SECTION 55 – ELECTRICAL SYSTEM – CHAPTER 6 1

SECTION 55 – ELECTRICAL SYSTEM

Chapter 6 – Starting System

CONTENT

Section Description Page

55 000 Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Tightening Torques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fault Finding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
System Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
55 201 Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Bench Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

55 000 SPECIFICATIONS
Starter Type Iskra 3 Kw Gear Starter
Maximum No Load Current Draw at 11.5 volts and 120 amps
4000 rev/min.
Minimum Brush Length 12 mm
Minimum Commutator Diameter 34.2 mm

TORQUE SPECIFICATIONS
lbf.ft. Nm
Starting Motor to Engine Block Retaining Bolts 25 34
Solenoid Cable Nuts 12 18
Starting Motor End Housing Bolts 4.8 6.8
Solenoid Retaining Screws 3.5 4.1
Brush Gear Plate Screws 3.5 4.1

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2 SECTION 55 – ELECTRICAL SYSTEM – CHAPTER 6
OPERATION
The type of starting system is dependant on the
transmission installed in the tractor. All systems
consist of a key start switch, heavy duty wiring,
starter motor and solenoid assembly, a starting relay
and a clutch pedal switch, these are the components
of the basic circuit which is used on the mechanical
transmission. Other components are included on the
more sophisticated transmissions to ensure that the
engine can only be started under the correct
conditions.
There are four basic types of transmission,
Synchro-Command (mechanical), Dual-Command
(Hi/Lo), Range Command (semi-powershift) and
Power Command (full powershift). The Power
Command and Range Command share the same
starting circuit with Dual Command and Synchro
Command having their own unique starting circuits.
There are two starting motors available. A Bosch or
an Iskra which are both four pole four brush type
starters with integral solenoid and with geared drive
engagement assemblies. Both are rated at 3Kw.
The integral solenoid incorporates two windings
connected in parallel. One winding is the low
resistance ‘pull–in’ coil, grounded through the motor,
while the other is the high resistance ‘hold–in’ coil
grounded via the solenoid body.
When the key start switch is closed with the clutch
pedal depressed and the transmission in neutral
(except mechanical) the solenoid coils are energised
and the solenoid plunger is magnetically attracted
into the solenoid core. This movement, transmitted
through a pivoted linkage mechanism forces the
drive pinion into mesh with the flywheel ring gear. At
ring gear to pinion abutment, the solenoid plunger
closes a set of contacts to give a direct feed from the
battery to all four field coils, providing full power to the
starting motor.
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At this point one end of the ‘pull–in’ coil is connected
to battery positive through the starter switch while the
other end is connected to positive through the
solenoid contacts. The ‘pull–in’ coil is thus
by–passed, drawing no current and the ‘hold–in’ coil
alone keeps the solenoid plunger engaged.
The starter incorporates a single set of contacts and
a two piece solenoid plunger which completely
closes the contacts even if the pinion and ring gear
teeth are misaligned. When this happens, an
engagement spring is compressed which forces the
pinion into full engagement as soon as the starter
begins to turn.
The gear type starter incorporates an epicyclic gear
reduction unit. The rotation from the armature drives
into the epicyclic and then onto the pinion. The ratio
is approximately 3.75:1 (3.75 armature rotations to
1 output rotation). This enables the engine to be
cranked over easier, using less battery power
compared with non-geared starters, this is especially
useful in cold conditions. The starter is also more
efficient and maintains its initial cranking speed
longer than conventional direct drive starters.
When the key start switch is released, power to the
solenoid and motor is removed. The solenoid return
spring acting through the pivoted linkage mechanism
pulls the drive pinion out of mesh and reopens the
solenoid contacts.
Incorporated in the drive pinion assembly is a roller
clutch device. This device prevents the armature
from rotating excessively if the pinion remains in
mesh with the flywheel ring gear after the engine has
started.
 SECTION 55 – ELECTRICAL SYSTEM – CHAPTER 6 3

1
Starter Circuit – Power Command and Range Command Transmission
FL1 Fuse Link KF Fuel Shut Off Relay
FL2 Fuse Link R1 Thermostart Coil
G1 Battery Y1 Shut Off Solenoid
K1 Ignition Relay Y2 Electric Lift Pump
K2 Start Relay
M1 Starter Motor and Solenoid MF1 Maxi Fuse 1 50A
S1 Ignition Switch MF2 Maxi Fuse 2 60A

