range selected
NEUTRAL 3rd (POWERFLOW)

HIGH RANGE FWD
REV 2ND 1ST
3RD
FORWARD 3rd
SUPPLY
2nd
REVERSE
1st
FWD REV 2 ND 1 ST
NEUTRAL 3rd (ACTIVATED SOLENOIDS AND SPOOLS)

HIGH RANGE
T20000 3&6 LD RS 08/99 6-7

T20000 TRANSMISSION - HYDRAULIC DIAGRAM OPERATOR COMPARTMENT
6.3.1
3 AND 6 SPEED WITH RANGE SHIFT TRANSMISSION PRESSURE TEMPERATURE : PRESSURE
X
T20000
GAUGE GAUGE CHECK PORT
NEUTRAL AND 3RD CLUTCH ENGAGED bar
X : TEMPERATURE
°C CHECK PORT
3&6
SAFETY VALVE
8.2 - 12.1 BAR
CRACKING PRESSURE
LD RS
CI CI CO CO
bar °C °C bar
LUBRICATION
HOSE COOLER HOSE

TORQUE
CONVERTER
PRESSURE
REGULATOR
VALVE
16.5 - 19.3 bar
08/99
OPTIONAL OPTIONAL
2ND 1ST FORWARD MODULATION REVERSE MODULATION

SOLENOID SOLENOID SOLENOID VALVE SOLENOID VALVE
BY-PASS FILTER
VALVE
1.5 - 1.7 bar
Neutral, 3rd clutch engaged and high range selected (continued)
2P 1P FP RP
bar bar bar bar
PUMP
AIR
BREATHER
SCREEN
3C 2C 1C FC RC
bar bar bar bar bar
OIL SUMP
(1 bar = 14.504 PSI) 3RD 2ND 1ST FORWARD REVERSE

CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
6-8
6.3.2 Forward 1st speed and high range selected
FWD
FORWARD 1st (POWERFLOW)

HIGH RANGE
REV 2ND 1ST
3RD
FORWARD 3 RD
SUPPLY
2 ND
REVERSE
1 ST
FWD REV 2 ND 1 ST
FORWARD 1st (ACTIVATED SOLENOIDS AND SPOOLS)

HIGH RANGE
T20000 3&6 LD RS 08/99 6-9

6.3.2
X
T20000
FORWARD AND 1ST CLUTCH ENGAGED bar
X : TEMPERATURE
°C CHECK PORT
3&6
SAFETY VALVE
8.2 - 12.1 BAR
CRACKING PRESSURE
LD RS
CI CI CO CO
bar °C °C bar
LUBRICATION
HOSE COOLER HOSE

TORQUE
CONVERTER
PRESSURE
REGULATOR
VALVE
16.5 - 19.3 bar
08/99
OPTIONAL OPTIONAL

BY-PASS FILTER
Forward 1st speed and high range selected (continued)
VALVE
1.5 - 1.7 bar
2P 1P FP RP
bar bar bar bar
PUMP
AIR
BREATHER
SCREEN
3C 2C 1C FC RC
bar bar bar bar bar
OIL SUMP
3RD 2ND 1ST FORWARD REVERSE

(1 bar = 14.504 PSI) CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH
6-10
6.3.3 Forward 2nd speed and high range selected
FWD
FORWARD 2nd (POWERFLOW)

HIGH RANGE
REV 2ND 1ST
3RD
FORWARD 3 RD
SUPPLY
2 ND
REVERSE
1 ST
FWD REV 2 ND 1 ST
FORWARD 2nd (ACTIVATED SOLENOIDS AND SPOOLS)

HIGH RANGE
T20000 3&6 LD RS 08/99 6-11

6.3.3
X
T20000
FORWARD AND 2ND CLUTCH ENGAGED bar
X : TEMPERATURE
°C CHECK PORT
3&6
SAFETY VALVE
8.2 - 12.1 BAR
CRACKING PRESSURE
LD RS
CI CI CO CO
bar °C °C bar
LUBRICATION
HOSE COOLER HOSE

TORQUE
CONVERTER
PRESSURE
REGULATOR
VALVE
16.5 - 19.3 bar
08/99
OPTIONAL OPTIONAL

BY-PASS FILTER
Forward 2nd speed and high range selected (continued)
VALVE
1.5 - 1.7 bar
2P 1P FP RP
bar bar bar bar
PUMP
AIR
BREATHER
SCREEN
3C 2C 1C FC RC
bar bar bar bar bar
OIL SUMP

6-12
6.3.4 Forward 3rd speed and high range selected
FWD
FORWARD 3rd (POWERFLOW)

HIGH RANGE
REV 2ND 1ST
3RD
FORWARD 3 RD
SUPPLY
2 ND
REVERSE
1 ST
FWD REV 2 ND 1 ST
FORWARD 3rd (ACTIVATED SOLENOIDS AND SPOOLS)

HIGH RANGE
T20000 3&6 LD RS 08/99 6-13

6.3.4
X
T20000
FORWARD AND 3RD CLUTCH ENGAGED bar
X : TEMPERATURE
°C CHECK PORT
3&6
SAFETY VALVE
8.2 - 12.1 BAR
CRACKING PRESSURE
LD RS
CI CI CO CO
bar °C °C bar
LUBRICATION
HOSE COOLER HOSE

TORQUE
CONVERTER
PRESSURE
REGULATOR
VALVE
16.5 - 19.3 bar
08/99
OPTIONAL OPTIONAL

BY-PASS FILTER
Forward 3rd speed and high range selected (continued)
VALVE
1.5 - 1.7 bar
2P 1P FP RP
bar bar bar bar
PUMP
AIR
BREATHER
SCREEN
3C 2C 1C FC RC
bar bar bar bar bar
OIL SUMP

6-14
6.3.5 Reverse 1st speed and high range selected
FWD
REVERSE 1st (POWERFLOW)

HIGH RANGE
REV 2ND 1ST
3RD
FORWARD
3 RD
SUPPLY
REVERSE 2 ND
1 ST
FWD REV 2 ND 1 ST
REVERSE 1st (ACTIVATED SOLENOIDS AND SPOOLS)

HIGH RANGE
T20000 3&6 LD RS 08/99 6-15

6.3.5
X
T20000
REVERSE AND 1ST CLUTCH ENGAGED bar
X : TEMPERATURE
°C CHECK PORT
3&6
SAFETY VALVE
8.2 - 12.1 BAR
CRACKING PRESSURE
LD RS
CI CI CO CO
bar °C °C bar
LUBRICATION
HOSE COOLER HOSE

TORQUE
CONVERTER
PRESSURE
REGULATOR
VALVE
16.5 - 19.3 bar
08/99
OPTIONAL OPTIONAL

Reverse 1st speed and high range selected (continued)
BY-PASS FILTER
VALVE
1.5 - 1.7 bar
2P 1P FP RP
bar bar bar bar
PUMP
AIR
BREATHER
SCREEN
3C 2C 1C FC RC
bar bar bar bar bar
OIL SUMP

6-16
6.3.6 Forward 1st speed and low range selected
FWD
FORWARD 1st (POWERFLOW)

LOW RANGE
REV 2ND 1ST
3RD
FORWARD 3 RD
SUPPLY
REVERSE 2 ND
1 ST
FWD REV 2 ND 1 ST
FORWARD 1st (ACTIVATED SOLENOIDS AND SPOOLS)

LOW RANGE
T20000 3&6 LD RS 08/99 6-17

6.3.6
X
T20000
FORWARD AND 1ST CLUTCH ENGAGED bar
X : TEMPERATURE
°C CHECK PORT
3&6
SAFETY VALVE
8.2 - 12.1 BAR
CRACKING PRESSURE
LD RS
CI CI CO CO
bar °C °C bar
LUBRICATION
HOSE COOLER HOSE

TORQUE
CONVERTER
PRESSURE
REGULATOR
VALVE
16.5 - 19.3 bar
08/99
OPTIONAL OPTIONAL

Forward 1st speed and low range selected (continued)
BY-PASS FILTER
VALVE
1.5 - 1.7 bar
2P 1P FP RP
bar bar bar bar
PUMP
AIR
BREATHER
SCREEN
3C 2C 1C FC RC
bar bar bar bar bar
OIL SUMP

6-18
6.4 GEAR AND CLUTCH LAY-OUT
6.4.1 3-Speed with standard ratio
Forward
1st, 2nd and Reverse
Reverse idler
3rd and Idler
Output Section
T20000 3&6 LD RS 08/99 6-19

6.4.2 3-Speed with deep ratio
Forward
Reverse idler
3rd and Idler
Output Section
T20000 3&6 LD RS 08/99 6-20

6.4.2 6-Speed with range shift
Forward
Reverse idler
3rd and Idler
Output Section
T20000 3&6 LD RS 08/99 6-21

7. TROUBLESHOOTING GUIDE FOR THE T20000 TRANSMISSION
The following information is presented as an aid to isolating and determining the specific problem area in a
transmission that is not functioning correctly.
When troubleshooting a “transmission” problem, it should be kept in mind that the transmission is only the
central unit of a group of related powertrain components. Proper operation of the transmission depends on
the condition and correct functioning of the other components of the group. Therefore, to properly diagnose
a suspected problem in the transmission, it is necessary to consider the transmission fluid, charging pump,
torque converter, transmission assembly, oil cooler, filter, connecting lines, and controls, including the engine,
as a complete system.
By analysing the principles of operation together with the information in this section, it should be possible to
identify and correct any malfunction which may occur in the system.
7.1 T20000 TRANSMISSION

T20000 (power shift with torque converter transmission) troubles fall into three general categories:
1. Mechanical problems.
2. Hydraulic problems.
3. Electrical problems.
In addition to the mechanical and electrical components, all of which must be in the proper condition and
functioning correctly, the correct functioning of the hydraulic circuit is most important. Transmission fluid is
the “life blood” of the transmission. It must be supplied in an adequate quantity and delivered to the system
at the correct pressures to ensure converter operation, to engage and hold the clutches from slipping, and to
cool and lubricate the working components.
7.2 TROUBLESHOOTING PROCEDURES
7.2.1 Stall Test

A stall test to identifies transmission, converter, or engine problems.
Use following procedure:
1. Put the vehicle against a solid barrier, such as a wall, and/or apply the parking brake and block the
wheels.
2. Put the directional control lever in FORWARD (or REVERSE, as applicable).
3. Select the highest speed.
With the engine running, slowly increase engine speed to approximately one-half throttle and hold until
transmission (converter outlet) oil temperature reaches the operating range.
CAUTION
DO NOT OPERATE THE CONVERTER AT STALL CONDITION LONGER THAN 30 SECONDS AT ONE TIME, SHIFT TO NEUTRAL
FOR15 SECONDS AND REPEAT THE PROCEDURE UNTIL DESIRED TEMPERATURE IS REACHED.
EXCESSIVE TEMPERATURE 120 °C (250 F) MAXIMUM WILL CAUSE DAMAGE TO TRANSMISSION CLUTCHES, FLUID,
CONVERTER, AND SEALS.
T20000 3&6 LD RS 08/99 7-1

Troubleshooting guide
7.2.2 Transmission pressure checks

Transmission problems can be isolated by the use of pressure tests. When the stall test indicates slipping
clutches, then measure clutch pack pressure to determine if the slippage is due to low pressure or clutch
plate friction material failure.
In addition, converter charging pressure and transmission lubrication pressure can also be measured.
7.2.3 Mechanical and electrical checks

Prior to checking any part of the system for hydraulic function (pressure testing), the following mechanical
and electrical checks should be made:
• Check the parking brake and inching pedal for correct adjustment.
• Be sure all lever linkage is properly connected and adjusted in each segment and at all connecting points.
• The controls are actuated electrically. Check the wiring and electrical components.
• Be sure that all components of the cooling system are in good condition and operating correctly.
The radiator must be clean to maintain the proper cooling and operating temperatures for the engine and
transmission. Air clean the radiator, if necessary.
• The engine must be operating correctly. Be sure that it is correctly tuned and adjusted to the correct idle
and maximum no-load governed speed specifications.
7.2.4 Hydraulic checks

Also, before checking the transmission clutches, torque converter, charging pump, and hydraulic circuit for
pressure and rate of oil flow, it is important to make the following transmission fluid check:
Check oil level in the transmission. The transmission fluid must be at the correct (full level).
All clutches and the converter and its fluid circuit lines must be fully charged (filled) at all times.
Note
THE TRANSMISSION FLUID MUST BE AT OPERATING TEMPERATURE OF 82 - 93 °C (180 - 200 F) TO OBTAIN
CORRECT FLUID LEVEL AND PRESSURE READINGS.
DO NOT ATTEMPT TO MAKE THESE CHECKS WITH COLD OIL.
To raise the oil temperature to this specification it is necessary to either operate (work) the vehicle or run the
engine with converter at “stall” (Refer to 7.2.1 “Stall test”).
CAUTION
BE CAREFUL THAT THE VEHICLE DOES NOT MOVE UNEXPECTEDLY WHEN OPERATING THE ENGINE AND
CONVERTER AT STALL RPM.
T20000 3&6 LD RS 08/99 7-2

7.3 TROUBLESHOOTING GUIDE

Refer to the following troubleshooting guide for the diagnosis of typical transmission troubles.
7.3.1 Low clutch pressure
CAUSE REMEDY
1. Low oil level. 1. Fill to proper level.
2. Clutch pressure regulating valve stuck open. 2. Clean valve spool and housing.
3. Faulty charging pump. 3. Replace pump.
4. Broken or worn clutch shaft or piston sealing rings. 4. Replace sealing rings.
5. Clutch piston bleed valve stuck open. 5. Clean bleed valves thoroughly.
7.3.2 Low charging pump output
CAUSE REMEDY
2. Suction screen plugged. 2. Clean suction pump.
3. Defective charging pump. 3. Replace pump.
7.3.3 Overheating
Cause Remedy
1. Worn oil sealing rings. 1. Remove, disassemble, and rebuild converter
assembly.
2. Worn charging pump. 2. Replace charging pump.
4. Dirty oil cooler. 4. Clean cooler.
5. Restriction in cooler lines. 5. Change cooler lines.
7.3.4 Noisy converter
Cause Remedy
1. Worn charging pump. 1. Replace charging pump.
2. Worn or damaged bearings. 2. A complete disassembly will be necessary to
determine which bearing is faulty.
7.3.5 Lack of power
Cause Remedy
1. Low engine RPM at converter stall. 1. Tune engine check governor.
2. See “Overheating” and make same checks. 2. Make corrections as explained in “Overheating”.
T20000 3&6 LD RS 08/99 7-3

7.4 CHECK POINTS
GRAVITY DRAIN PLUG PORT 33

1-11.5 NPTF CHECK PORT-LUBE PRESSURE
.5625-18UNF-2B
SAE "O"-RING PORT
FRONT VIEW
LIFTING HOLE
.7500-10 UNC - 3B THD DEEP 1.12
PORT 71
CHECK PORT - CONVERTER OUT TEMPERATURE
1/2 - 14 NPTF
PORT 32
CHECK PORT - CONVERTER OUT PRESSURE
1/8 - 27 NPTF
AIR/HYDRAULIC HIGH-LOW RANGE SHIFT

OPERATING PRESSURE 4.1-10.3 BAR (60-150 PSI)
ENERGIZE FOR LOW RANGE
MAGNET DRAIN PLUG

3/4 - 14 NPTF THD
REAR VIEW
T20000 3&6 LD RS 08/99 7-4

7.4 CHECK POINTS (CONTINUED)

ENGINE SPEED SENSOR PROVISION
PUMP DRIVER GEAR BREATHER
TURBINE SPEED SENSOR PROVISION

FORWARD CLUTCH DRUM GEAR
PORT 31
CLUTCH PRESSURE
FP .5625 - 18UNF - 2B
SAE "O" - RING PORT
FC
PORT 45 3C
CHECK PORT - FORWARD CLUTCH PRESSURE 2P
.5625 - 18UNF - 2B 2C
SAE "O" - RING PORT RC
RP
RP
PORT 42
CHECK PORT - 2ND CLUTCH PRESSURE
1/8-27 NPTF
PORT 41
CHECK PORT - 1ST CLUTCH PRESSURE
.5625 - 18UNF - 2B
SAE "O" - RING PORT PORT 46
CHECK PORT - REVERSE CLUTCH PRESSURE
1/8-27 NPTF
PORT 43
CHECK PORT - 3RD CLUTCH PRESSURE
.5625 - 18UNF - 2B
SAE "O" - RING PORT
RIGHT SIDE VIEW
PORT 11
TO COOLER
1.0625 - 12 UN - 2B
SAE "O" - RING PORT
PORT 12
FROM COOLER
1.0625 - 12 UN - 2B
SAE "O" - RING PORT
AIR/HYDRAULIC HIGH - LOW RANGE SHIFT

OPERATING PRESSURE 4.1 - 10.3 bar (60 - 150 PSI)
ENGINE FOR HIGH RANGE
LEFT SIDE VIEW
T20000 3&6 LD RS 08/99 7-5

7.4 CHECK POINTS (CONTINUED)
PORT 31
CLUTCH PRESSURE DIPSTICK
.5625 - 18 UNF - 2B
SAE "O" - RING PORT
TOP VIEW
T20000 3&6 LD RS 08/99 7-6

7.5 SPEED SENSOR - STATIC STANDALONE TEST
In order to be able to sense the currents, a series resistor of e.g. 200 Ohms must be used. This resistor is
integrated in the controller, but when the sensor is to be tested, it must be connected externally.
The idea is to connect the sensor to an external power source and measure the DC voltage across the series
resistor.
The voltage reading should be either 1.2V-1.6V (for the 7mA ± 1mA current level) or 2.6-3.0V
(for the 14mA ± 1mA current level)
If the teeth can be moved slowly, distinct toggling between the two levels should be noticed.
T20000 3&6 LD RS 08/99 7-7

8. SECTIONAL VIEWS AND PARTS IDENTIFICATION
T20000 3&6 LD RS 08/99 8-1

GROUP - CONVERTER HOUSING
17
15 12
16
3
1 10
11
13 9
14 10
11
9
8
2
13
14 4
13
14
14
13
14
13
7
6
8-2 08/99 T20000 3&6 LD RS

GROUP - CONVERTER HOUSING
Item Description Quantity
1 Housing - Converter 1
2 Sleeve - Converter housing 2
3 Plug - pipe 1
4 Plug - pipe 1
5 Gasket - Converter housing to to transmission case 1
6 Screw - Converter housing to transmission case 18
7 Lockwasher - Converter housing to transmission case screw 18
8 Pin - Converter housing to transmission case dowel 1
9 Clip 2
10 Screw - Clip 2
11 Lockwasher - Clip screw 2
12 Air - Breather 1
13 Plug 5
14 “O”-ring 5
15 Plug - Speed sensor port 1
16 “O”-ring - Speed sensor 1
17 Screw - Speed sensor 1
T20000 3&6 LD RS 08/99 8-3

GROUP - TRANSMISSION CASE AND REAR COVER
35
34
29
3332
15 30
16
31
28 10
26
27 11 21
19
5
20 D
12
13
22
5 23
A 13
19 12
14
5 C
19 21
5 18
19 B
25 17
24 27 26
28
1
4 D 2
A 3 8
C 6 9
7
8-4 08/99 T20000 3&6 LD RS

GROUP -TRANSMISSION CASE AND REAR COVER
1 Assembly - Transmission case 1

2 Assembly - Suction tube 1
3 “O”-ring - Suction tube assembly 1
4 Tube - Low speed pressure 1
5 Sleeve - Clutch pressure tube 4
6 Tube - 3rd clutch pressure 1
7 Clip 1
8 Screw - Tube clip 1
9 Lockwasher - Tube clip screw 1
10 Plug 1
11 “O”-ring 1
12 Plug 2
13 “O”-ring 1
14 Cover - Rear 1
15 Plug 1
16 “O”-ring 1
17 Oil - Baffle 1
18 Gasket - Transmission case to rear cover 1
19 “O”-ring - Clutch pressure tube 4
20 “O”-ring - Clutch pressure 1
21 Pin - Transmission case to rear cover dowel 2
22 Screw - Rear cover to transmission case 20
23 Lockwasher - Rear cover to transmission case 20
24 Plug - Magnetic drain 2
25 Plug - Drain back hole 1
26 Plug - Speed sensor port 2
27 “O”-ring - Speed sensor 2
28 Screw - Speed sensor 2
29 Plug - Dipstick hole 1
30 Cover 1
31 Gasket - Cover 1
32 Screw - Cover 2
33 Lockwasher - Cover screw 2
34 Assembly - Dipstick hole 1
35 Dipstick 1
T20000 3&6 LD RS 08/99 8-5

GROUP - TURBINE SHAFT
2
1
3
5
8 6
4 10
13
11
12
14
8-6 08/99 T20000 3&6 LD RS

GROUP - TURBINE SHAFT
1 Assembly - Turbine shaft & hub 1

2 Ring -Retainer 1
3 Bearing - Ball 1
4 Snap ring - Bearing 1
5 Washer - Bearing support 1
6 Ring - Bearing retaining 1
7 Ring - Piston 1
8 Support - Stator 1
9 Screw - Stator support 6
10 Ring - Piston 1
11 Baffle - Oil 1
12 Seal - Oil baffle 1
13 Ring - Oil baffle seal 1
14 Ring - Oil baffle retaining 1
T20000 3&6 LD RS 08/99 8-7

GROUP - DRIVE PLATE
5
4
8-8 08/99 T20000 3&6 LD RS

GROUP - DRIVE PLATE
1 Assembly - Drive plate 1

2 Drive - Plate 2
3 Ring - Drive plate backing 1
4 Screw - Drive plate mounting 6
5 Lockwasher - Drive plate mounting 6
T20000 3&6 LD RS 08/99 8-9

GROUP - TORQUE CONVERTER
2
1 3
7
5
4
6
8-10 08/99 T20000 3&6 LD RS

GROUP - TORQUE CONVERTER
1 Assembly - Torque converter 1

2 Bearing - Impeller hub gear 1
3 Ring - External snap 1
4 Plug - Torque converter 1
5 “O”-ring - Torque converter plug 1
6 Ring - Snap 1
7 Ring - Turbine retaining 2
T20000 3&6 LD RS 08/99 8-11

GROUP - AUXILIARY PUMP DRIVE
9
10
7
8 9
2 10
1
4
5
8-12 08/99 T20000 3&6 LD RS

GROUP - AUXILIARY PUMP DRIVE
1 Support - Pump drive bearing 1

2 Screw - Bearing support 1
3 Pin - Bearing support 1
4 Bearing - Ball 1
5 Ring - Drive gear bearing retaining 1
6 Gear - Auxiliary pump drive 1
7 Cover - Pump mounting permanent 1
8 Gasket - Shipping cover 1
9 Screw - Pump mounting permanent cover 2
10 Lockwasher - Pump cover screw 2
T20000 3&6 LD RS 08/99 8-13

GROUP - PUMP DRIVE
9
3
6 8
1
4
5
12
11
10
11
12
8-14 08/99 T20000 3&6 LD RS

GROUP - PUMP DRIVE
1 Support - Pump drive bearing 1

2 Pin - Bearing support 1
3 Screw - Bearing support 1
4 Bearing - Ball 1
5 Ring - Drive gear bearing retaining 1
6 Gear - Charging pump drive 1
7 Gear - Pump drive idler 1
8 Shaft - Idler gear stub 1
9 Ball - Idler shaft lock 1
10 Bearing - Ball 1
11 Ring - Idler gear bearing location 2
12 Ring - Idler gear bearing retaining 2
T20000 3&6 LD RS 08/99 8-15

GROUP - FORWARD SHAFT
2 4
6
5
8
9
10
11
13
12
15
17
16
14
8-16 08/99 T20000 3&6 LD RS

GROUP - FORWARD SHAFT
1 Assembly - Forward shaft and drum 1

2 Piston - Clutch 1
3 Seal - Clutch piston (Outer) 1
4 Seal - Clutch piston (Inner) 1
5 Disc - Clutch (Inner) 8
6 Disc - Clutch (Outer) 8
7 Spacer - Piston return spring 1
8 Plate - Clutch disk backing 1
9 Snap ring - Backing plate 1
10 Assembly - Disc spring 1
11 Snap ring - Spring retaining 1
12 Ring - Forward shaft piston 2
13 Bearing - Forward shaft pilot 1
14 Bearing - Ball 1
15 Ring - Gear retaining 1
17 Gear - First drive 1
T20000 3&6 LD RS 08/99 8-17

GROUP - REVERSE AND 2ND SHAFT
26
19 12
33 21
32
21 17 5
22 20
24 6 7
23
1
25
2 4
10
8
13
14
27
30 28
31
29
18
16
15
14
13
9
11
8-18 08/99 T20000 3&6 LD RS

GROUP - REVERSE AND 2ND SHAFT
1 Assembly - Reverse, 2nd shaft & drum 1

2 Piston - Clutch 1
5 Piston - Clutch 1
12 Spacer - Piston return spring 1
13 Plate - Clutch disc backing 2
15 Spring - Piston return 1
16 Retaining - Spring 1
17 Assembly - Disk spring 1
19 Bearing - Clutch driven gear 1
20 Bearing - Clutch driven gear 1
21 Ring - Reverse clutch gear bearing 2
22 Bearing - Ball 1
23 Ring - Front bearing retaining 1
24 Snap ring - Front bearing 1
25 Ring - Piston 3
27 Hub - 2nd clutch 1
28 Ring - 2nd clutch disc hub retaining 1
29 Bearing - Needle 1
30 Retainer - Retaining ring 1
31 Ring - Retainer location 1
32 Spacer - Reverse clutch gear 1
33 Gear - Reverse clutch 1
T20000 3&6 LD RS 08/99 8-19

GROUP - REVERSE IDLER
4
5
2
6
3
8-20 08/99 T20000 3&6 LD RS

GROUP - REVERSE IDLER
1 Shaft - Reverse idler 1

2 Assembly - Reverse idler bearing 1
3 Washer 1
4 Nut - Bearing retaining 1
5 Washer - Bearing retaining 1
6 Lockball - Idler shaft 1
7 Gear - Reverse idler 1
8 “O”-ring - Idler shaft 1
T20000 3&6 LD RS 08/99 8-21

GROUP - LOW SPEED SHAFT
10
12 20
21 14
14 17
13
16
19
18 15
1
2 4
6
5
7
8
11
9
8-22 08/99 T20000 3&6 LD RS

GROUP - LOW SPEED SHAFT
1 Assembly - Low shaft, hub and drum 1

2 Piston - Clutch 1
8 Ring - Backing plate retaining 1
9 Assembly - Disc spring 1
10 Snap ring - Spring retainer 1
11 Spacer - Belleville washer 1
12 Bearing - Low speed gear 1
13 Bearing - Low speed gear 1
14 Ring - Low speed gear location 2
15 Ring - Low shaft piston 1
16 Bearing - Ball 1
17 Spacer - Low speed gear bearing 1
18 Bearing - Ball 1
19 Snap ring 1
20 Retainer - Belleville washer 1
21 Gear - Low clutch 1
T20000 3&6 LD RS 08/99 8-23

GROUP - 3RD SHAFT
4
3
14 13
12
15
16
18
17
11
10
9
8
7
5
6
8-24 08/99 T20000 3&6 LD RS

GROUP - 3RD SHAFT
1 Assembly - 3rd shaft & drum 1

2 Assembly - Clutch piston 1
9 Spring - Piston return 1
10 Retainer - Spring 1
12 Ring - Front bearing retaining 1
13 Bearing - Ball 1
14 Snap ring - Front bearing 1
15 Ring - Piston 2
16 Hub - 3rd clutch 1
17 Ring - 3rd clutch disc hub retaining 1
T20000 3&6 LD RS 08/99 8-25

GROUP - IDLER SHAFT (USED IN 6 SPEED AND 3 SPEED WITH DEEP RATIO)
5
6
4
10 8
9
7
2
3
8-26 08/99 T20000 3&6 LD RS

GROUP - IDLER SHAFT (USED IN 6 SPEED AND 3 SPEED WITH DEEP RATIO)
1 Shaft - Idler 1
2 Bearing - Ball 1
4 Bearing - Roller 1
5 Nut - Bearing 1
6 Washer - Bearing nut 1
7 Spacer - Idler shaft gear 1
8 Snap ring 1
9 Gear - Idler 1
10 Gear - Idler 1
T20000 3&6 LD RS 08/99 8-27

GROUP - IDLER SHAFT (USED IN 3 SPEED STANDARD RATIO)
5
6
4
9 8
2
3
8-28 08/99 T20000 3&6 LD RS

GROUP - IDLER SHAFT (USED IN 3 SPEED STANDARD RATIO)
1 Shaft - Idler 1
2 Bearing - Ball 1
4 Bearing - Roller 1
5 Nut - Bearing 1
6 Washer - Bearing nut 1
7 Spacer - Idler shaft gear 1
8 Snap ring 1
9 Gear - Idler shaft 1
T20000 3&6 LD RS 08/99 8-29

GROUP - OUTPUT SHAFT (6 SPEED)
15
14
19
18
17
23
13
16
11
12
3
5
8
21 9
4 6
2 6
4
16
1
17 22
18
19 10
6
7
20 6
8-30 08/99 T20000 3&6 LD RS

GROUP - OUTPUT SHAFT (6 SPEED)
1 Shaft - Output 1
2 Bearing - Output shaft front 1
3 Bearing - Output shaft rear 1
4 Snap ring - Front bearing retaining 2
5 Ring - Output shaft rear bearing retaining 1
6 Bearing - Hi/Low gear 4
7 Spacer - Bearing 1
9 Washer - Gear thrust 2
10 Hub - Range shift 1
11 Cap - Rear bearing 1
12 Gasket - Rear bearing cap 1
13 Stud - Rear bearing cap 4
14 Lockwasher - Rear bearing cap stud 4
15 Nut - Rear bearing cap stud 4
16 Seal - Output shaft 2
17 “O”-ring - Output flange 2
18 Washer - Output flange 2
19 Nut - Output flange 2
20 Gear - Low range 1
21 Gear - High range 1
22 Flange - Output front 1
23 Flange - Output rear 1
T20000 3&6 LD RS 08/99 8-31

GROUP - OUTPUT SHAFT (3 SPEED STANDARD RATIO)
10
9
16
15
14
19
8
7
11
12
2
4
17 6
5
3 13
5
7
14 18 1
15
16
8-32 08/99 T20000 3&6 LD RS

GROUP - OUTPUT SHAFT (3 SPEED STANDARD RATIO)
1 Shaft - Output 1
4 Ring - Output shaft rear bearing 1
5 Ring - Output shaft front bearing retaining 2
6 Washer - Output shaft rear bearing 1
8 Stud - Bearing cap 4
9 Lockwasher - Bearing cap screw 4
10 Nut - Stud 4
11 Cap - Output shaft rear bearing 1
12 Gasket - Output bearing cap 1
13 Spacer - Gear 1
14 “O”-ring - Flange 2
15 Washer - Flange 2
16 Nut - Flange 2
17 Gear - Output 1
18 Front - Flange 1
19 Rear - Flange 1
T20000 3&6 LD RS 08/99 8-33

GROUP - OUTPUT SHAFT (3 SPEED DEEP RATIO)
9
8
16
15
14
19
7
6
10
11
2
4
17 12
5
3
5 13
6
14 18 1
15
16
8-34 08/99 T20000 3&6 LD RS

GROUP - OUTPUT SHAFT (3 SPEED DEEP RATIO)
1 Shaft - Output 1
4 Ring - Output shaft rear 1
5 Ring - Output shaft front bearing retaining 2
7 Stud - Bearing cap 4
8 Lockwasher - Bearing cap screw 4
9 Nut - Stud 4
10 Cap - Output shaft rear bearing 1
11 Gasket - Output bearing cap 1
12 Spacer - Gear 1
13 Spacer - Gear 1
14 “O”-ring - Flange 2
15 Washer - Flange 2
16 Nut - Flange 2
17 Gear - Output 1
18 Front - Flange 1
19 Rear - Flange 1
T20000 3&6 LD RS 08/99 8-35

GROUP - HI & LOW RANGE SHIFT CONTROL
19
18
12
17
7
8 16
15
14 16
6
13
11
10 9
5
2
3
12 18 19
16 16
10
11 13 14 15 17
9
8-36 08/99 T20000 3&6 LD RS

GROUP - HI & LOW RANGE SHIFT CONTROL
1 Fork - Shift 1
2 Screw - Shift fork 1
3 Lockwasher - Shift fork 1
4 Assembly - Air shift cylinder 1
5 “O”-ring 1
6 Stud - Pump mounting 2
7 Nut 2
8 Lockwasher 2
9 Body - Cylinder 1
10 Seal - Piston rod 1
11 “O”-ring - Seal 1
12 Tube - Cylinder 1
13 Rod - Piston 1
14 “O”-ring 1
15 Piston 1
16 Cup - Seal 2
17 Nut 1
18 “O”-ring 1
19 Cap - Cylinder end 1
T20000 3&6 LD RS 08/99 8-37

GROUP - CHARGING PUMP & FILTER
3 2
4
8-38 08/99 T20000 3&6 LD RS

GROUP - CHARGING PUMP & FILTER
1 Pump - Charging 1
2 Assembly - Hydraulic spin on filter 1
3 Gasket - Pump assembly to converter housing 1
4 “O”-ring 1
5 Screw - Pump mounting 5
6 Lockwasher - Pump mounting screw 5
T20000 3&6 LD RS 08/99 8-39

GROUP - ELECTRIC CONTROL VALVE MOUNTING
3
4
8-40 08/99 T20000 3&6 LD RS

GROUP - ELECTRIC CONTROL VALVE MOUNTING
1 Assembly - Electric control valve 1

2 Gasket - Control valve to front cover 1
3 Screw - Valve to converter housing 9
4 Lockwasher - Valve to converter housing screw 9
T20000 3&6 LD RS 08/99 8-41

GROUP - ELECTRIC CONTROL VALVE ASSEMBLY
7
8
22
13
23
7
6
8 20
4 9
10
11
21
5
5
12
19
1
15
14
18
16
26
25
32
27
31
24
30
28
18
30 17
29
8-42 08/99 T20000 3&6 LD RS

GROUP - ELECTRIC CONTROL VALVE ASSEMBLY
1 Housing control valve 1

2 Cover - Control valve 1
3 Gasket - Control valve cover 1
4 Spool - Forward and reverse shift 2
5 Spring 2
6 Spool - Range (3rd) 1
7 Valve housing plug 2
8 Valve housing plug “O”-ring 2
9 Spool stop 1
10 Pin 1
11 Plug stop 1
12 Spool - Range (1st and 2nd) 1
13 Spring 1
14 Pipe plug 8
15 Plug 1
16 Screw 1
17 Screw 2
18 Lockwasher 3
19 Stop - Spool 1
20 Forward and reverse declutching spool 1
21 Spring - Declutch 1
22 Plug 1
23 “O”-ring - Plug 1
24 Cartridge - Ball valve 4
25 “O”-ring - Cartridge 4
28 Coil 12V 4
29 Nut - Solenoid 4
30 “O”-ring 8
31 Cover - Solenoid 1
32 Spacer - Cover 2
T20000 3&6 LD RS 08/99 8-43

9. ASSEMBLY INSTRUCTIONS
T20000 3&6 LD RS 08/99 9-1

Assembly instructions
9. ASSEMBLY INSTRUCTIONS (CONTINUED)
10
FWD
5
13
2
5
5
7
8
REV 2ND 1ST
4
4
8 3
5
9
3RD
2
2 6
7
5
.23 [6] Min
7 7
T20000 3&6 LD RS 08/99 9-2


11
11
GROUND DRIVEN
EMERGENCY STEERING
PUMP DRIVE
OPTIONAL DISC BRAKE

MOUNTING
DRUM PARKING BRAKE

BRAKE ACTUATING LEVER
DRAIN PLUGS
SPEEDOMETER DRIVE
T20000 3&6 LD RS 08/99 9-3

FROM FILTER TO FILTER
11
11
DISC PARKING BRAKE
T20000 3&6 LD RS 08/99 9-4

12 12
HYDRAULIC DISCONNECT
FRONT - AND REAR OUTPUT
12
12
7
7
AIR DISCONNECT
FRONT - AND REAR OUTPUT
12 12
7
7
MANUAL DISCONNECT
FRONT - AND REAR DISCONNECT
T20000 3&6 LD RS 08/99 9-5


All lead in chamfers for oil seals, piston rings, and “O”-rings must be smooth and free from burrs.
Inspect at assembly.
Lubricate all piston ring grooves and “O”-rings with oil before assembly.
Apply a thin coating of grease between seal lips on lip type seals prior to assembly.
Use only precoated pipe plugs. On uncoated pipe plugs apply a light coat of Loctite no. 592.
After assembly of parts using Loctite, there must not be any free or excess material
which might enter the oil circuit.
Apply a light coat of Loctite no. 262 or no. 270 to all thru hole stud holes.
1 Tighten oil filter to 20-25 lbf.ft [27-34 N.m].
2 Fwd. and rev. with standard piston & low clutch. 8 Outer steel discs and 8 inner friction discs.
Insert one (1) Steel disc. Insert one (1) friction disc. Alternate steel and friction discs until proper
amount of discs are installed. First disc next to the piston is steel, last disc installed is friction.
3 Low clutch springs concave side of first belleville spring to be placed against clutch piston. Remaining
six springs of each clutch to be stacked alternately reversed as shown.
4 Must be loose internal fit bearing with a no. 3 etched on the bearing.
5 Shields must be sized prior to assembly.
6 Two clutches (2nd & 3rd). 6 Outer steel discs and 6 inner friction discs.
Start with outer steel disc alternate friction and steel.
7 Tighten to 200 - 250 lbf.ft [271.2 - 339.0 N.m].
8 Shielded bearings, be sure that bearing shield is on the outside.
9 Forward and reverse clutch springs concave side of first belleville spring to be placed against clutch
piston. Remaining four springs of each clutch to be stacked alternatly reversed as shown.
T20000 3&6 LD RS 08/99 9-6

10 Stator support screw assembly:
1. Clean stator support mounting surface and tapped holes with solvent. Dry thoroughly.
Being certain tapped holes are clean and dry.
2. Install 6 special stator support screws. Tighten screws to 12 - 16 lbf.ft [16.3 - 21.7 N.m] torque.
Note
ASSEMBLY OF STATOR SUPPORT TO CONVERTER HOUSING MUST BE COMPLETED WITHIN A 15 MINUTE PERIOD FROM
START OF SCREW INSTALLATION. THE SPECIAL SCREW IS TO BE USED FOR ONE INSTALLATION ONLY. IF SCREW IS
REMOVED FOR ANY REASON IT MUST BE REPLACED. THE LOCTITE LEFT IN THE HOLES MUST BE REMOVED WITH THE
PROPER TAP AND CLEANED WITH SOLVENT. DRY HOLE THOROUGHLY AND USE A NEW SCREW FOR REINSTALLATION.
11 Torque screws of pump cover up to 20 - 25 lbf.ft [27 - 34 N.m].
12 Tighten to 91 - 100 lbf.ft [123.4 - 135.6 N.m].
13 Snap ring is to be assembled with sharp edges to front.
T20000 3&6 LD RS 08/99 9-7

Disassembly and reassembly T20000 LD transmission
T20000 3 & 6 LD RS 08/99 10-1

Disassembly T20000 LD transmission
Figure 1 Figure 4
Front view of the T20000 series long drop Remove pressure regulating valve and charging
transmission.The transmission being disassembled pump bolts.
is the 6-speed version.
Figure 2 Figure 5
Loosen filter assembly. Remove valve and pump assembly.
Figure 3 Figure 6
It is recommended a small pan be used to catch the Remove drive plate mounting screws and washers.
oil left in the filter element. Remove filter element.
T20000 LD 3 & 6 LD RS 08/99 10-2

Figure 7 Figure 10
Remove drive plate and backing ring. Though bore plug hole, remove turbine retaining ring.
Figure 8 Figure 11
Remove impeller cover bore plug retainer ring. Remove torque converter assembly.
Figure 9 Figure 12
Using two small screw drivers as shown, remove Remove turbine locating ring.
plug.
T20000 LD 3 & 6 LD RS 08/99 10-3

Figure 13 Figure 16
Using slots provided in converter housing. Remove idler gear and bearing assembly.
Remove oil baffle retaining ring.
Figure 14 Figure 17
Baffle and sealing ring removed. Remove pump drive idler gear locating ring.
Figure 15 Figure 18
Remove pump drive idler gear retaining ring. From the rear through the pump drive hole, remove
pump drive bearing support screw.
See figure 281.
T20000 LD 3 & 6 LD RS 08/99 10-4

Figure 19 Figure 22
From the front, tap pump drive gear and bearing From the front, tap pump drive gear and bearing
support from housing. from housing.
Figure 20 Figure 23
From the rear, remove pump hole cover, screws, Remove solenoid protection cover screw and
lockwashers and gasket. lockwashers.
Figure 21 Figure 24
Remove auxiliary pump drive bearing support Protection cover removed.
screws. See figure 284.
T20000 LD 3 & 6 LD RS 08/99 10-5

Figure 25 Figure 28
Remove control valve bolts and lockwashers. Support converter housing with a chain hoist.
Remove remaining bolt.
Figure 26 Figure 29
Remove control valve and gasket. Separate converter housing from
transmission case assembly.
NOTE: Reverse and 2nd and 3rd clutch
will remain in converter housing.
Figure 27 Figure 30
Remove all bolts but one securing transmission to Using spreading type snap ring pliers, spread ears
converter housing. on the reverse clutch front bearing retaining ring.
T20000 LD 3 & 6 LD RS 08/99 10-6

Figure 31 Figure 34
Holding snap ring open pry reverse and Remove output shaft front flange nut, washer,
2nd clutch assembly from converter housing. “O”-ring and flange.
Figure 32 Figure 35
Using spreading type snap ring pliers, spread ears Remove output shaft rear flange nut, washer, “O”-ring
on the 3rd clutch front bearing retaining ring. and flange.
Figure 33 Figure 36
Holding snap ring open tap 3rd clutch Remove pump hole cover, cover gasket screws and
from converter housing. lockwashers.
T20000 LD 3 & 6 LD RS 08/99 10-7

Figure 37 Figure 40
Remove output shaft rear bearing cap nuts and Remove piston rod nut.
lockwashers.
Figure 38 Figure 41
Output shaft rear bearing cap removed. Remove shift cylinder mounting nuts and
lockwashers.
Figure 39 Figure 42
Remove shift cylinder end cap. Shift cylinder removed.
T20000 LD 3 & 6 LD RS 08/99 10-8

Figure 43 Figure 46
Remove rear cover screws and lockwashers. Remove low clutch rear bearing.
Figure 44 Figure 47
Using pry slots provided, pry cover from Remove 3rd clutch disc and retaining ring.
transmission housing. Using a shoft hammer tap on
idler and output shafts to prevent cover from binding.
Figure 45 Figure 48
Rear cover removed.NOTE: output and idler shaft Remove 2nd clutch disc hub, retaining ring, retaining
bearing outer races remaining in cover. ring retainer and retainer locating ring.
T20000 LD 3 & 6 LD RS 08/99 10-9

Figure 49 Figure 52
Open ears on idler shaft front bearing locating ring so Tap the rear sufficiently so that bearing groove is
that it is out of the groove. past snap ring i.e. that snap ring remain in open
position on the bearing outer diameter when it is
released.
Figure 50 Figure 53
Tap to the rear sufficiently so that the bearing groove is Remove the low (1st) clutch and the idler shaft
past snap ring i.e. that snap remain in open position on together.
the bearing outer diameter when it is released.
NOTE: If bearing seems difficult to move recheck
locating ring, being sure ring is clear of the ring groove.
Figure 51 Figure 54
Open ears on low shaft front bearing locating rings so Remove shift fork.
that it is out of the groove.
T20000 LD 3 & 6 LD RS 08/99 10-10

Figure 55 Figure 58
From the front tap output shaft from the front bearing, From the front tap output shaft bearing from housing.
bearing remains in transmission case.
Figure 56 Figure 59
Remove output shaft assembly from housing. Open ears on forward shaft rear bearing locating
ring.
Figure 57 Figure 60
Remove output shaft front bearing locating ring. While holding locating ring open, use a hammer
puller to remove forward shaft and clutch assembly.
Internal THD M10 x 1.5 deep 15mm.
T20000 LD 3 & 6 LD RS 08/99 10-11

Disassembly of low (1st) clutch
Figure 61 Figure 64
Remove low gear and hub, low shaft front bearing Turn clutch over. Remove inner and outer clutch
and clutch gear outer bearing. discs.Do not mix low clutch friction discs with friction
discs in other clutches.
Figure 62 Figure 65
Remove end plate retainer ring. Remove low speed gear bearing spacer.
Figure 63 Figure 66
Remove end plate. Remove low speed gear inner bearing.
T20000 3 & 6 LD RS 08/99 10-12

Disassembly of low (1st) clutch
Figure 67 Figure 70
Remove clutch piston return spring. A 1-1/2 x 1 sleeve with a portion Remove clutch shaft piston ring.
removed is recommended for removing the clutch piston spring, washer and
retainer ring. Sleeve shown is a common pipe with a 1-1/1 x (39,0 x 26,0 mm)
opening. The pipe is 6 x 3-1/4 x 2- 3/4 (155,0 x 85,0 x 78,0 mm).
Compress spring retainer washer. Through opening remove spring retainer
snap ring. Release tension on spring retainer.
Figure 68
Remove snap ring retainer and retaining ring, disc
spring and spacer.NOTE: Do not mix disc springs
with any other disc springs as they are matched
spring packs. SEE PAGE 10-60.
Figure 69
Turn clutch over and tap clutch shaft on a block of
wood to remove clutch piston.
T20000 3 & 6 LD RS 08/99 10-13

Reassembly of low (1st) clutch
Figure 71 Figure 74
Refer to the “Cleaning and Inspection” pages. The bleed valve in the Install piston spring spacer and piston return
clutch drum must be clean and free of any foreign material. Install
clutch piston outer seal ring. NOTE: Ring must be sized before springs. First spring with large diameter
installing in clutch drum. Sizing is best accomplished by rotating toward spacer (see figure 77). Alternate seven (7)
clutch while holding a round object against the new seal ring.
Rotate piston until seal ring is flush with outer diameter of piston. springs. See note in figure 68.
Figure 72 Figure 75
Install clutch piston inner seal ring and size as Position spring snap ring. Compress spring and
described in figure 71. install snap ring.
Figure 73 Figure 76
Position piston in low clutch drum as shown. Install snap ring retainer.
Use caution as not to damage inner and outer
piston scaling rings.
T20000 3&6 LD RS 08/99 10-14

Spacer Piston
LOW
Figure 77 Figure 80
Install clutch disc end plate.
Figure 78 Figure 81
Install one steel disc. Install end plate retainer ring.
Figure 79 Figure 82
Install one friction disc. NOTE: the friction discs in the low clutch has a higher Install low speed gear inner bearing.
co-efficient rating than the friction discs in the other clutches therefore the
discs must not be mixed.The low clutch friction disc has a yellow make of
non-soluble paint on the outer diameter for permanent identification.Alternate
steel and friction discs until the proper amount of discs are installed. First disc
next to the piston in steel last disc installed is friction.
T20000 3&6 LD RS 08/99 10-15

Figure 83 Figure 86
Install low speed gear bearing spacer. Install low shaft font bearing with bearing groove up.
Figure 84 Figure 87
Install clutch driven gear and hub into clutch Install low shaft sealing ring.
drum.Align splines on clutch hub with internal
teeth of friction discs. Tap gear into position.
Do not force this operation. Gear splines must be in full
position with internal teeth of all friction discs.
Figure 85
Install low speed gear outer bearing.
NOTE: outer bearing has a shield in it, this shield
must be up.
T20000 3&6 LD RS 08/99 10-16

Disassembly of reverse clutch
Figure 88 Figure 91
Remove clutch shaft piston rings. Pry reverse gear from clutch assembly far enough to
use a gear puller.
Figure 89 Figure 92
Remove clutch shaft front bearing retainer ring. Remove reverse clutch gear and outer bearing.
Figure 90 Figure 93
Remove clutch shaft front bearing. Remove clutch gear bearing spacer.
T20000 3&6 LD RS 08/99 10-17

Figure 94 Figure 97
Remove end plate retainer ring. Remove clutch gear inner bearing.
Figure 95 Figure 98
Remove end plate. Compress piston return disc springs. Remove return
spring retainer ring.
Figure 96 Figure 99
Remove inner and outer discs. Remove piston return disc springs and piston
spacer. See note in figure 68.
T20000 3&6 LD RS 08/99 10-18

Figure 100
Remove clutch piston.2nd being disassembled.
T20000 3&6 LD RS 08/99 10-19

Disassembly of 2nd clutch
Figure 101 Figure 104

Remove end plate retainer ring. Compress piston return spring. Remove retainer ring.

Remove end plate. Remove return spring, spring retainer and retainer
ring.

Remove inner and outer clutch discs. Remove clutch piston. Reverse and 2nd clutch
reassembly 2nd being assembled.
T20000 3&6 LD RS 08/99 10-20

Reassembly 2nd clutch

Refer to the “Cleaning and Inspection” pages. Compress return spring and install retainer ring.
The bleed valve in the clutch piston
must be clean and free of any foreign material.
Install clutch piston outer seal ring.
Size as explained in figure 71.

Install clutch piston inner seal ring. Install one steel disc.
Size explained in figure 71.
Install clutch piston in clutch drum.
Use caution as not to damage sealing rings.

Position piston return spring, spring retainer and Alternate steel and friction discs until the proper
retainer ring. amount of discs are installed. First disc next to the
piston is steel, last disc installed is a friction disc.
T20000 3&6 LD RS 08/99 10-21

Reassembly 2nd clutch
Figure 113
Install end plate and retainer ring.
T20000 3&6 LD RS 08/99 10-22

Reassembly of reverse clutch

Refer to the “Cleaning and Inspection” pages. Position spring snap ring.
The bleed valve in the clutch piston must be Compress spring.
clean and free of any foreign material. Install Install snap ring.
clutch piston outer seal ring.
Spacer Piston
FWD
REV

Install clutch piston inner seal ring.

Position spring spacer and piston return springs. Install one steel disc.
First spring with large diameter toward spacer,
see figure 118. Alternate five (5) springs.
See note in figure 68.
T20000 3 & 6 LD RS 08/99 10-23


Install one friction disc. Alternate steel and friction Install clutch gear inner bearing.
discs until the proper amount of discs are installed. NOTE: this bearing does not have a shield in it.
First disc next to the piston is steel, last disc installed
is a friction disc.

Install end plate. Install clutch gear bearing spacer.

Install end plate retainer ring. Install reverse gear into clutch drum.
Align splines on reverse gear with internal
teeth of friction discs. Do not force this operation.
Gear splines must be in full position with internal
teeth of all friction discs.
T20000 3 & 6 LD RS 08/99 10-24


Install clutch gear outer bearing. Install clutch shaft piston rings.
NOTE: outer bearing has a shield in it, this shield
must be up.
Figure 127
Install clutch shaft front bearing.
NOTE: bearing outer diameter locating groove
must be up.
Figure 128
Install bearing retainer ring.
T20000 3 & 6 LD RS 08/99 10-25

Disassembly 3rd clutch

Remove end plate retainer ring. Compress piston return spring and spring retainer.
Remove retainer ring.

Remove end plate. Remove return spring, spring retainer and
retainer ring.

Remove inner and outer discs. Remove clutch piston.
T20000 3&6 LD RS 08/99 10-26

Disassembly 3rd clutch
Figure 136
Remove clutch shaft piston rings.
Figure 137
Remove clutch shaft front bearing retainer ring.
Figure 138
Remove clutch shaft front bearing.
T20000 3&6 LD RS 08/99 10-27

Reassembly 3rd clutch

Refer to the “Cleaning and Inspection” pages. Install clutch piston outer seal ring.
The bleed valve in the clutch drum must be Size as explained in figure 71.
clean and free of any foreign material. Install
clutch shaft front bearing. NOTE: bearing outer
diameter locating ring groove must be up.

Install clutch shaft front bearing retainer ring. Install clutch piston inner seal ring.

Install clutch shaft piston rings. Position piston return spring, spring retainer and
retaining ring.
T20000 3&6 LD RS 08/99 10-28

Reassembly 3rd clutch

Compress return spring and install retainer ring. Install end plate.

Install on steel disc. Install end plate retainer ring.
Figure 147
Install one friction disc. Alternate steel and friction
discs until the proper amount of discs are installed.
First disc next to the piston is steel, last disc installed
is a friction disc.
T20000 3&6 LD RS 08/99 10-29

Disassembly of forward clutch

Remove end plate retainer ring. Compress piston return disc springs.
Return spring retainer ring.

Remove end plate. Remove piston return disc springs and piston
spacer. See note in figure 68.

Remove inner and outer clutch discs. Remove clutch piston.
T20000 3&6 LD RS 08/99 10-30

Disassembly of forward clutch

Remove forward clutch shaft piston rings. Remove forward clutch shaft rear bearing.
Figure 157
Remove 1st drive gear retaining ring.
Figure 158
Remove 1st drive gear.
T20000 3&6 LD RS 08/99 10-31

Reassembly of forward clutch

Refer to the “Cleaning and Inspection” pages. Install forward clutch shaft piston rings.
The bleed valve in the clutch drum must be clean
and free of any foreign material. Install forward
clutch shaft rear bearing. NOTE: bearing outer
diameter locating ring groove must be down.

Install 1st drive gear. Install clutch piston outer seal ring.
NOTE: with hub of gear down. Size as explained in figure 71.

Install 1st drive gear retaining ring. Install clutch piston inner seal ring.
Install clutch piston in clutch drum, use caution as
not to damage sealing rings.
T20000 3&6 LD RS 08/99 10-32


Position spring spacer and piston return springs. Install one steel disc.
First spring with large diameter toward spacer, see
figure 168. Alternate five (5) springs: see note in
figure 68.

Position spring nap ring. Compress spring. Install one friction disc. Alternate steel and friction
Install snap ring. discs, until the proper amount of discs are installed.
First disc next to the piston in steel, last disc installed
is a friction disc.
Spacer Piston
FWD
REV

Install end plate.
T20000 3&6 LD RS 08/99 10-33

Figure 172
Install end plate retainer ring.
T20000 3&6 LD RS 08/99 10-34

Disassembly of converter housing

Straighten tang on reverse idler bearing retainer nut Remove idler gear and outer taper bearing from idler
lockplate. shaft.

Remove idler shaft bearing retainer nut. Remove idler gear bearing spacer.
Use TG 1304-54. See section 12: “Service tools”.

Remove idler shaft bearing retainer nut, lockplate. Remove idler gear inner taper bearing.
T20000 3&6 LD RS 08/99 10-35


Remove idler gear inner taper bearing spacer. Remove stator support screws.

Remove idler shaft , use caution as not to lose shaft Tap stator support from converter housing.
lock ball.

Using spreader type pliers spread ears on the Remove oil sealing ring sleeve retainer and washer.
turbine shaft bearing snap ring. Remove sleeve lock.
Tap turbine shaft and baring from converter housing.
T20000 3&6 LD RS 08/99 10-36


Using a sleeve puller like the one shown, Remove turbine shaft oil sealing ring.
remove sleeve.

Remove support bearing retaining ring. Remove turbine shaft bearing retaining ring
and washer.

Remove bearing from support. Remove support oil Remove turbine shaft bearing.
seal ring.
T20000 3&6 LD RS 08/99 10-37

Reassembly of converter housing

Refer to the “Cleaning and Inspection” pages. Install new stator support oil sealing ring.
Press turbine shaft bearing into position. Press support bearing into position.
Bearing groove must be down. NOTE: bearing part number must be up.

Position bearing spacer and bearing retaining ring. When installing a new sleeve it is recommended a
press or a driver be used to prevent damage to the
sleeve and be sure the notch in the sleeve is aligned
with sleeve lock notch.

Install new turbine shaft oil sealing ring. Install sleeve lock and cap screw, tighten screw to
specified torque (see torque chart).
T20000 3&6 LD RS 08/99 10-38


Clean stator support mounting surface and tapped With new “O”-ring on shaft , position idler
holes with solvent. Dry thoroughly, being certain tapped shaft in converter housing. Tap shaft into position.
holes are clean and dry. Position support in converter Install lock ball.
housing aligning holes in support with holes in housing.
Tap support into position.

Install 6 special stator support screws. Tighten screws to 12 - 16 lbs. Ft. (16.3 – 21.6 Install idler shaft spacer.
Nm.) torque. NOTE: assembly of the stator support to converter housing must be
completed within a 15 minute period from start of screw installation. The special
screw is to be used for one installation only. If the screw is removed for any reason it
must be replaced. The Loctite left in the holes must be removed with the proper tap
and cleaned with solvent. Dry hole thoroughly and use a screw for reinstallation.

Spread ears on turbine shaft bearing retainer Install idler gear inner taper baring in shaft with large
ring located in reaction member support. Tap turbine diameter of taper down.
shaft and bearing into position, being certain bearing
snap ring is in full position in snap ring groove.
T20000 3&6 LD RS 08/99 10-39


Position bearing spacer on shaft. Install reverse idler baring retainer nut lockplate
as shown.

Position idler gear on bearing with hub of gear up. Install reverse idler bearing nut with chamfer down.

Install taper bearing on shaft with large diameter of Tighten nut 200 to 250 ft. lbs.
taper up. Torque (271.2 – 338.8 Nm.). Use TG 1304-54.
T20000 3&6 LD RS 08/99 10-40


Bend over tag of lock plate that aligns with one of the Spread ears on 3rd clutch front bearing locating
slots of the lock nut, to secure it (See figure 210). ring. Tap clutch assembly into converter housing.
Align the snap ring groove in the front bearing with the
snap ring in the housing, being certain bearing snap
ring is in full position in snap ring groove.
Reverse idler

Position the 2nd speed clutch shaft and 3rd speed
clutch pilot bearings on clutch shaft, a light coat of
good quality grease will hold bearing in position on
shaft.
Figure 211
Spread ears on reverse clutch front bearing
locating ring. Tap reverse and 2nd clutch assembly
into converter housing.Align the snap ring groove in
the bearing with the snap ring in the housing, being
certain bearing snap ring is in full position in snap
ring groove.
T20000 3&6 LD RS 08/99 10-41

Disassembly of idler shaft
Long Hub
6-speed
Front Rear
Long Hub

6-Speed cross section. The idler shaft being Remove idler shaft, rear bearing inner race spacer.
disassembled is a 6-speed (see figure above).
For 3-speed cross section see figure 215.
3-speed standard
Front Rear
3-speed deep ratio
Long Hub

3-Speed cross section. Remove idler shaft gear (rear) and rear bearing inner
race.

Remove idler shaft nut. Remove idler shaft gear (front).
T20000 3 & 6 LD RS 08/99 10-42

Disassembly of idler shaft
Figure 220
Remove idler shaft gear spacer.
Figure 221
Remove idler shaft front bearing.
T20000 3 & 6 LD RS 08/99 10-43

Reassembly of idler shaft

Refer to the “Cleaning and Inspection” pages. Install idler shaft gear (rear) with long hub of
Install idler shaft front bearing. gear down.
NOTE: snap ring groove in front bearing
must be up.

Install idler shaft gear spacer. Install idler shaft rear bearing inner race.

Install idler shaft gear (front) with long hub of gear up ! Position bearing inner race washer and retainer nut.
T20000 3&6 LD RS 08/99 10-44

Reassembly of idler shaft
Figure 228
Tighten retainer nut to 200 – 250 lbs.ft. torque.
(271.2 – 338.8 Nm.).
T20000 3&6 LD RS 08/99 10-45

Disassembly of output shaft
Front Rear

6-Speed cross section. The output shaft being Remove low range gear.
disassembled is a 6-speed (see figure above).
For a 3-speed cross section see figure 230.
Front Rear
3-speed deep ratio
3-speed standard

3-Speed cross section Remove low range gear bearings and spacer.

