New+holland B110-B115 en Service+manual PDF

1
TO READER
This manual has been printed for a skilful engineer
to supply necessary technical information to carry
out service operations on this machine.
CNH ITALIA S.p.A.

Technical Information
Viale delle Nazioni, 55
41100 MODENA - Italy
Read carefully this manual to collect correct information relevant to repair procedures.
For any question or remark, or in case of any error
relevant the contents of this manual, please contact:
REFERENCES
Beyond this Service Manual, also refer to
documents hereunder listed:
Operators Manual
Parts Catalogue
COMPLETE HANDBOOK FOR INSTRUCTIONS

AND REPAIRS
The complete Service Manual consists of two
volumes:
B110 - B115
Service Manual LOADER BACKHOE
B110 - B115
Service Manual Engine
VOLUME
The Service Manuals for Loader backhoe and

Engine contain the necessary technical information to carry out service and repair on machine and
on engine, necessary tools to carry out those operations and information on service standard, on
procedures for connection, disconnection, disassembly and assembly of parts.
The complete Service Manual which covers the
loader backhoe models B110 - B115 consists of
the following volumes, which can be identified
through their print number as stated below:
MACHINE TYPE
PRINT NUMBER
Service Manual - Loader backhoe
B110 - B115
87643846
Service Manual - Engine
B110 - B115
87643867
AVOID ACCIDENTS
The majority of accidents and injuries which occur in industry, on the farm, at home or on the
road, are caused by the failure of some individual to follow simple and fundamental safety rules
or precautions. For this reason MOST ACCIDENTS CAN BE PREVENTED by recognizing the
real cause and taking the necessary precautions, before the accident occurs.
Regardless of the care used in design and construction of any type of equipment, there may be
conditions that cannot be completely safeguarded against, without interfering with reasonable
accessibility and efficient operation.
A careful operator and / or technician is the best insurance against accidents. The complete observance of one simple rule would prevent many thousands of serious injuries each year.
This rule is: Never attempt to clean, lubricate or adjust a machine while it is in motion.
WARNING
Before carrying out any maintenance operation, adjustment and or repair on machines equipped
with attachments, controlled hydraulically or mechanically, make sure that the attachment is lowered and safely set on the ground. If it is necessary to have the equipment partially or fully raised
to gain access to certain items, be sure the equipment is suitably supported by means other than
the hydraulic lift cylinders, cable and /or mechanical device used for controlling the equipment.
CNH ITALIA S.p.A.

Technical Information
Viale delle Nazioni, 55
41100 MODENA - Italy
All rights reserved. Reproduction of text or illustrations, in whole or in part, is strictly prohibited.
LOADER BACKHOE MODELS

The complete range of Loader Backhoe models described in this manual are identified below:
B110
B115
Powershift
Powershuttle
Stabilizer sideshift
Stabilizer centre pivot
Cab
4WD
4WS
Pilot control
Mechanical control
Engine Iveco 82 kW - 110 HP model F4HE9484C*J102
Long dipper
/
/
INDEX
SECTION 00 - SAFETY PRECAUTIONS
SECTION 01 - MAINTENANCE
SECTION 02 - TECHNICAL SPECIFICATIONS
1. MODELS....................................................................................................................................................... 3
2. IDENTIFICATION OF MAIN COMPONENTS............................................................................................... 4
3. TECHNICAL SPECIFICATIONS................................................................................................................... 5
4. LOADER ATTACHMENT DIMENSIONS AND PERFORMANCE ................................................................ 8
5. BACKHOE ATTACHMENT DIMENSIONS AND PERFORMANCE ........................................................... 12
6. LIFTING CAPACITIES................................................................................................................................ 15
7. LOADER BUCKET WITH FORKS DIMENSIONS AND PERFORMANCE................................................. 18
8. FLUID AND LUBRICANT CAPACITIES AND SPECIFICATIONS.............................................................. 19
SECTION 17 - TORQUE CONVERTERS

1. POWERSHUTTLE TORQUE CONVERTER ................................................................................................ 3
1.1 DESCRIPTION AND OPERATION........................................................................................................ 3
1.2 TECHNICAL SPECIFICATIONS............................................................................................................ 4
1.3 OVERHAUL ........................................................................................................................................... 4
1.4 INSPECTION ......................................................................................................................................... 4
1.5 DISASSEMBLY AND ASSEMBLY......................................................................................................... 5
1.6 STALL TEST.......................................................................................................................................... 5
1.7 FAULT FINDING.................................................................................................................................... 6
2. POWERSHIFT TORQUE CONVERTER ...................................................................................................... 7
2.3 OVERHAUL ........................................................................................................................................... 8
2.4 INSPECTION ......................................................................................................................................... 9
2.6 STALL TEST........................................................................................................................................ 11
2.7 FAULT FINDING.................................................................................................................................. 12
SECTION 21 - TRANSMISSION
1. POWERSHUTTLE TRANSMISSION TURNER MODEL COM-T4-2025 ................................................... 3
1.2 TIGHTENING TORQUES ...................................................................................................................... 5
1.3 TRANSMISSION CONTROLS............................................................................................................... 6
1.4 LUBRICATION..................................................................................................................................... 11
1.5 TRANSMISSION OIL FLOW AND SUPPLY........................................................................................ 12
1.6 TRANSMISSION HYDRAULIC VALVES AND PRESSURE TEST POINTS ....................................... 18
1.7 TRANSMISSION POWER FLOW........................................................................................................ 19
1.8 TRANSMISSION 4WD COMPONENTS.............................................................................................. 23
1.9 TRANSMISSION REMOVAL ............................................................................................................... 28
1.10 DISASSEMBLY AND ASSEMBLY..................................................................................................... 29
1.11 FAULT FINDING................................................................................................................................ 87
1.12 SPECIAL TOOLS............................................................................................................................... 90
2
2. POWERSHIFT TRANSMISSION DANA T16000 ..................................................................................... 91
2.1 TECHNICAL SPECIFICATIONS.......................................................................................................... 91
2.2 TRANSMISSION CONTROLS............................................................................................................. 92
2.3 LUBRICATION ................................................................................................................................... 102
2.4 PRESSURE SPECIFICATIONS AND CHECK POINTS.................................................................... 103
2.5 TRANSMISSION COOLER................................................................................................................ 105
2.6 TRANSMISSION HYDRAULIC DIAGRAM ........................................................................................ 106
2.7 OPERATION ...................................................................................................................................... 107
2.8 POWER FLOWS................................................................................................................................ 114
2.9 GEAR AND CLUTCH LAY OUT ........................................................................................................ 129
2.10 TRANSMISSION REMOVAL AND INSTALLATION ........................................................................ 130
2.11 TRANSMISSION COMPONENTS ................................................................................................... 134
2.12 DISASSEMBLY AND ASSEMBLY................................................................................................... 152
2.13 SPECIAL TOOLS............................................................................................................................. 261
2.14 FAULT FINDING .............................................................................................................................. 262
2.15 FAULT FINDING .............................................................................................................................. 264
SECTION 25 - FRONT AXLES

1. FRONT AXLE 4WD CARRARO ................................................................................................................. 3
1.3 FAULT FINDING .................................................................................................................................. 55
2. FRONT AXLE 4WS CARRARO ............................................................................................................... 58
2.2 DISASSEMBLY AND ASSEMBLY....................................................................................................... 62
2.3 FAULT FINDING ................................................................................................................................ 115
3. SPECIAL TOOLS...................................................................................................................................... 118
SECTION 27 - REAR AXLE

1. REAR AXLE 2WS ......................................................................................................................................... 3
1.1 DESCRIPTION AND OPERATION....................................................................................................... 3
1.4 FAULT FINDING .................................................................................................................................. 27
2. REAR AXLE 4WS CARRARO.................................................................................................................. 28
2.3 FAULT FINDING .................................................................................................................................. 81
3. SPECIAL TOOLS........................................................................................................................................ 84
SECTION 33 - BRAKES SYSTEM

2. HAND BRAKE............................................................................................................................................... 6
2.1 HAND BRAKE ADJUSTMENT............................................................................................................... 7
3. BRAKE CYLINDERS .................................................................................................................................... 8
4. OIL BRAKE TANK....................................................................................................................................... 13
5. BLEEDING PROCEDURE .......................................................................................................................... 13
3
SECTION 35 - HYDRAULIC SYSTEM
1. HYDRAULIC DIAGRAMS ............................................................................................................................. 3
1.1 HYDRAULIC DIAGRAM - 2WS SIDESHIFT MECHANICAL MODELS................................................. 3
1.2 HYDRAULIC DIAGRAM - 2WS SIDESHIFT PILOT MODELS .............................................................. 5
1.3 HYDRAULIC DIAGRAM - 2WS CENTRE PIVOT PILOT MODELS ...................................................... 7
1.5 HYDRAULIC DIAGRAM - 4WS SIDESHIFT PILOT MODELS ............................................................ 11
1.6 HYDRAULIC DIAGRAM - 4WS CENTRE PIVOT PILOT MODELS .................................................... 13
2. HYDRAULIC PUMP.................................................................................................................................... 15
2.1 DESCRIPTION AND OPERATION...................................................................................................... 15
2.3 LOAD SENSING VALVE ..................................................................................................................... 17
2.4 REMOVAL ........................................................................................................................................... 19
2.5 COMPONENTS ................................................................................................................................... 20
3. CONTROL VALVES ................................................................................................................................... 25
3.1 CONTROL VALVES REXROTH (MECHANICAL MODELS) ............................................................ 25
3.2 CONTROL VALVES REXROTH (PILOT MODELS) ......................................................................... 41
3.3 SOLENOID VALVE FOR PILOTING THE BACKHOE CONTROL VALVE
(WITH HYDRAULIC CONTROL) ......................................................................................................... 50
3.4 RELIEF VALVES ................................................................................................................................. 53
3.5 ACCUMULATOR GLIDE RIDE PARKER.......................................................................................... 61
4. HYDRAULIC SWING SYSTEM .................................................................................................................. 64
4.2 HYDRAULIC OIL FLOW ...................................................................................................................... 65
5. HYDRAULIC CYLINDERS.......................................................................................................................... 67
5.1 LOADER CYLINDER ........................................................................................................................... 68
5.2 LOADER BUCKET CYLINDER ........................................................................................................... 74
5.3 4X1 BUCKET CYLINDER.................................................................................................................... 80
5.4 BACKHOE BOOM CYLINDER ............................................................................................................ 83
5.5 BACKHOE DIPPER CYLINDER.......................................................................................................... 87
5.6 BACKHOE BUCKET CYLINDER......................................................................................................... 91
5.7 SHORT AND LONG TELESCOPIC CYLINDER.................................................................................. 95
5.8 STABILIZER CYLINDER (CENTRE PIVOT MODELS) ....................................................................... 99
5.9 STABILIZER CYLINDER (SIDESHIFT MODELS)............................................................................. 103
5.10 SWING CYLINDER.......................................................................................................................... 107
5.11 BACKHOE SIDESHIFT LOCKING CYLINDER (SIDESHIFT) ......................................................... 111
5.12 SPECIAL TOOLS............................................................................................................................. 113
6. HYDRAULIC CONTROL LEVERS ........................................................................................................... 114
6.1 TECHNICAL SPECIFICATIONS........................................................................................................ 114
6.2 DESCRIPTION AND OPERATION.................................................................................................... 115
6.4 CONTROL LEVER VALVE ................................................................................................................ 121
7. FAULT FINDING AND FLOW TESTING .................................................................................................. 124
7.1 PRELIMINARY CHECKS................................................................................................................... 124
7.2 FAULT FINDING (WITH REXROTH CONTROL VALVES)............................................................. 125
4
SECTION 39 - CHASSIS
1. DESCRIPTION AND OPERATION............................................................................................................... 3
2. REMOVAL AND INSTALLATION COMPONENTS....................................................................................... 6
2.1 COMPONENTS WITHIN THE CHASSIS............................................................................................... 6
2.2 COMPONENTS BELOW THE CHASSIS .............................................................................................. 7
2.3 COMPONENTS ATTACHED OUTSIDE THE CHASSIS ....................................................................... 9
2.4 COMPONENTS ATTACHED ABOVE THE CHASSIS......................................................................... 10
2.5 TIGHTENING TORQUES .................................................................................................................... 12
SECTION 41 - STEERING SYSTEM

1. STEERING SYSTEM 2WS ........................................................................................................................... 4
3. POWER STEERING ................................................................................................................................... 12
3.2 COMPONENTS ................................................................................................................................... 15
3.4 SPECIAL TOOLS................................................................................................................................. 33
3.5 FAULT FINDING .................................................................................................................................. 33
SECTION 50 - CAB HEATING AND AIR CONDITIONING

2. CAB HEATING .............................................................................................................................................. 5
3. AIR CONDITIONING................................................................................................................................... 12
3.1 PRINCIPALS OF AIR CONDITIONING ............................................................................................... 12
3.2 SAFETY PRECAUTIONS .................................................................................................................... 16
3.4 FAULT FINDING AND TESTING......................................................................................................... 25
3.5 FLUSHING THE SYSTEM ................................................................................................................... 43
3.6 EVACUATING THE SYSTEM.............................................................................................................. 45
3.7 CHARGING THE SYSTEM.................................................................................................................. 46
3.8 COMPONENTS OVERHAUL............................................................................................................... 47
3.9 COMPRESSOR ................................................................................................................................... 52
3.10 SPECIAL TOOLS............................................................................................................................... 66
SECTION 55 - ELECTRICAL SYSTEM

1. GENERALITIES ............................................................................................................................................ 3
1.1 TEMPORARY WIRING HARNESS REPAIR ......................................................................................... 3
1.2 FAULT FINDING .................................................................................................................................... 4
2. ELECTRICAL DIAGRAMS............................................................................................................................ 5
2.1 ELECTRICAL DIAGRAMS - POWERSHUTTLE CAB ........................................................................... 5
2.2 ELECTRICAL DIAGRAMS - POWERSHIFT CAB ............................................................................... 22
2.3 ELECTRICAL DIAGRAMS - 4WS........................................................................................................ 39
3. CONTROLS AND INSTRUMENTS............................................................................................................. 57
3.1 FRONT INSTRUMENT PANEL ........................................................................................................... 57
3.2 CALIBRATION OF SPEEDOMETER................................................................................................... 59
3.3 SIDE INSTRUMENT PANEL ............................................................................................................... 60
3.4 IMMOBILISER CIRCUIT ...................................................................................................................... 64
5
4. DIAGNOSTICS DISPLAY ........................................................................................................................... 65
4.1 SYMBOL .............................................................................................................................................. 66
4.2 SETUP MENU ..................................................................................................................................... 67
4.3 SETUP MENU ..................................................................................................................................... 68
4.4 PROCEDURE ABOUT SELF TEST .................................................................................................... 69
4.5 ON BOARD ERROR CODE RETRIEVAL ........................................................................................... 70
4.6 BACKLIGHTING AND DIMMING......................................................................................................... 71
4.7 WORK HOURS.................................................................................................................................... 72
4.8 FUNCTIONAL DESCRIPTION ............................................................................................................ 73
4.9 MAINTENANCE................................................................................................................................... 79
4.10 WARNING MESSAGES .................................................................................................................... 80
5. STARTING SYSTEM .................................................................................................................................. 86
5.2 FAULT FINDING.................................................................................................................................. 87
5.3 STARTER MOTOR.............................................................................................................................. 90
6. ALTERNATOR ............................................................................................................................................ 96
6.3 COMPONENTS ................................................................................................................................... 98
6.4 REMOVAL ........................................................................................................................................... 99
6.5 PRELIMINARY CHECK AND TESTS................................................................................................ 100
6.6 FAULT FINDING................................................................................................................................ 109
7. BATTERY ................................................................................................................................................. 110
7.3 BATTERY REPLACEMENT .............................................................................................................. 111
7.4 MAINTENANCE................................................................................................................................. 113
7.5 TESTS ............................................................................................................................................... 115
7.6 CONNECTING A BOOSTER BATTERY ........................................................................................... 117
7.7 BATTERY MASTER SWITCH ........................................................................................................... 117
8. COMPONENT TESTING .......................................................................................................................... 118
8.1 GENERAL INTRODUCTION ............................................................................................................. 118
8.2 COMPONENT TESTING ................................................................................................................... 119
8.3 GROUND POINTS............................................................................................................................. 119
8.4 KEY-START AND STOP SWITCH .................................................................................................... 121
8.5 ALTERNATOR................................................................................................................................... 122
8.6 TRANSMISSIONS ............................................................................................................................. 122
8.7 PARKING BRAKE SWITCH .............................................................................................................. 126
8.8 CAB ................................................................................................................................................... 127
8.9 4WD SWITCH.................................................................................................................................... 132
8.10 BRAKE PEDAL SWITCHES ............................................................................................................ 132
8.11 BRAKE OIL LEVEL SWITCH........................................................................................................... 133
8.12 FRONT WORK LAMP SWITCH (1) - REAR WORK LAMP SWITCH (2) MAIN LIGHT SWITCH ... 133
8.13 HAZARD SWITCH ........................................................................................................................... 134
8.14 FLASHER MODULE ........................................................................................................................ 134
8.15 MULTI FUNCTION SWITCH ........................................................................................................... 135
8.16 FRONT WIPER MOTOR (1) - REAR WIPER MOTOR - (2) ............................................................ 135
8.17 4WS -STEERING SELECTOR SWITCH ......................................................................................... 136
8.18 STEERING CONTROL UNIT........................................................................................................... 137
8.19 4WS REAR AXLE STEERING SENSOR ........................................................................................ 139
8.20 4WS FRONT AXLE STEERING SENSOR ...................................................................................... 139
8.21 STEERING SOLENOIDS................................................................................................................. 140
6
8.22 DIFFERENTIAL LOCK SWITCH (1) ................................................................................................ 141
8.23 LOADER .......................................................................................................................................... 142
8.24 BACKHOE........................................................................................................................................ 144
8.25 REVERSING BUZZER..................................................................................................................... 149
8.26 FUEL LEVEL SENDER.................................................................................................................... 149
SECTION 82 - LOADER
1. LOADER ATTACHMENT CONTROLS......................................................................................................... 4
2. LOADER BUCKET SELF LEVELING ........................................................................................................... 7
3. LOADER ATTACHMENT SAFETY STRUT................................................................................................ 10
4. LOADER BUCKET REMOVAL ................................................................................................................... 12
5. LOADER REMOVAL (2WS)........................................................................................................................ 15
6. LOADER REMOVAL (4WS)........................................................................................................................ 17
SECTION 84 - BACKHOE
2. BACKHOE ATTACHMENT MECHANICAL CONTROL VERSION............................................................... 6
3. BACKHOE ATTACHMENT HYDRAULIC CONTROLS VERSION ............................................................. 14
4. REMOVAL AND INSTALLATION ............................................................................................................... 16
5. TELESCOPIC DIPPER REVISION............................................................................................................. 26
7
SECTIONS INDEX
Where disassembly of a specific component is required refer to the relevant repair manual section.
SECTION 17: TORQUE CONVERTERS

SECTION 21: TRANSMISSION
SECTION 25: FRONT AXLE
SECTION 27: REAR AXLE
SECTION 33: BRAKES SYSTEM
SECTION 35: HYDRAULIC SYSTEM
SECTION 39: CHASSIS
SECTION 41: STEERING SYSTEM
SECTION 50: CAB HEATING AND AIR CONDITIONING
SECTION 55: ELECTRICAL SYSTEM
SECTION 82: LOADER
SECTION 84: BACKHOE
B110
B115
This warning symbol points out important messages

involving personal safety.
Carefully read the safety rules contained herein and
follow advised precautions to avoid potential hazards and safeguard your safety and personal integrity.
In this manual you will find this symbol together with
the following key-words:
WARNING - it gives warning about improper repair
operations and deriving potential consequences affecting the service technicians personal safety.
DANGER - it gives specific warning about potential
dangers for personal safety of the operator or other
persons directly or indirectly involved.
TO PREVENT ACCIDENTS
Most accidents and personal injuries that occur in industry, on the farm, at home or on the road, are caused by
the failure of some individual to follow simple and fundamental safety rules or precautions.
For this reason, MOST ACCIDENTS CAN BE PREVENTED by recognizing the real cause and taking the necessary precautions, before the accident occurs.
Regardless of the care used in design and construction of any type of equipment, there may be conditions that
cannot be completely safeguarded against, without interfering with reasonable accessibility and efficient operation.
A careful operator or technician is the best precaution against accidents. The complete observance of one simple rule would prevent many thousands of serious injuries each year.
This rule is: Never attempt to clean, lubricate or adjust a machine while it is in motion.
SAFETY RULES
Carefully follow specified repair and maintenance
procedures.
Do not wear rings, wristwatches, jewels, unbuttoned or flapping clothing such as ties, torn
clothes, scarves, open jackets or shirts with open
zips which could get hold into moving parts.
We advise to use approved safety clothing such as
anti-slipping footwear, gloves, safety goggles, helmets, etc.
Never carry out any repair on the machine if someone is sitting on the operators seat, except if they
are certified operators to assist in the operation to
be carried out.
Never operate the machine or use attachments
from a place other than sitting at the operators
seat.
Never carry out any operation on the machine
when the engine is running, except when specifically indicated.
Stop the engine and ensure that all pressure is relieved from hydraulic circuits before removing
caps, covers, valves, etc.
All repair and maintenance operations should be
carried out with the greatest care and attention.
Service stairs and platforms used in a workshop or
in the field should be built in compliance with the
safety rules in force.
Disconnect the batteries and label all controls to
warn that the Machine is being serviced. Block the
machine and all equipment which should be
raised.
Never check or fill fuel tanks and accumulator batteries, nor use starting liquid if you are smoking or
near open flames as such fluids are flammable.
Brakes are inoperative when they are manually released for maintenance purposes. In such cases,
the machine should be kept constantly under control using blocks or similar devices.
The fuel filling gun should remain always in contact
with the filler neck.
Maintain this contact until the fuel stops flowing
into the tank to avoid possible sparks due to static
electricity buildup.
Use exclusively specified towing points for towing
the machine. Connect parts carefully.
Ensure that foreseen pins and/or locks are steadily
fixed before applying traction.
Do not stop near towing bars, cables or chains
working under load.
To transfer a failed machine, use a trailer or a low
loading platform trolley if available.
To load and unload the machine from the transportation mean, select a flat area providing a firm support to the trailer or truck wheels. Firmly tie the
machine to the truck or trailer platform and block
wheels as required by the forwarder.
For electrical heaters, battery-chargers and similar

equipment use exclusive auxiliary power supplies
with a efficient ground to avoid electrical shock
hazard.
Always use lifting equipment and similar of appropriate capacity to lift or move heavy components.
Pay special attention to bystanders.
Never pour gasoline or diesel oil into open, wide
and low containers.
Never use gasoline, diesel oil or other flammable
liquids as cleaning agents. Use non-flammable
non-toxic proprietary solvents.
Wear protection goggles with side guards when
cleaning parts using compressed air.
Do not exceed a pressure of 2.1 bar (30 psi), in accordance with local regulations.
Do not run the engine in a closed building without
proper ventilation.
Do not smoke, use open flames, cause sparks in
the nearby area when filling fuel or handling highly
flammable liquids.
Do not use flames as light sources when working
on a machine or checking for leaks.
Move with caution when working under a Machine,
and also on or near a Machine. Wear proper safety
accessories:
helmets, goggles and special footwear.
During checks which should be carried out with the
engine running, ask an assistant to sit at the operators seat and keep the service technician under
visual control at any moment.
In case of operations outside the workshop, drive
the machine to a flat area and block it. If working
on an incline cannot be avoided, first block the Machine carefully. Move it to a flat area as soon as
possible with a certain extent of safety.
Ruined or plied cables and chains are unreliable.
Do not use them for lifting or trailing. Always handle them wearing gloves of proper thickness.
Chains should always be safely fastened. Ensure
that fastening device is strong enough to hold the
load foreseen. No persons should stop near the
fastening point, trailing chains or cables.
The working area should be always kept CLEAN
and DRY. Immediately clean any spillage of water
or oil.
Do not pile up grease or oil soaked rags, as they
constitute a great fire hazard. Always place them
into a metal container. Before starting the Machine
or its attachments, check, adjust and block the operators seat. Also ensure that there are no persons within the Machine or attachment operating
range.
Do not keep in your pockets any object which
might fall unobserved into the Machines inner
compartments.

Whenever there is the possibility of being reached
by ejected metal parts or similar, use protection
eye mask or goggles with side guards, helmets,
special footwear and heavy gloves. Wear suitable
protection such as tinted eye protection, helmets,
special clothing, gloves and footwear whenever it
is necessary to carry out welding procedures. All
persons standing in the vicinity of the welding process should wear tinted eye protection. NEVER
LOOK AT THE WELDING ARC IF YOUR EYES
ARE NOT SUITABLY PROTECTED.
Metal cables with the use get frayed. Always wear
adequate protections (heavy gloves, eye protection, etc.).
Handle all parts with the greatest caution. Keep
your hands and fingers far from gaps, moving
gears and similar. Always use approved protective
equipment, such as eye protection, heavy gloves
and protective footwear.
START UP
Never run the engine in confined spaces which are
not equipped with adequate ventilation for exhaust
gas extraction.
Never bring your head, body, arms, legs, feet,
hands, fingers near fans or rotating belts.
ENGINE
Always loosen the radiator cap very slowly before
removing it to allow pressure in the system to dissipate. Coolant should be topped up only when the
engine is stopped or idle if hot.
Do not fill up fuel tank when the engine is running,
mainly if it is hot, to avoid ignition of fires in case of
fuel spilling.
Never check or adjust the fan belt tension when the
engine is running. Never adjust the fuel injection
pump when the machine is moving.
Never lubricate the machine when the engine is
running.
dental explosion hazard due to build-up of gasses

relieved during charging.
Always disconnect the batteries before performing
any type of service on the electrical system.
HYDRAULIC SYSTEMS
Some fluid slowly coming out from a very small
port can be almost invisible and be strong enough
to penetrate the skin. For this reason, NEVER USE
YOUR HANDS TO CHECK FOR LEAKS, but use
a piece of cardboard or a piece of wood for this
purpose. If any fluid is injected into the skin, seek
medical aid immediately. Lack of immediate medical attention, serious infections or dermatitis may
result.
Always take system pressure readings using the
appropriate gauges.
WHEELS AND TYRES
Check that the tyres are correctly inflated at the
pressure specified by the manufacturer. Periodically check possible damages to the rims and
tyres.
Keep off and stay at the tyre side when correcting
the inflation pressure.
Check the pressure only when the machine is unloaded and tyres are cold to avoid wrong readings
due to over-pressure. Do not reuse parts of recovered wheels as improper welding, brazing or heating may weaken the wheel and make it fail.
Never cut, nor weld a rim with the inflated tyre assembled.
To remove the wheels, block both front and rear
Machine wheels. Raise the Machine and install
safe and stable supports under the Machine in accordance with regulations in force.
Deflate the tyre before removing any object caught
into the tyre tread.
Never inflate tyres using flammable gases as they
may originate explosions and cause injuries to bystanders.
ELECTRICAL SYSTEMS
If it is necessary to use auxiliary batteries, cables
must be connected at both sides as follows: (+) to
(+) and (-) to (-). Avoid short-circuiting the terminals. GAS RELEASED FROM BATTERIES IS
HIGHLY FLAMMABLE. During charging, leave the
battery compartment uncovered to improve ventilation. Avoid checking the battery charge by
means of jumpers made by placing metallic objects across the terminals. Avoid sparks or flames
near the battery area. Do not smoke to prevent explosion hazards.
Prior to any service, check for fuel or coolant leaks.
Remove these leaks before going on with the work.
Do not charge batteries in confined spaces. Ensure that ventilation is appropriate to prevent acci-
REMOVAL AND INSTALLATION

Lift and handle all heavy components using lifting
equipment of adequate capacity. Ensure that parts
are supported by appropriate slings and hooks.
Use lifting eyes provided to this purpose. Take
care of the persons near the loads to be lifted.
Handle all parts with great care. Do not place your
hands or fingers between two parts. Wear approved protective clothing such as safety goggles,
gloves and footwear.
Do not twist chains or metal cables. Always wear
protection gloves to handle cables or chains.
IMPORTANT ECOLOGICAL CONSIDERATIONS

The following are recommendations which may be
of assistance:
Become acquainted with and ensure that you understand the relative legislation applicable to your
country.
Where no legislation exists, obtain information
from suppliers of oils, fuels, antifreeze, cleaning
agents, etc., with regard to their effect on man and
nature and how to safely store, use and dispose of
these substances.
Helpful hints
Avoid filling tanks using jerry cans or inappropriate
pressurized fuel delivery systems which may
cause considerable spillage.
In general, avoid skin contact with all fuels, oils, acids, solvents, etc.
Most of them contain substances which can be
harmful to your health.
Modern oils contain additives. Do not burn contaminated fuels and/or waste oils in ordinary heating
systems.
Avoid spillage when draining off used engine coolant mixtures, engine, transmission and hydraulic
oils, brake fluids, etc.
Do not mix drained brake fluids or fuels with lubricants. Store them safely until they can be disposed
of in a proper way to comply with local legislation
and available resources.
Modern coolant mixtures, i.e. antifreeze and other
additives, should be replaced every two years.
They should not be allowed to get into the soil but
should be collected and disposed of safely.
Do not open the Air-Conditioning system yourself.
It may contain gases which should not be released
into the atmosphere. Your air conditioning specialist has special equipment for discharging and
charging the system.
Repair any leaks or defects in the engine cooling or
hydraulic system immediately.
Do not increase the pressure in a pressurized circuit as this may lead to a catastrophic failure of the
system components.
Protect hoses during welding as penetrating weld
chips may burn a hole or weaken them, causing
the loss of oils, coolant, etc.
B110
B115
All maintenance and repair operations described in
this manual should be carried out exclusively by authorized workshops. All instructions detailed should
be carefully observed and special equipment indicated should be used if necessary.
Everyone who carries out service operations described without carefully observing these prescriptions will be directly responsible of deriving
damages.
Ballooning of the hose indicates an internal leakage

due to structural failure. This condition rapidly deteriorates and total hose failure soon occurs.
Kinked, crushed, stretched or deformed hoses generally suffer internal structural damage which can
result in oil restriction, a reduction in the speed of
operation and ultimate hose failure.
Free-moving, unsupported hoses must never be allowed to touch each other or related working surfaces. This causes chafing which reduces hose life.
GENERAL
Clean the exterior of all components before carrying
out any form of repair. Dirt and dust can reduce the
efficient working life of a component and lead to
costly replacement.
Time spent on the preparation and cleanliness of
working surfaces will pay dividends in making the
job easier and safer and will result in overhauled
components being more reliable and efficient in operation. Use cleaning fluids which are known to be
safe. Certain types of fluid can cause damage to Orings and cause skin irritation. Solvents should be
checked that they are suitable for the cleaning of
components and also that they do not risk the personal safety of the user.
Replace O-rings, seals or gaskets whenever they
are disturbed. Never mix new and old seals or Orings, regardless of condition. Always lubricate new
seals and O-rings with hydraulic oil before installation.
When replacing component parts, use the correct
tool for the job.
O-RING FLAT FACE SEAL FITTINGS

When repairing O-ring face seal connectors, the following procedures should be observed.
WARNING
Never disconnect or tighten a hose or tube that is
under pressure, if in doubt, actuate the operating levers several times with the engine switched off prior
to disconnecting a hose or tube.
Release the fittings and separate the hose or tube
assembly, then remove and discard the O-ring seal
from the fitting.
Dip a new O-ring seal into clean hydraulic oil prior to
installation. Install a new O-ring into the fitting and,
if necessary, retain in position using petroleum jelly.
Assemble the new hose or tube assembly and tighten the fitting finger tight, while holding the tube or
hose assembly to prevent it from turning.
Use two suitable wrenches and tighten the fitting to
the specified torque according to the size of the fitting.
HOSES AND TUBES

Always replace hoses and tubes if the cone end or
the end connections on the hose are damaged.
When installing a new hose, loosely connect each
end and make sure the hose takes up the designed
position before tightening the connection. Clamps
should be tightened sufficiently to hold the hose
without crushing and to prevent chafing.
After hose replacement to a moving component,
check that the hose does not foul by moving the
component through the complete range of travel.
Be sure any hose which has been installed is not
kinked or twisted.
Hose connections which are damaged, dented,
crushed or leaking, restrict oil flow and the productivity of the components being served. Connectors
which show signs of movement from the original
swagged position have failed and will ultimately separate completely.
A hose with a chafed outer cover will allow water entry. Concealed corrosion of the wire reinforcement
will subsequently occur along the hose length with
resultant hose failure.
NOTE: to ensure a leak-free joint is obtained, it is

important that the fittings are not over or under
torqued.
SHIMMING
At each adjustment, select adjusting shims, measure them individually using a micrometre and then
sum up recorded values.
Do not rely on measuring the whole shimming set,
which may be incorrect, or on rated value indicated
for each shim.
ROTATING SHAFT SEALS
To correctly install rotating shaft seals, observe the
following instructions:
let the seal soak into the same oil as it will seal for
at least half an hour before mounting;
thoroughly clean the shaft and ensure that the
shaft working surface is not damaged;
place the sealing lip towards the fluid. In case of a

hydrodynamic lip, consider the shaft rotation direction and orient grooves in order that they deviate
the fluid towards the inner side of the seal;
coat the sealing lip with a thin layer of lubricant (oil
rather than grease) and fill with grease the gap between the sealing lip and the dust lip of double lip
seals;
insert the seal into its seat and press it down using
a flat punch. Do not tap the seal with a hammer or
a drift;
take care to insert the seal perpendicularly to its
seat while you are pressing it. Once the seal is settled, ensure that it contacts the thrust element if required;
to prevent damaging the sealing lip against the
shaft, place a suitable protection during installation.
O-RINGS
Lubricate the O-rings before inserting them into their
seats. This will prevent the O-rings from rolling over
and twisting during mounting which will jeopardize
sealing.
BEARINGS
It is advisable to heat the bearings to 80 to 90 C
(176 to 194 F) before mounting them on their shafts
and cool them down before inserting them into their
seats with external tapping.
SPRING PINS
When mounting split socket spring pins, ensure that
the pin notch is oriented in the direction of the effort
to stress the pin.
Spiral spring pins should not be oriented during installation.
HARDWARE TORQUE VALUES
Check the tightness of hardware periodically.
Use the following charts to determine the correct
torque when checking, adjusting or replacing hardware on the Backhoe loader.
IMPORTANT: Torque values listed are for general
use only. Make sure fastener threads are clean and
not damaged.
NOTE: a torque wrench is necessary to properly

torque hardware.
NOTES FOR SPARE PARTS

Only genuine parts guarantee same quality, life,
safety as original components as they are the same
as mounted in production. Only the genuine spare
parts can offer this guarantee.
All spare parts orders should be complete with the
following data:
machine model (commercial name) and chassis
number;
engine type and number;
part number of the ordered part, which can be
found on the Spare Parts Catalogue, which is the
base for order processing.
NOTES FOR EQUIPMENT
Equipment which proposes and shows in this manual are as follows:
studied and designed expressly for use on company machines;
necessary to make a reliable repair;
accurately built and strictly tested to offer efficient
and long-lasting working means.
We also remind the repair personnel that having
these equipment means:
work in optimal technical conditions;
obtain best results;
save time and effort;
work more safely.
NOTICES
Wear limits indicated for some details should be intended as advised, but not binding values. The
words front, rear, right hand, and left hand referred to the different parts should be intended as
seen from the operators seat oriented to the normal
sense of movement of the machine.
HOW TO MOVE THE MACHINE WITH THE
BATTERY REMOVED
Cables from the external power supply should be
connected exclusively to the respective terminals of
the Machine positive and negative cables using pliers in good condition which allow proper and steady
contact.
Disconnect all services (lights, wind-shield wipers,
etc.) before starting the Machine.
If it is necessary to check the machine electrical system, check it only with the power supply connected.
At check end, disconnect all services and switch the
power supply off before disconnecting the cables.
B110
B115
SECTION 02 - TECHNICAL
SPECIFICATIONS
1. MODELS....................................................................................................................................................... 3
2. IDENTIFICATION OF MAIN COMPONENTS............................................................................................... 4
4. LOADER ATTACHMENT DIMENSIONS AND PERFORMANCE ................................................................ 8
5. BACKHOE ATTACHMENT DIMENSIONS AND PERFORMANCE ........................................................... 12
6. LIFTING CAPACITIES................................................................................................................................ 15
7. LOADER BUCKET WITH FORKS DIMENSIONS AND PERFORMANCE................................................. 18
8. FLUID AND LUBRICANT CAPACITIES AND SPECIFICATIONS.............................................................. 19
1.
1.
MODELS
B110
B115
Powershift
Powershuttle
Stabilizer sideshift
Stabilizer centre pivot
Cab
4WD
4WS
Pilot control
Mechanical control
Long dipper
/
/
2.
1.
2.
3.
4.
5.
6.
7.
IDENTIFICATION OF MAIN COMPONENTS
Loader bucket
Loader arm
Front axle (2WD or 4WD)
Fuel tank
Rear axle
Operators compartment - cab
Engine side guards
8.
9.
10.
11.
12.
13.
14.
Backhoe boom
Backhoe dipper or telescopic dipper
Backhoe bucket
Stabilizers
Battery box
Oil tank
Swing cylinders
3.
TECHNICAL SPECIFICATIONS
ENGINE - IVECO 110 HP - 82 KW MODEL F4HE9484C*J102 (B110) *J103 (B115)

Power................................................................................... 110 hp/ 82 kW, turbocharged - Charge Air Cooled
Type .......................................................................................................................................................... Diesel
No. of cylinders ................................................................................................................................................. 4
Bore .............................................................................................................................................. 104 mm (4 in)
Stroke......................................................................................................................................... 132 mm (5,2 in)
Displacement ......................................................................................................................4485 cm3 (273.6 in3)
Compression Ratio ................................................................................................................................... 17.5:1
Firing Order .............................................................................................................................................. 1.3.4.2
Idle Speed .................................................................................................................................. 750-950 rev/mn
Maximum No-Load Speed ................................................................................................... 2380-2480 rev/mn
Maximum Full Load Speed ........................................................................................................... 2200 rev/mn
Maximum Torque (CEE) .....................................................................................................516 Nm (380.5 lbfft)
COOLING SYSTEM
Type .................................................................................................................................. Pressurized Full Flow
Fan Belt Type..................................................................................................................... 8 Groove Serpentine
Fan Belt Tension ..................................................................................................................Automatic tensioner
Air Conditioning Compressor Belt .......................................................................................................... Single V
Air Conditioning Belt Tension...................................................................................................................Manual
Thermostat:
Starts to Open at.......................................................................................................................... 81 C (178 F)
Fully Open at................................................................................................................................ 96 C (205 F)
Radiator Cap ............................................................................................................................. 0.90 bar (13 psi)
FUEL SYSTEM
Supply:
Type ........................................................................................................... BOSCH high pressure, common rail
Overfeed ..................................................................................................................................... with intercooler
Turbocharger .............................................................................................................................. HOLSET HX35
Injectors ...................................................................................................................................................CRIU 2
Injection sequence ................................................................................................................................... 1-3-4-2
Injection pressure........................................................................................... 250 - 1600 bar (3625 - 23197 psi)
TRANSMISSION (B110)
Transmission TURNER Model COM-T4-2025 POWERSHUTTLE 4x4 = 4 Forward and 4 Reverse Gears
Torque Convertor Ratio ............................................................................................................................ 2.38:1
Transmission DANA T16000 POWERSHIFT 4x2 = 4 Forward and 2 Reverse Gears
TRANSMISSION (B115)
Transmission DANA T16000 POWERSHIFT 4x2 = 4 Forward and 2 Reverse Gears
ELECTRICAL SYSTEM
Alternator Type ........................................................................................................... BOSCH NCBI 28 90 amp
Battery Type......................................................................................... 95 amp hr (12V/900 CCA) SAE - Single
............................................................................................................ 60 amp hr (12V/600 CCA) SAE - Double
Battery Disconnect via the Isolator Switch .................................................................on Negative/chassis cable
Regulator ...................................................................................................................................... Transistorized
Ground (Earth) ...................................................................................................................................... Negative
Starting Motor ..................................................................... Positive Engagement, Solenoid Operated (2.7 kW)
BRAKES (B110)
Type ............................................................................................ Wet Multi-Discs x8 per Axle (x4 per half Axle)
Braking air ..............................................................................................................................1440 cm2 (223 in2)
Parking brake ................................................................................................................. Single disc on driveline
BRAKES (B115)
Type ............................................................................................ Wet Multi-Discs x6 per Axle (x3 per half Axle)
Braking air ..............................................................................................................................1440 cm2 (223 in2)
Parking Type .................................................................................................................. Single disc on driveline
STEERING
Power Steering Type......................................................................................................................... Hydrostatic
Power Steering Displacement 2WS ................................................................................ 125 cc/rev (7.6 in3/rev)
Power Steering Displacement 4WS ................................................................................ 160 cc/rev (9.7 in3/rev)
Turns Lock to Lock..............................................................................................................Left 3.25; Right 3.25
System Pressure...................................................................................................... 177 3 bar (2566 44 psi)
FRONT AXLE (B110)
Type .................................................................................... CARRARO model 26.16 steering, single reduction
FRONT AXLE (B115)
Type .................................................................................... CARRARO model 26.28 steering, single reduction
REAR AXLE (B110)
Type ......................................................................................................... Double Reduction, Inboard Planetary
REAR AXLE (B115)
Type ................................................................................... CARRARO model 26.32 steering, double reduction
Differential Lock (Powershuttle Transmission) .................................................................................. Mechanical
Differential Lock (Powershift Transmission) ....................................................................... Electrically Operated
HYDRAULIC SYSTEM
Hydraulic pump:
- Manufacturer.................................................................................................................................... CASAPPA
- Type ...........................................................Twin Gear Pump; Hydraulic System and Priority Steering System
- 110 HP Model .................................................................................................................... KP30.38-0556-LMF
Pump Displacement:
- 110 HP ........................................40.258 + 35.427 cm3/rev (2.457 + 2.161 in3/rev) (38 + 34 cc (2.3 + 2.1 in3))
Hydraulic System Pressure:
Main Relief Valve Pressure................................................................................206 - 210 bar (2987 - 3045 psi)
Stabilizer Relief Valve Pressure.........................................................................196 - 202 bar (2842 - 2929 psi)
FRONT COUNTERWEIGHT
Weight ...................................................................................................................................... 223.4 kg (492 lb)
Weight (extra counterweight) ........................................................................... 26.2 kg + 31.5 kg (58 lb + 69 lb)
Weight (B115) ............................................................................................................................. 170 kg (374 lb)
RADIATOR COOLANTS
Anti-freeze should be changed every 2000 hours or 24 months.
In order to reduce deposits and corrosion, water in the cooling system should not exceed the following limits:
Total hardness ................................................................................................................... 300 parts per million
Chloride ............................................................................................................................... 100 parts per million
Sulphates ............................................................................................................................ 100 parts per million
NOISE LEVEL
Certified by the manufacturer.
In accordance with European directive 2000/14/EC - Stage II.
Internal noise level (LpA) .................................................................................................................. 77 decibels
External noise level (LwA) .............................................................................................................. 103 decibels
VIBRATION LEVEL INSIDE THE CAB
Upper members ........................................................................................ level lower than 2.5 m/s (8 ft 3 in/s)
Abdomen................................................................................................... level lower than 0.5 m/s (1 ft 8 in/s)
LOADER BUCKETS
Type
Standard
4x1
6x1 (with forks)
0.88 m3
Heaped capacity
1.0 m 3 (35 ft3)
1.0 m3 (35 ft3)
1.0 m3 (35 ft3)
0.88 m3 (31 ft3)
Width
2250 mm (88.5 in) 2250 mm (88.5 in) 2250 mm (88.5 in) 2250 mm (88.5 in)
Weight
400 kg (880 lb)
750 kg (1650 lb)
950 kg (2090 lb)
Heaped capacity
1.15 m3 (40.6 ft3)
1.15 m3 (40.6 ft3)
1.15 m3 (40.6 ft3)
Width
Weight
310 kg (682 lb)
2350 mm (92.5 in) 2350 mm (92.5 in) 2350 mm (92.5 in)

415 kg (913 lb)
770 kg (1694 lb)
970 kg (2134 lb)
BACKHOE BUCKETS
Struck capacity SAE J 296
Width
Weight
76 L
305 mm (12 in)
108 kg (238 lb)
109 L
457 mm (18 in)
130 kg (286 lb)
153 L
610 mm (24 in)
160 kg (352 lb)
196 L
762 mm (30 in)
180 kg (396 lb)
238 L
914 mm (36 in)
208 kg (458 lb)
TYRES - B110
4WD
Front tyre
Rear tyre
12.5/80 - 18 I3
18.4 - 26 R4 10PR
12.5/80 - 18 I3
16.9 - 28 R4 10PR
10.5/80 - 18 I3
16.9 - 28 R4 10PR
320/80 R18 IT 520
480/80 R26
TYRES - B115
Front and Rear tyre
16.9/24 R4 12PR
16.9/28 R4 12PR
440/80 R28 IT520
440/80 R28 IT530
4.
LOADER ATTACHMENT DIMENSIONS AND PERFORMANCE
B110 (SIDESHIFT VERSION)
TYRES
FRONT
REAR
12.5/80-18
18.4-26
Dimensions
4WD
4359 mm (14 ft 4 in)
3530 mm (11 ft 7 in)
2785 mm (9 ft 2 in)
40
45
786 mm (2 ft 7 in)
2950 mm (9 ft 9 in)
55 mm (3 in)
1942 mm (6 ft 5 in)
2175 mm (7 ft 2 in)
1325 mm (4 ft 5 in)
1630 mm (5 ft 5 in)
5747 mm (18 ft 11 in)
4000 mm (13 ft)
2430 mm (7 ft 12 in)
2250 mm (7 ft 5 in)
Performance
4WD
Lift capacity at maximum height
3553 kg (7817 lb)
Breakout force
6176 daN (13884 lbf)
B110 (CENTRE PIVOT VERSION)
TYRES
FRONT
REAR
12-16.5
19.5L-24R4
Dimensions
4WD
4284 mm (14 ft 1 in)
3456 mm (11 ft 4 in)
2710 mm (8 ft 11 in)
40
45
795 mm (2 ft 7 in)
2885 mm (9 ft 6 in)
130 mm (5.12 in)
1997 mm (6 ft 7 in)
2175 mm (7 ft 2 in)
1120 mm (3 ft 8 in)
2934 mm (9 ft 8 in)
7040 mm (23 ft 1 in)
3973 mm (13 ft)
2250 mm (7 ft 5 in)
2230 mm (7 ft 4 in)
Performance
4WD
Lift capacity at maximum height
3560 kg (7832 lb)
Breakout force
6430 daN (14455 lbf)
10
TYRES
FRONT
REAR
440/80R28
440/80R28
Dimensions
Standard bucket
4x1 bucket
6x1 bucket (with forks)
4347 mm (14 ft 4 in)
4653 mm (15 ft 4 in)
4653 mm (15 ft 4 in)
3491 mm (11 ft 6 in)
3491 mm (11 ft 6 in)
3491 mm (11 ft 6 in)
2717 mm (8 ft 11 in)
2717 mm (8 ft 11 in)
2717 mm (8 ft 11 in)
45
45
744 mm (2 ft 6 in)
744 mm (2 ft 6 in)
744 mm (2 ft 6 in)
2900 mm (9 ft 7 in)
2900 mm (9 ft 7 in)
2900 mm (9 ft 7 in)
113 mm (5 in)
113 mm (5 in)
113 mm (5 in)
1975 mm (6 ft 6 in)
1975 mm (6 ft 6 in)
1975 mm (6 ft 6 in)
2200 mm (7 ft 3 in)
2200 mm (7 ft 3 in)
2200 mm (7 ft 3 in)
1324 mm (4 ft 5 in)
1324 mm (4 ft 5 in)
1324 mm (4 ft 5 in)
1630 mm (5 ft 5 in)
1630 mm (5 ft 5 in)
1630 mm (5 ft 5 in)
5783 mm (18 ft 12 in)
5783 mm (18 ft 12 in)
5783 mm (18 ft 12 in)
3935 mm (12 ft 11 in)
3935 mm (12 ft 11 in)
3935 mm (12 ft 11 in)
2480 mm (8 ft 2 in)
2480 mm (8 ft 2 in)
2480 mm (8 ft 2 in)
2400 mm (7 ft 11 in)
2400 mm (7 ft 11 in)
2400 mm (7 ft 11 in)
Performance
Standard bucket
4x1 bucket
Lift capacity at
maximum height
3386 kg (7449 lb)
3151 kg (6932 lb)
3121 kg (6866 lb)
Breakout force
5413 daN (12168 lbf)
5413 daN (12168 lbf)
5413 daN (12168 lbf)
11
TYRES
FRONT
REAR
16.9-28
16.9-28
Dimensions
Standard bucket
4x1 bucket
4347 mm (14 ft 4 in)
4653 mm (15 ft 4 in)
4653 mm (15 ft 4 in)
3491 mm (11 ft 6 in)
3491 mm (11 ft 6 in)
3491 mm (11 ft 6 in)
2717 mm (8 ft 11 in)
2717 mm (8 ft 11 in)
2717 mm (8 ft 11 in)
45
45
744 mm (2 ft 6 in)
744 mm (2 ft 6 in)
744 mm (2 ft 6 in)
2900 mm (9 ft 7 in)
2900 mm (9 ft 7 in)
2900 mm (9 ft 7 in)
113 mm (5 in)
113 mm (5 in)
113 mm (5 in)
1975 mm (6 ft 6 in)
1975 mm (6 ft 6 in)
1975 mm (6 ft 6 in)
2200 mm (7 ft 3 in)
2200 mm (7 ft 3 in)
2200 mm (7 ft 3 in)
1324 mm (4 ft 5 in)
1324 mm (4 ft 5 in)
1324 mm (4 ft 5 in)
1630 mm (5 ft 5 in)
1630 mm (5 ft 5 in)
1630 mm (5 ft 5 in)
5783 mm (18 ft 12 in)
5783 mm (18 ft 12 in)
5783 mm (18 ft 12 in)
3935 mm (12 ft 11 in)
3935 mm (12 ft 11 in)
3935 mm (12 ft 11 in)
2400 mm (7 ft 11 in)
2400 mm (7 ft 11 in)
2400 mm (7 ft 11 in)
2230 mm (7 ft 4 in)
2230 mm (7 ft 4 in)
2230 mm (7 ft 4 in)
Performance
Standard bucket
4x1 bucket
Lift capacity at
maximum height
3386 kg (7449 lb)
3151 kg (6932 lb)
3121 kg (6866 lb)
Breakout force
5413 daN (12168 lbf)
5413 daN (12168 lbf)
5413 daN (12168 lbf)
12
5.
BACKHOE ATTACHMENT DIMENSIONS AND PERFORMANCE
TYRES
FRONT
REAR
12.5/80-18
18.4-26
Dimensions
standard dipper
telescopic dipper
(extended)
1877 mm (6 ft 2 in)
2820 mm (9 ft 3 in)
204
5777 mm (18 ft 11 in)
6467 mm (21 ft 3 in)
3946 mm (12 ft 11 in)
4664 mm (15 ft 4 in)
5868 mm (19 ft 3 in)
6953 mm (22 ft 10 in)
7913 mm (25 ft 12 in)
8278 mm (27 ft 2 in)
6300 mm (20 ft 8 in)
7380 mm (24 ft 3 in)
4594 mm (15 ft 1 in)
5778 mm (18 ft 11 in)
2280 mm (7 ft 6 in)
2280 mm (7 ft 6 in)
2790 mm (9 ft 2 in)
2790 mm (9 ft 2 in)
M
Performance
14
telescopic dipper
(extended)
standard dipper
Swing arc
180
Maximum digging force - dipper cylinder
3552 daN (7985 lbf)
2542 daN (5714 lbf)
Maximum digging force - bucket cylinder
5523 daN (12416 lbf)
5523 daN (12416 lbf)
Lift capacity through dipper arc
1865 kg (4103 lb)
1380 kg (3036 lb)
Lift capacity, dipper 3.66 m (12 ft 1 in) above ground
1925 kg (4235 lb)
1400 kg (3080 lb)
Lift capacity at 4.26 m (13 ft 12 in) above ground
1560 kg (3432 lb)
1030 kg (2260 lb)
Telescopic dipper extension length
1050 mm (3 ft 5 in)
13
TYRES
FRONT
REAR
440/80R28
440/80R28
Dimensions
standard dipper
telescopic dipper
(extended)
1877 mm (6 ft 2 in)
2818 mm (9 ft 3 in)
204
5717 mm (18 ft 9 in)
6374 mm (20 ft 11 in)
3905 mm (12 ft 10 in)
4593 mm (15 ft 1 in)
5867 mm (19 ft 3 in)
6952 mm (22 ft 10 in)
7193 mm (23 ft 7 in)
8278 mm (27 ft 2 in)
6492 mm (21 ft 4 in)
7500 mm (24 ft 7 in)
4302 mm (14 ft 1 in)
5527 mm (18 ft 2 in)
2280 mm (7 ft 6 in)
2280 mm (7 ft 6 in)
2790 mm (9 ft 2 in)
2790 mm (9 ft 2 in)
M
Performance
14
telescopic dipper
(extended)
standard dipper
Swing arc
180
3552 daN (7985 lbf)
2542 daN (5714 lbf)
5523 daN (12416 lbf)
5523 daN (12416 lbf)
2350 kg (4103 lb)
1625 kg (3575 lb)
2425 kg (4235 lb)
1625 kg (3575 lb)
1500 kg (3432 lb)
995 kg (2189 lb)
1200 mm (3 ft 11 in)
14
TYRES
FRONT
REAR
16.9-28
16.9-28
Dimensions
standard dipper
telescopic dipper
(extended)
1956 mm (6 ft 6 in)
2902 mm (9 ft 7 in)
204
5711 mm (18 ft 9 in)
6371 mm (20 ft 11 in)
3908 mm (12 ft 10 in)
4592 mm (15 ft 1 in)
5836 mm (19 ft 2 in)
6923 mm (22 ft 9 in)
6957 mm (22 ft 10 in)
8043 mm (26 ft 5 in)
6250 mm (20 ft 7 in)
7336 mm (24 ft 1 in)
4586 mm (15 ft 1 in)
5760 mm (18 ft 11 in)
2230 mm (7 ft 4 in)
2230 mm (7 ft 4 in)
3000 mm (9 ft 11 in)
3000 mm (9 ft 11 in)
M
Performance
14
telescopic dipper
(extended)
standard dipper
Swing arc
180
3600 daN (8093 lbf)
2568 daN (5773 lbf)
5700 daN (12814 lbf)
5700 daN (12814 lbf)
2560 kg (5632 lb)
1500 kg (3300 lb)
2620 kg (5764 lb)
1600 kg (3520 lb)
1458 kg (1458 lb)
975 kg (2145 lb)
1200 mm (3 ft 11 in)
6.
15
LIFTING CAPACITIES
The following tables reflect the lifting capacities of the backhoe dipper (A) and boom (B) on a typical 4WD machine.
Standard dipper
Dipper - A
Boom - B
Telescopic dipper
(retracted)
Dipper - A
Boom - B
Telescopic dipper
(extended)
Dipper - A
Height/Depth
Boom - B
m (ft)
600 (1320)
+5.4 (+17 ft 9 in)
900 (1980)
+4.9 (+16 ft 1 in)

+4.3 (+14 ft 2 in)
1165 (2563)
1090 (2398)
1560 (3432)
1460 (3212)
1455 (3201)
1030 (2266)
1925 (4235)
1680 (3696)
1815 (3993)
1570 (3454)
1400 (3080)
1095 (2409) +3.6 (+11 ft 10 in)
1865 (4103)
1700 (3740)
1755 (3861)
1585 (3487)
1380 (3036)
1125 (2475)
+3.0 (+9 ft 11 in)
1900 (4180)
1560 (3432)
1785 (3927)
1440 (3168)
1400 (3080)
1115 (2453)
+2.4 (+7 ft 11 in)
2045 (4499)
1475 (3245)
1925 (4235)
1355 (2981)
1460 (3212)
1065 (2343)
+1.8 (+5 ft 11 in)
2480 (5456)
1425 (3135)
2345 (5159)
1300 (2860)
1585 (3487)
1035 (2277)
+1.2 (+3 ft 12 in)
3645 (8019)
1405 (3091)
3475 (7645)
1280 (2816)
1835 (4037)
1020 (2244)
+0.6 (+1 ft 12 in)
1415 (3113)
1285 (2827)
2615 (5753)
1020 (2244)
0 (ground)
1450 (3190)
1320 (2904)
3625 (7975)
1035 (2277)
-0.6 (-1 ft 12 in)
1525 (3355)
1395 (3069)
1070 (2354)
-1.2 (-3 ft 12 in)
1550 (3410)
1395 (3069)
1130 (2486)
-1.8 (-5 ft 11 in)
1570 (3454)
1410 (3102)
1150 (2530)
-2.4 (-7 ft 11 in)
1645 (3619)
1470 (3234)
1180 (2596)
-3.0 (-9 ft 11 in)
1965 (4323)
1755 (3861)
1240 (2728)
-3.6 (-11 ft 10 in)
1395 (3069)
-4.2 (-13 ft 10 in)
2055 (4521)
-4.8 (-15 ft 9 in)
16
Standard dipper
Dipper - A
Boom - B
Telescopic dipper
(retracted)
Dipper - A
Boom - B
Telescopic dipper
(extended)
Dipper - A
Height/Depth
Boom - B
m (ft)
565 (1243)
+5.4 (+17 ft 9 in)
850 (1870)
+4.9 (+16 ft 1 in)

+4.3 (+14 ft 2 in)
1110 (2442)
1025 (2255)
1500 (3300)
1395 (3069)
1525 (3355)
995 (2189)
2425 (5335)
1645 (3619)
2315 (5093)
1530 (3366)
1625 (3575)
1070 (2354) +3.6 (+11 ft 10 in)
2350 (5170)
1685 (3707)
2245 (4939)
1565 (3443)
1625 (3575)
1110 (2442)
+3.0 (+9 ft 11 in)
2395 (5269)
1685 (3707)
2280 (5016)
1560 (3432)
1650 (3630)
1130 (2486)
+2.4 (+7 ft 11 in)
2575 (5665)
1670 (3674)
2455 (5401)
1540 (3380)
1735 (3817)
1135 (2497)
+1.8 (+5 ft 11 in)
3115 (6853)
1645 (3619)
2980 (6556)
1515 (3333)
1885 (4147)
1140 (2508)
+1.2 (+3 ft 12 in)
4555 (10021)
1620 (3564)
4385 (9647)
1485 (3267)
2125 (4672)
1140 (2508)
+0.6 (+1 ft 12 in)
1600 (3520)
1460 (3212)
3315 (7293)
1135 (2497)
0 (ground)
1580 (3476)
1435 (3157)
4565 (10043)
1135 (2497)
-0.6 (-1 ft 12 in)
1570 (3454)
1420 (3124)
1140 (2508)
-1.2 (-3 ft 12 in)
1575 (3465)
1420 (3124)
1145 (2519)
-1.8 (-5 ft 11 in)
1600 (3520)
1440 (3168)
1165 (2563)
-2.4 (-7 ft 11 in)
1690 (3718)
1515 (3333)
1200 (2640)
-3.0 (-9 ft 11 in)
2095 (4609)
1875 (4125)
1270 (2794)
-3.6 (-11 ft 10 in)
1440 (3168)
-4.2 (-13 ft 10 in)
2255 (4961)
-4.8 (-15 ft 9 in)
17
Standard dipper
Dipper - A
Boom - B
Telescopic dipper
(retracted)
Dipper - A
Boom - B
Telescopic dipper
(extended)
Dipper - A
1085 (2387)
1005 (2211)
1485 (3267)
1385 (3047)
1500 (3300)
Height/Depth
Boom - B
m (ft)
545 (1199)
+5.4 (+17 ft 9 in)
835 (1837)
+4.9 (+16 ft 1 in)
975 (2145)
+4.3 (+14 ft 2 in)
2620 (5764)
1625 (3575)
2425 (5335)
1510 (3322)
1600 (3520)
1050 (2310) +3.6 (+11 ft 10 in)
2560 (5632)
1660 (3652)
2450 (5390)
1540 (3388)
1615 (3553)
1090 (2398)
+3.0 (+9 ft 11 in)
2620 (5764)
1660 (3652)
2505 (5511)
1535 (3377)
1640 (3608)
1105 (2431)
+2.4 (+7 ft 11 in)
2875 (6325)
1645 (3619)
2750 (6050)
1515 (3333)
1730 (3806)
1115 (2453)
+1.8 (+5 ft 11 in)
3700 (8140)
1620 (3564)
3550 (7810)
1490 (3278)
1870 (4114)
1120 (2464)
+1.2 (+3 ft 12 in)
6280 (13816)
1600 (3520)
6075 (13365)
1460 (3212)
2120 (4664)
1120 (2464)
+0.6 (+1 ft 12 in)
1575 (3465)
1435 (3157)
3660 (8052)
1115 (2453)
0 (ground)
1555 (3421)
1410 (3102)
5745 (12639)
1115 (2453)
-0.6 (-1 ft 12 in)
1545 (3399)
1400 (3080)
1120 (2464)
-1.2 (-3 ft 12 in)
1550 (2530)
1395 (3069)
1125 (2475)
-1.8 (-5 ft 11 in)
1580 (3476)
1415 (3113)
1145 (2519)
-2.4 (-7 ft 11 in)
1670 (3674)
1500 (3300)
1180 (2596)
-3.0 (-9 ft 11 in)
2070 (4554)
1855 (4081)
1250 (2750)
-3.6 (-11 ft 10 in)
1430 (3146)
-4.2 (-13 ft 10 in)
2230 (4906)
-4.8 (-15 ft 9 in)
18
7.
LOADER BUCKET WITH FORKS DIMENSIONS AND PERFORMANCE
B110
(A) Reach Full Height................ 2200 mm (7 ft 3 in)
(B) Reach Ground Level ..........2700 mm (8 ft 11 in)
(C) Lift Height ...........................3456 mm (11 ft 5 in)
(D) Lift Height ...........................3010 mm (9 ft 11 in)
Fork Spacing - Minimum centres .....275 mm (11 in)
Fork Spacing - Maximum centres... 1773 mm (5 ft 10 in)
Fork Length ............................... 1026 mm (3 ft 4 in)
Fork Width........................................ 80 mm (3.1 in)
B115
(A) Reach Full Height ............................... 2350 mm
(B) Reach Ground Level ..........2700 mm (8 ft 11 in)
(C) Lift Height ...........................3458 mm (11 ft 5 in)
(D) Lift Height .......................... 3040 mm (9 ft 12 in)
Fork Spacing - Minimum centres .....275 mm (11 in)
Fork Spacing - Maximum centres... 1773 mm (5 ft 10 in)
Fork Length ............................... 1026 mm (3 ft 4 in)
Fork Width........................................ 80 mm (3.1 in)
8.
19
FLUID AND LUBRICANT CAPACITIES AND SPECIFICATIONS

RECOMMENDED FLUIDS AND
APPLICATION
ENGINE - OIL
Ambra Master Gold HSP (15W40)
NEW
HOLLAND
Specifications
INTERNATIONAL
Specifications
MODELS
QUANTITY
Litres
Gals
2WS - with filter

4WS - with filter
14
12.8
3.70
3.40
NH 330 H
API CH-4, ACEA E5
NH 900 A
CUNA NC 956-16
ALL
24
6.30
HYDRAULIC SYSTEM
Ambra Multi G
NH 410 B
API GL4 ISO VG 32/46
ALL
118
31.10
Hydrosystem biodegradable 46 BIO-S
NH 464 HBS
ISO VG 46
DIN 51524 - part II
ALL
118
31.10
POWERSHUTTLE TRANSMISSION
Ambra Multi G
NH 410 B
ALL
18
4.70
POWERSHIFT TRANSMISSION
Ambra Hydrodex 3
NH 530 B
ATF DEXRON III
ALL
14
3.70
FRONT AXLE (2WS)

Ambra Mastertran
NH 410 C
ISO VG 46, 10W - 20
Differential
6.5
1.70
Wheel hub
(each)
0.7
0.20
Differential
10.5
2.80
Wheel hub (each)
1.3
0.34
21.2
5.60
0.8
0.20
Differential
11
2.90
Wheel hub (each)
1.3
0.34
ALL
0.26
ALL
135
35.50
COOLING SYSTEM
Ambra Agriflu
antifreeze 50% water 50%
4WD
FRONT AXLE (4WS)

Ambra Multi G
NH 410 B
REAR AXLE (2WS)

Ambra Mastertran
+
NH 410 C
ISO VG 46, 10W - 20
AOA Axle oil additive

REAR AXLE (4WS)
Ambra Multi G
NH 410 B
BRAKE MASTER CYLINDER

Ambra LHM
Mineral Oil
NH 610 A
ISO 7308
FUEL
Decanted and filtered Diesel Fuel
GENERAL LUBRICATION JOINTS
Ambra MG2
QFK585/GR
NLGI 2
ALL
As required
TELESCOPIC DIPPER LUBRICATION

Ambra GR EXP
QFK587/GR
NLGI 2
ALL
As required
ALL
240 cc 14.6 in3
AIR CONDITIONING COMPRESSOR

PAG Oil SP 20
20
NOTE:
B110
B115

1. POWERSHUTTLE TORQUE CONVERTER ................................................................................................ 3
1.3 OVERHAUL ........................................................................................................................................... 4
1.4 INSPECTION ......................................................................................................................................... 4
1.6 STALL TEST.......................................................................................................................................... 5
1.7 FAULT FINDING.................................................................................................................................... 6
2. POWERSHIFT TORQUE CONVERTER ...................................................................................................... 7
2.3 OVERHAUL ........................................................................................................................................... 8
2.4 INSPECTION ......................................................................................................................................... 9
2.6 STALL TEST........................................................................................................................................ 11
2.7 FAULT FINDING.................................................................................................................................. 12
1.
POWERSHUTTLE TORQUE CONVERTER
1.1
DESCRIPTION AND OPERATION
The torque converter is the connection between the

engine and the transmission and is hydraulically actuated. The main parts of the torque converter (A)
are the impeller (pump), the turbine, the stator and
the front and rear covers. The impeller is integral
with the rear cover and is driven by the engine flywheel by means of a drive plate.
The stator, is splined to a stationary shaft (stator
support) through a one-way clutch that permits the
stator to rotate only in the same direction as the impeller. All of the converter parts are enclosed in an
oil-filled housing. The front and rear cover, being
welded together, form the housing.
The turbine (2), splined to the front input shaft, is
splined to a stationary shaft (stator support) through
a one-way clutch that permits the stator (3) to rotate
only in the same direction as the impeller (1). All of
the converter parts are enclosed in an oil-filled housing. When the engine is running, the oil in the converter flows from the impeller (1) to the turbine (2)
and back to the impeller through the stator (3). This
flow produces a maximum torque increase.
When enough oil flow is developed by the impeller,
the turbine begins to rotate, driving the front input
shaft. The torque multiplication gradually decreases
as turbine speed approaches impeller speed, and
becomes 1 to 1 when the turbine is being driven at
nine tenths impeller speed.
When the turbine (2) is rotating at approximately
nine tenths impeller speed, the converter stops multiplying torque because the oil is now acting on the
rear face of the stator blades (4). The action of the
oil on the rear face of the stator unlocks the one-way
clutch (5), permitting the stator to rotate in the same
direction as the turbine (2) and impeller (1). Through
this action the converter becomes an efficient fluid
coupling by transmitting engine torque from the impeller to the turbine. To achieve optimum operation
the engine performance, transmission ratios, hydraulic power delivery and converter torque multiplication are all Matched to provide the necessary
vehicle drive torque when required. When the turbine is rotating less than nine tenths impeller speed
(1), the converter is multiplying torque through the
action of the stator (3). This action, produced by oil
acting on the front face of the stator blades, tends to
rotate the stator in the opposite direction of the impeller (1) and turbine (2). However, the one-way
clutch prevents this opposite rotation and allows the
stator to direct oil back to the impeller, thereby producing torque multiplication. Maximum torque multiplication is achieved when the impeller is driven at
stall speed and the turbine is stationary.
4
1.2

Torque converter ratio ............................................................................................................................... 2.38:1

Weight .......................................................................................................................................... 17.4 kg (38 lb)
Torque of retaining screws for transmission ............................................................................. 58 Nm (43 lbfft)
Torque of retaining screw for flywheel ...................................................................................... 41 Nm (30 lbfft)
Torque of screw for drive plate to the convertor........................................................................ 53 Nm (39 lbfft)
Torque of screw for drive plate to the flywheel.......................................................................... 41 Nm (30 lbfft)
Hydraulic tests
Tachometer setting .......................................................................................................................2000 revs/min
Test temperature, oil ........................................................................................................80-85 C (176-185 F)
Cold start valve (For reference only).......................................................................................... 26 bar (377 psi)
System pressure test ...............................................................................................13.7-15.2 bar (199-220 psi)
Torque converter............................................................................................................. 7-11 bar (102-160 psi)
1.3
OVERHAUL
The torque converter, is a welded unit and cannot be

disassembled. The only maintenance performed on
the converter, other than the stall test, is cleaning
and visual inspection. A commercial torque converter cleaner may be used to clean the converter. However, if a commercial cleaner is not available, the
converter should be cleaned as outlined below.
Drain as much oil as possible from the hub of the
converter by tilting the converter in all directions.
Fill the converter about half full, through the hub
(1), with paraffin base solvent or any cleaning solvent specified for cleaning transmissions.
Plug the opening in the hub, then circulate the solvent inside the converter by rotating and shaking.
Drain the solvent from the converter.
Repeat previous steps, as required, until the solvent that is drained from the converter is clean.
1.4
INSPECTION
Inspect the splines on the converter hub for wear or

damage and the weld joints for cracks. If the hub is
worn or damaged and/or the weld joints cracked, a
new converter must be installed. A new drive plate
should also be installed if it is warped.

1.5
DISASSEMBLY AND ASSEMBLY
Secure the drive plate (3) to the torque converter

(5), with the attaching bolts and flat washers (1).
Tighten bolts to 53 Nm (39 lbfft).
Prior to fitting the transmission place the torque
converter carefully over the transmission shaft and
into the transmission housing.
With the transmission bolted to the engine secure
the drive plate to the flywheel (6) accessed through
the starter motor aperture, with the attaching bolts
and washers (2). Tighten bolts to 41 Nm (30 lbfft).
1.6
STALL TEST
The purpose of this test is to determine if the torque

converter and hydraulic clutch assemblies are operating satisfactorily.
For the test to be conclusive, the transmission hydraulic pump and pressure regulating valve must be
operating correctly.
They can be checked by performing the Line Pressure Test.
The engine and brakes must also be in good working
order.
Check the coolant level in the radiator and the oil
level in the transmission. If low, add fluid as required to bring to the proper level.
With the gearshift lever and the shuttle lever in
neutral, start the engine and run at 800-1000
revs/min until the transmission temperature
reaches 29 C - 35 C (84 F - 95 F).
Lock the brakes and shift into fourth gear, increase
engine speed to approximately 900 revs/min, then
shift the power reversing lever to the forward position. This will position the control valve so as to direct high pressure oil to the front clutch.
Ensure the brakes are firmly locked so the unit will
not move, gradually depress the foot accelerator
and note the maximum engine speed obtained.
Move the power reversing lever to the neutral position. The stall speed should be:
Engine 110 HP........................ 1900 2100 rev/min
IMPORTANT: to prevent the transmission from

overheating, do not allow the engine to operate at
wide open accelerator for more than fifteen seconds.
Allow the transmission oil to cool to 29 C - 35 C
(84 F - 95 F).
Check the rear hydraulic clutch by repeating previous steps, but with the power reversing lever in the
rearward position. Again, cool the transmission oil
by allowing the engine to run at approximately 1000
revs/min for one minute.
The engine speed noted previously (stall speed) for
both the front and rear clutch assemblies should be
within 150 revs/min of each other. If the stall speed
is not within these limits, refer to the diagnosis
guide for possible causes.
With the gearshift lever and power reversing lever
in neutral, set the engine speed at 600-800 revs/
min, then shift into any gear ratio. If the gears clash,
either the front or rear hydraulic clutch assembly is
transmitting power, even though the power reversing lever is in neutral.
NOTE: if the unit creeps forward and the gears
clash, the front clutch is at fault. The rear clutch is at
fault if the unit creeps backward. If the unit does not
creep and the gears still clash, use the stabilizers to
raise the rear wheels off the ground, move the power
reversing lever to neutral and shift into first gear.
Check the rear wheels for rotational direction; if the
wheel rotate rearward, then the rear clutch is at fault.
1.7
FAULT FINDING
PROBLEM
CAUSE
ACTION
Low stall speed
Hydraulic clutch not releasing

Stator support broken
Defective torque converter
Low engine power
Replace torque converter.

Check and correct output.
High stall speed
Hydraulic clutch not applying or is

slipping
Low line pressure
Sealing rings on rear input shaft
broken
Replace.
Check pump output.
Replace seals.
(See section TRANSMISSION chapter TRANSMISSION HYDRAULIC VALVES AND PRESSURE TEST
POINTS at page 18)
2.
POWERSHIFT TORQUE CONVERTER
2.1
Engine power is transmitted from the engine flywheel to the impeller through the impeller cover.
This element is the pump portion of the torque converter and is the primary component which starts the oil flowing to the other components which results in torque multiplication. This element can be compared to a centrifugal pump in that it picks up fluid at its centre discharges at its outer diameter. The torque converter turbine is
mounted opposite the impeller and is connected to the turbine shaft or clutch shaft. This element receives fluid
at its outer diameter and discharges at its centre. The stator of the torque converter is located between and at
the centre of the inner diameters of the impeller and turbine elements. Its function is to take the fluid which is
exhausting from the inner portion of the turbine and change its direction to allow correct entry for recirculation
into the impeller element. This recirculation will make the converter to multiply torque. The torque multiplication
in function of following elementes, impeller, turbine and stator, and the converter output speed (turbine speed).
The converter will multiply engine torque to its designed maximum multiplication ratio when the turbine shaft is
at zero RPM (stall). Therefore we can say that as the turbine shaft is decreasing in speed, the torque multiplication is increasing. In the impeller cover a splined shaft is fitted which runs inside and through the turbine shaft
to drive a hydraulic pump which is fitted at the back of the transmission. Since the shaft is connected to the
centre of the impeller cover, the pump speed will be the same as engine speed. The rear side of the impeller
cover has a tanged drive which drives the transmission charging pump located in the converter housing. The
transmission charging pump speed is also the same as the engine speed.
TORQUE CONVERTER AND LUBRICATION PRESSURE TEST PORTS
1. System pressure port

2. Torque converter in port
3. Torque converter out port
4. Oil temperature converter out port

5. Oil temperature cooler out port
6. Lubrication pressure port
(See section TRANSMISSION chapter PRESSURE SPECIFICATIONS AND CHECK POINTS at page 103)
8
2.2

Torque converter ratio ............................................................................................................................... 2.38:1

Torque of retaining screws for transmission ............................................................................. 26 Nm (19 lbfft)
Torque of retaining screw for flywheel ...................................................................................... 43 Nm (31 lbfft)
Torque of screw for drive plate.................................................................................................. 43 Nm (31 lbfft)
Hydraulic tests
Torque converter relief valve...................................................................................................... 10 bar (145 psi)
Oil temperature converter out:
Normal operating range .........................................................................................80-90 C (176-194 F)
Maximum temperature ..................................................................................................... 120 C (248 F)
2.3
OVERHAUL
The torque converter, is a welded unit and cannot be

disassembled. The only maintenance performed on
the converter, other than the stall test, is cleaning
and visual inspection. A commercial torque converter cleaner may be used to clean the converter. However, if a commercial cleaner is not available, the
converter should be cleaned as outlined below.
Drain as much oil as possible from the hub of the
converter by tilting the converter in all directions.
Fill the converter about half full, through the hub
(1), with paraffin base solvent or any cleaning solvent specified for cleaning transmissions.
Plug the opening in the hub, then circulate the solvent inside the converter by rotating and shaking.
Drain the solvent from the converter.
Repeat previous steps, as required, until the solvent that is drained from the converter is clean.

