Professional Documents
Culture Documents
SM ADT B18E To B30E PIN 1 1 RevA
SM ADT B18E To B30E PIN 1 1 RevA
SM ADT B18E To B30E PIN 1 1 RevA
DISCLAIMER:
Due to BELL EQUIPMENT’S policy of continuous product improvement, the
information contained in this manual was correct up to the time of printing
(issue date of manual). Any changes after this date will only be included in the
next update of this manual.
The illustrations in this manual are pictorial and not necessarily true
representations of components. Photographs and illustrations may show
optional equipment.
Copyright © 2013
All rights reserved. No part of this publication may be reproduced, stored in a
retrieval system or transmitted, in any form or by any means, electronic,
mechanical, photocopying or otherwise, without prior written permission of
BELL EQUIPMENT COMPANY SA (PTY) LTD as the copyright holder.
EC DECLARATION OF CONFORMITY
EC Declaration Of Conformity
Location Of Operations
Please visit www.bellequipment.com for the latest BELL EQUIPMENT operations listing.
Email sales@bellequipment.com
Bulletins
Record the relevant information from the Service Bulletins into this manual as follows:
1. Ensure the manual number reflected in the bulletin is the same as the manual number on the
front page or in the footer of this manual
2. Carry out the instructions as detailed in the bulletin
3. Record the required information below
4. File the bulletins in numerical order in a suitable binder
Feedback Form
Should you, as user of this manual, have any suggestion for improving the manual, or you find any
errors or omissions, then we would like to know.
Please complete a copy of this form and hand it in to your BELL EQUIPMENT Product Support
Representative or post it directly to the BELL EQUIPMENT head office at the following address:
Technical Documentation Department
Bell Equipment Company SA (Pty) Ltd
Private Bag X20046
EMPANGENI
3880
Machine
model:
PIN:
Your name: Job title:
Company
name:
Address: Tel:
Fax:
Email:
TABLE OF CONTENTS
EC DECLARATION OF CONFORMITY ............................................................................................III
LOCATION OF OPERATIONS ......................................................................................................... V
BULLETINS.................................................................................................................................. VII
FEEDBACK FORM ........................................................................................................................ IX
INTRODUCTION .............................................................................................................................1
INTRODUCTION.......................................................................................................................1
FOREWORD......................................................................................................................1
FOR YOUR SAFETY ..........................................................................................................1
MACHINE IDENTIFICATION ...............................................................................................2
WARRANTY.......................................................................................................................2
DISCLAIMER .....................................................................................................................2
CONTACT DETAILS ...........................................................................................................2
DEALER STAMP ................................................................................................................2
SAFETY..........................................................................................................................................3
CERTIFICATIONS AND STANDARDS........................................................................................5
SAFETY SPECIFICATION...................................................................................................5
UNAUTHORIZED MACHINE MODIFICATIONS ....................................................................5
ROLL OVER AND FALLING OBJECTS PROTECTIVE STRUCTURE (ROPS/FOPS) ..............5
UNAUTHORIZED MODIFICATIONS OF MACHINE CAB (ROPS & FOPS) .......................5
LOOSENING OR REMOVAL OF ROPS AND FOPS .......................................................5
MATERIAL SAFETY DATA SHEET (MSDS)..........................................................................5
NOISE EMISSION LEVELS.................................................................................................5
SAFETY REGULATIONS ....................................................................................................5
SAFETY AND OPERATOR CONVENIENCES .............................................................................7
SAFETY FEATURES ..........................................................................................................7
GENERAL SAFETY PRECAUTIONS..........................................................................................9
GENERAL SAFETY............................................................................................................9
OPERATOR QUALIFICATIONS ...........................................................................................9
WEAR PROTECTIVE EQUIPMENT.....................................................................................9
STAY CLEAR OF MOVING PARTS ....................................................................................10
AVOID HIGH PRESSURE FLUIDS ....................................................................................10
BEWARE OF TOXIC FUMES ............................................................................................ 11
MEASURES TO PREVENT FIRES .................................................................................... 11
CLEAN TRASH FROM MACHINE...................................................................................... 11
PREVENT BATTERY EXPLOSIONS AND ACID BURNS ....................................................12
HANDLING CHEMICAL PRODUCTS AND FLAMMABLE FLUIDS SAFELY ..........................12
CLEAN MACHINE REGULARLY .................................................................................13
HEALTH AND SAFETY INFORMATION ON LUBRICANTS, FLUIDS & GASES.....................13
FLUIDS AND LUBRICANTS .......................................................................................14
DISPOSE OF WASTE PROPERLY ....................................................................................15
PREPARE FOR EMERGENCIES.......................................................................................15
OPERATING SAFETY PRECAUTIONS ....................................................................................17
MOUNTING AND DISMOUNTING MACHINE .....................................................................17
START FROM OPERATOR’S SEAT ONLY .........................................................................17
USE SEAT BELT ..............................................................................................................18
LEAVING MACHINE .........................................................................................................18
AVOID WORK SITE HAZARDS .........................................................................................18
KEEP RIDERS OFF MACHINE..........................................................................................18
AVOID REVERSING ACCIDENTS .....................................................................................19
AVOID MACHINE TIPPING ACCIDENTS ...........................................................................19
OPERATING ON SLOPES ................................................................................................19
TRAVELLING ON PUBLIC ROADS....................................................................................20
INSPECT AND MAINTAIN ROPS.......................................................................................20
HUMAN VIBRATION.........................................................................................................20
FACTORS EFFECTING DRIVE EXPOSURE TO WHOLE BODY VIBRATION ................20
PROVISIONS AIMED AT REDUCING EXPOSURE TO VIBRATIONS ............................20
LEGAL REQUIREMENTS...........................................................................................21
DETERMINATION & ASSESSMENT OF DAILY EXPOSURE TO VIBRATIONS ..............21
VIBRATION VALUES FOR DIFFERENT CONSTRUCTION VEHICLES .........................22
DETERMINATION OF THE DURATION OF DRIVER EXPOSURE TO
VIBRATION..................................................................................................22
PRACTICAL EXAMPLES ...........................................................................................24
COMFORT RIDE .......................................................................................................25
MAINTENANCE SAFETY PRECAUTIONS ...............................................................................27
PREPARE FOR MAINTENANCE AND SERVICE................................................................27
INSPECT COOLING SYSTEM ..........................................................................................27
MAKE WELDING REPAIRS...............................................................................................27
STORAGE FOR FLEXIBLE HOSES...................................................................................28
REPLACING HOSES........................................................................................................28
FILTER AND FILTER ELEMENTS......................................................................................28
ACCUMULATOR MAINTENANCE .....................................................................................28
SAFETY SIGNS ......................................................................................................................29
SAFETY DECALS ............................................................................................................29
TYRE INFORMATION..............................................................................................................45
TYRES AND RIMS ...........................................................................................................45
TYRE PRESSURE - GENERAL.........................................................................................45
TYRE PRESSURE - INFLATION PRESSURE, HOT VS. COLD............................................45
RECOMMENDED OPERATOR POSITION DURING TYRE INFLATION ...............................47
SERVICE INFORMATION ..............................................................................................................49
OPERATIONAL CHECKS-OUT PROCEDURE ..........................................................................51
OPERATIONAL CHECKS-OUT PROCEDURE ...................................................................51
OPERATIONAL CHECKS...........................................................................................51
IGNITION BUTTON PRESSED ONCE ...............................................................................52
IGNITION BUTTON PRESSED (SECOND STAGE), ENGINE START...................................53
ENGINE STOP BUTTON PRESSED..................................................................................56
ENGINE .................................................................................................................................57
ENGINE DESCRIPTION ...................................................................................................57
PUMP CLASSIFICATION ...........................................................................................58
ELECTRONIC UNIT INJECTOR FUEL SYSTEM..........................................................59
FUEL DELIVERY .......................................................................................................59
COLD START OPERATION ........................................................................................61
SCR ................................................................................................................................61
INTRODUCTION .......................................................................................................61
SCR SYSTEM – FUNCTION.......................................................................................62
SCR – COMPONENTS ..............................................................................................62
SCR SYSTEM – OPERATION ....................................................................................66
DIAGNOSE ENGINE MALFUNCTIONS .............................................................................67
ADJUSTMENTS ...............................................................................................................69
VALVE CLEARANCE ADJUSTMENT ..........................................................................69
EXHAUST BRAKE ADJUSTMENT..............................................................................70
TESTS.............................................................................................................................71
CYLINDER COMPRESSION TEST .............................................................................71
FUEL PUMP PRESSURE TEST .................................................................................72
OIL PUMP PRESSURE TEST.....................................................................................73
ENGINE SCHEMATIC.......................................................................................................74
ENGINE SCHEMATIC B18E/B20E ..............................................................................74
ENGINE SCHEMATIC B25E/B30E ..............................................................................75
ELECTRICAL SYSTEMS .........................................................................................................77
SCR ELECTRICAL SCHEMATIC .......................................................................................77
CAN BUS ELECTRICAL SCHEMATIC ...............................................................................78
INTRODUCTION
INTRODUCTION
Contact Details
Warranty
Please do not hesitate to contact your BELL
Warranty is provided as part of BELL EQUIP- EQUIPMENT Product Support Representative
MENT’S support program for customers who oper- whenever you have a query on your BELL EQUIP-
ate and maintain their equipment as described in MENT product or this manual.
this manual. The warranty is explained on the war-
ranty certificate which you should have received The contact details of the BELL EQUIPMENT oper-
from your dealer. ations can be obtained from the following sources:
Should the equipment be abused, or modified to • The LOCATION OF OPERATIONS page found in
change its performance beyond the original factory this manual
specifications, the warranty will become void and
• The BELL EQUIPMENT website at www.belle-
field improvements may be denied.
quipment.com by clicking the CONTACT US link
• The BELL EQUIPMENT head office (Richards
Disclaimer Bay – South Africa) by phoning +27 (0) 35 907
9111 or emailing sales@bellequipment.com
This manual has been produced by the Technical
Documentation Department of BELL EQUIPMENT.
Every effort has been made to ensure that the infor- Dealer Stamp
mation in this manual was correct at the time of pub-
lication. BELL EQUIPMENT has a policy of
continuous product development, improvement and
design. BELL EQUIPMENT reserves the right to
change, amend and update the design of its product
at any time without prior notice. With this policy,
changes may have occurred that are not included in
this manual.
Whilst every endeavour has been made to provide
accurate and reliable information, BELL EQUIP-
MENT specifically disclaims any actual or implied
warranty and under no circumstances shall be liable
for any loss, damage or injury to person or property
Safety Features
1. ROPS/FOPS Cab Protection.The Roll Over 8. Articulation locking Bar (On Left Hand Side
Protective Structure has been certified to meet Of The Machine).
specified test requirements according to ISO
9. Secondary Steering. Ground driven, continu-
3471. The Falling Objects Structure has been
ously in operation. Secondary steering indicator
certified to meet specified test requirements ac-
light will light when activated.
cording to ISO 3449.
10. Exhaust Brake and Transmission Retarder
2. Cab with Heater/Defroster.The ventilation sys-
(If Equipped).
tem circulates both outside and inside air
through filters for a clean working environment. 11. Engine Fan Guard.
Built in defroster vents direct air flow for effec-
12. Bypass Start Protection.
tive window de-fogging/de-icing.
13. Mirrors..
3. Dump Body Service Lock (Bin Pole).
14. Halogen Lights and Turn Signals.
4. Stop/Back lights. Highly visible lights.
15. Seat Belt Retractors.
5. Over Centre Bin-Up Lock
16. Large Windshield Wiper With Washer.
6. Backup Alarm.
17. Horn.
7. Independent Parking Brake.
Wear a hard hat, protective glasses and other pro- Avoid High Pressure Fluids
tective equipment as required by the job conditions.
Do not wear loose clothing or jewellery that can
catch on controls or other parts of the machine.
When you drive connecting pins in or out, guard
against injury from flying pieces of debris by wearing
goggles or protective glasses.
Prolonged exposure to loud noise can cause impair-
ment or loss of hearing. Wear a suitable hearing
protective device such as earmuffs or earplugs.
Wear gloves when handling wire rope cable.
Always wear protective goggles or safety glasses
and other protective equipment before striking hard-
ened parts.
Hammering hardened metal parts such as pins and
bucket teeth may dislodge chips at high velocity.
Use a soft hammer or a brass bar between hammer
and object to prevent chipping.
Beware Of Toxic Fumes At the slightest sign of fire, and if the situation al-
lows, take the following steps:
• Move the machine away from the danger area.
• Shut down the engine and leave the cab.
• Start putting out the fire and notify the fire brigade
if required.
• Do not smoke or have a naked flame near a ma-
chine when filling with fuel or when the fuel sys-
tem has been opened.
• Diesel fuel oil is flammable and should not be
Prevent inhalation of engine exhaust fumes, which used for cleaning, use an approved solvent.
can cause sickness or death.
• Remember that certain solvents can cause skin
Operate only in well ventilated areas. Avoid hazard- rashes and are usually flammable. Do not inhale
ous fumes by first removing paint on painted surfa- solvent vapour.
ces before welding.
• Store flammable starting aids in a cool, well venti-
Wear an approved respirator when sanding or grind- lated location. Remember that such aids (starting
ing painted surfaces. gas) must not be used in connection with preheat-
ing of the induction manifold.
If a solvent or paint stripper is used, wash surface
with soap and water. Remove solvent or paint con- • Keep the work place clean. Oil and/or water on
tainers before welding and allow at least 15 minutes the floor makes it slippery.
before welding or heating. • Oil and/or water in close proximity to electrical
equipment or electrically powered tools are dan-
gerous and any spills should be cleaned up
Measures To Prevent Fires immediately.
• Oily clothes are a serious fire hazard.
• Check daily that the machine and equipment are
free from dirt and oil. In this way the risk of fire is
reduced and it is easier to detect faulty or loose
Do not point the high pressure jet at personnel. components.
• Check if the electric leads have been damaged
by chafing which could lead to a short circuit and
fire.
• Check that there is no damage to hydraulic and
brake hoses caused by chafing.
If a high pressure jet is used for cleaning, take great
care as the insulation of electrical leads can become Welding and grinding may only be done on the ma-
damaged even at a moderately high pressure and
chine when it is placed in a clean area where there
temperature.
are no fuel tanks, hydraulic pipes or similar lying
around. Take extra care when welding and grinding
near flammable objects. A fire extinguisher should
be kept handy.
Switch OFF the battery isolator switch or disconnect Clean Trash From Machine
the batteries, when welding on the machine.
If uncertain about safe handling or use of these around the exhaust, turbo charger, between the cab
chemical products, contact your authorised dealer and the transmission cooler/exhaust silencer and
for a Material Safety Data Sheet (MSDS). The the area on top of the horizontal heat shield leading
MSDS describes physical and health hazards, safe into the silencer heat shield. It may require that from
use procedures and emergency response techni- time to time the heat shields have to be removed by
ques for chemical substances. Follow MSDS rec- service personnel to clean this areas properly.
ommendations to handle chemical products safely.
Refer to Health and Safety Information on Lubri-
cants and Fluids at the end of this section for fur-
Health And Safety Information On
ther information. Lubricants, Fluids & Gases
Handle fuel with care, as it is highly flammable. Do
not smoke or go near an open flame or sparks while
refuelling. Always stop the engine before refuelling
the machine and fill the fuel tank outdoors.
Keep all fuels and lubricants in properly marked
containers and away from all unauthorised persons.
Do not smoke in the storage areas.
Store oily rags and other flammable material in a
protective container, in a cool, safe area, away from
fire hazards. Never store oily rags or flammable ma-
terials inside a machine compartment.
Do not weld or flame cut pipes or tubes that have
contained flammable fluids. Clean them thoroughly
with non flammable solvent before welding or flame
cutting them.
Starting fluid is highly flammable. Keep all sparks
and flames away when using it. To prevent acciden-
tal discharge when storing the pressurised can,
keep the cap on the can and store it in a cool pro-
tected place. Do not burn or puncture a starting fluid
container. The Material Safety Data Sheet (MSDS) is a docu-
ment containing data regarding the properties of a
particular substance. An important component of
Clean Machine Regularly product management and work place safety.
Wait until the engine has cooled before removing It is intended to provide workers and emergency
trash from areas such as the engine, radiator, bat- personnel with procedures for handling or working
teries, hydraulic lines, fuel tank and operators cab. with that particular substance in a safe manner, and
Remove any grease, oil or debris build-up. Keep the includes information such as physical data (melting
machine, especially the walkways and steps, free of point, boiling point, flash point, etc.), toxicity, health
foreign material, such as debris, oil, tools and other effects, first aid, reactivity, storage, disposal, protec-
items which are not part of the machine. tive equipment, and spill handling procedures.
Fluids And Lubricants Eyes — Cause no more than minor irritation. Flush
eyes for 15 minutes with fresh water. Avoid by wear-
ing safety goggles when splashing may occur.
Skin — Cause no more than minor irritation. Avoid
by washing thoroughly with soap and water after
contact and by wearing gloves and protective
If uncertain about safe handling or use of any lubri- clothing.
cant, fluid or other chemical products, contact your au-
thorised dealer for a Material Safety Data Sheet Ingestion — If swallowed, give water or milk and
(MSDS). The MSDS describes in detail the physical and
health hazards, safe use procedures and emergency
DO NOT induce vomiting.
response techniques for chemical substances.
Inhalation — Move the person to fresh air. Avoid by
using the product only in a well ventilated area. If
BELL Mineral Engine Oil 10W40 any effects continue, refer to a doctor.
BELL Semi Synthetic Engine Oil 10W40 Fire Hazard — Products may be combustible at
BELL Gear Oil Limited Slip 80W90 high temperatures or if pressurised.
The MSDS classifies the above products as having Waste Disposal (environment protection — Pre-
no significant hazard. vent the product from contaminating soil and from
entering drainage, sewer systems and all bodies of
Eyes — Cause no more than minor irritation. Flush water.
eyes for 15 minutes with fresh water. Avoid by wear-
ing safety goggles when splashing may occur. Extended Life Coolant
Avoid Reversing Accidents The maximum slope values are calculated with the
exhaust brake and exhaust valve brake fully func-
tional, the transmission retarder set to maximum
and the transmission locked in a specified gear. The
continuous slope values are with the exhaust brake
and exhaust valve brake fully functional.
The operator must refer to the ' speed down slope'
decal on the windscreen (or in this manual) for the
gear selection and speed values. The operator must
also be familiar with the gradient value charts in the
Before moving the machine ensure that no person Operator Techniques Chapter in this manual
is in the path of the machine. Where conditions per- A knowledge of the site is important, especially the
mit, raise bin for better visibility to the rear. Use re- altitude of the site and the maximum percentage
verse camera if fitted. slope liable to be encountered and also the continu-
Use a spotter when reversing if view is obstructed ous slope at the site. Take note that the values indi-
and/or in close quarters. Keep spotter in view at all cated on the gradient decal were calculated at sea
times. Use prearranged hand signals to level.
communicate. Also take into account the ground conditions at the
site when deciding upon gear selection.
Avoid Machine Tipping Accidents Due to an ADT's versatility, it can be used in a wide
variety of applications. Many of these applications
Use seat belt at all times. present hazards related to machine stability when
operated in soft and/or slippery conditions and/or on
Do not jump out of the cab if the machine tips over. slopes. For this reason a risk assessment must be
It would be unlikely, that you would jump clear of the performed on the use of the machine per applica-
machine which could result in the machine crushing tion. The risk assessment must be done in accord-
you. ance with the local governing and/or ISO legislation.
Whilst precautions have been taken to optimise the
Use extra care when bin is raised. Machine stability
performance and stability of the vehicle, the risk as-
is greatly reduced when bin is raised. Drive slowly,
sessment must identify and prioritise all additional
avoid sharp turns and uneven ground.
actions to be taken to treat, tolerate or transfer the
Know the capacity of the machine. Do not overload. risks
Before operating machine after any accident, care- In addition, there are precautions the operator can
fully inspect all hydraulic and electrical lines. take during the operation of the machine in slippery/
wet conditions and/or while operating on slopes.
These precautions include (although the list is not
Operating On Slopes exhaustive):
• When operating on slopes, the operator should
take special care of sliding and/or rolling hazards.
These hazards are dependent on site and operat-
ing conditions. When operator is unsure of poten-
tial hazards, a risk assessment must be done.
• The differential locks should be engaged when
operating at a downhill or operating in ice or slip-
pery conditions. This will ensure maximum ve-
hicle traction is achieved.
• It is important that the diff locks are engaged prior
to entering an area where there is poor traction.
Avoid side slope travel whenever possible. • Full use of the retarder must be made before ap-
plying service brakes.
Check service brakes frequently when operating on
slopes.
Machine Type
Equipment
Seat
Machine
Suspension / Damping
System
Condition / maintenance
- Correct inclination adjustment • If the exposure limit value is exceeded, the opera-
tor of construction machinery shall implement the
- Use of additional options such as lumbar
following measures:
support
- Take immediate action to reduce exposure be-
• Carry out regular maintenance checks of your
low the exposure limit value.
machines, particularly of tyre pressure, chain ten-
sion, brakes, steering and mechanical linkages. - If necessary, reduce working hours
• Avoid jerky operation of machine and working The assessment of the daily level of exposure to vi-
equipment. Avoid jerky steering, braking and bration is based on the following calculation of vibra-
accelerating. tion values and duration of exposure in different
operating cycles. The results can either be dis-
• Adapt the driving speed to the road conditions.
played in m/s² or in a system of points.
- Adapt your driving speed to longer distances
1. Simplified determination using a system of
- Decelerate if you drive on rough grounds points
- Drive round obstacles and avoid driving on ex- 2. Calculation using an excel spreadsheet (refer to
tremely rough grounds last page for internet links to file).
• Try to maintain a good condition of the grounds The following pages describe a simple system of
the machine works and drives on. points to determine and assess the daily exposure
- Remove big stones and obstacles of a driver to vibrations without any measurement or
calculations.