Remove low range gear thrust washer. Remove range shaft hub.
T20000 3&6 LD RS 08/99 10-46

Disassembly of output shaft
Figure 235
Remove high range gear, gear thrust and rear
bearing inner race.
Figure 236
Remove high range gear bearings.
T20000 3&6 LD RS 08/99 10-47

Reasssembly of output shaft

Refer to the “Cleaning and Inspection” pages. Install range shift hub.
Install high range gear bearings.

Install high range gear. Install low range gear bearings and spacer.

Install high range gear thrust washer and rear Install low range gear.
bearing inner race.
T20000 3&6 LD RS 08/99 10-48

Reasssembly of output shaft
Figure 243
Install low range gear thrust washer.
T20000 3&6 LD RS 08/99 10-49

Reassembly of transmission

Refer to the “Cleaning and Inspection” Install low clutch shaft and idler shaft front bearing
pages. Install forward clutch shaft rear retaining ring.
bearing retaining ring.

Position forward assembly into transmission From the front install new output shaft seal with lip of
bearing bore. seal towards bearing side. From the rear install
output shaft front bearing and outer retaining ring.

Spread rear bearing retaining ring. Align snap ring Install front bearing inner retaining ring.
grove with snap ring, release snap ring in groove
being sure snap ring is in full position in ring groove.
T20000 3&6 LD RS 08/99 10-50


Install output shaft assembly. Install low clutch shaft rear bearing.

Install shaft fork and rod as an assembly Position new gasket and “O”-ring on rear of
on shift hub. transmission housing. A thin coat of chassis
grease will hold the gasket and “O”-ring in place.

The low clutch (1st) and the idler shaft must be installed Install rear cover and bearing outer races as an assembly.
in the transmission case together. The help of an assistant or NOTE: two aligning studs facilitate cover to housing
by replacing the transmission case on the front face may facilitate assembly. Tap cover bores in place aligning shaft bearings
this step. Spread ears on low and idler shaft front bearing retaining with bearing bores. Use caution as not to damage
ring. From the rear, tap low and idler shaft into position being sure low clutch shaft sealing ring.
snap rings are in full position in ring grooves. Remove aligning studs and install cover bolts and lockwashers.
T20000 3&6 LD RS 08/99 10-51


Tighten rear cover screws to specified torque Press new seal in bearing cap with lip of seal toward
bearing side of bearing cap. Position new gasket on
(see torque chart). bearing cap.
NOTE: some units will have “O”-rings between the cap and the cover.

Install pump hole cover, gasket, screws and Install lockwashers and stud nuts.
lockwasher. Tighten nuts to specified torque (see torque chart).

Tighten screws to specified torque Install output flange, “O”-ring, washer and nut.
(see torque chart).
T20000 3&6 LD RS 08/99 10-52


Block flange to prevent turning. Tighten flange Install new piston rod “O”-ring, position shift
nut 200- 250 lbs. ft. (271.2 – 339.0 Nm.). cylinder assembly on piston rod.
Before installing shaft cylinder assembly replace all Use caution as not to damage piston rod
“O”-rings and sealing rings (see figure 263 and 264). sealing ring.
Piston seal rings (2 req'd)
Note: Open face of seal

away from each other.

Install piston retaining lock nut.
Cylinder body "O" ring
Piston rod seal

Cylinder tube
"O" ring

Tighten lock nut to 26 – 29 lbs. ft. (35 – 39 Nm.).
T20000 3&6 LD RS 08/99 10-53


Position new cylinder end cap “O”-ring into Install forward clutch pilot bearing.
end cap.

Install cap and “O”-ring on cylinder tube. Install 2nd disc hub, hub retaining ring, retaining ring
Tighten cap securely. retainer and retainer locating ring. See figure 273.
2nd clutch disc hub Retainer locating ring
Retaining
ring retainer
Disc hub
retaining ring
Low clutch shaft

Install cylinder body lockwashers and stud nuts.
Tighten nut 37 – 41 ft. lbs. torque (50.2 – 55.5 Nm.).
T20000 3&6 LD RS 08/99 10-54


Install 3rd clutch disc hub and retaining ring. Position new “O”-ring and gasket on front of
transmission housing. A light coat of chassis
grease will hold “O”-ring and gasket in place.

The use of two aligning studs will facilitate aligning the converter housing to the transmission housing.
Install front output flange , “O”-ring, washer and Install converter housing assembly to transmission assembly using extreme caution as to align the
flange nut. clutch pilots to clutch disc hubs. As the clutch pilots enter the disc hubs, turn the turbine shaft and
output shaft back and forth. This will help align all of the clutch inner discs with the disc hubs.
DO NOT FORCE THIS OPERATION. When all clutches are properly aligned, the converter housing
will be tight against the transmission housing. Install two housing to housing capscrews and
lockwashers. Remove aligning studs. Install remaining capscrews and lockwashers.

Block flange to prevent turning. Tighten flange nut Tighten cap screws to specified torque
200 – 250 lbs. ft. (371.2 – 339.0 Nm.). (see torque chart).
T20000 3&6 LD RS 08/99 10-55


Position auxiliary pump drive gear in converter Position charging pump drive gear (see figure 284)
housing. See figure 281. and install cap screw with Loctite No. 243.
Tighten cap screw to specified torque
(see toque chart).
Auxiliary pump
drive gear
Pump drive gear

Install cap screw with Loctite No. 243. Tighten cap Using a new gasket and “O”-ring, position
screw to specified torque (see torque chart). charging pump assembly. Install cap screws
and lockwashers.
Tighten screws to specified torque (see toque chart).
T20000 3&6 LD RS 08/99 10-56


Install cap screws and lockwashers: Install idler gear bearing retaining ring.
tighten screws to specified torque (see torque chart).

Install new oil filter. Tighten 20 to 25 ft. lbs torque Position pump idler gear and bearing
(27.1 - 33.9 N.m.). NOTE: it is recommended that the in stab shaft.
filter cartridge be changed after 100 hours of
operation on new and rebuilt or repaired units.

Install pump hole cover, news gasket, screws Install idler gear bearing locating ring.
and lockwashers. Tighten screws to specified
torque (see torque chart).
T20000 3&6 LD RS 08/99 10-57


Press new seal in baffle with lip of seal toward Position converter assembly on stator support
impeller hub bearing. and turbine shaft.
Position new oil baffle sealing ring on oil baffle. NOTE: use extreme caution as not to cut,
break or unhook the oil sealing ring in the support.

Position oil baffle in housing and install retaining ring. Install converter assembly retaining ring.
Be sure ring is in full position in ring groove.

Position inner turbine locating ring on turbine shaft. With new “O”-ring in place, install bore plug.
T20000 3&6 LD RS 08/99 10-58


Install bore plug retaining ring. Position control valve assembly on
aligning studs.

See special section on page 5-1 for drive plate Install control valve to converter housing screws and
installation. lockwashers, tighten screws to specified toque
(see torque chart).

To install control valve assembly it is Install protection cover, screws and lockwashers.
recommended two aligning studs be used to Tighten screws to specified torque (see torque
position new control valve gasket. chart).
T20000 3&6 LD RS 08/99 10-59

Disassembly and reassembly of the T20000 LD transmission
Note:
CLUTCH RETURN DISC SPRING PACKS ARE CERTIFIED ACCORDING TO COMPRESSION WEIGHT SPECIFICATIONS AND ARE
PRE-PACKED IN QUANTITIES TO REPAIR ONE
(1) SPECIFIC CLUTCH.
The disc spring packs are to be used as complete assemblies and care should be taken not to intermix the
individual disc springs with disc springs in another clutch or disc spring pack.
Each disc spring assembly is made up of selected springs to precisely match each part within this assembly.
Failure to replace all piston return springs can result in unequal deflection within the spring pack.
The result of this imbalance may adversely affect overall life of springs.
T20000 3&6 LD RS 08/99 10-60

11. OPTIONS
11.1 HYDRAULIC ACTUATED AXLE DISCONNECT

The information contained herein must be used in conjunction with a T20000 LD section.
11.1.1 Sectional views and parts identification

Refer to following pages.
T20000 3&6 LD RS 08/99 11-1

GROUP - HYDRAULIC ACTUATED AXLE DISCONNECT
19
17
16
18
32
29 40
39
28 44 38
31 27
30 26
25
26
20
24 37
15 13
33 35
34
36 6
23
22
4
11
14
21
9
42 10
5 7
3 7
5
27 2
1
38 43
39
40 12
7
8
41 7
10
11-2 08/99 T20000 3&6 LD RS

GROUP - HYDRAULIC ACTUATED AXLE DISCONNECT
1 Shaft - Output 1
2 Bushing 1
5 Snap ring - Front bearing retaining 2
6 Ring - Output shaft rear bearing retaining 1
7 Bearing - Hi Low gear 4
10 Washer - Gear thrust 2
11 Ring - Output shaft rear retaining 1
12 Hub - Range shift 1
13 Housing - Diconnect 1
14 “O”-ring - Diconnect housing 1
15 “O”-ring - Diconnect housing 1
16 Plug - Diconnect housing 1
17 “O”-ring - Bore plug 1
18 “O”-ring - Bore plug 1
19 Ring - Bore plug retaining 1
20 Shaft - Diconnect 1
21 Stud - Disconnect housing cap 4
22 Lockwasher - Disconnect housing stud 4
23 Nut - Disconnect housing stud 4
24 Plug - Disconnect housing 1
25 Bearing 1
28 Piston - Hydraulic actuator 1
29 “O”-ring - Piston 1
30 Spring - Air/hydraulic actuator piston - outer 1
31 Spring - Air/hydraulic actuator piston - inner 1
32 Ring - Piston seal glyd 1
33 Lockscrew - Shift fork 1
34 Hub - Shift 1
35 Fork 1
36 “O”-ring - Disconnect housing 1
37 Plug - Shipping 1
38 “O”-ring - Output flange 2
39 Washer - Output flange 2
40 Nut - Output flange 2
41 Gear - Low range 1
42 Gear - High range 1
43 Flange - Output (front) 1
44 Flange - Output (rear) 1
T20000 3&6 LD RS 08/99 11-3

Options
11.1.2 Assembly instructions
TIGHTEN SECURELY AND LOCK WIRE

TO PREVENT LOOSENING
APPLY A LIGHT COAT OF LOCTITE 557
TO THE OUTER DIAMETER OF THE HOUSING PLUG.
T20000 3 & 6 LD RS 08/99 11-4

11.1.3 Disassembly of output shaft with axle disconnect
T20000 3 & 6 LD RS 08/99 11-5

Disassembly of output shaft with axle disconnect
Figure 1 Figure 4
6-Speed cross section with axle disconnect. Remove low range gear bearings and spacer.
Figure 2 Figure 5
Remove low range gear thrust washer. Remove range shift hub.
Figure 3 Figure 6
Remove low range gear. Remove bearing inner race retaining ring.
T20000 3 & 6 LD RS 08/99 11-6

Disassembly of output shaft with axle disconnect
Figure 7
Remove high range gear, gear thrust washer, bearing
spacer and bearing inner race.
Figure 8
Remove high range gear bearings.
T20000 3 & 6 LD RS 08/99 11-7

11.1.4 Reassembly of output shaft with axle disconnect
T20000 3&6 LD RS 08/99 11-8

Reassembly of output shaft with axle disconnect
Figure 9 Figure 12
Refer to the “Cleaning and inspection” pages. Install, high range gear thrust washer,
If bushing worn out, install new bushing. bearing spacer and bearing inner race.
Figure 10 Figure 13
Install high range gear bearings. Install rear bearing inner race retaining ring.
Figure 11 Figure 14
Install high range gear. Install range shift hub.
T20000 3&6 LD RS 08/99 11-9

Reassembly of output shaft with axle disconnect
Figure 15
Install low range gear bearings and spacer.
Figure 16
Install low range gear.
Figure 17
Install low range gear thrust washer.
T20000 3&6 LD RS 08/99 11-10

11.1.5 Disassembly of axle disconnect
T20000 3 & 6 LD RS 08/99 11-11

Disassembly of axle disconnect
Figure 18 Figure 21
Remove the inner and outer actuator piston springs. Remove piston bore plug retainer ring.
Figure 19 Figure 22
The output oil seal must be destroyed by using a Remove disconnect shaft outer bearing retainer ring.
punch to drive through the oil seal housing and
picking the oil seal out of the disconnect housing.
Figure 20 Figure 23
Remove disconnect housing plug. Remove the shift fork lock screw.
T20000 3 & 6 LD RS 08/99 11-12

Disassembly of axle disconnect
Figure 24 Figure 27
Remove disconnect housing plug. Shift and shift fork removed.
Figure 25
Remove actuator piston.
Figure 26
Tap disconnect shaft and bearing from housing.
T20000 3 & 6 LD RS 08/99 11-13

11.1.6 Reassembly of axle disconnect
T20000 3 & 6 LD RS 08/99 11-14

Reassembly of axle disconnect
Figure 28 Figure 31
Refer to the “Cleaning and inspection” pages. Align hole in actuator piston with hole in shift fork.
Position shift fork on shift hub. Insert actuator Install shift fork lock screw.
into disconnect housing. Tighten securely and lock wire to prevent loosening.
Hold shift hub and fork in housing, align shift fork and
actuator piston. Insert piston in shift fork.
Figure 29 Figure 32
Install “O”-ring and glyd ring on actuator piston Align splines on disconnect shaft with splines in
(see figure 29). shift hub.
GLYD ring
"O" ring
Figure 30 Figure 33
Tap shaft and bearing in place.
T20000 3 & 6 LD RS 08/99 11-15

Figure 34 Figure 37
Install shaft bearing outer retainer ring. Secure bore plug with retaining ring.
Figure 35 Figure 38
Press seal in disconnect housing with lip of seal in. Apply a light coat of Loctite 577 to the outer diameter
of the housing plug.
Tap plug into position in housing.
Figure 36 Figure 39
Position two new “O”-rings on piston bore plug. Install disconnect housing “O”-rings in housing.
Align hole in plug with hole in housing. Install plug.
T20000 3 & 6 LD RS 08/99 11-16

Figure 40 Figure 43
Insert the actuator piston inner and outer return Install output flange “O”-ring, washer and flange nut.
springs in piston.
Figure 41 Figure 44
Use new “O”-rings on assembly. Position disconnect Block flange to prevent turning. Tighten flange nut
assembly on disconnect mounting studs. to specified torque (see elastic stop nut chart).
Install stud nuts and lockwashers.
Figure 42
The actuator piston springs must be compressed
against the rear cover to start the stud nuts and
lockwasher. Tighten stud nuts to specified torque
(see torque chart).
T20000 3 & 6 LD RS 08/99 11-17

11.2 PARKING BRAKES
11.2.1 Mechanical Brake
11.2.1.1 Sectional views and parts identification
T20000 3&6 LD RS 08/99 11-18

GROUP - DISC BRAKE (MECHANICAL BRAKE)
1 7
4
8 5
11-19 08/99 T20000 3&6 LD RS

GROUP - DISC BRAKE (MECHANICAL BRAKE)
1 Caliper - Parking brake 1

2 Disc - Brake 1
3 Assembly - Mounting bracket 1
4 Screw - Bracket assembly to brg cap mtg 4
5 Washer - Bracket assembly to brg cap mtg flat screw 4
6 Screw - Flange 6
7 Screw - Caliper to mounting bracket 2
8 Spacer 2
T20000 3&6 LD RS 08/99 11-20

GROUP - MECHANICAL BRAKE
16
14
12
15
10
13
11
4
9
6
8
2
7
3
1
11-21 08/99 T20000 3&6 LD RS

GROUP - MECHANICAL BRAKE
1 Screw 1
2 Anti-rotation clip 1
3 Washer 1
4 Lever 1
5 Spring 1
6 Shaft - Seal 1
7 Housing 1
8 “O”-ring 4
9 Bushing 2
10 Ball 3
11 Ball - Spacer 1
12 Rotor 1
13 Plain bearing 1
14 Rotor - Seal 1
15 Lever side pad 1
16 Carrier side path 1
T20000 3&6 LD RS 08/99 11-22

11.2.1.2 Adjustment and rebuild criteria
1. Check to insure floating parts move freely and that all other parts are mounted securely.
Tighten hardware as required.
2. Check actuator linkage to insure that there is adequate freedom of movement for positive brake
operation. Adjustment of pad gap is to be accomplished by adjusting the actuating cable or linkage.
If adjustment is used up, back off cable or linkage. Unbend tab on anti-rotation clip and loosen screw
enough to disengage lever spline. Rotate the lever one tooth, in the direction opposite the actuation
direction, and retorque the screw making sure the spline teeth are properly engaged.
Bend up a tab that aligns with one of the screw head flats, to prevent screw rotation.
Both lever and linkage must be free to return to home position. An external return spring is required.
3. Check disc surface condition. Replace if it is badly warped, pitted, or below minimum recommended
thickness. Check for loose mount bolts. Retighten if necessary.
4. Check to insure friction pads are not worn to less than .039” (1.0mm) thick. Replace worn friction pads.
Generally, if the disc is still running true and the pad clearance is still adjustable,
no other maintenance is required. To check for wear, measure the distance from the carrier side casting
face to disc face. If the distance is less than .060” (1.5mm), replace the friction pads.
11.2.1.3 Replacing friction pads
Note
STAMPED ON THE BACK OF EACH FRICTION PAD IS A CODE. THE FIRST 1 OR 2 CHARACTERS IS A NUMBER THAT
SPECIFIES THE FRICTION MATERIAL TYPE.CHECK TO INSURE NEW PADS ARE THE SAME AS THE WORN PADS REMOVED.
REPLACE FRICTION PADS ONLY IN PAIRS.
To replace the friction pads it is necessary to release the brake and disconnect the actuator
from the brake lever.
1. Remove one brake mounting bolt. Swing the brake up over the disc to expose the brake pads.
In close clearance applications the brake may be removed from the vehicle.
Using a flat bladed screw driver, pry out the used brake pads from their respective positions.
The lever side friction pad is snapped onto the plastic actuator cover. Care should be used in removing
the friction pad from the plastic actuator cover so as not to break off the center snap tabs.
2. Place the new friction pads in their respective positions.
The lever side friction pad has a center hole which snaps over the plastic snap tabs of the actuator
cover. The flat on the lever side pad must align with the flat on the plastic rotor cover, allowing the pad
to sit flat.
If the snap tabs are gone dab some silicone gasket adhesive around the back edge of the friction pad
and press firmly into place aligned as described above. Before placing the carrier pad in postition,
clean out excisting pad glue from the pad compartment.
Place a layer of silicone gasket adhesive all along the back edge of the carrier friction pad and press
firmly in place. Push the lever side pad into the brake as far as possible.
3. Swing the brake over the disc and install the mounting bolt and tighten all mounting bolts.
4. After friction pad replacement, the brake actuating lever is no longer in the correct position for the
actuating linkage.
Unbend tab on anti-rotation clip and loosen screw enough to disengage the lever spline.
Rotate the lever to the OEM and torque screw to 110 - 140 in.lbs.(12.4 -15.8 Nm). Bend up a tab on the
antirotation clip that aligns with one of the screw head flats, to prevent screw rotation.
Attach actuating cable or linkage to the lever. Adjustment of pad gap is accomplished by adjusting
the actuating cable or linkage.
T20000 3&6 LD RS 08/99 11-23

11.2.1.4 Disassembly
Perform disassembly on a clean work bench.
1. Disconnect the actuator cable or linkage and remove brake from its mounting.
2. Remove friction pads. (see “Replacing Friction Pads”)
3. Unbend anti-rotation clip tab away from lever holding screw. Remove screw, anti-rotation clip, washers,
lever, and spring.
4. Push out rotor assembly from the casting.
Caution
BALL SPACER AND 3 BALL BEARINGS MAY COME OUT WITH THE ROTOR ASSEMBLY.
(FOR ROTOR DISASSEMBLY SEE “SERVICING ROTOR ASSEMBLY”).
5. Remove 3 ball bearings and ball spacer.

6. Shaft seal need only be replaced if excessively wom or cracked. If replacement is necessary, press out
the plastic shaft seal from inside the casting, using a steel spacer block 1.078"(27.38mm) diameter by
2.5” (63.5mm) long and an arbor press.
Note
POPULAR BRAND NAME 3/8" DRIVE 13/16" HEX DEEP SOCKET WORKS WELL AS A SPACER BLOCK.
7. After the shaft seal is pressed out, remove the sliver of plastic that may be left in the
groove in the casting.
This completes disassembly of the brake.
11.2.1.5 Cleaning and inspection

1. Clean all parts with denatured alcohol and either wipe dry with a clean lint free cloth
or blow dry with an air hose.
2. Examine all parts carefully for signs of excessive wear, damage, or corrosion.
Replace any parts found to be damaged.
3. Check rotor assembly for cracks. Replace if necessary.
4. Inspect the casting ball pockets for scoring, pitting, cracks or corrosion.
A corroded or deeply scored casting should be replaced.
Light scoring and stains may be removed.
5. Check to see that the disc is not bent or misshaped.
6. Check lever spring for breakage.
T20000 3&6 LD RS 08/99 11-24

11.2.1.6 Assembly
Prior to assembly make sure all parts are clean and serviceable.
1. Install a new shaft seal by inserting the seaI from the outside of the casting with the extended smooth
surface inserted first. Using an arbor press, with a protective spacer block between the arbor press
and the seal, gently press the seal in until it snaps into the groove in the casting.
2. Coat with grease, the ball pockets in the casting, the shaft and ball pockets of the rotor assembly.
3. Insert 3 ball bearings and ball spacer into the pockets in the casting.
4. From the inside of the casting slide the shaft of the rotor assembly thru the shaft seal and seat
the ball pockets against the ball beanrings.
5. PIace the spring over the large diameter pilot on the outside of the castıng.
6. Install the lever, making sure the small diameter of the spring is piloted on the outside
of the 4 pins in the lever. Set the lever in the OEM position.
7. Install the washers and anti-rotation clip with its tab inserted into the lower hole in the lever.
8. Insert screw into rotor assembly shaft and tighten to 110 - 140 in.lbs.(12.4 - 15.8Nm),
while guiding lever over rotor assembly spline.
9. After the proper torque is achieved and the lever is in the OEM position, bend up a tab on the
anti-rotation clip that aligns with one of the screw head flats, to prevent screw rotation.
10. Install the friction pads onto the rotor assembly and carrier. (see ‘’Replacing Friction Pads”).
11. Stroke lever in its proper direction. The lever must rotate thru 60 degrees of rotation.
Return lever to the OEM position and make sure the lever side friction pad is fully rerurned.
11.2.1.7 Replacing mount bushings

1. Push mount bushings completely out of the brake casting.
2. Remove the four (4) “O”-rings from the grooves in the casting, being carefull not to damage the
grooves. Clean the grooves and the bore with denatured alcohol or cleaning solvent. Let dry.
Lubricate the grooves and “O”-rings with the grease furnished with the service kit.
Install the “O”-rings into the grooves.
3. Coat the bushings with kit grease. Insert bushing through the “O”-ring.
Wipe off any excess grease.
11.2.1.8 Servicing rotor assembly

Disassemble brake as previously described.
1. Using a sharp knife, make several cuts through the outside diameler of the rigid plastic rotor cover.
Break apart the plastic, remove and discard.
2. Discard the plain bearing from under the plasic cover
3. ThoroughIy clean all dirt and grease residue from the rotor.
4. Amply grease one face of the new plain bearing and place it into the new rotor cover, grease to plastic.
Amply grease the other face of the insert.
5. To assemble the new plastic rotor cover a bench vise is necessary.
Snap a friction pad onto the plastic cover.
Place the plastic cover over rte rotor, place in a vice, and slowly squeeze the cover and rotor until the
cover snaps in place. Remove the friction pad and reassemble the brake as previously described.
T20000 3&6 LD RS 08/99 11-25

11.2.2 Spring applied hydraulic released brake (high pressure)
Note
PLEASE READ INSTRUCTIONS BELOW BEFORE ATTEMPTING ANY WORK ON THE BRAKE.
T20000 3&6 LD RS 08/99 11-26

GROUP - DISC BRAKE (SPRING APPLIED HYDRAULIC RELEASED BRAKE (HIGH PRESSURE))
4
7 5
11-27 08/99 T20000 3&6 LD RS

GROUP - DISC BRAKE (SPRING APPLIED HYDRAULIC RELEASED BRAKE (HIGH PRESSURE))

2 Disc - Brake 1
6 Screw - Flange 6
7 Spacer 4
T20000 3&6 LD RS 08/99 11-28

SPRING APPLIED HYDRAULIC RELEASED BRAKE (HIGH PRESSURE)
17
2 5
24
22
4
21
7
8
6
20 11
23 10
9
13
14
15 16
12
3
1
18
19
11-29 08/99 T20000 3&6 LD RS

SPRING APPLIED HYDRAULIC RELEASED BRAKE (HIGH PRESSURE)
1 Torque plate 1
2 Bolt - Hex 2
3 Jamnut 2
4 Housing - Spring 1
5 Plug 1
6 Bolt - Adjustment 1
7 Shim AR*
8 Spring disc 10
9 Piston 1
10 Seal - “O”-ring 1
11 Back-up ring 1
12 Piston 1
14 Back-up ring 1
16 Wiper 1
17 Bolt 1
18 Nut 1
19 Lining 2
20 Bleeder 1
21 Spring - Urethane 2
22 Washer - Flat 2
23 Cap - Plug 1
AR*: As Required
T20000 3&6 LD RS 08/99 11-30

11.2.2.2 Operation
Ten disc springs (8) are used to hold the park brake in the actuated state.
The springs (8) push the pistons (9,12) into the lining and carrier assembly (19) which squeezes
a driveline mounted disc. The brake is released by fluid entering a SAE 7/16-20 threaded inlet
in the side of the torque plate (1) which pushes the pistons back and compresses the springs (8).

1. Apply hydraulic pressure to the brake.
2. Remove plug (5) and set running clearance (.020” - .030”) using the adjustment bolt (6).
3. Replace plug (5).
4. Even up running clearance on each side of the disc by adjusting the carrier retaining bolt ( 17).
The brake should be rebuilt when one or more of the following criteria are met:
1. Any signs of fluid leakage.
2. Lining thickness less than .031".
3. Cracked or chipped linings.

1. Apply hydraulic pressure to the brake and remove plug (5) and carrier bolt (17).
2. With pressure applied, back-off adjustment bolt (6) until piston (12) is flush with piston (9).
3. Release hydraulic pressure from the brake and remove lining and carrier assemblies (19).
Caution
IF THE PARK BRAKE IS BEING DISASSEMBLED WHILE ON THE VEHICLE, IT IS IMPORTANT TO FOLLOW THE DIRECTIONS
REGARDING THE REMOVAL OF THE SPRING HOUSING (4) AND THE LINING AND CARRIERS (19) VERY CLOSELY.
1. Apply hydraulic pressure to the brake and remove plug (5) and carrier bolt (17).
2. With pressure applied, back-off adjustment bolt (6) until piston (12) is flush with piston (9).
4. Using a press, compress springs (8) to reduce the force on the spring housing (4).
5. Use a spanner wrench to remove the spring housing (4) (counter-clockwise direction).
6. The springs (8) will be accessible when the spring housing is removed.
Note
THE SPRING HOUSING (4) MAY BE REMOVED WITHOUT COMPRESSING THE SPRINGS (8),
HOWEVER IT IS NOT RECOMMENDED DUE TO THE HIGH TORQUE REQUIRED.
7. The adjustment bolt (6) threaded part of the way into the hydraulic piston (9) may be used
to remove the pistons (9 and12) if brake is mounted on the vehicle.
8. If brake is not mounted to the vehicle it is easier to press the pistons out from the lining and carrier (19)
side of the torque Plate (1).
Caution
DO NOT DAMAGE SEALS (10,13,15) OR BACK-UP RINGS (11,14) OR THE WIPER (16) WHEN
REMOVING THE PISTONS(9 AND12).
9. Piston (12) may be removed from piston (9) by pushing on piston (12) through adjustment bolt hole
with a small nut-river or similar device.
T20000 3&6 LD RS 08/99 11-31

1. Clean all metal parts prior to assembly.
2. Blow excess cleaning solution off of all parts and out of all fluid passages.
11.2.2.7 Assembly
1. Apply a thin coat off fluid (compatible with mineral oil based hydraulic fluid) to seals (10,13,15),
Back-up rings (11,14) and the wiper (16).
2. Install seal (15) in seal groove on piston (12).
3. Slide the adjustment piston (12) into the bore located in the hydraulic piston (9) until it hits
the bottom of the bore.
4. Install wiper (16), back-up ring (14), and seal (13) in the grooves located in the small hole in
the torque plate (1).
5. Install seal (10) and back-up ring (11) in larger grooves in torque plate (1).
6. Install piston assembly into torque pIate. (1).
7. Thread adjustment bolt (6) into the hydraulic piston (9) until the bolt contacts
the adjustment piston (12).
8. Place springs (8) in the torque plate (1).
Springs should be placed in an alternating cupped face to cupped face orientation.
The springs on the outside ends of the stack should be oriented cupped face out.
9. If the brake contained a shim (7) when it was disassembled, place the shim (7) so it will be in the
bottom of the spring housing (4) when it is installed. See illustration below for a graphical
representation.
Note
SPRINGS ARE MATCHED AND PRETESTED. IF NEW SPRINGS ARE BEING INSTALLED ADD A SHIM ONLY IF THE NEW
SPRINGS ARE SHIPPED WITH ONE.
SHIM SPRINGS
10. Thread spring housing (4) into torque plate (1) about 3 turns or until it makes contact,
with the springs (8).
11. Using a press, compress springs (8) to reduce the force on the spring housing (4).
12. Use a spanner wrench to tighten spring-housing until the face bottoms out on the counterbore face
in the torque plate (1). Tighten to 500 - 600 lb.-in torque.
13. Assemble washer (22) and the urethane spring (21) on the mounting bolt (2) then slide mounting bolts
through bolt holes in the torque Plate (1).
14. Thread jam nut/sleeve (3) onto mounting bolt.
The cylindrical part of the jam nut/sleeve should extend into the torque plate.
T20000 3&6 LD RS 08/99 11-32

15. Install lining and carrier assemblies (19).
Thread lining and carrier adjustment bolt into hex nut (8) located in the slot in the
back side of the torque plate (1).
16. Install the bleeder (20) in the port located on the top side of the torque plate (1).
17. After brake is mounted and adjusted, snap plug (5) onto spring housing (4).
11.2.2.8 Installation
1. Slide brake over disc and into the mounting position.
2. Start mounting bolts (2) into mounting surface far enough to just support the brake.
3. Remove plug (5) and tighten adjustment bolt (6) until linings (19) are clamped to the disc.
4. Tighten mounting bolts (2) until they make contact with the urethane springs (21),
then tighten 1 to 2 flats more.
5. Tighten jam nut/sleeve (3) against mounting surface to torque shown in section 11.2.2.9.
Caution
BRAKE LININGS ARE SUSCEPTIBLE TO CONTAMINATION.
WHEN INSTALLING OR SERVICING BRAKES KEEP ALL OIL AND FLUIDS AWAY FROM THE LININGS.
POOR BRAKE PERFORMANCE MAY RESULT.
6. Attach brake line to inlet port located on the side of the torque plate (1).
7. Bleed brake system to remove trapped air as follows.
Note
USE BLEEDER HOSE ON BLEEDER SCREWS (PREFERABLY CLEAR TUBING) TO ROUTE FLUID AWAY
FROM THE BRAKE AND LININGS.
Caution
BRAKE USES HIGH PRESSURE, OPEN BLEEDER SCREW (20) VERY SLOWLY WHEN PERFORMING BLEEDING PROCEDURE.
8. Apply pressure to brake and slowly open the bleeder screw (20) observe any air bubbles
that flow from the brake.
9. Repeat above paragraph until no air is observed in the fluid from the bleeder screw (20).
11.2.2.9 Torque specs
PART (ITEM NO.) THREAD SIZE DRY TORQUE

BLEEDER SCREW (20) 7/16 - 20 200 - 250 (LB-IN)
JAMNUT/SLEEVE (3) 3/4 - 10 200 (LB-IN)
T20000 3&6 LD RS 08/99 11-33

11.2.3 Spring applied hydraulic released brake (low pressure)
Note
PLEASE READ INSTRUCTIONS BELOW BEFORE ATTEMPTING ANY WORK ON THE BRAKE.
T20000 3&6 LD RS 08/99 11-34

GROUP - DISC BRAKE (SPRING APPLIED HYDRAULIC RELEASED BRAKE (LOW PRESSURE))
4
7 5
11-35 08/99 T20000 3&6 LD RS

GROUP - DISC BRAKE (SPRING APPLIED HYDRAULIC RELEASED BRAKE (LOW PRESSURE))

2 Disc - Brake 1
6 Screw - Flange 6
7 Spacer 4
T20000 3&6 LD RS 08/99 11-36

SPRING APPLIED HYDRAULIC RELEASED BRAKE (LOW PRESSURE)
37
24
23
25
26
27
28
29
30 32
31 33
21 5
17 38
18
19
2
4
36 7
35 34
8
10 6
34
9
10
11
14
13
12
13
16
15
3
20 1
22
11-37 08/99 T20000 3&6 LD RS

SPRING APPLIED HYDRAULIC RELEASED BRAKE (LOW PRESSURE)
1 Torque plate 1
2 Bolt - Hex 2
3 Jamnut 2
4 Housing - Spring 1
5 Plug 1
6 Bolt - Adjustment 1
7 Shim AR*
8 Spring disc 10
9 Cam 1
10 Ball - Bearing 3
11 Cam 1
13 Washer - Hardened 2
15 Piston 1
17 Lever 1
18 Ring - Retainer 1
19 Bolt 1
20 Nut 1
21 Pin - Cotters 1
22 Lining and carrier assembly 2
23 Cylinder - Hydraulic 1
24 Screw 2
25 Piston 1
26 Seal - STD poly pack 1
27 Sliding ring 1
28 Rod 1
29 Ring - Retaining 1
30 Rod excluder 1
31 Jamnut 1
32 Clevis 1
33 Clevis pin 1
34 Pin - Dowel 3
35 Spring - Urethane 2
36 Washer - Flat 2
37 Cap - Plug 1
AR*: As Required
T20000 3&6 LD RS 08/99 11-38

11.2.3.2 Operation
Ten disc springs (8) are used to hold the park brake in the actuated state.
The springs push the cams (9,11) and piston (15) into the lining and carrier assembly (22)
which squeezes a driveline mounted disc.
The brake is released by fluid entering a SAE 7/16-20 threaded inlet in the top of the hydraulic cylinder
(23) which pushes the piston (25) down, thereby rotating the lever (17) and cam (11),
compressing the springs (8).

1. Apply hydraulic pressure to the brake.
2. Remove plug (5) and set running clearance (.020” - .030”) using the adjustment bolt (6).
3. Replace plug (5).
4. Even up running clearance on each side of the disc by adjusting the carrier retaining bolt ( 19).
The brake should be rebuilt when one or more of the following criteria are met:
1. Any signs of fluid leakage.
2. Lining thickness less than .031”.
3. Cracked or chipped linings.

1. Apply hydraulic pressure to the brake and remove plug (5) and carrier retaining bolt (19).
2. With pressure applied remove adjustment bolt (6).
Caution
IF THE PARK BRAKE IS BEING DISASSEMBLED WHILE ON THE VEHICLE, IT IS IMPORTANT TO FOLLOW THE FOLLOWING
DIRECTIONS REGARDING THE REMOVAL OF THE SPRING HOUSING (4) AND THE LINING & CARRIERS (22) VERY
CLOSELY.
1. Apply hydraulic pressure to the brake and remove plug (5) and carrier retaining bolt (19).
2. With pressure applied remove adjustment bolt (6).
4. Use a spanner wrench to remove the spring housing (4) (counter-clockwise direction).
5. The springs (8) will be accessible when the spring housing is removed.
6. Remove hair pin (21) and pin (33) from the clevis (32).
7. Remove hydraulic cylinder (23) from torque plate (1) by removing cylinder mounting bolts (24).
8. Remove retaining ring (18) and lever (17) from the spline on the cam (11).
9. The opposing cams (9, 11), adjustment piston (15) and dowel pins (34) can be removed by pressing
them out of the torque plate (1) from the lining and carrier (22) side.
10. Remove balls (10) and adjustment piston (15) from cams (9, 11).
11. The “O”-ring seal (16) can be removed from the adjustment piston (15) if necessary.
12. Remove needle bearing (12), hardened washers (13), and “O”-ring seal (14) from the torque plate (1)
once the cams (9, 11) are removed.
13. Slide the rod (28) and clevis (32) out of the hydraulic cylinder (23).
14. Remove the rod excluder (30) from the hydraulic cylinder (23) by prying with a small screwdriver.
15. The retaining ring (29) may be removed once the rod excluder (30) has been removed.
16. Press piston (25) out of the hydraulic cylinder (23) by pushing on the top of the piston
with a long slender rod.
T20000 3&6 LD RS 08/99 11-39

Note
DO NOT SCAR CYLINDER WALLS OR NICK THE PISTON DURING REMOVAL.

1. Clean all metal parts prior to assembly.
2. Blow excess cleaning solution off of all parts and out of all fluid passages.
11.2.3.7 Assembly
1. Apply a thin coat of fluid to seals (14,16).
2. Install seal (16) in seal groove on adjustment piston (15).
3. Slide the adjustment piston (12) into the bore located in the cam (11) until the seal (16) is
inside the bore.
4. Install seal (14) in the grooves located in the small hole in the torque plate (1).
5. Install needle bearing (12) between the two hardened washers (13).
6. With bearing and washers (12,13) in place, install cam (11) and balls (10) into torque plate (1).
7. Install cam (9) and dowel pins (34) into torque plate (1).
8. Thread adjustment bolt (6) into the cam (9) until the bolt contacts the adjustment piston (15).
9. Place springs (8) in the torque plate (1).
Springs should be placed in an alternating cupped face to cupped face orientation.
The springs on the outside ends of the stack should be oriented cupped face out.
10. Replace the shim (7) in the bottom of the spring housing (4) before adding the springs if the brake
contained a shim when it was disassembled. See illustration below for a graphical representation.
Note
SPRINGS ARE MATCHED AND PRETESTED.
IF NEW SPRINGS ARE BEING INSTALLED ADD A SHIM ONLY IF THE NEW SPRINGS ARE SHIPPED WITH ONE.
SHIM SPRINGS
11. Apply a thin coat of Never-Seez to the spring housing (4) threads.
12. Screw spring housing (4) onto torque plate (1). Tighten with a spanner wrench until the spring
housing face bottoms out on the counterbore face in the torque plate (1).
13. Assemble washer (36) and the urethane spring (35) on the mounting bolt (2) then slide mounting
bolts through bolt holes in the torque plate (1).
14. Thread jam nut/sleeve (3) onto mounting bolt.
The cylindrical part of the jam nut/sleeve should extend into the torque plate.
15. Apply a thin coat of fluid to seal (25) and sliding ring (27).
16. Install seal (25) and the sliding Ring (27) on the Piston (25).
T20000 3&6 LD RS 08/99 11-40

17. Install piston (25) into the hydraulic cylinder (23) with the flat side facing the top of the cylinder.
18. Push the piston (25) to the top of the hydraulic cylinder (23) and install the retaining ring (29) in the
groove at the bottom of the cylinder.
Note
MAKE SURE INLET PORT IS UNCAPPED WHEN INSTALLING PISTON (25).
19. Press rod excluder (30) with the rubber side facing out of the hydraulic cylinder (23).
20. Thread clevis (32) with the 3/8-16 jam nut installed into the rod (28).
21. Insert the rod (28) and clevis (32) through the rod excluder (30) into the hydraulic cylinder (23).
22. Position assembled hydraulic cylinder (23) onto torque plate (1) and install the cylinder mounting
bolts (24) into their respective holes.
23. Pin clevis (32) to the lever (17) with clevis pin (33) and hair pin (21).
24. Adjust rod (28) until it contacts the rod retaining hole in piston (25) and tighten the jam nut.
25. Install lever (17) on the spline of cam (11).
The centerline of the lever should be oriented parallel to the top of the torque plate (1).
26. Install retaining ring (18) in groove on the cam (11).
27. Install lining and carrier assemblies (22).
28. Thread carrier adjustment bolt (19) into hex nut (18) located in the slot in the back side
of the torque plate (1).
29. After brake is mounted and adjusted, snap plug (5) onto spring housing (4).
11.2.3.8 Installation
1. Slide brake over disc and into the mounting position (per vehicle specification).
2. Start mounting bolts (2) into mounting surface far enough to just support the brake.
3. Remove plug (5) and tighten adjustment bolt (6) until linings (22) are clamped to the disc.
4. Tighten mounting bolts (2) until they make contact with the urethane springs (35),
then tighten 1 to 2 flats more.
5. Tighten jam nut / sleeve (3) against mounting surface to torque shown in section 11.2.3.9.
Caution
BRAKE LININGS ARE SUSCEPTIBLE TO CONTAMINATION.
WHEN INSTALLING OR SERVICING BRAKES KEEP ALL OIL AND FLUIDS AWAY FROM THE LININGS.
POOR BRAKE PERFORMANCE MAY RESULT.
6. Attach brake line to inlet port located on the top of the hydraulic cylinder (23).
11.2.3.9 Torque specs
PART (ITEM NO.) THREAD SIZE DRY TORQUE

PLUG-INLET (37) 7/16 - 20 12/17 (LB-IN)
JAM NUT/SLEEVE (3) 3/4 - 10 200 (LB-IN)
T20000 3&6 LD RS 08/99 11-41

12. SERVICE TOOLS
12.1 REVERSE IDLER SHAFT NUT SOCKET (TG 1304 - 54)
Made from Snap-on IM662A Socket 2 1/16” drive 3/4”.
Ø 63
-0
Ø 61 +0.1
10
45°
4 SLOTS
6 +0-0.1
T20000 3&6 LD RS 08/99 12-1

Printed in Belgium
Brugge, Belgium
Prepared and printed for SPICER OFF-HIGHWAY PRODUCTS by Brouwer Technisch Bureau
Service Manual
Converter C2000
CSM-0004
April 2003
Copyright 2010 Dana Holding Corporation For product inquiries or support,
All content is subject to copyright by Dana and may not visit www.dana.com or call 419-887-6445
be reproduced in whole or in part by any means, For other service publications,
electronic or otherwise, without prior written approval. visit www.SpicerParts.com/literature.asp
THIS INFORMATION IS NOT INTENDED FOR SALE OR For online service parts ordering,
RESALE, AND THIS NOTICE MUST REMAIN ON ALL visit www.SpicerParts.com/order.asp
COPIES.
14, 15 & 16D
AXLES
FOREWORD
This manual has been prepared to provide the customer and the maintenance personnel
with information and instructions on the maintenance and repair of the Spicer Off-
Highway product.
Extreme care has been exercised in the design, selection of materials and manufacturing
of these units. The slight outlay in personal attention and cost required to provide regular
and proper lubrication, inspection at stated intervals, and such adjustments as may be
indicated will be reimbursed many times in low cost operation and trouble free service.
In order to become familiar with the various parts of the product, its principal of operation,
trouble shooting and adjustments, it is urged that the mechanic studies the instructions in
this manual carefully and use it as a reference when performing maintenance and repair
operations.
Whenever repair or replacement of component parts is required, Spicer Off-Highway-

approved parts as listed in the applicable parts manual should be used. Use of ""will-fit""
or non-approved parts may endanger proper operation and performance of the
equipment. Clark-Hurth Components does not warrant repair or replacement parts, nor
failures resulting from the use of parts which are not supplied by or approved Spicer Off-
Highway.
IMPORTANT: Always furnish the Distributor with the serial and model number
when ordering parts.
TOWING OR PUSH STARTING
Before towing the vehicle, be sure to lift the rear wheels off the ground or
disconnect the driveline to avoid damage to the transmission during towing.
NOTE : If the transmission has 4 wheel drive, disconnect both front and rear
drivelines. Because of the design of the hydraulic system, the engine cannot be
started by pushing or towing
TABLE OF CONTENTS
NOTE: Metric Dimensions Shown in Brackets [ ].

carrier which in turn drives the wheel hub. Positive lubrication keeps all
DESCRIPTION moving parts bathed in lubricant to reduce friction, heat and wear .
The axle assembly has a spiral bevel type ring gear and pinion with (LCB) LIQUID COOLED BRAKES
further reduction provided by planetary gear set within the wheel hub. The liquid cooled brake is ideal for use in contaminated or temperature
sensitive environments and in machines where extra long maintenance
intervals are required.
PRIMARY REDUCTION Braking action of the liquid cooled brakes is achieved through the
The spiral bevel pinion and ring gear transmit power through the center application of the hydraulic piston with the rotating graphitic friction
differential pinions" side gears and to the axle shaft. The spiral bevel surfaces which react with stationary stator plates. The stator plates are
differential assembly is mounted on tapered roller bearings which are retained by scalloped tangs at the outside diameter, which, in turn,
adjusted by positioning of the two threaded adjusting nuts mounted in the transfer the reaction torque to the rigid outside housing.
differential carrier and cap assembly. The tapered roller pinion bearing
Tangs on the O,D. of the friction discs prevent the discs from dropping
pre-load is adjusted and maintained by a hardened and precision ground
out of alignment when the wheel hub is removed for wheel bearing
spacer positioned between inner and outer bearings. Spacer is selected at
adjustments, This provides ease of service reassembly.
assembly.
Hub splines are long enough to engage all friction discs before bearings
or seals are set. This provides ease of assembly and assures the ability to
SECONDARY REDUCTION
accurately adjust wheel bearings.
In the wheel hub, a self-centering sun gear is spline fitted to the axle shaft
and drives three planetary pinion gears, These gears in turn mesh with Wheel bearings can be serviced as in any normal bearing service
and react against a rigidly mounted internal ring gear. The planet gears procedure,
rotate on needle roller bearings mounted on hardened and ground pins
located in the planet
Recommended Lubricants for Clark Drive Axles

Initial Fill
Grade 85W140 qualified MIL-L-2105C gear lubricant as specified in Clark MS-8 engineering standard is preferred for initial fill for most ambient
temperatures. (See chart on page 4) For other ambient temperature ranges use proper viscosities of MIL-L-2105C.
Other lubricants approved to MIL-L-2105C specifications are acceptable for initial fill or top off.
Service Fill
Multipurpose gear lubricants approved to the MIL-L-2105C specifications are recommended.
MIL-L-2105C classifies multigrade gear lubricants on the basis of their viscosities at various temperatures.
Listed on page 4 are the recommended multigrade viscosities for use at the prevailing operating temperatures in Clark Drive
Axles.
MS-8 Extreme Pressure Gear Lubricant

MS-8 specifications covers a gear lubricant for use in heavy-duty axles. It is a highly refined base stock properly compounded with selected extreme
pressure additives. MS-8 meets MIL-L-2105C but is fortified with an additive package that provides added protection during the break-in period and
reduced wear and improved efficiency during subsequent operation.
APPROXIMATE LUBRICANT CAPACITIES

Note: All quantities are shown in pints; 1 pint -1 pound -1 [liter ]
Below listed capacities are approximate. There may be some axle variations that are not included in this list. If your model axle does not appear on the list, fill
to proper level as instructed in this manual. Always fill wheel ends and axle centers to the bottom of the oil level plug hole.
-3-
Liquid Cooled Brakes (LCB)
A. The following oi]s are allowable to use on the actuator side of the 10,000 & 20,000 series liquid cooled brakes
1 -Motor Oil API SE/CD.
2 MIL-L-46152B/MIL-L-2104 C or D.
3 ATF C-3 or °DEXRON. Not oDEXRON II@ (See Note Below),
4 -Hydraulic Oils.
,5 -Water/Oil Invert Emulsion.
6 -Synthetic Gear Oils ( Chemical Ester)
B. Brake sump cooling oils ( when external cooling is used). The following cooling oils are recommended in order of preference 1 -Organic Esters
2 Hydraulic Oil
3 MIL-L-46152B/MIL-L-2104 C or D.
4 ATF C-3 or °DEXRON. Not DEXRON II (See Note Below).
-5 -Motor Oil API SE/CD.
6 -Invert Emulsion
and all of the oils in A above can be used in the brake sump except water/oil invert emulsion must not be used with the LCB 10,000 series shipped from
Clark before 1 June 1984 because of incompatibility with thc friction discs.
C. Ax]e assemblies with Liquid Cooled Brakes having a common brake and gear sump (no brake external cooling used), use 1 -Gear Llibricant meeting
C]ark specifications M15-8,
2 MIL-L-21°5C.
NOTE: DEXRON II@ is not compatible with graphic friction plate material unless
it meets the approved C-3 specifications.
°DEXRON is a registered trade mark of General Motors Corporation.
-4
Checking Oil Level in Drive Axles
For off-highway operation, check lubricant level after each 250 hours of operation. Always maintain lubricant level to
bottom of filter plug hole Drain oil every 2500 hours, or one year whichever comes first.
For highway operation, lubricant should bc checked each ,5000 miles [8000 km] Maintain lubricant level to bottom of filter
plug hole' Drain oil every 2,5.000 miles [ 40,000 km] or one year whichever comes first.
To check oil level in axles with differential drive and planetary wheel ends, the axle should be run first. then allowed to stand for a minimum of five minutes on level
ground. This procedure will allow oil to drain back to its normal level. After the five minute interval, remove' oil filter p]ug in axle center and in the planetary wheel ends for oil
level inspection. foil level is not to the bottom of thc filter hole, add necessary lubricant.
Checking and Filling Planetary Wheel Ends
Always check lubricant level in planetary wheel ends with wheel hub oil level plug and/or arrow in a down position. Remove
oil cycling. If lubricant is below oil level hole, remove filter plug and fill to Oil level hole. Reinstall plugs.
Filling Drive Axles
Axles with single or double reduction at enter Fill axle housing through filter ho]c until lubricant is at bottom of filter hole. Axles with planetary wheel ends. Follow,
procedure' in checking and filling planetary wheel ends.
Trunnion Mounted Axles
To grease the trunnion mount bushings use a high quality Lithium 12-hydroxy-stearate base grease N.L.G.L. Grade No 2 that contains a minimum of 3% MoS2
(Molybdenum disulfide) by weight.
NLGI National Lubricating Grease Institute.
Draining
Draining is best accomplished immediately after vehicle' has operated a short time or completed a trip. The lubricant is then
warm and will flow freely, allowing full drainage in minimum time. This is particular]y desirable in cold weather.
Remove plug at bottom of axle housing and allow, sufficient time for lubricant to drain. With planetary wheel ends rotate wheel until filler hole is down. Remove plug
and allow sufficient time for draining. Be sure planet cover oil level hole is in proper position when refilling wheel ends.
Flushing
After draining, axles should he flushed. Replace drain plugs and fill axles to proper level With a light flushing oil. Operate the axles for a short period of time, then drain
Be sure to drain all of the flushing oil before refilling with new, oil. Inspect the magnetic drain plug for metal particle's or other foreign matter indicative of wear or possible
failure. When refilling, cleanliness is extremely important.
-5
-6
AXLE ASSEMBLY WITH MULTI-DISC LIQUID COOLED BRAKES
-7
-8
DIFFERENTIAL AND CARRIER ASSEMBLY
AR -As Required
-9
-10
3 PLATE MULTI-DISC BRAKE ASSEMBLY
.-11
PLANET CARRIER ASSEMBL Y
Parfs Quantity For One (1) Planef Carrier Assembly
-12
NO-SPIN DIFFERENTIAL ASSEMBLY
-13
D-17500, D-19640, D-33640
AXLE ASSEMBLY INSTRUCTION ILLUSTRATION
-14
DIFFERENTIAL AND CARRIER INSTRUCTIONS
For 1390 Series Differential See Page 45
-15
LIQUID COOLED BRAKE TESTING PROCEDURE
1. Connect a porto-power unit to brake line inlet.
2. Pump porto-power up to about 1000 psi and bleed brake. After all air is out of brake, pump porto-power
up to 1800 psi and lock off. The gage will show about 100 psi drop. At this point the gage should hold. After 3 to 5 minutes unlock
gage, let pressure bleed off so the gage shows zero, then pump porto-power up to about 300 psi. Lock off porto-power. Gage
should hold at 300 psi. Let stand for about five minutes. If the pressure holds, the brake does not leak. If there is a drop in
pressure on the gage the brake is leaking and will require a complete disassembly to replace the piston inner and/or outer sealing
ring.
3. After making a satisfactory test, relieve pressure on the porto-power and remove. Reinstall brake line and bleed brakes in a normal
manner.
WHEEL HUB OIL SEAL INSTALLATION (Used only when liquid cooled
brake is externally cooled).
-41
SPIRAL BEVEL AND HYPOID TOOTH BEARING CONT ACT CHART
ALL CONTACT BEARINGS SHOWN BELOW ARE ON RIGHT HAND SPIRAL RING GEAR -THE
DRIVE IS ON THE CONVEX SIDE OF THE TOOTH.
FIG. 1
TYPICAL PREFERRED BEARING ON BOTH SIDES OF TOOTH

WHILE UNDER A LIGHT LOAD
FIG. 2
TOE BEARING ON BOTH SIDES OF TOOTH -GEAR SET NOISY, TO MOVE BEARING TOWARD
HEEL INCREASE BACKLASH WITHIN LIMITS BY MOvING GEAR AWAY FROM PINION.
FIG. 3
HEEL BEARING ON BOTH SIDES OF TOOTH -GEARSET NOISY AND COULD RESULT IN EARLY
GEAR FAILURE. TO MOVE BEARING TOWARD TOE DECREASE BACKLASH WITHIN LIMITS BY
MOVING GEAR TOWARD PINION.
FIG. 4
LOW BEARING ON GEAR AND HIGH BEARING ON PINION. CORRECT BY PULLING PINION
AWAY FROM GEAR (INCREASE MOUNTING DIST ANCE.
FIG. 5
HIGH BEARING ON GEAR AND LOW BEARING ON PINION. CORRECT BY MOVING PINION IN
TOWARD GEAR (DECREASE MOUNTING DIST ANCE,
BACKLASH
BACKLASH SHOULD BE MEASURED WITH A DIAL INDICATOR RIGIDLY MOUNTED WITH THE STEM PERPENDICU
LAR TO THE TOOTH SURFACE AT THE EXTREME HEEL.
-42
SPIRAL BEVEL AND HYPOID TOOTH BEARING CONTACT CHART
ALL CONTACT BEARINGS SHOWN BELOW ARE ON LEFT HAND SPIRAL RING GEAR THE DRIVE
IS ON THE CONVEX SIDE OF THE TOOTH,
FIG. 1
TYPICAL PREFERRED BEARING ON BOTH SIDES OF TOOTH

WHILE UNDER A LIGHT LOAD
FIG. 2
TOE BEARING ON BOTH SIDES OF TOOTH -GEAR SET NOISY, TO MOVE BEARING TOWARD
HEEL INCREASE BACKLASH WITHIN LIMITS BY MOVING GEAR AWAY FROM PINION.
FIG. 3
HEEL BEARING ON BOTH SIDES OF TOOTH -GEARSET NOISY AND COULD RESULT IN EARLY
GEAR FAILURE. TO MOVE BEARING TOWARD TOE DECREASE BACKLASH WITHIN LIMITS BY
MOVING GEAR TOWARD PINION.
FIG. 4
LOW BEARING ON GEAR AND HIGH BEARING ON PINION. CORRECT BY PULLING PINION
AWAY FROM GEAR (INCREASE MOUNTING DIST ANCE,
FIG. 5
HIGH BEARING ON GEAR AND LOW BEARING ON PINION, CORRECT BY MOVING PINION IN
TOWARD GEAR (DECREASE MOUNTING DIST ANCE.
BACKLASH
BACKLASH SHOULD BE MEASURED WITH A DIAL INDICATOR RIGIDLY MOUNTED WITH THE STEM PERPENDICU
LAR TO THE TOOTH SURFACE AT THE EXTREME HEEL,
-43
CLARK RECOMMENDED WHEEL MOUNTING TORQUE
PROPER TIGHTENING PROCEDURE
(Use Tightening Sequence Shown)
Thread Flat Nuts and Flat Nuts with Spherical

Size Hardened Washer Rim Clamps Nuts
5/8 (.625) 175 190 Lbs. Ft. 240 275 Lbs. Ft.
[240 260 N.m] [325 375 N.m]
3/4 (.750) 300 330 Lbs. Ft. 250 Max. Lbs. Ft. 450 500 Lbs. Ft.
[410-450 N.m] [340 N.m] [610-680 N.m]
7/8 (.875) 475 525 Lbs. Ft. 350 Max. Lbs. Ft. 600 700 Lbs. Ft.
[645-710 N.m] [475 N.m] [815-950 N.m]
1 (1.000) 725 800 Lbs. Ft. 750 900 Lbs. Ft.