2.4
INSPECTION
Inspect the splines on the converter hub for wear or

damage and the weld joints for cracks. If the hub is
worn or damaged and/or the weld joints cracked, a
new converter must be installed. A new drive plate
should also be installed if it is warped.
2.5
DISASSEMBLY
Remove the drive plate screws.
Remove the drive plates.
Remove the torque converter.
10
ASSEMBLY
Install the torque converter assy on input shaft.
Install the drive plates on the converter.
Install the drive plates screws and the lock washers

and tighten the screws to the specified torque 43 Nm
(31 lbfft).

2.6
11
STALL TEST
The purpose of this test is to determine if the torque

converter and hydraulic clutch assemblies are operating satisfactorily.
For the test to be conclusive, the transmission hydraulic pump and pressure regulating valve must be
operating correctly.
They can be checked by performing the Line Pressure Test.
The engine and brakes must also be in good working order.
Check the coolant level in the radiator and the oil
level in the transmission. If low, add fluid as required to bring to the proper level.
With the gearshift lever and the shuttle lever in neutral, start the engine and run at 800-1000 revs/min
until the transmission temperature reaches 29 C 35 C (84 F - 95 F).
Lock the brakes and shift into fourth gear, increase
engine speed to approximately 900 revs/min, then
shift the power reversing lever to the forward position. This will position the control valve so as to direct high pressure oil to the front clutch.
Ensure the brakes are firmly locked so the unit will
not move, gradually depress the foot accelerator
and note the maximum engine speed obtained.
Move the power reversing lever to the neutral position. The stall speed should be:
Engine 110 HP........................ 1950 2200 rev/min
IMPORTANT: to prevent the transmission from
overheating, do not allow the engine to operate at
wide open accelerator for more than fifteen seconds.
Allow the transmission oil to cool to 29 C - 35 C
(84 F - 95 F).
Check the rear hydraulic clutch by repeating previous steps, but with the power reversing lever in the
rearward position. Again, cool the transmission oil
by allowing the engine to run at approximately
1000 revs/min for one minute.
The engine speed noted previously (stall speed)
for both the front and rear clutch assemblies
should be within 150 revs/min of each other. If the
stall speed is not within these limits, refer to the diagnosis guide for possible causes.
With the gearshift lever and power reversing lever
in neutral, set the engine speed at 600-800 revs/
min, then shift into any gear ratio. If the gears
clash, either the front or rear hydraulic clutch assembly is transmitting power, even though the
power reversing lever is in neutral.
NOTE: if the unit creeps forward and the gears

clash, the front clutch is at fault. The rear clutch is at
fault if the unit creeps backward. If the unit does not
creep and the gears still clash, use the stabilizers to
raise the rear wheels off the ground, move the power reversing lever to neutral and shift into first gear.
Check the rear wheels for rotational direction; if the
wheel rotate rearward, then the rear clutch is at
fault.
12
2.7
FAULT FINDING
PROBLEM
CAUSE
ACTION
Low stall speed
Hydraulic clutch not releasing

Stator support broken
Low engine power

Check and correct output.
High stall speed
Hydraulic clutch not applying or is

slipping
Low line pressure
Sealing rings on rear input shaft
broken
Replace.
Check pump output.
Replace seals.
(See section TRANSMISSION chapter PRESSURE SPECIFICATIONS AND CHECK POINTS at page 103)
B110
B115
1. POWERSHUTTLE TRANSMISSION TURNER MODEL COM-T4-2025 ................................................... 3
1.2 TIGHTENING TORQUES ...................................................................................................................... 5
1.3 TRANSMISSION CONTROLS............................................................................................................... 6
1.4 LUBRICATION..................................................................................................................................... 11
1.5 TRANSMISSION OIL FLOW AND SUPPLY........................................................................................ 12
1.6 TRANSMISSION HYDRAULIC VALVES AND PRESSURE TEST POINTS ....................................... 18
1.7 TRANSMISSION POWER FLOW........................................................................................................ 19
1.8 TRANSMISSION 4WD COMPONENTS.............................................................................................. 23
1.9 TRANSMISSION REMOVAL ............................................................................................................... 28
1.11 FAULT FINDING................................................................................................................................ 87
1.12 SPECIAL TOOLS............................................................................................................................... 90
2. POWERSHIFT TRANSMISSION DANA T16000 ..................................................................................... 91
2.2 TRANSMISSION CONTROLS............................................................................................................. 92
2.3 LUBRICATION................................................................................................................................... 102
2.4 PRESSURE SPECIFICATIONS AND CHECK POINTS.................................................................... 103
2.5 TRANSMISSION COOLER ............................................................................................................... 105
2.6 TRANSMISSION HYDRAULIC DIAGRAM ........................................................................................ 106
2.7 OPERATION...................................................................................................................................... 107
2.8 POWER FLOWS................................................................................................................................ 114
2.9 GEAR AND CLUTCH LAY OUT ........................................................................................................ 129
2.10 TRANSMISSION REMOVAL AND INSTALLATION........................................................................ 130
2.11 TRANSMISSION COMPONENTS................................................................................................... 134
2.12 DISASSEMBLY AND ASSEMBLY................................................................................................... 152
2.13 SPECIAL TOOLS............................................................................................................................. 261
2.14 FAULT FINDING.............................................................................................................................. 262
2.15 FAULT FINDING.............................................................................................................................. 264
1.
POWERSHUTTLE TRANSMISSION TURNER MODEL COM-T4-2025
This transmission is used on Powershuttle loader

backhoes models B110.
The transmission consists of a torque converter, an
internal rotor-type hydraulic pump, an oil distributor,
a solenoid control valve assembly, two hydraulically
operated clutches, a 4-speed synchromesh gear
train, transmission case and oil cooler tubes.
NOTE: a conventional clutch is not used with this

transmission.
The transmission case serves as an oil tank for the
torque converter and hydraulic clutch assemblies.
The transmission receives power from the engine (1)
by a fluid coupling in the torque converter (2) and hydraulic clutch assemblies in the transmission (3).
1.1
GEAR RATIO
Forward
Reverse
4.824
2.998
1.408
0.792
4.020
2.496
1.173
0.660
COLD START BY-PASS VALVE SPRING

Free length ...................................................................................................53.4 mm 0.96 mm (2 in 0.03 in)
FORWARD CLUTCH SPRING
Free length................................................................................................................................... 76.6 mm (3 in)
CLUTCH PISTON SPRING
Free length................................................................................................................................ 75.9 mm (2.9 in)
DETENT SPRING
Free length (Approximately).................................................................................................... 42.06 mm (1.6 in)
END FLOAT
Input forward Primary Shaft ............................................................................0.0508-0.41 mm (0.002-0.016 in)
Input reverse Primary Shaft ............................................................................0.0508-0.41 mm (0.002-0.016 in)
Output shaft........................................................................................1st Gear - 0.33-0.508 mm (0.013-0.02 in)
....................................................................................................... 2nd Gear - 0.35-0.558 mm (0.014-0.022 in)
........................................................................................................ 3rd Gear - 0.38-0.838 mm (0.015-0.033 in)
........................................................................................................ 4th Gear - 0.20-0.558 mm (0.007-0.022 in)
4WD Shaft.........................................................................................................0.050-0.28 mm (0.002-0.011 in)
Bearing End Floats........................................................................................0.025-0.076 mm (0.0009-0.003 in)
Bearing End Float Shims available .....0.050/0.076/0.127/0.177/0.381/0.508 mm (0.002/0.003/0.005/0.015/0.02 in)
HYDRAULIC TESTS
Cold Start Valve (For reference only)......................................................................................... 26 bar (377 psi)
System Pressure Test..............................................................................................13.7-15.2 bar (199-220 psi)
Torque Converter .............................................................................................................7-11 bar (102-160 psi)
Reverse Clutch.........................................................................................................13.7-15.2 bar (199-220 psi)
Forward Clutch.........................................................................................................13.7-15.2 bar (199-220 psi)
4WD Supply .............................................................................................................13.7-15.2 bar (199-220 psi)
COOLER FLOW TEST
Oil temperature 80-85 C (176-185 F) .........................Revs/min ......................... Oil Flow Litres/min (Gal/min)
............................................................................................... 700 ...................................... 12.5 litres (3.30 gal)
.............................................................................................1000 ...................................... 18.2 litres (4.80 gal)
............................................................................................ 1500 ...................................... 22.1 litres (5.80 gal)
............................................................................................ 2000 ...................................... 24.0 litres (6.30 gal)
............................................................................................ 2200 ...................................... 24.5 litres (6.50 gal)
.............................................................................................2500 ...................................... 25.0 litres (6.60 gal)
1.2
TIGHTENING TORQUES
Strainer bolts ............................................................................................................18 to 31 Nm (13 to 22 lbfft)

Pump retaining bolts ................................................................................................18 to 31 Nm (13 to 22 lbfft)
Output Yoke bolts ....................................................................................................68 to 88 Nm (50 to 65 lbfft)
Pressure test plugs ..................................................................................................41 to 54 Nm (30 to 39 lbfft)
Main transmission case bolts ...................................................................................45 to 64 Nm (33 to 47 lbfft)
Shift detent plug .......................................................................................................41 to 54 Nm (30 to 39 lbfft)
Shift fork screws.......................................................................................................18 to 25 Nm (13 to 18 lbfft)
Shift lever assembly screws.....................................................................................16 to 24 Nm (11 to 17 lbfft)
Drain plugs...............................................................................................................34 to 54 Nm (25 to 39 lbfft)
Relief valve ..............................................................................................................23 to 30 Nm (17 to 22 lbfft)
Pressure regulator valve ..........................................................................................46 to 60 Nm (34 to 44 lbfft)
Cold start valve ........................................................................................................46 to 60 Nm (34 to 44 lbfft)
4WD solenoid valve spool........................................................................................20 to 27 Nm (14 to 20 lbfft)
4WD Solenoid coil retaining nut..................................................................................................5.4 Nm (4 lbfft)
Control valve retaining screws ...................................................................................6.8 to 8.5 Nm (5 to 6 lbfft)
4WD hydraulic pipe connections..............................................................................6.8 to 10.2 Nm (5 to 7 lbfft)
Filter housing bolts ...................................................................................................45 to 64 Nm (33 to 47 lbfft)
Oil filter...........................................................................................................................7 to 10 Nm (5 to 7 lbfft)
Temperature sender ................................................................................................20 to 27 Nm (14 to 20 lbfft)
RECOMMENDED SEALANTS
Transmission case joint ................................................................................................................... Loctite 5203
4WD Output gear ............................................................................................................................... Loctite 649
4WD gear (Permanent 4WD assy) ....................................................................................................Loctite 649
4WD clutch supply pipe .....................................................................................................................Loctite 542
Gear lever housing...................................................................................................................Loctite 5900 RTV
Shimming access plug .......................................................................................................................Loctite 649
6
1.3
TRANSMISSION CONTROLS
4X4 POWERSHUTTLE TRANSMISSION CONTROLS
1. GEAR LEVER: Four gears are selectable for the

required ground speeds in both forward or reverse travel.
2. TRANSMISSION DISCONNECT BUTTON: Prior
to changing gear depress and hold down this
switch which disengages transmission drive, select the required gear with the gear lever and release the switch to re-engage drive.
3. LOADER ATTACHMENT CONTROL LEVER
4. MECHANICAL DIFFERENTIAL LOCK PEDAL:
Depressing this pedal will lock both rear wheels
together giving equal drive and will disengage
when wheel torque equalizes or foot brakes are
applied.
5. TRANSMISSION POWERSHUTTLE DIRECTION LEVER: Movement of this lever from the

neutral position will engage forward or rearward
travel.
NOTE: in reverse gear an audible alarm device
sounds.
6. WARNING HORN BOTTON
7. TRANSMISSION DISCONNECT BUTTON (on
the loader attachment control lever)
8. ROLLER FOR THE PROPORTIONAL CONTROL OF LOADER BUCKET 4X1
Transmission
The transmission is fully synchronised providing four
forward and four reverse speeds allowing gear ratio
changes on the move. A torque converter is used to
connect the engine to the transmission and the column mounted powershuttle lever (4) enables shifts
between forward and reverse travel without disengaging gear ratios.
A device for transmission disconnect is activated
by pushing button (2), placed on the gear shift lever
(1) or by pushing button (5), placed on the loader
control lever (3).
WARNING
Always apply the parking brake whenever the machine is parked as the machine is free to roll even
though the transmission gearshift lever and power
reversing lever may be In Gear and the engine is
turned OFF.
Gear Shift Lever
The single gearshift lever (1) is used to select any
one of the four gear ratios. The transmission disconnect button (2) is depressed and held as the lever is
shifted from one gear to another and then released
to re-connect transmission drive.
Forward/Reverse Powershuttle Lever

To select FORWARD travel, engage the required
gear ratio with the gearshift lever, then with the engine idling lift the powershuttle lever from the neutral
lock position (1) and move to the forward position (2).
Use the foot accelerator to control the engine and
ground speed.
To reverse the direction of travel, reduce engine
speed and move the power reversing from neutral
lock position (1) and rearwards (3) for reverse travel
an audible alarm device sounds.
IMPORTANT: the powershuttle lever is equipped
with a neutral lock to prevent inadvertent engagement of the transmission. With this design the power
reversing lever moves through a T slot for the forward and reverse positions.
IMPORTANT: when operating in low ambient temperatures with cold transmission oil, allow the oil to
warm up before attempting to shift the powershuttle
lever. The transmission can be shifted normally after
the oil warms up.
NOTE: the horn will sound if the powershuttle lever

is operated (forward or reverse) with the handbrake
engaged.
NOTE: the powershuttle lever can be shifted at any

engine speed, however, for safe, smooth operation
the engine speed should be reduced to approximately 1200 rev/min.
This action is easily controlled by using the foot accelerator to control engine and ground speed.
Transmission Disconnect
The 4x4 transmission provides for easy upward and
downward gear ratio changes on the move. However, as a clutch is not used between the engine and
transmission, the power flow from the engine to the
transmission must be interrupted to shift from one
gear ratio to another. This is accomplished by using
a transmission disconnect (dump) button.
The finger operated button (2) on the main gearshift
lever knob (1) is easy to operate.
WARNING
To avoid personal injury do not use the disconnect
switch control to coast down hill. Excessive speed
may cause loss of control, personal injury to a bystander or failure of the transmission.
To make upward gear ratio changes simply depress
and hold the button (2) on the gearshift lever (1),
while moving the lever from one gear ratio to another. When the desired gear ratio has been selected
release the button and allow the unit to gain engine
speed and ground speed. If another higher ratio is required repeat the procedure.
IMPORTANT: to avoid possible damage to the
transmission hydraulic clutches never use the disconnect switch for inching the machine forward.
Inching the machine forward with the button will
cause the clutches to slip excessively and overheat.
To make downward gear ratio changes or reduce
ground speed, simply lower the engine speed, depress and hold the gearshift lever button and downshift the transmission.
When the desired gear ratio has been selected release the button and adjust the engine speed to suit
ground speed required.
Operating the machine in a too high gear or under a
too heavy load will cause the torque converter to slip
excessively and overheat. If the machine is overloaded, the engine speed will not exceed a range of
1800-2200 rev/min at maximum accelerator and the
torque converter will stall bringing the machine to a
complete stop.
If stall does occur, there is still sufficient engine
power to operate the loader however, to prevent the
transmission from overheating, either reduce the
load on the machine or select a lower gear ratio.
IMPORTANT: operating at a stall for more than 20
seconds can cause the transmission to overheat and
can possibly damage the transmission. If the transmission overheats, the needle (1) reaches the red
field. Shift both the power reversing and gearshift levers to neutral. Let the engine run idle (1000 rpm) until transmission oil cools down enough to have the
needle (1) return to correct position. Once the needle
is returned to its position, all operations can be resumed.
10
DIFFERENTIAL LOCK PEDAL

In conditions inducing wheel slip, hold down the differential lock pedal with your heel until the lock is felt
to engage. The lock will automatically disengage
when traction at the rear wheels equalizes. If a rear
wheel spins at speed, reduce the engine speed to
idle before engaging the differential lock to minimize
shock loads on the rear axle.
WARNING
Never use the differential lock at speeds above 8 km/h
or when turning the machine.
When engaged the lock will prevent the machine turning and personal injury could result.
1.4
11
LUBRICATION
To ensure proper lubrication and operating temperatures it is most important that appropriate lubricants are
used and that the correct oil level is maintained.
Oil level checking
The oil level should be checked daily and corrected if necessary.
The oil level must be checked with the engine idling and with the transmission oil cold.
In this condition the oil level should fall between the maximum and minimum marks on the dipstick.
At normal operating temperature, (80 C (176 F)) the oil level will rise to 20 - 30 mm (0.7 - 1.1 in) above the
maximum mark on the dipstick.
Do not overfill the transmission as this may result in oil breakdown due to excessive heat and aeration from the
churning action of the gears. Early breakdown of the oil will result in heavy sludge deposits that block oil ports
and build up on splines and bearings. Overfilling may also cause oil leaks.
Oil changes
An initial oil change and flush is recommended after the transmission is placed in actual service.
This change should be made at any time following 50 hours in service, but should not exceed 100 hours.
When changing the oil it is essential to renew the oil filter and clean out the suction strainer.
The object in draining the oil is to eliminate possible bearing surface abrasion and attendant wear. Minute particles of metal, the result of normal wear in service are deposited in and circulated with the oil. Oil changes are
best carried out when the transmission is thoroughly warm.
WARNING
To prevent oil starvation and possible seizure of the transmission whilst towing the vehicle, it is imperative that
the propeller shafts are disconnected.
Failure to observe this precaution may result in extensive damage to the transmission.
Oil capacity: 18 litres (4.70 gal)
Suggested oil:
For use in ambient temperatures of between -20 and 40 C (-4 and 104 F) are allowed mineral oils Grade 10W
or 10W30.
Suggested oil type: Ambra Multi G NH 410 B.
12
1.5
TRANSMISSION OIL FLOW AND SUPPLY
Pressure oil
Disengaged
Lubrication
13
OIL FLOW AND SUPPLY IN NEUTRAL POSITION
Pump pressure
Return to Sump
Torque converter flow
1. Shuttle control solenoid valve oil 14 bar (203 psi).
2. Torque Converter - Receives low pressure circuit oil at maximum 10 bar (145 psi) and returns
oil to port (10).
3. Backhoe Boom Lock oil flow 14 bar (203 psi).
4. Pressure filter - Mounted to the left of the transmission viewed looking forward.
5. FWD - Low pressure circuit oil supply received
from the filter at 14 bar (203 psi) and fed by external tube to rear of transmission to the FWD.
Lubrication
Suction
6. Cold Start Pressure protection Valve - Prevents
system pressure exceeding 26 bar (377 psi) at
initial cold start.
7. Oil Pump Port OUT, to oil filter assembly
through internal drillings.
8. Oil returned from the oil cooler lubricates shafts,
gears and bearings and returns oil to tank.
14
OIL FLOW AND SUPPLY IN FORWARD POSITION
Pump pressure
Return to Sump
Torque converter flow
1. Returned lubrication oil from the pump shaft
bush to tank.
2. Torque Converter oil supply IN, received at
maximum 10 bar (145 psi).
3. Transmission Tank/System Capacity: 18 litres
(4.70 gal) (4WD).
4. Oil Cooler - Mounted below the engine coolant
radiator.
5. Oil pump suction port IN, from the tank.
6. Torque Converter oil OUT, to oil cooler.
Lubrication
Suction
7. Torque Converter pressure regulating valve, receives oil from the sequencing valve (16) and
returns oil in excess of 10 bar (145 psi) to tank.
8. System pressure sequencing valve - Maintains
circuit oil at 14 bar (203 psi) and supplies a continuous oil feed to the torque converter regulating valve.
15
TRANSMISSION OIL SUPPLY PORT
Viewed From Front and Rear Housings

1. Oil supply port to Reverse clutch pack, rear casing.
2. Oil supply port to forward clutch pack, rear casing.
3. Oil supply port to pressure test reverse clutch
pack.
4. Oil supply port too pressure test forward clutch
pack.
5. Front Wheel Drive Solenoid.
6. System pressure test point, connected to test
block.
7. Locating Dowel.
8. Cold start oil pressure protection valve.
9. Torque converter pressure test point, connected
to test block.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
System pressure sequencing valve.

Torque converter pressure regulating valve.
Oil supply from pump to solenoid valve pack.
Oil supply port to Reverse clutch pack, front casing.
Oil port to tank (dump) from solenoid.
Oil supply port to Reverse clutch pack, front casing.
Oil supply port to forward clutch pack, front casing.
Oil supply port to forward clutch pack, front casing.
Manufacturing drilling only.
Forward oil supply port (front casing).
Forward oil supply port (rear casing).
16
TRANSMISSION OIL FLOW THROUGH SOLENOID VALVE

The solenoid valves forward (1) or reverse (2) fitted
at the top of the transmission housing controls the oil
flow to the forward/reverse clutch packs in the tranmission.
On the underside of the solenoid valve are the 4

ports for directional oil flow to and from the solenoid
valve.
1. Oil supply from the valve to the forward clutch
pack
2. Return oil to tank
3. Oil supply from the valve to the reverse clutch
pack
4. Oil supply from the pump into the valve
5. Locating Pin
When the shuttle lever in the cab is in neutral position

the solenoid valve spool (1) will be static and oil (2)
will not flow into either reverse (3) or forward (4)
clutch pack oil gallery.
When forward direction is selected on the shuttle lever the solenoid valve spool (1) will move to the left
(as shown) and the oil (2) will flow into the forward
clutch pack oil gallery (4).
When reverse direction is selected on the shuttle lever the solenoid valve spool (1) will move to the right
(not shown) and the oil (2) will flow into the reverse
clutch pack oil gallery (3).
17
OIL FLOW SOLENOID CONTROL VALVE OPERATION (FORWARD DRIVE ONLY SHOWN)
The solenoid valve when in neutral position dead
heads the oil flow at the spool (1) from the supply
port and no oil is allowed to pass through the valve.
Therefore the oil in the galleries beyond the spool at
the fill time metering valve (2) remains static.
Selection of the forward / reverse shuttle lever in the

cab directs a current flow to the forward or reverse
solenoid and the spool (1) will move in the direction
selected, reverse shown. The oil then flows past the
spool to the clutch pack and applies pressure to the
fill time metering valve (2), a small bore allows oil to
flow into the clutch feathering valve.
When valve (2) moves it partially uncovers a port to
the tank and also opens the control orifice within the
valve. Therefore a precisely metered flow of oil is fed
to the pressure regulating (feathering) piston (3). As
this piston is pushed back against its spring the pressure at the clutch builds up gradually to give a
smooth jerk free clutch engagement.
When the piston reaches the end of its travel, clutch

pressure quickly builds up to full system pressure either side of valve (2) so the light spring pushes the
valve covering the port to the tank.
The oil is dead headed at system pressure at the
clutch so ensuring full torque can be transmitted by
the clutch.
NOTE: the control valve also includes a pressure

regulating (feathering) valve and a fill time metering
valve for the reverse clutch pack.
Regulated Pressure Oil

Return Oil
Pressure Oil
18
1.6
TRANSMISSION HYDRAULIC VALVES AND PRESSURE TEST POINTS
NOTE: all pressure test ports are 9/16 in UNF thread

size.
1. Cold Start oil pressure relief valve
26 bar (377 psi) reference only
2. Forward Solenoid valve
13.7-15.2 bar (199-220 psi)
3. Test port for reverse clutch pack
13.7-15.2 bar (199-220 psi)
4. Test port for forward clutch pack
13.7-15.2 bar (199-220 psi)
5. System pressure sequencing valve
13.7-15.2 bar (199-220 psi)
6. Oil flow OUT to cooler
7. Oil OUT to cooler, test port
6.5 bar (94 psi)
8. Front Wheel Drive test point
13.7-15.2 bar (199-220 psi)
9. Oil flow IN from cooler
10. Torque converter pressure regulating valve

7-11 bar (102-160 psi)
11. Oil in from cooler, test port
3.5 bar (51 psi)
12. Backhoe Boom Lock supply
13.7-15.2 bar (199-220 psi)
13.System pressure test point
13.7-15.2 bar (199-220 psi)
14. Converter pressure oil test port
7-11 bar (102-160 psi)
15. Front Wheel Drive Solenoid
13.7-15.2 bar (199-220 psi)
16. Oil Filter
17. Reverse Solenoid valve
13.7-15.2 bar (199-220 psi)
1.7
TRANSMISSION POWER FLOW
When neutral is selected on the shuttle lever (1), the

transmission forward (3) and reverse hydraulic
clutch packs or (4) are free to rotate and hence there
is no drive in the transmission.
With Forward or Reverse selected on the shuttle lever (1) power will be directed through the clutch
packs (3) or (4) to the gear train and selection of gear
on lever (2) will result in engagement of gears to the
output shafts.
Power for all four forward gear ratios is transmitted
from the front hydraulic clutch (3) on the input shaft.
The input shaft then transmits power to the counter
shaft forward gear and the countershaft in turn transmits power to the output shaft.
Power flow for all four reverse gear ratios is the same
as for all four forward gear ratios except that the rear
clutch (4) is engaged to transmit power to the reverse
idler gear. The reverse idler gear in turn transmits
power to the gear on the countershaft and in turn
transmits power to the output shaft.
Because power is being transmitted through the reverse idler gear, the countershaft and output shaft
will rotate in the opposite direction as for forward
gear ratios. The rear input shaft will also rotate in the
opposite direction.
19
20
Input
Intermediate
Output
NOTE: 4WD shown.
21
22
NOTE: 4WD version shown.
1.8
23
TRANSMISSION 4WD COMPONENTS
24
1.
2.
3.
4.
5.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
42.
43.
44.
45.
50.
51.
52.
53.
54.
55.
58.
59.
60.
61.
62.
63.
64.
65.
66.
67.
68.
69.
Front gear case assembly

Rear gear case assembly
Plug assembly
Screw
Screw
Screw
Reverse shift hub sleeve
Synchronizer assembly
Sealing ring
Copper washer
Thrust bearing
4WD piston sealing ring
Support washer
Torque converter
O-ring 4WD piston
Circlip
Clutch collar
Spring 4WD
Spring support
Flywheel housing
Parking brake assembly
4WD shaft
4WD gear
Converter drive plate
Thrust washer
4th gear output shaft
3rd gear output shaft
2nd gear output shaft
1st gear output shaft
4WD gear output shaft
Bearing 1st gear output shaft
Bearing spacer
Bearing sleeve
Circlip
Sealing ring 4WD shaft
Bearing spacer
Shim
Shim
Thrust washer
Bearing spacer
Shim
Shim
Bearing
Output shaft
Bearing
Bearing spacer
Shim
Shim
Bearing
Bearing
Bearing
Thrust washer
Countershaft
Reverse idler gear
Input shaft assembly coaxial
Forward primary gear
Reverse primary gear
Clutch pack retaining ring
Clutch pack retaining plate
70. Clutch plate - steel

71. Clutch plate - friction
72. Circlip
73. Spring retainer
74. Piston return spring
75. Clutch piston
76. Piston sealing ring
77. O-ring
78. Piston sealing ring
79. O-ring
80. Brake caliper bolt
81. End yoke
82. Spacer ring
83. Needle bearing spacer
84. Screw
85. Needle bearing
86. Bearing
87. Output flange washer
89. Screw
90. O-ring
91. Brake flange assembly
92. Pump assembly
93. Sealing ring
94. Sealing ring
95. Detent ball
96. Detent spring
97. 1st/2nd shift fork
98. 3rd/4th shift fork
99. 1st/2nd shift rod
100. 3rd/4th shift rod
101. Shift fork screw
102. Gear stub lever
103. Screw
104. Gear lever seating
105. Pin
106. Rubber boot
107. Washer
109. Hydraulic pipe nut
110. Plastic clip
111. Plastic clip
112. Plug
113. Converter relief valve
114. Setscrew
115. Banjo bolt washer
116. 4WD clutch supply pipe
118. Drain plug assembly
119. Hydraulic pipe sleeve
120. Bearing spacer
121. Shim
124. Shim
125. Cold start spring housing
126. Coaxial drive shaft
127. Capscrew
128. Pressure regulator valve
129. 4WD solenoid valve
130. Directional control valve
131. Oil filter
132. Oil filter adapter
134. Dowel
25
26
135.
136.
137.
138.
139.
140.
141.
142.
143.
146.
149.
150.
151.
152.
153.
154.
155.
156.
157.
158.
160.
161.
162.
163.
164.
165.
168.
170.
171.
Oil seal
Sealing cap
Suction strainer
O-ring suction strainer
Support washer
Strainer cover plate
Setscrew
Breather
O-ring
O-ring
Expansion plug
Brake caliper nut
Pump mounting stud
Oil filter housing
Filter housing gasket
Screw
O-ring
Cold start spring
Ball
Setscrew
Setscrew
Copper washer
Banjo bolt
Remote test port assembly
Remote test port pipe
Remote test port pipe
Pump mounting stud nut
4WD gear bearing
Spacer 4WD gear bearings
SOLENOID VALVE COMPONENTS
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Solenoid Retainer
Dirt Seal
Solenoid
Washer
Solenoid Body
Guide
Spring
Solenoid Pin
Seal
Support Body Solenoid
End Cap
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
Circlip
Clutch fill metering valve
Spring
Spool
Piston Clutch fill
Spring
Retainer
Spring
Plug
Seal
27
28
1.9
TRANSMISSION REMOVAL
Remove the transmission and engine as a complete

unit from the vehicle and place on a suitable stand for
disassembly.
NOTE: prior to disassembly drain the oils into suitable containers for disposal.
Prior to separating the transmission from the engine.
Remove the starter motor (1).
Engine timing tab (2).
Torque converter back plate attaching bolts through
the starter motor aperture (1).
Bell housing attachment bolts (3).
IMPORTANT: prior to positioning the transmission
vertically remove the vehicle system oil pump (4) and
torque converter unit (5) from the transmission bell
housing (3).
Using eye bolts (1), one on each side capable of lifting a weight of 250 kg (550 lb) hoist the transmission
vertically and place in a safe, clean and suitable
workshop environment.
1.10 DISASSEMBLY AND ASSEMBLY
TRANSMISSION DISASSEMBLY
Invert the transmission on a suitable bench.
For convenience the bench top should have a hole
in it to accommodate the input shaft and pump. Remove 3 screws and withdraw the gear shift lever assembly.
Remove the plastic plugs and 4 cap screws and

withdraw the direction control valve.
Remove the converter relief valve.
29
30
Remove the pressure regulator valve.
Remove the cold start housing, the spring and the

ball.
Remove the temperature sender.
Remove the bolt, the washer and the O-ring and

withdraw the output yoke.
Remove the bolt, washer and the O-ring and the
withdraw 4WD yoke and the spacer.
Remove 17 screws and using a suitable hoist take

off the rear transmission case.
Lever slots are provided to assist removal.
NOTE: the bearing cones and shims may fall from
the rear case during removal.
IMPORTANT: for proper reassembly, take note and

mark which bearings and shims come from which locations.
Remove the 4WD shaft assembly.
Tilt the countershaft and withdraw the input shaft assembly.
31
32
Remove the reverse idler shaft assembly.
Remove the outer detent plug, the spring and the

ball.
Ensure both synchronizers are in the neutral position then remove the 1st/2nd shift fork screw.
Withdraw the 1st/2nd shift rod from the housing.

Then using a magnetic probe remove the interlock
ball from the detent bore.
Remove the 3rd/4th shift fork screw.
NOTE: before attempting to remove the 3/4th shift
rail, replace the detent plug as the ball and spring
may shoot out and cause injury.
Turn the 3rd/4th shift rod through 90 and withdraw

from the housing.
Remove the detent plug, the inner detent ball and

the spring.
Remove the counter shaft assembly.
33
34
Remove the 1st/2nd and 3rd/4th shift forks.
Remove the output shaft assembly.
Remove the 4th gear lock out screw (if fitted).
Remove 2 screws and withdraw the strainer cover,

the O-ring, the spacer and the strainer.
Using a strap wrench remove and discard the oil filter.
Remove 2 bolts and take of the oil filter housing and

the gasket.
Remove the 4WD solenoid coil and retaining nut.
Remove the 4WD solenoid spool.
35
36
Remove and discard the expansion plug from the

shimming access hole.
Invert the case. Remove 4 screws and copper washers then withdraw the pump assembly and the sealing ring.
INPUT SHAFT DISASSEMBLY
Position the shaft in a soft jawed vice as shown.
Remove and discard the 3 sealing rings.
Using the appropriate bearing puller 380002683 remove the rear bearing.
Remove the thrust washer and the needle bearing.
37
38
Remove the reverse primary gear.
Remove the bearing, the spacer, the bearing and

the thrust washer.
Remove the clutch pack retaining ring.
Remove the clutch pack retaining plate.
Remove the clutch pack.
Using the appropriate tool 380002689 compress the

piston spring and release the circlip.
Remove the circlip, the retainer and the spring.
Using pliers, pull the piston out of the drum.
39
40
Invert the shaft and remove the sealing ring.

Repeat steps described above to dismantle the forward clutch pack.
Remove and discard the piston sealing rings and the

O-rings.
INPUT SHAFT ASSEMBLY
Re-new the piston sealing rings and the O-rings.
To assist assembly bend the inner sealing ring into
a heart shape.
Using transmission fluid to lubricate the seals push

the piston into the drum.
Replace the spring, the retainer and the circlip.
Using the tool 380002689 compress the spring and

locate the circlip into its groove.
41
42
Replace an externally splined (plain) disc and then

an internally splined (friction) disc alternately until six
of each have been replaced.
Replace the clutch pack retaining plate and refit the

retaining clip.
Replace the thrust washer, the bearing, the spacer

and the bearing.
Line up the clutch plate splines and replace the primary gear. Then replace the needle bearing and the
thrust washer.
NOTE: the needle bearing should be fitted with the
closed side of its cage against the gear.
Using an appropriately sized tube replace the bearing.
Invert the shaft and repeat previous operation. Then

fit a new sealing ring.
Finally fit 3 new sealing rings to the rear of the shaft.

(To avoid damage the sealing rings should be left off
until all shimming operations have been completed).
43
44
DISASSEMBLY AND ASSEMBLY OF THE

COUNTERSHAFT
The countershaft assembly.
Using the appropriate bearing pullers 380002691

and 380002687 remove the countershaft front and
the rear bearings.
Using an appropriately sized tube replace the countershaft front and the rear bearings.
DISASSEMBLY AND RE-ASSEMBLY OF THE
REVERSE IDLER SHAFT
The reverse idler assembly.
Using the appropriate bearing puller 380002683 remove the front and the rear bearings.
Using an appropriately sized tube replace the front

and the rear bearings.
45
46
OUTPUT SHAFT DISASSEMBLY

Position the shaft assembly in a soft jawed vice.
Using the appropriate bearing puller 380002686 remove the front bearing.
Remove the thrust washer and the 4th gear.
Remove the 3rd/4th synchro assembly.
Remove the circlip and the synchro hub.
Remove the 3rd gear.
Invert the shaft and using the appropriate bearing

puller 380002687 remove the rear bearing.
Remove the 4WD gear.
47
48
Remove the 1st gear.
Remove the needle bearings and the spacer.
Remove the 1st/2nd synchronizer assembly.
Using a suitable bearing puller or press.

Remove the bearing sleeve, the synchro hub and
the 2nd gear.
Remove the bearing sleeve, the synchro hub and
the 2nd gear.
49
50
OUTPUT SHAFT ASSEMBLY

Replace the 2nd gear and the synchro hub.
Using an appropriately sized tube refit the 1st gear

bearing sleeve.
Replace the 1st/2nd synchronizer assembly.
Replace the 1st gear needle bearings and the spacer.
Replace the 1st gear.
Replace the 4WD gear using Loctite 649 spline lock

or equivalent.
NOTE: the gear should be fitted with the fluted boss
against the 1st gear.
Using an appropriately sized tube refit the rear bearing.
Invert the shaft and refit the 3rd gear, the synchro
hub and the circlip.
51
52
Refit the 3rd/4th synchronizer assembly.
Refit the 4th gear and the thrust washer.
Using an appropriately sized tube replace the front

bearing.
HYDRAULIC DOG CLUTCH 4WD DISASSEMBLY
The hydraulic dog clutch 4WD assembly.
Position the shaft in a soft jawed vice and remove

the sealing ring.
Using the appropriate bearing puller 380002685 remove the rear bearing.
Remove the thrust washer.
53
54
Remove the two needle bearings and the spacer.
Invert the shaft and using the appropriate bearing

puller 380002685 remove the front bearing.

spring and release the circlip.
Remove the circlip, the retainer and the spring.
Remove the piston drum assembly.
Remove the piston seal and the O-ring from the

shaft and discard.
Remove and discard the piston seal and the O-ring

from the piston drum.
55
56
HYDRAULIC DOG CLUTCH 4WD ASSEMBLY

Fit a new O-ring and sealing ring to the shaft.
Fit a new O-ring and sealing ring into the piston.

Bend the sealing ring into a heart shape to assist assembly.
Lubricate the seals with a light grease and refit the

piston to the shaft.
Replace the piston spring and the clip retainer.
spring and retainer and refit the circlip.
Using an appropriately sized tube refit the front bearing.
Invert the shaft and refit the two needle bearings and
spacer.
Replace the 4WD gear.
57
58
Replace the thrust washer.
Using an appropriately sized tube replace the rear

bearing.
Fit a new sealing ring. (To avoid damage the sealing

ring should be left off until all shimming operations
have been completed).
PERMANENT 4WD SHAFT DISASSEMBLY
The permanent 4WD shaft.
Using the appropriate bearing puller 380002685 remove the front and the rear bearings.
59
60
PERMANENT 4WD SHAFT ASSEMBLY

Replace the 4WD gear using Loctite 649, or equivalent, on the shaft splines.
Then using a suitably sized tube refit the front and
the rear bearings.
HYDRAULIC MULTI PLATE CLUTCH 4WD
SHAFT DISASSEMBLY
The hydraulic multiplate clutch 4WD shaft assembly.
Mount the shaft assembly in a suitable soft jawed

vice and remove the rear sealing ring.
Using the appropriate tool 380002685 remove the

rear bearing.
Remove the thrust washer and the needle bearing.
61
62
Remove the needle bearings and the spacer.
Remove the needle bearing and the thrust washer.
Remove the clutch pack retaining clip.
Remove the clutch pack retaining plate.
Remove the clutch pack.

piston return spring and release the circlip.
Remove the clip retainer and the spring.
63
64
Remove the piston from the drum.
Remove and discard the piston sealing rings.
Invert the shaft and remove the front bearing using

the appropriate tool 380002685.
HYDRAULIC MULTI PLATE CLUTCH 4WD
SHAFT ASSEMBLY
Using an appropriately sized tube refit the front bearing.
Re-new the piston sealing rings to assist assembly

the seals may be warmed in lukewarm water prior to
assembly.
NOTE: the outer seal must be fitted with the open
edge facing away from the clutch pack.

piston sealing rings. The seals should be left in the
tool 380002684 for a minimum of 30 minutes prior to
assembly into the clutch drum.

piston into the clutch drum. Then replace the spring,
retainer and circlip.
65
66

piston return spring and locate the circlip into its
groove.
Replace an externally splined (plain) disc then an internally splined (friction) disc alternately until 8 plain
discs and 8 friction discs have been fitted.
Replace the retaining plate and fit a new retaining

clip.
Refit the thrust washer and the needle bearing.
Refit the 4WD gear.
Refit the needle bearings and the spacer.
Refit the needle bearing and the thrust washer.
Using an appropriately sized tube refit the rear bearing.
67
68
Refit a new sealing ring and lubricate with a light

grease. (To avoid damage the sealing ring should be
left off until all shimming operations have been completed).
THE OIL PUMP DISASSEMBLY AND ASSEMBLY
Individual components of the oil pump are non serviceable. The pump may, however, be stripped for
cleaning and examination purposes.
View showing a dismantled pump assembly.
The pump oil seal may be replaced using an appropriately sized tube.
69
70
DIRECTION CONTROL VALVE DISASSEMBLY

AND ASSEMBLY
Disassembly of the control valve is not generally recommended as, with the exception of the solenoids,
individual parts are non serviceable. It may however
be dismantled for cleaning and examination.
The valve fitted may be either the modulated type or
the non-modulated type.
The retaining nut, the coil and the washer removed.
The modulation components removed.
There are 4 O-rings fitted to the underside of the

valve which may be renewed if necessary.
GEAR LEVER HOUSING DISASSEMBLY AND
ASSEMBLY
Remove the plastic ties from the rubber gaiter and
pull the assembly apart.
Before re-assembly remove all traces of old sealant

from the joint faces.
Apply a bead of RTV joint compound (Loctite 5900)

to the sealing face.
Lubricate the ball seating with a light grease and

push the two halves of the assembly together. Secure the rubber boot with two new plastic ties.
71
72
TRANSMISSION ASSEMBLY
All nylon patch bolts may be re-used 5 to 6 times provided a prevailing thread torque of 20 to 25 Nm (14
to 18 lbfft) is recorded.
All shafts and bearings should be lubricated with
transmission fluid prior to assembly.
To prevent possible contamination of hydraulic parts
lint or cotton rags should not be used.
Position the front case as shown and using a suitably sized tube fit a new 4WD output shaft oil seal to
a depth of 6 mm (0.2 in) below the housing face. Fill
the seal lip with light grease.
If previously removed, replace the two plug and the

O-ring assemblies and tighten to a torque of 4154 Nm (30-39 lbfft).
Refit the oil pump assembly and sealing ring. Tighten 4 bolts to a torque of 18-31 Nm (13-22 lbfft).
New copper washers must be fitted under the bolt
heads. Finally check for free rotation of pump rotor.
Invert the case and then refit the bearing cups if previously removed.
Using a suitable tool push the inner detent spring

and ball into the case and secure in place with a
dummy plug as shown.
Dummy the plug in the place.
Replace the countershaft and reverse idler shaft assemblies.
73
74
Slide the 1st/2nd fork onto the 3rd/4th rail then refit
the 3rd/4th shift fork and tighten the screw to a
torque of 18-25 Nm (13-18 lbfft). Hold the forks and
rail in place on the output shaft then refit the complete assembly into the case. The shift rail should
displace the dummy plug as it enters the bore.
NOTE: check that the inner detent spring and ball
have not become displaced and remove the loose
dummy plug from the case sump.
Push the interlock ball into the detent bore.
Refit the 1st/2nd shift rail and tighten the shift fork
screw to a torque of 13-18 Nm (9-13 lbfft).
Check that the interlock ball is correctly positioned in
between the two rails.
Replace the outer detent ball and the spring.

Tighten the plug to a torque of 41-54 Nm (3039.8 lbfft).
Replace the 4WD shaft assembly.
Lubricate the rear seal with a light grease.
Lubricate the input shaft front and rear seals with a

light grease and refit the shaft assembly into the
case.
Rear case with all shaft assemblies fitted.
Position the rear case as shown and using a suitably

sized tube fit a new output shaft oil seal to a depth of
6 mm (0.2 in) below the housing face. Fill the seal lip
with a light grease.
75
76
Invert the case and replace the shim packs and

bearing cups. The 2 mm (0.07 in) thick spacer shim
should be fitted into the case first, then fit the remaining shims followed by the bearing cup.
A light grease may be used to help hold the cups in
the case.
Refit the rear case, (without sealant at this stage),

and secure with at least 6 equally spaced bolts.
When fitting the rear case be careful to avoid damaging the input shaft sealing rings.
Position a D.T.I. on the end of the input shaft as

shown, and using a suitable pry bar through the side
access hole, measure and note the shaft end float.
NOTE: all shaft assemblies should be rotated several times to seat the bearings prior to measuring the
end float.
Attach a suitable shimming tool 380002693, to the

end of the reverse idler shaft. Position a D.T.I. as
shown, and using a pry bar lift the shaft, then measure and note the end float.
end of the countershaft.
Position a D.T.I., and using a pry bar lift the shaft,
then measure and note the end float.

end of the output shaft. Position a D.T.I., and using
a pry bar lift the shaft, then measure and note the
end float.

end of the 4WD shaft. Position a D.T.I., and using a
pry bar lift the shaft, then measure and note the end
float.
Not fitted on 2WD model.
Remove the rear case and add or remove shims as
necessary to give 0.025 to 0.076 mm (0.00098 to
0.003 in) end float on all shafts.
Repeat steps 17 to 22 until all shaft end floats are
correct.
Replace the 4 O-rings in the front case.

NOTE: the input shaft and 4WD shaft sealing rings
should now be fitted.
77
78
Refit the rear case using an approved liquid gasket

(Loctite 5203) taking care not to damage the input
shaft or 4WD shaft sealing rings. Tighten the 17
bolts to a torque of 45-64 Nm (33-47 lbfft).
Replace the shaft end plug and the O-ring assemblies. Note the special breather plug is fitted in the
reverse idler position. Tighten to a torque of 4154 Nm (30-39 lbfft).
Fit a new expansion plug to the shimming access

hole using an approved sealant. (Loctite 649).
Replace the output yoke, the O-ring, the washer and

the bolt. Then tighten to a torque of 68-88 Nm (5064 lbfft).
Replace the spacer, the 4WD yoke, the O-ring, the
washer and the bolt. Then tighten to a torque of 6888 Nm (50-64 lbfft).
Refit the cold start ball, the spring and the housing.
Then tighten to a torque of 46-60 Nm (34-44 lbfft).
Lubricate the seals with transmission fluid then refit

the pressure regulator valve and tighten to a torque
of 46-60 Nm (34-44 lbfft).
Lubricate the seals with transmission fluid then refit

the converter regulator valve and tighten to a torque
of 23-30 Nm (17-22 lbfft).
79
80
Refit the temperature sender and tighten to a torque

of 20-27 Nm (14-19 lbfft).
Ensure the 4 O-rings are in place then refit the control valve assembly, tighten the 4 cap screws to a
torque of 6.8 to 8.5 Nm (5-6 lbfft). Refit the 4 plastic
caps to the capscrew holes.
NOTE: the valve can only be fitted one way round as
it is located by a small dowel pin.
Refit the strainer, the spacer, the O-ring and the cover plate. Then tighten the two screws to a torque of
18-31 Nm (13-22 lbfft).
Refit the drain plug and the O-ring assembly.

Tighten to a torque of 34-54 Nm (25-40 lbfft).
Refit the 4th gear lock out screw, (when this feature
is not required a shorter blanking screw is fitted). On
some applications an additional sealing plug may be
fitted.
Apply a bead of RTV joint compound (Loctite 5900)

to the gear case.
Refit the gear lever assembly and tighten the three

Refit the filter housing and gasket. Tighten the two

NOTE: do not use sealant on this gasket as it is
graphite coated.
81
82
Lubricate the seal with a light grease and screw on

a new oil filter. Tighten to a torque of 7 to 10 Nm (5
to 7 lbfft), or a half to three quarters of a turn after
initial seal contact.

4WD solenoid spool.
Tighten to a torque of 20-27 Nm (14-20 lbfft).
Refit the 4WD solenoid coil and nut. Tighten to a

torque of 5.4 Nm (4 lbfft) maximum.
If previously removed refit the 4WD clutch supply

pipe, apply sealant (Loctite 542) to threads and tighten nuts to a torque of 6.8-10.2 Nm (5-7 lbfft).
TEST PORT
The transmission oil, should be at an approximate
temperature of 80 C (176 F) during pressure tests.
All pressure test ports have a 9/16 UNF thread.
Forward, reverse and 4WD clutch pack pressures
should not be more than 1 bar lower than the oil
pump pressure.
Oil pump pressure test port. Pressure should be
13.5 to 15.5 bar (196 to 225 psi) at maximum engine
speed. (Approximately 2500 rpm).
Reverse the clutch pressure test point.

Pressure should be 12.5 to 15.5 bar (181 to 225 psi)
at maximum engine speed. (Approximately 2500
rpm).
Forward the clutch pressure test point.

at maximum engine speed. (Approximately 2500
rpm).
83
84
4WD pressure test point.

at maximum engine speed. (Approximately
2500 rpm).
Converter relief pressure test point.

Pressure should not exceed 7.5 bar (109 psi) at
maximum engine speed. (Approximately 2500 rpm).
For Coaxial transmissions max pressure should be
10.5 bar (152 psi).
Lubrication pressure test point. Pressure should be

0.5 to 2.5 bar (7 to 36 psi) at maximum engine
speed. (Approximately 2500 rpm).
If a malfunction of the transmission is indicated a
systematic pressure checking procedure should be
followed. These checks should be carried out while
the transmission is still in the vehicle so that true operating conditions are created. Pressure checks are
essential since a failure in the hydraulic system may
not be easily traceable when the transmission is
stripped down on a bench.
All pressure checks should be carried out with the
transmission gear lever in the neutral position, the oil
temperature at 80 to 85 C (176 to 185 F), and the
engine speed maintained at 2000 to 2500 rpm. As a
safety precaution the vehicles parking brake should
be applied.
All pressure test ports have a 9/16 UNF thread. A
pressure gauge is required that will measure up to
20 bar (290 psi).
For test port locations refer to illustrations at page
18.
85
PARKING BRAKE
The caliper assembly is mounted directly onto the
rear face of the transmission housing.
1.
2.
3.
4.
A.
Mounting face
Locknut
Mounting bolt
Outer locknut
Adjust the two mounting bolts and locknuts to
leave a 0.25/1.50 mm (0.01/0.05 in) gap between the locknut and sleeve.
Then torque locknuts against mounting surface
to 155 Nm (114 lbfft).
B. Adjust this nut until pads are in contact with the
brake pads.
Then loosen 1/2 turn.
Finally torque outer locknut to 60-70 Nm (44-51
lbfft).
IMPORTANT:
BRAKE PAD: the minimum acceptable thickness of
the brake pads is 2.286 mm (0.09 in).
BRAKE DISK: the nominal thickness of the disk is
9.5 mm (0.4 in).
The maximum total wear limit for the disk is
1.524 mm (0.06 in).
Based on the nominal thickness of 9.5 mm (0.4 in)
this would give a minimum thickness of 7.976 mm
(0.3 in).
86
Brake pad replacement
Remove the retaining spring clip.
Withdraw the friction pads.
1.11 FAULT FINDING
FAULT
CAUSE
Transmission fails to drive in

either direction
Low or no pump pressure.

Low or no oil in transmission.
Mechanical failure in transmission.
Worn or broken input shaft sealing rings.
Pressure regulator valve faulty.
Direction control valve not operating.
Blockage in oil ports restricting flow.
Transmission drives in one

direction only
Low oil pressure on one clutch pack due to leaks.

Clutch piston seals worn or damaged.
Clutch pack excessively worn.
Direction valve or coil faulty.
Worn or damaged input shaft sealing ring.
Delay in taking up drive
Low converter pressure.

Low oil level.
Low clutch pressure.
Faulty modulation in direction control valve.
Blockage in direction valve.
No drive from 4WD
4WD solenoid valve or coil not operating.

Low 4WD clutch pack pressure.
4WD clutch pack worn.
Transmission overheating
Oil level too high or low.

Restriction in cooler flow.
Low oil pressure.
Clutch packs slipping due to low pressure or wear.
Excessive stall operation.
Operating in too high of gear

range for conditions
Shift to lower gear.
Difficult gear selection
Forward or reverse clutch pack pressurized when not selected.

Direction valve faulty.
Input shaft sealing rings leaking.
Forward or reverse clutch pack not releasing due to mechanical failure.
Vehicle moves with direction

valve in neutral position
See Difficult gear selection.
High stall speed
Low oil level. Air in oil.

Clutch plates slipping due to low pressure or wear.
Torque converter faulty.
Converter relief valve faulty.
Incorrect torque converter fitted.
Low stall speed
Poor engine performance.

Torque converter defective.
Incorrect torque converter fitted.
87
88
Low Pump Pressure
Worn or broken pump.

Leaking pump sealing ring.
Blocked oil strainer or filter.
Blockage in oil ports between transmission sump and oil pump.
Pressure regulator valve stuck open.
Cold start valve stuck open.
High pump pressure

Has normal operating oil temperature been reached?
Low forward or reverse clutch

pack pressure
Faulty direction control valve.

Piston seal or O-ring leaking.
Input shaft sealing ring leaking.
High forward/reverse clutch

pack pressure
Converter pressure low

Leak in converter, oil cooler or connecting hoses.
Very hot oil.
Converter pressure high

Blockage or restriction in oil cooler.
Very cold oil.
Low 4WD clutch pack

pressure
4WD piston seals leaking.

4WD shaft sealing ring leaking.
Leak from 4WD clutch supply pipe.
Faulty 4WD solenoid.
Blockage or restriction in 4WD clutch supply pipe.
High 4WD clutch pack

pressure
Low lubrication pressure
Blockage or restriction in oil cooler.

Input shaft front sealing ring leaking.
Very hot oil.
FAULT DIAGNOSIS MECHANICAL SYSTEM
FAULT
CAUSE
Noise
Vehicle driveline problem:

Axles, propshafts, engine, engine mounts.
Misalignment of transmission/engine.
Bearings worn or damaged.
Gear teeth damaged or broken.
Excessive end float of shafts or gears.
Clutch plate failure forward, reverse or 4WD.
Incorrect grade of oil in transmission.
Low oil level.
Gear or thrust washer beginning to seize.
Difficult gear selection
Shift rods worn or bent.

Shift forks worn, loose or twisted.
Synchronizer assemblies worn or damaged.
Clutch pack not releasing due to mechanical fault.
Clutch pack not releasing due to hydraulic fault.
Gear shift stub lever worn or damaged.
Incorrect grade of oil in transmission.
Low oil level.
Jumping out of gear
Detent springs worn or broken.

Synchronizer or gear dog teeth worn or damaged.
Synchronizer assemblies worn or damaged.
Shift forks worn, loose or twisted.
Restriction or wear in gear linkage or stub lever assy.
not allowing gears to be fully selected.
Excess end float on output shaft assembly or gears.
89
90
1.12 SPECIAL TOOLS

P/N CNH
DESCRIPTION
380002683
Input and reverse idler shaft bearing removal collect
380002684
Piston seal sizing ring (hydraulic 4WD only)
380002685
4WD shaft front/rear and Coaxial input shaft front bearing removal collect
380002686
Output shaft front bearing removal collect
380002687
C/shaft and output shaft rear bearing removal collect
380002689
Input shaft spring compressor
380002690
4WD shaft spring compressor (hydraulic multiplate 4WD only)
380002691
C/shaft front bearing removal collect
380002692
Coaxial input shaft and hydraulic dog clutch 4WD shaft spring compressor
380002693
Shimming adapter
2.
91
POWERSHIFT TRANSMISSION DANA T16000
This transmission is used only on Powershift loader backhoes models B110 - B115.
2.1
HYDRAULIC SPECIFICATIONS
Suitable for operation from ambient to 120 C (248 F) continuous operating temperature.
Must withstand a 20 bar (290 psi) continuous pressure and a 40 bar (580 psi) variable pressure.
Conform SAE J1019 and SAE J517, 100RI.
Weight ......................................................................................................................................... 290 kg (638 lb)
BOLT TORQUES
Output flanges..................................................................................................... 339 - 407 Nm (250 - 300 lbfft)
Filter torque ................................................................................................................. 30 - 38 Nm (22 - 28 lbfft)
Control valve, connector nut to cover ................................................................................. 6 - 8 Nm (4 - 6 lbfft)
ELECTRICAL SPECIFICATIONS
Solenoid (forward reverse, high/low, 2nd/1st, modulation, disconnect) coil resistance28 2 at 20 C (68 F)
Electronic controlled modulation valve, coil resistance ....................... 3.55 Ohm 0.25 Ohm at 20 C (68 F)
Speed sensor:
- type ..................................................................................magneto resistive sensor with 7/14 mA current loop
- frequency ......................................................................................................................................0 - 25000 Hz
- sensing distance ........................................................................................................... 0 - 2.5 mm (0 - 0.09 in)
92
2.2
TRANSMISSION CONTROLS
4X2 POWERSHIFT TRANSMISSION CONTROL
1. TRANSMISSION POWERSHIFT DIRECTION

LEVER: four gears are selectable for the
required ground speed in forward and 2 two
gears for reverse travel.
IMPORTANT: the gear changes and direction of
travel are governed by the micro processor to maintain smooth and safe changes, irrespective of gear
selected. Therefore upshifting, downshifting or direction of travel through the gears will only occur
when the monitored machine speed is safe to do so.
2. DIFFERENTIAL LOCK SELECTION SWITCH:
depressing the spring loaded switch will lock
both rear wheels together giving equal drive and
will disengage when wheel torque equalizes or
the foot brakes are applied.
3. WARNING HORN BUTTON
4. LOADER ATTACHMENT CONTROL LEVER
5. TRANSMISSION DISCONNECT BUTTON

6. KICKDOWN SWITCH: if the machine is in 2nd
gear and 1st is required for loader work
engaging kick down instantly lowers the gear
from 2nd to 1st. When reverse is selected the
transmission reverts to 2nd gear.
7. ROLLER FOR THE PROPORTIONAL CONTROL
OF LOADER BUCKET 4X1
4X2 POWERSHIFT TRANSMISSION DISPLAY (EGS) - FORWARD SELECTION
93
94
4X2 POWERSHIFT TRANSMISSION DISPLAY (EGS) - REVERSE SELECTION
Powershift Lever Display - (LEDs)
LEDs - Numbered 1 through 4:
Indicate the direction of travel by the colour of the
LED
Forward = Green
Neutral = Red
Reverse = Orange
and also indicate the selected shift lever gear.
3
STEADY ILLUMINATED LED: indicates selected
transmission gear.
FLASHING LED: indicates the actual transmission
gear engaged (if different from that selected).
LEDs - Numbered 1 through 8: used during test
modes
LED - Number 8: illuminates green when the machine is at a standstill (in normal mode).
LED - Letter T = Self-diagnostic Mode:
Used in self-diagnostic test mode and will illuminate

during self test.
NOTE: in the event of a fault, (the light will flash),
Contact your Authorized Dealer for assistance.
LED - Letter N Indicates Neutral:
Illuminates when the transmission is shifted to neutral.

Powershift Lever and Microprocessor Functions
The microprocessor controls the transmission and
self checks its own memory continuously to ensure
that gear selection and range changes are always
performed in a safe manner.
Should a fault occur in the transmission or the microprocessor, the microprocessor will default to the reset mode.
95
96
Reset Mode:
When the microprocessor defaults to reset mode
both the T and N LEDs are displayed simultaneously
to indicate that a reset has taken place.
If no critical faults are active the microprocessor selects N2 and goes to the Neutral lock state. See
Driving with Powershift chapter.
Limp home:
If a fault is detected at power up the limp home facility is automatically selected.
IMPORTANT: if limp home is active, only 1st and
2nd gear will be selectable but without modulation.
Limp home active can be identified by the illumination of the following LEDs.
- Consult your Dealer.
T - LED
N - LED
CONDITION
Flashing
ON
Last fault currently shown on display
Flashing
Flashes Slower
Input error detected
Flashing
Flashes in Phase
Non critical output error detected
Flashing
Flashes Faster
Safety critical output error detected
Selecting Neutral
At power up, Neutral and 2nd Gear are automatically selected regardless of the Powershift lever position (1). The LED-2 and the N-LED are illuminated
RED, (neutral 2nd), the microprocessor is in a neutral lock state.
If after driving, neutral is selected and the shift lever
stays in neutral for more than 3 seconds the microprocessor automatically defaults to the neutral lock
state for safety. In neutral an automatic shift routine
takes effect to prevent damage to the transmission
due to overspeeding.
Leaving Neutral
A feature of the Powershift lever is the neutral lock
state, which does not allow forward or reverse direction drive to be selected. This feature prevents the
machine accidentally moving should the lever be
knocked into forward or reverse. To leave the neutral
lock state, you select drive direction followed by an
upshift by rotating the shift lever.
Selecting Forward
To select forward travel push the lever away from
you and the LED will illuminate green.
NOTE: when forward is selected you will not be given any indication of gear selected, only the maximum selected gear the transmission will shift to. The
microprocessor is programmed to be an automatic
speed based shift system
In addition whether forward actually engages at that
time, depends on the status of the machine, for example if on the move, road speed and direction will
be considered before any shift changes take place.
Selecting Reverse
To select reverse travel pull the lever towards you
and the reverse LED will illuminate orange.
NOTE: when reverse is selected you will not be given any indication of gear selected, only the maximum selected gear the transmission will shift too.
The microprocessor is programmed to be an automatic speed based shift system.
In addition whether reverse actually engages at that
time, depends on the status of the machine, that is if
on the move road speed and direction will be considered by the microprocessor.
97
98
Upshifting
Upshifting to a desired gear from neutral is achieved
by twisting the handgrip counter clockwise (+) in single movements. If held in this position the processor
will advance the shift selection from 2 through to 4 in
1.8 sec intervals.
NOTE: an upshift request after a downshift is delayed for 2 seconds. Should an error occur with the
speed sensor the microprocessor will not allow upshifts above 2nd gear and will be indicated by the T
LED flashing and the N LED flashing slower.
NOTE: if climbing up a steep incline select 2nd and

proceed, if speed and power allow upshift into 3rd
and 4th.
Downshifting
WARNING
If descending down a steep incline select 2nd and
proceed, upshifting only when safe to do so. You can
not downshift to reduce speed if the machine speed
is above 15 km/h (9 mph).
Downshifting to the desired gear is achieved by
twisting the handgrip clockwise (-) in single movements. If held in this position the processor will decrease the shift from 4, if the shift lever was in this
gear, through to 1 in 1.5 sec intervals.
NOTE: if the gear requested and the shift attainable
are not the same because of torque converter turbine rpm being too high, the gear position LED (e.g.
LED 4) will flash and the shift lever position will illuminate, not flashing, (e.g. LED 2), until the requested
gear is reached. When a gear position LED is flashing this indicates that the machine has to reduce
speed to reach the requested gear.
Direction Changes
Changing driving direction is achieved simply by
shuttling the Powershift lever between forward and
reverse and vice versa which is allowed at any time.
The system response however depends on machine
speed and currently engaged gear. When driving in
1st or 2nd gear direction changes are unrestricted
and are granted immediately.
F1 - R1
F2 - R2
R1 - F1
R2 - F2
When driving forward in 3rd or 4th gear two responses are possible depending on machine speed.
RESPONSE 1: If the machine speed in forward is
above 15 km/h (9 mph) and reverse is selected
downshift engages but momentum forward remains,
until the speed lowers sufficiently to allow downshift
to take place when reverse is achieved in 2nd gear.
RESPONSE 2: If the machine speed in forward is
less than 15 km/h (9 mph) reverse takes place immediately into 2nd gear.
Should a speed sensor fault be detected while in F3
or F4 a downshift sequence to 2nd gear will take
place and is indicated by the LED T flashing fast
and the LED N flashing slowly.
NOTE: if the transmission is in forward 1st gear due
to kick down the direction change will result in selection of reverse 2nd gear for efficient pull away. Refer
to Kick down for more information.
99
100
Transmission Powershift
In the previous paragraphs shift changes have been
shown as precise movements and twist actions of
the Powershift lever. However the transmission can
change gear automatically in forward or reverse as
described in the following paragraph:
Select forward and 4th gear on the Powershift lever
and with the handbrake released apply pressure to
the foot accelerator. As the engine revs and machine
speed increase the transmission will start from 2nd
gear and change up through 3rd and 4th gears up to
maximum road speed.
When you require to slow down or stop release the
foot accelerator and apply the foot brake, the transmission will automatically downshift through 4th, 3rd
and 2nd gear as the machine speed decreases.
Once stopped apply the handbrake and neutral will
be selected by the microprocessor.
To select drive again, simply twist the handgrip to select 4th and with the handbrake released apply pressure to the foot accelerator.
Kick Down
The kick down facility (2nd to 1st gear only) on this
transmission increases torque instantly to the driving
wheels and hence pushing power. For example
when the loader is pushing into a pile and more
torque is required at the wheels.
This is achieved by the instant gear change from 2nd
to 1st by the use of the button (1) without the need to
use the twist grip on the Powershift lever.
NOTE: the kick down facility is only available when
the transmission is in 2nd gear and the kick down
button (1) is depressed. If kick down can not be
achieved (machine speed too high) the LED 1 will be
illuminated and LED 2 will be flashing.
Transmission Disconnect
The disconnect feature is useful when loading, for
example; when pushing the loader into a pile and you
have sufficient dirt in the bucket press the disconnect
switch which disengages the transmission and allows the full power of the engine to be directed to the
hydraulic oil pump.
Disconnect is available in 1st and 2nd gear.
NOTE: transmission disconnect is selectable, when
the machine speed is less than 5 km/h (3 mph) and
by depressing the button on the loader lever and remains active until the pedals or switch are released.
Speed Ranges
The microprocessor controlling the Powershift transmission is pre-programmed to control the speed at
which the gear changes take place.
This effectively protects the transmission from excess forces, should gear changes be selected at
higher speeds than is desirable.
Shown in the chart opposite with an 18.4 X 26 R4
tyre fitted is the approximate (within 10%) maximum
speed available and at which speed an automatic
shift takes place in each gear.
(...) = Automatic upshift speed
[...] = Automatic downshift speed
As can be seen when downshifting from 4th gear at
maximum speed 39.5 km/h (24 mph) the microprocessor will not allow the downshift to take place until
the speed has lowered to approximately 19.9 km/h
(12 mph).
Refer to the chart for complete upshift and downshift
speed change details.
NOTE: in some countries the road speed of 40 km/h
(25 mph) is not allowed. In these circumstances the
transmission is governed to a maximum of 30 km/h
(18 mph) and the shift speed range reduces accordingly.
101
102
2.3
LUBRICATION
Oil capacity ................................14 litres (3.70 gal)

Suggested oil........... Ambra Hydrodex 3 NH 530 B
Daily
Check oil level daily with engine running at idle
(600 rpm) and oil at 82 - 93 C (179 - 199 F).
Maintain oil level at full mark.
Normal drain period
Normal drain period and oil filter change are for average environment and duty cycle condition.
Severe or sustained high operating temperature or
very dusty atmospheric conditions will cause accelerated deterioration and contamination.
For extreme conditions judgement must be used to
determine the required change intervals.
Every 1000 hours change oil filter.
Every 1000 hours drain and refill system as follows:
drain with oil at 65 - 93 C (149 - 199 F).
- Drain transmission.
- Oil filter, remove and discard, install new filter.
- Refill transmission (14 litres (3.70 gal)).
- Run engine at idle (600 rpm) to prime converter
and lines.
- When oil temperature is at 82 - 93 C (179 199 F) adjust oil level to full mark.
NOTE: it is recommended that oil filter be changed

after 100 hours of operation on new, rebuilt or repaired unit.
1. Drain plug
2. Oil level plug
2.4
103
PRESSURE SPECIFICATIONS AND CHECK POINTS
Normal operating temperature 70 - 120 C (158 248 F) measured at temperature check port to cooler.
Maximum allowed transmission temperature 120 C
(248 F).
Transmission regulator pressure (*) - (neutral 2nd
speed).
at 600 rpm: 16.5 bar (239 psi).
at 2200 rpm: 19.6 - 23.1 bar (284 - 335 psi).
Pump flow (*)
at 2200 rpm in neutral 2nd speed: 64.9 l/min
(17.10 gal/min) minimum.
at 2200 rpm in reverse 1st, 2nd, forward 1st, 2nd
maximum 3 l/min (0.80 gal/min) less than in neutral
2nd.
at 2200 rpm in forward 3rd and 4th: maximum
5 l/min (1.30 gal/min) less than in neutral 2nd.
Clutch pressures (*) at 2200 rpm:
18.1 - 21.5 bar (262 - 312 psi) clutch activated.
0 - 0.2 bar (0 - 3 psi) clutch released.
Filter by-pass valve set at 4.1 - 5 bar (59 - 73 psi) (*).