- Avoid and fill up holes
- Keep appropriate machines for ground Determination & Assessment of Daily
improvement
Exposure to Vibrations
- Allow enough time for such measures.
Since the daily driver exposure to vibration depends
• Use additional systems such as ride control for
on the vibration values as well as on the duration of
machines with a high driving rate. If no additional
exposure, both factors need to be determined.
system is available, avoid building up of the ma-
chine by reducing speed. Determination of the vibration values of different
operating cycles
Legal Requirements The driver vibration values in different operating
cycles are determined using the chart. The chart
• The EU Directive 2002/44/EC defines the daily contains average vibration values of construction
driver exposure to vibrations with two limit values: machines and their typical application areas. The vi-
bration values are given for the three main direc-
- Action value 2.5 m/s²
tions x, y and z.
- Limit value 0.5 m/s²
Note: Some EU member states may have stricter
limit values.
• Once the exposure action values are exceeded,
the operator of construction machinery shall im-
plement the following measures:
- Establish technical and organisational measures
intended to reduce to a minimum the exposure to
mechanical vibration
- Provide adequate information and training to in-
struct drivers to use work equipment correctly and
safely in order to reduce their exposure to me-
chanical vibration to a minimum.
- Adopt provisions to ensure the appropriate
health surveillance of drivers.
Determination and assessment of daily driver 2. Estimate or measure the duration of exposure
exposure by total number of points. for the individual operating cycles. Vibration-
free periods may not be counted.
1. Determine the type of machine and the corre-
sponding operating cycles the driver completes 3. Determine whether your driver is exposed to
during the day. light, normal or hard operating conditions.
4. Determine the vibration values of the individual 7. The highest point sum of the three axes consti-
operating cycles for the x-, y- and z-axis using tutes the total number of points.
table 1.
8. Compare the total number of points to the action
5. Determine the number of points of the individual value and the limit value valid in the respective
operating cycles for the x-, y- and z-axis using EU member state.
table 2. In case of intermediate values, the vi-
9. Determine the need for action of the operator of
bration values should be rounded up.
the construction vehicle.
6. Add up the points for x, y and z-axis.
Duration of
Machine Op-
exposure in x-axis in m/s² No. of points y-axis in m/s² No. of points z-axis in m/s² No. of points
erating Cycle
hours
Duration of
Machine Op-
exposure in x-axis in m/s² No. of points y-axis in m/s² No. of points z-axis in m/s² No. of points
erating Cycle
hours
ADT(Driving 1.18 rounded 0.88 rounded
with Load) 3 0.85 108 216 122
up to 1.20 up to 0.90
The Comfort Ride suspension is available for the free, while being effective in reducing vehicle
B25E and B30E range of BELL Equipment ADT's. bounce and vibration.
The system consists of a unique walking beam de-
On site tests have shown that the new system will
sign that uses a dual stage sandwich block on the
allow the operator to increase his shift duration by
middle and rear axles. This solution functions by al-
as much as 34% using the RMS (Root Mean
tering the spring stiffness characteristic between la-
Square) WBV (Whole Body Vibration) calculations
den and unladen operation, to ensure the optimal
during unladen operation of the vehicle. Unladen
spring rate is always active. This simple mechanical
operation is deemed to cause the greatest vibration
solution has proven to be durable and maintenance
inputs.
Prepare For Maintenance And The use of appropriate wheel chocks is recom-
Service mended to prevent movement of the machine during
maintenance
Always install bin prop or the over- centre bin lock Do not support the machine with a single jack or oth-
when the bin is raised. er devices that may slip out of place.
The bin must be empty and the transmission in neu- Understand maintenance procedures before begin-
tral before installing the bin prop. ning any maintenance.
Ensure that the bin is lowered onto the bin prop lo- Keep the maintenance and service area clean and
cating ring dry.
Always install the cab prop when the cab is raised. The operator should assist the service personnel
Ensure that the cab prop is in one of the stop posi- whenever the engine must be running during serv-
tions securely when work or service is to be done ice or repair.
under the cab.
Warn others of maintenance or service work.
Inspect Cooling System
Park the machine on a level surface.
Engage the park brake.
Stop the engine .
Install the articulation locking bar.
SAFETY SIGNS
Safety Decals
There are several safety decals on your BELL EQUIPMENT machine. Their exact location and description
of the hazard are reviewed in this section. Please take the time to familiarise yourself with these safety
decals.
Keep the decals clean by using a soft cloth, water, and soap. Do not use solvent, gasoline, etc. You must re-
place a decal if it is damaged, missing or cannot be read. If a decal is on a part that is replaced, ensure a
new decal is installed on the replacement part. Contact your BELL EQUIPMENT Representative for new
decals.
There are other decals on your machine, such as the BELL identification decal only the decals of special
relevance to the safety of the operator are shown here. Refer to the Parts Manual for the identification decals
etc.
SAFETY SIGNS
This decal is located at the rear of the machine on This decal is located on the left and right of the rear
each side of the bin as well as on the back of the chassis at the bin pole as well as on the fire wall of
bin. (All machines). the cab facing the cab stay. (All machines).
Purpose of the decal is to warn people, not to stand Purpose of the decal is to warn all personnel, that
behind the truck as the operator of the truck may re- should any work / maintenance be conducted on
verse onto them which may result in serious injury the truck in this area, he / she should ensure that
or death. the machine transmission is set to neutral, the bin is
emptied and the bin support pole is installed, to
avoid and accidental injury
SAFETY SIGNS
SAFETY SIGNS
This decal is located on the interior windscreen of This decal is located on the interior windscreen of
the B18/20E (With non- retarder transmission). the B25E (Euro Models Only).
SAFETY SIGNS
This decal applies to the 25 Ton ADT’s descending This decal is located on the LHS rear pillar inside
a slope with fully laden gross vehicle mass of the cab of the B18, 20, 25 and 30E.
42400kg [93476 lb] at sea level. ( Refer to section
Operating Techniques - Down Hill Operation and
Gradient Values at Altitude for more details)
SAFETY SIGNS
SAFETY SIGNS
SAFETY SIGNS
Refer to Service Manual for greasing procedure. Check Hydraulic Oil Level.
SAFETY SIGNS
This decal (Reflective Strip) is located on the cab This decal is located next to the Adblue® / DEF filler
stay. cap. (Adblue® / DEF/ SCR Machine only).
Purpose of the decal, is to help the operator distin-
guish between the Adblue® / DEF tank and Diesel
tank.
SAFETY SIGNS
Pressure Level (Located on the bottom left inner wall of the cab - B18E & B20E).
Standard Blu@dvantage
Pressure Level - Located inside the cab on the RH C-Pillar (B25E & B30E).
Standard Blu@dvantage
SAFETY SIGNS
This decal is located inside the fuse panel lid inside the cab.
SAFETY SIGNS
This decal RSG (Recommended Service Guide) is located on the Hydraulic Tank of the B18E,
B20E, B25E & B30E.
SAFETY SIGNS
SAFETY SIGNS
SAFETY SIGNS
Located inside the cab on the rear pillar (South Afri- Located inside the cab on the rear pillar (Bell Ger-
can Bell Assembled Machines Only). many assembled machine – CE marked trucks).
SAFETY SIGNS
Located inside the cab on the rear pillar (Bell Germany as-
sembled machine – Non CE marked trucks).
TYRE INFORMATION
As a general rule of thumb, for ambient (at place of inflation) temperatures exceeding 25°C, the fol-
lowing applies:
TYRE INFORMATION
The adjusted Cold Inflation Pressure is a one-time change based on the recommended inflation
pressure for the vehicle/site and the temperature at the time the pressure is being checked or ad-
justed. This adjustment is required to ensure that the tyre does not become under-inflated
should the ambient operating temperature drop below the temperature at which the tyre
pressures were set. Once the vehicle starts operating, the pressure will increase due to heat
build-up inside the tyre. The increasing of pressure on an operational vehicle should be monitored
until stabilised, at which time the pressure is noted as the Hot Inflation Pressure. Future pressure
checks and adjustments should be done according to the Hot Inflation Pressure with the tyre at op-
erating temperature.
Bell Equipment has done everything in its power to Welding or modifying rims is strictly prohibited. Rims
source Tyres suited for the ADT application. ADT Cus- are manufactured in a controlled environment and any
tomers and Operators are reminded that Bell Equipment welding or other modifications to factory issued rims
cannot control the applications in which Bell ADTs are will immediately render the rims unsafe. Overheating of
being applied. Inspection and maintenance of Tyres a tyre caused by application of an external heat source,
needs to be conducted continuously by trained tyre pro- internal heat source e.g. excessive use of brakes, or op-
fessionals. Failure to do so may result in unexpected erating conditions will cause a steep rise in internal tyre
tyre failure which poses serious risk to the operators pressure. This could result in tyre explosion which
and bystanders. could propel projectiles in excess of 500m (1640ft) from
Bell strongly recommends that respective tyre compa- the machine, posing a serious risk to anyone or any-
nies are approached to establish safe working parame- thing in the affected area. If tyre overheating is sus-
ters of each ADT & Tyre combination prior to operation pected or noticed, do not approach the tyre within any
on any site area included in the shaded area in the drawing and re-
strict access underneath the truck, until such time that
the tyre has cooled down sufficiently. Never deflate
overheated Tyres.When inflating Tyres, stand behind the
tread and use a self attaching chuck with extension
hose. Use a safety cage on loose wheel-sets if available.
Do not stand over the tyre.
DO use a clip-on chuck to connect the airline DON’T use valve connectors that require the op-
with a quick-release coupling at the operator’s erator to hold them in place.
end (this allows tyre deflation from a safe posi-
tion if problems occur).
DO use airline hoses long enough to allow the DON’T exceed the manufacturer’s recom-
operator to stay outside the likely explosion tra- mended tyre pressure for the size and rating of
jectory during inflation. the tyre.
DO use enough bead lubricant when seating the DON’T use ‘unrestricted’ airlines (ie without a
tyre. Consider removing the valve core or using gauge or pressure control device).
a ‘beadblaster’ if seating is difficult.
DO remove the airline after use to prevent air DON’T allow the control valve to be jammed
seepage and possible over inflation. open (which could allow the operator to leave
the inflating tyre unattended).
TYRE INFORMATION
NOTE : Perform this check in an open area where ma- YES: Go to next
chine can travel at full speed. check.
Drive machine slowly. NO: Go to Service
Brake System
Steering Apply brake pedal to stop machine.
Malfunction.
Release the brake pedal. Does brake pedal push easily
without binding?
Does brake pedal return to the released position so
brakes are not dragging?
Do brakes stop machine in a reasonable distance with-
out pulling to one side or making noise? Drive machine
at full speed.
Release accelerator and apply brake pedal to stop
machine.
Do brakes stop machine in a reasonable distance with-
out pulling to one side or making noise?
Start engine and allow to warm to normal working tem- YES: Continue to
perature. (The Icon turns blue when below 60C˚ and next check.
grey above 60C˚.
NO: Go to Diagnose
Operate machine under full load at fast engine speed. Engine Malfunctions
Observe exhaust colour. No smoke is normal.
Blue smoke indicates faulty or stuck piston rings.
Exhaust Smoke
White or grey smoke indicates stuck piston rings, fuel
cetane too low or engine running too cold.
Heavy black smoke indicates injection nozzles faulty, en-
gine injection system incorrect, fuel octane to low or air
filter element clogged.
Is engine exhaust smoke normal colour?
Shutdown Did Turbo Spin Down display whole engine was shutting YES: Check complete.
down?
NO: Go to Menu Dis-
Did engine shut down? play Unit for fault codes
Did CDU shut down?
SCR(Isolate, Spin down)
CDU wont shut down if the door is open
ENGINE
Engine Description
OM 906 LA Shown
ENGINE
6 Cylinder 6 x-xxx-xxx-xx-xxxxx
Cylinder Code
1 Cylinder 1 x-xxx-xxx-xx-xxxxx
2 Cylinder 2 x-xxx-xxx-xx-xxxxx
3 Cylinder 3 x-xxx-xxx-xx-xxxxx
ENGINE
D = Bar code
E, G, H = Manufacturer information
F = Manufacturer bar code
ENGINE
cylinder heads allow excess fuel from the nozzles to During the pre-delivery stage, the pump plunger (8)
be bled off. moves up. As the valve (4) is not yet closed, the fuel
is first forced into the pressure relief chamber (10),
A solenoid (5) controls the fuel metering valve (4).
then into the return gallery (11).
During the suction stage, the pump plunger (8)
Delivery Stage
moves down. As a result of the constant fuel excess
pressure of approximately 600kPa (6 bar) (87 psi) in
the fuel low pressure circuit, the high pressure
chamber (7) of the unit pump is fitted with fuel
through the supply gallery (6).
Pre-Delivery Stage
ENGINE
the high pressure chamber (7) rises to a pressure serves as an expansion chamber for the pressure
approximately 160 000 kPa (1600 bar) (23 206 psi). peaks of the unit pump in the residual stage.
Residual Stage This prevents the pressure ratio of the adjacent unit
pumps being affected through the return flow
gallery.
ENGINE
ENGINE
10. AdBlue / DEF Return Line Connection to Tank 3. Compressor Air Inlet
11. Control Connection for compressed Air 4. Check Valve
12. Filling Valve for bubble storage 5. Diffuser
13. filling Connection 6. Aerosol Outlet
14. suction filter sieve 7. Calibration Screw
15. Electrical Connection 8. AdBlue / DEF Inlet
16. Cap Ventilation Diaphragm 9. AdBlue / DEF Filter Screen
B128. SCR Compressor Air Pressure Sensor
The Metering device
B129. SCR AdBlue / DEF Pressure Sensor
The metering device is located on the engine. On B130. SCR AdBlue / DEF temperature Sensor
the small ADT it is on the right hand side of the en-
gine just behind the turbo. On the large ADT it is on Y109. SCR AdBlue / DEF Metering Valve
the back side of the engine just in front of the turbo.
The AdBlue / DEF metering device mixes AdBlue / The Pressure Limiting Valve
DEF with compressed air and metres out this aero-
sol into the exhaust gas stream via a nozzle into the The function of the Pressure limiting valve is to sup-
exhaust pipe before the catalyst. ply the metering valve and pump module with com-
pressed air.
The metering device consists of a two-part, hous-
ing. One side of the housing holds the AdBlue / DEF It is located in the battery box and consists of a
components and the other the compressed air pressure reducing valve and air pressure limiting
components. solenoid valve. (Y106) Air pressure received from
the truck main reservoirs and reduced to 5.5bar at a
The metering valve is located internally between the consumption of 25l/min.
two housings. On the AdBlue / DEF side there is a
gauze filter, a pressure and a temperature sensor, a
calibration restricter and an electrically controlled AdBlue / DEF Spray Nozzle
metering valve. On the compressed air side there is
a gauze filter, a check valve, a diffuser and a mixing The AdBlue / DEF spray nozzle is situated in the ex-
zone underneath the diffuser where AdBlue / DEF is haust pipe just after the exhaust brake assembly.
metered out and added to the compressed air. In The AdBlue / DEF spray nozzle is required to dis-
the mixing chamber, in which the mixing zone is lo- tribute the AdBlue / DEF supplied by the metering
cated, the pressure is measured via a compressed device via the feed line as evenly as possible into
air sensor. the exhaust gas flow. The spray nozzle is screwed
onto the exhaust pipe. At the lower end of the spray
nozzle, the aerosol exits via single hole, 1.4mm.
1. Vent Valve
2. Compressor Air Filter
ENGINE
ENGINE
Temperature Sensors for Catalytic The NOx sensor enables the SCR system to moni-
Converter tor correct operation of the catalyst. It is not used as
closed loop control of the system but merely to eval-
There are temperature sensors mounted in the inlet uate. This sensor is installed after the catalyst.
chamber and the outlet chamber of the silencer / in-
tegrated catalytic converter.
AdBlue / DEF Level & Temperature
The temperature sensors signal the actual tempera- Combination Sensor
ture to the SCR controller.
The fuel level sensor is integrated into the AdBlue /
DEF tank from the top.
The task of the fuel level sensor is to measure the fill
level and the temperature of the AdBlue / DEF. The
current AdBlue / DEF temperature is measured by
means of a temperature sensor, which is integrated
into the underside of the fuel level sensor. To pre-
vent the AdBlue / DEF from freezing, the AdBlue /
The incoming messages are digitised and then sent DEF lines, supply unit and tank are heated with
to the engine control unit (MR). If the temperature coolant if necessary.
needed for the catalytic exhaust gas cleaning proc-
ess has been reached (200°C min) on both sensors
the engine control can initiate the injection of the
AdBlue / DEF.
ENGINE
the filler neck. Some AdBlue / DEF pump filling noz- • AdBlue / DEF pressure (B129)
zles will only allow flow if this magnet is sensed
• Air pressure(B128)
• Intake air temperature and humidity via SCR
SCR System – Operation controller
Defrosting of AdBlue / DEF Reservoir & • Condition of catalytic converter from NOx sensor
Pump Module through SCR controller
The following outputs are controlled by the MR to
The MR fitted to the engine, monitors the AdBlue / control the SCR function.
DEF reservoir temperature via CAN, from the SCR
control module, which in turn is hard wired to the • AdBlue / DEF pump (M25)
Level/temperature combination sensor on the reser- • Air pressure limiting solenoid valve(Y106) via
voir. If this temperature is bellow -8°C, the AdBlue / SCR controller
DEF will need to be heated before the system will
operate. The MR will monitor the engine tempera- • Tank heater solenoid valve
ture via the engine temp sensor. When the engine • Diffuser heater
temperature reaches 65°C, the MR will energize the
Heater solenoid valve (Y107). • SCR metering valve (Y109)
NOTE: Solenoid will not be energized if AdBlue / NOTE: Before any metering of AdBlue / DEF can
DEF is above -8°C take place, the catalytic converter needs to at-
tain a temperature of at least 200°C.
When the solenoid is energized, it opens and allows
warm reticulating engine coolant to flow through the When all parameters are met, the pressure limiting
valve to the SCR pump module. The coolant moves valve (Y106) is energized. Reduced air pressure
through the heating channels, warming the pump (5.5bar) is then allowed to branch out to the pump
module. From the pump module, the coolant flows module and metering valve.
through the heating channels in the AdBlue / DEF
At the pump module, the air pressure acts as a pilot
reservoir and then back to the engine.
supply on the switching valve (2), closing off the
NOTE: All external AdBlue / DEF hoses are AdBlue / DEF return line to tank. At the metering
strapped to the coolant hoses for heating pur- unit, air enters through a filter screen (10), through
poses. The AdBlue / DEF hoses do however al- check valve (9). The check valve prevents AdBlue /
low for expansion in case of freezing. DEF or exhaust gasses from entering the pneumatic
system when not in operation. Air is then heated by
As soon as the AdBlue / DEF temperature is greater the diffuser heater (R28) to prevent it freezing when
than -8°C, the solenoid valve (Y107) will de-ener- accelerated through the diffuser (Venturi effect). The
gize, closing the valve, preventing any further heat- air pressure is then sensed by a temperature sensor
ing from taking place. (B128) as it exits the metering unit to the injection
NOTE: For the SCR system to operate, all sys- nozzle.
tem components need to be in good order. Mal- This will be the case whether AdBlue / DEF is being
function of any component will generate a DTC metered or not, preventing a build up of AdBlue /
and shut down the SCR function. The MR will DEF/exhaust deposits in the metering unit, nozzle
however not derate the engine, but change to and the line between.
secondary control map in the event of any
failures. When the MR energizes the pump, based on sen-
sor values and operator inputs, AdBlue / DEF is
The following inputs are required by the MR to con- drawn from the reservoir, through the intake filter
trol the SCR function. and into the pump.
• Ambient air temperature via the OBW module Because of the return line being closed, AdBlue /
• Operator input via the ADM DEF is pumped through the outlet filter, to the meter-
ing valve. The pump brings the AdBlue / DEF up to
• Engine temperature an operating pressure of 6bar. AdBlue / DEF pres-
• AdBlue / DEF level via the SCR controller sure also acts on the pressure reservoir (4) in the
pump module. The reservoir compensates for pres-
• AdBlue / DEF temperature (B130) sure fluctuations and reduces the cut in frequency
of the pump.
ENGINE
AdBlue / DEF now enters the metering valve With no air pressure acting on the pneumatic
through filter screen (8) to the SCR metering valve switching valve (2), it opens and allows pressurized
(Y109). AdBlue / DEF pressure (B129) and temper- AdBlue / DEF to drain to tank. The system will then
ature (B130) are also sensed. remain in this state until no pressure (atmospheric)
is sensed at the AdBlue / DEF pressure sensor
As required, the MR will proportionally control the
(B129) in the metering valve.
metering valve (Y109), metering the flow of AdBlue /
DEF into the air flow. This atomizes the mixture The pressure limiting valve (Y106) and metering
which is then carried to the injection nozzle. valve (Y109) will then both be energized again. This
will cause the switching valve (2) to close again. Air
will flow through the metering unit to the injection
SCR System Purging nozzle. Because the metering valve (Y109) is open,
and a restriction is caused by the injection nozzle,
To prevent any damage due to expansion when air pressure will enter the metering unit, pressurizing
freezing, the metering unit and pump module need the AdBlue / DEF circuit. This will continue until the
to relieved of pressure and purged from AdBlue / same pressures are sensed at pressure sensors
DEF after the engine has shut down. B129 and B128.
The purging procedure is preset in the MR and will The pressure limiting valve (Y106) and metering
continue for duration of 255sec after the engine has valve (Y109) are then again de-energized, causing
stopped. It is therefore important not to turn off the the switching valve to open again, relieving the com-
battery isolator until purging is complete. A count- pressed air/AdBlue / DEF to the reservoir.
down in also displayed on the CDU for this function.
The reverse siren will also sound once after the Once the system senses no pressure at the AdBlue
purging process is complete / DEF pressure sensor (B129), the two solenoids
will be energized again.