[985 1085 N.m] [1015 1220 N.m]
-44 APPROVED BY AXLE ENGINEER

7 MARCH 1980
1390 Series Differential (Ring Gear Diameter) Assembly Instructions
& Bolt Tightening Chart -Lbs. Ft. Torque [Nom]
A -220 to 245 Lbs. Ft. [300 -330 N.m] Apply Loctite #262 Thread Locking Compound Apply Dow
B -Ring Gear Backlash Adjustment .009 -.013
[0,22 -0,33 N.m] Corning RTV-Q3-7069 Sealant
C -25 to 28 Lbs. Ft. [34 -38 N.m]
D -90 to 100 Lbs. Ft. [125 135 N-m] Apply Loctite #515 Sealant
E -275 Lbs. Ft. [373 N.m]
Apply coating of E.P. Multipurpose Grease Grade #2 between lips
F -90 to 100 Lbs. Ft. [125 135 N.m]
of oil seal
G -480 to 520 Lbs. Ft. [651 -705 N.m]
H -125 to 140 Lbs. Ft. [170 190 N.m] Grease seal seat journal of drive flange with E.P. Multipurpose
J -80 to 88 Lbs. Ft. [108 119 N.m] Grease Grade #2 prior to assembly
Boss provided on carrier has serial No., carrier ratio, & N.S. when
no-spin is used
-45
automatic positive locking
traction differential
NoSPIN differentials are ideal for vehicles that operate off-road, In bad weather, or MAINTENANCE
under other adverse traction conditions. Lubrication
The NoSPIN differential is designed to operate in those
PRIME FUNCTIONS lubricants recommended by the vehicle/axle manufacturer. No special lubricant is
needed For certain cold weather applications, use the lightest oil the axle
.Assures "maximum traction" at all times. manufacturer will allow.
.Automatically permits wheel speed differentiation when vehicle turns or operates on
uneven surfaces. Routine inspection
Follow the recommended lubrication, preventative maintenance and inspection
procedures of the vehicle/axle manufacturer as part of NoSPIN differential
OPERATION preventative maintenance Maintenance, inspection and lubrication requirements of
When a vehicle equipped with a NoSPIN differential is operated in forward or
NoSPIN differential equipped vehicles are the same as for vehicles with
reverse over a smooth surface, the NoSPIN remains locked Both wheels thus turn at
conventional differentials
the same speed If one wheel loses traction or leaves the ground, the opposite
wheel, which still has traction, continues to drive the vehicle until traction is regained
Adjustments
by both wheels There can be no one-wheel spinout when using NoSPIN differentials
No adjustments or alterations should be made to the NoSPIN differential
(Fig 1)
VEHICLE PERFORMANCE
The performance of a vehicle equipped with a NoSPIN differential will differ from that
of a vehicle equipped with a conventional differential For example
When turning a corner the sound of gear disengagement and reengagement may
be audible, and
the transfer of driving torque from both wheels to one
wheel may be noticeable
When going from drive (acceleration) to coast (deceleration) in a turn, a

"metallic" sound may be heard as torque flow is reversed (inside wheel engaged
during acceleration; outside wheel engaged during deceleration)
These characteristics are normal because of backlash designed Into the NoSPIN
differential
When negotiating a turn under conditions of poor traction, the inside wheel may
receive excessive torque which will cause it to break traction This will cause the
inside wheel to slip until the turn is completed or until the inside wheel catches up
with the outside wheel
When the vehicle turns a corner, or when one wheel passes over an obstruction.
the outside wheel, or the wheel passing over the obstruction. must travel a
greater distance and therefore faster than the other wheel When this occurs. the A CAUTION
NoSPIN differential automatically allows for the necessary difference in wheel
speed (Fig 2)
Operator
Turn the engine off and raise all driving wheels of a NoSPIN differential equipped
axle when changing tires to prevent the vehicle from moving Axles equipped with
NoSPIN differentials deliver power to both wheels-even when only one wheel IS on
the ground
Do not operate the vehicle If both wheels of a NoSPIN differential equipped ax

le are not driving Power to only one wheel can cause serious steering problems
Distribute the load evenly side-to-side do not exceed the vehicles rated payload
capacity keep the diameter of the tires equal Failure to observe these measures
can create a difference In individual wheel speeds which can cause the NoSPI N
differential to deliver power to only one side of the vehicle and thus cause steering
problems
Operate In low gear when coasting downhill Into a turn. Braklng capacity IS
reduced when a NoSPIN differential equipped vehicle makes a turn while coasting
downhill
Mechanic
NoSPIN differentials have compressed springs Use a retaining bolt or some other
A comprehensive NoSPiN differential operation and restraining means when separating the differential case halves
maintenance manual Is available at a nominal charge
Contact service publications for information as to how to
order.
.NosPIN is a registered Trademark 0f Tractech Inc
-46
LIMITED SLIP DIFFERENTIAL
General Description
The limited slip differential is similar in construction to the torque proportioning or conventional differential. The difference is
that the limited slip differential contains a set of discs, like those used in the Clark transmission, which are mounted between
the differential side gears and differential case, These discs limit the amount of "differential" according to the amount of torque
transmitted through the differential assembly.* The purpose of the limited slip differential is to give better traction
characteristics than a torque proportioning or conventional differential and to give better "differential action" when turning
than the "no-spin" differential. The result is a compromise which provides good traction and less tire wear.
* Differential action is that function of a differential which allows the outside wheel to rotate faster than the inside wheel when
turning a machine.
Operation
In the limited slip differential there is a set of internally splined discs and a set of externally splined discs behind each side
gear. The internal discs are splined to the side gear and must rotate when the side gear rotates. The external discs are splined to
the differential case and must rotate when the differential case rotates, The amount of torque transmitted through the
differential assembly determines the force the side gears exert against the discs. When a small amount of torque is transmitted
through the axle assembly, the side gears have little side thrust, When a high amount of torque is transmitted through the
differential assembly, the side gears have a high side thrust and the discs are compressed together ,
When a machine is traveling straight, the side gears and the differential case are rotating at the same speed and there is no
slipping action between the discs. When a machine is turning, the side gears must rotate at a different speed than the
differential case, The discs must slip. The amount the discs slip is controlled by the pressure exerted by the side gear and the
degree the machine is turned. If the torque transmitted through the axle is low, the discs are free to slip easily and "differential
action" takes place easily. When the torque transmitted through the axle is high, the discs are compressed together by the force
of the side gears and the "differential action" will not take place as easily.
As the discs wear through normal use, the side gears move farther outward. The limited slip differential
isself-adjusting or self-compensating for wear -the torque proportioning axle is not.
Lubrication and Service
The limited slip differential uses the same type of lubricant recommended for torque proportioning or conventional
axles and the service interval is the same, For proper lubrication of the discs the oil level in the axle housing had to
be raised to the center line of the housing. Any axle that comes from the factory equipped with the limited slip
differential will have an oil level plug properly located in the center line of the housing,
It is extremely important that the oil level be kept at the level plug. If the oil level becomes too low the discs will not
receive sufficient lubrication and will wear rapidly.
Disc Replacement in the Limited Slip Differential
Disc replacement time is determined by the amount of material collected on the magnetic drain plug. When the oil
level is checked, examine the drain plug for metal particles. A considerable increase in the amount of metal particles
found on the magnetic drain plug indicates the necessity for replacing the discs.
Disassembly and Assembly of the Differential Unit
The limited slip differential unit is disassembled and assembled like the conventional or torque proportioning
differential unit. The only difference being the removal and installation of the discs, Note the position of the internally
and externally splined discs when disassemblying and replace the discs in the same position.
--48
SEAL REBUILDING INSTRUCTIONS FOR SPLIT SEAL INSTALLATION
1. The rebuilding kit includes two (2) rubber rings (see Figure 1) and two (2) lint free wiping cloths. Both of the rubber
rings must have barbs as shown in the drawing.
NOTE: In rebuilding the seal do not intermix metal sealing rings. Keep original mated metal sealing rings as a set (see
Figure 2).
2. Before rebuilding the seal inspect the two metal sealing rings in the following manner to determine if it is acceptable for rebuilding.
(a) The sealing band must be within the outer half of the sealing face (see Figures 3 and 4). The sealing band is a
narrow highly polished band on the sealing face.
Seal acceptable for rebuilding. Sealing band not within outer half of sealing face.
Seal not acceptable for rebuilding.
(b) The sealing band must be uniform in width and must be concentric with the I.D. and O.D. of the sealing face
(see Figure 5).
If the metal sealing rings do not meet the proper specifications, do not rebuild the seal-use a completely new seal.
Sealing band not concentric with I.D. and O.D.

of sealing face. Seal not acceptable for
rebuilding.
3. The metal sealing rings must be cleaned as follows:
(a) Remove any foreign material from the back of the metal sealing rings with a scraper or wire brush (see Figure 6).
(b) Clean the metal sealing rings with a clean degreasing solvent then wipe with the lint free wiping cloths furnished in the rebuilding kit (see Figure
6).
4. Assemble the rubber rings to the metal sealing rings. Be sure the rubber rings are completely seated against the
back of sealing faces (see Figure 7).
5. Apply a thin film of light oil to one of the sealing faces. being careful not to wet other surfaces with oil (see Figure 7).
Cleanliness is critical when handling these seals.
6. See page 54 for face seal installation instructions.
-53
FACE SEAL INSTALLATION INSTRUCTIONS
1. Examine the seal carefully and note its four basic parts. It has two rubber members and two lapped metal sealing rings. On
new face seals a clear plastic retainer band is optional and is used only to hold the seals together. Discard plastic band. Note that both rubber
members have barbs at the O.D. The barbs are there to hold the seal halves concentrically in their bores while you are making the assembly; that is
their only function.
It is possible to push a rubber member off of the neck of the metal sealing ring. Do not install the seal while it is in this condition the rubber member
will not go back on the neck of the metal sealing ring by itself. Before installing the seal, you must push the rubber member back on the neck of the
metal sealing ring When installing the seal you must hold it so that you will not dislodge the rubber members from the metal sealing ring.
2. The seal is intended to be held in its operating position by two counterbores.
One (1) of these bores will be in the wheel hub (a rotating member) and the other bore will be stationary (in the liquid cooled brake housing.)
The function of this seal is to prevent dirt from entering the axle end or axle lube from leaking.
3. An important point to note is that there must be no oil or dirt on the bores, rubber members, or any area of the casting except
the lapped face as explained below. Any oil or dirt in these areas must be removed with a clean degreasing solvent. (A new seal is packaged and
shipped clean of oil and dirt, and need not be re-cleaned unless is has become contaminated.)
4. Seals for split seal assembly may be shipped with their lapped sealing faces (interface) lightly pre-Iubed for installation under
clean environmental conditions. If the seal has not been pre-Iubed or has become contaminated, the lapped face must be wiped clean and a few
drops of light oil applied as a pre-Iube.
5. Seal installation.
(a) Remove oil and dirt from the seal bores using a clean degreasing solvent.
(b) If the seal was shipped with a clear plastic retainer band, remove retainer band .
(c) Install one-half of the seal all the way into one bore, being careful not to get oil Oil dirt on the O-D. of the rubber member
or dislodge it from its metal sealing ring. (See drawing installation, Step 1.) Repeat the other half of the seal assembly
into the other bore. Note that the barbs 1hOld the seal halves concentrically in the bores.
(d) Follow pre-Iube note in Step 4.
(e) When the installation is complete (wheel hub to brake), rotate the wheel hub 3 complete revolutions to seat the seal
faces.
NOTE: It is recommended that a 15 minute breakin period be conducted at no more than 25 RPM wheel speed which is 5 MPH max and 1st gear
operation only to allow the seal rubbers and metal rings to properly seat.
-54
DRIVE AXLE WHEEL BEARING ADJUSTMENT PROCEDURE
(Double nut and nut lock)
Before wheel bearing adjustment is made, it is imperative all tapered 3. Using the following chart, tighten the adjusting nut to achieve a bearing
bearings and bearing cups be pressed to a fully seated position. Do not pre-load in foot pounds above the "no-Ioad rolling torque'. value
depend on the wheel bearing adjustment nut to "shoulder" tapered bearings recorded. It is best to use the lowest pre-load value as the pre-load
and cups. may increase when the jam nut is installed and tightened.
Example: 35 ft Ibs.[47,5 N.m] "No-Ioad rolling torque"'

7 ft. Ibs. [9,5 N.m] "New Bearings"' .
-
1. The wheel bearing adjusting nut should be tightened to approximately
42 ft. Ibs. [56,9 N.m] Pre-Ioaded rolling torque
500 ft. Ibs. torque [677,9 N.m] while rolling the wheel. Strike the wheel hub
and surrounding parts with a mallet to shock the wheel end and better seat When proper pre-load is achieved install adjusting nut lockcoat inner face of
the parts (cups and cones) that may not already be seated. Reverse the jam nut with E. P. multipurpose grease and install. NOTE: The nut socket
adjusting nut and again strike the wheel hub with a mallet. Loosen adjusting used to torque the jam nut should be depth controlled to prevent contact
nut until a slight bearing end play is detected. between the socket face and outer tangs of the nut lock (see Figure 2). This
controlled depth will prevent torque from being transmitted from the socket
face to the nut lock outer tangs and the possibility of shearing the nut lock
2. Using the torque wrench adaptor bar shown in FIGURE 1 determine the inner tang. Tighten jam nut to full recommended torque shown on chart
rolling torque of the wheel end with the bearings in a no-Ioad end play below. Recheck final rolling torque, which should not be greater than the sum
condition. Due to unbalance of parts, etc., there will be a variation of of the "No-Ioad'. rolling torque plus the highest val ue of rolling torque
rolling torque as the wheel hub is rotated. Record the maximum value specified below.
of rolling torque throughout a revolution. This figure is the "No-load When proper pre-load is achieved bend two tangs of nut lock on flats on
rolling torque.' value. inner nut and two tangs on flat of jam nut See Figure 3 On page 56
*Bearings in use 30 hours or more
See page 60 for wheel bearing adjustment with lock plate and screws.
-55
When proper pre-load is achieved install adjusting nut lock. Coat inner face of
jam nut with E.P. multipurpose grease and install. NOTE; The nut socket used to
torque the jam nut should be depth controlled to prevent contact between the
socket face and outer tangs of the nut lock (see Figure 2). This controlled depth
will prevent torque from being transmitted from the socket face to the nut lock
outer tangs and the possibility of shearing the nut lock inner tang. Tighten jam
nut to full recommended torque shown on chart. Recheck final rolling toque,
which should not be greater than the sum of the "No-load.. rolling torque plus the
highest value of rolling torque specified for respective axle series shown in chart
on the reverse side.
WHEN PROPER PRE-LOAD IS ACHIEVEID BEND TWO TANGS OF NUT
LOCK ON FLATS OF INNER NUT (ADJUSTING) AND TWO TANGS ON FLAT
OF JAM NUT.
TORQUE FOR BOLTS, CAPSCREWS, STUDS AND NUTS
AS SUPPLIED BY CLARK EQUIPMENT
Grade 5 Grade 8
Fastener
Size Lubricated and PIated Lubricated and Plated
1/4-20
1/4-28 80-90 Lbs. In. [9-10 N,m] 110-120 Lbs. In. [13-14 N,m]
5/16-18
5/16-24 180-200 Lbs. In. [21-23 N,m] 215 -240 Lbs. In. [24.27 N,m]
3/8-16
3/8 24 25 28 Lbs. Ft. [34 38 N.m] 35 40 Lbs. Ft. [48 54 N,m]
7/16-14
7/16-20 40-45 Lbs. Ft. [54-61 N.m] 60-65 Lbs. Ft. [82.88 N.m]
1/2-13
1/2-20 65-70 Lbs. Ft. [88-95 N.m] 90-100 Lbs. Ft. [125-135 N.m]
9/16-12
9/16-18 90-100 Lbs. Ft. [125-135 N,m] 125-140 Lbs. Ft. [170-190 N.m]
5/8-11
5/8 18 125 140 Lbs. Ft. [170-190 N.m] 175 190 Lbs. Ft. [240.260 N,m]
3/4-10
3/4-16 220-245 Lbs. Ft. [300-330 N.m] 300-330 Lbs. Ft. [410-450 N,m]
7/8 -9
7/8 -14 330 360 Lbs. Ft. [450 490 N,m] 475 525 Lbs. Ft. [645.710 N,m]
1-8
1 -12 475 525 Lbs. Ft. [645 710 N.m] 725 800 Lbs. Ft. [985 1085 N,m]
1-1/8-7
1-1/8-12 650-720 Lbs. Ft. [880-975 N,m] 1050-1175 Lbs. Ft. [1425-1600 N,m]
1-1/4-7
1-1/4-12 900-1000 Lbs. Ft. [1220-1360N.m] 147,5-1625 Lbs. Ft. [2000-2200N,m]
APPROVED BY AXLE ENGINEERING

REVISED 24 MARCH 1980
Timing is necessary when there is a common denominator in the Bevel Ring Gear and Pinion, i.e., 38-6 ratio,
common denominator is 2 The gear sets are lapped, tested and assembled in the differential in the same timed position.
Timing is achieved by marking two teeth on the ring gear and one tooth on the pinion. The timing marks are ground
in .both gears and are also marked with a non-soluble paint.
To facilitate reassembly it may be necessary to remark the ring gear and pinion as shown.
Bevel Ring
NOTE: Ring gear is marked on outer and inner diameters.
Gear and Pinion Gear Timing
Ratio combinations that are currently being timed are as follows.
30-9 34-12 36-8 38-6 39-6 40-6 44-6
Mark ring gear and pinion as shown Pinion tooth between two marked ring gear teeth
-58
When the inner pinion bearing or the pinion shaft and ring gear are being replaced staking of the pinion
end to the inner pinion bearing is required.
If a staking groove is in the pinion shaft use procedure shown in Figure "A" and a square end staking
tool.
If pinion has no staking groove use procedure in Figure "8" and a standard prick punch to up-set the
metal over the bearing inner race.
-59
16011841 AXLE SERIES
DRIVE AXLE WHEEL BEARING ADJUSTMENT PROCEDURE
!Single Wheel Bearing Adjusting Nut and Lock Plate)
1. Before wheel bearing adjustment is made, it is imperative all tapered bearing cones and cups be pressed to fully seated position.
DO NOT depend on the wheel bearing adjusting nut to "shoulder" tapered bearing cups and cones. NOTE: If the wheel bearing
adjusting nut has an undercut on the inner diameter, the undercut must go toward the internal gear hub. On axles with LCB
brakes, release pressure before continuing (any brake drag will affect obtaining correct rolling torque value).
2. Coat inner face of nut and spindle threads and spindle splines with brush-applied lubricant. (Anti
Seize or Never-Seez).
3. Install spindle nut and tighten to 800 Ibs. ft. [1085 N .m] torque. Shock internal gear hub with heavy bar while rotating wheel hub 2
to 3 times. Recheck nut torque -if nut moves, retorque to 800 Ibs. ft. [1085 N.m] and repeat shocking and tightening as many
times as necessary until 800 Ibs. ft. [1085 N.m] does not advance nut. Loosen 114 to 112 turn and shock the wheel hub until a
slight bearing end play is achieved and the wheel hub can rotate freely.
4. Using a torque wrench adapter bar or other appropriate measuring device" determine the rolling torque of the wheel end with the
bearings in a no-load end play condition. Due to part imbalance, there will be a variation in rolling torque as the wheel hub is
rotated. Record maximum value of rolling torque throughout a revolution. This value will be the ""no-load rolling torque" (LCB up to
200 Ibs. ft. [271 N.m], others 25 to 100 Ibs. ft. [34 -135 N.m]).
5. For field service, torque nut to 400 Ibs. ft. [542 N.m]. Shock internal gear hub with heavy bar while rotating wheel hub 2 to 3 times
while shocking wheel. Re-check not torque -if nut moves" re-torque to 400 Ibs. ft. 1542 N.m] and repeat shocking and tightening
as many times as necessary until 400 Ibs. ft. [542 N.m] does not advance nut. Then advance nut until 3 holes in lock plate line up
with tapped holes in internal gear hub.
6. Check rolling torque -must be in the specified range as shown on adjustment chart over no-load rolling torque.
7. If over the maximum preload, reduce nut torque as required to obtain the specified range but not less than 300 Ibs. ft. [406 N .m ]
on nut.
8. If under the minimum preload, increase nut torque until preload is in the specified rolling torque range with lock plate holes aligned,
but not more than 900 Ibs. ft. [1220 N.m] after rotating the wheel hub 5 or more times..
9. Install lock plate and screws*, tighten screws 20 to 25 Ibs. ft. [27 33 N.m]. (See page 61.)
Greater than no-load rolling torque
*NOTE: Lock plate screws are of a self locking type (orange) locking compound on threads. Use only one time, then replace or
thoroughly clean used screws and apply either Loctite 262 (hi strength) or Loctite 242 (medium strength). Internal gear hub
threads must also be cleaned when replacing screws.
-60~
-61
MATERIAL SAFETY DATA SHEET
I. PRODUCT IDENTIFICATION
MANUFACTURER CHEMICAL/TRADE NAME Lead-Acid Battery

Exide Technologies (as used on label)
13000 Deerfield Parkway, Bldg. 200
Alpharetta, GA 30004
CHEMICAL FAMILY/ Electric Storage Battery
FOR INFORMATION CLASSIFICATION
(610) 921-4052
Fred Ganster, Environmental, Safety & Health DATE ISSUED: September 1, 2004
Page 1 of 5
FOR EMERGENCY
CHEMTREC (800) 424-9300 CHEMTREC INTERNATIONAL (703) 527-3887 – Collect
24-hour Emergency Response Contact
Ask for Environmental Coordinator
II. HAZARDOUS INGREDIENTS/IDENTITY INFORMATION

Approximate Air Exposure Limits (µg/m3)
Components CAS Number % by Wt. OSHA ACGIH NIOSH
Inorganic compounds of:
Lead 7439-92-1 54-62 50 150 100
Antimony 7440-36-0 0.4 500 500 -
Tin 7440-31-5 0.16 2000 2000 -
Calcium 7440-70-2 0.02 - - -
Arsenic 7440-38-2 0.01 10 200 -
Electrolyte (sulfuric acid/water/solution) 7664-93-9 26-40 1000 1000 1000
Case Material:
Polypropylene 9003-07-0 5-12 N/A N/A N/A
Hard Rubber --
Plate separator material:
Polyethylene 9002-88-4 1-2 N/A N/A N/A
NOTE: Inorganic lead and electrolyte (water and sulfuric acid solution) are the primary components of every battery manufactured by
Exide Technologies or its subsidiaries. Other ingredients may be present dependent upon battery type. Polypropylene is the principal case
material of automotive and commercial batteries.
III. PHYSICAL DATA - ELECTROLYTE
Boiling Point 203° F-240° F (for S.G. range) Specific Gravity (H20=1) 1.230 to 1.350
Melting Point Not Applicable Vapor Pressure 17 to 11 (for S.G. range)
Solubility in Water 100% (mm Hg) 77°F
Evaporation Rate Less Than 1 Vapor Density (AIR=1) Greater than 1
(Butyl acetate=1)
Appearance and Odor A clear liquid with a sharp, % Volatiles by Weight Not Applicable
penetrating, pungent odor. A
battery is a manufactured article;
no apparent odor.
IV. FIRE AND EXPLOSION HAZARD DATA
Flash Point: Not Applicable
Flammable Limits: LEL = 4.1% (Hydrogen Gas in air) ; UEL = 74.2%
Extinguishing media: CO2; foam; dry chemical
Special Fire Fighting Procedures: Use positive pressure, self-contained breathing apparatus. Beware of acid splatter during water
application and wear acid-resistant clothing, gloves, face and eye protection. If batteries are on charge, shut off power to the charging
equipment, but, note that strings of series connected batteries may still pose risk of electric shock even when charging equipment is shut
down.
Page 1 of 5
IV. FIRE AND EXPLOSION HAZARD DATA (CONTINUED)
Unusual Fire and Explosion Hazards: In operation, batteries generate and release flammable hydrogen gas. They must always be
assumed to contain this gas which, if ignited by burning cigarette, naked flame or spark, may cause battery explosion with dispersion of
casing fragments and corrosive liquid electrolyte. Carefully follow manufacturer's instructions for installation and service. Keep away all
sources of gas ignition and do not allow metallic articles to simultaneously contact the negative and positive terminals of a battery.
V. REACTIVITY DATA
Stability: Stable X
Unstable
Conditions to Avoid: Prolonged overcharge at high current; sources of ignition.
Incompatibility: (materials to avoid)

Electrolyte: Contact with combustibles and organic materials may cause fire and explosion. Also reacts violently with strong
reducing agents, metals, sulfur trioxide gas, strong oxidizers, and water. Contact with metals may produce toxic sulfur dioxide
fumes and may release flammable hydrogen gas.
Lead compounds: Avoid contact with strong acids, bases, halides, halogenates, potassium nitrate, permanganate, peroxides,
nascent hydrogen, and reducing agents.
Hazardous Decomposition Products:

Electrolyte: Sulfur trioxide, carbon monoxide, sulfuric acid mist, sulfur dioxide, hydrogen sulfide.
Lead compounds: Temperatures above the melting point are likely to produce toxic metal fume, vapor, or dust; contact with
strong acid or base or presence of nascent hydrogen may generate highly toxic arsine gas.
VI. HEALTH HAZARD DATA

Routes of Entry:
Electrolyte: Harmful by all routes of entry.
Lead compounds: Hazardous exposure can occur only when product is heated above the melting point, oxidized or otherwise
processed or damaged to create dust, vapor, or fume.
Inhalation:
Electrolyte: Breathing of sulfuric acid vapors or mists may cause severe respiratory irritation.
Lead compounds: Inhalation of lead dust or fumes may cause irritation of upper respiratory tract and lungs.
Ingestion:
Electrolyte: May cause severe irritation of mouth, throat, esophagus, and stomach.
Lead compounds: Acute ingestion may cause abdominal pain, nausea, vomiting, diarrhea, and severe cramping. This may lead
rapidly to systemic toxicity.
Skin Contact:
Electrolyte: Severe irritation, burns, and ulceration.
Lead compounds: Not absorbed through the skin.
Eye Contact:
Electrolyte: Severe irritation, burns, cornea damage, blindness.
Lead compounds: May cause eye irritation.
Effects of Overexposure - Acute:

Electrolyte: Severe skin irritation, damage to cornea may cause blindness, upper respiratory irritation.
Lead compounds: Symptoms of toxicity include headache, fatigue, abdominal pain, loss of appetite, muscular aches and
weakness, sleep disturbances, and irritability.
Effects of Overexposure - Chronic:

Electrolyte: Possible erosion of tooth enamel; inflammation of nose, throat, and bronchial tubes.
Page 2 of 5
VI. HEALTH HAZARD DATA (CONTINUED)
Lead compounds: Anemia; neuropathy, particularly of the motor nerves, with wrist drop; kidney damage; reproductive changes
in both males and females.
Carcinogenicity:
Electrolyte: The National Toxicology Program (NTP) and the International Agency for Research on Cancer (IARC) have
classified "strong inorganic acid mist containing sulfuric acid" as a substance that is carcinogenic to humans. This classification
does not apply to sulfuric acid solutions in static liquid state or to electrolyte in batteries. Batteries subjected to abusive charging
at excessively high currents for prolonged periods of time without vent caps in place may create a surrounding atmosphere of the
offensive strong inorganic acid mist containing sulfuric acid.
Lead compounds: Listed as a 2B carcinogen, likely in animals at extreme doses. Proof of carcinogenicity in humans is lacking
at present.
Arsenic: Listed by International Agency for Research on Cancer (IARC), OSHA and NIOSH as a carcinogen only after
prolonged exposure at high levels.
Medical Conditions Generally Aggravated by Exposure:

Overexposure to sulfuric acid mist may cause lung damage and aggravate pulmonary conditions. Contact of electrolyte (water
and sulfuric acid solution) with skin may aggravate skin diseases such as eczema and contact dermatitis. Contact of electrolyte
(water and sulfuric acid solution) with eyes may damage cornea and/or cause blindness. Lead and its compounds can aggravate
some forms of kidney, liver, and neurologic diseases.
Emergency and First Aid Procedures

Inhalation: Electrolyte: Remove to fresh air immediately. If breathing is difficult, give oxygen.
Lead compounds: Remove from exposure, gargle, wash nose and lips; consult physician.
Ingestion: Electrolyte: Give large quantities of water; do not induce vomiting; consult physician.
Lead compounds: Consult physician immediately.
Skin: Electrolyte: Flush with large amounts of water for at least 15 minutes; remove contaminated clothing completely, including
shoes.
Lead compounds: Wash immediately with soap and water.
Eyes: Electrolyte and Lead compounds: Flush immediately with large amounts of water for at least 15 minutes; consult physician
immediately.
VII. PRECAUTIONS FOR SAFE HANDLING AND USE
Handling and Storage:
Store batteries under roof in cool, dry, well-ventilated areas that are separated from incompatible materials and from activities
that may create flames, spark, or heat. Store on smooth, impervious surfaces that are provided with measures for liquid
containment in the event of electrolyte spills. Keep away from metallic objects that could bridge the terminals on a battery and
create a dangerous short-circuit. Handle carefully and avoid tipping, which may allow electrolyte leakage. Single batteries pose
no risk of electric shock but there may be increasing risk of electric shock from strings of connected batteries exceeding three
12-volt units.
Charging:
There is a possible risk of electric shock from charging equipment and from strings of series connected batteries, whether or not
being charged. Shut-off power to chargers whenever not in use and before detachment of any circuit connections. Batteries
being charged will generate and release flammable hydrogen gas. Charging space should be ventilated. Keep battery vent caps
in position. Prohibit smoking and avoid creation of flames and sparks nearby. Wear face and eye protection when near batteries
being charged.
Spill or Leak Procedures:
Stop flow of material, contain/absorb small spills with dry sand, earth, and vermiculite. Do not use combustible materials. If
possible, carefully neutralize spilled electrolyte with soda ash, sodium bicarbonate, lime, etc. Wear acid-resistant clothing,
boots, gloves, and face shield. Do not allow discharge of un-neutralized acid to sewer. Neutralized acid must be managed in
accordance with approved local, state, and federal requirements. Consult state environmental agency and/or federal EPA.
Waste Disposal Methods:

Spent batteries: Send to secondary lead smelter for recycling.
Page 3 of 5
VII. PRECAUTIONS FOR SAFE HANDLING AND USE (CONTINUED)
Electrolyte: Place neutralized slurry into sealed acid resistant containers and dispose of as hazardous waste, as applicable. Large
water diluted spills, after neutralization and testing, should be managed in accordance with approved local, state,
and federal requirements. Consult state environmental agency and/or federal EPA.
Precautionary Labeling:
POISON - CAUSES SEVERE BURNS CORROSIVE - CONTAINS SULFURIC ACID
DANGER - EXPLOSIVE GASES KEEP AWAY FROM CHILDREN
VIII. CONTROL MEASURES
Engineering Controls and Work Practices:

Store and handle in well-ventilated area. If mechanical ventilation is used, components must be acid-resistant.
Handle batteries cautiously, do not tip to avoid spills. Make certain vent caps are on securely. If battery case is damaged, avoid
bodily contact with internal components. Wear protective clothing, eye and face protection, when filling, charging, or handling
batteries.
Respiratory Protection:
None required under normal conditions. When concentrations of sulfuric acid mist are known to exceed PEL, use NIOSH or
MSHA-approved respiratory protection.
Protective gloves:
Rubber or plastic acid-resistant gloves with elbow-length gauntlet.
Eye Protection:
Chemical goggles or face shield.
Other Protection:
Acid-resistant apron. Under severe exposure or emergency conditions, wear acid-resistant clothing, gloves, and boots.
Emergency Flushing:
In areas where water and sulfuric acid solutions are handled in concentrations greater than 1%, emergency eyewash stations and
showers should be provided, with unlimited water supply.
IX. OTHER REGULATORY INFORMATION
NFPA Hazard Rating for sulfuric acid:

Flammability (Red) = 0
Health (Blue) = 3
Reactivity (Yellow) = 2
Sulfuric acid is water-reactive if concentrated.
TRANSPORTATION: Wet (filled with electrolyte) batteries are regulated by U.S. DOT as a hazardous material, as provided in
49 CFR 173.159
Proper Shipping Name: Battery, wet, filled with acid
Hazard Class/Division: 8
ID Number: UN2794
Packing Group: III
Label Required: Corrosive
RCRA: Spent lead-acid batteries are not regulated as hazardous waste when recycled. Spilled sulfuric acid is a characteristic hazardous
waste; EPA hazardous waste number D002 (corrosivity).
CERCLA (Superfund) and EPCRA:

(a) Reportable Quantity (RQ) for spilled 100% sulfuric acid under CERCLA (Superfund) and EPCRA (Emergency Planning and
Community Right to Know Act) is 1,000 lbs. State and local reportable quantities for spilled sulfuric acid may vary.
(b) Sulfuric acid is a listed "Extremely Hazardous Substance" under EPCRA, with a Threshold Planning Quantity (TPQ) of 1,000
lbs.
(c) EPCRA Section 302 notification is required if 1,000 lbs or more of sulfuric acid is present at one site. An average
automotive/commercial battery contains approximately 5 lbs of sulfuric acid. Contact your Exide representative for additional
information.
(d) EPCRA Section 312 Tier Two reporting is required for non-automotive batteries if sulfuric acid is present in quantities of 500
lbs or more and/or if lead is present in quantities of 10,000 lbs or more.
Page 4 of 5
IX. OTHER REGULATORY INFORMATION (CONTINUED)
(e) Supplier Notification: This product contains toxic chemicals that may be reportable under EPCRA Section 313 Toxic
Chemical Release Inventory (Form R) requirements. For a manufacturing facility under SIC codes 20 through 39, the following
information is provided to enable you to complete the required reports:
Approximate
Toxic Chemical CAS Number % by Weight
Lead 7439-92-1 54-62
Sulfuric Acid/Water Solution 7664-93-9 26-40
*Antimony 7440-36-0 0.4
*Arsenic 7440-38-2 0.01
*Not present in all battery types. Contact your Exide representative for additional information.
If you distribute this product to other manufacturers in SIC Codes 20 through 39, this information must be provided with the first
shipment of each calendar year.
Note: The Section 313 supplier notification requirement does not apply to batteries that are "consumer products".
CAA:
Exide Technologies supports preventative actions concerning ozone depletion in the atmosphere due to emissions of CFC's and other
ozone depleting chemicals (ODC's), defined by the USEPA as Class I substances. Pursuant to Section 611 of the Clean Air Act
Amendments (CAAA) of 1990, finalized on January 19, 1993, Exide established a policy to eliminate the use of Class I ODC's prior to
the May 15, 1993 deadline.
TSCA:
Ingredients in Exide's batteries are listed in the TSCA Registry as follows:
CAS NO. TSCA Status
Electrolyte: Sulfuric acid (H2SO4) 7664-93-9 Listed
Inorganic Lead Compound
Lead (Pb) 7439-92-1 Listed
Lead Oxide (PbO) 1317-36-8 Listed
Lead Sulfate (PbSO4) 7446-14-2 Listed
Antimony (Sb) 7440-36-0 Listed
Arsenic (As) 7440-38-2 Listed
Calcium (Ca) 7440-70-2 Listed
Tin (Sn) 7440-31-5 Listed
CANADIAN REGULATIONS:
All chemical substances in this product are listed on the CEPA DSL/NDSL or are exempt from list requirements.
CALIFORNIA PROPOSITION 65: "WARNING: This product contains lead, a chemical known to the State of California to cause
cancer, or birth defects or other reproductive harm."
PREPARED BY: ENVIRONMENTAL, SAFETY AND HEALTH DEPARTMENT
EXIDE TECHNOLOGIES
13000 DEERFIELD PKWY., BLDG. 200
ALPHARETTA, GA 30004
VENDEE AND THIRD PERSONS ASSUME THE RISK OF INJURY PROXIMATELY CAUSED BY THE MATERIAL IF
REASONABLE SAFETY PROCEDURES ARE NOT FOLLOWED AS PROVIDED FOR IN THE DATA SHEET, AND VENDOR
SHALL NOT BE LIABLE FOR INJURY TO VENDEE OR THIRD PERSONS PROXIMATELY CAUSED BY ABNORMAL USE OF
THE MATERIAL EVEN IF REASONABLE PROCEDURES ARE FOLLOWED.
ALL PERSONS USING THIS PRODUCT, ALL PERSONS WORKING IN AN AREA WHERE THIS PRODUCT IS USED, AND ALL
PERSONS HANDLING THIS PRODUCT SHOULD BE FAMILIAR WITH THE CONTENTS OF THIS DATA SHEET. THIS
INFORMATION SHOULD BE EFFECTIVELY COMMUNICATED TO EMPLOYEES AND OTHERS WHO MIGHT COME IN
CONTACT WITH THE PRODUCT.
WHILE THE INFORMATION ACCUMULATED AND SET FORTH HEREIN IS BELIEVED TO BE ACCURATE AS OF THE DATE
HEREOF, EXIDE TECHNOLOGIES MAKES NO WARRANTY WITH RESPECT THERETO AND DISCLAIMS ALL LIABILITY
FROM RELIANCE THEREON. RECIPIENTS ARE ADVISED TO CONFIRM IN ADVANCE OF NEED THAT THE INFORMATION
IS CURRENT, APPLICABLE, AND SUITABLE FOR THEIR PARTICULAR CIRCUMSTANCES.
ANY PHOTOCOPY MUST BE OF THIS ENTIRE DOCUMENT
Page 5 of 5
SPICER GELENKWELLENBAU
Gelenkwellen
für Industrie-Anwendungen
Cardan Shafts
for Industrial Applications
687/688/587 Konstruktive Hinweise
Hauptbauteile der Gelenkwelle Main components of the cardan shafts
1. Flanschmitnehmer 1. Flange yoke

2. Zapfenkreuz 2. Journal cross assembly
3. Zapfenmitnehmer 3. Tube yoke
4. Rohr 4. Tube
5. Nabenhülse 5. Sliding muff
6. Wellenmitnehmer 6. Yoke shaft
7. Dichthülse vollständig 7. Cover tube assembly
2
Design features 390/392/393
Hauptbauteile der Gelenkwelle Main components of the cardan shafts
1. Flanschmitnehmer für Baureihe 390 (Reibschluss) 1. Flange yoke for series 390 (friction connection)
1a.Flanschmitnehmer für Baureihe 392/393 1a.Flange yoke for series 392/393
(Formschluss mit Querkeil) (face key connection)
2. Zapfenkreuz vollständig 2. Journal cross assembly
3. Zapfenmitnehmer 3. Tube yoke
4. Rohr 4. Tube
5. Zapfenmitnehmer mit Nabenhülse 5. Tube yoke with sliding muff
6. Wellenzapfen 6. Slip stub shaft
7. Dichthülse vollständig 7. Cover tube assembly
3
Installation and maintenance
Sicherheitshinweise Safety instructions
Unsere Produkte sind gemäß dem letzten Stand der Technik Our products have been developed and tested according to
entwickelt und getestet. Die Eigenschaften der Produkte, die the latest state-of-the-art engineering. The characteristic
in unserem Informationsmaterial genannt oder von uns features of the products which are described in our
schriftlich fixiert worden sind, unterlagen unserer sorgfältigen information material or which we specified in writing were
Prüfung. subjected to proper and careful inspection.
Anderweitige Festlegungen sind möglich, bedürfen aber Other features are possible but they are subject to our
unserer schriftlichen Bestätigung. written confirmation.
Die Kenntnis der spezifischen Anforderungsprofile an unser The knowledge of the various demands on our product for a
Produkt für einen bestimmten Anwendungsfall liegt beim particular application lies with the purchaser, and it is
Besteller, und es obliegt ihm, die Zeichnungen und incumbent on him to verify the drawings and documents
Unterlagen, die von uns aufgrund von Besteller-Angaben prepared by ourselves on the basis of the data made
gefertigt wurden, auf ihre Richtigkeit zu untersuchen und die available by the purchaser and to examine the suitability of
Eignung zu dem vorgesehenen Einsatzzweck zu prüfen. Die the product for the proposed use. The selection of shaft types
Auswahl von Gelenkwellen und deren Größenfestlegung and the specification of their sizes on our part shall in all
unsererseits können stets nur als Empfehlung betrachtet cases be considered as a recommendation only.
werden.
When using and handling cardan shafts, the following safety
Zur Vermeidung von Personen- und Sachschäden sind bei instructions must be strictly observed to prevent damage to
Anwendung und Handhabung von Gelenkwellen unbedingt persons and property.
die folgenden Sicherheitshinweise zu beachten!
z Where danger to people or material can be caused by
z Überall dort, wo eine Gefährdung von Menschen und rotating cardan shafts, a safety device has to be installed
Material durch rotierende Gelenkwellen möglich ist, sind by the user and/or operator.
vom Anwender und/oder Betreiber entsprechende Observe the EC Regulations for Machinery!
Sicherheitsvörkehrungen zu treffen.
z Installation, assembly and maintenance work may only be
EG-Maschinenrichtlinie beachten!
carried out by qualified personnel.
z Einbau-, Montage- und Wartungsarbeiten an
z The operating data of the cardan shafts, such as max.
Gelenkwellen dürfen nur von fachkundigem Personal
torque, speed, deflection angles, lengths etc. must never
durchgeführt werden.
be exceeded.
z Die bei der Auslegung der Gelenkwellen festgelegten
z If cardan shafts are in any way altered without our
Betriebsdaten, wie Drehmomente, Drehzahlen,
written consent, they are no longer covered by our
Beugungswinkel, Längen usw. dürfen nicht überschritten
warranty.
werden.
GWB cardan shafts are delivered as complete units ready for
z Bei Veränderungen, die an der Gelenkwelle ohne unsere
installation. The shafts are greased for operation. They are
schriftliche Zustimmung vorgenommen werden,
balanced and painted in accordance with the technical
entfällt jegliche Gewährleistung.
information sheets.
GWB-Gelenkwellen werden als einbaufertige Aggregate
geliefert. Die Gelenkwellen sind betriebsfertig abgeschmiert. The balance state of a cardan shaft must on no
! account be altered.
Sie sind den technisch dokumentierten Unterlagen
entsprechend ausgewuchtet und farbbehandelt.
An inadmissible out-of-balance of a shaft may result in
Der Wuchtzustand einer Gelenkwelle darf auf keinen uneven running and premature wear of the joints and
! Fall geändert werden. the bearings of the units to which the cardan shaft is
connected. In extreme cases the cardan shaft could
Unzulässige Unwucht kann zu unruhigem Lauf und break and shaft components could be thrown at speed
damit zu frühzeitigem Verschleiß von Gelenk- und from the vehicle or machine.
Anschlußlagern führen. Im Extremfall kann die
Gelenkwelle aus dem Aggregat geschleudert werden. Danger of injury!
Provide a safety guard device!
Verletzungsgefahr!
Fangvorrichtung vorsehen! Further safety instructions are incorporated in the relevant
items.
Weitere Hinweise zur Sicherheit sind den folgenden Themen
zugeordnet.
4
Einbau und Wartung
Transport und Lagerung Transport and storage
Um Verletzungen von Personen und To prevent injuries of persons and damage to the
! Beschädigungen ah der Gelenkwelle zu ! cardan shafts always make sure that the shafts
vermeiden, ist für einen sicheren Transport und are safely transported and stored.
sichere Lagerung zu sorgen.
Please consider the following precautions:
Folgende Hinweise sind zu beachten:
z Use strong nylon ropes or lifting belts. When using steel
z Belastungssichere Kunstfaserseile oder Hebebänder cords, protect the edges.
verwenden. Bei Stahlseilen auf Kantenschutz achten.
z Cardan shafts should be transported in a horizontal
z Transport sollte in waagerechter Lage erfolgen (s. Bild). position (see illustration). For non-horizontal transportation
Bei nicht waagerechtem Transport muss eine Sicherung additional precautions must be taken to prevent the
gegen Auseinanderfallen vorgesehen werden. spliced parts from separating.
Verletzungsgefahr! Danger of injury!
Gelenkbereich Gelenkbereich
joint range joint range
z Beim Anheben und Absetzen der Gelenkwelle können in z When lifting or putting down the shaft, the moving parts
den Gelenkbereichen die beweglichen Teile (flange yoke and journal cross) may tilt and lead to
(Flanschmitnehmer und Zapfenkreuz) durch Abkippen zu injuries.
Verletzungen führen. Keep hands away from the joint!
Nicht in das Gelenk fassen! Quetschgefahr! Danger of crushed hands!
z Schlag und Stoß bei Transport und Lagerung vermeiden. z Avoid bumps and knocks during transport and storage.
z Profilschutzhülse (1) und Dichtung (2) nicht mit dem z Do not store or handle the shaft with any stress or load on
Gewicht der Gelenkwelle oder Fremdgewichten belasten. the spline protection (1) or the seal (2).
Baureihen/Series 587, 687, 688 Baureihen/Series 390, 392, 393
z Lagerung in geeigneten Gestellen, so dass die z Use appropriate frames or racks for storage, so that the
Flanschmitnehmer nicht belastet werden. flange yokes are not loaded.
z Sichern gegen Wegrollen, z. B. durch Holzkeile. z Use chocks or blocks to prevent cardan shaft from rolling.
z Bei stehender Lagerung Gelenkwellen gegen Umstürzen z Secure shaft against falling over if it is stored in a vertical
sichern. position.
z Lagerung in trockenen Räumen. z Keep cardan shafts in a dry place.
5
Einbau und Ausbau von Gelenkwellen Installation/dismantling
Einbau Installation
Um die in der Dokumentation festgelegten In order to guarantee the properties of the cardan
! Eigenschaften der Gelenkwelle zu gewährleisten, darf ! shaft as described in the information brochure they
ihr Anlieferzustand nicht verändert werden. must not be altered from its as-delivered state.
Überall dort, wo eine Gefährdung von Menschen und Whenever people or material might be endangered by
Material durch rotierende Gelenkwellen möglich ist, sind rotating cardan shafts, the user must take for the
vom Betreiber entsprechende Sicherheitsvorkehrungen relevant safety precautions.
zu treffen.
z Suitable safety devices (e.g. catch bows, solid safety
z Geeignete Sicherheitseinrichtungen (z.B. Fangbügel, guards) must be provided to prevent the parts of the shaft
stabile Schutzgitter) müssen ein Umher- oder from being thrown around.
Herausschleudern von Gelenkwellenteilen verhindern. Danger to life!
Lebensgefahr! z Cardan shafts are elastic and flexural bodies. Their
z Gelenkwellen sind biegeelastische Körper, die auf flexural vibration and their critical bending speed must be
Biegeschwingungen bzw. biegekritische Drehzahlen calculated. The maximum permissible operating speed
berechnet werden müssen. Die max. zulässige must be sufficiently below the critical bending speed of the
Betriebsdrehzahl muss aus Sicherheitsgründen in first order.
genügendem Abstand unter der biegekritischen Drehzahl 1. z For the smooth running and safety of the shaft the n x ß
Ordnung liegen. value (speed x deflection angle) of the relevant shaft size
z Aus Gründen der Laufruhe und der Sicherheit der must not be exceeded.
Gelenkwelle darf der n x ß Wert (Drehzahl x Beugewinkel) Please contact us.
der jeweiligen Gelenkgröße nicht überschritten werden. z The faces and the centering diameter of the shaft flanges
Bitte sprechen Sie uns an. and companion flanges must be free of dust, grease or
z Stirnflächen und Zentrierungen der Gelenkwellenflansche paint to guarantee a safe connection.
und Gegenflansche von Rostschutzmitteln, Schmutz, Fett z Be careful when handling the cardan shaft. Freely moving
und Farbe befreien, da sonst eine betriebssichere flange yokes may cause INJURIES!
Verbindung nicht gewährleistet ist.
z Check position of yokes (1) of the shaft. Observe the
z Vorsicht beim Umgang mit der Gelenkwelle. Solange arrow markings (2). They must be in alignment. The
Flanschmitnehmer noch frei beweglich sind, besteht splines are fitted to one another and must not be
Verletzungsgefahr! exchanged or distorted.
z Prüfen der Gabelstellung (1) der Gelenkwelle.
Pfeilmarkierungen (2) beachten (sie müssen
gegenüberliegen!). Profilteile sind verpaßt und dürfen
nicht vertauscht oder verdreht werden.
z Eventuell vorhandene Transportsicherung gegen z Before installation remove the transport retainer device, if
Auseinanderziehen der Gelenkwelle vor Einbau entfernen. present. In case of doubt please contact the supplier.
Im Zweifelsfall beim Lieferwerk rückfragen. z Check the axial and radial run-out as well as the spigot fit
z Montierte Flansche der Anschlussaggregate auf Rund- of the mounted flanges and the connected units (see
und Planlaufabweichung sowie Zentrierpassung companion flanges).
kontrollieren (siehe Kapitel Anschlussflansche). z Do not turn the joints of the cardan shafts with assembly
z Gelenkwelle nicht mit Montagehebeln im Gelenk drehen, levers because this may damage the grease nipples or
da die Lagerabdichtungen beschädigt werden und relief valves.
Schmiernippel oder Überdruckventile abbrechen können. z Use nuts and bolts of the prescribed quality (strength) (see
z Schrauben und Muttern mit der vorgeschriebenen Qualität flange boltings).
(Festigkeit) verwenden (siehe Flanschverschraubungen).
6
Einbau und Wartung
z Schrauben und Muttern nur nach Liefervorschrift des z Only use nuts and bolts in accordance with the supplier's
Herstellers verwenden. specification.
z Flanschverschraubung mit Drehmomentschlüssel z The bolts should be evenly tightened crosswise with a
überkreuz gleichmäßig anziehen (siehe torque wrench (see flange boltings).
Flanschverschraubungen). z When using cardan shafts without length
z Bei Gelenkwellen ohne Längsverschiebung muss ein compensation, one of the connecting units must be
Anschlusselement beweglich ausgeführt sein, um die flexible in order to be fitted over the flange pilot.
Gelenkwelle über den Zentrieransatz schieben zu können. Variations in length which may be caused by temperature
Längenänderungen, wie sie z.B. durch changes must be allowed for by a suitable connecting
Wärmeausdehnung entstehen, müssen durch bearing.
entsprechende Anschlusslager Berücksichtigung finden. z If cardan shafts with length compensation are used, the
z Bei Gelenkwellen mit Längsverschiebung müssen die companion flanges must be firmly fitted on the shafts of
Anschlussflansche fest auf den Wellen der the connected units.
angeschlossenen Aggregate sitzen. z Cardan shafts that have been stored for more than
z Gelenkwellen, die länger als 6 Monate auf Lager gelegen 6 months must be re-lubricated before use (see
haben, sind vor Inbetriebnahme abzuschmieren (siehe Maintenance).
Abschmierung). z For spray-painting the cardan shaft, make sure that the
z Beim Lackieren der Welle darauf achten, dass der sliding range of the seal (length compensation La) is
Bereich, in dem die Abdichtung gleitet (Längenausgleich covered.
La), abgedeckt ist.
z Für die Farbbehandlung empfehlen wir unsere z For spray-painting the shaft we recommend our paint
Lackierstandards (Bitte anfordern). standards (Please ask for them).
z Kunststoffbeschichtete Profile (Nabenhülse, z Protect rilsan-coated splines (sleeve muff or sleeve yoke)
Nabenmitnehmer) müssen vor against
- Hitze - heat
- Lösungsmitteln - solvents
- mechanischen Beschädigungen - mechanical damage.
geschützt werden. z When cleaning cardan shafts, do not use aggressive
z Bei der Reinigung von Gelenkwellen keine aggressiven chemical detergents or pressurized water or steam jets
chemischen Reinigungsmittel verwenden. Bei Reinigung because the seals may be damaged and dirt or water may
mit Hochdruckreinigem den Druckstrahl nicht direkt auf die penetrate.
Dichtung richten! Dichtungen können beschädigt werden, z Cardan shafts can be used in a temperature range
Schmutz und Wasser können eindringen. between -25°C (-13°F) and +80°C (+176°F), up to +120°C
z Gelenkwellen sind für einen Betriebstemperaturbereich (+248°F) but only for limited periods and not on a frequent
von -25°C bis +80°C geeignet (kurzzeitig und nicht häufig basis. Please contact us if the operating temperature
bis +120°C). Beim Einsatz von Gelenkwellen in hiervon deviates from these values.
abweichenden Temperaturbereichen ist in jedem Fall mit
uns Kontakt aufzunehmen.
Disassembly
Ausbau z Before disassembly protect the cardan shaft from spline
z Gelenkwelle vor dem Ausbau gegen Auseinandergleiten separation.
der Verschiebung sichern. z Secure the cardan shaft against falling down before
z Gelenkwelle vor dem Abziehen vom Anschlussflansch pulling it off the companion flange. The flange yoke may
gegen Herunterfallen durch Hochbinden sichern. Beim tilt. Danger of injury!
Abziehen kann der Flanschmitnehmer abkippen. z Observe the directions for transport, storage and
Verletzungsgefahr! installation of cardan shafts.
z Hinweise für Transport, Lagerung und Einbau beachten.
7
Flanschverschraubung Flange bolting

Die Flanschverschraubung kann von uns bezogen werden.
Die in den folgenden Tabellen angegebenen The flange bolting set can be supplied by GWB on request.
Schraubenlängen sind nur dann geeignet, wenn das Maß The bolt lengths given in the tables are only suitable if the
2 x G entsprechend der doppelten Flanschplattenstärke G dimension 2 x G corresponding to the double the flange
(siehe Maßblätter) nicht überschritten wird. Bei Verwendung thickness G is not exceeded (see data sheets). If longer bolts
von längeren Schrauben muss die gelenkseitige are used, check whether the bolts can still be inserted from
Einführbarkeit der Schrauben geprüft werden. the joint side.
Wir empfehlen die Verschraubung bestehend aus: We recommended a bolting set consisting of:
Sechskantschraube mit Kurzgewinde ähnlich DIN 931/10.9 Hexagon bolt with short thread similar to DIN 931/10.9 (shaft
(Schaftlänge größer als Flanschplattenstärke) length greater than flange thickness) Self-locking nut,
Selbstsichernde Mutter, ähnlich DIN 980/934-10. similar to DIN 980/934-10.
Die Schrauben lassen sich einbauen The bolts allow fitting
a) teilweise von der Gelenkwelle aus, dabei bietet die Hinter- a) partially from the joint side, i.e. the recessed diameter c
drehung c am Gelenkwellenflansch keine Anlage gegen does not prevent the bolt from turning;
Verdrehung; b) from the companion flange side. We recommend design-
b) von dem Gegenflansch aus, dazu empfehlen wir die ing the recessed diameter c1 so as locate the bolt head.
Hinterdrehung c1, als Schraubenkopf-Anlage und See tables for insertion of bolts.
Sicherung auszubilden.
Schraubeneihführbarkeit siehe Tabellen. All bolts must be tightened with the specified torque. The
tightening torques Ta given in the table are based on a 90%
Die Schraubverbindung muss mit dem vorgeschriebenen (80% Hirth-serration) utilization of the elastic limit and apply
Drehmoment angezogen werden. Die in der Tabelle to slightly oiled bolts.
aufgeführten Anzugsmomente Ta beruhen auf einer 90% (bei
Do not use molycote paste or any other grease on the
hirthverzahnten Verbindungen 80%) Ausnutzung der
bolts and nuts. In case of corrosion protected bolts and
Streckgrenze und gelten für leicht geölten Zustand der
nuts (e.g. Dacromet 500), please contact us.
Verschraubung.
Max. permissible tolerance of DIN 25202 class B.
Zum Anziehen der Verschraubung dürfen keine
MoS2-Zusätze an Schrauben und Muttern verwendet
werden. Bei Verwendung von Schrauben und Muttern
mit Korrosionsschutzschichten (z.B. Dacromet 500) bitte
Rücksprache halten.
Max. zulässige Streuung nach DIN 25202 Klasse B.
Gelenkgröße/Shaft size 587.50 587.55 587.60
Baureihe/Series 587/687/688 Flansch-Ø/Flange dia. A mm 225 250 250 285 285
Ta Nm 295 405 405 580 580
c mm 158 176 168 202 202
c1 mm 171 189 189 214 214
d - M 16 M 18 M 18 M 20 M 20
I mm 50 60 60 64 64
Sechskantschraube:
v mm 20 24 24 24 24
Kurzausführung s mm 24 27 27 30 30
ähnlich DIN 931/10.9 - 8 8 8 8 8
Sechskantmutter:
i1)
ähnlich DIN 980/10 Schrauben gelenkseitig einführbar ja ja ja ja ja
Selbstsichernd Bolts inserted from joint side yes yes yes yes yes
Hexagon bolt: 1) = Zahl der Flanschbohrungen 1) = Number of bolt holes
short model similar to Ta = Anzugsmoment der Verschraubung Ta = Tightening torque of bolting Special
DIN 931/10.9 Spezial-Drehmomentschlüssel auf torque wrenches supplied on request
Hexagon nut:
Wunsch lieferbar
similar to DIN 980/10
Self-locking
Gelenkflansch/Joint flange
Gelenkgröße/Shaft size 687/688.15 687/688.20 687/688.25 687/688.30 687/688.35 687/688.40 687/688.45 687/688.55 687/688.65
Flansch-Ø/Flange dia. A mm 100 120 120 120 150 150 180 150 180 180 225 180 225 180 225
Ta Nm 35 69 69 69 120 120 190 120 190 190 295 295 295 295 295
c mm 64 76 76 76 100 100 119 100 119 119 158 118 158 118 158
c1 mm 69,5 84 84 84 110,3 110,3 132,5 110,3 132,5 132,5 171 130,5 171 130,5 171
d - M8 M 10 M 10 M 10 M 12 M 12 M 14 M 12 M 14 M 14 M 16 M 16 M 16 M 16 M 16
I mm 23 27 27 27 33 33 40 33 40 40 50 50 50 50 50
v mm 9 11 11 11 13 13 16 13 16 16 20 22 20 20 20
s mm 13 17 17 17 19 19 22 19 22 22 24 24 24 24 24
i1) - 6 8 8 8 8 8 8 8 8 8 8 10 8 10 8
Schrauben gelenkseitig Normal Ausführung ja ja ja ja ja ja ja ja ja ja ja ja ja nein ja
einfühlbar Normal design yes yes yes yes yes yes yes yes yes yes yes yes yes no yes
Bolts inserted from joint Weitwinkel Ausführung ja ja ja ja
- - - - - - - - - - -
side Wide angle design yes yes yes yes
8
Einbau und Wartung
Baureihe/Series 390
Gelenkgröße/Shaft size 390.60 390.65 390.70 390.75 390.80
Flansch-Ø/Flange dia. A mm 285 315 350 390 435
Normalverschraubung/Standard bolting Ta Nm 580 780 780 1000 1500
c mm 202 230 256 295 332
c1 mm 214 247 277 308 343
d - M 20 M 22 M 22 M 24 M 27
I mm 64 70 75 85 95
Sechskantschraube: v mm 24 26 25 29 31
Kurzausführung ähnlich
DIN 931/10.9
s mm 30 32 32 36 41
Sechskantmutter: i1) - 8 8 10 10 10
ähnlich DIN 980/10
Selbstsichernd Schrauben gelenkseitig einführbar ja ja ja ja ja
Bolts inserted from joint side yes yes yes yes yes
Hexagon bolt:
1) = Zahl der Flanschbohrungen 1) = Number of bolt holes
short model similar to
DIN 931/10.9 Ta = Anzugsmoment der Verschraubung Ta = Tightening torque of bolting Special
Hexagon nut: Spezial-Drehmomentschlüssel auf torque wrenches supplied on request
similar to DIN 980/10 Wunsch lieferbar
Self-locking
Baureihe/Series 587/390
Gelenkgröße/Shaft size 587.50 587.55 390.60 390.65 390.70 390.75 390.80
Spannhülsenverschraubung Flansch-Ø/Flange dia. A mm 250 250 285 315 350 390 435
Ta Nm 130 130 200 200 280 280 400
Dowel pin connection c mm 176 168 202 230 256 295 332
c12) mm 176 176 198 228 254 294 332
d - M 14 M 14 M 16 M 16 M 18 M 18 M 20
I mm 65 65 75 75 90 95 110
ds mm 25 25 28 30 32 32 35
ls mm 32 32 36 40 45 50 60
Sechskantschraube: v mm 17 17 23 19 24 23 30
a mm 6 6 6 6 8 8 8
DIN 931/8.8
Sechskantmutter: s mm 22 22 24 24 27 27 30
ähnlich DIN 980/10 i1) - 4 4 4 4 4 4 4
Selbstsichernd
Spannhülse: DIN 1481 Schrauben gelenkseitig einführbar ja ja ja ja ja ja ja
Scheibe: DIN 7349 Bolts inserted from joint side yes yes yes yes yes yes yes
Hexagon bolt:
1) = Number of bolt holes
short model similar to 1) = Zahl der Flanschbohrungen
DIN 931/8.8 2)= Dowel pin connection without locking
2) = Spannhülsenverschraubung ohne
Hexagon nut: Ta = Tightening torque of bolting Special
Verdrehsicherung
similar to DIN 980/10 torque wrenches supplied on request
Ta = Anzugsmoment der Verschraubung
Self-locking
Dowel pin: DIN 1481 Spezial-Drehmomentschlüssel auf
Washer: DIN 7349 Wunsch lieferbar
Baureihe/Series 587/190 Gelenkgröße/Shaft size 587.50 190.55 190.60 190.65 190.70