Lube pressure (*) 0.3 - 0.5 bar (4 - 7 psi) at 47 l/min
(12.40 gal/min) pump flow (1800 rpm).
Internal leakage (*) 1.5 - 3.0 l/min (0.40 - 0.80 gal/
min) for each clutch.
Maximum total leakage 6.8 l/min (1.80 gal/min)
(1.8 GPM) (clutch leakage + range + converter leak
+ valve leak) without disconnect clutch.
Safety valve: cracking pressure (*) 9,5 - 10,5 bar
(138 - 152 psi).
To cooler (converter out) pressure (*) 2 bar (29 psi)
minimum at 2000 rpm and maximum 5 bar (73 psi)
at no load governed speed.
Converter by-pass valve set at 5 - 7 bar (73 102 psi) (*).
(*) All pressures and flows to be measured with oil
temperature of 82 - 93 C (179.6 - 199.4 F).
A. Front view
B. Rear view
1. Dipstick hole M27 x 2.5
2. Pressure check port forward hi clutch (forward
3rd and forward 4th) 18.1-21.5 bar (262-312 psi)
3. Pressure check port from cooler (lube pressure)
4. Pressure check port forward port forward low

clutch (forward 1st and forward 2nd)
5. To cooler 18.1-21.5 bar (262-312 psi)
6. Pressure check port reverse clutch (reverse 1st
and reverse 2nd) 18.1-21.5 bar (262-312 psi)
7.
(262-312 psi)
8. From cooler
104
C. Left side view

D. Top view
9. Pressure check port converter in 5-11 bar (73160 psi)
10. Pressure check port 2nd clutch (forward 2nd forward 4th - reverse 2nd) 18.1-21.5 bar (262312 psi)
11. To cooler
12. Pressure check port 4WD 18.9-27.5 bar (274399 psi)
13. Pressure check port regulator pressure 19.623.7 bar (284-344 psi)
14. Filter plug M22 x 1.5
E. Bottom view
F. Right side view
15. Temperature check port converter out to cooler
M10 x 1
16. Pressure check port converter out to cooler

1.0625-12 UN2B SAE
17. Pressure before filter
2.5
105
TRANSMISSION COOLER
1. To cooler from converter

2. Transmission cooler
3. From cooler to transmission lube distributor
COOLER LINES SPECIFICATIONS
Suitable for operation from ambient to 120 C
(248 F) continuous operating temperature.
Must withstand a 20 bar (290 psi) continuous pressure and a 40 bar (580 psi) variable pressure.
Confirm SAE J1019 and SAE J517, 100RI.
106
2.6
TRANSMISSION HYDRAULIC DIAGRAM
Pressure check port
Temperature check port
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
Operator compartment
Pressure gauge
Temperature gauge
Torque converter
Torque converter (pressure difference 4 bar
(58 psi)) by-pass valve
Cooler
Lubrication
Safety valve 10 bar (145 psi) cracking pressure
Solenoid pressure 5 bar (73 psi)
Pressure regulator valve 20 bar (290 psi)
By-pass valve pressure difference 4.3 bar (62 psi)
Filter
Pump
Air breather
Filter
Oil sump
Pressure reducer to 5.5 bar (80 psi)
Accumulator
19. Pressure booster 0 - 5.5 to 0 - 20 bar (0 - 80 to 0 290 psi)

20. Electronic controlled modulation valve 5.5 to 0 bar
(80 to 0 psi)
21. Modulated pressure 0 to 20 bar (0 to 290 psi)
22. Clutch pressure 20 bar (290 psi)
23. Solenoid N/forward
24. Solenoid N/reverse
25. Solenoid high/low
26. Solenoid 2nd/1st
27. Solenoid range modulation
28. Solenoid disconnect
29. Reverse clutch
30. Forward low clutch
31. Forward high clutch
32. 2nd clutch
33. 1st clutch
34. Disconnect clutch
2.7
107
OPERATION
The transmission and hydraulic torque converter of the power train enacts an important role in transmitting engine power to the driving wheels. In order to properly maintain and service these units it is important to first
understand their function and how they operate.
The transmission and torque converter function together and operate through a common hydraulic system.
With the engine running, the transmission charging pump draws oil through the oil suction filter and directs it
through the oil filter and pressure regulating valve.
Across the oil filter is a filter by-pass valve which will open if the pressure difference becomes higher than
4.3 bar (62 psi).
The pressure regulating valve maintains pressure for the control valve and clutches at 20 bar (290 psi).
Excess oil volume is bled off into the converter circuit. A safety valve is fitted between the pressure regulator
and converter.
The valve will open if pressure in this line becomes higher than 10 bar (145 psi).
After entering the converter the oil is directed through the converter blade cavity and exits in the passage between the turbine shaft and pump drive shaft and flows to the cooler.
After leaving the cooler the oil is directed to a fitting on the transmission.
Then through a series of tubes and passages lubricates and cools the transmission bearings and clutches.
The oil then gravity drains back to the transmission sump.
Across the converter and oil cooler is a converter by-pass valve which will open if the pressure difference is
higher than 4 bar (58 psi) (during start up from cold or at high rpm).
108
Basically the transmission is composed of five main assemblies:
The converter and pump drive section

The input or directional clutches
The range clutches
The output section
109
THE CONVERTER AND PUMP DRIVE SECTION

Engine power is transmitted from the engine flywheel to the impeller through the impeller cover.
This element is the pump portion of the torque converter and is the primary component which starts the
oil flowing to the other components which results in
torque multiplication. This element can be compared
to a centrifugal pump in that it picks up fluid at its
centre discharges at its outer diameter.
The torque converter turbine is mounted and discharge opposite the impeller and is connected to the
turbine shaft or directional clutch shaft.
This element receives fluid at its outer diameter and
discharges at its centre.
The stator of the torque converter is located between and at the centre of the inner diameters of the
impeller and turbine elements. Its function is to take
the fluid which is exhausting from the inner portion of
the turbine and change its direction to allow correct
entry for recirculation into the impeller element.
This recirculation causes the converter to multiply
torque.
The converter will multiply engine torque to its designed maximum multiplication ratio when the turbine shaft is at zero rpm (stall).
Therefore we can say that as the turbine shaft is decreasing in speed, the torque multiplication is increasing.
In the impeller cover a splined shaft is fitted which
runs inside and through the turbine shaft to drive a
hydraulic pump which is fitted at the back of the
transmission.
Since the shaft is connected to the centre of the impeller cover, the pump speed will be the same as engine speed.
The rear side of the impeller cover has a tanged drive
which drives the transmission charging pump located in the converter housing. The transmission charging pump speed is also the same as the engine
speed.
The converter and pump drive section
110
THE INPUT OR DIRECTIONAL CLUTCHES

The turbine shaft driven from the turbine transmits
power to the forward or reverse clutches.
These clutches consists of a drum with splines and
a bore to receive a hydraulic actuated piston.
The piston is oil tight by the use of sealing rings.
A steel disc with external splines is inserted into the
drum and rests against the piston.
Next, a friction disc with splines at the inner diameter
is inserted.
Discs are alternated until the required total is
achieved.
A back up plate is then inserted and secured with a
snap ring.
A hub with outer diameter splines is inserted into the
splines of discs with teeth on the inner diameter.
The discs and hub are free to increase in speed or
rotate in the opposite direction as long as no pressure is present in that specific clutch.
To engage the clutch, the control valve which is fitted
on the side of the transmission will direct oil under
pressure through tubes and passages to the selected clutch shafts.
Oil seals are located on the clutch shafts.
These rings direct the oil through a drilled passage
in the shaft to the desired clutch.
Pressure of the oil forces the piston and discs
against the back up plate.
The discs with splines on the outer diameter clamping against discs with teeth on the inner diameter enables the drum and hub to be locked together and
allows them to drive as one unit.
When the clutch is released, a return spring will push
the piston back and oil will drain back via the control
valve into the transmission sump.
The T16000 transmission has one reverse clutch
and two forward clutches (forward low and forward
high).
This in combination with the two range clutches result in the transmission having 4 forward speeds and
2 reverse speeds.
The engagement of the directional clutches is modulated; which means that clutch pressure is built up
gradually.
This will enable the unit to make forward, reverse
shifts while the vehicle is still moving and will allow
smooth engagement of drive.
The modulation is controlled electronically in the
control valve.
The input or directional clutches
111
THE RANGE CLUTCHES

Once a directional clutch is engaged power is transmitted to the range clutches (1st or 2nd).
Operation and actuation of the range clutches is
similar as the directional clutches.
The engagement of the range clutches is also modulated to enable a smooth engagement.
The modulation for these clutches is achieved by
means of a restrictor valve fitted in the control valve
which is controlled electronically and which limits oil
flow to the clutch during shifts.
In the clutch itself the plate before the end plates is
dished to build up the clamping force of the clutch
gradually.
The range clutches

THE OUTPUT SECTION
With a range clutch engaged power is finally transmitted to the output shafts.
The transmission can have an upper output or lower
output at the rear side of the unit, and a lower output
at the front side. Output rotation of the rear upper
output is opposite the engine rotation when the forward clutch is engaged, while output rotation of the
lower rear output and the front output is the same as
the engine rotation with the forward clutch engaged.
Ratio between upper and lower output is 0.951:1.
The lower front output has an axle disconnect clutch
to enable 4WD.
The clutch is similar as the other clutches except that
it has no modulation.
The disconnect is controlled electronically. Without
an electrical signal the clutch is always engaged.
The output section
112
THE TRANSMISSION CONTROLS

The transmission is controlled by an electronic gear
selector (EGS). This unit has a microprocessor which
receives certain inputs (gear selector position, speed
sensor...) which are processed and will give output
signals to the control valve.
The control valve has 6 solenoid, 6 shift spools, a
pressure reducer, an electronic controlled modulation
valve, an accumulator, a pressure booster and a
speed sensor.
Operation of the valve is as follows:
Regulated pressure 20 bar (290 psi) is directed to the
shift spools, pressure booster and pressure reducer.
In the pressure reducer, regulated pressure is reduced to 5,5 bar (80 psi). This reduced pressure is
used as supply for the solenoid and electronic controlled modulation valve.
When activated, the electronic controlled modulation
valve will give an output pressure curve from 0 to
5 bar (0 to 73 psi).
This pressure curve is multiplied in the booster so that
a curve from 0 to 20 bar (0 to 290 psi) is available for
the directional clutches.
Between the electronic modulation valve and the
booster is an accumulator to damper any hydraulic vibration.
When forward is selected the electronic modulation
valve and the forward solenoid are activated.
The pilot pressure of the forward solenoid will move
the shift spool so that a forward clutch can be fed with
modulated pressure.
If the high/low solenoid is not activated the forward
high clutch is engaged, if it is activated the forward low
clutch is engaged.
When reverse is selected the electronic modulation
valve and the reverse solenoid are activated, the pilot
pressure of the reverse solenoid will move the shift
spool so that the reverse clutch can be fed with modulated pressure.
The shift spools from forward and reverse are located
against each other with a return spring in between;
this is to make sure that only one direction can be selected.
Range is selected as follows:
if the range solenoid (2nd/1st) is not activated, regulated pressure is fed through the modulation shift
spool and through the 2nd/1st shift spool to the 2nd
clutch.
If the range solenoid (2nd/1st) is activated, the pilot
pressure will move the shift spool so that 1st clutch is
fed.
The range clutches also have modulation which operates as follows:
When the range is changed, oil will flow through the
modulation shift spool to the chosen range clutch momentary until the friction discs are closed against the
dished plate. At that moment the range modulation
solenoid is activated.
The transmission controls
113
The pilot pressure will move the modulation shift

spool so that oil supply is fed through a restrictor
which is in by-pass of the valve.
The controlled volume of oil is used to push in the
dished outer plate gradually until the clutch is fully
closed.
This will give a smooth build up of torque. At that moment the range modulation solenoid is released, so
that the modulation shift spool return to its rest position and allowing full oil flow to the clutch.
The control valve also controls the front lower output
disconnect clutch. If the solenoid is not activated full
oil pressure is fed through the disconnect shift spool
to the disconnect clutch.
If the solenoid is activated, pilot pressure will move
the disconnect shift spool to block oil supply to the
disconnect clutch to release it.
The control valve also has a speed sensor. This sensor will pick up upper output gear speed.
This information is used in the electronic gear selector to determine shift logic.
Since the sensor picks up upper output gear speed,
the signal will be in direct relation of the turbine
speed if any directional clutch is engaged.
Transmission gear
Activated solenoids
Activated clutches
Forward 4
Forward
Forward high, 2nd
Forward 3
Forward, 2nd/1st
Forward high, 1st
Forward 2
Forward, Forward high/low
Forward low, 2nd
Forward 1
Forward, Forward high/low, 2nd/1st
Forward low, 1st
Reverse 1
Reverse, 2nd/1st
Reverse, 1st
Reverse 2
Reverse
Reverse, 2nd
Disconnect off
Disconnect
---------------
Disconnect on
---------------
Disconnect
114
2.8
POWER FLOWS
1st speed forward
2nd speed forward
3rd speed forward
4th speed forward
1st speed reverse
115
2nd speed reverse
116
OPERATING VALVES AND SOLENOIDS
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
Transmission sump
Transmission breather
Suction strainer
Gerotor oil pump
Pressure oil filter
Filter by-pass valve 4.3 bar (62 psi)
System pressure regulating valve 20 bar
(290 psi)
Oil to converter circuit
Neutral reverse shift spool
Pressure booster 0-20 bar (0 to 290 psi)
Neutral forward solenoid
High / low shift spool
High / low solenoid
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
Neutral reverse solenoid

1st gear clutch
Accumulator
Electronic modulation valve 0-5.5 bar (0-80 psi)
Pressure reducing valve 5.5 bar (80 psi)
2nd / 1st shift spool
Range modulation spool
Range modulation restriction
4WD shift spool
4WD solenoid
Range modulation solenoid
2nd / 1st Solenoid
117
TORQUE CONVERTER AND COOLER CIRCUIT
Suction oil
Return to oil tank
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
Transmission sump
Suction strainer
Gerotor oil pump
Pressure oil filter
System pressure test port 20 bar (290 psi)
Oil flow to control valve
(290 psi)
Converter circuit safety valve 10 bar (145 psi)
Converter system pressure test port 5 bar
(73 psi)
Torque converter
Converter oil temperature port
Oil cooler pressure test port
Converter pressure by-pass valve 4 bar (58 psi)
Oil cooler
Oil temperature port after cooler
Lubrication pressure port
Lubrication galleries
High Pressure Oil

Torque Converter and Lubrication Oil
118
SERVO PILOT PRESSURE CIRCUIT
Suction Oil
High Pressure Oil
1.
2.
3.
4.
5.
6.
7.
8.
Transmission sump
Suction strainer
Gerotor oil pump
Pressure oil filter
(290 psi)
9. Oil flow to converter
10. Oil flow to shift spools
11. Pressure reducing valve 5.5 bar (80 psi)
Return to oil tank

Pilot Pressure
Modulated Pilot Oil
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
2nd / 1st Solenoid

4WD solenoid
High / Low solenoid
Accumulator
Pressure booster 0-20 bar (0-290 psi)
Modulated pressure to shift spools 0-20 bar (0290 psi)
119
SERVO CONTROL FORWARD SECOND GEAR 4WD ENGAGED

System pressure is reduced to 5.5 bar (80 psi) by the pressure reducer this oil then supplies the 6 solenoids
and electronic modulation valve.
When the powershift lever is moved forward and twisted anti clockwise an electrical signal is sent to:
The high low solenoid which energizes allowing pilot oil to flow to the shift spool.
The neutral forward solenoid which energizes allowing pilot oil to flow to the shift spool.
The powershift lever will then reduce the current to the modulation valve which gives an output pressure curve
from 0 to 5.5 bar (0 to 80 psi) to the pressure booster valve.
The modulation pressure curve is multiplied by 4 in the pressure booster so that a curve of 0-20 bar (0-290 psi)
is available for the directional clutches.
Between the modulation valve and the booster is accumulator to dampen any hydraulic vibration.
Suction Oil
High Pressure Oil
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
Transmission sump
Suction strainer
Gerotor oil pump
Pressure oil filter 20 bar (290 psi)
System pressure regulating valve 20 bar (290 psi)
Oil flow to converter
Oil flow to shift spools 0-20 bar (0-290 psi)
2nd / 1st Solenoid
4WD solenoid
Return to Tank
Pilot Pressure
Modulated Pilot Oil
15.
16.
17.
18.
High / Low solenoid

Electronic modulation valve 0-5.5 bar (0 to
80 psi)
19. Accumulator
20. Pressure booster 0-20 bar (0-290 psi)
21. Modulated pressure to shift spools
120
SERVO CONTROL FORWARD THIRD GEAR 4WD ENGAGED

When the powershift lever is moved forward and twisted anti clockwise an electrical signal is sent to:
The range modulation solenoid sending pilot pressure to the spool.
The 1st 2nd solenoid sending pilot pressure to the spool.
Once the 3rd gear has been engaged the range modulation solenoid will be de-energized.
The high/low solenoid prevents pilot oil to flow to the shift spool.
The neutral forward solenoid allowing pilot oil to flow to the shift spool.
The powershift electronics will then reduce the current to the modulation valve which gives an output pressure
curve from 0-5.5 bar (0-80 psi) to the pressure booster valve.
is available for the directional clutch.
The 4WD solenoid supplies pilot oil to the shift spool.
Suction Oil
High Pressure Oil
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Transmission sump
Suction strainer
Gerotor oil pump
Pressure oil filter
(290 psi)
Oil flow to shift spools
Return to oil tank

Pilot Pressure
Modulated Pilot Oil
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
2nd / 1st Solenoid

4WD solenoid
High / Low solenoid
Accumulator
121
SERVO CONTROL REVERSE FIRST GEAR 4WD ENGAGED

When the powershift lever is moved rearward and twisted clock wise a electrical signal is sent to:
The range modulation solenoid sending pilot pressure to the spool.
The 1st 2nd solenoid sending pilot pressure to the spool.
Once the 1st gear has been engaged the range modulation solenoid will be de-energized.
The low/high solenoid sends pilot oil to the shift spool.
The neutral reverse solenoid allowing pilot oil to flow to the shift spool.
The powershift lever microprocessor will then reduce the current to the modulation valve which gives an output pressure curve from 0-5.5 bar (0-80 psi) to the pressure booster valve.
is available for the directional clutches.
Suction Oil
High Pressure Oil
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Transmission sump
Suction strainer
Gerotor oil pump
Pressure oil filter
(290 psi)
Oil flow to shift spools
Return to oil tank

Pilot Pressure
Modulated Pilot Oil
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
2nd / 1st Solenoid

4WD solenoid
High / Low solenoid
Accumulator
122
CONTROL VALVE OPERATION FORWARD, SECOND GEAR WITH 4WD ENGAGED

Pressure oil from the system regulating valve flows to the pressure reducing valve.
The pressure lowers to 5.5 bar (80 psi). This oil flows to the 6 solenoids.
Oil also supplies the modulation valve.
When the powershift lever is moved forward and twisted anti clock wise a electrical signal is sent to:
Oil flows from the system pressure regulating valve at 20 bar (290 psi) through the 4WD spool to engage the
4WD clutch.
System pressure also flows through the range modulation valve, then through the 1st 2nd spool to engage
the 2nd gear clutch.
The high low solenoid which energizes allowing pilot oil to flow to the shift spool. This will allow oil to flow to
the low clutch.
The neutral forward solenoid which energizes allows pilot pressure to flow to the shift spool this will allow oil
to flow on to the forward low shift spool.
The modulation valve has a reducing current from the microprocessor, pilot pressure gradually increases acting on the boost valve and it multiplies pilot pressure.
The oil from the boost valve is modulated allowing a steady increase of pressure to act on the forward low
clutch pack which gradually takes up drive until clutch pressure reaches 20 bar (290 psi).
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
Transmission sump
Suction strainer
Gerotor oil pump
Pressure oil filter
2nd / 1st Solenoid
2nd gear clutch
1st gear clutch
4WD solenoid
4WD shift spool
4WD clutch
High / low solenoid
Forward high clutch
Forward low clutch
Reverse clutch
Neutral forward shift spool
Accumulator
123
Control valve operation forward, second gear with 4WD engaged
Suction Oil
High Pressure Oil
Return to oil tank

Pilot Pressure
Modulated Pilot Oil
124
CONTROL VALVE OPERATION FORWARD, THIRD GEAR WITH 4WD DISENGAGED

Pressure oil from the system regulating valve flows to the pressure reducing valve.
The pressure lowers to 5.5 bar (80 psi). This oil flows to the 6 solenoids. Oil also supplies the modulation valve.
When the powershift lever is moved forward and twisted anti clock wise and the 4WD is switched off a electrical
signal is sent to:
The 4WD solenoid, sending pilot pressure to the shift spool.
This will move the spool preventing oil flowing to the clutch disengaging 4WD.
The range modulation solenoid allowing pilot oil to the range modulation valve, which restricting oil flow to the
1st 2nd shift spool.
The 1st 2nd solenoid, sending pilot pressure to the 1st 2nd shift spool which directs oil to the 1st clutch.
Once the 1st gear clutch is engaged the range solenoid is de-energized and full flow will go to the 1st gear
clutch.
The neutral forward solenoid which energizes allows pilot pressure to flow to the shift spool this will allow oil
to flow on to the forward high shift spool.
The modulation valve has a reducing current from the microprocessor, pilot pressure gradually increases acting on the boost valve and it multiplies pilot pressure by 4.
The oil from the boost valve is modulated allowing a steady increase of pressure to act on the forward high
clutch pack which gradually takes up drive until clutch pressure reaches 20 bar 20 bar (290 psi).
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
Transmission sump
Suction strainer
Gerotor oil pump
Pressure oil filter
System pressure test port
2nd / 1st Solenoid
2nd gear clutch
1st gear clutch
4WD solenoid
4WD shift spool
4WD clutch
High / low solenoid
Forward high clutch
Forward low clutch
Reverse clutch
Accumulator
125
Control valve operation forward, third gear with 4WD disengaged
Suction Oil
High Pressure Oil
Return to oil tank

Pilot Pressure
Modulated Pilot Oil
126
CONTROL VALVE OPERATION REVERSE, FIRST GEAR WITH 4WD ENGAGED

Pressure oil from the system regulating valve flows to the pressure reducing valve. The pressure lowers to
5.5 bar (80 psi). This oil flows to the 6 solenoids.
Oil also supplies the modulation valve. When the powershift lever is moved rearward, kick-down button is depressed and the 4WD is switched off a electrical signal is sent to:
The range modulation solenoid allowing pilot oil to the range modulation valve, which restricting oil flow to the
1st 2nd shift spool.
The 1st 2nd solenoid, sending pilot pressure to the 1st 2nd shift spool which directs oil to the 1st clutch.
Once the 1st gear clutch is engaged the range solenoid is de-energized and full flow will go to the 1st gear
clutch.
The neutral reverse solenoid which energizes allows pilot pressure to flow to the shift spool. This will allow oil
to flow on to the reverse shift spool.
The modulation valve has a reducing current from the microprocessor, pilot pressure gradually increases acting on the boost valve and it multiplies pilot pressure.
The oil from the boost valve is modulated allowing a steady increase of pressure to act on the reverse clutch
pack which gradually takes up drive until clutch pressure reaches 20 bar (290 psi).
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
Transmission sump
Suction strainer
Gerotor oil pump
Pressure oil filter
2nd / 1st Solenoid
2nd gear clutch
1st gear clutch
4WD solenoid
4WD shift spool
4WD clutch
High / low solenoid
Forward high clutch
Forward low clutch
Reverse clutch
Accumulator
127
Suction Oil
High Pressure Oil
Return to oil tank
Pilot Pressure
Modulated Pilot Oil
128
PRESSURE TESTING TORQUE CONVERTER AND COOLER CIRCUIT

All pressure and flow testing should be measured with an oil temperature of 82 - 93 C (179.6 - 199.4 F).
For operating speed refer to each test.
Port 1 System pressure.
Engine set to 750 revs/min minimum pressure 15 bar (218 psi).
Engine set to 2200 revs/min 19.6-23.1 bar (284-335 psi).
Port 2 Torque converter in.
Engine set to 2200 revs/min oil pressure range 5-11 bar (73-160 psi).
Port 3 Torque converter out.
Engine speed 2000 revs/min minimum pressure 2 bar (29 psi).
Engine speed 2200 revs/min maximum pressure 5 bar (73 psi).
Port 4 Oil temperature converter out.
Normal operating temperature 80-90 C (176 - 194 F).
Maximum temperature 120 C (248 F).
Port 5 Oil temperature cooler out.
T.B.A
Port 6 Lubrication pressure.
Engine speed 2000 revs/min pressure range 0.8-2.0 bar (12-29 psi).
HYDRAULIC OIL FLOWS
Oil flows to the pressure regulating valve, maintaining system pressure to the control valve and clutches at
20 bar (290 psi).
Excess oil flow is bleed off to the converter circuit which is protected by a 10 bar (145 psi) safety valve.
Oil enters the converter through the converter blade cavity and exits in the passage between the turbine shaft
and pump drive.
Oil then flow to the external cooler.
Across the converter and oil cooler circuit a by-pass valve is fitted if the pressure difference is more than 4 bar
(58 psi) the valve will open. Directing excess oil to the lubrication circuit.
This protects the system during start up from cold oil or at high revs/min.
After leaving the cooler the oil is directed via a single fitting on the rear of the transmission to a series of tubes
and passages, to lubricate and cool the transmission bearings and clutches.
Oil is drawn up from the sump, via an internal strainer, through the inlet port of the hydraulic pump.
Oil is pumped out to the pressure filter.
Across the oil filter is a filter by-pass valve which will open if the pressure difference becomes higher than
4.3 bar (62 psi).
Oil then drains back by gravity to the transmission sump.
2.9
129
GEAR AND CLUTCH LAY OUT
Forward low
Forward high
Reverse and 1st
2nd
Disconnect
Input shaft
130
2.10 TRANSMISSION REMOVAL AND INSTALLATION

REMOVAL
WARNING
Before performing any service or maintenance on the machine ensure the wheels are chocked / blocked to
prevent the machine from moving.
1. Lower the loader to the ground or raise and secure (dependent upon lifting apparatus) and release any
pressure in the system as required. Apply the handbrake and chock the wheels.
2. Switch off engine.
3. Isolate battery.
4. Remove all engine panels.
5. Remove front cast cowling.
6. Drain engine coolant and remove hoses.
IMPORTANT: air conditioning where fitted - Do not disconnect the air conditioning hoses from the compressor
or condenser unless a refrigerant reclaim system is to be used. Engine / Transmission removal from the machine does not require the system to be discharged.
Remove the condenser from the front radiator and place the condenser to one side of the chassis.
Disconnect the air conditioning compressor attaching hardware and place the compressor to one side of the
chassis.
Disconnect the expansion bottle connections from the radiator.
7. Remove all attaching bolts from radiator.
8. Disconnect transmission cooler pipes.
9. Remove radiator, taking care not to damage the fan or hydraulic oil cooler.
10. Remove air cleaner assembly.
11. Disconnect all electrical connections.
12. Disconnect hydraulic pipe clamps.
13. Disconnect the fuel tank feed and return pipes.
14. Disconnect the foot accelerator cable at the fuel injection pump.
15. Remove the cab mat.
16. Remove the cab floor access panel.
131
17. Disconnect the 12 pin connector from the transmission valve chest mounted to the left hand
side of the of the transmission.
18. Disconnect the transmission to lock out valve
pipe.
19. Disconnect lock out return pipe and the plug hole
(oil will leak out of transmission).
20. Remove front drive shaft (where fitted) and remove rear drive shaft.
21. Disconnect the hand brake cable.
22. Disconnect and pull back hydraulic pump (leaving all pipes attached). Check that the oil pump
drive shaft does not slide out with the pump.
23. Check return from steering motor is on the outside of transmission oil level tube.
24. With the engine supported and using a hoist

capable of supporting a total weight of 800 kg
(1760 lb) loosen and remove the engine and
transmission mounting bolts.
IMPORTANT: if the hydraulic oil pump is removed
from the transmission / engine assembly the balance of the assembly when hoisted will be front end
heavy.
25. Using lifting tool for engine-transmission assy
(1) 380300030 very carefully raise and guide the
engine/transmission assembly from the vehicle.
132
SEPARATING ENGINE FROM TRANSMISSION

1. Place the engine/transmission assembly on a
suitable splitting stand.
2. Remove the starter motor assembly.
3. Unscrew and remove the torque converter attaching bolts accessed through the starter motor
aperture (1).
4. Remove the engine timing tab (2).
5. Unscrew and remove the bell housing bolts.
6. Gently slide the transmission with the torque
converter from the engine.
INSTALLATION
Place a stud in one tang of the flexi plate and as the
transmission is assembled up to the engine guide
the stud through a bolt hole of the flywheel, remove
the stud and refit a bolt.
Refit the attaching bolts which couple the transmission to engine.
Turn the engine crankshaft using a torque bar to expose in turn each attaching bolt hole of the flywheel
through the flexi plate and refit all of the bolts.
Hoist the engine / transmission assembly back into
the vehicle and centralize in the machine using a
measure between the chassis and centre line of the
crankshaft pulley. This ensures the engine is centrally positioned before torque up of the engine /
transmission to chassis bolts.
Reconnect all ancillary equipment as previously described.
Ensure all attaching hardware is tightened to the
correct torque value as detailed in the specifications.
Ensure after installation that all fluid levels are correct prior to start up.
Start and run the engine until correct operating temperature is achieved to purge air from cooling system.
Stop engine, check for leaks, rectify as required and
recheck fluid levels.
133
TRANSMISSION TO ENGINE INSTALLATION PROCEDURE

Remove all burrs from flywheel (1) mounting face
and nose pilot bore (3). Clean drive plate surface
with solvent.
Check engine flywheel (4) and housing (1).

Measure and record engine crankshaft end play.
Install two 63.500 mm (2.5 in) long transmission to
flywheel housing guide studs in the engine flywheel
housing as shown. Rotate the engine flywheel to
align a drive plate mounting screw hole with the flywheel housing access hole (3).
Install a 101.60 mm (4 in) long drive plate locating
stud fine thread in a drive plate nut. Align the locating
stud in the drive plate with the flywheel drive plate (5)
mounting screw hole.
(Does not apply to units having 3 intermediate drive
plates).
Rotate the transmission torque converter to align the

locating stud in the drive plate with the flywheel drive
plate mounting screw hole (3). Locate transmission
on flywheel housing (1).
Aligning drive plate to flywheel and transmission to
flywheel housing guide studs, install transmission to
flywheel housing screws. Tighten the screws to the
specified torque. Remove transmission to engine
guide studs. Install remaining screws and tighten to
specified torque.
Remove drive plate locating stud.

Install drive plate attaching screw and washer.
Snug screw but do not tighten. Some engine flywheel housings have a hole located on the flywheel
housing circumference in line with the drive plate
screw access hole. A screwdriver or pry bar used to
hold the drive plate against the flywheel will facilitate
installation of the drive plate screws. Rotate the engine flywheel and install the remaining seven flywheel to drive plate attaching screws. Snug screws
but do not tighten.
After all eight screws are installed torque one torque
35 - 39 Nm (25 - 28 lbfft). This will require tightening
each screw and rotating the engine flywheel until the
full amount of eight screws have been tightened to
specified torque.
Measure engine crankshaft end play after transmission has been completely installed on engine flywheel.
This value must be within 0.025 mm (0.0009 in) of
the end.
6. Special stud, washer and self locknut furnished
by engine manufacturer
7. Impeller cover
8. Intermediate drive plate
134
2.11 TRANSMISSION COMPONENTS

CONVERTER HOUSING AND TRANSMISSION
ITEM
DESCRIPTION
QUANTITY
Plug
11
O-ring
11
O-ring
Plug
Ball
ITEM
DESCRIPTION
135
QUANTITY
Spring
Plug
O-ring
Spring safety valve
10
Ball
11
O-ring
12
Plug
13
O-ring converter housing to transmission case
14
O-ring converter housing to transmission case
15
Gasket converter housing to transmission case
16
Housing converter
17
Lock washer - converter housing to transmission case screw
14
18
Screw - converter housing to transmission case
14
19
O-ring filter adaptor
20
O-ring filter adaptor
21
Filter - adaptor
22
Lock washer - filter adaptor screw
23
Screw - filter adaptor
24
Assembly - filter
25
Oil seal - output shaft front
26
27
28
29
30
Clip - suction tube
31
Lock washer - suction tube screw
32
Screw - suction tube
33
O-ring suction tube
34
Retainer - suction tube
35
Assembly - tube and filter
36
Baffle - oil
37
Lock washer - oil baffle mounting screw
38
Screw - oil baffle mounting
39
Nut - oil baffle mounting screw
40
Lock washer - oil baffle mounting screw
41
Baffle - oil
42
Screw - oil baffle mounting
43
Plate - oil baffle
44
Plate - oil baffle
45
Pin - transmission case to converter dowel
136
ITEM
DESCRIPTION
QUANTITY
46
47
48
Case - transmission
49
O-ring
50
Plug
51
Plug
11
52
O-ring
11
53
Seal upper output
54
55
56
Plug - magnetic drain
57
Snap ring - output shaft rear bearing
58
Plug - output shaft bore
59
Sealing ring - plug
60
Plug
61
Plug
62
Plug
137
INPUT SHAFT, TORQUE CONVERTER, PUMP DRIVE, INTERNAL CHARGING PUMP AND DRIVE PLATE
ITEM
DESCRIPTION
QUANTITY
Screw - drive plate mounting
Lock washer - drive plate mounting screw
Ring - drive plate
138
ITEM
DESCRIPTION
QUANTITY
Plate - drive
Assembly - drive plate
Bushing - converter pilot
Assembly - torque converter
Oil seal - charging pump
Screw - pump mounting
10
Seal washer - pump mounting screw
11
Assembly - charging pump
12
O-ring charging pump
13
Ring - piston
14
Bearing - input shaft front
15
Snap ring
16
Snap ring
17
Gear - forward low and reverse drive
18
Snap ring
19
Shaft - input
20
Snap ring
21
Gear - forward high drive
22
Bearing - input shaft rear
23
Ring - piston
24
Assembly - pump drive shaft and sleeve
25
Ring - piston
26
Bearing - pump drive shaft
27
Snap ring
28
Retaining ring
29
Gasket - permanent pump adapter cover
30
Cover - permanent pump adapter
31
Lock washer - permanent pump adapter cover screw
32
Screw - permanent pump adapter cover
139
FORWARD LOW AND FORWARD HIGH SHAFT
ITEM
DESCRIPTION
QUANTITY
Bearing - front FWD low/FWD high shaft
Gear - forward driven
Snap ring
140
ITEM
DESCRIPTION
QUANTITY
Bearing - clutch gear
Retaining ring - clutch gear bearing
Gear forward low clutch
Ring - clutch gear piston
10
Snap ring
11
Snap ring
12
Washer
13
Snap ring - backing plate
14
Plate - clutch disc backing
15
Disc - outer half
16
Disc - outer
17
Disc - inner
18
Disc - outer half
19
Ring - retaining
20
Retainer spring
21
Spring - piston return
22
Plate spring - clutch piston wear
23
Assembly - clutch piston and seals
24
Seal - clutch piston - outer
25
Seal - clutch piston - inner
26
Assembly forward low/forward high, shaft drum and plug
27
28
29
Assembly clutch piston and seals
30
Plate spring clutch piston wear
31
Spring piston return
32
Retainer spring
33
Spacer clutch spring forward high
34
Ring - retaining
35
Disc - outer half
36
Disc - inner
37
Disc - outer
38
Disc - outer half
39
40
Spacer - clutch disc backing plate forward/high
41
Snap ring spacer
42
Thrust washer
43
Thrust bearing
ITEM
DESCRIPTION
141
QUANTITY
44
Bearing - needle
45
Gear - forward high clutch
46
Bearing - needle
47
Thrust bearing
48
Thrust washer
49
Bearing - rear forward low/forward high shaft
50
Ring - piston
142
REVERSE / 1ST SHAFT AND GEARS
ITEM
DESCRIPTION
143
QUANTITY
Bearing - front reverse: 1st shaft
Gear - reverse driven
Snap ring
Gear forward low clutch
Ring - clutch gear piston
10
Snap ring
11
Snap ring
12
Washer
13
Snap ring - backing plate
14
15
Disc - outer half
16
Disc - outer
17
Disc - inner
18
Disc - outer half
19
Ring - retaining
20
Retainer spring
21
22
23
24
25
26
Assembly reverse / 1st, shaft drum and plug
27
28
29
Assembly clutch piston and seals
30
Plate clutch piston wear
31
Assembly - spring disc
32
Ring - retaining
33
Disc - outer half
34
Disc - inner
35
Disc - outer
36
Disc - outer half
37
Modulation spring
38
39
Snap ring - clutch disc backing plate
40
Bearing clutch gear
144
ITEM
DESCRIPTION
QUANTITY
41
42
Gear - 1st clutch
43
44
Bearing clutch gear
45
Snap ring
46
Bearing - rear reverse / 1st shaft
47
Ring - piston
145
2ND SHAFT
146
ITEM
DESCRIPTION
QUANTITY
Ring - piston
Bearing - front 2nd shaft
Washer - bearing support
Bearing clutch gear
Retaining - ring clutch gear bearing
Gear - 2nd clutch
10
11
Modulation spring
12
Disc - outer half
13
Disc - outer
14
Disc - inner
15
Disc - outer half
16
Ring retaining
17
Retainer spring
18
Spring clutch - piston return
19
20
21
22
23
Assembly - 2nd shaft, drum and plug
24
Snap ring - gear retainer
25
Gear - lower output drive
26
Gear - upper output
27
Bearing rear - 2nd shaft
28
Flange yoke 1410 - upper output
29
O-ring - flange
30
Washer - flange nut
31
Nut - flange
147
OUTPUT SHAFT WITH INTERNAL DISCONNECT
ITEM
DESCRIPTION
QUANTITY
Nut - flange
Washer - flange nut
O-ring - flange
148
ITEM
DESCRIPTION
QUANTITY
Output flange front yoke 1410 with brake pads
Bearing - output shaft front
Ring - retaining
Disconnect hub
Assembly - output shaft front
10
Bushing
11
12
Spacer
13
Plate clutch disc backing
14
Disc - outer half
15
Disc - outer
11
16
Disc - inner
12
17
Disc - outer half
18
Ring - retaining
19
Retainer spring
20
21
22
23
24
25
Assembly - output shaft rear, drum and plug
26
27
Gear lower output
28
Snap ring gear retainer
29
Snap ring - rear bearing
30
Bearing - output shaft rear
31
Snap ring - rear bearing
32
Ring - piston
149
PARKING BRAKE
ITEM
DESCRIPTION
QUANTITY
Screw - brake mounting
Assembly - caliper
Nut - brake mounting screw
Nut - jam adjustment
Nut - adjustment
Washer - hardened
Washer - stainless steel
Washer - thrust
Lever
10
Boot
11
Cam
12
Id seal
13
Ball bearing
14
Plastic retainer
15
Cam
16
Torque plate - front
17
Pads assembly
18
Torque plate - rear
150
ITEM
DESCRIPTION
QUANTITY
19
Sleeve mounting
20
Bolt - Adjusting
21
Spring
151
ELECTRICAL CONTROL VALVE
ITEM
DESCRIPTION
QUANTITY
Control valve assembly
Control valve mounting screws
17
Control valve protection cover gasket
Control valve protection cover
Protection cover screw
20
Air breather
152
2.12 DISASSEMBLY AND ASSEMBLY

ASSEMBLY INSTRUCTIONS
1. Add some grease to O-ring before assembly.

2. Add some grease to piston rings before assembly slots of the piston rings are not allowed to
pass bores in housings.
3. Teflon seals must be sized prior to assembly, add
some grease to inner and outer diameter of
clutch drum before assembly.
4. Pump must be filled up with test oil prior to assembly.
5. Pump drive shaft must be installed after torque
converter.
6. Forward low, reverse, 1st, and 2nd clutch: 9 separator plates with inner splines. 8 friction plates
(friction material both sides) with outer splines, 2
1-side friction plates (friction material 1 side) with
outer splines.
Start with one 1-side friction plate, metal against
piston, then alternately separator and friction
plate.
End with a 1-side friction plate, metal side against
end plate or disc spring.
Be sure disc spring is mounted as shown.
Clearance: forward low and reverse:
min. clearance = 2.79 mm (0.11 in) (for carbon
plates)
max. clearance = 5.21 mm (0.20 in) (for carbon plates)
If clearance is more than 4.79 mm (0.18 in), add
one separator plate upon last separator plate.
Clearance: First and second:
min. clearance = 2.54 mm (0.10 in)
max. clearance = 5.41 mm (0.21 in)
If clearance is more than 4.54 mm (0.17 in), add
7. Forward high clutch: 4 separator plates, 3 friction plates and two 1-side friction plates.
Assembly see (6)
Clearance:
plates)
8. Disconnect clutch: 12 separator plates, 11 friction plates and two 1-side friction plates.
9.
10.
11.
12.
13.
14.
153
Assembly see (6)

Clearance:
plates)
If clearance is more than 5,66 mm (0.22 in), add
Installation force of disc spring is 3280 N
(737 lbf).
Be sure that shielded and sealed bearings are
mounted as shown.
Seals must be pressed in perpendicular upon
shaft axis from bearing side. Except lower rear
output.
Plug to be screwed in and torqued but without
Loctite.
First clutch springs concave side of first disc
spring to be placed against clutch piston wear
sleeve.
Remaining 10 springs to be stacked alternately
reversed as shown.
Shipping strap: only used during shipment of the
individual transmission.
NOTE: check if safety valve and valve block are tested before assembly.
15. Heat gears up to 150 C (302 F) before assembling.
16. Parking brake.
17. Mounting: tighten locking nuts with 0.25 to
1.25 mm (0.009 to 0.049 in) clearance between
nuts and sleeves.
Adjustment: loosen the (2) adjustment locking
nuts (1 and 2). Put lever in correct position.
Tighten inner adjustment nut (2) with 11 Nm
(8 lbfft). Back off inner adjustment nut (2).
Tighten outer locking nut (1) against inner adjustment nut (2). Clearance must be from 0.8 to
1.1 mm (0.03 to 0.04 in).
154
TRANSMISSION DISASSEMBLY
Remove the oil filter.
Remove the filter adapter screws.
Remove the filter adapter with the O-ring.
Remove the drive plate screws.
Remove the drive plates.
Remove the torque converter assy.
Remove the charging pump screws.
Use a bearing puller to remove the charging pump.
155
156
Remove the charging pump assy, remove the Oring.
Remove the parking brake mounting screws.
Remove the parking brake assy.
Remove the upper output nut, the washer, the Oring and the flange.
Remove the air breather.
Remove the control valve protection cover mounting

screws.
Remove the wiring connector mounting nut.
Remove the control valve protection cover and the

gasket.
157
158
Remove the control valve mounting screws.
Remove the control valve assy: remove the by-pass

valve spool and the spring in the meantime.
Remove the auxiliary pump hole cover screws.
Remove the auxiliary pump hole cover and the gasket.
Remove the pump drive shaft rear bearing locating
ring.
Remove the pump drive shaft and the bearing assy.
Remove the upper output nut, the washer, the Oring and the flange.
Remove the converter housing to the transmission

case screws and the lock washers.
159
160
Remove the transmission case plug.
Transmission case plug and gasket removed.
Spread ears on output shaft rear bearing retaining

ring. Holding snap ring open, tap on output shaft and
transmission case to remove case from converter
housing.
Lift transmission case from converter housing (using
lifting bracket).
Transmission case removed all drums and shafts

remain in converter housing.
Remove the transmission case to converter housing
gasket.
Remove the output shaft sealing rings.
Remove the output shaft rear bearing retaining ring.
Use bearing puller to remove the output shaft rear

bearing.
161
162
Output shaft rear bearing removed.
Using bearing puller to remove the 2nd shaft rear

bearing.
2nd shaft rear bearing removed.
Using bearing puller to remove the input shaft rear

bearing.
Input shaft rear bearing removed.
Remove the reverse and 1st shaft sealing rings.
Using bearing puller to remove the reverse and 1st

shaft rear bearing.
Reverse and 1st shaft rear bearing removed.
163
164
Remove the forward low and forward high shaft

sealing rings.
Using bearing puller to remove the forward low and

the forward high shaft rear bearing.
Forward the low and forward high shaft rear bearing

removed.
Use bearing puller to remove the forward high gear

from the input shaft.
Forward high gear removed.
Remove the baffle plates screws, remove the baffle

plates.
Remove the oil baffle to converter housing screws,

do not remove the oil baffle from the output shaft.
Remove the output shaft, the 2nd shaft and the oil
baffle at the same time.
165
166
Loosen the suction tube retainer screw.
Remove the suction tube retainer screw and the lock

washer.
Remove the suction tube retainer ring.
Remove the suction tube O-ring and the washer.
Remove the output shaft front bearing retainer ring.
Remove the output shaft front assembly.
Remove the input shaft, the reverse and the forward

shaft at the same time.
Remove the safety valve plug, the spring and the

ball.
167
168
Remove the by-pass plug, the spring and the ball.
FORWARD HIGH CLUTCH DISASSEMBLY
Remove the clutch shaft sealing rings.
Remove the thrust washer and the thrust bearing.
Remove the clutch gear outer needle bearing.
Remove the clutch gear.
169
170
Remove the clutch gear inner needle bearing.
Remove the thrust washer and the thrust bearing.
Remove the backing plate retaining ring.
Remove the clutch plate spacer.
Remove the clutch disc backing plate.
Remove the one outer half disc.
Remove the inner and the outer discs.
Remove the one outer half disc.
171
172
Compress the spring to remove the spring retainer

snap ring.
Remove the spring retainer snap ring.
Remove the clutch spring spacer.
Remove the clutch piston spring retainer.
Remove the clutch piston spring.
Remove the clutch piston wear plate.
Remove the clutch piston assy.
173
174
FORWARD LOW CLUTCH DISASSEMBLY

Use bearing puller to remove the front bearing and
gear.
Front bearing and gear removed.
Remove the gear retainer ring.
Use a bearing puller to remove the clutch gear and

the outer bearing.
Clutch the gear and the outer bearing removed.
Remove the spacer snap ring.
Remove the spacer.
175
176
Use a bearing puller to remove the clutch gear inner

bearing.
Clutch gear inner bearing removed.
Remove one outer half disc.
Remove the clutch gear inner bearing locating ring.

snap ring.
177
178
179
180
FORWARD LOW CLUTCH ASSEMBLY

Install the clutch piston outer seal.
NOTE: ring must be sized before installing in clutch
drum. Sizing is best accomplished by rotating piston
while holding a round object against the new sealing
ring. Rotate piston until sealing ring is flush with outer diameter of the piston.
Install the clutch piston inner seal.

Install the clutch piston in clutch drum, use caution
as not to damage the sealing rings.
Install the clutch piston wear plate on the piston.
Install the clutch piston spring.
Install the clutch piston spring retainer.
Install the clutch spring retainer snap ring.
Use a sleeve with the proper diameter to fit over

shaft and against retainer ring. A sharp blow with a
soft hammer will compress the spring and the seat
retainer ring.
Be sure ring is in full position in the groove.
Install one outer half disc, with friction material away

from the piston.
181
182
Install one steel disc.

Alternate friction and steel discs until the proper
amount of discs are installed.
First and last discs are steel.
Install one outer half disc with friction material down.
Install the backing plate.
Install the backing plate snap ring.
Install the spacer.
Install the spacer snap ring.
Install the inner bearing snap ring.
Install the clutch gear inner bearing.
183
184
Tap the inner bearing into the place.
Install the clutch gear bearing locating rings.
Install the clutch gear sealing ring. Install the clutch

gear in clutch drum. Align splines on clutch gear with
all internal teeth of steel discs. Do not force this operation. Gear splines must be in full position with internal teeth of all inner discs.
Install the clutch gear outer bearing.

Be sure that bearing shield is on the outside.
Tap the outer bearing into the place.
Install the outer bearing snap ring.
Warm the gear to 150 C (302 F), install the gear.
Warm the front bearing to 120 C (248 F), install the

bearing.
185
186
FORWARD HIGH CLUTCH ASSEMBLY

Install the clutch outer seal.
Install the piston inner seal and install the clutch piston in clutch drum; use caution as not to damage the
sealing rings.
Install the clutch piston wear plate on the piston.
Install the clutch piston return spring.
Install the piston return spring retainer.
Install the spring retainer spacer.

retainer ring.
187
188
Install one outer half disc with friction material away

from the piston.

amount of discs are installed, first and last discs are
steel.
Install the backing plate spacer.
Install the backing plate spacer retainer ring.
Install the thrust washer and the thrust bearing.
Install the clutch gear inner needle bearing.
189
190
Install clutch gear in clutch drum. Align splines on

clutch gear with internal teeth of steel discs.
Do not force this operation. Gear splines must be in
full position with internal teeth of all inner discs.
Install the clutch gear outer needle bearing.
Install the thrust washer and the thrust bearing.
Install the clutch shaft sealing rings.
FIRST CLUTCH DISASSEMBLY
Remove the clutch gear bearing retainer ring.

the outer bearing.
191
192
Remove the backing plate retainer ring.
Remove the backing plate.
Remove the modulation spring.
Use bearing puller to remove the clutch gear inner

bearing.
193
194
Compress the clutch piston belleville washer spring.

Remove the spring snap ring.
NOTE: force of disc spring is 3280 N (737 lbf).
Spring retainer ring removed.
Remove the disc belleville washer spring.
Remove the clutch piston wear sleeve.
195
196
REVERSE CLUTCH DISASSEMBLY

Use a bearing puller to remove the gear and the front
bearing.
Gear and front bearing removed.
Remove the clutch gear bearing retaining ring.

the clutch gear outer bearing.
Remove the spacer snap ring.
Remove the spacer.
197
198
Use a bearing puller to remove the clutch gear inner

bearing.
Remove the inner bearing locating ring.

snap ring.
199
200
201
202
REVERSE CLUTCH ASSEMBLY

Install the clutch piston inner seal. Install the clutch

piston in the clutch drum, use caution as not to damage the sealing rings.
Install the piston wear plate on the piston.
Install the clutch piston spring retainer.

retainer ring.
Install one outer half disc, with friction material away

from the piston.
203
204

Install the spacer.
Install the spacer snap ring.
Install the inner bearing snap ring.
Install the clutch gear inner bearing.
205
206
Install the clutch gear bearing locating rings.
Install the clutch gear sealing ring. Install the clutch

gear in the clutch drum. Align splines on clutch gear
with internal teeth of steel discs. Do not force this
operation. Gear splines must be in full position with
internal teeth of all inner discs.
Install the clutch gear outer bearing.
WARNING
Install the outer bearing snap ring.

bearing.
207
208
FIRST CLUTCH ASSEMBLY

Install the piston inner seal. Install the clutch piston

in the clutch drum. Use caution as not to damage the
sealing rings.
Install the clutch piston wear sleeve.
Install the piston return disc springs. First spring with

large diameter of bevel toward wear sleeve.
Alternate eleven (11) springs.
Install the disc belleville washer spring retainer ring.
Compress the spring to install the spring retainer

ring.

from the piston.

209
210
Install the modulator spring with large diameter up to

the backing plate.
Install the clutch disc hub inner bearing.
Install the clutch hub bearing locating rings. Install

the clutch gear in clutch drum. Align splines on
clutch gear with internal teeth of steel discs. Do not
force this operation. Gear splines must be in full position with internal teeth of all steel discs.
Install the clutch hub outer bearing.

211
212
Tap the outer bearing into the clutch hub.
Install the outer bearing retaining ring.
2ND CLUTCH DRUM DISASSEMBLY
Press upper the output gear from the 2nd shaft.
Press the gear from the 2nd shaft.
Remove the gear retaining ring.
213
214
Use bearing puller to remove the clutch hub and the

front bearing.
Remove the clutch shaft front bearing.
Remove the bearing washer.
Remove the clutch hub and the outer bearing.
Use a bearing puller to remove the clutch hub inner
bearing.
Remove the clutch hub inner bearing.
Remove the backing plate snap ring.
215
216
Remove the modulation spring.
Compress the spring to remove the spring retaining
ring.
Remove the spring retaining ring.
Remove the spring retainer.
Remove the clutch piston return spring.
217
218
Remove the piston wear plate.
SECOND CLUTCH DRUM ASSEMBLY
Install the piston outer seal.

Install the clutch piston in the clutch drum.
Use caution as not to damage the sealing rings.
Install the piston wear plate.
Install the piston return spring.
219
220
Install the spring retainer.
Install the spring retainer snap ring.
Use a sleeve with the proper inner diameter to fit

over shaft and against retainer ring. A sharp blow
with a soft hammer will compress the spring and the
seat retainer ring. Be sure ring is in full position in the
groove.

from the piston.
Install the modulator spring with large diameter up to

the backing plate.
221
222
Install the backing plate retainer ring.
Install the clutch hub inner bearing.
Tap the clutch gear inner bearing into the place.
Install the clutch hub bearing locating rings. Install

the clutch gear in clutch drum. Align splines on
clutch gear with internal teeth of steel discs. Do not
force this operation.
Gear splines must be in full position with internal
teeth of all steel discs.
Install the clutch hub outer bearing.
WARNING
Install the bearing washer.

bearing.
223
224
Install the gear retaining ring.
Warm the upper output gear to 150 C (302 F) install the gear.
OUTPUT SHAFT DISASSEMBLY
Remove the oil baffle screws and the nuts.
Remove the oil baffle.
Remove the output shaft sealing rings.
Remove the output shaft gear retaining ring.
225
226
Press the output gear from the shaft.
Remove the output gear.
Remove the oil baffle from the output shaft.
Remove the gear retaining ring.
Remove the backing plate snap ring.
Remove the backing plate spacer.
227
228
Compress the spring to remove the spring retaining

ring.
Remove the spring retaining ring.
Remove the spring retainer.
Remove the piston wear plate.
Remove the piston assembly.
229
230
OUTPUT SHAFT ASSEMBLY

Install the piston outer seal.

Install the clutch piston in the clutch drum.
Use caution as not to damage the sealing rings.
Install the piston wear plate on the piston.
Install the spring retainer.
Install the spring retainer snap ring. Use a sleeve

with the proper inner diameter to fit over shaft and
against snap ring. A sharp blow of a soft hammer will
compress the spring and the seat retainer ring. Be
sure ring is in full position in the groove.

from the piston.

231
232
Install one half disc with friction material down.
Install the backing plate spacer.
Install the oil baffle on the output shaft.
Install the output gear retaining ring.
Install the output gear retaining ring.
233
234
Install the output shaft sealing rings.
Install the rear oil baffle on the output shaft.
Install the oil baffle mounting screws, the washer

and the nuts and tighten the nuts to the specified
torque (Use Loctite 243).
DISCONNECT SHAFT DISASSEMBLY
Use bearing puller to remove the disconnect shaft
front bearing.
Remove the front bearing.
Remove the front bearing retaining ring.
Remove the clutch hub from the shaft.
235
236
Remove the clutch hub locating ring from the shaft.
DISCONNECT SHAFT ASSEMBLY
Install the bushing if necessary.
Install the clutch hub locating ring.
Install the clutch hub on the shaft.
Install the front bearing retaining ring.
237
238
Install the front bearing on the shaft.
Tap the bearing on the shaft.
PUMP DRIVE SHAFT DISASSEMBLY
Remove the rear bearing snap ring.
Use bearing puller to remove the rear bearing.
Remove the rear bearing from the shaft.
Remove the sealing ring from the shaft.
239
240
PUMP DRIVE SHAFT ASSEMBLY

Install the sealing ring on the shaft.
Install the rear bearing on the shaft.
Tap the bearing into the place.
Install the rear bearing retainer ring.
INPUT SHAFT DISASSEMBLY
Remove the input shaft rear sealing ring.
Remove the forward high gear retaining ring.
Remove the forward low gear retaining ring.
Remove the input shaft front sealing ring.
241
242
Use bearing puller to remove the input shaft front

bearing.
Remove the input shaft front bearing.
Remove the input shaft front bearing retaining ring.
Remove the forward low gear retaining ring.
Press the forward low gear from the shaft.
243
244
INPUT SHAFT ASSEMBLY

Install the forward low gear retaining ring.
Install the forward low gear retaining ring.
Install the input shaft front bearing retaining ring.
Install the input shaft front sealing ring.
Warm the input shaft front bearing to 120 C

(248 F), install the bearing.
Turn the shaft and install the input shaft forward high
gear retaining ring.
Install the input shaft rear sealing ring.
245
246
CONVERTER HOUSING ASSEMBLY

Install the safety valve ball spring and the plug.
Install the by-pass valve ball spring and the plug.
Install the output shaft front oil seal.
Using suitable seal installer, tap the seal in the

place.
Install the input shaft into housing and in the
meantime install reverse and first shaft (they have to
be installed together). Using caution as not to
damage any of the first shaft sealing rings.
Install the forward low shaft and the high shaft into
the housing. Using caution as not to damage any
sealing rings.
Install the disconnect shaft assembly into the housing.
Open the bearing retaining ring. Tap the shaft into

the place. Be sure ring is in the groove.
247
248
Install the upper and the lower output at the same

time.
Do not force this operation, be sure discs of
disconnect are in full position. Using caution as not
to damage any of the lower shaft sealing rings.
Install the baffle plate, the mounting screws, the

washers and the nuts. Tighten the nuts to the specified torque. (Use Loctite 243).
Install the baffle plate, the mounting screws, the

washers and the nuts. Tighten the nuts to the specified torque. (Use Loctite 243).
Install the oil baffle, the mounting screws and the

washers. Tighten the screws to the specified torque.
(Use Loctite 243).
Install the O-ring, the spacer and the snap ring on
the suction tube. Install the suction tube into the
housing. Be sure ring is in the groove.
Install the suction tube retainer, the mounting screw

and the lock washer (Use Loctite 243).
Tighten the mounting screw to the specified torque.
Install the output shaft rear bearing retaining ring.
249
250
Warm the forward high gear to 150 C (302 F), install the gear.
Warm the upper output rear bearing to 120 C

Warm the reverse and 1st shaft rear bearing to

120 C (248 F), install the bearing.
Warm the input shaft rear bearing to 120 C

Warm the forward low and the high shaft rear bearing to 120 C (248 F), install the bearing.
Warm the lower output shaft rear bearing to 120 C

Install the output shaft rear bearing retaining ring.
Install the gasket and the clutch pressure O-rings (4)

into the O-ring grooves.
251
252
TRANSMISSION ASSEMBLY
Remove the lower output bore plug. Position the
transmission case on the converter housing (using
lifting bracket).
Using spreading type snap ring pliers, spread ears

on output shaft rear bearing retaining ring. Holding
snap ring open. Tap the transmission case into the
place.
Tap the dowel pin in the transmission case and the

converter housing.
Install the transmission case to the converter housing mounting screws and the lock washers.
Tighten the mounting screws to the specified torque.
Using the spreading type snap ring pliers, the
spread ears on the output shaft rear bearing retaining ring. Hold snap ring open, pry or lift output shaft.
Be sure retaining ring is complete in the bearing
groove. (Using a lifting eye or screw M12).
Install the hole plug and the gasket.
Tighten the plug to 13.6 - 20.3 Nm (10 - 15 lbfft).
Position the lower output bore plug and the tap bore
plug into the place.
253
254
Position the upper output seal.
Tap the seal into the place.
Install the upper output flange, the O-ring, the washer and the nut and tighten the nut to 339 - 407 Nm
(250 - 300 lbfft).
Install the pump drive shaft assy into the housing.
Install the pump drive shaft rear bearing retaining
ring.
Install the pump hole cover, the gasket, the screws

and the lock washers.
Tighten the pump hole cover screws.
Install the pump and the O-ring into the converter

housing.
255
256
Install the pump mounting screws and the lock

washers and tighten the screws.
Install the converter assy on the input shaft.
Install the drive plates on the converter.
Install the drive plates screws and the lock washers

and tighten the screws.
Install the filter adapter, the O-ring, the lock washers
and the mounting screws.
Tighten the screws.
Install the oil filter and tighten to 30 - 38 Nm (22 28 lbfft).
Install the output shaft front flange, the O-ring, the

washer and the nut. Tighten the nut to 339 - 407 Nm
(250 - 300 lbfft).
257
258
Position the parking brake, install the mounting

screws (See parking brake adjustment).
Install the by-pass valve spool into the solenoid

housing and the spring into the transmission case,
position the control valve on the transmission case.
Install the control valve mounting screws and the

lock washers, tighten the screws.
Position the wiring connector in the valve protection

cover.
Install the gasket and the valve protection cover
mounting screws and tighten the screws.
Install the air breather and tighten to 34 - 41 Nm (25

- 30 lbfft).
Install the wiring connector nut and tighten to 6 8 Nm (4 - 6 lbfft).
259
260
Replacement and adjustment of parking brake
Loosen two adjustment locking nuts (4 and 5) enough to slide each torque plate (16 and 18) away from disc
far enough to provide clearance to remove old pads assembly and install new ones. (It may be necessary to
remove one or both nuts).
Collapse pad retraction spring (21) and remove from brake head assembly.
Slide torque plates (16 and 18) away from disc, move pads assembly (17) out of pockets, and remove from
the brake head assembly from the side.
Install new pads assembly (17) in each torque plate (16 and 18).
Install pad retention spring (21) into brake head assembly. Be sure springs feet are positioned properly in
holes in both pads assembly (17).
Tighten inner adjusting nut (5) until firm contact is made with the disc by the pads. Torque to 11 Nm (8 lbfft)
make certain lever is in proper operating position for application.
Back off inner adjusting nut (5) and check that disc is free to move (total clearance 0.8 - 1.1 mm (0.6 0.8 lbfft)).
Tighten outer locking nut (4) against inner adjusting nut to lock adjustment bolt in place. Torque to 61 - 75 Nm
(45 - 55 lbfft).
2.13 SPECIAL TOOLS
P/N CNH
380000676
DESCRIPTION
Lifting tool
261
262
2.14 FAULT FINDING

STALL TEST
Use a stall test to identify transmission, converter, or
engine problems.
TRANSMISSION PRESSURE CHECKS
Transmission problems can be isolated by the use
of pressure tests. When the stall test indicates slipping clutches, then measure clutch pack pressure to
determine if the slippage is due to low pressure or
clutch plate friction material failure.
In addition, converter charging pressure and transmission lubrication pressure may also be measured.
MECHANICAL AND ELECTRICAL CHECKS
Prior to checking any part of the system for hydraulic
function (pressure testing), the following mechanical
and electrical checks should be made:
Check the parking brake for correct adjustment.
Be sure all lever linkage is properly connected and
adjusted in each segment and at all connecting
points.
The controls are actuated electrically. Check the
wiring and electrical components.
Be sure that all components of the cooling system
are in good condition and operating correctly.
The radiator must be clean to maintain the proper
cooling and operating temperatures for the engine
and transmission. Air clean the radiator, if necessary.
The engine must be operating correctly. Be sure
that it is correctly tuned and adjusted to the correct
idle and maximum no-load governed speed specifications.
HYDRAULIC CHECK
Also, before checking the transmission clutches,
torque converter, charging pump, and hydraulic circuit for pressure and rate of oil flow, it is important to
make the following transmission fluid check:
Check oil level in the transmission. The transmission fluid must be at the correct (full level). All clutches and the converter and its fluid circuit lines must
be fully charged (filled) at all times. See note below.
NOTE: the transmission fluid must be at operating
temperature of 82 - 93 C (179.6 - 199.4 F) to obtain correct fluid level and pressure readings. Do not
attempt to make these checks with cold oil.
To raise the oil temperature to this specification it is
necessary to either operate (work) the vehicle or run
the engine with converter at stall. (Refer to converter stall procedure).
PROBLEM
CAUSE
263
ACTION
Low clutch pressure
Low oil level

Clutch pressure regulating valve
stuck open
Faulty charging pump
Broken or worn clutch shaft or
piston sealing rings
Fill to proper level.

Clean valve spool and housing.
Replace pump.
Replace sealing rings.
Low charging pump output
Low oil level

Suction filter plugged
Defective charging pump

Clean section pump.
Replace pump.
Overheating
Worn oil sealing rings

Worn charging pump
Low oil level
Dirty oil cooler
Restriction in cooler lines
Remove, disassemble, and rebuild

converter assembly.
Replace.
Clean cooler.
Change cooler lines.
Noisy converter
Worn charging pump

Worn or damaged bearings
Replace.
A complete disassembly will be
necessary to determine what
bearing is faulty.
Lack of power
Low engine R.P.M. at converter

stall
See Overheating and make
same checks
Tune engine check governor.

Make corrections as explained in
Overheating.
264
2.15 FAULT FINDING

Before attempting any fault finding ensure you have
a suitable multimeter for checking component continuity. When fault finding remember that with an electrical concern it is often a minor fault that may have
occurred and could be as simple as:
Poor continuity between connector pins.
Condensation in the connectors.
Disconnected cables.
Damaged or broken wires all of which could result
in a no drive situation but easily remedied when
found and corrected.
It should also be remembered that mechanical problems could result in fault codes appearing on the
LED display.
INDICATION OF FAULTS
In case a fault is present during normal operation
and is detected by the microprocessor, both the TLED and N-LED may be blinking in some way as
shown in the table below.
NOTE: that on an open circuit or connection to battery plus on ON/OFF outputs can only be detected
while the corresponding output is in the OFF position.
Also a short to ground is only detected while the output is on.
T-LED
(Orange)
N-LED
(Red)
CONDITION
SITUATION
Off
Off
Normal operation
Off
On
Normal operation - N selected
Off
Blinks
Blinks Normal operation - N selected/speed

too high
On
Off
Diagnostic mode was activated at power up
On
On
Controller in RESET -malfunction
Fault
On
Blinks
Self calibration in progress
Blinks
On
Last fault is currently shown on display
Fault
Blinks
Blinks slower
Input fault detected
Fault
Blinks
Blinks in phase
Non critical output fault detected
Fault
Blinks
Blinks faster
Safety critical output fault detected
Fault
Blinks fast
Blinks out of phase
System shutdown - Neutral till power down
Fault
265
LED DISPLAYED FAULTS

If a fault is, or there have been (intermittent faults)
present, a detailed fault display can be selected by
placing: the Powershift lever in neutral position and
pressing the kick down button. The indicated fault on
the LED display can then be localized by using the
table below, until power down.
FAULT GROUP
The faults are displayed using 2 LEDs on the 8 LED
display. Faults are displayed as 3 subgroups Group A:
FAULT SUB GROUP A
GROUP INDICATION
Input related
LED 1 blinks red
Output related
LED 2 blinks red
Other
LED3 blinks red
FAULT GROUP
LED (B)
Within each group several faults are possible. The

second LEDs position - Group B, indicates the fault
area, where the colour indicates the fault type.
Typically an open circuit condition is shown using an
orange LED where a short circuit condition is indicated with a red LED.
Once the fault code has been determined proceed to
fault codes.
FAULT GROUP
LED (A)
FAULT
FAULT CODE
None
None
No fault active
1 Red
4 Orange
Shift lever input fault
F1
1 Red
5 Orange
Speed sensor open circuit
F2
1 Red
5 Red
Speed sensor short circuit
F3
1 Red
7 Green
Battery over voltage
F4
2 Red
4 Orange
Open circuit on one or both direction outputs
F5
2 Red
4 Red
Direction output forced to plus - Critical fault
F6
2 Red
5 Orange
Other output open circuit
F7
2 Red
5 Red
Red Other output short circuit
F8
2 Red
6 Orange
Modulation output open circuit
F9
2 Red
6 Red
Modulation output short circuit
F10
3 Red
5 Red
Start-up fault - Limp home mode selected
F11
266
SHIFT LEVER INPUT FAULT CODE F1

Perform input test
This test is used to verify operation of the shift lever
and its inputs.
In this mode driving is possible.
NOTE: the gear position indicators on the microprocessor top cover are used to display the test information.
INPUT TEST REQUIREMENTS: Powershift lever to

be in forward position, twist to upshift (keep the shift
lever in this position during power up) and turn the
ignition on, this will place the microprocessor in the
input test mode.
As shown in the table below placing the shift lever in
different positions in this mode illuminates its respective LED (only 2 at the same time).
IMPORTANT: self test modes can only be started

WHILE POWERING UP (ignition on). Leaving the
self test mode is done by switching OFF the power
of the Microprocessor (ignition off).
POWERSHIFT LEVER POSITIONS - WITH UP

AND DOWNSHIFT SELECTION
LED NUMBER
LED COLOUR - DISPLAYED =

Okay
Neutral
RED
Neutral and upshift
RED
Neutral and downshift
RED
Forward
GREEN
Forward and upshift
GREEN
Forward and downshift
GREEN
Reverse
ORANGE
Reverse and upshift
ORANGE
Reverse and downshift
ORANGE
Operate disconnect button on loader lever
5 (*) (**)
GREEN
Operate 4WD switch on instrument panel
6 (*) (**)
GREEN
Foot brake test + 4WD
6 (**)
GREEN
Foot brake test + 4WD
7 (*)
RED
Transmission in automatic mode
7 (*)
RED
Temperature and speed sensor: to test disconnect

lead on the sensor and short to ground
RED
*= Auto transmission only

**= Auto/Manual override
267
Key start ON
YES
T-LED Blinks
N-LED Blinks Slower
YES
Select neutral and push
kick down button:
= LED 1 red
= LED 4 orange
YES
Input fault: forward/reverse
Replace the Powershift
lever unit
YES
Test with new Powershift
lever unit fitted
NO
NO
No input fault
Other input fault

YES
Check through
F2, F3, F4 or F11
268
SPEED SENSOR / FAULT CODE F2 AND F3

A fault indication on the display is given to warn of
this problem.
If a speed sensor fault is detected the microprocessor will modify its behaviour in the following areas:
no upshifts will be allowed above second gear
direction change while in F3 or F4: the actual reversal is preceded by a downshift sequence until
second gear is obtained.
4WD braking remains operative.
NOTE: the system response in this case is identical

to the response in case of a power supply overvoltage.
Speed sensor test using the turbine speed display

NOTE: a lamp test is performed prior to the speed
sensor test and monitors all LEDs are operational.
SPEED SENSOR TEST REQUIREMENTS: Powershift lever to be in reverse position, twist to upshift
(keep the shift lever in this position during power up)
turn the ignition on and start the engine.
With engine running return Powershift lever to neutral position and then place lever in forward and twist
to upshift. Increase engine speed and compare with
the table opposite.
IMPORTANT: self test modes can only be started
self test mode is done by switching OFF the power
to the Microprocessor (ignition off).
In this mode, driving is possible.
The LED corresponding with the table opposite illuminates to indicate the torque converter turbine
speed and increases with engine revs.
NOTE: application of the foot brakes during this test
will reduce the turbine speed to zero.
Turbine Rev/Min
LED
1 blinks
0 - 249
1 on
250 - 499
2 on
500 - 749
3 on
750 - 999
4 on
1000 - 1249
5 on
1250 - 1499
6 on
1500 - 1749
7 on
1750 - 1999
8 on
above 2000
8 blinks
Speed sensor test okay

YES
NO
Key start ON
YES
T-LED Blinks
N-LED Blinks Slower
YES
End

kick down button:
= LED 1 red
= LED 5 orange (F2)
YES
Repair
NO
269
NO
No input fault
= LED 1 red
= LED 5 red (F3)
NO
NO
Other input fault

YES
YES
Check wires from speed sensor CV pin A to Powershift

lever unit pin A or CV pin J to pin U, and continuity test.
Does it test OK?
Refer to F1, F4
or F11
YES
Check speed sensor has it failed
NO
Change lever unit
NO
If static is 0.6 - 0.8 V

or 1.3 - 1.5 V

YES
Replace sensor
If static is not 0.6 - 0.8 V
or 1.3 - 1.5 V
270
FAULT CODE F4 / BATTERY OVERVOLTAGE

(17 VOLTS PLUS)
Over voltage
Even power supply levels up to 30 V will not damage
circuit components.
Above a power supply of 17 Vdc:
Group Fault 1 - Fault code 7.
NOTE: the speed sensor circuit will not operate
when an over voltage is present.
Above a power supply of 24 Vdc:

the analogue signals are not reliable to convert any
more.
Over voltage: when the voltage exceeds 17 Vdc.
Action of the Microprocessor:
no upshifts above second gear
direction change while in Forward 3 or Forward 4:
the actual reversal is preceded by a downshift sequence until second gear is obtained.
brake switch activation always engages 4WD.

NOTE: voltages below 8 Vdc the microprocessor
enters the reset mode.
Intermittent power loss
After power is restored, the microprocessor goes
through the reset mode.
271
Key start ON
YES
T-LED Blinks
N-LED Blinks Slower
YES
NO

kick down button:
NO
1 red - 7 green
YES
NO
Other input fault

Check through F1, F2,
F3 or F11
Check battery voltage

above 17.7 Volts
YES
Check dual battery connection

NO
is parallel and okay
YES
Repair or replace
No input fault
Check alternator output is

NO it correct
YES
Disconnect and reconnect

correctly
YES
272
FAULT CODE F5 AND F6 / OPEN CIRCUIT

DIRECTION OUTPUTS
Direction selection related outputs (E06-Pin P,
E07-Pin N):
A short to plus is considered as a critical fault. Shorts
to plus usually result in being blocked in either Forward or Reverse. If both are on simultaneously, the
transmission Behaviour depends on the state of a
mechanical interlock inside the transmission.
In this case the Microprocessor normally turns on

the pressure modulator (E03-Pin T). This results in
immediate selection of neutral regardless of the origin of the fault. Indeed even in case the short to plus
is applied externally, this response effectively blocks
the transmission in neutral.
If however at the time the fault was detected a fault
was also present on the pressure modulator, the microprocessor reverts to shutdown mode and remains this way until power is removed. Shutdown
mode is a state in which power is removed from the
microprocessor outputs by opening the internal redundant shutdown path.
This only helps if the fault was caused by the microprocessor internally.
Additionally, during program execution, critical variables are continuously checked for contents integrity.
Gear Shifts
low/high solenoid:
inactive = forward high is selected
active = forward low is selected
SHIFT
DIAGRAM SOLENOIDS
FORWARD
reverse/n
REVERSE
forward/n
low/high
1st/2nd
X
X
X
X
During the output test LEDs 1234567 one by one are used and by
colour identifies the possible component at fault.
Red = short circuit
Yellow = open circuit or short to battery plus
YES
YES
273
NO
Identify component by LED

1 - Forward solenoid
2 - Reverse solenoid
3 - 1/2 Solenoid
4 - Forward High/Low Solenoid
5 - 4WD/RWD Solenoid
6 - Direction modulation solenoid
7 - Range modulation solenoid
YES
Identify component by LED

1 - Forward solenoid
2 - Reverse solenoid
3 - 1/2 Solenoid
4 - Forward Hi/Lo Solenoid
5 - 4WD/RWD Solenoid
6 - Direction modulation solenoid
7 - Range modulation solenoid
YES
Example: LED 1(red) forward

solenoid output shorted to
ground or a component.
Check component and continuity
of the cables and connectors
Example: LED 2 (orange)

reverse solenoid output open
circuit or shorted to battery plus
Check component and continuity
of the cables and connectors
output test
Output test
Green= No fault
found
274
OUTPUT FAULT - STATUS BY LED COLOUR

OUTPUT TEST REQUIREMENTS: Powershift lever
to be in forward position, twist clockwise to downshift
and turn ignition on.
In this mode, driving is not possible, since all microprocessor outputs remain off until the test mode is
left.
The colour and number of the LED indicates its status:
COLOUR
STATUS
GREEN
Output OK
ORANGE
Output not connected

or shorted to battery
plus
RED
Output shorted to
ground (or to another
output)
Output test - Fault by LED Number

The LED numbers correspond to the connector output wires as follows:
Example:
LED 1 = Forward solenoid - colour
Orange = (Output not connected or shorted to battery plus)
LED
NUMBER
OUTPUT
WIRE
OUTPUT
FUNCTION
E06
Forward solenoid
E07
Reverse solenoid
275
Key start ON
YES
T-LED Blinks
N-LED Blinks Faster
YES
NO

kick down button (F5)
open circuit 2 red - 4
YES
All LEDs green
and OK
NO
Perform output test - fault

NO
found?
YES
YES
Led 1 orange
YES
Repair or
replace
Repair or
replace
Repair or
replace
NO
Check forward
wire to Powershift
YES lever is it faulty
NO
Led 2 orange
YES
Safety critical output
Other output fault

forced to plus (F6) NO
2 red - 4 red
YES
Other LEDs are
orange
YES
Proceed to F7, F8,
F9 or F10
Check reverse wire

to Powershift lever
is it faulty
YES
NO
Check forward solenoid

YES resistance - is it faulty
NO
Check reverse solenoid

resistance - is it faulty
YES
Check internal wires in forward

YES solenoid is it faulty
NO
NO
Check internal wires in reverse

solenoid is it faulty
NO
YES
Replace the
Powershift lever unit
276
FAULT CODE F7 AND F8 / OUTPUT FAULT STATUS BY LED COLOUR

OUTPUT TEST REQUIREMENTS: Powershift lever
to be in forward position, twist clockwise to downshift
and turn ignition on.
In this mode, driving is not possible, since all microprocessor outputs remain off until the test mode is
left.
The colour and number of the LED indicates its status:
COLOUR
STATUS
GREEN
Output OK
ORANGE
Output not connected

or shorted to battery
plus
RED
Output shorted to
ground (or to another
output)
Output test - Fault by LED Number

The LED numbers correspond to the connector output wires as follows:
Example:
LED colour Red and numbered 3 = 1/2 solenoid output shorted to ground.
LED
NUMBER
OUTPUT
WIRE
OUTPUT
FUNCTION
E04
1/2 Solenoid
E05
Forward Low/High
solenoid
E09
AWD/RWD
solenoid
277
Key start ON
YES
T-LED Blinks
N-LED Blinks in phase
YES
kick down button (F7)
open circuit 2 red - 5
YES
All LEDs green
and OK
Led 3 orange or red

YES
Repair or
replace
Other output fault

(F8) short circuit 2 NO
red - 5 red
YES
NO
NO Perform output test - fault found?

YES
Repair
or
replace
Non critical output

fault
NO
YES
NO
Other LEDs are

orange
YES
Led 5 orange or red
YES
Proceed to
F9 or F10
Check AWD/RWD
solenoid is it faulty
NO
YES
YES
Led 4 orange or red

YES
Check 1/2
YES solenoid is it faulty
NO
Check Lo/HI
solenoid is it
YES faulty
NO
Check internal and

external wiring of
affected solenoids are
YES they faulty
NO
Replace the
278
FAULT CODE F9 AND F10 / DIRECTION

MODULATION OUTPUT SHORT OR OPEN
CIRCUIT
A fault on this output is considered as a problem potentially reducing transmission life.
For this reason while a fault is persistent, the allowable direction change speed limit is decreased gradually (10%) each time a direction change was
inhibited, down to a minimum of 20% of the maximum allowable shift speed.
After a while this can result in severely degraded
performance (only low speed reversals are possible), but it has the advantage that the driver cannot
be surprised by a sudden performance loss which
could constitute a safety hazard in itself.
Direction Modulation Solenoid (E03) Pin T

The variable Current solenoid for direction modulation is connected to the modulation Common Plus
(Pin K) at one side and to (Pin T) at the other side.
A programmable current is increased or reduced to
the solenoid controlling the modulating pressure.
No current corresponds to maximum pressure.
Approximately 1 Amp corresponds with no pressure.
279
Key start ON
YES
T-LED Blinks
N-LED Blinks in phase
YES
kick down button (F9) 2
NO
red - 5 orange
YES
All LEDs green
and OK
Repair
or
replace
NO
Direction modulator
open circuit
YES
Check solenoid
YES resistance - is it faulty
NO
Repair or
replace
NO
No fault
(F10)
2 red - 6 red NO
YES
Other non
critical output
fault, F7 or F8
Direction modulator
short circuit
YES
Check solenoid
resistance - is it faulty
YES
NO
Check internal and external wiring of the

YES direction modulation solenoid is it faulty
NO
Replace the
280
FAULT CODE F11 / START UP FAULT LIMP

HOME SELECTED
Internal faults
At power up a series of integrity checks is done.

