6520-3902004РТ ENGL. (ЕВРО -2, 3, 4)

SECTION 1.
INTRODUCTION
Design, maintenance and repair manual contains the information on:

- construction of units, systems and parts;
- suggestions on maintenance;
- suggestions on repair.
Manual is for engineers, technicians and drivers of enterprises dealing with maintenance and
repair of vehicles Z-6520, 6522, 65201, 65221, 65222, 65224, 65225, 5460, 6460, 53605,
5360, and may be used in organizations designing parts for vehicle chassis.
For vehicle repair, use only certified spare parts manufactured by «OJSC Z» or by
manufacturers with which «OJSC Z» has concluded corresponding Agreements.
1-3
VEHICLE SYSTEMS AND MECHANISMS, CONSTRUCTION AND OPER-
ATION,
TECHNICAL DESCRIPTION
SECTION 2. ENGINE
USER'S ATTENTION
Your engine life depends upon the proper maintenance to be performed in proper time.
Be sure to observe the maintenance intervals in full scope.
Be sure to record constantly the maintenance procedures in service coupons of “Service
book”.
Prior operating the engine, to read this manual carefully and adhere to the suggestions pre-
sented further on.
To ensure the engine trouble-free operation, You should use only genuine KAMAZ spare
parts and spare parts of suppliers with whom “OJSC Z” had made respective agreements.
Installation of auxiliary equipment and devices on engine is permissible with the written consent of
Scientific & Technical center of “OJSC Z”. Failure to observe this requirement will void the
warranty maintenance of engine.
During engine operation, be sure to use the fuel, grease and coolant grades pursuant to re-
quirements of Lubrication chart.
To provide proper maintenance of air, fuel and oil filter elements.
To inspect the state of pipe lines and connections daily. To avoid the coolant, fuel and oil
leakage. To clean all parts of engine, to eliminate dust and dirt ingress.
If pilot lamp of emergency lubricating system pressure drop comes ON be sure to stop the
engine, find and remedy the trouble.
In order to prevent cracking of bosses of cylinder block, it is necessary to eliminate water or
contamination from threaded holes for cylinder head fastening bolts while engine dismantling.
To watch the temperature of coolant in engine cooling system: if pilot lamp of dangerous
coolant overheating is ON, stop the engine, find and remedy the trouble.
If any troubles in view of coolant leakage, it is permissible to fill the coolant system with
water only for time period required to reach the repair centre. Permanent usage of water in a cool-
ing system is prohibited.
When performing the electric welding on engine directly, be sure to perform the following
in order to prevent the failure of alternator voltage regulator and electronic engine control system:
to disconnect wires from:
- alternator "plus" terminal;
-storage battery “plus” and “minus” terminals;
- connectors of electronic engine control system.
General
Engines of emission standard Euro-1 (Table 2-1) are diesel, four-stroke, with compression ig-
nition, with liquid cooling, V-type arrangement of eight cylinders, with turbo chargers.
Engines of emission standard Euro-2 (Table 2-1) and ecological class Euro-3 (Table 2-2) are
diesel, four-stroke, with compression ignition, with liquid cooling, V-type arrangement of eight cyl-
inders, with turbo chargers and charged air cooling type «air-air».
Engines of emission standard Euro-4 (Table 2-3) are diesel, four-stroke, with compression ig-
nition, with liquid cooling, -type arrangement of eight cylinders, with turbo chargers and charged
air cooling. Engines are equipped with «Common Rail» fuel system with electronic control system,
2-1
the engines may be equipped with after-treatment system.
As for smoking, engines correspond to requirements of ECE Regulations 24-03.
The engine longitudinal view and cross section are presented in Figs. 2-1, 2-2.
Fig. 2-1. Engine longitudinal view with charged air cooling:

1 – HP fuel pump; 2-HP fuel pump drive; 3-compressor; 4-fine fuel filter; 5-accessories’ housing; 6-turbo compressor;
7-flywheel; 8-flywheel case; 9 – crankcase; 10 –oil drain plug; 11 – oil distributing channel; 12 – crankshaft; 13 –
piston cooling nozzle; 14 – oil pump; 15 – torsion damper; 16 – crankshaft pulley; 17 – camshaft; 18 – fan with cou-
pling.
2-2
Fig. 2-2. Engine cross section:
1 – oil filter; 2 – liquid-oil heat exchanger; 3 – injector; 4 – oil filling branch pipe; 5 – intake manifold; 6 – supply
pipe; 7 – power steering pump; 8 – exhaust manifold; 9 – cylinder head; 10 – cylinder block; 11 – piston; 12 – starter.
The cylinder block is a basic part of the engine, the units and parts are arranged and secured
on it. Cylinder liners of “wet” type are installed in half-blocks. On the top, the cylinder liners are
closed by heads, the separate one is for each cylinder. From the bottom, the cylinder block is closed
by stamped crankcase.
The camshaft is on five sliding bearings in a cylinder block. The crankshaft is in s lower part
of a block.
The cooling system is of liquid, closed type, to be primed with coolant with low-freezing
point.
2-3
ENGINE SPECIFICATIONS
Table 2-1.
Parameter name, characteristics and units Model
740.13-260 740.30-260 740.31-240 740.37-400 740.50-360 740.51-320 740.55-300
Emission standard 1 2
Engine type four-stroke, with compression ignition
Operation mode direct injection into combustion chamber in a piston
Arrangement of cylinders V-type, 90° Vee
Firing order 1-5-4-2-6-3-7-8
Crankshaft rotation right-wise (clockwise if viewed from a fan side)

Cylinder diameter and piston stroke, mm 120 120 120 130
Displacement, l 10,85 11,76
Rated power, kW (h.p.) 191 (260) 176 (240) 298 (400) 265 (360) 235 (320) 221 (300)
Maximum torque, Nm (kg f m) 932 (95) 1079 (110) 932 (95) 1765 (180) 1470 (150) 1275 (130) 1177 (120)
Setting angle of fuel injection advance, deg. 9±1
Crankshaft speed, min -1:
- rated 2200 50
2-4
- at maximum torque 1300-1500 1200-1400 1100-1500 1200-1400 1300-1500

- in idle mode:
- minimum 600 20
- maximum
- with HP fuel pump of "YaZDA" 2530-80 2530-80
- with HP fuel pump of "BOSCH" 2480-80 2150-50 2480-80
Number of valves in a cylinder head 2 (inlet and outlet)
Clearances in cold engine, between rockers inlet - 0,25…0,30 mm;
and valve stems outlet - 0,35…0,40 mm.
Oil pressure in warm engine at crankshaft
speed, kPa (kg f/cm2):
- rated; 392...539 (4...5,5)

- minimum idle, not less 98 (1,0)
Table 2-1 cont.
740.13-260 740.30-260 740.31-240 740.37-400 740.50-360 740.51-320 740.55-300
«BOSCH»
YaZDA 337- YaZDA with mechanical YaZDA YaZDA YaZDA
governor
20 337-20.05 PE8P120A920/5RV
337-20.04 337-20.03 337-20.07
(B 401 881 163)
YaZDA «BOSCH»
High-pressure fuel pump
337-42 «BOSCH» «BOSCH» « BOSCH» «BOSCH» number for
«BOSCH»
number for number for with electronic
number for number for order
governor
order order PE8P120A920/5RV
order order 0402648610
0402648611 0402648608 402 698 817) 0402648609 0402648610 with re-
adjustment
YaZDA 273-20 or 273-50 YaZDA 273-20 or 273-50
YaZDA 273- AZPI 216-02 AZPI 216-01 or 216-01
Injectors AZPI 216-02
21 or 273-51 AZPI 216 or 216 or 216-02 AZPI 216-02
or 216-02
or 216-02
2-5
Pressure at the beginning of nozzle needle

lifting, MPa (kg f/cm 2):
- models YaZDA 23,52...24,72 (240. . .252)
- models AZPI 26,47…27,65 (270…282)
gas turbine
with two tur-
Supercharging system gas turbine with two turbo compressors and charged air cooling type «air-air».
bo compres-
sors
Table 2-2.
740.60-360 740.61-320 740.62-280 740.63-400 740.64-420
Emission standard 3
Engine type four-stroke, with compression ignition
Operation mode direct injection into combustion chamber in a piston
Arrangement of cylinders V-type, 90° Vee
Firing order 1-5-4-2-6-3-7-8
Crankshaft rotation right (counterclockwise if viewed from a fan side)
Cylinder diameter and piston stroke, mm 120 130
Displacement, l 11,76
Rated power, kW (h.p.) 265 (360) 235 (320) 206 (280) 294 (400) 309 (420)
Maximum torque, Nm (kg f m) 1570 (160) 1373 (140) 1177 (120) 1766 (180) 1864 (190)
Crankshaft speed, min-1:
- rated 1900 50
- at maximum torque 1300±50
- in idle mode:
- minimum 600 20
2-6
- maximum 2150-50
Number of valves in a cylinder head 2 (inlet and outlet)
Clearances in cold engine, between rockers and inlet - 0,25…0,30 mm;
valve stems outlet - 0,35…0,40 mm.
Oil pressure in warm engine at crankshaft speed,
kPa (kg f/cm 2):
- rated; 392...539 (4...5,5)

Engine is equipped with one version of fuel system:
Version 1. V-type HP fuel pump of "YaZDA" with electronic governor
HP fuel pump 337-23
–
Electronic control module M230.E3
Injectors YaZDA 274-20 or YaZDA 274-50
YaZDA 335-30 (for injectors YaZDA 274-20), –
with atomizers
DLLA 148PV3196262 (for injectors YaZDA 274-50)
Table 2-2 cont.
740.60-360 740.61-320 740.62-280 740.63-400 740.64-420
Pressure at the beginning of injection, MPa (kg _
26,47…27,64 (270…282)
f/cm 2)
Version 2. In-line HP fuel pump of « SCH» with electronic governor
HP fuel pump PE8P120A920/5RS7540
(0 402 698 818)
Electronic control module MS6.1.60-360 MS6.1.61-320 MS6.1.62-280 MS6.1.63-400
Injectors AZPI 216, 216
–
DLLA 148P1460 (for injectors AZPI 216),
with atomizers
AZPI 904 (for injectors AZPI 216 )
Pressure at the beginning of injection, P
2 26,48…27,66 (270…282)
)
Version 3. With Common Rail fuel injection system
HP fuel pump CP 3.4 (0 445 020 089) «Bosch»
Electronic control module EDC7UC31-14J0 (0 281 020 114) «Bosch»
Injectors CRIN 2 (0 445 120 153) «Bosch»
2-7
with atomizers DLLA 147P1814 «Bosch»

Table 2-3 cont.
Parameter name, characteristics and units Parameter, value depending upon engine model
740.602 -360
740.612 -320
740.622 -280
740.632 -400
740.642 -420
740.652 -260
740.662 -300
740.70-280
740.71-320
740.72-360
740.73-400
740.74-420
740.75-440
1 2 3 4 5 6 7 8 9 10 11 12 13 14
Emission standard 4 4
(Regulation 96-02) (Regulation 49-04 1)
Cylinder diameter and piston stroke, mm 120×130
Displacement, l 11,76
Firing order 1-5-4-2-6-3-7-8
Crankshaft rotation right (clockwise if viewed from a fan side)
Maximum useful (rated net) power, kW (h.p) 265 235 206 294 309 191 221 206 235 265 294 309 324
(360) (320) (280) (400) (420) (260) (300) (280) (320) (360) (400) (420) (440)
Maximum torque (net), Nm (kg f m) 1570 1373 1177 1766 1864 1128 1275 1177 1373 1570 1766 1864 2060
(160) (140) (120) (180) (190) (115) (130) (120) (140) (160) (180) (190) (210)
2-8
Crankshaft speed, min-1:

- rated 1900 50
- at maximum torque 1300 50
- in idle mode:
- minimum 600 20
- maximum 2150-50
Minimum specific fuel consumption, g/(kW h)
194,5 [143]
[g/(hp h)]
Hourly fuel consumption at minimum idling
1,5
speed, kg/h, not more
HP fuel pump CP 3.4 (0 445 020 089) «Bosch»
Electronic control module EDC7UC31-14J0 (0 281 020 114) «Bosch»
Injectors CRIN 2 (0 445 120 153) «Bosch»
with atomizers DLLA 147P1814 «Bosch»
Table 2-3 cont.
Coolant temperature in engine outlet, 80…98
Oil pressure in warm engine at crankshaft
speed, kPa (kg f/cm 2):
- rated; 392...539 (4...5,5)
2-9
ENGINE CONSTRUCTION AND OPERATION
CYLINDER BLOCK 10 (Fig. 2-2) is a main part of an engine, it is cast from iron.
Two banks of half-blocks for cylinder liners, cast integral with the crankcase upper half, are
V-arranged at 90 angle to each other and integral with crankcase upper part.
Left bank of cylinders is offset 29.5 mm forward (toward a fan) relative the right bank, be-
cause each crankpin of crankshaft carries two connecting rods.
Each cylinder has two aligned cylindrical belts in upper and bottom parts of a half-block by
which the cylinder liner is aligned, and recess in upper part that forms circular land for liner shoul-
der.
In a bottom part, there are two grooves for sealing rings that prevent cooling liquid ingress
from a cooling cavity of a block into a cavity of a crankcase.
The bosses for fastening bolts of cylinder heads are formed as supports at transverse walls,
forming a cooling jacket, and are uniformly distributed around each cylinder.
The cross partitions in a cylinder block lower part have thick-walled arcs at their ends which
form the crankshaft main supports; the caps of main bearings are secured to the machined lands of
supports.
The boring of cylinder block for main bearing inserts is performed in assembly with caps,
that’s why the main bearing caps are not interchangeable and are set in a strictly definite position.
Each cap is provided with ordinal number of support, enumeration begins from the front face of a
block.
In a crankcase section of a V-part of a cylinder block, there are valve tappet guides. Nearer
to the rear face, there is a by-pass tube of a cooling section, between the fourth and the eighth cylin-
ders, that improves the circulation of a cooling liquid. At the same time, the tube promotes an addi-
tional stiffness to the block. Parallel to axis of borings for crankshaft bearings, there are borings for
camshaft sleeves. Below the borings for cylinder liner sealing rings, there are bosses for piston
cooling nozzles.
The KAMAZ engines are equipped with different versions fuel feed system, so, the installa-
tion lands and threaded holes on a cylinder block are made with consideration of certain HP fuel
pump version and are not interchangeable.
CYLINDER LINERS (Fig. 2-3) are of "wet" type, easily withdrawable, with marking
740.51-1002021 or 740.30-1002021 on a taper surface in a bottom guide belt.
Cylinder liner 6 is made from gray specialized cast iron, not heat-treated during manufac-
ture, and differs from liners with different marking.
Installation of liners with another marking is not permissible.
In a joint between a cylinder block and a liner, the cooling space is sealed by circular rubber
rings. In the upper part, the ring 5 is set in a liner recess, in the bottom part – two rings 4 in a cylin-
der boring.
The liner face is a net of cavities and lands with small marks angled to a liner axis. During
engine operation, the oil is kept in cavities, it improves the running-in of parts of a cylinder-piston
group.
At engine assembly, a cylinder number and index of piston version are applied onto the pas-
sive boss of liner end face. At engine repair without liners being changed, you may install the pis-
tons which should correspond to the version stated. At engine repair with liners being changed, be
sure to check up the over-piston clearance.
2-10
Fig. 2-3. Installation of cylinder liner and sealing rings:
1 – piston cooling nozzle; 3 – nozzle valve; 4 – liner sealing
ring, bottom; 5 - sealing ring, upper; 6 – cylinder liner; 7 –
cylinder block.
ACCESSORIES’ DRIVE (Fig. 2-4, Fig. 2-5) for different engine configurations and mod-
els, may be used with accessories’ case or without it, construction peculiarities are presented be-
low.
Drive is performed by straight-teeth gears and serves to drive the valve timing gear, the HP
fuel pump, the compressor and the power steering pump of a truck..
The gears are mounted on an engine in a strict definite position according to mark “0” on
camshaft drive gear, mark « » on HP fuel pump drive gear and marks punched on gears.
ACCESSORIES’ DRIVE (engine with accessories’ housing) (Fig. 2-4). The valve gear is
driven from a driving gear 10 (with tooth pitch 4.5 mm) to be set onto a crankshaft end, through a
block of intermediate gears that rotate on two rows of rollers 3 separated by intermediate bushing 4
and disposed on axle 1 secured on a rear end face of a cylinder block.
The gear 16 (with tooth pitch 3 mm) is press - fitted onto an end of a camshaft, besides, the
angular disposition of the gear relative the shaft cams is determined by the key.
Fig. 2-4. Auxiliaries’ drive (engine with accesso-

ries’ housing):
1 – camshaft drive gear axle; 2 – axle fastening bolt;
3 – rollers 5.5 15.8, quantity 60 pcs.; 4 – inter-
mediate roller bushing; 5 – driving gear; 6, 14 –
keys; 7 - thrust washer; 8 – locking washer; 9 – bolt
to secure the cageless bearing; 10 - crankshaft driv-
ing gear; 11 – intermediate gear; 12, 17 – ball bear-
ings; 13 - shaft of HP fuel pump drive; 15 - HP fuel
pump drive gear; 16 – camshaft drive gear; 18 -
bushing; 19 - camshaft.
The gear 15 of HP fuel pump drive (HPFP) is press-fitted onto the shaft 13 of HPFP drive
and fixed by a key 14.
2-11
The HP fuel pump drive is performed from a gear 15 meshed with a gear 16 of a camshaft.
The drive gears of a compressor and a power steering pump are meshed with a drive gear of a HP
fuel pump.
The auxiliaries’ housing is secured to the rear butt of a cylinder block. In the upper part of
housing, there are recesses in which the compressor and a power steering pump are set. On sides of
an auxiliaries’ housing there are bosses with holes for oil discharge from turbo compressors and a
hole for oil level dipstick.
The auxiliaries’ drive is closed by a flywheel housing secured to the rear butt of a cylinder
block through the auxiliaries’ housing. Flywheel case has mounting dimensions acc. to SAE1 for
clutch case. On a bottom flange of a flywheel case, there is a hatch for crankshaft cranking during
adjustments and repair.
In the upper part of auxiliaries’ housing and flywheel housing, there is a boss for power-
take-off box installation. In the absence of PTO box, the inner surfaces of a boss are not machined.
ACCESSORIES’ DRIVE (engine without accessories’ housing) (Fig. 2-5). The valve
gear is driven from a driving gear 23 (with tooth pitch 3 mm), to be set onto a crankshaft end,
through a block of intermediate gears that rotate on double taper roller bearing 18 arranged on axis
15 secured on a rear end face of a cylinder block.
The gear (with tooth pitch 3 mm) is press - fitted onto an end of a camshaft 13, the angular
disposition of the gear relative the shaft cams is determined by the key.
The gear 11 of HP fuel pump drive (HPFP) is arranged with tension on shaft 8 of HPFP
drive and fixed by a key 9.
The HP fuel pump drive is performed from a gear 11 meshed with a gear of a camshaft 13.
Rotation from shaft to HPFP is transferred by driving and driven couplings with elastic plates to
compensate misalignment of HOFP and gear shafts. The drive gears of a compressor and a power
steering pump are meshed with a drive gear of a HP fuel pump.
If PTO is required from engines, flywheel housing with hatch for PTO box installation may
be provided.
Fig.2-5. Auxiliaries’ drive (engine without
accessories’ housing):
1 – bolt to secure roller bearing; 2 – interme-
diate gear; 3 – bolt; 4, 16 - washers; 5 – col-
lar; 6 rear bearing body; 7 – gasket; 8–
HPFP gear shaft; 9, 19 – keys; 10, 12 – ball
bearings; 11 – HPFP drive gear; 13 – camshaft
with gear; 14 – bushing; 15 – camshaft drive
gear axle with flange; 17 – axle fastening bolt;
18 – taper double-row roller bearing; 20 –
camshaft drive gear; 21 – thrust ring; 22 – stop
ring; 23 – crankshaft driving gear.
On the flywheel housing on the r.h. side, there is a locator used for setting the fuel injection
advance angle, for adjusting the thermal clearances in the valve gear and for fixing the flywheel
during undoing the flywheel secure bolts in process of repair. In operation, the locator handle is in
upper position. During adjustment and repair jobs, it is set into the bottom position, in which case,
the locator meshes with a flywheel.
In the upper parts of flywheel housing, there’s a boring into which body of HPFP drive shaft
rear bearing is installed. In bottom, in housing left part, there’s a boring into which starter is in-
stalled. In middle of housing there’s a boring for crankshaft collar.
2-12
CRANKSHAFT (Fig. 2-6) is manufactured from high quality steel reinforced by means of
carbonizing or nitriding. For engines up to
320 h.p., the shafts reinforced by HFC are permissible. The shaft has five main journals and four
crankpins that are connected with each other by webs and mated with them by fillets. For the uni-
form alteration of working strokes, the crankpins are arranged at 90° angle.
Fig. 2-6. Crankshaft:

1 – counter-weight; 2-oil pump drive gear; 3 - key; 4 -
oil supply holes to crankpin bearings; 5 - oil supply
holes to main bearings.
Two connecting rods 5 (Fig. 2-9) are on each crankpin - one for the right bank of cylinders
and the second for the left bank of cylinders.
The oil supply to crankpins is provided through the holes 5 (Fig. 2-6) in main journals and
holes 4 in crankpins.
For balancing the inertial forces and attenuating the vibrations, the crankshaft has six coun-
terweights, stamped integral with crankshaft webs. Besides main counterweights, there is an addi-
tional detachable counterweight 1, press-fitted onto the shaft, its angular disposition relative the
crankshaft being determined by key 3. In engine with electronic control system, the counterweight 1
has a toothed ring designed for operation of inductive sensor installed in front cover of a cylinder
block. The toothed ring of counterweight 1 in engines with in-line HP fuel pump «BOSCH» is with
8 slots, while that in engines with V-type HP fuel pump «YaZDA» has 58 teeth. To provide the re-
quired dis-balance, a flywheel is provided with a recess 15 (Fig. 2-10).
The crankshaft tail part is provided with pin 9 (Fig. 2-8), by which the gear 8 (with tooth
pitch 4.5 mm) of valve gear drive and the flywheel 1 (Fig. 2-10) are aligned; the oil pump drive
gear 2 (Fig. 2-6) is press-fitted on the crankshaft nose. The oil pump drive gear for engines with rat-
ed speed 1900 min-1 differs from gear for engines with rated speed 2200 min-1 by number of teeth
(69 and 64 teeth, correspondingly).
The end face of a crankshaft tail has ten threaded holes 16 1.5-6 for fastening the crank-
shaft gear and a flywheel; the end face of a crankshaft nose has eight threaded holes 12 1.25-6
for fastening the torsion vibration damper and PTO semi-coupling.
Axial play of crankshaft is eliminated by means of two upper half-rings 1 (Fig. 2-8) and two
lower half-rings 2 to be placed in recesses of rear main journal of cylinder block support, so that the
grooved side faces the shaft thrust butts.
The crankshaft is sealed with a collar 12 (Fig. 2-10), 8 (Fig. 2-11) without a spring, with a
sealing element made of PTFE (the modified fluoroplastic). The collar is arranged in flywheel hous-
ing.
The diameters of crankshaft journals:
- main – (95 0,015) mm;
- rod – (80 0,015) mm.
The marking of crankshaft to be applied in forging on the third counterweight is to be
740.50-1005020, 740.30-1005020-01 or 740.13-1005020.
2-13
Fig. 2-8. Setting of crankshaft shells and thrust
half-rings
1 – thrust bearing half-ring, upper; 2 – thrust bearing
half-ring, lower; 3 – crankshaft bearing shell, upper;
4 – crankshaft bearing shell, lower; 5 – cylinder
Fig. 2-7. Mounting of crankshaft bearing caps: block; 6 – crankshaft bearing cap, rear; 7 - crank-
1 - bearing cap; 2 – crankshaft; 3 – cap fastening bolt; 4 – shaft; 8 – valve gear drive gear; 9 – crankshaft align-
coupling bolt of bearing cap, r.h.; 5 – coupling bolt of bearing pin.
ing cap, l.h.; 6 – washer.
MAIN BEARING CAPS 1 (Fig. 2-7) are manufactured from cast iron of high strength. The
fastening of caps is performed with the help of vertical 3 and horizontal coupling bolts 4 and 5.
Besides, the cap of the fifth main support is aligned in longitudinal direction by two vertical
pins which provide a precise match of recesses for crankshaft thrust half-rings on a block and on
caps.
The caps of main bearings are with holes for puller which is convenient for caps removal
during repair.
THE SHELLS OF MAIN AND CRANKPIN BEARINGS (Figs. 2-8, 2-9) are manufac-
tured from steel strip with coating of leaded bronze, coating of lead-tin alloy and coating of tin.
The upper 3 (Fig. 2-8) and lower shells 4 of main bearings are not interchangeable. In the up-
per shell there is a hole for oil feed and a ring groove for its distribution.
The shells 9 (Fig. 2-9) of the big end are interchangeable. The cranking and displacement of
shells are prevented by tabs inserted into slots made in block beds, bearing caps and connecting rod
beds.
At engine reconditioning, the tolerable limits for diameters of repair crankshaft journals are to
be the same as those for the diameters of new crankshaft journals.
The stamp of repair dimension is applied onto the back of the insert.
During grinding the crankshaft along the main journals till diameter less than 94.5 mm or
along the rod journals till diameter less than 79.5 mm, the crankshaft is to be subjected to repeated
nitriding by special technology.
2-14
During repair works, it is not recommended to change shells onto serial with marking
740 because this will lead to a considerable decrease of engine service life! IT IS TOLERABLE
TO USE INSERTS OF NOMINAL AND REPAIR TYPE-DIMENSIONS WITH MARKING 7405.
CONNECTING ROD (Fig. 2-9) is steel, forged stem 5 with I-section. The big end is inte-
gral, the small end is made with straight and flat joint. A steel-bronze bushing 10 is pressed into the
big end, while removable shells 9 are set into the small end.
Fig. 2-9. Piston with connecting rod and rings

assy.:
1 - piston;
2, 3 - compression rings;
4 - oil control ring;
5 – connecting rod stem;
6 – bolt to secure the rod cap;
7 – nut of bolt to secure the rod cap;
8 – connecting rod cap;
9 – small end shell;
10 – big end bushing;
11 – pin;
12 – lock ring.
The connecting rod is finally machined in assembly with a cap 8, that’s why the caps are not
interchangeable.
The small end cap is fastened by nuts 7 with bolts 6 preliminarily pressed into connecting
rod stem.
The match marks in form of three-digit ordinal numbers are drawn on the cap and the rod.
Besides, the cylinder ordinal number is punched on the rod cap.
PISTON 1 (Fig. 2-9) is cast of aluminum alloy. Thee grooves for piston rings are made in a
piston head. The groove for the upper compression ring is with insert made from wear-resistant
cast iron. The piston crown accommodates the toroidal combustion chamber with a displacer in a
central part, the latter is displaced onto 5 mm relative the piston axis towards the recesses for
valves. The side surface is of complex oval-barrel form with lowering in zone of holes for piston
pin. Graphite coating is applied onto the piston skirt. In a bottom part, there is a slot which prevents
(if proper assembly) the contact of piston with cooling nozzle when being in bottom dead center
(BDC).
The piston is assembled with two compression rings and one oil control ring.
To provide the fuel efficiency and ecological purity, there’s provided a selective choice of
pistons for each cylinder, according to distance from piston pin axis to piston crown. According to
this parameter, the pistons are divided into four groups 10, 20, 30 and 40. Each successive group
differs from the previous one onto 0.11 mm.
2-15
The pistons of the greatest height are supplied as spare parts (40-th group marking on bot-
tom) and minimum height (10-th group marking on bottom).
When using piston of maximum height, it is necessary to control the over-piston clearance
and piston cutting, if need be. If the clearance between piston and cylinder head, after tightening the
fastening bolts, is less than 0.87 mm, it is necessary to cut the piston crown as much as the deficit
value constitutes.
Pistons of «Federal Mogul Naberezhnye Chelny» for engines of emission standard:
1. UR -1 and 2 with travel 120 mm are included into repair sets 740.30-1000128-05 (with
high piston 40-th group, designation 7.12094 101-40) and 740.30-1000128-06 (with low piston
10-th group, designation 7.12094 101-10)
2. UR -2 and 3 with travel 130 mm are included into repair sets 740.60-1000128-04
(with high piston 40-th group, designation 7.12094-101-40) and 740.60-1000128-05 (with low pis-
ton 10-th group, designation 7.12094-101-10).
The marking is cast on piston inner cavity.
Upper compression ring 2 (Fig.2-9) is manufactured of high-strength iron, cross section is
in form of a two-sided trapezoid with angle 150, the working surface is reinforced with wear-
resistant chrome-diamond coating, the torsion recess is made on upper end face from ring inner
side.
The second compression ring 3 (Fig.2-9) is manufactured of special gray cast iron, without
wear-resistant coating on working surface, cross section is of rectangular form. The form of the
second compression ring is cone with tilt to the lower face, with sharp edge from its side.
Compression rings on their face which should be on the side of a piston crown have mark
» in zone of lock.
Oil control ring 4 (Fig. 2-9) is of box section, height 3 mm, with spring expander.
Manufacturer mark «GOE 6» is applied to the left of lock, on all rings. Piston rings are in-
cluded into set 740.60-1000106-02.
PISTON PIN 11 (Fig. 2-9) is of floating-type, its axial play is limited by lock rings 12. The
pin is made of chrome-nickel steel, the hole diameter is 20,2 mm with chamfers 2 45° (designation
12094-50971) or 21,0 mm, with chamfers 15 25° (designation 12094-50972).
The usage of pins with other hole diameters and chamfer dimensions is prohibited as it violates
the engine balance!
The cooling nozzles 1 (Fig. 2-3) are installed in a case part of a cylinder block 7, they provide the
oil feed from main oil line into the inner cavity of pistons.
During engine assembly, be sure to control the nozzle pipe 1 disposition relative the cylinder
liner 6 and a piston. The contact with piston and crank gear items is inadmissible.
FLYWHEEL is manufactured of special cast iron. Flywheel 1 (Fig. 2-10) is fastened by ten
alloyed steel bolts 16 (with 12-hedral head), manufactured of alloy steel, on the crankshaft tail and
is fixed by pin 4 on the crankshaft centering pin 20.
Flywheel 1 of engine 740.13-260 (Fig. 2-11) is fastened by eight bolts 5 on the crankshaft
rear end face and secured properly by two rods 9 and setting bushing 10.
In order to prevent the damage of flywheel surface, the washers 17 are set under the bolt
heads (Fig. 2-10), 6 (Fig. 2-11).
2-16
Fig. 2-10. Flywheel installation:
1 – flywheel;
2 – flywheel case;
3 – valve drive gear;
4 – flywheel setting pin;
5 – cylinder block;
6 – crankshaft;
7 – thrust half-ring, upper;
8 – shell of crankshaft bearing, upper;
9 - shell of crankshaft bearing, bottom;
10 - thrust half-ring, bottom;
11 – crankshaft bearing cap;
12 – crankshaft sealing collar;
13 – dust collar;
14 – ring gear;
15 – recess for dis-balance;
16 – bolt;
17 – washer;
18 – distance sleeve;
19 – bearing;
20 – centering pin;
21 – ring.
A ring gear 14 is press-fitted onto a flywheel machined cylindrical surface, this ring gear be-
ing in mesh with a starter gear for starting the engine (Fig. 2-10). A ring 21 with outer chromium-
plated surface is set under the crankshaft sealing collar. The distance sleeve 18 and the bearing 19
of gearbox primary shaft with double-sided seal are set into the inner recess of a flywheel.
While adjusting the fuel injection advance angle and thermal clearances in valves of valve
gear, while undoing the flywheel fastening bolts during repair, the flywheel is locked with the help
of a locator (Fig. 2-12).
The flywheel marking is applied on cast surface from side of a clutch.
DURING REPAIR, THE INSTALLATION OF FLYWHEELS FROM OTHER
KAMAZ ENGINE MODELS OR FROM ENGINES OF THE SAME MODEL BUT WITH
OTHER VERSIONS OF FUEL INJECTION SYSTEMS IS PROHIBITED!
2-17
Fig. 2-11. Flywheel installation in engine
740.13-260:
1 – flywheel;
2 – flywheel case;
3 – cylinder block;
4 – crankshaft;
5 – bolt;
6 – washer;
7 – bearing;
8 – collar;
9 – rod;
10 – setting bush.
Fig. 2-12. Position of flywheel locator handle:

) – during operation;
) – during adjustment, in mesh with flywheel.
Torsion vibration damper (Fig. 2-13) is fastened with eight bolts on a crankshaft front
nose. A damper consists of a case 1 (Fig. 2-13), into which a damper flywheel 2 is set with a clear-
ance. The damper case is closed with a cap 3. The air-tightness is provided by welding along joint
between a damper case and a cap. Between a damper case and a flywheel, there is highly viscous
silicone fluid to be proportionally primed prior the cap being welded. The damper alignment is pro-
vided by shoulder 6.
2-18
Fig. 2-13. Crankshaft torsion vibration damper
1 – damper case; 2 – damper flywheel; 3 – cap; 4 – filling
hole plug; 5 – high-viscous silicone fluid; 6 – centering
shoulder.
The damping of torsion vibration of a crankshaft is performed by means of retardation of a

damper case mounted on a crankshaft nose relative the flywheel in silicone liquid medium. With
this, the retardation energy is released as heat.
With damper installed, be sure to provide the necessary clearance between damper and coun-
terweight.
When performing repair works, it is CATEGORICALLY FORBIDDEN to deform the
damper case and cap. The damper with deformed case or cap is not operable.
PTO drive, front (Fig. 2-14) is performed from the crankshaft nose part through the power-
take-off semi-coupling 2 fastened to crankshaft nose part 14 by eight special bolts 12 1,25. The
semi-coupling centering relative the crankshaft is performed along the inner recess of the counter-
weight. The torque from semi-coupling is passed by means of accessories drive shaft 1 and PTO
shaft 3 onto pulley. The PTO shaft 3 is mounted onto two ball bearings 11 and 12. The cavity is
sealed by collar 6 and plug 8 with rubber ring 9. To decrease the wear-out of splined connections,
the accessories’ drive shaft is precluded from axial displacements with spring 7.
Fig. 2-14. PTO drive, front:

1 – accessories drive shaft; 2 – PTO semi-
coupling; 3 – PTO shaft; 4 – block front
cap; 5 – bearing body; 6 – collar; 7 –
spring; 8 – plug; 9 – rubber sealing ring;
10 – stop ring; 11, 12 – bearings; 13 –
cylinder block; 14 – crankshaft.
2-19
Reinforced drive of PTO, front
As for special engine component sets, in view of increased requirements for power-take-off
from crankshaft nose, the construction shown in Fig. 2-15 is to be used. Drive is performed from the
crankshaft nose part through the power-take-off semi-coupling 4, fastened to crankshaft nose part 9
by eight special bolts 12 1.25-6H (position 5). The semi-coupling centering relative the crank-
shaft is performed along the hole in a damper 6 flange.
Fig. 2-15. Reinforced front drive of

PTO:
1 – pulley; 2 – shaft; 3 – collar;
4, 12 – semi-couplings; 5, 15, 18 – bolts;
6 – damper; 7 – block front cover;
8 – cylinder block; 9 – crankshaft;
10 – holes for cranking; 11 – bearings;
13 – thrust ring; 14- cover; 16, 17 – stop
rings; 19 – setting ring.
The torque from semi-coupling is passed by means of accessories’ drive shaft 2 and semi-
coupling 12 onto pulley 1. The pulley is installed on two ball bearings 11 with two protective wash-
ers and axially fixed by spring stop rings 16 and 17, distance ring 19 and thrust on cylinder block
cover. The splined joints greasing is performed by grease to be packed into crankshaft cavity. The
drive is sealed by collar 3, by protective washers of pulley bearings and by sealing groove formed
by pulley and surface on cylinder block cover. To decrease the wear-out of splined connections, the
accessories’ drive shaft is precluded from axial displacements with thrust spring 13 and cover 14.
The holes on pulley outer diameter are for cranking the shaft. The cast iron front cover of block 7 is
provided in drive construction.
THE CRANKSHAFT PULLEY CONFIGURATION MAY CHANGE IN ACCORD WITH
ENGINE APPLICATION!
PTO drive, rear. On customer demand, the engine may be provided with rear PTO from a
flywheel (Fig. 2-16). The drive is performed from the crankshaft flywheel through the coupling 5
and further by means of PTO shaft 16 onto accessories’ drive. From one side, the shaft 16 is sup-
ported by bearing in flywheel 4 of crankshaft 1, while from the other side, by roller ball-and-socket
bearing 17. The shaft is fixed axially by cap 11 on bearing outer race. The bearing greasing is pro-
vided by grease -4 Specif. 38 USSR 201312-81 to be packed at assembly and repair in cavi-
ties formed by collars 15 and 18 and by the bearing itself.
2-20
Fig. 2-16. PTO rear drive
1 – crankshaft; 2 – cylinder block;
3 – flywheel casing; 4 – flywheel;
5 – clutch; 6 – clutch casing;
7 – distance piece; 8, 10 – bolts;
9 – bearing body; 11 – cap;
12 – nut; 13 – plate spring;
14 – propeller shaft secure flange;
15, 18 – collars; 16 – PTO shaft;
17 – bearing.
VALVE GEAR (Fig.2-17) serves to provide the supply of fresh air charge into the cylin-
ders and to expel the exhaust gases from them. The intake and exhaust valves are opened and closed
in definite positions of the piston, ensured by matching the marks on auxiliaries’ drive gears at their
assembly.
The valve gear is of the overhead type with the bottom disposition of a camshaft. The cams
of camshaft 24 actuate the valve tappets 23 in compliance with distributing phases. Rods 19 impart
the rocking motion to rockers 16, which, in overcoming the resistance of springs 4 and 5, open the
valves 25. The valves are closed by compressed springs.
Fig. 2-17. Valve gear:

1 - cylinder head; 2 – guide bushing;
3 – valve spring washer; 4, 5 – valve springs;
6 – valve collar; 7 – washer; 8 – head fastening bolt;
9 – spring plate; 10 – spring plate bushing;
11 – valve block; 12 – cover fastening bolt;
13 - washer; 14 – vibration isolation washer;
15 – cylinder head cap; 16 – valve rocker;
17 – rocker post; 18 – cover gasket;
19 – rod; 20 – fastening screw cap;
21 – water pipe fastening screw cap;
22 – sealing gasket; 23 – tappet;
24 – camshaft; 25 – outlet valve;
26 – outlet seat; 27 – cylinder liner;
28 – gas joint ring; 29 – cylinder block;
A – expansion gap.
2-21
Fig. 2-18. Camshaft:
1 – camshaft; 2 – bearing body; 3 – gear; 4 – key.
THE CAMSHAFT 1 (Fig. 2-18) is steel, the cams and support necks are HFC thermal treated,
it is mounted in a Vee part of a cylinder block on five plain bearings, which are steel bushings flooded
by antifriction alloy.
A straight-teeth gear 3 is press-fitted onto the rear end of a camshaft.
The camshaft drive is performed from a crankshaft gear through the intermediate gears.
To provide the given valve gear phases the gears at assembly are mounted according to
marks punched on faces (see Fig. 2-4). The gears are steel, stamped, heat-treated, with polished
teeth. The axial displacement of the shaft is limited by rear support bearing body 2 (Fig. 2-18),
which is secured on the cylinder block with three bolts.
The camshaft is marked by punching on the face of nose part.
Camshafts with different marking is not tolerable!
Valves 25 (Fig. 2-17) are made of heat-resisting steel. The angle of chamfer is 90 . The
plate diameter of intake valve is 51.6 mm, of exhaust valve – 46.6 mm, the rise height of intake
valve – 14.2 mm, of exhaust valve – 13.7 mm. The plate geometry of intake and exhaust valves
provides certain gas-dynamic parameters of gas inlet-outlet
The valves travel in cermet guide bushings. The rubber collars are fitted on the valve guides
to preclude oil seepage into the cylinder and decrease its burn-out loss.
Tappets 23 (Fig. 2-17) are of plate-type, with profiled guide. They are made of steel with
further chilled cast iron surfacing of a plate. A tappet is chemically and thermally treated.
PUSH RODS 19 (Fig. 2-17) are steel, hollow, with pressed-in ends. Bottom end is with
concave spherical surface, upper one is in form of spherical cup for rocker adjusting screw to thrust
into.
Rockers 16 (Fig. 2-17) are steel, stamped two-arm levers with ratio of 1.55. The rockers of
both intake and exhaust valves are mounted on a common support, the end play is restricted by a
spring-loaded retainer..
Rocker’s post 17 (Fig. 2-17) is made of cast iron, pivots are thermal treated (currents of
high frequency HFC).
Valve springs 4 and 5 (Fig. 2-17) are coil, each valve mounts two springs. Springs are with
opposite coiling hands. The wire diameter of outer spring is 4.8 mm, of inner – 3.5 mm. Prelimi-
narily set spring force is 355 N, common working force is 821 N
Cylinder heads 1 (Fig. 2-17) are individual for each cylinder, they are made of aluminum
alloy, the cylinder head is provided with cavity for cooling liquid, communicating with the block
cooling jacket.
Each cylinder head is set on two locating pins press-fitted into cylinder block, and is secured
with four bolts of alloyed steel. One of the locating pins is at the same time an oil feed bushing for
greasing the valve rockers. A bushing is sealed with rubber rings.
The windows of intake and exhaust channels are on opposite sides of a cylinder head. The
2-22
intake channel is of tangential profile to provide an optimum swirling of air charge, which deter-
mines the parameters of an engine working process and toxicity of exhaust gases.
The cast iron valve seats and cermet guide bushings are press-fitted into the head. The pro-
file of exhaust seat and valve provides less resistance to exhaust gases discharge.
The joint "cylinder head – liner” (gas joint)

is without gasket (Fig. 2-19). To decrease the toxic
volumes, there is a fluoroplastic gasket – filler 3 in
a gas joint. The gasket-filler is fixed on a gas joint
ring by means of opposite cone and its seating with
tension along the protruding ring. The gasket-filler
decreases the specific fuel consumption and fuming
of exhaust gases. The gasket-filler may be used on-
ly once.
The valve gear is closed with an aluminum
Fig. 2-19. Gas joint:
cover 15 (Fig. 2-17). For noise isolation and sealing
1 – cylinder head; 2 – gas joint ring; 3 – gasket- the joint “cover – cylinder head”, a rubber sealing
filler; 4 – cylinder liner; 5 – sealing ring; 6 – seal- gasket 18 and vibration isolation gasket 14 are used.
ing gasket; 7 – cylinder block.
Cylinder heads of engines with «CR» fuel system differ in site for injector installation, so,
they are not interchangeable with heads of other Z engines.
Bolts to secure cylinder head covers are tightened with torque 12,7…17,6 N m (1,3…1,8
kgf m).
ENGINE UNITS MAINTENANCE
At engine assembly, the cylinder head fastening bolts are tightened in three steps as shown
in Fig. 2-20.
Torque is to be:
- first step – 39…49 Nm (4…5 kgf m);
- second step – 98…127 Nm (10…13 kgf m);
- third step – 186…206 Nm (19…21 kgf m) extreme value.
Before screwing-in, to apply thin layer of graphite grease onto the bolts thread.
With bolts tighten-up, to adjust the gaps between valves and rockers. Clearance provides air-
tight setting of valve onto the seat at thermal expansion of parts during engine operation.
Increase or decrease of thermal clearances worsen the valve gear and engine operation. At
excessive clearances, the shock loads increase and items of valve drive wear-out heavily. At ex-
tremely small or no clearances, the combustion chamber is not tight, the engine looses compression
and doesn’t develop full power. The valves overheat which may cause the burning-out of chamfers.
At no clearance, the scores appear on a tappet plate and working surface of a camshaft cam.
2-23
Fig. 2-20. Sequence of tightening the cylinder head fastening
bolts.
Gap adjustment in valve gear

To adjust the gaps when engine is cold or after engine stop, not earlier than in 30 min. With
this, stop the fuel supply, check the tightening of cylinder head bolts and rocker nuts, preliminarily.
The size of the gaps (cold engine) must be:
- for inlet valves – 0,25…0,30 mm;
- for exhaust valves – 0,35…0,40 mm.
For 1, 2, 3 and 4-th cylinders the front valve is inlet, and for 5, 6, 7 and 8-th cylinders is ex-
haust valve.
Adjust the extension gaps simultaneously in two cylinders, in working order one after an-
other, during compression stroke (or working stroke) in these cylinders. At this moment, the valves
of the cylinders adjusted should be closed. During adjustment, crankshaft is set successfully into
positions 1…4 which are determined by its cranking, relative the fuel injection start position in the
first cylinder, onto angle shown below:
- crankshaft positions 1–2–3-4;
- crankshaft rotation angle, deg. - 60–240–420–600;
- cylinder numbers of valves adjusted 1-5, 4-2, 6-3, 7-8.
Engine cylinders and HPFP numeration scheme is shown in Fig. 2-21.
Sequence of procedures of clearances ad-
justment is as follows:
- take off caps of cylinder heads;
- check tightening of bolts fastening the cyl-
inder heads;
- withdraw the locator on flywheel case, turn
it onto 90 and set into bottom position;
- remove cap of window in the bottom
part of clutch case (for rotating the flywheel
with a tommy bar);
- cranking the crankshaft in direction
of its rotation, set it into such position in
Fig. 2-21. Scheme of engine cylinder numeration and HP fuel
which the locator under action of spring
pump sections disposition: meshes with flywheel.
1 - engine; 2 – HP fuel pump; 3 – flywheel.
With this, marks on case of HP fuel pump and flange of driven half-coupling of HP fuel
pump drive should coincide (Fig. 2-52).
2-24
This position of crankshaft corresponds to the beginning of fuel feed in the first cylinder.
With this, the key on driving half-coupling, with closed valves of the first cylinder, should occupy
position as shown in Fig. 2-52 (in horizontal plane on the side of the eighth cylinder).
If marks don’t coincide, it is necessary, having unmeshed the locator from a flywheel, rotate
a crankshaft onto one revolution. With this, the locator should mesh with a flywheel again.
Crank a crankshaft with a tommy bar, having inserted it into orifices disposed on periphery
of a flywheel. Rotating a flywheel on angle equal to distance between two neighbour orifices corre-
sponds to crankshaft rotation onto 30 deg.
Pull out the locator overcoming the spring force, rotate it onto 90 and set into upper posi-
tion;
- crank the crankshaft on angle 60 , having set it in position I.
In this position, the valves of the cylinders adjusted (of the first and the fifth) are closed
(bars of the cylinders pointed should be easily rotated by hand);
- with the torque wrench, check the tightening torque of nuts fastening the rocker bars of the
cylinders adjusted.
- with the feeler, check the clearance between the rocker tips and the valve faces of cylinders
adjusted. If they are outside the limits indicated, adjust them;
- to adjust the clearance, slacken the lock nut of the adjustment screw, insert a feeler of necessary
thickness into the clearance and, rotating the screw with a screwdriver, set the clearance required.
Keeping the screw with a screwdriver, tighten the nut and check the clearance. Feeler with
thickness 0.25 mm for inlet valve and 0.35 mm for outlet valve should pass freely, while feelers
with thickness 0.30 mm for inlet and 0.40 mm for outlet – with effort.
Further adjustment of clearances in a valve gear should be done in pairs in cylinders:
- 4 and 2 (II position);
- 6 and 3 (III position);
- 7 and 8 (IV position), cranking the crankshaft each time onto 180 ;
- start the engine and listen to its operation. With clearances properly adjusted, there must be
no knocks in a valve gear;
- replace the cap of a clutch case window and replace caps of cylinder heads.
2-25
Engine lubricating system
Fig. 2-22. Lubricating system scheme:

1 - oil pump; 2 - valve; 3 – oil filter; 4 - by-pass valve; 5 - partial-flow filter element; 6 - water-oil heat exchanger; 7, 8
and 9 - control instruments; 10 - piston cooling nozzles; 11 - thermal valve; 12 - full-flow filter element; 13 - oil sump;
14 - safety valve; 15 – oil distribution channel.
ENGINE LUBRICATING SYSTEM serves to transfer the refined and cooled oil to the
friction pairs.
The lubricating system is of combination type, in which lubrication under pressure, gravity
lubrication and lubrication by splash are used. The lubricating system is with "wet" crankcase.
The lubricating system (Fig. 2-22) includes oil pump 1, oil filter 3, oil heat exchanger 6, oil
sump 13, oil filler neck, guide tube and oil level dipstick.
From oil sump 13, the oil pump 1 feeds oil to oil filter 3 and through the water-oil heat ex-
changer 6 - to the main oil line and further to consumers. The lubricating system includes also a
valve 2, which provides certain pressure in a main oil line 0,39…0,54 (4,0…5,5 kgf/cm2 ) at
rated engine rpm and oil temperature 80…95 ° , and not less 0,10 (1,0 kgf/ 2) at minimum
crankshaft speed (idle run); a by-pass valve 4 adjusted to be engaged at filter pressure difference of
147 - 216 kPa (1.5-2.2 kgf/ m2), and a thermal valve 11 of water-oil heat exchanger engagement.
At oil temperature below 95 , the valve is open, and main oil flow passes to engine omit-
ting a heat exchanger. At oil temperature more than 110 , a thermal valve is closed, and all oil
flow passes through a heat exchanger where it is water-cooled. Thus, there is provided an accelerat-
ed engine warm-up after starting and an optimum thermal mode in process of operation. A thermal
valve is disposed in an oil filter body. Maximum oil temperature in a lubricating system is 115 ° .
2-26
In order to reduce oil aeration and to provide engine run on rolls between the cylinder block
and oil sump flange the oil distribution channel is installed.
Engines of different configurations may differ by shape of oil sump, disposition and depth of
oil collector. Correspondingly, the oil pump may be provided with different oil intakes. The engines
are provided with oil filling neck and oil level dipstick disposed in front cover or on a flywheel
case, with this, the dipstick pipes may differ by their length.
Oil pump (Fig. 2-23) is secured to the
cylinder block bottom plane. At rated crankshaft
speed 2200 min-1 the driving gear has 64 teeth,
the driven one – 52 teeth; at rated crankshaft
speed 1900 min-1 the driving gear has 69 teeth,
the driven one – 47 teeth.
Clearance in drive gear meshing is ad-
justed with shims (0.4mm) inserted between
mating planes of the pump and the block, it
should constitute 0.15-0.35 mm. The tightening
torque for bolts fastening the oil pump to block,
should be 49.0-68.6 Nm (5-7 kgf m).
The oil pump is of gear, one-section
type. It contains a body 2, a cover 1 and gears 3
and 7. In a cover, there is a lubricating system
valve 13 with a spring 11 adjusted onto en-
Fig 2-23. Oil pump: gagement pressure of 392 - 439 kPa (4 – 4.5
1 - cover; 2 - body; 3 – driving gear; 4 – driven gear; 5 - kgf/cm2). Besides, a pump is provided with a
key; 6 - nut; 7 – driven gear; 8 - axis; 9 – splint pin; 10 - safety valve – a ball 14 with spring 12. The
plug; 11, 12 - springs; 13 - valve; 14 - ball 15 – shims.
valve engagement pressure is 931 - 1127 kPa
(9.5 – 11.5 kgf/cm2.
Oil filter (Fig. 2-24) is mounted on the cylinder block right side, it consists of a body 1, two
hoods 9 and 11, in which there are a full-flow 8 and a partial-flow 4 filter elements. The threaded
hoods are screwed into a body. The sealing of hoods is provided by rings 2 and 3.
In a filter body, there is also a by-pass valve15 and a thermal valve of a water-oil heat ex-
changer engagement. The oil cleaning in a filter is of combination type. The main oil flow, before
consumption, passes through a full-flow filter 8, the degree of impurities removal constitutes 40
mcm. The partial-flow filter 4 capacity is 3 – 5 l/min, the impurities of size more than 5 mcm are
eliminated. From the partial-flow element, oil is discharged into the crankcase. With this scheme, a
high degree of oil cleaning is achieved.
Thermal valve of a water-oil heat exchanger engagement (Fig. 2-24) consists of a spring-
loaded piston 13 with an indicator 6. At temperature below 95 , the piston 13 is in upper position,
and main oil flow omitting the heat exchanger enters the engine. When temperature of oil, washing
the thermal indicator 6, reaches (95 +2) , an active mass in a container begins to melt and, in-
creasing in volume, disposes the indicator rod and the piston 13.
At oil temperature (110+2) , the piston 13 separates cavities in a filter before and after the
heat exchanger, and all oil flow passes through the heat exchanger.
At oil temperature higher than 120 43 , an emergency temperature indicator comes into op-
eration, and a pilot lamp on an instrument board comes on.
2-27
Fig. 2-24. Oil filter with heat exchanger:
1 – filter body; 2, 3 – sealing rings; 4 – partial-
flow filter element; 5 – heat exchanger; 6 – ther-
mal-power sensor; 7 – gasket; 8 – full-flow filter;
9. 11 – hoods; 12 – drain plug; 13 – thermal valve
piston; 14 – thermal valve spring; 15 – by-pass
valve; 16 – by-pass valve spring.
Water-oil heat exchanger 5 (Fig. 2-24) is mounted on an oil filter, the housing is of tube
shape, of combined type. The cooling liquid from the engine cooling system passes inside the pipes,
while oil flows outside. On the side of oil, the pipes have fins in form of cooling plates. Oil flow in
a heat exchanger crosses the pipes with water four times providing high efficiency of oil cooling.
Oil sump 13 (Fig. 2-22) is stamped, secured to the cylinder block through oil-distributing
groove with gasket on flange. The engines may be equipped with different oil sumps in view of ap-
plication. The tightening torque for sump fastening bolts is 8,0…17,8 Nm (0,8…1,8 kgf m).
Crankcase ventilation system (Fig. 2-25) is of open cyclone type. The gases are removed
from a cavity of the second cylinder through an angle piece 1 into pipe 3 and then go to the oil sepa-
rator 6, where the separated oil drains into the oil sump through the aggregate case hole by the hy-
draulic lock 4 pipe and the cleaned crankcase gases are released through the pipe 9 to atmosphere.
Fig. 2-25. Crankcase ventilation system:

1 – angle-piece; 3 – pipe; 4 – hydraulic gate;
6 – oil separator; 7 – branch; 8 – clip; 9 – gas re-
lease pipe.
2-28
Lubricating system maintenance
Check the oil level in 4-5 minutes after
engine stop with the product on the smooth hori-
zontal location. The level must be controlled by
marks 1 of dipstick being on r.h. side of engine,
next to filling neck. Wipe the dipstick prior
measurements. The level must be close to "B"
mark that conforms to the required oil quantity
Fig. 2-26. Oil level check: in the engine.
1 – marks on dipstick;
2 – filling neck cover.
To change the oil:

- warm up the engine to the coolant temperature 70-90 º , stop it, screw out the drain plug
and drain the oil from the oil sump. When draining the oil from the engine check if there is water or
metallic parts. If there are, it's necessary to repair the engine. Pour in the oil into the sump in the
following sequence:
- screw-in the drain plug of oil case;
- open the filler after cleaning it;
- pour in the oil to the mark « » in the oil gauge pipe;
- start the engine and let it run for 5 minutes at minimum crankshaft speed to fill the oil ca-
pacities in the engine;
- stop the engine and after 4-5 minutes fill up the oil to the mark « » in the oil level gauge.
Between marks « » and « », the oil volume is about 4 liters.
After the long stop it is necessary to fill up the oil into the crankcase in the above mentioned
sequence of operations. When changing the oil change filter elements of oil filter. The allowed oils
are specified in the Lubrication chart.
In case of non-regular oil and filter elements change, usage of unadvisable oil and filter ele-
ments and dirty oil, the inserts and engine may fail.
Change filter elements of oil filter in the following sequence:
- undo the drain plugs and drain oil into the vessel;
- undo the caps with the wrench S=27;
- remove filter elements from the caps;
- wash the cap chamber with diesel fuel;
- check the caps of sealing rings and, if necessary, change them;
- mount new filter elements: full-flow – into the larger cap (near the fan), part-flow – into
the smaller cap (filter elements are not interchangeable);
- fill in the clean oil (1 l.) into every cap;
- lubricate the cap thread, sealing rings and gaskets with engine oil;
- screw in the caps into the body with torque 49-68,6 Nm (5,0-7,0 kgf m);
- with the engine running check if the oil leaks in the connections. In case of oil leakage
tighten up or change sealing elements.
During maintenance, use filter elements which are manufactured by the companies approved
by "KAMAZ Inc." for delivery to spares.
The supercharging and charged air cooling system

The supercharging and charged air cooling system using partially the energy of exhaust
gases, provides supply of preliminarily compressed and cooled air to engine cylinders.
Supercharging allows increase the density of air charge supplied to the cylinders, burn more
2-29
fuel in the same working volume and increase the engine power. Usage of supercharged engines
widens the operation possibilities while on long climbing, rugged terrain and on hills.
The engine supercharging system (Fig. 2-27) consists of two interchangeable turbochargers
5( ), intake and exhaust manifolds and branches, charged air cooler 1 of type "air-air", supply
and discharge lines.
Air from the air cleaner passes to centrifugal compressor of a turbocharger, is compressed
and supplied under pressure into charged air cooler, then, the cooled air passes into engine.
Fig. 2-27. The supercharging

and charged air cooling system
1 – heat exchanger;
2 – cooling system radiator;
3 – fan;
4 – engine;
5 – turbocharger;
– air;
– air after air cleaner;
– exhaust gases.
Fig. 2-28. The supercharging

system (without charged air
cooling):
1 – turbocharger;
2,3 – exhaust manifold;
4,5 – exhaust branch;
6,7 – inlet manifold;
8,9 – inlet branch;
10 – uniting branch;
– cleaned air;
– exhaust gases.
The turbochargers are installed on exhaust branches, by one for every row of cylinders. The
exhaust manifolds and branches are manufactured of high-strength cast iron. The gas joints between
setting flanges of turbocharger turbine, exhaust branches and manifolds are sealed by heat-resistant
steel gaskets. The gaskets are designed for single usage and should be changed at system mainte-
nance. The gas joint between exhaust manifold and a cylinder head is sealed by gasket made of
asbo-steel sheet framed by metal plated strip.
The exhaust manifolds are integrally cast and mounted to cylinder heads by bolts and locked
by lock washers. To compensate the angular displacements at heating, special spherical washers are
mounted under the bolt heads of exhaust manifold.
The exhaust manifolds and branches are cast of aluminum alloy and bolted together.
The gas joint between manifolds and branches are sealed by paronite gaskets.
The engine supercharging system and charged air cooling system should be leak-proof. If
leak-proof is disturbed, the turbo-compressor efficiency decreases that leads to engine power reduc-
tion.
Besides, leakage of inlet manifold leads to "dust" wear-out of parts of cylinder-piston group
2-30
and preliminary failure of engine.
Greasing of turbocharger bearings is performed from engine lubricating system through
PTFE pipes with metal braiding. Oil from turbocharger is drained to engine crankcase by steel
pipes.
The engine is provided with two turbochargers 7 -6. Instead of turbocharger -
6, the turbochargers S2B/7624TAE/0,76D9 of «BorgWarner Turbo Systems», Germany, may be
installed.
The engines without charged air cooling (Fig. 2-28) are provided with two turbochargers
7 -9. Instead of turbochargers 7 -9, the turbochargers 27-115 of « Z», Checkya, may
be installed.
Technical data of turbochargers are presented in Table 2-3.
Table 2-3.
Parameter name Parameter value
Gas temperature at turbine input, ( )

- permissible during 1 hour 1023 (750)
- permissible without time limits 973 (700)
Oil pressure at turbocharger inlet, at oil temperature 80 - 95
, kPa (kgf/cm2):
- at crankshaft rated speed 294...441 (3,0...4,5)
- at crankshaft minimum speed, in idle mode, at least 98 (1,0)

The turbocharger 7 -6 ( 7 -9) (Fig. 2-29) is a unit combining the centripetal
turbine and centrifugal compressor, connected with each other by bearing housing. The turbine with
two-inlet housing 7 made of high-strength iron, converts energy of exhaust gases into kinetic energy
of rotor rotation and further into air compression work by the compressor.
The rotor of a turbocharger consists of a turbine impeller 9 with shaft 10.
The turbine impeller is cast from heat-resistant alloy according to models cast, and friction-
welded with shaft.
The bushing, oil baffle, compressor impeller are mounted on a rotor shaft and fastened by nut
with tightening torque 7.8-9.8 Nm (0.8-1.0 kgf m). After assembly, the rotor is not balanced addi-
tionally, only radial run-out of shaft journals is checked.
Fig. 2-29. Turbocharger 7 -6 ( 7 -9):

1 – compressor body; 2 – cover; 3 – bearing body; 4 –
thrust bearing; 5 – bearing; 6 – lock ring; 7 – turbine body;
8 – sealing ring; 9 – turbine impeller; 10 – rotor shaft; 11 –
turbine baffle; 12 – strip; 13 – bolt; 14 – oil deflection baf-
fle; 15 - bushing; 16 – oil deflector; 17 – strip; 18 – bolt;
19 – nut; 20 – compressor impeller; 21, 23 - sealing ring
(rubber); 22 – diffuser; 24- adapter; 25 – gasket.
2-31
In order to decrease the heat transfer from turbine to compressor, the bearing body is made
of some components – a cast iron body and a cover of aluminum alloy. To prevent oil leakage in a
joint "compressor body-bearing body", there is a rubber sealing ring 23.
To prevent air leakage in a joint "compressor body-bearing body", there is a rubber sealing
ring 21.
The bodies of a turbine and a compressor are fastened to bearing body by bolts 13, 18 and
with strips 12, 17. Such construction allows to install the bodies under any angle to each other
which in its turn simplifies the mounting of turbocharger on engine.
TURBOCHARGERS S2B/7624TAE/0,76D9, right and left (the left one is marked as
12749700003, the right one – as 12749700004) do not differ in the design, but in the turn of turbine
and compressor bodies.
The above mentioned model of the turbocharger «BorgWarner Turbo Systems» consists of
the centripetal turbine and centrifugal compressor stages, connected with each other by bearing
housing. The turbine has two inlets. The turbocharger design is the same as 7 -6.
The turbine body is fastened to bearing body with bolts and strips and the compressor body
– with the lock ring. Such construction allows installing the bodies under any angle to each other
which in its turn makes left and right turbochargers interchangeable.
TURBOCHARGERS 27-115, right and left (the right one is marked as 399 0023 115-
01, the left one - 399 0023 115-02) do not differ in the design, but in the turn of turbine and com-
pressor bodies.
The above mentioned model of the turbocharger « Z» consists of the centripetal turbine and
centrifugal compressor stages, connected with each other by bearing housing. The turbine has two
inlets. The turbocharger design is the same as 7 -9.
The turbine body and compressor body are fastened to bearing body with bolts and strips.
Such construction allows installing the bodies under any angle to each other which in its turn makes
left and right turbochargers interchangeable.
The possible failures and maintenance of the supercharging and charged air cooling system
The most frequent trouble symptoms related to the turbochargers are the following:
- the engine doesn't run at full power;
- black smoke from the exhaust pipe;
- blue smoke from the exhaust pipe;
- high oil flow rate;
- turbocharger noisy operation.
Low engine power; black smoke from the exhaust pipe.
Both symptoms are the result of insufficient air admission into the engine that may be
caused by choking of air inlet pipe or exhaust leak from the exhaust manifold.
Define the air leak between the turbocharger outlet and engine by appearing hiss. Then make
sure that the filter or turbocharger air inlet pipe is not clogged.
If still faulty check turbocharger sealing, exhaust manifold and inlet pipes to make sure there
are no clogging or restrictions. Check the tightening of the exhaust manifold bolts and check that
there are no cracks and damages in the exhaust system connections and gaskets.
Check if the turbocharger rotor rotates easily. Usually there are small axial and radial plays
in the rotor, but if the rotor interferes with the body by turbine or compressor impeller when turning
by hand, it means the wear of turbocharger bearings.
If checking does not reveal any failures the power loss is not caused by the turbocharger
failure but from the engine.
Blue smoke from the exhaust pipe; high oil flow rate.
The blue smoke appears as a result of oil burn which is caused by its leakage from the tur-
bocharger or by engine failures.
2-32
First of all, check the air filter as any restriction on the way to the turbocharger may cause
oil leakage on the compressor side. In this case, behind the compressor impeller the exhaustion is
formed that leads to oil sucking from bearing body to the compressor.
The next step is checking if the rotor rotates easily and if the rotor interferes with the body
by turbine or compressor impeller. In case of interference remove and change the turbocharger.
Sometimes oil leaks through the turbocharger turbine in which there are no failures. Accord-
ing to the practice that may be resulted from the clogging of oil drain line or overpressure in the oil
sump.
Noisy turbocharger operation.
If there is unwanted noise in the turbocharger check all the pressure lines: turbocharger inlet
and outlet pipe, charge air cooler connections, gas pipe and exhaust systems. If necessary the bolts,
fastening nuts and clips should be tightened up and sealing gaskets should be changed.
Check if the rotor rotates easily and if the rotor interferes with the bodies by turbine or com-
pressor impeller and if they are damaged by restrictions.
If interfered or damaged, remove and replace the turbocharger.
All the above mentioned failures may be avoided if the engine will be maintained properly.
Among the main failure causes is air and exhaust gas leakage. That's why it is necessary to
check the leak-proof of the system: hoses, flange joints, gaskets. Check the security of parts and
units mounting regularly and if necessary tighten up bolts, fastening nuts and clips.
At maintenance, it is necessary to check the leak-proof of supercharging and charged air
cooling system by special instrument 801.49.000 using smoke and compressed air. To avoid the
hose failure the air pressure in the inlet line shouldn't be higher than 20kPa (0,2 kgf/ 2). The leak-
age spots are identified by incoming air. If there is no smoke for 3 minutes the air line is leak-proof.
There are three main reasons for turbocharger damages:
- shortage of oil;
- dirty oil;
- restrictions.
First of all shortage of oil and dirty oil may result in the failure of turbocharger bearings. Af-
ter that other failures may follow such as sealing rings wear and the interference of turbine and
compressor impellers with their bodies. At worst, the rotor shaft can be destroyed. To provide the
proper operation of the bearing unit change the oil and oil filter elements regularly and use the oil
recommended by the manufacturer.
The driving accuracy and turbo-charged engine peculiarities (engine start and stop) must be
also taken into consideration. If to kill the engine running with high speed the turbocharger rotor
goes on rotating with no lubrication as the engine oil pressure is almost zero. In this case, the turbo-
charger bearings and sealing rings may be damaged. Besides, it's necessary to let the engine run
with idle speed for 30 seconds before full load engine operation (the reasons are the same as for
stop).
Engine chips such as parts of valves and piston rings may damage the turbine rotor.
The reasons for damaging the compressor impellers may differ. For example, hard object in
the compressor inlet channel may cause the wearing of compressor impeller blade edges, soft object
(cloth or rubber parts) may cause their bending.
Abrasives (sand or dirt) grind off the compressor impeller blades very fast. It may be the re-
sult of the leakage between the air filter and the turbocharger.
The rotor unbalance follows the wear and after that the damage cannot be avoided because
at high rotation velocity even small unbalance results in large damages of bearings and other turbo-
charger parts.
At maintenance, check if rotors rotate easily. To do this, dismantle the intake pipe of an ex-
haust system. Then, with hand, check the rotor rotation in its extreme axial and radial positions. The
rotor should rotate easily without gripping and touching the static parts of a turbocharger. The axial
2-33
play of new turbocharger rotor must be 0,06-0,15 mm, while radial play must be 0,45-0,65 mm. The
allowed value of axial play is to 0,3 mm and of radial play - to 0,9 mm.
At maintenance, once in two years, the turbochargers should be removed from engine for
cleaning the centrifugal compressor.
The turbocharger should be removed with an exhaust manifold, and then disconnected from it.
The centrifugal compressor should be cleaned in the following sequence:
- apply the aligned marks onto the end faces of a compressor housing and a cover. Screw-out
the compressor fastening bolts. Remove the compressor housing knocking the bosses lightly with
hammer. Examine visually the rubber sealing ring in a cover slot. If defects are revealed (cuts, elas-
ticity loss), change the sealing ring onto new one;
- examine the impeller blades. In case of traces of contact with the compressor housing,
blades deformation or break-down, the turbocharger should be repaired in a specialized shop or
changed;
- wash the inner space of a compressor housing, the cover surface with cloth wetted in diesel
fuel. During cleaning the compressor impeller, the inter-blade surfaces should be cleaned with hair
brush using the diesel fuel;
- check if rotor rotates easily, the rotor jamming is inadmissible;
- prior assembly, grease the sealing ring with motor oil having aligned the marks, install the
compressor housing onto a cover disk, tighten the bolts with wrench.
Check once more if rotor rotates easily. In extreme axial and radial positions, the rotor im-
pellers should not contact with body parts.
Since the turbocharger rotor is balanced with high precision, the complete disassembly and
maintenance should be performed in specialized shops with necessary appliances, tools and instru-
ments and specialists.
During season maintenance, drain the condensate from charged air cooler. Turn over the
charged air cooler in the vertical plane with branch pipes down and let possible condensate and oil
waste drain away.
Blow off every row of heat-transfer plates between pipes with compressed air blast that must
not deform them.
If the heat-transfer plates are very dirty wash the cooler matrix using hot water and hair
brush or dip into the bath with hot water.
After washing the matrix front should be blown off with compressed air blast that must not
deform the surface of heat-transfer plates. The hot air blast should be used when drying.
The cooling system
The cooling system provides the optimum thermal mode of engine operation. Engine cool-
ing system is of liquid, closed type, with forced circulation of coolant. The main elements of system
are radiator, fan with viscous coupling of drive, fan housing, fan shell, water channel housing, water
pump, thermostats, channels and connection pipes for coolant passing.
The cooling system scheme with fan which is co-axial to a crankshaft, and a viscous cou-
pling of fan drive is shown in Fig. 2-30.
With the engine operating, the coolant circulates in the system due to operation of the water
pump 8. Coolant from pump 8 is pressurized into the cooling space of the cylinder left bank through
channel 9. Flowing over external surfaces of cylinder liners, coolant enters the cooling spaces of the
cylinder heads through holes in upper mating planes of the cylinder block. Hot liquid flows from
the heads along channels 4, 5 and 6, entering the water box of water channel housing 17, and fur-
ther, depending upon the temperature, to the radiator or water pump inlet. Some liquid is directed
along the channel 15 to oil heat exchanger 16, in which heat is rejected from oil to coolant. From
heat exchanger, the coolant is directed to water jacket of cylinder block in a zone of the forth cylin-
der.
2-34
Fig. 2-30. Cooling system scheme
1 – expansion tank; 2 – steam out-
let pipe; 3 – air discharge pipe
from compressor; 4 – liquid ex-
haust channel from right row of
cylinder heads; 5 – connecting
channel; 6 – liquid outlet channel
from l.h. row of cylinder heads;
7 – inlet space of water pump;
8 – water pump; 9 – liquid inlet
channel into the l.h. row of cylin-
der liners; 10 – liquid supply
channel into the water pump from
radiator; 11 – outlet space of water
pump; 12 – connecting channel;
13 – by-pass channel from water
box into the water pump inlet; 15 –
liquid outlet channel into the oil
heat exchanger; 16 - oil heat ex-
changer; 17 – water box; 18 – liq-
uid supply pipe to the compressor;
19 – by-pass pipe.
Fig. 2-31. Cooling system scheme

for engine 740.13-260:
1 - steam pipe from radiator to ex-
pansion tank; 2 - liquid discharge
pipe from compressor to expansion
tank; 3 - compressor; 4, 6 – water
pipes, r.h. and l.h., correspondingly;
5 – water uniting pipe; 7 - by-pass
pipe of thermostats; 8 – water
pump; 9 – elbow of water pipe out-
let branch; 10 - fan; 11 – water-oil
heat exchanger; 12 – supply pipe of
r.h. row of cylinders; 13 - supply
pipe branch; 14 - cylinder head; 15
– switch of fan drive hydraulic cou-
pling; 16 – thermostats box; 17 –
branch of coolant discharge from
tank to pump; 18 –branch of cool-
ant intake to heater; 19 - by-pass
pipe from expansion tank to water
pump; 20 - expansion tank; 21 –
water-steam plug; 22 –thermostats.
Thermal duty of the engine is controlled automatically:

- by means of two thermostats which control the direction of liquid flow depending upon the
coolant temperature in the engine outlet. The rated coolant temperature at engine outlet should be in
range of 75…95 .
2-35
- by means of fan drive hydraulic or magnetic coupling, in accord with coolant temperature
in engine inlet, or by viscous coupling, depending upon the air temperature behind radiator.
Water channel housing (Fig. 2-30) is made of cast iron and fastened with bolts on the front
face of a cylinder block.
The following is cast in the water channel housing: inlet 7 and outlet 11 spaces of water
pump, connection channels 5 and 12, channel 9 supplying coolant into the cylinder block and water-
oil heat exchanger, channels 4 and 6 discharging coolant from cylinder heads, by-pass channel 13,
channel 15 of coolant discharge into the oil heat exchanger, spaces of water box 17 for thermostats
installation, channel 10 of coolant supply to the water pump from radiator.
Water pump (Fig. 2-32) of centrifugal type is mounted on the water channel housing. Radi-
al double-row roller ball bearing 13 with shaft is pressed into body 1. The bearing end faces are
guarded with rubber seals from both sides. The grease is packed with grease by manufacturer.
Grease replenishing during operation is not needed. Thrust ring 2 prevents axial displacement of
bearing outer race. Impeller 3 and pulley 6 are press-fitted onto the ends of a bearing shaft.
Two holes – bottom and upper – are provided in a pump body between bearing and gland.
The upper hole serves for ventilation of the space between bearing and gland, the bottom one – for
inspection of the end seal.
Fig. 2-32. Water pump:

1 – housing; 2 – thrust ring; 3 – impeller;
6 – pulley; 8 – protective cover; 11 –
gland; 13 – bearing with double-sided
seal, with shaft instead of inner race.
Fig. 2-33. Water pump for engine 740.13-260:

1 - pulley; 2 - bolt; 3, 9 - washers; 4, 5 - bearings; 6 - collar;
7 – check ring; 8 – water pump shaft; 10 – cap nut; 11 – wa-
ter pump gland; 12 - impeller; 13 - body ; 14 - thrust ring;
15 - dust boot.
In operation, water pump of engine 740.13-260 requires periodic (at Season maintenance)
application of grease Litol-24.
2-36
Leakage of liquid through the bottom hole indicates trouble in the seal. During operation,
both holes should be clean, clogging of the holes is inadmissible, since it may cause breakage of the
bearings.
Fan drive magnetic coupling (Fig. 2-34) comprises a static magnet coil 10 bolted (three
bolts 11) on a cylinder block front cover 13, an alternator and water pump drive pulley 9 connected
with PTO shaft 12 by means of six bolts 4 through the gasket 5. Hub 3 with fan 8 rotate freely on
protruding shaft of pulley 9 in bearing 2. Friction disk 7 is between hub 3 and pulley 9; the disk is
bolted (bolts 6) to hub 3 through spring plates 15. The clearance of 0.5...0.7 mm between faces of
pulley 9 and friction disk 7 is provided by three spring-loaded adjustment bolts 1.
Thermo-bimetallic gauge 14 of fan engagement is mounted in coolant flow in engine inlet.
Pulley 9 rotates constantly with crankshaft speed . With coolant temperature increase to 90
, the contacts of thermo-bimetallic gauge 14 close, voltage is applied to magnet coil 10, friction
disk 7 is pressed to pulley 9 by magnetic forces, as a result, under action of friction forces, the
torque is passed from pulley 9 to fan hub 3.
Fig. 2-34. Fan drive magnetic coupling.

1 – adjusting bolt; 2 – bearing; 3 – fan hub; 4 – pulley fastening bolt; 5 – gasket; 6 – friction disk fastening bolt; 7 –
friction disk; 8 – fan; 9 – alternator and water pump drive pulley; 10 – magnet coil; 11 – magnet coil fastening bolt; 12
– power take-off shaft; 13 – cylinder block front cover; 14 – fan engagement gauge; 15 – spring plate; – friction disk
slot; – pulley threaded hole.
With coolant temperature decrease to 84 , the contacts of thermo-bimetallic gauge 14

open, the magnet coil 10 disconnects from power source, and friction disk 7 returns to initial posi-
tion under action of spring plates 15, the air clearance between friction disk 7 and pulley 9 restores.
In case of gauge 14 operation failure, the magnet coupling may be urged into constant oper-
ation mode with pressing the button on an instrument panel; in case of magnetic coil 10 failure, the
friction disk 7 is connected with pulley 9 mechanically – by means of three bolts 8; for this, aligh
three slots on friction disk 7 outer diameter with threaded holes in pulley 9, and screw-in bolts
with spring-loaded and flat washers.
During deep fording, disengage the fan by button on an instrument panel.
The fan should not operate with constantly engaged or bolted magnetic coupling over a long
period of time; otherwise, the fuel consumption increases and engine overcools in winter; so,
change the faulty items as soon as possible.
2-37
Nine-blade fan 8, diameter 704 mm, is manufactured of glass-filled polyamide, fan hub 3 is
metal.
Fan drive hydraulic coupling (Fig. 2-35) transfers the torque from crankshaft to fan and
suppresses the inertia loads generated at abrupt change of crankshaft speed. The hydraulic coupling
is disposed co-axial with crankshaft.
Front cover 1 of block and bearing body 2 are connected by screws and form a space in
which a hydraulic coupling is installed.
Fig. 2-35. Fan drive hydraulic
coupling:
1 – front cover;
2 – bearing body;
3 – housing;
4, 8,13, 19 – ball bearings;
5 – pipe of bearing body;
6 – driving shaft;
7 – shaft of hydraulic coupling
drive;
9 – driven gear;
10 – driving gear;
11 – alternator and water pump
drive pulley;
12 – pulley shaft;
14 – thrust bushing;
15 – fan hub;
16 – driven shaft;
17, 20 - collars;
18 – gasket;
21 – oil deflector.
Driving shaft 6 assembled with housing 3, the driving gear 10, the shaft 12 and the pulley 11
bolted together constitute the driving part of hydraulic coupling; the latter rotates in ball bearings 8
and 19. The driving part of hydraulic coupling is driven from crankshaft through the splined shaft 7.
Driven gear 9 assembled with shaft 16 on which the fan hub 15 is secured constitute the driven part
of hydraulic coupling; the latter rotates in ball bearings 4 and 13. The hydraulic coupling is provid-
ed with rubber collars 17 and 20.
The radial blades are cast on inner toroidal surfaces of driving and driven gears. There are
33 blades on a driving gear and 32 blades on a driven one. The inter-blade space of gears form the
working chamber of hydraulic coupling.
Torque from driving gear 10 of hydraulic coupling onto driven one 9 is transmitted with
working chamber filled with oil. The driven part rotation speed is determined by oil volume fed into
hydraulic coupling.
Hydraulic coupling switch (Fig. 2-36) controls the hydraulic coupling operation. Oil passes
to hydraulic coupling through the switch. The switch is installed in front part of engine on a branch
supplying coolant to r.h. row of cylinders.
2-38
Fig. 2-36. Hydraulic coupling switch: Fig. 2-37. Positions of hydraulic coupling switch:
1 – lever of plug; 2 – cover; 3 – ball; 4 – – automatic mode;
plug; 5 – switch body; 6 – thermal-power – mode “fan is engaged constantly”;
valve; 7 – thermal-power gauge; 8 – ball; – fan is disengaged.
9 – sealing ring; 10 – spring.
The switch of the hydraulic coupling has three hold-off positions and ensures three opera-
tion modes:
- automatic – the switch lever is shifted to position " " (Fig. 2-37). With coolant tempera-
ture increase (the coolant flows around the thermal gauge 7 (Fig. 2-36), the active mass in its tank
starts melting; with mass volume increase, the gauge piston and ball 8 displace. With coolant tem-
perature 86-90 , the ball 8 opens the oil duct in a switch body. Oil from master line of engine
passes by channels in a switch body, in a block and in its front cover, by pipe 5 (Fig. 2-35) and by
channels in driving shaft into the working chamber of hydraulic coupling. With this, the torque
from crankshaft is transmitted to fan impeller. At coolant temperature below 86 , the ball (under
action of return spring) closes the oil duct in a body, and oil supply to hydraulic coupling stops.
With this, oil being in hydraulic coupling is drained into crankcase through the hole in housing 3,
the fan disengages;
- fan is off – the switch lever is in position “O” (Fig. 2-37); oil is not fed to a hydraulic cou-
pling; with this, the impeller may rotate at low speed under action of frictional forces produced by
the rotation of bearings and the sleeve of hydraulic coupling;
- fan is engaged constantly - the switch lever is in position “ ”; with this, oil is constantly
supplied to a hydraulic coupling irrespective of coolant temperature; the fan blades rotate with con-
stant speed approximately equal to crankshaft speed.
The basic mode of operation is an automatic one. Should the hydraulic coupling switch fails
to operate in the automatic mode (which is characterized by the engine overheating), set the switch
to position “ ” and repair the switch at the earliest opportunity.
Viscous coupling and ring fan are shown in Fig. 2-38.
2-39
Fig. 2-38. Ring fan with drive viscous coupling:
1 – ring fan; 2 – viscous coupling; 3 – thermo-bimetallic spiral; 4 – fan hub.
Ring fan 1 is manufactured of glass-filled polyamide, fan hub is metal.
For fan drive, an automatic viscous coupling is used, it is secured to fan hub. Coupling oper-
ation principle is based on liquid viscous friction in small gaps between driving and driven parts of
coupling. Silicone liquid with high viscosity is used as working liquid.
Coupling is integral, does not require maintenance.
Coupling is engaged with air temperature in radiator outlet increase till 61…67 . Thermo-
bimetallic spiral 3 controls the coupling operation.
Fan for engine 740.13-260 is of axial type, five-bladed, installed on hydraulic coupling
driven shaft. Fan rotates in diffuser installed on radiator frame, diffuser decreases air suction by
blades from sides and thus promotes air flow increase by fan through radiator.
Radiator is copper-soldered; to increase the heat rejection, the cooling strips are made with
shutter notchings; the radiator is fastened by side brackets through rubber pads to frame side mem-
bers, while with upper rod - to the uniting air manifold.
Thermostats (Fig. 2-39) accelerate the cold engine warming-up and maintain the coolant
temperature not lower than 75 changing its consumption through a radiator. Two thermostats
with opening start temperature (80 2) are parallel-installed in a water box 5 of water channel
housing.
Fig. 2-39. Thermostats:

1 – temperature gauge;
2 – overheating warning indicator;
3 – channel of liquid outlet from engine;
4 – liquid by-pass channel onto water pump inlet;
5 – water box;
6 – by-pass valve;
7 – by-pass valve spring;
8 – rubber insert;
9 – filling compound;
10 – bottle;
11 – main valve spring;
12 – main valve;
13 – piston;
14 – casing;
15 – water branch pipe;
16 – gasket.
2-40
With coolant temperature below 80 , the main valve 12 is pressed to a casing 14 seat by
spring 11 overlapping the coolant supply to a radiator. The by-pass valve 6 is open and connects the
water box of water channel housing along the by-pass channel 4 with water pump inlet.
At coolant temperature above 80 , a filler-compound 9 in a bottle 10 melts, increasing in
volume. A compound is a mixture of 60 ceresin (oil wax) and 40 of aluminum powder. Pres-
sure from the expanding compound through the rubber insert 8 is transmitted onto piston 13, which,
while pressing outwards, displaces the bottle 10 with main valve 12, compressing the spring 11.
A circular bore for coolant passing to the radiator is opened between casing 14 and valve 12.
At coolant temperature 93 , the thermostat opens completely, the valve rises till height of at least
8,5 mm.
Simultaneously with main valve opening, a by-pass valve 6 displaces with bottle, the valve
overlaps the hole in a water box, the hole communicates the box with the water pump inlet.
With coolant temperature drop to 80 and lower, the valves 12 and 6 under the action of
springs 7 and 11 return to their initial position.
Two temperature gauges 1 and 2 for coolant temperature control are installed on a water box
of water channel housing. Gauge 1 emits the current coolant temperature values onto an instrument
board, gauge 2 serves as a coolant overheating warning device. With temperature increase to 98-
104 , a pilot lamp of coolant overheating lightens up on an instrument board.
The expansion tank 1 (Fig. 2-30) is mounted on engine at the right side (of truck travel-
ling). It is connected by a by-pass pipe 19 with water pump 13 inlet, while by a steam outlet pipe 2 -
with the upper radiator tank and with a liquid drain pipe from a compressor 3.
An expansion tank serves for compensating the volume change of coolant when it expands
due to heating, also, makes possible to check the degree of cooling system filling and contributes to
evacuation of air and steam from a system. Expansion tank is manufactured of half transparent co-
polymer propylene. Plug of an expansion tank (Fig. 2-40) with inlet 6 (air) and outlet (steam) valves
is screwed onto the tank throat. The outlet and inlet valves are united into the valve block 8. The
valve block can’t be disassembled.
The outlet valve loaded with spring 3 maintains the excessive pressure up to 65 kPa (0.65
kgf/cm2) in a cooling system, the inlet valve 6 loaded with weaker spring 5 prevents vacuum for-
mation in the system with the engine cooling.
Fig. 2-40. Expansion tank plug:

1 – plug body; 2 – outlet valve spring plate; 3 – outlet valve
spring; 4 – outlet valve seat; 5 – inlet valve spring; 6 – inlet
valve assy.; 7 – outlet valve gasket; 8 – valve block.
The inlet valve opens and communicates the cooling system with the atmosphere at vacuum
of 1 - 13 kPa (0.01 – 0.13 kgf/cm2).
ATTENTION! Do not open the expansion tank plug on hot engine, otherwise, the hot coolant
and steam may outburst out of expansion tank neck. Truck operation with expansion tank
plug eliminated is prohibited.
2-41
Cooling system maintenance
Adjustment of tension (Fig. 2-41) of alternator and water pump drive poly-wedge belt 2 for
engines with fan disposed along crankshaft axis is performed in the following way:
- slacken the fastening bolt 11 of alternator rear leg, the fastening nut 10 of alternator front
leg, the fastening bolt 8 of alternator strip, the fastening bolt 5 of tensioning bolt;
- shifting the nut 6, provide the necessary belt tensioning; locate the alternator position with
nut 7;
- tighten the bolts 5, 8 and 11, tighten the nut 10.
With adjustment over, check the belt tensioning: - the belt 2 being tensioned properly should
have sag of 6 ... 10 mm, with depression onto the middle of the longest branch with force 44.1 ± 5
N (4.5 ± 0.5 kgf).
Adjust the tensioning of alternator and water pump drive belts (Fig. 2-42) for engine
740.13-260, as follows:
- slacken the fastening nuts of alternator front and rear legs, the fastening bolt 2 (Fig. 2-42)
of alternator strip and bolt 1; provide the belts tensioning having shifted the alternator;
- tighten the bolt 1, the strip fastening bolt 2, the fastening nuts of alternator front and rear
legs.
With adjustment over, check up the tensioning: the belt being tensioned properly should
have sag of 15–22 mm, with depression onto the middle of the longest branch with force 40 N (4
kgf).
Fig. 2-41. Scheme of adjustment of alternator and

water pump drive belts tension: Fig. 2-42. Scheme of belts adjustment for engine
1 – water pump pulley; 2 – poly wedge belt; 3 – crank- 740.11-240:
shaft pulley; 4 – tensioning roller; 5, 8, 11 – bolts; 6, 7, 1 – adjustment bolt; 2 – strip fastening bolt; 3 – alterna-
10 – nuts; 9 – alternator pulley. tor; 4 – belt; 5 – water pump pulley; 6 – hydraulic cou-
F=44.1 5 N (4.5 0.5 kgf). pling pulley.
Adjusting gap between pulley and friction disk of magnetic coupling
On engine dead, rotating the fan by three adjusting bolts S=10, set the gap on circumference
of friction disk 0,6 0,1 mm. Check gap by feeler.
2-42
COOLANT LEVEL CHECK
To check the level on cold engine visually, by marks «MIN-
MAX» on a tank, which corresponds to liquid volume equal approx-
imately to 0.5 of tank capacity.
The coolant is primed through the filling neck of an expansion
tank, with engine stopped and cooled. Pour liquid till mark «MAX»
on tank. Prior the system priming, open the heating system cock.
Fig. 2-43. Expansion tank:
For coolant drain, open the drain cocks of heat exchanger and
1 – filling neck; of pump unit of a pre-starting heater, and unscrew plugs of the radia-
2 - marks. tor bottom tank and of the expansion tank.
2-43
Fuel feed system
The fuel system ensures fuel filtering and its uniform delivery to the cylinders in strictly me-
tered amounts and in definite time periods.
Fuel feed systems for engines
740.13-260, 740.30-260, 740.31-240, 740.50-360, 740.51-320, 740.55-300
Systems differ by HP fuel pump and injector models (see Table 2-1).
The engine features a fuel system of divided type, comprising the fuel tank, the LP fuel pipes, the
coarse and fine fuel filters, the LP fuel pump, the fuel priming pump, the HP fuel pump, the fuel pipes
of high pressure, the injectors, the magnetic valve and the glow plugs of EFU (Electric Flame Unit).
Fuel tank, coarse fuel filter and fuel priming pump should be mounted on a vehicle where an
engine operates, all the rest items of a fuel system are installed directly on an engine.
Scheme of engine fuel system is shown in Fig. 2-44.
Fig. 2-44. Engine fuel system:

1…4, 22…25 - HP fuel pipes; 5 - drain fuel pipe of HPFP; 6 - valve; 7 - fine fuel filter; 8 – supply fuel pipe of HPFP; 9
- fuel pipe to magnetic valve; 10 - by-pass valve of HP fuel pump; 11 - EFU magnetic valve; 12 - drain fuel pipe of r.h.
head injectors; 13 - fuel pipe from magnetic valve to EFU plugs; 14 - T-joint; 15 - EFU plug; 16 - drain fuel pipe of l.h.
head injectors; 17 - filling neck with gauze filter; 18 - fuel tank; 19 - fuel intake pipe with gauze filter; 20 - coarse fuel
filter; 21 - fuel priming pump; 26 - injector; 27 - HP fuel pump; 28 - LP pump; 29 - drain fuel pipe; 30 - engine shut-
down air cylinder.
Fuel from tank 18 is sucked through coarse filter 20 and manual priming pump 21 by LP fuel
pump 28, along fuel pipe 29 into the fine filter 7. From fine filter, fuel flows through a low pressure fuel
pipe 8 to HP fuel pump 27, which distributes fuel along high-pressure pipes 1…4, 22…25 to injectors
26 in accord with the cylinder firing order. The injectors inject fuel into the combustion chambers. Sur-
2-44
plus fuel and air entrapped into the system are returned into the fuel tank through the by-pass valve 10
and valve 6.
Injectors of “YaZDA” (Fig. 2-45 ) or “AZPI” (Fig. 2-45 ) are of closed type, with six-
orifice atomizer and hydraulic control of needle rise. All items are enclosed in a body 9. An atomiz-
er body 1 through the spacer 4 is pressed to the bottom part of the injector body with nut 3, a needle
2 is inside the body. The body and atomizer needle are precision-made pair. The angled fixing of an
atomizer body relative the spacer and that of the spacer relative the injector body is performed with
pins. Spring 6 pushes upon the upper end of an atomizer needle through the rod 5. The necessary
tension of that spring is provided by set of adjusting shims 7, installed between spring and end face
of injector body inner cavity. The face of nut 3 is sealed by corrugated copper gasket to eliminate
the gases break-through. The sealing ring 8 eliminates the dust and liquid ingress into the cavity be-
tween injector and cylinder head.
Fig. 2-45. Injectors:

– «YaZDA»,
– « ZPI»:
1 – atomizer body; 2 – atomizer needle;
3 – atomizer nut; 4 – spacer; 5 – injector rod;
6 – injector spring; 7 – adjusting shims;
8 – sealing ring; 9 – injector body;
10 – edge filter; 11 – injector union.
Fuel under high pressure is supplied through fitting 11 with built-in edge filter 10 to the in-
jector, further along the ducts of body 9, spacer 4 and atomizer body 1 – into the cavity between the
atomizer body and the needle 2, raising the latter, the fuel is injected into engine cylinder.
Fuel seeped through the clearance between the needle and the atomizer body is returned
along ducts in the injector body and drained into the tank by the drain pipes of the injector 12 and
16, see Fig. 2-44.
Each injector is mounted in the cylinder head and is secured with cast clamp and spherical
nut.
ATTENTION! Inspection and adjustment of injectors and change of atomizers are to

be performed in a specialized shop by qualified specialists.
Installation of injectors of other models not specified in Table 2.1 of this Manual is
strictly forbidden, otherwise the engine may fail
High pressure fuel pump (Fig. 2-46) is designed for delivering the strictly metered portions
of fuel under high pressure in definite moments of time.
2-45
The engine is provided with HP fuel pump with all-mode governor.
Fig. 2-46. High pressure fuel pump (HPFP 337-20) with LP fuel pump:
1 - HP fuel pump housing; 2 – tappet; 3 – tappet spring; 4 – rotating bushing; 5 – rack; 6 – body of HPFP section; 7 –
plunger; 8 – plunger bushing; 9 – sealing ring; 10 – delivery valve seat; 11 – delivery valve; 12 – pipe union; 13 – LP
fuel pump; 14 – bushing of rod; 15 – tappet rod; 16 - block; 17 - tappet; 18 - roller; 19 - governor gear intermediate
bearing; 20 - governor intermediate gear; 21 - governor rear cover; 22 - LP fuel pump drive eccentric; 23 - driving gear
flange; 24 - driving gear block; 25 - governor driving gear; 26 - camshaft; 27 – camshaft bearing; 28, 46 - shims; 29 -
driven half-coupling; 30 - driven half-coupling flange; 31 - collar; 32 - rack bushing; 33 - rack plug; 34 - by-pass valve;
35 – governor spring lever; 36 - governor upper cover; 37 – direct corrector; 38 - pin; 39 – stop lever return spring; 40 –
governor coupling; 41 - weight; 42 - governor coupling thrust bearing; 43 – weight axis; 44 – weight holder; 45 - weight
holder bearing; 47 - governor cover bearing; 48 - fuel feed corrector by charged air pressure; 49 - cyclic fuel feed ad-
justment screw.
HP fuel pump housing 1 (Fig. 2-46) encloses eight sections, each comprising body 6, plung-
er bushing 8, plunger 7, rotating bushing 4, delivery valve 11 with seat pressed to the plunger bush-
ing 8 by pipe union 12. The plunger reciprocates under action of cam of camshaft 26 and spring 3.
The tappet 2 rotation inside the housing is prevented by means of block 16. The camshaft rotates in
roller bearings 27 installed in steel rings pressed into pump body. The tensioning of camshaft bear-
ings is adjusted with shims 28, it should constitute 0.05 – 0.15 mm.
To change the fuel feed, plunger 7 is rotated by means of bushing 4, connected to pump rack
5 through the carrier shaft. The rack shifts in guide bushings 32. The holes for bushing guides in a
HP fuel pump body, from the drive side, are closed with plugs 33. At the opposite side of the pump,
there is a fuel feed corrector 48 changing the fuel supply according to charged air pressure.
A by-pass valve 34 providing pressure of 0.13-0.19 MPa (1.3-1.9 kgf/cm2) prior the plunger
intake holes in operation modes, is installed at outlet of fuel from the pump.
The pump is greased by circulating pressurized oil from general lubricating system of the
engine.
HP fuel pump technical data
Table 2-4.
Type 337-20 337-42
Section firing order 8–4–5–7–3–6–2-1
Camshaft rotation direction (from drive side) clockwise
Plunger diameter, mm 11
Plunger stroke, mm 13
Camshaft rated speed, min-1 1100
Pump camshaft speed with governor control lever
2-46
thrust into the maximum speed limit bolt, min, cor-
responding to:
- governor work start; 1140…1160
- complete shut-off of fuel feed through the injec-
tors; not more 1350
- the beginning of fuel feed (through the injectors)
shut-off by the governor. 280…330
Preliminary plunger stroke (from its motion start till
the geometrical beginning of pressurizing in the 5,65±0,05
eighth section), mm
Alternation of fuel feed start acc. to camshaft rota-
0 – 45 – 90 – 135 – 180 – 225 – 270 - 315
tion angle, deg.
Maximum force onto the governor control lever, at
pump rated operation mode, on 50 mm arm, N (kgf) 127,5 (13)
The speed governor of HPFP (Fig. 2-47) is of variable-speed direct-action type used for var-
ying the amount of fuel delivered into the cylinders in accord with load, maintaining the preset
crankshaft rpm.
The governor is mounted in HP fuel pump housing V-part. A governor driving gear 25 (Fig.
2-46) is fitted onto the pump camshaft, its rotation is imparted through the rubber blocks 24. The
driven gear is made integral with weight holder 44, running in two ball bearings.
During rotation of the holder, the weights 41, rocking on shafts 43, under action of centrifu-
gal forces part and shift the governor coupling 40 through the thrust bearing 42; the coupling, as it
bears against pin 38, in its turn, displaces the levers 2, 8 and 9 of the governor (Fig. 2-47), overcom-
ing the spring force 5. The lever 2 is connected with the fuel pump r.h. rack 3 through a pin. The
r.h. rack through a rack lever 7 is connected with the l.h. rack 11.
Fig. 2-47. HPFP governor (top view):

1 – fuel feed corrector by charged air
pressure; 2 – rack lever; 3, 11 – racks;
4 – starting spring lever; 5 – governor
main spring; 6 – starting spring; 7 –
rack lever; 8 – governor lever; 9 –
weight coupling lever; 10 – axis; 12 –
return corrector; 13 – fuel cyclic feed
adjustment screw; 14 – pin.
A speed governor operation scheme is shown in Fig. 2-48.
2-47
Fig. 2-48. Speed governor operation
scheme:
1 - HPFP rack; 2 – weight coupling lev-
er; 3 – return corrector spring; 4 – rack
lever; 5 – weight holder; 6 – fuel feed
adjustment bolt; 7 – fuel feed corrector
by charged air pressure; 8 – membrane;
9 – governor lever; 10 – rack lever; 11 -
spring lever; 12 – governor spring;
13 - ;
14 - starting spring lever; 15 – governor
control lever.
A governor control lever 15 is rigidly connected with lever 11. A governor spring 12 is con-
nected with lever 11, while a starting spring 14 - to levers 13 and 10.
During governor operation, centrifugal forces of the weights are balanced out with the force
of spring 12. As the crankshaft rpm increase, the weights, in overcoming the resistance of spring 12,
displace the levers 2, 4 and 9, and HP fuel pump racks – the fuel feed decreases. With crankshaft
rpm drop, the centrifugal force of weights decreases, and levers with HP fuel pump rack under ac-
tion of spring move in opposite direction – the fuel feed and crankshaft rpm increase.
A return corrector spring 3 at speed less than 1900 - 2000 min-1 displaces the lever 4 with
racks decreasing the fuel feed and maximum smoke of exhaust gases.
Fuel feed stops with the engine shutdown lever 3 (Fig. 2-49) rotated till thrust into bolt 5.
With this, the lever 3, having overcome the force of lever 39 (Fig. 2-46 and spring 5 (Fig. 2-47),
through the pin 14 rotates the levers 2, 8 and 9, the racks displace till complete stop of fuel feed.
Fig. 2-49. HPFP governor cover:

1 – governor control lever;
2 – minimum speed limit bolt;
3 – engine shutdown lever;
4 – starting feed adjustment bolt;
5 – bolt of shutdown lever travel limit;
6 - engine shutdown air cylinder;
7 - maximum speed limit bolt.
ATTENTION! The inspection and adjustment of HP fuel pump and the change of plunger
pairs, sealing rings of HP fuel pump sections should be performed in a specialized shop and
by qualified specialist.
The installation of HP fuel pumps of other models, besides pointed in Table 2.1 of this
Manual, onto engine is STRICTLY FORBIDDEN, otherwise the engine will fail!
2-48
Fuel feed corrector by charged air pressure (Fig. 2-50) decreases the fuel feed with
charged air pressure decrease below 25-30 kP (0,25-0,30 kgf/cm2), thus, the engine overheating
protection is provided and exhaust gas smoke is limited. The corrector housing 1 encloses a piston
26 with valve 2. A spring 27 acts onto a piston, the spring is fixed by plate 25 and ring 3. A stud 29
with tip 31 is screwed into a piston and cotter-pinned by nut 28, the tip acts as stop in a governor.
The tip is fixed by nut 30. Spring 7 acts onto the valve 2, preliminary tension of spring is adjusted
by screw 11.
A membrane body 8 is fixed to a corrector body 1 through gasket 4. A membrane body en-
closes the membrane assy. with rod (items 24, 16, 17, 23, 22, 19, 18). The membrane is compressed
between body 8 and cover 21. A corrector lever 12 is disposed in a membrane body 8 on a lever
shaft 13, its rotation is limited by an adjustment screw 15.
The fuel feed corrector is of non-direct action: with change of charged air pressure, the posi-
tion of valve in a membrane cavity changes, the valve in its turn determines the position of a correc-
tor piston.
Fig. 2-50. Fuel feed corrector by charged air
pressure:
1 – corrector body; 2 – corrector valve; 3 –
thrust ring; 4 – membrane body gasket; 5 –
washer; 6 – bolt; 7 – corrector spring; 8 –
membrane body; 9 – sealing ring; 10 – nut; 11 –
adjustment screw; 12 – corrector lever; 13 –
lever shaft; 14 – sealing ring; 15 – adjustment
screw; 16 – nut; 17 – rod bushing; 18 – nut; 19
– washer; 20 – bolt; 21 – membrane cover; 22 –
membrane; 23 – plate; 24 – membrane rod; 25 –
spring plate; 26 – corrector piston; 27 – piston
spring; 28 – nut; 29 - stud; 30 – nut; 31 – stud
tip.
The pressurized oil from engine lubricating system is supplied into the cavity « » between
the corrector body 1 and the piston 26 through the threaded hole and nozzle of 0.7 mm in a cor-
rector body (not shown in Fig.). Under this pressure, the piston, compressing the spring 27, shifts to
the left until the windows in a piston and a valve open and oil is drained. With this, the oil con-
sumption through the corrector is set constant. With valve position changed, the piston follows it as
well (the tracking system).
The air from engine intake manifold is fed into the membrane cavity through the threaded
hole of cover 21. With air pressure decrease below 0.05 M Pa (0.5 kgf/cm2), the force of a corrector
spring 7, acting upon the valve, is more than the force created by the charged air pressure onto the
membrane and transmitted through the membrane rod and corrector lever onto the valve. The valve
displaces to the right until the equilibrium of forces takes place. Following the valve, the piston with
stud 29 and tip 31 also shift to the right displacing the governor lever 8 (Fig. 2-47) to the right as
well. Following the governor lever, under the action of weight centrifugal forces, the levers 9, 2 and
7 with pump racks displace decreasing the fuel feed.
Corrector adjustment. Corrector outer adjustment is performed with the help of two screws
11 and 15 (Fig. 2-50). Screw 11 changes the preliminary tension of a corrector spring 7, with this,
the moment of corrector operation start changes. If it is necessary to increase the value of charged
air pressure at which the corrector starts operation, the screw 11 should be screwed-in, increasing
the preliminary tension of spring 7.
The screw 15 adjusts the rated cyclic fuel feed. With screw 15 screwed-out, the fuel feed in-
creases.
2-49
If it is necessary to remove the corrector, then, preliminarily, measure the advance of a stud
tip 31 relative the rear end face of HPFP body; having replaced the corrector, restore that advance
and lock the tip with nut 30.
Fig. 2-51. HP fuel pump drive:

1 - HP fuel pump body; 2 – driven half-
coupling; 3 – driven half-coupling flange;
4,8 – pack of compensating plates; 5 – cen-
tering flange; 7, 9 – fastening bolts; 8 - drive
shaft; 10 - driving half-coupling; 11 - driving
half-coupling bolt; 12 - key; 13 - centering
bushing; S – displacement of setting mark on
driven half-coupling flange relative locator
on HPFP body should not be more 2 mm.
HP fuel pump drive is shown in Fig. 2-51. It consists of HPFP drive shaft 8 with packs of
front 4 and rear 6 compensating plates, driven half-coupling 2, driven half-coupling flange 3, cen-
tering flange 5, driving half-coupling 10 and centering bushings 13. Each pack of compensating
plates consists of six plates with thickness of 0.5 mm each, manufactured from steel 65 .
ATTENTION! All bolts in HP fuel pump drive, besides bolt pos11, should be of
strength class 12.9 and tightened with torque 88,2-98,0 Nm (9-10 kg f m). Tightening of all
bolts should be controlled with torque wrench. Before bolts installation, check the presence of
centering bushings. The deformation (bending) of front and rear plates is not permissible. The
bolt 11 of driving half-coupling is tightened the last with torque of 58,9-64,7 Nm (6-6,6 kg
f m).
The fine fuel filter is shown in Fig. 2-52. It cleans fuel properly prior supplying it to HP
fuel pump. It is installed in the highest point of fuel feed system in order to collect the air ingressed
and evacuate it together with portion of fuel into the tank through the valve (Fig. 2-53), installed in
the by-pass section from the filter.
ATTENTION! Changing the filter elements, observe strictly the rules of fuel feed sys-
tem maintenance. Prevent ingress of contaminants into system.
Valve is shown in Fig. 2-53. With reached pressure in fuel feed cavity “A” of 25-80 kP
(0,25-0,80 kgf/cm2), the ball 4 shifts, and fuel passes from cavity “A” into the cavity « » through
the valve jet 5.
Low pressure fuel pump 13 (Fig. 2-46) is of piston-type, designed to feed fuel from tank
through fine and coarse fuel filters and fuel priming pump into the inlet cavity of HP fuel pump.
The pump is mounted on the governor rear cover, it is driven from eccentric 22, disposed on
HP fuel pump camshaft rear end. The housing encloses the piston, the piston spring, the rod bushing
14 and the rod 15 of a tappet, the inlet and delivery valves with springs. The eccentric 22 through
2-50
the roller 18, tappet 17 and rod 15 makes the piston of LP fuel pump to reciprocate.
The pump operation scheme is shown in Fig. 2-54. With the tappet 9 lowering, the piston
1 shifts down under the action of spring 4. Vacuum is produced in cavity “A”, and inlet valve 2,
compressing the spring 3 lets fuel into the cavity “A”. At the same time, fuel left in the delivery
cavity “B” is forced into the pipeline “ ”, with this, valve 5 closes under action of spring 6 exclud-
ing fuel pass from cavity “B” into cavity « ».
With piston 1 shifting up, fuel filling the cavity “A” flows into the cavity “B” under the pis-
ton through the delivery valve 5, thus closing the inlet valve. With pressure rise in the delivery pipe-
line, the piston fails to complete a full stroke following the tappet but remains in the position deter-
mined by equilibrium of forces caused by fuel pressure.
Priming pump 10 (Fig. 2-54) is of piston type, used to fill the system with fuel prior engine
start and to evacuate air from system.
The pump consists of a housing, piston, cylinder, inlet and delivery valves.
The fuel system should be pumped-through with a pump piston being unlocked preliminarily
by rotating it counter-clockwise.
Fig. 2-53. Valve:

1 – nut; 2 – valve body; 3 – spring; 4 – ball; 5 – jet; 6 – fine fuel
filter cover.
Fig. 2-52. Fine fuel filter:

1 – cover;
2 – bolt;
3 – sealing washer;
4 - plug;
5, 6 – gaskets;
7 – filtering element; Fig. 2-54. Operation scheme of LP fuel pump and priming
8 – cap; pump:
9 – filtering element spring; 1 – piston; 2 – inlet valve; 3, 6 – valve springs; 4 – piston spring;
10 – drain hole plug; 5 – delivery valve; 7 – tappet spring; 8 – eccentric; 9 – tappet; 10
11 – stem. – priming pump; 11 – piston; 12 – inlet valve; 13 – delivery
valve; 14 – springs.
Upward movement of piston 11 produces vacuum in the cavity under the piston. Inlet valve
12 in compressing the spring 14 opens and lets fuel into the cavity “ ” of a pump. Down movement
of piston causes the inlet valve to close and the delivery valve 13 to open, fuel under pressure being
2-51
delivered to the delivery pipeline, removing air from the fuel system through the valve of fine fuel
filter and the by-pass valve of HP fuel pump.
With system pumped-through, lower the piston and secure it by rotating clockwise. With
this, the piston becomes pressed to the cylinder end face through the rubber gasket, sealing the
priming pump suction cavity.
ATTENTION! Do not start engine with the piston not secured because of possible air in-
gress through the piston seal
The fuel pipes are subdivided into LP fuel pipes of 0.4-2 M Pa (4-20 kgf/cm2) and HP fuel
pipes of more than 20 Pa (200 kgf/cm2).
The fuel pipes of low pressure are manufactured of steel tube with section 10x1 mm, with
soldered tips.
The fuel pipes of high pressure of equal length (l=595 mm), are produced of steel tubes with
inner diameter 2 mm, outer – 7 mm by means of upsetting on ends of the uniting cones with swag-
ing washers and union nuts to communicate with HP fuel pump pipe unions and injectors. In order
to preclude injury due to vibration, the fuel pipes are secured to inlet manifolds by clamps.
FUEL FEED SYSTEM MAINTENANCE
T change the elements of fine fuel filter:
- screw out on two-three turns the drain plugs and drain fuel from filters into vessel, then,
replace the plugs;
- screw out the bolts fastening the filter caps, remove the caps and take away the dirty filter
elements;
- wash caps with diesel fuel;
-install the new filter element with sealing gaskets into each cap;
- change the sealing washers of bolts which secure filter caps, install caps with filters and
tighten bolts;
- pump through the system with pre start fuel pump;
- start the engine and be sure that filter is leakage-proof, eliminate fuel leakage by tightening
the caps secure bolts.
Injectors’ inspection and adjustment.
To take off an injector with the help of puller -801.11.000 (Fig. 2-55), install a rest 3 over
the injector 4, drive-in the screw 1 into the injector body and rotating the nut 2 take the injector off.
Fig. 2-55. Injector removal by means of puller - Fig. 2-56. Rig for injector inspection:
801.11.000: 1 – fuel tank; 2 - injector;
1 – screw; 2 – nut; 3 – rest; 4 –injector. 3 – high-pressure fuel pipe;
4 – pressure gauge;
5 – fuel feed pipe;
6 – pump section;
7 – base; 8 – lever.
2-52
Injector is adjusted on a rig by means of setting the adjustment shims under the spring; with
this, the nut, atomizer, spacer and rod are to be removed. With increase of shim total thickness
(spring compression increase), the injection start pressure increases. Thickness change onto 0.05
mm changes the injection start pressure onto 0.3-0.35 MPa (3-3.5 kgf/cm2).
Number of shims set should be not more than three. The fuel injection start and end should
be clear. Injection start is in accord with requirements of Table 2-1.
Atomizer should be free of leakage. The fuel injection should be accompanied by a charac-
teristic sharp sound. Change of any item (atomizer body or needle) is inadmissible as they constitute
a precision pair.
Adjustment of fuel injection advance angle
2.1. To check and adjust the fuel injection advance angle according to marks, preliminarily,
be sure to stop the fuel feed and, having decelerated the vehicle, perform the following procedures:
2.1.1 Crank the crankshaft with tommy bar inserted into orifice on a flywheel till mark on
HP fuel pump case and setting mark on driven half-coupling flange match.
2.1.2 Crank the crankshaft half-turn counter the direction of rotation (clockwise, if viewed
from side of flywheel).
2.1.3. Set the flywheel locator into bottom position and crank the crankshaft in direction of
rotation until locator enters the slot of flywheel. If at that moment marks on HP fuel pump and
flange of driven half-coupling align, then, the fuel injection advance angle is set correct, after that,
shift the locator into upper position.
2.1.4 If mark on HP fuel pump case and setting mark of driven half-coupling flange didn’t
align, it is necessary to do as follows:
- slacken the bolts of driven half-coupling of HP fuel pump drive;
- rotate the driven half-coupling flange till its setting mark aligns with mark on HP fuel pump
case;
- tighten the bolts of driven half-coupling;
-shift the locator into upper position.
Check if fuel injection advance angle is set correct (as shown in pp. 2.1.2, 2.1.3).
For precise setting of fuel injection advance angle, you should use a moment detector.
2.2 To check and set the angle with a moment detector, proceed as follows:
2-53
2.2.1 Warm up the engine.
2.2.2 Disconnect the high-pressure pipe 8 of HP fuel
pump eighth section (Fig. 2-48).
2.2.3 Mount the moment detector onto the eighth section
union (Fig. 2-55).
2.2.4 Shift the governor control lever 1 into the middle
position (Fig. 2-50).
2.2.5 Fill the glass tube of a moment detector with fuel,
cranking the crankshaft.
2.2.6 Cranking the crankshaft, align the setting mark of
a half-coupling flange with mark on HP fuel pump case (Fig.
2-52).
2.2.7 Crank the crankshaft half-turn counter rotation,
shift the locator into the bottom position and slowly crank
the crankshaft in direction of rotation until fuel starts motion
in a glass tube of a moment detector. If at that moment the
locator enters the slot of flywheel, then, the fuel injection
advance angle is set correct. With this, the tolerable mis-
match of setting mark on driven half-coupling flange relative
Fig. 2-58. Installation scheme of mo- the mark on HP fuel pump case should not be more than 2
ment detector mm in direction of fuel injection advance. Shift the locator
1 – glass pipe; 2 – adapter pipe; 3 – section into upper position.
of high-pressure fuel pipe; 4 – coupling
nut.
2.2.8 If the slot on a flywheel didn’t reach a locator, slacken the bolts of the driven half-
coupling and slowly crank the crankshaft in direction of rotation until locator enters the flywheel
slot; tighten the bolts, shift the locator into upper position and check if the fuel injection advance
angle is set correct (item. 2.2.7).
2.2.9 If locator entered the flywheel slot while fuel didn’t start motion in a pipe, slacken the
bolts of driven half-coupling and slowly crank the HP fuel pump camshaft by flange of driven half-
coupling in direction of rotation until fuel starts motion in a glass tube. Tighten the bolts, shift the
locator into upper position and check if fuel injection advance angle is set correct (item 2.2.7).
2.3 Check the drive bolts tightening with wrench. If need be, provide the tightening torque
of torque =88,2-98,0 (9-10 ).
Drain sediment from fine and coarse fuel filters.
Drain sediment until clear fuel appears, having turned out the drain plugs onto two-three
revolutions.
HP fuel pump inspection on rig -15711 -01 (eliminate faults and maintain the HP
fuel pump, to be performed once in two years).
Deflection of fuel feed start by sections of HP fuel pump relative the eighth section of pump
should not be more than ±30'.
Pump operation sequence: 8-4-5-7-3-6-2-1.
Sequence of fuel feeding by pump sections, deg.:0-45-90-135-180-225-270-315.
Plunger stroke in the eighth section from extreme bottom position to geometric beginning of
pumping is (5.65±0.05) mm.
Pressure corresponding to the beginning of pressure valves opening is 0.04-0.075 MPa (0.4-
0.75 kgf m).
With governor control lever position corresponding to the maximum speed, the following
should be provided:
- average cyclic fuel feed at starting (camshaft speed (100 10 rpm ) should be 195-220
2-54
mm3/cycle;
- the speed of automatic disengagement of starting fuel feed by a governor should be 280 -
330 min-1 ;
- rpm corresponding to the start of governor operation, should be 1140 - 1160 min-1 at oil
pressure in corrector inlet (0.25 0.05) MPa ((2.5 0.5) kgf/cm2) and air pressure in a corrector 0.08
– 0.1 MPa (0.8 – 1.0 kgf/cm2);
- maximum rpm of automatic disengagement of fuel feed by governor from a rated mode
should be not more than 1350 min-1 ;
- average cyclic fuel feeds as well as irregularity of fuel supply by HP fuel pump sections
depending upon the camshaft rpm and air pressure in a corrector of charged air pressure should cor-
respond to the data presented in Table 2-5 (at oil pressure in corrector inlet (0.25 0.05) MPa
(2.5 0.5) kgf/cm2).
Camshaft rpm in mode of minimum idling – 300 min-1.
Cycle fuel feed in mode of minimum idle speed - 15-20 mm3/cycle.
Rpm at moment of disengaging the fuel feed by governor, with position of governor control
lever corresponding to minimum rpm, should be not more than 470 min1.
Fuel pressure in HP fuel pump inlet in modes from maximum torque till rated one should be
0.13-0.19 MPa (1.3-1.9 kgf/ m2).
Volume feed of LP fuel pump at 1100-1300 min-1, vacuum at suction not less than 0.022
MPa (0.2 kg/ m2) and backpressure not less than 0.125 MPa (1.25 kgf/cm2), should be not less than
3.5 l/min.
Vacuum at suction created by LP fuel pump, with completely closed section of feeding fuel
pipe, at 1100-1300 min-1, should be not less than:
-0,052 MPa (0,52 kgf/cm2) for engine 740.11-240;
-0,064 MPa (0,64 kgf/ m2) for engine 740.30-260 and 740.31-240;
-0,07 MPa (0,7 kgf/ m2) for engine 740.50-360.
Maximum pressure developed by LP fuel pump, with closed pressure pipeline, at 1100-1300
min-1, should be at least:
-0,4 MPa (4 kgf/cm2) for engine 740.11-240;
-0,6 MPa (6 kgf/ m2) for engine 740.30-260 and 740.31-240;
-0,65 MPa (6,5 kgf/ m2) for engine 740.50-360, 740.51-320, 740.55-300.
Prior mounting the HP fuel pump on engine, crank the crankshaft until key 11 of shaft of
driven gear (Fig. 2-52 ) is in horizontal position l.h., if viewed from the flywheel side, and locator
enters the slot on a flywheel. With this, align the setting mark on flange of driven half-coupling
with mark on HP fuel pump case. Tighten bolts of HPFP drive strictly according to points in p. 2-53
of this Manual.
Average cyclic fuel feeds and variation of fuel feed by HPFP sections
Table 2-6.
Air pres- 3
Average cyclic fuel feed by pump sections, mm /cycle
Camshaft Variation of fuel
sure in
speed, feed by pump sec-
corrector,
min--1 337-42 337-20 337-20.03 337-20.04 337-20.05 tions, %, not more
kgf/cm2
1100 10 0,8…1,0 106...110 104…108 132…137 147…152 99…103 6
137…143 105…11
700 10 0,8…1,0 110...116 116…121 155…160 8
0
500 10 0,8…1,0 89...98 103…113 125…135 140…150 95…105 14
500 10 0 65…75 80…90 80…90 70…80 16
2-55
The fuel system for engines
740.37-400, 740.60-360, 740.61-320, 740.62-280, 740.63-400
The engine features a fuel system of divided type, comprising the fuel tank, the LP fuel pipes, the
coarse and fine fuel filters, the LP fuel pump, the fuel priming pump, the HP fuel pump, the electronic
control system, the pedal module, the injectors, the magnetic valve and the glow plugs of EFU (Electric
Flame Unit).
Fuel tank, coarse fuel filter and fuel priming pump, the electronic control module and the pedal
module should be mounted on a vehicle where an engine operates, all the rest items of fuel system
are installed directly on an engine.
Description of fuel system construction and maintenance requirements are presented in manu-
al for vehicle.
Scheme of fuel system for engine with V-type HP fuel pump is shown in Fig. 2-59.
Fuel from tank 26 is sucked through coarse filter 28 and manual priming pump 29 by LP fuel
pump 7 along fuel pipe 8 into the fine filter 15. From fine filter, fuel flows through a low pressure fuel
pipe 16 to HP fuel pump 6 which distributes fuel along high-pressure pipes 1…4, 9…12 to injectors 5 in
accord with the cylinder firing order. The injectors inject fuel into the combustion chambers. Surplus
fuel and air entrapped into the system are returned into the fuel tank through the by-pass valve 18 and
valve 14.
Scheme of fuel system for engine with in-line HP fuel pump is shown in Fig 2-60.
The schemes presented are similar and differ in units comprised and fuel lines arrangement.
2-56
Fig. 2-59. Fuel system for engine with V-type HP fuel pump:
1…4, 9…12 – HP fuel pipes; 5 – injector; 6 – HP fuel pump; 7 – LP fuel pump; 8 – discharge pipe of LP fuel pump; 13
– magnetic valve; 14 – valve; 15 – fine filter; 16 – fuel supply pipe of HP fuel pump; 17 – EFU fuel pipe; 18 – by-pass
valve; 19 – EFU valve; 20 – drain fuel pipe of right head injectors; 21 – fuel pipe from magnetic valve to EFU plugs;
22 – T-joint; 23 – EFU glow plug; 24 – drain fuel pipe of left head injectors; 25 – filling neck with gauze filter; 26 –
fuel tank; 27 – fuel intake pipe with gauze filter; 28 – coarse fuel filter; 29 – manual fuel priming pump; 30 – sensor of
actuator position; 31 – T-joint; 32 – tank of pre-starting heater .
2-57
Fig. 2-60. Fuel system for engine with in-line HP fuel pump «BOSCH»:
1…8 – HP fuel pipes; 9 – drain fuel pipe of left head injectors; 10 – injector; 11 - drain fuel pipe of right head injectors;
12 – discharge fuel pipe of HP fuel pump; 13 – discharge fuel pipe of LP fuel pump; 14 –fuel supply pipe of HP fuel
pump; 15 – EFU magnetic valve; 16 – fine fuel filter; 17 – EFU glow plug; 18 – LP fuel pump; 19 – fuel pipe to mag-
netic valve; 20 – fuel pipe from magnetic valve to EFU plugs; 21 – HP fuel pump; 22, 33 – T-joint; 23 – valve; 24 – by-
pass valve of HP fuel pump; 25 – engine shut-down plunger electromagnet; 26 – fuel tank; 27 – filling neck with gauze
filter; 28 – fuel intake pipe with gauze filter; 29 – coarse fuel filter; 30 – manual fuel priming pump; 31 – electronic
regulator of HP fuel pump speed; 32 – tank of pre-starting heater .
Injectors of “YaZDA” (Fig. 2-61, ) and “AZPI” (Fig. 2-61, ) are of closed type, with six-
orifice atomizer and hydraulic control of needle rise. All items are enclosed in a body 9. An atomiz-
er body 1 through the spacer 4 is pressed to the bottom part of the injector body with nut 3, a needle
2 is inside the body. The body and atomizer needle are precision-made pair. The angled fixing of an
atomizer body relative the spacer and that of the spacer relative the injector body is performed with
pins. Spring 6 pushes upon the upper end of an atomizer needle through the rod 5. The necessary
tension of that spring is provided by set of adjusting shims 7, installed between spring and end face
of injector body inner cavity. The face of nut 3 is sealed by corrugated copper gasket to eliminate
the gases break-through. The sealing ring 8 eliminates the dust and liquid ingress into the cavity be-
tween injector and cylinder head.
2-58
1 – atomizer body;
2 – atomizer needle;
3 – atomizer nut;
4 – spacer; 5 – injector rod;
6 – injector spring;
7 – adjusting shims;
8 – sealing ring; 9 – injector body;
10 – edge filter; 11 – injector union
– «YaZD » version, – « ZPI» version
Fuel under high pressure is supplied to the injector through the edge filter 10, further along
the ducts of body 9, spacer 4 and atomizer body 1 – into the cavity between the atomizer body and
the needle 2. Fuel which is supplied under high pressure from HP fuel pump sections to injectors,
having overcome the force of injector spring, raises the atomizer needle and is injected into the
combustion chamber through the atomizing orifices. Fuel seeped through the clearance between the
needle and the atomizer body is returned along ducts in the injector body and drained into the tank
by the drain pipes of the injector.
Each injector 1 (Fig. 2-62) is mounted in the cylinder head 2 and is secured with cast clamp
3 fastened with nut 5 with spherical washer 4. The torque for spherical nut 4 tightening is 35…40
Nm (3,6…4,1 kg f·m).
ATTENTION!
Inspection and adjustment of injectors and
change of atomizers are to be performed in a spe-
cialized shop by qualified specialists.
Installation of injectors of other models not
specified in Tables 2-1, 2-2 of this Manual is strict-
ly forbidden, otherwise the engine may fail!
Fig. 2-62. Injector installation:

1 –injector; 2 – cylinder head; 3 – injector fastening
clamp; 4 – spherical washer; 5 – nut; 6 – stud; 7 –
clamp support; 8 – sealing ring.
2-59
High pressure fuel pump is designed for delivering the strictly metered portions of fuel
under high pressure in definite moments of time. With this, fuel injection into cylinders is provided
with strictly determined crankshaft rotation angles.
Z engines are equipped with:
- V-type HPFP model 337-23 of «YaZDA co.», with engine electronic control system;
- in-line HPFP model 7100 of «Bosch co.» (Germany), with mechanical or electronic gov-
ernor.
Fig. 2-63. V-type HP fuel pump:

1 – HP fuel pump housing; 2 – tappet; 3 – cotter; 4 – tappet spring; 5 – rotating bushing; 6 – plunger; 7 – rack; 8 – body
of HP fuel pump section; 9 – plunger bushing; 10 – delivery valve body; 11 – delivery valve; 12 – pipe union; 13 – LP
fuel pump; 14 – connector for actuator; 15 – governor cover, upper; 16 – rack lever; 17 – actuator position sensor; 18 –
actuator; 19 – by-pass valve; 20 –plug of rack; 21 – bearing; 22 – adjusting shims; 23 – camshaft; 24 – eccentric of LP
fuel pump drive; 25 – governor cover, rear; 26 – actuator return spring; 27 – fuel temperature sensor.
HP fuel pump is arranged in a V-part of engine cylinder block. Its drive is from crankshaft
through the change gear box by means of drive shaft, driving and driven semi-coupling with elastic
plates to compensate the misalignment of drive parts and HP fuel pump camshaft.
LP fuel pump is united with HP fuel pump in a common unit.
V-type HP fuel pump is depicted in Fig. 2-63.
In a boring of a housing bottom part there’s arranged a camshaft 23 with pressed-on roller
taper bearings 21. Two covers prevent the axial displacement of a camshaft. Adjusting shims 22 are
installed under the bearing caps, the shims determine the preload in bearings, it should constitute
0,05 … 0,10 mm.
The tappets 2 in housing borings comprise the body, roller, bushing and shaft to be fixed
relative the tappet body by means of a pin. A special cotter 3 prevents the tappet turning-through in
a body of HP fuel pump.
HP fuel pump housing encloses eight detachable sections assy. Each section comprises a
body 8, rotating bushing 5, bushing 9 with plunger 6 and delivery valve 11 to be pressed to the
plunger bushing by pipe union 12.
The plunger 6 is driven from camshaft by means of tappet. The spring 4 through the plate
presses the tappet roller against the cam to provide the plunger reciprocal motion. The plunger di-
ameter is 12 mm.
The plunger pair creates the fuel pressure at the injector and changes the fuel feed to the
2-60
combustion chamber per cycle. The fuel metering is achieved by means of simultaneous change of
start and end of fuel pumping cycle.
The plunger bushing is with two one-level windows for fuel priming and cutting-off. With
plunger being in bottom position, fuel flows into the over-plunger cavity though both windows.
With plunger shifting up, in moment the windows are overlapped by plunger edge, the plunger ac-
tive stroke starts during which the fuel is forced into the delivery pipe line.
To change the pumping start in accord with loading, there’s provided a control edge of spe-
cial form on upper face of plunger. A soon as the plunger edges start to open the windows, the ac-
tive stroke finishes and fuel is being fed to the section cavity, pressure in over-plunger cavity drops
sharply and fuel injection is cut-off.
To change the amount of fuel injected the plunger is being rotated around its axis by the ro-
tating bushing which is connected with HP fuel pump rack.
So, the control edges are able to change the fuel feed start, while the cut-off edges change
the moment of fuel feed cut-off. With this, the angles of fuel feed start and cut-off change as well as
the amount of fuel being injected.
The operation mode of in-line pumps of “BOSCH” is similar to that described.
The in-line pump with mechanical governor and its connections with engine systems are
shown in Fig. 2-64. The installation of pump with electronic governor is similar to that presented,
though it lacks the governor and stop levers and their shifting limit bolts.
ATTENTION!
The inspection, adjustment and repair of HP fuel pump are to be performed in special-
ized shops and by qualified specialists only.
The inspection and maintenance of V-type HP fuel pump are to be performed once in
two years. The HP fuel pump of “BOSCH” being operated properly, do not require any
maintenance.
To eliminate the possible deterioration of operation process in engine, the exhaust
emissions and smoking as well as engine fail, it is strictly forbidden to equip engines with HP
fuel pump models differed from those specified in Tables 2.1, 2.2 of this Manual.
Minimum idle speed which should be (600 20) min-1, to adjust by bolt 2 (Fig. 2-64) acting
like stop for governor control lever. Speed decreases with bolt screwing-in.
ATTENTION!
Idle speed adjustment to be performed by qualified specialists only.
2-61
Fig. 2-64. In-line HP fuel pump of “BOSCH” with mechanical governor:
1 –LP fuel pump; 2 – minimum speed limit bolt; 3 – governor lever; 4 – maximum speed limit bolt; 5 – shut-off lever.
The fine fuel filter (Fig. 2-65) cleans the fuel properly from particles prior supplying it to
HP fuel pump. The filter installed in the highest point of fuel feed system in order to collect air
ingressed and evacuate it together with portion of fuel into the tank through the valve (Fig. 2-54)
installed in the by-pass section from the filter.
ATTENTION! Changing the filter elements, observe strictly the rules of fuel feed sys-
tem maintenance. Prevent ingress of contaminants into system.
VALVE of fine fuel filter 13 is shown in Fig. 2-65. The valve eliminates air collected in up-
per part of fine filter and protects the filter element from breakage. With reached pressure in fuel
feed cavity ” of 25-80 kPa (0.25-0.80 kgf/cm2 ), the ball 15 shifts, and fuel passes from cavity
” into the cavity «A» through the valve jet 16. With pressure achieved of 200…240 kPa
(2,0…2,4 kgf/cm2) the valve opens completely and fuel passes into fuel tank through the cavity
“A”. During normal engine operation, air collected in upper part of fine filter with some amount of
2-62
fuel circulating in low-pressure line is pumped through the valve into the fuel tank. The fuel con-
sumption is limited by jet 16. With filter elements being clogged heavily, pressure in cavity “ ” in-
creases which causes the considerable increase of fuel consumption though the jet. As a result, the
engine looses power and stops.
Fig. 2-65. Fine fuel filter:

1 – body; 2 – bolt; 3 – sealing washer;
4 - plug; 5, 6 – gaskets;
7 – filtering element;
8 – cap; 9 – spring;
10 – drain hole plug; 11 – stem;
12 – nut;
13 – valve body; 14 – valve spring;
15 – ball; 16 – jet;
– fuel discharge cavity;
– fuel supply cavity.
Low pressure fuel pump 7 (Fig. 2-59) or 18 (Fig. 2-60) is of piston-type, designed to feed
fuel from tank through fine and coarse fuel filters to plunger pairs of HP fuel pump.
The pump is mounted on HP fuel pump. The pump operation scheme is shown in Fig. 2-66.
LP fuel pump houses the following items: piston, piston spring, tappet, inlet and delivery valves
with springs. The tappet 9 on one side of piston and the spring 4 on the other side make the piston
reciprocate.
LP fuel pump works only with eccentric 8 being rotated, i.e. with rotation of HP fuel pump
camshaft.
With piston 1 shifting up by tappet 9, fuel, having overcome the force of spring 6, opens the
valve 5 and passes from cavity “ ” into cavity “A” (under the piston). With this, the valve 2 is
closed.
Fig. 2-66. LP fuel pump operation scheme:

1 – piston; 2 – inlet valve; 3, 6 – valve springs; 4 – piston spring; 5 – deliv-
ery valve; 7 – tappet spring; 8 – eccentric; 9 – tappet; – delivery cavity of
LP fuel pump; – suction cavity of LP fuel pump; – discharge fuel line
(to fine fuel filter); – supply fuel line (from coarse fuel filter).
With tappet 9 being lowered, piston 1 is shifted down by spring 4.

Vacuum is created in cavity “ ”, and inlet valve 2 compressing the spring 3 lets fuel from
the supply fuel line “ ” into the cavity “ ”. At the same time, fuel left in the delivery cavity “A” is
forced into the discharge pipeline “B”, with this, valve 5 closes under action of spring 6 preventing
the fuel flow from cavity “A” into cavity “ ”.
2-63
COARSE FUEL FILTER. In order to increase the reliability of KAMAZ engines the fuel
systems are equipped with coarse fuel filters to eliminate at least 95% of mechanical impurities
(particle size up to 30 mc) and at least 93% of water. Filter PreLine 270 of «MANN+HUMMEL»
depicted in Fig. 2-67 corresponds such requirements.
Fig. 2-67. Coarse fuel filter PreLine 270

f. «MANN+HUMMEL»:
1 – inlet channel; 2 – cover for priming pump membrane; 3 –
manual priming pump; 4 – air elimination screw; 5 – body; 6
– electric heater; 7, 11 – outlet channel; 8 – replaceable filter
element; 9 – water-collection vessel; 10 – water drain screw.
The coarse fuel filter comprises the body 5; the following items are arranged on it: manual
priming pump 3 of membrane type, replaceable filter element (filter-chuck) 8 with water collecting
vessel 9, fuel electric heater 6, the latter is not required for tropical climate and plug may be in-
stalled in its place.
Untreated fuel is delivered from tank by fuel pipes into the inlet channel 1 of coarse fuel fil-
ter, further into the filter-chuck where water is separated and impurity particles of more 30 mc are
eliminated. Mechanical impurities and water captured by filter element of replaceable filter-chuck
are collected in water-collection vessel. The purified fuel enters the cavity of outlet channel 7 and
further by fuel pipes into the LP pump.
Prior engine start after prolonged parking and after filter-chuck replacement, be sure to elim-
inate air from cavities of coarse fuel filter. To do it, slacken the air elimination screw 4 and pump-
through the fuel with manual pump 3 until fuel free from air bubbles appears out of hole of air elim-
ination screw; to tighten the screw.
In operation, to drain the sediment daily, for this, to rotate the screw 10 disposed on bottom
of water-collection vessel.
We suggest to change the filter-chuck in one Mnt (30 thsnd kms covered) or more frequent-
ly if you observe the deterioration of engine efficiency caused by poor quality (dirty) fuel. The pro-
cedure of filter-chuck change is shown on body of each filter as pictures and inscriptions.
For countries with cold climate, filter PreLine 270 is equipped with built-in fuel electric
heater 6, power 350 W, which prevents the paraffin formation at low ambient temperatures. The
heater switches ON automatically at fuel temperature +5 .
The alternative version of coarse fuel filter PreLine 270 of «MANN+HUMMEL» (Germa-
ny) used in KAMAZ engines is the coarse fuel filter RACOR SK 1969 of «PARKER» (USA) with
similar construction and technical data. The filter differs by the construction of manual priming
pump, electric heater power of 300 W and replaceable filter-chuck. For tropical countries,
filterRACOR SK 1967 is used (w/o fuel electric heating).
The fuel pipes are subdivided into LP fuel pipes – 0.4-2 MPa (4-20 kgf/cm2) and HP pipes
– exceeding 30 Pa (300 kgf/cm2).
The engine fuel pipes of low pressure are produced from steel tube with section 10x1 mm,
with soldered tips, the fuel pipes of high pressure are produced from steel tubes with inner diameter
2-64
2 mm, outer diameter – 7 mm, with nuts and taper tips. In order to preclude failure due to vibration,
the fuel pipes are secured with the clips to the inlet manifolds.
HP fuel pump drive is shown in Fig. 2-68. It consists of HPFP drive shaft 8 with packs of
front 4 and rear 6 compensating plates, driven semi-coupling 2, driven semi-coupling flange 3, cen-
tering flange 5, driving semi-coupling 10 and centering bushings 13. Each pack of compensating
plates consists of six plates with thickness of 0.5 mm each, manufactured from steel 65 .
Fig. 2-68. HP fuel pump drive on engine:

1 – HPFP body; 2 – driven semi-coupling; 3 – driven semi-coupling flange; 4, 6 – packs of compensating plates; 5 –
centering flange; 7,9 – fastening bolts; 8 – shaft of drive; 10 – driving semi-coupling; 11 – driving semi-coupling bolt;
12 – key; 13 – centering bushing; 14 – bearing 306 in auxiliaries’ housing.
S – tolerable displacement of setting mark towards the increase of fuel injection advance angle is not more than 2 mm.
FUEL FEED SYSTEM MAINTENANCE

In process of engine operation, especially in the initial period of it, be sure to inspect regu-
larly the torque of injector clamp secure nut 4 (Fig. 2-62) and bolt 11 (Fig. 2-68) of HPFP driving
semi-coupling.
Drain the sediment from fine and coarse fuel filters regularly.
The maintenance procedures for coarse fuel filter are presented in filter description. To drain
water from fine fuel filter, you should turned out the drain plugs 10 (Fig. 2-65) onto two-three turns.
Drain the sediment until clean fuel appears.
Change the elements of fine fuel filter:
- screw out on two-three turns the drain plugs and drain fuel from filters into vessel, then,
replace the plugs;
- screw out the bolts fastening the filter caps, remove the caps and take away the dirty filter
elements;
- wash caps with diesel fuel;
-install the new filter element with sealing gaskets into each cap, install caps with filter ele-
ments and tighten the bolts;
2-65
- pump through the system with pre start fuel pump;
- start the engine and be sure that filter is leakage-proof.
Fuel leakage is removed with tightening the bolts fastening the caps.
HPFP are to be inspected and maintained in specialized and attested service centers of
“YaZDA co.”, “OJSC KAMAZ” and “BOSCH co».
Pressure of injection start is adjusted on a rig by means of setting the adjustment shims under
the spring; with this, the nut, atomizer, spacer and rod are to be removed. With increase of shim to-
tal thickness (spring compression increase), the injection start pressure increases. Thickness change
onto 0.05 mm changes the injection start pressure onto 0.3-0.35 MPa (3-3.5 kgf/cm2).
Number of shims set should be not more than three.
Injection start is in accord with requirements of Tables 2-1, 2-2.
The fuel injection start and end should be exact. Atomizer should be free of leakage. The
fuel injection should be accompanied by a characteristic sharp sound. Change of any item (atomizer
body or needle) is inadmissible as they constitute a precision pair.
V-type and in-line HPFP being repaired and maintained are to be installed in engine as fol-
lows:
1 To assemble the HPFP with drive shaft pursuant to Fig. 2-68 (in accord with engine com-
ponent set), with this, to align the mark on flange of driven coupling member with mark on
HP fuel pump body. The permissible displacement of setting mark towards the increase of
fuel injection advance angle is not more than 2 mm.
2 To prime the HPFP with motor oil used in engine till the drain hole edge (to inspect the
level.
3 To mount the locator in the flywheel slot. With this, mark on part pos. 2 should be in upper
position, while key 12 should be disposed horizontally in the side of the eighth cylinder. To
install the driving semi-coupling on shaft of HPFP driven gear, do not tighten the coupling
bolt.
4 To mount the HPFP with drive on engine. To tighten the bolts which secure HPFP to cyl-
inder block in cross-wise manner, in two steps.
To secure the HPFP with drive in V-part of cylinder block without any misalignment.
5 To secure the pack of rear plates of HPFP drive with bolts 10, preliminarily, to install the
centering bushings 13 in them.
6 To tighten the coupling bolt 11 the last. With this, to slacken it first, so that the driving
semi-coupling could be freely displaced along the shaft to occupy the proper position and
to prevent the axial tension and bending of front and rear plates. Then, to tighten the semi-
coupling secure bolt.
7 With installation and adjustment over, to shift the flywheel locator handle to the shallow
slot on a locator body.
8 To tighten the HP fuel pipe nuts.
To check and set the angle with a moment detector, proceed as follows:
1 Disconnect the high-pressure pipe 8 of HP fuel pump eighth section
2 Mount the moment detector onto the eighth section union.
3 In engines with V-type HPFP with electronic governor, using special diagnostic equip-
ment and ECU, set the rack position corresponding to 100 % shifting (to be controlled by rack posi-
tion sensor).
In engines with in-line HPFP with electronic governor, using special diagnostic equipment
and ECU, set the voltage of electric signal of rack position – 4,7 V.
In engines with in-line HPFP with mechanical governor, shift the governor control lever 3 to
middle position (Fig. 2-64).
4 Prime the fuel feed system with fuel using test rig LP pump.
2-66
5 Cranking the crankshaft, fill the moment detector glass pipe with fuel (ATTENTION!
Crank the crankshaft by hand!).
6 Crank the crankshaft till mark on HP fuel pump case and setting mark on driven semi-
coupling flange align.
7 Crank the crankshaft half-turn counter the direction of rotation (clockwise, if viewed from
side of flywheel).
8 To shift the locator into the deep slot and slowly rotate the engine crankshaft in direction
of rotation till fuel starts motion in the detector glass pipe or until locator enters the slot of flywheel.
If at that moment:
- the locator enters the flywheel slot;
- marks on HP fuel pump and flange of driven half-coupling align (the permissible misa-
lignment is not more than 2 mm towards the fuel injection advance);
- the head of coupling bolt 11 of driving semi-coupling is in position as shown in Fig. 2-68),
then, the fuel injection advance angle is set correct, after that, to shift the locator into shallow slot.
If slot on engine flywheel didn’t reach the locator, while fuel in a glass pipe started motion,
slacken the fastening bolts of driven half-coupling and slowly rotate the crankshaft in direction of ro-
tation until locator enters the flywheel slot, to tighten the bolts of driven semi-coupling secure, to
shift the locator into shallow slot and check if fuel injection advance angle is set correct.
If locator entered the slot on flywheel while fuel motion in a pipe didn’t start, shift the locator
into shallow slot and slowly rotate the crankshaft in direction of rotation till moment the fuel starts
motion in a glass pipe, slacken the fastening bolts of driven half-coupling, rotate the crankshaft in di-
rection counter-rotation by 4…10 further than locator, shift the locator into deeper slot and slowly
rotate the crankshaft in direction of rotation until locator enters the flywheel slot, tighten the fas-
tening bolts of driven half-coupling, shift locator into shallow slot and check if fuel injection advance
angle is set correct.
9 To check up the setting of fuel injection advance angle, for this:
- crank the crankshaft by 1,5 rotation in direction of rotation;
- shift the flywheel locator into deeper slot;
- slowly rotate the crankshaft in direction of rotation, observe carefully the fuel level – loca-
tor should enter the slot of flywheel at moment of fuel start motion in glass pipe of moment detec-
tor. With this, marks on HP fuel pump and flange of driven half-coupling should match (the permis-
sible misalignment is not more than 2 mm towards the fuel injection advance);
- shift the locator into shallow slot.
Setting of fuel injection advance angle with the help of moment detector is preferable.
If no moment detector, check up the setting and adjustment of fuel injection advance angle
according to marks. For this, be sure to stop the fuel feed preliminarily and, having decelerated the
vehicle, perform the following:
1 To check up the accuracy of setting the fuel injection advance angle:
- crank the crankshaft till mark on HP fuel pump case and setting mark on driven semi-
coupling flange (Fig. 2-68) align;
- crank the crankshaft half-turn counter the direction of rotation (clockwise, if viewed from
side of flywheel);
- shift the flywheel locator into deep slot and crank the crankshaft slowly in direction of ro-
tation until locator enters the slot of flywheel.
If at that moment:
- marks on HP fuel pump and flange of driven half-coupling align (the permissible misa-
lignment is not more than 2 mm towards the fuel injection advance);
- the head of coupling bolt 11 of driving semi-coupling is in position as shown in Fig. 2-68,
then, the fuel injection advance angle is set correct, after that, to shift the locator into shal-
low slot.
2-67
2 If mark on HP fuel pump case and setting mark of driven half-coupling flange didn’t align
(with consideration of 2 mm tolerance) in that very moment when the locator entered the flywheel
slot, it is necessary to adjust the fuel injection advance angle, for this:
- to slacken the bolts of driven semi-coupling flange secure;
- to rotate the driven semi-coupling flange slowly till its setting mark aligns with mark on
HP fuel pump case;
- to tighten the bolts of driven semi-coupling secure;
- to shift the locator into shallow slot;
- to check if fuel injection advance angle is set correct pursuant to p.1.
To check the tightening of HPFP drive bolts with the help of torque wrench.
Engine control system
engines are equipped with fuel feed control systems with mechanical or electronic regula-
tors.
Engines EURO-2 are with mechanical regulators built into in-line HPFP «Bosch», controls
are shown in Fig. 2-64.
Electronic control system
Z engines EURO -3 are equipped with electronic control systems (ECS), which are
equipped with the following HP fuel pumps instead of traditional ones with mechanical regulators:
- HPFP of “BOSCH”, type 7100 with electronic regulator;
- HPFP of «YaZDA», type 337-23 with electronic regulator.
ECS controls the cyclic fuel feed in accord with engine operation modes, its temperature,
adjusting characteristics and ambient parameters. The system performs the following functions:
- dozing of starting fuel feed;
- correction of cyclic feed in accord with ambient parameters and engine state;
- limitation of cyclic fuel feed with coolant extreme temperature achieved;
- control of starter lock relay;
- fuel feed stop in mode of «auxiliary brake»;
- “cruise-control” option;
- truck maximum speed restriction mode;
- emergency engine stop;
- diagnostics option and transfer of diagnostic information by diagnostic connector on K-line
and CAN;
- indication of ECS faults with the help of pilot lamp «Check Engine»;
- provision of cooperation with other truck control systems;
- provision of warning signals and protection etc.
The complete list of ECS options is to be determined on stage of truck designing.
ECS comprises the following:
- electronic control module (ECM);
- cables assembled with sensors, switches and connectors for diagnostic devices;
- actuators (drive of HPFP rack, engine emergency stop valve.
Components of ECS and their application on Z engines equipped with HPFP 7100
Arrangement of system items and cables layout are shown in Fig. 2-69.
The system comprises the following:
Crankshaft speed sensors (main and auxiliary) 0 281 002 898 of «Bosch» are of induc-
tive type, used to measure the crankshaft and camshaft speed. The crankshaft speed sensor is
mounted in hole in front cover. The special front counterweight with eight slots used as an inductor
provides the formation of sensor signals.
The camshaft speed sensor is mounted in a special hole in flywheel case. A special wheel
with 16 slots is used as an inductor to form the sensor signals.
2-68
Coolant temperature sensor 0 281 002 209 of «Bosch» records the engine temperature
state. The sensor is arranged in a hole of thermostat box of engine cooling system. The sensor signal
is used in option of cyclic feed restriction (if excessive permissible engine temperature) to release
the warning signal onto the diagnostic lamp and correct the starting fuel feed in accord with engine
temperature state.
Fuel temperature sensor 0 281 002 209 of «Bosch» records the fuel temperature, is built in-
to the valve special body installed in HPFP inlet. The amount of cyclic fuel feed is adjusted in accord
with the sensor signal.
Charged air temperature and pressure sensor 0 281 002 576 of «Bosch», to be arranged
in joint branch pipe, records the air temperature and pressure in engine inlet manifolds. The air tem-
perature and pressure data are required to calculate the air mass flow.
Electronic control module MS6.1 of «Bosch» receives and processes the signals from sen-
sors and switches, the data to be transmitted by CAN bus. ECM analyses complete information
from sensors about the engine and truck state, processes it in accord with algorithms set and con-
trols the HPFP rack to provide the injection of strictly metered portions of fuel. CAN bus provides
exchange of signals between truck systems, -line provides the system diagnostics.
Electronic control module is installed in a truck cabin.
The system actuators are the electromagnet of HPFP rack displacement and plunger elec-
tromagnet of 24V valve of engine emergency stop.
Electromagnet of HPFP rack with sensor of position serve to shift the HPFP rack into po-
sition which corresponds to the set cyclic fuel feed in all engine operation modes. The electromag-
net construction and characteristics provide the highly precise and fast adjustment of engine in vari-
ous operation conditions.
Plunger electromagnet of 24V valve of engine emergency stop ceases the fuel supply to
HP fuel pump if any emergency situation (e.g., seizure of rack, excessive crankshaft speed etc.). To
be mounted in a valve special body together with fuel temperature sensor.
Fuel pedal of «TeleflexMorse» to be arranged in a truck cabin and is required for the driver
to select the proper engine operation mode. The output voltage signal is transmitted into Electronic
control module where the signal is converted into the cyclic feed value.
Engine diagnostics control lamp («Check Engine» lamp) to be arranged on a dashboard in
a truck cabin, controls the engine operation and outputs the fault blink-codes.
With ignition ON, the diagnostics lamp is tested – lightens for three seconds. If lamp per-
sists or lightens during engine operation – this indication of some fault in engine electronic control
system; be sure to address to service centre to eliminate the fault. The information about faults is
stored in ECM and may be read out with the help of diagnostic device or diagnostics lamp. After
fault elimination the diagnostics lamp dies out.
2-69
2-70
Fig. 2-69. Cables layout. 1 – crankshaft speed sensor (main), 2 – camshaft speed sensor (auxiliary), 3 – coolant temperature sensor, 4 – fuel temperature
sensor, 5 – charged air temperature and pressure sensor, 6 – engine control system cable; 7 – electromagnet of HPFP rack, 8 – plunger electromagnet of 24 V
valve of emergency engine stop
Engine diagnostics mode.
To be arranged in a truck cabin, the mode selector has three positions – middle (hold-off),
upper and lower (hold-on positions). The upper and lower positions are the diagnostics mode of
electronic control module.
The engine diagnostics mode is initiated with the help of engine diagnostics selector to be
depressed and held-on for more than 2 sec. in upper or lower positions.
With switch being released, the diagnostics lamp blinks the engine fault blink-code in form
of several long flashes (the first mark of blink-code) and several short flashes (the second mark of
blink-code).
If you depress the switch again the blink-code of the next fault will blink. In such way, all
faults stored in electronic module are output. With the last stored fault being output, the module
starts to output the first fault again.
To erase the fault blink-codes from ECM memory, with diagnostics mode switch being de-
pressed, you should switch ON the ignition and keep the switch depressed for some 5 seconds more.
Example – if any physical error of charged air temperature sensor (blink-code 32) the diag-
nostics lamp blinks 3 long flashes, pause, 2 short flashes.
>2s 2s 1s 0.5s 3s 0.3s
Second mark of blink-

First mark of blink-code code
Diagnostics mode switch
is being depressed Diagnostics mode switch is released
List of possible errors and faults, their blink-codes and suggested remedies are presented in
Table 2-7.
Possible faults, their blink-codes and remedies
Table 2-7.
Blink-
Fault description Restrictions Remedy
code
Gas pedal sensor trouble To inspect the gas pedal sensors
connection. Address to service
11 nmax=1900 rpm
centre.
Ambient pressure sensor trouble 12

You may continue driving.
Physical error of ambient pressure no
13 Address to service centre.
sensor
To inspect the clutch sensor.
Trouble in clutch sensor 14 no
Do not use the cruise-control op-
tion. Address to service centre.
Trouble in main crankshaft speed To inspect the state and connection of
15 no
sensor crankshaft speed sensors.
Faulty polarity or rearrangement of 16 nmax=1800 rpm You may continue driving.
speed sensors 17 nmax=1900 rpm Address to service centre.
Trouble in auxiliary crankshaft speed Trouble in auxiliary crankshaft speed
18 no
sensor sensor
2-71
To inspect the state and connection of
main relay. You may continue driv-
Trouble in main relay 19 no
ing.
Address to service centre.
To inspect the HP fuel pump contact
21,22, Possibly, the engine
Faulty high-pressure fuel pump plug.
24-26 start will fail
Address to service centre urgently!
To inspect the gas pedal, possibly, it
Lack of correspondence between gas was seized. Address to service cen-
23 Nmax 200h.p.
pedal and brake pedal positions tre urgently!
To inspect the HP fuel pump contact

Possibly, the engine
Poor contact of rack position sensor 27 plug.
start will fail.
To check up the brake pedal sensor
and brake relay.
Faulty brake pedal sensor 28 Nmax 200 h.p.
You may continue traveling.
29,
Trouble in electronic control module 51-53, Possibly, the engine
(hardware) 81-86, start will fail.
99
Trouble in charged air temperature To inspect the charged air temperature
31
sensor sensor.
no
Physical error in charged air tempera- You may continue traveling.
32 Address to service centre.
ture sensor
Trouble in charged air pressure sensor 33 To inspect the charged air pressure
sensor.
Physical error in charged air pressure no
34 You may continue driving.
sensor Address to service centre.
To inspect the connection of cruise-
control lever. You may continue driv-
ing.
Trouble in cruise-control module 35 no Address to service centre.
This error appears also because of
simultaneous depression onto several
control items of cruise-control lever.
Fault in coolant temperature sensor 36 To inspect the coolant temperature
sensor.
Physical error in coolant temperature Nmax 300 h.p.
37 You may continue traveling.
sensor Address to service centre.
Faulty fuel temperature sensor 38
To inspect the fuel temperature sen-
Physical error of fuel temperature no sor. You may continue driving.
sensor 39 Address to service centre.
Wrong signal from multi-stage input You may continue driving.
41 no
(parking brake sensor) Address to service centre.
If the reason of overrunning is faulty
Engine may be
gearshift from high gear to low, pro-
started again
Engine overrunning ceed as follows: to inspect the engine;
42 after complete
if engine is OK you may start it again
stop
and continue traveling.
If engine has increased the speed
2-72
spontaneously do not start it again!
Address to service centre, urgently!
To inspect the tachograph-control
nmax=1550 rpm module connection.
Error signal of truck speed 43
To check up the storage battery charg-
Supply voltage is excessive 54 No
ing
Such error appears because the
“ground” has been disconnected ear-
lier than 5 sec. after the ignition OFF
Improper finish of working cycle of
55 No or because of power supply interrup-
electronic control module
tion.
You may continue traveling.
Address to service centre
To inspect the N line connection
to other N devices ( BS, gearbox
Faulty CAN line 61-76 no etc.). You may continue driving.
Components of ECS for Z engines equipped with V-type HPFP.

The following sensors are arranged in system:
Crankshaft speed sensors (main and auxiliary) 0 281 002 898 of «Bosch» are of induc-
tive type, used to measure the crankshaft and camshaft speed. The crankshaft speed sensor is
mounted in hole in front cover. The special front counterweight with eight slots used as an inductor
provides the formation of sensor signals.
The camshaft speed sensor is mounted in a special hole in flywheel case. A special wheel
with 16 slots is used as an inductor to form the sensor signals.
Coolant temperature sensor 0 281 002 209 of «Bosch» records the engine temperature
state. The sensor is arranged in a hole of thermostat box of engine cooling system. The sensor signal
is used in option of cyclic feed restriction (if excessive permissible engine temperature) to release
the warning signal onto the diagnostic lamp and correct the starting fuel feed in accord with engine
temperature state.
Fuel temperature sensor 0 281 002 209 of «Bosch» records the fuel temperature, is built in-
to the valve special body installed in HPFP inlet. The amount of cyclic fuel feed is adjusted in accord
with the sensor signal.
Charged air temperature and pressure sensor 0 281 002 576 of «Bosch», to be arranged
in joint branch pipe, records the air temperature and pressure in engine inlet manifolds. The air tem-
perature and pressure data are required to calculate the engine smoking limit values.
Electronic control module 230. 3 («GRPZ», Ryazan town) is arranged in a truck cabin.
ECM analyses complete data on mode parameters, engine and truck state, processes it in ac-
cord with algorithms set and controls the HPFP rack to provide the injection of strictly metered por-
tions of fuel. CAN bus provides the exchange of signals between truck systems, -line provides the
system diagnostics.
Rotating electromagnet of HPFP racks displacement (of “Obyedinenie Rodina”,
Yoshkar-Ola town) with sensor of position serve to shift the HPFP racks into position which corre-
sponds to the set engine operation mode. The actuator unit is bolted to upper cover of HPFP from
side of oil space. The actuator position sensor is mounted on the outer side of cover. The HPFP up-
per cover with gasket is bolted to pump body and provides leakage-proof of pump oil space. The
2-73
electromagnet construction and characteristics provide the highly precise and fast adjustment of die-
sel engine in various operation conditions.
Plunger electromagnet of 24V valve of engine emergency stop ceases the fuel supply to
HP fuel pump if any emergency situation (e.g., seizure of rack, excessive crankshaft speed etc.). To
be mounted in a valve special body together with fuel temperature sensor.
Fuel pedal of «TeleflexMorse» to be arranged in a truck cabin and is required for the driver
to select the proper engine operation mode. The output voltage signal is transmitted into Electronic
control module where the signal is converted into the cyclic feed value.
Engine diagnostics pilot lamp («Check Engine» lamp) to be arranged on a dashboard in a
truck cabin, controls the engine operation and outputs the fault blink-codes.
With ignition ON, the diagnostics lamp is tested – lightens for three seconds. If lamp per-
sists or lightens during engine operation – this indication of some fault in engine electronic control
system; be sure to address to service centre to eliminate the fault. The information about faults is
stored in ECM and may be read out with the help of diagnostic device or diagnostics lamp. After
fault elimination the diagnostics lamp dies out.
Diagnostics and faults processing of electronic engine control system
The diagnostics of system is performed by scanner-tester N or diagnostics mode switch.
depressed and held-on for more than 2 sec. in upper or lower positions.
With switch being released, the diagnostics lamp blinks the engine fault blink-code in form
of several long flashes (the first mark of blink-code) and several short flashes (the second mark of
blink-code).
pressed, you should switch ON the ignition and keep the switch depressed for some 5 seconds more.
List of possible errors and faults, their blink-codes and suggested remedies are similar to
those of «Bosch» and presented in Table 2-7.
MAINTENANCE OF ENGINE ELECTRONIC CONTROL SYSTEM

The components of ECM are maintenance-free items and do not require any maintenance or
adjustments during operation.
ECM service life corresponds to engine life, at least.
ECM repair is to be proceeded in manufacturer enterprise or in specialized repair centers
which possess the authorization from manufacturer.
AVOID THE SHORT-CIRCUITING OF ECM CONNECTOR LEADS ONTO “GROUND”
OR POSITIVE TERMINAL OF POWER SUPPLY.
CHANGE OF POWER SUPPLY POLARITY IS PROHIBITED.
IT IS PROHIBITED TO CLOSE-OPEN THE ECM CONNECTOR WHILE POWER SUP-
PLY IS BEING ENERGIZED.
Fuel supply system for engines with «Common Rail» fuel injection
«BOSCH» «Common Rail» system includes:
- low-pressure circuit and fuel delivery means;
- high- pressure circuit including HPFP, high- pressure rails, injectors and high- pressure
pipelines;
2-74
- engine electronic control system, control sensors and actuators.
Hydraulic scheme of «Common Rail» fuel system is shown in Fig. 2-70 (system compo-
nents are shown conventionally).
Arrangement of system units is in Fig. 2-71.
Fig. 2-70. Hydraulic fuel system «Common Rail»:

1 – fuel tank; 2 – coarse fuel filter; 3 – manual low-pressure pump; 4 – channel of ECM body; 5 – by-pass valve (for
pumping-through the system with low-pressure pump, pressure of opening is 0,15 bar); 6 – gear fuel pump; 7 – by-pass
valve (for safety functions, opens if fuel pressure excesses 10,5 bar in pump outlet); 8 – fine fuel filter; 9 – magnetic
metering valve; 10 – HP rail; 11 – pressure restriction valve (for safety functions, opens if fuel pressure in HP rail ex-
cesses 1850 ); 12 – HP fuel pump; 13 – three-way valve to maintain constant fuel pressure appr. 8,5 bar in magnetic
metering valve 9.
Fig. 2-71. Fuel supply system (scheme):

1 – electronic control unit; 2 – fine fuel filter; 3 – oil delivery pipe to HPFP; 4 – LP pump; 5 – injector; 6, 15 – high-
pressure rails, r.h. and l.h.; 7 – HP fuel pump; 8, 16 – high-pressure fuel lines; 9, 12 – fuel drain pipes of injectors, r.h.
and l.h., correspondingly; 10 – reduction gear of HPFP drive; 11 – T-joint of fuel drain from injectors; 13, 17 – low-
pressure fuel lines; 14 – pressure limit valve in rails – safety valve; 18 – magnetic metering valve; 19, 21 – plugs of
Electric Flame Unit (EFU); 20 – fuel pipe from magnetic valve to EFU plugs; 22 – magnetic valve of EFU system; 23 –
fine fuel filter with pressure gauge.
2-75
Fuel from tank is sucked through coarse filter and built-in and manual priming pump and is
passed along low-pressure fuel pipes by LP fuel pump 4 through fuel temperature sensor to fine fuel
filter 2. With this, prior entering the LP fuel pump, fuel along low-pressure pipeline 17goes through
fuel channel of ECU 1 body cooling it. From fine filter, fuel flows to HP fuel pump 7 driven by reduc-
er 10, the latter generates pressure (up to 1600 kgf/ m2) in rails 6 and 15. Electronic control module,
in accord with signal from fuel pressure sensor arranged in magnetic valve 18 (which adjusts HPFP
efficiency) maintains optimum pressure in fuel rails in each working mode of engine. Besides, l.h.
rain comprises safety valve 14. In hazard situation, the safety valve reduces pressure in rails and
surplus fuel along low-pressure pipeline 13 returns to HPFP. From rails, along short HP fuel pipes
8, fuel is supplied to injectors 5 with electronic control. Injectors in strictly definite moments and as
required in accord with signal from ECM inject fuel to engine ignition chambers. From injectors,
some fuel returns along drain fuel pipelines 9 and 12.
The fine fuel filter (Fig. 2-72) provides final elimination of particles from fuel prior it en-
ters HPFP.
The fine fuel filter assures fuel cleaning degree of at least 98,6% to eliminate particles of
more 5 mkm.
Fig. 2-72. Fine fuel filter and fuel pressure sensor.

Fine fuel filter comprises pressure sensor (Fig. 2-72). Fuel pressure sensor on fine fuel filter
serves for diagnostics of state of hydraulic fuel supply line HPFP and fine fuel filter. Line includes
the fine fuel filter, low-pressure pump of HPFP, three-way valve 13 (Fig. 2-70) and by-pass valve 7.
If non-correct work of one or more items of hydraulic line of fuel supply to HPFP, the pressure sen-
sor records pressure change, and ECM records the corresponding error.
If diagnostic procedures revealed errors indicated in Table 2-8, be sure to change coarse and
fine fuel filters.
Error codes for necessary change of filter elements
Table 2-8.
Error recording way Error code
CAN - bus SPN95 FMI7
BLINK - code 2-1-2
Tester KTS 1668
2-76
Coarse fuel filter. Used coarse fuel filters eliminate at least 95% of mechanical impurities
(particle size up to 30 mc) and at least 93% of water
The coarse fuel filter comprises the body 5 (Fig. 2-73), the following items are arranged on
it: manual priming pump 3 of membrane type, replaceable filter element (filter-chuck) 8 with water
collecting vessel 9, fuel electric heater 6, the latter is not required for tropical climate and plug may
be installed in its place. Filter with water sensor is provided with corresponding sensor 12.
Untreated fuel is delivered from tank by fuel pipes into the inlet channel 1 of coarse fuel fil-
ter, further into the filter-chuck where water is separated and impurity particles of more 30 mc are
eliminated. Mechanical impurities and water captured by filter element of replaceable filter-chuck
are collected in water-collection vessel. The purified fuel enters the cavity of outlet channel 7 and
further by fuel pipes into the LP pump.
Prior engine start after prolonged parking and after filter-chuck change, be sure to eliminate
air from cavities of coarse fuel filter. To do it, be sure to slacken the air elimination screw 4 and
pump-through the fuel with manual pump 3 until fuel free from air bubbles appears out of hole of
air elimination screw; then, to tighten the screw.
Fig. 2-73. – Coarse fuel filter «MANN+HUMMEL»

and «UFI»:
1 – inlet channel;
2 – cover for priming pump membrane;
3 – manual priming pump;
4 – air elimination screw;
5 – body;
6 – electric heater;
7, 11 – outlet channel;
8 – replaceable filter element;
9 – water-collection vessel;
10 – water drain screw; 12 – water sensor.
12
For countries with cold climate, filter is equipped with built-in fuel electric heater 6, power
350 W, which prevents the paraffin formation at low ambient temperatures. The heater switches ON
automatically at fuel temperature 5 .
Fuel feed system maintenance
In process of engine operation, be sure to drain the sediment from coarse fuel filter daily. To
drain water from coarse fuel filter, you should turn out the drain plugs 10 (Fig. 2-73) onto two-three
turns. To drain the sediment until clean fuel appears.
To change the elements of fine fuel filter and filer-chuck of coarse fuel filter during Mnt-2
(50 thsnd. km mileage) or at least once a year. Filters should be changed if any engine power drop
because of poor-quality fuel. Besides, be sure to change filters if diagnostic procedures revealed er-
rors indicated in Table 2-8. Procedure of change is depicted on body of filter element as pictures
and inscriptions.
ATTENTION! During filter elements change, adhere to maintenance rules for fuel
feed system and instruction on change indicated on filter body. Avoid ingress of contamina-
tions into feed system, use filter elements specified in present Manual.
After filter elements change, pump-through the system with pre start fuel pump, start the en-
gine and be sure that filter is leakage-proof.
Items of CR system are to be inspected and maintained in specialized and attested service
centers of “KAMAZ Inc.” and “BOSCH co.”
2-77
Low-pressure pipelines
Low-pressure pipelines are polyamide pipes with size 15 1,5 mm, with quickly dismantling
connections. Tightening torques for low-pressure units is 22±2 Nm.
High-pressure pipelines
When mounting/dismantling the high-pressure pipes, use wrench 17 to keep high-pressure
unit18 (see Fig. 2-74).
Tightening torques for coupling nut of high-pressure pipe is 30±3 Nm.
HIGH PRESSURE FUEL PUMP is designed for delivering fuel to injectors under re-
quired pressure, in any engine operation modes during the whole vehicle service life. System com-
prises radial plunger HP fuel pump. HP fuel pump and low-pressure pump are united in one block.
Fig. 2-74. HPFP drive:

1 – HPFP; 2 – cover of HPFP drive reducer; 3 – body of HPFP drive reducer; 4 – HPFP bracket; 5 – ball
bearing; 6 – roller radial bearing; 7, 8, 9 – bolts; 10 – pinion of HPFP drive reducer; 11 – shaft of HPFP drive reducer;
12 – wheel of camshaft sensor; 13 – nut to secure pinion of HPFP drive reducer; 14 – nut; 15 – cylinder block; 16 –
torsion damper; 17 – gear low-pressure pump; 18 – high-pressure union.
HPFP construction provide the overhaul life, in view of this, the pump is free from adjust-
ments, dismantling and repair in exploit enterprises. Address the service center if any faults in a sys-
tem.
HPFP is arranged in V-part of cylinder block. It is driven from engine crankshaft through
gears and reducer.
Arrangement of union pipes to connect HPFP is shown in Fig. 2-75
2-78
Fig. 2-75. Arrangement of union pipes to connect HPFP:
1 – union to connect hydraulic line from ECM to low-pressure pump; 2 - union to connect hydraulic line from low-
pressure pump to fine fuel filter; 3 - union to connect hydraulic line from HPFP to tank; 4 - union to connect hydraulic
line from fine fuel filter to HPFP; 5 – union to connect high-pressure hydraulic line from HPFP to rails; 6 – magnetic
metering valve.
Requirements for HPFP installation/dismantling
- carefully take the pump out of package, do not remove transport plugs;
- do not touch the magnetic metering valve and high-pressure union when handling the
HPFP;
- do not throw or roll the HPFP while transporting it till site of installation onto engine;
- install pump on clean engine. Prior any procedures with pump or its items, be sure to clean
the working zone properly to avoid ingress of foreign particles into engine fuel system. Otherwise,
engine may be damaged!
- do not install pump onto hot engine;
- prior HPFP installation in engine, prime it with motor oil 60 ml through special hole closed
by plug Fig. 2-76;
- prior HPFP installation in reducer, inspect the state of sealing ring and apply some grease
onto it;
- during HPFP installation in engine:
) avoid any mechanical forces applied to magnetic metering valve and ingress of
technological liquids onto its electric contacts;
) avoid seizure of HPFP star gear in coupling of drive;
- tighten bolts to secure HPFP to reducer in two steps:
) preliminary tightening with torque 10…12 Nm;
) final tightening with torque 65±5 Nm;
2-79
Fig. 2-76. HPFP drawing (side view).
- remove transport plugs directly before installation of low- and high-pressure unions and
pipes;
- install of low-pressure unions. Tightening torque 22±2 Nm;
- connect the cable of electronic control system to contacts of magnetic metering valve after
installation of HPFP low- and high-pressure pipes.
Dismantle HPFP in reverse order. During dismantling, place new protective caps.
WARNING: If any leakage of high-pressure circuit (undone coupling nut of HP union in
HPFP), there’s danger of hot fuel breakthrough as spays and splashes under action of residu-
al pressure. Be careful, protect skin and eyes.
High-pressure rails accumulate fuel under high pressure, control fuel distribution among
injectors and eliminate pressure pulsation in a system caused by pulsing fuel feed from HPFP and
work of injectors during injection.
Fig. 2-77. High-pressure rails:

1 – left rail; 2 – safety valve; 3 – fuel pressure sensor; 4 – right rail.
Rails (Fig. 2-77) are in form of thick-sided pipes, they are secured on engine inlet manifolds
close to injectors. Fuel pressure sensor 3 and safety valve 2 are on left rail.
2-80
Requirements for installing/dismantling rails and their components
- install rails on clean engine. Prior any procedures with rails and their items, be sure to
clean the working zone properly to avoid ingress of foreign particles into engine fuel system. Oth-
erwise, engine may be damaged!
- remove protective caps directly before installation of high-pressure pipes. During rail dis-
mantling, install new caps onto unions, old caps should be discarded;
- install rails on studs. (Do not tighten fastening nuts);
- install the high-pressure pipes, secure them by strips on unions. (preliminarily, tighten the
coupling nuts by hand);
- low-pressure union. (Do not tighten the union completely);
- tighten completely all threaded joints as follows:
1) Tighten the rail secure nuts with torque 18…24 Nm;
2) Tighten the coupling nuts of high-pressure pipes with torque 30±3 Nm;
3) Tighten the low-pressure union with torque 22±2 Nm.
- energize the pressure sensor in a rail;
- connect the low-pressure line to union.
Dismantle rails in reverse order.
WARNING: If any leakage of high-pressure circuit (undone coupling nut of HP union
in HPFP, fuel pressure sensor and safety valve), there’s danger of hot fuel breakthrough as
spays and splashes under action of residual pressure. Be careful, protect skin and eyes
Safety valve 2 (Fig. 2-77) on left rail is for hazardous drop of pressure in rail if any faults in
pressure governor in HPFP or pressure sensor in rail.
Safety valve life is limited as follows:
1) Work in open state for not more 5 hours (in total during the whole life);
2) Not more 50 cycles of valve opening/closure (in total during the whole life).
If safety valve is assessed as old or if any mechanical damages in it, be sure to change valve.
For this, undo the old valve, clean thread and seating surface for valve in a rail, apply grease Ft1v27
onto thread and face of new valve, after that, screw-in the valve manually into rail. Tighten the
valve completely.
Tighten torque for safety valve is 100 Nm.
Fuel pressure sensor 3 (Fig. 2-77) is to record pressure in a rail, on basis of it, the signal to
injectors is generated.
If sensor damage or any mechanical faults in it, be sure to change the sensor. For this, undo
the old sensor, clean thread and seating surface for new sensor in a rail, apply grease Ft1v27 onto
thread and face of new sensor, after that, screw-in the sensor manually into rail. Tighten the sensor
completely.
Tighten torque for pressure sensor in a rail is 70±5 Nm.
While handling the sensor, IT IS PROHIBITED to touch electric contacts of sensor to pre-
vent sensor damage by static electricity. Prior sensor connection, inspect if any liquid, dirt, any for-
eign particles in sensor connector.
After any procedures with high-pressure (i. . pressurization failure), be sure to perform
«high-pressure test». Test is started by command from diagnostic device (e.g. KTS of BOSCH) and
comprises 5 steps of engine operation with various speeds, with pressure increase and drop. During
test, inspect visually the leakage-proof of joints in high-pressure circuit.
Injectors provide the required moment of injection start and fuel delivery flow in accord
with engine operation mode. Cyclic flow if determined by pressure in rail and duration of current
impulse on injector magnetic valve.
2-81
1 – coupling nut of high-pressure pipe; 2 – electric connectors of control wires; 3 – high-pressure pipe; 4 –
drain pipe; 5 – sealing copper washers of hollow bolt of drain pipe; 6 – hollow bolt of drain pipe; 7 – secure clamp for
injector; 8 – secure clamp stud and nut; 9 – diffusor copper washer.
Requirements for installing/dismantling the injectors

To dismantle the injectors:
- dismantle injectors on clean engine. Prior any procedures with injectors, be sure to clean
the working zone properly to avoid ingress of foreign particles into engine fuel system. Otherwise,
engine may be damaged!
- remove rubber protective caps from electric connectors of injectors, undo nuts of electric
connectors , after that, remove the control cables from injector. Install the protective cap on a mag-
net;
- undo hollow bolts which secure drain line to injectors. Close holes for hollow bolts in in-
jectors by protective caps;
- undo the coupling nuts of high-pressure pipes on injectors and on rails. While undoing
coupling nuts of high-pressure pipes on injectors be sure to back up the high-pressure union to pre-
vent its rotation in injector body. Place protective cap on high-pressure union;
WARNING: If any leakage of high-pressure circuit (when dismantling the first high-
pressure pipe), there’s danger of hot fuel breakthrough as spays and splashes under action of
residual pressure. Be careful, protect skin and eyes
Remove high-pressure pipes, close ends of pipes by protective caps. Place protective caps on
high-pressure unions.
- undo nuts on secure clamps of injectors, remove clamps;
- extract the injectors using appliance 803.11.020. Close the orifices for injectors to avoid
ingress of foreign particles into engine cylinders.
Injectors installation:
- install injectors on clean engine. Prior any procedures with rails, be sure to clean the work-
ing zone properly to avoid ingress of foreign particles into engine fuel system. Otherwise, engine
may be damaged!
- prior injector installation, be sure to clean the orifice for injector;
2-82
- prior injectors installation, inspect the state of copper washer and rubber sealing rings and
apply some grease onto it (salve base or similar). If repositioning earlier removed injector, be sure
to change copper washer and rubber sealing ring.
It is prohibited to use washer and ring again!
Check if any faults and dirt in diffusor.
- install injectors in cylinder block head and secure by clamps.
Tightening torque for clamp nut is 35…40 Nm.
- install high-pressure pipes, place coupling nuts onto rail high-pressure unions and injector
high-pressure unions.
Tightening torque for coupling nuts of high-pressure unions on rails is 22±2 Nm.
Tightening torque for coupling nuts of injector high-pressure unions is 22±2 Nm.
- Route the drain line and secure it on injectors by hollow bolts.
Tightening torque for hollow bolts of drain line is 22±2 Nm.
- Place terminals of control cables on electric connectors of injectors. Tighten nuts of con-
nectors.
Tightening torque for nuts of electric connectors of injectors is 1,5±0,25 Nm.
Place rubber protective caps upon electric connectors.
After any procedures with injectors (i. . pressurization failure), be sure to perform «high-
pressure test». Test is started by command from diagnostic device (e.g. KTS of BOSCH) and com-
prises 5 steps of engine operation with various speeds, with pressure increase and drop. During test,
inspect visually the leakage-proof of joints in high-pressure circuit.
ATTENTION! Test and adjust fuel feed items in specialized service centers with quali-
fied personnel.
It is strictly forbidden to install injector models not specified in Tables 2-2, 2-3 of this
Manual, otherwise, engine may fail!
Engine electronic control system
ECS controls the cyclic fuel feed in accord with engine operation modes, its temperature,
adjusting characteristics and ambient parameters. The scheme is presented in Fig. 2-79.
2-83
Fig. 2-75. Arrangement of ECS components on engine:
1 – injector; 2 – HP rail; 3 – camshaft position sensor; 4 – engine control cable; 5 – coolant temperature sensor; 6 – oil
temperature and pressure sensor; 7 – crankshaft position sensor; 8 – electronic control module (ECM); 9 – power cable
of system control; 10 – charged air temperature and pressure sensor; 11 – fuel pressure sensor in HP rail; 12 – high-
pressure fuel pump (HPFP); 13 – fuel consumption sensor;t14 – engine control cable (motor); 15 – fuel temperature and
pressure sensor; 16 – pressure limit valve; 17 – connector for fan with electronic control.
System provides the following:

-dozing of starting fuel feed;
- correction of cyclic feed in accord with ambient parameters and engine state;
- limitation of cyclic fuel feed with coolant extreme temperature achieved;
- fuel feed control (pressure, duration of preliminary injection, advance angle, etc.) to
achieve the required engine characteristics
- fan electronic coupling control (cooling system);
- engine protection if minimum oil pressure;
- control of starter lock relay;
- fuel feed stop in mode of «auxiliary brake»;
- “cruise-control” option;
- truck maximum speed restriction mode;
- emergency engine stop;
- interaction with other vehicle systems by CAN;
- diagnostics option and transfer of diagnostic information by diagnostic connector on K-line
and CAN;
- indication of ECS faults with the help of pilot lamp «Check Engine»;
- provision of cooperation with other truck control systems;
- provision of warning signals and protection etc.
The complete list of ECS options is to be determined on stage of truck designing.
2-84
ECS comprises the following:
- electronic control module (ECM);
- cables assembled with sensors, switches and connectors for diagnostic devices.
Components of ECS and their application in KAMAZ engines
The following components are used in system:
Crankshaft and camshaft speed and position sensors 3 and 7 (Fig. 2-79).
They are of inductive type, used to measure the crankshaft and camshaft speed and TDC of
first cylinder. The crankshaft speed sensor is mounted in hole in front cover of cylinder block. The
special front counterweight of crankshaft used as an inductor provides the formation of sensor sig-
nals.
The camshaft position sensor is mounted in a special hole in body of HPFP drive reduction
gear. A special wheel with 8 teeth and 1 additional synchronizing tooth (all in all 9) is used to form
the sensor signals. Operability of sensor is provided if any clearance between face and tooth of im-
pulse wheel within 0,5…1,5 mm.
Coolant temperature sensor 5 (Fig. 2-79) records the engine temperature state. The sensor
is arranged in a hole of thermostat box of engine cooling system. The sensor signal is used in option
of cyclic feed restriction (if excessive permissible engine temperature) to release the warning signal
onto the diagnostic lamp and correct the starting fuel feed in accord with engine temperature state
and to control fan electronic coupling of cooling system.
Charged air temperature and pressure sensor 10, to be arranged in joint branch pipe,
records the air temperature and pressure in engine inlet manifolds. The air temperature and pressure
data are required to calculate the air mass flow and correct the cyclic fuel feed in order to limit the
engine smoking.
Oil temperature and pressure sensor 6, arranged on front cover, determines oil tempera-
ture and pressure in main oil line. The temperature and pressure data are used to determine the en-
gine state and its protection in emergency.
Fuel temperature and pressure sensor 13, arranged in fine fuel filter of low-pressure sys-
tem, determines fuel temperature and pressure in HPFP inlet. The amount of cyclic fuel feed is ad-
justed in accord with the sensor signal (acc. to temperature), while injection system diagnostics is
performed by pressure.
Fuel pressure in rail sensor 11 determines fuel pressure in rail, arranged on front face of
l.h. rail.
Fuel consumption governor 13 serves to provide the required fuel feed from HPFP to rails,
in accord with engine operation modes.
Pressure limit valve 16 maintains certain pressure in rail to work as reduction (safety) valve.
Electronic control module EDC7UC31 – position 8 receives and processes the signals
from sensors and switches, the data to be transmitted by CAN bus. ECM analyses complete infor-
mation from sensors about the engine and truck state, processes it in accord with algorithms set and
controls the HPFP rack to provide the injection of strictly metered portions of fuel. CAN bus pro-
vides exchange of signals between truck systems, -line provides the system diagnostics.
Electronic control module is installed on special bracket on water channel box in engine
front part.
2-85
Fig. 2-77. Electronic control module
EDC7UC31 of «Bosch».
Engine control cable (power) 9 passes control signal to injectors and HPFP governor.
Engine control cable 4 connects ECM with sensors of engine electronic control module.
Engine control cable (motor) 14 connects ECM with cab cable.
Fuel pedal to be arranged in a truck cabin and is required for the driver to select the proper
engine operation mode. The output voltage signal is transmitted into Electronic control module
where the signal is converted into the cyclic feed value.
Engine diagnostics control lamp («Check Engine» lamp) to be arranged on a dashboard in
a truck cabin or integrated into instrument panel display.
During operation control and diagnostics, it emits fault codes – blink-codes with flashes
(first case), or fault codes (SPN and FMI codes) appear in display (second case).
With ignition ON, the diagnostics lamp is tested – lightens for three seconds. If lamp persists
or lightens during engine operation – this indication of some fault in engine electronic control sys-
tem; be sure to address to service centre to eliminate the fault. The information about faults is stored
in ECM and may be read out with the help of diagnostic device or diagnostics lamp or on special
LCD in instrument panel. After fault elimination the diagnostics lamp dies out.
Engine diagnostics mode.
depressed and held-on for more than 2 sec. in upper or lower positions. With switch being released,
the diagnostics lamp blinks the engine fault blink-code in form of several flashes separated by
«pauses» – dead diagnostics lamp. Blink-code of engine fault is presented as three-digit number.
Example, 2-4-3 or 5-1-2.
Example: Fault in circuit of crankshaft speed sensor (blink-code 1-1-2) diagnostics lamp will
flash 1 time, pause, 1 flash, pause, 2 flashes.
2-86
>2 sec.
Diagnostics button Diagnostics button is released

is depressed
the first digit the second the third digit of

of blink-code digit of blink- blink-code
pressed, you should switch ON the ignition and keep the switch depressed for some 5 seconds more
Buttons «Down» and «To the right» on instrument panel to the right of LCD are used to de-
termine SPN and FMI fault codes.
In normal conditions, standard settings are depicted on LCD. To shift to diagnostics mode,
engage the parking brake and depress the button «Down» to shift to screens of additional settings.
Depress button «To the right», select the window «Error codes» and depress button «Down»
to activate window. If list if lack of active fault codes, «No error» appears. If fault codes are availa-
ble You may look them through depressing the button «Down».
To return to menu of additional settings, be sure to depress button « To the right » on any
screen. You may return to screens by default keeping the button «Down» depressed for 3 sec.
If any faults, test the state of connectors, sensors, cables and control module. Their proper
state provides steady and reliable operation of system. Short list of possible errors and faults which
may be eliminated by driver, their blink-codes, SPN codes, FMI codes and remedies are specified in
Table 2-9. If fault persists be sure to address the service center where there’s complete list of possi-
ble errors and faults, their blink-codes, SPN codes, FMI codes and remedies.
Possible faults and remedies

Table 2-9.
Blink- SPN FMI FMI code description Remedy
Fault description
code code code
Non-permissible mains volt- 1-2-4 168 3 Voltage is above the To inspect the state of mains
age. maximum permissible and connection of storage
value battery.
4 Voltage is above the If need be, to change or
maximum permissible charge the faulty battery.
value
Fine fuel filter clogging 2-1-2 95 7 Fine fuel filter clogging Change the file fuel filter
Error of oil pressure sensor, 2-4-3 100 17 Non-plausible signal, Check oil level in crank-
extremely low pressure of extremely low pressure case. Top up, if need be.
oil of oil
Coolant overheat 2-4-2 110 15 Coolant temperature is Check the coolant level in
above the maximum expansion tank. Top up, if
permissible limit need be.
«Cruise-control» function 2-2-3 597 2 Cruise-control» func- To depress the brake pedal.
has been disengaged till tion has been disen- If error persists, to inspect
testing the brake pedal sen- gaged till testing the the state and connection of
sor brake pedal sensor brake pedal sensor.
2-87
MAINTENANCE OF ENGINE ELECTRONIC CONTROL SYSTEM
Maintenance supposes regular inspection for integrity (sensors, cables, ECM, etc.)
The components of ECM are maintenance-free items and do not require any maintenance or
adjustments during operation.
ECM service life corresponds to engine life, at least.
ECM repair is to be proceeded in manufacturer enterprise or in specialized repair centers
which possess the authorization from manufacturer.
AVOID THE SHORT-CIRCUITING OF ECM CONNECTOR LEADS ONTO “GROUND”
OR POSITIVE TERMINAL OF POWER SUPPLY.
CHANGE OF POWER SUPPLY POLARITY IS PROHIBITED.
IT IS PROHIBITED TO CLOSE-OPEN THE ECM CONNECTOR WHILE POWER SUP-
PLY IS BEING ENERGIZED.
AFTER-TREATMENT SYSTEM
Z vehicles Euro-4 are equipped with after-treatment system type SCR on basis of
metering system components, using AdBlue Denoxtronic-2.0 reagent of «Bosch», «NTZ SP»
and UDS of «Grundfos» (Emitec).
System is designed to decrease NOx emissions with exhaust gases. The result is achieved
with nitrogen and water restoration as result of ammonia catalytic chemical reaction (emitted with
AdBlue solution getting into hot exhaust gases) with nitric oxides.
Different ways of injecting AdBlue solution into engine exhaust system are used:
- for after-treatment system Denoxtronic-2.0 – pressurized AdBlue solution is fed to meter-
ing module, pressure is generated by supplying module;
- for after-treatment system UDS – in metering pump, AdBlue solution is mixed with air
coming from brake air system, the mixture is fed to injector.
SCR system on basis of Denoxtronic-2.0 components includes the following items:
- supply module;
- controller for AdBlue metering (arranged in supply module body);
- metering module (AdBlue injector);
- AdBlue tank assembled with AdBlue intake, with built-in level sensor, AdBlue tempera-
ture sensor and liquid heating;
- magnetic valve to control coolant supply from engine cooling system to heat AdBlue in a
tank;
- pipelines for coolant;
- pipelines for AdBlue solution with electric heating;
- exhaust gas temperature sensor
- NOx sensor;
- catalytic muffler with catalytic unit (units) in it;
- cable for after-treatment system to connect AdBlue controller with sensors, metering
module and Engine electronic control module.
Scheme is presented in Fig. 2-81.
Supply module assembled with controller supplies ammonia solution from AdBlue tank to
metering module. In AdBlue inlet to supply module, a special heated filter is available.
2-88
Fig. 2-81 Denoxtronic-2.0 after-treatment system of «Bosch».
Metering module supplies strictly metered portions of AdBlue to exhaust gases, then, they
enter SCR catalyst where nitrogen and water restore as result of ammonia and nitric oxides reaction.
AdBlue tank is on vehicle frame. To control AdBlue level and temperature, the correspond-
ing sensors are arranged in a tank, the sensors are united in AdBlue intake with filter and liquid
heater.
To provide operability at low ambient temperatures (below minus 11° – AdBlue freezing
temperature), heating is provided in a tank by coolant from engine cooling system. Liquid flow and,
correspondingly, heating efficiency depend upon AdBlue temperature in a tank and are adjusted by
magnetic valve signals from which are passed from AdBlue metering controller.
AdBlue solution pipes are polyamide ones with heating to prevent AdBlue freezing at low
temperatures.
Exhaust gas temperature sensors record exhaust temperature in inlet to catalyst and in out-
let, the recorded values are used to calculate required AdBlue supply to assure efficient operation of
catalyst in current mode. They are installed in exhaust pipe in inlet and outlet from catalytic muffler
or directly in catalytic muffler body.
Nitric oxides (NOx) sensor records concentration of nitric oxides in exhaust gases, the sen-
sor is item of on-board diagnostic system. Its indications serve to correct the AdBlue supply and to
determine faults in after-treatment system. The working part of sensor is arranged in exhaust pipe in
outlet from catalyst or directly in catalyst body.
Catalytic muffler comprises one or several catalytic units where nitrogen and water restore
as result of ammonia and nitric oxides chemical reaction. The unit base is ceramic.
Cable for after-treatment system connects AdBlue controller with sensors, metering mod-
ule and Engine electronic control module.
SCR system on basis of UDS system components includes the following items:
- metering pump (pump to supply mixture AdBlue with air);
- controller for AdBlue metering (arranged in metering pump body);
- AdBlue injector;
2-89
- nitric oxides sensor;
- exhaust gas temperature sensor;
- cable;
- digital signal unit;
- pipelines for AdBlue solution with electric heating - from tank to metering pump and to re-
turn to tank;
- non-heated AdBlue with air supply line to injector;
- AdBlue tank assembled with AdBlue intake, with built-in level sensor, AdBlue tempera-
ture sensor and liquid heating;
- magnetic valve to control coolant supply from engine cooling system to heat AdBlue in a tank;
- pipelines for coolant;
- air treatment unit (air filter-oil separator);
- air supply line from filter-oil separator to metering module;
- catalytic muffler with catalytic unit.
Scheme is presented in Fig. 2-82.
Air filter
Air receiver
Valve
+ 24 V Level/temperature
sensor
Ground Heater relay
Linesheating AdBlue tank

+ 24 V
Ground
J1939 (CAN)
Connector for
connections
Exhaust gas
temperature in
inlet
Exhaust gas
temperature in
SCR injec- outlet
SCR
tor
NOx sensor in NOx sensor in

inlet outlet
Fig. 2-82 SCR «Grudfos» system scheme.
Metering pump assembled with controller supplies strictly metered portions of ammonia
with air from AdBlue tank to injector.
Injector injects mixture AdBlue with air into pipe with exhaust gases, then, they go to
SCR catalyst.
Cable connects sensors and actuators with SCR control module. Cable is with CAN line
connector through which SCR control module communicates with engine. If any faults in SCR sys-
tem, the on-board diagnostic system emits warning signals on instrument panel; if error persists, the
engine torque may be limited.
2-90
Digital signal unit used to determine errors of SCR system. Its information helps to fix and
eliminate fault in damaged item. To be arranged in a cab on a dashboard.
AdBlue with air supply line to injector is not heated as mixture of AdBlue solution with
air in operation at low temperatures does not freeze, with work over, the system is blown-through
by air.
Additional air treatment unit (air filter-oil separator) is to clean air fed from brake sys-
tem.
Operation principles for the rest UDS components are similar to those of SCR system.
Requirements for reagent and its application
The reagent is liquid AdBlue – solution of ammonia (67,5%). Quality of AdBlue liquid
should correspond the requirements of international standards DIN 70070 and ISO 22241-1, main
requirements are specified in Table 2-10.
AUS 32 Specification (ammonia water solution) according to DIN 70070
Table 2-10.
Parameter Units Minimum value Maximum value
Ammonia content by weight, % 31,8 33,2
Alkalinity, NH3 by weight, % - 0,2
Biuret (carbamilammonia) % 0,3
Insoluble matters mg/kg 2,0
Aldehyde 5
Phosphate 4) 0,5
Aluminum
Calcium
Iron
Copper 0,2
Zinc
Chromium
Nickel
Magnesium 0,5
Natrium
Porassium
Density at 20 ° kg/m3 1087,0 1093,0
Refractive index at 20 ° - 1,3814 1,3843
AdBlue data:
- colorless noninflammable liquid;
- light smell of liquid ammonia;
- no danger for health and nature;
- density 1090 kg/m3 ;
- viscosity appr. 1,4 mPa/s;
- acid estimation ph 9;
- freezing temperature -11,5° ;
- at temperatures above 50° , active hydrolysis begins;
- crystallizes in open air, with water dried.
How to use and store the AdBlue solution
Danger for health
Product is classified as non-dangerous according to Directive 67/548/ EEC. Any data on
special danger for health and ecology are not available.
2-91
Getting small portions of substance into human organism is not dangerous. If product has
got into digestive apparatus, be sure to rinse mouth and drink much water. If any discomfort or sick,
address the doctor.
pH level of AdBlue ammonia is 9.0, so, it may cause burning of skin if prolonged contact or
immersed into vessel with solution. If possible, use latex gloves.
In spite of the fact that product is not classified as irritating chemical substance, direction
ingress into eyes may cause some discomfort - watering or reddening. If direct ingress of solution
into eyes, be sure to rinse with much water and address the doctor.
Be sure to eliminate spilling to prevent injures as with leakage, the surface becomes slip-
pery. Carefully wash hands with work over and in breaks.
How to use products compatible with AdBlue
All materials used in manufacture of vessels and containers including hoses, adjusting tools
and vessels for storage, haulage and handling should be compatible with AdBlue ammonia solu-
tion. Materials for samplers, vessels for sample storage and tanks should be compatible with
AdBlue ammonia solution.
Materials that can be used in direct contact with Adblue:
- High-alloy austenite chrome-nickel steels and chrome-nickel-molybdenum steels, accord-
ing to DIN EN 10088-1 up to –3, developed pursuant to industrial standard;
- Polyethylene and high-pressure polypropylene;
- Polyvynilidenfroryde (PVDF);
- Perftoralkoksi (PFA);
- Polyisobutylene (PIB);
- Titan;
- Vaiton (resin).
For operation with AdBlue, it is not tolerable to use low-carbon steels, zinc, aluminum. cop-
per, brass and nickel-plated steels.
Any other materials not listed should be tested for corrosion resistance and possible effects
upon product characteristics presented earlier.
Various plastic materials may contain many additions able to penetrate into AdBlue liquid.
In view of this, carefully study the danger of contaminating AdBlue ny additions of plastic materials
being in direct contact with product.
Physical conditions for storage and haulage.
To prevent deterioration of AdBlue during storage and haulage, be sure to provide the fol-
lowing physical conditions:
- suggested storage temperature for closed dry and ventilated room is from -5°C to +25°C tp
provide maximum storage period;
- to prevent crystallization, the suggested storage temperature is above -11°C, as crystallization
starts at -11,5°C; if liquid has frozen, place it into warm room, after being melted it may be used again;
- avoid direct sun rays (to prevent bacteria growth);
- provide leakage-proof to prevent contamination;
- storage period is 12 months at temperature from -5°C up to +25°C;
- prolonged storage at temperature above +25°C causes hydrolysis reaction with formation
of ammonia and increase of pressure, and shortens storage period.
Degree of purification of materials being in contact with AdBlue ammonia solution
All materials being in contact with AdBlue liquid should be free of foreign substances such
as oil, fuel, greases, solvents, dust and other chemical and nature substances.
Prior primary contact with AdBlue, materials should be cleaned and washed in demineral-
ized water (do not use tap water!) – until sample of water used for cleaning proves that system is
clean. In view of contamination danger, detergents are not tolerable. Do not use non-specialized
equipment. Vessels primed with AdBlue should be sealed.
2-92
Ambient protection, utilization
Ecological aspects regarding water and soil contamination
AdBlue ammonia solution is classified as substance with minimum danger for water and soil
contamination. Additional information may be provided by manufacturer.
Ecological aspects regarding atmosphere contamination
AdBlue reagent is water solution of ammonia. If instructions on product handling provided
in this manual are observed, no negative effect for atmosphere.
In case of fire, cool the vessels with AdBlue by pressurized water to prevent pressure for-
mation and bursting of vessels. At excessive temperatures, AdBlue starts decompose quickly with
formation of ammonia and carbonic gas.
Recycling
If any spilling or leakage, be sure to collect product into appropriate vessel by means of fill-
ing and with the help of absorbing materials and put it into recycling container. Such containers
should be marked specially to prevent mixture with AdBlue working liquid.
Fault codes of after-treatment system «NTZ SP» for Z engine

Table 2-11.
Name SPN FMI Fault description
Power voltage from analog- 168 3 Voltage is above the maximum permissible value
digital converter 4 Voltage is below the minimum permissible value
Power stage 1 520273 3 Short circuit to battery
5 Circuit break
5 Circuit break
4 Short circuit to ground
5 Circuit break
4 Short circuit to ground
Exhaust gas temperature sensor 441 3 Voltage is above the maximum set value
in catalyst outlet 4 Voltage is below the minimum set value
1 Dynamic test for plausibility of exhaust gas tempera-
ture sensor in catalyst outlet – bottom threshold value
0 Dynamic test for plausibility of exhaust gas tempera-
ture sensor in catalyst outlet – upper threshold value
2 Static test for plausibility of exhaust gas tempera-
ture sensor in catalyst outlet
Reagent pressure sensor 1387 0 Voltage is above the maximum set value
1 Voltage is below the minimum set value
2 Dynamic test of reagent pressure sensor
3 Voltage is above the maximum set value
11 Voltage is below or above the minimum set value
520254 7 Drain line is locked
520261 7 Reagent pressure is absent
520309 7 Excessively frequent reagent pressure drop in sys-
tem during metering
520253 7 Supply line is locked
520264 2 Reagent pressure is not plausible
Battery voltage 520277 4 Voltage is below the minimum set value
2-93
Table 2-11 cont.
NOx level sensor 3234 19 Timeout
9 Error in message reading
2 NOx concentration is out of range
2 NOx status is out of range
520301 3 NOx concentration signal – short circuit
5 NOx concentration signal – break
11 NOx concentration signal – other errors
3 NOx concentration signal – sensor power is out of
range
2 NOx concentration signal – test for plausibility
520302 3 NOx heating signal – short circuit
5 NOx heating signal – break
11 NOx heating signal – other errors
2 NOx heating signal – test for plausibility
520308 2 Error in test for plausibility of NOx sensor
CAN bus 639 19 CAN bus is disengaged
19 CAN2 bus is disengaged
Message EEC1 64951 19 Waiting time error
9 Message reading error
2 The set moment for engine is out of range acc. to
SAE J1939
2 Error in testing the engine torque range
2 Error in testing the engine speed range
NOx level exceeded the limit 1 520296 11 NOx level exceeded the limit 1
NOx level exceeded the limit 2 520297 11 NOx level exceeded the limit 2
Sensors’ supply source 1 1079 3 Voltage is above the maximum set value
Sensors’ supply source 2 1080 3 Voltage is above the maximum set value
Electrically erasable read-only 520220 12 Determination error EEPROM
memory, EEPROM 12 Wrong size EEPROM
12 Communication error EEPROM
12 Recording error EEPROM
12 Non-corresponding number
2-94
Table 2-11 cont.
Reagent level sensor 1761 17 Level is below limit 1
3360 1 Empty tank
18 Level is below limit 2
11 Voltage is below or above the limits
Reagent temperature sensor in 520222 11 Overheating
unit
Reagent temperature sensor in 520265 2 Reagent temperature is not normal
unit
Reagent heater 1677 11 Suction line is frozen
11 Supply line is frozen
11 Not possible to create reagent pressure in system
11 Drain line is frozen
Group of errors – Non plausible 520225 11 Reagent consumption is not plausible
reagent consumption
Group of errors – Interrupted 520226 11 Interrupted supply
metering
Group of errors – Poor quality of 520227 11 Poor quality of reagent
reagent
Group of errors – excessive NOx 520228 11 excessive NOx level
level
Lack of reagent 520229 11 Empty tank
Metering module 520241 6 Short circuit to ground
3 Short circuit to battery
5 Circuit break
31 Metering valve is constantly engaged
7 Metering valve is constantly closed
7 Metering valve is constantly open
11 Plausible position of valve in not known
Pump 520244 7 Pump electric motor is locked
8 Extremely high speed of reagent filling pump
5 Pump electric motor is not connected
12 Faulty sensor of reagent filling pump speed
Reagent temperature in tank sen- 520310 2 Reagent temperature is not normal.
sor
2-95
Fault codes of after-treatment system «DINEX» for Z engine
Table 2-12.
Name SPN FMI Fault Fault description
To set if internal storage of me- Faulty wise device or compo-
12
ter is damaged nent
To set if parameters (meter) in Special instructions
14 ROMS7 are not depicted or out
of range
To set if there were attempts to Mechanical system does not
Metering device 3361
find engine Origo 10 times run- respond or maladjusted
ning, but unsuccessfully; and if
7 it fails to find Origo, pump is
de-energized.
May be removed by reloading
the pump
Failed attempt to unfreeze meter Mechanical system does not
7
for 30 minutes respond or maladjusted
PCB temperature at starting is Data are correct, below normal
maintained below 5°C for more operation range, the least diffi-
17
30 minutes or is minus 5°C at cult level
the beginning of operation
Temperature of me-
To set if ambient temperature is Data are correct, below normal
tering unit /reagent
4337 18 outside bottom limit of tempera- operation range, moderate dif-
of after-treatment
ture range ficult level
system
To set if ambient temperature is Data are correct, below normal
16 outside upper limit of tempera- operation range, moderate dif-
ture range ficult level
Not accessible on Voltage is below normal, or
4 GEN_UDA_E_x connected to low voltage
source
Temperature of me- Not accessible on Voltage is above normal, or
tering unit /reagent GEN_UDA_E_x connected to high voltage
4337 3
of after-treatment source
system
To set if outlet of inner heating Voltage is below normal, or
4 element is closed to ground connected to low voltage
source
Meter heater drive To set if outlet of inner heating Voltage is above normal, or
4353
3 element is closed to power wire connected to high voltage
source
To set if no connection with Current is below normal or
5
inner heater open circuit.
2-96
Table 2-12 cont.
To set if battery voltage (meas- Voltage is below normal, or
4 ured by meter) is outside the connected to low voltage
bottom limit of voltage range source
To set if battery voltage (meas- Voltage is above normal, or
Battery voltage 168 3 ured by meter) is outside the connected to high voltage
upper limit of voltage range source
To set if meter with voltage 24V No calibrations
13 is used in system with voltage
12V (or vice versa)
Not accessible on GEN UDA E Mechanical system does not
To determine norm 7
x respond or maladjusted
of metering the air-
To set if metering has failed af- Data are correct, below normal
ammonia into 4095
ter 20 attempts (parameters), or operation range)
SCR after treatment 1
if pressure relay is not active for
1)
10 attempts of metering
To set at pressure governor en- Mechanical system does not
Return line of meter-
3362 7 gagement while air intake is not respond or maladjusted
ing system
active (filling)
To set if no communication with Update rate is above normal
Communication with
3361 9 command from electronic con-
trol module of CAN bus
To set if parameter of analog- Voltage is below normal, or
Temperature value 4 digital converter is outside of connected to low voltage
for controller of ex- range values, decreased source
5486
haust gas emission in To set if parameter of analog- Voltage is above normal, or
ECM) 3 digital converter is outside of connected to high voltage
range values, increased source
To set if PCB temperature is Data are correct, below normal
outside range of low tempera- operation range, moderate dif-
18 tures (physical value test) ficult level
Temperature value
for controller of ex-
5486
haust gas emission in To set if PCB temperature is out- Data are correct, below normal
ECM) side the range of high temperatures operation range, moderate dif-
16 (physical value test) ficult level
2-97
Table 2-12 cont.
To set if closure to power supply Voltage is above normal, or con-
3 wire of air intake outlet nected to high voltage supply
Metering valve of die-
To set if closure to power supply Voltage is below normal, or con-
sel exhaust system after 4336 4 wire of air intake outlet nected to low voltage supply
treatment
To set if no connection with air Current is below normal or circuit
5 intake is not closed
To set if parameter of analogue- Voltage is below normal, or con-
4 digital converter is outside the nected to low voltage supply
Temperature sensor in range values, decreased
intake flow (SCR)
3241
To set if parameter of analogue- Voltage is above normal, or con-
3 digital converter is outside the nected to high voltage supply
range values, increased
Temperature sensor in range values, decreased
outlet flow SCR
3245
range values, decreased
Urea level sensor 3360 3 digital converter is outside the nected to high voltage supply
To set if urea level sensor indica- Data are correct, below normal
17 tions are below low level mark operation range, the least difficult
level
To set if urea level sensor indica-
1 tions are below empty tank level
To set if measured ratio (Level Data are not stable, intermittent or
Urea level sensor 3360
/pump consumption index) differs incorrect
2 from (Level /pump consumption
index) threshold + / 30%)
2-98
Table 2-12 cont.
Urea temperature sen- range values, decreased
sor
3031
3 wire of line heater outlet nected to high voltage supply
To set if closure to "ground" of line Voltage is below normal, or con-
Heating line actuator 4340 4 heater outlet nected to low voltage supply
To set if no load is applied to heater Current is below normal or circuit
5 of line is not closed
3 wire of tank heater outlet nected to high voltage supply
To set if closure to "ground" of Voltage is below normal, or con-
Tank heater actuator 3363 4
tank heater outlet nected to low voltage supply
To set if no load is applied to heater Current is below normal or circuit
5
of tank is not closed
Volume flow of ex- To set if signal value is outside Voltage is below normal, or con-
4
haust gas after treat- range, low nected to low voltage supply
ment 3236 To set if signal value is outside Voltage is above normal, or con-
3 range, high nected to high voltage supply
To set if EEC3 message is used as Update frequency is above nor-
volume flow source, or in case when mal
Volume flow of ex-
9 message fails to be received during 5
haust gas after treat- s. (parameter)
ment 3236
To set if MAF is EEC3 message Error in received input net data
source and if "Aftrtratment1
19 ExhaustGasMassFlow" signal from
EEC3 message is outside range
2-99
Table 2-12 cont.
NOx sensor is up- To set if no connection with input Update frequency is above nor-
stream 3216 9 NOx sensor during 5 s. (parame- mal
(Communication) ter)
Voltage is above normal, or con-
NOx sensor is up- 3 nected to high voltage supply
stream 3222
Current is below normal or circuit
(heater) 5 is not closed
To set if CAN message from NOx Voltage is above normal, or con-
3 input sensor informs about short- nected to high voltage supply
NOx sensor is up-
circuiting of Nox Sensor.
stream 3224
To set if CAN message from NOx Current is below normal or circuit
(Nox sensor)
5 input sensor informs about open is not closed
circuit of Nox Sensor
3 input sensor informs about short- nected to high voltage supply
NOx sensor is up-
circuiting of O2 Sensor
stream 3225
(O2 Sensor)
5 input sensor informs about open is not closed
circuit of O2 Sensor
NOx sensor is down- To set if no communication with Update frequency is above nor-
stream (Communica- 3226 9 NOx output sensor for 5 s. (parame- mal
tion) ter)
3 output sensor informs about short- nected to high voltage supply
NOx sensor is down- circuiting in inner heater.
stream (Heater)
3232
5 output sensor informs about open is not closed
circuit in inner heater
NOx sensor is down- circuiting of Nox Sensor
stream (Nox Sensor)
3234
circuit of Nox Sensor.
2-100
Table 2-12 cont.
NOx sensor is down- circuiting of O2 Sensor
stream (O2 Sensor)
3235
circuit of O2 Sensor
To set if specific emission is above Data are correct, below normal
16 5 g/kWh (parameter) operation range, moderate diffi-
cult level
Specific emission 4090
To set if specific emission is above Data are correct, above normal
0 7 g/kWh (parameter) operation range, the most difficult
level
To set if AMB message fails to be Abnormal Update Rate
9 received for 5 s (parameter)
AMB – Barometric
pressure
108 To set if "BarometricPress" signal Error in received input network
19 from AMB message is outside up- data
per limit of range
To set if AMB message fails to be Update frequency is above nor-
9 received for 5 s (parameter) mal
AMB – Ambient tem-
perature
171 To set if "AmbientAirTemp" signal Error in received input network
19 from AMB message is outside up- data
per limit of range
To set if EEC1 message fails to be Update frequency is above nor-
Engine speed 190 To set if "EngSpeed" signal from Error in received input network
19 EEC1 message is outside upper data
limit of range
To set if EEC1 message fails to be Update frequency is above nor-
To set if Error in received input network
Engine torque 513
"ActualEngPercentTorgue" signal data
19 from EEC1 message is outside up-
per limit of range.
2-101
Table 2-12 cont.
To set if at least one fault requires Special instructions
14 activation of torque limiter
To install if torque limiter is Voltage is above normal, or con-
3 closed to high nected to high voltage supply
Torque limiter 520195
To install if torque limiter is Voltage is below normal, or
4 closed to low connected to low voltage supply
To install if no connection Current is below normal or cir-
5 cuit is not closed
To install if voltage of 5 sensor Voltage is below normal, or
references for ex- 4 is out of range (low) connected to low voltage supply
ternal sensors (e.g., 5123
To install if voltage of 5 sensor Voltage is above normal, or con-
MAF sensor) 3 is out of range (high) nected to high voltage supply
To set if at least one fault requires Fuse
520196 14 activation of fuse, it is active
To install if connection with urea Update frequency is above nor-
3516 9 quality sensor fails to be arranged mal
for 5sec. (parameter)
To install if reagent is not of ap- No calibration
3521 13
propriate type
Reagent quality for
To install if urea concentration is Data are correct, above normal
SCR module
3516 0 extremely high operation range, the most diffi-
cult level
To install if urea concentration is
3516 1 extremely low
Reagent quality for To install if error in quality sensor Special instructions
3519 14 is caused by its temperature sensor
SCR module
To install if error in quality sensor Special instructions
3520 14 is caused by its reagent-sensor
Cold engine start aids. Engine start with the help of Electric Flame Unit
The Electric Flame Unit (EFU) is designed to aid the cold engine start by means of heating
the intake air in inlet manifolds during engine start until it operates steadily. EFU is recommended
to use at ambient air temperatures from minus 50 to minus 150 . EFU provides reliable cold en-
gine start at temperatures up to minus 22 . At lower ambient air temperatures, we suggest to use a
pre-starting heater.
Proper usage of EFU at low temperatures allows to prolong the motor oil service life, de-
crease the smoking of cold engine, increase the starter and storage batteries life at the expense of
earlier fuel explosions in engine cylinders.
The current drain of EFU does not exceed 24 . Such value does not affect the subsequent
starter discharge of storage batteries.
EFU circuit diagram is a part of common electric system diagram; it provides operation and
control of a device.
EFU comprises ECM, pin glow plugs, magnetic fuel valve, pilot lamp and engagement button.
ECM provides working algorithm for EFU.
Pin glow plugs provide flames in inlet manifolds. Rated voltage is 19V to provide steady
operation in mode when starter is cranking causes the considerable voltage drop in wiring. To pro-
tect the plugs from excessive voltage, a thermal relay, EFU relay and alternator exciting coil de-
energizing relay are included into diagram.
Thermal relay is an additional resistor with electric-thermic relay. Thermal relay is de-
signed to decrease the voltage to glow plugs up to 19V, to determine the time period for glow plugs
heating, to energize the magnetic fuel valve and to engage the pilot lamp.
2-102
EFU relay shunts the thermal relay resistance to maintain the operating voltage on plugs
during starter operation.
Alternator exciting coil de-energizing relay protects the EFU plugs from increased voltage
generated by alternator at engine start.
Magnetic fuel valve provides fuel feed from fuel system to pin glow plugs.
EFU may operate with “ground” ON and ignition key being rotated to position 1. EFU is
engaged by button and controlled by pilot lamp. With button depressed and holding-on, the heating
elements of pin glow plugs are being heated. Heating time period, depending upon ambient tem-
perature, is 50–110 sec. With plugs being heated, the thermal relay engages the pilot lamp, opens
the magnetic fuel valve and fuel passes from fuel system to plugs. With EFU button being held-on,
switch ON the starter having rotated the key to the second (hold-on) position. Flames are generated
in inlet manifolds, the flames are mixed with cold air, heat the latter and create the favorable condi-
tions for engine start. EFU button may be kept ON till engine steady operation mode.
Note: Time for EFU plugs continuous work should not be more 3 minutes.
EFU maintenance.
EFU is to be maintained during its repair and before the operation season.
At maintenance, the EFU main items are to be inspected as follows:
- Check if wires on plugs, thermal relay, EFU button, fuse and connectors are connected
properly;
- Inspect the fuel lines and their joints for leakage.
- Check the operability of EFU pilot lamp on instrument panel (depress the check pushbut-
ton);
- Depress and hold-on the EFU button, determine the time period till pilot lamp is ON. For
the initial EFU engagement, the time period should be 50-70 sec. at ambient temperatures
above zero, and 70-110 sec. at temperatures below zero. At repeated engagement, the time
period needed for pilot lamp glowing is reduced, therefore to get the correct value, let the
thermal relay cool down to an ambient temperature;
- Measure the current consumed by each glow plug, it should be within 11...12 at rated
voltage 19 V. If no measuring instrument, EFU may be switched ON for 15..20 s and glow
plugs may be checked for heating by touching them by hand.
-Measure the fuel consumption through the pin glow plugs on a special rig. Consumption
should be 6±0,5 cm3/min at pressure 0,75 kgf/cm2 and fuel temperature 15…30º . If no special rig,
check up the fuel consumption as follows:
- screw-out the plugs from manifolds, connect fuel pipes to them and dispose them in such
way that to measure the frequency of fuel dropping from glow plugs;
- apply force to open the magnetic valve, having connected the magnetic valve jack plug
with underhood lamp jack plug by means of additional wire;
- measure the frequency of fuel dropping from glow plugs while pumping-through the fuel
system with a priming pump, the stroke frequency 60-70 min-1. There should be some 12…16 drops
within 10 s.
With work over, to ensure EFU operability.
- to test EFU operability as follows:
1. To pump-through the fuel system to expel air completely;
2. Gearshift lever should be in neutral;
3. Fix the lever of cyclic fuel feed engagement in position «engine stop».
4. Engage the storage batteries – depress the “ground” switch button for short-time;
5. Rotate the instruments-and-starter switch to 1-st hold-off position;
2-103
6. Depress and keep depressed EFU button till signal lamp is lightened;
7. Keeping depressed the EFU button, energize starter for 15 s, having rotated the instru-
ments-and-starter switch to 2-nd hold-on position, then, release EFU button;
8. By hand, check the heating of exhaust manifolds next to EFU plugs;
9. With work over, to ensure engine operability.
After prolonged breaks in EFU operation, during glow plugs change, or after elimination of
faults caused by fuel system leakage, be sure to pump-through the fuel pipes of magnetic valve to
glow plugs to expel air and to fill the pipes with winter fuel. With this, the truck fuel tank should be
primed with fuel corresponding to range of operation temperatures. Slacken the nuts which secure
the fuel pipes to glow plugs, open the magnetic valve having connected the magnetic valve jack
plug with under-hood lamp jack plug by means of additional wire. Pump-through the fuel system
with a priming pump until fuel leaks from under the slacken nuts. Tighten the nuts which secure the
fuel pipes to glow plugs and connect jack of magnetic valve to regular jack.
At Season maintenance (when changing summer fuel grade by winter grade) wash the filters
and nozzles of pin glow plugs in petrol and blow them with compressed air.
TROUBLE-SHOOTING GUIDE, EFU

Table 2-13.
Trouble Probable cause Remedy
Plug fault to “ground”. Change the faulty plug
Fuse blew-out
Thermal relay coil fault to “ground”. Change the thermal relay
Fault or no contact in a circuit Inspect the wire secure to terminals, elimi-
nate trouble
Pilot lamp fails
Thermal relay coil burnt Change the thermal relay, check the plugs
to lighten on
One of plugs burnt Engage EFU for 10-15 sec., change the cold
plug
No flame on one or both plugs Inpect the fuel consumption on EFU plugs,
the operability of heating element, eliminate
trouble
Fuel does not flow through plug. Blow-through the EFU plug metering device
with compressed air. Prime the tank with
fuel corresponding to requirements.
Engine start Pilot lamp lightens on, but electric valve Inspect if any voltage on electric valve ter-
from cold be- doesn’t open minal. Change the faulty electric valve
came more dif- By-pass valve of HP fuel pump doesn’t Check up, adjust the valve
ficult, EFU is provide pressure required
ineffective Leaking fuel feed system Remedy as required.
Sticking of nozzle valve of fine fuel Disassemble the valve, eliminate sticking
filter in open state.
Fine fuel filter elements are clogged. Change the filter elements
Plug's metering unit got loosened. Tighten up the nut
Storage batteries are dead. Have the batteries charged.
2-104
Heaters
Vehicle may be equipped with heater model 15.8106, 16 or model 14 .
Operation manual for heater model 15.8106 is presented in Appendix.
Repair manual for heater model 15.8106 is presented in Appendix.
Operation manual for heater model 16 is presented in Appendix
Operation manual for heater model 14 is presented in Appendix.
Repair manual for heater model 14 is presented in Appendix
2-105
Engine troubleshooting
Table 2-14.
Trouble cause Remedy

Engine fails to start
Fuel tank is empty Fill fuel tank, pump through fuel system
Air in fuel system Eliminate air leakage, pump through fuel system
Maladjustment of fuel injection advance angle Adjust angle
Frozen water in fuel lines or on screen of fuel tank Carefully warm the fuel filters, pipes and fuel tank
suction strainer with steam or rag moistened with hot water; do not
use open flame for the purpose.
ECM is lack of power supply, cable is faulty To eliminate trouble or change the cable
ECM is faulty, ECM “protection” comes into action Address to service center
Crankshaft speed sensor or HPFP rack position sen- To change the faulty sensor and re-adjust the sys-
sor are faulty tem
Leakage of rails of HP pipes Eliminate leakage
Engine lacks power, misses or smokes
Air filter element or air intake cap are clogged To maintain the air cleaner or clean the cap gauze.
Fuel delivery lacking To change the fine fuel filter elements, to wash the
coarse fuel filter, to tighten up the fuel line joints.
Maladjustment of fuel injection advance angle To adjust the angle
Crankshaft speed sensor or HPFP rack position sen- To change the faulty sensor and re-adjust the sys-
sor are faulty tem
Injector is clogged (gumming of atomizer orifices, To wash the injector items. If need be, to change
needle jammed) or maladjusted the atomizer. To inspect and, if needed, to adjust
the fuel injection start pressure.
Maladjustment of governor lever drive (control lever Check and adjust the governor drive.
does not reach crankshaft maximum speed limit bolt).
Breakage of HP fuel pump tappet spring. Change the spring and adjust the pump on a rig.
Excessive coolant temperature Engine protection function of electronic control
module came to operation (see section « Excessive
coolant temperature»)
Dirt ingress between seat and valve of a LP fuel Wash the valve or change the spring, check the
pump or spring breakage pump operation on a rig
Leakage of HP fuel pump delivery valves or spring Eliminate the valve leakage in a shop or change
breakage the spring
Seizure of plunger of HP fuel pump section. Change the plunger pair and adjust the pump
Maladjustment of valve gear expansion clearances:
- maladjustment of expansion clearances.; To adjust the clearances.
- the valve gear parts are worn-out; To inspect the state of valve gear items, to change
- breakage of valve gear items, spalling of tappet the broken ones if the wear-out limits for tappet plates
plates, bending of tappet rods, chipping of camshaft –0,05 mm, camshaft cams – 0,05 mm, were record-
cams ed, or there was any breakage, spalling, bending.
Violation of air-tightness of membrane space or Restore the air-tightness of membrane space or
failure of membrane charged air pressure corrector. change the failed membrane.
Failed oil feed to charged air pressure corrector. Restore the oil feed to corrector.
Slackening of fastening or failure of high-pressure Tighten the fastening nut or change the pipe.
pipe.
Poor compression because of piston group fault or Check the state of pistons and piston rings, lap the
untight fit of valves on seats. valves.
Fuel thickened (in cold season). Change the filter elements of fine fuel filter, change
fuel to suit the season, pump-through the fuel sys-
tem.
2-106
Low pressure of air charged as a result of:
- leakage of air through joints of inlet pipe with cyl- Tighten up joints, if necessary, change gaskets and
inder heads, pipes, turbo-compressors and a com- joining hoses.
pressor;
- gas blow-by in joints of exhaust pipe and a tur- Tighten up the joints, if necessary, change gaskets.
bine case; Change a turbo-compressor.
- a turbo-compressor rotor grips; Clean the pipes, remove turbo-compressor and re-
- contamination of those parts of a turbo- move the deposits from those parts of compressor
compressor or a turbine where air passes. and turbine where air passes.
Electronic fuel feed pedal is faulty To test the connection of fuel feed pedal or address
to service center.
Engine stopped because of maximum permissible crankshaft speed exceeded
Poor manner of driving (e.g. wrong shifting from To test the engine. If engine is OK, to start it and
high to low gear) continue driving
Engine increases the speed spontaneously Do not start the engine. Address to service center
Strange noise in a turbocharger
Rotor grips the case parts To tighten up the fastening bolts of a turbine and a
compressor cases. Be sure that the rotor does not grip
in its extreme axial positions. If the rotor grips,
change the turbocharger. If noise remained, remove
the turbocharger for maintenance
High-frequency noise (whistle)
Violated tightness of engine inlet and outlet To tighten the fastening bolts and nuts of system
lines. items, to change the gaskets if need be.
Increased oil consumption
Durable operation of engine with rpm correspond- If possible, reduce operation with idle rpm.
ing to idle mode.
Oil leakage through joints of turbocharger lubrica- To tighten up the joints, if necessary change gaskets
tion system. and sealing rings of turbocharger
Wear-out of valve-bushing in a cylinder head, To inspect and change the worn-out parts.
aging of valve rubber collar.
Air cleaner or air intake cap are clogged. To perform maintenance of air cleaner or clean the
cap gauze.
Reduced oil pressure in lubricating system
Oil level is low. To check and top up oil to mark “B”.
Pressure gauge is faulty Be sure the instruments are not faulty.
Usage of oil with viscosity not corresponding to To change oil onto the corresponding one acc. to sec-
norm. tion «Service materials» of this Manual
Filter elements are clogged. To change the filter elements.
Violated adjustment or gripping of safety valve To check the valves and remove the gripping, if
or lubricating system valve. need be, to adjust or change the faulty parts.
The oil intake gauze is clogged. To wash the intake gauze.
Ingress of coolant into oil. To check the water space for leak-proof, check the
sealing of cylinder liners, the water-oil heat ex-
changer leak-proof, change the faulty parts.
Oil high temperature (more than 125 ) To inspect the state of heat exchanger. To wash the
inner space with diesel fuel, if needed.
Oil leakage in joints and oil lines of lubricating To inspect the state of technological plugs, tighten-
system. ing of fastening parts in places of joint, the state of
sealing rings and gaskets.
Violation of oil pump operability. To take down the pump and check it for operability
on a special test rig.
2-107
Non-permissible increase of clearance in crank- Repair the engine.
shaft and camshaft bearings
Oil intake pipe is not leak-proof To inspect the state of pipe and joint “pump cover-
intake flange”. To tighten the bolts, to change the oil
intake.
Emergency oil temperature warning device lightens up
Emergency oil temperature indicator is faulty. Be sure that indicator is operative, if need be,
change it.
The thermal valve of heat exchanger energizing Check the operation of thermal valve, if need be,
grips, faulty thermal power gauge. eliminate gripping or change the gauge.
The pipes are clogged or cooling plates are con- Check the water-oil heat exchanger for pipe clog-
taminated. ging and plates contamination, if need be, wash or
change the heat exchanger.
Increased oil pressure in lubricating system
High oil viscosity. Change oil onto that corresponding to Lubrication
chart.
Violation of leak-proof of control signal line Check the oil feed pipe to pump, the tightening of
connecting the main oil line with pump, or its fastening bolts, the presence of hole in a cover.
clogging.
Gripping or maladjustment of lubricating system Check the valve and remove the gripping, if need
valve. be, change the faulty parts.
Engine knocks
Early fuel injection. Adjust the fuel injection advance angle.
Excessive expansion clearances. Adjust the clearances.
The valve gear valves in bushings are skew (the Disassemble and wash the valve gear. If need be,
piston touches the valve). change the valve.
Increased cyclic fuel feed (the rack locator is out Change the HP fuel pump rack.
of mesh).
The crankshaft dull knock.
The frequency increases with increase of crankshaft rpm
Non permissible increase of clearance between Grind the journals onto the repair size and change the
journals and inserts as result of usage of oil not inserts, change the oil and check the oil pump opera-
corresponding to that indicated in the present tion.
Manual, or oil feed and pressure decrease.
Non permissible increase of clearance between Change the thrust semi-rings onto new ones of
thrust semi-rings and crankshaft. greater thickness.
Slackening of bolts fastening the flywheel to Clear out the cause and tighten the bolts.
crankshaft.
The knock of crankpin bearings is sharper than that of main bearings.
It is heard during engine idle operation and strengthens with increase of crankshaft rpm
Non permissible increase of clearance between Grind the journals onto value of repair size, and
journals and inserts of crankpin bearings as a re- change the inserts, change the oil and check the oil
sult of usage of oil not corresponding to that indi- pump operation.
cated in this Manual, or pressure and oil feed de-
crease.
The piston knock is dull, caused by piston-cylinder contact. It is heard at crankshaft low rpm and
under load
Non permissible increase of clearance between Change the pistons and cylinder liners, if need be.
pistons and cylinders.
Heavy wear-out of end faces of piston rings and Change the piston rings and the pistons, if need be,
corresponding grooves on piston.
The knock of piston pins is double, metallic, sharp, caused by large clearance. It is heard more dis-
tinctly at engine idle rpm
2-108
Non permissible increase of clearance between Change the pin and the connecting rod, if need be.
pin and bushing of connecting rod small end.
Overrated coolant temperature in cooling system
Faulty control instruments Test the instrument for operability
Liquid pump drive belts are slacken or broken. Tighten up or change belts.
Faulty thermostats. Change the thermostats.
Decreased air flow though the radiator because of To clean the radiator case of dirt and rubbish.
soiled outer surface
Radiator core is soiled, excessive scale deposit in To clean the radiator core of dirt. To wash the cool-
radiator ing system with special chemicals.
Charged air cooler core is soiled Take down the cooler. To blast with compressed air
or wash in hot water depending upon the degree of
soiling.
Coolant leaks through joints in a cooling system To tighten up the joints in a cooling system, to
change the faulty sealing rings and gaskets.
Blow-out of coolant from expansion tank
Ingress of exhaust gases into the engine cooling
system:
- blow-by in gas joint To change the faulty items of gas joint and upper
sealing ring of cylinder liner.
- cylinder liner is cracked To change the faulty cylinder liner.
Excessive coolant consumption
Radiator breakage. To eliminate the breakage or change the radiator.
Coolant leaks through the end-face seal of water To change the end-face seal.
pump.
Ingress of coolant into lubricating system along To change the sealing rings of cylinder liners or rub-
rubber sealing rings of cylinder liners or through ber sealing rings and gaskets of cylinder heads.
rubber sealing rings and gaskets of cylinder heads.
Crack or breakage of cylinder liner To change the faulty cylinder liners.
Electric Flame Unit (EFU)
Plug of EFU is faulty, 30 A fuse link blows
Short-circuiting of thermal relay spiral or wires If plugs are serviceable, disconnect wire from relay
connecting it to EFU pushbutton. Absence of short-
circuiting at repeated engagement of EFU means that
thermal relay spiral is shorted. In this case, change
the thermal relay. If spiral is intact (touch by hand)
and short-circuiting takes place with wires discon-
nected from plugs, this means that wiring is shorted.
Remedy as required.
Plug shorting to “ground” Disconnect wire from l.h. plug terminal, excluding
contact of tip to “ground”, engage the EFU again. In
case of short-circuiting, disconnect wire from r.h.
plug terminal. Absence of short-circuiting means that
r.h. plug is shorted. Change the faulty plug. Having
remedied the trouble, check insulation of wiring, ser-
viceability of thermal relay and EFU energizing re-
lay, while if shorting took place during engine start-
ing – check the serviceability of a shunting relay.
2-109
EFU does not operate, no voltage on EFU
Thermal relay spiral is blown Engage the EFU and check voltage across relay ter-
minals. Absence of voltage on terminal from side of
plug connector while voltage presence on other ter-
minal means that the spiral has blown. Change the
thermal relay.
Plugs blown or absence of contact in circuit. Switch on EFU and check voltage across terminals of
each EFU item, beginning from the glow plugs. Pres-
ence of voltage on terminal of r.h. plug means that
plugs are blown. Change the plugs or restore the con-
tact.
One of plugs is blown. Engage the EFU for 10 – 15 sec., then, change the
cold plug.
No flame
Fuel feed shut off Slacken the fuel feed pipe union on plug. Engage the
EFU and after lighting of pilot lamp (opening of so-
lenoid valve), crank the engine with starter. If fuel
fails to leak with opened valve through the untight
threaded joint of pipe union, remedy the trouble in
fuel feed system.
Fuel does not flow through plug. Unscrew plug from manifold. Wash and blow-
through the jet, fuel filter and fuel feed space with
compressed air. Check for flame presence, to do this:
-connect fuel pipe and wires to plug;
-provide reliable connection of plug body to
“ground” and check if terminal is isolated from
“ground”;
- engage the EFU and rotate the crankshaft with
starter.
If no flame appears, change the faulty plug.
2-110
Engine repair
(for engine 740.13-260)
General suggestions
Do not disassemble the engine until the warranty period has expired (do not take off the cyl-
inder heads, the oil sump, do not disturb the HP fuel pump seals and do not disassemble the pump),
otherwise, the engine repair warranty will void. If need be, it is admissible to change the high- and
low-pressure fuel pipelines, hoses, oil, air and fuel filters, water pump, fan, outer fastening items,
intake air lines, exhaust manifolds, water collecting pipes, injectors, tappet rods, turbochargers;
Disassemble the engine on rotary stand -770, on which the engine may be rotated vertically
and horizontally.
Prior engine installation on the stand, take off the oil filter with heat exchanger, fan, exhaust
manifolds, front mounting brackets, starter;
during assembly, the friction surfaces of the parts should be greased with motor oil, except
for those specially specified;
for convenience of assembly, if need be, insert the non-metallic gaskets applying grease to
one of the mating parts. Be sure that the gaskets bear uniformly against the mating surfaces, are
tightly clamped, and do not extend beyond the mating surfaces;
apply grease onto the rubber sealing rings and entry chamfers of mating parts when in-
stalling them;
do not bend the studs when placing the parts on them.
Suggestions on engine parts and units removal, mounting and rejection.
To remove the gear of fuel pump drive in assembly with shaft:
- undo four compressor fastening bolts and take off the compressor;
- undo three fastening bolts of power steering pump and take off the pump;
- slacken the tie bolt 10;
- take off the rear bearing body in assembly with the collar;
- remove the gear of high-pressure fuel pump drive in assembly with the shaft.
During assembly, align the marks on faces of drive gear and camshaft gear
To take off the cylinder liner with a remover 801.05.000 (Fig. 2-83), place the grip along
the screw 1 and insert it into the liner.
With the liner 5 bottom face end caught by the grip, set the grip perpendicularly to screw,
then, place the supports 4 in hole on mating surface of block and, rotating the handle 2, undo the
screw till complete liner removal.
Fig. 2-83. Cylinder liner removal with a remover

1 – screw; 2 – handle; 3 – body; 4 – support;
5 – liner; 6 – grip. Fig. 2-84. Flywheel removal using the mounting bolts
2-111
To take off the flywheel case:
- remove the compressor;
- remove the power steering pump;
- undo three bolts and take off the rear eye-bolt;
- remove the fastening clamps of fuel discharge pipe;
- undo the bolt fastening the oil dipstick; undo the bolts fastening the flywheel, and take off
the flywheel using the mounting bolts with thread M8 (Fig. 2-84);
- undo the flywheel case fastening bolts, take off the case.
During the flywheel case installation, to save the sealing collar of crankshaft tail part, use
the mandrel (Fig. 2-85); with this, grease the collar abundantly with motor oil.
To repair the crankshaft, block and connecting rod, shells of seven repair sizes are avail-
able. The designations of the shells are on the back side.
To take off and disassemble the connecting rod-piston group, do the following:
- take off the cylinder head;
- eliminate carbon from the upper band of the liner;
- take off the connecting rod big end cap with a remover (Fig. 2-86);
- take the piston in assembly with the connecting rod out of the cylinder;
- take off the piston rings with remover (Fig. 2-87);
- take the locking rings out of the piston bosses with tongs 801.23.000;
- warm the piston in oil bath up to temperature 80-100 ° ;
- take the piston pin out.
Fig. 2-85. Collar mandrel for reinstalling the flywheel Fig. 2-86. Removing the connecting rod big end
case with a remover
2-112
To assemble and install the connecting rod-piston group:
-install the compression rings with their taper surface with stamp BEPX (UP) to the piston
crown, dispose the upper ring in such way that the inner slot was on crown side;
- dispose the oil control rings as follows: first, insert the spring expander, then, fit the oil
control ring so that the expander joint is diametrically opposite to the ring lock; dispose the contig-
uous rings with their locks to opposite sides;
- during assembly, install the piston and the connecting rod so that grooves A for valves in
the piston crown and slot B in the connecting rod for the shell lock tab are on one and the same side
(Fig. 2-91);
- do not press the pin into the cold piston;
- prior installing the piston into the cylinder, insert it into holder 801.00.000 (Fig. 2-88);
- the index punched on the piston crown should be similar to that punched on the liner end
face, if the piston has not been changed. The recesses for valves on the piston crown should
be shifted to the V-part of the engine. The figure matching stamps should be the same on the
connecting rod and its cover.
Fig. 2-88. Installing the piston with connecting rod

