Carrier

Original instructions
BG00434992 en-US I.001.1 2018-07-12
Drill carrier C400, C900

WARNING
IGNORING INSTRUCTIONS HAZARD!
To avoid death or injury you MUST read, understand and follow
operator's and maintenance manuals before installing, inspecting,
operating, servicing, testing, cleaning, transporting, storing,
dismantling or disposing of the product or a part or accessory of the
product. Keep this publication for future reference.
Copyright © Sandvik
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Table of Contents
1 Introduction ................................................................... 9
1.1 The Purpose of these instructions ......................................................9
1.1.1 Validity of the manuals ................................................................ 9
2 Safety and environmental instructions .......................11

2.1 Safety precautions ................................................................................11
2.2 Servicing safety precautions ...............................................................11
2.3 Hydraulic system safety precautions ................................................. 12
2.4 Lubrication safety and other precautions .......................................... 13
3 Main components ..........................................................15

3.1 C400, C900 main components .............................................................15
3.1.1 Diesel engine ...............................................................................16
3.1.2 Drive train .................................................................................... 18
3.1.3 Hydraulic oil receiver ................................................................... 19
3.1.4 Fuel tank ......................................................................................19
3.1.5 Rear axle ..................................................................................... 20
3.1.6 Front axle .................................................................................... 20
3.1.7 Aftertreatment system (with Tier4) .............................................. 21
4 Hydrostatic transmission, steering and braking

system ............................................................................23
4.1 General .................................................................................................. 23
4.2 Hydrostatic transmission .....................................................................24
4.2.1 Components (hydrostatic transmission) ...................................... 25
4.3 Steering system .................................................................................... 27
4.3.1 Components (steering system) ................................................... 28
4.4 Braking system ..................................................................................... 31
4.4.1 Components (braking system) .................................................... 32
4.5 Location of carrier components ..........................................................35
4.5.1 Hydrostatic transmission (HST) pump (1) ................................... 36
4.5.2 HST charge pressure filter (3) ..................................................... 37
4.5.3 Hydrostatic transmission (HST) motor (4) ................................... 37
4.5.4 Hydraulic oil receiver (8) ..............................................................38
4.5.5 Steering and brake control manifold (10) .................................... 39
4.5.6 Dual circuit brake pedal (15) ....................................................... 40
4.5.7 Brake circuit divider block (19,20) ............................................... 40
4.5.8 Accumulator charging valve (21) .................................................41
4.5.9 Parking brake manifold (24) ........................................................ 42
4.6 Operation ...............................................................................................42
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4.6.1 Operation of the closed hydraulic system ................................... 42

4.6.2 Operation of hydrostatic transmission ......................................... 44
4.6.3 Operation of steering circuit ........................................................ 58
4.6.4 Operation of brake circuit ............................................................ 68
4.6.5 Operation of retarder circuit .........................................................75
4.7 Adjustments in steering and brake circuits ....................................... 79
4.7.1 Measuring equipment and tools .................................................. 79
4.7.2 Measuring points ......................................................................... 80
4.7.3 Before adjustments ..................................................................... 80
4.7.4 Adjusting steering circuit main pressure relief valve (10.9) ......... 81
4.7.5 Adjusting steering circuit pilot pressure reducing valve (10.11) .. 82
4.7.6 Adjusting steering circuit retarder pressure relief valve (10.14) .. 83
4.7.7 Adjusting brake circuit main pressure relief valve (10.8) .............84
4.7.8 Adjusting brake circuit retarder pressure relief valve (10.15) ...... 86
4.8 Parking brake test .................................................................................87
4.9 Service brake test ................................................................................. 87
5 Operator's maintenance procedures ...........................89

5.1 Carrier C400/C900 .................................................................................90
5.1.1 Checking the tire condition, tire pressure, and nut tightness .......90
5.1.2 Checking the transfer gear oil level (C900DH) ............................95
5.2 Diesel engine (Cummins) .....................................................................96
5.2.1 Cleaning the air filter pre-cleaner ................................................ 96
5.2.2 Checking the fuel level ................................................................ 96
5.2.3 Checking the DEF/AdBlue level .................................................. 96
5.2.4 Checking the engine oil level .......................................................97
5.2.5 Draining water from the fuel filter ................................................ 97
5.2.6 Checking the coolant level .......................................................... 98
6 Periodic maintenance procedures .............................. 99

6.1 Carrier C400/C900 .................................................................................99
6.1.1 Machine greasing points ............................................................. 99
6.1.2 Checking the planetary gear oil level .......................................... 100
6.1.3 Checking the differential gear oil level .........................................100
6.1.4 Checking the tightness of boom support bolts ............................ 101
6.1.5 Checking the tightness of the middle frame bolts ........................103
6.1.6 Checking the gas pre-charge pressure of the brake
accumulators ............................................................................... 104
6.1.7 Releasing the oil pressure from the brake accumulators ............ 104
6.1.8 Filling the gas pre-charge pressure for the brake accumulators . 105
6.1.9 Bleeding the brakes .....................................................................106
6.1.10 Changing the differential gear oil .................................................111
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6.1.11 Spicer axle types 113, 114, 123, 213 .......................................... 112
6.1.12 Checking the middle-joint bearings ............................................. 113
6.1.13 Checking the oscillation axle bearings ........................................ 113
6.1.14 Changing the transmission oil ..................................................... 113
6.1.15 Changing the planetary gear oil .................................................. 114
6.1.16 Servicing the Ansul fire suppression system (optional) ...............114
6.1.17 Checking the brake and steering pressures ................................115
6.2 Diesel engine (Cummins) .....................................................................117
6.2.1 Checking the hoses and clamps ................................................. 117
6.2.2 Cleaning the engine coolers (radiator, charge-air, transmission) 118
6.2.3 Checking the air filter maintenance indicator .............................. 119
6.2.4 Checking air intake piping ........................................................... 120
6.2.5 Replacing HST charge pressure filter ......................................... 121
6.2.6 Replacing the engine oil and oil filter ...........................................125
6.2.7 Replacing the fuel filters .............................................................. 127
6.2.8 Checking the tightness and condition of the poly-V-belt ..............128
6.2.9 Checking the engine for leaks and general condition ..................128
6.2.10 Checking the piping and hoses ................................................... 128
6.2.11 Checking engine cooling system .................................................129
6.2.12 Checking the general condition of cooling and heating system .. 130
6.2.13 Replacing the coolant ..................................................................131
6.2.14 Adjusting the valve clearances ....................................................133
6.2.15 Replacing the air filter cartridge (Tier3) ....................................... 134
6.2.16 Replacing the air filter cartridge (Tier4) ....................................... 136
6.2.17 Replacing the air filter safety cartridge (Tier3) .............................138
6.2.18 Replacing the air filter safety cartridge (Tier4) .............................139
6.2.19 Replacing DEF supply module filter ............................................ 140
6.2.20 Replacing DEF tank filter .............................................................141
6.2.21 Replacing crankcase breather filter .............................................142
7 Lubrication specifications and filling capacities ....... 145

7.1 Lubrication specifications ................................................................... 145
7.1.1 Diesel engine ...............................................................................146
7.1.2 Axles and planetary reduction oils ...............................................149
7.1.3 Power shifted transmission and torque converter ....................... 150
7.1.4 Hydraulic system ......................................................................... 150
7.1.5 Greasing ......................................................................................150
7.2 Filling capacities ...................................................................................150
7.3 Filling the DEF tank .............................................................................. 158
7.3.1 Handling DEF/AdBlue solution .................................................... 159
8 Troubleshooting ............................................................ 161
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8.1 Carrier troubleshooting ........................................................................161
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1 INTRODUCTION
1.1 The Purpose of these instructions
This manual contains supplementary information for operation,
maintenance and repair of a component.
Before operating, or performing maintenance or repair procedures for the
component or system described in this manual, read and understand the
information in operator´s and maintenance manuals supplied with the
machine. Pay special attention to the safety information in chapter "2 Safety
and environmental instructions" of those manuals.
1.1.1 Validity of the manuals
This manual, and especially the safety information, is valid only if no
unauthorized changes to the product are made.
Continuing improvement and advancement of product design might have
caused changes to your product which are not included in this publication.
Note also that if a third party has made changes to the product after
delivery from the manufacturer, this publication does not include information
on these changes or their influences on the product.
Whenever a question arises regarding your product, or this manual, please
consult your local Sandvik representative for the latest available
information.
Copyright © Sandvik 9 (164)

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10 (164) Copyright © Sandvik

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2 SAFETY AND ENVIRONMENTAL INSTRUCTIONS

2.1 Safety precautions
Take all safety factors into consideration and perform your work with
care. Follow all drilling site safety regulations.
Operating, service and adjustment procedures must be carried out

only by personnel with specialized operation and service training.
Read and ensure that you understand the operating, maintenance,
and safety instructions before using or servicing the rig.
HIGH PRESSURE INJECTION HAZARD!

Compressed air jets can cause serious injury.
Allow the pressure to be released from the hydraulic circuit before
opening the plugs or connectors.
WARNING! PERSONAL INJURY HAZARD!

Hazardous moving parts and dangerous rig movements (boom, feed,
rock drill, hatches, and gratings) could result in death or severe
injury.
Make sure there are no unauthorized persons in the danger areas
during drilling, tramming, setting up or servicing the rig.
2.2 Servicing safety precautions

When servicing or repairing the vehicle, shut down the engine unless
it is required to be running for adjustment purposes.
Keep your head, hands, feet and loose clothing away from power-
driven parts.
Do not grab the steering wheel/stick when mounting the vehicle.
Accumulated grease or oil on the vehicle is a fire hazard. Remove

debris any time a significant quantity oil is spilled on the vehicle.
Do not arc weld on this vehicle without first disconnecting the

alternator.

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Before performing maintenance or repair work on any equipment,

consult the manufacturer’s instruction manual and follow the
recommended procedures.
• Inspect equipment daily for signs of failure or beginning of failure.

• Perform all recommended checks.
• Report all defects.
• Use the proper tools for service.
• Never attempt to clean, lubricate or adjust the vehicle while it is in
motion.
• Always comply with your company’s regulations and practices for the
safe servicing of this vehicle.
2.3 Hydraulic system safety precautions
WARNING
HIGH-PRESSURE FLUID HAZARD!
High-pressure fluid remaining in hydraulic lines can cause serious
injury.
Never carry out maintenance or repair work on a pressurized system.
Relieve pressure before opening fittings, plugs or hydraulic valve
cartridges. Always make sure the parts are not pressurized. Use a
bleeder screw to relieve the pressure behind the valves or
cartridges, or wait until the unit is depressurized, before removing
the components.
WARNING
HYDRAULIC FLUID INJECTION HAZARD!
High-pressure hydraulic fluid spray can penetrate under the skin,
causing serious injury.
Search for leaks with a piece of cardboard or wood. Never try to
locate a leak by feeling with your hand. Immediate medical attention
is required after injection.
Before performing service or maintenance work under the raised

boom (equipments) perform the following operations:
• Empty the boom.
• Place adequate support under the boom.
• Shut down the engine.

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WARNING
BURN HAZARD!
The oil circulating in the hydraulic systems is hot. It can cause
severe burns to the skin.
Let the oil cool down before starting any maintenance work.
When washing parts do not use corrodents.
• Do not change the pressure setting of any hydraulic valves unless

authorized instruction has been obtained.
• Clean the area around the component to be repaired before starting
work. If possible, change the complete component.
• Ensure that all the connections will be made according to the hydraulic
diagram.
• Check the movements of the rig before use.
• Hydraulic components and hoses should be stored with all connections
well plugged. Do not remove the plugs until the components are mounted
on the rig.
• Hydraulic pumps and motors are heavy. Before detachment you must
have equipments to lift them up safely.
2.4 Lubrication safety and other precautions

When lubricating the vehicle, shut down the engine unless it is
required, see the lubrication instructions.
Keep your head, hands, feet and loose clothing away from power-
driven parts.
Do not grab the steering wheel/stick when lubricating the vehicle.
Use caution when draining hot fluids from the vehicle, splashing hot
fluid can cause serious burns.

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Accumulated grease or oil on the vehicle is a fire hazard. Remove

debris any time a significant quantity oil is spilled on the vehicle.
Before performing lubrication work on any equipment, consult the

manufacturer’s instruction manual and follow the recommended
procedures.
Never attempt to clean or lubricate the vehicle while it is in motion.
Note! Always comply with your company’s regulations and practices for
the safe lubrication of this vehicle.
• Avoid mixing lubricants. Please use recommended oils or oils with

corresponding characteristics!
• Ensure the vehicle is level before filling tanks and sumps.
• When the oil is being changed, the engine must be warm.
• Clean carefully all lubricating fittings, breathers and oil check windows.
• When the engine is drained, clearly mark it so that it is not operated
before it is refilled. In the event of prolonged shutdown with engine or
circuits drained, provide a device preventing accidental startup without
refill.
• Analyze drained lubricant if appropriate.
• Ensure regularity of lubrication.
• The intervals given are those for normal usage. In tougher working
conditions, shorter intervals must be used.
• Ensure daily reading of hour meter. This operation determines when
lubrication is due.

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3 MAIN COMPONENTS
3.1 C400, C900 main components
3
1
2
7
8
5
4
6
1 Diesel engine 2 Drive train

3 Hydraulic oil receiver 4 Fuel tank
5 Rear axle 6 Front axle
7 Front frame 8 Rear frame

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3.1.1 Diesel engine
10 3 9 6
8
2
1 4
11
12
5 4
Cummins QSB4.5 Tier3

1 Fuel pre-filter 2 Air filter
3 Cooler 4 Oil drain hose
5 Cooler drain hose 6 Carrier double pump
7 Exhaust pipe 8 Expansion tank
9 Oil dipstick 10 Oil filling cap
11 Oil filter 12 Fuel filter
16
13
15
14
13 Hydrostatic transmission (HST) pump

14 Hydrostatic transmission (HST) motor
15 Gearbox
16 Hydrostatic transmission controller (AC)

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8 18
3
17
10
19 15
1
16 13
2
9
12
6
20
14 11 4 5 7
Cummins QSB4.5 Tier4F
8 18
3
19 17
10
15
1
16
13
2
9
12
7 6
14 4 5 11 20
Cummins QSB6.7 Tier4F
1 Fuel pre-filter 2 Air filter

3 Cooler 4 Oil drain hose
5 Cooler drain hose 6 Carrier double pump
7 Exhaust pipe 8 Expansion tank
9 Oil dipstick 10 Oil filling cap
11 Oil filter 12 Fuel filter
13 Diesel exhaust fluid (DEF) 14 DEF tank
supply module
15 Crankcase breather 16 DEF heating valve
17 Catalyctic converter 18 Selective catalytic reduction
(SCR) module
19 Decomposition reactor tube 20 Engine control module (ECM)
(DRT)

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24
21
23
22
21 Hydrostatic transmission (HST) pump

22 Hydrostatic transmission (HST) motor
23 Gearbox
24 Hydrostatic transmission controller (AC)
3.1.2 Drive train
1 Gearbox
2 Cardan shaft

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3.1.3 Hydraulic oil receiver
3 4
2
5
1 Oil receiver 2 Return filter clogging indica-

tor
3 Breather 4 Return filter
5 Oil level sight glass 6 Oil level sensor
7 Drain valve 8 Oil temperature sensor
3.1.4 Fuel tank
1 1
1 Fuel level sensor

2 Drain plug

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3.1.5 Rear axle
1
2 3
1 Planetary gear units

2 Brakes
3 Breather
3.1.6 Front axle
1
2
1 Planetary gear units

2 Brakes
3 Breather

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3.1.7 Aftertreatment system (with Tier4)
6 3
4 1
8
2
Aftertreatment system QSB4.5
6 5
3
4
1
2 8
Aftertreatment system QSB6.7
NO COMPONENT FUNCTION
Diesel exhaust fluid
1 Supplies urea-water solution into the system.
(DEF) supply module
Consumption of DEF/AdBlueR is approximately 5% of diesel
2 DEF tank fuel use. Tank should be refilled every time the fuel tank is refil-
led.
3 Crankcase breather filter Filters the crankcase blow-by gases.
When urea-water solution temperature in the DEF tank lowers
4 DEF heating valve enough, the valve opens and the heating water circuit starts to
heat the fluid in the tank.

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Diesel oxidation catalyst In the catalyst, carbon monoxide (CO) is oxidized to carbon di-
5
(DOC) oxide (CO2) and water.
Decomposition reactor
6 In the tube, urea-water solution is injected in the exhaust gas.
tube (DRT)
Selective catalytic reduc- In the module, urea is converted to ammonia which reacts with
7
tion (SCR) module oxides of nitrogen (NOx) to form nitrogen (N2) and water.
Engine control module Manages SCR aftertreatment system and initiates automatic
8
(ECM) exhaust system cleaning when needed.
DEF/AdBlueR = urea-water solution

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4 HYDROSTATIC TRANSMISSION, STEERING AND

BRAKING SYSTEM
4.1 General
The following colors have been used in circuit diagrams to explain the oil
flow.
Red Pressure line
Dash pink Pilot line
Blue Tank/return line
Dash blue Drain line
Green Working line 1 (port A/extend/lift/up)
Brown Working line 2 (port B/retract/lower/down)
Dash green Pilot line 1
Dash brown Pilot line 2
Dash Yellow Load sensing line
The activated solenoid of the valve is colored red.

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-B225P
4.2
M6 5.60 bar
3
24 (164)
,
,
1.11.1 1.11.2 ,
TO PARKING BRAKE
1.11 BLOCK, PORT P
125 µm
1
45°C 9
480 bar 480 bar +28 bar
4.5 4 5
,
-B226
1.7
Hydrostatic transmission
1.10 4.7
2 1.2 1.9 4.6 4.1
89/24 cm³ 1.1 160 cm³
165/34 cm³ 480 bar + 28 bar
4.3
16 bar
28 bar 6
4.4
1.3 1.5 4.8 PCOR
2 bar
,
1.4 1.8
1.6 4.2
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480 bar
,
TO STEERING AND
BRAKE CONTROL
MANIFOLD, PORT PB
TO STEERING AND
BRAKE CONTROL
MANIFOLD, PORT PS
,
16 cm³ / 23 cm³
7 7.1 7.2
L3
8
E
P
4.2.1 Components (hydrostatic transmission)
1
(HST) pump
HST variable displace- Delivers the required amount of oil flow to the hydrostatic
1.1
ment pump transmission system.
Delivers charge oil to high-pressure system and pressure
1.2 Charge pump
controls of the pump (1.1).
1.3 Rotation speed sensor Measures rotation speed of the HST pump and diesel motor.
1.4 Servo cylinder Adjusts the angle ie. the flow of the pump (1.1).
Charge pressure relief Limits the maximum pressure of the charge pressure circuit
1.5
valve (28 bar).
Limits the maximum pressure in the high-pressure system by
1.6 Pressure limiter, B-side controlling the angle of the pump (1.1). Pressure value is dif-
ferential pressure measured between Ma and Mb.
Limits the maximum pressure in the high-pressure system by
1.7 Pressure limiter, A-side controlling the angle of the pump (1.1). Pressure value is dif-
ferential pressure measured between Ma and Mb.
Limits the increase in pressure caused by external factors in
High pressure relief valve, the high-pressure circuit (line B). Also operates as an intake
1.8
B-side valve in the high pressure circuit (line B). Pressure value is
differential pressure measured between Ma and Mb.
Limits the increase in pressure caused by external factors in
High pressure relief valve, the high-pressure circuit (line A/B). Also operates as an in-
1.9
A-side take valve in the high pressure circuit (line A/B). Pressure
value is differential pressure measured between Ma and Mb.
Measures the position of the servo cylinder (1.4) ie. the angle
1.10 Pump angle sensor
of the pump (1.1).
HST pump and motor proportional electric controller. Con-
1.11 AC controller
trols the behavior of the HST system.
Proportional solenoid
1.11.1 valve, A-side, tramming
forward (C2)
1.11.2 valve, B-side, tramming
backward (C1)
2 Diesel engine
HST charge pressure fil-
3 Filters the oil delivered by the charge pump (1.2).
ter
4
(HST) motor

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HST variable displace- Converts the hydraulic energy delivered from the HST pump
4.1
ment motor (1) to mechanical energy.
4.2 Motor displacement control with mechanical feedback (C1).
valve
Strikes HST motor towards maximum angle when HST sys-
4.3 Pressure compensator
tem pressure rises ie. performs anti-stall function.
Brake pressure defeat (BPD), tramming direction selection
4.4 On/off solenoid valve
(C5).
Loop flushing shuttle Selects flushing oil flow from low pressure side of the HST
4.5
valve system.
4.6 Loop flushing relief valve Adjusts the flushing flow to 20 l/min.
4.7 Rotation speed sensor Measures HST motor rotation and vehicle speed.
4.8 Servo cylinder Adjusts the angle ie. the displacement of the motor (4.1).
Tramming oil cooler (die-
Removes the heat from HST system when cooling the flush-
5 sel combicooler, middle
ing oil.
section)
Performs as a pressure relief valve (2 bar) in the flushing cir-
6 Check valve
cuit and HST pump and HST motor case drain.
7 Carrier double pump
7.1 Steering pump Delivers oil to the steering circuit, boom and carrier functions.
7.2 Brake pump Delivers oil to the brake circuit and air conditioning.
Oil receiver for steering and brake circuits, hydrostatic trans-
8 Hydraulic oil receiver
mission, drilling and carrier functions.
Directs HST flushing oil straight to hydraulic oil receiver (8)
HST flushing oil thermo-
9 and bypasses the tramming oil cooler (5) when flushing oil is
stat valve
cold (under 45 °C).

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10.4 10.5 4.3
11 Without articulation locking
190 bar
10
10.6
LEFT 13 Option, only with
articulation locking
190 bar
10.7
Option, only with
10.1 Y187A
RIGHT TO SERVICE BRAKES

10.3 CHARGING VALVE,
PORT P
12 Y187B
Steering system
14 10.22
10.2
Without articulation locking
Only with SUB TO CARRIER/SUB

Option for DT922i SELECTION VALVE, PORT 2
Only with DT912D TO OA-COOLER FAN

10.11 10.8 200 bar
35 bar CONTROL BLOCK, PORT V1
3/4”
FROM POWER PACK

TRAMMING VALVE, PORT S Only with power pack tramming 10.9 220 bar
TO LEFT PERC/FEED PUMP

CHECK VALVE BLOCK,
PORT IN
10.19 10.10 10.21
Y343
10.12
Only with DT912D 3/4”
TO RIGHT PRESSURIZED
Y167
10.13 OIL COLLECTOR, PORT 1
10.20
3/4”(DT912D)
1/2”
10.23 FROM AIR CONDITIONING
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200 bar CONTROL BLOCK
PORT T
3/4”
10.18
10.16 160 bar
Not with DT912D
Only with powerpack tramming

Without powerpack tramming
Y344
Only with optional
safety canopy
10.15 10.14 TO AIR CONDITIONING

FROM SERVICE BRAKES PRESSURE RELIEF VALVE,
CHARGING VALVE, PORT S PORT P2
7 10.17
7.1 7.2
8
8.1 8.2
27 (164)
4.3.1 Components (steering system)
7 Carrier double pump
7.1 Steering pump Delivers oil to the steering circuit, boom and carrier functions.
7.2 Brake pump Delivers oil to the brake circuit and air conditioning.
Oil receiver for steering and brake circuits, hydrostatic transmis-
8 Hydraulic oil receiver
sion, drilling and carrier functions.
By-passes the oil flow if the oil is cold or when the oil filter is
8.1 By-pass valve
blocked.
8.2 Return filter element Filters hydraulic oil of all circuits (10 μ).
Steering and brake Directs and controls oil flow and pressure to the steering and
10
control manifold brake circuits.
Steering valve main Directs oil flow to valve port A or B and to steering cylinders (11
10.1
spool and 12).
Shifts the main spool in a way that the work port B will be activat-
10.2 Pilot control valve
ed.
Shifts the main spool in a way that the work port A will be activat-
10.3 Pilot control valve
ed.
A small spool inside the main spool. Generates the pressure signal
10.4 Copy spool
from working line A to load sensing (LS) line.
A small spool inside the main spool. Generates pressure signal
10.5 Copy spool
from working line B to load sensing (LS) line.
Shock/anticavitation
10.6 Limits port A (steering to right) pressure to 190 bar.
valve
Shock/anticavitation
10.7 Limits port B (steering to left) pressure to 190 bar.
valve
Brake circuit main
10.8 Limits brake circuit maximum pressure to 200 bar.
pressure relief valve
Steering circuit main
10.9 Limits steering circuit maximum pressure to 220 bar.
pressure relief valve
Prioritizes the steering function above secondary circuit and acts
10.10 Priority valve
as steering circuit retarder valve.
Pilot circuit pressure
10.11 Feeds 35 bar pressure to pilot control valves.
reducing valve
Steering circuit free
Directs the oil to hydraulic oil receiver or to secondary circuit by
10.12 circulation cut-off/
closing the tank connection.
retarder/fan valve

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The valve controls the activation of steering circuit retarder func-
tion. When energized the valve opens connection between steer-
Steering circuit retard- ing circuit main pressure line and the spring chamber of steering
10.13
er control valve circuit priority valve. Steering circuit pressure rises to predefined
level and generates extra load for hydrostatic transmission and
diesel engine.
Steering circuit retard- The pressure relief valve determines the steering circuit pressure
10.14 er pressure relief level together with steering circuit priority valve spring (10 bar)
valve when steering circuit retarder function is activated.
Brake circuit retarder The pressure relief valve determines the brake circuit pressure lev-
10.15
pressure relief valve el when brake circuit retarder function is activated.
The valve controls the activation of brake circuit retarder function.
When energized the valve opens connection between the spring
Brake circuit retarder chamber of brake circuit retarder valve and brake circuit retarder
10.16
control valve pressure relief valve.
Brake circuit pressure rises to predefined level and generates ex-
tra load for hydrostatic transmission and diesel engine.
Brake circuit retarder Acts as brake circuit retarder valve and rises the brake circuit pres-
10.17
valve sure when piloted to close with brake circuit retarder control valve.
Valve controls the pressurization of carrier functions with diesel.
Carrier functions pres- When energized the valve pilots steering circuit free circulation
10.18 surization control cut-off/retarder valve (10.12) to close and plugs the hydraulic oil
valve receiver (8) connection. The oil coming from steering pump is rout-
ed to secondary circuit instead of tank line.
Supplies the restricted oil flow from steering circuit main pressure
10.19 Orifice
line to steering circuit retarder control valves.
Drains and unloads the load sensing (LS) line of steering valve to
10.20 Orifice
un-pressurized tank connection.
Slows down the opening steering circuit free circulation cut-off/
10.21 Dampening orifice retarder valve (10.12) when carrier functions pressurization control
valve (10.18) is de-energized.
10.22 Load-hold check valve Prevents back flow and load sinking.
Carrier hydraulics
10.23 Manual operation of the carrier hydraulics pressurization.
pressurizing stud
11 Steering cylinder (left)
Steering cylinder
12
(right)

ID: BG00434992 en-US I.001.1 2018-07-12
Makes the articulation joint stiffer by blocking the connection be-
Articulation locking tween the steering valve port A and steering cylinders. Valve is ac-
13
valve (left, optional) tivated and kept active during drilling after the machine has been
navigated.
Makes the articulation joint stiffer by blocking the connection be-
Articulation locking tween the steering valve port B and steering cylinders. Valve is ac-
14
valve (right, optional) tivated and kept active during drilling after the machine has been
navigated.

ID: BG00434992 en-US I.001.1 2018-07-12
4.4
16.2 FRONT 17.2 REAR

16 17
16.1 17.1
16.3 17.3
15 15.1
Braking system
15.2
25 24.4 24.3
18 24.1
TO UNPRESSURIZED 24
RETURN COLLECTOR,
PORT 1 19 20
24.2
26 27
ID: BG00434992 en-US I.001.1 2018-07-12

TO UNPRESSURIZED 21.3
FROM HYDROSTATIC
TRANSMISSION PUMP,
PORT M3
TO UNPRESSURIZED
RETURN COLLECTOR,
PORT 5
RETURN COLLECTOR,
21
PORT 6 22 23
21.4
135 -
160 bar
FROM STEERING AND

21.2
BRAKE CONTROL
MANIFOLD, PORT CV
21.1 21.5
TO STEERING AND
BRAKE CONTROL
MANIFOLD, PORT CR
31 (164)
4.4.1 Components (braking system)
Valve provides precisely controlled output pressures to the service
Dual circuit brake
15 brake cylinders proportional to the pedal stroke and therefore to the
pedal
force applied to the pedal.
Pressure reducing/ Adjusts the hydraulic pressure proportional to the brake pedal’s (15)
15.1
relief valve angle to the front service brake cylinders in front axle.
Pressure reducing/ Adjusts the hydraulic pressure proportional to the brake pedal’s (15)
15.2
relief valve angle to the rear service brake cylinders in rear axle.
16 Front axle
16.1 Breather Allows the breathing of internal oil volume of front axle with free air.
Front parking brake Performs the front parking brake operations on the basis of the hy-
16.2
cylinders draulic control pressure from the park brake manifold.
Front service brake Performs the front service brake operations on the basis of the hy-
16.3
cylinders draulic control pressure from the dual circuit brake pedal.
17 Rear axle
17.1 Breather Allows the breathing of internal oil volume of rear axle with free air.
Rear parking brake Performs the rear parking brake operations on the basis of the hy-
17.2
cylinders draulic control pressure from the park brake manifold.
Rear service brake Performs the rear service brake operations on the basis of the hy-
17.3
cylinders draulic control pressure from the dual circuit brake pedal.
Connecting block for
18 Measuring points for front and rear circuit service brake pressures.
measuring points
Connects together accumulator charging valve, dual circuit brake
Brake circuit divider
19 pedal, rear circuit service brake accumulator and rear circuit service
block
brake accumulator charging pressure sensor.
Connects together accumulator charging valve, dual circuit brake
Brake circuit divider
20 pedal, front circuit service brake accumulator and front circuit serv-
block
ice brake accumulator charging pressure sensor.
Accumulator charg- Distributes the oil from the brake circuit pump to the service brake
21
ing valve circuit or to secondary circuit and air conditioning.
Directs the oil to service brake circuit or secondary control circuit
21.1 Priority valve
(port S).
Controls the operation of the priority valve (21.1) in the brake circuit.
When the pressure in the brake circuit rises to 160 bar, the valve
changes position and directs the oil to the secondary control circuit
21.2 Control valve (port S).
When the pressure in the brake circuit descends to 135 bar, the
valve changes position and directs the oil to the service brake cir-
cuit.