If a fault is detected:
and the fault prevent operation as a transmission
controller: the microprocessor locks itself in a reset
state.
and controlling the transmission is still possible: the
microprocessor reverts to limp home mode.
Limp Home mode

Defaulted to if an internal problem is detected at
power up.
This model automatically selected at power up if the
integrity tests show that EPROM parameters are corrupt, but the microprocessor can still function as a
transmission controller (other components integrity
are intact).
In this mode the user can operate the transmission in
either direction in 1st and 2nd. There are no protections; all shifts are unmodulated.
Key start ON
YES
T-LED Blinks
N-LED Blinks slower
YES
NO

NO kick down button (F11)
NO
3 red - 5 red
YES
Replace the
No input fault
Other output fault 2 red - 6 red

Refer F1, F2, F3 or F4
281
FAULTS OTHER F12

NOT IDENTIFIED BY THE LEDS
There may be situations when an individual component develops a fault but it is not highlighted by the
LEDs. If a component is in doubt proceed to input
test as follows:
Perform Input test:
This test is used to verify the inputs.
In this mode driving is possible.
NOTE: the gear position indicators on the microprocessor top cover are used to display the test information.
INPUT TEST REQUIREMENTS: Powershift lever to
be in forward position, twist to upshift and turn the ignition on, this will place the microprocessor in the input test mode.
As shown in the table below placing the shift lever in
different positions in this mode illuminates its respective LED.
IMPORTANT: selftest modes can only be started
selftest mode is done by switching OFF the power of
the microprocessor.
CHECKING OF INPUT REQUESTS
LED NUMBER
LED COLOUR DISPLAYED
Confirm input test is okay (lever forward, neutral, reverse) and in order check as below:
1. Operate disconnect button on loader lever
GREEN = OKAY
2. Operate 4WD switch on instrument panel and foot brakes
GREEN = OKAY
3. Foot brake test on later models
RED = OKAY
4. Temperature and speed sensor: to test disconnect lead on

the sensor and short to ground
RED = OKAY
282
F12
Key start ON
YES
Perform input test and
analyse faults if
possible fault found
NO
Repair or
replace
Possible input switch faults:

4WD - Request
Brake - Request
YES
Declutch - Request
Direction - Request
Speed/Temp sensor
F13
Key start ON
YES
Repair or
replace
Perform output test and

check range modulation
LED 7 (wire E08)
YES Green = Okay
Orange = Open circuit
Red = Short circuit
283
LIMP HOME LEAD

In the event of a total failure of the microprocessor
such as a serious cab or loom fire the vehicle can be
moved by using the limp home lead to by-pass the
microprocessor.
Tool No - 380000715
Mounted to the left hand side and to the top of the

transmission is the microprocessor loom connector.
Disconnect the damaged loom and connect the limp
home lead in its place.
Connect the plug end into the 12 volt auxiliary socket

or any available 12 volt supply.
When seated in the cab start the engine and ensuring that all personnel are clear of the machine select
either forward or reverse on the switch and the machine will move as requested.
NOTE: when using the limp home lead only second
gear (forward or reverse) is selectable no other gear
change or modulation is available.
284
NOTE:
B110
B115

1. FRONT AXLE 4WD CARRARO ................................................................................................................. 3
1.3 FAULT FINDING.................................................................................................................................. 55
2. FRONT AXLE 4WS CARRARO ............................................................................................................... 58
2.3 FAULT FINDING................................................................................................................................ 115
3. SPECIAL TOOLS...................................................................................................................................... 118
1.
FRONT AXLE 4WD CARRARO
1.1
TYPE
Front steering axle, model 26.16
POWERSHIFT
POWERSHUTTLE
RATIO
12.8
12.333
LUBRICATION AND GREASING

Differential oil capacity
6.5 litres (1.70 gal)
Epicyclic reduction gear oil capacity each side
Oil specification:
use recommended oil enriched in additives
Note: do not use synthetic or vegetable oil without consent of the axle
manufacturer
Ambra
Mastertran NH 410 C
Grease specification
TECNOLUBE SEAL
POLYMER 400/L
(DIN = KHER1R ISO-I-XMRXM2)
Use on king pin only
AGIP MU/EP2
Fill in excess with MU/EP2 grease

Before assembling, grease indicated surface with POLYMER 400 grease
DESCRIPTION
POSITION
Oil filling and level plug
Oil breather
Filling, level and drain plug of epicyclic reduction gear oil
Oil drain plug
Greasing points
Before draining the oil from axle housing, use the oil
breather (2) to release possible internal pressure.
WARNING
Risk of violent oil ejection.
To drain the oil remove the level plug (1) and the
drain plug (4).
WARNING
Drain all oil.
Clean the drain plug (4) and tighten to the requested
torque.
Always use the oil breather (2) to release possible

internal pressure.
Unscrew the level plug (1) and fill to the bottom of
the level plug hole with the specified oil.
Wait to allow the oil to flow through the axle. Check
oil level and fill to the specified level if necessary.
Screw the plug (1) to the prescribed torque.
Before draining the oil from wheel end rotate the

wheel end so that the plug (3) is at the highest position [pos.A] and partially unscrew to release possible pressure.
Rotate the wheel end so that the plug (3) is toward
the ground [pos.B].
Remove the plug and drain the oil.
Rotate the wheel end so that the hole (3) is in the position shown in figure.
Fill to the bottom of the fill plug hole with specified
oil.
Tighten the plug (3) to the requested torque.
TIGHTENING TORQUES

1.2
FRONT AND REAR SUPPORT
Disassembly
Remove the nut (3) and the bolt (2) and extract the
flange (1) from the pinion shaft end (14).
10
Loosen the bolt (4).

Take the rear support (5) out from the differential
support.
Remove the O-ring (6) from the bush (8) in rear support (5).
NOTE: this is a destructive operation for the O-ring.
Remove the bolt (4).

Remove the bush (8) from the rear support (5).
Remove the bushes (6) from the rear support (5).
11
Remove the cover (11) from differential support with

a lever.
Remove the seal rings (12) and (13) from the cover
(11).
NOTE: destructive operation for the seal rings.
Remove the bush (9) and the thrust washer (10)

from differential support only if necessary.
NOTE: it is advisable to heat the bush (9) to make
easy this operation; this is a destructive operation
for the bush.
Loosen the bolt (19).

Take the front support (20) out from the axle housing (15).
12
Remove the bolt (19).

Remove the bush (18) from the front support (20).
Remove the bushes (21) from front support (20).
Remove the bush (17) and the thrust washer (16)

from axle housing (15) only if necessary.

for the bush.
Assembly
Insert the thrust washer (10) into the differential support.
Heat the bush (9) at 110120 C (230248 F) then
assemble it to the differential support.
If necessary assemble the bush (9) with a pad and
a hammer.
Assemble the seal ring (13) to the cover (11) with

the special tool 380002432 and a hammer.
Assemble the new O-ring (12) to the cover (11).
Lubricate the O-ring (12) and the seal ring (13).
13
Assemble the cover (11) to the differential support.
Apply sealant on bushes (6) contact surface.

Assemble the bushes (6) to the rear support (5) with
a pad and a hammer.
Assemble the bush (8) in the rear support (5).
WARNING
Align the bush hole with the bolt (4) hole.
Assemble the bolt (4).
Lubricate with grease a new O-ring (7).

Insert the O-ring (7) in the rear support (5).
14
Insert the rear support (5) on the differential support.
WARNING
Do not damage the O-ring when inserting the rear
support on the central body.
Tighten the bolt (4) to the requested torque.
Assemble the flange (2) to the pinion shaft end (14).

Lock the flange (1) with the bolt (2) and the nut (3).
Tighten the nut (3) to the requested torque.
Insert the thrust washer (16) into the front support

seat.
assemble it to the axle housing (15).
NOTE: if necessary assemble the bush (17) with a

pad and a hammer.
Apply sealant on the bushes (21) contact surface.

Assemble the bushes (21) into the front support (20)
with a pad and a hammer.
15
Assemble the bush (18) into the front support (20)

with a suitable driver and a hammer.
WARNING
Insert the front support (20) on the axle beam.

16
STEERING CYLINDER
Disassembly
Loosen the nut (1) with enough turns till it is protruding over the threaded pin end of the tie rod (3).
Beat on the nut (1) with an appropriate hammer in
order to disjoin the tie rod (3) from the swivel housing (2).
WARNING
Dont beat on the threaded pin end of the tie rod (3).
NOTE: this is a destructive operation for the nut (1).
Repeat the whole sequence at the other side.
Remove the tie rods (3) and (12) by loosing the nuts
(4) and (11) with a suitable wrench, then check the
conditions.
Unscrew the fastening screws (6) and take the
steering cylinder (7) out of its housing, if necessary
use a rubber hammer.
Remove only parts that need to be overhauled and/
or replaced.
17
Remove the cylinder head (15) from the cylinder

body (19) and remove it from the rod (17).
Remove the rod (17) from the cylinder body (19).
Remove all the seals and O-rings (13, 14, 16, 18, 20
and 21) from the cylinder body (19), the cylinder
head (15), and the rod (17).
Assembly
Assemble new seals and O-rings (13, 14, 16, 18, 20
and 21) on the cylinder head (15), on the rod piston
(17) and on the cylinder body (19).
Assemble the cylinder head (15) on the rod (17).

Slide the pre-assembled rod (17) into the cylinder
body (19).
18
Assemble the tie rods (3) and (12), the ball joints (5)
and (10), the nuts (4) and (11) to the ends of the rod
(17), then tighten to the requested torque.
Install the steering cylinder (7) already assembled

on the central body.
Assemble and tighten the screws (6) to the requested torque.
Align the swivel housing (8) with the axle.

Screw the tie rod (12) so that its ball joint can be inserted into the swivel housing (8).
NOTE: it is important to unscrew the locknut (11) to

carry out this operation.
Repeat the whole sequence of the mentioned operations to the other side.
Assemble the ball joint of the tie rod (3) into its housing on the swivel housing (2).
Assemble and tighten the locknut (1) to the requested torque.
Screw the locknuts (4) and (11) of the tie rods (3)
and (12) only when the toe-in adjustment has been
carried out.
19
20
EPICYCLIC REDUCTION GEAR
Disassembly
Drain the oil completely from the planetary carrier.
Unscrew and remove both fastening screws (3) of

the planetary carrier (1).
21
Remove the planetary carrier (1) from the wheel hub

and collect the relative O-ring (5).
Position the planetary carrier (1) on a workbench
and check its wear conditions.
If required replace the planetary gears as follows:

remove the snap rings (10) on every pin (4);
remove the triangular plate (9);
take the planetary gears (8) out of the pins;
collect the roller bearings (7), checking their conditions;
collect the thrust washer (6).
NOTE: with new planetary gears is advisable to assembly new roller bearings.
Assembly
Collect all epicyclic reduction gear parts: the planetary carrier (1), the thrust washers (6), the needle
bearings (7), the planetary gears (8), the triangular
plate (9) and the snap rings (10) of every pin.
22
Position the planetary carrier (1) on a workbench.

Insert the thrust washers (6) and the epicyclic gears
(8) in the planetary carrier pins.
Insert the needle bearings (7) in the epicyclic gears
(8).
NOTE: grease well the needles.

Assemble the triangular plate (9) and the related
snap rings (10).
Assemble a new O-ring (5) on the planetary carrier

(1).
Assemble the planetary carrier (1) on the wheel hub.
Assemble the screws (3) and tighten to the requested torque.
Top up the oil on the wheel hub.

Assemble the oil plug (2) on the planetary carrier (1)
and tighten to the requested torque.
23
WHEEL HUB
Disassembly
Insert a lever between the swivel housing (14) and
the axle beam and fit it into the double U-Joint.
With the lever push the double U-Joint in the direction of the wheel hub to allow the lock ring removal.
WARNING
Do not damage the double U-Joint.
24
Remove the lock ring (1) from the double U-Joint

shaft.
Collect the double U-Joint shaft washers (2) and (3).
Unscrew and remove the fastening screws (5) from

the wheel carrier (7).
In order to remove the wheel carrier group from its

housing, screw two of the just removed screws (5)
in the threaded extraction holes.
Extract and remove the wheel carrier (7) together
with the epicyclic ring gear (4).
Remove the steel lock ring (8) and disjoin the wheel
carrier (7) from the epicyclic ring gear (4).
Only if necessary, remove the centering bushes (6)
from the wheel carrier with a hammer and the special tool 380002223.
25
Remove the wheel hub (11) using levers and a hammer to facilitate the operation.
NOTE: collect the bearing (9).
Position the wheel hub (11) on a flat surface and remove the seal ring (13) with a lever.
NOTE: destructive operation for the seal ring (13).
Remove the bearing cups (9) and (12) using a hammer and a suitable drift.
Remove the bearing (12) from the swivel housing
end using a suitable extractor.
Unscrew and remove the fastening bolts (19) and

(17) from the upper (18) and lower (16) king pin.
WARNING
Before removing the king pins (16) and (18), secure
the swivel housing (14) with a belt or a rope to a
hoist or any other supporting device; observe all current safety regulations to guarantee operators safety.
Remove the king pins (16) and (18).
Remove the swivel housing (14) from the axle beam

and from the short shaft of the double U-Joint.
26
Remove the spacer (27) from the upper king pin

housing.
Position the swivel housing (14) on a flat surface

and take the seal ring (23) out with a lever.
Turn the swivel housing and take the bush (22) out,
using a suitable drift and a hammer.
Assembly
If it has been previously removed, reassemble the
steering stop composed by the screw (21) and the
nut (20).
NOTE: do not tighten the nut (20) until the steering
angle adjustment has been done.
Insert the bush (22) into the swivel housing (14) with
the special tool 380002660 and a hammer or a
press.
Assemble the seal ring (23) on the swivel housing
(14) with the special tool 380002661 and a hammer.
Grease carefully the seal ring (23).
27
Assemble the spacer (27) in the upper king pin

housing.
If the cone (15) of the spherical joint has been previously removed, reassemble it to the lower king pin
(16) using the special tool 380002662 under a
press.
Grease carefully the seats of king pin (16) and (18)
with specific grease.
Position the belleville washers (25) and (28) on the
king pin (16) and (18) housings.
Secure the swivel housing (14) with a belt or a rope

to a hoist or any other supporting device.
Protect the splined end of the axle shaft by winding
it with an adhesive tape to avoid damage to the seal
ring.
Assemble the swivel housing (14) on the axle beam.
Assemble the king pins, the lower (16) and the upper (18), and tighten the retaining screws (17) and
(19) to the requested torque.

28
Assemble both bearing cups (9) and (12) to their

wheel hub (11) housings using the special tool
380002663 under a press or with a hammer.
Insert the seal ring (13) into the wheel hub (11) with
NOTE: do not lubricate the seal ring (13).
Assemble the bearing (12) on the swivel housing

(14) end.
Assemble the wheel hub (11) on the swivel housing
(14) and fit the bearing (9).
Position the wheel carrier (7) on a workbench and

force the bushes (6) to the carrier surface level with
the special tool 380002223.
At least two bushes (diametrically-opposed) should
be set slightly higher than the carrier surface level to
be used as dowel pins.
Preassemble the wheel carrier (7) and the epicyclic

ring gear (4) with the lock ring (8).
29
Assemble the wheel carrier group on the wheel hub

using the two projecting bushes as dowel pins and
screw the relative screws in order to put in contact
the ring bevel gear with the wheel hub.
Insert all the hub dowel bushes (6) completely with

Apply sealant on fastening bolts (5) thread.
Assemble the wheel carrier (7) fastening bolts (5)
The special operation Set Right of the bearings (9)

and (12) does not require preload or backlash adjustment. Anyway, before assembling new components check the indicated dimensions.
A= 11.975 12.025 (0.471 0.473)
B= 52.229 52.279 (2.056 2.058)
C= 20.000 20.100 (0.787 0.971)
Insert a lever between the swivel housing and the

axle beam and fit it into the double U-Joint.
With the lever push the double U-Joint in the direction of the wheel hub to make easier the lock ring insertion.
30
Slide the thrust washers (2) and (3) onto the double
U-Joint shaft end.
Insert the lock ring (1) at the end of the splined hub
and push it into its seat.
NOTE: check that the lock ring (1) is correctly fitted
in its seat.
Push the double U-Joint thoroughly.
31
DOUBLE U-JOINTS
Disassembly
Remove the two double U-Joints (6) from the axle
beam (1).
32
Remove the seal rings (5) from the axle beam (1).
NOTE: destructive operation for the seal rings (5).
Remove the bush (4) from the axle beam (1) only if
the wear conditions require this.
WARNING
Be careful not to damage the bush seat.
Remove the upper king pin bush (2) and the ball
bearing cup (3) from the king pin seats using a suitable extractor only if the wear conditions require
this.
Assembly
Cool the upper king pin bush (2) and the ball bearing
cup (3) at a temperature lower than -100 C (-148 F)
with liquid nitrogen.
WARNING
Wear safety gloves.
Assemble the bush (2) on the upper king pin seat
with the special tool 380002664 and a hammer.
Assemble the ball bearing cup (3) on the lower king pin
seat with the special tool 380002662 and a hammer.
Assemble the bush (4) on the axle beam (1) with the
special tool 380002665 and a hammer.
Assemble the seal ring (5) on the axle beam with the
NOTE: grease carefully the seal rings.
33
Assemble the seal ring (5).
WARNING
Positioning the seal ring (5) as in figure.
Insert the double U-Joint (6) inside the axle beam

(1).
WARNING
Be careful not to damage the seal ring.
34
DIFFERENTIAL SUPPORT
Disassembly
Drain the oil completely from the differential.
Loosen and remove the screws (2) of the differential
support (1).
Remove the differential support (1) from the axle
housing (14).
WARNING
Support the differential support with a rope or other
appropriate means.
Loosen and remove the screws (9) to take out the

two ring nut retainers (8).
35
Before removing the bolts, mark both half-collars

(11) and the differential support with permanent reference marks to avoid inverting them during re-assembly. Mark the area between the ring nuts (3) and
(7) and the differential support (1) as well.
Unscrew the adjuster ring nuts (3) and (7) using tool
380000406 and a wrench.
Remove the 4 screws (12) and remove both halfcollars (11).

NOTE: check that the bushes (10) remains in their
housings.
36
Remove the differential housing (5).

The bearing (4) and (6) are removed together with
the differential housing.
WARNING
Do not invert the bearings if they are not replaced.
Assembly
Assemble the bearings (4) and (6) on the differential
housing (5).
WARNING
Position the complete differential box with bearings

on the differential carrier.
WARNING
Check the right side of the bevel crown assembly.
Move the differential group so to place the bevel

crown gear on the pinion.
Check that all bushes (10) are in their housings and
position both half collars (11) on their seats using
the previously traced reference marks.
Lock both collars with their fastening bolts (12).
Assemble the adjuster ring nuts (3) and (7) to the

differential support.
Tighten both ring nuts (3) and (7) with special tool
380000406, till the backlash is eliminated and the
differential bearings are slightly preloaded.
Check that the differential bearings are well settled;
if necessary, knock slightly with a soft hammer, in
order to properly set the bearings in position.
37
Position a magnetic-base dial gauge on the differential support, so that the feeler stylus touches the surface of one tooth of the crown gear with a 90 angle.
Lock the pinion and move the crown gear alternatively and note the pinion-ring gear backlash, measured with the comparator.
Repeat the operation on 2 or more points (teeth), rotating the crown gear, so that to obtain an average
value.
Check if the measured backlash value is within the
requested range:
0.180.25 mm (0.0070.009 in)
Carry out the adjustment by operating on the ring
nuts with the appropriate tool 380000406.
Adjust the ring nuts (3) and (7), remembering that:

(A)- if the measured backlash is greater than the given tolerance range, unscrew the adjuster ring
nut (3) and screw in the adjuster ring nut (7) by
the same measure.
(B)- if the measured backlash is less than the given
tolerance range, unscrew the adjuster ring nut
(7) and screw in the adjuster ring nut (3) by the
same measure.
38
Once the adjustment of the pinion-ring gear backlash has been carried out, check also that there is a
minimum preloading on the differential box bearings.
Repeat the whole sequence of the above mentioned
operations till the indicated conditions are reached.
Once the pinion-ring gear backlash has been established, measure the total preloading (T) of the bearings (pinion-crown bevel gear system), using a
dynamometer whose cord is wound on the pinion
splined end. The measured value should be within
the following range:
T = (P+3.90) (P+5.90) daN
(T = (P+8.76) (P+13.2) lbf)
where P is the effectively measured pinion preloading.
See section Pinion assembly.
WARNING
All preloadings must be measured without seal ring.
If the measurement is not within the requested

range, check well the assembly of each component
and operate on the adjuster ring nuts (3) and (7) of
the differential support:
(A)- if the total preloading is less than the given
range, screw in both adjuster ring nuts (3) and
(7) by the same measure, keeping the pinionring gear backlash value unchanged.
(B)- if the total preloading is greater than the given
range, unscrew both adjuster ring nuts (3) and
39
Once all the adjustment operations have been completed, fit the ring nut retainers (8) and their screws
(9), tightening them to the requested torque.
Tighten the bolts (12) of both half collars (11) to the

requested torque.
Before matching surfaces, make sure that they are

perfectly clean, degrease and clean them with appropriate detergents.
Spread a film of adhesive on the contact surface between the axle beam (14) and the differential carrier.
NOTE: check that two dowel pins (13) are in their

housing.
Position the differential support (1) on the axle housing (14), and tighten the retaining screws (2) to the
requested torque.
40
Bevel gear marking test
To test the marks of the bevel gear teeth, paint the

ring gear with red lead paint.
The marking test should be always carried out on
the ring bevel gear teeth and on both sides.
OK -> Correct contact:

If the bevel gear is well adjusted, the mark on the
teeth surfaces will be regular.
Z -> Excessive contact on the tooth tip:
Approach the pinion to the ring bevel gear and then
move the ring bevel gear away from the pinion in order to adjust the backlash.
X -> Excessive contact at the tooth base:
Move the pinion away from the ring bevel gear and
then approach the ring bevel gear to the pinion in order to adjust the backlash.
Movements to correct:
1 -> move the pinion for type X contact adjustment.
2 -> move the pinion for type Z contact adjustment.
41
DIFFERENTIAL GROUP
Disassembly
Use an extractor to remove the bearing (12) from
the bevel pinion.
42

the bevel pinion.
Unscrew all fastening screws (1) of the bevel gear

crown (11).
WARNING
This operation makes both differential half boxes

free, so take care not to lower the inner components.
Remove the bevel gear crown (11) by means of a

hammer.
Check the marking points (3) and (10) that will be

useful during the assemblage.
43
Disassemble the two differential half housings (3)

and (10).
Disassemble all the components.
Check the operating and wear conditions of the
components.
Assembly
Position a half housing (3) on a workbench and assemble all inner components: locking differential
counterdisc (4), sun gears (5), spider (9), spider
gear (7), thrust washer (6), pin (8).
Assemble the two half housings of the differential

unit (3) and (10).
WARNING
Carefully check that the marks of both differential

half boxes coincide.
Assemble the bevel gear crown (11) by using a

hammer.
44
Apply Loctite 242 on the thread of the screws (1).
Tighten the screws (1) to the requested torque.

NOTE: fix differential housing in the vice.
Press the bearing (12) or assemble after preheating.
Press the bearing (2).
45
PINION GROUP
Disassembly
Position the differential carrier in a vise.
Unscrew the locknut (10) using special tool
380002218.
NOTE: this operation will irretrievably damage the
locknut (10).
46
Remove the ring nut (10) and collect its retaining

washer (9).
Tap the shaft with a soft hammer to remove the bevel pinion (1).
WARNING
Take care not to lower the bevel pinion (1).

Collect the washers (4) and (6), the collapsible
spacer (5) and the bearing (8).
Place the differential carrier (7) on a flat surface and

remove the bearing cups (3) and (8) using a drift and
a hammer.
To remove the bearing (3) of the bevel pinion (1),

use a standard extractor.
Collect the bearing (3) and the underlying shim (2).
47
Check all pinion components for wear.
WARNING
The ring nut (10) and the collapsible spacer (5) must
be replaced when reassembling the unit.
Assembly
Place the differential support (7) on a workbench.
Fit the bearing cups (3) and (8) using the special
drifts and a hammer.
Prepare the kit consisting of the special tools called

false pinion 380002219 and false differential box
380000407 + 380000440 and a depth gauge.
Insert the bearing (3) and (8) in their housings.

Assemble the false pinion 380002219 and its ring
nut (10).
Tighten without exceeding the ring nut, till the backlash is eliminated.
48
Install false differential box special tools

380000407 + 380000440 to the differential group
supports (7) and lock it with the half collar bolts.
Assembly diagram of the false differential box

tools 380000407 + 380000440 on the bearing differential support seats.
Use a depth gauge to measure distance X (distance between the axis of the differential bearings
and the point at which the pinion head is supported,
or base of the bearing).
In order to determine the necessary thickness value

(S) between the pinion and the bearing, subtract the
value (V), stamped on the pinion head (V = requested conical distance), from the measured value (X).
S = X-V mm
Select the shim (2) of thickness value (S) among the

range of available shims.
49
Remove the false differential box special tool from

the differential supports (7).
Remove the ring nut (10), the false pinion and the
bearing (3) and (8).
Once you have chosen and inserted the suitable

shim (2) with the chamfer against the gear, force the
bearing (3) into the pinion shaft (1) with the special
tool 380002224 under a press, making sure that it is
well set.
Insert the shims (4) and (6) and a new collapsible
spacer (5).
NOTE: use always a new collapsible spacer (5).
Insert the bevel pinion (1) unit into the differential

support housing (7) and the bearing (8) into the pinion shaft.
In order to force the bearing (8) into position, use the
special tool and a hammer.
It is advisable to offer resistance, for example a
sledge, to the beating force.
Insert the ring nut washer (9) and screw a new lock
ring nut (10) on the pinion end.
50
Screw the ring nut (10) in, using the wrench

380002218 for ring nut and for pinion retainer.
WARNING
The torque setting is given by the preloading measurement on bearings; tighten the ring nut (10) gradually.
NOTE: if the tightening is excessive, the collapsible

spacer must be replaced and the procedure repeated. When you check the preloading, it is advisable
to beat slightly both pinion ends with a soft hammer,
so as to help setting the bearings.
Carry out the preloading measurement P of the pinion taper roller bearings, using a dynamometer
whose cord is wound on the end of pinion spline.
The adjustment is carried out by increasing the ring
nut torque gradually, being careful not to exceed.
P = 9.213.7 daN
(P = 20.730.8 lbf)
WARNING
All preloadings must be measured without the seal
ring.
Once the requested preloading value is achieved,

stake the ring nut, using a hammer and a chisel.
51
TOE-IN / STEERING ANGLE
Toe-in
Put two equal 1 m (3.3 ft) long linear bars on the
wheel sides and lock them with two nuts on the
wheel hub stud bolt.
WARNING
The two bars should be fixed on their middle so that
they are perpendicular to the supporting surface
and parallel to the pinion shaft axis; align the two
bars.

52
Measure the distance in mm (in) M between the

bars ends with a tapeline.
NOTE: keep the minimum value, swinging the
measurement point.
Check that the difference of the measurements between the wheel hubs diameters ends is within the
requested tolerance range.
The nominal toe-in value (A) is referred to the external diameter of the wheel hubs flange, therefore the
measured value (M) at the bars ends must be related to the ratio between length of the bar and flange
diameter:
0
nominal toe-in = A - 2
measured toe-in = M - 5
If toe-in is incorrect, operate with two wrenches on

the guide rods (1) screwing in and out the two joint
tie rods (3) equally till the toe-in is within the requested tolerance.
53
After adjusting, screw in the locknuts (2) of the guide

rods (1) to the requested tightening torque.
Steering angle adjustment

Use the same bars assembled for the toe-in adjustment and a long bar perfectly leaned over the machined part of the central body (pinion side), so that
the two bars form an acute angle at the maximum
steering.
Adjust a protractor to the requested angle and position it on the long bar.
Move a wheel side till it forms, with the two bars, the
angle fixed by the protractor.
Adjust the mechanical steering stop, screwing in or

out the stop bolt (4), locking it with the locknut (5) to
the requested tightening torque.
54
Steer completely towards the other side and repeat

the same operation.

1.3
55
FAULT FINDING
PROBLEM
CAUSE
10 11
Wheel vibration; front tyre resistance; half

shaft breakage
Steering is difficult; vehicle goes straight
while its turning
No differential action; jamming while
steering
Transmission excessively noisy
Uneven wear of tyre
Friction noise
Vibration during forward drive, intermittent
noise
1. Incorrect installation / defective axle
Correct installation or repair or replace the differential in case it does not survive any one of the test phases.
2. Overloading / incorrect weight distribution
Remove excessive weight and redistribute load, following instructions related to the vehicle.
3. Different rotation radius of the tyres
If one tyre has a smaller radius, it will cause partial wheel slipping when force is applied. The other tyre with
bigger radius will have to support all the work. Replace the tyre or adjust pressure to have same radius on both
tyres.
4. Broken half shaft
It is not advisable to operate the vehicle with a broken half shaft. It is acceptable to move the vehicle (engine
off unloaded) a few metres away only.
5. Bent half shaft
Replace half shaft.
6. Blocked differential
Abnormal functioning of the differential or breakage/blockage of command device. Verify assembly and all
components.
Vehicles with wide steering angle may proceed with kicks, have steering difficulty or cause pneumatic wearing
at sharp turns. Reduce the steering angle to minimum and decelerate when the vehicle begins to kick.
7. Incorrect wheel adjustment
Verify group integrity and wheel side bearings.
Adjusting according.
8. Spoiled or worn out axle parts
Check the condition of ring gear, pinion gear, bearings etc.
Replace whenever necessary.
9. Contamination in the axle box or incorrect assembly of parts
Look for foreign particles. Check assembly of the various parts of the axle.
10. Incorrect adjustment of the bevel gear set: Parts of the transmission worn out
(Transmission gears, U joints, etc.). Replace or adjust as required.
11. Incorrect use of the product
See the vehicle producers instructions once again.
56
PROBLEM
CAUSE
ACTION
Ring gear tooth broken on the

outer side
Excessive gear load compared to

the one foreseen
Incorrect gear adjustment
(excessive backlash)
Pinion nut loose
Replace bevel gear set.

Follow carefully the recommended
operations for the adjustment of the
bevel gear set backlash.
Ring gear tooth broken side
Load bump
(insufficient backlash)
Pinion nut loose

Pinion or ring gear teeth worn
Insufficient lubrication
Contaminated oil
Incorrect lubrication or depleted
additives
Worn out pinion bearings that
cause an incorrect pinion axle
backlash and wrong contact
between pinion and ring

Use correct lubricants, fill up to the
right levels and replace according to
the recommended program.
Overheated ring and pinion teeth

See if gear teeth have faded
Prolonged functioning at high

temperatures
Incorrect lubrication
Low oil level
Contaminated oil

Use proper lubrication, fill up to right
level and replace at recommended
program.
Pinion teeth pitting
Excessive use

Use correct lubrication, fill up to the
right level and substitute at
recommended intervals.
Axle beam body bent
Vehicle overloaded
Vehicles accident
Load bump
Replace axle beam body.
Worn out or pitted bearings
Contaminated oil
Excessive use
Normal wear out
Pinion nut loose
Replace bearings.
right level and replace at
Oil leakage form gaskets and

seals

temperature of the oil
Oil gasket assembled incorrectly
Seal lip damaged
Contaminated oil
Replace the gasket or seal and

matching surface if damaged.
Use correct lubrication and replace
at recommended intervals.
Excessive wearing out of input

flange spline
Exhaustive use
Pinion nut loose
Pinion axle backlash
Replace the flange.

Check that the pinion spline is not
excessively worn out.
Replace bevel gear set if required.
Fatigue failure of pinion teeth

See if the fracture line is well
defined
(wave lines, beach lines)
Exhaustive use
Continuous overload
Pinion and ring teeth breakage
Crash load of differential

components
Check and/or replace other

differential components.
57
Side gear spline worn out

Replace all scratched washers
(Excessive backlash)
Excessive use
Replace differential gear group.

Replace half shaft if required.
Thrust washer surface worn out

or scratched
Contaminated oil
Use correct lubrication and fill up to

right level.
Replace at intervals recommended.
Replace all scratched washers and
those with 0,1 mm (0.004 in)
thickness lower than the new ones.
Inner diameter of tapered roller

bearing worn out
Excessive use
Excessive pinion axial backlash
Contaminated oil
Replace bearing.
Check pinion axial backlash.
intervals.
Bent or broken half shaft
Vehicle intensively operated or

overloaded
Replace.
Half shaft broken at wheel side
Wheel support loose

Beam body bent
Replace.
Check that wheel support is not
worn out or wrongly adjusted.
58
2.
FRONT AXLE 4WS CARRARO
2.1
TYPE
Front steering axle, model 26.28
POWERSHIFT
SELF LOCKING
RATIO
18.46
59

Oil capacity
Oil specification:
manufacturer
Ambra Multi G NH 410 B
TECNOLUBE SEAL
POLYMER 400/L
(DIN = KHER1R ISO-I-XMRXM2)
AGIP MU/EP2
DESCRIPTION
POSITION
Oil filling and level plug
Oil breather
Filling, level and drain plug of epicyclic reduction gear oil
Oil drain plug
Greasing points
60
Before draining the oil from axle housing, use the

breather (2) to release possible internal pressure.
WARNING
To drain the oil remove the level plug (1) and the
drain plug (4).
WARNING
Drain all oil.
Clean the drain plug (4) and tighten to the requested
torque.
Always use the oil breather (2) to release possible

internal pressure.
Unscrew the level plug (1) and fill to the bottom of
the level plug hole with the specified oil.
Wait to allow the oil to flow through the axle. Check
oil level and fill to the specified level if necessary.
Screw the level plug (1) to the prescribed torque.
Before draining the oil from wheel end rotate the

wheel end so that the plug (3) is at the highest position [pos.A] and partially unscrew to release possible pressure.
Rotate the wheel end so that the plug (3) is toward
the ground [pos.B].
Remove the plug and drain the oil.
Rotate the wheel end so that the hole (3) is in the position shown in figure.
Fill to the bottom of the fill plug hole with specified
oil.
Tighten the plug (3) to the requested torque.
61
62
2.2

FRONT AND REAR SUPPORT
Disassembly
Remove the nut (3) and the bolt (2) and extract the
flange (1).
63
Remove oil seal (13).
Unscrew the screws (11) and remove the flange

(12).
Loosen the fastening screw (4).

Take the rear support (5) out from the differential
support.
Remove the O-ring (6) from the bush in rear support

(5).
NOTE: this is a destructive operation for the O-ring
(7).
64
Remove the bolt (4) and the lube nibble (9).

Remove the bush (8) from the rear support (5).
Remove the bushes (6) from the rear support (5).
Remove the washer (10) from the differential support only if necessary.
Loosen the fastening screw (19).

Take the front support (20) out from the axle housing (15).
Remove the
Remove the
Remove the
Remove the
65
O-ring (22).
bolt (19) and the lube nibble (23).
bush (18) from the front support (20).
bushes (21) from front support (20).
Remove the bush (17) and the washer (16) from the
axle housing (15) only if necessary.

for the bush.
Assembly
Insert the washer (10) into the differential support.

Assemble the bushes (6) to the rear support (5) with
a pad and a hammer.
66
Assemble the bush (8) in the rear support (5).
WARNING
Lubricate with grease a new O-ring (7).

Insert the O-ring (7) in the rear support (5).
Insert the rear support (5) on the differential support.
WARNING
Do not damage the O-ring when inserting the rear
support on the central body.

Assemble the lube nibble (9).
Insert the washer (16) into the front support seat.

assemble it to the axle housing (20).
NOTE: if necessary assemble the bush (17) with a

pad and a hammer.
67

Assemble the bushes (21) to the front support (20)
with a pad and a hammer.
Assemble the bush (18) into the front support (20)

with a suitable driver and a hammer.
WARNING
Mount the bolt (19).

Assemble O-ring (22).
Insert the front support (20) on the axle beam.

Assemble the lube nibble (23).
Assemble the flange (12) and fasten by tightening

the screws (11).
68
Assemble the seal ring (13) use the special tool

380002225.
Assemble the flange (2) to the pinion shaft end.

Lock the flange (1) with the bolt (2) and the nut (3).
Tighten the nut (3) to the requested torque.
69
STEERING CYLINDER
Disassembly
WARNING
70
conditions.
Unscrew the fastening screws (13) and take the
steering cylinder (7).
or replaced.

Assembly
Assemble the cylinder head (18) on the rod (20).

Slide the pre-assembled rod (20) into the cylinder
body (22).
71
and (10), the nuts (4) and (9) to the ends of the rod,
then tighten with a dynamometric wrench to the requested torque.

Assemble and tighten the screws (13) with dynamometric wrench to the requested torque.
Assemble bracket (14).

Screw the tie rod (10) so that its ball joint can be inserted into the swivel housing (11) arm.

Insert the ball joint of the tie rod (3) into its housing
on the swivel housing (2).
72
Screw the locknuts (4) and (9) of the tie rods (3) and
(10) only when the toe-in adjustment has been carried out.
73
Disassembly
74

Remove the planetary carrier (1) from the wheel

hub.
If required replace the planetary gears as follows:

unscrew the screws (11) on every pin (4);
remove the washers (8) and (9);
take the planetary gears (7) out of the pins;
collect the roller bearings (7), checking their conditions;
collect the washer (6).
Assembly
Position the planetary carrier (1) on a workbench.
Insert in the pins of the planetary gears carrier the
washers (5) and the planetary gears (7) complete
with the rollers (6).
Assemble the washers (8) and fasten them with the
pins (10).
Fit the washers (9) and screw in the screws (11) by
tightening them at the prescribed torque.
NOTE: with new planetary gears it is advisable to

assembly new roller bearings.
75
Assemble the epicyclic reduction gear (1) on the

wheel hub.
Assemble the screws (3) and tighten to the requested torque.
Top up the oil on the wheel hub.

Fit the filling/drain and level oil plug (2) on the planetary carrier (1) and tighten to the requested torque.
76
WHEEL HUB
Disassembly
WARNING

shaft.
77

In order to remove the wheel carrier group from its

housing, screw two of the just removed screws (5)
in the threaded extraction holes.
Extract and remove the wheel carrier (7) together
with the epicyclic ring gear (4).
78

Unscrew and remove the fastening bolts (19) and

WARNING

79
Collect the belleville washers (25) and (26).

NOTE: this is a destructive operation for the seal
ring.
Assembly
steering stop composed by the screw (21) and nut
(20).
Assemble the bush into the swivel housing (14) with

the special tool 380002668 and a hammer or a
press.
80
If ball joints (15) and (27) have been previously removed, reassembly them on the lower (16) and upper king pin (18).
Grease well the king pin housings (16) and (18) with
specific grease.
Position the Belleville washers (25) and (28) on the
king pin housings.

ring.

Assemble both bearing cups (9) and (12) to their

wheel hub (11) housings using the special tool
380002222 under a press or with a hammer.
Insert the seal ring (13) into the wheel hub (11) with
NOTE: do not lubricate the seal ring (13).
81

(14).



82
Force all the hub dowel bushes (6) completely with

Apply sealant on fastening bolts (5) thread.
Assemble the wheel carrier (7) fastening bolts (5)

With the lever push the double U-Joint in the direction of the wheel hub to make easier the lock ring insertion.
Assemble the thrust washers (2) and (3) into the

double U-Joint shaft end.
in its seat.
83
DOUBLE U-JOINTS
Disassembly
beam (1).
84
WARNING
Assembly
Assemble the bush (2) on the axle beam (1) with the
NOTE: grease carefully the seal rings.

(1).
WARNING
85
DIFFERENTIAL SUPPORT GROUP
Disassembly
Drain the oil completely from the differential.
Loosen and remove the screws (2) of the differential
support (1).
Remove the differential support (1) from the axle
housing (14).
WARNING
Support the differential support with a rope or other
appropriate means.
86
Loosen and remove the screws (9) to take out the

two ring nut retainers (8).
Before removing the bolts, mark both half-collars

(11) and the differential support with permanent reference marks to avoid inverting them during re-assembly. Mark the area between the ring nuts (3) and
(7) and the differential support (1) as well.
Unscrew the adjuster ring nuts (3) and (7) using tool
380000406 and a wrench.
Remove the 4 screws (12) and remove both halfcollars (11).

NOTE: check that the bushes (10) remains in their
housings.
87
Remove the differential housing (5).

The bearings (4) and (6) are removed together with
the differential housing.
WARNING
Assembly
Assemble the bearings (4) and (6) on the differential
housing (5).
WARNING
Position the complete differential box with bearings

on the differential carrier.
WARNING
Check the right side of the bevel crown assembly.
Move the differential group so to place the bevel

crown gear on the pinion.
Check that all bushes (10) are in their housings and
position both half collars (11) on their seats using
the previously traced reference marks.
Lock both collars with their fastening bolts (12).
88
Assemble the adjuster ring nuts (3) and (7) to the

differential support.
Tighten both ring nuts (3) and (7) with special tool
380000406, till the backlash is eliminated and the
differential bearings are slightly preloaded.
Check that the differential bearings are well settled;
if necessary, knock slightly with a soft hammer, in
order to properly set the bearings in position.
Position a magnetic-base dial gauge on the differential support, so that the feeler stylus touches the surface of one tooth of the crown gear with a 90 angle.
Lock the pinion and move the crown gear alternatively and note the pinion-ring gear backlash, measured with the comparator.
Repeat the operation on 2 or more points (teeth), rotating the crown gear, so that to obtain an average
value.
Check if the measured backlash value is within the
requested range:
0.180.25 mm (0.0070.009 in)
Carry out the adjustment by operating on the ring
nuts with the appropriate tool 380000406.
Adjust the ring nuts (3) and (7), remembering that:

(A)- if the measured backlash is greater than the given tolerance range, unscrew the adjuster ring
nut (3) and screw in the adjuster ring nut (7) by
the same measure.
(B)- if the measured backlash is less than the given
tolerance range, unscrew the adjuster ring nut
(7) and screw in the adjuster ring nut (3) by the
same measure.
89
Once the adjustment of the pinion-ring gear backlash has been carried out, check also that there is a
minimum preloading on the differential box bearings.
Repeat the whole sequence of the above mentioned
operations till the indicated conditions are reached.
Once the pinion-ring gear backlash has been established, measure the total preloading (T) of the bearings (pinion-crown bevel gear system), using a
dynamometer whose cord is wound on the pinion
splined end. The measured value should be within
the following range:
T = (P+3.90) (P+5.90) daN
(T = (P+8.76) (P+13.2) lbf)
where P is the effectively measured pinion preloading.
See section Pinion assembly.
WARNING
All preloadings must be measured without seal ring.
If the measurement is not within the requested

range, check well the assembly of each component
and operate on the adjuster ring nuts (3) and (7) of
the differential support:
(A)- if the total preloading is less than the given
range, screw in both adjuster ring nuts (3) and
(B)- if the total preloading is greater than the given
range, unscrew both adjuster ring nuts (3) and
90
Once all the adjustment operations have been completed, fit the ring nut retainers (8) and their screws
(9), tightening them to the requested torque.
Tighten the bolts (12) of both half collars (11) to the

requested torque.
Before matching surfaces, make sure that they are

perfectly clean, degrease and clean them with appropriate detergents.
Spread a film of adhesive on the contact surface between the axle beam (14) and the differential carrier
(1).
NOTE: check that two dowel pins (13) are in their

housing.
Position the differential support (1) on the axle housing (14), and tighten the retaining screws (2) to the
requested torque.
91
Bevel gear marking test
To test the marks of the bevel gear teeth, paint the

ring gear with red lead paint.
The marking test should be always carried out on
the ring bevel gear teeth and on both sides.
OK -> Correct contact:

If the bevel gear is well adjusted, the mark on the
teeth surfaces will be regular.
Z -> Excessive contact on the tooth tip:
Approach the pinion to the ring bevel gear and then
move the ring bevel gear away from the pinion in order to adjust the backlash.
X -> Excessive contact at the tooth base:
Move the pinion away from the ring bevel gear and
then approach the ring bevel gear to the pinion in order to adjust the backlash.
Movements to correct:
1 -> move the pinion for type X contact adjustment.
2 -> move the pinion for type Z contact adjustment.
92
DIFFERENTIAL GROUP (STANDARD)
Disassembly
the bevel pinion.
93
Use an extractor to remove the bearing (2) from the

bevel pinion.

crown (11).
WARNING


hammer.

94
Remove the planetary gear (5) and the shim (4).
Remove the differential pin (8), the planetary gear

(7) and the spheric washer (6).
Assembly
Apply a thin layer of Molicote G-n plus paste on the
half housing of the differential (3) and (9).
WARNING
Remove rests of dope.

planetary gears (5), (12), and on the planetary gears
(7).
95
Assemble the planetary gear (12) with the shim (13).
Assemble the differential unit pin (8) and the planetary gears (7) and the washers (6).
96

unit (3) and (9).
WARNING

half boxes coincide.

hammer.

97
98
DIFFERENTIAL GROUP (SELF-LOCKING)
Disassembly
the bevel pinion.
99

bevel pinion.

crown (14).
WARNING


hammer.
Check marking points (3) and (12) that will be useful

during the assemblage.
100
Remove the discs (4) and (5).
Remove the planetary gear (11).
Remove the differential pin (10), the planetary gear

(8) and the spheric washers (9).
Remove the planetary gear (7).
101
Assembly
half housing of the differential (3) and (12).
WARNING

planetary gears (7), (11), and on the planetary gears
(8).
Assemble the discs (4) and (5).
102
Assemble the planetary gears (11).
Assemble the differential unit pin (10) and the planetary gears (8) and the spheric washers (9).
Assemble the planetary gears (7).
103

unit (3) and (12).
WARNING

half housings coincide.
Fit the bevel gear crown (14) by using a hammer.

104
105
PINION GROUP
Disassembly
Position the differential carrier in a vise.
Unscrew the locknut (10) using special tool
380002218.
NOTE: this operation will irretrievably damage the
locknut (10).
106
Remove the ring nut (10) and collect its retaining

washer (9).
Tap the shaft with a soft hammer to remove the bevel pinion (1).
WARNING
Take care not to lower the bevel pinion (1).
Collect the washers (4) and (6), the collapsible
spacer (5) and the bearing (8).
Place the differential carrier (7) on a flat surface and

remove the bearing cups (3) and (8) using a drift and
a hammer.
To remove the bearing (3) of the bevel pinion (1),

use a standard extractor.
Collect the bearing (3) and the underlying shim (2).
107
Check all pinion components for wear.
WARNING
The ring nut (10) and the collapsible spacer (5) must
be replaced when reassembling the unit.
Assembly
Place the differential support (7) on a workbench.
Fit the bearing cups (3) and (8) using the special
drifts and a hammer.
Prepare the kit consisting of the special tools called

false pinion 380002219 and false differential box
380000407 + 380000440 and a depth gauge.
Insert the bearing (3) and (8) in their housings.

Assemble the false pinion 380002219 and its ring
nut (10).
Tighten without exceeding the ring nut, till the backlash is eliminated.
108
Install false differential box special tools

380000407 + 380000440 to the differential group
supports (7) and lock it with the half collar bolts.
Assembly diagram of the false differential box

tools on the bearing differential support seats.
Use a depth gauge to measure distance X (distance between the axis of the differential bearings
and the point at which the pinion head is supported,
or base of the bearing).
In order to determine the necessary thickness value

(S) between the pinion and the bearing, subtract the
value (V), stamped on the pinion head (V = requested conical distance), from the measured value (X).
S = X-V mm
Select the shim (2) of thickness value (S) among the

range of available shims.
109
Remove the false differential box special tool from

the differential supports (7).
Remove the ring nut (10), the false pinion and the
bearing (3) and (8).
Once you have chosen and inserted the suitable

shim (2) with the chamfer against the gear, force the
bearing (3) into the pinion shaft (1) with the special
tool 380002224 under a press, making sure that it is
well set.
Insert the shims (4) and (6) and a new collapsible
spacer (5).
NOTE: use always a new collapsible spacer (5).
Insert the bevel pinion (1) unit into the differential

support housing (7) and the bearing (8) into the pinion shaft.
In order to force the bearing (8) into position, use the
It is advisable to offer resistance, for example a
sledge, to the beating force.
Insert the ring nut washer (9) and screw a new lock
ring nut (10) on the pinion end.
110
Screw the ring nut (10) in, using the wrench

380003218 for ring nut and for pinion retainer.
WARNING
The torque setting is given by the preloading measurement on bearings; tighten the ring nut (10) gradually.
NOTE: if the tightening is excessive, the collapsible

spacer must be replaced and the procedure repeated. When you check the preloading, it is advisable
to beat slightly both pinion ends with a soft hammer,
so as to help setting the bearings.
Carry out the preloading measurement P of the pinion taper roller bearings, using a dynamometer
whose cord is wound on the end of pinion spline.
nut torque gradually, being careful not to exceed.
P = 9.213.7 daN
(P = 20.730.8 lbf)
WARNING
All preloadings must be measured without the seal
ring.
Once the requested preloading value is achieved,

stake the ring nut, using a hammer and a chisel.
111
TOE-IN / STEERING ANGLE
Toe-in
WARNING
bars.

112
Measure the distance in mm (in) M between the

bars ends with a tapeline.
measurement point.
diameter:
0
nominal toe-in = A - 2
measured toe-in = M - 5

113

rods (1) to the requested tightening torque.
Steering angle adjustment

steering.

out the stop bolt (4), locking it with the locknut (5) to
the requested tightening torque.
114

the same operation.

2.3
115
FAULT FINDING
PROBLEM
CAUSE
10 11

shaft breakage
while its turning
steering
Uneven wear of tyre
Friction noise
noise
If one tyre has a smaller radius, it will cause partial wheel slipping when force is applied. The other tyre with bigger
radius will have to support all the work. Replace the tyre or adjust pressure to have same radius on both tyres.
5. Bent half shaft
Replace half shaft.
Abnormal functioning of the differential or breakage/blockage of command device. Verify assembly and all components. Vehicles with wide steering angle may proceed with kicks, have steering difficulty or cause pneumatic
wearing at sharp turns. Reduce the steering angle to minimum and decelerate when the vehicle begins to kick.
116
PROBLEM
CAUSE
ACTION

outer side

the one foreseen
Pinion nut loose

operations for the adjustment of
Load bump
Pinion nut loose

Contaminated oil
additives



temperatures
Low oil level
Contaminated oil

program.
Excessive use

Axle beam body bent
Vehicle overloaded
Vehicles accident
Load bump
Contaminated oil
Excessive use
Normal wear out
Pinion nut loose
Replace bearings.

seals

Seal lip damaged
Contaminated oil


flange spline
Exhaustive use
Pinion nut loose
Replace the flange.


defined
Exhaustive use
Continuous overload

components

117

Excessive use


or scratched
Contaminated oil

right level.
those with 0,1 mm (0.004 in)

bearing worn out
Excessive use
Contaminated oil
Replace bearing.
intervals.

overloaded
Replace.
Wheel support loose

Beam body bent
Replace.
118
3.
SPECIAL TOOLS
P/N CNH
USE
4WD
4WS
380000406
Disassembly/assembly of differential ring nuts
380000407 +
380000440
Calculation of pinion shims
380002213
Assembly of seal ring in the wheel hub
380002218
Disassembly/assembly of pinion rings
380002219
Calculation of pinion shims
380002222
Assembly of bearing cups in the wheel hub
380002223
Disassembly and assembly bushings in the crown retainer hub
380002224
Assembly of pinion bearing
380002225
Assembly of front flange seal connection
380002226
Assembly of bushing in the half beam
380002227
Assembly of seal ring in the wheel hub
380002432
Assembly of sliding block in the swivel housing
380002660
Assembly of bushing in the swivel housing
380002661
Assembly of seal ring in the swivel housing
380002662
Assembly of spherical joint on lower and upper king pin
380002663
380002664
Assembly of bushing in the seat of the upper king pin
380002665
Assembly of bushing in the half beam
380002666
Assembly of seal ring in the half beam
380002667
Disassembly/Assembly of bushings in the crown retainer hub
380002668
380002669
380002670
Assembly of seal ring in the half beam
B110
B115

1. REAR AXLE 2WS ......................................................................................................................................... 3
1.1 DESCRIPTION AND OPERATION....................................................................................................... 3
1.4 FAULT FINDING.................................................................................................................................. 27
2. REAR AXLE 4WS CARRARO.................................................................................................................. 28
2.3 FAULT FINDING.................................................................................................................................. 81
3. SPECIAL TOOLS........................................................................................................................................ 84
1.
REAR AXLE 2WS
1.1
The rear axle is a rigid axle and is fixed by 4 screws

to the chassis with a torque value of 800 Nm
(590 lbfft).
It incorporates the following features:
mechanically operated differential unit;
hydraulically operated oil immersed foot brakes fitted with four disc brakes;
planetary reduction carrier with 3 planetary gears.
Power from the transmission output shaft is transmitted to the rear axle through the flange (1), the
brake pads (2) and the half shaft (3) to the rear fire.
The bevel pinion is located in preloaded roller bearings.
The differential is located on two roller bearings, the
right hand bearing supported by an internal web of
the axle centre housing.
The crown is fixed to the differential housing. Drive
from the housing is transmitted through a four pinion
differential to sun gear shafts which are splined into
the differential side gears.
The differential lock sliding coupling is located on the
splines of the right hand differential side gear. The
coupling has dog teeth which engage with the dog
teeth on the differential housing lock adaptor.
If the dog teeth are not aligned, the spring engagement link will be preloaded, ensuring rapid and full
tooth engagement when the dog teeth align.
The differential lock will remain engaged due to dog
tooth side loading as long as the rear wheels have
unequal traction.
The return spring disengages the lock when both
wheels have equal traction or drive is disengaged.
The brakes are mounted on the final reduction sun
gears. These brakes are wet disc type with hydraulic
piston actuator operated by foot pedals, independently for turning assistance, or together for transport.
The planetary gears (4) are mounted in a planetary
carrier and are positioned around the sun gear and
within the planetary ring gear (5). The rear axle
shafts (3) are located into the internal splines in the
carriers.
As the sun gear is driven by the differential, the reduction planet gears revolve inside the stationary
planetary ring gear and drive the carrier and axle
shaft at reduced speed.
The rear axle shaft is supported on taper roller bearings (6). Preload is adjusted by means of selective
shims held under the retaining plate and screws.
ELECTRO-HYDRAULIC DIFFERENTIAL
LOCKING OPERATION (only Powershift)
WARNING
The differential lock fitted to this machine is operated
by oil pressure and controlled by an electrically operated solenoid. The solenoid is energized when the
switch (1) mounted in the front console is depressed.
The differential lock effectively places both rear
wheels into a direct drive when selected, this action
stops one rear wheel spinning.
In conditions inducing wheel slip (differential lock not
yet engaged), press down the differential lock switch
and the lock will engage giving direct drive to both
rear wheels.
The lock will remain engaged until either of the foot
brakes are applied and the machine stops or by disengaging the switch. The warning light on the instrument panel will go out when the differential lock has
disengaged.
When selecting switch (1) on gauge cluster, the differential is activated with the oil pressure supplied by
the transmission, which acts on piston (3) for differential locking.
This oil under a pressure of 13-14 bar (189-203 psi),
always available when the engine is running, is controlled from an electrovalve. When the switch is
released (differential locking not necessary) oil is diverted to the filler of the level dipstick (discharged)
and the piston spring (2) of the differential releases
the locking (4).
MECHANICAL DIFFERENTIAL LOCKING

OPERATION (Powershuttle models)
WARNING
Never use the differential lock at speeds above 8
km/h (5 mph) or when turning the machine. When
engaged the lock will prevent the machine turning
and personal injury could result.
In conditions inducing wheel slip, hold down the differential lock pedal (1) with your heel until the lock is
felt to engage. The lock will automatically disengage
when traction at the rear wheels equalizes. If a rear
wheel spins at speed, reduce the engine speed to
idle before engaging the differential lock to minimize
shock loads on the rear axle.
When pedal (1) is pressed, a system of levers activates outer lever (2) that on its turn acts on bracket
(3) locking the differential. By releasing pedal (1) the
lever is also released and the differential is unlocked.
6
1.2

POWERSHIFT
POWERSHUTTLE
RATIO
4.62:1
/
LUBRICATION
Oil capacity: 21.2 litres
Oil specification: Ambra Mastertran NH 410 C + AoA Axle oil additive (0.8 litres)
4.11:1
TIGHTENING TORQUES
1. Screw of half shaft: 554626 Nm (408461 lbfft)

2. Screw of axle assy - rear RH or LH: 190231 Nm
(140170 lbfft)
3. Screw of front flange: 136170 Nm (100125 lbfft)
4. Screw to fixed rear axle to the chassis: 800 Nm
(590 lbfft)
5. Screw: 1114 Nm (810 lbfft)
6.
7.
8.
9.
10.
Screw of block: 5776 Nm (4256 lbfft)

Screw of baffle oil: 4351 Nm (3137 lbfft)
Plug: 2734 Nm (2025 lbfft)
Screw: 3241 Nm (2330 lbfft)
Screw of housing rear brake: 204245 Nm
(150180 lbfft)
11. Right nut: 406 Nm (299 lbfft)
8
1.3

REAR AXLE REMOVAL

For servicing of any rear axle component the axle
must be removed.
Prior to removal of the axle place a suitable clean
container under the axle, capable of holding 21.2 litres and drain the oil from the plug at the base of the
axle.
Disconnect the differential lock lever.
Gain access from the top of the rear axle, disconnect
and drain the residual brake oil into a suitable clean
container. Remove the pipes from both sides of the
axle half shafts. Plug the brake pipes to prevent any
dirt or contamination entering the brake system.
Remove the 4 attaching screws from the drive shaft
coupling and remove from the axle.
Before removal of the axle make sure the machine is
on level ground with the loader fully lowered and
backhoe resting on the ground. The stabilizers must
be lowered to the ground and the front wheels
chocked.
Support the axle and remove the retaining screws,
gently lower the axle to the ground.
Place the axle on a suitable stand to facilitate the repairs.
DIFFERENTIAL REMOVAL
Unscrew the upper screw (1). Use the hole of this
screw and holes (A) to install tool 380000990 for the
lifting of half-beam housing (2).
Unscrew and remove the remaining screws (1).
Remove the left housing of the half-beam (2) with

the differential (3) using the tool 380000990, from
the axle central body (4).
At this point it is possible to remove from the left

housing of the half-beam the differential group assy.
The differential consists of:
differential lock spring (5);
differential housing (6);
crown wheel (7).
10
DIFFERENTIAL DISASSEMBLY
1.
2.
3.
4.
5.
6.
7.
8.
Lock ring
Washer
Dog gear
Spring
Dog
Differential half housing
Crown wheel
Screw
Prior to separating the differential, mark the two half

housings (6) and (15) to ensure correct reassembly.
Replace the differential lock coupling and adaptor if
worn or damaged.
9.
10.
11.
12.
13.
14.
15.
16.
Bearing
Thrust washer
Side gear
Spider assembly
Side gear
Thrust washer
Differential half housing
Bearing screw
The differential lock can be disassembled by compressing the spring and carefully detaching the snap
ring (1).
With the snap ring removed disassemble the: washer (2), outer dog (3), spring (4), inner dog (5) from
the housing (6).
Carefully inspect all moving parts for signs of scoring, wear, or damage, if evident replace with new
parts.
By means of an extractor remove the bearing (16).
Unscrew and remove the screws (17). Disassemble

the half-housing of differential (15).
Now remove the thrust washer (10) and (14), the

planetary gears (11) and (13) and the spider gears
(12).
11
12
PINION REMOVAL
1.
2.
3.
4.
5.
6.
7.
8.
Ring nut
Lock pin
Washer
Seal
Coupling
Bearing
Spacer
Flange
Remove the lock pin (2) to unlock the ring nut (1).
9.
10.
11.
12.
13.
14.
15.
Disc
Seal
Bearing
Pinion
Bearing
Lock ring
Screw
Using the special tool 380002675 hold the coupling

(5) steady while loosening the ring nut (1).
Remove the ring nut (1), the washer (3) and the gasket (4).
Remove the coupling (5).
Unscrew and remove the screws (15).

Remove flange (8).
Remove the bearing (6) from the flange (8).
13
14
Remove the snap ring (14) from the axle inner central body.
Using an rubber hammer, take out the pinion (12).
Remove from the pinion (12), the spacer (7) and by

means of extractors, the bearings (11) and (13).
15
BRAKE GROUP DISASSEMBLY

Powershuttle
Powershift
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Housing brake outer

O-ring
O-ring
Piston brake
Disc brake intermediate
Disc brake
Housing brake inner
Baffle oil (Powershuttle)
Screw
Shim
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
Block (Powershuttle)
Washer
Screw
Screw
Housing brake inner
Housing brake outer
Screw
Baffle oil (Powershift)
Block (Powershift)
Screw
16
Unscrew and remove the screws (17) then disassemble the block (11) with the shims (10).
Untighten and remove the screws (9). Remove the

housing brake inner (7).
Remove the brake pads (6) and the intermediate

brake pads (5).
Remove the brake piston (4) and the outer housing

brake (1).

AXLE SHAFT ASSY RH/LH DISASSEMBLY
1.
2.
3.
4.
5.
6.
7.
8.
Sun gear
Retainer
Screw
Washer
Shim
Planetary gear carrier
Bearing
Manifold brake tube
The brake manifold (8) can be removed by loosening and removal of the screws (9). Before reassembly fit a new O-ring (11). On reassembly torque the
attaching screws to 11 - 14 Nm (8 - 10 lbfft).
9.
10.
11.
12.
13.
14.
15.
16.
Screw
Screw bleeder
O-ring
Axle housing assy right or left
Bearing
Seal
Shaft with wheel hub
Epicyclic ring gear
17
18
Remove the sun gear (1).
To remove the planetary gear carrier assy (6) from

the carrier (16), remove the lock shaft (2), the retaining screw (3), the washer (4) and the shim (5).
Remove the planetary gear carrier assy (6).
If necessary it is possible to disassemble the planetary gear carrier assy:

Remove the retaining ring (A).
Extract gears pins (B) and remove planetary gears
(C).
The planetary ring gear (16) can be removed from

the axle (12) with the aid of tool 380000816. Position
the tool beneath the ring gear, expand the plates
and tighten the screws. Invert the axle and press out
the gear from the wheel hub side.
Inspect the gear for wear, scoring or damage and
repair or replace.
Position the axle housing (12) to allow removal of

the shaft with wheel hub (15).
Using the puller tool 380000986 and the slide hammer 380000987, remove the bearing cups (13) from
the axle housing (12).
By means of extractor 380002676 remove the bearing (13) from the axle shaft (15).
Applying gradual pressure to the tool, the bearing
will separate from the half axle.
Inspect the bearing for wear, scoring or damage and
replace if in any doubt.
19
20
Reassembly of the bearing is the reverse procedure. Using an induction heater, heat the bearing
sufficiently to expand it enough to allow it to easily
seat onto the half shaft.
After bearing removal, disassemble the seal (14)

from the shaft with wheel hub (15).
NOTE: always fit a new axle seal if the axle bearing
is removed for any reason.
21
MEASUREMENTS AND ADJUSTMENTS

Bearing of bevel pinion preload
The pinion bearing preload is set by selecting the

correct shim (spacer) which is placed between the
bearings.
Reassemble the pinion assembly, attach the fabricated spanner 380002675 to the flange (1) and
torque to 406 Nm (299 lbfft) with spanner to the locknut (2).
Measuring of pinion rolling torque
Use a torque metre (1) to check rolling resistance

when the assembly is fitted back into the axle.
The rolling resistance should be: 1.3 Nm (0.96 lbfft).
Leave pinion retainer screws loose for this check.
If under specification, fit a smaller shim. If over specification, fit a larger shim.
Axle shaft bearing preload
The preload of the axle shaft bearing is realized by

placing the shims (1) between axle shaft (2) and
washer (3) as many as necessary to achieve value
X.
22
The procedure to determine value X occurs in the

following manner:
install the largest shim (for instance 2.286 mm
(0.09 in));
assemble the planetary gear assy;
screw and tighten screw at 554626 Nm
(408461 lbfft);
by means of a dial gauge find out the axle backlash
(for instance 0.562 mm (0.022 in));
subtract endfloat from shim already fitted, for
example 2.286 - 0.562 mm = 1.724 mm (0.09 0.022 in = 0.067 in).
The Resultant value is obtained.
starting from Resultant value refere to table for
correct shim to replace the 2.286 (0.09) one.
IMPORTANT: increasing shim thickness will reduce
preload. Decreasing shim thickness will increase
preload.
fit selected shim and re-tighten retained screw to
correct torque and allow lock plate to locate.
RESULTANT VALUE
SHIM TO BE INSTALLED
1.245 - 1.270 mm (0.049 - 0.05)
81803491
1.346 - 1.372 mm (0.053 - 0.054)
81803502
1.448 - 1.473 mm (0.057 - 0.058)
81803503
1.549 - 1.575 mm (0.060 - 0.062)
81803504
1.651 - 1.676 mm (0.065 - 0.066)
81803505
1.753 - 1.778 mm (0.069 - 0.070)
81803506
1.854 - 1.880 mm (0.073 - 0.074)
81803507
1.956 - 1.981 mm (0.077 - 0.078)
81803508
2.057 - 2.083 mm (0.080 - 0.082)
81803509
2.159 - 2.184 mm (0.085 - 0.086)
81803510
2.261 - 2.286 mm (0.089 - 0.090)
81803511

Measuring of axle shaft rolling torque
After fitting the correct shim to set the preload: manufacture a bridging bar to span opposing screw
holes to the dimensions shown.
Fit bridging bar (1) across the rear axle housing

flange and use a torque metre (2) to check rolling resistance which should be 2.3 - 10 Nm (1.7 - 7 lbfft).
NOTE: the brake housing, brake pads and sun gear
should not be installed but all bearings well lubricated.
If out of specification the shim should be adjusted
and rolling resistance rechecked.
23
24
Differential bearing preload
This adjustment is made by shimming the right hand

differential bearing.
The value of following shimming is required: dimension T.
VALUE T
mm (in)
SHIMS
0.034 0.039 (0.00134 0.00154)
81803515
0.040 0.045 (0.00157 0.00177)
81803516
0.046 0.051 (0.00181 0.00201)
81803517
0.052 0.057 (0.00205 0.00224)
81803518
0.058 0.063 (0.00228 0.00248)
81803519
0.064 0.069 (0.00252 0.00272)
81803520
0.070 0.075 (0.00276 0.00295)
81803521
0.076 0.081 (0.00299 0.00319)
81803522
Remove the differential bearing and shim from the

outer brake housing.
Place the gauge ring of tool 380000991 (1) into the
vacant bearing location.
Screw bridge tool 380000991 (1) across the rear
axle housing flange with spacers (2) located between the axle housing flange and the tool.
Measure the gap between the bridge tool and the
gauge ring using a feeler gauge (3).
Refer to the table to determine the correct size shim
which should be installed between the brake housing and bearing, thus preloading the bearing back to
specifications.
25
Measuring of range between the face thrust block and the back face of differential
For dimensions S outside normal gap range use

as required the minimum number of shims to provide design gap of 0.10 - 0.20 mm (0.004 - 0.007 in).
VALUE S
mm (in)
SHIMS
0.80 0.89
(0.0315 0.0350)
87346232 + 87346228
0.90 0.99
(0.0354 0.0389)
87346232 + 87346231
1.00 1.10
(0.0393 0.0433)
87346232 + 87346427
This procedure has the goal to get a clearance of

0.10 mm to 0.20 mm (0.004 - 0.007 in) between the
thrust face of the thrust block and the back face of
the differential bevel gear.
To get this setting we perform two measurements to
calculate the shim pack to be used.
On the centre housing, with the differential assy installed and centered, we check the distance from
the back of the bevel gear to the trumpet mounting
face of the centre housing. During this measurement rotation of the differential is needed to get the
shortest reading. This is to take the run-out of the
back face in calculation thus to avoid interference
afterwards (dimension Y).
Y: dimension from back of differential bevel gear to
trumpet mounting face.
A: gauge clamped on housing and differential

aligned to check the dimension Y.
26
Assemble the thrust block to the trumpet housing

(NO SHIMS mounted in between the parts!).
Check the distance from the thrust face of the
thrust block (1) to the centre housing mounting
face of the trumpet housing (2) (dimension X).
B: gauge on trumpet housing.
S= Y-X will give you the minimum gap between the

thrust block and the back of the differential bevel
gear. Based on this calculation and the attached
shimming chart people find the shims to be used.
Shim pack thickness to be checked prior installation.
Disassemble the thrust block, fit the shim pack in
between the thrust block and the trumpet housing
and reassemble thrust block again.
Check free rotation of axle input on the completed
axle sub-group.

1.4
27
FAULT FINDING
PROBLEM
Differential lock not engaging

(mechanical differential lock)
Differential lock not disengaged

(mechanical differential lock)
Differential lock not engaging

(electrical differential lock)
Differential lock not disengaged

(electrical differential lock)
CAUSE
ACTION
External linkage damaged or broken Replace/repair as required.

Internal linkage, cross shaft rod,
fork or pivot shaft damaged/
broken
Remove and inspect.
Damaged or broken teeth on

differential lock adaptor or
coupling
Remove differential and inspect

differential lock assembly.
Spring broken between adaptor

and coupling
Remove differential and replace

spring.
Teeth of adaptor or coupling

damaged/burred

damaged parts.

broken
Remove, inspect and repair.

coupling

Solenoid valve sticking not

operating
Replace/repair as required.
Solenoid valve electrical

connection poor or coil not
energizing
Spring broken between adaptor

and coupling

spring.
Teeth of adaptor or coupling

damaged/burred

damaged parts.

broken
Remove and inspect.

coupling

Solenoid valve electrical

connection poor or coil not
energizing
28
2.
REAR AXLE 4WS CARRARO
2.1
Rear steering axle, model 26.32M
POWERSHIFT
SELF LOCKING
RATIO
19.038
29

Differential oil capacity
11 litres (2.90 gal)
Epicyclic reduction gear oil capacity each side
Oil specification:
manufacturer
Ambra Multi G NH 410 B
TECNOLUBE SEAL
POLYMER 400/L
(DIN = KHER1R
ISO-I-XMR-XM2)
AGIP MU/EP2
DESCRIPTION
POSITION
Differential oil filling and level plug
Oil breather
Fill / drain and level plug of epicyclic reduction gear oil
Differential oil drain plug
Greasing points
Brake bleed plug
Service brake oil port
30
Before draining the oil, loosen the oil breather (2) to

release possible internal pressure, then tighten the
plug to the requested torque.
To drain the oil from the central body unscrew the

plug of the draining hole (4) and level hole (1).
Then tighten them to the specified torque.
Before draining the oil, position the wheel hub so

that the filler cap is in the highest point, then loosen
the plug (3) to release possible internal pressure.
Position the wheel hub so that the filler cap is on the

centre line of the horizontal axis.
Check oil level and top up if necessary.
Tighten the plug with a torque wrench to the prescribed torque.
31
Before draining the oil, loosen the breather (6) to release possible internal pressure.
Check oil level and top up if necessary.
Tighten the plug with a torque wrench to the prescribed torque.
32
2.2

FRONT FLANGE
Disassembly
Remove the snap ring (1).
33
Remove the front flange (2).
Remove the seal (3), the O-ring (4), the gasket (5),
the O-ring (6) and the washer.
Assembly
Assemble the washer (7) and the new O-ring (6).
Assemble the gasket (5).
34
Assemble the new O-ring (4) and the seal (3).
Assemble the front flange (2).
Assemble the snap ring (1).
35
STEERING CYLINDER
Disassembly
WARNING
36
conditions.
Unscrew the fastening screws (6) and (9) and take
the steering cylinder (7) out of its housing, if necessary use a rubber hammer.
or replaced.

Assembly
and (11), the nuts (4) and (12) to the ends of the rod,
then tighten with a dynamometric wrench to the requested torque.
37

Assemble and tighten the screws (6) and (9) to the
requested torque.

Screw the tie rod (13) so that its ball joint can be inserted into the swivel housing (14) arm.

Insert the ball joint of the tie rod (3) into its housing
on the swivel housing (2).
38
Disassembly
39

Remove the planetary carrier (1) from the wheel

hub.
To replace the epicyclic gears, if necessary, remove

the screw (11) and relevant washers (8) and (9).
NOTE: treat the pin (10) with care.
Remove the epicyclic gear (7) from its seat, taking

care not to lose the rollers inside it.
Remove the shim (5).
40
If the pins of the pinion gears are in poor condition,

replace the entire planetary train with pre-fitted pins.
Assembly
Place the planetary carrier on a work bench and fit
the epicyclic gears (7) and respective shims (5).
Insert all the rollers into the epicyclic gears, then

place the two thrust washers (8) and (9).
NOTE: the first washer must be aligned with the

dowel (10) pin.
Screw and tighten the screws (11) to the requested

torque.
41
Assemble the planetary carrier (1) on the wheel hub.
Screw in screws (3) and tighten to the requested

torque.
To up the oil on the wheel hub.

Assemble the filling/drain and level oil plug (2) on
the planetary carrier (1) and tighten to the requested
torque.
42
WHEEL HUB
Disassembly
WARNING

shaft.
43

To extract the wheel carrier screw two of the just removed screws (5) in the threaded holes.
Remove the wheel carrier (7) with the epicyclic ring
gear (4).
44
Remove the O-ring (15).


Unscrew and remove the fastening screws (19) and

WARNING

45
Collect the thrust washers (23) and (28).

NOTE: this is a destructive operation for the seal
ring.
Assembly
steering stop composed by the screw (21) and nut
(20).
Force the bush (26) into the swivel housing (14) with
46
Grease well the king pin housings with specific

grease.
Position the thrust washers (23) and (29).
If ball joints (24) and (27) have been previously removed, reassemble them on the king pins (16) and
(18).

ring.

47
Position the wheel hub (11) on a workbench and assemble the bearing cups (9) and (12) in position with
the special tool 380002222 under a press or with a
hammer.
Assemble the seal ring (13) into the wheel hub (11)
with the special tool 380002213 and a hammer.

(14).


48

Force all the hub dowel bushes (6) completely with

Apply sealant on fastening screws (5) thread.
Assemble the wheel carrier (7) fastening screws (5)
Assemble the thrust washers (2) and (3) onto the

double U-Joint shaft end.
in its seat.
49
DOUBLE U-JOINTS
Disassembly
beam (4).
50
WARNING
Assembly
Assemble the bush (3) on the axle beam with the

(4).
WARNING
51
AXLE BODY AND BRAKES
Disassembly
Put alignment marks on the axle beam body and on
the differential supporting flanges, in order to identify the right side and the left side with certainty.
52
Position the axle on supports fitted to hold either the

central body or the axle-beam, even after their disjunction, or secure the three disjointed groups to a
lifting device with ropes or belts.
Unscrew the screws (2) to disassemble the axle
beam trumpet (1).
Remove the axle beam trumpet (1).
WARNING
Once the axle beam trumpet has been removed, the
brake disks are free.
Remove the brake counter disks (9) and the brake

pads (10).
Remove the grooved sleeve (8), the remaining
brake disk and the brake counter disk (15).
Secure the brake flange (7) to a hoist with ropes or

safety belts.
Unscrew the upper fastening screw (5) and the lower stud bolt (6). Remove the flange (7) from the central body, together with the bevel gear backlashadjusting ring nut.
DANGER
This operation frees the differential box, that accidentally could fall.
Remove the O-ring (4) and (19) from its housing and
from oil pipe hole and check its conditions.
53
Collect the brake flange (7) and place it on a workbench or fix it in a clamp.
Unscrew the self-adjust screws (11).
Take from the piston (14), the springs (13) and the
bushes (12) and (27) and spacer (26).
Unscrew the breather (21) from the brake flange (7).
54
Take the piston out (14).

If necessary, blow in air through the brake bleeder
vent to eject the piston, using the minimum pressure.
Remove the O-rings (16) and (17) from the piston
(14) and check their conditions.
Assembly
Assemble the O-rings (16) and (17) on the piston
(14) and lubricate the fraying surface piston/flange
with a light layer of grease.
Install the piston (14) into the brake flange (7) and
then a support flat disk on the piston and with a lever
anchored to an eyescrew, exert a pressure just
enough to insert the piston (14) into the brake flange
(7).
Collect the self-adjust kits components and insert

them in the piston (14).
Insert the tightening screws (11) and tight to the requested torque.
Assemble the new O-rings (4) e (19).
55
Assemble and tighten the upper fastening screw (5)

and the lower fastening stud screw (6) of the brake
flange (7) to the requested torque.
Assemble the brake counter discs (9), and discs

(10), the spline hub (8) and the brake counter disc
(15).
Assemble the new O-ring (4).