Flansch-Ø/Flange dia. A mm 275 305 348 360 405
Superkurz/Super short designs Ta Nm 190 295 405 405 580
c mm 213,5 237,5 274 288 324,5
c1 mm 225 250 285 299 338
d - M 14 M 16 M 18 M 18 M 20
l mm 50 50 60 60 65
Sechskantschraube: v mm 15 20 24 24 21
s mm 22 24 27 27 30
DIN 931/10.9
Sechskantmutter: i1) - 10 10 10 10 10
ähnlich DIN 980/10
Schrauben gelenkseitig einführbar ja ja ja ja ja
Selbstsichernd
Bolts inserted from joint side yes yes yes yes yes
Hexagon bolt: 1) = Number of bolt holes
Ta = Anzugsmoment der Verschraubung Ta = Tightening torque of bolting Special
DIN 931/10.9
Hexagon nut: torque wrenches supplied on request
Spezial-Drehmomentschlüssel auf
similar to DIN 980/10 Wunsch lieferbar
Self-locking
9
Flanschanschluss mit Querkeil/Flange connection with face key
Sechskantschraube:
DIN 931/10.9
Sechskantmutter:
ähnlich DIN 980/10
Selbstsichernd
Hexagon bolt:
short model similar to
DIN 931/10.9
Hexagon nut:
similar to DIN 980/10
Self-locking
Gelenkgröße/Shaft size 392.50 392.55 392.60 392.65 392.70 393.75 393.80 393.85 393.90
Flansch-Ø/Flange dia. A mm 225 250 285 315 350 390 435 480 550
Ta Nm 295 405 580 780 780 1000 1500 2000 2000
c mm 152 170 193 224 254 288 320 350 420
c1 mm 171 190 214 247 277 307 342 377 444
d - M 16 M 18 M 20 M 22 M 22 M 24 M 27 M 30 M 30
l mm 60 75 80 90 100 110 120 130 140
v mm 20 25 26 26 30 30 36 36 40
s mm 24 27 30 32 32 36 41 46 46
i1) - 8 8 8 10 10 10 16 16 16
Schrauben gelenkseitig einführbar nein nein nein nein nein nein nein nein nein
Bolts inserted from joint side no no no no no no no no no
1) = Zahl der Flanschbohrungen 1) = Number of bolt holes
Ta = Anzugsmoment der Verschraubung Ta = Tightening torque of bolting Special
Spezial-Drehmomentschlüssel auf torque wrenches supplied on request
Wunsch lieferbar
Baureihe/Series 492/498 Baureihe/Series 492

Gelenkgröße/Shaft size 492.75 492.80 492.85 492.90
Flansch-Ø/Flange dia. A mm 390 435 480 550
Ta Nm 375 375 525 720
Sechskantschraube: d - M 18 M 18 M 20 M 22
DIN 931/10.9 s mm 27 27 30 32
Sechskantmutter: i1) - 12 16 16 16
ähnlich DIN 980/934-10
Selbstsichernd Schrauben gelenkseitig einführbar nein nein nein nein
Bolts inserted from joint side no no no no
Hexagon bolt:
1) = Number of bolt holes
Ta = Tightening torque of bolting Special
DIN 931/10.9 Ta = Anzugsmoment der Verschraubung
Hexagon nut: torque wrenches supplied on request
Spezial-Drehmomentschlüssel auf
similar to DIN 980/934-10
Self-locking Wunsch lieferbar
Baureihe/Series 498
Gelenkgröße/Shaft size 498.00 498.05 498.10 498.15 498.20 498.25 498.30 498.35 498.40 498.45 498.50 498.55 498.60
Flansch-Ø/Flange dia. A mm 600 650 700 750 800 850 900 950 1000 1050 1100 1150 1200
Ta Nm 900 900 900 1800 1800 3150 3150 3150 5400 5400 5400 8200 8200
d - M 24 M 24 M 24 M 30 M 30 M 36 M 36 M 36 M 42 x 3 M 42 x 3 M 42 x 3 M 48 x 3 M 48 x 3
s mm 36 36 36 46 46 55 55 55 65 65 65 75 75
i1) - 20 20 24 24 24 24 24 24 20 20 20 20 20
Schrauben gelenkseitig einführbar nein nein nein nein nein nein nein nein nein nein nein nein nein
Bolts inserted from joint side no no no no no no no no no no no no no
10
Einbau und Wartung
Anschlussflansche Companion flanges

Gelenkwellen werden in der Regel über Anschlussflansche mit
den Anschlussaggregaten verbunden. Der Werkstoff der In general, cardan shafts are connected to the driven units by
companion flanges. The companion flange material must
Anschlussflansche muß eine Mindestfestigkeit von 750 N/mm2
aufweisen. have a tensile strength of 750 N/mm2.
Für einen einwandfreien Lauf der Gelenkwellen ist die The accurate running of a cardan shaft requires certain
Einhaltung bestimmter Toleranzen für Planlauf und Rundlauf tolerances for the axial and radial run-out (see tables).
erforderlich (siehe Tabellen). The dimensions of the companion flanges correspond with
Die Abmessungen der Anschlussflansche entsprechen bis those of the same size of cardan shafts, except for the
auf die Zentriertiefe FA, der Passung CA und die für einige centring depth FA and the fit CA, the depth of the key way tA
Größen vorgesehene Quernuttiefe tA und Quernutbreite bA and the width bA. They can be taken from the following
denen der entsprechenden Gelenkwellen. Sie sind den tables.
nachstehenden Tabellen zu entnehmen. For better bolt locking we recommend designing the relief of
Zur besseren Schraubensicherung kann die Hinterdrehung the companion flange as a bolt head surface and inserting
am Anschlussflansch als Schraubenkopf-Anlage ausgebildet the bolt from the companion flange side. In this case the
und die Schraube vom Anschlussflansch aus eingeführt distance Zmin must be met between the flange and the
werden. Dabei ist der Abstand Zmin des Flansches vom adjacent housing.
Gehäuse einzuhalten. If it is not possible to insert the bolts from the companion
flange side, we recommend the use of stud bolts.
Ist aus Platzgründen usw. diese Lösung nicht durchführbar,
empfehlen wir die Verwendung von Stiftschrauben.
X = Planlaufabweichung
Y = Rundlaufabweichung
Zmin = Schraubenlange
(incl. Schraubenkopf)
X = Axial run-out
Y = Radial run-out
Zmin = bolt length
(incl. bolt head)
Baureihe/Series 587
Gelenkgröße/Shaft size 587.50 587.55 587.60
A mm 225 250 250 285 285
FA mm 4-0.2 5-0.2 5-0.2 6-0,5 6-0.5
G mm 15 18 18 20 20
X und/and Y mm 0,05 0,06 0,06 0,06 0,06
CA h6 mm 140 140 140 175 175
Gelenkgröße/Shaft size 687/688.15 687/688.20 687/688.25 687/688.30 687/688.35 687/688.40 687/688.45 687/688.55 687/688.65
A mm 100 120 120 120 150 150 180 150 180 180 225 180 225 180 225
FA mm 2,3-0,2 2,3-0,2 2,3-0,2 2,3-0,2 2,3-0,2 2,3-0,2 2,3-0,2 2,3-0,2 2,3-0.2 2,3-0,2 4-0.2 2,3-0,2 4-0,2 2,3-0,2 4-0,2
G mm 7 8 8 8 10 10 12 10 12 12 15 14 15 15 15
X und/and Y mm 0,05 0,05 0,05 0,05 0,05 0,05 0,05 0,05 0,05 0,05 0,05 0,05 0,05 0,05 0,05
CA h6 mm 57 75 75 75 90 90 110 90 110 110 140 110 140 110 140
Baureihe/Series 390 Superkurz/Super short designs
Gelenkgröße/Shaft size 390.60 390.65 390.70 390.75 390.80 Gelenkgröße/Shaft size 587.50 190.55 190.60 190.65 190.70
A mm 285 315 350 390 435 A mm 275 305 348 360 405
FA mm 6-0,5 6-0.5 7-0,5 7-0,5 9-0.5 FA mm 4-0.2 5-0.3 6-0.5 6-O.5 7-0.5
G mm 20 22 25 28 32 G mm 15 15 18 18 22
X und/and Y mm 0,06 0,06 0,06 0,06 0,06 X und/and Y mm 0,06 0,06 0,06 0,06 0,06
CA h6 mm 175 175 220 250 280 CA h6 mm 140 140 175 175 220
Gelenkgröße/Shaft size 392.50 392.55 392.60 392.65 392.70 393.75 393.80 393.85 393.90
A mm 225 250 285 315 350 390 435 480 550
FA mm 4,5-0.5 5-0.5 6-0,5 7-0.5 7-0.5 7-0.5 9-0,5 11-0.5 11-0,5
G mm 20 25 27 32 35 40 42 47 50
X und/and Y mm 0,06 0,06 0,06 0,06 0,06 0,06 0,06 0,06 0,06
CA f8 mm 105 105 125 130 155 170 190 205 250
bA K8 mm 32 40 40 40 50 70 80 90 100
tA +0,2 mm mm 9 12,5 15 15 16 18 20 22,5 22,5
11
Wartung Maintenance
Wartungsfristen Maintenance intervals
Der Einsatz von Gelenkwellen in industriellen Anlagen ist Cardan shafts are used in a great variety of industrial plants
vielseitig, wobei sehr unterschiedliche Betriebsbedingungen with very different operating conditions.
zu berücksichtigen sind.
We recommend inspections at regular intervals and, if
Wir empfehlen, Kontrollarbeiten in regelmäßigen Zeitoder possible, to coordinate them with maintenance work on other
Leistungsständen durchzuführen und wenn möglich mit parts of the equipment. However maintenance work should
Arbeiten an anderen Maschinenteilen zu koordinieren, be carried out once a year at least.
mindestens jedoch einmal im Jahr.
Inspection
Kontrollarbeiten
z Check the flange bolts for tightness and retighten them
z Flansch-Verschraubung auf festen Sitz prüfen und mit with the prescribed torque (see flange boltings).
vorgeschriebenem Anzugsmoment nachziehen (siehe
z Backlash inspection. By lifting the joints and the length
Flanschverschraubungen).
compensation check the visible or tangible backlash.
z Spielprüfung. Durch Anheben der Gelenke und der
Längsverschiebung prüfen, ob es in diesen Bereichen Check the cardan shaft for any unusual noise, vibration or
sichtbares oder fühlbares Spiel vorhanden ist. abnormal behaviour and repair the damage, if any.
Darüber hinaus muss bei jeglichem Auftreten von Lubrication

außergewöhnlichen Geräuschen, Vibrationen oder nicht
normalem Verhalten der Gelenkwelle die Ursache überprüft GWB cardan shafts are lubricated with grease and ready for
und behoben werden. installation.
Abschmierung z For the re-lubrication of cardan shafts use a standard

grease ace. to STD 4006-000 as for example a lithium-
GWB-Gelenkwellen werden einbaufertig, mit Fett abge- complex grease of the following specification only:
schmiert, geliefert. KP2N-20/DIN 51502 ace. to DIN 51818.
Do not use grease with molycote additives!
z Für das Nachschmieren der Gelenkwellen sind
Standardfette nach STD 4006-000 wie z.B. z Clean the grease nipples before re-lubricating.
Lithiumkomplex Fett Shell-Retinax LX mit der z Do not grease with too high a pressure or with hard jerks.
Kennzeichnung KP2N-20 nach DIN 51502, einem
Max. permissible lubricating pressure 15 bar (15 x 105 Pa).
Schmierfett nach DIN 51818 zu verwenden.
Keine Schmierfette mit MoS2-Zusätzen einsetzen! z Cardan shafts that have been stored for more than
z Schmiernippel sind vor dem Nachschmieren zu säubern. 6 months must be re-greased before use.
z Beim Nachschmieren darf der Schmierstoff nicht mit hohem z When cleaning cardan shafts, do not use aggressive
Druck oder harten Schmierstößen eingepreßt werden. chemical detergents or pressurized water or steam jets
Max. zulässiger Schmierdruck 15 bar (15 x 105 Pa). because the seals may be damaged and dirt or water may
penetrate. After a cleaning the cardan shaft must be
z Gelenkwellen, die länger als 6 Monate gelagert wurden, re-greased until the grease escapes out from the seals.
müssen vor Inbetriebnahme abgeschmiert werden.
z Bei der Reinigung von Gelenkwellen keine aggressiven Journal cross assemblies
chemischen Reinigungsmittel verwenden. Bei Reinigung
mit Hochdruckreinigern den Druckstrahl nicht direkt auf The journal cross assemblies may be re-lubricated via a
die Dichtung richten! Dichtungen können beschädigt conical grease nipple (DIN 71412) located in the middle of
werden, Schmutz und Wasser können eindringen. Nach the cross or at the bottom of the bush. The journal cross
einer Reinigung muss in jedem Fall ein Nachschmieren assembly has to be replaced before the calculated bearing
erfolgen, bis das Fett an den Dichtungen austritt. lifetime is reached.
Zapfenkreuzgarnituren
Zapfenkreuzgarnituren sind über einen zentral am

Zapfenkreuz oder auf dem Büchsenboden angeordneten
Kegelschmiernippel nach DIN 71412 nachzuschmieren. Vor
Erreichen der rechnerischen Lebensdauer sind die
Zapfenkreuzgarnituren auszutauschen.
12
Einbau und Wartung
Zentralabschmierung Büchsenbodenabschmierung
Central lubrication 4 point lubrication
Die Dichtungen der Zapfenkreuzlagerungen müssen The seals of the journal cross bearings must be lubricated
durchgeschmiert werden. Beim Nachschmieren ist so lange until the grease passes through from the seals of the
Fett einzubringen, bis es an den Dichtungen der Lager bearings.
austritt.
Cardan shafts of the series 498 (in special cases also the
Das Abschmieren der Baureihe 498 (in Sonderfällen auch bei series 390, 392, 393, 492) must be lubricated via a flat
den Baureihen 390, 392, 393, 492) ist über grease nipple according to DIN 3404. The illustrated adapter
Flachschmiernippel nach DIN 3404 durchzuführen. Das pipe can be used as adapter between a conical grease nipple
dargestellte Hilfsschmierrohr ist als Adapter zwischen at the cardan shaft (acc. to DIN 71412) and a flat grease
Kegelschmiernippel (nach DIN 71412) an der Gelenkwelle nipple connection at the grease pump (see illustration).
und Flachschmiernippelanschluss an der Fettpresse zu
verwenden (siehe Bild).
Bestell-Nr.: 86 05 006 (90 mm lang)
86 05 025 (300 mm lang)
Order No.: 86 05 006 (90 mm length)

86 05 025 (300 mm length)
Längsverschiebung Length compensation
Die Längsverschiebungen der Baureihe 687/688 sind in der The length compensation of the standard version of the
Standardversion wartungsfrei. Die Abschmierung der series 687/688 is maintenance-free. The length
Baureihen 390, 392, 393, 492, 190 und 587, sowie compensation of the series 390, 392, 393, 492, 190 and 587
Sonderausführungen der Baureihe 687/688, erfolgt im as well as special designs of the series 687/688 is lubricated
Regelfall über ein kombiniertes Abschmier- und via a combined grease and air-relief valve with a conical
Entlüftungsventil mit Kegelschmiernippel nach DIN 71412 grease nipple according to DIN 71412 (no self-locking grease
(ohne Dichtkugel im Schmiernippel). nipple).
Die Abschmierung bei der Baureihe 498 geschieht über The length compensation of the series 498 is lubricated via a
Flachschmiernippel nach DIN 3404. flat grease nipple according to DIN 3404.
z Abschmier- und Entlüftungsventile dürfen nicht entfernt z Grease and air-relief valves must not be removed or
oder durch Standard-Schmiernippel ersetzt werden. replaced by standard grease nipples.
z Abdeckkappen der Schmiernippel müssen vor z Protection caps should be removed from the grease
Inbetriebnahme unbedingt entfernt werden. nipples before operation.
z Das Nachschmieren sollte bei zusammengeschobener z Re-lubricating should be done at the shortest compressed
Länge Lz oder kürzester Betriebsstellung vorgenommen length Lz of the shaft.
werden.
13
Empfohlene Nachschmierfristen Recommended re-greasing intervals
Für Gelenkwellen werden folgende Nachschmier- bzw. We recommend the following inspection and re-greasing
Kontrollzeiträume empfohlen (siehe Tabelle): intervals.
1) bei abschmierbarer
Baureihe Nachschmierintervalle/Re-greasing intervals
Profilverschiebung
Series Gelenke/Joints Verschiebung/Length compensation 1) for greasable length
compensation
587 6 Monate/months 6 Monate/months 1)
wartungsfrei/maintenance-free
687/688 6 Monate/months
12 Monate/months 1)
190 6 Monate/months 6 Monate/months
390 6 Monate/months 6 Monate/months
392/393 6 Monate/months 6 Monate/months
492/498 3 Monate/months 3 Monate/months
z Ungünstige Einflüsse wie Temperatur, Schmutz, Wasser z Unfavourable effects like temperature, dirt and water may
u. a. können kürzere Schmierperioden erforderlich necessitate shorter lubricating intervals. Principally we
machen. Grundsätzlich empfehlen wir, die recommend adapting the lubricating intervals to the
Schmierintervalle den jeweiligen Betriebsbedingungen individual operating conditions.
anzupassen. z For cardan shafts with plastic-coated splines (on request)
z Für Gelenkwellen mit kunststoffbeschichteter the re-lubricating intervals may be extended, dependent
Profilverschiebung (auf Kundenwunsch) können die on the application, to 12 months.
Nachschmierintervalle, in Abhängigkeit vom
Anwendungsfall, auf 12 Monate verlängert werden.
Instandsetzung Repair
Aus Sicherheitsgründen sollten Gelenkwellen nur von GWB For safety reasons, cardan shafts should only be repaired by
oder GWB-zugelassenen Reparaturwerkstätten GWB or by GWB-approved repair shops.
ihstandgesetzt werden.
The repair of cardan shafts is carried in a professional
Die Instandsetzung von Gelenkwellen wird durch unseren manner by our cardan shaft service experts. The shafts are
Gelenkwellenservice fachmännisch durchgeführt. Hier erfolgt overhauled using original spare parts. The repair of cardan
die Überholung der Wellen unter Verwendung von shafts by the user should only be made in emergency cases
Originalersatzteilen. Eine Instandsetzung von Gelenkwellen and only for such equipment where the operating speed of
durch den Kunden ist nur für den Notfall in Erwägung zu the shaft does not exceed 500 rpm. If the speed exceeds
ziehen und für Anlagen gültig, in denen Gelenkwellen mit 500 rpm, the cardan shaft must be rebalanced.
Drehzahlen unter 500 min-1 laufen. Bei Drehzahlen über
If journal cross assemblies are to be replaced, we also
500 min-1 müssen die Gelenkwellen ausgewuchtet werden. ! recommend replacing the bearing cap screws of
Beim Austausch von Zapfenkreuzgarnituren shafts of the series with split yokes. Observe our
! empfehlen wir, die Lagerdeckelschrauben bei den installation and repair instructions. Please contact us.
Baureihen mit geteilten Lageraugen ebenfalls
auszutauschen. Beachten Sie hierbei unsere
Montage- und Instandsetzungsvorschriften. Bitte
sprechen Sie uns an.
Umweltschutz Environmental Protection
Ein besonderes Augenmerk unseres Umweltschutzmanagement A particular feature of our environmental protection management is
widmet sich der Produktverantwortung. Daher wird die dedication to product responsibility. As a result the effect of
Umweltauswirkung von Gelenkwellen besonders beobachtet. So driveshafts on the environment is given particular attention. Thus
werden unsere Gelenkwellen mit bleifreien Fetten abgeschmiert; our driveshafts are lubricated with lead-free grease, their paint
ihre Lackierungen sind lösemittelarm und schwer-metallfrei; sie finishes are low in solvents and free of heavy metals, they are easy
sind reparaturfreundlich und können nach dem Nutzungsende dem to maintain and after use can be re-introduced into the re-cycling
Wertstoffkreislauf wieder zugeführt werden. process.
14
Proper Air Cleaner Service
General Maintenance & Service

is Essential
Proper air cleaner servicing results in maximum engine Section Index
protection against the ravages of dust. Proper servicing can
also save you time and money by maximizing filter life and air Air Filter Cleaning . . . . . . . . . . . . . 108
cleaning efficiency. Air Filter Inspection . . . . . . . . . . . . 109
General Tips . . . . . . . . . . . . . . . . . 110
Two of the most common problems are: RadialSealTM Service . . . . . . . . 111-114
AxialSeal Service. . . . . . . . . . . 115-116
• Over Servicing.
New filters increase in dust cleaning efficiency
as dust builds up on the media. Don’t be fooled
by filter appearance! A used filter should look dirty.
By using proper filter measurement tools, you will
use the full life of the filter at maximum efficiency.
• Improper Servicing.
Your engine is vulnerable to abrasive dust
contaminants during the servicing process.
The most common cause of engine damage is improper
servicing procedures.
By following the steps listed

in this section,
you can avoid unnecessary
risk to the engine.
www.emea.donaldson.com Engine Air Cleaners, Accessoires & Service Parts

107
Air Filter Cleaning
Donaldson recommends...
...servicing air filters by monitoring the airflow restriction levels

in the intake system.
Some vehicle owners and maintenance supervisors,

concerned with lowering their operating costs, clean
and reuse their heavy-duty air filter.
Factors to consider before you decide

whether cleaning or washing of air filters is
appropriate for your vehicle or fleet:
• Heavy-duty air filter manufacturers do not recom-

mend any type of cleaning process be used on their
products.
Donaldson, like other heavy-duty air filter
manufacturers, does not warrant the air filter once
it has been cleaned.
• Damaged filters should not be cleaned or reused. If the filter is damaged in service, investigate the
source of damage and make corrections to avoid future damage.
• Never attempt to clean a safety element. Replace it after three main element services.
• Rather than cleaning or reusing filters, consider upgrading to an extended service filter and service the
filter by restriction indicators. Donaldson recommends, when the specified maximum service limits are
reached, to follow the proper service procedures and replace the used filter with a new Donaldson filter.
Dispose of the used filter in a responsible manner.
Filter dirt holding capacity is reduced 20-40% with each cleaning.

There is a risk of dirt reaching the clean side of the filter while cleaning, plus possible filter damage from
high pressure water or compressed air, makes cleaning or washing a gamble. Add the cost of cleaning to
the danger of filter damage when determining the risk versus the value of filter cleaning process.
Reuse of cleaned heavy duty filters increases the likelihood of improper air cleaner servicing because of
the shortened service life. Each time the air intake system is serviced, it is exposed to the possibility of
contamination.
108 Engine Air Cleaners, Accessoires & Service Parts

www.emea.donaldson.com
Air Filter Inspection

What is a Hole and What is a False Alarm?
Donaldson receives filters for inspection On this photo, it is

apparent that the filter
each year that customers believe have has low dust buildup
developed holes. Upon inspection and on the pleats or folds,
but is functioning
testing in our labs, most of these suspect efficiently - no holes,
filters prove to have no holes or leaks. no leaks.
Most often these filters have areas with

low dust buildup where light comes
through the media when inspected with
a light inside the filter, but in fact the fil-
ter functions perfectly.
How do you tell the difference Here, light is coming

between a hole and low dust through the adhesive
beaded area as well
buildup? as at the folds. Again
no holes, no leaks.
The problem is that normal dust
buildup shuts out light completely, while
low dust buildup permits light to shine
through the media. The contrast is sig-
nificant and therefore looks like a crack
or hole in the media. The contrast
between a leak and low dust buildup is
not as pronounced, which accounts for
mis-identifications. As you look at the
photo on the left, you
The deceiving low dust areas appear can see it shows a
hole in the media. The
most often at the fold or at the adhesive other light areas are
beading present on some filters. not holes, but rather
more low dust areas
on the adhesive
The secret to identifying a hole in the fil- beading, which is used
for pleat spacing.
ter is to realize that when a hole is pres-
ent you actually see the bright lamp fila-
ment shining through the hole, while
low dust buildup is merely a bright area
where the media is folded and not cov-
ered with dust. In this last example,
there are obvious
dust trails on the liner
Another basic sign of a hole is dust on or endcap of the
clean air side of the
the liner or endcap of the clean air side filter. A dust trail
of the filter. If there is no sign of dust on usually indicates a
the clean-side liner of the filter you can leak.
be quite sure that there is no leak in the

filter.

109
General Maintenance &
Service Tips
1 Don’t remove filter for inspection. 5 Don’t ignore a worn or damaged

Such a check will always do more gasket in the housing.
harm than good. Ridges of dirt on If your air cleaner has a cover
the gasket sealing surface can drop gasket, replace it with a
on the clean filter side when the new one. Always check to be
gasket is released. Stick with the sure that no piece of the
regular maintenance schedule, or, if old gasket remains in the
you service by restriction, believe housing and that the gasket is
the gauge or restriction indicator. not worn. If your filter model
Get a new indicator if you don’t trust your calls for a new gasket with each
current one. use, never reuse the old one.
2 Never rap a filter to clean it. 6 Don’t use a damaged

Rapping hard enough to knock off or bunched filter.
dust damages the filter and destroys Never install a dented or punc-
your engine protection. Deeply tured filter because it cannot
embedded dirt is never released by protect properly against
tapping. It is always contamination. A dent can
safer to keep operating until you can make a firm seal impossible or can indicate
change to a new filter. damaged media. A filter with bunched pleats
saps engine power and fuel euros.
3 Never judge the filter’s
life by looking at it. Measure 7 Replace missing or damaged parts.
the airflow restriction. Check to ensure that there is
A dirty-looking filter may still have no damage to the air cleaner
plenty of life left, while carbon housing that could cause
contamination may not be visible a leak. Replace any missing or
to the eye. You can’t see the dirt damaged Vacuator Valves and
that’s embedded deep within the filter paper. air cleaner fasteners. Never
Your best bet for lowest filter maintenance costs attempt to repair a damaged
and best engine protection is to follow a restric- filter.
tion indicator. It’s a smart, low-cost investment.
8 Never substitute an
4 Never leave an air incorrect filter model
cleaner open longer number.
than necessary. Filters may look almost identi-
Your open air cleaner is a direct cal, but even a fraction of a
entry to the engine! mm difference in size can pre-
Keep it protected during filter vent a good seal or affect air-
changes. Contaminants smaller flow. Selecting a filter by size may give you the
than we can see will cause damage to a diesel wrong media area and grade and therefore
engine. If the housing is not going to be reassem- affect service life and filter efficiency.
bled immediately, cover the opening.
The only way to be sure nothing got in, is to
make sure nothing can get in!
110
Engine Air Cleaners, Accessoires & Service Parts www.emea.donaldson.com
Radial SealTM Service Instructions
One- and Two-Stage Air Cleaners

EPB-ERB, FPG, FRG, SRB
1 Remove the filter 3 Inspect the old filter
Unfasten or unlatch the service Inspect the old filter for any signs of leaks.
cover. Because the filter fits A streak of dust on the clean side of the filter is a
tightly over telltale sign.
the outlet Remove any cause of leaks before installing new filter.
tube to cre-
ate the criti-
cal seal,
4 Inspect the new filter for damage
there will be some initial resist- Inspect the new filter carefully, paying attention to
Closed filter ance, similar to breaking the seal the inside of the open end, which is the sealing
end view
on a jar. Gently move the end of area. NEVER install a damaged filter. A new
the filter back and forth to break the seal. Avoid Donaldson RadialSealTM filter may have a dry
knocking the filter against the housing. lubricant on the seal to aid installation.
If your air cleaner has a safety filter, replace it every
third main element change. Remove the safety ele-
ment as you would the main element. Make sure you
5 Insert the new RadialSeal™ filter properly
cover the air cleaner outlet tube to avoid any unfil- If you’re servicing the safety element, this should
tered contaminant dropping into the engine. be seated into position before installing the main
element.
2 Clean both surfaces of the outlet tube Insert the new filter carefully. Seat the filter by
and empty the dust cup hand, making certain it is completely into the air
cleaner housing before securing the cover in place.
Use a clean cloth to wipe the filter sealing surface and
the inside of the outlet tube. Contaminant on the The critical sealing area will stretch slightly, adjust itself
sealing surface could hinder an effective seal and and distribute the sealing pressure evenly. To complete a
cause leakage. Make sure that all contaminant is tight seal, apply pressure by hand at the outer rim of the
removed before the new filter is inserted. Dirt acci- filter, not the flexible center. (Avoid pushing on the center
dently transferred to the inside of the outlet tube will of the urethane end cap.) No cover pressure is
reach the engine and cause wear. Engine manufac- required to hold the seal.
turers say that it takes only a few grams of dirt to Again, NEVER use the service cover to push the filter into
“dust” an engine! Be careful not to damage the seal- place! Using the cover to push the filter in could cause
ing area on the tube. damage to the housing and will void the warranty.
Wipe both If the service cover hits the filter before it is fully in
sides of the
outlet tube
place, remove the cover and push the filter (by
clean. hand) further into the air cleaner and try again.
The cover should go on with no extra force.
Once the filter is in place, secure the service cover
or dust cup.
Outer edge of the Inner edge of the
outlet tube. outlet tube.
6 Check connections for tight fit
If your air cleaner is equipped with a dust cup. Make sure that all mounting bands, clamps, bolts,
Empty the dust cup. Dust should not be and connections in the entire air cleaner system
allowed to build up closer than 25 mm are tight. Check for holes in piping and repair if
from the baffle. On models equipped needed. Any leaks in your intake piping will send
with a VacuatorTM Valve, visually dust directly to the engine!
check and make sure the valve is
not inverted, damaged or plugged.

111
One-stage Air Cleaners
FPG AlexinTM
2
1
112
One-stage Air Cleaners

FPG AlexinTM
6
7
8
9
10 12
11

113
ECB, ECC, ECD DuraliteTM
Servicing Intervals Service Indicator Location

Choose either of two types: For proper restriction readings, a
• Scheduled maintenance. restriction fitting tap must be
DuraLite service intervals can located between the engine
be integrated into any existing intake and DuraLite outlet neck.
maintenance program. The tap should be located in a
• Restriction Maintenance. straight section of the intake
This method offers the most pipe at least one pipe diameter
accurate filter maintenance away from the manifold or any
program, delivering maximum bends, elbows or reducers.
filter life at 99.9% efficiency,
less machine downtime, and Servicing Tips
reduced maintenance costs. • Do NOT judge the filter on the
• Washing, cleaning or servicing basis of visual inspection! If it’s
the filter in any way voids the doing its job, it should look
warranty. dirty. Disposal
DuraLite filter life is longer Normal trash pick up is accept-
than you may think. Change able –never burn.
the filter only when restriction
readings indicate.
• Do NOT leave the inlet
ducting exposed any longer
than necessary (a few minutes)
during service.
Installation Instructions
Installation
DuraLite air cleaners can be mounted in two ways:
1. Direct Mount: mounted directly on the intake manifold.
2. Remote Mount: mounted away from engine and Torque clamp
connected to engine with inlet piping. 38 mm to 0.7 daNm
(minimum)
Installation Tips
• Engage outlet neck of the DuraLiteTM over intake piping for
a full 38 mm to insure a secure, lasting seal.
• Tighten clamp around outlet neck to 0.7 daNm minimum.
A Donaldson high torque hose clamp is recommended.
• On remote mount style, avoid crushing the body
with body clamps. A snug fit is best, and body clamps Torque clamp
are not always required. to 0.7 daNm
(miminum)
• Keep away from engine manifold and other very hot components 38 mm
(DuraLiteTM is rated at 83°C maximum sustained temperature).
• Keep away from battery acids, brake fluid, and other caustic fluids.
114
Axial Seal Service Instructions
Two-stage Air Cleaners

FLB – Louvered Body, FTG
1 Remove the old 4 Check for uneven 7 Ensure air-tight fit on

filter gently dirt patterns all connections and ducts
“Baby” that dirty Your old filter Check that all clamps and
filter, until you get has valuable flange joints are tight, as well
it clear of the clues as the air cleaner mounting
housing. to dust leakage bolts. Seal any leaks immedi-
Accidentally or gasket seal- ately – leaks mean dirt is
bumping it while ing problems. A directly entering your engine.
still inside means pattern on the
dropped dirt and filter clean side
dust that will con- is a sign that the old filter was
taminate the clean side of your not firmly sealed or that a
filter housing, before the new fil- dust leak exists. Identify the
ter element has a chance to do cause of that leak and rectify it
its job. before installing a new filter.
2 Always clean the inside 5 Press your fresh gas-

of the housing carefully ket to see that it springs
Dirt left in the air back
cleaner housing Make sure your new filter is
spells death for made with a highly compressi-
your engine. Use a ble gasket that springs back
clean, damp cloth (promptly) when
to wipe every sur- finger pressure is
face clean. Check released.
it visually to make A high quality gas-
sure it’s clean before putting in a ket is one of the
new filter. most important
parts of the filter.
3 Always clean the gasket
sealing surfaces 6 Make sure the gasket
An improper gasket seal is one seats evenly
of the most common causes of If you don’t feel
engine contamination. Make the gasket seating
sure that all hard- evenly for a perfect
ened dirt ridges seal, you don’t
are completely have protection.
removed, both on Re-check to see if
the bottom and the sealing surface
top of the air in the housing is
cleaner housing. clean, and ensure
that the filter is the
correct model. It may be the
wrong size for the housing.

115
AxialSeal Service Instructions
Two-stage Air Cleaners
SRG-STG DonacloneTM
1 Measure restriction 3 Change the filter 5 Safety element service

Measure the restriction of the air When restriction indicates that For maximum engine protec-
cleaner with a Donaldson restric- filter servicing is required, loosen tion and air cleaner service life,
tion indicator, such as the wing replace the safety element every
The Informer™ , a nut and third main element filter
service gauge, or water remove change.
manometer at the the pri-
restriction tap provid- mary fil- 6 Reinstall the dust cup
ed in the air cleaner or ter. Be sure the dust cup is sealed
the transfer pipe. Before 360° around the air cleaner
installing body.
One of two conditions will exist: the new Reset the restriction indicator
(1) If the reading indicates filter, to green.
the maximum restriction inspect the filter and gasket for
(per engine manufacturer’s
recommendations),
shipping or storage damage.
Wipe out the housing with a
7 Check connections
Ensure that all connections
change out the filter. clean cloth. between the air cleaner and the
(2) If the reading shows Carefully install new filter, wing engine are tight and leak-free.
below the maximum, nut and sealing washer.
the filter still has life left Always use Donaldson replace-
and should not be serviced. ment filters, which have been
engineered to fit the air cleaner
2 Empty the dust cup and engine intake system exactly.
Dust should not be
allowed to build up 4 Cover the inlet
closer than 25 mm Don’t leave the air inlet exposed!
from the baffle. On If the new filter won’t be
models equipped installed immediately, cover the
with a Donaldson opening to prevent stray con-
Vacuator™ Valve, dust cup ser- taminant from entering the
vice is cut to a minimum; all that induction system.
is necessary is a quick check to
see that the Vacuator™ Valve is
not inverted, damaged, or
plugged.
116
ANSUL
º INSTALLATION, LT-A-101-125/250
RECHARGE, FIRE
INSPECTION, AND SUPPRESSION
MAINTENANCE SYSTEMS
MANUAL
004654
This manual is intended for use with the Ansul LT-A-101-125/250
Fire Suppression Systems.
Those who install, operate, recharge, inspect, or maintain these
fire suppression systems should read this entire manual. Specific
sections will be of particular interest depending upon one’s
responsibilities.
As with all mechanical equipment, the LT-A-101-125/250 systems
need periodic care to provide maximum assurance that they will
operate effectively and safely. Inspection frequency should be
based on 250 vehicle operating hours or monthly, whichever
comes first. Maintenance should be conducted at 1000 vehicle
operating hours or every six months, whichever comes first.
Maintenance should be conducted in accordance with this manu-
al and NFPA 17 (“National Fire Protection Association’s Standard
for Dry Chemical Extinguisher Systems”) by a qualified, trained
service person.
Additional service and maintenance information can be obtained
in other applicable NFPA Standards.
This Ansul systems manual is limited to uses herein described.
For other applications, contact your local Ansul distributor or
Ansul Incorporated, Technical Services Department, Marinette,
Wisconsin 54143-2542.
ANSUL and CHECKFIRE are trademarks of Ansul Incorporated or its affiliates.

REVISION RECORD
5-15-02
DATE PAGE REV. NO. DATE PAGE REV. NO.
5-15-02 1-1 1 5-15-02 10-4 New Page
5-15-02 1-2 1
5-15-02 2-1 1
5-15-02 2-2 1
5-15-02 3-1 1
5-15-02 3-2 1
5-15-02 3-3 1
5-15-02 3-4 1
5-15-02 3-6 1
5-15-02 4-1 1
5-15-02 4-2 1
5-15-02 4-3 1
5-15-02 4-4 1
5-15-02 4-6 1
5-15-02 4-7 1
5-15-02 4-8 1
5-15-02 5-1 1
5-15-02 6-1 1
5-15-02 6-5 1
5-15-02 6-6 1
5-15-02 6-7 1
5-15-02 8-1 1
5-15-02 8-2 1
5-15-02 9-1 1
5-15-02 10-1 1
5-15-02 10-2 1
5-15-02 10-3 New Page
Indicates revised information.

TABLE OF CONTENTS
5-15-02
REV. 1
SECTION PAGES SECTION PAGES

I. GENERAL INFORMATION 1-1 – 1-2 V. SYSTEM DESIGN – INDUSTRIAL 5-1 – 5-2
INTRODUCTION 1-1 HAZARD ANALYSIS 5-1
TWIN AGENT SYSTEM 1-1 DISTRIBUTION SYSTEM REQUIREMENTS 5-1
FM APPROVAL 1-1 NOZZLE COVERAGE 5-1 – 5-2
HOW THE SYSTEM OPERATES 1-2
VI. INSTALLATION INSTRUCTIONS 6-1 – 6-8
IN CASE OF FIRE 1-2
MOUNTING THE BRACKETS 6-1 – 6-2
II. SYSTEM DESCRIPTION 2-1 – 2-2 Nozzle Bracket 6-1
APPLICATION METHOD 2-1 Tank Bracket and Tank 6-1 – 6-2
Local Application – Vehicle 2-1 Remote Actuator Bracket 6-2
Total Flooding 2-1 MOUNTING THE DISTRIBUTION, 6-3
PIPING ARRANGEMENT 2-1 REDUCING, AND TRIPLE TEES
DETECTION 2-2 INSTALLING THE COMPONENTS 6-3 – 6-5
Electric 2-2 Installing the Nozzles 6-3
Installing Manual Actuators 6-3 – 6-5
III. SYSTEM COMPONENTS 3-1 – 3-6
INSTALLING THE DISTRIBUTION 6-5
TANK ASSEMBLY 3-1 NETWORK
TANK MOUNTING RING 3-1 General Requirements 6-5
DRY CHEMICAL 3-1 Distribution Hose Installation 6-6
CARTRIDGE – EXPELLANT GAS 3-1 INSTALLING PNEUMATIC ACTUATOR 6-6 – 6-7
AND ACTUATION AND EXPELLANT
PNEUMATIC ACTUATOR 3-2 GAS LINES
CARTRIDGE – ACTUATION GAS 3-2 General Requirements 6-6
BURSTING DISC NIPPLE 3-2 Installing Actuation Gas Line 6-6 – 6-7
and Pneumatic Actuator
MANUAL ACTUATORS 3-3
Installing Expellant Gas Line 6-7
CHECK VALVE 3-3
INSTALLING THE DETECTION SYSTEM 6-7
PRIMARY SUPPLY LINE TRIPLE TEE 3-3
INSTALLING ACTUATION CARTRIDGES 6-7
PRIMARY SUPPLY LINE 3-3
DISTRIBUTION TEE VII. INSPECTION 7-1 – 7-2
SECONDARY SUPPLY LINE 3-3
DISTRIBUTION TEE VIII. MAINTENANCE 8-1 – 8-2
SECONDARY SUPPLY LINE TRIPLE TEE 3-4 SEMI-ANNUAL 8-1 – 8-2
REDUCING TEE 3-4 5/10 YEAR 8-2
SAFETY RELIEF VALVE 3-4 12-YEAR 8-2
PRESSURE SWITCH – WEATHERPROOF 3-4
IX. RECHARGE 9-1 – 9-2
PRESSURE SWITCH – EXPLOSION PROOF 3-5
NOZZLES 3-5 X. APPENDIX 10-1 – 10-4
NOZZLE BRACKET 3-6 EXCAVATOR PROTECTION 10-1 – 10-2
HOSE (SUPPLIED BY OTHERS) 3-6 EXTENDED DISCHARGE 10-2
ENGINE SHUTDOWN DEVICE 3-6 SYSTEM COMPONENT INDEX 10-3 – 10-4
AIR CYLINDER (OPTIONAL) 3-6
CHECKFIRE ELECTRIC DETECTION 3-6
AND ACTUATION SYSTEM
IV. SYSTEM DESIGN – VEHICLE 4-1 – 4-10

HAZARD ANALYSIS 4-1
NOZZLE COVERAGE AND LOCATION 4-2
TANK QUANTITY AND SIZE REQUIREMENTS 4-2
DISTRIBUTION SYSTEM REQUIREMENTS 4-3 – 4-7
ACTUATION AND EXPELLANT GAS LINE 4-7
REQUIREMENTS
Actuation Gas Line 4-7
DETECTION SYSTEM REQUIREMENTS 4-7
SHUTDOWN REQUIREMENTS 4-8
ACCESSORIES 4-9
SECTION I – GENERAL INFORMATION
5-15-02 Page 1-1
REV. 1
INTRODUCTION TWIN AGENT SYSTEM

The Ansul LT-A-101-125/250 fire suppression system is a pre- The system consists of both dry chemical and liquid agent. The
engineered, fixed nozzle system for protection of off-highway dry chemical portion of the system is the Ansul A-101/LT-A-101,
vehicles and equipment. Typical applications include surface min- 125, or 250 system (either standard discharge or extended dis-
ing equipment, underground mining machines, forest harvesting charge) and the liquid agent portion of the system consists of an
equipment, land fill equipment, and construction equipment. agent storage tank containing a premixed solution of LVS wet
Two size agent tanks are available: a 125 lb. (56.7 kg) tank and a chemical.
250 lb. (113.4 kg) tank. The 250 lb. tank can accommodate up to The LVS-30 (30 gallon) system is designed to discharge for
24 (8, 12, 16, or 24) nozzles. The 125 lb. tank can be used with 8, approximately 2 minutes when two agent discharge nozzles are
12, or 16 nozzles. Both the 125 lb. tank and the 250 lb. tank can used.
be used where an extended discharge is required. The LVS Fire Suppression System is designed to operate within a
The LT-A-101-125/250 system consists of three major compo- temperature range of –40 °F to +120 °F (–40 °C to 49 °C).
nents: a container to store the dry chemical extinguisher agent; an The dry chemical system used in conjunction with the LVS sys-
actuation system operated manually or automatically, and an tem is the Ansul A-101/LT-A-101, 125, or 250. The dry chemical
agent distribution system which delivers the agent from the tank system is connected to the ansul CHECKFIRE Detection and
through hydraulic hose and fixed nozzles to the hazard areas. Control System. the dry chemical system can be designed as a
The system described is a fire suppression system and is not standard discharge or as an extended discharge system per the
designed or intended to extinguish all fires, particularly when requirements of the A-101/LT-A-101 vehicle Fire suppression
unusual amounts of combustible materials and an ample oxygen Installation, Recharge, Inspection, and Maintenance Manual.
supply are present. It is extremely important that supplement fire Upon actuation of the dry chemical system, the pneumatic time
fighting equipment be available in case the system does not total- delay for the LVS system will start. During the end of the dry
ly extinguish a fire. chemical discharge, the time delay will allow pressure to enter the
If an automatic fire detection and actuation system has not been LVS actuation line. This pressure will then actuate the nitrogen
supplied or has been disconnected, system actuation and dis- cartridge on the LVS tank(s), causing the LVS system to dis-
charge will not occur unless the fire suppression system is manu- charge the wet chemical solution.
ally actuated. (Use of manual system only must be approved by For detailed instructions, refer to manual Part No. 24327 regard-
authority having jurisdiction.) Reliance on a manual release sys- ing the A-101/LT-A-101 system. For detailed instructions, refer to
tem usually results in a slower reaction to fire. Means to automati- manual Part No. 427109 regarding the LVS system.
cally shut down the vehicle must be added to a manual or discon-
nected automatic system. FM APPROVAL
The basic agent storage assembly is a tank that holds either The Ansul LT-A-101-125/250 fire suppression system has been
112 lb. (50.8 kg) (LT-A-101-125) or 225 lb. (102.1 kg) tested and approved by Factory Mutual Research Corporation
(LT-A-101-250) of Ansul FORAY (monoammonium phosphate (FMRC). These tests require extinguishment of fire initiated in
base) dry chemical which is effective on Class A, B, and C fires. A open vessels and within enclosures fueled with flammable liquid.
nitrogen gas expellant cartridge provides pressurization of the dry In each case, these fires are allowed to progress to maximum
chemical upon actuation. intensity before the system is actuated. The time of actuation in
Automatic detection and actuation is recommended. The these tests is well beyond the time that a detector would take to
LT-A-101-125/250 system is actuated manually by a pneumatic detect the fire and actuate the system. Other tests required by
actuator located near the operator or on the exterior of the vehicle. FMRC are as follows:
The dry chemical extinguishing agent is delivered from the tank 1. Fuel in depth splash tests under a minimum hose length,
through hydraulic hose and pipe, and pre-set nozzles into the fire maximum temperature, and minimum clearance condition to
hazard areas or onto the fire prone surfaces. ensure that the nozzle does not cause splashing of fuel.
Along with the fire suppression system, the total system design 2. Operational flow rate tests at the minimum, average, and the
must include a hand portable fire extinguisher(s) located on board maximum temperatures, with maximum and minimum hose
the vehicle that can be used to manually suppress a fire that may lengths.
be burning in an unprotected area. Refer to NFPA 10, “Standard 3. Cycle tests on all mechanical and electrical devices to deter-
For Portable Fire Extinguisher,” for additional information. mine their structural integrity.
The LT-A-101-125/250 systems utilize nitrogen as the expellant
gas and are approved for temperature ranges of –65 °F to
+130 °F (–54 °C to 54 °C).
SECTION I – GENERAL INFORMATION
5-15-02 Page 1-2
REV. 1
REMOTE ACTUATOR(S)
CHECKFIRE
DETECTION SYSTEM
ACTUATOR 2
ACTUATION
LINE
SAFETY
RELIEF VALVE
4
EXPELLANT
GAS CARTRIDGE
FIGURE 1
004472
HOW THE SYSTEM OPERATES IN CASE OF FIRE

Discharge of the LT-A-101 system manually is initiated from an When a fire starts, the way the operator reacts is very important.
automatic or manual actuator (1). Automatic operation or manual- As soon as the operator is aware of a fire, he should do the fol-
ly depressing the actuator plunger punctures the seal on the car- lowing four things:
tridge. The released pressure is transmitted through the actuation 1. Turn the machine off and set the brake.
line (2). A safety relief valve (3) in the actuation line prevents too
high an actuation pressure build-up. The pressure drives a punc- 2. Quickly actuate the LT-A-101-125/250 system by pulling the
ture pin through the seal in the expellant gas cartridge (4). This safety ring pin on the manual actuator and strike the red
releases the expellant gas which is then transmitted to the dry button.
chemical tank (5) where it fluidizes the dry chemical before carry- 3. Evacuate the vehicle.
ing it to the fire hazard. A bursting disc nipple prevents the flow of
dry chemical until sufficient pressure is built up within the dry 4. Stand by with a fire extinguisher.
chemical tank. When the proper pressure is reached, the disc
breaks allowing the gas/dry chemical mixture to flow to the noz-
zle(s) and discharge onto the hazard. ! CAUTION
Refer to appropriate CHECKFIRE® design, installation and main- The system described in this manual is a fire suppression sys-
tenance manual for information on the operation of the automatic tem and is not designed or intended to extinguish all fires, par-
detection system. ticularly when unusual amounts of combustible materials and
NOTE: Mechanical or electrical means should be provided to an ample oxygen supply are present. It is extremely important
shut down vehicle upon system actuation. that supplement firefighting equipment be available in case the
system does not totally extinguish a fire.
SECTION II – SYSTEM DESCRIPTION
5-15-02 Page 2-1
REV. 1
APPLICATION METHOD Total flooding application is accomplished by introducing a suffi-

The LT-A-101-125/250 system provides fire protection using total cient quantity of FORAY dry chemical through fixed nozzles
flooding and local application methods. These methods are throughout the volume of the enclosure.
described below. To enhance the effectiveness of the total flooding system in indus-
trial applications, all fan air movements must be shut down and/or
Local Application – Vehicle dampered at discharge of the dry chemical system. Refer to
When designing a local application system for vehicle protection, NFPA 17, “Standard For Dry Chemical Extinguishing Systems,” for
each individual hazard area must be surveyed and the correct additional information.
type nozzle must be chosen to give the proper coverage.
PIPING ARRANGEMENT
Total Flooding The LT-A-101-125/250 system utilizes either a 24*, 16, 12, or 8
Total flooding is described as “volume protection” and it is applied nozzle agent distribution network. The main supply line connects
only when a hazard is located in an enclosure. Openings such as to a triple tee or distribution tee. From the triple tee, four (4) sepa-
doors, windows, and grating shall not be more than 15% of the rate, four (4) nozzle distribution arrangements can be run. If the
enclosure’s total surface area (ceiling, floors, and all walls). supply line is connected to a distribution tee, three (3) separate
Openings of 5% or less of the total surface area are acceptable four (4) nozzle distribution arrangements can be run. See Figure
and do not require screening. Hazards with openings greater than 1. Any combination of F-1/2, V-1/2, or C-1/2 nozzles can be used.
5% but not over 15% can be protected by screening with V-1/2 * 24 NOZZLE SYSTEMS CAN ONLY BE USED ON LT-A-101-250 SIZE TANKS.
nozzles, or F-1/2 nozzles at an amount of not less than 1 lb./sq. ft.
BURST DISC
of opening size(s). NIPPLE
3/4 X 1/2 X 1/2 REDUCING
1 1/2 IN. PRIMARY TEE (TYP. 4)
SUPPLY
BURST DISC SECONDARY 1/2 IN. PRIMARY BRANCH
LINE
NIPPLE BRANCH LINE LINE (TYP. 8)
1/2 IN. (TYP. 16 PLACES) LT-A-101-125/250
8 NOZZLE TRIPLE TEE
1 1/2 IN. 1/2 IN.
3:1 (OPTION 1) (1 1/2 X 3/4)
PRIMARY
SUPPLY 1/2 IN. 3/4 IN. SECONDARY
LINE SUPPLY
LT-A-101-125/250
1/2 IN. (TYP. 4)
16 NOZZLE 3/4 IN.
PRIMARY
40 FT. BRANCH LINE
(12.2 m) 1/2 IN. (TYP. 8 PLACES)
1/2 IN. 3/4 IN. 006496a
1/2 IN.
1/2 IN. 40 FT. 3:1 3:1
(12.2 m)
3:1 1/2 IN. 3/4 IN. 1/2 IN. BURST DISC
3/4 IN.
40 FT. 1/2 IN. NIPPLE
(12.2 m) 40 FT.
1/2 IN. 1 1/2 IN. PRIMARY
1/2 IN. (12.2 m)
004473a SUPPLY
3/4 X 1/2 X 1/2 1/2 IN. LINE
REDUCING LT-A-101-125/250
SECONDARY
TEE OPTION 8 NOZZLE
SUPPLY LINE
1/2 IN. (TYP. 4 PLACES) (OPTION 2)
1/2 IN. 1 1/2 X 1
TRIPLE TEE TRIPLE
REDUCING TEE
OPTION TEE
TRIPLE TEE 1 IN.
(3/4 X 1/2) SECONDARY
SUPPLY
(TYP. 2) 006496b
3/4 X 1/2 X 1/2 1/2 IN. PRIMARY
BURST DISC BRANCH LINE (TYP. 8)
REDUCING TEE
NIPPLE
(TYP. 3 PLACES)
1 1/2 IN.
PRIMARY
SUPPLY 1 1/2 IN. PRIMARY
LINE SUPPLY
3/4 IN. SECONDARY
LT-A-101-125/250
SUPPLY LINE
12 NOZZLE
(TYP. 3 PLACES)
24 NOZZLE
SYSTEM – TRIPLE
1 1/2 IN. X 1 IN. TEE
REDUCING COUPLING LT-A-101-250 ONLY
1/2 IN.
1/2 IN.
1/2 DISTRIBUTION
1/2 IN.
IN. TEE
004473b
1/2 IN.
1/2 IN. PRIMARY 1/2 IN.
BRANCH LINE 1/2 IN. SECONDARY
(TYP. 6 PLACES) BRANCH LINE 3/4 IN.
(TYP. 12 PLACES) 1/2 IN. SECONDARY
PRIMARY SUPPLY
BRANCH
1/2 IN. SECONDARY

BRANCH 006051
FIGURE 1
SECTION II – SYSTEM DESCRIPTION
5-1-02 Page 2-2
REV. 1
DETECTION
Several types of electric automatic detection systems with various
detector options are available for the LT-A-101-125/250 systems.
Electric
Electric detection systems (CHECKFIRE SC-N, Series I, and
MP-N) are available to provide rugged, automatic detection for
vehicle protection. These systems are either powered by the vehi-
cle battery or by the internal module battery or both.
The electric detection systems can use either linear heat detec-
tion, spot detectors, or pneumatic linear detectors.
SECTION III – SYSTEM COMPONENTS
5-15-02 Page 3-1
REV. 1
TANK ASSEMBLY DRY CHEMICAL

The tank assemblies, LT-A-101-125 (Part No. 427745) and FORAY dry chemical is a monoammonium phosphate based dry
LT-A-101-250 (Part No. 427746) are factory filled with 112 lb. (50.8 chemical, which is effective on Class A, B, and C Class fires.
kg) and 225 lb. (102.1 kg) respectively with FORAY dry chemical. FORAY agent is color coded yellow for easy identification.
Each tank is finished with a red, corrosion resistant paint. A FORAY dry chemical is shipped in 45 lb. pails, Part No. 53080.
nameplate is affixed to the exterior and contains information on See Figure 3. The LT-A-101-125 and LT-A-101-250 must be
recharge and maintenance. Each tank assembly contains the refilled with 112 lb. (50.8 kg) and 225 lb. (102.1 kg) respectively.
proper size nitrogen cartridge for expelling the dry chemical. Each For ease of filling, a large funnel, Part No. 1196, is available.
tank is manufactured with a seismic mounting ring on the bottom,
which can be bolted to the mounting surface or to the optional
mounting ring. See Figure 1.
31 IN. 44 IN.
(787 mm) (1.1m)
FIGURE 3
000417
21 1/2 IN. 18 IN. EXPELLANT GAS NITROGEN CARTRIDGE

(546 mm) 28 1/4 IN. 22 IN.
(457 mm)
(718 mm) (559 mm) The Expellant Gas Nitrogen Cartridge, Part No. 428060 (23 cu. ft.
LT-A-101-125 LT-A-101-250 for LT-A-101-125 tank) and Part No. 428061 (55 cu. ft. for
Shipping Wt. 297 lb. (135 kg) Shipping Wt. 515 lb. (233 kg)
LT-A-101-250 tank) is included with the tank shipping assembly. A
FIGURE 1
004477 brass pneumatic actuator mounts on top of the cartridge. The
nitrogen cartridge is securely bracketed to the agent tank. The
MOUNTING RING cartridge assembly also includes a gauge guard, which helps pro-
tect the gauge. Cartridges have been approved by Transport
The Mounting Ring, Part No. 428404 (for the LT-A-101-125) or Canada (TC) and also carry the Department of Transportation
Part No. 428405 (for the LT-A-101-250) is available for additional (DOT) aproval. See Figure 4.
tank mounting ease. The ring contains threaded holes which
match up to the holes located in the base of the tank. The ring is GAUGE
constructed of 1/2 in. (13 mm) steel. The mounting ring can be GUARD
pre-welded to the mounting surface and the tank can be then bolt-
ed to the ring during installation. When bolting the tank to the ring,
use (6) six 1/2 in. x 1 in. (25 mm) long bolts with a flat washer and
a lock washer on each. Bolts and washers supplied by others.
See Figure 2.
0.5000-13UNC-2B
6 HOLES ON Ø 16.50 B.C.
Ø 13.06
Ø 18.00
9.63
60° TYP.
Ø 2.00
30°
R3.00
LT-A-101-125 FIGURE 4
004331
0.5000-13UNC-2B
6 HOLES ON Ø 20.50 B.C.
Ø 17.00 Ø 22.00
13.00
60° TYP.
Ø 4.00
30°
R4.50
LT-A-101-250
FIGURE 2
004698
5-15-02 Page 3-2
REV. 1
PNEUMATIC ACTUATOR BURSTING DISC NIPPLE

The Pneumatic Actuator, Part No. 430221, is constructed of brass The agent tank Bursting Disc Nipple, Part No. 428324, consists of
and mounts on the top of the 23 cu. ft. and 55 cu. ft. nitrogen car- a machined stainless steel housing containing the bursting disc.
tridge. When actuated, the actuator punctures a seal in the car- The housing is machined with 1 1/2 in. NPT male threads on both
tridge head, allowing the expellant gas to flow into the agent tank. ends. The body contains an arrow indicating the direction of flow.
See Figure 5. The burst disc holds the tank pressure until the proper pressure is
reached, and then ruptures, allowing the dry chemical to dis-
1/4 IN. ACTUATION charge into the piping network. The complete nipple must be
LINE INLET replaced after it is used. See Figure 7.
(TYP. 2)
VENT
HOLE
FIGURE 7
004578
1/4 IN. EXPELLANT
GAS LINE OUTLET (1)
FIGURE 5
006433
ACTUATION GAS CARTRIDGE

The Actuation Gas Cartridge, either an LT-10-R or LT-10-L, is
used in the LT-A-101-125/250 remote actuators, either manual or
automatic. The cartridge is a sealed pressure vessel containing
nitrogen gas under pressure. When the pin in the remote manual
or pneumatic actuator punctures the cartridge seal, the gas flows
to the actuator on the expellant gas cartridge, causing that actua-
tor to puncture the seal in the expellant gas cartridge. The actua-
tion gas cartridge meets the requirements of DOT 3E-1800.
Additional cartridge shipping assemblies are available to meet
Transport Canada (TC) approval. They are listed below. See
Figure 6.
RIGHT-HAND LEFT-HAND
A B THREAD THREAD
LT-10 2 IN. (51 mm) 6 13/16 IN. (173 mm) 13193 (DOT) 13177 (DOT)
423423 (TC/DOT) 423425 (TC/DOT)
FIGURE 6
000439
5-15-02 Page 3-3
REV. 1
MANUAL ACTUATORS PRIMARY SUPPLY LINE TRIPLE TEE (16 AND 24 NOZZLE
The manual actuator is available for use with either right or left SYSTEMS)
hand cartridges. Manual actuators should be mounted near the The primary supply line triple tee, Part No. 428065, is used to prop-
vehicle operator and at a point on the vehicle that can be reached erly distribute the dry chemical from the primary supply line to the
from ground level. Two styles of manual actuators are available: four groups of four nozzles. See Figure 10.
the standard actuator with either the “S” type bracket or the “L” THE TEE INLET IS 1 1/2 IN. NPT AND THE FOUR OUTLETS ARE 3/4 IN. NPT
type bracket, and the cartridge guard type actuator. See Figure 8.
CARTRIDGE GUARD ACTUATOR FOR RIGHT HAND CARTRIDGES PART NO. 19330
CARTRIDGE GUARD ACTUATOR FOR LEFT HAND CARTRIDGES PART NO. 16186
5 IN. 8 3/4 IN.
(222 mm)
(127 mm)
“L” BRACKET PART NO. 70580
3 IN.
(76 mm)
3/4 IN. NPT
3 IN. 3 IN. OUTLET
2 1/2 IN.
(76 mm) (76 mm) (64 mm) (TYP. 4
PLACES)
2 1/4 IN.
5 IN. (57 mm)
(127 mm)
12 1/4 IN.
(311 mm) 1 1/2 IN. NPT 2 5/8 IN.
003473b INLET (67 mm)
003473a 2 1/8 IN.
(54 mm)
7/8 IN.
1 3/4 IN. (22 mm) “S” BRACKET PART NO. 57661
(44 mm) FIGURE 10
1 13/16 IN.
003462
REMOTE ACTUATOR FOR RIGHT HAND 3 IN. (87 mm) 1 1/2 IN.
CARTRIDGES PART NO. 57452 (76 mm) (38 mm)
REMOTE ACTUATOR FOR LEFT HAND 2 3/8 IN. PRIMARY SUPPLY LINE DISTRIBUTION TEE (12 NOZZLE
CARTRIDGES PART NO. 70581 (60 mm) SYSTEMS)
5 5/8 IN. 1/2 IN. The Primary Supply Line Distribution Tee, Part No. 551715, is
(143 mm) (13 mm)
required for proper distribution of dry chemical in 12 nozzle sys-
4 IN.
(102 mm) 2 IN. tems. The distribution tee is designed with a 1 in. NPT inlet and
(51 mm) 1/2 IN. three (3) 3/4 in. NPT outlets. See Figure 11. Note: Use of this fitting
(13 mm)
2 IN. also requires a 1 1/2 x 1 in. reducing coupling installed prior to fit-
(51 mm)
9 IN. ting.
(229 mm)
3 3/8 IN.
(86 mm) 3/4 IN.
(19 mm)
003473c 3 IN.
1 1/2 IN. (3) 3/4 IN. NPT
(76 mm) 3 7/16 IN.
(38 mm) OUTLETS
(87 mm)
003460
FIGURE 8
1 IN. NPT
INLET
1/4 IN. CHECK VALVE
The 1/4 in. actuation line check valve, Part No. 25627, is used at FIGURE 11
003415
the branch lines to each actuation device (whether manual or
automatic). The check valve blocks the flow of actuation gas from
SECONDARY SUPPLY LINE DISTRIBUTION TEE (24 NOZZLE
the actuator that was actuated to the actuator(s) that was not
SYSTEMS)
actuated. This prevents actuation gas from escaping from an
open actuator which may have had the cartridge removed. The The Secondary Supply Line Distribution Tee, Part No. 25031, is
check valve also keeps the gas from pressurizing all branch actu- required for proper distribution of dry chemical in 24 nozzle sys-
ation lines thus allowing the main line to be of maximum length. tems. The distribution tee is designed with a 3/4 in. NPT inlet and
See Figure 9. three (3) 1/2 in. NPT outlets. See Figure 11a.
CHECK VALVE PART NO. 25627
(3) 1/2 IN. NPT