ID: BG00434992 en-US I.001.1 2018-07-12
The isolation valve (21.3) ensures the operation of the rear service
brake circuit in the event of a hose breakage in the front service
21.3 Isolation valve
brake circuit. The valve closes if the rear service brake circuit pres-
sure drops below 120 bar.
The isolation valve (21.4) ensures the operation of the front service
brake circuit in the event of a hose breakage in the rear service
brake circuit. The valve closes if the front service brake circuit pres-
sure drops below 120 bar.
21.5 Check valve Prevents discharge of service brake pressure.
Service brake pres-
Serves as an oil reserve for the service brake circuit of the rear
22 sure accumulator
brake cylinders.
(rear)
Service brake pres-
Serves as an oil reserve for the service brake circuit of the front
23 sure accumulator
brake cylinders.
(front)
Parking brake mani-
24 Controls the parking brake functions of both front and rear axles.
fold
Controls the release and the activation of spring applied brakes. Di-
Parking brake con-
24.1 rects the operating pressure to the rear brake cylinders when ener-
trol valve (front)
gized and removes the pressure when de-energized.
Controls the release and the activation of spring applied brakes. Di-
Parking brake con-
24.2 rects the operating pressure to the front brake cylinders when ener-
trol valve (rear)
gized and removes the pressure when de-energized.
Parking brake re-
24.3 lease pressure sen- Monitors the pressure level of the front parking brake circuit.
sor (front)
Parking brake re-
24.4 lease pressure sen- Monitors the pressure level of the rear parking brake circuit.
sor (rear)
Service brake pres- The sensor measures the pressure from front service brake circuit
25
sure sensor and supplies information to control system.
The sensor continuously monitors the rear circuit accumulator
Service brake accu- charging pressure and supplies information to control system. The
26 mulator charge pres- pressure level is indicated to the operator. If the pressure level
sure sensor (rear) drops down below the limits the control system automatically engag-
es the spring applied brakes.
The sensor continuously monitors the front circuit accumulator
Service brake accu- charging pressure and supplies information to control system. The
27 mulator charge pres- pressure level is indicated to the operator. If the pressure level
sure sensor (front) drops down below the limits the control system automatically engag-
es the spring applied brakes.

ID: BG00434992 en-US I.001.1 2018-07-12
HVAC control block
Limits the maximum pressure level and adjusts the oil flow rate for
28 (not shown in the fig-
heating, ventilation, and air condition (HVAC) hydraulic motor.
ure)
HVAC hydraulic mo-
29 tor (not shown in the Activates and actuates the HVAC air conditon unit.
figure)

ID: BG00434992 en-US I.001.1 2018-07-12
4.5 Location of carrier components
2
1
5
6
7 9
24
21
4
3
19 20 23 22 8
12
16
11
10
13 14 17
1 Hydrostatic transmission 2 Diesel engine

(HST) pump
3 HST charge pressure filter 4 Hydrostatic transmission
(HST) motor
5 Tramming oil cooler 6 Check valve
7 Carrier double pump 8 Hydraulic oil receiver
9 HST oil thermostat 10 Steering and brake control
manifold
11 Steering cylinder (left) 12 Steering cylinder (right)
13 Articulation locking valve 14 Articulation locking valve
(left, optional) (right, optional)
15 Dual circuit brake pedal (not 16 Front axle
shown in the figure)
17 Rear axle 19 Brake circuit divider block
20 Brake circuit divider block 21 Accumulator charging valve
22 Service brake pressure accu- 23 Service brake pressure accu-
mulator (front) mulator (rear)
24 Park brake manifold

ID: BG00434992 en-US I.001.1 2018-07-12
4.5.1 Hydrostatic transmission (HST) pump (1)
1.11.1 1.11.2
L4
M4 1.11
1
450 bar
480 bar
1.9
1.10 1.7
1.4
1.2
A 1.1
480 bar
1.8
28 bar
2 1.5
1.3
1.6 450 bar
1.11
S
MA F E MB B
1.11.1
M14
1.11.2 M3
M5
L2
1.1 HST variable displacement 1.2 Charge pump

pump
1.3 Rotation speed sensor 1.4 Servo cylinder
1.5 Charge pressure relief valve 1.6 Pressure limiter, B-side
1.7 Pressure limiter, A-side 1.8 High pressure relief valve, B-
side
1.9 High pressure relief valve, A- 1.10 Pump angle sensor
side
1.11 AC controller 1.11. Proportional solenoid valve,
1 A-side
1.11. Proportional solenoid valve,
2 B-side

ID: BG00434992 en-US I.001.1 2018-07-12
4.5.2 HST charge pressure filter (3)
M6
4.5.3 Hydrostatic transmission (HST) motor (4)

4.5
4.7 4
4.6 4.1
4.3
4.4
4.8
4.2
L1
M4
L2 B
M5
4.1 HST variable displacement 4.2 Proportional solenoid valve

motor (C1)
4.3 Pressure compensator 4.4 On/off solenoid valve, BPD
(C5)
4.5 Loop flushing shuttle valve 4.6 Loop flushing relief valve
4.7 Rotation speed sensor 4.8 Servo cylinder

ID: BG00434992 en-US I.001.1 2018-07-12
4.5.4 Hydraulic oil receiver (8)
F M1 T1
T4
T2
T3
S3 S2 L5 S1 R2

ID: BG00434992 en-US I.001.1 2018-07-12
4.5.5 Steering and brake control manifold (10)

10.4 10.5
10.5 10.22 10.20 10
10.6
10.4 DR 10.3
10.7
10.1 10.11
PS 10.1
10.3
PB
10.22
CR 10.2
10.2
CV
10.11 10.8
MX BC 10.9
10.19 10.10 10.21
10.12
10.16 10.13 10.23
10.7
10.20 10.18
10.9 MCR 10.16 10.14
10.15
MLS
10.12 10.17 10.17
10.10
10.14
10.13
MBC PIL 10.21 10.18 10.23
MPB
MAC
10.15 10.8 MPS 10.19 10.6
10.1 Steering valve main spool 10.2 Pilot control valve

10.3 Pilot control valve 10.4 Copy spool
10.5 Copy spool 10.6 Shock / anticavitation valve
10.7 Shock / anticavitation valve 10.8 Brake circuit main pressure
relief valve
10.9 Steering circuit main pres- 10.10 Priority valve
sure relief valve
10.11 Pilot circuit pressure reducing 10.12 Steering circuit free circula-
valve tion cut-off / retarder / fan
valve
10.13 Steering circuit retarder con- 10.14 Steering circuit retarder pres-
trol valve sure relief valve
10.15 Brake circuit retarder pres- 10.16 Brake circuit retarder control
sure relief valve valve

ID: BG00434992 en-US I.001.1 2018-07-12
10.17 Brake circuit retarder valve 10.18 Carrier functions pressuriza-

tion control valve
10.19 Orifice 10.20 Orifice
10.21 Dampening orifice 10.22 Load-hold check valve
10.23 Carrier hydraulics pressuriz-
ing stud
4.5.6 Dual circuit brake pedal (15)
15 15.1
15.1
15.2
P2
T
15.2
P1
F2
F1
15.1 Pressure reducing/relief valve

15.2 Pressure reducing/relief valve
4.5.7 Brake circuit divider block (19,20)
19 20

ID: BG00434992 en-US I.001.1 2018-07-12
4.5.8 Accumulator charging valve (21)
21.3 21
21.4
21.2
21.1 21.5
21.1 T P
21.4 A2 21.2 B3 A1
21.3
21.1 Priority valve

21.2 Control valve
21.5 Check valve

ID: BG00434992 en-US I.001.1 2018-07-12
4.5.9 Parking brake manifold (24)
24.3 24.4
24.1
24.2
SP
24.4 24.3
24.1
SA
SB 24
MA MP 24.2
A MB
MPd B
X
P
T Pd
24.1 Parking brake control valve (front)

24.2 Parking brake control valve (rear)
24.3 Parking brake release pressure sensor (front)
24.4 Parking brake release pressure sensor (rear)
4.6 Operation
4.6.1 Operation of the closed hydraulic system
General
A simple closed hydraulic circuit consists of the hydraulic pump, hydraulic
motor, pressure lines connecting the pump and the motor, and high and low
pressure lines. The direction of the load determines high and low pressure
side of the system. The pressure relief valves are installed between the
pressure lines and they protect the system.
In a closed hydraulic circuit, the return oil from the motor flows in the low
pressure line to the intake side of the hydraulic pump without passing the
receiver. Oil in the system changes gradually, because of the leaks from the
pump and motor. A separate charge pump constantly charges the low
pressure side of the closed circuit, replacing the oil that flows to the
receiver because of the leaks.
The charge pump operates in an open circuit and pumps oil from the
receiver to the closed circuit. The remainder of the volume flow, which is
needed in the circuit, returns to the receiver through the charge pressure
relief valve. The charge pressure relief valve setting determines the charge
pressure, which is also used as a control pressure for the pump and the
motor.
Sandvik's closed hydraulic system is a power transmission system with a
stepless control.

ID: BG00434992 en-US I.001.1 2018-07-12
A simple closed hydraulic system
3
α 2
α max.
max.
min.
0 0
max.
α
1 4
1 Hydraulic pump
2 Hydraulic motor
3 High pressure line
4 Low pressure line
The system in the figure above includes a variable displacement pump (1)
and a hydraulic motor (2). The pump runs only in one direction, but it has a
stepless angle control to both directions, which means that the flow
direction can be changed. Usually the pump is attached to the diesel motor
with straight gear ratio. The hydraulic motor runs in both directions, but it
has a stepless angle control only to positive direction. The motor is usually
attached to the mechanical transmission.
A closed hydraulic system with a receiver and relief valves
3
2
5
7 6
1 Hydraulic pump 2 Hydraulic motor

3 High pressure line 4 Low pressure line
5 Pressure relief valve 6 Drain/flushing line
7 Oil receiver
The system in the figure above is protected against overpressure with

pressure relief valves (5), one for each direction. The drain line (6) flushes
and removes heat and hot oil from the system. The drainage oil from the
pump and the motor is collected into a receiver (7).

ID: BG00434992 en-US I.001.1 2018-07-12
A closed hydraulic system
8
12 11
13 3 5 2
9 1 12
4
10
6
7
1 Hydraulic pump 2 Hydraulic motor

3 High pressure line 4 Low pressure line
5 Pressure relief valve 6 Drain/flushing line
7 Oil receiver 8 Oil for controlling the closed
circuit
9 Charge pump 10 Cooler
11 Charge pressure relief valve 12 Non-return valve
13 Filter
The charge pump (9) in the figure above replaces the drainage oil and
controls the closed circuit pump and motor. The charge pressure fills the
low pressure side of the closed circuit through the non-return valve (12).
The charge pressure relief valve (11) limits the charge pressure according
to pump and motor control requirements. The drainage oil flows through the
cooler (10), which removes heat from the system, to the receiver (7). The
system's filter (13) is installed in line after the charge pump (9).
4.6.2 Operation of hydrostatic transmission

ID: BG00434992 en-US I.001.1 2018-07-12

ID: BG00434992 en-US I.001.1 2018-07-12
-B225P
M6
5.60 bar
3
46 (164)
,
,
1.11.1 1.11.2 ,
TO PARKING BRAKE
Charge pressure circuit

1.11 BLOCK, PORT P
125 µm
1
45°C 9
Charge pressure circuit
480 bar
480 bar +28 bar
4.5 4 5
,
-B226
1.7 4.7
1.10
2 1.2 1.9 4.6 4.1
89/24 cm³ 1.1 160 cm³
165/34 cm³
480 bar + 28 bar
4.3
28 bar 16 bar
4.4 6
1.3 1.5 4.8 PCOR 2 bar
,
1.4 1.8
1.6 4.2
ID: BG00434992 en-US I.001.1 2018-07-12

480 bar
,
TO STEERING AND
BRAKE CONTROL
MANIFOLD, PORT PB
TO STEERING AND
BRAKE CONTROL
MANIFOLD, PORT PS
,
16 cm³ / 23 cm³
7 7.1 7.2
L3
8
E
P
The charge pressure circuit has several functions:

• to generate pilot pressure for the servo cylinder (1.4) which adjusts the
angle of HST variable displacement pump (1)
• to feed oil to the closed-loop system's low pressure circuit
• to serve as a parking brake release pressure.
The charge pump (1.2) is a gear pump with fixed displacement and it is
located in the rear end of the HST variable displacement pump (1.1).
HST charge pressure filter (3) is a remote filter and its filtering capability is
8 µm. When the pressure difference over the filter element exceeds 3.7
bars, the blocking indicator reacts and sends a signal to the control system.
If the pressure difference exceeds 5.6 bars, the by-pass valve opens and
the oil is no more filtered.
The charge pump (1.2) delivers oil to the port F of the hydrostatic
transmission pump (1) and continues to port IN of the HST charge pressure
filter (3). Oil flows through the filter element to port OUT and back to port E
of the hydrostatic transmission pump (1). The charge pressure relief valve
(1.5) limits the maximum pressure of the charge pressure circuit to 28-32
bars. The additional oil flows through the charge pressure relief valve (1.5)
to the pump case and continues from port L4 to the flushing circuit.
28 bar charge pressure is used to adjust the angle of HST variable
displacement pump (1) through proportional solenoid valves (1.11.1 and
1.11.2). While tramming the charge pressure feeds oil to the closed-loop
system's low pressure circuit through high pressure relief valves (1.8 or
1.9). From port M3 the oil flows to port P of the parking brake manifold (24).

ID: BG00434992 en-US I.001.1 2018-07-12
-B225P
M6
5.60 bar
3
48 (164)
Flushing circuit
,
,
1.11.1 1.11.2 ,
TO PARKING BRAKE
1.11 BLOCK, PORT P
125 µm
Flushing circuit
1
45°C 9
480 bar 480 bar +28 bar
4.5 4 5
,
-B226
1.7 4.7
1.10
2 1.9 4.6 4.1
89/24 cm³ 1.1 1.2 160 cm³
165/34 cm³
480 bar + 28 bar
4.3
16 bar
28 bar
4.4 6
1.3 1.5 4.8 PCOR 2 bar
,
1.4
1.8
1.6 4.2
ID: BG00434992 en-US I.001.1 2018-07-12

480 bar
,
TO STEERING AND
BRAKE CONTROL
MANIFOLD, PORT PB
TO STEERING AND
BRAKE CONTROL
MANIFOLD, PORT PS
,
16 cm³ / 23 cm³
7 7.1 7.2
L3
8
E
P
The flushing circuit cools down the closed-loop HST circuit and maintains
the temperature balance in the system.
Oil flows to the case of the hydrostatic transmission pump (1) through the
charge pressure relief valve (1.5) and from the internal leaks of the HST
variable displacement pump (1.1). The case leak oil flows from the port L4
to the hydrostatic transmission motor (4) port L2. The hot oil from the
closed-loop HST circuit flows through the loop flushing shuttle valve (4.5)
and loop flushing relief valve (4.6) to the hydrostatic transmission motor (4)
case and onward to drain port L1. Oil from the internal motor leaks flows
also to drain port L1. The HST flushing oil thermostat valve (9) is attached
to port L1 and directs oil under 45 °C straight to hydraulic oil receiver (8)
port R5. When the oil temperature is over 45 °C, the HST flushing oil
thermostat valve (9) changes position and the oil flows from port 3 onward
to tramming oil cooler (5) port IN. The oil cools down in the tramming oil
cooler (5) and continues from port OUT to hydraulic oil receiver (8) port R2.
In the hydrostatic transmission motor (4) port L2 is a spring loaded check
valve (6) which performs as a pressure relief valve and protects the
hydrostatic transmission pump (1) case and hydrostatic transmission motor
(4) case from over pressures e.g. when oil is cold.

ID: BG00434992 en-US I.001.1 2018-07-12
-B225P
M6 5.60 bar
3
50 (164)
,
,
Tramming forward
1.11.1 1.11.2 ,
TO PARKING BRAKE
1.11 BLOCK, PORT P
125 µm
1
Tramming forward
45°C 9
480 bar
480 bar +28 bar
4.5 4 5
,
-B226
1.10 1.7 4.7

2 1.9 4.6 4.1
160 cm³
89/24 cm³ 1.1 1.2
165/34 cm³
480 bar + 28 bar
4.3
16 bar
28 bar 6
1.3 4.4
1.5 4.8 PCOR 2 bar
,
1.4 1.8
1.6 4.2
ID: BG00434992 en-US I.001.1 2018-07-12

480 bar
,
TO STEERING AND
BRAKE CONTROL
MANIFOLD, PORT PB
TO STEERING AND
BRAKE CONTROL
MANIFOLD, PORT PS
,
16 cm³ / 23 cm³
7 7.1 7.2
L3
8
E
P
During tramming forward, the control system activates the proportional

solenoid valve (1.11.1) which causes the spool to change its position. This
opens a flow path from charge pressure circuit to the left side of the servo
cylinder (1.4). This causes the hydrostatic transmission pump (1.1) angle to
swing to positive direction and the oil is delivered to the high pressure
circuit marked green. Oil flows from hydrostatic transmission pump (1) port
A to hydrostatic transmission motor (4) port B, through the HST variable
displacement motor (4.1) and runs the hydrostatic transmission motor (4) in
the direction that moves the carrier forward. Return oil is delivered to the
low pressure circuit marked brown and flows via hydrostatic transmission
motor (4) port A back to hydrostatic transmission pump (1) port B.
On/off solenoid valve (4.4) selects input side of the flow and the pressure is
delivered to the pressure compensator (4.3) and proportional solenoid
valve (4.2) which position is controlled by rig's control system. Proportional
solenoid valve (4.2) controls the servo cylinder (4.8) which adjusts the
displacement of the HST variable displacement motor (4.1).
High pressure causes the spool of the loop flushing shuttle valve (4.5) to
change its position and hot oil from the low pressure circuit marked brown
flows through the loop flushing shuttle valve (4.5) and loop flushing relief
valve (4.6) to the hydrostatic transmission motor (4) case and onward to
drain port L1.

ID: BG00434992 en-US I.001.1 2018-07-12
-B225P
M6
5.60 bar
3
52 (164)
,
,
1.11.1 1.11.2 ,
Tramming backward
TO PARKING BRAKE
1.11 BLOCK, PORT P
125 µm
1
Tramming backward
45°C 9
480 bar
480 bar +28 bar
4.5 4 5
,
-B226
1.7 4.7
1.10
2 89/24 cm³
1.9 4.6 4.1
1.1 1.2 160 cm³
165/34 cm³
480 bar + 28 bar
4.3
16 bar
28 bar
1.3
6
1.5 4.8 PCOR 2 bar
,
4.4
1.4 1.8
1.6 4.2
ID: BG00434992 en-US I.001.1 2018-07-12

480 bar
,
TO STEERING AND
BRAKE CONTROL
MANIFOLD, PORT PB
TO STEERING AND
BRAKE CONTROL
MANIFOLD, PORT PS
,
16 cm³ / 23 cm³
7 7.1 7.2
L3
8
E
P
During tramming backward, the control system activates the proportional

solenoid valve (1.11.2) which causes the spool to change its position. This
opens a flow path from charge pressure circuit to the right side of the servo
cylinder (1.4). This causes the hydrostatic transmission pump (1.1) angle to
swing to negative direction and the oil is delivered to the high pressure
circuit marked brown. Oil flows from hydrostatic transmission pump (1) port
B to hydrostatic transmission motor (4) port A, through the HST variable
the direction that moves the carrier backward. Return oil is delivered to the
low pressure circuit marked green and flows via hydrostatic transmission
motor (4) port B back to hydrostatic transmission pump (1) port A.
On/off solenoid valve (4.4) is activated, changes its position and selects
input side of the flow and the pressure is delivered to the pressure
compensator (4.3) and proportional solenoid valve (4.2) which position is
controlled by rig's control system. Proportional solenoid valve (4.2) controls
the servo cylinder (4.8) which adjusts the displacement of the HST variable
displacement motor (4.1).
change its position and hot oil from the low pressure circuit marked green
drain port L1.

ID: BG00434992 en-US I.001.1 2018-07-12
-B225P
M6
5.60 bar
3
54 (164)
,
,
1.11.1 1.11.2 ,
TO PARKING BRAKE
1.11 BLOCK, PORT P
Tramming forward uphill

125 µm
1
45°C 9
480 bar
480 bar +28 bar
Tramming forward uphill
4.5 4 5
,
-B226
1.7 4.7
1.10
1.2 1.9 4.6 4.1
89/24 cm³ 160 cm³
2 165/34 cm³
1.1
480 bar + 28 bar
4.3
28 bar 16 bar
4.4 6
1.3 1.5 4.8 PCOR
2 bar
,
1.4 1.8
1.6 4.2
ID: BG00434992 en-US I.001.1 2018-07-12

480 bar
,
TO STEERING AND
BRAKE CONTROL
MANIFOLD, PORT PB
TO STEERING AND
BRAKE CONTROL
MANIFOLD, PORT PS
,
16 cm³ / 23 cm³
7 7.1 7.2
L3
8
E
P
During tramming forward uphill, the control system activates the

proportional solenoid valve (1.11.1) which causes the spool to change its
position. This opens a flow path from charge pressure circuit to the left side
of the servo cylinder (1.4). This causes the hydrostatic transmission pump
(1.1) angle to swing to positive direction and the oil is delivered to the high
pressure circuit marked green. Oil flows from hydrostatic transmission
pump (1) port A to hydrostatic transmission motor (4) port B, through the
HST variable displacement motor (4.1) and runs the hydrostatic
transmission motor (4) in the direction that moves the carrier forward.
Return oil is delivered to the low pressure circuit marked brown and flows
via hydrostatic transmission motor (4) port A back to hydrostatic
transmission pump (1) port B.
Tramming uphill or over an obstacle may cause the pressure to rise in the
closed-loop high pressure circuit over the set value (300 bars) of the
pressure compensator (4.3) spring. In this case the pressure compensator
(4.3) decreases the control pressure of the servo cylinder (4.8). This
causes the displacement rise of the HST variable displacement motor (4.1)
which causes decrease in the tramming speed and increase in the traction
power and this prevents the stalling of the diesel engine (2). Function of the
pressure compensator (4.3) overrides the electric control of the proportional
solenoid valve (4.2).
If the pressure of the closed-loop high pressure circuit rises even higher
over the set value (450 bars) of the pressure limiter (1.7), the limit opens
and pressure is delivered to the opposite side of the servo cylinder (1.4).
The hydrostatic transmission pump (1.1) angle decreases which causes
decrease in the tramming speed and increase in the traction power and this
prevents the stalling of the diesel engine (2).
change its position and hot oil from the low pressure circuit marked brown
drain port L1.

ID: BG00434992 en-US I.001.1 2018-07-12
-B225P 3
5.60 bar
M6
56 (164)
,
,
1.11.1 1.11.2 ,
TO PARKING BRAKE
1.11 BLOCK, PORT P
125 µm
Tramming forward downhill

1
45°C 9
480 bar
480 bar +28 bar
4.5 4 5
,
-B226
Tramming forward downhill
1.7 4.7
1.10
2 1.2 1.9 4.6 4.1
160 cm³
89/24 cm³ 1.1
165/34 cm³
480 bar + 28 bar
4.3
16 bar
28 bar
4.4 6
1.3 1.5 4.8 PCOR 2 bar
,
1.4 1.8
1.6 4.2
ID: BG00434992 en-US I.001.1 2018-07-12

480 bar
,
TO STEERING AND
BRAKE CONTROL
MANIFOLD, PORT PB
TO STEERING AND
BRAKE CONTROL
MANIFOLD, PORT PS
,
16 cm³ / 23 cm³
7 7.1 7.2
L3
8
E
P
During tramming forward downhill, the control system activates the

proportional solenoid valve (1.11.1) which causes the spool to change its
position. This opens a flow path from charge pressure circuit to the left side
of the servo cylinder (1.4). This causes the hydrostatic transmission pump
(1.1) angle to swing to positive direction and the oil is delivered to the circuit
marked green. Oil flows from hydrostatic transmission pump (1) port A to
hydrostatic transmission motor (4) port B, through the HST variable
the direction that moves the carrier forward. Return oil is delivered to the
circuit marked brown and flows via hydrostatic transmission motor (4) port
A back to hydrostatic transmission pump (1) port B.
During tramming downhill, the speed of the rig tends to rise and the
hydrostatic transmission motor (4) starts to operate like a pump. This
means that the hydrostatic transmission motor (4) tries to pump oil to the
intake side of the hydrostatic transmission pump (1) which starts to operate
like a motor and tries to increase the diesel engine's (2) speed. The high
pressure circuit is now generated in the circuit marked brown and the low
pressure circuit in the circuit marked green. High pressure causes the spool
of the loop flushing shuttle valve (4.5) to change its position and hot oil from
the low pressure circuit flows through the loop flushing shuttle valve (4.5)
and loop flushing relief valve (4.6) to the hydrostatic transmission motor (4)
case and onward to drain port L1.
Diesel engine has a specific braking power which means that it receives a
certain amount of energy. During tramming downhill, the rig has motion
energy which the diesel engine receives and transforms into heat. If the
braking power of the diesel engine is insufficient, the diesel rpm begins to
rise and the operator has to use service brakes to slow down the rig's
speed. In a long downhill the brakes may overheat.
The speed and weight of the rig and the ramp angle affect the needed
braking power. The braking power of the diesel engine increases when the
rpm rises but the engine cannot overrun. The other way to increase the
braking power is to give diesel engine an extra load e.g. by activating the
retarders, please refer to sections Operation of steering circuit retarders
and Operation of brake circuit retarders. Activating the retarders improves
the stiffness of both diesel engine (prevents overrun) and transmission
(allows bigger downhill speed).
The operator should select slow tramming mode when tramming downhill.
The control system limits the maximum speed by limiting the displacements
of the pump and motor and by measuring the rig speed with the rotation
speed sensor (4.7).
Related topics
• Operation of steering circuit retarders (Page 76)

ID: BG00434992 en-US I.001.1 2018-07-12
• Operation of brake circuit retarders (Page 78)

4.6.3 Operation of steering circuit

ID: BG00434992 en-US I.001.1 2018-07-12

ID: BG00434992 en-US I.001.1 2018-07-12
10.4 10.5
60 (164)
190 bar
10
10.6
190 bar
10.7
Option, only with
10.1 Y187A

PORT P
12 Y187B
Steering circuit free circulation

14 10.22
10.2


10.11 10.8 200 bar
3/4”
FROM POWER PACK

Steering circuit free circulation

CHECK VALVE BLOCK,
PORT IN
10.19 10.10 10.21
Y343
10.12
Y167
10.20
3/4”(DT912D)
1/2”
ID: BG00434992 en-US I.001.1 2018-07-12

PORT T
3/4”
10.18
10.16 160 bar
Not with DT912D

Y344
Only with optional
safety canopy

7 10.17
7.1 7.2
8
8.1 8.2
While the steering joystick is not operated and the retarder function is off,
drill rig’s steering angle does not change. Steering circuit is in free
circulation mode. The steering pump (7.1) delivers oil to steering and brake
control manifold (10) port PS. Both pilot control valves (10.2, 10.3) are in
neutral position and the main spool (10.1) is not actuated. The oil flows
through steering circuit priority valve (10.10) and from there onward to
steering circuit free circulation cut-off valve (10.12). The carrier functions
pressurization control valve (10.18) is not operated and oil flows through
free circulation cut-off valve to tank connection T. From the tank connection
oil flows back to the hydraulic oil receiver.

ID: BG00434992 en-US I.001.1 2018-07-12
10.4 10.5
62 (164)
190 bar
10
10.6
190 bar
10.7
Option, only with
10.1 Y187A

PORT P
12 Y187B
14 10.22
10.2
Changing the steering angle to right


10.11 10.8 200 bar
3/4”
FROM POWER PACK


CHECK VALVE BLOCK,
Changing the steering angle to right
PORT IN
10.19 10.10 10.21
Y343
10.12
Y167
10.20
3/4”(DT912D)
1/2”
ID: BG00434992 en-US I.001.1 2018-07-12

PORT T
3/4”
10.18
10.16 160 bar
Not with DT912D

Y344
Only with optional
safety canopy

7 10.17
7.1 7.2
8
8.1 8.2
Pushing the steering joystick forward causes the steering angle to change
and drill rig turns right when tramming direction is forward. The further the
joystick is pushed the faster the drill rig turns.
The steering pump (7.1) delivers oil to port PS of steering and brake control
manifold (10). The pilot circuit pressure reducing valve (10.11) reduces and
supplies the maximum pressure of 35 bar to pilot circuit and pilot control
valves (10.2 and 10.3). Pilot control valves are electro-proportional
pressure reducing valves which supply the reduced pressure from the pilot
line to main spool (10.1).
The pilot pressure level supplied to main spool is proportional to electric
current of the pilot control valves. And again the movement of main spool is
proportional to the pilot control pressure. The bigger the pressure is faster
the steering angle changes. The main spool (10.1) changes position when
the pilot pressure is supplied to it by pilot control valve (10.3). This opens
the flow path from steering circuit main pressure line via load-hold check
valve (10.22) and the main spool to working port A and allows the oil to flow
to the working port A. Working port A maximum pressure is limited to 190
bar by a shock/anti-cavitation valve (10.6).
The movement of main spool simultaneously opens a flow path for load
sensing (LS) signal through the main spool. The load sensing pressure
signal of working line A is copied to the load sensing line by the copy spool
(10.4). The pressure of the load sensing line is reduced from steering circuit
main pressure line by the copy spool in way that the reduced pressure
matches with the load pressure in working line A. The copy spool is
physically located inside the main spool.
The pressure in load sensing line reaches also the spring chamber of the
steering circuit priority valve (10.10) causing it to close proportional to
pressure level. The load sensing line pressure together with the 10 bar
spring of the priority valve always prioritize the steering function above the
other functions. The load sensing pressure also reaches the steering circuit
retarder pressure relief valve (10.14) which limits the pressure in load
sensing line.
From the working port A the oil flows to the piston side of left steering
cylinder (11), causing it to extend and to the piston rod side of the right
steering cylinder (12), causing it to retract. The returning oil from the piston
rod side of the left steering cylinder and the piston side of the right steering
cylinder flows to the working port B of steering and brake control manifold,
through the main spool (10.1) to tank connection T.
From the tank connection the returning oil flows back to the hydraulic oil
receiver. The steering cylinders move and the steering angle changes as
long as the steering joystick is pushed forward. Centering the steering
joystick back to middle position also centers the main spool (10.1) causing
the movement of the steering cylinders to stop and the steering angle
remains unchanged.
If the drill rig is equipped with the optional articulation locking valves (13
and 14) the oil between the steering and brake control manifold and the
steering cylinders always flows through the valves. The purpose of the

ID: BG00434992 en-US I.001.1 2018-07-12
articulation locking valves is to make articulation joint stiffer during drilling

and after the machine has been navigated. During the tramming the valves
are always in neutral position and thus open.