In order to place the axle beam correctly, position
the half-beam (1) check the reference marks carried
out during disassembly.
NOTE: if new brake pads are installed, before assembling, they should be dipped in the required oil.
56
Assemble the axle-beam (1) on the flange, being

careful to the fastening holes alignment.
WARNING
Support the groups properly as already pointed out
for disassembly phase.
Screw in and tighten the fastening screws (2) of the
axle beam trumpet to the requested torque.
57
DIFFERENTIAL GROUP (STANDARD)
Disassembly
Unscrew the fastening screw (4) and remove the
ring nut retainer (5).
Unscrew the ring nut with suitable special tool
320002218.
Remove the ring nut (6).
58
Remove the bearing cups (6).
Support the differential box assy (2) with a rod and

remove it.

the differential unit.

differential unit.

crown (10).
59
WARNING


hammer.

60
Remove the differential pins (13), the planetary

gears (14) and the spheric washers (15).
Assembly
half housing of differential (8) and (9).
WARNING

planetary gears (12), (16) and on the planetary
gears (14).
61

unit (8) and (9).
WARNING

62

hammer.

63

assemble it.
Fit the outer cups of taper roller bearings (7) by

means of special tool 380002671 and a hammer.
Insert and tighten the adjusting ring nuts (6), using

the wrench 380002218 until the clearance of bearings is removed.
NOTE: tighten the ring nuts gradually but not excessively.

Assemble the ring nut retainer (5) and fasten it by
means of screw (4).
64
DIFFERENTIAL GROUP (SELF-LOCKING)
Disassembly
Unscrew the fastening screw (4) and remove the
ring nut retainer (5).
Unscrew the ring nut with suitable special tool
380002218.
Remove the ring nut (6).
65
Remove the bearing cups (6) with a hammer.

remove it.

the differential unit.

differential unit.
66

crown (10).
WARNING
This operation makes both differential half housings


hammer.

67
Remove the differential pin (17), the planetary gears

(16) and the spheric washers (15).
68
Assembly
half housings of differential (8) and (9).
WARNING

planetary gears (14), (19) and on the planetary
gears (16).
69

unit (8) and (9).
WARNING

70

hammer.

71
By means of a rod insert the differential box assy

(2).
Fit the outer cups of taper roller bearings (7) by

means of special tool 380002671 and a hammer.
Insert and tighten the adjusting ring nuts (6), using

the wrench 380002218 until the clearance of bearings is removed.
NOTE: tighten the ring nuts gradually but not excessively.

Assemble the ring nut retainer (5) and fasten it by
means of screw (4).
72
BEVEL PINION GROUP
Disassembly
In order to avoid serious damages to the bevel pinion thread, unscrew the ring nut (9) with the special
tool 380000406.
73
Once the ring nut washer has been removed, take

the pinion (1) out of its housing, by beating with a
hammer made of soft material on the splined end.
Remove the washer (6), the ring (5) and the shims
(4) from the bevel pinion (1).
Remove the bearing (3) from the bevel pinion (1),

using an extractor.
Remove the adjusting shim (2) placed under the
bearing and check its wear conditions.
Remove the bearing cup (7) from the central body.
74
Remove the outer bearing cup (3) from the central

body.
Assembly
Position the central body on a workbench.
Force the cups of the bearings on their housings using the special tool 380002215 for outer bearing
race and for inner bearing race.
In order to measure the distance, the kit composed

of the special tools, respectively called false pinion
380002673 and false differential box 380002674,
is used.
Insert the false pinion, together with its bearings and
its ring nut, in the just mounted housings for the
bearings.
Tighten without exceeding, till the backlash is eliminated.
Check the correct positioning of the right and left

flanges, using the reference marks on them and on
the central body.
Assemble the two brake flanges and fix them with
their screws (screw in at least two ones diametrically-opposed for each flange).
75
Insert the false differential box 380002674 into the

central body to measure the distance.
Check that the false box is inserted in both brake
flanges housings.
Carry out the measurement with a depth gauge

through the suitable false pinion hole.
X= (conical distance to be measured)
A= (measured value)
B= (known value)= 100 mm (3.9 in)
C= (known value)= 50 mm (1.9 in)
(A+C) - B = X
In order to determine the shim (S) necessary between the pinion and the bearing, you should subtract the (V) value stamped on the pinion head (V =
requested conical distance) from the (X) value.
S = X-V
Remove the false pinion, the bearings and the ring

nut from the central body.
Disassemble the false differential box from the
flanges and then unscrew the screws to remove the
flanges.
76
Insert the shim (2) on the bevel pinion (1) with chamfer against the gear.
Press the bearing (3) into the pinion, making sure
that it is well set.
Insert the shims (4) and (6) and the ring (5) into the
bevel pinion (1).
Insert the bevel pinion (1) unit into the central body
housing and the bearing (7) into the pinion end.
Insert a new washer (8) and a new ring nut retainer

(9).
Screw the ring nut in, using the wrench 380000406
for ring nut and for pinion retainer.
WARNING
The torque setting is given by the preloading measurement on bearings.
77
Carry out the preloading measurement (P) of the

pinion taper roller bearings, using a dynamometer
380002672.
nut torque setting gradually, being careful not to exceed.
Once you got the requested preloading value, caulk
the ring nut.
78
TOE-IN/STEERING ANGLE ADJUSTMENT
Toe-in
WARNING
bars.

Measure the distance in mm (M) between the bars

ends with a tapeline.
measurement point.
79
diameter
nominal toe-in= A-2
measured toe-in= M-5


rods (1) to the requested torque.
80
Steering angle
steering.

out the stop screw (4), locking it with the locknut (5)
to the requested tightening torque.

the same operations.

2.3
81
FAULT FINDING
PROBLEMS
CAUSE
10 11

shaft breakage
while its turning
steering
Uneven wear of tyre
Friction noise
noise
If one tyre has a smaller radius, it will cause partial wheel slipping when force is applied. The other tyre with bigger
radius will have to support all the work. Replace the tyre or adjust pressure to have same radius on both tyres.
5. Bent half shaft
Replace half shaft.
Abnormal functioning of the differential or breakage/blockage of command device. Verify assembly and all
components.
Vehicles with wide steering angle may proceed with kicks, have steering difficulty or cause pneumatic wearing
at sharp turns. Reduce the steering angle to minimum and decelerate when the vehicle begins to kick.
82
PROBLEM
CAUSE
ACTION

outer side

the one foreseen
Pinion nut loose

Load bump
Pinion nut loose

Contaminated oil
additives



temperatures
Low oil level
Contaminated oil

program.
Excessive use

Axle beam body bent
Vehicle overloaded
Vehicles accident
Load bump
Contaminated oil
Excessive use
Normal wear out
Pinion nut loose
Replace bearings.

seals

Seal lip damaged
Contaminated oil


flange spline
Exhaustive use
Pinion nut loose
Replace the flange.


defined
Exhaustive use
Continuous overload

components

83

Excessive use


or scratched
Contaminated oil

right level.
those with 0.1 mm (0.004 in)

bearing worn out
Excessive use
Contaminated oil
Replace bearing.
intervals.

overloaded
Replace.
Wheel support loose

Beam body bent
Replace.
84
3.
SPECIAL TOOLS
P/N CNH
APPLICATION
2WS
4WS
380000406
Disassembly/Assembly of differential ring nuts
380000816
Planetary carrier disassembly
380000986 +
380000987
Disassembly bearing cups from the axle housing
380000990
Axle housing lifting
380000991
Bearings pre-load measurement
380002213
Assembly of seal ring of the swivel housing
380002215
Assembly of pinion bearing outer cup
380002218
Disassembly/Assembly of pinion ring nut
380002222
380002226
Assembly of bushing in the half-beam
380002667
Assembly of bushings in the crown retaining hub
380002668
380002669
380002670
Assembly of seal ring in the half-beam
380002671
Assembly of differential bearing cups
380002672
Preload measure of pinion bearing
380002673
Measurement of pinion shims
380002674
Measurement of pinion shims
380002675
Connection flange disassembly
380002676
Disassembly bearing of wheel carrier hub shaft
B110
B115

2. HAND BRAKE............................................................................................................................................... 6
2.1 HAND BRAKE ADJUSTMENT .............................................................................................................. 7
3. BRAKE CYLINDERS .................................................................................................................................... 8
4. OIL BRAKE TANK ...................................................................................................................................... 13
5. BLEEDING PROCEDURE .......................................................................................................................... 13
1.
2WS
BRAKES OPERATION
HYDRAULIC
Brakes
Wet disc, piston operated
Oil brake
Ambra LHM - NH 610 A
Number discs (on side)
Brakes disc total friction area
1440 cm2
4WS
BRAKES OPERATION
HYDRAULIC
Brakes
Wet disc, piston operated
Oil brake
Ambra LHM - NH 610 A
Number discs (on side)
Brakes disc total friction area
1440 cm2
The loader backhoe has two braking systems:

a hand operated brake, that incoporates two free
floating friction pads;
hydraulically operated inboard wet disc brakes in the
rear axle.
The hand brake, when pulled, locks the brake disc on
the rear of the transmission.
Operation of the foot brake, instead, pressurizes the
brake fluid in the master cylinders which feeds the
brake pistons in the axle housing. The brake pistons
then compress the brake friction discs and separation discs, which locks the axle shaft to the axle
housing.
BRAKE SYSTEM LAYOUT (2WS)
1.
2.
3.
4.
Brake piston assembly

Brake discs
Brake tank
Pressure switch
5. Master cylinders
6. Hand brake
7. Axle shaft

BRAKE SYSTEM LAYOUT (4WS)
1.
2.
3.
4.
Brake piston assembly

Brake discs
Brake tank
Pressure switch
5. Master cylinders
6. Hand brake
7. Axle shaft
2.
HAND BRAKE
The hand brake is fitted to all models and incorporates two free floating friction pads.
When operated the cam (1) forces the friction pads
against the disc (2), effecting a braking action on the
output shaft from the transmission, locking the drive
shaft to the rear and front axles.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Screw-brake mounting
Assembly-caliper
Nut-brake mounting screw
Adjustment nut
Adjustment nut
Washer
Washer
Washer-thrust
Lever
Boot
Cam
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
Id seal
Bearing
Retainer
Cam
Torque plate-front
Carrier and lining assembly
Torque plate-rear
Sleeve mounting
Adjusting screw
Spring

2.1
HAND BRAKE ADJUSTMENT
The hand brake is located on the transmission output

shaft on 4x4 transmission and rear axle on the 4x2
transmission.
The 4x2 transmission hand brake is located on the
rear axle brake disc splined to pinion shaft (1), hydraulic oil filter (2), hand brake cable (3), hand brake
caliper (4).
When refitting the caliper unit (2) insert the two

screws (1) through the caliper; it will be necessary to
apply Loctite 270 to the locknuts (3). Tighten the
screws while holding the locknuts. Once the screws
are tightened, torque the nuts to 150 Nm (110 lbfft).
Ensure that the tubes can move.
Adjust the clearance between the brake pads and

disc to 0.5 mm (0.02 lbfft) using the nut and locknut
(1).
Adjust the cable clevis and lock the nut (1) to get 4 to
5 clicks on the hand brake lever.
3.
BRAKE CYLINDERS
Brake cylinders are accessible from the engine compartment.

The brake cylinders are linked by a balancing pipe
(12) situated below the cylinders to maintain equal oil
pressure between the two cylinders.
1.
2.
3.
4.
5.
6.
Fitting
Pressure switch
Fitting
Body
Primary spool
Bottom
7.
8.
9.
10.
11.
12.
Seal
Clevis
Seals
Secondary spool
Spring
Balancing pipe
MASTER CYLINDER WITH BRAKES RELEASED
Trapped oil
Tank oil (no pressure)
1.
2.
3.
4.
5.
Oil to cylinder (right hand side)

Pressure switch
Secondary spool
Tank inlet
Primary spool
With the brakes released the brake lines are open to

the tank to allow the brakes to release. The cylinders
are also open to tank through the centre of the valve.
6.
7.
8.
9.
10.
Cylinder body
Cylinder body
Primary spool stop
Balancing pipe
Oil to cylinder (left hand side)
10
CYLINDER WITH BRAKE PEDALS DEPRESSED
Pressurized brake oil

1.
2.
3.
4.
5.

Pressure switch
Secondary spool
Tank inlet
Primary spool
As the brake pedals are depressed initial movement

of the cylinder piston closes the centre port to isolate
the tank.
Further piston movement creates brake oil pressure
to apply the brakes. The pressure ports are both
open as the two seals on both cylinders have exposed the two ports, therefore allowing equal pressure in both cylinders.
6.
7.
8.
9.
10.
Cylinder body
Cylinder body
Primary spool stop
Balancing pipe
11
CYLINDER WITH ONE BRAKE PEDAL DEPRESSED
Pressurized brake oil

1.
2.
3.
4.
5.

Pressure switch
Secondary spool
Tank inlet
Primary spool
When using one brake to assist turning, the brake

cylinder being applied operates only one brake. This
is achieved by the pressure port being blocked by the
two seals on the cylinder not being operated.
6.
7.
8.
9.
10.
Cylinder body
Cylinder body
Primary spool stop
Balancing pipe
12
Discs and piston layout

1. Steel plates
2. Outer housing
3. Seals
4. Piston
5. Friction plates
6. Outer housing
Piston and seals

1. Piston
2. Fitting
3. Outer housing
The brakes are supplied oil from the brake pedal

tank and into the axle by tubes into each half axle
through the fitting (2) which is sealed to the piston by
two O-rings.
When the fitting (2) is removed ensure the O-rings

are replaced with new.
4.
OIL BRAKE TANK
1. Oil brake tank

2. Low level switch
NOTE: depressing the low level switch test button
mounted in the middle of the brake filler tank cap, the
warning light circuit can be tested. The light that is illuminated is the handbrake warning light mounted on
the right hand instrument console, ensure handbrake is in the off position.
5.
BLEEDING PROCEDURE
1. Oil brake tank is full (1)
2. Open left hand brake bleed valve (2)
3. Press repeatedly on both brake pedals (3) to

purge the system
4. Hold pedals down
5. Lock bleed valve (2)
6. Release pedals
7. Repeat steps 4-6
8. Repeat steps 2-6 on right hand brake
9. Test brakes repeat if necessary
NOTE: when the brake pedals are operated, both together, the electrical supply to the front wheel drive
switch is cut allowing the clutch to de-energize thus
engaging the front wheel drive, providing four wheel
braking.
13
14
NOTE:
B110
B115

1. HYDRAULIC DIAGRAMS ............................................................................................................................. 3
1.2 HYDRAULIC DIAGRAM - 2WS SIDESHIFT PILOT MODELS .............................................................. 5
1.3 HYDRAULIC DIAGRAM - 2WS CENTRE PIVOT PILOT MODELS ...................................................... 7
1.5 HYDRAULIC DIAGRAM - 4WS SIDESHIFT PILOT MODELS ............................................................ 11
1.6 HYDRAULIC DIAGRAM - 4WS CENTRE PIVOT PILOT MODELS .................................................... 13
2. HYDRAULIC PUMP.................................................................................................................................... 15
2.3 LOAD SENSING VALVE ..................................................................................................................... 17
2.4 REMOVAL ........................................................................................................................................... 19
2.5 COMPONENTS ................................................................................................................................... 20
3. CONTROL VALVES ................................................................................................................................... 25
3.1 CONTROL VALVES REXROTH (MECHANICAL MODELS) ............................................................ 25
3.2 CONTROL VALVES REXROTH (PILOT MODELS) ......................................................................... 41
3.3 SOLENOID VALVE FOR PILOTING THE BACKHOE CONTROL VALVE
(WITH HYDRAULIC CONTROL) .................................................................................................................... 50
3.4 RELIEF VALVES ................................................................................................................................. 53
3.5 ACCUMULATOR GLIDE RIDE PARKER.......................................................................................... 61
4. HYDRAULIC SWING SYSTEM .................................................................................................................. 64
4.2 HYDRAULIC OIL FLOW ...................................................................................................................... 65
5. HYDRAULIC CYLINDERS.......................................................................................................................... 67
5.1 LOADER CYLINDER ........................................................................................................................... 68
5.2 LOADER BUCKET CYLINDER ........................................................................................................... 74
5.3 4X1 BUCKET CYLINDER.................................................................................................................... 80

5.4 BACKHOE BOOM CYLINDER ............................................................................................................ 83
5.5 BACKHOE DIPPER CYLINDER .......................................................................................................... 87
5.6 BACKHOE BUCKET CYLINDER......................................................................................................... 91
5.7 SHORT AND LONG TELESCOPIC CYLINDER.................................................................................. 95
5.8 STABILIZER CYLINDER (CENTRE PIVOT MODELS) ....................................................................... 99
5.9 STABILIZER CYLINDER (SIDESHIFT MODELS) ............................................................................. 103
5.10 SWING CYLINDER.......................................................................................................................... 107
5.11 BACKHOE SIDESHIFT LOCKING CYLINDER (SIDESHIFT) ......................................................... 111
5.12 SPECIAL TOOLS............................................................................................................................. 113
6. HYDRAULIC CONTROL LEVERS............................................................................................................ 114

6.4 CONTROL LEVER VALVE ................................................................................................................ 121
7. FAULT FINDING AND FLOW TESTING .................................................................................................. 124
7.1 PRELIMINARY CHECKS................................................................................................................... 124
7.2 FAULT FINDING (WITH REXROTH CONTROL VALVES)............................................................. 125
2.
HYDRAULIC PUMP
2.1
15
The gear type hydraulic pump assembly is mounted

on the rear of the transmission and driven by a shaft
directly connected to the engine flywheel splined to
the torque converter housing.
The pump comprises of two pumping elements, the
front pump (1) rear pump (2) and load sensing
steering flow divider control valve (3).
Oil is drawn through the common inlet port into both
pumping elements.
Front pump flow is directed to the loader and
backhoe control valves and sideshift clamping
system.
Rear pump flow passes through the flow divider
valve which maintains priority oil flow to the steering
system with remaining flow directed for operation of
stabilizers, loader and backhoe elements.
2.2
PUMP (ENGINE 110HP)
1st PUMP
Direction of rotation (looking on drive shaft)
2nd PUMP
Clockwise (D)
Displacement
40.258 cm3/rev
(2.5 in3/rev)
Inlet pressure range for pump
35.427 (cm3/rev)
(2.1 in3/rev)
0.7 - 3 bar (10 - 44 psi)
Maximum continuos pressure
P1
260 bar (3769 psi) 260 bar (3769 psi)
Maximum intermittent pressure
P2
280 bar (4059 psi) 280 bar (4059 psi)
Maximum peak pressure
P3
300 bar (4349 psi) 300 bar (4349 psi)
Operating temperature
Speed
Viscosity range
Contamination class
Relief valve
Stand by pressure load sensing valve
Weight
-25 to -80 C (-13 to -112 F)

min P1
350 min-1
max P1
3000 min-1
recommended
12 to 100 mm 2/s (cSt)
permitted
max 750 mm 2/s (cSt)
Dp > 200 bar

(2900 psi)
bx = 75 - 10 mm
(3 - 0.4 in)
8 - Nas 1638
Dp < 200 bar

(2900 psi)
bx = 75 - 25 mm
(3 - 0.9 in)
19 / 17 /14 - ISO 4406
10 - Nas 1638
21 / 19 /16 - ISO 4406
177 3 bar (2566 44 psi)

7 bar (102 psi)
30 kg (66 lb)
16
TIGHTENING TORQUES
HYDRAULIC DIAGRAM

2.3
1.
2.
3.
4.
5.
6.
7.
LOAD SENSING VALVE
Orifice
Backhoe circuits (EF)
Filter
Spool
To steering priority flow (CF)
Orifice
Inlet port from rear pump (IN)
When the steering is in neutral the LS port is

connected to the unload (through the steering) and
the steering inlet port (CF) is open.
8.
9.
10.
11.
12.
13.
14.
Steering relief valve

Relief valve adjuster
Poppet
Return to inlet pump port
Lock plug
Load sensing signal (LS)
Orifice
17
18
Load sensing valve with pump running - Steering in neutral
1.
2.
3.
4.
Return to oil tank

Trapped oil
Pressure oil
Orifice
Filter
Spool
5. To steering priority flow (CF)

6. Orifice
7. Inlet port (from rear port)
The pressure on (CF) increases until the pressure value (standby pressure) is sufficient to move the spool valve
in a way to divert the flow toward (EF).
Load sensing valve with pump running - Steering working
1.
2.
3.
4.
Trapped oil
Return to oil tank
Orifice
Filter
Spool
During steering two actions are performed:

1. The fluid moves to the steering through (CF).
2. The (LS) signal is in communication to the steering.
5. To steering priority flow (CF)

6. Orifice
7. Inlet port (from rear port)

2.4
REMOVAL
1. Drain the hydraulic oil tank into a container

capable of holding up to 75 litres (19.70 gal).
2. Disconnect the handbrake cable and the transmission to the rear axle drive shaft.
3. Disconnect and the plug pump inlet and pressure hoses.

Remove the pump flange mounting screws and
remove the pump.
19
20
2.5
COMPONENTS
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
Retaining screw
Steering control valve
Spool
O-ring
Plug / Cap
Valve
Filter
Connector
Spring seat
Spring
O-ring
Cap
Relief valve
O-ring
Poppet
Spring
Seat
Rear pump housing
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
Bushing
Gasket
Bushing
Back-up seal
Bearing block
Pump gear
Gear
Front pump using
Gasket
Gear
Flange
Seal
Seal
Snap ring
Pressure seal (rubber)
Pump gear
O-ring
Screw

2.6
DISASSEMBLY STEERING CONTROL VALVE

To aid reassembly draw an alignment line along the
total length of the pump assembly.
Remove the retaining screws (1).
Remove the load sensing steering control valve (2).

Check and eventually replace the O-rings (35).
DISASSEMBLY STEERING CONTROL VALVE

Do not disassemble the steering system relief valve
(A) if the steering circuit relief valve pressure was to
specification when pressure testing the pump prior
to overhaul.
NOTE: if the steering system relief valve is
disassembled then the valve must be reset as
described in the trouble shooting pressure and flow
testing
chapter
before
the
vehicle
is
recommissioned.
Wash all components in an approved degreasant
and inspect for the following.
Valve bore must be free from scoring and damage to
metering edges.
The spool (3) should slide freely in the bore and be
free of scoring and damage.
Ensure all orifices are clean.
The relief valve seat should be free from pitting and
damage. A small chamfer on the mouth of the bore
is permissible.
Examine the filter (7) which fit inside the unload and
relief valves. The filter must be replaced if
contaminated.
Pressure and flow test the pump.
21
22
DISASSEMBLE REAR PUMP

Remove the screws (36).
Remove the rear pump assembly (18).
IMPORTANT: prior to disassembly and to ensure

correct reassembly identify the position of each
bearing block in the pump body as described below.
Scribe an identifying letter A and B, C and D
on the pump housing and in the channel of each
bearing block.
NOTE: orientation of bearing block seals relative to
oil port.
If scribe is not available take care to keep bearing
blocks in pairs.
Disassemble the gears (24), the seals (22) and (33)
and the bearings (23).
Wash all components in approved degreasant.

Inspect the wear track cut by the gears in pump
body. The body can be reused if the track is bright
and polished and does not exceed 0.08 - 0.076 mm
(0.0031 - 0.0030 in) in depth.
Examine bearing block faces for scoring and
flatness paying particular attention to the face which
abuts the gears.
Examine bearing block bushes for scoring.
Examine pump gears for scored or worn side faces,
journals and damaged teeth.
If pump block, gears or bearing blocks are worn and
require replacement the pump assembly must be
replaced.
Reassembly follows the disassembly procedure in
reverse whilst observing the following:
Ensure all parts are perfectly clean and lubricate
bushes and gears with clean hydraulic fluid.
Replace all seals and O-rings.
Install the bearing blocks into the same positions
from which they were removed using identification
letters scribed during disassembly.
Ensure plastic back-up seals are correctly
positioned in the rubber seal.
DISASSEMBLY FRONT PUMP

To remove from the pump assembly (26) from the
flange (29) its necessary to remove the snap ring
(33).
Remove and replace the flange seals (31) and (32).
Identify and note the position of each bearing block

to ensure correct reassembly.
Disassemble the gears (28) and (34), the seals (22)
and (33) and the bearings (23).
Wash all components in approved degreasant.
23
24
Inspect the wear track cut by the gears in the inlet

side of the pump body. The body can be reused if
the track is bright and polished and does not exceed
0.15 mm (0.0060 in) in depth.
Examine bearing block faces for scoring.
Inspect PTFE coated bearings in body or flange for
wear. If bearings are worn the bronze backing will be
revealed.
Examine pump gears for scored or worn side faces,
journals and damaged teeth.
Examine flange seal contact area on driveshaft. If
pump block, gears, bearing blocks or drive shaft are
worn the pump assembly must be replaced.
Reassemble using disassembly procedure in
Ensure all parts are perfectly clean and lubricate
bushes and gears with clean hydraulic fluid.
Replace all seals and O-rings.
Install the bearing blocks into the same positions
from which they were removed.
Ensure back-up seals are correctly positioned in
the seal.
Assemble the inner flange seal, (31), with the spring

and lip facing into the pump. Install the outer seal,
(32), with the garter spring and lip facing outwards
and the refit circlip (33).
Coat the seals with high melting point grease.
NOTE: ensure seals are fitted back to back.
NOTE: if the seal recess has been scored during

seal removal coat outside diameter of seal with
flexible gasket sealant to prevent leakage.
3.
CONTROL VALVES
3.1
CONTROL VALVES REXROTH (MECHANICAL MODELS)
The hydraulic circuit is a load sensing flow sharing

system working in conjunction with a fixed
displacement gear type hydraulic pump.
This system has the advantage that at any time the
distribution of flow to the services being operated is
in proportion to the openings of the control valve
spools.
The flow distribution to the backhoe and loader
control valves is independent of the load and it is
therefore possible to operate two or more spools
satisfactorily at the same time.
The principal components of the load sensing flow
sharing system are the pressure compensator
valves in each control valve section, together with
the load sense line which connects all the spool
sections in both the loader and backhoe control
valve assemblies.
Because the hydraulic pump is a fixed displacement
gear type pump it should be noted that the load
sense line only connects the loader and backhoe
control valve assemblies and does not have any
connection to the hydraulic pump.
The hydraulic pump draws oil from the tank and flow
from the front pump is directed to the centre
galleries of the loader and backhoe control valves
assemblies.
Flow from the rear section of the pump passes
through the load sensing flow divider valve mounted
on the pump and gives priority flow to the steering
circuit with remaining flow directed to supplement
the flow from the front pump for the loader and
backhoe circuits.
The centre gallery of both the loader and backhoe
control valves are blocked by the end plate.
Pressure in the supply circuit is controlled by the
pump flow balancer valve in accordance with the
pressure in the load sense line.
Consequently the higher the load sense pressure
the less flow is returned to tank with corresponding
increase in flow/pressure to the hydraulic circuits.
Maximum system pressure is limited by the load
sense pressure relief valve which relieves pressure
in the load sense line when it reaches 210 bar
(3045 psi).
Because the pump flow balancer valve is influenced
by load sense pressure the valve diverts sufficient
flow back to tank to maintain the maximum system
pressure of 210 bar (3045 psi).
25
Loader control valve

The loader control valve is mounted on the right
hand side of the machine adjacent to the pump.
The valve assembly consists of a maximum of three
spool operated sections and provides oil flow to the
loader boom, bucket and auxiliary services where
fitted.
Backhoe control valve
The backhoe control valve is located at the rear of
the chassis.
The control valve consists of a maximum of seven
sections of spool control valves and provides the oil
flow for operating the lifting, the digging, the bucket,
the stabilizers, the swing and telescopic arm
(optional).
26
Hydraulic circuit oil

Steering circuit oil
Loader sense oil
Suction oil
Return to oil tank
1.
2.
3.
4.
5.
6.
7.
Oil tank
Hydraulic pump
Steering motor
Hand hammer control valve
Hand hammer
8.
9.
10.
11.
12.
13.
Backhoe hammer control valve

Backhoe hammer
Oil cooler
Return line distributor block
Filter
Oil cooler by-pass valve
27
OIL FLOW OPERATION

All loader/backhoe circuits in neutral
Each control valve section within the backhoe or
loader control valve assemblies contains a spool,
two check valves and a load sensing pressure
compensator.
A load sense gallery connects the compensators in
each control valve section.
When all control valves are in neutral the spools
prevent the flow of oil in each circuit and pressure in
the load sense line can bleed to tank through the
1 litre/min (0.30 gal/min) load sense return to tank
orifice in the backhoe control valve inlet cover.
Because there is no load sense pressure being
applied to the rear face of the flow balancer valve,
the valve will move against the spring and off its seat
when pump pressure reaches 15 bar (218 psi).
Pump flow is now diverted back to tank and the
balancer valve maintains a standby pressure of
15 bar (218 psi) while the circuits are in neutral.
Flow balancer valve operation - All spools in neutral
1.
2.
3.
4.
Pump standby pressure 15 bar (218 psi)

Return to oil tank
Load sense bleed orifice 1 l/min (15 gal/min)
Load sense limiter (system relief valve)
Return to oil tank
Load sense line
5. Pump flow balancer (unload) valve

6. Pump flow IN
7. To backhoe control valves
28
Load sensing flow sharing - All spools in neutral
1.
2.
3.
4.
Pump pressure
Trapped oil
Return to oil tank
Load non-return check valve
Load sense line
Pressure compensating valve
Spool

One hydraulic circuit operating
When a single hydraulic circuit is operated the spool
in the control valve section is moved allowing oil to
flow past the lands of the spool and apply pressure
to the metering element of the pressure
compensating valve.
The metering element moves upwards to allow oil to
flow to the load check valve and at the same time
uncovers the drilling in the spool portion of the
pressure compensator valve enabling operating
pressure to be sensed in the load sense gallery.
As pressure increases to open the load check valve,
load sense pressure is applied to the spring side of
the flow balancer valve in the backhoe control valve
end cover. A higher pressure is now required to
operate the flow balancer valve and pump pressure
increase accordingly.
29
When pump pressure overcomes the pressure

behind the load check valve, the valve opens
allowing oil to flow into the cylinder port.
Exhaust oil from the cylinder returns to tank through
the other port in the control valve section.
If the load sense pressure in a circuit reaches
195 bar (2827 psi), the load sense relief valve in the
backhoe control valve end cover will operate. Pump
pressure is now limited to 210 bar (3045 psi). This is
the pressure required to overcome the pressure of
the flow balancing valve spring (15 bar (218 psi))
plus the load sensing pressure controlled at 195 bar
(2827 psi).
Flow balancer valve operation - Hydraulic circuits operating
1.
2.
3.
4.
Pump pressure
Load sense pressure
Return to oil tank
Return to oil tank
Load sense line

6. Pump flow IN
30
Load sensing flow sharing - One spool operating

Pump pressure
Trapped oil
Return to oil tank
1. Load non-return check valve
2. Load sense line
3. Pressure compensating valve

4. Spool

Two or more hydraulic circuits operating
When two or more hydraulic circuits are operated
each circuit will operate at a different pressure.
If pump flow to a specific circuit is not controlled the
circuit requiring a lower operating pressure will work
faster than that requiring the higher pressure
because flow will take the path of least resistance.
To overcome this situation the pressure
compensating valve regulates the flow of oil to the
circuit operating at a lower load.
When two spools are operated simultaneously
pump pressure is applied to the metering element of
the pressure compensating valve in both valve
sections.
Both metering elements therefore move upwards
allowing oil to flow to the load check valves. At the
same time the aperture in the spool portion of the
pressure compensating valve is uncovered to allow
31
operating pressure to be sensed in the load sensing

gallery.
Pump pressure will rise until it overcomes the
pressure behind the load check valve of the
heaviest loaded circuit and the pressure in the load
sense line is similarly at this high pressure.
The pressure required to operate the lower loaded
circuit is now too high and if not restricted will result
in the lower loaded circuit operating in preference to
and faster than the higher loaded circuit.
To compensate for this condition the load sense
pressure moves the metering element of the
pressure compensating valve in the lower loaded
circuit downwards and restricts the flow to the
circuit.
This balancing of flow and pressure according to
load ensures that both circuits operate
simultaneously and at a balanced flow rate.
Load sense relief valve operating
1.
2.
3.
4.
Pump pressure at 210 bar (3045 psi)

Load sense pressure at 195 bar (2827 psi)
Return to oil tank
Return to oil tank
Load sense line

6. Pump flow IN
32
Load sensing flow sharing - Two spools operating

st
1 spool operating pressure

2nd spool operating pressure
Trapped oil
Return to oil tank
1. Load non-return check valve
2. Load sense line
3. Pressure compensating valve

4. Spool

LOADER CONTROL VALVE
The loader control valve is mounted on the right side
of the machine adjacent to the pump. The valve
assembly consists of two or three spool operated
sections:
Boom
Bucket
4x1 bucket
Usually the loader control valve has three valve
sections when is installed on the loader backhoe the
4x1 bucket.
A.
B.
C.
1.
2.
3.
4.
5.
6.
7.
4x1 bucket section

Bucket section
Boom section
End cover
4x1 bucket relief valve
Bucket relief valve (rod end) 240 bar (3480 psi)
Hydraulic speed relief valve 165 bar (2392 psi)
Hydraulic speed solenoid
Inlet section
Bucket relief valve (piston end) 165 bar
(2392 psi)
33
34
Removal
Lower the loader to the ground, with the bucket
firmly placed on the ground.
Stop the engine and eliminate any residual
pressure in the backhoe and loader circuits by
moving the loader and backhoe control levers
through all operating positions.
Disconnect the battery.
Clean the area around the control valve.
Identify and disconnect linkage, cables and each
hose connection to the control valve and plug the
hose ends. A drip tray will be required to catch oil
draining from inside the hoses.
Unscrew and remove clamping screws to chassis.
Remove the control valve assembly from the loader
backhoe.
Installation is the reverse of the removal procedure.
Disassembly
Unscrew and remove the three nuts (1). Tightening
torque 27 2 Nm (20 1.5 lbfft). Slide out the three
tie bars (2).
Disassemble the end cover (3), the section control

valves (4), (5) and (6), and the inlet section (7).
Check and possibly replace the O-rings (8) located
between the section control valves.
35
BACKHOE CONTROL VALVE (WITH MECHANICAL CONTROL)

The backhoe control valve assembly is located on
the rear of the loader backhoe. It consists of six or
seven valve sections together with an inlet and outlet
end cover.
Valve sections are:
Stabilizer right
Stabilizer left
Boom
Dipper
Swing
Bucket
Telescopic (optional)
K.
W.
A.
B.
C.
D.
E.
F.
G.
H.
1.
2.
3.
Hydraulic diagram for centre pivot models

Hydraulic diagram for sideshift models
Right stabilizer section
Left stabilizer section
Dipper section
Bucket section
Swing section
Boom section
Telescopic dipper section
Sideshift clamps valve
End cover
Inlet section
Dipper circuit relief valve (piston end) - 240 bar
(3480 psi)
4. Bucket circuit relief valve (piston end) - 220 bar

(3190 psi)
5. Swing circuit relief valve (piston end) - 205 bar
(2972 psi)
6. Boom circuit relief valve (piston end) - 315 bar
(4567 psi)
7. Pump flow balancer - 15 bar (218 psi)
8. Load sensing return to tank
9. Swing circuit relief valve (rod end) - 205 bar
(2972 psi)
10. Boom circuit relief valve (rod end) - 240 bar
(3480 psi)
11. Telescopic circuit relief valve (rod end) - 205 bar
(2972 psi)
12. Load sensing relief valve - 210 bar (3045 psi)
36
Removal
Position the loader backhoe on a hard level
surface.
Lower the loader to the ground.
Lower the stabilizers.
Position the dipper in the vertical position, with the
bucket firmly placed on the ground.
Tag and identify the position of all hoses.
Disconnect and plug all the hoses.
Disconnect the levers of the manual control.
Remove the control valve assembly from the
loader backhoe.
Installation is removal procedure in reverse.
Disassembly
Unscrew and remove the three nuts (1), tightening
torque 27 2 Nm (20 1.5 lbfft).
Slide out the three tie bars (2).

valve (4), (5), (6), (7), (8), (9) and (10), the inlet
section (11).
between the section control valve.

Disassembly the inlet section.
Remove the pump flow balancer valve (13), the load
sensing relief valve (14) and the check valve (15)
from the inlet section (11).
Disassembly the outlet section.

(Sideshift version)
Unscrew the knob (16).
Remove the solenoid (17) and the 2 way valve (18).
Disassembly the shuttle valve (19).
37
38
Disassembly of control valve sections (with

mechanical control)
There are indicated all possible solutions relevant to
backhoe control sections with mechanical control.
1.
2.
3.
4.
5.
Secondary relief valve

Pressure compensator
Check valves
Plug
Spool with spring return system
6. Spool with mechanical detent system (loader

boom element)
7. Spool with electrical detent system (loader
bucket element)

Disassembly and reassembly mechanical control spool
Disassembly
Remove the screws (A), the boot along with its
plate (B) and the plate (C).
Remove the mounting screws (D) and the cover
(E).
Remove the spool (F) from the valve section.
Remove the lip seal (L).
Use a spool clamp (G) and a vice to secure the

spool.
Heat the spool to 200 C (392 F) in an oven or with
a heat gun.
Remove the adapter (H), the retainers (I), the
spring (J), the plate (K) and the lip seal (L).
Remove the tongue (M) if necessary.
Reassembly
Reassemble parts in reverse order after greasing
the spring.
Position the metal part of the lip seal (L) on the
outside of the spool.
The lip seal must be fitted on the end of the spool
so that it is not damaged by the spool grooves (N)
and its tightness is not damaged.
Slide the lip seal perpendicularly onto the spool.
Tighten the screws (A and D), the adapter (H) and
the tongue (M) from 9 to 11 Nm (6.6 to 8.1 lbfft).
39
40
Precautions to be taken for replacing the spool lip

seal.
Place the spool in the working section.
Slide the lip seal perpendicularly onto the spool,
positioning the metal part of the lip seal on the
outside of the spool.
WARNING
The lip seal must be fitted on the end of the spool so
that it is not damaged by the spool grooves (N) and
its tightness is not damaged.
Mechanical detent system spool

Disassembly
Remove the tongue and the cover sides.
Use a spool clamp (G) and a vice to secure the
spool.
Using a metal rod (minimum length = 80 mm
(3.15 in), diameter 6) push the central ball (H) while
extracting the detent bush (I).
Mark the orientation of the detent bush for the
reassembly.
Remove the balls (J) and the spring (K) from the
adapter (M).
Reassembly
Introduce the spring (K) into the adapter (M).
Place the 3 balls (J) into the radial holes of the
adapter (M) and use grease to prevent them from
falling.
Position the central ball (H) against the spring (K).
Slip the detent bush (I) onto a metal rod.
Using the metal rod, press the central ball (H) into
the adapter (M), then slide the detent bush (I) onto
the adapter, making sure that the 3 balls are still in
place.
NOTE: make sure that the orientation of the detent
bush is respected.

3.2
CONTROL VALVES REXROTH (PILOT MODELS)
The backhoe loader with hydraulic control (pilot

models) differs basically from the backhoe loader
with mechanical models for the reason that the
controls driving the backhoe loader and stabilizers
are hydraulic instead of being mechanic. By means
of the control levers located in the cab a control valve
is driven, that on its turn drives hydraulically the
backhoe control valve, monitoring the backhoe
loader and the stabilizers.
The backhoe loader with hydraulic control is
equipped with two control valves:
Loader control valve: mounted on the right hand
side of the backhoe loader and provides oil flow to
the loader boom and front bucket.
Backhoe control valve: located at the rear of the
chassis and provides oil flow to the backhoe,
stabilizers and rear bucket.
41
42
Hydraulic circuit oil

Steering circuit oil
Load sensing oil
1.
2.
3.
4.
5.
6.
7.
8.
Oil tank
Pump
Steering motor
Hand hammer control valve
Hand hammer
Backhoe hammer control valve
Suction oil
Return to oil tank
Control circuit oil
9.
10.
11.
12.
13.
14.
15.
16.
Backhoe hammer
Oil cooler
Return line distributor block
Filter
Oil cooler by-pass valve
Solenoid valve for piloting backhoe control valve
Joystick
Accumulator

LOADER CONTROL VALVE
The loader control valve is mounted on the right side
of the machine adjacent to the pump. The valve
assembly consists of two or three spool operated
sections:
Loader boom
Bucket
4x1 bucket
Usually the loader control valve has three valve
sections when is installed on the loader backhoe the
4x1 bucket.
A.
B.
C.
1.
2.
3.
4.
5.
6.
7.
4x1 bucket section

Bucket section
Boom section
End cover
4x1 bucket relief valve
Loader bucket relief valve (rod end) 240 bar (3480 psi)
Hydraulic speed relief valve 165 bar (2392 psi)
Hydraulic speed solenoid
Inlet section
Loader bucket relief valve (piston end) 165 bar (2392 psi)
43
44
Removal
Lower the loader to the ground, with the bucket firmly
placed on the ground.
Stop the engine and eliminate any residual pressure
in the backhoe and loader circuits by moving the
loader and backhoe control levers through all
operating positions.
Identify and disconnect linkage, cables and each
hose connection to the control valve and plug the
hose ends. A drip tray will be required to catch oil
draining from inside the hoses.
Remove the valve assembly from the loader
backhoe.
Installation is the reverse of the removal procedure.
Disassembly
Unscrew and remove the three nuts (1). Tightening
torque 27 2 Nm (20 1.5 lbfft). Slide out the three
tie bars (2).

valve (4), (5) and (6), and the inlet section (7).
between the section control valve.
45
BACKHOE CONTROL VALVE (WITH HYDRAULIC CONTROL)

The backhoe control valve assembly is located at the
rear of the loader backhoe. It consists of six or seven
valve sections together with an inlet and outlet end
cover.
Valve sections are:
Stabilizer right
Stabilizer left
Boom
Dipper
Swing
Bucket
Telescopic (optional)
K.
W.
A.
B.
C.
D.
E.
F.
G.
H.
1.
2.
3.
Hydraulic diagram for centre pivot

Sideshift
Right stabilizer section
Left stabilizer section
Dipper section
Bucket section
Swing section
Boom section
Telescopic dipper section
Sideshift clamps
End cover
Inlet section
Dipper circuit relief valve (piston end) - 240 bar
(3480 psi)
4. Bucket circuit relief valve (piston end) - 220 bar
(3190 psi)
5. Swing circuit relief valve (piston end) - 205 bar

(2972 psi)
6. Boom circuit relief valve (piston end) - 315 bar
(4567 psi)
7. Pump flow balancer valve - 15 bar (218 psi)
8. Load sensing return to tank
9. Swing circuit relief valve (rod end) - 205 bar
(2972 psi)
10. Boom circuit relief valve (rod end) - 240 bar
(3480 psi)
11. Telescopic circuit relief valve (rod end) - 205 bar
(2972 psi)
46
Removal
Position the loader backhoe on a hard level surface.
Stop the engine and eliminate any residual pressure
in the backhoe and loader circuits by moving the
loader and backhoe control levers through all
operating positions.
Tag and identify the position of all hoses and
hydraulic tubes.
Disconnect and plug all the hoses and all the
hydraulic tubes.
Remove the control valve assembly from the loader
backhoe.
Disassembly
Unscrew and remove the three nuts (1), tightening
torque 27 2 Nm (20 1.5 lbfft).
Slide out the three tie bars (2).
Disassemble the end cover (3), the sections control

valves (4), (5), (6), (7), (8), (9) and (10), the inlet
section (11).
between the sections.

Disassembly the inlet section.
Remove the pump flow balancer valve (13), load
sensing relief valve (14) and check valve (15) from
the inlet section (11).
Disassembly the outlet section.

(Sideshift version)
Unscrew the knob (16).
Remove the solenoid (17) and the 2 way valve (18).
Disassembly the shuttle valve (19).
47
48
Disassembly of control valve sections (with

hydraulic control)
In this section are indicated all possible solutions
relevant to backhoe control valve sections with
hydraulic control.
1. Secondary relief valve

2. Pressure compensator
2A. Pressure compensator with shock absorber
2B. Fixed pressure compensator
3.
4.
5.
6.
Non return check valve

Plug
Spring return system with guide
Spool

Disassembly and reassembly hydraulic control spool
Disassembly
Remove the screws (A), and the plate (B).
Extract the spring guides (C) and the springs (D).
Discard the seals (E).
Remove the spool (F) from the valve section.
Reassembly
Grease and install the spool (F) in the valve
section.
Install the springs (D) in the caps (B).
Install the spring guides (C) in the springs (D).
Install new seals (E).
Install the cap assemblies on the valve section,
install and tighten the screws (A) to a torque of 9 to
11 Nm (6.6 to 8.1 lbfft).
Electrical detent system spool

Solenoid replacement (with spool pulled out)
Remove the 2 mounting screws (A) and the detent
system.
Unscrew the rear housing (B).
Remove the circlip (C), the spring and the coil.
Install a new solenoid (D).
Reassemble parts in reverse order.
Tightening torque:
screws (A) - 9 to 11 Nm (6.6 to 8.1 lbfft)
rear housing (B) - 1.8 to 2.2 Nm (1.32 to 1.62 lbfft)
Solenoid replacement (with spool pushed in)

Remove the solenoid (A).
Install a new solenoid.
Tightening torque - 18 to 22 Nm (13.2 to 16.2 lbfft).
49
50
3.3 SOLENOID VALVE FOR PILOTING THE BACKHOE CONTROL VALVE (WITH
HYDRAULIC CONTROL)
Solenoid valve is located under the cab floor and is

installed directly in the lower part of the chassis that
supports the operating levers. The solenoid valve is
installed with the pilot models and has the task to
transform the electrical controls, received from the
operating levers, in hydraulic controls and to send
those to the backhoe control valve. The module (A)
is installed only on the machines versions with
telescopic dipper. If the machine is not equipped
with telescopic dipper, the solenoid valve installed is
of type (B); while if the telescopic dipper is installed
the solenoid valve can be of type (A) + (B).

If the loader backhoe is equipped with telescopic
dipper and with the auxiliary control section valve on
the backhoe control valve, the solenoid valve
consists of valve (B) and module (C).
REMOVAL
Position the loader backhoe on a hard level
surface.
Clean the area around the solenoid valve.
Tag and identify the position of all hoses and
hydraulic tubes.
Disconnect and plug all the hoses and all the
hydraulic tubes.
Unscrew and remove clamping screws to chassis
supporting the operating levers.
Remove the solenoid from the loader backhoe.
DISASSEMBLY
Unscrew and remove the accumulator (1) from the
solenoid valve assy (2).
51
52
Untighten and remove the three screws (3) and

disassemble valve (4).
Check and possibly replace the O-rings (5).
In case of necessity it is possible to disassemble the

various solenoid valves from the manifold blocks.
Untighten and remove screws (6).
Disassemble the solenoid valves (7).
Untighten and remove the valve (9).

Remove the check valve (11) and the orifice (12).
Untighten and remove the solenoid valves (13).
Untighten and remove the solenoid valves (15).

3.4
RELIEF VALVES
The relief valves may be operated with anti-cavitation

feature (1) or direct acting (2) and protect individual
circuits from excessive pressure.
The backhoes, having this kind of control valves

installed, are equipped with different relief valves.
Some of them are installed on the loader control valve:
1. 4x1 bucket relief valve
2. Loader bucket relief valve (rod end) 240 bar (3480
psi)
3. Hydraulic speed relief valve 165 bar (2392 psi)
4. Loader bucket relief valve (piston end) 165 bar
(2392 psi)
Some of them are installed on the backhoe control

valve:
1. Dipper relief valve (piston end) - 240 bar (3480 psi)
2. Bucket relief valve (piston end) - 220 bar (3190 psi)
3. Swing relief valve (piston end) - 205 bar (2972 psi)
4. Boom relief valve (piston end) - 315 bar (4567 psi)
5. Swing relief valve (rod end) - 205 bar (2972 psi)
6. Boom relief valve (rod end) - 240 bar (3480 psi)
7. Telescopic relief valve (rod end) - 205 bar
(2972 psi)
53
54
CIRCUIT RELIEF VALVES OPERATING

Relief valve inoperative
When the system is not subject to overload
conditions pressure in the system is insufficient to
overcome pilot valve spring pressure and move the
valve of its seat.
System pressure sensed on the larger rear face of
the poppet valve maintains the poppet and sleeve
firmly on their seats.
1. Sleeve
2. Poppet valve
3. Pilot valve
4. Pilot valve body
5. Piston
6. Control valve (cylinder) exhaust gallery
7. Cylinder supply gallery
Pilot valve operation

When the cylinder is subjected to shock forces the
pressure increase in the cylinder supply gallery
overcomes pilot valve spring pressure lifting the pilot
valve off its seat.
System pressure on the rear face of the poppet
valve escapes to tank between the sleeve poppet
and valve body causing a pressure differential
between the front and rear face of the poppet valve.
The higher pressure in the cylinder supply gallery
unseats the poppet valve and moves the piston to
seat against the pilot valve.
1. Sleeve
2. Poppet valve
3. Pilot valve
4. Pilot valve body
5. Piston
Exhaust oil
High pressure oil
Exhaust oil
High pressure oil
Reduced pressure oil
Pilot and poppet valve operation

The excessive system pressure in the cylinder
supply gallery now flows past the poppet valve to the
cylinder exhaust gallery and back to tank.
NOTE: during this operation the sleeve poppet is

held in the fully seated position by pressure oil.
1.
2.
3.
4.
5.
6.
7.
Sleeve
Poppet valve
Pilot valve
Pilot valve body
Piston
Control valve (cylinder) exhaust gallery
Cylinder supply gallery
High pressure oil

Exhaust oil
Reduced pressure oil
55
Anti-cavitation operation
Circuit relief valves with an anti-cavitation feature
are fitted in circuits where rapid extension of the
cylinder could create a void condition and permit the
transfer of oil from the high pressure side of a
cylinder to the lower pressure (void) end of the
cylinder.
When for example the boom is rapidly lowered and
the cylinder rod end circuit relief valve operates, oil
has been removed from the rod end of the cylinder
and a void created in the piston end. This oil is
automatically replenished by the anti-cavitation
device in the opposite circuit relief valve as follows:
The void creates a pressure lower in the cylinder
supply gallery and back pressure in the control valve
exhaust gallery acts on the outer face of the sleeve
poppet moving it to the right.
Exhaust oil is then directed into the cylinder supply
gallery to stop cavitation.
High pressure oil

Anti-cavitation oil supply to cylinder
Relief valve exhaust oil
1. Anti-cavitation circuit relief valve
2. Cylinder rod
3. Circuit relief valve
4. Control valve exhaust gallery

5. Spool
56
Pilot operated with anti-cavitation feature circuit

relief valve subjected to overload and fully relieving
high pressure oil
1. Sleeve
2. Poppet valve
3. Pilot valve
4. Pilot valve body
5. Piston
Anti-cavitation cylinder resupply oil

Exhaust oil
Direct acting circuit relief valve operation
High pressure circuit oil is sensed in the cylinder
supply gallery and acts on the face of the relief valve
poppet.
When pressure in the circuit exceeds relief valve
setting the oil pressure lifts the poppet allowing
excess pressure in the overloaded cylinder to
escape to the exhaust gallery.
A. Direct acting circuit relief valve

Valve not subjected to overload conditions
B. Direct acting circuit relief valve
Valve subjected to overload conditions
1. Relief valve seat
2. Relief valve poppet
3. Valve pressure adjusting screw
4. Spring
5. Control valve exhaust gallery
6. Cylinder supply oil
Exhaust oil
High pressure circuit oil

Overhaul
IMPORTANT: before removing relief valves from
the machine lower the loader and backhoe to the
ground, switch engine off and relieve all pressure in
circuits by moving the backhoe, loader, and
telescopic dipper controls through all operating
positions. The circuit relief valves if suspected of
contamination may be disassembled and inspected
for wear but must be reset to the correct pressure.
The relief valves contain no serviceable components
with the exception of the external O-rings and
square section seals.
During disassembly examine the poppet and seat in
the plunger assembly for a complete seating
surface.
Pilot operated relief valve
1.
2.
3.
4.
5.
6.
7.
8.
Body
Poppet
Spring
Spring
O-ring
O-ring
Fitting
Cap
9.
10.
11.
12.
13.
14.
15.
16.
O-ring
Locknut
O-ring
Adjuster
Spring
Pilot valve
Piston
Poppet valve
57
58
Direct acting relief valve
1.
2.
3.
4.
5.
Body
Poppet
Spring
Spring
Shim
6.
7.
8.
9.
10.
Cap
O-ring
Locknut
O-ring
Adjuster screw
7.
8.
9.
10.
11.
Guide
Poppet
Poppet sleeve
Valve body inner
Spring seat
Loader bucket relief valve
1.
2.
3.
4.
5.
6.
Relief valve assembly

Spring
Locknut
Valve body
Adjuster
Spring

Circuit relief valve adjustment
After overhaul the circuit relief valves must be tested
and adjusted using a suitable hand pump (1),
275 bar (3987 psi) pressure gauge and V. L.
Churchill test kit (2).
The hand pump must be attached to inlet port I and

the drain hose to the outlet port T of test block using
suitable 1/2 inch BSP (British Standard Pipe)
adaptors.
The pressure gauge may be connected to either the
hand pump as shown or to the 3/8 UNF threaded
port G in the test block.
Remove plug and insert valve to be tested into the
appropriate port in the test block as follows:
A. Stabilizer and backhoe relief valves
B. Loader bucket relief valves
C. Unload valve
NOTE: a special removable insert which, is part of

the test block, is installed in the bottom of the port
used for testing the loader valve. If difficulty is
experienced in screwing the loader valve into the
test block, check that the insert is fully seated and
correctly installed. When correctly installed the Oring (3) on the face of the insert should be visible.
Operate hand pump and record maximum pressure

reading on gauge. Compare pressure values with
previous specifications.
IMPORTANT: before removing valve from test block
release pressure in circuit using the vent valve on
the hand pump.
59
60
To adjust all relief valves with the exception of the

loader bucket relief valve remove the valve cap,
loosen locknut and turn adjuster to obtain correct
pressure.
NOTE: relief valves must not be set outside off the
specified range.
Loader bucket relief valve adjustment

NOTE: if the loader bucket circuit relief valve
requires adjustment, the special adjusting tool
supplied with the test kit is required as described
below.
Hold relief valve in vice and using wrench supplied
with tool, unscrew the internal valve assembly from
the valve body.
Screw the internal valve assembly (2) into the body
of the adjusting tool (1).
Install valve into test block and operate hand pump

until valve is pressurized to 170 bar (2465 psi).
Using the special spanner supplied, loosen the
locknut on the end of the valve and adjust pressure
setting using Allen wrench.
Operate hand pump and recheck pressure.
When pressure setting is correct tighten locknut and
release pressure in circuit using the vent valve on
the hand pump.
Remove valve and using 3/8 inch 16 UNC screw
remove insert, then reassemble valve and install into
test block.
Operate hand pump and recheck pressure.
If pressure is now lower than that recorded with the
insert installed it is an indication that the anticavitation feature of the valve is leaking and the
valve requires overhaul or replacement.
NOTE: the insert isolates the anti-cavitation feature
of the valve. When reassembling the insert into the
test block ensure it is installed correctly. When
correctly installed the O-ring (3) on the face of the
insert should be visible.

3.5
61
ACCUMULATOR GLIDE RIDE PARKER
Technical specifications
Capacity (gas) ...........................................................................................................................2 litres (0.52 gal)
Capacity (oil) ........................................................................................................................1.84 litres (0.50 gal)
Precharge .................................................................................................................... 30 1 bar (435 15 psi)
Maintenance
Check the gas pre-charge pressure regularly during the first few weeks of operation, and then at suitable
intervals afterwards based on this initial experience.
Carry out a visual examination of the accumulator periodically in order to detect any early signs of
deterioration such as corrosion, deformation etc.
Comply with the regulatory provisions concerning the monitoring of operational equipment.
Before removal, it is vital to ensure that there is no residual hydraulic pressure in the accumulator. Discharge
the gas side of the accumulator using a Parker UCA charging and gauging assembly before carrying out any
maintenance operations
Safety
Charging must be carried out by qualified personnel.
Before taking any readings or pressurizing with nitrogen, the accumulator must be isolated from the hydraulic
system and the fluid side discharged in order to depressurize it.
Use only nitrogen (N2) to pressurize the accumulator.
Danger of Explosion - Never Charge with Oxygen
The types of nitrogen permitted are: type S (99.8% pure); type R (99.99% pure); type U (99.993% pure).
If the pressure of the gas contained in the nitrogen bottle is greater than the maximum permissible operating
pressure of the accumulator, a pressure regulator must be fitted to the nitrogen bottle.
Parker recommends that the precharge should be checked during the first week following commissioning of
the system.
Thereafter, it should be checked every three months, or at intervals determined by the system builder.
The Effect of Temperature on Precharge Pressure
In order to compensate for the difference in pressure at ambient and operating temperatures, it is
recommended that the precharge pressure po should be adjusted to reflect the operating temperature of the
system, using the correction factor equations and relevant table.
Warning - Stabilization
The process of charging or discharging an accumulator with nitrogen causes a temperature change which is
transmitted to the surrounding air as the temperature of the accumulator stabilizes. To allow for the effects of
temperature transfer, the accumulator should be allowed to stand for a minimum of 15 minutes before a final
reading of the precharge pressure is taken.
62
Checking and Adjusting Precharge Pressure

The precharge pressure of an ACP Series accumulator may be checked, and nitrogen filled or vented, using
the UCA Universal Charging & Gauging kit tool 380002714.
The kit assembly is screwed onto the accumulators gas valve, allowing the precharge pressure to be checked
or reduced. If the precharge pressure is to be increased, the UCA can be connected to the nitrogen source with
the hose supplied. The kit is supplied with two pressure gauges, reading 0-25 bar (0 362 psi) and 0-250 bar
(0 3625 psi); where a different pressure range is required, a commercially-available pressure gauge may be
used.
UCA kit 380002714 see drawing
A. Inflation valve
B. Bleed valve
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
UCA
Adapter (long)
Adapter (short)
Adapter (insert)
Pressure gauge
Protective cap - gauge port
Collar - gas port
Knurled protective cap - filling port
Hose (G1/4 fitting, 60 cone) with O-ring
Valve
Remove the protective cover and cap (11) from the

accumulator, to gain access to the gas valve (12).
Select the appropriate pressure gauge (5) for the
pressure to be checked, remove the protective cap
(6) and attach the gauge to the UCA (1).
Make sure that the bleed valve (B) is fully closed
and that the inflation valve (A) is in the fully raised
position by turning the handwheel in an anticlockwise direction.
Assemble the short adapter and adapter insert (3
and 4), screw onto the gas valve (13) and hand
tighten.
Screw the UCA onto the adapter. Position the
assembly to permit easy reading of the gauge, then
hand tighten the collar (7).
Open the inflation valve (A) by screwing the
handwheel clockwise until the inflation pressure
registers on the gauge.
63
Readings and Results

One of three conditions will apply - the precharge pressure in the accumulator will be correct, or it will be too
high or too low.
Nitrogen Pressure po is Correct
Screw the handwheel (A) anti-clockwise to close the accumulator gas valve.
Slacken the bleed valve (B) to release pressure in the UCA.
Unscrew the UCA from the adapter.
Unscrew the adapters from the accumulator gas valve.
Nitrogen Pressure po is Too High
Slacken the bleed valve (B) to vent nitrogen from the accumulator until, after stabilization, the desired
pressure po is registered. Nitrogen vents into the air.
Tighten the bleed valve (B) once the desired filling pressure is reached.
Unscrew the UCA from the adapter.
Unscrew the adapters from the accumulator gas valve.
Nitrogen Pressure po is Too Low
Close the inflation valve (A) by screwing the handwheel anti-clockwise.
Remove the cap (8).
Connect the end of the hose (9) to the valve (10).
Connect the other end of the hose to the nitrogen source.
Progressively open the valve on the nitrogen source.
Screw the handwheel (A) clockwise to admit the pressurized gas, taking particular care if the accumulator has
a small capacity.
When pressure po is reached, close the valve on the nitrogen source. To allow for the effects of temperature
transfer, the accumulator should be allowed to stand for a minimum of 15 minutes to allow the temperature to
stabilize before a final reading of the precharge pressure is taken.
Remove the hose carefully, to release internal pressure.
Refit the cap (8) on the valve (10).
Unscrew the UCA from the adapter(s).
Unscrew the adapters from the accumulator gas valve. After removing the UCA and adapter(s), make sure that
the accumulator gas valve (13) is sealing effectively. Refit the gas valve dust cap (12) and replace the
protective cover (11).
64
4.
HYDRAULIC SWING SYSTEM
4.1
The hydraulic swing system has two versions:

it can shift laterally with the backhoe attachment
because installed directly on the sideshift carriage
performing the shifting. This is possible only on the
loaders backhoes with sideshift version.
it is fixed because it is installed directly on the
chassis. This is possible only on loader backhoes
with centre pivot version.
The backhoe boom and digging elements can be
moved in an arc about the main chassis of 180
degrees.
This movement is obtained by the use of two
hydraulic cylinders (1) coupled between the main
chassis and swing post.
The cylinders act directly on the swing post, without
the use of any connecting links or bell cranks.
Each cylinder is free to rotate, around two pivots (3),
while the stem comes out or retracts inside of the
cylinder body (2).
As each cylinder extends or retracts and the swing
post rotates, the cylinders turn in a horizontal plate,
pivoting on the headstocks within the carriage.
Each cylinder is double acting and as hydraulic oil is
fed to a cylinder to turn the swing post, one cylinder
pushes and the other cylinder pulls to perform the
swing cycle.

4.2
65
HYDRAULIC OIL FLOW
Hydraulic feed to the swing cylinders is controlled by

the swing section of the backhoe control valve which
contains pilot operated relief valves with anti
cavitation feature to protect the circuit and cylinders
should an overload condition occur.
The diagram illustrates operation of the swing circuit
when retracting the right hand cylinder (4) and
extending the left hand cylinder (5) in order to swing
the backhoe to the right.
When swinging the backhoe to the left the oil flows
are reversed and exactly the same principle of
operation applies.
Oil flow for a right hand swing is as follows:
When the swing control is operated the control valve
directs oil flow to the rod end of the right hand
cylinder.
The flow of oil at pump pressure lifts the one way
restrictor (2) of its seat allowing the flow to continue
unrestricted to the inlet port of the piston end of the
left hand cylinder.
System pressure increases causing the right hand
cylinder to retract and the left hand cylinder to
extend.
As the cylinders move, displaced oil on the piston
side of the left hand cylinder flows towards the one
way restrictor (7) in the inlet port on the rod end of
the right hand cylinder.
The oil flow moves the restrictor to the restrict
position which limits the flow of oil and creates a
back pressure (1st stage restricted return oil) in the
right hand cylinder.
The restricted flow of oil passes through restrictor
(7) into the rod end of the left hand cylinder before
returning to the control valve and back to tank.
The spool in the swing control valve assembly (1) is
designed such that during operation oil can flow
freely through the port directing oil flow to the swing
cylinders but restricts the flow returning oil back to
tank.
This restriction is achieved using metering lands
machined into the lands of the spool and creates a
secondary back pressure (2nd stage restricted
return oil) in the rod end of the cylinder.
By allowing oil to flow unrestricted to the power side
of the cylinder and be restricted on the exhaust side
a smooth controlled swing of the backhoe at
optimum speed is achieved.
When the swing system reaches the last 20-25 of
travel the sliding restrictor in the end of the piston
rod touches the outlet port in the cylinder barrel.
This further restricts the flow of oil exhausted from
the cylinder and as the piston moves towards the
end of its stroke the sliding restrictor is gently
pushed down the centre of the cylinder rod allowing
a progressive and controlled halt to the swing cycle.
If the swing control valve is suddenly returned to

neutral mid-way through a full power swing the
supply and exhaust ports in the main control valve
are totally blocked.
The momentum of the swinging backhoe assembly
if not controlled will make the machine extremely
unstable.
To prevent this from occurring the circuit relief
valves operate and dumps oil to exhaust until the
excess pressure is relieved. When the relief valve
operates the cylinder rod will move and a void will be
created in the low pressure side of the cylinder. The
anti-cavitation feature in the relief valves prevent the
void from occurring by transferring exhaust oil from
the excess pressure side of the circuit to the low
pressure side.
66
Pump pressure oil

1st stage restricted return oil
2nd stage restricted return oil
Return to oil tank
1.
2.
3.
4.
5.
6.
7.
Control valve swing section

One way restrictor
Cushioning rod
Right hand cylinder
Left hand cylinder
Cushioning rod
One way restrictor
5.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
HYDRAULIC CYLINDERS
Loader cylinder
Loader bucket cylinder
4x1 bucket cylinder
Backhoe boom cylinder
Backhoe dipper cylinder
Backhoe bucket cylinder
Telescopic cylinder
Swing backhoe cylinder
Stabilizer cylinder (centre pivot models)
Stabilizer cylinder (sideshift models)
Backhoe sideshift locking cylinder (sideshift models)
67
68
5.1

LOADER CYLINDER
4WS
1. Stroke
2. Completely retracted
2WS
1. Stroke
69
REMOVE LOADER CYLINDER (B110)

Park machine on a flat surface and position the
bucket as for bucket dump.
Raise the loader sufficiently to allow the lift cylinder
pivot pin to be removed and using axle stands
securely support the front and rear of bucket to
prevent the loader arms lowering when the cylinder
is disconnected.
If the bucket cannot be safely supported it must be

removed and the loader arms supported using a
suitable stand or hoist.
WARNING
Always ensure loader is fully supported. Do not work
under or near an unsupported loader or personal
injury may occur.
Relieve the residual pressure in the system by
moving the loader control lever through all operating
positions.
Support the cylinder using sling and suitable hoist.

Disconnect the hydraulic hoses. Cap or plug all
exposed openings.
Disconnect the hydraulic hoses.

Remove the snap ring (1) and the spacer (2).
70
Remove the ring (3) and the pin (4).

To use a hammer to slide out the rod pin (5).
Remove the loader cylinder.
REMOVE LOADER CYLINDER (B115)

Park machine on a flat surface. Raise the loader
sufficiently to allow the loader cylinder pin to be
removed.
Remove the loader bucket and support the arm
using a suitable stand or hoist.
WARNING
Always ensure loader is fully supported. Do not work
under or near an unsupported loader or personal
injury may occur.
positions.
Stop the engine.
71

Disconnect the hydraulic hoses. Cap or plug all
exposed openings.

Remove the snap ring (1) and the spacer (2).

Use a hammer to slide out the rod pin (5).
Remove the loader cylinder.
72
DISASSEMBLY LOADER CYLINDER
1.
2.
3.
4.
5.
6.
7.
8.
Cylinder rod
Bushing
Wiper seal
Seal
Seal
Guide bush
Cylinder head
Gasket
The disassembly procedure below starts on the

premise that the hydraulic lines have already been
removed.
WARNING
Cylinder weight: 36 kg (79 lb).
Lift and securely place the cylinder on a workbench.
Be sure that the cylinder is placed horizontally. Drain
hydraulic oil from the cylinder.
9.
10.
11.
12.
13.
14.
15.
16.
Back-up ring
O-ring
Piston
Piston seal
Piston ring guide
Screw
Cylinder tube
Bushing

Fully extend the cylinder rod (1).
Use the wrench 380000725 to loose the cylinder
head (7).
If necessary gently heat the gland carrier to soften
the thread sealant applied during manufacture.
Remove the cylinder head (7) from the cylinder tube

(15) by using with a rubber hammer. Remove the
cylinder rod (1) and the cylinder head (4).
IMPORTANT: be sure to pull out the cylinder rod (1)
straight so as not to damage the sliding surfaces.
Untighten and remove the screw (14). Disassembly

the cylinder rod (1) and the piston assy (11) and the
cylinder head assy (7).
Only if necessary:
Remove from the cylinder head (7), the wiper ring
(3), the seal (4), the seal (5), the bearing sleeve (6)
and the back-up ring (9) with O-ring (10).
Remove from the piston (11) the seal (12) and the
ring guide (13).
73
74
5.2

LOADER BUCKET CYLINDER
4WS
1. Stroke
2WS
1. Stroke

REMOVE LOADER BUCKET CYLINDER (B110)
bucket firmly on the ground.
Position a suitable support below the bucket cylinder
tie rod (1).
Use a suitable block to support the cylinder.
Remove the ring (2) with the dowel (3). Remove the
pin (4) using an hammer to release the rod (5).
75
76
Remove the snap ring (7) with the spacer (8).

Remove the lever (6), the rod (5) and slide out the
cylinder the rod (1).

Remove the pin (13) using an hammer.
Remove the loader bucket cylinder.

REMOVE LOADER BUCKET CYLINDER (B115)
positions.
Support the link rods.


Remove the loader bucket cylinder.
77
78
DISASSEMBLY LOADER BUCKET CYLINDER
1.
2.
3.
4.
5.
6.
7.
8.
Bushing
Cylinder rod
Wiper ring
Seal
Seal
Cylinder head
Safety ring
Back-up ring
The disassembly procedure that follows takes into

consideration the hydraulic piping already
disassembled.
WARNING
Cylinder weight: 32.5 kg (72 lb).
Lift and place the cylinder on a workbench and
secure it. Be sure that the cylinder is placed
horizontally. Drain hydraulic oil from cylinder.
9.
10.
11.
12.
13.
14.
15.
O-ring
Piston
Piston seal
Piston ring guide
Screw
Cylinder tube
Bushing

Support the cylinder rod (2) and use the wrench
380000722 to loose the cylinder head (6).
Remove the safety ring (7).

Pull out the cylinder head (6) from the cylinder tube
(14) by tapping with a rubber hammer. Remove the
Untighten and remove the screw (13).

Disassembly the cylinder rod (2) and the piston assy
(10) and the cylinder head assy (6).
Only if necessary:
remove from the cylinder head (6), the wiper ring
(3), the seal (4), the seal (5), the back up ring (8)
with the O-ring (9);
remove from the piston (10) the piston seal (11)
and the ring guide (12).
79
80
5.3
1.
2.
3.
4.

4X1 BUCKET CYLINDER
Cylinder rod pin

Dowel
Bucket
Cylinder
CYLINDER REMOVAL
positions.
5. Stud
6. Nut
7. Cylinder bottom pin

Unscrew and remove the clamping screws of the

cover (C). Remove the cover (C).
Remove the pin (2). Slide out the pin (1) with an
hammer.
Unscrew and remove the nut (6) and the dowel (5).
Slide out the lower pin (7) with an hammer.
Remove the 4x1 bucket cylinder.
81
82
DISASSEMBLY CYLINDER
1.
2.
3.
4.
5.
6.
Cylinder tube
Piston
Pin
O-ring
Piston guide
O-ring
7.
8.
9.
10.
11.
Cylinder head
Gasket
Wiper seal
Cylinder rod
Bushing

5.4
BACKHOE BOOM CYLINDER
(1) Stroke
(2) Completely retracted
with long dipper
with short dipper
CYLINDER REMOVAL
Park the machine on a flat surface and position the
bucket on the ground. Support the backhoe
elements for cylinder removal using a suitable stand.
WARNING
Always support the structural members so that they
will be stable and safe to work around.
Stop the engine and move the backhoe control
levers through all operating positions to relieve all
residual pressures in the system.
Position a sling or other suitable lifting equipment

around the cylinder.
83
84
Untighten and remove the screw (1). Slide out the

pin (2) with an hammer.
NOTE: the tube end of the dig cylinder and the rod
end of the boom cylinder use a common attaching
pin (2).
If the boom cylinder has to be disassembled, slide
out the pin (2) only partially, then remove the
cylinder rod and finally reinsert the pin.
If necessary use hydraulic power to very slowly
retract the cylinder so that the rod comes clear of the
attaching point.
Disconnect the hydraulic hoses. Remove the stop
ring (3) and slide out the head pin (4).
NOTE: accurate positioning of the cylinder prior to
hose disconnection will aid pin removal.
Remove the backhoe boom cylinder.

BACKHOE BOOM CYLINDER DISASSEMBLY
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Wiper ring
Bushing
Cylinder rod
Wiper ring
O-ring
Guide bush
Cylinder head
Back-up ring
O-ring
Piston ring guide

disassembled.
WARNING
Cylinder weight (with short dipper): 77.5 kg (171 lb).
Cylinder weight (with short dipper): 80.5 kg (177 lb).
horizontally. Drain hydraulic oil from the cylinder.
11.
12.
13.
14.
15.
16.
17.
18.
19.
Piston gasket
Piston
Piston gasket
Washer
Screw
Cylinder tube
Bushing
Wiper ring
Screw
85
86

Remove the safety screw (19). Use the wrench
Untighten and remove the screw (15) with the

relative washer (14). Disassembly the cylinder rod
(3) and the piston assy (12) and the cylinder head
assy (7).
Only if necessary:
(4),O-ring (5), the guide bush (6), and the back-up
ring (8) with O-ring (9);
remove from the piston (12), the piston ring guide
(10) and the piston gaskets (11) and (13).

5.5
BACKHOE DIPPER CYLINDER
(1) Stroke
CYLINDER REMOVAL
backhoe on the ground. Support the backhoe
WARNING

87
88
Untighten and remove the nut (1) and the dowel (2).
Slide out the rod pin (3) with an hammer.
retract the cylinder so that the rod comes clear of the
attaching point.
Disconnecting the hydraulic hoses. Untighten and

remove the screw (4). Slide out the pin (5) with an
hammer.
The tube end of the dipper cylinder and rod end of
the boom cylinder use a common attaching pin (5).
Therefore before shifting the dig cylinder, support
the boom cylinder with a rope or an hoist.
Remove the backhoe dipper cylinder.

DISASSEMBLY DIPPER BACKHOE CYLINDER
1.
2.
3.
4.
5.
6.
7.
8.
9.
Wiper ring
Bushing
Cylinder rod
Wiper ring
O-ring
Guide bush
Cylinder head
Back-up ring
O-ring

disassembled.
WARNING
10.
11.
12.
13.
14.
15.
16.
17.
18.
Piston ring guide

Piston gasket
Piston
Washer
Screw
Cylinder tube
Bushing
Wiper ring
Screw
89
90

Untighten and remove the screw (15) with the

washer (13). Disassembly the cylinder rod (3) and
the piston assy (12) and the cylinder head assy (7).
Only if necessary:
(4), O-ring (5), the guide bush (6), and the back-up
ring (8) with O-ring (9);
remove from the piston (12) the piston ring guides
(10) and the piston gasket (11).

5.6
BACKHOE BUCKET CYLINDER
(1) Stroke
BACKHOE BUCKET CYLINDER REMOVAL
Park the machine on a flat surface. Lay the backhoe
WARNING

91
92
Remove the stop ring (1) with the shim (2). Slide out
the pin (3) with an hammer and pay attention to
levers.
retract the cylinder.
Disconnect the hydraulic hoses. Unscrew and

remove the screw (4) and slide out the pin (5) with
an hammer.
Remove the backhoe bucket cylinder.