G2 Alternator F26 Fuse 26, 5A

F8 Shut off Solenoid Fuse S4 Forward/Reverse Shuttle Lever

F19 Fuse S5 Clutch Pedal Switch
KIII Thermostart Relay

MM7
2 3
Starter Relay Location Shuttle Lever Switch

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4 SECTION 55 – ELECTRICAL SYSTEM – CHAPTER 6

4
Starter Circuit – Dual Command Transmission
FL1 Fuse Link KIII Thermostart Relay
FL2 Fuse Link KF Fuel Shut Off Relay
G1 Battery R1 Thermostart Coil
K1 Ignition Relay Y1 Shut Off Solenoid
K2 Start Relay Y2 Electric Lift Pump
M1 Starter Motor and Solenoid
S1 Ignition Switch MF1 Maxi Fuse 1 50A
MF2 Maxi Fuse 2 60A
G2 Alternator
F26 Fuse 26, 5A
F8 Shut off Solenoid Fuse
F19 Fuse S4 Forward/Reverse Shuttle Lever

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 SECTION 55 – ELECTRICAL SYSTEM – CHAPTER 6 5

5
Starter Circuit – Synchro-Command Transmission
FL1 Fuse Link KIII Thermostart Relay
FL2 Fuse Link KF Fuel Shut Off Relay
G1 Battery R1 Thermostart Coil
K1 Ignition Relay Y1 Shut Off Solenoid
K2 Start Relay Y2 Electric Lift Pump
M1 Starter Motor and Solenoid
S1 Ignition Switch MF1 Maxi Fuse 1 50A
MF2 Maxi Fuse 2 60A
G2 Alternator
F26 Fuse 26, 5A
F8 Shut off Solenoid Fuse
F19 Fuse S5 Clutch Pedal Switch

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6 SECTION 55 – ELECTRICAL SYSTEM – CHAPTER 6

Engine Does Not Turn Over When Key Start Is Operated, Transmission In Neutral

Is the battery Charge or replace

fully charged? NO battery. Does engine
turn over OK?

Inspect starter circuit wiring. Are all

connections tight, is the battery Repair wiring
negative to ground connection O.K, are as required
any wires broken or frayed, possibly
causing a short circuit?

Is the engine Investigate

seized? engine failure

Operate key start switch, is there Can the Suspect faulty

+12v at the starter solenoid input solenoid be motor windings,
wire (white/red stripe) heard brushes or
‘clicking’? mechanical
failure
Suspect faulty starter solenoid,
remove starter and inspect
Inspect starter relay, operate key
start switch, can the relay be Replace relay
felt/heard operating?

Remove connector to relay is there

+12v on pin 4, (white/red stripe wire) Replace relay
when the key start switch is operated?

Inspect wiring to shuttle lever and/or clutch Reconnect wiring

NO Check
pedal switch, are wires connected? to switch
wire from
relay
Check operation of switches, are switches O.K.? through
NO Replace switch
(Use menu mode H5 where applicable) connector
C001–1 to
Check continuity of the shuttle
Is there +12v on the white/yellow white/red wire from clutch
wire to the clutch switch? NO lever
switch to pin 4 at starter switch,
relay connector, wire OK? where
Is there continuity of white/yellow wire from clutch fitted
NO Repair/replace
switch to key start switch, connector pin 6?
wiring

Do the displays in the instrument panel Check the main feed to the key
NO start switch from the battery.
illuminate when the key start is operated?
Pin 1 of key start connector.

Inspect the key start switch, if wiring

to switch is O.K. replace switch

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 SECTION 55 – ELECTRICAL SYSTEM – CHAPTER 6 7

STARTER SYSTEM TESTING ON TRACTOR

For easier and rapid diagnosis and for most
conclusive test results, it is recommended that a
battery–starter tester (high rate discharge tester)
incorporating a 0–20 volt voltmeter and a 0–1000
amp ammeter be used to diagnose starting system
problems.
When using test equipment follow the manufacturers
recommended test procedures. If test equipment is
not available the following test procedure, using a
standard 0–20 volt voltmeter and 0–1000 amp
ammeter can be used to determine the correct
operation of the starter without removing it from the
engine.
Before testing:
• Check that the battery is fully charged.
• Check the complete starting system wiring circuit
for frayed or broken wires or loose terminal
connections.
• Check the engine is not seized.