Fig. 2-87. Removing the piston rings with remover and rings assy. into the cylinder liner:
801. 08.000: 1 – piston; 2 – remover 801.00.01; 3 – cylinder liner
1 - piston; 2 - ring; 3 - remover.
To take off the crankshaft, dismount the following:
- the connecting rod - piston group;
- the flywheel case;
- the block front cover assy.;
- the oil pump with the oil intake, assy.;
- the main bearing caps;
- take off the crankshaft using a lift or a hoist having gripped the 1-st and the 4-th rod jour-
nals by brass hooks.
To reinstall the crankshaft on engine:
- align marks on the accessories’ drive gears;
- ensure the correspondence of the shell sizes to those of the crankpins;
- arrange the semi-rings of thrust bearing so that the sides with the grooves thrust against the
shaft thrust end faces (Fig. 2-89);
- be sure that the numbers of main bearings caps coincide with the ordinal numbers of sup-
ports on the cylinder block (Fig. 2-90) - the numbers start from the front end face;
- tighten the bolts fastening the main bearings caps and the tie bolts of the block in the fol-
lowing sequence:
2-113
Fig. 2-89. Reinstalling the crankshaft thrust bearing
semi-rings: Fig. 2-90. Reinstalling the main bearing caps:
1 – semi-ring; – groove. 1- ordinal number on cap
1. Clean thread in the block holes and on the bolts and grease it, remove the surplus oil.
2. Install the main bearing caps on the mounting surfaces tight, without skewing.
3. Installing the 16x3 washers, screw-in the cap fastening bolts M16, ensuring the tightening
torque of 95-120 Nm (9.6-12 kg f m).
4. Tighten finally the cap bolts with torque of 275-295 Nm (28-30 kg f.)
5. Screw-in and tighten the block tie bolts with torque of 147-167 Nm (15-17 kg f m). When
tightening the bolts with the wrench, provide the gradual increase of resistance, without jerks.
Count the torque while wrench shifting. With tightening over, the crankshaft should crank easily by
hand while applying force to the locating pins of flywheel, the axial clearance in thrust bearing
should be at least 0.05 mm.
To disassemble and assemble the crankshaft:
take off the front and rear counterweights, the crankshaft driving gear and the oil pump drive
gear with the help of remover 801.01.000. To take off the crankshaft gear and the rear counter-
weight, bring the legs of grips 1 (Fig. 2-91) beyond the edge of the counterweight gear, fix them
with locks 5. Thrust the screw 3 via tip 2 against the crankshaft end face, and, rotating the handle 6,
drive-in the screw 3 into the cross-bar 4 until the gear is taken off completely.
Fig. 2-91. Removing the crankshaft gear and rear Fig. 2-92. Removing the oil pump drive gear and
counterweight with puller crankshaft front counterweight:
1- grip; 2- tip; 3 – screw; 4 - cross bar; 5- lock; 6 – han- 1 – grip; 2 – tip; 3 – screw.
dle.
2-114
To remove the gear of oil pump drive and the crankshaft front counterweight (Fig. 2-
92):
- place the tip 2 onto tip 3 and take off the gear in the same way as it was done with the
crankshaft gear;
- undo the screw stopper;
- prior assembly, clean the oil feed holes of sediments; wash the shaft and blow the ducts
through with compressed air;
Note: for new crankshaft: undo the screw stopper, wash the shaft, blow the ducts
through with compressed air.
Assemble the crankshaft in the reverse sequence of procedures; prior press-fitting the
front counterweight, the oil pump drive gear, the rear counterweight and the crankshaft driving gear
onto the crankshaft, be sure to heat them to 105° .
To take off the cylinder head for change and to eliminate troubles in the valve gear and
cylinder-piston group:
- drain coolant from engine cooling system;
- undo the exhaust manifold bolts and take off the manifold;
- undo the fastening bolts of air intake line and water collecting pipe out of cylinder head to
be removed; loosen the same bolts on other heads so as to obtain a clearance required for removal*;
Note:* To take off the cylinder heads of r.h. row, take the compressor off the engine,
preliminarily.
- take off the uniting branch pipe of air intake line;
- disconnect all pipelines from cylinder head and protect their inside from dust and dirt;
- take off the injector, protecting the atomizer from impacts and dirt, the cylinder head cover,
the props with rockers and rods;
- loosen the cylinder head fastening bolts in sequence prescribed for tightening the same,
then, unscrew them;
- take the cylinder head off the engine.
When mounting the cylinder head, pay attention to correct positioning of gaskets. Tighten
the cylinder head bolts in three steps following the sequence shown. After tightening, check the
valve-rocker clearances; adjust, if need be.
Fig. 2-94. Disposition of dull band on a valve seat:

Fig. 2-93. Disassembling the cylinder head in fixture 1- lapped band;
801.06.000 I-correct;
1 – screw; 2 - tommy bar; 3 - plate; 4 - pin. II-wrong.
2-115
To disassemble and reassemble the valve gear with fixture 801.06.000 (Fig. 2-93):
- mount the cylinder block head on the base so that the pins enter the head pin holes;
- rotate the tommy bar 2 to drive-in the screw 1, release the valve springs with plate 3;
- take off the blocks and bushings;
- drive the screw 1 out of cross-piece, remove the plate and the valve springs;
- extract the intake and exhaust valves.
To grind the valves:
- disassemble the valve gear as described above;
- prepare a compound of 1.5 parts (by volume) of green silicon carbide micro-powder, 1 part
of motor oil and 0.5 part of diesel fuel. Stir the compound before use because the micro-powder is
apt to settle;
- apply a uniform thin layer of compound to the valve seat face; lubricate the valve stem
with motor oil. Proceed with grinding the valve making it reciprocate and rotate by means of a drill
with a vacuum cup, or use a special fixture. Pressing the valve, rotate it onto 1/3 of revolution for-
ward, then, 1/4 of revolution backward. Do not grind the valves by circular movements. Keep
grinding until a uniform dull band, at least 1.5 mm wide, is formed both on the valve and the seat
faces (Fig. 2-94);
- after grinding, wash the valves and the cylinder head with diesel fuel and air-blast them.
Assemble the valve gear as described above and check the quality of valves grinding by making a
tightness test: set the cylinder head with intake and exhaust ports facing up, one after another, and
pour-in some diesel fuel. The properly ground valves should not leak for 30 s. If fuel leakage is no-
ticed, knock on the valve end with a rubber hammer. If leakage persists, repeat the grinding proce-
dure.
At valve gear assembly, grease the valve stems with diesel oil. If necessary, check the qual-
ity of grinding with a soft graphite pencil, with this, make 6 - 8 equally spaced marks across the
valve face. Carefully, insert the valve into its seat, press it strongly and rotate through 1/4 of rev. All
the pencil marks should be erased, otherwise, repeat the grinding procedure.
In properly ground valves, the dull band on the head seat should start at the larger base of
seat cone as shown in Fig. 2-94.
To disassemble, reassemble and check the oil pump:
- drain oil from the crankcase, unscrew the fastening bolts and take off the crankcase;
- unscrew the bolts securing the oil pump, the lubricating system valve pipes and the intake
pipe bracket, take off the pump;
- disconnect the suction pipe and the pipe of lubricating system valve;
- take off the oil pump gear 5 with a puller;
- undo the fastening bolts of cover to body, remove the cover;
- measure the radial and end clearances of gears, clearances in bearings of driving and driven
gears. Change the worn-out items, if need be;
- after reassembly, the pump shaft should be rotated by hand easily without seizure;
- test the pump using motor oil 10 2 or 10 on a rig. At shaft speed of 2800 - 60
min-1 and vacuum at suction 12-15 k Pa, the pump delivery should be at least 130 l/min, with outlet
pressure of 0.35-0.40 M Pa;
- adjust the pressure of lubricating system valve engagement within 0.40-0.45 M Pa. For ad-
justment, not more than three washers are permitted to be set under the spring. If the valve opening
pressure adjustment is incorrect, change the spring. The repeated usage of plug cotter pin is inad-
missible.
2-116
Tightening torques for threaded joints, Nm (kg f-m)
Oil pump fastening bolts 49,0 - 68,6 (5 - 7)
Cover fastening bolts 39,2 - 54,9 (4 - 5,6)
Pipe-to-pump fastening bolts 19,6 - 24,5 (2 - 2,5)
Oil filter caps 49,0 - 58,8 (5 - 6)
Filter thermal valve plug 47,0 - 58,8 (4,8 - 6)
Cap drain plugs 24,5-39,2 (2,5-4,0)
Oil filter fastening bolts 88,2-112,6(9,0-12,5)
Fastening nut of oil pump driven gear 98,1-117,6 (10-12)
To disassemble, reassemble and inspect the oil filter:
- drain coolant from engine cooling system;
- unscrew the cap drain plugs and drain oil from filter;
- disconnect the coolant feed and drain branches from heat exchanger;
- unscrew five fastening bolts and take off filter with heat exchanger;
- undo nuts and disconnect the heat exchanger from filter;
- screw the caps out of body, wash the inside with diesel fuel, inspect the sealing rings,
thrust springs for integrity, change the broken ones;
- inspect the assembled filter for leakage in water having applied the compressed air of 490
k Pa;
- check the pressure of by-pass valve opening start, it should be 0.147-0.216 M Pa;
- test the thermal valve of heat exchanger engagement for operability. At oil temperature
(50-70) , the valve delivery should be at least 70 l/min at pressure 0.147 k Pa, and not more than
5 l/min at temperature 100-110 . Change the gauge 103-1306090-30, if need be.
To disassemble, assemble and inspect the water-oil heat exchanger:
- place the plugs onto the oil feed flanges and pressure-test the oil space under pressure of
0.79-0.83 M Pa in water; if leakage is revealed, remove the intake and outlet pipes of heat exchang-
er and take the core out of body, change the sealing rings or, if pipes are broken, the core itself.
To take off the high-pressure fuel pump:
- disconnect the manual control cables of engine shut-down lever and governor control lever,
the fuel feed control rod, the pipelines supplying fuel to pump, the outlet and drain pipelines and the
pipeline from fine fuel filter, the pump oil inlet and outlet pipes;
- undo two bolts of driven coupling member (to gain access to the bolts, rotate the crankshaft
with a short bar inserted into the flywheel holes through the hatch in a clutch case);
- disconnect the pipelines feeding fuel to pin glow plugs, disconnect and take off the high-
pressure fuel pipelines; disconnect the pipe of air supply to the auxiliary brake valve;
- undo four fuel pump fastening bolts;
- take off the pump.
To reinstall the high-pressure fuel pump:
- crank the crankshaft to position correspond-
ing to fuel injection start in the 1-st cylinder (the
locator is in mesh with flywheel); with this, the key
slot of driving coupling member should be disposed
horizontally to the left, if viewed from flywheel side;
- mount the pump on engine matching the set-
ting mark on flange of driven coupling member with
Fig. 2-95. Sequence of tightening the HPFP mark on HP fuel pump body;
fastening bolts - tighten the pump fastening bolts as shown in
Fig. 2-95;
2-117
- taking care not to violate the marks arrangement, tighten up the bolts of driven coupling
member with torque 9-10 kgf·m;
- replace the clutch case hatch cover;
- connect the high-pressure fuel pipelines, oil inlet and outlet pipes, the air pipe to the auxil-
iary brake valve, low-pressure pipelines, fuel feed control rod, manual control cables of engine
shutdown lever and governor control lever.
Having installed the high-pressure fuel pump, start the engine and using bolt 2 (Fig. 2-53)
adjust the minimum idling speed which should be 600 50 min -1.
To repair the high-pressure fuel pump:
- change the pump body in case of cracks or stripping of threads of basic joints;
- consider the plunger barrel defective if metal is chipped or crumbled near the holes, work-
ing surface is scored, scratched and worn-out, the diameter of the inlet or cut-off port is enlarged,
the mounting surfaces are loose or cracked (chipping or crumbling of metal and cracks are non-
repairable defects). Wear-out of the working surface of plunger barrel should be measured up to
0.001 mm; measure the out-of-roundness, the taper and oversize of the barrel bore using micrometer
or dial indicator for measuring the inside surfaces with 0.001 mm scale divisions, or use the tapered
plug gauges for the purpose;
- probable defects of the plunger are: crumbling of metal, scores and scratches on the work-
ing surface, wear-out and cracking of the working surface. Measure the distortion of the plunger
shape with a comparator, precision up to 0.001 mm, setting its pointer to zero against a reference
plunger or a gauge in the form of a tapered bushing;
- check the clearance in the plunger-and-barrel pair, using a drop-weight test stand that has
been pressurized. Prior testing, wash the plunger and barrel thoroughly with filtered diesel fuel.
Place the plunger-and-barrel pair into the stand socket, set the plunger to the position of maximum
delivery. Fill the space above plunger with filtered diesel fuel. Place a sealing plate on the barrel
end face, clamp it with a screw, then, release the weight catch. Under the weight load, fuel is
squeezed out gradually through the clearance, the wider the clearance, the quicker the fuel is
squeezed out.
Complete rise of plunger till moment of fuel cut-off under action of load causing the fuel to
be squeezed through the plunger-barrel clearance, should not take less than 20 s.
Set the plunger-and-barrel pair wetted with filtered diesel fuel vertically onto the barrel end
face on a sheet of clean paper. The time of plunger rise (in this pair) till moment of fuel cut-off
should be more than 40 s. With 5 minutes elapsed, lift the pair by the plunger extension. The barrel
should slide down by gravity;
- fit the plunger lifter into the pump housing bore with nominal clearance of 0.025 ... 0.077
mm. Wear limit in service is 0.2 mm. Measure the plunger lifter outside diameter with a micrometer
or a clamp;
- the main probable defect in the assembly unit “lifter roller - roller bushing - roller shaft” is
the wear-out of the mating surfaces. The nominal total clearance is 0.022 0.087 mm, wear limit is
0.3 mm (to be measured with a dial indicator). If the wear is overrated, disassemble and repair the
lifter, measuring the parts individually. Wear limit of the roller shaft - roller bushing joint is 0.12
mm, that of the roller bushing - lifter roller joint is 0.18 mm. Measure the external surfaces of the
parts with a micrometer, the internal ones - with an internal dial gauge.
- the camshaft surface should be free of metal crumbling, scoring, stripped threads, traces of
corrosion;
- cracks, dents and signs of corrosion are not tolerable on the delivery valve surface. The
valve wear-out is symptomized by loss of the sealing cone tightness and jamming of the valve in the
seat. To reveal the defects, use 10 * magnifying glass. In case of poor tightness, grind the valve to
its seat with grinding compound, GOST 3647; in case of valve jamming in its seat, wash the parts
with gasoline or diesel fuel. If jamming fails to be eliminated, change the pair;
2-118
- the maximum tolerable clearance in joint “rack lever pin - rack slot” is 0.18 mm (acc. to
technical documentation - 0.025 0.077 mm), the maximum tolerable clearance in joint between the
shifter axle of rotating bushing and fuel pump rack slot is 0.3 mm (acc. to technical documentation -
0.117... 0.183 mm). Use an internal dial gauge for measuring the clearances.
To repair the speed governor:
- change the upper and rear covers of speed governor, if they are cracked. If the oil filter
screen in the governor rear cover is clogged, air blast the filter. Change the filter if it is damaged.
The operating rate of oil flow through the filter should not be less than 1,6 1/h at pressure of 98.1 ...
294 k Pa (1...3 kgf/cm2);
- to inspect the speed governor for operability, examine and measure the weight holder com-
plete with weights without disassembling, because pressing-out of parts is liable to cause damage or
misalignment of weights which were matched to ensure a difference of static moments not exceed-
ing 196 k Pa (2 kgf/cm2). Disassemble the unit partially or completely only in case of damage or
excessive wear-out of parts.
The clearance between the governor spring lever and axis of lever press-fitted into the pump
body should not exceed 0.3 mm.
To repair the low-pressure fuel pump and the priming pump:
- change the low-pressure fuel pump and the priming pump if the body is cracked, broken or
damaged mechanically, or corrosion is evident causing the loss of mobility of mating parts;
- when disassembling and reassembling the low-pressure pump, bear in mind that the piston
and the body of the pump are accurately matched precision pair and should not be separated.
Disassemble and repair the pump only if it does not ensure the required characteristics;
- pay special attention to the condition of rod - bushing assembly of low-pressure fuel pump,
because the wear-out of this joint is responsible for fuel penetrating into the camshaft chamber. The
clearance in the given joint should not exceed 0.012 mm. Check the clearance without removing the
bushing out of pump body, determining the time period of air pressure drop from 490 k Pa to 392 k
Pa (5 ... 4 kgf/cm2) in a 30 cm3 accumulator. A diagram of the setup for measuring the precision
assembly is shown in Fig. 2-96.
Install the pump body 8 into the fixture, prime the accumulator with compressed air at pres-
sure of at least 539 k Pa (5.5 kgf/cm2), disconnect it reliably from compressed air line, note the time
it takes for pressure to drop in the accumulator from 490 k Pa to 392 k Pa (5 ... 4 kgf/cm2). Compare
the results with those obtained with a reference precision pair with a clearance of 0.012 mm.
Change or repair the pair if the clearance is less than the reference one.
A simpler method can also be used for this check by passing the filtered diesel fuel through
the clearance between the rod and the bushing. Not more than 1 cm3 of fuel may seep through the
clearance during 20 min.
If the rod - bushing assembly unit is to be changed, clean the surface of thread and the end
face of low-pressure fuel pump body of all traces of glue. Install a new bushing of the rod into the
pump body on the epoxy resin glue. To ensure tightness and durability of the joint, clean and de-
grease the mating surfaces of the pump body and bushing with gasoline -70. Tighten the rod bush-
ing with torque of 9.81 N-m (1 kg f-m), then, check the rod for easy sliding in the bushing. Loosen
the joint, if need be.
Check the pump feed in the course of the test. Make the test setup as follows: fuel tank -
course fuel filter - vacuum gauge - fuel pump - pressure gauge - metering tank. Connect the compo-
nents with transparent pipes of at least 8 mm inside diameter.
Provide the cocks to build up vacuum at the pump inlet and counter-pressure at the outlet.
Carry out the check using the summer grade diesel fuel at 25 30° , make sure that the system is
free of air by watching the fuel flowing in the transparent pipes (fuel should be pure). The pump
should draw fuel from the tank set 1 m below the pump. The pump feed should not be less than 3
l/min for engines mod. 740.13-260 at camshaft speed of 1100 1300 min-1, vacuum at the inlet pipe
2-119
union of 22 kP (0,22 kgf/ m2) and counter-pressure within: 125 kP (1,25 kgf/ m2);
With the outlet cock completely closed and the camshaft speed of 1100 1300 min-1, the
pump should build up pressure of at least: 600 kP (6 kgf/ m2);
With the inlet cock completely closed and with the given camshaft speed, the minimum vac-
uum built up by the pump should be: 52 k Pa (390 mm Hg);
- inspect the priming pump on a stand with a scheme: fuel tank-coarse fuel filter- fuel pump.
The pump should deliver fuel from the tank set 1 m below the manual pump. Inspect the pump for
leakage by wetting the operating chamber with diesel fuel and then feeding air under the piston at
pressure of 200–300 k Pa (2–3 kgf/cm2) during 5 - 6 s.
To disassemble the injector, use fixture 801.20.000. Clamp the bed 2 (Fig. 2-97) of the
fixture in a vice, place the injector in the slot of the bed, with the atomizer facing up. Screw-in the
bolt 4 to press off the atomizer with stop 1; then, undo the atomizer nut with a fork wrench. Screw
the bolt 4 out, remove the injector and disassemble it. Bear in mind that the body and the needle of
the atomizer constitute a precision pair and must not be separated. The maximum tolerable clear-
ance between the body and the atomizer needle is 0.006 mm. The tolerable increase in the atomizer
needle stroke is not more than 0.4 mm, the nozzle orifices’ diameter is not more than 0,4 mm.
The poor performance of the injectors is a result of the underrated initial pressure due to the
wear-out of the parts mated with spring, and weakening of the spring; to preclude this, the height of
the injector spacer should be at least 8.89 mm (8.9... 9.0 mm acc. to documentation). Change the
spacer if the corrosion traces and scratches are visible (use 10 * magnifying glass).
The probable injector defects are: breakage of spring, clogging and wear-out of nozzle ori-
fices, jamming of needle and wear-out of its sealing part (causes leakage and poor atomization of
fuel).
Remove the carbon deposit off the outer surface of the atomizer with a wooden bar soaked
in motor oil or with a brass brush. Do not use sharp hard tools or sand paper for the purpose.
Before reassembling, wash the atomizer body and the needle in gasoline and lubricate with
filtered diesel fuel. With this, the needle pulled out of body onto one third of the guide surface
length (the atomizer being inclined to 45°) should lower smoothly (without seizure) by gravity to
stop.
To change the atomizer assy., if need be.
To reassemble the injector, tighten the atomizer nut having pressed off the atomizer in fix-
ture 801.20.000.
Fig. 2-96. Setup for testing the rod-bushing pair:

1 - air accumulator; 2 - pressure gauge; 3, 4, 5, 6- cocks;
7 -oil-and-moisture separator; 8 - pump body; 9 - stop of
rod travel; 10 - connector for feeding air to pump body;
I - to atmosphere;
II- from system; Fig. 2-97. Disassembling the injector
III- to pump. 1 - rest; 2 - bed; 3 - injector; 4 – bolt.
2-120
To repair the water pump
To take off and disassemble the water pump:
- drain coolant from engine;
- remove the water pump drive belts;
- unscrew three pump fastening bolts;
- take the water pump off the water pipes.
To disassemble the pump:
- press off the impeller 3 (Fig. 2-35);
- press off the pulley 6;
- take off the thrust ring 2;
- press out the bearing 13 assembled with shaft;
- take off the gland 11.
When assembling, prevent the foreign particles ingress into space between the rubbing sur-
faces of the end seal.
After assembling, check the pump shaft for easy rotation (jamming is not admissible).
To inspect the thermostats, determine the temperature at
which valve 6 (Fig. 2-42) starts opening and the value of valve
stroke, proceeding as follows:
- place the thermostat in a 3-ltr water bath with a heating
facility, the water level should cover the thermostat flange (Fig.
2-98);
-warm water up to plus 70 °C, then, continue heating it
carefully to increase the temperature at rate of not more than
3°C/min, stirring continuously. Use a mercury thermometer with
scale division of not more than 1° ;
- use a dial gauge to determine the starting moment of
thermostat valve opening; it is the temperature at which the
valve stroke amounts to 0.1 mm.
Fig. 2-98. Drawing of setup for The thermostats should start opening at 78 - 82 °C and be
thermostats inspection; fully opened at 91...95°C. The full stroke of valve should be at
1 - bracket; least 8.5 mm.
2 - thermometer; In operation, the valve opening temperature is tolerable
3 - dial indicator; within 77...83°C, the full-open temperature is within 90...96°C,
4 - thermostat;
the tolerable decrease of valve stroke is not more than 20 %.
5 - water bath;
6 - electric heater. If the fan engagement temperature is not maintained within
86 - 90°C, change the thermo-power valve.
Water radiator repair. The probable defects of the radiator are: the damage of tanks and
pipes, the damaged soldered joints, and also the clogging from the outside and considerable scaling
in pipes.
Wash the clogged radiator core from the outside in direction counter the air flow. Inspect the
radiator for leaks; for this purpose, plug the holes of branch pipes and supply compressed air with
pressure of 78,51 k Pa (0.8 kgf/cm2) to one of branch pipes; with this, the radiator should be filled
with coolant.
Tightening torque of fan hub fastening nut is 137.3...196.2 Nm (14...20 kg fm).
EFU repair
EFU items are not repairable; faulty items are to be changed for new ones. To check the fuel
delivery to glow plugs, disconnect the fuel line from glow plug and pump the system through with
priming pump. Open the magnetic valve by applying voltage to its terminal from plug of underhood
lamp wire. With this, fuel should run out of the disconnected line. To check the glow plug flow ca-
2-121
pacity, make use of test stands C TA-3 (K -22201) or NC-108-1318 of «Motorpal», Czekhya, or
other similar stands providing smooth adjustment of fuel pressure.
Glow plug flow capacity should be within 5.5 - 6.5 cm3/min, with excessive fuel pressure
being 73.6 k Pa (0.75 kgf/cm2), temperature within 15 - 25°C.
Take measurements for 20... 30 s having wetted the glow plugs with fuel, preliminarily.
If suitable test stand is not available, assemble a setup shown in Fig. 2-93.
Check the glow plug current drain, making use of a scheme shown in Fig. 2-100 ensuring an
output voltage of 19 V d. c. Adjust voltage with rheostat 2. With this voltage, the current drain of
glow plug should be within 11 -12 A in one minute after engagement.
To check the thermal relay parameters, make use of a scheme shown in Fig. 2-101. Place the
thermal relay on a flat surface, protective screen facing up. Use rheostat 2 to adjust and maintain the
rated current drain by thermal relay of 22.8 A. Time that elapses until contacts close and the dura-
tion of contacts-closed period may be determined by pilot lamp 4. To connect pilot lamp into the
circuit, connect one of its leads to thermal relay terminal, while the other - to d.c. source (storage
battery).
At ambient temperature within 15 - 25°C, time elapsing from moment the current is supplied
till closure of thermal relay contacts (pilot lamp glows up) should be within 55 - 65 s; duration of
time period while contacts are kept closed (pilot lamp glows) after disengagement should not be
less than 45 s. To inspect the air-tightness of magnetic valve, apply compressed air of 147 k Pa
(1.5 kgf/cm2) to inlet duct. Place valve in water; no air bubbles should be visible.
Fig. 2-99. Setup for checking the Fig. 2-100. Scheme for checking Fig. 2-101. Scheme for thermal relay
glow plug flow capacity: the glow plug current drain: inspection:
1 - valve; 2 - pressure gauge; 3- receiv- 1 - power source; 2 - rheostat; 3 - 1-power source; 2 - rheostat; 3 - amme-
er; 4 - fuel line; 5 - shut-off valve; 6 - ter; 4 - pilot lamp; 5 - thermal relay; 6 -
glow plug; 7 - measuring cylinder with
ammeter; 4 - voltmeter; 5 - glow
plug; 6 - switch. voltmeter; 7 – switch.
0.1 to 0.2 cm3 graduations.
CUMMINS engines
In order to acquire complete information on Cummins engines construction, maintenance
and repair, address the «Cummins» dealer center or site Cummins QuickServe Online
www.quickserve.cummins.com, on which You will get required information having indicated the
engine series number.
2-122
SECTION 3. TRANSMISSION
Clutch
Clutch is designed to provide smooth starting of truck from rest and engine-transmission
disconnection at gear change. It consists of clutch gear and clutch actuation means.
Depending upon configuration, vehicles are equipped with the following clutch models:
- friction, dry, double-plate type with peripheral arrangement of springs, model 142;
- of single-plate, diaphragm, pull-out type, model MFZ 430 of «Sachs» (Germany).
Clutch technical data
Table 3-1.
Clutch model MFZ-430 142
Transmitted torque, Nm (kgf m) 1600(160) 833(85)
Number of friction surfaces 2 4
Diameter of friction linings, mm:
outer- 430 350
inner 240 200
Thickness, mm:
of driven disk with linings 10 11
of lining 3,5 4,5
Pressure spring: central,
type diaphragm
qnt. 1 24
Force of diaphragm at clutch engagement, kN (kgf):
engaged 28 (2857) 13,15-15,3 (1315-1530)
disengaged 25 (2500) 14,05-16,2 (1405-1620)
Parameters of pressure diaphragm spring:
thickness, mm 5,1
diameter, mm:
-
outer 393
of contact with bearing 120
number of petals 24
Force onto release coupling, N (kgf) 600 350-380
Spring ratio 4,84
Driven disk hub slots:
type straight
qnt. 10
Damper type spring-friction
Maximum angle of damper rotation, deg. 13
Release coupling travel, mm:
free - 3,2-4,0
in operation 12 18-20
Release bearing type: ball, single-row, closed
Clutch pedal:
travel, mm; 150 130
maximum force, N (kgf); 150 (15)
servo unit type spring, on pedal
Weight, kg:
clutch assy. (without flywheel and actuation
means), kg 36
driven disk 6,5
Clutch control actuation means hydraulic with pneumatic servo unit, provided with
follow-up device
3-1
Clutch mechanism mod.MFZ-430
The peculiarity of single-plate diaphragm clutch mechanism of pull type model MFZ-430
ZF Sachs (Germany) is the drive unit without clearance between release coupling and diaphragm
used for clutch release.
Fig. 3-1. Clutch mechanism model

MFZ - 430:
1 – driving shaft;
2 – flywheel;
3 – driven plate;
4 – pressure plate;
5 – thrust ring;
6 – diaphragm;
7 – clutch housing;
8 – clutch release coupling;
9 – clutch release fork;
10 – clutch release fork shaft;
11 – stop ring;
12 – gearbox;
13 – pneumatic-hydraulic servo unit
«WABCO».
Pressure plate 4 (Fig. 3-1) (through four sets of connecting plates) is fastened to cup-type
bushings located in clutch housing 7. The torque is passed to clutch housing from engine through
the flywheel 2, and onto pressure plate through cup-type bushings, and further onto friction surface
of driven plate 3, the hub of the latter is mounted onto slots of gearbox driving (primary) shaft 1.
The stamped housing is mounted onto flywheel by means of twelve bolts 10. A diaphragm spring
6 of pull type is located between housing and pressure plate, under action of that spring, the driven
plate is clamped between the pressure plate and a flywheel.
The clutch release device comprises 24 diaphragm petals and a clutch release coupling 8
mounted directly onto the diaphragm petals by means of lock ring of “pin” type.
The release coupling bearing and clutch release fork shaft are lubrication-free in operation
period.
Clutch model 142
The peculiarity of clutch model 142 (Fig. 3-2) is the availability of additional internal
springs 22 in the torque vibration damper of the clutch driven disk and pressure internal springs 19
in the pressure disk.
The driving disks, pressure disk 3 and medium disk 2, have each four studs on their outer
surface which enter special grooves of the flywheel and transmit engine torque on the friction sur-
face of driven disks 1 with clutch disk linings 18; their hubs are mounted in the splines of the gear-
box primary shaft. Stamped housing 13 of the clutch is mounted on flywheel 17 with the aid of
sleeves and is fastened with ten bolts M10 and two bolts M8. Placed between the housing and pres-
sure disc are pressure springs 12 and 19, and under the action of these latter the driven disks are
clamped between the pressure and medium driving disks and flywheel.
3-2
The clutch release device consists of force-out levers 5 (mounted on pressure disk 3) with
stop ring 10, clutch release coupling 8, mounted on the cover of the gearbox primary shaft, bearing
and clutch release fork 9 mounted on shaft 11 in the clutch case.
Fig. 3-2. Clutch model 142:

1 - driven disk;
2 – driving middle disk;
3 - pressure disk;
4 - force-out lever fork;
5 - force-out lever;
6 - thrust ring spring;
7 - force-out spring;
8 - clutch release coupling;
9 - clutch release fork;
10 - thrust ring;
11 - fork shaft;
12 - outer pressure spring;
13 - clutch housing;
14 - heat-insulating washer;
15 – housing attachment bolt;
16 - clutch case;
17 - flywheel;
18 – friction lining;
19 - inner pressure spring;
20 - primary shaft;
21 - torque vibration damper disk;
22 - inner spring of torque vibration damper;
23 - outer spring of torque vibration damper;
24 - driven disk ring.
Clutch release
Clutch control means is hydraulic and is equipped with an air booster; it is intended for
clutch remote control.
To reduce force on the pedal, the cutch control is provided with additional servo spring; with
its one end the spring is fastened to the pedal upper part, with the other – to a bracket.
The hydraulic clutch release drive (Fig. 3-3) consists of clutch pedal 1, master cylinder 2,
pneumatic-hydraulic booster 18, servo spring 6 and a system of pipelines and hoses.
The clutch pedal is located to the left in front of a driver and is mounted on bracket 4 fas-
tened on the cab front panel. The pedal shaft is mounted in two supports welded to the bracket and
is cotter-pinned in one of these supports. The pedal rotates on a shaft placed in a sleeve made of an-
ti-frictional material. The shaft is lubricated with grease 158, which is packed during assembly. The
pedal travel is determined by two stops screwed to the bracket. The stop located in the middle of the
bracket limits the pedal travel as it is moving downward (at clutch disengagement), and the stop lo-
cated in the bracket upper portion limits the pedal travel as it is moving upwards (with the pedal re-
leased and clutch engaged). The pedal is spring-pressed to the upper travel stop.
The master cylinder piston pusher lever is welded to the pedal hub. The eccentric pin is in-
stalled into a lever eye, the pin is intended for connecting with the pusher eye and adjustment of a
clearance between the pusher and the master cylinder piston when the clutch pedal is released.
The hydraulic drive master cylinder is mounted on the clutch pedal bracket and consists of
the following main parts: pusher, piston, master cylinder body, cylinder plug and spring.
3-3
Fig. 3-3. Clutch linkage:
1 - pedal; 2 – master cylinder; 3 – lower thrust; 4 – bracket; 5 – compensation tank; 6 – servo spring; 7 – lever; 8 – mas-
ter cylinder piston pusher; 9 – eccentric pin; 10 – upper thrust; 11 – force-out spring; 12 – fluid supply pipe; 13 – air
supply pipe; 14 – air release valve; 15 – spherical adjusting nut; 16 – pneumatic-hydraulic booster piston pusher;
17 – protective cover; 18 – air booster; I – compressed air.
The master cylinder body accommodates two cavities separated from each other by a parti-
tion. The upper cavity is intended for supplying the working fluid through a hole closed by a protec-
tive cover and for storing a necessary stock of the working fluid. With the system primed and
pumped-through properly, the fluid level in the cavity should make up ¾ of the working capacity.
The bottom cavity functions as the working cavity of the master cylinder wherein a piston
with a collar and spring is placed. On the drive side, the working cavity is closed with a plug.
With the clutch pedal lowered, the pusher 8 connected with the pusher lever through the ec-
centric pin is in the upper position. Under the action of spring, the piston is pressed to the body par-
tition. There is a clearance between the pusher and piston, and the cavities communicate through the
hole in the piston.
As the clutch pedal is depressed, the pusher 8 takes up the clearance, closes the hole in the
piston, thus impeding the fluid flow-over from the upper cavity to the lower one and moves the pis-
ton compressing the spring. The piston, whose area is more than the plug flow section, while mov-
ing builds up certain pressure which by way of hoses and pipelines is transmitted to the inlet of the
pneumatic-hydraulic booster.
As the clutch pedal is released, the piston (influenced by the action of pressure in the hy-
draulic system) and the springs return into the initial position. Pusher 8, as it is moving together
with the clutch pedal, leaves the piston and makes the cavities communicate.
In the course of operation, as the driven disk linings are being worn, provision should be
made for adjusting the clutch drive to provide free travel of clutch release coupling.
3-4
Pneumatic-hydraulic booster (Fig. 3-4) serves to reduce the force applied to clutch pedal.
The pneumatic hydraulic servo unit comprises the following basic parts: front 19 and rear 27 bod-
ies, clutch release piston 5 with pusher 3, pneumatic piston 20, the follow-up piston 6, reducer dia-
phragm and reducer valve 16. Front and rear bodies are bolted with five bolts, diaphragm is be-
tween bodies to function as a gasket.
Two borings are provided in front body 19. The bottom boring is of greater diameter for
pneumatic piston 20 arranging and shifting. The upper stepped boring is for reducer valve 16 and
diaphragm 11 seat with spring 18 installation. The space of upper boring reducer valve and over-
piston space of bottom boring pneumatic piston communicate with each other by means of channel.
The upper boring from side of reducer valve is closed by cover of compressed air supply 14. The
rear wall of cylinder is provided with threaded hole closed by condensate drain plug 12.
The rear body 27 has also two borings – bottom and upper ones. The bottom boring serves
as cylinder of clutch release piston 5. The piston seal 23 is set and fixed in a boring from front body
side. On external, the piston is provided with spherical hole for pusher 3 disposition. Pusher is fixed
by spherical nut 1 in a seat of clutch release fork lever. The lever is constantly spring-pressed to a
pusher, the latter presses onto piston 5 to provide contact of piston rod with pneumatic piston 20
heel. The upper boring is for installation of follow-up piston body 6. Space of follow-up piston and
space of clutch release piston communicate with each other by means of channel.
In initial position (clutch is engaged), the pusher 3 under action of spring presses to piston 5;
the latter, in its turn, with its rod, bears against the pneumatic piston 20 heel. The piston 20 occupies
the extreme right position, the spring of piston 25 is released.
The follow-up piston 6 is in extreme left position under action of diaphragm 18 spring. The
diaphragm seat is disconnected from reducer valve, the over-piston space of pneumatic piston 20
communicates with atmosphere orifice (dirt-protected by safety valve 9) through the open valve and
hole in diaphragm seat. The reducer valve 17 is spring-pressed to seat of air supply cover to prevent
ingress of compressed air from system into the over-piston space of piston 20.
Fig. 3-4. Clutch pneumatic servo unit:

1 – spherical nut; 2 - lock-nut; 3 – clutch release piston pusher; 4 – protecting cover; 5 – clutch release piston; 6 – fol-
low-up piston body; 7, 21, 24, 26 - collars; 8 – by-pass valve; 9 – safety valve; 10 - follow-up device membrane; 11 –
membrane saddle; 12 – plug; 13 – pullback spring; 14 – air supply cover; 15 – valves rod; 16 – inlet valve; 17 – dis-
charge valve; 18 – membrane spring; 19 – front body; 20 – pneumatic piston; 22 – piston spring; 23 – piston sealing
case; 25 - air supply cover; 27 – rear body; I – fluid supply; II – air supply.
3-5
With clutch pedal depressed, the pressure fluid enters the space of clutch release piston cyl-
inder 5 and further, along channel in rear body, is supplied to follow-up piston 6. The follow-up pis-
ton starts displacing, compresses the spring of diaphragm 18 and shifts the diaphragm seat. The dia-
phragm seat while shifting closes the reducer outlet valve, compresses the valve spring and shifts
the inlet valve away from seat of air supply cover. From a system, the compressed air is delivered
into over-piston space of piston 20. Piston 20 with its large section starts shifting under small pres-
sure, compresses the spring 22 and shifts the clutch release piston 5. Simultaneously, some com-
pressed air through boring in front body is delivered into diaphragm space. The follow-up piston 6
is under action of two forces directed towards each other. One force is generated by pressure fluid
and tends to shift the piston and open the inlet valve, while the other is from spring 18 and pressure
of compressed air onto the diaphragm tending to return piston into initial position. With fluid pres-
sure increase, the pressure on a diaphragm increases as well, thus, the follow-up action of pneumat-
ic-hydraulic servo unit is provided. Pneumatic piston 20 and follow-up piston 6, diaphragm and
spring are matched in such way as to provide decrease of force onto clutch pedal up to 15 kg f.
In case of pneumatic system failure or if no air in it, the piston 5 of clutch release is shifted
only under pressure of fluid. With this, the force on clutch pedal is within 70 … 90 kg f.
With clutch pedal released, the fluid pressure decreases, the follow-up piston 6 shifts to the
left, diaphragm 11 bends under action of spring 18 and compressed air pressure shifting the dia-
phragm seat. The reducer inlet valve 17 being forced by its spring is set onto seat of air feed cap,
with this, the compressed air supply ceases. With further displacement of diaphragm seat, the re-
ducer outlet valve separates from it and communicates the over-piston cavity of piston 20 with at-
mosphere. Piston 20 being forced by spring 22 shifts to the right position. Piston 5 occupies its ini-
tial position first under action of clutch diaphragm pressure force, then, under action of spring.
Wabco pneumatic hydraulic servo unit
The pneumatic hydraulic servo unit comprises 3 basic parts: the executive pneumatic cylin-
der, the follow-up system and the indicator of clutch linings wear-out.
The arrangement of pneumatic hydraulic servo unit is shown in Figure. 3-5.
With pedal depressed, the liquid pressure from master cylinder is transferred by pipelines to
the pneumatic hydraulic servo unit and applied onto the servo unit hydraulic piston 2 (Fig. 3-5) and
piston 1 (Fig. 3-6) of the follow-up unit.
Fig. 3-5. Pneumatic hydraulic servo unit WABCO:

1-hydraulic body, 2- hydraulic piston; 3- hydraulic seal; 4- indicator of clutch linings wear-out; 5-washer of wear-out
indicator; 6-indicator body; 7, 10-pressure spring; 8-pneumatic piston; 9-pneumatic cylinder; 11-cover; 12-rod; 13-drain
pipe;
- clearance at linings wear-out;
I - follow-up system.
3-6
Fig. 3-6. Servo unit follow-up system:
1-hydraulic piston;
2- pneumatic piston;
3-cover;
4-breather;
5-valve;
6-body of follow-up system.
.
Under action of the follow-up piston, the pneumatic piston 2 shifts (Fig. 3-6), acting upon
valve 5 of the follow-up unit. The valve opens the air supply into the pneumatic cylinder 9 of servo
unit (Fig. 3-5), increasing the power action of the rod 12 onto the clutch release fork. With the help
of the follow-up unit, the air pressure supplied to the servo unit pneumatic cylinder 9 changes au-
tomatically depending upon the driver’s effort onto the clutch pedal..
After pedal stop, the liquid pressure in servo unit is released, the pneumatic valve of the fol-
low-up system closes, the pneumatic piston of servo unit returns to initial position.
Under action of pressure spring, the piston 8 of servo init (Fig. 3-5) and rod 12 are always
clearance-free connected with clutch release fork, coupling, diaphragm spring, clutch pressure plate.
At clutch linings wear-out, the clearance-free joint provides the linings wear-out compensation by
servo unit piston – with linings wear-out, the piston moves deeper into servo unit and acts onto the
wear-out indicator.
The wear-out indicator 4 extends more and more under action of piston, the indicator washer
5 departs from the indicator body 6, and, with washer-body clearance of 23 mm, the linings wear-
out becomes critical, so, the linings or driven disk with linings assy. should be changed.
Maintenance
Inspect the clutch release means for leaks determining the sites of air leaks (by ear) and
liquid leaks (visual inspection).
The clutch pedal pullback spring operability is checked in the following way: the pull-
back spring is OK if it is in upper extreme position while in free state. Spring is operable if no
clearance between pusher and lever.
To check the fluid level during operation, open the tank filling neck plug. With this, the flu-
id level should be not lower than 15-20mm from the filling neck upper edge.
Adjustment of clutch actuation means involves inspection and adjustment of free travel of
clutch pedal, of clutch release coupling and total stroke of servo unit pusher.
Free travel of the clutch release coupling (Fig. 3-7) is to be checked with fork shaft lever
shifting by hand from adjusting spherical nut. of clutch actuator pneumatic servo unit (with this,
detach the spring from the lever). If lever free travel measured at radius 90mm is less than 3mm,
adjust it by spherical nut of the pusher up to 4 – 5mm. Then, check the total travel of pneumatic
servo unit pusher by depressing the clutch pedal against the stop, pusher total travel is to be not less
than 25 mm.
With less travel, complete clutch release is not provided. In case of insufficient pneumatic
servo unit pusher travel it is necessary to check the clutch pedal free travel, volume of liquid in
clutch actuator master tank, and if necessary pump the clutch actuator hydraulic system.
3-7
Fig. 3-7. Free travel of clutch release coupling:
1 – cap; 2 – by-pass valve; 3 – spring; 4 – lever; 5 –
spherical nut; 6 – splitter valve engagement stem.
THE CLUTCH ACTUATION MEANS WITH SERVO UNIT «WABCO» DOES NOT RE-
QUIRE THE ADJUSTMENT OF CLUTCH RELEASE COUPLING FREE TRAVEL DURING THE
WHOLE CLUTCH SERVICE LIFE.
Clutch pedal free travel (Fig. 3-8), corresponding to master cylinder operation start, de-
pends upon clearance (Fig. 3-4) between the piston and the master cylinder pusher; normal clear-
ance corresponds to clutch pedal free travel of 6 - 12 mm. To measure free travel in midpoint of
pedal surface. If it measures beyond the above specified range, to adjust clearance between piston
and master cylinder piston pusher.
To adjust the clearance A (Fig. 3-9) between piston and its pusher in master cylinder with
the help of eccentric pin 3 (Fig. 3-12), which links upper eye of pusher with pedal lever. Adjust the
clearance A with release spring 1 (Fig.3-3) pressing the clutch pedal against upper stop. To rotate
the eccentric pin so that pedal travels 6 - 12 mm from upper stop till pusher contacts the piston;
tighten up and cotter pin the nut 2.
Fig. 3-8. Clutch pedal free travel: Fig. 3-9 Clearance adjustment
1 –pedal pullback spring; 2 –slotted nut; 3 –eccentric pin; 4 – 1 – plug; 2 – pusher; 3 – master cylinder; 4 - piston;
servo spring; 5 – lock nut; 6 – nut. 5 - tank.
– clutch pedal full travel.
3-8
Clutch greasing
Bushings of clutch release shaft are to be greased through grease cups, make not more than
three strokes by grease gun. Otherwise, surplus grease may ingress the clutch case.
Check visually the level of fluid in master cylinder tank using the dipstick from driver’s
tools kit. The normal level in a hydraulic cylinder should be not lower than 15 – 20 mm from the
upper edge of tank. Total volume of fluid in clutch hydraulic actuation means is 280 cm3 (380 cm3
with tank).
To change liquid in clutch actuation hydraulic system.
To do this, expel air (pump-through) after system priming. The liquid level should be not
lower than 15 – 20 mm from the upper edge of compensation tank filling neck (with opened tank
cover). The instruments, tools and materials for the maintenance are: wrench S = 14 mm, rubber
hose, ruler.
Repair
To pump through the clutch hydraulic actuation means after ensuring absence of leaks, pro-
ceed as follows:
1. Clean the rubber protective cap of by-pass valve of dust and dirt and take it off; place the
rubber hose (available in set of accessories) on a valve head. To immerse free end of hose into
brake fluid «Neva» poured into a clean glass vessel;
2. To depress the clutch pedal abruptly 3 or 4 times, keep the pedal depressed and undo the
by-pass valve onto 1/2...1 of a turn. Due to pressure in the system, fluid with entrained air will spurt
out of hose;
3. With clutch pedal depressed, close the by-pass valve as soon as fluid flow discontinues;
Repeat procedures under pp. 2 and 3 until no more air bubbles are discharged. Note that
brake fluid should be added from time to time into the system during these operations to keep fluid
level in master cylinder compensation tank at least 2/3 (or 15-20 mm from compensation tank upper
edge) of normal value, otherwise, air might penetrate into the system from atmosphere (fluid level
should be not lower than 40 mm from upper edge).
Having finished the pumping-through procedure, tighten up the by-pass valve securely keep-
ing the clutch pedal depressed; only then remove the hose and replace the protective cap on valve.
Next, adjust the normal level of fluid in master cylinder or compensation tank. Brake fluid dis-
charged out of hydraulic system can be re-used, provided it is free of air entirely and filtered. The
efficiency of pumping-through procedure can be judged of by the total stroke of pneumatic servo
unit piston pusher.
While brake fluid priming, use the gauze filter in order to prevent foreign particles ingress
into the hydraulic system.
Check out the presence of condensate in the pneumatic booster power cylinder. To drain the
condensate, unscrew plug in the front body of the pneumatic booster. To drain condensate completely
slightly depress on the clutch pedal and blow-out the cylinder. It is recommended to clean the hydrau-
lic system of the clutch linkage with industrial alcohol or clean brake fluid at least once in three years
with the disassembly of the master cylinder and pneumatic booster and fill it with fresh brake fluid.
The hydraulic system pipelines should be cleaned with alcohol or brake fluid and blown-out with
compressed air; their both ends should be disconnected before doing it. Prior to assembling, moisten
the pistons and collars of the hydraulic system with brake fluid. Change the defective collars (hard-
ened, having injured edges and worn out ones) and protective covers to new ones.
To change the pneumatic servo unit, let air out of brake system circuit IV using the valve
on air bag (see brake system scheme), remove the pullback spring of clutch release fork shaft lever;
disconnect the air pipeline of pneumatic servo unit and hydraulic hose; drain fluid out of hydraulic
actuation system; unscrew the bolts holding pneumatic servo unit and take down the servo unit
complete with rod.
3-9
To mount the pneumatic servo unit, proceed as follows: fasten the servo unit on the clutch
case (divider) by two bolts with spring washers; connect the hydraulic hose of the pneumatic servo
unit and the pneumatic pipeline; install the pullback spring of clutch release shaft fork. Pour brake
fluid into the compensation tank and bleed the hydraulic drive system. Check the pipeline connec-
tions for tightness, leakage of brake fluid from the joints is not tolerated. If necessary, eliminate
leaks by tightening up or by replacement of joints faulty items. Check and, if necessary, adjust the
clearance between the cover end and the stop of splitter engagement rod travel.
When removing the clutch from the engine after disconnecting the gearbox, unscrew the
bolts fastening the housing to the flywheel observing, in doing it, the cruciform configuration of
bolt unscrewing, and take off the housing with the pressure plate and spacing ring assembly and the
elastic clutch driven disk. Unscrew four screws fastening the packs of connecting plates of the mid-
dle driving disk from the flywheel and remove the middle disk and rigid driven disk.
Before mounting the clutch onto the engine, apply 15 g of grease 158 to the cavity of the
primary shaft front bearing located in the crankshaft.
Mount the clutch with the aid of splined arbor ensuring aligning arrangement of shafts of the
driven disks with the crankshaft. Pay special attention to correctness of mutual arrangement of
clutch driven disks. To be mounted first should be the rigid driven disk, with its protruding hub por-
tion directed to the flywheel and the damper mechanism to the gearbox; after mounting the middle
driving disk, the elastic driven disk is mounted, in this case the protruding hub portion and damper
mechanism are directed to the gearbox. Thus, the mechanisms of the dampers of both driven disks
are directed to the gearbox, and the protruding portions of the hubs are in different directions, in this
case, it is strictly forbidden to rearrange the driven disks. Mount the pressure disk with the housing
assembly and spacing ring onto the flywheel and secure with eight bolts M10 with a torque of 5.5
… 6.3 kg f m to achieve uniform tightening of all the bolts in order to avoid high skewing of the
diaphragm. When housing-to-flywheel fastening bolts are tightened, pay attention to diaphragm po-
sition; if the clutch is assembled correctly, the diaphragm spring should occupy horizontal position
relative to flywheel plane. Protrusion of diaphragm individual petals is not tolerated.
To mount the pull clutch model MFZ-430 on engine: proceed as follows:
- to align the driven disk 3 (Fig. 3-1) with the help of an aligner to arrange the longer part of
hub in direction towards the gearbox;
- to install the clutch pressure plate onto flywheel without clutch release coupling which is
mounted on guide surface of gearbox rear cover. Having tightened the bolts which secure the hous-
ing to flywheel, the aligner is to be withdrawn easily out of driven disk hub;
- to fasten the lock ring of "pin type" on a diaphragm;
- to shift the gearbox to clutch and mate them, to tighten the bolts which secure the clutch
case to flywheel housing. Through the bottom window, to rest the tommy bar against the clutch re-
lease coupling and to force it into the diaphragm till a characteristic click of lock ring (pin) is heard.
To take down the gearbox, disconnect the pneumatic-hydraulic servo unit from gearbox
and shift it away from engine.
To remove the coupling, be sure to unclasp the ring and disconnect the clutch coupling
from diaphragm with the help of tommy bar applying force carefully.
When removing the clutch from the engine having disconnected the gearbox, be sure to
unscrew the bolts fastening the housing to the flywheel observing, in doing it, the cruciform config-
uration of bolts unscrewing (Fig. 3-10), and take off the housing with the pressure plate and the
elastic clutch driven disk.
Prior mounting the clutch onto engine, pack 15 g of grease 158 into the cavity of primary
shaft front bearing disposed in crankshaft.
3-10
Fig. 3-10. Scheme of tightening (screw-out) the bolts fastening the housing to flywheel.
Troubleshooting for clutch

Table 3-2.
Trouble cause Remedy
Clutch slips
There is no free travel of clutch release coupling Adjust free travel of the coupling
Ingress of lubricant on a friction surface Take the clutch off the engine and clean the fric-
tion surface or change the linings or driven disk
assemblies
Wear or destruction of friction pads Change the linings or driven disk assemblies, ad-
just the clutch linkage
Weaker force of pressure springs Change the pressure springs together with
paronite pads.
The clutch “drags”
Clutch linkage does not ensure the required travel of Check the clutch linkage operability (air in the
clutch release fork shaft lever hydraulic system, fluid leaks, excessive free travel
and others). Eliminate the faults.
Distortion of driven plates True up or change the driven plate
Excessive free travel of the pedal Adjust the pedal free travel
Low level of liquid in the master cylinder Restore the liquid level
Jamming in clutch linkage
Swelling of hydraulic system collars and lack of Change the sealing collars, wash the hydraulic
tightness because brake fluids used are other than system with clean brake fluid “Neva”.
those recommended or contaminated.
Clutch engagement is delayed when starting or changing gears
Working fluid is congealed (excessive viscosity) Wash the clutch release hydraulic system with
brake fluid “Neva” and fill it with “Neva” fluid
anew.
Jamming of pneumatic booster follow-up piston Change the follow-up piston collar
Scoring in driving disk-(pressure and middle discs)- Grind and lubricate the working surfaces
to-flywheel joints
Excessive pressure on clutch pedal (no boosting)
No supply of compressed air due to swelling in the Change the valve
pneumatic booster inlet valve
Jamming of pneumatic booster follow-up piston due Change the collar or rubber ring
to swelled sealing collar or rubber ring
Wear or distortion of pneumatic booster piston collar Change the collar.
Noise in clutch release mechanism when releasing
Destruction of clutch release bearing Change the bearing or clutch release coupling as-
sembly
Destruction of diaphragm spring Change the clutch housing together with the dia-
phragm assembly.
3-11
GEARBOX
Gearbox is a transmission unit to change transmission ratio.
Gearbox serves for transmitting torque, torque value and direction change, prolonged dis-
connection of engine from transmission and for power-take-off to auxiliary aggregates drive.
Gearbox model 154 is manual, three-way, ten-speed unit consisting of a main reduction
gear and two-stage divider located in front of the main gearbox.
Gearbox models ZF 16S1820 TO, ZF 16S1821 TO (with intarder), ZF 16S1825 TO
(with additional steering pump NPL), ZF 16S2220 TO, ZF 16S2225 TO ( NPL), ZF 16S1822
TO are sixteen-speed manual, comprises main 4-speed unit with built-in double-speed splitter in
front of main gearbox, and double-speed planetary splitter-change unit arranged behind main gear-
box.
Gearbox model ZF 16S1822 is with PTO box model NMV 221 built into clutch case,
driven from engine.
Gearbox model ZF 9S1310 TO is manual, nine-speed, comprises main 4-stage reduction
gear and planetary range-change unit behind main gearbox, with additional low gear.
Gearbox models As-Tronic 12 S1930 TO, As-Tronic 12 S1931 TO (with intarder),
As-Tronic 12 S2131 TO (with intarder) are manual, with automatic control, 12-speed.
Technical data for gearbox model 154
Table 3-3.
Ratios - 7,82 - 1,53
- 6,38 4 - 1,25
- 4,03 5 - 1,00
- 3,29 5 - 0,815
- 2,5 - 7,38
- 2,04 - 6,02
Shaft bearings ball, taper roller single-row
Gear bearings double-row roller without races with cages,
4th speed gear - less cage
Synchronizers inertia pin type, with steel taper rings (molybdenum coating of taper
surfaces)
Gears constant-mesh, helical (except 1st and reverse gear)
combination type. All item are splash-lubricated, while gear bearings

in gearbox and splitter are also additionally greased from oil delivery
means
Power take-off from both sides of main gearbox through hatches (as per GOST
12323);
from reverse cluster gear rim - on r.h. side, and from countershaft
reverse gear rim - on l.h. side; special configuration with PTO from
countershaft. Permissible PTO acc. to 22064, 97 W (30 h.p.) from
each hatch.
Gearbox control mechanical, remote drive for main gearbox and pneumatic-
mechanical pre-selector for splitter
3-12
Fig. 3-11. Ten-speed gearbox model 154:
1 – splitter primary shaft; 2 – splitter primary shaft rear bearing cap; 3, 9, 30 – adjusting shims; 4 – front roller bearing
of primary shaft; 5 – gearbox primary shaft; 6 – circular nut; 7 – washer; 8 – synchronizer sleeve; 10 – gearbox primary
shaft rear bearing cap; 11 – roller bearing; 18 – PTO; 19 – shaft of reverse gear cluster; 20 – thrust washers;
21 – reverse gear cluster; 22 – roller bearing; 23 – bolt with stem; 24 – stop washer; 26 – sealing gaskets; 27 – output
shaft rear bearing cap; 29 – output shaft rear ball bearing; 31 – speedometer drive worm; 32, 47 – sealing collars; 33 –
flange fastening nut; 34 – propeller shaft fastening flange; 36 – bearing cap; 37 – roller bearing; 40 – countershaft; 41 –
gear case; 42 – output shaft; 43 – 5-speed main gearbox; 45 – sealing gasket; 46 – splitter; 48 – clutch release fork; 49 –
shaft of clutch release fork.
3-13
Maintenance
When checking the pneumatic system for tightness (if splitter is available) determine the
point of air leak aurally. Shifting in turn the shifter to “B” (“TOP GEAR”) or “H” (“LOW” GEAR)
positions listen to the air ducts of the engine control pneumatic system and, having depressed the
pedal till stop listen to air ducts of splitter shift system. Eliminate detected leaks by tightening up
the bolts or replacing sealing washers and defective air ducts with new ones.
To check the oil level in gear case, screw plug out of oil filler, wipe dry the dipstick, insert it into
filler hole until plug rests against the thread (Fig. 3-12), do not screw in.
To change oil in gearbox, drain oil (while hot) through drain holes by removing plugs at
the bottom of gearbox and splitter cases. Clean the drain plug magnets of dirt and metal particles.
Wash the cases with motor oil. For this, fill the gearbox with oil. Crank the engine for 10 min (gear-
shift lever in neutral position). Drain oil out of gearbox and splitter (if splitter is available). Replace
the drain plugs, prime with oil up to top mark on dipstick. Oil is poured through neck on r.h. side of
case. Neck is closed by plug with built-in oil dipstick. Crank the engine for 3...5 min., gearshift lev-
er being in neutral position. Take the oil level measurement once more, top up, if need be.
Fig. 3-12. Oil dipstick position:

1 – oil dipstick with plug;
2 – gearbox case.
Repair
To take off the gearbox, proceed as follows:
- drain oil from the gearbox case;
- tilt the truck cab;
- remove the boards of the platform floor to provide excess to the gearbox;
- disconnect storage batteries from the electric circuit, disconnect the terminal connecting
the battery switch with the truck frame (the terminal is located on the battery box); disconnect and
remove the wire connecting the starter relay with terminal “+” of the storage battery;
- remove the hose connecting the engine inlet pipeline with the connecting air cleaner pipe
by unscrewing the nuts and removing the bolts of tension shackles;
- disconnect tachometer and speedometer plug connectors, trailer sockets, braking indicator
transmitter, reverse lamps, transmitters of pressure drop indicators in the receivers;
- remove the pneumatic servo unit of clutch hydraulic drive;
- disconnect the flanged yoke of the intermediate axle cardan shaft from the flange of the
gearbox driven shaft by unscrewing the nuts of the attachment bolts, take off the spring washers and
remove the bolts;
- disconnect the air channels from the trailer brake control valve with a double-wire drive;
- loosen the attachment bolts of the power unit front mountings; unscrew the nuts of the at-
tachment bolts of the engine rear mountings and take off the bolts;
- unscrew the suspension-support-to-frame attachment bolts;
- unscrew the bolts attaching the gearbox suspension support to the cross-beam;
- suspend the power unit by the gearbox eyebolts; put wooden bars under the front and rear
halves of the second cross member of the frame and lower the power unit (the bars should be thick
enough to ensure that, when lowering the power unit, the brackets of the rear support would be
higher than the cushions of the lower supports onto 50 mm);
- disconnect gearbox control drive;
3-14
- if need be, dismantle the gearshift lever support;
- disconnect three attachment bolts of the divider control air channels from the block on the
engine side;
- unscrew the starter attachment bolts;
- install the chain grips of the hoisting device by the eyebolts on the gearbox; unscrew bolts
fastening the clutch or divider case to engine flywheel case;
- bring back the gearbox until the driving shaft goes out from the clutch housing;
- take it off and place on trestles.
Gearbox disassembly
Fig. 3-13. How to use pullers when repairing gearbox model 154 during dismantling and assembling.
801.30.000. Puller for bearings of primary, secondary and countershafts of gearbox.

Fig. 3-14. Removal of secondary shaft
rear bearing:
1 – nut 12 1,25-6H; 2 - rod
801.30.103 ( 801.30.202); 3 - end
801.30.001-10 ( 801.37.011); 4-
screw 801.37.001; 5 – 801.37.010;
6 – transverse 801.30.003; 7 – rear bear-
ing 170412 ; 8 – grip 801.30.100..
To remove rear bearing 7 (Fig. 3-14) of secondary shaft, shift the grips 8 ( 801.30.100)
with rods 2 into bearing bore and tighten by nuts. Screwing-in the item 4 into transverse 6 and,
thrusting end 3 into shaft end face, press off the bearing.
3-15
Fig. 3-15. Removal of output shaft front
bearing:
1 – nut 12 1,25-6H; 2- rod
801.30.103 ( 801.30.202); 3- end
801.30.001-10( 801.37.011); 4-
screw 801.37.001; 5 – 801.37.010;
6 – transverse 801.30.003; 7 – front roll-
er bearing; 8 – grip 801.30.200.
To remove front bearing 7 (Fig. 3-15) of secondary shaft, shift the grips 8 ( 801.30.200)
behind the bearing and pull off by nuts 1. Removal is similar to that of rear bearing of secondary
shaft.
Fig. 3-16. Removal of inner race of

countershaft front bearing:
1 – nut 12 1,25-6H; 2- rod
801.30.103 ( 801.30.202); 3- end part
801.30.001-10 ( 801.37.011); 4-
screw 801.37.001; 5 – axis 801.37.010;
6 – transverse 801.30.003; 7 – front roll-
er bearing; 8 – grip 801.30.300.
To remove rear bearing 7 (Fig. 3-16) of secondary shaft, shift the grips 8 ( 801.30.300)
with rods 2 into bearing bore and tighten by nuts. Screwing-in the item 4 into transverse 6 and,
thrusting end 3 into shaft end face, press off the bearing.
801.25.000. Puller for front bearing of primary shaft
Fig. 3-17. Removal of primary shaft

front bearing:
1 – bearing; 2- collet 801.25.003;
3- stem; 4- screw 801.25.002;
5 – body 801.25.001..
To press out bearing 1 (Fig. 3-17) of primary shaft, install puller on stem 3 of crankshaft.
Shift edge of collet 2 behind bearing inner race. Screwing-in the item 4 into collet, unclasp it till
thrust into bearing inner race. Then, screwing the collet out of body 5, press off the bearing.
801.31.000. Fixture to remove and install countershaft rear bearing
Fig. 3-18. Removal of countershaft rear

bearing:
1 – body; 2- bearing; 3- thrust
801.31.001; 4 – end 801.01.0060; 5 –
plate 801.31.100; 6 – screw
801.01.012; 7 – bolt 10 1,25-6g; 9 –
bolt 12 1,25-6g 140.
3-16
To remove rear bearing 2 (Fig. 3-18) together with body 1, with thrusts 3 against gearbox
case wall, screw-in two bolts 7 into threaded holes of body. With end 4 against shaft end face, drive-
in the screw 6 into plate 5 till bearing with body is completely pulled off.
.
Fig. 3-19. Installation of countershaft

bearing:
1 – body; 2- bearing; 3- thrust
801.31.001; 4- end 801.01.006; 5 –
plate 801.31.100; 6 – screw
801.01.012; 7 – bolt 10 1,25-6g; 8 –
washer 801.31.006; 9 – bolt 12 1,25-
6g 140.
To install rear bearing together with body on shaft, place washer 8 onto end 4 (Fig. 3-19),
with bolts 9 through holes in a body and, with thrusts against gearbox case wall, screw-in bolts into
threaded holes of gearbox case wall. With washer against bearing, drive-in the screw 6 into plate 5
till bearing with body is completely installed.
801.32.000. Puller for axis of reverse gear cluster.
Fig. 3-20 Removal of reverse gear

cluster:
1 – screw 801.32.001;
2- handle 801.32.100.
To remove axis, shift the handle 2 (Fig. 3-20) closer to screw head 1, drive-in the screw 1
into axis with torque wrench, then, drive the handle onto screw till gear cluster axis is completely
removed.
1x56_122_304. Master appliance to remove roller bearing inner race.
Fig. 3-21. Master appliance to remove

roller bearing inner race:
1 – body 1x56_122_304;
2- cover 1 56_122_304-2;
3- axis 1 56_122_304-3.
804.40.030. Master appliance to remove roller bearing inner race.
Fig. 3-22 Master appliance to remove

roller bearing inner race:
1 – body 804.40.031;
2- cover 804.40.032;
3- axis 1 56 122 304-3.
3-17
803.40.090 Puller for rear bearings of primary shaft.
Fig. 3-23 Removal of primary shaft

rear bearing inner race:
1 – master fixture 804.40.030;
2- grip 804.40.090;
4- bearing.
To remove roller bearing 4 (Fig. 3-23) secure the grip 2 on roller bearing 4 till tight seat-
ing. Screw-on the master appliance 1 and remove roller bearing 4.
803.30.090-02 Puller for front bearings of gearbox secondary shaft.
Fig. 3-24 Removal of secondary shaft

front bearing inner race:
1- grip 803.30.090-02;
2 – master fixture 1x56_122_304;
4- bearing.
To remove roller bearing 4 (Fig. 3-24) secure the grip 1 on roller bearing 4 till tight seat-
803.30.050-02 Puller for rear bearing of gearbox secondary shaft.

1- grip 803.30.050-02;
4- bearing.
To remove roller bearing 4 (Fig. 3-25), secure the grip 1 on roller bearing 4 till tight seat-
803.30.060-02 Puller for outer race of rear bearing of gearbox secondary shaft.
Fig. 3-26 Removal of bearing outer race:

1 – puller for bearing outer races
00.00;
2 – support ring 803.30.061-02.
803.30.070-02 Puller for outer race of rear bearing of gearbox countershaft.
3-18
Fig. 3-27 Removal of bearing outer race:
1 – puller for bearing outer races
00.00;
2 – support ring 803.30.071-02.
803.30.080-02. Puller for rear bearing of gearbox countershaft.

1- grip 803.30.080-02;
4 - bearing.
To remove roller bearing 4 (Fig. 3-28) secure the grip 1 on roller bearing 4 till tight seating.
Screw-on the master appliance 2 and remove roller bearing 4.
To reassemble the gearbox
To reassemble the gearbox, follow the reverse sequence, paying attention to the following
points:
- if gears were not changed, keep old gears matched in sets;
- if gears are from spares, meshing gears should be
matched according to tooth contact pattern and noise
level with the use of gear-lapping machines. Tooth
contact pattern should correspond to that shown in Fig.
3-29. Allocation of contact pattern in the base circle
zone is advantageous.
When testing the gear pairs in gear-lapping machines, the
gears should emit low uniform noise, without knocks and
crunching, whether driven gear is decelerated or not. High
Fig. 3-29. Tooth contact pattern noise is not tolerable;
- when assembling the output shaft, match oil channels of driven shaft with holes of gear
bushings;
- when assembling the cageless bearing of 4-th speed gear, fit in 88 rollers in two rows,
providing spacer between the rows;
- prior to press-fitting the gearbox countershaft drive gear and splitter countershaft drive
gear, heat them to 85 -150 ;
- pay attention to the condition of synchronizers in gearbox and splitter. The static force re-
quired for shifting the carriages out of neutral position should be from 275 to 373 N (28... 38 kg f),
for splitter synchronizers - 589-687 N (60-70 kgf). The locking chamfers in gearbox case and on
synchronizer pins should not bear signs of considerable wear.
- after assembly of driven shaft, check if in the assembled gearbox output shaft the end
clearances of the 1-st, 2-nd, 3-rd and reverse speed gear hubs are within 0.27... 0.4 mm, and that of
4-th speed gear hub - within 0.265.. .0.515 mm. In the gearbox splitter, the end clearance of driving
gear hub should be within 0.375... 0.715 mm;
3-19
- in-
stall parts with applied sealant Locktite 5061 37.104.17.005 into threaded holes;
- having assembled the gearbox, check by hand that shafts and gears rotate easily, without
jamming, gearshift lever being set to neutral position or any gear engaged (irrespective of splitter
any gear engaged).
- the rod locks of all gears should hold the rods reliably in neutral and engaged positions.
Rods should shift in holes without skew and seizure. Play of forks and heads on rods is not allowed.
- apply thin layer of oil -15 23652 (alternative: oil -10- ) GOS 8581,
oil -8 38.101.1294) on rubbing surfaces including races of bearings of secondary shaft
gears and reverse gears.
- having installed clutch release coupling and fork shaft on gearbox, fill the bearings of cou-
pling and fork shaft with grease LITA U38.101.1308 with the help of grease cups until fresh
grease appears from supports of clutch release fork shaft. Grease qnt. for coupling is 26…30 g (if
greasing is supposed by construction). Grease qnt. for 2 bearings of shaft - 14;
- use grease LITA 38.101.1308 to lubricate the working edges of sealing collars;
-
221 9433;
- reverse and 1-st speed gears should get engaged only if the reverse gear safety lock (in top
cover) is released.
- simultaneous engagement of two gears and oil leakage in gearbox are inadmissible.
- check that when clutch release fork shaft is rotated by hand, the clutch release means shifts
easily (without jamming) throughout the whole length of the primary shaft cover guide.
- prior splitter connection with gearbox, adjust clearance between splitter fork block and
synchronizer carriage;
- Inspect the air pipe joints of splitter pneumatic system (to be installed on gearbox model
15) for leakage, for this, apply the compressed air under pressure of 588 k Pa (6 kgf/cm2) to reduc-
ing valve; with this, use the splitter control technological valve; the permissible pressure drop in air
bag is not more than 147 k Pa (1, 5 kgf/cm2) for 40 s. for both positions of splitter control valve and
depressed (to stop) splitter engagement valve (stroke is 6 mm).
- Inspect the air pipe joints of splitter pneumatic system (to be installed on gearbox model
161) for leakage, for this, apply the compressed air under pressure of 588 k Pa (6 kgf/cm2). Supply
air simultaneously to range change unit engagement valve on support of gearshift lever and to air
valve on range change unit. In high and low ranges, the permissible pressure drop in receiver is not
more 49,033kP (0,2 kgf/cm2) for 40 s.
- adjust the meshing of splitter synchronizer toothed clutches.
Adjusting the axial clearance of gearbox shafts
Adjusting the axial clearance of gearbox shafts with ball bearings
Fig. 3-30. Adjusting the axial clearance of gearbox shafts with
ball bearings:
1 – shims;
2-bearing cap;
3-sealing gasket;
4-gearbox or splitter case;
5-lock ring;
6-bearing of shaft to be adjusted;
a, b, c, d-mounting dimensions.
When mounting the bearing caps of primary shaft and splitter and output shaft bearing cap,
minimize the shaft play by matching the adjusting shims (parts 14.1701035 and 14.1701036) as fol-
lows:
3-20
- measure accurately to within 0.05 mm the actual dimension a (Fig. 3-31) between the butt
face of outer race of bearing 6 and the end face of gearbox case 4 (bearing 6 being press-fitted
home).
As for gearbox output shaft covers, place the sealing gasket 3 on mating plane of bearing
cap 2, measure dimension b with tolerance up to 0.05 mm, and determine the required total thick-
ness c of shims 1 which should be less than the difference (b—c) onto 0.2... 0.4 mm. Fit the re-
quired number of shims and mount cover in place. The primary shaft cover should be mounted
without sealing gaskets; adjust dimension d between cover mating plane and shims to be d= (a... a
+ 0.1) by matching the number of shims.
Adjusting the axial clearance of gearbox shafts with taper bearings
When adjusting the axial clearance of countershaft (Fig. 3-32):
- apply axial load 200..250 N to end face of bearing outer race and rotate the countershaft,
at least, 5 rot. to one direction to set rollers;
- measure size “ ” (in two diametrically opposite places) from end face of bearing outer race
till end face of case, calculate its average value;
Fig. 3-31. Adjusting the axial clearance of countershaft:

, b – adjusting sizes.
- measure size " " on distance sleeve in two diametrically opposite places, take its average
value;
- determine the required total thickness of shims which should be less than difference "b- "
by 0,01...0,1 mm. Number of shims is not more than 2.
When adjusting the axial clearance of primary and secondary shafts (Fig. 3-33):
- engage direct gear in gearbox;
Fig. 3-32. Adjusting the axial clearance of primary and sec-

ondary shafts:
, b – adjusting sizes.
- apply axial load 200…250 N to end face of bearing outer race and rotate the primary shaft,
at least, 5 rot. to one direction to set rollers;
- measure size “ ” in cover (in two diametrically opposite places) take its average value;
- measure size “a” from end face of bearing outer race till end face of case, calculate its av-
erage value;
- determine the required total thickness of shims which should be less than difference " "
by 0,01...0,1 mm. Number of shims is not more than 2.
3-21
To adjust clearances between splitter synchronizer carriage and blocks of splitter shift
fork, proceed as follows: take off the cover 6 (Fig. 3-33) of splitter case lookout hatch. Unlock and
undo two fastening bolts of splitter shift fork, so that shaft 13 with secured lever 16 shifted axially
without seizure, remove the splitter shift mechanism.
Fig. 3-33. Splitter:

1 – adjusting shims; 2 – primary shaft; 3 – oil pressure ring; 4 – ball bearing; 5 – primary shaft bearing rear cap;
6 – hatch cover; 7 – splitter synchronizer, assy.; 8 – primary shaft gear; 9 – bearings of primary shaft gear;
11 - countershaft; 12 – bearing; 13 – shaft of fork; 14 – fork; 15 – block of fork; 16 – lever of fork.
Align the splitter primary shaft 2 using special fixture; the latter is composed of body with
aligning fixture and two clamping levers. With this, insert the aligning cone 9 (Fig. 3-34) into the
inner cone of splitter primary shaft, secure the fixture on a splitter case having rotated the clamping
levers 11. With this, the setting pins 3 align the fixture relative the surface to provide the shaft
axial displacement of not more than 0,2 mm.
Fig. 3-34. Fixture for aligning

the splitter primary shaft:
1 – fixture body; 2 – setting plate;
3 – setting pin; 4 – setting screw;
5 - bolt; 6 - bushing;
7, 13 - springs;
8 - sleeve; 9 – aligning cone;
10 – splitter primary shaft;
11 – clamp lever;
12 – thrust washer;
14 - pin; 15 – lock washer.
Shift the fork 14 (Fig. 3-33) to the right till block 15 rests against the synchronizer carriage
7. Shifting the shaft 18 with secured lever 16 to the right, be sure to provide clearance of 0,3-0,6
mm, for this, place the setting plate 2 (Fig. 3-24), thickness 0.3-0.5 mm, between the mating surface
of splitter case for shift mechanism body and the lever end 16. Shift the shaft till lever end stops
against plate. Screw-in and lock the fork fastening bolts with tab washers. Replace the splitter shift
mechanism and the lookout cover 6 (Fig. 3-33).
3-22
To adjust the meshing of splitter synchronizer toothed clutches:
- provide the compressed air supply to pneumatic system and to depress the splitter engage-
ment valve till stop;
- to take away the seals, unlock and undo two setting screws 1, 5 (Fig. 3-36) on body of
splitter shift mechanism, take away the hatch cover 3;
- to shift the splitter control valve to position “ ” (“LOW GEAR”)
and, screwing-in the rear setting screw 5 till contact with lever, screw it in additionally onto some
1/4 rev. and lock with lock nut 4. In this position, the primary shaft (with gearbox taken off) should
be rotated easily by hand, without seizure;
Fig. 3-35. Splitter shift mechanism:

1, 5 – setting screws;
2 – body of shift mechanism;
3 – hatch cover;
4 – lock nut;
6, 17 – sealing rings;
7 – cylinder cover;
10, 16 – sealing gaskets;
11 – air distributor piston;
12 - air distributor cylinder;
14 - air distributor control valve;
15 - air distributor body;
18 – plug.
- to shift the splitter control valve to position (“HIGH GEAR”)

and adjust the meshing as shown above with the help of front setting screw 1;
- to inspect the working stroke of lever till stop into setting screws (16,5…19 mm acc. to
centre of hole in a lever) through the hatch in body of splitter shift mechanism.
- to lock the setting screws 1, 5 and apply the seal.
Adjusting the air distributor -2111-4
During assembly, set the screw 14 (Fig. 3-36) onto anaerobic sealant «Ankrol 2052». Grease
the rubbing surfaces and gasket 3 with lubricant CIATIM-221. Tighten screws 17 with torque
torque=7,35…9,8 Nm.
Fig. 3-36. Air distributor 2111-4

4 – control valve; 5 – stop; 6 - piston; 7, 8, 9 - springs; 12 – air distributor bush; 14 – screw; 15 - body.
After assembly, to check:

- control valve 4 shifting to the left till contact of stop 5 with bush of air distributor 12 under
action of springs 7, 8, 9;
- control valve shifting to the right till piston 6 contact with bush of air distributor 12 under
action of air delivered to orifice with pressure 392,4…441,45 kP .
Control valve 4 shifting should be smooth, without jerks.
Test air distributor for leakage under compressed air pressure 784,8 kP :
3-23
- with closed orifice and air supply to orifice ;
- with closed orifice and air supply to orifices and .
Air leakage from under the control valve not more 6 m³/min.
To inspect the splitter reducing valve, be sure to take it off the gearbox and place it onto a
stand equipped with pneumatic system with air pressure within 6 – 7 kg f/cm2 to be supplied to
valve inlet. Pressure gauge is to be placed in valve outlet, with measurement accuracy of at least
0,05 kg f/cm2. Observe if pressure of air discharged is within 3,95–4,45 kg f/cm2. If any other pres-
sure, take off the seal, undo the plug 12 (Fig. 3-37) and adjust the valve as follows - place selective-
ly the necessary number of shims 13; place the seal onto a valve.
Fig. 3-37. Reducing valve:

1 – spring body; 2 – inlet valve spring; 3 - gasket; 4 –
inlet valve; 5 – inlet valve rod; 6 - body; 7 – coupling
nut; 8 - membrane; 9 - washer; 10 – body cover;
11 – balancing spring; 12 - plug; 13 - adjusting shim.
Adjusting clearance between block of range change unit fork and coupling
Perform adjustment as follows (Fig. 3-38):
Fig. 3-38. Adjusting clearance between

block of range change unit fork and coupling:
– adjusting screw;
- nut;
- fork;
– air cylinder;
– cover.
- screw out the vision plug;

- set the adjusting screw flush with plane ;
- supply air to chamber of air cylinder, engage "high" gear in range-change unit;
- screw-in the adjusting screw till contact with plane C of fork;
- screw-in the adjusting screw by additional 0,5 rot. And lock by nut ;
- screw in the vision plug.
When mounting gearbox on a vehicle
For mounting gearbox on a vehicle:
- check the condition of the driving shaft with the aid of a test splined arbor of no less than
30 mm in height, which should move in the shaft splines freely (without jamming);
- avoid sharp impacts and do not load the driven disks with the weight of the gearbox or
with the force of a hoisting mechanism to avoid breakage of the clutch and driving shaft front bear-
ing located in the crankshaft;
- raise the gearbox after installing the clutch release coupling and retract springs;
- drive in the bolts attaching the splitter case or clutch case to the engine flywheel case;
3-24
- Drive in starter attachment bolts;
- prior remote control drive installation, grease working surfaces of heads and rod supports
with grease 158.
- install the remote control drive. When shifting gears with the help of remote control mech-
anism, seizure in rods is not allowed. Locators of gearshift mechanism should be distinctly felt in
neutral and in any engaged gear in gearbox;
- adjust the remote control mechanism.
- after mounting the gearbox check the full travel of the clutch release coupling. Movement
of the lever onto 40 to 50 mm measured on the 90-mm radius corresponds to this travel;
- Suspend the power unit by the gearbox eyebolts;
- Drive in the bolts attaching the gearbox support to the cross beam, remove the wooden bars
from under the second frame cross member and lower the power unit onto the supports;
- drive in the bolts attaching the suspension beam to the frame; insert the bolts into the holes
of power unit rear mountings, screw in the self-locking nuts;
- Tighten the attachment bolts of the power unit front mountings;
- Connect the air channels to the control valve of trailer braking mechanisms with a double-
wire drive;
- Align the holes of the flanged yoke of the intermediate axle cardan shaft with the holes of
the gearbox driven shaft flange; insert the bolts into the holes, install the spring washers, tighten the
nuts;
- Mount the pneumatic servo unit of the clutch hydraulic drive;
- Connect the plug connectors of the tachometer, tachograph (speedometer), semi-trailer
socket, braking signal actuation transmitter, reverse lamp, transmitters of pressure drop in the re-
ceivers;
- Slip on the hose connecting the engine inlet pipeline with the air cleaner connecting pipe;
install the tension shackles and secure the hose by inserting bolts into the shackle holes and tighten-
ing them with nuts;
- connect the wire connecting the starter relay with terminal “+” of the storage battery;
- connect the battery switch terminal with the truck frame (the terminal is located on the
storage battery box);
- connect the storage batteries to the truck electric circuit.
- Put back the floor boards;
- Pour oil into the gearbox case and check engine start 3 times. With this, clutch should be
released;
- Lower the truck cab;
- Check and, if necessary, adjust the clutch pedal free travel;
- check the clutch and gearbox proper installation on the operating engine with the crank-
shaft speed of 1800 – 2000 min-1, in doing so, control the following:
1. 1. Absence of jamming of the parts of clutch release mechanism;
2. Completeness of clutch release. With this view, disconnect the clutch completely to en-
sure clutch release sleeve travel not exceeding 12 mm. This corresponds to lever travel
onto 16 mm measured on the radius of 90 mm. In this position the first gear and reverse
gear should be actuated without rattling, and with the top gear engaged the driven shaft
should not rotate. Repeat the check at least three times.
3. Noise of gearbox operation (sharp uneven noise and hammering are not tolerated).
4. Gear shifting operability in the main box. Gear shifting should be implemented with the
clutch disengaged, without great efforts and jamming, actuation of synchronized gears with rattling
is not tolerated. In gearbox 154, shifting of gears should be carried out in the lower and high gears
of splitter.
3-25
5. Shiftability” of divider gears. With this view, supply compressed air to the reducing valve
under the pressure of 490-588 k Pa (5-6 kg f/cm2) and carry out 2 to 3 divider gear shifts transfer-
ring successively the control valve shift to the upper and lower positions and moving the divider
valve rod onto 6 mm having previously released the clutch. Shifting of divider gears should be dis-
tinct, without delay. Shifting of divider gears without clutch release is not tolerated. At both posi-
tions of divider valve control switch check the tightness of the joints and valve.
6. Absence of oil leak. Oil leak is not tolerated. Formation of oil stains without drop for-
mation is permitted in sealing points and in the points of breather installation.
Adjustment of remote control linkage of gearshift mechanism

Adjustment of remote control linkage of gearshift mechanism in gearbox model 154:
- gearshift lever 1 (Fig. 3-39) being in neutral position;
- to undo the nut 9 completely;
- to extract the tail 8 from a cone hole of lever 5, to release the rod 3;
- to secure the rod 3 in support 2 by means of technological stem 4;
- to set the lever 5 with angle 14±2,5º;
- rotating the tail 8, to match the cone pin axis with lever 5 hole, to tighten the nut 10 with
torque of 40...50 Nm;
- keeping the tail 8 from rotation (with the help of a wrench), to tighten the nut 15 with torque of
98…147 Nm;
- to take away the technological stem;
- to slacken the nuts 10;
- changing the rod 7 length, to provide the vertical position of lever 1 and rod 3. The deviation of
lever 1 and rod 3 from vertical surface is no more than 2 mm;
- to tighten the nuts 10 with torque of 40…50 Nm.
Fig. 3-39. Gearshift control linkage for gearbox model 154:

1 - gearshift lever; 2 – gearshift lever support; 3 – linkage; 4 - stem; 5 – lever; 6 – torque rod bracket; 7 – torque rod; 8 -
tail; 9, 10, 11- nut.
Adjustment of splitter air drive
3-26
After assembly, adjust the position of bolt
2 (Fig. 3-40):
- to screw bolt 2 into bracket so, that with
clutch pedal depressed to stop, the bolt head did
not contact with air valve 1;
- to depress the clutch pedal to stop and
keep in that position;
- to unscrew the bolt 2 till its spherical part
contacts with surface of end of air valve stem;
- additionally, to unscrew bolt 2 onto
3,5…4 turns, so that the end was sunk onto
4,5…5mm;
Fig. 3-40. Adjustment of splitter air drive: - to tighten the lock nut 3.
1 – air valve; 2 – bolt; 3 – lock nut.
Gearbox trouble shooting
Table 3-4.
Trouble Remedy
Shifting of all gears is difficult, the reverse and 1st gears crunch when engaged
Incomplete release (dragging) of clutch Adjust free travel of clutch release means
Gear-shifting is hard
Dirt is in remote control rod supports. Grease is thick- Wash supports and pack with fresh grease N158
ened or lacks
The 2-nd, 3-d, 4-th and 5-th gears engage with knocks and crunching
Wear-out of synchronizer taper rings and of locking Change the synchronizer
chamfers of pins and slide. Underrated force required
for shifting slide out of neutral
Gears engagement in splitter with knocks and crunch
Increased pressure in splitter control pneumatic sys- Adjust the reducing valve
tem
Broken membrane of reducing valve Change the membrane
Wear-out of synchronizer taper rings, locking edges Change the synchronizer
of pin and slider.
Wear-out of blocks of splitter shift fork
No air discharge to atmosphere at gear-shift in splitter Disassemble the valve, wash its items including
because of dirty air channels and breather of splitter the breather. At valve assembly, apply grease 158
engagement valve. onto all rubbing surfaces.
No clearance between synchronizer slider and block Adjust the clearance.
of splitter shift fork.
Spontaneous disengagement of gears while in motion
Incomplete meshing of gears due to faulty gearshift Tighten up fasteners, change worn parts, adjust the
locators, wear-out of fork arms or retainers; forks and remote control.
levers got loose; remote control is maladjusted.
Output shaft spline lock is inoperative Change shaft and the respective synchronizer
Gears fail to get in mesh
Wear-out of items; maladjustment of gearbox remote Adjust control linkage, change worn-out items,
control linkage. tighten up the fasteners.
Failure of output shaft gear bearings. Change the faulty items.
3-27
Gears in splitter fail to engage
Jamming of air distributor small pistons Disassemble, wash its items, apply the grease
CIATIN 221 onto air distributor items.
Dirty pneumatic system of splitter control Wash and blow-through the throttle, air lines and
valves.
Noisy operation of gearbox
Excessive wear or breakage of gears teeth. Failure of Change the faulty items
gear bearings.
Failure of shaft bearings. Change the faulty items
Oil leaks from gearbox
Glands are worn-out or stiffened Change glands
Overpressure in gearbox case Flush breather
Poor tightness of sealed joints Tighten up fasteners or change gaskets.
Synchronizer brass rings are worn-out in main gearbox
Incomplete release of clutch when gears are shifted Change synchronizers. Inspect the operation of
clutch and linkage.
Splitter synchronizer cone rings are worn-out
Maladjusted position of splitter engagement valve Change the synchronizer. Adjust the position of
locator. valve locator.
Incomplete release of clutch. Inspect the operation of clutch and linkage.
Operation manual for gearbox electro-pneumatic control system .421447.002
is attached in Appendix.
3-28
Gearbox models ZF 16S1820 TO and ZF 9S1310 TO
Gearbox ZF 16S1820 TO consists of main 4-speed reduction gear, front double-speed split-
ter and range-change unit (demultiplicator).
Gearbox ZF 9S1310 TO is 4-speed with low gear and reverse gear, with intermediate shaft.
Number of gears double thanks to rear-mounted planetary range-change unit. So, together with low
gear, there are 9 forward gears. Gears 1 - 4 are for low range, gears 5 - 8 are for high range of
range-change unit.
Technical data for gearbox ZF 16S1820 TO
Table 3-5.
Gearbox type Sixteen-speed manual gearbox
Max. input torque, Nm 1850
Ratios:
Forward 13,80-0,84
Reverse 12,92-10,80
Electronic tachometer z=6
Shifting
-main gearbox All forward gears are engaged by synchronizers, the reverse gear –
by toothed coupling.
- splitter, range-change unit Synchronized.
Shifting control
- main gearbox By horizontal shifting shafts, by double-H change diagram.
- splitter Pneumatic valve shifter on gearshift lever
- range-change unit Double-H change diagram: shifting is independent, with corre-

sponding selection. Automatic shifting (pneumatic) when shift-
ing between gears 3/4 and 5/6 and vice versa.
Weight (w/o additional equipment), 289
appr., kg
Technical data for gearbox ZF 9S1310 TO
Table 3-6.
Torque in inlet, max. Nm 1300
Ratios:
Forward 9,48-0,75
Reverse. 8,97
Electronic tachometer z=8
Shifting manual
-main gearbox low and reverse gear with cam couplings, rest gears
are with synchronizers
- range-change unit with synchronizer
Shifting control
- main gearbox By horizontal shifting shafts, by double-H change dia-
gram
- range-change unit Double-H change diagram: shifting is air-controlled

and automatic when shifting between gears 3/4 and
5/6 and vice versa
Weight, appr., kg 190
Additional equipment
Depending upon vehicle version, gearbox ZF 16S1820 TO may be equipped with additional
units (Fig. 3-41).
3-29
Fig. 3-41. Additional units for gearbox ZF 16S1820 TO.
Gearbox ZF 9S1310 TO, depending upon vehicle configuration, may be provided with addi-
tional units (Fig. 3-42):
- driven from PTO box clutch (e.g.: N1) to install on side of PTO shaft;
- PTO box with synchronous drive (e.g.: N…PL) to install on side of PTO shaft.
Fig. 3-42. Additional units for gearbox
ZF 9S1310 TO:
1 - gearbox;
3 - N 109 PL;
4 - N1, N4;
5 - N 109/10;
B – joining surface.
Maintenance
Regular maintenance provides reliable gearbox operation. The observation of maintenance
intervals is especially important.
Transmission oil
The required oil quantity, oil grade and designation are specified in Lubrication chart of
Manual.
Oil drain
To change oil after long trip, while oil is warm.
To drain oil from gearbox ZF 16S1820 TO:
- unscrew both threaded plugs 1, 2 of drain holes on bottom of gearbox (Fig. 3-43) and col-
lect used oil into vessel.
- clean the plug of oil filling orifice 1, change the sealing ring and tighten with specified
torque.
3-30
- clean the plug of oil filling orifice 2, change the sealing ring and tighten with specified
torque.
Fig. 3-43. Oil drain from gearbox ZF 16S1820 TO:

1 – threaded plug of drain orifice (60 Nm);
2 – magnet plug of drain orifice (60 Nm).
To drain oil from gearbox ZF 9S1310 TO, unscrew both threaded plugs 2, 3 of drain holes
on bottom of gearbox (Fig. 3-44). Prior screwing-in, to change the sealing ring of plug 2. Prior
screwing-in, to clean the magnet of plug 3 of stick wear particles and change the sealing ring.
Fig. 3-44. Oil drain from gearbox ZF

9S1310 TO:
1- filling orifice (60 Nm);
2 - threaded plug of drain orifice (60 Nm);
3– magnet plug of drain orifice (120 Nm).
Fig. 3-45. Drain plugs in gearbox case As Tronic

12AS1210:
1 – drain plug; 3 – filling plug (check orifice) (from both
sides).
Oil priming
- To prime oil in filling orifice (Fig. 3-46).
- Oil level is OK if oil reaches bottom edge of filling orifice or if oil already flows out of
filling orifice.
3-31
Fig. 3-46. Oil filling.
Insufficient oil quantity in gearbox supposes insufficient greasing which is especially

dangerous in mountains. Excessive oil quantity causes gearbox overheating because of oil
foaming.
Oil level check
Insufficient oil quantity in gearbox causes the gearbox breakage.
To inspect the oil level in gearbox regularly.
- The oil level inspection is performed while truck is on level site.
- Do not check the oil level after work immediately (mistaken result). The oil level inspec-
tion is performed when oil has been cooled (below 40 °C).
- To drive out the threaded plug of oil filling hole.
- If oil level is below the hole edge, to top up oil.
During each inspection, to check the gearbox for leakage.
Clutch testing
To provide the long service life and operability for synchronizers, provide the clutch proper
disconnection. The clutch operability is tested as follows:
- with warm engine idling, to depress the clutch pedal. In some 20 sec, not more, to engage
the reverse gear slowly. If you hear the groaning of toothed couplings (the sound of touching the
cams of coupling), to adjust the clutch or inspect it.
Gearshift control linkage adjustment
To adjust the linkage, proceed as follows:
- to shift the gearshift lever 1 (Fig. 3-47) to neutral position;
- to slacken the nut 11;
- to undo the nut 9 completely;
- to extract the tail 8 from a cone hole of lever 5, to release the rod 3;
- to secure the rod 3 in support 2 by means of technological stem 4;
- to set the lever 5 with angle 12º to vertical;
- rotating the tail 8, to match the cone pin axis with lever 5 hole, to tighten the nut 9 with torque
of 40...50 Nm;
- keeping the tail 8 from rotation (with the help of a wrench), to tighten the nut 11 with torque of
98…147 Nm;
- to take away the technological stem;
- to slacken the nuts 10;
- changing the rod 7 length, to provide the vertical position of lever 1 and rod 3. The deviation of
lever 1 and rod 3 from vertical surface is no more than 2 mm;
- to tighten the nuts 10 with torque of 40…50 Nm.
3-32
Fig. 3-47. Gearshift control linkage for gearbox:
1 - gearshift lever; 2 – gearshift lever support; 3 – linkage; 4 - stem; 5 – lever; 6 – torque rod bracket; 7 – torque rod; 8
- tail member; 9, 10, 11- nut.
Gearbox ventilation
Transmission oil is heated during work. In view of this, the increased pressure is created in-
side the gearbox. To decrease that pressure, the uniting hoses are connected to gearbox breather, to
clutch case and to power booster breather (Fig. 3-48). Free ends of hoses go to engine compartment.
Fig. 3-48. Gearbox ventilation

1 – uniting hose to gearbox case breather; 2 – uniting hose to power booster breather; 3 – uniting hose to clutch case.
Nameplate
Nameplate contains the most important details on gearbox. It is in upper part of gearbox.
The following information is required during monitoring or repair (Fig. 3-49):
1. 1. Gearbox number according to specification
2. Gearbox type
3. Gearbox series number
3-33
Fig. 3-49. Nameplate (example).
Repair manual for gearbox models ZF 16S1820 TO, ZF 9S1310 TO is presented in Ap-
pendix.
Operation modes for gearbox model As-Tronic, diagnostic information is shown in LC dis-
play arranged in instrument cluster. Diagnostic codes of ZF As-Tronic gearbox faults are specified
in Table 3-7.
FAULT CODES FOR ZF AS-Tronic GEARBOX
Table 3-7.
Number Fault description FMI SPN
2 Short circuit to ground of valve Y2 outlet (front splitter group). In gearbox ver- 5 2
sion with direct gear (DD), gear shifting to fast group is impossible. In gearbox
version with accelerating gear ( D), gear shifting to slow group is impossible.
3 Short circuit to ground of valve Y3 outlet (front splitter group). In gearbox ver- 5 3
sion with direct gear (DD), gear shifting to fast group is impossible. In gearbox
version with accelerating gear ( D), gear shifting to slow group is impossible.
4 Short circuit to ground of valve Y4 outlet (valve of selection). 5 4
8 Short circuit to ground of valve Y8 outlet (rear splitter group) 5 8
For ASTronic2: Engagement of slow group is impossible
For ASTronic mid: Engagement of fast group is impossible
9 Short circuit to ground of valve Y9 outlet (rear splitter group) 5 9
For ASTronic mid: Engagement of fast group is impossible
10 Short circuit to ground of master air valve Y10 outlet. Air pressure on energizing 5 10
valves is not available.
12 Short circuit to ground of ZF controller outlet, connected to relay of reversing 0 12
lamps.
13 Short circuit to ground of ZF E-Module outlet, connected to PTO box 1 0 13
(PT 1).
14 Short circuit to ground of ZF E-Module outlet, connected to PTO box 2 0 14
(PT 2).
17 Short circuit to ground of Y1 valve outlet of transmission brake. 5 17
3-34
18 Short circuit to ground of Y17 valve outlet. 5 18
(slow opening of clutch).
19 Short circuit to ground of Y15 valve outlet (slow connection of clutch). 5 19
20 Short circuit to ground of Y16 valve outlet (quick disconnection of clutch). 5 20
21 Short circuit to ground of Y14 valve outlet (quick disconnection of clutch). 5 21
22 Short circuit to ground of ADVP or ADVP1 outlet 5 22
(Power supply for output shaft 1 speed sensor).
26 Time-out for CAN message: "configuration of motor brake" (message on motor 4 26
configuration).
27 No signal to CAN bus "configuration of motor brake" (message on motor con- 8 27
figuration).
28 No signal to CAN bus "Valid moment % of brake – propeller drive retarder". 8 28
29 No signal to CAN bus "Increase of engine cooling capacity". 8 29
30 No signal to CAN bus "Secondary configuration of brake-retarder". 8 30
31 No signal to CAN bus "Valid moment % of brake – motor retarder". 8 31
32 No signal to CAN bus " ". 8 32
33 Time-out for CAN message: "configuration of motor brake ". 4 33
34 Violation in outlet to valve Y2 (front splitter group). 10 34
In gearbox version with direct gear (DD), gear shifting to fast group is impossi-
ble. In gearbox version with accelerating gear ( D), gear shifting to slow group
is impossible.
35 Violation in outlet to valve Y3 (front splitter group). 10 35
is impossible.
36 Violation in outlet to valve Y4 (valve of selection). 10 36
37 Violation in outlet to valve Y5 (valve of selection). 10 37
38 Violation in outlet to valve Y6 (valve of engagement). 10 38
39 Violation in outlet to valve Y7 (valve of engagement). 10 39
40 Violation in outlet to valve Y8 (valve of rear splitter group). 10 40
For ASTronic2: Engagement of slow group is not possible
For ASTronic mid: Engagement of fast group is not possible.
41 Violation in outlet to valve Y9 (valve of rear splitter group). 10 41
For ASTronic2: Engagement of slow group is not possible
For ASTronic mid: Engagement of fast group is not possible.
42 Signal cease in outlet to main air valve Y10. 10 42
Air supply is not available.
45 Violation in outlet of ZF -module to valve of PTO box 1 (PT 1). 0 45
46 Violation in outlet of ZF -module to valve of PTO box 2 (PT 2). 0 46
49 Violation in outlet to valve of transmission brake Y1. 10 49
50 Violation in outlet to valve Y17 (slow opening of clutch). 10 50
51 Violation in outlet to valve Y15 (slow closure of clutch). 10 51
52 Violation in outlet to valve Y16 (fast opening of clutch). 10 52
53 Violation in outlet to valve Y14 (fast closure of clutch). 10 53
54 Violation in outlet ADVP or ADVP1 10 54
(power supply for output shaft rotation sensor 1).
3-35
59 Violation of signal confirming the engagement of PTO box 1 (PTO 1). 8 59
60 Violation of signal confirming the engagement of PTO box 2 (PTO 2). 8 60
61 Fault at disengagement of PTO box 1 (PTO 1). 8 61
62 Fault at disengagement of PTO box 2 (PTO 2). 8 62
63 Fault at engagement of PTO box 1 (PTO 1). 8 63
64 Fault at engagement of PTO box 2 (PTO 2). 8 64
65 Transmission oil temperature is exceeded. 1 65
66 Short-circuiting on "+" of power supply of valve Y2 outlet (front splitter group). 6 66
is impossible.
67 Short-circuiting on "+" of power supply of valve Y3 outlet (front splitter group). 6 67
is impossible.
68 Short-circuiting on "+" of power supply of valve Y4 outlet (selection valve). 6 68
69 Short-circuiting on "+" of power supply of valve Y5 outlet (selection valve). 6 69
70 Short-circuiting on "+" of power supply of valve Y6 outlet (engagement valve). 6 70
71 Short-circuiting on "+" of power supply of valve Y7 outlet (engagement valve). 6 71
72 Short-circuiting to "+" of power supply of valve Y8 outlet (rear splitter group). 6 72
For ASTronic mid: Engagement of fast group is impossible.
73 Short-circuiting on "+" of power supply of valve Y9 outlet (rear splitter group). 6 73
For ASTronic mid: Engagement of fast group is impossible.
74 Short-circuiting to "+" of main air valve Y10 outlet. 6 74
76 Short-circuiting on "+" of power supply of ZF controller outlet connected to re- 0 76
versing lamp relay.
77 Short-circuiting on "+" of power supply of ZF E-Module outlet connected to 0 77
PTO box 1 (PT 1).
78 Short-circuiting on "+" of power supply of ZF E-Module outlet connected to 0 78
PTO box 2 (PT 2).
81 Short-circuiting on "+" of power supply of transmission brake valve Y1 outlet. 6 81
82 Short-circuiting on "+" of power supply of valve Y17 outlet (slow clutch re- 6 82
lease).
83 Short-circuiting on "+" of power supply of valve Y15 outlet (slow clutch clo- 6 83
sure).
84 Short-circuiting on "+" of power supply of valve Y16 outlet (fast clutch open- 6 84
ing).
85 Short-circuiting on "+" of power supply of valve Y14 outlet (fast clutch closure). 6 85
86 Short-circuiting on "+" of power supply of ADVP or ADVP1 outlet 6 86
(Power supply for output shaft rotation sensor 1).
90 Violation of connection between processor 1 (P1) and processor 2 (P2). 9 9
(Inner electronic error (TCU)).
91 Standby time for CAN bus has elapsed: EBC1 (message of brake request). 4 91
92 No signal to CAN bus: "ABS– Control is active". 8 92
3-36
93 No signal to CAN bus "ASR Engine control is active", (message EBC1). 8 93
94 No signal to CAN bus "ASR Brake control is active", (message EBC1). 8 94
95 No signal to CAN bus "Cruise-control is engaged". 8 95
96 No signal to CAN bus "Setting the speed by cruise-control ". 8 96
97 No signal to CAN bus "engine speed". 8 97
98 No signal from ZF sensor "rotation speed in gearbox inlet". 8 98
99 No signal from ZF sensor "output shaft 1 rotation signal". 8 99
100 No signal from ZF sensor "output shaft 2 rotation signal". 8 100
101 No signal from ZF sensor "output shaft rotation signal" and no signal to CAN 8 101
bus "output shaft rotation signal ".
102 Outside the tolerance range for signal between rotation speed in gearbox inlet 3 101
and rotation speed in outlet.
103 No signal to CAN bus "vehicle speed". 0 103
104 On-board voltage is excessive. 1 104
105 On-board voltage is low. 2 105
107 Supply voltage of clutch sensor is outside the permissible range (AU outlet). 2 107
108 Mechanical fault of rotary switch. 8 108
110 Standby time for ZF-CAN bus has elapsed. 0 110
113 Standby time for CAN bus has elapsed: "retarder configuration". 4 113
114 Clutch closes spontaneously, irrespective of position – stop or with gear en- 0 114
gaged.
115 Faulty control lever. 0 115
117 Fault in process of clutch state identification. 0 117
118 Clutch opening failed. 0 118
119 Clutch is not closed, torque from engine is not available. 0 119
120 Mechanical fault of valve Y17. 0 120
124 No signal "clutch travel". 0 124
125 Failure of reduction valve. 0 125
126 No signal from pressure gauge. 3 126
127 No signal from gearbox temperature sensor. 3 127
128 No signal from oil temperature sensor. 3 128
129 Short-circuiting on "+" of power supply of shifting sensor (master drive). 6 129
130 Short-circuiting on "ground" of shifting sensor (master drive). 5 130
131 No signal from shifting sensor (master drive). 10 131
132 Error when testing the shifting sensor (master drive). 9 132
133 Short-circuiting on "+" of power supply of accelerator electronic pedal sensor. 6 133
134 Short-circuiting on "ground" of accelerator electronic pedal sensor. 5 134
135 No signal from accelerator electronic pedal sensor. 10 135
136 Error when testing the accelerator electronic pedal sensor. 9 136
137 Short-circuiting on "+" of power supply of rear splitter sensor. 6 137
138 Short-circuiting on "ground" of rear splitter sensor. 5 138
3-37
139 No signal from rear splitter sensor. 10 139
140 Error when testing the rear splitter sensor. 9 140
141 Short-circuiting on "+" of power supply of front splitter sensor. 6 141
142 Short-circuiting on "ground" of front splitter sensor. 5 142
143 No signal from front splitter sensor. 10 143
144 Error when testing the front splitter sensor. 9 144
145 Disengagement of rear splitter group has failed 0 145
146 No shifting when engaging the rear splitter group. 0 146
147 Rear splitter group fails to be engaged. 0 147
148 Front splitter group fails to be disengaged. 0 148
149 No shifting when engaging the front splitter group. 0 149
150 Front splitter group fails to be engaged. 0 150
151 Selected cylinder fails to be disengaged. 0 151
152 No shifting of selected cylinders. 0 152
153 Selected cylinder fails to be engaged. 0 153
154 Main gear fails to be disengaged. 0 154
155 Main gear fails to be engaged. 0 155
156 Wrong shifting in main gear. 0 156
157 Signal from main gear engagement sensor remains in selected position. 0 157
158 Signal from main gear engagement sensor remains in position selected by driver 0 158
159 In motion, the signal from rear splitter engagement sensor does nor preserve se- 0 159
lected position.
160 In motion, the signal from front splitter engagement sensor does nor preserve 0 160
selected position.
163 No signal from engine speed sensor. 0 163
164 No signal to CAN bus "Engine torque from position of accelerator electronic 8 164
pedal".
165 No signal to CAN bus " Position of accelerator electronic pedal". 8 165
166 Accelerator electronic pedal is in idling position. 0 166
168 No signal of idling from accelerator electronic pedal. 8 168
169 No signal from gearbox electronic control module about disengagement of main 0 169
relay.
170 Power voltage of main relay is not available (kl.30). 0 170
171 No signal to CAN bus "Engine torque". 8 171
173 Signal from brake sensor is not available. 8 173
174 Signal from "Kick-down" switch sensor is not available. 8 174
175 Power voltage of "Ignition key" (kl.15) is not available. 4 175
177 CAN bus is not active. 4 177
178 CAN bus is faulty. 4 178
179 Standby time for messages from CAN bus is exceeded. 0 179
180 Standby time for CAN message has elapsed:"EEC1". 4 180
181 Standby time for CAN message has elapsed: "EEC2". 4 181
182 Standby time for CAN message has elapsed: "CCVS". 4 182
3-38
183 Standby time for CAN message has elapsed "ERC1_ER" (motor brake). 4 183
184 Standby time for CAN message has elapsed "ERC1_DR" (retarder) 4 184
188 Error in main electronic control module or electronic control module and soft- 0 188
ware are not compatible.
189 Program failure in main electronic control module. 0 189
190 Programming parameter EEPROM is out of range. 0 190
191 Error of control sum of programming parameter EEPROM. 0 191
192 EEPROM error in in main electronic control module or error of control sum 0 192
(processor 2).
193 Excessive temperature of gearbox control module. 1 193
194 Both signal sources for front axle speed are not available. 0 194
197 No signal to CAN bus "Front axle rotation speed". 8 197
199 Standby time for CAN message has elapsed: "indication of wheel rotation 4 199
speed".
227 Error in setting the CAN parameters in data field. 0 227
231 Standby time for CAN message has elapsed: "EEC3". 4 231
250 Controller inner error. 0 250
251 Extension module inner error (E-module). 0 251
3-39
NMV 221 Power-take-off box driven from engine
for ZF Ecosplit gearbox
Technical data
Table 3-8.
Model NMV 221
Installation integrated into ZF-Ecosplit gearbox
PTO shaft torque1) 0,98 x
at nout. nengine max 2000 Nm at appr. 2000 h
1,55 x
nengine max 1300 Nm at appr 1500 h
Drive rotation direction Similar with engine rotation
Engagement Engaged and disengaged under load by hydraulic multi-disk
actuation
clutch
max 2000 min-1 at iNMV = 0,98
additional engine speed
max 1.300 min-1 at iNMV = 1,55
at engagement
depending upon uniting mass inertia moments and driving
torque
required pressure at en-
13 up to 17 bar (at nengine above appr. 600 min-1) 2)
gagement
control Pneumatically, built into air cylinder control valve
required air pressure 6 up to max 12 bar
Weight (gearbox + NMV) 16 S 1820 + NMV = appr. 16 S 221 + NMV = appr. 403
373 kg kg
Required oil pressure 3 up to 4 bar (at nengine above appr. 600 min -1) 2)
Permissible working temperature max. 110 °C;
besides, short-time peak temperatures up to max 130 °C are
permissible
Oil feed system
Oil system common with gearbox
Oil filling volume 16 S 1820 + NMV = appr. 13 16 S 221 + NMV = appr. 15 l
l
Oil grade in accord with current ZF list of oils TE-ML 02
1)
These values are valid for irregularity factor 1,0, i. . for operation mode without shocks and vibrations,
and for engine speed 1 500 min-1.
2)
and at working temperature minimum 40 °C.
NMV 221 PTO box driven from engine is built into clutch case (size SAE 1) of gearbox.
PTO box is driven by hollow shaft through which primary shaft of main gearbox goes.
Clutch coupling with thru shaft serves to drive both shafts.
In view of this, hollow shaft is directly connected with engine. This means that as soon as
engine is started, PTO box is ready for work and may be engaged.
NMV PTO shaft rotation speed, depending upon ratio of cylindrical gear, is 0,98 or 1,55 x
engine speed.
3-40
Fig. 3-50. NMV scheme:
1 - clutch coupling with thru drive for NMV; 2 - hy-
draulic multi-disk clutch; 3 – control pneumatic valve; 4
- ; 5 – NMV PTO shaft flange; 6 –
primary shaft of main gearbox. Fig. 3-51. ZF-Ecosplit NMV 221.
PTO shaft rotation direction is similar to that of engine, i.e. counter-clockwise, if view to
NMV PTO shaft flange.
Zone of power-take-off supposes the connection of propeller shaft, PTO is engaged and dis-
engaged under load by hydraulic multi-disk clutch.
The required oil under pressure is sucked by built into NMV oil pump from gearbox oil
sump.
Oil pressure is adjusted by control valve arranged on NMV body.
Engagement
Control valve for multi-disk clutch is driven pneumatically by air cylinder with single-side
air feed. It is built into shifting valve.
Air pressure for pneumatic control is 6 up to max 12 bar.
PROMPT
In view of existing driving torque of multi-disk clutch, the NMV PTO flange rotates also in
disengaged state. This residual torque constitutes appr. 10 Nm at engine speed 1300 min-1 and
working temperature 40 °C.
Stop is provided only when counter-torque of unit being driven achieves 10 Nm.
This should be taken into consideration when driving easy moving equipment (e.g., fire cen-
trifugal pumps).
Control
Operation of NMV 221 PTO box driven from engine
Operation is possible on stationary and moving vehicle.
PROMPT
• NMV may be engaged or disengaged only with engine working.
• If engaged during work, at engine speed above appr. 600 min-1 and oil temperature mini-
mum0 °C, the required engagement pressure (13 up to 17 bar) must be assured. Thus, the clo-
sure of multi-disk clutch is assured.
• At PTO box engagement, the following engine speeds should not be exceeded:
2000 min-1 at ratio NMV = 0,98
1300 min-1 at ratio NMV = 1,55
• Engine speed during PTO box working under load should be at least n = 800 min-1.
3-41
NMV engagement on stationary vehicle
• Engage the parking brake.
• Shift gearbox to neutral.
• Start the engine.
• At speed between 600 min-1 and 1300 min-1 or, correspondingly, 2000 min-1, engage NMV.
PROMPT
Engage NMV only with engine working!
WARNING
In vehicles with special body and separate control panels (e.g., maintenance vehicle for
oil fields), in no case, engine stop should not be done as intended shut-down by unit being
driven. Otherwise, it may cause excessive NMV overloading and, thus, damage of multi-disk
clutch.
NMV engagement on moving vehicle

• Decrease engine speed below 1300 min-1 or, correspondingly, 2000 min-1.
• Engage NMV.
• Again, increase engine speed till required.
PROMPT
• During work in motion, gear shifting is tolerable.
• Disengage NMV only during motion or in stationary vehicle with engine working.
General prompts
The corresponding instruments on vehicle are required to monitor engagement pressure and
working temperature. (Depending upon vehicle type, in driver’s cab or in instrument panel, versions
of connection – see Fig. 3-56, pos. 6).
PROMPT
During NMV operation, be sure to pay attention to the following:
• Required engagement pressure should be available. If pressure is not reached by engine
speed increase, be sure to clean oil filter or inspect oil level.
• Working temperature should not exceed 110 °C. Besides, short-time peak temperatures
up to max 130 °C are permissible.
NMV operation at low ambient temperatures
At ambient temperatures below 0 °C, oil pressure for NMV engagement and lubrication is
not sufficient.
PROMPT
Prior NMV engagement, start the vehicle appr. for 10 minutes for transmission oil to reach
working temperature necessary for NMV operation (> 0 °C).
Hazard operation
If NMV engagement device fails (e.g., faulty control valve), PTO box driven from engine
may continue working using built-in hazard engagement device.
PROMPT
Hazard engagement device is not designed for prolonged operation. With working operation
over (e.g., dumping of mixing drum), be sure to eliminate trouble.
3-42
1
Fig. 3-52.
1 – splined nut;
2 – lock washer;
3 – hex screw.
• Remove hex screw and lock washer.

• Rotate splined nut onto three complete turns to the left (if view to PTO shaft flange).
• Rotate PTO shaft flange slightly.
• Again, lock the splined nut.
Mechanical connection inside NMV is provided by cam toothed mesh on cage of friction
disks and connected with output shaft of lug ring.
With PTO shaft flange rotation, the position “tooth-onto-tooth” of cam clutch is prevented.
WARNING
• With NMV failure, as oil pump is faulty, the appropriate lubrication of gearbox is not
provided any more.
• Observe suggestions on towing presented in Ecosplit Operation manual.
Maintenance
PROMPT
• To assure operation reliability for gearbox and PTO box, the specified oil change intervals,
oil grades must be observed, as well as oil level inspection must be provided.
Other maintenance procedures for gearbox are specified in Ecosplit gearbox Operation man-
ual.
• NMV 221 PTO box driven from engine has common with gearbox lubrication system.
Oil grades
PROMPT
• For gearbox priming, only oils of current ZF list of oils TE-ML 02 are permissible.
• List of oils is available in all ZF maintenance centers and on site http://www.zf.com.
Oil volume
Oil volume in gearbox is indicated in separate Operation manual.
Additional oil volume for NMV PTO box is 2 l. If other PTO boxes are installed, be sure
to provide additional oil volume for them as well.
PROMPT
The determining factor for exact oil volume is correct oil priming
3-43
Oil change intervals
Oil change intervals are specified in ZF list of oils TE-ML 02.
PROMPT
To assure operation reliability for gearbox, the specified oil change intervals must be ob-
served!
Oil level check
WARNING!
Insufficient oil quantity in gearbox causes its breakage. !
To inspect the oil level in gearbox regularly – on plug of oil by-pass orifice (pos. 1, Fig. 3-
54).
PROMPT
To avoid mistakes during measurements, oil level check in gearbox with NMV should be
performed:
• while vehicle is on level site;
• with engine stopped;
• with transmission oil cooled.
Oil change
Old oil drain
PROMPT
To change oil after long trip, while it is warm and fluid.
Fig. 3-53. Bottom view.

1 – drain orifice threaded plug (60 Nm);
2 - drain orifice magnet plug (60 Nm).
• unscrew oil drain plug in gearbox (Fig. 3-53, pos. 1 and 2) and collect used oil into vessel.
• Tighten the oil drain orifice plug (Fig. 3-53, pos. 1) with required torque.
• Clean the magnet plug of drain orifice (Fig. 3-53, pos. 2), change the sealing ring with re-
quired torque.
Oil priming
• To prime the required volume of transmission oil (16 S 1820 = appr. 13 l; 16 S 221 =
appr.15 l) through oil filling orifice (Fig. 3-54, pos. 1), till oil starts flow out.
• Fill appr. 2 l of oil through oil filling orifice (Fig. 3-55, pos. 1a) 2 .
WARNING: Pos. 1a is not an over-filling point!
3-44
• Shift gearbox to neutral and let engine warm up appr. for 3 minutes idling, with clutch en-
gaged.
• Stop engine and once more top up oil in pos. 1 of gearbox till overflow.
Fig. 3-54. Oil filling orifice and over-filling control. Fig. 3-55. Oil filling orifice for NMV.
Oil filter change
PROMPT
Be sure to change filter with each oil change.
WARNING!
If transmission oil is hot: Danger of burning!
• Indo the fastening screws (pos. 4, Fig. 3-56).
• Pull off the cover and remove the filter (3) out of orifice.
• Inspect the circular ring (1) on filter cover for damage, change, if need be.
• Grease the circular ring (2) of new filter.

• Insert new filter into body. Close the gearbox hole with filter cover.
• Tighten the fastening screws with torque 23 Nm.
Fig. 3-56.
4 – fastening screws; 5 – position of oil filter; 6 – connection of manometric switch (M10x1); 7 – measurement point
engagement pressure / lubrication pressure; 8 – connection point for compressed air to engage PTO box N (M12x1,5).
3-45
To control engagement pressure and oil pressure
Regularly, check engagement pressure and oil pressure.
If separate pressure gauge is not installed in a vehicle, be sure to check pressure at least with
each filter change.
• Engagement pressure measure point (Fig. 3-56, pos.7). With NMV position „ON”, the
required pressure is appr. 13 to 17 bar.
• Lubrication pressure measure point (Fig. 3-56, pos. 7). With NMV position „OFF”, the
required pressure is appr.3 to 4 bar.
PROMPT
The required engagement pressure from 13 to 17 bar should be available at:
• engine speed above appr. 600 min-1 and
• working temperature minimum 40 °C.
Compressor equipment maintenance
Under influence of weather, condensate is formed in compressor equipment. So, weekly, or
daily in winter, eliminate water from air receiver (6) and compressed air filter (3) (Fig. 3-57).
PROMPT
Rust, water and other contaminants from air receiver violate operation or cause damage of
valves and engagement cylinders.
Fig. 3-57. Connection scheme for PTO box pneumatic control:

1 – PTO box engagement valve N; 2 – air release; 3 – compressed air filter with water separator and water drain cock; 4
– outlet pipe; 5 - water drain cock; 6 – compressed air tank (independent of brake drive receiver); 7 – by-pass valve; 9 -
„Off”; 10 - „On”.
Gearbox ventilation
Transmission oil is heated during work.
In view of this, the increased pressure is creat-
ed which is steadily decreased by breather.
PROMPT
Be sure to provide constant operability
of breather. Breather should be clean, plastic
cover being removed.
Fig. 3-58. Breather.
Nameplate
Nameplate contains the most important details. It is arranged on the left side along moving
direction, on gearbox side.
3-46
The following information is required during monitoring, ordering or repair:
1. Gearbox number according to specification
2. Gearbox type
3. Gearbox series number
Fig. 3-59. Nameplate ZF-Ecosplit 16 S 221 + NMV 221.
3-47
TRANSFER CASE
Transfer cases are installed in all-wheel-drive KAMAZ vehicles for general-purpose roads
and off-road.
The purpose of transfer case is the distribution (with certain proportion) of power flow from
engine to truck driving axles: to the intermediate and rear driving axles, to front driving axle.
Transfer case supposes two driving modes: in off-rod, low gear is engaged in transfer case,
while on public rods, high gear is engaged.
When moving on slippery roads, to avoid skidding, provision is made in the transfer case for
locking the differential of drives of front and rear driving axles.
Vehicles depending upon model and configuration may be equipped with transfer case mod-
els VG 1600/300, VG 2000/300 of «ZF Steyr», Germany, Z-6522, ZQC2000-69A of
«Zhuzhou Gear Co., Ltd», China.
Transfer case VG 1600/300, VG 2000/300 of «ZF Steyr» is double-speed, with three shafts,
the rotation main direction – clockwise (from side of input flange).
«ZF Steyr» Transfer case technical data
Table 3-9.
Model VG 1600/300 VG 2000/300
Weight (without oil and PTO box), kg 305 335
Maximum permissible input torque on the
primary shaft, Nm (kg f m) 18000 25000
Maximum rotation speed of input shaft, rpm
2800
Ratio of the first (low) gear
1,536
Ratio of the second (top) gear
0,89
Inter-center distance between input and
output shafts, mm 300
Inter-axle differential Planetary, asymmetric with cylindrical gears, distributes
the power flow in proportion between front and rear axles:
1:2,696
Gear shift control pneumatic, three-position (or double-position), with elec-
tric sensor of low (high) gear
Differential lock control Remote control with pneumatic drive, two-position pneu-
matic valve
Lubrication system by spraying or forced-feed, by means of built-in pump
Case Composed of two parts
Oil to be primed, l 7,8 8,4
Repair manual for transfer cases ZF Steyr VG 1600/300, VG 2000/300 is presented in

Appendix.
Repair manual for transfer cases ZF Steyr VG 1600/300 is presented in Appendix.
Z-6522 transfer case with increased torque
3-48
Transfer case technical data Z-6522
Table 3-10.
6522 6522
Model
(for vehicles 6 6) (for vehicle 8 8)
Base model weight, kg 345 345
Maximum permissible input
torque on the primary shaft, 25000 (2500) 25000 (2500)
Nm (kg f m)
Number of gears 2 2
Ratio of the first (low) gear 1,593 1,593
Ratio of the second (top) gear 0,872 0,872
Inter-axle differential Planetary, asymmetric with cylin- Planetary, symmetric with cylin-
drical gears, distributes the power drical gears, distributes the power
flow in proportion as follows: to flow in proportion as follows: to
front axle – 27,5%, to rear axle – front axle – 27,5%, to rear axle –
72,5% 72,5%
Probable power take off:
- from the upper hatch of the
transfer case
160 kW (220 h.p.) 160 kW (220 h.p.)
- from rear end, from the pow-
er take off (PTO) of winch
130 kW (180 h.p.) 130 kW (180 h.p.)
drive
Remote control, with pneumatic Remote control, with pneumatic
Gear shift control drive, double-position cam pneu- drive, double-position cam pneu-
matic valve matic valve
Remote control with pneumatic Remote control with pneumatic
Differential lock control drive, two-position pneumatic drive, two-position pneumatic
valve valve
Winch drive PTO box en- Electro-pneumatic, with electric Electro-pneumatic, with electric
gagement shifter electro-pneumatic valve shifter electro-pneumatic valve
Combined. All parts are lubricated Combined. All parts are lubricated
by spraying, the bearings of the by spraying, the bearings of the
Lubrication system low gear on the intermediate shaft low gear on the intermediate shaft
are lubricated additionally from the are lubricated additionally from the
tray on the case tray on the case
Transfer case service life, at
500 000 500 000
least, km
Transfer case is controlled by valve the handle of which is on instrument panel.

Valve handle has two fixed positions for corresponding gear.
High gear is for driving on hard-surfaced roads. Low gear is engaged in off-road, on steep
slopes and when fording. The gears shift only with motionless vehicle and depressed clutch pe-
dal.
3-49
Fig. 3-60. (sheet 1 of 2). Transfer case.
3-50
Fig. 3-60. (sheet 2 of 2). Transfer case:
1 – drain plug with magnet; 2 – breather; 3 – primary shaft; 5 – primary shaft front bearing cap; 9 – countershaft; 11 –
differential; 13 – tray; 15 – rear axle rear bearing cap; 17 – front axle drive case; 19 – engagement mechanism; 20 – oil
supply pipe; 23 – threaded plug; 24, 28 – eye bolt; 25 – thrust washer; 26 – lock washer; 27 – filter plug; 29 – transfer
case housing; 31 – transfer case housing cover; 35, 39, 41, 43, 45, 47, 49, 53, 57, 59, 61, 63, 65, 67, 69, 71 – shims; 50
– bushing; 51 – countershaft rear bearing cap; 73 – transfer case flange; 75 – gearshift fork; 77 – air cylinder cover; 79 –
air cylinder cover gasket; 81, 111, 113, – nut ; 87, 89, 91,143 – roller bearing; 93 – key; 95 – cotter pin; 97, 99, 101,
103, 105, 107, 109. 123 – bolt; 114, 115, 117, 118, 133 – gasket; 119 – washer; 120 – flat washer; 121 – stud; 125 –
stem; 129 – sealing ring; 131 – transport plug; 135 – plug; 137 – drain plug; 138 – thrust ring; 147 – switch; 149 – im-
pulse sensor; 152 – gear pump; 153 – angle piece; 175 – fitting.
With driving wheels slippage and when on hard-surfaced and dry earthed roads, the differ-
ential lock engagement is forbidden.
Avoid driving with differential lock engaged on hard-surfaced roads and while turning in
view of possible axle shafts overload and twisting.
Transfer case (Fig. 3-60) is mechanical, double-speed, with urged inter-axle differential lock,
with three shafts . Provides torque distribution as 1:2,63 in vehicle 4 4 (non-symmetrical differen-
tial), 1:2,63 in vehicle 6 6 (non-symmetrical differential) and 1:2,63 in vehicles 8 8 (non-
symmetrical differential). Transfer case ratios provide additional range of transmission ratios for
vehicle driving in hard road conditions and terrain.
The transfer case consists of case and case cover featuring a vertical joint which accommo-
date primary shaft assembled with a gear and bearings; countershaft assembled with top and low
gears and taper bearings; differential of the transfer case assembled with the parts of the cylindrical
planetary mechanism driven by top and low gears; case of the front axle drive, differential lock
mechanism, front axle drive shaft, mechanism of low and high gear actuation, differential lock.
3-51
Transfer case housing is cast, separable to ease assembly. Transfer case gears are constantly
meshed. Lubrication of transfer case parts is provided by pump. All shafts and differential rotate on
taper roller single-row and roller radial single-row bearings, which are not adjusted in operation.
Non-symmetrical differential (Fig. 3-61) of transfer case is cylindrical, with five satellites,
sun and crow gears. Torque from sun gear is passed to front axle drive shaft, while that from crown
gear – to rear axle drive shaft.
With differential working (unlocked), constant and even torque provision to all axles are
provided, additional loads in transmission are eliminated. Depending upon road conditions, differ-
ential may be disengaged (locked), then, drive shafts of front and rear axles rotate as integral sys-
tem.
Gearshift mechanism in transfer case contains stem with seat for engagement fork, air
cylinder with piston shifting stem to engage high or low gears, and return spring shifting mecha-
nism to neutral position. Bolt adjusting stem travel is screwed into mechanism cover.
Fig. 3-61. Non-symmetrical differential.

Front axle drive case (Fig. 3-62) is secured to housing cover, with this, left splined end of
shaft is meshed with flange while right splined end is a sun gear and is meshed with satellite.
Middle splined part of shaft carries splined coupling of differential lock. In original state,
under action of spring, coupling is in left extreme position, Lock is disengaged.
Differential lock engagement mechanism comprises air chamber in form of body, engage-
ment stem, return spring and cover. Engagement fork is placed on stem, the fork is fixed by stop
bolt. With air supply to hole in case cover, piston shifts overcoming spring force, shifting stem with
fork and coupling to the right. Toothed coupling meshes with splines of differential carrier. Plane-
tary gear is locked, relative rotation of gears in differential becomes impossible.
With this, front axle wheels slip relative rear axle wheels. It is not dangerous on slippery
road when wheels slippage does not cause large loads in differential parts, but on dry road, it is
dangerous.
Attention! Be sure to disengage the lock having passed the road section as with this,
loads in transmissions increases many times, in particular, in differential parts, otherwise,
3-52
this may cause preliminary wear and breakage.
Lock engagement and disengagement should be performed with vehicle stopped and
clutch released.
Fig. 3-62. Front axle drive case.

Control of gearshift mechanism, differential lock is remote, performed by electro-pneumatic
drive and end switch with the help of magnetic valves and electric equipment electronic module
arranged on frame, controls are on cab panel.
Maintenance
Oil level is controlled by lower edge of check hole 2 in transfer case housing (Fig. 3-63).
3-53
Fig. 3-63. Oil drain plugs for transfer case 6522:
1 – filler plug;
2 – check hole plug;
3 – drain plug.
Oil is filled through filling hole in housing closed by cylindrical plug 1. Oil is drained
through drain hole closed by magnetic plug 3 and through drain hole closed by plug 137 (Fig. 3-
60). When oil change, wash plugs in diesel fuel.
Repair
Repair manual for transfer case KAMAZ-6522 is presented in Appendix.
ZQC2000-69A Transfer case

Operation and maintenance manual for transfer case ZQC2000-69A is presented in
Appendix.
Repair manual for transfer case ZQC2000-69A is presented in Appendix.
3-54
CARDAN DRIVES
In accord with place of cardan shaft mounting, the torque to be transmitted, the cardan shafts
of appropriate dimensions are to be mounted.
Layouts of cardan shafts mounting are presented in Figs. 3-64 and 3-65.
Fig. 3-64. Layout of cardan shafts mounting:

1 – gearbox flange; 2 – intermediate axle cardan shaft; 3 – intermediate axle flange; 4 – rear axle cardan shaft; 5 – rear
axle flange; 6 – nut; 7 - bolt.
Fig. 3-65. Layout of cardan shafts mounting:

1 – rear axle cardan shaft; 2 - intermediate axle cardan shaft; 3 - intermediate axle cardan shaft, middle, with support (
of GWB, Germany); 4 – rear axle flange; 5, 6 – intermediate axle flange; 7 – gearbox flange; 8 – bracket; 9,12 – nut;
10,13 – bolt; 11 – washer.
3-55
Cardan shafts of intermediale axle drive
Fork-type flange 23 (Fig. 3-66) have splines on the end surface that intersect with one an-
other at angle of 70 deg. to transmit the torque, thus releasing the bolts of flange attachment. This
kind of joint is carried out in accord with ISO-12667 International standard.
Bearing 22 of the spider (bearing designation is 804707AC10) is of reinforced construction,
not interchangeable with the old bearing (804707K8C10). It has compact built-in seal; the plastic
polyamide washer 21 is on bottom of bearing; the washer perceives axial forces from spider spike
and decreases the wear-out of spider spike faces due to low friction coefficient with metal.
The spider 20 comprises cavities communicated through the drilled holes which, in the
course of assembling, are filled with grease No. 158, in addition, the grease is packed into the bear-
ings of the spiders in amounts of 9-11 grams. When in service, grease may be replenished with the
use of pressure lubricator 9. The bearing cavity is protected by seal 18.
The spider bearings in the eyelets of the forks are secured by locking rings 19, which also
adjust the axial clearance along the spider spikes within 0.01 – 0.05 mm
With the purpose of adjustment, a set of locking rings of various thickness is stipulated :
Ring designation Thickness, mm It should be noted that the value of non-removable unbal-
53205-2205040 2,0 ance depends on the accuracy of adjustment. The less is
53205-2205041 2,03 clearance, the less is the unbalance value, and vice versa.
53205-2205044 2,06 When performing adjustment, measurements are taken
53205-2205045 2,09 with the use of micrometer On completion of the adjust-
53205-2205046 2,11 ment, the articulation yokes, as they are rotated round spi-
53205-2205049 1,97
der spikes in both directions, should be smoothly rotated
with torque not exceeding 4.9 N m (0.5 kg f m).
Fig. 3-66. Cardan shaft of intermediate axle drive:

1 - self-locking nut 14×1,5 (251648); 2 - balancing plate; 5 – welded fork; 7 - tube; 8 – plug; 9 – pressure lubricator;
14 - telescopic seal tube; 15 – splined bushing; 16 – slip yoke; 17 – pressure lubricator; 18 – seal; 19 – locking ring; 20
– spider; 21 – polyamide pad; 22 – bearing; 23 - fork-type flange; 24 – bolt M14x1.5 (1/14220/31); 25 – sealing ring;
26 – washer.
3-56
The telescopic splined joint consists of slip yoke 16 manufactured integral with the splined
shaft, and splined bushing 15 welded with tube and with welded fork section 5. Internal splines and
outer diameter of the splined bushing has polyamide coating (polyamide 11) with the thickness of
layer 0.2 to 0.3 mm. The polyamide coating is resistant to wear and features low friction coefficient
for steel, therefore at axial movements in the splined joint, the friction force is much less than in
traditional designs, thus, the jointed units like gearbox, driving axles, transfer case, are to a lesser
extent loaded with axial forces.
The splined joint has a telescopic seal that consists of tube 14 welded to the slip yoke, and
the flared portion of the tube accommodates the following: felt double-edge seal 25 and two metal
washers 26; after assembling, the tube face is to be unstaked.
After assembling, the cardan shafts are subjected to dynamic balancing at rotation speed of
2000 min-1. The balancing is realized by welding the balance plates 2.
To mark mutual location of a balanced set, the arrows are punched on the tubes of the cardan
shaft, which are to be necessarily matched during repeated assembling.
The cardan shaft of rear axle drive is similar in design to that of the intermediate shaft and
differs from it by lesser dimensions of the parts.
Fig. 3-67. Intermediate cardan shaft with support (of GWB, Germany):
1 –balance plate; 13 – cardan shaft tube; 14 – welded yoke with fork-flange; 15 – splined shaft with intermediate sup-
port.
Cardan shafts of truck are interchangeable with those of GWB (Germany) and of TIRSAN
KARDAN (Turkey).
Assembly peculiarities
Hinged joints are assembled in the same way as in usual cardan shafts, 53205-2201011, after
that, the ring 3 is pressed on the yoke 2, then, the yokes are connected with the outer and inner
splines, in this case, the yoke lugs should lie in one plane which is achieved by matching the marks
A and . After that, to install the sealing parts: the inner ring 12, the sealing ring 11, the outer ring
12, the locking ring 10.
Maintenance and repair of cardan shafts
Maintenance when in service supposes the replenishing lubricant in spiders, the greasing of
splined joint with the help of pressure lubricator and testing the tightening torques of flange fas-
tening bolts. Greasing intervals: at Maintenance-2 - in spiders and at Season maintenance – in
splined joint. Spiders should be lubricated until fresh grease appears from under the lip of oil seal of
even one bearing; when greasing the splined joint, make use of a grease gun depressing the gun
plunger 10 to 15 times or pack some 30 - 40 g into it using the pressurizer.
When implementing the Season maintenance, inspect if any clearances in cardan shafts
splined joint and in the spiders. Perceptible clearance is not tolerable. Remove and disassemble the
3-57
cardan shafts only in case of defect of parts to be replaced by new ones. Splined joint is not repaira-
ble, in case of considerable wear the cardan shaft should be replaced with a new one.
Replacement of spiders assembled with bearings is possible. Spare spiders are supplied as-
sembled with bearings and pressure lubricators and are designated: 53205-2205025-10 for the car-
dan shaft of an intermediate axle, and 53205-2201025-10 for the cardan shaft of a rear axle.
Disassembly of cardan shafts
Prior disconnecting the splined joint make sure that the marks of the tubes of cardan shafts
are intact, if the marks are not discovered, to apply new marks by punching or using paint, so that
they might be matched further during assembly.
To dismantle the hinged joints a press is required with force applied up to 2 tons, since the
bearings in the eyelets are pressed with preload. Prior disassembling, it is recommended to keep the
hinged joint in diesel fuel or kerosene for period up to 30 minutes. Never press out the spider bear-
ing by knocks. After disassembly, to wash the splined joint, and replace the spiders with bearings
by new ones.
Assembly of cardan shafts
To assemble the hinged joints in the following sequence: prior assembling, to pack 11-13 g
of grease No.158 into the cavity of each bearing, then, to install the end seals on the spider. To
place the spider into yoke eyelets, to press one of the bearings into yoke eyelet on the press increas-
ing smoothly the pressing-in force. Do not use knocking method when assembling, as it will cause
the destruction of the polyamide washer on the bearing bottom. To place the locking ring (from the
ring set, preferably, of middle size) into the yoke groove. To invert the spider and, acting with the
press on the spider spike through the hole in the eyelet, to shift the bearing till stop into the installed
locking ring. Then, to press in the second bearing till stop into the end of the spider spike, to meas-
ure the dimension “ ” from the bearing end to the groove bead, with this, the measurement accura-
cy is to be no less than 0.01 mm. To select a locking ring of required dimension from the set of
rings to provide a clearance of 0.01-0.05 mm between the locking ring and the grove bead. It is pos-
sible to use the method of measurement with a set of feeler gages from 1.97 to 2.11 mm thick in
each 0,005 mm.
If there is no possibility to perform accurate measurement of the said clearance, the locking
rings may be installed by method of selection, starting from the maximum thickness, coming suc-
cessively to lesser dimension. Following the no-go ring, the next one in dimension, thru ring should
enter the groove under the action of elastic forces.
In a similar way, the next two spikes of the spider are to be assembled.
After assembling, the articulation yokes, as they are rotated by hand round the spider spikes
in both directions, should rotate smoothly. The rotation torque is to be not more than 5 N m
(0.5 kg f m).
Designation Permissible un- To unstake the holder and replace the seal of the splined
balance g.cm joint by new one.
4326- 2201011-10 140 Prior connecting, to apply Litol 24 grease onto the
53205-2201011-10 95 splines of cardan shaft. When connecting, to match the
6350- 2201006-10 marks punched on tubes of cardan shaft.
43118-2202011-31 120 At any installation of a cardan shaft the permissible un-
65111-2202011-30 95 balance should not exceed the values specified in the table.
43118-2203011-31 110
Caution! The poor connection of the splined joint at which
5350- 2203011-10 105
the yokes of the cardan shaft become spread out causes the
6350- 2203011-10 105
43114-2205011
considerable non-uniform rotation of the driven shafts of
54105-2205011-10 units to be connected, and this results in a resonance effect
6350- 2205011-10 125 and parts destruction, for example, in the gearbox, the syn-
6350- 2206011 130 chronizers of the 2nd-3rd speed may be destructed.
3-58
After replacement of parts, the shafts should be dynamically balanced at no less than
2000 min-1. The permissible unbalance for the shaft of the intermediate axle drive is 125 g cm, for
the rear axle cardan shaft – 95 g cm.
After balancing, do not fail to apply marks on tubes of cardan shafts which should be oppo-
site to each other to mark the balanced set.
Maintenance of cardan shafts of GWB (Germany) and of TIRSAN KARDAN (Turkey).
Maintenance when in service supposes the replenishing grease in spiders and testing the
tightening torques of flange fastening bolts.
Spiders should be lubricated until fresh grease appears from under the lip of oil seal of even
one bearing.
The cardan shafts of foreign manufactures are delivered as spares being assembled.
Table 3-11.
Greases
Type Application Temperature range Extreme temperature
SG Standard –25 +60 90
LG For low temperatures –50 +60 90
3-59
DRIVING AXLES
Driving axles (Fig. 3-68) are double-reduction, with single-reduction final drive and plane-
tary gears in wheel hubs with inter-wheel differential lock with automatic adjustment levers. On
special order the truck may be provided with anti-lock system (ABS) and wheels with aluminum
rims.
Fig. 3-68. General view of axles:

1 – rear axle; 2 – intermediate axle.
The driving axles (Fig. 3-69 and 3-70) enclose final drives 7 fastened in axle housings 5 by
nuts and studs, the cone expansion bushings are installed on four of them. The following is on axle
housing 5: the suspension items, the friction-welded journal, the wheel reduction gears 1, the wheel
hubs 2 connected with brake drums 3 and brake gears 4, bolted to axle housing flange. The torque is
transmitted from central final drive 7 to reduction gear 1 by fully floating half axles 6 and 8 (9).
Technical data
Table 3-12.
Axle maximum load, N (kg) 127,53 (13000)
Axle ratio 5,11 and 6,36
Ratios:
final drive 1,67 and 2,07
reduction gear 3,06
Final drive spiral bevel
Reduction gear Planetary with 5 satellites
Inter-wheel differential bevel, symmetric
3-60
Fig. 3-77. Rear axle:
1 – reduction gear unit; 2 – wheel hub; 3 – brake drum; 4 – brake gears; 5 – axle housing; 6 – half axle, l.h.; 7 – rear ax-
le final drive; 8 – half axle, r.h.
Fig. 3-78. Intermediate axle:

1 – reduction gear unit; 2 – wheel hub; 3 – brake drum; 4 – brake gears; 5 – axle housing; 6 – half axle, l.h; 7 – rear axle
final drive; 8 – rear axle drive gear; 9 – half axle, r.h.; 10 – rear axle drive shaft; 11 – ball bearing; 12 – bearing cap; 13 –
nut; 14 – output flange.
3-61
Rear axle central final drive (Fig. 3-79) is of single-reduction type, encloses pair of bevel
gears with spiral teeth, inter-wheel differential and rear axle reduction gear unit housing.
The drive bevel gear 7 is mounted on two taper bearings 4 and 6, disposed in body 5, bolted
to reduction gear unit housing 8. The shims 22 are between faces of reduction gear housing 8 and
body flange 5. The body 5 is closed with cover 3, one- and two-edged collars 24 and 25 are pressed
into the cover. An adjustment bushing 23 is between inner races of bearings 4 and 6. Flange 2 on
gear 7 splined end is provided with end slots for propeller shaft flange fastening. Flange 2 is tight-
ened with self-locking nut 1.
Driven bevel gear 21 is press-fitted onto inter-wheel differential pinion cage 19 and fastened
to it by self-locking bolts 18.
The shims 22 and adjusting nuts 9 are used for meshing adjustment in bevel gear pair. The
pre tightening of taper bearings 4 and 6 in drive gear unit 7 is provided by selection of adjusting
bushing 23 linear sizes, while that of differential taper bearings 11 and 20 – by adjustment nuts 9.
Fig. 3-79. Rear axle final drive:

1 – flange fastening nut; 2 – driving shaft flange; 3 – bearing sleeve cap; 4, 6, 11 and 20 – taper roller bearings; 5 –
bearing sleeve; 7 – driving bevel gear; 8 – rear axle reduction gear unit housing; 9 – differential bearing adjustment nut;
10 – differential bearing cap; 12 – half axle bevel gears; 13 and 17 – support washers; 14 – differential pinion cage, r.h.;
15 – satellite with bushing; 16 – spider; 18 – self-locking bolt; 19 differential pinion cage, l.h.; 21 – driven bevel gear;
22 – shim pack; 23 – adjustment bushing; 24, 25 – collars; 26 – stop washer; 27 – lock washer; 28 – differential bearing
cap fastening bolt.
Intermediate axle central final drive (Fig. 3-80) is an intermediate gear, single-reduction,
with inter-axle differential, encloses pair of bevel gears with spiral teeth, intermediate cylindrical
skew gears, inter-wheel differential and intermediate axle reduction gear unit housing.
The driving bevel gear 13 is mounted on two taper bearings 15 and 19, disposed in sleeve
16, self-bolted to reduction gear unit 14 housing. Shims 17 are between faces of reduction gear
housing 14 and sleeve 16 flange 17.
3-62
Fig. 3-80. Intermediate axle final drive:
1 – driving cylindrical skew gear; 2, 9 and 22 – radial roller bearings; 3 and 7 – inter-axle differential pinion cages; 4 –
inter-axle differential spider; 5 – inter-axle differential satellite support washers; 6 – inter-axle differential satellite; 8,
15, 11, 19 and 24 – roller taper bearings; 10 – rear axle drive bevel gear; 12 – adjustment nut of differential bearings; 13
– driving bevel gear; 14 – intermediate axle reduction gear unit housing; 16 – bearing sleeve; 17 and 23 – shims; 18 –
adjustment bushing; 20 – driven cylindrical gear; 21 – nut; 25 – bearing cap; 26 – driving flange; 27 – driving shaft; 28
– stop ring; 29 – lock washer; 30 – differential bearing cap fastening bolt, 31 – stop washer.
An adjustment bushing 18 is between bearing inner races 15 and 19. The splined end of gear
13 is provided with driven cylindrical gear 20, which is tightened by self-lock nut 21 and rotated by
driving cylindrical gear 1. The driving cylindrical gear is made integral with bevel gear ring of in-
termediate axle drive, and disposed on two radial roller bearings 2 and 22 installed in reduction gear
unit 14 housing.
The driven bevel gear is press-fitted onto the differential pinion cage and fastened to it by
means of self-locking bolts.
3-63
The shims 17 and adjusting nuts 12 are used for adjustment of bevel gears meshing. The pre
tightening of taper bearings 15 and 19 in drive gear unit is provided by selection of adjusting bush-
ing 18 linear sizes, while that of differential taper bearings – by adjustment nuts 12.
The intermediate driving shaft 27 is supported with its one end onto radial roller bearing 9,
disposed in rear axle drive bevel gear 10, while with its other end – onto taper roller bearing 24, the
outer race of the latter is press-fitted into the bearing cap 25. The shim pack 23 for taper bearing ad-
justment is between bearing cap 25 and intermediate axle reduction gear 14 housing. The inter-axle
differential spider 4 is mounted onto the inner splined part of intermediate shaft 27, while interme-
diate axle drive flange 26 – onto the outer splined end.
The rear axle drive shaft with its one end is mounted in slotted hole of inter-axle differential
bevel gear, while with its other end is supported onto the radial ball bearing disposed in special
sleeve of axle housing cover. The rear axle drive flange is mounted on shaft outer splined end.
Intermediate axle inter-axle differential (Fig. 3-80) encloses pinion cages 3 and 7, spider
4 with four satellites 6 and support washers 5, bevel gear 10 of rear axle drive mounted in reduction
gear 14 housing on taper roller bearing 8.
Inter-wheel differential (Fig. 3-79) is bevel, symmetrical, lockable. The lock control is
electro pneumatic, is carried out with button on instrument panel.
Attention. Engage the locking mechanism only on slippery section of road. Engage-
ment is performed during truck stop or at slow straight traveling prior the slippery section of
road. Engagement and disengagement of locking should be performed with clutch pedal de-
pressed.
The differential is mounted on two taper roller bearings 11 and 20, disposed in reduction
gear unit 8 housing.
The differential encloses pinion cages 14 and 19, two bevel half axle gears 12 are inside the
latter; the gears are meshed with four satellites 15. The satellites 15 with pressed-in bronze bushings
are mounted on spider 16 spikes; the spider is rigidly fastened in differential pinion cages 14 and
19. The support washers 13 and 17 are inserted under the faces of half axle gears 12 and satellites
15. The washers are disposed with recesses towards the half axle gears, while with flat surface –
towards the pinion cages.
Reduction gear (Fig. 3-81) is planetary, with spur gears.
The reduction gear encloses sun gear 19, connected with final drive through half axle 12,
five satellites 2, mounted on shafts 1 with roller bearings disposed in carrier 17, and ring gear15,
rigidly connected with journal 13 of axle housing. The satellite shafts 1 are pressed into aligned
holes in carrier 17. The carrier 17 is provided with welded casing 16, connected with wheel hub 7,
the thrust washer 20 and nut 22 for adjusting the temperature clearance between rubbing surfaces.
The drain 18 and filling 21 plugs are in reduction gear cover 23.
3-64
Fig. 3-81. Reduction gear and wheel hub:
1 – satellite axis; 2 – satellite; 3 – roller bearing; 4 – stop bolt; 5 – hub bearing nut; 6 – wheel fastening bolt; 7 – wheel
hub; 8 – hub collar sealing unit; 9 – brake drum; 10 – stop screw; 11 and 14 – taper roller bearings; 12 – half axle; 13 –
axle housing journal; 15 – ring gear; 16 – carrier casing; 17 – carrier; 18 – drain (check) plug;19 – sun gear; 20 – thrust
washer; 21 – filling plug; 22 – adjustment nut; 23 – lock washer; 24 – reduction gear cover.
Axle housing is welded of steel stamped beams. The following elements are welded there-
on: the housing cover, flange for fastening the final drive, the end flanges for fastening the braking
gear supports, fastening levers of torque rods and spring supports. The housing journal is friction-
welded to beams.
Driving half axles are fully floating.
Wheel hubs 7 (Fig. 3-81) are mounted on taper roller bearings 11 and 14 and are supported
onto axle housing journal. The hub bearing adjustment is provided by adjustment nut 5, the latter is
prevented from rotation by bolt 4 with stop washer.
The brake drums 9 and wheel disks are secured to wheel hubs 7 by special wheel bolts 6
with nuts. Besides, the brake drums 9 are additionally fastened to hubs 7 by two screws 10. The hub
bearings 11 and 14 are protected from dirt and dust ingress by two collars 8, pressed into the sleeve
disposed in wheel hub.
The steel and aluminum wheel rims may be mounted.
The final and reduction gear cases are provided with filling and drain holes closed by plugs.
The safety valve in housing upper part provides the pressure equalization inside the axle
housing.
Maintenance
Check the axial and radial shift of input flange in intermediate axle final drive. To re-
veal the shift, rock the propeller shaft by hand in place of fastening the shaft flange to axle flange.
With shift revealed, disconnect the propeller shaft, unscrew the flange fastening nut, remove the
flange, cover and decrease the shim thickness onto not more than 0.1 mm. With this, the shims with
3-65
thickness of 0.05 mm should be disposed along edges of shim pack. Further, fasten the cover in re-
duction gear housing, install the flange and tighten nut with moment of 590 – 690 Nm (60 - 70 kgf m);
Check the axial and radial shift of input flange in rear axle final drive. To reveal the
shift, rock the propeller shaft by hand in place of fastening the shaft flange to axle flange. With shift
revealed, disconnect the propeller shaft, tighten the rear axle flange nut with moment of 590 – 690
Nm (60 - 70 kgf m). If shift remained after flange tightening-up, repair the unit;
When changing grease in wheel hubs, remove old grease, wash with kerosene inner space
of hub, bearings, nuts and washers. Pack grease between rollers and bearing cages uniformly along
circumference and into hub space between bearing cages.
After grease change, adjust bearing of front wheels. For this, rotating hub in both directions,
tighten nut of bearings till hub starts retard. Then, release nut by 1/6 of turn and secure it by screw
with lock washer. Check if hubs rotates uniformly and easy in both directions.
To inspect the axle for leaks, supply air under surplus pressure of 19.6 ... 24.5 k Pa (0.2 ...
0.25 kgf/cm2) into axle housing through the tapped hole for safety valve.
Oil leaks through glands, joints, welded seams on axle housing are intolerable (formation of
oil stains (without oil drops) on these surfaces, except welded seams, should not be regarded as de-
fects).
To check oil level screw out the check plug of final drive and reduction gear housings of
rear axle. If oil does not flow out of the check hole, add oil through the filler till the necessary level.
To change oil in final drives, reduction gear units and axle housings, drain the old oil while
it is warm. Drain oil through the drain holes having screwed-out the check and filling plugs.
Change oil in accord with Lubrication chart.
After oil drain, remove metal deposits from magnetic drain, check and filling plugs and re-
store them.
Wash the driving axle safety valves with diesel fuel with further compressed air blow-
through.
To check the fastening of input flange of intermediate and rear axle final drive, set the
truck over an inspection pit or trestle work and back up the wheels with chocks. Release the parking
brake, set the neutral gear and disengage the inter-axle differential lock. Try to rock the shaft flange
in longitudinal and transverse directions. If backlash is perceptible, disconnect the propeller shaft
and remove the flange shift.
To check the performance of inter-axle differential lock, shift the lock control valve lever
to position CKOJI KA (“SLIPPERY ROAD”). Note that the corresponding pilot
lamp lights up on the dashboard. If not, try to engage the interlock with the truck moving slowly. If
the interlock fails to come in action, trace the fault and remedy it.
To adjust the wheel hub bearings, lift the wheels and do the following:
- tighten the bearing fastening nut prior the hub retardation, rotating it in both directions;
- unscrew nut approx. 1/6 of rev. until threaded hole aligns with the nearest hole in locking
washer;
- screw the stop bolt into the nut;
- lock the bolt having unbent the stop washer projections onto the bolt edge.
Repair.
Depending upon the defect to be remedied, dismount the driving axle assy., or the final drive
alone, or parts of reduction gear unit. Disassemble the reduction gear unit to the following assem-
blies having drained oil out of axles and reduction gear housing of intermediate axle final drive into
a clean vessel (for subsequent reuse):
- driving bevel gear;
- inter-wheel differential;
3-66
Attention! Bear in mind that inter-wheel differential bearing caps are not interchange-
able because they are machined in sets with reduction gear housing.
- driven bevel gear;
- inter-axle differential (when disassembling the intermediate axle reduction gear unit).
While disassembling the unit, be sure to check for backlashes in the assemblies mentioned
above, because the interference fit of taper bearings must be ensured in reassembling. With com-
plete disassembly over, wash the reduction unit component parts thoroughly and inspect them.
At axle disassembling, be sure to check the axial and radial shifts in assemblies of reduc-
tion and final gears, because the interference fit of taper bearings must be ensured in reassembling.
After completing the disassembly, wash the reduction unit component parts thoroughly and inspect
them.
When inspecting the component parts:
- check the bevel gear teeth and contact pattern on teeth surface; change gears onto new ones
if wear is heavy or if teeth are chipped or broken. If tooth contact pattern is unsatisfactory, trace the
fault and eliminate it. Note that spare driving and driven spiral bevel gears are delivered in set, i. e.
matched as regards the gear noise and tooth contact pattern; so if one of gears runs faulty both gears
should be changed onto suitable pair;
- inspect the condition of working surfaces of spider spikes, satellite bushings, surfaces of
satellite support washers and half axle pinions, the setting and face-end surfaces of half axle gears,
their mounting sites in differential pinion cages (in inter-axle and inter-wheel differentials).
If fault is not considerable, polish the surface with fine-grain abrasive cloth; otherwise
change the worn-out parts onto new ones.
- inspect all the bearings. There should be no signs of wear, the raceways should be smooth.
To disassemble the reduction gear (Fig. 3-81) drain oil from gear case. Remove brake
drum 9. Remove the carrier cover 24 with gland having unscrewed the bolts.
Remove the lock washer 23, unscrew the adjustment nut 22 and take the stop washer 20 out
of the carrier inner hole.
Screw in the bolt into the half axle 12 face end and take out the half axle with sun gear 19.
Screw out the flange bolts 10 of carrier 17 fastening and, screwing in the technological bolts
10 1.25 (2 pcs.), press the carrier out of wheel hub 7.
Inspect the technical state of satellite shafts 1, roller bearings 3 and support washers. Press
fit the satellite shafts having aligned the flats with carrier shoulder.
When changing the roller bearings 3, bear in mind that bearings of one batch should be
mounted in one reduction gear, i. . the bearings with similar markings and similar tolerance ranges.
To disassemble the wheel hub 7, uncotter the stop washer and screw the stop bolt 4 out of
nut 5 fastening the hub bearings. Then, remove the nut 5. Shift the wheel hub slightly forward and
take out the ring gear 15 with inner race of outer bearing.
Remove the wheel hub 7 from axle case journal 13 together with sleeve in which the hub
collars 8 are. With this, the inner bearing inner race is removed. The bearing outer races, collars and
sealing ring are disassembled only in case of their change.
Assemble the hub and reduction gear in sequence reverse to the above described. Prior
assembling, grease the setting surfaces on axle journal.
After hub 7 mounting, adjust the hub bearings 11 and 14.
To do it, tighten the bearing fastening nut 5 with moment approx. 245…294 Nm (25…30
kgf m) before hub deceleration, rotating the hub in both directions in order to set the rollers correct
along the conical surfaces of races. Then, release nut approx. 1/6 of rev. till nut threaded hole aligns
with the nearest hole in lock washer. Screw the stop bolt 4 into the nut threaded hole till thrust, the
bolt is provided with unbent washer, one lug is on the nut edge, with this the bolt should enter the
lock washer hole. After that, unbend the washer lugs onto two bolt edges. Check the hub rotation.
The hub should rotate freely from hand, without seizure.
3-67
Mount the carrier 17 in assembly with satellites and nut 22, adjust the backlash between
thrust washer 20 and sun gear 19. For this, rotating the hub 7, tighten the adjustment nut 22 till
thrust into the sun gear 19, so that slight deceleration was felt. Then release the nut onto one turn.
The backlash should constitute 1 mm. Mount the stop plate 23 and cover 24.
Tighten the cover fastening bolts with moment 35 – 49 Nm (3.6 – 5.0 kg f m).
To remove the final drive hang out the driving axle, fasten it onto supports, drain oil from
axle housing, final drive and reduction gears, remove covers from both sides of reduction gears.
Take out the half axles for approx. 150 mm from both sides of reduction gears. Unscrew the bolts
fastening the final drive to axle housing, take it out.
Fig. 3-82. Remover for bearing inner races of driving gears and axle differential pinion cages:
1 – grip; 2 – tip; 3, 5, 6 – screws; 4, 7 – cross-members; 8 – wedge; 9 – post.
To disassemble the driving bevel gear of final drive (Fig. 3-79), unscrew the flange fas-
tening nut 1, remove the flange 2. Screw out the cover 3 fastening bolts and remove cover 3 with
gland.
Screwing in the technological bolts 12 1.25 50 (2 pcs.), press the driving bevel gear unit
7 out of reduction gear unit housing 8. To disassemble the unit, take out the outer bearing 4 inner
race, the adjustment bushing 23 and further, the driving bevel gear 7 with inner bearing 6 inner race.
Using remover, press off the inner race of inner taper bearing. For removal, set the edges of
wedges 8 (Fig. 3-82) between the bearing inner race and the gear; and driving-in the screw 6 and
cross member 7, draw them off. Catch wedges 8 by grips 1 and lock them in this position by screw
3. Thrusting tip 2 against gear face and driving screw 3 into the cross member 4, pull off the race.
To disassemble the differential (Fig. 3-79) screw out and remove the stop plates, screw out
the bearing cap fastening bolts 28, remove caps and adjustment threaded nuts 9. Take the differen-
tial out of final drive. Further, remove the stop ring and locking mechanism tooth coupling off the
differential pinion cage.
If change is needed, press the bearings 11 and 20 off the differential pinion cages 14 and 19.
For this purpose, catch the bearing inner race with grips 1 (Fig. 3-82) and secure with screws
3. Thrust the tip 2 against butt face of the differential, and drive screw 5 into cross member 4 until
bearing inner race is pulled off completely.
Undo bolts of differential pinion cages, separate differential pinion cages. Take out spider
16 with satellites 15 and support washers 17, half axle gears 12 with support washers 13.
Clean the parts removed and check their technical state. In case of wear-out or seizure traces
on bushing surfaces, change the latter.
Change the pinion cages only by sets (both pinion cages should be with one set number).
3-68
After pinion cages change, prior the differential assembly, press fit the bearing inner races
11 and 20.
Fig. 3-83. Removal of differential bearing inner race:

1 – grip; 2 – tip; 3, 5 - screws; 4 – cross-member.
At differential assembly, set the following into the differential r.h. pinion cage: r.h. half axle
gear with washer, a spider assembled with bushings, satellites and washers. The support washers,
l.h. half axle gear are set into the l.h. pinion cage Match the differential pinion cages by manufac-
turer marks. Tighten the pinion cages with self-locking bolts with moment of 98…122 Nm
(10…12.5 kg f m).
Tighten the self-locking bolts of driven bevel gear fastening with moment of 245 – 294 Nm
(25 – 30 kg f m).
Set the inter-wheel differential in final drive case. Tighten the bearing cap fastening bolts
with moment of 100 - 120 Nm (10 - 12 kg f m).
During final drive case assembling, bear in mind that the differential bearing caps are not
interchangeable as they are machined in assembly with case, so set every cap there where it should
be.
Assemble and mount the driving bevel gear assembly unit in sequence reverse to its dis-
assembly.
After mounting the differential in final drive case, adjust the meshing of driven 21 and driv-
ing 7 gears by contact pattern and backlash, the latter should be 0.25 – 0.40 mm.
The backlash and the contact pattern in meshing may be determined with simultaneous ad-
justment of disposition of driving bevel gear 7 assy. and differential.
The final drive adjustment (Fig. 3-79) means the adjustment of preliminary tension of dif-
ferential bearings and bearings 4 and 6 of the driving bevel gear, as well as adjustment of backlash
and contact pattern of bevel pair.
To provide the preliminary tension in taper bearings 4 and 6 of the driving bevel gear
assy., if any axial shift, the following should be performed:
- decrease the height of bushing 23 by means of grinding or replacing by bushings from
spare set onto value of axial shift plus 0.04 – 0.06 mm;
- tighten the nut 1 of flange 2 fastening with moment of 590 - 690 Nm (60 - 70 kg f m);
- check the force of bearing sleeve 5 rotation, it should be 10 – 24 N (1.00 – 2.50 kg f).
Measure the force during continuous rotation of sleeve in one direction not less than after five com-
plete revolutions. With this, the bearings 4 and 6 should be greased, while the sleeve 3 cover should
be shifted so that the collars 24 and 25 did not interfere the gear rotation.
Set the driving bevel gear 7 and differential in reduction gear unit housing 8; with nuts 9, ad-
just the backlash which should constitute 0.25 – 0.40 mm, and bevel pair contact pattern, using
means presented in Table 3-13.
3-69
Adjustment of bevel gear meshing
Table 3-13.
Allocation of Remedy for correct contact pattern: Direction of
tooth contact gear shift
pattern on driv-
en gear teeth
forward re-
verse obligatory;
if need be
Shift the driven gear closer to driving one. If gear back-
lash becomes insufficient, shift the driving gear away.
Shift the driven gear away from driving one. If gear back-
lash becomes excessive, shift the driving gear closer.
Shift the driving gear closer to driven one. If gear back-

lash becomes insufficient, shift the driven gear away.
Shift the driving gear away from driven one. If gear back-
lash becomes excessive, shift the driven gear closer.
To adjust the differential bearings tighten the adjustment nuts 9 uniformly from both sides
till moment at which the spacing between bearing caps increases onto 0.1 – 0.2 mm. Adjust the
bearings and finally tighten the cap fastening bolts with moment of 380 - 460 Nm (38 - 46 )
and cotter-pin by stop washers.
Assemble the axle final drive. The leak-proof of all flanged and threaded connections with
output into the oil cavities, is provided by sealant -25.
To adjust the inter-wheel differential lock mechanism, proceed as follows:
1 version (Fig. 3-84):
- remove the final drive;
- remove the lock mechanism cover;
- take out piston with stem;
- install the locking clutch into position in which distance from plane A of clutch tooth
crown till hole axis d=338+0.215 in axle housing constitutes 170 mm
- measure the dimension from surface of fork pin till support surface of housing flange
- assemble the piston with the stem to dimension +7 mm, lock with nut and mount in axle
housing, tighten the cover and diaphragm fastening bolts uniformly, with this, the tightening torque
should provide the leak-proof, without excessive deforming of diaphragm sides;
- check the lock clutch travel at air supply onto the diaphragm, it should constitute 14 mm.
3-70
Fig. 3-84. The inter-wheel differential lock mechanism:
1 – locking fork; 2 – axle housing support flange; 3 – sealing ring; 4 – diaphragm; 5 - piston; 6 – cover; 7 – switch; 8 –
adjustment nut; 9 – lock mechanism stem; 10 - half axle; 11 – spring; 12 – rod; 13 – collar; 14 – lock clutch; 15 – dif-
ferential pinion cage coupling.
2 version (Fig. 3-85):

- remove the lock mechanism cover;
- take out piston 5 with stem 8;
- unscrew nut 7 on stem 8 and change the available length A of piston with stem onto value
equal to 90 mm. Insert the piston with stem into the axle housing support flange 2, so that the stem
face-end surface contacts the lock fork elements 1;
- mount the check bolt 3 in special fixture 4 so that the bolt face end is in one plane with in-
ner surface of fixture (flush with);
- mount special fixture 4 with check bolt 3 onto the support flange 2, and tighten on two op-
posite bolts 6;
- measure dimension 1 ;
- tighten the check bolt 3 till piston 5 thrust. With this, observe, that the differential, during
check bolt 3 tightening, rotating relative to the half axles, locks;
- measure the distance 2. If difference of 1 and 2 is less than 11 mm, change the dimen-
sion onto value equal to: B = 11 – ( 1 – 2), mm;
- lock the piston 5 on stem 8 by nut 7;
- mount the piston with stem in the axle housing support flange 2;
- tighten uniformly the cover and diaphragm fastening bolts. With this, the tightening force
should provide the leak-proof without excessive deformation of diaphragm sides;
- check the lock clutch travel at air supply onto the diaphragm;
3-71
Fig. 3-85. Inter-wheel differential lock mechanism adjustment:
1 – locking fork; 2 – axle housing support flange; 3 – check bolt; 4 - special fixture; 5 – piston; 6 – fixture fastening
bolt; 7 – lock nut; 8 – lock mechanism stem.
Changing of the rear and intermediate axles

To take down the rear and intermediate axles, screw out plugs from drain holes of rear,
intermediate axle housings, intermediate axle final drive case and reduction gears. Drain oil.
After drain, clean and screw-in the plugs.
Apply the truck parking brake and lift the rear part by frame.
Unscrew the wheel fastening nuts, take down the wheels.
Disconnect the compressed air supply pipes from brake chambers and inter-wheel and inter-
axle lock drive chambers. Disconnect the electric wires from lock engagement transmitters.
Unscrew the propeller shaft flange fastening bolts. Take out the bolts and shift the propeller
shaft sideways.
Unscrew the nut which fastens the bracket of brake force regulator horizontal rod, and shift
sideways.
Place a hoist under the bogie and lift the axle a little.
Disconnect the upper torque rod from axle housing. To do it, unscrew the bracket nuts, re-
move the spring washers. Shift the torque rod upwards.
Disconnect the lower torque rods of rear suspension. To do it, unscrew the nuts, remove the
spring washers and bolts of l.h. bottom torque rod. Shift the rod aside.
Repeat the same for the r.h. bottom torque rod.
Lift the truck rear part. Remove the hoist with driving axle from under the truck, place the
support under the frame and lower the truck on it.
To install the driving axle set it onto the hoist.
Lift and set the truck onto the support.
Roll the driving axle on the hoist under the suspension.
Lift the axle with the hoist, and connect the suspension elements to axle housing. The tight-
ening moment of upper and lower torque rods fastening bolts and nuts should constitute
435.1…490.5 Nm (44…50 kg f m). Lower the hoist rod and move it aside.
3-72
Connect the braking force regulator rod to driving axle and fix it down by tightening the nut.
Connect the propeller shaft with driving axle flange, insert bolts into the holes, install the
spring washers and nuts on them; tighten up the nuts.
Connect the compressed air supply pipes to brake chambers and inter-wheel and inter-axle
differential lock drive chambers. Connect the electrical wires to lock engagement transmitters.
Mount the wheels onto the hubs, place the nuts and tighten them diagonally with 540 – 670
Nm (54 – 67 kgf m).
Check the stroke of rear axle brake chamber rods; adjust the brakes, if need be.
Screw out the filler hole plug in intermediate axle final drive, in housings and rear and in-
termediate axle reduction gears. Fill in the specified amount of oil till check hole level (pour 2 l into
the intermediate axle final drive). Replace and tighten up the plugs.
Inspect the performance of driving axles by making a trial run.
Overheating of bearings of wheel hubs and final drive bearings is not tolerable.
Changing of the driving axle reduction unit parts
To remove the reduction unit components:
- take down the wheels having unscrewed the wheel fastening nuts;
- unscrew the drain holes plugs and drain oil. Clean the plugs and screw-in the plugs;
- unscrew bolts fastening the brake drum to hub, and remove the brake drum;
- unscrew bolts fastening the carrier cover, and take down the cover with gasket;
- remove the lock washer, unscrew the adjustment nut and remove the stop washer from car-
rier inner hole;
- screw-in the bolt into the half axle face end and remove half axle with sun gear;
- screw-in the technological bolts 10 1.25 (2 pcs) and press out the carrier from the wheel
hub;
- press out the satellite axis from reduction gear carrier;
- uncotter the stop washer and screw out the stop bolt from the hub bearing fastening nut.
Then, remove the hub bearing fastening nut and lock washer. Shift the wheel hub forward slightly
and remove the ring gear hub together with outer bearing inner race.
To reinstall the reduction gear components:
- grease the setting surfaces on axle journal and reduction gear carrier;
- mount the hub with collars and inner bearing;
- mount the ring gear set on hub with outer bearing pressed inner race onto the splined part
of reduction unit housing journal;
- adjust the hub bearings. To do it, tighten the bearing fastening nut with torque approx.
245…294 Nm (25…30 kg f m) prior the hub deceleration, rotating the hub in both directions in or-
der to set the rollers correctly on race bevel surfaces. Then release the nut approx. 1/6 of rev. till
alignment of nut threaded hole with the nearest hole in lock washer. Then release the nut approx.
1/6 of rev. till alignment of nut threaded hole with the nearest hole in lock washer. After that, un-
bend the washer lugs onto two bolt edges. Check the hub rotation. The hub should rotate freely
from hand, without seizure;
- assemble the reduction gear carrier. To do it, mount the following into the carrier slots:
satellites with needle bearings, support plates oriented so that the recesses on plates are from satel-
lite side; press the satellite axis in the carrier orienting by flats;
- mount the reduction gear case 15 in assembly with satellites, fasten;
- with nut 4, adjust the clearance between thrust washer and sun gear 6. To do it, rotating the
hub, tighten the adjustment nut till thrust into the ring gear till slight deceleration. Then, release the
nut onto one rev. Set the stop plate and cover.
- tighten the cover fastening bolts 12 with moment 35–49 Nm (3.6–5.0 kg f m.
3-73
«RAB » DRIVING AXLES (Hungary)
General kinematic scheme and construction of main units are similar to those of Z
6520 driving axles. So, the same greases are used, adjustment and maintenance procedures are simi-
lar. To change aggregates and separate parts, be sure to use only genuine components from
«RAB ».
General ratio for RABA axles 5,648 (1,63 – final drive, 3,48 – reduction gear).
Fig. 3-86. General view of RABA axles
3-74
Fig.3-87. Reduction gear:
1 – carrier cover; 2 – self-locking bolt; 3 – steel ball; 4 – gasket; 5 – stop for axle shaft; 6 – shim; 7 – filling plug; 8 –
spring ring; 9 – support washer; 10 – central gear; 11 – planetary toothed ring; 12 – planetary toothed ring hub; 13 –
stop ring; 14 – locking washer; 15 – adjusting nut; 16 – bevel roller bearing; 17 – guide plate; 18 – bolt; 19 – brake
drum; 20 – protective cap; 21 – collar seal; 22 – ring of collar; 23 – axle shaft; 24 – axle case journal; 25 – sealing ring;
26 – bevel roller bearing; 30 – wheel hub; 31 – lock nut; 32 – satellite axis; 33 – cylindrical roller bearing; 34 – satellite;
35 – sealing ring; 36 – bolt; 37 – reduction gear carrier; 39 – oil drain plug; 40 – wheel toothed nut (size for wrench –
32); 41 – wheel bolt (M22xl. 5); 44 – bracket for ABS sensor; 45 – bolt; 46 – stop washer; 47 – ABS sensor; 48 –
bracket bush.
3-75
Fig.3-88. Rear axle final drive:
1 – flange fastening nut; 2 – cotter pin; 3 – driving shaft flange; 4 – collar seal; 5 – cover; 6 – bolt; 7 – stop washer; 8 –
bearing cup; 9 – taper roller bearing (32312 7 JU); 10 – distance sleeve; 12 – taper roller bearing (32315 B X7 JU);
13 – shims; 14 – self-locking flanged bolts; 15 – reduction gear case; 16 – bevel driven gear; 17 – oil intake; 18 –
; 19 – taper roller bearing (30217 A); 20 – adjusting nut; 21 – stop plate; 22 – self-locking bolt; 23 – stop washer;
24 – differential cup; 25 – cups secure bolt; 26 – support washer; 27 – axle shaft gear; 28 – spider; 29 – differential
satellite; 30 – satellite support washer; 31 – differential cup; 32 – taper roller bearing (30217 A); 34 – differential lock
coupling; 35 – thrust ring; 36 – expansion ring; 37 – bevel driven gear; 39 – self-locking bolt; 40 – bearing cap; 41 –
bolt with hex head; 42 – support washer; 95 – stop washer; 96 – self-locking bolt; 97 – oil control plate.
3-76
3-77
Fig. 3-89. Intermediate axle final drive.
Fig. 3-90. Intermediate axle final drive.
1 – flange secure nut; 2 – cotter pin; 3 – driving shaft flange; 4 – collar seal; 5 – ; 6 – bolt; 7 – stop washer; 9 –
taper roller bearing (32312 7 JU); 10 – distance sleeve; 12 – taper roller bearing (32315 B X7 JU); 13 – shims; 14 –
self-locking flanged bolts; 15 – reduction gear case; 16 – bevel driven gear; 17 – oil intake; 18 – tray; 19 – taper roller
bearing (30217 A); 20 – adjusting nut; 21 – stop plate; 22 – self-locking bolt; 23 – stop washer; 24 – differential cup; 25
– bolts to secure cups; 26 – support washer; 27 – axle shaft gear; 28 – spider; 29 – differential satellite; 30 –satellite
support washer; 31 – differential cup; 32 – taper roller bearing (30217 A); 34 – differential lock coupling; 35 – thrust
ring; 36 – expansion ring; 37 – bevel driven gear; 39 – self-locking bolt; 40 – bearing cap; 41 – bolt with hex head;
42 – support washer; 43 – axle case cover; 44 – bolt; 45 – inter-axle differential case cover; 46 – plug with magnet in-
sert 47 – ring sealing; 49 – oil filter body; 50 – cylindrical driven gear; 51 – taper roller bearing (32213 A); 52 – bolt; 53
– pump drive gear; 54 – bolt with stop washer; 55 – oil pump body; 56 – threaded plug with circular seal; 57 – nut; 58 –
bushing; 59 – pressure adjustment spring; 60 – key; 61 – oil pump drive; 62 – steel ball; 63 – threaded plug with circu-
lar seal; 64 – oil pump cover, outer; 65 – oil pump cover, inner; 66 – bolt with stop washer; 67 – gaskets; 68 – pass-
through shaft; 69 – toothed coupling; 70 – diaphragm cover; 71 – diaphragm; 72 – clamp; 73 – lock drive body; 78 –
fork; 79 – stem of fork; 80 – spring; 81 – spring ring; 82 – driven spur gear; 83 – lock nut; 84 – stop bolt; 85 – interme-
diate axle drive gear; 86 – support washer; 87 – differential satellite; 88 – inter-axle differential spider; 89 – differen-
tial cups; 90 – cap; 91 – rear axle drive gear; 92 – taper roller bearing (32214 A); 93 – bolt with hex head; 94 – rear axle
drive shaft; 95 – stop washer; 96 – bolt; 97 – tray for oil; 98 – ball bearing (6310); 99 – ring; 100 – stop ring; 101 –
plate; 102 – plate of bolt; 104 – nut; 105 – output flange; 106 – oil drain plug with magnet insert; 108 – bearing cup;
109 – bolt; 110 – plug; 111 – setting screw with flat end and slot for screw-driver; 112 – bolt with stop washer; 114 –
sealing ring; 121 – bushing; 122 – lock engagement sensor; 123 – electric contacts.
Peculiarity of this axle construction is built-in oil pump with gear drive from toothed cou-
pling ring of inter-axle differential lock, reduction valve and pressure greasing of loaded items.
Oil intake is in axle case bottom part, reduction valve protects system from excessive pres-
sure.
Oil pump is of gear type.
Intermediate axle inter-axle differential lock is engaged with air pressure supply to drive air
chamber.
The following items on slots: propeller shaft flanges, gear of rear axle drive inter-axle dif-
ferential, driven cylindrical gear arranged on shaft-gear of bevel gearing.
Inter-wheel differential lock is not available.
3-78
Inter-axle differential spider is installed on slots of intermediate axle input shaft, while dif-
ferential cups are bolted.
Instruction on wheel-hub unit of «MADARA» (Bulgaria) for front driving axles is pre-
sented in Appendix.
Instruction on rear hypoid axle repair «MADARA» (Bulgaria) is presented in Appen-
dix.
Instruction on rear axle «FAW» (China) construction, operation, maintenance and re-
pair is presented in Appendix.
3-79
SECTION 4. FRAME, TOW-HITCH-ARRANGEMENT, SUSPENSION,
WHEELS, TIRES
FRAME
Stamped, riveted vehicle frame, consists of two constant channel section girders, intercon-
nected by cross members. Side members are from sheet low-alloy steel.
Maintenance operation
Because of the high ruggedness and tightness the frame doesn’t require special maintenance
operation.
The inspection of the frame allows to determine the changes of its geometric form and sizes,
the presence of the cracks, girders and cross beams bending, the condition of the mountings to the
brackets frame of the springs and shock-absorbers.
Rivet joints are inspected by knocking lightly the rivet heads with a hammer. Loose rivet
while being knocked makes specifically rattling sound.
Repair
When repairing the frame, if the rivet head trembles or displaces, cut it off and change
rivet onto a bolted joint. There should be no cracks in the flanges of girders and cross beams.
Inspect condition of frame paint coat; remove signs of corrosion and touch up the damaged
paint coat.
Potential failures of the frame and the ways of their removal
The cause of the failure The way of the removal
Cracks in the girders and cross Weld the cracks. Before the welding, the crack should be cut, and the
beams crack tips should be drilled out with the drill with the diameter of 5
mm. After the welding of the crack from the inside or the cross beam,
it’s necessary to weld the stiffening plate with the throat of 6-7 mm,
while the welds should be placed in the longitudinal direction.
Girders or cross beams bending Straighten in the cold condition by means of the devices and hand
screws.
The loosening of the rivet joints Replace the rivets with nut bolts and spring washers.
TOW-HITCH-ARRANGEMENT
Tow-hitch-arrangement (Fig. 4-1) of the truck consists of hook 2, the end of which passes
through holes in the rear cross member of the frame, having an additional reinforcement. The hook
end is inserted into massive cylinder body 15, closed from one side with a protective cap, from the
other side – by cover 16 of the body.
Rubber elastic element (buffer) 9, smoothing impact loads when the truck with a trailer start
moving and when moving on the dirt road, is located between two flanges 14 and 13.
Mounted on shaft 3 passing through the hook is dog 4 which prevents the trailer tow bar
from disengagement with the hook.
When assembling the tow-and-hitch arrangement, screw the nut 10 as far as it will go in
flange 13 without application of additional tightening force. Then, while rotating the nut 10, match
slits in it with the hole on the end of hook 2 and then fix a cotter pin. In matching the holes, an axial
shift up to 0.5 mm can be tolerated.
During operation of the vehicle do not use nut 10 for adjustment of the axial shift of hook 2,
because when screwing the nut the hook axial shift gets increased.
4-1
Fig. 4-1. Tow-and-hitch arrangement:
1, 17 - Lubricators;
2 - Hook with dirt reflector;
3 - Shaft of hook catch;
4 - Dog;
5 - Dog axis;
6 - Catch;
7 - Nut;
8 - Lock pin chain;
9 - Elastic element;
10 - Hook nut;
11 - Pin;
12 - Protective cap;
13, 14 - Flanges;
15 - Body;
16 - Body cover.
In case of axial shift of the hook after long-time operation of the truck, disassemble the tow-
and-hitch arrangement and straighten the flanges 13 and 14 if it is necessary and change the worn-
out items.
With settlement of the rubber buffer, arrange additional ring gaskets between flanges and
rubber buffer, then, screw-in the nut, lock it with a cotter and arrange on its place the protective cap
12.
Tow-hitch-arrangement (Fig. 4-2) of the «pivot-loop» type», providing the slack-free con-
nection of the tow truck with the trailer, mounted on the rear cross beam of the vehicles frame,
meant for the operation as part of the road train.
Fig. 4-2. Tow-hitch-arrangement:

2 – runner; 3 – back-up washer; 4 – back-up washer, rear; 5 – choking unit; 6 – slotted nut; 7 – locking knob; 8 – block-
ing ring; 9 – rubber cover of the screw; 10 - holdfast; 11 - lever.
4-2
Tow-hitch-arrangement is fastened on the rear cross beam of the vehicle frame. Shock ab-
sorbing is performed with two choking units 5 (rubber bumpers).
Tow-hitch-arrangement allows the trailer hitch to diverge in the horizontal plane on 100° in
every direction, and in the vertical plane on ±22°. The front part of the tow-hitch-arrangement can
revolve round its axis on 360°.
Maintenance operation
Before the coupling of the tow tractor and the trailer it’s necessary to clean and lubricate the
cut-out neck, the bottom part of the hitch and the butting surface of the coupling. In case of the ve-
hicle operation without the trailer the coupling should be closed
Control the automatics functions and the correct fixation of the holdfast after every coupling.
On the new vehicle or after the replacement of the tow-hitch-arrangement after the
haulage of the first 100 km it’s necessary to check the fixation of the nut 6, its tightness and the
condition of the cut-out neck.
After the haulage of 10000 km it’s necessary to check the completeness of the coupling parts.
Lubricate the coupling automatics body with the help of the lubricating gun. Lubricant 2
00).
After the haulage of every 20000 km it’s necessary to check:
- the condition of the cut-out neck fixation, the automatics function and the holdfast function;
- the fixation condition and the tightening torque of the nut 6. The tightening torque
500 N.m (50 kg. m)
Attention: The presence of the clearance in the connection «hitch-cut-out neck», not enough lubri-
cation significantly reduce the service life period of the tow-hitch-arrangement.
Repair
The removal of the tow-hitch-arrangement from the vehicle
- remove the rubber cover 9;
- from the moat in the body remove the locking knob 8;
- from the nut moat 6 pull out the closing ring 8 and the locking knob 7;
- turn off the nut 6;
- remove the rear back pad 4, the choking unit 5, the back pad 3;
- remove the runner 2, preliminary turning off the four screws 20;
- remove the tow-hitch-arrangement from the vehicle.
The installation of the tow-hitch-arrangement on the vehicle
1. Insert the runner 2 head-on into the hole of the rear cross beam of the vehicle frame from
the internal side and fasten it with the four screws M20, nuts M20 and washers 21.
2. Insert the front part of the hitch with the throttling block 5 and the back-up washer 3 into
the hole of the runner 2.
3. From the internal part insert the second back-up washer 4, throttling block 3, rear back-up
washer 5.
4. Turn the slotted nut 6 home, with the torque of 500 N.m. (50 kg.m). The turning of the nut
should be done the way that the front part of the towing device could be turned around with high
effort. The correct turning of the nut 6 is controlled by the alternate dilation and pressure on the
front part of the trailer device, at the same time there shouldn’t be clearance.
5. The fixing of the nut 6 should be carried out with the help of the strain 7 and blocking 8
rings.
6. Insert the rubber cap 9 on the rear back-up washer 4 so that the cap collar got into the slot-
ted hole.
4-3
Also it’s possible to install the towing plug on the rear cross beam of the frame (Fig. 4-4).
The towing plug is designated for the towing of the broken vehicle on a short distance. You
shouldn’t use it for a constant trailer towing.
Fig. 4-3. The installment of the towing plug:

1 – the towing plug with the spring; 2 – the towing plug pin; 3 – bolt; 4 – nut; 5 – the rear cross beam.
BOLSTER
Bolster-hitch-arrangements JSK 37, JSK 38 of the «JOST» and SK-S36 companies are in-
stalled on the vehicles.
The repair manual of JSK 37 JOST bolster-hitch-arrangement is given in the Appen-
dix.
4-4
SUSPENSION
The truck suspension damps out the major dynamic loads due to roughness of the road The
front suspension incorporates two-way hydraulic shock absorbers and lateral stabilizer to ensure
smooth riding and good stability in motion.
Front suspension for vehicles Z models 5360, 5460, 53605, 6520, 6460 (Fig. 4-4)
consists of two longitudinal semi-elliptic springs 9 operating in conjunction with two hydraulic
telescopic shock absorbers 12 and four hollow rubber compression buffers 21. Two spring U-bolts
13 fix the middle of springs to flange of front axle beam. The fastening brackets 31 of shock
absorbers 12 and lateral stabilizer 10 are secured between springs and beam.
The spring front ends are fixed to brackets 2 by means of detachable eyes 26 and pins 28.
Bronze bushings fitted into detachable eyes increase wear resistance of joints with spring pins.
Front spring rear ends are resting on replaceable spring supports 37.
All spring leaves are rectangular in cross-section. Spring pins are greased through the grease
cup.
Fig. 4-4. Front suspension for Z models 5360, 5460, 53605, 6520, 6460:
1 – frame side member; 2 – front spring bracket, front, r.h.; 3 – stabilizer post; 4 – stabilizer cushion; 5 - ring; 6 – eye
with bushing; 7 – front spring bracket, front, l.h.; 8 – eye lining; 9 – front spring; 10 – stabilizer rod; 11 – front axle
beam; 12 – shock absorber; 13 – front spring clip; 14 – front spring lining; 15, 17 – front spring bracket; 16 – shock
absorber bracket upper, l.h.; 18 – shock absorber bracket, upper, r.h.; 19 – buffer bushing; 20 – buffer cup; 21 – front
spring buffer; 22 – stabilizer bracket; 23, 33, 36 – washer; 24 – stabilizer bracket pin; 25, 32 – stabilizer bushing;
26 – front spring eye; 27 – spring eye bushing; 28 – eye pin; 29 – grease cup; 30 – stabilizer axle; 31 – shock absorber
bracket; 34 – shock absorber fastening bushing; 35 – shock absorber fastening pin; 37 – spring support; 38 – elastic
member.
4-5
Front suspension shock absorbers are linked to truck frame and front axle via pins 35 and
rubber bushings 34. Bushings make up for tilting of truck and damp impact loads transferred from
truck axle to frame.
While in motion on satisfactory roads, the amplitude of suspension vibration is rather small,
as is the resistance offered by shock absorbers. On rough roads, the amplitude of suspension
vibration increases and shock absorbers offer larger resistance, keeping the truck from swaying and
absorbing the energy of impacts while in smooth and sharp spring compression and rebound.
Hollow rubber buffers 19 fixed on frame side members limit the travel of front suspension.
The front suspension incorporates a lateral stabilizer which increases the angular stiffness
of suspension, reduces tilting angle of cushioned part of the truck due to lateral forces, and thus
increases stability of truck in motion. Lateral stabilizer presents a bar of constant cross-section of
45 mm in diameter bent in one plane.
Stabilizer bar ends are fixed to brackets on front axle beam by shaft 36 and polyurethane
bushings. The stabilizer bar 10 is articulated to brackets mounted on LH and RH side members by
posts 3. Polyurethane fixtures are mounted into posts’ eyes to make up for tilting of truck and damp
impact loads.
Z models 5360, 5460 of certain configurations may be equipped with suspension
with small number of leaves (Fig. 4-5).
4-6
Fig. 4-5. Front suspension for KAMAZ 5360, 5460 models:
1 – front spring; 2 – eye with bushing; 4 – buffer bushing; 7, 8 – shock absorber bracket; 9 – lining for eye; 10, 12 –
front spring U-bolt; 14 – front spring lining; 15 – elastic member; 16 – pin of eye; 17 – spring support; 18 – front spring
buffer; 19 - spacer; 22 – shock absorber fastening pin; 23 – shock absorber fastening bushing; 24, 25 – thrust washer; 27
– stabilizer rod; 28 - stabilizer post bracket; 29 – stabilizer bushing; 30 – stabilizer bracket; 31, 32 – stabilizer bracket,
bottom; 33 – spring U-bolt nut; 34 – coupling bolt bush; 35 – stabilizer cushion; 36 – stabilizer shaft; 38 – ring; 39, 40,
54 – nut; 41, 45, 46, 47, 52 – bolt; 48, 50 – spring washer; 55 – grease cup; 59 – shock absorber.
4-7
4-8
Fig. 4-6. Front suspension for KAMAZ 65201:
1 – front spring; 2 – eye with bushing; 4, 5 – spring bracket 6 – buffer bushing; 7, 8 – shock absorber bracket; 9 – stabilizer bracket; 11 – front spring U-bolt; 12
– front spring lining; 13 – elastic member; 14 – pin of eye; 15 – spring support; 16 – front spring buffer; 17 – buffer cup; 18 – spring support; 20 – shock absorber
fastening pin; 21, 22, 23 - bushing 25 – shock absorber fastening bushing; 26, 27 – thrust washer; 28 – stabilizer rod; 29, 30 – stabilizer post; 31 – bush
; 32 – ; 33 – ; 37 – ; 39 – ; 41, 45, 60 – ; 47, 50, 51, 52,
53, 54, 62 – bolt; 55, 56 – spring washer; 58 – ring; 65 – grease cup; 69, 70 – grease cup.
Rear suspension (Fig. 4-7) is of walking-beam type, consists of two semi-elliptical springs
with torque rods having rubberized metal joints that do not need to be greased. Spring ends slide on
supports welded to axle beams . Truck suspension incorporates a lateral stabilizer 31 which
increases the angular stiffness of suspension, reduces tilting angles of suspended parts of the truck
due to lateral forces, and thus increases stability of the truck in motion.
Springs 5 are fixed in the middle by U-bolts 6 to spring shoe 8. When springs are flexed,
their ends slide in the supports. When axles are moving downward the springs are kept in supports
by axle sway stops 7. To limit upward motion of truck axles and to soften bumps against the frame,
buffers 24 are provided on frame side members.
Towing and braking forces are relayed to the frame through six torque rods.
The equalizer consists of two shafts 18 pressed in brackets 20, and shoes 8 with bushings
made of antifriction alloy. The equalizer brackets are linked together with brace 17.
To prevent grease against flowing out the reinforced rubber glands 16 are provided in shoes,
and sealing cups 15 protect the glands against dirt. Shoes 8 are fixed to shafts by means of split nuts
10 tied up with bolts.
Fig. 4-7. Rear suspension for KAMAZ models 6520, 65201, 6460:
1, 13, 38, 41 – torque rod; 2 – cross member No.5; 3 – insert for side member; 4 – rear spring lining; 5 – rear spring; 6 –
rear spring clip; 7 – axle swinging stop; 8 – spring shoe; 9 – shoe cover; 10 – shoe nut; 11 – grease cup; 12 - spacer; 14
– thrust washer; 15 – cup; 16 – collar; 17 – brace of equalizer shaft brackets; 18 – equalizer shaft; 19 – rubber cone
plug; 20 – rear suspension bracket; 21 – lever, upper, rear; 22, 23 – upper torque rod bracket; 24 – rear spring buffer; 25
– frame side member; 26, 35 – stabilizer bushing; 27 – stabilizer bracket; 28, 34 – stabilizer shaft; 29 – stabilizer post;
30 – stabilizer pad; 31 – stabilizer rod; 32 – ring; 33 – rear axle; 36 – clip nut; 37 – torque rod spacer; 39 – intermediate
axle; 40 – torque rod joint; 42 – torque rod cover.
4-9
Fig. 4-8. Rear suspension for KAMAZ models 5360, 5460, 53605:
1 – additional buffer; 2 – rear spring; 3 – eye with bush and collars; 4 – additional rear spring; 5 – insert; 7 – shock-
absorber fastening pin; 8 – shock-absorber fastening bushing; 9, 10 – thrust washer; 12 – stabilizer bush; 15 – lining for
eye; 17 – spring U-bolt; 18 – spring lining; 19 – spring U-bolt nut; 20 – pad for U-bolt; 22, 23 – lining for U-bolt; 25 –
pin of eye; 29 – stabilizer rod; 30 – stabilizer cushion; 31 – stabilizer post; 32 – stabilizer axis; 33 – stabilizer bracket;
35 – wedge of pivot; 38 – ring; 40, 41, 42, 45 – nut; 46, 47, 48, 49 – nut; 53, 54 – spring washer; 55 – bolt; 56 – grease
cup; 62 – shock-absorber.
Torque rod (Fig. 4-9) is an all-forged rod with two ends; double-support metal-rubber joint
is incorporated into them.
Fig. 4-9. Torque rod:

1 – torque rod joint; 3 – torque rod; 4 – torque rod cover; 5 - bolt.
4-10
Maintenance
During Maintenance 1 grease the front spring pins through the grease cups till fresh grease
appears in clearances.
During Maintenance 2:
- inspect visually the state of shock absorbers and torque rods, eliminate troubles, if
necessary;
- tighten the fastening bolts of detachable eyes, the nuts of stop bolts of front bracket eyes
and nuts of coupling bolts of front suspension spring rear brackets;
- tighten the fastening nuts of torque rods;
- tighten the fastening bolts of upper torque rod levers;
- tighten the nuts of front and rear suspension spring clips. In order to preserve the correct
caster of king pins, tighten nuts of front suspension spring clips in the following sequence: first
tighten front (along truck motion) clip nuts, and then, rear clip nuts;
During Maintenance :
- inspect the condition of torque rods joints, in case of clearance, change the joints;
- check the oil level in rear suspension shoes, if necessary, top up oil to the filling holes
level;
- tighten nuts of bolts and studs fastening the rear suspension brackets to frame.
Repair
When disassembling springs. Measure the clearances between pins and detachable eyes
bushings. Nominal clearance between pin and bushing ranges within 0,08... 0,23 mm at nominal
diameter of the pin ranging within 29,95...30,00 mm. If the clearance exceeds 2 mm, change the
worn-out items.
If the ends of first main leaves of rear suspension springs are worn in places of contact with
pad to 50% of thickness, interchange the first and the third leaves.
To prevent the rear suspension spring pad from excessive worn hard alloy (HRC 56...62) is
padded on the their bearing and side surfaces, 2…4mm thick. If this layer becomes worn out repeat
the padding by electrode grade -60 -3,0-1 G 9466-75. When side surfaces of spring main
leaves become worn out in excess of 10mm in places of contact with support cheek, rotate 3 main
leaves through 180o round the center bolt.
When assembling the springs, lubricate the rubbing surfaces of spring leaves with graphite
grease, do the same with front spring pins.
To avoid breakage of springs and excessive wear-out of shoe faces during repair works:
- tighten the front spring fastening nuts with tightening torque of 650-750 Nm
(65-75 kgf m);
- tighten the rear spring fastening nuts with tightening torque of 950-1050 Nm
(95-105 kgf m);
To adjust the axial clearance in equalizer shoe:
- lift the truck by the frame and rest it on supports. Allow equalizer to turn freely by
detaching rear spring ends from axle supports or by taking down the spring;
- screw down the split nut so that the equalizer cannot be turned by hand;
- undo the split nut through 1/6 of a rev. and tighten the tie bolt with a torque of 98...132
Nm. (10... 13 kg f m) and see if the equalizer can be turned by hand. If not, back off the split nut
some more, first loosening the tie bolt.
When disassembling the equalizer in case of excessive wear of shafts and bushings of
equalizer shoes, grind the shafts to eliminate the signs of wear and provide repair-size bushings
(with smaller inner diameters). With the nominal diameter of equalizer axle of 121,937...122 mm
the nominal clearance between shaft and bushings should be within 0,145...0,308 mm. Maximum
tolerable clearance between shaft and bushings without repair is 1,0 .
4-11
Front spring change
To remove the front spring:
- unscrew the nut of spring rear bracket tie bolt, pull out the bolt;
- disconnect shock absorber at the bottom bracket;
- lift the front end of the truck by the frame, put a support under the frame and lower the
truck on it; leave a clearance of 40…80mm between main leaf and the support on spring rear
bracket;
- unscrew the nuts of tie bolts of spring front bracket eyes, remove bolts and knock out the
pin;
- secure the spring in a hoisting device;
- unscrew nuts of clips that fix the spring to front axle beam, remove spring lining;
- remove the spring from front axle using a hoist.
To re-install the front spring:
- using a hoist, lower down the spring on the front axle, first installing shock absorber
bracket under the spring;
- fit in place the spring lining;
- insert spring clipd into holes in front axle flange and tighten clip nuts;
- bring the front end of spring to the bracket, align spring eye hole with bracket holes, insert
the pin and tie bolt and tighten it;
- lift the front end of the truck by the frame, take away the support and lower the truck;
- insert elastic element, spring pad and tie bolt into spring rear bracket and fix it up;
- connect shock absorber to front axle;
Check tightening torque of clip nuts.
Lubricate the spring eye pin with grease cup until fresh grease appears in eye bushing.
Rear spring change
To remove the rear spring:
- remove axle sway stops;
- lift the rear end of the truck by its frame, put a support under the frame and lower the truck
on it, leaving clearances of not less than 25…30mm between spring ends and supports;
- unscrew the spring U-bolt nuts and take off the U-bolts, spring lining;
- remove the spring from the shoe with a hoist.
To re-install the rear spring:
- using a hoist install the spring on the shoe, aligning the head of spring center bolt with a
hole in the shoe;
- install the spring lining, U-bolts and tighten U-bolts nuts;
- lift the rear end of the truck, take away the support and lower down the truck;
- install axle sway stops. Check tightening torque of U-bolts nuts.
Stabilizer change:
To remove the stabilizer:
- take away lock rings,
- knock out polyurethane pads from posts;
- unscrew the nut of stabilizer fastening pin;
- knock out the pin, take away polyurethane bushings;
- remove stabilizer rod.
Stabilizer re-installation is to be done in reverse sequence.
4-12
AIR SUSPENSION
Z-5460 vehicle (with certain configurations) may be equipped with rear air suspension
composed of four air bags, with two shock absorbers, with lateral stabilizer and with two position
regulators. Rear axle is bottom-secured by two longitudinal torque rods, in upper part – by two
torque rods (one of which is adjustable), angle-arranged to each other (Fig. 4-10). Electronic system
ECAS of «WABCO» is used to adjust and control the air suspension.
Fig. 4-10. Rear air suspension for vehicle Z – 5460:

1 – torque rod bracket, upper; 2 – upper rod; 3 – rear axle; 4, 6, 8 – bushing; 5, 9, 32, 35 – washer; 7, 33 – shock
absorber secure bushing; 10 – shock absorber bracket, upper; 11 – regulator bracket; 12 – upper lever; 13 – frame
girder; 14 – frame cross member, rear; 15 – stabilizer bracket; 16, 21 – stabilizer bush; 17, 20 – stabilizer axis; 18 –
stabilizer post; 19 – air element stop; 22 – stabilizer rod; 23 – air bag support; 24 – buffer support; 25 – rear spring
buffer; 26 – stabilizer cushion; 27 – stabilizer bracket; 28 – ring; 29 – U-bolt; 30 – saddle plate; 31 – pad; 34 – shock
absorber secure pin; 36 – shock absorber; 37 – air element; 38 – torque rod; 39 – rear suspension bracket, front; 40 –
torque rod cover; 41 – end; 42 – torque rod joint.
Air suspension advantages:
1. With change of pressure in air bags (depending upon load), the distance between road
coating and vehicle cargo platform maintains constant. With this, height of seating or loading as
well as headlamp aiming maintain constant.
2. The degree of comfort with air suspension does not depend upon loading level. Cargoes
are transported without damages With air suspension, there is no so called bouncing of empty or
partially loaded trailer.
3. Better steerability and transition of braking force to road surface as all wheels are in
contact with road.
4. Changing pressure in air bags (in accord with loading) may be used to control the brake
power regulator.
5. Air suspension is an optimum decision for loading-unloading in system of container
transportation when using changeable cargo platforms.
6. Minimum deteriorating influence upon road coating.
4-13
Fig. 4-11. Air rubber-cord elastic element of
suspension 280-2934016-10
min rated
Pressure 0,6 bar 6,5 bar 7,0 bar
Force 2,7 kN 32 kN 35 kN
Application:
Adjustment of pressure in air bag in
accord with distance between chassis and axle.
Body position valve 464 006100 0 comprises
additional 3/2-stroke slider which closes when
certain set angle is achieved by lever; slider
shifts to air release mode when lever comes to
operation. Thanks to such "height limitation",
vehicle raising above permissible level is
prevented, if hand control valve is used.
Fig. 4-12. Body position valve 464 006... 0

How it works:
With loading increase, the vehicle body with its body position valve shift down. Connection
between vehicle axle and body position valve provides rotation of lever (f) and guide (d) through
eccentric ( ) up. With this, pusher arranged on a guide, opens the intake valve (b). Compressed air
entering the mechanism from accumulating receiver through outlet 1 and return valve ( ), may pass
through outlets 21 and 22 to air bags. In order to limit (till minimum) the air consumption, cross
section for its passing changes in accord with lever deviation in two positions with the help of bored
hole in a pusher (in form of channel).
The valve closure position is achieved with body raising when air bags are filled with air,
and with intake valve b) closure, the latter is controlled by lever (f). In this position, outlets 21 and
22 are communicated by cross throttle.
With vehicle unloading, the process is reverse. Now, vehicle body raises under extremely
strong pressure in air bags rotating the lever (f) with eccentric ( ). The guide (d) shifts down. The
pusher shifts down from seat onto intake valve (b) in such way that excessive compressed air may
be released from air bags to atmosphere through air release orifice ( ) in a pusher and through
orifice 3. In process of vehicle body lowering, the lever returns (f) back to normal horizontal
position.
With air release orifice ( ) closure and pusher seating on intake valve (b), the body position
valve is in balanced position again.
4-14
Hand control valve 463 032...
Fig. 4-13. Hand control valve.

Application:
To control the raising – lowering of vehicle or trailer chassis, parts of changeable cargo
platforms and semi-trailers with air suspension (raising device).
How it works:
In handle position "brake release", the raising device is OFF. Manual control valve provides
free way for compressed air between body position valves (outlets 21 and 23) and air bags (outlets
22 and 24)
Besides, mechanism provides four more handle hold-off positions in which air supply and
discharge may be provided for raising – lowering.
To chassis raising, handle is withdrawn from slot and shifted to position "Heben" (Raising),
when outlets 21 and 23 are closed, and air bags (22 and 24) communicate with receiver by outlet 1.
With required height achieved, handle is shifted to final position "Stop". In this position,
outlets of body position valves 21 and 23 communicate with orifice for air release 3, while outlets
of air bags 22 and 24 are closed. Now, You may put forward the supports of cargo platform. Then,
in handle position "Senken" (Lowering), be sure to lower chassis till normal level onto container or
changeable platform supports. Like in position "Heben" (Raising), the outlets 21 and 23 are also
closed. Air is released from air bags (22 and 24) through orifice 3.
This process is completed with handle shifting to final position "Stop". Now, air is released
from accumulating receiver through outlets 21 and 23, while outlets 22 and 24 are closed. Having
started motion, be sure to shift to level adjustment using the body position valve, shifting the handle
to position " brake release ".
Air suspension electronic control
Air suspension electronic control system for vehicles has numerous functions. Thanks to
electronic control the ordinal air suspension may be perfected considerably:
Decrease of air consumption in motion;
Various levels may be kept constant thanks to automatic control;
Air suspension installation becomes more simple, lines length is less;
Easy implementation of such additional options as recording of various levels, tire
sinking compensation, vehicle protection from excessive overloading, easy start and
control of raising axle.
Thanks to large sections of valves, the air delivery and release is quicker;
Convenience and safety of air system control when using control panel;
Additional flexibility when selecting system configuration thanks to electronic module
parameters programming;
Maintenance and diagnostics convenience.
4-15
As differed from air suspension mechanical control, ECAS is controlled by electronic
module; the latter emits the control signal (depending upon sensors indications) to magnetic valve.
Along with maintaining constant transport position, the electronic module together with
control panel provide functions achievable by ordinary air suspension only with additional valves.
ECAS also provides additional functions. ECAS system may be installed in trailers on any
stages of their production. ECAS works only with ignition energized. In trailer, the power supply is
from ABS system. Besides, ABS system emits the so called -signal to ECAS information about
current vehicle speed.
For electronic air suspension control in trailer not connected with truck, the additional
accumulator is required.
Fig. 4-14. Semi-trailer system
without raising axle, basic
system, example:
1 – electronic module;
2 – control panel;
3 – sensor of shifts;
4 – magnetic valve;
5 – air bag.
How system works

Sensor of shifts (3) measures constantly the vehicle height and passes values to electronic
module (1). If electronic module records any deviation from level required, the signal is emitted to
magnetic valve (4) to shift vehicle to position required.
Using control panel (2), it is possible (in motion with speed not more than certain one
(during stop), to change the vehicle height (e.g., when unloading).
The lightning signal lamp will inform about deviation of vehicle position.
The blinking signal lamp indicates any error in a system recognized by electronic module.
Fig. 4-15. Connection

scheme for basic
system:
1 - electronic module;
2 – control panel;
3 – sensor of shifts;
5 – air bag.
4-16
Electronic control module
Electronic control module is a basic part of system. In a vehicle, it is connected by 35 or 25
contact connector with system components. Control module is in driver’s cab.
Electronic module for trailer ECAS comprises switching card with several pins to which
system components are connected. It is arranged in special protective case and secured to trailer
frame. Using this electronic module, various system configuration versions may be realized. The
sites to connect shift sensors, pressure sensors and magnetic valves are provided/ connected cables
are routed from case through side orifice.
How it works
Electronic module comprises microprocessor which
processes only digital signals. Memory module is
connected to processor. Magnetic valves and signal lamp
are connected through terminal cascade.
Electronic module function is as follows:
- constant control over input signals
- conversion of signals into digital type
- compare of values acquired with set ones
- if any deviation from set value, calculation of
required control signal
- monitoring the magnetic valves.
Fig. 4-16. Electronic module

ECAS 446 055...
Electronic module additional functions:

- data storing and processing
- data exchange with control panel and diagnostic device
- constant control over work of all system components
- monitoring the loading state (systems with pressure gauge)
- recognition of errors.
To provide fast reaction upon deviation from set values, the microprocessor processes the
program all the time. Single program procession is enough to perform all functions above specified.
This program is recorded in constant memory. It addresses the memory data from time to time.
These data influence the calculations and the control signal from electronic module. With these
data, the calibration parameters, the system configuration data etc. are transmitted to program.
Magnetic valves
Special clusters of magnetic valves were developed for E AS system. Several magnetic
valves were united into single compact cluster, so, dimensions and connection cost were decreased
considerably.
Magnetic valves are controlled by electronic module, they convert voltage into air supply
and release process, i.e. they increase, decrease or maintain certain air volume in air bags.
To provide large air flow capacity, valves with preliminary control are used. First, magnets
energize valves with small flow, the control air from them goes to piston surfaces of corresponding
control valves (diameter 10 or 7 mm).
Depending upon application, various magnet valve types are used; for single axle control,
only “seat” valve is enough, while for monitoring the raising axle, more complex slide-type valve is
required.
Both magnet valve types are manufactured on basis of common complex model. Depending
upon application, one and the same case may comprise various valve parts and magnets.
Magnet valve ECAS 472 900 05.
4-17
Axle with two displacement sensors
This magnetic valve comprises three magnets. One magnet (6. 1) controls central valve of
air supply and release (it is called central 3/2 –travel valve), others control connection of both air
bags (2/2 –travel valves) with central valve of air supply and release.
Fig. 4-17.Magnet valve.
With the help of this valve, the so called 2-point adjustment may be performed which
supposes adjustment (with the help of displacement sensors) of vehicle side-boards height separately
on both sides of axle, so, in spite of uneven load distribution in body, the axial parallel is maintained.
Valve composition
Magnet 6.1 provides energizing of preliminary-control valve (1), the control air from it
through orifice (2) acts upon control piston (3) of air supply and release valve. The power to
preliminary-control valve is provided by outlet 11 "Power" and uniting orifice (4).
Fig. shows air supply and release valve in “release” position, in which air from chamber (5)
may pass through orifice in control valve (3) to outlet 3.
With current supply to magnet 6.1, the control piston (3) shifts down to close first the orifice in
control piston with the help of valve plate (6). Finally, the valve plate leaves its place (seat) (that’s why
the name “seat” valve exists) in such way that air from accumulating receiver may go to chamber (5).
All other valves connect air bags with chamber (5). In accord with current supply to magnets
6. 2 or 6. 3 through orifices (7) and (8), the control pistons (9) and (10) are loaded opening valve
plates (11) and (12) in direction of outlets 22 and 23. Magnet valve to control the vehicle second
axle may be connected to outlet 21.
Magnet valve E AS 472 900 02.
Axle with single displacement sensor
Fig. 4-18. Magnet valve.
4-18
This valve is similar to that described above but comprises less number of parts.
Thanks to outlet 14 connection with outlet 21, the air supply and release valve is excluded
from the above described valve. Besides, only one valve of preliminary control (1) is used. The
control pistons (3) of both air bags are loaded through two uniting holes (2), so any air supply or
release in chamber (5) is provided simultaneously for both air bags.
If nu current supply to magnet, the valves close as shown in Fig. Air bags are connected
only by cross throttle (7) with the help of which it is possible to equalize pressure difference
between side-boards.
By outlet 12 the valve connects with accumulating receiver. This outlet is required for
preliminary control valve only to shift the control piston.
Fig. 4-19. Magnetic valve ECAS 4729051.. Fig. 4-20. Magnet valve ECAS 472 900 05.
Slide-type valve with block of rear and raising axles. Valve for bus the option of inclination.
Remote-control device ECAS 446 056 0..
Fig. 4-21. Remote-control device.

Using this remote-control device, the driver acquires possibility to influence the vehicle
height level in certain range. The pre-requisite for height change is stop of motion or speed below
the set programmed value.
The control buttons are arranged in comfortable body. Contact with electronic module is
provided by twisty cable and socket on a vehicle.
There are various types of remote-control in accord with system version. Fig. shows such
device with largest number of options:
- body raising and lowering
- transport level setting
- stoppage
- recording and adjusting of two most preferable levels
- raising axle raising and lowering
- driven axle unloading and loading
- engagement and disengagement of axle automatic raising.
4-19
Displacement sensor ECAS 441 050 0.. .
The valve appearance is similar to that of WABCO standard valve of body position, so, it
may be installed in the same place on vehicle frame (the secure holes are similarly disposed). The
valve body comprises coil in which core displaces up-down. The core by con-rod is connected with
eccentric arranged on lever shaft. The lever is connected with vehicle axle. Now, if you change
distance between body and axle, the lever rotates pushing the core in or out. Thus, the inductivity
changes. Electronic module measure the inductivity value and converts it to displacement values.
Fig. 4-22. Pressure gauge 441 040 00. 0.

Pressure gauge releases the voltage values which are proportional to current pressure. The
measurement range is between 0 and 10 bar, do not exceed pressure 16 bar.
Through the plug-in connector, the voltage signal is supplied to electronic module. Besides,
the power voltage should be supplied to sensor by third wire from electronic module. To provide air
supply to sensor, hose is required being connected to air bag.
In no case, do not connect pressure gauge to control line of body position magnet valve,
otherwise, the measurements of air supply and release will be with errors.
If you have no possibility to use air bag with two threaded connections, as famous
manufacturers of air bags suggest, be sure to use special uniting item. This item may comprise
single -type threaded tube connection, and small pipe is welded into pressure gauge outlet, the
pipe penetrates inside air bag chamber providing "calm" pressure in air bag.
If such uniting item is not available, its function may be performed by various -type parts:
- gauge is arranged for one axle (e.g., trailer with raising axle): pressure gauge is connected
to air bag by single -type item of large section. Connection between -type item and magnet valve
is provided with drift diameter 6 mm.
- gauge is arranged for tow axles (e.g., 3-axle trailer with single raising axle): each air bag is
with single gauge -type item. On one axle, the pressure gauge is installed, while the other has
connection with magnet valve. -type items are interconnected. Then, the pipeline cross section
must be with drift diameter of 9 mm.
4-20
FRONT AXLE
The front axle in assembly with hubs, wheels, brake gears and steering linkage tie-rod (Fig.
4-23). Front axle beam with steering knuckles, steering linkage levers, assy. (Fig. 4-24).
Technical data
Kingpin caster relative to frame 2°40'
Kingpin lateral inclination 3°30'
Maximum turn angle of inside (relative to turning center) wheel 44° - 48°
Camber 1°30'
Toe-in of wheels (relative to center of rim edge), mm 1,2 – 2,5
Wheel rim size, mm (in) 228,5-571,5(9,00-22,5)
Tire size, mm 315/80R22,5
Tolerable unbalance of front wheel hub complete with brake drum, <10 (1,0)
N.cm (kgf/cm)
Tolerable unbalance of wheel complete with tire, N cm (kg f cm) <40 (4)
Tolerable clearance between beam and knuckle on kingpin axle <0,25
Front axle complete with hubs, brake gears and steering linkage tie-rod is given in Fig. 4-
23.
The construction of a hub with a brake drum provides installation of disk wheels with
fastening of ISO type.
Front axle (Fig. 4-24) is of non-split type with forked steering knuckles and tapered
kingpins. The washers 31 of 1,5 mm and 0,25 mm thick serving for adjustment of kingpin joint
axial play are placed in between beam eye upper end faces and steering knuckles.
Sliding bearings and supporting bearings are lubricated through grease cups 20.
Upper and lower steering levers are secured in knuckles by studs with tapered split bushings
and self-locking nuts. Rotation angles of steering knuckles are limited by stops, screwed into
steering knuckle flanges and secured in place with nuts. At maximum rotation of wheels, these
stops bear against bosses on axle beam.
Wheel hubs 6 are fixed on steering knuckle journals (Fig. 4-23) by means of nuts 3.
To reduce the tires wear and to improve truck stability and drivability, the hub complete
with brake drum is balanced.
The hub rotates on two taper roller bearings 2. Both inner and outer bearing races are
marked; markings of the races should accurately coincide for both of the races. Inner race of
bearing thrusts against stop ring.
The bearing assembly is protected against dust and dirt by means of cap 5 with gasket 1 at
the outside and with collar – at the inside, the collar is fitted in hub groove, working edges of the
collar rest against ring 12 (Fig. 4-24). Front wheel brake gears are mounted on supports, which are
bolted to steering knuckle flanges. Front axle steering linkage incorporates cross-rod, the taper ends
of cross-rod ball pins fit tightly in taper holes of steering arms 9 and are fixed with split nuts. Drag
rod is secured similarly to steering knuckle arm and to steering pitman arm.
4-21
Fig. 4-23. Front axle with brakes:
1 - gasket; 2 - bearing; 3 – bearing nut; 4 – front axle; 5 - cap; 6 – front wheel hub; 7 – wheel fastening nut; 8 - wheel; 9
– tire; 10 – tie bolt; 11 - wheel rotation speed sensor; 12 – sensor; 13 - front wheel hub with drum, bearing and collar;
14 – clamp.
4-22
Fig. 4-24. Front axle and steering knuckles:
1 – steering knuckle; 2 - collar; 3 – steering linkage tie-rod; 4 – front axle beam; 5 - kingpin; 7 – kingpin washer; 8 –
distance bushing; 9 – steering knuckle arm; 11 – pitman tie-rod arm; 12 – collar ring; 13 – upper cap; 14 – lower cap;
16 – sealing ring; 19 - bearing; 20 – oiler; 31 - washer.
Kingpin inclination and camber angles are properly ensured during front axle components
manufacturing and are not subjected to adjustment in service. The caster angle is determined by
position of front axle suspension.
WHEELS, TIRES
Tires are pneumatic, tube or tubeless.
Wheels for tube tires are disk, steel, with three-component rim, with fastening acc. to
ISO 4107, size 8,5-20. Detachable side ring is held on rim by lock split ring fitted into a rim groove.
Rear twin wheels are mounted on the hub according to a center hole in wheel disks and
secured with nuts 10 with washers. Valve extender secured on the bracket is used to provide the
access to inner wheel valve.
Trucks of some component sets may be with disk doubled wheels with tube-type tires
provided with a gate extension part for each wheel.
During wheels installation, the outer wheel gate is to be shifted relative the inner wheel one
onto 36° (one pitch of wheel fastening bolt); with this, the bracket should be oriented onto the outer
wheel gate.
As for tubeless tires, the disk wheels are used, size 9,00—22,5, steel or of aluminum alloy.
With gate set, the gate-with-rim leakage-proof is to be provided.
Doubled wheels for tubeless tires are with gate extension item for each wheel.
During wheels installation, the outer wheel gate should be shifted relative the inner wheel
one onto 36° (one pitch of wheel fastening bolt); with this, the bracket should be oriented onto the
outer wheel gate.
The front wheel toe-in (journal rotation angle forward), for trucks of curb weight, constitutes
' '
4 -10 , which corresponds to 1,0-2,7 mm, as distance difference measured by beads of brake drums
in horizontal surface, the latter passes through the drum center in front and rear, in the same points.
4-23
) )
Fig. 4-25. Twin wheel:
1 – wheel; 2 – nut with washer; 3 – disk; 4, 5 – bracket. 6 – nut; 7 – valve extender; 8 – valve extender.
) with tube tire;
) with tubeless tire.
Fig. 4-26. Disk wheel:

1 – disk; 2 – rim; 3 – lock ring; 4 - balance weight; 5 Fig. 4-27. Disk wheel:
– bead ring; 6 – wheel. 1 – disk; 2 – wheel rim; 3 – valve; 4 – balance weight;
5 – spring; 6 – wheel.
Vehicle wheels are disk, steel, size 11,25-20, with fastening acc. to ISO 4107 for tube tires
(Fig. 4-28).
Tires are pneumatic, tube-type, 16.00.R20, with off-road tread pattern.
4-24
Fig. 4-28. Wheel on driving axle installation:
Fig. 4-29. Steel wheel with tire:
1 – steel wheel with tire; 4 – nut with washer;
1 – balancing weight; 2 – spring; 3 – wheel; 4 – tube;
5 – angle piece; 6 – fitting; 7 – hose; 8 – air cock
5 – flap; 6,7 – tire.
casing; 11 – nut; 13 – clip.
Spare wheel with lifting mechanism are secured on platform front side to the right (Fig. 4-
30).
Fig. 4-30. Spare wheel carrier:

1 – block; 2, 3, 13, 16 – bracket; 4 – bushing; 5 – front board; 6 – support; 7 – pulley: 8 – spare wheel bracket; 9 – nut
with washer; 10 – wheel with tire; 11, 17, 20 – pulley rope; 12 - clamp; 14 - cover; 15 – bearing; 18 – pulley shaft; 19 –
rope insert; 21 – support for pulley shaft; 22 – plate spring; 23 – ratchet; 24 - axis; 25 – ratchet latch; 26 - stop; 27 –
spring of latch.
4-25
To lift the dump truck spare wheel:
- to set the wheel vertically and to pass the rope through one of the holes in a wheel disk, to
embrace the wheel around the tire profile and to lock the rope with a clamp;
- rotating the spare wheel lifting mechanism, to raise it;
- rotating the swinging arm, shift the wheel and put with central hole in a disk onto a hook;
- slacken the rope, align the holes in a disk with fastening bolts, and shift the wheel along
the hook till thrust of disk into the brackets;
- to secure the wheel with nuts and washers.
To lower the dump truck spare wheel:
- unscrew two nuts with washers;
- with the help of a spare wheel lifting mechanism, raise the wheel so that disk central hole
leaves the hook;
- rotating the swinging arm, to shift the wheel outside and to lower it rotating the spare
wheel lifting-lowering mechanism;
- disconnect the clamp from rope and withdraw the rope out of wheel.
Spare wheel with lifting mechanism are fixed on the RH side member of frame (Fig. 4-31).
To raise the spare wheel: - with tube tires, to put it with lock ring up; with tubeless tires -
with disk up; to insert the spare wheel support inside the rim. Rotating the shaft with wrench for
wheel nuts tightening, to raise the spare wheel support and match the surfaces of wheel and support.
In process of shaft rotation, the rope reels up on it, and support with wheel rises. To secure the
wheel with two nuts with washers in raised position.
To lower the wheel, be sure to undo two nuts which fasten the spare wheel to bracket and to depress
onto the wheel. If force for wheel lowering is excessive or if wheel drops spontaneously, to adjust the
pressing force of plate springs (after adjustment, the nut should be secured with a cotter pin).

1 – bracket; 2 – winch plate spring; 3 – winch rope; 4 – winch rope insert; 5 – rear wheel rest; 6 – winch shaft: 7 –
winch ratchet; 8 – nut; 9 – winch lock; 10, 11 – cotter pin.
Spare wheel is arranged behind the cab in a carrier (Fig. 4-32), provided with raising-
lowering mechanism, with hydraulic drive.
4-26
1 – rack; 2 – plate with bolts; 3 – swing post; 4 – hydraulic cylinder; 5 – frame girder, r.h.; 6 – guide plate; 12 –
coupling; 13 – bracket; 20, 26 – nut.
For raising and lowering the spare wheel and cab, one common pump mounted on the
right wing of the cab is used. Position of handles for lifting and lowering the spare wheel is
indicated in the table arranged on the pump.
To raise the spare wheel, fasten it on the folding bracket with nuts 26, set the pump control
handle to position «SPARE WHEEL RAISING » and, rocking the drive shaft with tire iron or
wrench for wheels, to raise the wheel. With raising over, to fasten the folding bracket to the rack
with nuts 20.
To lower the spare wheel, preliminarily, to unscrew the nut 20 fastening the folding
bracket to the rack, set the pump control handle to position «SPARE WHEEL LOWERING » and,
rocking the drive shaft, to lower on the folding bracket and remove it by unscrewing the nuts 26.
Maintenance
At daily maintenance conduct visual inspection in order to check the condition of tires and
wheels and wheels fixture, starting from front LH wheel and moving clockwise; if necessary
remove stones, nails and any other matters out of the tread, wheel sides and in-between twin tires,
place caps on tire valves if missing. Should oil, fuel and other petroleum products be found on tires,
wipe them dry.
Check air pressure in the tires using the pressure gauge. Pressure drop by 25% of standard
value reduces tire service life by 35...40%. Bear in mind that fuel consumption increases by
2
1…l.5 ltr per 100 km of run when tire pressure drops by 98,1 k Pa (1 kg f/cm ). So, tire pressure
should correspond to the rated value given in the technical data.
When inflating the tires, keep clear of them in a safe location. You may inflate the tire
without demounting it if air pressure has dropped not more than onto 40 % from normal one and if
you are sure that pressure decrease didn’t violate the proper tire mounting.
4-27
For inflating the tires, you should use the special hose supplied with the service kit, or any
other suitable hose fitted with a cap nut threaded to M16 x 1.5. The hose is to be connected to the
pressure regulator. Prior inflating the tires, to reduce pressure of compressed air in receivers till
value corresponding to pressure of regulator engagement.
To check up the toe-in of front wheels in the following order:
- check pressure in front wheel tires and adjust to normal value, if necessary;
- set front wheels as if truck moves straight ahead;
- using ruler 2182 measure the distance between edges of wheel rims at the level of wheel
centers behind the wheels;
- roll the truck forward to rotate the wheels through one half of a rev.;
- measure the distance between edges of wheel rims at the front at the same points, at the
height of wheel centers. The difference of two measurement of distances between wheel rim edges
before and after rolling of the truck equals the toe-in of the wheels and should measure 1.2...2.5
mm. If toe-in is incorrect, adjust it by changing the length of steering cross rod. For this purpose,
slacken the bolts of both head joints and screw the rod in the heads (if toe-in is excessive) or out (if
toe-in is too small) until proper value of front wheels toe-in is achieved. Retighten the head joint
bolt nuts with torque of 49...61 Nm (5...6.2 kg f m).
To check front wheel hub bearings (wheels are off the ground) rock the wheels hung up
on the hoisting unit in the direction perpendicular to wheel rotation plane, and rotate the wheels by
hand. If bearings are adjusted correctly, the wheel rotates freely, it doesn’t stick and wobble, and
axial play is missing. If wheel resists rotation (but not due to brake shoes catching the brake drum)
or if play is perceptible when the wheel is rocked, adjust the tightening of hub bearings.
To inspect the wheel hub bearings and change grease in them remove the hubs off the rear
and front wheels. Remove hubs with utmost care, so as not to damage the sealing glands. Damaged
glands lead to penetration of grease from hubs into the brakes, and dust and dirt ingress into hub
bearing assembly.
To remove the front wheel hubs:
- take off the hub cap 5 (Fig. 4-23);
- undo nut tie bolt 3;
- undo bearing fastening nut 3;
- using a remover tool pull the hub off (Fig. 4-33), for this, put feet 1 onto hub studs and
secure the wheels with nuts. Thrusting head 5 against steering knuckle, drive screw 4 into cross
piece 3 until the hub is removed completely.
Fig. 4-33. Removing front wheel hub with remover:

1 - feet; 2 - axle; 3 – cross piece; 4 - screw; 5 – head.
Rear wheel hubs removal is described in section “Driving axle”.

When evaluating the condition of bearings, note that working surfaces of outer races and
rollers should not bear scratches, scores, cracks, signs of overheating, etc. Rollers should revolve
freely in the cage.
4-28
To grease the front wheel hub bearings, first remove old grease, and then pack the
required amount of grease into the space between cage and rollers, thoroughly and uniformly, all
over the bearing.
Conduct adjusting of the front wheel hub bearings in the following order:
- remove the hub cap and slacken the bearing nut; turning hub (wheel) check ease of
rotation. If hub is tight (but not due to brake shoes catching the drum), take down the hub and make
sure the tightness is not due to bearing or gland damage;
- rotate the hub (or wheel) to and fro to let rollers fit properly between bearing races; then,
tighten the bearing nut until hub (wheel) rotation becomes tight
- undo the bearing nut through about 1/6 of a turn and tighten the nut tie bolt.
- check rotation of the hub (wheel) in both directions; rotation of hub (wheel) should be easy
and uniform, noticeable axial play is not acceptable.
Finally, inspect the quality of bearing adjustment by making a trial run up to 10 km. If
bearings are overheated, repeat adjustment.
ADJUSTING THE POSITION OF STEERABLE WHEELS OF THE SECOND AXLE (For
trucks with wheel arrangement 8 4)
In case of excessive tire wear-out and truck slipping, to inspect the wheels of the first and
second axles for correct setting. For this:
1. Preliminarily, check up the toe-in of wheels of the first and second axles. Adjust, if need
be.
2. Place the truck on a hard and level horizontal ground. Take the protective disks off the
wheels of the first and second axles, put the turning tables under the wheels of the first and second
axles.
3. Set wheels of the first axle into position of straightforward motion.
4. Apply a special ruler (with two stops for wheel hub centres) to wheels of the first and
second axles, on one side, then on the other side; measure the distance (see Fig. 4-34). The
difference of distances for one axle, on the left and on the right, should be not more than 2 mm.
If difference is more than 2 mm, assure the necessary difference of distances rotating the
steering wheel.
5. Apply a a special ruler with two stops to disks of wheels of the first and second axles, at
first, on one side, then on the other; measure the distance . The difference of distances for
drums of the second axle, on both sides, should be not more than 2 mm.
If the difference is more than 2 mm, adjust the wheels arrangement as follows (see Fig.
Scheme of wheels arrangement):
- slacken the ends of intermediate rod 3, undo the bolts and nuts.
- rotating the intermediate rod, to adjust the position of hubs of the second axle wheels to
straightness, until difference of distances is not more than 2 mm; with this, do not violate the
position of the first axle. If need be, to repeat the adjustment in several steps;
- with adjustment over, to secure the ends of intermediate rod, tighten the nut with torque of
tight.=7,8…10 kgf m.
6. Rotating the steering wheel, turn the wheel hubs to the left and to the right till the adjusting
bolt of the first axle wheels stops. This angle for the left wheel of the first axle should be 45 10, and
stop in steering knuckle on the first axle should rest against the boss on axle body. With this, the
turning angle for the left wheel of the second axle should be 33 2,5º, and the stop on journals on the
second axle should rest against the boss on axle body. If need be, to adjust the stops on knuckles of
both axles.
7. With all procedures over, check the fastening and cottering of all joints of steering
linkage.
4-29
Fig. 4-34. Scheme of wheels arrangement
Repair
Wheel disassembly and assembly
To disassemble the wheel, let air out of the tire completely and brake the truck reliably:
- for front axle: lift the wheel using a jack, undo 10 nuts securing wheel to hub, take down
the wheel;
- for middle and rear axles: lift the wheel using a jack, undo 10 nuts securing wheel to hub,
take down the outer and inner wheels.
To reinstall the wheels, follow the reverse sequence of operations.
To disassemble the wheel with tube tire, Place it onto plain horizontal site with the lock
ring facing up, deflate the tube. Make marks of mutual disposition on tire and rim (to preserve
balancing after assembly). Sequence of disassembly (Fig. 4-35):
I - fit a straight tire iron between bead ring and tire, and force the tire bead down;
II - insert a curved tire iron into the gap so that its end bears against the bead ring and its
heel bears against the straight tire iron;
III - working around the circumference and forcing the tire bead down with straight and
curved tire irons, take the tire bead off the tapered flange of bead lock ring;
IV - fit the end of straight tire iron into the slot of bead lock ring and force the ring out of
groove;
- lift the lock ring with curved tire iron, resting the latter on the bead ring;
- holding the lock ring lifted, fit the straight tire iron end under the bottom lock ring face;
- hold the lock ring by hand and force it out of rim groove with straight tire iron.
4-30
Fig. 4-35. Wheel disassembling.
Take off the bead ring, turn the wheel over and remove the tire bead from rim using the two
tire irons.
Set the wheel upright, pull the rim out of tire until tube valve stops against the valve slot
edge, sink the valve in the slot and pull the rim out of tire.
Never drive the wheel rim out of the tire by hammering the lock side of rim.
To reassemble the tube tire on the wheel rim, fit the tube in place, having dusted it with
talcum, and insert the flap. Inflate the tube partially and screw in the valve. Then, proceed as
follows, see Fig. 4-36:
Fig. 4-36. Tire mounting.
I - place the tire on wheel rim a little askew and insert the tube valve into its slot. Lift the tire
on valve side and fit it on the rim;
II - mount the bead ring and insert the lock ring into rim groove at the side opposite to the
split, force one part of the ring inside, then the other.
Never drive the ring home by hammering directly, without inserting a soft pad, otherwise the
lock will sure be dented and misshapen.
Make sure lock ring edges have been sunk under tire bead, if not, to force the edges under
the bead.
Place the wheel in a special safeguard, or place it flat with lock ring downwards. Inflate the
tire up to pressure of not more than 49 kP (0,5 kgf/ m2). Make sure the tire bead fits well to the
lock ring all the way round; if so, inflate further up to rated pressure.
Wheel rim, bead and lock rings should be free of cracks and dents; there should be no traces
of corrosion or dirt (especially in lock groove); the contacting surfaces should be dusted with
talcum.
Lock ring should fit properly in the rim groove throughout its inside surface.
To disassemble the tubeless tire off the wheel rim::
- let air out of the tire completely;
4-31
- make marks on tire and rim (to preserve balanced state after assembly);
- set the wheel assembled with tire horizontally, with disk up;
- by means of fork and flat straight iron ends, remove completely the tire bead from a rim
tapered seat (see Fig. 4-37, 1);
- turn the wheel with tire over, with disk down, in the same way, remove the second tire
bead from a rim seat;
- force the tire bead down till level of mounting groove. Simultaneously, from the
diametrically opposite side, insert the curved flat iron ends between the wheel rim and tire bead,
withdraw the bead outside the rim end face in that very place and further, working around the wheel
circumference, sink the rim end face inside the tire (Fig. 4-37, 2);
- turn the wheel with tire over, with disk up;
- by means of curved and straight iron ends, attach to the bottom rim flange and withdraw it
from the tire space, with this, the tire bead from the opposite side should be in a rim mounting
groove (see. Fig. 4-37, 3);
- keeping the rim in certain position shown in Fig. 4-37, 4) with the help of a fork end of one
of the tire irons, remove the rim out of tire using the curved flat end of the second iron, inserted
successively around the circumference between the tire bead and rim flange;
- if need be, remove gate from the rim.
Fig. 4-37. To disassemble the tubeless tire.