NOTE: Isolating during the purging period will
log a DTC This will continue repetitively for the full duration of
the 255sec countdown to ensure all AdBlue / DEF is
When the engine has stopped, the pressure limiting purged from the system
valve (Y106), metering valve (Y109) and pump mo-
tor (M25)will be de-energized.
Diagnose Engine Malfunctions
Starter motor turns engine too Batteries under charged Recharge or replace batteries.
slowly
Poor engine ground Repair, clean or secure
connection. connections.
Loose or dirty battery terminals. Clean and tighten battery
terminals.
Worn starter motor.
Perform starter load test.
Hydraulic Cut Off Solenoid
Valve. Go to “Hydraulic System Mani-
fold Operation (Top View)”.
Hard starting when cold Defective cold start aid. See “Cold Start Operation”.
Incorrect valve clearance. Adjust valve clearance.
Compression too low. Test compression.
ENGINE
Engine turns but does not start Insufficient fuel in fuel tank. Fill tank and bleed system.
Compression too low. Test compression.
Low fuel pump pressure. Test fuel pump pressure.
Engine stops soon after Insufficient fuel in fuel tank. Fill tank and bleed system.
starting
Air in fuel system. Bleed system, check and repair
air entry.
Blocked fuel filters.
Replace fuel filters.
Low fuel pump pressure.
Test fuel pump pressure.
Electronic Unit Injector.
Check fault codes.
ENGINE
Black smoke from exhaust Inlet system restricted. Service and repair inlet system.
Incorrect grade of fuel. Reset valve clearance. Re-
place fuel delivery nozzles.
Worn fuel delivery nozzles.
White smoke from exhaust. Engine running too cold. Check that thermostats are not
stuck open.
Worn fuel delivery nozzles.
Replace fuel delivery nozzles.
Pistons, rings or liners scored.
Test compression.
Coolant entering cylinder
bores. Cold start solenoid Check cylinder head gasket.
defective.
Replace cylinder head gasket.
Test solenoid.
See “Cold Start Circuit”.
ENGINE
ENGINE
Tests
Cylinder Compression Test
NOTE:
1. Compression pressures are affected by the cranking speed of the engine. Before beginning the
test, ensure that the batteries are fully charged and the starter motor is in a good working
condition.
2. Repeat procedure for all cylinders.
Disconnect fuel delivery line and blank line off.
Install compression tester adapter (1) into cylinder Crank engine approximately ten seconds. Record
head. readings and compare to specification.
Install hold down clamp (2) using an M10 x 1.5 x 70 Engine Compression 2800 kPa (28 bar) (406 psi)
mm long cap screw (3). Pressure
Permissible Difference Be- 400 kPa (4 bar) (58psi)
Install compression tester to adapter. tween Cylinders
ENGINE
Specification
Pressure At Fast Idle 400 - 650kPa (4 - 6.5 bar) (58 -94 psi)
Essential Tools
Parker No 34982-16-6: Banjo Union
NOTE: 904 engine shown. Install ring piece (5), pressure gauge (6) and meas-
uring hose (7) on adapter piece (4).
Remove cover (1).
Connect wiring harness connector plug to tempera-
Unplug wiring harness connector (2) from tempera-
ture sensor and attach on engine.
ture sensor (3).
Start engine and compare to specification.
Remove temperature sensor (3).
If out of specification, repair
Install adapter piece (4) with seal ring on crankcase.
ENGINE
Oil Pump Pressure Test Remove plug on main oil supply channel (1).
Specification
Essential Tools
ENGINE
Engine Schematic
Engine Schematic B18E/B20E
ENGINE
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
Control Units
CAN Circuit Test
ELECTRICAL SYSTEMS
NO: System voltage is measured. A short to power YES: A short-to-ground exists on the CAN Lo wire.
exists on the CAN Lo wire. Check CAN Lo voltage Check CAN Lo voltage at one controller at a time to
at one controller at a time to locate the short circuit. locate the trunk of the harness where the short is lo-
Reference the System Functional Schematic, Wir- cated. Reference the System Functional Schematic,
ing Diagram and Component Location Master Wiring Diagram and Component Location Master
Legend to locate wires. Repair or replace harness Legend to locate wires. Repair or replace harness
as neces- sary. as necessary.
NO: Zero volts are measured. Perform CAN Lo Wire NO: An open circuit exists on the CAN Lo wire.
Circuit Check. Reference the System Functional Schematic, Wir-
ing Diagram and Component Location Master
NO: Voltage is out of range but greater than 0 and Legend to locate wires. Repair or replace harness
less than system voltage. Remove one controller at as necessary.
a time and recheck voltage. When voltage is in
range, check harness of disconnected controller for
short circuits. Reference the System Functional 7 Controller Check
Schematic, Wiring Diagram and Component Loca-
tion Master Legend to locate wires. Repair or re- Turn key switch OFF. Locate controller. Using the
place harness as necessary. System Functional Schematic, Wiring Diagram and
Component Location Master Legend locate the
CAN wires and disconnect the appropriate connec-
5 CAN Hi Wire Voltage Check tor. Us- ing a multimeter, measure resistance be-
tween the CAN Hi and CAN Lo wires
Using a multimeter, measure continuity between pin
C (CAN Hi) and pin A (ground) of SERVICE ADVI- Is resistance between 55—65 ohms?
SOR™ connector (3).
YES: Connect controller. Repeat Controller Check
Is continuity measured? for all other controllers.
YES: A short-to-ground exists on the CAN Hi wire. NO: An open or short circuit exists in one of the
Check CAN Hi voltage at one controller at a time to CAN wires. Work from the controller back to the
locate the short circuit. Reference the System Func- main har- ness checking the CAN Hi and Lo wires
tional Schematic, Wiring Diagram and Component for open and short circuit
Location Master Legend) to locate wires. Repair or
replace harness as necessary.
8 Total resistance check
NO: An open circuit exists on the CAN Hi wire.
Reference the System Functional Schematic, Wir- Check that the total resistance between pin C and D
ing Diagram and Component Location Master on the diagnostic plug with the machine off and the
Legend to locate wires. Repair or replace harness MMU unplugged
as necessary.
The total resistance should be 60 ohms
ELECTRICAL SYSTEMS
Electrical Schematics
ELECTRICAL SYSTEMS
Electrical Schematics
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
Fuses 8 - 19
ELECTRICAL SYSTEMS
Fuses 22 - 28
ELECTRICAL SYSTEMS
Fuses 29 - 40
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
12V DC to DC Converter.
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
Engine Air Intake & IDL Press SW, IDL & Purge Sol
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
Hyd Filter & High Press Filter, Hyd Tank Temp Sen-
sor, Hyd Press.
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
Earth Connections
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
12 I-tip Button
ELECTRICAL SYSTEMS
To start you may need to enter a security code. Then press the button
MR-ECU again and the SSM will send a CAN request for the engine to be
started. Then engine will crank automatically. The automatic crank
MR-12 will turn off after 15 sec if the engine does not start. If button is held
down for more than 2 second and more, then engine will crank for the
duration that you hold the button down. If the button is held for a sec-
ond, then the engine will crank automatically.
2 Ignition off/engine stop If button is pressed while ignition is on, then machine will shut down.
The SSM cuts power supply to ignition solenoid.
If this button is pressed once while engine is running, then the ma-
chine will go into shutdown mode. This includes placing the transmis-
sion in neutral, applying the park brake and going into turbo-spin
mode. If you press and hold this button, then the turbo-spin down
mode will be overridden and the machine will shut down immediately.
A critical fault code will be logged. If the machine is in motion and this
button is pressed, then the machine will proceed to slow down and
when the machine is slow enough, the park brake will be applied and
the machine will go into shutdown mode. If service mode is activated
and the engine is running and the button is pressed, then the machine
will go into shutdown mode but only the engine will be shutdown.
3 Hazards OEU J3-B2 and J3C2 When the machine is off, the SSM will give an 24V output to the CCU
to request hazards.
OEU J3-B2 and J3C2 When machine is on/engine is running, then the SSM will give an 24V
and will send a CAN request to the CCU for hazards
Select drive and machine will forward. If you press and hold the drive
button, the transmission will shift to first gear in manual mode. In this
mode this button can then be used to shift up. If you press the button
6 Drive TCU for a sec then the transmission will go into auto mode. If it is pressed
while the machine is reversing and is traveling less than 5km/h, the
machine will slow down and then shift to forward drive and proceed
forward as per request.
If pressed and the transmission output is less than 275rpm, then the
park brake will automatically apply. If neutral is requested and the ma-
7 Neutral TCU chine is at speed, then the machine will slow down by taking away
the accelerator, applying the retarder, change gears down and when
the transmission output is less than 275rpm, the park brake will auto-
matically apply.
Select reverse and machine will reverse. If the truck is moving for-
8 Reverse TCU ward at speeds more than 5km/h then the machine will change down
1 gear. If the truck is traveling less than 5km/h, then the machine will
slow down and apply reverse
ELECTRICAL SYSTEMS
Differential lock stage 1 When pressed for less than 0,5 seconds, inter axle diff lock will be ap-
9 (IDL) CCU J2-B4
plied. This will remain on until driver switches it off.
Large trucks only. When pressed for longer than 0,5 seconds, both
Stage 2 (CTD) CCU J2-F4 inter axle and diff lock will be applied. Diff lock will be automatically
deactivated after 30 seconds.
To lift the bin, press and hold button unless drive line assist is active
10 Bin Up CCU J3-A4 then once pressed the button will latch and bin will lift to set
maximum.
Pressed once, the button will latch and the bin will lower to rest posi-
11 Bin Down CCU J3-D4 tion. If pressed while bin is coming down, then bin will stop at that
position.
Normally, soft stop will be active. In this mode, when the lever is re-
leased and the bin is moving upward, the bin will slowly come to a
stop within 3%. If soft stop is active, and a dynamic end stop is ap-
proached, the bin will begin to slow down 3% from the dynamic end
stop and then come to a complete stop at the dynamic end stop. To
Hard stops CCU J3-A3 activate hard stops, the SSM is used. Once hard stops are active, the
bin will stop suddenly if requested. This is achieved by cutting the cur-
rent to the relevant solenoid. If approaching a dynamic end stop, the
current to the bin up solenoid will be cut 0.8% from the dynamic end
to allow for momentum. Hard stops are also active when driving and
lifting the bin. This is done to ensure that the relevant gear limit for the
bin is not exceeded.
This function is only active if it is first enabled via the CDU ( service
mode). Then press and hold button so all three LED light are on. This
CCU J3-A3 will allow the machine to drive and select to a maximum 4 th gear
Load spreading
while the bin is been lifted. The machine will move at a controlled
TCU speed which is pre determined by the spread rate setting on the
CDU. This will then allow the even spreading of the load as the ma-
chine moves forward.
13 Transmission retarder TCU Depending on how many LED lights are on, the TCU will apply the re-
tarder accordingly
Speed control Press and hold any of the 2 retarder buttons and speed 1 or speed 2
TCU to CCU to ADM
are activated and can be adjusted.
Wiper and washer Press and hold and the window washer and the slow wiper speed are
14 OEU J1-C3/C4 and
control activated simultaneously. The wiper will give an extra wipe after the
OEU J2-F4 washer has stopped.
Intermittent Press SSM twice and the intermittent wiper is active continuously.
CCU J3- C3/C4 Timing can be set on the CDU.
ELECTRICAL SYSTEMS
15 Work lights Function must be enabled. Press SSM once and the work lights if fit-
CCU J1-H1 and J1H2
ted, will be activated
16 Head light / Park lights Press SSM once and park lights are activated.
OEU J2-GS
17 Electric mirror defrost CCU J3-D2 Press SSM once and mirror heating are activated.
20 Air direction OEU J3-E2 and J3 When SSM pressed, ventilation direction will be cycled through the
-D2 different outlets
21 Air conditioner Fan speed must be active then when this button is pressed, the CCU
CCU J3 – E3
will power the air con compressor
22 Air recirculation OEU J3–A1 This button will cycle the air circulation flap open or closed
24V INPUT on CCU J2 -A4 If service brake input status is ON, or if any of
24V or ADM and TCU CAN re- the retarders actual torque values ≥ 10%, then
Brake Light J3-B4
OUTPUT quest when truck is this output must be ON , otherwise this output
retarding must be OFF
Reverse Lights and 24V If selected gear is reverse, then output is ON,
J1-A3/A4 TCU CAN Message to CCU
back-up alarm OUTPUT otherwise output OFF
ELECTRICAL SYSTEMS
Associated
Function Output Range Functional Description
Inputs
Park brake pressure OPEN/ This input is de-activated by the air pressure
CCU2J1 - D2
switch GROUND from park brake Pressure solenoid
ELECTRICAL SYSTEMS
Associated
Function Output Range Functional Description
Inputs
ELECTRICAL SYSTEMS
Associated
Function Output Range Functional Description
Inputs
CDU Wake-up This is an output signal to the CDU that the igni-
signal J3-A4 24V CCU
tion is on.
ELECTRICAL SYSTEMS
Associated
Function Output Range Functional Description
Inputs
Heater Valve J3-A2 24V SSM Activated to control temperature in the cab
24V intermit-
Left Indicator Light J3-B2 tent OEU J1-C2 G If CDU left indicator status is ON, then this out-
OUTPUT put must flash ON and OFF at 500 ms intervals.
Front Wiper Low In this state, the low speed output is driven
J1-C3/C4 24 V Press three on SSM continuously
Speed
Front Wiper High In this state, the high speed output is driven
J2-D4 24 V Press four times on SSM continuously
Speed
Air-con Clutch It will be active when the fan and aircon LED
J2 – H4 24 V SSM
Solenoid lights are on.
ELECTRICAL SYSTEMS
Resistance = 86 Ohms Apply 550 kPa (5.5 bar) (79.8 psi) air pressure to
the external port of the pneumatic manifold, then
Air Pressure at 600 kPa (6 bar) (87 psi) perform the following:
Resistance =122 Ohms
Air Pressure at 800 kPa (8 bar) (116 psi)
Resistance = 152 Ohms
The following tests require a regulated air source Chock wheels to prevent machine from moving. Park
brake may disengage when performing this test.
applied to port (2).
To do this, remove the existing coupler assembly • For park brake pressure switch (B18), turn key
(1). switch to ON position, then move park brake lever
Install an appropriate coupler using a ¼ NPT adapt- to the DISENGAGE position
er and attach a regulated air supply to the newly in- • For inter-axle lock pressure switch (B25), turn key
stalled coupler. switch to ON position, then push inter-axle lock
switch to the ENGAGE position.
Pneumatic Pressure Switches Test
Pneumatic Solenoid Test
Disconnect wire harness connector from pressure
switch to be tested. Disconnect wire harness from solenoid .
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ELECTRICAL SYSTEMS
ADM3 fault
ADM3 fault
code
code Fault location Fault description Remedial action Pin
(J1939)
(K-line)
SPN /FMI
Two Speed Axle Abnormal Update Rate CAN
69 / 9 17309
Switch J1939
Two Speed Axle CAN
69 / 19 17319 Switch Received Network Data in
Error J1939
CAN
70 / 9 17409 Parking Brake Switch Abnormal Update Rate
J1939
- Check wiring
91 / 0 10200 Accelerator Pedal Not Adjusted 21/11
(AFPS or J1939) - Limit value idle operation posi-
tion: 5,0 V
- check wiring
91 / 3 10203 21/11
- Limit value idle operation posi-
tion: 5,0 V
- Check wiring
91 / 4 10204 21/11
- Limit value idle operation posi-
tion: 5,0 V
- Refill oil
Oil Level (from PLD/ - Remark: This problem can oc- PLD/
98 / 14 10414 Oil Level too Low
MR2) cur also if in PLD/MR2 the false MR2
type of oil pan were
programmed.
Oil Pressure (from - Check oil pump and oil circuit PLD/
100 / 1 10501 Low Oil Pressure
PLD/MR2) MR2
Oil Pressure (from - Check oil pump and oil circuit. PLD/
100 / 14 10514 Oil Pressure too Low
PLD/MR2) MR2
Coolant Temperature Coolant Temperature too - Cooling-water level and cool- PLD/
110 / 14 10914
(from PLD/MR2) High ing circuit check MR2
- Check wiring
Coolant Level Sensor
111 / 3 11003 Open Circuit 15/07
(KW_ SE) - Voltage must be larger than
2.0 V
Coolant Level Sensor
111 / 4 11004 Short Circuit to Ground - Check wiring. 15/07
(KW_ SE)
CAN
523 / 9 17809 Transmission Current Abnormal Update Rate J1939
- check wiring
Accelerator Pedal Idle 21/12
558 /12 11712 Switch (GAS1 + GAS2 Both Switches Closed - Pedal unit exchange, if and 21/
or J1939) 13
defective
Transmission Torque
Converter Lockup Abnormal Update Rate CAN
573 / 9 18109
Engaged J1939
Transmission Torque
Converter Lockup Received Network Data CAN
573 / 19 18119
Engaged in Error J1939
Cruise Control Switch Plausibility Check Failed - Check wiring of stalk switch 18/04
599 / 14 11814 and 12/
CC- (Set + Coast) (Check Stalk Switch Wiring - Check parameter 13/37 07
Cruise Control Switch Plausibility Check Failed - Check wiring of stalk switch 18/05
601 / 14 11914 CC+ (Res + Acc) (Check Stalk Switch wiring) and 12/
- Check parameter 13/37 07
- Check wiring
Grid Heater: No
Output Relay 2 (REL
730 / 0 13900 - Check relay 2 15/09
2) Increasing Boost Tempera-
ture After Activation - Check grid heater
CAN
904 / 9 18809 Front Axle Speed Abnormal Update Rate J1939
CAN
904 / 19 18819 Front Axle Speed Received Network Data in J1939
Error
Remote Throttle Pedal Supply Voltage Out of - Limit values for the supply
(HFG) voltage of the
Range (Pin HFG+)
974 / 2 14202 HFG: 18/17
1015 / 1 15001 PWM Accelerator Ped- No Supply Voltage at Pin FP - Check wiring —
al (PWM FFG) +
1015 / 3 15003 PWM Accelerator Ped- No Signal at Path 2 (GAS2) - Check wiring
—
al (PWM FFG)
- Pins 21/13, 15/05 , 21/14.
1015 / 4 15004 PWM Accelerator Ped- No Signal at Path 2 (GAS1) - Check wiring
—
al (PWM FFG)
- Pins 21/12, 15/05 , 21/14
1015 / 5 1505 PWM Accelerator Ped- Not Adjusted - Restart accelerator pedal ad- —
al (PWM FFG) justment routine
PWM Accelerator Ped- Idle Position Out of Adjusted - Restart accelerator pedal ad- —
1015 / 6 15006 al (PWM FFG) Range justment routine
98 / 2 12026 Oil Level (from PLD/MR2) Oil Level too High or too LSCANMR
98 / 2 12403 Oil Level (from PLD/MR2) Oil Level Not Plausible LSCANMR
98 / 2 12517 Oil Level (from PLD/MR2) Data Erratic, Not Plausible LSCANMR
100 / 1 12021 Oil Pressure (from PLD/ Oil Pressure too Low LSCANMR
MR2)
100 / 14 12020 Oil Pressure (from PLD/ Oil Pressure too Low LSCANMR
MR2)
Turbo Charger/
102 / 0 11820 Over boost Condition LSCANMR
Supercharger
Turbo Charger/
102 / 1 11818 Boost System Performance LSCANMR
Supercharger
Turbo Charger/
102 / 4 11416 Boost Sensor “A” Circuit Low LSCANMR
Supercharger
Turbo Charger/
102 / 7 11876 Boost System Performance LSCANMR
Supercharger
Turbo Charger/
102 / 7 11878 LSCANMR
Supercharger Bypass Valve – Mechanical
Turbo Charger/
102 / 13 11873 Under boost, Control at Limit LSCANMR
Supercharger
Turbo Charger/
102 / 13 11875 Boost System Performance LSCANMR
Supercharger
- Cooling-water level
12122 Coolant Temperature LSCANMR
110 / 0 High Coolant Temperature and cooling circuit
(from PLD/MR2)
Check
14269 Euromot3b / Tier4i Engine Chassis Control Module New Since Version LSCANMR
609 / 14
Control Module Mismatch 10.00
- Check Engine
630 / 9 14149 Control Module Vehicle Options Error Brake LSCANMR
Parameters
Circuit
10310 Crankshaft Position Sen- LSCANMR
636 / 5
sor “A” Range/ Performance
Camshaft Position
636 / 7 10311 Crankshaft Position LSCANMR
Correlation (Bank 1 Sensor)
Engine Turbocharger 1
1184 / 0 14422 Turbine Outlet Temperature too High LSCANMR
Temperature
Engine Turbocharger 1
1184 / 2 14263 Turbine Outlet Not Plausible LSCANMR
Temperature
Engine Turbocharger 1
1184 / 3 14415 Turbine Outlet Circuit High LSCANMR
Temperature
Engine Turbocharger 1
1184 / 4 14416 Turbine Outlet Circuit Low LSCANMR
Temperature
Circuit
18417 Redundant Pressure LSCANMR
1387 / 2
Sensor Range/Performance
3464 / 6 12407 Intake Throttle Direction Command Current Too high LSCANMR
Reductant
Catalyst Error
Reductant
14248 NOx Emission Reductant LSCANMR
3516 / 18 Quality/Unsufficient
Dosing
Reductant Dosing
4335 / 0 16820 SCR Air Pressure System Pressure Too High LSCANMR
4335 / 1 16821 SCR Air Pressure System Pressure Too Low LSCANMR
4335 / 7 16883 SCR Air Pressure System Missing Air Supply LSCANMR
C1312 Retarder Request Sensor Failed Low No May inhibit retarder operation if not using J1939
datalink
C1313 Retarder Request Sensor Failed High No May inhibit retarder operation if not using J1939
datalink
P0122 Pedal Position Sensor Low Voltage No Use default throttle values. Use brake switch for
retarder
P0123 Pedal Position Sensor High Voltage No Use default throttle values. Use brake switch for
retarder
P0218 Transmission Fluid Over Temperature No Use hot mode shift schedule. Inhibits upshift above
a calibrated range. Activate sump overtemp
indicator
P0602 TCU Not Programmed Yes Lock in Neutral
P0634 TCU Internal Temperature Too High Yes DNS, SOL OFF (hydraulic default)
P063E Auto Configuration Throttle Input Not Present Yes Use default throttle values
P063F Auto Configuration Engine Coolant Temp In- No Use default throttle values
put Not Present
P0658 Actuator Supply Voltage 1 (HSD1) Low Yes DNS, SOL OFF (hydraulic default)
P0659 Actuator Supply Voltage 1 (HSD1) High Yes DNS, SOL OFF (hydraulic default)
P0703 Brake Switch Circuit Malfunction No No Neutral to Drive shifts for Auto Neutral for re-
fuse packer
P0708 Transmission Range Sensor Circuit High Yes Ignore defective strip selector inputs
Input
P0711 Transmission Fluid Temperature Sensor Cir- Yes Use default sump temp
cuit Performance
P0712 Transmission Fluid Temperature Sensor Cir- Yes Use default sump temp
cuit Low Input
P0713 Transmission Fluid Temperature Sensor Cir- Yes Use default sump temp
cuit High Input
P0716 Turbine Speed Sensor Circuit Performance Yes DNS, Lock in current range
P0717 Turbine Speed Sensor Circuit No Signal Yes DNS, Lock in current range
P0719 Brake Switch ABS Input Low No TCU assumes ABS is OFF
P0721 Output Speed Sensor Circuit Performance Yes DNS, Lock in current range
P0722 Output Speed Sensor Circuit No Signal Yes DNS, Lock in current range
P0729 Incorrect 6th Gear Ratio Yes DNS, Attempt 5th then 3rd
P0731 Incorrect 1st Gear Ratio Yes DNS, Attempt 2nd, then 5th
P0732 Incorrect 2nd Gear Ratio Yes DNS, Attempt 3rd then 5th
P0733 Incorrect 3rd Gear Ratio Yes DNS, Attempt 4th then 6th
P0734 Incorrect 4th Gear Ratio Yes DNS, Attempt 5th then 3rd
P0735 Incorrect 5th Gear Ratio Yes DNS, Attempt 6th, then 3rd, then 2nd
P0842 Transmission Pressure Switch 1 Circuit Low Yes DNS, Lock in current range
P0843 Transmission Pressure Switch 1 Circuit High Yes DNS, Lock in current range
P0882 TCU Power Input Signal Low Yes DNS, Sol OFF (hydraulic default)
P0962 Pressure Control Solenoid Main Mod Control Yes DNS, Sol OFF (hydraulic default)
Circuit Low
P0963 Pressure Control Solenoid Main Mod Control Yes None
Circuit High
P0964 Pressure Control Solenoid 2 (PCS2) Control Yes DNS, Sol OFF (hydraulic default)
Circuit Open
P0966 Pressure Control Solenoid 2 (PCS2) Control Yes DNS, Sol OFF (hydraulic default)
Circuit Low
P0967 Pressure Control Solenoid 2 (PCS2) Control Yes DNS, Sol OFF (hydraulic default)
Circuit High
P0968 Pressure Control Solenoid 3 (PCS3) Control Yes DNS, Sol OFF (hydraulic default)
Circuit Open
P0970 Pressure Control Solenoid 3 (PCS3) Control Yes DNS, Sol OFF (hydraulic default)
Circuit Low
P0971 Pressure Control Solenoid 3 (PCS3) Control Yes DNS, Sol OFF (hydraulic default)
Circuit High
P0973 Shift Solenoid 1 (SS1) Control Circuit Low Yes DNS, Sol OFF (hydraulic default)
P0974 Shift Solenoid 1 (SS1) Control Circuit High Yes DNS, Sol OFF (hydraulic default)
P0975 Shift Solenoid 2 (SS2) Control Circuit Open Yes 7-speed: Allow 2 through 6, N, R.