ID: BG00434992 en-US I.001.1 2018-07-12

ID: BG00434992 en-US I.001.1 2018-07-12
10.4 10.5
66 (164)
190 bar
10
10.6
190 bar
10.7
Option, only with
10.1 Y187A

PORT P
12 Y187B
14 10.22
10.2
Changing the steering angle to left


10.11 35 bar 10.8 200 bar
CONTROL BLOCK, PORT V1
FROM POWER PACK
3/4”
TRAMMING VALVE, PORT S Only with power pack tramming 220 bar
10.9 TO LEFT PERC/FEED PUMP

Changing the steering angle to left
CHECK VALVE BLOCK,

PORT IN
10.19 10.10 10.21
10.12
10.20
3/4”(DT912D)
1/2”
200 bar
ID: BG00434992 en-US I.001.1 2018-07-12

CONTROL BLOCK
3/4”
10.18 PORT T
10.16 160 bar
Not with DT912D

Only with optional
safety canopy

7 10.17
7.1 7.2
8
8.1 8.2
Pulling the steering joystick backward causes the steering angle to change
and drill rig turns left when tramming direction is forward. The further the
joystick is pulled the faster the drill rig turns.
manifold (10). The pilot circuit pressure reducing valve (10.11) reduces and
supplies the maximum pressure of 35 bar to pilot circuit and pilot control
valves (10.2 and 10.3). Pilot control valves are electro-proportional
pressure reducing valves which supply the reduced pressure from the pilot
line to main spool (10.1).
The pilot pressure level supplied to main spool is proportional to electric
current of the pilot control valves. And again the movement of main spool is
proportional to the pilot control pressure. The bigger the pressure is faster
the steering angle changes. The main spool (10.1) changes position when
the pilot pressure is supplied to it by pilot control valve (10.2). This opens
the flow path from steering circuit main pressure line via load-hold check
valve (10.22) and the main spool to working port B and allows the oil to flow
to the working port B. Working port B maximum pressure is limited to 190
bar by a shock/anti-cavitation valve (10.7).
The movement of main spool simultaneously opens a flow path for load
sensing (LS) signal through the main spool. The load sensing pressure
signal of working line B is copied to the load sensing line by the copy spool
(10.5). The pressure of the load sensing line is reduced from steering circuit
main pressure line by the copy spool in way that the reduced pressure
matches with the load pressure in working line B. The copy spool is
physically located inside the main spool.
The pressure in the load sensing line reaches also the spring chamber of
the steering circuit priority valve (10.10) causing it to close proportional to
pressure level. The load sensing line pressure together with the 10 bar
spring of the priority valve always prioritize the steering function above the
other functions. The load sensing pressure also reaches the steering circuit
retarder pressure relief valve (10.14) which limits the pressure in load
sensing line.
From the working port B the oil flows to the piston rod side of left steering
cylinder (11), causing it to retract and to the piston side of the right steering
cylinder (12), causing it to extend. The returning oil from the piston side of
the left steering cylinder and the piston rod side of the right steering
cylinder flows to the working port A of steering and brake control manifold,
through the main spool (10.1) to tank connection T.
From the tank connection the returning oil flows back to the hydraulic oil
receiver. The steering cylinders move and the steering angle changes as
long as the steering joystick is pulled backward. Centering the steering
joystick back to middle position also centers the main spool (10.1) causing
the movement of the steering cylinders to stop and the steering angle
remains unchanged.
If the drill rig is equipped with the optional articulation locking valves (13
and 14) the oil between the steering and brake control manifold and the
steering cylinders always flows through the valves. The purpose of the

ID: BG00434992 en-US I.001.1 2018-07-12
articulation locking valves is to make articulation joint stiffer during drilling

and after the machine has been navigated. During the tramming the valves
are always in neutral position and thus open.
4.6.4 Operation of brake circuit

ID: BG00434992 en-US I.001.1 2018-07-12

ID: BG00434992 en-US I.001.1 2018-07-12
10.4 10.5
70 (164)
10.6 190 bar
10 21
LEFT 13 21.3
Option, only with 190 bar
articulation locking 10.7 21.4
29
Y187A
21.2
10.1
RIGHT
10.3
Option, only with
12 Y187B
21.1
14 10.22 21.5
10.2
Service brake circuit free circulation

200 bar
10.11 35 bar 10.8
220 bar
To carrier/sub selection valve, port 2
Only with power pack (SUB option for DT922i)
tramming, from 10.9 Only DT912D To OA-cooler fan control block, port V1
power pack tramming
To left perc/feed pump check valve block,
Service brake circuit free circulation
valve, port S
port IN
COLLECTOR, PORT 4
10.19 10.10 10.21

10.12
TO LEFT PRESSURIZED OIL
Only DT912D To right pressurized
1/2”
oil collector, port 1
10.20 10.13
10.23 28
3/4”(DT912D)
200 bar 100 bar
ID: BG00434992 en-US I.001.1 2018-07-12

10.18
1/2”
160 bar
Only with power pack tramming

10.16 10.14
Without power pack tramming

Only with optional
safety canopy
10.15
Not with DT912D
7 10.17
7.1 7.2
8
8.1 8.2
The brake pump (7.2) delivers oil to port PB of steering and brake control
manifold (10). Oil flows through the manifold to port CV. The brake circuit
main pressure relief valve (10.8) is located between the ports PB and CV
and its purpose is to limit the maximum pressure of service brake circuit to
200 bar. From the port CV oil continues to flow to the port P of the
accumulator charging valve (21). During the free circulation the pressures
in both brake accumulators (22 and 23) are between the 135 and 160 bar
and the control valve (21.2) has changed its position. The changed position
of control valve (21.2) allows also the priority valve (21.1) to change its
position and the oil flow is guided to the secondary circuit and port S. From
the port S oil returns to the steering and brake control manifold’s port CR.
Oil continues to flow through the brake circuit retarder valve (10.17) and
onward to port AC. From the port AC oil flows to HVAC (28) control block
port P2. Inside the HVAC control block oil flows from port P2 to port A.
From HVAC control block oil flows to air condition hydraulic motor (29) and
its port P. From the hydraulic motor port T oil flows via pressurized return
collector to oil cooler and onward back to hydraulic oil receiver.

ID: BG00434992 en-US I.001.1 2018-07-12
72 (164)
16 17
16.1 17.1
16.3 17.3
15 15.1
15.2
25 24.4 24.3
18 24.1
TO UNPRESSURIZED 24
RETURN COLLECTOR,
PORT 1 19 20
Service brake accumulator charging and braking

24.2
26 27
ID: BG00434992 en-US I.001.1 2018-07-12

Service brake accumulator charging and braking
FROM HYDROSTATIC
TRANSMISSION PUMP,
PORT M3
TO UNPRESSURIZED
RETURN COLLECTOR,
PORT 5
RETURN COLLECTOR,
21
PORT 6 22 23
21.4
135 -
160 bar
FROM STEERING AND

21.2
BRAKE CONTROL
MANIFOLD, PORT CV
21.1 21.5
TO STEERING AND
BRAKE CONTROL
MANIFOLD, PORT CR
The hydraulic system begins to charge the service brake accumulators

when their pressure level drops down below 135 bars. The main function of
the accumulator charging valve (21) is to maintain 135-160 bar pressure in
the service brake accumulators (22 and 23).
The brake pump (7.2) supplies oil to accumulator charging valve port P via
ports PB and CV of the steering and brake control manifold (10). If the
pressure level in the brake accumulators decreases below 135 bars the
control valve (21.2) changes its position and pilots the priority valve (21.1).
The piloted priority valve (21.1) also changes its position and directs the oil
flow through the check valve (21.5) and isolation valves (21.3 and 21.4) to
ports A1 and A2 of the accumulator charging valve.
From port A1 oil flows to rear service brake circuit divider block (19) and
from there to rear circuit brake service accumulator (22). From port A2 oil
flows to front service brake circuit divider block (20) and from there to front
circuit brake service accumulator (23). The pressure accumulators will be
charged until the pressure reaches 160 bars. After that the valves (21.1 and
21.2) change their positions back to states where they were before
accumulator pressure dropped under 135 bars and the operation of the
system returns to free circulation.
When the dual circuit brake pedal (15) is pressed, oil flows from the
pressure accumulators to the brake pedal’s ports P1 and P2 and through
the pressure reducing / relieving valves (15.1 and 15.2). Oil continues to
flow from brake pedal ports F1 and F2 to the rear service brake cylinders
(17.3) and to front service brake cylinders (16.3). The pressure also
reaches the connecting block of brake pressure measurement block (18).
The control pressure level of the pressure reducing / relieving valves (15.1
and 15.2) is directly proportional to the change of pedal angle. The greater
the change of the angle, the higher the control pressure level and the
braking force. The maximum control pressure to service brake lines is 80
bars +/- 5 bars.
The purpose of service brake accumulators is (22 and 23) is to ensure the
sufficient amount of oil for brake pedal operation. The pressure sensors (25
and 26) monitor the pressure levels of the accumulators. If the pressure
level in either of the accumulators drops down below 110 bars a notice
popup is shown on GUI. If the accumulator pressure level drops down to 75
bar in either of the accumulators a warning light will turn on, tramming
forced stop is activated and an alarm message is shown on GUI. In
tramming forced stop, machine’s hydrostatic transmission is forced to
neutral, an alarm sound is given in the cabin, interlock popup is displayed
and the spring applied brakes are engaged latest after four seconds delay.

ID: BG00434992 en-US I.001.1 2018-07-12
16 17
74 (164)
16.1 17.1
16.3 17.3
15 15.1
15.2
24.4 24.3
Operation of spring applied brakes

25 24.1
24 -B225P
18 M6 5.60 bar
3
RETURN COLLECTOR,
PORT 1 19 20
Operation of spring applied brakes
27 TO UNPRESSURIZED
26 RETURN COLLECTOR,
PORT 5
,
1.11.1 1.11.2
1.11
ID: BG00434992 en-US I.001.1 2018-07-12

125 µm
1
TO UNPRESSURIZED 21.3 21
RETURN COLLECTOR,
PORT 6 22 23
21.4 480 bar 480 bar +28 bar
135 -
160 bar
FROM STEERING AND

21.2 1.7
BRAKE CONTROL
MANIFOLD, PORT CV
1.10
2 1.1
89/24 cm³
1.2 1.9
165/34 cm³ 480 bar + 28 bar
21.1 21.5
TO STEERING AND 28 bar
BRAKE CONTROL
MANIFOLD, PORT CR 1.3 1.5
1.4 1.8
1.6
480 bar
The spring applied brake circuit receives oil from the hydrostatic
transmission circuit. The oil supplied by the charge pump (1.2) of the
hydrostatic transmission pump (1). From the charge pump oil flows to
transmission pump’s port F. From there oil continues to flow to HST charge
pressure filter (3) and its port IN. Oil flows out of the filter from port OUT
and returns to transmission pump’s port E. Oil reaches also the charge
pressure relief valve (1.5) which limits the maximum pressure of the charge
pressure circuit to 28 bars.
Oil continues to flow out of port M3 of transmission pump (1) and to park
brake manifold’s (24) port P. The releasing of the spring applied brakes is
controlled by two control valves one for front axle (24.1) and one for the
rear axle (24.2). While uncontrolled the valves block the connection
between port P and the spring applied brake cylinders (16.2 and 17.2). In
uncontrolled position the cylinders (16.2 and 17.2) are connected to the
tank line via ports A and B of the park brake manifold (24) and the brakes
remain applied by the springs. When the control valves (24.1 and 24.2) are
activated the oil passes from the port P via control valves to ports A and B.
From the port A oil flows to connections P1 of the front axle. Oil enters the
piston rod side chambers of the front parking brake cylinders (16.2). The oil
pressure pushes the springs and releases the spring applied brakes of the
front axle. From the port B oil flows to connections P1 of the rear axle. Oil
enters the piston rod side chambers of the rear parking brake cylinders
(17.2). The oil pressure pushes the springs and releases the spring applied
brakes of the rear axle. Pressure sensors (24.3 and 24.4) are used for
monitoring the pressures of spring applied brakes. After the spring applied
brakes are released, the pressure levels should be 21-35 bars, otherwise a
notice is given on GUI. Also the pressure difference between the front and
rear axles must stay under 5 bars, if not a notice is given on GUI. When the
spring applied brakes are engaged again by the control valves (24.1 and
24.2), the pressure sensors monitor that pressure drops below 5 bar in both
working lines A and B, if not an alarm is given.
4.6.5 Operation of retarder circuit
Both the steering and the brake circuits have retarder function and the
valves for controlling the hydraulic retarder. The purpose of the retarders is
to generate the extra load for hydrostatic transmission from steering and
brake hydraulics, to make the tramming downhill easier and to prevent
diesel engine from overrun. Retarder function has two control principles
which are the maximum rpm limit and the rpm difference monitoring. In
maximum rpm limit the retarder is activated immediately if diesel engine
rpm is higher than set by the parameter and deactivated when diesel
engine rpm is lower than the parameter for a certain amount of time. In rpm
difference monitoring the retarder is activated when diesel engine rpm is
higher than the request for a time set by the parameter. The retarder is
deactivated when the diesel engine rpm is lower than request for time set
by parameter. Both steering and brake circuit retarders are activated
simultaneously.

ID: BG00434992 en-US I.001.1 2018-07-12
10.4 10.5
76 (164)
190 bar
10
10.6
190 bar
10.7
Option, only with
10.1 Y187A

PORT P
12 Y187B
14 10.22
10.2
Operation of steering circuit retarders


200 bar
10.11 35 bar 10.8 CONTROL BLOCK, PORT V1
FROM POWER PACK
3/4”
TRAMMING VALVE, PORT S Only with power pack tramming

220 bar
10.9 TO LEFT PERC/FEED PUMP
CHECK VALVE BLOCK,
PORT IN
10.10
Operation of steering circuit retarders
10.19 10.21
10.12
OIL COLLECTOR, PORT 1
10.20
3/4”(DT912D)
1/2”
10.13 10.23
FROM AIR CONDITIONING
ID: BG00434992 en-US I.001.1 2018-07-12

10.18 CONTROL BLOCK
200 bar PORT T
1/2”
10.16 160 bar

Not with DT912D
Only with optional

safety canopy

7 10.17
7.1 7.2
8
8.1 8.2
Steering circuit retarder activation is controlled with control valve (10.13).

manifold (10). Energizing the control valve (10.13) opens the flow path and
restricted oil flow begins to flow through the orifice (10.19) and the control
valve (10.13). Oil flow reaches the spring chamber of priority valve (10.10)
and the inlet port of steering circuit retarder pressure relief valve (10.14).
The pressure relief valve (10.14) limits the pressure in load sensing line
and the spring chamber of priority valve. The 10 bar spring pressure of the
priority valve together with hydraulic pressure partially close the priority
valve. Partial closing down of the priority valve raises the pressure level in
steering circuit main line and at the steering pump (7.1) to 200 bar. The
increasing pressure level loads the hydrostatic transmission and the diesel
engine preventing them from overrun. Excess oil flow passes through the
priority valve (10.10) and steering circuit free circulation cut-off valve
(10.12) to tank connection T. From the tank connection oil flows back to the
hydraulic oil receiver (8). The steering angle can be changed normally to
the left and to right although the steering circuit retarder is active.

ID: BG00434992 en-US I.001.1 2018-07-12
10.4 10.5
78 (164)
190 bar
10
10.6
LEFT 13
Option, only with
articulation locking 190 bar
10.7
10.1 Y187A
RIGHT Option, only with

10.3
12 Y187B
14 10.22
10.2
Operation of brake circuit retarders

Only with powerpack tramming,
From powerpack tramming valve, Only with SUB TO CARRIER/SUB
port S Option for DT922i SELECTION VALVE, PORT 2
19 Only with DT912D TO OA-COOLER FAN

10.11 10.8 200 bar
20 CONTROL BLOCK, PORT V1
3/4”
220 bar
B963P B962P
27 10.9 TO LEFT PERC/FEED PUMP
CHECK VALVE BLOCK,
Operation of brake circuit retarders
26 PORT IN
10.19 10.10 10.21
TO UNPRESSURIZED
RETURN COLLECTOR, PORT 6
10.12
3/4”(DT912D)
1/2”
21.3 21 10.20 10.23
200 bar FROM AIR CONDITIONING
ID: BG00434992 en-US I.001.1 2018-07-12

160 bar
10.18 CONTROL BLOCK
21.4 PORT T
1/2”
10.16

Not with DT912D
Only with optional

safety canopy
65 bar 65 bar 10.15 10.14 TO AIR CONDITIONING

21.2 PRESSURE RELIEF VALVE,
PORT P2
22 23
7
21.1 21.5
10.17
7.1 7.2
8
8.1 8.2
Brake circuit retarder activation is controlled with the brake circuit retarder
control valve (10.16). The activation of control valve (10.16) connects the
spring chamber of brake circuit retarder valve (10.17) with the brake circuit
retarder pressure relief valve (10.15). The purpose of pressure relief valve
(10.15) is to limit the hydraulic pressure in spring chamber of valve (10.17).
Simultaneously the connection between the tank line and the spring
chamber of retarder valve (10.17) is closed. The part of incoming oil flow to
valve (10.17) internally enters to the spring chamber via the small orifice.
The oil pressure in spring chamber together with the 5 bar spring of the
valve (10.17) partially closes the valve and causes the main pressure to
rise to a level of 160 bar. The increasing pressure level loads the diesel
engine preventing it from overrun.
While the brake retarder is active the brake pump (7.2) normally delivers oil
to port PB of the steering and brake control manifold (10). Oil flows through
the manifold to port CV. From the port CV oil continues to flow to the port P
of the accumulator charging valve (21). The active brake retarder generates
back-pressure to the port S of the accumulator charging valve. The back-
pressure generated in port S is the same or little higher than the normal
160 bar cut-out pressure of accumulator charging. This causes the priority
valve (21.1) and the control valve (21.2) to change their positions. Main oil
flow is guided to port S of the accumulator charging valve (21). Due to the
back-pressure in port S, the accumulators are constantly charged with the
port S pressure as long as the retarder is active. From the port S oil returns
to port CR of the steering and brake control manifold (10). After the port CR
oil reaches the brake circuit retarder valve (10.17) which is partially closed
due to pressure in its spring chamber. The oil flow passes through the
brake retarder valve (10.17) and continues to the port AC. From the port
AC oil continues to flow to HVAC control block port P2. From there on oil
flows to port A and again via the hydraulic motor of air condition unit to
pressurized return collector and to oil cooler and finally back to the
hydraulic oil receiver (8).
4.7 Adjustments in steering and brake circuits

All the adjustable valves in steering and brake control manifold (10) are
adjusted when the drill rig is delivered from the factory. If any of the
adjustable valves is changed after the delivery for some reason, it needs to
be adjusted according to following instructions.
Before performing any adjustments the carrier frame joint locking bar must
be installed. After the adjustments the locking bar must be removed and
returned to its original place. For installing and removing the locking bar,
please refer to chapter Protective devices in Operator's Manual or
Maintenance Manual.
4.7.1 Measuring equipment and tools
The following pressure gauges (damped design) and tools are needed:
• a pressure gauge rated up to 250 bar
• a pressure gauge rated up to 40 bar
• adequate selection of fork and Allen wrenches

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4.7.2 Measuring points

Measuring points in steering and brake control manifold (10)
Measuring Pressure
Description Size
point gauge
MPS Steering supply pressure G1/4 – M16x2 250 bar
MX Steering pilot pressure G1/4 – M16x2 40 bar
Steering load sensing
MLS G1/4 – M16x2 250 bar
pressure
MBC Secondary circuit pressure G1/4 – M16x2 250 bar
MPB Brake supply pressure G1/4 – M16x2 250 bar
MCR Brake line pressure G1/4 – M16x2 250 bar
MAC Brake outlet pressure G1/4 – M16x2 250 bar
4.7.3 Before adjustments
Y209
1 High pressure washer switch
If the machine is equipped with the high pressure washer, the electrical
connector Y209 from the high pressure washer control block’s solenoid
valve needs to be unplugged before performing any adjustments. After the
adjustments the electrical connector Y209 needs to be plugged back to
high pressure washer control block’s solenoid valve.

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4.7.4 Adjusting steering circuit main pressure relief valve (10.9)

The adjusting procedure needs to be done with the maximum diesel engine
rpm.
1. Attach 250 bar pressure gauge to the measuring connector MPS.
10.9
10.23
MPS
2. Loosen the locking nut from steering circuit main pressure relief valve
(10.9) and turn the adjusting screw counterclockwise fully open.
3. Start the diesel engine.
4. Push the pressurizing stud (10.23) and turn it counterclockwise to
release the stud to up position to pressurize the carrier hydraulics.
5. Apply shortly the maximum diesel engine rpm.
6. Turn the adjusting screw of the valve (10.9) clockwise until the reading in
pressure gauge is 220 bars.
7. Tighten the locking nut of the valve (10.9).
8. Return the diesel engine rpm to idle.
9. Push the pressurizing stud (10.23) and turn it clockwise to lock the stud
to down position. Check from the pressure gauge that the pressure level
drops to free circulation level (less than 30 bars).
10. Shut down the engine.
11. Remove the pressure gauge from the measuring connector MPS.

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4.7.5 Adjusting steering circuit pilot pressure reducing valve (10.11)

rpm.
1. Replace the plug in measuring connection MX with the measuring
connector G1/4 - M16x2.
MX 10.11
10.23
2. Attach 40 bar pressure gauge to the measuring connector MX.

3. Loosen the locking nut of the pilot circuit pressure reducing valve (10.11)
and turn the adjusting screw counterclockwise fully open.
5. Push the pressurizing stud (10.23) and turn it counterclockwise to
release the stud to up position to pressurize the carrier hydraulics.
7. Turn the adjusting screw of the valve (10.11) clockwise until the reading
in pressure gauge is 35 bars.
9. Return the diesel engine rpm to idle and shut down the engine after
idling.
10. Push the pressurizing stud (10.23) and turn it clockwise to lock the stud
to down position.
11. Remove the pressure gauge from the measuring connector MX.

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4.7.6 Adjusting steering circuit retarder pressure relief valve (10.14)

Make sure before the adjustment that the steering circuit main pressure
relief valve (10.9) is correctly adjusted. The adjusting procedure needs to
be done with the maximum diesel engine rpm.
1. Unplug the electrical connectors of both the steering circuit retarder
control valve (10.13/Y343) and the carrier functions pressurization control
valve (10.18/Y167).
10.14 10.18 Y167 10.13 Y343 MPS
2. Connect the electrical connector Y167 to the solenoid of the valve

(10.13), leave the connector Y343 unplugged.
3. Attach 250 bar pressure gauge to the measuring connector MPS.
4. Loosen the locking nut of the steering circuit retarder pressure relief
valve (10.14) and turn the adjusting screw counterclockwise fully open.
6. Run the boom zoom function backwards to activate electrical connector
Y167. Run the function until the adjustment of the pressure relief valve
(10.14) is locked.
in pressure gauge is 200 bars.
10. Release the boom zoom function.
idling.
12. Remove the pressure gauge from the measuring connector MPS.
13. Unplug the electrical connector Y167 from the valve (10.13) and return
the electrical connectors back to their original positions - connector
Y343 to valve (10.13) and connector Y167 to valve (10.18).

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4.7.7 Adjusting brake circuit main pressure relief valve (10.8)

rpm.
1. Unplug the electrical connectors of the brake circuit retarder control valve
(10.16/Y344) and the carrier functions pressurization control valve
(10.18/Y167).
10.8
MPB
10.18 Y167 MCR 10.16 Y344 10.15
2. Connect the electrical connector Y167 to the solenoid of the valve

(10.16), leave the connector Y344 unplugged.
3. Attach 250 bar pressure gauge to the measuring connector MPB and
another 250 bar pressure gauge to measuring connector MCR.
4. Loosen the locking nuts from brake circuit main pressure relief valve
(10.8) and brake circuit retarder pressure relief valve (10.15).
Y167. Run the function until the adjustment of the pressure relief valves
(10.8 and 10.15) are locked.
8. Turn the adjusting screw of the valve (10.8) fully clockwise but
simultaneously strictly observe that the reading in pressure gauge
connected to MPB does not exceed 205 bars.
If the pressure tends to exceed 205 bars, use brake circuit retarder
pressure relief valve (10.15) to reduce the pressure to be able to turn the
adjusting screw of valve (10.8) fully closed.

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9. Turn the adjusting screw of the valve (10.15) until the reading in pressure
gauge connected to MCR is 210 bars.
Note! The maximum pressure level allowed to brake accumulators is 210
bars so it must never be exceeded.
10. Turn the adjusting screw of the valve (10.8) counterclockwise until the
reading in pressure gauge connected to MPB drops to 200 bars.
12. Turn the adjusting screw of the valve (10.15) until the reading in
pressure gauge connected to MCR is 160 bars.
idling.
16. Remove the pressure gauges from the measuring connectors MPB and
MCR.

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4.7.8 Adjusting brake circuit retarder pressure relief valve (10.15)

Make sure before the adjustment that the brake circuit main pressure relief
valve (10.8) is correctly adjusted. The adjusting procedure needs to be
done with the maximum diesel engine rpm.
1. Unplug the electrical connectors of the brake circuit retarder control valve
(10.16/Y344) and the carrier functions pressurization control valve
(10.18/Y167).
10.18 Y167 MCR 10.16 Y344 10.15
2. Connect the electrical connector Y167 to the solenoid of brake circuit

retarder control valve (10.16), leave the connector Y344 unplugged.
3. Attach 250 bar pressure gauge to the measuring connector MCR.
4. Loosen the locking nut of the valve (10.15) and turn the adjusting screw
counterclockwise fully open.
Y167. Run the function until the adjustment of the pressure relief valve
(10.15) is locked.
in pressure gauge connected to MCR is 160 bars.

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idling.
12. Remove the pressure gauge from the measuring connector MCR.
4.8 Parking brake test

The functionality and holding capacity of the parking brake must be tested
daily. Machine failing the test indicates failure in the brake system. The
cause of failure must be repaired immediately.
Parking brake test is done with diesel engine at an operating temperature,
machine wheels on the ground and to both tramming directions. Test must
be performed in an area with sufficient space and on a level surface.
The functions and views mentioned in the following procedure are
illustrated in the sections:
• Tramming panel A
• Tramming panel B
• Tramming controls
1. Push down the parking brake button to apply the parking brake, if not
applied.
3. Select slow speed.
4. Select tramming direction forward.
Alarm goes on.
5. Press the accelerator pedal slowly all the way down.
The machine must not move.
6. Release the accelerator pedal.
7. Select tramming direction backward and do steps 5 and 6.
4.9 Service brake test

The functionality and holding capacity of the service brake must be tested
daily. Machine failing the test indicates failure in the brake system. The
cause of failure must be repaired immediately.
Service brake test is done with diesel engine at an operating temperature,
machine wheels on the ground and to both tramming directions. Test must
be performed in an area with sufficient space and on a level surface.
The functions and views mentioned in the following procedure are
illustrated in the sections:
• Tramming panel A
• Tramming panel B
• Tramming controls

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1. Press the brake pedal and keep it pressed down.

3. Release the parking brake, if applied, as follows:
Pull up the parking brake button. Push the parking brake release button.
6. Press the accelerator pedal slowly all the way down.
The machine must not move.
7. Release the accelerator pedal.
8. Select tramming direction backward and do steps 6 and 7.

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5 OPERATOR'S MAINTENANCE PROCEDURES

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5.1 Carrier C400/C900

5.1.1 Checking the tire condition, tire pressure, and nut tightness
DANGER
FLYING MATERIAL HAZARD!
An accident or false working methods could result in loose rim parts.
The loose rim parts will be ejected under pressure and will cause
death or serious injury.
Follow the safety precautions.
Do not attempt to repair disc wheel assembly parts. Replace them
with new parts of the same size, type, and make. Ensure that all tire
and rim parts are undamaged and correctly assembled before
inflating the tires.
DANGER
TIRE EXPLOSION HAZARD!
In the event of tire explosion, the resulting power shock and ejected
tire/tool debris will cause death or severe injury.
In addition to tire failure, also improper operation or servicing may
result in tire explosion. Read and follow the instructions given in this
manual to avoid tire explosion.
• Always use restraining devices (safety cage or similar protective

enclosure) when inflating tires.
• Never stand in front of the assembly while inflating the tire. Use an
extended hose that allows you to stand to the side.
• Do not exceed the tire manufacturer's recommended maximum pressure.
• Unauthorized people are not allowed in the vicinity of the wheel during
the tire is being inflated.
• Always check after pressurization that the tire sits on the rim correctly
before removing the wheel from the cage.
• See separate instructions in the manual Tire change and rim inspection.

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Checking the tire condition

Check that the tires are undamaged and properly mounted.
When the tire damage is detected early enough, it may be possible to
repair the tire, which increases its service life, or remove the need to
replace the tire in difficult conditions.