To facilitate the assembly and disassembly and to avoid the tire sealed ply breakage, wipe the tire
bead and the rim flange with cloth soaked in soap or simple water.
Prior mounting, inspect the technical state of wheel and tire: there should be no traces of corrosion,
dirt, metal scoring, especially on tapered surfaces contacting with tire, there should be no bead damages,
deep cuts, holes on sides or tire tread. The operations should be performed with the serviceable tools.
To mount a tubeless tire on a wheel rim:
- set the gate onto a wheel rim;
- place the tire horizontally
- the wheel is disposed with disk up, insert the bottom flange of wheel rim completely into the tire
space (see Fig. 4-38, 1);
- turn the wheel with tire over and, keeping the upper tire bead on the level of a rim mounting
groove, by means of flat ends of one then both tire irons, force it completely behind the bead flange of a rim
(see. Fig. 4-34, 2);
- inflate the tire up to operation pressure;
- inspect the tire-rim setting for air-tightness.
4-32
Fig. 4-38. To mount a tubeless tire.
Tires should be mounted and demounted at the enterprises in a specially reserved area
provided with specialized equipment, tools and accessories.
For mounting and demounting the truck tires en route, use special tire irons supplied with
service kit.
Keep in mind the following rules::
- do not mount the tire on a rim which is of different size than the given tire;
- do not use bead and lock rings from wheels of other makes;
- do not use tires with scoring or mutilation on the beads as this will disturb proper mounting
of such tires;
- during and after the tire inflation, do not strike against rim and tire;
- remember that to maintain the wheel balance, it is important to mount the used tire in
identically the same position as before the disassembling (viz. the marks on tire and rim should
match).
The wheels fastening nuts should be tightened evenly in two-three steps according to Fig. 4-
39) with torque 54-67 kgf.m. Prior the disk wheels setting, clean the setting surface on a hub and a
wheel. Grease the setting diameter on a hub, thread on wheel fastening bolts. Drip a drop of oil
between a nut and a lock washer.
After dismantling and reassembling the disk wheels on a truck, check the tightening torque
of nuts after short travel (100…150 km). If need be, tighten them up to torque presented.
Fig. 4-39. Sequence of wheel nuts tightening.
4-33
Trouble-shooting guide
Trouble Probable cause Remedy

Loss of stability in motion Wheel balancing is disturbed. Balance wheels with tires as assembly
Non-sufficient tire pressure Bring pressure to normal

Free play in hub bearings and Adjust the wheel hub bearings, tighten
incorrect tightening of nuts which up nuts
fasten wheels to hubs
Wrong mounting of steerable wheels Adjust the wheel toe-in
Non-uniform wear-out of tire treads Interchange the tires
Worsening f front wheels Non-sufficient tire pressure Raise pressure to normal
self-reset to neutral position
Increased effort at steering Non-sufficient front tire pressure Raise pressure to normal
Lack of grease in wheel hub bearings Grease the bearings
Over-tightening of front wheel hub Adjust the hub bearings
bearings
Hubs overheating Lack of grease in wheel hub bearings Grease the bearings
Over-tightening of wheel hub Adjust the wheel hub bearings
bearings
Excessive wear-out of the Maladjusted position of the second Adjust the position of the second axle
second axle tires (for 8 4 axle wheels wheels
trucks)
4-34
SECTION 5. STEERING CONTROL
The truck steering system comprises a hydraulic power steering unit, a built-in steering gear,
working set is screw with nut on re-circulating balls and a rack engaged with the toothed sector of a
pitman arm shaft.
Steering wheel features LH arrangement. Steering column is connected with steering gear
through cardan shaft with splined sliding joint and steering mechanism with bevel gears.
The steering column is an adjustable or non-adjustable one depending upon the truck model
and component set.
Truck models are equipped with steering gear model «RBL» (Germany) with ratio from
18,2 in middle position of pitman arm to 21,5 in extreme positions. -
. «ZF» ( ) 22,2
26,2 .
The power steering pump is of impeller type; in accord with component set, the trucks
may be provided with power steering pump model 6520 of «RBL» or «ZF», on KAMAZ-65201
with single-circuit control system – of model 6540. The pump drive is of gear type, from crank-
shaft, the “ZF” pump is driven from HP fuel pump drive gear.
Z-65201 truck is provided with double-circuit steering control system. The system
has two pumps of «ZF»: main pump and back-up one to provide the steering system operability in
case of main pump or engine failure. The back-up pump is installed on PTO box, the latter is fastened
to gearbox rear end face.
Installation of steering column in the
truck cab is presented in Fig. 5-1. Shaft with
steering wheel 1 rotates in column 4. Column
is fixed at the top to bracket 2 mounted on can
internal panel, while at the bottom - to flange
8 on the cab floor. Cardan shaft 3 connects
column with steering gear. The steering col-
umn carries an instruments-and-starter switch
with thief-proof device.
Fig. 5-1. Steering Column:

1- Steering wheel; 2 - Column fastening bracket;
3 - Cardan shaft; 4 - Column with thief-proof device
lock; 5 - Steering wheel cover; 8 - Column fastening
flange; 9 -Flange cover; 10 - Flange cover gasket;
11 - Column fastening bolt; 12 - Thief-proof device
guard; 14, 15, 16, 17, 18 - ; 19 – Screw; 22, 23 -
nut; 24, 25, 26 – spring washer; 30 – transport plug.
Installation of steering column in the truck cab is presented in Fig. 5-2. Shaft with steering
wheel 1 rotates in column 4. Column is fixed to bracket 2 mounted on cab internal panel. Cardan
shaft 3 connects column with steering gear.
5-1
Fig. 5-2. Steering column installation:
1 – steering wheel;
2 – bracket;
3 – cardan shaft;
4 – column;
5 – steering wheel cover;
6 – adjusting flywheel;
7 – column casing, front;
8 – sealing ring;
9 – column casing, rear;
10 – protective casing;
11 – casing bracket;
12 – clip;
13, 23 – nut;
14, 15, 16, 17 – bolt;
18, 19 – screw;
20 – self-cutting screw;
21, 25 – plain washer;
22, 24 – low nut;
26 – spring washer;
27 – wiper-washer shifter;
28 – direction indicators, high-low beam shifter.
The steering column is an adjustable or non-adjustable one depending upon the truck model
and component set. The steering column adjustment is mechanical. It may be adjusted while rotat-
ing the flywheel 6 (Fig. 5-2) clockwise till stop. Steering column is secured in necessary position
via rotating the flywheel counter clockwise till stop.
Cardan shaft (Fig. 5-3) of steering control is provided with two joints. Every joint has
yokes 1, 6 and 10, united by spider 3, the spikes of the latter are provided with needle bearings 4.
The bearings are fitted in yokes and fastened by thrust rings 2.
Fig. 5-3. Steering Cardan Shaft

1 - Yoke; 2, 9 - Thrust rings; 3 - Spider; 4 - Needle bearing; 5, 8 - Sealing rings;6 - Yoke with splined rod; 7 - Sealing
ring body; 10 - Yoke with splined bushing; 11 – Sealing ring case.
5-2
Fig. 5-4. Steering control
units installation:
1 – pitman arm rod with end;
4 – pitman arm; 7, 11 - bolt;
10 – nut; 15 – spring washer;
16 - washer; 17 - cotter;
20 – steering gear.
Fig. 5-5. Steering control units installation for vehicles 8 4:

2, 3 - rod; 4 – rear support; 5 – middle rod; 6 – pitman arm; 7, 19, 20,
25, 32 - bolt; 8 – power cylinder bracket; 11 - plate; 14 - washer;
15 – stud expansion cam; 16, 17, 26 - nut; 28 – spring washer;
31 – cotter pin; 34 – steering gear; 35 – cylinder.
5-3
Fig. 5-6. Rear support for vehicles 8 4:
1, 2 - cover; 3 – insert; 5 – bracket; 6 – axis; 7 – rear
support lever; 10 – oil cup; 11 - screw; 12 – spring
washer; 13 – cotter pin; 15 – nut; 18 – sealing ring.
Steering drag rod 1 (Fig. 5-7) is an integral forged part with non-adjustable joints, it con-
nects the steering pitman arm with upper lever of the left steering knuckle and comprises ball pin 3,
upper and bottom inserts 6 and 16, spring 7 and threaded cover 2 with lock washer, upper insert is
pressed into end.
Fig. 5-7. Drag Rod:

1 – rod with end; 2 – pitman arm rod cover; 3 – Ball pin; 6 – insert of rod end, bottom; 7 - spring; 10 – protective case;
11 - seal; 15 – oil cup; 16 – upper insert.
Steering drag rod (Fig. 5-8) connects the steering pitman arm with upper lever of the left
steering knuckle and is a part with clamped ends comprising ball pin 2, upper 12 and bottom 8 in-
serts, spring 9 and threaded cover 11 with lock washer 10.
5-4
Fig. 5-8. Drag Rod:
1 - Drag rod;
2 - Ball pin;
3, 6 – ring;
4 – protective boot;
5 – seal;
7 – oil cup;
8 – bottom insert;
9 – spring;
10 – flat washer;
11 – pitman arm rod cover;
12 – upper insert;
13 – end.
Steering tie rod (Fig. 5-9) is a tube with threaded ends on which the rod heads 2 and 14
with ball joints are screwed on. By changing position of rod heads on a tie rod the toe-in of steera-
ble wheels can be adjusted.
The rod joints are non-adjustable, each of them consists of upper 12 and bottom 13 inserts,
compressing the pin ball head, spring 7 and cover 6, the latter is connected to the rod head with
bolts 8.
Fig. 5-9. Tie Rod:

1 - Tie rod; 2, 14 - Rod heads; 3 - Head fastening bolt; 4 - Sealing gasket; 5 - Grease fitting; 6 - Cover; 7 - Spring; 8 -
Cover fastening bolt; 9 - Protective sleeve; 10 - Sleeve holder; 11 - Ball pin; 12 - Upper insert; 13 - Bottom insert.
5-5
Trouble-free operation of the steering gear is determined both by operability of its compo-
nents and other assembly units of the truck, therefore in determination of causes of faults in the
steering control system it should be born in mind that the reasons of worsening of truck driving sta-
bility may also be as follows:
- incorrect balancing of wheels;
- free play in wheel hub bearings and incorrect tightening of wheel-to-hub nuts;
- faulty shock-absorbers;
- wrong alignment of front wheels (camber, caster, toe-in do not comply with recommended
values);
Reasons of disturbance of wheels resetting to the neutral position (driver constantly forces
the steering wheel to the neutral position) might be as follows:
- insufficient amount of grease and excessive friction in the steering knuckle joints;
- insufficient tire pressure;
Reasons of excessive effort on the steering wheel might be as follows:
- reduction of air pressure in tires;
- insufficient amount of grease in steering knuckle joints (especially in thrust bearings), in
wheel hubs and steering linkage joints;
- excessive tightening of bearings of front wheel hubs;
- excessive tightening of bearings of the steering column.
When detecting any fault in the steering system do not hurry with removal and disassembly
of the steering gear or pump. First, try to establish the possible cause of trouble.
Unnecessary disassembling of the steering gear or pump might result in leaks and more seri-
ous faults. Disassembly and assembly of the steering gear and pump should be performed only by a
qualified mechanic in conditions of guaranteed cleanliness.
Maintenance
Pumping of hydraulic system of steering gear - air bleeding - is performed during fill-
ing the system with oil and remedy of faults. Procedure of operations is as follows:
- hang up front wheels or disconnect drag rod from pitman arm and remove the filler cover
(it is prohibited to prime and bleed the hydraulic system with drag rod connected if front wheels are
not hanged up);
- remove the rubber cap from the by-pass valve of the steering gear and set a transparent
elastic hose onto its spherical head, immerse the open end of the hose in a glass vessel of 0.5 l min-
imum, filled with oil to half of its volume;
- unscrew the by-pass valve of the steering gear by 1/2 - 3/4 rev;
- rotate the steering wheel to the left to beginning of compression of centering springs, which
is determined by increase of force on the steering wheel (do not turn the wheel up to the stop);
- pour oil into the pump tank from 1.5 l vessel until the oil level stops dropping;
- start the engine and during its operation at minimum crankshaft speed add oil to the tank of
the hydraulic system, not allowing reduction of its level, until air bubbles stop coming out of the
hose fit on the by-pass valve;
- close the by-pass valve;
- rotate the steering wheel to the right to beginning of compression of centering springs (de-
termined by increase of effort on the steering wheel) and again turn it to the left position. Holding
the steering wheel in the left position, unscrew the by-pass valve by 1/2 - 3/4 rev. and again observe
the release of air bubbles. When the air bubbles stop releasing close the by-pass valve;
- repeat the previous operation at leas twice until pure oil (without air bubbles) flows out of
the by-pass valve. If air bubbles continue releasing from the hose, repeat the operation once or twice
and observe the oil level in the pump tank of the hydraulic system maintaining it between marks on
the level dipstick;
5-6
- stop the engine;
- remove the hose from the by-pass spherical head and fit on it the protective cap;
- check the oil level in the hydraulic system tank and add oil if it is required. Arrange the
tank filler cover;
- connect the drag rod to the pitman arm of the steering gear.
Checking for steering wheel play should be carried out with truck fully equipped (without
cargo), engine speed of 600 - 1200 min-1. The pressure in tires should be rated, front wheels being
straight. On a new truck a steering wheel play should be no more than 25 .
Take measurement of a play with the use of instrument K-402 or K-187 by rotating the
steering wheel to the right and left to the beginning of turning of the left front wheel. Read an angle
on the instrument dial counting from conditional zero, which is set in the middle of the range of
steering wheel free rocking.
If the steering wheel play exceeds the permissible value, check for availability of air in the
hydraulic system of the power steering unit, condition of steering rod joints, fastening and adjust-
ment of the steering gear, clearances in steering cardan shaft joints, tightening of cardan shaft fas-
tening wedges, adjustment of the steering wheel hub bearings. With deterioration of tightening or
adjustment restore them. When it is impossible to eliminate clearances in joints or steering cardan
shaft splines, change the shaft.
Repair
Starting the repair of the steering gear, power steering pump and other assembly units of the
steering control, it should be born in mind that recovery of parts with expired serviceability because
of wear of these units is impermissible. Manufacture of these parts with high precision and surface
finish. as well as their selective matching during assembly are possible only in conditions of special
workshops. Repair of steering gear and pumps in conditions of motor transport enterprises is possi-
ble only with the use of a method of replacement of failed units or parts with serviceable ones.
Checking and adjustment of steering gear on a truck should be carried out with discon-
nected drag rod and not operating engine.
Preliminarily, check for wheels balancing, the tire pressure, the grease availability in steer-
ing linkage and wheel hubs, the adjustment of wheel hub steering rod bearings, the operation of
shock absorbers and alignment of front wheels. Further, check oil level in power steering pump
tank, check for not availability of air in the system, sediment or dirt in a tank and on pump filter, oil
leakage in pipeline joints.
Measure effort on a steering wheel with a spring dynamometer fixed to the wheel rim, in the
following positions:
1. Steering wheel is rotated by more than two revolutions from the neutral position. The ef-
fort on the steering wheel should be 5.9 - 15.7 N (0.6 - 1.6 kg f). In this case the gear meshing and
screw-and-nut pair occupy position close to the extreme position and hence friction in these units is
practically absent, while the effort value is determined almost exclusively by friction moment in
thrust bearings, seals and bushings of the steering gear.
Non-compliance of the effort on the steering wheel rim with the indicated value is indicative
of wrong (insufficient or excessive) tightening of the screw thrust bearings or is meant that parts of
the ball nut unit are damaged.
Insufficient tightening of thrust bearings results in disturbance of the heading stability of
truck (truck fails to “hold the road”); excessive tightening along with damage of the ball nut unit
result in jamming of the steering gear (phenomenon of remaining pressure).
2. Steering wheel is rotated to 3/4 of rev. from the neutral position. Effort should not exceed
19.6 - 22.6 N (2.0 - 2.3 kg f).
5-7
In this position, friction is added to the screw-and-nut pair at the expense of preload of balls.
Deviation of the effort value on the steering wheel rim from indicted values is caused by damage of
parts of the screw-and-nut pair.
3. Steering wheel passes the neutral position. Effort on the steering wheel should be
3.9 - 5.9 N (0.4 - 0.6 kg f) more than the effort obtained in measurement in the second position, but
no more than 27.8 N (2.8 kg f).
In this case, check for meshing in the steering gear. If the effort is less than the indicated
value a clearance in the gear meshing exceeds the permissible one and the truck stability on the road
will be deteriorated. If the effort is greater - meshing is too tight, which along with other factors
may be a reason of inadequate automatic resetting of wheels into the neutral position.
If the measured efforts in positions mentioned above appear to be not complying with indi-
cated values, adjust the steering gear. In case of necessity, remove the steering gear from truck for
fulfillment of works on its partial or full disassembly and additional inspection.
To check for air pressure in a power steering unit make use of an appliance (Fig. 5-10) in
a pressure line between the pump and steering gear, which comprises a pressure gauge 2 with dial
ranging to 9810 k Pa (100 kg f/cm2) and valve 1 for cutting off oil supply to the power steering unit.
To check pressure, open the valve and rotate the steering wheel to the stop, applying effort
to the steering wheel of no less than 98.1 N (10 kg f). Oil pressure at crankshaft speed of 600 min-1
should be no less than 7355 k Pa (75 kgf/cm2).
If the oil pressure is less than 7355 k Pa (75 kgf/cm2) close the valve slowly, observing the
pressure gauge. With a serviceable pump, the pressure should increase and be no less than 8335 kPa
(85 kgf/cm2). In this case, look for a fault in the steering gear (maladjustment of the safety valve or
excessive inside leakage). If pressure does not rise, the cause of trouble is a faulty pump. If oil pres-
sure with the closed valve is higher than that with the opened valve, but less than 7355 k Pa
(75 kgf/cm2), both units may be faulty.
Fig. 5-10. Diagram of Pressure Checking in Hydraulic System of Power Steering Unit:
1 – Valve; 2 - Pressure gauge; 3 - High-pressure line; 4 - Pump; 5 - Low-pressure line; 6 - Steering gear.
5-8
To check for proper operation of the power steering unit control valve, disconnect the
drag rod, open the valve and rotate the steering wheel up to stop with an effort no less than 98.1 N
(10 kg f) at crankshaft speed of 1000 min-1.
As soon as the steering wheel is released, pressure should drop to a value not higher that
294 - 490 k Pa (3 - 5 kgf/cm2). Perform such a check in both extreme positions. If pressure is
not reduced, this is indicative of jamming of the slide valve or valve reaction plungers.
During check, do not keep the valve closed and wheels turned to the stop for more than 15 s.
Carry out checking at temperature of oil in the tank of plus 65 - 75 C.
In case of necessity the oil may be warmed-up by turning the wheel to the stop to both sides
and holding it in the extreme positions for no more than 15 s.
Adjustment of tightening of bearings of the steering column shaft should be carried out
if axial play of the shaft is felt and the shaft turning torque is less than 29.4 - 78.5 N/cm
(3 - 8 kg f/cm), which corresponds to effort of 1.15 - 3.08 N (0.118 - 0. 314 kg f) applied at the
steering wheel radius of 255 mm), with disconnected cardan shaft.
Adjust the bearing tightening by rotating the adjusting nut, having unbent the lug of the lock
washer preliminarily. During adjustment when tightening the nut, rock the shaft back and forth by
the steering wheel to avoid over-tightening of the nut.
Tightening the nut with further unscrewing it to obtain the required turning torque of the
steering column shaft is not admissible, because this may damage the steering column shaft bearing
rings, which are stamped of sheet steel. Upon completion of adjustment, bend one of the lock wash-
er lugs into a suitable slot of the nut. Pack the shaft bearings with fresh grease, if the steering col-
umn has been disassembled for any purpose.
In assembly of the cardan shaft, make sure that the center lines of holes in yokes for fas-
tening wedges lie in parallel planes, being arranged as it is shown in Fig. 5-3.
Replacement of the tie rod should be carried out in the following sequence:
- hoist the truck front axle;
- remove the cotter pin and unscrew the nut fastening the ball pin of the left head of the tie
rod to a respective bottom lever of the steering knuckle;
- drive the ball pin out of the taper hole of the lever, disconnect the left head of the tie rod;
- fulfill the same operations with the right head and remove the rod from truck;
- fit the ball pin ends of a new tie rod into holes of bottom levers, tighten and secure with a
cotter pin the fastening nuts. Tightening torque of ball pin fastening nuts of the tie rod is
245 - 315 N/m (25 - 32 kg f/m). Carry out mounting of the tie rod so that grease fittings of ball pins
on rod heads face the rear of the truck;
- lower the front axle.
To replace the drag rod, proceed as follows:
- hoist the front axle of the truck and turn the steerable wheels to the left to stop;
- remove the cotter pin and unscrew the nut fastening the ball pin of the drag rod from the
side of the pitman arm;
- by driving the ball pin out of the pitman arm taper hole, disconnect the rod;
- perform the same operations with the other joint of the drag rod at the place of its joint
with the upper lever of the left steering knuckle and remove the rod from the truck.
Mount a new drag rod in reverse sequence of operations, making sure that drag rod heads
are properly connected and differing rod heads comply with installation places. Lower the front axle
of truck. Tighten the ball pin fastening nuts of the drag rod with torque of 245 - 314 N m
(25 - 32 kg f m).
5-9
If any play in rear support (Fig. 5-6), be sure to eliminate it, for this:
- uncotter the cover 2, remove the cotter pin 13;
- tighten the cover 2 with torque 392...588 Nm (40...60 kgf m), then, release to provide rota-
tion of axis 6 and rear support lever 7 with torque 39,2...58,8 Nm (4,0...6,0 kgf m), with this, play is
not allowed;
- lock the cover 2 having pressed the belt into slot of bracket 5. Tighten nuts 15 with torque
276...353 Nm (28...36 kgf m);
- cotter the nut 15.
Steering Control Troubles and Remedies

Table 5-1.
Fault Probable cause Remedy
Unstable motion of truck (steer- Excessive free travel of steering To clear out the cause and elimi-
ing requires constant operation of wheel nate it.
steering wheel)
Power steering unit does not en- Oil level in power steering pump To bring oil level to normal
sure sufficient effort or operates tank is too low.
irregularly, with increased noise Air in hydraulic system To expel air
Filter is clogged To change the filter
Oil foaming or throwing through Filter of power steering pump is Change the filter
the safety valve of power steering clogged
pump tank Excessive amount of oil in a tank Drain the excessive oil
Presence of air in a system Tighten the connections of pipes
(especially, the low pressure
lines) and joints of items, to bleed
the system.
Maintenance manual for steering gear model C-700L of «RBL» (Germany) is present-
ed in Appendix.
Repair manual for steering gear model C-700L of «RBL» (Germany) is presented in
Appendix.
Construction, maintenance and testing manual for steering gear model ZF-Servocom
type 8090, 8095, 8097 and 8098 of “ZF Lenksysteme GmbH” (Germany) is presented in Ap-
pendix.
5-10
SECTION 6. BRAKE SYSTEM
Vehicle is equipped with service, parking, emergency and auxiliary brake systems. Though
with some items in common, these brake systems function independently and provide efficient
braking under any operating conditions. Besides, vehicle is equipped with alarm system and instru-
ments to monitor air actuator. Vehicle is also equipped with braking apparatus to connect trailer
double-line brake system.
Vehicle brake system is shown in Fig. 6–1, 6–2 and 6-3.
Fig. 6-1. Air brake actuator (Euro 2):

1 – front brake chambers; 2 ( , , , ) – test outlets; 3 – ABS modulators; 4 – auxiliary brake control valve; 5 – dual
needle pressure gage; 6 – compressor; 7 – air cylinder of engine shutdown lever actuator; 8 – heat exchanger; 9 – adsor-
bent air dryer with pressure regulator; 10 – tire inflation valve; 11 – two-line bypass valve; 12 – four-circuit protection
valve; 13 – parking brake control valve; 14 – magnet valve; 15 – two-section brake valve; 16 – air cylinder of auxiliary
brake gate actuator; 17 – blow-off air tank; 18 – air tank of circuit I; 19 – air tanks of circuit II; 21 – air tank of circuit
III; 22 – air tank of circuit IV; 23 – water drain valve; 24 – rear brake chambers; 25 – relay valve; 28 – trailer double-
line brake control valve; 32 – quick release valve; 33 – stop light sensor; 34 – low pressure gage in air tanks of circuit I;
35 – low pressure gage in air tanks of circuit II; 36 – low pressure gage in circuit III; 37 – low pressure gage in circuit
IV; 38 – sensor (parking brake pilot lamp); 39 – load sensing valve; 40 – automatic coupling head (R – to feeding line
of double-line actuator; N – to control line of double-line actuator).
6-1
Fig. 6-2. Air brake actuator (Euro 3):
1 – front brake chambers; 2 ( , , , ) – test outlets; 3 – ABS modulators; 5 – dual needle pressure gage; 6 – com-
pressor; 8 – heat exchanger; 9 – adsorbent air dryer with pressure regulator; 10 – tire inflation valve; 11 – two-line by-
pass valve; 12 – four-circuit protection valve; 13 – parking brake control valve; 14 – magnet valve; 15 – two-section
brake valve; 16 – air cylinder of auxiliary brake gate actuator; 17 – blow-off air tank; 18 – air tank of circuit I; 19 – air
tanks of circuit II; 21 – air tank of circuit III; 22 – air tank of circuit IV; 23 – water drain valve; 24 – rear brake cham-
bers; 25 – relay valve; 28 – trailer double-line brake control valve; 32 – quick release valve; 33 – stop light sensor; 34 –
low pressure gage in air tanks of circuit I; 35 – low pressure gage in air tanks of circuit II; 36 – low pressure gage in
circuit III; 37 – low pressure gage in circuit IV; 38 – sensor (parking brake pilot lamp); 39 – load sensing valve; 40 –
automatic coupling head (R – to feeding line of double-line actuator; N – to control line of double-line actuator).
6-2
Fig. 6-3. Air brake actuator (Euro–4):
1 – front brake chamber; 2 – pressure gauge; 3 - magnet valve; 4 - tire inflation valve; 5 - air cylinder of auxiliary brake
gate actuator (in vehicles with Cummins engine, one air cylinder is provided); 6 – stop signal switch; 7 - double-section
brake valve; 8 – switch of pressure drop pilot lamp in circuit I; 9 - switch of pressure drop pilot lamp in circuit II; 10 –
parking brake control valve; 11 - cooler; 12 - compressor; 13 - dryer; 14 - circuit III receiver; 15 - circuit IV receiver; 16
- four-circuit protection valve; 17 - double-line by-pass valve; 18 – magnetic valve (differential); 19 – accelerating
valve; 20 - circuit II receiver; 21 - circuit I receiver; 22 - rear brake chamber with spring energy accumulator; 23 – park-
ing brake pilot lamp; 24 – trailer brakes control valve; 25, 26 – air connector (feeding and control); 27 – BS modula-
tor; 28 – BS speed sensor; 29 - quick release valve; 30 – regenerating receiver; 31 - switch of pressure drop pilot lamp
in circuit III; 32 - switch of pressure drop pilot lamp in circuit IV; A, , - test outlets valves; I – to compressed air
consumer.
These diagrams are intended for truck tractors. Rigid trucks do not have trailer brake control
valve 28 (Fig. 6-1, 6-2), 24 (Fig. 6-3), automatic air connectors 40R and 40N (Fig. 6-1, 6-2), 25 and
26 (Fig. 6-3) and supply lines to these apparatus.
6-3
Brake system Technical data
Table 6-1.
Brakes Drum type with two internal shoes and S-shaped
expansion cam
Drum diameter, mm 420
Lining width, mm 180
Load sensing valve lever length, mm 90
Type of brake chambers
– front axle Type 30, diaphragm
– rear bogie Type 30/24, diaphragm with spring brakes
Compressor Piston type, one-cylinder, with head liquid cooling
and forced lubrication
Cylinder diameter and piston stroke, mm 92 46
Efficiency at back pressure 700 kPa (7 kgf/ m2) and 380
engine speed 2200 min–1, l/min
Actuator Gear, by gear wheels of aggregate actuator; gear
ratio 0,94
Back pressure in exhaust system with auxiliary 170–190 (1,7–1,9)
brake gates closed, kPa (kgf/ m2)
Disk brake gears of type-size 22,5” may be installed as well.
Service brake system serves to slow down or stop vehicle. It can quickly stop the driving
vehicle. All wheels have service brakes. Service brake actuator is double-circuit, air, separate for
front axle and rear bogie brakes. Service brakes are controlled by two-section brake valve in cabin
front panel.
Parking brake system serves to slow down the stationary vehicle on sloping ground in the
driver’ absence.
It can slow down moving vehicle, but only in emergency cases (if service brake system
fails), or retard it in bad road conditions and sleet.
Parking brake system is controlled by hand valve that actuates brake chamber spring brakes
in vehicle rear axle.
Emergency brake system serves to slow down or stop moving vehicle smoothly in case of
full or partial failure of service brake system.
For all vehicle models service brake circuits I and II function as emergency brake system.
Two-section brake valve has two independent sections which help to slow down the vehicle. Rate of
braking with undamaged circuit depends on brake valve pedal effort.
Auxiliary brake system serves to reduce service brake loading. Auxiliary brake system is a
gas-dynamic brake mechanism in exhaust system. When engaged it closes engine exhaust lines, fuel
supply stops and engine brake efficiency increases.
Alarm control system consists of two parts: light and audio alarms that informs about per-
formance of brake systems and their actuators. Actuator air tanks have low pressure switches that
close circuits of dashboard alarms and audio alarm in case of insufficient pressure in air tanks. Be-
sides, there are stop light switches which close circuit of stop light electric lamps (when service
brake is actuated); of test outlet valves (they are used for air brake actuator diagnostics and for
compressed air bleeding from air system, if necessary).
For quick brake release in case of emergency you should fully screw in thumb nut on
quick release valve 32 (Fig. 6-1, 6–2), then start engine and shift valve 13 handle to position
“Brake released” (Fig. 6-17). Air from compressor 6 goes into spring brakes through two-line valve
11 bypassing the whole brake system and in 20-30 seconds they are released (pilot lamp “P” in
lamp cluster goes out); you can start driving. If there is no air in operating brake chambers brakes
should be released with valve 13. After spring brakes are released air starts to go into brake air ac-
tuator.
6-4
In case of compressor or engine failure vehicle brakes can be released mechanically. For this
you should screw-out the screws of quick release devices of brake chambers with spring brakes. Be-
sides, you can release brakes if you connect external compressed air source (garage line of com-
pressed air, vehicle wheel, etc) with pressure 600–785 kPa (6,0–8,0 kgf/cm2) to quick release valve 32.
Air actuator of brake systems
Air actuator (Fig. 6–1, 6–2 and 6-3) is divided into four independent circuits being separated
from each other by four-circuit protection valve. Each circuit operates independently even in case of
failure.
Circuit I of front axle service brake actuator consists of four-circuit protection valve 12
(partially), air tank 18 with water drain valve and low pressure gage 34 in brake valve 15 (lower
section), dual needle pressure gage 5 (partially), two-section brake valve 15 (lower section), ABS
modulators 3, test outlet A valve, two brake chambers 1, front axle brakes, pipelines and hoses be-
tween these apparatus.
Circuit also includes air supply pipes from brake valve 15 (lower section) to trailer brake
control valve 28.
Circuit II of rear bogie service brake actuator consists of four-circuit protection valve 12
(partially) (Fig. 6–1, 6–2), receivers 19 with water drain valves and low pressure gage 35 in brake
valve 15 (upper section), dual needle pressure gage 5 (partially), two-section brake valve 15 (upper
section), load-sensing valve 39, ABS modulators 3, test outlet C valve, brake chambers 24, rear bo-
gie brakes, pipelines and hoses between these apparatus. Circuit also includes pipes from brake
valve 15 (upper section) to trailer brake control valve 28.
Circuit III of parking brake actuator consists of four-circuit protection valve 12 (partial-
ly) (Fig. 6–1, 6–2), receiver 21 with test outlet E valve; low pressure gage 36 in circuit, two-line
bypass valve 11 (partially), relay valve 25 with sensor (parking brake pilot lamp) 38, parking brake
control valve 13, test outlet valve, hoses between these apparatus, trailer brake control valve 28
and two automatic air connectors 40N and 40R of trailer brake double-line actuator.
Circuit IV of auxiliary brake and other consumers actuator consists of four-circuit pro-
tection valve 12 (partially) (Fig. 6–1, 6–2), receiver 22 with water drain valve 23 and pressure drop
gage 37 in receiver; auxiliary brake control valve 4 (pos. 2 Fig. 6-8); magnetic valve 14; air cylinder
7 of engine shutdown lever actuator, air cylinders 17 of auxiliary brake gate actuator; hoses between
these apparatus; additional consumers line. KAMAZ vehicles with Euro 3 engines do not have
valve 4 and air cylinder 7.
From circuit IV compressed air goes to additional consumers: to air horn, clutch air booster,
transmission control, etc.
To monitor and inform about air brake actuator condition and failures, in cabin dashboard
there are five pilot lamps, dual needle pressure gage (which reads compressed air pressure in air
tanks of service brake actuator circuits I and II) and buzzer (which warns about critical drop of
compressed air pressure in air tanks of any brake actuator circuit).
Tractor and trailer brake actuators connect two lines: feeding and control brake lines of dou-
ble-line actuator. Air connectors are arranged on frame rear cross member.
Air brake actuator operates in the following way. Compressed air from compressor 6 (Fig.
6–1, 6–2) through heat exchanger 8, air dryer 9 goes to four-circuit protection valve and two-line
bypass valve 11, which distribute air to receivers 18, 19, 21 and 22 of independent circuits I, IV, III,
II respectively and quick release circuit.
Service brake system. When brake system is full the air from air tanks 18 and 19 (Fig. 6–1,
6–2) goes to the respective sections of brake valve 15. When brake pedal is pressed the air goes
from lower section of brake valve to relay valve 27, opens it and compressed air gets to brake
chambers 1 which actuate front brakes. From valve upper section air goes to relay valve 25, opens it
and compressed air gets from air tanks 19 to brake chambers 24 which actuate brakes of intermedi-
6-5
ate and rear axle wheels. Simultaneously from both sections of brake valve the air goes through the
separate lines to trailer double-line brake control valve 28.
When pedal is released the compressed air goes out to atmosphere from front brake cham-
bers and control lines of trailer double-line brake control valve through two-section brake valve,
from rear brake chambers through relay valve. Vehicle and trailer brakes are released.
Parking brake system. To slow down vehicle or combination during parking shift the han-
dle of parking brake control valve 13 (Fig. 6–1, 6–2) into position "Brakes applied". Through valve
atmospheric outlet the air goes out from relay valve 25 control line and pipelines to the atmosphere.
Through relay valve atmospheric outlet the air goes out of spring brake cylinders of brake chambers
24. Springs relax and actuate brakes of intermediate and rear axles. Simultaneously as pressure
drops in connecting line trailer double-line brake control valve 28 actuates and pressure is delivered
to air connectors.
To release parking brake system shift valve 13 handle to position "brake released". And the
air goes from brake valve 13 to control line of relay valve 25 which actuates and lets the com-
pressed air flow from air tank to spring brakes. Power springs contract and brakes are released.
As pressure drops in air actuator in parking brake actuator circuit the spring brakes are actu-
ated and brakes are released.
Brake system is equipped with quick release device which actuates right after engine start
and does not depend on air quantity in air tanks. Through two-line bypass valve 11 air goes from
actuator feeding part to valve 13, relay valve 25 and spring brakes if there is no air in air tank 21.
So you can start driving after parking brake light goes out.
Remember that service brake system does not work if there is no air in air tanks of circuits I
and II (according to pressure gage readings), so use brake valve 13 for braking.
If necessary, you can start driving in 1-2 seconds after engine start and when light is on but
with precautions.
Vehicles can be equipped with quick release spring brakes. For their actuation you should
hammer brake release wrench in feed pipes.
Brakes (Fig. 6-4) are mounted on all wheel hubs; main brake assembly is mounted on cali-
per which is rigidly fixed to axle flange.
Two brake shoes 9 (secured to caliper 4) with friction linings riveted to them rest freely on
axle 1. Friction linings have crescent shape due to wear pattern. Shoe pins 1 are made solid with
lock which enables pins to rotate together with shoe. It reduces the wear of shoe support surfaces.
When brakes are applied the shoes are spread apart by S-shaped expansion cam 12 and be-
come pressed against drum inner surface. Brake drum is located on wheel bolts and secured with
two screws to avoid axial movement.
Rollers 11 are mounted between expansion cam 12 and shoes 9 to reduce friction and im-
prove braking efficiency. Brake release spring 10 restores the original position of brake shoes when
brakes are released.
Brake shoes are made cast, shoe support area with eye surrounds caliper and provides shoe
attachment with pin which goes through both parts.
Expansion cam 12 is pivoted in bracket 5 which is secured with bolts 3 to caliper. The same
bracket carries brake chamber.
Worm-type adjusting lever 6 (secured to brake chamber rod with fork and pin 7) is mounted
on the splined end of expansion cam shaft. Brake back plate 2 is secured with bolts to caliper. It
protects brake against dirt.
6-6
Fig. 6-4. Brake gear:
1 – pin with lock; 2 – back plate; 3, 8 – bolts; 4 – caliper; 5 – bracket with bushing; 6 – adjusting lever; 7 – pin; 9 – shoe
with linings; 10 – spring; 11 – shoe roller; 12 – expansion cam; 13 – roller pin.
Automatic adjusting lever (Fig. 6-5) serves to compensate brake chamber rod stroke which
increases due to friction lining wear.
When brakes are applied adjusting lever housing 1 turns counterclockwise. Toothed rack 4
presses its tooth against disk 5 groove (attached to stationary lever 6), rotates gear 2 and outer bevel
half-coupling 3. Brake chamber 11 rod 10 makes disc springs 9 to compress and outer bevel half-
coupling 3 does not touch inner half-coupling integrated with worm 8.
When brakes are released toothed rack keeps its new position. As a result worm 8 (its bevel
half-coupling 3 and outer bevel half-coupling 3 are connected due to springs 9) makes a small turn.
Meshed worm gear 7 on expansion cam splines also makes a turn. So cam rotates and gap between
lining and brake drum becomes smaller.
This always happens when brakes are applied. Gap reduces depending on its primary value.
So, if primary gap between lining and drum is 1.6 mm, gap reduces by 1.1 mm for forty braking
applications, if primary gap is 0.5 mm – only by 0.1 mm.
6-7
Fig. 6-5. Automatic adjusting lever:
1 – lever housing;
2 – gear;
3 – outer bevel half-coupling;
4 – toothed rack;
5 – disk;
6 – stationary lever;
7 – worm gear wheel;
8 – worm;
9 – spring;
10 – brake chamber rod;
11 – brake chamber.
Vehicle, depending upon configuration, may be equipped with disk brake gears (Fig. 6-6)
of «HALDEX», «KNORR-BREMSE», «WABCO».
Fig. 6-6. Brake gear:

1 – nut;
2 – spring washer;
3 – disk brake;
4 – brake chamber.
Auxiliary brakes (Fig. 6–7, 6–8, 6-9) are mounted between flanges of intake pipes and
metal hoses. Each brake consists of spherical housing 2 and gate 3 secured on shaft 1. Pivot arm
(connected with air cylinder rod) is also secured to shaft. Arm and gate connected to it have two
fixed positions.
6-8
Fig. 6-7 Auxiliary
brake:
1 – gate shaft;
2 – auxiliary brake
housing;
3 – auxiliary brake gate;
4 – bushing;
5 – cover;
7 – rivet.
When auxiliary brake is released gate turns parallel to exhaust gas flow. When auxiliary
brake is applied gate is transverse to flow to prevent exhaust gas outlet and build backpressure in
exhaust system. Simultaneously fuel supply shuts off. Engine starts running in braking mode.
Actuator basic diagram is shown in Fig. 6-8.
When auxiliary brake control valve 2 is pressed (Fig. 6-8) compressed air from consumer
receiver 22 (Fig. 6-1, 6-2) enters air cylinders 6 (Fig. 6-8). Air cylinder rod (connected with engine
shutdown lever 5) travels and fuel supply stops. Air cylinders rods (connected with auxiliary brake
gate levers) turn gates and they close muffler intake pipes.
Fig. 6-8. Auxiliary brake actuator:

1 – air supply fitting from four-circuit
protection valve;
2 – auxiliary brake control valve;
3 – pipeline;
4 – fuel shutoff air cylinder
30 25mm;
5 – engine shutdown lever;
6 – auxiliary brake air cylinders
30 65mm;
7 – auxiliary brakes;
8 – pipe.
Fig. 6-9. Auxiliary brake actuator

if Cummins engine:
1 – pedal switch;
3 – auxiliary brake gear;
4 – auxiliary brake control air cylin-
der.
6-9
Air brake actuator components
Compressor (Fig. 6-10) is of piston-type, one-cylinder, with single-stage compression. Its
capacity is 380 l/min at backpressure 0.69 MPa (7 kgf/cm2) and engine speed 2200 min-1. Compres-
sor is mounted in flywheel housing front face.
Piston is made of aluminum and has floating pin. Pin is anchored with thrust rings to prevent
its axial movement. Air goes from engine manifold to compressor cylinder through reed intake
valve. Reed pressure valve in cylinder head discharges compressed air into air system.
Head is cooled with coolant from engine cooling system. Oil is supplied from engine oil line
to compressor friction surfaces: to compressor crankshaft rear face and through crankshaft channels
to connecting rod. For piston pin and cylinder walls, spray lubrication is used.
Fig. 6-10. Compressor:

1 – housing assembly;
2 – cylinder head with cover;
3 – rear cover;
4 – piston;
5 – oil ring;
6 – compression ring;
7 – cylinder;
8, 9 – gasket;
10 – suction valve;
12 – crankshaft;
13 – gear;
14 – nut;
15 – flange transport cover;
16 – piston pin;
18 – piston ring lock;
19 – connecting rod;
20, 31 – bolt;
24 – washer;
28, 29 – seal ring.
At air pressure 800–20 kPa (8.0–0,2 kgf/cm2) pressure regulator connects discharge manifold
with atmosphere and air supply stops.
At air pressure 650+50 kPa (6.5+0,5 kgf/cm2) pres-
sure regulator cut off air flow to atmosphere and com-
pressor starts pumping air into air system.
Adsorbent air dryer 1 (manufactured by MMZ,
Belarus (Fig. 6-11), Wabco Westinghaus, Germany (Fig.
6-12) and Knorr-Bremse, Germany) with integrated
pressure regulator 4 serves to keep required pressure of
compressed air from compressor and to cool and extract
condensate in vehicle brake system.
Compressed air from compressor passes through
felt disc and granulate to air dryer, gets purified and
goes to brake system. After brake system is full and
pressure regulator is actuated air from regeneration air
tank (intended to blow dryer through dryer atmospheric
outlet) removes water from granulate.
Air dryer filter element should be changed if
dirty (about once a year).
Fig. 6-11. Air dryer with pressure regula-
tor:
1 – air dryer; 2 – adjusting screw; 3 – tire
6-10
inflation valve; 4 – pressure regulator; 5 –
heater; 6 – muffler.
Adjust compressed air pressure in air actuator with pressure regulator screw 2 (Fig. 6-11).
Screw-in to increase pressure, screw-out to decrease.
For tire inflation in pressure regulator there is air bleed valve 3 with cap. To bleed air with
tire inflation hose (from tool kit) you should screw thumb nut to connect it (instead of cap) and de-
crease compressed air pressure in air actuator because there is no air bleed when compressor runs idle.
WABCO air dryer operation
During system filling compressed air gets through inlet 1 into chamber (Fig. 6–12). Con-
densate (which appears after temperature decrease) passes through channel C to outlet (e).
Through fine filter (g) and ring chamber (h) integrated with cartridge the air goes to upper
part of cartridge with granulate (b). Granulate ( ) removes water from air and then holds in its sur-
face layer ( ). Dried air enters brake air chambers through return valve ( ), inlet 21 and brake de-
vices. Simultaneously dried air enters regeneration air tank through orifice and inlet 22.
Fig. 6-12. Air dryer 432 410...
Air gets through orifice (i) into chamber D, and cutout pressure affects diaphragm (m). After
spring force being overcome inlet hole (n) opens and then piston (d) opens outlet hole ( ).
Now air speeds into atmosphere through chamber , channel and outlet hole 3. With this,
piston (d) acts as safety valve. Under excessive pressure piston (d) opens outlet hole ( ) automatically.
If pressure drops lower than engagement pressure due to air consumption, inlet hole (n)
closes, and pressure in chamber decreases due to air bleeding through regulator. Outlet hole ( )
closes and drying starts again.
Receivers serve to store compressed air from compressor and supply it to air brake actuator
components, other air components and vehicle systems.
In KAMAZ vehicles with wheel arrangement 8 8 there are six air tanks with capacity 20 li-
ters, two of which are connected and form a tank with capacity 40 liters. Air tanks are secured with
clamps on vehicle frame brackets. Three receivers form a block and mounted on one bracket.
Four circuit protection valve (Fig. 6–13) serves to separate compressed air flow from
compressor between four circuits: to cut off one of the circuits automatically if it leaks and hold
compressed air in the intact circuits; to hold compressed air in all the circuits if supply line leaks.
Four-circuit protection valve is secured to chassis base frame girder and connected with
supply pipe that goes from pressure regulator through condensate tank. At preset opening pressure
depending on valve spring 9 effort compressed air (from supply line) opens valves 1 in safety valve
upper cover and enters two main circuits through outlets. Simultaneously compressed air raises dia-
phragm 8. When return valves 1 open compressed air goes through channel to valves 6 in safety
valve lower cover, opens them, gets through outlets into auxiliary circuit and raises lower dia-
phragm.
6-11
Fig. 6-13. Four-circuit protection valve:
1 – valve; 2 – valve; 3 – body; 4 – follower; 5 –
spring; 6 – valve; 8 – diaphragm; 9 – valve
spring; 10 – valve spring guide; 11 – spring cap;
12 – seat; 13 – cover; 14 – spring; 15 – safety
cap; 17 – adjusting screw; 21, 23 – transport
plug; 25 – screw; 27 – valve assembly.
If one of the main circuits leaks pressure in this circuit, as well as in valve inlet and in intact
circuit drops to preset value for failed circuit valve closing.
As a result, valve of intact main circuit and return valve of auxiliary circuit close to prevent
pressure drop in these circuits. So intact circuits has pressure that corresponds to valve opening
pressure of faulty circuit, while excess of compressed air escapes through faulty circuit. When aux-
iliary circuit fails pressure drops in all intact circuits and in valve inlet until failed circuit valve
closes. During further compressed air supply to four-circuit protection valve air pressure in the cir-
cuits is equal to opening pressure of faulty circuit valve.
If line from compressor to four-circuit protection valve fails, valves of main circuits close to
prevent pressure drop in all circuits.
Condensate drain valve (Fig. 6–14) serves to drain condensate from brake actuator air tank
and to bleed compressed air from it if necessary. Water drain valve is screwed into threaded boss in
lower part of air tank body. Joint between valve and air tank boss is sealed with gasket.
Fig. 6-14. Water drain valve:

1 – body; 2 – follower; 3 – spring; 4, 5 – ring.
Double-section brake valve (Fig. 6–15) serves to control actuating devices of double-
circuit service brake actuators.
Valve is actuated through pedal connected with brake valve.
The valve has two sequential independent sections. Valve inlets I and II are connected to air
tanks of two separate service brake circuits. From outlets III and IV compressed air enters brake
chambers. With brake pedal depressed, effort is transferred by follower 6, disk 9 and elastic element
31 to follow-up piston 30. When follow-up piston 30 moves down it closes valve 29 outlet in brake
valve upper section and then detaches valve 29 from its seat in upper body 32 to let compressed air
pass through inlet II and outlet III and further to one of circuit actuating devices. Pressure in outlet
III goes up until pedal 1 effort is equal to piston 30 pressure. In this way follow-up action occurs in
6-12
brake valve upper section. When pressure goes up in outlet III compressed air flows through hole A
into chamber B above larger piston 28 of brake valve lower section. When larger piston 28 moves
down it closes valve 17 outlet and detaches it from its seat in lower body. Compressed air flows
through inlet I to outlet IV and further to actuating devices of service brake circuit I.
Fig. 6-15. Brake valve with pedal:
1 – pedal;
2 – adjusting bolt;
3 – protecting cover;
4 – roller shaft;
5 – roller;
6 – follower;
7 – base plate;
8 – nut;
9 – disk;
10, 16, 19, 27 – seal rings;
11 – stud;
12 – follow-up piston spring;
13, 24 – valve springs;
14, 20 – valve spring caps;
15 – smaller piston;
17 – lower section valve;
18 – smaller piston follower;
21 – bleeder;
22 – thrust collar;
23 – bleeder body;
25 – lower body;
26 – smaller piston spring;
28 – larger piston;
29 – valve in upper section;
30 – follow-up piston;
31 – elastic element;
32 – upper body.
– hole;
– chamber over larger piston;
I, II – inlet from air tank;
III, IV – outlet to rear and front brake
chambers respectively
Simultaneously with pressure increase in outlet IV pressure increases under pistons 15 and
28 thus balancing force which presses piston 28 down. As a result pressure at outlet IV corresponds
to brake valve lever effort. In this way follow-up action occurs in brake valve lower section.
When brake valve upper section fails lower section is controlled mechanically through stud
11 and smaller piston 15 follower 18, valve operability being entirely preserved. Balancing the pe-
dal 1 effort and air pressure on smaller piston 15 effects the follow-up action. If lower section fails
upper section functions as usual.
WABCO parking brake control valve (Fig. 6–16) serves to actuate auxiliary and parking
brake systems without trailer with brake chambers with spring brakes.
There is a position for checking parking brake efficiency.
Valve is secured with two screws on additional dashboard, to the right of driver's seat
6-13
Fig. 6-17. Positions of valve handle:
– position brake released;
– in-between position auxiliary braking;
– point of maximum effort on handle;
– parking position brakes applied (the handle is
fixed);
Fig. 6-16. Parking brake control valve – release of handle fixed position;
– handle automatic return to position brake released.
Operation:
1. Auxiliary brake
In position "brake released" valve ( ) keeps the passage open between chambers A and B
open and compressed air from outlet 1 flows through inlet 21 into air cylinder spring brake cham-
bers. Simultaneously compressed air gets through control valve (b) and chamber C into outlet 22
and outlet 43 of trailer brake control valve.
When handle ( ) is shifted and auxiliary brake system is actuated valve ( ) closes the pas-
sage between chambers A and B. Compressed air from spring brake chambers escapes into atmos-
phere through opened outlet valve (d) in outlet 3. Pressure in chamber B drops and piston ( ) moves
down under the force of compression spring (f). When air bleeding shuts-off in all braking condi-
tions, valve closes; i.e. spring brake chambers always maintain pressure necessary for slowing
down.
2. Parking position
When the handle ( ) is shifted beyond the movable stop the parking position is achieved.
Outlet hole (d) remains open and all compressed air escapes from spring brake chambers. In auxilia-
ry braking area (from position “brake released" to point of movable stop) after releasing the handle
it automatically returns to position “brake released”. You can check using main and additional
valves together if mechanical force of tractor parking brake system can hold vehicle combination
downhill and uphill when trailer brakes are released.
3. Control position
In position "brake released" chambers , and are interconnected and compressed air
goes to spring brake chambers through outlet 21 and also to trailer brake control valve through out-
let 22. With shifting handle ( ) pressure in chambers and decreases until it is equal to 0 when
handle gets to movable stop. When handle (a) shifts further it reaches in-between position (parking
brake position). As handle goes further to control position compressed air in chamber A passes
through open valve (b) to chamber C. With discharge of compressed air through outlet 22 trailer
brake valve stops trailer air braking with auxiliary or parking brake. Now only the mechanical force
of tractor spring brake air chambers holds combination. As handle ( ) is released it returns to park-
ing brake position when trailer brake system actuates.
6-14
Air valve (in vehicles Euro-2,3) with button control serves to supply and cut off compressed
air. It controls auxiliary brake air cylinders.
Air valve construction is shown in Fig. 6–18. Air valve atmospheric outlet II is provided
with filter 20 to protect valve against dirt and dust. Compressed air enters air valve through outlet I.
When button 8 is pressed follower 9 moves down and its outlet seat presses valve 15 to disconnect
outlet III and atmosphere outlet II. Then follower 9 depresses valve 15 from body inlet seat to let
compressed air pass from outlet I to outlet III and further to line to air actuating device.
When button 8 is released spring 13 makes follower 9 return to upper position. Valve 15
closes hole in body 2 to cut off compressed air supply to outlet III, and follower 9 seat separates
from valve 15 to connect outlet III and atmospheric outlet II. Compressed air flows from outlet III
through hole A in follower 9 and through outlet II to atmosphere.
Fig. 6-18. Air valve:

1, 11, 12 – thrust collars; 2 – body; 3, 5, 10 – seal rings; 4 – rod
spring cap; 6 – bushing; 7 – protecting cover; 8 – button; 9 – fol-
lower; 13 – follower spring; 15 – valve; 16 – valve spring; 17 –
valve guide; 18 – rivet; 19 – transport plug; 20 – filter.
I – from feeding line; II – to atmosphere; III – to control line.
Relay valves serve to shorten response time of emergency brake actuator (valve 25, Fig. 6-
1) and front axle service brake actuator (valve 27, Fig. 6-1). It is achieved through reducing the line
of compressed air intake to spring brakes and its discharge directly through relay valve to atmos-
phere. Valve 25 is mounted inside frame girder in rear bogie area. Valve 27 is mounted on frame 1-
st cross member bracket.
Relay valve construction is shown in Fig. 6-19. Compressed air goes from air tank to outlet
III. Outlet IV is connected to control device (hand non-return brake valve), outlet I – to spring
brake. When there is no pressure in outlet IV piston 3 is in upper position. Inlet valve 4 is closed by
spring 5 and outlet valve 1 is open. Through open outlet valve 1 and outlet I spring brakes com-
municate with atmosphere outlet II. Spring brakes are applied to vehicle.
When compressed air is supplied to outlet IV from hand brake valve it gets to chamber
above piston. Being forced down by compressed air, piston 3 first closes outlet valve 1, then opens
inlet valve 4. Compressed air from air tank fills spring brake cylinders (connected to outlet I)
through outlet III and open inlet valve 4.
6-15
Fig. 6-19. Relay valve:
1 – outlet valve; 2 – upper body; 3 – piston; 4 – inlet
valve; 5 – spring; 6 – valve adapter; 7, 8, 9, 10 – O-ring;
11 – guide cap assembly; 12 – transport plug; 13 – lower
body; 14 – thrust collar; 15, 16 – cap; 17 – bolt; 18 –
washer; 19 – nut.
Outlets:
I – to two-line valve;
II – atmospheric outlet;
III – from air tank;
IV – from parking brake control valve.
Piston 3 provides proportional pilot pressure in outlet IV and outlet pressure in outlet I.
When pressure in outlet I is equal to pressure in outlet IV piston 3 moves upward until inlet valve 4
is closed by spring 5. When pressure drops in control line (i.e. in outlet IV) due to higher pressure in
outlet I piston 3 moves upward and separates from outlet valve 1. Compressed air goes from spring
brakes through open outlet valve I, hollow valve adapter 6 and atmospheric valve to atmosphere;
vehicle slows down.
Double-line valve (Fig. 6–20) serves to feed air apparatus from one of two compressed air
lines which are connected to valve.
With air supply from pressure regulator valve 3 shifts and closes line inlet from air tanks,
compressed air passes to parking brake control valve. With compressed air supply from air tanks,
valve closes line inlet from pressure regulator side. Compressed air passes to parking brake control
valve as well. On one side feeding line from pressure regulator is connected to valve, on other side
– from air tanks of circuit III. The third valve outlet communicates with parking brake control valve
inlet.
Thus, valve provides compressed air supply to
relay valve inlet from air tanks, in case of no air – from
control line of parking brake control valve.
Fig. 6-20. Two-line bypass valve:
1 – seal ring; 2 – body; 3 – valve; 4 – insert; 5 – spring.
Brake chambers are actuating devices in service brake system which transforms com-
pressed air energy into vehicle brake actuation. According to their configuration they can transmit
force mechanically or hydraulically.
Brake chambers type 30 are used in circuit I. “30” means active area of chamber dia-
phragm (in sq. inches) with regular travel of brake chamber rod. In circuit II brake chambers type
30/24 with spring brakes are used. Flangeless brake chambers are secured with bolts welded to
chamber body and with nuts to the bracket in expansion cam (front brake chambers) or on the
brake.
Brake chamber type 30/24 with spring brake serves to actuate rear bogie wheel brakes
when service, auxiliary and parking brake systems are applied.
Spring brakes with brake chambers are mounted on the brackets of rear bogie brake expan-
sion cams and secured with two nuts with bolts.
6-16
Air cylinders serve to actuate auxiliary brakes. KAMAZ vehicles have three air cylinders:
— two cylinders (Fig. 6-21, a) with bore/stroke equal to 35/65mm to control throttle gates in
engine exhaust pipelines;
— one cylinder (Fig. 6-18, b) with bore/stroke equal to 30/25mm to control fuel injection
pump governor lever.
Z vehicles with engine with electronic control system are provided with two air cyl-
inders to control throttles arranged in engine exhaust pipes (in vehicles with Cummins engine, one
air cylinder is provided).
Air cylinder 35 65 is hinged on the bracket by pin. Threaded fork connects cylinder rod
and gate control lever. When auxiliary brake is applied compressed air goes from air valve through
outlet in cover 1 (Fig. 6–21, ) into chamber under piston 2. Piston 2 overcomes the resistance of
return springs 3, travels and actuates gate control lever via rod 4 by shifting it from the position
OPEN to CLOSED. With discharge of compressed air piston 2 with rod 4 returns to the initial posi-
tion under spring 3 force. Gate rotates back to the position “OPEN”.
Fig. 6-21. Air cylinders of auxiliary brake gate actuator ( ) and engine shutdown lever actuator ( ):
1 – cylinder; 2 – piston; 3 – bushing; 4 – spring; 5 – stop; 6 – seal ring; 7 – cylinder cover; 8 – O-ring; 9 – rivet; 10 –
transport plug; 11 – spring.
Air cylinder 30 25 is hinged on fuel injection pump governor cover. Threaded fork con-
nects cylinder rod with governor lever. When auxiliary brake is applied compressed air goes from
air valve through outlet in cylinder cover 1 (Fig. 6–21, b) into the chamber under piston 2. By over-
coming the resistance of return spring 3 piston 2 travels and shifts fuel injection pump governor
lever via rod 4, setting it in zero delivery position. Accelerator pedal linkage is connected to cylin-
der rod so that pedal does not travel when auxiliary brakes are applied. With discharge of com-
pressed air piston 2 with rod 4 returns to the initial position under spring 3 force.
Test outlet valve (Fig 6–22) serves to connect test equipment to check pressure and bleed
compressed air.
KAMAZ vehicles have five test outlet valves in all air brake circuits. Hoses and gauges with
M 16x1.5 union nut are used to connect to valve.
To measure pressure and bleed compressed air remove valve cap 4 and thread onto body 2
union nut of hose which is connected to pressure gage or any other consumer. Union nut shifts fol-
lower 5 with valve, and air goes into hose through radial and axial bores in follower 5. After hose is
disconnected spring 6 presses rod 5 with valve against the seat in body 2 to prevent compressed air
discharge from air actuator.
6-17
Fig. 6-22. Test outlet valve:
1 – body; 2 – follower; 3 – thumb nut; 4 – band; 5 – spring; 6, 7, 8 – ring.
Pressure drop gage (Fig. 6–23) is air switch which closes the circuit of electric lamps and
audio alarm (buzzer) at low pressure in air tanks of brake air actuator. Every gage has external
thread on its body to screw it into air tanks of all brake circuits and into parking and auxiliary brake
fittings. When gage is actuated red pilot lamp and stop light lamps illuminate in the dashboard.
Gage has normally closed central contacts which break at pressure over 441.3-539.4 kPa
(4.5-5.5kgf/cm2).
Fig. 6-24. Stop light engagement sensor:

Fig. 6-23. Pressure drop gage: 1 – body; 2 – diaphragm; 3 – movable contact; 4 – spring;
1 – body; 2 – diaphragm; 3 – fixed contact; 4 – push rod; 5 5 – fixed contact lead; 6 – fixed contact; 7 – cover.
– movable contact; 6 – spring; 7 – adjusting screw; 8 –
insulator.
When actuator pressure reaches its specified value diaphragm 2 sags (under compressed air)
and actuates movable contact 5 through push rod 4. By overcoming spring 6 force contact separates
from fixed contact 3 and breaks gage electric circuit. Contact closes, i.e. pilot lamps and buzzer
switch on at pressure below specified value.
Stop light engagement sensor (Fig. 6–24) is air switch which closes the circuit of pilot
lamps during slowing down. The switch has normally open contacts that close at pressure 78.5-49
kPa (0.8-0.5 kgf/cm2) and open at pressure below 49-78.5 kPa (0.8-0.5 kgf/cm2). Gages are mount-
ed in the lines that supply compressed air to brake actuating devices.
When compressed air goes under the diaphragm it sags and movable contact 3 connects con-
tacts 6 of switch electrical circuit.
Trailer double-line brake control valve (Fig. 6–25) serves to actuate trailer (semi-trailer)
brake actuator when any of separate circuits of tractor service brake actuator and also spring brakes
of tractor emergency and parking brake actuator are engaged.
6-18
Valve is secured on tractor frame with two bolts.
Fig. 6-25. Trailer double-line brake control valve:

1 – diaphragm; 2 – spring; 3 – pressure relief valve; 4 –
inlet valve; 5 – upper body; 6 – large upper piston; 7 –
spring cap; 8 – adjusting screw; 9 – spring; 10 – small
upper piston; 11 – spring; 12 – middle piston; 13 – low-
er piston; 14 – lower body; 15 – outlet port; 16 – nut;
17 – diaphragm washer; 18 – middle body.
I – outlet to brake valve section;
II – outlet to parking brake control valve;
III – outlet to brake valve section;
IV – outlet to trailer brake line;
V – outlet to air tank;
VI – atmospheric outlet.
There is diaphragm 1 between lower body 14 and middle body 18. It is secured between two
washers 17 on lower piston 13 with nut 16 sealed with the rubber ring. Outlet port 15 is secured to
lower body with two screws. It has a valve which protects the device against dust and dirt. If you
loosen one of the screws you can turn outlet port 15 to give access to adjusting screw 8 through
valve 4 hole and piston 13.
Trailer double-line brake control valve makes control command to air distributor of trailer
(semi-trailer) brake system from three independent commands which act either simultaneously or
separately. For outlets I and III command is of direct action (to increase pressure) and for outlet II it
is of back action (to decrease pressure). Valve outlets are connected in the following way: I – to
brake valve lower section; II – to hand non-return brake valve; III – to brake valve upper section; IV
– to trailer brake control line; V – to vehicle air tank; VI – to the atmosphere.
When brakes are released compressed air is constantly supplied to outlets II and V. It affects
diaphragm (from above) and middle piston 12 (from below) and thus holds piston 13 in lower posi-
tion. Herewith outlet IV connects trailer brake control line and atmospheric outlet VI through cen-
tral hole of valve 4 and lower piston 13.
When compressed air enters outlet III upper pistons 10 and 6 move down simultaneously.
Piston 10 seat reaches valve 4 and piston closes atmospheric outlet in lower piston 13, then it sepa-
rates valve 4 from middle piston 12 seat. Compressed air flows from outlet V (connected to air
tank) to outlet IV and then to trailer brake control line. Compressed air is supplied to outlet IV until
its pressure on upper pistons 10 and 6 (from below) and pressure of compressed air (supplied to out-
let III) on these pistons (from above) are balanced. Then valve 4 (actuated by spring 2) cuts off
compressed air flow from outlet V to outlet IV. So following is made. When pressure of com-
pressed air decreases in outlet III from brake valve (i.e. when brakes are released) upper piston 6
(actuated by spring 11 and compressed air from below (in outlet IV)) with piston 10 moves up. Pis-
ton 10 seat separates from valve 4 and connects outlet IV and atmospheric outlet VI through the
holes in valve 4 and piston 13.
When compressed air is supplied to outlet I it goes under diaphragm 1 and shifts lower pis-
ton 13 with middle piston 12 and valve 4 upward. Valve 4 reaches the seat in small upper piston 10,
closes atmospheric outlet and separates from its intake seat with further travel of middle piston 12.
6-19
Air flows from outlet V (connected to air tank) to outlet IV and then to trailer brake control line un-
til its pressure on middle piston 12 (from above) and pressure on diaphragm 1 (from below) are bal-
anced. Then valve 4 cuts off compressed air flow from outlet V to outlet IV. So following is made.
When pressure of compressed air decreases in outlet I and under diaphragm lower piston 13 and
middle piston 12 go down. Valve 4 separates from the seat in small upper piston 10 and connects
outlet IV and atmospheric outlet VI through the holes in valve 4 and piston 13.
When compressed air is supplied to outlets I and III simultaneously, large and small upper
pistons 10 and 6 go down, lower piston 13 and middle piston 12 go up. Compressed air fills trailer
brake control line through outlet IV and escapes as specified above.
When compressed air escapes from outlet II (when tractor emergency or parking brake sys-
tems are applied) pressure under diaphragm drops. Middle piston 12 and lower piston 13 go up due
to compressed air pressure from below. Trailer brake control line is filled through outlet IV and
brakes are released in the same way as they are with compressed air supply to outlet I. In this case
the following is made by balancing the compressed air pressure upon middle piston 12 and the sum
of the pressure upon middle piston 12 and diaphragm 1.
When compressed air is supplied to outlet III (or when it is supplied to outlets III and I sim-
ultaneously) pressure in outlet IV (connected to trailer brake control line) exceeds pressure in outlet
III. Therefore, it creates the advance of trailer (semitrailer) braking system. Maximum overpressure
in outlet IV is 98.1 kPa (1 kgf/cm2); minimum pressure is about 19.5 kPa (0.2 kgf/cm2), rated pres-
sure is 68.8 kPa (0.6 kgf/cm2). Overpressure is adjusted by screw 8, on screwing-in the air pressure
increases and on screwing-out it decreases.
Automatic load sensing valve (LSV) 475.720…0 (Fig. 6–26) serves to adjust braking force
automatically according to spring deflection and vehicle load. Due to integrated relay valve com-
pressed air is quickly supplied and discharged from brake cylinders.
Operation: LSV is mounted on vehicle frame and lever-connected with spring element or
stop in axle. In unladen vehicle distance between LSV and axle is maximum with lever (J) in the
Fig. 6-26 Automatic load sensing

valve 475.720...0
lowest position. In loaded truck, this distance shortens and the lever (J) shifts from no loading to
full loading position. Pin (i) (that rotates in the direction of lever (J) travel) through the control cam
in bearing cap ( ) shifts rod (q) and valve follower (q) to the position which corresponds to the cur-
rent loading state.
Compressed air (pressure) adjusted by brake valve passes through outlet 4 to chamber A and
loads piston (b). The latter moves to the left, closes outlet hole (d) and opens inlet hole (m). Com-
pressed air supplied to outlet 4 flows into chamber C to the left of diaphragm (e), and through chan-
nel F – to chamber G loading the active area of relay valve (f).
6-20
Simultaneously compressed air flows through open valve (a) and also through channel E to
chamber D and loads diaphragm ( ) RH area. Due to this preliminary pressure supply the gear ratio
increases at small control pressures (max. 1.4 bar). If pressure continues to increase piston (n)
moves in the direction opposite to spring (o) pressure to close the valve.
As pressure in chamber G rises acceleration piston (f) goes up. Outlet hole (h) closes, inlet
hole (k) opens. Compressed air supplied to outlet 1 flows through inlet hole (k) into chamber B and
through outlets 2 gets into air brake cylinders.
Simultaneously pressure in chamber B increases and affects piston (f) bottom surface. As this
pressure becomes higher then pressure in chamber G the piston (f) goes up and closes inlet hole (k).
When piston (b) moves to the left, diaphragm ( ) gets pressed to lock washer to increase its
active area. As soon as force on diaphragm LH area in chamber C becomes equal to force acting on
piston (b), the latter shifts to the right. Outlet hole (m) closes, the working cycle is over.
The position of valve follower (g), which depends on lever (j) position, determines the dia-
phragm active area of and thus, adjusts the resulting braking pressure. Piston (b) with lock washer
(i) should do working stroke that corresponds to the current position of valve (g) follower before
valve (c) is actuated. Due to this working stroke the diaphragm ( ) active area changes. In full load-
ing position the active areas of diaphragm ( ) and piston (b) are equal Thus, the equal pressures are
achieved: that supplied to outlet 4, that in chamber C and that in chamber G. Since relay valve (f) is
full-loaded acceleration mechanism provides pressure transfer in ratio 1:1. That is there is no de-
crease of braking pressure delivered to it.
When pressure at outlet 4 drops, piston (b) under pressure in chamber C shifts to the right,
while acceleration piston (f) under pressure in outlet 2 moves up. Outlet holes (d and h) open, and
compressed air escapes into atmosphere through bleeder 3.
Quick release valve. To reduce preparation period for vehicle emergency driving the brake
actuator is equipped with quick release valve 32 (Fig. 6-1). If required, it supplies the compressed
air to relay valve and parking brake control valve from feeding circuit directly and avoids the four-
circuit valve. For compressed air there are no restrictions (like valves closed by springs), in the han-
dle position brake released it enters the chamber of spring brakes avoiding air tank. Vehicle brakes
are released in 10-20 seconds after engine start.
This mode can be dangerous because com-
pressed air goes only to spring bakes for some time.
Without compressed air in service brake air tanks and
released spring brakes, vehicle can be stopped by
shifting brake valve handle to the position "brakes
applied" to discharge air from spring brake chambers.
At the same time driver can depress brake pedal to
stop the vehicle.
ATTENTION!
To reduce accident risk quick release valve
should be always closed; open it if necessary.
Make sure that it is closed before starting
to drive!!!
Quick release valve (Fig. 6–27) is located on
Fig. 6-27. Quick release valve:
1– body; 2 – spring; 3 – follower; 4, 5 –
frame 1-st cross member (RH side) in the area of
seal ring; 6 – band; 7 – thumb nut; 8 – headlamp and looks like test outlet valve.
washer; 9 – gasket
6-21
It consists of body 1 with follower 3 and seal rings 4 and 5 inside. Follower 3 (actuated by
spring 2) is pressed to the seat in the body and separates inlet and outlet holes. In the body threaded
part there is polymer thumb nut 7. If disengaged it should have 2-3 turns of thread. To open the
valve the thumb nut must be screwed-in up to the stop. Follower with seal ring 4 shifts and releases
the seat to let the air pass from the feeding circuit to parking brake control valve and relay valve
through double-line bypass valve.
Automatic air connectors (Fig. 6-28) serve to connect the lines of trailer (semitrailer) and
tractor double-line air brake actuator and also to tow vehicle and slow down towed vehicle with
towing vehicle.
KAMAZ tractors are equipped with one automatic coupling head of feeding line with red
cap and the other one of the control line with yellow cap.
Fig. 6-28. Automatic air connector:

1, 14 – spring; 2 – body; 3 – screw 6; 4, 6 – ring; 5 - cap; 7 – cap; 8 – valve;
9 – cup; 10 – piston; 11 – guide; 12 – screw; 13 - bushing; 15 - washer.
Maintenance
Brake chamber rod travel should be adjusted when brake drums are cold and parking
brake system is off.
Brake chamber rods with automatic lever should be adjusted during brake reassembly (shoes
change, etc.) when brake chamber rod is in fully released condition (release spring brake with park-
ing brake control valve).
Brakes should be adjusted according to diagram (Fig. 6–29) in the following order:
— make sure that you can move lever in the direction of braking and it can return to initial position;
— align the holes of lever body and brake chamber rod clevis by turning adjusting lever worm.
Connect brake chamber rod with pin, washer and cotter pin (Fig. 6–29, 1);
— press on adjusting lever control unit till stop in the direction of its rotation according to the arrow
on the body (Fig. 6–29, 2);
— connect the fixing bracket and lever control unit with bolt and nut without disturbing the position
of control unit;
6-22
Fig. 6-29. Adjustment of brakes with adjusting levers.
— unclasp the shoes until they contact brake drum (Fig. 6–29, 3) by rotating the adjusting lever
worm;
— make ¾ turn of the worm in the opposite direction (Fig. 6–29, 4). You should feel a characteris-
tic action of adjusting lever toothed coupling, worm rotating moment should be minimum 42 Nm;
— ensure that lever can work. Supply compressed air 5 times at pressure 0.6-0.7 (6-7 kg/cm2)
to brake chamber. Lever worm turns clockwise by some angle (Fig. 6–29, 5);
— ensure that brake chamber rod does not jam when compressed air is supplied and discharged.
Chamber rod should travel within 40-45 mm. If more adjust it by turning the worm;
— ensure that with brakes released drum rotates freely and smoothly without touching the shoes.
Adjustment of service brake pedal posi-
tion (Fig. 6–30).
Set pedal grip at angle 35±2 and provide
10-15 mm pedal free travel with set and adjusting
bolts. Secure set bolt with lock nut and cover ad-
justing bolt with sealant UG7 (UG7).
Inspection of air brake actuator opera-
tion.
For inspection measure air pressure in the
circuits with test pressure gages and standard in-
struments in the cabin (dual-needle pressure gage
and brake alarm cluster).
Fig. 6-30. Diagram of pedal installation on brake

valve:
1 – set bolt; 2 – adjusting bolt.
Check using test outlet valves in all the circuits of air actuator and air connectors.
6-23
Before inspection remove compressed air leaks in air system. Test pressure gauges should
have measurement range 0-1000 kPa (0-10 kgf/cm2) and accuracy rating 1.5. Check air brake actua-
tor operation in the following order:
– fill air system with air until pressure regulator actuates. All brake actuator circuits and
coupling head 40R of feeding line of trailer brake double-line actuator should have pressure within
620–750 kPa (6.2–7.5 kgf/cm2.). In alarm cluster pilot lamps should go out at pressure 450–550 kPa
(4.5–5.5 kg f/cm2) in the circuits. Simultaneously audio alarm (buzzer) should be switched off;
– depress the service brake pedal fully. Pressure as indicated by dual needle pressure gage
should drop maximum by 50 kPa (0.5 kgf/cm2), brake chamber rods should protrude. Pressure in
test outlet valve C of brake actuator circuit (front wheels) should be equal to the reading of pressure
gage upper scale in the driver's cab. Pressure in test outlet valve D of brake actuator circuit (inter-
mediate and rear axle wheels) should be equal to the reading of pressure gage lower scale, pressure
in the coupling head 40N of double-line actuator braking line should be 620-750 kPa (6.2–7.5
kgf/cm2);
– shift parking brake valve handle to position A (Fig. 6–17). Pressure in test outlet valve
of parking and emergency brake actuator circuit should be equal to the pressure in air tank of park-
ing and emergency brake circuit which is within 620-750 kPa (6.2-7.5 kgf/cm2). The pressure in air
connector 40N of double-line actuator braking line is zero;
– shift the handle of parking brake valve actuator to position “Brakes applied” (Fig. 6–17).
Parking brake alarm illuminates in alarm cluster, brake chamber rods (intermediate and rear axles)
protrude; pressure in test outlet valve drops to zero, pressure in the coupling head 40N of double-
line actuator braking line is 620–750 kPa (6.2–7.5 kgf/cm2);
– press the button of auxiliary brake valve 4 (Fig. 6–1). Rods of auxiliary brake gate air cyl-
inders 17 and air cylinder 7 of engine stop lever actuator should protrude. Air pressure in the trailer
brake chambers should be 60–70 kPa (0.6–0.7 kgf/cm2).
During inspection the buzzer switches on and pilot lamps of the respective circuits on the
dashboard light up when pressure drops to 450–550 kPa (4.5–5.5 kgf/cm2).
Additional Season maintenance in the spring (autumn):
– check brake drums, brake shoes, linings, brake springs and expansion cams with hubs re-
moved, remove the failures;
– secure air tank brackets on the frame.
Before checking the parameters of brake air actuator:
– tighten the compressor bolts and compressor cylinder head nuts;
– drain condensate from receivers;
– remove the pressure regulator filter, wash it with kerosene, dry, blow with compressed air
and install it back;
– remove the auxiliary brakes, remove carbon residue from their inner surfaces, wash with
kerosene, blow with compressed air and install them back;
– check the pipelines, hoses, brake chamber and brake valve covers, brake valve actuator;
remove failures.
Check according to the list of test parameters in Control chart for air actuator parameters
(Table 6-2). Check with kit (Fig. 6–31), which includes test pressure gages 2 (accuracy rating 1,5),
hoses 1, air connectors 4, test outlet valves 5, set of fittings and seal washers, set 3 of frequently
used wrenches 3 (S=19 22 mm; S=24 27 mm).
Check vehicle brake performance on the test bench (type –3).
Note: If a test bench is not available, perform road testing according to special procedure.
In this case the braking path and road-holding ability are used to judge the braking efficiency.
6-24
Fig. 6-31. Test kit for air actuator parameters:
1 – uniting hoses; 2 – test pressure gage; 3 – wrenches; 4 –
air connectors; 5 – test outlet valves.
Assessment criterion for braking efficiency is specific braking force Q (ratio of total braking
force of all wheels to vehicle weight):
Q= ,
where: – total braking force of all wheels;
– vehicle weight.
Specific braking force should not be less than 5.49 (0.56) for service brakes, and 2.75 (0.28)
– for emergency brakes.
Besides, define the difference of braking forces of LH and RH wheels (one axle) on test
bench. This difference should not exceed 15% (for run-in brake linings).
To determine error of standard dual needle pressure gage readings, compare them with
the readings of test gages. Connect the test gages to air tank in circuit I and to air tank in circuit II
(instead of screw plugs). Compare the readings of standard and test pressure gages by increasing
pressure in the system, then decreasing it gradually.
Determine the stop light actuation pressure at system rated pressure by connecting test
pressure gage to test outlet N. Depress the service brake pedal smoothly and record the pressure
values when stop light goes on and off. The same way determine the pressure when stop light goes
on and off by actuating the parking brake valve. Determine the pressure when stop light goes on and
off for all circuits of air actuator. For that connect test pressure gages to air tanks of all circuits, start
the engine and raise air pressure to the rated value.
Discharge air slowly (for example, open water drain valve) from air tank of circuit I, and
record the pressure in test gage when pilot lamp of circuit I goes on. The same way determine the
pressure when the pilot lamps of air actuator circuits II, III and IV go on and off.
Control of air brake actuator parameters
Table 6-2.
Test parameter Test gage connec- Value
tion point, reference actual
(see pos. in Fig.
6-1, 6-2)
Error of standard pressure gage readings, 18, 19 24.5 (0.25) (5)
kPa (kgf/cm2) (%)
Filling time for air actuator (till pilot lamps — 8
go off) from compressor, with warm engine
at speed 2000 min-1
Pressure when pilot lamps go off (on), kPa 9 441.3 – 539.4 (4.5 – 5.5)
(kgf/cm2)
Pressure when pressure regulator goes off, 9 686.5 – 735.5 (6.9 – 7.5)
6-25
kPa (kgf/cm2)
Pressure when pressure regulator goes on, 9, 18, 19 608.0 – 637.5 (6.2 – 6.5)
kPa (kgf/cm2)
Pressure drop in actuator for 15 min, start-
ing from rated value, kPa (kgf/cm2):
- with controls off 18, 19, 21 49.0 (0.5)
- with control on 18, 19, 21 49.0 (0.5)
Pressure drop in air tanks per 1 braking 49.0 (0.5)
cycle, kPa (kgf/cm2)
Pressure in coupling heads, kPa (kgf/cm2)
– when vehicle brakes are released:
– feeding line 40R 637.5 – 735.5(6.5 – 7.0)
– control line 40N 0
– when service brakes are applied:
– feeding line 40R 637.5 – 735.5(6.5 – 7.5)
– control line 40N 637.5 – 735.5(6.5 – 7.5)
– when parking brakes are applied:
– feeding line 40R 637.5 – 735.5(6.5 – 7.5)
– control line 40N 637.5 – 735.5(6.5 – 7.5)
Advance pressure creation in control line 40N, 58.8 (0.6)
with regard to pressure in brake valve out-
put, kPa (kgf/cm2)
Determine the pressure when pressure regulator goes off and on with standard dual nee-
dle pressure gage (its reading error should have been already checked). Vehicle brakes should be
released, i.e. the position of brake pedal and hand brake valve should provide vehicle driving, com-
pressed air consumers should be disconnected.
Start the engine and by increasing system pressure record the pressure when air starts bleed-
ing from pressure regulator outlet to atmosphere (actuation pressure).
Depress the service brake pedal several times, monitor the system pressure decrease and
record the pressure when air stops bleeding from pressure regulator to atmosphere (cutoff pressure).
Note: Before you determine the pressure when regulator goes off press the check button to check alarms.
Determine the pressure drop in actuator with test pressure gages which are connected to
all actuator air tanks.
Start the engine and fill the system with air to the rated pressure. Stop the engine and in 15
minutes record the pressure drop by pressure gages, the position of service brake pedal and hand
brake valve should provide vehicle driving.
Determine the pressure drop in air tanks one at a time from the rated pressure for 15 minutes
when the service brake pedal is depressed or when the hand brake valve is actuated.
Determine the pressure drop in receiver per one braking cycle with test pressure gages
(which are connected to air tanks of circuits I and II instead of screw plugs) or verified standard
pressure gage.
Start the engine and fill the system with air to the rated pressure. Stop the engine by depress-
ing the service brake pedal fully (compressed air consumers should be connected) and record the
pressure drop in air tanks by pressure gages.
Determine advance pressure creation in control line with regard to pressure in brake valve
output by test pressure gages which are connected to test outlet valves 40N and D.
Start the engine and fill the system with air to the rated pressure. Stop the engine and while
gently depressing the service brake pedal record the pressure in pressure gage (connected to outlet
valve 40N) at pressures 588, 490, 392, 294, 196, 98 kPa (6, 5, 4, 3, 2, 1 kgf/ m2) in the pressure
gage (connected to outlet D).
6-26
Pressure difference in outlets 40N and D provides advance pressure creation value in the
control line.
Inspection of brake drums, brake shoes, linings, brake springs and expansion cams.
During brake maintenance pay attention to the distance between the surface of linings and the heads
of rivets. If this distance is less than 0.5 mm, change brake linings. Dismantle brake shoes after you
removed wheel and brake drum. Remove brake-shoe spring carefully to prevent their damage. Pro-
tect linings against oil because the friction properties of oiled linings can never be restored com-
pletely by washing and cleaning. If one of LH or RH brake linings requires changing change all the
linings in both brakes (LH and RH wheel).
After you install
new friction linings ma-
chine a pair of brake-
shoes according to di-
mensions in Fig. 6–32.
Effective area diameter
of new drum shoes
should correspond to
dimensions in Fig. 6–32.
Fig. 6-32. Brake gear.
In case of defects on drum surface you can bore it maximum to diameter 422 mm. After that
the diameter of brake shoe effective area should be equal to diameter of bored drum. Ensure that
expansion cam shaft rotates freely without jamming.
In one direction the adjusting lever worm shaft should rotate freely, and in the opposite di-
rection – with turning force 42 Nm. If not, dismantle the lever and change the worn parts. Clean and
dry the lever inside and fill it with lubricant Litol-24.
To maintain the disk brake gears.

Degree of friction linings wear-out should be regularly inspected visually, but at least, once
in three months. Check the gap value, at least, once in half a year.
Change brake shoes if lining thickness at least in one zone is less 2 mm.
Be sure to change all brake shoes of one axle simultaneously.
Prior shoes change, release the brake gear completely (if chamber with spring brake is avail-
able, release the spring brake with the help of mechanical brake release bolt), preliminary, assure
vehicle steady state; clean brakes of dirt and dust.
The procedure of brake shoes change and further adjustment of «HALDEX» disk
brake gears is shown in Fig. 6-33.
6-27
Take off the brake shoes as follows:
1. Remove the protective plug 5 (Fig. 6-33, 1);
2. Using a box wrench, rotate the regulator hexahedron counter-clockwise till stop (Fig. 6-
33, 2), with this, the thrust plate 2 is shifted towards the adjusting unit. In process of hexahedron
rotation, be sure the safety springs 3 are properly set in a cover 4 to provide proper shifting of thrust
plate to avoid springs breakage (Fig. 6-33, 3);
3. Undo the bolt 7 and take away the locator of shoe spring 8 (Fig. 6-33, 4);
4. Take away the shoe springs 9 and take off the shoes 10 (Fig. 6-33, 5).
To inspect free travel of caliper
The caliper should slide on guides freely, with this the sliding resistance should not be more
than 100 N. (Fig. 6-33, 6).
If sliding resistance is more than 100 N, inspect the guide corrugated boots for breakage, in-
spect the guide covers for proper sitting. Change the guide bushings, if need be, for this, use the set
of guide bushings and liners with their sealing items.
To inspect the brake disks:
- measure the thickness of brake disk. The thickness of brake disk should be 37 mm, at least;
- measure the end play of brake disk. The end play of brake disk should not be more than 0,15
mm;
- inspect the brake disk for cracks and wear traces. 6-33, 7):
– slight marks are tolerable;
B – presence of damages directed towards the center of hub, with size up to 1,5 mm (depth
and width) and with length up to 75% of width of disk working surface is tolerable;
C – longitudinal marks with depth up to 1,5 mm are tolerable;
D – heavy damages directed towards the center of disk are intolerable.
Change the brake disk if heavy wear-out or damages.
Install the brake shoes as follows:
- rotating the box wrench counter-clockwise, check if regulator hexahedron is rotated till
stop. Rotate the regulator hexahedron in accord with item 2 (Brake shoes removal), if need be;
- inspect the safety spring for proper setting, for damage traces; check if thrust plate occu-
pied the extreme position;
6-28
Fig. 6-33. To change the brake shoes and adjust the “HALDEX” disk brakes.
- install the brake shoes, the shoe springs, the shoe locator in reverse order, see items 3, 4 (see
Brake shoes removal). Tightening torque for fastening bolt of shoe locator is 45±5 Nm (if any bolt).
Perform adjustment, as need be.
Adjustment of disk brake gears
Using a box wrench (do not use a power nut-driver), rotate the regulator hexahedron 6
clockwise till stop (Fig. 6-33, 2). Then, rotate it onto 1/4 of turn counter-clockwise to provide nec-
essary clearance between brake shoes and brake disk (0,8…1,2) mm. Brake disk should rotate
freely.
To install the safety plug:
- apply thin layer of grease Litol-24 onto inner and setting surface of safety plug and space
in zone of regulator hexahedron (Fig. 6-33, 8);
- place the safety plug into recess of hexahedron. Check if safety plug was set properly (Fig.
6-33, 9);
- the final needed clearance between lining and disk is set automatically in some 5 – 7 cycles
of brake application..
The procedure of brake shoes change and further adjustment of «KNORR-BREMSE»
disk brake gears are shown in Fig. 6-34.
6-29
1. Remove the protective plug 3 from regulator 1 (Fig. 6-34, 1). by a special lug. Be careful,
do not loose the adapter 2;
2. Using a box wrench, rotate the regulator hexahedron counter-clockwise till stop (Fig. 6-34,
2), with this, the thrust plate 2 is shifted towards the adjusting unit.
Regulator rotation without adapter is strictly prohibited.
3. Take out the cotter pin 4 and remove the washer 5. Using a screwdriver, squeeze out a cali-
per 6 and take out a pin 7 (see Fig. 6-34, 3). Inspect the binding caliper for any breakage and change
it, if needed.
4. Take away the shoe springs 9 and take off the shoes 10 (Fig. 6-34, 4).
To inspect free travel of caliper
Clean the caliper guiding bushings of dirt. The caliper should slide on guides freely (being
shifted by hand), its travel is to be more 25 mm.
- measure the end play of brake disk. The end play of brake disk should not be more than
0,15 mm;
- inspect the brake disk for cracks and wear traces (Fig. 6-34, 5):
- clean the place for brake shoes to be installed;
- shift the movable caliper 8 towards the outer side of truck and install the outer brake shoe 10
(Fig. 6-34, 6). Squeeze out the caliper towards another side and install the inner brake shoe 10;
- rotate the adjuster adapter clockwise till brake shoes touch the disk. Then, rotate the adapter
in opposite direction onto two clicks. Depress and release the brake pedal. Now, check if hub
is rotated easily by hand;
- install the brake shoes, the shoe springs, the caliper in reverse order, see items 3, 4 (see
Brake shoes removal).
Perform adjustment, as need be.
6-30
Fig. 6-34. To change the brake shoes and adjust the «KNORR-BREMSE» disk brakes».
Adjustment of disk brake gears.

Using a box wrench, rotate the adjuster adapter counter-clockwise onto 2-3 clicks (towards
the clearance increase) (Fig. 6-34, 2).
Depress the brake pedal 5-10 times (with system pressure appr. 200 kPa (2 kgf/cm2). With
this, if automatic slack adjuster works, then, the wrench should rotate a little clockwise. With every
further pedal depression, the angle of wrench rotation will decrease.
Total value of slack (sum of slacks from both sides of brake disk) is from 0,6 to 1,1 mm.
If wrench fails to rotate or rotates only with the first brake pedal depression, or the wrench ro-
tates but then resets, then, the automatic slack adjuster is faulty and the movable caliber of brake
gear is to be changed.
Prior installation, to apply thin layer of grease Litol 24 onto the seating surface of protective
plug 3 (Fig. 6-34, 1) Inspect the state of plug once a year, at least.
The procedure of brake shoes change and further adjustment of « WABCO» disk brake
gears are shown in Fig. 6-36.
1. Using a box wrench, undo the bolt 2 (Fig. 6-36, 1) and extract the holding clip 3 out of
holes in brake caliper 1 body (Fig. 6-36, 2);
2. Take the secure springs 4 away from distributing plate and brake shoes (see Fig. 6-36, 2);
3. Extract the adjuster 5 plug out of brake caliper body (Fig. 6-36, 3);
4. Using a box wrench, rotate the adjuster hexahedron 6 counter-clockwise onto ¼ of a turn
(Fig. 6-36, 4).
Simultaneously with increase of clearance between shoes and disk, by hand, press the distrib-
uting plate 7 in direction of arrow (Fig. 6-36, 5). This will ensure the pin of adjusting screw (rod) remains in a
slot of distributing plate, otherwise, the screw may rotate and damage its own sealing collar (dust collar);
5. Manually, shift the brake caliper towards the wheel and take out the brake shoe 8 (Fig. 6-36, 5);
6. Manually, shift the brake caliper towards the brake cylinder (see arrow) and take out the
brake shoe 9 with distributing plate 7 (Fig. 6-36, 6).
Do not engage the brake gear from which the brake shoes had been removed.
7. Using a wire brush, to eliminate the corrosion traces from the distributing plate, out of
brake shoe slots and from guiding surfaces of brake shoes and distributing plate.
Eliminate any grease from the guiding surfaces.
To check the free travel of caliper:
The caliper should be shifted freely, by hands, onto full stroke of it. Otherwise, change the
bushings of guide pins and the sealing items.
!
«WABCO» brake gears are of two versions – left ( ) and right ( ) (se Fig. 6-35).
6-31
Fig. 6-35. Left and right versions of brake gear:
1 – guide pin, long; 2 - guide pin, short.
- measure the end play of brake disk. The end play of brake disk should not be more than
0,15 mm;
- inspect the brake disk for cracks and wear traces (Fig. 6-36, 7):
6-32
Fig. 6-36. Brake shoes change and «WABCO» disk brakes adjustment.

- in order to insert the brake shoe, shift the brake caliper until there’s enough space between
brake disk and automatic slack adjuster (Fig. 6-36, 8);
- insert the distributing plate 7 into the brake caliper and engage it with pin of adjusting
screw (rod) 10 (Fig. 6-36, 8).
The distributing plate should rest upon the guiding surfaces of brake caliper, while pin of ad-
justing screw (rod) should enter inside its slot, otherwise, the automatic slack adjuster won’t oper-
ate properly. The adjusting screw (rod) is to be rotated till pin aligns with slot in distributing plate,
with this, the sealing collar of screw won’t ne twisted;
- insert the brake shoe 9 from side of drive gear (Fig. 6-36, 9). Shift the brake shoe towards
the plane of wheel fixture till shoe 9 touches the brake disk;
– insert the brake shoe 8 from side of wheel (Fig. 6-36, 10);
- insert the measuring gauge, thickness 1 mm (is shown by arrow), between outer side of
brake shoe base and inner surface of brake caliper from the wheel side; using a box wrench, rotate
the slack adjuster 6 hexahedron counter-clockwise until both shoes are pressed to brake disk (Fig.
6-36, 10). Total value of slack (sum of slacks from both sides of brake disk) is from 0,6 to 1,1 mm.
Avoid applying excessive force to slack adjuster hexahedron.
6-33
- mount three new retaining springs on brake shoes and distributing plate. Insert new holding
clip 3 in hole of brake caliper body (as shown by arrows), then, press it downwards so that the hold-
ing clip gets between radial windings of spring supports (Fig. 6-36, 11);
- screw the bolt 2 into the brake caliper (Fig. 6-36, 12).
Adjustment of disk brake gears.
Using a box wrench, rotate the adjuster hexahedron 6 clockwise appr. onto 1/2 of a turn
(Fig. 6-36, 13);
- do not take away the wrench, depress the brake pedal 5 times (with system pressure appr.
100 kPa (1 kgf/cm2). With this, if automatic slack adjuster works, then, the wrench should rotate a
little counter-clockwise. With every further pedal depression, the angle of wrench rotation will de-
crease.
If wrench fails to rotate or rotates only with the first brake pedal depression, or the wrench ro-
tates but then resets, then, the automatic slack adjuster is faulty and the brake gear is to be
changed.
Install the safety plug 5 into recess of adjuster hexahedron. Check if safety plug seats
properly (Fig. 6-36, 13).
Check if hub rotates freely.
Repair
To remove brake chamber with spring brake:
– set parking brake valve handle to position “brakes applied” (Fig. 6-17);
– unscrew spring brake mechanical release screw, ensure that brake chamber rod is re-
moved;
– disconnect pipelines, loosen brake chamber attachment, disconnect rod clevis from adjust-
ing lever;
– remove the brake chamber.
When you install load sensing valve (LSV) after replacement of intermediate and rear axles
(Fig. 6-37), make sure that rod 5 (which connects LSV lever 3 to elastic element 7) is upright and
elastic element is horizontal. The length of lever 3 should be according to Fig. 6-37.
After you adjust the lever length tighten
the bolt with which lever is secured to LSV. Next,
check the LSV output pressure. For that fill the air
system with compressed air till test pressure is
637.5 kPa (6.5 kgf/cm2). With pedal fully de-
pressed the pressure in test outlet valve C (Fig. 6-
1) for unladen vehicle should be within 250+20 kPa
(2.5 kgf/cm2). If not, adjust the length of vertical
rod by moving it in rubber coupling 2. Ensure that
LSV pressure is consistent by depressing the brake
pedal several times. After that tighten the clamp
on rubber coupling.
Raise the elastic member end by 40 mm
(static suspension deflection) and ensure that with
brake pedal fully depressed pressure in rear bogie
Fig. 6-37. Load sensing valve :
1 – load sensing valve; 2 – coupling;
brake chambers is equal to test pressure, i. e.
3 – adjusting lever; 4 – clamp; 588.4–637.5 kPa (6-6.5 kgf/cm2); if not, adjust the
5 – elastic element rod; 6 – end; length of lever 3 and rod 5. Ensure that rod pene-
7 – elastic element; 8 – bracket; trates into valve coupling minimum by 45 mm.
9 – nut. Finally secure all the joints.
6-34
Air actuator troubleshooting
Table 6-3.
Cause Remedy
1. Air tanks (air system) don’t fill up or fill up very slowly.
Pressure regulator does not actuate
Air supply hoses and pipes are damaged Replace hoses and pipes
Joints of pipes, hoses, connectors and fittings has not Tighten joints. Replace failed parts of joints and
been tightened properly seals
Dents and nicks on end surfaces of air supply (bleed) Polish small dents and nicks, remove misalign-
bosses. End surfaces are not perpendicular to axes of ment
threaded holes.
Air tank or apparatus is not air-tight Replace air tank, apparatus
Lower compressor efficiency Check compressor, replace if necessary
2. Pressure regulator actuates frequently with full air system
Compressed air leaks in line from pressure regulator to Remove leak as specified in p.1
protection valve
3. Receivers are not filled up with air.
Pressure regulator actuates
Pressure regulator is not adjusted properly Adjust pressure regulator with adjusting screw.
If necessary, replace regulator.
Pipes from pressure regulator to protection valve are Inspect pipes. Remove and blow them, if re-
clogged quired. In case of pipe break replace it.
4. Receivers (circuits I, II or III) are not filled up with air
Protection valve fails Replace failed apparatus
Supply lines are clogged Blow pipes. In case of restrictions remove them.
5. Receivers (trailer) are not filled up with air
Trailer brake control apparatus in the tractor; trailer Replace failed apparatus
brake apparatus fail
Supply lines are clogged Blow pipes. In case of restrictions remove them.
6. Pressure in air tanks of circuits I or II is higher or lower than standard value with pressure regu-
lator actuated
Dual needle pressure gage fails Replace pressure gage
Pressure regulator is not adjusted properly Adjust regulator with adjusting screw. Replace
regulator, if necessary.
7. Vehicle service brakes does not operate properly or does not operate at all with pedal fully de-
pressed
Brake valve fails Replace brake valve
Chamber under covers of two-section brake valve lever Clean chambers. Replace covers, if necessary.
is dirty. Covers are torn or removed
Relay valve fails Replace relay valve
Large leak of compressed air in lines of circuits I and II Remove leak as specified in p.1
downstream brake valve
Brake valve is not adjusted properly Adjust brake valve
Excessive stroke of brake chamber rods Adjust rod stroke
8. Vehicle parking brakes does not operate properly or does not operate at all
Relay valve, parking brake control valve fail Replace failed apparatus
Circuit III pipes and hoses are clogged Clean pipes and blow them with compressed air.
If necessary, replace them by new ones.
Spring brakes fail Replace failed brake chamber with spring brake
Excessive stroke of brake chamber rods Adjust rod stroke
9. Vehicle brakes cannot be released with parking brake control valve handle in horizontal position
6-35
Air leak from circuit III pipes, atmospheric outlet of Remove leak as specified in p.1
relay valve
Spring brake fails Replace failed brake chamber with spring brake
10. In moving vehicle rear bogie slows down but brake pedal is not depressed and parking brake
control valve is not actuated
Two-section brake valve fails Replace valve
Brake valve is not adjusted properly Adjust valve
Seal failure between spring brake chamber and operat- Replace failed brake chamber with spring brake
ing chamber
11. Trailer brakes does not operate properly or does not operate at all with brake pedal depressed
or parking brake control valve actuated
Compressed air leak Remove leak as specified in p.1
Failure of the following apparatus: Replace failed apparatus
single protection valve, trailer single-line brake control
valve, trailer double-line brake control valve, coupling
heads, line filters, combination air distributor for trailer
brake systems
Excessive stroke of trailer brake chamber rods Adjust rod stroke
Brake chamber diaphragm breaks Replace diaphragm
12. Train brakes cannot be applied when auxiliary brakes are applied
Failure of:
– valve of auxiliary brake air application; Replace valve;
– air cylinders of auxiliary brake gate actuator; fuel Replace failed cylinders;
shutoff cylinder;
– gate mechanism; Disconnect the air cylinder rods, check manually
how the gates turn. They should not jam. If nec-
essary, remove, clean carbon residue, wash and
dry auxiliary brake units;
– magnet valve Replace valve;
– auxiliary brake alarm switch Replace switch
Compressed air leak Remove leak as specified in p.1
Pipes are clogged Remove pipes and blow them with compressed
air.
13. You cannot release brakes when you pulled out the trailer release valve button
Trailer release valve fails Replace valve
14. Stop lights do not go on when you depress brake pedal and actuate parking brake control valve
Stop light alarm switches and air actuator apparatus Replace failed switches or apparatus
fail
15. Excess oil and condensate in air system
Compressor piston rings are worn Replace compressor
Condensate does not dry out Replace filter element in adsorbent dryer
16. When tractor auxiliary brakes are applied trailer does not slow down
Air switch of trailer magnet valve alarm fails Replace switch
No contact in tractor and trailer electric connections in Find the bad contact and remove the failure
circuit section between switch and magnet valve
Trailer magnet valve fails Replace valve
Air pressure (supplied by trailer magnet valve to brake Adjust the magnet valve with screw under valve
chambers) does not meet requirements – pressure be- body (do not remove magnet valve). When you
low 60 kPa (0.6 kgf/cm2) screw in the screw air pressure increases. When
you screw out it decreases. Measure air pressure
with pressure gage which is connected to test
outlet valve on trailer rear axle.
6-36
ANTILOCK BRAKE SYSTEM
Chassis air actuator is equipped with 4-channel antilock brake system (ABS), type 4S/4M (4
sensors / 4 modulators), Wabco or Knorr–Bremse (Germany) or NP RUP “EKRAN” (Belarus).
System primary function is to support vehicle braking automatically without wheels being
locked (skid) on slippery or dry road surface.
ABS consists of wheel speed sensors, brake pressure modulators, solenoid valve (which cut
off auxiliary brake), electronic control unit (ECU), relay, fuse cluster, connection cables, warning
lamp and diagnostic push button.
Inductive wheel speed sensors are mounted in front and rear axle wheels and include
toothed wheel pressed onto hub and sensor mounted on front axle steering knuckle or rear axle
bracket.
The magnetic flux surrounding the coil is cut by the rotating motion of the toothed wheel in-
ducing an AC voltage whose frequency is directly proportional to the wheel speed. The signal is
transmitted to ECU by cables. For normal sensor operation gap between wheel and sensor should
not be greater than 1.3 mm.
Fig. 6-39. ABS sensor in rear wheel:

Fig 6-38. ABS sensor in front wheel:
1 – hub; 2 – sensor wheel; 3 – sensor bushing; 4 – steering
1 – hub; 2 – brake drum; 3 – sensor wheel; 4 – clamp; 5 –
knuckle; 5 – ABS wheel sensor; 6 – clamp.
brake back plate; 6 – cable bushing; 7 – caliper; 8 – ABS
sensor.
Electronic control unit is mounted in RH bottom corner of relay and fuse bracket, behind
the driver’s seat. ECU has a housing to protect it against moisture and mechanical damages. ECU
processes signals from wheel speed sensors, gives instruction signals to modulators, solenoid valve
and warning lamp and also runs diagnostics for system elements.
Brake pressure modulators (Fig. 6-40) are mounted in brake lines of front and rear wheels
on chassis frame before brake chambers. They are electro-pneumatic control valves which provide
precise, graduated pressure adjustment in brake chambers during braking according to ECU signals.
Modulators have the following functions:
– pressure increase in brake chambers during angular speed increase;
– pressure hold in brake chambers;
– pressure decrease in brake chambers with wheels being locked.
When ABS system doesn't operate, compressed air passes freely through the modulator.
Solenoid valve of auxiliary brake cutoff is mounted on frame 2-nd cross member and in-
cluded in auxiliary brake line; it cuts off the line when brakes are applied and wheels are locked.
Fuse cluster is mounted under flap and protects ABS electric components.
6-37
Diagnostic lamps with symbols "tractor ABS" and "trailer ABS", if truck is coupled with
trailer with ABS, signaling about operability/failure of tractor and trailer ABS, are disposed on a
dashboard.
ABS diagnostic knob disposed on a switch panel serves for actuation of ABS diagnostic
mode. The knob is not fixed i.e. after being depressed, it should be kept hold-down for some time
depending upon the mode demanded.
In vehicle with engines ur -4, button of ABS urged diagnostics is not available. To deter-
mine the fault:
- stop the vehicle and engage the parking brake;
- using the menu of instrument cluster « », perform diagnostics of ABS.
Fault codes for ABS, if instrument cluster « » is installed, are shown in Tables 6-7,
6-8.
Disposition of ABS items on a truck is shown in Fig. 6-40.
Fig. 6-40. ABS functional diagram for vehicle:

1 (A,B,C,D) ABS modulators; 2 (A,B,C,D) – ABS wheel sensors; 3 – ECU; 4 – solenoid valve of auxiliary brake cut-
off; 5 – socket to connect trailer ABS.
6-38
Fig. 6-41. ABS connection diagram by «WABCO» or NP RUP “EKRAN”.
Fig. 6-42. ABS connection diagram by Knorr–Bremse ".

ABS connection diagrams are shown in Figures 6-41 6-42.
6-39
System operation. With power ON (starter switch key is rotated into position "I"), the diag-
nostic lamps with symbols "tractor ABS" and "trailer ABS" (if truck is provided with trailer
equipped with ABS) switch on, automatic test-control of electronic module and sensors electric cir-
cuits, of modulators and commutation means takes place on a dashboard.
In faultless system, ABS warning lamp goes off after vehicle starts driving – at 5-7 km/h if
ABS is just switched on or after self-diagnostics if ABS has been used earlier.
If there is a fault in ABS or electric circuits of one of the components (sensors, modulators,
etc.) or control circuit ABS warning lamp illuminates and ABS circuit can be shut down. Brake sys-
tem continues operating (without ABS).
ABS does not require any special maintenance except for function check or ABS sensor in-
stallation check if wheel bearings were adjusted or replaced or brake linings were replaced (with
hub removal).
If ABS warning lamp fails to go off at speed over 7-10 km/h or after fault was removed (de-
termine fault using blinking code – see Tables 6-4, 6-5, 6-6), contact service station to remove fault.
In vehicle with engines ur -4 (with « » instrument cluster). If ABS warning lamp
fails to go off at speed over 7-10 km/h or after fault was removed (determine fault using SPN FMI
codes) (see Tables 6-7, 6-8), contact service center to remove fault.
After faults elimination, be sure to erase passive errors from memory of ABS control mod-
ule to avoid their accumulation (not more 50) and further system lock. Address the service center to
eliminate errors.
Attention! To repair and remove faults stop the engine and cut off system power sup-
ply. Ensure that the starter and instruments key is in position “off” and battery disconnect
switch is off. Do not weld on chassis (vehicle) with ECU. In this case disconnect and remove
ECU from the vehicle.
MODE OF ABS URGED DIAGNOSTICS

ABS is provided with built-in self-diagnostics: the system controls the self-operability con-
stantly. For urged check of operability with purpose of trouble-shooting, energize the mode of urged
diagnostics.
The electronic module is switched into mode of urged diagnostics with depressing and hold-
ing-on the ABS diagnostics knob for certain time period on a switch panel, with “ground” switch
and instrument and starter switch "ON" (the lock rotor should be turned into position "I"). The sys-
tem state is characterized by light blinking code output onto the diagnostic lamp.
The light blinking code of character of fault and the system faulty element consists of two
information blocks that are two blocks of light flashes. The faulty component and character of trou-
ble are determined by number of flashes of diagnostic lamp, correspondingly in the first and the se-
cond blocks, according to Tables 6-4, 6-5, 6-6.
If diagnostic lamp was ON prior the diagnostic mode activation, the system is with active er-
rors, i.e. errors present in moment of diagnostics. With output of all error codes over, the lamp is
ON constantly.
To energize the mode of ABS urged diagnostics of «WABCO» and «KNORR-
BREMSE», depress and hold-on the knob for 0,5-3 sec. (for “WABCO”) and 0,5-8 sec. (for
“KNORR BREMZE”). In case of any active errors in a system, the diagnostic lamp is OFF appr. in
1 sec., then:
- for “WABCO” ABS, a cyclic repeating code of one active error is emitted every 4 se-
conds till that concrete trouble is remedied (the duration of each flash is 0,5 sec., pause between
flashes is 0,5 sec., between blocks – 1,5 sec). With trouble remedied, the instruments-and-starter
switch rotor should be turned into position "0", then "I".
In case of several active errors in a system, after the first error removed, the light code of the
second active error is emitted etc. (until all troubles are remedied).
6-40
- for “KNORR-BREMSE” ABS, codes of errors are emitted one after another (the duration
of each flash is 0,5 sec., pause between flashes is 0,5 sec., between blocks – 1,5 sec., interval be-
tween codes – 4,5 sec.).
In case of no active errors, light codes of four last passive or "floating" errors are emitted suc-
cessfully in a diagnostics mode, i.e. errors that were present but are absent in moment of diagnostics
(or left not erased in a block memory automatically or manually). With output of codes of passive
errors, the lamp is OFF.
If faults or troubles are absent, the light code 1-1 is emitted (by one flash of pilot lamp in each
information block).
To energize the mode of ABS urged diagnostics of NP RUP “EKRAN”, depress and
hold-on the diagnostic knob for 3-16 sec. In case of any active errors in a system, the diagnostic
lamp dies for 1 sec, then the starting information block is emitted (the duration of starting impulse is
5 sec., the first pause – 2,5 sec., separating impulse – 2,5 sec., the second impulse –2,5 sec.). The
codes of errors are emitted one after another (the duration of each flash is 0,5 sec., pause between
flashes is 0,5 sec., between blocks – 1,5 sec, interval between codes – 4 sec).
To output the codes of passive errors, energize the mode of urged diagnostics (as described ear-
lier), depress and hold-on the diagnostic knob for 3-16 sec. during the second pause of starting infor-
mation block. The light code of passive errors is composed of three impulses (the duration of each
flash is 0,5 sec., pause between flashes is 0,5 sec.), which indicate the mode of memory errors read-
ing-out, the pause with duration 2,5 sec., and series of impulses of codes of earlier discovered faults.
In case of no current faults in a system, the light flashing code comprises only starting infor-
mation block.
After all faults removed, turn the lock rotor by key (in a starter and instrument switch) first
into position "0", then into position «I»
SYSTEM CONTROL MODE

In a system mode, the system configuration may be determined, passive errors from electronic
module memory may be erased and system reconfiguration may be performed (this function is ac-
tive only with “WABCO” ABS), the information about last brake application of truck may be got
(this function is active only with NP RUP “EKRAN”).
Attention!
With faults being eliminated, be sure to eliminate the passive errors from memory of ABS
electronic module to avoid their accumulation.
To make the “WABCO” system control mode active, depress the ABS diagnostic key
switch on a switch panel and keep it depressed for 3 – 6,3 sec. With system mode activation, all
passive errors being in a module memory, are automatically erased. The indication of it – 8 quick
(duration 0,1 sec.) flashes of diagnostic lamp. In case of active errors, there will be no flashes, and
configuration code will emit immediately.
Attention!
If excessive accumulation of passive errors, the electronic module may be blocked which
results in ABS system disengagement that is inadmissible during truck operation. To erase the
errors accumulated, be sure to address the service center to eliminate the errors with the help of
diagnostics equipment.
The light configuration code is emitted after system mode activation (KAMAZ trucks are
provided with system type 4S/4M 4 sensors/4 modulators), the number of lamp flashes equals 2
(two light flashes with duration 0,5 sec. with pause 1,5 sec). The configuration code is repeated eve-
ry 4 seconds. To exit from the system mode, it is necessary to switch off and again switch on the
starter and instrument key to position «I». or depress the diagnostic knob for some time, from 6,3 to
15 seconds. With this, the output of light codes onto diagnostic lamp stops.
6-41
The electronic control module with extended capabilities on component control may be used
only with additional reconfiguration on a truck which is lack of additional components. For exam-
ple, if system configuration supposes the operation with magnetic valve of auxiliary brake release,
while the truck is lack of such valve, the system emits error code 7 – 3 “Magnetic valve short circuit
or wire breakage”. To eliminate the error, the system reconfiguration should be performed. To acti-
vate the mode of reconfiguration, depress and hold-on the diagnostic knob for 3 – 6,3 sec., keep
pause of more than 2 sec., then depress the knob three times and keep it depressed for more than 0,5
sec., with pauses between depressions of not more than 3 sec. The reconfiguration is confirmed by
four quick flashes (impulse duration – 0,1 sec.).
To make the system control mode active and to erase completely the codes of passive er-
rors from "KNORR-BREMSE" ABS electronic module memory, it is necessary, with starter
switch in position «I», keep the ABS diagnostic knob depressed. The diagnostic knob should be
kept depressed for not less than 0,5 sec. after turning the starter rotor into position «I». Further, the
ignition should be kept on for not less than 5 sec. After errors erasure from memory, switch off and
again switch on the ignition.
To determine the system configuration code, it is necessary, with starter in position «I», to
depress the diagnostic knob twice. The duration of each depression should be within 0,5 - 8 sec., the
time interval between depressions – not more than 1 sec. The emitted configuration code is similar
to that of “WABCO” ABS (see above).
To make the system control mode active and to erase completely the codes of passive er-
rors from NP RUP “EKRAN” ABS electronic module memory, energize the mode of ABS urged
diagnostics (see above). Then, during the second pause of starting information block, depress twice
and hold-on the diagnostic knob for more than 3 sec. The interval between depressions should not
be more than 1 sec. The light code, with knob released, is composed of eight impulses with duration
of 0,5 sec., indicating about activation of mode of errors erasure.
If need be, the mode of «black box» may be activated – to provoke the truck deceleration da-
ta during last brake application from the control module memory. The deceleration data are output
as light flashing code onto the diagnostic lamp, with urged diagnostics mode energized, with de-
pressing and holding-on the diagnostic knob for more than 3 sec. during the first pause of starting
information impulse. The light code of deceleration data output is composed of two impulses with
duration of 0,5 sec., indicating the mode activation, the pause with duration 2,5 sec., and series of
three impulse blocks, the first block – units of deceleration data, the second – decimals, the third –
hundredth. The number of impulses in a block – from one to nine. The zero is emitted with ten light
impulses.
6-42
Blinking code list for Wabco ABS components
Table 6-4.
Blinking Faulty compo- Fault nature Repair
code nent
1 – 1 All components – –
are OK
2 – 1 Modulator Disconnection or ground Check cables, connections to ECU and
failure modulator. Remove damage. Replace
2 – 2 Modulator A " modulator if no damages are found.
2 – 3 Modulator D "
2 – 4 Modulator C "
3 – 1 Sensor Large air gap Adjust gap between sensor and wheel.
3 – 2 Sensor A " Maximum gap is 1.3 mm.
3 – 3 Sensor D "
3 – 4 Sensor C "
4 – 1 Sensor Short circuit or disconnection Check sensor, connection to ECU and
" sensor, sensor cable for disconnection or
4 – 2 Sensor A " short circuit. Remove fault. Change sen-
4 – 3 Sensor D " sor.
4 – 4 Sensor C
5 – 1 Sensor Non-stable signal from sensor Check sensor cable and signal level dur-
5 – 2 Sensor A " ing wheel rotation (see Fig. 6-41). In-
5 – 3 Sensor D " spect rotor for integrity.
5 – 4 Sensor C
6 – 1 Sensor Toothed rotor / sensor defect Replace sensor or toothed rotor
6 – 2 Sensor A "
6 – 3 Sensor D "
6 – 4 Sensor C
7 – 1 Connection to Connection error Check cables. Remove fault (see Fig. 6-
ECU 41). Check ECU, replace if necessary.
7 – 3 Auxiliary brake Short circuit or disconnection Check cable for disconnection or short
magnetic valve circuit check connection to control mod-
ule. Remove fault. Check valve efficien-
cy. Change valve.
7 – 4 ABS diagnostic " Check lamp wire and diagnostic key for
lamp disconnection or short circuit. Remove
fault. Key was being depressed for
more 16 sec. Release the key.
7-5 ASR configuration Parameter self-determination Inspect if component connections are proper.
has been locked with CAN-
connection detection.
Light code Faulty item
Character of trouble Remedy
(see Fig. 6-40)
8 – 1 ECU power Under-voltage in power sys- Check batteries and fuses. Voltage
supply tem should be 24–28V (see Fig. 6-41)
8 – 2 ECU power High voltage of harness The harness voltage is more than 30 V.
supply Check the voltage relay of truck. Change, if
need be.
8 – 3 ECU Internal error Replace ECU (ABS/ASR)
8 – 4 ECU Configuration error Replace ECU (ABS/ASR)
8 – 5 ECU power Ground connection error Check connection (see Fig. 6-41). Re-
supply move fault.
6-43
Blinking code list for Knorr–Bremse ABS components
Table 6-5.
Light code Faulty item (see Fig. 6- Character of trouble Remedies
* * 40)
1 1 All elements are OK - -
N* 1 Wheel rotation frequency Air gap between sensor The maximum gap is 1,3 mm. Adjust the air
sensors and toothed rotor is gap, the sensor should touch the rotor.
excessive
2 No sensor signal at Check the level of sensor signal (see Fig.
brake application «KNORR-BREMSE» ABS connections opera-
tion scheme). Inspect the toothed rotor for pres-
ence and operability. Change the sensor and
rotor, if need be.
3 Poor toothed rotor, Change the rotor. Check the level of sensor sig-
ABS to be maintained nals (see Fig. «KNORR-BREMSE» ABS connec-
tions operation scheme).
4 Unstable sensor signal Check the cable and level of sensor signal while
5 Sensor signal is missed wheels rotate (see Fig. «KNORR-BREMSE»
ABS connections operation scheme). Check the
rotor for integrity.
6 Short-circuit onto Check the sensor, connection to module and
«ground» or battery. sensor; inspect the sensor cable for breakage or
Wire breakage. short-circuit. Eliminate trouble. Change the
faulty sensor.
* 1 Modulators Reset coil is shorted Check the connecting cables, connection to
onto battery. module and modulator. Eliminate troubles.
2 Reset coil is shorted Change the modulator, if no troubles.
onto «ground»
3 Reset coil power wire
is broken
4 «Ground» wire is bro-
ken
5 Retention coil is short-
circuited onto battery
6 Retention coil is short-
circuited onto
«ground»
7 Retention coil power
wire is broken
8 Valve configuration With the key, to rotate the instrument-and-
error starter lock rotor into position «0», then «I».
Check the control module configuration (see
System control mode). Change the valve.
Change the configuration or the electronic con-
trol module.
10 10 Diagonal “ground” con- Diagonal 1 is short- Check the connections of diagonal 1 modulators
nection contacts circuited onto battery (front l.h. – rear r.h.). Check the wiring. Elimi-
11 Diagonal 1 is short- nate troubles. Change the modulators.
circuited onto
«ground»
12 All modulators are Check the modulators connections. Inspect the
short-circuited onto wiring. Eliminate trouble. Change the modula-
«ground» tors.
6-44
15 1… Electronic control mod- Faulty control module. Change the control module.
11 ule Control module inner
error.
16 1 Power supply High voltage in diago- Wiring voltage is more than 30V. Check the
nal 1. truck voltage relay. Change, if need be. Check
the control module. Change the control module.
2 Low voltage in diago- Voltage is lower 18V. Inspect the storage batter-
nal 1. ies and fuses. Provide voltage of 24 – 28V.
Check the control module. Change the control
module.
3 Wire breakage in diag- Inspect the connections of diagonal 1 modula-
onal 1. tors (front l.h. – rear r.h.) to control module.
Inspect the wiring for breakage. Eliminate trou-
ble.
4 Wire breakage on con- Check the connection to control module (con-
tact GNDPCV1 or large tacts 10/18 and 12/18). Inspect the wires for
voltage difference in breakage. Eliminate trouble.
comparison with
GNDECU
9 High voltage on con- Wiring voltage is higher 30V. Inspect the truck
tact UECU voltage relay. Change, if need be.
10 Low voltage on contact Wiring voltage is lower 18V. Inspect the storage
UECU batteries and fuses. Provide voltage of 24 –
28V.
17 1 Auxiliary brake disen- Coil is shorted onto Inspect the valve power cable for breakage or
gagement magnetic battery. short circuit, check the connection with control
valve Wire breakage. module. Eliminate trouble. Inspect valve for
2 Coil is shorted onto operability. Change the valve.
«ground»
17 10 Diagnostic lamp Short circuit or lamp or Inspect the cables of lamp and diagnostic knob
knob cable breakage for short circuit or breakage. Eliminate trouble.
Knob was being pressed for more than 16 sec.
Release the knob.
17 5 Special errors Large difference in Change the tires.
sizes of front and rear
tires.
12 Problem of sensor pa- Two or more sensors are faulty. Check the sen-
rameters memory. sor signal levels. Eliminate troubles. Change
sensors, if need be. Erase errors from memory
of control module. Accelerate the truck to speed
more than 20 km/h.
13 Sensors of front and Eliminate the trouble, rearrange contacts in con-
rear axles are mixed. trol module connectors.
Notes:
1) N*: 2 (3) – l.h. (r.h.) sensor of front axle wheels rotation:
4 (5) – l..h. (r.h.) sensor of driving axle wheel rotation.
2) *: 8 (9) – l.h. (r.h.) modulator of front axle brake pressure;
10 (11) – l.h. (r.h.) modulator of driving axle brake pressure.
3) P * - the first part of code;
4) P * - the second part of code
6-45
Light codes of NP RUP “EKRAN” ABS items state
Table 6-6
Light code Faulty item (see Truck ABS op-

Character of trouble Remedies
* * eration scheme)
2 1 Modulator Short-circuit onto Inspect the cables for breakage or short-circuit.
2 Modulator «ground» or breakage Change the modulator, if no troubles.
3 Modulator
4 Modulator D
3 1 Sensor Short-circuit or break- Inspect the sensor, the sensor cable for breakage
2 Sensor age or short-circuit. Eliminate trouble. Change the
3 Sensor sensor.
4 Sensor D
4 1 Sensor Doubtful speed value Adjust the gap between sensor and rotor. Check
2 Sensor the level of sensor signal while wheel rotates.
3 Sensor Inspect the rotor for integrity and operability.
4 Sensor D
5 1 Electronic control module Module inner errors Change the control module
6 1 Power supply Low voltage in wiring. Voltage is lower 18V. Inspect the storage batter-
ies and fuses. Provide voltage of 24 – 28V.
Check the control module. Change the control
module.
2 High voltage in wiring Wiring voltage is higher 31.5V. Inspect the truck
voltage relay. Change, if need be.
3 Sensor
4 Sensor D
Notes:
1) P * - the first part of code;
2) P * - the second part of code.
6-46
ABS-E FAULTS IDENTIFICATION Table 1.1
Basic, ABS-E c EBL Basic, ABS-E c RSC/A Frame,
SID Blink Frame .
FMI Fault Universal Universal Universal / Cause Remedy
SPN code ./ . .
./ . /
Front left wheel sensor
Air gap is excessive, sensor output voltage is very small Check the bearing backlash, toothed rotor run-out,
ABS: wheel OFF ABS: wheel OFF
1 1 3+2 Air gap 12;15/18 7..8/ 2 and hardly exceeds trigger level. push sensor towards toothed rotor.
ASR: OFF ASR, RSC/A: OFF
Such proportion between tire diameter and number of Check for correspondence between tire circuit and
ASR: OFF ASR, RSC/A: OFF rotor teeth causes >10% speed difference of front axle number of rotor teeth.
1 2 5+2 12;15/18 7..8/ 2 wheels, or >19% speed difference of front and rear axle
wheels. Tire diameter and number of rotor teeth do not
correspond to each other.
Constant voltage was discovered. Short circuit or Check the sensor harness
1 3 4+2 Closure to +Ubatt 12;15/18 7..8/ 2 terminal admittance on Power source "+" (+ Ubatt).
Short circuit with Power source common wire Check the sensor harness, change the sensor, if need
1 4 4+2 Closure to “ground” 12;15/18 7..8/ 2 ABS: wheel OFF ABS: wheel OFF
ASR: OFF ASR, RSC/A: OFF ("ground") was discovered be.
Circuit break was discovered Check the sensor harness, change the sensor, if need
1 5 4+2 Circuit break 12;15/18 7..8/ 2 ABS: wheel OFF ABS: wheel OFF
ASR: OFF ASR, RSC/A: OFF be
Short circuit between IG/GM sensor wires was Check the sensor harness, change the sensor, if need
1 6 4+2 Short circuit 12;15/18 7..8/ 2 ABS: wheel OFF ABS: wheel OFF
ASR: OFF ASR, RSC/A: OFF discovered be
Non-correct toothed rotor Cyclic lapse in sensor signal was discovered at speed Inspect toothed rotor for teeth breakage. Use
ASR: OFF ASR, RSC/A: OFF above 10 km/h. Several wheel revolutions are required. WABCO Sensor Probe. If any rotor faults, change the
1 7 6+2 12;15/18 7..8/ 2 rotor. Adjust the gap if any messages about air gap.
Skidding Wheel skidding fir 16 s. Was discovered. Adjust air gap. Other possible causes: gear was
1 8 3+2 12;15/18 7..8/ 2 ASR: OFF ASR, RSC/A: OFF engaged on wet road or modulator does not work
correct.
Wires are interchanged Wires IG/GM of other sensor were discovered. Check is sensors are connected correct. Correct the
1 9 5+2 12;15/18 7..8/ 2 ABS: wheel OFF ABS: wheel OFF
ASR: OFF ASR, RSC/A: OFF harness
Lapse in speed signal Temporary loss of speed signal. Gap is excessive, sensor Adjust air gap. Inspect sensor harness and connectors
ASR: OFF ASR, RSC/A: OFF voltage exceeds trigger threshold. for contact integrity. Rotating the wheel, read out
1 10 3+2 12;15/18 7..8/ 2 amplitudes of sensor signals and compare them with
required values.
ABS: partially OFF ABS: partially OFF Vibration or brake jerking (seizure) Repair manual is not available. Inspect sensor harness
Abnormal speed ASR: OFF ASR: OFF and connectors for contact integrity. Inspect toothed
1 11 5+2 signal(jerking) 12;15/18 7..8/ 2
With standard set of With standard set of rotor for breakage. Read out amplitudes of sensor
parameters is not considered parameters is not considered
signals and compare them with required values.
as fault. FMI 11 is not saved as fault. FMI 11 is not saved
Non-plausible frequency of sensor signal has been Inspect sensor harness and connectors for contact
Excessive signal ABS: wheel OFF ABS: wheel OFF
ASR: OFF ASR, RSC/A: OFF measured integrity. Inspect for vibration and reliable secure of
frequency brake/sensor. Change ABS electronic control module
1 12 5+2 12;15/18 7..8/ 2
if fault persists in spite of no vibration of
brake/sensor.
1
SID Blink Frame .
SPN code ./ . .
./ . /
Front r.h. wheel sensor
Air gap is excessive, sensor output voltage is very small Check the bearing backlash, toothed rotor run-out,
2 1 3+1
Air gap 10;13/18 5..6/ 2
ASR: OFF ASR, RSC/A: OFF and exceeds trigger level. push sensor towards toothed rotor.
Non-correct tire ABS: wheel OFF ABS: wheel OFF
ASR: OFF ASR, RSC/A: OFF rotor teeth causes >10% speed difference of front axle number of rotor teeth.
2 2 5+1 10;13/18 5..6/ 2 wheels, or >19% speed difference of front and rear axle
Short circuit to + Ubatt Constant voltage was discovered. Short circuit or Check the sensor harness
2 3 4+1 10;13/18 5..6/ 2 terminal admittance on Power source "+" (+ Ubatt).
Short circuit to "ground" Short circuit with Power source common drive Check the sensor harness, change the sensor, if need
ASR: OFF ASR, RSC/A: OFF ("ground") was discovered be.
Circuit break Circuit break was discovered Check the sensor harness, change the sensor, if need
ASR: OFF ASR, RSC/A: OFF be
2 6 4+1 Short circuit 10;13/18 5..6/ 2 ABS: wheel OFF ABS: wheel OFF
ASR: OFF ASR, RSC/A: OFF discovered be
ASR: OFF ASR, RSC/A: OFF above 10 km/h. Several wheel revolutions are required. WABCO Sensor Probe. If any rotor faults, change the
2 8 3+1 10;13/18 5..6/ 2 ASR: OFF ASR, RSC/A: OFF engaged on wet road or modulator does not work
correct.
ASR: OFF ASR, RSC/A: OFF harness
ASR: OFF ASR, RSC/A: OFF voltage exceeds trigger threshold. for contact integrity. Rotating the wheel, read out
required values.
Abnormal speed signal ABS: partially OFF ABS: partially OFF Vibration or brake jerking (seizure) Repair manual is not available. Inspect sensor harness
(jerking) ASR: OFF ASR: OFF and connectors for contact integrity. Inspect toothed
2 11 5+1 10;13/18 5..6/ 2
parameters is not considered parameters is not considered
Excessive signal Non-plausible frequency of sensor signal has been Inspect sensor harness and connectors for contact
frequency ASR: OFF ASR, RSC/A: OFF measured integrity. Inspect for vibration and reliable secure of
brake/sensor. Change ABS electronic control module
2 12 5+1 10;13/18 5..6/ 2
brake/sensor.
2
SID Blink Frame .
SPN code ./ . .
./ . /
Rear l.h. wheel sensor Air gap is excessive, sensor output voltage is very small Check the bearing backlash, toothed rotor run-out,
3 1 3+4
Air gap 11;14/18 1..2/ 3
ASR: OFF SRM: OFF ASR: OFF SRM: OFF and exceeds trigger level. push sensor towards toothed rotor.
Non-correct tire ABS: wheel OFF ABS: wheel OFF
ASR: OFF ASR: OFF rotor teeth causes >10% speed difference of front axle number of rotor teeth.
3 2 5+4 11;14/18 1..2/ 3 SRM: OFF SRM: OFF wheels, or >19% speed difference of front and rear axle
ASR: OFF SRM: OFF ASR: OFF SRM: OFF
Short circuit to "ground" Short circuit with Power source common drive Check the sensor harness, change the sensor, if need
3 4 4+4 11;14/18 1..2/ 3 ("ground") was discovered be.
ASR: OFF ASR: OFF
SRM: OFF SRM: OFF
3 5 4+4 11;14/18 1..2/ 3 be
Short circuit ABS: wheel OFF ABS: wheel OFF
3 6 4+4 11;14/18 1..2/ 3 discovered be
ASR: OFF ASR: OFF
SRM: OFF SRM: OFF
ASR: OFF SRM: OFF ASR: OFF SRM: OFF above 10 km/h. Several wheel revolutions are required. WABCO Sensor Probe. If any rotor faults, change the
3 8 3+4 11;14/18 1..2/ 3 ASR: OFF SRM: OFF ASR: OFF SRM: OFF engaged on wet road or modulator does not work
correct.
3 9 5+4 11;14/18 1..2/ 3 harness
ASR: OFF SRM: OFF ASR: OFF SRM: OFF voltage exceeds trigger threshold. for contact integrity. Rotating the wheel, read out
required values.
Abnormal speed signal ABS: partially OFF ABS: partially OFF Vibration or brake jerking (seizure) Repair manual is not available. Inspect sensor harness
(jerking) ASR: OFF ASR: OFF and connectors for contact integrity. Inspect toothed
3 11 5+4 11;14/18 1..2/ 3 parameters is not considered parameters is not considered
Non-plausible frequency of sensor signal has been Inspect sensor harness and connectors for contact
ASR: OFF SRM: OFF ASR: OFF SRM: OFF measured integrity. Inspect for vibration and reliable secure of
Excessive signal brake/sensor. Change ABS electronic control module
3 12 5+4 11;14/18 1..2/ 3
frequency if fault persists in spite of no vibration of
brake/sensor.
3
SID Blink Frame .
SPN code ./ . .
./ . /
Rear r.h. wheel sensor
Air gap Air gap is excessive, sensor output voltage is very small Check the bearing backlash, toothed rotor run-out,
4 1 3+3 17;18/18 3..4/ 3 and exceeds trigger level. push sensor towards toothed rotor.
Non-correct tire Such proportion between tire diameter and number of Check for correspondence between tire circuit and
ASR: OFF ASR: OFF rotor teeth causes >10% speed difference of front axle number of rotor teeth.
4 2 5+3 17;18/18 3..4/ 3 SRM: OFF SRM: OFF wheels, or >19% speed difference of front and rear axle
Short circuit to “ground” Short circuit with Power source common drive Check the sensor harness, change the sensor, if need
4 4 4+3 17;18/18 3..4/ 3 ("ground") was discovered be.
ASR: OFF ASR: OFF
SRM: OFF SRM: OFF
4 5 4+3 17;18/18 3..4/ 3 be
Short circuit Short circuit between IG/GM sensor wires was Check the sensor harness, change the sensor, if need
4 6 4+3 17;18/18 3..4/ 3 discovered be
ASR: OFF ASR: OFF
SRM: OFF SRM: OFF
ASR: OFF ASR: OFF SRM: OFF above 10 km/h. Several wheel revolutions are required. WABCO Sensor Probe. If any rotor faults, change the
4 7 6+3 17;18/18 3..4/ 3 SRM: OFF rotor. Adjust the gap if any messages about air gap.
4 8 3+3 17;18/18 3..4/ 3 ASR: OFF SRM: OFF ASR: OFF SRM: OFF engaged on wet road or modulator does not work
correct.
4 9 5+3 17;18/18 3..4/ 3 harness
ASR: OFF SRM: OFF ASR: OFF SRM: OFF voltage exceeds trigger threshold. for contact integrity. Rotating the wheel, read out
required values.
Abnormal speed ABS: partially OFF ABS: partially OFF Vibration or brake jerking (seizure) Repair manual is not available. Inspect sensor harness
signal(jerking) ASR: OFF ASR: OFF and connectors for contact integrity. Inspect toothed
4 11 5+3 17;18/18 3..4/ 3 parameters is not considered parameters is not considered
Excessive signal frequency Non-plausible frequency of sensor signal has been Inspect sensor harness and connectors for contact
ASR: OFF SRM: OFF ASR: OFF SRM: OFF measured integrity. Inspect for vibration and reliable secure of
brake/sensor. Change ABS electronic control module
4 12 5+3 17;18/18 3..4/ 3
brake/sensor.
4
SID Blink Frame .
SPN code ./ . .
./ . /
Left-hand front modulator
Closure to + Ubatt Short circuit of Inlet (EV) or Output (AV) valve onto Check the modulator harness
7 3 2+2 3;6/18 2..10/ 2 ASR: OFF ASR: OFF Power source "+" (+ Ubatt), or onto other modulator
SRM: OFF SRM: OFF wire
EBL: OFF
Circuit break Circuit break of Inlet (EV) or Output (AV) valve Check the modulator harness
ASR, RSC/A: OFF
Closure to “ground” Short circuit of Inlet (EV) or Output (AV) valve with Check the modulator harness
ABS: wheel OFF
7 6 2+2 3;6/18 2..10/ 2 Power source common wire ("ground")
ABS: wheel OFF ASR, RSC/A: OFF
Right-hand front modulator
8 3 2+1 1;4/18 3..4/ 2 ASR: OFF ASR: OFF Power source "+" (+ Ubatt), or onto other modulator
SRM: OFF SRM: OFF wire
EBL: OFF
Circuit break Circuit break of Inlet (EV) or Output (AV) valve Check the modulator harness
ASR, RSC/A: OFF
Closure to “ground” Short circuit of Inlet (EV) or Output (AV) valve with Check the modulator harness
ABS: wheel OFF
8 6 2+1 1;4/18 3..4/ 2 Power source common wire ("ground")
ABS: wheel OFF ASR, RSC/A: OFF
Left-hand rear modulator
9 3 2+4 2;5/18 10..12/ 2 ASR: OFF Power source "+" (+ Ubatt), or onto other modulator
ASR, RSC/A: OFF wire
SRM: OFF
EBL: OFF SRM: OFF
ABS: wheel OFF ABS: wheel OFF Circuit break of Inlet (EV) or Output (AV) valve Check the modulator harness
Circuit break ASR: Dif. brake OFF ASR: Dif. brake OFF
9 5 2+4 2;5/18 10..12/ 2
SRM: OFF SRM: OFF
EBL: wheel OFF RSC/A: OFF
Closure to “ground” ABS: wheel OFF ABS: wheel OFF Short circuit of Inlet (EV) or Output (AV) valve with Check the modulator harness
ASR: Dif. brake OFF ASR: Dif. brake OFF Power source common wire ("ground")
9 6 2+4 2;5/18 10..12/ 2
SRM: OFF SRM: OFF
Right-hand rear modulator
Closure to + Ubatt ABS: wheel OFF Short circuit of Inlet (EV) or Output (AV) valve onto Check the modulator harness
ABS: wheel OFF
ASR: Dif. brake OFF Power source "+" (+ Ubatt), or onto other modulator
10 3 2+3 8;9/18 7..9/ 2
SRM: OFF ASR, RSC/A: OFF SRM: wire
EBL: wheel OFF OFF
ABS: wheel OFF ABS: wheel OFF Circuit break of Inlet (EV) or Output (AV) valve Check the modulator harness
Circuit break ASR: Dif. brake OFF ASR: Dif. brake OFF
10 5 2+3 8;9/18 7..9/ 2
SRM: OFF SRM: OFF
Closure to “ground” ABS: wheel OFF Short circuit of Inlet (EV) or Output (AV) valve with Check the modulator harness
ABS: wheel OFF
ASR: Dif. brake OFF Power source common wire ("ground")
10 6 2+3 8;9/18 7..9/ 2 ASR: OFF
SRM: OFF
SRM: OFF
RSC/A: OFF
EBL: OFF
DBR, Retarder
Closure to + Ubatt Short circuit of leading-out wire onto Power source "+" Check the harness
13 3 7+3 14/14 5/ 1 DBR control OFF DBR control OFF
(+ Ubatt)
DBR control OFF DBR control OFF Leading-out wire DBR is not connected to load Check the harness. If load is permanently not
Circuit break discovered (direct connection to other Electronic
13 5 7+3 14/14 5/ 1 control module with inner high-ohm traction relay),
check the parameters setting.
13 6 7+3 Closure to “ground” 14/14 5/ 1 DBR control OFF DBR control OFF Leading-out wire is connected with Power source Check the harness
5
SID Blink Frame .
SPN code ./ . .
./ . /
Other circuits
Power source voltage for ABS: wheel OFF Considerable temporary decrease of power voltage. Pilot Check the power wire and fuse
ABS: wheel OFF
axle is 1+2+Dif, low ASR: OFF ASR, RSC/A: OFF lamp remains ON for all period of voltage decrease in
14 4 8+1 8/14 1/ 1
voltage, circuit break SRM: OFF SRM: OFF circuit
EBL: OFF
Circuit break GND 2 ABS: wheel OFF Excessively large resistance or break in connection with Check the wire
ABS: wheel OFF
ASR, RSC/A: OFF common wire (common "Ground")
14 5 8+5 9/14 11/ 1 ASR: OFF
SRM: OFF SRM: OFF
EBL: OFF
Power source voltage for ABS: wheel OFF Inner relay fails to activate power circuit If fault persists, change the Electronic control module
ABS: wheel OFF
axle is 12+2+Dif, inner relay 2/ 1 ASR, RSC/A: OFF
14 7 8+3 . ASR: OFF
fails to activate .
SRM: OFF SRM: OFF
EBL: OFF
Dif-OV (LD) is closed to + 7/18 12/ 1 ASR: . Short circuit of leading-out wire onto Power source "+" Check the harness
15 3 8+5 ASR: .
Ubatt Univ: 8/15 6/ 3 RSC: (+ Ubatt)
ECM power voltage, axle ABS: wheel OFF Considerable temporary decrease of power voltage. Pilot Check the power wire and fuse
ABS: wheel OFF
3+Aux, low voltage, circuit ASR: OFF ASR, RSC/A: OFF lamp remains ON for all period of voltage decrease in
15 4 8+1 7/14 2/ 1
break SRM: OFF SRM: OFF circuit
EBL: OFF
Dif-OV (LD) high resistance 7/18 12/ 2; 6/ 3 ASR: Dif. brake OFF ASR: Dif. brake OFF Low-current control circuit is not operable If fault persists, change the Electronic control module
15 5 8+5
Univ: 8/15 . RSC: OFF
Dif-OV (LD) 7/18 12/ 2 Leading-out wire is connected with Power source Check the harness
15 6 8+5
Univ: 8/15 6/ 3 common wire ("ground")
Power voltage for axle ABS: wheel OFF Inner relay fails to activate the power circuit If fault persists, change the Electronic control module
ABS: wheel OFF
3+Aux, inner relay fails to 1/ 1 ASR, RSC/A: OFF
15 7 8+3 . ASR: OFF
de-energized (except Basic) .
SRM: OFF SRM: OFF
EBL: OFF
Brake dif. valve is closed ASR: Dif. brake OFF ASR: Dif. brake OFF Short circuit of leading-out wire onto Power source "+" Check the harness
18 3 7+2 16/18 5/ 3
onto + Ubatt (+ Ubatt)
Brake dif. valve circuit break ASR: Dif. brake OFF RSC: OFF Valve circuit break Check the circuit
18 5 7+2 16/18 5/ 3
Brake dif. valve is closed to ASR: Dif. brake OFF ASR: Dif. brake OFF Leading-out wire is connected with Power source Check the harness
18 6 7+2 16/18 5/ 3
"ground" common wire ("ground")
Pilot lamp of WL-relay ( - Blink code activated by switch No load on leading-out wire relative Power source "+" or Check the harness and lamp
Frame) P.L. if closed to ground. in p.l. circuit closure on nose
23 5 7+4 15/14 10/ 1
Lamp is dead if burnt. longer 16 sec. Is recorded as
fault.
SAE J1939, break or closure ASR: OFF ASR: OFF Connection by SAE J1939 is impossible. Break of SAE Check the harness
to "ground" SRM: OFF SRM: OFF J1939 High/Low lines, or short circuit to "+" or
231 5 7+1 1; 3/14 6..7/ 1 Connection by SAE J1939 Connection by SAE J1939 "ground", or High/Low are interchanged.
is aborted because of is aborted because of
connection failure connection failure
SAE J1939 ASR: OFF ASR, RSC/A: Off Connection by SAE J1939 is impossible. Break of SAE Check the harness
SRM: OFF SRM: Off J1939 High/Low lines, or short circuit to "+" or
no access ABS ECU tries to restore ABS ECU tries to restore "ground", or High/Low are interchanged.
connection many times. If fail connection many times. If fail
231 6 7+1 1; 3/14 6..7/ 1 for 10 sec., connection by for 10 sec., connection by
SAE J1939 is deactivated. SAE J1939 is deactivated.
Additionally FMI 5 can be Additionally FMI 5 can be
saved. saved.
SAE J1939 1 ASR: Off ASR, RSC/A: Off Engine control module sends message about torque not Check engine ECM or its harness
231 9 7+1 6..7/ 1 SRM: Off SRM: Off correctly. System to control data exchange duration
1; 3/14 Unstable torque is possible Unstable torque is possible
Data exchange time is indicates fault.
exceeded
6
SID Blink Frame .
SPN code ./ . .
./ . /
SAE J1939 inner error ABS: OFF Inner error If fault persists, change ECM
ABS: OFF
ASR: OFF SRM:
231 12 8+3 inner 6..7/ 1 ASR, RSC/A: OFF
p.l. OFF EBL: OFF
SRM: OFF
Excessive voltage All valves de-energized; no All valves de-energized; no Excessive power voltage during more 5 s. Check the alternator and storage battery
251 3 8+2 8/14 1..2/ 1 ABS, SMR, ASR- Diff. Brake, ABS, SMR, ASR- Diff. Brake,
EBL EBL
EEPROM, wheel parameters Wheel parameters are outside Wheel parameters are outside Non-correct parameter If fault persists, change ECM
are non-correct permissible limits permissible limits
253 2 8+4
p.l. ; no ABS, SMR, ASR- Diff. ; no ABS, SMR, ASR- Diff.
Brake, EBL Brake, RSC
EEPROM, control sum Probably, diagnostic device Probably, diagnostic device Control sum of parameters or analogue settings are not Check the parameters settings
was disengaged during active was disengaged during active correct
253 12 8+4 diagnostics? No blink codes diagnostics? No blink codes
No ABS, SMR, ASR, EBL No ABS, SMR, ASR, RSC/A
p.l.
No load to ECM Normal at EOL cab test Normal at EOL cab test Not a single modulator is connected Check the circuits/sensor and modulator harness
x/ 1 separately from vehicle. Fault separately from vehicle. Fault
254 5 x/18 +x/ 3 p.l. is not saved. No ABS, SMR, is not saved. No ABS, SMR,
+x/ 4 ASR, EBL. ASR, RSC/A.
Excessive All Exceeded check time of Exceeded check time of Wheels of one of axles rotate faster than those of other. Check air gaps
skidding/dynamometric sensors skidding of one axle wheels skidding of one axle wheels
bench relative other ones during relative other ones during
vehicle test on roller bench vehicle test on roller bench
254 8 7+1
All p.l. and non-active mode of and non-active mode of
sensors «brake bench test». «brake bench test».
ABS, SMR, ASR are OFF. ABS, SMR, ASR are OFF.
Valve-modulator, operation During 5 min. Modulator was During 5 min. Modulator was Control by modulator was excessively long. After pause,
time active for 75% of time. active for 75% of time. the functioning is OK
All All Short- Functions of valve / correc. Functions of valve / correc. -
254 9 2+1 modulators modulators time p.l. Are temporarily OFF. No ASR Are temporarily OFF. No ASR
if any active fault. if any active fault.
inner No ABS, SMR, ASR, EBL. No ABS, SMR, ASR, RSC/A. A great number of possible causes If fault persists, change ECM.
254 12 8+3 Inner error inner p.l.
No blink codes. No blink codes..
7
"KNORR-BREMZE ABS fault codes,
with «Ametek» instrument cluster installed
Table 6-7.
Location SPN/FMI Blink-code Fault type
1-1 No faults
789-01 2-1 Large air gap
789-14 2-2 At brake application, no signal from sensor
789-07 2-3 Fault of impulse ring
789-08 2-4 Non-plausibly long adjustment of ABS
Rotation speed sensor 789-10 2-5 No signal from sensor: short circuit to GND or bat-
A1L (left front wheel) 789-02 2-6 tery, or cable break
789-07 2-7 Inner error

2-8 Sensor, configuration error
Rotation speed sensor 790-10 3-5 No signal from sensor: short circuit to GND or bat-
A1R (right front wheel) 790-02 3-6 tery, or cable break

Rotation speed sensor
A2L (left rear wheel) driv-
791-10 4-5 No signal from sensor: short circuit to GND or bat-
ing axle 791-02 4-6 tery, or cable break

Rotation speed sensor 792-10 5-5
A2R (right rear wheel) No signal from sensor: short circuit to GND or bat-
driving axle 792-02 5-6 tery, or cable break

793-10 6-5 No signal from sensor: short circuit to GND or bat-
A3L (left wheel of addi-
793-02 6-6 tery, or cable break
tional axle)

793-13 6-8 Sensor, configuration error
6-49
Table 6-7 cont.
Non-plausibly long adjustment of ABS
790-08 7-4
790-10 7-5 No signal from sensor: short circuit to GND or battery, or
A3R (right wheel of
additional axle)
790-02 7-6 cable break

790-13 7-8 Sensor, configuration error
795-03 8-1 Re-set coil short-circuiting to battery
795-04 8-2 Re-set coil short-circuiting to GND
795-05 8-3 Re-set coil wire break
Modulator A1L (left 795-05 8-4 Wire break on common pin
front wheel) 795-03 8-5 Raise coil short-circuiting to battery
795-04 8-6 Raise coil short-circuiting to GND
Raise coil wire break
795-05 8-7
Valve configuration error
795-13 8-8
Modulator A1R (right 796-05 9-4 Wire break on common pin
front wheel) 796-03 9-5 Raise coil short-circuiting to battery
796-05 9-7
796-13 9-8
Modulator A2L (left rear 797-05 10-4 Wire break on common pin
wheel) driving axle 797-03 10-5 Raise coil short-circuiting to battery
797-05 10-7
797-13 10-8
Modulator A2R Wire break on common pin
798-05 11-4
(right rear wheel) driving Raise coil short-circuiting to battery
axle 798-03 11-5
798-05 11-7
798-13 11-8
Modulator 3L Wire break on common pin
(left wheel of additional
799-05 12-4
799-03 12-5 Raise coil short-circuiting to battery
axle) Raise coil short-circuiting to GND
799-04 12-6
799-05 12-7
799-13 12-8
6-50
Table 6-7 cont.
Modulator A3R Wire break on common pin
(right wheel of additional
800-05 13-4
800-03 13-5 Raise coil short-circuiting to battery
axle) Raise coil short-circuiting to GND
800-04 13-6
800-05 13-7
800-13 13-8
806-03 14-5 Short-circuiting to battery
806-04 14-6 Short-circuiting to "ground" (GND)
ASR valve Wire break
806-05 14-7
806-13 14-8 Valve, configuration error
629-12 15-1 ABS processor error
630-13 15-3 ABS storage device error
630-12 15-4 Storage device is not programmed
ABS processor error
629-02 15-5
ABS processor error
ECM inner error
629-02 15-8 Storage device wrong configuration
630-13 15-9 Inner relay is not connected
802-12 15-10 Inner relay disconnected steadily
802-12 15-11
629-12 15-15 ABS software does not correspond to equipment
627-03 16-1 Too high voltage from battery
627-04 16-2 Too low voltage from battery
627-05 16-3 Break in battery circuit
627-02 16-4 Temporary interference because of high voltage jump
Power supply Interference because of high voltage jump
627-14 16-5
Too high voltage from ignition key
627-03 16-9 Too low voltage from ignition key
627-04 16-10 Too low voltage from ignition key when ABS comes to oper-
627-04 16-11 ation
801-03 17-1 Retarder relay short circuiting to battery or wire break
Retarder brake
801-02 17-2 Retarder relay short circuiting to ground
interface
612-14 17-3 ABS is disengaged because of activated differential lock
1069-13 17-5 Large difference in dimensions of front and rear tires

Tire assembling
1069-13 17-6 Measured values and/or values indicated by storage device
are wrong
6-51
Table 6-7 cont.
Channel SPN/FMI Blink-code Fault type
1045-07 17-7 Stop-signal switch is not depressed on this stage
576-14 17-8 ASR or ESP is disconnected or test mode on brake rig is

activated
575-14 17-9 ABS function "poor road" is activated
Ground wire of emergency lamp is disconnected or emer-
811-02 17-10
Special errors gency lamp is short-circuited
614-14 17-11 ASP operation time permissible limit is exceeded
611-14 17-12 Problem with sensor parameters memory

810-07 17-13 Wheel speed sensors are interchanged
1045-02 17-14 Stop-signal switch is faulty
639-12 18-3 J1939 or CAN bus are not discovered
639-14 18-4 Break of connection or wrong data on information exchange
in ERC1 (J1939) / FMR2 (IES)
N-bus 639-02 18-5 Break of connection or wrong data on information exchange
in EEC1…3 (J1939) / FMR1…3 (IES)
Break of connection or wrong data on information exchange
639-02 18-6
in ETC1…2 (J1939) / INS, EPS (IES)
6-52
SECTION 7. ELECTRIC EQUIPMENT
ELECTRIC EQUIPMENT APPLICATION AND GENERAL CHARACTERISTICS
Z truck electric equipment comprises number of electric devices and instruments
united into autonomous electric system and designed to provide the operability of truck systems, the
road safety and compliance to ergonomic requirements.
Electric equipment of KAMAZ trucks includes the following systems: power supply, start-
ing and pre-start preparation, external and internal lighting, light signal system, instrumentation;
heating, windshield wiping and sound signaling.
List of items of circuit diagram for vehicles Z (EURO-2)
Table 7-1.
Position
Zone Name Qnt. Notes
designation
Fuel level gauge 407 611-114-01 (or 407 611-114-
B2 1
02) 4573-002-12258598-93
3 Speedometer gauge 2001.3843 37.003.1270-75 1
3 Speedometer gauge 307 37.003.1269-85 1
,6 , B4, B5, B6, Pressure drop gauge for brake circuits 1, 2, 3, 4 124 -3810600
4
,1 B13 37.003.546-76
B8 Oil pressure gauge 370 37.003.387-78 1
Emergency oil pressure gauge 111 -3810600 37.003.546-
B9 1
76
B10 Temperature indicator gauge -100 37.003.568-77 1
B11 Temperature indicator gauge 111 37.003.569-90 1
B12 Parking brake pilot lamp gauge
124 -3810600 37.003.546-76 1
15 Oil temperature indicator gauge 111-04 37.003.569-90

1
10 16 Tachograph gauge 1
with gearbox
10 B16 Electronic speedometer gauge 2159.01 000 000 1 152
with ZF or
10 B16 Electronic speedometer gauge 2159.50.105.01 (2159.50.0042.01) 1 161 gearbox
with ZF or
10 B16 Electronic speedometer gauge 2159.50.103.01 (2159.50.0043.01) 1 154 gearbox
Sensor of air filter clogging pilot lamp 132.3839 370031025-80
B17 1
18 Sensor of fan drive coupling engagement 108
U 37.003.648-78 1
25 Sensor of emergency oil pressure 111 -3810600
U 37.003.546-76 1
,2 E1, E25 Fog lamp 152 TU37.003.751-80 2

,2 E2, E24 Direction indicator, front 26.3726 2
Direction indicator, front 1-37.12
,2 E2, E24 1
4573-001-07628635
7-1
,2 E3, E30 Direction indicator, side 56.3726 4573-03205808936-98 2
,2 E4, E23 Additional lamp 2012.3711 37.458.043-80 2
,2 E5, E26 Headlamp 342.3711 U 37.003.1000-80 2
E7 Tail lamp, l.h. 130- 1
,4 E7,E20 Tail lamp 7442.3716-08 U 05882559.010-95 2
E8 Headlamp (to illuminate the coupling device) 781.3711 1
E8 Headlamp (to illuminate the working zone) 2012.3711 1
,3 9, 16 Marker lamp 26.3712. 2
E10 Reversing lamp 135- 1
11 Tail fog lamp 2412.3716 U 37.003.1104-82
1
E13 Train lamp 101- 3

E14,E15 Cab dome lamp 1.3714010 2
E18 Glove box dome 142 1
E19 Bunk dome 142 1
20 Tail lamp, r.h. 130- 1
E21,E22 Ignition plug 1102.3740 2
E27 Bonnet lamp 308- - TU37.003.187-80 1
4 E34,E35 Number plate lamp 131- 2
,1 38, 39 Side marker lamp 431.3731-01 2
40, 41
42, 43 Side marker lamp 431.3731-01 6
44, 45
48, 49 End-outline marking lamp 381.3731 2
,3 E50, 51 Electric heater for mirrors 2
E55 Thermal relay for drier 1
F1 Fuse cluster 111.3722 U37.003.754-76 1
F2, F3 Fuse cluster 112 U37.003.775-76 2
11 F2 Fuse cluster -13-05 54.811.000 U ( 54.811.000-06 ) 1
11 F3 Fuse cluster -13-04 54.811.000 U ( 54.811.000-06 ) 1
F4 Fuse 119-01 U37.003.731-76 1
G1 Alternator 1322.3771 37.463.143-95 1
G1 Alternator 1352.3771 37.463.143-95 1
G1 Alternator 3122.3771 37.463.155-98 1
G1 Alternator 3142.3771 37.463.155-98 1
G1 Alternator 4502.3771 37.463.170-2004 1
G2, G3 Battery -190 U16-729.384-83 2
H1 Brake system pilot lamp cluster 2312.3803010-23 1
U37.003.1109-82
H2 Relay-indicator 733.3747-10 1
U37.003.709-80
Brake system pilot lamp cluster2312.3803010-24 1
H3
U37.003.1109-82
H6 Low gear pilot lamp 2212.3803-46 U37.003.1109-82 1
H7, H8 PTO box pilot lamp 2212.3803-15 U37.003.1109-982 2
7-2
H9 Horn 313/ 314 37.003.688-75 1
H10 Pilot lamp of hydraulic distributor engagement 1
10 H14 High beam pilot lamp 2212.3803-28 U37.003.1109-82 1
H17 Air filter clogging pilot lamp 2212.3803-20 U 37.003.1109-82 1
H18 Range-change unit pilot lamp 2212.3803-35 U37.003.1109-82 1
Low gear pilot lamp (transfer case) 2212.3803-46
H19 U37.003.1109-82 1
Pilot lamp of inter-wheel differential lock engagement 2212.3803-

H29 13 U37.003.1109-92 1
Pilot lamp of fan drive engagement 2212.3803-34

32 1
U37.003.1109-92
H33 Reversing signal 453654.001 U 1
H37 Relay-indicator 733.3747-10 U37.003.709-80 1
K1 Starter relay 738.3747-20 TU37.469.023-97 1
Hand brake pilot lamp breaker 493 TU37.003.588-77
K2 1
TU37.003.1010-80
K3 “Ground” switch relay 901.3747 U37.003.1418-94 1
K4 Horn relay 901.3747 TU37.003.1418-94 1
K5 Stop signal relay 901.3747 TU37.003.1418-94 1
K6 Additional lamp relay 901.3747 TU37.003.1418-94 1
K7 Fog lamp relay 901.3747 TU37.003.1418-94 1
K8 EFU thermal relay 1202.3741 TU37.003.711-79 1
K9 Lower beam relay 901.3747 TU37.003.1418-94 1
K10 High beam relay 901.3747 TU37.003.1418-94 1
K12 EFU engagement relay 901.3747 TU37.003.1418-94 1
K13 Engine stop relay 738.3747-20 U37.469.023-97 1
K14 Tail fog lamp relay 901.3747 U 37.003.1418-94 1
15 PTO box relay 901.3747 U 37.003.1418-94 1
Relay of alternator winding de-energizing 901.3747 1
K16 TU37.003.1418-94
K17 Storage battery switch 1400.3737 TU37.003.574-74 1
K18 Wiper relay 3502.3777 TU37.104.222-2001 1
Relay of fan drive engagement 901.3747
23 1
U 37.003.1418-94
Relay of fan drive disengagement 901.3747
24 1
U 37.003.1418-94
K25 Relay of winch PTO box 901.3747 37.003.1418-94 1
Relay of platform stop sensor 901.3747
K33 1
U 37.003.1418-94
34 PTO box relay 901.3747 U 37.003.1418-94 1
M1 Starter 142 1 37.003.1375-88 1
M2 Windshield washer 1112.5208-01 TU37.003.639-87 1
M3,M4 Heater electric motor 250 TU37.003.789-76 2
M5 Wiper 271.5205 1
M5 Wiper 27.5205-02 1
,2 M14,M15 Headlamp corrector electric drive 02-05+D184 2
P1 Tachometer 2511.3813 U37.003.1251-85 1
P1 Tachometer 3631.3813 U37.003.1251-85 1
7-3
P2 Indicator (speedometer) 1211.3802 U37.003.691-81 1
P2 Tachograph 1318.2700000025.23 1
P2 Electronic speedometer 1323.020100000123 1
P3 Pressure gauge 1908.3830 1
P4 Instrument cluster 28.3801 37.003.670-75 1
10 P11 Exploitation time recorder -2-01 1
10 P11 Exploitation time recorder -2-02 25-1865.081-79 1
Instrument board illumination switch with rheostat 416- -01
R1 U37.003.1174-83 1
S1 Reversing lamp switch 403 U37.003.188-76 1

S1 Reversing lamp switch 1
Inter-axle differential lock pilot lamp switch 403
S2
U37.003.188-76
Inter-wheel differential lock pilot lamp switch 403
,5 S2,S3 U37.003.188-76 2

S4 U37.003.188-76 1
S4 Inter-axle differential lock pilot lamp switch 1

S4,S36 U37.003.188-76 2
S5 Braking signals switch 15.3720 U37.003.1159-83 1
“Ground” switch remote control knob 11.3704-01
S6 1
U37.003.710-80
Central light switch 581.3710-01 TU37.003.1211-86
S7 1
Auxiliary lamp switch 3842.3710-02.06 TU37.003.1222-82

S8 1
Fog lamp switch 3842.3710-02.03 TU37.003.1222-82

S9 1
S10, S31 Dome lamp switch 3842.3710-02.09 TU37.003.1222-82 2

S11 Tail fog lamp switch 3842.3710-05.04 TU37.003.1222-82 1
S12 Train lamps switch 3842.3710-02.38 U37.003.1222-82 1
S13 Low gear pilot lamp switch 403 U37.003.188-76 1
S13 Low gear pilot lamp switch 403 TU37.003.188-76 1
S14 Emergency alarm lamp switch 32.3710 TU37.003.1106-82 1
S15 EFU switch 11.3704-01 TU37.003.710-80 1
S17 Inter-wheel differential switch 343-01.14 U 37.003.701-75 1
S17 Inter-wheel differential switch -15 -2 1
S20,S22 Combined light switch 89.3709 37-341.012-96 1
Instruments-and-starter switch with thief-proof device 1902.3704
S21 1
37-341.010-93
S21 Instruments-and-starter switch 353 U37.003.529-77 1
S23 Heater electric motor switch 147-04.11 U37.003.701-75 1
S24 Platform raising/lowering switch 147-06.15 U37.003.701-75 1
S25 Voltage stabilizer switch 26.3710-23.17 U37.003.743-76 1
S33 Switch of PTO box pilot lamp 403 U37.003.188-76 1
Switch of hydraulic system distributor 343-02.15
S38 1
U37.003.701-75
7-4
S51 Fan drive switch 343-01.17 U 37.003701-75 1
S51 Switch of engine air cooling fan -15 -2 1
S51 Fan drive switch 147-06.17 U 37.003701-75 1
S52 Neutral gear switch 1 on ZF gearbox
S53 PTO box pilot lamp switch 1 on ZF gearbox
S54 Range-change unit p.l.switch 1 on ZF gearbox
S55 PTO box engagement knob 11.3704-01 U37.003.710-80 1
S56 PTO box switch 3842.3710-02.30 U37.003.1222-82 1
S64 Rear-view mirrors heating switch 26.3710-23.53 U 37.003.743-76 1
S65 Switch for winch 3842.3710-002.30 1
V1,V6 Diode with safety case 3403.3747 U37.003.953-79 2
V2 Starter lock relay 2612.3747 U37.003.1316-86 1
Direction indicator interrupter 951 U37.453.056-82
V3 1
U37.003.990-80
V8 Headlamp corrector control switch 1
10 V9,V10 Safety module -2 31.3722 4573.001-26002172-96 2
V18 Diode with safety case 3403.3747 U37.003.953-79 1
X1 Single-pin connector 1
X2 Six-pin connector 1
X3 Double-pin connector 1
X25 Four-pin connector 1
X31 Portable lamp socket 47 U16-526.359-74 1
X32 Trailer socket 326-3723100 U37.003.616-80 1
X35 Outer start socket 315-3723100 U37.003.229-79 1
X40 Trailer socket 325-3723100 U37.003.616-80 1
7-5
63 Four-pin connector 1
64 Single-pin connector 1
,3 77, 78 Double-pin connector 2
86 Double-pin connector 1
10 X93 Single-pin connector 1
10 X94 Six-pin connector 1
10 X95 Single-pin connector 1
Magnetic valve of inter-wheel differential 420
Y1 U1-5540036-93 1
Y2 Fuel magnetic valve 1102.3741 U37.003.740-79 1

Y3 Winch PTO magnetic valve 420 U1-5540036-93 1
Y4 PTO box magnetic valve 420 U1-5540036-93 1
Platform raising/lowering magnetic valve 420
Y5 1
U1-5540036-93
Y6 Platform lowering magnetic valve 420 U1-5540036-93 1
Y8 PTO box magnetic valve 420 U1-5540036-93 1
Y10 Engine shut-down magnetic valve 17 1
Y11 Hydraulic distributor magnetic valve 420 U1-5540036-93 1
YC1 Fan drive coupling 5297-1318540 1
Z2 Radio 1
Z3 Voltage converter 24\12-120 .436.437.002 U 1
7-6
List of items of circuit diagram for vehicles Z (EURO-3) with instrument cluster
«Alar »
Table 7-2.
Position
Zone designat Name Qnt. Notes
ion
Fuel level gauge 407 611-114-01
4A, 2A B2,B14 2
(or 407 611-114-02) 4573-002-12258598-93
5A,6B, B4, B5, Pressure drop gauge for brake circuits 1, 2, 3, 4 124 -3810600
4
6B,2A B6, B13 37.003.546-76
1A B8 Oil pressure gaug6402.3829 37.003.387-78 1
1A B9 Emergency oil pressure gauge 111 -3810600 TU37.003.546-76 1
1A B10 Temperature indicator gauge -100 TU37.003.568-77 1
1A B11 Temperature indicator gauge 111-08 TU37.003.569-90 1
Parking brake pilot lamp gauge 124 -3810600 TU37.003.546-
5A B12 1
76
Oil temperature indicator gauge 111-04
1A 15 1
37.003.569-90
Electronic speedometer gauge 4222.3843 with gear-
5B B16 1 box 152
37.453.187-2005
with ZF or
5B B16 Electronic speedometer gauge 2159.20.102.200 1 161 gear-
box
with ZF or
5B B16 Electronic speedometer gauge 2159.20.102.500 1 154 gear-
box
Is includ-
5B B16 Tachograph sensor 1
ed into ZF
1A B17 Sensor of air filter clogging pilot lamp 132.3839 U 37.003.1025-80 1
Sensor of fan drive coupling engagement 108
1A 18 1
U 37.003.648-78
Oil pressure sensor 6402.3829 37.003.387-78
6B B26 1
(1-st brake circuit)
Oil pressure sensor 6402.3829 37.003.387-78
6B B27 1
(2- nd brake circuit)
6B, 2B E1, E25 Fog lamp 152 37.003.751-80 2
6B, 2B E2, E24 Direction indicator, front 26.3726 2
Direction indicator, side 56.3726
6B,1B E3, E30 2
4573-03205808936-98
6B, 2B E4, E23 Additional lamp 2012.3711 37.458.043-80 2
6B, 2B E5, E26 Headlamp 342.3711 37.003.1000-80 2
5B, 3B E6,E29 Blinking lamp -1-24 .676643.001 2
5A E7,E20 Tail lamp 7442.3716-08 05882559.010-95 2
5A E7,E20 Tail lamp 171.3716-01 37.458.083-2002 2
Marker lamp 26.3712-10
4B, 3B E9, E16 2
4573-042-05808936-2005
Reversing lamp 135-
6A E10 1
4573-042-05808936-2005
6A E10 Reversing lamp 2112.3711-02 37.003.675-82 1
Tail fog lamp 2462.3716
6A 11 1
37.003.1104-82
E12 Searchlight 171.3711 37.003.517-81 1
Train lamp 101-
4B E13 1
4573-001-07628635-97
7-7
E14, Cab dome lamp 1.3714010
4B 2
E15
3A E18 Glove box dome 142 1
2A E19 Bunk dome 142 1
5A E20 Tail lamp, r.h. 130- 1
1A E21,E22 Ignition plug 1102.3740 2
1B E27 Bonnet lamp 308- - TU37.003.187-80 1
6A E34,E35 Number plate lamp 131- 2
6B,1B, 38, 39
5A,5A, 40, 41 Side marker lamp 431.3731-01
8
5A,5A, 42, 43 4573-042-05808936-2005
5A,5A 44, 45
48, 49 End-outline marking lamp 381.3731 2
6B, 2B E50,E51 Electric heater for mirrors 2
Thermal relay for drier Included
2A E55 1
into dryer
Lamp (for stepboard) 12.3717
6B, 2B E56,E57 2
37.458.032-80
3A F1 Fuse cluster 111.3722 37.003.754-76 1
3B F2 Fuse cluster -13-05 54.811.000 1
3B F3 Fuse cluster -13-04 54.811.000 1
3B F4 Fuse cluster -13-06 54.811.000 1
2A F5 Fuse cluster 4.04 5.3722.001 1
1A G1 Alternator 4502.3771 37.463.170-2004 1
2A G2, G3 Battery -190 16-729.384-83 2
2B H9 Horn 306/ 307 37.003.533-2005 1
Pilot lamp of hydraulic distributor engagement 2212.3803-29
6B H10 1
37.003.1109-82
Low gear pilot lamp (transfer case) 2212.3803-46
6B H19 1
37.003.1109-82
4B K1 Starter relay 738.3747-50 37.469.023-97 1
2B K3 “Ground” switch relay 901.3747 U37.003.1418-94 1
2A K4 Horn relay 901.3747 TU37.003.1418-94 1
2B K5 Stop signal relay 901.3747 TU37.003.1418-94 1
2B K6 Additional lamp relay 901.3747 TU37.003.1418-94 1
2B K7 Fog lamp relay 903.3747 37.003.1418-94 1
2A K9 Lower beam relay 901.3747 TU37.003.1418-94 1
2B K10 High beam relay 901.3747 TU37.003.1418-94 1
K14 Tail fog lamp relay 903.3747 1
37.003.1418-94
2A K17 Storage battery switch 1400.3737 TU37.003.574-74 1

2B K18 Wiper relay 3502.3777 TU37.104.222-2001 1
Relay of fan drive engagement 901.3747
4B 23 1
U 37.003.1418-94
4B 24 Relay of fan drive disengagement 901.3747 U 37.003.1418-94 1
2B K26 Marker lamps relay 903.3747 37.003.1418-94 1
Reversing lamp relay 903.3747
2B 27 1
37.003.1418-94
Relay “+” of storage battery 903.3747
2B 36 1
37.003.1418-94
Relay of platform raise stop sensor 903.3747
4B 37 1
37.003.1418-94
7-8
Relay of battery "+" switch 903.3747
2B 38 1
37.003.1418-94
2A M1 Starter 142-10 37.003.1375-88 1
6B M2 Windshield washer 112.5208-01 37.003.639-87 1
6B M2 Windshield washer 13.5208 37.459.319-2004 1
3A M3, M4 Heater electric motor 250 37.003.789-76 2
2A M5 Wiper 892.5205 (3-bladed) 1
M14,
6B, 2B Headlamp corrector electric drive 02-05+D184 2
M15
4B P1 Tachometer 56.3813 4573-093-24-32-2961-2005 1
Tachograph 1318.2700000025.23
P2 1
4573-001-43820854-97
2 Electronic speedometer 1323.020100000123 1
6A P5 Pressure gauge 2008.3830 1
Instrument board illumination switch with rheostat 416- -01
4B R1 1
37.003.1174-83
1A S1 Reversing lamp switch 403 U37.003.188-76 1
Reversing lamp switch on ZF
1A S1 1
gearbox
5A,6A S2,S3 2
37.003.188-76
5A,2A S4,S36 2
U37.003.188-76
6B S5 Stop signals switch 15.3720 U37.003.1159-83 1
6B S6 “Ground” switch remote control knob 11.3704-01 U37.003.710-80 1
6A S7 Central light switch 581.3710-01 TU37.003.1211-86 1
4B S8 Auxiliary lamp switch 3842.3710-02.06 TU37.003.1222-82 1
4B S9 Fog lamp switch 3842.3710-02.03 TU37.003.1222-82 1
S10, Dome lamp switch 3842.3710-02.09 TU37.003.1222-82
4B 2
S31
4B S11 Tail fog lamp switch 3842.3710-05.04 TU37.003.1222-82 1
4B S12 Train lamps switch 3842.3710-02.38 U37.003.1222-82 1
4A S13 Low gear pilot lamp switch 403 37.003.188-76 1
is includ-
4A S13 Low gear pilot lamp switch 1 ed into ZF
gearbox
6B S14 Emergency alarm lamp switch 32.3710 TU37.003.1106-82 1
6B S15 EFU switch 11.3704-01 TU37.003.710-80 1
4A S17 Inter-wheel differential switch 343-01.14 U 37.003.701-75 1
4A S19 Inter-axle differential lock switch 343-01.35 37.003.701-75 1
5A S20 Wiper-with-washer switch 4002.3709 37.003.1336-87 1
Direction indicators/high/low beam shifter 6602.3709-01
4A S22 1
37.003..1336-87
Instruments-and-starter switch 2126.3704005-20
4A S21 1
3. -1.051-94
4A S23 Heater electric motor switch 147-04.11 U37.003.701-75 1
4A S24 Platform raising/lowering switch 147-06.15 U37.003.701-75 1
4A S25 Voltage stabilizer switch 26.3710-23.17 U37.003.743-76 1
4A S26 Fuel tanks shifter 147-02.13 37.003.701-75 1
4A S27 Switch (searchlight) 150-06.06 37.003.701-75 1
4B S28 Driver’s fan switch 343-01.37 37.003.701-75 1
4A S38 1
37.003.701-75
7-9
Fan drive switch 147-06.12
4B S51 1
37.003701-75
2A S52 Neutral gear switch 403 37.003.188-76 1
1A S54 Range-change unit p.l.switch 1
3B S64 Rear-view mirrors heating switch 26.3710-23.53 U 37.003.743-76 1
4A S65 Switch for winch 3842.3710-002.30 1
4B S67 Switch for beacons 26.3710-23.70 U37.003.743-76 1
4B S71 Module illumination switch 3842.3710-02.05 U37.003.1222-82 1
4A S73 Switch 1 02 U 500 227068.063-2004 1
6B, 2A S74,S75 Switch for door dome lamps 2
Switch for cab hydraulic lock Included
6A,1B S76,S80 1 into hydrau-
lic lock
5A S77 . 403 37.003.188-76 1
Transfer case inter-axle differential p.l. switch 403
4A S78 1
37.003.188-76
2B V3 Direction indicator interrupter 3402.3777-22 37.104.221-2001 1
4A V8 Headlamp corrector control switch 1
4A V25 Diode with safety case 3403.3747 37.003.953-79 1
For EURO-
3 scheme
2A V27 EFU control module 1 with engine
Z
Central block of instrument cluster
5B V28
56.3801.00 -01 4573-101-24322961
6B X1 Single-pin connector 1
..010..-087..-
portable lamp
6B X7 Single-pin connector 1 socket con-
nection
1B X10 35- pin connector 1 AMP
..010..-379..
2A X16 Double-pin connector 1 bunk dome
lamp connec-
tion
4A X28 Single-pin connector 1
6A X30 Six-pin connector 1
6B X31 Portable lamp socket 47 U16-526.359-74 1
6A X32 Trailer socket 326-3723100 U37.003.616-80 1
2A X35 Outer-start socket 315-3723100 U37.003.229-79 1
6A X37 Four-pin connector 1
4A X41 Double-pin connector 1
63 Four-pin connector 1
6B,2B X77,X78 Double-pin connector 2
7-10
5B X110 Double-pin connector 1
Single-pin connector ..010..-485
2B X117 1 .
.
Double-pin connector ..010..- 485
commander
2B X118 1 fan connec-
tion
1A X123 16-pin connector 1
..010..- ..038
- portable
lamp socket
connection
2A X133 Double-pin connector 1 bunch
Fan on en-
2A X134 Double-pin connector 1 gine behind
cab conn.
..010..-
125..wire
3A X135 Single-pin connector 1 79 to se-
cond fan
Bunch con-
nector...
4A X136 Double-pin connector 1 212… seat
heating
conn.
Bunch con-
nector..010-
4B X137 Single-pin connector 1 ..014
connection
3A X138 Socket chuck 3106.3715 1
To central
5B 1 9-contact connector 1 instrument
cluster V28
To central
cluster. V28
To central
7-11
cluster V28
To central
cluster V28
Magnetic valve of inter-wheel differential 10-11 3742-
5A Y1 1
00140650966-01
Fuel magnetic valve 1102.3741
1A Y2 1
37.003.740-79
5A Y3 Winch PTO magnetic valve 10-11 3742-00140650966-01 1
For dump
1A Y4 PTO box magnetic valve 10-11 3742-00140650966-01 1 truck
Platform raising/lowering magnetic valve 10-11 3742-
1A Y5 1
00140650966-01
Platform lowering magnetic valve 10-10 3742-
1A Y6 1
00140650966-01
For cross-
2A Y8 PTO box magnetic valve 10-11 3742-00140650966-01 1 country
vehicle
Hydraulic distributor magnetic valve 10-11 3742-
2A Y11 1
00140650966-01
1A YC1 Fan drive coupling 5297-1318540 1
2A Z3 Voltage converter 24\12-120 .436.437.002 1
7-12
List of items of circuit diagram for vehicles Z (EURO-3)
with « tek» instrument cluster
Table 7-3.
Position
Qnt
Zone designati Name Notes
on .
4A,2A
B2,B14 Fuel level gauge with heating TX3 314810 2
WEMA
5A,6B, B4, B5, Pressure drop gauge for brake circuits 1, 2, 3, 4
4
6B,4A B6, B13 124 -3810600 37.003.546-76
Emergency oil pressure gauge 111 -3810600
1A B9 1
37.003.546-76
Parking brake pilot lamp gauge 124 -3810600
5A B12 1
37.003.546-76
1A 15 Sensor of oil filter clogging pilot lamp 1
Oil temperature indicator gauge 111-04
1A 15 1
37.003.569-90
5B B16 Electronic speedometer gauge 2159.01 000000 1 with gearbox 152
Electronic speedometer gauge 4222.3843 with gearbox 152
5B B16 1
37.453.187-2005
Electronic speedometer gauge 2159.50.105.01 with ZF or
5B B16 1 161 gearbox
(2159.50.0042.01)
with ZF or
5B B16 Electronic speedometer gauge 2159.20.102.200 1 161 gearbox
Electronic speedometer gauge 2159.50. 103.01 with ZF or
5B B16 1
(2159.50.0043.01) 154 gearbox
with ZF or
5B B16 Electronic speedometer gauge 2159.20.102.500 1 154 gearbox
Is included into
5B B16 Tachograph gauge 1
gearbox ZF
Sensor of air filter clogging pilot lamp 132.3839
2A B17 1
37.003.1025-80 engine 7403
Oil pressure gauge 6402.3829 37.003.387-78
6B B26 1
(1-st brake circuit)
Oil pressure gauge 6402.3829 37.003.387-78
6B B27 1
(2-nd brake circuit)
6B,2B E1, E25 Fog lamp 152 37.003.751-80 2
Direction indicator, side 56.3726
6B,1B E3, E30 2
4573-03205808936-98
6B,2B E4, E23 Additional lamp 2012.3711 37.458.043-80 2
5B,3B E6,E29 Flasher -1-24 .676643.001 2
6A E7 Tail lamp, l.h. 130- 1
6A,5A E7,E20 Tail lamp 7442.3716-08 05882559.010-95 2
6A,5A E7,E20 Tail lamp 171.3716-01 37.458.083-2002 2
Marker lamp 26.3712-10
4B,3B E9, E16 2
4573-042-05808936-2005
E12 Searchlight 171.3711 37.003.517-81 1
4B E13 Train lamp 101- 1
4B E14,E15 Cab dome lamp 1.3714010 2
3A E18 Glove box dome 142 1
2A E19 Bunk dome 142 1
5A E20 Tail lamp, r.h. 130- 1
1A E21,E22 Ignition plug 1102.3740 2
1B E27 Bonnet lamp 308- - 37.003.187-80 1
7-13
6A E34,E35 Number plate lamp 131- 2
6A E34,E35 Number plate lamp 131- -02 37.458.083-2002 2
6A E34,E35 Number plate lamp 134 2
6B,1B, 38, 39
5A,5A, 40, 41
Side marker lamp 431.3731-01 8
5A,5A, 42, 43
5A,5A 44, 45
4 48, 49 End-outline marking lamp 381.3731 2
6B,2B E50,E51 Electric heater for mirrors 2
2A E55 Thermal relay for drier 1
Lamp (step-board illumination) 12.3717
6B,2B E56,E57 2
37.458.032-80
Block-lamp (left) 311.3775
6B E58 1
4573-018-51105893-07
2B E59 Block-lamp (right) 31.3775 4573-018-51105893-07 1
3A F1 Fuse cluster 111.3722 37.003.754-76 1
3B F2 Fuse cluster -13-05 54.811.000 1
3B F3 Fuse cluster -13-04 54.811.000 1
3B F4 Fuse cluster -13-06 54.811.000 1
2A F5 Fuse cluster 4.04 5.3722.001 1
1A G1 Alternator 0124555052 1 of BOSCH co.
2A G2, G3 Battery -190 16-729.384-83 2
2B H9 Horn 306/ 307 37.003.533-2005 1
3B K1 Starter relay 738.3747-50 37.469.023-97 1
Instrument-starter/battery disconnect switch relay 903.3747
2B K3 1
37.003.1418-94
2A K4 Horn relay 903.3747 TU37.003.1418-94 1
2B K5 Stop signal relay 903.3747 TU37.003.1418-94 1
2B K6 Additional lamp relay 903.3747 TU37.003.1418-94 1
2B K7 Fog lamp relay 903.3747 37.003.1418-94 1
2A K9 Lower beam relay 903.3747 37.003.1418-94 1
2B K10 High beam relay 903.3747 37.003.1418-94 1
Tail fog lamp relay 903.3747
K14 1
37.003.1418-94
2A K17 Storage battery switch 1400.3737 37.003.574-74 1
2B K18 Wiper relay 3502.3777 37.104.222-2001 1
2B K26 Marker lamps relay 903.3747 37.003.1418-94 1
2A 27 Reversing lamp relay 903.3747 37.003.1418-94 1
Relay of instruments-starter switch / battery "+" switch
2B 36 1
903.3747 37.003.1418-94
Platform raise stop sensor relay 903.3747
3B 37 1
37.003.1418-94
Relay “+” of storage battery 903.3747
2B 38 1
37.003.1418-94
1A M1 Starter 142-10 37.003.1375-88 1
6B M2 Windshield washer 1112.5208-01 37.003.639-87 1
6B M2 Windshield washer 13.5208 37.459.319-2004 1
3A M3, M4 Heater electric motor 250 37.003.789-76 2
2A M5 Wiper 892.5205 (3-bladed) 1
1A S1 Reversing lamp switch 403 37.003.188-76 1
Reversing lamp switch 24-1
1A S1 100093400.010-2001 1
7-14
5A S2,S3 2
37.003.188-76
Inter-wheel differential lock pilot lamp switch 24-1
5A S2,S3 2
100093400.010-2001
5A S4 1
37.003.188-76
Inter-axle differential lock pilot lamp switch 24-1
5A S4 1
100093400.010-2001
6B S5 Stop signals switch 15.3720 37.003.1159-83 1
Ground” switch remote control knob
6B S6 1
11.3704-01 37.003.710-80
6B S7 Central light switch 581.3710-01 TU37.003.1211-86 1
4B S8 Auxiliary lamp switch 3842.3710-02.06 TU37.003.1222-82 1
4B S9 Fog lamp switch 3842.3710-02.03 TU37.003.1222-82 1
4B S10, S31 Dome lamp switch 3842.3710-02.09 TU37.003.1222-82 2
4B S11 Tail fog lamp switch 3842.3710-05.04 TU37.003.1222-82 1
4B S12 Train lamps switch 3842.3710-02.38 U37.003.1222-82 1
4A S13 Low gear pilot lamp switch 403 U37.003.188-76 1
4A S13 Low gear pilot lamp switch 403 TU37.003.188-76 1
6B S14 Emergency alarm lamp switch 32.3710 TU37.003.1106-82 1
4B S15 EFU switch 11.3704-01 TU37.003.710-80 1
Inter-wheel differential switch 343-01.14
4A S17 1
U 37.003.701-75
Inter-axle differential lock switch 343-01.35
4A S19 1
37.003.701-75
5A S20 Wiper-with-washer switch 4002.3709 37.003.1336-87 1
Direction indicators/high/low-beam shifter 6602.3709-01
4A S22 1
37.003..1336-87
5A S21 Instruments-and-starter switch 353 U37.003.529-77 1
4A S23 Heater electric motor switch 147-04.11 U37.003.701-75 1
Platform raise-lowering shifter 147-06.15
4B S24 1
37.003.701-75
4B S25 Voltage stabilizer switch 26.3710-23.17 U37.003.743-76 1
4A S26 Fuel tanks shifter 147-02.13 U37.003.701-75 1
4A S27 Searchlight switch 150-06.06 37.003.701-75 1
4B S28 Driver’s fan switch 343-01.37 37.003.701-75 1
4B S38 1
37.003.701-75
1A S52 Neutral gear switch 403 37.003.188-76 1
Neutral gear switch 24-1
1A S52 1
100093400.010-2001
1A S53 PTO box pilot lamp switch 1
1A S54 Range-change unit p. l. switch 1
Rear-view mirrors heating switch 26.3710-23.53
3B S64 1
U 37.003.743-76
4A S65 Switch for winch 3842.3710-002.30 1
4B S67 Switch for beacons 26.3710-23.70 U37.003.743-76 1
Module illumination switch 3842.3710-02.05
4B S71 1
U37.003.1222-82
4A S73 Switch 1 02 500 227068.063-2004 1
6B,2B S74,S75 Switch for door dome lamps 2
Switch for cab hydraulic lock (left) Included into hydrau-
6A S76 1 lic lock
7-15
6B S80 Switch for cab hydraulic lock (right) 1
4B S85 Side boards raising switch 1
Duplicate inter-wheel differential switch
4B S87 1
11.3704-01 37.003.710-80
Direction indicator interrupter relay 3402.3777-22
2B V3 1
37.104.221-2001
4A V8 Headlamp corrector control switch 1
Diode with safety case 3403.3747
4A V25 1
37.003.953-79
2A V27 EFU control module 1
5B V28 Instrument cluster TS-1 1
…010..-087…-
6A X7 Single-pin connector 1 portable lamp socket
connection
1B X10 35-pin connector 1 AMP
6A X30 8-rin connector 1
6A X31 Portable lamp socket 47 U16-526.359-74 1
Portable lamp socket 400-3723200
X37 1
37.003.228-77
6A X40 Trailer socket 325-3723100 37.003.616-80 1
6 60 Single-pin connector 1
6 63 Four-pin connector 1
6B,2B X77,X78 Double-pin connector 2
7-16
3A X138 Socket chuck 3106.3715 1
6B X141 3-pin connector 1
3A 142 Single-pin connector 1
4B 144 Double-pin connector 1
1A X145 8- pin connector 1
1A 147 Double-pin connector 1
Magnetic valve of inter-wheel differential 10-11
5A Y1 1
3742-001-40650966-01
1A Y2 Fuel magnetic valve 1102.3741 37.003.740-79 1
Winch PTO magnetic valve 10-11 3742-001-
5A Y3 1
40650966-01
PTO box magnetic valve 10-11 3742-001-
1A Y4 1
40650966-01
Platform raising magnetic valve 10-11 3742-001-
2A Y5 1
40650966-01
Platform lowering magnetic valve 10-11 3742-
2A Y6 1
001-40650966-01
PTO box magnetic valve 10-11 3742-001-
2A Y8 1
40650966-01
Hydraulic distributor magnetic valve 10-11 3742-
2A Y11 1
001-40650966-01
1A Y25 Side-board raise magnetic valve 420 1-5540036-93 1
2A Z3 Voltage converter 24\12-120 .436.437.002 1
POWER SUPPLY SYSTEM

The power supply system feeds the consumers with electric energy of specified voltage level.
So, the power supply system operability is the pre-requisite of proper operation of the rest
truck systems and the truck itself.
The main components of power supply system are (Fig. 7-1, Fig. 7-2, 7-3):
two storage batteries 6CT-I90 (G2, G3);
alternator (G1).
Along with them, the following items operate:
storage batteries’ switch («ground») 1400.3747 ( 17);
knob of storage batteries’ switch («ground») 11.3704-01 (S6);
relay of storage batteries’ switch («ground») 901.3747 ( 3);
voltmeter, in instrument cluster ( 4 (EURO-2), V28 (EURO-3));
pilot lamp of storage battery discharge, in instrument cluster ( 4 (EURO-2), V28 (EURO-3));
relay of alternator winding de-energizing 901.3747 ( 16 (EURO-2));
instruments-and-starter switch (S21);
fuse 111.3722 of 60 , in fuse cluster (F1).
7-17
7-18
Fig. 7-1. Power supply system for vehicle Z (EURO-2).
7-19
Fig. 7-2. Power supply system for vehicle Z (EURO-3) with instrument cluster «Elar ».
7-20
Fig. 7-3. Power supply system for vehicle Z (EURO-3) with instrument cluster « metek».
With engine dead, the storage batteries are the power source for all systems and instruments
of electric equipment, with this, the batteries discharge. During batteries discharging, the chemical
energy transforms into electric one.
With working engine, the alternator is the power source for all consumers. When alternator
voltage exceeds the electromotive force of storage batteries the current from alternator passes to all
energized receivers and to batteries to charge them. During batteries charging, the electric energy
transforms into chemical one. In each case, the voltmeter shows the on-board voltage, its pointer
being in red zone during batteries discharging or in green zone during batteries charging.
With working engine, the mode is possible when alternator generates insufficient voltage to
provide all energized consumers, with this, some power for consumers is generated by storage bat-
teries, i.e. the latter discharge.
Storage batteries
The storage batteries feed the starter during engine start as well as other consumers with al-
ternator dead or short of power developed.
Z truck is equipped with two 6 -190 storage batteries in series connection. The
plus terminal of battery is connected with starter lead, while the minus one – with switch 9 (Fig. 7-
4) of batteries and further – with truck body. The storage batteries are arranged in a box which is
secured to truck frame behind the cabin, left side. The storage batteries’ switch is arranged on side
panel of box not far from cabin, while the remote-control knob is on a dashboard panel in a cabin.
Fig. 7-4. Batteries’ arrangement on a truck:
1 – wire to connect truck body with batteries’ switch;
2 – wire to connect battery positive terminal with starter
lead; 3 – tension strip to secure the batteries; 4, 5 – nega-
tive and positive terminals of battery; 6 – 6CT-I90
storage batteries; 7 – handle for battery transportation;
8 – wire to connect minus outlet with battery switch;
9 – batteries’ switch; 10, 11 – wires of battery switch re-
lay.
The identification code of battery includes the battery type and additional letter symbols.
Z trucks are equipped with battery type 6 -190:
6 – the number of cells in series connection, denotes the battery rated voltage (12 V);
– application – starter;
190 – the rated capacity at 20 h mode of discharge ( h).
Additional letter symbols:
– battery in plastic single block with common cover;
– polyethylene separator-pocket.
The 6CT-190A starter battery consists of six series-connected elements accommodated in
separate cells of a monoblock (Fig. 7-5).
Fig. 7-5. Storage battery 6 -190:
– longitudinal section;
– cross section;
1 – cover;
2 – terminal bar;
3 – terminal post;
4 – partition in a block;
5 – plug;
6 – handle for battery transportation;
7 – pole terminal;
8 – single block;
9 – block of electrodes
7-21
Each cell comprises a block of electrodes 10 (Fig. 7-6), which consists of alternative nega-
tive 2 and positive 5 electrodes separated by separators 3. The electrodes of the same polarity are
united into half-blocks 6, 11 with the help of inter-element links 7, 8 composed of terminal bar 2
(see Fig. 7-5) and terminal post 3.
The electrode of each polarity comprises a current tap 1 (see Fig. 7-6) of grid structure and
active mass applied onto it. The current tap is cast of lead-antimony alloy - lead 92 - 94 % and anti-
mony 6 - 8 %. Antimony is added to increase the rigidity of grid and to attenuate its corrosion. Cur-
rent tap 1, 4 of storage battery performs double function. It is a conductor of the first order by which
the electric energy generated by active mass is to be passed to external circuit; besides, the tap is a
construction element to retain the active mass mechanically and to parallel the electrodes with each
other into half-blocks with the help of lugs.
Fig. 7-6. Storage battery composition:
1 – minus current tap; 2 – minus electrode; 3 – minus elec-
trode in a separator-pocket; 4 – plus current tap; 5 – plus
electrode; 6 – half-clock of negative electrodes; 7 – inter-
element link of half-clock of positive electrodes; 8 – inter-
element link of half-clock of negative electrodes; 9 – ter-
minal post to which the pole terminal is welded; 10 –
block of electrodes, assy.; 11 – half-clock of positive elec-
trodes.
Batteries restoration to working condition

Truck may be equipped with storage batteries primed with electrolyte, ready for service. On
customer special requirement, the dry-charged batteries may be installed (not primed with electro-
lyte), capable to preserve the initial charging for 1 year from date of production.
To make the dry-charged battery operable, prepare the electrolyte of required specific gravi-
ty, prepare the battery for priming, prime the battery with electrolyte, saturate the electrodes and
separators with it and, if need be, bring it to charge.
For electrolyte production, use the sulphuric acid for storage batteries and distilled water.
To pour the acid into water in thin stream stirring constantly with glass stick, as much heat is
relieved with reaction. To use a porcelain, vulcanite or acid-resistant plastic vessel to prepare the
electrolyte.
For convenience, the sulphuric acid with density of 1.83 g/cm3 is diluted in water till 1,4
g/cm3 is achieved. Further, the density is to be decreased as required in accord with climatic condi-
tions of a region where the batteries are used (Table 7-4). The densimeter is used to measure the
electrolyte density. For regions with moderate climate, it is tolerable to prime batteries with electro-
lyte with temperature at least 15 ° and not more than 25 ° , for hot and warm humid climate – not
more than 35 ° .
Electrolyte specific gravity as recommended for climatic region
Table 7-4.
Macroclimat- Climatic region (Standard GOST 16350- Electrolyte gravity at 25 ° , g/cm3
ic region 80), average month ambient temperature in to be primed for charged battery
January, °
Cold Extremely cold (from - 50 to - 30 ° ) 1,28 1,30
1,26 1,28
Cold (from - 30 to - 15 ° )
Moderate Moderate (from - 15 to - 3 ° ) 1,24 1,26
1,20 1,22
Warm humid (from 0 to 4 ° )
1,22 1,24
Hot dry (from - 15 to 4 ° )
7-22
Prior priming, to proceed as follows: to clean the battery of dust, to degrease the bolts of both
pole terminals; to unscrew the plugs and cut off the lugs on them; to clean the vent orifices in plugs.
For priming, be sure to use the porcelain, vulcanite or polyethylene cap and funnel. To pour
electrolyte in thin stream until it touches the bottom edge of filling orifice. To control the level vis-
ually – the electrolyte should touch the bottom edge of filling orifice.
On a lapse of at least 20 min and not later than 2 h after priming the battery with electrolyte,
to inspect the electrolyte density. In case the electrolyte density reduces by 0.03 g/cm3 maximum as
compared to the specific gravity of added electrolyte, the storage battery is considered fit for opera-
tion. If the electrolyte density has dropped more, to charge the battery.
The boost charge of dry-charged batteries is tolerable if it is urgent to explore them.
At 25 ° the density of added electrolyte is to be (1,28 ± 0,01) g/cm3. The batteries stored at
ambient temperature more than 0 ° or with temperature more than 0 ° at the moment of activa-
tion, are to be passed to service after 20-minute saturation, without inspection of electrolyte final
density. Batteries stored at minus ambient temperatures (up to minus 30 ° ) are to be primed with
hot electrolyte with temperature of (40 ± 2) ° , with 1 hour saturation time period.
The batteries which have been boost-charged are to be charged completely as soon as possi-
ble, the electrolyte density and level being corrected.
Charging the storage batteries.
Storage batteries are charged from a direct (rectified) current source in charging plants to be
arranged in specially equipped service stations.
Storage batteries are charged during their activation, during inspection-training cycle, and
periodically during operation if they become discharged below the permissible limits.
During charging, you may control and improve the technical condition of separate cells and
battery in general.
Storage batteries arrived to charging plants are to be cleaned of dirt and dust, their pole ter-
minals – of oxides.
The preparation procedure in charging plants consists of the following steps:
visual inspection of monoblock, cover and pole terminals;
measurement of electrolyte density in all cells. In batteries with low level of electrolyte to be tak-
en into aerometer, the density is measured during charging;
inspection of electrolyte level in each cell and adding up till norm with distilled water (not elec-
trolyte!).
In charging plants, the storage batteries to be restored as well as those dismantled from
trucks are usually charged with constant charge current.
With such method of charging, the charging current is maintained constant during the whole
charging period. This is achieved by changing the rheostat resistance (rheostat is series-connected
with battery), the power source voltage or by means of automatic regulators of current.
Direct current generators, converters or rectifying appliances may be used as power source.
The required voltage of charger per each cell to be charged is to be 2.7 V to achieve 100 % charge
of storage battery.
The battery positive pole terminal is connected to a charger plus pole, while the negative
pole – to minus one.
The charging current is set to be 10 % of battery rated capacity, i.e. 19 for battery type
-190.
The density of electrolyte in a battery taking a charge increases gradually with time and re-
mains constant by the end of the charging period. The voltage on cells increases gradually till 2.4 V,
with this, the water decomposition and detectable gassing begin. The gas bubbles are being released
on electrolyte surface. By the end of charging, the voltage on cells achieves some 2,6-2,65 V, fur-
ther, it does not increase any more. The gassing becomes heavy, resembles the “boiling”.
7-23
In all cases, be sure to continue charging until voltage on cells and electrolyte density main-
tain to be constant during 1 h, with simultaneous heavy gassing (“boiling”) in all cells.
The electrolyte temperature also rises in the course of battery charging and by the end of
charging in particular. Therefore, be sure to observe for temperature of battery electrolyte and if the
electrolyte temperature exceeds 45 °C, reduce the charging current by half or stop charging for a
while to let the battery cool down to 30-35 ° .
To measure the electrolyte density, temperature and battery voltage at the initial period of
charging once every 2 or 3 h and by the end of the charging period - every hour.
If any low cell is discovered by the end of charging (with electrolyte density and voltage
lower than other cells have) it is suggested to charge them individually to prevent the over-charge of
the whole battery and the excessive electric energy consumption.
To do this, to clamp the charger wires with webs of low cell and continue charging with the
same value of charging current. To continue charging until all signs of its completion appear. Then,
to bring the electrolyte density in low cell as required.
By the end of charging period the electrolyte density corrected to 25 °C should comply with
the figures given in Table 7-4. In case the final density of electrolyte differs from the specified val-
ue or the difference of densities of cells of one battery is more than 0.01 g/cm3, be sure to correct
the electrolyte density having added distilled water if the specific gravity is excessive, or having
added 1.40 g/cm3 sulfuric acid solution, if it is below the desired value. Prior adding, do not fail to
withdraw some of electrolyte from the battery cells with the help of syringe provided. To correct the
electrolyte density of any cell only by the end of a full charge, when the density ceases to rise and
electrolyte mixes rapidly due to gassing.
Correction of electrolyte density improves the battery operability and makes it possible to
judge the degree of the battery discharge in service.
You should correct the density with extreme care. If density fails to be corrected with single
attempt to repeat the procedure.
The suggested procedures to correct the density are as follows:
at the end of charging, to measure and record the electrolyte temperature in middle cell of a bat-
tery;
to measure the electrolyte density in each cell, to find the temperature correction and clear out the
character of correction (decrease of increase of density) and its value;
do not cease the charging, to withdraw some of electrolyte from the battery cells and top up dis-
tilled water or 1.40 g/cm3 sulfuric acid solution;
to continue charging for 30-40 min, then, to measure the electrolyte density in corrected cells; to
repeat the correction if the electrolyte density corrected to 25 °C differs from the required one.
The service level of electrolyte over the upper edge of electrodes is to be set with density
correction over and charging stop. The idle exposure time for battery is to be 30 min prior the level
is to be set. If electrolyte level is below the required, to add the electrolyte of the same density; if
electrolyte level is higher than the required one, to withdraw the excess electrolyte from the battery
cells with the help of a syringe.
How to use the batteries
To handle the batteries with extreme care, to avoid mechanical shocks and vibrations be-
cause the body and the active mass have no great mechanical strength. In view of battery large
weight, to be extremely careful while transporting it, dismantling off the truck and mounting on a
vehicle. Prior dismantling and prior mounting on a truck, to disconnect the battery switch. To pre-
pare the engine for start and to explore the starter in strict correspondence with suggestions in Oper-
ation manual for truck.
7-24
Storage battery maintenance
The densimeter and a tester are used to inspect the battery condition.
The densimeter is used to measure the electrolyte density. The rated value of electrolyte
density is that measured at 25 ° . If any deviations from the specified value, be sure to add 0.01 per
each 15 ° at temperature higher 25 ° to the densimeter indications or subtract 0.01 per each 15
at temperature below 25 ° .
The battery testers are used to measure the electromotive force and the voltage of batteries.
At least, once in 2 weeks, to clean the battery surface of dust and dirt, to inspect its secure,
the condition of vent holes and terminal posts, to measure the electrolyte level in each cell, to neu-
tralize the battery surface with 10 % solution of soda ash or ammonia solution. Since water evapo-
rates mainly during operation, to top up to norm the distilled water in order to bring the electrolyte
level to the required one. The absence of electrolyte is an indication of cracks in a tank.
At least, once a month in winter and once in three months in summer, in addition to the
specified procedures, to inspect the electrolyte density corrected to 25 ° (with densimeter) and
determine the degree of battery discharge (decrease of density as compared to the required one (see
Table 7-4) onto 0.01 corresponds to 6% of battery discharge). The battery is considered operable if
its discharge degree is no more 50 % in summer and 25 % in winter. With critical discharge values
achieved, the battery is to be charged completely on a charging plant.
The charging mode on a truck (i.e. voltage in truck harness) is to be inspected with the same
intervals.
Once a year, be sure to perform the charge/discharge test cycle to determine the battery ca-
pacity, to recover the low cells and to eliminate the partial sulfatation of electrodes.
The charge/discharge test cycle supposes the following:
preliminary complete charging;
test discharging;
final complete charging.
The preliminary complete charging is provided by charging current of 19 while observing
all rules on charging.
Prior the test discharging, the electrolyte temperature is to be 20-30 ° . For charging, to ap-
ply the load and set the current of 17 . To provide the invariance of discharge current during the
whole discharge period to be completed with voltage decrease to 10.2 V on battery terminal posts of
battery.
To measure voltage in cells and electrolyte temperature in middle cell after putting the battery
on discharge and then every 2 h. As the voltage drops to 11.1 V, take measurements of voltage eve-
ry 15 min, as voltage drops to 10.5 V, inspect the battery all the time in order to note the end of dis-
charge.
In the course of the test discharging, to record the time when the battery was put on discharge,
the electrolyte initial temperature, the time when the discharge has been accomplished, and the final
temperature of the electrolyte. To calculate the storage battery released capacity (Ah) by the formu-
la
= Ip · tp, (1)
where is the storage battery capacity released at discharge, ·h;
Ip – discharge current value, ;
tp – time period of discharge, h.
The capacity released at discharge is to be corrected to 30 ° by the formula:
, (2)
30
1 0,01(t 30)
where 30 is the battery capacity corrected to 30 ° , ·h;
t is the average temperature of battery electrolyte during discharging, ° ;
0,01 is the capacity temperature factor.
7-25
The actual battery capacity released at test discharging may be either less or more than the
rated capacity. It is not recommended to put the battery for long storage if it has demonstrated less
than 75 % discharge; put such battery to operation.
See to it that the interval between the end of test discharging and the beginning of the fol-
lowing charging does not exceed 12 h.
The final complete charging of battery is provided by charging current of 19 while ob-
serving all rules on electrolyte density correction at the end of charging.
Storage battery possible faults and trouble-shooting
The following faults are possible during storage battery operation and storage:
sulfating of electrodes;
excessive rate of self-discharge;
low cells;
short-circuit in cells;
broken circuit lines of battery;
cracks in mono-block.
Sulfating of electrodes. The term “Sulfating of electrodes” supposes such state of elec-
trodes when they do not charge while passing the normal charging current through them during the
time period set.
Sulfating of electrodes is a result of violation of battery maintenance rules during operation
and storage.
The sulfating symptoms are as follows:
- rapid increase of electrolyte temperature on charging due to high internal resistance of sulfat-
ed cells;
- the electrolyte density rises slowly or stops rising at all in the course of charging;
- early commencement of gassing (sometimes gassing begins just after placing battery on
charge);
- cell voltage is excessive at the beginning of charging, then slowly rises and at the end of
complete charge remains below normal value, being about 2.4 V instead of 2.7 V for safe and
sound cells;
- in the course of test discharge, the battery capacity yielded is too much below the specified
value.
Excessive early gassing, insufficient rise of electrolyte density and overvoltage at the initial
stage of charging of sulfated batteries may be mistaken sometimes for the end of battery charge.
Remember it in order not to stop the charging by mistake preliminarily.
Sulfating may be caused by:
- electrolyte contamination by inclusions;
- battery standing idle in discharged condition for a very long period of time;
- regular undercharging;
- decrease of electrolyte level in cells below upper edge of electrodes;
- storage batteries work at inadmissible high temperature and density of electrolyte.
The restoration of heavily sulfated electrodes is impossible.
Partially sulfated plates may be rectified by charging the battery for a considerable period of
time (24 hours and even much longer), if they are not buckled or damaged as a result of sulfating.
To charge such batteries until electrolyte density and temperature remain constant for 5 to 6. hours.
If fault still persists, to discharge battery by current of 10-hours mode, wash the battery with dis-
tilled water and check it for short-circuit. Then, to pour distilled water blended with small amount
of sulfuric acid (with density 1,05-1,1 g/cm3), in an hour after priming, to place the battery on
charge at 4 A rate of current. To continue charging until electrolyte density and voltage remain con-
stant for 5 to 6 h., afterwards, to correct the electrolyte density to normal and perform a test dis-
7-26
charge. In order to achieve yield of 75 % rated capacity (sulfated battery), in practice, it is necessary
to repeat at least 1-2 charge/discharge cycles more.
Excessive rate of self-discharge. Capacity reduction of a charged battery, with power con-
sumers disconnected, is termed as self-discharge. The self-discharge may be normal or excessive.
The normal self-discharge is a quite inevitable phenomenon for lead starter storage battery.
The rate of self-discharge is considered excessive if electrolyte density has decreased by
more than 0.02 g/cm3 as battery did not work for 14 days at ambient temperature (20±5) ° .
Excessive loss of capacity by self-discharge may be caused by the following:
contamination of battery surface with electrolyte spilled in priming or as result of intensive gas-
sing on charge;
use of distilled water or electrolyte contaminated with harmful contaminants;
the batteries are stored at high ambient temperatures;
excessive wear-out of electrodes in process of operation.
The symptoms of excessive self-discharge are the quick decrease of electrolyte density dur-
ing storage, the leakage of current to be discovered by voltmeter with probe. You may discover the
leakage with the help of battery tester 107. For this, to press the tester contact pin against the bat-
tery positive post, while the flexible conductor to touch the mono-block surface (with this, the resis-
tor connection contact nut is to be released). The deflection of voltmeter pointer from “zero” indi-
cates the leakage of current which causes the battery excessive self-discharge.
To preclude and eliminate the rapid self-discharge, prepare electrolyte only from battery
grade sulfuric acid complying with requirements of GOST and pure distilled water; maintain the
batteries properly in service and storage conditions paying special attention upon the battery surface
– it should be clean and dry; eliminate the cracks in paste.
The self-discharge of storage batteries depends considerably upon the ambient air temperature
(the electrolyte temperature, correspondingly). With ambient temperature increase the self-discharge
is more considerable, with electrolyte temperature 0 ° or below the self-discharge ceases.
Low cell in a battery. The state of separate cells has to be similar. If at least one cell dis-
charges earlier than the rest ones, the operability of battery is determined by that very low cell.
Low cells can be revealed during charging in charging plants as well as during test discharge
in the course of charge/discharge cycling.
Low cell can be detected by the following symptoms: electrolyte density rises much slower
in low cell than in normal cells and fails to attain desired value; cell voltage at the end of charge is
less and electrolyte temperature in low cell is higher than in valid cells.
To charge the low cells separately upon completion of charging of normal battery cells.
With this, to clamp the charger wires to post strap terminals of low cell through an addition-
al rheostat.
To charge that cell for 3-4 h by the same current and using the same procedure as were used
for battery charging. Then, to perform a test discharge of entire battery by current of 10-hour dis-
charge mode. If the difference between low cell voltage and that of others was less 0.2 V at the end
of charge, that very battery may be taken to operation after ordinal charging.
If additional charging of low cells has failed You may remedy them in any other way – to
eliminate sulfating or short-circuiting.
Short-circuiting inside a cell. Short-circuiting in cells may happen between opposite elec-
trodes as the most large pores of separators are filled with swollen active mass, so the clearance
bridges through the separators are formed (the so called “penetration”). The bridges are formed be-
cause the separators are squeezed by swollen mass and cracks are formed in separators.
The symptoms of a short-circuited cell are the absent of very small value of electromotive
force; the steady decrease of electrolyte density in spite the battery is charged with normal cur-
rent; quick loss of capacity after complete charging. The electrolyte density as well as voltage in
7-27
cell during charging do not increase; the voltage decreases quickly after the charging current stop.
During charging, the temperature in short-circuited cell increases quickly.
As the truck is equipped with batteries with common integral cover, such fault can’t be
remedied. But bear in mind that such probability of short circuit is very small if separator-pockets
are used.
Broken circuit lines of battery. The broken circuit lines of battery are suspected in case of
starter failures while the battery-starter circuit is OK, or if low voltage level. This may be caused
by break of weld joint between cells, by melting or breakage of terminal post and by break-off of
half-block of positive electrodes as a result of current taps corrosion.
The symptoms of contact break in welded joints is the heating of site of welding with large
discharge currents applied, the cracking noise and smoking.
The symptoms of circuit break inside a cell is small electromotive force without load and
low voltage under load.
The fault is not repairable in view of peculiar join of mono-block and battery cover.
Cracks in mono-block. Cracks in mono-block, its inner partitions and battery cover are
caused by mechanical damages, shocks, vibrations, etc. in process of battery service. Cracks may
also appear because of poor secure of battery in a truck.
Such faults are revealed during visual inspection and by quick decrease of electrolyte level
because of its leakage through the cracks.
Cracks in inner partitions of mono-block cause the gradual discharge of adjoining cells.
The first symptom of such failure is the inability of battery to maintain the charge and variability
in degree of separate cells charging.
Minor cracks in mono-blocks and cover may be eliminated by pasting them up with epoxy
composites.
Storage battery disconnect switch («ground» switch)
Switch (Fig. 7-7) is to disconnect the storage batteries
from truck body during prolonged parking, dismantling and
mounting the electric instruments and appliances.
The construction of switch is as follows. Clamps 14 in
plastic bushings are in a body 12; wires from storage battery and
truck body are secured to clamps. Electric magnet 4 is screwed
(three screws) to a body. The winding of magnet is connected to a
battery by means of knob disposed in a driver’s cab. Pusher 9 is
screwed into the core 8, the pusher bears against the rod 3 of a
locking means. The variation of rod length determines the en-
gagement of locking means. The spring-mounted contact plates 1
and 2 are secured on a rod 3. The ball locator 10 and catch 11
provide the closed position of contacts. The knob 6 closed by
rubber boot 5 provides mechanical control of switch.
The operation mode of storage battery switch is as fol-
Fig. 7-7. “Ground” switch lows. With magnet winding 4 being connected to battery, the
1400.3737. core 8 overcoming the return spring 7 force is withdrawn inside
by electric magnet, and the pusher 9 shifts the rod 3.
The contact plates 1 and then 2 unite the clamps 14 with each other. The ball locator 10 en-
ters the recess in catch 11 to keep the contacts closed. When driver releases the knob, the core and
pusher return into initial position under action of return spring 7. To disconnect the battery, the
driver has to depress again the battery switch remote-control knob. With this, the core is withdrawn
and the pusher depresses the upper lever of catch 11. The ball locator 10 is being released, the con-
7-28
tact plates 1 and 2 open the battery circuit under action of two springs 13. The usage of contact plate
1 attenuates considerably the corrosion of main contact plates 2.
To avoid the batteries disconnection (with the help of “ground” switch) while engine works,
the KAMAZ trucks are equipped with “ground” switch lock. This option works in the following
way: as the instruments-and-starter key has been rotated to the first position, the current from termi-
nal " of the said key, through the 10 A fuse of block F3, passes to relay K3 winding to open the
relay contacts between its outputs "30" and "88", so, it is impossible to connect the winding of
“ground” (disconnect) switch K17 magnet to storage batteries.
Alternator
The alternator supplies all consumers of truck while engine works and maintains the voltage
of on-board power system within (28,4 ± 0,6) V.
The alternator model 3122.3771 is with built-in voltage regulator type 120 12 ).
The alternator is in upper front part of engine and is secured by two lugs to a bracket while
with the third lug – to a tension strap; the driven is by a poly-wedge belt.
Alternator 3122.3771 technical data

Rated voltage, V 28.
Load current, maximum, 80.
Rotor speed at which the alternator voltage achieves 26 V:
at load current 10 – no more than 1300 min-1 ;
at load current 30 – no more than 1550 min-1 ;
- at load current 60 – no more than 2200 min-1.
The load current at voltage 26 V and rotor speed 3500 min-1, at least 75 . With this, the volt-
age on terminal "W" is to be at least 17 V, while that on terminal "+D" is to be not less than on ter-
minal "+".
The adjustable voltage at ambient temperature (25 ± 10) ° , rotor speed 5000 min-1 and load current
27 , with connected storage battery being discharged not less than 75 % ,or with load connected
equivalent to storage battery as for the filtering properties, is to be (28,4 ± 0,6) V.
The alternator is a 3-phase 12-pole, synchronous electric machine with built-in rectifier, in-
terference-suppression capacitor, brush retainer with voltage regulator, and ventilation system.
The following terminals are available on alternator:
"+" – to connect with storage battery and load;
" or " - to connect with starter-and-instruments’ switch;
"W" "~" – phase lead to connect with tachometer and starter lock relay;
"+D" or " – lead from additional diodes to connect with pilot lamp.
The alternator (Fig. 7-8) comprises a stator 2, a rotor 5, a cover from side of slip rings 8 with
rectifying unit and a brush retainer with voltage regulator 1, a cover from side of drive 7, a pulley 4,
a fan 6.
The stator comprises the core and the winding. The core is made of steel plates isolated from
each other by lacquer coating and welded together along the pack outer surface. Inside the core, 36
slots are equally spaced, they are for winding accommodation.
The stator winding is of 3-phase type, of triangular connection. Such connection scheme al-
lows to decrease the current rate in winding and to use more thin wire, correspondingly. Each phase
consists of series-connected coils winded by wires with enamel isolation. The coils are secured in
stator core by texolite wedges. The phase winding leads are secured to clips rectifying unit. The
"W" phase lead serves to connect the starter lock relay and the tachometer.
7-29
Fig. 7-8. Alternator:
1 – brush retainer with
voltage regulator;
2 – stator;
3 – bearing from side of
drive;
4 – pulley;
5 – rotor;
6 – fan;
7 – cover from side of
drive;
8 – cover from side of
contact rings;
9 – coupling bolts.
The rotor is an inductor and comprises the shaft, the excitation coil, the pole lugs, the con-
tact rings. The shaft is steel, the steel bushing, pole lugs and slip rings are rigidly (by means of
press fit) secured on its wavy surface. The pole lugs are of soft steel, provided with six sharp
“beaks” to form six pairs of poles.
The excitation coil is wound on a steel bushing. The coil is isolated from bushing and pole
lugs by polyethylene frame and cardboard washers. The coil ends are soldered to contact rings ar-
ranged on isolation bushing. The rotor is dynamically balanced by means of drilling holes on pole
lugs, in order to decrease load on bearings.
The cover from side of slip rings is made of aluminum alloy, provided with vent orifices and
lag to secure alternator on engine.
The cover comprises the following items:
rectifying assembly (for double-semi-period rectification of three-phase current) with three addi-
tional diodes for excitation circuit feeding;
plastic brush retainer with voltage regulator secured on cover with two screws;
interference-suppression capacitor on a cover;
connector with terminal from additional diodes;
phase terminal.
The cover from side of drive is made of aluminum alloy, provided with vent orifices and
two lugs, one of lugs is to secure the alternator on engine bracket, the other is with threaded orifice
8 – to secure the tensioning strip.
The fan and a pulley are arranged on alternator shaft and secured by nut with spring washer.
The alternator cover accommodates the closed ball bearings of rotor shaft, with grease (sin-
gle-priming). During operation, no need to replenish the grease. The axial displacement of ball
bearing on a shaft (from side of drive) is prevented. On a cover from side of slip rings, the outer
race is of slide-fit to eliminate the bearing axial forces.
The alternator is water-proof, so, the truck may be on fording without danger for alternator.
With fording over, the alternator operability must preserve. The water-proof alternator version is pro-
vided by corresponding coating of its items’ surface and saturation of coils by water-proof lacquers.
The alternator operation mode
With starter-and instruments switch energizing, the voltage from storage battery is supplied
to excitation coil (through the brushes and slip rings) arranged on alternator rotating part – the rotor.
The magnet field is generated around the excitation coil, the field while passing through the pole
lugs generates the “north” and “south” poles on a rotor. With rotor rotation, the magnet field rotates
as well to cross the stator coils and to induce the electromotive force in them.
7-30
As the poles of different polarities pass alternatively under each stator coil, the electromo-
tive force induced in coils with be alternative, of similar frequency but phase-displaced onto 120°.
The rectifying assembly converts the alternative voltage into d.c. voltage; when the d.c.
voltage exceeds the storage battery voltage, the alternator starts to feed the consumers and charge
the battery. The excitation coil with be also fed from alternator by the additional diodes.
With rotor rotation speed increase, the alternator voltage may reach the dangerous value, so,
the alternator operates with voltage regulator to maintain the required voltage of truck wiring.
The voltage regulator operation mode
The alternator voltage is determined by three factors – rotor speed, current rate provided by
alternator as load, and the magnet flow generated by excitation coil current. The higher the rotor
speed and the lower the alternator load, the higher is the alternator voltage. With excitation coil cur-
rent rate increase, the magnet flow increases as well, with this, the alternator voltage also increases;
with excitation current decrease, the voltage decreases as well.
The voltage regulator stabilizes the voltage by means of excitation current rate change. With
voltage increase or decrease, the regulator, correspondingly, decreases or increases the excitation
current rate and provides the voltage required range. The regulator comprises the measuring ele-
ment, the comparing element and the regulating element.
The input voltage divider is the sensitive element of electronic regulator. From the input di-
vider, the voltage passes to comparing element where the reference value is the voltage of
stabilitron stabilization. The stabilitrion does not pass current if its voltage is below the stabilization
voltage, but starts to pass the current if its voltage exceeds the stabilization voltage. The current
(through the stabilitron) energizes the electronic relay, the latter commutates the excitation circuit in
such way that the excitation coil current changes as required.
KAMAZ truck alternator assembly
Fig. 7-9 depicts alternator connection diagram with power supply system (see Fig. 7-1).
Thus, the alternator excitation coil is con-
nected with truck wiring, and alternator operates
as described above (see The alternator operation
mode). As soon as the alternator begins to gen-
erate current, the voltage on alternator "+D" be-
comes equal to voltage on alternator outlet "+",
so, the current in alternator initial excitation cir-
cuit disappears and the pilot lamp dies out, while
the cluster of additional diodes provides the
power supply to the excitation coil. With in-
crease of alternator rotor speed, the voltage
regulator comes to operation.
The excitation coil de-energizing relay
Fig. 7-9. Circuit diagram of alternator connection to prevents the alternator excitation when the Elec-
electric system. tric Flame Unit (EFU) is used.
The reason is that the EFU plugs are designed to voltage of 19 V, so, after the engine start
with the help of EFU, if alternator does not generate the electric current, the plugs will fail.
The battery disconnect switch relay provides two functions. The first is to open the circuit of
storage battery switch button after the instruments-and-starter switch energizing in order to avoid
the battery disconnection from the truck wiring while the engine works (not shown in Fig. 7-7). The
second is to close the alternator initial excitation circuit. This provides the instruments-and-starter
switch contacts discharge as the current, with the alternator initial excitation, may reach 5 . On
KAMAZ truck, the instruments-and-starter switch commutates only the circuit of “ground” switch
relay winding and the circuit of voltage regulator control in which the current is of some fractions
of ampere.
7-31
The pilot lamp provides the diagnostics. After the instruments-and-starter switch energizing,
it is ON and signals about proper operability of alternator initial excitation circuit. With engine
started, it should go out, otherwise, (or if lamp did not die during motion) it indicates that the alter-
nator does not generate the current.
Z vehicles may be equipped with alternator model 4001.3771-53 along with model
3122.3771.
Alternator unit 4001.3771-53 is with built-in voltage regulator type 7312.3702
37.473.052-2003.
Alternator technical data, model 4001.3771-53
1 Rated voltage, V 80
2 Rated current, 28
3 Rated speed, min -1 5000
4 Maximum speed, min -1 8500
5 Direction of rotation from drive side right hand
6 Alternator weight, kg 10,8
7 Current-speed characteristic see Fig.7-10
8 Dimensions and connection dimensions see Fig. 7-11
9 Alternator circuit diagram see Fig. 7-14
Jí A
80
60 Fig. 7-10. Current-speed charac-

teristic
40
20
n
0 1000 2000 3000 4000 5000 6000 7000 ìèí-1
Fig. 7-11. Alternator 4001.3771-53 dimensions.
7-32
7-33
Fig. 7-12. Alternator construction.
7-34
Fig. 7-13. Alternator assembly.
Fig. 7-14. Alternator 4001.3771 circuit diagram.
Alternator construction and operation