OUTLETS
3/4 IN. NPT

INLET
1/4 IN. NPT

FIGURE 11a
1 3/4 IN. 003415
(44 mm)
FIGURE 9
000899
5-15-02 Page 3-4
REV. 1
SECONDARY SUPPLY LINE TRIPLE TEE (8 OR 16 NOZZLE PRESSURE SWITCH – WEATHERPROOF

SYSTEMS) The pressure switch, Part No. 46250, is a DPST (Double-Pole,
The secondary supply line triple tee, Part No. 16424, can be used Single Throw) pneumatically operated, resettable switch used to
to properly distribute the dry chemical from the secondary supply open or close electrical circuits to either shut down equipment or
line to four branch lines. This tee is also available in a two pack, turn on lights or alarms. The pressure switch is constructed of
Part No. 53038. See Figure 12. malleable iron. A 1/4 in. NPT pressure inlet is used to connect the
TRIPLE TEE, 1/2 IN. X 1/2 IN. X 1/2 IN. X 3/4 IN. – PART NO. 16424 1/4 in. hose from the actuation line. The switch rating is 2 HP-240
VAC/480 VAC, 2 HP-250 VDC, 30A-250 VAC/DC, 5A-480
VAC/DC. See Figure 14.
6 IN. PRESSURE SWITCH PART NO. 46250
(15.2 cm)
MALLEABLE 3 5/8 IN.
IRON FINISH (9.2 cm)
BRASS RESET
1/2 IN. NPT TO ELECTRICAL PLUNGER
1 7/8 IN. OUTLET EQUIPMENT TO
(TYP. 4 MOISTURE
(4.8 cm) BE CONTROLLED
PLACES) PROOF JOINT
GASKET NUT
“O” RING GASKET
NAMEPLATE
2 1/4 IN. DOUBLE POLE – HEAVY

3/4 IN. NPT (5.7 cm) DUTY TOGGLE SWITCH
INLET
WITH FULLY ENCLOSED
BAKELITE BASE
BRASS PISTON
FIGURE 12 PISTON “O”
003462 TO RING GASKET
POWER
REDUCING TEE (12 AND 16 NOZZLE SYSTEMS) 3/4 IN.
ELECTRICAL
A 1/2 x 1/2 x 3/4 in. reducing tee, Part No. 4655, is used to prop- CONDUIT OUTLETS
erly distribute the dry chemical from the 3/4 in. secondary supply 1/4 IN. UNION
1/4 IN. ACTUATION
line to two primary branch lines. Also available is a two pack, Part HOSE
No. 53040. See Figure 13. 00716a
REDUCING TEE, 1/2 IN. X 1/2 IN. X 3/4 IN. – PART NO. 4655
2 7/8 IN.
(73 mm)
2 1/4 IN.
(57 mm)
1 1/2 IN.
(38 mm) 3/4 IN. NPT
INLET
4 9/16 IN.
(115 mm)
1 7/8 IN.
(48 mm)
1/2 IN. NPT
OUTLET
(TYP. 2 PLACES)
19/64 IN. DIA.
FIGURE 13 (2 PLACE)
003456
004593
SAFETY RELIEF VALVE FIGURE 14

A spring-loaded pressure relief valve, Part No. 15677, is used to
prevent excessive pressure from building up in the actuation line.
The valve is set to relieve at 265 psi (18.3 bar). After system dis-
charge, all pressure in the actuation line can be relieved by pulling
the ring on the safety relief valve. See Figure 20.
SAFETY RELIEF VALVE PART NO. 15677
1/4 IN. NPT
FIGURE 20
000437
4-1-00 Page 3-5
EXPLOSION-PROOF PRESSURE SWITCH – DPDT

The Explosion-Proof Pressure Switch, Part No. 43241, is a DPDT Nozzles are available in the following shipping assemblies:
(Double-Pole, Double-Throw) pneumatically operated, resettable Part No. Description
switch to be used for turning off pump motors, exhaust fans, con- ______ _________
veyors, and similar devices; or turning on alarms or electric door 57046 C-1/2 Nozzle with Blow-off Cap, “L” shaped bracket,
closures. The switch contacts are rated at 10 amp at 125 VAC or 5 Lockwashers – 4 pack
amp at 250 VAC. The pressure switch is constructed with an 57044 V-1/2 Nozzle with Blow-off Cap, “L” shaped bracket,
explosion-proof housing suitable for hazardous environments. The Lockwashers – 4 pack
switch operates off the nitrogen actuation pressure. See Figure 57042 F-1/2 Nozzle with Blow-off Cap, “L” shaped bracket,
15. Lockwashers – 4 pack
1/4 IN. UNION 3/4 IN. 53791 C-1/2 Nozzle with Blow-off Cap
CONDUIT
OUTLET 56748 V-1/2 Nozzle with Blow-off Cap
3/8 IN. X 1/4 IN.
BUSHING 16449 F-1/2 Nozzle
F-1/2 NOZZLE EFFECTIVE DISCHARGE PATTERN PART NO. 16449
33 IN.
7 7/8 IN. (838 mm)
(200 mm) 1 13/16 IN.
(46 mm)
NAMEPLATE 33 IN.
33 IN. (838 mm)
(838 mm)
1 IN.
HEX
1/2 IN. NPT
2 11/32 IN. 15 IN. PART NO. 16449
(59 mm) (381 mm) 003469
- 3 9/16 IN.
5 5/8 IN.
MOUNTING (142 mm)
(90 mm) HOLES V-1/2 NOZZLE EFFECTIVE DISCHARGE PATTERN PART NO. 56748
000454 3/4 IN. CONDUIT
OUTLET
000455
6 FT.
(1.83 m)
FIGURE 15
4 FT. 1 13/16 IN.
NOZZLES 160°
(1.22 m) (46 mm)
Three types of nozzles are approved for use with the LT-A-101-
125/250 system. One type is the F-1/2 nozzle. This nozzle gives a 15 IN.
180° fan shape pattern and can be used for either total flooding or (381 mm) 1 IN.
HEX 1/2 IN. NPT
local application. The second type of nozzle is the C-1/2. This PART NO. 56748
003471
nozzle gives a cone pattern and is used for direct application to a
C-1/2 NOZZLE EFFECTIVE DISCHARGE PATTERN PART NO. 53791
vehicle component or burning surface. The third type of nozzle is
the V-1/2. This nozzle produces a 160° fan shape pattern and is
generally used for screening engine compartments, torque con- 6 FT.
verters and all other hazard areas. All nozzles are constructed of (1.83 m)
brass and require protective blow-off caps. Exception: The F-1/2
nozzle must also utilize a blow-off cap. Pack the opening of the
F-1/2 nozzle with a good grade of extreme temperature silicone
grease, such as Dow Corning No. 4 before installing the blow-off 1 13/16 IN.
cap. See Figure 16. (46 mm)
1 IN.
3 FT.
HEX 1/2 IN. NPT
(0.9 m)
PART NO. 53791
003724
FIGURE 16
5-15-02 Page 3-6
REV. 1
NOZZLE BRACKETS ENGINE SHUTDOWN DEVICE

Two styles of nozzle brackets are available for the A-101 system. The Ansul Engine Shutdown Device, Part No. 427425, can be
Each style of bracket is constructed of unpainted 1/4 in. (6.4 mm) used to pneumatically shutdown the vehicle fuel rack by venting
steel. They contain pre-punched mounting holes for the nozzle. the hydraulic pressure through the “safety system.” This can be
An individual “L”-shaped bracket-shipping assembly, Part No. accomplished by installing the shutdown device in the actuation
427149, is available. This bracket is 2 in. x 3 in. (51 mm x 76 mm). line. When the fire suppression system is actuated, the actuation
A second “L”-shaped bracket (in packs of 12), Part No. 73871, is pressure opens the check valve located in the shutdown device,
also available. This “L” shaped bracket is 2 in. x 2 in. (51 mm x 51 allowing the safety system pressure to bleed into the holding tank.
mm). The drop in pressure causes the valves in the fuel rack to close,
thus shutting down the engine. See Figure 19.
A straight bracket (in packs of 4), Part No. 427228, is available.
this bracket is 5 in. x 2 in. (127 mm x 51 mm). See Figure 17.
PART NO. 427228

7/8 IN. (22 mm) 2 IN.
1 3/32 IN. (51 mm)
(28 mm) HOLE
HOLE
5 IN.
(127 mm) PART NO. 427149
2 IN.
(51 mm)
PART NO. 73871
1 IN.
(2.5 cm) FIGURE 19
1 3/32 IN.
7/8 IN. DIA. (28 mm) HOLE 004474
7/8 IN. (2.2 cm)
(2.2 cm)
AIR CYLINDER (OPTIONAL)
2 IN.
1/4 IN.
(51 mm) The air cylinder, Part No. 15733, is a system accessory whose
(0.6 cm) 2 IN. function is to shut off the fuel supply to the engine when the fire
(5.1 cm)
suppression system is actuated. It is a piston operated by gas
pressure from the actuation line. See Figure 20.
3 IN.
2 IN. (76 mm)
2 IN. AIR CYLINDER PART NO. 15733
(5.1 cm)
(5.1 cm) 004334
003474
FIGURE 17
2 IN.
HOSE (SUPPLIED BY OTHERS) (51 mm)
To assure proper performance of an A-101 system, the hose used

must meet SAE 100 R5 or 100 R1 (minimum) hose specification.
5 IN.
The hose must have an operating temperature of –40 °F to +200 (127 mm) 1/8 IN. NPT
°F (–40 °C to +93 °C). For underground mining applications, the
hose must also be accepted by MSHA as flame resistant and
marked as follows “Flame-Resistant, USMSHA No. _____”* at FIGURE 20
intervals not exceeding 3 ft. (.9 m). Letters and numbers must be 003459
at least 1/4 in. (.6 cm) high. The hose must also comply with all
other SAE requirements. (*This number is assigned to the manu- CHECKFIRE ELECTRIC DETECTION AND
facturer after samples have passed the required tests. The num- ACTUATION SYSTEM
ber will be different for each manufacturer.) See Figure 18. Two styles of electric detection and actuation systems are avail-
Special colored jacketed hose is available from some hose suppli- able: CHECKFIRE Electric SC-N, and CHECKFIRE Electric MP-
ers. This is an easy way to identify the fire suppression system N. Each electric/pneumatic system consists of detection wiring,
hose from the vehicle hydraulic hose. control module, actuator with nitrogen cartridge, mounting brack-
et, and squib (SC-N) or gas motor (MP-N). The CHECKFIRE SC-
N and MP-N contains its own internal Lithium batteries as the
power source. All styles of CHECKFIRE electric are Factory
Mutual Research Corporation (FMRC) approved when consisting
of all basic components.
The temperature ratings of the system are as follows:
CHECKFIRE Series SC-N: –40 °F to +140 °F
Manual Part No. 423522 (–40 °C to +60 °C)
FIGURE 18
003475 CHECKFIRE Series MP-N: +32 °F to +120 °F
Manual Part No. 427310 (0 °C to +49 °C)
SECTION IV – SYSTEM DESIGN – VEHICLE
5-15-02 Page 4-1
REV. 1
HAZARD ANALYSIS The following are typical vehicle fire hazards that require consid-
This section deals with analyzing your fire protection needs and eration:
deciding where to place system components to provide the pro- Engine Compartment – The engine compartment contains an
tection you need. Knowledge of the LT-A-101-125/250 capabilities assortment of fluids, fuels, oils, and greases, as well as congest-
is required and is dealt with in this manual. Knowledge of the fire ed wires, hoses, and accumulated debris, all very near high heat
hazards that exist in the equipment to be protected is also sources.
required. This will be obtained through the investigation described Battery Compartments – Battery compartments are a potential
below. Finally, a good understanding of federal and local fire pro- fire hazard when combustible materials build up on the top of the
tection codes and standards is necessary. No one should begin battery. These materials, in the presents of moisture, can cause a
designing without previously becoming familiar with the applicable short circuit.
codes.
Transmissions, Torque Converters, and Parking Brakes – All
Having read about the LT-A-101 system and the basic terminolo- these components are a possible high heat source that could
gy and operation of the system, you should now begin to identity cause ignition to combustible material.
the fire hazards in the equipment to be protected. Every foresee-
able hazard must be identified now while you have design flexibili- High Pressure Hoses, Connections, Valve Banks, Control
ty; once the system is installed, adding protection for another haz- Valves – Hot fluid spraying from a ruptured high pressure hose,
ard becomes more difficult. Note that the LT-A-101 system is or leaking from a loose flange or fitting could find its way to a
designed only for the protection of specified equipment for the source of ignition.
foreseeable hazards that exist due to that equipment and its oper- Belly Pan – The belly pan can accumulate not only leaking fuel
ation. The areas of protection are fixed at installation and are limit- from the vehicle, but external debris, and because of its unique
ed in number. An LT-A-101 system does not remove the need location, a fire starting in the belly pan could quickly engulf the
for a hand portable fire extinguisher on the equipment. Fuel entire vehicle.
spills, welding (repair) heat or other unforeseeable causes may
result in fires in areas not having LT-A-101 protection. The LT-A- Swing Gear and Articulation Areas – These areas can contain
101 system protects the areas with high likelihood of fire and numerous high pressure hydraulic hoses. In these areas, the hose
potential for high damage; seldom would an LT-A-101 system be can wear and/or be pinched, causing liquid to spray.
designed to protect every square inch of the equipment to be pro- Hydraulic/Fuel Pumps – Because of the high pressures involved
tected. with these pumps, fluid spraying from a leaking pump could find
its way to a heat source and cause ignition.
An effective system design is based on a thorough hazard analy-
sis. Fire is made up of heat, fuel, and oxygen. A fire hazard is any After completing the hazard analysis, determine nozzle cover-
place that these three elements could be brought together or ages.
where fire can propagate to, due to the design of the vehicle and
the nature of the burning liquids. Because oxygen is always pre-
sent, identifying fuel and heat sources is most critical.
Large excavators must be considered special type hazards. Some
may require twin-agent protection. See the Appendix Section for
design information or contact Ansul Application Engineering
Department.
Operator safety is also a concern when designing a fire suppres-
sion system. The operator must have enough time to safely exit
off the vehicle. In some situations, an extended discharge dry
chemical system may offer the operator the additional time he
needs to get away from the burning vehicle. Consider egress time
when designing the final system.
Some common fuel sources in vehicles include flammable liquids
and greases, rubber, plastics, upholstery, and environmental
debris such as wood chips or coal dust.
Common vehicle heat sources are engine blocks, exhaust sys-
tems, pumps, and turbochargers, as well as bearings, gears,
brakes, and electrical equipment. A potential hazard exists when
a fuel comes in contact with any heat source.
Where there is dripping or leaking fuel, the hazard can become
even more dangerous than initially considered. Consulting with
experienced operators or owners of similar equipment can help to
identify locations of previous fires and special hazards not nor-
mally considered as common hazards.
5-15-02 Page 4-2
REV. 1
NOZZLE COVERAGE AND LOCATION The following rules apply to selecting nozzles and nozzle loca-
The first step is to determine which nozzles are needed and tions:
where they should be placed to best protect the hazard. – When choosing the proper nozzle, remember the entire hazard
Nozzle selection can be made by first determining the size of the area must be within the nozzle’s pattern and maximum effective
hazard and then comparing that to the nozzle’s effective dis- discharge range.
charge pattern. – The narrow pattern and longer discharge range of the C-1/2
C-1/2 Nozzle Part No. 53791 – The cone-shape discharge pat- nozzle make it a good selection for protecting small areas or
tern of the C-1/2 nozzle will widen to a 3 ft. (.9 m) diameter at the hazards that are distant from the nozzle mounting location.
maximum effective discharge range of 6 ft. (1.8 m). See Figure 1. – Larger hazard areas may require the use of V-1/2 or F-1/2
V-1/2 Nozzle Part No. 56748 – The V-1/2 nozzle creates a fan- nozzles.
shaped discharge pattern of 160° and has a maximum effective – Some areas may exceed the area coverage of one nozzle and
discharge range of 4 ft. (1.2 m) in length by 15 in. (381 mm) in may require an additional nozzle(s) for protection.
height with a maximum width of 6 ft. (1.8 m). See Figure 1. – In some cases, a single nozzle can cover more than one area
F-1/2 Nozzle Part No. 16449 – The F-1/2 nozzle also produces a of a common hazard such as a transmission and torque con-
fan-shaped discharge pattern, but with a 180° pattern at a maxi- verter. NOTE: Both areas must be within the discharge pattern
mum effective range of 33 in. (838 mm) in length by 15 in. of the nozzle.
(381 mm) in height with a maximum width of 5 ft. 6 in. (1.7 m). – When planning nozzle locations, make certain the effective flow
See Figure 1. of dry chemical to all recognized hazard areas will not be
C-1/2 NOZZLE
obstructed.
– If obstructions cannot be avoided, an additional nozzle(s) may
6 FT.
(1.83 m) be needed to provide proper coverage.
– Nozzle placement should be such as to avoid impinging dis-
charge patterns that may reduce nozzle’s effective range.
– Never settle for less than full coverage of each fire hazard.
After establishing nozzle locations and number required, the
quantity of LT-A-101-125/250 tanks can be determined.
TANK QUANTITY AND SIZE REQUIREMENTS

3 FT. Knowing the number of nozzles required, next determine the
(0.9 m) number and size of tanks required.
003724a
Tank Quantity
V-1/2 NOZZLE Each LT-A-101-125/250 tank requires the use of 24, 16 or 12
nozzles. These quantities of nozzles must be used for proper
6 FT. agent distribution. NOTE: 24 nozzle systems are allowed only
(1.83 m)
on LT-A-101-250 size tanks.
Match nozzle groups of 12 or 16 to individual tanks. If the last
4 FT. group of nozzles is not equal to 12 or 16, additional nozzles must
160° (1.22 m)
be added to the system design so that all tanks include a 12 or 16
nozzle piping distribution network.
15 IN.
(381 mm)
Tank Size
003471a
The LT-A-101-125 tank will discharge dry chemical for approxi-
F-1/2 NOZZLE
mately 10 seconds where 16 nozzles are used. If, during the haz-
33 IN. ard analysis it was determined that more time is required to allow
(838 mm)
the operator to safely egress the vehicle, then the LT-A-101-250
33 IN.
(838 mm) tank can be utilized. This agent tank contains twice the amount of
33 IN. dry chemical, therefore it offers a discharge time of approximately
180° (838 mm)
20 seconds.
15 IN. When the number of tanks have been determined based on the
(381 mm) 003476
number of nozzles for total protection, the next step in the design
process is to determine the distribution hose network required.
FIGURE 1
NOTICE
When using any of the nozzle types, make cer-
tain no obstructions interfere with the discharge
pattern as it is directed to the hazard
5-15-02 Page 4-3
REV. 1
DISTRIBUTION SYSTEM REQUIREMENTS the fitting in accordance with hose and hose coupling assem-
After the tank(s) and nozzle(s) location(s) have been determined, bly instructions. Then place the hose end in the appropriate
it is necessary to sketch the hose routings to each nozzle to make crimping machine and crimp the coupling. Follow all hose
certain they can be run without interfering with vehicle compo- crimping machine operating instructions.
nents and that the length of the supply line(s) and branch line(s)
are not exceeded. Reusable Hose Couplings
Reusable hose couplings can be attached to new hose in the
Hose Specifications field with no other tools than a wrench and a vise (or two
To ensure proper performance of the Ansul A-101 system, the wrenches). When reusable hose couplings are used, make
hose used must meet either SAE 100 R5 or 100 R1 hose specifi- certain the corresponding couplings and the assembly proce-
cations as a minimum. The hose must have an operating temper- dures used are in accordance with the manufacturer’s specifi-
ature of –40 *F to +200 °F (–40 °C to +93 °C). The following list of cations. Failure to follow the manufacturer’s instructions
appropriate standards is for reference. in their entirety may result in plugged nozzle orifices at
SAE Selection, Installation, and J1273 (latest revision) system discharge due to chips and pieces of rubber cut
Maintenance of Hose and Hose Assemblies from the inside of the hose during improper assembly.
SAE Hydraulic Hose Fitting Standard J516 (latest revision) Reusable hose couplings include a coupling shell that fits over
SAE Hydraulic Hose Standard J517 (latest revision) the end of the hydraulic hose and a coupling insert that
installs inside the end of the hose and mates with the coupling
SAE Test and Procedures For J343 (latest revision) shell threads. A mandrel tool may be required when using 1/4
SAE 100R Series Hydraulic Hose and in. through 1/2 in. SAE 100R5 hose to facilitate installation of
Hose Assembly Standard
the coupling insert.
For underground mining applications, hose must comply with
To attach a reusable coupling to the hose, clamp the coupling
USBM specified flame resistance acceptance and all applicable
SAE requirements.
shell in a vise and turn the end of the hydraulic hose counter-
clockwise into the coupling shell until the end is seated
Hydraulic Hose Couplings against the bottom of the shell. Then, back off 1/4 to 1/2 turn
to allow for expansion.
Before connecting a hydraulic hose to the A-101 fire suppres-
sion system, it must first be assembled utilizing a hose cou- Note: Some-rubber covered hydraulic hose ends must be
pling attached to each end of the hose. Hose couplings skived (stripped of the rubber cover) before attaching the cou-
installed on hydraulic hose can be the permanent crimp-on pling. Refer to the appropriate manufacturer’s instructions.
type or the reusable type. Female or male swivel hose cou- Lubricate the hose, coupling insert, and mandrel tool (when
plings of either the crimp-on type or the reusable type are also required) in accordance with manufacturer’s instructions and
acceptable. All couplings used with SAE 100R1 or SAE screw the insert clockwise into the coupling shell and hose.
100R5 hydraulic hose must be suitable for the hose chosen Wrench tighten the insert until the hex on the insert contacts
and must comply with Hydraulic Hose Fitting Standard J516 the shell. If a female swivel end is being used, use the appro-
as a minimum. priate assembly tool and leave approximately 1/32 in. to 1/16
When attaching a hose coupling to a hose, it is very important in. (.8 to 1.6 mm) clearance between the nut and the shell to
to follow all manufacturer’s installation instructions. SAE allow the nut to swivel.
J1273, Selection, Installation, and Maintenance of Hose and Note: It is important to lubricate only those surfaces specified
Hose Assemblies, paragraph 3.2, requires that the manufac- by the manufacturer of the hose and coupling used. The lubri-
turer’s assembly instructions be followed. SAE J1273, para- cant will minimize the risk of cutting or shaving the inside of
graph 2.10, Proper End Fitting, states that, “Care must be the hose. Failure to use the proper lubricant or follow the
taken to insure proper compatibility exists between the hose appropriate lubrication instructions may result in pieces
and coupling selected based on the manufacturer’s recom- of hose plugging the gas tube in the agent storage tank
mendations substantiated by testing to industry standards or plugging a discharge nozzle orifice. Improper lubricant
such as SAE J517.” or lubrication procedures may also result in contamina-
Many hose manufacturers require only the couplings that they tion of the hose due to the use of an uncompatible lubri-
supply to be used with their hose. One manufacturer warns cant.
that they “will not be responsible when interchanging their After attaching hose couplings to the hose, make certain that
hose and/or couplings with hose and/or couplings of any other the hose is clean, dry and oil free. Use a solvent that is com-
manufacturer.” Another states that “Under no circumstances patible with the hose, such as Stoddard Fluid or Varsol, to dis-
should hose and couplings from different suppliers be inter- solve any oil remaining in the hose. Using dry air or nitrogen,
changed.” blow out each hose length until dry and clear of metal or rub-
ber shavings and any foreign matter before making any con-
Permanent Crimp-on Hose Couplings
nections to the A-101 system.
A permanent crimp-on hose coupling is installed as a one-
piece assembly attached to the hose end and crimped on.
The crimp is made using a machine that will hydraulically or
electrically crimp the coupling permanently to the hose end.
When using permanent crimp-on type couplings, lubricate the
hose end, if necessary, and push the hose end all the way into
5-15-02 Page 4-4
REV. 1
DISTRIBUTION SYSTEM REQUIREMENTS (Continued) See Figure 3. Note: When using the distribution tee, Part No.
JIC Hose Fittings and 150 lb. Fittings 25031, a minimum length of 15 in. (381 mm) of 3/4 in. or 18 in.
(457 mm) of 7/8 in. hose will always be required between any
JIC hose fittings meeting Hydraulic Hose Fitting Standard bend or elbow and the distribution tee.
J516 can be used in most applications. When using JIC hose
fittings as elbows, use only elbows that have a radiused bend. 20 HOSE DIAMETERS
150 lb. NPT elbows and tees can also be used to assemble MINIMUM LENGTH
REQUIRED REDUCING
hose or pipe and attach hose or pipe to the discharge noz- TEE
REDUCING
zles. Make certain that all elbows used in the agent distribu- TEE
tion line, are of the same type (i.e., either all JIC or all 150 lb.
NPT elbows). Refer to the Installation Section for maximum
and minimum elbow requirements.
Note: When figuring the maximum and minimum amount of
elbows in the A-101/LT-A-101 system, two (2) 45 ° fittings can TRIPLE
TEE
be counted as one 90° fitting.
Heat Resistant Fire Jacket for Hydraulic Hose
All hose assemblies, including actuation lines, expellant gas 20 HOSE DIAMETERS
MINIMUM LENGTH
lines, and agent distribution hose that will be normally REQUIRED
exposed to or located in areas with temperatures exceeding
200 °F (93 °C), should be sleeved with an extreme tempera-
ture heat-resistant fire jacket. (Do not route actuation hose TRIPLE
through fire hazard areas. If this cannot be avoided, the hose TEE 003478
must be fire jacketed.) Information concerning fire jacketing

should be available through your local hose supplier. If not,
Bentley Harris manufacturers a fire jacket that will withstand 20 HOSE DIAMETERS
continuous operating temperatures from –65 °F to 500 °F MINIMUM LENGTH
REQUIRED
(–54 °C to 260 °C) and short term exposures up to 2000 °F
(1093 °C). For a listing of distributors in your area, call
Bentley Harris at either 610-363-2600 or, 800-321-2295.
Dry Chemical Flow Characteristics
The assembly of piping (hose) for a dry chemical system probably
lends itself to the greatest chance for error when installing the 004666a
system. Dry chemical-gas mixtures do not flow like liquids, and,
SAME PLANE
as a result, certain basic rules must be followed to assure correct
dry chemical distribution to the nozzles.
In order to obtain equal distribution at a tee, the dry chemical
LENGTH IS CRITICAL
must enter the center opening (bull) of the tee and exist the two WHEN BOTH THE
side opening which are 180° apart. See Figure 2. TEE AND THE BEND
LIE IN THE SAME
CORRECT INCORRECT 004666b PLANE
IF LESS THAN 20 HOSE DIAMETERS, DRY CHEMICAL WILL FLOW

TO NOZZLE(S) TO NOZZLE(S) TO NOZZLE(S) INCOMING
TO THE OUTSIDE, EXPELLANT GAS WILL FLOW TO INSIDE
INCOMING TO NOZZLE(S)
CRITICAL
FIGURE 2 DRY LENGTH
003477
CHEMICAL
FLOW 004666c
When dry chemical makes a change of direction through an
elbow, a tee, or a hose bend, a separation of the dry chemical
and gas mixture occurs. If a tee follows this change of direction
20 HOSE DIAMETERS
where separation can occur, and if this tee lies in the same plane MINIMUM LENGTH
as the change in direction through an elbow, tee, or hose bend, REQUIRED
more dry chemical will discharge through one of the tee outlets
and more gas will discharge out the other tee outlet. A certain
minimum length of hose must be allowed from the bend (elbow)
to the tee or from the first tee to the second tee in order to permit 004666d
the dry chemical and gas to intermix before striking the tee. The SAME PLANE
minimum length required is equal to 20 hose diameters. 18 in.
(457 mm) is required for 7/8 in. hose, 15 in. (381 mm) is required FIGURE 3
for 3/4 in. hose, and 10 in. (254 mm) is required for 1/2 in. hose.
4-1-00 Page 4-5
DISTRIBUTION SYSTEM REQUIREMENTS (Continued)

Dry Chemical Flow Characteristics (Continued)
If a tee follows a change in direction through an elbow, another
tee, or a hose bend and the directional change is in a plane that is
perpendicular to the plane of the tee following, the dry chemical
particles and gas will strike the rear of the tee before branching,
intermixing of the dry chemical and gas will occur through turbu-
lence and the length of hose from the bend (elbow) or tee pro-
ceeding it is not critical. See Figure 4.
REDUCING TEE
LENGTH NOT CRITICAL
TRIPLE TEE
LENGTH NOT
LENGTH NOT CRITICAL
CRITICAL
TRIPLE TEE 003479
TEE
OF
NE
PLA
PLANE OF BEND
PLANES OF TEE AND BEND 004665a

ARE PERPENDICULAR
PERPENDICULAR PLANES
CHEMICAL AND GAS MIX
PROPERLY WHEN
ENTERING OTHER PLANE 004665b
LENGTH NOT
CRITICAL
004665c
TWO SEPARATE PLANES

FIGURE 4
5-15-02 Page 4-6
REV. 1
DISTRIBUTION SYSTEM REQUIREMENTS (Continued) 8 NOZZLE SYSTEM (OPTION 1)
1 1/2 IN. PRIMARY

Primary Supply Line Requirements SUPPLY LINE
(8, 12, 16, or 24 Nozzle Systems) See Figure 5.
• Maximum 1 1/2 in. primary supply line length from tank to
triple tee or distribution tee is 20 ft. (6.1 m). The 20 ft.
(6.1 m) total must not exceed 10 ft. (3.1 m) of 1 1/2 in. hose TRIPLE TEE
(1 1/2 X 3/4)
and 10 ft. (3.1 m) of 1 1/2 in. pipe.
• A 1 1/2 in. x 1 in. bell reducer is required to reduce to 1 in.
before entering the 1 in. inlet on the distribution tee on 12 3/4 IN.
SECONDARY
nozzle systems. SUPPLY LINE
• Maximum number of 1 1/2 in. elbows in the primary supply
line is 2. 3:1
RATIO
Secondary Supply Line Requirements
3:1 RATIO
(8, 12, 16, or 24 Nozzle Systems) See Figure 5.
006503
• Maximum length of each 3/4 in. secondary supply line is
40 ft. (12.2 m).
• Maximum number of elbows from the primary supply line 8 NOZZLE SYSTEM (OPTION 2)
tee (triple or distribution) to any nozzle is 4.
Branchline Requirements (8, 12, 16, or 24 Nozzle 1 1/2 IN. PRIMARY

SUPPLY LINE
Systems) See Figure 5. 3:1 RATIO
BALANCED SYSTEMS:
• Maximum total length from primary supply line tee to farth-
est nozzle is 50 ft. 0 in. (15.2 m). 1 IN.
SECONDARY
• Linear length of the primary branch line on one side of the SUPPLY LINE
primary tee to the secondary tee must be within 10% of the 1/2 IN.
linear length of the other primary branch line from the pri- TRIPLE TEE PRIMARY
BRANCH
mary tee to the secondary tee. (3/4 X 1/2)
LINE
Also, the linear length of the secondary branch line on one
side of the secondary tee must be within 10% of the linear
length of the other secondary branch line sharing the same 006504
tee. 1 1/2 X 1
REDUCING TEE
• Maximum number of elbows in a primary branch line is 2.
3:1 RATIO
• Maximum number of elbows in a secondary branch line is
2.
• Any combination of F-1/2, C-1/2, or V-1/2 nozzles are
acceptable. 12 NOZZLE SYSTEM
3:1 RATIO
UNBALANCED SYSTEMS: 1 1/2 IN. PRIMARY
SUPPLY LINE
• The longest branch line (including one primary plus two
secondary) length is 18 ft. (5.5 m) and must not exceed a
3:1 ratio of any other branch line(s).
3:1
• Two secondary branch lines located on the same branch RATIO
line (sharing the same tee) must not exceed a 3:1 ratio
between each other but are not required to be within a 3:1 3/4 IN.
SECONDARY
ratio with secondary branch lines located on other branch SUPPLY LINE
lines.
• Maximum number of elbows in a primary branch line is 2.
• Maximum number of elbows in a secondary branch line is
2. 004667
• Any combination of F-1/2, C-1/2, or V-1/2 nozzles are 3/4 X 1/2 X 1/2
REDUCING 3:1 RATIO
acceptable. TEE
1/2 IN. 1/2 IN.
NOTE: Balanced and unbalanced requirements can be inter- PRIMARY SECONDARY
BRANCH LINE
mixed on the same tank as long as the total combined BRANCH LINE
hose length of each group does not exceed the 3:1
ratio requirement. FIGURE 5
5-15-02 Page 4-7
REV. 1
DISTRIBUTION SYSTEM REQUIREMENTS (Continued) ACTUATION AND EXPELLANT GAS LINE REQUIREMENTS
16 NOZZLE SYSTEM Actuation Line
3:1 RATIO The actuation gas line is the line from the manual remote actua-
1 1/2 IN.
PRIMARY tors and/or the gas cartridge on the automatic detection system to
SUPPLY the gas cartridge actuator located on the last LT-A-101-125/250
tank. The maximum number of actuators that can be actuated
from a single actuator cartridge is ten (10). The actuation line can
3/4 X 1/2 X 1/2
REDUCING TEE
be a maximum of 100 ft. (30.5 m) when using an LT-10 cartridge.
When more than one actuation cartridge is in the system, a 1/4 in.
TRIPLE
TEE check valve, Part No. 25627, must be installed to prevent the loss
of actuation gas from an actuator that may have a cartridge
removed. See Figure 6.
3:1
RATIO If more than one actuator is in the system, the total length of actu-
ation line allowed from the actuator to the last tank must also
3/4 IN. include any amount of hose in the other actuation lines up to the
SECONDARY check valves located in those lines.
3:1 SUPPLY
RATIO The hose for the actuation system must meet the same specifica-
tions as the hose used for the dry chemical distribution network.
1/2 IN. 004478
See Figure 6 for hose and fitting specifications.
PRIMARY 1/2 IN.
BRANCH SECONDARY FROM AUTOMATIC DETECTION
BRANCH SYSTEM ACTUATOR
24 NOZZLE SYSTEM (ONLY WITH LT-A-101-250 TANK)

1 1/2 IN. PRIMARY
3:1 RATIO
SUPPLY 1/4 IN. ACTUATION LINE
100 FT. (30.5 m) MAXIMUM LENGTH
MAXIMUM OF 10 ACTUATORS
REMOTE MANUAL
(INCLUDING ALL LVS TIME DELAY
3:1 ACTUATOR
ACTUATORS)
RATIO
TRIPLE INSTALL LVS TIME DELAY IF TWIN
TEE AGENT SYSTEM IS UTILIZED
(SEE LVS INSTALLATION
MANUAL PART NO.
427109)
LVS TIME
DELAY
NITROGEN
CARTRIDGE FIRST PNEUMATIC
ACTUATOR
3/4 IN.
1/2 IN. SECONDARY SAFETY
3:1 RELIEF
PRIMARY SUPPLY
RATIO VALVE
BRANCH
1/2 IN.
SECONDARY
BRANCH
LAST
006047 LVS TIME PNEUMATIC
DELAY ACTUATOR
FIGURE 5
FILTER
(Continued)
FIGURE 6
004475
DETECTION SYSTEM REQUIREMENTS

Several types of automatic detection are available for use with the
LT-A-101-125/250 Fire Suppression System.
See the following Installation Manuals for detailed information on
each type of system:
• CHECKFIRE MP-N ELECTRIC SYSTEM – Manual Part No.
427310
• CHECKFIRE SC-N ELECTRIC SYSTEM – Manual Part No.
423522
• CHECKFIRE ELECTRIC SERIES 1 SYSTEM – Manual Part
No. 54894
5-15-02 Page 4-8
REV. 1
SHUTDOWN REQUIREMENTS
When protecting any vehicle, especially vehicles with large wired to N.C. contracts of the same relay. The coil to the relay is
amounts of hydraulic fluid and fuel on board, the engine must be wired in series with N.C. pressure switch contacts. The pressure
shut down and hydraulic pumps shut off and lines depressurized. switch is connected to the pneumatic actuation line of the dry
To accomplish this, it is necessary to wire the shutdown of these chemical system. The relay coil is normally energized. When the
devices into the CHECKFIRE Module shutdown relay contacts. A pressure switch is activated by pressure in the actuation line, the
brief description of how this is accomplished is as follows: switch contacts will open. Loss of power or an open circuit will
Engine Shutdown – Engine shutdown can be accomplished cause the solenoid valves to transfer, thus shutting down the air
through a normally energized fuel solenoid (supplied by others) supply.
which is wired in series with the normally closed “shutdown” relay Another means available for fuel shutdown is to pneumatically
contacts of the CHECKFIRE Control Module or in a pressure shutdown the fuel rack by venting the hydraulic pressure through
switch. These “shutdown” relay contacts will operate (open) after the “safety system”. This can be accomplished by installing the
the first time delay cycle is complete on the module. If the system Ansul Engine Shutdown Device, Part No. 427425, in the actuation
does not contain automatic detection (manual actuation only) a line. (This is normally only an option on some underground mining
pressure switch should also be included for vehicle shutdown. applications.) When the Ansul fire suppression system is actuated,
Hydraulic Fluid Tank Air Shut Off and Venting – Solenoid the actuation pressure opens the check valve located in the engine
valves (supplied by others) can be connected to air vents of the shutdown device, allowing the safety system pressure to bleed into
hydraulic tank. They can be wired to N.O. contacts on a relay the holding tank. The drop in pressure causes the valves in the fuel
(supplied by others). A solenoid (supplied by others), connected rack to close, thus shutting down the engine. See Figure 7.
to the air supply line, if used, going to the hydraulic tank, can be
FROM AUTOMATIC
DETECTION SYSTEM
REMOTE
ACTUATOR
REMOTE
ACTUATOR
(2) 7/16 IN.

CLEARANCE
MOUNTING
HOLE
PORT #3 IN
(265 PSI ACTUATION
PRESSURE FROM ANSUL
PORT #2 OUT ACTUATION LINE)
(RETURN TO
HYDRAULIC
TANK) NOTE: ALL PORTS
ISO SYMBOL
ARE SAE #6
O-RING BOSS
PORTS.
PORT #1 IN
(VEHICLE HYDRAULIC SAFETY
SYSTEM LINE PRESSURE)
FIGURE 7
004668
ANSUL ® INSTALLATION, CHECKFIRE SC-N
®
RECHARGE, ELECTRIC
INSPECTION, AND DETECTION AND
MAINTENANCE ACTUATION
MANUAL SYSTEM
002750
This manual is intended for use with the CHECKFIRE® SC-N
Electric Detection and Actuation System.
Those who install, operate, inspect, or maintain this system
should read this entire manual. Specific sections will be of par-
ticular interest depending upon one’s responsibilities.
As with all electro-mechanical equipment, the electric detection
and actuation system needs periodic care to provide maximum
assurance that it will operate effectively and safely. Inspection fre-
quency should be based on the requirements of the equipment on
which the system is installed and the environment in which the
equipment will operate. On equipment working 24 hours/day,
seven days/week, maintenance should be performed on the
detection and actuation system at 250, 500, and 1000-hour inter-
vals. On equipment that does not work continuously, maintenance
should be performed at least every six months.
The application and use of the CHECKFIRE SC-N system is lim-
ited to the application and uses described in this manual. For
other applications, contact your local Ansul distributor or the Ansul
technical representative in your area.
ANSUL and CHECKFIRE are trademarks.

TABLE OF CONTENTS
SECTION PAGES SECTION PAGES
SAFETY PRECAUTIONS 1 INSPECTION AND MAINTENANCE 25 – 26

Daily Inspections 25
TOTAL SYSTEM DESCRIPTION 2 Maintenance 25 – 26
SYSTEM COMPONENTS 3–6 TROUBLESHOOTING 27 – 30

Control Module 3 Diagnostics 27
Manual/Automatic Actuator 3 History Buffer 27
LT-5-R Cartridge 3 Troubleshooting Table 28 – 30
Mounting Brackets 4
Splicing Device 4 PROGRAMMING 31 – 34
Linear Detection Wire 4 PC Programming 32
Thermal Spot Detector 4 Explaining the Menu 32 – 34
Pneumatic/Linear Detector 5
Squib 5 APPENDIX 35 – 39
Squib Cable 5 Release Circuit Test Module Instructions 35
Battery 5 Component Index 36 – 37
Pressure Switch – Weatherproof 6 Detection Wire Fluid Resistance Capability 38
Check Valve 6 Warranty 39
Remote High Level Alarm 6
Release Circuit Test Module 6
USER INTERFACE 7–9

Field Terminations 7
Front Panel Indicators 8
Power Connections 9
Front Panel Buttons 9
Battery Replacement 9
Enclosure 9
Cover Removal 9
Strain Relief Installation 9
Mounting 9
SYSTEM PLANNING 10 – 11
Hazard Identification 10
Pre-installation Guidelines 10 – 11
INSTALLATION 12 – 22
Installation Materials 12
Mounting Bracket Installation 12
Mounting to Existing CHECKFIRE SC Bracket 13
Manual/Automatic Actuator Installation 13
and Connection
Control Module Mounting 14
Remote High Level Alarm Installation 14
Shutdown Device Connection 15
Detection Wire Installation 15 – 16
Thermal Detector Installation 16 – 17
Pneumatic/Linear Detector Installation 18
Squib Lead Connector 18
External Power Connection 15
Optional Pressure Switch/Electric Pull Station 19
Function Test 19 – 20
Placing the System in Service 21 – 22
IN CASE OF FIRE 23
RECHARGE 24
SAFETY PRECAUTIONS
9-1-98 Page 1
SAFETY PRECAUTIONS
For the protection of personnel and equipment being installed, this
manual contains WARNING and CAUTION statements which are
listed in the steps which they apply. These warnings and cautions
are also listed here so that the manual user can become familiar
with them before performing any procedures.
! WARNING
In case of fire, evacuate area to lessen the risk of injury from

flames, heat, hazardous vapors, explosions, or other hazards
that may be created.
! WARNING
The squib is an explosive device. Do not attach connector until

squib is installed in actuator body. If the squib is actuated out-
side of the actuator body, possible personal injury could result.
! CAUTION
Manual pneumatic actuation will result in immediate system

discharge which may obscure vision. Make certain vehicle is
stopped safely before manually actuating the system. Manual
actuation will bypass all auxiliary shutdown and alarm func-
tions.
! CAUTION
The fire suppression system could be accidentally actuated

causing the release of agent if the squib or nitrogen cartridge
is installed before the appropriate installation step is reached.
! CAUTION
The control module could be damaged and the fire suppres-

sion system may not operate if the squib spring (shunt) is not
removed before installing the squib connector.
! CAUTION
The fire suppression system will discharge dry chemical if the

cartridge is installed when operating the strike button. Do not
install cartridge unless puncture pin is fully retracted with ring
pin inserted and visual inspection seal installed.
! CAUTION
Discharged lithium batteries may contain significant amounts

of unused energy and should be handled with care. Do not
compact for disposal. Before disposal, each battery must be
fully discharged and electrically isolated by enclosing in a plas-
tic bag and sealing the bag. Do not dispose of in fire. Check
applicable solid waste disposal regulations for proper disposal
of more than one battery.
TOTAL SYSTEM DESCRIPTION
9-1-98 Page 2
TOTAL SYSTEM DESCRIPTION The control module may be installed where the ambient tempera-
The complete CHECKFIRE SC-N system is composed of compo- ture is between –40 °F to 140 °F (–40 °C to 60 °C).
nents which are combined to provide automatic fire detection and The CHECKFIRE SC-N Detection and Actuation System is
actuation for equipment hazard areas. The electric detection and approved by Factory Mutual Research Corporation (FMRC).
actuation system is designed for use only with Ansul fire suppres-
sion systems requiring pneumatic input as a means of actuation. Circuits
In addition to the mechanical pneumatic means of operating the The first initiating circuit is the supervised detection circuit
suppression system, the CHECKFIRE SC-N also provides an designed to be connected to linear (wire) and/or spot type thermal
automatic and manual electric means to perform the same detectors that provide a contact closure input to initiate a fire
function. detected condition. The second initiating circuit is designed to
The CHECKFIRE SC-N system is typically used with an Ansul accept a contact closure type of actuating device such as an elec-
A-101 Vehicle Fire Suppression system for 24-hour protection of tric manual pull station or a pressure switch. The initiating circuits
equipment. The system is particularly suited for the protection of are low impedance and designed to eliminate nuisance alarms
equipment that is subjected to extreme environmental and physi- associated with contact bounce.
cal conditions such as vehicles used in forestry, mining, agricul- Two field programmable time delays provide timing of shutdown
ture, construction, public transportation, public utilities, land fill, and release functions associated with the operation of the detec-
and waste disposal. tion and electric manual pull/ pressure switch initiation circuits.
Some of its features include linear (wire) and/or spot (thermal) 1) DETECTION INITIATING CIRCUIT
detection, supervised circuitry, internally powered, adjustable
shutdown and discharge time delays, auxiliary relays, and one- The detection circuit consists of two time delays:
button operation. The first time delay is field programmed to assign the time
CHECKFIRE SC-N Electric Detection and Actuation System con- between alarm (initiation of the detection circuit) and the oper-
sists of the following components: ation of the shutdown relay. The first time delay is field pro-
1. Control Module grammable for 5, 10, 20, or 30 seconds.
2. Manual/Automatic Actuator The second time delay is field programmed to assign the time
3. Mounting Bracket between the completion of the first time delay (when the shut-
4. Detection Wire down relay operates) and the operation of the release circuit.
5. Thermal Detectors The second time delay is field programmable for 0, 10, 20, or
6. Pneumatic/Linear Detection 30 seconds.
7. Squib (not shown) 2) ELECTRIC MANUAL PULL/PRESSURE SWITCH FEED-
8. LT-5-R Cartridge BACK INITIATING CIRCUIT
9. Check Valve (not shown)
10. Remote High Level Alarm (not shown) The second initiating circuit is field programmable to be used
11. Squib Circuit Test Module (not shown) as either an electric manual pull or pressure switch feedback
2
circuit. If selected as an electric manual pull circuit, its opera-
tion will override the first time delay function and initiate a sec-
ond time delay condition, causing the shutdown relay to
1 immediately operate and system release to occur upon com-
pletion of the second time delay. Additionally, the control mod-
ule can be field programmed to shorten the second time delay
3
when a manual actuation occurs. The time delay options
available with the electric manual actuation are 0, 10, 20, and
30 seconds, with the condition that it can only be less than or
8
equal to the programmed time delay of the detection circuit.
Selection of the second initiating circuit as a pressure switch
feedback circuit will result in the operation of the alarm relay
and shutdown relay immediately upon receiving the signal.
The release circuit will not be initiated from this feedback cir-
cuit because the system will already have been pneumatical-
4
6 ly actuated from the manual pneumatic actuator.
When this initiating circuit has operated, the Alarm and
5 Release LED’s, along with the audio sounder, will pulse until
the pressure switch is reset and then the control panel is reset.
002998 3) A “DELAY” button is available for the operators use. Operation
of the “DELAY” button will restart the first time delay cycle if
The control module can be used as a self contained system, pow- initiated while the first time delay is active. Once the second
ered by its own internal lithium battery. This allows the detection time delay has started, operation of the “DELAY” button has
system to operate around-the-clock without use of external power. no affect. The “DELAY” button also serves the dual function of
Optionally, external power can be connected to the control module silencing the auxiliary alarm relay. The silence function is only
with the internal power also connected, which results in a system effective 30 seconds or more after release or pressure switch
with battery back-up. When connected to an external 12/24 VDC feedback operation has occurred.
supply with the internal battery also connected, the external power
source becomes the primary supply, while the internal power
source is maintained in a stand-by mode of operation.
SYSTEM COMPONENTS
9-1-98 Page 3
CONTROL MODULE MANUAL/AUTOMATIC ACTUATOR

The Control Module, Part No. 423504, is the basis of the The manual/automatic actuator, Part No. 24479, provides a manu-
CHECKFIRE SC-N detection system. The module cover and back al and automatic means of fire suppression system actuation. By
box is made of durable Noryl SE1gfN3 material with a flammabili- pulling the ring pin and striking the red button, manual system actu-
ty rating of UL94 V-1. The back box contains the field interface ter- ation can be accomplished. The system is automatically actuated
minal block, battery, and field wiring entrance ports. The cover by use of a squib. When the detection circuit is activated, the con-
assembly contains the control PC board assembly, sounder, oper- trol module will direct the electrical current to the squib, causing it
ator interface panel, and environmental seal. The enclosure meets to actuate. The pressure generated from the squib actuation forces
International Standard IEC 529 requirements for dust and water the puncture pin down automatically.
spray in all directions. Mounting pads allow mounting to any suit- A 1/4 in. NPT street elbow is supplied with the actuator for conve-
able flat surfaces. Steel mounting brackets are also available. nient connection of the 1/4 in. actuation line to the fire suppression
All circuitry, relays, switches, and LED’s are contained on a single system. See Figure 2.
PC board. A board mounted receptacle mates with the plug-in ter-
STRIKE
minal block mounted in the back box. A high pitch sounder is BUTTON
threaded into the cover and plugged into the PC board. The PC
RING
board is encapsulated to provide added protection against mois- PIN
ture and dust. An RS232 interface cable connector is provided for
field programming from a PC and for data retrieval from a trouble
and alarm history buffer. The PC board assembly contains a DIP
switch for optional manual programming functions without the use
of a PC. See Figure 1.
SQUIB
1/4 IN. NPT TO PORT
ACTUATION
LINE
FIGURE 2
000850
LT-5-R CARTRIDGE
The LT-5-R cartridge, Part No. 6979, is a pressure vessel that is
factory-filled with nitrogen to 1800 psi at 70 °F (124 bar at 21 °C).
The cartridge is installed in the manual/automatic actuator and
provides the pressure required to actuate the connected fire sup-
pression system. Following operation, the cartridge must be
replaced. See Figure 3.
FIGURE 1 SAFETY
002755 SHIPPING CAP
CARTRIDGE
FIGURE 3
000851
SYSTEM COMPONENTS
9-1-98 Page 4
MOUNTING BRACKETS LINEAR DETECTION WIRE

The CHECKFIRE SC-N Detection and Actuation System offers The linear detection wire consists of two spring steel conductors
three types of steel mounting brackets. which are separated by a heat-sensitive insulator. At the tempera-
ture rating of the wire, 356 °F (180 °C), the insulator melts, allow-
The first type, Part No. 423525, is a combined bracket for mount-
ing the two conductors to make contact. This contact provides
ing the control module and the pneumatic actuator together. See
electrical continuity between the two conductors. The linear detec-
Figure 4.
tion wire is supplied in lengths of 100 ft. (30.5 m), Part No. 71230,
The second type, Part No. 423528, is an individual bracket for or 500 ft. (152.4 m), Part No. 71231, and must be ordered sepa-
mounting the control module separate from the pneumatic actua- rately. See Figure 6.
tor. Note: When ordering this bracket, it is also necessary to order
the pneumatic actuator bracket, Part No. 419772. See Figure 4.
INSULATED
The third type, Part No. 423531, is a retrofit bracket for mounting SPRING STEEL
a SC-N module to any existing CHECKFIRE bracket except CONDUCTORS
CT/CT + G. See Figure 4.
All brackets can be fastened by either bolting or welding. Brackets FIGURE 6
000855
are painted with red enamel paint.
THERMAL SPOT DETECTOR
Thermal detectors are normally open, contact closure devices.
The fixed temperature design of these detectors will cause the
contacts to close when the temperature of the surrounding air
reaches the set point temperature of the detector. See Figure 7.
CABLE CLAMP
WITHOUT PROTECTIVE
MOUNTING TUBING, PART NO.
BRACKET, 416762
PART NO. CABLE CLAMP WITH
416221 PROTECTIVE TUBING,
PART NO. 416214
COMBINED BRACKET RETROFIT BRACKET
PART NO. 423525 PART NO. 423531
002756 002757
SPOT
DETECTOR
FIGURE 7
000856
Thermal detectors are available in three preset temperatures as

shown below. Each temperature rating is stamped on the detector.
Rated Maximum
MODULE BRACKET ACTUATOR BRACKET
PART NO. 423528 PART NO. 419772 Operating Continuous
002758 000852 Temperature Use Temperature Detector
FIGURE 4 °F (°C) °F (°C) Color Part No.
270 (132) 234 (112) Blue 416218
SPLICING DEVICE 325 (163) 280 (137) Red 416219
A remote splicing device, Part No. 71820, is required for detection 360 (182) 312 (155) Red 416220
wire connection between the control module and the linear detec-
tion wire. The splicing device is designed with terminal screws to
allow a connection interface between standard cable and linear
detection wire. When the splicing device is used in the system,
special sealing compound or tape is required to make a proper
seal. See Figure 5.
FIGURE 5
000854
SYSTEM COMPONENTS
9-1-98 Page 5
PNEUMATIC/LINEAR DETECTOR SQUIB CABLE – OPTIONAL 15 FT. (4.6 m)

The pneumatic/linear detector, Part No. 416113, consists of 35 ft. The standard cable, Part No. 79062, is 20 in. (51 cm) and is
(10.7 m) of gas filled stainless steel tubing connected to a small included with the control module shipping assembly. The optional
pressure responder. When the gas in the tubing heats up, the squib cable, Part No. 422747, is required to supply an electrical
increase in pressure operates the responder, thus closing the signal from a remote module to the squib located in the actuator
detection circuit of the control module. The pneumatic/linear detec- body. The squib cable is 15 ft. (4.6 m) and can be cut to whatever
tor will operate at a temperature of 900 °F (482 °C) over 12 in. (31 length is required. See Figure 10. The maximum allowable cable
cm) or 300 °F (149 °C) over the total length. The detector assem- length from controller to actuator is 15 ft. (4.6 m).
bly connects to the control module by means of a special wire
assembly which is supplied with the detector assembly. See Figure
8.
DETECTOR
TUBE
FIGURE 10
001058
BATTERY
RESPONDER The CHECKFIRE SC-N control module uses one 3.6 VDC lithium
battery, Part No. 423520. All power required to run the detection
system can be provided from this battery. Note: External power
connections are also provided to connect to vehicle power. The
battery must be replaced annually or when the YELLOW Battery
LED and the Audio Alarm are pulsing. See Figure 11.
CONNECTION TO
CONTROL MODULE
FIGURE 8
000857
SQUIB
The squib assembly, Part No. 54919, is an electrically-actuated
component containing a small charge of powder. When the circuit
is closed to the squib, a small internal wiring bridge heats up,
causing ignition of the squib. This generates pressure, which
forces the puncture pin of the actuator through the seal in the
nitrogen cartridge. See Figure 9.
WARNING
FIGURE 11
002759
DEVICE CONTAINS EXPLOSIVE
CHARGE.
DO NOT REMOVE SHUNT
UNTIL READY TO CONNECT END-OF-LINE RESISTOR
INTO ELECTRICAL SYSTEM.
The End-Of-Line Resistor Assembly, Part No. 426461 (Package of
10), is required for supervision of the external input circuits. The
package consists of 10 each of the required components to
FIGURE 9
000858 assemble 10 of the resistor assemblies. See Figure 12.
LOCK
NUT
STRAIN RELIEF
CONNECTOR
TERMINAL BLOCK
WITH 4.7 K OHM
RESISTOR
CAP
FIGURE 12
003050
SYSTEM COMPONENTS
9-1-98 Page 6
PRESSURE SWITCH – Weatherproof CHECK VALVE

The 1/4 in. check valve, Part No. 25627, is installed in the actua-
tion line between the manual/automatic actuator and the pneu-
matic actuator on the connected fire suppression system. This
check valve allows actuation pressure to flow to the fire suppres-
sion system, but does not allow pressure from other actuation
devices to back up into the manual/automatic actuator of the
CHECKFIRE SC-N system. See Figure 14.
Other actuation devices in the fire suppression system also
require check valves to be installed in the same fashion. This pre-
vents pressure from escaping through an actuator whose car-
tridge was inadvertently removed.
1/4 IN. NPT

(BOTH ENDS)
1 5/8 IN.
TO BE ADDED LATER (4.1 cm)
FIGURE 14
000899
REMOTE HIGH LEVEL ALARM

The remote high level alarm, Part No. 79559, is intended for those
installations where the noise level or operating conditions may
prevent the operator from recognizing the control module alarm
condition. This device is connected through the alarm relay of the
control module to a separately fused power source. It is capable
of 102 decibels at 6 to 30 volts, 0.3 amp maximum at a tempera-
ture range of –40 °F to 170 °F (–40 °C to 76.7 °C). See Figure 15.
FIGURE 15
000861
RELEASE CIRCUIT TEST MODULE