P0976 Shift Solenoid 2 (SS2) Control Circuit Low Yes Allow 2 through 6, N, R. Inhibit TCC operation
P0977 Shift Solenoid 2 Control Circuit High Yes 7-speed: Allow 2 through 6, N, R.
P1739 Incorrect Low Gear Ratio Yes DNS, command 2nd and allow shifts 2 through 6,
N, R
P1891 Throttle Position Sensor PWM Signal Low No Use default throttle value
Input
P1892 Throttle Position Sensor PWM Signal High No Use default throttle value
Input
P2184 Engine Coolant Temperature Sensor Circuit No Use default engine coolant value
Low Input
P2185 Engine Coolant Temperature Sensor Circuit No Use default engine coolant value
High Input
P2670 Actuator Supply Voltage 2 (HSD2) Low Yes DNS, Sol OFF (hydraulic default)
P2671 Actuator Supply Voltage 2 (HSD2) High Yes DNS, Sol OFF (hydraulic default)
P2685 Actuator Supply Voltage 3 (HSD3) Low Yes DNS, Sol OFF (hydraulic default)
P2686 Actuator Supply Voltage 3 (HSD3) High Yes DNS, Sol OFF (hydraulic default)
P2720 Pressure Control Solenoid 4 (PCS4) Control Yes DNS, SOL OFF (hydraulic default)
Circuit Low
P2721 Pressure Control Solenoid 4 (PCS4) Control Yes DNS, SOL OFF (hydraulic default)
Circuit High
P2729 Pressure Control Solenoid 1 (PCS1) Control Yes DNS, SOL OFF (hydraulic default)
Circuit Low
P2730 Pressure Control Solenoid 1 (PCS1) Control Yes DNS, SOL OFF (hydraulic default)
Circuit High
P2736 Pressure Control Solenoid 5 (PCS5) Control Yes Inhibit retarder operation
Circuit Open
P2738 Pressure Control Solenoid 5 (PCS5) Control Yes Allow 2 through 6, N, R. Inhibit
Circuit Low
P2739 Pressure Control Solenoid 5 (PCS5) Control Yes Inhibit retarder operation
Circuit High
P2742 Retarder Oil Temperature Sensor Circuit-Low No Use default retarder temp values
Input
P2743 Retarder Oil Temperature Sensor Circuit- No Use default retarder temp values
High Input
P2761 TCC PCS Control Circuit Open Yes Inhibit TCC operation
P2763 TCC PCS Control Circuit High Yes Inhibit TCC operation
P2814 Pressure Control Solenoid 6 (PCS6) Control Yes DNS, SOL OFF (hydraulic default)
Circuit Low
P2815 Pressure Control Solenoid 6 (PCS6) Control Yes DNS, SOL OFF (hydraulic default)
Circuit High
U0001 Hi Speed CAN Bus Reset Counter Overrun No Use default values, inhibit SEM
(IESCAN)
U0010 CAN BUS Reset Counter Overrun No Use default values, inhibit SEM
U0100 Lost Communications with ECM/PCM Yes Use default throttle values
(J1587)
U0103 Lost Communication With Gear Shift Module Yes Maintain range selected, observe gear shift direc-
(Shift Selector) 1 tion circuit
U0115 Lost Communication With ECM Yes Uses throttle default values
U0291 Lost Communication With Gear Shift Module Yes Maintain range selected, observe gear shift direc-
(Shift Selector) 2 tion circuit
U0304 Incompatible Gear Shift Module 1 (Shift Se- Yes Ignore shift selector inputs
lector ID)
U0333 Incompatible Gear Shift Module 2 (Shift Se- Yes Ignore shift selector inputs
lector ID)
U0404 Invalid Data Received From Gear Shift Mod- Yes Maintain range selected, observe gear shift direc-
ule (Shift Selector) 1 tion circuit
U0592 Invalid Data Received From Gear Shift Mod- Yes Maintain range selected, observe gear shift direc-
ule (Shift Selector) 2 tion circuit
System 24V OEU 10006 Tilt walk beam left X degrees 10033
System 24V MM2 10007 Tilt walk beam right X degrees 10034
DIGITAL OUTPUT FAULT CODES SPN DIGITAL OUTPUT FAULT CODES SPN
NCF FRONT WIPER HIGH 14013 NCF BIN LEVER LATCH 14042
NCF BRAKE CHARGE CUT 14017 NCF CCU2 TO CDU WAKEUP 14046
NCF LEFT STRUT DOWN 14020 NCF CAB INTERIOR LIGHT 14049
DIGITAL OUTPUT FAULT CODES SPN DIGITAL OUTPUT FAULT CODES SPN
INFORMATION MESSAGE FAULT CODES SPN INFORMATION MESSAGE FAULT CODES SPN
TRANSMISSION
TRANSMISSION
1. Pump
Stator One-way Clutch Operation
2. Stator
3. Turbine
4. Lock - Up Clutch
Operational Overview
The torque converter provides a hydro-mechanical
coupling that supplies rotational input from the en-
gine to the transmission’s gearing.
TRANSMISSION
The stator’s one-way clutch provides locking and Rotary Flow (Fluid Coupling)
freewheeling action.
• A series of rollers and springs are located inside
the stator.
• When fluid strikes the front of the stator blades,
the stator tries to rotate in a counter clockwise
direction.
• This wedges the rollers into the small side of the
tapered cavity, the stator is locked and can’t rotate
that direction.
• When fluid strikes the back side of the stator
blades, the stator begins to rotate in a clockwise
direction.
• The wedged rollers are released, and the one- Rotary flow occurs when the stator is in the free-
way clutch’s design allows the stator to rotate in a wheeling position.
clockwise direction.
• As the turbine begins to rotate and its speed in-
creases, the fluid exiting the turbine strikes the
Vortex Flow (Torque Multiplication) back of the stator blades.
• This frees the one-way clutch and allows the sta-
tor to rotate.
• The fluid flow through the stator becomes much
smoother and slowly ceases.
• This eliminates the torque increase.
TRANSMISSION
• The backing plate always rotates at engine 4. Start the engine and let it idle.
speed.
• If Prolink is available connect it, select Diag-
• Assembly - located next to the backing plate. It’s nostic Data and scroll to “Sump
splined directly to the turbine. Temperature”.
• The lock-up clutch piston - located inside the con- • CDU can be used by selecting “Transmission
verter front cover. Temp”. The transmission sump temperature
must be monitored at all times during stall
• It’s splined to the converter front cover and al-
test.
ways rotates at engine speed.
• Hydraulic fluid forced between the front cover and 5. Apply the park brake.
lock-up clutch piston causes the piston to move. 6. Let the air pressure build up until the low pres-
This “sandwiches” the clutch plate between the sure buzzer goes off.
piston and backing plate, forcing the clutch plate
7. Push the service brake pedal down and keep it
to rotate at engine speed.
down.
• Since the clutch plate is splined to the turbine, the
8. Press D on SSM.
transmission’s input equals engine RPM.
9. Push accelerator pedal until engine is running
at 1000 RPM and keep at this RPM for no lon-
Stall Testing ger than 15 - 20 seconds. (This will allow the oil
to circulate, preventing a large temperature dif-
Stall Protection ference within the pump, thus preventing any
damage to the pump).
The E Series machines have been fitted with stall
protection software to protect the transmission Tor- 10. Remove foot from accelerator pedal and select
que convertor / oil Pump from Damage. neutral.
The Software installed allows the operator to stall 11. Repeat steps 9 to 13 until the sump temperature
only when certain conditions have been met. Firstly stabilises around 70 ºC - 80 ºC (160 ºF- 175 ºF).
the vehicle must be in the stationary position for
more than 6 seconds. The Engine torque must be Checking of Stall RPM
more than 50 % for 6 Seconds.
The Park brake or service brake must be applied 1. Bring sump temperature as described above.
(Or Both) for more than 6 seconds If these parame- 2. Select D on SSM and apply foot brake pedal
ters are active for more than 6 seconds the CCU and keep it down.
Knows that the vehicle is in a stall condition and will
allow the stall to continue up till a total of 15 seconds 3. Push accelerator pedal all the way down.
have past. 4. After 10 - 15 seconds the RPM will stabilise.
After 15 seconds the CCU will command the ADM (Do not exceed 20 seconds).
to 0% Torque or Low Idle for 50 Seconds. If Neutral 5. This stabilised RPM will be the stall RPM. (Re-
is selected while in the 50 Second cool off period is fer to table 1)
active the CCU will command a speed restriction of
1250 rpm for the remainder of the 50 Seconds. 6. Remove foot from accelerator pedal.
7. Select neutral. Accelerate to 1500 RPM for 2
Stall Test Procedure minutes to cool the transmission.
8. Let engine idle for at least 1 minute before
To bring oil temperature up to stall testing switching off.
temperature:
NOTE: Never stall for longer than 20 seconds. If
1. Before starting check that the oil on the dipstick you have a Allison Doc available the optimum range
is within the safe operating band. to stall in is fourth range.Always refer to latest serv-
2. Place chocks in front and behind wheels. ice bulletin for stall speed specifications.
TRANSMISSION
• Stall test readings may vary slightly above or be- • A stuck stator can also prevent the vehicle from
low specifications, depending on ambient temper- reaching its top speed and/or transmission over-
ature, altitude, tachometer variations and other heating at highway speeds.
conditions. • To verify a stuck stator prior to tear down, stall test
If stall test readings are 200 RPM or more below as follows:
specifications. • Stall until converter out temperature reaches 120
- 130°C (250 - 270 ° F.)
• The engine may be down on power.
• The engine may not be attaining full fuel. • Place the transmission in neutral, then accelerate
the engine to between 1200 and 1500 - RPM for
If stall test readings are extremely low (about 30% 2 to 3 minutes.
lower than specifications)
• If the converter out temperature doesn’t drop, the
• The engine may be severely down on power. stator may be stuck or the engine / transmission
cooling system may be malfunctioning.
• The engine may not be attaining full fuel.
If tests confirms that the converter stator is suspect,
• The converter stator may be freewheeling.
remove the transmission, disassemble the torque
If stall test readings are 200 RPM or more above converter and inspect the stator, springs, rollers and
specifications. race.
• The transmission may have slipping clutches.
• Transmission oil level might be too low or high.
• Converter out pressure may be too low due to in-
ternal transmission problem.
• The converter stator may be stuck.
If stall test readings are normal, but there are high
converter out temperatures after cool down.
TRANSMISSION
Clutches
TRANSMISSION
• One set of clutch plates is splined to an inner • Each ring gear has a corresponding stationary
component, the other is splined to an outer com- clutch.
ponent (The housing).
• Clutches labelled C5 (holds the P3 ring gear), C4
• Even though the plates are intertwined, they ro- (holds the P2 ring gear) and C3 (holds the P1 ring
tate independently, when not applied. gear).
• The clutch assembly has a piston and spring • Two rotating clutches are located inside the rotat-
assembly. ing clutch module.
• When the clutch is applied, the piston forces the
intertwined plates together as one unit.
• When the clutch is released, the spring assembly
returns the piston.
• If one of the components splined to the clutch
plates is stationary, the clutch is a “stationary
clutch”.
Transmission Clutch Configuration
TRANSMISSION
TRANSMISSION
TRANSMISSION
Power Flow
TRANSMISSION
Its velocity drives the converter turbine. Its flow The main-pressure regulator valve is pushed down-
cools and lubricates the transmission. Its pressure ward when the main fluid pressure reaches a level
operated the various control valves that apply the high enough to overcome the spring force, pressing
clutches. downward the main-pressure regulator valve and
permitting excess fluid to exhaust, reducing main
The primary components of the transmission hy- pressure.
draulic system are the transmission fluid, the charg-
ing pump, three integral filters, the control module, This regulated main pressure is routed to seven
the breather, the cooler, and the PS1 pressure areas in the hydraulic system. Passages in the con-
switch. trol module direct main pressure to the input side of
each of the five-solenoid regulator valves and to the
The hydraulic system circuits are the main pressure control main regulator valve.
circuit, the main control circuit, the torque converter
circuit, the cooler lubrication circuit, the clutch-apply Pressure at the output side of each solenoid regula-
circuits, the exhaust circuit, and the exhaust backfill tor valve is “clutch feed pressure.” Pressure at the
circuit. output side of the control main regulator valve is
“control main pressure.”
The charging pump, via the main regulator valve,
supplies transmission pressure and flow throughout
the hydraulic system. Regulator Valves
The charging pump draws fluid through the suction The TCU controls the PCS solenoids in the control
filter from the transmission sump, and pumps the module and the solenoids control the regulator
fluid into the hydraulic system through the main fil- valve.
ter. Solenoids and valves, located in the transmis-
sion control module, control the flow and pressure The PCS solenoids (either N/O or N©) direct control
of the hydraulic fluid. main pressure to the top of a solenoid regulator
valve, causing it to move against its spring.
Transmission fluid flows to specific clutches to
achieve range shifts. Fluid for the cooler / lubrication Control main pressure blocks off the exhaust backfill
circuit flows through the lubrication filter. circuit, and allows main pressure to move through
the valve passage into the clutch feed circuit, apply-
The diagnostic pressure switch PS1 verifies the po- ing the clutch
sition of the C1 and C2 latch valves.
When control main pressure is cut off from the top
of the regulator valve, the valve spring forces the
Main-Pressure Circuit valve back to the top of its travel allowing the clutch-
apply circuit to be exhausted to sump through pas-
The main pressure circuit supplies the primary sages in the exhaust backfill circuit and the clutch is
source of fluid pressure to the transmission hydraul- released.
ic system.
The main pressure regulator valve controls the pres-
sure in this circuit.
TRANSMISSION
Clutch Application
Two clutches must be applied to attain a forward or reverse range. The clutch application chart lists
the clutches that are applied in each of the forward ranges, neutral, and reverse, the corresponding
energised solenoids, the C1 and C2 latch valve positions, and the converter flow valve position.
The C1 and C2 latch valves have been designed into the clutch circuits to provide this default
feature.
PCS1 and PCS2 solenoids are normally open (closed when energised).
PCS3, PCS4, TCC and SS1 solenoids are normally closed (open when energised).
To minimise the impact of an electrical interruption, During an electrical interruption, the latch valves
GEN 4 incorporate a system that enables the trans- and the two normally open solenoids (PCS1 and
mission to default to totally hydraulic operation. PCS2) enable the transmission to operate in a “limp
home” mode allowing the operator to drive the ve-
hicle to a location where it can be repaired.
Latch Valves
The default system enables the transmission to re-
When a clutch is applied, clutch feed pressure is vert to total hydraulic operation and provides safe
routed through the latch valve to the clutch piston. operation during a electrical power interruption by
shifting to a specific pre- determined range.
Clutch-apply pressure against the lands of the latch
valve hold the latch valve in place or, in normally The following lists the operating range and the pre-
closed valve, allows the fluid to simply flow through determined default range the transmission will shift
the valves. to in the event of an electrical interruption:
TRANSMISSION
Range Operating Limp Home Range To attain lockup, pressurized fluid must flow to the
lockup piston. The lockup solenoid regulator valve
Reverse Neutral - C3 only in the control module directs fluid pressure to the
applied lockup clutch piston.
NOTE: The lockup clutch will always disengage dur- Converter- In Pressure Circuit
ing an electrical interruption or during critical trans-
mission malfunction. The converter regulator valve is located in the tor-
que converter in circuit and ensures the converter
receives correct pressure from the main pressure
Control Main Circuit regulator.
The control main circuit supplies the steady pres- Low (Below Normal) Converter-in Pressure.
sure necessary to actuate the regulator valves.
The converter regulator valve remains seated due
The control main circuit receives its pressure from to converter-in pressure being less than the valve
the main pressure circuit and, when needed, helps spring force.
lower main pressure.
The converter-in fluid flows through the converter
The main module solenoid valve removes/gives flow valve, through the converter, back through the
pressure to control main valve which provides converter flow valve, through the orifice in the valve
smooth, consistent control main pressure which body separator plate, and through the converter reg-
aids accurate solenoid regulator valve movement. ulator valve to the cooler.
Control main pressure is directed to each regulator The orifice in the valve body separator plate allows
valve. increased converter pressure at low charging pump
(engine) speed.
When control main pressure is directed to the top of
the regulator valve, control main pressure pushes
against the valve, overcomes spring force and Normal Converter-in Pressure
moves the valve downward.
Converter-in pressure is sufficient to move the con-
Downward movement of a solenoid regulator valve
verter regulator valve slightly against its spring
opens passages that allow main pressure to flow
force.
past the valve to the clutch circuits.
This slight movement allows converter-out fluid to
flow through the converter regulator, regulator valve
Torque Converter Circuit from both the separator plate orifice and the con-
verter flow valve.
When the torque converter is operating as a hy-
draulic coupling, (i.e. rotary flow) a high, constant Fluid flow to the cooler is increased, reducing con-
flow of fluid is required to cool and fill the converter. verter-out pressure.
[Converter regulator valve]
During lockup operation, cooling is no longer re- Excessive Converter-in Pressure
quired and high flow is unnecessary. [TCC + con-
verter flow valve] Converter-in pressure in excess of approximately
900kPa (130 psi) moves the converter regulator
The converter flow valve, located in the control mod-
valve far enough against its spring to route exces-
ule, opens to release the fluid pressure in the con-
sive pressure to the suction side of the charging
verter, allowing the fluid to flow from the converter
pump.
into the cooler/lubrication circuit.
TRANSMISSION
Converter-out fluid continues to flow through the Fluid is directed through the cooler/lubrication circuit
converter flow valve, through both fluid passages, to the cooler unit, it is then moved through the cool-
and to the cooler. er/lubrication circuit to lubricate and cool bearings,
planetary gears, clutches, shafts, support equip-
ment and all other moving components of the
Lubrication and Coding Circuits transmission.
Transmission fluid not only transmits torque and
pressure but also lubricates and cools the transmis- Exhaust Circuit
sion, protecting it from wear, rust, and failure due to
overheating. The exhaust circuit is the return circuit for the trans-
mission hydraulic system.
Heat and wear-control is essential to ensuring the
transmission will perform satisfactorily throughout Pressure in this circuit is minimal and the fluid flow-
its service life. ing through the exhaust circuit is returned to the
sump.