The alternator is a contactless 5-phase electric machine with combined (electromagnetic)
excitation from excitation winding and constant magnets, with built-in rectifier and voltage regula-
tor. The alternator construction is presented in Fig.7-12.
The stator 19 is made of sheet steel, with 15 teeth on which the coils of phase windings are
secured. The coils are with series-connection in phase, the phase connection is by “polygon”
scheme, the phase ends are magnet wires with lugs. Rotor 17 is shaft with pressed-on pack and
bushing. The pack is with 6 teeth (pole pairs). The constant magnets (plastic pressed) are mounted
in grooves of pack. The constant magnets provide reliable self-excitation of alternator at start,
whether the latter works with storage battery or without it. The rotor is mounted in bearings
6-180603 9 (International designation 62303.2RS.P6G7) 11 and 11 .
The front end shield 14 is a welded joint of items: cover, disk. The vent orifices are provided
on cover and disk end wall. The disk flanges are with tow orifices designed for secure of alternator
on engine bracket. The rear end shield 28 is cast of aluminum alloy. The vent orifices are provided
on rear end shield wall. The lug with orifice is for secure of alternator on engine bracket.
The excitation coil is secured to front cover; the coil is a steel core with frame; the excitation
winding and bucking winding are spooled on a frame. The windings’ inputs and outputs are with
flexible conducting wires with lugs. The winding input (the output is with red marking) is connect-
ed to screw 72 (alternator « » terminal) in block 72, while the output of excitation winding and
the input of bucking winding are with one wire (the marking color of output is not red) and con-
nected to screw 72 (alternator «D» terminal) in block 72. The end of bucking winding is output
with conductive wire without color marking and is connected to alternator “ground” with the help
of screw 47 which secures the voltage regulator.
The excitation winding resistance is to be within 7,8 -8,4 ohm. The bucking winding re-
sistance is to be within 31-34 ohm.
Semi-conductor rectifying assembly 25 ( 97-210 U 600066462.024-2002) is on
base of 5-phase bridge diagram on silicone diodes pressed into aluminum radiators separated from
each other by isolation bushings. The radiators are outputs of anode and cathode groups of diodes.
«Plus» of power rectifier is output by screw pos. 20 as «plus» (+) of alternator, while «minus» (-) of
power rectifier is connected with alternator body. Besides, in order to provide feeding of excitation
winding, the semi-conductor rectifying assembly comprises an additional rectifier which forms an
anode group, based on diodes of less power to avoid storage battery discharge through the excita-
tion winding circuit with alternator being dead. The output of additional rectifier is connected to
terminal «D». The load current value on terminal «D» should not be more than 5 .
The phase signal filters 68 to be installed in alternators (of certain component sets) are to
filter the phase voltage signal. The filter board is installed on screw 37, the latter is an output « » of
7-35
alternator. One filter terminal (short) is connected to alternator “ground” by screw 47 , while the
other (long terminal) is connected to alternator phase (to screw 73).
The voltage regulator 51 type 7312.3702 37.473.052-2003 (or other type in accord
with list of spares. As agreed with manufacturer, the voltage regulators of other makes may be used)
is for automatic maintain of voltage on alternator terminals with rotation speed or load change by
means of adjusting the current in excitation winding. The voltage regulator outputs are connected to
», «D», « » terminals, the alternator “ground”.
The interference-suppression capacitor 60 ( 73-21-8-100 -2,2 ±20% 461.131 U)
is installed in alternator to attenuate the interference level in truck on-board power system.
The plastic cover 52 is mounted on rear end shield to avoid contamination of alternator inner
space while open-circuit ventilation woks. The alternator «+» terminal, the «D» terminal of additional
rectifier, the « » terminal, the phase «W» output and (or) filter « » terminal are output onto cover.
The open-circuit ventilation provides alternator cooling. Pos.5 – fan impeller.
Application
1. Operation limitations
1.1 To avoid the alternator failure during storage battery connection, be sure to observe the
polarity, strictly: «-» terminal of storage battery is connected to truck “ground”; «+» terminal is
connected to alternator «+» lead.
1.2 While working without storage battery, the step-like change of voltage is possible with
abrupt load drop-application. To prevent the instruments and electric appliances failure while work-
ing without storage battery, it is suggested to avoid the load drop by more than 50% of rated value
and abrupt increase/decrease of crankshaft speed.
1.3 While working without storage battery, the unsatisfactory operation of instruments and
electric appliances sensitive to electric quality is quite possible.
1.4 To prevent the voltage regulator failure while working without storage battery, it is pro-
hibited to operate the alternator at load current of less than 5 .
1.5 It is prohibited to flush the alternator with water under pressure, to wash with gasoline,
diesel fuel, etc. Be sure to protect the alternator from water ingress while washing the truck.
1.6 In welding, to disconnect all wires to alternator. The welder “ground” wire is to con-
nect in the vicinity of weld joint.
1.7 To inspect the insulation quality of stator and excitation winding with increased voltage
only on a test rig and with leads disconnected from rectifying assembly and regulator, strictly.
1.8 It is prohibited to inspect the separate wires and the circuit diagram for operability with
the help of megohmmeter or lamp with supply voltage more than 26 V, while the alternator works.
1.9 To prevent the voltage regulator and rectifying assembly failure, while storage battery is
being charged from the outer source, be sure to disconnect the batteries from truck on-board power
system.
1.10 It is prohibited to inspect the voltage regulator and rectifying assembly from d.c.
power source with voltage more than 24 V, from a.c. power source or without indicator to be series-
connected with circuit to be inspected.
1.11 It is prohibited to inspect the alternator for operability by means of shorting the «+»,
«D», « », «W», « » leads by jumpers onto “ground” and with each other.
1.12 It is prohibited to connect and disconnect the plug connectors and alternator plus ter-
minal while engine works and storage batteries being ON.
1.13 It is prohibited to start the engine with alternator plus lead being disconnected.
1.14 It is prohibited to disconnect the storage batteries with the help of switch while engine
operates.
7-36
2. To mount the alternator on engine, proceed as follows:
2.1 To eliminate the preservation grease off the alternator with waste cloth soaked with gas-
oline, to wipe dry.
2.2 To mount the alternator on bracket of engine.
2.3 To place the drive belt on the alternator pulley. To slacken the nuts of bolts which secure
the alternator front and rear legs. To shift the alternator up, to adjust the tension with the help of
tensioning strap. The drive belt tensioning should provide the deflection of the largest section onto
15-22 mm with force applied of 40 N (4 kg f). Be sure to replace both belts as a kit if any of them
fails, the permissible length difference is not more than 3 mm.
Attention. The insufficient belt tensioning causes the decrease of power output and the under-
charge of storage battery, while the over-tensioning causes the over-heating of alternator
bearings and their preliminary failure.
2.4 To secure the alternator in that position and to tighten the nuts and bolts.
2.5 To connect the wires to alternator in accord with alternator connection scheme taking in-
to consideration the alternator circuit (Fig. 7-14).
3. Alternator leads
3.1 The “+” lead of alternator is connected to “+” terminal of storage battery, it provides the
feeding of truck consumers and battery charging. The “+” lead of alternator is output by screw 8.
The alternator body is minus output and connected to truck “ground”.
3.2 The “D” lead is an anode lead of additional rectifier of semi-conductor rectifying assem-
bly. The constant voltage on lead is used to indicate the alternator operation start, for this, the pilot
lamps, the starter lock relay, etc. may be connected to it. The maximum load current on “D” lead is
not more than 1,5 if voltage value against “ground” is at least 26,5 V. The alternator “D” lead is
output by pin 6,4 on screw 5.
3.3 The “W” lead is lead of one of alternator phases. The lead is to connect the tachometer
and other instruments (starter lock relay, ABS, etc.) which use ac voltage to measure the alternator
shaft rotation speed and that of engine shaft, with indication of ratio (to be determined by pulleys of
engine and alternator shafts). The amplitude of impulse voltage on “W” terminal relative to
“ground”, with load current not more than 1,5 , is to be at least 25 V. The ratio of impulse signal
frequency fw (Hz) to alternator shaft rotation speed n (min-1 ) as follows:
fw=0.1n .
Lead “W” of alternator is output by bolt 4. If any lead “ ” there may be no alternator lead
“W”.
3.4 Lead “T” if a filter output to provide forming of rectangular voltage impulses from vari-
able signal (“W”) of one of alternator phases. The lead is to connect the tachometer and other in-
struments (starter lock relay, ABS, etc), which are dependant upon the phase signal shape. The sig-
nal from lead “T” as well as from lead “W” may be used to determine the alternator shaft rotation
speed as well as engine shaft speed with consideration of certain ratio (to be determined by pulleys
on shafts of engine and alternator). Voltage on terminal “T” relative to “ground” is to be at least
2,0 V at rotation speed (2000+100) min-1 and load current in output circuit « » of not more than 5
. The signal frequency ft (Hz) depends upon the alternator shaft speed n (min-1) as follows:
ft=0.1 n .
Lead “ ” of alternator is output by bolt 4. If any lead “W” there may be no alternator lead
“T”.
3.5 Lead “ ” of alternator is designed to energize the electromagnetic excitation of alternator by
means of voltage regulator engagement. Lead “ ” of alternator is connected to plus terminal of
storage battery through the ignition switch.
The current consumed by regulator on terminal “ ” of alternator is to be not more than 50
at voltage 26,5 V.
Lead “ ” of alternator is output by bolt 5.
7-37
Maintenance
The alternators are lack of commutator-and-brush assembly. The alternators are equipped
with bearings of closed type which are grease-free during the whole service life.
Daily, prior engine start, be sure to inspect the drive belts tensioning and the secure bolts
tightening. The drive belt tensioning should provide the deflection of the largest section onto 15-22
mm with force applied of 40 N (4 kg f). Be sure to replace both belts as a kit if any of them fails, the
permissible length difference is not more than 3 mm. To inspect the secure of wires to alternator,
the tightening of pulley secure nut.
Attention. The insufficient belt tensioning causes the decrease of power output and the
undercharge of storage battery, while the over-tensioning causes the over-heating of alterna-
tor bearings and their preliminary failure.
To start the engine, to inspect the alternator operability by voltmeter (ammeter) indications.
Periodically, to control the indications of voltmeter (ammeter).
If any misoperation of alternator (decreased or increased voltage) be sure to disconnect the
alternator from power system to avoid the storage battery and consumers’ failure. For this, to dis-
connect all wires to alternator, to insulate properly the contact points and to secure the wires in
underhood space to avoid the shorting to “ground”. To discover and eliminate the fault in the near-
est service station.
Once a month, to do the following:
- To clean the alternator body and rear cover of dust and dirt with the help of brush or
moisty cloth.
Attention. The ingress of fuel, oil, coolant, dust, fiber material (straw, poplar wool,
etc.) obstructs the input ventilation of alternator causing the heavy overheating of alternator
and its preliminary failure.
- To inspect the alternator for reliable secure on engine, to tighten the alternator retaining
nuts, if need be. To check the tightening of pulley retaining nut.
- To check the tensioning of belt, to adjust it, if needed.
- To inspect the state and attachment of wires to alternator; if needed, to insulate the wires in
points of insulation breakage, to tighten the nuts which secure the wire leads.
In post-warranty period, once a year, to do the following:
- To remove the alternator, to check if the alternator shaft rotates without seizure; be sure
that there are no increased axial and radial plays in ball bearings. If any large plays, to repair the
alternator in the specialized service centre.
- To test the bearings for easy rotation. If any difficulty, noise, large axial and radial plays,
to replace the bearings onto new ones.
- To inspect the alternator for operability on a special test rig, for correspondence to re-
quirements of Specifications U 4573-004-24352420-2003 using the corresponding methods.
Safety measures
It is prohibited to adjust the drive belt tensioning while engine works.
It is prohibited to connect and disconnect the plug connectors and alternator plus lead with
engine operating and storage batteries being ON, to start the engine with alternator plus lead being
disconnected.
7-38
Running repairs
1 If any faults in alternator operation, be sure to perform the following:
1.1 Prior removing the alternator from engine, to do the following:
) to test the operability of on-board power system and truck instruments, the tightening of
threaded joints, the tensioning of alternator drive belt. If need be, to test the operability of indicators
comparing them with those which are known OK.
) with engine dead, to engage the ignition key and measure the voltage drop between alter-
nator terminals «+» and « », it determines the excess of adjustable voltage over the rated one and
should not be more than 0,3 V.
) to check the circuit resistance measured between lead from alternator terminal «D» and
truck “ground”. The resistance is to be at least 20 ohm.
) to check the circuit resistance measured between lead from alternator terminal «W» and
) to check the circuit resistance measured between lead from alternator terminal « » and
If any deviations from values specified, to discover and eliminate the fault in truck power
system. Troubleshooting is pursuant to “Operation manual” for truck.
2 If any faults because of alternator failure, be sure to address to manufacturer or specialized
service centers to clear out the causes and to repair.
3 The alternator assembly scheme and its parts positions are shown in Fi. 7-13.
How to use the power supply system
1. Do not depress the Electric Flame Unit knob while engine operates to prevent the failure of
voltage regulator.
2. During parking, to disconnect the storage batteries from power supply system having depressed
the battery remote-control knob. To depress the knob for short time (not more than for 2 sec.).
3. Do not disconnect the storage batteries with the help of switch while the engine operates.
4. When welding on a truck, to disconnect the storage batteries with the help of remote-control
switch and to remove all wires from alternator leads. The welder “ground” wire is to connect in
close proximity from weld joint.
5. Do not connect and disconnect the plug connectors and alternator plus lead with engine
operating and storage batteries being ON, to start the engine with alternator plus lead being dis-
connected.
6. Do not test the alternator for operability by means of shorting the alternator leads "+" or
" (" ") onto “ground” with the help of jumpers and between each other.
7. Do not connect the lead " " (" ") of brush holder with lead "+". Otherwise, voltage reg-
ulator may fail.
8. Do not test the circuits and separate wires for operability with the help of megaommeter
or lamp with supplied voltage of more than 26 V, with alternator working.
9. Do not test the rectifying unit from d.c. power source with voltage more than 24 V, from
a.c. source or without indicator to be series-connected with rectifying unit.
10. During storage batteries charging from outer source, be sure to disconnect them from on-
board power system to avoid the voltage regulator failure.
11. While washing the truck, to protect the alternator from water ingress.
STARTING AND PRE-STARTING SYSTEM
The starting and pre-starting system of KAMAZ truck includes the system of electric start,
the Electric Flame unit and pre-starting heater.
The system of electric start provides crankshaft cranking with speed required for starting.
7-39
7-40
Fig. 7-15. Engine start circuit K Z (EURO-2).
7-41
Fig. 7-16. Engine start circuits for vehicle Z (EURO-3) with instrument cluster «Alar ».
7-42
Fig. 7-17. Engine start circuits for vehicle Z (EURO-3) with instrument cluster « metek».
The main items of electric start system are as follows (Fig. 7-15, 7-16, 7-17):
starter ( 1);
starter control means (instruments-and-starter switch (S21), starter relay (K1);
electric power source (two storage batteries 6 -190 (G2, G3), in series connection);
outer-start socket 315 ( 35);
connection wires.
The operation procedure of system is as follows: with rotation of instruments-and-starter switch
key to the second hold-on position, its leads "30" and "50" close, and starter relay winding is con-
nected to battery.
The circuit of starter relay windings is closed by relay contacts. With current through the starter
relay windings, the armature is withdrawn to introduce the drive pinion into meshing with ring gear
of flywheel. As soon as the pinion is completely meshed, the contact disk of starter relay close the
power contacts with each other, with this, the starter electric motor is connected to battery voltage
and starts cranking the crankshaft of engine.
With steady engine operation achieved, the driver should release the key immediately and start-
er is OFF.
LIGHTING SYSTEM
The lighting system comprises the external and internal lighting appliances.
Internal lighting system
The system provides illumination of driver’s seat, of instruments, of truck cargo platform.
The main items of internal lighting system are as follows (Fig. 7-18, 7-19): cabin dome lamps
14, 15), glove box lamp ( 18), bunk dome lamp ( 19); hood lamp ( 27); portable lamp socket
( 31); instrument panel illumination lamps 1 – 4) and switch illumination lamps (S8 – S12,
S31); fuse clusters F2 and F3; cab dome switches (S10, S31); dashboard illumination switch with
rheostat R1.
The consumers of internal lighting system are connected into on-board power system in such
way that electric energy is supplied to them omitting the instruments-and starter switch. All circuits
are protected with fuses of 10 of clusters F2 and F3 type 13.
The cab domes 1.3714010 provide illumination of driver’s seat. They are mounted on cab
roof, inner side, their switches 3842.3710-02.09 are on dashboard panel.
Each dome comprises two lamps of grade 24-5 and 24-21, which are energized by separate
switches, thus, the cab illumination degree changes. The lamps of equal power in different domes are
connected in parallel way.
With simultaneous engagement of two switches, the cab illumination degree will be deter-
mined by light intensity of more powerful lamp. Also, with domes engagement, the pilot lamp of
corresponding switch S10 or S31 is energized as well. With this, current goes to lamp omitting the
switch resistor, and lamp brightness is maximum.
The portable lamp socket 31 (see Fig. 7-18) type 47 is arranged on l.h. panel of cabin.
The socket (through the single-contact X7) is connected to fuse cluster F3 and, through the fuse of
10 , to electric power source. The second lead of socket is connected with truck body by means of
separate wire.
7-43
7-44
Fig. 7-18. Internal lighting circuit diagram for vehicles Z (EURO-2).
7-45
Fig. 7-19. Internal lighting circuit diagram for vehicles Z (EURO-3).
The under-hood lamp model 308- (Fig. 7-20) is arranged under the cabin floor and is
used to illuminate the engine and the attached appliances during maintenance and repair. It com-
prises a body with holder 2 of lamp 1 type 24-21, a rotatable reflector 4 capable to change the
beam direction, a switch 3 arranged on a lamp body.
Fig. 7-20. Hood lamp Fig . 7-21. Glove box dome lamp
The hood lamp is connected to power source by a 10 A fuse of cluster F2 (see Fig. 7-18).
The glove box dome lamp 142- (Fig. 7-21) provides illumination of glove box in truck
cab. Switch 1 provides engagement and disengagement of dome lamp, the switch is arranged in a
plastic transparent body 2 of dome. Tubular lamp 3 type 24-5 is used in a dome of glove box.
The connection of dome lamp to on-board power system is similar to that of hood lamp (see Fig. 7-
18).
The construction and connection of bunk dome lamp 19 are similar to those of glove box
dome.
The instruments illumination switch R1 to engage the instruments illumination lamp and ad-
just its luminance is arranged on a dashboard panel.
The dashboard panel illumination is engaged with central light switch S7 (see Fig. 7-18, 7-
19) being shifted to the first position (in Fig. "0" designation), when front and rear marker lamps are
energized. All lamps of instruments’ and switches’ illumination are connected in parallel to each
other and to power source to provide their equal luminance and prevent the circuit break if any of
lamps dies.
The negative leads of consumers are connected with common “ground” of truck by separate
wires.
The light intensity of switch pilot lamps (S8 – S12, S31) is partial as current is supplied to
them through the switch resistors. The light intensity becomes complete only with connected con-
sumer engagement. Two diodes are mounted in each switch, the diodes prevent connection between
dashboard panel illumination circuit and a circuit to be energized by that very switch.
External lighting system
The system provides illumination of road ahead of truck to promote the safety road traffic.
The main items of external lighting system are as follows (Fig. 7-22, 7-23, 7-24): headlamps
5, 26), front direction indicators 2, 24), rear lamps 7, 20), nameplate lamps 34, 35),
fog lamps 1, 25), tail fog lamp ( 11), additional searchlights ( 4, 23), marker lamps 9, 16),
side marker lamps 38, 39), central light switch (S7), combined light switch (S22), relay 6, 7,
9, 10, 14, 26), fuse clusters F2 and F3 type 13, switches (S8, S9, S11).
7-46
7-47
Fig. 7-22. External lighting circuit diagram for vehicles Z (EURO-2).
7-48
Fig. 7-23. External lighting circuit diagram for vehicles Z (EURO-3) with instrument cluster «Alar ».
7-49
Fig. 7-24. External lighting circuit diagram for vehicles Z (EURO-3) with instrument cluster « metek».
The headlamps 5 and 26 illuminate the road ahead of truck in conditions of poor visibil-
ity, in order to increase the traffic safety. They are arranged in front panel of lamps.
Two front direction indicators 2 and 24 mark the truck dimensions and emit the light sig-
nal on turning. They are arranged on a panel of lamps.
One of applications of two tail lamps 7 and 20 is the marking of truck dimensions. The pe-
culiarity of tail lamp is that it is of three-purpose application: to mark the truck dimensions (middle
section, red), to signal the travel direction change (outer section, orange), to signal the braking (in-
ner section, red). As for marker lamps, one bulb 24-5 is used in each headlamp. The lamps are at-
tached to rear rail of cargo platform on brackets and are engaged simultaneously with front lamps.
The nameplate lamps 34, 35 are on l.h. side of rear rail of cargo platform, above the
number plate. The bulbs 24-5 are used.
The engagement of front and rear lamps and number plate lamps is with the help of central
light switch with shifting it to the first position (see Fig. 7-15 pos. S7 position "0").
Bear in mind that the lamp supply circuit is divided into two independent sections (for sides)
each of which is protected by its own fuse. This provides high reliability of system.
The minus lead of lamps (through the lamp body) is connected with truck body and further
with minus lead of storage battery.
The dipped beam engagement is also provided by central light switch S7 (see Fig. 7-22) with
shifting it to the second position, but with this, the current passes additionally through the combined
switch S22 with its lever being in position "0". With this, the front, rear marker lamps and number
plate lamps remain ON.
Keep in mind that dipped beam is engaged with the help of relay 9, the dipped beam cir-
cuit of each lamp is protected by a fuse.
The main beam engagement is provided by combined switch S22, with central light switch
S7 being shifted it to the second position. With this, the front, rear marker lamps and number plate
lamps remain ON, while the dipped beam is disengaged.
Bear in mind that main beam is engaged with the help of relay 10, the main beam circuit of
each lamp is protected by a fuse.
The fog lamps 152- ( 1, 25) (Fig. 7-25) provide the road illumination in mist, rain
and snowfall. In mist, the dipped and main beams do not provide proper visibility for driver. The
light beams reflect from minute drops of mist, dissipate and create the milky-white glaze in front of
truck which dazzles the driver.
The fog lamps differ from common lamps by larger beam angle in horizontal plane and by
more distinct upper light-shadow margin line. Such light distribution is provided by corresponding
pattern of inner surface of diffuser with vertical cylindrical lenses and the screen in front of lamp.
The halogen bulbs 24-70 are used in fog lamps type 152- (Fig. 7-25). The follow-
ing symbols are used in lamp marking: – vehicular; – quartz envelope of bulb; – halogen
bulb; 24 – rated voltage; 70 – candle power, W. Fog lamps are secured by bracket 3 to vehicle cab
step-board (Fig. 7-26).
Fig. 7-25. Fog lamp 152- . 7-26. Fog lamp secure:

1 – fog lamp; 2 – adjusting nut; 3 – bracket; 4 – bolt to
secure fog lamp.
7-50
The truck is equipped also with tail fog lamp 11 with red diffuser. It is attached to a frame
rear cross member, left side. The tail fog lamp allows to increase twice the truck detection distance
in mist.
The fog lamps switch is arranged on a dashboard panel next to the tail fog lamp switch. The fog
lamps and tail lamp may be engaged only with central light switch S7 being shifted to the first or second
position (see Fig. 7-22).
The tail fog lamp may be engaged only with fog lamps being
ON.
The searchlight 171.3711 (Fig. 7-27) provides illumination
of terrain outside of zone being illuminated and main lamps. It is
prohibited for road illumination during truck driving.
The searchlight comprises a diffuser 1, a reflector 2, a socket
3 with bulb assembled in one body, bracket, bracket reinforcement
item, handle 4. The lamp is on front l.h. post of cab, in upper part.
The searchlight switch is arranged on a switch panel and has
two positions – hold-on (down) and hold-off (up). Fig. 7-27. Searchlight 171.3711:
To inspect and adjust the headlamp aiming
The procedure is performed with help of a screen. You need a level horizontal site for truck
and a special screen (Fig. 7-28, ). The line is marked at height of optical centers of lamp ele-
ments. The reference points may be drawn on a wall of a premise. The middle line of a screen
should match with truck centerline. The last one is to be drawn on a floor with paint or marked with
rail square to the screen.
To proceed with headlamp aiming as follows: the truck being with curb weight and normal
tire pressure is to be placed on a ground in front of a screen at distance of 7,5 m; to engage the
dipped beam; to close one of headlamps; using the adjusting screws (Fig. 7-29) to position the head-
lamp in such way that the upper margin line of light spot is in intersection of lines and I–I; to
adjust the second headlamp in a similar way. The inspection of light distribution for main beam is
not required.
Fog lamps aiming
Install the screen (see Fig. 7-28, ) at distance of 5 m from truck. To draw a horizontal line
on screen some 100 mm below the line level with the headlamp centerline. During fog lamps aim-
ing, the upper margin lines of light spots are to be on that horizontal line. To unscrew the adjusting
nut 2 (Fig. 7-26) and to rotate the lamp so as to achieve the correct position of light spot. To tighten
the nut 2 and inspect if aiming is proper.
Fig. 7-28. Screen for lamps aiming: Fig. 7-29. Headlamp:

– for headlamps; – for fog lamps; – hori- 1 – light vertical aiming screw; 2 - light horizontal aiming
zontal line of lamps centers; screw.
– middle line of screen;
I-I – vertical line of center of l.h. lamp;
II-II – vertical line of center of r.h. lamp.
7-51
LIGHT ALARM SYSTEM
Light alarm system (Fig. 7-31, 7-32, 7-33) serves for indicating the driver's intention to
make a turn or to apply the truck brake, if any trailer, and to inform the driver about engagement of
differential locks.
The light alarm system includes the direction indicators, brake signaling, reverse signaling,
train signals, differential lock signal means.
Direction indicators emit the intermittent light signals while turning or in emergency stop.
The main items if signaling system are as follows (Fig. 7-31, 7-32, 7-33):
signal lamps in front direction indicators 2, 24), in rear lamps 7, 20) and side repeaters
3, 30);
direction indicator interrupter V3;
direction indicators shifter (as a part of combined switch S22);
emergency light switch (S14).
The direction indicator is engaged with the help of combined switch S22, with instruments-
and-starter key being in working position. The intermittent glow of signal lamps is provided by
contact-transistor interrupter of direction indicators V3 to be arranged in signal lamp power circuit.
The pilot lamps indicate the operation of direction indicators (separately for truck and for trailer) in
pilot lamp cluster.
The side repeaters of direction indicators are ar-
ranged on l.h. and r.h. dismountable shields of cabin.
The side repeater (Fig. 7-30) comprises a plastic
base 1 into which the bulb socket 2 is mounted, the bulb
3 type A24-5, rubber gasket 4 and orange diffuser 5.
The direction indicator breaker type 3402.3777-
02 provides the intermittent light of signal lamps during
direction signaling and emergency stop, with frequency
of 90 ± 30 times/min.
The direction indicator breaker has two modes:
direction signaling and emergency stop signaling. The
Fig. 7-30. The side repeater of direction first mode is provided with engaged instruments-and-
indicators 101- . starter switch and direction indicators shifter and pro-
vides blinking of left and right signal lamps in accord
with shifter position.
The light alarm mode is engaged with the help of light alarm switch S14 (see Fig. 7-31).
With this, the signal lamps of truck and trailer are connected with breaker simultaneously, omitting
the instruments-and-starter switch and direction indicators shifter.
With light alarm mode engagement simultaneously with signal lamps, the lamp built into the
light alarm switch handle blinks to indicate that the lamp is ON. The pilot lamps of direction indica-
tors in pilot lamp cluster are not able to switch ON.
The trailer socket 33 serves for interconnecting the truck and trailer signal systems. The
truck is equipped with seven-contact trailer socket 300- on frame rear cross member, on a
bracket.
The stop signal system emits the light signal when brakes are applied, the system compris-
es the switch S5; the relay 5; the signal lamps 24-21 to be arranged in tail lamps 7, 20).
With brake pedal being depressed by a driver, the pedal upper arm displaces backward to re-
lease the switch S5 bar, which causes the contacts closure. With this, the relay 5 of stop signal sys-
tem comes to operation, and the signal means in tail lamps are ON.
7-52
7-53
Fig. 7-31. Light alarm system for vehicles Z (EURO-2).
7-54
Fig. 7-32. Light alarm system for vehicles Z (EURO-3) with instrument cluster «Alar ».
7-55
Fig. 7-33. Light alarm system for vehicles Z (EURO-3) with instrument cluster « metek».
The reversing signaling warns other drivers that reverse gear is engaged and the truck re-
verses or ready to reverse. The signal system comprises the reversing lamp 2112.3711-01 to be ar-
ranged under the l.h. tail lamp, and the reversing lamp switch 403 S1 to be arranged in gearbox.
The lamp is provided with white diffuser and bulb 24-21. The truck may be equipped with revers-
ing lamp 8 designed (besides the pointed above) to simplify the driver’s orientation while revers-
ing at night. The lamp is mounted on frame rear cross member and connected with switch S1 in a
similar way as the reversing lamp.
Train signal system informs other road users that long-length vehicle is oncoming. The sys-
tem comprises: 3 train lamps 101- ( 13), arranged on cab roof, and a train lamps’ switch
3812.3710-02.38 S12, arranged on a dashboard panel. The lamp construction is similar to that of
direction indicator side repeater (Fig. 7-30).
Differential lock signal means reminds the drivers that the inter-axle and (or) inter-wheel
differentials are locked which is not tolerable while driving in good road conditions.
The differential lock signal means comprises the following items: inter-wheel differential lock
pilot lamp switches S2, S3 (see Fig. 7-31), inter-axle differential lock pilot lamp switch S4, S36.
Fig. 7-31, 7-32, 7-33 shows the enabling circuit for inter-wheel differential lock, for this, the
switches S2 and S3 are used arranged on a switch panel.
The drive for inter-axle differential lock is of pneumatic type.
BRAKING WARNING SYSTEM
The braking warning system informs the driver about the emergency drop of pressure in
brake circuits.
The system scheme for vehicles Z (EURO-2) is shown in Fig. 7-34. Items of brake
warning system for vehicles Z (EURO-3) are shown in Fig. 7-38, 7-39.
The system comprises the pneumatic switches of indicators of pressure drop in brake circuits
I, II, III, IV ( 6, 5, 4, 13, correspondingly), indicators in cluster 1(EURO-2, Fig. 7-34) or in
cluster V28 (EURO-3, Fig. 7-38, 7-39), the switch of parking brake indicator 12. The stop signal
relay 5 also operates with this system, jointly.
Fig. 7-34 depicts the system in initial position, i.e. with engine dead and lack of air in a sys-
tem, the switch contacts are closed. After engine start, initially, the pilot lamps are ON, the relay-
indicator in central instrument cluster 4 emits sound of 200 Hz frequency.
With air pressure increase in brake circuits up to 480 – 520 kP (4,8 – 5,2 kgf/cm2), the
switch contacts open – the lamps and relay-indicator are OFF.
In a similar way, this system comes to operation with emergency pressure drop in any brake
circuit.
With parking brake applied, the contacts of switch 12 being in III circuit of air drive, close,
while the lamp-indicator in cluster H1 is energized (EURO-2, Fig. 7-34) or in cluster V28 (EURO-
3, Fig. 7-39). Simultaneously, through the relay 5 the circuit of lamps of tail brake signals closes.
Simultaneously with parking brake engagement, the braking signal relay 5 comes to opera-
tion, as the lead "86" of relay 5 winding is connected to truck body. The relay 5 operation causes
the lamps of tail braking signals lighting up. The lamps are ON until the switch 12 contacts are
closed and the instruments-and-starter switch is ON.
7-56
7-57
Fig. 7-34. Braking warning system for vehicles Z (EURO-2).
7-58
Fig. 7-35. Heating system, window washing and sound signaling system for vehicles Z.
HEATING SYSTEM, WINDOW WASHING AND WIPING,
SOUND SIGNALING SYSTEM
Heating system
The heating system supports the optimum temperatures in cabin when the ambient tempera-
ture changes.
The main items of heating system are as follows (Fig. 7-35):
heater electric motors 250 3, 4);
shifter for heater electric motors 147-04.11 S23;
fuse of 10 in cluster F3.
Z trucks are equipped with two heater electric motors 250-P. Such electric mo-
tors with permanent-magnet excitation are with net power of 40 W, shaft rotation speed of 3000
min-1, weight of 1,3 kg.
The permanent-magnet excitation of electric heaters simplifies their construction considera-
bly. Fig 7-36 shows the construction of such electric motor.
Voltage to electric motors is supplied omitting the instruments-and-starter switch through
the fuse of 10 . The electric motors operate in two modes depending upon the position of switch
which connects them in series or in parallel. With series connection, the electric motors operate
with small rotation speed, as half voltage of on-board power system is provided to each motor. With
parallel connection, the electric motors are supplied with full voltage of on-board power system and
operate with high rotation speed.
Fig. 7-36. Electric motor with permanent-magnet excitation:

1, 7 – bearing; 2 – permanent magnet; 3 – brush holder;
4 – brush; 5 – cross piece; 6 – collector; 8, 14 – covers; 9 – in-
duced coil; 10 – fastening plate; 11 – magnet fastening spring;
12 – armature; 13 – body; 15 – armature insulating plate.
With storage battery switch ON, the voltage is supplied to electric motor 3 (see Fig. 7-35).
With switch S23 shifted to the first position (in Fig. 7-35, it is indicated by digit 3), the elec-
tric motors 3 and 4 are switched ON in-series.
With switch S23 shifted to the second position (in Fig. 7-25, it is indicated by digit 2) the
electric motors 3 and 4 are switched ON in parallel way.
The electric motors supply air to cabin through the heater radiator. The radiator is connected
with engine cooling system by means of locking cock to be engaged by lever from a cabin. With
cock engagement, the electric motors supply pressurized warm air to cabin, and system works in
mode of heating. With radiator disengaged, the motors supply pressurized cold air to cabin, and sys-
tem operates in ventilation mode.
Window washing-and-wiping system
The window washing-and-wiping system (see Fig. 7-35) provides windscreen washing and
wiping in order to provide the road traffic safety.
The main items of system are as follows:
- wiper gear reducer ( 5);
electric washer ( 2);
wiper relay ( 18);
combined switch (S20);
7-59
The wiper system provides actuation of wiper blades in three modes, their stop and automat-
ic wiper engagement with windscreen washer actuated. The driver determines the wiper and washer
operation mode with the help of r.h. lever of combined switch (S20), which controls the wiper 18
relay operation.
The gear reducer converts the rotation movement of motor shaft into reciprocating move-
ment of wiper blades. The limit switch to place the blades with wiper disengagement, and a bi-
metallic fuse are built into the gear reducer. The gear reducer electric motor with permanent-magnet
excitation is provided with three blades: one “minus” and two “plus” ones. The on-board supply
voltage is supplied to “plus” blades through the wiper relay, while the “minus” blade is connected
to truck body (through the relay as well). With voltage supply to different “plus” blades, the various
rotation speed are provided by electric motor armature and, correspondingly, different operation
modes of wiper blades.
The wiper system operates independently of position of instruments-and-starter switch.
With combined switch S20 shifted to the first position, the reciprocating movement of wiper
blades with small speed is provided, while with shifting to the second position, the movement with
larger speed is provided.
With combined switch S20 shifted to the third position, the wiper intermittent mode with
small speed is provided.
With wiper disengaged by driver, the blades return to their initial position with the help of
limit switch of gear reducer. The state of switch contacts is shown for initial position of wiper
blades. With blades displacing, the contacts shift to another position. So, with combined switch S20
shifted to "0" position, the blades continue displacing until the initial position is achieved. When
blades approach their initial position (the low zone of windscreen), the contacts of limit switch re-
turn to their initial position, open the supply circuit of gear reducer, and wiper blades stop.
To actuate the wiper, be sure to shift the combined switch S20 into hold-on position desig-
nated by digit VI in Fig. 7-35, with this, the wiper low speed is actuated. The electric motor 2 ac-
tuates the pump which supplies the washing liquid along the elastic pipes to two jets and further on-
to a windscreen. With this, the voltage on lead 8" of wiper relay 18 provides its actuation, and
voltage appears on lead 6" of relay 18 to rotate the armature of electric motor 5 with low
speed and, correspondingly, the wiper blades to operate. With washer being disengaged, the wiper
does not stop immediately but after 2 – 4 complete wiping cycles.
Sound alarm system
The sound alarm system emits the acoustic signal to other road users to provide the traffic
safety and inform the driver about dangerous values of parameters of some systems.
The sound alarm system (see Fig. 7-35) comprises the following items:
-set of electric horns ( 9);
relay of horns ( 4);
buzzer in central block of instrument cluster;
fuse of 10 of fuse cluster F3.
The set of horns in installed under the cab on frame front cross member.
The horns are actuated by depressing the l.h. lever of combined switch (in direction of its axis)).
The sound alarm in instrument cluster emits the acoustic signal to inform about emergency
pressure drop in truck brake circuits, the inter-wheel differentials lock engagement and emergency
pressure drop in lubricating system and temperature increase in cooling system. The buzzer opera-
tion is presented in description of certain systems.
7-60
7-61
Fig. 7-37. The instrumentation system for vehicles Z (EURO-2).
7-62
Fig. 7-38. The instrumentation system for vehicles Z (EURO-3)with cluster «Alar ».
7-63
Fig. 7-39. The instrumentation system for vehicles Z (EURO-3)with cluster « metek».
INSTRUMENTATION SYSTEM
The instrumentation system serves for monitoring the operation modes of truck units and
systems and for determining the speed of vehicle.
The main items of instrumentation system are as follows (Fig. 7-37, 7-38, 7-39):
electronic speedometer indicator 16) (speedometer sensor ( 3) (EURO-2, Fig. 7-37));
electronic speedometer 2) (Fig.7-39, as a part of cluster (V28));
electronic tachometer 1) (Fig.7-39, as a part of cluster (V28));
instrument cluster 4)(EURO-2, Fig. 7-37), (V28) (EURO-3, Fig. 7-38, 7-39);
oil pressure gauge in engine lubricating system 8) – membrane type, with rheostat;
emergency oil pressure gauge 111- 9);
coolant temperature sensor 100- 10) – semi-conductor, with thermo resistor;
temperature indicator sensor in engine cooling system -111 11) – thermo-bimetallic;
fuel level gauge 407611-114 2) – lever type, with rheostat and fuel consumption pilot
lamp signaling device;
fuel level indicator shifter 147 (S26) (EURO-3, Fig. 7-38, 7-39);
fuse in cluster F3.
The alternator G1 operates jointly with instrumentation system.
All indicators and instrument cluster are grouped on the dashboard in the driver’s cab. The
gauges are mounted on chassis and engine units. The instrument cluster, speedometer and tachome-
ter are connected with truck body by means of separate wires. All instruments are in parallel con-
nection by means of instruments-and-starter switch and protected by fuse.
The connection to on-board harness and joint operation of indicators and sensors of instru-
mentation system on KAMAZ trucks are shown in Fig. 7-37, 7-38, 7-39.
Oil pressure gauge 370 ( 8) (Fig. 7-37, 7-38) is to
change the resistance in gauge circuit in accord with oil pres-
sure in engine lubricating system.
The gauge (Fig. 7-40) comprises the base with union
1. The membrane 2 is secured to a base with the help of steel
shoulder. The rheostat 3 with transfer device is mounted on a
shoulder, the pusher 8 is in the center of a membrane, the
rocker 6 with adjusting screw 7 is supported by a pusher. The
rocker acts upon the slider 4 of rheostat rotating it around the
axis. The spring 5 resists the slider displacement. To avoid the
pressure pulsations in controllable system, the nozzle with cal-
Fig. 7-40. Oil pressure gauge
ibrated orifice is pressed into the channel of union, the nozzle 370:
resists the oil flow and attenuates the pressure pulsations. 1 – union; 2 – membrane; 3 – rheostat;
With pressurized oil delivery to a gauge, the mem- 4 – slider; 5 – spring; 6 – rocker; 7 –
brane deflects and, through the transfer device, displaces the adjusting screw; 8 – pusher.
slider to a rheostat to decrease its resistance. With pressure
decrease, the membrane under its own elasticity returns to ini-
tial position.
Under action of return spring 5, the slider 4 is dis-
placed to increase the rheostat resistance. The rheostat is in-
sulated from a body. The slider is connected with a gauge
body and, with full stroke in pressure operation range, chang-
es the gauge resistance from 63 to 20 ohm to cause the change Fig. 7-41. Emergency oil pressure
gauge:
of oil pressure gauge pointer position in the way described for 1 – signal lamp; 2 – body; 3 – dia-
logo-meter indicator study. phragm; 4, 5 – contact plates; 6 –
spring; 7 – isolator; 8 – filter.
7-64
The emergency oil pressure gauge 111- 9) (Fig. 7-37, 7-38, 7-39) (Fig. 7-41) alerts the
driver of danger of engine failure with oil pressure decrease in lubricating system below the tolerable
value. With this, under force of balance spring, the contact plates 4 and 5 close to connect the pilot
lamp 1 into circuit, the pilot lamp being next to the oil pressure gauge. With oil pressure increase, the
diaphragm 3 compresses the spring and opens the contact plates – the pilot lamp is OFF.
The buzzer in central block of instrument cluster P4 comes to operation simultaneously with
emergency oil pressure pilot lamp.
The temperature gauge 100- 10) (Fig. 7-37, 7-38) serves to change the resistance in
a gauge circuit in accord with coolant temperature.
The sensitive element of thermo-resistive gauge is a semi-conductor thermal resistor, the pe-
culiarity of the latter is that the temperature change causes the considerable change of its resistance.
The dependence of temperature upon resistance is determined by material and dimensions of the
sensitive element. Fig. 7-42, shows the resistance-temperature relationship for thermal resistive
gauge 100- , Fig. 7-42, presents its construction.
Thermal resistive gauge is in the form of a brass
vessel with thread and hex screw to be screwed into
the point of measurement.
"The "tablet" of thermal resistor is pressed
against the base of vessel by means of spring which
simultaneously supplies voltage to a "tablet". Spring
is insulated from vessel walls by insulating sleeve, the
end of the latter is being connected with the gauge
lead. The inner chamber of vessel is leakage-proof, so,
the gauge construction is integral.
Fig. 7-42. Thermal resistive gauge 100- : With coolant temperature increase, the thermal
– construction; – resistance-temperature rela-
tionship; resistor resistance decreases, so, the current flow
1 – body; 2 – lead; 3 – spring; 4 – thermal resis- through the gauge and the indicator being in series
tor. connection increases.
With gauge resistance change, the temperature gauge indications change as well in the same
way as was described for the logo-meter gauge.
The temperature indicator sensor -111 11) (Fig. 7-37, 7-38) warns the driver about in-
tolerable increase of engine coolant temperature.
The main item of thermo-bimetallic sensor is a thin
double-layer plate (thermocouple) made of two layers of met-
als with different values of linear expansion temperature coef-
ficients; the layers being united by means of cladding. The
active layer is with greater linear expansion coefficient being
produced from Invar, while the passive layer with lesser linear
expansion coefficient is produced from chrome-nickel or mo- Fig. 7-43. Temperature indicator sen-
lybdenum steel. During heating, the bimetallic plate is bended sor -111:
toward the passive layer, the bending being greater with am- 1 – body; 2 – thermo-bimetallic plate; 3 –
bient temperature increase. With this, the contact pair closes, movable contact; 4 – immovable contact;
5 – contact plate.
in which the movable contact is secured on a plate end.
The construction of thermo-bimetallic sensor -111 is shown in Fig. 7-43. It comprises
the thermo-bimetallic plate 2 to control the contacts 3 and 4. The normal position of contacts is
open. With extreme temperature achieved, the plate bends and closes the contacts to energize the
pilot lamp in a driver’s cabin. Simultaneously with pilot lamp, another signal means is engaged to
emit the sound with frequency of 200 Hz.
7-65
The fuel level indicator sensor ( 2, 14) (Fig. 7-
37, 7-38, 7-39) informs the driver about fuel volume in a
tank and warns about fuel level decrease till the reserve
stock. The sensor is installed in a fuel tank, directly.
The sensor of rheostat type (Fig. 7-44) comes to
operation in accord with fuel volume in a tank. Depending
upon the fuel volume in a tank, the float position changes,
the float is connected with rheostat slider which changes
the resistance in a sensor circuit. With this, the indications
of fuel level indicator change as well in a way described
for logo-meter gauge.
The fuel level indicator sensor is provided with con-
Fig. 7-44. Fuel level indicator sensor of tacts which close with fuel level decrease to reserve stock
rheostat type:
1 – rheostat resistor; 2 – slider to cause the pilot lamp energizing, the lamp is in the in-
strument cluster. The sensor is with two wires to run to
instrument cluster: one wire is from sensor rheostat to in-
dicator logo-meter, the other is from sensor contacts to fuel
reserve pilot lamp.
Description of « metek» instrument cluster is presented in Appendix.
ELECTRIC EQUIPMENT MAINTENANCE

Maintenance in initial period of operation
Daily maintenance (Daily mnt.)
To inspect:
the condition of alternator drive belt;
the operation of lightening and light alarm means;
the operation of wipers and washer.
To eliminate troubles.
Maintenance after running-in period (Mnt.-1000)
To inspect:
the state and leakage-proof of heater -30 instruments and pipes;
the path of laying and reliability of attaching the harness;
proper installation of rubber boots on joint sockets of tail lamps, speedometer sensor;
density and electrolyte level in storage batteries;
operability of PTO engagement signal system;
the drain holes in storage batteries’ plugs.
To secure:
the storage battery box;
terminals of wires to batteries’ leads;
alternator, starter.
To adjust:
tension of alternator drive belt;
light beam aiming.
To grease the bearing of tension roller of alternator drive belt (if any grease cup).
7-66
Maintenance in basic period of operation
Daily maintenance (Daily mnt.)
Is similar to daily maintenance in initial period of operation.
Periodic maintenance (Mnt.-15000)
To inspect:
the state of fuses;
the condition of harness (reliability of wire secure, if any sagging, abrasion damage,
adhesion of dirt or ice);
voltage in power unit circuit at average crankshaft speed;
condition and reliability of attachment of connection sockets for storage battery
switch, speedometer drive, front and tail lamps, cables of front and tail lamps, switches of inter-
axle and inter-wheel differential locks signal means.
To secure wires to starter leads.
To adjust:
the tension of alternator drive belt;
the light beam aiming.
To top up to norm the electrolyte level in storage batteries.
To grease:
bearing of tension roller of alternator drive belt (if ant grease cup);
plug joints on a frame, the storage batteries’ leads.
During the second Mnt.-15000, to perform maintenance on a test rig and eliminate all troubles
in starter and alternator.
Additionally in autumn
To inspect the operability of a heating and glass blasting system.
To wash the channels and filters of magnetic valve, the heater fuel tank cock, the pre-
starting heater nozzle.
To secure the pump unit, the heat exchanger, the pipes, the pre-starting heater exhaust pipe.
To clean the electrodes of pre-starting heater plugs, the combustion chamber and heat ex-
changer gas channel, the electrodes of EFU plugs.
To drain summer fuel from EFU fuel pipes.
To check the operation of a pre-starting heater, to eliminate troubles.
7-67
ELECTRIC EQUIPMENT TROUBLESHOOTING
Trouble Remedy
Alternator
Noisy operation of the alternator
Excessive tension of drive belt. To adjust the drive belt tension.
The fan blades touch the bearings. To bend out the interfering fan blades.
The pulley secure is loose. To tighten the nut which secure the pulley on alternator
shaft.
The alternator bearings are damaged. To replace the bearings.
Turn-to-turn short circuit or ground to stator To replace the stator.
winding (the alternator warbles).
Diode breakdown in rectifier block To replace the rectifier block.
The alternator fails to deliver the charging current
Breaks of wires or contact loss in points of To find and eliminate the breakage, to tighten the attach-
joint, the loosen drive belt. ment nuts, to tighten the drive belt.
The alternator generates the voltage higher than the rated one
Poor contact of voltage regulator with body. To clean up the seating sites and tighten the screws.
Voltage regulator is faulty. To replace the voltage regulator.
Breakage of degaussing winding of energiz- To replace the energizing coil.
ing coil.
The alternator generates the voltage lower than the rated one
Drive belt slippage. To adjust the drive belt tensioning.
Voltage regulator is faulty. To change the voltage regulator.
Faulty diodes of rectifier of energizing coil. To replace the rectifier block.
Breakage or turn-to-turn short circuit in stator To change the alternator stator.
winding, ground to alternator body.
Ground fault of leads of alternator energizing To insulate the faulty section.
coil.
The alternator fails to develop gross power (without storage battery), decreases the voltage abruptly
with load increase,
(If any storage battery – the latter is undercharged consistently)
Voltage regulator is faulty. To change the voltage regulator.
One of diodes of rectifier block is faulty. To change the rectifier block.
The current fluctuations do not depend upon the electric energy consumers
Poor contact in energizing circuit To inspect the energizing circuit and reliability of connec-
tions in points of transient contacts.
Alternator does not form the signal for tachometer
(zero indications on a tachometer, but the storage battery is being charged)
The filter-shaper is faulty. To inspect the tachometer for operability, for this, to con-
nect with phase lead “W”, do not remove the alternator
from truck. If normal operation from “W terminal, to
change the filter-shaper.
Starter
Starter inoperative (headlamps not dimmed when starter is switched ON)
Short circuit or break in solenoid pull-in To change the relay
winding of starter relay
Break or poor contact in supply circuit To locate the fault and restore the proper contact
Hanging-up of brushes To take down the brush holder, remove the brushes and
7-68
eliminate the dust deposited
Starter relay is inoperative To change relay

Break in starter circuit To check and eliminate the break or change the starter
Starter fails to crank the engine (starter relay comes to operation)
Batteries are low To charge the batteries
Brush- and-commnutator assembly is soiled To clean the commutator and brushes of oil, dirt and cop-
or dirty per-graphite dust
Poor contact between starter frame and truck To ensure reliable contact
«ground
Wrong grade of oil To change oil
Armature keeps spinning with engine started up
Starter relay is faulty To change the relay
Welding of contacts of relay To change the relay
Starter relay fails to operate when starter is switched ON
Batteries are low To charge the batteries
Break in solenoid pull-in winding To change the starter relay
Instruments-and-starter switch is faulty To change switch
Break or short-circuit in winding of relay To change relay
Starter armature rotates but does not crank the engine
Flywheel rim or drive pinion teeth are broken To change the flywheel rim or drive
Starter is maladjusted To adjust the starter
Starter drive is faulty To change the drive
Relay clicks and drive pinion knocks against flywheel rim when starter is switched ON
Poor contact in starter relay circuit To inspect contacts, to eliminate trouble
Starter relay holding winding is faulty To change the starter relay
Faulty coil or contact joint of starter relay To change the relay
Drive pinions squeak when starter is switched ON
Cocked mounting of starter To mount the starter properly
Maladjustment of starter relay contacts To adjust the gap between pinion and thrust washer in
moment the starter is switched ON.
Drive pinion fails to mesh with flywheel rim (relay operates normally)
Burrs on end faces of flywheel rim or drive To eliminate burrs on flywheel rim or drive pinion teeth
pinion teeth
Butt faces of pinion or flywheel rim teeth are To change the flywheel rim or drive pinion
mutilated
Lighting equipment
Bulb does not glow
Filament is disturbed or burnt To change the bulb
Break in power supply circuit or fuse has To eliminate the break or short-circuit, to change the fus-
burnt. es.
Lack of contact in plug-and-socket connec- To restore the contact
tion
Switches are broken To remove the trouble or change the switch
Light of bulb is dim
Contacts are oxidized or fouled To dress the contacts or change the oxidized plugs
Diffuser or reflector is dirty To wipe the diffuser, to wash the reflector
Lamp bulb is dark due to sublimation of fil- To change the bulb
ament metal
Storage battery is discharged To charge the battery.
Excessive drop of voltage in circuit To check up the voltage drop. To eliminate the causes of
excessive voltage drop.
7-69
Light of bulb blinks spontaneously
Periodic loss of contact To restore the contact
Instruments
Instrument cluster
As power is turned on, the instrument pointer does not change its position
Faulty circuit breaker To change the circuit-breaker
Break in power circuit To eliminate the break
Deflection of pointer to the left from the zero mark
Break of wires from indicator to oil pressure To eliminate the break
gauge or cooling liquid temperature indicator
Faulty connection of wires to oil pressure To connect the wires in accord with connection scheme
gauge or cooling liquid temperature indicator
The wire or fuel level sensor are ground to To eliminate the short circuit
truck body
Deflection of pointer to the right from the zero mark
Short circuit of wire or lack of contact be- To eliminate the short circuit. To restore the contact
tween oil pressure gauge body or cooling
liquid temperature indicator with truck
“ground”.
Breakage of wire from gauge to fuel level To restore the circuit; to restore the contact
sensor or lack of contact between sensor and
truck body
Wrong connection of wires to leads of fuel To connect the wires in accord with connection scheme
level indicator
Abrupt fluctuations of pointer
Consistent losses of contact between indica- To restore the contact
tors and sensors and truck body
Loss of contact in plug joints To provide tight and clean plug joints
Fluctuations of speedometer pointer at small rotation speed, the pointer does not deflect
Break of phase wire inside an indicator To change the indicator
Break of phase wire inside a sensor To change the sensor
Horns
When turned on, horn gives no sound
Break of conductor To eliminate the break
No contact in power circuit or loss of contact To restore the contact
between horns and truck body
Fuses are blown due to short-circuit in power To clear the short-circuit
supply
Failure of horns relay To change the relay
Faulty horn To change the horn
Horns produce weak hoarse sound
Hors are maladjusted To adjust the horns
Jarring sound as horn is switched ON
Horn contacts has burnt To remove the horns, clean the contacts and adjust the
sound
Cocked armature catches the coil To align the armature and adjust the horn sound
Membrane has ruptured To change the horn
Horns got silent after short-time operation

Water or dirt in trumpets To clean the trumpets of dirt and water
7-70
The fault may be eliminated only after the faulty circuit discovery, the faulty circuit is re-
vealed by external evidences. While troubleshooting, adhere to a circuit diagram, observing the
certain sequence starting from inspection of the corresponding fuse.
During group fuse inspection, the consumers are to be energized one-by-one.
If any fuse has burnt-out because of short circuit, be sure to disconnect the consumer circuit
to be protected by that very fuse, to find and eliminate the cause of short circuit.
If alternator fails to generate the charging current after the engine had been started with av-
erage speed, with operable storage batteries and disconnected consumers, be sure to inspect and ad-
just the alternator drive belt tensioning, if needed.
If engine start with the help of starter has failed (after three attempts), be sure to inspect the
following: the starter supply circuit for operability, the engine fuel system for operability, the stor-
age batteries for degree of charging and operability.
During normal truck operation, the storage batteries are being charged from the alternator
set. If batteries are being discharged gradually or charged excessively and electrolyte begins to
“boil”, be sure to inspect the alternator set for operability.
The broken wire point may be located by the shunting method: to connect one end of an ad-
ditional wire to the positive terminal of the faulty power consumer, and the other end to the circuit
joints, working from the power consumer towards the power source; the faulty section is that one
parallel to which the additional wire is energized, if, with this, the power consumer starts operating.
If, during shunting the whole section of circuit, the consumer fails to operate, be sure to check up its
reliable connection with truck “ground” and the operability of the power consumer itself.
To connect the broken wires by twisting wire strands and soldering them, or else to change
the broken wires with new ones of the same length and cross-section; to insulate the repaired wire
junctions by means of insulating sleeves or using insulation tape.
The “grounding” is likely to occur in points where wires are attached with clips, at sharp,
metallic edges and near the bare wire lugs. If circuit breaker kicks out, look for the point of defect
in the circuit portion between the circuit breaker and power consumer.
7-71
SECTION 8. CAB
Cab is all-metal structure located over the engine, three- or two-seat, with one or two bunks,
depending upon vehicle model and configuration.
Depending upon vehicle model and configuration, cab may be on air suspension, also, the
cab hydraulic locks may be provided.
The cab has a shock-damping suspension giving reliable protection against road bumps. The
cab can be tilted forward to facilitate maintenance of engine. Two locks of lever type secure the cab
in working position.
Cab doors have roll-down glasses and ventilator glasses. Windshield glasses are of safe “tri-
plex” type. The electrically-driven device for windshield wiping and washing comprises the motor
with reduction gear, rods and brushes, tank with electric pump arranged in cab under the instrument
panel, pipes, jets and control buttons.
Optimal temperature conditions can be maintained in the cab throughout the year due to nat-
ural ventilation through the door windows, ventilation hatches in cab roof and cab heating system
(coupled with engine cooling system) featuring urged supply of warm air to driver's and passenger's
feet, to windshields and to door glasses. Warm air prevents icing of glasses.
Reliable multilayer heat and sound insulation of the cab and soft upholstery add to driver's
comfort. Driver's seat is adjustable ensuring optimal working conditions for driver. Safety belts are
arranged in a cab. Seats may be mounted on air suspension, seats are adjustable, equipped with
safety belts.
Special stream-lining facilities (such as cab side and roof fairings) provided for installation
on the cab reduce the aerodynamic drag, cut fuel consumption and keep the truck cleaner while
running on muddy roads.
The main parts of the cab are the body, doors, windows, seats, heat and sound insulation,
upholstery, lining panel, fenders, footboards, other equipment and fasteners.
Cab body
Cab body is the basic structural part of the cab; it serves for mounting all cab units and
equipment.
Cab body is an all-metal construction spot-welded of stamped panels assembled to assembly
items preliminarily: cab base, front part, two side panels, rear part and roof. All panels are made of
0.9... 1.2 mm thick sheet steel. Ribs are stamped in panels; the ribs and panel frames ensure the nec-
essary stiffness of panels.
The joints of panels and cab frame beams form the complex closed sections; the latter in
conjunction with panels and their frames constitute the stress skeleton of the cab, render it stiff and
robust.
Cab mounting
Cab is mounted on truck frame in four points through two front hinge supports and two rear
shock-damping supports with locking means.
8-1
Fig. 8-1. Front fastening, cab bal-
ancing mechanism and cab tilt
stop:
1 – floor panel; 2 - support bushing;
3 – torsion bar support; 4 – torsion
bar support axle; 5 – torsion bar lev-
er; 6 – stop stud; 7 – reinforcing lon-
gitudinal beam, r.h.; 8 – extension
peace; 9 – upper strut; 10, 20 – pin;
11 – lower strut; 12 – plate; 13 – cab
tilt stop clamp, upper; 14 – angle
piece; 15 – torsion bars; 16 – upper
pad; 17 – lower pad; 18 – bushing of
torsion bar; 19 – front fastening
support; 21 – bracket, lower, l.h.; 22
– reinforcing plate; 23 – cross-
member No. 1; 24 – oiler; 25 – side
member, r.h.; 26 – bracket, lower,
r.h.; 27 – upper bracket.
Front hinge supports (Fig. 8-1) consist of bottom brackets 21 and 26 bolted to truck frame
cross member No. 1 and upper brackets 27 fixed to cab floor cross-beam. The hinged joint of
brackets allows tilting the cab forward.
Upper brackets are provided with built-in rubber cushions, which damp vibrations relayed
from truck frame to cab via the front supports. Cab balancing torsion rods 15 are fixed to bottom
brackets of cab front fastening.
Cab shock absorber is similar in design to truck front suspension shock absorbers. Piston
speed being 0.25 m/s, shock absorber resistance force amounts to 94.2... 259 N (9.6... 26.4 kg f) - at
compression stroke, and to 895 - 1271 N (91.2... 129.6 kg f) - at rebound stroke).
Cab rear support (Fig. 8-2) is made integral with cab soft suspension and consists of two
longitudinal leaf springs 13 and two hydraulic telescopic shock absorbers 8; springs are secured to
rear mount brackets 16, which, in their turn, are rigidly fixed to frame side member 9; shock ab-
sorbers are fixed to bracket 17 - with bottom eye, and to spring holder 12 - with top eye. Spring
holder carries a locking means bracket 10; the locking means fixes the cab to this bracket. Down-
ward travel of cab is stopped by cushion 15 which is built into shock absorber.
The cab can be equipped with hydraulic locks (Fig. 8-3). In this case a hydraulic lock 3 is
secured to the spring holder, the lock fixes the pin 2 of bracket 1 of cab hydraulic lock.
At lowering of cab hydraulic locks are to latch. If even one of hydraulic locks does not latch a
pilot lamp located on the instrument panel lights up.
8-2
Fig. 8-2. Cab rear mounting: Fig. 8-3. Cab rear suspension with hydraulic lock:
1 – lock clamp; 2, 7 - cushion; 3 - gasket; 4 - spring bush- 1 – hydraulic lock bracket; 2 – pin; 3 – hydraulic lock; 4 –
ing; 5 – spring eye axle; 6 – support washer; 8 – shock hydraulic lock cable; 5 – spring holder; 6 – shock absorb-
absorber; 9 – frame side member; 10 – cab lock bracket; er; 7 – spring.
11 – safety clamp; 12 – spring holder; 13 – cab spring; 14
– spring gasket; 15 – clip; 16 – shock absorber bracket,
upper; 17 – bracket of cab rear mounting shock absorber.
Stiffness of rear and front air suspensions is adjusted automatically.
Fig. 8-4. Cab rear air suspension: Fig. 8-5. Cab front air suspension:
1 – cross member; 2 – cab floor framework; 3 – rear 1 – air element 2 – lever axis, front; 3 – lever axis, rear; 4
suspension bracket, upper; 4 – hydraulic lock; 5 – air – bracket of suspension lever, upper; 5 - bracket of sus-
element; 6 – rear suspension bracket, bottom. pension lever, rear; 6 – lever; 7 - stabilizer.
8-3
Cab tilt gear facilitates the cab tilting forward when servicing the engine; the mechanism
should ensure practically complete balancing of the cab in any inclined position.
The tilt gear consists of two interchangeable torsion bars 12 (Fig. 8-1) with their square ends
fixed in front support bottom brackets 1, and their splined ends loosely fitted in rubber bushings 13
of upper brackets. The splined ends carry interchangeable torsion bar levers 7 fixed by means of tie
bolts 2. Upper ends of levers thrust against bushings 9 of torsion bar supports 8.
With cab being in transport position, the torsion bars are twisted through 53°.
The cab can be tilted onto 41° and, if need be, onto 61° (for engine removal). To do this, re-
lease the extension of cab tilting stop.
Trucks feature cab raising and lowering gear (Fig. 8-6) with hydraulic drive and manual
control. The gear consists of hand pump 3, cylinder 8 of cab raising and lowering, oil tubes connect-
ing the pump and the cylinder. Vehicles without hydraulic locks do not have pipe union 17 and pipe
4.
Fig. 8-6. Cab raising and lowering gear:

1 – pump fastening bracket; 2 – pump fastening bolt; 3 – cab tilting gear pump; 4, 23 – plastic pipe; 5 – clamp; 6 – cab
lowering tube; 7 – pipe union; 8 – hydraulic cylinder; 9 – bolt 12 1,25; 10 – bracket; 11 – pin; 12, 22 – cab lifting
tube; 13 – splint 5 40; 14 – flat washer 24 42; 15 – bracket; 16 – nut 12 1,25; 17 – pipe union; 18 – bolt 12 1,25;
19 – divider fastening bracket; 20 – bolt 8; 21 - divider.
Cab lifting and lowering pump 40-506.900 (« company», Serbia) is mounted

on the bracket 1 that is secured with bolts 2 to truck frame r. h. side member (Fig. 8-4).
40-506.900
Table 8-1.
Pump type manual plunger pump , single
direct-acting
Max. pressure, M Pa (kgf/cm2) 25+1 (250+10)
Capacity, cm3 550
Delivery input per one pump cycle, m3 6,9
Pressure of engagement of safety valve, P (kgf/cm2) 180+30 (18+3)
It is possible to install a pump produced by “AVTO-LAND” technical characteristics of
which are similar to a KTC pump.
The pump is controlled via shifting the control valve in one of the two positions-
– (“RAISING-LOWERING”). The control valve is operated by the handle 4 (Fig.
8-7). Tire iron or tommy bar are used as a handle of pump drive shaft.
8-4
The drive shaft 2 features a hole 20 mm for tire iron or tommy T-bar from truck tool set.
Force applied to the handle at a distance of 600mm from drive shaft longitudinal axis at a pressure
of 20 M Pa(200 kgf/cm2) should not exceed 38kgf.
Service fluid level in the pump (cab is in transport position) is limited by a dipstick9 upper
mark (Fig. 8-7). Oil of type -10 . is used as service fluid.
Fig. 8-7. Cab raising and lowering gear pump:

1 – pump body; 2 – drive shaft; 3 – filling hole plug; 4 – control handle; 5 – control valve; 6 – pin; 7 – outlet holes; 8 –
attachment holes; 9 – feeler.
I – position « » (“CAB LOWERING AND
TRANSPORT POSITION”)
II – position « » (“CAB RAISING»).
Cab raising and lowering cylinder is of model 4310-5003010-20 (manufactured by
“NEFAZ co.”), 453198.214 (BZAGU, Republic of Belarus) or 4310-5003014-10 (of
«PPT», Serbia).
Cab raising stop is situated at cab r.h. side. The bottom post 11 of stop (Fig. 8-1) revolves
in bottom bracket 14 fixed to a plate 12 of truck frame r.h. side member. Upper post 9 is secured,
via extender, to upper bracket 13 fixed to a cab floor beam 7. With the cab raised, these two posts
function as stop and prevent spontaneous cab lowering. Accidental collapse of the stop is precluded
by safety stud 6 fitted between upper and bottom posts.
Cab lock gear (Fig. 8-8) fixes the cab to rear supports when in transport position, the gear
consists of two mechanical locks, the r.h. one being fitted with a safety hook.
The lock body 6 is secured to the rear beam and cab floor longitudinal beam. The lock han-
dle 5 revolves on body shaft 4. The hook 3 revolves on shaft pin. When the cab is being locked, the
body recess passes beyond the clamp 1 (Fig. 8-2) welded to bracket 10, which is fixed to spring
holder, while the hook 3 (Fig. 8-8) becomes engaged with the clamp. The hook construction allows
the lock body 6 pressing against the rubber cushion 2 (Fig. 8-8) with the help of spring 7, catches
the latch automatically.
To release the lock gear for tilting the cab, first, rotate the handles of both locks to shift them
from bottom onto yourself so that hook releases the clamp; then, to disengage the safety hook.
8-5
Fig. 8-8. Cab lock gear
1 – handle stop;
2 - clamp;
3 – hook of cab lock;
4 – shaft of hook;
5 – handle of lock;
6 – body of locking arrangement;
7 – spring;
8 – safety hook.
Trouble-shooting guide for cab tilting gear

Table 8-2.
Cause Remedy
Tight pump handle operating or full seizure of pump plunger. The system operation doesn't con-
form the position of control handles
Wrong connections of hoses' lugs. Inspect the system; connect the hoses' lugs in a
right way.
Contamination of jet or filter. To clean and wash the jet and the filter.
Water gets into working liquid, resulting in ice If there is ice, to heat up and clean the pump, to
plugs formation; use of non-recommended oil in the wash it with fresh oil, change oil in the pump. To
system. remove oil from the whole system completely, to
prime the system with oil recommended.
The pump operates (feed is available), but the cab doesn't raise (doesn't lower)
Failure of pump safety valve (doesn't provide the To remove the valve avoiding oil pouring from the
necessary pressure). cylinder or hose, to disassemble, clean, wash, to
adjust for necessary pressure (15-17 M Pa (150-170
kgf/cm2). It is admissible to reject the valve filters
without their change.
The pump doesn't operate (there is no feed), pump items are moving without jamming
Failure of pump suction valve (doesn't close at all or Screw out the plug take away spring and a ball of
closes not tightly). suction valve. Inspect visually the parts and valve
seat (inside the body). Clear the faults.
Oil leakage in fuel pipes joints, from under the corner plates and suction valve plug
The sealing parts are leaky, worn-out or damaged, To tighten the leaky joints; to inspect the sealing
thread is worn out. items, to change them, if need be.
Cab doors
The cab doors open forward, they are hinged to front post, the doors are locked with locking
arrangements. The door comprises outer and inner panels being spot-welded along the perimeter
and the window contour.
In a bottom part of inner panel, there’s a small hatch to drain water from the door, the hatch
is closed by polyethylene plug. In a middle part of inner panel, there are two hatches for mounting
and dismounting the window regulator, the glasses and locks of a door, the hatches are closed by
plastic panel. The plastic pocket for small items is attached to a bottom part of inner panel.
The door seal consists of two sealing items. The first one is sponge rubber seal glued to a
door inner panel all around the perimeter. When the door is closed, the edge of this seal is pressed
to the side stand. The second one is door aperture seal; it is made of flexible metal-reinforced rubber
profile fitted on door aperture flange; the sponge part of this seal in form of a tube is pressed to a
door inner panel.
8-6
The door is fixed to cab front post with two hinges. Each hinge consists of a two-eye and a
three-eye elements pivoted together. Two-eye hinge is welded to door inner panel; three-eye hinge
is fixed with four bolts to cab front post in which special floating plates are provided to adjust the
door hinges. Door stop limits the swinging of the door with opening and secures it in open position,
the door stop is an arched lever hinged to a door inner panel; the other end of lever carries a rubber
cushion and leaf springs which get engaged with a catch when door is fully open.
The door lock gear consists of lock, lock retainer, inner drive with handle and outside han-
dle with lock button. Door lock is of rotary type (Fig. 8-9) with a safety catch and button actuator,
door lock is fixed to door face with three screws. When outside handle button is depressed, the but-
ton rod depresses the lug 4 of latch; the latter swings and disengages from ratchet 2, the rotor 5 ro-
tates and the door opens.
Door inside handle is linked with the lock via control drive and rod 7. Drive body is fixed to
door inner panel with three screws. When handle is pulled up, the control arm rotates compressing
the springs 1 and rotates the lock rod lever 6 via rod 7, the lever rotates the latch 3, the ratchet 2, the
lock rotor 5.
When inside handle is pushed down, the spring retainer enters the lock rod lever recess and
secures this position of latch.
Fig. 8-9. Rotor-type door lock:

1 - springs; 2 - ratchet; 3 - latch; 4 - latch lug; 5 -
rotor; 6 - rod lever; 7 - rod.
If outside handle button is depressed now, the lock does not yield. If door is unlocked from
the inside, the lock safety catch is released by pulling the inside handle up.
The door may be locked from outside by means of a lock built into the outside handle lock
button. When the key is rotated, the lugs of lock-plate enter the recesses in handle and arrest the
button. However, in this case the door can be opened from the inside.
When door is closed, the lock rotor rotates and enters the retainer body which is fixed with
four screws to cab rear side post. Tight fitting of the door is ensured by two positions of the ratchet:
intermediate and fully closed.
Door windows are equipped with adjustable glasses and rotating air vents which are sepa-
rated by fixed posts. Door glasses are hardened and polished. Heat treatment provides additional
strength to the glass, and also renders it the property to break up into blunt small fragments. Adjust-
able door glasses slide up and down along guides fitted with rubber seals.
The bottom load-bearing edge of the glass is pressed into a holder with a rubber gasket. The
holder is secured on a glass regulator rope.
The rotating air vent swings on two shafts in window aperture. Bottom shaft and upper shaft
socket are screwed to the glass. Vent lock handle is secured to the glass similarly. To open the vent,
the handle should be rotated through 90°, which makes the handle tab come clear of lock core.
Door window regulator (see Fig. 8-10) with rope drive is fixed to door inner panel with six
screws. The r.h. and l.h. regulator mechanisms are interchangeable.
8-7
When regulator handle is rotated, the driving
gear rotates the drum 1 with a rope 3 coiled on it.
The rope shifting results in shifting of adjustable
glass holder secured on rope vertical branch.
Window regulator drive has a large trans-
mission ratio (9 or 10 revolutions of the handle to
bring the glass up or down), making it easy to shift
the glass. The force required to be applied to regu-
lator handle is approximately three times less than
the weight of the glass.
The glass is retained in any position due to
the retarding gear installed on drive shaft. The re-
tarding gear is designed to bear load of up to 75 kg
applied to glass in vertical direction.
Fig. 8-10. Rope-type window regulator:

1 – drum; 2 – shaft of drive; 3 – rope.
Windshield and cab rear windows
Cab windshield is of panoramic type, «triplex», three-layer (two polished glasses with a
transparent colorless plastic film in-between). The use of such kind of glass adds to the safety of
driver and passengers because in case of a shock the glass cracks, but the fragments do not get sepa-
rated from the plastic film.
Windshield is fixed in window aperture with a special rubber seal running along the perime-
ter. The cross-section and stiffness of the seal are matched in such a way as to ensure reliable hold-
ing of the glass and tight sealing of the joint. The seal fits tightly to the glass and to window aper-
ture all along the perimeter and is not permeable for water. Water tightness is increased by applying
a sealant to the joint between rubber seal, glass and window aperture all around the perimeter (or at
the bottom half of the outline).
Glasses are retained in the seal with seal flange and by means of a lock.
Both rear windows of the cab have hardened polished glasses.
Windshield wiping-washing gear (Fig. 8-11) includes the electric wiper and washer. They
are regulated by r.h. lever of combined switch and wiper relay. To actuate the pump of the wind-
shield washer, raise the lever of wiper shifter up and hold it in this position for maximum 10 s. With
this, fluid from tank is fed to jets, through which it is splashed to the windshields. Once being low-
ered, the lever resets its initial position.
To actuate the windshield wiper, shift the lever of wiper shifter to one of fixed positions.
When the lever is in first position, the geared motor 1 ensures 20... 45 double strokes of the levers
with the blades per minute. When being in second position - at least 45 strokes with the difference
between the first and second speeds of at least 15 double strokes per min, third position gives wiper
intermittent mode of operation.
When shifter is Off, the blades are laid automatically into initial position.
8-8
Fig. 8-11. Windshield wiper and washer:
1 – – bushing; 2 – bolt M6; 3 – spring washer; 5 – wiper; 6 – wiper drive; 7 – wiper lever; 8 – wiper brush; 9 – electric
motor with reduction gear.
Cab ventilation and heating

Cab ventilation is of the non-forced type, to be effected at the expense of the on-flowing
stream of air when the truck is in motion. Swinging vents and adjustable glasses in cab doors may
be used for ventilation, as well as special ventilation hatch in cab roof.
Cab roof ventilation hatch (Fig. 8-12) may be fixed in either of four positions providing for
delivery or exhaust ventilation.
8-9
Fig. 8-12. Roof ventilation hatch:
1 - hatch lid; 2-lever spring; 3-hatch lid lever; 4-movable lever roller; 5-lever stop; 6-hatch lid lining; 7-hatch handle;
8-hatch lid bracket; 9-hatch deflector; 10-hatch bracket; 11-hatch stiffener; 12-cab roof;
I-hatch closed position; II, III, IV-three hatch open positions.
Cab heating system (Fig. 8-13) is from engine cooling system; it ensures forced heated air
supply to windshield, door glasses, face and feet of the driver and passengers. Heater radiator 8 is
located in a recess of front panel outside the cab; two fans and air distributors are mounted inside
the cab on the front panel and covered with plastic casing.
Heater radiator is connected with engine cooling system. Hot coolant is supplied from cylin-
der block head to heater radiator through pipes and hoses 11, 16, 17 via heater cock 10 located on
front panel next to the radiator. Supply hose 11 delivers liquid to radiator bottom, via drain hose 12,
liquid enters the water pump suction cavity from radiator top. Heater cock 10 regulates the volume
of liquid entering the radiator from the engine cooling system; it is actuated by flexible cable from
top lever located on instrument panel. Extreme left position of the control lever corresponds to the
cock being shut. In this case, liquid is not supplied to a heater radiator - the cab heating system is
Off. By shifting the control lever rightwards, the volume of liquid supplied to heater radiator is in-
creased and heating of the cab is intensified.
If an ambient temperature is below zero, the heater control cock should not be shut com-
pletely so as to prevent freezing of the radiator; at lower temperatures, it is advisable to keep the
heater cock fully open.
Fig. 8-13. Cab heating and ventilation system

1-warm air distributor; 2-heating control drive; 3-windshield blast nozzle; 4-side window blast hose; 5-windshield blast
hose; 6-distributor l.h. flap control cable; 7-distributor r.h. flap control cable; 8-heater radiator; 9-heater cock cable; 10-
heater cock; 11-heater front supply hose; 12-heater return hose; 13-drain hose; 14-engine radiator; 15-drain cock; 16-
heater supply pipe; 17-heater middle supply hose; 18-water intake branch pipe; 19-electric motors; 20-ventilation hatch.
8-10
Heater efficiency depends on the temperature in engine cooling system. If it is less than plus
75 °C, the heater efficiency drops sharply.
Outside air reaches the heater radiator 8 through the cab front panel grid, gets heated and
forced by fans through air distributor and hoses 4, 5 to windshield blast nozzles 3, to rotary air dis-
tributors 1 on the instrument panel and, if air distributor flap is raised - to the legroom of driver and
passengers. Air blast distributors located on the instrument panel can be rotated all around in hori-
zontal plane through 360° allowing to direct the air flow on door windows, driver, passengers or,
additionally, on the windshield.
Flaps of air distributors are actuated through flexible cables by two bottom levers on heater
control board situated to the left of the driver. Bottom lever controls the l.h. air distributor, upper
lever - r.h. distributor. When control levers are set to extreme l.h. position, flaps are raised and air is
delivered to windshields, blast deflectors and legroom. When control levers are set to extreme r.h.
position, the flap closes orifice in bottom part of air distributors, air is delivered only to windshield
blast nozzles and deflectors on the instrument panel. Intermediate positions of control levers ensure
optimal distribution of air flows in the cab. The rate of air flow can be controlled by varying the
speed of heater fan motors 19. These are controlled with the upper left knob on a switch panel. The
knob may be set to one of three positions: fans OFF, 1st speed and 2nd speed. The on-stream of air
(when truck is in motion) is sufficient for heating purposes with ambient temperatures down to mi-
nus 10 °C. Therefore, fan motors should be switched ON with the maximum speed only at very low
temperatures; this measure not only ensures normal temperature conditions in the cab, but also in-
creases the service life of motors. In summer, the heater control cock is kept shut, and air flow into
the cab through the radiator should be stopped by fitting on the radiator cover.
Facing panel
Facing panel of the cab front is made raising to provide access to the cab’s heater, window
cleaning and washing facilities, electric equipment, pneumatic systems, as well as to cab’s front
supports etc.
Facing panel consists of two parts (upper and bottom) connected to each other with bolts. The
bottom part has grid for air supply to the radiator of engine cooling system. Both parts have rein-
forcement items for more stiffness. Upwards, the facing panel is fixed with bolts on two hinges to
the cab’s front. When raised, the facing panel is fixed with two telescopic stops consisting of post,
stirrup and catch fixing the stops when facing is raised.
When lowered, the facing panel is secured in place with two locks fixed to panel bottom sec-
tion. Locks catch the panel when it is depressed, and release with panel withdrawn onto yourself. If
panel cannot be locked properly in bottom position, be sure to adjust the mutual position of lock and
cores fixed on cab front by shifting them in the mounting holes; to bend the cores, if need be.
Unreliable fixture of stop when the facing panel is raised might be due to deformation of
thrust edge of retainer latch, which is riveted inside the prop. In this case, to straighten out the latch
edge and rivet the latch properly to the prop. Panel stops should fix the panel automatically when it
is raised, and disengage it when it is raised a little more and then eased down.
Cab seats
Driver’s seat (Fig. 8-14) is a single seat equipped with torsion rod damping mechanism and
a hydraulic shock absorber; it features adjustment of suspension rate, legroom and back rake ad-
justment. Damping mechanism incorporates a leaf torsion spring mounted in pipe 7. One end of tor-
sion rod is fixed dead, the other is connected with suspension rate control lever.
When swinging the control handle 2, a torsion rod is twisted or untwisted and the rate of
suspension either increases or decreases. To adjust the rate, occupy the driver’s seat, pull the control
handle 2 and rotate it around its axis so that the mark «+» or «-» comes to view. When truck moves
on rough ground, the oscillations of the seat are damped out by shock absorber 6 which is installed
behind the back of seat; one end of shock absorber is fixed to suspension base, the other - to a seat
8-11
framework cross-member. Shock absorber is of single-tube design, gas-filled, non-split. Rubber
cushions limit sagging of the seat. Seat suspension stroke is 88 mm. The suspension is designed for
driver’s weight from 491 to.1275 N (50… 130 kg f).
Fig. 8-14. Driver’s seat: Fig. 8-15. Passenger seat:

1 - cushion; 2 - seat suspension rate control handle; 3 - 1 – back rest; 2 – seat side wall; 3 - cushion.
back; 4 - seat side wall; 5 - rack lever; 6 - shock absorb-
er; 7 - torsion rod tube; 8 - seat framework; 9, 10 - sus-
pension hinge levers; 11- bottom guides; 12 - rack; 13 -
return spring; 14 - tie rod; 15 - lock; 16 -lock lever; 17 -
upper guides; 18, 20 - lever cross-members; 19 – base.
Shifting the upper guides 17 jointly with damping mechanism and seat along bottom guides
11, which are fixed to cab floor, effects the legroom adjustment of driver’s seat. The position of the
seat is fixed with lock 15 which can be engaged in any of ten fixed positions. When lock lever 16 is
depressed, it clears the corresponding recess in rack 12 and releases the seat. A spring is provided
for restoring the initial position of lock. Seat longitudinal travel equals 135 mm.
Driver’s seat back rake can be adjusted by choosing one of three fixed positions of the back:
inclined through 9, 14 or 19° from the vertical. Seat back position is fixed due to back bracket lugs
engaging the recesses of racks at both sides of seat back. When the rack lever 5 is depressed, the
back becomes released and may be fixed in another position. Driver’s seat cushion 1 and back 8 are
made of rubber latex or molded polyurethane foam, 50… 70 mm thick, housed in a bowl-shaped
sheet steel base. Seat and back upholstery can be either stamped of artificial leather or cross stitched
cloth. Upholstery is fixed to base flange with spring clamps.
Driver’s seat is installed in recesses in cab floor and fixed with bolts (welded to bottom
guides 11) and self-locking nuts outside the cab.
Middle passenger’s seat is without suspension and is not adjustable. Middle seat cushion
(unified with driver’s seat) is secured to a rigid base, while back, also unified with driver’s seat, is
hinged forward to provide access to a bunk. In upper position, the back is held by two cylindrical
springs. Seat is secured to a floor by four bolts welded to seat base.
R.h. passenger’s seat (Fig. 8-15) is located on a toolbox. It can be hinged forward to give
access to the toolbox. Further, backrest with cushion can be hinged to driver’s side.
Prior tilting the upper bunk in cabs equipped with driver’s seat with a headrest, be sure to
take (remove) the last out of seat back.
8-12
If any middle seat with a headrest, be sure to take (remove) the last out of seat back when
folding the back.
«RIAT» seats may be installed in a cab.
Depending upon vehicle configuration, the cab may be equipped with seats on air suspension.
Cab accessories
Cabs are equipped with safety belts with locking means. Safety belts should not be disas-
sembled. In case of dirty straps, clean them by soft soapy solution.
If belt is substantially damaged (straps are worn out, cut, retraction device is faulty) and if
belt was under critical load in accident, it should be replaced onto the belt of the same model.
Set of rear view mirrors (Fig. 8-16)
consists of four mirrors: two rear view mirrors, a
wide-view mirror and side view mirror. Addi-
tionally, the front-view mirror and the second
wide-view mirror may be provided.
The mirrors are mounted outside the cab
and fixed to door outer panel. One rear view mir-
ror is mounted on an arc-holder to the left. One
rear view mirror and a mirror with wide radius of
view are mounted on the holder to the right. The
side view mirror is fixed to the right above the
drop-sided window on a separate bracket, it
gives driver the visibility of a road at the right
front wheel.
Rear view mirrors and wide-view mirror
can swing relative to holder about both vertical
and horizontal axles. A special spring retainer in
Fig. 8-16. Rear view mirrors: the bracket secures mirror holder in working po-
1 – rear view mirror holder; 2 - rear view mirror; 3 – sition. The holder mounted on a bracket shaft
rear wide-view mirror; 4 – front-view mirror; 5 – front- may be shifted closely to the door.
view mirror holder; 6 – side view mirror. Side view mirror is mounted on a ball and
socket hinge, it has a wide range of adjustment.
Mirrors are convex, polished and coated with
aluminum amalgam.
Sun visors (Fig. 8-17) are mounted above the windshields by means of special clamp plates
5 with friction inserts 8. The clamps are secured to lower part of over-window shelf 1 (Fig. 8-18)
with the help of screws 2.
Fig. 8-17. Sun visor:

1 – sun visor with lining; 2 – holder; 3 - clamp; 4 – screw; 5 – washer; 6 – body; 7 – holder plate; 8 – holder insert; 9 –
washer; 10 – screw 8.
8-13
Visor holders 2 (Fig. 8-17) may be secured in bodies 6 with inserts 8 with the help of screws
10; the visor rotates relative to the holder occupying a suitable position.
The effort required for rotating the visor should be about 29.44 N (3 kg f). To adjust this
force, you should tighten the adjusting screw on holder hold-down plate and in visor-to-holder
joints by a screwdriver.
Sun visors are injury-proof being made of polyurethane-foam plate with soft lining manu-
factured from polyvinyl chloride.
Fig. 8-18. Over-window shelf:

1 – over-window shelf, assy.; 2 – screw 4; 3 – sun visor; 4 – screw 4 with spring washer;
5 – speaker attachment bracket; 6 – plug (for speaker attachment).
Instrument panel is an all-metal welded structure. Special rubber shaping strips are provid-
ed for safety at the top and bottom of panel face. The panel face is divided into three sections: the
left section is the dashboard, it is hinged at the bottom and fixed with two screws at the top. The
central section is the switch panel with an ashtray; this panel is also hinged and secured upright with
a spring retainer. The right section of panel is the glove compartment. Hand rails and decorative
plastic lining are fixed at both sides of the instrument panel.
Plastic glove compartment is fixed on instrument panel by means of special metal posts
and screws. Metal cover of the compartment is hinged and kept in upright closed position by means
of a spring retainer mechanism. The same mechanism secures the cover in hinged-open position.
Instrument panel of «IKAR LTD» is assembled of some parts, being attached onto metal-
lic framework, composed of horizontal upper section, main section with orifices for mounting the
surface-mounted components: panel for instrument cluster, switch panel, electric instruments’
doors, glove box door.
Instrument panel is made of glass fiber filled hard plastic covered with PVC porous-solid
film. The surface-mounted components for instrument cluster and switch panel are made of glass
fiber filled hard PU foam plastic Baydur of «Bayer», Germany.
The instrument panel is characterized by the following:
- three separate zones: driver’s zone for instrument cluster and upper sun visor, middle zone
with console, place for equipment to separate the base horizontal line of panel, being protruded over
its surface, and passenger zone in which the glove box door is disposed;
- availability of sites (to the left and to the right of panel) for adjustable deflectors of ventila-
tion system;
- availability of control switches and buttons in the bottom, to the left, in driver’s zone.
8-14
Cab heat-and-sound insulation and upholstery
The vibration-damping sheet gaskets are glued to the inside of cab panels for efficient damp-
ing of vibration and sound coming from the running engine and the road; the molded front and rear
mattings made of PU foam with autoline coating are placed on gaskets.
The cab is insulated against high temperatures of engine by covering the floor (from below)
with heat-and-noise insulation composed of wire framework with heat-reflecting bottom surface.
The heat insulation layer is pressed to the floor with clamps. To remove the heat insulation, be sure
to unbend the nibs pressing the framework to the floor.
Heat-and-noise insulation of the cab front part is made of multiplayer corrugated cardboard
lined with watertight board; it is fixed to the front panel with rubber clasps.
Heat-and-noise insulation of side walls, rear wall and roof is made of super-thin glass fibre
boards glued to the panels in one or two layers. They are covered with soft upholstery made of per-
forated artificial leather, with a 5 mm thick layer of polyurethane foam underneath; this insulation is
glued to lining structure consisting of perforated fiber board. The upholstery is fixed to panel rein-
forcing members or to special clamps by means of polyethylene clasps.
Cab fairing
Truck fairing includes the following assembly items: mudguards, rear mudguard, front and
rear fenders, wheel mudguards, footboards, various stream-lining facilities.
Each of front fenders consists of two parts (front and rear) and a front mudguard, all at-
tached to the cab with M8 bolts. Rubber flaps are fixed to fender rear part and to mudguard which
separates engine from wheel.
Cab footboards. Upper footboard is fixed to footboard panel and to front part of fender, the
bottom footboard is fixed to the beam of towing yoke (through the support), and to the first cross
member by rear support.
Stream-lining devices are provided to promote fairing properties, to reduce air drag and to
prevent mud splashing on the cab when truck runs on muddy roads.
Side fairings are attached to cab front panel in four points.
Maintenance
The torsion rods adjustment
To adjust the torsion rod twist angle when excessive effort is required for tilting the cab or,
on the contrary, for restoring its initial position.
Adjustment implies increasing or decreasing the torsion rod twist angle by shifting levers 5
(see Fig. 8-1) of torsion rods on the splined ends of torsion rods 15.
Shifting the lever over one spline changes the torsion rod twist angle by 7° 30'. Besides, ad-
ditional adjustment may be effected by re-setting the shaft with bushing 2 of torsion rod lever sup-
port 3. There are two holes in torsion rod lever support; when bushing 2 is re-set from one hole to
another the twist angle is changed by 3°45'.
The punch marks are provided on the faces of torsion rod splined ends and on levers to facil-
itate the mutual adjustment. When new torsion rods are mounted in a three-seater, the marks on tor-
sion rods and levers should be aligned, as a rule, the bushings in torsion rod lever supports occupy-
ing the bottom position. When new torsion rods are mounted in a cab with a bunk, the torsion rod
levers should be shifted through one spline to the side of twisting relative to marks on torsion ends.
To adjust the twist angle of torsion rods, be sure to tilt the cab through an angle of 61° (see
below) to relieve the torsion rods of load. If torsion rod support bushings 2 are to be reset to in-
crease the twist angle, to relocate the bushings from upper holes into bottom ones; if twist angle is
to be decreased - do the opposite.
If the twist angle is to be adjusted by resetting the torsion rod levers, first, to release the tie
bolt nuts, then, to reset the levers through the required number of splines (shift forward, i.e. towards
the tilted cab for increasing the twist angle). Then, to retighten the tie bolt nuts.
8-15
Make sure that both levers are re-set through an equal number of splines relative to the
marks, and that lever support shafts are in identical positions; otherwise, premature wear of torsion
rods will take place.
Tilting the cab onto 61° is necessary to get better access to power unit, particularly when
taking down the engine.
Prior tilting the cab to 61°, to take off the lamp panel and headlamps, and raise the cab front
panel. Then, to release the extension of cab tilt stop having pulled the pin out of clamp 13 (see Fig.
8-1), and tilt the cab as far as the length of the extended stop allows.
During windshield wipers maintenance, to inspect their operability. To pay attention to
the uniformity of operation of windshield wipers, how the blades are placed in the initial position,
that they stick to glass uniformly and that glass is cleaned properly.
Avoid rotating the wiper levers by hand, because they will become displaced in this case,
and will knock against windshield seal subsequently. Also, to avoid raising the levers to maximum,
because the lever spring might become overstressed.
When trucks are kept outdoors in winter, to remove the wiper blades, otherwise they might
freeze to the glass, and rubber might deteriorate quickly. In winter, before starting the wipers, to
switch ON cab heater first to remove frost and ice off the glass.
If truck is left outdoors for a prolonged standstill in hot weather, to remove the wiper blades
to prevent cranking of the rubber. It is a good practice to pull pieces of a suitable rubber tube on
free ends of levers to prevent scratching of windshield glass. It is recommended to wash the wiper
blades and windshield glass with a degreasing solution from time to time.
Avoid wipers operation if there is dry dust or dirt on the glass.
To inspect the windshield washer operation; if need be, to clean the nozzles. To clean the
nozzle, be sure to undo the clamping screw and remove the nozzle ring.
To fill the tank with special fluid grade NIISS-4 diluted with water; pour fluid through a fil-
ter. To adjust the direction of fluid jet by rotating the clamping ring at the side of nozzle head. For
this purpose, to release the screw, rotate the clamping ring with slit so that the jet lands in the upper
part of the sector circumscribed by wiper blade. To retighten the screw to secure this position of the
ring.
When maintaining the cab heater for winterization, to inspect the state of radiator, pipe-
lines and hoses; to check the rotating effort for heater radiator cock 10 (see Fig. 8-13). If cock plug
is hard to rotate (an effort exceeding 14.7 N or 1.5 kg f is to be applied to cock lever), to disassem-
ble the cock, for this purpose, to unscrew and take out the cock control cable, to undo the nut which
secures the cock lever, to take down the lever, to screw out the bushing and take out the cock plug.
To remove scale from the clearance holes and from the plug, to inspect the seal and wash the cock.
To apply grease of grade M3-10 onto the plug surface. To reassemble the cock in reverse order.
When fixing the cock control cable, see that heater cock control lever occupies the extreme r.h. po-
sition (“open”), and that cock 10 lever is set to position OTKP TO (“OPEN”), i. e. rotated clock-
wise to the stop.
If water is used in engine cooling system as coolant, to drain it out of engine cooling system
and cab heating system at the end of work. For draining water, to open the drain cock 15 on heater
supply pipelines. Note that in this case the cab should be lowered, i. e. in transport position, other-
wise, a portion of liquid will remain in the sagging part of supply hose 17.
See that with the cab in bottom position the hose 17 does not sag. If this hose sags, to loosen
the hose clamp on pipe 16 next to drain cock and fit the hose further on the pipe, then, to tighten up
the clamp.
If drain cock becomes clogged or excessively tight, be sure to take it apart by removing the
lock ring out of the body under the handle and pulling out the plug. To wash the component items,
to clean them of scale, to apply grease of grade CIATIM-201.
8-16
Additionally, to inspect the following:
- condition of paint coating; to retouch if need be;
- condition and fastening of fenders, foot-boards and mudguards;
- operability of driver's seat shock absorbing gear, legroom and seat back rake adjusting mech-
anisms;
- operability of heating system and windshield blasting.
To remedy troubles, if any.
To change the worn-out items of door se.
Repair
To take down the cab:
- to raise the cab front facing panel:
- to disconnect the plug-and-socket connector of side lamps;
- to screw out the headlamp panel fastening bolts and take down the panel;
- to disconnect the plug-and-socket connectors of r.h. and l.h. bunches of conductors;
- to disconnect the fuel supply control rod;
- to disconnect the hydraulic hose of clutch pneumatic hydraulic servo unit and drain fluid out
of hydraulic drive;
- let air out of receivers of circuits and disconnect all air hoses mounted on brackets on cab
front panel;
- to uncotter and undo the nut of steering cardan shaft wedge; to drive out the wedge using a
soft metal drift rod;
- to disconnect the steering cardan shaft;
- to shut the cab heater and disconnect the coolant supply and drain hose;
- to remove the locking washers from r.h. and l.h. pins of cab support front brackets;
- to open the locking means on left and right sides, to release the safety hook and tilt the cab
onto 41°;
- to uncotter and take out the pin of cab tilt stop located on cab bracket;
- to check the cab and tilt it through 61°;
- to unscrew the tie bolts and take down the torsion rod levers;
- to open the cab doors;
- to provide an overhead hoist and hoist up the cab by the upper flanges of door apertures;
- with cab hoisted, to uncotter and remove the pin of cab check (stop) bottom post;
- to lower the cab carefully to the initial position;
- to lift the cab with the overhead hoist to unload the cab front supports’ shaft; take the
shafts out of r.h. and l.h. brackets;
- to carry the cab over to a trestle using the hoist.
Front mountings removal is to be proceeded once the cab is taken down. To remove the
upper and bottom brackets, be sure to screw out the bolts holding them to frame and to cab floor
crossbeam. The upper brackets are fixed to cab floor panel.
When mounting the bottom brackets, take care to align the holes of both brackets; tighten up
the upper bracket bolts finally after fitting them in bottom brackets and connecting them with shafts
20, do this while the cab is suspended and front mountings are not loaded.
Removing and installing the cab doors. To remove the cab door, be sure to uncotter the
pin connecting the door stop with bracket on door inside panel, then, to screw out the bolts which
hold the door hinges to cab front post.
Prior remounting the door, install the door lock and lock retainer. To engage the door lock
in its second fixed position, then, to tighten up bolts holding the hinge to cab post. To prevent fric-
tion between lock wedge and retainer block, place 1... 1.5 mm thick gasket (preferably, a polyeth-
8-17
ylene one) in retainer slot; remove this gasket after tightening up the door hinge bolts. Check that
the gap between door aperture and the door itself is uniform all over and measures within 6... 10 mm).
Removing the hatch lid of door inside panel. The hatch lid should be removed when ac-
cess is necessary to door gears, when removing the lock and window regulator, changing the door
glasses, etc.
For this purpose, to remove the inside handles of door lock and window regulator by press-
ing polyethylene escutcheon 6 under the handle and pulling out the pin. Next, to undo the hatch lid
screws and remove the lid.
To remove the door lock through the door inside panel hatch:
- to remove the hatch lid;
- to unscrew three bolts of drive fixture. Rotate the linkage to uncouple it from control rod
and pull it out through the hatch;
- to drive out the lock fastening screws of door edge face and pull the lock out through the
hatch.
To re-install the door lock in reverse order. To apply grease Litol-24 to all rubbing surfaces
of lock and springs during assembly.
To remove the lock retainer, turn out the screws which fix it to cab rear side post.
If lock button of door outside handle is faulty, take off the outside handle and remove the lock
button. To take off the outside handle, drive out two screws which hold it, gaining access through the
door inside panel hatch. Be sure to fit the lock button seal in place, when reinstalling the button.
To remove the window regulator through the door inside panel hatch:
- to take off the hatch lid;
- using the window regulator handle, to shift the glass to such position in which its holder faces
the hatch;
- to remove the clamping plank through the hatch by screwing off the fastening bolts;
- to drive out the regulator fastening screws;
- to remove the regulator through the hatch.
When reassembling the regulator, to apply grease Litol-24 to all rubbing surfaces.
To remove the door drop glass, proceed as follows:
- to take off the door hatch lid;
- to take out the window regulator;
- to drive out the screws of detachable seal holder (under the door pocket) and disengage it
from main glass holder; then, to disconnect the detachable seal holder from the door seal and pull it
out through the hatch;
- to take out rubber buffer of glass bottom stop through the hatch;
- to take hold of the glass, ease it down, tilt it and shift it forward to bring it opposite the hatch;
- to remove glass out through the hatch.
To remove and adjust the ventilator glass. The bottom shaft spring holder retains the venti-
lator glass in any position, even when head wind is strong. Spring holder screw may be used for ad-
justing the easy rotation of ventilator glass and its reliable fixture in any position by means of a
screwdriver (through the holes under the bottom shaft of a ventilator glass). Using a screwdriver, to
tighten or ease the holder adjusting screw.
To remove the ventilator glass, drive out the holder screw and the top shaft fastening screws.
Then, while shifting up, to raise the glass to take the bottom shaft out of holder and weather-strip.
To remove and reinstall the windshield and rear windows, proceed as follows:
- to remove the wiper levers;
- to remove the metal lining off the joint of weather-seal finish strip; pull out the weather-strip
finish strip all over the window perimeter;
8-18
- to press the upper corners of glass with hands from inside the cab to push the weather-strip out
of aperture flange; by bending over the weather-strip edge, to take the glass and weather-strip out;
- to clean the weather-strip of old sealant. To reinstall the glasses, proceed as follows:
- to apply fresh sealant into weather-strip groove;
- by bending the weather-strip edges, fit the glass in (this is easy if weather-strip is placed flat
on a table, face up);
- fit in the weather-seal finish strip so that its butt joint is at glass bottom; fit the metal strap
over the joint;
- fit the rubber locking means of window central post in place;
- fit a strong cord or string inside the weather-seal groove (the one to be fitted on window aper-
ture flange) so that cord ends are at the bottom part of weather-seal;
- to place glass together with weather-seal in windshield aperture, pressing them to the flange
from outside;
- take hold of one of cord ends; pull smoothly the other end forcing the weather-seal flange over
the window aperture flange; use a screwdriver to facilitate the job;
- to clean off excess sealant from glasses and window;
- to place the windshield wiper levers.
To improve water-tightness of the glass joint, apply rubber glue between weather-seal edge
and glass along bottom half of the perimeter.
To mount the roof ventilation hatch lid:
- place the hatch lid 1 (see Fig. 8-12) over the roof opening;
- raise the front of lid (from inside or outside) and fit levers 3 into eyes of brackets 8 and 10 (fit
the movable roller 4 into eyes of brackets 8); then, lower the hatch lid;
- raise the rear part of hatch lid from outside, shifting it a bit forward, and fit the rear levers 3 in
place using a screwdriver.
If ventilation hatch lid levers 3 become loose or disengaged, straighten out the brackets 8
against which the rollers of lid levers butt.
To remove the cab heater fans, drive out the screws which hold the fan casing (see Fig. 8-13)
and disconnect the terminals of electric motor 19. Then, to undo the screws which fix the rubberized
metal flange of electric motor to fan scroll; take the motor out together with fan impeller. Undo the
screw holding the impeller on motor shaft and take the impeller off.
When reinstalling the fan, be sure to connect the motor leads with wires to make the l.h. fan
impeller revolve clockwise and r.h. fan impeller - counterclockwise, if viewed from the cab. For
this purpose, to connect the black lead of l.h. fan motor with green wire of the bunch, and the red
lead - with “ground” wire. For r.h. fan motor, the connection is opposite: red lead - with green wire
of the bunch, and black lead - with “ground” wire.
If type M 226 non-reversible motors are used, be sure to differentiate left–rotation and
right-rotation motors, mount the left-rotation motor M 226B to drive the l.h. fan, and right-rotation
motor M 226K - to drive the r.h. fan. In this case, to connect the green wire of the bunch to motor
cover terminal running parallel to cover plane; to connect the “ground” wire to motor cover termi-
nal running parallel to motor shaft rotation axis.
To remove the heater drive, take down the handles of control levers, having turned out their
fastening screws; then, undo the screws fixing the drive to board under the instrument panel, re-
move the scale and the drive. Undo screws of control cable sheathing clamps, uncotter and remove
the control cables. To take down the levers, undo the nut which secures the lever shafts. When reas-
sembling the drive, tighten the nut on drive lever shaft so that the control knobs are shifted easily,
then, cotter the nut. Apply grease onto the rubbing surfaces prior assembling.
8-19
When mounting the air lines, see that the hose supplying air to l.h. deflector on instrument
panel runs between windshield wiper link rods.
To take off the seats.
tilt the cab;
- remove the bottom layer of floor heat insulation;
- drive out the nuts securing the seats (under the cab floor);
- lower the cab and take off the seats.
Be sure to use only self-locking nuts when reinstalling the seats.
To take the cab upholstery off, proceed as follows:
- take down the hook for clothes, the bunk curtain loops, the bunk dome lamp;
- using a screwdriver, take out the clips holding the side upholstery;
- remove the upper, rear and bottom parts of side upholstery;
- remove the upper part of rear upholstery, first, take down the rear window weather-strips and
first-aid kit);
- remove the bead running around the roof ventilation hatch, taking out the pins and clips;
- remove the over-window shelf;
- remove the cab dome lamp;
- take out clips holding the rear part of roof upholstery, remove the latter;
- take out clips holding the front part of roof upholstery, shift it back and remove;
- take out clips holding the bottom part of rear wall upholstery (made of artificial leather and ar-
tificial felt) and remove upholstery;
- take out polyethylene clips holding the front side pieces of heat insulation; remove these
pieces; then remove both pieces of front heat insulation having taken out the rubber fastening clips.
Floor heat insulation and upholstery may be removed only after taking off the seats.
To replace the upholstery, follow the reverse sequence of operations: first - heat insulation of
front panel, then that of side walls; first, fix the front part of roof upholstery, then the rear part, next,
the rear wall upholstery, and finally - side wall upholstery.
When fitting the rubber clips, it is a good practice to use a special mandrel or a rod inserted in-
to the hole in clip body, and pulling it out when clip is set in place.
To mount the front part of roof upholstery, proceed as follows: insert front part of upholstery
under roof front stiffener, push upholstery forward until side slots in upholstery align with roof
stiffeners. Press upholstery to the roof. Using an awl, feel the mounting holes in roof stiffeners
through the upholstery mounting holes, align these and insert the clips. Fix other parts of upholstery
with clips in a similar manner. Fit 5x 18 pins with washers into four holes for fixing the bead of
ventilation hatch at front and rear; cotter the pins in their upper part, to four others- insert the clips.
To take down the instrument panel, swing the dashboard open, also swing open the switch
panel; disconnect wires from all instruments and switches; screw out bolts holding the fuses’ brack-
et (in the middle of instrument panel). Then, unbend the clasps securing the wire bundle to bottom
part of instrument panel, and remove the bundle together with fuses’ bracket from instrument panel.
Take down the hoses from windshield blast nozzles and door window blast deflectors (it is more
convenient to remove these hoses from air distributor branch pipes). Screw out bolts fastening the
bottom boards to cab heater link rods, etc. Screw out bolts holding the instrument panel to side
walls, to steering column bracket.
8-20
Windshield wipers and door locks trouble shooting
Table 8-3.
Cause of trouble Remedy
In operation, blade touches the cab parts

Wrong installation of lever on shaft. Remove the nut fastening lever on shaft, then remove the
lever; start the windshield wiper and in 30... 60 s switch it
off, mount lever with blade in such a way that blade is at a
distance of 10 ... 20 mm from the weather-strip edge, fas-
ten the lever, engage the windshield wiper and check lever
for correct installation.
Only one speed is engaged when windshield wiper operates
Switch is faulty To change the switch
Gear unit is faulty To change the gear unit
Break in electric circuit of gear unit To eliminate break.
Gear unit fails to start
Safety fuse is blown out To find and eliminate fault in electric wiring. To change
the fuse link
Gear unit failed To change the gear unit.
Break in power supply circuit To eliminate break.

Insufficient cleaning by windshield blades
Wear or rubbing out of blades. To clean windshield glass of oil, wash it with clean water
or with degreasing solution. To change the blades onto
new ones.
Door is excessively tight in closing and opening
Door lock is not adjusted To readjust the lock of the door by shifting the locator
Burrs on locator or latch To file off the burrs
Door is sagging To adjust the door installation
Buckling or warping of door To change the door.
No grease in lock To apply grease onto all rubbing surfaces of lock
Door lock is excessively tight when opened with inside handle and when closed to engage safety latch
Lock control arm and control rod are bent. To straighten or change the lock control arm and control
rod
Lock control body is misplaced in mounting To loosen the control body hold down screws, push the
holes. inside handle home and tighten up the screws.
Door lock button is excessively tight
Dirt or frozen water in button. To take down the outside handle and clean it of dirt.
8-21
SECTION 9. PLATFORM
The dump truck equipment comprises a platform, a sub-frame, a platform dumping gear.
The dump truck platform 1 (Fig. 9-1) is an all-metal structure, welded, of box type, with a
protection shield to close the space between cab and body, with opening tailgate and automatic
locks; to be heated by exhaust gases to eliminate the cargo freezing-on. There is also a platform ver-
sion with hydraulically opening tailgate.
The platform volume is 12 m3 or 16 m3 , the dumping angle is 50°.
Sub-frame 5 is a welded construction of two side members, cross members and over-frame
crosswise strengthening member.
Platform dumping gear comprises the following:
power-take-off box with oil pump, designed for power take-off from a gearbox;
oil pump of gear type or axial-piston type, of high pressure.
hydraulic cylinder of single-acting telescopic type;
hydraulic distributor to control the flow of working fluid in a hydraulic system of a dump-
ing gear;
platform raising limit valve to limit the platform raising when platform reaches the maxi-
mum dumping angle;
oil tank of stamped construction, provided with filters on a filler neck and a drain line;
stabilizer to prevent the platform lateral shifts during unloading.
The platform dumping gear is intended for:
- raising-lowering the platform;
- stopping the platform in any intermediate position in process of raising-lowering;
- automatic limitation of maximum platform dumping angle;
- automatic limitation of hydraulic system pressure;
- damping of hydraulic impacts in hydraulic cylinder line.
The platform dumping gear has a hydraulic-pneumatic control and is also remote-controlled
from the driver’s cab with the help of electro-pneumatic valves.
To hold the platform being raised onto the maximum dumping angle, there are provided the
stop pins inserted into bushings of platform brackets and over-frame bracket holes disposed behind
the platform dumping axis.
Fig. 9-1. Dump truck equipment:

1 – platform; 2 – tailgate; 3 – tailgate locks; 4 – stabilizer; 5 – over-frame; 6 – oil tank; 7 – hydraulic distributor;
8 – hydraulic cylinder; 9 – platform shield.
9-1
Platform dumping gear. Technical data
Table 9-1.
Mechanism drive From the gearbox through
the PTO box
Transmitted power (average), W (hp.) 12400 (17)
Efficiency 0,75
Oil pressure in hydraulic system, k Pa (kgf/cm2):
rated, 16680 (160)
maximum, limited by a safety valve 19613 (200)
Working stroke time (dumping of the loaded platform) at engine crankshaft 30
speed 2200 min-1, s
Idle stroke time (lowering of the platform after unloading), s 40
Fuel consumption per 100 operating cycles, l. 9
Number of hydraulic cylinder plungers 4
Hydraulic cylinder plunger diameter, mm:
first 75
second 95
third 117
fourth 142
Working stroke of hydraulic cylinder plungers, mm:
first 1190
second 1160
third 1130
fourth 1090
total 4570
Maximum force (oil pressure in hydraulic system is 13,73 P
(140 kg f/cm2) when the plungers are pulled out, kN (tf):
first 66 (6,7)
second 83 (8,5)
third 103 (10,5)
fourth 109 (11,1)
Fig. 9-2. Platform dumping gear:

1 – hydraulic tank;
2 – hydraulic cylinder;
5 – pump fittings;
7 – hydraulic distributor;
10,11,12,13 – high pressure pipe;
20 – case.
9-2
Fig. 9-3. Hydraulic distribu-
tor installation:
1 – distributor;
2 – flanged angle piece;
3 – hydraulic tank.
A – to hydraulic cylinder;
B – truck motion direction;
C – from pump;
D – from limiting valve.
The block of hydraulic distributors (Fig. 9-3) is intended to control the flow of pressure
fluid in the hydraulic system of dump truck dumping gears as well as to protect the hydraulic sys-
tem from pressure which exceeds the set value. It ensures the raising, retaining, lowering of the
loaded platform as well as stopping the platform in any intermediate position.
PTO box serves for power take off the gearbox and driving various over-structures (plat-
forms of dump truck, concrete mixers, crane etc.).
The direction of rotation of gearbox shaft coincides with direction of rotation of engine
crankshaft.
The installation of PTO box and oil pump on rear end of gearbox is shown in Fig. 9-4.
Fig. 9-4. PTO box and oil

pump installation:
1 – shaft of PTO box drive;
2 – PTO box;
3 – pump.
Power take off is permissible only on parking or during truck driving without gear shifting.
The limiting valve of platform dumping
(Fig. 9-5) is fixed on bracket of over-frame first
cross member. By-pass valve 5 with adjusting bolt
4 on one end, tightened with spring 3 on the other
end, closes the drain hole with its conical surface
A. The adjusting bolt has a spherical head and is
locked with locknut 6. In closed position, the valve
is pressed against body by means of spring 3.
When the spherical head of the adjusting
bolt is depressed, the valve shifts, and the supply
and the drain lines communicate.
The oil tank is of stamped construction of
two halves. There is a filler neck and filter fas-
tening flange in the upper part of the tank. The
lower part has an oil drain hole closed with thread-
Fig. 9-5. The limiting valve of platform dumping: ed plug, and an intake branch. The filler neck is
1 – body; 2 – plug; 3 - spring; 4 – bolt; 5 – valve; provided with filtering gauze. The filler is closed
6 – locknut; 7, 8 – sealing ring; 9 – transport plug.
by a threaded cap with hole which communicates
the tank with environment, and a dipstick with bot-
tom and upper marks.
9-3
The oil level in a tank is to be between these marks and is to be measured with the platform
being lowered. To prevent the dust and dirt ingress into the tank through the hole in a cap, the hair
matting is provided. The oil tank filter is fastened to the flange on the drain line.
Hydraulic cylinder is of “NefAZ co.” (Fig. 9-6). The hydraulic cylinder is placed in front
part of platform. It is fastened to the over-frame cross member by bracket 2 and to the front part of
platform by means of shaft 6.
Fig. 9-6. Installation of platform raising-lowering hy- Fig. 9-7. Oil tank filter:
draulic cylinder: 1 – filter casing; 2 – filter tube with valve; 3 – pipe con-
1 – hydraulic cylinder; 2 – bracket; 6 - hydraulic cylinder nection; 4 – filtering element; 5 – reflecting washer; 6 –
shaft; 9 – stop plate. spring; 7 - cap; 8 – plate; 9, 10 – sealing ring.
Oil tank filter ( . 9-7). Oil flows from the drain line through pipe connection 3 and duct
in the plate 8 to the chamber of filter casing 1, and through filtering elements 4 and filter tube 2, oil
enters the tank. In case of excessive clogging of filtering elements, the pressure in drain line in-
creases, as a result, the ball valve opens and oil is drained into the tank omitting the filtering ele-
ment.
Fig. 9-8. Tailgate

locks:
1 - rod;
2, 15 - nut;
3 – adjusting rod;
4 - hook;
5 – platform.
9-4
Platform stabilizer (Fig. 9-9) is intended to prevent the transverse displacements of the
raised platform during dumping as well as for unloading the dumping shaft of platform to be raised
during platform unloading. The stabilizer consists of two levers connected by a shaft.
Fig. 9-9: Platform stabilizer installation:

1 – lower lever; 2 – upper lever.
To switch on the hydraulic system of dumping gear, be sure to engage the clutch and ener-
gize the electromagnet A (Fig. 9-10) having depressed the PTO box control key switch. The air is
supplied to air cylinder 4 of PTO box 3 engagement. With clutch engagement, oil pump starts to
operate. Oil flows from hydraulic tank 1 to the hydraulic distributor 7 and is discharged from it.
To dump the platform, be sure to energize the magnet « » by depressing the key switch
which controls the section of hydraulic distributor. From the pneumatic system, air passes to hy-
draulic distributor 7 air cylinder 6 and shifts its slide valve to the extreme l.h. position. The hydrau-
lic distributor drain chamber closes, while the pressure chamber starts to communicate with line of
hydraulic cylinder 10. In case of excessive pressure in the pressure line, the safety valve 11comes to
operation.
Fig. 9-10. Platform dumping

scheme:
1 - oil tank; 2 - oil pump; 3 - PTO
box; 4, 6 - air cylinders; 5 - pneu-
matic unit; 7 - hydraulic distribu-
tor; 8 - safety valve of high-
pressure line; 9 – oil filter;
10 – hydraulic cylinder; 11 – safe-
ty valve of hydraulic cylinder line;
12 - limiting valve of platform
dumping; 13 – filter safety valve.
, , – electromagnets.
9-5
To stop the platform dumping, be sure to de-energize the magnet « » which controls the
section of hydraulic distributor by shifting the key switch of platform raising-lowering to neutral
position. The chamber of hydraulic distributor air cylinder starts to communicate with atmosphere,
and the spring returns the slide valve to neutral position. The line of hydraulic cylinder closes, and
the platform stops in raised position. With this, the pressure chamber of hydraulic cylinder starts to
communicate with the drain line, and oil flows from the working pump to the oil tank.
To lower the platform, be sure to energize the magnet « » which controls the hydraulic
distributor by shifting the key switch of platform raising-lowering to lower position. From the
pneumatic system, air passes to another chamber of hydraulic distributor air cylinder, shifts its slide
valve to the extreme r.h. position, the line of hydraulic cylinder starts to communicate with the drain
line, and the platform begins to lower.
With platform being lowered, to de-energize all magnets. With PTO box being disengaged,
to release the clutch again.
Maintenance
The maintenance intervals are presented in «Service manual».
To carry out daily maintenance (Daily mnt.), inspect the following:
- over-frame state
- stabilizer fixation (limiting frame fixation).
- availability of stop pins for platform fixation.
Oil level check and sequence of hydraulic system priming
The oil level in the tank must be checked with the help of dipstick inserted into the tank cap;
the platform must be lowered. The oil level is to be between marks and on the dipstick.
To prime the hydraulic system:
- to unscrew the oil tank filler cap, to remove, flush and install back the gauze filter;
- to fill with oil up to mark on the dipstick;
- to raise and lower the platform 3-4 times at average engine crankshaft speed to bleed the
system and expel the air;
Adjusting the platform dumping mechanism
To inspect the state and correct adjustment of platform dumping limit valve 4 (Fig. 9-11).
The valve must be reliably secured on the bracket of over-frame cross member. The adjusting bolt
must be locked with a locknut. Valve deformation, oil leakage from under the valve seal and
through threaded joints of pipelines must be avoided. With platform dumping angle being correctly
adjusted, the platform stop pins must enter freely the holes in sub-frame brackets. Driving the truck
with platform dumping angle maladjusted is inadmissible.
To adjust the dump truck platform dumping angle:
- to undo the locknut 3(Fig. 9-11) of the adjusting screw;
- to screw home the adjusting screw 2 into the stem;
- to raise the platform up to the position in which the stop pins 7 enter freely the holes in
over-frame brackets, to lock the platform in that position with the help of stop pins;
- to screw the adjusting bolt out of the valve stem until it thrusts against the hydraulic cylin-
der body, and lock it with a locknut;
- to unlock the platform having removed the stop pins, to lower the platform and raise it
again;
- be sure that raising ceases when the shafts of stop pins coincide with axes of holes in sub-
frame brackets.
9-6
Fig. 9-11. Adjustment of platform dumping gear:
1 – hydraulic cylinder; 2 – adjusting screw; 3 – lock nut; 4 – platform dumping limit valve; 5 – platform; 6 – over-frame
bracket; 7 – stop pin.
Repair
To remove the platform:
- to raise the platform and lock it;
- to detach the stabilizer from the platform;
- to lower the platform;
- to disconnect the wires from rear lamps and take down the rear lamps;
- to detach the fastening brackets of hydraulic cylinder upper support from the front side of
the platform;
- to uncotter and remove the stop pins of platform dumping shafts;
- to bring the crane hook strops under the platform and hang it on strops to release the dump-
ing shafts;
- to remove the platform dumping shafts, to raise the platform and place it onto the prepared
area.
To remove the sub-frame:
- to dismantle the hydraulic cylinder; for this, to loosen the fastening of its lower support to
the cross member and to disconnect the high-pressure hose;
- to disconnect the wiring to electro-pneumatic valves;
- to disconnect the hydraulic system pressure line from the pump, and the air line from the
auxiliary brake system T-joint, and PTO box control air line;
- to unscrew the bolts fastening the over-frame to the frame, and take the over-frame off.
To take down the front support:
- to disconnect the electro-pneumatic valve of PTO box engagement;
- to take down the pipe to drain oil from control valve into the oil tank;
- to disconnect the intake pipeline from oil tank;
- to disconnect the oil tank from front support and remove it;
- to disconnect the l.h. and r.h. brackets of platform support from side member;
- to take down the front support.
To take down the rear support:
- to disconnect the rear support from over-frame;
9-7
- to disconnect the rear support from frame side members;
- to take down the rear support.
To take down the sub-frame:
- to remove the platform;
- to disconnect the high-pressure pipeline from control valve of pump;
- to disconnect the high-pressure pipeline from hydraulic cylinder control valve;
- to remove the high-pressure pipeline which goes from control valve to trailer hydraulic
cylinder (if any);
- to disconnect the air supply pipe for distributor block (with electro-pneumatic valves) from
electro-pneumatic valve of PTO box energizing;
- to disconnect the bracket of distributor block from over-frame cross member and take the
bracket down;
- to disconnect the hydraulic cylinder covers and remove the hydraulic cylinder;
- to disconnect the brackets which secure the over-frame to frame;
Platform dumping gear trouble shooting

Table 9-2.
Possible cause of fault Remedy
The PTO box fails to operate
The electro-pneumatic valve circuit is broken To eliminate the circuit break
The electro-pneumatic valve stem sticks To disassemble the electro-pneumatic valve, eliminate the
cause of sticking
The return spring of PTO box air cylinder is To change the spring
broken
Ingress of foreign particles under the control To depress the control valve key RAISING several times
valves or platform dumping limit valve and to bleed the system at average rpm. If fail persists, to
remove the valve and wash it. To change oil
The platform raised is not kept in that position while the switch is in neutral
The return spring of control valve membrane To change the spring

chamber is broken
Ingress of foreign particles under the valves To depress the control valve key RAISING several times
and to bleed the system at average rpm. If fail persists, to
remove the valve and wash it. To change oil
The electro pneumatic valve rod grips To disassemble the electro pneumatic valve, eliminate the
gripping cause
The platform raising is not limited
The platform dumping angle is maladjusted To adjust the dumping angle
Platform fails to lower

Circuit break in electro pneumatic valve of con- To eliminate the break
trol unit
Slow or non-uniform platform dumping
Oil leakage through the drain cock in control To depress the control valve key RAISING several times
valve or platform dumping limit valve because and to bleed the system at average rpm. If fail persists, to
of articles ingress under the valve remove the valve and wash it. To change oil.
Decreased pump delivery To change the pump.
The hydraulic system is primed with oil which To fill in the corresponding oil
does not correspond to season
9-8
Air is trapped in a hydraulic system To inspect the suction line for leakage. To eliminate the
air draw-in. To pump-through the hydraulic system hav-
ing raised-and-lowered the platform 3-4 times.
Platform dumping is failed
Platform is overloaded To unload the platform partially
Circuit break in electro pneumatic valves of con- To eliminate the break
trol unit
Air leakage To tighten the air pipes joints
The electro pneumatic valve rods grip To disassemble the electro pneumatic valve, eliminate the
gripping cause
Breakage of valve membrane To change the membrane
Rupture of membrane of control valve To change the membrane
Oil leaks through hydraulic cylinder seals
The sealing collars are worn or destructed To change the sealing collars
Oil leaks from holes which open the control valve and distributor to atmosphere
Excessive wear-out of seals for pushrods in To change the seals of pushrod or valve
valve or seals for valve in distributor
9-9
APPENDIX A
PRE-START HEATER 15.8106-15
TECHNICAL CHARACTERISTICS
1 Main Heater parameters are given in Table 1.

1.
2 During operation the Heater to be paired with the electrical pump with minimal capacity of
1600 litres/hour.
1600 .
3 supply fuel to the Heater the vehicle should be equipped with the fuel filter having filtering
capability not less than 15 microns.
15
.
HEATER DESCRIPTION
1 Pre-start Heater for the diesel engines is autonomous fuel injector type device that operates in-
dependently from the vehicle engine. The Heater can operate when the vehicle moves as well as
when parked with the engine switched off.
– , -
.
, .
2 The Heater is connected to the Vehicle Cabin Heating system and Engine Cooling system.
.
3 Electrical Power Supply of the Heater provided by the vehicle battery.
.
4 Fuel supply of the Heater can be provided from the vehicle main fuel tank, from intermediate
fuel tank and from autonomous fuel tank.
: ,
.
5 Description of the Heater is given in the Fig. 1.
1.
6 The Heater is made of the following components:
:
6.1 Heat Exchanger (position 19) transfers the heat from the exhaust gases to the Engine Coolant
liquid. Heat Exchanger consists of two welded cylindrical containers places one over another what
creates hermetically sealed cavity for coolant circulation.
Longitudinal ribs are installed at the internal wall of the Heat Exchanger to increase the heat ex-
changing surface. Temperature sensor and thermal breaker are installed at the external surface of
the Heat Exchanger together with the Burner bracket and brackets for mounting of the Heater at the
vehicle.
19,
. ,
, .
.
,
.
10-1
Table 1
1
Parameter Heater model - 15.8106-15
Heat capacity, kW (kCal/hr) 15±L5 (12900±1290)

, ( )
Fuel consumption, kg/hr 1.6±0.16
,
Fuel Diesel fuel - GOST 305 depending on ambient temperature.
Using of TC-1 fuel as per GOST 10227 as well as 1/1 mix-
ture of winter diesel fuel with TC-1 fuel is allowed.
- 305 -
.
-1 10227, -
-1 1/1.
Nominal voltage, V 24
,
Operational voltage, V From 20 to 30
, 20 30
Consumed power (without electrical pump and fuel heater), W 85+85
(
),
Consumed amperage for fuel heater, A From 4.5 to 6.2
, 4.5 6.2
Smoke opacity:Bosch, units (g/cu.m) 3(0.125)
Hartridge, % 15
3
: , . )
,%
consumption in exhaust gases at nominal amperage, % Not more than 0.2
CO 0.2
,%
02 consumption in exhaust gases at nominal amperage, % From 9.5 to 12.5
C02 9.5 12.5
,%
Max allowed working coolant pressure produced by electrical From 40 to 200
pump, kPa (kgf/cm2) (from 0.4 to 2.0)
, 40 200
2
, ( ) 0.4 2)
Min coolant volume for circulation, litres 10
,
Geometrical dimensions (L W ), mm 565x185x237

( ),
Weight of the Heater, kg Not more than 15
, 15
Heater's life cycle, hr 3200
,
10-2
6.2 The Burner prepares and ignites fuel/air mix as well as creates and stabilizes flame (i.e. is
a source of the thermal power).
The Burner consists of:
- DC 24 V Electrical motor (pos. 2) provides rotation of the shaft with propeller (pos. 5) and
transfers rotation via flexible joint as well as provides rotation to the high pressure fuel
pump (pos. 8) via gears (pos. 7);
- Shaft with propeller (5) provides air flow to create air-fuel mix, stabilizing flame and ex-
pulsion of exhaust gases out of the heater. Shaft with propeller is mounted onto the bearing
installed in Al case of the Burner;
- High pressure fuel gear pump (8) provides fuel under high pressure to the injector holder;
- 24 V normally closes electromagnetic valve (pos. 9) provides fuel to the injector (pos. 11);
- Injector (11) atomizes and sprays fuel. Proper atomization of the fuel is a key to the eco-
logical parameters and effectiveness of the heater;
- Electrical fuel heater (pos. 14) heats injector and supply channels in the injector holder pri-
or to start up of the heater in order to improve quality of the atomization and spraying of the
fuel;
- Flame indicator (pos. 15) - a device for flame monitoring - sends signal to the control inut
(pos. 1);
- High voltage power supply (HVPS) - pos. 26 - gives power to the electrodes during the
heater start up. HVPS is mounted onto the electrodes (pos. 12);
- Two electrodes (12) are located in front of the injector and guarantee fuel ignition by pro-
ducing a spark when high voltage is provided by the HVPS;
- Control unit (1) of the heater model 15.8106-15 controls operational modes of the heater
and working conditions of the heater's electrical components.
, ,
( ). :
- 2 24
5, , -
8, 7;
- , -
, -
. 6
;
- 8
10;
- 9, 24 ,
11. , ;
- 11, .
;
- 14,
;
- 15 - .
1;
- ( ) 26, -
. -
12;
- 12, -
, , -
;
10-3
- 1, 15,8106-15, -
,
. 15.8106-15
.
6.3 Combustion chamber 16 - a device where burning of the fuel/air mixture occurs.
16 - -
.
7 One line electrical diagram is shown in Fig. 2.
2.
8 For effective operation of the Heater and prevention of Engine Coolant boiling centrifugal
electrical pump (DC, 24 V) with output not less than 1600 1/hr is used.
, -
, 24 .
1600 .
10-4
OPERATION
1 Operation of Pre-Start Heater 15.8106-15

15.8106-15.
1.1 Heater can be started from the remote control or by the start-up button (depending on the
supply option). Single line electrical diagram is given on the Fig. 2.
-
.
. 2.
1.2 When "ON" button (item 4.2) or the start-up button (not shown) are pushed control unit
automatically provides diagnostic of all electrical components (circuit breaking, wrong polarity,
short circuit and operatipnal voltage). If any fault is defined - incorrect parameters of the electrical
components, low or high operational voltage - the heater will not start and red LED indicator on the
front panel of the remote control will start flashing combined with sound signal in accordance with
the error code (Table 3).
« » .4.2 , -
( , -
, ). -
, -
, , -
-
3 .
1.3 Based on the signal from analog temperature sensor (BK1) control unit monitors the en-
gine coolant temperature during the heater start-up and operation.
1, -
.
1.4 If checking of the electrical components is successful the heater will begin to start-up.
,
.
1.5 If the coolant temperature is equal to or lower than 0°C the fuel heater turns on automat-
ically for 90 seconds. If the coolant temperature is higher than 0°C the heater goes into blowing
mode without fuel heater being turned on. Time of fuel heater operation does not vary and is con-
trolled by the control unit.
0°C -
1 90 .
0° , , . -
.
1.6 When fuel heater finishes heating the fuel the control unit raises smoothly voltage on the
burner's electrical motor M2 and water pump Ml. The blowing mode continues for 20 seconds.
, -
2, Ml.
20 .
1.7 After completion of the blowing mode the control unit simultaneously raises voltage on
the high voltage power supply GBl and contacts of electromagnet Yl. High pressure fuel pump sup-
plies fuel to the injector. A spark generated between electrodes E1 and E2 ignites fuel.
, , ,
GB1 Y1. -
. 1 2 -
, .
10-5
1.8 When the burning process stabilizes the flame indicator BL1 gives a signal to the high
voltage power supply GBl to turn off. The heater goes into warming up mode. The control unit can
provide voltage to the high voltage power supply for 10 seconds if the process of fuel ignition is
unstable.
, BL1, -
GB1. . -
10 .
.
1.9 Depending on the voltage in the vehicle system the heater provides the following thermal
regimes:
- if the voltage of the vehicle power system is lower than 24V (i.e. when the vehicle is parked
and the engine is turned off) the heater works in the warming mode until the coolant temperature
reaches 80°C. When j the temperature reaches the preset level the control unit cuts off the power to
the contacts of the electromagnet Yl, therefore, the fuel supply and burning stops. The heater starts
the blowing mode for 150 seconds. When the blowing mode is over the control unit cuts off the
power to the burner's electrical motor. Water pump continues to work to provide coolant circulation
in the engine coolant system. When the coolant temperature drops below 48°C the control unit
checks the working condition of the electrical components and measures voltage in the vehicle
power system. If all components are in a good order the heater consequently goes through opera-
tional modes of blowing, ignition, warming in accordance with items 1.6-1.8. Fuel heater does not
operate in this case.
- if the voltage of the vehicle power system is higher than 24V (i.e. the vehicle engine is turned
on) the heater works in the warming up mode until the coolant temperature reaches 80°C. When the
temperature reaches the: preset level the control unit cuts off the power to the contacts of the elec-
tromagnet Yl, therefore, the fuel supply and burning stops. The heater starts the final blowing mode
for 150 seconds. When the blowing mode is over the control unit cuts off the power to the burner's
electrical motor. Water pump continues to work to provide coolant circulation in the engine coolant
system. When the coolant temperature drops below 65°C the control unit checks the working condi-
tion of the electrical components and measures voltage in the vehicle power system. If all compo-
nents are in a good order the heater consequently goes through operational modes of blowing, igni-
tion, warming in accordance with items 1.6-1.8.
This operational mode guarantees the thermal balance of the working engine when the vehicle
moves at the extremely low ambient temperatures.
, -
:
- 24 ( -
) -
80 . ,
Y1, .
150 .
. -
. -
48° , -
. -
, .1.6-1.8.
.
- 24 (
)
80° . , -
Y1, .
10-6
150 .
. -
. -
65 , -
. -
, .1.6-1.8.
-
.
1.10 If all electrical components are in a good order the heater will continue its operation un-
til the driver switches it off by pushing the button at the remote control (as per item 4.2) or by
switching off the breaker.
,
( ) ( .2)
.
1.11 The heater will start up or turn off automatically under the following conditions:
- the voltage of the vehicle power system drops below 19V. If the voltage drops occurs when
the heater is in operational mode the heaters will turn off and the final blowing mode will begin for
150 seconds. The driver will be informed about this by the blinking of the red LED indicator on the
front panel of the remote control and sound signal according to the error codes in Table 3;
- the voltage of the vehicle power system exceeds 30V;
- the faulty condition of one of the electrical components, in this case the driver will be in-
formed about this by the blinking of the red LED indicator on the front panel of the remote control
and sound signal according to the error codes in Table 3. If the error code shows the faulty condi-
tion of the electromagnetic valve, check condition of the thermal circuit breaker F1;
- the heater goes into unsafe operational modes (see item 1.12).
:
- 19 .
,
150 .
-
3;
- ;
- ,
-
3.
F1;
- .1.12.
1.12 Unsafe modes happen if the coolant temperature exceeds 103°C what can happen when:
- temperature sensor BK1 breaks down;
- output of the water pump Ml is below safe level;
- air block in the heat exchanger (not enough coolant in the system);
- open contacts of the thermal circuit breaker Fl.
In this case the electrical magnet Yl is switched off the burning process is stopped. If this hap-
pened the defect has to be detected and eliminated and when the thermal breaker cools down the
circuit can be closed by pushing the button on the surface of the thermal breaker case. The pushing
force on the button should not exceed 20N.
10-7
, -
103° , 1,
Ml
( ), -
F1. Y1 -
. ,
-
. 20 .
1.13 If during the start up of the heater the fuel does not ignite within 10 seconds (when the
high voltage power supply and electromagnetic valve are on) the heater goes into blowing mode for
150 seconds and, then, the second attempt is made. If the fuel does not ignite for the second time
the heater goes into the final blowing mode and, then, turns off with signalizing of the error code.
10 ,
, ,
, 150 , -
. ,
-
.
1.14 If the fuel burning cuts off (typically if the fuel/air mix is too poor) the control unit au-
tomatically provides power to the high voltage power supply GB1 until the flame indicator BL1
indicates that the burning process restarts (though the power can be supplied to the high voltage
power supply for the duration not exceeding 10 seconds). If the burning process does not recover
the heater goes into the final blowing mode with signalizing of the error code.
( -
), -
GB1 BL1,
10 . ,
.
10-8
10-9
2 Using remote control 27.3854
27.3854
Remote control (RC) - shown on fig. 3 - provides turning on/off of the Pre-Start Heater
15.8106-15.
( ) 3
15.8106-15.
2.1 Turning on and off of the heater.
turn the heater on push the button «TTT» located on the front panel of the remote control.
If heater is in an operational condition LED indicator (2) will light up green. If heater is faulty the
LED indicator (2) will be periodically blinking in red according to the error code stipulated in the
table 3.
To turn the heater off push the button «TTT» while the LED indicator (2) is green. When the
heater is turned off the LED indicator (2) will be off.
«TTT» . -
, 2 . -
, 2
3.
« -
2. , 2 .
2.2 Temperature regulation in the vehicle cabin
When engine coolant temperature is above 40°C remote control will automatically regulate
temperature in the zone adjacent to the front panel of the remote control by turning the ventilator of
the vehicle cabin on and off. Correlation between temperature at the front panel of the remote con-
trol and position of the temperature control knob (3) is given in the table 2.
40° ,
, -
.
3 2.
Table 2
2
No. Knob position Temperature at the
remote control, °C
,°
1 I min
2 II 16
3 III 18
4 IV 20
5 V 22
6 VI 24
7 VII 26
8 VIII 28
9 IX max
10-10
Remote control leaves the vehicle cabin ventilator on until temperature at the front panel of the
remote control reaches the value specified in the above table. When the vehicle cabin ventilator is
on the LED indicator (4) at the front panel of the remote control is green.
,
.
4 -
.
10-11
2.3 Using the regular controls of the vehicle cabin heating system is possible. In this
case knob (3) should be turned into the utmost left position.
. 3
.
2.4 Type of the fault is indicated by flashing of the red LED indicator at the front panel
of the remote control and sounds in accordance with the table 3.
2
3.
Table 3
3
Error code Operational mode and type of the fault Number of long flashes of Number of
- the LED indicator sound signals
- Heater is off Light is off -
00 Heater starts and normally operates Green LED is continuously on

-
01 Flame disruption 1 red 1

1
02 No ignition 2 red 2
2
03 Power supply is above 30V 3 red 3
3
04 Power supply is lower than 20V 4 red 4
20 4
05 Fault in the temperature circuit breaker 5 red 5
- 5
06 Fault in the flame indicator circuit 6 red 6

- 6
07 Faulty electrical pump 7 red 7

7
08 Faulty electromagnetic valve 8 red 8
- 8
09 Faulty burner's electrical motor 9 red 9

- 9
10 Faulty high voltage power supply 10 red 10

- 10
11 No connection to the control unit 11 red 11

11
10-12
APPENDIX
Manufacturer:
“ADVERS Co.”
443068
Samara town,
Novo-Sadovaya str., 106, bld.101
Tel.(8462) 17-38-35,17-38-45
Fax (8462) 17-38-42
E-mail:advers @autoterm.ru
Pre-starting diesel heater

14 -10
Operation manual
14 .451.00.00.00.000-10
10-13
1 Introduction
The «Operation manual» describes the construction and operation mode of pre-starting
diesel heater 14 -10 (further as the heater), designed for pre-starting heating the diesel engine of
trucks of various makes provided with liquid cooling system, at ambient temperature up to minus
45 .
The heater functions are as follows.
1 Reliable engine start at low ambient temperatures.
2 Additional heating of engine and passenger compartment while engine operates, if severe
frost.
3 Heating of compartment and windshield (to eliminate icing), with engine being dead.
4 Possibility to start the pre-starting heater in manual mode for 3 or 8 hours, with
simultaneous setting of operation mode “economical” or “normal” on a control panel.
5 The possible programmable pre-starting heater start in a pre-set time, without driver, with
the electronic timer being set.
«Operation manual» may be lack of minor construction changes introduced by manufacturer
after the present Operation manual had been prepared for release.
The pattern of designation of heater being ordered or presented in other documents is as
follows:
«Pre-starting diesel heater 14 -10 (Specifications) 14 -10 4591-004-40991176-
2003»
2 Main parameters and characteristics

2.1 Heating efficiency, kW 15,5 1,5 (in mode full)
9 (in mode average)
4 (in mode small)
2.2 Fuel consumption, l/h 2,0 ± 0,2 (in mode full)
1,2 (in mode average)
0,54 (in mode small)
2.3 Rated supply voltage, V 24 V
2.4 Fuel used Diesel fuel pursuant to GOST305
(in accord with ambient air temperature)
2.5 Heat transfer liquid tosol, antifreeze
2.6 Power consumed 86 ± 9* (in mode full)
55 ± 5* (in mode average)
31 ± 3* (in mode small)
during starting, W, 108 ±11*
* - without electric pump
2.7 Start mode manual
2.8 Weight of heater with all accessories, kg not more 10
3 Safety requirements
3.1 The installation of heater and its components is to be performed by specialized
enterprises.
3.2 The heater may be used only for the purposes presented in this Operation manual.
3.3 It is prohibited to lay the fuel pipe inside the passenger compartment or truck cabin.
3.4 The truck provided with heater is to be equipped with fire extinguisher.
3.5 It is prohibited to operate the heater in premises where the highly inflammable vapors
and gases as well as much dust may be produced and collected.
3.6 It is prohibited to operate the heater in closed poorly ventilated premises.
10-14
3.7 Be sure to switch off the heater during truck re-fuelling.
3.8 If any troubles in a heater, to address the specialized repair enterprises certified by
manufacturer.
3.9 If any welding on a truck or repairing the heater, to disconnect the latter from storage
battery.
3.10 During heater installation and dismantling, to observe the safety requirements of
rules on working with electric mains, fuel and liquid systems of truck.
3.11 It is prohibited to connect the heater to truck mains while engine works and in lack of
storage battery.
3.12 Prior the first start and prolonged break in operation, be sure to fill the heater fuel
supply system with fuel (to use the priming pump).
3.13 It is prohibited to disconnect the heater power prior the end of purge cycle.
3.14 The heater power is provided by storage battery irrespective of truck weight.
3.15 It is prohibited to connect and disconnect the heater connector with heater being
engaged.
3.16 After heater disengagement, it may be engaged again not earlier than in 5-10 seconds.
3.17 If the above mentioned requirements are violated the customer voids the possibility of
warranty maintenance of heater.
3.18 If thrice failed starts, be sure to address the service center to clear out and eliminate the
trouble; this will provide the safety heater operation.
4 Heater construction and operation

The heater works independently of truck engine.
The fuel and power supply to heater is provided from truck. The heater wiring diagram is
presented in Fig. 1.
The heater is an independent heating appliance to comprise the following items:
- heater ( heater main components are shown in Fig. 2);
- fuel pump to supply fuel to combustion chamber;
circulation pump to pump the cooling liquid (tosol) through the heater heat exchanger;
- control module to control the above mentioned devices according to certain pre-set software;
- control panel;
- cable to connect the heater components and truck storage battery.
The heater may operate by one of two programs: «economical» or «normal». The
economical program is characterized by lower power consumption in «average», «small» and
«cooling down» modes.
The heater operation mode is based on heating the truck cooling liquid to be force-pumped
through the heat exchanger of heater.
The combustion gases generated in combustion chamber are the heat source. The heat
through the heat exchanger walls is transmitted into the cooling liquid of an engine cooling system.
With heater engaged, the following items are being tested and checked for operability:
flame indicator, temperature and over-heating sensors, pump, electric motor of air charging unit,
plug, fuel pump and circuits. If OK, the process of lighting starts. Simultaneously, the circulation
pump is engaged.
In accord with preset sequence, the combustion chamber is preliminarily scavenged and
glow plug is heated up to the required temperature. Then, by the same preset sequence, the fuel and
air are being delivered. The combustion takes place in a chamber. With steady burning achieved,
the glow plug is de-energized. The flame indicator controls the flame. The control module controls
all processes while heater operates.
10-15
The control module controls the coolant temperature, in accord with which the operation
mode of heater is being set: «full», «average» or «small». In mode «full», the coolant is heated up
to 70°C in accord with «normal» option, or up to 55°C by «economical» option, while with more
than 70°C or, correspondingly, 55°C achieved, the «average» mode is to be set. In mode «average»,
the coolant is heated up to 75°C in accord with «normal» or «economical» options, while with
more than 75°C achieved, the heater is switched to «small» mode. In mode «small», the coolant is
heated up to 80°C (by both options), while with more than 80°C achieved, the heater is switched to
«cooling down» mode; with this, burning stops, the pump proceeds with work and passenger
compartment is being heated as well. With coolant being cooled below 55 acc. to «normal»
sequence, the heater automatically switches to mode «full» again, while acc. to «economical»
sequence - to mode «average».
The duration of complete operation cycle is 3 hours or 8 hours depending upon the shifter
position (see section 6). Besides, there is possibility to disengage the heater in any moment of cycle.
With released command to disengage the heater manually or automatically (with preset
operation time being expired), the fuel supply stops and combustion chamber is scavenged.
The peculiarities of heater automatic control in emergency and irregular situations:
1) if heater start has failed because of some reasons, the starting procedure is repeated
automatically. After two failed attempts, the heater is disengaged;
2) if combustion ceases during heater operation, the heater will be switched OFF;
3) with heater being over-heated (e.g. the coolant circulation is violated or air lock etc.) the
heater id disengaged automatically;
4) with voltage dropped below 20 V or increased more than 30 V, the heater is disengaged.
5) with emergency heater disengagement, the light diode “CONTROL” on control panel
starts to blink. The number of blinks (with a pause) indicates the fault type. The interpretation of
fault types is presented in section 8 of “Operation manual .
Notes.
The truck cabin may be heated only with “open” position of compartment heater valve.
10-16
Æãóò 14ÒÑÆ.451.00.00.00.000
Íàãðåâàòåëü 14ÒÑ.451.01.00.00.000-10
Áëîê óïðàâëåíèÿ XÐ1 XS1
14ÒÑ.451.01.04.00.000 Öåïü
çåë 1
Âûõ. äàííûå 2
Áëîê óïðàâëåíèÿ
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÷åð* Âõîä. äàííûå 5
Ä àò ÷èê 1 Îáù. ÷åðí 3
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Ä àò ÷èê 1 Îáù. Êîíòàêò ðåëå 3 14ÒÑÏ.451.00.00.00.000
ðîç 7
14Ò Ñ .4 5 1.0 1. 0 7. 00 .0 0 0
2 Äàò÷èê ïåðåãð. Êîíòàêò ðåëå 1
Êîíò. Öåïü XS4 XP4

Öåïü êð
È íäèêàò îð
1 Èíäèêàòîð 1 Öåïü
Ïóëüò óïðàâëåíèÿ
ïëàì åíè êð 5À 5 êð
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âîç äóõà 1 +24 Â 4 Âûõ. äàííûå
÷åð
10 ÒÑ . 45 1. 01 .0 2 .0 0 .0 00 2 Âåíòèë. Ðåëå 901.3747
XS7 XP7
Öåïü 8 êð-÷åðí Äèîä 3403.3747
Ñâå÷à ðîç
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30 Êîíòàêò
ãîë 6 ãîë
87 Êîíòàêò
÷åðí Îáù.
86
êîðè÷
85 Óïðàâ. ðåëå
XS2 XP2
Öåïü Òîïëèâíûé íàñîñ
Ýëåêòðîíàñîñ
êð Óïðàâëåíèå 1 10ÒÑ.451.02.00.00.000 ÍÎ 472.3780
÷åð XS5 XP5
Îáù. 2
Öåïü
æåëò
2 Óïðàâ. ïîìïû
÷åð
1 Îáù.
XP15 XS13
ÀÂÒÎÌÎÁÈËÜ Àêêóìóëÿòîðíàÿ
áàòàðåÿ - Öåïü
+24Â êð-áåë
ïèòàíèÿ
4
+24 Â 1
Ðàçúåì
÷åðí 3
-24 Â 2
XP3
Îòîïèòåëü
ðîç 7
1
êàáèíû
êð-÷åðí 8
2
XP1 XS1 XS2 XP2

ÕÐ4 XS7 XP7
XS4
1 1 2 2 1 85 85
1 6 1 2 2 1
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4
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1
Âèä íà ðàçúåìû ïîêàçàí ñî ñòîðîíû ïðèñîåäèíèòåëüíîé ÷àñòè êîëîäîê
Fig. 1- Wiring diagram
10-17
Âûõîä Âîçäóõîçàáîðíèê
Óïëîòíèòåëüíîå æèäêîñòè Ñâå÷à
Ïóëüò óïðàâëåíèÿ êîëüöî
Ïðîêëàäêà
Òîïëèâíûé Äàò÷èê Çàãëóøêà

íàñîñ òåìïåðàòóðû
Âõîä
âîçäóõà
Ñåòêà
10-18
Òåïëîîáìåííèê
Âõîä
æèäêîñòè
Óïëîòíåíèå
Fig. 2 – Heater main components

Äàò÷èê Íàãíåòàòåëü
Êîëüöî ïåðåãðåâà âîçäóõà
Øòóöåð çàïîðíîå Êàìåðà
Êîðïóñ ñãîðàíèÿ Èíäèêàòîð
ïëàìíåíè Ïåðåõîäíèê
Âûõîä
îòðàáîòàííûõ
ãàçîâ
5 Heater control module (CM)
CM and control panel provide the heater control.
The CM functions are as follows:
) initial diagnostics (testing for operability) of heater components at starting;
) diagnostics of heater components during operation;
) starting and automatic work by «normal» or «economical» programs (switching to
various modes in accord with engine coolant temperature);
) heater disengagement:
- with preset cycle being over (3 hour or 8 hour cycle);
- with one of controlled component being non-operable;
- with tolerable limits of parameters being violated (temperature, voltage and flame blow-
out in combustion chamber);
) engagement and disengagement of cabin heater fan.
6 Control panel
The control panel (further as the panel) is a component of heater 14 -10 to provide the
heater manual control.
The panel provides the following:
- heater start and stop in manual mode;
- setting of work programs: normal or economical;
- setting of duration of heater operation (3 hours or 8 hours);
- presentation of heater state (works, does not work or any fault)
6.1 Control panel and its functions
The following items are on a facing side of control panel: three key shifters (pos.1,2 and 3)
and light diode (pos.4 see Figure 3 ).
1
4
2 3
Fig. 3 – Control panel
6.1.1 The shifters perform the following commands:
- shifter pos.1 (with illumination) provides the heater start (position “ “ ) and stop (position
“ ”);
- shifter pos.2 provides the setting of operation sequence:
) normal (to be marked as on a facing side of control panel);
) economical (to be marked as on a facing side of control panel);
- shifter pos.3 provides the setting of heater work duration - 3 hours (to be marked as 3 on a
facing side of control panel) or 8 hours (to be marked as 8 on a facing side of control panel).
10-19
The shifter pos.2 and pos.3 may be any you like, they may be changed during heater work,
i.e. you may change the operation sequence and work duration. The work duration after shifting will
be determined with consideration of time passed away.
E.g., the preset time is 8 hours, if you shift to 3 hours and the heater has been working
already for 4 hours prior the shifting time, the heater will be switched OFF.
With shifter pos.3 being shifted to position 3 hours, the cabin heater fan will be controlled
manually only from the instrument panel of truck.
With shifter pos.3 being shifted to position 8 hours and coolant temperature achieved of 40 or
more, the cabin heater fan will be engaged automatically irrespective of heater shifter position on
the instrument panel of truck, while at coolant temperature up to 40 , the cabin heater will be
engaged manually from the instrument panel of truck.
6.1.2 Light diode pos.4 indicates the heater state:
- light - the heater works;
- blinks – if any fault (emergency). The number of blinks corresponds to fault code (see
Table 2).
- no light - the heater does not work.
Attention. To engage the heater again after its automatic stop be sure to shift the shifter pos.
1 to position « », then, to perform engagement.
7 Faults
7.1 The faults which may be eliminated by your own. The heater being engaged does not
start, with this, to do the following:
1. To inspect if any fuel in a tank.
2.To test the fuses:
- button «ON/OFF» on a panel is dead at engagement – 5 ;
- the heater does not start - 25 ;
- cabin heater fan is dead - 8 . (with this fuse fault the heater does work but warm air is not
delivered to cabin).
7.2 All other faults of a heater are indicated automatically by light diode blinking on a panel.
7.3 The typical faults of a heater and its troubleshooting are presented in section 8.
7.4 As for all faults discovered during operation, besides those stipulated in p. 7.1, you
should address to the repair shop.
8 Faults of heater control system
8.1 The troubleshooting starts from testing the contacts of connectors of circuits being
inspected, see Table 1, adhere to the wiring diagram, Fig 1.
Table 1
Circuitry Heater Pump Panel
Pump 1,2 – XS5 1,2- P5 -
Fuel pump 1,2- S2 - -
+ 24 V 4 – P1 2- S5 1- P4
- Common 7- 1 1- S5 3- P4
10-20
8.2 All other faults of a heater are shown in Table 2.
Table 2
Number
of light Comments.
Description of fault
diode Elimination of faults
blinks
Overheating The overheating sensor or temperature sensor detects temperature of
more than 102°C. To inspect the complete liquid circuit.
Difference of temperatures to be measured by overheating sensor
Possible overheating is detected. and temperature sensor is more than 20°C (the temperature detected
1
Difference of temperatures to be by overheating sensor or temperature sensor is more than 70°C). To
measured by overheating sensor inspect the overheating sensor and temperature sensor, to change
and temperature sensor is too them if needed.
great.
Failed starting attempts If permissible attempts of starting has given no results, to test the
2 fuel delivery. To inspect the system of air supply for combustion
and the gas outlet pipeline.
Flame interruption To inspect the fuel amount and delivery. To inspect the system of
air supply for combustion and the gas outlet pipeline. If the heater is
3
started, to inspect the flame indicator and change it, if needed. To
inspect the fine fuel filter for clogging.
Faulty glow plug To inspect the glow plug, to change it, if needed.
4 Faulty motor of compressed air To inspect the wiring of motor of compressed air pump, to change
pump the pump, if need be.
Faulty flame indicator Inspect the connection wires.
Check up the ohmic resistance between flame connector contacts.
At break, the ohmic resistance is more than 90 ohm. Change the
5 flame indicator in case of break.
Check up the ohmic resistance between flame connector contacts. If
short-circuit, the ohmic resistance is less than 10 ohm. Change the
flame indicator in case of short-circuit.
Overheating gauge is faulty. Inspect the connection wires. Check up the outlet voltage. The outlet
voltage is linear-dependant upon temperature (0°C corresponds to
6 Faulty temperature gauge 2,73 V; with temperature increase onto 1°C, the output signal
increases onto 10 mV, correspondingly). If faulty overheating gauge
or temperature gauge, change them.
Faulty circulation pump Inspect the wiring and electric motor of circulation pump for break
or short-circuit.
Faulty fuel pump Eliminate trouble, change the circulation pump, if need be.
7 Faulty truck fan control relay Inspect the fuel pump wiring for break or short-circuit,
inspect the fuel pump capacity, to change the pump, if needed.
Inspect the relay wiring, eliminate the short-circuit, to change the
relay, if need be.
No connection between control Inspect the wiring, the connectors.
8 panel and control module
Disengagement, increased voltage Inspect the operation of battery, of voltage regulator and wiring.
Voltage between 4 and 7 contacts of XP1 connector is to be at least
Disengagement, low voltage 30.8 V.
9
Inspect the operation of battery, of voltage regulator and wiring.
Voltage between 4 and 7 contacts of XS1 connector is to be not
lower than 20 V.
Excessive time for ventilation The heater did not cool enough during blowing-through. To inspect
10 the air-for-burning supply system and the gas outlet pipe. To check
the flame indicator and change it, if need be.
10-21
9 Maintenance
The heater maintenance supposes the following procedures:
- daily maintenance (Daily mnt.);
- season maintenance (with transition to winter operation).
The heater daily maintenance is to be provided during cold season. The list of Daily mnt.
Procedures is provided in Table 3.
Season maintenance is to be provided prior the cold season.
During heater season maintenance, to inspect its technical state in accord with Table 3.
Table 3
Maintenance type
Object of maintenance. Technical Instruments, Daily Season
Scope of work and method requirements for material, tools
object
Electric equipment
To inspect if heater electric contacts are Visual
secured properly. inspection + +
Air intake.
To take down the air intake, wash in Visual Petrol as need be
petrol and blow the gauze with inspection (acetone) +
compressed air.
Plug
- to take down the air intake, the rubber Visual Special In 500 h
hood which closes the plug, and inspection wrench, clean
disconnect the wires, to screw-out the cloth
plug and take away the soot deposit. Petrol +
- to inspect the robber cap for mechanical (acetone)
faults, to change if any faults. Screwdriver
Combustion chamber Visual Wrench - In 500 h

Clean screwdriver 1.5 mm for air inspection. 13,
supply to a plug Screwdriver,
+
Fuel system. +
To inspect the fuel pipes for leakage, to Visual
tighten the clips, if need be. inspection. Screwdriver
In 500 h
Liquid system.
Visual Wrench -
Heat exchanger cleaning inspection. 13,
Screwdriver,
To inspect the liquid system for leakage, Visual Brush
to tighten the clips, if need be. inspection. Vessel for + +
TOSOL
Wrench -
13,
Screwdriver
Be sure to engage the heater every month for 10 minutes irrespective of mileage and season.
10-22
10 Haulage and storage
10.1 Heaters may be transported by any transport means able to protect the products and the
packages from atmospheric precipitations pursuant to storage conditions 2( ) GOS 15150-69, and
from mechanical damages pursuant to transporting conditions GOS 23216 -78.
10.2 The haulage and storage conditions for heaters, as for climatic factors, should
correspond to storage requirements 5 GOS 15150-69.
11 Manufacturer’s warranty.
11.1 The warranty heater service life is 18 months from date of sale, the warranty life
500 hours, or 45000 kms, if all operation, transportation and storage rules of this Manual are
observed.
11.2 If no stamp of enterprise with certain date of purchase, the warranty time period
starts from date of heater production.
11.3 During the warranty period, the troubles due to the fault of a manufacturer, are
to be eliminated the personnel of authorized service enterprises, with delivery of spare parts
required at the manufacturer’s cost.
11.4 The manufacturer does not receive claims for shortage and mechanical faults
after truck being sold.
11.5 The present warranty is valid for defects due to the following:
- force majeure as thunderbolt, fire, flooding, overflow, non-permissible fluctuations
of voltage, road accidents;
- violation of rules of installation, operation, haulage and storage as per this Manual;
- installation, repair of heater by persons or enterprises not authorized by
manufacturer to provide such installation and warranty repair;
- heater misusage.
10-23
APPENDIX
Manufacturer:
“ADVERS Co.”
443068
Samara town,
Novo-Sadovaya str., 106, bld.101
Tel.(8462) 17-38-35,17-38-45
Fax (8462) 17-38-42
E-mail:advers @autoterm.ru
Pre-starting diesel heaters

14 -01 or 14 -10
Repair manual
14 .451.00.00.00.000-01 .
10-24
14 .451.00.00.00.000-01 . page 2 of 41
Contents
1 Heaters technical data and main components 3

2 Safety measures 4
3 Construction and designation of main units of pre-starting heater 14 -01 and 14 -10. 5
4 Possible troubles in heater 14 -01 and 14 -10 and troubles elimination in process of
operation . 6
4.1 Elimination of troubles appeared in process of operation of heater 14 -01.
14
4.2 Elimination of troubles appeared in process of operation of heater 14 -10.
18
5. Boiler and heater – function, repair and change of components 22
5.1 To inspect and change the glow plug 22
5.2 To dismantle and change the plug gauze 23
5.3 To inspect, dismantle and change the temperature gauge and overheating gauge 24
5.4 To inspect, dismantle and change the flame indicator . 26
5.5 Function, dismantling and change of air charger 27
5.6 Function, dismantling and change of combustion chamber 28
5.7 Function, dismantling and change of heat exchanger 30
6 To repair and change the heater components 32
6.1 Function, dismantling and change of electric motor with pump 32
6.2 Relay of saloon heater fan 33
6.3 Function, trouble-shooting, dismantling and change of fuel pump 33
6.4 Automatic means of fuel priming 35
6.5 To dismantle and change the control module 36
6.6 To dismantle and change the electronic timer or control panel 37
7 Heater operation 38
8 Pre-starting heater inspection after repair. 40
9 Manufacturer’s warranty. 41
10-25
14 .451.00.00.00.000-01 . page 3 of 41
The “Repair manual” presented is compiled for staff engaged in maintenance

and repair of pre-starting diesel heaters 14 -01 and 14 -10. The manual contains
methods of faults disclosure and methods of testing the units and components for
operability and their change.
The manual presents main technical data, units’ descriptions and functions,
suggestions on maintenance and repair. The manual contains information on model
peculiarities.
During heater repair, be sure to address to Operation manual, certificate and
catalogue of components and assembly items as well.
Some minor construction changes introduced by manufacturer after Repair
manual approval for issue may be omitted in the manual.
1 Heaters’ technical data and main components
Heaters’ technical data are presented in Table 1. Technical data are indicated with
tolerance 10% measured at temperature 20 and rated voltage.
Table 1
Heater technical data and Models
main components
14 -01 14 -10
Heating efficiency, kW 15,5 1,5 15,5 1,5

Fuel consumption in
modes, l/h:
-full- 2,0 2,0
-average- 1,2 1,2
-small 0,54 0,54
Rated voltage, V 24 24
Fuel grade - diesel fuel acc. to GOST 305 in accord with ambient air
temperature
Operation mode* «normal» «normal»
or
«economical»
10-26
14 .451.00.00.00.000-01 . page 4 of 41
Table 1 cont.
** Power used in modes, W
(without electric pump):
-full-
-average- 86 86
-small 55 55
at starting 31 31
108 108
Heater controls * Electronic timer Instrument panel
(or button)
Starting mode -manual or automatic manual
Heater work duration in
automatic mode at starting:
- manual 3 hours 3 hours or 8 hours
- automatic from 30 to 60 minutes (3 hours with button-starting)
*Heater 14 -10 may be provided with electronic timer or button, with this, the heater
works in “normal” program only.
**As for “economical” program, the power consumed by electric pump decreases onto 50%
in «average», «small» and «cooling» modes.
2. Safety measures.
2.1 During repair, adhere to the following instructions on labor protection.

2.2 Violation of heater operation rules may be the cause of fire.
2.3 The working place is to be provided with fire extinguishing appliances.
2.4 Heater operation with cooling system not primed is strictly forbidden.
2.5 Heater engagement without fuel is strictly forbidden.
2.6 Fuel re-filling with heater operating is forbidden.
2.7 Heater operation in closed premises with poor ventilation is forbidden.
2.8 Heater disconnection from power prior the blow-through cycle completion is
forbidden.
10-27
14 .451.00.00.00.000-01 . page 5 of 41
2.9 If any flame in exhaust branch outlet, be sure to disengage the heater and eliminate
the trouble.
2.10 Connection and disconnection of connectors to electronic timer (control panel) and
control module, while power is ON, are forbidden.
3. Construction and designation of main components of pre-starting heaters 14 -01

and 14 -10.
3.1 Units and components of basic set of pre-starting heater 14 -01 are depicted in Fig
1. List if units and items is presented in Table 2.
3.2 Main heater components for models 14 -01 and 14 -10 are depicted in Fig 2.
Designations and names of heater units – see Table 3.
3.3 Circuit diagram for pre-starting heater 14 -01 is shown in Fig. 3.
3.4 Units and components of basic set of pre-starting heater 14 -10 are depicted in Fig
4. List if units and items is presented in Table 4.
3.5 Circuit diagram for pre-starting heater 14 -10 is shown in Fig 5.
10-28
14 .451.00.00.00.000-01 . page 6 of 41
53
17
51 45**
25À
10À 12
15**
Ïó÷îê ïðîâîäîâ
ïîäîãðåâàòåëÿ
êàáèííûé
53215-3741010
2*
16**
18* 1
10
55
Fig.1- Heater 14 -01 basic set.

10-29
14 .451.00.00.00.000-01 . page 7 of 41
Table 2
pos. Designation Names of assembly items Num Note

ber
1 2 3 5 6
1 14 .451.01.00.00.000-01 Heater 1
2* 10 .451.02.00.00.000 Fuel pump 1
10 14 .451.00.00.00.001 Split bushing 1

12 10 .451.00.00.00.002 Wrench for plugs 1
15** Rubber hose 5 10 GOS 10362 L=250 1

mm
16** Rubber hose 5 10 GOS 10362 L=400 1
mm
17 14 .451.00.00.00.002 Hose 40 18-7 Specifications (TU) 1
005.6016-87
L=620 mm
18* Clamp TORRO 8 12/9-C7W1 1
45** Clamp mini 9/9 3
51 4902.3741010 Control unit 1

Specif. (TU) 37.104.254-2003
53 4202.3777010 Electronic timer 1
Specif. (TU) 37.104.241-2002
55 472.3780 24 Electric motor with pump 1
Specif. (TU) 4573-019-24322961-99 Cheboksary
town
* With possible supply of heater with installed fuel pump

** With possible supply of heater with installed fuel pipes and clamps.
10-30
2*
Áëîê ðàçúåìîâ
èëè Áëîê óïðàâëåíèÿ Âõîä
òîïëèâà
Âûõîä â íàãðåâàòåëü 5
1 Âîçäóõîçàáîðíèê
æèäêîñòè 4
Êðûøêà 8
7 Ñâå÷à
Óïëîò íèò åëüíîå
êîëüöî Ïðîêëàäêà 20
Çàãëóøêà
3
Äàò÷èê
òåìïåðàò óðû
Âõîä
âîçäóõà
19
Ñåòêà
11
Òåïëîîáìåííèê
21
Óïëîò íèò åëüíîå êîëüöî
10-31
14
Âõîä
æèäêîñòè
14
Fig. 2 – Main units of heater

Óïëîò íåíèå
15
.451.00.00.00.000-01
6
16 Êîëüöî
çàïîðíîå 12 Íàãíåòàò åëü
Øòóöåð 10 âîçäóõà
13 -Äàò÷èê ïåðåãðåâà Êîðïóñ Êàìåðà 9 18
22-ïðèæèì ñãîðàíèÿ Âûõîä Ïåðåõîäíèê
Èíäèêàò îð îòðàáîòàííûõ
ïëàìíåíè ãàçîâ
page 8 of 41
14 .451.00.00.00.000-01 . page 9 of 41
Table 3
pos.
item and assembly Name
1 10 .451.01.12.00.005 Cover
2* 14 .451.01.03.00.000 Block of connectors
3 14 .451.01.07.00.000 Temperature gauge
4 -06 Plug
5 10 .451.01.04.00.000 Air intake
6 10 .451.01.02.00.000 Air charger
7 10 .451.01.00.00.004 Gasket (for combustion chamber)
8 10 .451.01.00.00.012 Ring
(for heat exchanger)
9 10 .451.01.09.00.000 Flame indicator
10 10 .451.01.01.01.000 Combustion chamber
11 10 .451 01.00.00.002 Heat exchanger
12 10 .451.01.00.00.001 Body
13 14 .451.01.07.00.000 Overheating gauge
14 10 .451.01.00.00.012-03 Ring (for union)
15 14 .451.01.00.00.005 Stop ring
16 14 .451.01.00.00.003 Union
17 10 .451.01.05.00.000 Clamp
18 10 .451.01.00.00.003 Adapter
19 10 451.01.01.04.000 Gauze
20 10 451.01.00.00.007 Plug
21 10 .451.01.00.00.012-01 Ring (for cover)
22 10 451.01.00.00.006 Clip (for overheating gauge)
*Item 14 -10 is provided with control module 14 451.01.04.00.000 instead of block of

connectors.
10-32
14 .451.00.00.00.000-01 . page 10 of 41
ÍÀÃÐÅÂÀÒÅËÜ 14ÒÑ.451.01.00.00.000-01 ÏÓ×ÎÊ ÏÐÎÂÎÄÎÂ Ýëêòðîííûé òàéìåð
XS1 XP6 53215-37410610 XSÐ7 XP2
Áëîê ðàçúåìîâ Öåïü 12 Î
2 Êîíòàêò
Î 13
+24 Â 1 3 Êîíòàêò
Öåïü Á 9
Îáù. 2 XS8 XP1
Äàò÷èê 1 Îáù. XS2
òåìïåðàòóðû XP4 Öåïü
2 Äàò÷èê òåìï. 9 Á
Êîòåë ïîäîãðåâàòåëÿ
Öåïü Ê 5 Îáù.
18
Öåïü Óïðàâ. ñâå÷îé 1
Òàéìåð
×
8 Íàãðåâ
16 Î
Äàò÷èê 1 Îáù. Âåíòèëÿ òî ð "-" 2 2 +24 Â
Ô Ô
ïåðåãðåâà 2 Äà ò ÷ è ê ï å ð å ã ð . Â åíòè ëÿòîð "+" 3
23 15
4 Íàãðåâ
Ã 22 17 Ñ
Ó ïðà â. ò îïë. í àñ îñà 4 3 Èíäèêàöèÿ
Öåïü Ð 21 19 Ê×
Îáù. èçìåð. 5 6 Ïóñê
Èíäèêàò îð 1 Èíä. ïëàìåíè Èíäèêàòîð ïëàìåíè 6
3 20
ïëàìåíè Î
Ýëåêòðîäâèãàòåëü íàñîñà
14
2 Èíä. ïëàìåíè
Äàò÷èê òåìïåðàò óðû 7 Æ
Äàò÷èê ïå ðå ãðåâà 8
10
XS2 Ýëåêòðîíàñîñ ÍÎ 472.3780
Öåïü
Íàãíåòàò åëü 1 Âåíòèëÿòîð Öåïü
XS9 XP9 7 Ã
âîçäóõà 2 +24 Â 1 Îáù.
Öåïü 8 Æ
Óïð. òîï ë. í àñîñ 1 Òîïëèâíûé
Ñâå÷à Îáù. 2 íàñîñ ÐÅËÅ 901.3747
1 0 ÒÑ.4 51 .0 2.0 0.0 0 .000 XS14
Öåïü
15 Ç
À Â Ò ÎÌ ÎÁ È Ë Ü Àêêóìóëÿòîðíàÿ 85 Ðåëå ñâå÷è
Ðåëå
9 Á
áàòàðåÿ - +24Â Î 1 86 Îáù.
2 Ê
+24 Â 1 87 Êîíòàêò
Á 9
-24 Â 2 88
XP15 XS13 13 Î
8À 30 Êîíòàêò
Ðàçúåì ïó÷êà
80Á Ô
80Å Ô Áëîê óïðàâëåíèÿ
XS1 XP1
80Â Ã
Ã 5
Öåïü
2 8 Æ
Ð 6
1 7 Ã
80Ë Ð L 1 Îáù.
01 2
80Ä Ð 80Ä Ð XS5 XP2
H Öåïü
80Ç 80Å Ô Á
V 9
2 Îáù.
80Ã Ç Ç
U 15
5 Ðåëå ñâå÷è
80Æ × Ñ
D 17
3 Èíä.
80Ã Ç 19 Ê×
80Ì Ã I 1 Ïóñê
4 Î
80Â Ã 4 +24Â
Îò îïèòåëü êàáèíû XS3 XP3
Öåïü
XP6 XP4 XS14 25 À Öåïü 18 Ê
Ê 2 1 Óïðàâ. ñâå÷îé
1 1 2 3 4 85 25 À 16 ×
2 5 6 7 8
Ê 3 2 Âåíòèë ÿòîð "- "
30 88 87 25 À 14 Î
7 Äàò÷èê òåìïåð.
86 Ê 3 10 Æ
10 À Öåïü 8 Äà ò ÷ è ê ï å ð å ã ð .
XS8 XS7 Î 1 22 Ã
XS2 10 À 4 Óïð àâ. òîïë . íàñîñ.
Î 4 23 Ô
5
1
6
2
7
3
8
4
2 1 2
10 À 3 Âåíò èëÿòîð "+"
4 3 21 Ð
1
Äèîä Ã 5 5 Îáù. èçìåð.
Àíîä 20 Ç
Î 12 6 Èíäèêàòîð ïëàìåíè
X S1 XS5 XS3 Êàòîä
2 4 5 6 5 6 7 8
1 1 2 3 1 2 3 4 1. Âèä íà ðàçúåìû æãóòà ïîêàçàí ñî ñòîðîíû ïðèñîåäèíèòåëüíîé ÷àñòè.
XS9 X P9
1 2 2 1
Fig. 3 – 14 -01 Circuit diagram
10-33
14 .451.00.00.00.000-01 . page 11 of 41
Ðàçúåì äëÿ ïîäêëþ÷åíèÿ

ê ýëåêòðîïèòàíèþ
5
Ê âåíòèëÿòîðó
îòîïèòåëÿ êàáèíû
4
Áëîê
óïðàâëåíèÿ
3
Òîïëèâíûé íàñîñ
Ðåëå
âåíòèëÿòîðà
Ïðåäîõðàíèòåëü 5À
Ïðåäîõðàíèòåëü 25À
Fig. 4. 14 -10 Heater
10-34
14 .451.00.00.00.000-01 . page 12 of 41
Table 4
pos. Designation Names of assembly items Num Note

ber
1* 14 .451.01.00.00.000-10 Heater 1
2 14 .451.00.00.000 Control module 1
3 14 .451.00.00.00.000 Bundle 1
4 14 .451.00.00.00.002 Hose
40 18-7 Specif. (TU) 1
005.6016-87 L=620 mm
5 472.3780 24 Electric engine with pump
Specif. (TU) 4573-019- 1 Cheboksary
town
24322961-99
6 Clamp TORRO 8 12/9- 7W1 1
* The following are installed on a heater: fuel pump with fuel pipes, safety blocks, fan
relay, control module.
10-35
14 .451.00.00.00.000-01 . page13 of 41
Æãóò 14ÒÑÆ.451.00.00.00.000
Íàãðåâàòåëü 14ÒÑ.451.01.00.00.000-10
Áëîê óïðàâëåíèÿ XÐ1 XS1
14ÒÑ.451.01.04.00.000 Öåïü
çåë 1
Âûõ. äàííûå 2
Öåïü áåë 2
÷åð* Âõîä. äàííûå 5
Ä àò ÷èê 1 Îáù. ÷åðí 3
14Ò Ñ .4 5 1.0 1 .0 7. 00 . 00 0 Îáù 7
2 Äàò÷èê òåìï. êð-áåë 4
+24Â 4
êð 5
Öåïü +24Â (ïóëüò) 6
÷åð* ãîë 6 Ïóëüò óïðàâëåíèÿ
Ä àò ÷èê 1 Îáù. Êîíòàêò ðåëå 3 14ÒÑÏ.451.00.00.00.000
ðîç 7
14Ò Ñ .4 5 1.0 1. 0 7. 00 .0 0 0
2 Äàò÷èê ïåðåãð. Êîíòàêò ðåëå 1
Êîíò. Öåïü XS4 XP4

Öåïü êð
È íäèêàò îð
1 Èíäèêàòîð 1 Öåïü
Ïóëüò óïðàâëåíèÿ
ïëàì åíè êð 5À 5 êð
10 Ò Ñ. 4 51 .0 1.0 9 .0 0 .0 0 0 2 Èíäèêàòîð 2 5À 1 +2 4 Â
êð-áåë 1 çåë.
4 25 À 2 Âõ. äàííûå
êð 25À 3 ñèí
Öåïü 3 3 Îáù.
Í àãíåò àò åëü ñåð 2 áåë
âîç äóõà 1 +24 Â 4 Âûõ. äàííûå
÷åð
10 ÒÑ . 45 1. 01 .0 2 .0 0 .0 00 2 Âåíòèë. Ðåëå 901.3747
XS7 XP7
Öåïü 8 êð-÷åðí Äèîä 3403.3747
Ñâå÷à ðîç
Äèîä
30 Êîíòàêò
ãîë 6 ãîë
87 Êîíòàêò
÷åðí Îáù.
86
êîðè÷
85 Óïðàâ. ðåëå
XS2 XP2
Öåïü Òîïëèâíûé íàñîñ
Ýëåêòðîíàñîñ
êð Óïðàâëåíèå 1 0ÒÑ.451.02.00.00.000
1
ÍÎ 472.3780
÷åð XS5 XP5
Îáù. 2
Öåïü
æåëò
÷åð
1 Îáù.
XP15 XS13
ÀÂÒÎÌÎÁÈËÜ Àêêóìóëÿòîðíàÿ
áàòàðåÿ - Öåïü
+24Â êð-áåë
ïèòàíèÿ
4
+24 Â 1
Ðàçúåì
÷åðí 3
-24 Â 2
XP3
Îòîïèòåëü
ðîç 7
1
êàáèíû
êð-÷åðí 8
2
XP1 XS1 XS2 XP2

ÕÐ4 XS7 XP7
XS4
1 1 2 2 1 85 85
1 6 1 2 2 1
30
6 2 30 88 87
2 3 4 4 3 87 88
7
5 7 5 86 86
4
3 3 XS5,XS13 XÐ3,XP5,XÐ15
4
2 1
2
1
Âèä íà ðàçúåìû ïîêàçàí ñî ñòîðîíû ïðèñîåäèíèòåëüíîé ÷àñòè êîëîäîê

Fig.5 - 14 -10 Circuit diagram.
10-36
14 .451.00.00.00.000-01 . page14 of 41
4. Trouble-shooting for heaters 14 -01 and 14 -10.
During heater operation, the separate items of it may fail; such items may be changed
without heater dismantling from truck.
Trouble-shooting is to be performed in accord with methods presented for heater
14 -01 and 14 -10.
4.1. Trouble-shooting for heater 14 -01.

The cause of trouble for heater 14 -01 is determined by code lightened on
electronic timer display (exceptions are leakage of body or loss of heat conduction by a heat
exchanger). The codes of faults, the causes of troubles and methods of their elimination are
presented in Table 4.
Table 4
Code Description of Cause of trouble Suggested methods of trouble
fault elimination
13* Heater fails to 1 No fuel in a tank. 1 Fill fuel into tank
start 2 Discharged or faulty storage 2.Charge or change the storage
(two automatic battery. battery
attempts of 3 Blow-out of 25 fuse. 3.Change the fuse, be sure to
starting had 4 Poor contact of fuse with provide the proper contact with
failed) bundle contacts. contacts of safety block.
5 Insufficient fuel delivery. 4.Eliminate leakage of fuel pipe.
6 Gauze of air intake is clogged. 5.Inspect the fuel pump for
7 Gas outlet line is clogged. capacity; change if need be.
8 Insufficient heating of plug. 6.Clean the air intake gauze and
9 Seizure of electric motor rotor, the gas outline line.
stoppage of air delivery to 7.Inspect the plug, change it if
combustion chamber. need be.
10. A 1,5 mm orifice in 8.Change the faulty air charger.
combustion chamber is clogged. Clean the 1,5 mm orifice in
combustion chamber (see Fig. 9)
10-37
14 .451.00.00.00.000-01 . page 15 of 41
Table 4 cont.
20 * Electronic timer 1. Faulty storage battery. Change the storage battery.

is dark 2. Break in wiring. Change the fuse.
3. Blow-out of 10 fuse. Eliminate breakage.
4. Poor contact in connectors. Eliminate oxidation of connector
5 No connection between control contacts.
module and electronic timer.
01* Overheating 1 No “Tosol” in a cooling 1 Inspect the liquid circuit
02* Possible system. completely.
overheating is 2 Air “block” in a heater. 2 Inspect the pump, change it, if
discovered. 3 Used “Tosol” doesn’t needed.
Temperature correspond to season 3 Inspect the temperature gauge
difference as for (freezes). and overheating gauge, change
indications of Faulty electric pump. them, if need be.
overheating gauge
and temperature
gauge is more
than 20 .
03 Overheating Inspect the connection wires.
gauge is faulty. Check up the outlet voltage. The
Short-circuit or break in gauge outlet voltage is linear-dependant
wiring. upon temperature (0°C
corresponds to 2,73 V; with
temperature increase onto 1°C,
04 Faulty the output signal increases onto 10
temperature mV, correspondingly). If faulty
gauge overheating gauge or temperature
gauge, change them.
10-38
14 .451.00.00.00.000-01 . page 16 of 41
Table cont. 4
06 Faulty flame Short-circuit onto “body” or Inspect the connection wires.

indicator. break in flame indicator wiring. Check up the ohmic resistance
between flame connector contacts.
The ohmic resistance is to be
within 26..32.5 ohm at
temperature 25°C. At break, the
ohmic resistance is more than 90
ohm; at short-circuit, the ohmic
resistance is less than 10 ohm.
Change the flame indicator in case
of break or short-circuit.
07 Flame-out in See the description of fault code
mode “SMALL”. 08.
08 Flame-out in Check up the fuel delivery
mode “FULL”. volume. Inspect the system of air
supply for burning and the gas
outlet line. If heater starts, inspect
the flame indicator and change it,
if need be. Inspect the fine fuel
filter for clogging.
09 Faulty glow plug. Short-circuit, break or inter-coil Inspect the glow plug, change it,
shortage in a plug heating if need be.
element.
10 Electric motor or Short-circuit or break in wiring Inspect the wiring and electric
air charger fault. or in electric motor. motor for breakage or short-
circuit, eliminate trouble, change
the air charger, if need be.
12 Disengagement, Faulty voltage regulator. Inspect the operation of voltage
increased voltage Faulty storage battery. regulator of truck, repair or
up to more than change it, if need be.
30,8 V.
10-39
14 .451.00.00.00.000-01 . page 17 of 41
Table 4 cont.
14 Faulty circulation Short-circuit or break in wiring Inspect the wiring and electric
pump or in electric motor or in motor of circulation pump for
circulation pump electric motor. break or short-circuit.
Eliminate trouble, change the
circulation pump, if need be.
15 Disengagement, Faulty voltage regulator. Inspect the battery, charge it or
low voltage – less Faulty storage battery. change, if need be. Inspect the
than 20 V. truck voltage regulator and power
wiring.
16 Insufficient Flame indicator in a heater is Inspect the air intake and gas
ventilation for cooled poor during blowing- outlet line, eliminate dust and dirt,
heater combustion through. as needed. Inspect the flame
chamber cooling. indicator, change it, if need be.
17 Faulty fuel pump Short-circuit or break in wiring Inspect the fuel pump wiring for
of fuel pump. break or short-circuit.
Leaky fuel lines or joints of fuel Inspect the fuel lines or their
line with fuel system items. joints with fuel system items for
leakage.
Inspect the fuel pump for
capacity, change it, if need be.
19 Flame-out in See the description of fault code
mode 08.
“AVERAGE”.
*Attention!! The most probable cause of heater trouble is the driver’s carelessness: he
doesn’t care for battery charging, grade and availability of fuel and Tosol, leakage-
proofness of fuel pipes, air intake state, exhaust pipe and wiring condition.
10-40
14 .451.00.00.00.000-01 . page 18 of 41
4.2 Elimination of troubles appeared in process of heater 14 -10 operation.

The cause of heater 14 -10 trouble, with the exception of loss of body leakage-
proofness or loss of heat exchanger thermal conductivity, is determined by number of light
diode flashes (in a pause), the diode being on a control panel. The number of flashes, the
trouble causes and ways of elimination are presented in Table 5.
Table 5
Number of
light diode Description of Cause of trouble Suggested ways of elimination
flashes trouble
Heater fails to start 1 No fuel in a tank. 1. Fill fuel into tank
(two automatic 2 Discharged or faulty 2.Charge or change the storage
attempts of start storage battery. battery
failed) 3 Blow-out of 25 fuse. 3.Change the fuse, be sure to
4 Poor contact of fuse with provide the proper contact with
contacts of safety block. contacts of safety block.
5 Insufficient fuel 4.Eliminate leakage of fuel pipe.
delivery. 5.Inspect the fuel pump for
6 Gauze of air intake is capacity; change, if need be.
clogged. 6.Clean the air intake gauze and
7 Gas outlet line is the gas outline line.
2* clogged. 7.Inspect the plug, change it, if
8 Insufficient heating of need be
plug. 8.Change the faulty air charger.
9 Seizure of electric motor 9.Clean the 1,5 mm orifice in
rotor, stoppage of air combustion chamber (see Fig. 9)
delivery to combustion
chamber.
10. A 1,5 mm orifice in
combustion chamber is
clogged
10-41
14 .451.00.00.00.000-01 . page 19 of 41
Table 5 cont.
The “ON/OFF” 1. Faulty storage battery. 1 Change the storage battery.
shifter on a control 2. Break in wiring. 2.Change the fuse.
panel doesn’t glow 3. Blow-out of 5 fuse. 3.Eliminate break in power
with shifting to 4. Poor contact in circuit.
8* position “ON”, or no connectors. 4.Eliminate oxidation of
connection with 5 No connection between connector contacts.
control module. control module and
control panel.
Overheating 1 No “Tosol” in a 1 Inspect the liquid circuit

cooling system. completely.
2 Air “block” in a heater. 2 Inspect the pump, change, if
3 Used “Tosol” doesn’t needed.
Possible overheating correspond to season 3 Inspect the temperature gauge
is discovered. (freezes). and overheating gauge, change, if
1 Temperature 4.Faulty electric pump. need be.
difference as for
indications of
overheating gauge
and temperature
gauge is more than
20 .
1 Leaky fuel line. Check up the fuel delivery
Flame-out. 2 Clogged fine fuel filter. volume. Inspect the system of air
3 Faulty flame indicator. supply for burning and the gas
4 Faulty fuel pump. outlet line. If heater starts, inspect
3 the flame indicator and change it,
if need be. Inspect the fine fuel
filter for clogging.
10-42
14 .451.00.00.00.000-01 . page20 of 41
Table 5 cont.
Faulty glow plug Short-circuit onto body, Inspect the glow plug, change it,
break or inter-coil if need be.
shortage in a plug
heating element.
4 Short-circuit or break in
Faulty motor of air Inspect the wiring and electric
charger wiring or in electric motor for breakage or short-
motor. circuit, eliminate trouble, change
the air charger, if need be.
Faulty flame indicator. Short-circuit or break in Inspect the connection wires.

flame indicator wiring. Check up the ohmic resistance
between flame connector contacts.
The ohmic resistance is to be
within 26…32.5 ohm at
temperature 25°C. At break, the
5 ohmic resistance is more than 90
ohm; at short-circuit, the ohmic
resistance is less than 10 ohm.
Change the flame indicator in case
of break or short-circuit.
Overheating gauge is Inspect the connection wires.

faulty Check up the outlet voltage. The
outlet voltage is linear-dependant
Short-circuit or break in upon temperature (0°C
gauge wiring corresponds to 2,73 V; with
6 temperature increase onto 1°C,
the output signal increases onto 10
Faulty temperature mV, correspondingly). If faulty
gauge overheating gauge or temperature
gauge, change them.
10-43
14 .451.00.00.00.000-01 . page21 of 41
Table 5 cont.
Faulty circulation Short-circuit or break in Inspect the wiring and electric

pump wiring or in electric motor of circulation pump for
motor or in circulation break or short-circuit.
pump electric motor. Eliminate trouble, change the
circulation pump, if need be.
Faulty fuel pump Short-circuit or break in Inspect the fuel pump wiring for
7 wiring of fuel pump. short-circuit.
Leaky fuel lines or joints Inspect the fuel pump for
of fuel line with fuel capacity, change it, if need be.
system items.
Faulty relay of truck Short-circuit or break in Inspect the relay wires, eliminate
fan control. wiring. short-circuit, change the relay, if
need be.
Disengagement, Faulty voltage regulator. Inspect the battery and wiring.
increased voltage. Faulty storage battery. Voltage between 4 and 7 contacts
of connector XS1 is to be not
more than 30,8 V.
9 Inspect the battery, regulator and
Disengagement, low wiring. Voltage between 4 and 7
voltage. contacts of connector XS1 is to be
not less than 20 V.
Insufficient ventilation Flame indicator in a Inspect the air intake and gas
for heater combustion heater is cooled poor outlet line, eliminate dust and dirt,
chamber cooling. during blowing-through. as needed. Inspect the flame
10 indicator, change it, if need be.
Inspect the air charger operation,
change it, if need be.
10-44
14 .451.00.00.00.000-01 . page 22 of 41
* Attention! The most probable cause of heater trouble is the driver’s carelessness: he
doesn’t care for battery charging, grade and availability of fuel and Tosol, leakage-
proofness of fuel pipes, air intake state, exhaust pipe and wiring condition.
1. Function, repair and change of heater components.
The heater (item 14 -01), with units and parts installed on it, is shown in Fig.6, item
14 -10 – in Fig. 7. The construction and components are similar for pre-starting
heaters 14 -01 and 14 -10.
Fig. 6 – Heater 14 -01 Fig. 7–Heater 14 -10
5.1. To inspect and change the glow plug.

The glow plug provides ignition of fuel mixture during heater start. To inspect the plug
operability and to change it, proceed as follows:
- to take down the air intake pos. 1, the rubber end-piece pos. 2 which closes the glow
plug, and disconnect the wires pos.3 which go to plug pos. 4 (see Fig.8).
- to undo the plug and clean from soot.
- to connect the plug to d.c. source with voltage 12-0,3 V and to measure the current
consumed in 25 sec.
The current consumed is to be not more than 10 , with this, the plug heating element
warms up and makes red-hot from the tip. The duration of test is not more than 120 sec.
Time period between engagements is at least 180 sec.
Be sure to change the glow plug if the current consumed by plug is more than 10 or if
it doesn’t make red-hot from the tip or fails to warm up.
- during glow plug change, adhere to reverse procedure while installing it.
10-45
14 .451.00.00.00.000-01 . page 23 of 41
3 4
2
Fig.8 - Glow plug dismantling.
5.2 To dismantle and change the glow plug gauze

The gauze provides uniform fuel delivery to combustion chamber.
During plug inspection and change, be sure to inspect the gauze for soot presence or
clogging. If any soot, be sure to change the gauze; the gauze is to be installed acc. to Fig. 9
into the combustion chamber union till stop; preliminarily, be sure to clean the 1,5 of
possible clogging.
Having installed the gauze, check up the dimension (to be at least 10 +0,5 mm ) (see
Fig. 9).
Ñâå÷à
+0,5
Îòâåðñòèå
10
äëÿ ïðîõîäà
À âîçäóõà
Cåòêà
Ç1,5
Ýêðàí ñåòêè
è ðàñïëîæåíèå
åãî îòíîñèòåëüíî ñâå÷êè
Fig. 9- How to install the glow plug gauze into combustion chamber
10-46
14 .451.00.00.00.000-01 . page 24 of 41
Attention! The gauze is to be press-fitted till stop into combustion chamber

body.
Otherwise, the heater may be started with error.
5.3 To inspect, dismantle and change the temperature gauge and overheating gauge.
The temperature gauge is to control the temperature of heated liquid, while the
overheating gauge is to control the temperature of heat exchanger heating.
The temperature gauge for liquid and the overheating gauge are identical; they are the
micro schemes built into the metal body. The temperature (overheating) gauge is depicted in
Fig. 10.
Fig. 10 - Scheme of overheating and temperature gauges.

Technical data for temperature (overheating) gauge:
Output signal – voltage;
Principle of output signal change – linear, the signal value increases with temperature;
Sensitivity – 10 mV/deg.;
Output voltage at temperature 0° - 2,73 V;
Temperature range - 50° … +155° ;
Non-linearity – not more than 2° .
To inspect the temperature, overheating gauges for operability according to scheme
presented in Fig. 11.
If any short-circuit or output voltage not corresponding to temperature measured, be sure to
change the gauge. To dismantle and change the temperature or overheating gauge, adhere to
procedure described in section 5.3.1 and 5.3.2.
10-47
14 .451.00.00.00.000-01 . page 25 of 41
Äàò÷èê
òåìïåðàòóðû +10 Â
èëè ïåðåãðåâà
1 R=5,6 Ê U âû õ
2 V
Ïðîâîä
ñ ÷åðíîé ìåòêîé
Fig. 11- Scheme of inspection of temperature (overheating) gauge.
5.3.1 To dismantle and change the overheating gauge.
To dismantle the overheating gauge, proceed as follows (see Fig.12):
-to drain coolant from truck system;
- to undo the screws and take the cover off the block of connectors or control module;
- to disconnect the contacts of overheating gauge wires from connector, preliminarily, to
slacken the screws in a connector;
-to take the seal of cable out of connector block body or control module;
- to undo the screw, to remove the clip from gauge and to extract the gauge out of heater
body;
-to change the gauge, adhere to reverse procedures; with this, the connection of contact
with black-marked wire (or black wire) is to be placed into socket of connector marked with
black dot over the socket. With gauge installed, to fill in the coolant Tosol and expel air
from liquid circuit as prescribed by truck manufacturer.
Fig.12- Overheating gauge installation and dismantling.
10-48
14 .451.00.00.00.000-01 . page 26 of 41
5.3.2 To dismantle and change the temperature gauge.
To dismantle the temperature gauge, proceed as follows (see pos.5 Fig.8):
- to drain coolant from truck system;
- to undo screws and take cover off the block of connectors or control module;
- to disconnect the contacts of temperature gauge wires from connector;
- to take the seal of cable out of connector block body or control module;
- to undo the screw, to remove the clip from gauge and to extract the gauge out of heater
body;
- to remove the cotter and take the gauge out of heater body;
- to install the temperature gauge, adhere to reverse procedures; with this, the connection of
contact with black-marked wire (or black wire) is to be placed into socket of connector
marked with black dot over the socket. With gauge installed, to fill in the coolant Tosol and
expel air from liquid circuit as prescribed by truck manufacturer.
5.4 To inspect, dismantle and change the flame indicator.

The flame indicator is for flame indication in combustion chamber.
It is a tube with built-in tungsten bulb. The indicator is disposed in zone of exhaust gas
outlet.
The flame indicator construction is shown in Fig. 13.
Fig. 13 – Flame indicator.
1.3.1 To inspect the flame indicator, proceed as follows:

-undo screws and take the cover off the block of connectors or control module (see
Fig.14);
- disconnect contacts of flame indicator wires from connector and inspect the indicator
for operability.
To inspect the flame indicator operability, measure the resistance between wire
contacts. At temperature +25° , R rated is to be within 26 … 32,5 ohm, at short circuit or
circuit break, the resistance is to be, correspondingly, R sh. circuit 10 ohm and R break 90
ohm. Measure the flame indicator-to-body short-circuit, R sh. circuit =10 ohm.
Change the flame indicator if any trouble.
10-49
14 .451.00.00.00.000-01 . page 27 of 41
5.4.2 To dismantle the flame indicator, proceed as follows:

- to undo the screws and take the cover off the block of connectors or control module
(see Fig.14);
- to disconnect the contacts of flame indicator from connector;
- to undo the screws which secure the adapter and the air charger and disconnect the air
charger;
- to undo the nut (screw) of indicator clip (Fig. 14) and to extract the flame indicator with
seal out of adapter;
- to change the flame indicator, adhere to reverse procedures while installing.
Nut
Fig. 14- Heater with removed air charger for flame indicator change.
5.5 Function, dismantling and change of air charger.

The air charger supplies air into combustion chamber to provide combustion in
modes «full», «average» and «small». Air consumption changes with voltage supplied to air
charger electric motor.
10-50
14 .451.00.00.00.000-01 . page 28 of 41
Air charger blows-out the combustion chamber prior and after the combustion in
order to cool the chamber, eliminate moisture and fuel left.
Air intake with built-in gauze in placed onto intake orifice to protect from dirt
ingress.
With failure of electric motor or impeller (the indication of it is noise and small air flow
head), the air charger is not repairable and is to be changed onto new one.
To dismantle the air charger, proceed as follows:
- to undo the screws and take the cover off the block of connectors or control module;
- to disconnect the contacts of air charger wires from the connector;
- undo the screws and disconnect the air charger from adapter;
- to install the air charger, adhere to reverse procedures; with this, the connection of
contact with black-marked wire (or black wire) is to be placed into socket of connector
marked with black dot over the socket.
Fig. 15 – Air charger.
5.6 Function, dismantling and change of combustion chamber.

The combustion chamber of evaporation type is designed to provide formation and
combustion of fuel-air mixture.
The indication of combustion chamber failure is heavy smoking in heater outlet.
To dismantle the combustion chamber, proceed as follows (see Fig.19):
- to undo screws and take the cover off the block of connectors or control module;
10-51
14 .451.00.00.00.000-01 . page 29 of 41
- to dismantle the glow plug in accord with p. 5.1;

- to dismantle the air charger in accord with p. 5.5;
- to dismantle the flame indicator in accord with p. 5.4;
- to undo the coupling bolt of clamp and disconnect the adapter from heater body;
- to take down the swirler, with this, to undo two nuts;
- to undo screws which secure the combustion chamber to adapter, take down the
combustion chamber;
- with combustion chamber dismantled, to eliminate soot from it, to clean the 1.5
orifice for air supply to plug (see Fig. 9), to clean the channels for air passage into a
chamber, see Fig. 17 (arrow), and to blow-through with compressed air.
If any burnt-out items are discovered in process of combustion chamber cleaning and
washing, be sure to change the chamber.
- to change the combustion chamber, adhere to reverse procedures while installing, with
this, change the gasket between combustion chamber and adapter (pos.7 Fig.2 ).
Swirler
Fig.16 - Combustion chamber with adapter and fame indicator.
10-52
14 .451.00.00.00.000-01 . page 30 of 41
Fig. 17- Combustion chamber without swirler
5.7 Function, dismantling and change of heat exchanger.
Heat exchanger (Fig. 18) transfers heat from hot gas flow formed during fuel-air mixture
combustion to coolant circulating in heater water jacket.
The possible faults in process of heat exchanger operation are the loss of heat conduction
as result of deposition of soot and diesel fuel combustion products on inner walls and ribs,
and leakages. The sign of heat conduction loss is the increase of heater exhaust gases
temperature above 550 (the normal temperature is within 420 480 );
To dismantle the heat exchanger, proceed as follows (Fig.19):
- to undo screws and take the cover pos. 1 off the block of connectors or control module;
- to disconnect the wire contacts from connectors pos.2.;
- to take the seal of cable of air charger, flame indicator out of connector block body or
control module;
- to take down the heat exchanger, the rubber cap pos. 4 which closes the plug, to disconnect
the wires of plug;
- to undo the bolt of coupling clamp pos. 3 and to disconnect the heater body with heat
exchanger from adapter with air charger and combustion chamber pos. 5 assy.;
- to extract the heat exchanger out of heater body;
- with dismantling over, clean the heat exchanger inner chamber of soot and carbon deposits
and the outer part of possible deposits.
10-53
14 .451.00.00.00.000-01 . page 31 of 41
- to change the heat exchanger, adhere to reverse procedures while installing, to change the
sealing ring pos. 6 to be placed between the heat exchanger and a heater body. To install the
heat exchanger into body as shown in Fig. 19 matching the line of recesses on screw rib
with upper cast parting line on a body.
Fig.18 – Heat exchanger
2 4 6
3
1
Fig.19 - Heater dismantling.
10-54
14 .451.00.00.00.000-01 . page 32 of 41
6. To repair and change the heater components.
6.1 Function, dismantling and change of electric motor with pump.
The pump provides circulation of heat-transfer agent in a truck and a heater cooling
circuit (see Fig. 20).
The pump main parameters are as follows:
- capacity – up to 1800 l/h;
- rated voltage - 24 0,5 V;
- consumed current – not more than 1,9 .
6.1.1 If any leakage of service liquid (Tosol) along seals from pump or if any faults of
electric motor (short-circuit in electric motor), be sure to dismantle the pump and change it.
6.1.2 To dismantle the pump, proceed as follows:
- to drain the coolant from truck system;
- to disconnect the connector between the pump and the heater;
- to disconnect the pump from truck liquid system; for this, to slacken the coupling clamps
and to remove the rubber hoses from input and output branches of pump, to close the hole in
rubber hoses with plug;
- to undo two fastening bolts and disconnect the pump;
- to change the pump, adhere to reverse procedures while installing. With pump installed, be
sure to eliminate air from liquid circuit of truck as manufacturer prescribes.
Fig. 20 – Electric motor with pump
10-55
14 .451.00.00.00.000-01 . page 33 of 41
6.2 Relay of saloon heater fan.

Relay provides engagement/disengagement of heater fan.
Rated voltage is 24 V;
Rated current is 0.3 .
If truck fan fails to engage automatically with coolant heated by pre-starting heater up to 40
and more in mode «economical», be sure to change or inspect the fan relay for
operability as follows:
-to measure the coil resistance on contacts 85 and 86 (see Fig. 8).
The resistance should be (280 20) ohm;
-to measure resistance on contacts 30 and 88.
The resistance should be zero;
-to supply voltage 24 V onto contacts 85 and 86 and simultaneously to measure resistance
on contacts 30 and 87.
The resistance on contacts 30 and 87 should be zero, while that on contacts 30 and 88
should be m .
30
86
85
88
87
Øòûðåâîé êîíòàêò
Fig. 21 – Fan relay 901.3747
6.3 Function, trouble-shooting, dismantling and change of fuel pump.
The fuel pump (Fig. 22) provides metered fuel supply to combustion chamber.
Fuel pump main parameters:
- rated voltage - 24 V;
- coil resistance –18.6- 20.5 ohm.
6.3.1 Possible troubles of fuel pump being part of a heater:
) during heater start, the fuel fails to deliver to combustion chamber fuel pipe, no
characteristic knock in a fuel pump,
) delayed fuel supply to combustion chamber fuel pipe (2 attempts of start are failed).
10-56
14 .451.00.00.00.000-01 . page 34 of 41
6.3.2 To eliminate troubles and to determine the fuel pump capacity, proceed as
follows:
- prior trouble-shooting, check if any fuel in a tank and in a filter of fuel supply line;
- be sure the wiring and connectors are proper;
- be sure the fuel line is leakage-proof along full path till fuel pump and from fuel pump to a
heater;
- to inspect the fuel pump for piston displacement (to be judged by knocking), for this, to
connect the automatic appliance of fuel priming to fuel pump (the scheme of appliance and
its operation is shown below). It is permissible to take down the fuel pump and shake it up,
if no characteristic knock (because of possible piston sticking inside the pump in process of
prolonged storage or violation of maintenance rules acc. to Operation manual);
- to inspect the joint between fuel pump body and pipe union for leakage, for this, apply the
compressed air test 1kgf/cm 2 (apply the pressures from the inlet and outlet
simultaneously), if joints leaks, some sealant may be applied onto the pipe union;
- if all above mentioned troubles are eliminated, be sure to install the fuel pump on a truck,
fill the fuel line till heater with fuel with the help of priming means. Take the fuel pipe off
the heater fuel pipe and place it into the measuring glass of 50-100 ml (with least division
not more than 1 ml) to measure the capacity.
Start the heater and observe the fuel volume injected by fuel pump into the measuring
glass for two automatic attempts of heater start. The fuel volume in a measuring glass is to
be 35 ml 5%. If volume is less or more than 35 ml, be sure to change the fuel pump.
Øàðèê Ôèëüòð
Âûõîä Âõîä
Ïðóæèíà Øòóöåð
Fig. 22 Fuel pump.
6.3.3 To dismantle and install again the fuel pump, proceed as follows:
- to slacken the coupling clamps and take the fuel pipes off the fuel pump pipe unions;
- to disconnect the wiring from fuel pump;
- to slacken the screw on coupling clamp and take down the fuel pump;
- to change the fuel pump, adhere to reverse procedures while installing.
10-57
14 .451.00.00.00.000-01 . page 35 of 41
6.4 Automatic means of fuel priming

(is not included into the heater set)
Function.
Automatic means of fuel priming (see diagram in Fig. 23) provides priming of fuel pipe of
pre-starting heater 14 -01 or 14 -10 which has been installed on a truck, or fuel filling
after heater maintenance and repair.
The procedures are as follows:
- disconnect the power supply bundle from fuel pump;
- take the fuel line off the heater fuel pipe. While priming the fuel through the fuel line, be
sure to provide drain of fuel excess into separate vessel;
- connect the bundle of automatic means of fuel priming to fuel pump;
- connect the power bundle of automatic means of fuel priming to storage battery observing
for polarity, or to other d.c. source with voltage U = 24 V;
- switch ON the automatic means of fuel priming and prime the fuel line with fuel;
- disconnect the automatic means of fuel priming from power source;
- place and secure the fuel line to heater pipe union with the help of clamp;
- disconnect the bundle of automatic means of fuel priming from fuel pump;
- connect the power bundle of heater to fuel pump.
D3
+ 5V V3 +
V1 V2 C1
C2 C3 C4 C5 2 4V
R1
R2
D 1.1 R3 D 1 .2
C D 1.3 -
1 & 3 5 & 4
2 6 8 & 10
9
D2
D 1 .4 3
12 11 2 5
13 &
4 V5
V4
R1 2 -3 3 - 0 .1 2 5 - 1 0 ±5 % 1 R4
R2 2 -3 3 - 0 .1 2 5 - 1 5 0 ±5%
R3 2 -3 3 - 0 .1 2 5 - 2 0 ±5 %
R4 2 -3 3 - 0 .1 2 5 - 2 . 2 ±5 %
V1 - D 5 2 2 D 1- 5 61 7
1- 10 -1 7-1 V2 - D 5 2 2 D 2- B TS 4 09L 1
2- 50 -3 5-1 0 -1 0 0 V3 - D 2 1 3 D 3- 1 15 8 5
3- 1 0 - 1 7 - 0 .0 4 7 V4 -1 N 4 0 0 1
4- 50 -3 5-5 0 -1 0 0
5- 1 0 - 1 7 - 0 .0 4 7 V5 - 30 7
1. 7 /D 1 " ", 1 4/D 1 +5 .
Fig. 23 – Circuit diagram of automatic means of fuel priming.
10-58
14 .451.00.00.00.000-01 . page 36 of 41
6.5 To dismantle and change the control module.

The control modules are of two types differed by manner of connection to a heater.
Control module for 14 -01 is connected to truck bundle (see Fig. 22). Control module for
14 -10 is installed on a heater, its connector is connected to a heater bundle (pos. 2 Fig.
19).
Control module provides automatic control of heater operation. It performs the following
operations automatically:
- initial diagnostics of heater units at starting;
- mode of lighting;
- transition from mode to mode (full, average, small, cooling);
- engagement of cab heater fan with certain coolant temperature achieved;
- disengagement mode (with prescribed time period over and if any malfunction);
The module controls the following constantly:
- operability of temperature gauge;
- operability of overheating gauge;
- operability of flame indicator;
- operability of fuel pump;
- operability of pump;
- operability of air charger;
- starting time period increased;
- flame-out in combustion chamber.
While control module trouble-shooting, be sure that all components of pre-starting
heater are proper, then, change the control module; if pre-starting heater with new control
module became operable then, the removed was not OK and is to be changed.
To dismantle the control module of heater 14 -01, proceed as follows:
-to release the lock and take the control module off the fixture clamp in a truck cab, to
disconnect from cab bundle.
For installation, adhere to reverse procedures.
The faulty control module is not repairable.
To dismantle the heater 14 -10 control module, proceed as follows:
- undo the screws and take the cover off the control module;
- disconnect the wires of temperature gauge, overheating gauge, air charger, flame
indicator from connectors;
- disconnect the connector from fuel pump, pump and from bundle;
- disconnect the wires from glow plug;
- undo the fastening screws of control module body.
To install the control module, proceed in reverse order.
10-59
14 .451.00.00.00.000-01 . page 37 of 41
Fig. 22 – Control module 14 -01.
ATTENTION: CONTROL MODULE WITH SEAL BROKEN IS NOT SUBJECT TO

WARRANTY CHANGE.
6.6 To dismantle and change the electronic timer or control panel.
To eliminate mistakes while testing the electronic timer or control panel for
operability, be sure to change them to proper ones. If fault of pre-starting heater with new
electronic timer or control panel disappears, the old electronic timer or control panel are
considered to be faulty and subject to dismantling.
To dismantle the electronic timer or control panel, proceed as follows:
- to disconnect the connectors of timer or panel from bundle socket;
- to undo the fastening screws and extract the timer or panel out of truck instrument panel;
- to change the timer or panel, adhere to reverse procedures while installing.
Fig. 23 - Electronic timer 4202.3777010
10-60
14 .451.00.00.00.000-01 . page 38 of 41
Fig.24 - Control panel 14 .451.00.00.00.000
7 Heater operation.
Heater operates in one of two programs: «economical» or «normal» with control panel
installed. With electronic timer or button, the heater operates in program “normal” only. The
economical program is characterized by decreased power consumption in modes «average»,
«small» and «cooling» by means of decreased (twice) current supply onto pump.
The heater operation principle is based on heating the engine cooling system liquid to
be pumped through the heater heat exchanger.
The gases produced during combustion of fuel-air mixture in combustion chamber are
used as source of heat. Heat passes to coolant of truck engine cooling system through the
heat exchanger walls.
With heater engagement, the following heater components are tested and operation
controlled: flame indicator, temperature and overheating gauges, pump, air charger electric
motor, glow plug, fuel pump and their circuits. With operable state, the process of lighting
starts. Simultaneously, the circulation pump switches ON.
In accord with program prescribed, the combustion chamber is preliminarily blown-
through and glow plug is heated till necessary temperature. Then, in accord with the same
program, the fuel and air start to deliver. Combustion process takes place in combustion
chamber. With stable combustion, the glow plug is OFF. Flame indicator controls the flame.
Control module controls all processes during heater operation.
Control module controls the coolant temperature and sets the heater mode in accord
with coolant temperature: «full», «average» or «small».
10-61
14 .451.00.00.00.000-01 . page 39 of 41
In mode «full» by program «normal», the coolant heats up to temperature 70°C, by

program «economical» - up to 55°C, at heating above 70°C or 55°C, correspondingly, the
mode «average» is actuated.
In mode «average» by programs «normal» or «economical», the coolant is heated up
to temperature 75°C; with heating above 75°C, the heater is shifted into mode «small». In
mode «small», the coolant is heated up to 80°C (by both programs); with heating above
80°C, the heater is shifted into mode «cooling», with this, the process of combustion ceases,
while pump continues working and truck saloon is heated. With cooling below 55 by
program «normal», the heater engages again automatically in mode «full», while by
program «economical» - in mode «average». The duration of full working cycle is 3 hours
or 8 hours, depending upon the shifter position (see section 8). Besides, there’s possibility
of heater disengagement in any moment of a cycle.
With command emitted to disengage the heater manually or automatically by program,
the fuel delivery stops and combustion chamber is blown-through with air (light diode on
instrument panel dies only with blowing-through over but not from moment of
disengagement).
Peculiarities of heater automatic control in emergency or irregular situations:
1) if heater start has failed on any cause, the starting process is repeated
automatically. After 2 failed attempts the heater disengages;
2) if burning ceases during heater operation, the heater disengages;
3) with heater overheated (e.g. the violated coolant circulation, air block etc.) the
heater disengages automatically;
4) with voltage drop below 20 V or its increase above 30 V, the heater disengages;
5) with emergency disengagement of heater, the fault digit code appears on a timer
(if any electronic timer). See Table 4 for decoding and trouble-shooting;
6) with emergency disengagement of heater, the light diode “CONTROL” starts
blinking on a control panel, if any. The number of flashes in a pause indicates the fault type.
See Table 5 for decoding and trouble-shooting.
Note.
Heating of truck cab is possible only with open position of saloon heater cock.
10-62
14 .451.00.00.00.000-01 . page 40 of 41
8. Pre-starting heater inspection after repair.
8.1 To inspect the heater with electronic timer
8.1.1 During assembly, to provide the following:

-liquid system leakage-proofness;
-fuel lines leakage-proofness;
-reliability of fastening of heater instruments’ contacts.
8.1.2 To open the saloon heater cock completely, the fan of truck is to be shifted to mode
of minimum heating.
- to place and inspect the fuses 5 (14 -10) or 10 (14 -01) and 25 .
8.1.3 To inspect the heater for operability:
- to set the current time on electronic timer (see Operation manual for heater);
- to depress the button «START» on electronic timer. The heater should start. Further,
the heater operates in automatic mode. On expiration of time set, the heater stops.
If any fault took place during heater starting or operation, the fault code will lighten.
8.1.3 While starting the heater and observing for its operation in different modes, check
up whether the heater provides smokeless burning.
8.1.4 To inspect the heater start in automatic mode, proceed as follows:
set the time of automatic start and its further «activization» according to Operation manual
for electronic timer.
8.1.5 To start the heater while engine operates and inspect the heater operation.
8.2 To inspect the heater with control panel

8.2.1 During assembly, to provide the following:
- liquid system leakage-proofness;
-fuel lines leakage-proofness;
- reliability of fastening of heater instruments’ contacts;
8.2.2 To open the saloon heater cock completely, the fan of truck is to be shifted to mode
of minimum heating.
8.2.3 To inspect the heater for operability, for this, to shift the program shifter to
position «economical», the time shifter – to position «3 hours», and switch – to position
«ON». The heater should start. Further, the heater operates in automatic mode for 3 hours.
In 3 hours, the heater will stop.
10-63
14 .451.00.00.00.000-01 . page 41 of 41
On operator desire, the heater may be switched OFF earlier, for this, to shift the
switch to position «OFF»; with this, all operation modes are to be marked («full»,
«average», «small», «cooling», as well as cab heater fan engagement with coolant
temperature achieved of 40 .
If any fault took place during heater starting or operation, the light diode will blink.
The number of blinks in a pause indicates the fault type.
8.2.4 To start the heater while engine operates and inspect the heater operation.
9 Manufacturer’s warranty.
9.1 The manufacturer’s warranty is to be maintained according to certificate while

performing the repairs during warranty period in manufacturer’s plant.
While performing the repairs during warranty period outside the manufacturer’s plant, the
repair enterprise determines the warranty and is responsible for proper heater operation.
9.2 Every heater having been repaired and adopted by dpt. of technical control of
repair enterprise should be provided with corresponding marking (stamp) in accompanied
document.
9.3 Heater usage for purposes not prescribed as well as its operation with violation of
Operation manual directions and introduction of any construction changes without
manufacturer’s approval are prohibited.
The manufacturer refuses to adopt or study any claims from consumer if pointed
conditions have been violated.
9.4 The electronic timer, control panel and control module with violated seals are not
prone to warranty change.
10-64
APPENDIX
Pramotronic
Production Company
ELTRA
TERMO OPEN JOINT STOCK COMPANY “ELTRA TERMO”
1 Introduction
This instruction manual (IM) is assigned for study of the structure, operation, assembly
and regular maintenance of the heater “PRAMOTRONIC 16WD24” (further referred to as
the heater).
The diesel heater of 16WD24.8106.000 model with the nominal voltage 24V is
designated for pre-starting heat and automatic keeping of thermal conditions of liquid
cooling diesel motor for all makes of trucks, as well as for heating and automatic keeping of
temperature in a cabin ( passenger compartment) of motor vehicles, buses and stationary
premises at ambient air temperature up to -45 ° .
The reliable operation of the heater and a long term of its maintenance can be
guaranteed only by following all the rules and instructions stated in this instruction manual.
2 Technical characteristics of the heater
The characteristics in Chart 1 are given under the ambient air temperature
+20 and the nominal voltage. Admissible fluctuations are +10%.
Chart 1
Items of characteristics Heater
PRAMOTRONIC-16WD24
Nominal Voltage, V 24
Fuel Diesel oil under State Standard Specification
305 (GOST 305)
Admissible voltage, V 20…30
Heating efficiency in operating mode:
Full mode , kilowatt 16±1,6
Medium mode, kilowatt 10
Low mode, kilowatt 5
Consume power (without electric pump), watt:
At start up (not more than) 95
In full operating mode 130
In medium operating mode 75
In low operating mode 36
Fuel consumption in operating mode: Kbnh

Full mode , litre per hour 2,25
Medium mode, litre per hour 1,25
Low mode, litre per hour 0,625
Heat carrier Tosol, antifreeze

Admissible maximum heat carrier pressure,
kg/cm 2,5
Temprerature range set on the control panel for
keeping automatically in the cabin, C 15 30
The exhaust temperature,0 (not more than) 500
Start up and stop action conditions Manual
The heater operation time Not limited (is limited only by the condition
of the electric power storage)
Weight (of the set) kg (not more than) 9
3 Safety requirements and warnings
3.1 Assembling and maintenance of the heater must be carried out by organizations
and individuals having the producer’s license.
3.2 The plug-in of the heater must be carried out by the two-wired scheme directly to
the accumulator battery regardless the motor vehicle “weight”.
3.3 It’s not allowed to connect the heater to the electric circuit of a vehicle lacking the
accumulator battery.
3.4 The safety measures provided by the regulations of work with electric circuit and
a motor vehicle fuel system must be taken when assembling and disassembling the heater.
3.5 The heater must be disconnected from the accumulator battery when electric
welding works on the motor vehicle or repair work on the heater are carried out.
3.6 It’s not allowed to lay a fuel tube inside the cabin of a motor vehicle.
3.7 The heater can be used only for the purposes stated in this instruction manual.
3.8 A motor vehicle outfitted with the heater must be supplied with a fire-
extinguisher.
3.9 It’s not allowed to use the heater in the places where highly inflammable fumes or
great amount of dust can be formed and accumulated.
3.10 It’s not allowed to install the heater without a spark extinguisher on motor
vehicles transporting explosive and highly inflammable liquids.
3.11 It’s not allowed to use the heater when the vehicle is parked in enclosed spaces
(in a garage, in a workshop, etc.) to prevent poisoning by the exhaust.
3.12 When fuelling the motor vehicle the heater must be turned off.
3.13 To prevent the deformation of plastic parts, boiling of the heat carrier inside the
heater and the emergency of the heat sensors it’s not allowed to disconnect the sockets and
cut off the heater from the electric power supply until the end of the blow-off cycle.
3.14 The heater can be restarted not earlier than in 5-10 seconds after its turning off.
4 The structure and operation of the heater
4.1 The heater works independently from the motor vehicle engine.
It is the main element in the heating system of engine cooling liquid of a motor
vehicle.
4.2 The heater is incorporated into the engine liquid cooling (heating) system together
with the spare pump, which generates the circulation of the cooling liquid through the
heater, the engine and the cabin heater.
4.3 The fuel is supplied to the heater by a special piston pump through the system of
intake and feeding hydraulic hookups.
4.4 Starting and switching of the heater are carried out “manually” with the help of the
control panel.
Power is supplied from the accumulator battery of the motor vehicle and is connected
with the control panel, electric pump and fuel pump by connecting cords. The electric
circuit diagram is shown in figure 1.
Fig. 1. The electric circuit diagram of “PRAMOTRONIC 16WD-24” heater
4.5 The heater is a self-contained heating device and consists of the following main
parts (figure 2):
- Frame (position 1);
- Heat exchanger (position 2);
- Air pump (position 3);
- Control unit (position 4);
- Glow plug (position 5);
- Flame indicator (position 6);
- Heat sensor of incoming liquid (overheating sensor) (position 7);
- Heat sensor of outgoing liquid (position 8).
Fig. 2.The main parts of the liquid heater “PRAMOTRONIC 16WD-24”

4.6 The source of heat is gases got from burning of air-fuel mixture in the combustion
chamber. Hot gases moving through the blades inside the heat exchanger warm it and the
cooling liquid that washes the heat exchanger from outside is heated and sends this heat into
the cooling system.
4.7 The operation of the heater is carried out by the control panel which must be
located on the dash panel of a motor vehicle. On the front board of the panel a handhold
position 1 (figure 3) of potentiometer is inserted for controlling the air temperature inside
the vehicle cabin. The temperature can be set from +15 ° till +30 ° .
A button position 2 and a button position 3 are also located on the front board of the
panel. Each of them is assigned for starting and switching the heater.
Two light-emitting diodes are also output on the front board of the panel (see figure 3).
They show the condition of the heater:
- it doesn’t glow , the heater doesn’t work;
- it glows green, the heater works;
- it flickers with intervals and beeps (the malfunction code), the heater is out of order.
Fig. 3. The Control panel board
4.8 After pushing the startup button of the heater the control panel diagnoses all the
operation system elements and their electric circuits. If all the elements are operable the
control panel begins the work of the heater under the set program. When button position 2
is pushed the heater starts working under program 1 and when button position 3 is
pushed – under program 2.
Startups under programs 2 and 1 don’t differ from each other until the heater
reaches the medium operating mode.
In the beginning the control unit gradually boosts the voltage in the glow plug; the
cellular structure in the combustion chamber is heated. Then fuel and air are supplied,
which begins the process of burning that is controlled by the control unit with the help of
the flame indicator. When steady burning and the sufficient signal from the flame indicator
are reached the control unit turns off the glow plug and the further process of burning is
supported by permanent fuel and air supply into the combustion chamber.
Working under program 1 the control unit puts the operation of the heater into
“FULL” mode and under program 2 – into “MEDIUM” mode.
4.8.1 If for any reason the startup of the heater doesn’t occur the process of the starting
up the heater is automatically repeated. After two feeble attempts to start up the heater it is
automatically switched off. On the control panel the red light emitting diode starts
flickering with intervals and the signal sounds, which shows that the startup attempts are
exhausted “code 2”.
At this time the control unit carries out blowing of the combustion chamber for five
minutes. Such blowing is carried out when any malfunction of the heater occurs. After the
blowing is finished the electric pump switches off. The malfunction code flickers and beeps
for ten minutes.
The malfunction code can be stopped with the button of the respective program by
pushing it and holding it in that position for five seconds.
4.9 When the button position 2 is pressed the heater will work under program 1
which provides a quick preparation (heating) of the motor for starting up, that is, the heater
reaches the “FULL» mode and in this mode heats the liquid up to the temperature +70 ° .
Then it goes to the “MEDIUM” mode and brings the temperature of the cooling liquid up to
+75 ° , after that it goes to the “LOW” mode and continues heating the liquid to the
temperature +80 ° . After the temperature +80 ° is reached the heater goes to the waiting
mode, that is, the combustion chamber switches off and the electric pump continues
working.
The “waiting” mode extends until the temperature of the cooling liquid drops up the
level +55 ° . At this temperature the control unit starts up the heater and works out
program 1 again.
The heater can be switched off at any moment of its operation by a repeat pushing of
the button position 2. The work of the heater can be moved to program 2 by pushing the
button position 3.
Working under program 2 the control unit measures the temperature of the heater’s
incoming liquid. When the temperature +40 ° is reached it turns on the cabin heater fan,
which starts heating the cabin air and keeping the air temperature set on the control panel.
The control unit together with the control panel automatically keep the set temperature
in the cabin. The temperature in the motor vehicle cabin is measured by a remote heat
sensor that must be located in the place where the set temperature is to be kept. In the
process the heat sensor must be well blown by air. The temperature adjustment is carried
out by switching on and off the cabin heater fan.
Working in the “MEDIUM” mode the heater warms the cooling liquid up to +60 °
and goes to the “LOW” operating mode. After it heats the liquid up to +70 ° it goes to the
waiting mode, the combustion chamber switches off, only the electric pump works. At this
mode the temperature of the cooling liquid drops until +40 ° .
After the temperature +40 ° is reached the control unit starts the heater and program
2 is worked out again.
4.10 The operation of the heater in item 4.9 can differ from which is described above.
This difference can occur at very low minus temperatures (-40 ° ), when the engine and the
cabin are highly blown by the wind at temperatures -30 ° – -40 ° or when the heater
warms the premises of large sizes. In those cases a great amount of heat will be withdrawn
into the ambient space.
The heater can work under program 1 in the “FULL” mode without reaching the set
temperature of the cooling liquid +70 ° . The heater will work in this mode until the
moment when the incoming heat exceeds the outgoing heat. In this condition the rising of
the temperature of the cooling liquid starts and when the temperature reaches +70 ° the
heater will go to the “MEDIUM” operating mode, in this case the temperature of the
cooling liquid can drop up to the level +65 ° . At this temperature the control unit will put
the heater in the “FUUL” operating mode. If the temperature of the cooling liquid keeps
rising and the heater warms the cooling liquid up to +75 ° the heater will go to the “LOW”
operating mode. If the temperature of the cooling liquid keeps falling and reaches the level
+70 ° the control unit will put the heater into the ”MEDIUM” operating mode.
While working under program 2 the situation different from the one described in
item 4.9 may occur, that is, the heater can work in the “MEDIUM” mode without reaching
the temperature +60 ° or after reaching the temperature +60 ° and going to the “LOW”
mode the temperature of the cooling liquid will keep falling until +55 ° . At this
temperature the control unit will put the work of the heater into the “MEDIUM” mode.
5 Requirements to the assembly of the details and units of the heater
5.1 The heater is assembled depending on its working position.