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Checking the tire pressure

RISK OF TIRE DAMAGE!
Use of lower tire pressure than presented below may lead to
NOTICE premature tire wear and possible tire damage.
Check the pressure of all the tires regularly. Use the correct tire
pressure specified for the machine.
Check the pressure of the tires using a pressure gauge. Ensure that the
protective caps are reinstalled on the valve stems after pressure checks
and filling procedures have been performed.
The correct tire filling pressures are:
Carrier Front wheels Rear wheels Wheel size

DC302R
2,5 bar 2,5 bar 11.5/80 - 15.3
• DB120
NC5
10 bar 10 bar 12.00 - 20
• DL311 / DL321
NC7
• DD321 / DD411 / DT621
10 bar 10 bar 12.00 - 20
• DL411 / DL431
• DS421
12.00 - 20
NC7
10 bar 10 bar 14.00 - 20 (with
• DS411
RSH boom)
NC7W 8 bar 8 bar
• DD421 / DT721 10 bar (optional with 10 bar (optional with 14.00 - 24
• DL421 Bridgestone tires) Bridgestone tires)
TC7
• DD410 / DD420
10 bar 10 bar 12.00 - 20
• DL410 / DL420 / DL430
• DS410 / DS420
TC8
• DD511 / DD531
10 bar 10 bar 14.00 - 24
• DS511
• DT820 / DT821
TC10-12
• DT112x - DT123x
10 bar 10 bar 14.00 - 24
• DT112xi - DT123xi
• DT1131-JP / DT1131-SC

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C400 8 bar 8 bar

• DD422i 10 bar (DD422i, op- 10 bar (DD422i, op-
14.00 - 24
tional with Bridge- tional with Bridge-
• DU412i stone tires) stone tires)
C400
• DL432i 10 bar 10 bar 14.00 - 24
• DS422i / DS412i-R
8 bar 8 bar
C400E
10 bar (optional with 10 bar (optional with 14.00 - 24
• DD422iE
Bridgestone tires) Bridgestone tires)
C900 14.00 - 24
• DS512i 10 bar 10 bar 17.50 - 25 (with
• DT922i TRH option)
C900DH
8 bar 8 bar 14.00 - 24
• DT912D

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Checking the tire nut tightness

WARNING! CRUSHING HAZARD!
Loose tire nuts will cause a tire to fall off, which will result in
uncontrolled machine movements. Uncontrolled machine
movements could cause death or severe injury.
Do not use the machine unless all the nuts are in place and correctly
fastened.
Check the tightening torque of the nuts (lubricated). The tightening torques
are:

DC302R
300 Nm 300 Nm 11.5/80 - 15.3
• DB120
NC5
630 Nm 630 Nm 12.00 - 20
• DL311 / DL321
NC7
• DD321 / DD411 / DT621
740 Nm 740 Nm 12.00 - 20
• DL411 / DL431
• DS421
12.00 - 20
NC7
630 Nm 630 Nm 14.00 - 20 (with
• DS411
RSH boom)
NC7W
• DD421 / DT721 740 Nm 740 Nm 14.00 - 24
• DL421
TC7
• DD410 / DD420
630 Nm 630 Nm 12.00 - 20
• DL410 / DL420 / DL430
• DS410 / DS420
TC8
• DD511 / DD531
740 Nm 740 Nm 14.00 - 24
• DS511
• DT820 / DT821
TC10-12
• DT112x - DT123x
550 Nm 740 Nm 14.00 - 24
• DT112xi - DT123xi
• DT1131-JP / DT1131-SC

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C400
• DD422i
• DL432i
740 Nm 740 Nm 14.00 - 24
• DS412i-R
• DS422i
• DU412i
C400E
740 Nm 740 Nm 14.00 - 24
• DD422iE
C900 14.00 - 24
• DS512i 740 Nm 740 Nm 17.50 - 25 (with
• DT922i TRH option)
C900DH
740 Nm 740 Nm 14.00 - 24
• DT912D
5.1.2 Checking the transfer gear oil level (C900DH)

1. Check the transfer gear oil level.
The oil level must be between the dipstick markings.

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5.2 Diesel engine (Cummins)

5.2.1 Cleaning the air filter pre-cleaner
1. Squeeze the valve (1) until it
opens to clean the dust ejection
valve.
This may have to be performed
multiple times depending on the 1
severity of dust or debris found
in the valve. If debris is not able
to be purged from the valve,
remove the valve and clean out
by hand.
5.2.2 Checking the fuel level

1. Read the fuel level from the tramming display.
2. Fill the tank with suitable diesel fuel each day at the end of the shift.
This prevents condensation in the tank.
5.2.3 Checking the DEF/AdBlue level
Refill the DEF tank every time the fuel tank is refilled in order to ensure the
operation of the aftertreatment system.
1. Check the DEF/AdBlue® amount from the tramming display.
Note! The indicator appears on the control system display, if the DEF/
AdBlue® fluid level decreases below defined level.
2. Add DEF/AdBlue® solution to tank, if necessary. Refer to section Filling
the DEF tank.
Related topics
• Filling the DEF tank (Page 158)

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5.2.4 Checking the engine oil level

RISK OF ENGINE DAMAGE!
Too low or too high oil level can damage the engine.
NOTICE Never operate the engine with oil level below the MIN mark or above
the MAX mark.
1. The engine must be level when checking the oil level to make sure the
measurement is correct.
2. Engage the parking brake and shut off the engine for an accurate
reading. Wait at least 15 minutes after shutting off the engine to check
the oil level.
3. Check the oil level from the
dipstick (1). The oil level must be
between the MIN and MAX
marks.
2 1
4. If the oil level is too low, add oil through the filler opening (2) up to the
MAX mark on the dipstick.
5.2.5 Draining water from the fuel filter
The alarm pop-up will appear on the screen when too much water has been
collected in the fuel filter.
1. Place a receptacle under the filter.
2. Open the drain valve (1).
3. Wait until all water has come out.

4. Close the drain valve (1).

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5.2.6 Checking the coolant level
WARNING
SPLASHING HAZARD!
Explosive release of fluids from pressurized cooling system could
cause serious burns.
Shut off engine. Only remove filler cap when cool enough to touch
with bare hands. Slowly loosen cap to first stop to relieve pressure
before removing completely. Always wear safety gloves and safety
glasses when adding coolant.
RISK OF PROPERTY DAMAGE!

Coolant added to the engine must be mixed with the correct
NOTICE proportions of antifreeze, supplemental coolant additive, and water
to avoid engine damage.
Use a mixture of 50-percent water and 50-percent ethylene glycol or

propylene glycol-base antifreeze to protect the engine to -32 °C [-25 °F]
year-around. Antifreeze is essential in every climate. It broadens the
operating temperature by lowering the coolant freezing point and by raising
its boiling point. The corrosion inhibitors also protect the cooling system
components from corrosion and provides longer component life.
1. Switch the engine off and allow the system to cool.
2. Check the coolant level on the expansion tank sight glasses.

The coolant level must be between the "MIN" and "MAX" sight glass. If
the level is below the "MIN" sight glass, coolant must be added. Do not
overfill.

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6 PERIODIC MAINTENANCE PROCEDURES

6.1 Carrier C400/C900
6.1.1 Machine greasing points
Use a grease gun with recommended grease.
WARNING! FIRE HAZARD!
Accumulated grease or oil on the carrier is a fire hazard. A fire could
cause death or severe injury.
Remove debris any time a significant quantity oil or grease is spilled
on the carrier.
Lubricate the propeller shaft fittings. All drive line sections are furnished
with grease nipples on universal joints and telescopic sections. Lubrication
must be done carefully to avoid damage of the seals.
Greasing points:
• Propeller shaft fittings
• Seat hinge pins
• Transmission
• Center hinge
• Support bearings
• Rear oscillation
• Cable reel hinges
• Switchgear hinges
• Steering cylinder pins
• Cabin lifting/tilting device (optional)

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6.1.2 Checking the planetary gear oil level

1. Rotate the wheel hub so that the center point of the oil filling opening is at
the same horizontal level than the center point of the axle.
2. Remove the inspection and filling
plug (1).
3. Check the oil level. The oil level must be at the lower level of the filling
opening.
4. Add oil if necessary. Allow the oil to settle for a few minutes. There is
enough oil when a drop of oil comes out of the opening during filling.
5. Reinstall the inspection and filling plug.
6.1.3 Checking the differential gear oil level
1. Set the axle in horizontal position.
2. Clean the breather (1).
3. Remove the inspection and filling plug (2).

4. Check the oil level. The oil level must be at the bottom of the inspection
and filling plug.
5. Add oil if necessary. Allow the oil to settle for a few minutes.
6. Reinstall the inspection and filling plug.

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6.1.4 Checking the tightness of boom support bolts
DANGER
CRUSHING HAZARD!
Unexpected boom movement will cause death or severe injury.
Boom support fixing bolts may break down and boom support with
boom(s) may fall down if the bolts tightness is not regularly
inspected.

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1. Check the tightness of the boom support mounting bolts.

2. Tighten the bolts, if needed.

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3. Replace all missing, slackened or stretched bolts immediately with new

ones.
6.1.5 Checking the tightness of the middle frame bolts
1. Tighten the bolts to 600 Nm.
2. Replace all missing, slackened or stretched bolts immediately with new

ones.
Lubricate new bolts before installing.

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6.1.6 Checking the gas pre-charge pressure of the brake accumulators
4
2
1
3
2
1
The gas pre-charge pressure should be about 65 bar.

1. Release the oil pressure from the brake accumulators according to
instructions in section Releasing the oil pressure from the brake
accumulators.
2. Remove the cap (1 or 2).
3. Install the pressure gauge to the filling valve (3).
4. Open the locking nut (4).
5. Read the result from the pressure gauge display.
6. Close the locking nut (4).
7. Remove the pressure gauge from the filling valve (3) and reinstall the cap
(1 or 2).
Related topics
• Releasing the oil pressure from the brake accumulators (Page 104)
6.1.7 Releasing the oil pressure from the brake accumulators
2. Turn the ignition switch to position 1.
3. Press the brake pedal several times.
4. Check that brake pressure gauges in the tramming display show 0 bar.
Note! The system may still be pressurized even when the brake pressure
gauges show 0 bar.

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6.1.8 Filling the gas pre-charge pressure for the brake accumulators
WARNING
EXPLOSION HAZARD!
An accumulator filled with wrong type of gas could explode and
cause death or severe injury.
Use only nitrogen (N2) to fill a pressure accumulator.
WARNING
RISK OF EXPLOSION!
A pressure accumulator repaired in a faulty manner can explode and
could cause death or severe injury.
Repairing a pressure accumulator by welding or in any other faulty
manner is strictly prohibited. Replace a faulty pressure accumulator
with a new one.
WARNING
HIGH PRESSURE HAZARD!
Breakage of the accumulator when filling a damaged or worn
accumulator could cause death or severe injury.
Do not fill an unchecked or too worn accumulator.
9 7 6 5 4 2 1
10 3
N2 8
1 Filling valve 2 Locking nut

3 Cap 4 Quick coupling stem
5 Quick coupling sleeve 6 Accumulator pressure gauge
7 Gas bottle pressure gauge 8 Pressure regulating valve
9 Shut-off valve 10 Elbow adapter
If the pressure accumulators need to be filled with gas pre-charge

pressure, do the following:

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1. Release the oil pressure from the brake accumulators, according to

instructions in section Releasing the oil pressure from the brake
accumulators.
2. Remove the cap (3).
3. Install the elbow adapter (10) to the filling valve (1).
4. Push the quick coupling sleeve (5) onto the stem (4).
5. Open the locking nut (2).
6. Turn the knob (8) to open the pressure regulating valve.
7. Turn the knob (9) to open the nitrogen bottle shut-off valve. The gauge
(7) indicates the pressure in the bottle.
8. Turn the knob (8) to adjust the regulating valve pressure slowly to 80 bar.
Gauge (6) indicates the pressure in the accumulator.
9. Close the locking nut (2).
10. Turn the knob (9) to close the nitrogen bottle shut-off valve.
11. Turn the knob (8) to open the pressure regulating valve.
12. Disconnect the quick coupling stem (4) and sleeve (5).
13. Remove the elbow adapter (10) from the filling valve (1).
14. Tighten the locking nut (2) to torque 20 Nm.
15. Reinstall the cap (3).
16. After filling the pressure accumulators, check the brakes:
a) Engage the parking brake.
b) Select neutral gear.
c) Start the diesel engine and let it run for at least three minutes.
d) Shut down engine.
e) Press the brake pedal all the way down at least five times and
make sure the brake pressure stays over 80 bar (check front/rear
charge pressure values from Tramming display - Brakes tab).
Related topics
• Releasing the oil pressure from the brake accumulators (Page 104)
6.1.9 Bleeding the brakes
WARNING
RUN OVER HAZARD!
Uncontrolled machine movement could cause death, severe injury or
property damage.
Make sure that the machine can not move unintentionally. Park the
machine on a level surface if possible. Use wheel wedges to prevent
machine movement.

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Bleeding the parking brakes

For the trouble-free operation of the parking brakes it is important that the
hydraulic system is entirely free from air. Air may enter the system for
example in connection with component replacements or repairs and as a
result of possible oil leaks. The parking brake is released through hydraulic
pressure. If the system contains air, this causes the pressure to decrease
and the brake is not released properly, it will engage after a while or air
causes delays to the system. For this reason the brake circuit must be bled
after every repair operation and also at other times if malfunctions occur.
If necessary the above measures have to be carried out several times.
After bleeding check the operation of the brakes and adjust them.
Two persons are needed to carry out the following procedure.
1. Install the swing support to the other end of the rear axle.
2. Start the engine.
3. Select neutral gear.
4. Remove the rubber cover (1).
1 3 2

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5. Install a flexible tube in rear axle bleeding screw (B1) and put the other
end of the tube into a receptacle.
B2 B1 B1 B2
6. Push the stud Y961 (2) to release the rear axle parking brakes and keep
the stud pushed down.
7. Have an assistant to open the bleeding screw (B1) about one turn.
8. Have an assistant to close the bleeding screw when the oil coming from
the tube is free of air.
9. Release the stud Y961 (2).
10. Remove the swing support and install it to the other end of the rear axle.
11. Do the steps 5-9 in the other end of the rear axle.
12. Remove the swing support.
13. Install the flexible tube in front axle bleeding screw (B1) and put the
other end of the tube into a receptacle.
14. Push the stud Y960 (3) to release the front axle parking brakes and
keep the stud pushed down.
15. Do the steps 7-8.
16. Release the stud Y960 (3).
17. Do the steps 13-16 in the other end of the front axle.
18. Reinstall the rubber cover (1).
If needed, bleed the service brakes at the same time, please refer to
section Bleeding the service brakes.
Note! Make sure that used oil is correctly disposed.
Related topics
• Bleeding the service brakes (Page 109)

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Bleeding the service brakes

The service brakes must be bled if air has entered the brake system and
the braking capacity has diminished.
3. Install a flexible tube in bleeding screw (B2) and put the other end of the
tube into a receptacle.
4. Open the bleeding screw (B2) about one turn.
B2 B1 B1 B2
5. Press the brake pedal all the way down and release it.
Repeat this so many times that the oil coming from the tube is free of air.
6. Close the bleeding screw and remove the flexible tube.
7. Remove the swing support and install it to the other end of the rear axle.
8. Do the steps 3-6 to the other end of the axle.
9. Remove the swing support.
10. Do the steps 3-6 in both ends of the front axle.
11. Stop the engine.
Do the following steps if the machine is equipped with power pack
tramming option:
12. Install the carrier joint locking bar according to instructions in section
Protective devices.
13. Start the power pack.
14. Lower the boom support.
15. Lower the boom support jacks.
16. Lower the rear jacks.
17. Extend the front jack beam.

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18. Lower the front jacks first and then the rear jacks.
19. Pull up the parking brake button.
20. Push the parking brake release button.
Note! Make sure that there are no persons near the wheels, when pressing
the brake pedal. If accelerator pedal is accidentally pressed, the
wheels will turn.
Note! Make sure that there are no persons near the wheels, when pressing
the brake pedal. If accelerator pedal is accidentally pressed, the
wheels will turn.
23. Do the steps 3-6 in both ends of the front axle, but leave the flexible
tube in place.
24. Push down the parking brake button.
27. Press the accelerator pedal and release it.
Repeat this so many times that the oil coming from the tube is free of
air.
28. Remove the flexible tube and install it to the other end of the front axle.
29. Press the accelerator pedal and release it.
Repeat this so many times that the oil coming from the tube is free of
air.
30. Lift the rear jacks.
31. Lift the boom support jacks.
32. Lift the boom support.
33. Lift the rear jacks first and then the front jacks.
34. Retract the front jack beam.
35. Stop the power pack.
36. Remove the carrier joint locking bar according to instructions in section
Protective devices.
If needed, bleed the parking brakes at the same time, please refer to
section Bleeding the parking brakes.
Related topics
• Bleeding the parking brakes (Page 107)

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6.1.10 Changing the differential gear oil

Change the oil when it is warm.
1. Clean the area around the inspection and filling plug (1) and remove the
plug.
2. Place receptacles under the drain plugs (2).

3. Remove the drain plugs (2) from the front and rear axle differential gears.
4. Let the oil flow into the receptacles.
5. Reinstall the drain plugs (2).
6. Fill the differential gears with recommended oil. There is enough oil when
a drop of oil comes out of the opening during filling.
7. Reinstall the inspection and filling plug (1).

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6.1.11 Spicer axle types 113, 114, 123, 213
WARNING
RUN OVER HAZARD!
Uncontrolled machine movement during brake disc wear check
could cause death, severe injury or property damage.
Always exercise extreme caution when going under the drill rig.
Apply parking brake and use wheel wedges to prevent the machine
movement. Make sure the machine can not be started unexpectedly.
Make sure the drill rig is on a steady and level surface. Apply the parking
brake and wheel wedges on place.
This check is recommended to be carried out when the oil in the center
gear is to be changed and must be carried out for both sides of the axle.
1. Remove the inspection plug from side of the trumpet arm, next to the
center section. The brake discs can be seen through the hole.
2. While parking brake applied, check the clearance between the reaction
plates with feeler gauge.
3. If the clearance between the reaction plate is less than 5.2 mm (0.205
in), replace the friction plates and reaction plates on the both sides of the
axle.
4. Install the inspection plug and tighten to correct tightening torque.

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Brake test shall always be performed before tramming. If the brakes do not
hold during the test and the brake pressures are correct, it is likely that the
brake discs have been worn. Replace the brake discs and intermediate
discs on the both sides of the axle.
6.1.12 Checking the middle-joint bearings
Turn the steering back and forth with small movements to check the middle-
joint bearings. Check the play that may have developed in the middle-joint
bearings. If there is any play, replace the bearings.
6.1.13 Checking the oscillation axle bearings
Rear-axle oscillation allows the carrier to turn in the longitudinal direction of
the axle.
Lift the rear axle off the ground and, using small movements, check the play
that may have developed in the oscillation bearings. If there is any play,
replace the bearings.
6.1.14 Changing the transmission oil
1. Place a container under the
drain plug (1).
2. Open the drain plug (1) and drain the oil into a receptacle.
3. Close the drain plug (1).
4. Open the inspection and filling plug (2).
5. Add oil into the gearbox.
For the correct oil volume and type, please refer to section Filling
capacities.
6. Close the filling plug (2).
Related topics
• Filling capacities (Page 150)

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6.1.15 Changing the planetary gear oil

Change the oil when it is warm.
1. Rotate the wheel hub so that the inspection and filling plug (1) points
down (left figure).
2. Place a receptacle under the plug.

3. Remove the plug.
4. Let the oil flow into the receptacle.
5. Rotate the wheel hub so that the center point of the oil filling opening is at
the same horizontal level than the center point of the axle (right figure).
6. Fill the planetary gear with recommended oil. Allow the oil to settle for a
few minutes. There is enough oil when a drop of oil comes out of the
opening during filling.
7. Reinstall the plug.
6.1.16 Servicing the Ansul fire suppression system (optional)
Service shall be performed every 1000 hours or every 6 months (whichever
comes first).
Refer to manufacturer's instructions.

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6.1.17 Checking the brake and steering pressures
F E A B
C D
Brake pressure measuring points
Checking the service brake pressure

1. Attach a pressure gauge to the front brake circuit's pressure measuring
point (A).
3. Press the service brake pedal all the way down.
4. The pressure should be 80 bars.
6. Remove the pressure gauge.
7. Attach a pressure gauge to the rear brake circuit's pressure measuring
point (B).

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Checking the front axle's parking brake pressure
1 3 2
1. Attach a pressure gauge to the front axle's parking brake pressure

measuring point (C).
3. Allow the engine to idle.
4. Remove the rubber cover (1).
5. Push the stud Y960 (3) to release the front axle and keep the stud
pushed down.
6. The release pressure should be 26-28 bars.
7. Release the stud Y960 (3) and check from the pressure gauge that the
pressure decreases to 0 bar.
Checking the rear axle's parking brake pressure

1. Attach a pressure gauge to the rear axle's parking brake pressure
measuring point (D).
3. Allow the engine to idle.
4. Push the stud Y961 (2) to release the rear axle and keep the stud
pushed down.
5. The release pressure should be 26-28 bars.
6. Release the stud Y961 (2) and check from the pressure gauge that the
pressure decreases to 0 bar.
8. Reinstall the rubber cover.

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Checking the charging oil pressure of the service brake accumulators

1. Attach a pressure gauge to the front brake circuit's pressure measuring
point (E).
3. The pressure should rise quickly to 135-160 bars.
6. Attach a pressure gauge to the rear brake circuit's pressure measuring
point (F).
Checking the steering pressure

The pressure must be checked when the oil is at operating temperature
and the engine is running at full speed.
2 3
1
1. Attach a pressure gauge to the steering and brake control manifold's (1)
pressure measuring point (2).
3. Push the steering stick forward or pull it backward until the articulation
reaches the extreme position.
4. The pressure level should be approximately 200 bars (maximum 220
bars).
5. If needed, adjust the main pressure relief valve (3) to decrease the
pressure level.
6. Move the steering stick until the rig is straightened.
6.2 Diesel engine (Cummins)

6.2.1 Checking the hoses and clamps
1. Check the diesel engine hoses and their clamps and connections.
Replace cracked and softened hoses. Tighten all loose connections.

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6.2.2 Cleaning the engine coolers (radiator, charge-air, transmission)

WARNING! FLYING MATERIAL HAZARD!
Flying debris and dirt could cause severe injury.
Wear appropriate eye and face protection when using compressed
air.
2. Check that the coolers have no damaged fins, corrosion, or dirt (grease,
oil, insects, leaves, etc.).
3. Clean the coolers with a high-pressure washer. Keep the nozzle at a safe
distance and do not use too high pressure, to avoid damaging the
coolers. You can also use compressed air to clean the coolers. Do not
use over 5.5 bar pressure.

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6.2.3 Checking the air filter maintenance indicator
Maintenance indicator in QSB4.5 Tier3
Maintenance indicator in QSBx.x Tier4F
1 Maintenance indicator
2 Reset button

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Replace the air filter cartridge when the maintenance indicator (1) drops
from green zone to red (arrow), refer to section Replacing the air filter
cartridge. After replacing the cartridge, push the reset button (2).
Related topics
• Replacing the air filter cartridge (Tier3) (Page 134)
• Replacing the air filter cartridge (Tier4) (Page 136)
6.2.4 Checking air intake piping
1. Visually inspect the intake piping daily for wear points and damage to
piping, loose clamps, or punctures that can damage the engine.
2. Replace damaged pipes and tighten loose clamps, as necessary, to
prevent the air system from leaking.
Torque Value: 6 Nm (AERO BG clamps) and 7 Nm (AERO HKFK
clamps).
3. Check for corrosion under the clamps and hoses of the intake system
piping. Corrosion can allow corrosive products and dirt to enter the intake
system. Disassemble and clean, as required.

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6.2.5 Replacing HST charge pressure filter

Replace the charge pressure filter after first 50 diesel hours and after that
according to maintenance program.
1. Make sure that there is no pressure in the hydraulic system.

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2. Place a receptacle under the filter housing (1).
HST charge pressure filter in QSB4.5 Tier3
HST charge pressure filter in QSBx.x Tier4F
HST charge pressure filter DU412i

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HST charge pressure filter DL432i
HST charge pressure filter DS422i
HST charge pressure filter DS512i

3. Clean the filter housing and the area around it.
4. Turn the filter housing counterclockwise to remove it.
5. Remove the filter element (2) from the filter housing.
6. Empty the filter housing into a receptacle.
7. Clean the sealing surfaces of the filter housing.

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8. Apply clean oil to the sealing surfaces of the filter element and the filter
housing.
9. Place a new filter element into the filter housing.
10. Turn the filter housing clockwise to install it back to its place.
11. Tighten the filter housing.
Note! Make sure that there are no leaks when the engine is started the next
time.
Note! Make sure that the used filter element is correctly disposed.

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6.2.6 Replacing the engine oil and oil filter

Change the engine oil and replace the oil filter according to interval stated
in the maintenance cards or at least once a year, whichever occurs first.
When the oil is being changed, the engine must be warm.
1. Place an oil receptacle under the oil filter.
2. Clean the oil filter (1) and the area around the filter.
2
1
4
Cummins QSB4.5 Tier3
2
1
Cummins QSBx.x Tier4F

3. Turn the oil filter (1) counterclockwise to remove it.
4. Empty the filter into a receptacle.
5. Clean the seal surfaces.
6. Lubricate the seal surface with clean oil.
7. Turn the new oil filter clockwise into its place by hand.
Follow the instructions of the filter manufacturer.

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8. Place an oil receptacle under the oil drain hose.

9. Open the engine oil filler cap (2).
10. Open the engine oil drain plug (3) and let the oil flow into the receptacle.
11. Close the drain plug (3).
12. Add oil to the engine.
For the correct oil volume and type, please refer to section Filling
capacities.
13. Close the filler cap (2).
14. Start the diesel engine and verify that the oil pressure rises.
15. Shut down the diesel engine and check the oil level with the dipstick (4).
Related topics

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6.2.7 Replacing the fuel filters

Filling the fuel filter before installation will cause unfiltered fuel
NOTICE entering the fuel system. Unfiltered fuel could cause engine damage.
Do not fill the filter with fuel before installation.
Fuel filters in QSB4.5 Tier3
Fuel filters in QSBx.x Tier4F
1. Place a fuel receptacle under the filter.

2. Clean the filter and area around the filter.
3. Turn the filter cartridge counterclockwise to remove it.
4. Clean the filter base sealing surfaces.
5. Lubricate the new fuel filter cartridge O-ring with clean lubricating oil.
6. Install the new filter cartridge in place.
After the filter cartridge contacts the filter base, tighten the cartridge an
additional 3/4 turn.

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6.2.8 Checking the tightness and condition of the poly-V-belt
1. Check the tightness of the poly-V-belt.

2. Check the condition of the poly-V-belt.
3. If the belt is worn or otherwise in bad condition, replace it.
6.2.9 Checking the engine for leaks and general condition
• Check the engine visually for possible leaks. Slight dampness at sealing
points is acceptable.
The cause of more severe leaks must be identified and repaired
immediately.
6.2.10 Checking the piping and hoses
1. Visually check for possible leaks and general condition.
2. Check that all piping and hoses are undamaged, properly secured and
correctly positioned.

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6.2.11 Checking engine cooling system

Check fluid level and corrosion inhibitor/antifreeze concentration, and
correct if necessary.
Only use service products approved by engine manufacturer.
WARNING
BURN HAZARD!
Hot and pressurized coolant could cause serious burns.
Never open the cap of the expansion tank if the coolant temperature
is over 50 °C.
Use safety gloves. Remove the cap carefully.
Before correcting the coolant level, check the corrosion inhibitor/antifreeze

concentration. When topping up, use only a pre-prepared coolant mixture
containing 50% corrosion inhibitor/antifreeze by volume.
1. Open the cap of the expansion tank carefully to allow the pressure to
drop.
2. Check the concentration of corrosion inhibitor/antifreeze with a suitable
tester. The correct concentration of corrosion inhibitor/antifreeze, that is
50% by volume, protects the system down to a temperature of -37 °C. If
a lower level of antifreeze protection is shown, correct the concentration.
If the concentration is too low, there is a risk of corrosion/cavitation in the
cooling system.
Concentrations of more than 55% by volume should not be used, as this
is the level which affords maximum antifreeze protection (down to
-45 °C), when higher concentrations adversely affect heat dissipation.
3. Check the coolant level.
The cooling system is correctly filled when the coolant has reached the
mark in the filler neck.

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6.2.12 Checking the general condition of cooling and heating system

Check the general condition and look for possible leaks.
Special tool (pressure tester) required.
Note! The fluid level and corrosion inhibitor/antifreeze concentration
(correcting if necessary) must be checked first.
Note! A safety valve is incorporated into the tester to prevent the pressure
from exceeding 1.2 bar.
Compressed air valve
1. On heating systems (optional), open the regulating and cut-off valves.

2. Remove the cap from the coolant expansion tank
3. Connect up the tester.
4. Connect the compressed air hose with the tire inflation union to the valve
and allow pressure to build up to a level corresponding to the opening
pressure of the cooling system. The opening pressure of the cooling
system can be identified from the code on the cap or on the pressure
relief valve. Example: Code 70 = 0.7 bar gauge pressure.
5. Check all radiators, the coolant pump, the engine oil cooler, the engine
covers (core hole covers) and the heat exchanger for leaks.
6. Check all pipes and hoses for the cooling and heating system for
freedom from leaks and damage, correct positioning to avoid abrasion
and secure fastening in the specified manner.
7. Check the radiator for external contamination. The fins must not be
clogged with dirt.
8. Relieve pressure in the cooling and heating system at the valve on the
tester. Remove and re-attach the cap.
9. Close the heating system regulating valves.

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6.2.13 Replacing the coolant

For the correct coolant volume and type, please refer to section Filling
capacities.
WARNING
BURN HAZARD!
Hot and pressurized coolant could cause serious burns.
Never open the cap of the expansion tank if the coolant temperature
is over 50 °C. Remove the cap carefully. Use safety gloves.
Note! Before replacing the coolant, check that the cooling and heating
system is in good condition and has no leaks.
Note! Cover the pipes etc below the drain plugs and place a receptacle
under the engine.
1. Position the drill rig on a level surface.

3. Let the engine cool down.

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4. Open the cap (1) of the expansion tank carefully to allow the pressure to
drop and then remove the cap.
QSB4.5 Tier3
QSBx.x Tier4F
5. Remove the cap and open the drain valve (2).
6. When the cooling system is completely empty, close the drain valve (2)
and reinstall the cap.
Make sure that all used coolant is collected and correctly disposed.
7. Add coolant until the mark in the filler neck is reached.
The system must be filled properly to prevent air locks which may cause
serious engine damage. During filling, air must be vented from the engine
coolant passages. Wait 2 to 3 minutes to allow air to be vented; then add
mixture to bring the level to the top.
8. If the rig is equipped with a heater, turn the cabin heater mode switch to
position HEAT.
9. Turn the blower switch to position ON.

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10. Start the engine (expansion tank cap (1) removed). Operate the engine
at LOW idle for 2 minutes.
12. Check the coolant level, add more coolant if necessary.
13. Start the engine (expansion tank cap (1) removed). Operate the engine
at HIGH idle until the thermostats open.
Allow the engine to idle 2 minutes before shutting it down. This allows
adequate cool down of pistons, cylinders, bearings, and turbo charger
components.
15. Fill up coolant to full level.
16. Let the engine cool down.
17. Check the cold coolant level and fill up if necessary.
18. Close the expansion tank cap (1).
For more information, refer to engine manufacturer's manual.
Related topics
6.2.14 Adjusting the valve clearances
Refer to Cummins engine manual.