The cooler/lubrication circuit is fed by the converter
flow valve as fluid is directed to and from the torque Fluid flows into the exhaust circuit from the main
converter. pressure circuit and the exhaust backfill circuit when
the pressures exceed the levels maintained by the
A lubrication regulator valve in the cooler/ lubrication
regulator valves.
circuit ensures sufficient lubrication pressure.
The lubrication pressure, fed through the converter
Exhaust Backfill Circuit
flow valve, overcomes lubrication regulator valve
spring force.
When a clutch is disengaged, pressure in the clutch circuit is exhausted to sump through the ex-
haust backfill circuit.
Low exhaust backfill pressure connects to the clutch feed passage. When a clutch is released pres-
sure in the exhaust backfill circuit is controlled by the exhaust backfill valve.
The low pressure keeps the clutch feed passages free of air. The absence of air in the system is vi-
tal for controlling clutches since air compresses, causing a shift to be either too hard or too soft.
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NOTE: The HD's hydraulic system utilises six sole- 5. 5. Solenoid TCC controls the lock-up clutch ap-
noids and regulator valve assemblies. ply circuit.
• Each solenoid is labelled. Solenoids PCS1 and 6. 6. Solenoid SS1 controls the latching valves.
PCS2 are normally open. (C1 and C2)
• All other solenoids are normally closed. 7. 7. Solenoid PCS5 (external) controls the retard-
er function.
• Each solenoid and solenoid regulator valve con-
trols a clutch applied circuit. The system uses two general solenoid types of
PCS solenoids (Pressure Control Solenoids).
1. 1. Solenoid PCS1 controls the C1 clutch apply
circuit. N/O - Normally Open.
2. 2. Solenoid PCS2 controls the C2 clutch apply N/C - Normally Closed.
circuit.
3. 3. Solenoid PCS3 controls the C3 clutch apply Clutch and Solenoid Apply Chart
circuit.
4. 4. Solenoid PCS4 controls the C4 clutch apply
circuit.
The Allison Gen 4, Controls feature closed-loop clutch control to provide superior shift quality over
a wide range of operating conditions. The transmission configuration has six forward ranges, neu-
tral, and one reverse range.
The diagram below shows the basic system inputs and outputs.
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The TCU issues commands to various solenoids in • The PTO input to the TCU indicates the PTO is
the two valve bodies to govern fluid flow to the OFF.
clutches (including torque converter clutch). The • Shift not in progress.
solenoids produce an output pressure that is propor-
tional to current from the TCU. Hence, the solenoids The TCU may activate the main mod solenoid for
are referred to a pressure"proportional" control improved clutch control and transmission response
solenoids. during other unusual operating situations.
The main valve body assembly contains the A temperature sensor (thermo-resistor) is located
following: in the internal wiring harness. Changes in sump fluid
temperature are indicated by changes in sensor re-
• Main pressure regulator valve sistance, which changes the signal sent to the TCU.
• Control main regulator valve The oil level sensor (OLS) is a float type device
• Converter flow valve mounted on the control module channel plate. The
OLS senses transmission fluid level by electroni-
• Lube regulator valve cally measuring the buoyancy forces on the float.
• Converter regulator valve The sensor operates on 5V DC supplied by the
TCU.
• Exhaust backfill valve
The diagnostic pressure switch (PS1) is mounted
• Two latching logic valves
on the solenoid valve body assembly and performs
• On/Off solenoid SS1. the following two functions
The solenoid valve body assembly contains the
following: Wiring Harnesses
• PCS - Pressure Control Solenoid MAIN MOD Wiring Harness
• PCS1 (A trim)
The TCU uses a single 80-way connector, which is
• PCS2 (B trim) used to receive input from the following:
• PCS3 (C trim)
• PCS4 (D trim)
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Harness will include a bulkhead fitting to separate Allison Gen 4 Internal Wiring Harness
cab and chassis components.
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will countdown for a maximum of 35 ignition cycles After the OLS circuit is repaired, reset auto detect or
while recording detections of a retarder. manually select the OLS function using the Allison
DOC diagnostic tool.
A retarder will be identified as present and the re-
tarder auto detect logic will stop once it is detected
for three consecutive ignition cycles. If the ignition Throttle Source
cycle counter completes the 35 cycles before there
are three consecutive detections of a retarder, the Throttle auto detect will increment a counter for a
software will log that there is no retarder and the re- throttle source on each engine start during which
tarder auto detect logic will stop. If the auto detect the possible throttle source is detected. When the
logic is not satisfied during the first 35 engine starts, counter for any of the sources indicates five consec-
the retarder is not detected and will not function on utive detections, the software will set a “confidence
subsequent engine starts. flag” to indicate that this is an available throttle
source. Multiple throttle sources can be detected on
a single engine start and multiple confidence flags
can be set. There is no limit to the number of engine
starts for auto-detection of the throttle source until a
confidence flag is set for a source. Once a confi-
If a retarder is present but is not detected by auto de- dence flag is set for any one of the sources, a coun-
tect, the retarder will not function. Be sure to check for ter begins to countdown for 15 additional engine
proper functioning immediately after the 35th engine
start. If the retarder is not functioning, check PCS5 sol-
starts. During the entire auto detect period, the soft-
enoid for an open, short-to-ground, or short-to-battery ware will use the highest priority source as the throt-
condition. Use Allison DOC to reset auto detect or to tle source if multiple sources are detected before
manually select the presence of the retarder after the any confidence flags are set. Once a confidence
PCS5 circuit is repaired.
flag is set, that source is used as the source for the
throttle signal.
Oil Level Sensor (OLS) When the countdown period is complete, the soft-
ware will use the highest priority throttle source hav-
NOTE: If an OLS is known to be present, but has ing a confidence flag set and the auto detect logic
not been detected, a possible cause is that the will stop.
transmission fluid level is too low. Check the fluid
level before beginning the OLS troubleshooting. Engine Coolant Temperature
Oil level sensor auto detect will countdown for a
maximum of 25 engine starts while recording detec- Engine coolant temperature sensor auto detect will
tions of an OLS. The TCU monitors the OLS input countdown for a total of 25 engine starts while re-
voltage on wire 144. OLS input voltage must exceed cording detections of engine coolant temperature
a predetermined level for the TCU to record a detec- sources. A “confidence flag” will be set once a
tion. Additionally, OLS detection must occur within source is detected for five consecutive engine
12.5 seconds on any given engine start. An OLS will starts. Multiple sources detected before a confi-
be identified as present and the OLS auto detect dence flag is set or multiple confidence flags will re-
logic will stop once it is detected during any single sult in the highest priority source being used as the
engine start. engine coolant temperature source. Multiple sour-
ces can be detected on a single engine start cycle.
If the engine start counter completes 25 cycles be-
fore TCU records one detection of an OLS, the soft-
ware will log that there is no OLS present and the Trans ID (TID)
OLS auto detect logic will stop. Then the TCU con-
cludes that no OLS is present. The TransID feature enables the TCU to recognize
various transmission hardware configurations and
No OLS diagnostics take place until the OLS is de- select an appropriate software calibration. However,
tected. Frequently check for the presence of oil level if a matching calibration does not exist in memory,
diagnostics if the transmission is known to contain the TCU registers a diagnostic code. Furthermore,
an OLS. If an OLS is known to be present, but has TID only works when the controller and transmission
not been detected, troubleshooting the OLS circuit have the same generation controls. Thus, TID will
is required. not allow an Allison 4th Generation TCU to recog-
nize a transmission with MK1 to MK III controls, nor
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will TID allow a MK1 to MK IIII TCU to recognize a the change (s) is (are) made in production to the
transmission with Allison 4th Generation Controls. transmissions. All TCUs programmed and sold after
The TCU senses the transmission configuration us- that date will be loaded with the new TID calibration.
ing TID wire 176. In initial versions of Allison 4th These TCUs will contain calibrations for the new
Generation Controls, wire 176 is connected to high level transmission and all previous TID levels and
side driver 1 (HSD1), wire 111, in the internal wiring will automatically load the correct calibration for the
harness. HSD1 supplies power to PCS4 and MAIN transmission based on the TID signal sensed by Au-
MOD solenoids. This wiring configuration is desig- to detect during the first 25 engine starts.
nated TID A.
Whenever a TID level change is to be made, the Hydraulic Circuits
new TID level calibration will be added to the PROM
Calibration Configuration System (PCCS) before Neutral to Drive Transition
TRANSMISSION
• Normally open solenoids PCS2 and PCS3 remain 1st Range to 2nd Range Transition
energised, but PCS1 is de-energised.
• Normally closed solenoid PCS3 is de-energised.
• Main pressure flows through the PCS1 solenoid
regulator valve, through the C1 latch valve and to - C5 clutch exhausts
the C1 clutch.
- C1 clutch pressure keeps the C1 latch valve
• C5 pressure positions the Diagnostic Pressure down
Switch (PS1) valve against spring pressure. This
• Normally closed solenoid PCS4 is energised.
aligns PS1 with exhaust and the switch remains
closed. - Main pressure flows through the solenoid regu-
lator valve and to the C4 clutch.
• C5 pressure keeps the C1 latch valve down and
C2 latch valve up. • The normally closed Main Pressure Modulation
solenoid is de-energised.
• The normally closed Main Pressure Modulation
solenoid may be energised to lower main
pressure.
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TRANSMISSION
• After 2nd Range is attained, normally closed sole- - Control main pressure flows to and opens the
noid SS1 is energised. PS1 switch.
- Control main pressure is directed to the tops of • The normally closed Main Pressure Modulation
the C2 and C1 latch valves. solenoid may be energised.
- C2 latch valve is positioned down against spring
pressure.
- The exhaust passage to PS1 is blocked. 2nd Range Lockup Operation
TRANSMISSION
- Main pressure flows through the solenoid regu- 2nd Range to 3rd Range Transition
lator valve into the lockup feed passage.
- The lockup feed passage directs pressure to the
torque converter clutch, the converter flow valve
and the main regulator valve.
• Normally closed solenoid PCS4 is de-energised. - Main pressure flows through the solenoid regu-
lator valve, through the C1 and C2 latch valves
- C4 clutch exhausts.
and to C3 clutch.
• The normally closed Main Pressure Modulation
- Normally closed solenoid TCC is energised and
solenoid is de-energised
the torque converter clutch is applied.
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3rd - Lockup
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TRANSMISSION
- Main pressure flows through the solenoid regu- - Normally closed solenoid TCC is energised and
lator valve, through the C1 and C2 latch valves the torque converter clutch is applied.
and to the C3 clutch.
- C2 pressure flows to the lube regulator valve. 5th - Lockup
- PS1 remains open.
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TRANSMISSION
6th - Lockup
TRANSMISSION
Solenoid Designations and Modulated - Engine rpm must be less than 1200 in all ranges
Main Pressure except Neutral (no restrictions in Neutral).
- Throttle position must be less than 18% in all
Modulated main pressure improves cooler flow ranges except Neutral (no restrictions in Neutral).
and reduces transmission charging pump
losses. - Transmission output speed must be below 250
rpm in Reverse, Neutral, Low (7-speed models),
• Modulated main pressure is activated when throt- 1st range or 2nd range.
tle position and output speed are low.
- The PTO input must be Off.
• Modulated main pressure also becomes active
during unusual operating situations to improve - The PTO input must be Off.
clutch control. - A shift must not be in progress.
• The TCU commands the main modulated sole-
noid On when all of the following conditions are
met:
- Sump temperature must be between 95 and 293
degrees F (35 and 145 degrees C).
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TRANSMISSION
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1st Range Fails to Third • The lube circuit’s pressure is controlled by the
lube pressure regulator.
TRANSMISSION
1. Retarder Housing.
2. Temperature Sensor.
3. Flow Control Valve.
4. Relay Valve.
5. Transmission Cooler.
6. Regulator Valve.
7. Retarder Pressure Control Solenoid (PCS5).
8. Retarder Charge Pressure Test Port.
9. Control Oil.
10. Main Oil.
When retarder operation is requested, the TCU acti-
vates the retarder pressure control solenoid, de-
pendent on the intensity selected by the control on
the SSM.
The transmission retarder mechanical system con-
sists of the following components: Control main oil pressure moves the regulator valve
down against spring force into the open position.
• Retarder flow control valve body.
• Housing. Control main is directed to the relay valve also mov-
ing it down (open) against spring force.
• Rotor.
Main pressure oil is directed from the relay valve to
• Stator. activate the retarder via the regulator valve.
• P3 Planetary. Main oil pressure from the relay valve also pushes
The retarder section of the transmission includes against the flow control valve to regulate the cooling
the P3 carrier of the P3 planetary gear set, output (closed loop) circuit while the retarder function is
shaft assembly, C5 clutch piston, speed sensor and active.
the output flange. Transmission oil used in the retarder is sent to the
The rotor is splined to the output shaft and is driven cooler and then returned to the retarder housing.
at output shaft speed. The retarder stator, rotor and During retarder operation, torque converter oil is
housing all have integral vanes. The rotor rotates routed directly to the lube circuit.
between the stationary stator and retarder housing. When the retarder is de- activated, the process is
Retarder intensity is determined by the position of reversed. During the de- activating process, the re-
the retarder control button on the SSM, transmission tarder pressure control solenoid is de- activated.
output speed, retarder oil temperature and the trans- The regulator valve closes due to spring force. As a
mission gear attained. result, the relay valve also closes.
The retarder control on SSM sends a CAN signal to As the regulator valve moves, an exhaust passage
the transmission control unit (TCU) which controls opens to release, retarder applies pressure into the
the flow control valve assembly mounted on the out- exhaust backfill circuit.
side of the retarder housing via the retarder pres-
sure control solenoid (PCS5). When main oil pressure is no longer acting on the
flow valve, the flow valve moves due to spring force
The flow control valve sends the proper amount of acting upon the valve.
transmission oil to the retarder for the intensity of
TRANSMISSION
TRANSMISSION
• Hard Drive: 20GB ATA, or 40GB ULTRA ATA/66 2. PCCS does not support Windows, NT, or ME
or greater (Recommended) when re-calibrating 3000 and 4000 Product
Families transmissions.
• One USB port V1.1, or USB 2.0 (Recommended)
3. PCCS is a separate, stand-alone software
• CD-ROM: 16x, or 48x Max. Speed or greater
application.
(Recommended)
NOTE:
1. The Allison DOC For PC–Service Tool will not
function correctly on PCs not meeting the above
listed definition and will not be supported.
TRANSMISSION
Abbreviations Table
A/N Assembly Number
ABS Anti-lock Brake System-OEM-provided means to detect and prevent wheel stoppage to enhance vehicle han-
dling. Retarder and engine brakes will not apply when ABS is active.
AT Allison Transmission
CAN Controller Area Network-A network for all SAE J1939 communications in a vehicle
(engine, transmission, ABS, etc.)
DNS DO NOT SHIFT-Refers to the DO NOT SHIFT diagnostic response during which the CHECK TRANS light is il-
luminated and the transmission will not shift and will not respond to the Shift Selector
GPO General Purpose Output-Output signal from the TCU to control vehicle components (such as PTOs, backup
lights, etc.) or allow a special operating mode or condition
MB Mega Byte
NVL Neutral Very Low-The TCU has sensed turbine speed below 150 rpm when output speed is below 100 rpm
and engine speed is above 400 rpm when N (Neutral) was selected. This is usually caused by a dragging C1
or C3 clutch or a failed turbine speed sensor. NVL is attained by turning D solenoid "ON" (in addition to E sole-
noid) and the C4 and C5 clutches are applied to lock the transmission output.
OLS Oil Level Sensor-Electronic device (optional) on control module for indicating transmission fluid level
TRANSMISSION
PC Personal Computer
RPR Return to Previous Range-Diagnostic response in which the transmission is commanded to return to previously
commanded range
SCI Serial Communication Interface-Used to transmit data and messages between the diagnostic tool and the TCU
and other systems such as electronically-controlled engines.
TID TransID-A feature which allows the TCU to know the transmission configuration and provide the corresponding
calibration required
VF Vacuum Fluorescent
VIM Vehicle Interface Module-A watertight box containing relays and fuses-interfaces the transmission electronic
control system with components on the vehicle
VIW Vehicle Interface Wiring-Interfaces TCU programmed input and output functions with the vehicle wiring
Infinity-Condition of a circuit with higher resistance than can be measured, effectively an open circuit
TRANSMISSION
System Overview itself and not the wires extending from the
connector.
Allison 4th Generation Control functions are con-
• Resistance checks involving wiring between the
trolled by the TCU. The TCU reads the following to
TCU connector and other components adds
determine when to command a shift:
about one Ohm of resistance to the component
• Shift selector range selection resistance shown.
• Output speed • Inspect all connector terminals for damage. Ter-
minals may have bent or lost the necessary ten-
• Throttle position.
sion to maintain firm contact.
In order to control the oncoming and off-going • Clean dirty terminals or connectors with isopropyl
clutches during a shift, the TCU monitors: alcohol and a cotton swab, or a good quality, non-
• Turbine speed residue, non-lubricating, cleaning solvent such as
LPS Electro Contact Cleaner or LPS NoFlash
• Output speed Electro Contact Cleaner.
• Throttle position
When the TCU detects an electrical fault, it logs a di-
agnostic code indicating the faulty circuit and may
alter the transmission operation to prevent or reduce
damage. The cleaning solvent should must evaporate quickly
to prevent the possibility of condensation within the
When the TCU detects a non- electrical problem connectors. Always blow or shake any excess cleaner
while trying to make a shift, the TCU may try that from the connector before assembling it to its mating
shift a second or third time before setting a diagnos- connector or hardware. Cleaner trapped in the connec-
tor can affect the connector seal.
tic code. The cleaning solvent must not be Chlorine based,
contain petroleum distillates or conduct electricity.
Once that shift has been retried, and a fault is still
detected, the TCU sets a diagnostic code and holds
the transmission in a fail-to-range mode of • Diagnostic codes displayed after system power is
operation. turned on with a harness connector disconnected,
can be ignored and cleared from memory.
• Allison Transmission recommended wire num- 1. Begin troubleshooting by checking the trans-
bers (i.e. 158) all use a “1” for the first digit and mission fluid level and TCU input voltage. Re-
the pinout information at the TCU for the second member that some problems may be
and third digits. temperature related. Do troubleshooting at the
temperature level where the problem occurs.
• Shut off the engine and ignition before any har- Check diagnostic codes by:
ness connectors are disconnected or connected.
• Using the shift selector display.
• Remember to do the following when checking for
shorts and opens: • Using the Allison DOC diagnostic tool.
- Minimize movement of wiring harnesses when 2. When a problem exists but a diagnostic code is
looking for shorts. Shorts involve wire-to-wire or not indicated, refer to the listing of various elec-
wire-to-ground contacts and moving the har- trical and hydraulic problems, their causes, and
nesses may eliminate the problem. remedies.
- Wiggle connectors, harnesses, and splices 3. If a diagnostic code is found in the TCU memo-
when looking for opens. This simulates vehicle ry, record all available code information and
movements which occur during actual operation. clear the active indicator.
• When disconnecting a harness connector, be 4. Test drive the vehicle to confirm a diagnostic
sure the pulling force is applied to the connector code or performance complaint.
TRANSMISSION
• If the code reappears, refer to the Diagnostic Oil Level Sensor (OLS)
Code section and the appropriate code chart. The
Diagnostic Code section lists diagnostic codes The oil level sensor (Figure 5–1) provides a means
and their description. Locate the appropriate trou- of electronically checking the transmission fluid level
bleshooting chart and follow the instructions. from:
• If the code does not reappear, it may be an inter- • The CDU display
mittent problem. Use the Allison DOC diagnostic
• Allison DOC diagnostic tools
tool and the code display procedure. The code
display procedure will indicate the number of The Allison 4th Generation Controls oil level sensor
times the diagnostic code has occurred. Refer to (OLS) is a one-piece unit with a moulded 3- terminal
the troubleshooting chart for the possible cause connector built into the sensor housing (Figure 5–1).
(s) of the problem. The internal wiring harnesses have been designed
• Appendix A deals with the identification of poten- to include the 3- terminal connector for the OLS.
tial circuit problems. Refer to Appendix A if a cir-
cuit problem is suspected.
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N (Neutral) C5
3000 Product 71–93ºC (160– R (Reverse) C3 C5
Family—Idle 580–620
200ºF)
Check Low C C3
1C C1 C5
R (Reverse) C3 C5
3000 Product 71–93ºC (160– N (Neutral) C5
Family—High 2080–2120
200ºF)
Speed 1C C1 C5
2C C1 C4
2L C1 C4 LU
3L C1 C3 LU
3000 Product
Family—High 2080–2120 4L C1 C2 LU
Speed
5L C2 C3 LU
6L C2 C4 LU
TRANSMISSION
JUNE 2013
Table 2–10. Main Pressure and Clutch Pressure Specifications
872352 REV A
Main Pressure Range Clutch Lube Pressure Lockup Pres-
SERVICE MANUAL
Transmission
Spec Clutches Pressure Spec Spec sure Spec
Model/Test Engine rpm Range
Applied
Type kPa (psi) *kPa (psi) *kPa (psi) *kPa (psi)
1450–2035 1375–2035
233
SERVICE INFORMATION
TRANSMISSION
234
2C Main Mod 1240–1725 1165–1725
C1, C4 10–35 (1–5) N/A
OFF (180–250) (170–250)
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3000 Product
Neutral Main 1805–2205 1730–2205
2080–2120 C5 160–240 (23–35) 0–50 (0–7.3)
Family—High
Mod OFF (260–320) (250–320)
Speed
1805–2205 1730–2205
1550–1965 1475–1965
1C C1, C5, LU 160–240 (23–35) 0–50 (0–7.3)
(225–285) (215–285)
1550–1965 1475–1965
2C C1, C4, LU 160–240 (23–35) 0–50 (0–7.3)
(225–285) (215–285)
872352 REV A
JUNE 2013
SERVICE MANUAL
1550–1965 1475–1965
3C C1, C3 160–240 (23–35) N/A
JUNE 2013
(225–285) (215–285)
872352 REV A
1080–1365 1005–1365 1005–1365
SERVICE MANUAL
3L C1, C3, LU 160–240 (23–35)
(155–200) (145–200) (145–200)
1550–1965 1475–1965
4C C1, C2 125–200 (18–30) N/A
(225–285) (215–285)
1550–1965 1475–1965
13451590 12701590
6C C2, C4 125–200 (18–30) N/A
(220–290) (185230)
235
SERVICE INFORMATION
TRANSMISSION
SERVICE INFORMATION
TRANSMISSION
PNEUMATIC SYSTEM
PNEUMATIC SYSTEM
PNEUMATIC SYSTEM
PNEUMATIC SYSTEM
Air also flows out port 22 (9) and pressurizes the re- screen filter and the outside of the desiccant
generation air reservoir (8). cartridge.