The release circuit test module, Part No. 423541, is used in place of
the squib during test procedures to simulate squib actuation or gas
motor actuation on CHECKFIRE MP systems (indicator lamp on). It
is also used when verifying time delay durations. See Figure 16.
FIGURE 13
000000
FIGURE 16
003015
USER INTERFACE
9-1-98 Page 7
USER INTERFACE Shut Down Relay Circuit (Terminals No. 14, No. 15, and No. 16)
This section is designed to give the user overall information on all • Cable must be round jacketed, with an O.D. of 0.13 in. to 0.25
features and components pertaining to the CHECKFIRE SC-N in., suitable for the intended usage
Control Module itself. • 3 amp maximum load
• Relay specification: 4A 250VAC, 3A 30VDC resistive
FIELD TERMINATIONS • Normally open, normally closed set of contacts
External Power Circuit (Terminals No. 1 and No. 2) • Form “C” contact arrangement
• 12 to 24 VDC • Contacts shown in normal condition – No. 14 (N.O.), No. 15
(Common), No. 16 (N.C.)
• Polarity must be considered – Terminal No. 1 (+), Terminal No.
2 (–) Terminal Block
• 3 amp inline fuse must be used in the positive side • Terminal connections are sized for 12 - 24 AWG
• Cable must be round jacketed, with an O.D. of 0.13 in. to 0.25 • Terminal is labeled from left to right, No. 1 through No. 16
in., suitable for the intended usage
• The terminals are designed as follows:
Detection Circuit (Terminal No. 3 and No. 4) 1. + Ext. 12/24 VDC Battery
• Cable from splicing device must be round jacketed, with an O.D. 2. – Ext. 12/24 VDC Battery
of 0.13 in. to 0.25 in., suitable for the intended usage 3. + Detection Input
• Polarity need not be considered 4. – Detection Input
5. + Manual Input
Manual Pull/Pressure Switch Circuit (Terminals No. 5 and
No. 6) 6. – Manual Input
7. + Release Output
• Can be set up for either manual pull input or pressure switch
feedback input 8. – Release Output
• When set up for pressure switch feedback input, operation does 9. Trouble Common
not discharge system 10. Trouble N.O.
• Polarity need not be considered 11.Alarm N.O.
• Cable from splicing device must be round jacketed, with an O.D. 12. Alarm Common
of 0.13 to 0.25 in., suitable for the intended usage 13. Alarm N.C.
14. Shutdown N.O.
Release Circuit (Terminals No. 7 and No. 8)
15. Shutdown Common
• Polarity must be considered – Terminal No. 7 (+), Terminal No. 16. Shutdown N.C.
8 (–)
• 15 ft. maximum cable length between control module and pneu-
matic actuator
• Cable from splicing device must be round jacketed, with an O.D.
of 0.13 to 0.25 in., suitable for the intended usage
Trouble Relay Circuit (Terminals No. 9 and No. 10)

• Cable must be round jacketed, with an O.D. of 0.13 in. to 0.25
• 3 amp maximum load
• Contacts are normally open in the powered, non-trouble condi-
tion. Contacts close upon trouble
Alarm Relay Circuit (Terminals No. 11, No. 12, and No. 13)
• Cable must be round jacketed, with an O.D. of 0.13 in. to 0.25
• 3 amp maximum load
• Normally open, normally closed set of contacts
• Form “C” contact arrangement
• Contacts shown in non-alarm condition – No. 11 (N.O.), No. 12
(Common), No. 13 (N.C.)
USER INTERFACE
9-1-98 Page 8
FRONT PANEL INDICATORS (See Figure 17) Release Trouble (Yellow)
Battery Trouble (Yellow) The Yellow Release LED and the audio will pulse at a rate of once
every 10 seconds when a trouble condition is detected in the
• LED pulses once every 10 seconds when indicating battery release circuit. The control module will return to normal when the
trouble trouble condition is cleared.
• The yellow battery trouble LED will pulse when a low power con- The Release trouble will also pulse after the system has complet-
dition is detected in either of the connected supplies (internal or ed a discharge cycle or a pressure switch feed back signal has
external). If only one power source is used, the control module been received. The trouble signal in this condition is used to indi-
will automatically ignore the unconnected circuit upon resetting cate a recharge of the fire suppression system is necessary. A
the control module. If a power source is once connected and Release trouble under either of these conditions can only be
recognized, a subsequent loss of that power source will be rec- cleared by resetting the control module.
ognized as a Battery Trouble condition. If a power source is
once connected, recognized, and then disconnected, the dis- Detection Trouble (Yellow)
connected supply can be ignored by operating the RESET but-
The Yellow Detection Trouble LED and the audio pulse once every
ton.
10 seconds when the control module detects a trouble in the
Power Normal (Green) detection circuit. The control module will automatically return to
normal when the trouble is cleared.
• LED pulses once every 3 seconds when indicating normal
power Sounder (Audio)
• The green Power Normal LED pulses “on” once every 3 sec- The sounder gives the audio indication for all alarm and trouble
onds indicating power is normal from both sources of input outputs. The sounder will pulse at the same rate as the visual cor-
power. If the power drops below an acceptable level from either responding LED.
the internal or external source of input power, the green Power
LED will be extinguished. If only one source of power is used, The sounder gives the audio indications of the various outputs.
the green Power LED will extinguish when the voltage level The sounder is rated at 85 Db at 10 feet.
drops below an acceptable level. The pulse rates are as follows:
Alarm (Red) Alarm – Time Delay 1 = 2 pulses per second

Time Delay 2 = 4 pulses per second
• The alarm LED will flash if an alarm condition exists. An alarm
condition is caused by operation of the detection circuit or oper- Trouble – 1 pulse per 10 seconds
ation of the manual pull/pressure switch input circuit. The alarm Loss of Power – 1 pulse per 10 seconds
condition will continue until the source of the alarm is removed Release Circuit Fired – 4 pulses per second for 30 seconds, then
and the control module is reset. 1 pulse per 10 seconds
DETECTION CIRCUIT ACTIVATION MODE – Upon receipt of Low Battery – 1 pulse per 10 seconds
an input to the detection circuit, the Alarm LED and the sounder
will pulse at a rate of 2 times per second and will continue at this
rate until the first time delay period has expired.
After the first time delay, a second time delay mode is initiated.
SOUNDER
This causes the LED and sounder to pulse at a rate of 4 times
per second.
After discharge, the LED and sounder will continue to pulse at GREEN
a rate of 4 times per second for 30 seconds. After that, it will YELLOW
switch to the trouble mode and pulse once every 10 seconds. RED
ELECTRIC MANUAL RELEASE MODE – The first time delay YELLOW

mode will be by-passed and the LED will pulse at a rate of 4
pulses per second. After the time delay setting is reached, it will
pulse another 30 seconds at the same rate. After that, the con-
trol module will go into the post-discharge mode, at which time
the Alarm LED and Release LED will pulse at a rate of one
pulse per 10 seconds.
PRESSURE SWITCH CIRCUIT (FEED BACK) ACTIVATED
MODE – When this mode is actuated, the Alarm LED will pulse
a minimum of 30 seconds at 4 pulses per second. The control
module will then go into the post-discharge mode and the Alarm FIGURE 17
002760
and Release LED will pulse at a rate of one pulse per 10 sec-
onds.
USER INTERFACE
9-1-98 Page 9
POWER CONNECTIONS
Internal
The 3.6 VDC internal lithium battery is connected to the control
module by a removable type plug. The battery must be replaced
annually or when the Yellow Battery LED and sounder are pulsing.
A label is attached near the battery mounting location for record-
ing the installation date.
! CAUTION
RESET
Discharged lithium batteries may contain significant amounts DELAY DELAY RESET
BUTTON
BUTTON
of unused energy and should be handled with care. Do not
compact for disposal. Before disposal, each battery must be
fully discharged and electrically isolated by enclosing in a plas-
tic bag and sealing the bag. Do not dispose of in fire. Check
applicable solid waste disposal regulations for proper disposal
of more than one battery.
FIGURE 18
External 0002760
The external power circuit can be between 12 to 24 VDC. The cir-

cuit must be fused at the source on the positive line. The external BATTERY REPLACEMENT
power source is connected to the module terminal block on termi- • While in use, the battery requires replacement every year or
nals No. 1 (+) and No. 2 (–). when the Yellow Battery LED and sounder are pulsing
Both power sources, internal and external, should be utilized • The shelf life of the battery is 8 years
whenever possible. This will always give the fire suppression sys- • Control Module contains a label for recording battery replace-
tem a battery back-up when one of the sources are removed for ment date
whatever reason. • Make certain used battery is disposed of properly
FRONT PANEL BUTTONS (See Figure 18) ENCLOSURE
Delay • The enclosure is watertight. It meets the requirements of
• Pushing the “DELAY” button during the first time delay cycle will International Standard IEC 529, “Degrees of Protection
restart the time delay cycle. If the second time delay cycle has Provided by Enclosures” for an IP 66 rating
already started, the “DELAY” button will have no effect.
COVER REMOVAL
• The “DELAY” button can also be used to check the diagnostics
• The cover is attached with 4, captive, slotted screws
function. By depressing the delay button when the system is in
the trouble condition, the LED’s will flash a pattern code. Each • When removing and installing cover, make certain seal is always
pattern code indicates a certain type of trouble. The code pat- correctly in place and not twisted
tern is prioritized. The first trouble must be fixed before address- • Seal should always be kept clean
ing the next one. Once the first trouble is taken care of, depress- • A small amount of silicone lubricant will improve the seals effec-
ing the “DELAY” button will cause the LED’s to indicate the code tiveness.
for the next trouble, if there is one. When the “DELAY” button is
pressed, three short audio and visual indications will acknowl- STRAIN RELIEF INSTALLATION
edge the switch has been depressed properly.
• Always use Dow Corning 737 RTV Sealant or equal on all strain
* In a post discharge condition, pressing the DELAY button will relief and plug male threads
silence the alarm relay if the alarm relay has been programmed
to silence. MOUNTING
Reset There are four types of mounting options available for the
• The “RESET” button is used to re-initialize the control panel. CHECKFIRE SC-N Control Module.
When depressed, it provides an indication that all LED’s and the • Control Module can be mounted without a bracket. It has mold-
sounder are functional. ed-in mounting tabs on the back box. Note: Surface must be
suitable.
• It is used to upload the manual programming into the control
module. • Control Module can be mounted on a combined bracket which
will allow both the module and the actuator to be mounted
• If trouble(s) has not been cleared, the trouble indication will together.
reappear after the RESET button is pressed.
• Control Module can be mounted on its own bracket and the
• When the “RESET” button is pressed, three short audio and actuator can be also mounted on its own bracket, with a maxi-
visual indications will acknowledge the switch has been mum release cable length of 15 ft.
depressed properly.
• Control Module can be mounted to an existing CHECKFIRE SC
bracket by the use of a retrofit bracket.
The Control Module should never be mounted in an area which is
subject to pressure washing or steam cleaning.
SYSTEM PLANNING
9-1-98 Page 10
HAZARD IDENTIFICATION
Before the CHECKFIRE SC-N Electric Detection and Actuation The CHECKFIRE SC-N control module contains 3 amp 30VDC
System is installed, the hazards to be protected must be identified. shutdown relay contacts to facilitate connection of shutdown
These hazard locations determine where the detection wire or devices recommended by the vehicle manufacturer. Example:
thermal detectors and the fire suppression system nozzles are opening or closing of coolant over-temperature alarm will bring
required. While the agent nozzles in existing fire suppression sys- about properly sequenced engine shutdown on many vehicles.
tems will point out the hazard areas, the following information Consult vehicle manufacturer for details.
should still be reviewed to best determine detection requirements.
If an entire fire suppression/detection system is to be installed, this Alarm Application
information is vital in determining proper placement of discharge Even with an effective fire suppression/detection package, the
nozzles and detection devices. vehicle must be evacuated at the earliest possible moment to
assure passenger and operator safety. Most vehicles tend to be
Fire Hazard Definition very noisy, and on some, the operator cannot see the entire vehi-
A fire hazard is any area where an ignition source (high tempera- cle and often isn’t aware that a fire exists. Therefore, a high deci-
ture or sparks) and fuel (flammable materials) may be found in bel alarm should be provided near the operator to signal that the
close proximity. control module has received a detection signal.
Examples of ignition sources are engines, exhaust piping, tur-
bochargers, battery compartments, electrical system equipment, PRE-INSTALLATION GUIDELINES
torque converters, transmissions, hydraulic pumps, parking Before actually installing the CHECKFIRE SC-N Electric Detection
brakes, and friction from debris packed around parts. and Actuation System, review all of the following information and
Occasionally other components may reach high temperatures due plan (sketch) the system layout. This will help to avoid any unfore-
to malfunction. The potential danger from these components must seen installation problems. Once an acceptable layout has been
also be examined during hazard identification. A parking brake left determined, record and keep it for future reference.
engaged is an example of a potential high temperature source. Control Module and Actuator Location
Temperatures in excess of the detection wire or thermal detector
ratings will cause the detection system to activate thereby actuat- 1. The control module and actuator must be mounted in full view
ing the fire suppression system. and accessible to the operator. They must be positioned with-
in arms reach of the operator to enable manual operation of
The above mentioned heat sources can cause fire when they the red strike button on the manual actuator as well as the
come in contact with flammable materials such as leaking fuel: “Delay” button (to extend time delay) on the front of the con-
either broken fuel lines, slow leaks, broken hydraulic lines, or a trol module.
ruptured fuel tank. Type of Class A materials are part of the vehi-
cle itself such as electric wiring insulation, padding, plastic parts, 2. The location must be suitable for bolting or welding if bolting
the packages on the vehicle, or debris due to poor maintenance. is impractical. The mounting surface must be flat to avoid
These materials can contribute to the rapid buildup or spreading strain on the mounting bracket.
of fire. 3. There must be room enough to allow for proper wiring con-
nection to the control module and to install the actuation line
Other Considerations from the fire suppression system to the manual/automatic
Be aware that the propagation of fire from one area to another actuator. Also, the module and actuator should be accessible
may cause a hazard to be larger than originally determined. Liquid for periodic inspection and maintenance. The components
fuel may spray, splash, or flow carrying the fire some distance should be mounted in a location that will not interfere with nor-
from the starting point. Radiation, sparks, or conduction through mal equipment maintenance.
metal can carry heat to an area where the danger of fire wouldn’t NOTICE
normally exist. The ambient temperature in the mounting envi-
Also, consider the fire history of the equipment being protected or ronment must not fall below –40 °F (–40 °C) nor
of similar equipment. This information may be available through exceed 140 °F (60 °C).
company records or vehicle operators may have had first hand
experience enabling them to identify the locations of previous fires Linear Detection Wire Routing
as well as special hazards such as a hydraulic hose that frequently The linear detection wire will begin at the detection splicing device
ruptures. and will be routed through the predetermined hazard areas. The
Each hazard that is identified must have both fire suppression sys- detection wire need only be routed through the hazard area. From
tem fixed nozzles and detection wire or thermal detectors. the control module to the hazard area, standard 16 AWG wiring
can be used. This wiring is then connected to the detection wiring
Equipment Shutdown by means of a splicing device, Part No. 71820. At the end of the
Another factor to examine is equipment shutdown. Provisions detection wire, an end of line resistor assembly, Part No. 426461,
should be made to shut down any components that could possibly will be installed. The detection wire should be installed as close to
add to the intensity of the fire (fuel pumps, hydraulic pumps, the hazard as possible, taking into consideration the requirements
engine, etc.) or any components that could possibly re-ignite the listed in the following steps:
fire once it has been suppressed (battery, electrical system). 1. A splicing device, Part No. 71820, must be used for detection
Although a properly installed fire suppression/detection system is wire termination. Detection circuit wiring from the controller to
the primary means of protecting equipment from fire, an effective the splicing device should be standard 16 AWG twisted wire.
fire protection package also includes provisions for equipment
shutdown.
SYSTEM PLANNING
9-1-98 Page 11
PRE-INSTALLATION GUIDELINES (Continued) System Layout

Detection Wire Routing (Continued) Once the system components have been selected and their loca-
2. The total length of detection wire must not exceed 750 ft. tions have been determined, sketch the layout of the system. This
(229 m). If possible, it should be run continuously. Splices are sketch should include the location of the components, as well as
acceptable when they are kept to a minimum and when they the proposed detection wire routing, thermal detector locations,
are made in accordance with the splicing technique found on and pneumatic actuation hose routing. Also, indicate areas where
Page 16 of Installation Section. the wire must pass through bulkheads so that there is an accept-
able routing from one hazard to the next. This sketch should be as
An end-of-line resistor assembly, Part No. 426461, is required precise as possible to avoid any unforeseen installation problems
on the end of the linear detection wire. later.
3. Do not install the wire within 12 in. (30 cm) of a temperature
source of 356 °F (180 °C) or greater (engine block, exhaust
manifold, turbochargers, brake grids, etc.).
4. Avoid routing detection wire directly across an opening.
Where possible, install detection wire above the hazard area
or around the perimeter of a hazard compartment to react to
escaping heat. Do not allow struts, frame members, etc. to act
as heat shields between the hazard and the detection wire.
5. Avoid areas where the detection wire may be damaged, such
as outside the vehicle, near moving parts, in areas where
debris may be thrown by wheels, or in the way of maintenance
personnel.
6. To reduce its accessibility to damage, use only as much
detection wire as is necessary to cover the hazard area.
Thermal Detector Selection and Placement

Thermal detectors are used when single point detection is
required. They are selected by temperature range relative to the
hazard temperature. The table below indicates the thermal detec-
tor rated operating temperature required according to the maxi-
mum hazard temperature.
Maximum
Rated Continuous
Operating Use
Temperature Temperature Detector
°F (°C) °F (°C) Color Part No.
270 (132) 234 (112) Blue 416218
325 (163) 280 (137) Red 416219
360 (182) 312 (155) Red 416220
The placement of thermal detectors should be based on the fol-
lowing requirements:
1. They can be wired directly to the control module using
approved cable. Cable must have a temperature rating of
392 °F (220 °C) minimum, 16-18 gauge, two conductor with
drain, with an O.D. of 0.13 in. to 0.25 in. (0.3 to 0.6 cm). Again,
placement of the detectors should allow for incoming and out-
going wire connections. At the end of the detection circuit, an
end of line resistor assembly, Part No. 426461, must be
installed.
2. Secure the detector with the provided bracket and clamps.
Pressure Switch
Mount pressure switch in a location which is not subject to dam-
age. Switch must be mounted in an area in which it can be easily
reset after system actuation. See Section I, Components, for elec-
trical rating of switch contacts. When running the actuation hose
to the switch, make certain hose does not run through any areas
which could cause damage to the hose. Make certain hose is
securely supported and not subjected to vibration.
INSTALLATION
9-1-98 Page 12
INSTALLATION
Before installing the detection and actuation system, the System
Planning portion of this manual should have been reviewed for
particular application resulting in a system layout sketch. Always
read the procedure before installing each component to become
familiar with the correct installation steps as they apply to the par-
ticular application and sketch.
NOTICE
For ease of installation, the fire suppression
system should be installed before the detection
and actuation system.
INSTALLATION MATERIALS
All hardware and tools should be on hand before beginning the
installation. Check the Component Index, Pages 35-36, to make FIGURE 19
certain all necessary system components are available. 002761
Material to be supplied by the installer includes: Welding

– Ample cable ties or 1/4 in. (6 mm) clamps to guide and support NOTICE
the detection wire. Never weld on the vehicle frame without first
– Non-wire braid hose (1/4 in.) to be used as a protective cover- consulting the owner and vehicle manufacturer.
ing for the detection or power wire at points of securement and 1. Carefully mark the location of the bracket.
when passing through bulkheads.
2. Clean the mounting bracket and mounting surface using a
– Actuation line (1/4 in. hydraulic hose) and fittings to connect the wire brush until clean steel surfaces are available for welding.
electric detection and actuation system actuator to the fire sup-
pression system. (See applicable Ansul Fire Suppression 3. Secure the bracket to the mounting surface using 1/8 in.
Systems installation manual for additional details.) (3 mm) fillet welds at the top, bottom, and both sides. See
Figure 20.
Tools required to perform the installation include:
4. Remove all weld spatter from the bracket and mounting sur-
– Drill and Drill Bit Set (or welding equipment) face.
– 1/8 in. Blade Screwdriver
5. Prime and paint the exposed bare metal of the bracket and
– 1/4 in. Blade Screwdriver mounting surface.
– Phillips Screwdriver
– Standard Sidecutters
– Small Sidecutters (1/4 in. cut)
– Wire Stripper
WELD
– Low Wattage Soldering Pencil (35 watt) WELD
– Rosin Core Solder (60/40)
– Rubberized Electrician’s Tape
MOUNTING BRACKET INSTALLATION

Three mounting bracket options are available:
• Mounting control module and pneumatic actuator on same
bracket
• Separate brackets for control module and pneumatic actuator FIGURE 20
002762
• Control module retrofit bracket to existing CHECKFIRE SC

bracket
Bolting
1. Using the bracket as a template, carefully mark the location of
the bracket mounting holes.
2. Center punch the premarked hole locations and drill 3/8 in.
(10 mm) holes through the mounting surface.
3. Secure the bracket to the mounting surface using appropriate
length of 5/16 in. (8 mm) bolts with flat washers, lockwashers,
and nuts. See Figure 19.
INSTALLATION
9-1-98 Page 13
MOUNTING TO EXISTING CHECKFIRE SC BRACKET Installing The Fire Suppression System Actuation Line
In some cases, retrofitting to an existing CHECKFIRE SC system Install 1/4 in. actuation hose from lower outlet on actuator to
may be an option. To accomplish this, use retrofit bracket, Part No. pneumatic actuator on fire suppression system using a check
423531. This bracket can be mounted directly to the existing SC valve at the intersection of each actuation device branch line. See
bracket. See Figure 21. Figure 23.
The CHECKFIRE SC-N System output (using LT-5-R cartridge)
can pressurize up to 75 lineal ft. (22.8 m) of 1/4 in. actuation line
with up to eight tanks and/or accessories. Check valves are used
to protect against pressure loss if one or more actuator cartridges
are removed or damaged; and by isolating each branch line, they
reduce the overall lineal length of actuation line.
! CAUTION
The fire suppression system could be accidentally actuated

causing the release of agent if the squib or LT-5-R cartridge is
installed at this time. Do not install these components until the
appropriate installation step is reached.
NUTS AND BOLTS INCLUDED

WITH RETROFIT BRACKET
DETECTION AND
FIGURE 21 ACTUATION
002763 SYSTEM
MANUAL/AUTOMATIC ACTUATOR INSTALLATION AND 50 FT.

(15.2 m)
CONNECTION
ACTUATIO
Mounting CHECK N LINE
VALVES
1. Remove jam nut from lower threads of actuator and slide
actuator through hole in mounting bracket. PRESSURE
RELIEF
25 FT. VALVE
2. Rotate actuator so that upper squib inlet is facing control mod- (7.6 m)
ule and that actuation line outlet is accessible.
ACTUATIO
3. Reinstall jam nut and tighten firmly. (See Figure 22.) N LINE
50 FT.
4. Install ring pin but do not attach seal at this time. (15.2 m)
FIRE
MANUAL SUPPRESSION
ACTUATOR SYSTEM
SQUIB PORT
FIGURE 23
002772
ACTUATION LINE
OUTLET
JAM NUT
FIGURE 22
002764
INSTALLATION
9-1-98 Page 14
MOUNTING THE CONTROL MODULE 2. Wire the alarm to the control module in accordance with the
The CHECKFIRE SC-N Control Module can be mounted to either diagram in Figure 25 using 20 AWG wire. Make certain the
a flat, rigid surface or utilizing one of the three bracket options. jumper is installed between the HI and LO terminals on the
alarm terminal block. Certain alarm models may have only
If mounting the control module to a flat, rigid surface, use the one positive terminal in which case a jumper is not used. The
appropriate fasteners. ends of stranded wire must be tinned with 60/40 rosin core
If mounting the control module to the SC-N bracket, complete the solder, using a low wattage soldering pencil, before installa-
following steps: tion. On the terminal block at the control module, install the
wires to Terminals 11 (NO) and 12 (C).
1. With the bracket securely mounted, position the holes in the
control module mounting flanges over the threaded studs on NOTE: Use 0.13 to 0.25 in. diameter round jacketed cable to
the bracket. Using the supplied mounting hardware, securely maintain water tight integrity of control module strain
fasten the control module to the bracket with four lock wash- reliefs.
ers and nuts.
ALARM RELAY
2. If utilizing the SC retrofit bracket, first fasten the retrofit brack-
et onto the existing SC bracket by using the supplied fasten- CHASSIS
ers. With the SC retrofit bracket securely fastened, position NO C NC GROUND
FUSED LEAD ON NON-CHASSIS
the holes in the control module mounting flanges over the SIDE (FUSE AT LOAD X 1.25, NOT
threaded studs and securely fasten. 11 12 13 TO EXCEED 3 AMPS)
Remove the cover from the control module. If the internal 3.6
VDC battery is in place, disconnect the wire plug until the
field wiring is complete. ALARM
TERMINAL VEHICLE
BLOCK POWER
If the strain relief(s) and plug(s) are not in place, coat the male SOURCE
threads with Dow Corning 737 RTV Sealant or equal and install in
holes of module back box.
LEAVE JUMPER IN
At this point, the external field wiring can be installed. PLACE (WHEN
EQUIPPED)
REMOTE HIGH LEVEL ALARM INSTALLATION

1. Using the alarm as a template, carefully mark the location of FIGURE 25
the four mounting holes. Use either the bottom or rear set of 000869
mounting holes depending on the mounting location. Secure

the alarm using appropriate length of 5/16 in. bolts with lock
washers and nuts. See Figure 24.
FIGURE 24
000868
INSTALLATION
9-1-98 Page 15
SHUTDOWN DEVICE CONNECTION DETECTION WIRE INSTALLATION

1. Install the shutdown device in accordance with manufacturer’s Mounting
instructions. Also check with vehicle manufacturer to make 1. Using the system layout sketch, investigate each point where
certain the appropriate shutdown device is being used. The the wire will be secured to the vehicle. Keep in mind all the
device must not exceed the relay contract rating of 3 amp @ guidelines in the System Planning Section. Do this on a vehi-
30VDC resistive. cle that has been operated recently to avoid securing the wire
2. Terminals 14 (NO), 15 (C), and 16 (NC), are the shutdown too close to extremely hot components.
relay terminals on the control module. Figure 26 illustrates a 2. After the vehicle has cooled, loosely route the wire from the
typical wiring diagram for a normally closed circuit. Figure 27 start of the hazard throughout the proposed path through the
shows a typical normally open circuit. The ends of stranded hazard areas. If splicing is required, see Splicing, Page 16, for
wire should be tinned with 60/40 rosin core solder, using a low detailed information.
wattage soldering pencil, before connection to the control
terminals. 3. Secure the detection wire by completing the following steps:
See Figure 28.
NOTE: Use 0.13 to 0.25 in. diameter round jacketed cable to
maintain water tight integrity. a. Start at the beginning of the detection wire leading into the
hazard area. Secure the detection wire every 12 to 18 in.
SHUTDOWN
(30 to 45 cm) using black nylon cable ties, Part No. 56691,
and protective coverings, Part No. 56692, at points of
NO C NC FUSED LEAD ON NON-CHASSIS securement. Secure more often if necessary. Attach the
SIDE (FUSE AT LOAD X 1.25,
NOT TO EXCEED 3 AMPS)
wire to mounting surfaces, decks, struts, etc., always keep-
14 15 16 ing System Planning guidelines in mind.
NOTICE
Do not kink the wire by bending it in sharp
turns of 2 in. (5 cm) or less. Remove enough
VEHICLE
POWER slack to avoid droops in the line, but do not
SOURCE try to stretch the wire in any way. Do not
attach detection wire to commonly removed
SHUTDOWN or replaced equipment.
DEVICE
(BY OTHERS)
CHASSIS ! CAUTION
GROUND
Detection wire must never be routed through a hole or
FIGURE 26 near sharp edges without being properly protected.
000870 Failure to protect the wire from being cut or abraded
SHUTDOWN could cause it to short, causing a false discharge.
b. Secure the wire at least once immediately before it passes

NO C NC FUSED LEAD ON NON-CHASSIS
SIDE (FUSE AT LOAD X 1.25, through a hole in a vertical or horizontal surface. At the
NOT TO EXCEED 3 AMPS) hole, a 1/4 in. (6 mm) rubber sleeve, Part No. 56692, or a
14 15 16
special grommet to fit the hole should be used to protect
the wire from wear due to vibration. Tape the hose to the
wire using electrician’s tape to keep it from shifting. This
hose protection should also be used at locations where the
VEHICLE
POWER wire would rub against other hard surfaces, rough edges,
SOURCE or sharp corners.
SHUTDOWN
DEVICE 1/4 IN.
(BY OTHERS) RUBBER SLEEVE
CABLE TIE
CHASSIS
GROUND
FIGURE 27
000871
TAPE AT
BOTH ENDS
FIGURE 28
000872
INSTALLATION
9-1-98 Page 16
DETECTION WIRE INSTALLATION (Continued)

Splicing
If possible, the detection wire should be run in a continuous piece. 5. Starting at the outer jacket, wrap the entire splicing area in
However, if splices are required, they must be made using the fol- rubberized electrician’s tape. An acceptable brand is 3M
lowing technique. See Figure 29. Super33+. Make certain the tape is sufficiently overlapped so
1. Strip off about 1 1/2 in. (3.8 cm) of the detection wire outer that the leads and the splicing device are completely covered.
jacket to expose the internal leads. 6. Route the 16 gauge wire from the splicing device, through the
2. Cut leads to make certain they are of equal length. Then,strip strain relief, to the terminal strip in the control module. Make
off 1/2 in. (13 mm) of insulation from each of the internal certain wire is not exposed to damage. See Figure 30.
spring wires. 7. On the terminal block at the control module, install the wires to
3. Loosen the terminal screws on the special splicing device, terminals No. 3 and 4. See Figure 30. Note: It is not necessary
Part No. 71820. Insert the two incoming detection wires into to be concerned about polarity when installing these wires.
one end of the splicing device and the two outgoing leads into DETECTION
CIRCUIT
the other end so that the exposed wires overlap as shown in
Figure 29.
4. Tighten the terminal screws until the wire is secured. 3 4
5. Starting at the outer jacket, wrap the entire splicing area in

rubberized electrician’s tape. An acceptable brand is 3M
Super 33+. Make certain the tape is sufficiently overlapped so
that the leads and the splicing device are completely covered.
OUTGOING
1/2 IN.
(1.3 cm)
1 1/2 IN.
(3.8 cm) FIGURE 30
SPLICING 002765
DEVICE
THERMAL DETECTOR INSTALLATION

When installing the Ansul spot detectors, use only components
approved by Ansul. These components consist of the following:
TAPE – Mounting Bracket Shipping Assembly, Part No. 416221 –
ENTIRE
OVERLAP
SPLICE
Consists of one mounting bracket.
EXPOSED
INCOMING LEADS – Detector Clamp Package Shipping Assembly, Part No. 416214
(for use with protective tubing) – Consists of (2) cable clamps,
FIGURE 29 (2) 1/4-20 x 1/2 in. socket head screws, (4) flatwashers,
000873
(2) spacers, and (2) 1/4-20 x 5/8 in. socket head screws.
Wiring – Detector Clamp Package Shipping Assembly, Part No. 416762
Once the detection wire has been routed and secured in the haz- (for use without protective tubing) – Consists of (2) cable
ard area, complete the following steps: clamps, (2) 1/4-20 x 1/2 in. socket head screws, (4) flatwashers,
and (2) 1/4-20 x 5/8 in. socket head screws.
1. Install an end of line resistor assembly, Part No. 426461, to
the far end of the detection wire. See instruction sheet includ- – Detector Connector Package Shipping Assembly, Part No.
ed with end-of-line resistor shipping assembly for assembly 416213 – Consists of (2) connector housings, (6) pins, and
details. (2) heat shrinkable sleeves.
2. Near the area where the detection wire enters the hazard – Protective Tubing Shipping Assembly, Part No. 416215 –
area, cut the detection wire as described in Steps 1 and 2 in Consists of 100 ft. (30.5 m) of tubing.
Splicing. – Multi-Conductor Cable, Part No. 417055 – Cable must be
purchased by installer and must have a temperature rating of
3. Loosen the terminal screws on the splicing device, Part No.
392 °F (220 °C) minimum, 16-18 gauge, two conductor with
71820. Insert the two incoming detection wires into one end of
drain, minimum O.D. of .230 in. (.58 cm).
the splicing device as shown in Figure 29.
– AMP crimping tool, Part No. 416784.
4. Strip approximately 1 1/2 in. (3.8 cm) of outer jacket and
1/2 in. of internal inner insulation from the 16 gauge wire
which will run from the splicing device to the control module.
Insert these leads into the outgoing side of the splicing device
so that the exposed wires overlap as shown in Figure 29.
There is no need to be concerned about polarity between the
mating wires. Once the wires are inserted properly, tighten the
splicing device screws until the wire is secured.
INSTALLATION
9-1-98 Page 17
THERMAL DETECTOR INSTALLATION (Continued)

1/4 IN.
To properly install the thermal detector, complete the following: (.6 cm) CRIMP
1. Secure the mounting bracket(s) near the hazard. Make certain

the bracket does not shield the detector from the heat or A
flame.
2. Attach the correct temperature range spot detector to the 1 1/4 IN.
(3.2 cm)
bracket using (2) two flatwashers and (2) two 1/4-20 x 5/8 in.
socket head screws supplied in detector clamp package. See
3
Figure 31.
CABLE RUBBER PINS
CLAMP SLEEVES
PROTECTIVE 2 A
SHRINK SLEEVE
MOUNTING TUBING
BRACKET RUBBER
SLEEVES
1 (GROUND)
GROUND
VIEW AA
1/4-20 x 1/2 WIRE
PINS SOCKET HEAD
SCREW
1/4-20 x 5/8
SOCKET HEAD
SPOT SCREW (2)
DETECTOR
FIGURE 31
000875
3. Starting at the Ansul CHECKFIRE Control Module, measure

and route the cable to the first detector. Note: If protective tub-
POSITION AFTER
ing is to be used, make certain cable is run through it between SHRINK HEAT
each detector. TUBING TREATING
3/8 – 1/2 IN.
4. The circuit cable is 3 conductor. It consists of two insulated (.9 – 1.3 cm)
wires and one bare ground wire. Cut all wires equal in length
and strip the outer jacket and inner sheath back 1 1/4 in.
(3.2 cm). Note: Make certain not to cut into the insulation on
the two insulated wires or cut into the bare ground wire. See FIGURE 32
Figure 31. 000876
5. With the outer jacket and sheath cut back, strip the insulation 13. Complete this process on each detector in the system.
on the two inner wires 1/4 in. (.6 cm). See Figure 32. 14. Attach the ground wire to the vehicle ground. Do this by
6. Slide the rubber sleeves from the AMP connector over the 3 mounting a sealed junction box in a convenient, protected
wires. The small end of the sleeves must be toward the striped location. The box must be mounted to a rigid support. Run the
end of the wires. See Figure 32. detection circuit cable to the box and attach to grounding
7. Slide a piece of heat shrinkable tubing onto the cable. See screw. See Figure 33.
Figure 32. 15. Attach the end-of-line resistor assembly, Part No. 426461.
8. Crimp the pins onto all three wires, using AMP crimping tool, See Figure 33. See instruction sheet included with end-of-line
AMP part No. 90277-1. See Figure 32. This tool is required for resistor shipping assembly for detailed assembly information.
proper crimping. It can be purchased through your local elec- 16. Run cable to the terminal strip at the control module. Make
tronics distributor or is available through Ansul as Part No. certain cable is not subject to damage. Install cable to termi-
416784. nals 3 and 4.
9. Press the pins into the connector housing. The two insulated
wires go into holes 2 and 3 and the bare ground wire goes into
hole 1. Make certain each locks into place. The bare ground
wire must go into hole 1 but it makes no difference which of E.O.L. RESISTOR
the two insulated wires goes into hole 2 or 3. See Figure 32. ASSEMBLY,
GROUND
PART NO. 426461
10. Press the rubber sleeves into the connector holes. WIRE
DETECTION
11. Fit the heat shrinkable tubing over the connector so it covers CIRCUIT
approximately 3/8 in. to 1/2 in. (.9 cm to 1.3 cm) of the con-
nector. Heat the tubing with an approved heat gun, shrinking
the tubing onto the connector and cable to form a tight, water- GROUND SCREW
proof fit. See Figure 32.
12. Coat the O-ring on the detector with silicon grease, then snap
the connector onto the mounted detector and secure cable to
detector bracket using appropriate cable clamp and 1/4-20 x JUNCTION BOX
1/2 in. socket head screw supplied in detector cable clamp FIGURE 33
package shipping assembly. 002766
INSTALLATION
9-1-98 Page 18
PNEUMATIC/LINEAR DETECTOR INSTALLATION SQUIB LEAD CONNECTOR

The pneumatic/linear fire detection system, Part No. 416113, is a Squib connector cable assembly, Part No. 79062, is supplied with
Systron Donner Model 808-DRV. This detection system is the CHECKFIRE SC-N shipping assemblies (Part No. 423500 and
completely compatible with the Ansul CHECKFIRE SC-N control 423538). The cable assembly is precut to 20 in. (51 cm) to reach
module. between the actuator assembly and the control module on a stan-
Each detection system is shipped with a detailed Installation, dard bracket. An optional connector assembly, Part No. 422747, is
Maintenance Manual. 15 ft. (4.6 m) long and it can be cut to any length required to make
the connection between the control module and the pneumatic
When installation the pneumatic/linear detection system to an actuator.
Ansul CHECKFIRE SC-N control module, use connector/cable
assembly, Part No. 416216, and install per Figure 34. If the control module and pneumatic actuator are mounted on the
same bracket, the squib connector included with the control mod-
NOTE: Attach end-of-line resistor assembly by following the ule shipping assembly should be used and no cutting to length is
detailed steps listed on the instruction sheet included with the end- required.
of-line resistor shipping assembly.
MULTIPLE DETECTORS
! CAUTION
OUT
Do not attach squib connector to live squib at this time. If squib
CONTROL
MODULE
is connected, the squib could be actuated accidentally during
EOL RESISTOR ASSEMBLY,
TERMINAL PART NO. 426461
installation.
BLOCK 3 4
4.7 K, 1/8 W
1. Locate the squib connector end of the assembly at the squib
BLUE
inlet port on the pneumatic actuator. Route the cable from that
GREEN
location, through the strain relief, to the terminal strip at the
GREEN RED GREEN RED
BLUE ORANGE BLUE ORANGE
control module. See Figure 35.
2. Leaving a little slack, cut off excess cable.
A B C D A B C D A B C D
3. Strip the internal wires approximately 1/4 in. (.6 cm) and
securely fasten the black/white leads to Terminal 7 and the
red/green leads to Terminal 8 on the control module. See
Figure 35.
808-DRV
RELEASE CIRCUIT
SINGLE DETECTOR
7 8
OUT
CONTROL
BLACK/WHITE
MODULE RED/ WIRE
TERMINAL BLOCK GREEN
3 4 EOL RESISTOR WIRE
ASSEMBLY,
PART NO. 426461
4.7 K, 1/8 W
ORANGE
GREEN
RED BLUE
A B C D
FIGURE 35
002767
4. Attach the release circuit tester, Part No. 423541, at this time.
This will be required when performing the functional test, start-
808-DRV ing at Page 19.
FIGURE 34
001059
INSTALLATION
9-1-98 Page 19
EXTERNAL POWER CONNECTION Depress the “RESET” button on the control module. This will set
In some cases, the customer may prefer external power input from the module to normal. Reset will be acknowledged by the control
the vehicle battery. module with short pulses from the sounder.
This external power is wired into the control module terminal strip At this point, the GREEN Power LED should be the only LED
on Terminals No.1 (+) and 2 (–). See Figure 36. See Component pulsing.
Index in Appendix Section for list of Power Wiring and Battery NOTICE
Connection Assemblies. When performing any of the functional test,
make certain the release circuit tester, Part No.
EXTERNAL 12/24 VDC CIRCUIT
TERMINALS 1 (+) AND 2 (–)
423541, is attached to the squib lead connector.
The following tests will verify that the system will operate upon
receiving an electrical signal from a detection device (simulated
fire condition) or when actuated using an electric pull station. The
1 2
accuracy of the time delay setting(s) will also be verified during this
test. If the system is connected to a vehicle shutdown device, the
vehicle should be left running during this test to verify that the shut-
down device is functioning. If noted results are not attained, refer
to the Troubleshooting Section of this manual for corrective action.
External Power Circuit Test

Check the external power circuit by disconnecting the fuse and
checking to see that a power trouble is present. Replace the fuse
and check to see that the control module returns to normal.
Detection Circuit Functional Test

NOTICE
TO VEHICLE BATTERY
Before conducting the functional test, each time
FIGURE 36 delay setting must be known.
002768
1. Using a short length of insulated wire stripped at both ends,
OPTIONAL PRESSURE SWITCH/ELECTRIC PULL STATION hold one end of the wire to Terminal 3 and hold the other end
to Terminal 4. See Figure 38.
The pressure switch circuit must be wired to Terminals 5 and 6 on
the control module terminal strip. The pressure switch circuit must DETECTION CIRCUIT
TERMINALS 3 AND 4
also have an end of line resistor assembly, Part No. 426461,
JUMPER
installed in the circuit. See Figure 37. 4
3
NOTE: If pressure switch/electric pull station circuit is not used, a
4.7 k ohms resistor must be connected across terminals
inside the control module.
DETECTION
PRESSURE SWITCH/ELECTRIC CIRCUIT
PULL STATION CIRCUIT – WIRING
TERMINALS 5 AND 6
E.O.L. RESISTOR
ASSEMBLY,
PART NO. 426461
FIGURE 38
002770
NOTE: ALL
CONNECTIONS MUST Hold the wire on the terminals for a time which is shorter than
BE WATERTIGHT. the time programmed in for the first time delay.
PRESSURE SWITCH
FIGURE 37
002769
FUNCTION TEST
Before conducting the following FUNCTION TEST, connect the
internal battery to the front cover using the battery extender cable
assembly, Part No. 426604, and connect the Extender Test Cable
Assembly, Part No. 426601, to the terminal strip inside the back
box and the mating terminal strip inside the cover. (The Extender
Test Cable Assembly allows separation of the cover from the back
box while maintaining circuit integrity.
INSTALLATION
9-1-98 Page 20
FUNCTION TEST (Continued) Immediate Release Option

Detection Circuit Functional Test (Continued) 1. Using the jumper wire, hold the wire on Terminals 5 and 6.
The following will take place while the jumper wire is being held on This is the pull station circuit. If the circuit was programmed for
the terminals: immediate release, the following will take place:
• The RED Alarm LED and sounder will pulse at a rate of two • The RED Alarm LED and the sounder will pulse at a rate of
times per second four times per second
• The first time delay cycle will start • The alarm relay will operate (latching)
• The alarm relay will activate (non-latching) • The shutdown relay will operate (latching)
After verifying the above, remove the jumper wire. The control • The release circuit (squib) will activate, causing the
module will reset to normal (as long as the cycle for Time GREEN LED on the squib tester to illuminate
Delay No. 1 has not been exceeded). Normal is when only the 2. Reset squib test module by pressing the reset button on the
GREEN Power LED is pulsing and no other LED’s or the tester. Do not disconnect the test module at this time.
Audio Alarm are operating. Also, the alarm relay will return to 3. Push the “RESET” button on the CHECKFIRE SC-N Control
normal. Module and the module will return to the normal condition.
2. This next test will verify the settings of the time delays. Again, 4. If required, make certain to reset any auxiliary shutdown
hold the jumper wire on Terminals 3 and 4. Continue to hold devices.
the jumper wire on these terminals until the second time delay
has started. Once the second time delay has started, the Shutdown/Time Delay/Release Option
jumper wire can be removed.
1. Using the jumper wire, hold the wire on Terminals 5 and 6.
The following will take place while the jumper wire is being This is the pull station circuit. If the circuit was programmed for
held on the terminals: shutdown/time delay/release, the following will take place:
• The RED Alarm LED and sounder will pulse at a rate of two • The RED Alarm LED and sounder will pulse at a rate of four
times per second times per second
• The first time delay cycle will start and time through its • The alarm relay will operate immediately (latching)
cycle • The shutdown relay will operate immediately (latching)
• The alarm relay will activate (non-latching) • A single time delay cycle will start (during test, verify length
After the first time delay has completed its cycle, the following of delay)
will take place: After the single time delay cycle is completed, the release cir-
• The RED Alarm LED and sounder will pulse at a rate of four cuit (squib) will actuate, causing the GREEN LED on the squib
times per second tester to illuminate.
• The second time delay cycle will start and time through its 2. Reset squib test module by pressing the reset button on the
cycle tester. Do not disconnect the test module at this time.
• The alarm relay will activate (latching) 3. Push the “RESET” button on the CHECKFIRE SC-N Control
Module and the module will return to the normal condition.
• The shut-down relay will activate (latching), causing vehi-
cle shutdown 4. If required, make certain to reset any auxiliary shutdown
devices.
• At the end of the second time delay cycle, the release cir-
cuit (squib) will activate, causing the GREEN LED on the Pressure Switch Option
squib tester to illuminate.
1. Using the jumper wire, hold the wire on terminals 5 and 6. This
3. After the jumper wire has been removed, reset squib test is the pressure switch circuit. The following will take place:
module by pressing the reset button on the tester. Do not dis-
connect the test module at this time. • The alarm relay will operate (latching)
4. Push the “RESET” button on the CHECKFIRE SC-N control • The shutdown relay will operate (latching)
module and the module will return to the normal condition. • The RED alarm LED and the sounder will pulse at a rate of
5. If required, make certain to reset any auxiliary shutdown four times per second.
devices. 2. Push the “RESET” button on the CHECKFIRE SC-N Control
Module and the module will return to the normal condition.
Pressure Switch/Manual Pull Initiating Circuit
3. If required, make certain to reset any auxiliary shutdown
During the programming requirements of the pressure devices.
switch/manual pull circuit, two options are available. The first
option allows the circuit to be programmed for immediate release
and the second option allows for shutdown/time delay/release. If
choosing the shutdown/time delay/release option, the program-
ming will also require a length of time delay to be chosen.
When performing this functional test, it is necessary to know
whether the first or second option was programmed into the
module.
INSTALLATION
9-1-98 Page 21
PLACING THE SYSTEM IN SERVICE c. Remove test module from squib connector and firmly hand
After all testing has been successfully completed, the system may tighten squib connector unto squib. See Figure 41.
be placed in service.
Make certain cartridge is not installed when completing the
following steps:
1. Install squib by completing the following steps: HAND TIGHTEN
! CAUTION
The squib is an explosive device. Do not attach connec-

tor onto squib until squib is installed in actuator body. If
the squib is actuated outside of the actuator body, possi-
ble personal injury could result.
a. Screw squib into upper-right inlet hole in actuator body and

wrench tighten. See Figure 39.
SQUIB
FIGURE 41
002771
NOTICE
When the squib connector is removed from
the test module, the control module YELLOW
Release Trouble LED and Sounder will tem-
porarily pulse. This will stop when squib is
connected.
FIGURE 39
000882 ! CAUTION
b. Unscrew protective cap from squib and remove spring Make certain cartridge is not installed at this time. The fire
(shunt). Retain these components for possible future use. suppression system will discharge dry chemical if the car-
See Figure 40. tridge is installed when operating the strike button.
! CAUTION 2. Push “RESET” button on CHECKFIRE SC-N Control Module

to reset system. Note: Depress “RESET” button for at least 3
The control module could be damaged and the fire seconds.
suppression system may not operate if the squib
3. Pull ring pin and push strike button on manual/automatic actu-
spring (shunt) is not removed. Always remove cap and
ator several times to ensure smooth movement.
spring (shunt) before installing squib connector.
4. Install LT-5-R cartridge, Part No. 6979, into manual/automatic
actuator by completing the following steps. See Figure 42.
a. Make certain puncture pin is fully retracted and insert ring
pin through actuator body into puncture pin shaft. Attach
visual inspection seal, Part No. 197.
SPRING (SHUNT) b. Remove shipping cap and weigh cartridge before installing.
PROTECTIVE
Replace if weight is 1/4 ounce (7.1 g) or more below weight
CAP stamped on LT-5-R cartridge, Part No. 6979.
c. Screw cartridge into actuator body and hand tighten.
FIGURE 40
000883
INSTALLATION
9-1-98 Page 22
PLACING THE SYSTEM IN SERVICE (Continued)

6. If a vehicle shutdown device is NOT installed, affix the “WHEN
FIRE ALARM SOUNDS” nameplate, Part No. 71086, near the
RING PINNED operator’s line of vision. See Figure 44.
AND SEALED
FIGURE 44
000887
LT-5-R CARTRIDGE,
PART NO. 6979
FIGURE 42
000885
5. If a vehicle shutdown device is installed and the shutdown

time delay is being used, complete the following steps: See
Figure 43.
a. Affix the “IN CASE OF FIRE” nameplate, Part No. 79060,
near the operator’s line of vision.
b. Using Label No. 79404, cut along the dotted line to remove
the required number square.
c. Peel the protective backing from the number square to
expose the adhesive.
d. Place the number square on the space provided in the third
sentence of Label No. 79060: “THIS VEHICLE WILL
AUTOMATICALLY SHUTDOWN AFTER_____SECONDS
FIGURE 43
000886
IN CASE OF FIRE
9-1-98 Page 23
Read these precautions carefully until they are clearly understood. Manual System Actuation
All equipment operators or anyone who has any responsibility for The system can be actuated manually by pulling the ring pin and
the equipment should fully understand how the CHECKFIRE striking the red button on the manual/automatic actuator as shown
SC-N Detection and Actuation System operates. Every operator in Figure 45. Again, bring the equipment to a safe stop, shut off the
should be fully trained in these procedures. engine, manually actuate the system, move a safe distance from
1. When the system alarm sounds, bring the equipment to a safe the vehicle, and stand by with a hand portable extinguisher.
controlled stop, shut off the engine, and exit. (Equipment left
running may add fuel to the fire or reignite the fire with heat or
sparks.) ! CAUTION
Automatic Equipment Shutdown – The CHECKFIRE SC-N Manual actuation will result in immediate system discharge
system is equipped with a shutdown relay and time delay. If a which may obscure vision. Make certain vehicle is stopped
shutdown device is connected to the system, all responsible safely before manually actuating the system. Manual actuation
personnel should understand shutdown device operation and will bypass all auxiliary shutdown and alarm functions.
the length of the time delay (in seconds). If the DELAY button
(on the control module cover) is pushed and released before 2
the end of the shutdown time delay period, the time delay will
automatically repeat itself. This delay can be repeated (using STRIKE
BUTTON
the DELAY button) as many times as is necessary to stop the
vehicle safely before it shuts down. (The DELAY button can
also be held in indefinitely to delay shutdown – the shutdown
delay will then restart after the button is released.)
2. Move away from the equipment taking a hand portable extin- PULL RING
guisher along if possible. PIN
1
3.
! WARNING
In case of fire, evacuate area to lessen risk of injury from

flames, heat, hazardous vapors, explosions, or other
hazards that may be created.
Stand by with a hand portable extinguisher to guard against

any fire that may reignite after the fire suppression system has FIGURE 45
been discharged. Remain alert until the equipment cools and 002773
the possibility of reignition is no longer a threat.

RECHARGE
9-1-98 Page 24
For continued protection, the CHECKFIRE SC-N Detection and

Actuation System and the fire suppression system must be
recharged immediately after operation.
Before performing the recharge steps, determine the cause of the UPPER PORTION
system discharge. OF BODY
1. Remove the 4 screws holding the cover to the back box and
remove the cover.
BASE
2. Remove the battery from the back box. Note: If system con- OF STEM
tains optional vehicle power, also disconnect the wire leads at LUBRICATE O-RING
WITH SILICONE GREASE
the vehicle battery.
PUNCTURE PIN
3. Remove the empty LT-5-R cartridge from the manual/auto-
matic actuator.
4. If the system was manually actuated – Skip steps 5, 6, and
proceed to step 7.
5. If the system was automatically actuated – Unscrew the SPRING
squib lead connector. Remove the squib from the RESET
manual/automatic actuator. POSITION
APPROXIMATELY
6. Clean and lubricate the manual/automatic actuator by com- 1/16 IN. (1.6 mm)
pleting the following steps. See Figure 46 . ± 1/16 (1.6 mm) ACTUATOR
BODY
NOTICE
If the system was actuated manually and the
squib was not actuated, cleaning is not neces-
sary. FIGURE 46
000888
a. Remove jam nut and slide actuator out of mounting bracket.