5.2 The heater must be assembled outside the saloon (the cabin) of the motor vehicle in
a horizontal position with the control unit on top. Admissible horizontal and vertical
misalignments are +10°. The heater can be fastened to the attachment points from two sides
with the help of two M8 bolts or to the floor or the ceiling with the help of special brackets.
(see figure 4)
The floor fastening of the heater The ceiling fastening of the heater
Fastening of the heater to the side walls
Fig. 4. Admissible assembling positions of the liquid heater “PRAMOTRONIC

16WD-24”
5.3 The heater must be installed in the way that prevents dirt from getting into
the intake hole of the air filter
5.4 The construction of the heater allows it to be installed above the head level of the
radiator. The main condition is the admissible level of the heights between the electric
pump and the heater that mustn’t exceed 1 meter.
5.5 The electric pump must be placed below the minimal admissible level of the
cooling liquid.
5.6 The connecting hydraulic hookups (hose pipes) must be laid with pitches and
without excessive bends in which air locks can occur.
5.7 The assembly of the exhaust pipe must be carried out considering its high
temperature in the time of the heater operation. The exhaust must be withdrawn outside the
motor vehicle which eliminates its getting into the cabin.
Besides, the outlet of the exhaust pipe mustn’t be directed towards the oncoming flow
of the air when the motor vehicle is moving.
5.8 Assembly of the fuel system of the heater
While assembling the fuel system it’s necessary to keep the following prompts which
are preferable:
- the fuel pump must be located near the fuel tank;
- it’s preferable to place the axle of the fuel pump closer to the vertical (see figure 5)
- it’s preferable to locate the heater above the maximal level of fuel in the fuel tank (see
figure 6, figure 7);
- for connecting the fuel tank and the fuel pump it’s preferable to use hose pipes with the
inside diameter about 2 millimeters, as in that case it takes the working fuel pump a short
time to fill the inner volume of the hose pipe with the fuel.
In assembling the fuel system short radius bends of sleeves and hose pipes are not
allowed, as a bite (fracture) of the flow passage occurs.
The diagrams of a comparative position of the fuel tank, the fuel pump and the heater
are shown in figures 6 and 7.
Fig. 5. Admissible assembling positions of the fuel pump

Fig. 6. The diagram of the assembly of the fuel system of the heater with an individual fuel
tank
Fig. 7. The diagram of the assembly of the fuel system of the heater with the fuel intake
from the motor vehicle fuel tank.
While assembling is carried out the hose pipes must be cut off only with a sharp knife
as in figure 8. The restriction of the flow passage of the heater, as well as hollows and barbs
are not allowed.
Fig. 8
Attention : The hose pipe and the fuel pump should be protected from heating.
They mustn’t be installed next to the exhaust pipe or on the engine
Fig. 9 The diagram of the fuel pump assembly

It’s allowed to install the fuel pump on the frame of the heater.
5.9 The control panel assembly
The control panel is installed in the cabin or saloon of the motor vehicle on the dash
panel in the place specified by the manufacturing plant, or this place is specified by the
specialized organizations carrying out the assembly. The dimensions of the hole for the
control panel locating are shown in figure 10.
Fig. 10 The control panel matching site
5.10 Assembly of the electric system of the heater

The assembly of the wire harnesses of the heater is to be carried out according to the
electric diagram (see figure 1). While assembling the harnesses the opportunity of their
heating, deformation and shifting during the motor vehicle operation must be excluded.
Harnesses are to be fastened to the parts of the motor vehicle with plastic clips.
Attention: When assembly is carried out the safety device must be dismantled
6 Checkup of the heater after the assembly
6.1 When assembling the following must be secured:

- air tightness of the fuel system and tightening of the clips;
- reliability of electrical connection.
6.2 Mount the protective device, buttons 2 and 3 on the control panel will glow.
6.3 Firmly turn the potentiometer for setting the temperature on the control panel
clockwise.
Attention!
1 At the first startup of the heater the fuel system must be filled with fuel up to
the incoming connecting pipe of the heater. If the booster pump is missing the startup
of the heater must be repeated several times until the fuel system is filled.
2 It’s necessary to remember that each time the heater is turned on and doesn’t
start working at the first attempt the control unit automatically turns on the heater for
the repeated startup attempt with the following blowing for five minutes.
6.4 After the combustion chamber of the heater comes to the maximal mode (about 5
minutes after the startup), the potentiometer for setting the temperature in the cabin on the
control panel must be slowly turned counterclockwise and the necessary temperature must
be set. The further work of the heater is described in chapter 4 of this instruction manual.
7 Guidelines
7.1 For securing continuous working capacity of the heater it’s recommended to turn
on the heater briefly for about five minutes once a month during the whole year (including a
warm season of the year). The turning on must be carried out at the ambient air temperature
near the control panel and the heat sensor below +30 ° . Thus, the sticking of the movable
parts of the fuel pump can be eliminated (it can arise because of the low-quality fuel).
7.2 Reliable work of the heater depends on the fuel used in relation with the ambient
air temperature. Recommended types of fuel are given in chart 2.
Chart 2
The ambient air Fuel or mixture type
0
temperature,
Up to 0 Diesel fuel L-0,2-40 or L-02-62 State Standard Specification
305-82
From 0 till minus 5 Diesel fuel -0,2 minus 45 State Standard Specification 305-82
From minus 5 Mixture of diesel fuel -0,2 minus 45 State Standard
till minus 20 Specification 305-82 (70%)
and kerosene -25 or -20 Technical Specifications
38.401-58-10-90 (30%)
Below Diesel fuel -0,4 State Standard Specification 305-82 or
minus 20 mixture of diesel fuel -0,2 minus 45 State Standard
Specification 305-82(50%)
and kerosene -25 or -20 Technical Specifications
38.401-58-10-90 (50%)
7.3 In the case of untimely change for winter fuel the heater may not start or may turn off
during the operation.
The reason of such failures is the blocking of the fuel pump and possibly the hose
pipes by paraffin that is generated in the diesel fuel that doesn’t fit the arisen minus
temperature of the surrounding environment.
To eliminate the appeared failure it’s necessary:

- to change the fuel in the fuel tank in accordance with the guidelines given in chart 2;
-to disconnect the hose pipe from the heater and put its end into a transparent container
(a jar);
- to turn on the heater and try to pump through the fuel system. If the positive results
are obtained, to connect the hose pipe to the heater and turn it on again;
- if it’s not possible to pump through the fuel system, it’s necessary to dismantle it, put
it into a warm place and keep it there (warm it) and then pump it through with the changed
fuel. Then to mount the fuel system on the motor vehicle and start the heater.
9 Possible malfunctions, their reasons and ways of their elimination
9.1 Some malfunctions that can be eliminated in-house:

- the buttons on the control panel don’t glow
To determine the reasons it’s necessary to check (replace) the protecting device, check the
supply circuit and sockets of the harnesses connecting the panel and the heater.
- the heater doesn’t start;
If this malfunction occurs code 2 “Two attempts of startup are exhausted” glows. Check
the presence of the fuel in the fuel tank and the work of the fuel pump.
9.2 All possible malfunctions that may occur during the heater operation are displayed
as malfunction codes on the control panel. Each malfunction code is displayed on the
control panel as repeated flickers and intervals of the light emitting diode (red) and is
accompanied by a sound signal.
Attention: At this time the sound signal can be switched off by pressing and
holding the button of the corresponding program for 2-3 seconds.
The decryption of the number of flickers at the malfunction of the corresponding
program (malfunction codes) are shown in chart 3.
Chart 3
The Malfunction Guidelines on malfunctions elimination
number of
flickers
before the
interval
1 The voltage in the Check the voltage in the connector. The voltage must be
accumulator battery from 20-30 Watt. If voltage is less than 20 Watt, charge or
is not normal replace the accumulator battery; if it’s more than 30 Watt,
check the voltage regulator.
2 Two startup attempts Check the presence of fuel in the fuel tank, disconnect the
have been wasted hose pipe from the heater and check the fuel supply. At the
lack of fuel check the work of the fuel pump and replace it if
necessary. Check if the air-take filter and the exhaust pipe are
blocked.
3 Flame breaking in the Check the amount of supplied fuel. Check if the air-take filter
combustion chamber and the exhaust pipe are blocked. If the heater turns on and
off check the flame indicator and replace it if necessary.
4 The electric pump Check if the engine circuit with the harness is broken or
failure failed. Resistance between the terminals must be ~1ohm.
5 The fuel pump failure Not connecting the fuel pump harness from the pump check if
it is broken or failed. Resistance between the terminals must
be ~20ohm.
6 Failure of the circuit Check the socket connecting the panel and the environment
of the environment temperature sensor, check if the harness is broken.
temperature sensor
7 The air pump circuit Check the circuit of the electric motor, change the air pump if
failure necessary.
8 The glow plug failure Check the circuit of the plug. Resistance must be ~2 ohm.
9 There is no Check the socket connecting the control panel with the
connection with the control unit of the heater.
control panel
10 Failure of the circuit Check the socket connecting the sensor with the control unit,
of the incoming check if the harness is broken.
liquid heat sensor
11 Failure of the circuit Check the socket connecting the sensor with the control unit,
of the outgoing check if the harness is broken.
liquid heat sensor
13 The heat exchanger is Check the electric pump, the presence (the level) of the
overheated cooling liquid, the absence of the air blocks in the liquid
system.
APPENDIX
Gearbox electro-pneumatic control system
Operation manual .421447.002
The present manual contains technical data, construction description, operation rules,
maintenance and repair peculiarities for gearbox electro-pneumatic control system.
In view of constant updating the construction of control system, there may be non series dis-
accords between manual and actual product.
Gearbox electro-pneumatic control system provides remote shifting in gearbox in vehicles
with KAMAZ power unit.
Gearbox electro-pneumatic control system is of climatic version « », application category 1
acc. to GOST 15150.
Gearbox electro-pneumatic control system has several modifications. Circuit diagrams and
connection circuits are presented in Appendix , .
1 TECHNICAL DATA
1.1 Gearbox electro-pneumatic control system power is supplied from vehicle harness:
Rated voltage 24 V
Working voltage 18…30 V
1.2 Air to control system is supplied from vehicle on-board air system:
Rated air pressure 0.7 P (7 tm.)
Working air pressure 0.6...0.8 P (6...8 tm.)
1.3 Gearbox electro-pneumatic control system units must be operable at low temperature as
well:
- For actuator and valve block - working temperature is minus 50º ;
- Extreme temperature is minus 60º;
- For motion modes selector and indication block - working temperature is minus 40º
;
- Extreme temperature is minus 60º.
1.4 Gearbox electro-pneumatic control system units must maintain operable with high tem-
perature applied:
- working temperature is plus 70º ;
- Extreme temperature is plus 80º .
1.4.1 Actuator unit must maintain operable with high temperature applied - plus 100º .
1.5 Gearbox electro-pneumatic control system units must maintain operable with high air
humidity not more 98 (-3)% at temperature plus 40(+3)º .
1.6 Gearbox electro-pneumatic control system units must maintain operability at frost and
dew.
2 DELIVERY SET
2.1 Set of gearbox electro-pneumatic control system comprises the following:
- actuator mechanism;
- motion modes selector;
- valve block;
- indication block;
- set of cables;
- set of installation parts;
- Operation manual.
10-82
3. Gearbox electro-pneumatic control system description
3.1 How the control system works
System structure is shown in Fig.1 andFig.2.
Attention! Prior engine shut-down, shift the gearbox to neutral.
Gearbox electro-pneumatic control system works in semi-automatic mode, i. the shifting
moment and gear itself are determined by driver while shifting process is realized automatically.
With modes selector set to gear selected the corresponding “Hall” sensors arranged in mode
setter engage automatically.
The processed signal comes to keys which provide control the electro-pneumatic valves in
accord with certain algorithm, the valves supply air to corresponding air cylinders of actuator
mechanism.
With clutch pedal depressed, clutch sensor comes to operation, its signal triggers the select-
ed valve and thus, the selected gear engages.
Information about gear engaged comes from sensors of actuator position.
Shifting is accompanied by sound signal. When positions of actuator and mode setter levers
coincide, the shifting completes and sound signal stops emitting. Number of gear engaged lightens
in Indication unit.
With clutch pedal released, clutch sensor eliminates the signal of valves engagement.
To control the gearbox with splitter, the block of six valves is used ( -6) and modes selec-
tor with button «splitter» on a body. Signal from mode setter button comes to corresponding valve
which engages high of low range of gears.
To prevent starter engagement, with gear engaged, the output is envisaged (open manifold)
to connect the locking relay.
To prevent spontaneous engagement of first or reverse gear (R), the electronic locking is en-
visaged. First gear and reverse gear are engaged only with locking button depressed.
For urged gearbox shifting to neutral, a corresponding button «N» is provided.
Gearbox electro-pneumatic control system 1 is a simplified version. Gearbox electro-
pneumatic control system 1 has no actuator position sensors and indication unit. Air to actuator cyl-
inders is supplied with clutch pedal depressed in accord with position of modes selector lever. Con-
figuration of mode setter lever travels is similar to those of mechanical drive lever.
E.g., to shift from 1-st gear to 2-nd, be sure to do the following:
- depress clutch pedal till stop;
- shift mode setter lever back to neutral position;
- maintain pause up to 0,5 sec;
- shift motion modes selector lever to the right to middle position;
- shift motion modes selector lever forward to position of 2-nd gear;
- release the clutch gradually.
10-83
3
6
1 4
1
5
1 1 2
- +
1 1
24
2 2 2 2
Fig. 1 – Gearbox XXX electro-pneumatic control system connection scheme

1 – indication unit; 2 – clutch sensor; 3 – motion mode sensor; 4 – block of valves ( -4); 5 – actuator mechanism; 6 –
block of covers; 7 – cover block connector.
Air drive
Electric connection
3 6
4
1 1
5
1 1 2
1
- +
1 1
24
2
2 2 2
Fig. 22 – Gearbox XX electro-pneumatic control system connection scheme

– indication unit; 2 – clutch sensor; 3 – motion mode sensor; 4 – block of valves ( -6); 5 – actuator mechanism; 6 –
block of covers; 7 – cover block connector.
Air drive
Electric connection
3.2 Actuator mechanism

Actuator mechanism provides engagement of five forward gears, reverse gear (R) and neu-
tral (N).
Actuator mechanism body (Fig.3) comprises two air cylinders (1) diameter 80 mm and two
air cylinders (2) diameter 40 mm arranged cross-wise.
Actuator mechanism is installed on gearbox upper cover instead of gearshift lever support.
During installation, replace the spring of reverse gear engagement lock by spring
.753655.007.
Actuator mechanism is greased by oil from gearbox which is supplied through actuator
hatch to its parts by splashing caused by gearbox gears. Be sure to monitor the oil level in gearbox.
10-84
Air supply to actuator is controlled by normally-closed double-position electro-pneumatic
valves in accord with signals emitted by mode setter.
Selection and engagement of gears is provided by lever (3) arranged freely on axis (4).
One of three gearshift rods is selected with lever rotating while rod moving forward (5),
with air supply to small cylinders chambers.
Gear is engaged with air dump in one of chambers of large air cylinders. Lever shifts freely
along axis.
4 3 5 Similarly, like in small cyl-
inders, the pistons, when air supply
to both air cylinders, shift lever to
central position («neutral» in gear-
box), with this, pistons thrust
against edge on piston and thrust
rings in a body.
To determine the selected
6 position, a block of sensors is pro-
vided (6). Block comprises 4 posi-
tion sensors and activators system.
Position sensors fix the posi-
tion of actuator lever in gearbox in
accord with Table 1.
Air cylinder leak-proof is
1 provided by sealing rings and col-
lars.
2
Fig. 3
1,2 – air cylinders; 3 - lever; 4 - axis; 5 - rod; 6 – block of sensors.
Table 1
State of sensors
Gear Gearbox Z 14 Gearbox Z 141 Gearbox Z 15
gX1
gX2
gY1
gY2
gX1
gX2
gY1
gY2
gX1
gX2
gY1
gY2
1 1 0 1 0 1 0 1 0 1 0 1 0
2 1 0 0 0 1 0 0 0 1 0 0 0
3 0 1 0 0 0 1 0 0 0 1 0 0
4 1 0 0 1 0 1 0 1 1 0 0 1
5 0 1 0 1 1 0 0 1 0 1 0 1
R 0 1 1 0 0 1 1 0 0 1 1 0
N1-R 0 0 1 0 0 0 1 0 0 0 1 0
N2-3 0 0 0 0 0 0 0 0 0 0 0 0
N4-5 0 0 0 1 0 0 0 1 0 0 0 1
3.3 Motion modes selector

Motion mode selector (Fig.4) generates commands to engage gearbox and has neutral posi-
tion and six fixed gear-engaged positions.
10-85
To avoid mistaken engagement of first gear and reverse gear R, a button of electronic lock
« » is provided. Engagement of gears specified takes place after lock release, with button de-
pressed.
The motion modes selector comprises also emergency button neutral «N» - for urged shift-
ing of gearbox to neutral, and buzzer informing about gear shifting in actuator, and a power supply
button.
Two wire bunches with connectors for units connection, bunch connection to clutch pedal
and indication unit connection come from bottom part of mode setter body.
Command to engage any gear is generated with shifting modes selector handle. The selected
gear in modes selector is formed by four “Hall” sensors with output type «open manifold» in accord
with Table 2.
Table 2
State of sensors
Gear Gearbox Z 14 Gearbox Z 141 Gearbox Z 15
gX1
gX2
gY1
gY2
gX1
gX2
gY1
gY2
gX1
gX2
gY1
gY2
1 1 0 1 0 1 0 1 0 1 0 1 0
2 1 0 0 0 1 0 0 0 1 0 0 0
3 0 1 0 0 0 1 0 0 0 1 0 0
4 1 0 0 1 0 1 0 1 1 0 0 1
5 0 1 0 1 1 0 0 1 0 1 0 1
R 0 1 1 0 0 1 1 0 0 1 1 0
N1-R 0 0 1 0 0 0 1 0 0 0 1 0
N2-3 0 0 0 0 0 0 0 0 0 0 0 0
N4-5 0 0 0 1 0 0 0 1 0 0 0 1
Note:
0 – active state of “Hall” sensors;
1 – passive (magnet clearance is closed) state of “Hall” sensors.
With clutch pedal depressed, voltage is delivered to valve control keys; if any divergence in
positions of modes selector handle and actuator lever, the valve control keys open in accord with
the following scheme:
- gear disengagement;
- selection of appropriate rod;
- engagement of selected gear.
If gearshift is successful, the keys close.
Engaged gear is indicated in indicator.
To engage the first gear and R, shift the mode setter handle to corresponding position, re-
move the locking having depressed the button « ». With handle shifting to neutral, lock is set
again.
If actuator sensors are faulty, the work mode without feedback is envisaged. The intermittent
indicator shows position of mode setter handle. The control signal to of valve keys is emitted in ac-
cord with current state of mode setter “Hall” sensors.
10-86
1
3 4
7
5
Fig. 4 – Motion modes selector

1 – lever; 2 – power supply button; 3 – urged shifting to neutral button; 4 – lock release button; 5 – splitter; 6 – con-
nectors to connect wire bunches; 7 – buzzer.
3.4 Indication unit

Indication unit (Fig.5) indicates the gear engaged.
1 2 4
N N
R 3 5
Fig. 5 – Indication unit
10-87
3.5 Clutch sensor
Clutch sensor determines the moment of clutch release.
Magnet-sensitive position sensor with output type “open manifold” is used as a sensitive el-
ement of clutch sensor. Sensor is installed under clutch pedal; with clutch release, the signal of logi-
cal “zero” is generated in sensor output, which allows gear-shifting.
3.6 Block of valves
Block of valves controls the air in actuator air cylinders in accord with motion modes selec-
tor.
Block of valves unites in its body 4 (6) normally-closed double-position electro-pneumatic
valves.
All valves are assembled in a single unit and tightened by two bolts and nuts. Air delivery
from vehicle on-board air system is by air hose connected to fitting «Input». Connection with actua-
tor is provided by air hoses connected to fittings «Output», with marking observed. Block of valves
is controlled by cable from mode setter connected to fittings in accord with marking.
Valve states at gears engagement, for various gearbox models, are shown in Table 3.
Table 1
State of sensors
Gear Gearbox Z 14 Gearbox Z 14
X1 X2 Y1 Y2 X1 X2 Y1 Y2 X1 X2 Y1 Y2
- X - - X - - X -
- X X - X X - X X
- X X - X X - X X
X - - X - - X - - X
- - X X - - X X - - X
R - X - - X - - X -
N1-R X X - X X X - X X X - X
N2-3 X X X X X X X X X X X X
N4-5 X X X - X X X - X X X -
Note: valve states are specified with pressed clutch pedal

" – electro-pneumatic valve is ON (voltage on magnet is available);
"-" - electro-pneumatic valve is OFF(voltage on magnet is not available).
10-88
10-01, 4
10-01, 6
Fig. 6 – Block of valves.
4 INSTALLATION INSTRUCTIONS
1 Actuator installation
Actuator mechanism (AM) is installed on place of gearshift lever body. Prior installation, be
sure to replace the spring of reverse gear engagement lock mechanism by spring in delivery set
.753655.007).
Shift the actuator lever to middle position corresponding to neutral. Inspect if all rods of
gearbox are in neutral position.
Unscrew studs which secure lever body and replace them by studs included into delivery set.
Install AM orienting upon seating pins. Drive-in 4 fastening nuts.
Check oil level in gearbox case.
2 Valve block installation

To install block of valves (VB), undo 2 bolts which secure gearbox cover on r.h. side (in di-
rection of motion).
To install block of valves using bolts from set of spares ( 10 1,25-6g 70.36.019
GOS 7798-70).
In accord with marking on VB and AC, connect valves with corresponding air cylinder of
actuator by air hoses from set of spares. Air is taken for gearbox electro-pneumatic control system
from consumers’ circuit of vehicle on-board air system.
10-89
Fig. 7 – Installation of actuator and block of valves
3 Installation of motion modes selector

Motion modes selector is installed in any place convenient for driver – in a cab (to the right
of driver’s seat or on front panel).
4 Indication unit installation
To install the indication unit, eliminate the plug reserved for button 343.
Install the indication unit.
5 Clutch sensor
5.1 Clutch sensor is installed on clutch pedal in such way as to achieve clearance of not
more 2 mm at the end of pedal travel between sensor face and pedal.
Fig. 8 – Clutch sensor installation
10-90
5. HOW THE GEARBOX ELECTRO-PNEUMATIC CONTROL SYSTEM WORKS
Construction of gearbox electro-pneumatic control system supposes 2 working modes: main
and emergency.
5.1 Main mode
To start the main mode of gearbox electro-pneumatic control system, energize the power on
motion modes selector, preliminarily, connect the battery-disconnect-switch in vehicle.
With power supply ON, the indicator should ON in indication unit corresponding to gearbox
neutral position.
If not neutral gear is engaged in gearbox, be sure to depress the clutch pedal and shift modes
selector to neutral position, check if neutral has engaged (by indication unit).
Start the engine and, when pressure in vehicle air system achieves rated value, engage gears
in gearbox. Monitor the oil level in gearbox.
If not neutral gear is engaged in gearbox and air pressure is not enough to engage neutral,
then, prior engine start, stop the control system power supply and depress the clutch pedal.
Keep the clutch pedal pressed until pressure in vehicle air system achieves rated value.
Then, keeping the clutch pedal pressed, engage the power supply to gearbox control system and en-
gage the neutral. If You fail to depress the clutch pedal because of air loss, be sure to supply air to
input from additional air source or install neutral in gearbox manually having removed actuator;
with this, when installing actuator on gearbox, the lever must be installed in the same neutral posi-
tion (in center).
All procedures on shifting in gearbox to be done with clutch pedal depressed till stop.
Clutch may be released only when shifting is over, indications correspond to gear selected,
no buzzer.
To select gear. Shift the modes selector handle to position of gear selected. With gear 1 or
gear R selected, press the button «Locking». Depress the clutch, wait for buzzer OFF. Check by in-
dicator that selected gear is engaged, release the clutch pedal.
If gear under-engagement (position in gearbox is not determined by sensors – indicator is
dead), it is suggested to select the neutral position with button «Urged neutral» and repeat the en-
gagement of selected gear.
On parking, obligatorily, engage the neutral in gearbox and switch OFF the power
supply to mode selector.
5.2 Emergency mode
Emergency mode provides operability if actuator position sensors are faulty. For shifting to
emergency mode, be sure to shut down the engine, disconnect the battery, the connector from block
of covers.
Shifting in gearbox to be done with clutch pedal depressed. With this, air to actuator cylin-
ders is supplied in accord with current position of mode selector handle. So, the driver performs
shifting algorithm by himself.
If mode selector electronics is out of work, depress button «Urged neutral» to disengage the
gear and tow the vehicle to repair site.
With clutch pedal released after neutral engagement, be careful to check if neutral has en-
gaged really; in emergency mode, there’s no indication about gearbox state.
MAINTENANCE AND REPAIR

Gearbox electro-pneumatic control system is to be maintained during vehicle maintenance.
Daily maintenance is not required.
When performing all types of maintenance:
- inspect the state and leak-proof of air connections;
- inspect the state of wire bundles;
- inspect the state and secure of connectors fastening;
10-91
- eliminate faults.
During Mnt-1000 and Mnt-2, additionally:
- tighten threaded joints.
During Mnt.-2, additionally:
- tighten threaded joints;
- wash contacts of all connectors using solution for electronic contacts washing or use
industrial alcohol.
List of possible troubles, causes and remedies are specified in Table 4.
Table 4
Trouble Cause Remedy

Test if power supply is available
With power supply ON, in- No power supply
dicators of gearbox state are Mode selector fuse has blown Change fuse
dead. Faulty mode selector Change mode selector
Faults in wire bunch Repair wire bunch
Gear fails to engage, fre- One of position sensors is faulty Disconnect connector from block
quent attempts to engage of valves, in emergency mode,
move to repair site, repair the
actuator mechanism
Faulty mode selector Using button «Urged neutral»
disengage the gear, tow vehicle
to repair shop, change the mode
selector.
Gear fails to engage, fre- Faults in wire bunch Using button «Urged neutral»
quent attempts to engage disengage the gear, tow vehicle
to repair shop, repair wire bunch.
Faulty clutch sensor Repair or change
One of electro-pneumatic valve is Shift gearbox to neutral position,

faulty tow vehicle to repair shop,
change the valve
Faulty actuator mechanism Remove actuator, shift gearbox
to neutral position, tow vehicle
to repair shop, to repair
Faulty gearbox Repair gearbox
Gear fails to engage Low air pressure in air system; Top up air pressure to norm;
Low voltage in harness Provide rated voltage in harness

Gearshift sleeve teeth «jam» (when Engage another gear. After gear
shifting gears in steady vehicle) engagement, repeat engagement
of gear required.
Gear fails to engage Actuator handle has «locked» – actua- Depress button «Urged neutral»,
tor handle has shifted behind head of remove actuator, actuator handle,
release rod Shift gearbox to neutral position,
tow vehicle to repair shop.
10-92
Trouble Cause Remedy
Gear is engaged with Faulty booster Repair booster
scratching or jerking. Faulty clutch Repair clutch
Clutch sensor position is not adjusted Adjust or repair clutch sensor
properly Repair gearbox
Faulty gearbox
Gear is engaged, but indica- Gear under-engagement Depress button «Urged neutral»
tors are dead and repeat attempt to engage
gear.
When repair in field, it is suggested to change blocks from set of spares. Use only genuine
spares from manufacturers to provide proper operation of all units of gearbox electro-pneumatic
control system.
SAFETY REQUIREMENTS
Only drivers familiar with gearbox electro-pneumatic control system construction and op-
eration and allowed to work with this system.
Prior ignition OFF, disengage the gear (shift mode selector to position N).
Gearbox electro-pneumatic control system operation with faulty clutch linkage or faulty
clutch is prohibited, to prevent gearbox breakage.
Be sure to disconnect the storage battery and control system power supply while welding.
Do not keep clutch pedal depressed for more than 3 minutes (with Gearbox electro-
pneumatic control system ON).
With work over, be sure to disengage gear in gearbox.
Start engine with neutral gear in gearbox. As an exemption, with air pressure below 6
atm. after long parking with engaged gear in gearbox, start engine and increase pressure with
clutch pedal depressed (power supply to Gearbox electro-pneumatic control system must be
OFF). As soon as required pressure is achieved, holding the clutch pedal depressed, energize
the power to Gearbox electro-pneumatic control system, engage neutral gear, then, release the
clutch pedal smooth. If You fail to depress clutch pedal because of air loss, be sure to supply
air to cock input from additional air source or shift to neutral in gearbox manually, having
removed the actuator; with this, when installing actuator on gearbox, shift the handle to neu-
tral position also (along center).
Shift to emergency mode and vice versa to be done with engine dead and battery discon-
nected.
WARRANTY OBLIGATIONS
The Manufacturer guarantees system technical characteristics and operability according to
present Operation manual if Consumer observes operation conditions during the warranty period -
12 months from sale date to Consumer, or in 60000 km covered.
If any faults in Gearbox electro-pneumatic control system in warranty period, be sure to
compile detailed description of fault happened and direct it to enterprise on warranty maintenance
to make decision on repair.
Manufacturer rejects warranty obligations in the following cases:
- if any mechanical damages in units of Gearbox electro-pneumatic control system due
to Manufacturer’s fault;
- if Gearbox electro-pneumatic control system was used with violation of requirements
of present Operation manual.
If units of Gearbox electro-pneumatic control system break through Consumer’s fault, ex-
penses on product restoration should be paid by Consumer.
10-93
+ 28
XS 6 XS 9
7 9 1 9 2 3 4 14
XS 1 XP 1
2
1 1
1
2 .Y1 2
3 . Y2 3
3 X 3 XS 3
4 . 1 4 7: 7:
4
5 . 2 5
5 1 2
6 6 1 1 1
7 7 6
2 2 2
6 6
7 3
8 + 28 8 . 3
+ 28 8 4 N 4
9 9 7 7
10 10 9 7 7
11 N 11 10 6 + 28 6 3 4
12 . 12 11
13 1 13 12
14 2 14 13
15 15 14
16 16
17 17
10-94
18 18
APPENDIX
19 19
XS 4
(for reference)
1-
XP 2 XS 2 1 2 3 2-
12 3
1 1 1 1- 4-
XS 5
2 + 12 2 4
2 I
3 1
3 3 5 7-
2 II
4 4 6
5 I 5 4 3 III
5 7 IV
6 II 6 4
6 8
7 III 7 5 V
7 9 6
8 IV 8 R
8 10
9 V 9 7 N
9 11
10 R 10 8
10
11 N 11 2
11
12 12
13 13
14 14
12
15 15
16 16
17 17 1
18 18
1 19 19
CIRCUIT DIAGRAM FOR GEARBOX ELECTRO-PNEUMATIC CONTROL SYSTEM
+ 28
XS 6
XS 11
7 9 1 9 2 3 4 5 6 14
XS 1 XP 1
1 1
1
2 .Y1 2 2
3 . Y2 3
3
4 . 1 4 X 3 XS 3 7: 7:
4
5 . 2 5
5 1 2
6 .7 . 6 1 1 1
.7 . 6
7 7 2 2 2
7 6 6
8 + 28 8 3 . 3
+ 28 8 4 N 4
9 9 7 7
10 10 9 7 7
11 N 11 10 6 + 28 6 3 4
12 . 12 11
12
13 1 13
14 2 14 13
15 15 14
16 16
17 17
18 18 1-
19 19
10-95
2-
APPENDIX
XS 4 1- 6-
(for reference)
7-
CONTROL SYSTEM
XP 2 XS 2 1 2 3
12 3
1 1 1
XS 5
2 + 12 2 4
2
3 1 I
3 3 5
4 2 II
4 6
5 I 5 4 3 III
5 7
6 II 6 4 IV
6 8
7 III 7 5 V
7 9
8 IV 8 6 R
8 10
9 V 9 7 N
9 11
10 R 10 8
10
11 N 11
11
12 12 2
13 13
14 14
12
15 15
1 16 16
17 17 1
18 18
19 19
CIRCUIT DIAGRAM FOR GEARBOX-WITH-SPLITTER ELECTRO-PNEUMATIC
APPENDIX
REPAIR MANUAL FOR

16S1820TO GEARBOX
10-96
Reparaturanleitung
Repair Manual
Manuel de Réparation
Manual de Reparaciones
Manuale di Riparazione
ZF Synchromesh Transmission
Ecosplit 3
1315 751 103_en

Subject to technical changes
Copyright by ZF
This documentation is protected by copyright. Any

reproduction or dissemination in any form that does
not fully agree with the intended purpose of this
documentation is prohibited without the consent of
ZF Friedrichshafen AG.
Printed in Germany
ZF Friedrichshafen AG / 2010-05
Edition: 2010-05
1315 751 103

ZF-Ecosplit Table of Contents
Page
Transmission Overview.................................................................................................................. 4
Overview of Amendments ............................................................................................................. 5
Preface ............................................................................................................................................ 6
Safety Instructions.......................................................................................................................... 7
Instructions for Repairs.................................................................................................................. 8
Tightening Torques......................................................................................................................... 10
Consumables................................................................................................................................... 11
Spring Table.................................................................................................................................... 12
Setting Data..................................................................................................................................... 13
Transmission Tightening Torques.................................................................................................. 16
Special Tools ................................................................................................................................... 21
1 Plastic Tubes ...................................................................................................................................... 1-1
2 Shift Turret......................................................................................................................................... 2-1
3 Range Change Group......................................................................................................................... 3-1
4 Planetary Gearset with Synchronizers............................................................................................. 4-1
5 Splitter Group Piston and 5/2-Way Valve......................................................................................... 5-1
6 Release Unit, Connection Plate, and Pump.................................................................................... 6-1
7 Clutch Housing ................................................................................................................................ 7-1
8 Shaft and Selector Rails .................................................................................................................. 8-1
9 Intermediate Housing...................................................................................................................... 9-1
10 Input Shaft ....................................................................................................................................... 10-1
11 Counter shaft ................................................................................................................................... 11-1
12 Main Shaft........................................................................................................................................ 12-1
13 Bearing Setting on Main Shaft, Input Shaft, and Countershaft ................................................... 13-1
14 Synchronizers .................................................................................................................................. 14-1
1315 751 103 - 2010-05 3

ZF-Ecosplit Transmission Overview
NOTE Planet carrier:

This manual replaces the following manuals – straight-toothed version
– 1315 751 101 (8/16 S 151, 16 S 221)
– 1315 751 110
– helical-toothed version
– 1316 751 101
– standard
– 1316 751 102
– reinforced version
(16 S 251, 16 S 2720 TO)
This manual contains information about the following
transmissions and versions: Release fork:
– pull-type clutch version
• Transmission types – push-type clutch version
(contained in models 1315, 1316, 1341, 1342,
1343, 1344, and 1345) Connection plate and pump:
16 S 1511) / 8 S 1511) / 16 S 181 / 8 S 181 / – split version
16 S 221 / 16 S 222 / 16 S 2512) – single-piece version
16 S 1620 TD1) / 16 S 1820 TO1)
16 S 1920 TD / 16 S 2220 TO Input shaft:
16 S 2220 TD / 16 S 2520 TO – for axial roller bearings (standard)3)
16 S 2320 TD / 16 S 2720 TO2) – for axial roller bearings with ring (16 S 222)3)
– for tapered roller bearings (standard)
– for tapered roller bearings with ring
• Variants
– for helical gear with needle ring (needle roller and
Shift turret:
cage assembly)
– without servo unit
– Disintegrated servo unit (add on)
Main shaft:
– with integrated servo unit
– with axial roller bearings3)
– with gate-dependent servo unit
– with tapered roller bearings
– H-H (double-H)
– UE-H (Superimposed H) Synchronizer:
– MGS (Manual Gearshift) – ZF-BK
– HGS (Hydraulic Gearshift) For transmissions with servo unit
– CGS (Cable Gearshift) (all gears)
– ZF-D
Range change group: For transmissions without servo unit
– Standard (only 1st/2nd gear)
– reinforced version – Synchronizers with molybdenum
(16 S 251, 16 S 2720 TO) (all gears)
– Synchronizers with carbon
(only 1st/2nd and 3rd/4th gear for transmissions
with servo unit)
1) compact version
2) reinforced version
3) 100 % overrun (with auxiliary brake in engine)
1315 751 103 - 2010-05 4

Overview of Amendments: 1315 751 103
Index Date of Issue Chapter Initiator Comment
2010-05 All LKS-T Summary of all Ecosplit 3 Repair Manuals
1315 751 103 - 2010-05 5

Preface
Preface Warranty
This manual is intended for skilled personnel Repair work carried out at ZF Service Points is
trained by ZF Friedrichshafen AG to carry out subject to the contractual conditions prevailing
maintenance and repair work on ZF products. in the individual case.
The work described below may only be performed
by authorized, trained, and instructed staff. It is Direct and/or subsequent costs are not covered by
the responsibility of the user’s company or repair this contractual liability when:
company to ensure that their repair staff is properly
• work has been performed improperly or by
trained.
unskilled personnel, by non-ZF-personnel,
and/or
This manual deals with a ZF series product in
accordance with the state of development on the • use of “non” genuine ZF parts.
date of issue.
In case of failure it is mandatory to act immediately,
However, due to continuing technical advancements so to ensure the complete function of the ZF unit
of the product, repair work might require work and minimize the scope of damage.
practices and test or adjustment data which are not
contained in this manual. In case of proven unfounded delay in repair we
We therefore recommend that work done on your reserve the right of partial acceptance or even a
ZF product is carried out only by skilled mechanics rejection of warranty claims.
and fitters who have their practical and theoretical
knowledge updated on a regular basis at our Service
Training Center.
Service points equipped by ZF Friedrichshafen AG

all over the world offer you:
1. Continuously trained personnel,
2. Specified equipment,
e.g.: special tools,
3. Genuine ZF spare parts in accordance

with the latest volume production
specifications.
All work performed at these service locations

is carried out conscientiously and with care.
ZF Friedrichshafen AG
Driveline and Chassis Technology
2008-06 6
Safety Instructions
The following safety instructions are used ! DANGER to the health!

in this repair manual:
Ensure confident handling with supplies.
Manufacturer’s instructions must be observed.
NOTE
Refers to special working procedures, methods,
information, use of auxiliary equipment, etc. ! DANGER to the environment!
Lubricants, consumables, and cleaning agents must
CAUTION
not be allowed to enter the soil, ground water, or
Is used when the instructions are not complied
sewage system.
with or not followed precisely and could lead to
• Ask your local environment agency for safety
the product being damaged.
information on the relevant products and adhere
to their requirements.
• Collect used oil in a suitably large container.
! • Dispose of used oil, dirty filters, lubricants, and
DANGER!
cleaning agents in accordance with environmental
Is used when lack of care could result in personal
protection regulations.
injury or danger to life.
• When working with lubricants and cleaning agents
always refer to the manufacturer’s instructions.
CAUTION
Safety Instructions
The transmission must NOT be suspended by the
input shaft OR by the output flange/add-on parts.
As a rule, repair technicians for ZF units are
responsible for their own workplace safety.
To avoid injury to personnel and damage to

products, all safety regulations and legal
Incorrect
requirements which apply to repair and
maintenance work must be adhered to.
Before starting work, mechanics must therefore
familiarize themselves with these regulations.
Personnel required to carry out repairs on ZF

Correct
products must receive appropriate training in
advance.
Compulsory training is the responsibility of the
repair staff.
! DANGER!
Do not walk under suspended load during parts
transportation with a hoist.
2008-06 7
Instructions for Repairs
General Information Cleaning Parts
Read this manual carefully before starting tests or Remove old sealing compound residues from all
repair work. sealing faces. Carefully remove burrs or other
uneven patches using an oil stone.
The ZF-Service Information details must be Lube bores and grooves must be free from anti-
observed. These are available from all ZF Service corrosion grease and foreign matter. Check that the
Centers or from the ZF-ServiceLine. passage is free.
Carefully cover opened transmissions to prevent the
In any cases of doubt, always contact the relevant entry of foreign matter.
expert departments at ZF-Service.
Whenever working on the transmission, ensure
cleanliness and carry out the work as instructed. Reusing Parts
Use specified tools to dismantle and assemble
transmissions. Parts such as antifriction bearings, multidisks,
thrust washers etc., must be inspected by a
specialist, who should decide whether they can
CAUTION be re-used or not.
The pictures, drawings, and components shown Replace parts which are damaged or have suffered
do not always represent the original object, but are from excessive wear.
used to illustrate working practices.
The pictures, drawings, and components are not to • Gaskets, locking plates
scale and no conclusions must be drawn about size Parts which cannot be removed without being
and weight (not even within a complete illustration). damaged must always be replaced with new
All work must be performed as described in the parts (e.g. gaskets and locking plates).
text. Gaskets are installed without the use of sealing
compound or grease. When measuring coated
After repair work and tests performed, skilled gaskets/seals proceed as specified.
personnel must make sure that the product is
working properly again. • Shaft seals
Always replace shaft sealing rings with rough,
Conversions and modifications may impact the ripped, or hardened sealing lips. Seal contact
transmission’s operational safety. Therefore, surfaces must be totally clean and in perfect
customer-specific deviations must be agreed with condition.
ZF in writing.
After removing the transmission from the vehicle, Reworking

clean thoroughly with a suitable cleaning agent
before opening. Pay particular attention to the If rework is needed on spacer washers and shims
recesses of housings and covers when cleaning. etc. because of clearance settings, ensure that the
reworked areas contain no face runout and have
the same surface quality.
2008-06 8
Transmission Assembly • Shaft Sealing Rings

Press in shaft sealing ring with fixture or face
Assemble the transmission in a clean workplace. plate until firmly home at relevant installation
Adhere to all adjustment data and tightening depth.
torques specified in the repair manual.
a) Apply a thin coat of sealing agent* to outer
circumference of shaft sealing rings with a
• Bearings
«steel surround».
If the bearings are fitted while warm, these
should be warmed up evenly (e.g. heating b) Never apply sealing agent to shaft sealing
cabinet). with a «rubber surround» but apply a thin
The temperature should be approx. 85°C and coat of Vaseline 8420 or spirit to the outer
must not exceed 120°C. All bearings fitted must circumference, or wet with a lubricant, e.g. a
be coated with operating oil after assembly. water-soluble concentrated washing-up liquid.
c) Shaft sealing rings with steel and rubber

• Sealing
surrounds should be treated on the outer
If a sealant* is recommended for sealing, then
circumference of the rubber surround as
it is essential to adhere to the manufacturer’s
described for shaft seal (b).
directions for use. A thin layer of sealing agent
should be applied to the surfaces and coat them d) Duo shaft sealing rings have
evenly. Do not allow sealing agent to enter oil two sealing lips. The dust
ducts and bores. On oil-carrying ducts and bores, protection sealing lip (X)
wipe off the sealing agent on the surfaces to be must face outwards.
sealed near apertures to ensure that no sealing Fill the space between the X
agent enters the oil feeds when the parts are sealing lips up to 60% with
pressed together. grease*.
• Retaining Agents • Transmission Oil

Retaining agents* may only be used where After completing repairs, fill the transmission
specified by the parts list. with transmission oil. For the procedure and
When using retaining agents (e.g. Loctite) always approved oils, refer to the transmission operating
comply with the manufacturer’s directions for manual and the List of Lubricants TE-ML (refer
use. to type plate). These are available from all
During assembly, comply with all adjustment ZF Service Centers or on the Internet at
data, inspection data, and tightening torques. www.zf.com. After filling the transmission with
oil, tighten the screw plugs at the oil filling point
and the oil overflow to the specified torques.
* refer to consumable material
2008-06 9
Tightening torques
Tightening torques for screws/bolts and nuts,

extract from ZFN 148
This standard applies to bolts according to DIN 912, Surface condition of screws/bolts/ nuts:
DIN 931, DIN 933, DIN 960, DIN 961 as well as Heat-treated blackened finish and oiled or
ISO 4762, ISO 4014, ISO 4017, ISO 8765, ISO 8676, galvanized and oiled.
and for nuts according to DIN 934 and ISO 4032,
ISO 8673. The bolts are tightened using a calibrated torque
wrench.
This standard contains data on tightening torques
for screws/bolts and nuts of strength categories 8.8, NOTE
10.9, and 12.9, as well as nuts of strength categories Differing tightening torques are listed separately
8, 10, and 12. in the repair manual.
Coarse thread Fine thread
Measurement Tightening torque in Nm for Measurement Tightening torque in Nm for

Screw/Bolt 8.8 10.9 12.9 Screw/Bolt 8.8 10.9 12.9
Nut 8 10 12 Nut 8 10 12
M4 2,8 4,1 4,8 M8x1 24 36 43

M5 5,5 8,1 9,5 M9x1 36 53 62
M6 9,5 14 16,5 M10x1 52 76 89
M7 15 23 28 M10x10.25 49 72 84
M8 23 34 40 M12x10.25 87 125 150
M10 46 68 79 M12x1.5 83 120 145
M12 79 115 135 M14x1.5 135 200 235

M14 125 185 215 M16x1.5 205 300 360
M16 195 280 330 M18x1.5 310 440 520
M18 280 390 460 M18x2 290 420 490

M20 390 560 650 M20x1.5 430 620 720
M22 530 750 880 M22x1.5 580 820 960
M24 670 960 1100 M24x1.5 760 1100 1250

M27 1000 1400 1650 M24x2 730 1050 1200
M30 1350 1900 2250 M27x1.5 1100 1600 1850
M27x2 1050 1500 1800

M30x1.5 1550 2200 2550
M30x2 1500 2100 2500
Status: August 1991
2008-06 10
ZF-Ecosplit Consumables
Description Name Quantity Application Comment

ZF item number approx.
Compression spring 1 piece Compression spring in servo unit Chapter 2

0501 318 490 (Ø12,4 x 43,4) (in the event of loss)
Ball roller 1 piece Roller in servo unit Chapter 2

0501 319 920 (in the event of loss)
O-ring 1 piece Detent Chapter 2.4

0634 316 057 Chapter 2.5
Grease For example: 1g Pin Chapter 2

0750 199 001 Aralub HL2 O-ring
Roller
Grease For example: 1g Tappet Chapter 2

0750 199 019 Spectron FO 20 Pin
Sealing compound Loctite no. 241 5 mm3 Breather Chapter 2

0666 690 017 300 mm3 Swivel screws Chapter 3.3
Sealing compound Loctite no. 262 Hex head screws/output flange Chapter 3.1
0666 690 022 Ball pin/clutch housing chapter 6.1.3
Sealing compound Loctite no. 574 Pump cover Chapter 6.3

0666 790 033
NOTE: Inquire about package/container size before placing an order!
1315 751 103 - 2010-05 11

ZF-Ecosplit Spring Table
Order no. Installation location Number of Wire Ø Spring outer Ø Non-loaded

coils in mm in mm length in mm
0732 040 630 Shift system (2-piece) 6.50 2.40 39.60 89.90
0732 042 126 Detent unit 9.50 1.00 9.40 25.00

0732 042 365 (shift system 2-piece) 5.50 1.70 20.44 31.49
0732 042 366 4.50 1.50 15.03 15.60
0732 042 400 10.50 2.25 15.50 39.70
0732 042 401 12.50 1.50 10.10 36.00
0732 040 985 Shifting output, left side 6.50 2.00 14.40 23.40
0732 042 126 Double-H shift system 9.50 1.00 9.20 25.00
0732 042 684 5.16 2.10 39.00 70.00
0732 040 728 Shifting output, right side 6.50 1.80 29.30 80.00
0732 041 612 Double-H shift system 6.50 1.70 13.90 25.80
0732 042 126 9.50 1.00 9.20 25.00
0732 042 207 7.50 1.50 14.20 30.60
0730 040 630 Shift turret with HGS 6.50 2.40 39.10 89.90
0732 040 985 6.50 2.00 14.40 23.40
0732 042 684 Shift turret 5.16 2.10 39.00 70.00

0732 042 106 Superimposed H shift system 4.50 2.25 30.20 41.30
0732 041 500 6.50 2.10 14.40 23.60
0732 040 986 Shift turret 5.50 2.25 14.50 21.60

0732 041 011 Superimposed H shift system 4.50 2.00 30.50 50.10
with cable control
0732 040 385 Synchronizer/ 18.50 1.25 6.25 34.20

0732 040 386 Planet carrier 35.50 0.70 3.20 34.70
0732 040 736 Locking pin/interlock 13.50 1.60 9.80 36.00
1315 751 103 - 2010-05 12

ZF-Ecosplit Setting Data
Designation Dimensional details Measurement device Comment
01. Axial clearance of detent 0.10 mm Depth gage Select suitable washer
unit on shift turret
(2-piece)
02. Axial clearance of output 0 to 0.1 mm Depth gage Select suitable shim
bearing
03. Installation dimension of 12.5 +1.0 mm Depth gage Installation dimension is defined
shaft sealing ring/output by adapter 1X56 137 124
04. Axial clearance of main + 0.05 mm Test socket Select suitable shim
shaft/planetary gear set 1X56 138 158
(only 16 S 251 and
16 S 2720)
05. Test pressure for piston max. 6.8 bar Locating device Use new O-rings and new
and S/G cylinder 1X56 138 673 double-lip seal
06. Permissible clearance of 0.1 +0.2 mm Feeler gage

sliding pads in S/G sliding
sleeve
07. Control dimension for S/G Depth gage Setting done by adjusting shift
selector rail fork by centering aid
Short transmission version 93.70 mm 1X56 138 079
Long transmission version 107.20 mm
08. Axial clearance of split –0.05 to +0.05 mm Feeler gage Select suitable ring
ring on main shaft (8/16 S 151, 8/16 S 181,
16 S 221, 16 S 251)
09. Axial clearance of securing 0.01 to 0.10 mm Feeler gage Select suitable securing ring
ring on countershaft
1315 751 103 - 2010-05 13

10. Axial clearance of securing 0.01 to 0.10 mm Feeler gage Select suitable securing rings
rings on the main shaft
11. Axial clearance of 0.01 to 0.10 mm Depth gage Rotate countershaft in order to
countershaft center bearing rollers.
Set to zero clearance.
Afterwards, adjust clearance
by suitably thick washer.
12. Axial clearance of main 0.01 to 0.10 mm Depth gage Rotate input and main shaft in
and input shaft order to center bearing rollers.
Set to zero clearance.
Afterwards, adjust clearance
by suitably thick washer.
13. Determine setting of main 19,20 –0.5 mm Depth gage Measurement of distance bet-
shaft and thickness of ring (8/16 S 181, 16 S 221) ween clutch body upper edge
and axial washer (for with inserted ring and interme-
straight-toothed version) 32.20 –0.5 mm diate housing with fitted seal.
(8/16 S 151) Reach target dimension by
using suitable ring.
14. Determine setting of main +0.07 to –0.08 mm Depth gage First, measurement is done
shaft and thickness of ring (axial washer) and axial washer determined.
and axial washer (for heli- Afterwards, measurement and
cal-toothed version) 4.6 –0.4 mm selection of ring.
(ring)
15. Axial clearance of axial +0.07 to –0.08 mm Depth gage Only for versions with tapered
washer on the main shaft roller bearings. Select suitable
axial washer.
1315 751 103 - 2010-05 14

16. Permissible axial tolerance ±0.05 mm Test socket Only for transmission types
of main shaft/planetary 1X56 138 158 16 S 251, 16 S 2720.
gear set Setting is done by using
suitable shim.
Also refer to assembly
instructions 1316 700 017
17. ZF-BK Main transmission and Feeler gage If the dimension is below
Wear limit of synchronizer splitter group the specified value, replace
rings and/or clutch bodies, 0.80mm synchronizer ring and clutch
measured between moun- body.
ting faces, ring and body Range-change group
at centric, backlash-free 1.20 mm
abutment of the tapers.
18. ZF-D 1.50 mm Feeler gage If the dimension is below the

(For transmission versions specified value, replace inter-
without servo unit) mediate ring, outer ring, and
Wear limit of synchronizer inner ring.
parts, 1st/2nd gear, bet-
ween outer ring and clutch
disk, measured with back-
lash-free abutment of the
tapers and load of F = 50 N
on outer ring
19. For information > 0.60 mm Feeler gage Upper limit of the synchronizer
Synchronizer clearance (molybdenum) clearance is determined by the
(axial) > 0.70 mm wear limit of 0.80 and/or
(carbon) 1.20 mm.
1315 751 103 - 2010-05 15

ZF-Ecosplit Tightening torques
01. Hollow screws for plastic 38 Nm Torque wrench Use new sealing rings
pipes
02. M8 hex head screws on 23 Nm Torque wrench

the gearshift cover
(2-piece)

the shift system/cover
(2-piece)
03. Screw plug on the shift 60 Nm Torque wrench Use new sealing ring
system/detent

shut-off valve
05. Switch on the shift system 50 Nm Torque wrench Use new sealing ring
(2-piece)
06. M10 hexagon nut at the 49 Nm Torque wrench

shift lever
07. Switch on the shift system 35 Nm Torque wrench

(2-piece, superimposed H)
08. Screw plugs on the shift 50 Nm Torque wrench Use new sealing rings
system
09. Detent plunger on the 50 Nm Torque wrench Use new sealing ring
shift system
1315 751 103 - 2010-05 16

10. Hex head screws on the 205 Nm Torque wrench

console/servo unit
11. Hex nuts on the shift 40 Nm Torque wrench

cylinder
12. Hex nut on the 40 Nm Torque wrench

valve/servo unit
13. Hollow screws for 35 Nm Torque wrench

PA pipes/servo unit

servo unit
15. Hollow screws for 20 Nm Torque wrench

PA pipes/servo unit
16. M22x1.5 screw plugs on 60 Nm Torque wrench Use new sealing rings
the shift system

housing cover/shift turret
18. Switch on the shift system 45 Nm Torque wrench Use new sealing rings
and/or screw plugs 35 Nm

valve block/shift system
20. Neutral-position switch 45 Nm Torque wrench Use new sealing ring

on the shift turret
(superimposed H)
1315 751 103 - 2010-05 17

21. Plug-in coupling at 24 Nm Torque wrench

the shift turret
(superimposed H)
22. M8x28 hex head screws 23 Nm Torque wrench

on the shift and selector
cylinder (HGS)
23. Hex head screws for 23 Nm Torque wrench

testing device (HGS)
24. Pressure switch at the 23 Nm Torque wrench

valve block

shift turret/transmission

the output flange
27. Hex head screws on the 49 Nm Torque wrench Use new safety plate
cover/output
28. Hex head screws on PTO 79 Nm Torque wrench

cover
29. Locknut on the 150 Nm Torque wrench Use new securing rings
R/C piston and S/G piston

R/C cylinder
31. Swivel screws on the range 250 Nm Torque wrench Use Loctite no. 241
change group
1315 751 103 - 2010-05 18


range change group /
intermediate housing
33. Mechanical speedometer 50 Nm Torque wrench

and/or impulse sensor on
the range change group
34. M24x1.5 screw plug on 60 Nm Torque wrench Use new sealing ring
the R/C housing
35. M18x1.5 screw plug on 35 Nm Torque wrench Use new sealing ring
the R/C housing
36. Hex head screws on the 9.5 Nm Torque wrench

5/2 way valve
37. Detent plunger on the 50 Nm Torque wrench Use new sealing ring
intermediate housing (R/C
and S/G)
38. M10 hex nuts and/or M10 46 Nm Torque wrench

hex head screws on the
connection plate and the
pump

clutch release fork

bearing block
41. Ball pins in the clutch bell 100 Nm Torque wrench

housing
1315 751 103 - 2010-05 19

the clutch housing (oil
cooler connections)
43. M24x1.5 screw plugs on 60 Nm Torque wrench Use new sealing ring
the clutch housing (with
solenoid)

the clutch housing

the R gear cover
46. M12x1 threaded pins on 60 Nm Torque wrench

the S/G shift fork
the intermediate housing
48. Breather at the inter- 10 Nm Torque wrench

mediate housing
49. M26x1.5 screw plugs 70 Nm Torque wrench Use new sealing ring
1315 751 103 - 2010-05 20

ZF-Ecosplit Special Tools
Figure Illustration Order no. Application Item Comment

No. pieces
1X56 119 916 1 Chapter 2.1,

Chapter 2.2
Mounting adapter
1 for bush, shaft sealing ring, scraper
on gearshift housing
1X25 139 783 1 Chapter 2.4

Chapter 2.8
Impact adapter
2 to remove needle bush on the valve
lever
1X25 139 707 1 Chapter 2.4

Chapter 2.8
Adapter
3 for bush on gearshift housing
1X56 138 229 1 Chapter 2.7
Testing device
4 for gearshift housing with HGS
1X46 183 298 1 Chapter 2.9
Locating pins
5 to attach the shift turret
(2 pins are required)
1315 751 103 - 2010-05 21


No. pieces
1X56 136 260 1 Chapter 3.1

Chapter 3.3
Lifting device
6 for range-change group
1X56 137 651 1 Chapter 3.1
Adapter
7 for safety plate at output flange
1X56 137 246 1 Chapter 3.1

(only for
Adapter straight-toothed
8 for safety plate at output flange version)
1X56 122 314 (for 10 balls) 1 Chapter 3.2

1X56 122 295 (for 11 balls)
9 Rillex extractor
for output bearing
1X56 137 124 1 Chapter 3.2
Adapter
10 for shaft sealing ring in the output
cover (with ring of 12.5 mm
thickness)
1315 751 103 - 2010-05 22


No. pieces
1X56 138 100 1 Chapter 3.3

Chapter 5
Locating device
11 for R/C and S/G selector rail
on the detent plunger
1X56 138 158 1 Chapter 3.3

(only 16 S 251
Measuring bush and 16 S 2720)
12 for setting and/or measurement of
main shaft/planetary gear set
1X56 137 917 1 Chapter 5.1

Chapter 8.1
Locating device
13 for S/G cylinder (air pressure test)
1X56 103 766 1 Chapter 6
Adapter
14 for shaft sealing ring in the
connection plate
1X56 138 064 1 Chapter 6
Protective sleeve
15 for shaft sealing ring/connection
plate
1315 751 103 - 2010-05 23


No. pieces
1X56 137 949 1 Chapter 6.3
Guide pins
16 for single-piece connection plate
1X56 138 063 1 Chapter 7
Extractor
17 for cylindrical pins on clutch housing/
intermediate housing
1X56 136 564 2 Chapter 7
M10 hook
18 for clutch housing
1X56 136 599 1 Chapter 7
M12 hook
19 for clutch housing
1X56 138 695 2 Chapter 7
Centering/dowel pins
20 for clutch housing/intermediate
housing
1315 751 103 - 2010-05 24


No. pieces
1X56 137 287 1 Chapter 8
Locating screw
21 for fixing locking pin at interlock
1X56 137 122 1 Chapter 8
Lifting device
22 for shaft package
1X56 137 921 1 Chapter 8
Centering ring
1X56 137 933 1 Chapter 8
Washer/Shim
1X56 137 918 1 Chapter 8
Bracket
1315 751 103 - 2010-05 25


No. pieces
1X56 137 675 1 Chapter 8

Chapter 12
Support
26 for shafts and selector rails
1X56 137 920 1 Chapter 8
Pins 8/16 S 151

27 for shafts in conjunction with 16 S 1620
support 1X56 137 675 16 S 1820
1X56 137 953 1 Chapter 8
Pins 8/16 S 181

support 1X56 137 675 16 S 1920
16 S 2220
16 S 2320
16 S 2520
1X56 138 257 1 Chapter 8
Pins 16 S 251
support 1X56 137 675
1X56 138 079 1 Chapter 8.2
Centering aid
30 for S/G selector rail
1315 751 103 - 2010-05 26


No. pieces
1X20 155 653 1 Chapter 9
Rolling-in roll
31 for oil pipe
1X56 136 722 1 Chapter 10
Gripping device
32 for roller bearings/input shaft
1X56 122 304 1 Chapter 10
Basic device
33 in conjunction with
gripping devices 1X56 136 722
1X56 136 710, 1X56 136 756
1X56 136 731, 1X56 136 743
1X56 136 573 1 Chapter 10.3
Adapter
34 for split ring
1X56 136 710 1 Chapter 11
Gripping device
35 for roller bearings/countershaft
1315 751 103 - 2010-05 27


No. pieces
1X56 136 756 1 Chapter 11
Gripping device
1X56 136 731 1 Chapter 11

(16 S 151 only)
Gripping device
1X56 136 743 1 Chapter 12
Gripping device
38 for roller bearings/main shaft
1X56 137 835 1 Chapter 12
Adapter
39 for injection tube/main shaft
1X56 137 676 1 Chapter 13
Adapter
40 for split ring
1315 751 103 - 2010-05 28


No. pieces
1X56 138 320 1 Ecosplit 3
Assembly fixture
41 for clamping of transmission
1P01 181 850 1 General
Assembly stand (stationary)

42 in conjunction with 1X56 138 320
1315 751 103 - 2010-05 29

30
ZF-Ecosplit Tubes
1 Plastic Tubes
Removal ....................................................................................................... 1-3

Installation ..................................................................................................... 1-3
1315 751 103 - 2010-05 1-1

1-2
ZF-Ecosplit Tubes
1 Plastic Tubes
Removal 57
3
NOTE
Mark plastic tubes prior to removal in line with their 2
respective connections.
6
Different variants possible.
1 Remove the hollow screws(1 ad 2) from the 2

1
range change group cylinder (3) as well as the
cutoff valve (4).
Loosen the cable clip (5) and/or hose clamp (7) 4
at the housing and take off as a complete set 1
with the plastic tubes (6).
032524
Installation
2
1 Screw the plastic tubes (6) down to the range 5 3
change group cylinder (3) and the cutoff valve
(4) in accordance with the markings at the
hollow screws (1 and 2) and the new sealing 2
6
rings. 1
Tightening torque = 38 Nm
2 Secure the hose clamp (7) and/or cable clips 4

(5) with drawn-in plastic tubes at the housing. 1
032523
1315 751 103 - 2010-05 1-3

1-4
ZF-Ecosplit Shift system
2 Shift Turret
2.1 Double-H shift system (2-piece).................................................................... 2-2
Removal and disassembly............................................................................... 2-2
Assembling .................................................................................................... 2-4
2.2 Superimposed H shift system (2-piece) ........................................................ 2-6
Removal and disassembly............................................................................... 2-6
Assembling .................................................................................................... 2-8
Selector patterns for 2.1 and 2.2..................................................................... 2-11
2.3 Servo unit, disintegrated version (add-on) .................................................... 2-14
Removal and installation................................................................................. 2-14
2.4 Double-H shift system with pneumatic servo unit (PSU) .............................. 2-15
2.4.1 Shift turret with shifting output on the left and right side ..................... 2-15
Removal and installation of servo unit.................................................. 2-15
2.4.2 Shift turret with shifting output, left side.............................................. 2-16
Removing, disassembling, and assembling gearshift housing.............. 2-16
Selector patterns ................................................................................. 2-21
2.4.3 Shift turret with shifting output, right side ........................................... 2-23
Removing, disassembling, and assembling gearshift housing.............. 2-23
Selector patterns ................................................................................. 2-31
2.5 Shift turret with HGS (Hydraulic gearshift System)....................................... 2-33
Removal and installation of servo unit............................................................. 2-33
Removing, disassembling, and assembling gearshift housing......................... 2-34
Selector patterns ............................................................................................ 2-40
2.6 Superimposed H shift system shift turret with HGS .................................... 2-41
2.7 Selector and shift cylinder, shift turret with HGS.......................................... 2-47
Disconnecting, connecting, functional check.................................................. 2-47
2.8 Superimposed H shift system with cable control ......................................... 2-51
2.9 Superimposed H shift system with gate-dependent servo unit ................... 2-59
2.10 Complete fitting of shift turret....................................................................... 2-69
2.10.1 Versions without servo unit.................................................................. 2-69
2.10.2 Versions with servo unit....................................................................... 2-70
1315 751 103 - 2010-05 2-1

3
4
34
14
13
10
1 11
12
9
2
001919_1
2 Shift Turret 6 Loosen shift lever (8) and remove with

protective cap (9). Mark gearshift shaft for
2.1 Double-H shift system (2-piece) installation.
(8/16 S 151, 8/16 S 181, 16 S 221)
7 Remove screw plug (10) with sealing ring,
Removal and disassembly spring (11), and bolt (12).
1 Unscrew hex head screws from gearshift 8 Unscrew shut-off valve (13) and remove
housing. together with O-ring.
2 Take off complete gearshift housing (1) and NOTE

remove gasket (2). Depending on the version, remove R gear switch (14)
together with sealing ring.
3 Remove switch (3) with sealing ring and pin
(34).
4 Unscrew cover (4) and remove with gasket.
5 Take shift detent (5) with washer (6) out of

detent component (7) (refer to Fig. 001920).
1315 751 103 - 2010-05 2-2

9 Unscrew hex head screws on gearshift cover

(15) and remove together with gasket.
10 Drive bush (16), scraper (17), shaft sealing ring

(18), and bearing bush (19) out of gearshift
16
cover.
15
19
11 Push pin (20) towards sealing cap.
18
17
12 Take cover (21) with compression springs (22)
and detent component (23) and O-ring (24) out
of gearshift housing.
13 Drive dowel pins (25) out of detent component

and remove compression spring (26) together 20
with washers (27). 7
6
5
14 Drive dowel pins out of (28) driver (29) and

gearshift shaft (30).
22
15 Extract gearshift shaft (30) manually pulling it

in the direction of shifting output. 21
24
16 Take blocking piece (31) and driver out of

23
gearshift housing.
25
17 Remove pins (32) if necessary.
27
NOTE 26
Clamp pins in vice with aluminum clamping jaws 27
33
and release them by blow against the gearshift
housing. 30
18 Drive needle bush (33) out of gearshift

32
housing.
28
29
31
001920_1
1315 751 103 - 2010-05 2-3

Assembling
33
1 Drive new needle bush (33) into gearshift 1

housing (1) using adapter 1X56 119 916. The
thicker side of needle bush is the impact side.
32
2 Drive pins (32) into gearshift housing.
3 Insert driver (29) and blocking piece (31) in

correct position into the gearshift housing.
4 Insert gearshift shaft (30).

28
5 Drive new bearing bush (19) into gearshift 29

cover using adapter 1X56 119 916.
6 Drive shaft sealing ring (18) into gearshift

cover using adapter 1X56 119 916. Sealing lip 31
must point towards the cover.
7 Drive scraper (17) into the gearshift cover

using adapter 1X56 119 916. Sealing lip must
point towards the outside.
NOTE 15
Install shaft sealing ring and scraper with sealing
compound. Fill space between the shaft sealing ring
and the scraper with grease.
8 Insert bush (16) into gearshift housing (1) and

slide gearshift cover (15) with new gasket over
19
the gearshift shaft (30) until it is firmly home
18
(axial abutment). Do not damage sealing lips.
17
9 Screw gearshift cover (15) to gearshift housing.

10 Drive dowel pins (28) through driver (29), one

after the other and offset from one another,
and into the gearshift shaft (note assembly 30
instructions 1315 700 004).
16
1X56 119 916
001921_1
1315 751 103 - 2010-05 2-4

11 Fit washer (27), compression spring (26), and

second washer (27) onto gearshift shaft (30). 25
If necessary, drive in pins (32). 27
26
27
12 Insert shift detent (5) and washer (6) into 7
5 6
detent component (7).
20
13
13 Place detent component (7), shift detent (5), 32
and washer (6) on gearshift shaft pressing it
against spring pressure and drive dowel pins 22
(25) in, offset from one another. 11 10
12
21 24 30
NOTE
There must be an axial clearance between the detent 23
component and the pins of 0.1 mm. If necessary,
adjust clearance by using suitably thick washers (6).
Washers are available at 0.1 mm stepped thickness
levels. Apply grease to shift detent (5) and pins (32). 14
3
34
14 Fit cover (4) with new gasket.
NOTE
Depending on the cover design (4), screw in reverse 4
gear switch (14) with new sealing ring. 9
Depending on the version, the R gear switch is on
the intermediate housing.
15 Insert cover (21) with compression springs (22),

detent component (23), and O-ring (24) into
8
gearshift housing. Drive pin (20) into gearshift
housing (countersinking it by approx. 5 mm)
001922_1
and fit new sealing cap, countersinking it by
approx. 2 mm. 19 Slide protective cap (9) onto gearshift shaft
(30) and position shift lever (8), depending
16 Screw bolt (12), spring (11), and screw plug (10) on the shift system version, on gearshift
with new sealing ring into gearshift housing. shaft.
Tightening torque = 60 Nm Tightening torque for hex nut on the shift
lever = 49 Nm
17 Screw shut-off valve (13) with new O-ring to Protective cap must be fitted on gearshift
gearshift housing. shaft without clearance.
NOTE
18 Insert pin (34) in cover and screw in switch (3) For fitting the entire shift unit to the transmission,
with new sealing ring. refer to Chapter 2.10.1
1315 751 103 - 2010-05 2-5

14
5
12
6
1
7
4
8
9
13
15 10
11
009684_2
2.2 Superimposed H shift system (2-piece) NOTE

(8/16 S 151, 8/16 S 181, 16 S 221) Do not dismantle shut-off valve, complete part.
In the case of the double-H shift system, there are 2
Removal and disassembly ball rollers (8) fitted in the shut-off valve.
1 Loosen hex head screws (1) and remove shift 5 Remove screw plug (9) with sealing ring,
turret with gasket (2). spring (10), and bolt (11).
2 Loosen shift lever (3, depending on parts list) 6 Remove screw plugs (12 and 13) with sealing
and remove with protective cap. rings.
3 Remove detent plunger (4) and screw plug or 7 Unscrew cover (14) with piston and remove
switch (5). together with gasket.
4 Remove shut-off valve (6) and take off with NOTE

O-ring (7). In the case of the double-H shift system, a sealing
cover with switch is fitted in this place.
1315 751 103 - 2010-05 2-6

8 Loosen housing (15) and remove together

with gasket. 19
9 Remove detent plate (16) and detent (17)

from the housing. 21
10 Unscrew hex head screws from gearshift 18

cover (18) and remove together with gasket.
20
22
11 Drive shaft sealing ring (19), bearing bush
(20), shaft sealing ring (21), and scraper (22)
out of gearshift cover.
24
12 Unsnap V-ring (23) and remove detent (24) 23
with O-ring from the housing.
13 Drive dowel pins (25) out of driver.

16 32
17
14 Remove gearshift shaft (26), driver (27), and 29
30
blocking piece (28). 31 33
15 Remove needle bush (29) from the housing.

26
16 Unsnap V-ring (30), remove washer (31),
spring (32), and washer (33) from the gear-
shift shaft.
17 Unsnap snap ring (34) from the cover, remove 25 27

the piston (35) together with O-rings (36).
28
009685_4
36
35
36
34
009893_1
1315 751 103 - 2010-05 2-7

Assembling 29
30
31
1 Drive new needle bush (29) into gearshift
housing using adapter 1X56 119 916. 32
The thicker side of needle bush is the impact
side.
33
2 Insert driver (27) and blocking piece (28) into

gearshift housing and install gearshift shaft
(26).
NOTE 26
Driving groove for detent and detent plate must face
towards transmission.
3 Drive dowel pins (25) through driver (27), one

after the other and offset from one another, 27
and into gearshift shaft (note assembly 25
instructions 1315 700 004).
28
4 Insert washer (33), spring (32), washer (31),
and V-ring (30) according to the selector
pattern.
1X56 119 916

cover using adapter 1X56 119 916. Sealing lip 009900_2
must point towards the gearshift housing.
6 Drive new bearing bush (20) into gearshift

cover using adapter 1X56 119 916.

cover using adapter 1X56 119 916. Sealing lip 19
must point towards the shift lever.
8 Drive scraper (22) into the gearshift cover 21

using adapter 1X56 119 916. Sealing lip must
point towards the outside. 18
20
NOTE 22
Apply thin coat of sealant to shaft sealing ring and
scraper. Fill space between the shaft sealing ring and
the scraper with grease.
24
9 Position gearshift cover (18) with new gasket 23
over gearshift shaft and fit with screws/bolts.
1X56 119 916
009685_3
1315 751 103 - 2010-05 2-8

10 Insert detent (24) with new O-ring and snap

in V-ring (23).
11 Insert detent (11), spring (10), and screw plug

(9) with new sealing ring and tighten. 6
8
12 Insert shut-off valve (6) with new O-ring in
correct position into gearshift housing and
9
tighten using hex head screws.
Tightening torque = 23 Nm 10
11
NOTE
In the case of the double-H shift system, there are 2
ball rollers (8) fitted in the shut-off valve.
13 Insert screw plugs (12 and 13) with new sea-

ling ring into the housing (15) and tighten.
5
Tightening torque = 50 Nm 15 12
37
14 Screw detent plunger (4) with new sealing

ring into housing.
4
15 Insert grease-coated pin (37) into bore.
Fit switch and/or screw plug (5) and new
sealing ring and tighten. 13
17
16 Insert detent (16) and detent plate (17) in
correct position into housing.
009687_2
1315 751 103 - 2010-05 2-9

17 Fit new gasket (38).

14
18 Position gearshift housing with gearshift shaft 40
over detent plate and detent. 36
35
NOTE
36
Center housing and gearshift housing. 34
19 Insert hex head screws (39) and tighten

manually.
39
NOTE
Check ease of movement of the gearshift shaft by 38 41
pressing it against spring force.
20 Tighten detent plunger (4).

21 Mount O-rings (36) on piston (35). 009688_2
22 Insert piston in cover (14) and secure by

means of snap ring (34).
23 Fit new gasket (38) and screw cover to hou-

sing.
NOTE
In the case of the double-H shift system, a sealing
cover with switch is fitted in this place.
24 Slide protective cap (41) on gearshift shaft and

position shift lever (3) on gearshift shaft,
depending on shift system version.
Tightening torque for hex nut on shift lever
= 49 Nm
Protective cap must be fitted on gearshift shaft
without clearance (depending on parts list).
NOTE
For fitting the entire shift unit to the transmission,
refer to Chapter 2.10.1
1315 751 103 - 2010-05 2-10

Selector patterns for 2.1 and 2.2

Shift system, left or right
Turning shaft, horizontal, left / selector pattern I
Arrangement of spring assembly: Q1
001923
001924
001925
1315 751 103 - 2010-05 2-11

Turning shaft, horizontal, left / selector pattern II
001926
001927
001928
1315 751 103 - 2010-05 2-12

Turning shaft, horizontal, right / selector pattern I
001929
1315 751 103 - 2010-05 2-13

4
3
6
1 7
9 8
5
2
10
13 15
12
14
16
11
011394
2.3 Servo unit, disintegrated version (add-on)
Removal Installation
1 Remove cable clip (16) and hollow screws 1 Attach bracket (4) with hex head screws (3).
(6, 7, 9, 11 and 15). Tightening torque = 205 Nm
NOTE 2 Attach shift cylinder (1) – with bellows facing

Mark installation position of PA pipes. towards shift lever – with locknut (2 and 12).
Tightening = 40 Nm
2 Remove PA pipe (5, 8 and 10).
3 Attach valve (14) with locknut (13) to the shift
3 Remove locknuts (2, 12 and 13). lever.
4 Remove shift cylinder (1) and valve (14).
4 Attach PA pipes (5, 8, and 10) as marked.
NOTE Tighten hollow screws (6, 7, 9, 11 , and 15).
If the supporting linkage is attached to the valve Tightening torque = 35 Nm
(14), do not disassemble it because the setting is
vehicle-specific. 5 Attach cable clip (16).
5 Remove hex head screws (3) and take off

bracket (4).
1315 751 103 - 2010-05 2-14

ZF-Ecosplit Servoshift
1
2
6 5
7
012319
2.4 Double-H shift system with pneumatic Installation of servo unit

servo unit (PSU)
1 Insert spring (7) into servo unit.
2.4.1 Shift turret with shifting output on the left
and right side 2 Attach pneumatic servo unit (5) with new
gasket (6) to the shift turret.
Removal of servo unit
3 Insert hex head screws (4) and tighten.
1 Loosen hollow screws (1 and 2) and take them Tightening torque= 23 Nm
off with sealing rings and pipe (3).
4 Attach pipe (3) to shift turret with hollow
2 Loosen hex head screws (4). screw (1) and new sealing rings.
3 Remove pneumatic servo unit (5) with gasket
(6) and spring (7). 5 Fit pipe to the pneumatic servo unit with
hollow screw (2) and new sealing rings.
NOTE Tightening torque = 20 Nm
• Spring (7) is placed loosely in the pneumatic servo
unit.
• Do not disassemble pneumatic servo unit further,
complete component.
1315 751 103 - 2010-05 2-15

6 7 4
5
22
21
20
1
3
10
9
11 8
48 2
12
13
18
14
15 19
16 17
012330
2.4.2 Shift turret with shifting output, left side 5 Unsnap V-ring (8) and remove detent (9) with
O-ring from the gearshift housing.
Removing and dismantling gearshift
NOTE
housing
Check O-ring and replace it if necessary (refer to
chapter on consumables).
1 Loosen hex head screws (1) and remove shift
turret with gasket (2). 6 Loosen hex head screws (10) and remove
Remove roller (48) from valve lever. cover (11) with gasket.
2 Loosen shift lever (3, depending on parts list) 7 Unsnap V-ring (12) and securing ring (13),
and remove with protective cap. remove washer (14), spring (15), washer (16),
V-ring (17), spring (18), and washer (19).
NOTE
Mark shift lever position. NOTE
Arrangement and installation sequence of parts in
3 Remove shut-off valve (4) and take off with
working step 7 depend on parts list.
O-ring (5).
8 Loosen screw/bolt (20) and remove with
NOTE
sealing ring, spring (21), and detent (22).
Do not disassemble shut-off valve further, complete
part.
4 Loosen switch (6 and 7), and remove with

sealing rings and pins. Depending on the parts
list, screw plugs may be fitted instead.
1315 751 103 - 2010-05 2-16

29 27 24
23
38
28 40 25
26
39 35 42 43
32 36
46 33
31
34
30 37
44
41
45
1X25 139 783 47
012331
9 Loosen hex head screws (23), remove cover 16 Remove needle bush (33).
(24) and gasket (25).
17 Remove pin (34).
10 Loosen screw plugs (26 and 27) and remove
18 Remove gearshift shaft (40) from gearshift
together with sealing rings, spacers, and
housing and take off valve lever (37) and lever
springs.
(41).
11 Take detent lever (28 and 29) out of gearshift
NOTE
housing. If necessary, remove cylindrical pins.
Check gearshift shaft bores and level any raised
CAUTION edges.
Securing rings (30 and 32) must not be over-
19 Take pin (35) out of valve lever; do not remove
stretched – use adjustable pliers.
lower needle bush (36). If the needle bush (36)
12 Unsnap securing rings (30). is defective, replace valve lever and needle
bush as complete set.
13 Remove cylindrical pins (31) and detach secu-
ring rings if necessary (32). 20 Apply plastic punch to hollow shaft and use
hollow shaft to drive bush (42) and shaft
14 Remove pin (38) and push hollow shaft (39)
sealing ring (43) out of gearshift housing.
towards sealing cap.
Then slide hollow shaft out of gearshift
15 Place impact adapter 1X25 139 783 on needle housing and take off driver (44) and blocking
bush (33) and drive valve lever (37) slightly piece (45).
downwards.
21 If necessary, remove cylindrical pins (46 and
47).
1315 751 103 - 2010-05 2-17

Assembling gearshift housing

38
gearshift housing. Slide hollow shaft (39) in
correct position into the gearshift housing,
blocking piece, and driver.
2 Press bush (42) flush into housing using

adapter 1X25 139 707.
3 Apply grease to shaft sealing ring (43) and

press firmly home.
4 Insert cylindrical pin (35) in valve lever (37). If

necessary, press cylindrical pin (46 and 47) in. 32 46
31
5 Fit valve lever (37) and lever (41) on hollow 30 44
shaft in gearshift housing.
6 Insert gearshift shaft (40) into hollow shaft.
NOTE 45
Cylindrical pin (35) must mesh with the gearshift
shaft. Position gearshift shaft and hollow shaft.
CAUTION
Cylindrical pin (38) secures hollow shaft only; only
push in by hand, do not drive in. 39 35
36
7 Insert cylindrical pin (38). Check ease of 33
movement of the gearshift shaft. 34
37
8 Insert cylindrical pin (34) and drive in new
needle bush (33) until it is flush. Check ease 41
of movement of the gearshift shaft.
CAUTION
Securing rings (32 and 30) must not be overstret- 47
ched – use adjustable pliers.
9 Snap in securing rings (32) on pins (31) and 40

insert in driver and gearshift shaft. Insert
42 43
securing rings (30).
1X25 139 707
012332
1315 751 103 - 2010-05 2-18

10 Place detent lever (28 and 29) in gearshift

housing. If necessary, use cylindrical pins.
23 24
NOTE
Arrangement of detent levers depends on parts list
(refer to Fig. 012334).
11 Insert screw plugs (26 and 27) with spacing

washers, springs, and new sealing rings and
tighten.
12 Fit new gasket (25) and cover (24).

25
Tightening torque = 23 Nm 29 27
NOTE
Version
standard “A”
28
26
012333
Version
standard “B”
Version
optional “C”
012334
1315 751 103 - 2010-05 2-19

6 7 4
5
22
21
20
1
3
10
9
11 8
48 2
12
13
18
14
15 19
16 17
012330
14 Insert washer (19), spring (18), V-ring (17), Depending on parts list, screw plugs are fitted.
washer (16), spring (15), washer (14) and snap Tightening torque = 35 Nm
in securing ring (13) and V-ring (12).
19 Fit shut-off valve (4) and greased O-ring (5)
NOTE with hex head screws to gearshift housing.
Arrangement and installation sequence of parts in Tightening torque = 23 Nm
working step 14 depend on parts list.
20 Fit shift lever (3) with cover cap to gearshift
15 Fit cover (11) with new gasket and tighten shaft.
with hex head screws (10). Tightening torque = 49 Nm
21 Place greased roller (48) on valve lever.
16 Insert lever (22), spring (21), and screw plug
NOTE
(20) with new sealing ring and tighten.
• For fitting/installation of servo unit, refer to
beginning of the chapter.
17 Insert detent (9) with greased O-ring and • For fitting/installation of shift system to
V-ring (8) into gearshift housing. transmission, refer to Chapter 2.10.2.
With new O-ring, refer to chapter on
consumables.
18 Insert switch (6 and 7) with pins and new

sealing rings into gearshift housing and
tighten.
1315 751 103 - 2010-05 2-20

Selector patterns
Shift turret with shifting output, left side
Turning shaft, horizontal, left / selector pattern I
Arrangement of spring assemblies Q1 - Q6
012338
Q1 Q2
012335 012336
Q3 Q4
012337 012339
Q5 Q6
012340 012341
1315 751 103 - 2010-05 2-21

Turning shaft, horizontal, left / selector pattern II
012345
Q1 Q2
012342 012343
Q3 Q4
012344 012346
Q5 Q6
012347 012348
1315 751 103 - 2010-05 2-22

10
6
19
18
17
27
7 4
11
5
22
21
20
26
1
48
014992
2.4.3 Shift turret with shifting output, right side 4 Loosen switches (6 and 7), remove with
sealing rings and pins. Depending on the
Removing and dismantling gearshift parts list, screw plugs may be fitted instead.
housing
5 Loosen hex head screws (10) and remove
cover (11) with gasket.
turret with gasket (2). 6 Push bearing bush (17), shaft sealing ring (18),
Remove roller (48) from valve lever. and scraper (19) out of cover.
NOTE 7 Loosen screw/bolt (20) and remove with

Depending on the version, an angular metal sheet sealing ring, spring (21), and detent (22).
(not depicted here) is bolted to the housing cover
with the screws of the servoshift fixing.
together with sealing rings, spacers, and
2 Loosen shift lever (3, depending on parts list) springs.
and remove with protective cap.
NOTE
Mark shift lever position.
3 Remove shut-off valve (4) and take off with

O-ring (5).
NOTE
Do not disassemble shut-off valve further, complete
part.
1315 751 103 - 2010-05 2-23

29 23 24
38
28 40 25
39 35
36
9 46 33
8 34
37
32
31
41
30
44
47
45
1X25 139 783
014993
9 Loosen hex head screws (23), remove cover 15 Push hollow shaft (39) towards selector lever
(24) and gasket (25). until stop.
10 Unsnap V-ring (8) and remove it. Push detent 16 Place impact adapter 1X25 139 783 over needle
(9) and O-ring from the inside out of gearshift bush (33) and drive valve lever (37) slightly
housing. downwards.
NOTE 17 Remove needle bush (33) with locking pliers.

Check O-ring and replace it if necessary (refer to
18 Remove pin (34).
19 Dismantle gearshift shaft (40) from gearshift
11 Note down position of detent levers (28 and 29).
housing in direction of arrow and take off
Take detent levers of out gearshift housing.
valve lever (37) and lever (41).
If necessary, remove cylindrical pins.
CAUTION
stretched – use adjustable pliers.
12 Unsnap securing rings (30).
13 Remove cylindrical pins (31) and detach

securing rings if necessary (32).
14 Remove pin (38).
1315 751 103 - 2010-05 2-24

29 23 24
38
28 40 25
39 35
36
9 46 33
8 34
37
32
31
41
30
44
47
45
014993
NOTE
If the boreholes of the gearshift shaft show raised
edges after a long operating time, the gearshift shaft
cannot be removed as described above. In that case,
the spring assembly (working step 22) must be dis-
mantled with the gearshift shaft installed, and the
gearshift shaft must be removed in the counter-
direction of the arrow. Before reinstalling the gear-
shift shaft, the raised edges must be leveled.
20 Take pin (35) out of valve lever, do not remove

lower needle bush (36). If the needle bush is
defective, replace valve lever and needle bush
as a complete set.
21 If necessary, remove cylindrical pin (47).
1315 751 103 - 2010-05 2-25

22 Unsnap V-ring (12) and securing ring (13) on

the removed shaft and remove washer (14),
spring (15) and washer (16).
NOTE
Number, arrangement, and installation sequence of
parts in working step 22 depend on parts list.
23 Apply plastic punch to hollow shaft and use

hollow shaft (39) to drive bush (42) and cover
(43) out of gearshift housing. Then slide
hollow shaft out of gearshift housing and take
off driver (44) and blocking piece (45). 46
24 If necessary, remove cylindrical pin (46). 44
45
39
12
13
14
15
16
42 43
014994
1315 751 103 - 2010-05 2-26


38
2 Press new bush (42) into housing until firmly

home (axial abutment) using adapter
1X25 139 707.
3 Press in new cover (43) until firmly home

(axial abutment). 32 46
31
NOTE 30 44
Housing bore and cover must be free from grease.
4 Insert cylindrical pin (35) in valve lever (37). If

45
necessary, press cylindrical pin(46 and 47) in.
Position valve lever and lever in the housing.
5 Fit V-ring (12), securing ring (13), washer (14),

spring (15), and washer (16) onto the removed
shaft.
NOTE 39 35
Number, arrangement, and installation sequence of 36
33
parts in working step 5 depend on parts list. 34
37
6 Insert gearshift shaft (40), into the housing and
hollow shaft in direction of arrow. 41
NOTE
Cylindrical pin (35) must mesh with gearshift shaft. 12
13 47
Position gearshift shaft and hollow shaft correspon- 14
dingly. 15
16
7 Push valve lever (37) and lever (41) upwards,
40
slide hollow shaft towards cover (43).
42 43
CAUTION
Cylindrical pin (38) secures hollow shaft only;
only push by hand, do not drive in.
1X25 139 707
014995
1315 751 103 - 2010-05 2-27

8 Insert greased cylindrical pin (38).

38
Check ease of movement of the gearshift shaft.
9 Secure valve lever and lever with one another

using suitable adapter or support.
10 Insert greased cylindrical pin (34) into new

needle bush (33) and drive together until they
are flush. Check ease of movement of the gear-
shift shaft.
32 46
31
30 44
45
39 35
36
33
34
37
41
12
13 47
14
15
16
40
42 43
014995
1315 751 103 - 2010-05 2-28

CAUTION
stretched - use adjustable pliers. 24
23
11 Snap in securing rings (32) on pins (31) and
12 Insert detent lever (28 and 29) into gearshift

housing as noted down. If necessary, use
cylindrical pins.
NOTE
Arrangement of detent levers depends on parts list. 25
For possible arrangements, refer to Fig. 012334.
29 27

15 Insert screw plugs (26 and 27) with spacing

washers, springs, and new sealing rings and
tighten.
28
26
NOTE
Version
standard “A”
014996
Version
standard “B”
Version
optional “C”
012334
1315 751 103 - 2010-05 2-29

10
6
19
18
17
7 4
11
5
22
21
20
1
48
2
014997
16 Press new bearing bush (17), new shaft 21 Fit shut-off valve (4) and greased O-ring (5)
sealing ring (18), and new scraper (19) into with hex head screws to gearshift housing.
cover (11). Tightening torque = 23 Nm
NOTE 22 Fit shift lever (3) with cover cap to gearshift

Use gasket according to parts list (0.5 mm thick). shaft.
17 Fit cover (11) with new gasket and tighten
with hex head screws (10). 23 Place greased roller (48) on valve lever.
NOTE
18 Insert detent (22), spring (21), and screw plug • Possibly fit angular metal sheet (not depicted in
(20) with new sealing ring and tighten. the drawing) to the servo unit – use fastening
Tightening torque = 60 Nm screws.
• For fitting/installation of the servo unit, valve
19 Insert detent (9) with greased O-ring and
lever and lever must be aligned. The servo unit
V-ring (8) into gearshift housing. In the case of
must be in neutral position (center position).
new O-ring, refer to chapter on consumables.
20 Insert switch (6 and 7) with pins and new sea- beginning of the chapter.
ling rings into gearshift housing and tighten. • For fitting the complete shift system to the
Tightening torque = 45 Nm transmission, refer to Chapter 2.10.2
Depending on the parts list, screw plugs are
fitted.
1315 751 103 - 2010-05 2-30

Selector patterns
Shift turret with shifting output, right side
Turning shaft, horizontal, right / selector pattern I
012352
Q1 Q2
012349 012350
Q3 Q4
012351 012353
Q5 Q6
012354 012355
1315 751 103 - 2010-05 2-31

Turning shaft, horizontal, right / selector pattern II
012362
Q1 Q2
012356 012357
Q3 Q4
012358 012359
Q5 Q6
012360 012361
1315 751 103 - 2010-05 2-32

3
2
4
1
6
5
7
015984
2.5 Shift turret with HGS Installation of servo unit

(Hydraulic gearshift System)
1 Insert spring (7) into servo unit.
Removal of servo unit
2 Attach pneumatic servo unit (5) with new
1 Loosen hollow screws (1 and 2) and take them
off with sealing rings and pipe (3). 3 Insert hex head screws (4) and tighten.
Tightening torque= 23 Nm
2 Loosen hex head screws (4).
4 Attach pipe (3) to valve block with hollow
3 Take off pneumatic servo unit (5) with gasket
screw (1) and new sealing rings.
(6) and spring (7).
NOTE
5 Fit pipe to the pneumatic servo unit with
• Spring (7) is placed loosely in the pneumatic servo
hollow screw (2) and new sealing rings.
unit.
complete component.
NOTE
The selector cylinder (8) and the shift cylinder (9)
are listed here only for information purposes. They
remain in the vehicle when the transmission and/or
the shift turret is removed.
For its removal and fitting to the shift turret, refer to
Chapter 2.7
1315 751 103 - 2010-05 2-33

6 4
23
11
7
10
18
17
16
5
1
22
015986
Removing and dismantling gearshift housing

turret with gasket (2).
NOTE
The selector cylinder (3) with O-ring (11) and hex
head screws (10) is listed here only for information
purposes. It remains in the vehicle when the trans-
mission and/or shift turret is removed.
2 Remove valve block (4) and take it off with

O-ring (5).
NOTE
Do not dismantle valve block further, complete part.
3 Loosen switches (6 and 7), remove with

sealing rings and pins.
4 Loosen bolt (16) and remove with sealing ring,

spring (17), and detent (18).

with sealing rings.
1315 751 103 - 2010-05 2-34

19 20
27
29
21
30
9 34
8
28
26
25
24 32
33
015987
6 Loosen hex head screws (19), remove cover 11 Remove gearshift shaft (29) from gearshift
(20) and gasket (21). housing in direction of arrow and take off
lever (30).
7 Unsnap V-ring (8) and remove it. Push detent
(9) and O-ring from the inside out of gearshift NOTE
housing. If the boreholes of the gearshift shaft show raised
edges after a long operating time, the gearshift shaft
NOTE
cannot be removed as described above. In that case,
Alternatively, in a last disassembly step, the detent
the spring assembly (working step 12) must be
can be pushed out of housing also towards the
removed with the gearshift shaft installed and the
inside.
gearshift shaft must be removed in the counter-
NOTE direction of the arrow. Before reinstalling the gear-
Check O-ring and replace it if necessary (refer to shift shaft, the raised edges must be leveled.
CAUTION
stretched - use adjustable pliers.
8 Unsnap securing rings (24).
9 Remove cylindrical pins (25) and detach

securing rings if necessary (26).
10 Remove pin (27).
1315 751 103 - 2010-05 2-35

12 Unsnap V-ring (12) on the removed shaft and

remove washer (13), spring (14), and washer
(15).
13 Apply plastic punch to the hollow shaft and

use hollow shaft (28) to drive cover (31) out of
gearshift housing. Then slide hollow shaft out
of gearshift housing and take off driver (32)
and blocking piece (33).
34
32
33
28
12
13
14
15
31
015988
1315 751 103 - 2010-05 2-36

1 Insert driver (32) and blocking piece (33) into 27

2 Press in new cover (31) until firmly home

(axial abutment).
NOTE
Housing bore and cover must be free from grease.
34
3 If necessary, press in cylindrical pin (34).
26
Position lever (30) in the housing. 25
24 32
4 Fit V-ring (12), washer (13), spring (14) and
washer (15) onto the removed shaft.
5 Insert gearshift shaft (29), into the housing and 33

hollow shaft in direction of arrow.
6 Push lever (30) upwards, slide hollow shaft

towards cover (31).
CAUTION 28
Cylindrical pin (27) secures hollow shaft only; only

push by hand, do not drive in.
12 30
7 Insert greased cylindrical pin (27). 13
Check ease of movement of the gearshift shaft. 14
15
CAUTION
Securing rings (24 and 26) must not be overstret-
ched – use adjustable pliers.
8 Snap in securing rings (26) on pins (25) and

29
31
015989
1315 751 103 - 2010-05 2-37

10 Insert hex head screws (19) and tighten. 19 20

Tightening torque = 23 Nm.
11 Insert screw plugs (22 and 23) with new

sealing rings and tighten.
21
23
22
015990
1315 751 103 - 2010-05 2-38

18
17
16
8 1
015991
12 Insert detent (18), spring (17) and screw plug NOTE

(16) with new sealing ring and tighten. • For fitting/installation of the pneumatic servo unit
Tightening torque = 60 Nm (PSU), shift turret must be in neutral position
(center position).
13 Insert detent (9) with greased O-ring and
V-ring (8) into gearshift housing. In the
case of new O-ring, refer to chapter on
• For fitting the complete shift system to the trans-
consumables.
mission, refer to Chapter 2.10.2
NOTE
Both the switches (6 and 7) and the corresponding
pins are different. Do not interchange them.
14 Insert switches (6 and 7) with pins and new

sealing rings into gearshift housing and
tighten.
15 Fit valve block (4) and greased O-ring (5) with

hex head screws to gearshift housing.
1315 751 103 - 2010-05 2-39

Selector patterns of shift turret with HGS
Selector pattern I
Arrangement of spring assemblies Q1
015992
Q1
015993
1315 751 103 - 2010-05 2-40

3
3
7
3 2
2
5
4
018645
2.6 Superimposed H shift system shift turret They remain in the vehicle when the transmission
with HGS and/or shift turret is removed.
For its removal and fitting to shift turret, refer to
Removal of servo unit Chapter 2.7
1 Loosen pipe (2) on the plug-in coupling (refer

to sketch).
Installation of servo unit
2 Loosen hollow screw (1) and take it off with
sealing rings and pipe (2). 1 Insert spring (6) into servo unit.
3 Loosen hex head screws (3). 2 Attach pneumatic servo unit (4) with new
4 Take off pneumatic servo unit (4) with gasket
(5) and spring (6). 3 Insert hex head screws (3) and tighten.
Tightening torque= 23 Nm
NOTE
• Spring (6) is placed loosely in the pneumatic servo 4 Fit pipe (2) to the pneumatic servo unit with
unit. hollow screw (1) and new sealing rings.
• Do not disassemble pneumatic servo unit further, Tightening torque = 20 Nm
complete component.
5 Slide in pipe (2) at superimposed H shift
NOTE system valve block, connection A5.
are listed here only for information purposes.
1315 751 103 - 2010-05 2-41

7 9
13
3 14
15
5 6
12
1 11
8
10
018647
Removing and dismantling gearshift housing CAUTION

Do not loosen plug-in coupling (10) at the front hex
1 Loosen hex head screws (1) and remove shift drive. Use back hex drive – SW 22.
4 If necessary, remove plug-in coupling (10).
NOTE The corresponding O-ring may stick to the
The selector cylinder (3) with O-ring (4) and hex housing – remove O-ring.
head screws (5) is listed here only for information
NOTE
purposes.
Do not disassemble superimposed H shift system
It remains in the vehicle when the transmission
further, complete part.
and/or the shift turret is removed; refer to Chapter
2.7. 5 Remove tappet (11) and pin (12) from the
gearshift housing.
2 Loosen hex head screws (6 and 7) and take off
valve block of superimposed H shift system 6 Loosen tappet switch (13) with sealing ring
(8). and take them off together with compression
spring (14) and detent (15).
NOTE
Gasket may stick to gearshift housing. Remove it
from the housing and place it in the valve block.
3 If necessary, loosen neutral switch (9) with

sealing ring and remove them.
1315 751 103 - 2010-05 2-42

16
24 17
23
22
18
21
26
25 32
35
27
20 33 28
19 29
30
34
31
018648
7 Loosen hex head screws (16), remove cover 14 Unsnap V-ring (27) on the removed shaft and
(17) and gasket (18). remove washer (28), springs (29 and 30), and
washer (31).
CAUTION
Securing rings (19) must not be overstretched – use 15 Apply plastic punch to the hollow shaft and
adjustable pliers. use hollow shaft (25) to drive cover (32) out of
gearshift housing. Then slide hollow shaft out
8 Unsnap securing ring (19).
of gearshift housing and take off driver (33)
9 Remove cylindrical pin (20) and, if necessary, and blocking piece (34).
remove second securing ring.
10 Remove gearshift shaft (21) from gearshift
housing in direction of arrow.
11 Remove locking pawl (22) and pin (23).
12 Slide pin (24) through gearshift housing and

remove it.
13 Push hollow shaft (25) in direction of arrow

and remove lever (26).
1315 751 103 - 2010-05 2-43

16
24 17
23
22
18
21
26
25 32
35
27
20 33 28
19 29
30
34
31
018648
Assembling gearshift housing 6 Push lever (26) upwards, slide hollow shaft
towards cover (32).
gearshift housing. Slide hollow shaft (25) in CAUTION
correct position into the gearshift housing, Securing rings (19) must not be overstretched – use
blocking piece, and driver. adjustable pliers.
2 Press in new cover (32) until firmly home 7 If necessary, snap upper securing ring into pin
(axial abutment). (20) and insert in driver and gearshift shaft.
Insert securing ring (19).
NOTE
Housing bore and cover must be free from grease. 8 Insert pin (24) until stop in housing and lock
with pin (23). Insert locking pawl (22).
3 If necessary, press in cylindrical pin (35).
Position lever (26) in the housing. 9 Fit new gasket (18) and cover (17).
4 Fit washer (31), springs (29 and 30), washer 10 Insert hex head screws (16) and tighten.
(28), and V-ring (27) onto the removed shaft. Tightening torque = 23 Nm
5 Insert gearshift shaft (21) into the housing and

hollow shaft (in direction of arrow).
1315 751 103 - 2010-05 2-44

7 9
13
3 14
15
5 6
12
1 11
8
10
018647
11 Install detent (15), spring (14), and tappet NOTE

switch (13) with new sealing ring in the gear- • For fitting/installation of the pneumatic servo unit
shift housing and tighten. (PSU), shift turret must be in neutral position
Tightening torque = 45 Nm (center position).
• For fitting/installation of servo unit refer to
12 Insert tappet (11) and pin (12) into gearshift
housing.
• For fitting the complete shift system to the trans-
13 Fit valve block (8) to gearshift housing with mission, refer to Chapter 2.10.2
hex head screws (6 and 7).
14 Screw neutral switch (9) with new sealing

ring to valve block and tighten.
CAUTION
Do not tighten plug-in coupling (10) at the front
hex drive. Use back hex drive – SW 22.
15 Screw in plug-in couplings (10) and tighten.

1315 751 103 - 2010-05 2-45

Selector patterns of superimposed H shift system

shift turret
Selector pattern I
Arrange of spring assemblies Q5
018649
Q5
018650
1315 751 103 - 2010-05 2-46

ZF-Ecosplit HGS cylinder
1
4
018646
2.7 Selector and shift cylinder Separating

Shift turret with HGS
1 Loosen two hex head screws (1) with washers.
NOTE
2 Pull off selector cylinder (2) with O-ring;
uncouple selector cylinder’s piston rod from
are connected to a separate hydraulic circuit and
driver groove of gearshift shaft.
remain in the vehicle when the transmission and/or
shift turret is removed. NOTE
Move shift lever in the gate to be able to extract
selector cylinder.
3 Loosen two hex head screws (3) with washers.
4 Extract shift cylinder (4), uncouple shift cylin-

der’s piston rod from driver groove of shaft in
the pneumatic servo unit (5).
1315 751 103 - 2010-05 2-47

1
4
018646
Connecting
1 Connect shift cylinder’s piston rod (4) with 4 Connect selector cylinder’s piston rod (2) with
driver groove of shaft in the pneumatic servo driver groove of the gearshift shaft.
unit (5). A housing cutout close to the selector cylinder
allows for connection in correct assembly
NOTE
position only.
Operate shift lever in shifting direction so that
piston rod extends. NOTE
Operate shift lever in selecting direction so that
2 Place shift cylinder (4) in correct position
piston rod extends.
(depends on the installation conditions in the
vehicle) onto the pneumatic servo unit. 5 Place selector cylinder with O-ring on shift
turret.
3 Screw in two M8x28 hex head screws (3) with
washers and tighten. 6 Screw in two M8x28 hex head screws (1) with
Tightening torque = 23 Nm washers and tighten.
NOTE
Check O-ring on selector cylinder and replace if
necessary.
1315 751 103 - 2010-05 2-48

1 2
1X56 138 229
015997
Functional test
NOTE
Also refer to inspection instructions 6008 756 003.
1 Connect testing device 1X56 138 229 to driver

groove of gearshift shaft (1).
2 Screw in hex head screws (2) and tighten.

3 The individual gears can be shifted by using a

box wrench or hex head wrench socket.
4 Remove testing device 1X56 138 229.
1315 751 103 - 2010-05 2-49

2-50
2 4
024463
2.8 Superimposed H shift system with cable

control
Removal of servo unit Installation of servo unit
1 Loosen 4 hex head screws (1). 1 Insert spring (4) into servo unit.
2 Take off pneumatic servo unit (2) with gasket 2 Attach pneumatic servo unit (2) with new
(3) and spring (4). gasket (3) to the shift turret.
NOTE 3 Insert hex head screws (1) and tighten.

• Spring (4) is placed loosely in the pneumatic servo Tightening torque = 23 Nm
unit.
complete component.
1315 751 103 - 2010-05 2-51

17
16 4
6
18
1
14
10
15 11
12 7
13 4
9
8
5
3
2
49
024464
Removing and dismantling gearshift housing NOTE

Gasket may stick to the gearshift housing. Remove it
1 Loosen hex nut (16) and take off selector lever
(17) with protective cap (18).
Do not disassemble valve block further, complete
NOTE part.
Selector lever conceals a hex head screw; therefore,
shift system cannot be detached before selector
sealing ring and pressure switch (7) and
lever is removed.
remove them.
6 Remove tappet (8) and pin (9) from the gear-
shift housing.
Remove roller (49) from valve lever.
7 Loosen tappet switch (10) with sealing ring
3 Loosen shift lever (3, depending on parts list)
and take them off together with compression
and remove with protective cap.
NOTE
cover (14) with gasket.
4 Loosen hex head screws (4) and take off with
9 Remove V-ring (15) from the housing.
valve block (5).
1315 751 103 - 2010-05 2-52

19
20
32 29
23 31
24
22
33
30
21 34
35
36
28
39
26 27 37
25
38
1X25 139 783
024465
10 Loosen hex head screws (19), remove cover 18 Remove pin (31).
(20) and gasket (21).
11 Remove locking pawl (22) and pin (23). housing in direction of arrow and take off
12 Slide pin (24) through gearshift housing and
remove it. NOTE
CAUTION
edges.
stretched – use adjustable pliers. 20 Take pin (33) out of valve lever; do not remove
lower needle bush. If the needle bush is
14 Remove cylindrical pin (27) and, if necessary, as a complete set.
detach securing ring (26).
21 Apply plastic punch to hollow shaft (28) and
15 Push hollow shaft (28) in towards sealing cap. use hollow shaft to drive bush (35) and shaft
16 Place impact adapter 1X25 139 783 over
Then slide hollow shaft out of gearshift
needle bush (29) and drive valve lever (30)
housing and take off driver (37) and blocking
slightly downwards.
piece (38).
17 Remove needle bush (29).
1315 751 103 - 2010-05 2-53

23 Use pliers to remove V-ring (40) from gearshift

shaft.
40
24 Remove washers (41 and 43) with com- 41
42
pression springs (42) from the gearshift shaft. 43
024466
25 Remove V-ring (44) from selector shaft (45).

48
26 Push out selector shaft (45) (in the direction of 47
the arrow) from housing cover and in doing
so, remove shaft sealing ring (48).
27 Remove selector lever (46) from housing cover.
28 Remove needle bush (47) from housing cover

if necessary.
45
46
44
024467
1315 751 103 - 2010-05 2-54


48
1 If necessary, insert needle bush (47) into hou- 47

sing cover until it is flush.
2 Insert selector lever (46) into housing cover.
3 Insert selector shaft (45) (in the direction of

the arrow) into housing cover and selector
lever.
4 Insert V-ring (44) into selector shaft.

45
5 Insert greased shaft sealing ring (48) in correct
position, until firmly home.
46
44
024467
6 Mount washer (43), compression spring (42),

and washer (41) onto gearshift shaft.
40
7 Use pliers to snap V-ring (40) into gearshift 41
42
shaft. 43
024466
1315 751 103 - 2010-05 2-55

19
20
32 29
23 31
24
22
33
30
21 34
35
36
28
39
26 27 37
25
38
1X25 139 707
024465
8 Insert driver (37) and blocking piece (38) into 14 Insert cylindrical pin (31) and drive in new
gearshift housing. Slide hollow shaft (28) in needle bush (29) until it is flush. Check ease
correct position into the gearshift housing, of movement of the gearshift shaft.
CAUTION
9 Press bush (35) flush into housing using adap- Securing rings (26 and 25) must not be over-
ter 1X25 139 707. stretched – use adjustable pliers.
10 Apply grease to shaft sealing ring (36) and 15 Snap securing ring (26) in with pin (27) and
press firmly home. insert it into driver and gearshift shaft. Insert
securing ring (25).
11 Insert cylindrical pin (33) in valve lever (30).
If necessary, press in cylindrical pin (39). 16 Insert pin (24) until stop in housing and lock
12 Fit valve lever (30) and lever (34) on hollow
shaft in gearshift housing. 17 Fit new gasket (21) and preassembled cover
(20).
13 Insert gearshift shaft (32) into hollow shaft in
direction of arrow. 18 Insert hex head screws (19) and tighten.
NOTE
Cylindrical pin (33) must mesh with gearshift shaft.
Position gearshift shaft and hollow shaft.
1315 751 103 - 2010-05 2-56

17
16 4
6
18
1
14
10
15 11
12 7
13 4
9
8
5
3
2
49
024464
19 Install detent (12), spring (11), and tappet 25 Fit cover (14) with new gasket to housing
switch (10) with new sealing ring in the with hex head screws (13) and tighten.
gearshift housing and tighten. Tightening torque = 23 Nm
26 Fit shift lever (3) with cover cap to gearshift
20 Insert tapped (8) and pin (9) into gearshift shaft.
housing. Tightening torque = 49 Nm
21 Fit valve block (5) with hex head screws (6) 27 Place greased roller (49) onto valve lever.
to gearshift housing.
NOTE
• For fitting/installation of the servo unit, refer to
22 Screw neutral switch (6) with new sealing beginning of the chapter.
ring to valve block and tighten. • For fitting the complete shift system to the trans-
Tightening torque = 45 Nm mission, refer to Chapter 2.10.2
23 Screw pressure switch (7) to valve block and 28 Place protective cap (18) and selector lever
tighten. (17) on selector shaft and tighten with hex
Tightening torque = 23 Nm nut (16).
24 Snap V-ring (15) into gearshift housing.
1315 751 103 - 2010-05 2-57

Selector patterns
Superimposed shift system shift turret
Selector pattern I
Arrange of spring assemblies Q4
024461
Q4
024462
1315 751 103 - 2010-05 2-58

2
1
031770_1
2.9 Superimposed H shift system with gate-

dependent servo unit
Removal of servo unit Installation of servo unit
1 Loosen hex head screws (1 and 2). 1 Place compression spring (6) in servo unit.
2 Remove pneumatic servo unit (4) with gasket 2 Attach pneumatic servo unit (4) with new
(3) and compression spring (6). gasket (3) to the shift turret.
NOTE 3 Insert hex head screws (1 and 2) and tighten.

• Compression spring (6) is placed loosely in Tightening torque: 23 Nm
pneumatic servo unit.
• Do not disassemble pneumatic servo unit further, NOTE
complete component. Insert hex head screws (2) with sealing compound
Loctite no. 574.
Order no.: Compression spring (6) 0501 318 490

Detent (5) 0501 319 920
1315 751 103 - 2010-05 2-59

Removing and dismantling gearshift housing
1 Loosen hex nut (1) and take off selector lever

(2) with protective cap (3).
NOTE
Selector lever conceals a hex head screw; therefore,
shift system cannot be detached before selector
lever is removed.

Remove roller (6) from valve lever.
3 Loosen hex head screw (7) and remove shift

lever (8) with protective cap (9).
NOTE
4 Loosen hex head screws (10 and 11) and take

off with valve block (12).
NOTE
Gasket may stick to gearshift housing. Remove it
Do not disassemble valve block further, complete
component!

sealing ring and pressure switch (14) and
remove them.
6 Remove tappet (15) and pin (16) from the

gearshift housing.
7 Loosen tappet switch (17) with sealing ring

and take them off together with compression

cover (21).
9 Remove V-ring (22) from the housing.
1315 751 103 - 2010-05 2-60

2
1
3
11
4
17
13
18
19
21
22
14
10
20 16
15
12
9 8
5
6
7
031800_1
1315 751 103 - 2010-05 2-61

10 Loosen hex head screws (23), remove cover 22 Apply plastic punch to hollow shaft (32) and
(24) and gasket (25). use hollow shaft to drive bush (39) and shaft
11 Remove locking pawl (26) and pin (27). Then slide hollow shaft out of gearshift
housing and take off driver (41) and blocking
12 Slide pin (28) through gearshift housing and piece (42).
remove it.
CAUTION
Securing rings (29) must not be overstretched – use 24 Use pliers to remove V-ring (44) from gearshift
adjustable pliers. shaft.
13 Unsnap securing ring (29). 25 Remove washers (45) with compression

spring (46) from the gearshift shaft.
14 Remove cylindrical pin (30) and, if necessary,
remove upper securing ring. 26 Remove V-ring (47) from selector shaft (48).
15 Remove pin (31). 27 Push selector shaft (48) out of the housing
cover in direction of arrow and remove shaft
16 Push hollow shaft (32) in towards sealing cap. sealing ring (49).
17 Position impact adapter 1X25 139 783 over 28 Remove selector lever (51) from housing
needle bush (33) and drive valve lever (36) cover.
slightly downwards.
29 If needed, remove needle bush (50) from
18 Remove needle bush (33). housing cover.
19 Remove pin (34).

housing in direction of arrow and take off
NOTE
edges.
21 Take pin (35) out of valve lever; do not remove

lower needle bush. If the needle bush is
as a complete set.
1315 751 103 - 2010-05 2-62

44 49
45
50
46
45
48
51
47
028571_2 031802_1
23 23
23
31 24
37
33
27 34
26 28 35
36
38
25 39
40
52
32
30
29
41 43
42
1X25 139 783
031801_2
1315 751 103 - 2010-05 2-63

Assembling gearshift housing 14 Insert cylindrical pin (34) and drive in new
needle bush (33) until it is flush. Check ease
1 If necessary, insert needle bush (50) into of movement of the gearshift shaft.
housing cover until it is flush.
CAUTION
2 Insert selector lever (50) into housing cover. Securing rings (29) must not be overstretched – use
adjustable pliers.
3 Insert selector shaft (48) into the housing
cover in direction of arrow and the selector 15 Snap securing ring (29) in with pin (30) and
lever. insert it into driver and gearshift shaft. If
necessary, insert upper securing ring.
4 Insert V-ring (47) into selector shaft.
16 Insert pin (31) into hollow and gearshift shaft.
5 Insert greased shaft sealing ring (49) in
correct position, until firmly home. 17 Insert pin (28) until stop into housing and lock
6 Mount washer (45), compression spring (46),
and washer (45) onto gearshift shaft. 18 Fit new gasket (25) and cover (24).
7 Use pliers to snap V-ring (44) into gearshift 19 Insert hex head screws (23) and tighten.
shaft. Tightening torque = 23 Nm

9 Press bush (39) flush into housing using

adapter 1X25 139 707.
10 Apply grease to shaft sealing ring (40) and

press firmly home.
11 Insert cylindrical pin (35) in valve lever (36).

If necessary, press in cylindrical pin (43).
12 Fit valve lever (36) and lever (38) onto hollow

shaft in gearshift housing.
13 Insert gearshift shaft (37) into hollow shaft in

direction of arrow.
NOTE
Cylindrical pin (35) must mesh with gearshift shaft.
Position gearshift shaft and hollow shaft.
1315 751 103 - 2010-05 2-64

44 49
45
50
46
45
48
51
47
028571_2 031802_1
23 23
23
31 24
37
33
27 34
26 28 35
36
38
25 39
40
52
32
30
29
41 43
42
1X25 139 707
031801_2
1315 751 103 - 2010-05 2-65

20 Install detent (19), spring (18), and tappet

switch (17) with new sealing rings in the gear-
shift housing and tighten.
21 Insert tapped (15) and pin (16) into gearshift

housing.
22 Fit valve block (12) to gearshift housing with

hex head screws (11 and 10).
23 Screw neutral switch (13) with new sealing

ring to valve block and tighten.
24 Screw pressure switch (14) to valve block and

tighten.
25 Snap V-ring (22) into gearshift housing.
26 Fit cover (21) to housing with hex head

screws (20) and tighten.
27 Place protective cap (9) and selector lever (8)

on gearshift shaft and tighten with hex head
screw (7).
28 Place greased roller (6) onto valve lever.
NOTE
• For fitting/installation of the servo unit, refer to
• For fitting the complete shift system to the
transmission, refer to Chapter 2.10.2.
29 Place protective cap (3) and selector lever (2)

on selector shaft and tighten with hex nut (1).
NOTE
If the shift unit is fitted to the transmission at a later
date, a bolt (see arrow) must be inserted in the shift
unit before the selector lever is fitted.
1315 751 103 - 2010-05 2-66

2
1
3
11
4
17
13
18
19
21
22
14
10
20 16
15
12
9 8
5
6
7
03180_1
1315 751 103 - 2010-05 2-67

Selector patterns for shift turret of superimposed

shift system with gate-dependent servo unit
Selector pattern I
Arrangement of spring assemblies Q1
031791_1
Q1
031792
1315 751 103 - 2010-05 2-68

2.10 Complete fitting of shift turret
2.10.1 Versions without servo unit

(8/16 S 151, 8/16 S 181, 16 S 221) 3
1 Fit new gasket (1) to clutch housing (2) and/or

sealing face.
1
2 Fit complete gearshift housing (3). Align

boreholes in gearshift housing with gasket.
Assembly recommendation
2
Positioning between clutch housing, gasket, and
gearshift housing can be facilitated by using
threaded pins; refer to Chapter 2.10.2.
3 Engage all gears. There must be a noticeable

excess shift travel for each gear.
Should the shifting angle not correspond to
the specified tolerances, it must be set using
an angle measuring equipment.
Finally tighten all hex head screws. 001969
CAUTION
The shift turret housing must be centered on the
transmission housing so that the play (excess shift
travel) is identical on both side and that a shifting
angle of 14°30” +2° is reached (refer to image).
1st, 3rd, 5th, 7th gear

2st, 4rd, 6th, 8th gear
009894
1315 751 103 - 2010-05 2-69

2.10.2 Versions with servo unit
1 Fit new gasket (1) to clutch housing (2) and/or

3
sealing face.
2 Fit complete gearshift housing (3). Align

boreholes in gearshift housing with gasket.
1
NOTE
Positioning between clutch housing, gasket, and
gearshift housing must be achieved by using two
locating pins 1X46 183 298. Alternatively, pins can
be manufactured in-house. For drawing, refer to Fig.
016078. 2
NOTE
When fitting the shift system, ensure that the roller
in the valve lever does not fall out.
Place roller with grease onto valve lever.
3 Insert all hex head screws and tighten. 1X46 183 298
NOTE – HGS version

After installing the transmission in the vehicle, the
selector and shift cylinders remaining in the vehicle Ø 15
need to be flange-mounted to the shift turret and/or
The installation of both cylinders is described in
Chapter 2.7.
110
Schaft
Shaft Ø 8.9
ø 8.9
80
15
M8
016078
1315 751 103 - 2010-05 2-70

ZF-Ecosplit Range-Change Group
3 Range-Change Group
3.1 Output flange ................................................................................................ 3-2

Removing output flange ................................................................................. 3-2
Installing the output flange............................................................................. 3-3
3.2 Cover and output bearing ............................................................................. 3-4

Removing cover and output bearing ............................................................... 3-4
Installing cover and output flange................................................................... 3-4
3.3 Range change group ..................................................................................... 3-6

Removing and dismantling range change group............................................. 3-6
Assembling and installing range change group .............................................. 3-9
Measurement of main shaft and planetary gear set (16 S 251, 16 S 2720)..... 3-11
Completely fitting range change group ........................................................... 3-12
1315 751 103 - 2010-05 3-1

3 Range Change Group
NOTE
When repairing the range change group, proceed
according to the following sequence of operations. 2 1
If the range change group is only being removed for
further repair work, only remove washer (3) and 3
attach fixture 1X56 136 260. For removal of range 5
change group, refer to Chapter 3.3.
4
3.1 Output flange
Removing output flange

1X56 136 260
1 Pry safety plate (1) off the screws/bolts (2). 011374
NOTE
Whether/which safety plate is installed depends on
the transmission version.
2 Secure output flange so that it cannot be

twisted.
3 Remove hex head screws (2) and take off

conical spring washer (3).
4 Fit interim piece onto planet carrier and

extract output flange (4) with two- or three-
armed extractor.
5 Remove O-ring (5).
1315 751 103 - 2010-05 3-2

Installing the output flange
NOTE 2
• Range change group is fitted to the transmission;
refer to Chapter 3.3.
• Output bearing and cover are fitted; refer to 1
Chapter 3.2. 3
5
1 Lightly oil shaft sealing ring in the cover.
4
! DANGER
Only touch heated output flange wearing protective
gloves.
1X56 137 651

2 Heat output flange (4) to max. 100 °C and slide
it onto spline of planet carrier until firmly 001917_1
home (axial abutment).
2
NOTE
If necessary, pull on output flange by means of
washer (3) and two assembly auxiliary screws until
1
it is firmly home (axial abutment). Remove washer
and assembly auxiliary screws afterwards. 3
5
3 Lightly oil new O-ring (5) and insert it in the
gap between output flange and planet carrier 4
shaft.
4 Fix washer (3) with hex-head screws (2).

If required, secure the output flange against
1X56 137 651
twisting by means of a flange holder. Hex
head screws are fitted with Loctite no. 262. 011375_1
5 Fit new safety plate (1) using adapter

1X56 137 651 and/or 1X56 137 246.
NOTE
Which safety plate (1) is installed depends on the
transmission version.
1315 751 103 - 2010-05 3-3

3.2 Cover and output bearing

2
3 1 8
Removing cover and output bearing 5
6
1 Remove hex head screws (1). Take off cover (2) 7
and seal (3). 9
2 Remove hex head screws (4) from the cover (5).

4
3 Loosen cover (5) by slight blows with a plastic

hammer and take it off together with seal (6)
and, depending on the transmission version,
also with shim (7).
4 Drive shaft sealing ring (8) out of bearing

cover using a plastic punch. 1X56 122 314
1X56 122 295
5 Use extractor 1X56 122 314 (for 10 balls) to 011376_1
pull ball bearing (9) out of housing and/or

extractor 1X56 122 295 (for 11 balls).
Installing cover and output flange
NOTE
Range change group is fitted to the transmission; 8
refer to Chapter 3.3. 5
! DANGER 6
Only touch heated parts when wearing protective
gloves. 7
9
Measurement of ball bearing’s axial clearance
(target: 0 to 0.1 mm):
1 Place new seal (6) on cover (5) and measure

cover’s screw-in length together with seal, e.g.
23.40 mm.
011377_1
2 Measure screw-out length and/or bearing seat

depth of housing (without seal), e.g. 7.00 mm.
3 Measure width of ball bearing (9), e.g.

30.00 mm.
1315 751 103 - 2010-05 3-4

Example of calculation:
23.40 mm screw-in depth of cover
+) 7.00 mm screw-in depth of housing
30.40mm 1X56 137 124
–) 30.00 mm width of ball bearing
0.40 mm axial clearance without shim
that means a shim (7) of 0.3 – 0.4 mm is

required and the resulting axial clearance
Ring
is 0 to 0.1 mm.
NOTE
For transmission versions without a shim (7), the
measurements explained above don’t have to be
considered.
028678_2
4 Heat cover (5) to approx. 60 °C and insert

determined shim (7) and ball bearing (9). 2
3 1
5 Drive shaft sealing ring (8) into cover using
adapter 1X56 137 124.
NOTE
Use adapter only together with 12.5 mm ring.
Installation dimension = 12.5 + 1.0 mm from the 4
cover edge to the shaft sealing ring.
5
Apply thin coat of sealant to shaft sealing ring.
Apply lubricant, e.g. soapsuds, to the outside of 6
rubber sleeve.
6 Fit cover (5) with new seal (6) and tighten hex
head screws (4) and washers.
011378_1
7 Fit cover (2) with new seal (3) to the housing

and screw on with hex head screws (1).
1315 751 103 - 2010-05 3-5

3.3 Range change group

2
Removing and dismantling range change
group 5 1
8
11
Shift cylinder for range change group 9
3
11 4
1 Unscrew hex head screws (1), loosen cylinder 12
(2) on the range change group housing and 2
pull it off piston (3).
5 1
a
8
2 Take O-rings (4 and 5) out of cylinder. 10
9
10
4
3 Remove detent plunger (6), screw locating 3
fixture 1X56 138 100 into the same threaded 12
hole, position fixture on selector rail (7), and
tighten locating fixture.
b
4 Unscrew securing nut (8) from the piston (3). 6
5 Remove piston with guide ring (9).
6 Take off grooved rings (10) and/or sealing

rings (11). 7
1X56 138 100

NOTE
009942_1
Depending on the transmission version, variant a or
b is possible.
7 Remove guide ring and grooved rings from the

piston.
8 Pull sleeve (12) of out range change group

housing.
1315 751 103 - 2010-05 3-6

Housing/Range change group 17

26
1 Remove mechanical speedo and/or impulse 19
sensor (13).
27
2 Remove switch (14) with sealing ring and pin
(15), depending on parts list possibly also (16).
13
3 Loosen swivel screws (17) for gearshift fork
(18), do not remove yet. 20
4 Remove locating fixture 1X56 138 100 again. 34

23 17
5 Unscrew hex head screws (19) of the range
change housing (20). 25
18
6 Fit fixture 1X56 136 260 to planet carrier (21

and/or 21a) and remove range change group 24
from intermediate housing (22) avoiding
canting and using a hoist.
1X56 136 260
7 Remove swivel screws (17) and take range

change group housing off planet carrier.
8 Take off gearshift fork (18) and sliding pads

(23). 25a
9 Remove intermediate plate (24) together with

24a
seals (25) and/or 24a and 25a for 16 S 251,
21
16 S 2720) from the planet carrier.
10 Pull selector rail (7) out of intermediate

housing.
11 Remove injection tube (26).
12 If necessary, remove cylindrical pins (27).
22 16
21a
7 14
15
011382_1
1315 751 103 - 2010-05 3-7

13 Remove seal (28) and/or (28a) for 16 S 251

and 16 S 2720) from intermediate housing.
29
14 Remove thrust washer (29) from the main 30
shaft.
NOTE
The 16 S 251 and 16 S 2720 versions have an
additional shim (30) in this place.
28
22 28a
011384_2
1315 751 103 - 2010-05 3-8

Assembling and installing range change

group
17
Housing/Range change group 33
20 W
25
1 Place intermediate plate (24 and/or 24a) on
24 W
planet carrier (21 and/or 21a).
2 Insert gearshift fork (18) and sliding pads (23) 26

into sliding sleeve.
3 Place and position new seal (25 and/or 25a) 7

on intermediate plate.
17
4 Insert injection tube (26) in the housing.
18
21
5 Place housing (20) over planet carrier onto
seal and position it. Ensure radial position of
23
gearshift fork.
6 Introduce gearshift fork (7) from housing

inner side, position it roughly and make it
mesh with gearshift fork.
009942_2
7 Coat swivel screw threads (17) with Loctite

17
no. 241, fit spring washers, screw in, do not
tighten. 20
33
25a W
NOTE 24a
When using a new housing (20), drive ball (33) into
housing in accordance with selector pattern I or II. W
26
7
17
23
13
21a
011383_1
1315 751 103 - 2010-05 3-9

Shift cylinder for the range change group

2
1 Coat new sleeve (12) with spirit (7), slide it
over selector rail, and drive it in with soft 5 1
8
punch until it is firmly home (axial abutment). 11
9
3
2 Place sealing ring (11) and/or grooved rings
11 4
(10), piston (3) with guide ring (9), and sealing 12
ring (11) on selector rail (7). 2
5 1
3 Tighten new locknut (8) when range change a
8
group is completely installed. 10
10
4
3
NOTE 12
Fitting of range change group cylinder can only be
done once R/C has been fully assembled with inter-
mediate housing. Thread must be absolutely free b
from oil and grease. Locating fixture 1X56 138 100
must be fitted in place of detent plunger (6). 6
4 Grease new O-rings (4 and 5) and insert them

into corresponding annular grooves (cylinder
and housing).
7
5 Carefully slide cylinder (2) over the piston
with guide pin and piston seal. Fix cylinder
using two hex head screws (1). 009942_1
NOTE
Align compressed-air boreholes.
1315 751 103 - 2010-05 3-10

6 Slide thrust washer (29) over gearing onto

main shaft.
32
Measurement of main shaft and planetary
gear set (16 S 251, 16 S 2720)
a Place test socket (31) 1X56 138 158 on thrust
washer (29) and set dial gage (32) to zero.
b Push test socket 1X56 138 158 vertically 31

upwards until stop and read off value on the
test gage.
29
NOTE
• The support points for the test socket must be
clean.
• Perform measurement at two opposite locations 012669_2
and calculate mean value.
c Reading value corresponds to the thickness of

32
the shim (30).
A permissible tolerance of ± 0,05 mm is to be
observed.
Example 1:
Measured value = 1.97 mm
In the case of a permitted tolerance of ± 0.05 mm,
a shim of 2.00 mm is to be selected. 31
Example 2:
Measured value = 1.93 mm
In the case of a permitted tolerance of ± 0.05 mm,
a shim of 1.90 mm is to be selected.
012670_2
NOTE
1316 700 017
Also refer to assembly instructions 1316 700 017.
d Remove test socket and thrust washer from

68.75 + 0.05
main shaft. Fit determined shim (30) and slide

thrust washer (29) over gearing onto main
shaft.
29
30
012672_2
1315 751 103 - 2010-05 3-11

Completely fitting range change group
NOTE
Before fitting range change group, main shaft/plane-
tary gear set must be measured (only 16 S 251,
16 S 2720).
1 Fit new seal (28 and/or 28a) to the intermediate

28
housing (22).
22
NOTE 28a
Three cylindrical pins (27) must be fitted on the
intermediate housing. If needed, drive in.
2 Attach lifting device 1X56 136 260 to planetary

19
body so that range change group can be posi-
tioned horizontally over intermediate housing
using the hoist. 1
Positioning the range change group over the inter-
mediate housing is facilitated by fitting threaded
pins to the intermediate housing.
3 Possibly turn lifting gear so that planetary gear 27

set and main shaft mesh.

NOTE 1X56 138 100 1X56 136 260

• Ensure that snap ring snaps in audibly.
011384_1
• Move piston to final position (high or low range
group).
• Screw in locating fixture 1X56 138 100.
• Tighten new locknut (8) and assemble R/C cylinder.
5 Remove lifting gear 1X56 136 260.
6 Tighten hex head screws (1) on R/C cylinder.

1315 751 103 - 2010-05 3-12

7 Remove locating fixture 1X56 138 100 and

insert detent plunger (6) with new sealing ring 6
and tighten. 16
8 Insert mechanical speedo and/or impulse

sensor (13) with new sealing ring and tighten.
9 Screw in screw plug (34) and new sealing ring

on housing and tighten.
10 Screw in screw plug (16) and new sealing ring

on housing and tighten.
1315 751 103 - 2010-05 3-13

3-14
ZF-Ecosplit Planetary Gearset with Synchronizers
4 Planetary Gearset with Synchronizers
4.1 Synchronizers ................................................................................................ 4-3

Disassembling synchronizers .......................................................................... 4-3
Assembling synchronizers .............................................................................. 4-4
4.2 Ring gear ....................................................................................................... 4-6

Dismantling ring gear ..................................................................................... 4-6
Assembling ring gear ..................................................................................... 4-7
4.3 Planet carrier................................................................................................. 4-9

4.3.1 Planet carrier (standard) ...................................................................... 4-9
Disassembling planet carrier ............................................................... 4-9
Assembling planet carrier.................................................................... 4-10
4.3.2 Planet carrier (reinforced version 16 S 251, 16 S 2720 TO) ................. 4-12
Disassembling planet carrier ............................................................... 4-12
Assembling planet carrier.................................................................... 4-13
1315 751 103 - 2010-05 4-1

4-2
4 Planetary Gearset with Synchronizers 3*

2
4.1 Synchronizers 1
Disassembling synchronizers 4 6
!
DANGER 5
7
Thrust pieces are under spring tension.
Use e.g. cloth to prevent the parts from jumping out.
8
1 Fit thrust piece to planet carrier. Grip sliding

sleeve (1) with two or three-armed extractor
and extract it together with clutch body (2).
The thrust pieces (4) held back by the sliding
sleeve and the compression springs (5) can be
caught by a cloth. 9
NOTE
10
For the straight-toothed version, extract speedo
worm and/or counting disk (3) with integrated bush
001907_1
together with clutch body (2).
2 Remove synchronizer ring (6).
4 Fit thrust piece to planet carrier and grip and 2

extract synchronizer body (8) with two or
three-armed extractor. 13*
1
5 Remove synchronizer ring (9) and clutch body 4 6
(10) from planet carrier.
5
7
8
Reinforced version (16 S 251, 16 S 2720):
9
6 Remove clutch disk from (11) planet carrier. 10
12
11
7 Unsnap snap ring (12) on clutch body (10).
8 Check axial bearing for functioning (13) and

only remove from planet carrier if it is
defective.
* in place depending on parts list
011385_1
1315 751 103 - 2010-05 4-3

ZF-Ecosplit Planetary Gear Set with Synchronizer
Assembling synchronizers
2
NOTE
13*
For synchronizer wear test, refer to Chapter 14.1 1
NOTE 4 6
Lightly oil the friction cones of the clutch bodies 5
7
and synchronizer rings.
8
Reinforced version, working steps 1 to 2 9

(16 S 251, 16 S 2720):
10
1 Fit clutch disk (11) to planet carrier.
12
11
2 Insert snap ring (12) into clutch body (10).
3 Slide clutch body (10) onto clutch disk (11)

and/or planet carrier.
4 Fit synchronizer ring (9) to planet carrier.
! DANGER
Only touch heated synchronizer body when
wearing protective gloves. 011385_1
5 Heat synchronizer body (8) to approx. 120 °C

and push on until it is firmly home (axial abut-
ment). The long hub side must face towards
planet carrier. The synchronizer ring’s lugs
must mesh with the synchronizer body’s 3*
2
recesses.
1
6 Snap securing ring (7) with axial clearance
4 6
between 0.0 and 0.1 mm into annular groove.
Securing rings are available at 0.1 mm stepped 7
5
thickness levels.
7 Fit sliding sleeve (1) to synchronizer body (8) 8

with collar facing towards output.
NOTE
The sliding sleeve’s recesses must line up with
synchronizer body’s recesses.
10
001907_1
1315 751 103 - 2010-05 4-4

8 Insert new compression springs (5) with trust

pieces (4) in synchronizer body (8) and guide
into sliding sleeve (1) with suitable tool.
9 Place synchronizer ring (6) on synchronizer

body (8).
NOTE
Lugs of synchronizer ring (6) must mesh with reces-
ses of synchronizer body (8).
10 Depending on the transmission version, insert

axial bearing (13) in clutch body (2)
(only for 16 S 251, 16 S 2720).
!
DANGER
Only touch heated clutch body when wearing
protective gloves.
11 Heat clutch body (2) to approx. 120 °C and

slide onto planet carrier until it is firmly home
(axial abutment).
12 Press synchronizer ring (6) against synchroni-

zer body (2) and set sliding sleeve (1) to center
position. You will clearly hear the thrust
pieces snap into place.
13 Heat speedo worm and/or counting disk (3) to

approx. 120 °C and slide onto planet carrier.
Sensor lugs must face towards planet carrier.
NOTE
Speedo worm and/or counting disk (3) are only
installed in straight-toothed version, that is
8/16 S 151, 8/16 S 181, 16 S 221.
1315 751 103 - 2010-05 4-5

4.2 Ring gear

5
Dismantling ring gear
4
3 9
1 Snap securing ring (7) described in Chapter
4.1 into ring gear carrier. Fit thrust piece onto 2
planet carrier and grip securing ring with two
or three-armed extractor. 1
Straight-toothed version
(8/16 S 151, 8/16 S 181, 16 S 221):
2 Ring gear (1), ring gear carrier (2), and ball
bearing (5) are extracted together.
3 Unsnap locking wire (3) from annular groove

of the ring gear. 005390_1
4 Drive ring gear carrier (2) out of ring gear (1)

using a plastic hammer. 7
6
5 Unsnap snap ring (4) from ring gear carrier 3
and take out ball bearing (5).
2
6 Remove intermediate ring (9) from planet
1
carrier (only 16 S 151).
Helical-toothed version (standard):

2 Ring gear (1), ring gear carrier (2), interme-
diate ring (6), and axial needle bearing (7) are
extracted together.
3 Unsnap locking wire (3) from annular groove

of the ring gear. 009518_1
Reinforced version (16 S 251, 16 S 2720):

6
1 Unsnap locking wire (3) from annular groove 3
of the ring gear.
2
2 Snap securing ring (7) described in Chapter
8
4.1 into ring gear carrier; refer to work step 1.
1
3 Remove ring gear (1) and thrust ring (8) from
planet carrier.
4 Remove thrust ring (8) from ring gear.
5 Remove intermediate ring (6) from planet

carrier.
011387_2
1315 751 103 - 2010-05 4-6

Assembling ring gear
1 Drive ring gear carrier (2) into the ring gear

(1) until it is firmly home (axial abutment). 5
4
2 Snap the locking wire (3) into the annular 3 9
groove of the ring gear and countersink (fit) it
2
along the entire breadth.
1
Straight-toothed version
(8/16 S 151, 8/16 S 181, 16 S 221):
3 Place intermediate ring (9) onto planet carrier.
Lubricating grooves must face towards output
(only 16 S 151).
004411_1
4 Insert ball bearing (5) in ring gear carrier and
snap in snap ring (4). Set axial clearance of
ball bearing to 0.0 - 0.1 mm using suitable
snap ring. Snap rings are available at 0.1 mm
stepped thickness levels.
5 Place ring gear with ring gear carrier on

planet carrier and make them engage by
rotating them.
Helical-toothed version (standard):

3 Place ring gear with ring gear carrier on 7
planet carrier and make them engage by
rotating them. 6
3
4 Slide intermediate ring (6) and axial needle 2

bearing (7) on planet carrier until firmly home
(axial abutment). 1
009506_1
1315 751 103 - 2010-05 4-7

Reinforced version (16 S 251, 16 S 2720): 8

1 Insert thrust ring (8) into ring gear (1) until it
1
is firmly home (axial abutment).
6
!DANGER 3
Only touch heated ring gear when wearing protective
gloves. 2
2 Heat ring gear to 60 °C and insert planet

6
carrier in ring gear. During the process, rotate
planet carrier and ensure that the gears mesh.
3 Slide intermediate ring (6) onto planet carrier.
4 Drive ring gear carrier (2) into ring gear until

it is firmly home (axial abutment). 011388_2
5 Snap the locking wire (3) into the annular

groove of the ring gear and countersink (fit) it
along the entire breadth.
1315 751 103 - 2010-05 4-8

4.3 Planet carrier
NOTE
5
For reasons of simplification, only one gearset is 6
7
depicted. The process is identical for all five 4
planetary gears. 6
7
6
5
4.3.1 Planet carrier (standard)
Disassembling planet carrier

1a
1 Drive all dowel pins (1 and 1a), into the plane- 1
tary bolts (2) (at full length).
2
2 Use a hammer and plastic punch to drive all
five planetary bolts (2) out of planet carrier (3) 3
towards the input.
3 Take the five planetary gears (4) with thrust

washers (5), intermediate washers (6), and 009525_1
rollers (7) out of planet carrier.
NOTE
Thrust washers (5) are only installed in straight-too-
thed version.
4 Drive dowel pins (1 and 1a) out of planetary

bolts (2).
012006
1315 751 103 - 2010-05 4-9

Assembling planet carrier

5
CAUTION 6
7
Do not replace planetary gears individually, but
4
always as full set.
6
7
1 Lightly oil planetary gears (4) at the end faces 6
5
and needle roller races.
2
2 Position planetary bolts (2) with collar facing
downwards.
3 Slide thrust washer (5) over planetary bolt.

009513_1
Coated side (bright side) must face towards
planetary gear.
NOTE
Thrust washers (5) are only installed in straight-toot-
hed version.
4 Slide shim (6) over planetary bolt.
5 Fit planetary gear (4) to planetary bolt.
6 Insert 14 rollers (7) in planetary gear and slide

shim (6) over planetary bolt.
NOTE
Only use rollers of the same type tolerance (grades).
1a
1
7 Insert another 14 rollers (7), lightly oil them,
and put on shim (6).
8 If needed, fit thrust washer (5). Coated side 3 5

(bright side) must face towards planetary gear.
9 Position planet carrier (3) on the shaft part. 5

5
10 Carefully remove complete planetary gear and
shims from the planetary bolt and insert them
in the planet carrier.
009505_1
1315 751 103 - 2010-05 4-10

11 Align the planetary gear (4) with the bearing

bore.
5
NOTE 6
7
The “0” marking at the planetary bolt front side 4
must face towards the outer radius of the planet 6
7
6
carrier. The planetary bolt’s bore for the dowel pins 5
must be in line with the bore in the planet carrier.
12 Align planetary bolt(s) (2) in radial direction

and insert in bearing bore. 1a
1
13 Drive in planetary bolt(s) by means of a plastic
hammer. Check alignment of dowel pin bore. 2
3
14 Drive new dowel pin (1) half way in. Drive the
second (new) dowel pin (1a) at an approx.
180° offset position (gudgeon slots) into the
first dowel pin. Countersink all dowel pins 009525_1
together into the planet carrier by approx.
0.5 mm.
15 Repeat working steps 1 through 14 for the

other four planetary gears.
1315 751 103 - 2010-05 4-11

4.3.2 Planet carrier

(reinforced version 16 S 251, 16 S 2720 TO)
6
Disassembling planet carrier 7
4
5
NOTE 7
6
For reasons of simplification, only one gearset is
depicted. The process is identical for all five
planetary gears.
1 Drive all dowel pins (1 and 1a), into the 1a

planetary bolts (2) at full length. 3 1
2 Use a hammer and plastic punch to drive all 2

five planetary bolts (2) out of planet carrier (3)
towards the input.
3 Take the five planetary gears (4) with shims

(6), bush (5), and rollers (7) out of the planet
carrier. 011389_1
4 Drive dowel pins (1 and 1a) out of planetary

bolts (2).
5 Remove thrust washer (8) from planet carrier.
6 Unsnap snap rings (9 and 10) and remove the

with cover (11).
7 Remove axial ball bearing(s) (13) and 4 disk

springs (12).
012006
12
13
11
10
9
8
011390_2
1315 751 103 - 2010-05 4-12

Output
12
13
11
Input 012318
10
012317
011390_2
Assembling planet carrier

Inner Ø 30 mm
1 Insert 4 disk springs (12) in planet carrier.
NOTE
Refer to Figure 012317 for arrangement of 4 disk 13
springs.
2 Insert axial ball bearing(s) (13) in planet

carrier.
CAUTION
Ensure that thrust ring with inner Ø of 32 mm is
inserted facing towards the output and thrust ring
with inner Ø of 30 mm is inserted facing towards Inner Ø 32 mm
the input; for arrangement, refer to Fig. 032254.
032259_1
3 Insert cover (11), snap rings (10 and 9).
NOTE
For correct installation position of snap ring (10),
refer to Fig. 012318.
4 Put on thrust washer (8).
1315 751 103 - 2010-05 4-13

CAUTION
Do not replace planetary gears individually, but
always as full set. 6
7
5 Lightly oil planetary gears (4) at the end faces 4
and needle roller races.
5
7
6 Position planetary bolts (2) with collar facing
6
downwards.
2
7 Slide shim (6) over planetary bolt.
8 Fit planetary gear (4) on planetary bolt.
9 Insert 14 rollers (7) in planetary gear and slide

bush (5) over planetary bolt. 011391_1
NOTE
Only use rollers of the same type tolerance (grades).
10 Insert another 14 rollers (7), lightly oil them

and put on shim (6).
11 Position planet carrier (3) on the shaft part.
12 Carefully remove complete planetary gear and

shims from the planetary bolt and insert them
into the planet carrier.
13 Align the planetary gear (4) with the bearing

bore.
1a
1
NOTE
The “0” marking at the planetary bolt front side 6
must face towards the outer radius of the planet
carrier. The planetary bolt’s bore for the dowel pins
must be in line with the bore in the planet carrier.
011392_1
1315 751 103 - 2010-05 4-14

14 Align planetary bolt(s) (2) in radial direction

and insert in bearing bore.
6
15 Drive in planetary bolt(s) by means of a 7
4
plastic hammer. Check alignment of dowel
5
pin bore. 7
6
16 Drive new dowel pin (1) half way in. Drive

the second (new) dowel pin (1a) at an
approx. 180° offset position (gudgeon slots)
into the first dowel pin. Countersink all 1a
dowel pins together into the planet carrier 3 1
by approx. 0.5 mm.
2
17 Repeat working steps 5 through 16 for the
other four planetary gears.
011389_1
1315 751 103 - 2010-05 4-15

4-16
ZF-Ecosplit Splitter Group Piston and 5/2-Way Valve
5 Splitter Group Piston and 5/2-Way Valve
Removing the S/G piston and the 5/2-way valve ............................................. 5-2
Installing the S/G piston and the 5/2-way valve............................................... 5-3
5.1 Compressed air test for piston and splitter group cylinder ........................... 5-4
1315 751 103 - 2010-05 5-1

5 Splitter Group Piston and 5/2-Way Valve
Removing the S/G piston and the 5/2-way

valve
1 Unfasten the hex head screws (1) and remove

from transmission housing together with
5/2-way valve (2).
3
NOTE
In line with the respective transmission design, the
5/2-way valve (2) may be installed with the connec-
2
tions up- or downward. 1
2 Remove the O-rings (3).

011379_1
NOTE
• Do not dismantle 5/2-way valve, complete part.
• There is no directional-control valve for the trans-
mission designs with the 8 speeds. 13
3 Remove the detent plunger (4) and install the

locating fixture 1X56 138 100. 5
9
4 Manually pull off the cylinder (5).
5 Loosen and remove the counternut (6). 12

7
11
6 Unsnap the spring (7) at the housing. 4 6
10
8
7 Remove the complete piston (8) from the
selector rail (9).
1X56 138 100

8 Remove the double-lip seal (10) from the
piston (8). 011401_1
9 Remove the O-rings (11 and 12) from the

cylinder.
NOTE
• For information on how to remove the cap seal
(13), refer to Chapter 9.
• For information on how to remove the selector rail
(9), refer to Chapter 8.
1315 751 103 - 2010-05 5-2

Installing the S/G piston and the 5/2-way

valve
13
NOTE
The selector rail (9) (refer to Chapter 8) and the cap
seal (13) (refer to Chapter 9) must be installed and
5
greased. 9
1 Slide on new O-rings (11 and 12) at the

cylinder (5).
12
7
2 Mount the double-lip seal (10) to the piston (8) 11
4 6
and slightly grease. 10
8
3 Slide the complete piston (8) onto the selector

rail (9). 011401_1
4 Remove the detent plunger (4) and install the

locating fixture 1X56 138 100.
5 Screw new counternut (6) onto the selector

rail and tighten down.
6 Snap in the spring (7) at the housing. 3
7 Remove the locating fixture 1X56 138 100;

screw in the detent plunger (4).
1
8 Insert the cylinder (5) in the housing.
011379_1
9 Insert the new O-rings (3) in the 5/2-way valve
(2).
10 Screw the 5/2-way valve (2) down to the

transmission housing using the hex head
screws (1).
Tightening torque = 9.5 Nm
1315 751 103 - 2010-05 5-3

5.1 Compressed air test for piston and splitter

group cylinder 1X56 137 917
1 Screw the locating fixture 1X56 137 917 for

the splitter group cylinder (5) down to the
transmission housing.
2 Apply compressed air (at max. 6.8 bar) to

5/2-way valve and/or piston.
2 5
3 Coat outer circumference of splitter group
cylinder with a suitable fluid and watch out
for bubbling action.
4 Pressurize piston with compressed air in

opposite switching direction and check for 029010_1
air leakage.
5 If necessary in the event of blistering, insert

new O-rings (11 and 12) in the cylinder and
check cylinder for correct fit.
6 In the event of air leakage, replace the double-

lip seal (10) on the piston (8).
7 Remove the locating fixture 1X56 137 917.
1315 751 103 - 2010-05 5-4

ZF-Ecosplit Release Unit, Connection Plate, and Pump
6 Release Unit, Connection Plate, and Pump
6.1 Release fork, release unit, and connection plate .......................................... 6-2
6.1.1 Pull-type clutch version I...................................................................... 6-2
Removal of release fork and release unit.............................................. 6-2
Removal of connection plate ............................................................... 6-2
Installation of connection plate and release fork .................................. 6-3
6.1.2 Pull-type clutch version II ..................................................................... 6-4
Removal of release fork and release unit.............................................. 6-4
6.1.3 Push-type clutch version...................................................................... 6-6
Removal of release fork ....................................................................... 6-6
6.1.4 Pull-type clutch version III .................................................................... 6-8
Removal of release fork ....................................................................... 6-8
Installation of connection plate ............................................................ 6-9
Installation of release fork .................................................................... 6-10
6.2 Pump housing with integrated pump ............................................................ 6-11

Removal ......................................................................................................... 6-11
Installation...................................................................................................... 6-11
6.3 Connection plate with integrated pump, single-piece version...................... 6-12

Removal ......................................................................................................... 6-12
Installation...................................................................................................... 6-13
1315 751 103 - 2010-05 6-1

6 Release Unit, Connection Plate, and Pump
6.1 Release fork, release unit, and connection

plate
NOTE
Depending on the transmission version, connection
plate and pump can either be fitted by hex head
screws or by threaded bolts and hex nuts.
This chapter presents the version with threaded
bolts – the tightening torques for hex head screws
are identical.
6.1.1 Pull-type clutch version I
Removal of release fork and release unit
1 Loosen hex head screws (1) and remove toget- 14

12
her with washers (2). 13
12 7 8
2 Pull shafts (3) out sideways and take off
6
release fork (4).
11 5
3 Take off release unit (15).
9
Removal of connection plate 10
10
11
1 Loosen hex nuts (5), take off connection plate 9
(6) with seal (7). 5
2 Remove shaft sealing ring (8) from the

connection plate.
3 Remove sealing rings (9 and 10) and bushes

(11) from the connection plate.
15
*
4 Remove washers (12) and spacer ring (13) 4
from the input shaft. 3
2
5 Remove shim (14) from the input shaft.
3
2
011305_1
1315 751 103 - 2010-05 6-2

Installation of connection plate and release

fork
NOTE
Before fitting connection plate, install pump housing
with integrated pump.
1 Press in shaft sealing ring (8) until firmly

home with connection plate (6) (axial abut-
ment) using adapter 1X56 103 766. Shaft sea-
ling ring’s sealing lip faces towards adapter.
2 Place determined washer (14) on input shaft;

for measurement, refer to Chapter 13, Input
and Main Shaft.
3 Place washers (12) and spacer ring (13) over

input shaft.
14
12
13
4 Grease sealing rings (10) and bushes (11) and 12 8
7
insert them.
6
5 Insert sealing rings (9). 5
11
6 Place connection plate (6) with new seal (7)

over the input shaft on the clutch housing. 9
10
NOTE 10
Put protective sleeve 1X56 138 064 on the input 11
9
shaft to protect shaft sealing ring. 5
7 Screw on connection plate using hex nuts (5).

8 Slide release unit (15) over input shaft onto

connection plate.
15
*
9 Insert shafts (3) into connection plate, fix 4
release fork (4) to connection plate, slide shafts
3
in until firmly home (axial abutment).
2
10 Insert washers (2) and hex head screws (1) in
release fork and tighten. 1X56 103 766
3
2
1X56 138 064
011305_1
1315 751 103 - 2010-05 6-3

6.1.2 Pull-type clutch version II
Removal of release fork and release unit
1 Unsnap securing rings (1), remove sealing

washers (2) and sealing rings (3).
2 Pull out bolts (4) and remove release fork (5).

together with bearing block (7).
4 Unsnap securing rings (8) and take swing

bearing(s) (9) out of the bearing block.
5 Remove release unit (17).
Removal of connection plate 16

14
15
14
1 Loosen hex nuts (10).
17
*
2 Remove connection plate (11) with seal (12).
3 Remove shaft sealing ring (13) from the

12
connection plate.
13
11
4 Remove washers (14) and spacer ring (15)
from the input shaft. 10
5 Remove shim (16) from the input shaft.
10
2
8 6
1 7
3
9
5 3
1
8
4
2
011306_1
1315 751 103 - 2010-05 6-4


fork


and Main Shaft.

input shaft.

over the input shaft on the clutch housing.
16
NOTE 14
15
shaft to protect shaft sealing ring.
*
17
5 Fix connection plate using hex nuts (10).

12
6 Insert swing bearing (9) in bearing block (7) 13
11
and snap in securing rings (8).
10
7 Fix bearing block with hex head screws (6).
8 Slide release unit (17) over input shaft onto

connection plate.
10
9 Position release fork (5) over bearing block
and insert bolts (4). 1X56 103 766
10 Fit sealing rings (3) and sealing washers (2) 2

onto bolts. 8 6
1 7
1X56 138 064
11 Snap in securing rings (1) with bolts. 3
9
5 3
1
8
4
2
011306_1
1315 751 103 - 2010-05 6-5

6.1.3 Push-type clutch version
Removal of release fork
1 Take off release fork (1) and ball socket (2).
2 Remove ball pin (3) and washer (4).
3 Take off release unit (12).
Removal of connection plate
1 Loosen hex nuts (5).
2 Take off connection plate (6) and sealing ring

(7).
11
3 Remove shaft sealing ring (8) from connection 9
10
plate. 9
4 Remove washers (9) and spacer ring (10) from

12
*
the input shaft.
5 Remove shim (11) from the input shaft. 7

8
6
4
3
2
1
011307_1
1315 751 103 - 2010-05 6-6


fork


and Main Shaft.

input shaft.

11
NOTE 9
10
shaft to protect shaft sealing ring. 12
*
7
6 Screw in ball pin (3) with washer (4). 8
6
Use Loctite no. 262.
7 Slide release unit (12) over input shaft on the

connection plate.
8 Insert ball socket (2) into clutch lever (1).

5
9 Place clutch lever (1) on ball pin (3).
4
3
2
1
1X56 103 766
1X56 138 064
011307_1
1315 751 103 - 2010-05 6-7

6.1.4 Pull-type clutch version III
Removal of release fork
10
1 Loosen screw/bolt (1) and remove from the
shaft (3) together with clutch lever (2).
NOTE
Mark clutch lever position before taking it off.
9
2 Remove dowel pins (4) from release fork (5).
6
7
3 Slacken and remove slotted nut (6).
8
4 Remove shaft (3), release fork (5), slotted nut
(6), and safety plate (7).
5 Remove bearing bush (8).

13
6 If necessary, remove plate (9) and four 20
18
screws/bolts (10). 19
18
14
7 Remove release unit (21).
Removal of connection plate
1 Loosen hex nuts (11), take off connection plate

21
*
(12) with seal (13).
2 Remove shaft sealing ring (14) from connection

plate.
12
16 11
3 Remove sealing rings (15 and 16) and bushes 17
15
(17) from the connection plate.
4 Remove washers (18) and spacer ring (19)

from the input shaft.
11
5 Remove shim (20) from the input shaft. 15
17
16
5 1
2
4
3
011308_1
1315 751 103 - 2010-05 6-8

Installation of connection plate
NOTE
Before fitting connection plate, pump housing with
10
integrated pump must already be installed.

9
6
2 Grease sealing rings (15) and bushes (17) and
7
insert them.
8
3 Insert sealing rings (16).

and Main Shaft. 13
20
18
5 Place washers (18) and spacer ring (19) over 19
input shaft. 18
14
6 Place connection plate (12) and new seal (13)

NOTE
Put protective sleeve 1X56 138 064 on the input
21
* 1X56 103 766

1X56 138 064
12
16 11
8 Slide release unit (21) over input shaft on the 17
15
connection plate.
11
15
17
16
5 1
2
4
3
011308_1
1315 751 103 - 2010-05 6-9

Installation of release fork
1 Slide shaft (3) into clutch bell housing, place

new safety plate (7) and slotted nut (6) onto
shaft.
8
2 Guide shaft into first bearing bore of the con-
nection plate, slide release fork (5) onto shaft
and guide shaft into second bearing bore of
the connection plate.
7
3 Slide bearing bush (8) over shaft and insert it 6
into the clutch bell housing.
5 3
4
4 Drive dowel pins (4) into release fork (5) and
shaft (observe assembly instructions). 004917
5 Fit safety plate (7) and slotted nut (6) to

bearing bush, fasten slotted nut.
6 Fit shift lever (2) to shaft (observe position)

with a screw/bolt (1).
1
7 Fit plate (9) using four screws/bolts (10).
004918
1315 751 103 - 2010-05 6-10

6.2 Pump housing with integrated pump
Removal
1 Loosen hex head screws (1) and hex nuts (2),

remove entire pump housing (3) with seal (4).
2 Remove pump cover (5), rotor (6), and pump

shaft (7) from pump housing.
3 Remove shim (8).
Installation 8
4
3
for measurement, refer to Chapter 13, 7
Countershaft. 6
5
2 Place new seal (4) onto clutch housing and fit 2
pump housing (3) to clutch housing.
1 2
3 Insert rotor (6), insert pump shaft (7) lubricated
with corrosion oil into pump housing, and
make sure it meshes with countershaft.
011398_1
4 Apply sealing compound Loctite no. 574 to

pump cover (5) and fit it.
Fix with hex head screws (1) and hex nuts (2).
1315 751 103 - 2010-05 6-11

2
13
9
12
5
6
11 5
10 8
4
2
7
1 3
001993_1
6.3 Connection plate with integrated pump

Single-piece version
Removal
1 Loosen hex head screws (1) and nuts (2) on 6 Pry off pump cover (4) from connection plate
the connection plate (3) and pump cover (4) (3).
and remove them.
7 Drive cylindrical pin (9) out of pump cover or
2 Take off connection plate (3) and pump/pump connection plate.
cover (4).
8 Remove pump shaft and/or inner rotor (10)
3 Remove washers (5) and spacer ring (6) from and outer rotor (11).
connection plate and/or input shaft.
9 Remove shim (12) from input shaft and
4 Take off the seal (7). washer (13) from countershaft.
5 Drive out shaft sealing ring (8) using plastic

punch.
1315 751 103 - 2010-05 6-12

2
13
9
12
5
6
11 5
10 8
4
2
7
1X56 103 766
1 3
1X56 137 949 1X56 138 064
001993_1
Installation 5 Screw guide pin(s) 1X56 137 949 into

threaded bore of countershaft.
1 Press shaft sealing ring (8) into connection
plate using adapter 1X56 103 766. Shaft sea- 6 Remove guide pin(s) from countershaft.
7 Insert inner rotor (10) into pump housing and
2 Place washers (5) and spacer ring (6) onto make sure it meshes with countershaft.
input shaft.
8 Insert outer rotor (11) into pump housing.
3 Insert determined shim (12) onto input shaft
and determined shim (13) onto countershaft. NOTE
Outer and inner rotor must have axial clearance.
NOTE
For measurement of shim (12), refer to Chapter 13, 9 Apply thin coat of Loctite no. 574 to sealing
Input and Main Shaft. face of pump cover (4) (from bore to bore) and
For measurement of shim (13), refer to Chapter 13, place onto pump housing.
Countershaft.
10 Drive cylindrical pins (9) into pump cover.
4 Place connection plate (3) with new seal (7) Rotate input shaft to check correct assembly.
over input shaft on the clutch housing.
Tighten hex nuts (2). 11 Screw on pump cover with hex head screws (1).
Tightening torque = 46 Nm Tightening torque = 46 Nm
NOTE
Put protective sleeve 1X56 138 064 on the input
1315 751 103 - 2010-05 6-13

6-14
ZF-Ecosplit Clutch Housing
7 Clutch Housing
Removing clutch housing ............................................................................... 7-2

Installing clutch housing................................................................................. 7-3
1315 751 103 - 2010-05 7-1

7 Clutch Housing
Removing clutch housing
1 Remove hex head screws (1) from clutch 3

housing (2), but do not use impact wrench. 5
Use extraction tool 1X56 138 063 to remove
cylinder pins with difficult access (3).
2 Attach 2 hooks 1X56 136 564 (M10) and/or

1X56 136 599 (M12) to the opposite clutch
housing. 3
4
Assembly suggestion
The clutch housing is positioned on the inter- 8
mediate housing by four cylinder pins (3), i.e. 9
6
the clutch housing must be lifted off straight
from the intermediate housing (4).
CAUTION
Do not use and/or pry off pry bars on the housing 1 2
sealing surfaces.
3 Lift the clutch housing and remove gasket

from intermediate housing (5).
4 If necessary, remove pipe (6) from clutch hou- 12

7
sing. 11
5 Unfasten screw plug (7) and take off with sea- 10

ling ring.
6 Remove outer bearing ring (8) of taper roller

bearing countershaft, and outer bearing ring 1X56 136 564
1X56 138 063 1X56 138 695 1X56 136 599
(9) of taper roller bearing input shaft from
clutch housing . 011399
7 If necessary, remove closure cap (10).
8 Unfasten screw plugs (11 and 12) and take off

together with sealing rings.
1315 751 103 - 2010-05 7-2

Installing clutch housing
1 Screw in screw plugs (11 and 12) with new

sealing rings and tighten.
Screw in screw plug (7) with new sealing ring

and tighten.
2 Insert closure cap (10).
3 If necessary, insert new pipe (6) in clutch

housing.
4 Insert outer bearing ring (8) of taper roller

bearing countershaft, and outer bearing ring
(9) of taper roller bearing input shaft in clutch
housing.
5 Fit gasket (5) and position using 2 centering

pins 1X56 138 695.
6 Lower clutch housing (2) slowly over centering

pins onto intermediate housing until selector
rails and pipe are centered in intermediate
housing.
NOTE
• Measurement of axial roller bearing/main shaft
has been carried out, see Chapter 13.
• Selector rail is adjusted; refer to Chapter 8.1.
7 Drive cylinder pins (4) into intermediate

housing.

1315 751 103 - 2010-05 7-3

7-4
ZF-Ecosplit Shafts and Selector Rails
8 Shaft and Selector Rails
Removing shafts and selector rails ................................................................. 8-2

Installing shafts and selector rails................................................................... 8-4
8.1 Adjusting the S/G selector rail ...................................................................... 8-6

Installation and measurement of changed parts............................................. 8-6
1315 751 103 - 2010-05 8-1

8 Shafts and Selector Rails
Removing shafts and selector rails

1
1 Unfasten hex head screws (1) and remove 2

cover (2) with seal (3).
2 Drive R gear wheel bolt (4) with mandrel from

intermediate housing towards input direction.
3 7
NOTE
Depending on the transmission version, there can 6
be a locking screw and a locking washer instead of
the clamping pin (5). Loosen and remove them.
4
8
3 Take off reverse idler gear (6) with needle
5
cages (7) laterally from transmission.
4 Remove screw plug (8) and sealing ring. 1X56 137 284
011404_1
5 Screw in the assembly adapter 1X56 137 287
instead of screw plug (8). Locking pin of inter-
lock is pushed against spring pressure.
!
DANGER
Secure fixture and rope conscientiously. 9
1X56 137 122

6 Screw lifting fixture 1X56 137 122 together 1X56 137 921
with centering ring 1X56 137 921 and position
1X56 137 918
over input shaft (9) and selector rails, on top 1X56 137 933
of countershaft (10).
7 Fit washer 1X56 137 933 between lifting

device and countershaft. Place support
1X56 137 918 on lifting device and insert in
selector rail driver. 10
8 Screw countershaft (10) firmly to lifting

11
device.
12
031796_1
1315 751 103 - 2010-05 8-2

CAUTION
Hold S/G selector rail (12) when removing the
shaft pack. The selector rail is unsecured on the
sliding sleeve. 12b 12
9 Pull shaft pack with selector rails out of 12a

transmission housing, remove selector
rail (12) once it is released, and put down S/G
shaft pack with selector rails on support
1X56 137 675.
032740
NOTE
Replacement/turning bolt (depending on the trans-
mission version) 13
1X56 137 920, (8/16 S 151, 16 S 1620, 16 S 1820)
1X56 137 953, (8/16 S 181, 16 S 221, 16 S 1920,
16 S 2220, 16 S 2320, 16 S 2520)
Reverse gear
Place 1X56 138 257, (16 S 251, and 16 S 2720)
on support 1X56 137 675 for countershaft. 14
10 Remove lifting device including accessories. 14a

Remove selector rails (13, 14, and 15) with
forks and sliding pads.
First/Second 14b
11 Take sliding pads out of shift forks. gear
15
NOTE
Do not disassemble selector rails further; in this
condition, they are sub-assembly. 15a
3th/4th gear 15b
032741
1X56 137 920
1X56 137 953
1X56 137 675
1X56 138 257
1315 751 103 - 2010-05 8-3

Installing shafts and selector rails 9
1X56 137 122

NOTE 1X56 137 921
• Main shaft must be measured, refer to Chapter 13.
1X56 137 918
• Cap seal must be fitted, refer to Chapter 9. 1X56 137 933
• Bearing outer rings must be fitted, refer to

Chapter 9.
! DANGER
Secure fixture and rope conscientiously. 10
11
1 Place replacement/turning bolt (1X56 13x xxx,
refer to tool overview) on support for counter-
shaft. Insert main shaft (11) (output-end) in 12
031796_1
support 1X56 137 675. Fit complete input
shaft (9) to main shaft. Fit countershaft (10)
and position it at the level where the gears
mesh. Push countershaft against main shaft 13
and ensure that gears are meshing.
Reverse gear
2 Insert selector rails (13, 14, and 15) with
slidingpads in main shaft´s sliding sleeves.
14
3 Place centering ring 1X56 137 921 in lifting
device 1X56 137 122 and fasten. Slide lifting 14a
device over input shaft and selector rails (13,
14, and 15) and ensure contact with counter-
shaft. First/Second 14b
gear
15
4 Screw lifting device with washer 1X56 137 933
to countershaft.
15a
5 Place support 1X56 137 618 on lifting device
and insert in selector rail driver. 3th/4th gear 15b
6 Guide complete shaft pack over intermediate 032741
housing using a crane. Insert selector rail (12)

in sliding sleeve and secure.
12b 12
12a
S/G
032740
1315 751 103 - 2010-05 8-4

CAUTION
• Selector rail (12) is unsecured in the sliding
sleeve; hold it when inserting the shaft pack.
1
• Do not damage the cap seal´s sealing lip.
2
7 Slowly lower shafts and selector rails; at the
same time, carefully guide the S/G selector
rail (12) by hand through the cap seal until it
is centered in the cap seal.
3 7
8 8 Without tilting, install the main shaft with
input shaft and countershaft in the outerrings 6
of the taper roller bearings of the interme-
diate housing. 4
8
NOTE 5
• Retention (locking) by mechanical stop (interlock)
must be guaranteed.
• Shift transmission to Constant 2.
011404_1
9 Remove all lifting devices.

15 Screw on cover (2) with new seal (3) on
10 Remove assembly adapter 1X56 137 287 for intermediatehousing using hex head screws
mechanical stop (interlock). (1).
11 Turn input shaft until bearing rollers are
centered.
12 Insert needle rings (7) into reverse idler (6).
13 Insert reverse idler (6) into housing and make

sure meshes with countershaft (10).
14 Insert reverse gear pin (4) from the drive end

into intermediate housing until stop is
reached.
NOTE
• The axial protection of the reverse gear pin is
performed by a central inserted dowel pin (5).
• Depending on the transmission version, there can
be a locking screw and a locking washer instead
of the dowel pin (5). Insert washer and fasten
with hex head screw.
1315 751 103 - 2010-05 8-5

8.1 Adjusting the S/G selector rail
NOTE
Only measure selector rail, if new parts have been 12
added. 12b
For complete installation of the selector rails, refer
12a
to Chapter 8.1.
Installation and measurement of changed

parts 032740_1
1 Insert selector rail (12) from the inside (into

intermediate housing).
12a+b
18 18a
CAUTION
Do not damage the cap seal when inserting the
selector rail.
B
2 Fit shift fork (16) with sliding pads (12a and
12b) in correct position in sliding sleeve (17)
and insert selector rail. 17 16
NOTE
Position bores in selector rail with screw threads
into shift fork.
12
3 Preliminary screw in both set screws (18
and/or 18a) and secure them hand-tight.
4 Screw piston (19) with new double-lip seal to

selector rail.
A
NOTE 24
Use new check nut.
Thread must be absolutely free from grease. 19
031794_1
5 Place snap ring (20) on housing.
6 Fix new O-rings (21 und 22) to S/G cylinder

(23) and apply thin coat of oil.
23
7 Insert S/G cylinder into intermediate housing;
22
in doing so be careful with the cylinder´s hub 21
and the groove at the housing.
20
001963_1
1315 751 103 - 2010-05 8-6

8 Sliding pads (12 a and 12b) must have

downward clearance in the sliding sleeve.
B = 0.1 +0.2 mm (check with feeler gage). 1X56 137 917
Control dimension A:
Short version = 93.70 mm
(8/16 S 151, 16 S 1620, 16 S 1820)
Long version = 107.20 mm

(8/16 S 181, 16 S 221, 16 S 251, 16 S 1920,
16 S 2220, 16 S 2320, 16 S 2520, 16 S 2720)
NOTE
Also refer to assembly instructions 0000 701 102.
9 Evenly tighten setscrews (18 and/or 18a) on 001965_1

the shift fork (16).
1X56 137 917
Adjustment with supporting plate

1X56 137 917 is to be performed like this: 1X56 138 079
10 Working steps 1 to 7. Screw supporting plate

1X56 137 917 to housing sealing surface (24). 18 12
16
Shift sliding sleeve into output. S/G selector
rail must have axial contact in adjusting 12b
12a
device and is then in the right position. After
that, working steps 8 and 9.
Adjustment with centering aid 1X56 138 079

009944_1
and supporting plate 1X56 137 917 is perfor-
med like this:
11 Adjustment is performed as described in wor-

king step 10. Before performing working steps
8 and 9, insert centering aid 1X56 138 079.
1315 751 103 - 2010-05 8-7

8-8
ZF-Ecosplit Intermediate Housing
9 Intermediate Housing
Disassembling intermediate housing .............................................................. 9-2

Assembling intermediate housing .................................................................. 9-3
1315 751 103 - 2010-05 9-1

ZF-Ecosplit Transmission Housing
7 3
1X56 137 287

8
14
4
1X20 155 653
9
11
10
5
13
12
6
2
032691
9 Intermediate Housing 5 Unscrew fixture 1X56 137 287 and remove

locking bolt (7) as well as compression spring
Disassembling intermediate housing (8).
1 Remove outer bearing ring (1) of the tapered 6 Use a suitable tool to remove cap seal (9)
roller bearing countershaft and outer bearing from housing.
ring (2) of the tapered roller bearing main
shaft from the intermediate housing by 7 Depending on the transmission version, there
means of a soft mandrel and drive towards can be a bearing bush (10) and a securing
input direction. ring (11); remove, if necessary.
2 Remove breather (3) (*version depends on 8 Remove filter (12).

parts list).
9 Remove oil pipe (13) and O-ring (14) from
3 Unfasten screw plugs (4 and 5) if necessary, intermediate housing.
and take off together with sealing rings.
4 If required, unfasten screw plug (6) and

remove.
1315 751 103 - 2010-05 9-2

ZF-Ecosplit Intermediate Housing
Assembling intermediate housing
1 Screw in screw plugs (4, 5, and 6) with new

sealing rings.
2 Screw in breather (3) into the housing.

! DANGER
gloves.
3 Use hot air blower to heat housing to approx.

80 °C in the area around bearing holes.
4 Push in bearing outer ring (1) of the tapered

roller bearing countershaft and bearing outer
ring (2) of the tapered roller bearing main
shaft by means of a plastic mandrel or a
suitable adapter until firmly home (axial abut-
ment) in housing.
5 Depending on the transmission version, insert

bearing bush (10) with securing ring (11).
NOTE
Heat bearing bore of the bearing bush (10) up to
60 °C.
6 Coat locating bore and new capseal (9) on the

outside with ethanol (spirit). Mount cap seal
before ethanol volatilizes.
7 Use a suitable tool to drive in cap seal (9) into

housing until firmly home (axial abutment).
Grease the sealing lip of the cap seal.
8 Install compression spring (8) and lockingpins

(7) and align. Screw in the assembly adapter
1X56 137 287.
9 Insert new filter (12).
10 Insert oil pipe (13) with new O-ring (14) into

intermediate housing.
Clinch ends with rolling-in roll 1X20 155 653
into housing bore.
Rolling torque = 5 to 6 Nm
1315 751 103 - 2010-05 9-3

9-4
ZF-Ecosplit Input Shaft
10 Input Shaft
10.1 Version for axial roller bearing....................................................................... 10-2

Input shaft disassembly .................................................................................. 10-2
Assembling the input shaft ............................................................................. 10-3
10.2 Version for tapered roller bearing.................................................................. 10-4

Input shaft disassembly .................................................................................. 10-4
Assembling the input shaft ............................................................................. 10-5
10.3 Version: helical gear with needle rings ......................................................... 10-6

Removal ......................................................................................................... 10-6
Installation...................................................................................................... 10-6
1315 751 103 - 2010-05 10-1

10
9
1X56 136 722 7

12
8
11
1X56 122 304

6
2 5
1
4
3
028623_1
10 Input Shaft ! DANGER

Thrust pieces are under spring tension. Prevent them
10.1 Version for axial roller bearing from jumping out.
Input shaft disassembly

3 Pull sliding sleeve (9) off input shaft. Catch
NOTE thrust pieces (7) and compression springs (8)
Input shaft can only be removed after clutch housing which are released.
(refer to Chapter 7) and shafts have been removed
(refer to Chapter 8). 4 Release and remove securing ring (1).
1 Completely remove input shaft (6) from main 5 Pull inner ring of roller bearing (2) with grip-
shaft. per 1X56 136 722 and basic unit 1X56 122 304
off input shaft. To this end, position gripper
2 Remove ring (12), clutch body (11) , and over roller bearing inner ring and tighten by
synchronizer ring (10) from the input shaft´s means of knurling ring until fitted tightly on
synchronizers. rollers.
NOTE 6 Remove helical gear (3) from input shaft.

Ring (12) is only available at 16 S 222 transmission.
For measurement and installation, refer to Chapter 7 Remove clutch body (4) and synchronizer ring
13.2. (5) from input shaft.
1315 751 103 - 2010-05 10-2

Assembling the input shaft
1 Check synchronizer parts for wear limit, refer

to Chapter 14.1.
2 Place synchronizer ring (5) and clutch body (4)

on input shaft.
NOTE
Synchronizer ring lugs must engage with the
synchronizer body recesses of the input shaft.
3 Slide helical gear (3) onto input shaft.
NOTE
The driving spline of the helical gear faces output
and must engage with inner spline of clutch body.
! DANGER
Always wear protective gloves when handling the
heated inner ring.
4 Heat roller bearing inner ring (2) to approx.

100 °C and slide onto input shaft. After roller
bearing has cooled down, there must be axial
contact with collar of input shaft.
5 Snap in securing ring (1).
6 Position the sliding sleeve (9) onto the input

shaft and ensure contact. Insert new compres-
sion springs (8) with thrust pieces (7) in the
input shaft and, by means of a suitable tool, fit
to sliding sleeve.
7 Place synchronizer ring (10) and clutch body

(11) on input shaft.
8 Move sliding sleeve into center position.

To do so, apply back-pressure on clutch body
04.370. You will clearly hear the thrust pieces
snap into place.
9 Place input shaft on main shaft.
NOTE
For installation of the input shaft, refer to Chapter 8.
1315 751 103 - 2010-05 10-3

7 12
8 10
9
1X56 136 722
11
1X56 122 304
5
3
6
2
16
15
14
1 13
031774
10.2 Version for tapered roller bearing 3 Pull sliding sleeve (13) off input shaft. Catch
thrust pieces (7) and compression springs (8)
Input shaft disassembly which are released.
4 Release and remove securing ring (1).

NOTE
Input shaft can only be removed after clutch housing 5 Pull inner ring of roller bearing (2) with grip-
(refer to Chapter 7) and shafts have been removed per 1X56 136 722 and basic unit 1X56 122 304
(refer to Chapter 8). off input shaft. To this end, position gripper
over roller bearing inner ring and tighten by
1 Completely remove input shaft (6) from main
means of knurling ring until fitted tightly on
shaft.
rollers.
2 Remove ring (16), clutch body (15) and
6 Remove helical gear (3) from input shaft.
synchronizer ring (14) from the input shaft´s
synchronizers. 7 Remove clutch body (4) and synchronizer ring
(5) from input shaft.
NOTE
8 Release and remove securing ring (11).
Ring (16) is only available in transmissions
8/16 S 151, 8/16 S 181, 16 S 221, and 16 S 251. 9 Remove pipe (10).
For measurement and installation, refer to
10 Remove baffle plate (12) from input shaft.
Chapter 13.4 and 13.5.
11 Depending on the version, remove pin (9).
! DANGER
Thrust pieces are under spring tension. Prevent them
from jumping out.
1315 751 103 - 2010-05 10-4

Assembling the input shaft 12 Move sliding sleeve to middle position.

To do so, apply back-pressure on clutch body
1 Depending on the version, insert pin (9). 04.370.
You will clearly hear the thrust pieces snap
2 Insert baffle plate (12) by means of a suitable
into place.
tool in the correct position until firmly home
with the input shaft (see Fig. 031775_1). 13 Place input shaft on main shaft.
3 Insert pipe (10) in correct position in input NOTE

shaft (see Fig. 031775_1). For installation of the input shaft, refer to Chapter 8.
4 Snap in securing ring (11) (see Fig. 031775_1).
5 Check synchronizer parts for wear limit, refer 11

to Chapter 14.1.

(4) on input shaft.
NOTE
The synchronizer ring´s lugs must mesh with the
synchronizer body´s recesses of the input shaft.
7 Slide helical gear (3) onto input shaft.
NOTE
The driving spline of the helical gear faces output 10
and must engage with inner spline of clutch body.
12
! DANGER 031775_1
Always wear protective gloves when handling the
heated inner ring.
8 Heat roller bearing inner ring (2) to approx.

100 °C and slide onto input shaft. After roller
bearing has cooled down, there must be axial
contact with collar of input shaft.
10 Position the sliding sleeve (13) onto the input

shaft and ensure contact. Insert new compres-
sion springs (8) with thrust pieces (7) in the
input shaft and, by means of a suitable tool,
fit to sliding sleeve.

(15) on input shaft.
1315 751 103 - 2010-05 10-5

10.3 Version: helical gear with needle rings

(needle roller and cage assemblies)
19
NOTE 1X56 136 573 3
There can be, in addition, 2 needle rings (needle
roller and cage assemblies) at the helical gear (3) for 18
2
transmissions 8/16 S 151, 8/16 S 181, 16 S 221, and
16 S 251. 17
1
Removal
1 Remove securing ring (1).
2 Remove split ring (17).

032659
3 Remove bearing inner ring (2) as described in
Chapter 10.1 and 10.2.
4 Take off the helical gear (3) with needle rings

(needle roller and cage assemblies) (18 and 19).
Installation
1 Slide helical gear (3) with needle rings (18 and

19) onto input shaft.
2 Slide heated bearing inner ring (2), as descri-

bed in Chapter 10.1 and 10.2, onto input shaft.
3 Insert split ring (17) with axial clearance

between – 0.05 mm and +0.05 mm into groove
of the input shaft, using adapter 1X56 136 573,
and secure with securing ring by caulking 3
times at 120°.
1315 751 103 - 2010-05 10-6

ZF-Ecosplit Countershaft
11 Counter shaft
Dismantling counter shaft............................................................................... 11-3

Assembling Counter shaft............................................................................... 11-4
1315 751 103 - 2010-05 11-1

11-2
11 Countershaft
NOTE
For the removal of the countershaft, refer to Chapter 8.
1
Dismantling countershaft
NOTE
In order to protect the countershaft (7) a thrust piece
7
must always be fitted between the extracting tool
and the countershaft.
1 Fit gripping 1X56 136 710 to tapered roller

bearing´s inner ring (1). Turn knurling ring of
gripper until gripping piece locates firmly.
6
2 Screw basic tool 1X56 122 304 onto gripping 3

device and extract bearing´s inner ring from
5
the countershaft. 2
3 Remove and unsnap securing ring (2). 4
4 Fit gripping 1X56 136 756 (1X56 136 731 for

the version 16 S 151) to tapered roller
bearing´s inner ring (3). Turn knurling ring of
gripper until gripping piece locates firmly.
5 Screw 1X56 122 304 onto gripper and remove 1X56 136 710 1X56 136 756 1X56 136 731
bearing inner ring from countershaft.
CAUTION
If necessary, replace tapered roller bearings (3); the 1X56 122 304
bearing rollers may be damaged when extracted.
031762_1
6 Use a suitable hydraulic press to remove the

helical gears (4), (5) and (6) one at a time, due
to the high extraction force required.
The press-off force for each gear accounts for
up to 500 kN.
NOTE
In the case of the 8-speed versions, there´s a ring
instead of the helical gear (4).
NOTE
To prevent damage to the gears, support counter-
shaft and/or helical gears on a soft base.
1315 751 103 - 2010-05 11-3

Assembling Countershaft
! DANGER
1
gloves.
1 Bores in helical gears and snug fits for counter-

shaft must be free from oil, grease, and dust. 7
2 Heat up the helical gears (6), (5), and (4) to at

max. 170 °C.
NOTE
In the case of the 8-speed versions, there´s a ring
6
instead of the helical gear (4).
3
5
3 Possibly cool down countershaft (7); a tempera- 2
ture difference of 150 °C between the helical
gears and the countershaft is specified. 4
031762_1
4 Put the heated helical gears (6), (5), and (4)
onto each other on the hydraulic press and
exactly align these.
5 Press countershaft into the bores of the

helicalgears. Immediately repress helical gears
until axial abutment position is reached. Let
components cool down.
NOTE
The inner rings on the taper roller bearings may be
damaged during the removal process. Therefore,
carry out an exact inspection and, if necessary, use
new tapered roller bearings.
6 Heat inner rings of tapered roller bearings

(1) and (3) to between 120 and 130 °C
max. 15 min. and place on countershaft.
Ensure axial abutment, if necessary, drive in
further using a soft mandrel.
7 Snap in securing ring (2). Ensure that the

securing ring is firmly home with the groove
base of the countershaft.
1315 751 103 - 2010-05 11-4

NOTE
a
The securing ring must feature an axial clearance of
K1 K2 3 2 1 R GP
0.01 - 0.10 mm; select securing ring in line with the
items listed in the spare parts catalog.
NOTE
a = Direct drive / TD
b = Overdrive / TO
NOTE
For the installation of the countershaft, refer to
011422
Chapter 8.
b
K1 K2 3 2 1 R GP
011423
1315 751 103 - 2010-05 11-5

11-6
ZF-Ecosplit Main Shaft
12 Main Shaft
12.1 Version with axial roller bearing............................................................... 12-3

Dismantling Main Shaft ............................................................................. 12-3
Assembling Main Shaft.............................................................................. 12-8
12.1.1 Version with roller bearing on 4th gear ........................................... 12-14
Removal.......................................................................................... 12-14
Installation ...................................................................................... 12-14
12.2 Version with tapered roller bearing.......................................................... 12-15

Dismantling Main Shaft ............................................................................. 12-15
Assembling Main Shaft.............................................................................. 12-20
12.2.1 Version with roller bearing on 4th gear ........................................... 12-26
Removal.......................................................................................... 12-26
Installation ...................................................................................... 12-26
1315 751 103 - 2010-05 12-1

1315 751 103 - 2010-05 12-2
1X56 137 675
5
4
3
2
031781_1
12 Main Shaft 1 Place main shaft at output-side into the

receptacle (support) 1X56 137 675.
12.1 Version with axial roller bearing
2 Remove axial roller bearing (2) and baffle
Dismantling Main Shaft plate (1).
NOTE 3 Remove cylindrical roller bearing (5) with

• For removal of main shaft, refer to Chapter 8. washer (4) and disk spring (3).
• For the synchronizers (ZF-BK) of the 1st/2nd gear
and the 3rd/4th gear, the synchronizer rings may 4 Turn main shaft and place input-side into
be coated with carbon or molybdenum; also refer receptacle (support) 1X56 137 675.
to Chapter 14.
CAUTION
- Carbon synchronizer rings require clutch bodies
with a smooth conical surface.
- Molybdenum synchronizer rings require clutch
bodies with curved grooves and possibly oil bores
with corresponding flattening on the conical
surface.
- The synchronizers must be matched according to
those requirements.
- By all means consider this for reassembly!
1315 751 103 - 2010-05 12-3

5 Remove securing ring (6). 12a ZF-D version

a Remove clutch disk (42), inner ring (43),
6 Place suitable washer on main shaft. Apply intermediate ring (44), and outer ring (45)
standard two-armed extractor to R gear (7) from the synchronizer body (47).
and extract it together with tapered roller
bearing inner ring (8). !DANGER
During the extraction process, 3 thrust pieces (48)
7 Remove needle ring (needle roller and cage and 3 compression springs (49) are released. These
assembly) (9) together with inner ring (10). parts are under spring tension. Prevent parts from
jumping out (e.g. by using a cloth).
8 Use standard two-armed extractor to grip the
helical gear (11), 1st gear, from behind and b Remove sliding sleeve (46), 1st/2nd gear,
extract it together with clutch body (12). thrust pieces (48), and compression springs
(49) from the synchronizer body (47).
9 Remove needle ring (needle roller and cage
assembly) (13) together with inner ring (14). c Remove clutch components (50).
10 Use standard two-armed extractor to grip d Outer ring (51), intermediate ring (52), inner
helical gear (15), 2nd gear, from behind and ring (53), and clutch disk (54) are released.
extract it together with synchronizer (16
and/or 55). 13 Remove tube (23) if damaged.
NOTE regarding synchronizer of 1st/2nd gear 14 Turn main shaft and place output-side into
Synchronizer ZF-BK (16) is installed in the version receptacle (support) 1X56 137 675.
with servo unit.
Synchronizer ZF-D (55) is installed in the version
without servo unit.
11 Remove needle ring (17) (2-piece: needle

roller and cage assembly).
12 ZF-BK version
a Remove clutch body (18) and synchronizer
ring (19) from synchronizer body (20).
! DANGER
and 3 compression springs (23) are released. These
parts are under spring tension. Prevent parts from
b Remove sliding sleeve (21), 1st/2nd gear,

thrust pieces (22), and compression springs
c Synchronizer ring (19a) and clutch body

(18a) are released.
1315 751 103 - 2010-05 12-4

1X56 137 675

17
12
16 (ZF-BK) 11
13
14
22
23
18
6
19
21
20
23
19a
8
18a 7
9
15 10
031779_1
55 (ZF-D)
42
48 43
44
49
45
50 46
47
51
52
53
54
032522
1315 751 103 - 2010-05 12-5

15 Remove split ring (24).
NOTE
The following dismantling (working step 16) is
inapplicable for the following transmissions:
8/16 S 151, 8/16 S 181, 16 S 221, and 16 S 251.
There are no thrust washers, roller rings, and inner
ring installed, only helical gear and 2 roller
bearings; for removal, refer to Chapter 12.1.3.
16 Remove thrust washers (25 and 26), helical

gear (27), 4th gear, roller rings (28 and 29),
and inner ring (30).
17 Use standard two-armed extractor to grip

helical gear (31), 3rd gear, from behind and
extract it together with synchronizer (32).

19 Remove clutch body (34) and synchronizer

ring (35) from the synchronizer body (36).
! DANGER
During the removal process, 3 thrust pieces (37) and
3 compression springs (38) are released. These
parts are under spring tension. Prevent parts from
20 Remove sliding sleeve (39), 3rd/4th gear, from

the synchronizer body (36).
21 Synchronizer ring (40) and clutch body (41)

are released.
1315 751 103 - 2010-05 12-6

29
27
28
25
24 32 (ZF-BK)
37 31
38
41
40
39
36
35
33
34
26
30
031776_2
031776_2
1315 751 103 - 2010-05 12-7

Assembling Main Shaft NOTE

The synchronizer ring’s lugs must mesh with
1 Check main shaft for free passage of synchronizer body’s recesses.
lubrication oil bores. Tube (23) must be
solidly seated on the main shaft. c Slide sliding sleeve (21), 1st/2nd gear over
If required, drive in until firmly home (axial synchronizer body, synchronizer ring and
abutment) using adapter 1X56 137 835. clutch body and see to axial abutment with
helical gear, 2nd gear. Make sure that the
2 Place main shaft at the input-side into the recesses at the inner side of the sliding sleeve
receptacle (support) 1X56 137 675. line up with the fitting points (for compres-
sion springs and thrust pieces) of the syn-
NOTE chronizer body.
Lightly lubricate the thrust faces and contact sur-
faces for needle rings (needle roller and cage d Insert three compression springs (23) with
assemblies) and helical gears with operating oil. thrust pieces (22) into the synchronizer body
bores using a suitable tool and guide them
3 Slide needle ring (17) (2-piece: needle roller into sliding sleeve.
and cage assembly) onto main shaft.
NOTE
4 Slide helical gear (15), 2nd gear, over the Use new compression springs and pull the sliding
needle ring (needle roller and cage assembly) sleeve into center position (neutral position).
onto the main shaft through careful rotational
motion. Collar faces towards output. e Fit synchronizer ring (19). The synchronizer
ring’s lugs must mesh with the synchronizer
NOTE regarding synchronizer of 1st/2nd gear body’s recesses.
Synchronizer ZF-BK (16) is installed in the version
with servo unit. f Place the clutch body (18) onto the synchro-
Synchronizer ZF-D (55) is installed in the version nizer ring and pull the sliding sleeve into cen-
without servo unit. ter position (neutral position). During the pro-
cess, press on synchronizer ring and clutch
CAUTION body.
Check wear limit of all synchronizer rings and/or
clutch bodies as described in Chapter 14.1 (ZF-BK) NOTE
and Chapter 14.2 (ZF-D). For ZF-D version, refer to page 12-10; working steps
are described under 5a.
5 ZF-BK version
a Place clutch body (18a) and synchronizer ring !DANGER
(19a) onto synchronizer gear tooth system. Only touch heated inner ring when wearing
protective gloves.
!DANGER
Only touch heated synchronizer body when wearing
6 Heat inner ring (14) to 120 °C. Slide inner
protective gloves.
ring and needle ring (13) (2-piece: needle rol-
ler and cage assembly) onto the main shaft.
b Heat synchronizer body (20) to approx. 120 °C
and place onto main shaft gearing. Narrow 7 Slide helical gear (11), 1st gear, over the
side faces towards output. needle ring (needle roller and cage assembly)
onto the main shaft under careful rotational
motion. Collar faces towards output.
1315 751 103 - 2010-05 12-8

1X56 137 675 17
12
16 (ZF-BK) 11
13
14
22
23
18
6
19
21
20
23
19a
8
18a 7
9
15 10 1X56 137 835
03177_19
!
DANGER ! DANGER
Only touch heated clutch body and inner ring when Only touch heated tapered roller bearing inner ring
wearing protective gloves. when wearing protective gloves.
8 Heat clutch body (12) to 120 °C and slide 11 Heat tapered roller bearing inner ring (8) to
onto the main shaft. Narrow side faces approx. 120 °C and slide onto main shaft;
towards output. drive in further to ensure axial abutment.
9 Heat inner ring (10) to 120 °C. Slide inner 12 Snap in securing ring (6).
ring and needle ring (needle roller and cage
assembly) (9) onto main shaft until it is firmly NOTE
home with synchronizer body (axial abut- The securing ring’s axial clearance must be
ment). between 0.01 and 0.10 mm. Select suitable securing
ring from the spare parts catalog.
10 Slide helical gear (7), R gear, over needle ring
(needle roller and cage assembly) through 13 Turn main shaft and place output-side into
careful rotational motion. Synchronized gear the receptacle (support) 1X56 137 675.
tooth system faces towards input. Ensure that
clutch body rests on the synchronized gear
tooth system.
1315 751 103 - 2010-05 12-9

5a ZF-D version i Insert new compression springs (49) and the

a Place clutch disk (54) onto the synchronized thrust pieces in place (48) into the synchroni-
gear tooth system of the helical gear, 2nd zer body ensuring correct position and guide
gear. The clutch disk’s slightly raised inter- them into synchronizer body and sliding
nal gearing faces towards output. sleeve using suitable tool.
b Fit inner ring (53) on clutch disk. The tabs k Fit outer ring (45). The tabs must mesh with
must face towards output. clutch components and the lugs with syn-
chronizer body’s recesses.
c Fit intermediate ring (52) in such a way that
the tabs mesh with the clutch disk’s recesses. l Insert intermediate ring (44). The tabs must
face towards output. Insert inner ring (43)
d Fit outer ring (51). The tabs must face and ensure that tabs mesh with clutch com-
towards output. ponents.
e Align tabs on outer ring with tabs on inner m Fit clutch disk (42) with raised internal
ring by means of three clutch components gearing facing towards input and ensure it
(50). Align tabs of inner and outer ring so meshes with intermediate ring (44). Set sli-
that they line up with clutch components ding sleeve into neutral position and press
and that clutch components later fit into against clutch disk. You will clearly hear the
recesses of synchronizer body (47) and over thrust pieces snap into place.
the tabs. After alignment, remove clutch
components again.
!DANGER
protective gloves.
f Heat synchronizer body (47) to approx. 120 °C

and slide onto main shaft gearing. The posi-
tioned tabs must be in the synchronizer
body’s recesses. The lugs of the outer ring
must mesh with the recesses of the synchro-
nizer body. The synchronizer body can be
driven in further using a plastic punch.
g Insert the clutch components (50) into the

synchronizer body (47).
h Slide the sliding sleeve (46) over the synchro-

nizer body and outer ring and see to axial
abutment with clutch disk.
1315 751 103 - 2010-05 12-10

55 (ZF-D)
42
48 43
44
49
45
50 46
47
51
52
53
54
032522
1315 751 103 - 2010-05 12-11

14 Slide needle ring (33) (2-piece: needle roller NOTE

and cage assembly) onto main shaft. Use new compression springs.
15 Slide helical gear (31), 3rd gear, over needle 20 Fit synchronizer ring (35). The synchronizer
ringunder careful rotational motion. Syn- ring’s lugs must mesh with the synchronizer
chronized gear tooth system faces towards body’s recesses.
input.
21 Place clutch body (34) on synchronizer ring
CAUTION and pull the sliding sleeve into center position
Check wear limit of all synchronizer rings and/or (neutral position). During the process, press
clutch bodies as described in Chapter 14.1 (ZF-BK). on synchronizer ring and clutch body.
16 Place clutch body (41) with synchronizer NOTE

ring (40) onto synchronized gear tooth The following fitting (working steps 22 - 25) is
system. inapplicable for the following transmissions:
8/16 S 151, 8/16 S 181, 16 S 221, and 16 S 251.
! DANGER For fitting of version with roller bearings, refer to
Only touch heated synchronizer body when wearing Chapter 12.1.3.
protectivegloves.
!DANGER
Only touch heated inner ring when wearing pro-
tective gloves.
and slide onto main shaft gearing. The syn-
chronizer body is symmetric and can there-
fore be fitted irrespective of lateral position. 22 Heat inner ring (30) to 120 °C.
Drive synchronizer body further in to ensure
axial abutment. 23 Fit thrust washer (26) and inner ring (30).
NOTE 24 Insert roller rings (29) and (28) in helical gear

The synchronizer ring’s lugs must mesh with (27), 4th gear.
synchronizer body’s recesses.
25 Push helical gear (27) over inner ring into
18 Slide sliding sleeve (39), 3rd/4th gear over the clutch body with collar facing towards output
synchronizer body, synchronizer ring, and and fit thrust washer (25).
clutch body and see to axial abutment with
helical gear, 3rd gear. Make sure that the 26 Insert split ring (24) into groove of the main
recesses at the inner side of the sliding sleeve shaft and secure with securing ring by
line up with the fitting points (for compres- caulking 3 times at 120°.
sion springs and thrust pieces) of the syn-
chronizer body. NOTE
The axial clearance of the split ring must be
19 Insert three compression springs (38) together between –0.05 and +0.05 mm. Select suitable ring
with thrust pieces (37) into the synchronizer from the spare parts catalog.
body’s bores or guide them into the sliding
sleeve by means of a suitable tool.
1315 751 103 - 2010-05 12-12

29
27
28
25
24
5
32 (ZF-BK)
4
3
37 31
38 41
40
2 39
1
36
35
33
34
26
30
031776_3
NOTE
! DANGER
For installation of main shaft, refer to Chapter 8.
Only touch heated cylindrical roller bearing when
wearing protective gloves.
27 Heat cylindrical roller bearing (5) to approx.

120 °C and slide onto main shaft until firmly
home (axial abutment).
28 Fit washer (4).
NOTE
Before fitting disk spring (3) , input and main shaft
must be measured. For measurement, refer to
Chapter 13.1
29 Fit disk spring (3) and axial roller bearing (2).
30 Insert baffle plate (1) into axial roller bearing

and main shaft.
1315 751 103 - 2010-05 12-13

12.1.1 Version with roller bearing on 4th gear 24

5
Removal 4
2 3
1 Helical gear (27), 4th gear, is extracted
together with synchronizer, 3rd/4th gear, 1
35
using standard two-armed extractor.
34
2 Remove roller bearings (28a and 29a) from
29a
helical gear, 4th gear. 27
28a
Installation
1 Insert roller bearings (28a and 29a) into

helical gear (27), 4th gear.
NOTE
Lubrication bores of roller bearings (28a and 29a)
must point outwards (see arrows).
011418_2
!
DANGER
Only touch heated helical gear with roller bearings
when wearing protective gloves.
27
2 Heat roller bearings (28a and 29a) together
with helical gear (27) to 100 °C and slide onto
main shaft (HW) until firmly home (axial abut-
ment).
28a 29a
HW
(main shaft)
011419_1
1315 751 103 - 2010-05 12-14

1X56 137 675 1X56 136 743 1X56 122 304
2
1
031780_1
12.2 Version with tapered roller bearing 1 Place main shaft at output-side into the recep-
tacle (support) 1X56 137 675.
Dismantling Main Shaft
2 Remove securing ring and split ring (1).
NOTE
• For removal of main shaft, refer to Chapter 8. 3 Fit gripping device 1X56 136 743 to tapered
• For the synchronizers (ZF-BK) of 1st/2nd gear and roller bearing’s inner ring (2). Turn knurling
3rd/4th gear, the synchronizer rings may be ring of gripping device until gripping device
coated with carbon or molybdenum; also refer to locates firmly.
Chapter 14.
4 Screw basic tool 1X56 122 304 onto gripping
CAUTION device and extract bearing inner ring from
- Carbon synchronizer rings require clutch bodies the main shaft.
with a smooth conical surface.
- Molybdenum synchronizer rings require clutch 5 Remove axial washer (3).
bodies with curved grooves and possibly oil bores
with corresponding flattening on the conical 6 Turn main shaft and place input-side into
surface. receptacle (support) 1X56 137 675.
- The synchronizers must be matched according to
those requirements.
- By all means consider this for reassembly!
1315 751 103 - 2010-05 12-15

7 Remove securing ring (4). 14a ZF-D version

a Remove clutch disk (42), inner ring (43), inter-
8 Place suitable washer on main shaft. Apply mediate ring (44), and outer ring (45) from the
standard two-armed extractor to R gear (6) synchronizer body (47).
and extract it together with tapered roller
bearing inner ring (5). !
DANGER
9 Remove needle ring (needle roller and cage and 3 compression springs (49) are released. These
assembly) (7) together with inner ring (8). parts are under spring tension. Prevent parts from
10 Use standard two-armed extractor to grip the
helical gear (10), 1st gear, from behind and b Remove sliding sleeve (46), 1st/2nd gear,
extract it together with clutch body (9). thrust pieces (48), and compression springs
11 Remove needle ring (needle roller and cage
assembly) (11) together with inner ring (12) . c Remove clutch components (50).
12 Use standard two-armed extractor to grip d Outer ring (51), intermediate ring (52), inner
helical gear (14) 2nd gear, from behind and ring (53), and clutch disk (54) are released.
extract together with synchronizer (13 or 55
respectively).
15 Remove tube (22) if damaged.
NOTE regarding synchronizer of 1st/2nd gear
Synchronizer ZF-BK (13) is installed in the version 16 Turn main shaft and place output-side into
with servo unit. receptacle (support) 1X56 137 675.
Synchronizer ZF-D (55) is installed in the version
without servo unit.

14 ZF-BK version
a Remove clutch body (16) and synchronizer
ring (17) from synchronizer body (18).
! DANGER
3 compression springs (20) are released. These parts
are under spring tension. Prevent parts from jumping
out (e.g. by using a cloth).
b Remove sliding sleeve (21), 1st/2nd gear from

c Synchronizer ring (17a) and clutch body (16a)

are released.
1315 751 103 - 2010-05 12-16

15
1X56 137 675
13 (ZF-BK) 10
11
19 12
20 16
22
4
17
21
18 5
17a
16a 6
7
14 8
031778_1
55 (ZF-D)
42
48 43
44
49
45
50 46
47
51
52
53
54
032522
1315 751 103 - 2010-05 12-17

NOTE
The following dismantling (working step 17) is
8/16 S 151, 8/16 S 181, 16 S 221, and 16 S 251.
There are no thrust washers, roller rings, and inner
ring installed, only helical gear and 2 roller
bearings; for removal, refer to Chapter 12.2.3.
17 Remove thrust washers (23 and 29), helical

gear (25), 4th gear, roller rings (24 and 26),
and inner ring (27).
18 Use standard two-armed extractor to grip

helical gear (37), 3rd gear, from behind and
extract together with synchronizer (39).

20 Remove clutch body (28) and synchronizer

ring (30) from the synchronizer body (34).
! DANGER
3 compression springs (33) are released. These parts
are under spring tension. Prevent parts from jumping
out (e.g. by using a cloth).
21 Remove sliding sleeve (31), 3rd/4th gear, from

22 Synchronizer ring (35) and clutch body (36)

are released.
1315 751 103 - 2010-05 12-18

25
26
24 37
23
39 (ZF-BK)
32
33 36
35
31
34
30
28
29
27
38
031777_2
1315 751 103 - 2010-05 12-19

Assembling Main Shaft NOTE

The synchronizer ring’s lugs must mesh with
1 Check main shaft for free passage of lubrica- synchronizer body’s recesses.
tion oil bores. Tube (22) must be solidly
seated on the main shaft. c Slide sliding sleeve (21), 1st/2nd gear, over the
If required, drive in until firmly home (axial synchronizer ring and clutch body and see to
abutment) using adapter 1X56 137 835. axial abutment with helical gear, 2nd gear. In
this context, make sure that the recesses at
2 Place main shaft at the input-side into the the inner side of the sliding sleeve line up
receptacle (support) 1X56 137 675. with fitting points (for compression springs
and thrust pieces) of the synchronizer body.
NOTE
Lightly oil the thrust faces and contact surfaces for d Insert three compression springs (20) together
needle rings and helical gears with operating oil. with thrust pieces (19) into the synchronizer
body’s bores or guide them into the sliding
3 Slide needle ring (15) (2-piece: needle roller sleeve by means of a suitable tool.
and cage assembly) onto main shaft.
NOTE
4 Slide helical gear (14), 2st gear, over the Use new compression springs and pull the sliding
needle ring (needle roller and cage assembly) sleeve into center position (neutral position).
motion. Collar faces towards output. e Fit synchronizer ring (17). The synchronizer
ring’s lugs must mesh with the synchronizer
NOTE regarding synchronizer of 1st/2nd gear body’s recesses.
Synchronizer ZF-BK (13) is installed in the version
with servo unit. f Place the clutch body (16) onto the synchro-
Synchronizer ZF-D (55) is installed in the version nizer ring and pull the sliding sleeve into
without servo unit. center position (neutral position). During the
process, press on synchronizer ring and
CAUTION clutch body.
Check wear limit of all synchronizer rings and/or
clutch bodies as described in Chapter 14.1 (ZF-BK) NOTE
and Chapter 14.2 (ZF-D). For ZF-D version, refer to page 12-22; working steps
are described under 5a.
5 ZF-BK version
a Place clutch body (16a) and synchronizer ring ! DANGER
(17a) onto synchronizer gear tooth system. Only touch heated inner ring when wearing
protective gloves.
!DANGER
6 Heat inner ring (12) to 120 °C. Slide inner
protective gloves.
ring and needle ring (11) (2-piece: needle
roller and cage assembly) onto the main
b Heat synchronizer body (18) to approx. 120 °C shaft.
and place onto main shaft gearing. Narrow
side faces towards output. 7 Slide helical gear (10), 1st gear, over the
needle ring (needle roller and cage assembly)
motion. Collar faces towards output.
1315 751 103 - 2010-05 12-20

15
1X56 137 675
13 (ZF-BK) 10
11
19 12
20 16
22
4
17
21
18 5
17a
16a 6
7
14 8 1X56 137 835
031778_1
!
DANGER !
DANGER
Only touch heated clutch body and inner ring when Only touch heated tapered roller bearing inner ring
wearing protective gloves. when wearing protective gloves.
8 Heat clutch body (9) to 120 °C and slide onto 11 Heat tapered roller bearing inner ring (5) to
the main shaft. Narrow side faces towards approx. 120 °C and slide onto main shaft;
output. drive in further to ensure axial abutment.
9 Heat inner ring (8) to 120 °C. Slide inner ring 12 Snap in securing ring (4).
and needle ring (needle roller and cage
assembly) (7) onto main shaft until it is firmly NOTE
home with synchronizer body (axial abut- The securing ring’s axial clearance must be
ment). between 0.01 and 0.10 mm. Select suitable securing
ring from the spare parts catalog.
10 Slide helical gear (6), R gear, over the needle
ring through careful rotational motion. 13 Turn main shaft and place output-side into
Synchronized gear tooth system faces towards the receptacle (support) 1X56 137 675.
input. Ensure that clutch body rests on the
synchronized gear tooth system.
1315 751 103 - 2010-05 12-21

5a ZF-D version i Insert new compression springs (49) and the

a Place clutch disk (54) onto the synchronized thrust pieces in place (48) into the synchroni-
gear tooth system of the helical gear, 2nd zer body ensuring correct position and guide
gear. The clutch disk’s slightly raised inter- them into synchronizer body and sliding
nal gearing faces towards output. sleeve using suitable tool.
b Fit inner ring (53) on clutch disk. The tabs k Fit outer ring (45). The tabs must mesh with
must face towards output. clutch components and the lugs with syn-
chronizer body’s recesses.
c Put on the intermediate ring (52) in such a
way that the tabs mesh with the recesses of l Insert intermediate ring (44). The tabs must
the clutch disk. face towards output. Insert inner ring (43)
and ensure that tabs mesh with clutch com-
d Fit outer ring (51). The tabs must face ponents.
towards output.
m Fit clutch disk (42) with raised internal
e Align tabs on outer ring with tabs on inner gearing facing towards input and ensure it
ring by means of three clutch components meshes with intermediate ring (44). Set
(50). Align tabs of inner and outer ring so sliding sleeve into neutral position and press
that they line up with clutch components against clutch disk. You will clearly hear the
and that clutch components later fit into the thrust pieces snap into place.
recesses of synchronizer body (47) and over
the tabs. After alignment, remove clutch
components again.
!DANGER
protective gloves.
f Heat synchronizer body (47) to approx. 120 °C

and slide onto main shaft gearing. The posi-
tioned tabs must be in the synchronizer
body’s recesses. The outer ring’s lugs must
mesh with the synchronizer body’s recesses.
The synchronizer body can be driven in
further using a plastic punch.
g Insert the clutch components (50) into the

synchronizer body (47).
h Slide the sliding sleeve (46) over the synchro-

nizer body and outer ring and see to axial
abutment with clutch disk.
1315 751 103 - 2010-05 12-22

55 (ZF-D)
42
48 43
44
49
45
50 46
47
51
52
53
54
032522
1315 751 103 - 2010-05 12-23

14 Slide needle ring (38) (2-piece: needle roller 20 Fit synchronizer ring (30). The synchronizer
and cage assembly) onto main shaft. ring’s lugs must mesh with the synchronizer
body’s recesses.
15 Slide helical gear (37), 3rd gear, over the
needle ring (needle roller and cage assembly) 21 Place clutch body (28) on synchronizer ring
under careful rotational motion. Synchronized and pull the sliding sleeve into center position
gear tooth system faces towards input. (neutral position). During the process, press
on synchronizer ring and clutch body.
CAUTION
Check wear limit of all synchronizer rings and/or NOTE
clutch bodies as described in Chapter 14.1 (ZF-BK). The following fitting (working steps 22 - 25) is
16 Place clutch body (36) with synchronizer ring 8/16 S 151, 8/16 S 181, 16 S 221, and 16 S 251.
(35) onto synchronized gear tooth system. For fitting of version with roller bearings, refer to
Chapter 12.2.3.
! DANGER
Only touch heated synchronizer body when wearing !
DANGER
protective gloves. Only touch heated inner ring when wearing
protective gloves.

and slide onto main shaft gearing. The syn- 22 Heat inner ring (27) to 120 °C.
chronizer body is symmetric and can there-
fore be fitted irrespective of lateral position. 23 Fit thrust washer (29) and inner ring (27).
Drive in synchronizer body further to ensure
axial abutment. 24 Insert roller rings (26 and 24) in helical gear
(25), 4th gear.
NOTE
The synchronizer ring’s lugs must mesh with 25 Push helical gear (25) over inner ring into
synchronizer body’s recesses. clutch body with collar facing towards output
and fit thrust washer (23).
18 Slide sliding sleeve (31), 3rd/4th gear over the
synchronizer body, synchronizer ring, and NOTE
clutch body and see to axial abutment with The following measurement and assembly is inappli-
helical gear, 3rd gear. Make sure that the cable for the following transmissions: 8/16 S 151,
recesses at the inner side of the sliding sleeve 8/16 S 181, 16 S 221, and 16 S 251.
line up with the fitting points (for compres- How to measure and install the ring, axial washer,
sion springs and thrust pieces) of the synchro- bearing inner ring, and split ring with securing ring
nizer body. is described in Chapter 13.3 and 13.4.
19 Insert three compression springs (33) together 26 Fit axial washer (3).
with thrust pieces (32) into the synchronizer
body’s bores or guide them into the sliding 27 Use depth gage to measure distance between
sleeve by means of a suitable tool. contact of axial roller bearing and axial
washer (3).
NOTE Measurement result must be within tolerance
Use new compression springs. range of +0.07 and –0.08 mm; also refer to
assembly instructions 1315 700 037. In the
case of deviations, please select suitable axial
washer from the spare parts catalog.
1315 751 103 - 2010-05 12-24

25
26
24 37
23
3 39 (ZF-BK)
2
1
32
33 36
35
31
34
30
29 28
27
38
031777_3
28 Heat bearing inner ring (2) to 100 °C and fit

1315 700 037
onto bearing journal of main shaft until it is
firmly home (axial abutment). Use a plastic
punch to drive in further.
29 Insert split ring (1) into groove of the main

shaft and secure with securing ring by
caulking 3 times at 120°.
NOTE
The axial clearance of the split ring must be
between –0.05 and +0.05 mm. Select suitable ring
from the spare parts catalog.
+0.07
+0.07 up
bisto –0.08
-0.08
NOTE
031846
• For installation of main shaft, refer to Chapter 8.
• For measurement of main shaft, refer to Chapter
13.2.
1315 751 103 - 2010-05 12-25

12.2.1 Version with roller bearing on 4th gear

3
Removal 2
1
1 Helical gear (25), 4th gear, is extracted toget-
30
her with synchronizer, 3rd/4th gear, using
standard two-armed extractor. 28
2 Remove roller bearings (24a and 26a) from 26a

helical gear, 4th gear.
25
24a
Installation
1 Insert roller bearings (24a and 26a) into heli-

cal gear (25), 4th gear.
NOTE
Lubrication bores of roller bearings (24a and 26a)
must point outwards (see arrows).
011418_1
!
DANGER
Only touch heated helical gear with roller bearings
when wearing protective gloves.
25
2 Heat roller bearings (24a and 26a) together
with helical gear (25) to 100 °C and slide onto
main shaft (HW) until firmly home (axial abut-
ment). 24a 26a
HW
(main shaft)
011419_1
1315 751 103 - 2010-05 12-26

ZF-Ecosplit Main, Input, and Countershaft
13 Bearing Setting on Main Shaft, Input Shaft,

and Countershaft
13.1 Setting the main and input shaft –

Version with axial roller bearing ................................................................. 13-2
13.2 Input shaft / main shaft

Determine ring (only for 16 S 222) ............................................................ 13-5
13.3 Setting main shaft and input shaft –

Version with tapered roller bearing(s) ........................................................ 13-6

Determine ring and axial washer (straight-toothed version – only for
8/16 S 151, 8/16 S 181, 16 S 221) ........................................................... 13-8

Determine ring and axial washer (helical-toothed version – only for
8/16 S 151, 8/16 S 181, 16 S 221, 16 S 251)........................................... 13-10
13.6 Setting the countershaft........................................................................... 13-12

Version with pump housing ....................................................................... 13-12
Version with single-piece connection plate ................................................ 13-13
1315 751 103 - 2010-05 13-1


and Countershaft 1
13.1 Setting the main and input shaft – 2

Version with axial roller bearing
3
CAUTION
Set the main and input shaft with clearance. 4
The clearance is 0.01 - 0.10 mm
5
1 Assemble main shaft, as described in Chapter
12.1.2, up to plate spring.
Do not fit plate spring (3).
2 Fit axial roller bearing(s) (2) and insert baffle

plate (1) into the axial roller bearing and the
main shaft.
3 Insert main shaft into the transmission

housing by means of lifting gear.
NOTE
Bearing outer ring at the output side must be fitted.
4 Place input shaft on main shaft.
NOTE 031051_1
Ring must be measured (only for 16 S 222); refer to

Chapter 13.2.
5 Use guide pins to place clutch housing on

transmission housing. 7 Rotate input and main shaft a few times in
order to center the bearing rollers at the
NOTE bearing points. Use a pointed device to check
Bearing outer ring at the input side must be fitted. whether bearing rollers can be moved.
6 Set the input bearing clearance to zero play; NOTE

to this end, use a mandrel to drive bearing Constant 2 must be selected in the transmission.
outer ring towards the main shaft.
CAUTION
Do not push or hammer close to oil ducts.
Otherwise, housing will be damaged.
1315 751 103 - 2010-05 13-2

NOTE
In the case of zero play, the bearing rollers must be
backlash-free, i.e. it should not be possible to move
them to one or the other side. However, it must be
ensured that no preload is generated either.
7
8 Use depth gage to measure the distance
between the upper edge of the outer bearing
ring and the connecting face of the clutch bell
housing. Note down dimension (b) and add
disk spring thickness (3).
B = b + 1.00 mm (disk spring)
NOTE b
Perform measurement at two opposite locations and
calculate mean value.
6
NOTE
Depending on the transmission version, there may 032664
be different connection plates (e.g. split (I) or single-
piece (II) versions), but the dimensions are the
same.
a I
6
between the connecting face and the contact
surface for shim; note down dimension (a)
and add thickness of seal (6).
A = a + 0.40 mm (seal)
NOTE
011424_1
10 Calculate the difference “C” and note it down.

C=A–B
a II
11 Calculate thickness “D” of shim (7).
6
D = C – clearance
12 Select shim (7) from spare parts catalog.
NOTE
Installation of shim (7) is described in Chapter 6.
001959_1
1315 751 103 - 2010-05 13-3

13 Remove clutch housing again.
14 Remove entire input shaft.
15 Lift main shaft out of transmission housing

with lifting device and insert in fixture.
16 Remove baffle plate and axial bearing.
17 Complete main shaft as described in Chapter

12.1.2.
18 For shaft installation, refer to Chapter 8.
1315 751 103 - 2010-05 13-4

13.2 Input shaft / main shaft 1315 700 043

Determine ring (only for 16 S 222)
1 Use depth gage to measure distance between 9

washer (4) and ring contact surface (dimen-
sion “a”).
10
2 Target dimension “b” is 49.9 ± 0.05 mm; also
refer to assembly instructions 1315 700 043.
3 a – b must produce ring thickness (10).

4
4 Once the correct ring has been determined,
insert ring (10) into clutch body (9). Place
a
parts on helical gear of 4th gear.
032662
NOTE
• Measure axial roller bearings; refer to
Chapter 13.1. 10
• Complete main shaft as described in
Chapter 12.1.2.
• Fit input shaft as described in Chapter 10.1. 9
012320_1
1315 751 103 - 2010-05 13-5

13.3 Setting main shaft and input shaft –

version with tapered roller bearing(s)
I
CAUTION
Set the main and input shaft with clearance.
The clearance is 0.01 - 0.10 mm
7
1 Set the input bearing clearance to zero play; to

this end, use a mandrel to drive bearing outer
ring towards the main shaft.
CAUTION
Otherwise, housing will be damaged. B
2 Rotate input and main shaft a few times in

order to center the bearing rollers at the
6
bearing points. Use a pointed device to check
whether bearing rollers can be moved. 032664
NOTE
Constant 2 must be selected in the transmission.
NOTE
In the case of zero play, the bearing rollers must be
backlash-free, i.e. it should not be possible to move
them to one or the other side. However, it must be
ensured that no preload is generated either.

between the upper edge of the bearing outer
housing which provides dimension “B”.
NOTE
1315 751 103 - 2010-05 13-6

NOTE a I
Depending on the transmission version, there may 6
be different connection plates (e.g. split (I) or single-
piece (II) versions), but the dimensions are the
same.

between connecting face and contact surface
for shim ; note down dimension (a) and add
thickness of seal (6).
A = a + 0.40 mm (seal)
011424_1
NOTE
a II
5 Calculate the difference “C” and note it down.
C=A–B 6
6 Calculate thickness “D” of shim (7).

D = C – clearance
NOTE
Installation of shim (7) is described in Chapter 6. 001959_1
1315 751 103 - 2010-05 13-7


Determine ring and axial washer
(straight-toothed version – only for 10 11
8/16 S 151, 8/16 S 181, 16 S 221)
9
1 Insert main shaft into the intermediate X
housing by means of lifting gear.
2 Insert ring (10) into clutch body (9) and place

it onto helical gear of 4th gear.
3 Perform measurements at several locations to

determine distance between upper edge of
clutch body and sealing surface of interme-
diate housing with fitted seal and calculate
mean value. 001954_1
4 The target value “X” must be reached.

“X” = 19.2 –0.5 mm (8/16 S 181, 16 S 221) 10
“X” = 32.2 –0.5 mm (8/16 S 151)
If the calculated mean value does not corre-
spond to the target value, use suitable ring 9
(refer to table provided working step 5) to
reach target value.
5 Select suitable axial washer (11) from the

table. If, e.g. a ring of 3.6 mm is needed, use
axial washer of 7.9 mm.
Ring (10): 3.6 / 4.0
Axial washer (11): 7.9 / 8.3
012320_1
1315 751 103 - 2010-05 13-8

6 Remove main shaft from intermediate housing

again and place axial washer (11) onto main
shaft with raised collar facing towards the
helical gear. 11
1X56 137 676
!DANGER 12
Only touch heated bearing inner ring when wearing
protective gloves. 13
7 Heat new bearing inner ring (12) to 100 °C

and fit it onto bearing journal of main shaft so
that it is firmly home (axial abutment).
Drive home with plastic punch.
8 Fit bearing inner ring with grease applied to

entire roller diameter (collar side) at the front 012321_1
face on bearing output side (see arrow).
NOTE
Applying grease to the outside of the bearing rollers
is not permitted, because this might lead to clogging
of the input shaft’s lubricating bores.
9 Insert split ring (13) with axial clearance or

preload between –0.05 mm and +0.05 mm
into annular groove of main shaft using
adapter 1X56 137 676.
Split ring is available at 0.1 mm stepped
thickness levels.
10 Slide new securing ring (13) over split ring

and fasten at three locations, offset by 120°,
using caulking tool.
1315 751 103 - 2010-05 13-9

13.5 Input shaft / main shaft 1315 700 039

Determine ring and axial washer
(helical-toothed version – only for 8/16 S
151, 8/16 S 181, 16 S 221, 16 S 251) 4.6 -0.4
1 Use depth gage to measure distance between b

9
main shaft and contact surface of bearing 10
inner ring (dimension “a”); also refer to assem-
11
bly instructions 1315 700 039.
2 Insert axial washer (11) and measure distance

between main shaft and axial washer (dimen-
sion “b”) using depth gage.
+0.07 bis -0.08
3 a – b must produce clearance between +0.07 a

and –0.08 mm. 009521_1
4 Once the right axial washer has been deter-

mined, insert ring (10) into clutch body (9). 10
Place parts on helical gear of 4th gear.
5 Perform measurements at several locations to 9

determine distance between axial washer (11)
and clutch body and calculate mean value.
Target value 4.6 –0.4 mm (select suitable ring
(10) ).
012320_1
1315 751 103 - 2010-05 13-10

!DANGER
Only touch heated bearing inner ring when wearing
protective gloves.
11
1X56 137 676
6 Heat new bearing inner ring (12) to 100 °C 12

and fit it onto bearing journal of main shaft so
that it is firmly home (axial abutment). Drive 13
home with plastic punch.
7 Fit bearing inner ring with grease applied to

entire front face on bearing output side (see
arrow).
NOTE
Applying grease to the outside of the bearing rollers 012321_1
is not permitted, because this might lead to clogging
of the input shaft’s lubricating bores.
8 Insert split ring (13) with axial clearance or

preload between –0.05 mm and +0.05 mm
into annular groove of main shaft using
adapter 1X56 137 676.
Split ring is available at 0.1 mm stepped
thickness levels.
9 Slide new securing ring (13) over split ring

and fasten at three locations, offset by 120°,
using caulking tool.
1315 751 103 - 2010-05 13-11

13.6 Setting the countershaft
NOTE
• Shafts and selector rails must be installed com-
pletely; refer to Chapter 8. 8
• Main shaft must be measured; refer to Chapter
13.1, 13.2, 13.3, 13.4 or 13.5.
CAUTION
Set clearance on countershaft.
Clearance must be between 0.01 and 0.10 mm.
B
1 Transmission is in vertical position.
2 Set the countershaft’s roller bearing clearance
to zero; to this end, use a mandrel to drive
bearing outer ring in the direction of the 6
countershaft.
CAUTION 032665

Otherwise, housing will be damaged.
3 Rotate countershaft a few times in order to

center the bearing rollers at the bearing
points. Use a pointed device to check whether
bearing rollers can be moved.
NOTE
• In the case of zero play, the bearing rollers must
be backlash-free, i.e. it should not be possible to
move them to one or the other side. However, it
must be ensured that no preload is generated
either.
• Perform measurement at two opposite locations
and calculate mean value.
NOTE
Depending on the transmission version, there may
be either a split pump housing or a single-piece
connection plate; dimensions are illustrated respec-
tively.
Version with pump housing
a Use depth gage to measure the distance

between the upper edge of the bearing outer
housing; this is dimension “B”.
1315 751 103 - 2010-05 13-12

b Use depth gage to measure distance between

connecting face and contact surface for shim;
note down dimension (a) and add thickness of a 6
seal (6).
A = a + 0.40 mm (seal)
c Determine difference “C” and note it down.

C=A–B
d Calculate thickness “D” of shim (8).

D = C – clearance 032843
Version with single-piece connection plate

6
B
a Use depth gage to measure the distance
between the connecting face of the clutch bell
housing and the upper edge of the bearing
outer ring; this is dimension “B”.
b Consider thickness of seal (6).

A = B + 0.40 mm (seal)
c Calculate thickness “D” of shim (8). 001960_1
D = A – clearance
NOTE
Installation of shim is described in (8) in Chapter 6.
1315 751 103 - 2010-05 13-13

13-14
ZF-Ecosplit Synchronizers
14 Synchronizers
Important information concerning the ZF-BK version .............................. 14-3
14.1 ZF-BK, ZF-B version .................................................................................. 14-4

Determining the Wear Limit for Synchronizers............................................ 14-4
Assembling synchronizer unit..................................................................... 14-5
ZF-BK version ............................................................................................ 14-5
Cross section of the synchronizer unit / ZF-BK ........................................... 14-5
14.2 ZF-D version.............................................................................................. 14-6

Determine the wear limit for the synchronizer unit for the 1st/2nd gear...... 14-6
Assembling synchronizer unit..................................................................... 14-7
ZF-D version .............................................................................................. 14-7
Cross-section of the synchronizer unit / ZF-D ............................................. 14-7
1315 751 103 - 2010-05 14-1

14-2
Important information concerning the ZF-BK

version
Depending on the transmission version, there can be

synchronizers with carbon or molybdenum layer on
the main shaft in the 1st/2nd gear and the 3rd/4th
gear.
Carbon version
The carbon version is only used in transmissions with servo unit.
032844 032845
Clutch body: Synchronizer ring:

The clutch body contains no oil groove. The carbon layer is applied in planiform manner.
Molybdenum version
The molybdenum version is used in transmissions without/with servo unit.
032846 032847

The clutch body contains a oil groove. The molybdenum layer is applied in a groove-like
manner.
1315 751 103 - 2010-05 14-3

14.1 ZF-BK, ZF-B version

X
Determining the Wear Limit for
Synchronizers
The condition of the synchronizer rings and

clutch bodies must be checked before the 1
synchronizers are assembled.

2
NOTE
Do not mix up synchronizer parts.
1 Place synchronizer ring (2) on associated

clutch body (1). Turn the synchronizer parts
and thereby ensure even and parallel contact
of tapers.
The wear limit of synchronizer rings on the

synchronizers of the main transmission and
splitter group is 0.8 mm, and 1.2 mm for the
range change group.
2 Use a feeler gage to measure the distance (X) 001999
between the clutch body and synchronizer

ring at twoopposing points. If the wear limit
falls below 0.8 or 1.2 mm respectively, the
synchronizer ring and clutch body must be
replaced.
3 Also check the condition of the synchronizer

parts (visual check). If the surface is corruga-
ted, replace synchronizer parts. Do not mix up
parts that have been checked together (mark
them).
1315 751 103 - 2010-05 14-4

Assembling synchronizer unit

2
ZF-BK version 1
1 Check the wear limit.
2 Replace compression springs (5) with new

ones.
That way, the specified sliding force of the
sliding sleeve (6) is guaranteed. 4
3 Synchronizers can be assembled as a complete 5

set or as a final assembly process directly on
the main shaft.
4 Push sliding sleeve (6) onto synchronizer body

(3). 3
Insert new compression springs (5) with thrust
pieces (4) into the synchronizer body (3). 1a
Position the mandrel at the center of the thrust 6 2a
pieces and guide thrust pieces into sliding
sleeve (6).
5 Put on clutch body (1) with synchronizer ring

(2) and push sliding sleeve (6) to center posi-
tion.
NOTE
Observe the correct position of the thrust pieces. 009510
Cross section of the synchronizer unit / ZF-BK

6
1/1a Clutch body
2/2a Synchronizer ring
2 2a
3 Synchronizer body
4 Thrust piece 1 5
5 Compression spring
6 Sliding sleeve 4 1a
001940
1315 751 103 - 2010-05 14-5

14.2 ZF-D version
Determine the wear limit for the synchro- F = 50 N

nizer unit for the 1st/2nd gear 2
NOTE
The ZF-D version is only used for transmissions s
without servo unit.
The condition of the outer rings, intermediate

rings, and inner rings must be checked before
7 8 1
assembling the synchronizer units.
029311
NOTE
1 Put the inner ring (8), intermediate ring (7),

and outer ring (2) onto the synchronization of
the clutch disk (1). Turn the outer ring to bring
the tapers into even contact.
Apply an even load of F = 50 N onto the outer
ring.
2 At the same time, use a feeler gage to measure

distance (s) between clutch disk and outer ring
at two opposite points.
The wear limit is 1.5 mm.
If the wear limit falls below this value, use
new intermediate ring and outer ring and
inner ring.
3 Also check the condition of the synchronizer

parts (visual check). If the surface is corruga-
ted, replace synchronizer parts.
Do not mix up parts that have been checked
together (mark them).
1315 751 103 - 2010-05 14-6

Assembling synchronizer unit
ZF-D version 2
7
1 8
2 Replace compression springs (5) with new

ones.
Thus, specified sliding force of sliding sleeve
(6) is ensured.
3 Synchronizer units can be assembled as com- 4

plete sets, or in a final assembly process on the
main shaft. 5
4 Push sliding sleeve (6) onto synchronizer body 9

(3). The sliding sleeve features three milled
3
recesses with each spanning three teeth. Pair
1a
the center tooth with the narrow milled recess 8a
of the synchronizer body (thrust piece groove). 7a
2a
5 Insert new compression springs (5) with thrust 6
pieces (4) into the synchronizer body. Mount
the thrust pieces in such a way that the roun-
ding of the thrust piece head extends into the
milled groove of the sliding sleeve tooth.
6 Insert clutch components (9).
7 Insert outer ring (2), intermediate ring (7), and

inner ring (8).
001941
8 Fit clutch disk (1).
NOTE
Observe the correct position of the thrust pieces.
Cross-section of the synchronizer unit / ZF-D

6
1 / 1a Clutch disk 1 1a
2 / 2a Outer ring 2 2a
3 Synchronizer body 7 7a
4 Thrust piece 8a
8
5 Compression spring 5
6 Sliding sleeve 4
7 / 7a Intermediate ring
8 / 8a Inner ring
001942
1315 751 103 - 2010-05 14-7

APPENDIX
REPAIR MANUAL FOR

9S1310TO GEARBOX
10-324
Reparaturanleitung
Repair Manual
Manuel de Réparation
Manual de Reparaciones
Manuale di Riparazione
9 S 1110 TO, 9 S 1310 TO

9 S 1110 TD
1324 751 101d_en

Subject to alterations in design
Copyright by ZF
This documentation is protected by copyright. Any

reproduction or dissemination in whatever form
which does not comply fully with the intended
purpose of this documentation is prohibited without
the consent of ZF Friedrichshafen AG.
Printed in Germany
ZF Friedrichshafen AG / 2005-11
Edition: 2011-01
1324 751 101d

9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Table of Contents
Page
List of Changes ................................................................................................................................... 7

Preface ................................................................................................................................................ 9
Safety Instructions.............................................................................................................................. 10
Instructions Repairs ........................................................................................................................... 11
Tightening Torques............................................................................................................................. 13
Consumables....................................................................................................................................... 14
Adjustment Data................................................................................................................................. 15
Tightening Torques 9 S 1110 TD, 9 S 1110 TO, 9 S 1310 TO......................................................... 17
Spring Table........................................................................................................................................ 20
Special Tools ....................................................................................................................................... 21
Transmission Description, Structure of Repair Manual ................................................................... 29
1 Tubes for Range Change Group ....................................................................................................... 1-1

1.1 Tubes for Range Change Group (Superimposed H).......................................................................... 1-1
1.1.1 Removal .............................................................................................................................................. 1-1
1.1.2 Fitting .................................................................................................................................................. 1-1
1.2 Tubes for Range Change Group (H-H)............................................................................................... 1-2
1.2.1 Removal .............................................................................................................................................. 1-2
1.2.2 Fitting .................................................................................................................................................. 1-2
2 Shift Turret......................................................................................................................................... 2-1

2.1 Superimposed H shift system with cable control, standard and gate-dependent servo unit ......... 2-1
2.1.1 Pneumatic Servo Unit ........................................................................................................................ 2-1
2.1.2 Gearshift housing (standard) ............................................................................................................. 2-2
2.1.3 Gearshift housing (gate-dependent)................................................................................................... 2-12
2.1.4 Valve block variants ........................................................................................................................... 2-21
2.2 Superimposed H shift system with linkage shift system, without servo unit ................................. 2-23
2.2.1 Cover................................................................................................................................................... 2-23
2.2.2 Removing and dismantling gearshift housing................................................................................... 2-24
2.2.3 Assembling gearshift housing ............................................................................................................ 2-27
2.2.4 Selector patterns for shift turret with superimposed H shift pattern .............................................. 2-30
2.3 Double H shift system with cable control, with gate-dependent servo unit, selector output
to the right .......................................................................................................................................... 2-31
2.3.1 Pneumatic servo unit, Removal and installation .............................................................................. 2-31
2.3.2 Gearshift housing, Removal and dismantling ................................................................................... 2-32
2.3.4 Selector patterns, Double H shift system shift turret with gate-dependent servo unit................... 2-40
2.4 Double H shift system with cable control, with gate-dependent servo unit, selector output
to the left ........................................................................................................................................... 2-41
2.4.1 Pneumatic servo unit, Removal and installation .............................................................................. 2-41
2.4.2 Gearshift housing, Removal and dismantling ................................................................................... 2-42
2.4.4 Selector patterns, Double H shift system shift turret with gate-dependent servo unit, left ........... 2-50
2.5 Double H shift system with cable control, without gate-dependent servo unit .............................. 2-51
2.5.1 Removing and dismantling gearshift housing................................................................................... 2-51
2.5.3 Selector patterns, Shift turret with double-H shift pattern .............................................................. 2-57
2.6 Fitting complete shift turret ............................................................................................................... 2-59
1324 751 101c - 2010-05 3

9 S 1110 TD
Page
3 Range Change Group ........................................................................................................................ 3-1

3.1 Removing R/C Cylinder, Piston Cap Sleeve...................................................................................... 3-1
3.2 Removing Range Change Group........................................................................................................ 3-2
3.3 Dismantling the Range Change Group.............................................................................................. 3-4
3.4 Assembling Range Change Group Housing ...................................................................................... 3-5
3.5 Fitting Range Change Group ............................................................................................................. 3-6
3.6 Mounting Cap Sleeve, Piston and R/C Cylinder............................................................................... 3-8
4 Output Flange .................................................................................................................................... 4-1

4.1 Removal .............................................................................................................................................. 4-1
4.1.1 Removing PTO Cover......................................................................................................................... 4-1
4.2 Fitting .................................................................................................................................................. 4-2
4.2.1 Fitting PTO Cover............................................................................................................................... 4-2
4.3 Removing Bearing Cover ................................................................................................................... 4-3
4.4 Measuring Bearing Cover .................................................................................................................. 4-4
4.5 Fitting Bearing Cover ......................................................................................................................... 4-5
5 Planetary Drive with Synchronizer Unit ......................................................................................... 5-1

5.1 Disassembling Synchronizer Unit ..................................................................................................... 5-1
5.2 Disassembling Ring Gear ................................................................................................................... 5-2
5.3 Disassembling Planetary Carrier ....................................................................................................... 5-3
5.4 Assembling Planetary Carrier............................................................................................................ 5-4
5.5 Assembling Ring Gear........................................................................................................................ 5-5
5.6 Synchronizer Unit Wear Check......................................................................................................... 5-6
5.7 Assembling Synchronizer Unit .......................................................................................................... 5-7
6 Sun Gear........................................................................................................................................... 6-1

6.1 Removal of Sun Gear ....................................................................................................................... 6-1
6.2 Fitting Sun Gear ............................................................................................................................... 6-2
6.3 Installing the Reverse Gear Pin ....................................................................................................... 6-3
7 Connection Plate.............................................................................................................................. 7-1

7.1 Connection Plate with Integrated Clutch Bell Housing ................................................................. 7-1
7.1.1 Removal of Connection Plate .......................................................................................................... 7-1
7.1.2 Fitting Connection Plate .................................................................................................................. 7-2
7.1.3 Disassembling the Connection Plate ............................................................................................... 7-3
7.1.4 Assembling Connection Plate .......................................................................................................... 7-4
7.2 Connection Plate with Separate Clutch Bell Housing .................................................................... 7-5
7.2.1 Removal of Connection Plate .......................................................................................................... 7-5
7.2.2 Fitting the Connection Plate ............................................................................................................ 7-6
7.2.3 Removal of Pump ............................................................................................................................. 7-7
7.2.4 Fitting the Pump............................................................................................................................... 7-7
1324 751 101c - 2010-05 4

9 S 1110 TD
Page
8 Clutch Bell Housing......................................................................................................................... 8-1

8.1 Integrated Clutch Bell Housing ....................................................................................................... 8-1
8.1.1 Removal ............................................................................................................................................ 8-1
8.1.2 Installation ........................................................................................................................................ 8-1
8.2 Separate Clutch Bell Housing .......................................................................................................... 8-2
8.2.1 Removal ............................................................................................................................................ 8-2
8.2.2 Fitting ................................................................................................................................................ 8-2
8.2.3 Removing Housing I ......................................................................................................................... 8-3
8.2.4 Fitting Housing I............................................................................................................................... 8-3
9 Reverse Gear Pin, Gear Shift Rails, and Gear Shift Forks........................................................... 9-1
9.1 Removal of Reverse Gear Pin .......................................................................................................... 9-1
9.2 Gear Shift Rails and Gear Shift Forks, Design: Relay lever 1st/2nd gear...................................... 9-2
9.2.1 Removal of Gear Shift Rails and Gear Shift Forks ......................................................................... 9-2
9.2.2 Installation of Gear Shift Rails and Gear Shift Forks..................................................................... 9-4
9.3 Gear Shift Rails and Gear Shift Forks, Design: Relay lever 3rd/4th gear...................................... 9-6
9.4 Gear Shift Rails and Gear Shift Forks, Design: Relay lever 3rd/4th and 1st/2nd gear................. 9-10
9.5 Gear Shift Rails and Gear Shift Forks, Design: Without Relay lever............................................. 9-14
9.6 Installation of Interlock Spring........................................................................................................ 9-18
10 Input Shaft, Main Shaft, and Countershaft................................................................................... 10-1

10.1 Removal of Shafts ............................................................................................................................ 10-1
10.2 Installation of Shafts ........................................................................................................................ 10-3
11 Input Shaft ....................................................................................................................................... 11-1

11.1 Input Shaft with Integrated Clutch Bell Housing ........................................................................... 11-1
11.1.1 Disassembly ...................................................................................................................................... 11-1
11.1.2 Assembling the Input Shaft ............................................................................................................. 11-1
11.2 Input Shaft with Separate Clutch Bell Housing.............................................................................. 11-2
11.2.1 Disassembly ...................................................................................................................................... 11-2
11.2.2 Assembling the Input Shaft ............................................................................................................. 11-2
12 Countershaft .................................................................................................................................... 12-1

12.1 Disassembling the Countershaft ...................................................................................................... 12-1
12.2 Assembling the Countershaft .......................................................................................................... 12-2
1324 751 101c - 2010-05 5

9 S 1110 TD
Page
13 Main Shaft........................................................................................................................................ 13-1

13.1 Disassembling the Main Shaft ......................................................................................................... 13-1
13.2 Assembling the Main Shaft.............................................................................................................. 13-4
14 Bearing Setting on Main Shaft, Input Shaft, and Countershaft .................................................. 14-1
14.1 Setting for Main Shaft and Input Shaft........................................................................................... 14-1
14.2 Countershaft Setting......................................................................................................................... 14-3
15 Housing............................................................................................................................................. 15-1
15.1 Disassembling the Housing.............................................................................................................. 15-1
15.2 Assembling the Housing .................................................................................................................. 15-2
16 Syncronizer ...................................................................................................................................... 16-1

16.1 Important information on the ZF-BK model................................................................................... 16-1
16.2 Determining the wear limit for synchronizers................................................................................ 16-2
16.3 Assembling the synchronization ..................................................................................................... 16-3
16.4 Cross section of the synchronizer unit / ZF-BK ............................................................................. 16-3
1324 751 101c - 2010-05 6

9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO List of Changes: 1324 751 101
Index Date of issue Chapter Initiator Comment
a 11-2008 general LKS-T Supplement 9 S 1310 TO

1.2 Shift turret piping, H-H
2.1 Combination detent
2.2 UE-H shift turret
2.3 H-H shift turret
2.4 Attaching the shift turret
3 Assembly sequence; tool 1X56 138 100
6 R gear bolt with clearance
7.1 Screwed pump
7.2 Divided connection plate
8.2 Separate clutch bell and housing I
9.1 Tool 1X56 126 475
9.2 Design: Relay lever 1st/2nd gear
9.3 Design: Relay lever 3rd/4th gear
9.4 Design: Relay lever 3rd/4th and 1st/2nd gear
9.5 Design: without relay lever
10 Supplement, TD design
11.1 Integrated clutch bell
11.2 Separate clutch bell
14 Separate clutch bell
b 2009-10 general LKS-T Gate-dependent shift system, axial synchronous clearance

(carbon)
2.1 superimposed H shift turret, gate-dependent
2.4 Tool 1X46 183 298
7.1 Baffle plates
16 Synchronizer
c 2010-05 general LKS-T

1 Tightening torque for hollow screws
2.3 Double H shift turret, right, with gate-dependent servo unit
13, 16 Carbon synchronizers
d 2011-01 general LKS-T

2.1 Neutral position, 1st/2nd gear, selector pattern
2.4 Double H shift turret, left, with gate-dependent servo unit
1324 751 101c - 2010-05 7

8
Preface
Preface Warranty
This manual is intended for skilled personnel trai- Repair work carried out at ZF Service Points is
ned by ZF Friedrichshafen AG to carry out main- subject to the contractual conditions prevailing
tenance and repair work on ZF products. in the individual case.
The work described below may only be performed
by authorized, trained, and instructed staff. It is Direct and/or subsequent costs are not covered by
the responsibility of the user’s company or repair this contractual liability when:
company to ensure that their repair staff is properly
• work has been performed improperly or by uns-
trained.
killed personnel, by non-ZF-personnel,
and/or
This manual deals with a ZF series product in
accordance with the state of development on the • use of “non” genuine ZF parts.
date of issue.
In case of failure it is mandatory to act immediately,
However, due to continuing technical so to ensure the complete function of the ZF unit
advancements of the product, repair work might and minimize the scope of damage.
require work practices and test or adjustment data
which are not contained in this manual. In case of proven unfounded delay in repair we
We therefore recommend that work done on your reserve the right of partial acceptance or even a
ZF product is carried out only by skilled mechanics rejection of warranty claims.
and fitters who have their practical and theoretical
knowledge updated on a regular basis at our
Service Training Center.
Service points equipped by ZF Friedrichshafen AG

all over the world offer you:
1. Continuously trained personnel,
2. Specified equipment,
e.g.: special tools,
3. Genuine ZF spare parts in accordance

with the latest volume production specifi-
cations.
All work performed at these service locations

is carried out conscientiously and with care.
ZF Friedrichshafen AG
Driveline and Chassis Technology
2008-06 9
Safety Instructions
The following safety instructions are used ! DANGER to the health!

in this repair manual:
Ensure confident handling with supplies.
Manufacturer’s instructions must be observed.
NOTE
Refers to special working procedures, methods,
information, use of auxiliary equipment, etc. ! DANGER to the environment!
Lubricants, consumables, and cleaning agents must
CAUTION
not be allowed to enter the soil, ground water, or
Is used when the instructions are not complied
sewage system.
with or not followed precisely and could lead to
• Ask your local environment agency for safety
the product being damaged.
information on the relevant products and adhere
to their requirements.
• Collect used oil in a suitably large container.
! • Dispose of used oil, dirty filters, lubricants, and
DANGER!
cleaning agents in accordance with environmental
Is used when lack of care could result in personal
protection regulations.
injury or danger to life.
• When working with lubricants and cleaning
agents always refer to the manufacturer’s
instructions.
Safety Instructions
CAUTION
The transmission must NOT be suspended by the
As a rule, repair technicians for ZF units are
input shaft OR by the output flange/add-on parts.
responsible for their own workplace safety.
To avoid injury to personnel and damage to pro-

ducts, all safety regulations and legal require-
ments which apply to repair and maintenance
Incorrect
work must be adhered to.
Before starting work, mechanics must therefore
familiarize themselves with these regulations.
Personnel required to carry out repairs on ZF pro-

ducts must receive appropriate training in advance.
Correct
Compulsory training is the responsibility of the
repair staff.
! DANGER!
Do not walk under suspended load during parts
transportation with a hoist.
2008-06 10
General Information Cleaning Parts
Read this manual carefully before starting tests or Remove old sealing compound residues from all
repair work. sealing faces. Carefully remove burrs or other
uneven patches using an oil stone.
The ZF-Service Information details must be obser- Lube bores and grooves must be free from anti-
ved. These are available from all ZF Service corrosion grease and foreign matter. Check that the
Centers or from the ZF-ServiceLine. passage is free.
Carefully cover opened transmissions to prevent the
In any cases of doubt, always contact the relevant entry of foreign matter.
expert departments at ZF-Service.
Whenever working on the transmission, ensure
cleanliness and carry out the work as instructed. Reusing Parts
Use specified tools to dismantle and assemble
transmissions. Parts such as antifriction bearings, multidisks,
thrust washers etc., must be inspected by a specia-
list, who should decide whether they can
CAUTION be re-used or not.
The pictures, drawings, and components shown Replace parts which are damaged or have suffered
do not always represent the original object, but are from excessive wear.
used to illustrate working practices.
The pictures, drawings, and components are not to • Gaskets, locking plates
scale and no conclusions must be drawn about Parts which cannot be removed without being
size and weight (not even within a complete illus- damaged must always be replaced with new
tration). parts (e.g. gaskets and locking plates).
All work must be performed as described in the Gaskets are installed without the use of sealing
text. compound or grease. When measuring coated
gaskets/seals proceed as specified.
After repair work and tests performed, skilled per-
sonnel must make sure that the product is working • Shaft seals
properly again. Always replace shaft sealing rings with rough,
ripped, or hardened sealing lips. Seal contact sur-
Conversions and modifications may impact the faces must be totally clean and in perfect conditi-
transmission’s operational safety. Therefore, custo- on.
mer-specific deviations must be agreed with ZF in
writing.
Reworking
After removing the transmission from the vehicle,
clean thoroughly with a suitable cleaning agent If rework is needed on spacer washers and shims
before opening. Pay particular attention to the etc. because of clearance settings, ensure that the
recesses of housings and covers when cleaning. reworked areas contain no face runout and have
the same surface quality.
2008-06 11
Transmission Assembly • Shaft Sealing Rings

Press in shaft sealing ring with fixture or face
Assemble the transmission in a clean workplace. plate until firmly home at relevant installation
Adhere to all adjustment data and tightening tor- depth.
ques specified in the repair manual.
a) Apply a thin coat of sealing agent* to outer
circumference of shaft sealing rings with a
• Bearings
«steel surround».
If the bearings are fitted while warm, these
should be warmed up evenly (e.g. heating cabi- b) Never apply sealing agent to shaft sealing
net). with a «rubber surround» but apply a thin
The temperature should be approx. 85°C and coat of Vaseline 8420 or spirit to the outer cir-
must not exceed 120°C. All bearings fitted must cumference, or wet with a lubricant, e.g. a
be coated with operating oil after assembly. water-soluble concentrated washing-up liquid.
c) Shaft sealing rings with steel and rubber

• Sealing
surrounds should be treated on the outer cir-
If a sealant* is recommended for sealing, then
cumference of the rubber surround as descri-
it is essential to adhere to the manufacturer’s
bed for shaft seal (b).
directions for use. A thin layer of sealing agent
should be applied to the surfaces and coat them d) Duo shaft sealing rings have
evenly. Do not allow sealing agent to enter oil two sealing lips. The dust
ducts and bores. On oil-carrying ducts and protection sealing lip (X)
bores, wipe off the sealing agent on the surfaces must face outwards.
to be sealed near apertures to ensure that no sea- Fill the space between the X
ling agent enters the oil feeds when the parts are sealing lips up to 60% with
pressed together. grease*.
• Retaining Agents • Transmission Oil

Retaining agents* may only be used where speci- After completing repairs, fill the transmission
fied by the parts list. with transmission oil. For the procedure and
When using retaining agents (e.g. Loctite) always approved oils, refer to the transmission opera-
comply with the manufacturer’s directions for ting manual and the List of Lubricants TE-ML
use. (refer to type plate). These are available from all
During assembly, comply with all adjustment ZF Service Centers or on the Internet at
data, inspection data, and tightening torques. www.zf.com. After filling the transmission with
oil, tighten the screw plugs at the oil filling point
and the oil overflow to the specified torques.
* refer to consumable material
2008-06 12
Tightening Torques
Tightening torques for screws/bolts and nuts,

extract from ZFN 148
This standard applies to bolts according to DIN 912, Surface condition of screws/bolts/ nuts:
DIN 931, DIN 933, DIN 960, DIN 961 as well as Heat-treated blackened finish and oiled or galvani-
ISO 4762, ISO 4014, ISO 4017, ISO 8765, ISO 8676, zed and oiled.
and for nuts according to DIN 934 and ISO 4032,
ISO 8673. The bolts are tightened using a calibrated torque
wrench.
This standard contains data on tightening torques
for screws/bolts and nuts of strength categories 8.8, NOTE
10.9, and 12.9, as well as nuts of strength categories Differing tightening torques are listed separately
8, 10, and 12. in the repair manual.
Coarse thread Fine thread
Measurement Tightening torque in Nm for Measurement Tightening torque in Nm for

Screw/Bolt 8.8 10.9 12.9 Screw/Bolt 8.8 10.9 12.9
Nut 8 10 12 Nut 8 10 12
M4 2,8 4,1 4,8 M8x1 24 36 43

M5 5,5 8,1 9,5 M9x1 36 53 62
M6 9,5 14 16,5 M10x1 52 76 89
M7 15 23 28 M10x10.25 49 72 84
M8 23 34 40 M12x10.25 87 125 150
M10 46 68 79 M12x1.5 83 120 145
M12 79 115 135 M14x1.5 135 200 235

M14 125 185 215 M16x1.5 205 300 360
M16 195 280 330 M18x1.5 310 440 520
M18 280 390 460 M18x2 290 420 490

M20 390 560 650 M20x1.5 430 620 720
M22 530 750 880 M22x1.5 580 820 960
M24 670 960 1100 M24x1.5 760 1100 1250

M27 1000 1400 1650 M24x2 730 1050 1200
M30 1350 1900 2250 M27x1.5 1100 1600 1850
M27x2 1050 1500 1800

M30x1.5 1550 2200 2550
M30x2 1500 2100 2500
Status: August 1991
2008-06 13
9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Consumables
Designation Name Volume Application Comments

ZF item number approx.
Grease For example Assembly aid in general

0750 199 001 Spectron FO 20
Grease Techn. Vaseline 8420 Assembly aid in general

0671 190 016
Grease For example

0750 199 019 Renolit CX-EP2 5 grams Cap collar 34.020 Chapter 3
2 grams Articulated/Pivot bolts 34.120 Chapter 3
1 gram Pawl stop 34.150 Chapter 3
2 grams Shaft seal/tube 02.080/140 Chapter 7
20 grams Pump cover 02.430 Chapter 7.1
2 grams Baffle plate 04.540/120 Chapter 13
1 gram Shaft seal 11.090 Chapter 2.1
1 gram Tappet 09.040 Chapter 2.1
1 gram Pin 09.250 Chapter 2.1
10 grams Shaft seal 35.060 Chapter 4
Grease
0750 199 021 Aeroshell Grease 22 3 grams Piston 34.030 Chapter 3
Jointing compound
0666 690 017 Loctite no. 241 250 mm3 Articulated/Pivot screws
06.080, 06.120, 06.124, 06.160 Chapter 9
300 mm3 Articulated/Pivot screws 34.120 Chapter 3
Surface sealant
0666 790 033 Loctite no. 574 1 cm3 Hex bolts 71.180 Chapter 2.1
0634 316 057 O-ring 1 piece Detent 07.730 Chapter 2.3

Chapter 2.4
NOTE: Inquire about the size of kits/sets that can be delivered before placing any orders!
1324 751 101c - 2010-05 14

9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Adjustment/Setting Data
Designation Dimension Measuring device Remark
01. Axial clearance of 0.00 to 0.10 mm Depth gage Turn countershaft and thereby
countershaft micrometer center bearing rollers.
Set zero clearance.
Then set clearance using a
shim of the corresponding
thickness
02. Axial clearance of main 0.00 to 0.10 mm Depth gage Turn input shaft and main
shaft and input shaft micrometer shaft thereby center bearing
rollers.
Set zero clearance.
Then set clearance using a
shim of the corresponding
thickness
03. Axial clearance of grooved 0 to 0.10 mm Depth gage Clearance of up to 0.1 mm is

ball bearing on output micrometer permissible.
drive (range change group) Set using shim.
04. Installation dimension of 8 + 0.5 mm Adapter The installation dimension is

shaft sealing ring in 1X56 138 537 produced when using the
bearing cover adapter
05. Axial clearance of securing 0 to 0.05 mm Feeler gage Set using securing ring of the
ring for sun gear corresponding thickness
06. Axial clearance of snap 0 to 0.1 mm Depth gage Set using snap ring of the
ring for grooved ball micrometer corresponding thickness
bearing in union ring
carrier
07. Axial clearance of securing 0 to 0.1 mm Feeler gage Set using securing ring of the
rings on main shaft and corresponding thickness
countershaft
08. Wear limit of synchronizer Main transmission Feeler gage If the dimension required is
rings in relation to clutch 0.80 mm not reached, change
body, measured between synchronizer ring and clutch
plane faces, ring, and Range change group body.
body on when tapers are 1.20 mm
centered and positioned
with no clearance
1324 751 101c - 2010-05 15

9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Adjustment/Setting Data
09. For information, > 0.60 mm Feeler gage Upper limit of synchronizer
synchronizer clearance (molybdenum) clearance is provided by the
(axial) > 0.70 mm (carbon) wear limit of 0.80 or 1.20 mm.
1324 751 101a - 2008-11 16

9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Tightening Torques
01. Breather in transmission 10 Nm Torque wrench Breather must not be blocked.

housing or shift system
02. Pawl stop on transmission 50 Nm Torque wrench Use new sealing ring.
housing and gear shift
housing
03. M24x1.5 screw plug 60 Nm Torque wrench Do not exceed value.

on transmission
housing
04. Impulse sensor 45 Nm Torque wrench Do not exceed value.
05. Tightening torque for 79 Nm Torque wrench

M12 hex bolts at
output flange
06. Pivot screws on 160 Nm Torque wrench Use sealing compound and
transmission housing spring washers.
07. M16x1.5 locking nut on 150 Nm Torque wrench Use new locking nuts.
piston for range change
shift system
08. Pivot screws on range 250 Nm Torque wrench Use sealing compound and
change group housing spring washers.
09. M14x1.5 union screws on 45 Nm Torque wrench Use new sealing rings.
range change cylinder
10. M8x80 hex bolts, 23 Nm Torque wrench Use sealing compound for
pneumat. servo unit item 71.180.
11. M18x1.5 screw plug for 35 Nm Torque wrench Use new sealing ring.
lock/shift turret
12. M8x70 hex bolts on valve 23 Nm Torque wrench

block
13. Neutral switch on valve 45 Nm Torque wrench Use new sealing ring.
block
1324 751 101c - 2010-05 17

9 S 1110 TD
14. Pressure switch on valve 23 Nm Torque wrench

block
15. M8x20 hex bolt 23 Nm Torque wrench

on cover/shift
system
16. M10 hex nut on shift 49 Nm Torque wrench

lever
17. M10 hex nut on selector 23 Nm Torque wrench

lever
18. M10x70 hex bolts on 50 Nm Torque wrench

cylinder
19. M10x50 50 Nm Torque wrench

M10x70
M10x110 hex bolts on
housing III
20. M12x28 hex bolts, 79 Nm Torque wrench

cover/output
21. M8x50 hex bolts on 23 Nm Torque wrench

connection plate
22. M10x60, M10x95 hex 50 Nm Torque wrench

bolts on clutch bell
housing
23. M16x1.5 screw plug on 45 Nm Torque wrench Use new sealing ring.
clutch bell housing
interlock
25. M18x1.5 switch on 35 Nm Torque wrench Use new sealing ring.

housing II
26. Switch on housing II 45 Nm Torque wrench Use new sealing ring.
1324 751 101a - 2008-11 18

9 S 1110 TD
housing II
28. M10x22 hex bolts on side 46 Nm Torque wrench

housing cover
1324 751 101a - 2008-11 19

9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Spring Table
Order no. Installation location Number of Wire Ø Spring outer Ø Unloaded

coils in mm in mm for L0 length in mm
0732 041 011 Shift turret 4.5 2.0 30.5 50.1

superimposed H shift system
with control cable
0732 040 985 Shift system for detent levers 6.5 2.0 14.8 23.4
0732 040 984 Shift system for detent levers 9.5 1.4 9.1 23.3
0732 040 385 Synchronizer unit 18.5 1.25 6.35 34.2

for range change group

for range change group

for main transmission
0732 041 374 Shift system (Interlock) 13.5 1.3 10.7 37.8
0732 040 237 H-H selector shaft, right 7.5 2.5 39.2 76.9
0732 040 629 H-H selector shaft 5.0 1.6 25.6 31.5
0732 041 612 Pawl / H-H shift turret 6.5 1.7 13.9 25.8
0732 042 207 Pawl / H-H shift turret 7.5 1.5 14.2 30.6
0732 040 819 H-H shift turret 10.5 2.25 13.55 40.2
0732 041 283 Combination detent 5.5 2.8 31.8 56.6
0732 042 684 H-H selector shaft, left 5.16 2.1 39.0 70.0
0732 040 728 H-H selector shaft, left 6.5 1.8 29.3 80.0
1324 751 101c - 2010-05 20

9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Special Tool
Figure Illustration Order no. Application Qty. Comment

no.
1X56 137 135 d = 25 mm 1 Chapter 2.1

1X56 138 548 d = 28 mm Chapter 2.2
Chapter 2.3
1 Adapter Chapter 2.4
for bush on gear shift housing
1X56 138 536 1 Chapter 7
Adapter Only for version

2 for shaft sealing ring on tube / with integrated
connection plate clutch bell
housing
1X56 122 304 1 Chapter 11

Chapter 12
Base unit Chapter 13
3 M65x2 in conjunction with the
grippers
1X56 122 310 1 Chapter 11
Extension
4 M65x2 only for tapered roller
bearings on input drive
1X56 122 317 1 Chapter 11
Adapter
5 for changing from M95x2
to M65x2 in conjunction with the
grippers
1324 751 101c - 2010-05 21

9 S 1110 TD

no.
1X56 122 303 1 Chapter 11
Thread adapter
6 M65x2 in conjunction with the
extension
1X56 136 750 1 Chapter 12
Gripper
7 for tapered roller bearing of
countershaft at input end
M65x2
1X56 136 711 1 Chapter 12
Gripper
8 for tapered roller bearing of
countershaft at output end
M65x2
1X56 138 678 1 Chapter 11
Gripper On version with

9 for taper roller bearing on M95x2 integrated clutch
drive bell housing
1X56 136 749 1 Chapter 11
Gripper On version with

10 for taper roller bearing on M65x2 separate clutch
drive bell housing
1324 751 101 - 2008-11 22

9 S 1110 TD

no.
1X56 136 743 1 Chapter 13
Gripper
11 for tapered roller bearing on bearing
journal of main shaft
M65x2
1T66 153 417 1 Chapter 3

Chapter 10
Lifting fixture
12 for range change group and main
shaft
1X56 137 451 1 Chapter 9

Chapter 10
Hook
13 for guiding gear shift forks
1X56 137 835 1 Chapter 6

Chapter 13
Adapter
14 for oil tube, main shaft at output end
1X56 137 796 1 Chapter 13
Split extractor
15 for synchronizer body on main shaft
1324 751 101 - 2008-11 23

9 S 1110 TD

no.
1X56 138 534 1 Chapter 9
Clamp Only for TO

16 for reversing lever and gear shift fork version
1X56 138 100 1 Chapter 3
Fixing fixture
17 for radial fixing of range change gear
shift rail
1X56 137 648 1 Chapter 5
Split ring
18 for pulling off output end clutch body
of range change group
1X56 138 538 Chapter 7
Fixture
19 Tube in connection plate
1X56 138 065 1 Chapter 7
Protective sleeve
20 assembly aid for fitting connection
plate
1324 751 101 - 2008-11 24

9 S 1110 TD

no.
1X25 139 783 1 Chapter 2.1

Chapter 2.3
Impact adapter Chapter 2.4
21 for removing needle bush from valve
lever Only for
Servoshift
version
1X56 138 535 1 Chapter 10

Chapter 13
Support
22 for main shaft
1X56 139 418 1 Chapter 13
Fixture
23 for baffle plate in clutch body
1X56 119 926 1 Chapter 7
Attachment Only for version

24 for shaft sealing ring / connection with 2-part
plate (split)
connection plate
1X56 122 404 1 Chapter 2.2
Tool Only for H-H

25 for bush / shift turret version
1324 751 101c - 2010-05 25

9 S 1110 TD

no.
1X56 130 581 1 Chapter 2.1
Tool Only for H-H

26 for shaft sealing ring / shift turret version
1X56 139 481 1 General
Assembly fixture
27 for clamping the transmission
1P01 181 850 1 General
Assembly block (stationary)

28 in conjunction with 1X56 139 481
1X56 138 537 1 Chapter 4
Adapter for 105x125x12 shaft

29 sealing ring on output drive
1X56 136 599 1 Chapter 10
M12 hook for lifting the

30 countershaft
1324 751 101 - 2008-11 26

9 S 1110 TD

no.
1X56 126 475 1 Chapter 9
Tool
31 for removing reverse gear bolt
(version without clearance)
1X56 138 459 1 Chapter 6
Magnet
32 for removing reverse gear bolt
(version with clearance)
1X46 183 298 1 Chapter 2
Locating pins individual

33 to attach the shift turret manufacture as
(2 pins are required) an alternative
1X56 138 605 1 Chapter 2.3

Chapter 2.4
Extractor
34 for needle bush / shift turret
1X56 119 916 1 Chapter 2.3

Chapter 2.4
Mounting adapter
35 for bush, shaft sealing ring, scraper /
shift turret
1324 751 101c - 2010-05 27

9 S 1110 TD

no.
1X56 137 134 1 Chapter 2.3

Chapter 2.4
Protective sleeve
36 for shaft sealing ring / shift turret
1324 751 101c - 2010-05 28

9 S 1110 TD Transmission Description
9 S 1110 TO, 9 S 1310 TO Structure of Repair Manual
Transmission Description The following variants are described in this repair

manual:
ZF synchromesh transmissions 9 S 1110 TO,
9 S 1310 TO, and 9 S 1110 TD in the Ecomid range
were specifically designed for use in commercial 9 S 1110 TD 9 S 1110 TO 9 S 1310 TO
vehicles in the upper mid-range.
Directdrive
Transmissions 9 S 1110 TO, 9 S 1310 TO, and Overdrive

9 S 1110 TD primarily comprise:
UE-H with
Servoshift
• A fully synchronized four-speed section
UE-H without
• An integrated crawler and reverse gear Servoshift
• A rear-mounted range change group in a H-H with

planetary design Servoshift
H-H without
Furthermore, ZF Friedrichshafen AG also offers
Servoshift
the option of fitting
integrated

• various clutch-dependent ZF PTOs, clutch bell
• a drive for an emergency steering or dual circuit separate

clutch bell
steering pump,
divided
• or a separate heat exchanger for extreme
connection
applications, plate
to these transmissions as extra equipment options. Relay lever

1st/2nd gear
Relay lever

Repair Manual 3rd/4th gear
Relay lever
The repair manual describe how to repair 1st/2nd and
ZF synchromesh transmissions 9 S 1110 TO, 3rd/4th gear
9 S 1310 TO, or 9 S 1110 TD in the Ecomid range.
without

relay lever
Structure of Repair Manual:
UE-H = superimposed H shift system
1st part: Adjustment data, tightening torques, H-H = Double H shift system
spring characteristics, and illustrated
lists of specified ZF special tools.
2nd part: Description of the transmission repairs,

divided into chapters and work steps.
1324 751 101c - 2010-05 29

30
9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Range Change Shift Unit
1 Tubes for Range Change Group
45.140
45.010
45.050
45.030
45.070
024823
1.1 Tubes for range change group 1.1.2 Fitting

(Superimposed H)
NOTE 1 Remove tubes 45.010 / 45.050 as marked.