If the desiccant cartridge becomes clogged, filter by- System air pressure is sensed through chamber C
pass spring (3) will compress, allowing the desic- on the unloader valve (7). As the system is charg-
cant cartridge to move up. ing, pressurized air is also being sent to the regen-
eration air reservoir (8) through port 22 (9).
Air would then come in port 1 through chamber A,
flow under the cartridge through chamber B and out When system pressure reaches 810 kPa (8.1 bar)
port 21 to the reservoir. The air will not be dried, but (117 psi), air pressure on the diaphragm of the un-
the system will function. loader valve forces the diaphragm against the
spring, which opens a port to allow pressure to as-
sist in opening the purge valve (11).
Purging The Air Drier As the pure valve is opening it allows air pressure
from the regeneration air reservoir to escape up to
chamber B and passes through the desiccant and
filter, carrying the collected moisture with it.
Any additional moisture collected in chamber A is al-
so picked up, sent by purge valve and then out ex-
haust port 3.
When the pressure in chamber B drops below 810
kPa (8.1 bar) (117 psi), check valve (5) will close
maintaining system pressure in chamber C and in
the air reservoir.
When purge valve (11) is open, compressed air from
compressor entering through port 1 into chamber A
is sent directly out exhaust port 3 (10).
There is zero pressure in regeneration air reservoir
while system is in the “unloading” stage. When
system pressure drops approximately 48 kPa (0.48
bar) (7 psi), check valve (5) opens, spring in un-
loader valve (7) pushes against the diaphragm,
closing the port to purge valve (11) and starts the
charging cycle again.
Pneumatic Manifold
1. Port 1
2. Filter. The pneumatic manifold receives pressurized air
from the air reservoir and distributes it throughout
3. Bypass Spring.
the pneumatic system.
4. Desiccant.
Exhaust air is routed through the pneumatic mani-
5. Check Valve. fold and exits out the exhaust silencers and orifice
6. Port 21. outside the cab.
7. Unloader Valve.
8. Regeneration Air Reservoir. Exhaust Brake and Exhaust Valve
9. Port 22.
Brake Circuit
10. Port 3. Air from the pneumatic manifold goes to the exhaust
11. Purge Valve. brake solenoid (9). The solenoid is energised when
all the following conditions occur:
During the charging cycle, moisture is removed from
the air going to the system and collects on the fine • Accelerator pedal is in the slow idle position
PNEUMATIC SYSTEM
• Torque converter is in lock-up While the seat lever is held in this position, air will
continue to flow to the cylinder until seat lever is
• There must be no electrical failure.
released.
If any of the above items change while the exhaust
Raise and hold seat lever until desired height is
brakes are applied, the exhaust brake solenoid will
reached and then release the seat lever.
de-energise, the quick release valve will open to
vent and the exhaust valve system will disengage. To lower the seat, push the seat lever down and
hold until desired height is reached. Release the
seat lever.
Park Brake Circuit
While the seat lever is held in the lower position, air
from the seat cylinder (8) will be allowed to vent via
The park brake is spring applied and air pressure re-
the seat lever solenoid (7) to the atmosphere.
leased. The function of the park brake circuit is to
engage and disengage the park brake by controlling
the flow of the compressed air to park brake actua-
tor (10).
Inter-Axle Lock Circuit
System air pressure from the pneumatic manifold is 1. The inter-axle diff locks are air applied,
available at park brake solenoid valve (16). spring released.
When the park brake switch is switched to the OFF 2. DL Engaged: Pressure switch is in closed
(brake disengage) position, the CCU sends power position: CDU IDL Light ON.
to energise park brake solenoid (16). The valve will
3. IDL Disengaged: Pressure switch is in open
open and allow compressed air to flow into the park
position: CDU IDL Light OFF.
brake actuator, releasing the park brake.
4. IDL “Engaged” status detected by CCU
When the park brake switch is switched ON (brake
when IDL pressure switch is closed.
engaged), the CCU de-energised the park brake
solenoid (16) and compressed air in the park brake The inter-axle lock is located in the transfer case.
pneumatic circuit vents to atmosphere through the The purpose of the inter-axle lock is to lock the front
park brake exhaust (12) causing the park brake to and rear axles together so power is applied evenly
engage. to all axles.
In the event of the system air pressure dropping be- The inter-axle lock cannot be engaged unless the
low 600 kPa (6bar) (87psi), the CCU will de-ener- accelerator pedal is in the low idle position (Less
gise the park brake solenoid, causing the park than 10% throttle position and output shaft speed
brake to engage. less than 60 RPM.)
When the park brake is engaged, park brake pres- When the inter-axle lock switch is pushed to the EN-
sure switch (17) causes the CDU park brake light to GAGE position, the inter-axle lock solenoid (18) is
illuminate. energized, allowing compressed air to flow to the in-
ter-axle lock actuator and the inter-axle lock will be
If the engine is started with the park brake switch in
applied.
the OFF position, even if the system air pressure
specification has been met, the park brake switch The compressed air between the inter-axle lock sol-
must be cycled to the ON position for the park brake enoid and the inter-axle lock actuator closes the
to release. contacts of the inter-axle lock pressure switch (19).
When the inter-axle lock switch is pushed to the
Seat Height Circuit DISENGAGE position, the inter-axle lock solenoid
de-energizes. The de-energized solenoid allows the
compressed air to vent via the exhaust of the IDL
When the seat lever is in the neutral position, there
solenoid to the atmosphere and the spring will re-
is no air flow from or to the seat cylinder.
lease the inter axle differential lock.
When the seat lever is raised, to the seat cylinder
(8) activating the cylinder to lift the seat.
PNEUMATIC SYSTEM
Fault Finding
PNEUMATIC SYSTEM
Essential Tools
Tee fitting
202862 ¾-16 M 37° x ¾-16 F 37°
Sw x 7/16-20 M 37°
Gauge
2068 kPa {20.6 bar (300 psi)}
PNEUMATIC SYSTEM
Essential Tools
Tee fitting
Raise the bin and install the bin prop and ensure it 202862 ¾-16 M 37° x ¾-16 F 37° Sw x 7/16-
is in the ring (1). 20 M 37°
Move park brake switch to the ON position to en- Service Equipment and Tools
gage park brake and relieve system pressure from
park brake circuit. Shut off engine. Gauge
2068 kPa {20.6 bar (300 psi)}
PNEUMATIC SYSTEM
Always install the bin prop when working under the NOTE: Plug is located on the rear of the park brake
raised bin. Personal injury may result if the bin lowers actuator bracket.
unexpectedly.
PNEUMATIC SYSTEM
Brake Test
Brake functionality check – Wheel Brake and
Park Brake test rpm
The brake functionality check is to verify that you
have residual braking capacity prior to conducting
actual performance tests. This check assists in en-
during that the machine has adequate circuit func-
tionality, acceptable brake torque and basic
functioning of the overall system.
The machine must be parked on a level surface with Measure park brake pad thickness. Change park
the service brakes fully applied, first gear must be brake pads when they are less than specification.
engaged and the park brake released. The engine
must be revved to the values indicated in the table
below.
HYDRAULIC SYSTEM
Theory Of Operation
HYDRAULIC SYSTEM
HYDRAULIC SYSTEM
1. Brake Caliper. before the oil is sent to the main hydraulic pump
(12).
2. Foot Brake Valve
The main hydraulic pump is a variable-displace-
3. Orbital Valve (Steering)
ment, axial-piston pump with load sensing and a
4. Right Steering Cylinder. pressure compensating regulator valve.
5. Suction Screen. The regulator valves controls the pump flow rate by
6. Return Filter. changing swash plate angle to meet load demand
of functions actuated and to de-stroke the pump to
7. Hydraulic Tank. residual (low stand-by) pressure when all functions
8. Bin Tip Cylinder. are in neutral.
9. Left Steering Cylinder. The pump is mounted to and driven by the transmis-
sion PTO assembly.
10. Hydraulic System Manifold.
The main hydraulic pump provides oil flow to the
11. Secondary Steering Pump. steering, service brake and bin control circuits.
12. Main Hydraulic Pump.
The hydraulic system manifold (10) controls and dis-
13. Front and Rear Brake Accumulators. (Three tributes hydraulic oil through outlet ports to all com-
used for B30E with wet disc brakes) ponents in the hydraulic system.
14. High Pressure filter The manifold is a replaceable cartridge-valve-type
manifold. The steering and brake accumulator
15. Cab Tilt Cylinder
charging circuits are given priority by a valve located
The articulated dump truck hydraulic system is a in the manifold.
closed-centre, load-sensing system and consists of
The bin control valve is a closed-centre valve with a
the steering circuit, secondary steering circuit, bin
load sense passage. The valve is mounted on the
control circuit and service brake circuit.
hydraulic system manifold. The function of the bin
The system oil is stored in the hydraulic reservoir control valve is to route hydraulic oil to the right and
(6). The suction strainer removes any large particles left bin cylinders (8).
that may have collected in the hydraulic reservoir
HYDRAULIC SYSTEM
The bin tip cylinders are double-acting cylinders that secondary steering circuit. The secondary steering
raise and lower the bin. The load sense passage is pump anti-cavitation check valve provides a path for
used to send a signal from the work ports through oil flow from the suction side of pump to the outlet
the hydraulic system manifold to the pump regulator side when the machine is moving in reverse.
valve when the valve is actuated.
The small brake accumulator, which is attached to
The load sense passage is open to return when the the hydraulic system manifold is a diaphragm type,
valve is in neutral. nitrogen charged accumulator .(B30 with wet disk
brakes only). The front and rear brake accumulators
The orbital valve (3) is a closed-centre valve with a
(13), are piston type, nitrogen charged
load sense passage. The valve is a wide angle, vari-
accumulators.
able displacement (flow amplification) with inte-
grated anti-cavitation and relief valves. The accumulators are not serviceable. The function
of the small brake accumulator (B30 with wet disk
The effective displacement of the steering valve de-
brake only) is to provide a signal to the brake accu-
pends on the speed at which the valve is turned.
mulator charge valve, regulating load sense signal
The steering valve routes and controls hydraulic oil
to main hydraulic pump to maintain the pressure of
to the left steering cylinder (9) and right steering cyl-
brake accumulators between a lower and upper
inder (4).
charge limit.
The load sense passage is used to send a signal
The front and rear brake accumulators are used to
from the work port to the hydraulic system manifold
store brake oil under pressure which is then used to
and then to the pump regulator valve when the valve apply the service brakes when the brake valve is ac-
is actuated.
tuated, as well as providing a signal to the brake ac-
A ground driven secondary steering system is used cumulator charge valve.
to provide supply oil flow for the steering circuit
The brake valve (2) is a dual circuit, modulated
while the machine is still moving in the event there
valve.
is a malfunction of the engine or main hydraulic
pump. The function of the valve is to control the charged
brake oil from the accumulators to actuate the serv-
The system consists of the secondary steering
ice brake callipers or internal brake pistons.
pump (11), check valve manifold mounted on the
pump, and two check valves located in the hydraulic The top valve section is for the rear axle brakes and
system manifold. The pump is a variable-displace- the bottom valve section is for the front axle or
ment, axial-piston pump with a load sensing and axles. The brake valve supplies charged brake oil to
pressure compensating regulator valve. the rear brake callipers or internal brake pistons first
and then to the front brake callipers or internal brake
The residual pressure setting for the secondary
pistons.
steering pump is lower than the residual pressure
setting for the main hydraulic pump. The pump is Return filter (5) is used to filter return oil before en-
mounted on the transfer case and is ground driven tering the hydraulic reservoir.
as long as the gear train is being turned by the mov-
ing machine.
The check valves, in the hydraulic manifold are
used to isolate the main hydraulic circuit and the
HYDRAULIC SYSTEM
HYDRAULIC SYSTEM
Supply oil is applied to or released from the control As soon as the engine is started, supply oil flows
piston by the residual valve (10) varying pump dis- from the pump to the closed-centre valves. The
placement per load demand. At full system pressure pressure in the hydraulic system increases and
the compensator valve (11) shifts to route supply oil causes the residual valve to destroke the pump at
to the control piston destroking the pump. residual pressure.
As the angle of swash plate is increased, the pis- The residual pressure ensures that immediate sys-
tons move in and out of their bores. The pistons tem pressure is available on demand when a func-
move out of their bores during the first half of each tion is actuated.
revolution, and into their bores during the last half of
Load sense system pressure is used to regulate the
the revolution.
residual valve to stroke or destroke the pump as
The piston bores are filled with oil through the inlet needed.
port (6) as the pistons move out of their bores. The
No matter what the load demand is, even when us-
pistons moving into their bores push oil out through
ing more than one function, as long as the total de-
the valve plate to the outlet port (5) and to the con-
mand does not exceed the pumps capability, the
trol piston.
pump will deliver the exact amount of oil required to
Pressure compensation is a constant pressure sys- move the load.
tem that requires a closed-centre hydraulic system.
HYDRAULIC SYSTEM
As the supply oil pressure rises, the residual spool The spool will then slide over (away from spring),
having the smaller spring will start to shift. opening the control piston (7) to case drain (19).
The spool will shift toward the residual spring until it
allows supply oil to be directed into the control pis-
ton , destroking the pump and reducing flow until
Compensating Pressure
the pressure at the pump outlet is equal to the resid-
ual pressure setting. As the hydraulic system needs are met and the sup-
ply oil (9) pressure continues to rise, the increasing
The pump will maintain this residual pressure until supply oil pressure starts to overcome the compen-
the function is actuated . sator spring (4), sliding the compensator spool (5)
toward the spring.
When hydraulic functions are not actuated the pump
produces only enough flow to maintain the residual The spool will then direct the high pressure supply
pressure. The load sense oil at this time is at a mini- oil into the control piston (7) destroking the pump
mal pressure because the load sense circuits are but providing enough flow to maintain compensating
open to return. pressure in the system.
Compensating pressure is set lower than the sys-
tem relief valve pressure. The system relief valve is
Working Pressure used to protect the system against sudden pressure
spikes.
When a function is actuated, load sense oil pressure
(10) to the pump regulator (2) rises. High system pressure oil is also conveyed into the
load sense circuit. The high pressure load sense oil
This rising load sense pressure and the force of the
(10) plus the force of the residual spring (3) will keep
residual spring tension work together to overcome
residual spool (2) shifted away from the spring.
the pressure of the supply oil (5) on the opposite
side of the residual spool (10).
HYDRAULIC SYSTEM
Steering Valve
1. Neutral. 8. Return.
2. Steering Cylinder. 9. Make-Up Check Valve.
3. Gerotor. 10. From Hydraulic System Manifold Port P3.
4. Load Sense Port to Hydraulic System Manifold 11. Inlet Check Valve.
Port L3.
12. Anti-Cavitation Valve.
5. Sleeve.
13. Relief Valve.
6. Spool.
14. Supply Oil.
7. Steering Shaft.
HYDRAULIC SYSTEM
15. Work Pressure Oil. Return oil (17) flows back from steering cylinders,
through the right or left work port, through the sleeve
16. Trapped Oil.
and spool to the return circuit (8).
17. Return Oil.
As steering operation is stopped, the centring spring
18. Steering Valve. and gerotor continue to turn the sleeve until the
sleeve and spool are in alignment, stopping the flow
19. Orifice.
of oil through the spool to the gerotor. At this point,
The steering valve (18) is a variable-displacement the valve is in neutral and remains there until the
(flow amplification), closed-centre valve. Main valve steering wheel and shaft are turned again.
components are the spool (6) inside a sleeve (5)
The valve’s variable-displacement (flow amplifica-
within a housing and the gerotor (3).
tion) is proportional to the speed at which the steer-
Also included are the make-up check valve (9), inlet ing wheel is turned.
check valve (11), anti-cavitation valves (12), and re-
When the steering wheel is turned slowly, the valve
lief valves (13).
only measures oil through the gerotor to the steering
When the steering wheel is not being turned, the cylinders and thus the effective displacement is
valve is in neutral (1). In neutral, the spool and equal to the gerotor displacement.
sleeve are held in alignment by the centring spring
When the steering wheel is turned rapidly, the spool
blocking the flow of supply oil (14) through the
moves more, relative to the sleeve opening pas-
sleeve to the spool and gerotor.
sages, so additional oil is allowed to bypass the ger-
Oil at the left and right work ports to the steering cyl- otor, thus increasing the effective valve
inders is trapped (16) by the sleeve holding the ma- displacement, hence flow amplification occurs.
chine frames stationary.
Relief valves (13) are used to relieve high pressure
Turning the steering wheel and shaft (7) left or right oil from a pressure spike created in the steering cyl-
turns the spool relative to the sleeve, opening pas- inders while steering is in neutral. In neutral, the
sages so supply oil flows from the hydraulic system steering valve blocks the flow of oil to and from the
manifold port P3 (10) through the sleeve into the cylinders.
spool.
A pressure spike is created by the impact of the
From the spool, work pressure oil (15) flows to the front or rear wheels against an obstacle, which is
gerotor (3) causing the gerotor gear and sleeve to transmitted to the steering cylinders causing slight
turn. Work pressure oil flow is measured by the ger- cylinder movement.
otor back into the spool where it is routed through
The cylinder movement that caused the pressure
the sleeve and out the left or right work port to the
spike also causes a pressure drop and a void in the
respective ends of the steering cylinders turning the
opposite end of the cylinders. Because of the pres-
machine.
sure differential across the anti-cavitation valve (12),
Work pressure oil also flows out the load sense port the pressure in the return passage pushes the valve
(4) and orifice (19), sending a load sense signal open and oil flows into the void preventing
back through the hydraulic system manifold port L3 cavitation.
to the main hydraulic pump regulator valve to regu-
Oil not used flows out port T and then back to the hy-
late pump flow. Load sense signal also goes to the
draulic reservoir.
spring chamber of the priority valve and to the steer-
ing load sense relief valve.
HYDRAULIC SYSTEM
12. Swash Plate. Spring pressure is applied to the swash plate at all
times, trying to keep the pump at maximum dis-
13. Spring. placement. Secondary supply oil (17) is applied to
HYDRAULIC SYSTEM
or released from the control piston by the residual steering pump anti-cavitation valve, and to the hy-
valve (5) in response to load sense signal from hy- draulic system manifold port P2 (6).
draulic system manifold port L2 to load sense port
The pump displacement is regulated by the com-
X, varying displacement per load demand.
pensator valve and residual valve (load sensing).
At full system pressure, the compensator valve (4)
Normal leakage to the pump case through clear-
is shifted to route secondary supply oil to the control
ance between the pistons, valve plate and cylinder
piston, de-stroking the pump.
block provides cooling and lubrication before flowing
As the angle of the swash plate is increased, the back to the hydraulic reservoir.
pistons (14) move in and out of their bores and dis-
The secondary steering pump is mounted on the
place oil as the cylinder block (15) is turned.
transfer case (9) and is ground driven as long as the
The pistons move into their bores during the first gear train is being turned by the moving machine.
half of each revolution, and out of their bores during
When the machine is not moving, there is no secon-
the last half of the revolution.
dary steering pump flow. The secondary steering
The piston bores are filled with oil through the valve pump will not operate when machine is moving in
plate (16) as the pistons move out of the bores. reverse.
The pistons moving into their bores push oil out
through the valve plate, through the secondary
HYDRAULIC SYSTEM
9c. Plug
24. Plug
HYDRAULIC SYSTEM
HYDRAULIC SYSTEM
HYDRAULIC SYSTEM
HYDRAULIC SYSTEM
Manifold Schematic
1. XB Brake Pressure Reducing Valve (For brake Setting) 12. Orifice (2mm)
4. Steering Pressure compensation Valve (Steering logic Valve) 15. Bin Up Solenoid
Load Sensor 2 (Connect to emergency steering Pump) Shut- Bin Down Relief Valve with Ant-Cavitation
6. 17.
tle Valve.
7. Main Pressure Relief Valve 18. Bin Up Relief Valve with Ant-Cavitation
8. Bin Pilot Pressure Reducing Valve (Setting Valve). 19. Bin Spool
HYDRAULIC SYSTEM
Service Brake System Operation However, if the charge time for the brakes exceeds
2 minutes (indicating a problem on the system be-
cause the upper limit cannot be reached), then the
Charging System
truck is again stopped, park brake applied and
transmission placed in neutral. A warning is gener-
When operating the service brake valve, pressure in
ated indicating that the brake charge system is not
the front brake accumulators and rear brake accu-
working properly. This situation is reset on ignition
mulators decreases.
cycle or if both brake circuits reach the start charge
The decrease of charge oil pressure in the brake ac- pressure.
cumulators is sensed by the accumulator brake
pressure sensors.
Charged System
When the accumulator charge oil pressure de-
creases below the lower pressure limit then CCU When all accumulators are charged, charge oil pres-
will take away power from Brake charge solenoid sure in the brake accumulators holds the accumula-
(BCS) and it will open allowing the load sense oil to tors charge check valves closed. The CCU keeps
flow to the Main hydraulic pump port X, stroking the the Brake charge solenoid (BCS) energised allow-
pump, increasing flow, causing supply oil pressure ing pump load sense oil to flow back to tank.
to increase.