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6.2.15 Replacing the air filter cartridge (Tier3)

from green zone to red (arrow), refer to section Checking the air filter
maintenance indicator.
1. Lift the lever (2).

2. Turn the air filter cover (3) counterclockwise and remove it.
3. Remove the air filter cartridge (4).
Note! Do not remove air filter safety cartridge.
The safety cartridge must be replaced every second time the air filter
cartridge is replaced. Check the condition of the seals and the sealing
surfaces. Replace damaged seals. The seals must be installed carefully
in their proper positions.
4. Install a new air filter cartridge (4).
5. Reinstall the air filter cover (3) and turn it clockwise.
Make sure that the dust ejection valve points downward.
6. Close the lever (2).
7. Push the maintenance indicator (1) reset button.
8. Visually check the condition of the indicator (1).
a) Check the condition and mounting of the connector and the
condition of the cable.
b) Replace the indicator if necessary.
Note! Do not clean the air filter cartridge.
Note! Do not remove the air filter safety cartridge when only replacing the
filter cartridge.

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Related topics
• Checking the air filter maintenance indicator (Page 119)

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6.2.16 Replacing the air filter cartridge (Tier4)

from green zone to red (arrow), refer to section Checking the air filter
maintenance indicator.
QSB4.5 Tier4F
QSB6.7 Tier4F
1. Open the latches (2).

2. Remove the air filter cover (3).
3. Remove the air filter cartridge (4).
Note! Do not remove air filter safety cartridge.
The safety cartridge must be replaced every second time the air filter
cartridge is replaced. Check the condition of the seals and the sealing
surfaces. Replace damaged seals. The seals must be installed carefully
in their proper positions.

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4. Install a new air filter cartridge (4).

5. Reinstall the air filter cover (3).
6. Close the latches (2).
Note! Do not clean the air filter cartridge.
Note! Do not remove the air filter safety cartridge when only replacing the
filter cartridge.
Related topics
• Checking the air filter maintenance indicator (Page 119)

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6.2.17 Replacing the air filter safety cartridge (Tier3)

The air filter safety cartridge must replaced every second time the air filter
cartridge is replaced.
1. Lift the lever (2).
2. Turn the air filter cover (3) counterclockwise and remove it.
3. Remove air filter cartridge and safety cartridge (4).
4. Install a new air filter safety cartridge (4).
Make sure that no dirt can enter the inlet duct. Check the condition of
seals and the sealing surfaces when replacing the filters. Replace
damaged seals. The seals must be installed carefully in their proper
positions.
5. Install a new air filter cartridge.
6. Reinstall the air filter cover (3) and turn it clockwise.
7. Close the lever (2).
Note! Do not clean the air filter safety cartridge.

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6.2.18 Replacing the air filter safety cartridge (Tier4)

The air filter safety cartridge must replaced every second time the air filter
cartridge is replaced.
QSB4.5 Tier4F
QSB6.7 Tier4F
1. Open the latches (2).

2. Remove the air filter cover (3).
3. Remove air filter cartridge and safety cartridge (4).
4. Install a new air filter safety cartridge (4).
Make sure that no dirt can enter the inlet duct. Check the condition of
seals and the sealing surfaces when replacing the filters. Replace
damaged seals. The seals must be installed carefully in their proper
positions.
5. Install a new air filter cartridge.

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6. Reinstall the air filter cover (3).

7. Close the latches (2).
Note! Do not clean the air filter safety cartridge.
6.2.19 Replacing DEF supply module filter

Note! Before replacement, read handling instructions from section
Handling DEF/AdBlue solution.
1. Place a receptacle under the filter (1).
2. Open the filter cover.

3. Remove the old filter (2).
4. Install a new filter.
5. Reinstall the filter cover and tighten it to 20-25 Nm.
Related topics
• Handling DEF/AdBlue solution (Page 159)

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6.2.20 Replacing DEF tank filter

Note! Before replacement, read handling instructions from section
Handling DEF/AdBlue solution.
1. Remove the strap screws (1).
5 3
2. Remove the strap (2).

3. Remove the tank and place a receptacle under the drain plug (3).
4. Open the drain plug and empty the tank into the receptacle.
5. Rinse the tank carefully with warm water.
6. Remove the header screws and lift the header (4) out of the tank.
7. Replace the tank filter (5).
8. Put the header back into its place and reinstall the screws.
9. Reinstall the tank and strap.
10. When the tank is dry, close the drain plug and fill the tank with fresh
DEF/AdBlue®.
Related topics
• Handling DEF/AdBlue solution (Page 159)

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6.2.21 Replacing crankcase breather filter

Replace the filter element according to interval stated in the maintenance
cards or at least once a year, whichever occurs first.
Follow the steps 1-6 if the rig is equipped with QSB4.5 Tier4F and steps
7-12 if equipped with QSB6.7 Tier4F.
1. Loosen the inlet hose clamp (1) when servicing is done from above or
drain hose clamp (2) if servicing is done from below.
1
3
5
6
6
QSB4.5 Tier4F
8 9 7
QSB6.7 Tier4F
2. Open the inlet cover (3) or drain cover (4).
3. Remove the used filter element (5) and o-ring (6) from the breather body.
4. Install a new filter element.
5. Lubricate new o-ring with fresh oil and install it into its place.
6. Reinstall the cover (3 or 4) and tighten it.
7. Loosen the screws (7).

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8. Remove the breather cover (8).

9. Remove the used filter element (9) and gasket from the breather body.
10. Install a new filter element.
11. Lubricate new gasket with fresh oil and install it into its place.
12. Reinstall the cover (8) and tighten the screws (7).
Note! Make sure that the used filter element and o-ring/gasket are correctly
disposed.

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7 LUBRICATION SPECIFICATIONS AND FILLING

CAPACITIES
7.1 Lubrication specifications
WARNING! HEALTH AND ENVIRONMENTAL HAZARD!
Skin contact and inhalation of vapors when handling fluids could
cause damage to human health.
Incorrect disposal of fluids and greases could cause damage to the
environment.
Use personal protective equipment when handling fluids and
greases, and dispose of all fluids and greases in accordance with
local regulations.
Precautions
• Avoid mixing lubricants. Please use oils recommended or oils with
corresponding characteristics!
• Ensure the vehicle is level before filling tanks and sumps.
• Oil should only be changed with the engine hot.
• Clean carefully all lubricating fittings, breathers and oil check windows.
• When the engine is drained, clearly mark it so that it is not operated
before it is refilled. In the event of prolonged shutdown with engine or
circuits drained, provide a device preventing accidental start-up without
refill.
• Analyse drained lubricant if appropriate.
• Ensure regularity of lubrication.
• The intervals given are those for normal usage. For tougher working
conditions, the person responsible must set down other intervals.
• Ensure daily reading of hour meter. This operation determines when
lubrication is due.

ID: BG00434992 en-US I.001.1 2018-07-12
7.1.1 Diesel engine
Diesel fuels
Only use commercially available vehicle diesel fuel (DIN EN590 or ASTM
D975). Diesel fuel quality and fuel sulfur content must comply with all
existing emissions regulations for the area in which the engine operates.
Use ONLY ultra low sulfur diesel (ULSD) fuel with a maximum of 0.0015%
(15 mg/kg) sulfur content. Grades such as marine diesel fuel, heating oil
etc. are not permissible.
No fuel additives are needed. Improper fuel additive usage may cause
damage on fuel injection equipment of diesel engines. The use of fuel
additives could affect warranty rights.
IMPORTANT: Do not mix used diesel engine oil or any other type of
lubricating oil with diesel fuel.
Fuel added from drums or cans could be contaminated. This could lead to
malfunctions in the fuel system. Always filter the fuel before adding it to the
tank.
Diesel fuel in extreme cold

At low ambient temperatures, paraffin may separate from the diesel and
affect its ability to flow freely.
To avoid breakdowns caused by this problem (e.g. blocked filters), diesel
fuel with improved low-temperature flow characteristics is sold during the
winter months. Differences are possible in different countries and in the
transitional periods before and after the cold season. In Germany,
particularly cold-resistant winter diesel fuels keep the engine operational
down to a temperature of approximately -20 °C. In most cases, winter-
grade diesel can be used without problems at the ambient temperatures
encountered locally.
If summer-grade diesel, or a less cold-resistant winter-grade diesel is in
use, a flow improver or kerosene can be added to it, the actual quantity
being dependent on the ambient temperature.
Do not add petrol (gasoline) to the diesel.
Mix the flow improver or kerosene with the diesel in good time, before the
fuel’s flow characteristics have been adversely affected by paraffin
separation. If faults have already been caused by paraffin separation, they
can only be rectified by heating the entire fuel system. Do not add anything
to cold-resistant winter-grade diesel fuels. The fuel’s low-temperature flow
characteristics could actually deteriorate with such an additive.
Flow improvers
The effectiveness of flow improvers is not guaranteed with all fuels. Comply
with the product manufacturer’s recommendations. Any Cummins Inc.
Service Station can provide information on approved flow improvers.

ID: BG00434992 en-US I.001.1 2018-07-12
Kerosene
Keep the quantity added as low as possible, bearing in mind the ambient
temperature. The addition of 5 % by volume of kerosene will improve the
fuel’s resistance to cold by about 1°C. Never add more than 50 % kerosene
to the fuel.
For reasons of safety, add the kerosene to the diesel only in the fuel tank.
Add the kerosene first, then the diesel. Run the engine for a short time to
allow the mixture to reach all parts of the fuel system.
RISK OF FIRE AND EXPLOSION!
The addition of kerosene lowers the flash point of the diesel. This
increases the risk involved when handling the fuel mixture. Comply
with appropriate safety regulations.
The use of fuel that is approved by Cummins Inc. and published in the
applicable fuel specifications is an integral part of Cummins Inc. warranty
conditions.
Note! If Cummins Inc fuel specifications are not observed or if products
are used that have not been approved in writing by Cummins Inc,
serious engine damage is to be expected.
Customers, Customer Care and Manufacturing are to be informed (e.g. by

means of the Equipment Operating Instructions or a separate memo) of
Cummins Inc. fuel specifications, in order that they can be adhered to.
API engine oil classification

The API (American Petroleum Institute) diesel engine oil classification has
two-letter designations, the first letter being “C”. The current classification
designations for four-stroke diesel engines are API CG-4, API CH-4, API
CI-4 ja API CJ-4. The higher the second letter in the alphabet, the higher
the oil quality.

ID: BG00434992 en-US I.001.1 2018-07-12
Cummins
Recommended engine oil

Cummins Engine American Petroleum In-
Standard Classifica- stitute Classification Comments
tions (CES) (API)
Maximum after treat-
CES 20081 CJ-4/SL (multigrade oil) ment maintenance in-
terval.
Note! A lubricating oil that meets the API performance classification

CJ-4/SL may not meet the CES 20081 requirement. Always make sure
that the lubricating oil used meets the CES 20081 requirement in
addition to the API performance classification CJ-4/SL.
Classification
Ambient temperature
(SAE)
°C -40 -30 -20 -10 0 +10 +20 +30 +40 +50 +60
°F -40 -22 -4 +14 +32 +50 +68 +86 +104 +122 +140
SAE 0W -- 20
SAE 0W -- 30
SAE 0W -- 40
SAE 5W -- 30
SAE 5W -- 40
SAE 10W -- 30
SAE 15W -- 40
Recommended temperature range
Cummins Inc. recommends the use of high-quality heavy-duty engine oil,

such as Valvoline Premium Blue.
For further details and discussion of engine lubricating oils for Cummins
engines, refer to the latest revision of Cummins Engine Oil
Recommendations, Bulletin 3810340.

ID: BG00434992 en-US I.001.1 2018-07-12
Engine coolant
Engine coolant is a mixture of water and corrosion prevention agents / anti-
freeze agent. To prevent corrosion and to elevate the boiling point of the
coolant, the mixture must be used in the cooling system throughout the
year.
When choosing the corrosion prevention agents / anti-freeze agent for the
engine coolant, refer to the engine manufacturer's manual.
Engine coolant must be changed at certain intervals. The characteristics of
the coolant and its additives weaken and are lost as the coolant ages.
Refer to the engine manufacturer's manual.
PROPERTY DAMAGE RISK!
Mixing coolants can clog the cooler duct and severely damage the
NOTICE engine.
Do not mix different coolants.
7.1.2 Axles and planetary reduction oils

Note! Refer to Maintenance manual, chapter "Lubricants and capacities".

ID: BG00434992 en-US I.001.1 2018-07-12
7.1.3 Power shifted transmission and torque converter
Oil specification
Recommended lubricants:
1. Caterpillar TO-4
2. John Deere J20 C, D
3. Military MIL-PRF-2140G
4. Allison C-4
5. Dexron II Equivalent - see note below
Note! Dexron II equivalent is acceptable; however it is not compatible with

torque converters or transmissions equipped with graphitic friction
material clutch plates.
Note! Dexron III, engine oil or GL-5 oils are not recommended
Preferred oil viscosity

It is recommended that the highest viscosity monograde lubricant available
be used for the anticipated ambient temperature. Typically this will be a
CAT TO-4 qualified lubricant. When large swings in ambient temperature
are probable, J20 C, D multigrades are recommended. Multigrades
lubricants should be applied at the lower viscosity rating for the prevailing
ambient temperature, i.e. a 10W20 should be used where a 10W
monograde is used. If a C-4 multigrades is used in stead of J20 lubricant it
is recommended that the viscosity span no more than 10 points, i.e.
10W20.
Note! Synthetic lubricants are approved if qualified by one of the above
specifications. Oil viscosity quidelines apply, but synthetic
multigrades may span more than 10 points.
7.1.4 Hydraulic system

7.1.5 Greasing
7.2 Filling capacities

CLASSIFICA-
FIRST FILLING
ITEM CAPACITY TION RECOM- NOTE!
OIL/FLUID
MENDATION
Diesel engine CF, CF-4, CG-4, Sandvik First filling with oil
15 L
(MB 904 LA) ACEA E3 OE10W40-LA filter
Diesel engine CF, CF-4, CG-4, Sandvik First filling with oil
28 L
(MB 906 LA) ACEA E3 OE10W40-LA filter

ID: BG00434992 en-US I.001.1 2018-07-12
CLASSIFICA-
FIRST FILLING
OIL/FLUID
MENDATION
Diesel engine Sandvik First filling with oil
14 L CF, CF-4, CG-4
(Deutz D914L04) OE10W40-LA filter
Diesel engine
(Cummins CES 20081 API Sandvik First filling with oil
11 L
QSB 4.5, Tier3/ CJ-4/SL OE10W40-LA filter
Tier4i/Tier4F)
Diesel engine
CES 20081 API Sandvik First filling with oil
(Cummins 18 L
CJ-4/SL OE10W40-LA filter
QSB 6.7)
Driveline gear-
box
22 L GM Allison C-4 Sandvik OT3000
(T20000)
(MB 904 LA)
Driveline gear-
box
(HR32000)
(MB 906 LA)
Driveline gear-
box
(T20000) (Cum-
mins QSB 4.5)
Driveline gear-
box
(HR32000) 34 L GM Allison C-4 Sandvik OT3000
(Cummins
QSB 6.7)
Transfer gearbox
(Stiebel 4382) CLP HC Renolin Unisyn
5.2 L
(Cummins DIN 51517-3 CLP 150
QSB 6.7)
1.7 L / planetary
Front/rear axle
gear Sandvik
(Axle 123, wet API GL-4
8 L / differential OA10W30-KS
brake)
gear
1.6 L / planetary
Front/rear axle
gear Sandvik
brake)
gear
2.3 L / planetary
Front/rear axle
gear Sandvik
brake)
gear

ID: BG00434992 en-US I.001.1 2018-07-12
CLASSIFICA-
FIRST FILLING
OIL/FLUID
MENDATION
4.7 L / planetary
Front axle
gear Sandvik
21 L/ differential OA10W30-KS
brake)
gear
Front/rear axle
Titan Gear LS SAE
(Axle 37R/43R, 45 L API GL-5
90
wet brake)
Front/rear axle
2-5% from axles
(Axle 37R/43R,
oil capacity Lubrizol 6178LZ
wet brake)
(45 L)
admixture
Sandvik OH46 for
cold ambient tem-
peratures
Sandvik OH68 for
normal ambient
Hydraulic oil DIN 51524 part 2 Sandvik OH46 temperatures
tank, drilling 200 L (HLP), ISO Sandvik OH68 Sandvik OH100 for
(NC5) 6743-4 (HM) Sandvik OH100 high ambient tem-
peratures
Viscosity class is
chosen according
to operating condi-
tions
Sandvik OH46 for
cold ambient tem-
peratures
Sandvik OH68 for
normal ambient
Hydraulic oil
DIN 51524 part 2 Sandvik OH46 temperatures
tank, drilling
210 L (HLP), ISO Sandvik OH68 Sandvik OH100 for
TC7/TC8 (DS
6743-4 (HM) Sandvik OH100 high ambient tem-
rigs)
peratures
Viscosity class is
chosen according
to operating condi-
tions

ID: BG00434992 en-US I.001.1 2018-07-12
CLASSIFICA-
FIRST FILLING
OIL/FLUID
MENDATION
Sandvik OH46 for
cold ambient tem-
peratures
Sandvik OH68 for
normal ambient
Hydraulic oil
tank, drilling
(TC8 and NC7-
series)
peratures
Viscosity class is
chosen according
to operating condi-
tions
Sandvik OH46 for
cold ambient tem-
peratures
Sandvik OH68 for
normal ambient
(TC9) 6743-4 (HM) Sandvik OH100 high ambient tem-
peratures
Viscosity class is
chosen according
to operating condi-
tions
Sandvik OH46 for
cold ambient tem-
peratures
Sandvik OH68 for
normal ambient
(TC11–TC12) 6743-4 (HM) Sandvik OH100 high ambient tem-
peratures
Viscosity class is
chosen according
to operating condi-
tions

ID: BG00434992 en-US I.001.1 2018-07-12
CLASSIFICA-
FIRST FILLING
OIL/FLUID
MENDATION
Sandvik OH46 for
cold ambient tem-
peratures
Sandvik OH68 for
normal ambient
tank, tramming 55 L (HLP), ISO Sandvik OH68 Sandvik OH100 for
(NC5) 6743-4 (HM) Sandvik OH100 high ambient tem-
peratures
Viscosity class is
chosen according
to operating condi-
tions
Sandvik OH46 for
cold ambient tem-
peratures
Sandvik OH68 for
normal ambient
Hydraulic oil tank
(C400, C900)
peratures
Viscosity class is
chosen according
to operating condi-
tions
Gearbox, trans-
mission SAE 30
2.4 L Sandvik OT30
(C400, C900) API GL-4
(NC5)
Gearbox, trans-
SAE 30
mission 11 L Sandvik OT30
API GL-4
(C400E)
SAE 75 W / 90
Cable reel gear- API GL-5 Mobil Mobilube
2.7 L
box SAE 80 W / 90 80W-90
API GL-5

ID: BG00434992 en-US I.001.1 2018-07-12
CLASSIFICA-
FIRST FILLING
OIL/FLUID
MENDATION
Titan Supergear
HYP 75W-90 cold
ambient tempera-
SAE 75 W / 90 Titan Supergear
tures
Rotation mecha- API GL-5 HYP 75W-90
1.8 L Titan Gear HYP LD
nism SAE 80 W / 90 Titan Gear HYP LD
SAE 80W-90 for
API GL-5 SAE 80W-90
normal and high
ambient tempera-
tures
Compressor
3L API CE/CF Sandvik OC10-H
(CTN9)
Compressor
(CT10/16)
Compressor
10 L API CE/CF Sandvik OC10-H
(CTN10/16)
Compressor
(CT28)
Compressor
(CT40)
Compressor 20 L
Compressor
OW cooler 3.6 L API CE/CF Sandvik OC10-H
(CT80)
OA cooler 10.8 L
Compressor
(Enduro 12)
Booster com-
pressor
Water pump
Sandvik
(Hydra-Cell D/ 0.95 L API CF
OE10W40-LA
G-03 Series)
Water pump
Sandvik
(Hydra-Cell D/ 1.05 L API CF
OE10W40-LA
G-10)
Sandvik OS32 for
Shank lubrica- cold ambient tem-
tion Sandvik OS32 peratures
14 L Sandvik
(Rig with 1 or 2 Sandvik OS100 Sandvik OS100 for
booms) high ambient tem-
peratures

ID: BG00434992 en-US I.001.1 2018-07-12
CLASSIFICA-
FIRST FILLING
OIL/FLUID
MENDATION
Sandvik OS32 for
Shank lubrica- cold ambient tem-
tion Sandvik OS32 peratures
22 L Sandvik
(Rig with 3 Sandvik OS100 Sandvik OS100 for
booms) high ambient tem-
peratures
Oil: Sandvik
Hammer lubrica- OS100
45 L
tion Grease: Arox NM
000
Sandvik OG100-H
for cold ambient
temperatures
Sandvik OG100-H
Boom grease Sandvik OG220-H
Sandvik OG220-H
for normal and high
ambient tempera-
tures
Air conditioner
refrigerant 1500 g Sandvik R-134a
(NC4 carrier)
Air conditioner
refrigerant DS511 / DS520 ->
1950 g Sandvik R-134a
(TC8 and NC7- 2000g
series carriers)
Air conditioner
refrigerant 1950 g Sandvik R-134a
(TC9–12 carrier)
Air conditioner
refrigerant
1800 g Sandvik R-134a
(C400-C900 car-
rier)
Refer to separate
ISO-100 (high vis-
Air conditioner air conditioner Reniso PAG 46 /
cosity) or ISO-46
oil manual for the Reniso PAG 100
(low viscosity)
capacities.
Gear Lube SAE
140 (high temp.),
Top drive 6L
SAE 80W-90 (low
temp.)
Fuel, diesel en-
Thermoshell Win-
gine 55 L EN 590
ter 1202
(Deutz D914L04)

ID: BG00434992 en-US I.001.1 2018-07-12
CLASSIFICA-
FIRST FILLING
OIL/FLUID
MENDATION
Fuel, diesel en-
gine
Thermoshell Win-
(MB 904/906 LA, 150 L EN 590
ter 1202
Cummins
QSB 4.5/6.7)
Fuel, diesel en-
gine
Thermoshell Win-
(Cummins 100 / 155 L EN 590
ter 1202
QSB 4.5, Tier3/
Tier4F)
Fuel, diesel en-
gine
Thermoshell Win-
(Cummins 410 L EN 590
ter 1202
QSB 6.7, Tier4F)
(C900DH carrier)
Diesel engine
BS 6580, AFNOR,
coolant 22 L Maintain Fricofin V
ASTM D 3306
(MB 904 LA)
Diesel engine
BS 6580, AFNOR,
coolant 27 L Maintain Fricofin V
ASTM D 3306
(MB 906 LA)
Diesel engine
coolant BS 6580, AFNOR,
32 L Maintain Fricofin V
(Cummins ASTM D 3306
QSB 4.5, Tier4i)
Diesel engine
coolant
25 L (Tier3) BS 6580, AFNOR,
(Cummins Maintain Fricofin V
27 L (Tier4F) ASTM D 3306
QSB 4.5, Tier3,
Tier4F)
Diesel engine
coolant
35 L (Tier4F) BS 6580, AFNOR,
(Cummins Maintain Fricofin V
45 L (Tier4i) ASTM D 3306
QSB 6.7, Tier4F,
Tier4i)

ID: BG00434992 en-US I.001.1 2018-07-12
CLASSIFICA-
FIRST FILLING
OIL/FLUID
MENDATION
Diesel exhaust
fluid
19 L ISO 22241 DEF/AdBlueR
(Cummins
QSB 4.5, Tier4F)
Diesel exhaust
fluid
(Cummins 38 L ISO 22241 DEF/AdBlueR
QSB 6.7, Tier4F)
(C900DH carrier)
7.3 Filling the DEF tank

RISK OF CLOGGING THE DEF SYSTEM!
Even a small amount of impurities in the DEF tank will contaminate a
full tank of the fluid. Contaminated DEF will cause clogging of the
DEF system. A faulty DEF system will decrease the engine power, or
NOTICE may even prevent the engine from starting.
Carefully clean the filling cap, and the area around the filling cap
before opening the cap.
Do not store DEF in containers that have been used to store any
other substance.
Refill the DEF tank every time the fuel tank is refilled in order to ensure the
operation of the aftertreatment system.
DEF tank location

ID: BG00434992 en-US I.001.1 2018-07-12
7.3.1 Handling DEF/AdBlue solution

WARNING! HOT LIQUID SPLASHING HAZARD!
DEF/AdBlue® solution spilt onto hot components will quickly
vaporise. Hot liquid and fumes will cause burns.
Use safety glasses and protective clothing.
WARNING! LIQUID SPLASHING HAZARD!

DEF/AdBlue® solution may cause some irritation on contact with
skin.
Use PVC-gloves when handling the solution.
When handling DEF/AdBlue® solution it is important that electrical

connectors are connected or well-encapsulated. DEF/AdBlue® solution is
corrosive toward certain metals such as copper and aluminum. Should
oxidation occur, it cannot be removed.
If connectors come into contact with DEF/AdBlue® solution they must be

replaced immediately to prevent the solution from seeping further along the
copper wiring.
NOTICE Do not allow DEF/AdBlue® solution to come into contact with other
chemicals.
DEF/AdBlue® solution is not flammable; if it is subjected to high

temperatures it will break down into ammonia and carbon dioxide.
If the solution is spilled onto the engine, wipe it away and flush with water.
White crystals may form in the event of a concentrated DEF/AdBlue®
solution spill; wash the crystals away using water.
IMPORTANT!
DEF/AdBlue® solution spillages may not be washed into drains. If a spill

should occur the solution must be absorbed using dry sand or other non-
flammable material and handled according to local and national regulations.

ID: BG00434992 en-US I.001.1 2018-07-12
Cleaning tools and clothes

Gloves must be changed. Take off contaminated clothes.
It is important that tools and clothes be thoroughly cleaned from DEF/
AdBlue® solution so that the liquid or crystals are not transferred to other
parts that may be damaged.
Contact with DEF/AdBlue® solution

• skin contact — flush with copious amounts of water and remove
contaminated clothing.
• eye contact — flush thoroughly for several minutes; contact physician as
necessary.
• inhalation — breathe fresh air and contact physician as necessary.
DEF/AdBlue® solution in cold weather
The DEF/AdBlue® hoses are drained automatically when the engine is

stopped.
The freezing point of DEF/AdBlue® solution is -11°C.

ID: BG00434992 en-US I.001.1 2018-07-12
8 TROUBLESHOOTING
8.1 Carrier troubleshooting
The use of self-diagnostics is the primary troubleshooting method for the
rig.
The troubleshooting diagram shows the real-time electrical signaling
between control devices and the system components.
Select → Troubleshooting.
A troubleshooting diagram may include the following elements:
3 2
4
Tramming troubleshooting view (DD422i, DT922i )

ID: BG00434992 en-US I.001.1 2018-07-12
3 2
4
Tramming troubleshooting view (DD422iE)
1. If a red X is shown on top of the module, the module is offline and not
working.
2. Various components in the system, such as valves. For more information,
refer to electrical diagrams.
3. Module output pins (such as XSt53, XSt34...) that control the
components. For more information, refer to electrical diagrams.
4. Individual valve IDs (Y961, Y960...). The value after the ID shows the
control current that is received when using the control device.
5. A gray signaling arrow before a component shows that the signaling
connection is inactive. A colored arrow indicates that the signal is active
and the component is being controlled. If a certain signal should be
active and it is shown as grey, that component is probably causing the
problem. Note that an inactive signal does not mean that the component
is not working.

ID: BG00434992 en-US I.001.1 2018-07-12
www.sandvik.com
BG00195564 en-US C.001.1 2016-11-22
Tire change and rim inspection

WARNING
ID: BG00195564 en-US C.001.1 2016-11-22
ID: BG00195564 en-US C.001.1 2016-11-22
Table of Contents
1 Introduction ................................................................... 7
1.1 The Purpose of these instructions ......................................................7
1.1.1 Validity of the manuals ................................................................ 7
2 Safety and Environmental Instructions ...................... 9

2.1 Safe removal of a wheel from a machine ........................................... 9
2.2 Safety when fitting tires ....................................................................... 10
3 Main components ..........................................................11

3.1 Tire markings ........................................................................................ 11
3.2 Rims ....................................................................................................... 11
3.2.1 Rim markings .............................................................................. 13
4 Maintenance and repair instructions .......................... 15

4.1 Typical defects that require parts replacements ............................... 15
4.2 Inspections on wheel components ..................................................... 16
4.2.1 Inspections before mounting a tire on a rim ................................ 16
4.2.2 Magnetic inspection on the rim ....................................................17
4.3 Mounting a tire on a rim ....................................................................... 18
4.3.1 Tire pressurization ....................................................................... 18
4.3.2 Safety cage ................................................................................. 19
4.4 Foam fillings ..........................................................................................21
4.4.1 General ........................................................................................21
4.4.2 Accepted foam fillings ................................................................. 21
4.4.3 Applying the foam fillings .............................................................21
4.4.4 Handling the foam filled tire .........................................................22
ID: BG00195564 en-US C.001.1 2016-11-22
ID: BG00195564 en-US C.001.1 2016-11-22
1 INTRODUCTION
1.1 The Purpose of these instructions
This manual contains supplementary information for operation,
maintenance and repair of a component.
Before operating, or performing maintenance or repair procedures for the
component or system described in this manual, read and understand the
information in operator´s and maintenance manuals supplied with the
machine. Pay special attention to the safety information in chapter "2 Safety
and environmental instructions" of those manuals.
1.1.1 Validity of the manuals
This manual, and especially the safety information, is valid only if no
unauthorized changes to the product are made.
Continuing improvement and advancement of product design might have
caused changes to your product which are not included in this publication.
Note also that if a third party has made changes to the product after
delivery from the manufacturer, this publication does not include information
on these changes or their influences on the product.
Whenever a question arises regarding your product, or this manual, please
consult your local Sandvik representative for the latest available
information.