Mark up connection points on tubes 45.010 / Attach tubes using union bolts 45.030 /
45.050 before removing them. 45.070 to the range change group cylinder
and insert in plug couplings on the shift unit.
Use new seals on the union bolts.
1.1.1 Removal Tightening torque of
M14x1.5 union screws = 45 Nm
1 Remove union bolts 45.030 / 45.070 from the
range change cylinder. Unfasten tubes 45.010 / 2 Fit cable connector 45.140.
45.050 from plug couplings (see sketch) and
remove. NOTE
Maintain minimum distance of 5 mm between
2 Remove cable connector 45.140. tube and housing.
1324 751 101c - 2010-05 1-1

9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Range Change Shift Unit
45.030
/130
45.010
/120 45.070
/130
45.050
/110 /120
45.020
/110
45.140
45.060
031107
1.2 Tubes for range change group (H-H) 1.2.2 Fitting
NOTE 1 Remove tubes 45.010/ 45.050 as marked.

Mark up connection points on tubes 45.010 / Attach tubes using union screws 45.030 /
45.050 prior to removal. 45.070 to range change group cylinder and
attach using union screws 45.020 / 45.060 to
the non-return valve.
1.2.1 Removal Use new sealing rings for the union screws.
Tightening torque of
1 Remove cable connector 45.140. M14x1.5 union screws = 45 Nm
2 Unfasten union screws 45.030 and 45.070 on 2 Fit cable connector 45.140.
range change cylinder and remove together
with sealing rings. NOTE
Maintain minimum distance of 5 mm between
3 Unfasten union screws 45.020 and 45.060 tube and housing.
from non-return valve, then remove with
sealing rings and tubes 45.010 / 45.050.
1324 751 101c - 2010-05 1-2

9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Shift System
2 Shift Turret
Overview of all variants

UE-H (superimposed H) H-H (double-H)
Cable-controlled standard servo unit Gate-dependent servo unit,
shift system gate-dependent servo unit selector output right and left
Linkage shift system without servo unit without servo unit
2.1 Superimposed H shift system with cable control, standard and gate-dependent servo unit
(drawing no. 1324 173 005)
2.1.1 Pneumatic servo unit
Removal 71.170
71.180
1 Loosen hex bolts 71.170 / 71.180.
2 Take off pneumatic servo unit 71.150 with seal

71.160 and compression springs (1).
NOTE
• Compression spring (1) is lying loose in the
• Do not dismantle pneumatic servo unit any
further, it is a complete part.
• For standard or gate-dependent servo unit,
refer to parts list.
Installation
71.160
1 Insert compression spring (1) in servo unit.
2 Fit pneumatic servo unit 71.150 and

new seal 71.160 on shift turret. 71.150
2 1
3 Insert hex bolts 71.170 / 71.180 and tighten.
024827
NOTE
Insert hex bolts 71.180 using Loctite no. 574
jointing compound.
Order no.:
Compression spring (1) 0501 318 490
Detent (2) 0501 319 920
1324 751 101d - 2011-01 2-1

9 S 1110 TD
2.1.2 Gearshift housing (standard)
2.1.2.1 Removal and disassembly
11.120
11.110
11.120
11.100
09.014
09.310 09.270
09.290
09.280
71.110
49.070 08.890
49.080 09.580
71.130
09.250 09.040
09.010
08.010
08.930
08.940
08.870
08.860
08.470
024848
1324 751 101 - 2009-10 2-2

9 S 1110 TD
1 Loosen hex nut 11.120 and take off selector 9 Remove V-shaped ring 49.070 and ring 49.080
lever 11.110 with protective cap 11.100. from housing.
NOTE
The selector lever covers a hex bolt.
Therefore the shift system cannot be removed
before the selector lever has been removed
first.
2 Loosen hex bolts 08.890 and take off shift

turret 08.010 with seal 08.870. Take roller
08.470 off valve lever. Take blocking part
08.860 off transmission.
NOTE
• For removal of the Servoshift,
see Chapter 2.1.
3 Loosen shift lever 08.940, depending on parts

list) and remove with protective cap 08.930.
NOTE
4 Loosen hex bolts 09.014 and take off with

valve block 09.010.
NOTE
Seal may stick to shift housing. Remove it
from the housing and place it in the valve
block. Do not disassemble valve block
further - complete component.
5 If necessary, loosen neutral switch 09.270

with sealing ring and pressure switch 09.580
and take off.
6 Remove tappet 09.040 and pin 09.250 from

gearshift housing.
7 Loosen screw plug 09.310 and sealing ring

and take off with compression spring 09.290
and lock 09.280.
8 Loosen hex bolts 71.130 and take off cover

71.110.
1324 751 101 - 2009-10 2-3

9 S 1110 TD
11.020
08.530 08.800 08.440

08.150 08.540
08.450
08.560
08.430
08.100
08.130
08.410
08.010
08.490
08.380
08.370
08.080
08.350
08.300
08.380
024850
10 Take off cover 11.020 and seal 08.800. 15 Slide hollow shaft 08.300 towards sealing
cover.
11 Remove locking pawl 08.540 and pin 08.530.
16 Fit impact adapter 1X25 139 783 above
12 Slide pin 08.560 through gearshift housing needle bush 08.440 and drive valve lever
and take off. 08.410 slightly down.
CAUTION 17 Remove needle bush 08.440.

Securing rings 08.380 must not be overstretched -
use adjustable pliers. 18 Remove pin 08.450.
13 Snap out bottom securing ring 08.380. 19 Remove gearshift shaft 08.150 out of gearshift
housing in direction indicated by arrow and
14 Remove cylindrical pin 08.370 and if in so doing, take off valve lever 08.410 and
necessary remove remaining securing ring lever 08.490.
08.380.
NOTE
Inspect gearshift shaft bores and level any
raised edges.
1324 751 101 - 2009-10 2-4

9 S 1110 TD
20 Take pin 08.430 out of valve lever, do not

remove bottom needle bush. If the needle 49.030
49.020
bush is defective, replace valve lever and
needle bush in full. 49.010
49.020
21 Fit plastic mandrel to hollow shaft 08.300 and
drive out of gearshift housing with hollow
shaft, bush 08.100, and shaft sealing ring
08.130. Slide hollow shaft out of gearshift
housing and take off driver 08.350 in the
process.
08.150
22 If necessary, remove cylindrical pin 08.080.
024851
23 Use pliers to remove V-shaped ring 49.030

from gearshift shaft 08.150. 49.404
49.060
24 Remove washers 49.020 and compression
spring 49.010 from gearshift shaft. 49.050
Version with combination detent (Fig. 031298) 49.010

23a Remove V-ring 49.404 from gearshift shaft
using pliers. 49.040
49.020
24a Remove washer 49.060, bush 49.050,
compression springs 49.010, 49.040, and
washer 49.020 from the gearshift shaft.
031298
25 Remove V-shaped ring 11.080 from selector

shaft 11.070. 11.090
11.060
26 Drive selector shaft 11.070 out of transmission
cover in direction indicated by arrow and
remove shaft sealing ring 11.090 at the same
time.
27 Take selector lever 11.050 out of housing

cover.
11.070
28 If necessary, remove needle sleeve 11.060
from housing cover.
11.050
11.080
024852
1324 751 101 - 2009-10 2-5

9 S 1110 TD
2.1.2.2 Assembling gearshift housing

11.090
1 If necessary, insert needle sleeve 11.060 into
11.060
housing cover (until it is flush).
2 Insert selector lever 11.050 in housing cover.
3 Insert selector lever 11.070 in housing cover

in direction indicated by arrow and insert
selector lever.
11.070
4 Insert V-shaped ring 11.080 into selector shaft.
11.050
5 Insert shaft sealing ring 11.090 firmly home to
correct position, using a little grease. 11.080
024852
6 Fit washers 49.020 and compression spring

49.010 on gearshift shaft 08.150. 49.030
49.020
7 Use pliers to snap V-shaped ring 49.030 into 49.010

gearshift shaft. 49.020
08.150
024851
Version with combination detent (Fig. 031298)
6a Fit washer 49.020, compression springs 49.404
49.010, 49.040, bush 49.050, and washer
49.060
49.060 to the gearshift shaft.
49.050
7a Use pliers to snap V-ring 49.404 onto gearshift
shaft. 49.010
49.040
49.020
031298
1324 751 101 - 2009-10 2-6

9 S 1110 TD
11.020
08.530 08.800 08.440

08.150 08.540
08.450
08.560
08.430
08.100
08.130
08.410
08.010
08.490
08.380
08.370
08.080
08.350
08.300
08.380
024850
8 Guide driver 08.350 into gearshift housing. NOTE

Slide hollow shaft 08.300 into correct position Cylindrical pin 08.430 must mesh with the
in gearshift housing and driver. gearshift shaft. Position gearshift shaft and
hollow shaft.
9 Press bush 08.100 flush into housing with tool
1X56 137 135 and/or 1X56 138 548. 14 Insert cylindrical pin 08.450 and drive in new
needle sleeve 08.440 (flush). Check ease of
10 Press in shaft sealing ring 08.130 until home movement of the gearshift shaft.
using grease.
CAUTION
11 Insert cylindrical pin 08.430 into valve lever Circlips 08.380 must not be overstretched - use
08.410. If necessary, press in cylindrical pin adjustable pliers.
08.080.
15 Snap in top circlip 08.380 on pin 08.370 and
12 Fit valve lever 08.410 and lever 08.490 in inset in driver and gearshift shaft. Insert
gearshift housing on hollow shaft. bottom circlip 08.380.
13 Guide gearshift shaft 08.150 into hollow shaft 16 Insert pin 08.560 to stop in housing and lock
in direction indicated by arrow. with pin 08.530. Insert locking pawl 08.540.
17 Fit seal 08.800 and pre-assembled cover

11.020.
1324 751 101 - 2009-10 2-7

9 S 1110 TD
11.120
11.110
11.120
11.100
09.014
09.310 09.270
09.290
09.280
71.110
49.070 08.890
49.080 09.580
71.130
09.250 09.040
09.010
08.010
08.930
08.940
08.870
08.860
08.470
024848
18 Fit lock 09.280, spring 09.290, and screw plug 21 Screw neutral switch 09.270 onto valve block
09.310 with new sealing ring on gearshift with new sealing ring and tighten.
housing and tighten. Tightening torque = 45 Nm
22 Screw pressure switch 09.580 onto valve
19 Insert tappet 09.040 and pin 09.250 in block and tighten.
gearshift housing with grease. Tightening torque = 23 Nm
20 Fit valve block 09.010 with hex bolts 09.014 23 Insert ring 49.080 in gearshift housing and
on gearshift housing. snap V-shaped ring 49.070 into gearshift
Tightening torque = 23 Nm housing.
1324 751 101 - 2009-10 2-8

9 S 1110 TD
24 Fit cover 71.110 to housing with hex bolts

71.130 and tighten.
25 Fit shift lever 08.940 (depending on parts list)

with cover cap 08.930 on gearshift shaft.
26 Attach roller 08.470 to valve lever with grease.
27 Insert blocking piece 08.860 in transmission

housing with grease.
NOTE
• For fitting Servoshift unit, also see
Chapter 2.1
• For fitting complete shift system to
transmission, also see Chapter 2.5.
28 Attach protective cap 11.100 and selector

lever 11.110 to selector shaft and tighten with
hex nut 11.120.
1324 751 101c - 2010-05 2-9

9 S 1110 TD
2.1.2.3 Selector patterns

Shift turret, standard superimposed H
shift system
Selector pattern I
Allocation of spring packages Q1.
024821
Q1
024822
1324 751 101 - 2009-10 2-10

9 S 1110 TD
Selector patterns
Shift turret, standard superimposed H shift
system with combination detent
Selector pattern I
031296
Q1
031297
Neutral position, 1st/2nd gear Q1 49.010 49.020
49.040
49.070
49.404
49.050
033411
1324 751 101 - 2009-10 2-11

9 S 1110 TD
2.1.3 Gearshift housing (gate-dependent)
2.1.3.1 Removal and disassembly
11.120
11.110
11.120
11.100
09.014
09.310 09.270
09.290
09.280
71.110
49.070 08.890
49.080 09.580
71.130
09.250 09.040
09.010
08.010
08.930
08.940
08.870
08.860
08.470
024848
1324 751 101 - 2009-10 2-12

9 S 1110 TD
1 Loosen hex nut 11.120 and take off selector 9 Remove V-shaped ring 49.070 and ring 49.080
lever 11.110 with protective cap 11.100. from housing.
NOTE
The selector lever covers a hex bolt.
Therefore the shift system cannot be removed
before the selector lever has been removed
first.
2 Loosen hex bolts 08.890 and take off shift

turret 08.010 with seal 08.870. Take roller
08.470 off valve lever. Take blocking part
08.860 off transmission.
NOTE
• For removal of the Servoshift,
see Chapter 2.1.
3 Loosen shift lever 08.940, depending on parts

list) and remove with protective cap 08.930.
NOTE
4 Loosen hex bolts 09.014 and take off with

valve block 09.010.
NOTE
Seal may stick to shift housing. Remove it
block. Do not disassemble valve block
further – complete component.
5 If necessary, loosen neutral switch 09.270

with sealing ring and pressure switch 09.580
and take off.
6 Remove tappet 09.040 and pin 09.250 from

gearshift housing.
7 Loosen screw plug 09.310 and sealing ring

and lock 09.280.
8 Loosen hex bolts 71.130 and take off cover

71.110.
1324 751 101 - 2009-10 2-13

9 S 1110 TD
08.320
11.020
08.530 08.800 08.440

08.540
08.450
08.560
08.150 08.430
08.100
08.130
08.410
08.010
08.490
08.380
08.370
08.080
08.350
08.300
08.380
032236_1
10 Take off cover 11.020 and seal 08.800. 16 Slide hollow shaft 08.300 towards sealing
cover.
17 Fit impact adapter 1X25 139 783 above
12 Slide pin 08.560 through gearshift housing needle bush 08.440 and drive valve lever
and take off. 08.410 slightly down.
CAUTION 18 Remove needle bush 08.440.

Securing rings 08.380 must not be overstretched -
use adjustable pliers. 19 Remove pin 08.450.
13 Snap out bottom securing ring 08.380. 20 Remove gearshift shaft 08.150 out of gearshift
housing in direction indicated by arrow and
14 Remove cylindrical pin 08.370 and if in so doing, take off valve lever 08.410 and
necessary remove remaining securing ring lever 08.490.
08.380.
NOTE
15 Remove pin 08.320. Inspect gearshift shaft bores and level any
raised edges.
1324 751 101 - 2009-10 2-14

9 S 1110 TD

remove bottom needle bush. If the needle
bush is defective, replace valve lever and
needle bush in full.
22 Fit plastic mandrel to hollow shaft 08.300 and

shaft, bush 08.100, and shaft sealing ring
08.130. Slide hollow shaft out of gearshift
housing and take off driver 08.350 in the
process.

49.404
49.060
49.050
from gearshift shaft.
49.010
25 Remove washer 49.060, bush 49.050, compres-

49.040
sion springs 49.010, 49.040, and washer
49.020 from the gearshift shaft. 49.020
08.150
032235_1
26 Remove V-shaped ring 11.080 from selector

shaft 11.070. 11.090
11.060
27 Drive selector shaft 11.070 out of transmission
cover in direction indicated by arrow and
remove shaft sealing ring 11.090 at the same
time.

cover.
11.070
29 If necessary, remove needle sleeve 11.060
from housing cover.
11.050
11.080
024852
1324 751 101 - 2009-10 2-15

9 S 1110 TD
2.1.3.2 Assembling gearshift housing

11.090
1 If necessary, insert needle sleeve 11.060 into
11.060
housing cover (until it is flush).
3 Insert selector lever 11.070 in housing cover

in direction indicated by arrow and insert
selector lever.
11.070
4 Insert V-shaped ring 11.080 into selector shaft.
11.050
5 Insert shaft sealing ring 11.090 firmly home to
correct position, using a little grease. 11.080
024852
6 Fit washer 49.020, compression springs 49.404

49.010, 49.040, bush 49.050, and washer
49.060
49.060 to gearshift shaft.
49.050
7 Use pliers to snap V-shaped ring 49.404 into
49.040
49.020
08.150
032235_1
1324 751 101 - 2009-10 2-16

9 S 1110 TD
08.320
11.020
08.530 08.800 08.440

08.540
08.450
08.560
08.150 08.430
08.100
08.130
08.410
08.010
08.490
08.380
08.370
08.080
08.350
08.300
08.380
032236_1
8 Guide driver 08.350 into gearshift housing. 14 Insert cylindrical pin 08.450 and drive in new
Slide hollow shaft 08.300 into correct position needle sleeve 08.440 (flush). Check ease of
in gearshift housing and driver. movement of the gearshift shaft.
9 Press bush 08.100 flush into housing with tool CAUTION

1X56 137 135 and/or 1X56 138 548. Circlips 08.380 must not be overstretched - use
adjustable pliers.
10 Press in shaft sealing ring 08.130 until home
using grease. 15 Snap in top circlip 08.380 on pin 08.370 and
inset in driver and gearshift shaft. Insert
11 Insert cylindrical pin 08.430 into valve lever bottom circlip 08.380.
08.410. If necessary, press in cylindrical pin
08.080. 16 Insert pin 08.320 in hollow shaft and gearshift
shaft.
12 Fit valve lever 08.410 and lever 08.490 in
gearshift housing on hollow shaft. 17 Insert pin 08.560 to stop in housing and lock
with pin 08.530. Insert locking pawl 08.540.
13 Guide gearshift shaft 08.150 into hollow shaft
in direction indicated by arrow. 18 Fit seal 08.800 and pre-assembled cover
11.020.
NOTE
Cylindrical pin 08.430 must mesh with the
gearshift shaft. Position gearshift shaft and
hollow shaft.
1324 751 101 - 2009-10 2-17

9 S 1110 TD
11.120
11.110
11.120
11.100
09.014
09.310 09.270
09.290
09.280
71.110
49.070 08.890
49.080 09.580
71.130
09.250 09.040
09.010
08.010
08.930
08.940
08.870
08.860
08.470
024848
19 Fit lock 09.280, spring 09.290, and screw plug 22 Screw neutral switch 09.270 onto valve block
09.310 with new sealing ring on gearshift with new sealing ring and tighten.
housing and tighten. Tightening torque = 45 Nm
23 Screw pressure switch 09.580 onto valve
20 Insert tappet 09.040 and pin 09.250 in block and tighten.
gearshift housing with grease. Tightening torque = 23 Nm
21 Fit valve block 09.010 with hex bolts 09.014 24 Insert ring 49.080 in gearshift housing and
on gearshift housing. snap V-shaped ring 49.070 into gearshift
Tightening torque = 23 Nm housing.
1324 751 101 - 2009-10 2-18

9 S 1110 TD
25 Fit cover 71.110 to housing with hex bolts

71.130 and tighten.

with cover cap 08.930 on gearshift shaft.
27 Attach roller 08.470 to valve lever with grease.
28 Insert blocking piece 08.860 in transmission

housing with grease.
NOTE
• For fitting Servoshift unit, also see
Chapter 2.1
• For fitting complete shift system to
transmission, also see Chapter 2.5.
29 Attach protective cap 11.100 and selector

lever 11.110 to selector shaft and tighten with
hex nut 11.120.
1324 751 101c - 2010-05 2-19

9 S 1110 TD
2.1.3.3 Selector patterns

Shift turret, gate-dependent super-
imposed H shift system with combination
detent
Selector pattern I
032234_1
Q1
031297
Neutral position, 1st/2nd gear Q1 49.010 49.020
49.040
49.070
49.404
49.050
033411
1324 751 101 - 2009-10 2-20

9 S 1110 TD
2.1.4 Valve block variants

E13 - Superimposed H
1 Supply pressure
2 Air distributor
3 Neutral switch
4 R/C Hi ratio
5 R/C Lo ratio
6 Servoshift (if fitted)
7 S/G (screw plug)
8 Central electrical connection
E13 - 7 pins 5 3
E13MP - 4 pins
9 Control pressure, switch button 8 4
1 2 6 7
031299
E13 MP - Superimposed H without air distributor
4 5 3
8
9
1
031300
E13 MP Superimposed H with air distributor
4 5 3
9 8
1 2
031301
1324 751 101 - 2009-10 2-21

2-22
9 S 1110 TD
2.2 Superimposed H shift system with linkage shift system, without servo unit
(drawing no. 1324 173 002)
71.170
71.170
71.160
71.154
71.190
031307
2.2.1 Cover
Removal Fitting
1 Loosen detent plunger 71.190 and take off 1 Fit cover 71.154 and new gasket 71.160 to
with sealing ring. shift turret.
2 Unfasten hex bolts 71.170. 2 Insert hex bolts 71.170 and tighten.
3 Remove cover 71.154 and gasket 71.160.
3 Install detent plunger 71.190 in cover with
new gasket and tighten down.
1324 751 101c - 2010-05 2-23

9 S 1110 TD
09.330*
09.014 09.270
09.330* 09.310
09.290
09.340 09.280
08.890
49.070
71.130
09.090
71.110
09.250 09.040
09.010
08.930
07.260*
08.870
08.860
07.250
* depending on the parts list
031304
2.2.2 Removing and dismantling gearshift

housing
1 Unfasten hex bolts 08.890 and remove shift 4 If necessary, loosen neutral switch 09.270
turret 08.010 with gasket 08.870. Remove with sealing ring and pressure switch 09.580
blocking piece 08.860 from transmission. and remove.
NOTE 5 Remove tappet 09.040 and pin 09.250 from

Removal of cover, refer to Chapter 2.2.1. gearshift housing.
2 Loosen shift lever (07.250, depending on parts 6 Unfasten switch 09.330, remove with sealing
list) and remove with protective cap 08.930. ring and pin 09.340, and/or unfasten and
remove screw plug 09.330.
NOTE
Mark shift lever position. 7 Loosen screw plug 09.310 and sealing ring
3 Loosen hex bolts 09.014 and take off with and lock 09.280.
valve block 09.010.
8 Unfasten hex bolts 71.130 and remove cover
NOTE
71.110 with gasket 71.120.
Gasket may stick to shift housing. Remove it
9 Remove V-shaped ring 49.070 and ring 49.080
block. Do not disassemble valve block further
from housing.
– complete component!
1324 751 101 - 2009-10 2-24

9 S 1110 TD
08.810
08.530 08.800
08.150 08.540
08.560
08.100
08.130
08.010
08.494
08.380
08.370
08.080
08.350
08.300
08.380
031302
10 Remove cover 08.810 and gasket 08.800. 15 Slide hollow shaft 08.300 towards sealing
cover.
16 Remove selector shaft 08.150 from shift
12 Slide pin 08.560 through gearshift housing housing in direction of arrow and remove
and remove. lever 08.494 at the same time.
CAUTION NOTE
Securing rings 08.380 must not be overstretched – Inspect gearshift shaft bores and level any
use adjustable pliers. raised edges.
13 Snap out bottom securing ring 08.380. 17 Fit plastic mandrel to hollow shaft 08.300 and
14 Remove cylindrical pin 08.370 and if shaft, bush 08.100, and shaft sealing ring
necessary remove remaining securing ring 08.130. Slide hollow shaft out of gearshift
08.380. housing and take off driver 08.350 in the
process.
1324 751 101 - 2009-10 2-25

9 S 1110 TD
19 Remove V-Ring 49.404 from gearshift shaft

49.060
20 Remove washer 49.060, bush 49.050, 49.050
compression springs 49.010, 49.040, and
49.010
washer 49.020 from the gearshift shaft.
49.040
49.020
08.150
031303
1324 751 101 - 2009-10 2-26

9 S 1110 TD
2.2.3 Assembling gearshift housing

49.404
49.010, 49.040, bush 49.050, and washer 49.050
49.060 to gearshift shaft. 49.010
2 Use pliers to snap V-shaped ring 49.404 into 49.040

08.150
031303
1324 751 101 - 2009-10 2-27

9 S 1110 TD
08.810
08.530 08.800
08.150 08.540
08.560
08.100
08.130
08.010
08.494
08.380
08.370
08.080
08.350
08.300
08.380
031302
3 Guide driver 08.350 into gearshift housing. CAUTION

Slide hollow shaft 08.300 into correct Retaining rings 08.380 must not be overstretched –
position in gearshift housing and driver. use adjustable pliers.
4 Press bush 08.100 using tool 1X56 137 135 9 Snap in top circlip 08.380 on pin 08.370 and
and/or 1X56 138 548 flush into housing. inset in driver and gearshift shaft. Insert
bottom circlip 08.380.
5 Apply grease to shaft sealing ring 08.130 and
press firmly home. 10 Insert pin 08.560 to stop in housing
and lock with pin 08.530. Insert locking pawl
6 If necessary, press in cylindrical pin 08.080. 08.540.
7 Fit lever 08.494 on hollow shaft in gearshift 11 Fit new gasket 08.800 and cover 08.810.
housing.
8 Guide selector shaft 08.150 into hollow shaft

(in direction of arrow).
1324 751 101 - 2009-10 2-28

9 S 1110 TD
09.330*
09.014 09.270
09.330* 09.310
09.290
09.340 09.280
08.890
49.070
71.130
09.090
71.110
09.250 09.040
09.010
08.930
07.260*
08.870
08.860
07.250
031304
12 Fit lock 09.280, spring 09.290 , and screw 18 Install cover 71.110 with new gasket 71.120
plug 09.310 with new sealing ring on to housing with hex bolts 71.130 and tighten
gearshift housing and tighten. down.
13 Insert tappet 09.040 and pin 09.250 in 19 Install pin 09.340 and switch 09.330 and/or
gearshift housing with grease. screw plug 09.330 in cover with new gasket
and tighten down.
14 Fit valve block 09.010 with hex bolts 09.014 Tightening torque, switch = 45 Nm
on gearshift housing. Tightening torque, screw = 35 Nm
15 Screw in neutral switch 09.270 with new with cover cap 08.930 to shift lever.
sealing ring in valve block and tighten down. Tightening torque = 49 Nm
21 Apply grease to blocking piece 08.860 and
16 Screw pressure switch 09.580 onto valve insert in transmission housing.
block and tighten down.
Tightening torque = 23 Nm NOTE
• For fitting cover, see Chapter 2.2.1
17 Snap the V-ring 49.070 into the gearshift • For fitting complete shift system to
housing. transmission, see Chapter 2.5.
1324 751 101 - 2009-10 2-29

9 S 1110 TD
2.2.4 Selector patterns for

shift turret with superimposed H shift pat-
tern
Shift pattern I
Configuration of spring packages Q1.
031305
Q1
031306
1324 751 101c - 2009-10 2-30

9 S 1110 TD
2.3 Double H shift system with cable control, with gate-dependent servo unit, selector output to
the right (drawing no. 1324 172 037)
71.180
71.170
71.160
71.150
1
2
032744
1 Loosen hex head screws 71.170 and 71.180. 1 Insert compression spring (1) in servo unit.
2 Remove pneumatic servo unit 71.150 with 2 Fit pneumatic servo unit 71.150 with new seal
seal 71.160 and compression spring (1). 71.160 to shift turret.
NOTE 3 Insert hex head screws 71.170 and 71.180 and

• Compression spring (1) is placed loosely in tighten.
the pneumatic servo unit. Tightening torque = 23 Nm
• Do not disassemble servo unit further,
complete component. NOTE
Insert hex head screws 71.180 with Loctite no.
574 sealing compound.
Order no.: Compression spring (1)
0501 318 490
Detent (2) 0501 319 920
1324 751 101d - 2011-01 2-31

9 S 1110 TD
2.3.2 Gearshift housing 9 If necessary, use suitable punch to drive

bearing bush 70.120, shaft sealing ring 70.130,
Removal and dismantling and scraper 70.150 out of gearshift cover
70.010.
1 Loosen hex nut 11.120 and remove selector
lever 11.110 with protective cap11.100.
NOTE
Depending on the version, the selector lever
conceals a hex head screw. Shift system can be
removed only once selector lever has been
detached.
2 Loosen hex head screws 07.030 through

07.058 and remove shift turret 07.010 with
seal 07.020. Remove roller 07.420 from valve
lever.
NOTE
For removal of Servoshift, refer to Chapter
2.3.1
3 Loosen hex head screws 07.610 and remove

them together with shut-off 07.600.
4 Remove ball roller 07.604 and O-ring 07.620.
NOTE
Do not disassemble shut-off valve further,
complete component.
5 Loosen screw plugs 07.190 with sealing ring

and remove together with springs 49.180 and
catch bolt (detent) 07.180.

catch bolt 07.200.
7 Unsnap V-ring 07.740 and remove detent

07.730 and O-ring from gearshift housing.
NOTE
For new O-ring, refer to consumables.
8 Remove protective cap 07.240, loosen hex

head screws 70.320 and take off cover 70.010
and seal 70.310.
1324 751 101c - 2010-05 2-32

9 S 1110 TD
07.190
07.030-
07.058 49.180
07.180
49.190
70.150 11.120 07.200
70.130
70.010
11.110 07.210
70.120
07.240 70.310 11.120
07.610
07.600
11.100
07.604
70.320
07.620
07.180
07.190 49.180
49.190
07.010
07.730
07.200
07.740
07.210
07.020
07.420
032749
1324 751 101c - 2010-05 2-33

9 S 1110 TD
70.470 07.440
07.450
07.352
07.400
07.350 07.430
07.700
11.020 70.300
07.234
70.460 07.410
07.230 70.510
07.320
07.314
07.310
07.300
07.540
07.540
07.340
07.232
07.352
032750
10 Loosen screws 70.470 and remove them 16 Remove needle bush 07.440 with extractor
together with cover11.020 and seal 70.460. 1X56 138 605.
11 Remove shift lock 70.510 and pin 07.234. 17 Remove pin 07.450.
CAUTION 18 Remove gearshift shaft 07.230 from gearshift

Securing rings 07.352 must not be overstretched – housing in direction of arrow and take off
use adjustable pliers. valve lever 07.400, lever 07.430, and pins
07.540.
12 Unsnap lower securing ring 07.352.
NOTE
13 Remove cylindrical pin 07.350 and, if Inspect gearshift shaft bores and level any
necessary, remove remaining securing ring raised edges.
07.352.
14 Push hollow shaft 07.232 towards cover. remove lower needle bush. If the needle bush
is defective, replace valve lever and needle
15 Position impact adapter 1X25 139 783 over bush as a complete set.
needle bush 07.440 and drive valve lever
07.400 slightly downwards. 20 Drive out bush 07.700 and sealing cover
70.300 from gearshift housing using the
hollow shaft 07.232.
1324 751 101c - 2010-05 2-34

9 S 1110 TD
NOTE
For better removal of the hollow shaft 07.232,
place suitable washer (1) on the hollow shaft
and use suitable plastic punch (2) and hollow
shaft to drive bush and sealing cover out of
the housing. 2
21 Push hollow shaft out of gearshift housing and

take off detent component 07.340, driver
07.320, ring 07.314, driver 07.310 and driver 1
07.300.
07.232
032770
22 Use pliers to remove V-ring 49.500 from gear-

shift shaft 07.230. 49.500
49.390
23 Remove washer 49.390, compression spring 49.400

49.400, and washer 49.370 from the gearshift 49.370
shaft.
07.230
032745
24 Remove V-ring 11.080 from the selector shaft

11.070. 11.090
25 Push selector shaft 11.070 out of the housing 11.060
cover in the direction of arrow and remove

shaft sealing ring 11.090.

cover.
27 If necessary, remove needle bush 11.060 from

11.070
the housing cover.
11.050
11.080
032746
1324 751 101c - 2010-05 2-35

9 S 1110 TD

11.090
NOTE
11.060
Use suitable threaded pins as guiding devices
to install covers with new seals.
1 If necessary, insert needle bush 11.060 into

the housing cover until it is flush.
11.070
3 Insert selector shaft 11.070 into housing cover
in direction of arrow as well as selector lever. 11.050
11.080
4 Insert V-ring 11.080 into selector shaft.
032746
5 Insert greased shaft sealing ring 11.090 in

correct position until it is firmly home (axial
49.500
abutment). 49.390
49.400
6 Fit washer 49.370, compression spring 49.400, 49.370
and washer 49.390 onto gearshift shaft 07.230.
7 Use pliers to snap in V-ring 49.500 on

gearshift shaft.
07.230
032745
8 Insert driver 07.320, ring 07.314, driver

07.310, and driver 07.300 into gearshift
07.310
housing. Slide hollow shaft 07.232 in correct 07.320
position into gearshift housing and driver;
refer to figure 032768 (view from above).
9 Insert detent component 07.340 in gearshift 07.300

housing and push hollow shaft through.
07.314
10 Press bush 07.700 into housing until it is flush
using mounting adapter 1X56 137 135 and
press sealing cover 70.300 onto the housing.
Detent component Servo unit
032768
1324 751 101c - 2010-05 2-36

9 S 1110 TD
70.470 07.440
07.450
07.352
07.400
07.350 07.430
07.700
11.020 70.300
07.234
70.460 07.410
07.230 70.510
07.320
07.314
07.310
07.300
07.540
07.540
07.340
07.232
07.352
032750
11 Insert gearshift shaft 07.230 into hollow shaft 16 Drive pin 07.234 into housing until it is firmly
in the direction of arrow and insert pins home (axial abutment).
07.540.
CAUTION
12 Insert cylindrical pin 07.410 into valve lever Securing rings 07.352 must not be overstretched –
07.400. use adjustable pliers.
13 Fit valve lever 07.400 and lever 07.430 onto 17 Snap in upper securing ring 07.352 at pin
hollow shaft in the gearshift housing. 07.350 and insert into hollow shaft, gearshift
shaft, and detent component. Insert lower
14 Insert gearshift shaft 07.230 through the securing ring 07.352.
hollow shaft.
18 Insert shift lock 70.510 in correct position.
NOTE
Cylindrical pin 07.410 must engage with 19 Place new seal 70.460 and cover 11.020 on
gearshift shaft. Position gearshift shaft and the housing.
hollow shaft.
20 Insert hex head screws 70.470 with washers
15 Insert cylindrical pin 07.450 and drive in new and tighten.
needle bush 07.440 until it is flush. Check Tightening torque = 23 Nm
ease of movement of the gearshift shaft.
1324 751 101c - 2010-05 2-37

9 S 1110 TD
07.190
07.030-
07.058 49.180
07.180
49.190
70.150 11.120 07.200
70.130
70.010
11.110 07.210
70.120
07.240 70.310 11.120
07.610
07.600
11.100
07.604
70.320
07.620
07.180
07.190 49.180
49.190
07.010
07.730
07.200
07.740
07.210
07.020
07.420
032749
21 Press bush 70.120 into gearshift cover until it 1X56 137 134; fix cover 70.010 using hex
is flush using mounting adapter 1X56 119 916. head screws 70.320 and washers.
22 Press greased shaft sealing ring 70.130 in
correct position into gearshift cover until it is 25 Position protective cap 70.240 over gearshift
firmly home (axial abutment) using mounting shaft and gearshift cover and secure with
adapter 1X56 119 916. plastic cap.
23 Insert scraper 70.150 until it is firmly home 26 Insert ball rollers 07.604 and greased O-ring
with shaft sealing ring (axial abutment) using 07.620 in the shut-off valve 07.600.
mounting adapter 1X56 119 916.
27 Attach shut-off valve to the gearshift using
24 Press gearshift cover with new seal 70.310 hex head screws 07.610.
onto the housing until it is firmly home Tightening torque = 23 Nm
(axial abutment) using protective sleeve
1324 751 101c - 2010-05 2-38

9 S 1110 TD
28 R-gear (Figure 032837, view from above):

Group/Assembly R gear
Install catch bolt 07.200, springs 49.190, and
screw plugs 07.210 with new sealing rings in
the gearshift housing and tighten.
29 Group (Figure 032768, view from above):

the gearshift housing and tighten.
30 Insert detent 07.730 with new, greased

O-ring into gearshift housing and snap in
V-ring 07.740.
Gearshift cover Detent
component
NOTE
032837
31 Place greased roller 07.420 onto valve lever.
NOTE
• For installation of Servoshift, refer to
Chapter 2.3.1.
• For installation of complete shift system,
refer to Chapter 2.5.
32 Fit protective cover 11.100 and selector lever

11.110 onto selector shaft and fix with hex
nut 11.120.
1324 751 101c - 2010-05 2-39

9 S 1110 TD
2.3.4 Selector patterns

Double H shift system shift turret with
gate-dependent servo unit
Selector pattern I
Arrangement of Q1 spring assemblies
032747
Q1
032748
1324 751 101c - 2010-05 2-40

9 S 1110 TD
2.4 Double H shift system with cable control, with gate-dependent servo unit, selector output to
the left (drawing no. 1324 172 036)
71.180
71.170
71.160
71.150
1
2 * depending on the parts list
033406
1 Loosen hex head screws 71.170 and 71.180. 1 Insert compression spring (1) in servo unit.
2 Remove pneumatic servo unit 71.150 with 2 Fit pneumatic servo unit 71.150 with new seal
seal 71.160 and compression spring (1). 71.160 to shift turret.
NOTE 3 Insert hex head screws 71.170 and 71.180 and

• Compression spring (1) is placed loosely in tighten.
the pneumatic servo unit. Tightening torque = 23 Nm
• Do not disassemble servo unit further,
complete component. NOTE
Insert hex head screws 71.180 with Loctite no.
574 sealing compound.
Order no.: Compression spring (1)
0501 318 490
Detent (2) 0501 319 920
1324 751 101d - 2011-01 2-41

9 S 1110 TD
2.4.2 Gearshift housing 9 Loosen hex head screws 70.320 and remove
cover 70.010 with seal 70.310.
Removal and dismantling
10 If necessary, remove the bearing bush 70.120
1 Loosen hex nut 11.120 and remove selector from the gearshift cover 70.010.
lever 11.110 with protective cap11.100.
NOTE
Depending on the version, the selector lever
conceals a hex head screw. Shift system can be
removed only once selector lever has been
detached.
2 Loosen hex head screws 07.030 through

07.058 and remove shift turret 07.010 with
seal 07.020. Remove roller 07.420 from valve
lever.
NOTE
For removal of Servoshift, refer to Chapter
2.4.1
3 Loosen hex head screws 07.610 and remove

them together with shut-off 07.600.
4 Remove ball roller 07.604 and O-ring 07.620.
NOTE
Do not disassemble shut-off valve further,
complete component.

catch bolt (detent) 07.180.

catch bolt 07.200.
7 Unsnap V-ring 07.740 and remove detent

07.730 and O-ring from gearshift housing.
NOTE
8 Loosen hexagon nut 07.260 and remove

together with selector lever 07.250 and
protective cap 07.240.
1324 751 101d - 2011-01 2-42

9 S 1110 TD
07.190
07.030-
07.058
49.180
07.180
11.120 49.190
70.010 07.200
11.110
70.120
70.310 11.120 07.210
07.610
11.100 07.600
70.320
07.604
07.620
07.180
07.190 49.180
49.190
07.010
07.200 07.730
07.740
07.210 07.240
07.020 07.250
07.260
07.420
033407
1324 751 101d - 2011-01 2-43

9 S 1110 TD
70.470 07.440
07.450
07.352
07.400
07.350 07.430
07.700
11.020 07.550
07.234
07.720
70.460 07.410
70.510
07.320
07.230 07.314
07.310
07.300
07.540
07.540
07.340
07.232
07.352
033408
11 Loosen screws 70.470 and remove them 18 Remove pin 07.450.

together with cover11.020 and seal 70.460.
19 Remove gearshift shaft 07.230 from gearshift
12 Remove shift lock 70.510 and pin 07.234. housing in direction of arrow and take off
valve lever 07.400, lever 07.430, and pins
CAUTION 07.540.
Securing rings 07.352 must not be overstretched –
use adjustable pliers. NOTE
Inspect gearshift shaft bores and level any
13 Unsnap lower securing ring 07.352. raised edges.
14 Remove cylindrical pin 07.350 and, if 20 Take pin 07.410 out of valve lever, do not
necessary, remove remaining securing ring remove lower needle bush. If the needle bush
07.352. is defective, replace valve lever and needle
bush as a complete set.
15 Push hollow shaft 07.232 towards cover.
21 To be driven out of the gearshift housing: hol-
16 Position impact adapter 1X25 139 783 over low shaft 07.232, bush 07.550, and shaft sea-
needle bush 07.440 and drive valve lever ling ring 70.720.
07.400 slightly downwards.
17 Remove needle bush 07.440 with extractor

1X56 138 605.
1324 751 101d - 2011-01 2-44

9 S 1110 TD
NOTE
For better removal of the hollow shaft 07.232,
place suitable washer (1) on the hollow shaft
and use suitable plastic punch (2) and hollow
shaft to drive bush and sealing cover out of
the housing. 2
22 Push hollow shaft out of gearshift housing and

take off detent component 07.340, driver
07.320, ring 07.314, driver 07.310 and driver 1
07.300.
07.232
032770
23 Use pliers to remove V-ring 49.500 from gear-

49.500
shift shaft 07.230. 49.390
49.400
24 Remove washer 49.390, compression springs
49.400, 49.402, and washer 49.370 from the 49.402
07.230
033409
25 Remove V-ring 11.080 from the selector shaft

11.070. 11.090
26 Push selector shaft 11.070 out of the housing 11.060
cover in the direction of arrow and remove

shaft sealing ring 11.090.

cover. 11.020
28 If necessary, remove needle bush 11.060 from

11.070
the housing cover.
11.050
11.080
033410
1324 751 101d - 2011-01 2-45

9 S 1110 TD

11.090
NOTE
11.060
Use suitable threaded pins as guiding devices
to install covers with new seals.
1 If necessary, insert needle bush 11.060 into

the housing cover until it is flush.
11.020
11.070
3 Insert selector shaft 11.070 into housing cover
in direction of arrow as well as selector lever. 11.050
11.080
4 Insert V-ring 11.080 into selector shaft.
033410
5 Insert greased shaft sealing ring 11.090 in

correct position until it is firmly home (axial 49.500
49.390
abutment).
49.400
49.402, 49.400 and washer 49.390 onto gear- 49.370
shift shaft 07.230.
7 Use pliers to snap in V-ring 49.500 on

gearshift shaft.
07.230
033409
8 Insert driver 07.320, ring 07.314, driver

07.310, and driver 07.300 into gearshift
07.310
housing. Slide hollow shaft 07.232 in correct 07.320
position into gearshift housing and driver;
refer to figure 032768 (view from above).
9 Insert detent component 07.340 in gearshift 07.300

housing and push hollow shaft through.
07.314
10 Press bush 07.700 flush into housing using
adapter 1X56 137 135.
11 Press bush 07.550 flush into housing with tool

1X56 137 135 and/or 1X56 138 548. Detent component Servo unit
032768
1324 751 101d - 2011-01 2-46

9 S 1110 TD
70.470 07.440
07.450
07.352
07.400
07.350 07.430
07.700
11.020 07.550
07.234
07.720
70.460 07.410
70.510
07.320
07.230 07.314
07.310
07.300
07.540
07.540
07.340
07.232
07.352
033408
12 Apply grease to shaft sealing ring 07.720 and 18 Drive pin 07.234 into housing until it is firmly
press firmly home. home (axial abutment).
13 Insert gearshift shaft 07.230 into hollow shaft CAUTION

in the direction of arrow and insert pins Securing rings 07.352 must not be overstretched –
07.540. use adjustable pliers.
14 Insert cylindrical pin 07.410 into valve lever 19 Snap in upper securing ring 07.352 at pin
07.400. 07.350 and insert into hollow shaft, gearshift
shaft, and detent component. Insert lower
15 Fit valve lever 07.400 and lever 07.430 onto securing ring 07.352.
hollow shaft in the gearshift housing.
20 Insert shift lock 70.510 in correct position.
16 Insert gearshift shaft 07.230 through the
hollow shaft. 21 Place new seal 70.460 and cover 11.020 on
the housing.
NOTE
Cylindrical pin 07.410 must engage with 22 Insert hex head screws 70.470 with washers
gearshift shaft. Position gearshift shaft and and tighten.
hollow shaft. Tightening torque = 23 Nm
17 Insert cylindrical pin 07.450 and drive in new

needle bush 07.440 until it is flush. Check
ease of movement of the gearshift shaft.
1324 751 101d - 2011-01 2-47

9 S 1110 TD
07.190
07.030-
07.058
49.180
07.180
11.120 49.190
70.010 07.200
11.110
70.120
70.310 11.120 07.210
07.610
11.100 07.600
70.320
07.604
07.620
07.180
07.190 49.180
49.190
07.010
07.200 07.730
07.740
07.210 07.240
07.020 07.250
07.260
07.420
033407
23 Press bush 70.120 into gearshift cover until it 27 R-gear (Figure 032837, view from above):
is flush using mounting adapter 1X56 119 916. Install catch bolt 07.200, springs 49.190, and
24 Position gearshift cover with new seal 70.310 the gearshift housing and tighten.
to housing; fit cover 70.010 by means of hex Tightening torque = 35 Nm
head screws 70.320 and washers.
Tightening torque = 23 Nm 28 Group (Figure 032768, view from above):
25 Insert ball rollers 07.604 and greased O-ring screw plugs 07.190 with new sealing rings in
07.620 in the shut-off valve 07.600. the gearshift housing and tighten.
26 Attach shut-off valve to the gearshift using
hex head screws 07.610. 29 Insert detent 07.730 with new, greased
Tightening torque = 23 Nm O-ring into gearshift housing and snap in
V-ring 07.740.
1324 751 101d - 2011-01 2-48

9 S 1110 TD
NOTE
Group/Assembly R gear
30 Mount the protective cap 07.240, shift lever

07.250 (in accordance with the parts list
[BoM]) by means of hex head screw and nut
07.260 to the gearshift shaft.
31 Place greased roller 07.420 onto valve lever.
NOTE
• For installation of Servoshift, refer to
Chapter 2.4.1.
• For installation of complete shift system,
refer to Chapter 2.6. Gearshift cover Detent
component
032837
32 Fit protective cover 11.100 and selector lever
11.110 onto selector shaft and fix with hex
nut 11.120.
1324 751 101d - 2011-01 2-49

9 S 1110 TD

Double H shift system shift turret with
gate-dependent servo unit, left
Selector pattern I
Arrangement of Q1 spring assemblies
033412
Q1
033413
1324 751 101d - 2011-01 2-50

9 S 1110 TD
2.5 Double H shift system with cable control, without gate-dependent servo unit
(drawing no. 1324 172 009)
07.610
07.190
49.180
07.820
07.180
07.600
07.800 07.604
07.010 07.030 07.620

07.034
07.038
07.042
07.046
07.050
07.180 07.054
07.058
49.180
07.190
07.240
07.260
07.680 07.020
49.672
07.660
07.690
07.662 07.250
031091
1 Unfasten hex bolts 07.030/-034/-038/-042/ NOTE

-048/-050/-054/-058 and remove shift turret Do not continue dismantling the non-return
07.010 with gasket 07.020. valve, complete part.
2 Unfasten screw connection 07.260 and 5 Unfasten hex bolts 07.662 with washers, then
remove shift lever 07.250 with protective cap remove cover 07.690, O-ring 07.660, spring
07.240. 49.672, and detent pin 07.680.
NOTE 6 Unfasten detent plunger 07.800 and/or screw

Mark shift lever position. plug 07.820 and remove together with sealing
ring.
3 Loosen hex bolts 07.610 and remove with
non-return valve 07.600. 7 Unfasten screw plugs 07.190 and sealing
rings on left and right and remove with
4 Remove ball rollers 07.604 and O-ring 07.620. springs 49.180 and detent 07.180.
1324 751 101d - 2011-01 2-51

9 S 1110 TD
70.470
70.470
70.300
70.320
49.680 07.320 70.460
07.314
07.310 70.510
07.300
07.352
07.350
07.300
07.700
07.710
07.720
07.340
07.352
031093
8 Unfasten hex bolts 07.320 with washers and 12 Unclip upper snap ring 07.352.
remove together with cover 07.300.
13 Remove pin 07.350 and if necessary
9 Remove circlip 49.680 from housing. remove remaining snap ring 07.352.
10 Unfasten hex bolts 70.470 and remove

14 Remove gearshift shaft 07.300 from gearshift
together with washers.
housing in direction of arrow and, at the same
11 Remove cover 70.450 with gasket 70.460 and time, remove drivers 07.300, 07.310, ring
remove gearshift lock 70.510. 07.314, driver 07.320, and detent component
07.340.
CAUTION
Snap rings 07.352 must not be overstretched – use 15 Fit plastic drift to bearing bush 07.700 and
adjustable pliers. drive out of gearshift housing with shaft
sealing ring 07.710 and scraper 07.720.
1324 751 101d - 2011-01 2-52

9 S 1110 TD

49.500
from gearshift shaft 07.230. 49.390
17 Remove washer 49.390 from gearshift shaft 49.400

together with compression springs 49.400,
49.402
49.402 and washer 49.408.
49.408
49.410
18 Remove V-ring 49.410 from gearshift shaft 49.370
with pliers 07.230 and remove washer 49.370.
19 If necessary, remove cylindrical pins 07.540

from gearshift shaft.
07.230
07.540
031094
20 Remove V-Ring 70.530 from cover 70.450

21 Remove detent 70.520 and O-ring from cover

70.450.
70.520
70.450
031095
1324 751 101d - 2011-01 2-53

9 S 1110 TD

70.530
1 Install O-ring in detent 70.520 and apply light
coating of grease. Install detent in cover
70.450.
70.520
2 Insert V-Ring 70.530 in cover 70.450 by using

pliers.
70.450
031095
3 If necessary, drive cylindrical pins 07.540

49.500
centrally into gearshift shaft 07.230. 49.390
4 Slide washer 49.370 onto gearshift shaft and 49.400

install V-ring 49.410 using pliers.
49.402
49.408
5 Push washer 49.408 onto gearshift shaft 49.410
together with compression springs 49.400, 49.370
49.402 and washer 49.390.
6 Install V-Ring 49.500 on gearshift shaft 70.230

by using pliers.
07.230
07.540
031094
1324 751 101d - 2011-01 2-54

9 S 1110 TD
70.470
70.470
70.300
70.320
49.680 07.320 70.460
07.314
07.310 70.510
07.300
07.352
07.350
07.300
07.310
07.320
07.700
07.300 07.710
07.314
07.720
07.340
07.352
031093_1
7 Press bearing bush 07.700 into housing using 12 Snap in lower circlip 07.352 at pin 07.350 and
mounting adapter 1X56 122 404. insert in detent component 07.340 and
gearshift shaft. Insert top circlip 07.352.
8 Install shaft sealing ring 07.710, using tool
1X56 130 581 and a small amount of grease, 13 Position gearshift lock 70.510 correctly in
press firmly home then fit scraper 07.720 housing. Install new gasket 70.460 and cover
flush with unit. 70.450 on housing.
14 Install hex screws 70.470 with washers and

9 Insert detent component 07.340 in gearshift
tighten down.
housing then slide gearshift shaft into housing
and detent component (in direction of arrow).
15 Fit cover 07.300 to housing, then install hex
10 Slide driver 07.320, ring 07.314, driver screws 07.320 with washers and tighten down.
07.310, and driver 07.300 onto gearshift shaft. Tightening torque = 23 Nm.
11 Install circlip 49.680 in housing.
CAUTION
Circlips 07.352 must not be overstretched – use
adjustable pliers.
1324 751 101d - 2011-01 2-55

9 S 1110 TD
07.610
07.190
49.180
07.820
07.180
07.600
07.800 07.604
07.010 07.620
07.180
49.180
07.190
07.240
07.260
07.680
49.672
07.660
07.690
07.662 07.250
031091_1
16 Install detent 07.180 in housing with springs 20 Install ball rollers 07.604 and O-ring 07.620
49.180. Screw in left and right screw plugs in non-return valve 07.600.
07.190 with new sealing rings and tighten
down. 21 Use hex screws 07.610 and washers to tighten
Tightening torque = 35 Nm. non-return valve 07.600 to housing.
17 Install detent plunger 07.800 and/or screw
plug 07.820 and tighten down with new 22 Fit protective cap 07.240 and shift lever
sealing ring. 07.250 to gearshift shaft 07.230.
23 Install hex screw 07.260 in shift lever with
18 Install detent pin 07.680 and spring 49.672 in hex nut and tighten down.
housing. Tightening torque = 23 Nm.
19 Fit O-ring 07.660 on cover 07.690 , then NOTE

bolt to housing with hex screws 07.662 and To fit the entire shift unit to the transmission,
washers. see Chapter 2.6.
1324 751 101d - 2011-01 2-56

9 S 1110 TD

Shift turret with double-H shift pattern
Shift pattern I
Configuration of spring packages Q1, Q2, Q3
031096
Q1
031097
Q2
031098
Q3
031099
1324 751 101d - 2011-01 2-57

2-58
9 S 1110 TD
08.890 08.890
Superimposed H shift system

with and without Servoshift
08.010 08.860 08.010
08.870
08.870
07.030- 07.030-
07.058 07.058
07.010
Double H shift system

07.010 with and without Servoshift
07.020
07.020
031100_2
2.6 Fitting complete shift turret
1 Fit new seal 08.870 and/or 07.020 to clutch NOTE for the superimposed H shift pattern
housing and/or sealing surface. Before attaching the shift system, ensure
that the blocking piece 08.860 is inserted in
2 Fit complete gearshift housing 08.010 and/or the transmission housing.
07.010. Position holes in gearshift housing in
line with seal. 3 Insert all hex head screws 08.890 and/or
07.030 through 07.058 and tighten.
Ø 15 NOTE Tightening torque = 23 Nm
Positioning between clutch
housing, seal, and gearshift 4 Fit selector lever/shift lever (refer to Chapter
housing must be enabled by 2.1, 2.2, 2.3, 2.4 and 2.5).
inserting 2 locating pins
110
shaft Ø 8.9
80
1X46 183 298.

15
Alternatively, the pins may be

manufactured in-house; refer to
M8
drawing.
016078_en
1324 751 101d - 2011-01 2-59

2-60
9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Range Change Group
3 Range Change Group
34.080
34.090
34.070 34.100
1X56 138 100
34.032
34.060
34.030
34.032
34.120
34.020 34.032 34.080
34.010
34.150
34.150 34.010 34.020 34.060 34.070
34.090 34.030
024853
3.1 Removing R/C cylinder, piston cap sleeve
1 Loosen detent plunger 34.150 and take off

with sealing ring.
2 Install retaining fixture 1X56 138 100 and

tighten to 50 Nm.
3 Remove 3 screws 34.100 then lift off cylinder

34.080 with O-ring 34.090.
4 From piston 34.030, remove securing nut

34.070. Take out piston, then remove 2 sealing
rings 34.032 and guide ring 34.060 from
piston.
5 Press cap sleeve 34.020 out of housing,

e.g. with a screwdriver, and remove via
gearshift rail 34.010.
1324 751 101 - 2009-10 3-1

9 S 1110 TD
3.2 Removing range change group
1 Loosen both swivel screws 34.120, don’t 34.120

remove yet.
2 Remove locating fixture 1X56 138 100.
1X56 138 100
024871_1
3 Remove 18 hex screws 31.030 to 31.074 from 31.050 31.054 31.058 31.062
the range change group.
31.066
31.046 31.068
31.080
31.042 31.070
31.038
31.034
31.030
31.074 31.066
024858
4 Secure fixture 1T66 153 417 to output flange.

Use a crane and 2 pry bars to separate range
change group from basic transmission. 1T66 153 417
NOTE
Insert assembly levers (pry bars) into the cast
recesses provided.
026601
1324 751 101 - 2009-10 3-2

9 S 1110 TD
5 Remove gasket 31.020 and clean sealing faces.

31.020
024868
1324 751 101 - 2009-10 3-3

9 S 1110 TD
3.3 Dismantling the range change group
NOTE 34.120
31.180*
• For removal of output flange,
see Chapter 4.1 31.010
31.090
• For removal of bearing cover,
see Chapter 4.3
1 Remove loosened swivel screws 34.120.
2 Lift housing 31.010 of range change group

from planet carrier.
3 Remove gearshift rail 34.010 from planet

carrier.
4 If necessary, remove cover 31.180.

34.120
5 Use mandrel (or ‘drift’) to drive ball bearing

31.090 out of housing. When doing this, place
housing, inverted, on two pieces of wood.
34.010
031314
012199
1324 751 101 - 2009-10 3-4

9 S 1110 TD
3.4 Assembling range change group housing

31.180*
1 Use standard hot air blower to heat housing 31.010

31.010 to around 60 °C in area around bearing 31.090
hole.
2 Use plastic mandrel to drive ball bearing

31.090 into housing and/or press in with hand-
operated press. Ensure bearing is firmly home.
3 Coat sealing surface of sealing cover 31.180,

depending on parts list version, with sealing
compound and drive into housing bore with
suitable tool until a flush mounting is
obtained.
4 Install gearshift rail 34.010 on planet carrier in

shift fork 34.110 and position it approximately.
Mesh hub of gearshift fork with recess in
gearshift rail.
34.010
5 Place housing on planetary carrier with
synchronizer unit and position firmly home.
34.120
CAUTION
All journals of the clutch body must mesh in the 34.110
housing recesses.
6 Align gearshift fork with threaded holes in 34.140

housing such that support holes in the
gearshift fork are aligned with the housing’s
threaded holes.
NOTE 34.120
• The threads must be clean and free from oil
and grease.
• Coat thread of swivel screw 34.120 with
031313
Loctite no. 241.
7 Screw in swivel screws 34.120 with spring

washers, but do not tighten down.
NOTE
•Measure up cover and install it,
see Chapters 4.4 and 4.5
•Fit output flange, see Chapter 4.2
1324 751 101 - 2009-10 3-5

9 S 1110 TD
3.5 Fitting range change group

31.020
31.080
1 Two cylindrical pins 31.080 must be fitted.
2 Place gasket 31.020 on housing.
024866
3 Screw commercially available M10 guide bolt

into housing.
4 Attach range change group to crane and

carefully move over transmission housing.
NOTE
Guide gearshift rail into bearing plate opening
for shift interlock.
5 Use guide bolt to guide range change group

and position firmly home.
NOTE
Mesh spline of sun gear and planetary gears.
024867
6 Screw in 18 hex screws 31.030 to 31.074 31.050 31.054 31.058 31.062

according to parts list [BoM].
M10 tightening torque = 50 Nm 31.066
31.046 31.068
31.080
31.042 31.070
31.038
31.034
31.030
31.074 31.066
024858
1324 751 101 - 2009-10 3-6

9 S 1110 TD
7 Insert the 2 swivel screws 34.120 coated with

Loctite no. 241 and tighten to 250 Nm.
34.120
8 Install locating fixture 1X56 138 100 to secure
the gearshift rail.
1X56 138 100
024871_1
1324 751 101 - 2009-10 3-7

9 S 1110 TD
34.080
34.090
34 .100
1X56 138 100 34.070
34.032
34.060
34.030
34 .120 34.032
34.010
34.020 34.090 34.032 34.080
34 .150
34 .150 34.010
34.020 34.060 34.030
34.070
026602
3.6 Mounting cap sleeve, piston, and R/C

cylinder
1 Coat outer surface of locating bore and new 3 Tighten down locking nut 34.070 to 150 Nm.
cap sleeve 34.020 with spirits. Grease sealing
lips of cap collar, slide over gearshift rail, and 4 Apply coating of grease to both sealing rings
insert in range change housing. Use suitable 34.032 and to the internal surface of the
tool to position cap collar firmly home (axial cylinder 34.080.
abutment).
5 Apply some grease to new O-ring 34.090 and
2 Equip piston 34.030 with 2 sealing rings insert in cylinder 34.080.
34.032 and one guide ring 34.060.
Place entire piston on gearshift rail 34.010. 6 Place cylinder with O-ring on range change
group and use 3 hex screws 34.100 to secure.
CAUTION Tightening torque:
• Always use new locking nut 34.070. Hex screws 34.100 = 50 Nm
• Thread (Spiralock) of locking nut must be
cleaned before screwing on. 7 Unscrew and remove locating fixture
1X56 138 100, fit detent plunger 34.150 with
new sealing ring, and tighten down to 50 Nm.
1324 751 101 - 2009-10 3-8

9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Output Flange
4 Output Flange
32.260
4.1 Removal
32.250
1 Remove 2 hex bolts 32.260 and take off 32.220
washer 32.250.
32.200
2 Use standard three-armed extractor to remove
output flange 32.200.
NOTE
When removing, use interim piece to protect
the shaft.
3 Remove O-ring 32.220.

024887
32.260
32.250
32.220
/010
*
/040
32.200
* depending on spare parts version
024828
4.1.1 Removing PTO cover
1 Remove 4 M12 hex bolts 31.220. Take off

cover 31.200 and seal 31.210. 31.200
31.220
31.210
024838
1324 751 101 - 2009-10 4-1

9 S 1110 TD
4.2 Fitting
32.260
32.250
1 If a new protective plate* 32.200/040 is being
32.220
fitted, press this onto the output flange until
firmly home.
Use a suitable tool to peen protective plate*
4x90°.
! DANGER
Always wear protective gloves when handling heated
output flange. /010
2 Heat output flange 32.200 to max. 100 °C and *

/040
32.200
slide onto spline of planetary carrier until
firmly home. * depending on spare parts version
024828
NOTE
If necessary, use washer 32.250 and two 32.200/040
screws for aiding with assembly to pull on
output flange until firmly home.
Remove washer 32.250 and screws for aiding
with assembly.
3 Apply thin coat of oil to new O-ring 32.220

and insert in gap between output flange and
planetary carrier shaft.
32.200/010
4 Secure washer 32.250 with 2 M12 hex bolts
32.260.
Tightening torque for M12 = 79 Nm
If necessary, secure output flange with flange

024829
holder so that it cannot be twisted.
4.2.1 Fitting PTO cover 31.200
31.220
1 Clean sealing face on GP housing and cover 31.210
31.200.
2 Fit new seal 31.210 and cover 31.200.
3 Tighten four M12 hex bolts 31.220 to 79 Nm.
024838
1324 751 101 - 2009-10 4-2

9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Output
4.3 Removing bearing cover
1 Remove impulse sensor 35.160* mager screw

plug 35.170*.
31.090
2 Remove five hex bolts 35.050 from bearing
35.060
cover.
35.010
3 Loosen bearing cover 35.010 by tapping gently 35.050
with a plastic hammer.
35.020 31.100
4 Take off bearing cover 35.010, washer 31.100,
and O-rings 35.020 / 35.030.
5 Use a plastic mandrel to drive shaft sealing

ring 35.060 out of bearing cover. 024889
*35.170
*35.160
35.010
35.030
35.060
35.020 35.050
31.100
* depending on spare parts version
024837
1324 751 101 - 2009-10 4-3

9 S 1110 TD
4.4 Measuring bearing cover

31.090
NOTE
Ball bearing 31.090 must make contact with
collar of housing 31.010.
1 Calculate thickness “C” of shim 31.100.
Dimension A: Measure bearing cover 35.010

31.100 35.010
between sealing face and bearing seat.
Dimension B: Measure from ball bearing 31.010

31.090 to sealing face of range-change housing
31.010.
024888
Calculation example:
Dimension A = 8.70 mm 8.70 mm
A
Dimension B = 8.30 mm – 8.30 mm
Dimension C = 0.40 mm
Shim without clearance = 0.40 mm

Specified axial clearance
35.010
of ball bearing between 0 and 0.10 mm
31.090
Thickness of shim
Dimension C = 0.3 to 0.4 mm
B
2 Select corresponding shim 31.100 using spare
parts catalog and prepare for installation.
31.010
024839
1324 751 101 - 2009-10 4-4

9 S 1110 TD
4.5 Fitting bearing cover
1 Coat outer circumference of shaft sealing ring

35.060 with spirits and use attachment
1X56 138 537 to press into bearing cover.
This produces an installation dimension of
8.0 +0.5 mm.
NOTE
Apply thin coat of grease to sealing lip of shaft
sealing ring.
8+0.5mm
026629
2 Place washer 31.100 of thickness calculated

*35.170
and new O-ring 35.030 in bearing cover.
3 Fit new O-ring 35.020 on ball bearing 31.090 *35.160

ensuring that contact is made.
35.010
35.030
4 Fit bearing cover 35.010 with shim 31.100 and 35.060
tighten the five hex bolts 35.050 to 50 Nm.
35.020 35.050
5 Screw in impulse sensor 35.160* mager screw
plug 35.170*.
Tightening torques:
Impulse sensor 35.160* 45 Nm
31.100
Screw plug 35.170* 35 Nm *depending on spare parts version
024837
31.090
35.060
35.010
35.050
35.020 31.100
024889
1324 751 101 - 2009-10 4-5

4-6
9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Planetary Drive with Synchronizer Unit
5 Planetary Drive with Synchronizer Unit
5.1 Disassembling synchronizer unit
1 Take off gearshift fork 34.110.
2 Take sliding pads 34.140 out of gearshift fork.
3 Insert split ring (3) 1X56 137 648 between

clutch body 33.200 and synchronizer ring
33.150.
4 Fit intermediate piece to planetary carrier and

use two- or three-armed extractor to grasp
base of sliding sleeve 33.160.
024892
!
DANGER
3
Pressurized pieces are subject to spring pressure.
33.150
Use a cloth to prevent these from jumping out.
33.160
5 Pull off sliding sleeve 33.160, synchronizer 33.200
ring 33.150, and clutch body 33.200. The
pressurized pieces 33.170 and compression
34.110
springs 33.180 / 33.190 under spring pressure
are caught in the cloth.
34.140
6 Remove securing ring 33.140.
33.170
7 Use a two-armed extractor to grasp the base of 33.180
clutch body 33.110 and pull off. 33.190

33.140
33.130
8 Take synchronizer body 33.130 and synchro- 33.150
nizer ring 33.150 off planetary carrier 32.030. 33.110
32.030
024843
1324 751 101 - 2009-10 5-1

9 S 1110 TD
5.2 Disassembling ring gear

32.030
1 Pull ring gear fully off planetary carrier
32.030.
32.116
2 Take bush 32.116 off planetary carrier.
3 Disengage snap ring 32.130 out of ring groove 32.150

of ring gear carrier 32.110 and take out ball
bearing 32.120.
4 Snap safety wire 32.150 out of ring groove in 32.110

ring gear 32.140 and remove. Use a plastic
hammer to drive ring gear carrier 32.110 out 32.140
of ring gear.
32.130
32.120
024845
011389
1324 751 101 - 2009-10 5-2

9 S 1110 TD
5.3 Disassembling planetary carrier 32.070

32.060
32.070
1 Drive the full length of all clamping pins
32.050
32.090 / 32.094 into the planetary bolts 32.060
32.094
32.080. 32.050
32.090
2 Use hammer and plastic mandrel to drive all 32.050

four planetary bolts 32.080 out of planetary
carrier 32.030 in direction of input drive.
32.080 32.040
3 Remove the following from planetary carrier

32.030: The four planetary gears 32.040 with
washers 32.060, intermediate washers 32.050,
and needle rollers 32.070.
32.030
024844
4 Drive clamping pins 32.090 / 32.094 out of

planetary bolt 32.080.
012006
1324 751 101 - 2009-10 5-3

9 S 1110 TD
5.4 Assembling planetary carrier 32.070

32.060
32.070
CAUTION
Do not replace planetary gears 32.040 individually, 32.050
32.060
32.094
but in sets. 32.050
32.090
1 Apply thin coat of oil to face ends and needle 32.050

roller races on planetary gears 32.040.
2 Install planetary bolt 32.080 with collar facing 32.080 32.040
downwards.
3 Slide washer 32.060 over planetary bolt with

the side marked facing the planetary carrier.
32.030
024844
4 Slide intermediate washer 32.050 over

planetary bolt.
5 Place planetary gear 32.040 on planetary bolt.
6 Insert 20 needle rollers 32.070 in planetary

gear and slide intermediate washer 32.050
over planetary bolt.
NOTE
NOTE The “0” mark on the face end of the planetary
Only use needle rollers of the same grade and bolt must face the outer radius of the
tolerance. planetary carrier. The hole in the planetary
bolt for the clamping pins must be flush with
7 Insert another 20 needle rollers, apply thin the hole in the planetary carrier.
coat of oil and attach intermediate washer
32.050. 12 Align planetary bolt 32.080 in radial direction
and insert in bearing hole.
8 Slide washer 32.060 over planetary bolt with
the side marked facing the planetary carrier. 13 Use plastic hammer to drive in planetary bolt.
Check that clamping pin hole is flush.
9 Place planetary carrier 32.030 on shaft
section. 14 Drive new clamping pin 32.090 half way in.
Drive second (new) clamping pin 32.094 into
10 Carefully take complete planetary gear and first clamping pin at offset of around 180°
washers off planetary bolt 32.080 and insert (pin slots). Countersink clamping pins togeth-
in planetary carrier. er in planetary carrier by around 0.5 mm.
11 Align planetary gear 32.040 and washers 15 Repeat stages 1 to 15 on the other three
32.060 to bearing bore. planetary gears.
1324 751 101 - 2009-10 5-4

9 S 1110 TD
5.5 Assembling ring gear
1 Drive ring gear carrier 32.110 into ring gear

32.140 until firmly home.
2 Snap safety wire 32.150 into ring groove of

ring gear.
NOTE
The safety wire must make contact with the
groove base.
3 Insert ball bearing 32.120 in ring gear carrier

and engage in snap ring 32.130.
NOTE 012012
The axial clearance of the snap ring must

be between 0 and 0.10 mm. Try to achieve
0.0 mm. Select corresponding snap ring
32.030
according to spare parts catalog.
4 Place bush 32.116 on planetary carrier.

32.116
5 Heat ball bearing 32.120 to around 60 °C and

place on planetary carrier as a complete unit
32.150
including the ring gear. Rotate ring gear in the
process and mesh spline, planetary gears, and
ring gear. Make sure that ball bearing is
pressed fully home on planetary carrier.
32.110
! DANGER
32.140

32.130
parts.
32.120
024845
1324 751 101 - 2009-10 5-5

9 S 1110 TD
5.6 Assembling synchronizer unit

33.200
NOTE
For synchronizer wear test, refer to Chapter 16. 33.150
NOTE 33.160
Apply a thin coat of oil to the friction tapers
of the clutch body and synchronizer rings.
1 Place clutch body 33.110 and synchronizer 34.110
ring 33.150 on planetary carrier 32.030.

34.140
2 Slide on synchronizer body 33.130, with
longer hub end facing planetary carrier. 33.170
Lugs on synchronizer ring 33.150 must engage 33.180
in synchronizer body recesses. 33.190
33.140
33.130
3 Snap in securing ring 33.140.
33.150
33.110
NOTE
The securing ring’s axial clearance must be
between 0 and 0.10 mm. Try to achieve
0.0 mm. Select corresponding securing ring
according to spare parts catalog.
4 Fit sliding sleeve 33.160 to synchronizer body

33.130 and drive fully home.
NOTE
The sliding sleeve recesses must match those
32.030
in the synchronizer body perfectly.
5 Insert new compression springs 33.190 /

33.180 with pressure pieces 33.170 in
synchronizer body and use suitable tool to 024849
guide into sliding sleeve.
6 Place synchronizer ring 33.150 on

synchronizer body. Cams on synchronizer
ring must reach into the recesses of the
synchronizer body 33.130.
1324 751 101 - 2009-10 5-6

9 S 1110 TD
7 Slide clutch body 33.200 onto planetary

33.200
carrier.
33.150
8 Press on clutch body 33.200 and move sliding
sleeve into central position. You will clearly
33.160
hear the pressurized pieces snap into place.
9 Insert two sliding pads 34.140 into gearshift

fork 34.110. 34.110
10 Insert gearshift fork 34.110 into sliding sleeve

33.160. 34.140
33.170
11 Apply a little grease to support holes (see 33.180
arrow) of gear shift fork.
33.190
33.140
33.130
NOTE
Installation of range change housing (see 33.150
Chapter 3.6). 33.110
32.030
024849
024892
1324 751 101 - 2009-10 5-7

5-8
9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Sun Gear
6 Sun Gear
6.1 Removal of sun gear
024859
2 Slide attachment 1X56 137 835 over pipe for

compressed oil lubrication.
3 Use standard two- or three-armed extractor to

pull sun gear 04.240 off main shaft.
024863
4 Remove securing ring 01.170 from R gear pin

01.150.
5 Pull out reverse gear pin (version with

clearance) 01.150 with magnet 1X56 138 459.
NOTE
For the removal of the reverse gear pin
(version without clearance), see Chapter 9.1.
01.150
024864
1324 751 101 - 2009-10 6-1

9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Sun Gear
6.2 Fitting sun gear
1 Evenly heat sun gear 04.240 to max. 170 °C so

that it can be slid on by hand in one go.
CAUTION
Do not exceed maximum temperature of 170 °C
and maintain temperature for no more than
15 min.
!
DANGER
output flange.
024861
2 Slide sun gear onto main shaft until firmly

home.
NOTE
Collar with hole faces input drive.
CAUTION
Only fit sun gear once heated.
Never drive sun gear onto main shaft because
impact may destroy or damage the tapered roller
bearing on the main shaft’s bearing journal.
3 Snap in securing ring 04.250.
NOTE
Axial play of securing ring 0 to 0.05 mm.
024859
Select securing ring according to spare parts
catalog.
1324 751 101 - 2009-10 6-2

9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Reverse Gear Pin
6.3 Installing the reverse gear pin
1 Align reverse gear to bearing bore.
NOTE
If necessary, use alignment mandrel to center
reverse gear.
Reverse gear pin (version without clearance)

2 Use hot air blower to heat housing bores to
approx. 100 °C and coat bore and roller cages
026637
with grease.
3 Drive pin into housing until home.
Reverse gear pin (version with clearance)

4 Install bolts firmly home in housing.
5 Insert locking ring into annular groove, ensure

correct fit.
026638
026639
1324 751 101 - 2009-10 6-3

6-4
9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Connection Plate
7 Connection Plate
7.1 Connection plate with integrated clutch

bell housing
7.1.1 Removal of connection plate
1 Loosen hex screws 02.110 and remove with

spring washers.
2 Use pry bars to loosen connection plate

02.080 and take off with gasket 02.100.
NOTE
Use cast pockets for pry bar leverage points.
3 Take baffle plates 02.310, 02.300 and washer 02.330

02.330 off input shaft. 02.450
02.300
02.310
4 Take shim 02.450 off countershaft.
02.080
02.100
02.110
024854
1324 751 101 - 2009-10 7-1

9 S 1110 TD
7.1.2 Fitting the connection plate

AW 02.310 02.300 02.330
1 Place derived washer 02.330 (calculated size)
on input shaft.
2 Position baffle plates 02.310, 02.300 in correct

position above input shaft.
AW = input shaft 02.100
VW = countershaft 02.450
3 Place determined washer 02.450 (calculated

size) on countershaft.
NOTE VW
Washers 02.330 and 02.450 are determined 024855
(calculation of respective size) as stated in
Chapter 14.
4 Place new gasket 02.100 on transmission.
5 Align groove of countershaft and driver of

impeller.
Assembly suggestion: Align groove of
02.330
countershaft by turning the input shaft so that 02.450
it faces the center point of the main shaft. 02.300
02.310
Turn driver of impeller so that it faces the
02.080
center point of the main shaft hole
(see Figure 024856).
6 Slide protective sleeve 1X56 138 065 over

input shaft. 02.100
7 Insert connection plate 02.080 in clutch bell

housing and use plastic hammer to knock 02.110
home. Remove protective sleeve. 024854
8 Insert hex screws 02.110 with spring washers

and tighten.
024856
1324 751 101 - 2009-10 7-2

9 S 1110 TD
7.1.3 Dismantling the connection plate

02.430 02.420*
1 Force pipe /130 on manual lever press out of
connection plate 02.080. 02.410 02.420*
2 Take O-ring /120 out of connection plate

02.080.
02.420*
3 Remove shaft sealing ring /140 from pipe
02.410 02.430
/130.
4 If necessary, remove cylindrical pins 02.350

02.420*
from connection plate.
NOTE 02.080
02.080/140
Depending on version, pump may either be
bolted or pinned.
02.080/130
Bolted Version
02.080/120
5 Remove complete pump, then unfasten and
remove countersunk screws 02.420. 02.080/110
6 Remove gear set 02.410 from pump cover

02.430.
02.350
Pinned Version
NOTE 02.350
When replacing the pump, also replace the *depending on the parts list
connection plate. 024857
5 Remove impeller cover 02.430 from

connection plate and, if necessary, remove
cylindrical pins 02.420.
6 Take gear set 02.410 out of connection plate.
1324 751 101 - 2009-10 7-3

9 S 1110 TD
7.1.4 Assembling the connection plate

02.430 02.420*
NOTE
Depending on version, pump may either be 02.410 02.420*
bolted or pinned.
Bolted Version
1 Bolt pump cover 02.430 and gear set 02.410 02.420*
together using countersunk screws 02.420. 02.410 02.430
2 Packed in grease, position complete pump

02.420*
correctly and place in connection plate.
Pinned Version 02.080

02.080/140
1 Insert gear set 02.410 in connection plate
02.080.
02.080/130
2 Press cylindrical pins 02.420 into pump cover 02.080/120

02.430 and use grease to insert pump cover
02.080/110
into correct position in connection plate.
3 Press cylindrical pins 02.350 into connection

plate.
02.350
4 Press shaft sealing ring /140, using tool
1X56 138 536, into pipe /130 until firmly 02.350
home (axial abutment). *depending on the parts list
024857
NOTE
• Coat the outer circumference of the shaft
sealing rings with spirits (ethanol).
• Sealing lip of shaft sealing ring faces the
output drive.
• Coat shaft sealing ring with a little grease.
5 Coat O-ring /120 with Vaseline and insert in

connection plate 02.080.
6 Place connection plate 02.080 on fixture

1X56 138 538 and press in pipe /130 until
home.
1324 751 101 - 2009-10 7-4

9 S 1110 TD
7.2 Connection plate with separate clutch bell 02.040

housing
02.100 02.090
7.2.1 Removal of connection plate 02.080
02.110
NOTE
Clutch bell housing must be removed, see
*
02.250
Chapter 8.2.
*
02.260
1 Unsnap circlip 02.260 and remove with

sealing cap 02.250 from connection plate
02.080.
2 Unfasten and remove hex screws 02.110.

*depending on the parts list
3 Use pry bars to loosen connection plate 031108
02.080 and take off with gasket 02.100.
NOTE
Use cast pockets as pry bar leverage points.
4 Remove shim 02.040 from input shaft.
5 Remove shaft sealing ring 02.090 from the

connection plate.
1324 751 101 - 2009-10 7-5

9 S 1110 TD
7.2.2 Fitting the connection plate

02.040
1 Press shaft sealing ring 02.090 with tool 02.100 02.090

1X56 119 926 firmly home in connection plate 02.080
02.080 (axial abutment). 02.110
NOTE *
02.250
• Coat the outer circumference of the shaft
*
02.260
sealing rings with spirits (ethanol).
• Sealing lip of shaft sealing ring faces the
output drive.
• Coat shaft sealing ring with a little grease.
2 Place derived washer 02.040 (calculated size)

on input shaft. *depending on the parts list
031108
NOTE
Washer size 02.040 is calculated in 02.100
accordance with the provisions of Chapter 14.
02.020
3 Place new gasket 02.100 on transmission. 02.040
4 Slide protective sleeve 1X56 138 065 over 02.250

input shaft.
02.260
5 Place connection plate 02.080 on top of the 02.090

input shaft in the housing and use plastic 02.080
hammer to knock home. Remove protective
sleeve.
6 Insert hex screws 02.110and tighten.

031131
7 Fit sealing cap 02.250 to connection plate and

install circlip 02.260.
1324 751 101 - 2009-10 7-6

9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Pump
7.2.3 Removal of pump
NOTE
Clutch bell housing must be removed, see 03.100
Chapter 8.2. 03.160
03.150
1 Loosen hex screws 03.170 and remove with
spring washers.
2 Unfasten pump 03.150 using pry bars and

remove together with gasket 03.160.
NOTE
Use cast pockets as pry bar leverage points.
03.170
3 Remove shim 03.100 from countershaft. 031109
7.2.4 Fitting the pump 03.160
1 Place determined shim 03.100 (calculated 03.100

size) on countershaft.
NOTE
Washer size 03.100 is calculated in
accordance with the provisions of Chapter 14.
2 Place new gasket 03.160 on housing.
3 Install pump 03.150 in housing and knock

firmly home using plastic hammer.
031132
CAUTION
Groove in countershaft and driver of pump must
engage positively.
4 Insert hex screws 03.170 with spring washers

and tighten.
1324 751 101 - 2009-10 7-7

7-8
9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Clutch Bell Housing
8 Clutch Bell Housing
01.020
1
01.024
01.010
01.012
01.034
01.080
2 01.120
01.050
01.040
024862
8.1 Integrated clutch bell housing
8.1.1 Removal 8.1.2 Installation
1 Remove hex screws 01.040 and 01.050 from 1 Knock cylindrical pins 01.080 into housing.
clutch bell housing. Do not use an impact
2 Insert screen insert 01.120 and attach gasket
wrench to do this.
01.020.
2 Lift off clutch bell housing 01.010.
3 Insert pipes 01.024 and 01.034 in clutch bell
3 Remove gasket 01.020 and screen insert housing.
01.120 from housing.
4 Insert outer bearing race (1) of tapered roller
4 If necessary, remove pipes 01.024 and 01.034 bearing 03.090 and outer bearing race (2) of
from the clutch bell housing. tapered roller bearing 02.020 in clutch bell
housing.
5 If necessary, remove cylindrical pins 01.080.
5 Fit clutch bell housing 01.010 to housing,
6 Loosen screw plug 01.012 and take off with
insert hex screws 01.040 / 01.050 and tighten.
sealing ring.
7 Remove outer bearing race (1) of tapered
6 Screw in screw plug 01.012 with new sealing
roller bearing 03.090 and outer bearing race
ring and tighten.
(2) of tapered roller bearing 02.020 from
clutch bell housing.
1324 751 101 - 2009-10 8-1

9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Clutch Bell Housing
8.2 Separate clutch bell housing

01.030 01.040
8.2.1 Removal
01.200
1 Unfasten hex bolts 01.020 and remove

01.010
together with washers.
01.210
2 Remove clutch bell housing 01.010 from 01.170

transmission.
3 When necessary, unfasten hex screws 01.040

and remove together with cover 01.030.
4 When necessary, remove plugs 01.170, 01.200,

and 01.210.
5 If necessary, remove sealing cover 01.260. 01.020 01.170
8.2.2 Fitting
NOTE 01.260
Connection plate and pump must be fitted, see
Chapter 7. 031110
1 Fit clutch bell housing 01.010 to transmission.
2 Screw in hex screws 01.020 with

washers/shims and tighten down.
3 If necessary, fit cover 01.030 to clutch bell

housing and secure with hex screws 01.040.
4 If necessary, install plugs 01.170, 01.200,

01.210 and sealing cover 01.260 in clutch bell
housing.
1324 751 101 - 2009-10 8-2

9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Housing I
01.020
1
01.024
01.010
01.012
01.080
01.050
2 01.120
01.040
031111
8.2.3 Removing housing I 8.2.4 Fitting housing I
1 Remove hex screws 01.040 and 01.050 from 1 Knock cylindrical pins 01.080 into housing.
housing I. Do not use an impact wrench to do
this. 2 Insert screen insert 01.120 and attach gasket
01.020.
2 Lift off housing I 01.010.
3 Install pipe 01.024 in housing I.
3 Remove gasket 01.020 and screen insert
01.120 from housing. 4 Insert outer bearing race (1) of tapered roller
bearing 03.090 and outer bearing race (2) of
4 If necessary, remove pipe 01.024 from tapered roller bearing 02.020 in housing I.
housing I.
5 Fit housing I 01.010 to housing, insert hex
5 If necessary, remove cylindrical pins 01.080. screws 01.040 / 01.050 and tighten.
sealing ring. 6 Screw in screw plug 01.012 with new sealing
ring and tighten.
7 Remove outer bearing race (1) of tapered Tightening torque = 45 Nm
roller bearing 03.090 and outer bearing race
(2) of tapered roller bearing 02.020 from
housing I.
1324 751 101 - 2009-10 8-3

8-4
9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Reverse Gear Pin, Gearshift Rails, Gearshift Forks
9 Reverse Gear Pin, Gearshift Rails, and

Gearshift Forks
01.170
9.1 Removal of reverse gear pin 01.150

01.160
01.140
1 Securing ring 01.170 is removed in Chapter 6.
026630
Reverse gear pin (version without clearance)

2 Using tool 1X56 126 475, drive reverse gear
pin 01.150 towards output and out of housing.
NOTE
For the installation of the reverse gear pin
01.150, see Chapter 6.3.
3 Slide reverse gear 01.140 and roller cages

01.160 towards housing wall.
NOTE
The reverse gear is removed in Chapter 10.
026631

sealing ring.
5 Remove spring 06.210.
026632
1324 751 101 - 2009-10 9-1

9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Gearshift Rails, Gearshift Forks
9.2 Gearshift rails and gearshift forks NOTE

Design: Relay lever 1st/2nd gear gearshift fork 06.140 (R gear/crawler) and
sliding pads 06.150 are removed along with
9.2.1 Removal of gearshift rails and gearshift the main shaft. For removal, see Chapter 10.
forks
NOTE
1 Take off bearing plate 06.030. Inhibit lever 06.180, bearing plate 06.190, and
snap ring 06.200 are removed in Chapter 15.
2 Loosen gearshift rails 06.138, 06.098, and
06.048 from gearshift forks and take out of
transmission.
3 Loosen pivot bolts 06.080 on both sides of the

housing and remove with seal rings, securing
the gearshift fork 06.050 at the same time.
4 Take gearshift fork 06.050 (3rd/4th gear) and

sliding pads 06.070 out of main shaft,
removing from above.
5 Take sliding pads 06.070 off gearshift fork.
6 Loosen pivot bolts 06.120 on both sides and

loosen pivot bolt 06.124.
7 Slide clamp 1X56 138 534 onto gearshift fork

06.100 and reversing lever 06.104.
8 Remove swivel screws 06.120, 06.124 with

sealing rings, bracing gearshift fork 06.100
with hook 1X56 137 451.
026634
9 Lift gearshift fork 06.100 (1st/2nd gear),
fulcrum pads 06.110, and reversing lever
06.104 up and off main shaft together with
hook 1X56 137 451.
10 Remove clamp 1X56 138 534, remove

reversing lever 06.104 and sliding pads 06.110
from gearshift fork.

housing and remove with sealing rings.
1324 751 101 - 2009-10 9-2

9 S 1110 TD
06.124
06.160
06.104
06.120 06.150
06.150
06.140
06.110 06.200
06.080 06.190
06.110 06.100
06.160
06.180
06.070
06.050
06.070 06.120 06.138
06.210
06.098
06.048 06.220
06.080
06.030
026633
1324 751 101 - 2009-10 9-3

9 S 1110 TD
9.2.2 Installation of gearshift rails and gearshift

forks
1 Install swivel screws 06.160 with new sealing

rings down both sides of housing and screw
into gearshift fork 06.140 (reverse gear/
crawler), securing gearshift fork with hook
1X56 137 451 in the process.
NOTE
gearshift fork 06.140 and sliding pads 06.150
are installed along with the main shaft, see
Chapter 10.
2 Fix with clamp 1X56 138 534 reversing lever

06.104 and gearshift fork 06.100 (1st/2nd 026636
gear). Insert sliding pads 06.110 in gearshift

fork.
3 Attach completed gearshift fork 06.100 on

main shaft from above.
NOTE
Complete gearshift fork 06.100 can also be
installed together with main shaft, see
Chapter 10.2.
4 Install swivel bolts 06.120 with new sealing

into gearshift fork, securing gearshift fork
with hook 1X56 137 451 in the process. Insert
swivel bolt 06.124 in housing with new seal-
026634
ing ring and screw into reversing lever.
Remove clamp.
5 Insert gearshift rails 06.048, 06.098, and 7 Insert pivot bolts 06.080 on both sides of the
06.138 in transmission into inhibit lever housing with seal rings and screw into
06.180 and bearing plate 06.190. In so doing, gearshift fork. In so doing, position the
position the gearshift forks in the gearshift gearshift forks in the gearshift rails.
rails.
8 Place bearing plate 06.030 above gearshift
NOTE rails.
Inhibit lever 06.180, bearing plate 06.190, and
snap ring 06.200 are installed in Chapter 15. 9 Apply Loctite no. 241 jointing compound to
pivot bolts 06.080, 06.120, 06.124, 06.160,
6 Insert sliding pads 06.070 into gearshift fork screw in and tighten.
06.050 (3rd/4th gear) and attach gearshift fork Tightening torque = 160 Nm
to main shaft.
1324 751 101 - 2009-10 9-4

9 S 1110 TD
06.124
06.160
06.104
06.120 06.150
06.150
06.140
06.110 06.200
06.080 06.190
06.110 06.100
06.160
06.180
06.070
06.050
06.070 06.120 06.138
06.210
06.098
06.048 06.220
06.080
06.030
026633
1324 751 101 - 2009-10 9-5

9 S 1110 TD
9.3 Gearshift rails and gearshift forks,

Design: Relay lever 3rd/4th gear
9.3.1 Removal of gearshift rails and gearshift

forks
1 Take off bearing plate 06.030.
2 Loosen gearshift rails 06.138, 06.098, and

06.048 from gearshift forks and take out of
transmission.
3 Unfasten swivel bolts 06.080 on both sides of

housing and unfasten swivel bolt 06.072, then
remove with sealing rings, bracing gearshift
fork 06.050 in the process.
4 Lift gearshift fork 06.050 (3rd/4th gear) with

fulcrum pads 06.070 and reversing lever
06.060 jointly up and off the main shaft.
5 Take sliding pads 06.070 off gearshift fork.
6 Unfasten swivel bolts 06.120 on both sides.
7 Remove swivel bolts 06.120 with sealing rings,

bracing gearshift fork 06.100 with hook
1X56 137 451.
8 Lift gearshift fork 06.100 (1st/2nd gear),

fulcrum pads 06.110 up and off main shaft
with hook 1X56 137 451.
9 Remove sliding pads 06.110 from gearshift

fork.

housing and remove with sealing rings.
NOTE
gearshift fork 06.140 (R gear/crawler) and
sliding pads 06.150 are removed along with
the main shaft. For removal, see Chapter 10.
NOTE
Inhibit lever 06.180, bearing plate 06.190, and
snap ring 06.200 are removed in Chapter 15.
1324 751 101 - 2009-10 9-6

9 S 1110 TD
06.160
06.120 06.150
06.150
06.072 06.140
06.080
06.110
06.060
06.100 06.200
06.110
06.160 06.190
06.070 06.180
06.050
06.070 06.120
06.138
06.210
06.098
06.080
06.048 06.220
06.030
031133
1324 751 101 - 2009-10 9-7

9 S 1110 TD
9.3.2 Installation of gearshift rails and gearshift 8 Insert pivot bolts 06.080 on both sides of the
forks housing with seal rings and screw into
gearshift fork. In so doing, position the
1 Install swivel bolts 06.160 with new sealing gearshift forks in the gearshift rails.
into gearshift fork 06.140 (reverse gear/ 9 Place bearing plate 06.030 above gearshift
crawler), securing gearshift fork with hook rails.
1X56 137 451 in the process.
10 Apply Loctite no. 241 jointing compound to
NOTE pivot bolts 06.080, 06.120, 06.072, 06.160,
Gearshift fork 06.140 with fulcrum pads screw in and tighten.
06.150 is installed together with main shaft, Tightening torque = 160 Nm
see Chapter 10.
2 Install fulcrum pads 06.110 in gearshift fork

06.100 (1st/2nd gear).
3 Attach completed shift fork 06.100 on main

shaft from above.
NOTE
Complete gearshift fork 06.100 can also be
installed together with main shaft, see
Chapter 10.2.
4 Install swivel bolts 06.120 with new seals

down both sides of housing and screw into
gearshift fork, securing gearshift fork with
hook 1X56 137 451 in the process.
5 Install selector rails 06.048, 06.098 and 06.138

in transmission in locking lever 06.180 and
support plate 06.190. In so doing, position the
gearshift forks in the gearshift rails.
NOTE
Locking lever 06.180, support plate 06.190,
and snap ring 06.200 are installed in
Chapter 15.
6 Install fulcrum pads 06.070 in gearshift fork

06.050 (3rd/4th gear) and fit gearshift fork
with reversing lever 06.060 on main shaft.
7 Insert swivel bolt 06.072 in housing with new

sealing ring and screw into reversing lever.
1324 751 101 - 2009-10 9-8

9 S 1110 TD
06.160
06.120 06.150
06.150
06.072 06.140
06.080
06.110
06.060
06.100 06.200
06.110
06.160 06.190
06.070 06.180
06.050
06.070 06.120
06.138
06.210
06.098
06.080
06.048 06.220
06.030
031133
1324 751 101 - 2009-10 9-9

9 S 1110 TD Gearshift Rails, Gearshift Forks
9.4 Gearshift rails and gearshift forks 11 Loosen the swivel screws 06.160 at the two
Design: Relay lever 3rd/4th and sides of the housing and remove these with
1st/2nd gear the sealing rings.
9.4.1 Removal of gearshift rails and gearshift NOTE

forks The shift fork 06.140 (R gear/crawler) with the
sliding pads 06.150 is removed together with
1 Take off the bearing plate 06.030. the main shaft. For removal, please refer to
Chapter 10.
2 Loosen the selector rails 06.138, 06.098, and
06.048 from the shift forks and take out of NOTE
transmission. The locking lever 06.180, the bearing plate
06.190, and the snap ring 06.200 are removed
3 Loosen the swivel screws 06.080 at the two as described in Chapter 15.
sides of the housing and the swivel screw
06.072; remove these with the sealing rings
and hold onto the shift fork 06.050 during this
process.
4 Shift fork 06.050 (3rd/4th gear) to be taken off

together with the sliding pads 06.070 and the
relay lever 06.060 from the main shaft in
upward direction.
5 Take off the sliding pads 06.070 from the shift

fork.
6 Loosen the swivel screws 06.120 at both sides

as well as the swivel screw 06.124.
7 Push the clamp 1X56 138 534 onto the shift

fork 06.100 and the relay lever 06.104.
026634
8 Remove the swivel screws 06.120, 06.124 with

the sealing rings and, during the process, hold
onto the shift fork 06.100 with the hook
1X56 137 451.
9 Shift fork 06.100 (1st/2nd gear), to be taken

off together with the sliding pads 06.110 and
the relay lever 06.104 - jointly with the hook
1X56 137 451 - from the main shaft in upward
direction.
10 Remove the clamp 1X56 138 534 and take off

the relay lever 06.104 and the sliding pads
06.110 from the shift fork.
1324 751 101 - 2009-10 9-10

06.124
06.104 06.160
06.120 06.150
06.150
06.140
06.072
06.080
06.110 06.200
06.060
06.110 06.100 06.190
06.160
06.180
06.070 06.138
06.050
06.070 06.120 06.098
06.210
06.220
06.080
06.030
06.048
031570
1324 751 101 - 2009-10 9-11

9.4.2 Installation of gearshift rails and gearshift 7 Insert the swivel screw 06.072 with the new
forks sealing ring in the housing and turn into the
relay lever.
1 Insert the swivel screws 06.160 at both sides
of the housing including the new sealing rings 8 Insert the swivel screws 06.080 at both sides
and turn into the shift fork 06.140 (R gear/ of the housing including the new sealing rings
crawler); during this process, fix shift fork by and turn into the shift fork. To this end,
means of the hook 1X56 137 451. position the shift fork in the selector rail.
NOTE 9 Put the bearing plate 06.030 on top of the

The shift fork 06.140 (R gear/crawler) with selector rails.
the sliding pads 06.150 is installed together
with the main shaft; for more information, 10 Apply the sealing compound Loctite no. 241
reference Chapter 10. to the swivel screws 06.080, 06.072, 06.120,
06.124, 06.160, turn them in, and tighten them.
2 Use the clamp 1X56 138 534 with the relay Tightening torque = 160 Nm
lever 06.104 and the shift fork 06.100
(1st/2nd gear) to fix these items respectively.
Insert the sliding pads 06.110 in the shift fork.
3 Put the complete shift fork 06.100 onto the

main shaft.
NOTE
The complete shift fork 06.100 can also be
installed together with the main shaft; for
more information, reference Chapter 10.2.

of the housing including the new sealing rings
and turn into the shift fork; during this
process, fix shift fork by means of the hook
026636
1X56 137 451. Insert the swivel screw 06.124
with the new sealing ring in the housing and
turn into the relay lever. Remove the clamp.
5 Insert the selector rails 06.048, 06.098, and

06.138 in the transmission's locking lever
06.180 and bearing plate 06.190. To this end,
position the shift forks in the selector rails.
NOTE
The locking lever 06.180, the bearing plate
06.190, and the snap ring 06.200 are installed
as described in Chapter 15.
6 Insert the sliding pads 06.070 in the shift fork

06.050 (3rd/4th gear) and put the shift fork
with the relay lever 06.060 onto the main shaft. 026634
1324 751 101 - 2009-10 9-12

06.124
06.104 06.160
06.120 06.150
06.150
06.140
06.072
06.080
06.110 06.200
06.060
06.110 06.100 06.190
06.160
06.180
06.070 06.138
06.050
06.070 06.120 06.098
06.210
06.220
06.080
06.030
06.048
031570
1324 751 101 - 2009-10 9-13

9.5 Gearshift rails and gearshift forks NOTE

Design: without relay lever The locking lever 06.180, the bearing plate
06.190, and the snap ring 06.200 are removed
9.5.1 Removal of gearshift rails and gearshift as described in Chapter 15.
forks
1 Take off the bearing plate 06.030.
2 Loosen the selector rails 06.138, 06.098, and

06.048 from the shift forks and take out of
transmission.
3 Loosen the swivel screws 06.080 at the two

sides of the housing and remove these with
the sealing rings and hold onto the shift fork
06.050 during this process.
4 Shift fork 06.050 (3rd/4th gear) to be taken off

together with the sliding pads 06.070 from the
main shaft in upward direction.

fork.
6 Loosen the swivel screws 06.120 at both sides.
7 Remove the swivel screws 06.120 with the

sealing rings and, during the process, hold
onto the shift fork 06.100 with the hook
1X56 137 451.
8 Shift fork 06.100 (1st/2nd gear), to be taken

off together with the sliding pads 06.110 with
the hook 1X56 137 451 from the main shaft in
upward direction.

fork.
10 Loosen the swivel screws 06.160 at the two

sides of the housing and remove these with
the sealing rings.
NOTE
The shift fork 06.140 (R gear) with the sliding
pads 06.150 is removed together with the
main shaft. For removal, please refer to
Chapter 10.
1324 751 101 - 2009-10 9-14

06.160
06.120 06.150
06.150
06.140
06.080
06.110
06.110 06.200
06.100
06.160 06.190
06.070
06.050
06.070
06.180
06.120
06.138
06.080 06.210
06.098
06.048 06.220
06.030
031149
1324 751 101 - 2009-10 9-15

9.5.2 Installation of gearshift rails and gearshift 10 Apply the sealing compound Loctite no. 241
forks to the swivel screws 06.080, 06.120, and
06.160, turn them in, and tighten them.
1 Insert the swivel screws 06.160 at both sides Tightening torque = 160 Nm
and turn into the shift fork 06.140 (R gear);
during this process, fix shift fork by means of
the hook 1X56 137 451.
NOTE
The shift fork 06.140 (R gear/crawler) with the
sliding pads 06.150 is installed together with
the main shaft; for more information,
reference Chapter 10.

06.100 (1st/2nd gear).
3 Put the complete shift fork 06.100 onto the

main shaft.

and turn into the shift fork; during this
process, fix shift fork by means of the hook
1X56 137 451.
5 Insert the selector rails 06.048, 06.098, and

06.138 in the transmission's locking lever
06.180 and bearing plate 06.190. To this end,
position the shift forks in the selector rails.
NOTE
The locking lever 06.180, the bearing plate
06.190, and the snap ring 06.200 are installed
as described in Chapter 15.

06.050 (3rd/4th gear) and put the shift fork
onto the main shaft.

and turn into the shift fork. To this end,
position the shift fork in the selector rail.
9 Put the bearing plate 06.030 on top of the

selector rails.
1324 751 101 - 2009-10 9-16

06.160
06.120 06.150
06.150
06.140
06.080
06.110
06.110 06.200
06.100
06.160 06.190
06.070
06.050
06.070
06.180
06.120
06.138
06.080 06.210
06.098
06.048 06.220
06.030
031149
1324 751 101 - 2009-10 9-17

9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Reverse Gear Pin, Gearshift Rails, Gearshift Forks
9.6 Installation of interlock spring
1 Insert spring 06.210 in housing bore.
NOTE
Spring must mesh with locking lever 06.180.
2 Screw in screw plug 06.220 for interlock

compression spring with new sealing ring.
026632
1324 751 101 - 2009-10 9-18

9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Input Shaft, Main Shaft, and Countershaft
10 Input Shaft, Main Shaft, and Countershaft
10.1 Removal of shafts
NOTE
The following chapter describes the TO
version, and the same removal procedure
applies as for the TD version.
NOTE
For removal of reverse gear pins, see
Chapter 9.
1 Screw hook 1X56 136 599 into countershaft.
2 Lift countershaft out of housing, ensuring that 026644
the main shaft and input shaft are pressed to

the side.
04.540
3 Put down countershaft and remove hooks.
NOTE
For dismantling countershaft, see Chapter 12.
4 Take input shaft off main shaft and put down.
NOTE
For dismantling input shaft, see Chapter 11.
/120
5 Take clutch body 04.540 with baffle plate
/120 off main shaft.
026641
6 Use lifting fixture 1T66 153 417 to remove
main shaft and gear shift fork from housing.
If necessary, secure gear shift fork 06.140
(R gear/crawler) with hook 1X56 137 451.
7 Place main shaft in support 1X56 138 535 and

remove lifting fixture. 06.140 06.150
8 Take gear shift fork for R gear/crawler off

main shaft.
9 Take sliding pads 06.150 out of gear shift fork

06.140.
NOTE
For dismantling main shaft, see Chapter 13.
026643
1324 751 101 - 2009-10 10-1

9 S 1110 TD
10 Take R gear wheel 01.140 out of transmission

housing.
11 Remove roller cages 01.160 from R gear 01.140

wheel.
01.160
026645
1324 751 101 - 2009-10 10-2

9 S 1110 TD
10.2 Installation of shafts
NOTE
The following chapter describes the TO
version, and the same installation procedure
applies as for the TD version. 01.140
1 Insert roller cages 01.160 in R gear wheel.
2 Insert R gear wheel 01.140 with roller cages

in transmission housing and slide towards
housing wall.
NOTE
Collar of reverse gear faces output.
026648
3 Insert sliding pads 06.150 in gear shift fork 06.140

06.140 (R gear/crawler).
4 Place gear shift fork on main shaft in R gear/

crawler sliding sleeve. Once the main shaft
has been installed, the gear shift fork hub
must face the housing opening for shifting.
NOTE
If required, install gearshift fork for 1st/2nd
gear 06.100. To this end, refer to chapters
9.2.2 and 9.3.2. 06.150
007027
5 Use lifting fixture 1T66 153 417 to insert

main shaft and gear shift fork in housing. 04.540
If necessary, secure gear shift fork 06.140
(R gear/crawler) with hook 1X56 137 451.
6 Remove lifting fixture.
7 Place clutch body 04.540 with baffle plate

/120 on main shaft.
026650
1324 751 101 - 2009-10 10-3

9 S 1110 TD
8 Screw hook 1X56 136 599 into countershaft.
9 Place countershaft in mounting point in

transmission housing, ensuring that the main
shaft is pressed to the side.
10 Mesh splines of main shaft and countershaft,

unscrew hook 1X56 136 599 out of counter-
shaft.
11 Carefully place input shaft on main shaft.

Do not damage sealing lip of baffle plate.
12 Mesh the input shaft spline with that of the

clutch body and countershaft.
026646
026647
1324 751 101 - 2009-10 10-4

9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Input Shaft
11 Input Shaft
NOTE /150
02.010
For removal of the input shaft, see Chapter 10. /140
11.1 Input Shaft with integrated clutch bell

housing
11.1.1 Disassembly 02.020
1 Fit gripper 1X56 138 678 to inner ring 02.020

of tapered roller bearing on input shaft
02.010.
Turn knurling ring on gripper until gripper
locates firmly.
024825
2 Bolt adapter 1X56 122 317, extension

1X56 122 310, and intermediate piece
1X56 122 303 to base unit 1X56 122 304 and
then bolt entire sub-assembly onto gripper
1X56 138 678.
3 Pull inner race 02.020 of tapered roller

bearing off input shaft 02.010.
4 Remove securing ring /150 and cover /140

from input shaft 02.010.
11.1.2 Assembling the input shaft
1 Insert cover /140 in input shaft 02.010 and

snap in securing ring /150.
! DANGER
gloves.
2 Heat inner race 02.020 of tapered roller bear-

ing to around 120 °C and place on input shaft
02.010 ensuring that shaft is firmly home.
1324 751 101 - 2009-10 11-1

9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Input Shaft
NOTE
For removal of the input shaft, see Chapter 10.
/150
02.010
11.2 Input shaft with separate clutch bell /140
housing
11.2.1 Disassembly
1 Fit gripper 1X56 136 749 to inner ring 02.020 02.020

of tapered roller bearing on input shaft
02.010.
Turn knurling ring on gripper until gripper
locates firmly.
2 Bolt extension 1X56 122 310 and intermediate

piece 1X56 122 303 to base unit 1X56 122 304 024825
and then bolt entire sub-assembly onto gripper
1X56 136 749.
3 Pull inner race 02.020 of tapered roller

bearing off input shaft 02.010.
4 Remove securing ring /150 and cover /140

from input shaft 02.010.
11.2.2 Assembling the input shaft
1 Insert cover /140 in input shaft 02.010 and

snap in securing ring /150.
! DANGER
gloves.
2 Heat inner race 02.020 of tapered roller bear-

ing to around 120 °C and place on input shaft
02.010 ensuring that shaft is firmly home.
1324 751 101 - 2009-10 11-2

9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Countershaft
12 Countershaft
NOTE
For removal of the countershaft, see
chapter 10.
12.1 Disassembling the countershaft
NOTE
A pressure piece must always be inserted
between the extractor tool and countershaft
03.010 to protect the countershaft.
1 Place gripper 1X56 136 711 on inner race of

tapered roller bearing 03.020. Turn knurled 007 080
ring of gripper until gripper is secure.
2 Screw base unit 1X56 122 304 onto gripper 03.020

and pull inner bearing race off countershaft.
3 Place gripper 1X56 136 750 on inner race of 03.010

tapered roller bearing 03.090. Turn knurled
ring of gripper until gripper is secure.
4 Screw base unit 1X56 122 304 onto gripper

and pull inner bearing race off countershaft.
03.030
CAUTION
03.040
If necessary, replace tapered roller bearings
03.020/03.090. The bearing rollers may be
damaged when extracted. 03.070
5 Snap out and remove securing ring 03.080.

03.080
6 Due to the high level of press-off force 03.090

required, use the corresponding hydraulic
press to individually force off helical gears
03.070 and 03.040 and dual gear 03.030. The
press-off force for each helical gear can be as
high as 500 kN.
NOTE 024824
To prevent gear damage, catch countershaft or

helical gears on a soft surface.
1324 751 101 - 2009-10 12-1

9 S 1110 TD
12.2 Assembling the countershaft
03.020
!
DANGER
03.010
gloves.
1 Bores in helical gears and interference fits for

countershaft must be free of oil, grease, and
dust.
03.030
2 Heat dual helical gear 03.030 and helical gears 03.040
03.040 / 03.070 to max. 170 °C.
03.070
3 If necessary, cool countershaft 03.010.
A difference in temperature of 150 °C between
the helical gears and countershaft is required. 03.080
03.090
4 Separate heated helical gears 03.030 / 03.040 /
03.070 on a hydraulic press and align precisely.
Depending on version
I Helical gear for 4th or 3rd gear - hub at top

024824
II Helical gear for 3rd or 4th gear - hub at bottom
III Dual helical gear for 1st/2nd gear
5 Press countershaft into holes of helical gears.

Immediately apply more force to helical gears
until fully home. Leave components to cool.
6 Snap in securing ring 03.080. Ensure that

securing ring 03.080 makes contact with Direct drive (TD) Overdrive (TO)
groove base of countershaft.
NOTE
The securing ring must have axial clearance of
0 - 0.1 mm. Select securing ring according to
spare parts catalog.
III
II
001949
1324 751 101 - 2009-10 12-2

9 S 1110 TD
NOTE
The inner races of the tapered roller bearings
may be damaged during the extraction 03.020
process. Therefore, always check carefully
and/or use new tapered roller bearings.
03.010
7 Heat tapered roller bearing inner races

03.020 / 03.090 to between 120 and 130 °C for
max. 15 min. and fit to countershaft. Ensure
this is firmly home, if necessary, drive on
further with a soft mandrel.
03.030
03.040
03.070
03.080
03.090
024824
1324 751 101 - 2009-10 12-3

12-4
9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Main Shaft
13 Main Shaft
/110 04.520 04.510 04.380 04.360 04.350

/030
/020 04.370
/120 /050
/060
/030
/010
/020
/030 /050
04.540 /060
04.550 /010
04.552 /030 04.260
04.210 04.230
04.450
04.200
04.480
04.120
04.470 04.110
04.460 04.060 04.100
04.462
04.490
04.500
04.050
04.010
024893
13.1 Disassembling the main shaft

1 Place output end of main shaft in support
NOTE 1X56 138 535.
• For removal of main shaft, refer to
Chapter 10. 2 Take clutch body 04.540/110, with baffle
• For the synchronizers (ZF-BK) of the plate 04.540/120 and synchronizer ring
1st/2nd gear and the 3rd/4th gear, the syn- 04.520/030, off main shaft.
chronizer ring may be coated with carbon
or molybdenum; also refer to Chapter 16. CAUTION
If sealing lip of baffle plate 04.540/120 is
CAUTION hardened or brittle, the baffle plate must be
• Carbon synchronizer rings require clutch bodies replaced. Use lever to press baffle plate out of
with a conical surface. clutch body.
• Molybdenum synchronizer rings require clutch
bodies with curved grooves and possibly oil 3 Pull off sliding sleeve 04.520/020 for 3rd/4th
bores with corresponding flattening on the gear.
conical surface.
• The synchronizers must be matched according to
those requirements.
• By all means consider this for reassembly!
1324 751 101c - 2010-05 13-1

9 S 1110 TD
/110 04.520 04.510 04.380 04.360 04.350

/030
/020 04.370
/120 /050
/060
/030
/010
/020
/030 /050
04.540 /060
04.550 /010
04.552 /030 04.260
04.210 04.230
04.450
04.200
04.480
04.120
04.470 04.110
04.460 04.060 04.100
04.462
04.490
04.500
04.050
04.010
024893
! Attach standard two-armed extractor to

DANGER
extractor and pull off synchronizer body
3 pressure pieces 04.520/050 and 3 compression
04.520/010 with synchronizer ring
springs 04.520/060 are freed when the sleeve is
04.520/030.
pulled off. These parts are under spring pressure.
Use a cloth to prevent the parts from jumping out.
7 Take helical gear 04.500 (3rd gear for TD
version and 4th gear for TO version) along
with clutch body 04.510 and 2 needle cages
04.490 off main shaft 04.010.
5 Place gripper 1X56 136 743 on inner race of
tapered roller bearing 04.550. Turn knurled
8 Rotate main shaft and place input end in
ring of gripper until gripper is secure. Screw
support 1X56 138 535.
base unit 1X56 122 304 onto gripper and pull
off inner bearing race 04.550.
9 Place pressure piece 1X56 138 456 on main
shaft. Attach standard two-armed extractor to
6 Attach extractor 1X56 137 796 between
R gear 04.210 and pull off along with inner
synchronizer ring 04.520/030 and clutch
race of tapered roller bearing 04.230.
body 04.510 for 3rd/4th gear. Place suitable
intermediate piece on main shaft.
1324 751 101c - 2010-05 13-2

9 S 1110 TD
10 Remove needle cage 04.200 and snap out and

remove circlip 04.120.
11 Take off sliding sleeve 04.110 for crawler/

R gear.
12 Place suitable intermediate piece on main

shaft.
Attach standard two-armed extractor to helical
gear for crawler 04.060.
13 Pull off crawler 04.060 and sleeve carrier

04.100 together.
14 Remove needle cage 04.050.

007 048
15 Rotate main shaft again and place output end
in support 1X56 138 535.
16 Snap out and remove securing ring 04.462. 22 Take helical gear 04.360 for 1st gear, clutch
body 04.370, synchronizer ring 04.380/030
17 Place suitable intermediate piece on main and synchronizer body 04.380/010 off main
shaft. shaft 04.010.
18 Use standard two-armed extractor to grip rear 23 Remove two needle cages 04.350.
of helical gear 04.360 for 1st gear and pull off
entire pack (04.360 to 04.460). 24 Remove pipe 04.260 if damaged.
NOTE
Ensure that the extractor’s claws do not
engage behind the shaft’s collar.
19 Take bearing bush 04.460 and needle cage

04.470 out of helical gear 04.480 for 2nd gear.
20 Take clutch body 04.450 and synchronizer

ring 04.380/030 off synchronizer body
04.380/010.
21 Take sliding sleeve 04.380/020 for 1st/2nd

gear off synchronizer body 04.380/010.
! DANGER
3 pressure pieces 04.380/050 and 3 compression
springs 04.380/060 are freed when the sleeve is
pulled off. These parts are under spring pressure.
Use a cloth to prevent the parts from jumping out.
1324 751 101c - 2010-05 13-3

9 S 1110 TD
/110 04.520 04.510 04.380 04.360 04.350

/030
/020 04.370
/120 /050
/060
/030
/010
/020
/030 /050
04.540 /060
04.550 /010
04.552 /030 04.260
04.210 04.230
04.450
04.200
04.480
04.120
04.470 04.110
04.460 04.060 04.100
04.462
04.490
04.500
04.050
04.010
024893
13.2 Assembling the main shaft
1 Ensure that the lubrication holes on the main 5 Heat sleeve carrier 04.100 to around 120 °C
shaft are not blocked. Pipe 04.260 must be and slide onto main shaft (hub facing input
securely positioned in main shaft. end). If necessary, drive on until fully home.
2 Place input end of main shaft in support !DANGER

1X56 138 535. Always wear protective gloves when handling
heated sleeve carriers.
NOTE
Apply a thin coat of operating oil to thrust 6 Snap in securing ring 04.120.
and contact surfaces of needle cage and
helical gears. NOTE
3 Slide needle cage 04.050 onto main shaft between 0 and 0.10 mm.
04.010. Select corresponding securing ring according
to spare parts catalog.
4 Slide helical gear 04.060 for crawler over
needle cage and onto main shaft using gentle CAUTION
turning movements. Spline faces towards Keep securing ring free of burrs. It is the thrust
output end. face for the needle cage.
1324 751 101 - 2009-10 13-4

9 S 1110 TD
7 Place sliding sleeve 04.110 for crawler /

!DANGER
R gear on sleeve carrier. The sliding sleeve is
Always wear protective gloves when handling
symmetrical and can therefore be positioned
heated synchronizer bodies.
regardless of the positions of its ends.
NOTE
8 Slide needle cage 04.200 onto main shaft.
The synchronizer ring lugs must reach into
the synchronizer body recesses.
9 Slide helical gear 04.210 for R gear over
needle cage and onto main shaft using gentle
16 Slide sliding sleeve 04.380/020 for 1st/2nd
turning movements. Spline faces towards
gear over synchronizer body, synchronizer
sleeve carrier.
ring, and clutch body and bring into contact
with helical gear for 1st gear. Ensure that
10 Heat inner race of tapered roller bearing
recesses of inside of sliding sleeves match the
04.230 to around 120 °C and slide onto main
equipment points of the synchronizer body
shaft, drive on until firmly home.
(for compression springs and compression
! pieces).
DANGER
Always wear protective gloves when handling
17 Use suitable tool to insert three compression
heated taper roller bearing inner race.
springs 04.380/060 with pressure pieces
04.380/050 into holes of synchronizer body
11 Rotate main shaft and place output end in
and/or guide into sliding sleeve.
support 1X56 138 535.
NOTE
12 Slide both needle cages 04.350 onto main
Use new compression springs.
shaft.
18 Fit synchronizer ring 04.380/030. The

13 Attach helical gear 04.360 for 1st gear above
synchronizer ring lugs must reach into the
needle cage using gentle turning movements.
synchronizer body recesses.
Spline faces in direction of input end.
19 Place clutch body 04.450 on synchronizer

CAUTION
ring nd pull sliding sleeve into central posi-
Refer to Chapter 16 to check the wear limit of all
tion (neutral). Thereby, press on synchronizer
synchronizers.
ring and clutch body.
14 Place clutch body 04.370 and synchronizer

ring 04.380/030 on spline.
15 Heat synchronizer body 04.380/010 to around

120 °C and place on spline of main shaft. The
synchronizer body is symmetrical and can
therefore be positioned regardless of the
positions of its ends. Drive on synchronizer
body until fully home.
1324 751 101 - 2009-10 13-5

9 S 1110 TD
/110 04.520 04.510 04.380 04.360 04.350

/030
/020 04.370
/120 /050
/060
/030
/010
/020
/030 /050
04.540 /060
04.550 /010
04.552 /030 04.260
04.210 04.230
04.450
04.200
04.480
04.120
04.470 04.110
04.460 04.060 04.100
04.462
04.490
04.500
04.050
04.460 04.480
04.010
024893/007060
20 Slide needle cage 04.470 and helical gear CAUTION

04.480 for 2nd gear onto bush 04.460 and Keep securing ring free of burrs. It is the thrust
jointly heat up to around 120 °C. face for the needle cage.
! DANGER 23 Slide both needle cages 04.490 onto main

Always wear protective gloves when handling heated shaft.
parts.
24 Slide helical gear 04.500 (3rd gear for TD
21 Attach parts on main shaft and fit bush version and 4th gear for TO version) over
04.460 with no axial clearance, if necessary needle cage onto main shaft using gentle
drive on until firmly home. Bush collar faces turning movements. Driving spline faces
input drive. towards input end.
22 Snap in securing ring 04.462. 25 Place clutch body 04.510 on helical gear
04.500.
NOTE
The securing ring’s axial clearance must be 26 Fit synchronizer ring 04.520/030.
between 0 and 0.10 mm. Select correspon-
ding securing ring according to spare parts
catalog.
1324 751 101 - 2009-10 13-6

9 S 1110 TD
27 Heat synchronizer body 04.520/010 to around

120 °C and place on main shaft with longer
hub facing output end. If necessary, drive on
until firmly home.
04.520/010
! DANGER
synchronizer bodies.
NOTE
The lugs of synchronizer ring 04.520/030
must reach into the recesses of synchronizer
body 04.520/010.
012181
28 Slide sliding sleeve 04.520/020 for 3rd/4th
gear over synchronizer body, synchronizer
ring, and clutch body 04.510 and bring into
contact with helical gear 04.500 (3rd gear for
TD version and 4th gear for TO version).
Ensure that recesses of inside of sliding
sleeves match the equipment points of the
synchronizer body (for compression springs
and compression pieces).
29 Use suitable tool to insert three pressure

pieces 04.520/050 and three compression
springs 04.520/060 into bores of synchronizer
body and/or guide into sliding sleeve.
NOTE
Use new compression springs. 012183
30 Heat new tapered roller bearing inner race

04.550 to about 100 °C.
! DANGER
tapered roller bearing inner race.
1324 751 101 - 2009-10 13-7

9 S 1110 TD
31 Apply an even coat of grease to tapered roller

bearing inner race 04.550. Apply the grease,
ZF no. 0750 199 019, from below between
inner race and cage (see arrow), using approx.
2 grams.
CAUTION
Grease must not be applied to the outside of the
bearing rollers because this may result in the
lubrication holes in the input shaft being blocked.
32 Slide inner race of tapered roller bearing onto

bearing journal of main shaft and drive on
until firmly home.
33 Snap securing ring 04.552 into groove of main 012184

shaft.
NOTE
between 0 and 0.10 mm. Select corresponding
securing ring according to spare parts catalog.
34 Apply a thin coat of oil to synchronizer ring

04.520/030 and place on synchronizer body
04.520/010. Lugs on synchronizer ring must
locate over thrust pieces in synchronizer body.
35 Press baffle plate 04.540/120, using tool

1X56 139 418, into clutch body 04.540/110
until firmly home.
012185
36 Place clutch body 04.540 and previously
pressed in baffle plate 04.540/120 onto
synchronizer ring 04.520/030.
04.540/110 04.540/120
NOTE
Sealing lip of baffle plate faces input drive.
04.520/030
37 Press clutch body 04.540 against synchronizer
unit and move sliding sleeve into neutral posi-
tion. Thereby, press on synchronizer ring and
clutch body.
NOTE
For installation of main shaft, see Chapter 10.
024895
1324 751 101 - 2009-10 13-8

9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Main Shaft, Input Shaft, and Countershaft

and Countershaft
14.1 Setting for main shaft and input shaft
NOTE
The dimensions for the main shaft and input
shaft are identical for transmissions with inte-
grated and separate clutch bell housing
CAUTION
Set main shaft and input shaft with clearance.
Clearance is 0.0 - 0.10 mm
1 Move transmission into vertical position.

026623
NOTE
Leave housing to cool before setting bearing.
2 Set input bearing to zero clearance. To do this,

use mandrel to drive outer bearing race
towards main shaft.
CAUTION
Do not press or strike area around oil ducts.
Otherwise housing will be damaged.
3 Rotate input shaft and main shaft a few times

to center bearing rollers of bearing points. Use
sharp object to check whether bearing rollers
can move.
026624
NOTE
When there is no clearance, the bearing
rollers must be free of clearance, i.e. they
must not move. Preload must not however be
reached.
4 Using depth gage to measure distance NOTE

between upper edge of outer bearing ring to Take measurement at two opposite points and
connecting surface of clutch bell housing form an average of the two.
and/or housing I, note down the dimension
and deduct the thickness of gasket/seal
02.100. This gives you dimension “B”.
Example: B = 2.40 mm – 0.40 mm (seal)
B = 2.00 mm
1324 751 101 - 2009-10 14-1

9 S 1110 TD
5 Use depth gage to measure distance between

connection face and contact surface of shim,
note as measurement “A”.
Example: A = 3.85 mm
NOTE
Take measurement at two opposite points and
form an average of the two.
6 Calculate and note down the difference “C”.

Example:
C = A – B = 3.85 mm – 2.00 mm
C = 1.85 mm
7 Calculate thickness “D” on compensating

shim/washer 02.330 and/or 02.040: 026621
Example:
D = C – clearance = 1.85 mm – 0.10 mm
D = 1.75 to 1.85 mm
8 Select compensating shim/washer 02.300 or

02.040 from spare parts catalog.
NOTE
02.330
Installation of compensating shim/washer
02.330 and/or 02.040 is described in A B
Chapter 7.
02.100
026622
1324 751 101 - 2009-10 14-2

9 S 1110 TD
14.2 Countershaft setting
NOTE
The dimensions for the countershaft are
identical for transmissions with integrated and
separate clutch bell housing
CAUTION
Set countershaft with clearance.
Clearance is 0.00 to 0.10 mm.
1 Transmission is in vertical position.
2 Set roller bearing of countershaft to zero

clearance. To do this, use mandrel to drive
outer bearing race towards countershaft. 026625
CAUTION
Do not press or strike are around oil ducts.
Otherwise housing will be damaged.
3 Rotate countershaft a few times to center

bearing rollers of bearing points. Use sharp
object to check whether bearing rollers can
move.
NOTE
When there is no clearance, the bearing
rollers must be free of clearance, i.e. they
must not move. Preload must not however be
reached.
026626
4 Using depth gage to measure distance
between upper edge of outer bearing rring to
connecting surface of clutch bell housing
and/or housing I, note down the dimension
and deduct the thickness of gasket/seal 02.100
and/or 03.160. This gives you dimension “a”.
Example: a = 7.75 mm + 0.40 mm (seal)
a = 8.15 mm
NOTE
Take measurement at two opposite points and
form an average of the two.
1324 751 101 - 2009-10 14-3

9 S 1110 TD
5 Use depth gage to measure distance between

contact surface for connection place, note as
measurement “b”.
Example: b = 6.15 mm
6 Calculate and note down the difference “c”.

Example:
c = a – b = 8.15 mm – 6.15 mm
c = 2.00 mm
7 Calculate thickness 'd' on compensating

shim/washer 02.450 and/or 03.100:
Example:
d = c – clearance = 2.00 mm – 0.10 mm
d = 1.90 to 2.00 mm
026627
8 Select compensating shim/washer 02.450
and/or 03.100 from spare parts catalog.
NOTE
Installation of compensating shim/washer
02.100
02.450 and/or 03.100 is described in
Chapter 7.
a b
02.450
026628
1324 751 101 - 2009-10 14-4

9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Housing
15 Housing
15.1 Disassembling the housing
01.510
01.400
01.244
01.240 06.200
01.410
06.260
01.110 06.190
06.270 06.180
2 01.210
01.310
01.300 01.200
01.320
024865
1 Use a soft mandrel to drive outer bearing race 5 If necessary, loosen and remove screw plug
(1) of tapered roller bearing 03.020 and outer 01.410 and/or switch 01.400.
bearing race (2) of tapered roller bearing
04.230 out of housing in the direction of the 6 If necessary, loosen switch 06.260 and remove
input. with sealing ring. Remove ball 06.270.
2 Snap out snap ring 06.200 and take off. Take 7 If necessary, loosen screw plugs 01.110,
locking lever 06.180 and bearing plate 06.190 01.210 and 01.200 and take off with sealing
out of housing. rings.
3 Remove breather 01.240 or 01.510 (depending

on parts list).
4 If necessary, loosen hex bolts 01.320 and take

off cover 01.300 and seal 01.310.
1324 751 101 - 2009-10 15-1

9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Housing
15.2 Assembling the housing
01.510
01.400
01.244
01.240 06.200
01.410
06.260
01.110 06.190
06.270 06.180
2 01.210
01.310
01.300 01.200
01.320
024865
1 Screw in screw plug 01.410 and/or switch 5 Attach cover 01.300 with new seal 01.310 and
01.400 with new sealing ring. screw on with hex bolts 01.320.
2 Insert ball 06.270. Screw in switch 06.260 !

DANGER
with new sealing ring. Always wear protective gloves when handling heated
Tightening torque = 45 Nm output flange.
3 Screw breather 01.240 or 01.510 into housing. 6 Use hot air blower to heat housing to around
Tightening torque = 10 Nm 80 °C in area around bearing holes.
4 Screw in screw plugs 01.110, 01.210 and 7 Use plastic mandrel or suitable attachment to
01.200 with new sealing rings. insert outer bearing race (1) of tapered roller
Tightening torque: bearing 03.020 and outer bearing race (2) of
01.110, 01.210 = 60 Nm tapered roller bearing 04.230 into housing
01.200 = 120 Nm until firmly home.
8 Insert locking lever 06.180 and bearing plate

06.190 in housing. Use snap ring 06.200 to
secure parts.
1324 751 101 - 2009-10 15-2

9 S 1110 TD
9 S 1110 TO, 9 S 1310 TO Synchronizer
16 Synchronizer
16.1 Important information on the ZF-BK model
Depending on the transmission design, synchronizers with either carbon or molybdenum coating may be fit-
ted on the main shaft of the 1st/2nd gear and the 3rd/4th gear.
Carbon version
The carbon version is only used in transmissions with servo units.
032844 032845

The clutch body contains no oil groove. The carbon layer is applied to the entire surface.
Molybdenum version
The molybdenum version is used in transmissions without/with servo units.
032846 032847

The clutch body contains an oil groove. The molybdenum layer is applied in a groove-like
manner.
1324 751 101c - 2010-05 16-1

9 S 1110 TD
16.2 Determining the wear limit for

synchronizers X
ZF-BK Version
The condition of synchronizer rings and clutch

bodies should be checked before the synchro- 1
nizers are assembled.

2
NOTE
1 Place synchronizer ring (2) on the correspond-

ing clutch body (1). Turn synchronizer parts
and ensure that tapers are aligned in parallel
and do mesh.
The wear limit for synchronizer rings of the
synchronizers is 0.8 mm, of the range change
group is 1,2 mm.
2 Measure distance (X) between the clutch body

and the synchronizer ring at two diametrically
opposed points using a feeler gage. If the wear 001999
limit falls below 0.8 or 1.2 mm respectively,

the synchronizer ring and clutch body must be
replaced.
3 Also check synchronizer parts for visual

properties (visual check). If the surface is
corrugated, replace synchronizer parts.
Do not mix up parts which have been checked
together (mark them).
1324 751 101c - 2010-05 16-2

9 S 1110 TD
16.3 Assembling the synchronization

2
ZF-BK Version 1
2 Replace the compression springs (5) by new

ones. Thus, adherence to the mandatory slid-
ing force of the sliding sleeve (6) is warranted.
4
3 Synchronizations can be assembled as a com-
plete set or as a final assembly process directly 5
on the main shaft.
4 Push the sliding sleeve (6) onto the synchro-

nizer body (3).
Insert new compression springs (5) with thrust 3
pieces (4) in the synchronizer body (3).
The mandrel is to be positioned at the center 1a
of the thrust pieces and is used to re-locate 6 2a
these in the sliding sleeve (6).
5 Put on the clutch body (1) with the synchro-

nizer ring (2) and press in the sliding sleeve (6)
in center position.
NOTE
Please pay attention to the correct positioning
of the thrust pieces. 009510
16.4 Cross section of the synchronizer unit / 6

ZF-BK
2 2a
1 / 1a Clutch body
2 / 2a Synchronizer ring 1 5
3 Synchronizer body
4 Thrust piece 4 1a
5 Compression spring
6 Sliding sleeve
001940
1324 751 101c - 2010-05 16-3

TRANSFER CASE
VG 1600 300/396 (ADM)
V16-001
OPERATING INSTRUCTIONS
HANDLING
SERVICE and MAINTENANCE
DESCRIPTION
A-TS 38/2002 Edention.1

e
ZF STEYR GES.M.B.H.&CO.KG
INDEX 2
Page
PREFACE.............................................................................................................................................................................................................................
........3
DESCRIPTION - HANDLING
Type plate.......................................................................................................................................................................................................4
Technical Data.................................................................................................................................................................................................5
Design.............................................................................................................................................................................................................6-
7
Shifting mechanism..........................................................................................................................................................................................8
Shifting of High/Low gear.................................................................................................................................................................................8
Pneumatic Shifting - Front axle drive...............................................................................................................................................................9
Engagement of front wheel drive / ADM........................................................................................................................................................10
Engaging the PTO ( power take off )...............................................................................................................................................................11
Towing instructions..........................................................................................................................................................................................12
SERVICE AND MAINTENANCE

Oil filling quantities / Oil quality / Oil specification............................................................................................................................................13
Oil change and oil level check....................................... ............................................................................................................................14-15
Checking the air pressure circuit.....................................................................................................................................................................16
Visual checks..................................................................................................................................................................................................16
High pressure cleaning....................................................................................................................................................................................17
Preservation for storage..................................................................................................................................................................................17
PREFACE 3
The present operating instructions shall allow the user of products of ZF Steyr to get infromed about their design, operation and maintenance.
Proper use and maintenance are essential factors for a trouble-free operation of the transfer case. Therefore we kindly ask you to carefully apply
the specified information and advices of this manual.
In addition, the instructions of the vehicle manufacturers operation and service manual have to be followed.
For further information, please do not hesitate to contact the After-Sales-Service - ZF STEYR, Tel: + 43 / (0) 7252/580-3159
After-Sales-Service
P.O.BOX 4
A-4400 STEYR
Phone: (0)7252-580-3159
Telefax: (0)7252-580-770
Sales Department
P.O.BOX 4
A-4400 STEYR
Phone: (07252) 580-2774/2775
Telefax: (07252) -580-770
DESCRIPTION 4
Type Plate
For identification of the transfer case types and their vaiants there is a type plate at front or back of the transfer case. For eventual inquiries or
ordering spare parts it is important to indicate the type variant and serial number.
F 7125. 0.. /..... <--- Number of type variant / Serial number / Code
DESCRIPTION 5
Technical Data
TRANSFER CASE INPUT TORQUE INPUT SPEED WEIGHT APPROX. RATIO

TYPE MAX. (Nm) (lbft) MAX. (r.p.m.) (w/o oil, PTO) kg High Low
VG 1600/300 without 18.000 (13.275) 2.800 305 0,89 1,536
diff.(ADM) 18.000 (13.275) 2.800 290 0,89 1,536
VG 1600/300 without
diff.(ADM)
VG 1600/396 with diff. (ADM) 18.000 (13.275) 2.800 315 0,89 1,536
VG 1600/396 with diff. (ADM) 18.000 (13.275) 2.800 300 0,89 1,536
L1= 69 mm
L2=144 mm
L3= 69 mm
DESIGN 6
VG 1600 without differential (ADM)

The VG 1600 without differential is a 3-shaft design,
2-speed transfer case with clockwise input drive directions
(view to input flange)
There are 2 shaft distances available -300 / 396 mm
Housing: two parts
Bearing Input shaft - tapered roller bearing

application: Intermediate shaft - cylinder roller bearings
Output shaft - tapered roller bearings
Front output shaft - roller bearing, slid bearing
Lubrication: splash lubrication or splash- and forced feed

lubrication with pump at input shaft for the
executions with PTO and for extern cooling system,
rear engine drive version
Shifting: pneumatical - 2 or 3 positions
Front drive: pneumatically operated
Options: pneumatically operated PTO

without front drive
pump fitting at front and rear side
external oil cooler connection
electronic speedometer connection
synchronisation, ADM
V16-003
DESIGN 7
VG 1600 with differential / ADM

The VG 1600 with differential is a 3-shaft design,
2-speed transfer case with clockwise input drive direction
(view to input flange)
The spur gear planetary differential has a torque distribution ratio

between front to rear axle of 1 : 2,696.
There are 2 shaft distances available - 300 / 396 mm
Housing: two parts
Bearing Input shaft - tapered roller bearing

application: Intermediate shaft - cylinder roller bearings
Output shaft and - tapered roller bearings
differential and needle bearing
Front output shaft - roller bearing, slid bearing
Rear drive shaft - cylinder rooler bearing,
4-point bearing
Lubrication: splash lubrication or splash- and forced feed

lubrication with pump at input shaft for the
executions with PTO and for extern cooling system,
Shifting: pneumatical - 2 or 3 positions
Front drive: permanent, differential pneumatically lockable

Options: pneumatically operated PTO
without front drive
pump fitting at front and rear side
V16-002
external oil cooler connection
electronic speedometer connection
DESCRIPTION – HANDLING - Shift mechanism 8
SHIFTING OF HIGH / NEUTRAL / LOW GEAR POSITION
The gears of transfer case should be shifted only at vehicle stand still and stand still of input and output shafts. While shifting the power flow from
the engine must be interrupted by the clutch pedal. On automatic transmissions the neutral position has to be selected.
CAUTION: The shift mechanism is designed as dog clutch, therefore the shifting has to be done accordingly in order to avoid damage.
Due to lubrication reasons rotating the input shaft by the engine in neutral shift position is not permitted.
Pneumatic Shifting: High and Low 2 or 3 positions with shift spring
ATTENTION:
For pneumatic shifting with spring
we want to point out that in case
of an air pressure loss the gear
changes due to the spring
pressure
on VG 1600 from low to high.
V16-005
Pneumatic Shifting: High and Low 2 or 3 positions with defent, without shift spring
S air connection - high gear

G air connection – low gear
N air connection – neutral pos.
V16-004
DESCRIPTION – HANDLING - Shift mechanism 9
Engagement of the front axle drive as well as of the PTO is done pneumatically (6,5 to 8 bar air pressure).
Disengaging is done by the return spring which is installed in the shifting cylinder.
Pneumatic Shifting: Front axle drive VG 1600 Front axle drive VG 1600 ADM
V20-006 V20-007
DESCRIPTION- HANDLING- Shift mechanism 10
TRANSFER CASE WITHOUT DIFFERENTIAL- / ADM TRANSFER CASE WITH LONGITUDIAL DIFFERENTIAL
ENGAGEMENT OF FRONT WHEEL DRIVE: ENGAGING THE LONGITUDINAL DIFFERENTIAL LOCK:
The front axle drive is shifted (air pressure 6,5 to 8 bar) by an At this transfer case the front axle drive is steadily engaged through the
integrated pneumatic shift cylinder. differential, that means a disengagement of the front axle is not possible.
The engaging may be done while vehicle is moving. The power flow Slipping of one or more wheels necessitates to lock the longitudinal
has to be interrupted for a short moment by using the clutch differntial. Locking is done with the integrated shift cylinder by
(for automatic transmissions - release the gas pedal). 6,5 to 8 bar air pressure.
IMPORTANT:The front axle drive should not be engaged when The locking can be done while driving, however with short interruption
the wheels are spinning. Risk of damaging!!!!! of load by pressing the cluth pedal ( for automatic transmissions-release
the accelerator pedal ).
Use the all-wheel drive only: - when driving off road IMPORTANT:Engaging the longitudinal differential lock must not be done
- on slippery or icy ground when wheels are spinning. Risk of damaging !!!!
- when driving up or down steep
hills or slopes Driving with locked differential on solid, non-slip surface
should be avoided.
Driving with all-wheel drive on solid, non-slip rerrain, except on Exception: on steep hills or slopes.
steep hills or slopes should be avoided!
Disengaging the longitudinal differential lock during driving
Disengaging the front axle drive without pressing the clutch while can be done without pressing the clutch pedal.
driving is possible.
The front axle drive has to be disengaged after use. The longitudinal differential lock should be disengaged
when not needed.
ENGAGEMENT OF FRONT WHEEL DRIVE ADM:
NOTICE: In case the control lamp does not go off after disengaging
The front wheel drive is being engaged by means of air pressure the longitudinal differential lock, this does not show a
(6,5 to 8 bar ) through the integrated shift cylinder. malfuncion in the transfer case. The reason is a normal
restraint of the drive train which settles after a few load
The actuation is controlled electronicaly by the changes or steering movements and releases the dog cluch.
ADM-Aautomatic Drive-Train Management
There is no clutch operation by the driver

HANDLING 11
ENGAGING THE POWER TAKE OFF (PTO)
Engaging the PTO N200 is done with an integrated shift cylinder

and air pressure of 6,5 to 8 bar.Before engaging press the clutch
and wait for 5 sec. until the input shaft is at standstill
(for automatic transmissions – engage neutral position).
Should the PTO be used at stillstanding vehicle, shift the transfer case
to neutral position. The indicator switch signals the disengaged position.
IMPORTANT: Shifting the PTO should only be done at stillstanding

transfer case input shaft !
Release the clutch smoothly. In case if the PTO is not

fully engaged (at tooth-on-tooth-position) this avoids
that the dog clutch gets damaged.
Before disengaging the PTO interrupt the drive train

through declutching.
Therefore when parking the vehicle the PTO

must be switched off !
Through the slowly decreasing pressure in the compressed

air system of a parked vehicle the PTO is disengaged by
the return spring.
As soon as the air pressure raises after starting the engine, V20-009
the dog clutch is moved in automatically.
The running of the transfer case input shaft during that

short period cloud cause the damage of the dog
clutch toothing.
HANDLING 12
TOWING INSTRUCTIONS VG1600 (ADM)

A. TOWING INSTRUCTIONS
Towing the vehicle with one of above mentioned transfer case types is admissible with all for transfer case possible shift positions (High,
Low, Neutral). The propeller shafts don´t have to be removed.
Choose the driving speed in such a way that the transfer case is protected against over revolutioning.
RULE: With High or Low gear the towing speed should be max. 85 % of the vehicles`
maximmg speed during normal driving service with the respective gear.
As in this case the propeller shaft is turning between transfer case and shift transmission,
the towing instructions of the transmission manufacturer have to be observed.
In Neutral position the towing speed should be max. 85 % of the vehicles`

maximum speed during normal driving service with the High gear.
B. TOWING WITH LIFTED FRONT WHEELS
Towing with lifted front wheels is only allowed after having disconnected the propeller shaft between transfer case and rear axle.
C. EMERGENCY SHIFTING OF NEUTRAL POSITION FOR TOWING
Pneumatic shifting system with spring

In case of troubles with the air pressure supply for shifting the
transfer case, it is possible to shift to neutral position by means of
the adjustment screw.
a) Execution with pneumatic shiftable neutral position

without indicator switch on shift cylinder
Procedure: loosen counter nut and turn in adjusting screw 1 until stop
b) Execution with pneumatic-shiftable neutral position

with indicator switch on shift cylinder
Procedure: remove gear indicator switch and turn in a hexagonal screw 2 V20-008
M 12x1,5x60 DIN 961 until stop.
ATTENTION: After each disadjustment of the screws a new stop adjustement has to be done by a skilled technician.
SERVICE AND MAINTENANCE 13
OIL FILLING QUANTITIES

with longitudinal differential without longitudinal differential
VG 1600/300 (ADM) approx. 7,2 l approx. 7,8 l
VG 1600/396 (ADM) approx. 6,5 l approx. 7,1 l
OIL QUALITY / OIL SPECIFICATION
To assure a high level of reliability, it is important to use gear oils with correct specification and change oil in due time. (approved gear oils for
ZFSteyr).
MIL-L-2105A or API-GL4 / MIL-L-2105B and C or API-GL5

SAE 85 W 90 or 85 W 140 SAE 85 W 90 or 85 W 140
OIL CHANGE INTERVALS
Intervals depend on application of vehicle.
VG 2000 (ADM) Vehicles with up to 20.000 km per year Vehicles with up to 60.000 km per year
*Oil level check every 10.000 km every 10.000 km
* Oil change every 30.000 km every 60.000 km
or at least once a year or at least once a year
* when changing oil clean breather clean breather
Gear oils which are often exposed to high temperatures ( over 130°C ) tend to degrade early. Therefore it may be necessary to shorten the oil
change intrvalsor to use special gear oil in case of inquiries please contact the AFTER SALES SERVICE of ZF STEYR Tel:-43 (0) 7252-580-3159
Fax: 7252-580-770
OIL CHANGE AND OIL LEVEL CHECK VG 1600/300 (ADM)

Procedure for first oil filling: (in case rinsed when transfer
case has not been originally fillid by ZF Steyr)
-Fill oil sump Througt filling/level bore (3) until it flows over
or optionally: fill a givan quantity
-Operate T-case by driving vehicle for a short distance
of approx.0,5 km
Check oil level every 10.000 km at filling/level bore (3)
OIL CHANGE: (recommended in warm condition)

- drain gear oil at drain plug (2)
-.drain oil from external oil coller (optional)
- clean magnet of drain plug
- mount drain plug with new seal
fill new gear oil at filling bore (1) until it flows over
at level bore (3)
- mount level plug (3) and filling plug (1) with new seal
- unscrew breather (4), clean it and mount it again
OIL LEVEL CHECK:

- open oil filling/level plug (3)
- oil level must reach edge of level bore, if
necessary top up
- mount level plug with new seal
1 oil filling plug

2 oil drain plu
3 level plug
4 breather
ATTENTION: Assure correct oil level. Low level causes lack

V20-004 Too high level causes excessive splashing and leads to
overheating of transfer case.
OIL CHANGE AND OIL LEVEL CHECK VG 1600/396 (ADM)
Procedure for first oil filling: (in case rinsed when transfer
case has not been originally fillid by ZF Steyr)
-Fill oil sump Througt filling/level bore (3) until it flows over
or optionally: fill a givan quantity
-Operate T-case by driving vehicle for a short distance
of approx.0,5 km
Check oil level every 10.000 km at filling/level bore (3)
OIL CHANGE: (recommended in warm condition)

- drain gear oil at drain plug (2)
- drain oil from external oil coller (optional
- clean magnet of drain plug
- mount drain plug with new seal
fill new gear oil at filling bore (1) until it flows over
at level bore (3)
- mount level plug (3) and filling plug (1) with new seal
- unscrew breather (4), clean it and mount it again
OIL LEVEL CHECK:

- open oil filling/level plug (3)
- oil level must reach edge of level bore, if
necessary top up
- mount level plug with new seal
1 oil filling plug

2 oil drain plug
3 level plug
4 breather
ATTENTION: Assure correct oil level. Low level causes lack

V20-005
Too high level causes excessive splashing and leads to
overheating of transfer case.
CHECKING THE AIR PRESSURE CIRCUIT

In turn of an oil change we recommend to check the air pressure circuit for the transfer case shifting cylinders.
This includes:
- Checking tightness of air cylinders for high/low shifting, front wheel drive / differential lock shifting, as well
as tightness of pressure lines.
- Checking tightness of P.T.O. shift cylinder and its pressure line.
- Checking solenoid valves for quick ventilation, clean if necessary.
- Checking air pressure lines generally for chafings, replace if necessary.
- Checking function of indication lights and switches.
VISUAL CHECKS
On some application the transfer case is not easily accessible and could be overlooked when inspecting the vehicle. We therefore want to
point out to include
The following maintenance checks:
- check for oil loss of housing and shafts

-
- check tightness of suspension elements and flange connections
-
- check cleanness of breather
-
- check condition of air lines, wires and connections
HIGH PRESSURE CLEANING

When using high pressure cleaning equipment, it should be applied in such a way that: - the water jet does not pnetrate the shaft oil seals
- the cleaning water does not enter through the breather orifices.
PRESERVATION FOR STORAGE

The transfer case should be stored inside a room with low air circulation with maximum relative humidity of 60 % and a temperature
between 15 and 20 C.
We recommand to issue storage cards to keep record of the preservation details and dates.
Our transfer cases were filled for the test run in our factory. The remaining quantity of oil protets the unit temporarily against corrosion.
If intending to store the unit for more than 4 months, carry out the following preservation procedure.
1. Remove breather and seal bore by means of suitable plug.

2. Fill gear oil according to instruction chapter ("oil change and maintenance").
3. Rotate transfer casse in such a way that all interior surfaces coat with oil.
4. Turn shafts and at the same time shift twice every position of all shifting cylinders (see chapter "handling").
5. Store in upright position.
When storage conditions are favourable (less than 60 % humidity)repeat procedure points 3 to 5 every 6 months.
When conditions are extreme (arctic or tropical, high humidity, high variation of temperature, storage location is near to sea) repeat procedure
points 3 to 5 every 4 months.
CAUTION: Before taking the transfer case into use the breather has to be installed!
APPENDIX
V2164
______________________________________
Repair manual Transfer Case VG 1600

______________________________________
A-KKTS 51/2000
e
ZF STEYR GES. M. B. H. &CO. KG
10-517
_____________________________________________________________________________________________
TABLE OF CONTENTS
page
Preface........................................................................... .................... 3
General Working Directions……..................................................................... 4
Type plate ………................................................................... 5
Technical Data......................................................... ........................... 6
Adjustment Data............................................................................................... 7
Tightening Torques........................................................................................ 7
Cross Section View (without inter-axle differential)...........… 8
Cross Section View (with interaxle differential and
oilpump)...............................……………………………………………… 9
Exploded View (396 without inter-axle differential) ...................…….. 10
Exploded View (300 with inter-axle differential and oil pump)... 11
Consumables.................................................. ........… 12-14
Tools overview.............................................................................. 15
Tightening Torques Standard ................................................ 16
Descriptions of Repair..................................................................... .. 17
10-518
PREFACE
The present document gives directions to the trained personnel to repair the
Transfer Case VG 1600 300/396
Customary tools and devices, which are workshop standard, are supposed to be available. Required
special tools are listed in an overview chart.
Special tool are kept at the necessary level, they bear a tool number and can be purchased from ZF
Steyr.
Disassembly and assembly of one version only is explained in this document. Differing working
sequences of other possible versions can easily be recognised by the skilled professional. For such
jobs see enclosed sectional and perspective views.
The repair of the component may require changed working sequences or/and differing adjustment
or checking data, according to the technical development of the product over the years.
Therefore, we recommend rendering your ZF Steyr-Product only to the hands of periodically

trained personnel.
Damages caused by improperly or unprofessionally executed repair work through untrained person-
nel and the resulting consequences are excluded from any contractual liability.
The After Sales Service of ZF Steyr

Fax: (0) 7252 / 580 - 770 Tel: (0)7252 / 580, ext. 3159
is at your disposition to consult and to assist.
GENERAL WORKING DIRECTIONS
The company repairing ZF Steyr- Components is in any case responsible for all aspects of safety.
The valid safety regulations and legal directives have to be obeyed to avoid injury of persons and
damage of the product during maintenance and repair.
The proper repair of the ZF Steyr - Product requires adequately trained personnel. To undergo train-
ing is the obligation of the repairer.
Always assure professional and clean working conditions. Components shall always be cleaned be-
fore disassembly.
The use of indicated special tools is a precondition.

After disassembly, all parts have to be cleaned. This applies in particular to corners, nooks and oil
catchers in housings and covers.
Carefully remove old sealing compound. Clean surfaces thoroughly before sealing.
Lubrications bores, grooves and pipes are to be checked to be free from obstructions. They must be
free from deposits, contamination and preservatives. The latter applies particularly for new parts.
10-519
Parts that are being damaged during disassembly are to be replaced by new ones.
E.g.: radial oil seals, o-rings, groove-rings, seal cups, protection caps a. s. o.
Parts as bearings, thrust washers, synchromesh parts etc., which are liable to normal wear have to be
checked by the skilled professional. He judges if a part can be reused or not.
Parts, which have a shrink fit, must be driven to their end position after cooling down to assure per-
fect seating. Before pressing-in parts like shafts, bearings etc. both contact surfaces must be oiled.
On the assembly all given adjustment tolerances, check data and tightening torques have to be ob-
served. ZF Steyr-Components are to be filled with lubricant after the repair Observe filling instruc-
tions and lubrication chart. After filling, the oil drain plugs and oil level plugs must be tightened to
correct torque.
Use Original -ZF Steyr Parts only!
10-520
Type plate
________________________________________________________
For the identification of the various types and variants, there is a type plate fixed to the transfer case
housing. It is important to indicate the type number (Aggr.) and serial number (LNr.) in case of in-
quiries or when ordering spare parts.
Model number
Serial number /Date of production

Assembling order number
Type / Ratios
After-Sales-Service Sales Department

P. O. BOX 4 P. O. BOX 4
A-4400 Steyr A-4400 Steyr
Tel.: +43/7252-580-0 Tel.: +43/7252-580-3159
Fax: +43/ 7252-580-780 Fax: +43/7252-580-770
10-521
Technical Data
VG 1600 =300 mm =396 mm
Max. input torque 18 000 (13 275 lbft)

Max. input speed 2800 min-1
Ratios on-road 1: 0, 890 off-road 1: 1, 536
Weight including interaxle Appr. 315 kg Appr. 300 kg
diff.
Weight without interaxle Appr.305 kg Appr. 290 kg
diff.
Amount of oil needed with diff. appr 7, 21 with diff. appr 6, 51
without diff. appr 7, 81 without diff. appr 7, 51
Oil quality SAE 90 acc. to MIL-L-2105-API-GL4
10-522
Adjustment
Ite Designation Dimensions Remarks
m
1 End play of drive shaft bearings 0,06-0,12 mm
2 End play of Intermediate shaft 0,4-0,6 mm
3 End play of output shaft bearings front 0,02-0,08
to be adjusted with shims
4 Preload of output shaft bearings, rear (only 0,0-0 05 mm
for the VG 1600 with inter-axle differential)
5 Flange temperature for assembly Heat to 120°C
Tightening Torques
Ite Designation Nm Remarks
m
M1 Collar nuts for flanges 1080 Nm To be held with holding device
M2 Fastening bolts for planetary carrier 30 Nm TS 21 5 W
+ 90° ± 5°
M3 Housing bolts 195
M4 Slotted nut (Input shaft) 600 Nm ±60 Lock by driving-in locking collar
M5 Slotted nut (Double gear) 600 Nm ±60 Lock by LOCTITE 243
10-523
VG 1600 (without inter-axle differential)
V2169
10-524
VG 1600 (with inter-axle differential and oil pump)
V2170
10-525
VG 1600/300
Without inter-axle differential
10-526
VG 1600/396
With inter-axle differential and oil pump
10-527
Consumables
Consumables for repair of a transfer case are lubricants, slip additives, sealants, locking adhesives,
preservatives and cleaning agents.
Table of consumables for unit repair.
Symbol Designation of compound Product name
F1 Standard grease STABUTHERM-GH 461
G1 sliding additive MOLYCOTE M55
D1 Sealing compound DIRKO
B1 B2 LOCTITE 243 (blue) LOCTITE 638 (green)
R1 Locking adhesive LOCTITE sealant remover
In the following diagram grease, sliding additive, sealing compounds and locking adhesives are in-
dicated with their symbol and point to the components to be treated.
Consumables VG 1600/300
10-528
Consumables VG 1600/396
10-529
Tool list VG 1600 2000Special Tools
Designation Part Number
1 Mounting Device ........................................................... TS 220 W
2 Clamping Device ................................................................ TS 220 W/3
3 Holding Device..................................................................... TS 215 W
4 Lifting and Measuring Device ................................................ TS 211 W
5 Lifting Device........................................................................ TS 212 W
6 Supporting Disk ..................................................................... TS 213 W
7 Supporting Disk ..................................................................... TS 214 W
8 Lifter .................................................................................... TS 222 W
9 Setting Tool........................................ TS 223 W
10 Striking Weight...........................................…. SK 17828/A
11 Setting Tool ….....................................… SKO-026506
12 Setting Tool......................................... SKO-026526
13 Setting Tool......................................... SKO-026494
14 Setting Tool......................................... A-VG 1600-01
15 Universal handle............................................. SK 18 390 R
16 Base…………………............................................ SKO-026530
17 Centering Tool ……………………… A-VG 1600-02
18 Extractor for oil pump.................................. V-TS86W/1
19 Flange Puller..................................................……. A-VG 2000-05
20 Wrench.............................................................. 1 SKO 100720
21 Wrench.............................................................. 1 VOZ 006920
22 Setting Tool......................................... 1 SKO 100721
23 Ring........................................................................... 1 SKO 100722
24 Blocking Device.................................……… A-VG 1600-03
_____ Standard,- Testing- and Measurement Tools ____

1 Two- arm extractor.....................................… KUKKO 20-3
2 Extraction hook...........................................………... KUKKO 3-300-P
3 Two- arm extractor......................................... . KUKKO 20-2
4 Screw extractor................................................... KUKKO 21-7
5 Counter support ………..................................…. KUKKO 22-2
6 Separator ………….……….................................. KUKK017-2
7 Pulling-off device ……………………………............................ KUKKO 18-2
8 Pry bars (2pcs.)............................................... HAZET 2165-2
9 Torque Wrench
10 Torque Wrench
11 Torque Wrench
12 Internal Measuring Instrument 15/200 mm
13 Micrometer 100/200 mm
14 Dial Gauge with Magnetic Post
10-530
Tightening Torques Standard
Screws and Nuts
surface condition µ total 1) zinc plated 0,125 µ polished 0,14 µ
- used 6G 8G 10K 12K 6G 8G 10K 12K
new 6,9 8,8 10,9 12,9 6,9 8,8 10,9 12,9
dimension metric regular thread
M4 2,7 3,8 4,6 2,9 4,1 4,9
M5 5,5 8,0 9,5 6,0 8,5 10
M6 9,5 13 16 10 14 17
M8 23 32 39 25 35 41
M10 46 64 77 49 69 83
M12 80 110 135 86 120 145
M14 125 180 215 135 190 230
M16 195 275 330 210 295 355
M18 270 390 455 290 405 485
M20 385 540 650 410 580 690
M22 510 720 870 550 780 930
M24 660 930 1100 710 1000 1200
M27 980 1400 1650 1050 1500 1800
M30 1350 1850 2250 1450 2000 2400
metric fine thread
M 8x1 25 35 42 27 38 45
M10x1,25 49 68 82 52 73 88
M12x1,25 88 125 150 95 135 160
M12x1,5 83 115 140 90 125 150
M14x1,5 140 195 235 150 210 250
M16x1,5 210 295 350 225 315 380
M18x1,5 305 425 510 325 460 550
M20x1,5 425 600 720 460 640 770
M22x1,5 570 800 960 610 860 1050
M24x2 720 1000 1200 780 1100 1300
M27x2 1050 1500 1800 1150 1600 1950
M30x2 1450 2050 2500 1600 2250 2700
1)
µ µ total is the total of friction coefficients for thread, screw head or nut (contact surface)
Attention! Using cadmium or copper plated screws, the tightening torque has to be reduced by 25%.
Threaded studs are being tightened into their bore by half the above listed torque.
DESCRIPTION OF REPAIR WORKS

page
1. Working on the transfer case unit ..............................................……………… 18
1.1 Disassembly of transfer case...................................................………………... 19
1.1.1 Pull-off flanges, deinstall bearing covers, shifting cylinder and front
axle output shaft, dismount housing.............................…………………………….. 19-25
1.1.2 Dismounting of drive shaft, intermediate shaft, differential
gear or output shaft......................................... …………………. 25-28
1.2 Assembly of transfer case.............................................……… ………........... 29
1.2.1 Installing bearing carrier and determining shim thickness and
. installing bearing covers.................................................…………………………… 30-32
1.2.2 Installing drive shaft, intermediate shaft, differential gear or
output shaft, install housing.............. 33-35
1.2.3 Installing bearing housing, bearing cover and speedometer housing … 36-38
10-531
1.2.4 Setting end play of drive shaft, intermediate shaft and differential gear
or output shaft..........……............................…………………………. 41
1.2.5 Check of the end play of drive shaft and differential gear or
output shaft ……..................................................................................………………… .. 30
1.2.6 Installing front drive shaft bearing cover, front axle output shaft
and shifting cylinder.......………...........………………………….. 42
1.2.7 Shifting system (with spring)...........…….........................……………….. 43
1.2.8 Shifting system (without spring)..........................……........……………….. 43
1.2.7.1 Shifting system (pneumatic) with spring deinstall / install..........……………… 44
1.2.8.1 Shifting system (pneumatic) without spring deinstall / install …………… …… 45
1.2.7.2 Adjusting Shifting system (pneumatic) with spring ……… .. 46
1.2.8.2 Adjusting Shifting system (pneumatic) without spring...…… 47
1.2.9. Install and adjust shifting system for interaxle differential lock or
frontwheel drive ……………………………... 48
1.2.10 Installing flanges, oil pipe and breather.....................…...…………….... 49-50
1.3 Work on transfer case components ..................………………. 51
1.3.1 Check and measurement of transfer case housing.........……………….... 51
1.3.2 Assembly & disassembly of the front axle output drive...........………………... 51-54
1.3.3 Assembly and disassembly of the drive shaft ….......................... ………... 55-56
1.3.4 Assembly and disassembly of the intermediate shaft …….... ….. 56
1.3.5 Assembly and disassembly of the differential gear ………..... 57-63
1.3.6 Assembly and disassembly of the output shaft
(without inter-axle differentia)…. 63-64
1.4 List of tools..........................................................……… ……….. 65
1. WORKING ON THE TRANSFER CASE UNIT

__________________________________________________________________
1. Working on the transfer case unit
1.1 Disassembly of transfer case
Contains: Setting of transfer case shifting system 1
Setting of inter-axle differential lock 2
Changing of oil (changing of oil only when transfer case is warm)
10-532
1 Oil filling plug
2 Oil drain plug
3 Oil level plug
4 Breather
Undo plugs (2) and drain oil.

Install oil drain plugs (2) with new seals. Fill oil through oil filling bore (1) until it starts to overflow at oil
level bore (3)
After setting of correct oil quantity Install oil level plug (3) with new seal Clean and install breather
(4).
1.1 Disassembly of transfer case
1 Remove drain plugs (1/1) and drain oil.

Deinstall oil pipe (1/2)
1.1.1 Pull-off flanges, deinstall bearing co-

vers, shifting cylinder, and front axle output
shaft dismount housing.
.1
2 Loosen flange nuts with a torque multi-
plier (2/1). Use holding device TS 215W
(2/2)
.2
10-533
3 Pull-off flanges from the shafts with ex-
tractor A/VG 2000-05 (3/1).
.3
4 Undo the fastening bolts and remove the
bearing cap from rear axle driving shaft (re-
move the setting gaskets).
Photo. 4
5 Press out bearing carrier (5/1) at rear ax-
le shaft from housing with extractor (KUKKO
& screws M8) (5/2).
.5
6 Unscrew the clamping screw (6/1) of the
speedometer shaft.
Mount striking weight SK 17828/A (6/2) and
lightly knock the speedometer shaft out of the
housing.
.6
10-534
7 Remove the lid (7/1) of the speedome-
ter housing.
.7
8 Remove the speedometer gear (8/2) from
the intermediate shaft. Pay attention to the
driver ball.
.8
9 Remove speedometer housing (9/1).
10.1 Without oil pump:
Unscrew cover (1) and intermed. plate (2) of
drive shaft rear.
.9
10-535
10.2 With oil pump:
Remove cover (10/1) of oilpump housing at
rear of drive shaft. Remove lid of PTO inter-
face (10/2). Remove hollow screw and driver
ball.
. 10
11 Unscrew cylinder screws

1) M6x35(11/1)
M6x30(11/2).
. 11
12 Pull off the oil pump housing (12/1) with
2 screws (12/2) 0.
. 12
13 Remove oil pump ring gear (13/1) and

inner gear (13/2).
. 13
10-536
14 Remove driver ball (14/1) with magnetic
rod (14/2).
Remove plate from rear side the drive shaft. . 14

Dismount oil pump cover (4) inside oil pump
housing and remove spring pin (5).
Turn transfer case
16 Remove front bearing cover (16/3) from

drive shaft (remove setting shims). Block in-
termediate shaft with device A-VG 1600-03.
. 15
Undo nut with slot (16/3) by wrench 1 SKO-

100-20
Undo nut with slot (16/2) of drive shaft, use
wrench 1 VOZ 006920
. 16
17 Remove lid and cylinder (17/1) from shift

rod
. 17
10-537
18 Unscrew rear housing bolts (18/1) M16 x
100 (10 pieces).
. 18
19 Turn transfer case over
20 Unscrew fastening nuts (19/1) and pull off
front axle drive complete with 2 screws (19/2)
M8 x 40.
. 19
21 Remove shims (20/1) from the front axle
drive shaft.
. 20
22 Unscrew retaining ball guide (21/1). (Pay

attention to spring and ball)
. 21
10-538
23 Remove shift stopper (22/1).
. 22
24 Remove front bearing cap (23/1) from
drive shaft.
. 23
25 Remove shims (24/1).
Remove sealing rings (24/2).
. 24
26 Unscrew housing screws (26/1) M16x130

(12 pcs).
. 26
10-539
27 Lift off housing cover with lifting device
(27/1) M12. (do not incline or rock). Do not
jam shifting rod (27/2).
. 27
1.1.2 Dismounting of drive shaft, interme-

diate shaft, and differential gear or output
shaft.
1 Lift out inter-axle differential gear
(28/1) with lifting device TS 211 W (28/2).
Remove retaining washer (2) and spring.
CAUTION: Pressure spring is compressed.
. 28
10-540
2 Remove oil guide panel (29/1).
. 29
3 Remove roller bearings (30/1).
. 30
WITNOUT INTER-AXLE DIFFERENTIAL
4 Lift and remove rear axle output shaft (1) from

housing. Use lifting device TS 211W
10-541
Dismounting of drive shaft and intermediate
shaft
5 Lift up intermediate shaft (32/1) appr. 45 mm.
. 32
6 Set intermediate shaft on support (33/1), having
shifted to side.
. 33
7 Lift out drive shaft complete (34/1) with
shifting rod, shifting sleeve and shifting fork
(34/3) use tool TS 212 W (33/2).
. 34
8 Lift out interm. shaft (35/1) using lifting
device TS 222 W (35/2).
. 35
10-542
9 Knock retainer spring pin (36/1) out of
housing
. 36
10 Remove oil guide panel (37/1) from hous-
ing by turning it.
. 37
11 Remove all bearing rings (38/1) from both

housing.
. 38
12 Remove front and rear bearing (39/1) from
housing halves (Setting tool TS 223 W).
. 39
10-543
1.2 Assembly of transfer case
1 Install oil panel (41/1) for interm. shaft
and fix with spring pin.
. 41
2 Install bearing rings (42/1) in front hous-
ing.
. 42
3 Install rear roller bearing (43/1) for
intermed. shaft Use setting tool TS 223 W.
. 43
10-544
1.2.1 Installing bearing carrier, determining
shim thickness and installing bearing
covers.
1 Insert the four-point bearing (45/1) with

the notches for the locking pin (45/2)
pointing inward, into the bearing carri-
er (46/2).
. 45
2 Push the locking pins (46/3) completely into
holes in bearing carrier (46/2), with the in-
clined surface pointing to the four-point bear-
ing.
. 46
3 Press roller bearing (46/4) into the bearing

carrier with support disk TS 213 W (47/1).
. 47
4 Measure distance from bearing support
surface to roller bearing surface (A1).
. 48
10-545
5 Measure projection of bearing seat on
the bearing cover for rear axle output shaft (B1).
6 Determine thickness (X1) of shim.

Bearing adjustment: 0,0 - 0,05 mm preten-
sion (P) X1 = A1 - B1 + P
Shim thickness S = 0,75 mm
S = 0,80 mm
S = 0,90 mm
S = 1,00 mm
S = 1,25 mm
. 49
7 Apply sealant DIRKO to bearing support.
. 50
8 Press bearing support (51/1) into the rear
housing, use screws M12x90 (51/2), nuts
(51/3) and washers (51/4).
ATTENTION: After assembly remove excess seal-
ant from the lube oil bore hole
(51/5).
Unscrew auxiliary bolts.
. 51
9 Apply LOCTITE 638 to seal carrier with
seal rings (52/1) and press into bearing
cover with setting tool (52/2) SKO-026494.
. 52
10-546
10 Apply DIRKO sealant to bearing cover of the rear
axle output shaft.
ATTENTION: Make sure that no sealant enters

the lube oil ducts (53/1).
. 53
11 Install bearing cover (54/1) with the correct shims
X1 (54/2).
Turn transfer case over.
. 54
12 Heat bearing (55/1) to 80°C and push onto the
bearing seat of the bearing carrier (55/2).
. 55
10-547
1.2.2 Installing drive shaft, intermediate shaft,
and differential gear or output shaft.
1 Temporarily install interm. shaft (56/1)

with lifting device (TS 222 W) (56/2).
. 56
2 Set intermed. shaft aside on the 45 mm
support (57/1).
. 57
3 Install drive shaft (58/1) with shifting fork
(partnumber on top) and shifting rod (58/3). Use
tool TS 212 W (58/2). Tighten clamping screws
(4), lock with LOCTITE 243. Tightening torque:
50 Nm
.
. 58
4 Bring interm. shaft (59/1) into installation po-

sition.
ATTENTION:
When installing the interm. shaft, make sure that
the roller bearing does not incline or jam.
. 59
10-548
Shifting system with spring.
5 Compress pressure spring (60/1) and retain-
ing washer (60/2) together and lock by turn-
ing washer a 1/4 turn.
. 60
Version with differential
6 Install oil panel (61/1) with differential gear.
Use lifting device TS 211W.
. 61
Version without differential.
7 Install rear axle output shaft with oil panel
Use lifting device TS 211 W.
. 62
8 Apply DIRKO sealant to the contact surface of
the housing.
. 63
10-549
9 Slip-in shifting rod (64/1) in and install
housing half.
. 64
nd
10 Tighten 2 housing half with screws to 125
Nm. Install studs (65/2) with LOCTITE 243.
.
65
11 Install front bearing for interm. shaft with
setting tool (66/1) A-VG-1600-01 and cen-
tering tool A-VG-1600-02.
. 66
Turn over transfer case.

12 Tighten remaining housing bolts (67/1) to
125 Nm.
13 Block intermediate shaft with device A-
VG1600-03 Tighten grooved nut (2) of drive
shaft with wrench 1 SKO 400720.
Tightening torque: 600Nm, lock by driving-in
locking collar 2 times .
Tighten grooved nut (3) of intermed. shaft with
wrench 1 VOZ 006920 (taper side of nut is to
the outside). Torque is 600 Nm. Lock by
LOCTITE 243. . 67
10-550
1.2.3 Installing bearing housing, bearing cover
and speedometer housing
Without oil pump
1 Apply DIRKO sealant to oilpump / bearing

housing (2) and intermediate plate (1) and
install.
. 68
With oil pump

2 Apply DIRKO sealant to bearing / oil pump
housing. Insert rear oil pump lid (69/1) into
housing. Install spring pin (69/2) to prevent
turning.
. 69
3 Install bearing body (70/1), with middle plate (2).

Insert ball (70/1) into dead end bore of drive shaft
with grease.
. 70
10-551
. 71
5 Install oil pump ring gear (72/1) in oil pump hous-

ing and tighten with cylinder bolts (72/2)
2 pcs. 30
2 pcs. 35.
. 72
6 Mount rear bearing housing lid (73/1) (on
bearing housing) with DIRKO sealant.
. 73
7 Mount sealing lid (74/1) with DIRKO (seal
screws too).
. 74
10-552
8 Install hollow screw (75/1), sealing ring
(75/2), and ball (75/3) in bearing / oil pump
housing.
. 75
9 Install intermediate ring (3).

Mount speedometer housing (76/1) with
DIRKO sealant. Fix with 3 auxiliary screws.
. 76
Set driving ball (76/2) into bore of interm. shaft.

10 Push speedometer drive gear (or pulse wheel)
(77/1) over the driving ball on the intermed.
shaft and secure with circlip (77/2).
. 77
10-553
11 Push speedometer pinion (78/1) into the
guide sleeve (78/2). Set o-ring (78/3) into groove
of sleeve and grease.
Push speedometer drive into speedometer
housing. Coat threads of clamping bolt (78/4)
with LOCTITE 243 and fix speedometer
drive.
. 78
12 Heat up inner ring (79/1) of cylindrical roller bear-
ing to approx. 80° C and slide it on output shaft.
Turn transfer case over.
. 79
1.2.4 Setting end play of drive shaft,

intermed. shaft, and differential gear or
output shaft.
1 Set drive shaft (81/1), intermediate shaft

(81/2) and interaxle differential (81/3) to the
rear.
Set back outer bearing rings. Free all bear-
ings by means of light blows, while turning
shafts.
ic. 80
Endplay of drive shaft.
2 Measure the distance of drive shaft bearing
(82/1) from the main housing surface (A2).
. 81
10-554
3 Measure projection of bearing seat at bear-
ing cover (83/2) of drive shaft (B2).
.
82
4 Determine shim thickness, X2
Bearing adjustment 0,06 - 0,12 mm end play (a)
X2 = A2 - B2 - a
Shim thickness (s): s = 1,25 mm
s = 1,30 mm
s = 1,40 mm
s = 1,50 mm
s = 1,60 mm
s = 1,70 mm
s = 1,80 mm
s = 1,85 mm
Note: Recommended end play up to 0,80 mm. . 83
End play of differential gear - output shaft

5 Measure depth of bearing seat in housing
(84/1) of front axle output drive (A3).
. 84
6 Measure projection of bearing (85/1) from dif-
ferential gear or output shaft (B3).
7 Determine shim thickness X
X3 = A3 - B3 - a
Shim thickness (s): s = 1,25 mm s = 1,60 mm
s = 1,30 mm s = 1,70 mm
s = 1,40 m s = 1,80 mm
s = 1,50 mm s = 1,85 mm
. 85
10-555
End play of intermediate shaft
8 Measure depth of bearing seat in front bearing
cover Pos. 85 (86/1) of interm. shaft (A4).
. 86
9 Measure projection of bearing (87/1)(B4)

10 Determine shim thickness X 4
X4 = A4 - B4 – a
Shim thickness (s) = 0,6 mm, 0,8 mm, 1,0 mm
. 87
10-556
1.2.5 Check of the end play of drive shaft and
differential gear or output shaft
1 Mount bearing cover of drive shaft with the
determined shims .
2 Shift drive shaft to the back with jarring
blows while turning shaft .
.
88
3 Screw collar nut (89/1) on drive shaft.
4 Set dial gauge (89/2) on the drive shaft.
Lift drive shaft and read endplay on dial
gauge .
Endplay too large: Increase shim thickness ac-
cordingly.
Endplay too small: Decrease shim thickness ac-
cordingly.
. 89
5 Mount bearing housing of front axle output
shaft with the determined shims.
6 Set differential gear or output shaft to the
rear with jarring blows while turning shaft.
7 Screw lifting device TS 211 W (91/1) in
lifting thread of differential gear or output
shaft and tighten. Screw plate (91/2) on
lifting device.
. 90
8 Place dial gauge (91/3) on lifting device TS
211 W and planetary gear or output shaft. Lift
output shaft. Read endplay on dial gauge.
Endplay too large :
Increase shim thickness accordingly.
Endplay too small :
Decrease shim thickness accordingly
9 Remove bearing lid of drive shaft and bear-
ing housing of front axle.
. 91
10-557
1.2.6 Installing front drive bearing cover,
front axle output shaft and shifting cylinder.
1 Press-in blue sealing ring (92/4) and press into
bearing using the tool (92/1) 1 SKO 100721.
Press-in brown sealing ring (92/5), using the tool
(92/1) 1 SKO 100721 and splitting ring (92/2). Use
appliance SKO-026494 (92/3) as support. Install
both setting stems (6).
. 92
2 Apply DIRKO sealant to bearing cover

(93/2) and install with correct shims. . 93
ATTENTION: Take care that no sealant enters
lube oil passage (93/1).
3 Apply DIRKO sealant to front cover of in-
termediate shaft and install with correct shims.
lube oil passages (94/1) and (94/2).
. 94
For assembly of front axle drive, see chapter
1.3.2
4 Apply DIRKO sealant to front axle drive
and install it with correct shims.
lube oil passage (95/1).
. 95
10-558
1.2.7 Shifting system (with spring)
1.2.8 Shifting system (without spring)
10-559
1.2.7.1 Shifting system (pneumatic, with spring) dismantle/installation
Dismantle
1 Adjusting screw (160/1)
Pressure gauge (160/2)
Lock nut (160/3).
Plate (160/4)
Position. 160
2 Shift cylinder (161/1)
Cover (161/2)
Piston (161/3)
Setting screw (161/4).
. 161
Installation
3 Push O-Ring (162/1) into groove on shifting rod
(162/2) and grease.
4 Install seal (162/3) on piston (162/4) with
open side toward the smaller piston diameter and
grease it.
5 Apply DIRKO sealant to sealing surface of
the shift cylinder (162/5) and install the shift cyl-
inder on the gear housing.
6 Push piston (162/4) with the open side of the
seal (162/3) facing outward, over the shifting rod
(162/2) and fix with circlip (162/6). . 162
7 Apply DIRKO sealant to cover (162/7) and
install.
8 Screw in and tighten reduction union (162/8)
along with copper seal ring (162/9).
10-560
1.2.8.1 Shifting system (pneumatic, without spring) deinstall / install
Deinstall
1 Set screw (163/1)
Pressure switch (163/2)
Operating cylinder (163/3)
Cover (163/4)
Piston (163/5)
Counter nut (163/6)
Clamping screws (163/7)
Sliders (163/8)
. 163
Install
2 Push O-Rings (164/1) into the groove of the
operating shifting rod (164/2) and grease.
3 Install O-Rings (164/3) on pistons and grease.
4 Cover sealing surface of the operating cylin-
der (164/4) with DIRKO sealant and install onto
the main housing.
5 Push piston (164/5) over the operating rod
(164/2) and secure with circlip (164/6).
6 Put DIRKO onto cover (164/7) and assemble.
7 Mount reduction piece (164/8) with copper-
seal ring (164/9) into the cover and tighten. . 164
8 Put DIRKO onto the sealing surface A of

flange (165/1) and assembly onto the main hous-
ing.
9 Mount locking ball guide (165/2).
10 Mount pressure switch (165/3) and pin
(165/4). Check function of switch.
Position. 165
10-561
1.2.7.2 Setting of transfer case shifting system (pneumatic with spring) two and three position
1 Unscrew set screw (166/1) with counter nut

(166/2) in operating cylinder and remove remainders
of LOCTITE.
2 Remove set screw (167/1 ) together with pressure
switch (167/2) and counter nut (167/3) from the front
main housing and clean off remainders of LOCTITE.
3 Remove remaining sealant from the threaded
bores with tap M12x1,5.
Adjustment of "High"-gear
4 Let engage high-gear by spring force. Ensure that
dog clutch is engaged, by turning the input shaft at the
flange.
5 Coat thread of set screw (166/1) and counter nut
(166/2) with LOCTITE 243 and screw into cover
(166/3) of the operating cylinder until set screw touch-
es the piston/piston road noticeably. Then turn set
screw 1/3 to 1/2 turn further and lock with counter nut.
Adjustment of low-gear
6 Engage low-gear by applying compressed air (P =
7 +/-1 bar) through the connecting union (166/4) in the
cover of the operation cylinder. Ensure engagement
can by turning the input shaft at the flange.
. 166
7 Coat thread of set screw (167/1) and of counter
nut (167/3) with LOCTITE 243 and screw into the
front main housing until set screw touches the piston
road noticeably. Then turn set screw 1/3 to 1/2 turn and
lock with counter nut.
8 Push pin (167/4) into the set screw (167/1) and

mount pressure switch (167/2) with copper seal ring
(167/5). Check function of switch.
. 167
10-562
1.2.8.2 Setting of transfer case shifting system (pneumatic without spring) two and three position
1 Unscrew set screw (168/1) with counter nut

(168/2) of the shifting cylinder and remove LOCTITE
residues.
2 Dismount set screw (170/1), pressure
switch (170/3) and counternut (170/2), from the flange
(170/4) and remove LOCTITE residues.
3 Remove sealant from the threaded bores with tap
M12x15.
4 Coat threads of set screws (168/1 - 170/1)
and counter nuts (168/2 - 170/2) with LOCTITE
243 and install into shifting cylinder (168/3) and
into flange (170/4).
Adjustment of high-gear
5 Engage high-gear by application of com-
pressed air (P = 7 +/- 1 bar) through the connection
union (168/A) of the shifting cylinder (168/3).
Ensure engagement by turning the input shaft at the
flange.
Turn set screw (168/1) into the shifting cylinder until

it touches the piston rod (168/4) noticeably. Then turn
set screw 1/3 until 1/2 turn further and lock with coun-
ter nut (168/2) - LOCTITE 243. . 168
Adjustment of low-gear
6 Engage low-gear by applying compressed
air (P = 7 +/- 1 bar) through the connection
union (168/B) of the operating cylinder
(168/3). Ensure engagement by turning the
input shaft at the flange. Turn set screw
(170/1) into the flange (170/4) until it touches
the shifting rod (170/5) noticeably. Then turn
set screw 1/3 to 1/2 turn further and lock with
counter nut (170/2).
7 Install locking ball guide (170/6). Use LOCTITE
243.
8 Install pressure switch (170/3) and pin (170/7). . 170
Check function of switch.
10-563
1.2.9 Install and adjust shifting system for inter-axle
differential lock or front wheel drive
3 auxiliary screws M8x25 DIN 933 needed.
Note: If the differential locking mechanism (VG1600 with
interaxle differential) or front wheel drive shift is adjusted
on a installed transfer case, then the external cover (99/1),
cap nut (99/2), setting nut (99/3) and inner cover
(99/4)must be removed.
1 Remove LOCTITE residues from shift fork (99/5),

cap nut, and setting nut threads. Remove sealant residue
from the sealing surface of both covers and bearing housing.
Abb. 99
2 Screw down inner cover with auxiliary screws
(100/1).
3 Apply LOCTITE 243 to threads of setting nut and cap
nut.
4 Insert shifting fork until it stops. Shift dogs must be
securely engaged. Screw counter nut (99/3) onto shifting
fork until it sits on the inner cover (99/4). Turn setting nut
1/3 to 1/2 turn further and lock with cap nut (99/2).
5 Unscrew auxiliary bolts (100/1).
6 Apply DIRKO sealant to contact surface of the front
wheel drive housing and outer cover and install (99/1).
7 Screw in pressure switch (99/6) and copper seal ring
(99/7) and tighten. Abb. 100
Instruction on adjustment. ADM
Supply air pressure (7±1 bar) to shift cylinder connector.
Rotate flange of front axle output shaft until cam coupling
disengages completely. Continue rotating shaft by hand,
simultaneously, screw-in the adjusting screw (100a/1) slow-
ly until shaft rotates tight (shift fork acts pressure upon latch
coupling, and friction retards shaft).
Rotate back the adjusting screw by 1/3 - 1/2 rev. and tighten
the lock nut (100a/2).
Check: When air is pumped away from shift cylinder, cam
coupling should not rub (for this, check that transfer case is
arranged horizontally with front axle output shaft (direction
up), allowing shifting aside the latch coupling by shift fork.
Supply air pressure (7±1bar) to shift cylinder connector. In
10 sec. Air pressure should not decrease abruptly.
Shift indicator control:
When cam coupling is in position of meshing, shifter does
not release any data, only when coupling is engaged com-
pletely, shifter must be closed.
Abb. 100a
10-564
1.2.10 Installing flanges oil pipe and breather
1 Apply grease to oil seals (101/1) on the input
and output shafts.
. 101
2 Heat flanges to approx. 120°C and install.
Attention: Install drive flange with groove in flange
aligned with oil bore in the drive shaft.
. 102
3 Apply L O C I I I E 243 to threads on input and
output shafts.
. 103
4 Tighten collar nuts to 1080 Nm. Use device TS
215 W (104/1) and torque multiplier (104/2)
. 104
10-565
Installing oil pipe and breather
1 Install oil pipe (105/1).
. 105
2 Apply LOCTITE 243 to threads of the breather

and install into transfer case housing (106/1).
. 106
3 Install all core plugs coated with LOCTITE
243.
4 Install oil drain plugs (2) and other screw plugs
(3) with copper seal ring.
5 Fill gear oil at filling bore (4) until it flows over
at level (5) bore. Install level plug with copper seal
ring.
1.3 Work on transfer case components

1.3.1 Checking and measuring transfer case hous-
ing parts
1 Visually check bearing bore holes for dam-
age or wear marks.
2 Measure main housing bore holes with in-
ternal measuring instrument and micrometer.
A.... 139,975-140.000
.... 119,978-120.000
.... 179,975-180.000
D.... 154,975-155.000 . 110
10-566
1.3.2 Assembly and disassembly of front axle
Disassembly:
1 Deinstall outer cover (111/1), cap nut
(111/2)and setting nut (111/3). Remove
inner cover (111/4).
. 111
2 Remove circlip from shifting fork.
CAUTION: The piston (112/1) is pressed against
the circlip by a spring.
3 Remove piston and pressure spring. Remove
seal from piston.
4 Remove O-ring and internal circlip from the
shifting fork.
. 112
10-567
5 Press out front axle output shaft. Make sure
that shifting sleeve and shifting fork don't jam.
6 Remove retaining ring (113/1) and press ball
bearing (113/2) out of housing.
113
7 Remove seal (114/1) and seal rings from front
axle drive housing.
Position 114
8 Press out disk and bushing of the shifting cyl-
inder.
CHECK
9 Visually check bearing housing, output shaft,
shifting sleeve, and shifting fork for damage
and wear marks.
Position 115
ASSEMBLY
10 Insert disk (116/1) into the bearing housing,
with the spring seat groove facing upward.
Position 116
10-568
11 Apply DIRKO sealant to the unchamfered face
A of the bushing (117/1) and press it in, face
A pointing inward.
12 Insert ball bearing (118/1) into housing, press- 117

ing on the outer ring, and install circlip
(118/2).
. 118
13 Install shifting fork (119/1) and shifting
sleeve (119/2), into the housing with the shift
dogs facing up.
119
14 Press in front axle output shaft (120/1). While
doing this, support inner ring of the ball bear-
ing with base SKO-026530 (120/2). Take care
shifting sleeve and shifting fork don't jam.
120
10-569
15 Apply LOCTITE 638 to sealing carrier with
seal rings (121/1) and press it into housing
with setting tool SKO-026526 (121/2).
16 Install inner retaining ring (122/1) on the
shifting fork (122/2). Push O-ring
(122/3)into groove on the shifting fork and
grease.
17 Set seal (122/4), open side facing smaller pis-
ton diameter, in the groove of piston (122/5)
and grease.
121
18 Set pressure spring (122/6) over shifting fork
into the cylinder and press together with pis-
ton and circlip until circlip locks with a click
(122/7).
Note: Open side of seal ring (122/4) must
face out.
19 Further assembly explained in chapter 1.2
122
1.3.3 Drive shaft assembly, disassembly
123
DISASSEMBLY
1 Pull off roller bearing (123/1) and small drive
gear (123/2) from drive shaft with two-arm pull-
er KUKKO 20-3 (123/3) and puller hook
KUKK0-3-300P (123/4). Remove shifting sleeve
(123/5).
2 Pull roller bearing (124/1) and big drive gear
(1242) from drive shaft with two-arm puller
KUKKO 20-3 (124/3) and support disk TS214W
(124/4).
124
10-570
INSPECTION
3 Visually check shaft and drive gears for damage,
scratches and wear marks.
Note: If a new shaft is used, set baffle washer into

the shaft. Use LOCTITE 243 (125).
. 125
ASSEMBLY.
4 Oil sliding surface of big drive gear (126/1 )and
push onto drive shaft. Heat roller bearing
(126/2)to 80°C and install.
126
5 Push on shifting sleeve (127/1). Oil sliding sur-
face of small drive gear (127/2) and push onto
drive shaft. Heat roller bearing (127/3) to 80°C
and install.
Position 127
1.3.4 Assembly, disassembly of intermediate
shaft.
10-571
DISASSEMBLY
1 Pull inner bearing ring (128/1) with tool
KUKKO 18-2 (128/2) and separator KUKKO
17-2 (128/3) from intermediate shaft.
CHECK
2 Check bearing points and gear teeth for damage,
wear, and cracks.
128
ASSEMBLY
3 Heat inner bearing (129/1) to 80°C and push onto

the interm. shaft.
129
1.3.5 Assembly, disassembly of differential
gear
130
DISASSEMBLY
1 Punch mark fastening screws (130/1) before un-
screwing. If screws are already marked, then do
not reuse them.
2 Press planetary carrier (131/1) off the gear
(131/3) with 3 auxiliary screws 10x55
(131/2).
3 Lift up roller bearing (132/1) with 2 bars 2165-2
(132/2).
Position 131
10-572
132
4 Completely remove roller bearing from plane-
tary carrier with support disc TS 213 W (133/1)
and double-arm extractor KUKKO 20-2
(133/2).
133
5 Remove inner bearing ring (134/1) with puller
KUKKO 18-2 (134/2) and separator KUKKO
17-2 (134/3).
6 Push in spring-loaded dowel pins (135/1) and
push out planetary axle (135/2).
Note:
Cover the bore hole in planetary carrier be-
fore pulling planetary axle completely out,
because cylindrical pin and pressure spring
will jump out.
Position 134
Position 135
10-573
7 Separate rear axle output shaft (136/1) from
ring gear (136/2) by removing retaining ring
(136/3).
136
8 Straighten locked parts of rim by punch
(137/1).
Position 137
9 Pull out roller bearing (137/1) with inside ex-
tractor KUKKO 21-7 (138/1 ) and counter
support KUKKO 22-2 (138/2).
Note: This will damage the roller bearing. It may
not be reused.
138
10 Press outer bearing ring A and oil baffle B out
of the drive gear (139/1).
CHECK.
11 Visually check bearing points, tooth profiles, 139
and drive shaft for damage, wear, and scratches.
10-574
ASSEMBLY
12 Insert pressure spring (140/1) and dowel pin
(140/2) into planetary carrier.
140
13 Affix thrust washers (141/1) to planetary car-
rier with grease.
141
14 Oil needle cages (142/1) and push into plane-
tary gears (142/2).
Position 142
15 Press spring loaded dowel pin (143/2) into
planetary carrier and push in planetary axle
(143/1).
Position 143
10-575
16 Insert the planetary gears (144/1) with needle
cages (142/1) and push in planetary axle
(144/2) until cylindrical pin audibly clicks
into bore hole on the planetary axle.
144
17 Heat inner bearing ring (145/1) to 80°C and
push onto rear stub of the planetary carrier.
Position 145
18 Press roller bearing (147/1) into rear axle
drive shaft 146/2) with supporting disk TS
214 W (146/1).
146
19 Punch in rim at 3 places for locking (147/1)
roller bearing.
147
10-576
20 Set rear axle drive shaft (148/1) into the ring
gear (148/2) and fasten with retaining ring
(148/3).
Position 148
21 Set rear axle drive shaft with ring gear into
the drive wheel (149/1).
22 Oil roller bearing (147/1) and planetary
gears. Set planetary carrier (149/2) onto the
drive wheel (149/1) so that the marks on
planetary carrier and drive wheel align.
Position 149
Note: Planetary carrier and drive gear can only be
replaced together. In this case, install dowel
pin (150/1) in planetary carrier and secure
against displacement with 2 punch marks.
Position 150
23 Oil fastening bolts (151/1) and, using the
tightening diagram, tighten to 30 ± 5 Nm.
Mark the position of the bolts and tighten
them further according to tightening diagram
with an angle of 90° ±5°
Position 151
10-577
24 Insert oil baffle (152/1) in drive wheel
(152/2) and press in with setting tool SKO-
026506 (153/1).
152
25. Press outer bearing ring (152/3) into drive
gear (152/2) with setting tool SKO-026506
(153/1).
Position 153
26 Heat bearing (154/1) to 80°C and slide onto
the front bearing seat of planetary carrier
(154/2).
Position 154
1.3.6 Assembly, disassembly of output shaft
without inter-axle differential
Position 155
10-578
DISASSEMBLY
1 Pull bearing (155/1 from the output shaft with two-
arm extractor KUKKO 20-2 (155/2).
2 Pull outer bearing ring (156/1) out of output shaft
with two-arm extractor KUKKO 20-2 (156/2).
CHECK
3 Check bearing points and gear teeth for damage,
wear, and cracks.
Position 156
ASSEMBLY
4 Press outer bearing ring into output shaft with set-
ting tool SKO-026506 (157/1).
157
5 Heat roller bearing (158/1) to 80°C and push onto
front bearing seat of the output shaft (158/2).
158
10-579
LIST OF TOOLS VG 1600
SPECIAL TOOLS
STANDARD TOOLS / MEASURING TOOLS
10-580
Mounting Device
TS 220 W
Clamping Device
TS 220 W/3
2
Clamping Device
3 TS215W
Lifting and Measuring Device
TS211 W
Lifting Device
TS212W
5
Supporting Disk
TS213W
6
10-581
Supporting Disk
TS214W
Lifter
TS 222 W
Setting Tool
TS 223 W
Striking Weight
SK17828/A
10
Setting Tool
SKO-026506
11
10-582
Setting Tool
12 SKO-026526
Setting Tool
13 SKO-026494
Setting Tool
14
A-VG 2000-01
Universal Handle
15
SK18390R
Base
SKO-026530
16
Centering tool
A-VG 2000-02
17
10-583
Extractor for oil pump
18
Flange puller
A-VG 2000-05
19
Wrench for drive shaft
1 SKO-100720
20
Wrench for intermediate shaft
1 VOZ 006920
21
Setting tool
1 SKO-100721
22
10-584
Ring
23
1 SKO-100722
Blocking Device for intermediate shaft
A-VG1600-03
24
STANDARD TOOLS / MEASURING TOOLS
Two- Arm Extractor
KUKKO 20-3
1
Extraction Hook
KUKKO 3-300-P
10-585
Two- Arm Extractor
KUKKO 20-2
Screw Extractor
KUKKO 21-7
Counter Support
KUKKO 22-2
Separator
KUKKO 17-2-P
Pulling- off Device
KUKKO 18-2
10-586
Bars ( 2 pcs.)
8 HAZET2165-2
Torque Wrench
9
Torque Wrench
10
Depth Gauge
11
Caliper 15 – 200 mm
12
Internal measuring instrument 100 -200

mm
13
Dial Gauge with magnet post
14
10-587
APPENDIX
TRANSFER
CASES
VG 2000 300/396 (ADM)

1
10-588
V20-001
OPERATION
MANUAL CONSTRUCTION
OPERATION
MAINTENANCE
A-TS39/2002 Ausgabe. 1
ZF STEYR GES.M.B.H.&CO.KG
Safety an d ambiebt protection 2
The ambiebt protection issues are rendering everyone. You participation is very important!!
To prevent
To recycle
To use again
Be sure to observe these rules to preserve the ambient and provide Your own safety!
During exploitation of ZF Steyr products, the mineral or synthetic oils, greases and coolants, if need be, are used.
When using detergents, oils, greases during operation or washing, assure the proper utilization of used goods (lubricants, greases, coolants, sealing gaskets,
etc.) Do not throw empty vessels into home waste, they should be snt to utilization.
10-589
2 Avoid contact with heated working liquids (there’s danger of burning, operation temperatures may be above 100°C).
When working on a vehicle/transfer case or under them, observe General safety rules.
By law, the sellers should collect the used materials and provide their utilization oursuant to corresponding rules.
Use only washing stations with oil separators. Materials harmful for ambient should not get into sewerage.
Avoid getting the used/new liquids onto skin. If it happed, be sure to rinse the skin or eyes immediately with much water or address the doctor, if needed.
Store oils, greases and coolants in childproof place.
Observe the safety rules indicated on a package.
ZF Steyr – service
PREFACE 3
This Operation manual allows the consumer of ZF Steyr products to get familiar with construction, operation and maintetnance of products.
Correct operation and maintenance is the decisive factor to assure trouble-free operation of transfer case,so, please, read this Manual carefully
and observe all rules specified.
Besides, You should adhere to suggestions of vehicle manufacturer presented in Manual sections.
If any issues, call the Service dpt. - ZF STEYR, Fax.No. +43 / (0) 7252/580-3159
10-590
4
A-4400 STEYR
+43/(0)7252-580-3159
: +43/(0)7252-580-770
4
A-4400 STEYR
+43/(0)7252 / 580-2324
: +43/(0)7252 /-580-782
DESCRIPTION 4
Manufacturer plate
For the identification of the various types and variants of transfer case, there are manufacturer plates fixed to front and rear sides of transfer case body.
It is important to indicate the aggregate number and serial number (LNr.) in case of inquiries or when ordering spare parts.
10-591
424
F 7121.0.. /.... Aggr. / serial / code

DESCRIPTION 5
Technical Data
TRANSFER CASE TYPE Max. input torque (Nm) Max. input speed (rpm) appr. weight (w/o oil, w/o ratio
PTO box) (kg) normal low
VG 2000/300 w/o differ. (ADM) 25.000 2.800 335 0,89 1,536
VG 2000/396 w/o differ. (ADM) 25.000 2.800 330 0,89 1,536
VG 2000/300 with differ. (ADM) 25.000 2.800 355 0,89 1,536
VG 2000/396 with differ. (ADM) 25.000 2.800 350 0,89 1,536
5
10-592
L1 = 69 mm
L2 = 144 mm
L3 = 69 mm
6
CONSTRUCTION 6
VG 2000 without inter-axle differential / (ADM)

VG 2000 without inter-axle differential is double-speed transfer case with three
shafts, the rotation main direction – clockwise (from side of input flange).
2 distances may be set between shafts 300 / 396 mm
body: composed of two parts
bearings: input shaft – taper roller bearings

countershaft - bearing with cylindrical rollers
output shaft – taper roller bearings
front axle output shaft – ball bearings,
friction bearings.
10-593
lubrication: oil-splash lubrication or combined,

7 pump being on input shaft – in versions with PTO box and
external coolant circulation, version with rear arrangement of
engine
shifting: pneumatic, 2 or 3 positions.
Front axle drive: with pneumatic control
By order: PTO box with pneumatic control

w/o power-take-off of front axle
version with rear arrangement of engine
rear and front arrangement of pump
V20-002 outlet for axle external cooling
electronic connection with tachometer
CONSTRUCTION 7
VG 2000 with inter-axle differential / (ADM)
VG 2000 with inter-axle differential is double-speed, with three shafts, the rotation main
direction – clockwise (from side of input flange).
Planetary, differential is with cylindrical satellites and torque distribution front axle
to rear one 1 : 2,696.
2 distances may be set between shafts 300 / 396 mm
body: composed of two parts
bearings: input shaft – taper roller bearings

countershaft - bearing with cylindrical rollers
power-take-off shaft
and differential - taper roller bearings and
needle bearings
10-594
8
power-take-off shaft
of front axle - bearing with cylindrical rollers -
ball bearings
PTO shaft
of rear axle - bearings with tfour-point contact
lubrication: oil-splash lubrication or combined
pump being on input shaft – in versions with PTO box
and external coolant circulation.
shifting: pneumatic, 2 or 3 positions.
Front axle drive: constant, pneumatic lock of inter-axle differential

V20-003 By order: PTO box with pneumatic control
w/o power-take-off of front axle
version with rear arrangement of engine
rear and front arrangement of pump
outlet for axle external cooling
electronic connection with tachometer
CONSTRUCTION-OPERATION –shifters 8
TO ENGAGE HIGH GEAR /NEUTRAL/ LOW GEAR

The gears shift only with motionless vehicle and stationary input shaft. During shifting, be sure to interrupt the torque transfer from engine having
engaged the clutch (or neutral in automatic gearbox).
ATTENTION: shifting mechanism – with cam cam sleeves; be sure to shift gears in accord with prescriptionsa to avoid damages.
In transfer cases not equipped with oil pump, it is prohibited to drive the input shaft if neutral is engaged.
Pneumatic shifting: high and low gear 2 or 3 positions with switch spring
ATTENTION:
V16-005 When using pneumatic shifter with spring,
remember that with pressure drop caused by
10-595
spring pressure, gears shift from low to high.
Pneumatic shifting: high and low gear 2 or 3 positions with locator, without spring.
V16-004
S outlet – HIGH GEAR

G outlet – LOW GEAR
N outlet - NEUTRAL
CONSTRUCTION-OPERATION – shifter 9
Engagement of front wheel drive and PTO box is provided by pneumatic means (pressure 6,5 – 8 bar).
Disengagement is provided by pressure spring built into working cylinder.
Pneumatic shifter:
Front axle drive VG 2000 Front axle drive VG 2000 ADM
10-596
10
V20-006 V20-007
CONSTRUCTION-OPERATION – shifter 10
TRANSFER CASES WITHOUT INTER-AXLE DIFFERENTIAL - /ADM TRANSFER CASES WITH INTER-AXLE DIFFERENTIAL
ENGAGEMENT OF FRONT AXLE DRIVE: ENGAGEMENT OF INTER-AXLE DIFFERENTIAL LOCK:

Front axle drive is engaged under air pressure (6,5 – 8 bar) by built-in working This transfer case provides constant drive for front axle though the inter-axle
cylinder. differential, i.e. disengagement of front axle drive is impossible. If one or several
Front axle drive may be engaged in motion. With this, interrupt the the torque wheels skidding, we suggest to engage the differential lock. The lock is assured
transmission from engine short short time having engaged the clutch (in by built-in working cylinder with control pressure of compressed air 6,5-8 bar.
automatic gearbox – having released the gas pedal).
IMPORTANT: front drive engagement is prohibited if rear wheels skidding. Differential lock may be engaged in motion with short-time engagement of clutch
(in automatic gearbox – having released the gas pedal).
All-wheels-drive should be disengaged:
- in off-road IMPORTANT: differential lock engagement is prohibited if driving wheels
- on sections with loose soil skidding.
- on steep ascending and descending Avoid driving on hard roads with good adhesion with differential lock engaged.
10-597
Front axle drive may be disengaged in motion, clutch not released. Having Exceptions: steep ascending and descending.
passed the section where engagement of all-wheels-drive is obligatory, be sure
11 to disengage the front axle drive. No need to engage clutch in order to disengage inter-axle differential lock while
in motion.
Avoid driving on hard roads with good adhesion with all-wheels-drive engaged.
Exceptions: steep ascending and descending. Having passed the section where engagement of differential lock is obligatory,
be sure to disengage the lock.
ENGAGEMENT OF FRONT AXLE DRIVE with the help of ADM:
NOTE: retarded dying of pilot lamp after front drive or inter-axle differential lock
Front axle drive is engaged under air pressure (6,5 – 8 bar) by built-in working disengagement is not error in system of transfer case. It is caused by delay of
cylinder. transmission in certain position, the delay being eliminated by cam coupling
disengagement after several shifts of loading mode or steering wheel rotations.
Engagegment is provided by electronic system of transmission automatic
control (Automatic Drivetrain Management - ADM).
No need for driver to engage clutch.