The rear and front brake accumulator circuits are
This supply oil then flows through the accumulator separated by check valves and hold charge oil in
pressure reducing valve to the Charge valve block. the rear and front brake accumulators and brake
Then the oil will flow through accumulator orifice valve. The check valves enable the circuits to work
and accumulator charge check valves, charging the independently of each other in the event of a mal-
brake accumulator. As pressure increases, accumu- function in either circuit.
lators are charged via flow valve (4). Pressure to the
The pressure setting of the accumulator pressure
accumulators is limited by accumulator pressure re-
reducing valve (XB) is critical to operation of the
ducing valve. The accumulator orifice controls the
main hydraulic pump. If pressure setting of accumu-
rate of oil flow to charge the accumulators.
lator pressure sensor higher than accumulator pres-
When brake accumulator charge oil pressure in- sure reducing valve, the load sense signal to the
creases to the upper pressure limit then CCU will main hydraulic pump will remain high because the
energise the BCS closing the flow of brake load charge oil pressure from brake accumulator cannot
sense to pump. The pump de-strokes decreasing trigger the CCU to energise the Brake charge sole-
supply oil flow to the accumulators. noid (BCS) .
To prevent pump from stroking in during machine The pump will remain in stroke and not return to low
start up, causing excess strain on the starter motor, stand-by (residual) pressure when all functions are
Brake charge solenoid (BCS) is energised blocking in neutral.
the load sense signal.
There are 2 brake pressure circuits, both with pres-
sure sensors fitted. If either of these pressures is
below 120 Bar, then the accelerator pedal is
HYDRAULIC SYSTEM
Brake Valve Operation At the same time, the load sense signal shifts the
shuttle valves , pressurizes the spring chamber of
The service brake valve is a dual circuit, modulated priority valve and sends a signal to the main hy-
valve. The function of this valve is to control the draulic pump via port LS1.
charge oil from the rear and front brake accumula-
The load sense signal will not exceed the steering
tors to actuate the service brakes.
load sense relief valve X3 pressure setting. The
The brake valve contains two separate circuits, main hydraulic pump supplies the required flow rate
each supplied by their own set of accumulators. The through port P1, and out of port P2 to steering valve
top valve is for the rear axle brakes and the bottom port P.
valve is for the front axle brakes.
When the steering wheel is not being turned, the
The brake valve supplies charged oil to the rear load sense signal is open to hydraulic reservoir
brakes first and then the front brakes. In neutral, through the steering valve and the main hydraulic
charge oil is blocked by the brake valve spools and pump will return to residual pressure. The oil in the
the brake pistons are open to return. steering cylinders is trapped and the machine is
held at that relative position. The ground driven sec-
ondary steering pump will assist with oil flow to steer
Brake Valve - Actuated the machine if main hydraulic pump cannot deliver
the flow required. (Machine must be moving forward
When service brakes are actuated, the charge oil in for secondary steering pump to work.)
the accumulators flows through the brake valve to
the brake pistons, applying the brakes Under normal steering operation, the pressure of
secondary steering pump at port B is just below that
The pressure applied at the pistons and the force of the main hydraulic pump at port B creating a dif-
applied to the spring by the brake pedal act on op- ferential pressure across secondary steering pump
posite ends of the spools in the brake valve. check valve.
The pressure to the pistons is proportional to the The secondary steering pump is a variable displace-
force applied to the brake pedal (pressure to the pis- ment, axial-piston pump with a load sensing and
tons increases as the force on the brake pedal pressure compensating regulator valve.
increases).
Operation of the secondary steering pump is similar
The pressure on the end of the spools balances to the main hydraulic pump. The residual valve
against the spring force modulating the pressure to pressure setting for the secondary steering pump is
the pistons. lower than the residual valve pressure setting for
The charge oil pressure is reduced by the amount of the main hydraulic pump.
oil it takes to move the pistons. The secondary steering pump is mounted on the
Each application of the brake pedal reduces the transfer case and is ground-driven.
charge pressure until the low brake accumulator The secondary steering pump check valve is used
pressure limit is reached and the brakes start charg- to block oil flow from the main hydraulic pump to the
ing again. secondary steering pump circuit.
In the event of a malfunction, main hydraulic pump
Steering And Secondary Steering check valve blocks flow from the secondary steering
System Operation pump to the main hydraulic pump.
The load sense signal to the secondary steering
The function of the steering system is to route sup- pump via port LS2 is the same as that of the main
ply oil from the main hydraulic pump to the steering hydraulic pump at port LS1, enabling the pressure
orbital valve. The steering orbital valve then controls of the secondary steering pump at port P2 to in-
the oil flow used to extend and retract the steering crease and overcome the pressure differential
cylinders. across secondary steering pump check valve .
When the steering wheel is turned, the load sense Flow from the secondary steering pump, eventually
signal from the steering valve enters the hydraulic supplements the flow from the main hydraulic pump
system manifold at port LS3. The load sense signal to the steering valve via port P2.
is then sensed at the secondary steering pump via
port LS2.
HYDRAULIC SYSTEM
The rpm of the secondary steering pump is de- When full current is applied to the bin down sole-
pendent on the machine travel speed. Supply oil noid, the spool will move all the way across to the
flow available to steer the machine is reduced pro- 2nd bin down position. Standby oil pressure will
portionately as the travel speed decreases. now flow through the spool and out of port B to the
rod end of the bin tip cylinders. Return oil from the
The steering circuit is protected from over pressur-
rod end will flow into port A, through the bin spool to
isation during bin operation by pressure Compensa-
tank. The system pressure passes through the bin
tor valve. The pressure compensator will close once
spool and becomes a load sense signal.
the pressure in the steering circuit reaches the set-
ting of the spring. This load sense signal will then flow through shuttle
valves and out through port LS1 to stroke the pump
and power the bin down. When the bin spool returns
Bin Operation to neutral, the pilot signal to the logic valve is cut off
and the LS pressure is released to tank, causing the
The bin control valve assembly is mounted on the pump to destroke.
hydraulic system manifold. If a lower current is applied to the bin up solenoid,
The dump body lower circuit relief and anti cavita- the bin spool will only shift to the first position. In this
tion valve relieves pressure in the dump body cylin- position, no signal is sent to stroke the pump. The
der rod end circuit. oil from the bottom end of the tip cylinders is allowed
to pass, restricted, through the bin spool to tank.
The relief valve pressure setting is lower than the
pressure setting for dump body raise circuit relief A negative pressure is formed in the rod end of the
valve. cylinders and this is replenished by return oil
through the bin lower circuit relief and anti cavitation
The anit-cavitation valve prevents the tip cylinders check valve. A counter pressure valve is installed
from cavitating when lowering the dump body when on the tank gallery of the bin lift function and utilise
the engine speed is reduced. the return oil to aid the flow from the pump, by forc-
In neutral, the load sense circuit for the dump body ing the return oil over the anti-cavitation valve in the
control valve is connected to return port so there is bin lift section and flow with the pump oil up to the
no load sense signal. rod end of the cylinder ensuring we maintain a posi-
tive pressure in the cylinder. The bin is then allowed
Port A is connected to the dump body cylinder head to float down under its own weight. This function is
end. The dump body raises circuit relief and anti- used during the last 50 of bin down movement and
cavitation valve, relieves pressure in the dump body while the machine is driving.
cylinder head end circuit.
The spool is self centering into the neutral position
The anti-cavitation valve prevents cavitation in the whenever the solenoids are not actuated.
circuit if the cylinder is extended while the control
valve is in neutral.
The bin control spool is a spring centered four posi-
Diagnostic Information
tions, and pilot-operated spool. The movement of
the spool is determined by varying the pilot pressure Diagnostic Procedure
on each end, and this is controlled by two propor-
tional solenoid valves. Reduced pilot pressure is Diagnostic Procedure
supplied to these solenoid valves via a pressure re- Follow the six basic steps below to carry out trouble-
ducing valve. The movement of the spool is then shooting efficiently.
proportional to the current applied to the solenoid
valves. One position of the spool would then be Know the system
used for Bin-up function and the other for Bin-down.
Study the machine technical manual. Understand
When the bin spool moves load sense signal is gen- the system and circuits.
erated. This load sense signal will then flow through
Use schematics, component location drawings, and
shuttle valves and out through port LS1 to stroke
theory of operation for each circuit and circuit com-
the pump.
ponents to better understand how the system, cir-
When the bin spool returns to neutral, the pilot sig- cuits, and components work.
nal to the logic valve is cut off and the LS pressure
Ask the operator
is released to tank causing the pump to de-stroke.
HYDRAULIC SYSTEM
What type of work was the machine doing when the Connect the laptop computer with diagnostic soft-
trouble was noticed? ware, if available. The self-diagnosing function lists
any service codes.
Did the trouble start suddenly or has it been getting
worse? Before starting any troubleshooting, first check bat-
tery voltage, battery disconnect switch, fuses, and
Did the machine have any previous problem ?
circuit breakers.
If so, which parts were repaired?
Go to test groups to check pressures and voltages.
Inspect the machine Make sure adjustments are correct.
HYDRAULIC SYSTEM
Hydraulic System Depressurising With the truck switched off, turn the steering wheel
Procedure both left and right with the same input force as if
steering the truck while it is running. The steering
valve should bottom out in both directions. Be aware
that the truck may steer a small amount due to pres-
sure being released in the cylinders. Once this is
done the steering system should have released all
pressurised oil with in its system.
The hydraulic system is pressured when the engine is
running, the brake charging system also automatically
raises the system pressure when the charge circuit
reaches the lower point of the brake charge band with-
Cab Tilting System
out warning! Ensure that the correct PPE is worn when
working on the Hydraulic system. Many hoses may still Always ensure that the cab is either resting on its
be under pressure even when the machine is switched mounts or securely supported by the cab stay, never
off.
work on the cab tilt system if the cab is only sup-
ported by the hydraulic cylinder.
The following procedure needs to be carried out
to depressurise the hydraulic system before any
work can commence on the hydraulic system. Brake Charge System
HYDRAULIC SYSTEM
Table Of Figures
HYDRAULIC SYSTEM
Tools & Hydraulic Gauge can now go ahead and set the machines
pressures.
The following equipment is required to set the hy-
4. After all the pressure have been set, it is impor-
draulic pressures:
tant to set the machine back to “Normal”.
Spanners
Pressure Gauge
10mm Spanner.
10 to 300 Bar
Allen Keys
3mm
Machine Setting
HYDRAULIC SYSTEM
3. Activate “Hyd Pump” as per procedure above. 15. Select Neutral for the transmission and only
then apply the park brake
4. Remove the pneumatic hose of the IDL actuator
on the drop box. 16. Connect the pneumatic line back onto the IDL.
5. Connect the pressure gauge to Test Point MP1.
6. Start the truck.
7. Install the articulation lock.
8. Ensure that the inter-axle diff lock is NOT
activated.
9. Read the pressure on the gauge while the truck
is idling. It should read 15 Bar or less. If not, the
main pump residual pressure needs to be low-
ered before one can set the emergency steering
pump residual pressure. Follow the main pump
pressure setting procedure in the next sectionto
set the main pump residual pressure to about
15 bar before continuing.
10. While applying the service brake, select
“DRIVE” on the transmission shift selector. Re-
lease the park brake and use the gear hold but-
ton to hold the transmission in second gear
when it reaches second gear. (Note: The shift
from second to third gear is very fast. Once the
machine shifts to third gear, push the gear hold
button. Slowly release your foot on the acceler-
ator until the gear shifts back into second gear.
Once the machine is in second gear you can
push down on the accelerator to 16kph. The
gear hold allows the machine to change gears
down but prevents shifting gears up.)
11. At full rpm in second gear the speed on the
CDU should read +-16kph, the gauge should
read the pump residual pressure of 22 Bar (+/-2
Bar). If the pressure is incorrect, the pump
needs to be adjusted.
12. If the pressure requires adjustment, select
“Neutral” on the transmission shift selector en-
sure the park brake is activated. While the en-
gine is idling loosen the lock nut on the
adjustment screw.
13. Turn the screw clockwise to increase the pres-
sure and anti-clockwise to decrease the resid-
ual pressure. Adjustment will need to be done in
small increments and the pressure will have to Set the Emergency Steering Pump
be verified by going back to step 10. This might Compensating Pressure
take a few attempts. For your own safety, do not
set the pressure while when the machine is in Note: This procedure requires coming into close
“Drive” due to fast rotating parts in the pressure proximity of rotating prop shafts ensure correct PPE
adjustment area. is used.
14. Lock the screw with the locking nut once the 1. Ensure the truck is on level ground and that the
correct pressure has been set. wheels are secure from rolling.
HYDRAULIC SYSTEM
2. Uncouple and remove the front axle prop shaft 14. Turn the screw clockwise to increase the pres-
from the drop box. sure and anti-clockwise to decrease the com-
pensating pressure. Adjustment will need to be
3. Activate “Hyd Pump” as per procedure as ex-
done in small increments and the pressure will
plained before.
have to be verified by going back to step 11.
4. Remove the pneumatic hose of the IDL actuator This might take a few attempts. For your own
on the drop box. safety, do not set the pressure while when the
machine is in “Drive” due to fast rotating parts in
5. Connect the pressure gauge to Test Point MP1.
the pressure adjustment area.
6. Turn the X3 valve clockwise until it bottoms out
15. Lock the screw with the locking nut once the
and the turn it out one turn anti-clockwise back.
correct pressure has been set.
This needs to be done to set the emergency
steering pump. If the X3 valve setting is to low, 16. Select Neutral for the transmission and only
one will not be able to get the emergency steer- then apply the park brake
ing pump compensating pressure.
17. Connect the Pneumatic line back onto the IDL
7. Start the truck.
8. Install the articulation lock.
9. Ensure that the inter-axle diff lock is NOT
activated.
10. Turn the steering wheel to the left against the
artic lock, and read the pressure on the gauge.
It should read about 120 Bar. If not, the main
pump compensating pressure needs to be low-
ered before one can set the emergency steering
compensating pressure. Follow the main pump
pressure setting procedure in 4.3 to set the
main pump compensating pressure to 120 Bar
before continuing.
11. While applying the service brake, select
“DRIVE” on the transmission shift selector. Re-
lease the park brake and use the gear hold but-
ton to hold the transmission in second gear
when it reaches second gear by revving the en-
gine. (Note: The shift from second to third gear
is very fast. Once the machine shifts to third
gear, push the gear hold button. Slowly release
your foot on the accelerator until the gear shifts
back into second gear. Once the machine is in
second gear you can push down on the acceler-
ator to 16kph. The gear hold allows the machine
to change gears down but prevents shifting
gears up.)
12. Turn the steering wheel to the left and hold it
against the articulation lock, take the engine to
full rpm. The gauge should read the pump com-
pensating pressure of 230 Bar (+/- 2 Bar). If the
pressure is incorrect, the compensator pressure
needs to be adjusted.
13. If the pressure requires adjustment, select
“Neutral” on the transmission shift selector en-
sure the park brake is activated. While the en-
gine is idling loosen the lock nut on the
adjustment screw.
HYDRAULIC SYSTEM
Tools
Fault Finding
Spanners
1. Fault: Cannot set the main pump residual
10mm Spanner. pressure.
2. The DFR valve on the pump might be faulty. Re-
place DFR valve.
Allen Keys
Set the Main Pump Compensating
Pressure B18E — B30E
3mm
1. Ensure the truck is on level ground.
2. Connect the pressure gauge to Test Point MP1.
3. Start the truck.
4. Activate “Hyd Pump” as per procedure ex-
Pressure Gauge
plained before.
10 to 300 Bar 5. Ensure the main pump residual pressure is set
according to procedure 2 or the bin will not go
up as required for compensating pressure
setting.
6. Use the bin tip control to lift the bin all the way
up until the tip cylinders are fully extended.
1. Ensure the truck is on level ground. 7. While holding the bin tip control button in with
2. Connect the pressure gauge to Test Point MP1. the tip cylinders fully extended, read the pres-
sure on the gauge. The gauge should read a
3. Start the truck. pressure of 280 Bar (+/- 2 Bar) for the compen-
4. Activate “Hyd Pump” as per procedure ex- sating pressure. If the pressure is incorrect the
plained before. pressure needs to be adjusted.
5. Read the pressure on the gauge. The main 8. Loosen the lock nut on the adjustment screw.
pump residual pressure should read 30 Bar (+/- 9. While holding the bin tip control button in with
2 Bar). If the pressure is incorrect, the pump the tip cylinders fully extended. Turn the adjust-
needs to be adjusted. ment screw clockwise to increase the pressure
6. Loosen the lock nut on the residual pressure or anti-clockwise to decrease the pressure.
adjustment screw.
HYDRAULIC SYSTEM
10. Lock the adjustment screw with the locking nut 4. Ensure the main pump has been set correctly
once the correct pressure has been set. using the main pump pressure setting proce-
dure in 4.
5. Connect the pressure gauge to test point MP1.
6. Turn the steering wheel to the left and hold it
against the artic lock. The pressure on the
gauge should read 230 Bar (+/-2 Bar). If one
doesn’t read this pressure the LS pressure for
the steering needs to be adjusted on the X3
valve.
7. Loosen the lock nut on X3.
8. While holding the steering against the artic lock,
adjust the steering LS pressure by adjusting the
Fault Finding set screw on the X3 valve. Clock wise will in-
crease the pressure, and anti clock wise to de-
1. Fault: Cannot set the main pump compensating crease the pressure.
pressure.
9. Lock the set screw with the lock nut on the X3
2. The DFR valve on the pump might be faulty. Re- valve once the pressure has been set correct
place DFR valve. pressure.
Spanners
10mm Spanner.
Fault Finding
Allen Keys
1. Cannot set the steering pressure to 230 bar
Spanners
10mm Spanner.
HYDRAULIC SYSTEM
Tools
Pressure Gauge
Spanners
10 to 300 Bar
18mm Spanner.
HYDRAULIC SYSTEM
9. While holding the bin tip control button in with over centre on the bin pivots, steps 4 to 5 of this
the tip cylinders fully extended. Turn the adjust- procedure could be left out and proceed with
ment screw clockwise to increase the pressure step 6. If the tip cylinders are full extended and
or anti-clockwise to decrease the pressure. the bin is over the centre of the pivot points, a
hand pump will be required to assist with the
10. Lock the adjustment screw with the locking nut
lowering of the bin.
once the correct pressure has been set.
4. Use the 30mm spanners to loosen the cab
bolts. Raise the cab and ensure the cab tilt lock
is engaged.
5. Remove the plug on port B from the tip valve
block (1/4” Allen Key). Connect the hose of the
hand pump to port B. The hand pump will be
used to jack the bin back over the center point
of the bin pivots. The weight of the bin will then
be used to lower the bin by controlling the emer-
gency bin lowering control valve situated on the
side of the tip valve block. Ensure to place the
hand pump in a safe area next to the machine,
clear from the rear chassis and bin of the
Bin Lowering Procedure After Engine/ machine.
Pump Failure
6.
HYDRAULIC SYSTEM
connected to assist with the bin lowering, open the cab and replace the cab bolts and fasten
the valve completely and give it two turns clock them.
wise. This will ensure the valve is open and one
12.
can continue using the hand pump to jack the
bin back over the bin pivot centre point. Once
over the bin pivot centre point the weight of the
bin will automatically start to take over and one
can stop using the hand pump. To stop the bin
from lowering again turn the valve clock wise
until it has bottomed out. The bin lowering
speed can be controlled using this bin lowering
control valve. Continue with step 8 until the bin
has been lowered to the full down position. Note
one can only lower the bin and not lift the bin via
this procedure.
9. Once the bin has been lowered as required, turn NOTE
the emergency bin lowering valve clock wise Illustration of the bin in the full tip posi-
until it has bottomed out to ensure this valve is tion with the weight being over the
closed. centre point of the bin pivots. In scenar-
10. Lock the valve with the lock nut. ios where the bin is in the full tip posi-
tion a hand pump is required to be
11. If a hand pump was used to assist with the bin connected to port B on the tip valve
lowering. Lift the cab and engage the cab tilt block to assist with the emergency bin
lock. Disconnect the hand pump and replace lowering
the plug in port B on the tip valve block. Lower
Receiver-drier contains a colour moisture indicator. through drain tubes connected to drain pan under
Blue indicates no moisture is present. Pink indicates evaporator.
moisture is present.
System pressure is monitored by high/low pressure
Should moisture be combined with refrigerant, hy- switch, located on high pressure side of expansion
drofluoric and hydrochloric acids are formed. These valve. If pressure becomes too high or too low the
acids are very corrosive to metal surfaces and leak- switch opens and stops compressor, interrupting the
age will eventually develop. cycle.
Receiver-drier also stores refrigerant allowing a lon- Accumulator (if equipped) is located between evap-
ger period of time before additional refrigerant is orator and compressor in low pressure gas hose to
needed. Refrigerant hoses allow a small amount of retain a quantity of oil to protect compressor from a
refrigerant to migrate through their walls. Refrigerant dry start after long periods of not being used.
flows from receiver-drier through expansion valve to
evaporator. Expansion valve senses refrigerant
temperature and pressure to modulate refrigerant Heater Core Operation
flow.
Expansion valve changes refrigerant to low pres- The heater core is located near evaporator in heat-
sure liquid entering evaporator. ing and air conditioning module on right side of cab.
Actual cooling and drying of cab air takes place at Filtered air flows through evaporator removing mois-
evaporator. Heat absorbed by evaporator and trans- ture before flowing though heater core.
ferred to refrigerant causes refrigerant to vaporise The heater core uses warm engine coolant to heat a
into low pressure gas. mixture of inside cab air as well as outside air pulled
Low pressure gas is drawn from evaporator by com- across heater core.
pressor and cycle is repeated. A freeze control Coolant flow through the heater core is regulated by
switch senses temperature of evaporator coil the heater valve. The heater valve is regulated by
through a capillary tube. an actuator which is controlled by the heater valve
This prevents the evaporator from becoming cold control module in response to the position of tem-
enough to freeze moisture that condenses on evap- perature control switch.
orator coil. Condensed moisture is drained away
Fault Finding
Diagnostic charts are arranged from most probable
and simplest to verify, to least likely more difficult to
verify.