Starter Motor Circuit Current Draw

1. Attach a suitable clamp meter, (1), with a
0–1000amp range, over the battery positive
cable.
2. Connect the voltmeter(2) positive lead to the
battery positive terminal and the voltmeter
negative lead to the battery negative terminal.
3. Disconnect the wire from the fuel injection pump
shut off solenoid.
4. Crank the engine while observing the voltmeter
and ammeter readings. The voltage should
remain steady at around 10–12 volts with
between 250–400 amps being drawn. 6
• If the current draw is within specification the
starting motor (4) is functioning correctly. If the
voltage drops during the test proceed to ‘Starting
System Circuit Resistance’.
• If the current draw is greater than specified,
check the circuit as outlined below. If the starting
system circuit tests are satisfactory the starting
motor is defective and must be disassembled to
determine the cause.
• If the current draw is less than specified, the
starting motor is defective and must be
disassembled to determine the cause.

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8 SECTION 55 – ELECTRICAL SYSTEM – CHAPTER 6

STARTING SYSTEM CIRCUIT RESISTANCE

(VOLTAGE DROP)
If there is an excessive current draw the circuit
should be checked by recording voltage drops
across the individual components in the circuit
IMPORTANT: Disconnect the fuel injection pump
fuel shut off solenoid wire.

Battery Positive Cable:

1. Connect the voltmeter positive lead to the battery V
positive terminal.
2. Connect the voltmeter negative lead to the
starting motor solenoid battery terminal.
3. Crank the engine while observing the voltmeter
reading. If the voltage exceeds 0.2 volts, check
and tighten the cable connections. Recheck the
voltage, if still excessive install a new cable.

60–55–002 mm
7
Starting Motor Ground Connections:
1. Connect the voltmeter positive lead to the
starting motor frame.
2. Connect the voltmeter negative lead to the
engine block.
3. Crank the engine while observing the voltmeter
reading. If the voltmeter reading exceeds 0.2
volts check the ground connections between the
starting motor flange and the rear engine plate.

60–55–003 mm
8
Battery Ground Cable:
1. Connect the voltmeter positive lead to the engine
block. V
2. Connect the voltmeter negative lead to the
battery negative terminal.
3. Crank the engine while observing the voltmeter
reading. If the reading exceeds 0.2 volts, check
and tighten the ground cable connections.
Recheck the voltage, if it is still excessive install
a new ground cable.

60–55–004 mm
9

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 SECTION 55 – ELECTRICAL SYSTEM – CHAPTER 6 9

10 201 STARTER MOTOR REMOVAL AND

INSTALLATION
1. Disconnect the battery ground (negative) cable
from the battery.
2. Remove the protective cover from the solenoid
assembly and disconnect the positive cables to
the solenoid and the solenoid coil feed wire.
3. Remove the three starting motor mounting bolts
and remove the starting motor.
4. Installation is the reverse of the removal
procedure.

10

11
Starter Motor – Exploded View
1. Front housing 11. Brush plate
2. Solenoid screws 12. Armature housing bolts
3. Plunger 13. Motor casing
4. Spring 14. Armature
5. Solenoid 15. Snap ring and collar
6. Engagement lever 16. Spring
7. Circlip 17. Spring cap
8. Reduction gear unit 18. Engagement lever plate
9. Screws 19. Washer
10. End housing

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10 SECTION 55 – ELECTRICAL SYSTEM – CHAPTER 6
DISASSEMBLY
With reference to Figure 11.
1. Support the starting motor in a soft jawed vice.
2. Disconnect the thick braided wire from the field
coil housing to the solenoid assembly.
3. Remove the three screws from the front housing
assembly and withdraw the solenoid assembly.
The plunger may be left behind. In this case, pull
the plunger from the front housing.
• Mark the starter casing at each end prior to
disassembly to ensure correct alignment of
components during reassembly.
4. Remove the two armature housing bolts and the
two screws retaining the end cap and brush plate
to the end housing, withdraw the end housing,
leaving the brush gear on the commutator.
5. At this stage of disassembly inspect the brushes
and commutator. Check for sticking brushes. If
necessary, clean brushes and brush channels
using a suitable cleaning solvent. Check brushes
for wear. If worn below the minimum length
specified, of 7.00mm, it will be necessary to
replace the complete starter motor.
NOTE: The brushes are not serviced separately.
They are spot welded into position and not intended
to be replaced during the starter motors service life.
6. Withdraw the brush box and the motor casing
from the armature and drive end housing.
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7. Withdraw the drive engagement lever pivot pin
from the drive end housing.
8. Withdraw the drive assembly and lever together
from the front housing.
9. Remove the drive assembly and reduction unit
retaining snap ring from the armature shaft by
driving the securing thrust collar squarely off the
snap ring with a suitable diameter tube and then
levering the snap ring from the groove.
10. Separate the reduction unit from the drive
assembly.
11. The drive assembly can be further dismantled to
replace the pinion gear. Remove the circlip from
the drive assembly, relieving the pressure of the
spring and disassemble the drive assembly.
RE–ASSEMBLY
1. Re–assembly of the starting motor follows the
disassembly procedure in reverse, observing the
folloiwng points:
• Ensure the marks made before disassembly are
aligned before final tightening of the two
armature housing bolts.
• To aid brush installation over the commutator,
insert a thin blade screwdriver under the brush
spring to allow the brushes to move freely in their
holders.
Prior to installation the starting motor no load
function must be tested.
 SECTION 55 – ELECTRICAL SYSTEM – CHAPTER 6 11