DISASSEMBLY BACKHOE BUCKET CYLINDER
1.
2.
3.
4.
5.
6.
7.
8.
9.
Wiper ring
Bushing
Cylinder rod
Wiper ring
O-ring
Guide bush
Cylinder head
Back-up ring
O-ring

disassembled.
WARNING
10.
11.
12.
13.
14.
15.
16.
17.
Piston gasket
Piston ring guide
Piston
Screw
Cylinder tube
Bushing
Wiper ring
Screw
93
94

IMPORTANT: be sure to pull the cylinder rod (3)

Only if necessary:
remove from the cylinder head (7), the wiper seal
(4), O-ring (5), the bearing sleeve (6), and the backup ring (8) with the O-ring (9);
remove from the piston (12) piston the ring guide

5.7
SHORT AND LONG TELESCOPIC CYLINDER
with short telescopic

with long telescopic
(1) Stroke
CYLINDER REMOVAL
WARNING
Remove the snap ring (1). Hammer to slide out the

pin (2) from the other side.
95
96
Disconnect the hydraulic hoses (3), at dipper

cylinder and support cylinder using suitable hoist.
Remove the snap ring (5). Hammer to slide out the
pin (4) from the other side.
Remove the telescopic cylinder.

DISASSEMBLY TELESCOPIC CYLINDER
1.
2.
3.
4.
5.
6.
7.
Rod
Wiper ring
Seal
Seal
Guide bush
Screw
Cylinder head

disassembled.
WARNING
Cylinder weight (with short telescopic): 41.5 kg
(91 lb).
Cylinder weight (with long telescopic): 45 kg (99 lb).
8.
9.
10.
11.
12.
13.
14.
Back-up ring
O-ring
Piston gasket
Piston ring guide
Piston
Screw
Cylinder tube
97
98

Unscrew and remove the safety screw (6). Use the
wrench 380000721 to loose cylinder head (7).

Only if necessary:
(2), the seal (3), the seal (4), the guide bush (5), the
O-ring (9) with the back-up ring (8);
remove from the piston (12) the piston ring guide

5.8
STABILIZER CYLINDER (CENTRE PIVOT MODELS)
(1) Stroke
CYLINDER REMOVAL
Make sure that the backhoe loader is locked in the
transfer position or parked in a safety work position.
Lower the stabilizers to the ground.
Support the cylinder safely with suitable belt and

hoist.
Remove the snap ring (1) and the shim (2).
Hammer out the pin (3) and by means of hydraulic
power, retract the cylinder very slowly.
99
100
With engine stopped, release any residual pressure

by moving the control levers of stabilizers.
Disconnect all hydraulic pipings. Remove the snap
ring (4) and the shim (5). Hammer to slide out the pin
(6).
Remove the stabilizer cylinder.

DISASSEMBLY STABILIZER CYLINDER (CENTRE PIVOT)
1.
2.
3.
4.
5.
6.
7.
Cylinder rod
Wiper ring
Seal
Seal
Guide bush
Screw
Cylinder head

disassembled.
WARNING
8.
9.
10.
11.
12.
13.
14.
Back-up ring
O-ring
Piston gasket
Piston ring guide
Piston
Screw
Cylinder tube
101
102

380000726 to loose cylinder head (7).
(14) by tapping with a plastic hammer. Remove the

Only if necessary:
(2), the seal (3), the seal (4), the guide bush (5), the
O-ring (9) with the back-up ring (8);

5.9
STABILIZER CYLINDER (SIDESHIFT MODELS)
(1) Stroke
CYLINDER REMOVAL
bucket on the ground.

positions.
Remove the snap ring (1) with the spacer (2) and
pull out the pin (3) from the opposite side so as to
release the rod of the cylinder.
103
104
Disconnect the hydraulic tubes at the top of the

stabilizer leg.
Remove the cylinder pin locking screw (4).
Fit a 1/2 inch- 13x1.50 threaded eye screw and
shackle in the threaded hole on the top of the
cylinder. Ensure that the threaded portion of the eye
screw does not screw into the waisted section of the
pin (5).
Remove the pin (5).
Lift the stabilizer cylinder from the casing.

DISASSEMBLY STABILIZER CYLINDER (SIDESHIFT)
1.
2.
3.
4.
5.
6.
7.
Cylinder rod
Wiper ring
Seal
Seal
Cylinder head
Safety ring
Back-up ring

consideration the hydraulic pipings already
disassembled.
WARNING
secure it to a vice. Be sure that the cylinder is placed
horizontally. Drain hydraulic oil from cylinder.
8.
9.
10.
11.
12.
13.
O-ring
Piston
Piston ring guide
Piston gasket
Screw
Cylinder tube
105
106

Remove the safety ring (6). Use the wrench
380000721 to loose cylinder head (5).

Only if necessary:
(2), the seal (3), the seal (4), and the back-up ring
(7) with O-ring (8);

5.10 SWING CYLINDER
(1) Stroke
CYLINDER REMOVAL
WARNING
Untighten and remove the nuts (1). Slide out the

screw (2) from the opposite side. Now the pin (3) can
come out and release the rod cylinder. If necessary
hammer to help the pin (3) to come out.
107
108
Disconnect the feed and return hose to the cylinders

and cap all exposed openings.
Untighten and remove the nuts (4) and the screws
(5) (from both sides).
Now it is possible to remove the support (6).
Carefully lift and remove the swing cylinder from the

swing bracket.

DISASSEMBLY SWING CYLINDER
1.
2.
3.
4.
5.
6.
7.
8.
9.
Bushing
Wiper ring
Cylinder rod
Wiper ring
Seal
Seal
Guide bush
Bushing
Ring seal

consideration the hydraulic pipings already
disassembled.
WARNING
secure it to a vice. Be sure that the cylinder is placed
10.
11.
12.
13.
14.
15.
16.
17.
Trunnion
O-ring
Back-up ring
Piston seal
Piston guide ring
Piston
Lock retaining piston
Cylinder tube
109
110
Use the wrench 380000725 to loose the trunnion

(10).
Remove the rod assy with the trunnion and the
piston assy.
Unscrew and remove the piston lock (16).

Disassembly the cylinder rod (3) and piston assy
(15) and the trunnion (10) complete with gaskets.
Check the bushings (8) status.
Only if necessary:
remove from the trunnion (10), the wiper ring (4),
the rod seal (5), the buffer seal (6), the guide bush
(7) and the back-up ring (12) with O-ring (11).
remove from the piston (15) the piston seal (13)
and the ring piston guide (14).
REASSEMBLY AND INSTALLATION

Reassembly follows the disassembly procedure in
1. Tighten the piston lock retaining to a torque of
1400 - 1540 Nm (1032 - 1135 lbfft).
2. Tighten swing cylinder plate retaining screws to
a torque of 607 Nm (447 lbfft).
111
5.11 BACKHOE SIDESHIFT LOCKING CYLINDER (SIDESHIFT)

They are installed on the loader backhoe n. 4
sideshift locking cylinders. Their function is to lock
the carriage once the backhoe attachment is ready
in the digging position.
The cylinder consists of:
1. Piston
2. Plate
3. O-ring
4. Back-up ring
CYLINDER REMOVAL
bucket on the ground.
Position the backhoe support in the centre of the

machine and lower the backhoe on the ground.
Support the backhoe elements using a suitable
stand and hoist capable of carrying 1500 kg
(3300 lb).
WARNING

positions.
Position a trolley jack beneath the backhoe support.
Disconnect all hydraulic pipes that link the backhoe
attachment to the machine.
112
Remove the 6 clamps screws on the bottom of the

support followed by the 6 screws (5) on top of the
carrriage (torque 1030 Nm (760 lbfft)).
Use the trolley jack to raise the backhoe support

from the frame and carefully move the machine
forward sufficiently to allow access to the sideshift
carriage cylinder. Do not allow the hydraulic hoses
to be stretched when moving the machine forward.
WARNING
Before moving machine forward check that backhoe
is still fully supported by the hoist and remains
stable.
Remove the plate (2).

Using and slide hammer remove the piston (1).
If necessary, replace O-ring (3) and back-up ring (4).

5.12 SPECIAL TOOLS
P/N CNH
DESCRIPTION
APPLICATION
380000721
Wrench
Telescopic dipper cylinder head

Stabilizer cylinder head (sideshift)
380000722
Wrench
Loader bucket cylinder head
380000724
Wrench
Backhoe boom cylinder head

Backhoe dipper cylinder head
380000725
Wrench
Backhoe bucket cylinder head

Swing cylinder head
Loader cylinder head
380000726
Wrench
Stabilizer cylinder head (centre pivot)
113
114
6.
HYDRAULIC CONTROL LEVERS
6.1
Weight
5.1 5.3 kg (11 12 lb)
Spool stroke
7.55 mm (0.30 in)

SPECIAL TORQUE SETTINGS
Maximum permissible on the hydraulic control lever
80 Nm (59 lbfft)
Control block retaining screw
30 Nm (22 lbfft)
Control block universal joint
50 Nm (36 lbfft)
Control block nut
40 Nm (29 lbfft)
Lower body screw
50 Nm (36 lbfft)

6.2
115
1. CONTROL CANCELLATION SWITCH: with the

switch in ON (alight) position all the backhoe
attachment controls are functional.
2. LEFT HAND HYDRAULIC CONTROL LEVER:
the left hand lever controls attachment swing
and the boom or the dipper (depending on the
control pattern adopted).
3. RIGHT HAND HYDRAULIC CONTROL
LEVER: the right hand lever controls the bucket
and the boom or the dipper (depending on the
control pattern adopted).
NOTE: speed of movement depends on the angle to
which the control levers are tilted. In intermediate
position two movements may be obtained
simultaneously.
4. STABILIZER CONTROLS: The right-hand
control is for the right-hand stabilizer and the
left-hand control is for the left-hand stabilizer.
5. CONTROL PATTERN CHANGE SWITCH: This
switch is used for changing the standard control
pattern to the ISO pattern.
6. TELESCOPIC
DIPPER
CONTROLS:
(proportional controls) (if fitted).
Press the right-hand button to extend the dipper.
Press the left-hand button to retract the dipper.
7. WRIST RESTS: The wrist rests may be
adjusted to the required height.
8. HYDRAULIC
CONTROL
ARM
TILT
ADJUSTMENT: These controls are used to
make control arm fore/aft and left-right
adjustments.
9. WARNING HORN BUTTON: Press the tip of the
left-hand control lever to sound the audible
warning device (momentary action).
10. AUXILIARY BI-DIRECTIONAL CONTROL (if
fitted).
11. ONE TOUCH DECEL:
By pressing this button the engine rpm sets to
idle run. During this phase the accelerator
handle and pedal are disabled.
By pressing again the button the engine rpm are
restored and the accelerator handle and
accelerator pedal as well.
116
RIGHT HAND HYDRAULIC CONTROL LEVER
1.
2.
3.
4.
5.
6.
7.
8.
9.
Valve
Plate
Screw
Nut
Boot
Connector
Wedge
Half handle
Screw
10.
11.
12.
13.
14.
15.
16.
17.
Half handle
Cap
Switches
Grommet
Spacer
Clip
Clip
Plugs [if the switches (12) are not fitted]

LEFT HAND HYDRAULIC CONTROL LEVER
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Valve
Plate
Screw
Nut
Boot
Connector
Wedge
Half handle
Screw
Half handle
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
Cap
Switch push button (horn)
Grommet
Spacer
Clip
Clip
Plugs [if the switches (18) are not fitted]
Switch push buttons (aux bi-dir)
Connector
Wedge
117
118
6.3

Disassembly
Release pressure in the hydraulic circuits using the
following procedure: turn key switch ON, but do not
start the engine. Turn pilot control cancellation
switch to the ON position. Move both joysticks in all
directions. Turn key switch OFF. Disconnect the
negative battery cable(s).
Mark the position of the lever parts (see the
exploded view on previous pages).
Remove the knob (P) and the support (S).
Remove the bracket (O) with the relevant screws
(with left hydraulic control lever).
Remove the decal (D), the mounting plate (D1) and

the detach the connectors (Q) (with left hydraulic
control lever).

Pull out both switches (I) and the detach relevant
connectors (Q1) (with right hydraulic control lever).
Remove the knob (P1) in the rear section of

hydraulic control lever.
Remove the screws (V) and the plate (N).
Lift the rubber boot (RL) for left hydraulic control

lever and the rubber boot (RR) for right hydraulic
control lever.
119
120
Tag all hydraulic hoses before disconnecting them.

Disconnect all hoses (H).
Disconnect all connectors (Q2).
Remove the screws (V1) and take out hydraulic

control lever from the column.
Remove the screws (9). Remove the half handles

(8) and (10). Remove the cap (11). Remove the
wedge (7) from the connector (6). Remove the
wedge (20) from the connector (19). Remove the
connectors (6) and (19). Remove the grommet
(13), the clips (15) and the tie hose (16).
Extract the switches (12) and (18). Remove the
spacers (14). Remove the boots (5).
Unscrews the nut (4) and remove the screw (3).
Remove the plate (2).
Reassembly
To reassemble the hydraulic control levers, proceed
in the reverse order to that of removal.
Follow the marks made during disassembly, and
tighten the nut (4) to a torque of 36 to 44 Nm (26 to
32 lbfft).

6.4
CONTROL LEVER VALVE
P. Supply
T. Tank return
Right valve (dipper/bucket)
1. Retracting the dipper
2. Opening the backhoe bucket
3. Extending the dipper
4. Closing the backhoe bucket
Left valve (backhoe/swing)

1. Lifting
2. Right swinging
3. Lowering
4. Left swinging
121
122
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Universal joint cam

Plate
Shim
Upper body
Rod guide
Seal
Seal
Rod
Bearing
Spring
Shim
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
Cup
Lock ring
Spring
Spool
Shims
Screw
Seal
Lower body
Seal
Seal
123
HYDRAULIC CONTROL LEVER VALVE OVERHAUL

Disassembly
1. Mark the direction of installation of all
disassembled parts.
2. Remove the U/J cam (1) using a key.
3. Remove the plate (2).
4. Remove the shim (3) from the upper body (4).
5. Extract the rod guide (5) and replace the seals
(6) and (7).
6. Drift the rod (8) out.
7. Remove the bearing (9), the spring (10) and the
shims (11).
8. Extract the spool assembly.
9. Hold the cup (12) and remove the lock ring (13).
10. Remove the spring (14) and the spool (15).
11. Remove and note the thickness of the shims
(16).
12. Proceed in the same manner for the other rods.
13. Secure the upper body (4) in a vice.
14. Loosen and remove the screw (17) using a key
and replace the seal (18).
15. Separate the upper (4) and lower (19) bodies

and replace the seals (20) and (21).
Reassembly
1. To reassemble, proceed in the reverse order to
that of removal.
2. In the case of reassembly without changing the
U/J cam (1), put the same value of shims (3) as
those in place.
3. After changing the U/J cam (1) adjust the
pressure of the cam on the rods.
4. Install a 2 mm shim (3), check that the recessing
of the push-rods is less than 0.2 mm, modify the
shimming to more or less if required.
5. Install new seals (6), (7), (18), (20) and (21).
6. Lubricate the moving parts.
7. Apply brake thread fluid on the threads of the U/
J cam (1) and the screw (17).
8. Tighten the U/J cam (1) to 50 Nm (36 lbfft) and
the screw (17) to 50 Nm (36 lbfft).
124
7.
FAULT FINDING AND FLOW TESTING
7.1
PRELIMINARY CHECKS
If fault finding, pressure and flow testing is carried out

in a systematic manner and the results analyzed, the
malfunction can be readily and accurately identified.
If short cuts, assumptions and guesses are made,
unnecessary strip-down or component replacement
could result. Follow the step-by-step procedures
outlined below.
As a first step in the fault finding procedure, several
preliminary checks should be made. These checks
are important in that once performed, they need no
longer be considered as a possible cause of the
immediate or reported malfunction.
Check that the hydraulic oil is at the correct level
and of the correct specification.
Check the loader, backhoe or any additional
accessory such as hydraulic bucket, hammers etc.,
for correct assembly or installation and additionally
for signs of external damage that might cause gross
misalignment of structural members.
Check in more detail for other mechanical damage
such as kinked, twisted, worn or decayed hoses,
damaged cylinders and bent elements.
Do not forget to check underneath the unit for
damaged steel tubes, particularly if the unit has
been known to have operated in arduous
conditions, been grounded, or bogged down.
Ensure optimum operating temperature of the
hydraulic oil is achieved.
Perform the system pressure and rear pump relief
valve pressure tests.
The preceding preliminary checks assume that the
engine performance is not in question. Having
performed these checks and failed to locate the
cause of the malfunction, the following procedures
should be adopted:
If possible, operate the backhoe and make notes of
the operating characteristics. Cycle each control
lever to operate each of the cylinders to the fully
extended and retracted positions.
Compare the operating characteristics in the
preceding stage with the malfunctions listed
hereunder.

7.2
125
FAULT FINDING (WITH REXROTH CONTROL VALVES)
GENERAL
PROBLEM
All circuits fail to operate
CAUSE
ACTION
Pump drive inoperative
Investigate and repair as necessary.
Low oil level
Check and add oil.
Restricted pump suction line
Inspect suction line and tank, repair

as necessary.
Slow operation or loss of power in Pump worn

all circuits
Perform pump performance test and

replace/reseal as necessary.
Restricted pump suction line
Inspect suction line and tank, repair

as necessary.
Load sense pressure relief valve

incorrectly adjusted
Pressure test system.
Hydraulic speed solenoid valve

inoperative
Pressure test system.
LOADER
PROBLEM
Lift fails to operate, is slow or has
loss of power
Bucket fails to operate, is slow or

has loss of power
Cylinder leak down (spools in

neutral)
Hesitation in loader lift or bucket

cylinders when control initially
moved
CAUSE
ACTION
Valve spool leakage
Examine lift section of loader control

valve assembly for wear or scoring.
Piston seals leaking or cylinder

barrel damaged
Examine/reseal piston and gland.
Circuit relief valves stuck open,

set too low or seat leaking
Bucket circuit relief valve test.
Valve spool leakage
Examine bucket section of loader

control valve assembly for wear or
scoring.

barrel damage
Piston barrel damaged
Internal valve leakage
Examine appropriate valve section

of loader control valve assembly for
wear or scoring.
Load check valve between

control valve sections damaged
Disassemble and inspect.
126
BACKHOE
Refer to the following backhoe fault finding chart after first considering the preceding charts. The backhoe chart
should only be referred to if the supply circuit is performing normally, thereby confirming that the pump and
hydraulic supply circuits are functioning to specification. See also Fault finding hydraulic pump.
PROBLEM
Lift fails to operate, is slow, has
loss of power or is not holding
Digging fails to operate, is slow,

has loss of power
Bucket fails to operate, is slow,

has loss of power
CAUSE
Lift circuit relief valve stuck open,
set too low or seat is leaking
Pressure test lift circuit relief valve.
Valve spool leakage
Examine lift section of backhoe

control valve assembly for wear and
scoring.

barrel damaged
Digging circuit relief valve (piston

end) stuck open, set too low or
seat is leaking
Pressure test digging circuit relief

valve.
Valve spool leakage
Examine digging section of backhoe

scoring.

barrel damaged
Bucket circuit relief valve (rod

end) stuck open, set too low, or
seat is leaking
Pressure test bucket circuit relief

valve.
Valve spool leakage
Examine bucket section of backhoe

scoring.

barrel damaged
Telescopic dipper fails to operate, Telescopic dipper relief valve

is slow, has loss of power
(piston end) stuck open, set too
low, or seat is leaking
Stabilizer leg leaks down
ACTION
Pressure test telescopic dipper

circuit relief valve.
Valve spool leakage
Examine telescopic dipper section of

backhoe control valve assembly for
wear and scoring.

barrel damaged
Stabilizer lock valve leaking
Examine/overhaul stabilizer lock

valve.

barrel damaged
127
SWING
PROBLEM
Right or left direction swing fails
to operate, is slow, or has loss of
power
Swing fails to slow (cushion

arrest) at end of travel
Swing continues to move when

control lever returned to neutral
(one direction only)
Cylinders leak down (spools in

neutral)
Any one circuit lowers

momentarily when signalled to
raise
CAUSE
ACTION
Swing circuit relief valves not

seating, set too low or seat is
leaking
Swing circuit relief valve test.
Valve spool leakage
Examine swing section of backhoe

scoring.

barrel damaged
Integral sliding restrictor

damaged

barrel damage
Circuit relief valve (return side)

stuck open, set too low or seat
leaking
Swing circuit relief valve test.
Valve spool leakage
Examine swing section of backhoe

scoring.
Internal valve leakage
Examine appropriate valve section

of backhoe control valve assembly
for wear or scoring.

barrel damaged
Load check valve between

control valve sections damaged
128
HYDRAULIC PUMP
PROBLEM
System noisy
CAUSE
ACTION
Worn or damaged pump gears or

pressure plates
Hydraulic pump performance test.
Aeration: air entering the systems

at: suction tube, pump shaft,
fittings, or cylinder glands
Cavitation: restrictions in the

system at the suction line or at
the suction screen in the tank
Visual and/or hydraulic pump

performance test.
Water in the system

Visual.
System relief valve chatter
Check system relief valve, adjust/
overhaul as necessary.
Tubing vibration
Visual.
Cold hydraulic oil
Check hydraulic oil operating
temperature.
Wrong type oil being used
Investigate/drain and refill.
Hydraulic oil exhausts from
breather at the tank
Tank overfilled
Check hydraulic oil level.
Aeration: air entering the system

at: suction tube, pump shaft,
fittings, or cylinder glands
Cavitation: Restriction in the

system at the suction screen in
the tank
Visual and/or hydraulic pump

performance test.
Oil supply low
Fill tank.
Contaminated oil
Drain tank and refill with clean oil.
Setting of relief valve too high or

too low
Drain tank and refill with clean oil.

Test relief valves.
Oil in system too light
Drain tank and refill with correct

viscosity oil.
Oil cooler fins blocked
Clean oil cooler.
Shaft seal oil leakage
Worn shaft seal
Replace shaft seal and inspect

pump.
Foaming oil
Low oil level
Fill tank.
Air drawn into suction line
Check/tighten suction line.
Wrong oil grade
Drain and refill with correct oil.
Oil heating
B110
B115
2. REMOVAL AND INSTALLATION COMPONENTS ...................................................................................... 6
2.1 COMPONENTS WITHIN THE CHASSIS .............................................................................................. 6
2.2 COMPONENTS BELOW THE CHASSIS .............................................................................................. 7
2.3 COMPONENTS ATTACHED OUTSIDE THE CHASSIS....................................................................... 9
2.4 COMPONENTS ATTACHED ABOVE THE CHASSIS ........................................................................ 10
2.5 TIGHTENING TORQUES .................................................................................................................... 12
1.
This section can be used as a quick reference for

general disassembly of the machine and its components.
The chassis of the Backhoe Loader is manufactured
as a one piece unit on which the major assemblies
are attached or supported from.
The chassis are mainly of two kinds and differ from
one other according to the kind of backhoe attachment that the backhoe loader should carry:
CENTRE PIVOT: means that the backhoe is connected directly to the chassis and cannot shift laterally.
SIDESHIFT: means that the backhoe is installed on
the side shift support and can shift laterally on the
chassis guides.
The chassis change according to the machine steering (2WS or 4WS) because of the different wheel
shape; or because the machine can be equipped either with straight loader arm (2WS machines) or
with bent loader arm (4WS machines).
2WS CENTRE PIVOT CHASSIS (LOADER ARM)
4WS CENTRE PIVOT CHASSIS (BENT LOADER ARM)
2WS SIDESHIFT CHASSIS (LOADER ARM)
4WS SIDESHIFT CHASSIS (BENT LOADER ARM)
2.
REMOVAL AND INSTALLATION COMPONENTS
2.1
COMPONENTS WITHIN THE CHASSIS
ENGINE
Supported by 2 rubber silent blocks and held in position by 2 support brackets. The brackets, which
are welded to the frame one either side of the engine are positioned just ahead of the loader posts.
WARNING
The engine and transmission bolted together act as
a one piece unit. If separated in the machine they
are not self supporting and will collapse causing injury or damage to the machine.
TORQUE CONVERTOR
Fitted between the engine and the transmission can
only be removed when the engine/transmission assembly are separated.
TRANSMISSION
Attached to the rear of the engine and supported in
rubber silent blocks in fixed brackets and held within
the frame just at the rear of the loader post.
To make repairs that require disassembly of the
transmission or engine it will be necessary to remove the engine/transmission as a complete unit
from the chassis.
To remove the engine/transmission from the machine it will be necessary to remove or disconnect
the following:
Remove:
Air Cleaner bowl
Engine guard and panels
Radiators and related hoses (Or pivot forward
where possible)
Front support cowling (if required)
Disconnect:
Fuel pump accelerator cable and electric shut off
Engine harness
Fuel tank connection and leak off return pipes
Hydraulic pump and related pipework (plug all ports
as required)
Transmission Lever
Transmission harness connectors
Engine supports (with engine supported by hoist)
Transmission supports
2.2
COMPONENTS BELOW THE CHASSIS
FRONT AXLE
REAR AXLE
The front axle is attached to the underside of the

chassis by 6 through screws (2WS) or 4 through
screws (4WS).
To remove front axle from the machine:
Park the machine on a flat ground.
Stop the engine, remove the key and relieve residual pressure in the backhoe and loader circuits by
through all operating position.
Lower the stabilizers on the ground.
Lower the loader bucket on the ground.
Using the loader bucket raise the front of the machine, high enough to remove the front wheels.
Place stands under the chassis, supporting appropriately the machine.
Place under the axle the appropriate supporting/
removing tool.
Remove the nuts on the wheels and then remove
them.
Disconnect the steering cylinder hoses.
Remove the axle swivel pin attaching bolts (4WD).
Disconnect the spider coupling (4WD).
Remove the axle bolts.
Remove the front axle.
The rear axle is attached to the frame at the rear of

the machine by 4 through bolts.
To remove rear axle from the machine:
Park the machine on a flat ground.
Stop the engine, remove the key and relieve residual pressure in the backhoe and loader circuits by
through all operating position.
Lower the stabilizers on the ground.
Lower the loader bucket on the ground.
Using the stabilizers, raise the rear of the machine,
high enough to remove the rear wheels.
Place stands under the chassis, supporting appropriately the machine.
Remove the nuts from the wheels and then remove
them.
Disconnect the steering cylinder hoses (4WS).
Disconnect the brake circuit hoses.
Disconnect the connector of harness of the differential lock (electrically controlled version).
Remove the precision swing assy if installed (see
Section 35).
Remove axle swivel pin attaching bolts.
Disconnect spider coupling.
Remove the axle bolts.
Remove the rear axle.
COUNTERWEIGHT
Counterweight: is installed under the chassis in the

front section of the machine with two bolts.
The weight of the counterweight (1) varies according to the machine model:
with 2WS the weight is 223.4 kg (492 lb);
with 4WS the weight is 170 kg (492 lb).
The 2WS version can have installed, between the
main counterweight and the chassis, additional
counterweights (2) weighing 26.2 kg (58 lb) and
31.5 kg (69 lb).
2.3
COMPONENTS ATTACHED OUTSIDE THE CHASSIS
TANKS
Attached to the chassis below the cab are the tanks
for hydraulic oil (1) mounted to the right hand side of
the machine and the fuel tank (2) mounted to the left
hand side of the machine.
Both tanks when drained of their contents can be removed from the machine by removal of the attaching pipe work and supporting bolts.
IMPORTANT: ensure all ports and pipes are
plugged or blanked off to prevent dirt ingress.
10
2.4
COMPONENTS ATTACHED ABOVE THE CHASSIS
CAB
A.
B.
S.
1.
2.
3.
4.
5.
6.
Front fixing
Rear fixing
Cab skirts
Main frame
Anti-vibration
Dampener
Washer
Washer
Nut
7.
8.
9.
10.
11.
12.
13.
Fixing bolt
Washer
Cab floor
Cab support (rear)
Support
Boss
Cab support (front)
The cab frame is a one piece unit mounted on top of
the chassis. The mains operations that have to be
done in order to remove the cab are:
Remove the cab skirts (S) all around the cab.
Disconnect the two electrical connectors from the
main harness and engine harness.
Remove the two front fixing bolts (7) between the
cab floor and the cab support (13) (detail A).
Remove the two rear fixing bolts (7) between the
cab floor and the rear supports (10) on the main
frame (1) (detail B).
Disconnect the two steering cylinder hoses (left
side).
Disconnect the pump - power steering valve hose.
Disconnect the power steering valve - oil tank
hose.
Disconnect the load sensing valve hose.
Disconnect the stabilizers cables (mechanical version).
Disconnect the hand brake cable.
Disconnect the water - heater hoses (after water
discharge).
Disconnect the air conditioning hoses (after refrigerant drain).
Disconnect the transport lock cable (mechanical
version).
Disconnect the telescopic dipper control pedal
(mechanical version).
Remove the knobs and the boots of the various levers (front and rear).
Lift the cab with the crane after its anchorage to lifting hook.
IMPORTANT: when lifting the cab ensure the hydraulic brake tanks are not caught and damaged on
the loader support frame.
11
12
2.5
TIGHTENING TORQUES
In the following table are the torques for the various assemblies that should be removed to affect repair.
IMPORTANT: always ensure prior to carrying out repairs on the machine that the vehicle parking brake is on
and the wheels are chocked.
ENGINE/TRANSMISSION
COMPONENTS
TORQUES
Engine/Transmission retaining bolts and nuts
95 Nm (70 lbfft)
Engine coolant tank retaining bolts
25 Nm (18 lbfft)
Engine/Transmission bolts
95 Nm (70 lbfft)
Air cleaner retaining bolts to frame
25 Nm (18 lbfft)
Coolant radiator bolts to frame
95 Nm (70 lbfft)
Radiator retaining bolts to frame
95 Nm (70 lbfft)
Front panel cowling to frame
214 Nm (157 lbfft)
Front bonnet to frame
170 Nm (125 lbfft)
Upper and front panel to frame
80 Nm (59 lbfft)
Front cardan joint to axle
38 Nm (28 lbfft)
Front cardan joint to transmission
38 Nm (28 lbfft)
Rear cardan joint to axle
38 Nm (28 lbfft)
Rear cardan joint to transmission (PS)
38 Nm (28 lbfft)
Rear cardan joint to transmission (PT)
70 Nm (51 lbfft)
FRONT/REAR AXLE
COMPONENTS
TORQUES
Front axle retaining bolts (2WS)
500 Nm (368 lbfft)
Front axle retaining bolts (4WS)
500 Nm (368 lbfft)
Rear axle retaining bolts (2WS)
800 Nm (590 lbfft)
Rear axle retaining bolts (4WS)
900 Nm (663 lbfft)
HYDRAULIC SYSTEMS
COMPONENTS
TORQUES
Power steering hoses to support frame
55 Nm (40 lbfft)
Backhoe control valve to frame bolts
90 Nm (66 lbfft)
Loader control pipes clamp to frame
25 Nm (18 lbfft)
TANK
COMPONENTS
TORQUES
Oil tank bolts
85 Nm (63 lbfft)
Fuel tank bolts
85 Nm (63 lbfft)
13
FRONT COUNTERWEIGHTS
COMPONENTS
Weight
TORQUES
700 Nm (516 lbfft)
LOADER
COMPONENTS
Loader control pipe bracket to frame
TORQUES
25 Nm (18 lbfft)
BACKHOE
COMPONENTS
TORQUES
Backhoe to frame hose retaining clamps
52 Nm (38 lbfft)
Fastening pin of boom to swing bracket
320 Nm (236 lbfft)
Stabilizers upper pins retaining bolt
80 Nm (59 lbfft)
Fastening pin of boom cylinder
320 Nm (236 lbfft)
Fastening pin of dipper cylinder
320 Nm (236 lbfft)
Fastening pin of bucket cylinder
320 Nm (236 lbfft)
CAB
COMPONENTS
TORQUES
Cab support
450 Nm (332 lbfft)
Front cab retaining bolts
210 Nm (155 lbfft)
Rear cab retaining bolts
180 Nm (132 lbfft)
WHEELS
COMPONENTS
TORQUES
Front/rear wheels (4WS)
700 Nm (516 lbfft)
Front wheel (2WS)
330 Nm (243 lbfft)
Rear wheel (2WS)
540 Nm (398 lbfft)
14
NOTE:
B110
B115

3. POWER STEERING ................................................................................................................................... 12
3.2 COMPONENTS ................................................................................................................................... 15
3.4 SPECIAL TOOLS................................................................................................................................. 33
3.5 FAULT FINDING.................................................................................................................................. 33

The steering system shows these features:
double acting, type steering cylinder on both 2 and
4WD axles;
common oil tank with the main hydraulic system;
a tandem gear pump located on the rear of the
transmission; both pumps are driven by a shaft running directly off the flywheel.
Oil is drawn through the common inlet port into both
pumping elements.
The front pump flow is directed to the loader and
backhoe control valves and side shift clamping system.
Rear pump flow passes through the flow divider
valve which maintains priority oil flow to the steering system with remaining flow directed for stabilizers, loader and backhoe elements.
The flow divider, located on the rear of the pump,
comprises a load sensing valve and steering system pressure relief valve.
The valve ensures a priority oil flow to the steering
system while the steering is operated, with the remaining flow directed to the stabilizer, loader and
backhoe circuits;
load sensing power steering.
1.
STEERING SYSTEM 2WS
LAYOUT
1.
2.
3.
4.
5.
Flow divider
Power steering
Oil tank
Return manifold
Oil filter
6. By-pass valve
7. Cooler
8. Front axle
POWER STEERING - NEUTRAL
Pump pressure
Stand-by pressure
When the steering wheel is held still, the leaf springs
return and hold the power steering spool in the neutral position.
This ensures no more oil is supplied to the steering
cylinder. The spool also traps the oil in the steering
cylinder and allows oil in the sensing lines to return
to tank therefore allowing the priority flow divider to
move to the left.
Trapped oil
Return to oil tank
POWER STEERING - TURNING RIGHT
Pump pressure
Metered pressure
When the steering wheel is turned, the movement of
the power steering spool forms a series of passages. During right turn, oil flows through the spool
along a groove and into a passage in the housing
which leads to the metering unit. A gallery is also
lined up to allow pressure oil to flow down the sensing line to the priority flow divider.
As the metering unit is turned by the drive shaft, it directs a measured quantity of oil along another set of
passages in the spool then from these to the steering cylinder.
Return oil from the other side of the cylinder is directed through the spool to a return passage in the
housing.
Trapped oil
Return to oil tank
2.
STEERING SYSTEM 4WS
LAYOUT
1.
2.
3.
4.
5.
Flow divider (hydraulic pump)

Power steering
Oil tank
Return manifold
Oil filter
6.
7.
8.
9.
10.
By-pass valve
Cooler
Front axle
Steering control valve
Rear axle
STEERING CONTROL VALVE

The steering control valve is located just above the
rear axle attached to the main chassis.
Remove the four pipes and then the 2 chassis fixing
bolts, then withdraw the valve for overhaul.
Draw a diagonal line across the complete valve
block this will assist in the correct reassembly later.
The valve consists of a central manifold block which

all input and output pipes are attached to. On each
side of this block is a solenoid valve. The solenoid
valves have two positions, both of these positions
are working positions and there is no neutral point.
Each spool is detented and therefore the solenoids
are only energized momentarily to move the spool.
On the end of each solenoid is an emergency hand
operating pin which moves the control spool without
energizing the solenoid. The switching of the steering valve is normally controlled by a microprocessor
located underneath the right hand side console.
1.
2.
3.
4.
5.
Solenoid knob
Solenoid
Control spool
Block
Central block
6.
7.
8.
9.
Fixing screws
Plunger
O-rings
O-ring

STEERING VALVE DIAGRAM
In the position shown both spools have been moved

by solenoids (2b) and (3b); the detents on the (a)
side of the solenoid hold the spool in this position
until another solenoid is pulsed.
10
The spool in valve (3) was last moved by solenoid

(3b): oil flowing in from P3 flows through the internal
galleries of the spool and exits at port A3. From
here, oil enters valve (2), whose spool was last
moved by solenoid (2b). Oil flows through port P2
and exits through port T2, cutting off flow to the rear
steering cylinder. Now the oil returns in valve (3),
entering through port B3 and flowing out through
port T3. From here, oil enters the front steering cylinder.

The three modes of steering are as follows:
Front wheel only steering
Front and rear wheel steer
Front and rear wheel crab

The solenoids energized are shown in the table below.
These are also the pins which need to be pressed
when changing steering mode manually in an emergency.
X = Energized
O = Not Energized
3a
3b
2a
2b
2WS
2WS
4WS
CRAB
11
12
3.
POWER STEERING
The steering unit consists of a metering pump that

includes:
a gear wheel assembly with fixed stator (with inner
teeth) and a rotor (with outer teeth).
A 4 ways rotary distributor consisting of an outer
sleeve and an inner selection rotor.
The selection rotor is connected to the steering
L.
R.
P.
T.
LS.
Left control port (steering cylinder)

Right control port (steering cylinder)
Inlet to steering pump
Outlet to oil tank
Outlet to steering pump
wheel, through column, that can be of two types:

fixed or adjustable.
A cardan shaft, mechanically tied to gear wheel assembly and to outer sleeve, allows the movement
transmission.
Set of centering springs between outer sleeve and
inner rotor.
3.1
13
Displacement (2WS)
125 cm3/rev (7.6 in3/rev)
Displacement (4WS)
160 cm3/rev (9.7 in3/rev)
Adjustment shock valves (2WS)
200 220 bar (2900 3190 psi)
Adjustment shock valves (4WS)
240 260 bar (3480 3769 psi)
TIGHTENING TORQUES
3/4 - 16 UNF
Nm (lbfft)
60 (44)
7/16 - 20 UNF
Nm (lbfft)
20 (15)
Steering wheel nut
Nm (lbfft)
55 (40)
Steering motor to steering column bracket
Nm (lbfft)
23 (17)
Power steering end cover
Nm (lbfft)
30 (22)
Power steering pipe connection
Nm (lbfft)
45 (33)
Power steering pipe adaptors
Nm (lbfft)
55 (40)
Check valve bolt
Nm (lbfft)
30 (22)
Shock valve (4WS)
Nm (lbfft)
30 (22)
14
HYDRAULIC DIAGRAM
1. Power steering diagram

2. Power steering control valve
3. Check valve
4. Anti-shock valve set at 240 260 bar (3480

3769 psi)
5. Anticavitation valve

3.2
COMPONENTS
* Only with 4WS models

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
Sleeve
Spool
Ball
Thread bushing
O-ring / Roto-Glyd
Bearing
Ring
Cross pin
Cardan shaft
Set of springs
O-ring
Distributor plate
Rotor stator/geart
O-ring
End cover
Washer
Special screw
Screw
19.
20.
21.
22.
23.
24.
25.
Body
Ball
Pin
Check valve
Shock absorbing valve
Dust sealing ring
Seat
15
16
3.3

DISASSEMBLY
To gain access to the power steering the bonnet and
air cleaner should be removed.
Removing power steering

Disconnect the four connectors and collect the Oring seals, noting the connector positions.
Remove the four screws from within the cab.

The power steerin can be removed from the front of
the cab through the engine compartment. Place the
steering unit in the holding tool.
Screw out the screws (18), the screw (17) and the
washers (16) from the end cover (15).

Remove the end cover (15).
Lift the rotor stator/geart (13) (with spacer if fitted) off

the unit. Take out the two O-rings (14).
Remove the cardan shaft (9).
Remove the distributor plate (12).
17
18
Screw out the threaded bush (4) over the check

valve.
Shake out the check valve ball (3) and the suction
valve pins (21) and the balls (20). Replace the pins
(21) prior to the reassembly.
Take care to keep the cross pin in the sleeve and

spool horizontal. The pin can be seen through the
open end of the spool. Press the spool inwards and
the sleeve (2), ring, bearing cups and needle bearing will be pushed out of the housing together.

Take the ring (7), the bearing cups and the needle
bearing (6) from sleeve and spool. The outer (thin)
bearing race can sometimes stick in the housing,
therefore check that is has come out.
Press out the cross pin (8). Use the special screw
(17) from the end cover. A small mark has been
made with a pumice stone on both spool and sleeve
close to one of the slots for the neutral position
springs (see drawing). If the mark is not visible, remember to leave a mark of your own on sleeve and
spool before the neutral position springs are dismantled.
Carefully press the spool (1) out of the sleeve (2).
Press the neutral position springs (10) out of their

slots in the spool.
19
20
Remove the dust seal (24) and the O-ring / RotoGlyd (5).
Remove the plugs from the shock valves using a 6

mm (0.23 in) hexagon socket spanner.
Remove the seal washers.
Unscrew the setting screws using a 6 mm (0.23 in)

hexagon socket spanner.

Shake out the two springs and two valve balls into
your hand. The valve seats are bonded into the
housing and cannot be removed.
The shock valves (23) are now dismantled.
CLEANING
Clean all parts carefully.
INSPECTION AND REPLACEMENT
Check for signs of wear in the following areas:
Rotor and stator of metering unit move freely.
Check the drive pin is not cracked or bent.
Check the rollers in thrust bearing are free to rotate.
Ensure thrust washers are not warped or cracked.
Ensure check valve ball is free to move.
Check control valve, spool and sleeve for wear or
scoring.
Replace all seals and O-ring.
LUBRICATION
Before assembly, lubricate all parts with hydraulic
oil.
21
22
ASSEMBLY
NOTE: great care should be taken during re-assembly.
Place the two flat neutral position springs in the slot.
Place the curved springs between the flat ones and
press them into place.
Line up the spring set (10).
Guide the spool (1) into the sleeve (2). Make sure
that spool and sleeve are placed correctly in relation
to each other.

Assemble spool and sleeve.
When assembling spool and sleeve only one of two
possible ways of positioning the spring slots is correct. There are three slots in the spool and three
holes in the sleeve in the end of the spool/sleeve opposite to the end with spring slots. Place the slots
and holes opposite each other so that parts of the
holes in the sleeve are visible through the slots in the
spool.
Press the springs together and push the neutral position springs into place in the sleeve.
Line up the springs and centre them.
Guide the ring (7) down over the sleeve.

NOTE: the ring should be able to move - free of
springs.
23
24
Fit the cross pin (8) into the spool/sleeve.
Fit bearing cups and needle bearings (6) as shown

on the next drawing.
1. Spool
2. Sleeve
6. Needle bearings
6A. Outer bearing race
6B. Needle bearing
6C. Inner bearing race
The inside chamfer on the inner bearing race must
face the inner spool.
Turn the steering unit until the bore is horizontal.

Guide the outer part of the assembly tool into the
bore for the spool/sleeve.

Grease O-ring / Roto-Glyd with hydraulic oil and
place them on the tool.
Hold the outer part of the assembly tool in the bottom

of the steering unit housing and guide the inner part
of the tool right to the bottom.
Press and turn the O-ring / Roto-Glyd into position in

the housing.
Draw the inner and outer parts of the assembly tool

out of the steering unit bore, leaving the guide from
the inner part in the bore.
25
26
Lubricate the lip seal (24) with hydraulic oil and place
it on the assembly tool.
Guide the assembly tool right to the bottom.
Press and turn the lip seal into place in the housing.
With a light turning movement, guide the spool and

sleeve into the bore.
Fit the spool set holding the cross pin horizontal.

The spool set will push out the assembly tool guide.
The O-ring and Roto Glyd are now in position.
Turn the steering unit until the bore is vertical again.

Put the check valve ball (3) into the hole indicated in
the picture.
Screw the threaded bush (4) lightly into the check

valve bore. The top of the bush must lie just below
the surface of the housing.
Place a ball (20) in the two holes indicated in the picture.
27
28
Place a new pin (21) in the same two holes.
Grease the O-ring (11) with mineral oil.
Place the distributor plate (12) so that the channel

holes match the holes in the housing.
Guide the cardan shaft (9) down into the bore so that
the slot is parallel with the connection flange.

Place the cardan shaft (9) as shown - so that it is
held in position by the mounting fork.
Grease the two O-rings and place them in the two

grooves in the gear rim. Fit the rotor stator/geart (13)
and rim on the cardan shaft.
Fit the gearwheel (rotor) and cardan shaft so that a

tooth base in the rotor is positioned in relation to the
shaft slot as shown. Turn the gear rim so that the
seven through holes match the holes in the housing.
29
30
For precise keying and alignment of steering control

valve, pay attention to the parallelism of (A), (B), (C)
and (D) reference marks.
A.
B.
C.
D.
E.
F.
Rotor/stator surface
Plate surface
Pin axis
Housing surface
Inner gear case
Cardan shaft
Place the end cover (15) in position.
Fit the special screw (17) with washer (16) and place
it in the hole shown.

Fit the six screws (18) with washers (16) and insert
them. Cross-tighten all the screws and the rolled pin
with a torque of 30 6 Nm (22 4 lbfft) in the sequence shown, initial torque of 10.8 Nm (8 lbfft).
Put a ball in the two holes indicated in the picture.
Place springs and valve cones over the two balls.
Screw in the two setting screws.
31
32
Screw plug with seal ring into the two shock valves
and tighten them with a torque of 30 10 Nm (22
7 lbfft).
Place the dust seal ring (24) in the housing.
Fit the dust seal ring in the housing using the special
tool and a plastic hammer.
PRESSURE TESTING
Connect a suitable pressure gauge capable of reading up to 200 bar (2900 psi) to the connector inside
the left hand loader support.
Start engine. A standby pressure of 6-7 bar (87102 psi) should be observed.
Turn steering to the left or right to the stop. A maximum pressure of 180 bar (2610 psi) should be
seen.
NOTE: engine speed should be set to 1000 rev/min.

3.4
SPECIAL TOOLS
P/N CNH
3.5
33
DESCRIPTION
380000281
Assembly tool for lip seal.
380002677
Assembly tool for dust seal.
380002679
Assembly tool for cardan shaft.
380002680
Assembly tool for O-ring and Roto-Glyd.
FAULT FINDING
PROBLEM
No steering or excessive effort

required to steer
CAUSE
Incorrect oil level in tank
Air in system
Pump relief valve faulty

Worn pump
Leaking power cylinder
Damaged valve spool
Broken or damaged steering
column
Damaged or worn metering
element
Steering wanders
ACTION
Fill with the correct grade and
quantity of oil.
Check for loose connections or
damaged tubing. Purge system of
air.
Check system pressure.
Inspect and repair.
Inspect and repair.
Inspect and replace.
Excessive play in steering

linkage ball joints
Control valve spool sticking or
worn
element
Front wheels surge when

steering

Control valve spool sticking
element
Inspect and repair.

Inspect and repair.
Noisy pump
Incorrect oil level in tank
Fill with the correct grade and

quantity of oil.
Check for loose connections or
damaged tubing. Purge system of
oil.
Drain and replace the oil.
Replace pump.
Air in system
Water in oil
Worn pump
Inspect and repair.

34
NOTE:
B110
B115
SECTION 50 - CAB HEATING AND AIR

CONDITIONING
2. CAB HEATING.............................................................................................................................................. 5
3. AIR CONDITIONING .................................................................................................................................. 12
3.1 PRINCIPALS OF AIR CONDITIONING ............................................................................................... 12
3.2 SAFETY PRECAUTIONS .................................................................................................................... 16
3.4 FAULT FINDING AND TESTING......................................................................................................... 25
3.5 FLUSHING THE SYSTEM................................................................................................................... 43
3.6 EVACUATING THE SYSTEM.............................................................................................................. 45
3.7 CHARGING THE SYSTEM.................................................................................................................. 46
3.8 COMPONENTS OVERHAUL .............................................................................................................. 47
3.9 COMPRESSOR ................................................................................................................................... 52
3.10 SPECIAL TOOLS............................................................................................................................... 66
1.
HEATING
ENGINE RADIATOR COOLANT

Antifreeze - Ambra Agriflu
Water
System type
Pressurized FULL FLOW by-pass with

expansion chamber
FAN BELT DEFLECTION

Naturally aspired
13 - 19 mm (0.51 - 0.75 in)
Turbocharged
10 - 16 mm (0.40 - 0.63 in)
THERMOSTAT
Start to open at
82 C (179.6 F)
Fully open at
95 C (203 F)
Radiator cap
0.90 bar (13 psi)
TORQUE VALUES
Coolant/hot water hose connections
5 Nm (3.7 lbfft)
Air hose ducting connections
5 Nm (3.7 lbfft)
Heater housing to floor mounting bolts
6.2 Nm (4.6 lbfft)
Refrigerant
HFC 134a
Refrigerant charge
1.2 kg (3 lb)
Compressor oil
SP20 (PAG Type, Viscosity index 100)
Oil change amount
135 cm3 (8.2 in3)
CHECK CONDITIONS
Air inlet temperature
37.8 C (100 F)
Rated air inlet moisture
40%
Evaporation temperature
0 C (32 F)
Overheating
5 C (41 F)
Inlet air speed
1.0 - 2.0 - 3.0 m/s (3.3 - 6.5 - 9.8 ft/s)
Condensation temperature
58 C (136 F) (absolute 16 bar (13 psi))
Undercooling
2 C (35.6 F)
PERFORMANCE CALCULATED AT m/s (191.72 m3/h (6770.53 ft3/h))

Exchanged warmth
5.48 kW
4718.28 kcal/h
Air outlet temperature
5.64 C (42.15 F)
Air side load loss
2.97 daPa
0.30 mmH20
Coolant side load loss
13.1 kPa
0.13 bar (2 psi)
PERFORMANCE CALCULATED AT 2.0 m/s (6.5 ft/s) (383.4 m3/h (13539.6 ft3/h))
Exchanged warmth
9.29 kW
7998.69 kcal/h
10.30 C (50.54 F)
Air side load loss
9.34 daPa
0.95 mmH20
32.7 kPa
0.33 bar (5 psi)
PERFORMANCE CALCULATED AT 3.0 m/s (9.8 ft/s) (575.1 m3/h (20309.5 ft3/h))
Exchanged warmth
12.00 kW
10332.00 kcal/h
13.70 C (56.66 F)
Air side load loss
18.30 daPa
1.87 mmH20
51.20 kPa
0.51 bar (7 psi)
2.
CAB HEATING
2.1
Cab heating
The cab is heated by a radiator mounted below the
cab seat, which is supplied hot water from the engine
coolant system. A blower motor mounted behind the
cab radiator is used to transfer the heat into the cab.
Heater blower control
The three speed blower is controlled by switch (1)
mounted in the instrument console to the right of the
cab seat. Turn the switch clockwise to the first position
for slow speed. Further rotation of the switch in a clockwise direction selects medium and fast speeds. The
blower draws outside air from beneath the cab floor
and through a filter medium into the cab.
Heater temperature control
The temperature of the air from the radiator is adjusted by rotation of the control knob (2) which opens or
closes the radiator valve increasing or decreasing
the water flow as required. Turn the control clockwise to increase the temperature of air from the
heater and counter clockwise to reduce the temperature.
WARNING
The cab air filters are designed to remove dust from
the air but may not exclude chemical vapour. When
working in an enclosed area ensure there is adequate ventilation as exhaust fumes can suffocate
you.
Cab air filter
Before servicing the air filter situated under the drivers seat, switch off the blower and close all windows
and one door. Forcibly close the other door. The resulting back pressure will dislodge loose dirt from
the underside of the filters. To remove the filter (3)
release the retaining straps (4) and remove the filter
element. Ensure the element, and sealing faces are
not damaged on removal.
IMPORTANT: in humid conditions, such as occur on
most early mornings, do not switch on the blower prior to servicing the filters. Damp particles drawn into
the filter may solidify and prove difficult to remove
without washing.
The filter element is made of specially treated paper
with a sealing strip bonded to the outer face.
Clean this element by blowing with compressed air
from the clean side through to the dirty side. The
compressed air should not exceed 2 bar (29 psi) and
the air line nozzle should be at least 300 mm
(11.8 in) from the element.
Heater radiator
The heater radiator (1) is fitted in a housing under
the cab seat for central displacement of warm or cold
air flow.
IMPORTANT: to ensure a good flow of air through
the heater radiator the filter should be cleaned more
frequently when operating in extremely dusty conditions.
Air flow vents

Air flow vents are connected to the heater container
and receive air from the blower motor, to direct warm
or cold air onto the windscreen and side windows or
to the cab interior as required.
Each vent may be swivelled and adjusted to control
the flow of air.
To open a vent, press one side of the disc and turn
it, as required, to direct the air flow.
The vents are located as follows:
two on the top of the front panel (A);
two on the front edge of the front panel (E);
two to the rear of the operator seat (C);
two under the seat, one in front, the other on the
rear (D);
two on the cab posts, right and left (B);
two on the ceiling, in front and back of operators
head (F).
NOTE: the vents (B) and (F) are mounted only when
air conditioned (optional) is fitted.
Schematic - Heater system

1. Heater valve mounted to the right of the heater
housing
2. Air ducting to the front windscreen
3. Heater control panel cooler pipes
4. Air ducting to the rear windscreen below the cab
floor
5. Air intake to the heater housing from below the
cab floor
6. Heater pipes to and from heater taken from the
engine oil
Electrical heater valve

The electrical valve is equipped with a software that,
each time the supply of the cock is delayed (therefore also at backhoe loader start), carries out the momentary positioning of the cock to completely
closed and returns to the position set by the temperature regulation handle located on the side panel.
This enables the software to carry out a self-control
on the cock drive so as to always obtain an optimal
regulation of the ball for the water flow.
This is part of the cock normal operation and is not to
be considered as a fault.
Release of the electrical heater valve
IMPORTANT: the release of the valve has to be performed if this valve remains idle for long periods.
Carry out this operation observing the following procedure:
Disconnect the electrical connectors (1).
Loosen the screws (2) and take out the electrical
valve (3) from the evaporator.
Unscrew and remove screws (4).
Separate the driving unit (5) from the cock (6).

By means of a wrench turn pin (A) of the cock so as
to unlock it.
WARNING
Once this operation is complete, reset pin (A) in the

correct start position.
Reinstall the heater valve, repeating the previous

operation in the reverse order.
FAULT FINDING - GENERAL

Items that may cause a concern are suggested in
the fault finding chart but as a general rule apply the
following steps:
Ensure water flow to the heater radiator is steady
and all air has been removed from the system.
Hoses are unrestricted and not leaking.

Check the electrical connections are good and the
blower motor is operational.
The operating cable to the heater valve and valve is
operational.
FAULT FINDING
PROBLEM
Dust enters the cab
CAUSE
ACTION
Improper seal around filter element
Check seal condition.
Blocked filter
Clean or replace filter.
Defective filter
Replace filter.
Excessive air leak (s) around doors

and windows
Repair and Seal air leak(s).
Blocked filter or recirculation filter
Clean or replace filter(s).
Heater radiator core blocked
Clean radiator core thoroughly.
Blower motor not working
Fuse blown
Replace fuse.
Cab does not heat up
Engine not reaching operating

Replace thermostat.
temperature. Thermostat stuck open
Blower motor air flow low
Cab does not cool
Temperature not stable
Heater hose from engine to cab

radiator, kinked or blocked
Ensure water flow to heater radiator

is adequate and not restricted.
Heater control turned on
Turn temperature control knob fully

counterclockwise for maximum
cooling.
Heater control valve stuck in open

position
Free up valve or change as required.
Low engine coolant
Top up coolant recovery tank.
10
OVERHAUL
IMPORTANT: when overhauling the heating system
remember that, with the engine running or shortly after it is turned off, the system will be at engine temperature and therefore the water will be hot and
under pressure.
To effect repairs to the heater core or blower motor,
it will be necessary to remove the attaching bolts (1)
from the seat and remove seat from the heater housing.
Draining the system

To drain the cooling system down disconnect either
hose at the T junction (2) found at the rear of the engine oil filter mounted to the left hand side of the engine.
Heater radiator
With the system drained remove the heater radiator
hose connections, attaching bolts and remove from
the vehicle.
Inspect the heater radiator (3).
Check water flow through the heater pipe which
should be free running; if not, clear any blockage.
Fins should be free of all debris and not damaged;
clean and or repair.
Clean the heater radiator using compressed air not
exceeding 7 bar (102 psi) taking care not to damage
the radiator fins.
Ensure the radiator is not leaking under pressure;
repair or replace as required.
Clean the chamber with a damp, cloth and re-assemble the housing filter element with the seal facing the inside of the cover.
11
Blower motor
The blower motor (1) can be removed by removal of
the attaching hardware and disconnection of the wiring connector.
Check the blower is working, if not check fuse and
continuity of blower motor. If defective replace the
blower unit as an assembly.
Heater control valve

To service the control valve (2) disconnect the hoses
and the control cable and remove. Check the operation of the valve and if tight or worn replace.
Heater control panel

The blower motor is operated by a 3 position switch
(3) which through a variable potentiometer increases or decreases voltage to the blower motor.
The heater valve is operated by a control cable
which will push or pull the valve into an open or
closed position.
Both of the above are mounted to the right of the

drivers seat and can be accessed by removal of the
control panel for repair or replacement.
12
3.
AIR CONDITIONING
3.1
PRINCIPALS OF AIR CONDITIONING
The function of the air conditioning system is to improve the operators comfort by cooling the air temperature inside the cab and reducing the humidity
level. In order to achieve this heat transfer the following principals of heat generation and transfer are applied within the air conditioning system.
1. When two bodies of different temperature come
together heat is transferred from one to another.
On air conditioning systems an evaporator is
used to hold the low temperature refrigerant
which absorbs the heat from the air within the
cab.
2. When a gas is pressurized the temperature of

the gas will rise. In air conditioning systems the
increase in pressure is achieved using a compressor.
3. When a gas is cooled it will condense into a liquid. In the air conditioning system a condenser is
used to cool the gas and the resulting liquid is
stored in a receiver dryer.
13
4. When a liquid is atomized through an orifice, the

temperature of the resultant vapour will lower.
The low temperature of the atomized liquid will
then absorb heat from its surrounding. On air
conditioning systems the refrigerant is atomized
using an expansion valve.
14
Air conditioning principle of operation

1. Expansion valve-atomizes liquid refrigerant before passing to evaporator
2. Evaporator-absorbs heat from air in cab
3. Compressor-compresses and raises temperature of refrigerant gas
4. Condenser and receiver dryer-converts refrigerant from gas to a liquid
LOW PRESSURE SIDE
15
HIGH PRESSURE SIDE
EXPANSION
VALVE
LOW
TEMPERATURE
HIGH PRESSURE
LIQUID FILTERED
AND MOISTURE
REMOVED
LOWER
TEMPERATURE
LOW PRESSURE
ATOMIZED LIQUID
RECEIVER DRYER
LOWER
TEMPERATURE
HIGH PRESSURE
LIQUID
EVAPORATOR
CONDENSER
WARM LOW
PRESSURE
VAPOUR
HIGH
TEMPERATURE
HIGH PRESSURE
VAPOUR
COMPRESSOR
HEAT FROM INSIDE
CAB MOVES TO
REFRIGERANT
HEAT MOVES TO
OUTSIDE AIR FROM
REFRIGERANT
Air conditioning flow diagram
It can now be seen that the principal components of

an air conditioning system are:
Refrigerant
Compressor
Condenser
Receiver dryer
Expansion valve
Evaporator
The figure in the previous page uses the examples
above to illustrate the air conditioning cycle.
The figure in the this page shows in schematic form

the flow of refrigerant through the five major components of an air conditioning system.
Refrigerant is drawn into the compressor as a cool,
low pressure vapour which is compressed and then
pumped out as a hot, high pressure vapour to the
condenser.
As the hot, high pressure vapour passes through the
condenser core it gives off heat to the cooler outside
air, being drawn past the fins by the engine cooling
fan.
16
By giving off heat to the outside air, the vapour is

condensed to a liquid which moves under high pressure to the receiver dryer where it is stored until released to the evaporator by the temperature
sensing expansion valve.
As liquid refrigerant passes through the metered orifice in the expansion valve the refrigerant changes
from a high pressure liquid to a low pressure atomized liquid with a lower temperature.
This low pressure, low temperature, atomized liquid
enters the evaporator coils and absorbs heat from
3.2
the cab warm air blown across the coils and fins by
the cab blower motor. The refrigerant now changes
from a cold low pressure atomized liquid to a warm
low pressure vapour and leaves the evaporator outlet, moving to the suction (low pressure) side of the
compressor to repeat the cycle.
As this heat loss is taking place, moisture (humidity)
in the cab air will condense on the outside of the
evaporator and drain off as water through the drain
hoses attached to the evaporator drain pan, thereby
reducing the humidity level of the cab.
SAFETY PRECAUTIONS
WARNING
Before overhauling an air conditioning system read
and observe the following safety precautions. If a repair or replacement becomes necessary, ensure
that only certified air conditioning technicians are
employed, using approved equipment to effect repairs.
Do not attempt to disassemble the air conditioning
system. It is possible to be severely frostbitten or injured by escaping refrigerant.
IMPORTANT: do not allow refrigerant to escape

into the atmosphere.
Refrigerant must be handled with care in order to
AVOID HAZARDS.
Undue direct contact with liquid refrigerant can produce freezing of skin and eyes.
Keep the refrigerant container and air conditioning
system away from flame or heat sources; the resulting pressure increase can cause the container or
system to explode.
If in direct contact with open flames or heated metal
surfaces, the refrigerant will decompose and produce products that are toxic and acidic.
Make sure to comply with the following indications

and simple precautions to avoid any risk of injury:
Never discharge refrigerant into the atmosphere.
When servicing air conditioning units a certified refrigerant recovery unit operated by a certified technician must be used.
When discharging the refrigerant in the system
make sure you are operating in well-ventilated
premises with good air circulation and far away
from open flames.
When charging and discharging the system always
wear goggles and take suitable precautions to protect the face in general and the eyes in particular,
from accidental spillage of the refrigerant fluid.
The oil and refrigerant mixture inside the air conditioning system is pressurized. Consequently, never loosen fittings or tamper with lines unless the
system has been properly discharged.
Before loosening any connection, cover the fitting
in question with a cloth and wear gloves and goggles in order to prevent refrigerant from reaching
the skin or eyes.
In the event of an accident, proceed as follows:
If the refrigerant has reached the eyes, wash them
immediately with copious amounts of sterilized water or mains pressure tap water and transfer to
hospital for immediate medical help.
If the refrigerant has touched the skin, wash with
cold water and transfer to hospital for immediate
medical help.

3.3
The air conditioning control allows to obtain always

the required clima inside of the cabin.
To activate the air conditioning turn selector (2),
mounted on the control panel to the right of the operator seat. At the activation the warning light (4)
lights up on the side instrument. The selector (1) allows to choose the ideal temperature according to
your requirement. Positioning selector (1) on 0 and
turning selector (2) let you obtain less or more cold
according to the selector (2) position.
By positioning selector (1) on any other position different from 0 you will obtain instead a mixture of
warm and cold air and the desired clima inside of the
cabin.
NOTE: the air conditioning can be set in to operation, only if the ventilation selector (3) is not positioned on STOP.
Turn selector (3) on demand for air capacity.
IMPORTANT: when using the air conditioning, it is
essential that all the windows of the operators compartment are completely closed.
NOTE: to ensure correct operation and full efficiency

of the air conditioning system, it must be used at
least once a week, even for a short time.
The air-conditioner filter is located on the left hand
side of the seat pod.
WARNING
The air filter is designed to remove dust from the air
but may not exclude chemical vapour. Refer to
chemical manufacturers directions regarding protection from dangerous chemicals.
If the machine has been parked in the sun, quicken
the cooling by operating the air-conditioning for 2-3
minutes at its coldest setting. Set maximum blower
speed with a window left partially open to force most
of the warm air from the cab.
With the air cooled sufficiently, close the window and
adjust the controls to the desired temperature. To
ensure proper operation of the system be sure the
cab filter is regularly serviced. Refer to filter maintenance.
It is the normal function of the air-conditioner to extract water from the air. As such it is possible pools
of water will collect beneath the drain hose outlets
under the cab when the machine is stationary.
17
18
REFRIGERANT
To achieve the absorption and the release of heat
which is, in essence, the function of an air conditioning system, requires the use of a suitable refrigerant a liquid that has a relatively low temperature
boiling point, plus certain desirable safety and stability features.
The refrigerant used in the air conditioning system is
refrigerant HFC 134a.
NOTE: to help protect the environment legislation
has been introduced in most territories banning the
release into the atmosphere of refrigerants, including HFC 134a. All service procedures contained in
this manual can be carried out without the need to
release refrigerant into the atmosphere.
In order to prevent the incorrect type of refrigerant
being charged to the system the service valves fitted
to the Backhoe Loader and necessary to connect up
refrigerant recovery, evacuation and recycling/recharging equipment will be of two different sizes as
recognized and specified by the air conditioning industry.
WARNING
HFC 134a refrigerant is not compatible with R-12
refrigerant. Do not attempt to replace HFC 134a refrigerant with R-12 refrigerant or test the system using gauges or equipment previously used with R12
as damage to the system will result.
HFC 134a refrigerant is stable at all operating temperatures and able to absorb great quantities of
heat.
The boiling point of HFC 134a is -22 C (-7.6 F) at
atmospheric pressure.
If the pressure is increased, HFC 134a will readily
vaporize to absorb heat at temperatures between
-11.7 C (10.9 F) at 1.9 bar (28 psi) and 0 C
(32 F) at 2.9 bar (42 psi) in the evaporator.
At higher pressures, HFC 134a will condense and
give off heat at temperatures between 48 C
(118 F) at 12.4 bar (180 psi) and 58 C (136 F) at
15.85 bar (230 psi) in the condenser.
WARNING
HFC 134a can be dangerous if improperly handled.
Therefore it is important the following warning and
directions are adhered to.
Never expose any part of the air-conditioner system
to flame or excessive heat because of risk of fire or
explosion, and the production of phosgene gas.
Never disconnect or disassemble any part of the airconditioning system as escaping refrigerant can
cause frostbite.
WARNING
If refrigerant should contact the skin use the same
treatment as for frostbite.
Warm the area with your hand or lukewarm water
32 C (89 F), cover the area loosely with a bandage to protect affected area against infection and
consult a doctor immediately.
If refrigerant should contact the eyes wash immediately in cold clean water for at least 5 minutes
and consult a doctor immediately.

COMPRESSOR
The air conditioning compressor is mounted on the
left hand side of the engine and is belt driven from
the crankshaft pulley.
The compressor separates the low and high pressure sides of the system and has two functions:
1. To raise the refrigerant temperature by compression to a higher degree of temperature than
the ambient (outside air) temperature.
2. To circulate the required volume of refrigerant
through the system.
The refrigerant compressor is a seven cylinder wobble plate unit housed in a die cast aluminium housing.
Drive to the wobble plate is from the pulley, through
the electro-magnetic clutch to the main driveshaft.
Attached to the driveshaft is a cam rotor which oscillates the wobble plate. The wobble plate is prevented from rotating by a static gear engaging with teeth
formed in the face of the plate. The seven pistons are
connected to the wobble plate by rods located in ball
sockets.
Refrigerant is drawn in on the downward stroke of a
piston through the reed valves located either end of
the cylinder assembly. Refrigerant enters the cylinder assembly through a gallery in the outer circumference of the cylinder assembly.
The upwards stroke of the piston compresses the refrigerant and expels it through another reed valve
into an inner gallery in the cylinder assembly and out
into the refrigerant circuit.
The compressor is lubricated with a Polyalklene Glycol (PAG) oil Type SP20. This oil is miscible with the
refrigerant and is carried around the refrigerant circuit.
The compressor is activated by an electro-magnetic
clutch which functions to engage or disengage the
compressor as required in the operation of the air
conditioning system.
The clutch is primarily activated by the:
Temperature control
Low pressure cut-out switch
19
20
Temperature control
The air conditioner temperature control switch is
mounted on the blower motor assembly.
The switch is a device which turns the compressor
clutch on and off to maintain a constant average
evaporator temperature and senses the evaporator
temperature using a thermistor (1).
The temperature control switch compares the voltage of the thermistor, which is dependent on the
temperature of the evaporator, with the voltage
across the potentiometer of the in cab temperature
control switch.
The switch upon comparing the two voltages determines whether the compressor clutch should be
switched on or off in order to maintain the desired
in cab temperature control.
Low pressure cut-out switch
The low pressure switch (1) is mounted in the top of
the filter (2) mounted in front of the radiator behind
the battery.
The purpose of the switch is to shut off the compressor pump in the event of low pressure in the refrigerant system.
Low refrigerant pressure may occur due to a faulty
expansion valve, icing up of the expansion valve orifice or refrigerant loss. Low refrigerant pressure
may result in damage to the compressor pump.
The low pressure switch is factory set and cannot be
adjusted.

CONDENSER
The condenser (1), located at the front of the machine in front of the engine radiator consists of a
number of turns of continuous coil mounted in a series of thin cooling fins to provide a maximum of heat
transfer in a minimum amount of space.
NOTE: the condenser after removal of the attaching
bolts can be slid out for cleaning.
The condenser receives the hot, high pressure refrigerant vapour from the compressor. The hot vapour passes through the condenser coils and
outside air is drawn through the condenser by the
engine cooling fan.
Heat moves from the hot refrigerant vapour into the
cooler outside air flowing across the condenser coils
and fins.
When the refrigerant vapour reaches the pressure
and temperature that will induce a change of state, a
large quantity of heat is transferred to the outside air
and the refrigerant changes to a high pressure warm
liquid.
The warm liquid refrigerant continues onto the receiver/drier where it is filtered and desiccated, to remove any moisture, before passing through an
outlet line to the thermostatic expansion valve.
RECEIVER DRYER
The receiver/dryer (2) situated behind the battery
stores the liquid refrigerant to be sure a steady flow
to the thermostatic expansion valve is maintained
under widely different operating conditions.
The drier section contains a desiccant (Molecular
sieve) to absorb any moisture within the system and
a filter prevents the entry of foreign particles.
NOTE: any moisture in the air conditioning system is
extremely harmful. Moisture not absorbed by the dehydrator will circulate with the refrigerant and droplets may collect and freeze in the thermostatic
expansion valve orifice. This action will block the refrigerant flow and stop the cooling action. Moisture
will also react with refrigerant HFC 134a and the lubricant to form a corrosive acid.
The desiccant can only absorb a limited amount of
moisture before reaching saturation point. Because
of this, after any system component replacement or
repairs requiring entry into the system, the receiver/
dryer should be replaced.
21
22
EXPANSION VALVE
The expansion valve (1) is located underneath the
evaporator in the pressure line leading from the receiver/ dryer and performs the following unctions:
1. METERING ACTION
A metered orifice changes the liquid refrigerant
from a high pressure low temperature liquid to a
low pressure, lower temperature atomized liquid.
2. MODULATING ACTION
A thermostatically controlled valve within the expansion valve body controls the volume of liquid
refrigerant passing through the orifice and
makes sure the refrigerant is fully vaporized
within the evaporator. Liquid refrigerant at would
damage the compressor reed valves or freeze
the pistons.
3. CONTROLLING ACTION
The valve responds to changes in the cooling requirements. When increased cooling is required,
the valve opens to increase the refrigerant flow
and when less cooling is required the valve closes and decreases the refrigerant flow.
Expansion valve - operation
All of the needed temperature sensing and pressure
sensing functions are consolidated into this basic
unit and no external tubes are required for these purposes.
The refrigerant from the condenser and receiver dryer enters the thermostatic expansion valve as a high
pressure warm liquid. Upon passing through the ball
and spring controlled metering orifice, the pressure
and temperature of the refrigerant is reduced and
the refrigerant leaves the thermostatic expansion
valve as a low pressure, lower temperature atomized liquid.
The atomized liquid now passes through the evaporator where it absorbs heat before returning via the
expansion valve to the compressor as a warm low
pressure vapour. There are two refrigerant passages in the valve. One passage is in the refrigerant line
from the condenser to the evaporator and contains
the ball and spring type orifice valve.
The other passage is in the refrigerant line from the
evaporator to the compressor and contains the
valves temperature sensing element.
Liquid refrigerant flow from the condenser and receiver dryer is controlled by a push-rod forcing the
orifice valve ball off its seat and the spring exerting
pressure on the ball to keep it on its seat.
During stabilized (vehicle shutdown) conditions, the
pressure on the bottom of the expansion valve diaphragm rises above the pressure on the top of the diaphragm allowing the valve spring to close the
orifice.

When the system is started, the pressure on the bottom of the diaphragm lowers rapidly, allowing the orifice to open and metre atomized liquid refrigerant to
the evaporator where it begins to vaporize.
Suction from the compressor draws the vaporized
refrigerant out of the evaporator and back through a
gallery in the top of the valve which asses the temperature sensor.
The temperature sensor reacts to variations in refrigerant gas pressure returning from the evaporator.
When heat from the passenger compartment is absorbed by the refrigerant the pressure of the gas increases causing a differential pressure above and
below the temperature sensor diaphragm. The diaphragm reacts to this pressure differential and a
push rod forces the ball in the expansion valve orifice
further off its seat. This reaction allows an increase
in the atomized refrigerant to flow through the valve,
to the evaporator, so that more heat can be absorbed
by the air conditioning system.
Similarly when the temperature of the gas returning
from the evaporator decreases the pressure of the
gas decreases. This causes the diaphragm to react
accordingly and allow the ball in the orifice to move
closer towards its seat thus reducing the flow of refrigerant through the valve to the evaporator.
23
24
EVAPORATOR
The evaporator is located beneath the cab seat and
consists of a number of turns of continuous coils
mounted in a series of thin cooling fins to provide a
maximum of heat transfer in a minimum amount of
space.
Low temperature refrigerant in the evaporator absorbs heat from the hotter air in the operators compartment, thereby cooling the air.
Air Recirculation
An intake grille is located on the left side of the seat
base. A portion of the air flow will recirculate through
the evaporator.
Filter General
The blower fan, draws warm air from outside the cab
through the intake filter (2) below the cab floor and a
ready cooled dehumidified air through the recirculation grille (1). The air passes over the evaporator
then into the cab through the six louvered vents.
Two vents are located on the front instrument panel
to direct air onto the windshield. Two are located at
the base of the rear posts to direct air onto the rear
window. Two additional vents are located at the front
and rear of the seat base to direct air at the operators feet.
Blower Fan
The blower motor is controlled by a three-speed
switch (3) which uses a variable resistor to change
the fan speed.
High blower speed provides the greatest volume of
circulated air, however, a slower speed will allow the
air to contact the cooling fins and coils of the evaporator for a longer period resulting in the warm air giving up more heat to the cooler refrigerant. Therefore,
the coldest air temperature is obtained when the
blower fan is operated at the lowest speed.