ID: BG00195564 en-US C.001.1 2016-11-22

ID: BG00195564 en-US C.001.1 2016-11-22
2 SAFETY AND ENVIRONMENTAL INSTRUCTIONS

2.1 Safe removal of a wheel from a machine
Always follow both local and mine-specific safety regulations in
handling the wheels or the tires of the drill rigs.
Never go under the rig, when it has been lifted onto the jacks.
Always support the drill rig properly when detaching the wheels.
Also make sure that the support structure is strong enough as the
rigs weigh 3 000 – 60 000 kilos depending on the rig type. Pay special
attention to the load-carrying capacity of the ground on which the
support is placed.
Pay attention to the extra load caused by tirefills when handling the
wheel.
When removing the wheel of the oscillating axle, pay attention to the
changing weight of the axle and to the fact that the axle end of the
wheel to be detached can rise up. Crushing hazard! We recommend
using wooden wedges to prevent the swinging of the oscillating axle.
Note! It is recommended to let qualified personnel to inspect and assemble

the tires and rims.
The removal of a wheel is a specialist operation requiring special

equipment and knowledge.
Before removing a wheel always make sure that it is possible to work safely
and in accordance with the local and mine-specific safety regulations.
There shall be adequate tools and equipment available for the safe removal
of wheels.
Always before loosening any wheel nuts, check the following:
1. Has the tire been driven under inflated (80% or more under its
recommended operating pressure)? If in doubt check the pressure.
2. Is there an obvious or suspected damage on the tire or wheel
components?
If these conditions apply, prior to loosening any wheel nuts, the tire shall be
completely deflated by removing the valve core.
If the rim and tire are in good condition, deflate the tire to a pressure of 35
kPa (0.35 bar, 5 psi), prior to loosening any wheel nuts.

ID: BG00195564 en-US C.001.1 2016-11-22
If it is not possible to use any devices for removing the wheel, you must do
it by hand. This is done from behind, as seen from the direction of tire
tread. The wheel may tip over, which is why you must make sure there is
enough room for escaping the falling wheel. The wheel of a drill rig can
weigh several hundreds of kilos. Be cautious when servicing the wheel on
slanting surfaces.
Most drill rigs can be lifted onto their jacks so that the tire is visibly off the
ground. Always place a support under the axle, if you take the wheel off.
Unscrew the bolts and detach the wheel.
2.2 Safety when fitting tires

Always observe the following safety precautions when pressurizing a tire:
• Never use damaged rim or rim-parts.
• Use proper lubricant.
• If lock ring is displaced, deflate the tire by removing the valve core,
before adjusting.
• Do not use force and never hammer on inflated assemblies.
• Always use safety-cage when inflating.
• If no safety-cage is available, stand well away in the direction of the tire
tread. Always pressurize from a distance (at least 1.5 m).
• Use hearing protection.
• Never sit on or lean against a tire while inflating.
• Always supervise the tire during inflation.

ID: BG00195564 en-US C.001.1 2016-11-22
3 MAIN COMPONENTS
3.1 Tire markings
2
1
3
5
6
1 Tire width 2 Rim diameter

3 Ply rating (PR) 4 Operating environment
5 Year of manufacture 6 Manufacturer
(50=week n:o 50, 08=year
2008)
Sandvik uses tubeless tires with tube on drill rigs. When replacing the tire,
ensure the load capacity, size and type of the new tire are corresponding
the unit and rim specifications.
3.2 Rims
Rims are manufactured according to European Tyre and Rim Technical
Organisation (ETRTO) standards.
Sandvik use 4-piece tube type (TT) rims.
NOTE! It is prohibited to use any other than Sandvik rims on Sandvik drill
rigs!

ID: BG00195564 en-US C.001.1 2016-11-22
1 1 4
2
3 5
3
7 6
1 Side ring 2 Lock ring

3 Bead seat ring 4 Rim
5 Disc 6 Tube
7 Flap
Tires on tube type rims shall be fitted with appropriate tube and flap.
Ensure the fitted tire, tube and flap are correct for the rim size.

ID: BG00195564 en-US C.001.1 2016-11-22
3.2.1 Rim markings

Disc wheels are marked with the following information:
• Rim size designation
• Identification of the rim manufacturer
• Date of manufacture
Rings are marked with the following information:
• Identification of rim size to which the part may be fitted
• Identification of manufacturer
• Date of manufacture – at least the month and year
Rim size designation
8.5 – 20
• 8.5 width code (inch)
• 20 nominal diameter code (inch)

ID: BG00195564 en-US C.001.1 2016-11-22

ID: BG00195564 en-US C.001.1 2016-11-22
4 MAINTENANCE AND REPAIR INSTRUCTIONS

4.1 Typical defects that require parts replacements
• Cracks in the wheel disc face, in particular the bolt holes area and the
ventilation holes can be concerned
• Deformations or abnormal imprints in the bolt/stud fixings
• Leaks in tubeless tires derived by micro-cracks in the rim or by wear and
tear marks on the rim- tire matching surface
• Bent rim flanges (generally due to impacts against obstacles)
• Circumferential cracks on the rear flange or at the gutter in the base of
multipiece rims
• Broken, buckled side/kombi ring or excessive corrosion on rings of
multipiece rims
• Twisted rings, in particular lock and buckled rings
1 2 3 4 5
1 Cracks in rim shoulder and gutter

2 Cracks involving disc ventilation holes
3 Cracks in the bolt holes area
4 Broken (continuous) side ring
5 Buckled ("kombi" - side) ring
It is not allowed to perform any technical modification on the wheel.
The repair of a damaged rim or disc by heating, by welding, by

addition or removal of material is absolutely forbidden.
When disc wheel is damaged, change the whole disc wheel at once.
Do not change a single part of the disc wheel.
Note! Wear on rim flanges (top of the flanges) can be tolerated up to a

maximum of 10 % of the initial thickness of the rim material.

ID: BG00195564 en-US C.001.1 2016-11-22
4.2 Inspections on wheel components

4.2.1 Inspections before mounting a tire on a rim
The disassembling of wheels and inspection of wheel components is a
specialist operation requiring special skills and knowledge.
All multi-piece wheel components shall be inspected before assembly.
Inspect and ensure that the tire and rim components match.
Do not reuse any rim or rim component that is:
• Bent out of shape
• Corroded
• Broken
• Cracked
1
1. Stretched
Note! Never use a stretched lock ring (closing ring).
Do not use rims if:

• Bolt holes are worn or elliptic.
• The rim has been repaired by welding.
• The rim has extreme wear on the bead seating area.
Rim flanges, rings and rim tire bead seating surfaces shall be free of dirt
and surface rust.

ID: BG00195564 en-US C.001.1 2016-11-22
Do not reuse tires if:

• The machine has been driven with empty or with notably low pressure.
• There are signs of aging in the tire or the tire is over 10 years old.
• The general condition of the tire is poor, e.g.: there are fractures or too
little tread left.
• The tire is irreparably damaged.
• The tire has been running repaired.
Check that the tire is clean and dry and that there is no foreign material
inside.
Multi-piece wheel components shall not be interchanged. Use only spare
parts provided in the spare parts package provided by Sandvik for the
applicable rim.
4.2.2 Magnetic inspection on the rim
A magnetic particle inspection should usually be performed when service
hours on the rim have reached 12 000 to 15 000 hours. If the inspection is
not carried out, the rim and its parts shall be removed from service.
Consult the rim manufacturer on the recommended hours for magnetic
inspections on rims.
The inspection shall always be repeated at the every following 12 000 to 15
000 hour intervals.
If damage is found during visual inspection the magnetic particle inspection
shall be done immediately before continuing the rim use. If the inspection is
not carried out, the rim shall immediately be removed from service.
To perform a magnetic particle inspection on a rim assembly, the tire must
be removed first.
Note! This instruction is a guideline. Always follow the regulatory agency,
statutory authority or mine-specific rules concerning the magnetic
inspections on rims.

ID: BG00195564 en-US C.001.1 2016-11-22
4.3 Mounting a tire on a rim

4.3.1 Tire pressurization
The fitting of tires is a specialist operation requiring special equipment and
knowledge.
The tire should not be inflated above a pressure of 50 kPa (7 psi , 0.5 bar),
before the components are checked for correct installation.
Once the tire is mounted on a rim and all components are correctly
positioned, continue inflating, stopping at 150 kPa (22 psi, 1.5 bar).
Never exceed inflating over 150 kPa (22 psi, 1.5 bar) without safety
arrangements!
Ensure that the beads are correctly located against the rim flange. Inspect
the tire and ensure that the tire has no deformations. Any deformation
requires examination by a specialist.
Only after these precautions shall the inflating be continued, in a safety
cage or other restraining device, to the recommended operating pressure.
Never exceed the maximum permitted air pressure.
If there exists no ”maximum permitted pressure” marking on the tire, check
the rig's operator manual, consult the tire manufacturer or importer for the
maximum pressure or recommended operating pressure for the given tire
and rim.
It is recommended to mark the pressure recommendation in the rig manual
for future purposes.
Note! Check the rig's operator manual, chapter "carrier maintenance" for
correct tire filling pressures.

ID: BG00195564 en-US C.001.1 2016-11-22
4.3.2 Safety cage

Always use a safety cage whenever possible.
Safety cage is a safety device for the pressurization of tires and designed
to minimize the consequences of an exploding tire. The safety net around
the safety cage will stop any propelling rim components or pieces of Tire in
the case of an exploding tire.
Safety cage with an automatic tire inflator.
After the inflation, the tire and wheel components shall be inspected while
still in the restraining device (safety cage) to make sure that they are
properly seated and locked.
If further adjustment to the tire or wheel components is necessary, the tire
shall be deflated by removal of the valve core before the adjustment is
made.
Always observe the following precautions when pressurizing a tire:
Work with care and caution.
Always inspect that tire and the rim components match before
inflating the tire. Make sure the tire fits the rim. Pay special attention
to the compatibility of the closed rim parts to each other, and make
sure all the parts are in correct place.

ID: BG00195564 en-US C.001.1 2016-11-22
Always use a safety cage or some other safety device when inflating
the tires. Never pressurize the tires of heavy machines over 150 kPa
(22 psi, 1.5 bar) without a safety cage or taking other sufficient safety
precautions. After pressurization, always check that the tire sits on
the rim correctly before removing the wheel from the safety cage.
Leave the wheel attached to the mounting machine or to the vehicle.

The wheel will stay put even if the tire explodes while it is being
inflated.
Always wear hearing protectors. Even when removing the valve, 90

dB noise limit is exceeded. In case of tire explosion, if hearing
protectors are not used, hearing will be permanently damaged.
Never stand beside the wheel, sit on the tire or lean over the tire
while inflating the tire. Inflate the tire from an appropriate distance.
Stand far enough (at least 1.5 m) and on the side of the tread. Use the
kind of mouth piece for the air hose that can be locked to the valve.
Observe the tire as it is being inflated. Monitor the pressurization and

make sure the tire beads rise properly onto the rim. Make sure that
the parts of the multi-piece rim have been positioned correctly. Take
the tire with the multi-piece rim to the safety cage after
pressurization to 150 kPa (22 psi, 1.5 bar).
Unauthorized people are not allowed in the vicinity of the wheel

during the tire is being inflated.
If you notice anything abnormal, empty and check the tire, the rim
and the mounting. If the tire will not rise normally onto the rim, or if
you hear a creaky noise during the pressurization, empty the tire and
remove it from the rim and find out the reason for the problem. Never
use a damaged tire.

ID: BG00195564 en-US C.001.1 2016-11-22
4.4 Foam fillings

4.4.1 General
Sandvik provides foam filled tires as an option. Foam filled tires could be
the solution for challenging road conditions. Tire won't get flat causing
downtime. Foam filling also improves the safety; hazard of losing stability
unexpectedly during tramming is avoided and dangerous tire inflating and
tire pressure check procedures are not needed.
Issues to remember when using tire fillings:
• Rolling resistance of foam filled tire is higher due the weight increase.
• Tramming speed should be reduced with foam filled tires.
• Foam filled tires changes machine's tramming comfort and
characteristics due to more rigid structure.
4.4.2 Accepted foam fillings
Before using the foam filled tires or filling the tire with the foam, make sure
that the fillings are applicable to the machine.
Increased tire mass with foam filled tires stresses the axles and
transmission more than air filled tires. Sandvik (axle manufacturer) has
approved the use of following fillings:
TyrFil XL (hardness of 15 shore A)
Zeus Polyfill SOFT (hardness of 12-15 shore)
Note! Filling above can only be used on those product models where the
use of filling is approved/provided by Sandvik. Filling shall be used
only with the tire brands and tire types used by Sandvik. Contact
Sandvik for filling availability for your product.
Use of any other brand/type filling should be approved by Sandvik case by

case. Use of any other brand/type filling without Sandvik approval will void
the warranty in case of:
• Wheel and wheel assembly failures
• Rim failures
• Axle failures
• Any other failures caused directly or indirectly by the use of disapproved
foam fillings
4.4.3 Applying the foam fillings
Sandvik recommends filling the tires only by dealers authorized by the tire
manufacturer. Foam filling procedure requires special equipment and
knowledge.
Before filling the foam, rim assembly and rim components shall be
inspected for cracks, wear and other possible failures. See chapter
"Inspections on wheel components".

ID: BG00195564 en-US C.001.1 2016-11-22
4.4.4 Handling the foam filled tire

Sandvik installed foam filled tires can be separated from Sandvik air filled
ones by checking the installation of the inflating valve. The valve is rotated
180 degrees and is pointing "inside" when foam fillings are used to prevent
unnecessary access to inflating valve. See pictures.
Inflating valve with foam fill (pointing in)
Inflating valve with air fill (pointing out)
Note! Increased tire weight must be considered when handling the tire. A
foam filled tire assembly weights up to twice as much as an air filled tire
assembly.
The foam fillings cannot be reused and are harmful to environment.
Disposal of foam filled tires shall be done according to local regulations
together with the instructions given by the manufacturer of the foam fillings
and foam dealer.

ID: BG00195564 en-US C.001.1 2016-11-22
www.sandvik.com
BG00429017 en-US C.001.1 2017-11-21
Cummins engine fault codes

WARNING
ID: BG00429017 en-US C.001.1 2017-11-21
ID: BG00429017 en-US C.001.1 2017-11-21
Table of Contents
1 Engine fault detection ...................................................7

1.1 Fault detection (method 1) ...................................................................7
1.2 Fault Detection (method 2) .................................................................. 7
2 Engine fault codes ........................................................ 9

2.1 SAE Diagnostic Trouble Codes and Cummins Fault Codes .............9
ID: BG00429017 en-US C.001.1 2017-11-21
ID: BG00429017 en-US C.001.1 2017-11-21
1 ENGINE FAULT DETECTION

1.1 Fault detection (method 1)
Engine alarms are displayed on the tramming display and more detailed
information about the alarm can be found as follows:
From the main display, select → Log or select alert icon

From the opened list, select engine alarm you want more info about and
then select Details. For instance engine fault code: 111 SPN 3 FMI where
111 SPN refers to the second and 3 FMI to the third column in the fault
code list SAE Diagnostic Trouble Codes and Cummins Fault Codes:
Cummins J1939 J1939 Lamp J1939 SPN De-

Cummins Description
Code SPN FMI Color scription
Coolant Level Sensor 1 Circuit -
Engine Coolant
195 111 3 Amber Voltage above normal, or shorted to
Level
high source
Related topics
• SAE Diagnostic Trouble Codes and Cummins Fault Codes (Page 9)
1.2 Fault Detection (method 2)

Faults are detected while the 'Diesel engine start/stop' switch (S2) is on,
during the operation of the machine itself. If a fault becomes active
(currently detected) at this time, a fault is logged in memory and a snapshot
of engine parameters is logged. In addition, certain faults may illuminate the
warning lamp (amber) or the engine shutdown indicator light (red).
Fault Diagnostics
1. Entering Diagnostic Mode:
• The 'Diesel engine start/stop' switch (S2) must be on position (B)
with the engine not running and the 'Diagnostic/manual regeneration
switch' (S22) must be turned to the position C.
B C
+
S22
• The ECM will automatically blink the first fault code after the
'Diagnostic/manual regeneration switch' (S22) is turned on. Each
active fault shall blink twice, wrapping around to the first fault code at
the end.
2. Blinking of Fault Codes:

ID: BG00429017 en-US C.001.1 2017-11-21
• The figure below shows the pattern of the fault code blinking scheme
as indicated by the 'Engine shutdown indicator light' (1) and 'Check
engine warning light' (2). A pause between fault codes lasts 2
seconds.
Each block represents 0.5 seconds 1 2

Y = Check engine warning light (2) ON
R = Engine shutdown indicator light (1) ON
P
Turn ON Diagnostic/manual regeneration switch (S22) Next Fault Code
YY Y Y YY YY YY YY
R R R R R R R R R R R R R R
3 2 2 Pause Pause Pause
Fault code 322 blinking Fault code 322 repeated
Example Fault Code Sequences

ID: BG00429017 en-US C.001.1 2017-11-21
2 ENGINE FAULT CODES

2.1 SAE Diagnostic Trouble Codes and Cummins Fault Codes
Cummins
J1939 J1939 J1939 SPN De-
Fault Lamp Cummins Description
SPN FMI scription
Code
Engine Control Module Critical Inter-
111 629 12 Red Controller #1 nal Failure - Bad intelligent device or
component
Engine Magnetic Speed/Position Lost
System Diagnos-
115 612 2 Red Both of Two Signals - Data erratic, in-
tic Code #2
termittent or incorrect
Engine Intake Intake Manifold 1 Pressure Sensor
122 102 3 Amber Manifold #1 Pres- Circuit - Voltage above normal, or
sure shorted to high source
Engine Intake Intake Manifold 1 Pressure Sensor
123 102 4 Amber Manifold #1 Pres- Circuit - Voltage below normal, or
sure shorted to low source
Engine Intake Intake Manifold 1 Pressure - Data
124 102 16 Amber Manifold #1 Pres- Valid But Above Normal Operating
sure Range - Moderately Severe Level
Accelerator Pedal or Lever Position
Accelerator Pedal
131 91 3 Red Sensor 1 Circuit - Voltage above nor-
Position 1
mal, or shorted to high source
Accelerator Pedal
132 91 4 Red Sensor 1 Circuit - Voltage below nor-
Position 1
mal, or shorted to low source
Remote Accelerator Pedal or Lever
Remote Accelera- Position Sensor 1 Circuit - Voltage
133 974 3 Red
tor Pedal Position above normal, or shorted to high
source
Remote Accelerator Pedal or Lever
Remote Accelera- Position Sensor 1 Circuit - Voltage
134 974 4 Red
tor Pedal Position below normal, or shorted to low
source
Engine Oil Rifle Pressure 1 Sensor
Engine Oil Pres-
135 100 3 Amber Circuit - Voltage above normal, or
sure
shorted to high source
Engine Oil Rifle Pressure 1 Sensor
Engine Oil Pres-
141 100 4 Amber Circuit - Voltage below normal, or
sure
shorted to low source
Engine Oil Rifle Pressure - Data Valid
Engine Oil Pres-
143 100 18 Amber But Below Normal Operating Range -
sure
Moderately Severe Level

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Engine Coolant Temperature 1 Sen-
Engine Coolant
144 110 3 Amber sor Circuit - Voltage above normal, or
Temperature
Engine Coolant Temperature 1 Sen-
Engine Coolant
145 110 4 Amber sor Circuit - Voltage below normal, or
Temperature
Engine Coolant Temperature - Data
Engine Coolant
146 110 16 Amber Valid But Above Normal Operating
Temperature
Range - Moderately Severe Level
Accelerator Pedal or Lever Position 1
Accelerator Pedal
147 91 1 Red Sensor Circuit Frequency - Data valid
Position 1
but below normal operating Range
Accelerator Pedal Sensor 1 - Data valid but above nor-
148 91 0 Red
Position 1 mal operational range - Most Severe
Level
Engine Coolant Temperature - Data
Engine Coolant
151 110 0 Red valid but above normal operational
Temperature
range - Most Severe Level
Engine Intake Intake Manifold 1 Temperature Sen-
153 105 3 Amber Manifold 1 Tem- sor Circuit - Voltage above normal, or
perature shorted to high source
Engine Intake Intake Manifold 1 Temperature Sen-
154 105 4 Amber Manifold 1 Tem- sor Circuit - Voltage below normal, or
perature shorted to low source
Engine Intake Intake Manifold 1 Temperature - Data
155 105 0 Red Manifold 1 Tem- valid but above normal operational
perature range - Most Severe Level
Sensor supply Sensor Supply 2 Circuit - Voltage be-
187 3510 4 Amber
voltage 2 low normal, or shorted to low source
Coolant Level Sensor 1 Circuit - Volt-
Engine Coolant
195 111 3 Amber age above normal, or shorted to high
Level
source
Engine Coolant
196 111 4 Amber age below normal, or shorted to low
Level
source
Coolant Level - Data Valid But Below
Engine Coolant
197 111 18 Amber Normal Operating Range - Moderate-
Level
ly Severe Level

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Barometric Pressure Sensor Circuit -
Barometric Pres-
sure
high source
Barometric Pressure Sensor Circuit -
Barometric Pres-
sure
low source
Sensor Supply 2 Circuit - Voltage
Sensor supply
227 3510 3 Amber above normal, or shorted to high
voltage 2
source
Engine Crankshaft Speed/Position -
234 190 0 Red Engine Speed Data valid but above normal opera-
tional range - Most Severe Level
Coolant Level - Data valid but below
Engine Coolant
235 111 1 Red normal operational range - Most Se-
Level
vere Level
Engine External External Speed Command Input
237 644 2 Amber Speed Command (Multiple Unit Synchronization) - Data
Input erratic, intermittent or incorrect
238 3511 4 Amber
Sensor supply
voltage 3
source
Wheel-Based Ve- Wheel-Based Vehicle Speed - Data
241 84 2 Amber
hicle Speed erratic, intermittent or incorrect
Wheel-Based Vehicle Speed Sensor
Wheel-Based Ve-
242 84 10 Amber Circuit tampering has been detected -
hicle Speed
Abnormal rate of change
Engine Fan
Fan Control Circuit - Voltage below
245 647 4 Amber Clutch 1 Output
normal, or shorted to low source
Device Driver
Ambient Air Temperature Sensor 1
Ambient Air Tem-
perature
Ambient Air Temperature Sensor 1
Ambient Air Tem-
perature
Engine Fuel Engine Fuel Pump Pressurizing As-
271 1347 4 Amber Pump Pressuriz- sembly 1 Circuit - Voltage below nor-
ing Assembly #1 mal, or shorted to low source

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
272 1347 3 Amber Pump Pressuriz- sembly 1 Circuit - Voltage above nor-
ing Assembly #2 mal, or shorted to high source
281 1347 7 Amber Pump Pressuriz- sembly 1 - Mechanical system not re-
ing Assembly #3 sponding or out of adjustment
J1939 Network
#1, Primary Vehi-
SAE J1939 Multiplexing PGN Time-
285 639 9 Amber cle Network (pre-
out Error - Abnormal update rate
viously SAE
J1939 Data Link)
J1939 Network
#1, Primary Vehi-
SAE J1939 Multiplexing Configura-
286 639 13 Amber cle Network (pre-
tion Error - Out of Calibration
viously SAE
J1939 Data Link)
SAE J1939 Multiplexing Remote Ac-
Remote Accelera- celerator Pedal or Lever Position
288 974 19 Red
tor Pedal Position Sensor System - Received Network
Data In Error
Proprietary Data- Proprietary Datalink Error (OEM/Vehi-
291 625 9 Red
link cle Datalink) - Abnormal update rate
Auxiliary Temper- Auxiliary Temperature Sensor Input 1
292 441 14 Red
ature 1 - Special Instructions
Auxiliary Temperature Sensor Input 1
Auxiliary Temper-
ature 1
Auxiliary Temper-
ature 1
Auxiliary Pressure Auxiliary Pressure Sensor Input 2 -
296 1388 14 Red
#2 Special Instructions
Auxiliary Pressure Sensor Input 2 Cir-
Auxiliary Pressure
297 1388 3 Amber cuit - Voltage above normal, or short-
#2
ed to high source
Auxiliary Pressure
298 1388 4 Amber cuit - Voltage below normal, or short-
#2
ed to low source
Injector Solenoid Driver Cylinder 1
Engine Injector
322 651 5 Amber Circuit - Current below normal or
Cylinder #01
open circuit

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Engine Injector
Cylinder #05
open circuit
Engine Injector
Cylinder #03
open circuit
Engine Injector
Cylinder #06
open circuit
Engine Injector
Cylinder #02
open circuit
Engine Injector
Cylinder #04
open circuit
Idle Shutdown Ve-
Idle Shutdown Vehicle Accessories
hicle Accessories
338 1267 3 Amber Relay Driver Circuit - Voltage above
Relay Driver Cir-
normal, or shorted to high source
cuit
Idle Shutdown Ve-
Idle Shutdown Vehicle Accessories
hicle Accessories
339 1267 4 Amber Relay Driver Circuit - Voltage below
Relay Driver Cir-
cuit
Engine Control Module Warning Inter-
343 629 12 Amber Controller #1 nal Hardware Failure - Bad intelligent
device or component
Transmission Output Shaft Speed -
Transmission Out-
349 191 16 Amber Data Valid But Above Normal Operat-
put Shaft Speed
ing Range - Moderately Severe Level
ECU Power Out-
Injector Power Supply - Bad intelli-
351 3597 12 Amber put Supply Volt-
gent device or component
age #1
352 3509 4 Amber
Sensor supply
voltage 1
source
Engine Oil Rifle Pressure - Data valid
Engine Oil Pres-
415 100 1 Red but below normal operational range -
sure
Most Severe Level

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Water in Fuel Indicator - Data Valid
Amber Water In Fuel Indi-
418 97 15 But Above Normal Operating Range -
(Blinking) cator
Least Severe Level
Water in Fuel Indicator Sensor Circuit
Water In Fuel Indi-
428 97 3 Amber - Voltage above normal, or shorted to
cator
high source
Water in Fuel Indicator Sensor Circuit
Water In Fuel Indi-
429 97 4 Amber - Voltage below normal, or shorted to
cator
low source
Accelerator Pedal or Lever Idle Vali-
Accelerator Pedal
431 558 2 Amber dation Switch - Data erratic, intermit-
1 Low Idle Switch
tent or incorrect
Accelerator Pedal
432 558 13 Red dation Switch Circuit - Out of Calibra-
1 Low Idle Switch
tion
Engine Oil Pres- Engine Oil Rifle Pressure - Data er-
435 100 2 Amber
sure ratic, intermittent or incorrect
Battery 1 Voltage - Data Valid But Be-
Battery Potential /
441 168 18 Amber low Normal Operating Range - Mod-
Power Input 1
erately Severe Level
Battery 1 Voltage - Data Valid But
Battery Potential /
442 168 16 Amber Above Normal Operating Range -
Power Input 1
Engine Injector Injector Metering Rail 1 Pressure -
449 157 0 Red Metering Rail 1 Data valid but above normal opera-
Pressure tional range - Most Severe Level
Engine Injector Injector Metering Rail 1 Pressure
451 157 3 Amber Metering Rail 1 Sensor Circuit - Voltage above nor-
Pressure mal, or shorted to high source
452 157 4 Amber Metering Rail 1 Sensor Circuit - Voltage below nor-
Pressure mal, or shorted to low source
483 1349 3 Amber Metering Rail 2 Sensor Circuit - Voltage above nor-
Pressure mal, or shorted to high source
488 105 16 Amber Manifold Temper- Valid But Above Normal Operating
ature Range - Moderately Severe Level
Transmission Output Shaft Speed -
Transmission Out-
489 191 18 Amber Data Valid But Below Normal Operat-
put Shaft Speed

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Engine Synchroni- Multiple Unit Synchronization Switch -
497 1377 2 Amber
zation Switch Data erratic, intermittent or incorrect
Sensor supply
voltage 6
source
516 3514 4 Amber
Auxiliary Intermediate (PTO) Speed
System Diagnos-
523 611 2 Amber Switch Validation - Data erratic, inter-
tic Code #1
mittent or incorrect
Auxiliary Input/Output 2 Circuit - Volt-
527 702 3 Amber Auxiliary I/O #02 age above normal, or shorted to high
source
Auxiliary Input/Output 3 Circuit - Volt-
529 703 3 Amber Auxiliary I/O #03 age above normal, or shorted to high
source
Fuel Delivery Pressure Sensor Circuit
Engine Fuel Deliv-
546 94 3 Amber - Voltage above normal, or shorted to
ery Pressure
high source
Fuel Delivery Pressure Sensor Circuit
Engine Fuel Deliv-
547 94 4 Amber - Voltage below normal, or shorted to
ery Pressure
low source
553 157 16 Amber Metering Rail 1 Data Valid But Above Normal Operat-
Pressure ing Range - Moderately Severe Level
Crankcase Pressure - Data Valid But
Engine Crankcase
555 101 16 Amber Above Normal Operating Range -
Pressure
Crankcase Pressure - Data valid but
Engine Crankcase
556 101 0 Red above normal operational range -
Pressure
Most Severe Level
559 157 18 Amber Metering Rail 1 Data Valid But Below Normal Operat-
Pressure ing Range - Moderately Severe Level
Starter Relay Driver Circuit - Voltage
Engine Starter
Motor Relay
source
Starter Relay Driver Circuit - Voltage
Engine Starter
585 677 4 Amber below normal, or shorted to low
Motor Relay
source

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Turbocharger 1 Speed - Data Valid
Engine Turbo-
595 103 16 Amber But Above Normal Operating Range -
charger 1 Speed
Engine External Auxiliary Commanded Dual Output
599 640 14 Red
Protection Input Shutdown - Special Instructions
Amber Engine Oil Engine Oil Change Interval - Condi-
649 1378 31
(Blinking) Change Interval tion Exists
Engine Turbo-
687 103 18 Amber But Below Normal Operating Range -
charger 1 Speed
689 190 2 Amber Engine Speed
Data erratic, intermittent or incorrect
Engine Turbo-
Turbocharger 1 Compressor Intake
charger 1 Com-
691 1172 3 Amber Temperature Circuit - Voltage above
pressor Intake
Temperature
Engine Turbo-
charger 1 Com-
692 1172 4 Amber Temperature Circuit - Voltage below
pressor Intake
Temperature
Engine Speed / Position Camshaft
and Crankshaft Misalignment - Me-
731 723 7 Amber Engine Speed 2
chanical system not responding or
out of adjustment
Engine Turbo-
charger 1 Com-
741 1176 3 Amber Pressure Circuit - Voltage above nor-
pressor Intake
Pressure
Engine Turbo-
charger 1 Com-
742 1176 4 Amber Pressure Circuit - Voltage below nor-
pressor Intake
Pressure
Engine Turbo-
charger 1 Com-
743 1176 2 Amber Pressure - Data erratic, intermittent or
pressor Intake
incorrect
Pressure
Engine Camshaft Speed / Position
778 723 2 Amber Engine Speed 2 Sensor - Data erratic, intermittent or
incorrect
ECU Power Out-
Power Supply Lost With Ignition On -
1117 3597 2 None put Supply Volt-
age #1