Air Conditioner Runs Con- Freeze control switch, capillary Replace heater valve
stantly, Too Cold. tube not positioned in evapora-
tor properly.
Compressor clutch engaged Reposition capillary tube in
constantly. evaporator coil. See“Air Freeze
Control Switch Test.
Interior Windows Continue To Fresh air filter restricted. Clean or replace filter.
Fog.
Air system off. Move Air - heater ON/OFF
switch to Air position.
1. Compressor.
2. Condenser.
3. Heater Return Line.
4. Receiver-drier.
5. Air Conditioning High/Low Pressure Switch.
6. Low Pressure Charging Port.
Tests
Operational Checks
Inspect all lines and hoses. No: Clean, repair or replace condenser core. Re-
place condenser fan or fan blade.
Are all lines and hoses straight, NOT kinked, worn
from rubbing on other machine parts or “weather
checked"? Heater/Evaporator Core Check
Are hose and line connections clean, NOT showing Inspect core. Are fins straight?
signs of leakage, such as oil or dust accumulation at
fittings? Is core free of dirt and debris?
All hose and line clamps must be in place and tight. Are evaporator drain tubes plugged?
Clamps must have rubber inserts or cushions in Yes: Check complete.
place to prevent clamps from crushing or wearing in-
to hoses or lines. No: Repair, replace or clean heater/evaporator core
and drain tubes.
Yes: Check complete.
No: Reposition hoses or lines and tighten or replace Freeze Control Switch Capillary Tube
clamps. Tighten fittings or replace O-rings in fittings. Check
Replace hoses or lines as required.
Inspect freeze control switch capillary tube.
Air Conditioner Compressor Check Is capillary tube straight, NOT kinked or broken?
Are condenser fins straight, not bent or damaged? No: Clean or replace filters.
R134A Air Conditioning System Test Open both low and high pressure valves on refriger-
ant recovery, recycling and charging station.
R134a Air Conditioner System Test Open cab doors and windows.
Specifications Follow manufacturer’s instructions when using the
refrigerant recovery, recycling and charging system.
R134a Air Conditioner System Test - Engine
Speed High Idle Start engine and run at rated engine high idle
speed.
Low Side Refrigerant - Pressure
Move A/C-heater switch to Air position.
80 kPa (0.8 bar) (11.6 psi) minimum
200 kPa (2 bar) (29 psi) maximum Turn temperature control switch to maximum cool-
ing position.
High Side Refrigerant - Pressure
Turn blower switch to high speed.
800 kPa (8 bar) (116 psi) minimum
Check sight glass (if equipped) in receiver-drier.
2 100 kPa (21 bar) (304.5 psi) maximum
Run unit for at least 5 minutes.
Measure and record air temperature at condenser
Service Equipment And Tools air inlet and at air ducts in air conditioning unit.
• Prism Pro Refrigerant Identification Instrument Observe low-side pressure and high-side pressure
on gauges.
• Thermometer
Compare pressures and air duct temperature to
specifications.
NOTE: Because low pressure switch is located on
high pressure side of expansion valve, the low pres-
Use correct refrigerant recovery, recycling and charg- sure gauge reading shown does not affect the low
ing stations. Never use refrigerant, hoses, fittings, pressure switch operating range.
components or refrigerant oils intended for R12 refrig-
erant systems. Identify refrigerant before recovering, • Air conditioner set at maximum cooling.
recycling and charging system.
• Air conditioner compressor clutch engaged.
Stop the engine. • Operate at maximum setting for minimum of 12
minutes.
Follow refrigerant cautions and proper handling
procedures. • Air duct temperature should be below 12° C
(53.5° F) with ambient temperature at 26° C (79°
Identify refrigerant type using refrigerant identifica- F) and 60% relative humidity. Refrigerant pres-
tion instrument. sure within specification.
Connect refrigerant recovery, recycling and charg-
ing station. Diagnose malfunction using the following
Diagnostic Chart.
JUNE 2013
(psi) (psi)
872352 REV A
Lack of Slightly Slightly
Very Low Very Low Clear Slightly Cool Slightly Warm Warm
SERVICE MANUAL
Refrigerant Warm Warm
Loss of
Low Low Bubbles Cool Warm to Hot Warm Warm to Hot Slightly Cool
Refrigerant
Cool,
Cool, Sweat-
High Side Sweating Hot to Point
Low Low Clear Cool ing or Slightly Cool
Restriction or of Restriction
Frosting
Frosting
Cold, Sweating or
Expansion
Low Low Clear Frosting Heavily at Warm Warm Hot Slightly Cool
Valve Closed
Valve Outlet
285
SERVICE INFORMATION
Refrigerant
Moisture in Normal Normal (May
System (May Drop) Clear Cool Warm Warm Hot Cool to Warm
Drop)
Heater Valve
Normal Normal Clear Cool Warm Warm Hot Warm
Stuck Open
Lack of Refrig-
Normal Occasional
erant and Air in Normal Warm to Hot Warm Warm Hot Slightly Cool
(May Drop) Bubbles
System
Specifications
Air Low Pressure Switch (Normally Open)
With freeze control switch at room temperature, Closes on Increasing Opens on Decreasing
connect terminals to ohmmeter and measure con- Pressure Pressure
tinuity between terminals. 207 ± 30 kPa (2.1 ± 0.3 bar) 200 ± 20 kPa (2.0 ± 0.2 bar)
(30.5 ± 4.4 psi) (29 ± 2.9 psi)
Is continuity measured?
Air High Pressure Switch (Normally Closed)
Yes: Switch is good. Check wiring harness.
Opens on Increasing Closes on Decreasing
No: Replace freeze control switch. Pressure Pressure
2700 ± 200 kPa (27 ± 2 bar) 2100 ± 200 kPa (21 ± 2 bar)
Put freeze control switch in freezer. Temperature (391.6 ± 29 psi) (304.6 ± 29 psi)
must be below 1° - 3°C (34° - 37.5°F). Switch must
be open and continuity must not be read. Remove
Service Equipment And Tools
switch from freezer and put sensing tube into a
glass of warm water. As switch warms it must close • Hydraulic Hand Pump
and continuity must be read.
• Volt-Ohm-Amp Meter
• Volt-Ohm-Amp Meter
Air Compressor Clutch Test
• Air Conditioning Gauge Set
Disconnect harness from clutch.
NOTE: The line that attaches Air high/low pressure
switch has a valve under it to prevent discharging
air conditioning system when switch is removed.
Blower Speed
High
Maximum Cooling
Essential Tools
• Refrigerant Recovery, Recycling and Charging
System
Service Equipment And Tools
• Thermometer
Before fastening sensing bulb to evaporator outlet Close low-side valve and open high-side valve.
line, make sure line and bulb are not corroded. Fas-
ten sensing bulb to side of line with clamp. Install in- Adjust pressure on high-side valve to 520 kPa (5.2
bar) (75 psi) using a pressure regulator or by adjust-
sulating tape to completely cover sensing bulb and
ing high-side valve.
line.
Hold sensing bulb in hand until pressure on low-side
gauge stops increasing. Pressure must be 280 -
Expansion Valve Bench Test
380 kPa (2.8 - 3.8 bar) (40 - 55 psi).
Specifications Put sensing bulb in a container of ice water until
pressure on low-side gauge stops decreasing.
High-Side Valve Pressure Setting Pressure
Follow Refrigerant Cautions and Proper Handling A soap and water solution can be sprayed on the
procedures . components in system to form bubbles at source of
leak.
Remove expansion valve. See Remove and Install
Expansion Valve. If a leak detector is used, move leak detector probe
under hoses and around connections at a rate of 25
mm (1 in.) per second.
Some refrigerant manufacturers add dye to refriger-
ant to aid in leak detection.
Avoid breathing in the air conditioner refrigerant and
lubricant vapour or mist. Exposure may irritate the
eyes, nose and throat.
The refrigerant is under high pressure and the sys-
tem must be serviced by qualified personnel only.
Improper service methods may cause injury.
If accidental system discharge occurs, ventilate the
work area before resuming work.
Additional health and safety information may be ob-
tained from your refrigerant and lubricant
Connect Air expansion valve to air conditioning manufacturers.
gauge set using fittings (A - C).
Connect yellow hose to a regulated air supply.
Service Position
Before starting to work on the machine, unload it, wash it thoroughly and park it on firm level ground with the bin lowered.
3. Relieve hydraulic pressure by turning the steer- d. Relieve pressure in brake accumulators by
ing back and forth 3 times. applying and releasing the brake pedal at
least 20 times.
4. Install the articulation safety bar.
5. If bin is fully lowered, hydraulic pressure is auto-
matically relieved. When raised and bin prop is Service Safety
installed, operate bin-up and bin-down 3 times
to ensure that the weight of the bin is securely Maintenance and repair work must be carried out by
settled onto the bin prop. competent and suitably qualified personnel. Refer to
Service and Parts Manuals for recommended tools
6. Relieve pneumatic pressure. and parts.
7. Install the stop block, on machines fitted with an
adjustable height front suspension, to prevent
the front suspension from lowering.
• Service which is not carried out in the correct way • Never set a pressure limiting valve to a higher
may be dangerous. Make sure that you have suf- pressure than that recommended by the manu-
ficient knowledge, the correct information, the cor- facturer. Only qualified personnel must adjust any
rect tools and the right equipment in order to carry valve settings.
out the service in the correct way. • Before starting the engine indoors, make sure that
• Never articulate the machine before checking that the ventilation is sufficient to cope with the ex-
the articulation area is clear of obstructions. haust gases.
• Repair or change broken tools and faulty equip- • Do not stand behind the machine while the engine
ment. Read all plates and decals on the machine is running.
and in the manual before you start servicing the
machine. Each of the instructions contains impor-
tant information about handling and servicing. Service History
• Do not wear loose fitting clothing or jewellery If there is a service due within the next 50 machine
when working on the machine. hours, there will be a single "pop-up" message dis-
• Always wear a hard hat, safety glasses, gloves, played on the CDU screen (on ignition-on), with a
shoes and other protective articles as the job buzzer beep to alert the operator that a service is
requires. due. This "pop-up" will display the number of hours
left until the service is due.
• When carrying out service work in the articulation
area, ensure that the articulation safety bar has If the machine surpasses the service due machine
been installed. hours, without the service being done (or the service
done signal being re-set (by Service Personnel)
• Always stop the engine to service the machine,
then the ignition-on "pop-up" message will display
unless otherwise instructed in this manual.
Service X hours Overdue.
• When changing oil in the engine, fluid in the hy-
In addition to these service messages there will is
draulic system or transmission, remember that
an option to have a "pop-up" message with a buzzer
the oil and fluid may be hot and can cause burns.
beep every 5-minutes to alert the operator that the
• When lifting or supporting components, use scheduled service is due within the 50 hour service
equipment with a lifting capacity which is at least period.
as great as the components.
This 5-minute "pop-up" will include the number of
• All lifting devices, for example slings and ratchet hours that the service is due or overdue.
blocks, must comply with national regulations for
lifting devices. BELL EQUIPMENT COMPANY The 5-minute warning option is enabled by default
will not accept any responsibility if any lifting devi- from the factory.
ces, tools or working methods are used other than This 5-minute warning option can be disabled by
those described in this manual. Technical Personnel, under the options in Service
• Stop the engine before removing engine covers Mode.
or similar. The "service done" flag can be re-set by service
technicians via the CDU in the Counters menu.
• Check the radiator coolant level. Report to workshop any build up of debris espe-
cially around exhaust, heat shields and coolers.
Check when cold.
• Check drive line and suspension fasteners.
• Check the engine oil level.
Not missing or loose.
Report, if replenishing required.
• Check park and service brakes.
• Check for oil and fluid leaks.
Functional test.
Check all around and under the machine.
• Check tyre pressures, the Wheel Nuts still secure,
• Check the transmission oil level. tyre condition for damage, rims for damage
Check cold or warm with engine idling. Report, if Report, if in doubt about pressure.
replenishing required.
• Check tailgate leaf springs condition and clean
• Check the hydraulic oil level (sight glass). tailgate area of bin.
Check cold. Report, if replenishing required. Do not use chemical agents on leaf springs. Re-
• Check the operator controls and instruments. port to workshop any build up of debris.
• Check the auto-greasing system.
Functional test.
• Check the warning lights and warning buzzer. Check the level. Report, if replenishing required.
Check Engine Oil and Coolant 5. Report and replenish the engine oil if
levels necessary.
6. Check the level again after replenishing.
Check Engine Oil Level
4. Re-insert the dipstick, ensuring that it is properly Check Transmission For Oil Leaks
seated and fasten the dipstick clip.
Check under the machine for oil leaks.
Take special care to check for oil leaks in the trans- Repeat the check procedure to verify the reading.
mission region.
The following tables list all the required services for the Bell Articulated Dump Trucks, check with
Bell Equipment ADT Technical Support for any updates to the Service Bulletin after the publication
date of this manual. NOTE: There are separate RSG’s available on the Bell Equipment ADT
Technical Support website for the B18/20E and B25/30E.
Customer:
VIN (Vehicle Identification Number):
Transmission — Allison
Check for Oil leaks. X
Check Transmission Oil level. X
Change the Transmission Oil. X (A)
Transfer Case
Check the Oil level. (Sight glass) X
Hydraulics
Lubrication
Check the Grease level in the Auto Greasing X X
System (Where applicable)
General
Check and clean Coolers. X
Tyres
A Drain intervals can be extended by Oil sampling. (Use kit 261677 for Oil sampling Allison Transmissions
D The use of Bio Fuel (FAME only) or fuel with a sulphur content of more than 0.5% by weight, would require reduced service
intervals.
E In severe conditions, halve lubrication intervals.
LUBRICATION SPECIFICATIONS
Approved MB 228.5
Approved MB 325.3
LUBRICATION SPECIFICATIONS
Change Engine Oil and Filter • Place the end of the hose in a container. Tighten
the quick drain attachment..
• Drain oil into container.
• Check engine oil level. • Manoeuvre a trolley jack under the belly plate so
that the belly plate can be safely raised.
Lower And Raise The Belly Plate
• Install the bolts and remove the trolley jack.
• To perform some maintenance tasks it is neces-
sary to lower the belly plate for access.
• The belly plate assembly has two access hatches Drain water from the Primary Fuel
that allow access to certain areas. Filter
• The complete assembly can be lowered if it is
required.
Lower the Belly Plate Assembly
• The following procedures must be used to lower
the belly plat The engine must be running when the water is
drained from the Racor Fuel Filter.
Be careful when raising the belly plate as it can cause Check Engine Oil Level
injury or even death if it slips off the trolley jack.
NOTE
When checking the oil level, hold the When coolant is drained from the cooling system it
dipstick in an upright position with the must be replaced with the recommended coolant speci-
point pointing down. fied by the manufacturer.
When the oil is hot, the oil level must be on the If there is too much coolant in the tank,
top mark (1) of the dipstick, but not above it. when cold, the tank will purge itself and
When the oil is cold, ensure that the level is be- overflow with excess coolant.
tween marks (1) and (2), but not below mark
(2).
Check Coolant Level
Check & Adjust Bin Pad Spacing the gauge can easily be slid halfway around the
perimeter of the pad without getting stuck then
NOTE the spacing has been set correctly. If the gauge
can be slid further than halfway around the pad
Ensure that the truck is on level ground and perimeter, the spacing is too great and a shim
that the bin is empty. ALWAYS ensure that or shims should be added behind the front pad
the bin is securely supported using the bin in question. Conversely, if the gauge cannot be
pole or over centre bin lock before allowing slid halfway around the perimeter of the pad,
any personnel underneath the bin. then the spacing is too small and a shim or
1. Loosely mount the four rear bin pads onto the shims needs to be removed from behind the
rear bin pad mounting plates on the bin. Do not front pad in question (NOTE: In a case where
fully tighten the bin pad mounting screws, so no shims remain behind the front pad, but the
that enough space is left for shims to be fitted gap is still too small, it will be necessary to add
behind the pads. additional shims behind all four rear bin pads)
4. Mount the two front pads onto the front bin pad Front
mounting plates on the bin. Tighten the mount- Pad 4 5 5 6 6
ing screws. Gap
(mm)
5. Lift the bin and let it float down. Do not force the
bin into contact with the chassis using tip cylin- Table 2: Spacing Under Front Bin Pads
der force, but rather let it float down into position (Unladen)
6. Measure the compression of the rear pads on 9. Ensure that the front pads rest on the centre
both sides of the bin along the centre line of lines of the chassis beams. The pads are pro-
each pad. All four pads need to compress the vided with slots to allow left to right adjustment
same amount. If the pads do not have the same in order to meet this requirement.
compression, add and remove shims accord-
ingly to get similar readings. Make sure that the 10. Ensure that the front bin pad mounting screws
compression of the rear pads is the same on are tightened.
both sides before continuing.
7. Refer to Table 1 for part numbers of the different Check Suspension Strut Height,
shims that are available
Oil Leaks & General Conditions
B20E/B25E/
B30E
1.6
277227
Front mm
5 mm 277228
1.6 To install, check heights or to charge and setup the
277227 suspension struts may present an extreme safety haz-
Shim Mid mm
ard. These actions should only be carried out by quali-
5 mm 277228 fied personnel and by adherence to sound workshop
safety principles.
1.6
277227 Measurements should always be taken on level
Rear mm
ground, at 0% articulation and to ensure the struts are
5 mm 277228 properly seated.
NOTE: Struts must be checked at ambient tempera-
ture. Any work done to the strut should be carried out
Table 1: Bin Pad Spacing Shims in a dust free environment and closed from contamina-
tion. All components must be washed and kept away
8. Use an appropriate thickness gauge to measure
from any dirt and dust. Seals should be kept in clean
the space between the front pads and the chas- plastic wrap at all times before use.
sis. Refer to Table 2 for the appropriate gaps be-
neath the front pads on different ADT models. If
1. Turn latches (1) & (2) a 1/4 turn counter Inspect & grease Slip Joints &
clockwise. Propshaft Crosses/Rollers
Change the Primary Fuel Filter & 3. After all the diesel has rained out of the filter,
Water Separator (RACOR) Unscrew the Perspex bowl (3) at the bottom of
the filter.
1. Clean the filter housing and the area around the 4. Once the Perspex bowl is off, unscrew the filter
filter. from its housing.
5. Dispose of the old Diesel filter into the correct
waste disposal bin.
6. Refit the new filter, in the reverse procedure.
7. Ensure that a new O-ring (4) is used as well.
8. Once the filter assembly is together, prime the
filter and fuel lines using the lift pump (5).
8. Place the filter housing lid in, and lock the clips.
• Remove clogged breather filter by unscrewing it 1. Clean around axle housing fill plug (1).
in the ant-clockwise direction.
• Replace damaged/ clogged breather filter with a
new Breather Filter.
• Refit breather filter and tighten as per
specifications..
Check that all the bolts (1) and (2) on the axle drive
line crosses are tight.
Change the Air Drier Filter 6. Torque specification: 12 - 16 Nm (106 - 142 lb.
in.).
1. The air drier filter is situated inside a compart-
ment on the left side of the truck bumper.
Carry out Oscillation Joint
2. To access the compartment remove the panel Maintenance Procedure
(1) on the left bumper of the truck, by opening
the Allen cap bolts (2) around the panel (7 bolts
1. Park the machine on level ground.
in total).
2. Check that the male oscillation lock nut is tight
and securely locked in position with the locking
plate.
3. Raise the bin and lower onto the bin prop.
4. Fit a dial gauge onto the female oscillation on
the rear chassis, so that the needle locates off
the male oscillation nut. Refer to pictures below.
Replace Fuel tank breather filter to “changing the primary filter” 500 hour service
check).
Change the Power Core Safety Air
Filter (Primary Filter) Check and adjust AdBlue / DEF
Pressure Storage Accumulator
1. Unlatch and remove the air filter housing lid, by
open the four clips (1) holding it in place.
Change the Transmission Oil
2. Remove the Primary Air filter (Refer to “chang-
ing the primary filter” 500 hour service check).
3. After the primary filter is removed, Using the
plastic handle (2) on the face of the secondary
filter (1), pull the filter toward the center of the
housing and remove.
Be careful when draining hot transfer case oil. Hot oil
can cause burns to unprotected skin.
4. Inspect the new filter before installing. Visually 1. Wipe area around the drain plug clean.
check for cuts, tears, or indentations on the
sealing surfaces before installation. If any dam-
age is visible, do not install.
5. Using the plastic handle on the safety filter, slide
the filter at an angle into the outlet side ensuring
the tab on the filter (3) is positioned into the slot
(4) in the filter hosing and push in place until the
filter seats firmly and evenly within the housing.
1. Moving the dust cover (3) aside and open the fill
plug in the counter clockwise direction
11. Clean filter seat. Do not allow dirt, debris or for- Change all Axle Oils
eign objects to fall into hydraulic reservoir.
12. Remove retaining screw (12) and remove filter
element (11).
2. Remove check and fill plug (1) from axle 5. Fit the new filter and tighten it to the correct tor-
housing. que specification.
3. Place a suitable size container under the drain 6. Torque specification: 12 - 16 Nm (106 - 142 lb.
plug (2) and remove drain plug. in.).
4. Drain oil into the container
5. Replace the drain plug and tighten Change all Final Drive Oils
6. Remove the container and wipe the drain plug
and axle housing clean.
7. Add oil through check and fill port. (See OM for
recommended oils and quantities).
1. Perform this procedure for all Final Drives.
8. Fill until oil just starts to flow from fill port.
2. Dispose of waste properly.
9. Install check and fill plug and wipe clean.
1. Rotate wheel until drain plug (2) is at lowest
point and fill/check plug (1) is in horizontal
Change the WDB Axle Oil Filter
position
1. The WDB Axle Oil Filter (1) is situated behind a 2. Clean both the fill plug (1) and drain plug (2) of
guard plate (2) attached to the axle. the final drive housing.
2. To access the filter (1), remove the guard (2), by
opening the three bolts (3).