3.4
FAULT FINDING AND TESTING
Overhaul of the air conditioning system should only

be undertaken by a certified specialist refrigeration
engineer using a comprehensive air conditioning
test kit, including a gas leak detector, suitable for
HFC 134a refrigerant gas.
WARNING
Before dismantling an air conditioning system for repair the gas within the system must be discharged
and recovered using a certified recovery unit designed for the type of refrigerant gas used in the system.
NEVER release refrigerant gas into the atmosphere.
ALWAYS wear safety goggles and gloves when
servicing any part of the air conditioning system.
To prevent the entry of any foreign material, observe
the following points:
Ensure all tools, gauges, hoses and replacement
parts are kept clean and dry and are suitable for
the type of refrigerant gas used in the system.
Clean all hoses and fittings before disconnecting.
Cap or plug all openings when disconnected.
When adding lubricating oil to the system always
uncap and re-cap the oil container immediately before and after use. Always ensure the oil remains
free of moisture.
25
Preliminary fault finding

Always conduct the preliminary fault finding checks
before performance testing the system.
1. Run the engine at 1000-1200 rev/min for 10
minutes with the air conditioner set at maximum
cooling and the blower on high speed.
2. Check that the heater temperature control is
switched OFF.
3. Check that the blower fan is operating at all
speeds.
4. Check that the compressor clutch engages
when the temperature control switch is turned
from OFF to ON position. A clicking sound indicates the clutch is engaging. If the clutch fails
to operate it may indicate an electrical problem
in the high low pressure cut out switches or malfunction of the electrical drive clutch on the compressor.
5. Check the engine cooling fan is drawing cool air
through the condenser.
6. Check the compressor drive belt tension.
7. Check the condenser core and grid is clean and
free of obstruction.
8. Check the cab air filter is clean and free of obstruction.
9. Check the evaporator fins are not plugged or excessively dirty.
26
Attaching Manifold Gauge Set to the Loader Backhoe

1.
2.
3.
4.
5.
Low Side Gauge

High Side Gauge
Shut-off Valve
Test Hose to High Side Service Connector
Centre Hose (Not Used)
6.
7.
8.
9.
Test Hose to Low Side Service Connector

Shut-off Valve
Low Pressure (Suction) Side Service Valve
High Pressure (Discharge) Side Service Valve
Performance Testing The Air Conditioning System

The manifold gauge set is the most important tool
used in testing and servicing the air conditioning
system.
Operating Precautions
NOTE: for Dealers who posses the latest design

level of refrigerant recovery, recycling and recharging station, these gauges are an integral part of the
machine.
In the closed position, refrigerant circulates around

the valve stems to the gauges. Therefore, when the
manifold gauge set is connected into a system,
pressure is registered on both gauges.
NEVER open the HIGH SIDE shut off valve when
the system is operating.
ALWAYS open the LOW SIDE shut off valve when
adding refrigerant.
The following instructions for performance testing

the air conditioning system is based on the use of
the gauge set shown. The principal of operation is
however similar when testing the system using a recovery and recharging station with integral gauges.
When using this type of equipment always consult
the manufacturers operating instructions.
IMPORTANT: always ensure the shut-off valves are

closed (turn clockwise until seated) during all test
operations.

Attaching The Gauge Set To The Loader Backhoe
WARNING
To avoid personal injury, stop the loader backhoe
engine during connection of the manifold gauge set.
1. Check that the gauge set shut off valves are
closed (turned fully clockwise).
2. Connect the high side gauge hose (normally
red) to the high pressure (discharge) side service valve and the low side gauge hose (normally
blue) to the low pressure (suction) side service
valve on the loader backhoe. Ensure the hose
connections are fully tightened.
IMPORTANT: prior to connection of the manifold
gauge set, identify the suction (low pressure) and
discharge (high pressure) service gauge ports. The
high pressure service valve is always in the line from
the compressor to the condenser.
The high and low pressure service valves on the
loader backhoe are spring loaded valve and will be
automatically opened when the test hose is connected.
NOTE: the test hose must incorporate a valve depressor to actuate this type of valve.
The service valves have a protective cap. This cap
must be removed for test gauge connections and replaced when service operations are completed.
Test Procedure
After the manifold gauge set has been connected
and before pressure tests can be made, the system
must be stabilized as follows:
1. Apply the parking brake, check the gear shift levers are in neutral and close the cab windows
and doors.
2. Re-check that both the high and low side shut

off valves on the manifold gauge set are fully
closed.
3. Run the engine at 1000-1200 rev/min.
4. Turn the heater temperature control off.
5. Operate the system at maximum cooling, with
the blower fan at high speed for 10 minutes to
stabilize all components.
6. Check the manifold low pressure gauge reading
is within the specified range of approximately
0.28-2.48 bar (4-36 psi).
7. Check the manifold high pressure gauge reading and compare the reading to the pressure indicated on the pressure temperature chart
below.
8. Measure and compare the temperature of conditioned air entering the cab through the louvered air vents with the ambient air at the air
intake filters on the outside of the cab.
If the system is operating correctly the conditioned air entering the cab should be 6-9 C (4248 F) cooler than the ambient temperature of
the outside air.
9. If it is confirmed that the system is not operating
correctly refer to the fault diagnostic charts and
performance test gauge reading examples on
the following pages for possible corrective action.
WARNING
A significant amount of refrigerant vapour may have
condensed to a liquid at the service fitting at the high
side of the compressor. Use a cloth or other protective material when disconnecting the manifold hose
from this fitting to prevent personal injury to hands
and face.
APPROXIMATE HIGH PRESSURE GAUGE READINGS

Ambient air temperature
27
High pressure gauge reading
C (F)
bar (psi)
kgf/cm2
27 (80 F)
10.0/11.6 (145/164)
10.3/11.8
29 (84 F)
11.2/12.7 (162/184)
11.4/12.9
32 (89 F)
12.3/13.8 (178/200)
12.5/14.0
35 (95 F)
13.3/15.2 (145/164)
13.6/15.5
38 (100 F)
14.5/16.7 (210/242)
14.8/17.0
41 (105 F)
16.0/18.3 (232/265)
16.3/18.6
43 (109 F)
17.3/20.0 (251/290)
17.7/20.3
28
PERFORMANCE TEST DIAGNOSIS

Gauge Readings: Low Pressure - Low
High Pressure - Low
PROBLEM
Evaporator air not cold
POSSIBLE CAUSE
Low refrigerant charge
CORRECTION
Perform leak tests and repair.
Evacuate system.
Charge system, re-test system.
Evaporator air warm
Extremely low refrigerant charge
Perform leak tests and repair.

Evacuate system.
Charge system, re-test system.
Evaporator air cool but not

Expansion valve not permitting
sufficiently cold
sufficient flow
Low pressure switch cutting
Stuck valve
out
Expansion valve to evaporator
tube shows considerable
condensation or frost
Too cold to touch
Check expansion valve as follows:

Set for maximum cooling.
Low pressure gauge should lower
slowly.
If expansion valve is defective:
Discharge system.
Replace expansion valve.
Evacuate system.
Charge system.
Re-test.
29
PERFORMANCE TEST DIAGNOSIS CHART

Gauge Readings: Low Pressure - High
High Pressure - High
PROBLEM
POSSIBLE CAUSE
CORRECTION
Evaporator air warm

Liquid line hot (condenser
outlet to expansion valve
tube)
Improper operation of condenser
High pressure switch cutting

out
Overcharged with refrigerant
Check for overcharge as follows:
Air in system
Stop the engine. Recover and

recycle the charge using correct
recovery equipment.
Recharge the system with the
correct quantity of refrigerant,
replacing any lost lubricant. Recheck
performance of air conditioning
system.
Expansion valve allowing too much

refrigerant to flow through the
evaporator
Check expansion valve as follows:
Inspect for dirty condenser

restricting air flow and cooling.
Check operation of condenser
cooling fans. Repair or replace as
needed.
Set for maximum cooling.

Low pressure gauge should lower
slowly.
If expansion valve is defective:
Discharge System.
Replace Expansion Valve.
Evacuate System.
Charge System.
Re-test.

Gauge Readings: Low Pressure - Low
High Pressure - High
PROBLEM
Insufficient cooling
POSSIBLE CAUSE
Restriction in liquid line
CORRECTION
Discharge the system.
Replace the receiver/drier.
Inspect all lines and tubing from
compressor outlet to expansion
valve.
Replace if needed.
Evacuate the system.
Charge the system.
Re-test.
30

High Pressure - Low
PROBLEM
POSSIBLE CAUSE
Internal leak in compressor (reed
valves, gasket, worn or scored
piston rings or cylinder)
CORRECTION
Discharge the system.
Replace the compressor.
Charge the system.
Re-test.

Gauge Readings: Low Pressure - Normal
High Pressure - Normal
PROBLEM
Insufficient cooling
Low pressure reading does
not fluctuate with changes in
temperature control switch
(pressure should lower until
compressor cycles)
POSSIBLE CAUSE
System low on charge. Air or
moisture present in system
CORRECTION
Perform leak test.
Discharge system.
Repair leaks.
Replace receiver/drier.
Check oil level.
Evacuate system.
Charge the system.
Re-test.

High Pressure - Normal
PROBLEM
Compressor cycles on and
off too frequently
POSSIBLE CAUSE
Defective temperature control
(thermostatic) switch
CORRECTION
Stop engine and shut off A/C.
Replace temperature control switch.
Re-test system and check
compressor cycling.
31
EXAMPLES OF MANIFOLD GAUGE READINGS AND INTERPRETATIONS

The following examples show typical low and high pressure gauge readings obtained when performance testing the air conditioning system with an ambient temperature of 35 C (95 F).
The recommended corrective action is based on a similar fault as identified in the performance test diagnosis
charts.
PERFORMANCE TEST EXAMPLE 1
Performance Test Example 1

1. High side low
2. High side hand valve closed
3. High side hose connected to high side service
connector
4. Not used
5. Low side hose connected to low side service

connector
6. Low side hand valve closed
7. Low side low
PROBLEM
Little or no cooling.
3.
4.
5.
6.
CAUSE
Refrigerant slightly low.
CONDITIONS*
Low side pressure too low.
Gauge should read 1-2 bar (15-23 psi).
High side pressure too low.
Gauge should read 13.3-14.8 bar (193-215 psi).
Evaporator air not cold.
CORRECTIVE PROCEDURES
1. Leak test the system.
2. Repair leaks. (Discharge and recover the refrigerant from the system; replace lines or components).
Check compressor oil to ensure no loss.

Charge the system.
Performance test the system.
DIAGNOSIS
System refrigerant is low. May be caused by a small
leak.
NOTE: * test procedure based upon ambient temperature of 35 C (95 F).
For proper high side gauge reading for other ambient temperatures, refer to the pressure temperature
chart.
32

1. High side low
connector
4. Not used

connector
7. Low side normal
PROBLEM
Insufficient cooling.
DIAGNOSIS
System refrigerant is extremely low. A serious leak
is indicated.
CAUSE
Refrigerant excessively low.
CONDITIONS*
Low side pressure very low.
Gauge should read 1-2 bar (15-23 psi).
High side pressure too low.
Evaporator air warm.
Low pressure switch cutting out.
1. Leak test the system.
2. Discharge and recover the refrigerant from the
system.
3. Repair leaks.
4. Check compressor oil to ensure no loss.
5. Evacuate the system.
6. Charge the system.
7. Performance test the system.

chart.
33

1. High side normal
connector
4. Not used

connector
7. Low side low
PROBLEM

system.
3. Repair leaks.
4. Replace the receiver/dryer.
5. Check compressor oil to ensure no loss.
CAUSE
Air in system.
CONDITIONS*
Low side pressure reading does not change when
compressor cycles ON and OFF.
High side pressure slightly high or slightly low.
1. Leak test the system. Give special attention to
the compressor seal area.
DIAGNOSIS
Air or moisture in system. System not fully charged.
chart.
34

1. High side low
connector
4. Not used

connector
7. Low side high
PROBLEM
1. Replace the compressor.
CAUSE
Compressor malfunction.
DIAGNOSIS
Internal leak in compressor caused by worn or
scored pistons, rings, or cylinders.
CONDITIONS*
Low side pressure too high. Gauge should read 12 bar (15-23 psi).
High side pressure too low. Gauge should read
13.3-14.8 bar (193-215 psi).

chart.
35

1. High side high
connector
4. Not used

connector
7. Low side high
PROBLEM
Insufficient or no cooling. Engine overheats in some
cases.
At this point, operate the system and check its performance. If still unsatisfactory, proceed as follows:
system.
5. Remove the condenser and clean and flush it to
ensure a free flow of refrigerant. Or, if the condenser appears to be unduly dirty or plugged,
replace it.
7. Evacuate the system, and recharge it with the
correct quantity of refrigerant.
CAUSE
Condenser not functioning properly.
CONDITIONS*
High side pressure too high. Gauge should read
13.3-14.8 bar (193-215 psi).
Liquid line hot.
High pressure switch cutting out.
1. Check belt. Loose or worn drive belts could
cause excessive pressures in the compressor
head.
2. Look for clogged passages between the condenser fins and coil, or other obstructions that
could reduce condenser airflow.
3. If engine is overheating replace engine thermostat and radiator pressure cap.
DIAGNOSIS
Lack of cooling caused by pressure that is too high
on the high side, resulting from improper operation
of condenser. (Refrigerant charge may be normal or
excessive).
chart.
36

1. High side normal
connector
4. Not used

connector
7. Low side normal
PROBLEM
Insufficient or no cooling.
system.
CAUSE
Large amount of air in system.
CONDITIONS*
13.3-14.8 bar (193-215 psi).
DIAGNOSIS
Air in system. This, and the moisture in the air, is
contaminating the refrigerant, causing the system to
operate improperly.
chart.
37

1. High side high
connector
4. Not used

connector
7. Low side hide
PROBLEM
2. If the test indicates that the expansion valve is

defective, proceed as follows:
Discharge and recover the refrigerant from the
system.
Replace the expansion valve.
Charge the system.
CAUSE
Improper operation of thermostatic expansion valve
(stuck open).
CONDITIONS*
High side pressure too high. Gauge should read
13.3-14.8 bar (193-215 psi).
Evaporator and suction hose (to compressor) surfaces show considerable moisture.
1. Check for sticking expansion valve as follows:
Operate the system at maximum cooling.
Check the low side gauge. The pressure should
lower slowly.
DIAGNOSIS
Thermostatic expansion valve is allowing too much
refrigerant to flow through the evaporator coils.
Valve may be stuck open.
chart.
38

1. High side low
connector
4. Not used

connector
7. Low side low
PROBLEM

lower slowly.
2. If the procedure outlined in Step 1 shows that
the expansion valve is defective, proceed as follows:
Discharge system.
Charge the system.
CAUSE
Improper operation of thermostatic expansion valve
(stuck open).
CONDITIONS*
Low side pressure too low (zero or vacuum). Gauge
should read 1-2 bar (15-23 psi).
High side pressure low. Gauge should read 13.314.8 bar (193-215 psi).
Evaporator air cool, but not sufficiently cold.
Evaporator inlet pipe surface shows considerable
moisture or frost.
Low pressure switch cutting out.
1. Place finger on expansion valve to evaporator
tube. If too cold to touch, proceed as follows:
DIAGNOSIS
Expansion valve is not permitting a sufficient flow of
refrigerant. May be caused by valve stuck in restricted or closed position.
chart.
39

1. High side low
connector
4. Not used

connector
7. Low side low
PROBLEM
1. Check for sticking expansion valve as follows:
lower slowly.
2. If the test indicates that the expansion valve is
defective, proceed as follows:
Discharge and recover the refrigerant from the
system.
Charge the system.
CAUSE
Restriction in high side of system.
CONDITIONS*
Low side pressure too low. Gauge should read 12 bar (15-23 psi).
13.3-14.8 bar (193-215 psi).
NOTE: a normal or high reading of the high side
pressure gauge under these conditions indicates
the system is overcharged or the condenser or receiver/dryer is too small.
Evaporator only slightly cool.
Liquid line and receiver/dryer are cool to touch and
show frost or considerable moisture.
DIAGNOSIS
Thermostatic expansion valve is allowing too much
refrigerant to flow through the evaporator coils.
Valve may be stuck open.
chart.
40

1. High side normal
connector
4. Not used

connector
7. Low side gauge
Compressor cycles on at 2.3 bar (33 psi)
Compressor cycles off at 1.9 bar (28 psi)
PROBLEM
Compressor cycles (cuts in and out) too rapidly.
3. Make sure the switchs temperature sensor is installed in the same position and depth (in evaporator core) as previous.
CAUSE
Thermostatic switch defective.
CONDITIONS*
Low side pressure readings too high during both
ON and OFF compressor cycles and between
cycles.
Readings should be:
0.8-1.0 bar (12-15 psi) - cycle OFF
2.5-2.7 bar (36-39 psi) - cycle ON
1.7-1.9 bar (25-28 psi) - between cycles
High side pressure normal. Gauge should read
13.3-14.8 bar (193-215 psi).
1. Stop the engine and shut off A/C system.
2. Replace thermostatic switch with switch of same
type.
DIAGNOSIS
Defective thermostatic switch.
chart.
41
LEAK TESTING, DISCHARGING AND CHARGING THE AIR CONDITIONING SYSTEM

Leak Testing
To perform a leak test if refrigerant leakage is suspected, use a leak detector following the manufacturers instructions.
Leak detectors use light or sound dependent upon
the type used to alert the operator of a leak. If the
leak detectors sensitivity is adjustable, be sure you
calibrate the detector according to the manufacturers instructions before use.
When using a leak detector, keep in mind that a very
slight amount of leakage in the compressor pulley
area is normal and does not necessarily indicate a
repair is required.
When a leak is located, follow these steps.
Discharge the system using a certified refrigerant
recovery system.
Repair the leak.
Partially charge system with 400 gr (1lb) of refrigerant.
Check system for leaks.
Fully charge the system.
Always check the system for leaks as a final test after evacuating and before recharging. Refer to
Evacuating the system.
Discharging the system

Legislation has been introduced banning the release
of refrigerant into the atmosphere.
Whenever overhauling the air conditioning system
or performing other tasks which require the air conditioning system to be dismantled it is necessary to
discharge the refrigerant gas before commencing
repair.
Before you can dismantle an air conditioning system
for repairs, you must discharge and recover the refrigerant using a certified recovery unit in accordance with the manufacturers instructions.
Shown is a combined refrigerant recovery, evacuation and recycling/charging station. This equipment
removes HFC 134a refrigerant from the air conditioning system, recycles and recharges all in one
hook up.
The unit is designed to be used with the manifold
gauge set built into the control panel.
42
Connecting recovery evacuation and recycling/charging station to the loader backhoe

1. Built in manifold gauge set
2. Recovery/recharging unit
3. Low side (suction) service valve (blue hose)

4. High side (discharge) service valve (red hose)
Other recovery systems are available where the

manifold gauges are not an integral part of the machine. When this type of equipment is used a separate manifold gauge set must be used.
The following is a summary of the steps for discharging the system using a recovery/recycling unit.
loader backhoe air conditioning system. The hose

from the recovery unit is then connected to the manifold centre port.
WARNING
Never discharge refrigerant gas into the atmosphere. Always wear safety goggles and gloves
when working with refrigerant. Only use authorized
refrigerant tanks.
IMPORTANT: always follow the manufactures instructions when operating recovery equipment.
1. Run the vehicles air conditioning system for a
few minutes.
2. Set up the recovery unit following manufacturers instructions. Ensure that the units red (high
side) hose is connected to the high side (discharge) fitting and the blue (low side) hose to
the low side (suction) fitting.
NOTE: if a unit requiring the manifold gauge set is
being used, the low and high sides of the manifold
set are connected to the low and high sides of the
3. To recover refrigerant, open both high and low

side valves on the control panel or the valves on
the manifold gauge set if being used.
4. Open the valves labelled gas and liquid on
the recovery unit refrigerant tank.
5. Plug in the units power cord.
6. Operate the recovery system in accordance with
the manufacturers instructions.
The compressor will shut off automatically when the
recovery is complete.

3.5
43
FLUSHING THE SYSTEM
Manifold side gauge

1.
2.
3.
4.
High side gauge

High side shut-off valve
High side hose
Centre service hose
Air conditioning systems may occasionally become

contaminated with solid particles. This contamination may be the result of allowing dirt to enter the
system while it was open, from aluminium corrosion
or sludge, or from disintegrated compressor reed
plates. Contamination of this nature can result in
plugged evaporators, condensers and expansion
valves.
Flush System with dry nitrogen.
Each individual component must be flushed after
disconnecting every hose fitting.
The compressor and expansion valve can not be
flushed, therefore, the compressor should be disassembled and cleaned or replaced and the expansion valve should be replaced. When flushing the
system always replace the receiver/drier.
5. Low side hose

6. Low side shut-off valve
7. Low side gauge
44
NOTE: never use any solvent for flushing an air conditioning system other than a special flush solvent
made specifically for air conditioning systems. Always follow the manufacturers recommendations
and directions for using the flushing equipment and
solvent.
Re-assemble and evacuate the system to remove
air and moisture as described in Evacuating the
System.

3.6
45
EVACUATING THE SYSTEM
IMPORTANT: a system in which the refrigerant has

been recovered to facilitate repairs, must be evacuated before new refrigerant is installed.
Air and moisture are removed by evacuating the
system using a vacuum pump.
The automatic recycling, recharge and evacuation
stations or evacuating and charging stations available throughout the air conditioning industry incorporate a vacuum pump within the assembly. If this type
of equipment is not available a separate vacuum
pump and manifold gauge set must be used.
As the system is evacuated the boiling point of any
moisture within the system is similarly lowered. As
the vacuum increases the boiling reduces to below
that of the ambient temperate and the moisture is
subsequently boiled away.
The relationship of system vacuum to the boiling
temperature at which the water vapour is removed
from the system is as follows:
System
Vacuum
System
Vacuum
Temperature
In
Mercury
In Cm. of
Mercury
C (F)
28.0
71.0
38 (100)
28.9
73.4
27 (80.6)
29.4
74.6
16 (60.8)
29.7
75.4
5 (41)
29.8
75.7
-7 (19.4)
29.9
75.9
-18 (-0.4)
NOTE: for every 305 m (1 ft) above sea level, the

vacuum gauge reading must be corrected by adding
2.54 cm (1 in) of mercury to compensate for the
change in atmospheric pressure.
IMPORTANT: be sure the system is completely discharged as refrigerant will damage the vacuum
pump.
1. If the manifold gauge set is being used connect
the low and high sides of the manifold to the low
and high sides of the vehicle air conditioning
system as described for discharging the system.
Connect the manifold centre hose to the vacuum pump suction port as per the manufacturers
instructions.
2.
3.
4.
5.
Fully open both the low and high side gauge

shut off valves.
If a combined recovery/evacuation unit is to be
used attach the unit to the air conditioning system in accordance with the manufacturers instructions. Be sure to read all installation and
operating instructions carefully before starting
the unit.
After starting the evacuation cycle, note the low
side gauge to be sure the system pulls down
into a vacuum.
Time the evacuation for a minimum of 30 minutes from the point when lowest vacuum is attained.
Thirty minutes later when the low side gauge attains the lowest steady vacuum, stop the evacuation process.
NOTE: the vacuum pump achieves ultimate vacuum with the vented exhaust valve closed. Do not
evacuate too quickly as oil may be drawn from the
system.
6. Check the system by closing the gauge shut-off
valves, turning the vacuum pump off and noting
the low side gauge reading. A loss of more than
5 cm (1.96 in) of vacuum in 5 minutes indicates
either a leak or moisture in the system.
7. If the gauge needle remains stationary and the
vacuum is maintained for 3-5 minutes, close
both the high and low side manifold hand
valves, turn off and disconnect the centre hose
from the pump. The system is now ready for
charging.
8. If a leak is detected, charge the system with approximately 400 g (1lb) of refrigerant, see charging the system and locate the leak using a leak
detector.
9. Once the leak is located discharge and recover
the refrigerant in the system, repair the leak,
then repeat the evacuation procedure.
46
3.7

CHARGING THE SYSTEM
IMPORTANT: be sure there are no leaks in the system and the system has been fully evacuated. Observe all safety recommendations when handling
refrigerant HFC 134a, see Precautions when Handling Refrigerant HFC 134a in this Section.
1. Ensure the charging unit is correctly connected
to the loader backhoe air conditioning system in
accordance with the manufacturers instructions.
2. If a charging unit, in conjunction with the manifold gauge set is used, open the high and low
side hand valves on the manifold.
3. Charge the system with 0.75 kg (2 lb) of refrigerant as per the manufacturers instructions.
4. If the charging rate becomes very slow close
the high side valve carefully, start the loader
backhoe and set engine speed to idle. Turn ON
the air conditioning so that the compressor can
pull the remainder of the refrigerant into the system.

5. If the refrigerant charge will not completely
transfer to the air conditioning system, recover
and recharge the system.
6. Close the high and low side valves on the units
control panel, or manifold gauge set if being
used and test the air conditioning as detailed in
Performance testing the air conditioning system
on page 25.
NOTE: after charging a system use the following
start up procedure to ensure the lubricating oil is
properly dispersed around the system.
Ensure air conditioning is switched OFF.
Start the engine and bring speed down to idle.
Turn the air conditioning ON and allow system to
operate for at least one minute before increasing
engine speed.
Connecting recovery evacuation and recycling/charging station to the loader backhoe

1. Built in manifold gauge set
2. Recovery/recharging unit
3. Low side (suction) service valve (blue hose)

4. High side (discharge) service valve (red hose)

3.8
47
COMPONENTS OVERHAUL
GENERAL
WARNING
Before disconnecting components in the air conditioning system the refrigerant gas must be discharged and recovered using a certified recovery
system. Refer to Discharging the system. Do Not
discharge the gas into the atmosphere.
If an air conditioning component is to be replaced
during a system overhaul it is necessary to drain any
refrigerant oil that has collected in the component
being replaced into a clean calibrated container.
A volume of clean refrigerant oil equivalent to that removed from the replaced component must then be
added to the new item before being installed onto the
loader backhoe.
Upon completion of the repair evacuate, recharge,
leak test and performance test the system to ensure
correct operation.
EXPANSION VALVE
The expansion valve is not a serviceable item and
must be replaced if defective.
1. Fully discharge the air conditioning system.
2. Remove the seat to gain access to the valve.
3. To gain access to the expansion valve partially
lift the evaporator core from its position in the
cab floor.
4. Remove the screw securing the inlet and outlet
connections to the valve and pull valve from tubing.
5. Replace the O-ring seals and lubricate with refrigerant oil prior to installing the valve using disassembly procedure in reverse.
6. Evacuate, leak test and recharge the system.
48
EVAPORATOR
1. Discharge and reclaim refrigerant gas using certified recovery systems.
2. Remove the seat and cover plate to reveal evaporator assembly (1).
3. Remove temperature cycling control thermocouple.
4. Disconnect tubing to expansion valve.
5. Remove evaporator.
6. Check the evaporator assembly fins for damage.
Straighten fins if necessary.
7. Clean the evaporator core of all foreign material
to be sure it is free of obstructions.
8. Check the evaporator assembly for indications
of refrigerant leakage. If damage or leaks are evident, replace the evaporator core.
If a new evaporator is to be installed drain the refrigerant oil in the evaporator into a clean calibrated
container. Measure the quantity of oil obtained and
add the same quantity of new refrigerant oil directly
into the replacement evaporator core.
Install evaporator using disassembly procedure in
reverse.
Evacuate, leak test and recharge the system.
AIR CONDITIONER TEMPERATURE CYCLING
CONTROL
1. Remove the seat mounting plate.
2. The temperature cycling switch (2) is mounted to
the side of the blower motor assembly.
3. Carefully pull and disconnect the switch wiring at
the connector.
4. Remove temperature control switch and replace
as required.

LOW PRESSURE CUT-OUT SWITCH
1. With the engine OFF check continuity across
the switch contacts. If the switch (1) shows
Open Circuit replace as detailed below.
IMPORTANT: the pressure switch can not be replaced without discharging the system.
2. Remove switch by unscrewing from self sealing
Schrader valve.
3. Replace with new switch and connect to harness.
BLOWER MOTOR ASSEMBLY

The blower motor (2) can if required be removed
without discharging the system as follows:
1. Remove the cab seat mounting plate.
NOTE: take care not to damage hoses during this
operation. If the cab heater hoses restrict movement
of the housing drain the heater assembly and disconnect the hoses.
2. Disconnect the motor wiring connector block.
3. Remove the remaining motor securing screws
and withdraw motor.
4. Re-assembly follows the disassembly procedure
in reverse.
RECEIVER DRYER
The receiver/dryer (3) cannot be overhauled and
must be replaced as an assembly. The receiver/dryer assembly should be replaced if it is suspected that
moisture is in the system.
The receiver dryer must also be replaced if the system has been discharged and the air conditioning
joints disconnected.
1. Discharge and reclaim refrigerant gas using certified recovery systems.
2. Disconnect the hoses and switch and remove
the dryer from the loader backhoe.
3. Drain the refrigerant oil from the receiver dryer
into a clean calibrated container. Measure the
quantity of oil obtained and add the same quantity of new refrigerant oil directly into the new
item.
4. Cap and plug all fittings to prevent any dirt entering the system.
5. Install a new receiver dryer.
49
50
CONDENSER
1. Remove the front grill (1). Unscrew and remove
the fixing nuts (2).
2. Unscrew and remove the nut (3). Remove the

horn (4). Unscrew and remove the nut (5). Remove the fuel cooler (6).
3. Unscrew and remove the fixing upper nut (7) and

loosen the fixing lower nut. Move the dryer filter
(8) to the right side.
4. Unscrew and remove the nuts (9).

5. Move the condenser (10) forward.
Clean the condenser (10) by compressor air.
CAB AIR FILTER

1. Before servicing the filters, switch off the blower
and close all windows and one door. Slam the final door closed and the resulting back pressure
will dislodge most of the loose dirt from the underside of the filters.
2. Remove filter element and clean by blowing with
compressed air not exceeding 2 bar (29 psi).
IMPORTANT: make sure you protect your face before using compressed air.
Blow the dust from the upper surface through the
element to the underside. Hold the nozzle at
least 300 mm (11.8 in) from the element to prevent damage to the paper pleats.
3. Clean both filter chambers with a damp, lint free
cloth.
4. Replace the filter element with the rubber seal
uppermost and re-install the covers.
51
52
3.9

COMPRESSOR
Basic compressor specifications
Displacement ........................................................................................................................... 155 cm3 (9.4 in3)
Weight ............................................................................................................................................ 9.9 kg (22 lb)
Oil type ....................................................................................................................................................... SP20
Rotation.............................................................................................................................. CW (Clockwise only)
Compressor clutch and pulley air gap .....................................................................0.9-0.8 mm (0.035-0.031 in)
Belt tension
Measure at the widest gap ............10 mm (0.4 in) deflection with 1 kg (2 lb) force applied midway between the pulleys
Speed rating
MAXIMUM RPM
Constant
Downshift
6000
8000
Tightening torques
COMPONENT
Armature retaining nut, M8
Nm (lbfft)
17.72.9 (132.1)
Cylinder head bolts, M6
13.72.9 (10.12.1)
Cylinder head bolts, M8
34.34.9 (25.33.6)
Clutch dust cover screw, M5

Oil filler plug
92 (6.61.4)
19.64.9 (14.43.6)
53
FAULT FINDING
During diagnosis follow the inspections procedures in the sequence shown until a default is found. Then perform the repair in the Cause and Remedy section. If this repair does not fully solve the problem, proceed to
the next inspection step.
PROBLEM
CAUSE
ACTION
Unusually high suction

pressure with unusually low
discharge pressure
Valve plate test
Replace or repair:
Broken head or block gasket.
Broken or deformed reed valve.
Foreign substance under reed valve
or gasket.
Unusually low suction and

discharge pressure
Check for low refrigerant charge
Replace or repair:
Shaft seal leak.
Cylinder head leak.
Gasket leak.
Oil filler plug leak.
Cracked cylinder block.
Front housing O-ring leak.
Leak check compressor

Leak check and diagnose system
Intermittent or inoperative
Rough running
Check belt tension
Replace.
Check clutch air gap
Adjust air gap.
Check clutch volts, amps, coil lead

wire
Replace or repair:
Broken lead wire.
Clutch coil defect - Internal.
System ground (see system
manual).
Shaft turning smoothness test
Compressor failure - Internal.
PROBLEM
Clutch engaged
Clutch disengaged
chattering
CAUSE
ACTION
Check compressor mounting

components
Replace or repair.
Check engine components
Replace or repair.
Check for intermittent or slipping

clutch
Adjust air gap - defective coil.
Check for proper refrigerant charge
Recharge and recheck.
Check clutch bearing
Replace rotor / Armature assembly.
Oil level procedure
Restore to proper level.
Shaft turning smoothness test
Compressor failure (Internal).
Remove valve plate and inspect
Replace or repair:
Broken discharge valve reed or
retainer.
Broken suction valve reed.
Broken gasket.
Check air gap
Replace or repair:
Adjust air gap.
Defective clutch pulley or front plate.
54
Removal
Discharge the air conditioning system. Disconnect
the electrical harness of the compressor (12) from
the electrical harness of the engine. Disconnect tubing to compressor. Remove the washer (7) and the
screw (1). Remove the protective guard (13). Remove the bolt (11). Remove the nut (14) and the
screw (9).
55
Remove the washers (5), the nut (6), the screw (2)
and the block (8). Remove the screw (1), the washers (3) and the belt tensioner (4). Remove the screw
(10), the washers (2) and the compressor (12).
Installation
Installation is the reversal of the removal but the following points should be noted:
Torque the fixing bolts to 40-51 Nm (29.537.6 lbfft).
NOTE: it is recommended that a new receiver/drier
assembly is installed after any system component
replacement or any repair that requires entry into
the system.
Drain the oil from the new compressor to be fitted
into a clean container, or if the old compressor is to
be refitted, obtain a new can of refrigerant oil.
Calculate the amount of oil to be installed and refill
the compressor.
Reconnect the hoses to the compressor and tighten all bolts and hoses.
After charging a system use the following start up

procedure to ensure the lubricating oil is properly
dispersed around the system:
Ensure air conditioning is switched OFF.
Start the engine and bring speed down to idle.
Turn the air conditioning ON and allow system to
operate for at least five minutes before increasing
engine speed.
A correctly tensioned belt can be deflected 1319 mm (0.51-0.75 in) when hand pressure is applied
midway between the alternator and crankshaft pulley.
Once adjusted re-torque the tension arm bolt to
33.9 Nm (25 lbfft).
56
The compressor drive belt (1) can be tensioned by

rotation of the idler arm (2). Slacken the idler arm
bolt and adjust the arm to a belt deflection of 16 mm.
Once adjusted re-torque the tension arm bolt to
33.9 Nm (25 lbfft).
OVERHAUL COMPRESSOR
Before any internal repair is done, drain the oil from
the compressor:
Remove the oil plug and drain as much oil as possible into a suitable container.
Remove the caps (if present) from suction and discharge ports.
Drain oil from the section and discharge ports into
suitable container while turning the shaft clockwise
only with a socket wrench on the armature retaining nut.
Measure and record the amount of oil discharged.

Inspect the oil for signs of contamination such as
discoloration of foreign material.
57
CLUTCH
1.
2.
3.
4.
5.
Cover screw
Dust cover
Nut
Plate
Shims
Disassembly
All clutch servicing should be done with the compressor removed from the vehicle. Support the compressor. If using a vice, do not hold on to the
housing. If dust cover (2) is present, remove the 3 or
6 bolts (1) holding it in place and remove cover. If
auxiliary sheet metal pulley is present, remove the
screws holding it in place. Then remove pulley.
Attach tool to the cover on the front of the clutch
plate and placing a socket and ratchet through the
tool remove the cover attaching nut (3).
6.
7.
8.
9.
10.
Cover
Snap ring
Rotor assembly
Snap ring
Field coil
Using the front plate tool and a tommy bar hold the
clutch plate stationary.
Place the bolt into the tool and by tightening the bolt
onto the end of the shaft the front plate will be extracted from the shaft.
If shims (5) are above shaft key, remove them now.
If shims (5) are below shaft key, the key and bearing
dust cover (if present) must be removed before
shims can be removed.
Remove dust cover (6) (if present). Use caution to
prevent distorting cover when removing it.
Remove shaft key by tapping loose with a flat blade
screwdriver and hammer. Remove shims (5). Use a
pointed tool and a small screwdriver to prevent the
shims from binding on the shaft.
58
Remove the snap ring (7), remove the shaft key and
lift the pulley assembly from the compressor.
Inspect the rotor assembly (8) for wear and replace

the assembly as necessary.
Remove the field coil wire retaining clip.
Remove the field coil snap ring (9).
Lift the coil (10) from the housing and replace as required.
59
Assembly
Install the field coil (10), ensuring that the wire is located back at cable clip on the outside of the body
and snap ring (9) is placed in the groove.
Position the rotor (8) on the housing hub and carefully slide the rotor (8) down the shaft.
Install the snap ring (7).
60
Replace the plate (4) and retaining nut and tighten

to a torque of 18 Nm (13 lbfft).
Check the clearance between the plate (4) and rotor

(8). This should be consistent around the circumference and be between 0.4-0.8 mm (0.015-0.031 in).
NOTE: if the air gap is not consistent, lightly pry up

on the counter weighted front plate at the low spots
or lightly tap down at the high spots.
If the clearance is not within specification the shims

(5) under the front plate should be added to or subtracted from, until the correct clearance is obtained.
NOTE: new shims are available in sizes 1.00, 0.50

(0.04, 0.02) and 0.13 mm (0.005 in).
Replace dust cover (2) if present and torque 3 on 6
bolts (1) as specified into Tightening torques.
61
COMPRESSOR
Air conditioning refrigerant compressor

1.
2.
3.
4.
5.
Shaft key
Ring
Shaft seal snap ring
Lip seal with O-ring
Oil plug
Removal
The refrigerant must be discharged from the system
and the compressor removed from the vehicle prior
to replacing the shaft seal.
Remove the armature plate, as detailed in the
steps of clutch disassembly.
Remove the shaft key (1), shims and ring (2) to expose the snap ring (3).
Remove the snap ring (3).
6.
7.
8.
9.
10.
Gasket
Plate
Head gasket
Cylinder head
Cylinder head bolt
Insert the seal remover/installer tool (A).

Twist the tool to engage the slots in the seal. Pull up
to remove and discard the seal (4).
62
Installation
Thoroughly clean the seal cavity in the hub. Use lint
free cloth only.
Ensure the new shaft seal O-ring is installed onto
the seal assembly. Dip the new seal assembly in
clean refrigerant oil and attach to the seal remover/
installer tool.
Insert the new seal fully into the hub.

NOTE: if remover/installer tool (B) is not available,
position the seal squarely in the hub and tap gently
until fully seated.
Install the snap ring (3). If the snap ring has a bevelled edge this should face outwards.
Install a new ring (2) and push into position.
63
Position the shims over the shaft and refit the shaft
key.
Reinstall the plate as described in clutch reassembly.
64
CYLINDER HEAD
Disassembly
Drain the refrigerant oil from the compressor into a
clean calibrated container. Measure and record the
quantity of oil obtained. This information is required
during installation of the new or overhauled unit.
Remove the six cylinder head bolts (10) and using a
hide mallet, gently tap the cylinder head (9) free.
The use of a gasket scraper may also be required to
free the cylinder head from the compressor body.
If the plate (7) and/or cylinder head are to be reused,

carefully remove the gasket (8) using a suitable
scraper.
Gently pry the plate (7) free from the cylinder block
and remove the gasket (6).
Inspect the plate (7) for damage.
Reassembly
Coat the top of the valve plate with clean refrigerant
oil and reassemble the cylinder head using the reverse of the disassembly procedure.
When installing the gaskets and valve plate ensure
they are correctly positioned over the locating pins
in the cylinder block.
Install the cylinder head bolts and tighten using the
sequence shown. Torque initially to 20 Nm
(14.7 lbfft).
When the overhaul is complete add to the compressor a volume of oil equivalent to that drained prior to
disassembly, or as the reclaim measured fill.
65
OIL RETAINED IN SYSTEM COMPONENTS

After replacement of individual system components it
will be necessary to add some oil to the system to
make up the amount lost in the removed component.
The table below shows some typical volumes for the
components. It is, however, still recommended that
the oil level measurement, described previously is
carried out after a new component has been installed
to establish correct oil quantity.
Typical oil amount
Component
fl.oz.
cm3
in3
Accumulator
2.0
60
3.66
Evaporator
2.0
60
3.66
Condenser
1.0
30
1.83
Receiver/drier
0.5
15
0.91
Hoses
0.3
10
0.61
Preliminary Inspection
1. Rotate the compressor shaft. Use a suitable
socket on the hub centre bolt or by hand using
the rubber dampers.
If severe roughness is felt while rotating the hub,
the compressor should be disassembled.
2. Using a 12 volt battery check current drawn by
the field coil which should be between 3.64.2 Amps.
Very high current readings indicate a short circuit in the field coil and no current reading indicate an open circuit. Replace coil with either
fault. Resistance of the coil using an ohmmeter
should be approximately 3.0 at 20 C (68 F).
A poor ground connection of the field coil will result in a low voltage.
3. Ensure clutch is disengaged and rotate pulley by
hand. If roughness in the bearing is felt, it will be
necessary to replace the pulley and bearing as
an assembly.
66
3.10 SPECIAL TOOLS

Only certified refrigerant recovery, recycling and recharge equipment suitable for the type of refrigerant gas
HFC 134a should be used on these vehicles when servicing the air conditioning system.
This special equipment is available through recognized suppliers of air conditioning equipment. Refer to the
Tool supplier for details on the latest equipment available for servicing the air conditioning system.
P/N
DESCRIPTION
USE
380000315
Recovery / recharge portable system
Discharging and recovering of the

refrigerant
380000312
Evaporator and condenser cleaner
Evaporator and condenser cleaning
380000314
Electronic gas leak detector
Leak testing
B110
B115

1. GENERALITIES ............................................................................................................................................ 3
1.1 TEMPORARY WIRING HARNESS REPAIR ......................................................................................... 3
1.2 FAULT FINDING.................................................................................................................................... 4
2. ELECTRICAL DIAGRAMS............................................................................................................................ 5
2.1 ELECTRICAL DIAGRAMS - POWERSHUTTLE CAB ........................................................................... 5
2.2 ELECTRICAL DIAGRAMS - POWERSHIFT CAB ............................................................................... 22
2.3 ELECTRICAL DIAGRAMS - 4WS........................................................................................................ 39
3. CONTROLS AND INSTRUMENTS ............................................................................................................ 57
3.1 FRONT INSTRUMENT PANEL ........................................................................................................... 57
3.2 CALIBRATION OF SPEEDOMETER .................................................................................................. 59
3.3 SIDE INSTRUMENT PANEL ............................................................................................................... 60
3.4 IMMOBILISER CIRCUIT...................................................................................................................... 64
4. DIAGNOSTICS DISPLAY ........................................................................................................................... 65
4.1 SYMBOL .............................................................................................................................................. 66
4.2 SETUP MENU ..................................................................................................................................... 67
4.3 SETUP MENU ..................................................................................................................................... 68
4.4 PROCEDURE ABOUT SELF TEST .................................................................................................... 69
4.5 ON BOARD ERROR CODE RETRIEVAL ........................................................................................... 70
4.6 BACKLIGHTING AND DIMMING......................................................................................................... 71
4.7 WORK HOURS.................................................................................................................................... 72
4.8 FUNCTIONAL DESCRIPTION ............................................................................................................ 73
4.9 MAINTENANCE................................................................................................................................... 79
4.10 WARNING MESSAGES .................................................................................................................... 80
5. STARTING SYSTEM .................................................................................................................................. 86
5.2 FAULT FINDING.................................................................................................................................. 87
5.3 STARTER MOTOR.............................................................................................................................. 90
6. ALTERNATOR ............................................................................................................................................ 96
6.3 COMPONENTS ................................................................................................................................... 98
6.4 REMOVAL............................................................................................................................................ 99
6.5 PRELIMINARY CHECK AND TESTS ................................................................................................ 100
6.6 FAULT FINDING ................................................................................................................................ 109
7. BATTERY.................................................................................................................................................. 110
7.3 BATTERY REPLACEMENT............................................................................................................... 111
7.4 MAINTENANCE ................................................................................................................................. 113
7.5 TESTS................................................................................................................................................ 115
7.6 CONNECTING A BOOSTER BATTERY ........................................................................................... 117
7.7 BATTERY MASTER SWITCH ........................................................................................................... 117
8. COMPONENT TESTING .......................................................................................................................... 118
8.1 GENERAL INTRODUCTION ............................................................................................................. 118
8.2 COMPONENT TESTING ................................................................................................................... 119
8.3 GROUND POINTS............................................................................................................................. 119
8.4 KEY-START AND STOP SWITCH .................................................................................................... 121
8.5 ALTERNATOR ................................................................................................................................... 122
8.6 TRANSMISSIONS ............................................................................................................................. 122
8.7 PARKING BRAKE SWITCH............................................................................................................... 126
8.8 CAB.................................................................................................................................................... 127
8.9 4WD SWITCH .................................................................................................................................... 132
8.10 BRAKE PEDAL SWITCHES ............................................................................................................ 132
8.11 BRAKE OIL LEVEL SWITCH........................................................................................................... 133
8.12 FRONT WORK LAMP SWITCH (1) - REAR WORK LAMP SWITCH (2) MAIN LIGHT SWITCH.... 133
8.13 HAZARD SWITCH ........................................................................................................................... 134
8.14 FLASHER MODULE ........................................................................................................................ 134
8.15 MULTI FUNCTION SWITCH............................................................................................................ 135
8.16 FRONT WIPER MOTOR (1) - REAR WIPER MOTOR - (2) ............................................................ 135
8.17 4WS -STEERING SELECTOR SWITCH ......................................................................................... 136
8.18 STEERING CONTROL UNIT........................................................................................................... 137
8.19 4WS REAR AXLE STEERING SENSOR......................................................................................... 139
8.20 4WS FRONT AXLE STEERING SENSOR ...................................................................................... 139
8.21 STEERING SOLENOIDS................................................................................................................. 140
8.22 DIFFERENTIAL LOCK SWITCH (1) ................................................................................................ 141
8.23 LOADER .......................................................................................................................................... 142
8.24 BACKHOE........................................................................................................................................ 144
8.25 REVERSING BUZZER..................................................................................................................... 149
8.26 FUEL LEVEL SENDER.................................................................................................................... 149
1.
GENERALITIES
1.1
TEMPORARY WIRING HARNESS REPAIR
The following method to repair wiring is a temporary

expedient only. Wiring should be replaced as soon
as possible. Replacement of temporary repaired cables with new is particularly important if the loader
backhoe is to be used for spraying as chemicals can
enter the repaired area, travel up the cable and damage electrical components. Do not attempt to repair
the wire on any system sensors as these are sealed
and should only be replaced with a new component.
NOTE: when conducting a cable repair it is important that only RESIN CORED SOLDER is used. Use
of other types of solder ma result in further cable
damage.
To carry out a temporary repair, proceed as follows:
Locate damaged portion of cable then cut away
outer protective cover on both sides of the damaged area.
Peel back the cable from both ends of the damaged area and carefully cut away the inner cable
cover at the damaged area and strip about 13 mm
(0.5 inch) of insulation from the wires. Do not cut
away any wire strands.
Using a suitable solvent, clean about 50 mm (2 in)
from each cover end. Clean the grey cable cover
and the individual leads.
Twist two bare leads together for each damaged
lead, being careful to match wire colours, then solder the leads using resin cored solder. Tape each
repaired lead with vinyl insulation tape.
Wind a layer of vinyl insulation tape up to the grey
cable cover at each end of the repair section. Make
a paper trough, then apply silicon rubber compound (non hardening sealant) over the repaired
section up to the cover ends. Sufficient sealant
must be used to fill the ends of the cut away area.
Allow the compound to cure then cover the area

with insulating tape taking the tape well over each
end of the repair. An overlap of at least 50 mm
(2 in) of tape at each end is necessary.
Check to ensure the repair is satisfactory and secure the repaired cable so that repeat damage is
avoided.
NOTE: this is a temporary repair only. Ensure the
damaged cable is replaced as soon as possible to
prevent ingress of water or chemicals.
4
1.2

FAULT FINDING
PROBLEM
CAUSE
Loose or corroded battery
connections
Electrical system is inoperative
Clean and tighten connections

Sulphated batteries
Battery Isolator switch turned
off
Starter speed low and engine

cranks slowly
Starter inoperative
Charge indicator lamp stays on

with engine running
Check battery open circuit voltage

for 12.6 volts minimum.
Check electrolyte level and specific
gravity.
Re-instate isolator switch.
Main machine fuse link blown
Establish reason of failure and

replace fuse link.
Loose or corroded connections
Clean and tighten loose

connections.
Low battery output

gravity.
Incorrect viscosity engine oil
Use correct viscosity oil for

temperature conditions.
Transmission shift lever in gear
Place shift lever in neutral.
Loose or corroded connections
Clean and tighten loose

connections.
Dead batteries
Charge or replace batteries.
Low engine idle speed
Increase idle speed.
Loose belt
Check belt tension.
Malfunctioning battery

gravity.
Malfunctioning alternator
Check alternator.
Loose or corroded terminal

connections
Sulphated batteries
Batteries will not charge
Charge indicator flashing

indicating excessive charging
voltage
ACTION
Clean and tighten connections.

gravity.
Loose or worn belt
Check automatic belt tensioner.

Replace belt if required.
Malfunctioning alternator
Check alternator.
2.
ELECTRICAL DIAGRAMS
2.1
ELECTRICAL DIAGRAMS - POWERSHUTTLE CAB
FUSES AND RELAYS DESCRIPTION

NAME
DESCRIPTION
F1A
Rear windshield wiper and rear windshield washer

(15 A)
F1B
Fuel shut off, (+15) antitheft, (+15) key switch, supply

(+15) ECU (7.5 A)
F1C
Stop lights switch (10 A)
F2A
Instruments power supply, switches lamps, brake oil

level sensor, seat (15 A)
F2B
Conditioner (15 A)
F2C
Pilot control (15 A)
F3A
Rear right/front left side lights, instruments illumination

(3 A)
F3B
Rear left/front right side lights, number plate light (3 A)
F3C
Front work light, Ride control, double delivery, 4x1 grab

switches (10 A)
F4A
Forward speed, reverse speed, reverse buzzer, speed

switch (5 A)
F4B
Rear hammer button, grab level valve and sensor,

clutch shut off buttons (10 A)
F4C
Rear excavator lock, rear translation lock, rear transport

lock (10 A)
F5A
Front inner work lights (15 A)
F5B
Traffic lights (10 A)
F5C
Main beam (15 A)
F6A
Beacon lamp (7.5 A)
F6B
(+15) Flasher (7.5 A)
F6C
Hand hammer, 4WD (7.5 A)
F7A
(+30) Warning horn (10 A)
F7B
Current intake, radio, roof lamp (10 A)
F7C
Front windshield wiper (6 A)
F8A
Outer rear work lights (15 A)
F8B
Outer front work lights (15 A)
F8C
Inner rear work lights (15 A)
NAME
DESCRIPTION
K1
Forward-reverse speed switch relay
K3
Starting relay
K4
Grab level solenoid valve relay
K5
Traffic and main beam lights relay
K6
Inner front work lights relay
K7
Inner rear work lights relay
K8
Outer front work lights relay
K9
Outer rear work lights relay
K10
Reverse speed relay
K11
Forward speed relay
K1A
Flasher
COMPONENTS AND CONNECTORS

NAME
DESCRIPTION
NAME
DESCRIPTION
A1
Right speaker (optional)
F2
Power ECU fuse
A2
Left speaker (optional)
F4
Electric fan fuse 3th speed
A53
Radio (optional)
A106
Engine control unit
F31
+30 antitheft, diagnostic plug, switch up/

down, display enter, panel instrument fuse
A131
Flasher unit
FG4
Fuse A/C
B107
Water in fuel signal sensor
G1
Battery
B4
Air filter switch
G67
Alternator
B5
Fuel level sender
H7
Reverse buzzer
B24
Hand accelerator sensor
H32
Audible alarm
B25
Foot accelerator sensor
HA2
Claxon
B26
Grab sender
K102
Input start controller relay
B29
Grab level
K103
Start relay
B30
Parking brake
K104
Engine start relay
B33
Speed sensor (optional)
K105
A/C relay
B66
Transmission oil temperature switch
M1
B69
A/C pressure switch
M39
Rear windshield wiper
B74
Trasmission oil pressure switch
M41
Blower motor (optional)
B129
Brake oil level sender
M49
Front windshield wiper
E15
Rotary beacon
M56
Front windshield washer
E16
Rotary beacon
M57
Rear windshield washer
E17
Lamp for socket
M64
A/C compressor
E18
Cab interior light
S15
Starting switch
E26
Block control lamp
S23
Transmission disconnect button
E27
Number plate light
S27
Rear horn button
E28
Rear left light
S28
Decluch button
E29
Rear right light
S34
Left door switch
E37
Rear right light
S35
Right door switch
E38
Rear right work light
S36
Rear hammer button (optional)
E40
Rear right work light (optional)
S120
Hazard switch
E42
Front right indicator light
S122
4WD switch
E44
Front right work light
S123
Hand tool switch
E45
Front right work light (optional)
S126
Lights switch
E46
Rear left work light (optional)
S127
Rotary beacon switch
E47
Rear left work light
S130
Windshield wiper-lights switch
E48
Rear left light
S132
Gear shift switch
E50
Front left work light (optional)
S136
Up and down switch
E51
Front left work light
S137
Rear work lights switch
E52
Front left indicator
S138
Rear wiper switch
E121
Front left light/horn
S139
Display enter switch
E133
Front right light
S140
Transport lock switch (optional)
E114
Valve block lamp switch (optional)
S141
Front work lights switch
F1
Main fuse
Starter
NAME
DESCRIPTION
NAME
DESCRIPTION
S142
Ride control switch
X125
12 ways MIC 70 connector
S143
Hydraulic speed control switch
X130
12 ways DT connector
S150
Safety seat switch optional
X131
13 Ways MARK connector
S134.1 Stop light switch
X132
6 Ways DT connector
X133

2 ways DT connector
SB1
Battery stopper
X144
ST1
Side panel
X15.1 Starting switch MERIT connector
ST2
Front panel
ST3
Grab 4x1
X150
Safety seat switch 2 ways connector
X14
Antitheft-block control lamp
X17
Seat option 4 ways connector
X17
Seat option
X21
Diagnostic
X2
Presetting relay grid heater option 2 ways

connector
X25
Foot accelerator connector
X21
Diagnostic 10 ways connector
X31
Front loader quick coupler
X23
EGS 9 ways DT connector
X55
Auxiliary 12 V socket
X24
Hand accelerator 6 ways DT connector
X72
From pilot control cable
X25
Foot accelerator 6 ways connector
X107
Water in fuel (WIF)
X26
Grab sensor 3 ways DT connector
X124
Fast connection
X27
Number plate 2 ways DT connector
X128
Optional
X28
Rear left lamp 4 ways DT connector
XX
X29
Rear right lamp 4 ways DT connector
Y6
Forward speed solenoid valve
X30
Y7
Reverse speed solenoid valve
Speed control solenoid valve 2 ways

connector
Y8
4WD solenoid valve
X208
Y12
4X1 proportional solenoid valves optional
Front loader quick coupler 2 ways DT

connector
Y25
Rear transport lock solenoid valve (optional)
X32
Audible alarm 2 ways connector
Y30
Speed control solenoid valve (optional)
X33
KM sensor 2 ways connector
Y32
Rear hammer solenoid valve (optional)
X34
Ride control 2 ways connector
Y34
Ride control solenoid valve (optional)
X35
Hand hammer button 2 ways connector
Y35
Hand hammer solenoid valve
X36
Rear hammer button 2 ways connector
Engine-general wirings interface 18 ways

connector
X37
Rear right light 4 ways connector
X1
X38
X10
Service-general wirings interface 31 ways

DT connector
X39
Rear windshield wiper motor 4 ways

connector
X106
Engine controller 89 ways Bosch connector
X4
Air filter 2 ways connector
X107
Wif JPT 3 ways connector
X40
X110
A/C 3 ways connector
X41
Blower motor 2 ways connector
X111
A/C 9 ways mark connector
X46
Left front light 4 ways connector
Cabin-general wirings interface 5 ways

MARK connector
X42
Right front indicartor light 4 ways connector
X12
X14
Antitheft 11 ways MARK connector
X121
7 ways MARK connector
NAME
DESCRIPTION
X43
Beacon lamp 4 ways connector
X44
Front right light 4 ways connector
X45
NAME
DESCRIPTION
XC2
Fuse relay board-genaral wiring 7 ways

connector
XC3
X58
Front right indicator light 4 ways

connector

connector
XC4
X47
Left rear light 4 ways connector

connector
X48
4 ways connector
XC5
X49
6 ways connector

connector
X5
Fuel level sender 2 ways DT connector
XC6

connector
X50
Right front light 4 ways connector
X51
XST1
Panel instrument 20 ways MIC 70

connector
X52
Left front indicator light 4 ways connector
X53
8 ways connector
XST2

connector
X54
Radio 8 ways connector
X202
X55
Plug 90 2 ways connector
Rear traslation solenoid valve 2 ways

connector
X56
Windshield washer pump 90 2 ways

connector
X203
Backhoe transport lock solenoid valve 2

ways connector

connector
X204
Claxon switch 2 ways connector
X57
X210
Decluch button 2 ways DT connector
X6
Forward speed solenoid valve 2 ways

connector
X64
A/C compressure switch 1 ways connector
X67
W/D + alternator 3 ways connector
X69
A/C pressure switch 2 ways DT connector
X7
Reverse speed buzzer 2 ways DT

connector
X72
3 ways connector
X8
4WD solenoid valve 2 ways DT connector
X80
90 2 ways connector
X81
90 2 ways connector
X87
General-left side panel interface wirings 13

ways connector
X88
General-right side panel interface wirings 17

ways connector
X9
Front harness 5 ways connector
XC1

connector
10
START CIRCUIT ENGINE SCHEMATIC

SOLENOID VALVES SCHEMATIC
11
12
SOLENOID VALVE SCHEMATIC

LIGHTS SCHEMATIC
13
14
REAR WORK LIGHTS SCHEMATIC

WORK LIGHTS SCHEMATIC
15
16
WINDSHIELD WIPER WASHER SCHEMATIC

HEATER AND RADIO SCHEMATIC
17
18
AIR CONDITIONER SCHEMATIC
Evaporator box
S45
11 way connector
3rd speed relay
Potentiometer
Fuse 25 A
10
Speed switch
Ventilated electrical motor
11
Thermostat
1 and 2 speed resistor
12
12 V light
Electrical cock
Waterproof 2 way connection
X111
9 way connector
X110
2 way power connector

FRONT INSTRUMENT
Pos.
Pin
Function
Signal
+12
J1
Positive (+12 V)
GND
J2
Negative
S1
J3
Speedometer
Sensor
L4
J4
W/L driving beams (blue)
Positive
L3
J5
W/L position lights (green)
Positive
+ILL
J6
Backlighting (+)
+ Light
L8
J7
NC
L7
J8
NC
L6
J9
NC
L5
J10
NC
L1
J11
W/L direction (green)
Positive
L2
J12
W/L brake oil level (red)
Positive
19
20
SIDE INSTRUMENT
Calibrations
GAGE TYPE
FUEL LEVEL
LOW FUEL LAMP

TACHOMETER
COOLANT
VOLT
TRANSMISSION
INPUT
READING
TOLERANCE
320 OHMS
Empty - minimum reading
+0/-2
185 OHMS
Right - edge of red band
3 (Ref)
6.5 OHMS
Full - maximum reading
+4/-0
193 OHMS
ON
5 OHMS
185 OHMS
OFF
5 OHMS
Can message
0-3000 RPM
50 RPM
Can message
Minimum reading 65 C (149 F)
3 C (37.4 F)
Can message
Left edge of red band 106 C (222.8 F)
2 C (35.6 F)
Can message
Maximum reading 112 C (233.6 F)
3 C (37.4 F)
11 V
Right edge of lower red band
3 C (37.4 F)
16 V
Edge of upper red band
3 C (37.4 F)
385 OHMS
3 C (37.4 F)
149 OHMS
Left edge of red band 105 C (221 F)
2 C (35.6 F)
112 OHMS
Maximum reading 115 C (239 F)
3 C (37.4 F)
21
CONNECTORS
CN1
PIN
FUNCTION
CN2
NOTE
Not used
Key on power
Wake up
In gear input
PIN
FUNCTION
NOTE
Need to fuse at 1 A
without disconnect
Keep alive power
Digital input
Not used
Driving lights
Digital input
Can bus input
Front work lights
Digital input
Twisted pair, with

120 OHM terminator
Rear work lights
Digital input
Can bus input
Twisted pair, with

120 OHM terminator
Not used
Not used
Not used
Not used
Audible alarm
buzzer
Floyd bell under

80 mA
10
Air conditioning
system pressure
Digital input
Starter interlock
40 OHM relay =
300 mA
11
Display input switch Digital input
Not used
12
Enter input switch
Digital input
Not used
13
Up input switch
Digital input
10
Not used
14
Down input switch
Digital input
11
Not used
15
Cranking
Digital input
12
Not used
16
Air filter restriction
Digital input
13
Fuel level gauge
Variable resistance
17
Not used
14
Thermistor
18
Park brake
Transmission
temperature
19
Not used
15
Not used
Idle validation
switch
16
Foot accelerator
0.5-4.5 V
20
Digital input
17
Hand accelerator
0.5-4.5 V
21
One touch
deceleration
Digital input
18
Foot accelerator
Output monitored
for diagnostics
22
Not used
19
Hand accelerator
23
Not used
Output monitored
for diagnostics
24
Not used
20
Foot accelerator
Transmission oil
pressure
21
Hand accelerator
25
22
Not used
26
Not used
23
Not used
24
Alternator excitation
25
Not used
26
Ground
Digital input
Digital input
Low alternator
output signals fault
Digital input
22
2.2
ELECTRICAL DIAGRAMS - POWERSHIFT CAB
FUSES AND RELAIS DESCRIPTION

NAME
DESCRIPTION
F1A

(15 A)
F1B

(+15) ECU (7.5 A)
F1C
Stop lights switch (10 A)
F2A

level sensor, seat (15 A)
F2B
Conditioner (15 A)
F2C
Pilot control (15 A)
F3A

(3 A)
F3B
F3C
Front work light, Ride control, double delivery, grab 4x1

switches (10 A)
F4A
EGS power supply, clutch shut off button, 4WD switch

(7.5 A)
F4B
Rear hammer button, grab level valve and sensor (10 A)
F4C

lock (10 A)
F5A
F5B
F5C
Main beam (15 A)
F6A
Beacon lamp (7.5 A)
F6B
(+ 15) Flasher
F6C
Hand hammer, differential lock (7.5 A)
F7A
F7B
F7C
F8A
F8B
F8C
K3
Starting relay
K4
K5
K6
K7
NAME
DESCRIPTION
K8
K9
K10
Differential lock relay
K1A
Flasher
23
24

NAME
DESCRIPTION
NAME
DESCRIPTION
A1
F2
Power ECU fuse
A2
F4
A53
Radio (optional)
F5
Water in fuel fuse 5 A
A106
Engine control unit
F31
A131
Flasher unit

A23
EGS
FG4
Fuse A/C
B4
Air filter switch
G1
Battery
B5
Fuel level sender
G67
Alternator
B24
B25
H7
Reverse buzzer
H32
Audible alarm
B26
Grab sender
HA2
Claxon
B30
Parking brake
K102
B66
K103
Start relay
B69
A/C pressure switch
K104
Engine start relay
B74
K105
A/C relay
B107
K14
Trasmission cut relay
B129
M1
Starter
E15
Rotary beacon
M39
E16
Rotary beacon
M41
E17
Lamp for socket
M49
E18
Cab interior light
M56
E26
Block control lamp
M57
E27
Number plate light
M64
A/C compressor
E28
Rear left light
S15
Starting switch
E29
Rear right light
S27
Rear horn button
E37
Rear right light
S34
Left door switch
E38
S35
Right door switch
E40
S36
E42
S120
Hazard switch
E44
S122
4WD switch
E45
S123
Hand tool switch
E46
S124
EGS auto-switch
E47
S126
Lights switch
E48
Rear left light
S127
E50
S128
Differential lock switch
E51
S130
E52
S136
Up and down switch
E121
S137
E133
Front right light
S138
Rear wiper switch
E114
Valve block lamp switch (optional)
S139
Main fuse
S140
S141
F1
NAME
DESCRIPTION
NAME
25
DESCRIPTION
S142
Ride control switch
X125
S143
X130
S150
X131
X133
X144
2 ways DT connector
SB1
Battery stopper
ST1
Side panel
ST2
Front panel
X150
ST3
Grab 4x1
X17
X2

connector
X205a Front horn button

X205b Decluch button
X205
Decluch switch and claxon
X17
Seat option
X206
Bucket level solenoid valve connector
X21
Diagnostic
X21
X25
X23
X55
X24
X72
X25
X107
Water in fuel (WIF)
X26
X128
Optional
X27
X28
Y12
X29
Y8
Differential lock solenoid valve
X30

connector
X208
Front loader quick coupler 2 ways DT

connector
X32
X34
X35
X36
X37
X38
X39

connector
X4
X40
X41
X46
X42
X14
XX
Y25
Y206
Bucket level solenoid valve
Y30
Y32
Y34
Y35
X1

connector
X10

DT connector
X106
X107
X110
X111
X12

MARK connector
X14
X121
26
NAME
DESCRIPTION
X43
X44
X45
X58
Front right indicator light 4 ways connector
X47
X48
4 ways connector
X49
6 ways connector
X5
X50
X51
X52
X53
8 ways connector
X54
X55
NAME
DESCRIPTION
XC2

connector
XC3

connector
XC4

connector
XC5

connector
XC6

connector
XST1

connector
XST2

connector
X202
X56

connector
Rear traslation solenoid valve 2 ways

connector
X203
X57

connector
Backhoe transport lock solenoid valve 2

ways connector
X204
Claxon switch 2 ways connector
X206
4X1 2 ways connector
X210
Decluch button 2 ways DT connector
X64
X67
X69
X7

connector
X72
3 ways connector
X8
4WD solenoid valve 2 ways DT connector
X80
90 2 ways connector
X81
90 2 ways connector
X83
EGS connector
X84
EGS connector
X85
EGS connector
X87
General-left lateral side panel interface

wirings 13 ways connector
X88
General-right lateral side panel interface

wirings 17 ways connector
X9
XC1

connector

27
28

29
30
LIGHTS SCHEMATIC

31
32

33
34
35
Evaporator box
S45
11 way connector
3rd speed relay
Potentiometer
Fuse 25 A
10
Speed switch
11
Thermostat
12
12 V light
Electrical cock
X111
9 way connector
X110
36
FRONT INSTRUMENT
Pos.
Pin
Function
Signal
+12
J1
Positive (+12 V)
GND
J2
Negative
S1
J3
Speedometer
Sensor
L4
J4
Positive
L3
J5
Positive
+ILL
J6
Backlighting (+)
+ Light
L8
J7
NC
L7
J8
NC
L6
J9
NC
L5
J10
NC
L1
J11
Positive
L2
J12
Positive
37
SIDE INSTRUMENT
Calibrations
GAGE TYPE
FUEL LEVEL
LOW FUEL LAMP

TACHOMETER
COOLANT
VOLT
TRANSMISSION
INPUT
READING
TOLERANCE
320 OHMS
+0/-2
185 OHMS
3 (Ref)
6.5 OHMS
+4/-0
193 OHMS
ON
5 OHMS
185 OHMS
OFF
5 OHMS
Can message
0-3000 RPM
50 RPM
Can message
3 C (37.4 F)
Can message
2 C (35.6 F)
Can message
3 C (37.4 F)
11 V
3 C (37.4 F)
16 V
3 C (37.4 F)
385 OHMS
3 C (37.4 F)
149 OHMS
2 C (35.6 F)
112 OHMS
3 C (37.4 F)
38
CONNECTORS
CN1
PIN
FUNCTION
CN2
NOTE
Not used
Key on power
Wake up
In gear input
PIN
FUNCTION
NOTE
Need to fuse at 1 A
without disconnect
Keep alive power
Digital input
Not used
Driving lights
Digital input
Can bus input
Front work lights
Digital input
Twisted pair, with

120 OHM terminator
Rear work lights
Digital input
Can bus input
Twisted pair, with

120 OHM terminator
Not used
Not used
Not used
Not used
Audible alarm
buzzer
Floyd bell under

80 mA
10
Air conditioning
system pressure
Digital input
Starter interlock
40 OHM relay =
300 mA
11
Not used
12
Enter input switch
Digital input
Not used
13
Up input switch
Digital input
10
Not used
14
Down input switch
Digital input
11
Not used
15
Cranking
Digital input
12
Not used
16
Digital input
13
Fuel level gauge
Variable resistance
17
Not used
14
Thermistor
18
Park brake
Transmission
temperature
19
Not used
15
Not used
Idle validation
switch
16
Foot accelerator
0.5-4.5 V
20
Digital input
17
Hand accelerator
0.5-4.5 V
21
One touch
deceleration
Digital input
18
Foot accelerator
Output monitored
for diagnostics
22
Not used
19
Hand accelerator
23
Not used
Output monitored
for diagnostics
24
Not used
20
Foot accelerator
Transmission oil
pressure
21
Hand accelerator
25
22
Not used
26
Not used
23
Not used
24
25
Not used
26
Ground
Digital input
Digital input
Low alternator
Digital input

2.3
ELECTRICAL DIAGRAMS - 4WS
FUSES AND RELAIS DESCRIPTION

NAME
DESCRIPTION
F1A

(15 A)
F1B

(+15) ECU (7.5 A)
F1C
Stop lights switch (15 A), steering unit, steering switch

(10 A)
F2A

level sensor, seat, buzzer
F2B
Conditioner (15 A)
F2C
Pilot control, front tools (optional) (15 A)
F3A

(3 A)
F3B
F3C
Front work light, Ride control, double delivery, 4x1 grab

switches (10 A)
F4A
EGS power supply, clutch shut off button, 4WD switches

(7.5 A)
F4B
Rear hammer button, grab level valve and sensor (10 A)
F4C

lock (10 A)
F5A
F5B
F5C
Main beam (15 A)
F6A
Beacon lamp (7.5 A)
F6B
(+15) Flasher (7.5 A)
F6C
Hand hammer (7.5 A)
F7A
F7B
F7C
F8A
F8B
F8C
39
40
NAME
DESCRIPTION
K3
Starting relay
K4
K5
K6
K7
K8
K9
K10
Optional relay
K1A
Flasher
K1B
Buzzer
41

NAME
DESCRIPTION
NAME
DESCRIPTION
A1
F2
Power ECU fuse
A2
F4
A53
Radio (optional)
F5
Water in fuel fuse 5 A
A106
Engine control unit
F31

A131
Flasher unit
A23
EGS
FG4
Fuse A/C
B4
Air filter switch
G1
Battery
B5
Fuel level sender
G67
Alternator
B24
H7
Reverse buzzer
B25
H32
Audible alarm
B26
Grab sender
HA2
Claxon
B30
Parking brake
K102
B66
K103
Start relay
B69
A/C pressure switch
K104
Engine start relay
B74
K105
A/C compressor relay
B97
Rear axle sensor
K14
Trasmission cut relay
B98
Front axle sensor
KS
Steering unit
B107
M1
Starter
B129
M39
E15
Rotary beacon
M41
E16
Rotary beacon
M49
E17
Lamp for socket
M56
E18
Cab interior light
M57
E26
Block control lamp
M64
A/C compressor
E27
Number plate light
S15
Starting switch
E28
Rear left light
S27
Rear horn button
E29
Rear right light
S34
Left door switch
E37
Rear right light
S35
Right door switch
E38
S36
E40
S120
Hazard switch
E42
S122
4WD switch
E44
S123
Hand tool switch
E45
S124
EGS auto-switch
E46
S126
Lights switch
E47
S127
E48
Rear left light
S130
E50
S132
Steering switch
E51
S136
Up and down switch
E52
S137
E121
S138
Rear wiper switch
E133
Front right light
S139
E144
Lamp switch valve block (optional)
S140
Main fuse
S141
F1
42
NAME
DESCRIPTION
NAME
DESCRIPTION
S142
Glide ride switch
X14
S143
X121
S150
X125
X130
X131
S205a Front horn button
X133
X144
2 ways DT connector
S205b Decluch button

SB1
Battery stopper
ST1
Side panel
ST2
Front panel
X150
ST3
Grab 4x1
X17
X14
X17
Seat option
X2

connector
X21
Diagnostic
X21
X25
X23
X208
Front loader quick coupler
X24
X55
X25
X72
X26
X107
Water in fuel (WIF)
X27
X128
Optional
X28
XX
X29
Y25
X30
Y206
Bucket level solenoid valve

connector
Y12
X32
Y30
X33
2 ways JUMPER connector
Y32
X34
Y34
X35
Y35
X36
Y91
Steering solenoid valve
X37
Y92
4WS Steering solenoid valve
X38
Y93
Round steering solenoid valve
X39
Y94
2WS steering solenoid valve

connector
X4
X1

connector
X40

X10

DT connector
X41
X58
X106
X42
X107
X43
X110
X44
X111
X12

MARK connector
NAME
DESCRIPTION
X45
X46
X59
Optional front right indicartor light 4 ways

connector
X47
X48
4 ways connector
X49
6 ways connector
X5
X50
X51
X52
X53
8 ways connector
X54
X55
X56

connector
X57

connector
X64
X67
X69
X7

connector
X72
3 ways connector
X81
90 2 ways connector
X82
JPT 10 ways connector
X83
EGS connector
X84
EGS connector
X85
EGS connector
X87
General-left side panel interface wirings 13

ways connector
X88
General-right side panel interface wirings 17

ways connector
X9
X91
Steering solenoid valve 2 ways connector
X92
4WS steering solenoid valve 2 ways

connector
X93
Round steering solenoid valve 2 ways

connector
X94
2WS steering solenoid valve 2 ways

connector
X95
Steering unit 12 ways DT connector
X96
Steering unit 8 ways DT connector
X98
Front axle sensor 3 ways connector
NAME
X97
43
DESCRIPTION
Rear axle sensor 3 ways connector
XST1

connector
XST2

connector
44

45
46

LIGHTS SCHEMATIC
47
48

49
50

STEERING SCHEMATIC
51
52
53
Evaporator box
S45
11 way connector
3rd speed relay
Potentiometer
Fuse 25 A
10
Speed switch
11
Thermostat
12
12 V light
Electrical cock
X111
9 way connector
X110
54
FRONT INSTRUMENT
Pos.
Pin
Function
Signal
+12
J1
Positive (+12 V)
GND
J2
Negative
S1
J3
Speedometer
Sensor
L4
J4
Positive
L3
J5
Positive
+ILL
J6
Backlighting (+)
+ Light
L8
J7
NC
L7
J8
NC
Negative
L6
J9
NC
Negative
L5
J10
NC
Negative
L1
J11
Positive
L2
J12
Positive
55
SIDE INSTRUMENT
Calibrations
GAGE TYPE
FUEL LEVEL
LOW FUEL LAMP

TACHOMETER
COOLANT
VOLT
TRANSMISSION
INPUT
READING
TOLERANCE
320 OHMS
+0/-2
185 OHMS
3 (Ref)
6.5 OHMS
+4/-0
193 OHMS
ON
5 OHMS
185 OHMS
OFF
5 OHMS
Can message
0-3000 RPM
50 RPM
Can message
3 C (37.4 F)
Can message
2 C (35.6 F)
Can message
3 C (37.4 F)
11 V
3 C (37.4 F)
16 V
3 C (37.4 F)
385 OHMS
3 C (37.4 F)
149 OHMS
2 C (35.6 F)
112 OHMS
3 C (37.4 F)
56
CONNECTORS
CN1
PIN
FUNCTION
CN2
NOTE
Not used
Key on power
Wake up
In gear input
PIN
FUNCTION
NOTE
Need to fuse at 1 A
without disconnect
Keep alive power
Digital input
Not used
Driving lights
Digital input
Can bus input
Front work lights
Digital input
Twisted pair, with

120 OHM terminator
Rear work lights
Digital input
Can bus input
Twisted pair, with

120 OHM terminator
Not used
Not used
Not used
Not used
Audible alarm
buzzer
Floyd bell under

80 mA
10
Air conditioning
system pressure
Digital input
Starter interlock
40 OHM relay =
300 mA
11
Not used
12
Enter input switch
Digital input
Not used
13
Up input switch
Digital input
10
Not used
14
Down input switch
Digital input
11
Not used
15
Cranking
Digital input
12
Not used
16
Digital input
13
Fuel level gauge
Variable resistance
17
Not used
14
Thermistor
18
Park brake
Transmission
temperature
19
Not used
15
Not used
Idle validation
switch
16
Foot accelerator
0.5-4.5 V
20
Digital input
17
Hand accelerator
0.5-4.5 V
21
One touch
deceleration
Digital input
18
Foot accelerator
Output monitored
for diagnostics
22
Not used
19
Hand accelerator
23
Not used
Output monitored
for diagnostics
24
Not used
20
Foot accelerator
Transmission oil
pressure
21
Hand accelerator
25
22
Not used
26
Not used
23
Not used
24
25
Not used
26
Ground
Digital input
Digital input
Low alternator
Digital input
3.
CONTROLS AND INSTRUMENTS
3.1
FRONT INSTRUMENT PANEL
1. DIRECTION INDICATOR LAMP

This lamp lights up when the direction indicators
are working.
2. BRAKE LIQUID LEVEL WARNING LAMP
This lamp comes on and the audible warning
device sounds when the brake liquid is at minimum level.
3. SIDE LIGHTS AND LOW BEAM LAMP
This lamp comes on when the side lights or low
beam are activated.
57
4. MAIN BEAM INDICATOR LAMP

This indicator lamp comes on when the main
beam headlights are turned on.
5. FOUR WHEEL STEER (4WS) STEER INDICATOR LAMP
This lamp comes on when 4WS mode is selected and phased.
6. ROAD (4WS) STEER INDICATOR LAMP
This lamp comes on when 2WS mode is selected and phased.
58
7. CRAB (4WS) STEER INDICATOR LAMP

This lamp comes on when crab steer mode is
selected and phased.
NOTE: If the three lamps come on at once this
means there is a problem with the electrical circuit.
Consult your Dealer.
8. SPEEDOMETER (optional)
The speedometer shows travel speed in kilometers per hour (kmh) and miles per hour (mph).
9. DIFFERENTIAL LOCK SWITCH (Powershift
transmission)
This switch is used to lock or unlock the differential.
10. ROTATING BEACON SWITCH
This switch is used to turn the rotating beacon
on or off (if fitted).
11. LIGHT SWITCH
The switch has three positions:
12. the first position is OFF;
13. the second position powers the gauge cluster,
the parking lights, the low beams indicator lamp
(3);
14. the third position enables the main beams, powers the low beams and main beams indicator
lamp (4).
15. HAZARD LIGHT SWITCH
Press the control down to locked position. The
direction indicators and the control will flash simultaneously.
Press down again for the direction indicators
and control lamp to go out.
16. HAND-HELD AUXILIARY HYDRAULIC TOOL
CONTROLS (optional)
For instructions on how to use these controls.
17. 2/4WD SWITCH

This switch is used to engage or disengage
4WD.
The switch has three positions:
- first position (by pushing button on the right
):
rear wheel drive with braking only on rear
wheels (lamp off).
- second position (by pushing button on the left
):
four wheels drive with braking on four wheels
(lamp on).
- third position (by pushing a second time button
on the left
):
rear wheels drive and braking on four wheels.
NOTE: when the 4WD switch is in the OFF position and both brake pedals are operated together
the 4WD, will automatically be engaged (above 3
Km/h - 1.864 mph) to give 4WD braking and disengage with brake pedals released.
18. MANUAL MODE SELECTION SWITCH (Powershift transmission)
In situations where a MANUAL gear change (up
or downshift) is required the powershift auto
change can be overridden by selection of this
console mounted switch.
NOTE: changing gears up or down must always be
done using the Powershift transmission lever.
NOTE: when manual mode is no longer required,

place the control in OFF position to return to automatic gear shifting.