OPERATION 11
PRO BOX ENGAGEMENT
PTO box N200 is engaged by built-in working cylinder. At compressed air pressure 6,5-8 bar. Prior PTO box engagement, depress the clutch pedal
and wait for 5 sec. for input shaft to stop (in automatic gearbox , engage the neutral gear). If PTO box works in stationary vehicle, be sure to set
neutral position for transfer case. The indicator switch proves that transfer case has been disengaged.
IMPOTANT: With PTO box engagement, the input shaft of transfer case must be steady!
Release the clutch pedal smoothly to avoid cam clutch damage if incomplete engagement iof PTO box (meshing position “tooth-on-
tooth”).
Prior disengagement, stop the torque transmission from engine having released the clutch.
Be sure to disengage PTO box with vehicle stop!
In view of slow decrease of pressure in air system, PTO box id desengaged by pressure spring.
10-598
12 With engine start, pressure increases again, and cam clutch engages independently.
With this, if input shaft of transfer case rotates, toothed couplings may be damaged.
V20-009
OPERATION 12
TOW THE VEHICLE WITH VG2000 (ADM)

A. TOW THE VEHICLE
It is tolerable to tow the vehicle with any gear engaged in transfer case (high, neutral or low).
Select such speed of motion at which permissible rotation speed for transfer case won’t be exceeded.
RULE: speed of vehicle towing in high and low gear should not exceed 85 % of maximum permissivle vehicle speed with corresponding gear
in normal mode.
With this, the propeller shaft uniting the transfer case with gearbox starts rotating, so, adhere to geabox manufacturer
suggestions on towing the vehicle.
The speed of vehicle towing in neutral gear should not exceed 85 % of maximum permissivle vehicle speed in high gear.
TOW THE VEHICLE WITH FRONT WHEELS LIFTED

10-599
B.
13 Vehicle towing with front wheels lifted is tolerable only if propeller shaft is disconned, the latter connects transfer case with rear axle.
C. HAZARD ENGAGEMENT OF NEUTRAL FOR TOWING

V20-008
If compressed air supply system is faulty, the neutral position in transfer case equipped with shifter with pressure spring, may be achieved
with screwing-in the bolt.
a) Version with pneumatic engagement of neutral

Without indicator of switch on working cylinder
Instruction: slacken the locking nut and screw-in the adjusting bolt 1 till stop.
b) Version with pneumatic engagement of neutral

With indicator of switch on working cylinder
Instruction: take down the switch of gear indicator and screw-in till stop the hex bolt M12X1,5X60 DIN 961 2.
ATTENTION: after each displacement of adjusting screws, be sure to provide tuning of shifter by qualified specialists.
MAINTENANCE 13
OIL QUANTITY
with inter-axle differential without inter-axle differential

14
VG 2000/300 (ADM) appr. 8,4 l appr. 9,0 l
VG 2000/396 (ADM) appr. 6,5 l appr. 7,1 l
OIL GRADES/TRANSMISSION OILS SPECIFICATION
The well-timed change of oil and oil application pursuant to specification (approved for usage by ZF Steyr) is the prerequisite of transfer case
reliable operation.
MIL-L-2105A or API-GL4 / MIL-L-2105B and C or API-GL5

SAE 85 W 90 or 85 W 140 SAE 85 W 90 or 85 W 140
OIL CHANGE INTERVALS
10-600
Oil change intervals depend upon vehicle working conditions.
VG 2000 (ADM) annual mileage up to 20.000 km annual mileage up to 60.000 km

*oil level inspection every 10.000 km every 10.000 km
* oil change every 30.000 km every 60.000 km
at least, once a year at least, once a year
* during oil change clean the breather clean the breather
Transfe cases often working at high temperatures ( 130°C ) are susceptible to quick wear. So, it may be necessary to decrease the specified intervals
or use special oils or equip the transfer case with ail cooler. Is any problems, address the Servoce dpt. ZF STEYR (tel: -43 (0) 7252-580-3159 fax:
7252.580-770 )
MAINTENANCE 14
TO CHANGE OIL AND CHECK OIL LEVEL VG 2000/300 (ADM)

FIRST OIL FILLING: (for washed transfer case, with
external cooling of oil or without cooling)
15 - to prime the crankcase through the filling hole (1), until oil level
reaches check hole (3) or:
- to prime the specified oil quantity.
- then, be sure to run-in the transfer case for short time, drive some
0,5 km.
Check oil level every 10.000 km
To proceed as described below.
OIL CHANGE: (for heated transfer case)
- drain oil from both drain holes (2)
- if external cooling system is available, drain oil from radiator
- clean magnet plug of drain hole
10-601
- screw-in the drain plug with new seal

- pour oil through filling hole (1), until oil appears out of check hole (3).
- screw-in the check hole plug (3) with new seal.
- Remove the breather (4), clean it and install in place.
OIL LEVEL CHECK:
- open the check hole (3)
- oil level should reach edge of hole,
top up oil, if need be
V20-004
- screw-in the check hole plug with new seal.
1 filling hole
2 drain hole
3 check hole
4 breather.
ATTENTION: be sure to maintain the required oil level. Oil deficit causes poor lubrication and decreases transfer case life. Surplus oil causes large
volume driving out and transfer case over-filling.
16
10-602
MAINTENANCE 14
TO CHANGE OIL AND CHECK OIL LEVEL VG 2000/396 (ADM)

FIRST OIL FILLING: (for washed transfer case, with external
cooling of oil or without cooling)
- to prime the crankcase through the filling hole (1), until oil level
reaches check hole (3) or:
- to prime the specified oil quantity.
- then, be sure to run-in the transfer case for short time, drive some
0,5 km
Check oil level every 10.000 km

To proceed as described below
OIL CHANGE: (for heated transfer case)

- drain oil from both drain holes (2)
- if external cooling system is available, drain oil from radiator
10-603
17
- clean magnet plug of drain hole
- screw-in the drain plug with new seal
- pour oil through filling hole (1), until oil appears out of check hole
(3).
- screw-in the check hole plug (3) with new seal.
- Remove the breather (4), clean it and install in place
OIL LEVEL CHECK:

- open the check hole (3)
- oil level should reach edge of hole,
top up oil, if need be
V20-004
- screw-in the check hole plug with new seal.
1 filling hole
2 drain hole
3 check hole
4 breather.
ATTENTION: be sure to maintain the required oil level. Oil deficit causes poor lubrication and decreases transfer case life. Surplus oil causes large
volume driving out and transfer case over-filling.
MAINTENANCE 16
AIR SYSTEN TESTING

During oil change, we suggest also to test the air system of shifter in transfer case.
With this:
- test the working cylinder and pressure lines of high- and low-gear shifters for leakage.
Test if purgeability of magnet valve is OK (to clean, if need be).
- test the working cylinder and pressure lines of PTO box engagement mechanism for leakage
- Test if purgeability of magnet valve is OK (to clean, if need be).
- check if any scuff marks on pressure lines
18 - test the operability of indicatior switch

10-604
VISUAL INSPECTION
Sometimes, access to transfer case may be difficult, so, during maintenance, it may be not inspected. So, we suggest also to inspect transfer
case visually during vehicle inspection.
Pay attention to the following:
- leakage-proof of case bolts and shafts

- reliability of fixture parts
- breather fouling
- state of air pipelines and cables and their connectors.
MAINTENANCE 17
JET WASHING
When cleaning the product wuth the help of high-pressure washing device, remember that with direct hit of breather by water jet, wather
may get from underneath into transfer case. So, direct the water jet from above, only, to avoid this.
Preservation and storage

Optimum storage conditions are as follows: the product is stored in a shop or a store room with moderate ventilation, relative humidity
not more that 60 % and ambient temperature from 15° to 20° C.
We suggest to compile a special „ preservation chart“ and refresh the preservation in accord with this chart.
Prior running-in, the transfer cases are primed with oil. The oil left in a transfer case may be the temporary protection from corrosion.
If the planned storage time period is not more than 4 months, be sure to preserve the product as described below.
10-605
1. to take down the breather and close the breather orifice in a case with a plug;
2. to prime the transfer case with oil as described in page 12-14 of Operation manual.
3. , .
19 4. to rotate the transfer case relative its center to fill the inner cavity with oil completely;
During cranking the input shaft, to engage the high/low gear twice, the front axle drive or inter-axle differential lock, and to
engage the power-take-off box.
5. to store the transfer case in vertical position.
During storage in optimum conditions (in a store room, relative humidity 60 %), to repeat the procedures of items 3-5 in every 6
months.
As for hard conditions – in arctic or tropical climate, with high salt concentration in air (in the neighborhood of sea), to repeat the
procedures of items 3-5 in every 4 months.
ATTENTION: do not fail to return the breather into its place prior transfer case engagement!
APPENDIX
RENNUNING REPAIRS MANUAL

FOR Z-6522 TRANSFER CASE
10-606
«OJ SC Z»
SCIEN TIC & TECH NICAL CEN TER
APPROVED by:
“OJSC KAMAZ" Chief

design engineer
D.Kh. Valeev
«_____» _______________2011
Instructions
6522-3902902
Naberezhnye Chelny
2011
Compilers:
S.A. Akinin., R. . Alpitarov, .V. Avdeichik, V.V. Yakubenko., V.N. Yakunin.
The present Instructions is on disassembly-assembly procedures during running repairs of transfer case model 6522 (6522-
1800020) in service centers.
«OJSC Z» preserve right to update vehicle construction without preliminary notification of consumers.
Protected by Copyright law of Russian Federation. Reproduction of book or any part of it without editor written
consent is prohibited.
Approved for issue:

Principal design engineer on
special equipment and vehicle
systems .S. Savinkov
2
CONTENT
Introduction……………………………………………………………………………………………………………………. 4
Transfer case disassembly,,,,,…………………………………………………………………………………………. 5
Transfer case assembly,,,,,,,,…………………………………………………………………………………………. 34
Annex . List of special tools and appliances to disassemble/assemble transfer case model 6522.………………… 86
Annex . Assembly chart………………………………………………………………………………………………… 88

Annex . Disassembly chart………….…………………...……………………………………………………………… 89
Annex . Glues and sealants application chart …..………………………………………………………………… 90
Annex . Sealants properties and application ………………………………………………………… 93
3
INTRODUCTION
The present Instructions 6522-3902902 describes disassembly-assembly procedures during running repairs of transfer case model 6522 in
order to change parts and units in service centers.
Instructions include:
- description and disassembly-assembly procedures during running repairs of transfer case;
- adjustment procedures for roller taper bearings, front axle engagement gear and gearshift gear;
- list of used tools and appliances:
- tightening torques for main threaded joints;
- material grades used for threaded joints stop and joining surfaces sealing.
Procedures should be performed by vehicle repairman 4-th category.
Labor content to perform disassembly-assembly procedures with the help of mechanized tools (nut driver) is 8,1 man- hour, including:
- transfer case disassembly – 3,5 man. hour
- transfer case assembly – 4,6 man. hour
Labor content is specified with consideration of machine-setup time which constitutes some 20% of running time.
Warnings:
1. Running repairs with transfer case disassembly-assembly should be performed using turn table equipped with adapter to secure transfer case
reliably.
2. Usage of special tools and appliances specified in a List is compulsory as allows to disassemble-assemble the transfer case without any
damage of parts.
3. Glues and sealants for transfer case assembly are according to Annex and Annex .
4
Transfer case disassembly
Procedure description Instruments, tools, appliances.
1 Wash the transfer case Washing plant for parts and units
2 Place the transfer case on a bench: Demountable bench -
- install the clamping fixture for transfer case on a bench and 078.00.000 ,
secure by screws; PlateV-TS220W.
- install the transfer case on clamping fixture and secure. clamping fixture for transfer case V-
TS220W/3 ,
air wrench, socket S14
Fig. Arrangement of transfer

case on a bench
3 Undo the drain plugs out of transfer case and drain oil Socket S 22, wrench S 22, air
wrench
4 Screw all sensors and switches out of transfer case
5 Rotate the transfer case by 90º (with case cover down) Demountable bench -
078.00.000 , clamping fixture for
transfer case V-TS220W/3
5
6 Remove the oil pipe Wrench S 27
6 Remove the flange of rear axle drive shaft: Socket S 19, air wrench, grip
- take down the flange stop strip; (thrust) TS 215 WC ;
- undo flange secure bolts; Puller for flanges 6522.09.000
- press out the flange with puller.
Figure. To remove stop strip which secures flange Figure. To undo flange secure bolts Figure. To take down flange by puller
7 Press out the cap of rear axle drive shaft bearing, for this, screw the bolts into cap threaded holes. Socket S 19, air wrench.
6
Figure. To remove bearing cap
8 Install the appliance to press out the differential shaft Appliance to press out the
differential shaft 6522.02.000,
socket S 27, air wrench
7
) )
Figure. To install appliance to press out the differential
9 Remove the pump: Socket S 19, air wrench

- undo bolts which secure pump 12 1,25 (6 pcs.);
- take down the gear pump
8
Figure. To undo bolts which secure pump Figure. To detach the gear pump
Figure. To take down the gear pump Figure. Transfer case with pump removed
10 Install the technological disk to locate the bushing (thrust ring) 6522-1802065 Socket S 17, air wrench,
technological disk to locate the
bushing (thrust ring)
6522.15.000
9
) )
Figure. To install the technological disk
11 Undo bolts which secure gear engagement mechanism (except one) Socket S 13, air wrench
) )
Figure. To slacken bolts which secure gear engagement
12 Undo bolts which secure transfer housing Socket S 17, air wrench
10
) )
Figure. To screw out the transfer housing bolts
13 Rotate the transfer case by 180º Demountable bench

-078.00.000
14 Dismantle the primary shaft flange: Socket S 19, air wrench, grip
- remove the flange stop strip; (thrust) TS 215 WC ;
- undo the flange secure bolts ( 14 1,5); Puller to take down flanges
- install the puller to take down flange, and a grip (thrust); 6522.09.000
- press out the flange.
11
Figure. To remove the flange stop strip Figure. To undo the flange fastening bolts
12
Figure. To mount a puller Figure. To remove flange with the help of puller
15 Dismantle flange of front axle case: Socket S 19, air wrench,

- remove the flange stop strip; (thrust) TS 215 WC ;
- undo the flange fastening bolts 14 1,5); Puller to remove flanges
- place the puller to remove flanges and a grip (thrust); 6522.09.000
- press out the flange.
13
Figure. To undo bolts which secure flange Figure. To mount a puller Figure. To remove flange with the help of
puller
16 Dismantle case of front axle drive: Socket S 17, air wrench
- undo nuts which secure case of drive;
- screw out 2 studs and install two technological bolts 12 1,25 instead;
- detach the case of drive screwing-in two technological bolts 12 1,25
- dismantle the case.
Figure. Undo the fastening nuts Figure. To detach the case of front axle drive Figure. To remove the case of front axle
drive
Socket S 13, 22, air wrench, pliers
14
17 To disassemble the case of front axle drive:
- uncotter and screw out the stop bolt (pos.57) which secures the differential lock yoke;
- undo bolts which secure the differential lock (pos. 45);
- pull the locking mechanism out of front axle drive case;
- undo nuts (pos.51), which secure the rod (pos.29);
- remove the stop ring (pos. 25) and washer (pos.31);
- holding the piston (pos.19), take down the stop ring (pos.23);
- holding the piston, take it down together with collar (pos.33) and sealing ring (pos. 37), remove
return spring of gearshift mechanism of transfer case (pos. 35);
- remove collar (pos.65) out of drive case;
- press the shaft of front axle drive (pos.5) out of case (pos.15) together with yoke of locking
mechanism (pos11) and lock coupling (pos.7);
- remove the stop ring (pos.13) and press out the bearing (pos.41)
15
Figure. Case of front axle drive (with flange removed)

5 – shaft of front axle drive; 7 – lock coupling; 11 – differential lock
yoke; 13 – stop ring; 15 – case of front axle drive; 16 – differential lock
body ; 17 – cover of shift mechanism case; 19 – piston; 21 - gasket; 23 –
stop ring; 25 – stop ring; 29 – rod; 31 – washer; 33 – collar; 35 - return
spring of gearshift mechanism of transfer case; 37 – sealing ring; 41 –
single-row ball radial bearing; 43 – cotter; 45 – bolt 8-6g; 51 – thin
nut 14 1,5; 57 – stop bolt; 59 – sealing ring; 61 – transport plug; 65-
collar.
18 Remove cap of primary shaft front bearing: Socket S 17, air wrench
- undo the cap bolts;
- detach the bearing cap from transfer housing cover, screwing-in the technological bolts
12 1,25 (2 pcs.);
- remove the bearing cap.
16
Figure. To undo the bearing cap fastening bolts Figure To remove the cap of primary shaft front bearing
19 Remove the transfer housing cover: Socket S 17, air wrench; lifting bolt
- undo the bolts of transfer housing cover; 12 1,25 2 pcs. L=210 mm to lift
- screw-in 2 lifting bolts 12 1,25 L=210 mm.; the transfer case cover
- detach the transfer case cover from transfer case body;
- remove the transfer case cover
Figure. To undo the fastening bolts of transfer case cover Figure. To mount the lifting bolts
17
Figure. To detach the cover from transfer housing Figure. To remove the transfer housing cover
20 Remove the outer race of countershaft bearing with cage and rollers.
Figure. To remove the outer race of

countershaft bearing
21 Press out the low gear bearing of primary shaft and inner race with cage and rollers of bearing 6- Socket S 27, air wrench; puller to
7516 GOST 520-02 or bearing 32216 : remove roller bearings, their inner
18
- mount the puller to remove roller bearings, their inner and outer races, gears; and outer races, gears
- Press out the low gear bearing of primary shaft and inner race with cage and rollers of bearing 6522.09.000
Figure. To mount puller to remove roller bearings, their inner and Figure. To dismantle the low gear bearing of primary shaft and
outer races, gears inner race with cage and rollers of bearing
22 Uncotter the shifter fork: Pliers, wrench S 17
- uncotter the fork;
- undo the fork fastening bolt
Figure. To undo the

fork fastening bolt
23 Remove the gear engagement mechanism:
- undo the fastening bolts of mechanism;
- remove the gear engagement mechanism
19
Figure. To undo the fastening bolts of engagement mechanism Figure. Remove the gear engagement mechanism
24 Dismantle the fork and coupling of shifter:

- lift the shift away the countershaft;
- dismantle the fork and coupling of shifter.
)
)
Figure. To dismantle the fork and coupling of shifter
25 Disassemble the gear engagement mechanism: Socket S 17, air wrench, pliers.
- undo bolt (pos. 13), take down the piston (pos.2) with collars (pos.3) and sealing ring (pos.11);
- push up the spring (pos.10) by flat washer (pos.19), having depressed upon the washer by rod
(pos.5) with stop ring (pos.15), take down the inner thrust ring (pos.27);
- pull out the rod (pos.5) with flat washers (pos.19) and return spring (pos.10)
20
TRANSFER CASE DISASSEMBLY
25 To disassemble the gear engagement mechanism: Socket S 17, air wrench, pliers
- undo the bolt (pos. 13), take down the piston (pos.2) together with collars (pos.3) and sealing ring
(pos.11);
- push up the spring (pos.10) by flat washer (pos.19), having depressed upon the washer by rod
(pos.5) with stop ring (pos.15), take down the inner thrust ring (pos.27);
- pull out the rod (pos.5) with flat washers (pos.19) and return spring (pos.10)
Figure. Gear engagement mechanism

1 – engagement mechanism body; 2 – piston; 3 – collar; 5 – rod; 10 – return spring of shifter of transfer case; 11 – sealing ring 016-020-25-2-2; 13
– bolt 10 1,25; 15 – stop ring 20; 17 – flat washer 10 25; 19 – flat washer 20 35; 23 – sealing ring ; 24 – transport plug; 27 – inner thrust
ring 35
26 To dismantle the primary shaft: Lifting bolt 12 1,25 L=90 mm to

- mount the lifting bolts 12 1,25 L=90 mm to lift the primary shaft (2 pcs); lift the primary shaft
- dismantle the primary shaft 6522.17.000
21
) )
Figure. To dismantle the primary shaft
27 Press out the high gear pinion and inner race of primary shaft rear bearing: Air wrench , socket S 27, puller to
- mount and catch the shaft in vice of lathe (use soft jaws to clamp remove roller bearings, their inner
in vice); and outer races 6522.09.000,
- remove the fastening nut of primary shaft bearing; socket wrench for fastening nut of
- mount the puller to remove roller bearings, their inner and primary shaft bearing
outer races; 6522.18.000
- press out the high gear pinion and inner race of primary shaft
rear bearing
28 Press out the inner race of single-row radial roller bearing with short cylindrical rollers of Socket S 27, air wrench; grip for
countershaft (if need be): inner race of countershaft bearing
- mount the grip for inner race of countershaft bearing; 6522.04.000; puller to remove
- mount the puller on a grip to remove roller bearings, their inner and outer races; roller bearings, their inner and outer
22
- press out the bearings inner race races, gears 6522.09.000,
hammer
) )
Figure. To mount grip for inner race of countershaft bearing
23
Figure. To mount the puller on a grip to remove roller bearings, Figure. To dismantle inner race of countershaft bearing
their inner and outer races
29 To dismantle the countershaft: Lifting device for countershaft
- place the lifting device for countershaft on a shaft; 6522.03.000
- dismantle the countershaft.
24
) )
Figure. To place the lifting device for countershaft on a shaft Figure. To dismantle the countershaft
30 Press out the inner race of single-row radial roller bearing with short cylindrical rollers of Socket S 27, air wrench; grip for
countershaft from side of high gear pinion (if need be): inner race of countershaft bearing
- mount and catch the shaft in vice of lathe (use soft jaws to clamp in vice); 6522.04.000; puller to remove
- mount the grip for inner race of countershaft bearing; roller bearings, their inner and outer
- mount the puller on a grip to remove roller bearings, their inner and outer races; races, gears 6522.09.000,
- press out the bearing inner race. hammer.
31 Dismantle the inner race of front axle drive front bearing:
- mount the puller to take down the roller bearings, their inner and outer races, gears and thrust Socket S 27, air wrench; puller to
disk to remove the bearing 32024 ; remove roller bearings, their inner
- press out the inner race of front axle drive front bearing. and outer races, gears
6522.09.000; thrust disk to
remove the bearing 32024
6522.12.000
25
) )
Figure. – To mount the puller to take down the roller bearings, their inner and outer races, gears and thrust disk to remove the bearing
) )
Figure. To dismantle the bearing inner race
32 Dismantle the differential assy.: Air wrench, socket S 19, 27,
- dismantle 2 opposite fastening bolts of differential pinion; overhead crane, capacity 2 t,
- mount 2 lifting bolts 12 1,25 L=210 mm., catch 2 hooks; appliance to extract the differential
- extract the differential using the preliminarily mounted appliance for differential extraction (see shaft 6522.02.000
p.8 of this Instruction) ;
26
- dismantle the differential assy.
Figure. To undo the fastening bolts of Figure. To mount the lifting bolts Figure. Differential suspending on straps
differential (chains)
27
) )
Figure. To extract the differential using the appliance for differential extraction Figure. To dismantle the differential assy.
33 To disassemble the differential (if need be): Air wrench , socket S17, screw
driver
- mount the differential in vice, with cage up;

- undo fastening bolts of differential pinion 12 1,25;
- apply the setting marks for differential cage – drive pinion;
28
- detach the differential cage from pinion;
- dismantle the differential cage with satellites screwing-in the technological bolts 12 1,25 – 3
pcs.;
- push up the cylindrical pin of satellite axis backward

through the orifice of a cage, so that the differential satellite
axis came out (see arrows);
- remove separate parts

Similarly, disassemble the rest satellites of differential.
29
- to remove the rear axle drive shaft from the differential pinion
34 Extract the outer race of differential bearing: Air wrench, socket S 27, puller to
- mount the puller to remove the roller bearings, their inner and outer races; remove the roller bearings, their
- extract the outer race of differential bearing: inner and outer races
- take down the deflector 6522.09.000
30
Figure. To mount the puller to remove the roller bearings, their Figure. Extract the outer race of differential bearing
inner and outer races
35 Dismantle (manually) the double-row spherical bearing out of transfer housing
36 Dismantle the tray
37 Press out the inner race of differential rear taper roller bearing: Air wrench, socket S 27, puller to
- mount the disk (support) to extract the inner race of differential rear taper roller bearing; remove the roller bearings, their
- mount the puller to remove the roller bearings, their inner and outer races; inner and outer races
31
- press out the inner cage of rear taper roller bearing 6522.09.000, disk (support) to
extract the differential bearing
6522.13.000
Figure. To mount the disk to extract the inner race of differential Figure. To remove inner racer of differential rear taper roller
rear taper roller bearing and puller to remove roller bearings, their bearing
inner and outer races
38 Dismantle (manually) the outer race of countershaft bearing with rollers and racer out of transfer
housing.
39 Dismantle (manually) the outer race of primary shaft taper bearing out of transfer housing
32
40 Extract the outer race of differential front taper bearing out of transfer housing cover: Mandrel to extract and press-fit the
- install the mandrel to extract and press-fit the bearing outer bearing outer racer 6522.14.000,
racer; hammer.
- extract the bearing outer race.
33
Transfer case assembly
1 Install the transfer housing on a test bench: Demountable test bench -
- install on a bench and secure by screws the fixing device for 078.00.000 , Plate V-TS220W,
transfer case; fixing device for transfer case V-
- install the transfer housing on a fixing device and clamp; TS220W/3 , air wrench, socket
- mount the post (thrust) under the transfer housing S14; post (thrust) under the transfer
housing 6522.07.000
) )
Figure. To mount the post (thrust) under the transfer housing
2 To press-fit the inner cage of differential rear taper roller bearing: Electric oven (or industrial drier),
- heat the inner racer with bearing cage and rollers at t 80 º , at least, and not more 100º . Time contact-digital thermometer, hammer,
34
for heating in oven from 5 to10 min. mandrel for differential bearing
- take the inner racer with cage and rollers and install onto transfer housing ; 6522.10.000
- using mandrel for differential bearing, definitely, press-fit the bearing inner racer
Figure. To install the heated racer with cage and rollers on transfer Figure. To press-fit the bearing inner racer
housing
3 Install the tray: Hammer

-arrange the tray by 3 holes Ø6 of transfer housing;
- place the tray.
Figure. To install tray

4 Assemble the differential Hammer, mandrel to press-fit the
1. Assemble the carrier with satellites (see Figure): bearing outer racer into the
Prior installation, grease certain parts! (transmission oil -15 GOST 23652) differential pinion (rear axle drive)
6522.01.000, screwdriver, air
- to press-fit the ball 7,144-40 3722-81 into axis wrench, socket S17
35
of differential satellite;
- insert the spring of satellite axis (pos.7) and pin of satellite axis (pos.5) into hole of differential
carrier (see arrow);
- pre-assemble the differential satellites with roller needle bearings, spacer ring of roller bearings
and support washers of satellites;
- install the pre-assembled satellites into slots of differential carrier;

- push up backward the pin of satellite axis (pos.5)/
spring of satellite axis (pos.7) so that the satellite axis entered (pos.3);
- keeping the support washer, finally install the axis through the differential satellites till clamping
by pin. Pin should be mounted in slot of satellite axis.
See Figure!
Similarly, install the rest satellites.
36
Figure. Carrier with satellites

1 – differential satellites; 3 – differential satellite axis;
5 – pin of satellite axis; 7 – spring of satellite axis; 9 – differential
carrier; 11 satellite support washer; 13 – ball; 15 – needle roller bearing.
2. Assemble the differential pinion:

- install the deflector;
- install the outer race of bearing into differential pinion;
- install the mandrel to press-fit the bearing outer race;
- to press-fit the bearing outer race.
37
Figure. To mount mandrel to press-fit the bearing outer race Figure. To press-fit the bearing outer race
3. Assemble the differential pinion and rear axle drive shaft:
- insert the rear axle drive shaft into the differential pinion;
- press-fit the setting pins.
4. Assemble the differential:

Prior assembly, grease the bolts with sealant Fixator -
3! (Alternatives : Triboplast 6 U2257-003-25669359-98;
Locktite 243; Anakrol 2032 U2242-004-50686066-2003;
Unigerm -6 U2257-405-0020-8949-2004. See
Appendices and )
- level the assembled carrier with satellites and install it into
assembled pinion of differential, catch with depression;
- depart from 2-3 coils of thread of bolts 12 1,25, apply
sealant Fixator -3 onto 3-4 coils, with complete filling of thread profile. The profile surface
should be clean, no oil or corrosion traces;
- install the self-locking bolts 12 1,25 -12 pcs. Screw-in onto 2-3 coils and tighten finally in two
steps (preliminarily and finally) with torque from 58,84 to 93,16 Nm (from 6to 9,5 kgf m).
38
Note:
1. Be sure to observe the setting position for differential carrier and differential pinion .
2. Arrange the disassembly marks in such way as they facing!
3.When tightening the self-locking bolts, adhere to cross-like scheme of tightening (see Figure)
Figure. Scheme of tightening the self-locking bolts

5 Install the pre-assembled differential into transfer housing: Overhead crane, load capacity 2 t,
- dismantle 2 opposite fastening bolts of differential pinion: lifting bolt 12 1,25 2 pcs. L=210
- install 2 lifting bolts 12 1,25 L=210 mm. Install the hooks of cargo mm. 6522.16.000, air wrench,
lifting device; socket S 17
- shift the differential to assembly bench and install it into transfer
housing
6 To install (manually) the outer race with rollers and cage of countershaft bearing into transfer
housing.
7 To install the outer race of primary shaft bearing into transfer housing: Mandrel to mount the outer race of
39
- install the outer race of bearing into transfer housing; primary shaft taper roller bearing 6-
- install onto the race the mandrel to mount the bearing outer race; 7516 1 or 32216 , 54-7853-4028,
- press-fit the outer race. hammer.
Figure. To install the outer race of bearing into transfer housing

8 Pre-assemble the countershaft: Electric oven (or industrial drier),
contact-digital thermometer, hammer,
-install the inner race of single-row roller radial bearing with short cylindrical rollers on a countershaft (if mandrel for press-fitting the bearing racer
need be) : onto countershaft 6522.05.000
- heat the bearing inner race at t at least 80º but not more 100º . Time for heating in oven from 5 to 10
min.;
- install the inner race on a countershaft;
- finally, press-fit the inner race using mandrel for press-fitting the bearing racer onto countershaft.
40
9 Mount the pre-assembled countershaft in a transfer housing: Lifting device for countershaft
- install the lifting device for countershaft on a shaft; 6522.03.000
- install the countershaft.
10 Mount the inner race of single-row radial roller bearing with short cylindrical rollers on a Electric oven (or industrial drier),
countershaft: contact-digital thermometer, hammer,
- heat the inner race of bearing at t 80 º , at least, and not more 100º . Time for heating in oven mandrel for press-fitting the bearing
from 5 to10 min. racer onto countershaft
- install the inner race on a countershaft; 6522.05.000
- finally, press-fit the inner race using mandrel for press-fitting the bearing racer onto countershaft
Figure. Press-fitting the inner race of single-row radial roller bearing with short cylindrical
rollers
11 Install the bearing inner race with rollers and cage on a carrier with satellites: Electric oven (or industrial drier),
- heat the inner race of bearing at t 80 º , at least, and not more 100º . Time for heating in oven contact-digital thermometer, hammer,
41
from 5 to10 min.; mandrel for press-fitting the taper
- install the inner race on a carrier with satellites; bearing inner racer 32024 on a
- finally, press-fit the inner race using mandrel for press-fitting the taper bearing inner racer onto carrier with satellites
carrier with satellites. 6522.08.000
Figure. To install the bearing inner race with rollers and cage on Figure. Finally, press-fitting the inner race of bearing with rollers
drive shaft of front axle and cage
12 Tighten the fastening bolts of differential pinion: Air wrench , socket S 19, appliance
- install the self-locking bolts 12 1,25 – 2 pcs. Screw-in onto 2-3 coils, tighten preliminarily; for pinions (shafts) catching
- install appliance for pinions (shafts) catching; 6522.21.000
- tighten completely the self-locking bolts 12 1,25
with torque from 58,84 to 93,16 Nm (from 6,0 to 9,5kgf m).
- after complete bolts tightening, remove the appliance.
42
Figure. Installation and preliminary Figure. Installing the appliance for pinions Figure. Tightening the fastening bolts of
tightening the fastening bolts of differential (shafts) catching differential pinion
pinion
13 Pre-assemble the primary shaft: Support for primary shaft locating

- install the primary shaft in a support for primary shaft locating; 805.32.600 ; mandrel for press-
- grease the surfaces for high-gear pinion and inner race of bearing with transmission oil -15 fitting the taper roller bearing inner
GOS 23652-79; racer on primary shaft 54-7853-4021;
- install the high-gear pinion. Test manually the rotation of high-gear pinion. Pinion should rotate hammer; socket wrench for fastening
without seizure; nut of primary shaft bearing
- heat the inner race of bearing with rollers and cage at t 80 º , at least, and not more 100º . 6522.18.000;
Time for heating in oven from 5 to10 min.;
- mount the inner race of bearing with rollers and cage on a primary shaft, using the mandrel;
- screw the fastening nut of primary shaft bearing onto 2-3coils. Tighten completely with the help
of socket wrench for fastening nut of primary shaft bearing
Torque from 540,0 to 660,0 Nm (from 55,0 to 67,0 kgf m);
- centrepunch the nut in two points.
43
Figure. Greasing the surfaces for high-gear pinion Figure. Mounting the high-gear pinion
Figure. Press-fitting the bearing inner race on a primary shaft Figure. Centre-punching the fastening nut of primary shaft bearing
14 Install the pre-assembled primary shaft in transfer housing: Lifting bolt 12 1,25 2 pcs. L=90
- place 2 lifting bolts L=90 mm. on a primary shaft, install hooks of lifting device; mm to lift primary shaft
- shift the primary shaft with high-gear pinion and bearing inner race to transfer housing; 6522.17.000; overhead crane,
- install the primary shaft in transfer housing, to align the high-gear pinion in housing. capacity 2 t.
44
Figure. Install the primary shaft in transfer housing

15 Install the pre-assembled shifter fork with engagement slider: Brush, vessel for grease.
- pre-assemble the shifter fork with engagement slider;
- apply oil -15 GOS 23652-79 onto surface of primary shaft under gear engagement slider;
- lift the countershaft a bit. Install the pre-assembled shifter fork (with
bolt up) on a primary shaft. Lower the countershaft.
Figure. Installing the pre-assembled

shifter fork on a primary shaft
16 Assemble the gear engagement mechanism: Socket S 17, air wrench, pliers, brush,
- apply oil -15 GOS 23652-79 on a rod sliding surface; vessel for grease
- install the sealing ring (pos.23) in a mechanism body (if need be);
- assemble the flat washer (right) (pos.19), return spring (pos.10), flat washer (left) (pos.19) on a
rod (pos.5), and, having pushed up the spring, mount the stop ring (pos.15) ;
- install (r.h. side) the pre-assembled rod (pos.5) in a mechanism body , and, having pushed up the
spring, mount the inner stop ring (pos.27);
- install the collars (pos.3) and sealing ring (pos. 23) on a piston;
- mount the piston and secure it on a rod by bolt (pos.13).
Torque 39,22…54,91 Nm (4,0…5,6 kgf m). Install the bolt having applied the sealant
Locktite 243 (see Appendices and ).
45
Figure. Gear engagement mechanism

1 – engagement mechanism body; 2 – piston; 3 – collar; 5 – rod; 10 – return spring of shifter of transfer case; 11 – sealing ring 016-020-25-2-2; 13
– bolt 10 1,25; 15 – stop ring 20; 17 – flat washer 10 25; 19 – flat washer 20 35; 23 – sealing ring ; 24 – transport plug; 27 – inner thrust
ring 35
17 Install the gear engagement mechanism: Air wrench, socket S 13, 17, 19,
- apply sealant «Anaterm 506» onto flanged surface of mechanism body (see Appendices and wrench S 11, wiping cloth, brush.
);
- install the engagement mechanism aligning the rod of mechanism with hole in shifting fork;
- insert the stop bolt into hole in shifting fork aligning it with hole on rod of engagement
mechanism having screwed it in by 2-3 coils. Tighten till stop into rod groove;
- pass the split wire 1.2 200 through stop bolt of mechanism 10 1,25 and cotter it;
- apply sealant nakrol-500 onto gasket of air cylinder cover from both sides (Alternative :
Locktite 5923 (of Ireland production ) (see Appendices and ).
Install the air cylinder cover:
- apply sealant «Fixator -3» (or “Locktite 243») onto 3-4 coils of bolt thread 8-6g 100, with
filling the thread profile completely (Alternative: Triboplast 6 U2257-003-25669359-98;
Locktite 243; nakrol 2032 U2242-004-50686066-2003; Unigerm -6 U2257-405-0020-
46
8949-2004. (See Appendices and )
The surface should be clean, no oil or corrosion traces;
- install bolts with flat washers 8 17. Screw-in onto 2-3 coils and tighten preliminarily;
- screw-in the bolt 10 1.25-6g 30 with applied sealant «Locktite-5061» and pre-assembled
with low nut 10 1.25-6 (See Appendices and ).
Figure. To apply sealant onto surface of mechanism body connector Figure. To install the engagement mechanism
Figure. To install the stop bolt Figure. To tighten the stop bolt
47
Figure. To cotter the stop bolt Figure. To install the air cylinder cover
18 Install the low-gear pinion on a primary shaft: Brush, vessel for grease
- apply oil -15 GOS 23652-79 onto surface of primary shaft and under low-gear pinion of
primary shaft;
- install the low-gear pinion on a primary shaft.
Figure. To apply oil onto surface of primary shaft and under low- Figure. To install the low-gear pinion on a primary shaft
gear pinion
19 Mount the bearing outer race with rollers and cage on a countershaft .
48
Figure. To mount the bearing outer race with rollers and cage on a countershaft
20 To mount the bearing inner race with rollers and cage on a primary shaft: Electric oven, contact-digital
- heat the inner racer with bearing cage and rollers 6-7516 at t 80 º , at least, and not more thermometer, hammer, mandrel for
100º . Time for heating in oven from 5 to10 min; press-fitting the taper roller bearing
- apply oil -15 GOS 23652-79 onto surface of primary shaft and under bearing inner race; inner racer onto primary shaft
- install the inner race with bearing cage and rollers on a primary shaft; 54-7853-4021, brush, vessel for
- using mandrel for press-fitting the taper roller bearing inner racer onto primary shaft, press-fit the grease
bearing inner race.
Figure. To apply oil onto a shaft surface Figure. To install the bearing inner race Figure. To press-fit the bearing inner race on
a primary shaft
21 Install guides in transfer housing to mount a transfer housing cover (3 pcs.) Guides to mount a transfer housing
cover (3 pcs.) 6522.11.000;
wrench S10
49
Figure. To install guides

22 Mount the outer race of front axle drive taper bearing in a cover of transfer housing; Mandrel to press out and press-fit the
- place the mandrel to install the bearing outer race on a race; outer racer of bearing 32024
- press-fit the outer race. 6522.14.000, hammer.
Figure. To press-fit the bearing outer race into transfer housing cover
24 Install the transfer housing cover: Socket S 17,19; air wrench; wrench;
- degrease the surface of transfer housing by solvent «Nefras- 50/170» GOS 8505-80 and apply hammer; lifting bolt 12 1,25 2 pcs.
50
sealant «Anaterm 506» onto all surface of transfer housing (Alternative : Locktite 518 (of Ireland L=210 mm to lift the transfer housing
production ), Anakrol 3011 U2242-006-506860066-205. (see Appendices and ); cover 6522.16.000; wiping
- screw-in 2 lifting bolts 12 1,25 L=210 mm into cover, install grips of hoisting device; cloth, leakage-proof plastic vessel.
- shift the transfer housing cover to assembly bench and install onto transfer housing having
aligned by holes in a housing and by guides;
- upset the housing cover along guides till stop;
- apply sealant «Fixator -3» onto 3-4 coils of bolt thread, with filling the thread profile
completely (Alternative: Triboplast 6 U2257-003-25669359-98; Locktite 243; nakrol 2032
U2242-004-50686066-2003; Unigerm -6 U2257-405-0020-8949-2004 (see Appendices
and );
- screw-in the bolt 12 1.25 – 12 pcs. onto 2-3 coils, from side of cover , and bolts from side of
transfer housing 12 1.25 – 10 pcs.;
- tighten all fastening bolts completely
Torque 78,45…107,87 Nm (8,0…11,0 kgf m.)
Figure. To degrease the surface of transfer housing Figure. To apply sealant onto parting surface
51
Figure. Installing the housing cover on guides Figure. Upsetting the housing cover
25 Install the outer race of primary shaft bearing into transfer housing cover: Mandrel to mount the outer race 6-
- mount the bearing outer race; 7516 1 or 32216 of primary shaft
- install the mandrel on a race to mount the bearing outer race; taper roller bearing 54-7853-4028,
- press-fit the outer race; hammer; electronic depth gauge
- in 2 diametrically opposite sites, measure the absolute size « » (from face of bearing outer race -200 or 160 GOS 162-
till face of transfer housing cover), accept its normal value, precision ± 0,05 mm.; 90
- in 2 diametrically opposite sites, measure the absolute size « » on cover of primary shaft
bearing (height of cover edge);
- calculate the total required thickness of shim which should be less than difference « – » by
0,03…0,12 mm.;
- select the required shim for bearing and install it (see Figs and Scheme).
52
Figure. How to determine the shim thickness
Figure. To install the outer racer of primary shaft bearing Figure. To press-fit the outer racer of primary shaft bearing
53
Figure. To measure actual size « » Figure. To measure actual size « »

(on transfer housing cover) (on cap of primary shaft bearing)
Figure. To select the shim
26 To mount the cap of primary shaft front bearing: Plastic vessel, hand brush; mandrel to
- apply thin layer of grease N158M U38.301-40-25-94 onto the seating surface of cover for install collar 100 120 12 mm of
collar; «Simrit» 6522.19.000; hammer;
- press-fit the collar in a cap with the help of mandrel; socket S19, air wrench; socket
- align the pre-assembled cap of primary shaft bearing with holes in transfer housing cover having wrench.
screwed-in 2 bolts onto 2-3 coils. Install the cap of primary shaft front bearing;
54
- apply sealant «Fixator -3» onto 3-4 coils of bolts 12 1.25 thread, with filling the thread
completely.
Mount bolts in a cover. Screw-in the bolt onto 2-3 coils and tighten completely.
Torque 50,0…70,48 Nm (5,0…7,5 kgf m.) (Alternatives: Triboplast 6 U2257-003-
25669359-98; Locktite 243; nakrol 2032 U2242-004-50686066-2003; Unigerm -6
U2257-405-0020-8949-2004 (see Appendices and );
Figure. To press-fit the collar into bearing Figure. To install the bearing cap on transfer Figure. To secure the cover of transfer
cap housing housing
Plastic vessel, hand brush; socket
27 Pre-assemble the front axle drive case: S11, 19, 22, air wrench; socket
- grease the seating surface of cover with thin layer of oil N158M U38.301-40-25-94; wrench, wrench S 11, 22, pliers.
- pre-assemble the front axle drive case with collar (pos.65);
- assemble the front axle drive shaft (pos.5) with single-row ball radial bearing (pos.41) and stop
ring (pos.13);
- install the lock coupling (pos. 7) onto shaft pre-assembled with mechanism fork (pos.11), lock
coupling (pos.7);
- install the rod (pos. 29), return spring of shifter (pos.35) and piston (pos. 19) assembled with
55
sealing ring (pos. 37) and collar (pos.33) into body of differential lock mechanism (pos.16);
- mount the stop ring (pos.33), washer (pos. 31) and stop ring (pos.25) onto rod (pos.29);
- screw the thin nuts 14 1,5-6 -2 pcs. (pos.51) onto rod;
- install the assembled body of mechanism in a drive case (pos.15) having aligned the rod of
mechanism with hole in shifter fork (pos.11);
- screw the stop bolt 10 1.25 (pos.57) onto 2-3 coils into fork hole and tighten till stop into rod
groove;
- pass the split wire 1.2 200 (pos.43) through stop bolt of mechanism 10 1,25 and cotter it;
- apply thin layer of sealant Anaterm 506 onto flanged surface of shifter case cover (see
Appendices and );
- grease the gasket (pos.21) (on both sides) with non-drying sealant Locktite5923 (see Appendices
and );
- install the gasket (pos.21) and shifter case cover (pos.17) on body of differential lock mechanism
(pos.16);
- apply sealant «Fixator -3» onto 3-4 coils of bolts thread 8 – 2 pcs., with filling the thread
completely. Install bolts in body of mechanism. Screw them in onto 2-3 coils (Alternative:
Triboplast 6 U2257-003-25669359-98; Locktite 243; nakrol 2032 U2242-004-50686066-
2003; Unigerm -6 U2257-405-0020-8949-2004. (See Appendices and )
Tighten the bolts pos. 45 completely after adjustment of clearance in a shifter!
56
Figure. Press-fitting the collar into case of front axle drive
Figure. Front axle drive case (flange removed)
5 – shaft of front axle drive; 7 – lock coupling; 11 – differential lock

fork; 13 – stop ring; 15 – front axle drive case; 16 – body of differential
lock mechanism; 17 – cover of shifter case; 19 – piston; 21 – gasket; 23
– stop ring; 25 – stop ring; 29 – rod; 31 – washer; 33 – collar; 35 –
return spring of transfer case shifter; 37 – sealing ring; 41 – single-row
ball radial bearing; 43 – cotter; 45 – bolt 8-6g; 51 – thin nut 14 1,5;
57 – stop bolt; 59 – sealing ring; 61 – transport plug; 65- collar.
57
58
28 Install the front axle drive case on a transfer housing cover: electronic depth gauge; micrometer;
- in 2 diametrically opposite sites, measure the absolute size « » (from face of bearing outer race hammer; socket 19; air wrench.
till housing plane with pressed-fit bearing), accept its normal value, precision ± 0,05 mm.;
- in 2 diametrically opposite sites, on a housing, measure the actual size « » (on front axle drive
case – height of edge) precision ± 0,05 mm.;
- calculate the total required thickness of shim which should be less than difference « – » by
0,03…0,12 mm. (see Fig. and Scheme);
- select the required shim for bearing and install it;
- apply thin layer of grease Anaterm 506 upon flanged surface of front axle drive case;
- press-fit two special stems 12 38 into cover of transfer case;
- apply the sealant «Fixator -3» onto 3-4 coils of studs, fill the thread completely with sealant.
Screw the studs 12 1,25 30 30 into cover of transfer case (Alternatives: Triboplast 6 U2257-
003-25669359-98; Locktite 243; nakrol 2032 U2242-004-50686066-2003; Unigerm -6
- mount the front axle drive case on special stems and studs. apply the sealant «Fixator -3» onto
3-4 coils of studs, fill the thread completely with sealant . Install flat washers 12 22 Table VAZ
10172, tighten the nuts 12 1,25 and tighten completely with torque 70,0…100,0 Nm
(7,0…10,0 kgf m.)
59
Figure. How to determine the shim thickness
Figure. To measure actual size « » Figure. To measure the actual size « »
60
) )
Figure. To mount case of front axle drive
29 Rotate the transfer case by 180º Demountable test bench -

078.00.000 , PlateV-TS220W.
clamping fixture for transfer case V-
TS220W/3
30 Mount the roller radial spherical double-row bearing on shaft of rear axle drive; Mandrel for press-fitting the roller
- install mandrel for press-fitting the roller radial spherical double-row bearing on rear axle carrier radial spherical double-row bearing
and for flange press-fitting; on rear axle carrier and for flange
- press-fit the roller radial spherical double-row bearing on rear axle drive shaft. press-fitting 6522.06.000; socket
27; air wrench.
61
Figure. To mount bearing of shaft of rear Figure. Installing fixture for press-fitting the Figure. Press-fitting the bearing
axle drive bearing
Plastic vessel, hand brush; mandrel to
31 To mount cap of roller radial spherical double-row bearing of rear axle drive: mount the collar 100 120 12 mm of
- apply thin layer of grease N158M U38.301-40-25-94 upon seating surface of cap for collar; «Simrit» 6522.19.000; hammer;
- press-fit the collar into cap with the help of mandrel; socket S19, air wrench; socket
- apply thin layer of grease Anaterm 506 upon surface of transfer housing for surface of cap of rear wrench.
axle drive rear bearing. Eliminate surplus grease (see Appendices and );
- align the pre-assembled bearing cap with holes in transfer housing, tighten 2 bolts onto 2-3 coils.
Mount the cap of rear axle drive bearing;
- apply the sealant «Fixator -3» onto 3-4 coils of bolts 12 1.25, fill the thread completely
with sealant. Mount bolts in a cap. Tighten them onto 2-3 coils and tighten completely with
torque 50,0…70,48 Nm (5,0…7,5 kgf m.) (Alternatives: Triboplast 6 U2257-003-
U2257-405-0020-8949-2004 (see Appendices and )
62
) )
Figure. Press-fitting the collar into bearing Figure. Mounting the bearing cap
cap
32 To mount flange of rear axle drive shaft: Electric oven, contact-digital
- heat the flange at t 80 º , at least, and not more 100º . Time for heating in oven from 5 to10 thermometer, hammer, mandrel for
min.; press-fitting the roller radial spherical
- apply grease -15 GOS 23652-79 onto bearing and splines of drive shaft; double-row bearing on rear axle
- lubricate the flanged surface of transfer case with grease « naterm 506»; carrier and press-fitting the flanges
- install the flange; 6522.06.000; socket 27, 19; air
- install the mandrel for press-fitting the roller radial spherical double-row bearing on rear axle wrench; brush; vessel for grease;
carrier and press-fitting the flanges; mandrel to mount stop strip 06-7853-
- press-fit the flange on a drive shaft; 4704
- mount the sealing ring, thrust washer on a drive shaft and secure by bolts, apply the sealant
«Fixator -3» onto 3-4 coils, fill the thread completely with sealant. (Alternatives: Triboplast 6
U2257-003-25669359-98; Locktite 243; nakrol 2032 U2242-004-50686066-2003; Unigerm
-6 U2257-405-0020-8949-2004 (see Appendices and );
- tighten the bolts completely with torque 73,55…93,16 Nm (7,5…9,5 kgf m);
- lock the bolts which secure thrust washer 12 1,25 with locking washer.
63
Figure. To mount the flange Figure. To press-fit the flange with the help of fixture
Figure. To mount the fastening bolts Figure. To secure the flange
64
Figure. To mount the locking washer Figure. To lock the bolts of thrust locking washer
33 Install the gear pump: Socket S19, air wrench, special

- undo 4 bolts and remove the pump cover; wrench S=32
- apply sealant «Anaterm 506» upon case surface for gear pump;
- install the gear pump, align spherical and square slots;
- pre-assemble the bolts 12 1,25 – 6 pcs. which secure oil pump, with flat washers 12 22;
- apply the sealant «Fixator -3» onto 3-4 coils, fill the thread completely with sealant. The
surface of profile should be clean, without traces of oil and corrosion;
- tighten the pump fastening bolts onto 2-3 coils and tighten completely.
Torque from 60,0 ± 2 Nm. (6,0 ± 0,2 kgf m.) (Alternatives: Triboplast 6 U2257-003-
- mount the gear pump cover;
- apply the sealant «Fixator -3» onto 3-4 coils of thread of bolts which secure gear pump cover,
fill the thread completely with sealant. The surface of profile should be clean, without traces of oil
and corrosion (Alternatives: Triboplast 6 U2257-003-25669359-98; Locktite 243; nakrol 2032
U2242-004-50686066-2003; Unigerm -6 U2257-405-0020-8949-2004 (see Appendices
and );
65
- mount the cover fastening bolts onto 2-3 coils – 4 pcs. Tighten completely
with torque . 24,0…56,0 Nm. max 65 Nm (2,4…5,6 kgf m. (max 6,5 kgf m))
- apply the sealant «Fixator -3» onto 2-3 coils of angle piece. Tighten the angle piece onto 2-3
coils into body of oil pump and tighten completely (Alternatives: Triboplast 6 U2257-003-
- install the oil supply pipe. Screw 2 coupling nuts onto union and angle piece - 2-3 coils, and
tighten.
Figure. Apply sealant onto surface of case for pump surface Figure. To remove pump cover
Figure. Mount the pump (to align slots) Figure. To install pump body
66
Figure. To secure the pump body and cover Figure. To calibrate fastening bolts
Figure. Figure. To install pipe

34 To secure the cover of air cylinder of engagement mechanism: Socket S13, air wrench
- tighten completely the installed bolts 8 with flat washers 8 17 with torque
23,54…35,30 Nm (2,4…3,6 kgf m.)
35 Rotate the transfer case onto 180º
67
Demountable test bench -
078.00.000 , Plate V-TS220W;
clamping fixture for transfer case V-
TS220W/3
36 Mount the flange on primary shaft: Electric oven, contact-digital

- apply grease -15 GOS 23652-79 onto bearings and splines of primary shaft; double-row bearing on rear axle
- lubricate the flanged surface of transfer case with grease « naterm 506»; carrier and press-fitting the flanges
- install the flange; 6522.06.000; socket 27, 19; air
- install the mandrel for press-fitting the roller radial spherical double-row bearing on rear axle wrench; brush; vessel for grease;
carrier and press-fitting the flanges; mandrel to mount stop strip 06-7853-
- press-fit the flange on a primary shaft; 4704; grip (thrust) TS 215 WC
- mount the sealing ring, thrust washer on a primary shaft and secure by bolts, apply the sealant
«Fixator -3» onto 3-4 coils, fill the thread completely with sealant. (Alternatives: Triboplast 6
U2257-003-25669359-98; Locktite 243; nakrol 2032 U2242-004-50686066-2003; Unigerm
-6 U2257-405-0020-8949-2004 (see Appendices and );
- mount the grip (thrust) on a flange and tighten the bolts completely with torque
73,55…93,16 Nm (7,5…9,5 kgf m);
- lock the bolts which secure thrust washer 12 1,25 with locking washer
68
Figure. To mount the flange Figure. To mount on flange the mandrel for press-fitting
Figure. To press-fit the flange Figure. To mount thrust washer with flange bolts
69
Figure. To secure the bolts of flange Figure. To calibrate the bolts of flange
37 To mount flange of shaft of front axle drive: Electric oven, contact-digital

- apply grease -15 GOS 23652-79 onto bearing and splines of front axle drive shaft; double-row bearing on rear axle of
- lubricate the flanged surface of transfer case with grease « naterm 506» (see Appendices and carrier and for press-fitting the flanges
); 6522.06.000; socket 27, 19; air
- install the flange; wrench; brush; vessel for grease;
- install the mandrel for press-fitting the roller radial spherical double-row bearing on rear axle mandrel to mount stop strip 06-7853-
carrier and press-fitting the flanges; 4704; grip (thrust) TS 215 WC ;
- press-fit the flange on a front axle drive shaft; special tongs.
- mount the sealing ring, thrust washer on front axle drive shaft and secure by bolts, apply the
sealant «Fixator -3» onto 3-4 coils, fill the thread completely with sealant. (Alternatives:
Triboplast 6 U2257-003-25669359-98; Locktite 243; nakrol 2032 U2242-004-50686066-
2003; Unigerm -6 U2257-405-0020-8949-2004 (see Appendices and );
- lock the bolts which secure thrust washer 12 1,25 of stop strip having bended the ends of strip
onto edges of bolts.
70
Figure. To mount the flange Figure. To mount the mandrel for press-fitting
Figure. To press-fit the flange Figure. To mount thrust washer, locking washer and bolts of flange
71
Figure. To secure bolts of flange
38 Mount the switch 24-1 with shim in case of front axle drive: Torque wrench; wrench S=27 30;
- pre-assemble the switch 24-1 with shim 16 22 1 – 1 pc.; socket S 27, 30
- mount the stem in case of front axle drive, tighten the pre-assembled switch onto 2-3 coils and
tighten it completely.
Torque 59,0…61,0 Nm (6,02…6,23 kgf m.)
) )
Figure. To mount the switch 24-1 with shims in case of front axle drive
Note: Prior mounting the switch pos.63 (see Figure), be sure to place shim pos. 53 (16 22 0,5) between case and gasket pos.55 (16 22 1). If switch
fails to come to operation when differential lock is engaged or when fork is in neutral, eliminate the shim pos. 53.
72
Figure. To mount switch with shims
39 Tighten the speed sensor into cover of transfer housing onto 2-3 coils and tighten completely with Wrench S=27 30; torque wrench
torque from 48,0…50,0 Nm (4,9…5,1 kgf m)
Figure. To mount the speed sensor
40 Mount the switch 24-1 with shim in cover of transfer housing: Torque wrench; wrench S=27 30;
- pre-assemble the switch 24-1 with shim 16 22 1 – 1 pc; socket S 27, 30
- tighten the stem into cover of transfer housing, tighten the pre-assembled switch onto 2-3 coils
and tighten it completely
Torque from 59,0…61,0 Nm (6,02…6,23 kgf m.)
73
Figure. To mount switch 24-1 with shim
Note: Prior mounting the switch pos.167 (see Figure) between cover of case and shim pos.137 (16 22 1) / be sure to place shim pos.135 (16 22 0,5).
If switch fails to come to operation when high gear is engaged, eliminate the shim (pos .135).
Figure. To mount switch with shims
41 To install the adjusting bolt: Wrench S=22 – 2 .

- tighten the nut into cover of transfer housing. Tighten the adjusting bolt 10 1,25, pre-
assembled with low nut 10 1,25 into the nut. To lock.
42 Install the drain plug and drain plug with magnet in a cover of transfer case: Socket S 22, S 22, air wrench,
- in a cover of transfer case pre-assembled with shim, install the drain plug and drain plug with torque wrench, hammer
magnet with applied sealant «Locktite-5061». Tighten onto 2-3 coils and tighten completely
torque from 80,0…120,0 Nm (8,0…12,0 kgf m.) (see Appendices and )
43 To adjust the engagement of toothed couplings: Air wrench, socket S 17, wrench
1. Adjustment of high and low gears engagement. S=22, appliance to adjust engagement
74
When adjusting the high and low gears engagement (see Figure), proceed as follows: of differential lock 06-7853-4703
- unlock and screw-out the thrust bolt and from both sides of rod;
- engage the high gear having supplied compressed air 588,4…784,5 kP (6..8 kgf/cm2) to space
of air chamber 6522-1802230;
- manually, tighten the bolt till stop into face of rod, and tighten additionally by ¾ of turn. In
such position, lock with nut ;
- engage the low gear having supplied compressed air 588,4…784,5 kP (6..8 kgf/cm2)
to space B of air chamber 6522-1802230;
- manually, tighten the bolt till stop into face of rod, and tighten additionally by ¾ of turn. In
such position, lock with nut .
Figure. To adjust engagement of high and low gear
75
Figure. Air supply to l.h. air chamber Figure. Tightening the thrust bolt into face Figure. Locking the nut
of rod
Figure. Air supply to r.h. air chamber Figure. Tightening the thrust bolt into face Figure. Locking the nut
of rod
2. To adjust engagement of differential lock coupling. Mandrel 06-7853-4703, wrench
When adjusting the high and low gears engagement (see Figure), proceed as follows: 7811-0465 1(S=22) GOS 2839-
- remove the cover , unlock and undo the nut ; 80– 2 pcs., air wrench, socket S 13
- mount the mandrel on a shifter case and secure it;
- engage the differential lock, depress onto stem , and, keeping it in that position, tighten the nut
till stop into washer , then, additionally, tighten by ¾ of turn;
- lock the nut ;
- undo the fastening bolts and remove the mandrel.
76
TRANSFER CASE ASSEMBLY
Figure. How to adjust engagement of differential lock coupling
77
Figure. To install mandrel Figure. To shift rod to the extreme right position
Figure. To catch the rod in extreme right position Figure. To lock the nut
Note:
1. In assembled transfer case, with manual rotation of primary shaft, the shafts of transfer case should move without seizure – in neutral
position of gear shift mechanism as well as in any engaged gear. The gearshift rod and the lock mechanism rod should move without seizure.
2. After assembly, test the gearshift mechanism and the differential lock mechanism for leakage under compressed air at 882,6..980,7 kP
(9…10 kgf/cm2). For testing, use soap foam applying it upon joints. The permissible air leakage is not more 0,000000166 m3/sec. from each
mechanism. Assess the leakage-proof of engagement mechanisms observing the air bubbles in joints. If no air bubbles, the mechanisms are
leakage-proof.
44 Mount the cover of differential lock case: Wiping cloth, Air wrench, socket S 13
- apply the sealant « nakrol 500» upon both sides of gasket and install on case of front axle drive. Eliminate
the surplus sealant (see Appendices and );
- mount the cover of case;
- apply the sealant «Fixator -3» onto 3-4 coils of bolts 1,5 fill the thread completely with sealant.
Screw-in the fastening bolts of case cover 1,5 onto 2-3 coils and tighten completely
Torque 24,0…56,0 Nm. (2,4…5,6 kgf m.) (Alternatives: Triboplast 6 U2257-003-25669359-98;
Locktite 243; nakrol 2032 U2242-004-50686066-2003; Unigerm -6 U2257-405-0020-8949-2004
(see Appendices and );
- test the differential lock mechanism for operability.
78
Figure. To apply the sealant Figure. To install cover Figure. To test mechanism for operability
45 Remove the transfer case from test bench: Overhead crane, load capacity 2 t.;
- rotate transfer case to vertical position; Demountable test bench -
- catch the transfer case by lifting bolt; 078.00.000 , plate V-TS220W.
- undo the fastening nuts of transfer case of clamping fixture for transfer case; clamping fixture for transfer case V-
- take down the transfer case with the help of crane. TS220W/3 ,
air wrench, socket S14.
Figure. To remove transfer case from bench
79
NOTE!
In process of assembling, consider the following:
1. Apply thin layer of oil -15 GOS 23652 (alternative – in accord with Lubrication) upon interacting surfaces ;
2. To provide leakage-proof, be sure to do the following:
- Mount the sealing gaskets for bearing caps, case cover, control mechanisms using sealants:
Locktite-5923 (Ireland production) or
Anakrol 500 U 2242-004-50686066-2003
- Assemble the flanged joints, metal parts without gaskets using the anaerobic sealants:
Locktite 518 (Ireland production) or
Anaterm 506 U 2257-435-00208947-2005 or
Anakrol 3011 2242-006-50686066-2005.
- Drain and filling plugs, breather, speed sensor, switch, adjusting bolts, bolts to be screwed into threaded holes with
outlet to cavities filled with grease, should be installed with sealant Locktite 5061 37.104.17.005-2005 (sealant Anakrol -50 U
2242-012-50656066-2005 is tolerable).
- Fastening bolts of bearing caps, flanges, case, control mechanisms, that are screwed into threaded holes with outlet to
cavities filled with grease, should be installed with anaerobic sealants:
UG-6 U 2257-405-0020- 8949-2004 or
Fixator -3 U 2257-003-43007841-2006 or
Anakrol 2032 U 2242-004-50686066-2003» or
Triboplast-6 U 2257-003-25669359-98 or
«Locktite -243»
Application chart for glues and sealants is presented in Appendix .
Properties and application of sealants are described in Appendix .
80
3. While mounting collars, adhere to the following suggestions:
Prior assembly, inspect the collar for integrity and for spring availability. Install the collar pursuant to requirements of Design documentation
and standard GOST 8752. Apply the grease Lita 38.01.295-83 or Litol 24 GOS 21150-87 upon the working edged of collars.
4. Metal shims and washers should be level, without traces of bending and denting, without burrs. Prior installation, be sure to wash them
and dry.
5. Bearing delivered for assembly of transfer cases should correspond to valid standards and agreed Technical specifications, should be
tested (entrance monitoring). During press-fitting the bearings, the transmission of forces through rollers and balls is not tolerable. Tool for
press-fitting should thrust against the race being pressed-in. When mounting and dismantling the shaft bearings, the application of impact
load is not permissible.
6. When assembling the units of pneumatic devices to control transfer case and differential lock, be sure to apply thin layer of grease
CIATIM 221 GOS 9433 upon all interacting surfaces.
81
APPENDIX (LIST OF SPECIAL TOOLS AND APPLIANCES)
List of special tools and appliances to assemble/disassemble transfer case model 6522
Designation Name Note
1 Puller with 3 sets of grips to remove roller bearings, their inner and outer
6522.09.000
races, pinions and flanges
2 Grip for inner race of countershaft bearing (used with
6522.04.000
6522.09.000 )
3 Mandrel to mount outer race of primary shaft taper roller bearing 6-
54-7853-4028
7516 1 or 32216
4 TS 215 WC Grip (thrust)
5 Mandrel to press-fit the inner racer of taper roller bearing on primary
54-7853-4021
shaft
6 6522.21.000 Fixture to catch pinions (shafts)
7 Mandrel to press-fit the inner racer of taper roller bearing 32024 on
6522.08.000
carrier with satellites
8 Mandrel to press-fit the outer race of bearing in differential pinion (rear
6522.01.000
axle drive)
9 6522.03.000 Lifting device for countershaft
10 6522.19.000 Mandrel to install collar 100 120 12 mm of «Simrit»
11 6522.20.000 Mandrel to install collar 90 110 12 mm of «Simrit»
12 6522.05.000 Mandrel to press-fit the bearing racer on countershaft
13 Mandrel for press-fitting the roller radial spherical double-row bearing on rear
6522.06.000 axle carrier and for flange press-fitting
14 6522.18.000 Socket wrench for fastening nut of primary shaft bearing
15 06-7853-4703 Appliance to adjust engagement of differential lock
16 6522.02.000 Fixture to press-out the differential shaft
17 6522.11.000 Guides to install cover of transfer case (3 pcs.)
18 6522.10.000 Mandrel to mount bearing of differential T4DB150
86
APPENDIX (LIST OF SPECIAL TOOLS AND APPLIANCES)
Designation Name Note
19 6522.13.000 Disk (support) to press-out bearing of differential T4DB150

20 6522.14.000 Fixture to press-out and press-fit the outer racer of bearing 32024
21 6522.15.000 Technological disk to catch bushing (thrust ring) 6522-1802065
22 6522.16.000 Lifting bolt 12 1,25 2 pcs. L=210 mm to lift cover of transfer case
23 6522.17.000 Lifting bolt 12 1,25 2 pcs. L=90 mm to lift primary shaft
24 06-7853-4704 Mandrel to install stop strip
25 6522.07.000 Post (thrust) for transfer housing
26 6522.12.000 Thrust disk to remove bearing 32024
Note. Besides appliances and fixtures specified in a Table, the following special tools are used proper disassembly-assembly of transfer case:
1. Industrial air dryer. Power consumed 2000 W (maximum). Temperature in nozzle outlet 50 ° … 650 ° .
2. Demountable test bench -078.00.000 ;
3. PlateV-TS220W, clamping fixture for transfer case V-TS220W/3
87
APPENDIX (ASSEMBLY CHART)
88
APPENDIX (ASSEMBLY CHART)
89
APPENDIX (DISASSEMBLY CHART)
90
APPENDIX (APPLICATION CHART FOR GLUES AND SEALANTS)
APPENDIX
(compulsory)
Table – Chart of glues and sealants application in Z vehicles.
Sealant name and designation Sealant
Glue name, type Glue designation consumption
main duplicate
rate
1. Threaded joint, thread diameter -12 Sealant for preliminary not available 0,1 g/unit 0,08
up to 12 mm, weak fixation application Locktite 5061 g/cm2
37.104.17.005-2006
Sealing liquid gasket Anakrol Sealant Locktite 5923
500 U 2242-012-50686066
2. Threaded joint, thread diameter -12 Anaerobic sealant, grade Anaerobic sealant 0,048 g/unit
up to 12 mm, strong fixation Unigerm-7 Triboplast -7
U 2257-406-00208947 U 2257-006-25669359
Anaerobic sealant
Fixator -7
U 2257-007-43007841
Anaerobic sealant
Locktite 270
3. Threaded joint, thread diameter Sealant for preliminary not available 0,15 g/unit 0,08
from 12 to 36 mm, weak fixation application Locktite 5061 g/cm2
37.104.17.005-2006
Sealing liquid gasket Anakrol Sealant Locktite 5923
500 U 2242-012-50686066
4. Threaded joint, thread diameter Anaerobic sealant Anaerobic sealant 0,058 g/unit
from 12 to 36 mm, average fixation Fixator -3 Triboplast-6
U 2257-003-43007841 U 2257-003-25669359
Anaerobic sealant Anaerobic sealant
grade Locktite 243
Unigerm-6 Anaerobic sealant
U 2257-405-00208947 Anakrol-2032
90
main duplicate
rate
U 2242-004-50686066
5. Threaded joint, thread diameter -80 Sealant for preliminary not available 1,0 g/unit
from 36 to 80 mm, weak fixation application Locktite 5061
37.104.17.005-2006
Sealing liquid gasket Anakrol 0,008 g/cm2
500 U 2242-012-50686066 Sealant Locktite 5923
6. Flanged joint, rigid, with Anaerobic sealant Anaerobic gasket, grade 0, g/cm2
maximum clearance 0,25 mm, nakrol U 2242-006- Anaterm 506 U 2257-435-
without hard gasket 50686066 002947
Sealant Locktite 518
7. Flanged joint, rigid, flexible, Silicone sealant Silicone sealant 0,013 g/cm2
with maximum clearance more Unisil -50-1 Polixil U 2252-001-51221435
0,25 mm U 2252-001-46496828
Silicone sealant
Locktite 5900
8. Flanged joint with hard gasket Sealing liquid gasket Sealant Locktite 5923 0,008 g/cm2
(paronite, cardboard) Anakrol 500
U 2242-012-50686066
9. Adhesive cylindrical bonding, Anaerobic glue Anaerobic glue 0,008 g/cm2
slide fit, clearance up to 0,1 mm Anakrol 102 U 2242-013- Anaterm 112
50686066 U 2257-274-00208947
Glue Locktite 603
Glue Locktite 648
10. Adhesive cylindrical bonding, Anaerobic glue Anaerobic glue 0,008 g/cm2
slide fit Anakrol 101 2242-001- Anaterm 111
50686066 U 2257-274-00208947
Glue Locktite 638
Glue Locktite 620
91
main duplicate
rate
11. Welded bonding Adhesive sealant One-package adhesive sealant 0,008 g/cm2
Polyplast-17 Metaplast -11
U 2257-004-43007841 U 2257-001-04836215
12. Glued joint metal-metal Adhesive sealant not available 0,1 g/cm2
Terostat-MS 939
13. Glued joint metal-rubber Glue 88-NP-32 U 38-105268 Glue 88-NP-32 0,1 g/cm2
U 2513-042-23336352
15. Joint metal-metal (seal) Sealant Abris Non-drying paste, grade 57- -7 0,1 g/cm2
U 2513-001-43008408 U 305-57-107
16. Welded joints (protection) High-elastic plastisol, not available 0,1 g/cm2
grade Terolan 3039-26
U 2241-005-54014725
17. Joint metal-rubber Sealant Abris Non-drying paste, 0,1 g/cm2
U 5775-004-52471462 grade 51- -6 GOS 23744
Sealants: Unigerm-6, Unigerm-7, Triboplast-6, Triboplast-7, Fixator -3, Fixator -7 should be used to lock and seal threaded joints of different
materials and alloys with protective cover.
92
APPENDIX (PROPERTIES AND APPLICATION OF SEALANTS)
Properties and application of sealants.
Anaerobic sealants are liquid compositions with different viscosities, able to preserve their original properties for long time and solidify quickly in
narrow gaps if no contact with oxygen, forming firm polymeric layer. Solidification rate and time to achieve maximum strength of joint depend upon
ambient temperatures.
1. Application of anaerobic sealants in flanged joints.
1.1 Depending upon viscosity of anaerobic material, the gaps up to 0,5 – 0,7 mm may be sealed.
1.2 Requirements for surface when using anaerobic sealants for sealing:
- surface roughness should be from 0,8 up to 3,3 mkm;
- surface non-flatness should not be more 0,1 mm/ 400 mm of length;
- maximum gaps and surface irregularities such as scratches or marks should not more than maximum tolerable gaps for selected sealant;
- minimum width of flanges should be at least 5 mm from axis line and 3 mm around holes .
2. Reliability of sealing by anaerobic sealant depends upon surface cleanliness.

2.1 Surface should be free of burrs, corrosion traces. If any, be sure to eliminate them mechanically by brush, cloth or other tools and
appliances.
2.2 To degrease the greasy surfaces by acetone, benzene -70 or isopropyl alcohol. Liquid is applied by cloth or aerosol sprayer, surplus
cleaner is removed by lint- free cloth.
2.3 Anaerobic sealants are applied by automatic metering devices or manually. Sealant is applied as continuous bead with diameter 1,5 – 2,0
mm onto one surface, or forming closed circle around hole.
93
2.4 Surfaces are jointed, and flange joint is tightened. When using anaerobic sealants for sealing, the duration of time from sealant application
till jointing of surfaces is of no importance (when contact with air, the sealant applied to surface is in its original state). But, with this, be sure to
protect surface from hard particles and avoid loss of bead continuity.
2.5 The soaking time for unit prior test should be at least 30 minutes.
2.6 If any need to disassemble the joint, procedures of points 32.4 – 3.2.8 should be repeated.
2.7 Anaerobic sealant in threaded joint helps to prevent the following:
- surface scoring during assembly;
- weakening of tightening in process of work.
2.8 Anaerobic sealant is selected with consideration of dimensions and maintenance requirements for unit (aggregate).
2.9 Prior application of anaerobic sealant, the surfaces to be jointed should be cleaned in accord with pp. 3.2.4, 3.2.5.
2.10 Anaerobic sealant is applied upon end of bolt (stud, stem) for length 3-6 mm. When mounting threaded joint with blind hole, the sealant
is applied upon bottom of hole.
2.11 Threaded joint is assembled rotating one part relative the other clockwise, then, in opposite direction, trying to distribute the sealant
uniformly.
2.12 Tighten the joint with torque according to Design documentation. Further tightening of threaded joint is not admissible.
2.13 During reassembly of joint, old sealant is removed and new one is applied.
3. Application of silicone sealant.

Silicone sealants are used:
- to seal flexible flanged joints (stamped steel parts, thin-section castings);
- flanged joints of materials with different indices of thermal expansion.
94
3.1 Silicone sealants are polymerized at room temperature under influence of moisture and air. Sealants work in wide temperature range from
minus 50 to plus 250° .
3.2 Joint is sealed by means of adhesion of solidified silicone with contacting surfaces of joint.
3.3 As with anaerobic sealants, the surface cleanliness is of decisive importance to provide reliable joint. Surfaces are cleaned in accord with
pp. 3.2.4, 3.2.5.
3.4 Silicone sealant is applied in form of bead with diameter 3 – 4 mm. Surfaces are jointed immediately after sealant application (during 3 – 4
minutes).
3.5 Unit is tested for leakage in one hour at low pressure.
3.6 Final solidification of silicone sealant is achieved in 24 hours if normal conditions.
4. Application of preliminarily applied sealant.

4.1 Sealant grade Locktite 5061 is for preliminary application, it is emulsion of polyacrylate in water. It is used for sealing the threaded joints
without fixation.
4.2 Sealant is applied upon threaded surface of part being screwed-in (upon that section of thread which is in meshing).
4.3 Be sure to clean the part surface prior sealant application in accord with pp. 3.2.4, 3.2.5. Sealant is applied automatically or manually by
brush in quantity enough to fill the threaded gaps.
4.4 Part with sealant is placed into drying oven to dry at temperature from + 65° to + 80° during 25 – 30 minutes. Test of unit for leakage
may be fulfilled just after its assembly.
4.5 Parts with sealant applied may be stored in rooms at temperature from +5 to +35° during a year.
95
ПРИЛОЖЕНИЕ Ж
ZQC2000-XX Transfer Case

Раздаточная коробка ZQC2000-XX
Operation & Maintenance Manual

Руководство по эксплуатации и
техническому обслуживанию
株洲齿轮有限责任公司
ZHUZHOU GEAR CO., LTD.
10-378
ZQC2000-XX Operation & Maintenance Manual
Пожалуйста, выбирайте раздаточные

коробки ‘Zhuchi’!
Название компании: Zhuzhou Gear Co., Ltd.
Адрес: 119 Xinhua West Road, Zhuzhou, Hunan, P.R.China
Тел.: 0086 731 28496319, 0086 731 28496435
Факс: 0086 731 28411274
Почтовый индекс: 412000
Quality Creates Value ‘Zhuchi’R Brand 1

Notice / Внимание
z In order to protect your legal right, opening a transfer case
without manufacturer’s permission is prohibited. / В целях
защиты ваших законных прав открывание раздаточной
коробки без разрешения производителя запрещено.
z There are strict torque requirements for all bolts of a
transfer case. A user cannot loosen or uninstall bolts at random. /
Существуют строгие требования относительно крутящего
момента затяжки для всех болтов раздаточной коробки.
Пользователь не может ослаблять или не устанавливать
болты наугад.
z The lubricant oil level should be checked every time
before driving a vehicle. / Уровень масла должен проверяться
перед каждым выездом транспортного средства.
z Checking the vent plug usually, clean the blocking timely.
Постоянно проверяйте сапун, вовремя удаляйте загрязнения.
z If a transfer case has failure or other unknown fault within
warranty period, please contact our tech department in order that
the transfer case can be diagnosed or repaired in time. / При
повреждении раздаточной коробки или возникновении
какой-либо неисправности в течение гарантийного периода,
пожалуйста, свяжитесь с нашим техническим департаментом,
2
Quality Creates Value ‘Zhuchi’ R Brand
в целях проведения своевременной диагностики и ремонта.
If there is any discrepancy between English and Russian,

governing language is English. / Если есть расхождения
между английским и русским языками, управляющим
языком является английский.
Тел.: 0086 731 28496042 (сервис)

Тел.: 0086 731 28496039 (Технический департамент)

General / Общее
ZQC2000-XX transfer cases are variant up-dated products developed
on the basis of ZQC2000 transfer case. They are applied for heavy duty
vehicles as follows: / Раздаточные коробки ZQC2000-XX представляют
собой вариант модернизированной продукции, разработанной на базе
раздаточной коробки ZQC2000. Они применяются для автомобилей,
предназначенных для тяжелых условий эксплуатации со следующими
характеристиками:
1. Max input torque not more than 25000Nm (over 14000Nm
recommended). / Максимальный крутящий момент на входном валу –
не больше 25000 Нм (рекомендуется свыше 14000 Нм).
2. Power of an engine not more than 600Ps (300Ps recommended). /
Мощность двигателя - не больше 600 л.с. (рекомендуется 300 л.с.).
3. Weight of a vehicle not more than 100T (38T recommended). / Вес
транспортного средства – не более 100 т. (рекомендуется 38 т.).
Formation of Type and Its Meaning: / Формирование типа и его
значение:
Z Q C 2000 — XX
XX: Variant number / Номер типа
2000: Max input torque level / Максимальный крутящий момент на
входном валу
ZQC: Manufacturer code / Код производителя - Zhuzhou Gear Co.,
Ltd.
ZQC2000-XX transfer cases are widely used in cold area, warm and
wet areas and hot spots. They can be used for heavy military vehicles,
mining vehicles, trucks and other desert vehicles etc. / Раздаточные
коробки ZQC2000-XX широко используются в холодных, теплых и
влажных зонах, а также в жарких областях. Они могут применяться
для военных транспортных средств, предназначенных для
4
эксплуатации в тяжелых условиях; транспортных средств,

используемых в горной промышленности; грузовиков и других
транспортных средств, предназначенных для эксплуатации в пустыне
и т.д.
If a user uses a transfer case as per requirements of the operation
manual, it will help to extend the life of a transfer case greatly. /
Применение пользователем раздаточной коробки согласно
требованиям руководства по эксплуатации поможет намного
продлить срок ее службы.
With the constant development of products, the structure of our
transfer cases ZQC2000-XX could be improved. Please pay attention to
vary technical information released by us. Any changes made will not be
notified to every customer additionally. / При постоянном
совершенствовании продукции структура наших раздаточных
коробок ZQC2000-XX может быть улучшена. Пожалуйста, обращайте
внимание на выпущенную нами разнообразную техническую
информацию. Любые, имеющие место быть, изменения не будут
доводиться до сведения каждого покупателя дополнительно.
Welcome our users to provide comments and suggestions. Please write
to our R&D Department. Sincerely hope our "Zhuchi" transfer cases to
satisfy you and your company and make you enjoy cost-effective! / Ждем
комментариев и предложений от наших пользователей. Пожалуйста,
пишите в наш Департамент по исследованиям и разработкам.
Искренне надеемся, что наши раздаточные коробки "Zhuchi" устроят
вас и вашу компанию как своей ценой, так и эффективностью!
R&D Department
Zhuzhou Gear Co., Ltd.
April, 2008

Operation Notice
Предупреждение по технической эксплуатации
1. Our transfer cases have been under strict factory standard test. Bearings
and cylinder gap adjustment are fine. A user shall not adjust at random. /
Наши раздаточные коробки прошли строгое заводское типовое
испытание. Регулировка зазора подшипников и цилиндров - в
отличном состоянии. Пользователь не должен регулировать наугад.
2. A user should read this manual carefully and strictly obey technical
operations and maintenance procedures stated in this manual. /
Пользователь должен внимательно изучить настоящее руководство и
строго придерживаться технических операций и процедур по
техническому обслуживанию и текущему ремонту, установленных в
настоящем руководстве.
3. Lubricant oil level should be checked before driving a vehicle. /
Уровень масла должен проверяться перед каждым выездом
транспортного средства.
4. Add clean and right type lubricant oil. / Добавляйте чистое масло
соответствующего класса.
5. Stepping clutch violently is prohibited when operation a transfer case.
Otherwise gears will be broken due to overloading. / Насильственное
пошаговое включение сцепления запрещено при работающей
раздаточной коробке. Иначе шестерни сломаются из-за перегрузки.
6
6. Park a vehicle or drive a vehicle in low speed when shifting of the
transfer case, and high-low gear must be carried out in the parking or low
speed. Meanwhile shifting of transfer case should be in the stop shifting
(pneumatic control), or step clutch and disengaged completely
(mechanical manual control). / Повышенная и пониженная передачи
должны переключаться только при остановленном транспортном
средстве или с минимальной скоростью движения. В процессе
переключения поток мощности от двигателя должен быть прерван
путем нажатия на педаль сцепления.
7. When a vehicle’s speed is over 50 km per hour, axis differential lock
(with differential) or the front axle (without differential) should be
disengaged. / При скорости транспортного средства свыше 50 км/ч,
устройство блокировки дифференциала моста (с дифференциалом)
или передний мост (без дифференциала) должны быть разъединены.
8. When using N200 (or N400) power take-off, the transmission should be
in blank shifting, and then link the power take-off. / При использовании
вала отбора мощности N200 (или N400), КП должна находиться в
нейтральном положении (blank shifting), а затем соединена с валом
отбора мощности.
9. If a transfer case’s oil temperature is over 120ºС, or it has abnormal
sound etc., a user should stop the vehicle and make check and inspection. /
Если температура масла раздаточной коробки свыше 120ºС, или она

издает необычные звуки и т.д., пользователь должен остановить
транспортное средство и проверить.
10. If a vehicle should be towed when necessary, stop shifting of a transfer
case is strictly prohibited. / При необходимости буксировки
транспортного средства переключение (stop shifting) раздаточной
коробки строго запрещено.
11. Rotation direction of a transfer case is right hand same as input flange.
Because oil-seals have the rotation requirement, long-time reverse rotation
is prohibited. / Направление вращения раздаточной коробки такое же,
что и у фланца входного вала. Т.к. существуют требования к
вращению сальников, длительное вращение в противоположную
сторону запрещено.
12. Every transfer case has a track series number. If our customers have
any comments or suggestion, please send us the feedback table according
to the series number. / У каждой раздаточной коробки есть серийный
номер. Если у наших клиентов есть какие-либо комментарии или
предложения, просим направить нам таблицу отзывов и предложений
в соответствии с серийным номером.
8
Maintenance
Техническое обслуживание и текущий ремонт
Correct operation and periodic maintenance will guaranty your

safe driving and extend a transfer case’s life. / Правильная
эксплуатация и периодическое техническое обслуживание
гарантирует вам безопасное вождение, а также более длительный
срок службы раздаточной коробки.
1. SAE90 (or 85W/90) lubricant oil should be used. Otherwise, a
transfer case will be damaged due to incorrect lubricant oil. A transfer
case with differential needs 8.4L oil. Add oil until it overflows from
the oil level plug. / Должно применяться смазочное масло SAE90
(или 85W/90). Иначе раздаточная коробка будет повреждена из-за
использования неправильного смазочного масла. Для
раздаточной коробки с дифференциалом необходимо 8,4 л масла.
Добавляйте масло до тех пор, пока оно не начнет переливаться
через контрольную пробку уровня масла.
2. Please check the oil level usually. Inadequate oil will cause
gears and bearings broken. / Пожалуйста, постоянно проверяйте
уровень масла. Неправильно выбранное масло может привести к
поломке шестерен и подшипников.
3. After running a new car in, a transfer case should be cleaned
and changed lubricant oil. Thereafter, please change oil every

40,000km. Stop driving a vehicle before changing oil in order to stir

oil completely and remove all of cooling water and debris in a
transfer case. Release oil drain plugs and remove residual oil as far as
possible. / После обкатки новой машины раздаточную коробку
необходимо почистить и сменить смазочное масло. После этого,
пожалуйста, меняйте масло каждые 40000км. Замена масла
осуществляется на разогретой раздаточной коробке для полного
смешивания масла с продуктами износа. Перед заменой масла
остановите транспортного средства, чтобы полностью размешать
масло и удалить из раздаточной коробки всю охлаждающую воду
и продукты износа. Открутите пробки для слива масла и
максимально удалите остаточное масло.
4. Check the breather usually and clean it in-time if there is
blocking. / Постоянно проверяйте сапун и своевременно
очищайте его при засорении.
5. A transfer case needs major repair and maintenance after
300,000km. Replace all seals and adjust bearings’ clearance. (Bearing
Clearance Adjustment Table, Bolt Tightening Torque Table in the
Repair Manual are for your reference). / Раздаточной коробке
требуется капитальный ремонт и техническое обслуживание
после 300000км. Замените все уплотнения и отрегулируйте
зазоры подшипников. (В Руководстве по ремонту приведены
Таблица регулирования зазора подшипника, Таблица крутящего
10
момента затяжки болтов)
Lubricant Oil Replacement:

Замена смазочного масла：
1 - oil filling plug / пробка для залива масла
2 - oil drain plug / пробка для слива масла
3 - oil level plug / контрольная пробка уровня масла
4 - breather / сапун
Oil drain: release two oil drain plugs, then oil is drained.
Слив масла: открутите две пробки для слива масла, затем слейте
масло.
Add oil / Добавление масла:
1) tighten two oil drain plugs, add oil through oil filling plug until the

oil overflows from oil level plug. / затяните две пробки для слива
масла, доливайте масло через пробку для залива масла до тех пор,
пока масло не начнет переливаться через контрольную пробку
уровня масла.
2) after adding correct content oil, tighten oil level plug and oil filling
plug ， then install breather. / после добавления необходимого
количества масла затяните контрольную пробку уровня масла,
затем установите сапун.
Attention: Sealant should be applied to before tightening all plugs.
Внимание: Необходимо применить герметик до затягивания всех
пробок.
12
Feedback Table
Users: Tel
Company Zipcode
Address
Transfer case
Vehicle type Series No.
type
Operation
(Km/h) (temperature) (road)
condition
Fault
Time Description Reason Solution Memo
User’s comment/suggestion
Notice: please mail this feedback table to us.

Таблица отзывов и предложений

Пользователи: Телефон
Компания Почтовый индекс
Адрес
Тип Тип Серийный

транспортного раздаточной No.
средства коробки
Условия
эксплуатации _______(км/ч) ________(температура) ____________(дорога)
Неисправность
Время Описание Причина Решение Заметка
Комментарий/ предложение пользователя
Внимание: просим направить нам эту таблицу отзывов и
предложений.
14
ADD: 119 Xinhua West Road, Zhuzhou, Hunan, P.R.China 412000
TEL: 0086 731 28496319
FAX: 0086 731 28411274
E-mail: xiaosgs@chinese-gear.com
http://www.chinese-gear.com

ПРИЛОЖЕНИЕ З
ZQC2000-69A Transfer Case

Раздаточная коробка ZQC2000-69A
Repair Manual
Руководство по ремонту
10-394
Repair Manual-----ZQC2000-69A
Пожалуйста, выбирайте
раздаточные коробки ‘Zhuchi’!
Название компании: Zhuzhou Gear Co., Ltd.
Адрес: 119 Xinhua West Road, Zhuzhou, Hunan, P.R.China
Тел.: 0086 731 28496319, 0086 731 28496435
Факс: 0086 731 28411274
Почтовый индекс: 412000
1
Quality Creates Value Zhuchi Brand
Preface / Введение
The present document gives directions to the trained personnel to
repair the / Данный документ содержит технические указания для
обученного персонала по ремонту
ZQC2000-69A Transfer Case
Раздаточной коробки ZQC2000-69A
Customary tools and devices, which are workshop standard, are
supposed to be available. / В обычных условиях предполагается
использование стандартных для цеха инструментов и приборов.
Disassembly and assembly of one version only is explained in this
document. Sequences of other possible versions can easily be recognized
by the skilled such jobs see enclosed sectional and perspective views. / В
данном документе даются объяснения по сборке и разборке лишь
одной версии раздаточной коробки. Иная последовательность
ремонтных работ других возможных версий легко определяется
квалифицированным специалистом. См. прилагаемые схемы в
разрезе и в перспективе.
The repair of the component may require changed working sequences
adjustment or checking data, according to the technical development of
the years. / Ремонт детали может потребовать изменения
последовательности работы или проверки данных, в соответствии с
техническим усовершенствованием продукции за последние годы.

2
Therefore, we recommend rendering your Zhuchi Product only to the
hands of periodically trained personnel. / Поэтому, мы рекомендуем
доверять ремонт продукции Zhuchi только квалифицированным
специалистам.
Damages caused by improperly or unprofessionally executed repair
work through untrained personnel and the resulting consequences are
excluded from any contractual liability. This also applies when
NON-ORIGINAL-PARTS are being used. / Повреждения, возникшие в
результате неверного или непрофессионального ремонта
необученным персоналом, а так же применение
НЕОРИГИНАЛЬНЫХ ДЕТАЛЕЙ, исключаются из любого
договорного обязательства.
If there is any discrepancy between English and Russian,
governing language is English. / Если есть расхождения между
английским и русским языками, управляющим языком является
английский.
3
General Working Directions

Общие указания по работы
The company repairing Zhuchi Components is in any case responsible
for all aspects of safety. / Компания, ремонтирующая детали Zhuchi,
несет ответственность за все аспекты безопасности.
The valid safety regulations and legal directives have to be obeyed to
avoid injury of persons and damage of the product during maintenance
and repair. / Во избежание получения травм и повреждения продукции
во время обслуживания и ремонта должны соблюдаться действующие
правила безопасности и правовые директивы.
The proper repair of the Zhuchi Product requires adequately trained
personnel. To undergo training is the obligation of the repairer. / Для
надлежащего ремонта продукции Zhuchi требуется хорошо
обученный персонал. Обучение персонала, проводящего ремонт,
обязательно.
Always assure professional and clean working conditions.Components
shall always be cleaned before disassembly. / При выполнении работ
всегда следите за чистотой. Перед демонтажем нужно очистить
детали.
The use of indicated tools is a precondition. / Использование
указанных инструментов является предусловием.
After disassembly, all parts have to be cleaned. This applies in
particular to corners, nooks and oil catchers in housings and covers. /
После демонтажа все детали должны быть почищены. Это, в
особенности, относится к угловым, трудно доступным местам
4
раздаточной коробки и маслосборникам, расположенным в корпусах

и крышках.
Carefully remove old sealing compound. Clean surfaces thoroughly
before sealing. / Осторожно удалите старый слой герметика. Прежде,
чем нанести герметик, тщательно очистите поверхность.
Lubrications bores, grooves and pipes are to be checked to be free
from obstructions. They must be free from deposits, contamination and
preservatives. The latter applies particularly for new parts. / Следует
проверить отверстия для смазки, смазочные канавки и маслопроводы
на свободную проходимость. В них не должно быть осадка,
загрязнения и защитного покрытия. Последнее, в особенности,
относится к новым деталям.
Parts that are being damaged during disassembly are to be replaced by
new ones. E.g.: radial oil seals, o-rings, groove-rings, seal cups, protection
caps. / Детали, поврежденные во время демонтажа, должны быть
заменены новыми. Например, уплотнительные кольца, стопорные
кольца, уплотнительные манжеты, предохранительные колпачки.
Parts as bearings, thrust washers, synchromesh parts etc., which are
liable to normal wear have to be checked by the skilled professional. He
judges if a part can be reused or not. / Такие детали, как подшипники,
упорные шайбы, детали синхронизатора раздаточной коробки и т.д.
со средней степенью изношенности должны проверяться
квалифицированным специалистом, который решит, можно ли
повторно использовать деталь или нет.
Parts, which have a shrink fit, must be driven to their end position after
cooling down to assure perfect seating. Before pressing-in parts like shafts,
5
bearings etc. both contact surfaces must be oiled. / Детали горячей

посадки должны устанавливаться только после их охлаждения, чтобы
добиться полного контакта пригнанных друг к другу поверхностей.
Прежде чем запрессовывать такие детали, как: валы, подшипники и
т.д., обе соприкасающиеся поверхности должны быть смазаны.
On the assembly all given adjustment tolerances, check data and
tightening torques have to be observed. Zhuchi Components are to be
filled with lubricant after the repair. Observe filling instructions and
lubrication chart. After filling, the oil drain and oil level plugs must be
tightened to correct torque. / При сборке все допустимые отклонения
подгонки, контрольные данные и моменты затяжки должны быть
соблюдены. После ремонта в узлы Zhuchi нужно залить смазочное
масло. Следуйте инструкциям по заливке и химмотологической карте.
После заливки пробка для слива масла и пробка для замера уровня
масла должны быть затянуты с нужным моментом затяжки.
Use Original - Zhuchi Parts only! / Используйте только
оригинальные детали Zhuchi!
6
1. General Data / Общие данные

1.1 Technical Data / Технические данные
Type / Тип ZQC2000-69A
Shifting System Pneumatic, three position

Переключение передач Пневматическое, 3 положения
Max. Input Torque
Максимальный входной 25000Nm / 25000 Нм
крутящий момент
Max. Input Speed
2800rpm, clockwise
Максимальная частота
2800 об/мин, по часовой стрелке
вращения на входе
Shaft Center Distance
Расстояние между центрами 300mm / 300 мм
валов
Ratios On-road / Дорога: 1:0.89
Передаточные отношения Off-road / Бездорожье: 1:1.536
Front Output Operation
(or Differential Lock Operation) Pneumatic operation with
Управление передним indicator switch
выходным валом Пневматическое управление с
(или управление механизмом датчиком включения
блокировки дифференциала)
Air Pressure
6.5-8bar / 6.5-8 бар
Давление воздуха
Torque Ratio Proportioning
Распределение крутящего 1:2.696
момента
7
Power take-off N200, or oil pump

ZF8605
Optional Device / Опция
Коробка отбора мощности N200
или масляный насос ZF8605
Net Weight / Чистый вес 375Kg / 375 кг
Amount of Oil Needed
8.4L / 8.4 л
Требуемое количество масла
Oil Quality SAE90, or 85W90
Марка заливаемого масла SAE90 или 85W90
8
Installation Drawing of ZQC2000-69A
Установочный чертеж ZQC2000-69A

9
Cross Section View of ZQC2000-69A
Поперечное сечение ZQC2000-69A
10
11
1.2 Adjustment Data / Данные для регулировки

Designation Dimensions Remarks
No.
Обозначение Размеры Примечания
End play of input shaft to be adjusted with
bearings / Осевой зазор shims / установить
1 0.06-0.12
подшипников входного регулировочными
вала шайбами
End play of Intermediate to be adjusted with
shaft bearings / Осевой shims / установить
2 0.4-0.6
зазор подшипников регулировочными
промежуточного вала шайбами
End play of output shaft to be adjusted with
bearings, front / Осевой shims / установить
3 0.02-0.08
зазор подшипников регулировочными
выходного вала спереди шайбами
Preload of output shaft
to be adjusted with
bearings, rear /
shims / установить
4 Предварительный натяг 0.01-0.05
регулировочными
подшипников
шайбами
выходного вала сзади
Flange temperature for
heat to 120° C
5 assembly / Температура
нагреть до 120°C
фланцев при сборке
12
1.3 Tightening Torques / Моменты затяжки
No. Designation / Обозначение Nm / Нм

Nuts M38X1.5 for Flange
M1 1080
Гайки M38X1.5 для фланца
M2 M6-8.8 9.5
M3 M8-8.8 23
M4 M10-8.8 46
M5 M12-8.8 80
M6 M12-10.9 110
M7 M14-12.9 160
M8 M16-8.8 195
13
2. Faults Diagnosis and Analysis / Диагностика и анализ неисправностей
2.1 Faults Diagnosis Process / Процесс диагностики неисправностей
2.1.1 Primary check / Основная проверка
2.1.1.1 Observation: look for defects, pay more attention to key components and
parts, for example contacts, joints, or carriers. / Исследование: поиск дефектов,
обратить внимание на основные компоненты и детали, например, контакты,
соединения или опоры.
2.1.1.2 Questioning the operator: collect relevant information and documents, for
example operation conditions, faults history. / Информация от водителя: собрать
соответствующую информацию и документы, например, условия эксплуатации,
статистика неисправностей.
2.1.1.3 Establishing records and files: establish records and files for maintenance,
lubricant period, faults occurred, operation kilometers and time etc.. / Создание
записей и файлов: создать записи и файлы по техническому обслуживанию,
периодичности смазки, случившимся неисправностям, пробегу (км и время) и
т.п.
2.1.2 Disassembly of the transfer case / Разборка раздаточной коробки
2.1.2.1 Reserve the oil sample in order to inspect its impurity content in case of
necessity / Сохранить образец смазки для проверки на содержание примесей в
случае необходимости.
2.1.2.2 Check the installation correction of parts and components during the
disassembly process, whether there is omittance, or whether bad quality parts and
components are used. / Проверить правильность установки деталей и компонентов
при разборке, на наличие упущений или некачественных деталей и компонентов.
2.1.2.3 Clean every part or component carefully. Please find the details on page 31
‘Cleaning of Parts and Components’. / Осторожно очистить все детали и
компоненты. См. «Чистка деталей и компонентов».
2.1.2.4 Check every part or component carefully. Please find the details on page
14
31 ‘Check of Parts and Components’ / Тщательно проверить все детали и
компоненты. См. «Проверка деталей и компонентов», стр. 31.
2.1.3 Find the fault / Поиск неисправностей
2.1.4 Find the cause of the fault and solve the fault / Поиск причины
неисправности и ее устранение
2.2 Common Faults Analysis and Solution / Анализ и устранение
распространенных неисправностей
Faults
Analysis / Анализ Solution / Устранение
Viscosity of lubricant oil is too Choose specified lubricant oil /
low / Слишком низкая вязкость Использовать указанное масло
масла
Less lubricant oil, or bad Add enough oil to the level, or use
lubricant oil / Недостаточное new oil / Добавить масло или
количество или некачественное использовать новое
масло
big clearance due to tooth Repair parts or use new parts /
damage or tooth over-wear / Починить или заменить новыми
Большой зазор из-за деталями
Exceptional Sound повреждения или износа зуба
and Noise / Bearing damaged or cracked / Use new bearings / Заменить новым
Слишком Повреждение или трещина на подшипником
громкий звук и подшипнике
шум
Shifting fork mating badly with Check shifting fork, if it is bent, use
gear / Плохой стык вилки new one / Проверить вилку
переключения передач и переключения передач, в случае
шестерни изгиба, замените новой
Some gear is damaged / Use new gear / Заменить новой
Шестерная повреждена шестерней
Parts distortion or damage due to Use new parts / Заменить новыми
long time over-load work / деталями
Деформация или повреждение
деталей из-за длительных
перегрузок
15
Faults
Bearings wear-off or damage / Use new bearings / Заменить
Износ или повреждение новыми
подшипников
Forks wear-off or damage / Check and repair, or use new forks
Износ или повреждение вилок /Проверить и починить или
заменить новыми
Tape bolts of forks loosen / Screw and tighten / Затянуть
Ослабление болтов вилки
Shifting Hard /
Viscosity of lubricant oil is too Choose specified lubricant oil /
Затрудненное
high / Слишком высокая Использовать указанное масло
переключение
вязкость масла
передач
Sleeves damage / Повреждение Repair, or use new sleeves /
муфты Починить или заменить новой
Locking spring is too tightening / Adjust locking spring / Регулировать
Слишком тугая стопорная стопорную пружину
пружина
Air pressure is not enough / Increase air pressure / Увеличить
Недостаточное давление давление воздуха
воздуха
Locking spring is too loose / Adjust locking spring / Регулировать
Ослабление стопорной стопорную пружину
пружины
Shifting forks distortion or Check and repair, or use new forks /
wear-off / Деформация или Проверить и отремонтировать или
износ вилок переключения заменить новыми
Self-motion
передач
Shifting /
Непроизвольное The locking ball or the ball Disassemble, then use new
переключение groove in shifting fork shaft wear components / Разобрать, затем
передач off / Износ блокирующего заменить новыми компонентами
шарика или канавки шарика на
валу вилки переключения
передач
Locking spring break off or Use new locking spring / Заменить
fatigue / Разрыв или усталость новой стопорной пружиной
стопорной пружины
16
Faults
Large clearance among gears / Adjust clearance, or use new gears /
Большой зазор между Регулировать зазор или заменить
шестернями новыми шестернями
Meshing tooth or back taper of Check and use new ones /
gear sleeve is invalid / Проверить и заменить новыми
Зацепляющиеся зубья или
неправильный обратный конус
Self-motion муфты шестерни
Shifting / Sliding section or surface of Use new sliding shaft sleeve /
Непроизвольное sliding shaft sleeve wear off / Заменить новой муфтой
переключение Износ участка скольжения или скользящего вала
передач поверхности муфты
скользящего вала
Axial float due to bearing Use new bearings / Заменить
wear-off / Осевое смещение новыми подшипниками
из-за износа подшипника
Locking nuts of flange are loose / Screw and tighten locking nuts /
Ослабление стопорных гаек Затянуть стопорные гайки
фланца
Operating parts wear off seriously Use new parts / Заменить новыми
/ Сильный износ рабочих деталями
деталей
Much more lubricant oil / Check and add oil to the specified
High Temperature
Избыточное количество level / Проверить и добавить
of Lubricant Oil /
смазочного масла масло до указанного уровня
Высокая
температура Working clearance of bearings Adjust clearance / Отрегулировать
смазки and gears is too small / Слишком зазор
маленький рабочий зазор у
подшипников и шестерен
Oil turns to bad / Испорченное Use new lubricant oil / Заменить
масло новым маслом
Much more lubricant oil / Check and add oil to the specified
Oil Leak / Течь
Избыточное количество масла level / Проверить и добавить
масла
масло до указанного уровня
17
Faults
Sealing components are Use new sealing components /
damaged, or in invalidation / Заменить новыми элементами
Поврежденные или уплотнения
испорченные элементы
уплотнения
Tightening components are loose Tighten those parts / Затянуть эти
/ Ослабление стопорных элементы
элементов
Breather is jammed / Make breather breathing / Очистить
Забившийся сапун сапун
Oil Leak / Течь Not apply sealant to screw thread Apply sealant to screw thread, then
масла / Отсутствует герметик на install / Нанести герметик на
резьбе резьбу, затем установить
Housings break due to accidental Use new housings / Заменить
collision / Разрушение корпусов новыми корпусами
из-за случайных ударов
Connecting surface is not Clean connecting surfaces, apply
cleaning, or not apply sealant to sealant, then mount / Очистить
connecting surfaces / Грязная соединительные поверхности,
соединительная поверхность, нанести герметик, затем
нет герметика на установить
соединительных поверхностях
3. Notice of Uninstall and Disassembly of Transfer Case / Замечания по снятию

и разборке раздаточной коробки
1. Directions defined in this manual are as follows /Направления, используемые
в этом руководстве, следующие:
Rear: as per the direction of rear axle output of the transfer case. / Сзади:
направление выходного вала привода заднего моста на раздаточной коробке.
Front: as per the forward direction of the vehicle. / Спереди: направление
движения транспортного средства.
Left & Right: direction seen from rear axle output to forward. / Слева и справа:
направление вперед от вала привода заднего моста.
2. Stop the vehicle safely. The transfer case is in neutral shifting statue. The
18
electric switch is turn-off. Then uninstall the transfer case. / Остановить

транспортное средство. Раздаточная коробка – в нейтральном положении.
Электрический переключатель выключен. Затем снять раздаточную коробку.
3. Clean all transfer housings before disassembling the transfer case. / Перед тем.
как разобрать раздаточную коробку, очистить все ее крышки.
4. Disassemble the transfer case in a clean place against dust and dirt. Otherwise,
bearings will be damaged hard by dust and dirt. / Раздаточную коробку нужно
разбирать в чистом месте. Иначе грязь и пыль могут повредить подшипники.
5. Uninstall bearings with special tools. Then bearings should be cleaned carefully.
/ Снять подшипники с помощью специальных инструментов. Затем аккуратно
почистить.
6. Put all parts and components orderly on a clean work desk during the
disassembly process of each assy. / При разборке узлов поместить все детали и
компоненты на чистую рабочую поверхность.
7. Please remove the retaining ring with the special tools. / Снять стопорное
кольцо с помощью специальных инструментов.
8. Please control your force during the disassembly process. The wildness
operation is prohibited. Some parts cannot be uninstalled or disassembled. No
outside force to any driven parts when they are working! / При разборке нужно
соизмерять свою силу. Неконтролируемая работа запрещена. Некоторые
детали невозможно снять или разобрать. Никакого внешнего воздействия на
работающие детали!
4. Uninstall of Transfer Case / Демонтаж раздаточной коробки

1. Drain oil by unscrewing both oil drain plugs. / Слить масло, открутив обе
пробки для слива масла.
2. Disconnect the transfer case from the driving axle. / Отсоединить раздаточную
коробку от ведущих мостов.
3. Disconnect the speedometer from the transfer case. / Отсоединить пучок
проводов от датчика скорости на раздаточной коробки.
4. Disassembly of controlling mechanism. / Разобрать механизм управления.
5. Remove electric wires and pipes connected with the transfer case. / Снять
электрические пучки проводов (датчики включения пониженной, повышенной
передач, датчик включения переднего моста), соединенные с раздаточной
19
коробкой.
6. Lift the transfer case with steel wire ropes, or put a jack under the transfer case. /
Поднять раздаточную коробку стальными канатами или поместить домкрат под
раздаточную коробку.
7. Remove the bolts used to connect the transfer case housings with the vehicle
frame. / Открутить болты, соединяющие корпуса раздаточной коробки с рамой
транспортного средства.
8. Uninstall the transfer case from the vehicle with the jack or steel wire ropes. /
Снять раздаточную коробку с транспортного средства с помощью домкрата или
стальных канатов.
5. Disassembly of Transfer Case / Разборка раздаточной коробки

5.1 Preparation before Disassembly / Подготовка перед разборкой
5.1.1 Fix the transfer case in the assembling stand / Установить раздаточную
коробку на монтажный стенд
5.1.1.1 Special tools: / Специальные инструменты:
Ratchet wrench / Гаечный ключ с трещоткой
Lift bolts / Подъемные рым-болты
Assembling stand / Монтажный стенд
Puller / Съемник
Lift nut (picture 5.1-1) / Подъемная гайка (Рис.
5.1-1)
5.1.1.2 Checking & Measuring Tools / Инструменты для проверки и

измерения
Torque wrench 200Nm / Динамометрический ключ 200Нм
Vernier caliper / Штангенциркуль
Depth gauge 0～150mm. / Глубомер 0～150 мм
Inside micrometer 100～125mm, 125～150mm, 150～175mm, and 175～
200mm. / Микрометр внутренних диаметров 100～125мм, 125～150мм, 150～
175мм и 175～200мм.
5.2 Disassembly of Housing and Shifting Cylinder / Разборка корпуса и

цилиндра переключения передач
20
1. Loosen flange nuts. / Ослабить гайки

фланца.
2. Pull-off flanges from the input shaft with
two-arm puller (picture 5.2-1). / Снять фланцы
с входного вала с помощью двухрычажного
съемника (Рис 5.2-1).
3. Turn over the transfer case. / Повернуть
4. Dismount the oil pipe. / Снять маслопровод.
5. Loosen flange nuts of the rear axle output
flange. / Ослабить гайки фланца на фланце
выходного вала привода заднего моста.
6. Pull-off flanges from the output shaft with
extractor. / Снять фланцы с выходного вала с
помощью съемника.
7. Remove bearing cover from the rear axle drive
shaft and take out setting shims (picture 5.2-2). /
Снять крышку подшипника с ведущего вала
привода заднего моста и регулировочные
шайбы (Рис. 5.2-2).
8. Remove oil seals of rear output cover. / Снять
сальники крышки выходного вала привода
заднего моста.
9. Unscrew bolts, remove the lid of the
speedometer, remove the switch of the
speedometer. / Отвернуть болты, снять
крышку корпуса спидометра и переключатель
спидометра.
10. Remove the retaining ring. / Снять
стопорное кольцо.
21
11. Remove the gear and the driver ball

of the speedometer. (picture 5.3-3). / Снять
шестерню и ведущий шарик спидометра
(Рис. 5.3-3).
12. Remove speedometer housing. / Снять
корпус спидометра.
13. Unscrew bolts of the cover and remove the

cover of the oil pump (picture 5.2-4). /
Отвернуть болты крышки и снять крышку
масляного насоса (Рис. 5.2-4).
14. Unscrew bolts of the oil pump and pull off

the oil pump housing. (Picture 5.2-5). /
Отвернуть болты масляного насоса и снять
корпус масляного насоса (Рис. 5.2-5).
15. Remove oil pump ring gear and inner gear. /
Снять коронную и внутреннюю шестерни
масляного насоса.
16. Remove driving ball. / Снять шарик.
17. Remove oil pump housing from rear side the

input shaft, dismount oil pump cover inside oil
pump housing and remove spring pin (picture
5.2-6). / Снять корпус масляного насоса с
задней стороны входного вала, крышку
масляного насоса с корпуса масляного насоса
и пружинный штифт (Рис. 5.2-6).
22
18. Remove hollow screw and plug screw of the

input shaft rear cover (pay attention to the ball in
the hollow screw). (picture 5.2-6) / Снять полый
винт и запорный винт задней крышки
входного вала (обратите внимание на шарик в
полом винте) (Рис. 5.2-6).
19. Remove connecting bolts, air joint, pressure
switch, and end cover of the cylinder (picture
5.2-7). / Снять соединительные болты,
пневматическое соединение, датчик давления
и торцевую крышку цилиндра (Рис. 5.2-7).
20. Remove shaft retaining ring with the special
pliers. / Снять стопорное кольцо вала с
помощью особых плоскогубцев.
21. Remove piston, seal ring, and shifting cylinder. / Снять поршень, уплотнительное
кольцо и цилиндр переключения передач.
23
22. Unscrew rear housing bolts of the transfer

case. / Отвернуть болты заднего корпуса
раздаточной коробки.
23. Turn over the transfer case. / Повернуть
24. Remove connecting bolts, adjusting shim of
the bearing seat from the front axle drive shaft. /
Отвернуть соединительные болты,
регулировочную шайбу опоры подшипника
на ведущем валу привода переднего моста.
25. Remove nuts, retaining ball guide, adjusting
bolts, pressure switch, and back cover. (Pay
attention to spring and ball) (picture 5.2-9) /
Снять гайки, направляющую стопорного
шарика, регулировочные болты, датчик
давления и заднюю крышку. (Обратить
внимание на пружину и шарик) (Рис. 5.2-9).
24
26. Remove connecting bolts of front cover of

the input shaft, remove front cover and adjusting
shim. (picture 5.2-10) / Отвернуть
соединительные болты передней крышки
входного вала, снять переднюю крышку и
регулировочную шайбу (Рис. 5.2-10).
27. Remove dual oil seal of the front cover. /
Снять двойной сальник передней крышки.
28. Remove connecting bolts of the front cover,
remove front cover and adjusting shim of the
intermediate shaft. / Отвернуть
соединительные болты передней крышки,
снять переднюю крышку и регулировочную
шайбу промежуточного вала.
29. Unscrew front housing bolts of the transfer
case. / Отвернуть болты переднего корпуса
раздаточной коробки.
30. Install two lift bolts M16 on the front
housing (do not incline or rock). Lift off housing
cover with lifting device. / Установить два
подъемных болта M16 на передний корпус
(не наклоняя и не качая). Снять крышку
корпуса подъемным устройством.
25
31. Lift out differential assembly and radiating

plate with draw nut (picture 5.2-11). / Снять
дифференциал в сборе и маслоуловитель с
помощью гайки (Рис. 5.2-11).
32. Lift out input shaft assembly and shifting
fork assembly with draw out. / Снять входной
вал в сборе и вилку переключения передач
с помощью гайки.
33. Unscrew bolts and uninstall oil catcher. /
Отвернуть болты и снять маслосборник.
34. Dismount intermediate shaft assembly. /
Демонтировать промежуточный вал в
сборе.
35. Uninstall drive elastic pin and upper

radiating plate (picture 5.2-12). /
Демонтировать ведущий эластичный палец
и верхний маслоуловитель (Рис. 5.2-12).
36. Remove front and rear bearing ring from
housing halves (picture 5.2-12). / Снять
переднее и заднее кольца подшипников с
обеих сторон корпуса (Рис. 5.2-12).
37. Remove all bearings from housing halves.
/ Снять все подшипники с обеих сторон
корпуса.
5.3 Disassembly of Differential（picture 5.3-1）

1. Disassemble external bearing ring with
puller, disassemble oil baffle ring. / Снять
внешнее кольцо подшипника съемником,
снять обод маслоуловителя.
26
2. Disassemble inner bearing ring with puller. /

Снять внутреннее кольцо подшипника
съемником.
3. Unscrew bolts and disassemble planet
carrier assembly and driven gears. (pay
attention to locating pin) / Отвернуть болты и
снять водило планетарной передачи в сборе
и ведомые шестерни (обратить внимание на
установочный штифт).
4. Uninstall rear axle output shaft and ring
gear assembly. / Демонтировать выходной
вал привода заднего моста и коронную
шестерню в сборе.
5. Separate rear axle output shaft from ring
gear by removing retaining ring. / Отделить
выходной вал привода заднего моста от
коронной шестерни, сняв стопорное
кольцо.
6. Pull out bearing ring of rear axle output
shaft with internal puller (picture 5.3-2/1). /
Снять кольцо подшипника выходного вала
привода заднего моста с помощью
съемника (Рис. 5.3-2/1).
7. Dismount connecting bolts of. / Отвернуть
соединительные болты.
8. Separate planet carrier from planet carrier
cover (pay attention to locating pin), dismount
planet gear, needle bearings and gasket. /
Отделить водило планетарной передачи от
кожуха планетарной передачи (обратить
внимание на установочный штифт),
демонтировать планетарную шестерню,
игольчатые подшипники и прокладку.
9. Push in spring-loaded dowel pins and push
27
out planetary axle. (pay attention to cylindrical

pin and pressure spring) / Вдавить
подпружиненные установочные штифты и
вытащить ось сателлита (обратить
внимание на цилиндрический штифт и
нажимную пружину).
10. Pull out inner bearing ring from planet
carrier cover with puller. / Вытащить
внутреннее кольцо подшипника из кожуха
планетарной передачи с помощью
съемника.
5.4 Disassembly of Input Shaft (picture 5.4-1) / Разборка входного вала (Рис.
5.4-1)
1. Pull out bearing ring and low speed gear with external puller. / Демонтировать
кольцо подшипника и шестерню пониженной передачи с помощью внешнего
съемника.
2. Dismount meshing sleeve. / Демонтировать муфту зацепления.
3. Pull out high speed gear and inner bearing ring with puller. / Демонтировать
шестерню повышенной передачи и внутреннее кольцо подшипника с помощью
съемника.
28
5.5 Disassembly of Intermediate Shaft / Разборка промежуточного вала
1. Pull out inner bearing ring from two end sides with puller. / Снять внутреннее
кольцо подшипника с двух торцевых сторон с помощью съемника.
2. Dismount retaining ring, separate gasket, intermediate shaft gears and intermediate
shaft. / Демонтировать стопорное кольцо, отделить прокладку, шестерни
промежуточного вала и промежуточный вал.
5.6 Disassembly of Front Axle Output Drive / Разборка привода выходного вала
переднего моста
1. Unscrew bolts and dismount flange with puller. / Отвернуть болты и
демонтировать фланец с помощью съемника.
2. Uninstall outer cover, separate switch from outer cover. / Снять наружную крышку,
отделить переключатель от наружной крышки.
3. Disassemble the retainer ring (pay attention to pressing the piston deeply). /
Демонтировать стопорное кольцо (обратить внимание, что на него оказывает
давление поршень).
4. Disassemble the piston seal ring and compress spring. / Демонтировать
уплотнительное кольцо поршня и нажимную пружину.
5. Disassemble the retainer ring, washer and space sleeve. / Демонтировать стопорное
кольцо, шайбу и промежуточную втулку.
6. Remove the front axle folk assay and sliding sleeve. / Снять вилку переднего моста
в сборе и скользящую муфту.
29
7. Press the gas vat washer and sleeve. / Запрессовать газовую шайбу и муфту.
8. Disassemble front axle output shaft, pull out the internal bearing sleeve. /
Демонтировать выходной вал привода переднего моста, вытащить внутренний
подшипник скольжения.
9. Remove the retainer ring and external bearing sleeve. / Снять стопорное кольцо и
внешний подшипник скольжения.
10. Remove the frame oil seal. / Снять манжеты.
6. Parts and components cleaning / Чистка деталей и компонентов

The cleaning is compulsory for those parts and components covered by dirty oil and
sullage. / Детали и компоненты, покрытые загрязненным маслом и отложениями,
нужно почистить.
Methods of cleaning include steam cleaning, pressure cleaning, light oil cleaning,
acidity or alkalescence liquor cleaning, neutral medium cleaning etc. The surface
defects can be easily exposed in the process of cleaning, please check carefully. /
Способы очистки – очистка паром, очистка под давлением, очистка легким
маслом, очистка кислотой или слабощелочным раствором, очистка в нейтральной
среде и т.д. В процессе очистки могут обнаружиться дефекты поверхности,
поэтому нужна тщательная проверка.
Metal component / Металлические компоненты
Light oil: / Легкое нанесение масла: Different to other liquor, light oil have
not the capability of infiltration and diffluence sullage. Therefore,
excepting precise manufacture the surface, the sullage should be swept
twice by steal brush or other toolings. / В отличие от других
растворов, легкое нанесение масла не может фильтровать и
разжижать отложения. За исключением поверхности с тонкой
обработкой, отложения можно очистить щеткой или другими
инструментами.
30
Alkalescence liquor / Слабощелочной раствор: For the alloy products, please

do not clean by alkalescence liquor. It is appreciate to clean the steel
and cast iron. / Нельзя использовать для очистки изделий из сплава.
Использовать для очистки стали и чугуна.
Note / Примечание: For the alkalescence liquor cleaning, please prepare the
neutralizing medium liquor such as boric acid liquor. Once the eyes and
skin were to spatter by alkalescence liquor, you should use the
neutralizing medium liquor to wash immediately. / Перед очисткой
слабощелочным раствором подготовить нейтрализующий раствор,
например, раствор борной кислоты. При попадании
слабощелочного раствора в глаза и на кожу незамедлительно
промыть их нейтрализующим раствором.
Rubber component / Резиновые компоненты

Do not clean by mineral oil, please use the contained alcohol or pure cloth to clean.
/ Не использовать минеральное масло, для очистки использовать жидкость с
содержанием алкоголя и чистую ткань.
Oil path / Масляный канал

Make a steel wire to through the oil path, keep the path smooth, clean by using the
pressure nozzle to spout into the oil path. / Через масляный канал протянуть
стальную проволоку, прочистить струей очищающего материала.
Anti-erode / Антикоррозионный состав

After cleaning the dirty grease, the surface should be greased to against erode. /
После очистки от смазки на поверхность нанести противокоррозионный состав.
7. Inspection of parts and components / Осмотр деталей и компонентов

Before assembled, carefully inspect all the components, keep the defect
components away to avoid the unnecessary loss. Whether the component can be used
continuously, it is depended on the time, mileage and other situations. / Перед сборкой
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тщательно осмотреть все компоненты, отложить компоненты с дефектами, чтобы

избежать ненужных потерь. Возможность дальнейшего использования
компонента зависит от времени, пробега и других факторов.
Inspection of front & rear casing / Осмотр переднего и заднего корпуса:
1. Eyes inspection the bearing hole. / Визуальный осмотр отверстия под
подшипник.
2. Inspect the diameter of bearing hole by inner micrometer. / Измерение
диаметра отверстия под подшипник посредством внутреннего микрометра.
A: φ139.970—φ140.000
B: φ119.978—φ120.000
C: φ179.970—φ180.000
D: φ154.970—φ155.000
8. Noted terms in assembling / Вопросы, требующие особого внимания при

сборке
Before assembling, the components should be cleaned to avoid the dust and
sundries into transfer case, or it would make unnecessary loss. Please noted as follows
during the process of assembling / Перед сборкой во избежание попадания пыли и
различных частиц в раздаточную коробку компоненты нужно очистить, иначе
будут ненужные потери. При сборке нужно обратить внимание на следующее:
1. Keep the right direction of washer, roller bearing and sleeve. / Следить за
правильным направлением шайбы, роликового подшипника и муфты.
2. Oil the lube on the working surface. / Смазывать рабочую поверхность.
3. Replace all the locknut, oil sealing and O-ring. / Заменить все контргайки,
сальники и уплотнительные кольца.
4. Keep the lube hole smooth and the gear face without rust, hole and crackle. /
Смазочное отверстие должно быть гладким, на поверхности шестерни не должно
быть ржавчины, ямок и трещин.
Screw / Винт
In order to prevent the leakage, all the screw should be wiped the seal glue, the
32
specific stipulation refer to page 6. / Чтобы избежать течи, все винты должны быть
обработаны герметиком, см. параграф на стр. 6.
O-ring / Уплотнительное кольцо
All the O-rings should be lubricated by grease lube before installation. / Перед
установкой нанести смазку на все уплотнительные кольца.
Elementary lubricate / Элементарная смазка
All the washers and splines should be wiped by greasy lubricant in order to avoid
to scratch and dry attrition. / На все шайбы и шлицы нанести смазку, чтобы не
допустить царапин и сухого трения.
Clearance / Зазор
Make sure the clearance to accord with the stipulation. The specific stipulation is
as per page 6. / Убедиться, что зазор соответствует условию на стр. 6.
Bearing / Подшипник
Suggest to use the disassemble machine with the flange, it can keep the steel ball
and all the bearing rings working smoothly, and make concentricity accord with the
requirement. / Лучше использовать съемник для демонтажа фланца – он обеспечит
плавное перемещение всех наружних колец подшипников, а также соответствие
требованиям по концентричности.
9. Assembly of Transfer Case / Сборка раздаточной коробки

9.1 Assembly of Front Output Shaft / Сборка переднего входного вала
1. Press the washer into the cylinder. / Запрессовать

шайбу в цилиндр.
2. Wipe the sealing compound on the chamfer, end
of the cylinder sleeve, press it into the front input
shaft cover. / Нанести герметик на фаску, торец
гильзы цилиндра, запрессовать ее в крышку
переднего выходного вала.
3. Press the inner bearing track into the front output
33
shaft. / Запрессовать внутреннее кольцо

подшипника на вал привода переднего моста.
4. Punch the external bearing ring into the front
output bearing cover, assemble the retaining ring. /
Вдавить внешнее кольцо подшипника в крышку
подшипника переднего выходного вала,
установить стопорное кольцо.
5. Install the front output shaft, press two oil sealing,
reheat the flange and press into the front output
shaft. / Установить передний выходной вал,
вставить две манжеты, нагреть фланец и вставить
в передний выходной вал.
6. Install the screw with glue and lock up. /
Используя герметик, навернуть фланцевую гайку
и зафиксировать.
7. Install the front sleeve and fork assay into the

front output shaft. / Установить переднюю муфту
и вилку в сборе на передний выходной вал.
8. Install the space sleeve and compress spring. /
Установить промежуточную втулку и нажимную
пружину.
9. Assemble the retaining ring, piston and sealing
ring. / Установить стопорное кольцо, поршень и
уплотнительное кольцо.
10. Install the cover with sealing compound and
tighten the screw. / Установить крышку с
герметиком и затянуть винт.
11. Assemble the pressure switch. / Установить
датчик включения переднего моста.
34
9.2 Assembly of Intermediate Shaft /Сборка промежуточного вала

1. Wipe the lubrication oil on the splines of countershaft gear, then install to the
countershaft. / Нанести масло на шлицы шестерни промежуточного вала, затем
установить на промежуточный вал.
2. Install the washer to the retaining ring. / Установить шайбу на стопорное кольцо.
3. Reheat the bearings to 80℃ and press it into the two ends of countershaft. / Нагреть
подшипники до 80°С и надеть на торцы промежуточного вала.
9.3 Assembly of Input shaft / Сборка входного вала
1. Wipe the lubrication oil on the low gear and
install the input. / Нанести смазку на шестерню
пониженной передачи и установить входной
вал.
2. Reheat the inner bearing ring to 90℃ and press
into the input shaft, assure the low gear working
smooth and bearing clearance within 0.2-0.5mm. /
35
Нагреть внутреннее кольцо подшипника до

90°С и надеть на входной вал, убедиться, что
шестерня пониженной передачи перемещается
плавно, без толчков и что зазор в подшипнике
находится в пределах 0,2-0,5мм.
3. Turn round the input and install the joggle
sleeve. / Повернуть входной вал и установить
муфту с выступами.
4. Wipe the lubrication oil on the high gear and
install into the input shaft. / Нанести смазку на
шестерню повышенной передачи и установить
на входной вал.
5. Reheat inner bearing ring to 90℃, then press
into input shaft and inspection. / Нагреть
внутреннее кольцо подшипника до 90°С,
надеть на входной вал и проверить.
9.4 Assembly of Differential / Сборка дифференциала

1. Press inner bearing ring into the hole of
rear axle output shaft. / Вставить
внутреннее кольцо подшипника в
отверстие на выходном валу привода
заднего моста.
2. Install the gear ring carrier to the internal gear ring and assemble the retaining ring. /
Установить опору коронной шестерни на внутреннюю коронную шестерню и
монтировать стопорное кольцо.
36
3. Reheat the taper bearing to 90℃ and install it to

rear output shaft. / Нагреть конический
подшипник до 90°С и установить его на
выходной вал привода заднего моста.
4. Wipe the lubrication oil on the planet axle
finestra knock within the planet cover until
compress spring make the cylindrical pin shoot off
up to shaft hole. / Нанести смазку на ось
сателлита, наносить удары по кожуху
планетарной передачи до тех пор, пока
цилиндрический штырь не встанет в отверстие
на входном валу.
5. Install the washer, planet gear, bearing and
washer in turn. / Установить по порядку шайбу,
планетарную шестерню, подшипник и шайбу.
6. Adjust the planet cover and planet carrier along
with identifier line, then compress tightly. /
Подогнать кожух и водило планетарной
передачи по идентификационной линии, затем
плотно прижать.
7. Knock into the position set pin, tighten the
screw with glue. / Вставить установочный
штырь, ударяя по нему, и затянуть винт с
герметиком.
37
8. Reheat the taper bearing to 90℃, then install to

planet carrier. / Нагреть конический подшипник
до 90°С и установить его на водило
планетарной передачи.
9. Install rear axle output shaft and gear ring
assembly into the planet carrier. / Установить
выходной вал привода заднего моста и
коронную шестерню в сборе на водило
планетарной передачи.
10. Wipe the oil baffle ring and external bearing
ring, then press into driven gear. / Смазать обод
маслоуловителя и внешнее кольцо
подшипника, затем вставить в ведомую
шестерню.
11. Install the driven gear assembly to planet
carrier, knock into the position set pin and tighten
the bolt. / Установить ведомую шестерню в
сборе на водило планетарной передачи,
вставить установочный штырь, ударяя по нему,
и затянуть болт.
9.5 Assembly of Transfer Case / Сборка раздаточной коробки

1. Press the oil sealing into the input shaft cover. /
Вставить сальник в крышку входного вала.
2. Press the oil sealing into rear output shaft cover.
/ Вставить сальник в крышку выходного вала
привода заднего моста.
3. Suspend the rear case to the assembly carrier. /
Подвесить задний корпус к сборочному стенду.
4. Wipe the rear axle bearing carrier with
lubrication oil, then press into the rear case and
tighten with 3 M12 screws. / Нанести смазку на
опору подшипника привода заднего моста,
затем вставить в задний корпус и затянуть 3
38
винтами M12.
5. Press external ring of the Cylindrical Roller
bearing of countershaft into the rear case, the depth
of rear case surface should be lower than the
bearing position of speedometer cover. / Вставить
внешнее кольцо цилиндрического роликового
подшипника качения промежуточного вала в
задний корпус, поверхность заднего корпуса
должна быть расположена ниже, чем
подшипник крышки корпуса датчика скорости.
6. Assemble the speedometer cover with
lubrication oil and tighten by 4 M12 screws. /
Установить крышку корпуса спидометра с
нанесенной на него смазкой и затянуть 4
винтами M12.
7. Press external ring of the Cylindrical Roller
bearing of input shaft into rear case, the depth of
rear case surface should be lower than the bearing
position of input shaft cover. / Вставить внешнее
кольцо цилиндрического роликового
подшипника качения входного вала в задний
корпус, поверхность заднего корпуса должна
быть расположена ниже, чем подшипник
крышки входного вала.
8. Install the input shaft cover with glue and
retighten by 4 M12 screws. / Установить крышку
входного вала с герметиком и затянуть 4
винтами M12.
9. Turn over rear housing, install upper radiating

plate and drive elastic pin (picture 9.5-3/1). /
Повернуть задний корпус, установить верхнюю
маслоуловительную панель и ведущий
эластичный штырь (Рис. 9.5-3/1).
10. Install oil plate (picture 9.5-3/2) and tighten
screws. / Установить масляный поддон (Рис.
9.5-3/2) и затянуть винтами.
39
11. Install lower radiating plate assembly (picture

9.5-4/1). / Установить нижнюю
маслоуловительную панель в сборе (9.5-4/1).
12. Heat roller bearing to 90°С, and install it into
rear axle bearing carrier. / Нагреть роликовый
подшипник до 90°С и установить его на опору
подшипника привода заднего моста.
13. Install fork assembly with intermediate shaft

(including inner bearing ring, picture 9.5-5/1）and
input shaft assembly (picture 9.5-6/1). /
Установить вилку в сборе с промежуточным
валом (включая внутреннее кольцо
подшипника, Рис. 9/5-5.1) и входным валом в
сборе (Рис. 9/5-6.1).
14. Install differential assembly (picture 9.5-7/1)

into the housing with draw nut. / Установить
дифференциал в сборе (Рис. 9/5-7.1) в корпус с
помощью гайки.
40
15. Install gears, gasket and retaining ring on

intermediate shaft (picture 9.5-8). / Установить
шестерни, прокладку и стопорное кольцо на
промежуточный вал (Рис. 9.5-8).
16. Apply sealant to the contact surface of

housings (picture 9.5-9/1) and install, then screw
bolts. Pay attention to locating pin. / Нанести
герметик на контактную поверхность
корпусов (Рис. 9.5-9/1) и установить, затем
затянуть болты. Обратить внимание на
установочный штифт.
17. Punch outer bearing ring into bearing location

of front housing (picture 9.5-10), turn it and check
whether it works smoothly. / Вставить ударами
внешнее кольцо подшипника на подшипник
переднего корпуса (Рис. 9.5-10), повернуть его
и проверить, плавно ли оно перемещается.
18. Measure the distance of drive shaft external

bearing from the main housing surface A1
(picture 9.5-11). Measure the distance of front
roller bearing from the main output shaft A3. /
Измерить расстояния между внешним
подшипником ведущего вала и поверхностью
основного корпуса А1 (Рис. 9.5-11). Измерить
расстояние от переднего роликового
подшипника A2. Измерить расстояние между
передним роликовым подшипником и
основным выходным валом А3.
41
19. Measure depth of bearings seat at bearing

cover of drive shaft B1 (picture 9.5-12). /
Измерить глубину гнезда подшипника на
крышке подшипника ведущего вала B1 (Рис.
9.5-12).
Measure depth of bearing seat in front bearing
cover of intermediate shaft B2. / Измерить
глубину гнезда подшипника на передней
крышке подшипника промежуточного вала В2.
Measure depth of bearing seat in housing of front
axle output drive B3. / Измерить глубину гнезда
подшипника в корпусе выходного вала
передней оси B3.
20. Determine the required thickness X1 of the
shim washers. / Определить толщину Х1
регулировочных шайб.
X1=A1-B1-clearance / X1=A1-B1-зазор
Washer thickness /Толщина шайбы: S=0.1mm
S=0.2mm
S=0.4mm
Axial clearance / Осевой зазор = 0.06 to 0.12 mm
X2=B2-A2-clearance / X2=B2-A2-зазор
Washer thickness /Толщина шайбы: S=0.1mm
S=0.2mm
S=0.4mm
X3=B3-A3-clearance / X3=B3-A3-зазор
Washer thickness / Толщина шайбы: S=0.1mm
S=0.2mm
S=0.4mm
42
23. Install suitable thickness adjusting washers

(picture 9.5-13), install front cover of input shaft,
front cover of intermediate shaft, and front axle
output drive (pay attention to contacting surface
applied sealant). Tighten connecting bolts applied
sealant (picture 9.5-14). / Установить
регулировочные шайбы нужной толщины
(Рис. 9.5-13), установить переднюю крышку
входного вала, переднюю крышку
промежуточного вала, привод выходного вала
переднего моста (обратить внимание на
наличие герметика на контактной
поверхности). Затянуть соединительные болты
с герметиком (Рис. 9.5-14).
24. Heat the spline of flange to 120℃ and punch
to input shaft (apply greasy sealant to oil seal of
flange), then tighten nuts of flange (applying
sealant). / Нагреть шлиц фланца до 120°С и
вставить ударами в входной вал (нанести
герметик на сальник фланца), затем затянуть
гайками фланца (с герметиком).
25. Installed the shift cylinder covered (coated
with sealant and fork axle grease) (picture9.5-15)
tightening screws and install locking bodies (Lock
ball, bolt and steel ball). Pressure switch and
adjust the screw (picture 9.5-16). / Установить
цилиндр переключения передач (с нанесенным
на него герметиком и смазкой для вала вилки)
(Рис. 9.5-15), затянуть винты и установить
стопорные элементы (блокирующий шарик,
болт и стальной шарик), датчик давления и
отрегулировать винт (Рис. 9.5-16).
26. Rotate transfer case. / Повернуть
43
27. Press the oil pump cover including elastic pin

to the drive shaft of rear bearing cover
(picture9.5-17). / Вставить крышку масляного
насоса вместе с эластичным штырем в
ведущий вал задней крышки подшипника (Рис.
9.5-17).
28. Encase the steel ball which is coated with

butter to the input shaft’s hole (picture9.5-18),
encase the oil pump gear coated with the
lubricating oil (pay attention to its e trough at the
ball). / Монтировать стальной шарик,
смазанный маслом, в отверстие на входном
валу (Рис. 9.5-18), монтировать шестерню
масляного насоса с нанесенным на нее
смазочным маслом (обратить внимание на
желоб в шарике).
29. Encase the ring gear which is coated with
lubricating oil to the input shaft’s bearing caps,
and make it mesh with the pumps teeth and
turning freely. / Монтировать коронную
шестерню с нанесенной на нее смазкой в
крышки подшипника входного вала,
убедиться, что она зацепляется с зубьями
насоса и свободно вращается.
30. Press shell pump (picture9.5-19), tightening

the screw-2.60, torque 9.5 Nm (picture 9.5-20). /
Вставить насос (Рис. 9.5-19), затянув винт 2.60,
момент затяжки 9.5 Нм (Рис. 9.5-20).
44
31. Remove the three preloaded screw of the input

shaft of rear bearing cover, installed the input
shaft’s cover and cover, tightening screws with
cross process (picture 9.5-21). / Снять три винта
с предварительным натягом на входном валу
задней крышки подшипника, установить
крышку входного вала и крышку, затянуть
винты (Рис. 9.5-21).
32. Fitted on steel balls, odometer gear and card

ring, removed three previous tighten screws, fitted
on the cover and tight screws, fitted on sensors
(picture9.5-22). / Установить стальные шарики,
шестерню датчика скорости и кольцо,
отвернуть три винта, установить крышку и
затянуть винты, установить датчики (Рис.
9.5-22).
33. The four-point angular contact ball bearings

and cylindrical roller bearings which are coated
with lubricating oil were successively pressed in
bearing seat of rear axle (picture9.5-23)
(picture9.5-24). / Запрессовать
радиально-упорные подшипники и
цилиндрические роликовые подшипники
качения с нанесенной на них смазкой в гнездо
подшипника на заднем мосту (Рис. 9.5-23 и
9.5-24).
45
34. Measure out corresponding distance from the

end of cylindrical roller bearings to the bearing
seat of rear axle (A4). / Измерить
соответствующее расстояние между краем
цилиндрического роликового подшипника
качения и гнездом подшипника на заднем
мосту (A4).
35. Measure out depth of bearing part of end
cover of output shaft of rear axle (A4) (picture
9.5-26). / Измерить глубину подшипника
торцевой крышки выходного вала привода
заднего моста (A4) (Рис. 9.5-26).
36. Determine the thickness of the shim washers
X1. / Определить толщину регулировочных
шайб X1.
X1 = A4-B4-axial gap
X1 = A4-B4-осевой зазор
Adjust the thickness of a gasket /
Отрегулировать толщину шайбы: S=0.1mm
S=0.2mm
S=0.4mm
Axial clearance / Осевой зазор =0.01 to 0.05 mm
46
37. Fit on a suitable adjustment washers group

and after that dismantle three previously tight
screws, fit on output shaft cover coated with
sealant and screw down Joint bolts. (Bolts are
coated with firmly glue) (picture 9.5-27). /
Установить отрегулированные шайбы и затем
отвернуть три винта, установить крышку
выходного вала, смазанную герметиком, и
затянуть соединительные болты (на болты
наносится клей) (Рис. 9.5-27).
38. Installed the bridge of output marginal axons
and flange nut (coated with sealants and firmly
glue), the installation method same as that of input
flange. / Установить фланец привода заднего
моста, затянуть фланцевую гайку,
предварительно покрытую герметиком, метод
установки такой же, как для входного фланца.
39. Install oil pipe (picture9.5-28)
(picture9.5-2.9). / Установить маслопровод
(Рис. 9.5-28 – 9.5-29).
47
40. Coated lubricating oil to the shift fork shaft and installed two airproof ring, be
attention to coated with sealant when install shift cylinder with O-rings, then install
pistons with O-ring, install retaining ring (see below picture). / Нанести смазку на вал
вилки переключения и установить два уплотнительных кольца, обратить
внимание на наличие герметика при установке уплотнительного кольца цилиндра
переключения передач, при установке уплотнительного кольца на поршень, во
избежание возможного закусывания уплотнительных колец при перемещении
поршней, затем установить поршни с уплотнительным кольцом, а также
стопорное кольцо (см. ниже рисунок).
41. Install the cover coated with sealant, tighten screws, install airpipe connectors. /
Установить крышку с нанесенным на нее герметиком, затянуть винты, установить
трубные соединения.
42. Adjustment of high-gear and low-gear. / Настройка повышенной и пониженной
передач
Adjustment of low-gear / Настройка низшей передачи
Engage low-gear by applying compressed air through the connection union (1) of the
operating cylinder. Ensure engagement by turning the flange of input shaft. Turn set
screw into the flange until it touches the shifting rod noticeably. Then turn set screw
1/3to 1/2 turn further and lock with counter nut. / Включить пониженную передачу,
подав сжатый воздух через переходник подачи воздуха (1) рабочего цилиндра.
Проверить включение, повернув фланец входного вала. Закрутить

48
регулировочный винт в крышку до ощутимого прилегания к штоку переключения
передач. Затем вкрутить регулировочный винт еще на 1/3 – 1/2 оборота и
законтрить контргайкой.
Adjustment of high-gear / Настройка повышенной передачи
Engage high-gear by application of compressed air through the connection union (3) of
the shifting cylinder. Ensure engagement by turning the flange of input shaft. Turn set
screw into shifting cylinder until it touches the piston, then turn set screw 1/3 to 1/2 turn
further and cock with counter nut. Install pin and pressure switch. / Включить
повышенную передачу, подав сжатый воздух через переходник подачи воздуха (3)
цилиндра переключения передач. Проверить включение, повернув фланец
входного вала. Закрутить регулировочный винт в цилиндр переключения передач
до прилегания к поршню, затем вкрутить регулировочный винт еще на 1/3 – 1/2
оборота и законтрить контргайкой. Установить штырь и датчик включения.
10. Installation of transfer case / Установка раздаточной коробки
All relevant parts should be ensured assembly good and solid before assembly of
transfer case on car. / Перед установкой раздаточной коробки на автомобиль
проверить правильность установки всех соответствующих деталей.
1. Use a transmission jack and rope to install the transfer case to a car’s bracket. / Для
установки раздаточной коробки на кронштейн автомобиля использовать
кран-балку и цепь.
2. Install transmission shaft; tightening transmission shaft torque: 215-245Nm. /
Установить карданный вал; момент затяжки для карданного вала – 215-245 Нм.
3. Connect all the lines and pipelines. / Подсоединить пучки проводов на датчик
включения передач, датчик включения переднего моста.
4. Tighten the transmission and release the plugs and then top up lubricants, and then
fastening the refueling plugs. / Затянуть карданные валы, открутить пробки, залить
49
смазку и затянуть пробки.
Oil filling and change / Заливка и замена масла

1----Oil filling plug (bore) / Пробка для залива
масла (отверстие)
2----Oil drain plug (bore) / Пробка для слива
масла (отверстие)
3----Oil level plug (bore) / Пробка для замера
уровня масла (отверстие)
4----Breather / Сапун
Drain oil by unscrewing both oil drain plugs (2), drain from plugs. / Слить масло,
отвинтив обе пробки для спуска масла (2), слить из пробок.
Oil filling / Залив масла:
1. Make sure that both drain plugs (2) are screwed tightly, fill oil through oil filling bore
(1) until it starts to overflow at oil level bore(3). / Проверить, чтобы обе пробки для
слива масла (2) туго затянуты, залить масло через отверстие для залива масла (1),
пока оно не начнет выливаться через отверстие уровня масла (3).
2. After setting correct oil quantity, screw oil level plug (3) and oil filling (1), install
breather (4). / После заливки нужного количества масла, ввинтить пробку для
замера уровня масла (3) и пробку для залива масла (1), установить сапун (4).
Attention: All the plugs should be coated with new seal before screwing. / Внимание:
Перед тем как ввинтить, на все пробки нужно нанести новый герметик.
50
Адрес: 119 Xinhua West Road, Zhuzhou, Hunan, P.R.China 412000
Тел: 0086 731 28496319
FAX: 0086 731 28411274
E-mail: xiaosgs@chinese-gear.com
http://www.chinese-gear.com
51
Wheel-hub group “ DAR “ for front driving axles – REPAIR MANUAL
APPENDIX
ADAR " D
WHEEL-HUB GROUP
ADAR ”
for front driving axles
REPAIR MANUAL
08. 2004 .
DAR ” D, Shumen, BULGARIA
10-766
CONTENT
1. Preface
2. Marking
3. Technical data
4. Data on adjustment
5. Description of wheel-hub groups “ DAR ” for front driving axles
6. Disassembly of wheel-hub groups
7. Technical control
8. Assembly of wheel-hub groups
8.1. Assembly requirements
8.2. Linings change
8.3. Preliminary shaft assembly
8.4 Preliminary assembly of wheel hub – calculation for shims
8.5. Steering knuckle assembly
8.6. Installation of wheel hub on steering knuckle
Appendices:
1. Repair tools to dismantle and install the wheel-hub groups
2. Threaded joints tightening torques
3. Greasing sites and control
4. Lubrication intervals
5. Suggested greases
6. Rolling bearings
10-767
1. PREFACE
The present "REPAIR MANUAL" is for repair enterprises, it comprises description, main
technical and adjustment data and prescriptions to provide proper repair and adjustment of wheel-
hub group of front driving axles.
Prior repairing the wheel-hub group of front driving axles, the repair personnel should read
this Manual carefully.
For repair, use special tools and devices specified in text and in Appendix 1.
For change, use only genuine parts manufactured by " DAR co.".
In assembly, the parts may be greased and hub drive may be primed after repair only with
transmission oils and greases specified in Manual.
Tighten threaded joints with torque wrench. Suggested torques are specified in Appendix 2.
Manufacturer is not responsible for any faults caused by violation of manufacturer
requirements or non-observance of requirements and rules not specified in this Manual but
considered to be mandatory in work of repair personnel, incl. safety rules.
Manufacturer has right to introduce any modifications.
2. MARKING
Each wheel-hub group is provided with plate or a production number is punched.
Example designation (production number) is as follow:
3 1 022 0012
3 - production year / 2003 . /
1 - production month
- DARA Shumen
022- type of wheel-hub group (drawing number index /
0012- ordinal number of axle from beginning of month
10-768
3. TECHNCIAL DATA
Ratios, hub drives 3.33 (56/24+1)

Brake drum diameter mm 420
Brake lining width mm 150
Unit weight, w/o wheel, oil and package, kg 260
4. ADJUSTMENT DATA
Tension during assembly of taper roller

bearings of wheel hubs mm ± 0,05
Minimum permissible thickness
of brake lining mm 6
5. DESCRIPTION OF WHEEL-HUB GROUPS “ DAR ” FOR FRONT DRIVING

AXLES
The hub gears (Fig.1) are of planetary type and is mounted in a housing 19. The wheel hub
68 - is steel cast to which the hub drive housing is secured to it by screws 71.
The satellite shafts 15 are pressed into hub drive housing 19, the satellites 17 on needle
rollers 16 are placed on shafts. The bearings of one and the same tolerance class are mounted on
one satellite shaft. The driving gears of hub drive 12 are on driving shaft. The drive support wheel
20 is freely mounted in coupling 21, which is placed on splines of steering knuckle journal and
secured by nut with slots 99.
The hub drive is closed by cover 18, on which the oil filling orifice with plug 11 and the oil
discharge orifice (from hub drive) with plug 3 are provided. In a cover, the stem 9 is pressed-in on
which the support 8 is placed, with the help if this, the axial play of outer driving shaft is adjusted.
The brake is of drum type, with two inner cast shoes 94 and 95 disposed on separate pins 93.
The brake linings 26 are riveted to brake shoes by rivets 27. Brake gear is protected from oil ingress
(out of wheel hub). The board prevents the dirt ingress.
The steering yokes 50 are secured to axle beam by bolts and studs. The steering knuckles 33
and 34 are set in axial and radial friction bearings and roller radial-thrust bearing 55 in yokes. The
steering lever is bolted to steering knuckles. These parts are supplied as spares.
The expansion cams 73 and 74 are arranged in steering knuckles on needle bearings 76. The
automatic adjustment levers 85 and 86 united with brake chamber are mounted on splined end of
expansion cams.
The breather 79 with cover 80 is provided in each steering knuckle for ventilation of
reduction gear space.
10-769
Fig.1. Brake mechanism and hub reduction gear

1-screw; 2-plug; 3-cork; 4-ring; 5-bolt; 6-spring washer; 7-stop segment; 8-support; 9-stem; 10-ring; 11-magnet plug;
12-driving gear; 13- satellite support washer; 14-distance sleeve; 15-satellite axis; 16-needle; 17-satellite; 18-cover; 19-
hub reduction case; 20-support wheel; 21-uniting item; 22-drum bolt; 23-nut; 24- friction ring; 25-ring; 26 –brake shoe;
27-rivet; 28-bearing; 29-bush; 30-“ ”-ring; 31,32- sealing ring; 33- steering knuckle with lever, left; 34- steering
knuckle with lever, right; 35-“ ”-ring; 36-friction ring; 37- bush; 38... 40-shim; 41-brake cylinder carrier, left; 42- brake
cylinder carrier, right; 43-bolt; 44-spring washer; 45-oiler; 46- sealing ring; 47-bush; 48-bearing; 49-bush; 50-steering
knuckle yoke; 51-plug; 52-joint, left; 53-joint, right; 54-cover; 55-roller radial thrust bearing; 56-cover; 57-cover; 58-
sealing ring; 59- sealing ring; 60-stop ring; 61-bearing; 62-distance sleeve; 63...66- shim; 67-bearing; 68-hub; 69-“ ”-
ring;
10-770
Fig.1 . Fig.1. Brake mechanism and hub reduction gear

70-bolt; 71-screw; 72-brake shoe spring; 73-expansion cam, left; 74- expansion cam, right; 75-collar; 76-bearing; 77-
distance sleeve; 78-ring; 79-breather; 80-breather cap; 81-“ ”-ring; 82-cover; 83-support ring; 84-nut; 85-automatic
adjusting lever, left; 86- automatic adjusting lever, right; 87-pad; 88-end; 89-bolt; 90-washer; 91-nut; 92-extension; 93-
brake shoe pin; 94-brake shoe with linings, upper; 95- brake shoe, bottom; 96-uniting strip; 97,100-stop ring; 98- brake
drum; 99-slotted nut.
6. TO DISASSEMBLE THE FRONT AXLE HUB DRIVE

1. Disassemble the cover of satellite gear holder 18 (Fig.1), rod 9, support 8. Using a tire
iron, having pressed upon the axle shaft cardan, pull out the outer shaft, take out the stop segment 7
and driving gear 12 with friction ring 24. Undo bolts 70 and take down the brake drum 98. Undo
screws 71 and remove the hub reduction gear case 19 with satellites assy. If need be, press out the
satellite axis from hub drive carrier and take out satellites with support washers, needle bearings and
distance sleeves. Having removed the support wheel 20 unlock the screw 1, slacken the nuts 99 with
special wrench 17-402, take out the connecting part 21 Take the wheel hub off the steering
knuckle using a special appliance 17-2256. When disassembling, use the wheel hub suspension.
Attention! do not bend the shims when taking off the wheel hub!
10-771
2. remove spring of brake shoes 72 (lever to install and remove springs of brake shoes 17
– 414), stop rings 97, uniting strip 96 and brake shoes 94 and 95.
3. Remove the brake cylinder carrier 41,42 and shims 38, 39 and 40 to eliminate end play
of steering knuckle 33 and 34.
4. Undo bolts 20 70 which secure steering lever of l.h. hub drive and cover of r.h.
wheel-hub group. If bottom bolts 16 85 slacken, be sure to screw down the steering knuckle.
With steering knuckle taken off the fork pins, the items of bottom mounting fall out: cover 54, roller
radial-thrust bearing 55, 56, bush 37 and cover 57 ( Fig.1).
To provide proper assembly, the steering lever, cover and steering linkage lever are marked with
always matching digits.
5. Take out the axle shafts. Press out the bearing 28 (NK 60/25) or sealing rings 31 (B1
FUD 60-72-8) and 32 (AS 70-80-7-10) from steering knuckle through the hole for axle shaft. Bush
with sealing rings 46 (B1 FUD 60-75-8) and bearing 48 (RNU 210) (Fig.1) are also pressed off the
fork through the hole for axle shaft. Use long lightly bent rod for pressing out.
All parts removed should be properly washed, tested, worn-out and faulty ones are to be
changed by new parts.
When disassembling and assembling hub drives, be sure to use special wrenches specified
in Appendix 1.
7. When inspecting the parts technical condition

Visually, to inspect the state of axle parts. Work with such faults as: cracks in hoses, thread
wear and cutting in holes for plugs and bolts is not tolerable. There should be no cracks and
fractures on gears in middle part of tooth, pitting on area more 25% of tooth surface.
Bearings with fractured top crests on length not more 5 mm from tooth end, after fractures
remedied, are tolerable for further work.
Bearings with fractured, cracked, damaged cages, with pitting, hollows, deep notches and
brinelling on races and rollers are to be discarded.
To change sealing rings and " "- rings if they were damaged, worn-out, hardened and
cracked along working edges.
If depth of burring the heads of studs to secure brake linings is less 0,5 , be sure to
change linings onto new ones.
8. Assembly and adjustment of front axle hub drive

8.1. General requirements for assembly
All parts should be clean and have no damages. Pay special attention that bolts and nuts are
to be with prescribed mechanical properties.
When changing parts, adhere to Catalogue of spare parts. Some parts can’t be changed
separately, only in sets, e.g.:
- set composed of hub with pinion carrier;
- l.h. steering knuckle with steering lever and steering linkage lever – holes for bushes are
drilled together;
- r.h. steering knuckle with cover and steering linkage lever – holes for bushes are drilled
together;
- pair of brake shoes.
During assembly of some parts with similar appearance they may be wrongly interchanged.
Particularly, upper and bottom brake shoes and l.h. and r.h. steering knuckles.
10-772
8.2 TO CHANGE BRAKE LININGS

Brake shoes to be disassembled after wheel and brake drum removed. When taking down
the brake shoe springs, do not damage them. Remove brake shoes, rivet new linings using riveting
device on a press. During assembly, avoid interchange of upper and bottom brake shoes.
If brake shoes are to be shifted, the manufacturer allows the following dimensions (Fig. 2):
- maximum inner diameter 422 H 11 (+0.400)
- permissible run-out of drum working surface
relative centering diameter
282 H 8 (+0,081) 0.2 mm
- drum working surface roughness 3.2 mk
Fig 2. Drum dimensions
8.3. SHAFTS PRELIMINARY ASSEMBLY

1. Into greased bearing of cardan, place the friction gasket (if it is serrated, with serrations to
bottom), insert 41 needle 9 3 23,8- -1,5 SN 02 3685, needle roller cover 10, seal 11 and seal
cover 12 into bearing, with further rolling-up.
2. Inspect the condition of working surfaces of driving axle shafts, joints and spiders. Press-
in the assembled bearing into yoke of inner driving shaft, appr. onto half depth. Pass the spider,
with one spike, through free hole in shaft yoke, the opposite spike is to place into preliminarily
partially pressed-in bearing. Then, to press the bearing onto full depth till groove for stop ring and
secure by stop pin 6 (Fig. 3).
3. Press-in the opposite bearing. During assembly, to maintain the axial play for each spike
within 0,05-0,2 mm. To provide such clearance, you should select proper bearings for cardan (class
or ) and use adapted stop rings 52 to be placed in (thickness) range from 1,6 to 1,9 mm, step of
0,1 mm, so that the thickness difference of opposite rings was not more 0,1 mm. After spike is
fixed by stop rings, the axial play and the spike movability should be tested.
4. Bearings and spider are assembled on outer driving shaft as specified above.
Attention! during spiders assembly, the cardan bearing with oiler 13 is to be placed at
spike with grease hole (Fig.3).
10-773
5. If assembled driving shaft is to be passed to warehouse, use the non-fluid oil during
mounting and for first greasing. In operation, grease is to be applied onto driving axles.
Fig.3. Driving axle assembly:

1 – driving axle, outer; 2 - driving axle, inner, l.h.; 3 - driving axle, inner, r.h.; 4 - joint; 5 - spider; 6 – stop ring;
7 – cardan bearing; 8 – friction gasket; 9 - needle; 10 – needle roller cover; 11 - seal; 12 – seal cover; 13 – oiler;
8.4 Preliminary assembly of disk wheel hub

Calculation for shims
1. Insert bolts 22 into hub of disk wheel. Press-in roller bearing 30221 outer race into hub
from outer side, and bearing 30221 outer race - from inner side. To avoid outer races interchange,
be sure to mark them prior assembly.
2. Place the hub on outer bearing inner race (use the shim) in order to measure dimensions
required to calculate the shims thickness, shims being placed between distance sleeve and outer
bearing. These shims provide required pretension of wheel hub bearings to be from ± 0,05 mm (Fig.
4).
L = M + N + Z + (± 0,05),
From which, Z:
Z = L - M - N - (± 0,05),
where:
L - total distance between support surfaces of inner races of bevel roller bearings;
– width of inner race of bevel roller bearing;
N – length of distance sleeve;
Z – thickness of shims.
10-774
Fig. 4. Dimensions to calculate hub assembly
The simplified method of measuring the shims thickness:

- place distance sleeves between bearing inner races, place hub on inner bearing inner race
(using the appropriate shim) so that the hub may be rotated freely.
- using a depth micrometer, measure distance from bearing seating plane to distance
sleeve, the latter, prior measurement, should be shifted between bearings so that depth micrometer
tip could rest on it.
- subtract the outer bearing inner race width from value measured – the result is distance-
clearance between bearing race and distance sleeve. To provide required pretension of bearings,
decrease this value by ± 0,05 , the result is the required thickness of shims.
Shims dimensions:
Shim production ……………………………………………………….. thickness, mm
325 - 00. 00. 0 ………………………………………………………………………0,15
41 - 096 – 5101……………………………………………………………………...0,3
41 - 097 – 5101……………………………………………………………………...0,5
41 - 098 – 5101……………………………………………………………………...1,0
Appr. dimensions L, M and N:

dimension value, mm tolerance, mm
L 97,5 0 .8
0 .4
M 50,0 - 0,2
N 47,0 - 0,2
10-775
8.5. STEERING KNUCKLE ASSEMBLY

1. Press-in the bearing RNU 210 into steering knuckle yokes. Having pressed-in the
collar 47 with sealing rings B1 FUD 60-75-8, place the assembled driving axle shafts into yoke.
Preliminarily, to grease slots to place into axle shaft gears and site for collar installation.
Preliminary assembly of driving axles is described in p. 8.3.
2. Press-in the needle bearing NK 60/25 and sealing rings B1 FUD 60-72-8 and AS 70-80-7-
10 into steering knuckle. Place rubber ring 69,1 5,8-3, friction ring 36 and bush 37. Press-in the
axial roller bearing 81 114 TN along with caps and bush on bottom pin of yoke, all these parts
should be greased properly. Place the steering knuckle on outer driving shaft and apply to steering
knuckle yoke. Install the steering linkage lever with cap, install steering control lever or cover at the
top. Tighten upper bolts 20 1,5 70 with torque 30 da Nm, bottom bolts 16 1,5 85 – with
torque 16 daNm. Steering knuckle should rotate smoothly.
3. Raise the steering knuckle (use a hoist) so as took up backlash between friction ring and
bearing races. Measure distance between upper plane of yoke upper pin and upper plane of steering
knuckle, increase it by 0,0 ...0,2 mm and place shims of such thickness, preliminarily, to grease
them, on yoke upper pin. Place a washer and brake cylinder holder 41,42. Tighten bolts 12 30
with torque 7,5 daNm to provide required pretension in axial bearing of steering knuckle (should be
within 0,0 ... 0,2 mm).
4. Using 17-1453, press-in the needle bearing RNA 4006 V, needles being greased, into
steering knuckle, from the opposite side, place a distance ring and press-in the second needle
bearing. Press-in the rubber collar U 56 40 10,5. Insert the brake cam 73,74 greased with oil into
the steering knuckle and gradually put on the rubber sealing ring of round section 39,1 5,8-3, cover,
support ring and stop ring. Grease the bushes of brake shoes. Put on the brake shoes, fix them by
uniting strips 96 and stop rings 97. Using lever 17-414, place the shoe springs.
Attention! During assembly, do not interchange left and right brake cams and upper and
bottom brake shoe.
8.6. INSTALLATION OF WHEEL HUB ON STEERING KNUCKLE

1. Having calculate shims thickness, place a corresponding inner bearing inner race
into the nub, place stop ring 60 into the groove and press-in the seal «Stefa»
155 190 17.54+HR using a tool 17-2241.
2. Place “ ”-ring 32 and sealing ring «Stefa» 58 on steering knuckle spindle. Install
the hub assy. and press-in the inner bearing inner race using a special tool 17-2246. Take away the
tool, place a distance sleeve, shims 63....66 and outer bearing inner race, the latter should be also
pressed-in on steering knuckle. Test if assembled hub rotates smooth. Undo the tool and remove.
When installing hub on steering knuckle, use the wheel hub suspension and appropriate lifting
device.
3. Place connector 21 on slots of steering knuckle, connect with steering knuckle by
nut 90 2. Fix the nut by stop screw 16 46 to be driven-in till nut level into nearest groove of
connector. Shift the gear of support hub drive 20 onto connector teeth.
4. Grease all five satellites much, insert needle rollers 3 13,8-1,5;-3,5. Insert
satellite into hub drive housing between support washer 13, insert the satellites 15 shaft, carefully,
press-in into hub drive housing till edge level. Test if all satellites rotate without seizure. Place the
sealing ring, “ ”- ring, install the hub and tighten four screws 71.
10-776
5. Place a driving gear of reduction unit with friction ring on outer driving shaft.
Using a bar, shift the outer driving shaft towards cardan in outside direction, so that split stop ring
may be placed into groove on shaft end. After installation, shift the shaft inside, with this, the ring
will be fived in hollow of hub driving gear.
6. To calculate axial play for driving shafts
Using a depth gauge, measure distance between surface of hub drive case and outer
face of each axle shaft, from left and right side (“ ”) (Fig.5). From result got, subtract 0,3 – 0,5 mm
and correct size of shaft support 8 by such length, that provides required axial clearance for outer
driving axle.
Apply sealing grease to contact surfaces of cover and pinion carriage, install the
cover and secure by bolts 12 1,5 20.
Fig. 5. Distance
7. Using bolts 12, secure sheet boards on steering knuckles.
8. Place brake drums 98 to brake bolt 22 and secure by bolts 70.
9. Sealing ring 10 with filling plug 11, sealing ring 4 with drain plug 3 are to be
screwed into cover 44 of hub reduction gear.
10. Prime the front axle hub-wheel assy. with oil. Greasing points and control are
shown in Appendix 3.
10-777
Appendix 1
REPAIR TOOLS TO DISMANTLE-INSTALL FRONT DRIVING AXLE
NAME APPLICATION
for dismantling for assembling
Device to remove wheel hub ……………………….… 17 – 2256
Device to install wheel hub ……………….………… 17 - 2246
Wrench for nuts with slots ……………………….... 17 – 402... 17 – 402
Lever to install brake shoe springs…………………………………… 17 – 414… 17 – 414
Device to rivet brake linings on press …………………………………… 51 – 1102
Mandrel to install hub bearing … 17 – 2237
Mandrel to remove hub bearing ………………………………. . 17 – 2242
Mandrel to press-fit the seal Stefa……………………………….. T 17 – 2241
Mandrel to press-fit spider to joints and shaft .…… …… 17 – 2263
Mandrel to press-fit bearing RNA 4006 V… T 17 – 1453
Mandrel for steering knuckle sealing ring …………… 17 – 2258
Mandrel for steering knuckle bearing and collar ………………. 17 – 2259
Mandrel to press-fit the axial bearing of yoke ……………………...……. .. 17 – 2260
Mandrel for bearing NV 210 of yoke …………………………..……… 17 – 2261
Mandrel for yoke collar……………………………………..………… 17 – 2262
Wrench 10/13…………………………………..…………… 19 – 1110… 19 – 1110
Wrench 17/22…………………………………..……………. 19 – 1033… 19 - 1033
Wrench 19………………………………………..………….. 19 – 1040… 19 - 1040
Wrench 24………………………………………..………….. 19 – 1034… 19 - 1034
Lever for wrench ……………………………..………….... 19 – 1037… 19 - 1037
10-778
Appendix 2
THREADED JOINTS TIGHTENING TORQUES

uniting parts, Thread size Material torque
daNm pcs.
1. Drum bolt nut 22 1.5 10 20
60.0
2. Uniting journal 90 2 5 2
50.0
3. Satellite holder - 12 1.5 5 2
cover 7.5
4. Wheel brake 8 8.8 12
caliper –safety
board 2.0
5. Steering knuckle- 20 8.8 2
steering lever
30.0
6. Steering knuckle- 16 8.8 4

steering lever
linkage
16.0
7. Steering knuckle 12 1,25 8.8 11
journal- Steering
knuckle yoke
8.0
NOTE: Deviation for torques 5 %
10-779
Appendix 3
GREASING SITES AND CONTROL
Plugs and oilers are shown in Fig.6.
Fig.6. Plugs and oilers
Hub reduction gears

pos.1 – oil filling and check plug
pos.2 – drain plug
Greasing points
pos. 3 - grease nipples of steering knuckle expansion cam bushes
pos. 4 – grease nipples of brake shoe shafts
pos. 5 - grease nipple of steering knuckle upper bush
pos. 6 - grease nipple of bottom bush and steering knuckle roller radial-thrust bearing
pos.7 - grease nipple of cardan spider
pos.8 - grease nipples of shaft needle bearing
Others
pos. 9 – breather.
10-780
Appendix 4
LUBRICATION INTERVALS
Lubrication intervals and qnt. are indicated in the following Table:
Lubrication point Qnt. procedure

/l/
Level control Oil change
First change after
Hub reduction gear In every 7500 kms covered 5000 kms covered.
1,2 The next – in every
30000 kms covered
Expansion cam bearings, As required

brake shoe pins In every 7500 kms covered
Note: if mileage was less than 30000 km during one year, change oil during one year.
10-781
Appendix 5
SUGGESTED GREASES
1. Transmission oils
- -5 /90 BDS 14368 - 82
- -15 GOS 23652 -79
- -15 GOS 23652 -79
- - 90 CSN
or others according to API-GL-5 , viscosity class pursuant to SAE 90
2. Greases
- Litol 24 GOS 21150 – 75
- AV - 2 or NH - 2 CSN
Note: 1. In view of different additions in oil composition, mixing of different oil grades is not
allowed.
2. Suggested oils and greases are applicable when wheel-hub group of front driving axles is used in
normal road conditions and in moderate climatic zone.
10-782
Appendix 6
ROLLER BEARINGS
designation Bearing type Main dimensions

Fig. pos. Inner diameter Outer diameter width Qnt. Installation place
1 66 30221 SN Roller radial 105 190 39,0 1 hub
1 61 32221 SN Roller radial 105 190 53,0 1 hub
1 48 RNU 210 SN Roller radial 50 90 20 1 driving shaft, inner
rollers
1 15 3x13,8 SN - 3 13,8 340 satellites
needle
1 76 RNA 4006V 40 55 25,0 2 expansion cam
needle
1 28 NK 60/25 INA 60 72 25,0 1 driving shaft, outer
Roller radial-
1 55 81 114 TN INA 70 95 18 1 steering knuckle yoke
(70x95x18) thrust
APPENDIX
« ADAR co.»
REAR DRIVING HYPOID AXLE

DAR » – 395
REPAIR MANUAL
10-784
January 2007.
« DAR ” D, Shumen, BULGARIA
CONTENT
1. Preface 5
2. Marking 5
3. Technical data 6
4. Data on adjustment 6
5. Rear axle description 7
6. Removing rear axle from truck 10
7. Rear axle disassembly 10
8. Technical state control 12
9. Rear axle assembly 13
9.1. General requirements 13
9.2. Brake linings change 13
9.3. Units and sub-units assembly and adjustment 13
Appendices:
1. Repair tools to dismantle and install the rear axle 24
2. Threaded joints tightening torques 24
3. Greasing sites and control 25
4. Lubrication intervals 26
5. Suggested greases 26
6. Rolling bearings 27
10-785
1. PREFACE
The present "REPAIR MANUAL" is for repair enterprises, it comprises description, main
technical and adjustment data and prescriptions to provide proper repair and adjustment of rear
driving axles « DAR » type 395.
,
.
Prior repairing the wheel-hub group of front driving axles, the repair personnel should read
this Manual carefully.
For repair, use special tools and devices specified in text and in Appendix 1.
For change, use only genuine parts manufactured by " DAR co.".
In assembly, the parts may be greased and hub drive may be primed after repair only with
transmission oils and greases specified in Manual.
Tighten threaded joints with torque wrench. Suggested torques are specified in Appendix 2.
Manufacturer is not responsible for any faults caused by violation of manufacturer
requirements or non-observance of requirements and rules not specified in this Manual but
considered to be mandatory in work of repair personnel, incl. safety rules.
Manufacturer has right to introduce any modifications.
2. MARKING
Each rear axle is provided with plate or a production number is punched: Example
designation (production number) is as follows:
7 1 395.1; 0012
7 – production year (2007)
1 – production month
- DARA Shumen
395.1 – axle type

(drawing number index)
0012 – ordinal number of axle from beginning of month
3. TECHNCIAL DATA
Maximum axle load kg 12750

Maximum engine torque Nm 1490
Maximum permissible torque for expansion cam Nm 1830
System to install disk wheels
Ratios:
395-10 - 3,36(47/14)
395-20 - 3,92(47/12)
Brake drum diameter mm 420
10-786
Brake lining width mm 180
Track (for steel wheels) mm 1790
Maximum width mm 2237
Distance between axes of suspension U-bolt sites mm 920±1
Inner distance between brake drums mm 1182
Distance from axle axis to flange plane mm 445
Distance from axle axis to axis of torque rod bracket mm 344±1
Axial displacement of cardan shaft flange relative symmetry axis of axle
In horizontal plane in motion direction mm 40
Inter-axis distance for sites to secure brake cylinders mm 316±0,5
Inclination of U-bolts sites ° 5
Axle weight w/o brake cylinders, oil and package kg 756
4. ADJUSTMENT DATA
Clearance in bevel gear pair mm 0,28-0,35

Axial clearance of differential satellites mm 0,60-0,90
Axial clearance of axle shaft gears mm 0,30-0,45
Tension when assembling taper roller bearings of drive gear, for bearings
32314 6 and 32315 6 mm 0,03-0,07
Tension when assembling taper roller bearings of differential cup mm 0,05-0,10
Tension when assembling taper roller bearings of wheel hub mm ±0,05
Minimum permissible thickness of brake lining mm 6
5. REAR AXLE DESCRIPTION
Rear axle is driving, single-reduction, hypoid, with central taper reduction gear, encloses
pair of bevel gears (final drive) and inter-wheel taper differential.
The final drive gear 1 (Fig. 1) is placed in bearing sleeve 5 on two taper roller bearings 2
and 23. Cardan shaft flange 11 is on splines of drive gear. Adjustment of taper roller bearings is
provided by shims 6...10, while meshing of taper pair teeth is adjusted by shims 24…27.
Installation of taper roller bearings in sleeve allows to adjust the bearings with pre-tension, while
meshing adjustment – by shifting sleeve with bearings. In plant, taper pair of final drive is
preliminarily selected (pairing). If one of gears is to be changed, be sure to change both as a set.
10-787
Fig. 1. Final drive gear:
1 – bevel drive gear; 2 – bearing; 3 – cap; 4 – distance sleeve; 5 – bearing sleeve; 6…10 – shims; 11 – flange; 12 – nut;
13 – collar; 14 – bolt; 15 – spring washer; 16 – seal cover; 17 – screw; 18 – ring; 19 – bolt; 20 – bolt; 21 – spring
washer; 22 – bolt; 23 – bearing; 24…27 – shims; 28 – bearing; 29 – final drive case.
Differential gear in final drive is of bevel gears. Two bevel gears of axle shafts 36 and 61
(Fig. 2) are arranges in differential carriers 42 and 85, while four satellites 49 are on differential
spider 46. Bevel gears of axle shafts are interchangeable. Lock is provided by meshing the coupling
60 with differential coupling 57 which is installed on differential l.h. carrier and controlled by air
cylinder 69 with return spring 78. Differential lock engagement is signaled by button switch 76.
Holes for differential axes are machined with assembled set of carriers. So, carriers may be changed
as a set, only. Bushes 45 are pressed into satellite orifices, bushes are coiled of strip. On l.h. carrier
there’s installed a driven gear of final drive 86. Differential assy. is installed in final drive case 29
on taper bearings 37 and 54, secured by support rings (nuts) 55 to provide adjustment of bearings
and taper pair meshing. Nuts are locked by plates 56.
Final drive case is installed in beam 40. Beam is steel casting with sites for suspension U-
bolts and torque rod brackets. To prevent pressure increase caused by oil heating, beam has a
breather. Axle shafts – l.h. 61 and r.h. 36 are of fully floating type. L.h. axle shaft is longer that r.h.
one.
10-788
Fig. 2. Differential:
29 – final drive case; 30 – bolt; 31 – stud; 32 – stud; 33 – spring washer; 34 – expansion bush; 35 – nut; 36 – axle shaft,
r.h.; 37 – bearing; 38 – ; 39 – spring washer; 40 – beam; 41 – support washer; 42 – differential carrier, r.h.; 43 –
bolt; 44 – satellite support washer; 45 – satellites’ bushing; 46 – spider; 47 – plug; 48 – ring; 49 – satellite; 50 – axle
shaft gear; 51 – ring; 52 – magnet plug; 53 – bearing cap; 54 – bearing; 55 – support ring; 56 – stop plate; 57 –
differential coupling; 58 – ring; 59 – bolt; 60 – travel coupling; 61 – axle shaft, l.h; 62 – differential lock yoke; 63 –
spring washer; 64 – bolt; 65 – « »–ring; 66 – piston rod; 67 – piston; 68 – collar; 69 – differential lock cylinder; 70 –
spring washer; 71 – bolt; 72 – differential lock case; 73 –plug; 74 – ring; 75 – screw; 76 – button switch; 77 – ring; 78 –
spring; 79 – washer; 80 – bolt; 81 – nut; 82 – auxiliary cylinder; 83 – bolt; 84 – nut; 85 – differential carrier, l.h.; 86 –
driven bevel gear.
Brake is of drum type, with two inner cast shoes 136 and 137 arranged on separate pins 145.
Brake gear includes calipers 143 secured by bolts 148 and nuts 150 to beam. Brake linings are
riveted to brake shoes. Brake gear is protected from oil ingress from wheel hub (if damaged collar
134) by oil control ring 131 and 132 with drain pipe. Board 140 prevents dirt ingress.
Automatic adjusting levers «Haldex» type 79727 (right) and 79728 (left) connected with
brake chambers are arranged on splined end of expansion cams 100. Brake chambers are secured by
bolts and nuts on a beam.
10-789
Fig.3. Brake mechanism and hub reduction gear:
87 – guide washer; 88 – beam; 89 – brake shoe spring; 90 – distance ring; 91 – “ ”–ring; 92 – stop ring; 93 – support
ring; 94 – grease cup; 95 – extension; 96 – cover; 97 – bearing; 98 – seal; 99 – washer; 100 – expansion cam; 101 –
shoe roller;102 – brake drum; 103 – bolt; 104 – plug; 105 – ring; 106…109 – shim; 110 – journal; 111 – screw; 112 –
stop ring, 113 – gasket; 114 – ; 115 – axle shaft; 116 – flange; 117 – slotted nut; 118 – stem; 119 – ring; 120 –
bearing; 121 – bolt; 122 – « »–ring; 123 – hub; 124 – distance sleeve; 125 – bolt; 126 – ring; 127 – nut; 128 – drum
bolt; 129 – “ ”–ring; 130 – stop ring; 131 – oil control ring, r.h.; 132 – oil control ring, l.h; 133 – stop ring; 134 – seal;
135 – uniting strip; 136 – brake shoe, bottom; 137 – brake shoe, upper; 138 – bolt; 139 – spring washer; 140 – board;
141 – bolt; 142 – spring washer; 143 – brake caliper; 144 – grease cup; 145 – brake shoe pin; 146 – console; 147 –
ABS sensor; 148 – bolt; 149 – spring washer; 150 – nut.
Expansion cams are installed in wheel brake calipers on needle bearings 146 (Fig. 3) and on
bushes 157 in bearings 156 secured to beams (Fig. 4).
10-790
Fig. 4. Expansion cam levers:
151…153 – quickly detachable washer; 154 – « »–ring; 155 – stop ring; 156 – expansion cam bearing; 157 – bushing;
158 – grease cup; 159 – gasket; 160 – cover; 161 – gasket; 162 – washer; 163 – bolt; 164 – spring washer; 165 – bolt;
166 – spring washer; 167 – stop plate; 168 – bolt; 169 – spring washer; 170 – nut; 171 – washer; 172 –washer; 173 –
bolt.
6. REMOVING REAR AXLE FROM TRUCK
1. Install tractor over inspection pit.

2. Slacken wheel nuts.
3. Drain oil through drain holes of rear axle and hub (Fig. 20). With this, wheels to arrange so that
drain hole bolts are down. Place bent plates under holes to prevent oil dropping on tires.
4. Disconnect air supply hoses connected to brake chambers.
5. Raise rear part of tractor and place on trolley.
6. Remove cardan shaft and wheels. When removing cardan shaft, prevent axle beam rotating so
that its front end did not strike the floor.
7. Roll trolley under rear axle, undo spring clamp nuts and remove axle from rear springs.
8. Roll trolley with axle from under the tractor.
7. REAR AXLE DISASSEMBLY
1. Rear axle removed from truck is to place on trolley and disassemble the axle on it.
2. Undo nuts of brake chambers and remove them.
3. Undo bolts 103 (Fig. 3) and remove brake drums 102.
4. Undo bolts of flange 121 and remove flanges 116 together with gaskets 113.
5. Take down flanges together with axle shafts 36 and 61 (Fig. 2)
6. Undo fix screw 111 (Fig. 3) by wrench 17 – 402 and undo slotted nut 117. Remove rings 117
and stem 118, then, using tool 17 – 2256, remove wheel hub 123.
10-791
7. Remove seal 134 (Fig. 3) from wheel hub and, if need be, strike out outer races of bevel roller
bearings 120. During assembly, avoid rings interchanging.
8. Take down brake shoe springs 89 with the help of tool (lever) 17 – 414, remove stop rings 133
and uniting strip 135. Take free brake shoes out of pins 145. From inner side, make boards 140 free.
Brake shoes may be removed without taking down wheel hub, also.
9. Expansion cams 100 (Fig. 3) are not to disassemble.
10. If need be, undo nuts 150 (Fig. 3), Then, remove the caliper 143, then, journal 147 together with
guide washer 87 (right and left sides).
11. Undo nuts 35 (Fig. 2), remove final drive case 29 from axle beam together with bearing cage 5
(Fig. 1). Case may be released with the help of special bolts 30 (Fig. 2) shown by arrow in Fig. 5.
Place the released case on table to assemble final drive case 17 – 377. Undo bolts 19 and 20 and
remove bearing cage together with bearing 2 and 23, drive bevel gear 1 and flange 11.
Fig. 5. Separate bolts to remove final drive case from rear axle.
12. If need be, disassemble final drive case, differential carriers and bearing cage. As for bearing
support ring 55 (Fig. 2), use wrench 17 – 393 (Fig. 6). When disassembling differential carrier,
mark mutual arrangement of satellite axes to prevent their re-arrangement. As for veering caps, their
interchange is also not allowed.
13. Special tools from Appendix 1 are used for rear axle disassembly and assembly.
10-792
Fig. 7. Sizes for shifting bearing race of drum
Fig. 6. Wrench 17 – 393 for support.
differential.
8. WHEN INSPECTING THE PARTS TECHNICAL CONDITION
Visually, to inspect the state of axle parts. Work with such faults as: cracks in hoses, thread
wear and cutting in holes for plugs and bolts is not tolerable. There should be no cracks and
fractures on gears in middle part of tooth, pitting on area more 25% of tooth surface.
Bearings with fractured top crests on length not more 5 mm from tooth end, after fractures
remedied, are tolerable for further work.
Bearings with fractured, cracked, damaged cages, with pitting, hollows, deep notches and
brinelling on races and rollers are to be discarded.
To change sealing rings and " "- rings if they were damaged, worn-out, hardened and
cracked along working edges.
If depth of burring the heads of studs to secure brake linings is less 0,5 , be sure to
change linings onto new ones.
9. REAR AXLE ASSEMBLY

9.1. GENERAL REQUIREMENTS FOR ASSEMBLY
All parts should be clean and have no damages. Pay special attention that bolts and nuts are
to be with prescribed mechanical properties.
When changing parts, adhere to Catalogue of spare parts. Some parts can’t be changed
separately, only in sets, e.g:
. • pair of bevel gears (drive and driven), tested in a set;
. • final drive case with differential bearing caps (holes for bearings are machined
together, in assembled state);
. • pair of brake shoes;
. • right and left differential carriers (holes for satellite gear axes are machined together,
in assembled state);
. • oil control ring;
During assembly of some parts with similar appearance they may be wrongly interchanged.
Particularly:
. • left and right expansion cams;
10-793
. • left and right expansion cam levers;
. • upper and bottom brake shoes;
• filling and drain plugs in axle beam. Drain plug is with magnet.
9.2. TO CHANGE BRAKE LININGS
Brake shoes to be disassembled after wheel and brake drum removed. When taking down
the brake shoe springs, do not damage them. Remove brake shoes, rivet new linings using riveting
device on a press. During assembly, avoid interchange of upper and bottom brake shoes.
If brake shoes are to be shifted, the manufacturer allows the following dimensions (Fig. 7):
maximum inner diameter O 422 H11 (+0,400)

permissible run-out of drum working surface
0,2 mm
relative centering diameter O 282 H8 (+0,081)
drum working surface roughness 3,2 mkm
9.3. UNITS AND SUB-UNITS ASSEMBLY AND ADJUSTMENT
1. Rear axle beam 40 (Fig. 2) is placed on trolley with wheels, with this, hole to which final
drive case is connected is to direct up.
2. In bearing cage 5 (Fig. 1), install cap 3, then, install bearing outer races 2 and 23, insert
inner races and make measurement. To calculate correct values for all parts (particularly, for
bearings), assemble them not greased. Correct assembly of taper roller bearings determines
operability and service life of all rest parts, so, all requirements and suggestions should be fulfilled.
When assembling drive gear of bevel pair with taper roller bearings, make the following
calculations: Shims thickness , acc. to Fig. 8 is determined as follows:
T = U + V + X + (0,05 . 0,10);
From which :
X = T – U – V – (0,05 . 0,10);
where:
– distance between support surfaces (in direction of motion) of inner races of bevel roller
bearings;
U – width of inner race of bevel roller bearing;
V – width of distance sleeve;
– thickness of shims;
(0,05 . 0,10) – taper roller bearings tension.
10-794
Fig. 8. Calculation of shims thickness for final drive.
To get size , in bearing cage, to install bearing outer races, inset inner races and measure
size (Fig. 9). Acc. to value calculated, to choose the appropriate shim.
When assembling drive and driven gears of bevel pair, provide correct mutual adjustment to
achieve correct meshing. For this, shims are used inserted between bearing cage and final drive
case.
Shims thickness, acc. to Fig. 8 is calculated by formula:
O + P = R + Y ± 0,05;
from which Y:
Y ± 0,05 = O + P – R;
where:
– distance between support surface of inner race of bevel roller bearing and contact
surface of bearing cage (Fig. 10).
– distance between end support surface of drive gear and axial line of drive gear of bevel
pair. Value is determined at lapping the bevel pair on lapping-machine. Actual value of this
dimension is written on end face of drive gear. Also, the ordinal number of lapped gear pair is
written on end face of drive gear.
R – distance between contact surface of final drive case to which bearing cage is shifted and
axial line of hole for differential bearings.
Shims dimensions are as follows:
Shim production thickness, mm
41 – 085 – 5101 0,2
41 – 086 – 5101 0,3
41 – 087 – 5101 0,5
41 – 088 – 5101 1,0
41 – 089 – 5101 1,5
10-795
Appr. dimensions T, U and V:
90 , 0 15, 0 +
84,5
0 15, 0
U 55,0
0 20 , 0
V 29,0
Shims dimensions are as follows: Nominal dimensions , and R:

41 – 100 – 5101 0,2
41 – 101 – 5101 0,3
41 – 102 – 5101 0,5
41 – 103 – 5101 1,0

4,00+
O 24
P 167 ±0,5
2,00+
R 190
Fig. 9. To measure distance Fig. 10. To measure distance in bearing cage
10-796
Fig. 12 shows pair of lapped bevel gears.
Fig. 13 shows examples of mutual meshing of bevel pair gears – contact patterns on driven
gear teeth. It is known that when shifting driven gear out of meshing, the backlash appears, its value
is (50. 75)% of shifting distance, while when drive gear shifting, the change in meshing is not great.
With correct meshing of teeth, the value and gear backlash should measure within (0,28 . 0,35) mm.
Examples of contact patterns on driven gear teeth at bevel gear meshing (Fig. 13) relate the
following:
– wrong meshing at full load.
– correct meshing at partial load or no load. Contact pattern takes (35 . 50)% of tooth
length and (50 . 80)% of involute profile height.
– inner meshing with short pattern. In this case, drive gear if shifted inside while driven –
to outside from meshing.
– outer meshing which does not take place if backlash in gear pair is adjusted as required.
This type of meshing causes noisy work of bevel pair and teeth. To achieve correct meshing, be
sure to shift driven gear inside while driving one – to outside from meshing.
– cross meshing with contact pattern at edge of tooth when moving forward, and on outer
side – when moving backward. Such type of meshing is tolerable if contact pattern occupies of
tooth length. Opposite meshing (on outer side when moving forward and at edge of tooth when
moving rearward) is not admissible.
– root meshing with contact pattern at tooth root. In this case, driven gear if shifted inside
while drive one – to outside from meshing.
– edge meshing with contact pattern at tooth point. In this case, drive gear if shifted
inside while driven one – to outside from meshing.
10-797
Fig. 13. Meshing (contact patterns) in final drive.
3. In drive gear 1 (Fig. 1): pack the cylindrical roller bearing inner race 28, taper roller
bearing inner race 2 (of larger diameter), place distance sleeve 4 with shims 6...10. Insert drive gear
together with parts installed into bearing cage 5 in which the cap 3 is preliminarily installed and
bearing outer races 2 are fitted.
Then, press-fit (till full depth) inner race of second bearing 23.
4. On bearing cage 5, place cap 16 with collar 13. Tighten bolts 14 with torque specified in
Table (Appendix 2).
5. Place flange 11 on splines of drive gear and tighten nut 12 with torque specified in Table.
Rotating flange, achieve the uniform and appropriate resistance of bearings.
6. Into differential left carrier 85 (Fig. 2), introduce gear of axle shaft 50 together with
support washer 41 (grease channel should be from side of bearing). Place satellites 49 and 44 on
spiders 46 and insert them into differential carrier l.h. part. Prior assembly, grease friction surfaces
and gears with oil. Introduce other gear of axle shaft into differential right carrier 42. Both carriers
together with gears are to be bolted 43, bolts are tightened by torque wrench and locked by wire. In
assembled differential, gears should rotate by hand without seizure.
7. Connect driven gear of final drive 35 to differential box by bolts 83 and nuts 84 to be
tightened as required. Shift differential lock coupling 57 onto left carrier and lock it by rings 58.
Inner race of lower bearing 37 is to be press-fitted onto journals of differential right carrier 42,
while inner race of higher bearing 54 – onto journals of differential left carrier 85.
8. Place the final drive case 29 on post for assembly 17 – 377. Remove caps of case
bearings 53, introduce assembled differential together with assemble bevel roller bearings into case.
Carefully, screw the bearing support rings 55 to outer ends on case bearing cap thread. Shift
differential, with some displacement relative drive gear axial line, to the side from meshing. Avoid
bearing caps interchange. Using wrench 17 – 393, screw-in the bearing support rings (Fig. 6)
completely.
9. On final drive case, install the shims 24…27 (Fig. 1), total thickness is calculated as
described in p. 2. Press-fit the outer race of cylindrical roller bearing 28. Then, install bearing cage
5 and connect both units with each other by bolts 19 and 20 tightened with prescribed torque. Prior
assembly, lubricate the sealing surfaces with leakage-proof grease.
10. On axle beam, measure diameter O445 9 (+0,155) (Fig. 14). Using micrometer, on
final drive case, measure size 445 m8 (Fig. 15). Tightening additionally the bearing support rings,
the measured diameter is adjusted till value of actual diameter measured on axle beam, exceeded by
(0,05±0,10) mm. Such exceeded value provides required tensioning of differential taper roller
bearings when assembling bearing cap.
10-798
Prior each rotation of bearing support rings, be sure to slacken slightly the bearing cap bolts,
rotate the support rings as required, then, after tapping, tighten them by bolts with torque
prescribed.
11. Using indicator and magnet post, measure backlash in bevel gear pair (Fig. 16). Correct
backlash in range (0,28 . 0,35) mm is achieved by uniform slackening of support ring on one side
and tightening on other, in accord with backlash to be increased or decreased. Measure in several
points. With correct backlash achieved, check and, if need be, correct the tension. Having tightened
the bolts with prescribed torque, lock them by wire.
12. Apply leakage-proof grease on contact surfaces of rear axle beam flange and final drive
case. Install assembled case on contacting surface of axle beam, with this, insert lock travel
coupling 60 (Fig. 2) into beam left part. Secure case by nuts 35 with prescribed torque.
13. In rear axle beam, place the guide washers 87 (Fig. 3), press-fit the journal 110 with two
bolts 148 inserted into it, till thrust against support diameter, then, place the wheel brake caliper set,
after that, secure the unit by bolts 148 and nuts 150 having tightened by wrench till torque
prescribed (Appendix 2). Performing this procedure, observe the position of expansion cam hole.
10-799
14. Using the mandrel 17 – 1453, in set of brake shoe caliper, press-fit the needle bearings
97. Prior, grease the bearing needles with Litol – 24, for them to hold in bearing races.
15. From both sides of bearings, in brake shoe caliper, press-fit the seal 98 and washer 99,
»–ring 91 and cover 96. Clearance between seal sharp edges is to be filled with grease Litol – 24.
16. Introduce right and left expansion cams 100 (Fig. 3), put on support rings 93 and stop
rings 92. Provide expansion cams stoppage after installation of automatic adjustment levers
«Haldex».
17. In expansion cam bearing 156 (Fig. 4) , introduce bushing 157 with the help of mandrel
17 – 1457, then, « »–rings 154, place closing plugs 160 on both sides and lock them by rings
155. Apply grease Litol – 24 on all parts.
18. Place assembled bearings on expansion cams and, using quickly dismantling washers
151...153, install them so that cam could be easily rotated.
Dimension of quickly dismantling washers are as follows:

41 – 060 – 5101 0,2
41 – 061 – 5101 0,5
41 – 357 – 5101 1,0
Brackets with quickly dismantling washers are secured by bolts 165 and 173 tightened by
with torque prescribed. Test if expansion cams rotate without seizure. Otherwise, adjust again the
backlash with the help of shims 151…153.
19. Place shim 159 on brake expansion cam, automatic adjusting levers «Haldex», shim 160,
washer 161 and lock by bolts 162 (avoid re-arrangement of left and right levers).
20. In wheel brake calipers 143 (Fig. 3), assemble set of brake shoes, install uniting strip 135
and lock by stop washers 133. Shift brake shoes to profile (involute) of expansion cams and, using
lever 17 – 414, place springs 89 of brake shoes (Fig. 17).
10-800
21. By bolts 141, secure safety boards 140 to assembled wheel brake caliper (Fig. 3).
22. In wheel hub 123, press-fit the outer races of taper roller bearings 120, try to achieve
their uniform contacting. Avoid bearing races interchange.
23. To achieve required tension in range ±0,05 mm during assembly of taper roller bearings
and wheel hub, be sure to calculate shims thickness 106…109 between distance sleeve 124 and
inner race of taper roller bearing. Shims thickness is from the following formula (Fig. 18):
L = M + N + Z – (±0,05); from which Z:

Z = L – M – N + (±0,05);
where:
L - total distance between support surfaces of inner races of bevel roller bearings;
– width of inner race of bevel roller bearing;
N – length of distance sleeve;
Z – thickness of shims
Fig. 18. Dimensions to calculate hub assembly
Shims dimensions are as follows:

325 – 00.00.07 0,15
41 – 096 – 5101 0,3
41 – 097 – 5101 0,5
41 – 098 – 5101 1,0
10-801
Appr. dimensions L, M and N:
+0,8
L 204,0 -0,6
0
M 50,0 0,2
0
N 153,0 0,5
24. Press-fit bolts 128 in wheel hub 123.

25. In assembled hub, insert the inner bearing inner race, place stop ring 130 in groove and,
using mandrel 17 – 2241, press-fir the seal 134.
26. On axle journal 110, place the sealing « »–ring 129 and set of oil control ring 131 or
132.
Fig. 19. Press-fitting the outer bearing inner race.
27. Install the hub assy. and using mandrel 17 – 2246 press-fit the inner bearing inner race
120. Eliminate the mandrel and mount the distance sleeve 124, calculated shims 106...109 the outer
bearing inner race, the latter to be press-fitted (Fig. 19). Check if assembled hub rotates smooth.
28. Following the taper roller bearing inner race, place the stem 118, place ring 119 and
secure by slotted nuts 117 with the help of wrench 17 - 402 (Fig. 20). Drive-in the locking screw
11 into slotted nut so that its end enters the ring holes 119 (for this, nut should be tightened in
proper position). Thus, nut becomes locked.
29. Place axle shafts through journal holes and tighten it so that its splines get into splined
hole of gear 50 (Fig. 2). Install axle shaft with thrust against spider 46.
30. Place left axle shaft onto travel coupling 60, then, gears. Travel coupling must shift on
splines without seizure.
31. On axle shaft flanges 116, put on the sealing « »–ring 122, place gasket 113, place
flange on axle shafts and tighten bolts 121 with torque prescribed.
32. Insert the differential lock yoke 62 (Fig. 3) into locking case 72, place « »–rings in
groove holes, then, put on piston rod 66. Secure the yoke to piston rod by screw 75 through holes in
case. The, screw-in the plug 73 in case hole.
33. Screw-in piston 67 on piston rod 66.
34. Place collar 68 in locking cylinder 69 and secure it to locking case 72 by bolts 71.
10-802
35. Place washer 79 on other end of piston rod 66, place spring 78 in auxiliary cylinder 82
and, using bolts 71, secure cylinder to locking case 72.
36. Place the assembled locking mechanism in beams and secure the locking case to beam
by bolts 64. Place the locking yoke 62 in channel of travel coupling 60.
37. Using bolt 80, adjust the travel of piston rod 66 so that in locking position, the top crest
of movable coupling 60 is on distance (0,5 . 1,0) mm from tooth clearance of differential coupling
57. Avoid the bolt 80 slacking by nut 81 locking.
38. Installed the prepared brake cylinders on bracket of beam and secure. Install brake
drums 102 (Fig. 3) on bolts 128 and secure them by bolts 103 to hubs.
39. Together with rings 48 and 51, screw-in the drain 52 and filling plugs 47 into axle beam.
40. Grease the expansion cam bushes, axes of brake and worm mechanisms and brake
levers. Prime rear axle with oil. Greasing and control points are indicated in Appendix 3. The
required oil qnt. and lubrication intervals are indicated in Appendix 4. Suggested greases are
indicated in Appendix 5.
41. After assembly, run-in the assembled drive axle on test rig without load.
Run-in mode is as follows:

Rotation direction rpm Run-in time, min
forward 1400 20
reverse 1400 5
During running-in, check smoothness, the axle noise, the axle leak-proof, the operation of
differential and brake gears.
At the end of running-in, apply successfully the left and right brake drums and test the
differential operability.
During test, monitor the temperature (heating). If at the end of running-in period the oil
temperature is more 85. , disassemble the axle and clear the cause.
After running-in, drain oil from axle.
When monitoring the axle noise level, observe the following conditions:
• outer noise level not more 70 – 71 ( );
• next to test rig, there should be no large noise-reflecting surfaces (walls, panels, etc.) on
distance less 5 (five) meters;
• test rig construction should not create conditions for vibrations and resonance;
• control the level on distance 50 mm from corresponding surface of axle;
• for testing, use the calibrated noise meter «BRUL and KER» type 2203 or similar type;
With such conditions, the permissible noise level is as follows:
• 93 dB ( ) for final drive. Make measure along axle axis, from rear side.
• 91 dB ( ) for hub gears. Make measure along cover axis. If any noise or knocks,
disassemble the axle. Check the bearings’ adjustment, position of contact pattern for final drive gear
pair and repeat the corresponding adjustment, if need be.
10-803
Appendix 1
REPAIR TOOLS TO DISMANTLE-INSTALL REAR AXLE
DESIGNATION
NAME for for
dismantling assembling
Post to assemble final drive case 17 – 377 17 – 377
Device to remove wheel hub 17 – 2256
Device to install wheel hub 17 – 2246
Wrench for differential bearing support ring 17 – 393 17 – 393
Wrench for nuts with slots 17 – 402 17 – 402
Lever to install brake shoe springs 17 – 414 17 – 414
Mandrel to press-fit the differential bearing 17-2240
Mandrel to press-fit the bearing 32315 17 – 2243
Mandrel to press-fit the bearing 32312 17 – 2244
Mandrel to press-fit bearing of expansion cam into brake shoe caliper 17 – 1453
Mandrel to press-fit bearing bushing 17 – 1457
Mandrel to press-fit the seal Stefa 155.190.17,54 17 – 2241
Device to rivet brake linings on press 51 – 1102
Wrench 10/13 19 – 1110 19 – 1110
Wrench 17/22 19 – 1033 19 – 1033
Wrench 19 19 – 1040 19 – 1040
Wrench 24 19 – 1034 19 – 1034
Lever for wrench 19 – 1037 19 – 1037
Appendix 2
THREADED JOINTS TIGHTENING TORQUES
Thread Torque, daNm
Uniting parts Quality Pcs.
size
Final drive case – beam 16.1,5 10.9 16 28,5
Journal – beam 18.1,5 8 24 24,5
Expansion cam bearing - beam 12.1,5 8.8 4 9,5
Lever – Expansion cam 8 8.8 2 2,5
Nut for brake bolt 22.1,5 10.9 20 60,0
Differential lock case – beam 10 8.8 4 4,5
Differential lock cylinder– Differential lock case 10 8.8 2 4,5
Auxiliary cylinder – Differential lock case 10 8.8 2 4,5
Differential carrier, right – left 16.1,5 10.9 12 28,5
Driven gear – Differential carrier 16.1,5 10.9 15 28,5
Bearing cage – Final drive case 14 8.8 8 12
Seal cover – Bearing cage 8 8.8 8 2,5
Flange – drive gear 45.1,5 10 1 50,0
Axle shaft flange – hub 16 10.9 24 25,5
Wheel brake caliper – safety board 8 8.8 12 2,5
Bearing cap – Final drive case 20 8.8 4 33,0
Console – journal 8 8.8 4 2,5
Stop plate – bearing cap 6 8.8 2 1,5
NOTE: Deviation for torques ± 5%.
10-804
Appendix 3
GREASING SITES AND CONTROL
1. Final drive case:

pos.1 – beam oil filling and check plug
pos.2 – drain plug of beam.
pos. 3 – filling plug in bearing cage of drive bevel gear
2. Wheel-hub group:
pos. 4 – check plug of hub
pos. 5 – oil filling and drain plug of hub.
10-805
3. Greasing points:
pos. 6 - grease nipples of «Haldex» brake lever worm gears
pos. 7 - grease nipples of expansion cam bushes in bearings
pos. 8 – grease nipples of expansion cam bushes in brake shoe calipers
pos. 9 – grease nipples of brake shoe axes.
4. Others
pos. 10 – breather
pos. 11 – oil drain pipes.
Appendix 4
LUBRICATION INTERVALS
Lubrication intervals and qnt. are indicated in the following Table:
procedure
Lubrication point Qnt.
/l/
Level control Oil change
First change after

Final drive case 12,5 5000 kms covered.
The next – in every
In every 7500 kms 30000 kms covered
Hub reduction gears covered
2,5+2,5
2,5+2,5
2,5+2,5
Bevel gear cage 0,25 Only during first rotation
Expansion cam bearings
and bushes, brake shoe
pins , brake lever worm
gears As required In every 7500 kms covered
Note: if mileage was less than 30000 km during one year, change oil during one year.
Appendix 5
SUGGESTED GREASES
1. Transmission oils
• – 5/90 BDS 14368 – 82
• – 15 GOS 23652 – 79
• – 15 GOS 23652 – 79
• – 90 SN
or others according to API-GL-5 , viscosity class pursuant to SAE 90
2. Greases
• 3 1/H001 – H111/PC 01 1415 – 84
• Litol – 24 GOST 21150 – 75
• AV – 2 or NH – 2 SN
10-806
Note:
1. In view of different additions in oil composition, mixing of different oil grades is not
allowed.
2. Suggested oils and greases are applicable when wheel-hub group of front driving axles is
used in normal road conditions and in moderate climatic zone.
Appendix 6
ROLLER BEARINGS
designation Bearing type Main dimensions, mm
.
Inner Outer width
Fig. pos. diameter diameter Installation
ISO GOS * place
31314 Bearing cage

1 2 27314 Taper roller 70 150 38 1
6
32315 Bearing cage
1 23 - Taper roller 75 160 55 1
6
NJ Roller radial Final drive
1 28 42608 40 90 33 1 case
2308 B
32022 Taper roller
2 37 - 110 170 38 1 differential
Taper roller
2 54 33022 - 110 170 47 1 differential
RNA
3 97 4024106 needle 40 55 25 4 Expansion cam
4006V
3 120 32221 7521 Taper roller 105 190 53 4 hub
Note: Only for reference. Manufacturer does not suggest these changes because taper roller
bearings pursuant to GOST do not correspond completely to ISO bearings. Bearing acc. to GOST
have increased width of outer race and less load capacity. Bearings 7615 and 7612 have less cone
angle. 6 means higher precision class for bearing.
10-807
APPENDIX
10-808
CONTENT
Rear axle and wheel hub
1. Knocked-down units
2. Construction
3. Assembly and adjustment details
4. Dismantling
5. Inspection, repair and replacement
6. Assembly, adjustment
7. Operation and maintenance
8. Other remarks
Brake
1. Function
2. Structure
3. Specification and standard maintenance
4. Dismantling
6. Installation, adjustment
7. Troubleshooting
10-809
1. Rear axle and wheel hub
1.1. Exploded view
Part numbers are indicated in accord with dismantling, for assembly – in reverse order.
Rear axle and wheel hub:

1 – drain orifice plug; 2 – bolt – axle shaft; 3 – axle shaft; 4 – axle shaft; 5 – bolt – to secure final drive; 6 – bolt – to
secure final drive; 7 – bolt – to secure bearing sleeve; 8 - nut – flange of driving bevel gear; 9 – sealing ring; 10 – flange
- driving bevel gear; 11 – dust cap – oil seal for driving bevel gear; 12 - oil seal - oil seal for driving bevel gear assy.;
13 - taper roller bearing; 14 – adjusting shim; 15 – distance sleeve – bearing of driving bevel gear; 16 - driving bevel
gear, bearing sleeve; 17 – worm taper roller bearing; 18 - driving bevel gear; 19 – non-locking radial roller bearing
with cylindrical rollers; 20 - adjusting shim - bearing sleeve of driving bevel gear; 21 – differential carrier;
22 – combined bolt; 23 – lock – adjusting ring; 24 – bolt – to secure cap of differential bearing body; 25 - cover of
bearing body - differential bearing; 26 - adjusting ring - differential bearing; 27 – fixed bush of toothed gear –
differential lock; 28 – ring to retain steel wire, fixed bush of toothed gear of differential lock; 29 - worm taper roller
bearing assy.; 30 – bolt to secure differential cover; 31 – bolt to secure differential cover; 32 - differential cover, r.h.;
33 – gasket – axle shaft toothed gear; 34 - axle shaft toothed gear; 35 – gasket – planet gear; 36 - planet gear;
37 – spider; 38 - bolt- driven bevel gear; 39 - driven bevel gear; 40 - differential cover, l.h.; 41 – metal self-locking hex
nut, type 2; 42 – end elbow joint – conical fitting; 43 – flat-headed hex nut; 44 adjusting screw; 45 – bolt – to secure
differential cylinder head; 46 – cover – cylinder; 47 - gasket – for cylinder head; 48 – cylinder - differential lock;
49 – piton - differential lock; 50 – sealing ring - differential lock piton; 51 - flat-headed hex nut; 52 – fastening flat
screw; 53 – pin – shifting fork; 54 - shifting fork; 55 – pull-back spring; 56 – spring pin; 57 – sliding coupling -
differential lock; 58 – shifter – reversing lamp; 59 – plug – oil filling neck; 60 – gasket; 61 – breather.
10-810
Knocked-down drum brake:
1 – external oil seal – rear wheel; 2 - bolt; 3 – spring washers; 4 – lock washer – nut of hub bearing; 5 – nut – drum
brake bearing; 6 - worm taper roller bearing; 7 – nut – wheel; 8 – bolt – hub; 9 – rear wheel nub; 10 – rear drum brake;
11 - worm taper roller bearing; 12 oil seal – hub; 13 – collar – oil seal.
3. Assembly and adjustment details

Item Version
Thread size
Torque value N·m
Pretension of driving bevel gear bearing 31314,9380/9321 3 5
Pretension of differential bearing 33021 2 4
Driving driven bevel gear clearance 0.25 0.40 mm
Clearance range 0.10 mm
Noise emitted by driving, driven bevel
84 dB(A)
gear
Noise emitted by final drive assy. 88 dB(A)
Grease amount for rear axle toothed Fill with oil until it is poured out of priming
80W/90,GL-5
gear orifice (appr. 23 l)
Tightening torque for nut with flange of
M55×1.5-6H 650 700
driving bevel gear
Tightening torque for bolts of
4×M24×2-6g 800 830
differential bearing body cap
Torque to secure driving bevel gear with
16×M20×1.5-6H 490 590
uniting bolt of l.h. differential cover
Tightening torque for bolt of differential
12×M16×1.5-6g 340 360
cover
Tightening torque for axle shaft bolt 20×M16×1.5-6g 340 360
Tightening torque for bolt of differential
16×M16×1.5-6g 340 360
carrier
Tightening torque for bolt of driving
8×M14×1.5-6g 260 280
bevel gear bearing sleeve
Tightening torque for cover of
3×M10 100 120
differential lock cylinder
Tightening torque for lock bolt of
4×M10-6g 19 21
bearing cap stop latch
10-811
Tightening torque for plug of axle case
NPT 1/2 60 100
drain orifice
Tightening torque for plug of axle case
M24×2-6g 130 150
check orifice
Tightening torque for bolt to secure hub
6×M6-6g 7 9
bearing stop nut
4. Dismantling
4.1 Remove the drain plug of axle case bottom and

drain grease from unit.
4.2 Undo nuts, separate axle shafts from axle hub

main installation.
If any difficulties, use a copper hammer to knock

along edge of axle shaft.
4.3 Take down the wheel – hub group.

4.3.1 Remove the external oil seal of hub.
Inspect the oil seal, change it if seal is damaged.
4.3.2 Undo the screws of lock washer, remove the

lock washer.
10-812
4.3.3 Remove the stop nut of hub bearing.
4.3.4 Remove the hub and drum brake assy.
Be careful, do not damage the thread of wheel bolt.

Avoid damage of inner part and roller of hub
bearing. Keep clean, avoid drop.
Do not knock the thread of bearing pin.
Avoid damage of hub oil seal, avoid damage of oil
seal edge.
4.3.5 Use puller to remove the hub oil seal.
4.3.6 Detach the bearing outer/inner race and oil seal

off the brake drum.
4.3.7 Remove the wheel nut from brake drum.

Avoid damage of wheel nut thread during
dismantling.
10-813
4.4 Final drive (reduction gear) dismantling
If differential lock is available. Prior final drive
dismantling, the adjusting bolts tightening will provide
complete meshing of differential lock coupling.
4.4.1 Undo all stud screws or nuts and washers.

4.4.2 Take the final drive off the axle case.
4.4.3
.
4.4.3.1
,
0,25 – 0,40 ,
0,10 .
4.4.3.2 Check the gear contact pattern applied by

paint.
10-814
4.4.4 Dismantle the driving bevel gear assy.
4.4.4.1 Remove the bolts of driving bevel gear
bearing sleeve. Use two threaded orifices on bearing sleeve.
Dismantle the driving bevel gear assy.
Record the number and thickness of thin shims.
4.4.4.2 Slacken the nut, undo the nut with flange

using the box wrench.
4.4.4.3 Remove the sealing ring, remove the flange

assy.
4.4.4.4 Press to remove driving bevel gear. Remove

the distance sleeve and adjusting shim.
4.4.4.5 Take the collar assy. off the bearing sleeve of

driving bevel gear.
Inspect the collar, change it if damaged.
10-815
4.4.4.6 Take the front and middle race of driving
bevel gear bearing off the driving bevel gear bearing sleeve.
4.4.4.7 Remove the bearing inner race and roller

assy. of driving bevel gear using a puller.
4.4.5 Differential dismantling.

4.4.5.1 Fix the differential carrier on a repair bench.
4.4.5.2 Use tool to mark the bearing cap and
adjusting race.
4.4.5.3 Remove the adjusting race and lock screws.
4.4.5.4 Remove the bearing cap bolts. Knock the

bearing body cap slightly. Remove the bearing cap and
adjusting race.
Attention: apply marks onto r.h. and l.h. bearing

caps.
10-816
4.4.5.5 Remove the differential assy.
4.4.5.6 Secure the differential assy, take the uniting

bolt off the differential left/right cover.
4.4.5.7 Knock the differential r.h. cover by copper

hammer, slacken the parts, remove the differential right
cover, the axle shaft gear, the axle shaft gear washer, the
planetary gear washer, the planetary gear and spider, one
after another.
4.4.5.8 Take the nut of driven bevel gear off the

differential cover. Knock the edge of driven bevel gear.
Remove the driven bevel gear.
4.4.5.9 Use a puller to remove the bearing inner race

and roller assy. from differential cover.
10-817
4.6 Differential lock dismantling
4.6.1 Remove the bolt which secures the cylinder cover.
Remove the cylinder cover, cylinder and piston.
4.6.2 Take the shifting fork off the final drive case and
shifting fork orifice.
4.6.3 Remove the shifting fork and return spring.
4.6.4 Extract the spring pin. Remove the gear sliding
coupling.
4.6.5 Take the fixed gear coupling off the differential r.h.
cover.

With dismantling over, inspect all parts for excessive wear as follows:
1. Gear drive
If any pitting, burrs or scratches, bursting with peeling, inelastic deformation, teeth
breakage, be sure to replace the gear drive by new one.
Gear drives must be changed in pairs, serial number being on head part of driving
bevel gear and on additional cone of driven bevel gear.
2 Bearing
If any pitting on bearing or bearing is faulty, deformed, be sure to replace the bearing
by new one; if contact surface is worn heavily, be sure to replace the bearing by new one.
3 Oil seal
If oil seal is not repairable, be sure to replace the old seal by new one.
4 Bolt
If bolt thread is not repairable or screw axis is faulty, be sure to replace the old bolt
by new one.
5 Sealing ring
If sealing ring is not repairable or damaged, , be sure to replace the old ring by new
one.
6 Lubricating oil
If lubricating oil properties have changed noticeably (such as viscosity, color,
additions), change the lubricating oil.
6. Assembly and adjustment

Notes:
Bolts dismantled from previous installation should be covered by glue for threaded
joints till the repeated assembly, final length of glued section is 1,5 of threaded section length. Inner
and outer thread should be free of dirt prior glue is applied.
Bolts covered with glue may be used only in 1 hour, with glue consolidated.
For assembly, all bolts should be covered with appropriate amount of lithium grease
applied to fitting surface.
10-818
6.1 Driving gear assembly
6.1.1 Press the bearing outer race (Part .31314,
9380/9321) to gear bearing support which should be
covered with some grease along fitting surface,
preliminarily.
6.1.2 Press the bearing inner race (Part

.9380/9321), roller assy. and bearing inner race with
cylindrical rollers (Part NJ2309×2RV/C3) to driving
gear pin being coated with grease preliminarily.
6.1.3 Install the driving gear with driving gear

bearing support, install the distance ring and select
appropriate shim for driving gear shaft, then, install the
bearing inner race (Part 31314) and roller assy to driving
gear shaft.
6.1.4 Bearing support torque is 3 5 Nm; apply

force 90 kN to bearing front inner race, to achieve
pretension, change the adjusting shim thickness. Inspect the
bearing pretension after bearing lubrication and when
having rotated it several times.
10-819
6.1.5 Press the driving gear to gear bearing support,
fill the groove into which the flanged pin is installed with
complex lithium grease 2, then, press the flange, sealing
ring, outermost screw to flanged nut of driving gear
applying torque 650 Nm 700 Nm, and rivet the flanged
nut stop part.
6.2 Differential assembly

6.2.1 Press the differential inner race (Part 33021)
and roller to left and right journals of differential carriers,
the journals should be coated with grease prior assembly.
6.2.2 Mount the driven crown with differential l.h.

carrier, tighten the nut uniting the driven crown with
differential l.h. carrier with torque 490 Nm 590 Nm,
check the mounting torque with torque wrench.
6.2.3 Install the differential gear, gasket and spider

into differential carrier, tighten the nut uniting the r.h. and
l.h. differential carriers with torque 340 Nm 360 Nm,
check the mounting torque with torque wrench.
10-820
With differential assembled, to apply oil onto
fitting surfaces of differential carrier, axle shaft gear,
planetary gear and spider. Axle shaft and planetary gear
should rotate easily when differential is assembled.
With differential carrier being assembled, the
marks on r.h. and l.h. differential carriers should be in one
line.
6.3 Final drive assembly

6.3.1 Assemble the differential, install the
differential bearing outer race into final drive support.
6.3.2 Install the adjusting ring and bearing cap,

fasten the differential bearing cap stop bolt to bearing cap
and fitting surface of final drive support, there should be no
clearance here.
Note: please, do not confuse the l.h. and r.h.
caps of bearing body, after dismantling, adhere to mark on
bearing cap and to adjusting ring.
6.3.3 Differential rotation moment is 2 Nm 4

Nm, if such value was not achieved You may adjust the
pretention on differential bearing by means of adjusting
ring adjustment.
Prior pretention check, be sure to lubricate

the bearing properly, rotate it several times.
6.3.4 Prior installing the driving gear into final

drive support, be sure to apply the silicone sealant RTV
518-A onto fitting surface, the sealant should form the
closed circuit.
10-821
6.3.5 The adjusting shim under surface of bearing
seat flange is to be installed in accord with recorded
thickness and number at dismantling (if need be, You
may increase or decrease the number of shims), thin
shim is placed next to bearing seat, calculate the shim
thickness again, then, install the driving gear and driven
crown again. The shim thickness H is calculated by
formula:
H C 48
In it: C actual measured distance between 1
and 2 on driving gear.
difference between actual distance at
assembly and theoretical distance (if actual distance at
assembly if more than theoretical one, “ ”; while
“ ” 48 constant mm
Note Value H should be rounded to largest and
integral multiple of 0.10 mm, number of shims with
thickness 0.10 mm and 0.20 mm is to be more than 2.
6.3.6 Tighten the stop bolts of bearing seat with

torque 260 Nm 280 Nm, check the mounting torque
with torque wrench.
6.3.7 Check the contact pattern of driving gear

and driven crown, the clearance between teeth.
6.3.7.1 Measure the clearance between teeth of
driven crown, clearance between teeth is to be in range
0.25 mm 0.40 mm, difference being less 0.10 mm.
10-822
6.3.7.2 Check the gear meshing patter by smear
technique, the pattern should correspond to requirements
in Fig.
Adjust the tooth clearance and contact

pattern by means of increasing or decreasing the
adjusting shim of driving gear bearing seat and with the
help of adjusting ring. Shifting forward and reverse
travel of r.h. and l.h. adjusting rings should be equal to
avoid violation of properly adjusted pretention of
differential bearing. Adjustment procedure is described
the next sheet.
Convex surface of driven crown
All edges of oil seal should be properly
lubricated by lithium grease, apply lithium grease to
journal to be installed with oil seal.
Concave surface of driven crown.
10-823
Arrangement of driven crown teeth
Adjustment method
Reverse
Forward
Shift the driven gear closer to

driving one. If gear backlash
becomes insufficient, shift the
driving gear away.
Shift the driven gear away

from driving one. If gear
backlash becomes excessive,
shift the driving gear closer.
Shift the driving gear closer to

driven one. If gear backlash
becomes insufficient, shift the
driven gear away.
Shift the driving gear away from

driven one. If gear backlash
becomes small, shift the driven
gear closer.
10-824
Adjustment card for rear axle driving gear, driven crown contact pattern and tooth clearance
6.3.8 With tooth clearance and meshing pattern

adjusted properly, tighten the stop bolt of differential
bearing cap with torque 800 Nm 830 Nm, check the bolt
tightening torque with torque wrench.
6.3.9 Install the stop plate of adjusting ring, secure

two stop plates of differential bearing cap by screws
applying torque of 19 Nm 21 Nm.
6.4 Install the differential lock assy.

6.4.1 Install the circular thrust ring into glove of wheel differential lock for locking.
6.4.2 Install the coupling of wheel differential lock stop device into differential carrier.
6.4.3 Install the shifter and drawback spring into final drive support.
6.4.4 Install the shifter rod into orifice for shifter.
6.4.5 Install the coupling of wheel differential lock shifting device into shifter, then,
install the spring pin.
6.4.6 Apply glue onto fitting surface between final drive support and cylinder, fitting
surface between cylinder and cylinder cover.
6.4.7 Install the cylinder, piston and cylinder cover,

tighten the stop bolt with torque 100 Nm 120 Nm.
6.4.8 Install the adjusting bolt.
6.4.9 Install the wheel differential lock shifter.
10-825
6.5 Install the final drive support into body.
If final drive is to be installed with
differential lock, You should tighten the adjusting bolt to
achieve complete meshing of differential stop coupling
prior the final drive is installed.
6.5.1 Prior installing the final drive assy. into the
case, be sure to apply silicone sealant RTV 518-A onto
fitting surfaces.
Prior zinc-plating, clean the body, the final

drive support, eliminate dirt (dust, water, etc.)
The sealant coating diameter is to be more 3
mm.
Inner and outer layers of sealant are to be
along inner, outer edge and orifice for bolt (as close to bolt
as possible), sealant layer is to be continuous, without
breaks.
Special note: avoid sealant narrowing, being thin or extend beyond the contours
because of cut.
After sealant RTV 518-A application, in 5 minutes, install the final drive.
At least, in 24 hours, the sealant RTV 518-A solidifies, please, in this time period,
do not shift the flange support surface in opposite direction.
6.5.2 Tighten the uniting bolt between final drive

and case with torque 340 Nm 360 Nm. Be sure to inspect
all bolts, one after another, with the help of dynamometric
bolt.
6.6 Install and adjust the drum and hub.

6.6.1 Press the ring of oil seal, the inner race of hub
bearing, the roller inside the journal prior the brake and hub
are installed.
6.6.2 Press the inner and outer rings of hub bearing and
inner oil seal.
10-826
Having pressed off the oil seal, apply the
grease to edges.
6.6.3 Apply the grease to hub (1,5 kg on each side), install
the hub and drum in a body.
Be careful, do not damage the oil seal during
assembly, avoid knocking the edges and spring falling out.
6.6.4 Press the hub bearing outer race and roller to a

journal (prior installation, apply the sufficient amount of
grease), then, install the stop nut of hub bearing (maintain
the initial tightening torque for hub 25 Nm 54 Nm).
6.6.5 Install the stop plate (if starting torque is not

enough, be sure to secure the adjusting nut so that the nut is
on one line with orifice of stop plate; with initial torque
increase, slacken the adjusting nut to place it on one line
with orifice of stop plate), install and tighten three bolts
with torque 7 Nm 9 Nm, the hub should not rock.
Be sure to use grease – complex lithium
grease 2.
6.6.6 Install the outer oil seal

Prior oil seal installation, be sure to apply
grease to edge.
With oil seal installed, avoid damaging and
knocking the edge.
10-827
6.6.7 Install the l.h. and r.h. axle shafts, tighten the
axle shaft bolt with torque 340 Nm 360 Nm.
6.7 Rotate the adjusting bolt to position as shown in

Fig., then, install and secure by stop nut.
6.8 With axle being installed in a vehicle, deliver the lubricating oil through orifice for
oil in a body cap, be sure to use oil 80W/90 GL-5, oil for gears in hard operation conditions, add
oil until it pours out of orifice (appr. 23 l), the, tighten the threaded plug.
7. Service and maintenance

7.1 Preserve certain amount of grease; check the grease amount from time to time.
7.2 Orifice for oil delivery to final drive is arranged close to axle center, oil drain orifice is
in axle case bottom.
7.3 Be sure to use oil for gears 80W/90 GL-5.
7.4 Rear axle: replenish oil until it starts pour out of orifice (appr. 23 l).
7.5 Interval of oil change for driving axle gears is 50000 km, or 1 year, with running-in over
(2500 km), be sure to change oil for gears.
8. Other remarks
8.1 Running-in period for this axle is 2500 km, during the first interval of 200 km, the
permissible vehicle load is 0; in interval 200-1 500 km, the permissible vehicle load is not more
70% of rated load; in interval 1500 2500 km, the permissible vehicle load may be up to 90% of
rated one.
8.2 Severe vehicle overloading and load concentration may cause axle case bending and
breakage, so, maintain the load in accord with rated values.
8.3 Avoid overloads when working on soft roads with heavy loads (e.g., sharp starting on
soft-surfaced road), otherwise, reduction gear and axle shaft may be damaged.
Brake
1. Function
Brakes retard the vehicle or stop it as need be. Brake allows to maintain the constant vehicle
speed in descending and stop it in definite point (on height as well).
10-828
2. Construction
Exploded view
(Part numbers are indicated as keeping with dismantling, installation is in reverse order):
1 – drawback spring; 2 - bolt; 3 – taper bush; 3 – brake shoe shaft stop; 5 – brake support disk; 6 - brake shoe with roller
assy.; 7 – stop elastic ring of shaft; 8 – washer – indicator of rear brake wear; 9 – adjusting shim; 10 - bolt; 11 – spring
washer; 12 - washer; 13 - nut; 14 – cotter pin; 15 – pin with flat head; 16 – automatic adjustment lever; 17 – washer of
automatic adjustment lever; 18 - felt; 19 - bolt; 20 - spring washer; 21 - bracket – automatic adjustment lever;
22 – cylinder of spring brake; 23 – cam shaft ; 24 - washer; 25 – oil seal; 26 – brake bracket; 27 - bolt; 28 - spring
washer; 29 - shoe; 30 – rear brake dust plate I; 31 - rear brake dust plate; 32 – stop bolt; 33 – bracket of cam; 34 - bush;
35 – grease coupler, through; 36 – brake shoe; 37 - brake shoe shaft bush; 38 - stop elastic ring of shaft; 39 – roller
bush; 40 - roller; 41 – roller axis; 42 - stop elastic ring of shaft; 43 – rear plate friction lining; 44 - rear plate friction
lining I; 45 - rivet; 46 – pin of spring hook.
3. Brake specification and standard maintenance

3.1 Brake technical data
Product
Brake type Drum brake with S-shaped expansion cam
Brake drum inner diameter [mm] 410
Brake lining width (single shoe)
220
[mm]
Brake cam type Involute cam
Brake clearance adjustment Manual adjustment (selectively, automatic slack
procedure adjuster)
10-829
3.2 Standard maintenance
Standard condition torque unit
Product Technical description
N·m
Clearance between friction disk and brake 0.6 0.8
drum [mm]
Travel of spring brake pusher [mm] 45 55
Initial length [mm] 256
Brake shoe drawback
spring Initial tension [N] 130 170
Torque to secure bolt of brake bracket 4×M16×1.5 320 360
Torque to secure bolt of brake cam bracket 4×M14 205 215
Torque to secure bolt of spring brake cylinder 2×M16×1.5 205 215
4. Dismantling
In accord with procedure of dismantling as depicted in exploded view, part 2, remove
the drawback spring, brake shoe, adjusting lever and camshaft, etc.
4.1 Brake spring cylinder is removed by

means of undoing the bolt.
4.2 Remove the brake drum (see “4.3
Dismantling the wheel-hub assembly”).
4.3 Dismantle the drawback spring with the

help of puller.
There are two orifices on r.h./l,h,
shoes, two drawback spring are opposite them; bend
the thin wire to form a hook, secure it to drawback
spring end through a preliminarily formed orifice in a
shoe, pull the drawback spring applying tensioning
force of 300~350 N, release the hook pin.
10-830
4.4 Remove the bolt, taper bush, brake shoe
shaft stop.
4.5 Remove a brake shoe shaft.
4.6 Remove brake shoes.
4.7 Remove the stop elastic ring of shaft, the

adjusting washer on a camshaft.
4.8 Remove the adjusting lever bolt and a

bracket (lever with manual adjustment is not
available).
10-831
4.9 Remove the cotter pin of brake chamber
pusher and pin with flat head.
4.10 Remove the adjusting lever, the

camshaft.
4.11 Remove the spring brake cylinder.
4.12 Remove the dust plate.
4.13 Remove the bracket of cam.
10-832
4.14 Remove the stop bolt of brake bracket
and the brake bracket.
5. Straightening, repair and change
5.1 The brake drum inner diameter:

Size 410.6 410.9
Used up to less 414
5.2 Inspect the brake inner surface: inspect the brake inner surface for wear (scratches,
non-uniform wear or tooth wear, cracks from temperatures, damages, etc.).
5.3 If temperature cracks or tooth wear are noticed on brake inner surface, be sure to
grind them away and polish.
5.4 If cracks and damages persist on a surface, be sure to replace the brake shoe by new
one.
5.5 Friction disk thickness:

Size 20 max. thickness
Used up to not less 5
5.6 To change the brake friction disk:

Remove the brake shoe rivet by means of
drilling and a coupling.
For the sake of safety, address the

component suppliers suggested by FAW. The
supplied friction disk should correspond to
requirements of FAW test standards for service life
and brake drum wear; besides, it must correspond to
previous brake shoe.
10-833
Prior riveting, proceed as follows:
Clean the friction disk and brake shoe
of dirt and rust.
If orifice for riveting is irregular,
there’s danger of rubbing with brake shoe. If surface
contact is excessive, friction lining may affect the
rivet pressure.
Deformation of mated parts of brake
shoe should be slight, surface between brake shoe and
friction disk should not be more than 20 mm of
diameter concave surface; if more than 30 mm, the
rubbing takes place; such parts should be discarded.
The liner orifice and brake shoe orifice must
match exactly. Place the liner on a brake shoe, see the
drawing. Opposite it, secure the clamp. Rivet the
liner to brake shoe starting from middle, then, to both
edges (according the drawing on the left). Prior liner
riveting, clean it, there should be proper contact of
surfaces between friction lining and brake shoe.
The correct riveting:

Machine riveting, riveting pressure is to be 16-18 kN (1600-1800 kg.f)
If pressure is excessive, the lining will be damaged, there will be no matching with
brake shoe causing noisy brake operation or rivet orifice will crack.
If pressure is excessive, there will be noisy brake operation, or brake friction disk
will slacken because of shifting between brake shoe and lining.
Riveted shaft must be regular form all sides.
Brake lining must contact with brake shoe.
Correct the procedure of riveting according to drawing on the left.
5.7 Brake drawback spring:

Free length 256
Strength of extension 1120 1320 (length h
312)
6. Installation, adjustment
6.1 Main hints for installation:
6.1.1 Make certain that brake lining surface is free of oil or grease; brake drum inner surface
must be clean.
6.1.2 If any oil or grease on a surface, be sure to wipe the brake shoe by cloth, grind it by
10-834
abrasive cloth.
6.2 Brake assy. installation and adjustment:
6.2.1 With brake cam mounted on a brake bracket, the cam should play freely.
6.2.2 With brake installed, be sure to add grease to a brake cam bracket.
6.2.3 With stem of lining mounted, apply grease to orifice for stem.
6.2.4 Install and adjust the automatic slack adjuster.

6.2.4.1 Install the automatic slack adjuster on a camshaft,
rotate the hex head of a slack adjuster clockwise with the help of
wrench SW12, the orifice of slack adjuster is towards the orifice
for cylindrical pin of brake chamber pusher U-fork.
Do not use pneumatic nut setter or electric
screwdriver.
6.2.4.2 Insert pin into orifice of U-fork and secure the

cotter pin.
6.2.4.3 Fix the slack adjuster by a wrench and washer on

shaft with S-cam, check if axial clearance of slack adjuster is 0.5-
02. mm, then, apply force to brake application lever (as indicated
by arrow on control lever) as long as You are able to apply force
further, to provide proper clearance between lining and drum.
6.2.4.4 Secure the control lever on a cam bracket by bolt,

washer and bracket.
10-835
6.2.4.5 Rotate the hex nut of a slack adjuster clockwise
with the help of wrench SW12 till stop (lining touches the drum),
then, rotate the hex head by 3/4 cycle counter-clockwise (when
rotating counter-clockwise, You will hear the sound “kaka”).
Do not use pneumatic nut setter or electric

screwdriver.
6.2.4.6 After installation, check the slack with the help of gauge plug, clearance is to be
0.6-0.8 mm (inspection is through the sight window).
6.2.4.7 Automatic slack adjuster maintenance: grease the slack adjuster by lithium oil
when vehicle mileage is 20000 km, rotate the worm hex head of slack adjuster by one cycle
counter-clockwise; when mileage achieves 20000 km, check if torque value is more 18 Nm, repeat
3 times, the torque of more 18 Nm indicates that the slack adjuster is, be sure to change the slack
adjuster.
6.2.5 After adjustment and inspection, install the plug into a sight window.
7. Wheel brake troubleshooting
7.1 Poor brake application

Cause Remedy
Brake lining is worn heavy Change the lining.
Grease on a lining Eliminate the leakage source, change the lining.
Excessive scratches in a drum Change the drum.
Remove the sintered layer on a lining, run-in with
Lining surface is extremely smooth.
rubbing once more.
Slack adjuster is faulty Grease or change the slack adjuster.
Grease the brake cam bracket, change the bush if it is
Brake camshaft is locked.
worn heavy.
7.2 Vehicle shifts towards one side during brake application

Cause Remedy
Non-symmetric wear of brake lining. Change the lining on both sides.
Grease is on one or several linings. Eliminate the leakage source, change the lining.
Rivet or lining on one wheel is placed not
Change the lining, check if it is placed correct.
properly.
Orifice diameter on one drum is larger or too To bore (inner diameter is less than 414 mm after
many scratches on axis of the same wheel. boring) or change the drum.
Inspect and repair the brakes, change the slack
Clearance is excessive, slack adjuster is faulty.
adjuster.
Leaking diaphragm of brake chamber. Change the diaphragm.
10-836
7.3 Some vibration during brake application
Cause Remedy
Brake lining is wet Eliminate wetting by means of brake applications
Brake lining is faulty or slackened Change the lining
Elliptical drum To bore or change the drum
7.4 Cracking in process of brake application

Cause Remedy
Excessive dirt/dust on inner surface of drum or
Clean the drum and the lining
outer surface of brake shoe
Lining riveting is not correct. Re-rivet the lining or change it.
7.5 Brakes are released slowly

Cause Remedy
Spring brake chamber
Change the spring brake chamber.
a. damaged diaphragm
Change the spring brake chamber.
b. leaking chamber of parking brake
c. leakage in parking brake circuit
Undo and change the leaking component.
Fault in operation of brake valve/accelerating Inspect and repair brake valve/accelerating valve or
valve change them.
Drawback spring of brake shoe is damaged. Change the drawback spring
Poor release ability of brake valve/accelerating Clean the outlets of brake valve/accelerating valve of
valve front and rear circuits or change them.
Fault in operation of slack adjuster or camshaft is
Inspect and repair the brake or change it
locked
10-837
APPENDIX
MAINTENANCE MANUAL
BOLSTER JSK 37 OF JOST COMPANY
Foreword
Bolster is a unit serving for coupling/hitching of motor vehicles. It is to satisfy the most stringent
requirements of safety instructions and to have an operation admission for such model.
These maintenance instructions are to serve you as a manual for proper execution of repairs of this
bolster.
Meanwhile the essential condition is usage of spare units and parts of JOST company.
Any modifications make warranty obligations invalid and lead to abolition of operation admission.
Operation and installation manual as well as data on admissible loads for bolsters are included in
other separate brochure.
Contents
1 Safety requirements .................................................................................................................... 6
2 Trouble shooting ........................................................................................................................ 7
3 Standard/special tools and
auxiliary operational items ...................................................................................................... 12
3.1 Standard tools ................................................................................................................... 12
3.2 Special tools ..................................................................................................................... 13
3.3 Auxiliary operational items ............................................................................................... 13
4 Repair procedures .................................................................................................................... 14
4.1 Dismounting and mounting of supports posts, Version .................................................. 16
4.2 Dismounting and mounting of supports, Version ........................................................... 17
4.4 Dismounting and mounting of support posts, Version .................................................... 20
4.6 General view of locking mechanism ................................................................................. 22
4.7 Dismounting and mounting of locking mechanism ............................................................ 23
4.8 Dismounting and mounting of locking latches .................................................................. 29
4.9 Dismounting and mounting of lubrication system .............................................................. 30
4.10 Dismounting and mounting of antifriction linings
(only for Version W) .................................................................................................................... 31
4.11 Dismounting and mounting of locking hook (on vehicle). ................................................. 32
4.12 Dismounting and mounting of supports of Version on a vehicle. ................................... 36
4.13 Dismounting and mounting of supports, Version on a vehicle. ....................................... 38
4.14 Wear degree control (maximum permissible wear) .......................................................... 40
4.15 Functional check-out (Performance control) ...................................................................... 47
4.16 Locking mechanism adjustment ......................................................................................... 49
Specification of spare parts and units for version JSK 37 / Z ............................................... 51
Specification of spare parts and units for version JSK 37 / Z .................................................. 57
Specification of spare units and parts for version JSK 37 ........................................................... 63
Specification of spare units and parts for version JSK 37 ........................................................... 69
Instructions on collection and disposal of wastes ........................................................................... 73
10-838
1 Safety requirements
At operation of bolsters and motor vehicles corresponding safety requirements of a given country
shall apply (for example, in Germany these are the safety requirements adopted by Employers Union).
Corresponding safety requirements are to be included in operation manual of motor vehicle and
semi-trailer.
2 Trouble shooting
Trouble Trouble cause Remedy
Bolster cannot be 1. Coupling pivot is positioned too P. 1. Position the base plate on the same level with the
closed high bolster or respectively lower approximately for
50 mm.
2. Base plate of bolster has an une- P. 2. Replace bolster base plate. Permissible non-
ven surface and as a result cou- flatness is 2 mm.
pling pivot is positioned incorrect-
ly. P. 3. Replace the locking hook SK 1489 or, respective-
3. Locking hook is deformed. ly, SK 1489Z.
P. 4. Get the bolster in operating condition after that
4. Bolster maintenance of poor qual- lubricate it
ity. P. 5. Replace double extension spring SK 3105-20
5. Double extension spring is dam-
aged P. 6. Replace to new ones or straighten the lever SK
6. Control lever / handle is bent 3105-18 and control handle SK
Bolster cannot be 1. A road train is on uneven surface P. 1. Release the locking mechanism of bolster.
opened or bolster is effected by extension
force
2. Bolster maintenance of poor qual- P. 2. Bolster can be opened applying certain efforts
ity, locking hook or catch damage, in the following way: open a fixing lock.
possibly locking mechanism is ad- Throw over control handle then draw it out as
justed improperly far as possible and maintain in this position.
The second person at this moment is to be on
the opposite side of the bolster and is to hit the
lever (for example, lever SK 3105-18) with rod
or bar on to the area where the lever is bent
trying thereby release the catch. It is possible
to eliminate blocking of the mechanism with
adjusting screw (for example SK 3105-05/-97),
for this screw it in up to the moment the catch
is released then eliminate faults of maintenance
or perform missing maintenance procedures,
check parts of locking mechanism for damag-
es, if necessary repair them, re-adjust the lock-
ing mechanism.
Bolster cannot be main- 1. Locking hook is deformed. P. 1. Replace locking hook SK 1489 or, respectively,
tained in the state ready SK 1489Z.
for coupling 2. Extension spring is damaged. P. 2. Replace extension spring SK 847.
3. Maintenance of bolster is of poor P. 3. Remove dirt out of locking mechanism then
quality lubricate it.
Relative displacement 1. Clearance in support is too large. P. 1
of bolster and semi- Version In case of wear replace the outer ring SK
trailer (presence of 803-2 and inner ring SK 803-1 (see Sub-
knocks) section 4.2)
Version In case of wear replace upper rubber
cushion SK 1259 and lower rubber cushion SK
2105-25 (see Sub-section 4.3)
Version In case of wear replace rubber insert SK
2905-94 (see Sub-section 4.5)
In version EW and version , beginning from 31
series, additionally it is required to replace
support insert SK 3105-95
10-839
2. Clearance in locking mechanism P. 2. Check condition of coupling pivot, replace it in
is too large. case of wear. If dimensions of coupling pivot
are within tolerance and clearance is still pre-
sent, it is necessary to re-adjust locking mech-
anism (see Sub-section 4.14). If positive effect
is still non-available replace to new ones the
locking hook SK 1489 or, respectively, SK
14892, replaceable ring SK 2105-19 or, respec-
tively, quickly wearing part 3105-92.
3 Standard/special tools and

auxiliary operational items
3.1
3.2.
SK 2702-10 SK 1907 SK 1908 SK 1909 J 919/2 Ø65x110mm

JSK 37 A
JSK 37 C
JSK 37 E
3.3. Grease with disulphide molybdenic (MoS2) or graphite additive, aimed for op-
eration in high pressure conditions ( ), for example: L21 , 1
Multipurpose lubricant of Esso Shell Retinax AM Collgranit A3 company,
paste like.
10-840
4 Repair procedures
Worn, damaged, scratched or cracked parts are to be replaced with new ones. Repairing of parts by
means of welding is not admissible. When all repair procedures are finished it is necessary to grease
whole locking mechanism of bolster and check how it works.
Position numbers with which parts on given figures are indicated are taken from Specifications of
spare units and parts, see Sections 5, 6, 7 and 8.
Working operations shown on the figures are to be performed in alphabetic order (for example, , b,
). Assembling is performed in reverse to dismantling order. Instructions for assembling are indi-
cated with rhombus on the figure itself or figure number with corresponding instruction is indicated
with rhombus. Tightening torque values shown on the figures will be required for following assem-
bling procedures, specified tightening torque values must be necessarily observed!
Disassemble the bolster off a tractor truck, put it on the bench SK
2702-10 and lock it bringing thereby in operational condition.
4.1 Dismounting and mounting of supports posts, Version
4.2 Dismounting and mounting of supports, Version
10-841
In bolster of version W preliminarily it is necessary to dismount antifriction linings (see Subsection
4.10).
4.4 Dismounting and mounting of support posts, Version

In bolster of Version W and Version , beginning from 31 series, in case of support repairing it is
necessary to dismount support insert SK 3105-95additionally.
10-842
4.6 General view of locking mechanism
10-843
4.7 Dismounting and mounting of locking mechanism
Tighten castle nut (8) preliminarily, then

ease off for 1/2 turn. Lock the castle nut (8)
with cotter pin. Tighten the castle nut (5) so
much that cotter pin can be set in. Spread
cotter pin ends sideways.
Attention!
Mount and dismount locking hook and replaceable ring only with double extension spring decou-
pled! Otherwise a danger of injury exists!
10-844
To dismount the locking mechanism of Ver-
sion Z (1) disconnect and remove fixing clips
(26) from pipes (25) and unscrew threaded
nipple joints of centralized lubrication sys-
tem. At mounting tighten nipple joints by
hand securely, and then turn them for 1 and
1/2 revolutions with wrench.
10-845
4.8 Dismounting and mounting of locking latches
4.9 Dismounting and mounting of lubrication system
To dismount pipes (25) of lubrication system

disconnect and remove fixing clips from
them (26). At mounting tighten nipple
threaded joints securely by hand, then turn
them for 1 and 1/2 revolutions with wrench.
4.10 Dismounting and mounting of antifriction linings (only for Version W)
4.11 Dismounting and mounting of locking hook (on vehicle)
Attention!
Mounting and dismounting of locking hook and replaceable ring is to be performed only with dou-
ble extension spring (9) decoupled! Otherwise a danger of injury exists!
10-846
To dismount locking mechanism of Version Z
(1) disconnect and remove fixing clips (26)
from pipes (25), unscrew threaded nipple
joints of centralized lubrication system. At
mounting tighten nipple joints securely by
hand then turn them for 1 and ½ revolutions
with wrench.
10-847
4.12 Dismounting and mounting of supports of Version on a vehicle
In bolster of Version W it is necessary to dismount antifriction linings preliminarily (see Sub-
section 4.10).
4.13 Dismounting and mounting of supports, Version on a vehicle
10-848
In bolster of Version W and version , begin-
ning from the 31 series, in case of repairing of
support it is necessary to dismount insert SK
3105-95 of support additionally.
4.14 Wear degree control (maximum permissible wear)
In case of maximum permissible wear it is nec-

essary to replace such parts with new ones.
For supports of Version the maximum per-

missible clearance is 3 mm. To check the
clearance lift the base plate of bolster with
lever.
10-849
For version C clearance in operating condi-
tion under load (i.e. when tractor truck is cou-
pled with semi-trailer) is to be no less than 5
mm.
For supports of Version E maximum permis-

sible clearance is 5 mm. To check the clear-
ance lift the base plate of bolster with lever.
New locking mechanism

When bolster is locked properly the distance
between stopper protrusion and base plate in-
ner edge is to be no less than 10 mm. If the
distance is less than 10 mm, it is necessary to
check the following items for deformation:
control handle (7) and lever (6).
10-850
Maximum permissible wear of locking
mechanism
If the distance between lever pivot and limit-
er rib is 0 mm (upper figure) or, appropriate-
ly, outer locking slot is in engagement, the
locking mechanism is considered to be worn
out. In this case following adjustment of
locking mechanism is impossible.
Bolster is to be replaced if base plate upper

surface is worn out at any point up to the
depth of lubricating groove ". Outer
surface " " above supports may be worn
approximately to 8 mm, i. . approximately
for 3 mm deeper than the bottom of lubricat-
ing groove. All the above does not concern
version W.
For bolsters of version W maximum allowed

wear of antifriction linings is considered to
be reached if their surface is worn out up to
upper surface of fastening screws heads.
10-851
4.15 Functional check-out (Performance control)
When tractor truck and semi-trailer are decou-
pled the edge of locking slot is to protrude out-
side for 6 mm minimum. Check is carried out
when neck A of (new) coupling pivot depresses
the tip B of locking catch and control handle is
retained in direction indicated with an arrow. If
specified distance is less than 6 mm, it is neces-
sary to check control handle (7), lever (6) or
locking catch (4) for deformation and wear.
4-16 Locking mechanism adjustment
Release hexagon locknut (23). Unscrew adjusting screw (20) so that it is not in contact with tip of
locking catch (4). Tapping control handle (7) slightly move locking catch (4) to extreme position or
couple tractor truck with semi-trailer again. With control handle (7) thrown forward screw up ad-
justing screw (20) clockwise again so that it thrusts against the tip of locking catch and control han-
dle (7) shifts in direction of opening of bolster. To adjust basic clearance of 0,3 mm screw in adjust-
ing screw (20) clockwise for one and a half of revolution then lock it against turning with lock nut.
10-852
5 Specification of spare parts and units for version JSK 37 / Z
Pos. No. Name No. for order

1 Locking hook SK 1489
1 Locking hook + item pos. 26 for JSK 37 AZ SK1489Z
2 Extension spring SK847
3 Spindle SK 2106-67
4 Locking catch SK 3205-06
5 Locking catch bolt, assy SK 3221-01
6 Lever SK 3105-18
7 Control handle (standard, version) SK 3105-15
8 Screw with hexagon head, assy SK1513
9 Double extension spring SK 3105-20
10 Replaceable ring SK 2105-19
11 Screw with cylindrical head SK 2121-07
12 Supports post 185 mm + item pos. 14 and 15 SK2104-03MI
12 Supports post 150 mm + item pos. 14 and 15 Sk 2104-04MI
13 Outer ring SK 803-2
14 Inner ring SK 803-1
15 Sealing ring SK 809-1
16 Belleville spring SK 1428
17 Screw, assy + item pos. 16 SK 870-1
18 Grease cup SK 3121-11
19 Lubricating system pipe SK1989
20 Adjusting screw SK 3105-05
21 Threaded nipple connection SK1976
22 Guide SK 3205-07
23 Hexagon nut SK 2121-78
24 Eye-bolt, assy SK 2122-04
25 Elements of centralized lubrication, assy SK 3108-02
+item pos. 26 for JSK 37 AZ
26 Fixing clips SK 3121-13
27 Screw with hexagon head, assy SK 3521-03
Beginning from serial number 0428
28 Resilient lock washer with spacer SK 3121-59
beginning from serial number 0428
29 Locking latch, assy SK 3121-52
beginning with serial number 0428
30 Locking lever SK 3105-115
31 Control handle SK 3105-113
32 Cable, assy SK 3521-02
35 Cotter pin SK 1974
JSK 37 up to serial number 23
JSK 37 AZ up to serial number 24
36 Latch hook SK1436
JSK 37 AZ up to serial number 24
10-853
Pos. No. Repair sets for JSK 37 No. for order
1,2,3,10,11 Repair set for locking mechanism SK 3221-50
1,2,3 Repair set for locking mechanism. SK 3221-52
1,2,3,8,10,11,36 Repair set for locking mechanism up to serial number SK 3121-50
23 .
1,2,3,8,10,11 Repair set for locking mechanism up to serial number SK 3121-56
0428 .
13,14,15,17 Repair set for supports SK 2121-53
Pos. No. Repair sets for JSK 37 AZ No. for order

1,2,3,10,11,25 Repair set for locking mechanism. SK 3221-50 Z
1,2,3,25 Repair set for locking mechanism. SK 3221-52 Z
1,2,3,8,10,11, Repair set for locking mechanism. SK3121-501
25,36 up to serial number 24
1,2,3,8,10,11,25 Repair set for locking mechanism. SK 3121-56 Z
beginning from from serial number 040428
13,14,15,17 Repair set for supports SK 2121-53
Pos. No. Additional list of equipment No. for order

1,25 JSK 37 in JSK 37 AZ SK 3108-05
32,33,34 Control handle extension, assy SK 3121-063
6 Specification of spare parts and units for version JSK 37 / Z
10-854
Pos. Name No. for order
No.
1 Locking hook SK1489
1 Locking hook +item pos. 26 for JSK 37 CZ SK1489Z
3 Spindle SK 2106-67
5 Locking catch bolt, assy SK 3221 -01
6 Lever SK 3105-18
7 Control handle (standard version) SK 3105-15
12 Supports post 185 mm SK 2104-01
13 Upper rubber cushion SK1259
14 Lower rubber cushion SK 2105-25
15 Partition SK 1372
20 Adjusting screw SK 3105-05
21 Threaded nipple connection SK1976
22 Guide SK 3205-07
25 Elements of centralized lubrication, assy + item pos. 26 SK 3108-02
27 Screw with hexagon head, assy, beginning from serial number 0428 SK 3521-03
28 Resilient lock washer with spacer beginning from serial number SK 3121-59
0428
29 Locking latch, assy, beginning from serial number 0428 SK 3121 -52
32 Cable, assy SK 3521 -02
35 Cotter pin SK1974
JSK37 up to serial number 23
JSK 37 CZ up to serial number 24
36 Latch hook SK1436
JSK 37 CZ up to serial number 24
10-855
1.2.3.10,11 Repair set for locking mechanism SK 3221-50
1,2,3 Repair set for locking mechanism SK 3221-52
1,2,3,8,10,11,36 Repair set for locking mechanism up to serial number SK 3121-50
23
1,2.3,8,10,11 Repair set for locking mechanism up to serial number SK 3121-56
0428
13,14,16 Repair set for supports SK 2121-69
Pos. No. Repair sets for JSK 37 CZ No. for order

1,2,3,8,10,11,25 Repair set for locking mechanism SK 3221-50 Z
1.2.3,25 Repair set for locking mechanism SK 3221-52 Z
1,2.3,8.10,11,25, Repair set for locking mechanism up to serial number SK 3121-50 Z
36 24
1,2,3,8,10,11,25 Repair set for locking mechanism, beginning from serial SK3121-56Z
number 0428

1,25 JSK37C in JSK37CZ SK 3108-05
32,33,34 Control handle extension, assy SK 3121 -063
7 Specification of spare units and parts for version JSK 37
10-856
No.
1 Locking hook + item pos. 26 for JSK 37 AZ SK1489Z
3 Spindle SK2106-67
5 Locking catch bolt, assy SK 3221-01
6 Lever SK 3105-18
7 Control handle (standard version) SK 3105-15
13 Rubber insert Sk 2905-94
14 Support spindle + item pos. 16 SK 3104-05
16 Threaded plug JS 1101-12
20 Adjusting screw up to serial number 28 SK 3105-05
20 Adjusting screw, beginning from serial number 31 SK3105/-97
21 Threaded nipple connection SK 1976
22 Guide SK 3205-07
25 Elements of centralized lubrication, assy + item pos. 26 SK 3108-02
28 Resilient lock washer with spacer SK 3121-59
29 Locking latch, assy SK 3121-52
32 Cable, assy SK 3521-02
41 Support insert, beginning from serial number 31 SK 3105-95

1,2,3,10,11.25 Repair set for locking mechanism SK3221-50Z
1,2,3,25 Repair set for locking mechanism SK 3221-52 Z
1,2,3,8,10,11,25 Repair set for locking mechanism SK 3121-56 Z
up to serial number 28
13.14,15,41 Repair set for supports SK 3121-61
beginning from serial number 31
10-857
32,33,35 Control handle extension, assy SK 3121-063
8 Specification of spare units and parts for version JSK 37 CW /EW

No.
36 Quickly wearing part SK 3105-92
37 Fastening ring SK 3105-93
39 R.h. antifriction lining SK 3105-87R
L.h. antifriction lining up to serial number 27
R.h. antifriction lining SK3105-129R
L.h. antifriction lining, beginning from serial number 29 SK3105-129L
41 Support insert only for version EW SK 3105-95
42 Adjusting screw SK 3105/-97
Pos. Repair sets for JSK37CW/EW No. for order

No.
39.40 Repair set for antifriction linings up to serial number 27 SK 310B-001
Repair set for antifriction linings beginning from serial number
29 SK 3106-003
10-858
9 Instructions on collection and disposal of wastes
Worn out units and parts represent valuable material that may be returned to the production cycle.
These materials may be classified into plastic, rubber and metals.
Marking and indication of plastics and rubber is to be performed according to recommendations
VDA 260. Before collecting and disposal of wastes if necessary remove oil and grease from parts.
Characteristics of SK-S 36.20.