NOTICE
b. Unscrew upper portion of actuator body. When puncture pin is fully reset, cutting point of
c. Using a pencil eraser, apply pressure to the bottom of the pin will be located approximately 1/16 in.
puncture pin. This will force the puncture pin and spring out (1.6 mm) below threads in lower actuator body.
of the actuator body. 7. In the case of a fire, replace all linear detection wire and spot
d. Thoroughly clean carbon deposits from base of stem, detector cable. See Section III, Installation, for instructions.
puncture pin, spring, and inside surface of actuator body. 8. Recharge the fire suppression system in accordance with the
e. After all components are clean and dry, liberally lubricate corresponding manual.
O-rings with a good grade of extreme temperature silicone 9. Test the system and place into service by completing the
grease. steps listed under “FUNCTIONAL TEST,” Pages 19-20.
f. Reassemble actuator, reinstall into bracket, and securely 10. Record date of recharge on a tag or in permanent record file.
tighten jam nut. Notify operating personnel that the system is back in service.
g. Pull ring pin and push strike button several times to spread
grease and ensure free movement of puncture pin.
h. With strike button in the up position, insert ring pin through
actuator body into puncture pin shaft. Install visual inspec-
tion seal, Part No. 197.
INSPECTION AND MAINTENANCE
9-1-98 Page 25
To ensure the CHECKFIRE SC-N Electric Detection and Actuation 7. If thermal detectors are used, check that they are securely
System will operate as intended, proper inspection and mainte- mounted and have not corroded or been damaged.
nance procedures must be performed at the specified intervals. NOTICE
If a vehicle shutdown device is installed, the
DAILY INSPECTIONS vehicle should be running at this time to verify
The vehicle operator must check the system daily by visually ver- that the device is functioning properly.
ifying that the GREEN power LED is flashing and no other LED is 8. If external power is used, measure the voltage at terminals
illuminated. Also, no audio alarm should be sounding. If any other 1 and 2 to ensure that the 12/24 VDC is present. Check mon-
conditions exist, contact the local authorized Ansul distributor or itoring of the external power by removing the in-line fuse and
whoever has been trained and authorized by Ansul to perform checking to see that a power trouble condition is present.
inspection and maintenance checks. Replace fuse and depress the RESET button on the control
module.
MAINTENANCE
9. Check first time delay – Alarm to Shutdown – Using a short
To give maximum assurance that the system will operate as length of insulated wire stripped at both ends, hold one end of
intended, maintenance must be performed at six-month intervals the wire to Terminal 3 and the other end to Terminal 4 on the
or sooner depending on the operating environment or mainte- control module. See Figure 47.
nance schedule. Maintenance should be performed by an autho-
rized Ansul distributor or someone who has been trained and DETECTION CIRCUIT
TERMINALS 3 AND 4
authorized by Ansul to perform maintenance checks.
JUMPER
1. Check all mounting bolts for tightness or corrosion. 3 4
2. Remove the LT-5-R cartridge from the manual/automatic

actuator, install shipping cap, and set aside in a safe location.
DETECTION
! CAUTION CIRCUIT
WIRING
Cartridge must be removed before continuing with the

following steps or accidental system actuation will take
place when squib is actuated.
! CAUTION
Do not actuate squib unless it is installed in actuator

body. If the squib is actuated outside of actuator body, it FIGURE 47
will detonate causing possible personal injury. 002770
Using a jumper wire, temporarily short Terminals 3 and 4,

3. Five Year Squib Replacement – The squib must be replaced
removing the jumper before the end of the first time delay
after being in service for five years. (The month and year of
cycle. This will test the non-latching function of the first time
manufacture is stamped on the squib hex surface.) Proper
delay. While the wire is being held in place, the RED Alarm
disposal of the squib is accomplished by actuating the squib
LED will pulse and the sounder will operate.
within the actuator body. If this is required, skip Steps 4 and 5
which deal with installing the test module in place of the squib. Remove the jumper wire. At this point, both the RED Alarm
By skipping steps 4 and 5, the squib will be actuated during LED and the sounder will stop pulsing and the first time delay
the following test procedures. will recycle back to zero. The control module will return to nor-
mal with only the GREEN Power LED on.
! CAUTION 10. Check second time delay – Shutdown to Discharge –
Once again, hold the wire on Terminals 3 and 4. The RED
Make certain the cartridge is removed from the actuator. Alarm LED and the Audio Alarm will pulse. Hold the wire on
Failure to do so will cause system discharge when squib the terminals for a period longer than what the first time delay
is actuated. is set up for. While holding the wire on the terminals, time the
length of the first time delay to verify that it is the same as
4. Remove the squib lead connector from the squib. what it was set for.
5. Hand tighten the squib lead connector onto the test module, At the end of the first time delay cycle, the pulse rate of the
Part No. 423541. Audio Alarm will change. This will start the cycle of the second
time delay. At this point, the timing cycle is latched, and the
6. Inspect the detection and interconnecting wiring as follows:
wire jumper need not be held on the terminals. Also at this
a. Check for wear due to vibration at penetrations, around point, the shutdown relay will operate, causing the vehicle to
corners, etc. shutdown.
b. Check for damage from direct impact or other abuse. Time the length of the second time delay to confirm that it is
c. Check for tightness at points of securement. Make certain the same as what has been set.
fasteners have not come loose which would allow the wire When the second time delay cycle is completed, the release
to sag or shift. circuit will activate causing the GREEN LED on the test mod-
ule to illuminate or in the case of the five year squib replace-
ment, the squib will fire.
INSPECTION AND MAINTENANCE
9-1-98 Page 26
MAINTENANCE (Continued) 17. Yearly – Remove control module cover screws and replace
11. (If used) Reset test module by pressing the reset button on the internal 3.6 VDC lithium battery, Part No. 423520. Record date
tester. Do not disconnect test module at this time. of new battery installation on label located near battery.
Reinstall control module cover and depress “RESET” button.
12. Complete the following steps only if the squib has been actu-
ated. Otherwise, go to Step No. 13.
! CAUTION
a. Unscrew the squib lead connector from the squib and
remove the squib from the actuator body. Contact your local waste management company for informa-
b. Clean manual/automatic actuator by referring to Step 6 on tion concerning the correct disposal of lithium batteries.
Page 24 in Recharge Section.
c. Screw replacement squib into the upper-right hole in the 18. Reinstall LT-5-R cartridge, Part No. 6979, by completing the
actuator body and wrench tighten. following steps:
d. a. Make certain puncture pin is fully retracted and insert ring

CAUTION pin through actuator body into puncture pin shaft. Attach
! visual inspection seal, Part No. 197.
The control module could be damaged and the fire sup- b. Remove shipping cap and weigh cartridge before installing.
pression system may not operate if the squib spring Replace if weight is 1/4 ounce (7.1 g) or more below weight
(shunt) is not removed. Always remove cap and spring stamped on LT-5-R cartridge. (Shipping Part No. 6979).
(shunt) before installing squib connector. c. Screw cartridge into actuator body and hand tighten.
Unscrew protective cap from replacement squib and 19. Reset any auxiliary shutdown and alarm equipment in accor-
remove spring (shunt). Retain these components for possi- dance with manufacturer’s instructions.
ble future use. 20. Record date of maintenance on an affixed tag or in a perma-
e. Line up index slot in squib lead connector with index tab on nent record file.
squib. Then, hand tighten squib lead connector onto squib.
13. Unscrew the squib lead connector from the test module.
NOTICE
When squib lead connector is removed from test
module, the YELLOW Release LED and the
audio alarm on the control module will
temporarily pulse. This will stop when squib is
connected.
14. Line up index slot in squib lead connector with index tab on
squib. Then, hand tighten squib connector onto squib.
15. Push “RESET” button on CHECKFIRE SC-N Control Module
to reset system.
! CAUTION
The fire suppression system will discharge dry chemical if

the cartridge is installed when operating the strike button.
Do not install cartridge at this time.
16. Pull ring pin and push strike button on manual/automatic actu-
ator several times to ensure smooth movement.
NOTICE
If lever does not operate smoothly, clean and
lubricate internal components by completing
Step No. 6 on Page 24 in Recharge Section.
TROUBLESHOOTING
9-1-98 Page 27
DIAGNOSTICS Below is a listing and explanation of each type of recorded fault:

The diagnostics feature offers a means to pinpoint various trouble Programmed – This indicates any time the unit is pro-
symptoms by displaying a flashing code on the control module grammed or a programming change has been
status LED’s. made.
If there is more than one trouble at a time, the system will display Switch Enabled – This indicates that the manual programming
them in a pre-set priority. switch is enabled and the program settings
In multiple trouble situations, the first trouble must be cleared are being taken from the program switch set-
before the system will display the next one. tings.
The system must be in the trouble mode in order to display the Init Bad Log – This indicates that an error has been detect-
diagnostics codes. ed in the datalog. If this occurs, the datalog is
automatically cleared and reset.
With the system in the trouble mode, depress the “DELAY” button.
With the “DELAY” button depressed, the trouble codes will be indi- Bad Checksum – Indicates that an error has been detected in
cated on the LED’s. the E-Prom. If this occurs, the factory default
program settings are restored.
LED Code
_________ Trouble
_______ Soft Reset – Indicates that the Reset button has been
depressed. The clock is not reset during a soft
Yellow Battery LED flashing Internal battery disconnected reset.
Yellow Battery LED flashing External battery disconnected +12 (24V) Low – Indicates that the external power input volt-
Red Alarm LED flashing age has dropped below a “Normal” threshold
level and is in need of servicing.
Yellow Release LED flashing Release circuit is open
+12 (24V) Fault – Indicates external power input voltage has
Yellow Release LED flashing Release circuit has operated dropped below the minimum operating
Red Alarm LED flashing threshold or the external power has been dis-
connected.
Yellow Detection LED flashing Detection circuit is open Int Batt Low – Indicates the internal battery voltage has
Yellow Detection LED flashing Electric manual pull station dropped below a “Normal” threshold level and
Red Alarm LED flashing circuit is open requires servicing.
Int Batt Fault – Indicates that the internal battery voltage has
HISTORY BUFFER dropped below the minimum operating
The CHECKFIRE SC-N control module is programmed to record threshold or the battery has been
faults, alarms, and programming changes in a numerical disconnected.
sequence. The module will store approximately 50 recorded Detection TD1 – Indicates that the Time Delay 1 sequence has
events. If the number of events exceeds 50, the earlier events will been initiated. This occurs as a result of oper-
be erased to make room for the later ones. ation of the detection circuit.
A sample History Buffer screen appears as follows: Detection TD2 – Indicates the start of the Time Delay 2
Event Number Event sequence as a result of a detection input.
0 Programmed Time (dddd:hh:mm:ss) Manual TD – Indicates the start of the time delay as a result
1 Detection TD1 0000:00:01:46 of the manual input circuit being initiated.
2 Delay Engaged 0000:00:01:52 Pressure Switch – Indicates activation of the pressure switch
3 Delay Released 0000:00:02:15 input circuit.
4 Detection TD2 0000:00:02:25 Delay Engaged – Indicates the delay button has been
5 Squib Release 0000:00:02:35 depressed during TD1 of an alarm condition.
6 Soft Reset 0000:00:05:10
7 All Clear 0000:00:05:13 Delay Released – Indicates the time the Delay button was
8 Int Batt Low 385:12:24:32 released after initiating.
9 Int Batt Fault 405:20:32:07 Detection Fault – Indicates an open circuit in the detection
The recorded event indicates which circuit had a fault or an alarm circuit.
recorded. Along with the type of fault or alarm, the history buffer Manual Fault – Indicates an open in the manual pull or pres-
also records the time, relative to the first event. New events are sure switch circuit.
recorded by days: hours: minutes: seconds that have transpired
from the last event. If power is removed and then restored, the Squib Fault – Indicates an open in the squib circuit or that
counter starts over at 0000:00:00:00. the squib has fired.
Squib Release – Indicates that the control module has fired the
squib.
Unknown – Indicates an unexplainable event in the con-
trol module circuitry.
TROUBLESHOOTING
9-1-98 Page 28
TROUBLESHOOTING TABLE
The following table designates normal operating and trouble conditions for the CHECKFIRE SC-N Detection and Actuation System.
Green Yellow Yellow Yellow

Power Power Red Detection Release Audio Alarm Shutdown Trouble Agent
Condition
________ Normal
______ Fault
_____ Alarm
_____ Fault
________ Fault
_______ Alarm
_____ Relay
_____ Relay
_________ Relay
_______ Release
_______
battery normal pulsing off off off off off normal normal normal off
module normal once every
external power 3 seconds
not used
battery normal pulsing off off pulsing off pulsing normal normal transferred off
detection fault once every once every once every
external power 3 seconds 10 seconds 10 seconds
not used
battery normal pulsing off off off pulsing pulsing normal normal transferred off
release fault once every once every
external power 10 seconds 10 seconds
not used
battery normal pulsing off off pulsing pulsing pulsing normal normal transferred off
release fault 10 seconds 10 seconds 10 seconds
external power
not used
battery fault off pulsing off off off pulsing normal normal transferred off
external power normal once every once every
module normal 10 seconds 10 seconds
battery fault off pulsing off pulsing off pulsing normal normal transferred off
external power normal once every once every once every
detection fault 10 seconds 10 seconds 10 seconds
battery fault off pulsing off off pulsing pulsing normal normal transferred off
release fault once every once every once every
external power normal 10 seconds 10 seconds 10 seconds
battery fault off pulsing off pulsing pulsing pulsing normal normal transferred off
detection fault once every once every once every once every
release fault 10 seconds 10 seconds 10 seconds 10 seconds
external power normal
alarm detected pulsing off pulsing off off pulsing transferred normal normal off
alarm to shutdown once every twice twice every
period – TD1 3 seconds every second second
external power fault off pulsing off pulsing pulsing pulsing normal normal transferred off
detection fault once every once every once every once every
manual pull circuit fault 10 seconds 10 seconds 10 seconds 10 seconds
release fault
battery normal
external power fault once every once every
10 seconds 10 seconds
external power fault once every once every once every
TROUBLESHOOTING
9-1-98 Page 29
TROUBLESHOOTING TABLE (Continued)

Condition
________ Normal
______ Fault
_____ Alarm
_____ Fault
________ Fault
_______ Alarm
_____ Relay
_____ Relay
_________ Relay
_______ Release
_______
external power fault once every once every once every
manual pull circuit fault
battery fault off pulsing off pulsing pulsing pulsing normal normal transferred off
external power fault once every once every once every once every
detection fault 10 seconds 10 seconds 10 seconds 10 seconds
manual pull circuit
fault
release fault
manual pull circuit pulsing off pulsing off off pulsing transferred transferred normal off
activated once every 4 times 4 times
pre release period 3 seconds per second per second
(manual release
time delay)
pressure switch pulsing off pulsing off off pulsing transferred transferred normal off
activated (0 to 30 once every 4 times 4 times
seconds 3 seconds per second per second
after activated)
pressure switch pulsing off pulsing off pulsing pulsing transferred transferred transferred off
activated once every once every once every once every
(post 30+ seconds 3 seconds 10 seconds 10 seconds 10 seconds
period)
shutdown to release pulsing off pulsing off off pulsing transferred transferred normal off
period once every 4 times 4 times
(2nd time delay) 3 seconds per second per second
0 - 30 seconds pulsing off pulsing off off* pulsing transferred transferred transferred fired
after release once every 4 times 4 times
3 seconds per second per second
30+ seconds pulsing off pulsing off pulsing pulsing transferred** transferred transferred fired
after release once every once every once every once every
3 seconds 10 seconds 10 seconds 10 seconds
manual pull pulsing off off pulsing off pulsing normal normal transferred off
circuit fault once every once every once every
battery normal 3 seconds 10 seconds 10 seconds
manual pull pulsing off off pulsing off pulsing normal normal transferred off
circuit fault once every once every once every
battery normal
manual pull pulsing off off pulsing pulsing pulsing normal normal transferred off
circuit fault once every once every once every once every
detection fault 3 seconds 10 seconds 10 seconds 10 seconds
release fault
battery normal
TROUBLESHOOTING
9-1-98 Page 30
TROUBLESHOOTING TABLE (Continued)

Condition
________ Normal
______ Fault
_____ Alarm
_____ Fault
________ Fault
_______ Alarm
_____ Relay
_____ Relay
_________ Relay
_______ Release
_______
external power fault off pulsing off off off pulsing normal normal transferred off
battery normal once every once every
10 seconds 10 seconds
external power fault off pulsing off pulsing off pulsing normal normal transferred off
battery normal 10 seconds 10 seconds 10 seconds
no external power once every once every
module normal 30 seconds 30 seconds
external power 10 seconds 10 seconds 10 seconds
not used
manual pull pulsing off pulsing off off* pulsing transferred transferred transferred fired
circuit activated once every 4 times 4 times
(0-30 seconds after 3 seconds per second per second
system activation)
pressure switch pulsing off pulsing pulsing pulsing pulsing transferred transferred transferred off
activated detection once every once every once every once every once every
fault (30+ seconds 3 seconds 10 seconds 10 seconds 10 seconds 10 seconds
after system
activation)
* Will pulse if circuit opens as a result from release
** Can be silenced at this time

PROGRAMMING
9-1-98 Page 31
PROGRAMMING
The SC-N control module can be manually programmed by using Switch No. 1
the manual programming switch located on the control module PC If this switch is ON (Enable), it disables programming through a
board or it can be programmed from a PC through an RS232 inter- PC and enables the manual programming switch. If switch No.
face cable. 1 is on, the operation of the control module will correspond to
A number of settings can be programmed into the SC-N control the settings of the other manual programming switches
module: If this switch is OFF (Disable), the operation of the control mod-
• Select initiating circuit No. 2 to operate as either an electric man- ule will correspond to the settings of the PC program
ual pull circuit or pressure switch feedback circuit
Switch No.2
• If selected as an electric manual pull circuit, it can be pro-
grammed as either shutdown/immediate release or This switch is used to select initiating circuit No. 2 to operate as
shutdown/time delay/release either an electric manual pull or a pressure switch feedback
• Alarm to Shutdown (Time Delay 1) can be programmed for 5, ON = Pressure Switch Feedback
10, 20, 30 seconds OFF = Electric Manual Pull
• Shutdown to Release (Time Delay 2) can be programmed for 0,
10, 20, 30 seconds Switch No. 3
The SC-N control module is factory programmed with the follow- This switch is used to select either the shutdown/ time delay/
ing defaults: release or the shutdown/immediate release mode for the elec-
tric manual pull input
First time delay (Alarm to Shutdown) = 10 seconds
This switch is only active if the switch No. 2 is in the OFF posi-
Second time delay (Shutdown to Release) = 10 seconds tion
Manual Pull = Shutdown, Time Delay (10 seconds), Release
If switch No. 3 is set to ON, then operation of the electric man-
Manual Programming Switch = Disabled ual pull station will cause the control module to go through a
If the factory defaults are acceptable, no additional programming shutdown/ time delay/ release sequence. The time delay cycle
is required. However, the factory program is only active if the man- will be whatever is programmed on switches No. 6 and 7
ual programming switch is disabled. If set to OFF, operation of the electric manual pull station will
Manual Programming Switch cause the control module to activate will go to the shutdown and
immediately operate the circuit
The manual programming switch is a PC board mounted, switch
package containing 7 switches. See Figure 48. To manually pro- Switch No. 4 and 5
gram the SC-N control module, each individual switch must be set These two switches set the cycle time for time delay 1 (Alarm to
in the correct position. Shutdown)
Switch No. 4 ON / Switch No. 5 ON = 5 seconds
Switch No. 4 OFF / Switch No. 5 ON = 10 seconds
RS-232 SERIAL
INTERFACE CABLE Switch No. 4 ON / Switch No. 5 OFF = 20 seconds
CONNECTION
Switch No. 4 OFF / Switch No. 5 OFF = 30 seconds
MANUAL INTERNAL Switch No. 6 and 7

PROGRAMMING BATTERY
SWITCHES CONNECTION These two switches set the cycle time for time delay 2
(Shutdown to Release)
Switch No. 6 ON / Switch No. 7 ON = 0 seconds
Switch No. 6 OFF / Switch No. 7 ON = 10 seconds
Switch No. 6 ON / Switch No. 7 OFF = 20 seconds
Switch No. 6 OFF / Switch No. 7 OFF = 30 seconds
INSIDE OF
COVER After all switches have been set, the “RESET” button on the con-
trol module must be depressed. If this is not done, the switch set-
tings will not be entered into the program.
FIGURE 48
002795
NOTICE
Do not remove see-through cover on switch.
Switch position(s) can be moved by using a
blunt, not sharp, object. Do not damage switch
cover.
PROGRAMMING
9-1-98 Page 32
PC PROGRAMMING Inputs
PC programming is another means of setting up the SC-N Control The program inputs will be explained individually.
Module to the required options.
Detection Setup
One advantage of using the PC programming approach versus
the manual programming switch feature is, with the PC, the mod- Time Delay 1: 10 seconds
ule can be programmed to have a shorter time delay period when Time Delay 2: 10 seconds
using the manual electric pull station than what is programmed
into the second time delay cycle of the detection circuit. When This input is to set the length of time for the time delays.
using the manual programming switch feature, the electric manu- Time Delay 1 (Alarm to Shutdown cycle): This time delay can be
al pull time delay will automatically correspond to the setting of the programmed for 5, 10, 20, or 30 seconds.
second time delay cycle of the detection circuit.
Time Delay 2 (Shutdown to Release cycle): This time delay can be
The control module is field programmed through a PC computer programmed for 0, 10, 20, or 30 seconds.
using an RS-232 serial interface cable. The interface cable kit is
available as Part No. 423524. Manual Release Setup
The internal 3.6 volt lithium battery must be installed in the Input selection: Manual pull
control module prior to programming. Time Delay before release: Shutdown, Time Delay, Release
Time Delay: 10 seconds
EXPLAINING THE MENU
When programming the CHECKFIRE SC-N control module, only This input allows for the selection of initiating circuit No. 2 to be
one menu screen will appear on the computer. All programming used as either manual pull or pressure switch input.
will be done using this screen. Before starting to program, the If choosing manual pull, two options are available: Shutdown/Time
menu setups and control options will be explained. Delay/Release option or Shutdown/Immediate Release. If choos-
The following menu screen will appear when following the pro- ing the Shutdown/Time Delay/Release option, then the program
gramming steps: Note: The underlined letter or symbol represents will not allow selection of a time delay that is greater than the time
the key to press to initiate the action. Programmable settings are delay selected for time delay No. 2 in the detection set-up. If
shown as bold text. choosing the Shutdown/Immediate Release option, then no time
delay cycle is available.
Ansul CHECKFIRE SC-N Setup Program V0.43 If choosing the pressure switch input, no options are available.
Controller Model: CHECKFIRE SC-N V0.51
Manual Programming Switch: Disabled
When doing manual programming, the Manual Programming
p Next switch must be Enabled
nPrevious When doing PC programming, the Manual Programming switch
Detection Setup: mo Change must be Disabled
Time Delay 1: 10 seconds
Time Delay 2: 10 seconds Upload Setup to Controller Command Keys
Download Setup to
Controller Command keys are used to select the different inputs to be pro-
Manual Release Setup Verify Controller Setup grammed and execute various computer operations. The com-
Input Selection: Manual Pull mand keys are explained individually.
Time Delay: Shutdown,
Time Delay, Release pNext
View Factory Defaults The down arrow command key moves the cursor down to the next
Read Datalog From input line. The input which the cursor is on will be highlighted.
Controller
Clear Datalog on
nPrevious
Controller
Test Communications
Security Password The up arrow command key moves the cursor up to the input line
Change above where it presently is. The input which the cursor is on will
eXit be highlighted.
moChange
The right arrow and left arrow command keys allow for the selec-
tion of available settings on a particular input line. Example:
Changing the number of seconds of each time delay cycle;
Changing the Manual Release Input from Manual Pull to Pressure
Switch.
PROGRAMMING
9-1-98 Page 33
EXPLAINING THE MENU (Continued)

Test Communications
Commands (Continued)
The T key is used to test the communications between the control
Upload setup to controller module and the computer. When this key is depressed, the pro-
gram will indicate the status between the module and the comput-
The U key is used to load the inputs from the menu screen to the er as either Successful communications or No communica-
control module. After all input selections have been made on the tions.
menu screen, depress the U key to install those inputs into the If the status is No communications, check the connection of the
controller memory. Wait for verification, and then depress any key. RS-232 serial interface cable and repeat the test.
Communications will not be established until the status line reads
“Successful communications”.
Download setup from controller
The D key is used to download the inputs from the control module Security password change
to the menu screen. This is mainly used to determine the settings
that are presently programmed in the control module. This will not The S key is used to change the user password. The program disc
change what is programmed in the controller. is factory programmed with a password of 111111. If a new pass-
word is desired, type S. The status will indicate: Enter new pass-
Verify controller setup word:
Type in the new password and press Enter. The new password will
The V key is used to determine the status of the control module now be saved in the program.
inputs. By pressing the V key, the program will verify if what is
shown on the menu screen is the same as what is programmed in
eXit
the control module. The status will indicate either verification
pass or verification fail. If verification fail is indicated, download
setup from controller to determine what is presently programmed The X key is used to exit out of the program. By pressing the X
in the control module. key, the computer will close the program.
Programming
View Factory default
Note: The internal 3.6 VDC battery must be plugged in to the
The F key is used to view what the default settings are from the control module before programming. Also, before PC pro-
factory. By depressing this key, and viewing the settings, the mod- gramming, make certain the DIP Switch No. 1 is set to Disable
ule will not be changed from what is presently programmed. In (OFF).
order to change the module back to the factory default, after view- While programming, with the cover assembly removed from the
ing, depress the U key to upload the settings into the module. back box, it is normal for the sounder and the LED’s to pulse once
every 10 seconds. This will stop when the programming is com-
pleted and the computer and internal battery is disconnected.
Read datalog from controller Note: The internal battery can be disconnected without interfering
with the program in the module.
The history buffer datalog is a sequential listing of events that
have taken place over the life of the control module. The datalog Step No. 1 – Attach the RS-232 interface cable between the
will record events such as trouble, alarm, and programming. The computer and the CHECKFIRE SC-N control mod-
list of history events that have taken place will be displayed on the ule and turn on the computer.
screen. The history buffer will record approximately 50 events. If Step No. 2 – Insert programming disc in “A” disc drive and bring
more than 50 events take place, the oldest events will be erased up disc.
to make room for the most recent events.
Step No. 3 – Double click on the “A” drive icon.
The R key is used to download the events stored in the control
module to a file in the computer. To view the events, first, exit the Step No. 4 – On the next screen, double click on the “Setupsc”
menu screen by depressing X. The next screen will show three icon.
files, one being the datalog file. Double click on the datalog icon. Step No. 5 – The program screen will now ask for the password.
This will open the datalog file for viewing. Type in 111111 and depress Enter. The password
can be changed later by using the Security pass-
word change input.
Clear datalog on controller
Step No. 6 – The program will ask for the correct communica-
The C key is used to clear all the history events recorded in the tion port to address. Not knowing the type of com-
control module history buffer. After the C key is depressed, the puter being used, it is necessary to, by trial and
menu screen will indicate the datalog is cleared. From this point error, find the correct port. Type 1. If this is not the
on, all new events will start to be recorded. correct port, the program will respond with: Failure
to connect to comm port – Press 1 to retry or 2
to Exit.
PROGRAMMING
9-1-98 Page 34
EXPLAINING THE MENU (Continued) Step No. 13 – Depress the ”RESET” button on the control mod-
Programming (Continued) ule.
Step No. 7 – Press 1 and then select another comport (2,3,4). Step No. 14 – At this point the programming is complete.
When the correct port is chosen, the program will Disconnect the RS-232 serial interface cable from
respond momentarily with, “Reading Settings From the control module. The module will continue to
Controller,” after which the main menu will appear pulse once every 10 seconds. Disconnecting the
on the screen. internal module battery will silence the module.
The internal programming will remain intact. The
module is now ready to be installed and wired.
Ansul CHECKFIRE SC-N Setup Program V0.43
Controller Model: CHECKFIRE SC-N V0.51 Step No. 15 – If all programming is complete, the program can be
exited and the PC can be shutdown.
p Next
nPrevious
Detection Setup: mo Change
Time Delay 1: 10 seconds
Time Delay 2: 10 seconds Upload Setup to Controller
Download Setup to
Controller
Manual Release Setup Verify Controller Setup
Input Selection: Manual Pull
Time Delay: Shutdown,
Time Delay, Release
View Factory Defaults
Read Datalog From
Controller
Clear Datalog on
Controller
Test Communications
Security Password
Change
eXit
Step No. 8 – If the settings shown are acceptable, no additional

programming is necessary. Go to Step No. 13.
Step No. 9 – By the use of the up arrow key (n) or the down
arrow key (p), move to the Setup input requiring
change.
Step No. 10 – To change an input, use the Change keys (l).
By depressing either the (m) key or the (o) key,
the input which is highlighted will change. Each
time the key is depressed, a new selected input will
appear. For example, if the Detection Setup Time
Delay 1 is highlighted, and the number of seconds
indicated is 5, by depressing the (o) arrow once,
the time will change to 10. By continuing to
depress the (o) arrow, the time will change to 20,
30, and then back to 5. When the correct time is
reached, stop.
Step No. 11 – Scroll to each Setup by using the Next (p) or
Previous (n) keys and make what ever changes
are necessary by using the Change (l) keys.
Step No. 12 – After all inputs are selected, depress the U key.
This will upload the inputs shown on the menu
screen to the control module. The status will indi-
cate: Verification pass – hit any key. Then press
any key.
RELEASE CIRCUIT TEST MODULE INSTRUCTIONS
9-1-98 Page 35
MP
BATTER
Y
LOW
SC
GAS CARTRIDGE/
SQUIB/
OFF SWITCH
PASS FAIL READY
FIGURE 49
003016
Operation is as follows:
1. The receptable on the tester mates with the connector on the
gas motor actuation cable, Part No. 416129, used with the
CHECKFIRE MP. A test adapter is provided for testing units
with squib actuator cables, Part No. 79062 or Part No.
422747.
2. A three-position slide switch is located on the side of the
enclosure to select the type of output to test (squib or gas
motor) and the third position is “OFF.”
3. Steps for operation are:
a. With slide switch, select type of output to be tested. This
will also turn the unit on.
b. Press the reset button on the tester. This will illuminate the
“READY LED” if it is not already illuminated.
c. Connect to control unit actuator cable.
d. Proceed with activating output.
e. Once the unit activates, the unit tester will indicate a
“PASS” or “FAIL” status resulting from the test.
f. The tester can then be reset by pressing the RESET but-
ton, which will prepare it for the next test.
APPENDIX
9-1-98 Page 36
COMPONENT INDEX
Part Shipping Weight
No. Assembly lb. (kg)
Main Assemblies
423500 CHECKFIRE SC-N Electric Detection and Actuation 10 (4.5)
System Includes:
423504 Control Module (module contains nuts and
washers for mounting to bracket)
24479 Manual/Automatic Actuator
423525 Combined Mounting Bracket
79062 Squib Cable with Connector
6979 Nitrogen Cartridge, LT-5-R
25627 1/4 in. Check Valve
79064 Label Package
53081 Owner’s Manual
423538 (Transport Canada) CHECKFIRE SC-N Electric Detection 10 (4.5)
and Actuation System includes:
(All of the standard shipping assembly components
except Nitrogen Cartridge, Part No. 6979, is replaced
with Nitrogen Cartridge, Part No. 423836.)
423520 Battery Shipping Assembly (3.6 VDC) 1/4 (.1)
54919 Squib 1/4 (.1)
426461 End of Line Resistor Assembly (Package of 10) 1/4 (.1)
Accessory Equipment
423541 Release Circuit Test Module 1 (.5)
423525 Combined Bracket Shipping Assembly – 1 (.5)
For mounting control module and actuator together
423528 Control Module Mounting Bracket – 1 (.5)
For mounting control module separately
419772 Actuator Mounting Bracket – 1 (.5)
For mounting actuator separately
423531 Control Module Retrofit Mounting Bracket – 1 (.5)
For mounting control module to existing
CHECKFIRE SC mounting bracket
79559 Remote High Level Alarm 2 (.9)
71820 Splicing Device 1/4 (.1)
71230 356 °F (180 °C) Linear Detection Wire, 100 Ft. (30.4 m) 5 (2.3)
71231 356 °F (180 °C) Linear Detection Wire, 500 Ft. (152.4 m) 10 (4.5)
416218 270 °F (132 °C) Spot Detector 1/4 (.1)
416219 325 °F (163 °C) Spot Detector 1/4 (.1)
416220 360 °F (182 °C) Spot Detector 1/4 (.1)
416213 Spot Detector Connector Package 1/4 (.1)
416221 Spot Detector Bracket 1/4 (.1)
416762 Spot Detector Cable Clamp Package (For Use 1/4 (.1)
Without Protective Tubing)
416214 Spot Detector Cable Clamp Package (For Use 1/4 (.1)
With Protective Tubing)
416215 Flex Non-Metallic Tubing 100 Ft. (30.4 m) 4 (1.8)
(For Spot Detectors)
416784 Crimp Tool (For Spot Detector) 1 (.5)
416113 Pneumatic/Linear Detector, 35 Ft. (10.7 m) 1 (.5)
(Model 808-DRV)
416216 Cable Assembly, 15 ft. (4.6 m) (For Pneumatic/ 1/4 (.1)
Linear Detector)
416378 Mounting Clips Package For Pneumatic/Linear 1/4 (.1)
Detector Sensing Element (Includes 100 Clips)
417055 Wire, 200 °C, 18 AWG-2 W/Shield and Drain Wire 10 (4.5)
500 ft. (152 m)
APPENDIX
9-1-98 Page 37
COMPONENT INDEX (Continued)

Accessory Equipment (Continued)
Part Shipping Weight
No. Assembly lb. (kg)
56691 Nylon Cable Tie (Package of 20) 1 (.5)
56692 Rubber Sleeve (Package of 20) 2 (.9)
422747 Squib Cable with Connector – 15 ft. (4.6 m) 1 (.5)
419780 Power Wiring Assembly – 15 ft. (4.6 m) 1 (.5)
(Connector on one end)
(Connector on both ends)
(Connector on both ends)
419783 Battery Connection (Fused at 5 amp) 1 (.5)
423524 RS-232 PC Interface Cable Kit 1/4 (.1)
426601 Extender Cable Assembly 1/4 (.1)
426604 Battery Extender Cable Assembly 1/4 (.1)
RECHARGE EQUIPMENT
54919 Squib 1/4 (.1)
6979 LT-5-R Cartridge 2 (.9)
423520 Battery Shipping Assembly (3.6 VDC) 1/4 (.1)
423522 Installation, Maintenance, Recharge Manual 1/4 (.1)
APPENDIX
9-1-98 Page 38
DETECTION WIRE FLUID RESISTANCE CAPABILITY

Resistance Rating Key:
G = GOOD
L = LIMITED
C = CONDITIONAL (Service conditions must be outlined to
Ansul for approval of wire suitability for
applications.)
U = UNACCEPTABLE (Not to be used)
Agent Rating Agent Rating Agent Rating
Acetate Solvents, Crude U Diesel Oil, Light L Naphtha C
Acetate Solvents, Pure U Naphthalene U
Ethers U
Acetic Acid, Dilute (20%) U Ethyl Acetate U Nickel Chloride G
Acetic Acid, Glacial U Ethyl Alcohol C Nickel Sulfate G
Acetone U Nitric Acid, 10% L
Ethyl Chloride U
Air G Nitric Acid, 70% U
Ethylene Dichloride U
Alcohols C Ethylene Glycol L Nitrobenzene U
Aluminum Chloride G
Ferric Chloride G Oleic Acid C
Aluminum Fluoride G
Ferric Sulfate G Oleum Spirits U
Aluminum Sulfate G
Ammonia Liquid (Anhydrous) U Ferrous Salt Solutions G Perchlorethylene C
Ammonia, Chloride G Formaldehyde L Picric Acid, Molten U
Ammonium Hydroxide L Formic Acid L Picric Acid, Solution U
Ammonium Nitrate G Fuel Oil L Potassium Chloride G
Ammonium Phosphate G Furfural U Potassium Cyanide G
Ammonium Sulfate G Gasoline C Potassium Hydroxide C
Amyl Acetate U Potassium Sulfate G
Glycerine, Glycerol L
Amyl Alcohol L Grease, Petro L Soda Ash Sodium Carbonate G
Asphalt C Sodium Bisulfate G
Heptane C
Barium Chloride G Hexane L Sodium Chloride G
Barium Hydroxide G Hydraulic Fluids & Lubricating Oils, Sodium Cyanide G
Barium Sulfide G Sodium Hydroxide C
Straight Petroleum Base L
Benzene, Benzol C Water and Petroleum Oil Sodium Hypochorite C
Benzene (Petroleum Ether) C Emulsion (FR) L Sodium Nitrate G
Benzene (Petroleum Naphtha) C Water and Glycol Solution L Sodium Peroxide C
Borax L Sodium Phosphate G
Straight Phosphate–Ester (FR) L
Boric Acid L Silicone Oils L Sodium Silicate G
Bromine U Sodium Sulfate G
Hydrobromic Acid U
Butyl Acetate U Hydrochloric Acid, Cold C Sodium Sulfide C
Butyl Alcohol, Butanol L Hydrochloric Acid, Hot U Sodium Thiosulfate, “Hypo” G
Soybean Oil L
Calcium Bisulfite L Hydrocyanic Acid C
Hydrofluoric Acid, Cold C Stannic Chloride G
Calcium Chloride G
Stearic Acid L
Calcium Hydroxide G Hydrofluoric Acid, Hot C
Sulfur Dioxide C
Calcium Hypochlorite L Hydrogen Peroxide (Dilute) G
Hydrogen Peroxide (Concentrated) C Sulfur Trioxide C
Carbolic Acid Phenol C
Sulfuric Acid, 10%, Cold L
Carbon Dioxide G Hydrogen Sulfide C
Sulfuric Acid, 10%, Hot L
Carbon Disulfide U Kerosene L Sulfuric Acid, 75%, Cold L
Carbon Monoxide, Hot U
Lacquer Solvents U Sulfuric Acid, 75%, Hot L
Carbon Tetrachloride L Sulfuric Acid, 95%, Cold U
Lactic Acid C
Carbonic Acid G
Linseed Oil L Sulfuric Acid, 95%, Hot U
Castor Oil C Sulfuric Acid, Fuming U
Chlorinated Solvents C Magnesium Chloride G Sulfurous Acid L
Chlorine, Dry U Magnesium Hydroxide G
Chlorine, Wet U Magnesium Sulfate G Tannic Acid G
Chloroacetic Acid U Mercuric Chloride U Tartaric Acid G
Chloroform U Mercury L Toluene U
Chlorosulphonic Acid U Methyl Alcohol, Methanol L Trichloroethylene U
Chromic Acid U Methyl Chloride U Turpentine L
Citric Acid L Methyl Ethyl Ketone U Varnish U
Copper Chloride G Methyl Isopropyl-Keytone U
Xylene U
Copper (II) Sulfate G Mineral Oil L
Creosote U Zinc Chloride L
Zinc Sulfate G
APPENDIX
9-1-98 Page 39
WARRANTY
The components of the Ansul CHECKFIRE SC-N Electric
Detection and Actuation System supplied by Ansul Incorporated,
(“ANSUL”) are warranted to you as the original purchaser for one
year from the date of delivery against defects in workmanship and
material. ANSUL will replace or repair any Ansul-supplied compo-
nent which, in its opinion, is defective and has not been tampered
with or subjected to misuse, abuse, exposed to highly corrosive
conditions or extreme high temperatures provided that written
notice of the alleged defect shall have been given to ANSUL with-
in 30 days after discovery thereof and prior to the expiration of one
year after delivery, and further provided that if ANSUL so instructs,
such article or part thereof is promptly returned to ANSUL with
shipping charges prepaid.
Disclaimer of Liability and Limitation of Damage

The above warranty is the only one given by ANSUL concerning
this system and only to Ansul CHECKFIRE SC-N Electric
Detection and Actuation System that has been installed and main-
tained in accordance with all the directions and requirements pro-
vided by ANSUL in the manual created for the Electric Detection
and Actuation System. THIS WARRANTY IS IN LIEU OF ALL
OTHER WARRANTIES WHETHER EXPRESS OR IMPLIED,
INCLUDING BUT NOT LIMITED TO FITNESS FOR PURPOSE
AND MERCHANTABILITY, AND ANSUL DOES NOT ASSUME,
OR AUTHORIZE ANY OTHER PERSON TO ASSUME FOR IT,
ANY OTHER LIABILITY IN CONNECTION WITH THE SALE OF
ITS PRODUCTS. ANSUL SHALL NOT BE LIABLE FOR CONSE-
QUENTIAL OR SIMILAR DAMAGES.
For repairs, parts and service of the Ansul System, contact your
local Ansul representative, or Ansul Incorporated, Marinette, WI
54143-2542; 800-TO-ANSUL (800-862-6785).
ANSUL INCORPORATED
ONE STANTON STREET
MARINETTE, WI 54143-2542
715-735-7411
Litho in U.S.A.
© 1999 Ansul Incorporated
Part No. 423522-01
ANSUL ® DETECTION AND CHECKFIRE® SC-N
CONTROL ELECTRIC
EQUIPMENT DETECTION AND
DATA SHEET ACTUATION
SYSTEM
FEATURES to extreme environmental and physical condi- circuits are low impedance and designed to
tions such as vehicles used in forestry, min- eliminate nuisance alarms associated with
• FMRC Approved
ing, agriculture, construction, public trans- contact bounce.
• Self Contained – Internal 3.6 VDC Power portation, public utilities, land fill, and waste
Source disposal. First Initiating Circuit
• External 12/24 VDC Power Source The control module can be utilized as a self Two field programmable time delays provide
Connection Available contained system, powered by its own inter- timing of shutdown and release functions
nal Lithium battery. This allows the detection associated with the operation of the detection
• Battery Back-up Available and electric manual pull/pressure switch
system to operate around-the-clock without
• Power Fault Monitoring for Both Internal use of external power. Optionally, external input initiating circuits. The first time delay is
and External Power power can be connected to the control mod- field programmed to assign the time between
ule. With external power connected, the inter- the initial alarm condition from the detection
• Euro-Style Terminal Block for Field
nal power source provides battery back-up. circuit and the operation of the shutdown
Connections relay. The first time delay is programmable
When connected to an external 12/24 VDC
• Two Part Enclosure Design Simplifies supply with the internal battery also connect- for 5, 10, 20, or 30 seconds. The second
Installation and Servicing ed, the external power source becomes the time delay is field programmed to assign the
• Environmentally Sealed Enclosure primary supply, while the internal source is time between the completion of the first time
maintained in a standby mode of operation. delay (when the shutdown relay operates)
• Mounting Feet For Mounting To Any and operation of the release circuit. The sec-
Suitable Flat Surface The control module may be installed where ond time delay is field programmable for 0,
the ambient temperature is between –40 °F 10, 20, or 30 seconds.
• Microprocessor Based Circuitry to 140 °F (–40 °C to 60 °C).
• Sealed, Membrane Push Button For Reset Second Initiating Circuit
and Delay The second initiating circuit is field program-
• Vibration and Shock Resistant Design mable to be used as either an electric manu-
al pull or a pressure switch feedback circuit.
• Electronic Circuitry That Meets The IEC If selected as an electric manual actuation
Standards For Electromagnetic input circuit, its operation will override the
Compatibility in Heavy Industrial first time delay function and initiate a second
Environments time delay condition, causing the shutdown
• Form “C” Relay Output Connection For relay to immediately operate and the release
Both Auxiliary Alarm and Shutdown to occur upon expiration of the second delay.
Functions Additionally, the control module can be field
• Normally Open Trouble Contacts Available programmed, if it is so desired, to shorten
the second time delay when a manual actua-
for Remote Trouble Annunciation
tion occurs. The time delay options associat-
• Two Supervised Initiating Circuits – One ed with the manual actuation are 0, 10, 20,
For Detection and One for Either Manual and 30 seconds, with the condition that it can
Electric Actuation or Pressure Switch only be less than or equal to the time delay
Feedback associated with the detection circuit.
• One Supervised Release Circuit Selection of the second initiating circuit as a
• Manually Field Programmable Circuits (can pressure switch feedback circuit will result in
002710
optionally be PC programmed) the operation of the alarm relay and shut-
down relay, but will not operate the release
• History File to Record The Last 50 Alarm DESCRIPTION circuit. Additionally, a trouble condition will
and Trouble Events occur on the control module, indicating the
The complete CHECKFIRE SC-N system is need for service.
• Built-in Diagnostic Function Identifies The
composed of components which are com-
Source Of Trouble bined to provide automatic fire detection and The front panel contains a “DELAY” and
• Programmable Time Delays (Alarm to actuation. The electric detection and actua- “RESET” button. Operation of the DELAY
Shutdown, Shutdown to Release) tion system is designed for use with the button will repeat the first time delay if initiat-
Ansul fire suppression systems that use ed while time delay one is active. Once time
APPLICATION pneumatic actuation as a means of system delay two has started, operation of the
actuation. DELAY switch has no affect. The DELAY
The CHECKFIRE SC-N Electric Detection button also serves the dual function of silenc-
and Actuation System furnishes fire detection The first of two initiating circuit is the super- ing the auxiliary alarm relay, but is only effec-
for equipment hazard areas. Its unique actu- vised detection circuit designed to be con- tive for this function 30 seconds after
ator allows actuation of a pneumatically-actu- nected to linear (wire) and/or spot type ther- release, or after pressure switch feedback
ated fire suppression system either manually mal detectors that provide a contact closure operation has occurred.
or automatically. input to initiate a fire detected condition. The
second initiating circuit is designed to accept The RESET button is used to re-initialize the
The CHECKFIRE SC-N system is typically control panel when depressed, it provides an
used with an Ansul A-101 Vehicle Fire a contact closure type of actuating device
such as a manual electric pull station input or indication that all LED’s and the sounder are
Suppression system for 24-hour protection of functional. It is also used to upload the man-
a pressure switch to initiate the module when
equipment. The system is particularly suited ual programming into the control module.
the system is actuated with the
for protection of equipment that is subjected
pneumatic/manual actuator. The initiating
The front panel also contains LED’s for visu- OPERATIONAL ENVIRONMENTAL ORDERING INFORMATION
al annunciation of alarm, trouble, release, SPECIFICATIONS
Part No.
______ Shipping Assembly
_______________
and power conditions.
• Operating Temperature Rating: –40 °F to
EMI filtering is provided on all inputs, out- 140 °F (–40 °C to 60 °F) 423500 CHECKFIRE SC-N Electric
puts, and power circuitry. (423538 Detection and Actuation System
• Humidity: 24 Hours at 85% +/– 5% at ULC) Includes: Control Module,
86 °F (30 °C) Manual/Automatic Actuator,
CONSTRUCTION
• Shock: In accordance with UL1254 Mounting Bracket, Squib Cable
The enclosure consists of a cover assembly Connector, LT-5-R Cartridge,
and back box which is constructed of Noryl • Vibration: In accordance with UL1254 1/4 in. Check Valve, Hardware
SE1GFN3 with a flammability rating of UL94 • Electromagnetic Compatibility: Meets EN Kit, Label Package, and Owners
V-1. The back box contains the field interface 55011 and EN 50082-2 for heavy industrial Manual (Battery must be ordered
terminal block, battery, and field wiring environments separately)
entrance ports. The cover assembly contains
the control PC board assembly, sounder, • Moisture and Dust: Meets IEC 529 for 71230 Linear Detection Wire, 356 °F
operator interface panel, and environmental direct water spray (180 °C), 100 ft. (30.5 m)
seal. The enclosure meets IEC 529 require- 71231 Linear detection Wire, 356 °F
ments for dust and water spray in all direc- SEQUENCE OF OPERATION (180 °C), 500 ft. (152.4 m)
tions. Mounting feet allow mounting to any Upon receiving an input signal from either a 416218 Spot Detector – 270 °F (132 °C)
suitable flat surface. Steel mounting brackets shorted detection wire or a closed thermal
are also available. detector, the following functions will be per- 416219 Spot Detector – 325 °F (163 °C)
All circuitry, relays, switches, and LED’s are formed automatically: 416220 Spot Detector – 360 °F (182 °C)
contained on a single PC board. A board 1. The Alarm LED will flash, the internal 416213 Spot Detector Package (one
mounted receptacle mates with the plug-in sounder will pulse at a rate of two times required per detector)
terminal block mounted in the back box. A per second. The alarm relay will transfer
high pitch sounder is threaded into the cover resulting in remote alarm operation, and 416214 Spot Detector Cable Clamp
and plugged into the PC board. The PC the shutdown time delay begins. (The Package (for use with protective
board is encapsulated to provide added pro- operator can repeat the shutdown time tubing) – one required for each
tection against moisture and dust. An RS232 delay if the DELAY button is pressed detector
connector is provided for field programming before the shutdown time delay has 416762 Spot Detector Cable Clamp
from a PC and for data retrieval from a trou- expired). Package (for use without protec-
ble and alarm event history file. The PC tive tubing) – one required for
board assembly contains a DIP switch for 2. After the shutdown time delay has
expired, the Alarm LED pulse rate and each detector
optional manual programming functions with-
out the use of a PC. the sounder pulse rate will change to 416215 Flex Protective Tubing – 100 ft.
four times per second. The shutdown (30.5 m)
INTERNAL CONNECTIONS relay will transfer resulting in equipment
shutdown (when provided), and the dis- 416221 Spot Detector Bracket – one
The internal battery is connected to the PC required for each detector
charge time delay begins (when set).
board via a single plug. The external power 416784 AMP Crimp Tool (required for
is connected to the field connection terminal 3. After the discharge time delay has
expired, the control module release cir- spot detector assembly)
strip located in the back box.
cuit operates, resulting in the fire sup- 416113 Pneumatic/Linear Detector, 35 ft.
The field connection terminal strip located in pression system actuation. (10.7 m) (Model 808-DRV)
the back box is a 16 position terminal block
containing the following terminations: After system discharge, the Alarm LED 416216 Cable Assembly, 15 ft. (4.6 m)
and sounder will continue to pulse at a (for pneumatic/linear detector)
Position
_______ Circuit Description
_______________ rate of 4 times per second for 30 sec- 416378 Mounting Clips Package for
1 + External 12/24 VDC Power onds. After that, it will switch to the trou- Pneumatic/Linear Detector
ble mode and pulse once every 10 Sensing Element (includes 100
2 – External 12/24 VDC Power seconds. clips)
3 + Detection Input If manual actuation is performed through 417055 Wire, 200 °C, 18 AWG-2 w/Shield
4 – Detection Input operation of the manual input circuit, the first and Drain Wire 500 ft. (152 m)
time delay will be by-passed and either
5 + Manual Input immediate release will occur or the second 56691 Nylon Cable Ties (Pkg. of 20)
6 – Manual Input time delay will begin. 56692 Rubber Sleeves (Pkg. of 20)
7 + Release Input If manual actuation is performed by operating 71820 Splicing Device (for linear detec-
the mechanical actuator, the fire suppression tion wire)
8 – Release Input system will immediately discharge. The shut-
9 Trouble Common down function will take place through the 419780 Power Wiring Assembly – 15 ft.
pressure switch circuit (if provided). (connector on one end only)
10 Trouble N.O.
419781 Power Wiring Assembly – 15 ft.
11 Alarm N.O. APPROVALS (connector on both ends)
12 Alarm Common FMRC (JI0B8A8.AF) 419782 Power Wiring Assembly – 10 ft.
13 Alarm N.C. (connector on both ends)
14 Shutdown N.O. 423520 Battery Shipping Assembly
15 Shutdown Common 419783 Battery Connection
16 Shutdown N.C. 423541 Release Circuit Test Module
423522 Operation and Maintenance
Manual
ANSUL and CHECKFIRE are registered trademarks.
ANSUL INCORPORATED, ONE STANTON STREET, MARINETTE, WI 54143-2542 715-735-7411 Form No. F-98131-1 © 1999 Ansul Incorporated Litho in U.S.A.
ANSUL ® DETECTION CHECKFIRE SC ®
AND CONTROL ELECTRIC

EQUIPMENT DETECTION AND
PARTS LIST ACTUATION
SYSTEM
1
3 39 41
40 37
4
5
14 6
7
13 8
15
12 9
22
19
10
31 24
11
16
28
17
18
21
25 20
30
26
38 23 27
29 35 34
32
33
FIG. PART FIG. PART

NO. DESCRIPTION NO. NO. DESCRIPTION NO.
– Actuator 24479 28 Bracket 54924
1 Knob 16470 29 Cartridge Shipping Assembly 6979
2 Boot 25883 30 Cartridge Shipping Cap 77251
3 Boot Adaptor 24418 31 Squib 24416
4 O-Ring 21964 – Hardware Package 79037
5 O-Ring 16047 32 Strain Relief (5) *
6 Stem 24417 33 Cap Screw, 1/4-20 x 1 1/2 Lg. (4) *
7 O-Ring 3469 34 Lockwasher, 1/4 in. (4) *
8 Puncture Pin 24420 35 Flatwasher, 1/4 in. (4) *
9 Spring 24421 36 Plug (2) (Not Shown) *
10 Body 24419 37 Check Valve 25627
11 Label 79548 38 Detection Wire –
12 Drive Screw 27857 – 100 Ft. (30.5 m) 71230
13 Chain 507 – 500 Ft. (152.4 m) 71231
14 Ring Pin 32342 39 Remote High Level Alarm 79559
15 Lead-Wire Seal 197 40 Squib Circuit Test Module 79200
16 Street Elbow, 1/4 in. 16635 (9 VDC Battery Not Included)
17 Gasket 181 41 Thermal Detector –
18 Hex Jam Nut 24123 – 270 °F (132 °C) 416218
– Control Module Assembly 78952 – 325 °F (163 °C) 416219
19 Enclosure Assembly 79204 – 360 °F (182 °C) 416220
20 Alarm/Shutdown Relay Module 79202 42 Label Package (Not Shown) 79064
21 Detection/Output Module 79203 – Label, Time Delay *
22 Battery Module 73140 – Sticker, Time Delay *
23 Squib Connector Assembly 79062 – Label, Fire Alarm *
24 Front Cover (MCU Module) Assembly 79201 – Label, Caution *
25 Screw (Package of 10) 417807
26 Bottom Cover Assembly 78731
27 Screw (Package of 10) 417807 *Not available separately
ANSUL and CHECKFIRE are registered trademarks.
ANSUL INCORPORATED, ONE STANTON STREET, MARINETTE, WI 54143-2542 715-735-7411 Form No. F-89170-2 ©1997 Ansul Incorporated Litho in U.S.A.
LOADERS
TORO
Automatic Central
Lubrication
1. Operation 5. System start-up

2. Grease dose unit 6. Maintenance
3. Grease pump unit 7. Lubricant
4. Electronic control relay 8. Disassembly of pump unit
8/92
MODEL All TOROs
PAGE O 1.1
DATE 8/92
TORO Automatic Central Lubrication
The TORO automatic central lubrication system has been developed
expressly for reliable Operation in the demanding conditions of mining.
This system minimizes both daily and shift maintenance jobs as it carries
out most of the required lubrication work automatically.
The system, however, requires appropriate service and maintenance. This

leaflet gives full information about operation of the system as well as details
about system components.
magnetic valve
time relay
pump unit
line 2
line 1 pressure switches
dose units
lubricating
pipes
1. Operation of the system
The system operation is controlled by an electronic control relay. The pump
unit of the system is driven by pressurized oil.
Lubrication begins when electric current from the control relay opens
control valve, which provides oil pressure to drive the pump so that it
performs a work stroke and lubricant pressure rises in line # 1.
As the pressure rises in the line, the grease dose units begin to operate, and
half of the lubrication points in the system receive lubricant. Each dose unit
will feed a precise amount of lubricant to the lubrication points at the full
pressure developed by the pump, even if the pressure resistance at the
lubrication points varies. The pressure in line # 1 then falls and after a
preset time, the control valve will close. The pump performs another work
stroke in the opposite direction and the pressure in line # 2 begins to rise.
The other half of the lubrication points in the system then receives
lubricant. The pressure in line # 2 falls and after another preset period of
time the lubrication cycle is interrupted. A new lubrication cycle occurs and
the sequence is repeated.
MODEL All TOROs
PAGE O 2.1
DATE 8/92
2. Grease dose unit
#
The pressurized lubricant is first led from the pump unit to input
opening (A) of the dose unit. From here it first forces distribution valve (1)
to the left, and then flows on to the right hand side of dose piston (2) and in
turn forces it into the left hand position.
The lubricant from previous stroke flows from the left hand side of the dose
piston through a non-return valve via opening (D) to the lubrication point.
During the other lubrication cycle, input B of the dose unit becomes
pressurized. Now the fresh lubricant entering the doser moves the
distribution valve to the right and pressurizes the left hand side of the dose
piston to force it into the right hand position.
The lubricant from the previous stroke, which has been stored here, then
flows from the right hand side of the dose piston through another non-return
valve via opening (C) to the lubrication point.
At the same time the dose piston moves, it is possible to monitor the
movement of the piston from the outside of the dose unit by an indicator pin
which is connected to the piston. Movement of this pin may be used to
check that the dose unit is in proper working order.
Adjustment of the actual dose for each dose unit is carried out separately by
means of hexagonal head screw (3) that changes the stroke lenght of the
input piston. Adjustment must be carried out when the dose piston is in the
left hand position i.e. input A is pressurized.
MODEL All TOROs
PAGE O 2.2
DATE 8/92
Two different types of dose units are used in the system:
SGA 11 grease dose unit - one lubrication point and
SGA 12 grease dose unit - two lubrication points.
Model Dose range

SGA 11 0,4...3,0 g/cycle
SGA 12 0,2...1,5 g/cycle
Adjustment screw SGA 11 SGA 12

rounds from bottom g/cycle g/cycle
4 0,4 0,2
7 0,8 0,4
10 1,2 0,6
14 1,6 0,8
17 2,0 1,0
24 2,8 1,4
MODEL All TOROs
PAGE O 3.1
DATE 8/92
3. Grease pump unit
3.1 Main components

1. Access plug 8. Shuttle valve
2. Lubricant container cover 9. Container overfill protector
3. Air bleed screw 10. Limit switch
4. Feed piston 11. High pressure filter
5. Lubricant container 12. Container fill nipple
6. Hydraulic cylinder 13. Pump air bleed screws
7. Lubricant high pressure pump 14. Piston rod
15. Grease pump piston
MODEL All TOROs
PAGE O 3.2
DATE 8/92
3.2 Operation
Refer to chapter 1 for basic operation of system.
When the lubrication cycle begins, hydraulic oil is directed through a

magnetic valve to the piston side of the hydraulic cylinder (6).
Piston rod (14) connects the cylinder to pumps piston (15). Lubricant from
the left side of piston is forced out to line # 1. On its way out the lubricant
moves shuttle valves (8) spool to such a position that connection from the
right hand side of piston to line # 2 is blocked. At the same time a vacuum
on the right side (created by the piston moving to left) together with
pressure acting on top of the feed piston will force fresh lubricant from the
container to the pump through a one-way valve (E-E).
A set amount of lubricant is required for the lubrication cycle and after dose
units have performed their full stroke, the rest of the lubricant is returned to
the container. This is achieved by a controlled flow, by-passing the shuttle
valves spool to reach return hole (16).
By-passing is controlled with a specified tolerance between the spool and

the valve body.
Hydraulic pressure is directed to the piston rod side of the cylinder. Another
lubrication cycle begins. The line lubricant is forced to line # 2. All other
functions remain the same as in the previous cycle except that the refilling
of the pump is done through a one-way valve (D).
When the lubricant container becomes empty, the feed piston pushes the
indicator pin (C-C) down. The pin activates limit switch (10) and operation
of the system is interrupted. A visual signal (red light) is then given to the
operator. The container is refilled by pumping grease through nipple (12)
and high pressure filter (11). When the container is full, an excessive
amount of lubricant will flow out through valve (9).
MODEL All TOROs
PAGE O 4.1
DATE 8/92
4. Electronic control relay
The different operating cycles are controlled by electronic time relay with
blinker function. The system has one or two yellow indicator lights on the
instrument panel showing the functioning of the lubrication system. There
is also one red indicator light which lights up if lubricant container becomes
empty.
One of the lubrication lines is always pressurized because the time relay has
a symmetrical on-off function. The time can be adjusted from 0,1 s to 10 h.
Basic time area is selected by DIP-switches and the exact time by turning
the adjusting screw. With the adjusting screw the time can be adjusted from
10...100 % of the basic time.
Factory setting of the relay is 10 minutes. The electronic time relay controls
magnetic valve causing pressurized oil to flow to the hydraulic cylinder of
the pump unit.
DIP-
switches
Time area 1s 10 s 1 min 10 min lh 10 h

MODEL All TOROs
PAGE O 5.1
DATE 8/92
5. System start up
5.1 Filling the lubricant container
The lubricant container is filled through the filling nipple in the high-
pressure filter housing.
Filling is complete when excess lubricant runs out through the container
safety valve.
When the lubricant container is full the feed piston will rise to the
uppermost position. Any possible air that may be trapped in the lubricant
container can be removed as follows:
- remove the access plug in the cover of container

- open the air bleed screw in the feed piston about three turns and
- continue filling until lubricant coming through the hole in the bleed
screw is completely free of air
- after this, close the air bleed screw and replace the plug.
During the filling operation it is not necessary to vent the container as

described above if you are certain that there is no air in the container and
that none has been let in during filling.
MODEL All TOROs
PAGE O 5.2
DATE 8/92
5.2 Main pipe lines
To bleed the main pipes, the following actions must be taken:
- remove the most distant plugs from the base plates of dose units -run the
pump until the air
- free lubricant comes from the line ends and close the plugs.
The operation is complete when air-free lubricant comes from all line ends.
Whenever the lubricant container becomes empty during bleeding, fill the
container as in item 5.1.
5.3 Lines from dosers to lubrication points
When the lubrication lines are long or if there is a great difference in their
lengths, they should be filled before installation using a grease gun.
MODEL All TOROs
PAGE O 6; 7
DATE 8/92
6. System monitoring and maintenance
Any dirt in the lubricant may cause operational faults in the dose units or
damage to the bearings. The entry of dirt into the system is prevented by the
high pressure filter in the pump unit.
The filter should be cleaned at least twice a year. Any obstruction in the
filter will cause an increase in the filling time. After cleaning, the filter
housing must be filed with grease prior to assembly.
In such circumstances that the feed pipes from the dose units to the
lubrication points are in an unprotected position, where they may be easily
damaged, they should be checked after every shift to ensure that lubricant
reaches the lubrication points.
After the system has been in use for a couple of weeks, all lubrication points
should be checked.
If required, the dose units may be adjusted to give a greater or lesser amount
of lubricant. This adjustment can be performed over a period of weeks or
months so that finally a suitable dose can be found for each bearing
according to its individual conditions.
7. Lubricant
At normal interior temperatures, all standard lubricants and greases, with
penetration 265/295 (NLGI 2) and dropping point 180°C, may be used in
the system.
Whenever using grease, thicker than NLGI No. 2, we ask you to contact
ARA OY/Service or the local TORO representative to see if it is suitable for
the system.
7.1 Examples of the greases

Castrol LM Grease Castrol MS 1 Grease
Esso Multipurpose Grease Esso Multipurpose Grease Moly
Esso Beacon 2 Esso Beacon EP 2
Mobilgrease MP Mobilgrease Special
Mobilux 2 Mobilux EP2
Shell Retinax A Shell Retinax AM
Shell Grease LiX 2
MODEL All TOROs
PAGE O 8.1
DATE 8/92
8. Disassembly of pump unit
Clean all parts thoroughly and inspect for wear and damages. Replace all worn parts and
always use new seals for reassembly.
Reassembly is done in reverse order to disassembly.
Grease container
Remove high pressure filter
Pay attention to position of the parts

MODEL All TOROs
PAGE O 8.2
DATE 8/92
Remove the shuttle valve
Shuttle valve dismantled

MODEL All TOROs
PAGE O 8.3
DATE 8/92
Remove the grease container cover
Remove the piston

MODEL All TOROs
PAGE O 8.4
DATE 8/92
Limit switch
Test the limit switch
by manually pushing the pin from inside of the container

MODEL All TOROs
PAGE O 8.5
DATE 8/92
Remove check valves

Actuating cylinder
Remove the cylinder cover

MODEL All TOROs
PAGE O 8.6
DATE 8/92
Remove the piston from piston rodop and lubricant piston
Remove the actuator piston and cylinder

and after that the lubricant piston
SAFEMATIC OY SAFEMOBE
SGH - 50
FUNCTION OF SGH - 50 SYSTEM
STEERING CENTRE
ALARM-SIGNAL LAMP
PUMP UNIT
- PUMP
- LUBRICANT BARREL
- FILTER
LINE 1
LINE 2
BODY PIPES
STEERING
VALVE PRESSURE SWITCHES
CREASE DOSING
MODULE BLOCK
LUBRICATING PIPES
The operation of SGH-50 system is steered by electrically functioning steering centre. The
pump unit of the system receives its driving power from hydraulics. At the beginning of a
lubricating cycle the electrical current coming from the steering centre opens the steering
valve 1, whereat the hydraulics pump performs a working stroke and the pressure of the
lubricant in line 1 increases. When the pressure still is rising, the dosing modules work and one
half of the lubrication points of the system get lubricated. The dosing modules feed with full
pressure generated by the pump an exact, predetermined amount of lubricant to every
lubrication point, notwithstanding different counter pressures. If the pressure does not rise
higher than the adjusting value of the pressure switch in the end of the main pipe, the steering
centre switses on alarm. After a predetermined time the steering valve 1 closes and the
pressure in line 1 sinks. After a brake adjusted from the steering centre, the steering valve
2 opens, the pump performs a working stroke and pressure in line 2 rises.
SGH - 50
ADJUSTMENT OF SGH - 50 SYSTEM
The pressurizing time of the pump shall be adjusted 1O-5O per cent longer than is required
from the start of the pump to the moment that an impuls is given. Check that even the most
extreme lubrication points of the system get lubricated. (Usually a pressurizing time of 3
minutes is adequate).
The steering centre switches on the alarm circuit, if
- the main pipe is leaking

- the lubricant is exhausted in the barrel
- there is air in the pump
- the income of pressurized air has finished or diminished to be inadequate.
The lubrication interval is so adjusted that the bearings that need most often lubrication
absolutely get their adequate lubricant amount. For those bearings which need lubrication more
seldom will analogously be chosen so small dosis range that no harmful over-dosing can take
place. (The most common lubrication intervals are from 0,5 to 3 h).
The operating pressure of a hydraulic pump can variate from 9 to 23 bar, which corresponds to
a lubricant pressure of 88-220 bar in the main lines 1 and 2.
INTRODUCTION OF SGH - 50 SYSTEM
FILLING OF THE LUBRICANT BARREL
The lubricant barrel is filled through a filling nipple at the high-pressure filter housing. The barrel
is full when extra lubricant is leaking from the safety valve of the lubricant barrel.
When the lubricant barrel is full the follower plate is in its upper position. Now the possible air in
the lubricant barrel can be removed as follows: The hexagonal plug in the cover of the lubricant
barrel will be opened. The deaerating screw in the follower plate shall be opened for about three
turns and the filling of the barrel shall be continued as long as fully airless lubricant comes out of
the hole in the deaerating screw. After that the deaerating screw shall be closed. The hexagonal
plug shall be screwed down. During the following fillings the lubricant barrel needs not to be
deaerated, if it is certain that there is no air in the barrel and it has not got in there during the
filling.
DEAERATING OF THE PUMP SGH - 50
If there is air in the pump, the pressure of the lubricant in the main piping of the system may not
increase high enough.
The pump must be deaerated as follows: The steering centre is adjusted to shorter pressurizing
time and the pump is operated with the "Extra lubrication" switch.
Deaerating screws in the housing of the non-return valve are opened for about three turns. The
pump is allowed to work as long as fully airless lubricant comes out of the holes in the
deaerating screws during the pressurizing period of both lines. After that the deaerating screws
are screwed down and the adjustments of the steering centre are returned to normal.
SGH - 50
MAIN PIPING
When filling, or afterwards deaerating the piping, following measures must be taken into
account. All closing plugs of the dosing modules and pipe branches must be removed. The
pump is operated as long as fully airless lubricant comes out of the closing plugs nearest to the
pump and the plugs involved are fastened. Above-mentioned measures are repeated until fully
airless lubricant comes out of the openings. If the lubricant runs out of the barrel during filling,
the filling shall be performed according to paragraph 6.1.
LUBRICATING PIPES
If the lubricating pipes are long or if the length differences are great, there is reason to fill the
pipes in advance by means of a hand press.
CLEANNESS
When the system is being installed, adjusted or maintained, absolute cleanness must be
obeyed. If in doubt impurities have gone into the main or lubricating piping, lubricant has to be
pumped through the piping until the impurities come out of the main piping. During this action
the closing plugs and the couplings have to be loosened. If there are plenty of impurities in the
pipings they must be rinsed.
CONTROL AND MAINTENANCE OF SGH - 50 SYSTEM
Impurities in lubricant may cause operational disturbances in dosing modules or damage

bearings. In order to prevent impurities from coming into the system, the SGH 50 pump unit is
provided with a high-pressure filter, which has to be cleaned every six months.
If the feed pipes from the dosing modules to the lubrication points are in unsheltered places,
where they can be easily damaged, it is due to check at certain intervals that the lubricating
pipes are undamaged and that the lubricant reaches the lubrication points.
After the system has been in function for some weeks it is worth to check every lubrication
point. If necessary, the lubrication dosis can be lessened or increased by turning the hexagonal
screw.
The adjustment can be performed during some weeks or months to find the exactly right
lubricant amount for every bearing.
LUBRICANT
Safematic SGH - 50 system can be used in inside as well as in outside temperatures and all
usual lubrication oils and greases can be used in it. If thicker grease than NLGI Class 2 is
preferred, please contact oy Safematic Ltd to ensure that the lubricant is suitable for the
system.
Due to the Safematic dosing modules being fully forced operating, i.e. the dosing pistons move
to and fro with the full pressure generated by the pump, the system can be operated also in cold
weather, subject to the concerned lubricant being pump able in the concerned temperature.
Please contact Safematic Oy to ensure the suitability of the grease.
SGH - 50
LOCATION OF FUNCTION DISTURBANCE IN SGH - 50 SYSTEM
Cause of the function

Function disturbance Way of repairing
disturbance
The alarm-signal light burning The level switch in the lubricant barrel Fill the lubricant barrel
gives alarm.
The main pipe between the pump and Locate and repair the leakege.
the dosing modules leaks.
Air in the pump. Deaerate the pump.
Air in main piping. Deaerate the main piping
Hydraulic pressure is insufficient Regulate the pressure at least at 10 -

12 bar. Notice: Sometimes occasional
changes in pressure may give cause to
the lihgting of the alarm signal lamp
even if no visible cause for the alarm
could be observed later.
One bearing gets too little lubricant or The dose is too little. Regulate the dose larger.
nothing at all.
The lubrication pipe between the Check and repair.

dosing module and the lubrication
point is damaged.
A mote in the dosing module prevents Change or clean the dosing module.
the feeding piston from moving.
The normal working pressure is Increase the working pressure

insufficient because of non-return temporarily or clean the lubrication
pressure caused by blockage in a point.
bearing.
Grease has stiffened (e.g. with cold) in Change the grease for a thinner and
the piping and the dosing module does more cold-resistant one. In grease the
not receive enough pressure. working pressure temporarily. If this
does not have any effect, warm the
piping.
A bearing gets too much lubricant The dosing module is damaged. Change the dosing module.
although the dosage adjustment is
small.
In case the location or repair of function disturbance leads to difficulties, please contact us
immediately
SAFEGREASE 2
DOSER GROUPS
DOSER GROUPS
TABLE OF CONTENTS
1 GENERAL DESCRIPTION ............................................................................................................................. 1
2 DESIGN .......................................................................................................................................................... 1
3 OPERATION ................................................................................................................................................... 1
3.1Dosers with two outlets ............................................................................................................................ 1
3.2Dosers with one outlet ............................................................................................................................. 1
3.3The unfastening and fastening of the doser............................................................................................. 2
4 ADJUSTMENT................................................................................................................................................ 2
4.1General .................................................................................................................................................... 2
4.2Doser adjustments ................................................................................................................................... 2
5 TECHNICAL SPECIFICATION ....................................................................................................................... 3
5.1Technical specifications ........................................................................................................................... 3
5.2Connections ............................................................................................................................................. 4
5.3Size of lubrication dosage........................................................................................................................ 4
5.4Symbols ................................................................................................................................................... 5
6 SPARE PARTS..................................................................................................................................................7
6.1 Seal kits.....................................................................................................................................................7
6.2 Repair kits ................................................................................................................................................7
6.3 Other spare parts .....................................................................................................................................7
20 APPENDICES
ADOS3AEN.doc 09.12.2004 Rev. 3A

SAFEGREASE 2 1 (7)
DOSER GROUPS
DOSER GROUPS
1 GENERAL DESCRIPTION
Note Numbers in brackets are part numbers in the drawing 461503.
A doser group consists of a base plate (pos. 1) and one or several dosers installed onto the base
plate (pos. 2). The base plate divides the lubricant to the dosers, which feed the preset amount of
lubricant to the lubrication points.
2 DESIGN
The doser includes a dosage cylinder (pos. 4) which is equipped with double sealed
piston (pos. 3) and a pilot valve for each doser (pos. 5). The movement of the piston valve is
adjusted with the adjusting screw (pos. 6). Indicator (pos. 7) shows the doser operation.
Since the lubrication outlet connections are equipped with check valves (pos. 8), the design of
the dosers makes it possible to feed small amounts of lubricant from the dosers.
3 OPERATION
3.1 Dosers with two outlets
During normal sequential operation, dosers with two outlets feed lubricant to opposite sides of
the outlet connections.
The pressure in the line increases during pressurization and the doser pilot valve moves to its
extreme position, whereupon the lubricant moves the piston. When the piston moves, it pushes
the lubricant through the base plate check valve to the lubrication pipe or lubrication hose and
further to the lubrication point.
When the pumping starts again, the directional valve directs the lubricant to another main line
whereupon the doser pilot valve directs the lubricant to the opposite side of the piston. When the
piston moves, it pushes the lubricant through the base plate check valve and further to the
lubrication point.
3.2 Dosers with one outlet
During normal sequential operation, dosers with one outlet always feed lubricant to the same
outlet connection.
The design of the doser with one outlet is different from the design of the doser with two outlets
only by the design of the pilot valve, which makes it possible to choose the outlet connection
from the base plate. The unnecessary outlet on the base plate must be plugged. The operation of
the doser with one outlet is similar to the operation of doser with two outlets.