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Injector Solenoid Driver Cylinder 2 -
Engine Injector
1141 652 7 Amber Mechanical system not responding or
Cylinder #02
out of adjustment
Engine Injector
Cylinder #03
out of adjustment
Engine Injector
Cylinder #04
out of adjustment
Engine Injector
Cylinder #05
out of adjustment
Engine Injector
Cylinder #06
out of adjustment
Accelerator Pedal
1239 2623 3 Amber Sensor 2 Circuit - Voltage above nor-
#1 Channel 2
Accelerator Pedal
1241 2623 4 Amber Sensor 2 Circuit - Voltage below nor-
#1 Channel 2
Accelerator Pedal
1242 91 2 Red Sensor 1 - Data erratic, intermittent or
Position 1
incorrect
Accelerator Pedal
1358 91 3 Amber Sensor 1 Circuit - Voltage above nor-
Position 1
Accelerator Pedal
1359 91 4 Amber Sensor 1 Circuit - Voltage below nor-
Position 1
Overspeed Shutdown Relay Driver
Overspeed Shut-
1427 4185 31 Amber Diagnostic has detected an error -
down Relay Driver
Condition Exists
Low Oil Pressure Low Oil Pressure (LOP) Shutdown
1428 4186 31 Amber Shutdown Relay Relay Driver Diagnostic has detected
Driver an error - Condition Exists
High Engine Temperature (HET)
High Engine Tem-
Shutdown Relay Driver Diagnostic
1429 4187 31 Amber perature Shut-
has detected an error - Condition Ex-
down Relay Driver
ists

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Pre-Low Oil Pres- Pre-Low Oil Pressure Warning Relay
1431 4188 31 Amber sure Indicator Re- Driver Diagnostic has detected an er-
lay Driver ror - Condition Exists
Pre-High Engine
Pre-High Engine Temperature Warn-
Temperature
1432 4223 31 Amber ing Relay Driver Diagnostic has de-
Warning Relay
tected an error - Condition Exists
Driver
SAE J1939 Multiplexed Accelerator
Accelerator Pedal
1515 91 19 Red Pedal or Lever Sensor System - Re-
Position 1
ceived Network Data In Error
Auxiliary Pressure
#1
ed to high source
Auxiliary Pressure
#1
ed to low source
Engine Misfire Engine Misfire Cylinder 1 - Condition
1654 1323 31 Amber
Cylinder #1 Exists
1655 1324 31 Amber
Cylinder #2 Exists
1656 1325 31 Amber
Cylinder #3 Exists
1657 1326 31 Amber
Cylinder #4 Exists
1658 1327 31 Amber
Cylinder #5 Exists
1659 1328 31 Amber
Cylinder #6 Exists
Aftertreatment 1
Aftertreatment 1 Diesel Oxidation
1664 4796 31 Amber Diesel Oxidation
Catalyst Missing - Condition Exists
Catalyst Missing
Aftertreatment 1 Diesel Exhaust Fluid
Aftertreatment 1
Tank Level Sensor Circuit - Voltage
1668 1761 4 Amber Diesel Exhaust
below normal, or shorted to low
Fluid Tank Level
source
Aftertreatment 1
Tank Level Sensor Circuit - Voltage
above normal, or shorted to high
Fluid Tank Level
source

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Aftertreatment 1
Tank Level - Data valid but below nor-
mal operational range -Most Severe
Fluid Tank Level
Level
Aftertreatment 1 Aftertreatment 1 Diesel Exhaust Fluid
Diesel Exhaust Tank Temperature Sensor - Voltage
1677 3031 4 Amber
Fluid Tank Tem- below normal, or shorted to low
perature source
1678 3031 3 Amber
Fluid Tank Tem- above normal, or shorted to high
perature source
Aftertreatment 1
Diesel Exhaust
1679 3031 2 Amber Tank Temperature - Data erratic, in-
Fluid Tank Tem-
perature
Aftertreatment 1
Diesel Exhaust
1682 3362 31 Amber Dosing Unit Input Lines - Condition
Fluid Dosing Unit
Exists
Input Lines
Aftertreatment 1
Diesel Exhaust
1683 3363 3 Amber Tank Heater - Voltage above normal,
Fluid Tank 1 Heat-
or shorted to high source
er
Aftertreatment 1
Diesel Exhaust
1684 3363 4 Amber Tank Heater - Voltage below normal,
Fluid Tank 1 Heat-
or shorted to low source
er
Aftertreatment 1
Aftertreatment Diesel Exhaust Fluid
Diesel Exhaust
1685 3364 4 Amber Quality Sensor Circuit - Voltage be-
Fluid Tank 1 Qual-
low normal, or shorted to low source
ity
Aftertreatment 1 Aftertreatment Diesel Exhaust Fluid
Diesel Exhaust Quality Sensor Circuit - Voltage
1686 3364 3 Amber
Fluid Tank 1 Qual- above normal, or shorted to high
ity source
Aftertreatment 1 Aftertreatment 1 Diesel Oxidation
Diesel Oxidation Catalyst Conversion Efficiency - Data
1691 5298 18 Amber
Catalyst Conver- Valid But Below Normal Operating
sion Efficiency Range - Moderately Severe Level
Aftertreatment 1 Aftertreatment 1 Outlet NOx Sensor -
1694 3226 2 Amber
Outlet NOx Data erratic, intermittent or incorrect

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Sensor supply Sensor Supply 5 - Voltage above nor-
1695 3513 3 Amber
voltage 5 mal, or shorted to high source
Sensor supply Sensor Supply 5 - Voltage below nor-
1696 3513 4 Amber
voltage 5 mal, or shorted to low source
Diesel Exhaust Tank Heater - Data Valid But Below
1712 3363 18 Amber
Fluid Tank 1 Heat- Normal Operating Range - Moderate-
er ly Severe Level
Diesel Exhaust Tank Heater - Data Valid But Above
1713 3363 16 Amber
er ly Severe Level
Aftertreatment 1
Diesel Exhaust Aftertreatment Diesel Exhaust Fluid
1714 3364 13 Amber
Fluid Tank 1 Qual- Quality - Out of Calibration
ity
Aftertreatment 1
1715 3364 11 Amber
Fluid Tank 1 Qual- Quality - Root Cause Not Known
ity
Crankcase Pressure Circuit - Voltage
Engine Crankcase
Pressure
source
Crankcase Pressure Circuit - Voltage
Engine Crankcase
Pressure
source
Water in Fuel Indicator - Data Valid
Water In Fuel Indi-
1852 97 16 Amber But Above Normal Operating Range -
cator
Engine Exhaust
Exhaust Gas Recirculation Differen-
Gas Recirculation
1866 411 2 Amber tial Pressure - Data erratic, intermit-
1 Differential
tent or incorrect
Pressure
Aftertreatment 1
Aftertreatment Diesel Particulate Fil-
Diesel Particulate
1879 3251 3 Amber ter Differential Pressure Sensor Cir-
Filter Differential
cuit - Voltage above normal
Pressure
Aftertreatment 1
Diesel Particulate
1881 3251 4 Amber ter Differential Pressure Sensor Cir-
Filter Differential
cuit - Voltage below normal
Pressure

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Aftertreatment 1
Diesel Particulate
1883 3251 2 Amber ter Differential Pressure Sensor - Da-
Filter Differential
ta erratic, intermittent or incorrect
Pressure
Aftertreatment 1 Intake NOx Sensor
Aftertreatment 1
Intake NOx
Aftertreatment 1 Outlet NOx Sensor
Aftertreatment 1
Outlet NOx
Engine Variable
Geometry Turbo- VGT Actuator Driver Circuit - Abnor-
1894 641 9 Amber
charger Actuator mal update rate
#1
Engine Exhaust
Gas Recirculation EGR Valve Controller - Out of Cali-
1896 2791 13 Amber
1 (EGR1) Valve bration
Control
Engine Variable
Geometry Turbo- VGT Actuator Controller - Out of Cali-
1898 641 13 Amber
charger Actuator bration
#1
Aftertreatment 1
Diesel Particulate
1921 3251 16 Amber ter Differential Pressure - Data Valid
Filter Differential
But Above Normal Operating Range
Pressure
Aftertreatment 1
Diesel Particulate
1922 3251 0 Red ter Differential Pressure - Data valid
Filter Differential
but above normal Operating Range
Pressure
ECU Power Output Supply Voltage 1
ECU Power Out-
- Data Valid But Below Normal Oper-
1938 3597 18 Amber put Supply Volt-
ating Range - Moderately Severe
age #1
Level
Engine Crankcase Crankcase Pressure - Data erratic,
1942 101 2 Amber
Pressure intermittent or incorrect
Engine Exhaust EGR Valve Control Circuit Over Tem-
Gas Recirculation perature - Data Valid But Above Nor-
1961 2791 15 Amber
1 (EGR1) Valve mal Operating Range - Least Severe
Control Level

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Engine Variable VGT Actuator Driver Over Tempera-
Geometry Turbo- ture (Calculated) - Data Valid But
1962 641 15 Amber
charger Actuator Above Normal Operating Range -
#1 Least Severe Level
Crankcase Pressure - Data Valid But
Amber Engine Crankcase
1974 101 15 Above Normal Operating Range -
(Blinking) Pressure
Least Severe Level
Engine Variable VGT Actuator Driver Over Tempera-
Geometry Turbo- ture (Calculated) - Data Valid But
1976 641 15 None
charger Actuator Above Normal Operating Range -
#1 Least Severe Level
Aftertreatment Aftertreatment 1 Diesel Particulate
1981 3936 15 Amber Diesel Particulate Filter System - Data Valid But Above
Filter System Normal Operating Range - Level
Aftertreatment 1
Aftertreatment 1 Diesel Particulate
1993 4795 31 Amber Diesel Particulate
Filter Missing - Condition Exists
Filter Missing
Sensor supply
voltage 4
source
2186 3512 4 Amber
Engine Variable
Geometry Turbo- VGT Actuator Driver Circuit - Root
2198 641 11 Amber
charger Actuator Cause Not Known
#1
Engine Exhaust EGR Valve Position Circuit - Voltage
2272 27 4 Amber Gas Recirculation below normal, or shorted to low
1 Valve Position source
Engine Exhaust Exhaust Gas Recirculation Differen-
Gas Recirculation tial Pressure Sensor Circuit - Voltage
2273 411 3 Amber
1 Differential above normal, or shorted to high
Pressure source
Engine Exhaust Exhaust Gas Recirculation Differen-
Gas Recirculation tial Pressure Sensor Circuit - Voltage
2274 411 4 Amber
1 Differential below normal, or shorted to low
Pressure source
Engine Turbo-
2288 103 15 None But Above Normal Operating Range -
charger 1 Speed
Least Severe Level

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Engine Fuel Ac-
Electronic Fuel Injection Control
2311 633 31 Amber tuator 1 Control
Valve Circuit - Condition Exists
Command
2321 190 2 None Engine Speed
Engine Camshaft Speed / Position
2322 723 2 None Engine Speed 2 Sensor - Data erratic, intermittent or
incorrect
Engine Turbo-
Turbocharger Turbine Intake Temper-
charger 1 Calcu-
2346 2789 15 None ature - Data Valid But Above Normal
lated Turbine In-
Operating Range - Least Severe
take Temperature
Engine Exhaust
Gas Recirculation EGR Valve Control Circuit - Current
2349 2791 5 Amber
1 (EGR1) Valve below normal or open circuit
Control
Engine Exhaust
Gas Recirculation EGR Valve Control Circuit - Current
2353 2791 6 Amber
1 (EGR1) Valve above normal or grounded circuit
Control
Engine Exhaust
EGR Valve Control Circuit - Mechani-
Gas Recirculation
2357 2791 7 Amber cal system not responding or out of
1 (EGR1) Valve
adjustment
Control
Engine (Compres- Engine Brake Actuator Driver Output
2363 1073 4 Amber sion) Brake Out- 2 Circuit - Voltage below normal, or
put #2 shorted to low source
2367 1073 3 Amber sion) Brake Out- 2 Circuit - Voltage above normal, or
put #2 shorted to high source
Engine Fuel Filter Fuel Filter Differential Pressure - Data
2372 95 16 Amber Differential Pres- Valid But Above Normal Operating
sure Range - Moderately Severe Level
Exhaust Gas Pressure Sensor 1 Cir-
Engine Exhaust
Gas Pressure 1
ed to high source
Exhaust Gas Pressure Sensor 1 Cir-
Engine Exhaust
Gas Pressure 1
ed to low source
Engine Exhaust Exhaust Gas Recirculation Tempera-
2375 412 3 Amber Gas Recirculation ture Sensor Circuit - Voltage above
1 Temperature normal, or shorted to high source

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Engine Exhaust Exhaust Gas Recirculation Tempera-
2376 412 4 Amber Gas Recirculation ture Sensor Circuit - Voltage below
1 Temperature normal, or shorted to low source
Engine Fan
Fan Control Circuit - Voltage above
2377 647 3 Amber Clutch 1 Output
Device Driver
Engine Variable
VGT Actuator Driver Circuit (Motor) -
Geometry Turbo-
charger Actuator
out of adjustment
#1
Coolant Level - Data Valid But Below
Amber Engine Coolant
2448 111 17 Normal Operating Range - Least Se-
(Blinking) Level
vere Level
Engine Variable
Geometry Turbo- VGT Actuator Controller - Out of Cali-
2449 641 13 Red
charger Actuator bration
#1
2468 190 16 Amber Engine Speed Data Valid But Above Normal Operat-
Engine Exhaust Exhaust Gas Pressure 1 - Data errat-
2554 1209 2 Amber
Gas Pressure 1 ic, intermittent or incorrect
Engine Intake Air Heater 1 Circuit -
Engine Intake Air
Heater Driver #1
high source
Engine Intake Air
2556 729 4 Amber Voltage below normal, or shorted to
Heater Driver #1
low source
Auxiliary PWM Driver 1 Circuit - Volt-
Auxiliary PWM
2557 697 3 Amber age above normal, or shorted to high
Driver #1
source
Auxiliary PWM Driver 1 Circuit - Volt-
Auxiliary PWM
2558 697 4 Amber age below normal, or shorted to low
Driver #1
source
Engine Charge Air Engine Charge Air Cooler Outlet
2571 2630 3 Amber Cooler 1 Outlet Temperature - Voltage above normal,
Temperature or shorted to high source
Engine Charge Air Engine Charge Air Cooler Outlet
2572 2630 4 Amber Cooler 1 Outlet Temperature - Voltage below normal,
Temperature or shorted to low source

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Engine Variable
Geometry Turbo- VGT Actuator Controller - Bad intelli-
2634 641 12 Red
charger Actuator gent device or component
#1
Engine Variable
Geometry Turbo- VGT Actuator Driver Circuit - Condi-
2635 641 31 Red
charger Actuator tion Exists
#1
Engine Variable
Geometry Turbo- VGT Actuator Driver Circuit - Abnor-
2636 641 9 Red
charger Actuator mal update rate
#1
Aftertreatment Aftertreatment 1 Diesel Oxidation
2637 5018 11 None Diesel Oxidation Catalyst Face Plugged - Root Cause
Catalyst Not Known
None
----------
Diesel Oxidation Catalyst Conversion Efficiency - Data
2638 5298 17 Am-
Catalyst Conver- Valid But Below Normal Operating
berQSF3.
sion Efficiency Range - Moderately Severe Level
8
Aftertreatment 1
Diesel Particulate
2639 3251 15 None ter Differential Pressure - Data valid
Filter Differential
but above normal Operating Range
Pressure
Engine Coolant Engine Coolant Temperature - Condi-
2646 110 31 Amber
Temperature tion Exists
Engine Coolant Engine Coolant Temperature - Condi-
2659 110 31 None
Temperature tion Exists
Engine Diesel Particulate Filter Intake
Engine Diesel
Pressure - Data Valid But Above Nor-
2754 81 16 Amber Particulate Filter
mal Operating Range - Moderately
Intake Pressure
Severe Level
2771 3226 9 Amber
Outlet NOx Abnormal update rate
Diesel Particulate
Filter Active Re- Particulate Trap Active Regeneration
Amber
2777 3703 31 generation Inhibit- Inhibited Due to Inhibit Switch - Con-
(Blinking)
ed Due to Inhibit dition Exists
Switch

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Exhaust Gas Recirculation Tempera-
Engine Exhaust
ture - Data Valid But Above Normal
2961 412 15 None Gas Recirculation
Operating Range - Least Severe Lev-
1 Temperature
el
Exhaust Gas Recirculation Tempera-
Engine Exhaust
ture - Data Valid But Above Normal
2962 412 16 Amber Gas Recirculation
Operating Range - Moderately Se-
1 Temperature
vere Level
2964 105 15 None Manifold #1 Tem- Valid But Above Normal Operating
perature Range - Least Severe Level
2976 3361 2 Amber Diesel Exhaust Dosing Unit Temperature - Data errat-
Fluid Dosing Unit ic, intermittent or incorrect
Engine Torque Engine Torque Limit Feature - Special
2998 1632 14 Amber
Limit Feature Instructions
Diesel Particulate Filter Outlet Pressure Sensor Circuit -
3133 3610 3 Amber
Filter Outlet Pres- Voltage above normal, or shorted to
sure high source
3134 3610 4 Amber
Filter Outlet Pres- Voltage below normal, or shorted to
sure low source
Aftertreatment
Diesel Particulate
3135 3610 2 Amber Filter Outlet Pressure - Data erratic,
Filter Outlet Pres-
intermittent or incorrect
sure
Engine Air Shutoff Circuit - Voltage
Engine Air Shutoff
Status
source
Engine Air Shutoff Circuit - Voltage
Engine Air Shutoff
Status
source
Aftertreatment 1
Aftertreatment 1 SCR Intake Temper-
SCR Catalyst In-
3142 4360 3 Amber ature Sensor Circuit - Voltage above
take Gas Temper-
ature
Aftertreatment 1
SCR Catalyst In-
3143 4360 4 Amber ature Sensor Circuit - Voltage below
take Gas Temper-
ature

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Aftertreatment 1
SCR Catalyst In-
3144 4360 2 Amber ature Sensor - Data erratic, intermit-
take Gas Temper-
tent or incorrect
ature
Aftertreatment 1
Aftertreatment 1 SCR Outlet Temper-
SCR Catalyst
3146 4363 3 Amber ature Sensor Circuit - Voltage above
Outlet Gas Tem-
perature
Aftertreatment 1
SCR Catalyst
3147 4363 4 Amber ature Sensor Circuit - Voltage below
Outlet Gas Tem-
perature
Aftertreatment 1
SCR Catalyst
3148 4363 2 Amber ature Sensor - Data erratic, intermit-
Outlet Gas Tem-
tent or incorrect
perature
Aftertreatment 1
Aftertreatment 1 SCR Catalyst Sys-
3151 4794 31 Amber SCR Catalyst
tem Missing - Condition Exists
System
Aftertreatment 1
SCR Catalyst In-
3164 4360 15 None ature - Data Valid But Above Normal
take Gas Temper-
Operating Range - Least Severe
ature
Aftertreatment 1
SCR Catalyst
3165 4363 0 Red ature - Data valid but above normal
Outlet Gas Tem-
operational range - Most Severe
perature
Tachograph out- Tachograph Output Shaft Speed - Ab-
3186 1623 9 Amber
put shaft speed normal update rate
Tachograph out- Tachograph Output Shaft Speed -
3213 1623 19 Amber
put shaft speed Received Network Data In Error
Aftertreatment 1 Aftertreatment 1 Intake NOx Sensor -
3228 3216 2 Amber
Intake NOx Data erratic, intermittent or incorrect
Aftertreatment 1 Aftertreatment 1 SCR Intake Temper-
SCR Catalyst In- ature - Data valid but above normal
3229 4360 0 Red
take Gas Temper- operational range - Most Severe Lev-
ature el
Aftertreatment 1 Aftertreatment 1 SCR Intake Temper-
SCR Catalyst In- ature - Data Valid But Above Normal
3231 4360 16 Red
take Gas Temper- Operating Range - Moderately Se-
ature vere Level

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
3232 3216 9 Amber
Intake NOx Abnormal update rate
Aftertreatment 1 Aftertreatment 1 SCR Outlet Temper-
SCR Catalyst ature - Data Valid But Above Normal
3235 4363 16 Red
Outlet Gas Tem- Operating Range - Moderately Se-
perature vere Level
Aftertreatment 1
Diesel Exhaust
3237 4340 3 Amber Line Heater 1 Circuit - Voltage above
Fluid Line Heater
1 State
Aftertreatment 1
Diesel Exhaust
3238 4340 4 Amber Line Heater 1 Circuit - Voltage below
Fluid Line Heater
1 State
Aftertreatment 1
Diesel Exhaust
Fluid Line Heater
2 State
Aftertreatment 1
Diesel Exhaust
Fluid Line Heater
2 State
Aftertreatment 1
Diesel Exhaust
3242 3363 7 Amber Tank Heater - Mechanical system not
Fluid Tank 1 Heat-
responding or out of adjustment
er
Aftertreatment 1 Aftertreatment 1 Diesel Particulate
3245 3936 7 Amber Diesel Particulate Filter System - Mechanical system
Filter System not responding or out of adjustment
Diesel Oxidation Catalyst Intake Temperature - Data
3251 4765 16 Red
Catalyst Intake Valid But Above Normal Operating
Temperature Range
Aftertreatment 1
Diesel Particulate
3253 3242 16 Red Filter Intake Temperature - Data Valid
Filter Intake Gas
Temperature
Aftertreatment 1
Diesel Particulate
3254 3242 15 Amber Filter Intake Temperature - Data Valid
Filter Intake Gas
Temperature

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Aftertreatment 1
Diesel Particulate
3255 3246 16 Red Filter Outlet Temperature - Data Valid
Filter Outlet Gas
Temperature
Aftertreatment 1
Diesel Particulate
3256 3246 15 Amber Filter Outlet Temperature - Data Valid
Filter Outlet Gas
Temperature
Aftertreatment 1
Diesel Exhaust
3258 4340 5 Amber Line Heater 1 Circuit - Current below
Fluid Line Heater
normal or open circuit
1 State
Aftertreatment 1
Diesel Exhaust
Fluid Line Heater
2 State
Anti-theft Encryp-
Anti-theft Encryption Seed - Out of
3298 1194 13 Red tion Seed Present
Calibration
Indicator
Aftertreatment 1
Diesel Particulate
3311 3242 0 Red Filter Intake Temperature - Data valid
Filter Intake Gas
but above normal operation
Temperature
Aftertreatment 1
Diesel Particulate
3312 3246 0 Red Filter Outlet Temperature - Data valid
Filter Outlet Gas
but above normal operation
Temperature
Diesel Oxidation Catalyst Intake Temperature Sensor
3313 4765 4 Amber
Catalyst Intake Circuit - Voltage below normal, or
Temperature shorted to low source
Diesel Oxidation Catalyst Intake Temperature Sensor
3314 4765 3 Amber
Catalyst Intake Circuit - Voltage above normal, or
Temperature shorted to high source
Aftertreatment
Diesel Oxidation
3315 4765 2 Amber Catalyst Intake Temperature - Data
Catalyst Intake
erratic, intermittent or incorrect
Temperature

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Diesel Particulate Filter Intake Temperature Sensor Cir-
3316 3242 4 Amber
Filter Intake Gas cuit - Voltage below normal, or short-
Temperature ed to low source
Diesel Particulate Filter Intake Temperature Sensor Cir-
3317 3242 3 Amber
Filter Intake Gas cuit - Voltage above normal, or short-
Temperature ed to high source
Aftertreatment 1
Diesel Particulate
3318 3242 2 Amber Filter Intake Temperature - Data er-
Filter Intake Gas
ratic, intermittent or incorrect
Temperature
Diesel Particulate Filter Outlet Temperature Sensor Cir-
3319 3246 3 Amber
Filter Outlet Gas cuit - Voltage above normal, or short-
Temperature ed to high source
Diesel Particulate Filter Outlet Temperature Sensor Cir-
3321 3246 4 Amber
Filter Outlet Gas cuit - Voltage below normal, or short-
Temperature ed to low source
Aftertreatment 1
Diesel Particulate
3322 3246 2 Amber Filter Outlet Temperature - Data errat-
Filter Outlet Gas
ic, intermittent or incorrect
Temperature
SAE J1939 Multiplexed Accelerator
Accelerator Pedal
3326 91 9 Red Pedal or Lever Sensor System - Ab-
Position 1
normal update rate
Transmission Out- Transmission Output Shaft Speed -
3328 191 9 Amber
put Shaft Speed Abnormal update rate
J1939 Network #2 - Data erratic, in-
3329 1231 2 None J1939 Network #2
J1939 Network #3 - Data erratic, in-
3331 1235 2 None J1939 Network #3
Engine Air Filter Differential Pressure
Engine Air Filter 1
- Data Valid But Above Normal Oper-
3341 107 16 Amber Differential Pres-
sure
Level
Aftertreatment 1
Diesel Particulate
3375 5397 31 Amber ter Regeneration too Frequent - Con-
Filter Regenera-
dition Exists
tion too Frequent

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Aftertreatment 1
Diesel Particulate
3376 5319 31 Amber ter Incomplete Regeneration - Condi-
Filter Incomplete
tion Exists
Regeneration
Transmission Out- Transmission Output Shaft Speed -
3418 191 19 Amber
put Shaft Speed Received Network Data In Error
Sensor supply
voltage 7
source
3421 5125 4 Amber
Aftertreatment 1
Diesel Exhaust
Fluid Line Heater
3 State
Aftertreatment 1
Diesel Exhaust
Fluid Line Heater
3 State
Aftertreatment 1
Diesel Exhaust
Fluid Line Heater
3 State
Anti-Lock Braking Anti-Lock Braking (ABS) Controller -
3488 563 9 Amber
(ABS) Active Abnormal update rate
Aftertreatment 1
Amber Tank Level - Data Valid But Below
3497 1761 17 Diesel Exhaust
(Blinking) Normal Operating Range - Least Se-
Fluid Tank Level
vere Level
Aftertreatment 1
Amber Tank Level - Data Valid But Below
3498 1761 18 Diesel Exhaust
(Blinking) Normal Operating Range - Moderate-
Fluid Tank Level
ly Severe Level
Wheel-Based Ve- Wheel-Based Vehicle Speed - Re-
3525 84 19 Amber
hicle Speed ceived Network Data In Error
Accelerator Pedal
3527 558 19 Red dation Switch - Received Network
1 Low Idle Switch
Data In Error
Ambient Air Tem- Ambient Air Temperature - Abnormal
3531 171 9 Amber
perature update rate

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
NOx limits ex-
ceeded due to In- NOx limits exceeded due to Insuffi-
3543 4094 31 Amber sufficient Diesel cient Reagent Quality - Condition Ex-
Exhaust Fluid ists
Quality
3545 3226 10 Amber
Outlet NOx Abnormal rate of change
NOx limits ex-
ceeded due to Aftertreatment Diesel Exhaust Fluid
3547 4096 31 Amber
Empty Diesel Ex- Tank Empty - Condition Exists
haust Fluid Tank
Engine Wait to Engine Wait to Start Lamp - Abnor-
3555 1081 9 Amber
Start Lamp mal update rate
3558 3361 3 Amber Diesel Exhaust Dosing Unit - Voltage above normal,
Fluid Dosing Unit or shorted to high source
3559 3361 4 Amber Diesel Exhaust Dosing Unit - Voltage below normal,
Fluid Dosing Unit or shorted to low source
Aftertreatment 1
Diesel Exhaust
3562 5491 3 Amber Line Heater Relay - Voltage above
Fluid Line Heater
Relay
Aftertreatment 1
Diesel Exhaust
3563 5491 4 Amber Line Heater Relay - Voltage below
Fluid Line Heater
Relay
Aftertreatment
Diesel Exhaust
3567 5394 5 Amber Dosing Valve - Current below normal
Fluid Dosing
or open circuit
Valve
Aftertreatment
Diesel Exhaust
3568 5394 7 Amber Dosing Valve - Mechanical system
Fluid Dosing
not responding or out of adjustment
Valve
Aftertreatment 1
Diesel Exhaust
3571 4334 3 Amber Pressure Sensor - Voltage above nor-
Fluid Doser Abso-
lute Pressure

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Aftertreatment 1
Diesel Exhaust
3572 4334 4 Amber Pressure Sensor - Voltage below nor-
Fluid Doser Abso-
lute Pressure
Aftertreatment 1
Diesel Exhaust
3574 4334 18 Amber Pressure Sensor - Data Valid But Be-
Fluid Doser Abso-
low Normal Operating Range
lute Pressure
Aftertreatment 1
Diesel Exhaust
3575 4334 16 Amber Pressure Sensor - Data Valid But
Fluid Doser Abso-
Above Normal Operating Range
lute Pressure
3577 4376 3 Amber Diesel Exhaust Return Valve - Voltage above normal,
Fluid Return Valve or shorted to high source
3578 4376 4 Amber Diesel Exhaust Return Valve - Voltage below normal,
Fluid Return Valve or shorted to low source
Aftertreatment SCR Catalyst Conver-
Aftertreatment 1
sion Efficiency - Data Valid But Below
3582 4364 18 Amber SCR Conversion
Normal Operating Range - Moderate-
Efficiency
ly Severe Level
Aftertreatment 1
Outlet Gas NOx Aftertreatment 1 Outlet NOx Sensor
3583 5031 10 Amber
Sensor Heater Heater - Abnormal rate of change
Ratio
Aftertreatment 1
Diesel Exhaust
3596 4334 2 Amber Pressure Sensor - Data erratic, inter-
Fluid Doser Abso-
lute Pressure
Engine Coolant Coolant Level Sensor - Abnormal Up-
3613 111 9 Amber
Level date Rate
SAE J1939 Multi-
Coolant Level Sensor - Received
3614 111 19 Amber plexing PGN
Network Data in Error
Timeout
Engine Variable
Engine VGT Nozzle Position - Me-
Geometry Turbo-
3616 2633 7 None chanical system not responding or
charger (VGT) 1
out of adjustment
Nozzle Position
Engine Fan Engine Fan Clutch 2 Control Circuit -
3633 5484 3 Amber Clutch 2 Output Voltage above normal, or shorted to
Device Driver high source