Light, cast bolster for 20 t.
- Reliable and durable;
- Optimized weight;
- Maintenance-free supports with long service life;
- Connections for central lubricating system;
- Simple and reliable adjustment of clearance
- Version with automatic lock stop;
- One-hand maintenance.
Technical data
Type Constructive height Load on bol- Value D Weight Angle of longi-
ster tudinal swaying
mm t kN kg degrees
SK-S 36.20 128 20 152 120 8
SK-S 36.20 150 20 152 124 12
SK-S 36.20 185 20 152 127 15
SK-S 36.20 250 20 152 135 15
Load on bolster and D value are the criteria of allowed load of bolster. D is determined ac-
cording to the following formula: D=g·0,6 · m · ma /( m +ma -A) , (kN), where
m – gross tractor truck weight; ma – gross semi-trailer weight; – allowed load on bolster; g – free
fall acceleration, (9,81 m/sec2 ).
RECOSS sensor safety system
New sensor safety system RECOSS (Remote Control Safety System) is offered for all the
variants of bolsters SK-S 36.20
The set of RECOSS additional equipment is necessary to connect RECOSS system.
RECOSS system improves safety of traffic, reduces expenses due to possibility to avoid
damages, i.e.:
- constant control of coupling;
- signal of bolster condition in driver’s cab;
- visual and audible warning signal in case of incorrect coupling;
- signal for driver at operations;
- possibility of simple and non-expensive further equipping of bolster SK-S 36.20;
- standard version is equipped with ADR control unit.
10-859
10-860
The system stays active even when the lamps go out and controls bolster working constantly.
All malfunctions that occur generate corresponding signals immediately.
«Georg Fischer» company produces ready-to-fit sets of wires and control systems which are
to be connected according to installation instructions.
Type control according to EN 60947 and VDE 0660, part 208.
Control EMV DIN 57879 and VDE 0879 and STVZO § 55.
Testing number according to standard : 1-00-0218.
Maintenance of SK-S 36.20

Before first installation of bolster it is necessary to lubricate the lock and coupling plate.
Bolster coupling steps:
Prop up semi-trailer;
Draw out holder of locking completely;
Closing is to be performed in open position;

Semi-trailer plate is to be for 50 mm lower than bolster plate.
10-861
Leave the area between tractor truck and semi-trailer.
Than slowly drive the tractor truck under the semi-trailer.
Locking is blocked automatically.
Coupling variants:
- Variant - with spring hooks. Spring hook suspension serves to control closing. If it is im-
possible repeat the procedure of bolster coupling.
- Variant - with safety valve. The safety valve moves into closing position automatically.
The holder of locking at this moment is fixed against shifting to the left and to the right. If the safe-
ty valve did not snap and the catch is not adjacent to the holder of locking it is necessary to repeat
all the steps of bolster coupling.
10-862
Bolster decoupling steps:
Prop up the semi-trailer with wedges on firm horizontal surface;
Disconnect all the cables between tractor truck and semi-trailer;
Unlock coupling
Variants of decoupling:
- Variant with spring hook.
Remove spring hook 1, turn holder of locking to the left 2, draw outside 3, hang the holder at
the edge of the plate 4 and 5.
- Variant with safety valve.

Press downwards with thumb the holder which takes aside the safeguard 1 (perform mainte-
nance with one hand). As in Variant A turn the holder of locking to the left 2, draw outside 3, hang
the holder on the edge of the plate 4 and 5.
Then run the tractor truck out of the area of coupling with semi-trailer.
Bolster lubrication.
Lubrication point for locking system is located at the edge of bolster plate. Lubrication is al-
lowed to be performed only when the bolster is locked.
Plate surface is to be lubricated with extreme-pressure resistant lubricant. Then perform lubri-
cation regularly every 5000 km. Before lubricating it is necessary to remove old lubricant from the
surface with spatula.
Bolster is designed for centralized lubrication as well.
10-863
Wear control.
Coupling plate
Visual check (If coupling plate is worn out to the lubricating groove bottom, it is necessary to
replace the plate to new one).
Closing of coupling
Check the wear level with the help of maximum size template in closed position. If put above
template of maximum size fits into the aperture easily in closed position it is necessary to adjust
coupling (see Clearance adjustment). Subsequently replace the ring and lock when adjustment limit
is achieved.
Kingpin
Measure both of the diameters with the template of maximum size in longitudinal and
transverse directions. If dimensions are <71mm or <49mm, replace the kingpin.
10-864
Clearance adjustment.
Adjustment is necessary to compensate wearing of lock parts. But it does not effect on kingpin
wear.
Bolster locking adjustment is performed with non-worn out kingpin (as a template). Adjust-
ment is performed with two screws in the locking holder which has threaded holes with pitch
0,5mm (Tightening torque=46Nm).
Repair procedures.
To repair couplings the following tools are necessary:
- torque wrench;
- set of screws with cylindrical heads (SW 6mm; SW 7mm; SW 17mm);
- set of tips for wrench SW 30mm;
- header;
- combination pliers;
- punch (diameter 30mm);
- ring-shaped thin spanner SW 17mm.
- round pliers for outer rings F2,3mm.
Replacement of coupling ring.

). unscrew screws with cylindrical heads SW 7. Remove ring, turning it for 90°. Clean ring
seat on the coupling plate.
b). Lubricate a new ring with high pressure lubricant, mount it and turn to 90°.
Note: Upper edge of ring is to be adjacent to coupling plate! Turn up with self-tightening
screws with cylindrical head (Tightening torque=46Nm).
10-865
Replacement of lock, bearing bushing.
a). unscrew four screws (SW 30) from bearing
post;
b). draw out clamps located on the edge;
c). Remove bolster plate from bearing posts and
put on the work bench two blocks with height of
100mm;
d). Remove spring in the lock (put fixing lock in to

the position “coupling” and additionally remove
spring near locking holder);
e). remove outer stopper security ring and thrust

disk;
f). pull out pin (pawl) from the lock;
10-866
g). draw out the lock, clean the hole on the bolster
plate and lubricate with high pressure lubricant;
h). mount the new lock, pin (pawl);
i). Fix the pin (pawl) with outer stopper security

ring and thrust disk;
j). Mount two springs and draw out locking holder

to put it into coupling position;
k). Check bearing bushing and cup for wear (in

case of significant wear replace them);
10-867
l). Put rubber caps on to the bearing posts;
m). Place bolster plate on to the bearing posts;
n). Mount clamps laterally to the bolster.
o). screw up four screws (SW 30) to fasten bearing

posts (tightening torque=400Nm).
10-868
APPENDIX
RBL VARIABLE GEAR RATIO STEERING UNITS.
MAINTENANCE MANUAL.
Contents:
1. General.
2. Maintenance intervals.
3. Inspection procedures.
Guidelines.
Inspection of steering gear on a vehicle.
Outer leak-proofness.
Outer damages.
Mechanical inspection of the steering gear.

Check for fastening security of steering gear.
Check for pitman arm setting on a steering gear shaft.
Check for presence of mechanical backlash.
Check for steering angle.
Hydraulic check of the steering gear.

Connection of hydraulic control means.
Check for maximum pressure.
Check for oil leakage
Check for pressure limiter in hydraulic power steering unit.
Check for control valve reset.
4. Check list.
10-869
1. GENERAL.
1.1 The manual concerns the RBL steering gears with variable gear ratio.
1.2 All operations on steering gears and steering linkage should be executed with maximum care-
fulness and honesty.
1.3 It is necessary to remove and to change steering gears and steering linkage elements on vehi-
cles suffered in road accidents, onto new steering gears and linkage.
1.4 Perform all operations on the steering gear in clean premises. All connecting pipelines should
be cleaned before pick up This concerns oil tank either, prior cover removing. At pipelines disas-
sembly, avoid oil dropping onto the steering gear. It concerns also filling or topping up the HY-
DRAULIC FLUID in a tank.
ATTENTION! USE ONLY HYDRAULIC FLUIDS OF THE SAME GRADES ACCORDING

TO THE INSTRUCTION OF THE VEHICLE MANUFACTURER.
1.5 All activities on disassembly and assembly should be done only with tools recommended by the
vehicle manufacturer.
ATTENTION! USE ONLY PROPERLY FUNCTIONING TOOLS! WHEN USING DE-

FECTED OR WORN-OUT TOOLS, THE INJURIES ARE POSSIBLE!
2. INSPECTION INTERVALS
Subsequent inspec- Number of rec-

First inspection
Operating conditions tions ommended inspec-
Check on truck. tions
- Trucks for construc- after 800000 km or
tional works and of off- 24000 operation
every 200000 km or
road capability; 200000km or 6000 hours, to solve the
every 6000 operation
- Heavily loaded trucks. operation hours or problem of installa-
hours or maximum in
maximum in 5 years. tion of new steering
5 years.
gear
- Long-haulage trucks. after 1250000 km,

- Buses. to solve the prob-
500 000 km every 250000 km. lem of installation
of new steering gear
.
NOTICE: At excessive loads the change of the steering gear may be demanded earlier.
10-870
3. INSPECTION PROCEDURES.
GENERAL.
The steering hydraulic system comprises the following: the steering gear, power steering pump,
oil tank, pipes and hoses of hydraulic system and connecting elements (for example, unions).
The present maintenance manual concerns only steering gear. All other units should be checked
up according to their maintenance manuals.
Before the inspection it is necessary to estimate the condition of truck and steering gear. It is
recommended to make a check trip before and after inspection.
Prior the check trip, check the oil level in a tank.
ATTENTION! CHECK THE OIL LEVEL WITH ENGINE RUNNING IDLE. WHILE EN-
GINE IS RUNNING, CONSIDER THE MANUFACTURER’S RECOM-
MENDATIONS.
If necessary, top up oil. ATTENTION: follow the notes in item 1.
If oil level is considerably reduced and there is a hazard that air could enter the steering system,
bleed air from the hydraulic system of steering gear, according to item 3.1.5.
3.1.5. BLEEDING AIR FROM STEERING HYDRAULIC SYSTEM.

3.1.5.1. Lift the truck by the driven axle or set wheels on a turntable.
3.1.5.2. Prime the tank with oil up to mark "max".
3.1.5.3. Start the engine idling.
ATTENTION! WHEN ENGINE IS RUNNING, OBSERVE RECOMMENDATIONS OF
THE MANUFACTURER.
3.1.5.4. Rotate the steering wheel to the left / to the right from stop to stop and short-time valve
opening. Continue this procedure and top up oil till the oil level in high-mark zone ceases to reduce
and there are no air bubbles in a tank.
ATTENTION! WITH ENGINE SHUTDOWN, OIL LEVEL MAY RAISE ABOVE THE
MAXIMUM MARK.
3.1.6. The instruments and adjusting tools should be regularly checked for correspondence to
accuracy required.
ATTENTION! USE ONLY INSTRUMENTS AND ADJUSTING TOOLS ADVISED BY
THE TRUCK MANUFACTURER.
10-871
3.2. EXPERTISE OF VEHICLE STEERING SYSTEM.
ATTENTION: DURING ALL OPERATIONS ON A VEHICLE CONSIDER THE IN-
STRUCTIONS AND SAFETY MEASURES OF THE VEHICLE MANU-
FACTURER.
3.2.1. OUTER LEAK-PROOFNESS.

The steering gear with signs of outer leakage should be cleaned. With this, you may determine
the oil leakage from other sources.
Check up the steering gear with engine running. . Check whether all pipelines and joints in a
circuit of steering gear are tight. With this, rotate a steering wheel many times approximately
through half of a turn to the left and to the right to open a control valve in order to raise pressure in
a steering gear circuit.
Check up all pipelines and hoses of a hydraulic system for deformation, wearing and brittle-
ness. If necessary, change the hoses, pipelines and items of joints.
ATTENTION: USE ONLY HOSES AND PIPES TESTED FOR PRESSURE AND AL-
LOWED BY VEHICLE MANUFACTURER.
At leakage of steering gear on input shaft and /or adjusting pins of the pressure limiter in a
hydraulic power steering unit, restore their leakage-proofness.
In case of all other leakages, the steering gear should be changed.
ATTENTION! SEE THE “RBL” OR TRUCK MANUFACTURER REPAIR MANUAL.
3.2.2. OUTER DAMAGES.

3.2.2.1. Inspect for dents from shocks on cast and forged parts (for example, non permissible dis-
assembly and assembly of pitman arm with the hammer). If need be, change the steering
gear.
3.2.2.2. Inspect for traces of burning (non permissible disassembly of pitman arm with the welding
burner). If necessary, change the steering gear.
3.2.2.3. Inspect for presence and integrity of the following caps:
- rubber cap of the input shaft;
- plastic caps (side board of the segment shaft, the opposite side of the steering gear case);
- plugs for holes of adjusting pins of hydraulics cutoff. If necessary, change the caps.
“RBL” suggests repair sets, incorporating these parts, for separate types of steering gears.
ATTENTION! SEE THE “RBL” OR TRUCK MANUFACTURER REPAIR MANUAL.
3.2.2.4. The cranking (deformation) of conical fine-splined joint of segment shaft. Inspect for
possible force effects, as for example, road- transport accident impact or similar effects. At obvious
cranking or suspicion of deformation, take down the pitman arm, eliminate possible rust from coni-
cal fine-splined joint of segment shaft, and inspect for damages.
Steering gear with visible damages should be changed immediately.
3.2.2.5. Other signs of operation in accident-similar conditions. Inspect and check the steering
gear and, if necessary, change.
3.3. MECHANICAL TESTING OF STEERING GEAR.
ATTENTION: DURING ALL OPERATIONS ON A TRUCK FOLLOW THE INSTRUC-

TIONS AND SAFETY MEASURES OF THE TRUCK MANUFACTURER.
3.3.1. Check for the pitman arm setting on the segment shaft of steering gear..
NOTICE: During inspection, follow the items 3.2.2.4 and 3.3.5 (pitman arm disassembling). Check
the fastening hex nut for lock.
10-872
Check for hex nut and pitman arm proper setting should be done during truck parking. En-
gine runs idle.
Steerable axle is loaded normally (standard).
Carry out the inspection rotating the steering wheel to and through thus creating different
loads on steering gear. The setting stability should be certified.
In case of poor fastening and slight pitman arm loosening, remove it and inspect the coni-
cal splined joint on segment shaft and on pitman arm. If there are damages on steering gear pitman
arm and on segment shaft, change them.
ATTENTION! THE HEX NUT SHOULD BE CHANGED ACCORDING TO THE IN-
STRUCTION OF THE TRUCK MANUFACTURER. MAKE PROPER NUT
FASTENING.
3.3.2. CHECK FOR FASTENING BOLTS SETTING.

Rotate the steering wheel many times through half of a turn to the right / to the left until the
control valve opens. With this, check whether the steering gear is fixed reliably on its mounting
bracket.
If there is a relative movement, the steering gear should be removed from mounting bracket
and the bearing surfaces of steering gear bracket should be inspected carefully. If necessary, change
the bracket and/or the steering gear.
Check the fastening bolts for completeness and tighten with torque recommended by truck
manufacturer.
3.3.3. CHECK FOR NEUTRAL POSITION AND STRAIGHT LINE MOTION.
The front axle is lifted or put on a turntable.
ATTENTION! FOLLOW THE INSTRUCTIONS OF THE TRUCK MANUFACTUR-
ER.
Set the steerable wheels in the middle position (motion on a straight line).
The marks for straight line motion INPUT SHAFT/VALVE BODY and marks for STEER-
ING PITMAN ARM/of SEGMENT SHAFT and STEERING GEAR CASE should coincide. If case
of deviations from small permissible tolerances, it is necessary to adjust the steering links position.
ATTENTION! IF DEVIATIONS DISCOVERED EXCEED ABOVE MENTIONED VAL-
UES, IT IS NECESSARY TO ELIMINATE ANY EXTERNAL MECHANI-
CAL DAMAGES. CHECK ACCORDING TO ITEM 3.2.1. ALL OTHER
STEERING LINKAGE PARTS SHOULD BE ALSO CHECKED ACCORD-
ING TO THE TRUCK MANUFACTURER INSTRUCTION.
3.3.4 CHECK FOR MECHANICAL GAP.

The gap is measured on a steering wheel with engine shut-off, truck is on concrete floor as
rough as possible (Fig. 2).
Prior the check cycle, rotate a steering wheel to the left and to the right slowly to see whether
there is no large mechanical gap. Such gaps in linkage elements should be eliminated or these parts
should be preliminarily changed onto new ones.
10-873
Fig 2 Measurements of a mechanical gap of a steering wheel
3.3.4.1. The steerable wheels should be in position of straight line motion.

3.3.4.2. Fix a scale or markings above the center of a steering wheel.
3.3.4.3 Fix the arrow on a windshield or on dashboard so that it is in center of a scale or mark-
ings (zero position).
3.3.4.4. Rotate a steering wheel easily with thumb or forefinger to the left up till a noticeable
start of resistance-to-rotation increase. Count or mark the scale indication. Then, rotate the wheel
easily to the right till a noticeable start of resistance-to-rotation increase. Also, count or mark the
scale indication.
ATTENTION! IF THERE IS NO GAP OR IN CASE OF RESISTANCE-TO-ROTATION
INCREASE, DO NOT ROTATE THE STEERING WHEEL FURTHER. IN
SUCH CASE, THE CONTROL VALVE IS ADJUSTED AND THE PATH
OF ROTATION IS NOTICEABLE.
MAXIMUM PERMISSIBLE INTERVAL:

STEERING WHEEL
diameter 400 diameter 450 diameter 500
mm mm mm
Steering gear case 32 mm 36 mm 40 mm
Steering gear case with flanged angular 37 mm 41 mm 45 mm.
reduction gear or with a separate angu-
lar reduction gear.
3.3.4.5. In case of permissible index excess, repeat the test. In such a case, do the following:
- lock the steerable wheels (l.h. front wheel with the left-side steering gear and r.h. front wheel
with right-hand steering gear).
ATTENTION! FOLLOW THE INSTRUCTIONS OF TRUCK MANUFACTURER. BE

CAUTIOUS WITH TOOLS UNDER PRESSURE.
- if there is large mechanical gap despite the wheel locked, repeat the measurement with the
locked pitman arm.
In this case, along side with measurement of mechanical gap of the steering gear measure the
mechanical gap of steering column (with cardan joint with spider).
ATTENTION! FOLLOW THE RECOMMENDATIONS OF TRUCK MANUFACTURER.
10-874
If permissible parameters are exceeded despite the proper condition of linkage parts, and all
other linkage elements are in good condition too, then the steering gear should be changed.
3.3.5 CHECK FOR SEGMENT SHAFT ROTATION ANGLE (rotation of steerable
wheels).
Clear out that mechanical limitation while steerable wheels rotation takes place in the axle, but
not in a steering gear case.
3.3.5.1 Lift the truck by the front axle or put it on a turntable.
3.3.5.2. Rotate a steering gear to the right or to the left against axle stop. Check for mechanical
limitation of steering knuckle on the axle. For this purpose, use a stick of 0.1-0.2 mm. It should not
pass between thrust parts.
ATTENTION! THRUST POINTS SHOULD BE CLEANED PREVIOUSLY.
3.3.5.3 If stick passes between thrusts, on one or both sides, remove the steering link and with
further rotation of steering wheel, check for residual angle.
ATTENTION: PRIOR THE INSPECTION START, REMOVE THE STEERING LINK
AND THEN AGAIN PLACE IT EASILY. AT REMOVAL, FOLLOW THE
RECOMMENDATIONS OF TRUCK MANUFACTURER.
3.3.5.4. Repeat check from the other side.

ATTENTION! REPLACE THE STEERING LINK ACCORDING TO THE IN-
STRUCTION.
3.3.5.5. In case of no residual angle from any side, adjust the limiting screws of front axle
(steerable) wheels in a new way.
ATTENTION! MAKE ADJUSTMENT ACCORDING TO INSTRUCTION OF THE
TRUCK MANUFACTURER.
3.4. STEERING HYDRAULIC SYSTEM INSPECTION.

3.4.1. Control devices connection.
Hydraulic control of the steering gear on truck should be carried out by a hydrotester (for exam-
ple, tester of the steering gear SERVO TEST 550).
The tester should be placed in pressure piping between pump and steering gear acc. to Fig. 1.
ATTENTION! FOLLOW THE TESTER OPERATION MANUAL.
CHECK UP OIL LEVEL AND BEAR IN MIND THE GUIDELINES OF
ITEM 3.1.5.
AFTER TESTER NSTALLATION, ELIMINATE AIR FROM STEERING
GEAR CIRCUIT ACCORDING TO ITEM 3.1.5 (Fig 1).
10-875
Fig 1. Hydrotester connection.
To operate the tester:
- to set the additional reverse (drain ) pipeline between a tester and oil tank to inspect for oil
leakage;
- when operating the tester without oil leakage check, bear in mind the following:
) Additional drain pipeline between tester and oil tank is not required for steering gears with
a pressure limiting valve disposed in a pump or delivery line before a tester.
In such case, the pressure limit is provided prior a tester.
The pressure limit valve of the steering gear may adjust pressure of tester-built-in lock valve.
B) Additional drain pipeline between a tester and a tank is required for steering gears with
pressure limit valve arranged in the steering gear or in delivery line after a tester.
In this case, a pressure limit valve is unable to adjust the lock valve throttle pressure, and con-
sequently, adjustment is provided by a tester, and the adjusted flow should be retracted back
through an additional drain line.
When using the pressure limit valve in power steering pump as well as in the steering gear; the
pressure limit valve dictates the necessity of using additional drain line between a tester and oil
tank.
The tester should be set so that it is easily visible and its indications are sharp and definite.
3.4.2. CONTROL OF STEERING GEAR FOR MAXIMUM PRESSURE.

3.4.2.1. The truck is lifted by the front axle or set on a turntable.
3.4.2.2. Oil temperature is 50oC.
3.4.2.3. Between the wheel rotation stops (of the steerable axle), the second man should hold a
thrust block (diameter is about 15 mm). That block should be of such size, that limitation of rotation
took place between 0.5 and 1.0 turns of a steering wheel prior achievement of usual axle thrust.
ATTENTION! OBSERVE INSTRUCTIONS OF THE TRUCK MANUFACTURER.
THERE IS A HAZARD OF PERSONAL INJURIES WHEN WORK-
ING WITH GEARS UNDER PRESSURE. THERE IS A HAZARD AL-
SO WHILE HOLDING A THRUST BLOCK.
3.4.2.4. A steering wheel, while engine idling, should be rotated against stop to the left and then
immediately to the right. The control valve thus should be completely opened. It is reached in
case when the steering wheel is rotated by force of 50-100 N to the left or to the right and is re-
tained accordingly for about 5 seconds.
10-876
3.4.2.5. Read out the indications of oil pressure during rotation and compare the data of the
manufacturer with maximum pressure in a steering system. For example, with indications of
150+10 atm., the actual pressure should be between 150 and 160 atm. According to item
3.4.2.6, pressure may drop up to 147 atm.
3.4.2.6. If specified pressure is not reached, the causes are:

) the power steering pump is faulty (check the pump), or
b) the steering gear is faulty (the pressure limit valve is faulty, the rotation limit valves are not
leak-proof, large oil leakage).
If measured pressure is more than 3 atm. lower than prescribed by the manufacturer, the steering
gear should be changed.
For example, parameters of the manufacturer are 150+10 atm., change at 147 atm. or less.
ATTENTION! USE ONLY TESTED AND PRESCRIBED MEASURING DEVICES.
3.4.3. CHECK THE STEERING GEAR FOR INTERNAL OIL LEAKAGE.

3.4.3.1. Truck is lifted by the front axle or set on a turntable.
3.4.3.2. Oil temperature is 50 .
3.4.3.3. Between the wheel rotation stops (of the front axle), the second man should hold a
thrust block, diameter is about 15 mm. That block should be of such size that limitation of rotation
took place between 0.5 and 1.0 turns of a steering wheel before achievement of usual axle thrust.
3.4.3.4. Maximum pressure of a tester of hydraulic system should be adjusted to 100 tm. If
maximum pressure specified by the manufacturer is less than 100 atm, the control pressure should
be set to be 30 atm. lower.
3.4.3.5 A steering wheel, with adjustable flow supplied by the power steering pump, should be
rotated against stop to the left and then to the right.
With this, the control valve should be completely opened. It is achieved while rotating the steer-
ing wheel with force of 50-100 N to the left or to the right and retaining it approximately for 15 se-
conds.
MEASUREMENT PERIOD is 30 seconds.

The flow supplied should be measured at opening the control valve to the right and to the left.
3.4.3.6 Permissible internal oil leakage to the left /to the right: 1,5 l/min (with measurement pe-
riod of 30 sec: 0,75 l/min).
3.4.3.7. If specified quantity of oil leakage is exceeded, the causes may be:
-a pressure limit valve is not leak-proof;
- pressure limit valves in power steering unit are not leak-proof;
-the internal seals (glands) are not leak-proof.
ATTENTION! TAKE INTO ACCOUNT THE SPECIFIED OIL TEMPERATURE.
3.4.4. CONTROL OF PRESSURE LIMIT IN POWER STEERING UNIT.

The control and adjustment of the pressure limiter in power steering unit should be conducted in
accordance with instruction of “RBL”.
3.4.5. CONTROL OF STEERING VALVE RESET.

3.4.5.1 Set the steerable wheels in middle position (straight line motion).
3.4.5.2 Lock the steering gear in middle position accord with instruction of the truck manufac-
turer.
3.4.5.3. The engine runs idle.
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3.4.5.4. Temperature of oil is 50oC.
3.4.5.5. Register the oil flow pressure.
3.4.5.6. Open the control valve completely to the left to create maximum pressure. For this, ro-
tate a steering wheel with force of 50- 100 N to the left and release slowly. Then, rotate a steering
wheel again till pressure increase of 10 atm. Then, quickly release it. The control valve should gen-
tly return to its neutral position.
Then, register the pressure.
The permissible pressure may be 1.0 atm. more than the flow pressure.
ATTENTION! TORQUES AND TIGHTENING MOMENTS OF STEERING COLUMN
WITH CARDAN JOINT WITH SPIDER SHOULD BE MEASURED.
THEREFORE, ENSURE THESE PARTS ARE IN GOOD CONDITION
AND SHIFTED EASILY.
3.4.5.7. Repeat the inspection procedure, to the right.
3.4.5.8 The excessive pressure may be caused by seizure or hard shifting of steering column.
To eliminate it, remove the cardan joint with a spider of a steering column from the steering
gear input shaft and align the steering gear by direct action onto the input valve in sequence de-
scribed above.
ATTENTION! FOR DIRECT ACTION ONTO THE INPUT SHAFT, USE A SUBSTITUTE
OF A CARDAN JOINT OR SPECIAL TOOL ACCORDING TO TRUCK MANUFACTUR-
ER INSTRUCTION (GRIP FOR THE INPUT SHAFT).
The steering column should operate without problems and jamming.
The inspection should be repeated using a properly functioning steering column.
3.4.5.9 If, nevertheless, the registered pressure is higher than the standard, the steering gear
should be changed.
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4. CHECK SHEET
INSPECTIONS TESTS
SITE OF INSPEC- NOTES SITE OF IN- NOTES

TION (OK; faulty; the SPECTION (OK; faulty; the steer-
steering gear is ing gear is changed)
changed)
3. Inspection is
performed
3.1.Notes 3.1.3.
General condition
3.1.4.
Inspection of tank
3.2. Inspection of
steering gear on
the truck
3.2.1. External 3.2.1.External leak-
leak-proof proof
3.2.2. Application 3.2.2.1. Points of im-

of force from out- pact
side
3.2.2.2. Points of burning
3.2.2.3. Caps
3.2.2.4. Segment shaft
3.2.2.5.Other
3.3.Mechanical 3.3.1.Setting of the
check of steering pitman arm
gear
3.3.2. Attachment
bolts
3.3.3.
Mid position
3.3.4 Mechanical
gap
3.3.5 Rotation an-

gle
3.4 Inspection of 3.4.2. Maximum
the steering hy- pressure
draulic system
3.4.3. Oil leakage
3.4.4. Limit of ro-

tation
3.4.5. Return to
initial position
10-879
APPENDIX
REPAIR MANUAL
RBL – power steering unit

Compact 700 V
CONTENTS
Safety instructions
Technical data for power steering unit of RBL C700 VW
Description
Functions
General instructions on inspection, maintenance and repair
System parts, review
PERMISSIBLE REPAIR IN SPECIALIZED WORKSHOP:
Leakage on the input shaft - changing of shaft sealing ring
Leakage in holes for hydraulic power steering unit adjustment - change of pressure limit pins
Change of faulty cover on the steering pitman arm shaft
Repair set of parts
Special tools
10-880
SAFETY INSTRUCTIONS
GENERAL
The suggested brief review contains the important instructions; they are distributed on degree
of relevance, so that the user acquires necessary knowledge needed to avoid casualties, damage of
the equipment and environment harm.
ATTENTION! IF, DESPITE THE SAFETY PRECAUTIONS REALIZED, AN ACCIDENT
TAKES PLACE, FOR EXAMPLE, A CONTACT WITH A CAUSTIC ACID,
PENETRATION OF FUEL INTO A DERMAL COVER, BURN BY HOT
OIL, INGRESS OF ANTIFREEZE INTO EYES ETC., ADDRESS TO THE
DOCTOR IMMEDIATELY.
1. SAFETY INSTRUCTION
INSPECTION, ADJUSTMENT AND REPAIR SHOULD BE
CARRIED OUT BY SPECIALISTS.
* Secure the truck against spontaneous movement .
* Working with springs, make a support for a frame.
* Store the units correctly while disassembling. Only specialists may
start and operate the engine.
* When the engine operates, do not approach close to rotating parts.
Wear the tight clothes.
* Do not touch heated engine by naked hands because of danger of
burn! Ladders, step-ladders and everything around the engine should
not be oiled. Otherwise, you may slip.
* Use only operable tools. The worn-out wrenches slide off. Be cau-
tious!
* There should be no people near the cargo suspended on crane hook.
The hoisting device should be kept in good order.
* Collect the flowed out brake liquid. The brake liquid is a waste
product of special sort. Observe the instruction on recycling (see
page 15).
* The brake liquid is poisonous! Avoid contacts with food stuffs and
open wounds!
* Channels of cooling liquid circulation should be opened only when
the engine is cooled down. If it is required to open them at not cooled
down engine, observe the instructions contained in the chapter
"CARE".
* If hoses and pipelines are under pressure (oil channels for greasing
or for cooling liquid or any circuit of hydraulic oil), it is prohibited
neither to open, nor to tighten them: the liquid flowing out under
pressure is dangerous!
* During inspection of nozzles, do not hold hands under a jet of fuel.
Do not inhale fuel vapors.
10-881
While working with truck electric system, disconnect the batteries.
ATTENTION! In a box of storage battery, detonating gas may be
formed. During batteries detaching, because of not disconnected con-
sumers designed for long work, (for example, the travel recorder and
so forth), a spark may originate which will ignite the gas. Therefore,
before detachment, blow through a box of the storage battery with
compressed air.
* Tow the truck only with the connected batteries. (Minimal charge is
40 %)! Do not use the starting unit with fast-charge device! Fast bat-
tery charge should be carried out only at the disconnected plus and
minus wire!
* Disconnect batteries if the truck stands, or recharge every 4 weeks.
CAUTION! The acid in batteries is poisonous and caustic. Gas in
batteries is explosive.
* Operating with batteries, observe the instruction of the manufacturer.
* MEASUREMENT OF THE VOLTAGE is carried out only using
the corresponding instruments! Entrance resistance of the instru-
ment should be, at least, 10 Ohm.
* Disconnect and connect a cable of electronic control devices only
with switched OFF ignition!
* DURING ELECTRICAL WELDING, be sure to “ground” the weld-
ing device wherever closer to the site of welding. Do not put a cable
of the welding device in parallel to truck electric wiring. Batteries
should be disconnected. The “plus” wire should be connected elec-
trically to “minus” wire.
DO NOT USE THE FRAME AS SINGLE-WIRE SYSTEM WITH
RETURN OF THE CURRENT THROUGH THE CASE! At the sub-
sequent superstructures, - for example, the hoist - ADDITIONAL
ELECTRIC CONNECTION of sufficient section is necessary to be
laid THROUGH THE CASE, otherwise, there may be a connection
on the case through the ropes, cable cutting, shafts, gears and so on.
As a consequence heavy damages can arise.
Additional measures on prevention of accidents are presented in "In-
structions for welders".
* POLYAMIDE PIPES
ATTENTION! DANGER OF BURNING!
* You can see such plate (see beside) on the inner side of a cover of
the fuel or oil tank. It warns that drilling or welding are prohibited
beside the plastic pipes.
* DURING PAINTING, it is possible to subject the electronic parts
to influence of high temperatures (max. 95 ° C) only for short time;
at max. 85°C, duration may constitute up to 2 hours;
Disconnect the batteries.
* While processing the asbestos items, it is necessary to observe the
instructions given at the end of this chapter.
10-882
2. INSTRUCTIONS ON PREVENTION OF ENGINE DAMAGE AND PREMATURE DETERI-
ORATION
* PRIOR REPAIR, CAREFULLY CLEAN THE ENGINE. Keep up that during repair, dirt, sand or
other extraneous subjects do not get inside the engine.
* As soon as operation malfunction takes place, immediately define and eliminate the cause to
avoid the greater malfunction.
* Always use only GENUINE SPARE PARTS. Usage of "the same proper parts" from other manu-
facturer may become the cause of strong damage for which the workshop from which these parts
are released bears the responsibility. (See the chapter "Restriction of the responsibility on equip-
ment and parts”).
* Do not use the "dry" engine, i.e. without lubricant and/or coolant priming.
THE ENGINES NOT READY FOR OPERATION SHOULD BE SUPPLIED WITH SPE-
CIAL PLATES WITH CORRESPONDING INSTRUCTIONS.
* Always use materials allowed by MAN co. (oil for engine, protection against corrosion and freez-
ing). Observe cleanliness. Fuel should be free of moisture.
* DO NOT PRIME THE ENGINE WITH OIL ABOVE THE MAX MARK. DO NOT EXCEED
THE MAX ALLOWABLE INCLINATION OF THE ENGINE.
Otherwise, it is possible to damage the engine seriously.
* Control instruments (the control of additional charge, oil pressure, coolant temperature) should
operate faultlessly.
* Observe the maintenance instructions of the three-phase current alternator, see the manual.
3. RESTRICTION OF THE RESPONSIBILITY ON EQUIPMENT AND PARTS
For your benefit, we recommend to use (for your MAN truck) the equipment that is allowed
by MAN co. and MAN original spare parts. The reliability of MAN truck operation is defined by
usage of such equipment and spare parts. As for other products, even if they have TUV admission
or the sanction of corresponding agencies, we cannot give conclusions and do not bear any respon-
sibility for them.
SUPERSTRUCTURES OR SPECIAL SUPERSTRUCTURES
If any, observe the instructions or rules of the corresponding manufacturer.
STORAGE
If buses or trucks are stored or not used for more than 3 months, it is necessary to observe the
special rules according to manufacturer specifications M 3069 part 3.
10-883
4.INSTRUCTIONS ON PREVENTION OF ENVIRONMENT HARM USING THE FOLLOW-
ING SUBSTANCES:
COOLING LIQUID
Handle the undiluted antifreeze as special waste products. At recycling the waste cooling liq-
uid (a mix of antifreeze with water), it is necessary to observe instructions of competent local bod-
ies.
CLEANING LIQUID AND WASHING WATER FROM COOLING SYSTEM
Cleaning liquid and washing water may be drained into the sewerage only if it is not prohibit-
ed by special local instructions. But anyway, it is necessary to provide that cleaning liquid and wa-
ter are drained through oil filtration with dirt pocket.
FILTERING INSERTS
At purging the filtering insert, it is necessary to observe that the filtered dust is sucked away
through the sucking device or deposited in deduster. Otherwise, use a respirator. While washing an
insert, protect the hands with rubber gloves, protective cream, as cleaning means dissolves fats
heavily.
ENGINE OIL, CARTRIDGES AND INSERTS OF FILTERS, INSERTS FOR DRY FILTRATION
Oil is utilized as scavenge oil. Strictly observe that oil did not penetrate into the sewerage system or
soil as there is a danger of infection of drinking water! Filtering inserts, cartridges (in filters for oil
and fuel, inserts for a dry filtration in air dryers) are the waste products of a special sort and should
be utilized with skill. Observe the instructions of local agencies.
THE USED ENGINE OILS
Long-term or repeated contacts of skin with any sorts of engine oils cause the skin degreasing.
It may cause drying, irritation or inflammation of skin. Besides, the used engine oil contains harm-
ful substances which, as experiences on animals had shown, caused the skin cancer. With ob-
servance of basic rules of a labour protection and hygiene, even the manipulation with the waste
engine oils will not put harm to health.
SAFETY PRECAUTIONS FOR PROTECTION OF YOUR HEALTH
* Avoid long, excessive or repeated contacts of skin with scavenge engine oils.
* Protect skin of your hands with a special protective cream or gloves.
* Clean the skin soiled with engine oil in the following way:
- Thoroughly wash up the hands with water and soap
- The brush for nails renders the effective help
- The special cream will facilitate washing the dirty hands
- Do not use gasoline, diesel fuel, gasol or solvents.
* After washing, apply a fat-containing cream onto skin.
* Change clothes and boots impregnated with oil.
* Do not put the rags impregnated with oil in pockets of clothes.
WATCH THE CORRECT RECYCLING OF THE USED ENGINE OIL.
ENGINE OIL IS THE SUBSTANCE DANGEROUS FOR WATER
Therefore, do not pour out used oil onto the soil, into the water sources, into drains or sewer-
age. Infringements of these rules are subject to application of penal sanctions.
Carefully collect and utilize the used oil. You can receive information on sites of collection
from the seller, supplier or in local agencies.
10-884
5. HOW TO USE THE ASBESTOS CONTAINING PARTS
* Some parts of the truck may contain asbestos. Spare parts and where
it is necessary, their packing have a corresponding marking (see Figure
beside).
* At machining the asbestos parts, the asbestine dust may be released.
* In order to prevent possible harm to health, take corresponding securi-
ty measures and adhere to the following advices:
Work whenever possible outside or in well ventilated room;
Use manual means or slowly operating equipment provided, in case
of necessity, with dedusting means.
Prior cutting or drilling the parts, humidify them!
Humidify the asbestos dust, place in well closed capacity, utilize as
waste products of special sort.
TECHNICAL DATA OF RBL (C-700V) HYDRAULIC POWER STEERING UNIT
C-700V: 50° 0° 50°

Gear ratio (depends on pitman arm shaft rotation angle): 21,5 : 1 18,2 : 1 21,5: 1
Number of the steering wheel revolutions 2,7 0 2,7
or
Gear ratio (depends on a pitman arm shaft rotation angle):
Number of the steering wheel revolutions
The moment of resistance to rotation at hydraulic pressure of 150 6.550 5.510 6.550
atm.
Allowable maximum pressure 160 atm.
Allowable operation temperature 80°
Short-time maximum allowable operation temperature 120°
Hydraulic oil Automatic Transmission
Fluid type A
The pump minimum capacity 16 l/min
Pressure on drain, approximately 3 atm.
Range of adjustment of hydraulic power assistance 10° from both end posi-
tions
The pressure limiting valve is set onto mark 150 + 10 atm.
Power assistance steering systems are designed on basis of modular principle, i.e. all mechan-
ical and hydraulic parts are placed in one compact case.
The function of this design is based on "ball nut" system with the gear piston and a shaft with
a groove for segment key, the mechanical gear ratio varies. The varied mechanical gear ratio gives
the effect of increasing of the available moment of forces on steering wheel rim at turning when
wheel turn is increasing.
10-885
MECHANICAL PARTS of the steering gear, Fig. 1,
are:
* steering gear shaft [5] and built - in circulating
balls
* steering pitman arm shaft[4] and piston [2] with
special meshing
THESE PARTS WORK WITH HIGH MECHANI-
CAL EFFICIENCY
* pressure limiter pin in the power steering system
[6] in a gate case
* pressure limit valves [3]
* pressure limiter pin in the power steering system
[6] in the steering housing [1]
Fig. 1.
HYDRAULIC SYSTEM. Its operation is pro-
vided with the GATE OF THE BUTTERFLY
VALVE, the minimal sizes of overlapping of passage
channels with valve provide the accuracy of steering.
The pump [A], driven from the engine, soaks
up the hydraulic oil from the tank [B] and creates
necessary pressure in a system, the pressure is neces-
sary for reduction of effort on the steering wheel rim
at turning. The hydraulic circuit is closed and con-
nected with high-pressure hydraulic hoses [C].
In the tank, the hydraulic oil is filtered.
The piston, under hydraulic load, attenuates the vi-
bration which is transferred from wheels onto the
steering gear.
There are two valves in the steering gear piston [3]
which prevent the unnecessary high load on the steer- Fig. 2.
ing gear parts at maximal wheel turn.
These valves may be adjusted from outside by means of the pressure limiter pins in the power steer-
ing system in such a way that to lower the hydraulic pressure at the maximal turn and, thus, to pro-
tect parts from overload.
If the wheel tire of the front axle bursts, the control mechanism immediately reacts and oppos-
es the force originated because of tire burst. Thus, the driver may hold the truck under control. The
necessary return effort on the steering wheel is thus insignificant.
If the hydraulic system failed on any reason or the engine shut down, the truck may be driven
further as with mechanical control system, though, with greater effort.
10-886
MECHANICAL SYSTEM OF THE STEERING
GEAR
The steering wheel effort which the driver renders
on, is transferred through the steering gear shaft
[5] to circulating hinges [2] located in the piston,
they promote the longitudinal movement of the
piston. Due to the piston and steering pitman arm
shaft meshing [4], a rotary movement of the pit-
man arm takes place.
Fig. 3
HYDRAULIC SYSTEM OF THE STEERING

GEAR
SLIDE VALVE
Slide valve in the top part of the steering
gear doses out and automatically distributes on
both sides of the piston the hydraulic oil pressure
which is necessary for effort reduction on the
steering wheel rim during turn.
[20] - bearings
] - uniting hole for drain
[Q] - pressure supply point
[R] - uniting hole for delivery oil pipe
): parts with only mechanical movement
): parts with mechanical -hydraulic movement
Fig. 4.
): motionless parts
The rotor [21] of this valve is supplied with the stops for the left-hand and right-hand rotation
due to this, in case of power steering system failure or engine stop, it is possible to drive without
hydraulic support. The input shaft / steering gear shaft group includes two hydraulic parts: a valve
rotor [21] and stator of the valve as a steering gear shaft [5]. Both parts are connected with each
other by means of an elastic rotating core [22]. It creates the relative rotary movement required for
valve functioning, and creates the feeling of direct connection with road
10-887
Axial grooves [S] allocated above the rotor in regular intervals cause (together with the steer-
ing gear shaft grooves located on opposite side) the increased or reduced oil flow which, depending
on the direction of the valve rotor, goes through ring grooves in valve case [8] to a corresponding
delivery cavity of the steering gear case [1] and creates hydraulic support to the piston while its mo-
tion.
CENTRAL POSITION OF THE VALVE

In neutral central position of the valve, the hydraulic liquid
acting from the pump, flows back directly in the vessel, as in-
let grooves match with the drain holes in a rotor.
Fig. 5.
STEERING MOVEMENT
If the driver applies an additional effort to rotate the steering wheel, this additional effort will result
in rotation of slide valve in steering wheel socket and will interrupt oil flow to tank. The channels
conducting in the left-hand or right-hand delivery cavities will open simultaneously, and, thus, hy-
draulic pressure created by the pump, influences on the piston working surface and will advance it
in an axial direction.
Fig. 6.
The oil which has flowed out during the piston stroke, will flow through the open grooves of the
steering gear onto the opposite side and further through uniting holes to the drain pipeline into a
tank. Rotary movement of the steering wheel with working engine will be transferred through a ro-
tating core, or with pressure absence, through mechanical stops directly to the steering gear shaft.
10-888
HYDRAULIC LIMITATION OF THE STEERING TURN ANGLE
As soon as the piston reaches the maximal angle of turn, the pin of pressure limiter in power
steering unit [6] influences on:
bottom (with right rotation) or on
top (with left rotation) valve
of the pressure limiter [3], squeezes out a corresponding ball from its position and thus, con-
nects both delivery cavities.
Thereof oil under pressure gets into the delivery cavity located opposite, efforts are counter-
balanced and system becomes released. It helps to avoid a mechanical overload of the steering
mechanism and levers.
PRESSURE LIMITATION AND ADJUSTMENT OF OIL QUANTITY
The following valve available in the steering gear limits pressure in system up to the greatest
rated value at which the necessary moment on steering wheel rim is created.
The amount of hydraulic oil proceeding in a circuit is adjusted in the pump by the valve so
that the volume of flow corresponds to certain present requirement and ensures continuous and uni-
form servo support in accord with response of steering gear.
MAINTENANCE INSTRUCTIONS:
The manual offered to your attention should promote that you could perform the necessary
procedures on RBL power steering unit maintenance and repair.
All works are to be carried out properly and honestly. It is necessary to remove and to change
the power steering items on vehicles suffered in road accidents, onto new ones! Performing the op-
eration, observe the cleanliness. Prior disassembly, clean all sites of joints and also clean the tank
before removing a cover.
Correct, reliable work of RBL power steering unit is guaranteed only while using the recom-
mended in documentation hydraulic liquid. With oil leakage during repair, add only the same grade
of oil. Do not mix with other grades. If it is impossible to avoid use of other grade, the steering gear,
the pump and tank should be empted properly prior new refilling.
STEERING SYSTEM DRAINING
* Lift the truck by the front axle so that wheels had no contact with ground.
* Dismantle the drain pipeline between the tank and the steering gear.
* Start the engine on max. 10 seconds so that oil has flowed out of tank and pump.
* Stop the engine; rotate the steering wheel several times from stop to stop to empty the steering
system.
* Clean the tank outside. Take out the filter, insert the new one.
REFUELING OF STEERING SYSTEM
* ATTENTION: Connect all hydraulic joints!
* With truck lifted by the front axle, fill oil into the tank up to the top edge.
* Crank the engine, add more oil, and avoid air ingress into the hydraulic system because of level
decrease.
* With upper mark achieved, rotate a steering wheel several times with regular intervals in both di-
rections until bubbles in a tank stop emerging. If it is required, add more oil.
* During refueling and air bleeding, the system should work with the low pressure (the engine is on
the parking brake), otherwise oil - air emulsion may be formed.
* Check up oil level with engine working. It is correct, if the level is between minimum and maxi-
mum marks. With stopped engine, the level may be higher than maximum.
Dirty oil: Observe instructions on recycling the dirty oil!
CAUTION! Do not use drained oil again! With view of environment protection, do not drain the
dirty oil into drains and do not spill on the ground!
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CONSTRUCTION ITEMS. GENERAL
Fig. 7.
1 - steering gear case; 2 - piston; 3 - pressure limiter valve; 4 - steering pitman arm; 5 - steering gear
shaft; 6 - pressure limiter pin in power steering unit; 7 - -ring; 8 - case of valves; 9 - ring with
thread; 10 - shaft sealing ring; 11 - thrust ring; 12 - inner dust seal; 13 - outer dust boot; 14 - bearing
with seal; 15 - thrust ring; 16 - thrust washer in power steering unit; 17 – cover; 18 – cover; 19 –
nut; 20 - steering gear shaft support; 21 - input shaft (rotor); 22 - rotary core (Fig.4); 23 - plug (not
shown); 24 - bolt for cover; 25 – cover; 26 – pipes.
PERMISSIBLE REPAIR IN SPECIAL WORKSHOP

LEAKAGE ON THE INPUT VALVE:
CHANGE OF SHAFT SEALING RING
Numbers given in square brackets [] correspond to numbers of sepa-
rate parts in the construction description (Section "Construction items.
General).
Numbers given in braces {} designate the special tools.
The procedures described below for changing of seal can be carried out
with STEERING SYSTEM MOUNTED ON THE TRUCK.
Prior to faulty sealing ring disassembly, clean carefully the top part of
steering gear, start the engine and rotate the steering wheel several times
from stop to stop. Then, check up whether there is a leakage of oil
through a sealing ring [10] on input shaft.
Fig. 8.
10-890
TO DISMANTLE THE SHAFT SEALING RING
Release the spider between the steer-

ing column and input shaft [21] and take it
off. Then, remove the outer cover[13]
[10] A sealing ring of a shaft
[12] Inner dust seal
[13] Outer dust cover
[15] Thrust ring
[21] Input shaft
Fig. 9
Remove the inner dust seal [12].
ATTENTION! Do not use the sharp tool.
Fig. 10
With the help of round pliers, take out the

thrust ring [15].
Fig. 11
10-891
Connect a remover {9.075}. If it is re-
quired, take a round pin 7 - 8 mm for help.
INSTRUCTION: the release bolt of the re-
mover should not be screwed-in so that the re-
mover does not rest prematurely against the
shaft- valve group [5]. Keep up that the sealing
ring of a shaft in process of remover screwing-
in is not pressed inside the steering gear. If this
has taken place, be sure to disassemble the
steering gear in the manufacturer’s plant.
Screw-in the release bolt of a remover
clockwise up till contact with steering shaft [5].
Continue rotating until the sealing ring of a
shaft is released. Remove a ring.
Check and clean a threaded ring [9] and
input shaft in zone of sealing. Fig. 12
IN ZONE OF SEALING, THERE SHOULD
BE NO SCRATCHES, TRACES OF RUST
OR OTHER POLLUTIONS!
INSTALLATION OF THE SHAFT SEALING RING
Put the taper bushing {9.077} (till stop) on the

splined surface of input shaft to avoid damage
of a sealing collar of shaft sealing ring during
assembly.
Fig. 13.
Grease the shaft sealing ring (grease is in
repair set) and manually place onto the assem-
bly mandrel {9.078}. Move near an assembly
mandrel, tap it with plastic hammer uniformly
and directly until it approaches a threaded ring
onto some 1 mm. Remove an assembly man-
drel.
Using round pliers insert the thrust ring
[11] into threaded ring orifice closer to the
shaft sealing ring and again put on an assembly
mandrel {9.078}.
With light tapping, provide final position of
thrust and sealing rings (the thrust ring should
enter the groove provided in a threaded ring).
ATTENTION! If the shaft sealing ring has Fig. 14.
entered deeper into the steering gear, then, be
sure to dismantle the gear and disassemble on
the manufacturer’ plant.
10-892
To insert the inner dust seal [12] using an as-
sembly mandrel {9.078} and to pack the same
grease.
Fig. 15.
Put on an outer dust cover. Check the input
shaft travel easiness with fitted handle {9.091}
through rotary motion. It will be possible only
when the front part of the truck is lifted and the
steering axle moves freely. Otherwise a consid-
erable effort will be necessary for rotation, as
all items of the steering gear from pitman arm
up to wheel hub are to be shifted.
Spider of the steering column is to be placed
onto the input shaft.
Fig. 16.
LEAKAGE OF HOLES FOR ADJUSTMENT OF POWER STEERING UNIT:

CHANGING OF PRESSURE LIMITER PINS
The procedures described below for changing of seal may be carried out WITH THE STEER-
ING GEAR MOUNTED ON A TRUCK.
Numbers given in square brackets [] correspond to numbers of separate details in the descrip-
tion of system items (Section "Construction items, general).
Numbers given in brackets {} designate the special tools.
10-893
Before demounting of pressure limiter
pins [6], drain oil from the steering system (see
the chapter "GENERAL INSTRUCTIONS ON
INSPECTION, REPAIR AND MAINTE-
NANCE").
Pressure limiter pins [6] are to be de-

mounted as follows:
1. The pressure limiter pin above the valve

body.
2. The pressure limiter pin below the steering

gear case.
For described steering gears, the TOP

VALVE of the limiter works at the LEFT-
HAND ROTATION of the input shaft, and the
BOTTOM valve - at RIGHT-HAND ROTA-
TION of the input shaft.
Fig. 17
DEMOUNT THE PRESSURE LIMITER UPPER PIN IN VALVE BODY.
Before demounting the pressure limiter

upper pin, carefully clean the body [8]. With
the help of collets, pull out a plug [23] above
the pin of the pressure limiter.
By means of a screwdriver, undo a pin in a

body counter-clockwise; rotate it until thread is
demeshed.
Fig. 18
10-894
To release a pin of the pressure limiter,
the assistant should start the engine for short
time to create hydraulic pressure in the steering
system. With starting, the pin of pressure limit-
er will “jump out" of valves body if at this
moment the steering wheel is rotated to the left
or, with removed spider, the input shaft is ro-
tated by means of handle {9.091}.
ATTENTION! Secure the people and
equipment against pin “jump out”. For this
purpose, use the clean rags capable to absorb
oil, which has been wrapped and kept around a
pin. Fig. 19
Immediately stop the engine again to avoid
much hydraulic liquid poured out.
MOUNTING OF THE PRESSURE LIMITER UPPER PIN

Grease the round ring [7] on a pin. Insert a pin into hole in a valve
body. Be cautious with seal of a round ring! Avoid the dirt ingress
and ring items damage because of improper handling.
Screw in the pin of the limiter having made some 5 - 6 revolutions
clockwise.
Prime the steering system with oil, eliminate air (see the chap-
ter "GENERAL INSTRUCTIONS ON INSPECTION, MAINTE-
NANCE AND REPAIR").
Now, preserve the orifice for a pin with grease and close by plug Fig. 20
[23.].
DISASSEMBLY OF PRESSURE LIMITER BOTTOM PIN IN A STEERING CASE

Dismantling and installation of the bottom pin of pressure limiter are similar to changing of
the top pin.
ATTENTION! Safety measures while dismantling the bottom pin are similar to those de-
scribed above.
TO CHANGE THE FAULTY COVER ON SHAFT OF PITMAN ARM

The procedures described below suppose the dismantling of steering gear together with pit-
man arm (the names of separate items are given in section "Items, review").
Take down the cover of the body from the side of pitman arm [18].
Undo a nut [19] on a pitman arm shaft [4]. Take the pitman arm off a shaft with the help of a
remover. It is impossible to knock either a pitman arm shaft or a pitman arm itself with a hammer.
Remove a cover from a body. If the cover fits tightly, be cautious to squeeze out its edge by a
screwdriver along the whole perimeter of a body. The special tool it is not required here.
INSTALLATION OF THE BODY COVER [18] FROM SIDE OF PITMAN ARM

Grease the groove in the body and space around a thrust washer and manually put on a cover.
Slightly tapping with a hammer on a cover, put it on a place. It should adjoin to the body
along the whole perimeter.
10-895
Mount the pitman arm; watch meanwhile that marks on pitman arm and on the body thus co-
incide. Tighten with a new nut (the tightening torque is 550 Nm); dive the fixing fillet of a nut into
two tucks from the face side of a pitman arm shaft at least onto depth of 2,5 mm.
Assembly is made in reverse sequence as disassembly. Check up whether there are no damag-
es of a thread on fixing bolts, if any, change them on new ones.
USE ONLY ORIGINAL BOLTS (12.9)! Tighten the bolts with torque from 580 up to 700
Nm.
While installing and dismantling the steering gear on a truck, address to instructions in the
chapter "GENERAL INSTRUCTIONS ON INSPECTION, REPAIR AND MAINTENANCE", and
also observe the safety measures, do not forget about required torques while tightening the fixing
bolts!
Fig. 21.
Position Name Number of sets
6 Pressure limiter pin 2
7 -ring 4
10 Shaft sealing ring 1
11 Thrust ring 1
12 Inner dust seal 1
13 Outer dust cover 1
17 Cover 1
18 Cover from the side of pitman arm 1
19 Safety nut 2
23 Plug 80
Grease 80 g
10-896
Accession numbers of RBL for repair sets C-500 V:
-500V - 715-021
1. Remover {9.075}
2. A cover with fine-splined joint for input

shaft {9.077}
3. Mounting mandrel for input shaft sealing

{9.078}
4. The handle for input shaft {9.091}
10-897
ADJUSTMENT OF HYDRAULIC PRESSURE LIMITERS IN POWER STEERING UNIT
(to be performed with achievement of extreme angles of turn by steerable wheels)
RBL Power steering units
CONTENTS
1. Functions of hydraulic pressure limiter

1.1. General
1.2. The description of operation
2. Adjustment of hydraulic pressure limiter

2.1. Plant adjustment
2.2. Adjustment on truck
FUNCTIONS OF HYDRAULIC PRESSURE LIMITER
1.1. General
1.1.1. This description concerns the RBL power steering units with mechanically adjustable hy-
draulic pressure limiter.
1.1.2. All procedures with steering gear and steering linkage should be carried out with care and
honesty.
1.1.3. Perform all operations with steering gear observing the highest level cleanness. Those
places of the steering gear in which the adjusting pins are located, should be clean, in case of
need, clean them prior the adjustment. After cleaning, take out plugs ( ) with pliers.
ATTENTION! WITH ADJUSTMENT OVER, AGAIN USE THESE PLUGS.
1.1.4. All works on adjustment should be carried out only with the help of tool admitted by truck
manufacturer.
ATTENTION! USE ONLY THE FAULTLESS TOOL. IF THE TOOL IS WORN-OUT OR
WITH DEFECTS, IT PRESENTS DANGER BOTH TO YOU AND TO THE EQUIPMENT.
1.2. THE DESCRIPTION OF FUNCTION

1.2.1. The hydraulic pressure limiter ensures the significant decrease of hydraulic pressure in any
cavity of steering system and prevents thus the increase of pressure in a system with
achievement of maximal turn angle by steerable wheels.
Thus, the following is achieved:
- the increased temperature of oil is avoided
- the pump and the complete steering system are protected from prolonged action of max-
imum load.
10-898
1.2.2. The hydraulic pressure limiter
Fig. 2.1. Valves are closed.

Designations:
A - plug 1 - adjusting bolt 1
B - stop 2 - adjusting bolt 2
D - sealing ring 1 - valve seat 1
G - spring 2 - valve seat 2
J – piston F1 - ball 1
K - valve body F2 - ball 2
L - steering gear case H1 - pressure cavity 1
H2 - pressure cavity 2
In the piston (J), two valves seats ( 1 and 2) with spring - actuated balls (F1 and F2) are dis-
posed longitudinally. In the valve body ( ) and in the steering gear case (L), there are fixed adjust-
ing pins ( 1 and 2) which enter into pressure cavities ( 1 and 2).
With piston displacement to the right or to the left final position, the adjusting pins press onto
balls (F1, F2) in valve seats ( 1 and 2). The balls rise. The valve of pressure limiter remains
closed until the adjusting pin drives a ball from a valve seat under influence of piston displacement.
Fig. 2.2. The left valve is open
10-899
Fig. 2.3. The right valve is open
With piston displacement to the left, the ball (F2) being effected by pressure in delivery cavity
2) will rise from a valve seat ( 2), the pressure will press a ball (F1) to a valve seat ( 1), the
valve will assure the leakage-proofness.
With further piston displacement to the left, a ball (F1), before final position of the piston is
achieved, will press onto adjusting pin ( 1). The ball (F1) will be forced-out by a valve seat (E1).
With ball (F1) separated from a valve seat ( 1), both delivery cavities ( 1 and 2) will com-
municate with each other. The oil under pressure in delivery cavity ( 2) will flow into the cavity
1), the latter it is connected by drain channel with oil tank.
With piston displacement to the right, the process is similarly to that described above, only in
reverse direction.
With valve of pressure limiter opened, the piston in a steering system may shift to the left / to
the right up to mechanical stop. Depending on resistance in a steering gear, the steering now is im-
possible or possible only with great efforts applied as hydraulic action is considerably attenuated.
2. ADJUSTMENT OF HYDRAULIC PRESSURE LIMITER
2.1. ADJUSTMENT ON THE PLANT

The first adjustment of hydraulic pressure limiter is carried out at manufacturer’s plant.
Adjustments concern the parameters or as agreed with the manufacturer.
2.2. ADJUSTMENT IN TRUCK

2.2.1. In pressure line between a pump and a steering system, a pressure gauge is to be inserted
(Fig. 24). The limit of the gauge pressure should be 20 % higher than the maximal pressure
in a steering system.
10-900
Fig. 24. A circuit of steering system with a pressure gauge.
the hydraulic pressure limiter adjusting pin( 1) - for pitman arm deviation in direction M.
the hydraulic pressure limiter adjusting pin ( 2) - for pitman arm deviation in direction .
2.2.2. For trucks with steerable axle being rigid (i.e. with suspension being on a cross spring) –
lift that axle with the help of hoist to unload the steerable wheels.
For trucks with independent suspension – dispose the steerable wheels on rotating disks so
that it is possible to load them uniformly and thus, to avoid discrepancy of adjustment by different
springing of wheels.
2.2.3. Check up or adjust the wheels turn angle (an adjusting bolt is at a steering knuckle). Then,
with engine idling, to carry out the adjustment of hydraulic pressure limiter.
Temperature of oil is (20…50)° .
2.2.4. The assistant should hold a metal plate with thickness of 2 mm (Fig. 25) on left and on
right stop of axle.
ATTENTION! Follow the recommendations of the manufacturer. Be careful while manipulating

with the tool under pressure. Do not forget about danger, the plate may be crumpled
at holding. At lowering, pay attention to spring – loaded items.
Fig. 25. Distance till the stop of the wheel

1 - Stop bolt, 2 – Axle wheel stop
10-901
With left or right stop achieved for shaft of distance plate, it is necessary to achieve the ex-
treme position of the valve completely. It is reached when the steering wheel is rotated with effort
50 - 100 N to the left or to the right and kept in this condition for some 5 seconds.
During testing, the speed of engine (about 1200 min - 1) should be within the adjustable range
of the hydro pump. With such extreme position of the valve, address to pressure gauge for oil pres-
sure indications.
2.2.5. For adjustment/inspection, use a plate of 2 mm (Fig. 25).

During such inspection, it is necessary to be convinced that hydraulic pressure limit takes
place with wheel stop achieved. With left or right wheel stop, the steering valve is shifted into ex-
treme position (hand-applied effort on a steering wheel is 50 - 100 N).
In this position, register the oil pressure by a pressure gauge. Pressure of oil should start to fall
in comparison with the maximum pressure up to 5 ± 2 tm, for example the maximal pressure is
150 tm.
Pressure drop onto 147 up to 143 atm. If not so, it is necessary to adjust the hydraulic pressure
limiter acc. to item 2.2.6.
2.2.6. Displacement of the adjusting pins should be proceeded with neutral position of the steer-
ing valve (release the steering wheel) and with engine idling.
ATTENTION! Adjusting pins are preserved from undoing.

Still, do not bend being in this place to avoid spontaneous oil splashing-out or some
item jumping-out. During adjustment, be sure to drive-in the adjusting bolts home
very cautiously, with very small torque. If the torque of screwing-out rises heavily,
the stop ( ) may be pressed off its holder. It is required only while dismantling the
adjusting pins.
During adjustment take into account the following:

if, during inspection according to point 2.2.5, the pressure drop is not enough, the adjust-
ing pin ( 1 or 2) needs to be screwed-in deeper rotating to the right (see item 2.2.1. Fig.
24).
if during inspection according to item 2.2.5 the pressure drop is too great, the adjusting pin
1 or 2) needs to be screwed-out while rotating to the left (see item 2.2.1. fig. 24).
ATTENTION! The adjusting pin is fixed in its position.

The additional safety means (seal tensioning effort) are not required.
2.2.7. Rotate the steering gear up to achievement of the left and right wheel stop. In any com-
pletely extreme position of the valve (hand-applied effort on steering wheel is 50 - 100 N),
read the oil pressure indication on a pressure gauge.
The residual pressure in the steering gear should be as follows:
6...12 l/min <60 atm. and
16...25 l/min <80 atm.
Such inspection should show that with wheel stop on axle, the valve of the hydraulic pressure
limiter (in comparison with the measurement in item 2.2.6) should be open more widely and greater
pressure drop should be achieved.
10-902
Service
Design
Operation
Maintenance
Inspection
ZF ServocomR
Types 8090, 8095, 8097 and 8098
ZF Lenksysteme GmbH
D-73522 Schwäbisch Gmünd
Telephone (07171) 31-0 Fax (07171) 31-4396
8090 I 04/04 e
Table of Contents / Safety Note
Table of contents
Page
I. Safety note . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
II. Design and operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
III. Servicing work
1 Hints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2 Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
3 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
4 Oil change and bleeding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
5 Setting the hydraulic steering limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
IV. Repair of external leakages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
V. Replacing and setting the switch (222) and the potentiometer (232) . . . . . . . . . 23
VI. Removal and re-installation of the steering gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
VII. Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
VIII. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
IX. Key to numbers in figures and exploded drawing . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Maintenance report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Inspection report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
I. Safety note
Attention: Important safety note for the driver and the workshop personnel,
respectively
If the steering system is in a perfect working order, the steering efforts the driver has to exert on
the steering wheel are low (e.g., 30 N corresponding to approx. 3 kg).
In the event of a failure of the hydraulic assistance (for example owing to lack of oil) the effort
needed to carry out a steering motion will increase considerably (for example to 450 N correspond-
ing to approx. 45 kg).
As this happens very seldom and unexpectedly, the driver may be led to believe, erroneously, that
the steering system cannot be moved at all any longer.
However, even in the event of a failure of the hydraulic assistance, there is always a mechanical
connection between the steering wheel and the road wheel ensuring that manual steering at in-
creased steering efforts can take place.
To avoid damages inside the steering gear and damages to the steering column, the steering effort
at the steering wheel rim must not exceed 700 N (approx. 70 kg) when steering motions are
carried out without hydraulic assistance and at vehicle standstill.
Instructions on Design, Operation, Maintenance and Inspection 1

Design and Operation
II. Design and operation

1 Design
The housing of the ZF Servocom steering gear houses the steering valve, the steering cylinder
and a complete manual steering gear.
The oil flow and the pressure required by the steering gear is supplied by an engine-driven pump.
To achieve this, the oil is taken in from the oil tank and fed back to the tank via the pump and
the steering gear.
The housing (A) - see Fig. 1 - and the piston (B) have the function of a cylinder. The piston
transforms the rotation of the steering input shaft (C) and of the worm (D) into an axial motion
which it transmits to the sector shaft (F).
The piston (B) and the worm (C) are positively connected with each other by means of a ball chain.
As the worm rotates, the balls at one end of the chain are taken up by a recirculation tube and
fed back to the other end so that an endless ball chain is formed.
The teeth of the piston (B) and of the sector shaft (F) cause the sector shaft to rotate when the
piston is displaced.
Fig. 1
Valve rotor in
mid-position
A Housing
B Piston
C Valve rotor/steering
input shaft
D Valve sleeve/worm
E Torsion bar
F Sector shaft
G Pressure relief valve
H Replenishment valve
Q Oil tank
R Vane pump
S Flow limiting valve
Return line pressure
2 Instructions on Design, Operation, Maintenance and Inspection

The steering valve consists of the valve rotor (C) which is carried in a needle bearing in the worm
and is provided with six control grooves on the circumference, and of the valve sleeve (D) on the
worm.
A torsion bar (E) pinned to the valve rotor (C) and the worm (D) keeps the steering valve in
mid-position as long as no effort is exerted on the steering wheel.
A pressure relief valve (G) limiting the maximum pressure within the steering system may be
integrated in the steering gear housing.
In addition, a replenishment valve (H) sucking oil from the return oil line when a steering motion
without hydraulic assistance takes place can be fitted to the housing or to the steering valve.
In comparison with constant ratio steering gears, variable ratio steering gears are more direct
around centre than outside the mid-position area, which has a favourable effect on the steering
performance during straight ahead driving as minor steering corrections only, if any, are required.
At the same time, in the static parking range requiring a wider steering wheel turning angle a
higher hydraulic torque is available at the sector shaft owing to the more indirect steering ratio.
In the event of a failure of the hydraulic assistance the steering efforts at the steering wheel rim
are lower in this range than they would be for a constant ratio steering gear.
The 3 functional drawings to Figs. 1 to 3 give a simplified representation of the steering valve and
the oil flow. In addition, these figures give a cross-sectional view of the steering valve in order to
schematically represent the connections from the steering valve to the cylinder chambers and the
mode of operation of the valve.
2 Operation
When a torque is transmitted from the steering input shaft to the worm or vice-versa, the torsion
bar is subjected to a deformation in the elastic area of its length, causing a torsion to occur be-
tween the valve rotor and the valve sleeve and, thus, to move the control grooves of the valve
rotor away from the mid-position as compared with the position of the valve sleeve control
grooves.
When the steering wheel is released, the action of the torsion bar will make the steering valve
return to the neutral (mid) position.
Through the bore in the housing, the oil flows into the annular groove of the valve sleeve and is
fed to the arcuate control grooves of the inner valve rotor through three symmetrically-arranged
radial bores.
The position of the control grooves in the valve rotor and the valve sleeve is such that, in the
mid-position of the steering valve, the oil can flow through the inlet slots (J and K) to the axial
grooves (N and O) of the valve sleeve, which are also arcuate. From there, the oil can freely flow
through radial bores to the cylinder chambers.
As long as the steering valve is in the mid-position, the oil can flow to both cylinder chambers,
and via the three return grooves (P) in the valve rotor it can also flow off to the oil tank.

2.1 Forward steering motion to the right (piston with right-handed thread)
Fig. 2
Valve rotor in
operating position
Steering wheel turned
clockwise
J Inlet slot
K Inlet slot
L Return slot
M Return slot
N Axial groove
O Axial groove
P Return groove
Operating pressure
When the steering wheel is turned to the right, the piston will shift to the right (Fig. 2). A pressure
will now build up in the left-hand cylinder chamber which is a function of the steering effort re-
quired.
To achieve this, the control grooves of the valve rotor are displaced clockwise and the inlet slots
(K) are opened wider to admit the oil, while the inlet slots (J) are closed to the same extent and
thus obstruct the feeding of oil to the axial grooves (O) of the valve sleeve.
The oil will now flow through the inlet slots (K) to the axial grooves (N) of the valve sleeve and,
from there, will pass through the ball screw thread and flow to the left-hand cylinder chamber. The
closed inlet slots (J) prevent the oil from flowing off to the tank and, thus, cause a pressure to build
up.
The oil from the right-hand cylinder chamber is displaced. Via the opened return slots (M), it flows
to the return grooves (P) of the valve rotor. From there, it can at any time flow through the central
oil bore in the valve rotor and the worm and off to the oil tank.

2.2 Forward steering motion to the left (piston with right-handed thread)
Fig. 3
Valve rotor in
operating position
Steering wheel turned

counter-clockwise
J Inlet slot
K Inlet slot
L Return slot
M Return slot
N Axial groove
O Axial groove
P Return groove
Operating pressure
When the steering wheel is turned to the left, the piston will shift to the left (Fig. 3). Therefore,
pressure build-up now takes place in the right-hand cylinder chamber.
The control grooves of the valve rotor are displaced counter-clockwise and allow the oil to flow
through the opened inlet slots (J) to the axial grooves (O) from where there is a connection to the
right-hand cylinder chamber.
The oil from the left-hand cylinder chamber flows to the return grooves (P) of the valve rotor, via
the ball screw thread and the opened return slots (L), and can then freely flow off to the oil tank
through the central bore in the valve rotor and the worm.

3 Operation of the hydraulic steering limitation

The hydraulic steering limitation prevents a steering to the lock stops at full hydraulic pressure.
It, thus, protects the pump and the steering linkage and prevents high oil temperatures.
A double-acting steering limiting valve with spring-loaded valve pins (T and U) is arranged in the
longitudinal direction in the piston (B). The valve pins project over the right-hand and the left-hand
front faces of the piston (Fig. 4).
Fig. 4 Steering limiting valve

closed
T Right-hand valve pin of

steering limiting valve
U Left-hand valve pin of
steering limiting valve
V Right-hand cylinder chamber

W Left-hand cylinder chamber
X Right-hand adjusting screw

Y Left-hand adjusting screw
Operating pressure
If the piston is shifted to the right or to the left towards the lock stop, the valve pins (T and U)
are actuated by the adjusting screws (X and Y) fastened in the housing and the cylinder cover,
respectively. The steering limiting valve remains closed until one of the valve pins hits against an
adjusting screw.
If for instance the piston is displaced to the right (Fig. 5), the right-hand valve pin will hit against
the adjusting screw (X) before the piston end position is reached. Valve pin (U) is displaced by
the oil pressure so that the oil can flow away from cylinder chamber (W) to cylinder chamber (V)
and from there to the return line. When the piston is displaced to the left, the same sequence of
operations as described above will take place by analogy.
Fig. 5 Piston displacement to the right. Right-hand valve pin open. Oil pressure greatly reduced.
Reduced
operating pressure
As soon as the steering limiting valve is open, the steering gear can be turned forward further at
an increased steering effort and with greatly reduced hydraulic assistance until the lock stop is
reached.

Servicing Work
III. Servicing work
1 Hints
In a number of countries a safety inspection (Sicherheitsprüfung = SP) is prescribed by law for

vehicles with more than 8 passenger seats or a gross vehicle weight rating in excess of 7.5 t.
Attention:
On vehicles not subject to the safety inspection (SP), the work detailed in Chapter III. Servicing
work,.para.s 3.5...3.10, has to be carried out in addition.
Following a test drive and a subsequent visual inspection of the complete steering system (steer-
ing column, bevel box, steering gear, drag links, pump, and hydraulic lines) we recommend to
carry out the following work.
Within the scope of maintenance the proper functioning of the steering system is checked by a
test drive and a visual inspection.
During an inspection, safety-critical characteristics are tested.

Servicing Work
2 Maintenance
Maintenance intervals:
We recommend to carry out the following work within the scope of the general maintenance
work.¡
2.1 Test driving
During the test drive, in particular look out for the following chacteristics:
S return to neutral
S sticking
S increased friction
S play
2.2 Checking and inspecting for external leakproofness/damages
Check the steering gear (with bellows), the protecting caps, the pumps (engine-driven and ground-
driven), the valves and the steering cylinders, the lines and the screwed connections for leakproof-
ness and damages. The piston rod of the steering cylinder may be covered by a thin oil film but
there must not be any oil drops.
Note:
When cleaning with a high pressure cleaning machine, make sure not to direct the water jet di-
rectly towards the sealing elements of the steering system. Ingressing water and impurities can
cause malfunctions.
2.3 Checking the oil level
Oil grade required: please refer to List of Lubricants TE-ML 09
Prior to pulling out the oil dipstick, thoroughly clean the oil tank and its immediate vicinity to protect
the hydraulic oil from being soiled by impurities.
Attention:
Too low an oil level may cause malfunctions which can entail a failure of the hydraulic assistance
of the steering system.
¡ see vehicle manufacturer’s instructions

Servicing Work
For vehicles with ZF Servocom RAS (Rear Axle Steering System)
Check the oil level in the straight ahead driving position.
If the oil level is above the top mark, there may be a leakage in the master cylinder of the ZF
Servocom RAS steering.
Check the ZF Servocom RAS as specified in the Instructions for the Functional Check, Mainte-
nance and Inspection of ZF Servocom RAS steering gears.
S Oil level check with the engine stopped:

The oil must be topped up to the upper mark of the oil dipstick.
S Oil level check with the engine running:
When the engine is running, the oil level must be between the lower and the upper marks.
When the engine is stopped, the oil level may rise by 1...2 cm (depending on the capacity of the
steering system)
If the oil level rises by more than 2 cm, the steering system has to be bled
Start the engine.
For vehicles equipped with an additional ground-driven emergency steering pump: jack up the
drive axle of the emergency steering pump ¡ and engage a gear.

Servicing Work
3 Inspection
Attention:
The inspection intervals depend on how the vehicle is used.
Therefore, the table below distinguishes between different kinds of use which may, though, be
overlapping.
For the sake of increased traffic safety, we recommend to inspect the steering system in accor-
dance with the inspection intervals listed below.
Minor variations in inspection intervals are permissible if it is desirable to adjust these intervals
to the vehicle-specific inspection intervals.
Note:
The work listed below also includes work that has to be carried out within the scope of the safety
inspection (SP).
Such work is marked “(part of SP)”. Therefore, inspection steps bearing this mark can be omitted
when vehicles subject to safety inspection (SP) are checked within the scope of the normal inspec-
tion.
In addition, the safety inspection (SP) rules applying in the country of registration of the vehicle
being inspected have to be complied with.
3.1 Inspection intervals
- up to date of manufacture 12/93
Kind of use Ist inspection IInd inspection IIIrd inspection

Inspection on the ve- Inspection on the ve-
hicle hicle
Long-distance vehicles 100 000 km 200 000 km 300 000 km

60 000 miles 120 000 miles 180 000 miles
Vehicles in long and 100 000 km 175 000 km 250 000 km

short distance use 60 000 miles 105 000 miles 150 000 miles
Construction site 80 000 km 150 000 km 200 000 km

vehicles and vehicles 50 000 miles 90 000 miles 120 000 miles
in off-road use 2 500 op.hrs 4 500 op.hrs 6 000 op.hrs
Additionally, at the time of the IIIrd inspection, the mechanical transmission elements of the ZF
Servocom steering gear have to be inspected.
To this effect, dismantle the steering gear and visually inspect and crack test all transmission
elements (see Repair Instructions).

Servicing Work
- starting from date of manufacture/repair 1/94
Kind of use Ist inspection Further inspections

Inspection on the vehicle Inspection on the vehicle
Long-distance vehicles 600 000 km after a further

Coaches with high mileages 300 000 km, ea.
Buses 300 000 km every 300 000 km

Construction site vehicles 7 500 op.hrs 7 500 op.hrs
Vehicles in short-distance use
Vehicles subject to extreme loads
3.2 Test driving

During test driving, in particular look out for the following characteristics:
S return to neutral
S sticking
S increased friction
S play
3.3 Visual inspection

S Check the screws of the complete steering system (steering column, bevel box, steering
gear, drag links and steering cylinder) for correct fastening.
S Check whether the locking plate and the split pin are still perfectly secured.
S By turning the steering wheel to both sides or by applying a load to it, check whether the
fit of the drop arm on the sector shaft is still tight.
S Check the axle stops, the drag links and the tie rods for damages and cracks.
S With the engine running, check the complete steering system for external leakproofness.
3.4 Replacing the oil filter
Attention:
Before taking off the oil tank cover, thoroughly clean the oil tank and its immediate vicinity to
prevent the ingress of impurities into the hydraulic fluid.
Pull the filter insert out of the oil tank.

Avoid any dripping of oil from the insert into the tank.
If heavily soiled, clean the oil tank.
Fit a new filter insert.

Servicing Work
Attention:
Below is a list of all work that has to be carried out on the steering gear within the scope of the
safety inspection (SP).
This list represents the currently valid status and is not subject to the Updating Service.
3.5 Steering gear play (part of SP)

S Start the engine
S Rotate the steering gear to the straight ahead driving position.
S Slowly turn the steering wheel and, simultaneously, watch the front wheel to see
how far the steering wheel has to be turned to make the front wheel move.
perm. total displacement (stg. wheel Æ 500 mm): max. 50 mm
max. 55 mm for version with bevel box
3.6 Hydraulic steering limitation (part of SP)

The hydraulic steering limitation causes the pressure to drop in the area of the steering stop, thus
protecting the steering pump and the steering linkage and preventing increased temperatures.
S For a check of the setting please refer to Chapter III., para. 5.
3.7 Light operation of the steering gear (part of SP)

If the steering system has a hydraulic defect, this is indicated by increased steering efforts.
S Start the engine.
S At vehicle standstill, quickly rotate the steering gear twice from lock to lock and look out for
stiff operation of the steering.
3.8 Points of stiff operation (part of SP)

Defective transmission elements (steering column, universal joints, ...) may cause a temporarily
stiff operation of the steering gear.
S Relieve the front axle (conform to vehicle manufacturer’s instructions)
S With the engine cut off, rotate the steering gear from lock to lock and look out for points of
stiff operation.
3.9 Automatic return to neutral (part of SP)

The axle geometry ensures automatic return to neutral during driving.
S Test drive the vehicle on a cordoned-off ground.
S During the test drive, rotate the steering gear to full lock.
S Release the steering wheel and find out whether the steering gear automatically
returns to mid-position.
3.10 Steering wheel (part of SP)

S Check whether the steering wheel is properly fastened.
S Check the steering wheel for damages.

Servicing Work
4 Oil change and bleeding
4.1 Oil change
4.1.1 Draining the oil
Note:
An oil change is only required if steering gear units were repaired or replaced.
Do not use any drained oil to refill the system. Avoid any blending of oils.
4.1.2 Draining the steering system
Jack the steered axle up. ¡

Unscrew the pressure and return lines from the steering gear.
Then have the engine run for a short time (maximum 10 seconds) to allow the oil to be sucked
from the pump and the oil tank. Collect any escaping oil in a pan.
Screw in again all components unscrewed earlier.
4.1.3 Draining the steering gear
Fig. 6
If existing on the version inspected, unscrew

S the screw plugs (55) from the cylinder cover or the housing
S the set screw or the collar nut (20 or 128)
S the screw (20 or 128)
S the bleeder (57)
(Fig. 6).

Servicing Work
To achieve a quick draining, open the one among the components referred to above which is
lowest in the installed position.
Rotate the steering gear manually from lock to lock until no more oil is draining.
Unscrewed components must be screwed in again at the following tightening torques:
Screw plug (55): 40 Nm (M16x1.5)
50 Nm (M18x1.5)
Collar nut (21 and 129): 20+10 Nm
Screw (20 and 128): 12+3 Nm
Bleeder (57): 30 Nm
Note:
Even after unscrewing all components mentioned above, a residual oil quantity may be left over
in the steering gear.
A complete draining of the steering gear may be necessary depending on the amount of impurities
in the oil. To this effect the steering gear has to be removed from the vehicle and opened at a
ZF Service Centre.
4.2 Oil filling
Attention:
When the steering system is filled with oil, there is a risk of impurities getting into the steering oil
circuit. To avoid malfunctions caused by foreign bodies in the system, maximum cleanliness is of
paramount importance both at initial fill and when topping up with oil.
For admitted oil grades, refer to the List of Lubricants TE-ML 09.
Fill the tank with oil to the rim.
Start the engine and have it run at idling speed to fill the steering system with oil.
During this operation, the oil level in the tank will quickly drop.
Therefore, to avoid any suction of air, the oil tank has to be topped up constantly.
In addition, for vehicles equipped with a ground-driven emergency steering pump:

Jack up the drive axle. ¡
Select a gear and have the engine run at idling speed.
To avoid any suction of air, constantly top up with oil.

Servicing Work
4.3 Bleeding
S For steering gear versions with automatic bleeding:
Steering gear versions with automatic bleeding do not have any bleed scews. These steering
gears automatically bleed any air remaining within the steering system.
Note:
Automatic bleed valves operate in the idle pressure range only; therefore, any unnecessary pres-
sure build-up should be avoided.
When the steering system is filled to an extent preventing the oil level from dropping below the
upper mark of the oil dipstick:
Have the engine run at low speed for 2...3 minutes.
Rotate the steering wheel several times from lock to lock and, while doing so, watch the oil level.
Top up with oil if required.
S In addition, for vehicles equipped with a ground-driven emergency steering pump:

Jack up the drive axle. ¡
With a gear selected and the engine running, bleed the emergency steering pump.
2...3 minutes later rotate the steering wheel several times from lock to lock.
Note:
In the end positions, do not pull heavier at the steering wheel than is necessary to rotate the
steering gear.
Top up with oil if required.
S Versions with additional steering cylinder:

The line connections of the steering cylinder must point upward to allow for an escaping of the
air in the cylinder.
If required turn the steering cylinder to a suitable position and mount it again in its original position
after air bleeding.

Servicing Work
S Versions with bleeder (57):
With the engine running, open the bleeder (57) until nothing but oil is coming out (Fig. 7).
Afterwards, close the bleeder again until it is oil-tight.
On versions without automatic bleeding (installed position horizontal, steering output shaft in the
bottom position) the topmost screw/set screw (20 and 128, respectively) can be used for bleeding.
Fig. 7
S Versions with screw (20 and 128):

Open the topmost screw (20 and 128, respectively) until nothing but oil is coming out.
Re-tighten the screw (20 or 128) using a torque of 12+3 Nm.
S Versions with set screw (20 and 128):

Slacken the collar nut (21 or 129) of the topmost set screw (20 or 128) until nothing but oil is
coming out.
Re-tighten the collar nut (21 and 129) using a torque of 20+10 Nm.
The hydraulic steering limitation must be checked after bleeding.
S For versions with flange (335), in addition:
Fig. 8
Open the screw plug (335.4) until nothing but oil is coming out (Fig. 8).
Then close the screw plug again.
Tightening torque: 8+1 Nm (M8x1)
S If bleeding was done correctly, the oil level in the tank must not rise by more than 1 to 2
cm when the engine is stopped.
Turn the engine off and lower the jacked-up steered axle or drive axle to the ground.

Servicing Work
5 Setting the hydraulic steering limitation
A setting of the steering limitation is necessary if or when

S a new or repaired steering gear is fitted or
S new screws (20 and 128) were fitted to the automatically adjusting steering limitation or
S alterations to or adjustments of the front axle were carried out.
5.1 Hydraulic steering limitation with manual setting (Fig. 9)
Fig. 9
Fit a pressure gauge (pressure range up to 250 bar) or tool [1] (ZF Servotest power steering
tester) to the pressure line between the pump and the steering gear (see Fig. 10).
20 1 Pump
2 Oil tank
3 Pressure line
4 Suction line
5 Return line
6 ZF-Servotest
128
Fig. 10
If the setting takes place at set screw (128) the drop arm will be caused to move in direction “B”
(Fig. 10).
If the setting takes place at set screw (20) the drop arm will be caused to move in direction “A”.

Servicing Work
Test temperature: 50° C ±10°
S Rigid axle:
Relieve the axle by jacking it up or place it on swivel plates. ¡
S Single-wheel suspension:
Place the steered wheels on swivel plates.
S With the engine running at idling speed, rotate the steering gear to the lock stop.
Upon reaching the lock stop, overcome the return force of the steering valve by rotating the steer-
ing wheel further for a short time (5 sec. maximum) until a positive steering stop is reached.
Read the pressure at the pressure gauge or at tool [1] (ZF Servotest power steering tester).
Specified values: Steering systems up to 16 dm3/min: 40...50 bar

up to 20 dm3/min: 50...60 bar
above 20 dm3/min: 70...80 bar
To correct, slacken the corresponding collar nut (21 or 129) and screw the set screw (20 or 128)
Fig. 14 in or out.
If a higher pressure is measured, the corresponding set screw must be screwed in further.
If a lower pressure is measured, the corresponding set screw must be screwed out further.
While doing so, release the steering wheel so that idle pressure only can build up during this work.
Then tighten the collar nut (21 or 129) using a torque of 20+10 Nm.
Attention:
During the setting operation as well as in the built in condition, the set screws (20 and 128) must
be screwed in at least 3 threads deep for otherwise, because of insufficient thread overlap, they
would run the risk of being ejected when maximum pressure is built up in the steering gear.

Servicing Work
Proceed as described above for the setting of the second lock stop.
Note:
At variance with the setting described above, the vehicle manufacturer may specify a different way
of adjustment, e.g. by inserting a spacer to ensure that, when the steering limitation responds, a
distance dimension “C” can be kept (Fig. 11).
Fig. 11
Lock stop
Axle stop
5.2 Automatically adjusting hydraulic steering limitation (Fig. 12)
Fig. 12
Attention:
Steering gears with automatically adjusting steering limitations must not be rotated manually to the
end positions when the steering linkage is removed or when the steering gear is removed from
the vehicle, for the sliding bushes of the screws (20 and 128, respectively) would, thereby, be
shifted to the cut-off position that is at maximum possible, and an automatic adjustment on the
vehicle would only be possible with new screws (20 and 128) (Fig. 12). The screws (20 and 128)
and the set screws (20 and 128) are not interchangeable.

Servicing Work
Fig. 13 Initial position

Sliding bushes not yet
adjusted
5.2.1 Operating mode of the automatically adjusting steering limitation
In the end positions, the valve piston tappets run up against the sliding bushes (20 and 128,
respectively) and open the steering limiter valves (U and T, respectively).
The opening of the steering limiter valve is determined by the position of the sliding bushes on
the screws (20 and 128).
5.2.2 Setting
Note:
This setting (Fig. 14) can only be carried out after the steering gear was fitted to the vehicle. To
enable the setting, the steering linkage and the axle stops must be installed and set.
Fig. 14 Setting operation Shifting
Positioning of the
sliding bushes
Axle stop
S For vehicles with a rigid axle:
Relieve the steered axle by jacking it up (there must, however, still be a load on the steered axle)
or place it on swivel plates. ¡

Servicing Work
S For vehicles with single-wheel suspension:
Place the wheels on swivel plates.
S Rotate the steering wheel, with and without hydraulic assistance, to the maximum lock stop.
This will cause the piston to push the sliding bush on the screw (20 and 128) up to the
required cut-off position (Fig. 15).
Note:
During this setting operation the steering limiter valve is constantly open which means that, with
as well as without hydraulic assistance, the steering wheel can only be rotated further at an in-
creased effort.
Repeat the setting operation for the other direction of rotation.
Fig. 15
Left-hand steering limiter valve

open, oil pressure highly reduced
Cut-off point-
Drop arm Axle stop
travel
5.2.3 Correcting the drop arm travel
Increasing the drop arm travel:

Carry out the setting as described above.
Reducing the drop arm travel:
Fit new screws (20 and 128, respectively).
Attention:
The sliding bushes on the screws (20 and 128) may not be pulled back.
Tightening torque for the screws (20 and 128, respectively): 12+3 Nm

Repair of External Leakages
IV. Repair of external leakages
depending on the case
depending on the case

Fig. 16
1 Valve insert (22) - Pressure relief valve

Unscrew the valve insert (22) from the housing (Fig. 16) and remove O ring rests. If the
pressure does not conform to the specified value or if there is any leakage, replace the
complete valve insert (22).
Fit a new greased O ring (23) to the valve insert (22) and screw it in again.
Tightening torque: 30+10 Nm
2 Valve insert (32) - Replenishment valve

Unscrew the screw (30) and the valve insert (32).
Put the valve insert (32) into the housing bore. Remove o ring rests.
Fit a new greased O ring (31) to the screw (30) and screw it in again.
3 Screws (20 and 128)

Screw in new screws (20 and 128)
Setting the steering limitation - please refer to Chapter III., para. 5.
4 Collar nuts (21 and 129)

Screw in new collar nuts (21 and 129).
Setting the steering limitation - please refer to Chapter III., para. 5.
5 Screw plug (55)

Unscrew the screw plug (55), fit a new sealing ring (54) and screw it in again.
Tightening torque: 40 Nm (M16x1.5)
50 Nm (M18x1.5)
6 Bleeder (57)
Screw in a new bleeder (57).
Tightening torque: 30 Nm
Attention:
Apart from the work detailed above, no further repair work may be carried out. Any repair work
exceeding the extent described above has to be done by a ZF Service Centre.

Replacing and Setting the Switch (222) and the
Potentiometer (232)
V. Replacing and setting the switch (222) and the

potentiometer (232)
1 Replacing the switch (222)

Unscrew the switch (222) and replace it
by a new one (tightening torque: 50 Nm).
Starting from mid-position, rotate the

steering gear to the left and to the right.
The contact of the switch (222) must open
after drop arm travels of 5° (±10%), each
(110° ± 10% drop arm travel correspond-
ing to 0.3 steering wheel turns) (Fig. 17).
Make sure that the steer angles to the left
and to the right are uniform. If required,
correct the symmetry of the switching
range by rotating the cover (221).
Fig. 17
Tightening torque:
Cap screws (223): 5.5 Nm
Testing tool: Multimeter
Note:
The switching range is set by varying the screw-in depth of the switch (222). Washers (222.1) of
different thicknesses are available to enable this setting.
Do not use more than 3 washers (222.1) for the setting operation. (A washer thickness of approx.
0.25 mm corresponds to a drop arm travel of 1° - 22° at the steering wheel).
The cover (221) must be filled with 50 cm3 of oil (see list of lubricants TE-ML 09).
2 Replacing the potentiometer
2.1 Removing the potentiometer (232)
Rotate the steering gear to mid-position.

Clean the area surrounding the potentiometer (232) (Fig. 18).
Mark the position of the potentiometer (232).
Unscrew the cap screws (235).
Fig. 18
Remove the potentiometer (232) along with the screen-
ing plate (234), the spacing sleeves (233) and the O ring (232).

Replacing and Setting the Switch (222) and the
potentiometer (232)
2.2 Fitting the potentiometer (232) again

Check whether the steering gear is in mid-position.
Fit an O ring (232.1) to the potentiometer (232).
Place the deep groove of the potentiometer (232) drive on the carrier (230).
Note:
The slider of the potentiometer (232) being spring-loaded, it will return to its initial position when
disassembled.
Therefore, check whether the potentiometer (232) can be turned through 50° minimum to either
side when the steering gear is in mid-position.
Fasten the potentiometer (232) along with the spacing sleeves (233), the screening plate (234)
and the cap screws (235).
Tightening torque: 2.8 Nm
Check:
The installed position of the potentiometer (232) must be identical with the position as marked
during disassembly.
2.3 Setting the potentiometer (232)
Attention:
A maximum value of 6 V must not be exceeded for otherwise the potentiometer (232) would be
destroyed.
The tumbler switch of the Servotronictest tester (tool [7]) must not be switched to speedo position
as otherwise the potentiometer would be destroyed.
Rotate the steering gear to mid-position (dividing the total number of steering wheel turns in two).
5V
S Setting a voltage of 5V
Fig. 19
Connect tools [6] and [7] (or use a suitable
transformer) and the Multimeter measuring
instrument as shown in Fig. 19 .
Tool [7]
red blue green
Switch the tumbler switch of the Servotronic-

test tester (tool [7]) to transducer position. Cable colour
black
Tool [6]
Cable colour
Continue adjusting the transducer regulator white
until the Multimeter measuring instrument red green
reads 5V. blue

Replacing and Setting the Switch (222) and the)
Potentiometer (232)
S Setting the potentiometer (232) to steering gear mid-position

Connect tools [6] and [7] and the Multimeter measuring instrument as shown in Fig. 20.
Fig. 20
Tool [7]
Cable colour red green

black
Tool [6] blue
Cable
colour
white red green
blue
Rotate the potentiometer (232) together with the cover (221) until the Multimeter measuring instru-
ment reads half the voltage applied, namely 2.5 V + 0.03 V.
In this position, tighten the cap screws (223) (tightening torque: 4+1.5 Nm).

Removal and Re-Installation of the Steering Gear
VI. Removal and re-installation of the steering gear
1 Removing the steering gear
1.1 Thoroughly clean the steering gear and its immediate surroundings, in particular the pipe
connections.
Drain the oil as described in Chapter III..
Unscrew the pressure and return lines.
Obturate all oil pipes (danger of soiling).
1.2 Check whether the marks on the sector shaft and the drop arm coincide.
Note:
If the marks are offset from each other, prior to fitting the drop arm inquire with the vehicle
manufacturer whether differing assembly instructions exist.
Screw out the locking screw (50).
Pull the drop arm off, using tool [5].
Attention:
Heating up the drop arm or driving in a wedge between the housing and the drop arm or
removing the drop arm by means of hammer blows is not permitted as such action may
cause changes to the material and/or inner damages to the steering gear.
1.3 Additionally, for vehicles with adjustable steering column:
S Adjust the driver’s workplace to the topmost position to relieve the ball-track relay shaft as
much as possible.
S By means of a suitable tool, for instance a ratchet belt, relieve the ball-track relay shaft in
such a way that no thrust force can act towards the steering gear.
When a ratchet belt is used, pass the belt through the yoke spaces if possible (see arrows
in Fig. 21). Tension the belt to an extent avoiding any damage to the sealing elements or
the steering gear protection cap caused by a dislocation of the universal joints at the moment
the clamping screws are unscrewed.
1.4 Unscrew the universal joint or the elastic coupling between

the steering gear and the steering column or the separately
mounted bevel box.
Unscrew the mounting screws and remove the steering

gear.
Note:
If a fitting bolt was used, write its position down. Fig. 21

Removing and Re-Installing the Steering Gear
2 Re-installing the steering gear
Attention:
To guarantee a safe operation of the steering system, maximum cleanliness is an absolute must
when re-installating all units that are part of the system.
Note:
To avoid malfunctions caused by foreign bodies or impurities in the oil circuit of the steering gear,
the plugs in the ports of the steering gear, the oil pump, the steering cylinder, the valves etc. ...
should only be removed at the moment the lines are connected. Remove protecting sleeves in the
installed position, only, if this is possible. Connecting lines and screwed connections must be
thoroughly cleaned and deburred.
2.1 Rotate the steering wheel to the straight ahead driving position.
Clean the locating surfaces of the mounting bracket and the steering gear.
2.2 Additionally, for vehicles with adjustable driver’s workplace:
Fig. 22
Using a suitable tool, for example a ratchet belt, constrict the ball-track relay shaft until there
is sufficient space for the steering gear to be built in without constricting the ball-track relay
shaft any further. (Fig. 22).
2.3 Rotate the steering gear to mid-position by dividing the total number of steering wheel turns
in two. Then continue to rotate until the marks (see Fig. 23) on the input shaft, the protection
cap and the housing coincide.

Fig. 23
mark
housing
mark
protecting cap
protecting cap
steering input shaft
mark mark
steering drop arm sector shaft
2.4 Place the steering gear into the mounting bracket and fasten it with screws.
Note:
Make sure that the position of the fitting bolt is correct.
For the tightening torque, please refer to the technical cover sheet of the spare parts list.
If no data is given in the list, the values below shall apply.
Depending on the vehicle type, space restrictions may require a previous fitment of the drop
arm.
Tightening torque:
Thread Screw grade Tightening torque

M18x1.5 10.9 410+10% Nm
M20x1.5 10.9 520+10% Nm
Attention:
Conform to vehicle manufacturer’s instructions.
2.5 Fit the universal joint or the elastic coupling between the steering column and the steering
gear.
Note:
The clamping slot in the universal joint must point towards the mark on the cover cap or on
the input shaft.

2.6 Additionally, for vehicles with adjustable driver’s workplace:

Put the universal joint on without damaging the steering gear seal.
Tighten the clamping screw (M10x1,25) applying a torque of 48+5 Nm.
Relieve the tool, e.g. the ratchet belt (see Fig. 22), cautiously and remove it.
2.7 Move the steered wheels of the vehicle to the straight ahead driving position.
This position is reached when the steered wheels are in line with or parallel to, respectively,
the second pair of road wheels (place a graduated ruler against the front and rear wheels).
2.8 Put the drop arm on the serration, making sure that the marks on the drop arm and on the
sector shaft coincide (see Fig. 23).
Screw the locking nut (50) on and tighten it, applying the torques specified below.
S For versions with tapered serration:
Note:
For the tightening torque, please refer to the technical data sheet of the spare parts list. If
no data is given in the list, the following values shall apply:
Thread Serration Tightening torque Exception
M30x1.5 1 3/8“x36 250 Nm +10%

M30x1.5 1 1/2“x36 300 Nm +10%
M30x1.5 1 5/8“x36 330 Nm +10%
M35x1.5 400 Nm +10%
M42x1.5 500 Nm +10%
M45x1.5 550 Nm +10% MAN: 850 Nm+10%
If the vehicle manufacturer specifies different values, manufacturer’s values shall apply.
S For versions with cylindrical serration and/or clamping screws:
Apply the tightening torque specified by the vehicle manufacturer.

2.9 Peen the locking nut (50) as shown in Fig. 24 . ¡
Fig. 24
at least 1.5
Put the drag link or the tie rod into place and tighten it. ¡
Rotate the steering gear to the left until reaching the stop.
Take off the drag link or the tie rod.
2.10 Additionally, for versions with automatically adjusting steering limitation:
Unscrew the screws (20 and 128).
2.11 Check at the steering wheel whether any further movement to the left is possible.
If the steering gear cannot be rotated any further to the left, the lock stop and the axle stop.
respectively, must be re-set.
Attention:
It must be guaranteed that the steering angle limitation takes place at the lock stops and the
axle stops, respectively, and is not done by the steering gear.
Mount the drag link or the tie rod. ¡

Repeat the check for the right-hand side and, if required, re-set the lock stop and the axle
stop, respectively.
2.12 Additionally, for versions with automatically adjusting steering limitation:

Screw in the screws (20 and 128). Tightening torque: 12+3 Nm
2.13 Mount the drag link or the tie rod. ¡

2.14 Connect the pressure and return lines between the pump, the steering gear and the steering
cylinder.
Fill the steering system with oil and bleed it.

See Chapter III.
2.15 Set the hydraulic steering limitation

See Chapter III.
2.16 Check the oil level
Before pulling out the oil dipstick, thoroughly clean the oil tank and its immediate vicinity to prevent
dirt from getting into the hydraulic fluid.
Attention:
If the oil level is too low, it can entail malfunctions which, in turn, may cause a failure of the
hydraulic steering assistance.
Additionally, for vehicles equipped with a ZF Servocom RAS (rear axle steering system):
Check the oil level in the straight ahead driving position.
If the oil level is above the upper mark, there may be a leakage in the master cylinder of the ZF
Servocom RAS.

Special Tools
VII. Special tools
Note:
The tools described below are universal tools. For special applications, special tools recom-
mended by the vehicle manufacturer may therefore be necessary.
Ordering ref. No.
Tool [1]
ZF Servotest 570 tester
7418 798 574
Tool [2]
Dial with pointer 7418 798 452
Tool [3]
Thrust pad 7418 798 556
Tool [4]
1 pair of expanders 7418 798 653
Tool [5]
Extracting device 7418 798 219

Special Tools
Ordering ref. No.
Tool [6]
Adapter cable 7418 798 567
Tool [7]
Servotronictest tester 7418 798 545

Troubleshooting
VIII. Troubleshooting
1 Troubleshooting on the steering system, incl. checking the hydraulic functions
1.1 Checking the play of the input shaft bearing in the steering column
By moving (shaking) the steering wheel sideward to and fro, check whether there is any play.
If so, replace or repair the steering column/the bearing.
1.2 Checking the universal joint, the telescopic shaft and the bevel box for
angular play or stiff operation
If play (can be identified by the noticeable rattling noise occurring when the steering wheel
is turned to and fro) or stiff operation are ascertained, replace the defective components.
1.3 Checking for leakage
S Start the engine.

S Check whether all screwed connections, lines and sealing elements of the complete steering
system (bevel box, steering gear, pump and steering cylinder) are leakproof.
S Check all hoses and lines, protecting caps and bellows for possible traces of chafing and
embrittlement cracks.
S Switch the engine off.
Attention:
When you replace hose lines or parts with externally visible damages such as for instance cracks,
only use spare parts that are pressure-tested and released by the vehicle manufacturer.

Troubleshooting
1.4 Checking the straight ahead driving position of the steering gear and the vehicle
Attention:
Steering gears equipped with an automatically adjusting hydraulic steering limitation must not be
rotated to the end positions if the steering linkage had been removed previously.
S Vehicles with single-wheel suspension:

Place the wheels of the steered axle on swivel plates.
S Vehicles with a rigid axle:

Jack the steered axle up ¡
S Move the steering gear to mid-position by rotating it half the total number of steering wheel
turns. Then rotate it further until the marks (see Fig. 25) coincide.
Fig. 25
mark
housing
mark
protecting cap
protecting cap
steering input shaft
mark mark
steering drop arm sector shaft
Now turn the steered wheels to the straight ahead driving position.
Corrections can be made by screwing the ball joint on the drag link further in or out.
Attention:
If the steering wheel position is not correct or if a length correction of the steering linkage turns
out to be necessary, it may well be that this necessity originates in a preceding accident-like event.
We, therefore, recommend to check whether the serration of the sector shaft (30) is twisted (to
do so, pull the drop arm off), whether the input shaft is installed in a twisted position and whether
some or all further transmission elements are bent or have cracks. In addition, check the play as
detailed in Chapter III., para. 3. Deformed components may not be re-bent to shape but must be
replaced.
Additionally, for versions with automatically adjusting hydraulic steering limitation:
If required, fit new screws (20 and 128, respectively) and reset the steering limitation - see Chapter
III., para. 5.

Troubleshooting
1.5 Checking the belt tension of the pump drive

Check the tension of the drive belt. ¡
Even at maximum pump pressure, the drive belt must transmit the power without any slip.
1.6 Checking the hydraulic functioning of pump and steering gear
1.6.1 Installing tool [1] (ZF Servotest tester)
For the implementation of the pressure and leakage oil tests described below, it is necessary to
distinguish 2 kinds (variants À and Á) of steering systems.
Variant À
Steering systems with the pressure relief valve arranged in the pump or in the pressure line
between the pump and tool [1] (ZF Servotest power steering tester) (Fig. 26). This means
that pressure relief takes place ahead of built-in tool [1]. On steering systems of this type the
nameplate of the pump or of the pressure relief valve will indicate the maximum pressure, e.g. 130
bar.
Pressure line
Fig. 26
Return line
Variant Á
Steering systems with the pressure relief valve arranged in the steering gear or in the pres-
sure line between tool [1] (ZF Servotest power steering tester) and the steering gear (Fig.
27).
On steering systems of this type the nameplate of the steering gear or of the pressure relief valve
will indicate the maximum pressure, e.g. 130 bar.
Pressure line
Fig. 27
Return line

Troubleshooting
Fit tool [1] (ZF Servotest) to variants À or Á in such a way that the readings can be seen from
the driver’s seat.
Check the oil level and bleed the steering system - see Chapter III.
Test conditions: oil temperature 50°C
1.6.2 Checking the maximum pressure of the ZF pump

Read the maximum permissible pressure from the nameplate of the steering gear/the pump or of
the separately arranged pressure relief valve. Start the engine.
Set the pressure relief of tool [1] (ZF Servotest) to a value excluding any damages to the steering
system during the tests decribed below.
1.6.2.1 For steering systems with pressure relief ahead of tool [1]: Variant À
Have the engine run at idling speed.
Close the shut-off valve of tool [1] (ZF Servotest) and read the maximum pressure.
Attention:
Admit maximum pressure for a short time only (10 seconds maximum) to avoid an excessive
heating-up of the inner parts of the pump and, in consequence, a premature wear of these parts.
Specified value: maximum pressure (see nameplate) +10 %

Open the shut-off valve again.
Wird der Sollwert nicht erreicht Pumpe ersetzen bzw. reparieren.
1.6.2.2 For steering systems with pressure relief aft of tool [1]: Variant Á
Attention:
If tool [1] is installed to variant Á make absolutely sure that during the entire period of pressure
testing the engine is running at idling speed, only. An increase in engine speed would entail an
immediate and sharp rise in system pressure which could cause a damage to the pressure line/the
pump.
Have the engine run at idling speed.

While watching the pressure gauge of tool [1], slowly close the shut-off valve until the maximum
pressure indicated is reached.
Do not close the shut-off valve any further. Admit maximum pressure for a short time only (maxi-
mum 10 seconds) to avoid an excessive heating of the inner parts of the pump.
Have the shut-off valve return to its initial position.
If maximum pressure is not reached during this measurement, the pump has to be replaced or
repaired.

Troubleshooting
1.6.3 Checking the flow rate of the ZF pump
Note:
Specified values for flow rate, test pressure and test speed: see table below. Designations and
operation of tool [1] (ZF Servotest power steering tester 5..): see separate operating instructions
for ZF Servotest 5.. .
S Checking the controlled flow rate
Raise the engine speed until the pump flow rate remains constant despite a further increase in
speed (approx. 1300 r.p.m.)
The pump is now in the flow setting range.
Specified value: see spare parts list
S Checking the minimum flow rate
With the engine running at idling speed, progressively close the shut-off valve until the test pres-
sure specified for the pump type in question is built up.
Read the flow rate.
Make sure the engine speed/pump speed ratio is correct.
Pump Type Test Speed Test Pressure Minimum Flow Rate

[r.p.m.] [bar] [dm3/min]
7672 500 50 5.0
7673 500 50 6.6
7674 500 50 7.8
7675 500 50 8.7
7677 500 50 12
7683 500 50 5.0
7684 500 50 6.1
7685 500 50 7.0
7686 500 50 9.6
7687 500 50 10.8
8601 1000 120 2.0
8604 350 50 4.0
8605 350 50 5.0
8607 350 50 5.0
Graphs see next page.

Troubleshooting
Flow rate dm3/min
Minimum values Pump speed r.p.m.

Flow rate dm3/min
Minimum values Pump speed r.p.m.

Troubleshooting
1.6.4 Checking the hydraulic steering limitation
1.6.4.1 Manually adjustable hydraulic steering limitation
S Vehicles with a rigid axle:

Jack the steered axle up. ¡
S Vehicles with single-wheel suspension:
Place the wheels of the steered axle on swivel plates.
S Rotate the steering wheel clockwise. When the axle stop and the lock stop, respectively, are
reached, continue to rotate the steering wheel until a positive stop is reached.
In this position read the pressure at the pressure gauge:
Specified values:Steering systems up to 16 dm3/min: 40...50 bar

Repeat this test for the other direction of rotation.

Setting the steering limitation: see Chapter III., para. 5.
1.6.4.2 Automatically adjusting hydraulic steering limitation
Carry out the test as described in para. 1.6.4.1.

If there is no more space left at the lock stop components or if the oil pressure does not drop to
the specified value, fit new screws (20) and (128), respectively, and reset the steering limitation
as specified in Chapter III., para. 5.
Specified values: Steering systems up to 16 dm3/min: 40...50 bar

If there is too much space available at the lock stop components and if the oil pressure does not
drop to the specified value, reset the steering limitation as specified in Chapter III., para. 5.
Repeat this test for the other direction of rotation.

Troubleshooting
1.6.5 Checking the maximum pressure and

the leakage oil of the steering gear
Between the lock stops, insert tool [3] or
approx. 15 mm thick thrust pads (Fig. 28) en-
suring that the steering motion is stopped 1/2
to 3/4 steering wheel turn before reaching the
axle stop/lock stop. The restriction of the
steering motion must take place at tool [3] or
at the said thrust pads and must not be done
by the piston in the steering gear.
Fig. 28
Attention:
A tool under pressure may be ejected - avoid any direct visual contact with the tool. Danger of
accidents by squeezing.
Use the special tool specified by the vehicle manufacturer for the axle version in question.
At engine idling speed, rotate the steering wheel to the stop and continue to turn for abt. 5 seconds
with an effort of 100...200 N at the steering wheel. Read the maximum pressure and the leakage
oil.
Repeat this test in the opposite direction of rotation.
Maximum permissible leakage oil values: Type 8090: 2.0 dm3/min
Types 8095...8098: 2.5 dm3/min
Checking the leakage oil at a reduced flow rate:
Set tool [1] (ZF Servotest) 5.. to a flow rate which is 0.5 dm3/min higher than the maximum permis-
sible leakage oil value.
Repeat the leakage oil test as described above. The leakage oil value measured in this repetition
test must not exceed the value measured previously - see above.
Cause of insufficient maximum pressure/too much leakage oil:
S Pressure relief valve and/or replenishment valve defective.
S Pressure cut-off of steering limitation valve comes too early - refer to Chapter III., para. 5
for setting.
S Seals in the steering gear defective.
For steering systems with pressure relief aft of the tester: Variant Á
The shut-off valve (4) must be closed completely and the throttle valve (5) must be closed progres-
sively until a pressure is achieved that is 30 bar lower than maximum pressure. Re-open the
shut-off valve (4).
Repeat this test as described above.
1.6.6 Checking the return to neutral of the valve
Note:
Make sure the steering column has sufficient clearance (floor carpets, coverings).
By rotating the steering wheel, close the steering valve, thus causing maximum pressure to build
up. Then rotate the steering wheel back until idle pressure is available. Next, raise the pressure
to idle pressure +10 bar.
Release the steering wheel and watch the pressure which must drop to idle pressure (at maximum
0.5 bar higher) within 1 second.
Example:Idle pressure: 4.0 bar Maximum permissible value: 4.5 bar

Troubleshooting
1.6.7 Checking the steering gear play

Prerequisite for the test described below:
Tool [4]
The transmission parts between the steering
wheel and the road wheel must be free from
play.
S Versions with leaf spring:
Lock the LH front wheel (the RH front wheel
if the vehicle is RH steered) in the straight
ahead driving position by fitting tool [4] be-
tween the wheel rim (rear and front) and the
front spring (Fig. 29).
Attention:
Do not exert any pressures in excess of those Fig. 29
mentioned below on the tools and the wheel
rim in order to avoid damages to the wheel
rim.
S Versions with single-wheel suspension:

Lock the LH front wheel (the RH front wheel if the vehicle is RH steered) as per vehicle manufac-
turer’s instructions.
S Put tool [2] on the steering wheel and attach the pointer to the dashboard or to the wind-
screen (Fig. 30).
Raise the engine speed to approx. 1000
r.p.m..
Read the idle pressure at tool [1] (ZF Servot-
est/pressure gauge).
Rotate the steering wheel to the left until a
pressure of 1 bar above idle pressure is indi-
cated.
On tool [2] read the dial value.
Rotate the steering wheel to the right until a
pressure of 1 bar above idle pressure is indi-
cated.
On tool [2] read the dial value.
Calculate the total travel covered.
Specified value: max. 50 mm (steering wheel
Ø 500 mm)
For versions with bevel box: Fig. 30
Specified value: max. 55 mm (steering wheel
Ø 500 mm)
If the maximum value is exceeded, check the play of the steering column and, if required, repair
or replace the steering gear.
Remove tool [1] (ZF Servotest)/the pressure gauge.
Check the oil level and bleed the steering system - see Chapter III.

Troubleshooting
2 Troubleshooting aid
Fault Cause Remedial action
Noise Air in the oil Bleed steering system ¢

Oil level too low Top up with oil
Pump defective Repair ©

Replace ©
Stiff operation to either side Oil level too low Repair leakage
Top up with oil ¢
Steering system is sucking in air Repair leakage

(Suction area) Top up with oil ¢
Bleed steering system £
Universal joints/steering column Check

Stiff operation Replace ¡
Oil filter soiled Replace ¢
Steering gear defective Repair ©

Replace ©
Pump defective Repair ©

Replace ©
Stiff operation in one direc- Incorrect setting of Set ¢

tion steering limitation
Steering
g gear
g defective Repair
p ©
Replace
Stiff operation during fast Steering system is sucking in air Repair leakage
steering motion (Suction area) Top up with oil
Bleed steering system ¢
Pump defective or wrong version Replace pump ©

© approach ZF Service Centre
¢ see Chapter III.

Troubleshooting
Self-centring hampered Stiff operation of axle/ Repair ¡

axle guide components
Steering gear/steering column Eliminate

fitted twisting ¡
in twisted position
Stiff operation of steering column Eliminate
stiff operation ¡
Steering gear defective Repair ©

Replace ©
Exact straight ahead driving Oil level too low Repair leakage
impossible Top
p up
p with oil ¢
Bleed steering
g system
y ¢
Axle/axle guide components/ Check ¡

steering column not play-free Replace
p ¡
Steering gear not play-free Check ¢

Replace ©
Additionally, for versions with potentiometer (232):

3
Pin assign- 1
2
ment at poten- 2
tiometer and 3
plug, respec- 1
tively (vehicle 4
electrical sys-
tem)
232
Potentiometer (232) does No operating voltage At plug (vehicle electrical sys-

not work tem)
measure between pins 1-3
Specified value: operating volt-
age¡
Contact problems Remove dirt and/or corrosion

Troubleshooting
Internal malfunction Check potentiometer (see be-

low)
No tripping of potentiometer Replace steering gear ©

(232)
Wrong operation of poten- Wrong setting Set potentiometer £
tiometer (232)
Wrong cabling Check cabling £
Cap screws (223 and 235) loose Check and tighten £
Potentiometer (232) mounted in- Check £

correctly

© approach ZF Service Centre
¢ see Chapter III.
£ see Chapter V.

Key to Numbers in Figures and Exploded Drawing
IX. Key to numbers in figures and exploded drawing
20 Set screw/screw
20.1 O ring
20.9 Screw
21 Collar nut
22 Valve insert
23 O ring
30 Screw
31 O ring
32 Valve insert
54 Sealing ring
55 Screw plug
57 Bleeder
128 Set screw/screw
128.1 O ring
128.9 Screw
129 Collar nut

Maintenance Report for
ZF Servocom Steering Gears
Original for duplicating
Customer: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Steering gear version: . . . . . . . . . . . . . . . . .
Vehicle manufacturer: . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pump manufacturer: . . . . . . . . . . . . . . . . . .
Vehicle type (or model): . . . . . . . . . . . . . . . . . . . . . . . . . . Pump version: . . . . . . . . . . . . . . . . . . . . . . . .
Mileage: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Emergency steering pump: . . . . . . . . . . . .
1 Test drive carried out j yes j no
Complaints: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2 Tested or checked for external leakproofness / damages j yes j no
Complaints: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3 Oil level checked j yes j no
Remarks: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
........................................................................
Checked by (name): . . . . . . . . . . . . . . . . . . . . Date: . . . . . . . . . . . . . . . . . . .

Inspection Report for
ZF Servocom Steering Gears
Original for duplicating
Customer: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Steering gear version: . . . . . . . . . . . . . . . . .
Vehicle manufacturer: . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pump manufacturer: . . . . . . . . . . . . . . . . . .
Vehicle type (or model): . . . . . . . . . . . . . . . . . . . . . . . . . . Pump version: . . . . . . . . . . . . . . . . . . . . . . . .
Mileage: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Emergency steering pump: . . . . . . . . . . . .
1 Inspection intervals (see Chapter III.)
2 Test drive carried out j yes j no
Complaints: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3 Visual inspection carried out j yes j no
Complaints: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4 Oil filter replaced j yes j no
5 Steering gear play checked j yes j no
Specified value: Measured value: . . . . . mm
max. 50 mm
max. 55 mm (for versions with bevel box)
6 Safety inspection (SP) checks carried out j yes j no
Remarks: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Checked by (name): . . . . . . . . . . . . . . . . . . . . Date: . . . . . . . . . . . . . . . . . . .

287 27 Road
Grand Junction, CO 81503
(970) 242-8863 FAX (970) 244-1250
APPENDIX
INSTRUMENT CLUSTER
Z TS-1
07980059 Rev A Page 1of 53

287 27 Road
(970) 242-8863 FAX (970) 244-1250
Table of Contents
Application: ............................................................................................................. 4
Terms:...................................................................................................................... 4
DESCRIPTION ................................................ ! .
Power supply .................................................... ! .
Illumination....................................................... ! .
Indications on instrument panel ..................... ! .
Instruments description ............................................................................................ 5
Speedometer ................................................................................................................................................................. 5
achometer................................................................................................................................................................... 7
Fuel level sensor .................................................................................................. ! .
Coolant temperature............................................................................................. ! .
Pressure in receiver 1 ................................................................................................................................................ 8
Pressure in receiver 2 ................................................................................................................................................ 8
Engine oil pressure .............................................................................................. ! .
Telltale indicators .......................................... ! .
2x20 LCD Display ...................................................................................................................................................... 26
Souind signal ....................................................................................................... ! .
Bufferised speed output signal .................................................................................................................................... 27
4 impulses per meter ................................................................................................................................................... 27
Dashboard output signals ........................................................................................28
nalog inputs ...................................................................................................... ! .
Switchable inputs................................................................................................. ! .
Switches .............................................................................................................. ! .
Data exchange ............................................................................................................................................................ 30
Messages from sensors......................................................................................... ! .
Messages about data parameters........................................................................... ! .
Messages passed .................................................................................................. ! .
echanical system......................................... ! .
Panel mechanical parts......................................................................................... ! .
Connector outlets scheme..................................................................................... ! .
Dashboard programming possibilities ........... ! .
Dashboard diagnostics ......................................................................................... ! .
Warning messages ............................................................................................... ! .
Codes of faults..................................................................................................... ! .
Self-diagnostics function...................................................................................... ! .
07980059 Rev A Page 2 of 53

287 27 Road
(970) 242-8863 FAX (970) 244-1250
utomatic self-diagnostics ................................................................................... ! .

sting with manual control ................................................................................. ! .
Work with menu and screen diagrams .................................................................. ! .
07980059 Rev A Page 3 of 53

287 27 Road
(970) 242-8863 FAX (970) 244-1250
Application:
This document describes dashboard for KAMAZ commercial vehicle.
KAMAZ part number 00079964-010100

Drawing number KAM00079803
Terms:
LCD – liquid-crystal display

IP Ratings – Protection degree (details in ISO 20653)
RAM - memory
ROM - memory
Auto - automatic
Description
The cluster is made of six gauges driven by step-type electric motor, an LCD display
2x20, 42 telltales 4 warning light diodes. Device has inputs of various types such
as logical input of high and low level, analog input (voltage or resistance) and data
transfer – information bus (J1939). Input signals configuration is programmed by
software means to adapt cluster version with info bus and w/o bus.
System power supply

Constant current 24 V is supplied to cluster from vehicle wiring and maintained,
adjusted and distributed between sensors, telltales and LCD.
07980059 Rev A Page 4 of 53

287 27 Road
(970) 242-8863 FAX (970) 244-1250
- Normal operation at constant current 18-32 V.

- Supplied power 2A max.
Illumination
Cluster is supplied from vehicle lighting system, sensors and LCD illumination is
controlled. With high level of input signal, the illumination is engaged and
disengaged with voltage release. LCD will be illuminated with ignition ON, for
convenience of recording. Illumination level is set in a menu.
- Green (565nM)
- Complete resistance of cluster for illumination voltage – 10 kOm
- Guaranteed high voltage - 6 V
Panel indications
Instrument panel provides information from sensors, telltales indicators, LCD and
buzzer. The following sections describe each of parameters got.
Short description of instruments

All instruments are driven by step electric motor. With power ON, the sensor
indicators displace slightly from zero point for the sake of calibration to scale
minimum value. Indicators remain on minimum scale value till dashboard self-test
over. As soon as data are received the indicators will shift to right value. The sensor
scale face will be white when illumination is not engaged. Sensor arrows will be
orange, rear illumination – red-orange. Speedometer, tachometer, oil pressure,
coolant temperature sensors may be driven CAN data or analog sensors. The data
source may be taken from setting menu.
Speedometer
- Device diameter 3 inches
- Scale 250º
- 0 – 120 km/h
- J1939 PGN 65132 SPN 1624 SA 238
- J1939 PGN 65265 SPN 84 SA 0
- Sensor (mechanical)
o Power voltage +8 V is supplied from
dashboard
o Current consumption: 12 mA max
o Signal characteristics (square-wave)
o High: 7 V min
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287 27 Road
(970) 242-8863 FAX (970) 244-1250
o Low: .5 V max
o Time of increase and decrease: 10 mks max
o Adjustable range in setting menu
o 2,400 to 24,804 impulses/km
- Precision at 25ºC
o 60 km/h, +4 km/h
o 80 km/h, +5 km/h
o 100 km/h, +6 km/h
o 120 km/h, +7 km/h
o When vehicle speed exceeds the customer set value, red warning pictogram is
activated.
- Data are input to device in accord with what is available in a vehicle as follows:
impulse sensor, SA 238, SA 0
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287 27 Road
(970) 242-8863 FAX (970) 244-1250
chometer
- Device diameter 3 inches
- Scale 250º
- 0 – 3000 rpm
- J1939 PGN 61444 SPN 190 SA 0
- Sensor (alternator inlet)
- Precision
o ± 100 rpm
o Red warning pictogram is activated,
when engine speed exceeds the
customer set value.
- Data are input to device in accord with what
is available in a vehicle as follows: SA 0, impulse signals input
Fuel level sensor

- Size 2 inches
- Scale 180º
- E–½-F
- Amber warning pictogram is activated at<= 12% (10 m) or
“grounded” E2:3
- Resistive sensor 0 to 91.5 m
- Precision
o Input, empty tank 0 m
o Input, ½ tank 37.5 to 42.5 m
o Input, full tank 85.5 to 91.5 m
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287 27 Road
(970) 242-8863 FAX (970) 244-1250
Coolant temperature
- Size 2 inches
- Range 180º
- 0 – 120° C
- Red warning pictogram is activated, when E2:2 or J1939
- J1939 PGN 65262, SPN 110, SA 0 (Euro-3)
- Resistive sensor 51 to 510 m (not Euro-3)
- Precision
o input 40ºC from 380 to 510 m
o input 80ºC from 129 to 156
o input 120ºC from 51 to 63
- Data are input to device in accord with what is available in a vehicle as
follows: SA 0, coolant sensor.
Pressure in receiver 1
- Size 2 inches
- Range 180º
- 0 – 10 kgf/ m²
- Resistive sensor 173 to 20 m
- Precision
o Input 0 kgf/ m ² 157 – 175 m
o Input 6 kgf/ m ² 62 – 74 m
o Input 10 kgf/ m ² 20 m
Pressure in receiver 2
- Size 2 inches
- Range 180º
- 0 – 10 kgf/ m²
- Resistive sensor 175 20
- Precision
o Input 0 kgf/ m ² 157 – 175 m
o Input 6 kgf/ m ² 62 – 74 m
Input 10 kgf/ m ² 20 m
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287 27 Road
(970) 242-8863 FAX (970) 244-1250
Motor oil pressure

- Depicted only in LCD
- 0 – 10 kgf/ m ²
- J1939 PGN 65263, SPN 100, SA 0 ( uro-3)
- Resistive sensor 175 20 (not Euro-3)
- Precision
o Input 0 kgf/ m ² 157 – 175 m
o Input 6 kgf/ m ² 62 – 74 m
o Input 10 kgf/ m ² 20 m
- Data are input to device in accord with what is available in a vehicle as
follows: SA 0, pressure gauge.
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287 27 Road
(970) 242-8863 FAX (970) 244-1250
The cluster’s telltale indicators constitute LEDs behind a dead-fronted decal so that they are only visible when on. The following table describes the telltales
(pilot lamps) and how they are activated.
Ignition Euro
telltales color buzzer pictogram Pin Activation SA PGN SPN FMI Status Comments
OFF 3
1,17,
0 65226 100
J1939 18
1 Oil emergency pressure red No buzzer (CAN) bite 1, bites No warning messages.
0 65351 ON = 01
7-8
E2:1 “ground”
0,15,
Light diode 0 65226 110
J1939 16
below
2 Coolant temperature red No buzzer (CAN) bite 1, bites No warning messages
coolant 0 65351 ON = 01
3-4
sensor
E2:2 “ground”
Tractor direction
3 green E2:36 battery
indicator, right
Light diode E2:3 Ground

4 Fuel level amber below fuel No warning messages
sensor E2:32 <1/8 tank
5 High beam blue E2:4 battery
6 Inter-axle differential 1 amber E2:5 “ground”
07980059 Rev A Page 10of 53

287 27 Road
(970) 242-8863 FAX (970) 244-1250
Ignition Euro
OFF 3
and 2 E2:6 “ground”
7 Power source 1 green E2:17
Inter-wheel differential amber No buzzer “ground”

8 E2:7
2
Inter-wheel differential amber No buzzer “ground”

9 E2:8
3
blinking (0.5s
in 0.5s OFF)
10 Parking brake red No buzzer E2:12 “ground”
11 Trailer direction indicator green E2:10 battery
E2:11 “ground”
Motor oil temperature
12 red J1939 0,15,
0 65226 175
(CAN) 16
ASR amber
13 E3:23 TT on solid
(anti-lock brake system) “ground”
07980059 Rev A Page 11 of 53

287 27 Road
(970) 242-8863 FAX (970) 244-1250
Ignition Euro
OFF 3
J1939
11 61441 SPN 576 ON = 01
(CAN)
J1939
11 61441 SPN 561 ON = 01 Flashes at 1Hz
(CAN)
J1939
11 61441 SPN 562 ON = 01 Flashes at 1Hz
(CAN)
amber E2:37 battery
Fan magnetic coupling
14 J1939 ON =
(engine cooling fan) 0 65213 SPN 977
(CAN) 1001
15 Tailgate dumpling red E2:31 battery
J1939
Bite 1, bites Active =
16 Gearbox fault amber (CAN) 3
65413 3-4 01
Light diode J1939

0 61444 190 Engine over-speed
below (CAN) Set value
17 Engine over-speed red Customer set value.
tachometer Impulse in setting
E13:7 By default >2600 rpm
sensor input menu
07980059 Rev A Page 12 of 53

287 27 Road
(970) 242-8863 FAX (970) 244-1250
Ignition Euro
OFF 3
1438
J1939 Starting bit:
11 61441 Active
(CAN) 44, Length
[bit]: 2
E3:7 “ground” “Faulty ABS”
624
Active =
18 ABS amber J1939 DM1 Starting bit:
11 01 Amber
(CAN) 65226 2, Length
lamp state
[bit]: 2
J1939 0.5 sec “Loss of connection with
11 61441 Any
(CAN) Data loss ABS”
J1939
11 61441 SPN 575 ON = 01 TT on Solid
(CAN)
19 Trailer ABS amber E3:8 “ground” “Faulty tractor ABS”
20 Power source 2 green E2:18 “ground
21
Final drive distribution amber E2:23 “ground”
box
07980059 Rev A Page 13 of 53

287 27 Road
(970) 242-8863 FAX (970) 244-1250
Ignition Euro
OFF 3
22 623
Starting bit: = 01
J1939 DM1
0 4 Red lamp
(CAN) 65226
Engine emergency state red Length[bit]: state “ENGINE STOP”
2
E3:10 “ground”
E3:11 “ground”
E2:20 battery
23 EFU (pre-starting heater) amber
E3:12 “ground”
Low lwvwl of storage E1:1 <20V No warning messages.
24 battery charging red
Line alternator E2:29 “ground”
Tractor direction
25 green E2:9 battery
indicator, to the left
26 Range-change unit amber E2:22 “ground”
07980059 Rev A Page 14 of 53

287 27 Road
(970) 242-8863 FAX (970) 244-1250
Ignition Euro
OFF 3
1741
Startinmg
ASC1 Active =
J1939 47 bit:28
27 Transport position amber 65114 00
Length[bit]:
4
E3:1 “ground”
“ground”,
Power steering pump
28 red continuous E2:25 depicted “Power steering pump 1”
1
on LCD
“ground”,
Power steering pump
29 red continuous E2:26 depicted “Power steering pump 2”
2
on LCD
30
Trailer platform up/down red E2:27 battery
07980059 Rev A Page 15 of 53

287 27 Road
(970) 242-8863 FAX (970) 244-1250
Ignition Euro
OFF 3
“TEMPERATURE EXCESS.
”
DM1
J1939 3 177 0
31 Gearbox oil temperature red 65226
(CAN)
3 Bite 1, bit 1- Active =

J1939 65413
2 01
Each of inputs mentioned may
623
activate the signal device .
Emergency situation Starting bit: = 01
32 red DM1 Message J1939 for TT22 and
(vehicle stop) J1939 11 4 Rea lamp
65226 TT31 also activate the
Length[bit]: status
PICTOGRAM.
2
J1939 0.5 sec
11 61441 Any
(CAN) Data loss
07980059 Rev A Page 16 of 53

287 27 Road
(970) 242-8863 FAX (970) 244-1250
Ignition Euro
OFF 3
1439
J1939 Starting bit:
11 61441 ON = 01
(CAN) 42, Length
[bit]: 2
All
TT31
conditions
All
TT22
conditions
E2: 1 “ground”
E2:2 “ground”
E2:11 “ground”
E2:13 “ground”
E2:14 “ground”
E2:15 “ground”
E2:24 “ground”
E2:25 “ground”
E2:26 “ground”
624 Active =
J1939 DM1 Starting bit: 01 Amber
Engine fault 0
33 amber (CAN) 65226 2, Length lamp “CHECK ENGINE”
(to check engine)
[bit]: 2 status
E3:9 “ground”
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287 27 Road
(970) 242-8863 FAX (970) 244-1250
Ignition Euro
OFF 3
“ground”
34 Air filter state red E2:19
“ground”
35 Hydraulic lock for cab red E2:24
520
Starting bit:
J1939 ERC1
0 8 <0% Actual retarder torque, %
(CAN) 61440
Length[bit]:
8
36 Motor brake-retarder amber
520
Starting bit:
J1939 ERC1
(CAN) 61440
Length[bit]:
8
07980059 Rev A Page 18 of 53

287 27 Road
(970) 242-8863 FAX (970) 244-1250
Ignition Euro
OFF 3
520
Starting bit:
J1939 ERC1
(CAN) 61440
Length[bit]:
8
Bite 1, bit 1- Active =
J1939 3 65413
37 Low gear start red 2 01
E2:28 “ground”
Active =
deviation,
1741 0F – data
Starting are not
J1939 ASC1
Adjustment of vehicle 47 bit:28 available,
38 red (CAN) 65114
platform height Length[bit]: 0A – 0D –
4 Not
determine
d
E3:2 “ground”
Light diode is E4:3, Impulse
Value set Engine over-speed
below E4:4 input
39 Speed exceed red in setting Customer set value.
speedometer J1939 0 65265 84
menu By default >95 km/h
sensor J1939 238 65132 1624
07980059 Rev A Page 19 of 53

287 27 Road
(970) 242-8863 FAX (970) 244-1250
Ignition Euro
OFF 3
Technic 1761 Level designation
al Starting -Warning light diode “ON”
0 informat bit:0, <12.5% Amber– low level
ion 1 Length[bit]8 Warning >=12.5%
65110 Priority: 0x6 - Warning light diode “ON ”
Red – warning about
Indicator of urine low J1939
40 amber critical low level <=5%
level for SCR system (CAN) Technic 1761
- FMI information about
al Starting
low level is ignored
61 informat bit:0, <12.5%
Fault designation
ion 1 Length[bit]8
No data/error data = test
65110 Priority: 0x6
“no data” + red warning
light diode
41 Winch green E2:21 “ground”
0 65351Bite 2 bit5-6 ON = 01
J1939 “COOLANT LOW LEVEL”
42 Engine coolant level amber DM1 1,17,
(CAN) 0 111
65226 18
43 Indicator of fault in SCR red E3:13 “ground”
07980059 Rev A Page 20 of 53

287 27 Road
(970) 242-8863 FAX (970) 244-1250
Ignition Euro
OFF 3
system 624 Active =
J1939 DM1 Starting bit: 01 Amber
61
(CAN) 65226 2, Length lamp
[bit]: 2 status
595
Starting
J1939 CCVS Active =
44 Cruise-control green 0 bit:24
(CAN) 65265 01
Length
[bit]:2
“ground” “AIR LOW PRESSURE 1”
E2:13
Erasable message, Non-
erasable buzzer
“ground” “ AIR LOW PRESSURE 2”
45 Fault in brake system red continuous E2:14

erasable buzzer
“ground” “ AIR LOW PRESSURE 3”
E2:15
erasable buzzer
07980059 Rev A Page 21 of 53

287 27 Road
(970) 242-8863 FAX (970) 244-1250
Ignition Euro
OFF 3
“ground” Low-pressure compressed
iar 4”
E2:16
erasable buzzer
battery
46 Fuel heater amber E2:38
97
Not
J1939 WFI Starting bit:
availa Water in fuel No sound 0 Active=01 “WATER IN FUEL”
(CAN) 65279 0, Length
ble
[bit]:2
J1939 !=00 “PARKING BRAKE ON.
Not 3 61445 524
Parking brake ON. (CAN) (neutral) GEARBOX NOT IN
availa
Gearbox not in neutral. NEUTRAL.” Both functions
ble E2:12 “ground”
should be active
Repair
Not
selected
availa To be repaired “TO BE REPAIRED”
remains
ble
<= 0
07980059 Rev A Page 22 of 53

287 27 Road
(970) 242-8863 FAX (970) 244-1250
Ignition Euro
OFF 3
Not “ BREAK OF
availa CONNECTION WITH ABS”
ble Break of connection with J1939 5 sec By default: DATABUS, may
11 61441 Any
ABS (CAN) Data loss be disengaged in «set
sensor input in setting
menu.
Not
Bite 8, bit 1- active =
availa Only buzzer (no display) continuous J1939 3 65413
2 01
ble
Not active =
availa 0x00, or
ble 11 65268 929 0x01, or Insufficient tire pressure, 1
Insufficient tire pressure, 0x02, or axle
J1939
1 axle 0x03 Both functions should be
Under active
11 65268 2587 pressure =
011
active =
Not 0x10, or
Insufficient tire pressure, “ Insufficient tire pressure,
availa J1939 11 65268 929 0x11, or
2 axle 0x12, or 2 axle
ble
0x13 Both functions should be
07980059 Rev A Page 23 of 53

287 27 Road
(970) 242-8863 FAX (970) 244-1250
Ignition Euro
OFF 3
Under active
11 65268 2587 pressure =
011
Not Active =
0x20, or
availa
11 65268 929 0x21, or Insufficient tire pressure, 3
ble
Insufficient tire pressure, 0x22, or axle,
J1939
3 axle 0x23 Both functions should be
Under
active
11 65268 2587 pressure =
011
Not Active =
0x30, or
availa
11 65268 929 0x31, or
ble Insufficient tire pressure, 4
Insufficient tire pressure, 0x32, or
J1939 axle
4 axle 0x33
Under Both functions should be
11 65268 2587 pressure = active.
011
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07980059 Rev A Page 25 of 53

287 27 Road
(970) 242-8863 FAX (970) 244-1250
2x20 LCD Display

LCD Display – To be developed in accord with customer requirements, 2x20 LCD
indicator with black depiction is used on message display in instrument panel. LC
indicator is of FSTN technology, display may work in temperature range from –40
to +85C. Inner heater provide display operability at–40C.
- Illumination color – Amber/Green (565nM)

- Appr. visible zone of screen- 18mm x 102mm
Standard depicted information is like this.
- Hour counter
- Odometer
- Voltmeter
- Motor oil pressure
- Diagnostic information from vehicle
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Buzzer
Dashboard is with buzzer and drive control diagram with the help of which various
sound signals may be emitted.
Sound signal
o Continuous - continuous sound
o Intermittent – Intermittent version of continuous sound
Buzzer frequency 1.8 KHz.

Signal level in dB - 85 on distance 1 meter from buzzer.
Buzzer activation with the help of:
o Switchable inputs
o Diagnostic message from data bus (J1939)
o Level of analogue input signal
o Level of input signal from data bus.
Speed bufferized output signal

Output signal frequency is similar and synchronous to speedometer input signal.
Frequency of bufferized output signal should be within 1% of speed input signal.
Impulse duration for output signal = 16/ seconds (K = programmed number of

impulses / km).
High level: 8 V at 0 mA
>5.5 V at 2 mA (source)
Low level: 0 V at 0 mA
<2.5 V at 2 milliamp (drop)
4 impulses/m
Frequency of output signal is 4 impulses/meter of travel
High level: 8 V at 0 mA
>5.5 V at 2 mA (source)
Low level: 0 V at 0 mA
<2.5 V at 2 milliamp (drop)
07980059 Rev A Page 27 of 53

287 27 Road
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Dashboard input signals

Information through data buses, analogue inputs, switchable inputs and front
switches comes to instrument panel. The following sections describe each of this
means.
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Analogue inputs
In instrument panel, the input signals are processed and converted to digital form
used to control the sensors, pilot lamps or LCD display 2x20.
– Application
o Fuel
o Coolant temperature
o Pressure in receiver 1
o Pressure in receiver 2
o Motor oil pressure
– 5 standard external analogue inputs

o Range of input voltage by external inputs 0-5 V
o Range if resistance input from 0 to 5200 m
– 3 inner analogue inputs
o Battery voltage
o Illumination
o Inner power source (+15 V)
Switchable inputs
There are 30 places for switchable inputs. High-level input signals are connected to
battery terminals, while low-level input signals – to vehicle “ground”. These inputs may
be used to control the indicators or display.
- Application is shown in a Table with connector outlets arrangement

- 34 inputs connected to “ground”
Current: 2 – 16 m
Guaranteed low voltage - 2
- 9 connected to battery terminals
Current: 2 – 16 m
Guaranteed high voltage – 6
Shifters
On instrument panel, there are 2 group shifters to control 2x20 LCD functions.
- Shifters are inner and activated through «ground».
- Group shifters may also activate 2x20 LCD, with ignition de-energized.
- Service life: 100 000 cycles.
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287 27 Road
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Data exchange
Connection with vehicle is provided by data bus J1939. Parameters not passed
through data bus, are transferred by analogue inputs and switchable inputs. All these
means may be used to control the sensors, indicators and 2x20 LCD display through
the inner bus.
Further are various data transfer interface services available in channel of CAN,
used in cluster KAMAZ TS-1. Interface of data transfer channel corresponds to
specification SAE J1939/71. Data transfer channel by CAN bus is installed in
accord with specification SAE J1931/21, in which 29-bit identifiers are supposed to
be used (CAN 2.0B) and data transfer speed of 250 kbit/s.
Instrument panel TS-1 will pass its own source address (SA) in accord with what
happens with vehicle. TS-1 will try to address SA 238, if successful attempt, cluster
will pass these data to that address. If SA 238 can’t be called, cluster will enquire
SA 23. If not a single address can be enquired, cluster will forward enquiry on non-
fulfillment (negative enquiry) and will stop the translation.
Messages from sensors
- Speedometer:
o PGN 65265, SPN 84, SA 0
o PGN 65132, SPN 1624, SA 238
- Tachometer:
o PGN 61444, SPN 190, SA 0
- Coolant temperature:
o PGN 65262, SPN 110, SA 0
Messages about data parameters
- Motion speed:
o PGN 65132, SPN 1624, SA 238
o PGN 65265, SPN 84, SA 0
- Tachometer:
o PGN 61444, SPN 190, SA 0.
- Motor oil pressure:
o PGN 65263, SPN 100, SA 0
- Engine coolant temperature:
o PGN 65262, SPN 110, SA 0
- Battery voltage:
o PGN 65271, SPN 168, SA 0
- Transmission oil temperature:
o PGN 65272, SPN 177, SA 3
- Turbocharging:
07980059 Rev A Page 30 of 53

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(970) 242-8863 FAX (970) 244-1250
o PGN 65270, SPN 102, SA 0
- Engine load:
o PGN 61443, SPN 92, SA 0
- Engine work hours:
o PGN 65253, SPN 247, SA 0
- Motor oil level:
o PGN 65263, SPN 98, SA 0
- Engine coolant level:
o PGN 65263, SPN 111, SA 0
Messages transmitted
- Fuel consumption
o PGN 65257, SA 238/23, enquiry on fuel data
- Vehicle speed
o PGN 65132, SA 238/23, speed
Mechanical characteristics
- Instrument panel may be designed for any commercial vehicle or bus, incl. labels.
- Leakage-proof
o Front IP52 (SAE 20653)
o Rear IP52 (SAE 20653)
- Connector
o #1 - AMP 953236-1 (26 contacts)
o #2 - AMP 953118-4 (40 contacts)
o Similar to 4 – 8-pin connectors used in tachographs
- Body
o Material – ABS
o Color - black
- Fasteners
o Fasteners 1/4" or M6
o Maximum tightening torque 14 inche-pounds.
- Arrow
o Orange
o Illumination– from heel to cover
- Front lense
o Material – transparent acrylic
- External criteria acc. to specification Ametek QCI 20016
- Storage temperature – from -40°C to +85°C depending upon LCD manufacturer.
- 1 rubber bush is installed in all 4 mounting holes.
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Instrument panel mechanical part
07980059 Rev A Page 32of 53

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Connector pins arrangement

Further is Table with connectors on cluster and signals connected to each contact.
Connector E2 (40 pin connector)
Pin Signal Type Activation
1 Motor oil pressure Input Shifting to

“ground”
2 Coolant temperature Input Shifting to
“ground”
3 Fuel level Input Shifting to
“ground”
4 High beam Input Shifting to battery
5 Inter-axle differential 1 Input Shifting to
“ground”
6 Inter-axle differential 2 Input Shifting to
“ground”
7 Inter-wheel differential 2 Input Shifting to
“ground”
8 Inter-wheel differential 3 Input Shifting to
“ground”
9 Tractor direction indicator, to Input Shifting to battery
the left
10 Trailer direction indicator Input Shifting to battery
11 Motor oil temperature Input Shifting to
“ground”
12 Parking brake Input Shifting to
“ground”
13 Pressure in receiver 1 Input Shifting to
“ground”
“ground”
“ground”
“ground”
17 Power sources 1 Input Shifting to
“ground”
07980059 Rev A Page 34 of 53
287 27 Road
(970) 242-8863 FAX (970) 244-1250
18 Power sources 2 Input Shifting to

“ground”
19 Air filter state Input Shifting to
“ground”
20 EFU (heater) Input Shifting to battery
21 Winch Input Shifting to
“ground”
22 Range-change unit Input Shifting to
“ground”
23 Differential distribution box Input Shifting to
“ground”
24 Cab hydraulic lock Input Shifting to
“ground”
25 Steering booster pump 1 Input Shifting to
“ground”
26 Steering booster pump 2 Input Shifting to
“ground”
27 Up/down, trailer platform Input Shifting to battery
28 Gearbox low gear start Input Shifting to
“ground”
29 L Alternator Input Shifting to
“ground”
30 Motor oil pressure Input analogue(resistive)
31 Tailgate dumping Input Shifting to battery
32 Fuel sensor input signal Input analogue(resistive)
33 Coolant temperature input Input analogue(resistive)
signal
34 Pressure in receiver 1 Input analogue(resistive)

35 Pressure in receiver 2 Input analogue(resistive)
36 Tractor direction indicator, to Input Shifting to battery
the right
37 Fan magnet coupling Input Shifting to battery
38 Fuel heater Input Shifting to battery
39 Not used
40 For application in Ametek co. reserved No connection
07980059 Rev A Page 35 of 53

287 27 Road
(970) 242-8863 FAX (970) 244-1250
Connector E3 (26 pin connector)

1 Transport position Input Shifting to “ground”
2 Adjustment of vehicle platform Input Shifting to “ground”
height
3 Not used
4 Not used
5 Not used
6 Not used
7 Tractor ABS Input Shifting to “ground”
8 Trailer ABS Input Shifting to “ground”
9 Engine fault (check engine) Input Shifting to “ground”
10 Engine emergency mode Input Shifting to “ground”
11 Engine emergency mode Input Shifting to “ground”
12 Electric pre-starting heater Input Shifting to “ground”
13 Indicator of error in SCR system Input Shifting to “ground”

14 Not used
15 Not used
16 Not used
17 Not used
18 Not used
19 Not used
20 Not used
21 Not used
22 Not used
23 ASR (anti-skid regulation) Input Shifting to “ground”
24 Not used
25 Not used
26 Not used
07980059 Rev A Page 36 of 53

287 27 Road
(970) 242-8863 FAX (970) 244-1250
Connector E1 (8 pin connector, tachograph)
1 Battery (+24V) Input
2 Illumination (+24V) Input
3 Ignition (+24V) Input analogue (voltage)
4 Not used
5 Battery “ground” (-) Input
6 Illumination “ground” (-) Input
7 Not used
8 Not used

1 Speed sensor voltage output +8V
(+8 )
2 Speed sensor “ground” output “groind” +8V
(-)
3 Speed signal (+) Input analogue (frequency)
4 Speed signal (-) Input analogue (frequency)
5 Not used
6 Not used
7 Buffered speed output output analogue (frequency)
signal
8 4 impulses/meter output analogue (frequency
/impulse)

1 J1939 CAN-H Data bus Data bus
2 J1939 CAN-L Data bus Data bus
3 J1939 CAN-screen Data bus
4 J1939 CAN-H Contact 1 copy Data bus
5 J1939 CAN-L Contact 2 copy Data bus
6 Not used
7 Tachometer input signal Input analogue (frequency)
(+)
8 CAN-L-connectors To pin 2 or 5 through
120 m
07980059 Rev A Page 37 of 53
287 27 Road
(970) 242-8863 FAX (970) 244-1250

1 Not used
2 Not used
3 Buffered speed output output analogue (frequency)
signal
4 Not used
5 Not used
6 Not used
7 Not used
8 Not used
07980059 Rev A Page 38 of 53

287 27 Road
(970) 242-8863 FAX (970) 244-1250
Cluster programming capabilities

2x20 LCD display provides access to various features and information is depicted.
Features include diagnostics, warning messages, vehicle fault codes and self-test
functions.
Cluster diagnostics options
Cluster has two diagnostic options: diagnostic messages and self-test. You may view
messages to determine wheat faults were discovered by vehicle systems and sensors.
Self-test is a means to test cluster operability. Further, functions of each diagnostic test
are described in general.
Warning messages
Cluster uses warning messages to describe vehicle system events revealed by cluster.
List may contain up to 30 warning messages and user may scroll them pressing the
button «down». If during viewing the List, You do not find any messages, then NO
WARNING MESSAGES will be shown in cluster.
Fault codes
Cluster uses fault codes which are actively passed by vehicle data bus. List may contain
up to 16 fault codes, and user may scroll them pressing the button «down». If during
viewing the List, You do not find any fault codes, then NO FAULT CODES will be
shown in cluster.
Self-test function
Self-test function allows the user to test instruments automatically, when all indicators,
light diodes, telltales are activated continuously till user stops the test. This option
allows user to test each sensor and telltale manually and separately.
Automatic self-test
During automatic self-test, all indicators, light diodes, telltales work
simultaneously, without user participation. Display depicts what indicators and
telltales should do and gives user 3 seconds to test the functioning. Indicators are
tested pursuant to minimum scale, middle scale and maximum scale.
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287 27 Road
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Testing with manual control

When testing with manual control, the user may test each sensor and telltale separately.
Testing starts with speedometer. Each time when pressing button «down», LMC shifts
to the next test phase. To shift to the next sensor, user should press right button, and
display shows name of the next sensor, and scroll button «down» to test it. This
continues until names of all sensors are depicted on display. The, telltales are tested.
When user outputs to display names of each telltale, cluster engages that telltale until
user selects the next telltale having pressed button «down».
Work with menu and screen diagrams

With ignition energized, cluster performs self-test, depicts information on vehicle
standard motion. Then, cluster options may be activated with depression of menu
buttons. The following diagrams show how to shift in menu and various system
functions in Euro-3 configuration.
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287 27 Road
(970) 242-8863 FAX (970) 244-1250
Z LCD screen KAMAZ LCD Screen
Phase diagram State Transition Diagram
04/14/2008
Top level Top Level
Rev 1
Ignition ON in screen
Ignition On Screens
Connected screens
withPower Up Self-
self-test
Test Screens
Normal operating
Normal
screens Operating
Screens
Parking brake
Park Brake in
On Screens
screen
Parking Park Brake brake

Off || Service
Service Diagnostic
Diagnostic
disengaged
Down Long Hold screens
Screens screens
Screens
Sticky
Sticky screen
Screens
Engine
Engine data Self-test screens
Park Self Test
Parking brake Information
Brake screens
Screens
Screens
Down
disengaged
Off
Long Park
Hold Brake
On
Parking brake
engaged
Standard
Access Screens SetSet
screens
Up
Screens
H*
Pop Up Message Added to

Messages are added to List
Screens Warning Message List of warning messages
Ignition Ignition
Ignition On Off Ignition OFF
ON
Ignition Off
Screens
07980059 Rev A Page 41 of 53

287 27 Road
(970) 242-8863 FAX (970) 244-1250
Z LCD screen KAMAZ LCD Screen

State transition diagram State Transition Diagram
Connected screens
with self-test Connected screens with Power Up Self- 04/14/2008
self-test Test Screens Rev 1
Power Up Self-
Test Screens
Screen A
XXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXX
Screen is depicted
Screen Displayed for
3 sec. for 3 Seconds
Normal Normal operating

Operating
Screens screens
07980059 Rev A Page 42 of 53

287 27 Road
(970) 242-8863 FAX (970) 244-1250
KAMAZ LCD Screen
State Transition Diagram
04/14/2008
Sticky screen Sticky screen Sticky Screens
Rev 1
Sticky Screens
Sticky
Screen == C Sticky Sticky Sticky
Screen == D1 Screen == D2 Screen == D3
Analog Engine Right /

Sticky
Screen C Screen = D1
dddddd.d Km
Trip1 dddddd.d Km
Down Screen D1 Screen D2 Screen D3
Oil ddd kPa Oil Lvl ddd % Trans ddd ºC
Electronic Engine
Engine ddd ºC Cool Lvl ddd % Battery dd.d Volts
Screen C
PN dddddd.d Km
DEF E F Right /
Sticky
Right /
Sticky
Right /
Sticky
Down Screen = D1 Screen = D2 Screen = D3
Down Down Down
Right /
Sticky Screen = C
Standard Standard access

Access Screens screens
07980059 Rev A Page 43 of 53

287 27 Road
(970) 242-8863 FAX (970) 244-1250
KAMAZ LCD Screen
Standard access State Transition Diagram
screens
Standard Access 04/14/2008
Screens Rev 1
Standard Access
Screens Standard access screens
Right
Screen E Right Screen F

Trip1 dddddd.d Km Trip2 dddddd.d Km
Trip1 dddddd.d Hours Trip2 dddddd.d Hours
Down RIGHT Long Hold / Right Long Hold /

Reset Trip 1 Hours Reset Trip 2 Hours
Reset Trip 1 Distance Reset Trip 2 Distance
Down
Screen E Screen E
Fuel Remaining Fuel Economy
dddddd.d Kilometers dddd.d kpg
Down
RIGHT Long Hold /
Down
Reset Average Fuel Economy
Parking brake
OFF Parking brake
ON
Park Brake Off Park Brake On
Down Long Hold
Park Brake
Sticky Screens
On Screens
Sticky screens Parking brake on screens
07980059 Rev A Page 44 of 53

287 27 Road
(970) 242-8863 FAX (970) 244-1250
KAMAZ LCD Screen
Engine Info. 04/14/2008
Information screens Screens Rev 1
Engine Information Information screens

Screens
Engine hours
Screen I
Engine Hours
dddddd.d
Down
Service Service
Screens screens
07980059 Rev A Page 45 of 53

287 27 Road
(970) 242-8863 FAX (970) 244-1250
KAMAZ LCD Screen
Service 04/14/2008
Service Screens
Service Rev 1
screens
screens
Service Screens
Service warning signal

Distance left 8.8
Distance of service warning
signal
!= .
Service Alarm
Service Alarm
Distance Remaining < 0 && Else
Distance == OFF
Service Alarm Distance != OFF
Screen JB Screen JA Screen JE

dddddd.d Km dddddd.d Km Service Alarm
Overdue for Service to Service Is Turned Off
Down Right Right Down Right Down
Screen JF
Service Alarm Period
ddddd Km
Right
Screen JC
Hold RIGHT Key to
Reset Service Alarm Right
Right Long Hold /

Display Current Right /
Service Alarm Service Alarm Distance =
Distance Current Display Value
Screen JD
Service Alarm
ddddd Km
Note:
Down / The Service Alarm is only reset when the
Display Next Right key is pressed in Screen JD. Exiting
Possible Value of Screen JC or JD via a Down Long Hold or
Service Alarm Park Brake release does not modify any
Distance Service Alarm settings.
Note:
With JD screen pressed,
service alarm signal is only
reset. Exiting screens JC or JD
via Down Long Hold or park
brake release does not modify
Diagnostic Diagnostic service alarm settings.
Screens screens
07980059 Rev A Page 46 of 53

287 27 Road
(970) 242-8863 FAX (970) 244-1250
KAMAZ LCD Screen
Diagnostic Diagnostic Diagnostic 04/14/2008

screens screens Screens Rev 1
Diagnostic Screens
Screen K
Diagnostic Menu
Down
Right
Right
Screen KA Screen KB
Right
Warning Messages Fault Codes
Down &&
Down &&
No Messages in
No Active Fault Codes
Warning Message List
Down &&
Screen KAn Down && Screen KBn
Message(s) in Right Right
No Warning Messages Active Fault Codes / No Fault Codes
Warning Message List /
Display 1st Fault Code
Display 1st Message
Down &&
Message(s) in Down && Active Fault Codes /
No Active
Warning Message List / No Messages in Display 1st Fault Code
Fault Codes
Display 1st Message Warning Message List
Screen KBn
Source ddd Engine Right
Screen KAn
Right SPN ddd FMI ddd
Stop Engine
Down &&
Down &&
Active Fault Codes /
Message(s) in
Display Next
Warning Message List /
Fault Code
Display Next Warning
Message List Entry
Self Test Self-test screens

Screens
07980059 Rev A Page 47 of 53

287 27 Road
(970) 242-8863 FAX (970) 244-1250
KAMAZ LCD Screen
Self-test screens State Transition Diagram
Self-test screens
Self Test 04/14/2008
Screens Rev 1
Self Test Screens
Screen L Right
Self Test Menu
Right
Down
Screen LA Right Screen LE Screen LJ

Right SW Version 1.0
Auto Selftest Manual Selftest Config Number xxxxxx
Down
Screen LB
Needles Min Scale Right
Telltales OFF
Screen Displayed For 3 Seconds
Screen Screen LC
Displayed Needles Mid Scale Right
For Telltales OFF
3 Seconds
Screen Displayed For 3 Seconds Down /
Display 1 st
Gauge Name
Screen LD
Needles Full Scale Right
Telltales ON
Right && Each

Gauge Name
Right && Every Screen LF Selected Once /
Gauge Name Not Screen LP
Manual test Pointer To Zero Manual Test Right
Selected / Select Speedometer LED Off Lightbar Telltales
Next Gauge Name,
Pointer to Zero,
Down / LED Off,
LED Off Down /
Pointer to Zero Down &&
Select 1 st
Every Telltale Name
Screen LG Telltale Name
Selected Once
Down / Speedometer
LED Off, Min Scale / LED Off
Pointer to Zero Screen LPn
Left Turn Right
Down / Telltale
Pointer to Mid Scale
Down &&
Screen LH Every Telltale
Speedometer Name Not
Mid Scale / LED Off Selected /
Select Next
Down / LED On, Telltale Name
Pointer to Full Scale
Screen LI
Speedometer
Max Scale / LED On
Set Up Set up screens

Screens
07980059 Rev A Page 48 of 53

287 27 Road
(970) 242-8863 FAX (970) 244-1250
KAMAZ LCD Screen
Set up screens
Set up Set Up 04/14/2008
Screens Rev 1
Set Up Screens screens
Right /
Right && Screen MA Current Units = Screen MC* Right
Current Units == Select Units English Set Primary
English ENGLISH Information Display
Right /
Current Units = Down / Down && Each
Screen M Down Down Metric Display Line Item = Display Line
Setup Menu C Line 2 DIsplay Item Shown Once
Right && Screen MB Screen MCn

Down Current Units == Select Units xxxxxx.x Miles Right / C Line
Metric METRIC Display Line Item N 2 Display =
Display Line Item
Down / Show Next

Display Line Item
Screen MD Right Screen MG

Set Second Set Third
Information Display Information Display
Down Down
Screen ME Screen MH
Set Top line of Set Top line of
Second Display Third Display
Down && Each Down / Down /

Down && Each
Display Line Display Line Item = Display Line Item =
Display Line
Item Shown Once D1 Line 1 DIsplay D2 Line 1 DIsplay
Item Shown Once
Right
Screen MEn Screen MHn

Display Line Item N Right Display Line Item N Right
Current Bottom Line Current Bottom Line
Right / D1 Right / D2
Down / Show Next Line 1 Display = Down / Show Next Line 1 Display =
Display Line Item Display Line Item Display Line Item Display Line Item
Screen MF Screen MI
Set Bottom line of Set Bottom line of
Second Display Right Third Display Right
Down / Down /
Down && Each Down && Each
Display Line Item = Display Line Item =
Display Line Display Line
D1 Line 2 DIsplay D2 Line 2 DIsplay
Item Shown Once Item Shown Once
Right / D2
Screen MFn Right / D1 Screen MIn Line 2 Display =
Current Top Line Line 2 Display = Current Top Line Display Line Item
Display Line Item N Display Line Item Display Line Item N
Set
Set Up
Fourth
Down / Show Next Down / Show Next
Display Line Item Display Line Item
*Primary Information Display cannot

be changed with Electronic Engines
07980059 Rev A Page 49 of 53

287 27 Road
(970) 242-8863 FAX (970) 244-1250
KAMAZ LCD Screen

Set up screens (cont.)
Set Up 04/14/2008
Screens Rev 1
Set Up Screens Continued
Set
Set Up
Fourth
Screen MJ Screen MMA

Set Fourth Right Set Backlight
Information Display Intensity
Right
Down Down
Screen MMB
Screen MK Set Intensity
Set Top line of XXXXXXXXXX
Fourth Display
Down / Increment
Down && Each Down / intensity & show
Display Line Display Line Item = on bar graph. Right
Item Shown Once D3 Line 1 DIsplay Wraps back to zero
Screen MKn
Display Line Item N Right Screen MRA Right=
Current Bottom Line Enter Password Password bypassed
0000 or not correct
Right / D3
Down / Show Next Line 1 Display =
Display Line Item Display Line Item
Right / D3
Line 2 Display =
Screen ML Display Line Item
Set Bottom line of
Fourth Display Right Right =
Password correct
Down && Each Down /

Display Line Display Line Item =
Item Shown Once D3 Line 2 DIsplay
Screen MLn
Current Top Line
Display Line Item N
Down / Show Next

Display Line Item
Set
Set Up
Sensor
07980059 Rev A Page 50 of 53

287 27 Road
(970) 242-8863 FAX (970) 244-1250
KAMAZ LCD Screen
Set up screens (cont.) State Transition Diagram
Set Up 04/14/2008
Screens Rev 1
Set Up Screens Continued
Set
Set Up
Sensor
Right
Screen MRA Screen MN Screen MP
Right Right
Set Sensor Input Set Speed Input Set Tach Input
Down Down Down
Screen MRB Screen MOn Screen MQn

Fuel Economy Set Pulses/Km Set (P x i) x 100
ENABLE x0000 x0000
Down Down Right

Down / Increment Right / Set Down / Increment Right / Set
Digit 0-9 Digit Digit 0-9 Digit
Screen MRB
Fuel Economy
DISABLE
Screen MOn Screen MQn
Right Right/Set Digit
Set Pulses/Km Set (P x i) x 100
0x000 0x000
Screen MRC
ZF Data Down / Increment Right / Set Right / Set
ENABLE Down / Increment
Down Down Right
Screen MRC Screen MOn Screen MQn

ZF Data Set Pulses/Km Set (P x i) x 100
DISABLE 00x00 00x00
Right
Right
Down / Increment Right / Set Down / Increment Right / Set
Screen MRD
Hours
ANALOG
Screen MOn Screen MQn
Right
Down Down Set Pulses/Km Set (P x i) x 100
000x0 000x0
Screen MRD
Hours Down / Increment Right / Set Right / Set
DATA BUS Down / Increment
Right
Right / Set Digit
Screen MRE Screen MQn
Screen MOn
ABS
ANALOG Right Set Pulses/Km Set (P x i) x 100
0000x 0000x
Down Down
Down / Increment Down / Increment
Screen MRE Digit 0-9 Digit 0-9
ABS
DATA BUS
Sticky Screens Sticky screens
07980059 Rev A Page 51 of 53

287 27 Road
(970) 242-8863 FAX (970) 244-1250
KAMAZ LCD Screen

Ignition ON screens Ignition Off 04/14/2008
Screens Rev 1
Ignition OFF
screens
Ignition Off
Screens
Right || Down /
Display Timer =
15 seconds
Screen X Screen B Right || Down /

Panel Lamps On dddddd.d Miles Display Timer =
dddddd.d Hours 15 seconds
Display Timer == 0 &&

Panel Lamps Off
Ignition On
Ignition On
Ignition ON screens
Screens
07980059 Rev A Page 52 of 53

287 27 Road
(970) 242-8863 FAX (970) 244-1250
K A M A Z L C D S c re e n
Pop up screens
S ta te T ra n s itio n D ia g ra m
Pop up screens Pop U p 1 1 /0 2 /2 0 0 9

S c re e n s R ev 1
Po p U p Sc re en s
S c r e e n NA
E 2 :2 5 G ro u n d e d C o n d itio n In a c tiv e ||
G UR PU MP 1
( R ig ht || D o w n )
S c r e e n NB
C o n d itio n In a c tiv e ||
E 2 :2 6 G ro u n d e d G UR PU MP 2
( R ig ht || D o w n )
S c r e e n NC C o n d itio n In a ctiv e ||
P G N 652 26, S P N 177 , S A 3, FM I = 0 ( R ight || D ow n )
T RA NS O VE R TE MP
S c r e e n ND
P G N 6535 1, B yte 2, B its 5-6, S A 0 O R C o n d itio n In a c tive ||
P G N 6 5 2 2 6 , S P N 1 1 1 , S A 0 , F M I = 1 ,1 7 ,1 8 L OW C OO LA NT L EV EL ( R ig h t || D o w n )
P G N 6 5226 , S A 0, Re d Lam p O R S c r e e n NE
C o n d itio n In a ctiv e ||
E 3 :1 0 , G ro u n d e d O R ST OP E NG IN E ( R ight || D ow n )
E 3 :1 1 G ro u n d e d
P G N 6 1 4 4 1 , S P N 1 4 3 8 , S A 1 1 , S ta tu s = 0 1 O R Screen NG
C o n d itio n In a c tiv e ||
P G N 6522 6, S A 11 , A m ber Lam p O R AB S FA UL T ( R ig ht || D o w n )
E 3 :7 G ro u n d e d
Screen NH
C o n d itio n In a ctiv e
E 3 :8 G ro u n d e d TR AI LE R
( R igh t || D ow n )
A BS F AU LT
Screen NI
0 .5 se co n d lo s s o f P G N 6 1 4 4 1 S A 1 1 C o n d itio n In a c a tiv e ||
AB S CO MM UN IC AT IO N ( R ig h t | | D o w n )
FA IL
P G N 6522 6, S A 0, Am b er Lam p O R Screen NJ C o n d itio n In a ctiv e ||

E 3 :9 G ro u n d e d C HE C K EN GI NE ( R igh t || D ow n )
Screen NK
E 2 :1 3 G ro u n d e d L OW PR ES SU RE C o n d itio n In a c tiv e
A IR 1
Screen NL
E 2 :1 4 G ro u n d e d L OW PR ES SU RE C o n d itio n In a c tive
A IR 2
P G N 6 5 2 7 9 , S P N 9 7 , S A 0 , S ta tu s= 0 1 Screen NM C o n d itio n In a ctiv e ||

W AT ER I N FU EL ( R igh t || D ow n )
Screen NN
C o n d itio n In a ctiv e ||
E 2 :1 5 G ro u n d e d L OW PR ES SU RE ( R igh t || D ow n )
A IR 3
Screen NO
E 2 :1 6 G ro u n d e d L OW PR ES SU RE C o n d itio n In a ctiv e ||
( R igh t || D ow n )
A IR 4
P G N 6526 8, S PN 929 a nd S P N 25 87, Screen NP
C o n d itio n in a ctiv e ||
S A 11 . A x le = 1. T ire 1,2,3, o r 4 = L OW T IR E PR ES SU RE ( R ight || D ow n )
U n d e r p re s su re AX L E 1
P G N 65268 , S PN 929 and S PN 258 7, S c r e e n NQ
C o n d itio n in a c tiv e ||
S A 11. A xle = 2. T ire 1,2,3, o r 4 = L OW T IR E PR ES SU RE ( R ig ht || D o w n )
U n d e r p re ss u re A XL E 2
PG N 652 68, SP N 92 9 and S P N 2 587, S c r e e n NR
S A 11 . A x le = 3. Tire 1,2,3, o r 4 = C o n d itio n in a c tive ||
L OW T IR E PR ES SU RE ( R igh t || D ow n )
U n d e r p re s s u re A XL E 3
PG N 652 68, SP N 92 9 and S P N 2 587, S c r e e n NS
S A 11 . A x le = 4. Tire 1,2,3, o r 4 = L OW T IR E PR ES SU RE C o n d itio n in a c tive ||
U n d e r p re s s u re A XL E 4 ( R igh t || D ow n )
S c r e e n NT
P G N 6 1445 , S PN 524, SA 3 , C o n d itio n in a ctiv e ||
PA RK B RA KE O N TR AN S
G e a r!= N e u tra l A N D E 2 :1 2 G ro u n d e d ( R ight || D ow n )
NO T I N NE UT RA L
S c r e e n NU
S e rvice A la rm D ista n ce R e m a in in g < = 0 S ER VI CE D UE C o n d itio n in a ctiv e ||
( R ight || D ow n )
N o te 1 : N o te 2 :
O n c e a P o p U p s c re e n is d is m iss e d v ia k e y W h e n m u ltip le p o p u p s cre e n s a re No rm al
p re s s , it d o e s n o t a c tiva te a g a in d u rin g th e sim u lta n e o u sly a c tiv e , th e sc re e n w ith th e H*
Op er at in g
cu r re n t ig n itio n c y cle u n le s s th e trig g e r h ig h e st p rio rity is a lw a ys d isp la y e d . Sc re en s
c o n d itio n g o e s in a ctiv e a n d th e n a c tiv e
a g a in .
07980059 Rev A Page 53 of 53

6520-0000010-06
APPENDIX
NEFTEKAMSK AUTOMOBILE PLANT

Open joint-stock company
Z-6520-0000020-06
DUMP TRUCK
Operation manual
6520-0000010-06
2004
10-1005
6520-0000010-06
CONTENT
INTRODUCTION .............................................................................................................15-109
1 DESCRIPTION AND OPERATION ...........................................................................15-109
1.1 Dump truck construction and operation .....................................................................15-109
1.1.1 Dump truck application ......................................................................................15-109
1.1.2 Technical data.................................................................................................15-110
1.1.3 Dump truck composition .....................................................................................15-111
1.2 Description and operation of main parts and units ...................................................15-111
1.2.1 Controls ..............................................................................................................15-111
1.2.2 Platform ..............................................................................................................15-112
1.2.3 Over-frame .........................................................................................................15-113
1.2.4 Hydraulic dumping gear ......................................................................................15-113
1.2.5 Electric equipment ..............................................................................................15-121
2 APPLICATION .............................................................................................................15-123
2.1 Operation restrictions ................................................................................................15-123
2.2 Safety measures ....................................................................................................15-123
2.3 To prepare dump truck for operation .....................................................................15-123
2.4 Troubleshooting guide ..........................................................................................15-125
3 MAINTENANCE ..........................................................................................................15-127
3.1 Suggestions on platform and dumping gear maintenance ......................................15-127
3.2 Adjustment of platform raising limit mechanism ..................................................15-128
4 HAULAGE AND STORAGE ........................................................................................15-128
5 MANUFACTURER’S WARRANTY AND PROCEDURE OF CLAIMING ..............15-128
10-1006
6520-0000010-06
INTRODUCTION
The present Operation manual contains information on construction and proper operation of
Z-6520-0000020-06 dump truck (further as truck ).
The manual contains main technical data on truck design, operation modes of its main parts and units,
characteristics and other information to provide proper dump truck performance and full-scale technical usabil-
ity.
The specialists familiar with truck construction, rules of operation and maintenance are en-
gaged with truck operation and maintenance.
The proper dump truck operation and its prolonged life may be achieved only with all sugges-
tions of this manual being observed.
In view of constant truck development providing its reliability and better operation condi-
tions, certain minor changes not reflected in this manual may be introduced into the truck design,
the fact is not being the grounds for claiming.
During truck operation, You should refer to the following documents on parts and units be-
sides the present manual:
«Operation manual on AM Z-6520-0001020-06 chassis».
1 DESCRIPTION AND OPERATION

1.1 Dump truck construction and operation
1.1.1 Dump truck application
Z-6520-0000020-06 dump truck with three-way dumping is designed for transporta-
tion of various bulk construction cargoes on roads designed for trucks with axle load up to 10 tf and
13 tf.
Dump truck is made on basis of AM Z-6520-0001020-06 chassis and designed for opera-
tion in the same road and climatic conditions as the chassis.
The hydraulic dumping gear provides side and back dumping of platform.
Dump truck is for garage-free storage.
Dump truck is developed for operation with NEFAZ-8560-06 dump trailer as a train.
The excavator with bucket volume of no more than 2,5 m3 provides loading of truck. During
loading, the bucket is to be not higher than 0.5 m above the upper edge of body side.
10-1007
6520-0000010-06
1.1.2 Technical data
Table 1
Main parameters 6520-0000020-06
Axle load, tf 10 13
Weight of cargo transported, kg 14300 20000
Curb weight, kg 12350 12350
Gross truck weight (incl. weight of crew 75 kg 2), kg 26800 32500
Distribution of vehicle curb weight on road, kg:
- front axle 4750
- rear bogie 7600
The same, for vehicle gross weight, kg
- front axle 6800 7500
- rear bogie 20000 25000
Gross train weight, kg 46800 52500
Platform capacity, m 3 11
Platform dumping angle, deg.
- back 47
- side 50
Time period for platform with cargo raising, s, not more 35
Time period for unloaded platform lowering, s, not more 90
Note:
1. Permissible deviation for weights and load distribution is 3 .
The set overhaul life of truck being properly used and maintained is shown in Table 2.
2
Operation condi- Index to correct the reference code in accord Rated truck life, km,
tions category with operation conditions not more
I 1 500000
II 0,9 450000
III 0,8 400000
IV 0,7 350000
V 0,6 300000
10-1008
6520-0000010-06
1.1.3 Dump truck composition
Truck comprises the chassis and the dumping equipment.
Truck general view is presented in Fig.1.
Figure 1 - Z-6520-0000020-06 dump truck, general view.

* - truck dimensions, curb weight
1.2 Description and operation of main parts and units

The dump truck equipment comprises a platform, an over-frame and hydraulic dumping
gear.
1.2.1 Controls
The following controls for dumping equipment are arranged on a dashboard (Figure 2) in a
truck cabin:
- key switch for PTO box 1 on a dashboard;
- button switch for PTO box 2 on a switch panel;
- l.h. pilot lamp cluster with signal lamp which lightens when trailer dumping gear is engaged;
- key switch cluster comprises shifter to engage either tractor or trailer 4 hydraulic system;
- shifter 3 to shift the dumping gears to raising or lowering the tractor and trailer platforms
(with corresponding position of shifter 4);
Figure 2 – Instrument panel

1 – PTO box key switch, 2 – PTO box/winch PTO key switch, 3 – platform raising-and-
lowering shifter, 4 – hydro system distributor shifter (for dump truck with trailer).
10-1009
6520-0000010-06
1.2.2 Platform
Platform is an all-metal structure, welded, of box type, with a protection shield to close space
between cab and body. It is with opening sides and tailgate. The body front is strengthened with
longitudinal beams and welded to a platform base. The body side is integral, reinforced by inclined
struts, with upper hinge and locks in side binding of base. The locks of sides are of manual type
(Figure 3). On the right and left of body front there are provided the handles of sides’ locking
means. The body sides are unlocked with rotating the locking hook 1 handles up. The tailgate is
opened and closed automatically (Figure 4). With platform dumping, the rod 2 under action of
spring rotates the lever 5 with roller 6 along the guide 9 and releases the hook 4 out of meshing with
shaft. The side opens under the effect of bulky goods being unloaded. With platform lowered the
rod 2 locks the hook 4. The rod length is adjusted with the help of coupling 3 and nut 8.
Figure 3 – Locking means for body side

1 – handle, 2 – shaft of lock, 3 – side hook, 4 – washer, 5 – coupling assy., 6 – bracket, 7 – upper rod,
8 - pin.
Figure 4 – Tailgate locks

1 – shaft of lock, 2 – rod, assy., 3 – coupling, assy.,
4 – rear hook, 5 - lever, 6 – roller, 7 – spring, 8 –
nut, 9 - guide.
10-1010
6520-0000010-06
The base is formed by longitudinal and cross beams welded with each other and welded to the
base plate. The extreme cross beams are the supporting ones, the yokes welded to their ends provide
setting and clamping of platform on over-frame. The swivel mounts welded on rear cross beam
serve for platform raising while back dumping. The rear struts with brackets of tailgate hinge are
welded to side beams of base. The bracket for installation of hydro cylinder upper support is on cen-
tral cross members. The brackets of safety ropes are welded to one of central cross members. The
seat for outrigger is on left side-member of base. The brackets of shock absorbers are welded to
side-members. The holder for shaft of tailgate lock is on a rear cross-member.
Six shock absorbers of platform cushion the impacts of truck frame.
The spare wheel is arranged in bottom of truck frame.
1.2.3 Over-frame
Over-frame serves for arranging the platform on truck frame, is bolted to frame girders with
the help of brackets.
Over-frame is metal, welded construction assembled of two girders and cross-members.
Brackets to secure the over-frame to frame, the brackets of platform rear and front mounts and
brackets of oil tank and dumping shafts are welded to over-frame girders.
Brackets to secure the control module are welded to the first cross-member. The mounts of
frame for hydro cylinder installation are welded to central cross-members. The bracket for locking
stop and the brackets for safety rope are also on central cross-members.
The rear beam of over-frame is provided with hinged yokes for platform mounting; the
yokes while pivoting provide the platform back dumping. The grease cups under the yokes provide
greasing of hinge joint “yokes-rear beam”. The pins for platform fixation are chain-secured to
beams.
The yokes are welded to ends of front beam. The pins for platform fixation are chain-secured
to beams, the pins are inserted into the holes in yokes. While platform back dumping, the pins are
drawn out of holes of front yokes. While platform side dumping, the side yokes are released in the
same way, from the side opposite to direction of dumping.
The mudguard flaps are secured to over-frame.
Two safety ropes with pullback springs prevent the platform extreme tilt-back while dumping.
The swing locking stop on left side of platform allows to work under the raised platform; the
stop is installed with consideration of platform dumping to the right, only. The swing locking stop
is able to hold the empty platform in inclined position; the stop is secured on bracket welded to
frame left girder. The stop is to be in a seat mandatorily, the seat is welded to side-member of plat-
form base.
1.2.4 Hydraulic dumping gear

Dump truck is equipped with hydraulic dumping gear.
The platform dumping gear is intended for raising-lowering the platform, stopping the plat-
form in any intermediate position in process of raising-lowering, automatic limitation of maximum
platform dumping angle, automatic limitation of hydraulic system pressure.
The platform dumping gear has electro-pneumatic control, it is remote-controlled from the
driver’s cab with the help of switches disposed on a dashboard.
Platform dumping scheme is shown in Fig. 5.
Platform dumping gear comprises the following:
power-take-off box with oil pump, designed for power take-off from a gearbox;
10-1011
6520-0000010-06
hydraulic cylinder of single-acting telescopic six-stage type. To be equipped with retarder
which provides the platform lowering with speed not more than 0.3 m/sec in emergency rupture of
pipelines;
control module to control the flow of working fluid in a hydraulic system of a dumping gear;
comprises the block of hydraulic distributor and four electro-pneumatic valves;
platform raising limit valve to limit the platform raising when platform reaches the maxi-
mum dumping angle;
oil tank of welded construction, provided with filters on a filler neck and a drain line;
Figure 5 - Platform dumping scheme

1 - oil tank; 2 - oil pump; 3 - PTO box; 4, 6 - air cylinders; 5 - pneumatic unit; 7 – block of
hydraulic distributors; 8, 11 – safety valves of high-pressure line; 9 – oil filter; 10 – tractor hydrau-
lic cylinder; 12 – limiting valve of platform dumping; 13 – filter safety valve;
14 – trailer hydraulic cylinder; 15 – locking means.
, , – electro-pneumatic valves; 1, 2 – hydraulic distributors;
– extreme r.h. position of hydraulic distributor valve, – extreme l.h. position of hydraulic
distributor valve.
I – from air system, II – to atmosphere;
PTO box serves for power take off the gearbox.
Oil pump is of axial-piston type, of «Meiller-Kipper» type 265/1 or 295/1.
The installation of PTO box and oil pump on rear end of gearbox is shown in Fig. 6.
The cyclic delivery of pump 265/1 is 52 m3 per rev., while pump 295/1 – 78 m3 per rev.
Maximum pressure developed by pump 265/1 is 320 kgf/ m2, while by pump 295/1 - 350
kgf/ m2.
The failed pump is to be changed.
10-1012
6520-0000010-06
Figure 6 – PTO box and oil pump

1 – gearbox, 2 – coupling, 3 – socket, 4 – PTO box N71/1 ; 5 – oil pump; 6 – pipe union; 7 – bushing; 8 –
bearing; 9 – PTO box drive shaft.
Hydraulic cylinder (Figure 7) of dumping gear is telescopic, with six sliding plungers. The
plungers 2, 6, 7, 8, 9, 10 are in a body of hydraulic cylinder; their stroke is limited (when sliding) by
thrust rings 42,43,44,45, 46, 47. The direction of sliding sections is determined by bottom guides
15, 16, 17, 18, 19, 20 and upper guides 21, 22, 23, 24, 25, 26 to be held by split rings.
The rubber collars 27, 28, 29, 30, 31,32 provide sealing of sliding plungers. The items 33, 34,
35, 36, 37,38 to be placed in plunger channels prevent the dust and dirt ingress into the cylinder
chamber .
Bottom 5 is screwed into the cylinder 1 body underneath. The joint “body-bottom” is sealed
by rubber ring 60. The hydraulic cylinder is with a ball head 11, the spherical part of head is se-
cured in a bearing of hydraulic cylinder 14 to form a hinge joint. Upper mount is greased through
the grease cup 53. The insert 13 is locked with the help of stop ring 12. The plunger diameters are
56, 75, 95, 117, 142,170 mm. The working capacity is 17,8 l.
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Figure 7 – Hydraulic cylinder

1 – cylinder body; 2,6,7,8,9,10 – plunger; 3 – retarder; 4 – trunnion; 5 – bottom; 11 – ball
head; 12 – stop washer; 13 – insert; 14 – ball bearing; 15,16,17,18,19,20 – bottom guides;
21,22,23,24,25,26 – guides; 27,28,29,30,31,32 – collars; 33,34,35,36,37,38 – items to prevent dust
ingress; 39,40,41 – split rings; 42,43,44,45,46,47 – thrust rings; 48 – screw; 49 – angular union; 50
– bolt of drive; 51 – pin; 52 – plate; 53 - grease cup; 54,55,56,57 - rings.
Upper ball bearing of hydraulic cylinder is welded to platform base.

The trunnion 4 is welded into the cylinder body, the trunnion serves for hinged installation of
cylinder within a frame, the latter is hinge-jointed with over-frame. The hydraulic cylinder may tilt
in two mutually transverse planes: in plane crossing the truck longitudinal axis while platform back
dumping, and in plane perpendicular to that while platform side dumping. These requirements are to
be achieved with the help of special frame in which the hydraulic cylinder is secured.
The hydraulic cylinder is shown in Figure 11.
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Retarder.
Retarder is installed on a hydraulic cylinder; high-pressure hoses are connected to a retarder;
the hoses communicate with steel high-pressure pipelines.
How the retarder works (Figure 8).
The power fluid passes from pump by high-pressure hoses and high-pressure pipelines into
the retarder body 1, through the holes in a slide bar 2, presses out the ball 3 and opens the clear
opening in bar 2, passes into the cylinder chamber and shifts the plungers up. With shifting the
plungers down, the power fluid flows through the retarder in opposite order. In normal operation
mode, with constant pressure available prior the retarder and after it, the ball 3 is in intermediate
position, the opening in bar 2 remains to be open and does not prevent the fluid flowing through the
retarder. In emergency mode (rupture of hose), the fluid pressure in cylinder presses the ball 3 to
seat 4 of bar 2 and closes the clear opening of bar 2, the fluid is discharged through the expansion
orifices 5 of rod 2. In normal operation mode, the speed of item lowering is not more than 0,3 m/s.
Figure 8 - Retarder
1 – retarder body, 2 – bar, 3 – ball, 4 – seat
of bar, 5 – expansion orifice.
– hydraulic cylinder, – high-
pressure hose.
Control module consists of block of hydraulic distributors and four electro-pneumatic

valves, and is mounted on bracket of over-frame. The electro-pneumatic valves provide air feed
from chassis pneumatic system to air chambers of PTO box and block of hydraulic distributors.
The block of hydraulic distributors (Fig. 9) is intended to distribute the oil flow either to
tractor hydraulic cylinder or to trailer hydraulic cylinder.
Air from receiver is supplied to air cylinder of hydraulic distributor 2. With shifting the slide
valve to extreme r.h. position, the drain chamber of distributor will be closed, while the pressure
chamber will communicate with line of tractor hydro cylinder. With compressed air supply to air
cylinder of hydro distributor 1, the line of dump truck hydro cylinder will be closed, and oil begins
to flow to line of trailer hydraulic cylinder.
Figure 9 – Fluid
scheme for block of
hydraulic distributors
1, 2 – hydraulic dis-
tributors, – block of
hydraulic distributors.
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Shut-off means (Figure 10) is intended to connect the tractor hydraulic system with trailer
hydraulic system, it consists of two bodies 1 and 7, one of which communicates with pressure line
of dump truck, while the other – with that of trailer. If dump truck works with trailer, both parts are
connected by nut 5, with this, the balls 3 and 4 of shut-off valves are pressed-out by each other from
the support lands. While working without trailer, it is necessary to disconnect its line; for this, be
sure to release the nut; in this case, the balls forced by springs will close the orifices in bodies to
prevent oil discharge from hydraulic system.
Figure 10 –Shut-off means

1 – body of tractor shut-off means, 2, 6 – springs, 3,4 –
balls, 5 – nut, 7 – body of trailer shut-off means, 8 – plug of
trailer, 9 – plug of tractor.
The mechanism of platform dumping limit (Figure 11) comprises the limiting valve 2,
lever 4, bracket 5, adjustment bolts with lock nuts.
Figure 11 - Hydraulic cylinder

1 – hydraulic cylinder; 2 – shut-off valve; 3 – frame of hydraulic cylinder; 4 – lever, assy.; 5
– bracket; 6 – strip; 7 – thrust washer; 8,9 – pipe union; 10 – bolt; 11 – shaft; 12 – bolt 12 1,25-
6g 25; 13 – bolt 8-6g 50; 14 - bolt 8-6g 20; 15 – nut ; 16 - nut 12 1,25 ; 17 –
spring washer 8; 18 – spring washer 12; 19 – flat washer 12 22; 20 – stop pin 3 20.
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The shut-off (limit) valve (Fig. 12) is fixed on bracket, on support of hydraulic cylinder.
The bushing 4 with sealing ring 8 is screwed into iron body 1. The rod 7 with adjusting
screw 5 on one end enters the bushing orifice, the other end of rod faces the valve 3 which shift in a
body.
The adjusting bolt has a spherical head and is locked with locknut 6. In closed position, the
valve is pressed against body by means of spring 2.
When the spherical head of adjusting bolt is depressed, the rod shifts and opens the valve,
with this, the pressure and the drain lines communicate.
Figure 12 – Shut-off (limit) valve

1- body, 2 – spring, 3 – valve, 4 – bushing, 5
– adjusting bolt, 6 – lock nut, 7 – rod, 8 –
sealing ring.
The oil tank (Figure 13) is welded construction of rectangular shape. There is a filler neck
1 and filter fastening flange 7 in upper part of tank. The bottom part has an oil drain hole closed
with plug 2, and an intake branch 4. The filler neck is provided with filtering gauze 5. The filler is
closed by a threaded cap 8 with orifice which communicates the tank with environment, and a dip-
stick 6 with bottom and upper marks ( ).
The oil level in a tank is to be between these marks. To prevent the oil foaming during work
and from vibration on road, the partitions are provided inside the tank. The oil tank filter 3 is fas-
tened to special flange on drain line.
1 – Filler neck;
2 – Magnetic plug;
3 – Filter;
4 – Intake branch;
5 – Filtering gauze;
6 – Dipstick;
7 – Flange;
8 – Breather;
9 – Hair matting.
Figure 13 – Oil tank
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Oil tank filter ( . 14) is for cleaning the oil in hydraulic system. Oil flows from the
drain line through the branch 1 to the chamber of filter casing 5, and through the filtering elements
3 and filter tube 6, oil enters the tank. In case of excessive clogging of filtering elements, the pres-
sure in drain line increases, as a result, the ball valve 4 opens and oil is drained into the tank omit-
ting the filtering element.
Figure 14 - Oil tank filter

1 – branch; 2 – oil tank cover;
3 – filtering element;
4 – ball valve; 5 – casing;
6 – tube; 7 – spring of valve;
8 – bolt with nut; 9 – gasket;
10 – sealing ring.
How the platform dumping gear works

The sequence of procedures on dump truck platform dumping (see Figure 5):
To switch on the hydraulic system of dumping gear, be sure to engage the clutch and ener-
gize the magnet of electro-pneumatic valve A which controls the PTO box. With this, air is supplied
to pneumatic cylinder 4 of PTO box 3 engagement. With clutch engagement, oil pump starts to op-
erate. Oil flows from tank 1 to the hydraulic distributor 72 of distributor block 7 and is discharged
from it.
To dump the platform, be sure to energize the magnet of electro-pneumatic valve « B» by
depressing the key switch which controls the block of hydraulic distributor. From the pneumatic
system, air passes to hydraulic distributor 2 air cylinder 6 and shifts its slide valve to the extreme
r.h. position . The hydraulic distributor drain chamber closes, while the pressure chamber starts to
communicate with line of tractor hydraulic cylinder 10. In case of excessive pressure in the pressure
line, the safety valve 11comes to operation.
With maximum dumping angle of 47…50° achieved, the platform shut-off valve 12 comes to
operation and the platform dumping ceases.
To stop the platform dumping in intermediate position, be sure to de-energize the magnet
«B» which controls the block of hydraulic distributors by shifting the key switch of platform rais-
ing-lowering to neutral position. The chamber of hydraulic distributor 2 air cylinder starts to
communicate with atmosphere (by means of electro-pneumatic valve), and the spring returns the
slide valve to neutral position. The line of hydraulic cylinder closes, and the platform stops in raised
position. With this, the pressure chamber of hydraulic cylinder starts to communicate with the drain
line, and oil flows from the working pump to the oil tank.
To lower the platform, be sure to energize the magnet of electro-pneumatic valve « »
which controls the hydraulic distributor block by shifting the key switch of platform raising-
lowering to lower position. From the pneumatic system, air passes to another chamber of hydraulic
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distributor 2 air cylinder 6, shifts its slide valve to the extreme l.h. position , the line of tractor
hydraulic cylinder 10 starts to communicate with the drain line, and the platform begins to lower.
With platform being lowered, to de-energize all electro-pneumatic valves ( , , ). With PTO box
being disengaged, to release the clutch again.
To dump the trailer platform (Figure 15), be sure to engage the PTO box and the hydraulic
distributor switch; with this, pilot lamp comes to operation. To energize the magnets and B. Air
passes to hydraulic distributor 2 air cylinder and shifts its slide valve to the extreme r.h. position;
and to the hydraulic distributor 1 and shifts its slide valve to the extreme l.h. position, the tractor
cylinder line closes, and oil passes to trailer hydraulic cylinder.
To lower the trailer platform, be sure to energize the magnet of electro-pneumatic valves
and B. Air passes to hydraulic distributor 1, shifts its slide valve to the extreme l.h. position, and
the line of trailer hydraulic cylinder communicates with drain line through the hydraulic distributor
2.
With trailer platform being lowered, to de-energize the hydro distributor switch.
So, the tractor and trailer hydraulic cylinders may work only one-by-one.
1.2.5 Electric equipment

The dump truck electric equipment comprises the items on chassis and special equipment. In-
formation on chassis electric equipment is presented in Operation manual for chassis.
Special equipment includes the marker lamps. On a truck, there are four side marker lamps in-
tegrated with reflectors.
The circuit diagram for dumping equipment control (Figure 15) comprises the following
items:
- switches for PTO box
- key switches – to shift the tractor and trailer platforms to raising or lowering
- electro-pneumatic valves with magnets – to energize the platform dumping gear.
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2 APPLICATION
2.1 Operation restrictions
The reliability and economic efficiency of truck depend upon the running-in of parts in units
and systems in initial period of work of 1000 km.
The moderate operation modes are to be supposed for the whole running-in period:
- do not exceed driving speed of more than 50 km/h;
- to drive the truck only on hard-surface and stabilized earth roads without steel or long climbing;
- the weight of cargo carried should constitute not more than 75% of rated one.
To pay special attention to adjustments, brake drums and wheel hubs heating, proper tighten-
ing of threaded joints.
In running-in period, to pay attention to state of all fixtures, to tighten the loose bolt joints.
In period of dump truck running-in, it is suggested to engage the ram pump with special care, i.e.:
) to engage the pump with air system pressure of at least 0,5 (5 kgf/cm2);
) at pump engagement, to depress the clutch pedal completely, to engage the PTO box with
the help of switches on instrument panel in cabin (Figure 2); to wait for some 1s, only then, to re-
lease the clutch pedal gradually.
2.2 SAFETY MEASURES
During preventive maintenance of units disposed under the platform be sure to mount the un-
loaded platform into its place, reliably.
During dump truck operation:
- avoid driving a dump truck with platform raised and PTO box engaged;
- do not dump the platform in motion;
- do not speed up the unloading by jerky operation;
- do not use the platform dumping system if any leakage in joints;
- do not load the platform if it is not lowered completely;
- do not overload the dump truck;
- do not transport people in a platform;
- do not work under the raised loaded platform;
Be sure, the cargo is distributed evenly on a platform, to avoid overloading.
For dump truck loading, to use the excavator with bucket volume of not more than 2,5 m3.
With this, the bucket is to be not higher than 0.5 m above the upper edge of body side.
Prior platform dumping, be sure the pins in yokes are disposed in accord with direction of un-
loading: from the side opposite to that of unloading, the platform mounts are to be released of fix-
ture pins; while from side of dumping, the mounts are to be secured properly by pins.
To provide the lateral stability of dump truck, to unload the platform on a hard plain site, with
slope of not more than 2-3°. To stop the unloading with the first signs of lateral stability loss.
With “side” dumping over, You should inspect visually the locking means of body side: there
should be no traces of loose goods, sand, dirt and snow in space between platform base and body
side, on hooks of body side locking means and on pins of body side.
With “back” dumping over, You should inspect visually the locking means of tailgate: there
should be no traces of loose goods, sand, dirt and snow in space between tailgate, platform base and
on hooks of tailgate locking means.
2.3 To prepare dump truck for operation
The platform is mounted on front and rear support forks and fixed by pins in transport posi-
tion.
For back dumping the platform, be sure to release the forks of front beam and start raising the
platform.
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For side dumping the platform, be sure to release the forks on side opposite to the dumping
direction and open the locks of body sides on the side of dumping.
With platform return to transport position, be sure to insert the pins into the forks’ orifices and
close the locks of body sides.
To avoid the wheel burden during side dumping, it is suggested to perform dumping while
driving with low speed of gearbox. To unload the loose goods (stone fragments and alike) on level
and firm grounds with length of 20-30m.
To avoid the platform breakage during dumping gear engagement when platform locking
means are not released, it is tolerable not to fix the pins on one of sides after platform being dumped
(for short-distance travel). In cold time, PTO box may be engaged some 5 – 10 min. prior the un-
loading for preliminary heating oil in a hydraulic system.
Sequence of dump truck platform raising:
- be sure the air system pressure is not lower than 490 kPa (5 kgf/cm2 );
- to depress the clutch pedal to stop;
- simultaneously, to depress the PTO box switches, with this, the pilot lamp built into PTO
switch comes ON;
- to release the clutch pedal gradually;
- to shift the key switch of platform raising-lowering to position “platform raising” adjusting
the platform raising speed by gradual change of crankshaft speed;
- with raising over and required dump angle achieved, to shift the key switch to neutral.
Sequence of dump truck platform lowering:
- to shift the key switch to position “platform lowering”;
- be sure that platform had lowered, and shift the key switch to neutral position;
- to depress the clutch pedal;
- to depress the PTO box switch, the pilot lamp should die;
- to release the clutch pedal gradually.
While coupling the truck with trailer:
- to apply the trailer parking brake system;
- to open the lock of tow-and-hitch arrangement, preliminarily, to release the self-uncoupling
safety means;
- to dispose the trailer tow bar so that coupling eye was on one level with a catcher of a truck;
- carefully, to move the truck rearwards until trailer coupling eye thrusts into the catcher
mouth; with this, the pivot of tow-and-hitch arrangement locks the position of coupling eye auto-
matically;
- to apply the tractor parking brake;
- to insert a trailer contact plug into the truck socket;
- to connect the air connectors of trailer pneumatic hoses with corresponding connectors of
truck pneumatic system;
- to remove plugs from locking means of oil ducts and connect the locking means of tractor
and trailer with each other with a coupling nut, then, to connect a tractor plug with a trailer plug;
- to release the trailer parking brake system.
While uncoupling:
- to apply the trailer parking brake;
- to disconnect the contact plug from tractor socket and insert the tow bar plates into the hole,
having reeled the electric cord carefully. After plug disconnection, be sure that contact part of sock-
et is closed with cover;
- to disconnect the air connectors of brake system hoses and fasten them on tow bar brackets;
- to disconnect the hydraulic locking means of tractor and trailer having unscrewed a coupling
nut, to disconnect plugs and close the locking means with them;
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- to open the lock of tow-and-hitch arrangement, preliminarily, to release the self-uncoupling
safety means;
- to disconnect the hydraulic locking means of tractor and trailer having unscrewed a coupling
nut, to disconnect plugs and close the locking means with them;
- to move the truck forward until trailer coupling eye leaves the catcher mouth.
2.4 Trouble shooting

Table 3
Fault Possible cause Remedy
1. The PTO box fails to The shaft of driving gear sticks. To disassemble the PTO box and
come to operation. eliminate the cause of sticking.
The return spring of PTO box air To change the spring.
cylinder is broken
Disconnection of electro-pneumatic To eliminate disconnection.
valve circuit.
The electro-pneumatic valve stem To disassemble the electro-
sticks pneumatic valve, eliminate the
cause of sticking.
2. The PTO box fails to The return spring of PTO box air To change the spring.
come to operation. cylinder is broken
The return spring of electro- To change the spring

pneumatic valve is broken
The electro-pneumatic valve rod To disassemble the electro-
sticks pneumatic valve, eliminate the
cause of sticking.
The shaft of driving gear sticks To disassemble the PTO box and
eliminate the cause of sticking.
3.Slow or non-uniform Oil leakage through the platform To depress the control valve key
platform dumping. dumping limit valve because of par- RAISING several times and to
ticles ingress under the valve. bleed the system at crankshaft
average rpm. If fail persists, to
remove the valve and wash it. To
change oil.
Decreased pump delivery. To change the pump.

The hydraulic system is primed with To fill in the corresponding oil.
oil which does not correspond to
season.
Air is trapped in a hydraulic system To inspect the suction line for
leakage. To eliminate the air
draw-in. To pump-through the
hydraulic system having raised-
and-lowered the platform 3-4
times.
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4.Platform dumping is Pump does not provide the required To change the pump.
failed. pressure.
Circuit break in electro pneumatic To eliminate the break

valves
Air leakage To tighten the air pipes joints
To disassemble the electro pneu-

The electro pneumatic valve rods
grip. matic valve, eliminate the grip-
ping cause.
Ingress of foreign particles under To wash the hydraulic distributor
the valve of hydraulic distributor and change oil.
The rod of platform dumping stop To disassemble the valve, elimi-
valve grips nate the gripping cause.
Bending or distortion of hydraulic To slacken the distributor fixture,
distributor body and seizure of to provide the flat mounting sur-
spools and sleeves. face.
5.The raised platform Failure of electro pneumatic valves To depress the control valve key
drops spontaneously of hydraulic distributor. RAISING several times and to
bleed the system at crankshaft
average rpm. If fail persists, to
remove the valve and wash it. To
change oil.
Ingress of foreign particles under To wash the hydraulic distributor

the valves of hydraulic distributor or the stop valve and change oil.
or platform dumping stop valve.
6. The platform dumping The platform dumping angle is To adjust the dumping angle.
angle fails to be limited. maladjusted. To disassemble the valve, elimi-
The rod of platform dumping stop nate the gripping cause.
valve grips.
7. Platform fails to lower. Circuit disconnection in electro To eliminate disconnection.
pneumatic valves
8. Oil leaks through hy- Unseasonable change of oil during To proceed with regular oil and
draulic cylinder seals. Season maintenance filter change in hydraulic system.
Accumulation of foreign particles To disassemble the hydraulic cyl-
in locations of collars mounting in a inder, to clean the plunger cham-
hydraulic cylinder. ber of foreign particles, especially
in locations of collars mounting.
Possible destruction of working To change the collar in a plunger
edges of collars by foreign parti- which leaks.
cles.
Possible destruction of sealing ring To change the rubber sealing
of hydro cylinder bottom by foreign ring.
particles.
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3 MAINTENANCE
3.1 Suggestions on platform and dumping gear maintenance
1. During dump truck operation, be sure to inspect periodically the attachment of over-frame
cross members to a truck frame. To inspect the platform and over-frame parts visually. If any dents
in platform and over-frame parts, to weld them and apply the paint coating.
2. To maintain the platform gear, be sure to perform the following:
- to tighten the joints of oil and air ducts to eliminate any leakage;
- to inspect the oil level in a dump gear tank. If oil level is below the lower mark on a dipstick,
to top up till the upper mark;
- to avoid the clogging of vent holes in filler neck cap with dirt.
3. To prime the hydraulic system of dump gear with:
- in summer – industrial oil -20 GOS 20799-88,
- in winter – industrial oil -12 1 GOS 20799-88,
- the tropics – industrial oil -40 050 GOS 20799-88.
The oil level in a tank is to check with the help of dipstick inserted into the tank cap; the plat-
form must be lowered. The oil level is to be between marks and on a dipstick.
To change oil, be sure to unscrew the oil tank plug, the filler cap; to pull out the gauze filter,
wash it and replace. Drain old oil, return the plug, prime with fresh filtered oil up to the mark B on
the dipstick; dump and lower the platform 3 or 4 times with the engine running with average speed
(1100…1300 rpm) so as to pump-through the system and drive air out of it. To check up the oil lev-
el, and top up if need be to mark B. While topping up or changing oil, be sure to filter it to avoid
impurities and water ingress into the oil tank.
4. Hydraulic cylinder.
The permissible amount of oil leaked through the glands onto the plunger surfaces is to be
pursuant to GOS 16514-96 Table 2 leakage-proof class for hydro cylinder .
The cylinder is to be disassembled and assembled in workshop with the help of special ap-
pliances.
If cylinder is to be repaired at manufacturer’s enterprise, the consumer must do the following:
- to clean the hydraulic cylinder of dirt;
- to apply the preservation grease onto the plungers and supports;
- to shift the plungers into the cylinder body;
- to plug the supply branch of retarder (wooden plugs are not tolerable);
- to pack the components (if hydro cylinder has been disassembled) and deliver them and the
cylinder to the manufacturer;
- if You are unable to stack the plungers, be sure to coat the protruded surfaces with preserva-
tion grease and pack them to avoid their breakage;
- to eliminate conditions able to cause the hydro cylinder failure while transporting.
5. During operation, be sure to control the electro-pneumatic valves’ work and the leakage-
proof of air lines’ joints. The heavy leakage may be revealed by ear. To discover the locations of
small leakage, use the soap water. The air leakage through the valves and threaded joints is not tol-
erable.
6. The electric equipment maintenance supposes the external cleaning of instruments and
tightening-up of fixtures, the change of blown-out lamps, the inspection of wires. To wipe the dif-
fusers’ outer surfaces with clean cloth, to inspect the glasses tight fitting in lamps. All contacts and
wire terminals should be clean and tightened properly. To eliminate the oil, fuel, moisture ingress
onto the wire isolation.
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3.2 Adjusting the platform dumping limit gear
Inspect the state and proper adjustment of platform dumping limit valve (Fig. 11). The
valve 2 must be reliably secured on a hydro cylinder support. The adjusting bolt must be
locked with a locknut. To avoid the valve rod deformation, oil leakage from under the valve
seal and through threaded joints of pipelines. With platform dumping angle properly adjusted,
the back dumping angle is to be 47 deg. With platform side dumping, the angle is to be 47…50
deg. Otherwise, to adjust the platform dumping gear.
To adjust the platform back dumping angle, proceed as follows:
- to set the lever assy. 4 horizontally with the help of adjusting bolt of limit valve 2;
- to lock with the help of locknut ;
- to undo the locknut ;
- to dump the platform “back” onto 50-3°;
-
to release the adjusting bolt till stop into the bracket 5 and lock it with locknut ;
- to lower the platform and raise it again. Be sure that raising ceases when the angle achieved
is 50-3°;
To adjust the platform “side” dumping angle, proceed as follows:
- to undo the locknut ;
is 50-3°;
- to release the adjusting bolt till stop into the upper part of cylinder 3 frame and lock it
with locknut .
is 50-3°;
To adjust the platform other “side” dumping angle in a similar way.
4 TRUCK HAULAGE AND STORAGE
During Z-6520-0000020-06 dump truck haulage and storage, be sure to adhere to the
requirements of Operation manual for AMAZ 6520-0001020-06 chassis.
MANUFACTURER’S WARRANTY.
PROCEDURE OF CLAIMING
Manufacturer’s warranty
1. Each truck approved by Department of technical control of a manufacturer, is to be provided
with its stamp in the document supplied.
2. The prepared trucks may be inspected at the manufacturer’s enterprise by the consumer’s rep-
resentative in all parts accessible for inspection, but without disassembly of units and mechanisms.
The consumer’s representative has right to require the engine start in order to inspect the opera-
bility of systems, mechanisms and instruments while truck is in motion.
3. The warranty obligations of a manufacturer and procedure of claiming for truck are to be real-
ized in accord with “Operation manual” and “Service manual” supplied with truck during 12
months or 65000 km run for the first operation category*, provided all requirements of items 4 and
7 and rules of storage, operation and maintenance presented in “Operation manual” are observed.
* - correction index in accord with operation conditions is presented in Table
Category of operation condi- Correction index (for specifications) in accord with operation condi-
tions tions
I 1
II 0,9
III 0,8
IV 0,7
V 0,6
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6520-0000010-06
The warranty period starts from date of truck sale by “NEFAZ” or its authorized representative
to the consumer.
4. The warranty obligations are fulfilled provided the following conditions are observed:
- prior truck sale, the pre-sale preparation was performed in accord with requirements of
“Service manual”;
- truck was sold not later than 1 year from date of production;
- truck was registered in certified “KAMAZ Inc.” service centers which had performed all
necessary maintenance procedures in warranty operation period. The list of such centers is pre-
sented in “Service manual”;
- the faulty parts or assembly items were presented for inspection to “NEFAZ Co.” represent-
atives with the corresponding identification;
- during maintenance and repair, only spare parts manufactured or certified by “NEFAZ Co.”
were used, and those parts and items were not subject to repair earlier;
5. During the above mentioned warranty periods of operation and run, the manufacturer, on free
of charge base, changes all components which failed prematurely through the manufacturer’s fault
in operation conditions stipulated in “Operation manual” (except those components presented in
item 6).
6. The warranty obligations for tires, storage batteries, incandescent lamps are presented and ful-
filled by the immediate manufacturers of such components. With this, the claim acts on them should
be directed to “NEFAZ Co.”.
The information on claiming procedure and warranty obligations as for the imported products is
to be requested from dealer, in service centre where the truck is warranty-registered, or in “NEFAZ
Co.”.
7. The claims are not subject to consideration and claims are not satisfied by the manufacturer in
the following cases:
- truck was not used for the purpose prescribed;
- truck operation was performed with infringement of requirements and suggestions presented in
“Operation manual” and “Service manual”;
- changes made in construction were not agreed with manufacturer;
- truck was overloaded more than the set load capacity ratings;
- the truck drivers were not sufficiently skilled;
- the truck driving speed was high, not compatible with road state;
- used fuels, oils, liquids didn’t correspond to those presented in Lubrication chart;
- the claim act (Appendix 3) was not compiled in proper way or was presented for consideration
to manufacturer with groundless violation of time periods;
- the faulty components, copies of Vehicle certificate, copies of warranty registrations, copies of
Service manual Table with mark about the maintenance performed were not presented by the
consumer simultaneously with the claim act, in spite of manufacturer’s requirement;
- the faulty components were disassembled prior the manufacturer’s representative arrival or
without his official approve.
Note. The operating enterprises should submit the necessary documents that prove the ob-
servance of conditions presented in this item.
8. The addresses of automotive centers and shops to perform warranty maintenance and change
(delivery) of components failed prematurely during operation through the manufacturer’s fault, are
presented in “Service manual”.
9. The manufacturer is not responsible for failure and lost of components in process of delivery
to consumer. The claims in view of such defects are to be presented to transport enterprise which
provided the delivery of equipment.
10-1027
6520-0000010-06
The procedure of claiming
If any truck faults are discovered in warranty period, the owner is obliged to stop its further op-
eration, to provide the truck storage in proper conditions to avoid its state deterioration, and to ad-
dress to the dealer, the service centre where the truck is warranty-registered, or to “NEFAZ Co.”. If
fault was discovered in truck while driving in another region, then to address to the nearest dealer,
the service centre.
The following is to be pointed in the application:
- truck owner and his address;
- truck location;
- truck model, chassis, engine manufacturer’s numbers, mileage covered;
- date of truck sale, the seller;
- dealer where truck is warranty-registered;
- description of fault discovered.
Having got the application, the dealer takes it for consideration in accord with procedure pre-
scribed by the manufacturer.
In case of claim rejected, the truck is restored at the truck owner’s expense.
10. Addresses and telephone numbers truck manufacturer: Post address: 452680, Russia, Re-
public of Bushkortostan, Neftekamsk town, Yanaulskaya str. 3, “NEFAZ Co.”.
Teletype 662871 AVTO.
/Fax: (34783) 2-01-35 and 2-26-29.
10-1028
Appendix 1
LUBRICATION CHART FOR DUMP TRUCKS
Grease Maintenan
Name & designation of fuel, oil and grease
Lubrication points volume ce Jobs to be done
main substitute
Rubbing surfaces of Grease Litol-24 Cup greases GOST 1033-79 0,03 kg To apply grease during as-
shaft locking means and GOST 21150 Cup greases C GOST 4366-76 sembly and repair
shaft holder
Upper ball socket of hy- Grease Litol-24 - To apply grease during as-
0,100 kg -
draulic cylinder GOST 21150 sembly and repair
Rubbing surfaces of hy- Grease Litol-24 - To apply grease during as-
draulic cylinder and GOST 21150 0,100 kg - sembly and repair
over-frame journals
Hydraulic system of Summer: 36 l Mnt.-1 To check up the oil level.
dumping gear Industrial oil -20
GOS 20799-88.
Winter: In winter- for regions with moderate Season To change oil once a year , in
Industrial oil -20 climate, and all-season - for regions mainte- autumn.
GOS 20799-88 of North: nance.
VMG Specifications 38 101479-85
(at ambient temperature -40º; +50º)
All-season:
ASh GOS 10363-78 (at ambient
temperature -40º; +80-100º)
U Specifications 38 1011232-89 (at
ambient temperature -40º; +90-100º)
The tropics:
Industrial oil -40 -50
GOS 20799-88.
FOREIGN SUBSTITUTES OF FUELS AND GREASES
Classification, specifi-
Grade cations Company, Name of substance
Industrial oil -12 1 ISO 6743/4-82 HH-22 Shell Vitrea 22

Mobil Velocite 10
Exxon Nurau 22
BP Energol CS 22
(winter operation using the season oils)
Industrial oil -20 ISO 6743/4-82 HH-32 Shell Vitrea 32
Mobil Vacuoline Light
Exxon Nurau 32
BP Energol CS 32
(summer operation using the season oils and
all-season oil for tropical countries)
Litol-24 GOS 21150 MIL-G-18709A Shell Alvania EP2, Retinax EP 2
MIL-G-10924C Mobil Mobilgrese MP
NL G12 Exxon Energrease LS 3
BP Beacon 3
Appendix 2
CIRCUIT DIAGRAM OF PLATFORM RAISING AND LOWERING

6520-0000010-06
Appendix 3 – Claim act
APPROVE
«Buyer» ____________________ Chief of Enterprise _____________
(name)
________________________________ ___________________________________
________________________________ «______» ____________________ 20 .
(post address) Stamp of “Executor”
Claim act _______ of «_____» _______________ 20 .

Composition of commission:
______________________________________________________________
_____________________________________________________________________________
Date of “Buyer” appeal __________________________________________________

Truck model __________________________________________________________
Manufacturer’s number ___________________________________, mileage covered
__________________km
Date of acquisition ___________________ Seller ________________________________
_____________________________________________________________________________
Name of faulty component __________________________________________________
Category of operation conditions _________________________________________________
Observance of manufacturer’s requirements on operation, maintenance
_______________________________________________________________________
Mnt.-1000 was performed _____________________; Mnt.-5500 _________________________;
(date)
Mnt.-1 _____________________ ; Mnt.-2 ____________________ ;
Season maintenance___________________
Description of fault and situation in which it was discovered
___________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
Results of disassembly of faulty part

___________________________________________________________________________
____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
Cause of fault and guilty person

_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
(reverse side of «Claim act»)
10-1031
6520-0000010-06
The fault report for spares, oils, liquids used for component recovery
Designation Name Qnt, Price/unit, Sum to be paid,
pcs.(kg, l) rubles rbls
TOTAL:
Calculation
Description of repair operations Labor con- Cost of ser- Sum to be paid,
tent, n/hour vices/unit, rbls.
rbls.
TOTAL:
Engineering expenses
Travelling expenses
Transportation expenses
Miscellaneous expenses
TOTAL:
Total cost _______________________________________ rubles.

Sum to be paid _________________________________ rubles.
Calculation was checked up by Accountant _______________________________ (Full Name)
Truck was recovered «________» ______________________ 20 .
Signatures of members of commission ____________________________

_____________________________________
_____________________________________
_____________________________________
_____________________________________
Conclusion of commission of specialists from “Manufacturer” who researched the claim:
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
10-1032
6520-0000010-06
Sheet of registration of modifications
Sheet (page) numbers Number Access N of

Modif. of sheets Document accompanying Signature Date
modified replaced new cancelled
(pages) N document
in docu-
ment
10-1033
APPENDIX
PECULIARITIES OF REPAIR JOBS
The operating repair of truck supposes the elimination of arising malfunctions and damages
which are found out while in service or maintenance, by means of repair procedures performed
while partial or complete disassembling of units, assembly items, or their change, as well as change
of separate parts (except for basic ones).
During repair, it is necessary to be guided by the following general rules.
To disassemble and assemble the parts of any assembly unit on a special rig or a workbench
using special tools and fixtures, the list of them is presented in Appendix 15.
To assemble all units and assembly items in sequence reverse to disassembly. Therefore,
during disassembly, place all parts in certain order, marking the subsets, etc.
To disassemble the welded, riveted or interference-fit parts only when it is necessary for the
repair. To unscrew studs only if it is caused by necessity of disassembling the unit or assembly
item, during change of studs and parts.
While inspecting for technical state, after disassembly, to clean all parts from dust, scale,
carbon and vanish deposits, rust; to flush and get them dry. Do not wash aluminum and zinc-plated
parts in alkaline solutions.
To start inspection with thorough visual check, using magnifying glasses or flaw detector for
revealing faults on critical parts. The parts tested on the flaw detector should be demagnetized.
In the course of inspection, to reject the followings:
parts with significant scorings, chipping or flaking, traces of burning;
parts with cracks on working surfaces and in places subject to heavy loads in operation (for
example, cracks on crankshafts and connecting rods are inadmissible);
the fasteners with more than two broken threads;
the bolts and nuts with worn-out edges, the screws with clogged or stripped splits of heads;
the cottering wire and the locking washers with unbent edges;
the rubber items with lost elasticity;
the cracked and laminated hoses;
the pipelines with cracks reducing their flow passage, or with cracks on expanded ends;
the dented bronze bushings;
the metal panels and fairing parts with dents, cracks and holes on their surfaces;
the fuel tanks with dents, leaks, damaged coating or paint.
Prior reassembly, to prepare all the parts as follows:
to eliminate dents and burrs on the mated surfaces of parts;
to restore thread stripped within tolerated limits;
to weld up cracks or cavities in the non-loaded points of parts (for example, in walls of liq-
uid jackets and outlet gas pipelines);
after welding, to clean the seams for part appropriate appearance;
to scrape the slightly warped surfaces of the joints;
to inspect for leakage the liquid and oil cavities of parts and assembly items, the high and
low pressure fuel pipelines;
to remove rust–proof coating applied during parts storage;
to flush thoroughly the parts and assembly items of HP fuel pump and injectors with pure
summer diesel fuel, while the precision parts (plunger pairs, delivery valves and atomizers) – with
gasoline. After washing, to blast the parts with compressed air.
It is prohibited to wipe the items of fuel equipment with cloth.
Prior reassembly, to grease the sealing gaskets, threads in plugged holes and in through
holes with non-drying paste; to soak the felt collars with grease.
10-1034
Readiness for assembly means that all assembly items subject to restoration have been re-
stored or changed by new ones and are ready for reassembly. During assembly, inspect each unit
and make sure that nothing has been omitted during restoration.
Cleanliness of parts should be assured during assembly.
Do not apply large efforts while tightening the joints sealed with rubber gaskets, to preclude
their breakage. For tightening the threaded joints, apply torques recommended in Appendix 7.
When press- fitting the roller bearings, make sure that the tool thrusts against the press-fit race.
To use mandrels to fit gaskets and collars.
To provide leakage-proof
To use the following sealants and glues to provide leakage-proof of parts and units:
Table 1.
Sealant application place Sealant and glue name
Flanged connections of engine, gearbox, transfer Liquid gasket nakrol-500 U 2242-12-50686066-
case, driving axles, to be sealed by paronite gaskets 2005 or sealant Locktite 5923 (to apply on both
(cardboard) sides of paronite gasket)
Flanged connections of transfer case, driving axles,
w/o gaskets:
1. Rigid flanges (parts to be sealed are cast ones) 1.1 Anaerobic sealant natherm 506 2257-
435-00208947-2005
1.2 Anaerobic sealant Locktite 518
2. Elastic flanges (stamped cover) 2.1 Silicone sealant Uniseal -50-1
2.2 Silicone sealant Locktite 5900
Aggregates’ filling and drain plugs 1. Plugs with preliminarily applied sealant Locktite
5061 (« Z Inc.» Naberezhnye Chelny
town)
2. Liquid gasket nakrol -500
3. Locktite 5923
Thread of bolts, studs and breathers with outlet to 1. Anaerobic sealant Unigerm-6
spaces of parts filled with grease or liquid U 2257-405-00208947-2004
2 Anaerobic sealant Fixator V -3
U 2257-003-43007841-2006
3 Anaerobic sealant Locktite 243
4 Anaerobic sealant Triboplast-6
U 2257-003-256693-59-98
Door sealant Glue 88-NP-32 U 38.105268-88
The sealing reliability when using anaerobic and silicone sealants depends upon cleanliness
of surfaces.
Metal surfaces must be free of burrs, rust traces. If any, eliminate them mechanically using
brush, cloth or other tools and appliances.
Oily surfaces to be degreased by acetone, petrol -70 or isopropyl spirit. Liquid is to be ap-
plied by swab or aerosol dispenser, surplus to be removed by lint-free cloth.
Sealants are applied by automatic metering device or manually. Anaerobic sealant on flang-
es to be sealed is applied as continuous shaft dia. 1,5-2 mm on one surface; closed circle is made
around holes. Surfaces are to be joined, flanged connection is tightened.
Anaerobic sealant on threaded joint is applied on end of bolt (stud, pin) on length 3-6 mm.
As for threaded joint with blunt hole, sealant is applied on bottom of hole.
Threaded joints are assembled screwing one part relative the other clockwise, then, counter-
clockwise, achieving uniform distribution of sealant.
Joint is tightened with torque in accord with Design documentation. Further tightening of
threaded joint is not allowed.
10-1035
If joint is treated again, be sure to eliminate old anaerobic sealant and apply new one.
When using anaerobic sealants, the duration of time from sealant application till surfaces
joining is of no matter (when contact with air, sealant applied on surface is in its original state). But
with this, protect the surface from hard particles and preserve the sealant shaft intact.
Soaking time before unit test should be at least 30 minutes.
Silicone sealants polymerize at ambient temperature under air moisture. Sealant is for wide
temperature range: from – 50 to +250° .
Joint leakage-proof is assured with adhesion of hardened silicone with contact surfaces of
joint.
Silicone sealant is applied as shaft dia. 3-4 mm. Join surfaces directly after material applied
(during 3-4 minutes).
Unit is tested for leakage in 1 hour at low pressure.
Final hardening of silicone sealant is provided in 24 hours at normal conditions.
Sealants manufacturers’ addresses are given in Table 2.
Table 2.
Sealant and glue name Manufacturer address
Liquid gasket nakrol -500 U 2242-12- «Saturn co.» Dzerzhinsk town
50686066-2005 Tel.: (8313) 27-41-59
Sealants: Institute of polymers, Dzerzhinsk town
- natherm 506 2257-435-00208947-2005; Tel.: (8313) 27-10-63
- Anaerobic sealant Unigerm -6 U 2257-405-
00208947-2004
Glue 88-NP-32 U 38.105268-88 «Balakovoresinotechnika co,
Balakovo town, (8453) 66-29-77
or
« WAR co.» Kazan town
Sealant «Rushenk co.» Moscow (495) 745-22-49
Locktite 243; Locktite 518; Locktite 5900; or
Locktite 5921; Locktite 5923 ILS co.» Kazan town (84322)78-00-08
Sealant Uniseal -50-1 «BMP CHEMICALS»
U 2252-001-46496828-00 Moscow (495) 745-22-49
Sealant Fixator -3 «Fixator»
U 2257-003-43007841-2006 Dzerzhinsk town (8313) 53-38-97
SAFETY REQUIREMENTS
To arrange the truck for repair, do the following:
To apply the parking brake system, to shift to the low gear, to shut off the fuel supply and to
chock the wheels;
do not perform any jobs on a hoisted truck (jacks, tackles etc.);
do not repair truck with the engine running, except for the engine and brake system opera-
tion check;
when starting the engine, to observe the following precautions: at first, be sure, the gearshift
lever is in neutral and nobody is in front of truck; before engine start, to give a warning signal;
during change of units, to remove, haul and reinstall the engine, gearbox, axles, final drives
with the help of hoisting-and-transport means equipped with fixtures (grips) which provide com-
plete safety of jobs. It is prohibited to lift (to hang out) truck by the pins of towing yokes;
do not remove, reinstall and handle the units slung with the cable and rope without special
grips;
prior removing the engine, gearbox, axles, to drain oil into a special vessel preliminarily;
10-1036
while working under the tilted cab, be sure to fix the tilt stop with a safety stud. During cab
lowering, be sure that the locking mechanism is closed and the safety hook is positioned correctly in
the bearing beam slot;
while removing and reinstalling the springs on a truck, preliminarily, relieve them by hoist-
ing the truck by its frame; place it on trestles;
it is prohibited to disassemble the tires without complete deflation;
after assembly, to inflate tires in a specially guarded place precluding accidents with lock
ring jumped out of rim groove spontaneously. While tire inflating on road, to put the wheel with the
lock ring facing down;
in process of electrolyte preparation or prior priming the storage batteries with electrolyte, to
wear protective goggles, rubber gloves, rubber boots and apron made of acid-resistance material;
to prepare electrolyte, use the sulphuric acid resistant vessels (ceramic, plastic, lead);
do not pour water into concentrated sulfuric acid;
with random splash of sulfuric acid on your skin, to wipe it off immediately, before render-
ing the medical aid, to eliminate acid with clean cloth, to flush the affected spots with spray of wa-
ter and then to apply a neutralizing 10% ammonium hydroxide or sodium carbonat solution;
during storage batteries inspection at maintenance, never use open fire (matches, candles,
etc.);
during charging, do not bend over storage batteries;
while using metal tools, to avoid shorting with simultaneous touching the storage battery
terminals of different polarities.
10-1037
CONTENTS
Section 1. Introduction ............................................................................................................ 1-3
Vehicle systems and mechanisms, construction and operation, technical description
Section 2. Engine .................................................................................................................... 2-1
General ............................................................................................................................... 2-1
Engine specifications ........................................................................................................... 2-4
Engine construction and operation .....................................................................................2-10
Cylinder block and accessories’ drive.............................................................................2-10
Crank gear ....................................................................................................................2-12
Valve gear .....................................................................................................................2-21
Engine lubricating system ..............................................................................................2-26
The supercharging and charged air cooling system.........................................................2-29
The cooling system........................................................................................................2-34
The fuel system .............................................................................................................2-44
The fuel system for engines 740.13-260, 740.30-260, 740.31-240,
740.50-360, 740.51-320, 740.55-300 .....................................................................2-44
The fuel system for engines 740.37-400, 740.60-360, 740.61-320,
740.62-280, 740.63-400 .........................................................................................2-56
Fuel supply system for engines with «Common Rail» fuel injection .........................2-74
Cold engine start aids with EFU .................................................................................. 2-102
Heaters........................................................................................................................ 2-105
Engine troubleshooting ................................................................................................2-106
Repair ......................................................................................................................... 2-111
Section 3. Transmission ........................................................................................................... 3-1
Clutch, technical data .......................................................................................................... 3-1
Maintenance ................................................................................................................... 3-7
Repair ............................................................................................................................ 3-9
Troubleshooting for clutch ............................................................................................3-11
Gearbox .............................................................................................................................3-12
Gearbox 154 technical data ...........................................................................................3-12
Maintenance ...........................................................................................................3-14
Repair ....................................................................................................................3-14
Gearbox models ZF 16S1820 TO and ZF 9S1310 TO ...................................................3-29
Maintenance ...........................................................................................................3-30
Repair ....................................................................................................................3-34
NMV 221 Power-take-off box driven from engine for ZF Ecosplit gearbox ...................3-40
Transfer case .....................................................................................................................3-48
Technical data for transfer case «ZF Steyr» ...................................................................3-48
Technical data for transfer case Z-6522 ..............................................................3-48
Cardan drives.....................................................................................................................3-55
Maintenance ..................................................................................................................3-57
Repair ...........................................................................................................................3-57
Driving axles......................................................................................................................3-60
Maintenance ..................................................................................................................3-65
Repair ...........................................................................................................................3-66
Driving axles «RABA» (Hungary) .................................................................................3-74
11-1
Section 4. Frame, coupling device, suspension, wheels, tires .................................................... 4-1
Frame ................................................................................................................................. 4-1
Tow-hitch-arrangement ....................................................................................................... 4-1
Bolster ................................................................................................................................ 4-4
Suspension.......................................................................................................................... 4-5
Air suspension ...................................................................................................................4-13
Front axle ..........................................................................................................................4-21
Wheels, tires ......................................................................................................................4-23
Section 5. Steering control ...................................................................................................... 5-1
Maintenance ................................................................................................................... 5-6
Repair ............................................................................................................................ 5-7
Section 6. Brake system .......................................................................................................... 6-1
Air actuator of brake systems ......................................................................................... 6-5
Maintenance ..................................................................................................................6-22
Repair ...........................................................................................................................6-34
Air actuator troubleshooting ..........................................................................................6-35
Antilock brake system ...................................................................................................6-38
Section 7. Electric equipment .................................................................................................. 7-1
Electric equipment application and general characteristics............................................... 7-1
Power supply system .....................................................................................................7-17
Storage batteries.....................................................................................................7-21
Storage battery switch ............................................................................................7-28
Alternator ...............................................................................................................7-29
Starting and pre-starting system.....................................................................................7-39
Lighting system .............................................................................................................7-43
Internal lighting system ...........................................................................................7-43
External lighting system..........................................................................................7-46
Light alarm system ........................................................................................................7-52
Braking warning system ................................................................................................7-56
Heating system, window washing and wiping, sound signaling system ...........................7-59
Instrumentation system..................................................................................................7-64
Electric equipment maintenance.....................................................................................7-66
Electric equipment troubleshooting................................................................................7-67
Section 8. Cab ......................................................................................................................... 8-1
Cab technical data .......................................................................................................... 8-1
Maintenance ..................................................................................................................8-15
Repair ...........................................................................................................................8-17
Section 9. Platform.................................................................................................................. 9-1
Platform dumping gear technical data ............................................................................. 9-2
Maintenance ................................................................................................................... 9-6
Repair ............................................................................................................................ 9-7
11-2
Appendices
. Pre-start heater 15.8106-15 ...........................................................................................10-1
. Pre-starting diesel heater 14 -10.
Operation manual ........................................................................................................10-13
. Pre-starting diesel heaters 14 -01 and 14 -10.
Repair manual .............................................................................................................10-24
. Pre-starting diesel heaters PRAMOTRONIC 16WD24.
Operation manual ........................................................................................................10-65
. Gearbox electro-pneumatic control system.
Operation manual .421447.002 ..................................................................... 10-82
. Repair manual for gearbox ZF 16S1820 TO ................................................................ 10-96
. Repair manual for gearbox ZF 9S1310TO ................................................................ 10-324
. Operation instructions. Transfer case VG 1600 .......................................................... 10-500
. Repair manual. Transfer case VG 1600 ..................................................................... 10-517
. Operation manual. Transfer case VG 2000 ................................................................ 10-588
. Rennuning repairs manual for Z-6522 transfer case ........................................ 10-606
. Transfer case ZQC2000-69A. Operation and maintenance manual ............................ 10-698
. Transfer case ZQC2000-69A. Repair manual............................................................. 10-714
. Wheel-hub group “ DAR ” for front driving axles.
Repair manual ........................................................................................................... 10-766
. Rear driving hypoid axle « DAR »–395. Repair manual ...................................... 10-784
. Construction, operation, maintenance and repair manual for
rear axle «FAW» (China) ............................................................................................... 10-808
. Repair manual. Bolster JSK 37 of JOST .................................................................... 10-838
. Steering mechanisms RBL.
Maintenance manual .................................................................................................. 10-869
. Steering mechanisms RBL.
Repair manual ........................................................................................................... 10-880
. ZF-Servocom type 8090, 8095, 8097 and 8098. Construction, operation,
maintenance and tests..................................................................................................... 10-903
. Instrument cluster ..................................................................................... 10-952
. Dump truck Z-6520-0000020-06.
Operation manual .................................................................................................... 10-1005
. Peculiarities of repair jobs........................................................................................ 10-1034
11-3

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SECTION 1.

Design, maintenance and repair manual contains the information on:

Fig. 2-1. Engine longitudinal view with charged air cooling:

Crankshaft rotation right-wise (clockwise if viewed from a fan side)

- at maximum torque 1300-1500 1200-1400 1100-1500 1200-1400 1300-1500

- rated; 392...539 (4...5,5)

Pressure at the beginning of nozzle needle

- rated; 392...539 (4...5,5)

with atomizers DLLA 147P1814 «Bosch»

Crankshaft speed, min-1:

Fig. 2-4. Auxiliaries’ drive (engine with accesso-

Fig. 2-6. Crankshaft:

Fig. 2-9. Piston with connecting rod and rings

Fig. 2-12. Position of flywheel locator handle:

The damping of torsion vibration of a crankshaft is performed by means of retardation of a

Fig. 2-14. PTO drive, front:

Fig. 2-15. Reinforced front drive of

Fig. 2-17. Valve gear:

The joint "cylinder head – liner” (gas joint)

Gap adjustment in valve gear

Fig. 2-22. Lubricating system scheme:

Fig. 2-25. Crankcase ventilation system:

To change the oil:

The supercharging and charged air cooling system

Fig. 2-27. The supercharging

Fig. 2-28. The supercharging

Gas temperature at turbine input, ( )

- at crankshaft minimum speed, in idle mode, at least 98 (1,0)

Fig. 2-29. Turbocharger 7 -6 ( 7 -9):

Fig. 2-31. Cooling system scheme

Thermal duty of the engine is controlled automatically:

Fig. 2-32. Water pump:

Fig. 2-33. Water pump for engine 740.13-260:

Fig. 2-34. Fan drive magnetic coupling.

With coolant temperature decrease to 84 , the contacts of thermo-bimetallic gauge 14

Fig. 2-39. Thermostats:

Fig. 2-40. Expansion tank plug:

Fig. 2-41. Scheme of adjustment of alternator and

Fig. 2-44. Engine fuel system:

Fig. 2-45. Injectors:

ATTENTION! Inspection and adjustment of injectors and change of atomizers are to

Fig. 2-47. HPFP governor (top view):

A speed governor operation scheme is shown in Fig. 2-48.

Fig. 2-49. HPFP governor cover:

Fig. 2-51. HP fuel pump drive:

Fig. 2-53. Valve:

Fig. 2-52. Fine fuel filter:

Fig. 2-62. Injector installation:

Fig. 2-63. V-type HP fuel pump:

Fig. 2-65. Fine fuel filter:

Fig. 2-66. LP fuel pump operation scheme:

With tappet 9 being lowered, piston 1 is shifted down by spring 4.

Fig. 2-67. Coarse fuel filter PreLine 270

Fig. 2-68. HP fuel pump drive on engine:

FUEL FEED SYSTEM MAINTENANCE

>2s 2s 1s 0.5s 3s 0.3s

Second mark of blink-

Ambient pressure sensor trouble 12

To inspect the HP fuel pump contact

Components of ECS for Z engines equipped with V-type HPFP.

MAINTENANCE OF ENGINE ELECTRONIC CONTROL SYSTEM

Fig. 2-70. Hydraulic fuel system «Common Rail»:

Fig. 2-71. Fuel supply system (scheme):