SAFEGREASE 2 2 (7)
DOSER GROUPS
3.3 The unfastening and fastening of the doser
Warning When changing the dosers, make sure that there is no pressure in the system.
Caution If the doser screws are tightened too tightly, the operation of the doser
might be prevented. The maximum tightening torque is 8 Nm.
Caution When changing the doser, make sure that the type marking on the doser
and the number of outlets are identical. The last number on the doser type
shows / equals the number of outlets.
4 ADJUSTMENT
4.1 General
The lubricant dosage is adjusted by changing the movement of the piston with the adjusting
screw.
4.2 Doser adjustments
Move the adjustment screw with an allen key to perform the adjustment of the SGA-dosers.
SG-dosers are adjusted with an allen screw, which is located inside of a metal cover. The other
end of the allen screw is located in the dosage cylinder, so the adjustment affects direct to the
piston.
During both pressurizations of the lubrication cycle the doser with one outlet always feeds the
lubricant to the same lubrication point. The doser with two outlets alternately feeds the lubricant
to two different lubrication points. This has been taken into account in the adjustment graphs.
Table 1. The drawing numbers of the adjustment graphs.

Doser type (ZN, SS) Drawing number (g) Drawing number (oz.)
SGA-011, SGA-012 460120A 460221B
SGA-11, SGA-12 460122A 460146A
SGA-21, SGA-22 460123C 460142C
SG-31, SG-32 460124B 460143A
SG-41, SG-42 460126A 460145A
SG-51, SG-52 460128B 460144A

SAFEGREASE 2 3 (7)
DOSER GROUPS
SGA-doser adjustment
1. Remove the plastic cover.

2. Make sure that the indicator is inside of the doser body.
Caution SGA-doser will be damaged, if the adjustment screw is adjusted against the
indicator.
3. Turn the adjustment screw to its basic position, where the adjustment screw lightly touches
the indicator.
4. Look at the adjustment graph for the number of adjustment screw turns that correspond to
the desired lubrication dosage.
5. Turn the adjustment screw outward as many turns as instructed from the doser body. The
marking slots of the indicator make the adjustment easier.
6. Replace the cover.
SG-doser adjustment
1. Remove the metal cover of the allen screw.

2. Turn the allen screw to its basic position, level with the threading on the body.
3. Look at the adjustment graph for the number of allen screw turns that correspond to the lu
brication dosage.
4. Turn the allen screw outward as many times as instructed from the doser body. If the
number of the turns is negative, turn the allen screw inside the doser. The marking slots of
the metal cover make the adjustment easier.
5. Replace the cover.
5 TECHNICAL SPECIFICATION
5.1 Technical specifications
Table 2. Technical specifications of a doser group

Value Range Unit Description
t -25…+120 °C Operation temperature range
-13…+248 °F
pmax 250 bar Max. pressure, 01-dosers
300 Max. pressure, other dosers
M 4-8 Nm Tightening torque range of the dosers

SAFEGREASE 2 4 (7)
DOSER GROUPS
5.2 Connections
Input and output connections are in the base plate.
Input
• lubricant (2 pcs), main line inputs, female thread R 1/4" or NPT 1/4"
Output
• lubricant (2 pcs), main line outputs, female thread R 1/4" or NPT 1/4
• lubricant (2-12 pcs), lubrication piping outputs, female thread R 1/8" or NPT 1/8"
5.3 Size of lubrication dosage
The minimum and maximum size of the lubrication dosages during one lubrication cycle of
different type of dosers is shown in the table. The margin of error is ± 5 %.
In the test the thickness of the grease used 0.88 g/cm3.
Table 3. The minimum and maximum dosage size during one lubrication cycle.
Doser Minimum dosage Maximum dosage
SGA-011 0.30 g 1.45 g
SGA-012 0.15 g 0.70 g
SGA-11 0.50 g 2.55 g
SGA-12 0.25 g 1.25 g
SGA-21 1.50 g 8.75 g
SGA-22 0.70 g 4.35 g
SG-31 8.5 g 56.0 g
SG-32 4.3 g 28.0 g
SG-41 19.3 g 92.0 g
SG-42 9.65 g 46.0 g
SG-51 86.3 g 177.0 g
SG-52 43.1 g 88.4 g

SAFEGREASE 2 5 (7)
DOSER GROUPS
5.4 Symbols
Table 4. The symbols of dosers
SGA-xxy-zz-B Abbreviation Description

SG: SG The type of lubrication system, SafeGrease
A: A Small doser (sizes 01, 1 and 2)
No symbol Big doser (sizes 3, 4 and 5)
xx: 01 Doser size 01
1 Doser size 1
2 Doser size 2
3 Doser size 3
4 Doser size 4
5 Doser size 5
y: 1 One outlet
2 Two outlets
zz: ZN Doser material,
zinc-coated and yellow-passivated steel
SS Doser material,
stainless steel AISI-316
B: No symbol Normal doser
B Special doser designed for silicone greases
Example:
SGA-012-SS
Doser material, stainless steel AISI-316
Number of outlets, 2 outlets
Doser size, size 01
Small doser
Type of lubrication system, SafeGrease

SAFEGREASE 2 6 (7)
DOSER GROUPS
GROOVE 0
GROOVE 1
GROOVE 2
GROOVE 3
GROOVE 4
REQUIRED HEX KEY
4
CODE TYPE DESCRIPTION DOSAGE RANGE

12387460 SGA-011-ZN ONE LUBE POINT DOSER ZN 0.30-145 G/CYCLE 12387510
12387510 SGA-012-ZN TWO LUBE POINT DOSER ZN 0.15-0.70 G/CYCLE 12386560
12386560 SGA-011-SS ONE LUBE POINT DOSER SS 316 0.30-1.45 G/CYCLE 12386610
12386610 SGA-012-SS TWO LUBE POINT DOSER SS 316 0.15-0.70 G/CYCLE
12388800 SGA-01-KIT1 SAFE-R SEAL KIT

12388840 SGA-01-ZN-KIY2 REPAIR KIT ROR ZN DOSERS
12388850 SGA-01-SS-KIY2 REPAIR KIT ROR SS 316 DOSERS
DOSERS INCLUDE ALL NECESSARY RASTENING SCREWS AND PLUGS
ADJUSTMENT GRAPH FOR SGA-011 DOSER ADJUSTMENT GRAPH FOR SGA-011 DOSER
WITH THE ADJ. SCREW IN THE COMPLETELY IN POSITION
WITH THE ADJ. SCREW IN THE COMPLETELY IN POSITION

TURNS COUNTERCLOCKWISE
TURNS COUNTERCLOCKWISE
DOSAGE: G/LUBRICATION CYCLE ± 5% DOSAGE: G/LUBRICATION CYCLE ± 5%
GREASE DENSITY 0.88g/cm3
DESCRIPTION MATERIAL DIM,PATT CODE/QTY/PART

DETAIL DRAW
ITEM (WEIGHT KG) QTY
MATERIAL DESCRIPTION
SPECIFICATION OF PART
DRAWN
DESIGNED LeL SGA-011-ZN,SGA-012-ZN PREVIOUS DRG FUTURE DRG
SGA-011-SS,SGA-012-SS DATE PROJECT

DOSER 3.2.1998
SCALE DRAWING NUMBER
MUURAME - FINLAND 460120A

Bladder Accumulator BAE Series - Maintenance Intructions
Disassembly of Hydraulic Port Reassembly of Bladder Disassembly of Hydraulic Hydraulic Port Installation
and Bladder 1. After shell has been cleaned and inspected, Port and Bladder
1. Figure 1. Once the accumulator has been replace accumulator shell in vise or on table.
removed from the equipment, the accumulator body 2. Spray the inside of the accumulator shell with a
should be secured in a vise, preferably a chain vise. liberal amount of clean system fluid to lubricate and
If a standard jaw vise is used, brass inserts should cushion bladder. Make sure the entire internal of the
be used to protect the accumulator hydraulic port shell is lubricated.
3. With all gas completely exhausted from bladder,
assembly from damage. Clamp on wrench flats only
when using a jaw vise to prevent accumulator from collapse bladder and fold longitudinally in a compact 6
turning. roll.
2. Figure 2. Remove bleeder plug (if the accumulator 4. Figure 8. Insert the bladder pull rod through the
is equipped with one) on hydraulic port assembly. valve stem opening and through the shell fluid port;
Using a spanner wrench, remove lock nut from the attach the bladder pull rod to the bladder valve stem.
hydraulic port assembly; use an adjustable wrench 5. With one hand, pull the bladder pull rod while
on the flats located on the port assembly to prevent feeding the bladder into the shell with the other hand.
port assembly from rotating. Slight twisting of bladder will assist in this insertion.
3. Figure 3. Remove spacer, then push the hydraulic 6. Figure 9. Once the bladder valve stem has been
port assembly into the shell prior to next step. pulled through the valve stem opening in the shell,
4. Figure 4. Insert hand into the accumulator shell install the valve stem nut by hand. 8
and remove the o-ring backup and o-ring. Once the valve stem nut is in place, remove the
5. Seperate the anti-extrusion ring from the hydraulic bladder pull rod. 1 11
port.
6. Fold anti-extrusion ring to enable removal of anti- Hydraulic Port Installation
extrusion ring from shell. 1. Holding the hydraulic port assembly by the
7. Figure 5. Remove hydraulic port plug from threaded end, insert the poppet end into the shell fluid
accumulator shell. port. Lay complete assembly in side shell.
8. Figure 6. Remove jam nut from bladder valve 2. Figure 11. Fold anti-extrusion ring to enable
stem. Secure valve stem from twisting with an insertion into the shell. Once the anti-extrusion ring
appropriate wrench applied to the valve stem flats. has cleared the fluid port opening, place the anti-
9. Figure 7. Fold bladder and pull out of accumulator
shell. A slight twisting motion while pulling on the
extrusion ring on the hydraulic port assembly with the
steel collar facing toward the shell fluid port.
2 12
bladder reduces effort required to remove bladder 3. Pull the threaded end of the hydraulic port
from shell. If bladder is slippery, hold with a cloth. assembly through the shell fluid port until it seats Reassembly of Bladder
solidly into position on the shell fluid port opening.
Clean & Inspect 4. Figure 12. With port assembly firmly in place,
Cleaning: All metal parts should be cleaned with a install valve core into the bladder stem. Slowly
cleaning agent. Seals and soft parts should be wiped pressurize the bladder, using dry nitrogen with
clean. sufficient pressure (approximately 2,5-3,5 bar) to hold
Bladder: Inflate bladder to normal size. Wash hydraulic port assembly in place so both hands are
free to continue with assembly.
bladder with a soap solution. If soap solution
5. Figure 13. Install o-ring over hydraulic port 3 13
bubbles, discard bladder. After testing, deflate
bladder immediately. assembly port assembly and push it into the shell fluid
Hydraulic Port: Inspect assembly for damage; port until it has bottomed out against washer.
check the poppet plunger to see that it spins freely CAUTION: Do not twist o-ring.
and functions properly. In cases where the 6. Install o-ring backup over hydraulic port assembly
accumulator is used with water, check assembly for and push until it bottoms against o-ring. Insert spacer
rust and/or defective plating. If rust is detected, clean with the smaller diameter of the shoulder facing the
with commercial rust remover. If parts are pitted, accumulator shell.
replace with new components. If protective plating is 7. Figure 14. Install the lock-nut on the poppet
damaged, replace with new components. assembly and tighten securely. This will squeeze the
Seals: Check anti-extrusion ring and soft seals for o-ring into position. Use appropriate wrench on flats of 4 9 14
damage and wear; replace all worn or damaged port assembly to insure the unit does not turn.
seals with original equipment 8. Thread bleeder plug and seal into the hydraulic port
seals from Parker Hannifin. assembly.
Shell: After shell has been cleaned with a cleaning 9. Pre-charge accumulator to desired pressure. See
agent, check the inside and outside of shell. Special pre-charge instructions. Install accumumulatorulator
attention should be given to the area where the gas on machine.
valve and hydraulic assembly pass through the shell.
Any nicks or damages in this area could destroy the
accumulator bladder or damage new seals. If this
area is pitted consult factory. 5 10
-1 - -2-
Bladder Accumulator BAE Series - Maintenance Intructions
Spare parts and Repair Kits
Gas Valve Assembly Fluid Port Assmbly
Part List Bladder Repair Kits
Model Compound
Standard-NBR Low Temperature NBR
1* Protective cap
Code 1 2
2* O-ring – protective cap BAE01 BAE-BK01NBR BAE-BK01LTNBR
3* Gas vlave BAE02 BAE-BK02NBR BAE-BK02LTNBR
4* Gas valve lock nut BAE04 BAE-BK04NBR BAE-BK04LTNBR
5* Bladder BAE06 BAE-BK06NBR BAE-BK06LTNBR
BAE10 BAE-BK10NBR BAE-BK10LTNBR
6 Shell BAE20 BAE-BK20NBR BAE-BK20LTNBR
7 Identifivcation plate BAE24 BAE-BK24NBR BAE-BK24LTNBR
8 Hydraulic port assembly BAE32 BAE-BK32NBR BAE-BK324LTNBR
9* Anti-extriusion ring BAE50 BAE-BK50NBR BAE-BK50LTNBR
10 Port spacer
11* O-ring - hydraulic port
12* O-ring back-up washer
13 Fluid port lock nut
14* Bleed plug
15* Sealing washer for bleed plug
* - included in bladder repair kit
-3-
Emergency Radio
IRC T60
23.10.2009
1. Introduction:................................................................................................................................ 1
2. System programming .................................................................................................................. 1
2.1 Transmitter programing ........................................................................................................ 1
2.2 Programming Rescue Receiver model T60RX-04ASL........................................................ 3
2.3 Programming receiver relays not to toggle........................................................................... 4
2.4 Erasing memory in Rescue Receiver model T60RX-04ASL ............................................... 4
3. Checking and testing the system................................................................................................. 5
3.1 Functions............................................................................................................................... 5
1. Introduction:
The emergency radio system (optional) is designed to release the brakes only in a rescue
situation when in Radio Remote Mode.
NOTE! Do not use it for a normal towing procedure.
When delivered, all the transmitters and receivers have the same standard code and working
frequency 433.92MHz. We advise you to change the code to your own personal code to comply
with your local regulations.
2. System programming
System programming need to be done when radio is installed at the first time to machine.
Program stay in the memory even the radio is out of power.
2.1 Transmitter programing
Transmitter model T60TX-03STL

Emergency Radio
IRC T60
23.10.2009
a) Open transmitter by removing 8 screws on the rear of the Transmitter
b) Set your own code:

- Select switch 1 to the ON position.
- Set your own code with dip switches (2) by switching any combination of the 10
dip switches. (Dip switches at standard code are in middle position)
c) Reinstall 8 screws on the rear of transmitter.

d) Transmitter is ready to use
Note! If the emergency radio system is assembled to various machines, the code should
be different in every system (machine).
Emergency Radio
IRC T60
23.10.2009
2.2 Programming Receiver model T60RX-04ASL
a) Open cover and power up the receiver
Open receiver
b) Program the receiver:

- Push button F for minimum of 0, 3 seconds and maximum of 4 seconds until the
red LED on the right side lights up.
- Push button S. All red LED's above the relays will light up
- Push button F and choose which relay you want to program. (LED above relay
will light)
- Push button S again
- Push the button on transmitter to drive the selected relay, until red LED on the
side flashes three times.
- Program all relays as needed.
Emergency Radio
IRC T60
23.10.2009
c) Test remote controller functions

- Push button 1 on transmitter, check if relay 1 energizes (LED above the relay will
light). When you release button, relay should also release. If relay stays on
energized, it is on toggle mode and you have to program it to push button mode.
- Push button 2 on transmitter, check if relays 2 and 3 energizes. When you release
button relays should also release.
- Push button 3 on transmitter, check if relays 2, 3 and 4 energizes. When you
release button relays should also release.
2.3 Programming receiver relays not to toggle

If relays do not toggle (original setup), then this step is not required.
- Push and hold button F for minimum of 0, 3 seconds and a maximum of 4seconds
until the red LED on the right side lights up.
- Push button F again. Yellow LED will light up
- Push button S (LED 1 light)
- With button F you can select the toggling relay. Yellow LED lights up when relay
is toggling
- Push button S. Yellow LED turns OFF.
- Push button F so many times that none of the LED above the relay is lighting.
- Repeat remote controller functions test procedure.
2.4 Erasing memory in the Receiver

This step is needed if wrong programming is made. When memory is erased then system
programming need to start at the beginning.
- Push and hold button (F) for minimum of 0, 3 seconds and a maximum of
4seconds until the red LED on the side lights then release button (F).
- Push button (S) and release, all red LED above the relays will light up.
- Push button (S) again and hold for minimum of 6 seconds or until red lights go
out the memory is now erased.
Emergency Radio
IRC T60
23.10.2009
3. Checking and testing the system

Note! Only trained and authorized personnel may operate the system.
3.1 Functions
Button 1 Engine (motor) stop

Button 2 Releasing the parking brake.
Connects the brake system magnetic valve and if the brake system is pressurized, releases the
brake.
Note! The parking brake engages if the button is not kept pushed.
Button 3 The electrically driven hydraulic pump is connected pressurizing the brake system and
releasing the brake.
NOTE: With 5-module machine also the button 1 have to be pushed when brakes
are released with the button 2 or button 3.
Emergency Radio
IRC T60
23.10.2009
3.2 System testing

The condition of the system must be taken seriously because malfunction of the
system might cause the brakes to release abruptly with severe consequences. If
anything looks suspicious call a service person.
On every 250 hours of operation, the function of the emergency radio system
must be tested as follows:
• While sitting in the cabin, machine on level, safe ground, start the engine (or
motor). Let the engine (or motor) run until the brake pressure has reached to a
certain limit. Do not release the brakes.
• Turn the remote control switch, located in the instrument panel, to the position 2
(remote mode). If the engine (motor) stops now, continue by pushing
transmitter’s button 2 as explained later.
Emergency Radio
IRC T60
23.10.2009
• By pushing the transmitter’s button 1, the engine (motor) should stop.
• Push and release repeatedly transmitter’s button 2, until the park brake and
service brake indicator lights stay on and addition to this, the low accumulator
pressure light lits.
• Push transmitter’s button 3 to start brake release pump, until all above mentioned
indicator lights go off and brakes are released.
• If the system works as described above then the system functions correctly.
• Turn the remote control switch back to the manual mode position 1.
• After testing the system, transmitter must be stored in a safe place outside the
machine, notably not in the operators cabin, so it is available if emergency
situation occurs.
Note! Ensure the transmitter batteries are kept in good condition for
disturbance- free operations.
NOTE! Maintain emergency radio receiver box free of moisture. Condensation

build up may cause the brakes to release by causing a short- circuit in
a key component in the receiver.
Note! The system and its components must be inspected and always
maintained. Ensure all components are
undamaged and functioning properly. Malfunction of the
system might cause the brakes to release without warning hereby
causing death or serious personal injury.
NOTE! Ensure there are no other emergency radio systems in use on

the same site and operating under the same frequency code.
NOTE! Do not leave the loader energised in the remote mode (the remote
control switch must be in the manual position 1) when not in use.
Ground engaging tools
in Action
Sandvik GET
total bucket concept
Sandvik’s integrated bucket solutions
Sandvik introduces its total bucket concept for underground
LHDs and loaders.
Our integrated bucket ground engaging tool (GET) solutions
guarantee longer bucket life, reduced wear and lower whole-of-
bucket costs.
Sandvik’s “whole-of-bucket” approach to the GET business,
provides bucket wear systems that increase bucket life,
delivering lower overall costs, and reducing costs per tonne of
material in underground mining operations.
In particular the focus has been on developing GET systems
for underground mining operations – where there has been
a lack of R&D investment by existing GET suppliers in
recent years.
While Sandvik’s GET systems are specifically designed to
meet the challenging requirements of hard rock underground
mining operations, they are also ideally suited to some surface
mining applications.
In addition, Sandvik’s GET systems are suited to a wide
range of OEM buckets and loading products – not just
Sandvik LHDs.
Sandvik’s total bucket concept focuses on four key areas of
bucket GET:
1. Cast corners: By adding structural strength as well as high
wear protection to bucket corners, bucket life is significantly
extended. This area of the bucket is prone to cracking and
high wear exposure, limiting the life of the bucket shell –
Sandvik GET systems provide consistent cost-per-tonne
savings by extending the operating cycle of the bucket.
2. Mechanical locking system: The hammerless design of
Sandvik’s mechanical locking system allows easy change
outs of individual shrouds. In addition, it enables easy re-
tensioning of the shroud against the lip – eliminating wear
in this area so that the shrouds can be changed out without
having to change the complete lip. This system increases the
life of the base lip – again significantly reducing costs.
3. Heel shrouds: The use of Sandvik heel shrouds minimises
the exposure of the bottom of the bucket shell during the
loading cycle – further prolonging bucket life, and reducing
costs.
4. Protector strips: Sandvik’s mechanically attached protector
strips with superior hardness offer increased protection for
the underside of the bucket, with short change out time and
no welding required – for increased bucket life, reduced
downtime and lower costs.
5. Cast profile bars: Sandvik’s integrated CPB system offers
additional protection for the primary lip and GET. The
system is weld-on, with excellent wear properties extending
GET life in aggressive ground conditions.
2 • SANDVIK GROUND ENGAGING TOOLS

Sandvik GET
mechanical lip system
Sandvik GET mechanically attached lip shrouds provide
a quick-change innovative wear solution for underground
loaders. Many lip systems require a costly weld build to
the rear of the boss – or even boss replacement – to enable
Spacer
effective shroud re-tensioning.
Cap screw
However, unlike conventional systems, Sandvik GET’s
Locking pin
adjustable locking system can be re-tensioned easily
and safely to minimise the destructive lip peening often
experienced with loose fitting shrouds. This is achieved
Shroud
simply by tightening the rear cap screw – making the
placement of the boss much less critical and providing a
quick and cost-effective solution.
Main features
• Quicker and easier to change than existing underground Installation procedure
GET systems 1. Slide shroud over lip and boss
2. Install locking pin downward into top leg of shroud and slide
• Adjustable locking system reduces costly lip damage and
it forward
change out times 3. Insert spacer down into remaining gap at rear of locking
• No welding required for change outs system
4. Install cap screw through rear of shroud and tighten
• Low-profile blade provides increased penetration
5. Insert cap screw plug.
• High strength, high hardness alloy provides high For detailed removal procedures, see pages 6-7.
resistance to wear.
Sandvik GET 32 mm Series 2 lip shrouds

Applications: Continuous-edge underground loaders
Make Model
Sandvik LH205L, LH207L, LH209L, LH306, LH307, LH410
Sandvik EJC 115, 145, 145E, 210, 245, 777
Sandvik Toro T-6, T-7, 006, 007, 151, 301, 400
Cat Underground R1300, R1500, R1600
Atlas Copco ST2.0, ST2.5, ST3.5, ST710, ST1022, ST1030
Sandvik GET 50 mm standard Series 2 lip shrouds

Applications: Larger LHDs in normal mining applications
Make Model
Sandvik LH512, LH514, LH517, LH621, LH625E
Sandvik Toro 0100, 0011, 650, 1250, 1400, 2500E, T-8, T-9, T-10, T-11
Cat Underground R1500, R1600, R1700, R2800, R2900, R2920G
Atlas Copco ST88, ST1020, ST1030, ST1520, ST-7.52, ST-8C, ST1800
Sandvik GET 50 mm heavy duty Series 2 lip shrouds

Applications: Larger LHDs in more aggressive mining applications
Make Model
Sandvik LH517, LH621,LH625E
Sandvik Toro 0100, 0011, T-10, T-11, 2500E
Cat Underground R1500, R1600, R1700, R2800, R2900, R2920G
Atlas Copco ST-8C, ST-1800, ST-1520
For detailed parts numbers, see pages 17–19.
SANDVIK GROUND ENGAGING TOOLS • 3

Sandvik GET 50 mm Series 2 lip assembly details
Example of a typical Sandvik GET 50 mm Series 2 lip assembly layout drawing. The Sandvik GET Series 2 mechanical GET system can be made to suit any width lip
in either 32 or 50 mm plate. Layout drawings can be supplied to assist in the fabrication of the lip assembly, ensuring correct alignment to the bucket. Lip assembly
layout drawings also list all required parts. The Sandvik GET 50 mm Series 2 offers two shroud alternatives: standard or heavy duty.
Sandvik GET 50 mm standard Series 2

Item Sandvik part number Supplier part number Description Qty A/B*
1 69039955 SBP50-PAS2 Pin assembly 9 A
2 69039951 SBP50X235-CL2 235 mm wide left-hand standard corner shroud 1 A
3 69039952 SBP50X235-CR2 235 mm wide right-hand standard corner shroud 1 A
4 69039950 SBP50X288-T2 288 mm wide standard transition shroud 2 A
5 69039948 SBP50X330-S2 330 mm wide standard straight shroud 2 A
6 69039949 SBP50X420-S2 420 mm wide standard straight shroud 3 A
7 69037874 SPB1X420 Weld-on profile bar 1 420 centre shroud 1 A
8 69039960 SPB50-B2 Weld-on boss 7 B
9 69037854 SCC50X175-LS Left-hand standard cast corner 1 B
10 69037855 SCC50X175-RS Right-hand standard cast corner 1 B
Sandvik GET 50 mm heavy duty Series 2

Item Sandvik part number Supplier part number Description Qty A/B*
1 69039955 SBP50-PAS2 Pin assembly 9 A
2 69039965 SBP50X235-CLX2 235 mm wide left-hand heavy duty corner shroud 1 A
3 69039966 SBP50X235-CRX2 235 mm wide right-hand heavy duty corner shroud 1 A
4 69039964 SBP50X288-TX2 288 mm wide heavy duty transition shroud 2 A
5 69039962 SBP50X330-SX2 330 mm wide heavy duty straight shroud 2 A
6 69039963 SBP50X420-SX2 420 mm wide heavy duty straight shroud 3 A
7 69037874 SPB1X420 Weld-on profile bar 1 420 centre shroud 1 A
8 69039960 SPB50-B2 Weld-on boss 7 B
9 69037854 SCC50X175-LS Left-hand standard cast corner 1 B
10 69037855 SCC50X175-RS Right-hand standard cast corner 1 B
* A = Consumables B = Initial fitment lip components

Sandvik GET Series 2 half corner shrouds
Sandvik GET’s half corner shrouds are a simple solution

when replacing worn corner shrouds on bucket edges.
Replacing worn corner shrouds with standard shrouds
disrupts the continuous cutting edge, which can result in:
• Gouging during roadworks
• Catching the corner shroud
• Higher costs.
In contrast, Sandvik GET half corner shrouds maintain
a continuous cutting edge, improving performance and
reducing operating costs.
Corner shrouds usually wear out faster

than straight shrouds.
Replacing worn corners with

conventional shrouds disrupts the
continuous cutting edge.
Sandvik half corner

shrouds maintain a
continuous cutting edge.

sandvik GET Series 2 lip shrouds removal procedures
1 2
This removal procedure is common for both Sandvik GET 32 mm and 50 mm To begin the removal process wash the shrouds to remove fines that remain
Series 2 lip shrouds. Shrouds are ready to be changed when the wear indicators built up around the cap screw and pin assembly.
become visible on the base of the shrouds.
5 6
Insert pry bar into the cavity under the spacer (shown inset), then pry spacer Lever back the pin block until it hits the rear of the cavity.
up and remove it from the shroud.
9
Item 2
Item 3
Item 4
Sandvik Series 2 pin assembly
Exploded view
Item 1
When reusing the pin assembly it is recommended that the cap screw be replaced (Item 2).
Note: The piston and seal can also be replaced if required (Item 1).

3 4
Remove the bolt plug from the rear of the cap screw. Then turn the cap screw Insert a pry bar into the slot between the spacer and the pin block. Then push
counter clockwise and remove the cap screw from the pin assembly. the pin block forward to break the seal between them.
7 8
Using two pry bars lever out the pin block. The shroud can now be removed from the lip. Following removal, wash down
the lip using a power washer, ensuring the lip profile is clean and ready for
installation of the replacement shroud.
Before performing maintenance work all personnel should ensure they are wearing approved
personal protective equipment. Under NO circumstances should hardened hammers be used on
lip shrouds. If required, a brass-tipped hammer should be used.
Sandvik GET 32 mm Series 2 assembly parts Sandvik GET 50 mm Series 2 assembly parts
Item Sandvik part Supplier part Description Item Sandvik part Supplier part Description
number number number number
1 69039976 SBP32-SKS2 Service kit 1 69039956 SBP50-SKS2 Service kit
2 69039977 SBP32-CS2 Cap screw 2 69039957 SBP50-CS2 Cap screw
3 69039978 SBP32-SS2 Spacer 3 69039958 SBP50-SS2 Spacer
4 69039979 SBP32-BP2 Bolt plug (pack of 50) 4 69039959 SBP50-BP2 Bolt plug (pack of 50)
For detailed parts numbers, see pages 17–19.

Sandvik GET
protector strip
Sandvik GET’s newly released protector strip is the
latest development in its on-going R&D program
to provide innovative solutions for abrasive mining
conditions.
This versatile protector strip system is designed
to complement Sandvik GET’s Series 2 mechanically
attached shroud system and its newly released LHD
heel shrouds – providing a total bucket wear
solution. Featuring a patented locking system,
Sandvik GET’s protector strip is a mechanically
attached wear bar designed for use in a wide range
of hard-wearing applications, including:
• Load-haul-dump (LHD) buckets
• Wheel loader buckets
• Excavator/face shovel buckets
• Truck trays
• Chute liners
• Many other applications.
The protector strip provides a simple alternative
to traditional weld-on wear strips, providing the user
with a number of advantages, including:
• No welding required during change outs
• Manufactured using high-tensile alloy steel for
improved wearing properties compared with
traditional QT plate
• Safe and easy to replace and maintain
• Able to be re-tensioned, ensuring the system
remains securely fixed
• Improved productivity through reduced
downtime.
Sandvik GET protector strip

Applications: Larger underground and surface loaders, including:
Make Model
Sandvik LH512, LH514, LH517, LH621, LH625E.
Sandvik Toro 0010, 0011, 650, 1250, 1400, 2500E, T-8, T-9, T-10, T-11
Cat Underground R1500, R1600, R1700, R2800, R2900, R2920 Extra
Cat surface loaders 966G, 980G, 988G
Atlas Copco ST-85, ST-8C, ST1020, ST1030, ST1520, ST1800
For detailed parts numbers, see page 18.

sandvik GET Protector strip installation and maintenance procedures
Protector strip
Mounting bracket
Locking pin assembly
Critical fit tapers

Bolt plug
The Sandvik GET protector strip consists of the four components shown Before installing or replacing protector strips, ensure the critical fit tapers
above. It requires two mounting brackets, taper lock assemblies and bolt on both the mounting brackets and protector strip are free of built-up fines
plugs for each protector strip. or particulates.
Assembling the Sandvik GET protector strip system is very straightforward, and is detailed in the following
five simple steps
1 2
Insert the two threaded pins in the protector strip mounting Fit the protector strip over the mounting brackets and rotate it
brackets. into the critical fit tapers.
3 4
Tighten to 60 Nm
Insert both wedge pins complete with cap screw assemblies into Tighten both taper lock assemblies to 60 Nm (45 lb ft).
the system. Note: It is important that both taper lock assemblies are tightened
simultaneously to ensure even take up.
5
Before performing maintenance work
all personnel should ensure they are
wearing approved personal protective
equipment. Under NO circumstances
should hardened hammers be used on protector
strips. If required, a brass-tipped hammer should
be used.
Insert rubber bolt plugs to prevent build up of fines in the cap

screw heads.

Sandvik GET fitting information
and safety procedures on YouTube
You can now access Sandvik GET fitting information and

safety procedures quickly and easily online, through our
videos hosted through the online video service YouTube.
These videos include:
• Sandvik GET protector strip installation procedures
• Sandvik GET corner shroud installation procedures
• Correct installation and maintenance procedures for
Sandvik GET half arrow shrouds, along with wear
indication guidelines
• Sandvik GET shrouds/teeth sectional installation
procedures
To view any of these videos, simply go to the YouTube
website at www.youtube.com and type “Sandvik GET”
into the SEARCH window.

Sandvik GET
on-line bucket monitoring system
“New version”
Sandvik GET’s latest innovative solution to the
challenges in abrasive mining conditions is our
new on-line Sandvik GET Wear Monitoring
System (www.bucketmonitoringsystems.com),
which allows end-users to quickly and easily to
monitor bucket and GET wear.
As a leading provider of bucket wear solutions
for abrasive environments in underground RH heel shroud graph
mining, we believe this monitoring system
revolutionises opportunities for predicing the life
of any bucket and its GET components.
This allows better production planning,
accurate predictions of bucket/GET life, and
more accurate planning of downtime and bucket/
GET changeouts and rebuild – resulting in lower
costs and higher productivity.
Features of this system include:
• Tools to trace and predict the wear rate of a
bucket and its GET
• Scheduling of re-build and GET change outs
• Monitoring the expected life span of each
bucket on site.
• Detailed monitoring of critical areas of the
Shroud graph
bucket
• Ability to upload Jpeg photos of each bucket
inspection.
• Ability to up load pdf files with specific data
recorded from inspections
• Monitoring alerts for critical wear areas and
inspection intervals
• Improved High speed data imput
The Sandvik GET Wear Monitoring System is

designed to complement Sandvik GET’s bucket
solution.
For more details, please contact your local
Sandvik office.

Sandvik GET
surface loader (ROM pad) applications
While originally designed for underground use, Sandvik
GET’s Series 2 lip system is highly suitable for certain surface
applications.
Mine operators have found great success using this system on
wheel loaders working a ROM (run of mine) pad or stockpile Half arrow
where points or teeth are not required. Such ROM pad loaders
have achieved excellent results and significant cost saving by using
Sandvik GET’s Series 2 continuous edge lip system.
The main benefit of this lip system is its longer wearing Heel shrouds
properties and ease of shroud change out.

The adjustable locking system allows the shrouds to be easily
and safely re-tensioned, minimising the destructive lip peening
often experienced with loose fitting shrouds.
This system also incorporates cast corners which add
structural strength as well as higher wear protection to the
bucket corners – extending bucket life significantly.
In ROM pad work, this area of the bucket is typically prone
to cracking and high wear exposure, limiting the life of the
bucket shell.
Sandvik GET’s Series 2 system provides consistent cost per
tonne savings by extending the operating cycle of the bucket.
And in highly abrasive applications, Sandvik GET’s
Series 2 system can be coupled with Sandvik GET heel shrouds
and either a weld-on profile bar or our recently developed
mechanically attached Protector Strip
Case study
Caterpillar 972 bucket fitted with Sandvik GET Series 2, heel
Cat 972 bucket fitted with Sandvik GET Series 2, heel shrouds, profile
shrouds, profile bar and half arrow cheek guards. bar and half arrow cheek guards.
Main features of this system include:
• Quicker and easier to change than existing underground
GET systems
• Adjustable locking system reduces costly lip damage and
change out times
• Integral cast corners in high-stress zone
• No welding required for change outs
• Low-profile blade provides increased penetration
• High strength, high hardness alloy provides high resistance
to wear.
• Optional mechanically attached protector strips for increased
wear life.
The end result in this application was lower overall
operating costs, through increased GET and bucket life, reduced
Volvo 350 Kiruna, Sweden.
downtime through faster GET change out, and reduced bucket
damage and repair requirements.
Talk to your Sandvik GET representative about the
advantages of using our Sandvik GET Series 2 system on your
ROM pad loaders.

Sandvik GET
Half Arrow weld-on lip system
Sandvik GET’s Half Arrow weld-on lip system for
continuous edge underground loaders has been specifically
designed to provide maximum penetration while
maximising the amount of available wear material.
With its low profile blade, the Sandvik Half Arrow
system provides excellent penetration, with longer wear life
than a bare lip.
The Sandvik Half Arrow weld-on lip system uses
straight half arrow edges along the length of the lip and in
this configuration is suitable for most digging conditions. Traditional “rounding off” of a standard bucket lip is a major contributor
In extreme applications heavy-duty corner edges can to lost production tonnes. This type of wear results in reduced
penetration and poor clean up. In addition, as the bucket wears down,
be added.
carrying capacity is significantly reduced, while the bucket can suffer from
The Sandvik Half Arrow system provides more available fatigue as the plate gets thinner.
wear material than other lip systems, minimising the
amount of throwaway material.
This system is ideally suited for continuous edges on all
types of underground loaders.
Main features
• High penetration edges reduce machine related costs
such as fuel and tyre usage
• High strength, high hardness alloy provides high
resistance to wear
• Efficient design ensures maximum available wear
material and minimum throwaway material.
For detailed parts numbers, see page 19.
By installing Sandvik’s Half Arrow weld-on lip system, the overall integrity
of an LHD bucket is kept in peak operating condition for longer –
resulting in higher production and improved penetration over the life of
the bucket.
Weld consists of “V”

butt weld using existing
weld prep
Pro
gres
sive
wea
r patt
ern
15 mm fillet
Half Arrow lip assembly sectional view. Typical Half Arrow wear pattern.

Sandvik GET
weld-on heel shrouds
Sandvik weld-on heel shrouds are highly effective in
reducing cost per tonne.
Strategically placed around the rim of the bucket,
Sandvik weld-on heel shrouds can dramatically extend
bucket life by significantly reducing damaging wear in the
heel area of the bucket.
Weld-on heel shrouds are available in four sizes to suit
any size loader:
• 190 x 40 mm
• 190 x 50 mm
• 250 x 50 mm
• 1100 x 40 mm.
When used in conjunction with Sandvik lip systems,
weld-on heel shrouds form an integral part of a complete
Sandvik bucket package.
The 190 mm wide heel shroud is specifically designed
for use by underground loaders.
Main features
• High wear life minimises costly downtime and bucket
rebuilds
• High strength, high hardness alloy provides high
resistance to wear
• Efficient design ensures maximum available wear
material and minimum throwaway material.
For detailed parts numbers and properties, see page 19.
Half Arrow weld-on lip system installation procedures
1. Pre-heat: 150°C (302°F), measured at least 76 mm (3 inches) either Allow the component to cool slowly, but do not quench.
side of the weld joint or the area being gouged. 4. Consumables: See table below for requirements and classifications.
2. Interpass temperature: 150-250°C (302-482°F), maintained at least
76 mm (3 inches) either side of the weld joint or the area being gouged.
3. Post-heat treatment: NOT REQUIRED
Recommended welding processes and consumables for Sandvik GET

Weld Process Consumable Classification
AS AS/NZS (ISO)** AWS
Manual Metal Arc AS/NZS 1553.1* AS/NZS 4855 / ISO 2560 AWS A5.1
(MMAW)
E4818-5 E 43 16 A U H5 E7018
E4818-5 E 43 16 A U H5 E7018-1
E4816-4 E 43 16 A U H5 E7016-1
Flux Cored (FCAW) AS 2203.1* AS/NZS ISO 17632 AWS A5.20
ETP-GMp-504A (ETP-GMp-404P) T49 4 T15-1 M A-U H5 E71T-5MJ (E70C-6MH4)
ETP-GCp-W503A T49 2 T1-1 C A-K-U H10 E71T-1
ETP-GNn-W503A T49 2 T8-1 N A-K-U H15 E71T-8
ETD-GNn-W500A T 49 Z T7-1 NA H15 E70T-7
Gas Metal Arc AS/NZS 2717.1 AWS A5.18
(GMAW or MIG) ES4-GM/C-W503AH N/A ER70S-4
ES6-GM/C-W503AH N/A ER70S-6
* Superseded by AS/NZS ISO

** Classified to the B system of ISO standard
*** Please note this consumable is not low hydrogen. Consumable is a high-deposition rate wire recommended for filling runs on non-critical welds only.

Sandvik GET
cast profile bar
In line with our continued push to provide innovative
solutions in abrasive mining conditions Sandvik Shark
(GET) are excited to announce the release of the new “Cast
Profile Bar”.
Sandvik Shark’s new Cast Profile Bar is designed to
maximise the bucket lip wear life, designed for longer
lasting and even wearing across the profile thanks to more
availably wear material in the critical corner areas. The
Cast profile bar is cast in the proven SS2000 specification,
the same as that of the Sandvik Shark “Weld on” range
including the “Half Arrow” and “Heel Shrouds”. The
SS2000 allows for excellent through hardness not found in
traditional rolled steels.
Features
• Profiled to maximise performance
• Dedicated extra corner protection
• Integrated Heel Shroud
• High strength, high hardness alloy with through
hardness provides high resistance to wear
• Cast profiled centre section allows for easy trimming of
the bars (no mitre cuts)
• Available in loose parts or kits
The Cast Profile Bar is available to suit both the Blue Pointer® 2
mechanically attached shroud system and the Half Arrow weld-on
system:
• Cast Profile Bar selection Guide is available from Sandvik Shark
Procedure #PPP0020
• Cast Profile Bar Welding procedure # PWP0009
Ideally suited for Underground Loaders such as:

Sandvik LH512 (TORO 1250 / TORO 8)
LH514 (TORO 1400 / TORO 9)
LH517 (TORO 0010 / TORO 10)
LH621 (TORO 0011 / TORO 11)
LH625E (TORO 2500E)
Elphinstone: R1500
R1600
R1700
R2800
R2900
R2920 Extra
Atlas Copco: ST1020
ST7.5
ST-8C
ST1800
ST1520

Mechanically attached GET systems parts lists
32 mm Series 2
Sandvik part number Supplier part number Description Picture
69039967 SBP32X250-S2 Sandvik GET 32 mm Series 2
(250 mm wide straight shroud)
69039970 SBP32X275-T2 Sandvik GET 32 mm Series 2
(275 mm wide transition shroud)
69039971 SBP32X210-CL2 Sandvik GET 32 mm Series 2
(210 mm wide left-hand corner shroud)
69039972 SBP32X210-CR2 Sandvik GET 32 mm Series 2
(210 mm wide right-hand corner shroud)
69042488 SBP32X210-CLH2 Sandvik GET 32 mm Series 2
(210 mm wide left-hand 3/4 corner shroud)
69042489 SBP32X210-CRH2 Sandvik GET 32 mm Series 2
(210 mm wide right-hand 3/4 corner shroud)
69039975 SBP32-PAS2 Sandvik GET 32 mm Series 2 pin assembly
69039976 SBP32-SKS2 Sandvik GET 32 mm Series 2 service kit
69039977 SBP32-CS2 Sandvik GET 32 mm Series 2 cap screw
69039978 SBP32-SS2 Sandvik GET 32 mm Series 2 spacer
69039979 SBP32-BP2 Sandvik GET 32 mm Series 2 bolt plug (pack of 50)
69039980 SBP32-B2 Sandvik GET 32 mm Series 2 weld-on boss
Standard 50 mm Series 2
69039950 SBP50X288-T2 Sandvik GET 50 mm Series 2
(288 mm wide transition shroud)
69039951 SBP50X235-CL2 Sandvik GET 50 mm Series 2
(235 mm wide left-hand corner shroud)
69039952 SBP50X235-CR2 Sandvik GET 50 mm Series 2
(235 mm wide right-hand corner shroud)
69039953 SBP50X235-CLH2 Sandvik GET 50 mm Series 2
(235 mm wide left-hand half corner shroud)
69039954 SBP50X235-CRH2 Sandvik GET 50 mm Series 2
(235 mm wide right-hand half corner shroud)
69039955 SBP50-PAS2 Sandvik GET 50 mm Series 2 pin assembly
69039956 SBP50-SKS2 Sandvik GET 50 mm Series 2 service kit
69039957 SBP50-CS2 Sandvik GET 50 mm Series 2 cap screw
69039958 SBP50-SS2 Sandvik GET 50 mm Series 2 spacer
69039959 SBP50-BP2 Sandvik GET 50 mm Series 2 bolt plug (pack of 50)
69039960 SBP50-B2 Sandvik GET 50 mm Series 2 weld-on boss

Mechanically attached GET systems parts lists
Heavy duty 50 mm Series 2
69039961 SBP50X290-SX2 Sandvik GET 50 mm Series 2
(290 mm wide heavy duty straight shroud)
69039964 SBP50X288-TX2 Sandvik GET 50 mm Series 2
(288 mm wide heavy duty transition shroud)
69039965 SBP50X235-CLX2 Sandvik GET 50 mm Series 2
(235 mm wide left-hand heavy duty corner shroud)
69039966 SBP50X235-CRX2 Sandvik GET 50 mm Series 2
(235 mm wide right-hand heavy duty corner shroud)
Sandvik protector strips

69041216 SPS50X600 600 mm long protector strip
69041220 SPS50-TLA Taper lock assembly 50 mm protector strip
69041688 SPS50-RCS Replacement cap screw (pack of 10)
69041219 SPS-MB Mounting bracket, 50 mm protector strip
69042834 SPS-MBC Curved mounting bracket, 50 mm protector strip
69042874 SPS50-BP Plastic cap screw plug(bags of 100)
Sandvik cast corners

69039973 SCC32X155-LS Sandvik GET 32 mm Series 2
left-hand cast corner
69039974 SCC32X155-RS Sandvik GET 32 mm Series 2
right-hand cast corner
69037854 SCC50X175-LS Sandvik GET 50 mm Series 2
standard left-hand cast corner
69037855 SCC50X175-RS Sandvik GET 50 mm Series 2
standard right-hand cast corner
69037869 SCC50X175-LE Sandvik GET 50 mm Series 2 extra
long left-hand cast corner
69037870 SCC50X175-RE Sandvik GET 50 mm Series 2 extra
long right-hand cast corner
Sandvik GET tools

69042890 SBP-32TT 5/8 Hex key for Sandvik GET 32mm Series 2
69042891 SBP-50TT 19mm Hex key for Sandvik GET 50mm Series 2
69042892 STM-8812 Electronic digital thickness gauge

Weld-on GET systems parts lists
Sandvik heel shrouds
69041891 SHS40X190-LHD Small heel shroud
69040888 SHS50X190-LHD Standard LHD heel shroud
69040887 SHS50X250-LHD Large LHD heel shroud
69042888 SHS40X1100-LHD 1100mm Long heel shroud
Sandvik half arrows

69037842 SHA180X1060 1060 mm long light duty half arrow wear edge
69037843 SHA320X800 800 mm long heavy duty half arrow wear edge
69037844 SHA320X1150 1150 mm long heavy duty half arrow wear edge
69038249 SHA320X350-HL Heavy duty half arrow left-hand corner piece
69038250 SHA320X350-HR Heavy duty half arrow right-hand corner piece
69040158 SHA180X280-L Light duty half arrow left-hand corner piece
69040159 SHA180X280-R Light duty half arrow right-hand corner piece
69043429 SHA180X1026-FS Light duty full spade
69043428 SHA320X1044-FS Heavy duty full spade
69043431 SHA180X1150-SS Light duty semi spade
69043430 SHA320X1150-SS Heavy duty semi spade

Sandvik GET cast profile bars
69037873 SPB1X290 Weld on profile bar to suit 50mm lip with 1 x 290mm wide
centre shroud
centre shroud
centre shroud
centre shroud
69043991 SCPB50-SLL Cast Profile Bar Long Straight LH
69043992 SCPB50-SLR Cast Profile Bar Long Straight RH
69043993 SCPB50-SSL Cast Profile Bar Short Straight LH
69043994 SCPB50-SSR Cast Profile Bar Short Straight RH
69043995 SCPB50x290 Cast Profile Bar 290 Center Section
69043999 SHSBP50x200-CBL Heel Shroud to suit Cast Profile Bar SBP LH
69044000 SHSBP50x200-CBR Heel Shroud to suit Cast Profile Bar SBP RH
69044001 SHSHA50x200-CBL Heel Shroud to suit Cast Profile Bar SHA LH
69044002 SHSHA50x200-CBR Heel Shroud to suit Cast Profile Bar SHA RH
Materials properties
Properties for cast corners (alloy SS2000)
Hardness Yield strength (0.2% proof) Tensile strength Min. impact (20°)
444-495 HB 1430 MPa 1580 MPa 15 Joules
Properties for mechanically attached lip shrouds (alloy SS3000)

477-534 HB 1580 MPa 1760 MPa 15 Joules
Properties for weld-on GET systems (alloy SS2000)

444-495 HB 1430 MPa 1580 MPa 15 Joules

Sandvik is a global industrial group with advanced products and
world-leading positions in selected areas – tools for metal cutting,
equipment and tools for the mining and construction industries,
stainless materials, special alloys, metallic and ceramic resistance
materials as well as process systems. In 2011 the Group had about
50,000 employees and representation in 130 countries, with annual
sales of more than 94,000 MSEK.
Sandvik Mining is a business area within the Sandvik Group and a

leading global supplier of equipment and tools, service and technical
solutions for the mining industry. The offering covers rock drilling,
rock cutting, rock crushing, loading and hauling and materials
handling. In 2011 sales amounted to about 32,200 MSEK, with
approximately 13,200 employees (pro forma rounded numbers).
Sandvik Mining and Construction www.sandvik.com

www.sandvik.com

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Original instructions

lh203 Service and Repair Manual

1. FOR THE READER OF THIS MANUAL ........................................................................................ 11

2. GENERAL SAFETY INSTRUCTIONS ........................................................................................... 13

3. GENERAL REPAIR INSTRUCTIONS ........................................................................................... 23

4. FRAME STRUCTURES ................................................................................................................. 37

Copyright © Sandvik Mining and Construction 3 (328)

5. LUBRICATION SYSTEM ............................................................................................................... 75

6. FIRE SUPPRESSION SYSTEM ..................................................................................................... 87

4 (328) Copyright © Sandvik Mining and Construction

9. POWERTRAIN ............................................................................................................................... 131

Copyright © Sandvik Mining and Construction 5 (328)

10. GENERAL HYDRAULICS ............................................................................................................. 183

6 (328) Copyright © Sandvik Mining and Construction

11. STEERING ..................................................................................................................................... 229

12. BOOM / BUCKET HYDRAULICS .................................................................................................. 251

Copyright © Sandvik Mining and Construction 7 (328)

13. BRAKE SYSTEM ........................................................................................................................... 269

8 (328) Copyright © Sandvik Mining and Construction

15. LH203 APPENDICES .................................................................................................................... 327

Copyright © Sandvik Mining and Construction 9 (328)

1. FOR THE READER OF THIS MANUAL

Copyright © Sandvik Mining and Construction 11 (328)

1. FOR THE READER OF THIS MANUAL

Prior to starting work, everyone that operates, drives, maintains

12 (328) Copyright © Sandvik Mining and Construction

2. GENERAL SAFETY INSTRUCTIONS

Copyright © Sandvik Mining and Construction 13 (328)

2. GENERAL SAFETY INSTRUCTIONS

Only people who have been given specialized operation and

Only perform maintenance work when the machine is parked on

To avoid potential damage and injuries, carefully plan your work

If the machine is damaged, stop the machine immediately as

14 (328) Copyright © Sandvik Mining and Construction

Always keep a fire extinguisher to hand, and know how to use

2.1. Warning and information symbols used in this manual

The term "DANGER" Indicates a hazardous situation which, if not avoided,

The term “WARNING” Indicates a hazardous situation which, if not avoided,

2.1.1. Safety Symbols Pertaining to the Machine

The safety symbols found in this manual may also be posted on

Copyright © Sandvik Mining and Construction 15 (328)

These symbols are used in warnings to indicate a hazardous situation or action.

Mechanical Hazard Symbols

Falling load hazard Squashing hazard Flying material hazard

Crushing hazard - feet Crushing hazard - hands Cutting hazard

Entanglement hazard Entanglement hazard Entanglement hazard

Entanglement hazard - rotating Falling hazard Trip hazard

16 (328) Copyright © Sandvik Mining and Construction

Run over hazard Slipping hazard Sideways tipping hazard

Forward/backward tipping haz- Sideways tipping hazard Forward/backward tipping haz-

Electrical Hazard Symbols

Electrical hazard Dangerous electrical voltage Electrical shock/

Noise Hazard Symbols

Radiation Hazard Symbols

Radioactive hazard Laser hazard

Copyright © Sandvik Mining and Construction 17 (328)

Material / Substance Hazard Symbols

Hot surface hazard Explosion hazard Flammable hazard

Hazardous/poisonous material Chemical burn hazard Silica/dust hazard

Hot coolant splashing hazard Environment pollution hazard

Ergonomic Hazard Symbols

General Hazard Symbol

18 (328) Copyright © Sandvik Mining and Construction

No climbing No smoking No open flames