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
3634 5484 4 Amber Clutch 2 Output Voltage below normal, or shorted to
Device Driver low source
Transmission Out- Transmission Output Retarder - Ab-
3641 748 9 Amber
put Retarder normal update rate
Aftertreatment 1
Intake Gas NOx Aftertreatment 1 Intake NOx Sensor
3649 5024 10 Amber
Ratio
Aftertreatment 1 Aftertreatment 1 Outlet NOx Sensor
3681 3228 2 Amber Outlet Gas Sen- Power Supply - Data erratic, intermit-
sor Power Status tent or incorrect
Aftertreatment 1 Aftertreatment 1 Intake NOx Sensor
3682 3218 2 Amber Intake Gas Sen- Power Supply - Data erratic, intermit-
sor Power Status tent or incorrect
Engine Control Engine Control Module Calibration
3697 630 12 Red Module Calibra- Memory - Bad intelligent device or
tion Memory component
Aftertreatment
Aftertreatment SCR Operator Induce-
SCR Operator In-
3712 5246 0 Red ment - Data valid but above normal
ducement Severi-
operational range - Most Severe level
ty
Engine Protection Engine Protection Torque Derate -
3714 1569 31 Amber
Torque Derate Condition Exists
3717 3226 13 Amber
Outlet NOx Out of Calibration
Aftertreatment 1 Aftertreatment 1 Intake NOx - Out of
3718 3216 13 Amber
Intake NOx Calibration
Battery Potential /
3724 168 17 Amber low Normal Operating Range - Least
Power Input 1
Severe Level
3725 3216 10 Amber
Intake NOx Abnormal rate of change
High Pressure High Pressure Common Rail Fuel
Common Rail Pressure Relief Valve - Mechanical
3727 5571 7 None
Fuel Pressure Re- system not responding or out of ad-
lief Valve justment
Engine Starter Engine Starter Mode Overcrank Pro-
3737 1675 31 None
Mode tection - Condition Exists

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
High Pressure
High Pressure Common Rail Fuel
Common Rail
3741 5571 0 Amber Pressure Relief Valve - Data valid but
Fuel Pressure Re-
above normal operational range
lief Valve
3748 3216 20 Amber
Intake NOx Data not Rational - Drifted High
3749 3226 20 Amber
Outlet NOx Data not Rational - Drifted High
Aftertreatment Aftertreatment SCR Catalyst System
3751 4792 7 None SCR Catalyst - Mechanical system not responding
System or out of adjustment
Diesel Particulate
Filter Active Re- Diesel Particulate Filter Active Re-
3753 3713 31 None generation Inhibit- generation Inhibited Due to System
ed Due to System Timeout - Condition Exists
Timeout
Aftertreatment
Diesel Exhaust
3755 5394 2 None Dosing Valve - Data erratic, intermit-
Fluid Dosing
tent or incorrect
Valve
Auxiliary Temper-
ature 2
Auxiliary Temper-
ature 2
Cruise Control
Cruise Control Disable Command -
3843 5603 9 None Disable Com-
Abnormal update rate
mand
Cruise Control Cruise Control Pause Command -
3844 5605 31 None
Pause Command Condition Exists
Cruise Control
Cruise Control Disable Command -
3845 5603 31 None Disable Com-
Condition Exists
mand
Diesel Exhaust Quality - Data valid but below normal
3866 3364 1 Amber
Fluid Tank 1 Qual- operational range - Most Severe Lev-
ity el
Diesel Exhaust Quality - Data Valid But Below Nor-
3867 3364 18 Amber
Fluid Tank 1 Qual- mal Operating Range - Moderate Se-
ity vere Level

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Aftertreatment 1
3868 3364 9 Amber
Fluid Tank 1 Qual- Quality - Abnormal update rate
ity
Aftertreatment 1
Diesel Exhaust
3876 3364 7 Amber Quality Sensor - Mechanical system
Fluid Tank 1 Qual-
not responding or out of adjustment
ity
Aftertreatment 1
Diesel Exhaust
3877 3364 12 Amber Quality Sensor - Bad intelligent de-
Fluid Tank 1 Qual-
vice or component
ity
Aftertreatment 1
Diesel Exhaust
3878 3364 2 Amber Quality - Data erratic, intermittent or
Fluid Tank 1 Qual-
incorrect
ity
Aftertreatment
Diesel Particulate
4151 5742 9 Amber ter Temperature Sensor Module - Ab-
Filter Temperature
normal update rate
Sensor Module
Aftertreatment Se-
lective Catalytic Aftertreatment Selective Catalytic Re-
4152 5743 9 Amber Reduction Tem- duction Temperature Sensor Module -
perature Sensor Abnormal update rate
Module
Diesel Exhaust Dosing Unit Heater Relay - Voltage
4155 5746 3 Amber
Fluid Dosing Unit Above Normal, or Shorted to high
Heater Relay source
4156 5746 4 Amber
Fluid Dosing Unit below normal, or shorted to low
Heater Relay source
4157 4376 7 Amber Diesel Exhaust Return Valve - Mechanical system not
Fluid Return Valve responding or out of adjust
Aftertreatment
Diesel Particulate
4158 5742 12 Amber ter Temperature Sensor Module - Bad
Filter Temperature
intelligent device or component
Sensor Module

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Aftertreatment Se-
perature Sensor Bad intelligent device or component
Module
Aftertreatment Aftertreatment Diesel Particulate Fil-
Diesel Particulate ter Temperature Sensor Module -
4161 5742 3 Amber
Filter Temperature Voltage Above Normal, or Shorted to
Sensor Module high source
Diesel Particulate ter Temperature Sensor Module -
4162 5742 4 Amber
Filter Temperature Voltage below normal, or shorted to
Sensor Module low source
Diesel Particulate ter Temperature Sensor Module- Da-
4163 5742 16 Amber
Filter Temperature ta Valid But Above Normal Operating
Sensor Module Range
Aftertreatment Se-
Aftertreatment Selective Catalytic Re-
lective Catalytic
duction Temperature Sensor Module -
4164 5743 3 Amber Reduction Tem-
Voltage Above Normal, or Shorted to
perature Sensor
high source
Module
Aftertreatment Se-
Aftertreatment Selective Catalytic Re-
lective Catalytic
duction Temperature Sensor Module -
4165 5743 4 Amber Reduction Tem-
Voltage below normal, or Shorted to
perature Sensor
low source
Module
Aftertreatment Se-
perature Sensor Data Valid But Above Normal
Module
Aftertreatment 1
Diesel Exhaust
4168 5745 3 Amber Dosing Unit Heater - Voltage Above
Fluid Dosing Unit
Normal, or Shorted to High
Heater
Aftertreatment 1
Diesel Exhaust
4169 5745 4 Amber Dosing Unit Heater - Voltage below
Fluid Dosing Unit
Heater

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Aftertreatment 1
Diesel Exhaust
4171 5745 18 Amber Dosing Unit Heater - Data Valid But
Fluid Dosing Unit
Below Normal Operating Range
Heater
Aftertreatment Aftertreatment Regeneration Inhibit
4213 3695 2 Amber Regeneration In- Switch - Data erratic, intermittent or
hibit Switch incorrect
Anti-Lock Braking Anti-Lock Braking (ABS) Active -
4215 563 31 None
(ABS) Active Condition Exists
Aftertreatment 1
Diesel Exhaust
4243 3515 10 Amber Temperature 2 - Abnormal Rate of
Fluid Temperature
Change
2
Aftertreatment 1
Diesel Exhaust
4249 4337 10 Amber Dosing Temperature - Abnormal Rate
Fluid Dosing Tem-
of Change
perature
Aftertreatment 1
Diesel Exhaust Aftertreatment 1 Diesel Exhaust Fluid
4251 5798 10 Amber Fluid Dosing Unit Dosing Unit Heater Temperature -
Heater Tempera- Abnormal Rate of Change
ture
Aftertreatment
Diesel Particulate
4259 5742 11 Amber ter Temperature Sensor Module -
Filter Temperature
Root Cause Not Known
Sensor Module
Aftertreatment Se-
perature Sensor Root Cause Not Known
Module
Common Rail Pressure Relief Valve - Voltage
4262 5571 3 Amber
Fuel Pressure Re- Above Normal, or Shorted to High
lief Valve Source
High Pressure
Common Rail
4263 5571 4 Amber Pressure Relief Valve - Voltage below
Fuel Pressure Re-
lief Valve

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Aftertreatment 1
4277 3364 10 Amber
Fluid Tank 1 Qual- Quality - Abnormal Rate of Change
ity
J1939 Network #4 J1939 Network #4 - Data erratic, in-
4437 1668 2 None
- Data erratic termittent or incorrect
Engine Air Shutoff - Mechanical Sys-
4484 3667 7 Red Engine Air Shutoff tem Not Responding or Out of Adjust-
ment
Vehicle Identifica- Vehicle Identification Number - Out of
4517 237 13 Amber
tion Number Calibration
Aftertreatment 1
Diesel Oxidation
Catalyst Outlet Gas Temperature
4533 4766 3 Amber Catalyst Outlet
Sensor Circuit - Voltage above nor-
Gas Temperature
Sensor Circuit
Aftertreatment 1
Diesel Oxidation
Catalyst Outlet Gas Temperature
4534 4766 4 Amber Catalyst Outlet
Sensor Circuit - Voltage below nor-
Gas Temperature
Sensor Circuit
Aftertreatment 1
Diesel Exhaust
4572 3031 9 Amber Tank Temperature - Abnormal Update
Fluid Tank Tem-
Rate
perature
Aftertreatment
4584 3936 14 Red Diesel Particulate
ter System - Special Instructions
Filter System
Aftertreatment 1
Aftertreatment 1 SCR Catalyst Sys-
4585 4792 14 Red SCR Catalyst
tem - Special Instructions
System
Aftertreatment 1
SAE J1939 Multiplexing PGN Time-
out Error - Abnormal update rate
Fluid Tank Level
Aftertreatment 1
Diesel Exhaust
4731 3031 13 Amber Tank Temperature Sensor - Out of
Fluid Tank Tem-
Calibration
perature
Aftertreatment 1
Diesel Exhaust
4732 1761 13 Amber Tank Level Sensor - Out of Calibra-
Fluid Tank Tem-
tion
perature

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Auxiliary Input/Output 1 - Special In-
4734 701 14 Red Auxiliary I/O #01
structions
Aftertreatment 1
Diesel Exhaust
4737 3031 11 Amber Tank Temperature - Root Cause Not
Fluid Tank Tem-
Known
perature
4739 1761 11 Amber Diesel Exhaust Tank Level Sensor - Root Cause Not
Fluid Tank Level Known
Aftertreatment 1
Diesel Exhaust
4743 3515 5 Amber Temperature 2 Sensor Circuit - Cur-
Fluid Temperature
rent below normal or open circuit
2
Aftertreatment 1
Diesel Exhaust
4744 3515 6 Amber Temperature 2 Sensor Circuit - Cur-
Fluid Temperature
rent above normal or grounded
2
Aftertreatment 1
Diesel Exhaust
4745 3515 11 Amber Temperature 2 - Root Cause Not
Fluid Temperature
Known
2
Aftertreatment 1
Property - Root Cause Not Known
Fluid Property
4769 1761 10 Amber Diesel Exhaust Tank Level Sensor - Abnormal Rate
Fluid Tank Level of Change
Fan Speed - Data Valid but Above
4789 1639 0 Amber Fan Speed Normal Operational Range - Most
Severe Level
Fan Speed - Data Valid but Below
4791 1639 1 Amber Fan Speed Normal Operational Range - Most
Severe Level
Aftertreatment
Quality - Data Valid But Above Nor-
4842 3364 15 None Diesel Exhaust
mal Operating Range - Least Severe
Fluid Quality
Level
Aftertreatment Se-
lective Catalytic
4863 5245 31 Amber Reduction Opera-
Tank Low Level Indicator
tor Inducement
Active

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
High Pressure
Common Rail
4867 5571 31 Amber Pressure Relief Valve - Condition Ex-
Fuel Pressure Re-
ists
lief Valve
Maintain ECU Power Lamp - Voltage
4951 6655 3 Amber ECU Power Lamp Above Normal, or Shorted to High
Source
4952 6655 4 Amber ECU Power Lamp Below Normal, or Shorted to Low
Source
Variable Geome-
Variable Geometry Turbocharger Ac-
4956 6713 13 Red try Turbocharger
tuator Software - Out of Calibration
Actuator
Variable Geome-
Variable Geometry Turbocharger Ac-
4957 6713 31 Red try Turbocharger
tuator Software - Condition Exists
Actuator
VGT Actuator VGT Actuator Driver Circuit - Abnor-
5177 6713 9 Amber
Driver Circuit mal update rate
Fan Blade Pitch Position Sensor Cir-
Engine Fan Blade
5183 6799 3 Amber cuit - Voltage Above Normal, or
Pitch
Shorted to High Source
Engine Fan Blade
5184 6799 4 Amber cuit - Voltage Below Normal, or Short-
Pitch
ed to Low Source
Engine Fan Blade Fan Blade Pitch - Mechanical system
5185 6799 7 Amber
Pitch not responding or out of adjustment
Engine Air Shutoff Engine Air Shutoff Status - Data er-
5221 3667 2 Red
Status ratic, intermittent or incorrect
Tachograph Out- Tachograph Output Shaft Speed -
5248 1623 13 Amber
put Shaft Speed Out of Calibration
5278 6802 31 Amber Dosing System Frozen - Condition
Exists
Engine Emergen-
Engine Emergency Shutdown Switch
5291 520808 31 Amber cy Shutdown
Actived - Condition Exists
Switch Actived
Excessive Time
Excessive Time Since Last Engine
Since Last Engine
5292 520809 31 Amber Air Shutoff Maintenance Test - Condi-
Air Shutoff Main-
tion Exists
tenance Test

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Aftertreatment 1
Diesel Oxidation
5386 4766 2 Amber Catalyst Outlet Gas Temperature -
Catalyst Outlet
Data Erratic, Intermittent, or Incorrect
Gas Temperature
Diesel Oxidation Catalyst Outlet Gas Temperature -
5387 4766 0 Red
Catalyst Outlet Data Valid But Above Normal Operat-
Gas Temperature ing Range - Most Severe Level
5388 4766 16 Red
Gas Temperature ing Range - Moderately Severe Level
5389 4766 15 Amber
Gas Temperature ing Range - Least Severe Level
Aftertreatment
Diesel Oxidation Aftertreatment Diesel Oxidation Cata-
5391 6882 9 Amber Catalyst Tempera- lyst Temperature Sensor Module -
ture Sensor Mod- Abnormal Update Rate
ule
Aftertreatment
ture Sensor Mod- Bad Intelligent Device or Component
ule
Aftertreatment
Aftertreatment Diesel Oxidation Cata-
Diesel Oxidation
lyst Temperature Sensor Module -
5393 6882 3 Amber Catalyst Tempera-
Voltage Above Normal or Shorted to
ture Sensor Mod-
High Source
ule
Aftertreatment
Diesel Oxidation
Voltage Below Normal or Shorted to
ture Sensor Mod-
Low Source
ule
Aftertreatment
ture Sensor Mod- Root Cause Not Known
ule

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Aftertreatment
Diesel Oxidation
Data Valid But Above Normal Operat-
ture Sensor Mod-
ule
Engine Air Filter 1 Engine Air Filter Differential Pressure
5576 107 15 Amber Differential Pres- - Data Valid But Above Normal Oper-
sure ating Range - Least Severe Level
Common Rail Pressure Relief Valve - Data Valid But
5585 5571 15 Amber
Fuel Pressure Re- Above Normal Operating Range -
lief Valve Least Severe Level
Aftertreatment 1
5617 524286 31 Amber Diesel Oxidation
Catalyst System- Special Instruction
Catalyst System
SCR System
Cleaning Inhibited SCR System Cleaning Inhibited Due
5631 6928 31 None
Due to System to System Timeout - Condition Exists
Timeout
SCR System
Mainte- Cleaning Inhibited SCR System Cleaning Inhibited Due
5632 6918 31
nance Due to Inhibit to Inhibit Switch - Condition Exists
Switch
SCR Operator In-
SCR Operator Inducement Override
5653 6881 9 Amber ducement Over-
Switch - Abnormal Update Rate
ride Switch
SCR Operator In-
SCR Operator Inducement Override
5654 6881 13 Amber ducement Over-
Switch - Out of Calibration
ride Switch
Diesel Particulate
Diesel Particulate Filter 1 Conditions
Filter 1 Conditions
5938 3750 14 Amber Not Met for Active Regeneration -
Not Met for Active
Condition Exists
Regeneration
Machine Constrained Operation- Ab-
normal Update Rate. No Communica-
tion or an invalid data transfer rate
5939 520968 9 Amber
has been detected on the J1939 data
link between the ECM and the ma-
chine electronic control unit.

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Machine Constrained Operation- Re-
ceived Network Data in Error. The re-
5941 520968 19 None
ceived J1939 datalink message was
not valid.
Battery 1 Voltage - Data Valid But
Battery Potential /
6256 168 15 None Above Normal Operating Range -
Power Input 1
Least Severe Level
Battery Potential /
6257 168 17 None low Normal Operating Range - Mod-
Power Input 1
erately Severe Level
Engine Electric Electric Lift Pump for Engine Fuel
6258 1075 3 None Lift Pump for En- Supply Circuit - Voltage above nor-
gine Fuel Supply mal, or shorted to high source
Engine Electric Electric Lift Pump for Engine Fuel
6259 1075 4 None Lift Pump for En- Supply Circuit - Voltage below nor-
gine Fuel Supply mal, or shorted to low source
Engine Fan
Fan Control Circuit - Voltage above
6263 647 3 None Clutch 1 Output
Device Driver
Engine Fan
Fan Control Circuit - Voltage below
6264 647 4 None Clutch 1 Output
Device Driver
6265 3936 7 None Diesel Particulate Filter System - Mechanical system
Filter System not responding or out of adjustment
Crankcase Crankcase Breather Filter Heater Cir-
6336 862 3 None breather Heater cuit - Voltage above normal, or short-
Circuit ed to high source
Crankcase Crankcase Breather Filter Heater Cir-
6337 862 4 None breather Heater cuit - Voltage below normal, or short-
Circuit ed to low source
Engine (Compres- Engine Brake Actuator Driver 1 Cir-
6418 1072 3 None sion) Brake Out- cuit - Voltage above normal, or short-
put #1 ed to high source
Engine (Compres- Engine Brake Actuator Driver 1 Cir-
6419 1072 4 None sion) Brake Out- cuit - Voltage below normal, or short-
put #1 ed to low source
6421 1073 3 None sion) Brake Out- 2 Circuit - Voltage above normal, or
put #2 shorted to high source

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
6422 1073 4 None sion) Brake Out- 2 Circuit - Voltage below normal, or
put #2 shorted to low source
6456 5484 3 None Clutch 2 Output Voltage above normal, or shorted to
Device Driver high source
6457 5484 4 None Clutch 2 Output Voltage below normal, or shorted to
Device Driver low source
6458 3216 20 None
6459 3216 21 None
6462 3226 20 None
6463 3226 21 None
6464 3226 2 None
Outlet NOx Data Erratic, Intermittant, or Incorrect.
Fan Speed - Data Valid but Above
6467 1639 15 None Fan Speed Normal Operational Range - Least
Severe Level
Fan Speed - Data Valid but Below
6468 1639 17 None Fan Speed Normal Operational Range - Most
Severe Level
Fan Speed - Data Erratic, Intermit-
6469 1639 2 None Fan Speed
tent, or Incorrect
Engine Fan Blade
6471 6799 3 None cuit - Voltage Above Normal, or
Pitch
Shorted to High Source
Engine Fan Blade
6472 6799 4 None cuit - Voltage Below Normal, or Short-
Pitch
ed to Low Source
Engine Fan Blade Fan Blade Pitch - Data Erratic, Inter-
6473 6799 2 None
Pitch mittent, or Incorrect
Aftertreatment 1
Diesel Exhaust
6475 3363 7 None Tank Heater - Mechanical system not
Fluid Tank 1 Heat-
responding or out of adjustment
er

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Diesel Exhaust Tank Heater - Data Valid But Below
6476 3363 18 None
er ly Severe Level
Aftertreatment 1
Diesel Exhaust
6477 5491 3 None Line Heater Relay - Voltage above
Fluid Line Heater
Relay
Aftertreatment 1
Diesel Exhaust
6478 5491 4 None Line Heater Relay - Voltage below
Fluid Line Heater
Relay
Aftertreatment 1
Diesel Exhaust
6479 3363 3 None Tank Heater - Voltage above normal,
Fluid Tank 1 Heat-
or shorted to high source
er
Aftertreatment 1
Diesel Exhaust
6481 3363 4 None Tank Heater - Voltage below normal,
Fluid Tank 1 Heat-
or shorted to low source
er
Aftertreatment 1
Diesel Exhaust
6482 4340 5 None Line Heater 1 Circuit - Current below
Fluid Line Heater
1 State
Aftertreatment 1
Diesel Exhaust
Fluid Line Heater
2 State
Aftertreatment 1
Diesel Exhaust
Fluid Line Heater
3 State
Electronic Throttle Electronic Throttle Control Actuator
6493 3464 3 None Control Actuator Driver Circuit-Voltage above normal,
Driver Circuit or shorted to high source
6494 3464 4 None Control Actuator Driver Circuit-Voltage above normal,
Driver Circuit or shorted to low source
6496 3464 5 None Control Actuator Driver Circuit- Current Below Normal
Driver Circuit or Open Circuit

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Engine Intake
Engine Intake Throttle Actuator Posi-
Throttle Actuator
6497 51 3 None tion Sensor Circuit- Voltage above
Position Sensor
Circuit
Engine Intake
Engine Intake Throttle Actuator Posi-
Throttle Actuator
6498 51 4 None tion Sensor Circuit- Voltage above
Position Sensor
Circuit
ECU Power Output Supply Voltage 1
ECU Power Out-
- Data Valid But Below Normal Oper-
6499 3597 17 None put Supply Volt-
age #1
Level
6511 6655 3 None ECU Power Lamp Above Normal, or Shorted to High
Source
6512 6655 4 None ECU Power Lamp Below Normal, or Shorted to Low
Source
Aftertreatment 1
Diesel Exhaust
6513 5745 17 None Dosing Unit Heater - Data Valid But
Fluid Dosing Unit
Below Normal Operating Range
Heater
Aftertreatment SCR Catalyst Conver-
Aftertreatment 1
sion Efficiency - Data Valid But Below
6517 4364 17 None SCR Conversion
Normal Operating Range - Moderate-
Efficiency
ly Severe Level
Aftertreatment Aftertreatment Outlet NOx Sensor
6521 3226 4 None Outlet NOx Sen- Circuit- Voltage below normal or
sor Circuits shorted to low source
Engine Coolant
6522 111 3 None age above normal, or shorted to high
Level
source
Engine Coolant
6523 111 4 None age below normal, or shorted to low
Level
source
Engine Oil Temperature Sensor 1 Cir-
Engine Oil Tem-
6524 175 3 None cuit - Voltage above normal, or short-
perature 1
ed to high source
Engine Oil Temperature Sensor 1 Cir-
Engine Oil Tem-
6525 175 4 None cuit - Voltage below normal, or short-
perature 1
ed to low source

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Aftertreatment 1
Diesel Exhaust
6526 1761 13 None Tank Level Sensor - Out of Calibra-
Fluid Tank Tem-
tion
perature
6527 4376 7 None Diesel Exhaust Return Valve - Mechanical system not
Fluid Return Valve responding or out of adjust
6529 5746 3 None
Fluid Dosing Unit Above Normal, or Shorted to high
Heater Relay source
Aftertreatment 1
Diesel Exhaust
6531 4340 3 None Line Heater 1 Circuit - Voltage above
Fluid Line Heater
1 State
Aftertreatment 1
Diesel Exhaust
6532 4340 4 None Line Heater 1 Circuit - Voltage below
Fluid Line Heater
1 State
Aftertreatment 1
Diesel Exhaust
6533 4342 3 None Line Heater 2 Circuit - Voltage above
Fluid Line Heater
2 State
Aftertreatment 1
Diesel Exhaust
6534 4342 4 None Line Heater 2 Circuit - Voltage below
Fluid Line Heater
2 State
Aftertreatment 1
Diesel Exhaust
Fluid Line Heater
3 State
Aftertreatment 1
Diesel Exhaust
Fluid Line Heater
3 State
Diesel Exhaust Line Heater Relay - Mechanical sys-
6537 5491 7 None
Fluid Line Heater tem not responding or out of adjust-
Relay ment

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Aftertreatment
Diesel Oxidation
6539 4765 2 None Catalyst Intake Temperature - Data
Catalyst Intake
erratic, intermittent or incorrect
Temperature
6551 3610 3 None
Filter Outlet Pres- Voltage above normal, or shorted to
sure high source
6552 3610 4 None
Filter Outlet Pres- Voltage below normal, or shorted to
sure low source
Aftertreatment
Diesel Particulate
6553 3610 2 None Filter Outlet Pressure - Data erratic,
Filter Outlet Pres-
intermittent or incorrect
sure
Engine Exhaust
EGR Valve Control Circuit - Mechani-
Gas Recirculation
6555 2791 7 None cal system not responding or out of
1 (EGR1) Valve
adjustment
Control
Engine Intake Air
6556 729 3 None Voltage above normal, or shorted to
Heater Driver #1
high source
Engine Intake Air
6557 729 4 None Voltage below normal, or shorted to
Heater Driver #1
low source
6559 3031 4 None
Fluid Tank Tem- below normal, or shorted to low
perature source
6562 1761 11 None Diesel Exhaust Tank Level Sensor - Root Cause Not
Fluid Tank Level Known
Auxiliary Intermediate (PTO) Speed
PTO Governor
6563 976 2 None Switch Validation - Data erratic, inter-
State
6565 3226 10 None
Outlet NOx Abnormal rate of change
Aftertreatment Aftertreatment Regeneration Inhibit
6568 3695 2 None Regeneration In- Switch - Data erratic, intermittent or
hibit Switch incorrect

ID: BG00429017 en-US C.001.1 2017-11-21
Cummins
J1939 J1939 J1939 SPN De-
SPN FMI scription
Code
Aftertreatment 1
SCR Catalyst
6569 4363 3 None ature Sensor Circuit - Voltage above
Outlet Gas Tem-
perature
Aftertreatment 1
SCR Catalyst
6571 4363 4 None ature Sensor Circuit - Voltage below
Outlet Gas Tem-
perature
Aftertreatment 1
Outlet Gas NOx Aftertreatment 1 Outlet NOx Sensor
6581 5031 10 None
Ratio
Diesel Particulate
Filter Active Re- Diesel Particulate Filter Active Re-
6596 3713 31 Amber generation Inhibit- generation Inhibited Due to System
ed Due to System Timeout - Condition Exists
Timeout
SCR System
Cleaning Inhibited SCR System Cleaning Inhibited Due
6597 6928 31 Amber
Due to System to System Timeout - Condition Exists
Timeout
Aftertreatment 1
Diesel Exhaust
6619 3515 10 None Temperature 2 - Abnormal Rate of
Fluid Temperature
Change
2
6621 3216 10 None
Intake NOx Abnormal rate of change
Aftertreatment 1
Aftertreatment 1 SCR System Condi-
SCR System Con-
6634 7848 14 Amber tions Not Met for Active Cleaning -
ditions Not Met for
Special Instructions
Active Cleaning
Aftertreatment 1
6726 4796 31 None Diesel Oxidation
Catalyst Missing - Condition Exists
Catalyst Missing
Diesel Exhaust Quality - Data Valid But Below Nor-
6752 3364 18 None
Fluid Tank 1 Qual- mal Operating Range - Moderately
ity Severe Level

ID: BG00429017 en-US C.001.1 2017-11-21
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Original instructions

BG00434992 en-US I.001.1 2018-07-12

Drill carrier C400, C900

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2 Safety and environmental instructions .......................11

3 Main components ..........................................................15

4 Hydrostatic transmission, steering and braking

4.6.1 Operation of the closed hydraulic system ................................... 42

5 Operator's maintenance procedures ...........................89

6 Periodic maintenance procedures .............................. 99

7 Lubrication specifications and filling capacities ....... 145

8 Troubleshooting ............................................................ 161

8.1 Carrier troubleshooting ........................................................................161

Copyright © Sandvik 9 (164)

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10 (164) Copyright © Sandvik

2 SAFETY AND ENVIRONMENTAL INSTRUCTIONS

Operating, service and adjustment procedures must be carried out

HIGH PRESSURE INJECTION HAZARD!

WARNING! PERSONAL INJURY HAZARD!

2.2 Servicing safety precautions

Do not grab the steering wheel/stick when mounting the vehicle.

Accumulated grease or oil on the vehicle is a fire hazard. Remove

Do not arc weld on this vehicle without first disconnecting the

Copyright © Sandvik 11 (164)

Before performing maintenance or repair work on any equipment,

• Inspect equipment daily for signs of failure or beginning of failure.

2.3 Hydraulic system safety precautions

Before performing service or maintenance work under the raised

12 (164) Copyright © Sandvik

When washing parts do not use corrodents.

• Do not change the pressure setting of any hydraulic valves unless

2.4 Lubrication safety and other precautions

Do not grab the steering wheel/stick when lubricating the vehicle.

Copyright © Sandvik 13 (164)

Accumulated grease or oil on the vehicle is a fire hazard. Remove

Before performing lubrication work on any equipment, consult the

Never attempt to clean or lubricate the vehicle while it is in motion.

• Avoid mixing lubricants. Please use recommended oils or oils with

14 (164) Copyright © Sandvik

1 Diesel engine 2 Drive train

Copyright © Sandvik 15 (164)

3.1.1 Diesel engine

Cummins QSB4.5 Tier3

13 Hydrostatic transmission (HST) pump

16 (164) Copyright © Sandvik

Cummins QSB4.5 Tier4F

Cummins QSB6.7 Tier4F

1 Fuel pre-filter 2 Air filter

Copyright © Sandvik 17 (164)

21 Hydrostatic transmission (HST) pump

3.1.2 Drive train

18 (164) Copyright © Sandvik

3.1.3 Hydraulic oil receiver

1 Oil receiver 2 Return filter clogging indica-

3.1.4 Fuel tank

1 Fuel level sensor

Copyright © Sandvik 19 (164)

3.1.5 Rear axle

1 Planetary gear units

3.1.6 Front axle

1 Planetary gear units

20 (164) Copyright © Sandvik

3.1.7 Aftertreatment system (with Tier4)