Starting Motor No–Load Test:

NOTE: A fully charged battery and a battery starter
tester (high rate discharge tester) with a carbon pile
(variable load resistor) should be used to perform this
test.
1. Secure the starting motor in a vice equipped with
soft jaws.
2. Connect the battery negative cable (4) to the
starting motor mounting flange.
3. Connect a voltmeter (3) positive lead to the
battery positive terminal, the voltmeter negative
lead to the battery negative terminal.
4. Connect the battery positive cable to the starting
12
motor terminal and attach a suitable clamp meter
(1), over the cable.
5. Connect a short jumper lead (6) between the
solenoid battery and solenoid switch terminals.
NOTE: Connecting the jumper lead will cause the
starter to operate.
6. Hold a hand tachometer (5) on the end of the
armature shaft. Set the starting motor by
adjusting the carbon pile (2) to give 11.7 volts.
When the armature rotates above 4000 rev/min.
the maximum current draw should not exceed
150 amperes.
7. If the starting motor does not perform to
specification, check for grounded field coils, a
rubbing armature or a distorted armature shaft.

BENCH TESTS
Armature
1. The commutator face should be clean and free
from burnt spots. If necessary remove any burnt
spots using fine glass paper, not emery cloth.
Finally clean the commutator with an alcohol
moistened cloth.
2. If it is necessary to skim the commutator ensure
the diameter is not reduced below the minimum
specified diameter of 42.5mm. Following
skimming the commutator should be polished
with a fine glass paper and then wiped clean with
an alcohol moistened cloth.
NOTE: Do not cut into the commutator metal when
recutting insulation slots.

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12 SECTION 55 – ELECTRICAL SYSTEM – CHAPTER 6

3. Armature insulation can be checked by

connecting an ohmmeter between the
commutator segments and the armature shaft.
There should be an infinity reading, i.e, no
continuity. Also, If there are black or burned
points this will be an indication that the insulation
has cracked.
4. To test the armature for short circuits it is
necessary to use suitable armature testing
equipment, the only alternative is to check the
armature by substitution.
5. If there is evidence that the armature
circumference has been in contact with the pole
pieces, then the armature bearings are probably 13
excessively worn. First check that the pole
pieces are tight and that the armature runs true
in a lathe, then if necessary renew the armature
bearings.

Field Coils
1. To test the insulation of the field coils connect an
ohmmeter in turn between each of the field
winding brushes and a clean unpainted part of
the housing. There should be no reading, i.e, no
continuity.
2. To test the field winding continuity connect an
ohmmeter in turn between each of the field
winding brushes and the main feed terminal
(thick braided wire). A reading of 1 MΩ should be
indicated.
3. If a fault is indicated in the field windings it will be
necessary to replace the complete field coils and
housing assembly. 14

Bearing Bushes
1. Inspect the bushes in the brush end plate
assembly and pinion drive end housing for wear.
Install the armature shaft and observe the free
play, replace bushes where free play appears
excessive. Inspect the field poles for signs of
rubbing by the armature which may also have
been caused by worn bushes.

Drive Pinion Assembly

1. Check the operation of the roller clutch. The
pinion should rotate clockwise only. If the pinion
is stuck or rotates in both directions, or if the
pinion teeth are damaged install a new drive
assembly.
If damaged pinion teeth are evident, check the
flywheel ring gear teeth as described in Section 10,
Engine Systems.

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