3.2
59
CALIBRATION OF SPEEDOMETER
Dependent upon the model and tires fitted it may be

a requirement to set the calibration of the front console.
This setting is required if fitting a new instrument or
a change of tires takes place, and can be performed
by adjusting the settings of the switch block, mounted at the rear of the console.
Each switch numbered 1 to 8 mounted in the block

should be turned ON
= or OFF
as shown
in the opposite example, to suit the requirement and
as shown in the following tables.
Switch positions:
1 = ON
0 = OFF
POWERSHUTTLE
AXLE RATIO
TIRE - ROLLING
CIRCUMFERENCE
FREQUENCY AT
50 Km/hr
SWITCH POSITIONS
1-2-3-4-5-6-7-8
18.5
4065 - 4335
2055
1-1-1-1-0-1-0-0
18.5
3810 - 3911
2245
1-1-1-0-1-0-1-0
20.8
4065 - 4335
2310
1-1-1-0-1-1-1-0
20.8
3810 - 3911
2522
1-1-0-0-0-0-0-1
EGS FREQUENCY
TIRE - ROLLING
CIRCUMFERENCE
FREQUENCY AT
50 Km/hr
SWITCH POSITIONS
1-2-3-4-5-6-7-8
6.53 - 6.12
4065 - 4335
315 Hz
0-0-0-0-0-0-0-0
6.97 - 6.79
3810 - 3911
345 Hz
0-1-0-0-0-1-0-0
POWERSHIFT
60
3.3

SIDE INSTRUMENT PANEL
1. FRONT WORK LIGHTS SWITCH

This switch has 3 positions:
- 1st position = OFF.
- 2nd position = the two frontal outer working
lights turn on.
- 3rd position = the two front inner working lights
turn on.
The lights switch turns on only in the second
and third position.
2. HYDRAULIC SPEED CONTROL SWITCH (If
fitted)
3. SWITCH FOR PILOT LOADER (Optional)
4. GLIDE RIDE SYSTEM CONTROL SWITCH

(Optional)
The glide ride system control improves the machine behaviour during travel, regardless of the
type of terrain and with the loader bucket full or
empty. It reduces forward and rearward pitching
when moving to the rear or forwards and when
carrying loads, at the same time increasing productivity and operator comfort. It also minimises
impact forces to which the machine may be subjected.
Do not use this system during the digging and
loading operations with the front loader.
WARNING
Never operate the glide ride system control when
the loader arm and loader bucket are maintaining
the front of the machine raised off the ground. The
machine could fall and cause serious or fatal injury.

5. LOADER ATTACHMENT LOCKING SWITCH
(Optional)
When operated, this switch is for preventing any
movement of the loader attachment during travel.
6. SIDE INSTRUMENT (See side instrument)
7. UP/DOWN SWITCH
By means of this control you can scroll the option
of menu or data shown by the display of the diagnostics.
8. MENU ENTER SWITCH
By means of this control you can visualize and
confirm the options of menu show on the display.
9. REAR WINDSHIELD WIPER AND WASHER
SWITCH
The wiper is activated when the switch is depressed and will remain in function until the switch
is returned to the OFF position.
The washer is operated by further depressing and
holding switch. When the switch is released the
wash will stop and return to the wipe position.
10. BACKHOE ATTACHMENT LOCKING SWITCH
(Optional)
The switch is used to lock or unlock the backhoe
attachment locking plate in preparation for road
travel.
61
11. BACKHOE ATTACHMENT SIDESHIFT CARRIAGE LOCKING AND UNLOCKING SWITCH

(sideshift backhoe version)
The switch is used to lock or unlock the backhoe
attachment sideshift carriage to allow lateral shifting.
12. REAR WORK LIGHTS SWITCH
- 1st position = OFF.
- 2nd position = the two rear outer working lights
turn on.
- 3rd position = the two rear inner working lights
turn on.
The lights switch turns on only in the second and
third position.
NOTE: Never use the working lights during road travel.
62
SIDE INSTRUMENT
1. CAUTION MASTER LAMP

This lamp signals a not critical caution.
When this caution is active, it is necessary to
change the operating mode, plan a down time to
carry out maintenance or, if the fault continues,
consult your dealer.
This lamp lights up at the same time of lamps
(2), (4), (6), (7) and (10).
2. ENGINE OIL PRESSURE WARNING LAMP
This warning lamp comes on and the audible
warning device sounds when the engine oil
pressure is too low. If the lamp comes on when
the machine is working, move the machine to a
place of safety, stop the engine, remove the
starter switch key and find the cause of the problem.
3. STOP MASTER LAMP
The stop master lamp signals a critical caution.
When this lamp lights up, stop the machine immediately and shut off the engine.
If this is not the case, the machine can get damaged or accidents may occur.
4. BATTERY CHARGE WARNING LAMP

This warning lamp comes on when the alternator/fan belt is broken or when the alternator is
not charging the battery. If the lamp comes on
when the machine is working, move the machine to a place of safety, stop the engine, remove the starter switch key and find the cause
of the problem.
5. PARKING BRAKE INDICATOR LAMP
This indicator lamp comes on when the parking
brake lever is in the raised position (wheels
braked).
6. AIR FILTER RESTRICTION WARNING LAMP
This warning lamp comes on when the air filter
primary element is to be cleaned or replaced.
7. TRANSMISSION OIL PRESSURE WARNING
LAMP
This lamp lights up and the audible alarm
sounds when the transmission oil pressure is
too low. If the lamp comes on when the machine
is working, move the machine to a place of safety, stop the engine, remove the starter switch
key and find the cause of the problem.
63
8. AIR CONDITIONER INDICATOR LAMP (Option- 14. ENGINE REVOLUTIONS COUNTER

al)
The revolutions counter shows the engine speed
This lamp comes on when the air conditioner is
in revolutions per minute.
working.
The figures indicated must be multiplied by 100.
9. GRID HEATER INDICATOR LAMP (If fitted)
Each intermediate mark shows a value of 100 rpm.
This lamp lights up while the engine is being preWe recommend not to reach the red field.
heated.
15. TRANSMISSION OIL TEMPERATURE INDICA10. LOW FUEL LEVEL WARNING LAMP
TOR
This warning lamp comes on when the fuel level is
This indicator shows the transmission oil temperalow. You have approximately an hour to fill the fuel
ture. When the temperature is normal, the needle
tank.
is in the grey area. If the needle is in the red area,
change down to a lower gear. If the needle still reNOTE: when the starter switch key is in the ON all
mains in the red area, stop the machine travel,
lamps light up and the instrument buzzer sounds for 5
place the gear change lever and the direction of
seconds. Afterward the lamps light off and only lamp
travel control lever in the neutral position and
(2) remain alight. The gauges (11) and (12) set to poleave the engine running at 1000 rpm. If this opersition.
ation does not enable the oil temperature to be reduced, check the gearbox oil level and make sure
11. FUEL LEVEL GAUGE
that the radiator and oil cooler are perfectly clean.
This gauge shows the quantity of fuel in the fuel 16. ENGINE COOLANT SOLUTION TEMPERATURE
tank.
INDICATOR
12. BATTERY CHARGE INDICATOR
This indicator shows the temperature of the engine
This indicator shows the state of charge of the batcoolant solution. When the temperature is normal,
tery. At normal charge the needle should be in the
the needle is in the grey area. If the needle is in the
grey area. If the needle is in the left red area, this
red area the audible warning sounds. Move the
shows that the battery charge is insufficient or that
machine to a place of safety, stop the engine, rethe alternator is not charging the battery. If the
move the starter switch key and check the coolant
needle is in the right red area, this indicates excessolution level. Make sure that the radiator and oil
sive battery charge which may cause damage to
cooler are perfectly clean and that all the thermothe battery.
stats function correctly.
13. DIAGNOSTICS DISPLAY
By means of this display it is possible to visualize
the various data of diagnostics. The service hours
performed are indicated steadily.
64
3.4
IMMOBILISER CIRCUIT
A.
B.
C.
D.
M38 Immobiliser
Electronic key socket with LED
2 piece electronic key
+ 50 to ignition
Wire
No.
Function
E. Starter motor
F. + 15 key positive
G. Electronic key
Connection
(+15) Key positive
Connected to the + 12 V full ignition supply
(+30) Permanent + 12 V power supply
Connected to the wire from the battery positive
(-31) Negative power supply
Connected to the vehicle negative at two independent

points
5-6
Immobilization relay No. 2
Connected in line with the wire controlling the starter

motor relay/solenoid - Minimum 500 mA maximum 10 A
capacity
7 - 8 - 9 Immobilization relay No. 1
Connect in line with the wire controlling the ignition or

fuel circuit - Minimum 500 mA maximum 10 A capacity
4.
DIAGNOSTICS DISPLAY
The diagnostics display (1) is located in the middle

of the side instrument panel (4).
The switches used to enter diagnostics are following:
UP/DOWN SWITCH (2)

Use this UP/DOWN switch to scroll through the menus.
NOTE: push the arrow at start up to display engine
rpms on the display.
DISPLAY ENTER SWITCH (3)

Use this switch to select and confirm a service
menu.
The Diamond icon, or top portion of the switch, is
used to select displays.
The 90 arrow icon or bottom portion of the switch,
is used to enter selected choices.
Using the display switches, you will be able to scroll

through the following:
- battery voltage;
- backhoe loader hours;
- setup.
65
66
4.1

SYMBOL
Work hours
Hydraulic oil filter blocked
Maintenance
Transmission oil pressure too high
Maintenance heavy (hours)
Battery charging failure
Maintenance light (hours)
Fuel contaminated
Stored error code
Malfunction
Grid heater
Back-light dimming
Engine speed
Battery voltage too high
Engine area of fault
Battery voltage too low
Engine intake air filter blocked
Charge air temperature too high
Engine coolant level too low
Engine coolant temperature too high
Engine oil pressure too low
Brake fluid level too low
Handbrake not released
Put the shuttle lever into neutral

position

4.2
SETUP MENU
Features adjustable in setup:

1. Backlighting dimming control
2. Maintenance/Service interval customization
3. Stored error codes
4. Grid heater presence
- select/deselect whether the grid heater option
is installed.
5. Low temperature idle speed setting
- when the engine coolant temperature is below
10 C (50 F), the vehicle controller will change
from a normal low idle to a low temperature idle
which can be adjusted from 975 to 1500 rpm.
The default setting is 1000 rpm.
6. High idle speed setting (2500 rpm maximun).
67
68
4.3

SETUP MENU
Enter to make the number

flash then it can be adjusted
Dimmer
Increment
Decrement
Enter to make the number stop flashing
Increment
Decrement
Service
interval
Increment
Decrement
Page#/total page
CODE
OCCURRENCE
HOUR
Stored error
code
3 second scroll unless

up/down pressed
Presence of grid
heater
Select/Deselect

Idle and
maximum engine
speed
Increment
Decrement
stop flashing
Hardware part
number
HARDWARE
P/N
ID
VER

Increment
Decrement
Software part
number
HARDWARE
P/N
ID
VER

stop flashing

4.4
69
PROCEDURE ABOUT SELF TEST
Any of the above at with ignition low
Power up LCD and show work

hours for 10 seconds
Foot max: X.X.

Foot min: X.X.
113/111
range
Go to menu
Hand max: X.X. 125/120
Hand min: X.X.
range
Normal Key ON
Initiate Self test

Any of the above at Key ON
Step 1: Lamps switch on at full intensity.
Step 2: Lamps switch off after 2 seconds.
Foot %: XXX
Hand %: XXX
113/122
range
Requested
engine rpm:
XXX
98/88
range
Fuel lvl: XX.X

Fuel tank: XX
117/120
range
Voltage: XX.X
Trans oil temp:
XX
116/124
range
Brakes: XXX
Engine rpm:
XXXX
102/92
range
Coolant temp:
XXX
Air temp: XXX
107/123
range
Check:
100 mA < Current draw < 1amp
10 mA < Current draw < 1 mA
Step 3: Wait 2 seconds.

Step 4: Light backlights switch on at full intensity.
Step 5: Lamps switch off after 2 seconds.
Check:
100 mA < Current draw < 1 A
10 mA < Current draw < 100 mA
Step 6: Wait 2 seconds.
Step 7: Sweep all 5 gauges to maximum angle.

Step 8: 2 seconds after maximum angle sweep to red
border.
Makes sure that needles can

move freely and have proper
position
Step 9: 2 seconds after red-green border is reached move Makes sure that needles are
to second red border for voltage.
properly calibrated to applique
Step 10: Park all gauges and start LCD test.
Step 11: When LCD test is complete sound alarm for 2

seconds.
Engine oil temp:
122/126
XXX
range
Fuel temp: XXX
Step 12: Display following on LCD until key-off or the self test ends. All gauges and
lamps should work as normal and engine will be able to be started.
70
4.5

ON BOARD ERROR CODE RETRIEVAL
Stored error code
Page 1/6
CODE
3059 3 second scroll unless

up/down pressed
OCCURRENCE 3
HOUR
1004.5
Page 2/6
CODE
3009
OCCURRENCE 2
HOUR
1010.6
Page 3/6
Occurrence counter will be incremented on transition from
inactive to active status. Status has to be stored in EEPROM and
checked at key on. Only the hour count of the last occurrence will
be stored per SAE convention.
CODE
1018
OCCURRENCE 1
HOUR
1024.5
Page 4/6
CODE
3022
OCCURRENCE 1
HOUR
969.4
Page 5/6
CODE
3113
OCCURRENCE 2
HOUR
1050.6
Page 6/6
CODE
1003
OCCURRENCE 3
HOUR
1076.4

4.6
BACKLIGHTING AND DIMMING
A proper and uniform backlighting for matrix, gauge

pointer and symbols shall be provided.
Separate backlighting electronics shall be provided
for matrix and symbols-gauge pointers. The backlighting will be achieved by LEDs and dimming shall
be provided through the setup menu selections.
The backlighting shall go at its maximum level when
the front, rear and driving lights are off.
The gauges backlighting dimming is switched on
when the cluster sees a HIGH level on front work
lights, rear work lights or driving lights for more then
100 ms.
The lamps intensity is decreased when side lights
are activated. The 2 different luminance levels are
defined as 100% during daytime use and 50% when
backlighting is active.
The display intensity of luminance will be 6 cd/m2
(not dimmed). The maximum available luminance
spread will be 30%. To avoid dark zones the maximum difference of intensity of luminance between
closed points is 15%. Note that the matrix backlighting may go to 0 by customer selection. Lamps and
the audible alarm will still be present to alert the customer a warning condition exists.
DIMMING LAW
The dimming adjustment is done through the setup
menu, it can be used in single. In single step mode,
the luminance level go from min to max value in 10
steps.
The luminance levels of display and gauges always
varies in parallel.
The cluster switches between day and night luminance levels using the work and driving light status,
and is able to manage the display and gauges independently using the same law and customer setting.
Only the night settings can be adjusted since the
day setting of the display is 100% intensity.
During dimming setup the matrix shows the dimming symbol together with the percentage of luminance: its value varies using a step of 10%. The
dimming symbol appears when the proper menu is
selected and stays on the matrix for at least 2 seconds.
The dot matrix visualization will be as follows:
The default value is 80% and the may go to zero if

set by the customer.
71
72
4.7

WORK HOURS
In order to allow service or the customer to view vehicle hours of operation, it will not be necessary to
have the key. By pressing the enter/display/up/
down switch, with the key-off, the cluster must wake
up and display hours for 10 seconds.
The hour meter increments when the engine is running (rpm > 600). The hours are visualized starting
from 0.0 until 210,554,060.7 using a step of 6 minutes. In case of battery disconnection, the cluster
can lose 0.1 hour or 6 minutes max.
WORK HOURS SETTING
In order to allow service to install a new Vehicle
Control Module (VCM) on an old vehicle, it is possible to increase (no decrease will be allowed) the
hour to the same setting as the original.
To modify the hour meter value, execute the following procedure:
select the hour meter function on the display;
press and hold depressed for 15 seconds arrow
UP and display until the value shown on display
starts to blink (1 Hz, duty 50%);
once in the adjustment mode the meaning of the

arrow UP switch is increase hour meter value,
and the meaning of arrow DOWN switch is decrease hour meter value. Single switch pressure
will increase or decrease the value of one unit
(6 min). Continuous switch pressure will increase
or decrease the value continuously (1 every 300
milliseconds): when the value reaches a multiple of
10, the increment/decrement rate is 10 units every
300 ms; when the value reaches a multiple of 100,
the rate is 100 units every 300 ms; when the value
reaches a multiple of 1000, the rate is 1000 units
every 300 ms.
During continuous setting the value stops flashing.
Once the operator has reached the desired value
press and hold down the arrow UP and display
switches for 15 seconds to end setting procedure. It
is not possible to set a value lower than the current
one, and the procedure can be repeated three times
in the cluster life.
Service hours
Power up LCD and show work hours
for 10 seconds
Any of the above at with key to OFF
To save the new value

Hourmeter setting
0.1, 1, 10, 100 or 1000 hours
step depending on
continuous time pressed
With key to ON press for 15 seconds

Blinking to indicate
ability to edit values
To exit without saving
Value may only increase for the hour counter. While setting the value it can be decreased due
to operator overshoot, but the value can not be stored if it is below the current stored value.
Pressing DISPLAY will exit without saving. ENTER must be pressed to store the modified value
in protected memory.

4.8
73
FUNCTIONAL DESCRIPTION
Auto wake up at every 600 ms for sensing a change

in ENTER, DISPLAY, UP or DOWN switch status
will be provided. Upon sensing of one of those inputs transition, the cluster has to wake up.
As a general rule, during cranking, all warnings activation and all gauges movements have to be frozen unless we detect an error on the cranking line.
At key off all the needles have to be put into parking

position. parking position will be hard against internal stepper motor stops. At key on the following flow
must be followed.
Needle collision
control at key-on
At key-on drive all
needles CCW for 1
second
Vibration, service,
transport or battery
loss can generate a
FALSE
If RTZ is observed
on all 5 gauges
TRUE
FALSE
Remove power from gauges:
- engine coolant
- fuel level
Drive gauges until they reach:

- tachometer
- transmission temp
- battery voltage
Drive gauges:
- engine coolant
- fuel level
Start all normal
display functions
74
TACHOMETER - ENGINE SPEED GAUGE

The tachometer accuracy should be less than or
equal 50 rpm. The above specified tolerances
must be respected in all operating ranges (temperature, voltage, etc.). A stepper motor will drive the tachometer. Needle calibration has never to be lost for
any external condition.
The message to be used is EEC1.
EEC1 message
Gauge position
0000
0 rpm
0001 => FFFD
According to the value
Green field
0 - 2500 rpm
Red field
2500 - 3000 rpm
FFFF
0 rpm
The behavior of the gauge in case of faulty sensor

will be to return to the parked position. Since this
signal is a function of the engine controller the appropriate warning lamp and lamp will be illuminated.
During cranking, the needle movement shall be frozen in order to inhibit any spurious movement of it.
ENGINE COOLANT TEMPERATURE GAUGE
A stepper motor will drive coolant temperature
gauge. The gauge accuracy should be less than or
equal 3%. Needle calibration has never to be lost for
any external condition.
Gauge
Temperature
Gauge indication range
+65 to +112 C
(+149 to +233.6 F)
Green field
+65 to +106 C
(+149 to +222.8 F)
Red field
+106 to +112 C
(+222.8 to +233.6 F)
The message to be used is engine temperature.

Engine temperature
message
Gauge position
00 => FD
According to the logic

above
FE
Minimum value
FF
Minimum value
Audible alarm output needs to be activated when

the engine temperature exceeds 106 C (222.8 F).
In case the sender is disconnected, the gauge has
to go to 65 C (149 F) position. Reconnecting the
sensor the gauge has to return to the correct position. Both the movements have to be uniform.
The behavior of the gauge in case of faulty sensor
will be to return to the parked position. Since this
signal is a function of the engine controller the appropriate warning lamp and lamp will be illuminated.
During cranking, the needle movement shall be frozen in order to inhibit any spurious movement of it.
VOLTMETER GAUGE
The voltmeter will indicate the voltage of the vehicle
electrical system. This gauge will have three operating ranges: two reds and one green. One red range
will indicate low voltage. The other red will indicate
high voltage. The green range will indicate normal
operating voltage.
Bottom of the scale will be 9 volts.
Low voltage range is 11 volts or less. The CL of the
pointer will be 3 of the centerline of the tick mark
that indicates 11 volts.
The normal operating range will be 11 volts to
16 volts.
High voltage range is 16 volts or higher. The CL of
the pointer will be 3 of the centerline of the tick
mark that indicates 16 volts.
Top of the scale will be 18 volts.
A stepper motor will drive the voltmeter gauge. The
gauge accuracy should be less than or equal 3%.
Needle calibration has never to be lost for any external condition. Loss of voltmeter sensor will be the
loss of the internal VCM A/D converter. During
cranking, the needle movement shall be frozen in
order to inhibit any spurious movement of it.
A/D accuracy is specified as 180 mV during self
test operation.

TRANSMISSION OIL TEMPERATURE GAUGE
The oil temp gauge indicates transmission oil temperature from 75 C to 115 C (167 F to 239 F).
This gauge is broken up into two ranges, green and
red. The green zone is 75 C to 106 C (167 F to
222.8 F).
The red zone is from 105 C to 115.5 C (221 C to
240 F).
This gauge will be connected to a sensor that will
provide a specific resistance to correlate to a specific oil temperature.
Gauge
Temperature
Gauge indication range
+75 to +115 C
(+167 to +239 F)
Green field
+75 to +105 C
(+167 to +221 F)
Red field
+105 to +115 C
(+221 to +239 F)
5 volts = 75 C (167 F).

The CL of the pointer will be 2 angular degrees of
the centerline of the tick mark that indicates this
temperature.
2.6 volts = 93.3 C (200 F).
temperature.
2.05 volts = 115.5 C (240 F).
temperature.
The same range of temperature is used for powershift and powershuttle transmissions. The gauge
will move 9 angular degrees at key-on in the clockwise position to replicate the current production
cluster behavior. This is necessary due to the cool
temperatures present when the unit is working in
backhoe position. In case the sender is disconnected, the gauge has to go down to home position. Reconnecting the sensor will make the error code
inactive and the gauge has to return to the correct
position. Both the movements have to be uniform.
A stepper motor will drive the transmission oil temperature gauge. The gauge accuracy should be less
than or equal 2%. Needle calibration has never to
be lost for any external condition. During cranking,
the needle movement shall be frozen in order to inhibit any spurious movement of it.
75
76
FUEL LEVEL GAUGE

When a certain low fuel level is reached, the relevant
low fuel lamp will be lit according to the following
logic. The filtering of the data read is obtained with a
hysteresis on the resistance value joined to a delay
time of 2 seconds.
Ohmic parameter threshold and delay time value
must be kept in NVM. Lamp activation depends on
values used for needle movement; this means that
at key-on the low fuel level warning is active if the
cluster sees a resistance value greater the table below.
Resistance values used are as follows:

The fuel level gauge will indicate the fuel level of the
vehicle tank. The gauge dial will be divided into two
ranges: red and green. The red range will indicate a
low fuel zone. The green range will indicate a nonlow fuel zone. This gauge will be connected to a sensor that will provide specific a resistance to correlate
to a specific fuel tank level.
Tank size
133 liters/35 gal
Empty value (X)
320 ohms
Red-green border
(Y)
186 ohms
X = empty. The centerline (CL) of the pointer will be

+0/-2 angular degrees of the centerline of this empty mark.
Y = Red - Green threshold. The CL of the pointer
will be +/-3 angular degrees of the centerline of this
1/2 mark.
Z = full. The CL of the pointer will be +4/-0 angular
degrees of the centerline of this full mark.
In case the sender is disconnected, the gauge has to
go down in empty position. Reconnecting the sensor
the gauge has to return to the correct position. Both
the movements have to be uniform.
A stepper motor will drive fuel level gauge. The
gauge accuracy should be less than or equal 2%.
Needle calibration has never to be lost for any external condition. During cranking, the needle movement
shall be frozen in order to inhibit any spurious movement of it.
Full (Z) value
6.5 ohms
Fuel level
indicated
30% with 18
angular degrees of
gauge motion

4.9
WARNING SYSTEM
The diagnostic has to inform the operator regarding

all the operating conditions of the loader backhoe
which are out of range. These conditions are different from each other:
Warnings
Error codes
Faults on the system
Action Required
1. We can define warnings as all those situations
that could be dangerous for the loader backhoe
or for the operator. The diagnostic will turn the
display Red or as well as activate the buzzer; the
display will show an icon symbol that identifies
the occurring problem.
2. There are conditions in which the diagnostic detects one of its sensors out of order: in this case
it will generate an error code. Depending on the
severity it will control the appropriate lamp and
audible alarm: the display will display the appropriate Icon together with the error code number.
3. When there is the need to inform the operator
that he/she has done an incorrect maneuver or,
that he/she has to do a particular action in order
to proceed (Action required), the diagnostic
again, will display an icon and/or activate the
proper audible alarm.
77
78
ALARM ACTIVATION
Non Critical
A failure is present but the operator can continue his work: the purpose is to warn him
regarding the presence of the fault. This will be a 1 second beep every 30 seconds.
Critical
A serious fault that can affect either the safety of the operator or the damage of the
loader backhoe is present: the operator shall stop the loader backhoe. This will be a
continuous alarm.
Action Required
The system is asking for a certain maneuver from the operator in order to return to the
normal functionality. This will be a continuous alarm.
Safety
The system purpose is to warn the operator regarding the presence of a dangerous
situation for his safety. This will be a continuous alarm.
General Sound
There are some condition in which there is the need of an activation of the audible
alarm. This is a one second beep to draw the operators attention to the cluster.
Whenever a audible alarm activation is related to an

icon visualization, this icon should remain displayed
at least for 4 seconds in order to give the possibility
to the operator to understand the cause of the sound
activation.
When many warnings with different priority occur,
the audible alarm is related to the higher priority
warning.
When a new warning having a audible alarm activation type different from the current one occurs, the
corresponding icon visualization must start simultaneously.
If a dedicated function lamp is associated to the
cause of the audible alarm activation, if appropriate,
the lamp will be lit together with the audible alarm activation.
79
4.10 MAINTENANCE
Two different kinds of maintenance will be available:
light maintenance;
heavy maintenance.
LIGHT MAINTENANCE
From 2 hours before the set value, display on the
display the light maintenance symbol at every key
on for 1 second after cranking; after this, the last selected icon will be visualized on the display. The
hours shown will be the hours when light maintenance is required, not the standard hour counter.
HEAVY MAINTENANCE
From 10 hours before the set value, display on the
display the heavy maintenance symbol at every
key on and should last for 1 second after cranking.
After cranking after this, the last selected icon will be
visualized on the display. The hours shown will be
the hours when light maintenance is required, not
the standard hour counter.
In Amber backlighting
In Amber backlighting
The interval can be set between 50 and 500 hours
in steps of 50 (0.0, 50, 100, 150, 200, 250, 300, 350,
400, 450, 500). The 0.0 setting turns the light maintenance feature off.
The interval can be set between 50 and 500 hours

in steps of 100 (0.0, 500, 600, 700, 800, 900, 1000).
The 0.0 setting turns the heavy maintenance feature
off.
DISPLAY FUNCTIONALITY
When the hourmeter reaches the light service interval
3 seconds
3 seconds
GREEN
AMBER
Audible alarm for 1 second when displaying either service interval the first time
When the hourmeter reaches the heavy service interval
3 seconds
GREEN
AMBER
Audible alarm for 1 second when displaying either service interval the first time
Since heavy maintenance contains light maintenance the following will be shown:
500 - Light
1000 - Heavy
1500 - Light
2000 - Heavy
The service indicator message will be cleared with a single key cycle
3 seconds
80
4.11 WARNING MESSAGES
Function
Engine
coolant too
high
Engine oil
pressure too
low
Fault
lamp
Alarm
Display
lamp
Condition
DTC
SA
Description
Priority
Color
Continuous
Coolant
Coolant
above
temperature
112 C
1002 VCM
1
signal - Above
(233.6 F) for
normal
5 seconds
Red
Continuous
Pressure
< 26 bar
(37.7 psi)
rpm>500
Red
Continuous
The engine
Switch
must be
closed to
1008 VCM running with
1
ground for 25
switch closed
seconds
for 25 seconds
Red
Lamp
3028 ECU
Oil pressure
sensor pressure too
low
Transmission
oil pressure
too low
Malfunction
Continuous
5 seconds
without
message
1051 ECU
Timeout of
message
Red
Malfunction
Continuous
25 seconds
without
message
1053 ECU
Timeout of
message
Red
Continuous
5 seconds
without
message
Timeout of
message
1054 VCM
engine
temperature
Red
Malfunction
Malfunction
Continuous
5 seconds
without
message
Timeout of
1055 VCM message inlet/ 1
exhaust
Red
Malfunction
Continuous
5 seconds
without
message
Timeout of
1056 VCM message
engine fluid
Red
Continuous
5 seconds
without
message
Timeout of
message
1057 VCM
vehicle
electrical
Red
Continuous
5 seconds
without
message
Timeout of
1059 VCM message
display
Red
Continuous
Transmission
Transmission
oil above
oil
115 C
1009 VCM
temperature
(239 F) for 5
limit reached
seconds
Red
Malfunction
Malfunction
Transmission
oil
temperature
too high
Function
General
display
message
Fault
lamp
Alarm
Continuous
One touch
idle active
Battery
charge
voltage too
high
Condition
DTCs 3000 3366
Brake
temperature
too high
Engine oil
pressure too
high
Display
lamp
DTC
SA
Description
Only display
with display
request
Priority
Color
Red
N/A
VCM
Red
N/A
This prevents
VCM park brake
damage
Red
Park brake
engaged
Brake fluid
level low
Lamp
81
Continuous,
if vehicle is
in gear
Switch
closed to
ground
Continuous
Sender
Warns
temperature
customer
over 152 C 1006 VCM
before brake
(305.6 F)
fade
for 5 seconds
Red
Continuous
Switch
closed to
Vbat for 5
seconds
1007 VCM
Red
Continuous
Pressure
depends on
speed
3032 ECU
Red
Red
Supply
Supply battery
source
1014 VCM voltage above 2
above 16 V
16 V
for 5 seconds
Red
Continuous
Battery
charge
voltage too
high
Continuous
Battery
charge
voltage too
low
Continuous
3051 ECU
Battery
voltage too
low
Red
Continuous
Supply
Supply battery
source below
1015 VCM voltage below 2
11 V for 5
11 V
seconds
Red
Alternator not
able to
charge
Continuous
Alternator L+
Alternator
terminal
1050 VCM unable to
under 1.5 V
charge
for 5 seconds
Red
Foot
accelerator
signal out of
range
One second
alarm every
30 seconds
IVS not
changing
state in
300 ms
Amber
Battery
charge
voltage too
low
3052 ECU
Battery
voltage too
high
Foot
accelerator
1010 VCM
sensor - not
plausible
82
Function
Fault
lamp
Alarm
Lamp
Display
lamp
Condition
DTC
SA
Description
Priority
Color
Foot
accelerator
signal out of
range
One second
alarm every
30 seconds
Foot
Accelerator
accelerator
above 4.75 V 1011 VCM
sensor -signal
for 5 seconds
above range
Amber
Foot
accelerator
signal out of
range
One second
alarm every
30 seconds
Foot
Accelerator
accelerator
below 0.25 V 1012 VCM
sensor -signal
for 5 seconds
below range
Amber
Foot
accelerator
signal out of
range
One second
alarm every
30 seconds
Amber
Foot
accelerator
signal out of
range
One second
alarm every
30 seconds
Voltage over
9 V for 5
seconds
Foot
accelerator
1029 VCM sensor 2
shorted high to
Vbat
Amber
Foot
accelerator
signal out of
range
One second
alarm every
30 seconds
Foot
Voltage
accelerator
under 0.5 V 1030 VCM sensor for 5 seconds
shorted low to
Vbat
Foot
accelerator
5 V supply
One second
alarm every
30 seconds
Voltage over
5.1 V for 5
seconds
Foot
accelerator
5 V supply
Foot
accelerator
1013 VCM
sensor -no
signal
Amber
Foot
accelerator
1023 VCM
2
supply voltage
too high
Amber
One second
alarm every
30 seconds
Foot
Voltage
accelerator
under 4.9 V 1024 VCM
2
supply voltage
for 5 seconds
too low
Amber
Foot
accelerator
5 V supply
One second
alarm every
30 seconds
Voltage over
9 V for 5
seconds
Foot
accelerator
1025 VCM
2
supply shorted
high to Vbat
Amber
Foot
accelerator
5 V supply
One second
alarm every
30 seconds
Foot
Voltage
accelerator
under 0.5 V 1026 VCM supply shorted 2
for 5 seconds
low
to ground
Amber
Function
Fault
lamp
Alarm
Lamp
Display
lamp
Condition
DTC
SA
83
Description
Priority
Color
Hand
accelerator
signal out of
range
One second
alarm every
30 seconds
Hand
Accelerator
accelerator
above 4.75 V 1035 VCM
sensor -signal
for 5 seconds
above range
Amber
Hand
accelerator
signal out of
range
One second
alarm every
30 seconds
Hand
Accelerator
accelerator
below 0.25 V 1036 VCM
sensor -signal
for 5 seconds
above range
Amber
Hand
accelerator
signal out of
range
One second
alarm every
30 seconds
Amber
Hand
accelerator
signal out of
range
One second
alarm every
30 seconds
Voltage over
9 V for 5
seconds
Hand
accelerator
1038 VCM sensor 2
shorted high to
Vbat
Amber
Hand
accelerator
signal out of
range
One second
alarm every
30 seconds
Hand
Voltage
accelerator
under 0.5 V 1039 VCM sensor for 5 seconds
shorted low to
ground
Hand
accelerator
5 V supply
One second
alarm every
30 seconds
Voltage over
5.1 V for 5
seconds
Hand
accelerator
5 V supply
Hand
accelerator
1037 VCM
sensor - no
signal
Amber
Hand
accelerator
1031 VCM
2
supply voltage
too high
Amber
One second
alarm every
30 seconds
Hand
Voltage
accelerator
2
supply voltage
for 5 seconds
too low
Amber
Hand
accelerator
5 V supply
One second
alarm every
30 seconds
Voltage over
9 V for 5
seconds
Hand
accelerator
1033 VCM
2
supply shorted
high
Amber
Hand
accelerator
5 V supply
One second
alarm every
30 seconds
Hand
Voltage
accelerator
2
supply shorted
for 5 seconds
low
Amber
Continuous
Switch
closed to
ground with
vehicle in
gear and no
park brake
Amber
Seat not in
driving
position
N/A
This must
have a
VCM debounce time 2
of less then
500 ms
84
Function
Fault
lamp
Alarm
Lamp
Display
lamp
Condition
DTC
SA
Description
Boost air
temperature
too high
One second
alarm every
30 seconds
Boost
temperature
Engine over
over
operating
1018 VCM
88 C
boost air
(190 F) for 5
temperature
seconds
Engine
coolant too
high
One second
alarm every
30 seconds
Coolant
Engine over
above
operating
106 C
1019 VCM
coolant
(222.8 F) for
temperature
5 seconds
Engine
coolant too
high
One second
alarm every
30 seconds
Transmission
oil above
105 C
(221 F)
3007 ECU
Coolant
temperature
signal source
high
Priority
Color
Amber
Amber
Amber
One second
alarm every
30 seconds
Coolant
above
Transmission
105 C
1020 VCM over operating 3
(221 F) for 5
temperature
seconds
Amber
Fuel
temperature
too high
One second
alarm every
30 seconds
Fuel over
Fuel over
82 C
1021 VCM operating
(179.6 F) for
temperature
5 seconds
Amber
Fuel
temperature
too high
One second
alarm every
30 seconds
3015 ECU
Fuel
temperature
signal source
high
Amber
Fuel
temperature
too high
One second
alarm every
30 seconds
3016 ECU
Fuel
temperature
signal no
signal
Amber
Air filter
restriction
One second
alarm every
30 seconds
Switch
closed to
ground for 5
seconds
1001 VCM
Air filter
threshold
Red
Air
conditioning
not functional
One second
alarm every
30 seconds
Switch
closed to
Vbat for 5
seconds
Air
1003 VCM conditioning
high pressure
Amber
Hydraulic
filter
restriction
One second
alarm every
30 seconds
Switch
closed to
ground for 5
seconds
1004 VCM
Hydraulic filter
4
threshold
Fuel
contaminated
with water
One second
alarm every
30 seconds
Display
message
1022 VCM
Red
Amber
Function
Fault
lamp
Alarm
Lamp
Display
lamp
Condition
DTC
SA
85
Description
Priority
Color
Fuel level
sensor
One second
alarm every
30 seconds
Fuel sender
Fuel sender
above 9 V for 1043 VCM shorted high 5 seconds
park gauge
Amber
Fuel level
sensor
One second
alarm every
30 seconds
Fuel sender
Fuel sender
below 0.5 V 1044 VCM shorted low for 5 seconds
park gauge
Amber
Fuel level
sensor
One second
alarm every
30 seconds
Input is
switched
battery for 5
seconds
Fuel sender
1045 VCM open circuit park gauge
Amber
Transmission
temperature
sensor
One second
alarm every
30 seconds
Transmission
Transmission
temperature
temperature
sender
1046 VCM
sender
above 9 V for
shorted high
5 seconds
Amber
Transmission
temperature
sensor
One second
alarm every
30 seconds
Transmission
Transmission
temperature
temperature
sender below 1047 VCM
sender
0.5 V for 5
shorted low
seconds
Amber
Transmission
temperature
sensor
One second
alarm every
30 seconds
Input is
switched
battery for 5
seconds
Transmission
1048 VCM temperature
open circuit
Amber
Brake
temperature
sensor
One second
alarm every
30 seconds
Brake
Sender over
temperature
1000 ohms
1049 VCM
sender out of
for 5 seconds
range
Amber
General
display
message
One second
alarm
DTCs 3000 3366
Only display
VCM with display
request
Amber
Low fuel
warning
One second
alarm
Low fuel must stay on

VCM
for remaining
key cycle
Amber
86
5.
STARTING SYSTEM
5.1
The system includes a key switch, reinforced cabling, a motor and a relay and solenoid assembly.
This is a starter motor with built-in solenoid and positive engagement drive system.
When the key switch is operated with the forward
and reverse travel lever in the neutral position, the
solenoid windings are energized and cause the mobile core to be drawn inside the solenoid.
This movement causes the drive pinion to mesh with
the ring gear on the engine flywheel. When the ring
gear and the drive pinion are engaged, the mobile
core of the solenoid closes a series of contacts enabling the battery to power the field coils directly and
provide the entire power to the starter motor.
The starter motor contains only a single set of contacts and a mobile core, which closes the contacts
completely, even if the teeth of the drive pinion and
the gear are not aligned. In this case, a spring is
compressed and forces the complete engagement of
the pinion as soon as the starter motor starts rotating.
Once the ignition is turned off, the solenoid and the
starter motor are de-energized. The solenoids recoil
spring causes the drive pinion to be uncoupled and
the contacts of the solenoid to reopen.

5.2
87
FAULT FINDING
The motor does not start if the ignition key is operated and the transmission is in the neutral position.
Is the battery properly charged?
YES
NO
Charge or replace the battery
Check the starter motor cabling. Are there bad

connections, cut or stripped cables?
Repair or replace the cables
YES
NO
Is the starter motor seized? YES
NO
Operate the key switch. Is there a
voltage of +12 V on the (white) wire at
the input of the starter motor solenoid
(terminal 30)?
Repair or replace the starter motor
YES
Does the solenoid

make a clicking YES
sound?
Windings, brush or starter

motor mechanism possibly
defective
NO
NO
Check the starter motor relay (K01).
Can one hear the relay operate after
operating the key switch?
NO
Solenoid possibly
defective. Remove the
starter motor and inspect
Remove the connector from the relay (K01). Is there a voltage of

+12 V at terminal 86 (white/black) after the key switch is
operated?
YES
Replace the relay
YES
Replace the relay
NO
Check the starter motor safety relay (K3). Can one hear the relay
operate after operating the reverse travel lever?
NO
Remove the connector from relay K3. Is there a voltage of +12 V
at terminal 86 (white/black) after the reverse travel lever is
NO
Are the cable wires of the reverse travel lever properly
connected?
YES
Does the reverse travel lever switch operate correctly?
NO
Reconnect the wires to the

switch
NO
Replace the switch
YES
Are the indicators on the instrument panel correctly lighted
after operating the key switch?
YES
Are the cable wires of the key switch connected correctly?
YES
Replace the key switch
NO
Check the main power

supply between the battery
and the starter motor key
switch. Pin 2 (red wire) of
the ignition key connector
NO
Reconnect the wires to the key
switch
88
CHECKING THE STARTER MOTOR CIRCUIT

To troubleshoot the starter motor circuit rapidly and
easily, it is recommended that a battery-starter motor
testing device (quick discharge) be used, which includes a 0-20 V voltmeter and a 0-500 A ammeter to
detect problems in the starter motor circuit.
Use a testing device in accordance with the manufacturers instructions. If a testing device of the type
indicated is not available, use a standard 0-20 V voltmeter and a 0-500 A ammeter to check the operation
of the starter motor on the vehicle.
Before testing:
Check that the battery is properly charged.
Check the state of the starter motor circuit, by making sure that no wire is cut or stripped and that the
connections are not loose.
Check that the motor is not seized.
Current draw of the starter motor circuit:
1. Disconnect the ground cable (negative) from the
battery (3).
2. Disconnect the positive cable from the battery on
the solenoid of the starter motor. Connect the
positive cable of the ammeter (1) to the positive
terminal of the battery and the negative cable to
the input terminal of the solenoid.
3. Reconnect the ground cable (negative) of the
battery to the negative terminal of the battery.
4. Connect the positive cable of the voltmeter (2) to
the positive terminal of the battery and the negative cable of the voltmeter to the negative terminal of the battery.
5. Disconnect the injection pump fuel inlet cut-off
wire from the solenoid.
6. Start the motor and observe the values indicated
by the voltmeter and ammeter. The voltage must
remain steady at around 12 V with a current
draw of 250 to 300 A.
If the current draw is within the indicated range, the
starter motor (4) is operating correctly. If the voltage
reduces during the test, refer to the Resistance of
the starter motor circuit section below.
If the current draw is higher than the specified
range, check the circuit as indicated below. If tests
of the starter motor circuit have proved satisfactory,
the starter motor is defective and must be removed
in order to identify the source of the problem.
If the current draw is less than the specified range,
the starter motor is defective and must be removed
in order to identify the source of the problem.

RESISTANCE OF THE STARTER MOTOR
CIRCUIT
(Voltage lowering)
If the current draw is excessive, check the circuit by
noting down the voltage lowers at various components of the circuit.
IMPORTANT: disconnect the injection pump fuel inlet cut-off wire from the solenoid.
Positive cable of the battery:
the positive terminal of the battery (2).
2. Connect the negative terminal of the voltmeter
(1) to the terminal connected to the battery of the
starter motor solenoid (3).
3. Start the starter motor and observe the reading
on the voltmeter. If the voltage lower is greater
than 0.2 V, check and retighten the cable connections. Check the voltage again. If it is still excessive, replace the cable.
Connections to the starter motor ground:

the body of the starter motor (2).
2. Connect the negative cable of the voltmeter (1)
to the motor block (3).
than 0.2 V, check and retighten the cable connections, check the ground connections between the starter motor clamp and the
undercarriage.
Ground cable of the battery:

the motor block (2).
2. Connect the negative cable of the voltmeter (1)
to the negative terminal of the battery (3).
than 0.2 V, check and retighten the ground cable
connections. Check the voltage again. If it is still
excessive, replace the ground cable.
89
90
5.3

STARTER MOTOR
Manufacturer ............................................................................................................................................. Denso
Voltage ......................................................................................................................................................... 12 V
Rated power............................................................................................................................................. 2.7 kW
Starting system .......................................................................................................................................Positive
Operating time.............................................................................................................................................. 30 s
Direction of rotation .................................................................................... Clockwise seen from the pinion side
Weight ............................................................................................................................................ 8.4 kg (19 lb)
Maximum consumption without load at 11 V and 3000 rpm minimum ...................................... 200 A maximum
Maximum consumption with a torque of 19.6 Nm (14.4 lbfft) at 8 V and 1130 rpm minimum . 600 A maximum
Maximum consumption when shimming at 3 V with a torque of 39.2 Nm (28.9 lbfft) minimum .1400 A maximum
MAIN COMPONENTS
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Motor
Induction coils
Armature
Commutator
Brush assembly
Pinion gear
Intermediate pinion
Solenoid
Clutch
Drive pinion
91
92
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
42.

Washer
Bearing
Armature
Bearing
Coils housing
Protection
Brush spring
Brush assembly
Brush bracket
Protective cover
Screw and washer
Screw
Drain
Screw and washer
Solenoid hood
Union
Spring washer
Nut
Push-rod
Connection assembly
Screw
Connection assembly
Nut
Retaining ring
Roller
Cage
Pinion
Ball
Spring
Drain
Screw
Flat washer
O-ring
Box
Pinion, rings and spring assembly
Union
Bearing
Bearing
Spring
Shaft pinion
Solenoid housing
Clutch assembly

REMOVING AND INSTALLING THE STARTER
MOTOR
Disconnect the ground cable (negative) from the
battery.
Remove the rear protective cover and disconnect
all cables connected to the starter motor.
Remove the three retaining screws of the starter
motor and remove the starter motor.
To install the starter motor, proceed in the reverse
order to that of removal.
TEST BENCH CHECK

Checking the starter motor without load
NOTE: before carrying out the test, check that the
battery is fully charged then obtain a battery-starter
motor testing device (quick discharge) and a carbon
cell (variable load resistance).
Lock the starter motor in a vice with soft jaws.
Connect the negative cable (4) of the battery to the
mounting clip of the starter motor.
Connect a short cable (6) between the solenoid
battery wire and the terminals of the solenoid
switch.
Connect the positive cable of the voltmeter (3) to
the positive terminal of the battery, the negative cable of the voltmeter to the negative terminal of the
battery, the positive cable of the ammeter (1) to the
positive terminal of the battery and the negative terminal of the ammeter to the terminal of the battery
or the starter motor.
Install a tachometer (5) at the end of the armature
shaft. Activate the starter motor by adjusting the
carbon cell (2) to obtain a voltage of 11 V.
When the armature is rotating at 3000 rpm, the
maximum current draw must not exceed 200 A.
If the starter motor does not fulfil these conditions,
check that the field coils are not grounded, that the
armature is not rubbing and that its shaft is not deformed.
93
94
Armature
The surface of the commutator must be clean and
without traces of burns. If necessary, remove traces of burns using fine sandpaper. Do not use emery cloth. Then, clean the commutator with a cloth
soaked in gasoline.
After rectifying the commutator, polish it with fine
sandpaper, then wipe it with a cloth soaked in
gasoline.
NOTE: make sure not to graze the metal of the commutator during rectification of insulating notches.
The resistance of the armature insulation may be
checked by connecting an ohmmeter (1) between
the blades of the commutator (2) and the armature
shaft (3). The resistance must be infinite (no continuity).
To check that the armature is not short-circuited, a
special device for armatures must be used. The
other solution is to replace the armature.
If the circumference of the armature has come into
contact with the starter pole shoes, the bearings of
the armature are probably excessively worn out.
First check that the starter pole shoes have been
tightened and that the armature rotates without any
concentric defect. If necessary, replace the armature bearings.
Field coils
To check the resistance of the field coil insulation,
connect an ohmmeter (1) between the brushes of
each induction coil (2) and a clean unpainted area
of the body (3). The resistance must be infinite (no
continuity).
To check the continuity of the field coils, connect an
ohmmeter between the brushes of each induction
coil and the main supply terminal (the thickest
braided wire). The resistance must be equal to 1
MW.
If the field coils are defective, the entire assembly
consisting of the body and the field coils must be
replaced.
Drive pinion
The drive pinion must only rotate clockwise. If the
pinion is seized or turns in both directions or if its
teeth are damaged, change the complete drive assembly.
NOTE: if the teeth of the drive pinion are damaged,
also check the teeth of the engine flywheel ring gear.
95
FAULT FINDING
PROBLEM
CAUSE
Starter does not rotate (magnetic

switch does not make an
operating noise)
Poor battery specific gravity and

level
Inspect battery.
Poor ignition switch circuit

connection or contact
Replace wiring and ignition switch.
Malfunction of the magnetic

switch pull-in coil or plunger
Replace magnetic switch.
Starter does not rotate (magnetic Poor battery specific gravity and
switch makes an operating noise) level
Poor start-up circuit contact
Starter rotation is slow
Starter rotation cannot crank the

engine
Abnormal noise
ACTION
Inspect battery.
Repair wiring.
Poor contact of magnetic switch

contact
Motor assembly malfunction (e.g.

layer short, brush wear)
Repair or replace motor assembly.
Poor contact of magnetic switch

contact
Motor assembly malfunction (e.g.

layer short, brush wear)
Repair or replace motor assembly.
Pinion gear does not engage with

ring gear
Repair or replace the clutch and

drive lever.
Clutch sliding
Replace clutch.
Abnormal bushing wear
Replace bushing.
Wear on pinion gear or ring gear

teeth tips
Replace clutch and ring gear.
Poor pinion gear sliding
Lubricate or replace clutch.
Pinion gear springing out
Poor ignition switch return
Field coil loss
Pinion gear disengagement fault

caused by a coil layer short in the
magnetic switch
Replace ignition switch.
Magnetic switch coil burn, etc.
96
6.
ALTERNATOR
6.1
Manufacturer ............................................................................................................................................. Denso

Rated voltage ...............................................................................................................................................12 V
Polarity .................................................................................................................... Negative terminal grounded
Current ........................................................................................................................................................90 A
Minimum charging speed ..................................................................................................................... 1400 rpm
Maximum speed ................................................................................................................................... 9000 rpm
Operating temperature ................................................................................... -30 C to 90 C (-22 F to 194 F)
Direction of rotation .................................................................................... Clockwise seen from the pulley side
Regulated voltage at 5000 rpm with 10 A at 25 C (77 F) .............................................................14.2 - 14.8 V
Maximum load that can be applied at terminal L.........................................................................12 V, 3.4 W x 6
6.2
The alternator, installed on the motor, on the front

RH side of the vehicle, is driven by the crankshaft
pulley with the help of a belt. The alternator contains
built-in regulators.
Current draw of the starter motor circuit:
When the ignition key is turned, a current of low intensity is sent by the battery to the field winding of
the rotor (terminal IG).
At this stage, the indicator lamp (terminal L) comes
on and the rotor is partially magnetized.
When the motor starts and the partially magnetized
rotor rotates inside the stator, a three-phase alternating current is generated (terminal B+). A constant
portion of this current is transformed into a direct current by three excitation diodes installed in the rectifier.
The direct current is sent as reinforcement through
the field winding of the rotor.
Using this method an increase in the magnetic field
of the rotor is obtained, as well as a rapid rise in the
voltage and current generated at the output.
The luminosity of the indicator lamp decreases when
the voltage generated at the output is increasing (terminal L). The indicator lamp goes out when the voltage at terminal L is equal to that of the battery.
The voltage continues to increase up to the value
predefined by the regulator.
In case the alternator belt is broken, the voltage does
not accumulate in the alternator and the load indicator lamp remains lighted to indicate the problem.
1.
2.
3.
4.
5.
Ground connection
Terminal P: motor tachometer
Terminal L: charge indicator
Terminal B+: charge +12 V
Terminal IG: +12 V after ignition (10 A fuse)

DIAGRAM OF THE CHARGING CIRCUIT
1.
2.
3.
4.
5.
6.
7.
8.
9.
Alternator
Output winding of the rotor
Rectifier
Regulator
Starter motor
Battery
Key switch
Charge indicator
Tachometer
97
98
6.3
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.

COMPONENTS
Front housing
Rear housing
Rectifier
Brush holder
Regulator
Rear protective
Insulation ring
Insulation ring
Screw
Screw
Nut
Nut
Rotor
Pulley
Pulley nut
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
Seal ring
Seal ring
Washer
Screw
Electrical terminal
Screw
Bearing
Flange
Flange
Stator
Stud screw
Bearing
Plate
Screw

6.4
REMOVAL
Electrical disconnections of the alternator

1. Disconnect the negative cable from the battery.
2. Disconnect the battery cable (1) from terminal
B+ (2).
3. Disconnect the connector (3).
Removing the alternator

1. Free the tension roller (1) using a suitable
wrench, then remove the belt (2).
2. Remove the screw (3) and the nut (4).
3. Remove the screw (5).
4. Remove the alternator.
99
100
6.5

PRELIMINARY CHECK AND TESTS
To prevent damage to components of the alternator

charging circuit, the following precautions must be
taken during maintenance:
NEVER connect or disconnect a charging circuit
connection, including the battery, when the motor is
running.
NEVER dead short to ground any component of the
charging circuit.
ALWAYS disconnect the ground cable from the
battery (negative) to recharge the battery on the vehicle using a battery charger.
ALWAYS respect the polarity when connecting the
battery on the vehicle or when connecting an auxiliary starter battery to the motor.
IMPORTANT: connect the positive cable to the positive terminal and the negative cable to the negative
terminal.
PRELIMINARY CHECKS
Before undertaking an electrical inspection, check
the charging circuit and the electrical circuit carefully.
Check the state of cables and the tightening of connections.
Checking the battery
Check each cell of the battery with a hydrometer.
The battery must be charged at least 70% and be in
good condition.
Checking the drive belt
Check that the belt and the pulley of the alternator
are clean, without any trace of oil and grease and
that they are in good condition.
Checking the indicator lamp
Turn the ignition key and check that the charge indicator is well lit.
If it is not fully lighted, check its bulb. If the bulb is OK,
check the alternator wire connections as described
in the Preliminary tests section below.
If the indicator lamp is lighted, start the motor and run
it at a speed that is higher than the idling speed. The
indicator lamp must go out.
If the indicator lamp does not go out, turn off the motor and disconnect the ground cable L.
If the indicator lamp goes out, an alternator component is defective. Follow the instructions given in the
Checking the alternator components section below.
If the indicator lamp stays lighted, look for a dead
short to ground between the terminal L cable and
the indicator lamp.

PRELIMINARY TESTS
The preliminary tests may be carried out without removing the charging circuit components, these tests
help check the following items:
Connections of the alternator cables
Charging current and regulated voltage of the alternator
Voltage lowers in the alternator charging circuit
Maximum flow of the alternator
Required devices:
Voltmeter (0-30 V, moving coil)
Millivoltmeter (0-1 V)
Ammeter (0-110 A, moving coil)
Variable resistance of 1.5 Ohm, 110 A
NOTE: most testing instruments sold in shops group
together several measurement functions in a single
device. Use these devices in accordance with the
manufacturers instructions.
CHECKING THE CONNECTIONS OF THE

ALTERNATOR CABLES
Disconnect the terminals B+ (2) and L (3) from the
alternator.
Reconnect the battery and turn the ignition key
without starting the motor. Connect a voltmeter (4)
between each terminal (B+ or L) and the ground
(1). The voltmeter must show the battery voltage.
If there is no battery voltage, the external cable has
a continuity fault; in this case, check the entire circuit and carry out the necessary repairs.
Connect the terminal L indicator lamp wire to the
ground. The indicator lamp should come on.
Disconnect the battery and reconnect the cables to
the alternator.
NOTE: if the indicator lamp does not come on after
having reconnected the alternator, the regulator of
the alternator or the rotor circuits is defective. Make
sure that terminal L is clean, then check the components of the alternator as indicated in this chapter.
101
102
CHECKING THE CHARGING CURRENT AND

THE REGULATED VOLTAGE
Make sure that all electrical components are powered off and that the ignition is turned off (key on
off).
Disconnect the negative terminal from the battery
and disconnect terminal B+ (4) from the alternator.
Connect an ammeter (1) between the disconnected cable (3) and terminal B+ of the alternator.
Connect a voltmeter (2) between terminal B+ of the
alternator and the ground.
Reconnect the battery. Start the motor and run it at
a speed of 2000 rpm. Observe the values shown
on the ammeter and the voltmeter.
The voltage shown on the voltmeter should at first be
too high and then should stabilize between 14.214.8 V when the value on the ammeter lowers below
10 A.
If the voltmeter stabilizes at a voltage greater than
14.8 V, the regulator of the alternator needs to be replaced.
On the other hand, if the voltmeter stabilizes below
14.2 V, a component of the alternator is defective or
the resistance in the external connections of the
charging circuit is too high.
If the ammeter indicates zero amps, an alternator
component is defective.
Turn off the motor and carry out the operations described in the Checking the alternator components.

CHECK THE VOLTAGE LOWERINGS IN THE
CHARGING CIRCUIT
Voltage lowers on insulated side
Check that the ignition is turned off (key on off).
Disconnect the negative cable from the battery and
disconnect cable B+ (1) from the alternator.
Connect a millivoltmeter (4) between the positive
terminal of the battery and cable B+ (5) (positive
side on cable).
Connect an ammeter (2) between terminal B+ of
the alternator and cable B+ (negative side on cable).
Reconnect the negative cable of the battery and
connect a variable resistance (3) between the battery terminals by adjusting the cursor to the minimum current draw (maximum resistance).
Start the motor and increase its speed to 2000 rpm.
Gradually reduce the resistance until the ammeter
shows 90 A.
Observe the millivoltmeter, which must not indicate
a value that is greater than 400 millivolts.
If the value exceeds 400 millivolts, the resistance of
the external circuit is too high. If the output value of
the alternator is not sufficient and the millivoltmeter
indicates a value that is less than 400 millivolts, an
alternator component is defective. Carry out the operations described in the Checking the alternator
components.
Stop the motor.
Voltage lower on ground side
Check that the ignition is turned off (key on off).
Check the same circuit as the one in the previous
test, but by connecting the millivoltmeter (4) between the negative terminal of the battery and the
alternator body (negative side on body).
NOTE: make sure that the variable resistance (3) is
in the minimum current draw position (maximum resistance).
Start the motor and increase its speed to 2000 rpm.
Gradually reduce the resistance until the ammeter
(2) shows 90 A.
Observe the millivoltmeter, which must not indicate
a value that is greater than 200 millivolts.
If the value exceeds 200 millivolts, the resistance of
the external circuit is too high.
If the output value of the alternator is not sufficient
and the millivoltmeter indicates a value that is less
than 200 millivolts, an alternator component is defective. Carry out the operations described in the
Checking the alternator components.
Stop the motor.
103
104
CHECKING THE MAXIMUM OUTPUT OF THE

ALTERNATOR
Make sure that the ignition is turned off (key on
off).
Disconnect the negative cable from the battery and
disconnect cable B+ (5) from the alternator.
Connect an ammeter (2) between terminal B+ (1)
of the alternator and the disconnected cable B+
(negative side towards the cable).
Connect a voltmeter (4) between terminal B+ of the
alternator and the ground.
Reconnect the battery, start the motor and increase its speed to 2000 rpm.
Gradually reduce the resistance (3) until the ammeter shows 90 A.
Observe the voltmeter, which must not indicate a
value that is less than 14.2 V.
If the value lowers below 14.2 V, an alternator component is defective.
Carry out the operations described in the Checking
the alternator components.

CHECKING THE ALTERNATOR COMPONENTS
Checking of components must be done only if the
PRELIMINARY TESTS reveal an alternator defect
which relates to the following components:
Regulator
Continuity of the rotor field winding
Brushes, springs and slip rings
NOTE: these checks may be carried out without removing the alternator from the vehicle.
The alternator must be removed to check the other
components of the alternator.
Refer to the Removal section in this chapter.
IMPORTANT: before disconnecting the cables from

the alternator, make sure that the ignition is turned
off (key on off) and the negative cable of the battery
is disconnected.
Required devices:
12 V battery
Multimeter
2.2 W test lamp
CHECKING THE REGULATOR AND THE FIELD

CIRCUIT OF THE REGULATOR
Disconnect all cables from the alternator.
Connect a 12 V battery and a 2.2 W test lamp (2) in
series between terminal L (1) and the alternator
body (negative side on body).
The test lamp must come on.
If the lamp does not come on, the rotor circuit is defective. Check the brushes, the slip rings and the
continuity of the rotor field windings.
If the inspection reveals that these components are
in good condition, the defect may be due to the regulator.
CHECKING THE CONTINUITY OF THE ROTOR
FIELD WINDING
Remove the regulator with the brush holder.
Connect an ohmmeter (3) between the slip rings
(2). The resistance must be 2.6 ohms at 20 C
(68 F).
If the resistance is not correct, replace the rotor (1)
as described in the Removal section below.
105
106
RECTIFIER - CHECKING THE POSITIVE /

NEGATIVE DIODES
Check each of the six diodes separately by proceeding as follows:
Connect a multimeter (2) in series with one of the
diodes. Place one wire of the multimeter on the
connecting pin (1) of the diode and the other wire
on the plate where the diode is installed.
Note down the value of the resistance indicated by
the multimeter. Reverse the wires of the multimeter.
The multimeter should indicate infinite resistance
(open circuit) only during the first half of the test. If
this check reveals that a diode is defective, replace
the entire rectifier.
RECTIFIER - CHECKING THE EXCITATION
DIODES
Check each excitation diode separately by proceeding as follows:
Connect a multimeter (2) in series on the excitation
diode module. Place the negative wire on terminal
L (1) and the other wire on the connection of each
excitation diode (3).
Note down the value of the resistance indicated by
the multimeter. Reverse the wires of the multimeter.
The multimeter should indicate infinite resistance
(open circuit) only during the first half of the test. If
this check reveals that a diode is defective, replace
the entire rectifier.
STATOR - CHECKING THE CONTINUITY OF THE
WINDING
Check each excitation diode separately by proceeding as follows:
Connect the wires of the ohmmeter (3) between
wires A, B and C (2). The resistance between each
of the wires must be low (0.1 W). If the resistance
is greater than this value, it indicates a possible
break in the winding, i.e. an open circuit. A lower
value (0.0. for example) indicates a short circuit in
the winding. If the result of this check is not satisfactory, replace the stator (1) and its casing.

STATOR -CHECKING THE INSULATION
Check the insulation of each winding with respect
to the alternator casing. There must not be any
continuity between the winding and the casing. If
the ohmmeter (2) indicates any value other than an
open circuit, replace the entire stator (1).
CHECKING THE ROTOR

Before checking the rotor components, inspect the
slip rings to make sure that they are in good condition.
Check that the slip rings are clean and smooth. If
necessary, clean them with a cloth soaked in gasoline. If the slip rings are burnt, scrape them with
very fine sandpaper (do not use emery cloth) and
wipe them.
NOTE: make sure that the sandpaper is sufficiently
fine in order to obtain a perfect finish of the slip ring
surfaces and avoid premature wear of the brushes.
If the slip rings are excessively worn, replace the rotor.
ROTOR - CHECKING THE CONTINUITY OF THE
FIELD WINDING
Connect an ohmmeter (3) between the two slip
rings (2). The resistance must be 2.6 ohms at
20 C (68 F).
If the resistance is incorrect, replace the rotor (1).
107
108
ROTOR - CHECKING THE INSULATION OF THE

FIELD WINDING
Using an ohmmeter (3), measure the resistance
between each slip ring (2) and the rotor terminals
(1). The resistance should always be infinite. If a resistance is not infinite, replace the rotor.

6.6
109
FAULT FINDING
PROBLEM
Not recharged
Recharge insufficient
Excessive recharge
CAUSE
ACTION
Recharge circuit cut out (warning

light, fuse, connector, etc.)
Check the connections of recharge

circuit, clean and tighten the
alternator and battery tags.
Voltage regulator inefficient
Replace the part.
Rotor winding cut out
Replace the part.
Worn brushes
Replace the part.
Slackened fan belt
Supply correct voltage.
Voltage regulator faulty
Replace the part.
Excessive wear of rotor rings or

brushes
Replace the part.
Diodes short-circuited
Replace the part.
Stator windings or rotor winding

short-circuited
Replace the part.
Circuit connections loosen
Check the connections of battery

terminals and tag blocks starter and
alternator.
Voltage regulator inefficient
Replace the part
Ground connection fault
Check connections for leakages.
110
7.
BATTERY
For the loader backhoe models two different kinds of installation are provided:
with a battery.
with two batteries (for harsh climates).
7.1
Single battery
Voltage: ........................................................................................................................................................12 V
Capacity (20 h):..........................................................................................................................................95 Ah
Discharge current:...................................................................................................................................... 900 A
Weight with electrolyte: ................................................................................................................... 25 kg (55 lb)
Double battery
Voltage: ........................................................................................................................................................12 V
Capacity (20 h):..........................................................................................................................................60 Ah
Discharge current:...................................................................................................................................... 600 A
Weight with electrolyte: ................................................................................................................... 17 kg (37 lb)
7.2
All models feature one or two 12 volt, negative

ground, maintenance free lead calcium (Pb-Ca)
type battery, of six cell construction.
IMPORTANT: Maintenance Free means that under normal charging conditions the battery does not
lose water from the electrolyte. Conditions that may
cause water loss include prolonged charging above
14.4 volts where gassing occurs as it approaches full
charge. This can be caused by a faulty charging system or boost/recovery charging equipment.
The battery has four major functions:
To provide a source of current for starting, lighting
and instrumentation.
To help control the voltage in the electrical system.
To furnish current when the electrical demands exceed the alternator output.
To support quiescent loads from radio and micro
processor memory.
The battery is constructed in such a manner that
each cell contains positive and negative plates
placed alternatively next to each other. Each positive
plate is separated from a negative plate by a non
conducting porous envelope separator. If any of the
positive plates should make contact with negative
plates within a cell, the cell will short circuit and suffer
irreparable damage. All of the positive plates are
welded to a bus-bar, forming a positive terminal and
all of the negative plates are welded to a similar busbar forming a negative terminal.
Each positive plate is composed of a lead grid with
lead peroxide pasted into the grid openings.

The negative plates are composed of a lead grid with
spongy lead pasted into the grid openings.
The plates are submerged in a liquid electrolyte solution of diluted sulphuric acid.
7.3
BATTERY REPLACEMENT
Use the starter switch key to open the battery box

and then remove the tool box.
WARNING
A spark or flame can cause the hydrogen in a battery
to explode. To prevent any risk of explosion, observe
the following instructions:
Place the battery master switch key in the OFF position (disconnected).
When disconnecting the battery cables, always disconnect the negative cable (-) first.
When reconnecting the battery cables, always connect the negative (-) cable last.
Never short-circuit the battery terminals with metal
objects.
Do not weld, grind or smoke near a battery.
WARNING
Batteries produce explosive gases. Keep away any
flame, spark or cigarettes. Always provide good ventilation when charging a battery or using a battery in
an enclosed space. Always protect your eyes when
working near a battery.
WARNING
Before carrying out any welding on the machine or
repair work on the electrical circuit, disconnect the
battery and disconnect the B+ and D+ wires on the
alternator. When reconnecting, check the wire markings.
WARNING
Always store batteries in a safe place, out of the
reach of children.
WARNING
Never touch the battery terminals with your hands.
This can induce a state of electrolysis and impair the
main organs of the body.
111
112
Remove the battery master switch support (6) without disconnect the battery cables.
Remove the terminal covers and disconnect the
cables, first from the negative terminal (1) then the
positive terminal (2).
Remove the nuts and washers (3), the clamping
bar (4) and the brackets (5) and remove the old battery.
Install the new battery.
Install the brackets (5), the clamping bar (4) and the
washers and nuts (3).
Clean the cables and the connecting terminals and
coat them with grease.
Connect the cables, first to the positive terminal (2),
then the negative terminal (1) and install the terminal covers.
Remove the battery master switch support (6).
WARNING
Never reverse the battery terminals. Connect the
positive cable to the positive terminal (+) and the
negative cable to the negative terminal (-).

7.4
113
MAINTENANCE
SPECIFIC GRAVITY
SERVICING
The specific gravity of the battery electrolyte indicates the state of charge.
Fully charged the specific gravity of the electrolyte is
1.280 minimum at 25 C (77 F).
Alternatively the approximate state of charge can be
measured by using an accurate digital volt meter (+/
-0.01 V) as follows:
Less than ................. 10.5 V Battery unserviceable*
Less than ....................... 11.8 V Battery discharged
Less than ......................12.3 V Battery 1/2 charged
Better than .................. 12.6 V Battery fully charged
* See note under tests for possible recovery of a
mildly sulphated battery.
Battery voltage to be taken with the battery unloaded and:
A. After the battery has rested unloaded for at least
4 hours.
B. If the vehicle has recently run or battery has recently been charged, switch on headlamps for 2
minutes.
When a battery discharges, sulphuric acid in the
electrolyte combines chemically with the plates and
this action lowers the specific gravity of the solution.
A battery hydrometer will determine the specific
gravity of the electrolyte in a cell and the amount of
unused sulphuric acid in the solution is a measure of
the degree of charge of that cell.
The lower the temperature at which a battery is required to operate, the more necessary it is that the
battery is maintained in a fully charged condition.
For example a battery with a low specific gravity of
1.225 at 27 C (80.6 F) will operate the starting motor at warm ambient temperatures but may not, due
to lower battery efficiency at a low temperature.
Table shows the effect of temperature on the efficiency of a typical battery.
Temperature
Efficiency of a fully
charged battery
temperature
25.0 C (77 F)
-4.5 C (23.9 F)
-24.0 C (-11.2 F)
-27.5 C (-17.5 F)
-31.0 C (-23.8 F)
-34.5 C (-30.1 F)
-37.5 C (-35.5 F)
100%
82%
64%
58%
50%
40%
33%
Maximum battery life will be obtained if the correct

care and periodic inspection is given. It is important
that output capacity should not be exceeded by constant and excessive overloading and that charging
requirements are maintained.
WARNING
Battery electrolyte causes severe burns. The battery contains sulphuric acid. Avoid any contact with
the skin, eyes or clothing.
Antidote:
EXTERNAL: rinse well with water, removing any
soiled clothing.
INTERNAL: avoid vomiting. Drink water to rinse
your mouth. Consult a doctor.
EYES: rinse abundantly with water for 15 minutes
and consult a doctor.
Battery terminal tightness check ... Every 250 hours
Electrolyte level inspection .......... Every 1000 hours
When servicing a battery the following steps should
be observed:
Maintain the electrolyte to the recommended level
of 6 mm (0.24 in) above the plates. If this is not observed the acid will reach a high concentration that
will damage the separators and impair the performance of the plates.
Use only distilled or de-mineralized water, do not
overfill and never use tap water or water from a
rain barrel or other source.
Always keep the battery at least 75% charged otherwise the plates will become sulphated and loss
of efficiency will result with possible damage from
freezing at low temperatures.
Avoid overcharging the battery as excessive
charging will create high internal heat that will
cause plate grid deterioration and produce water
loss.
When fast charging ensure the battery temperature does not exceed 50 C (122 F).
Do not add sulphuric acid to a cell unless the electrolyte has been lost through spilling. Before replenishing ensure the solution is at the correct
specific gravity. A slow charge is the only method
to be employed to fully charge a battery. A high
rate charger can be used to quickly boost the battery capacity but this must be followed by a slow
charge rate to bring the battery to full capacity.
114
DRY CHARGED
RECHARGING DEEPLY DISCHARGED
Remove the battery cell vent plugs.

Fill each cell to the recommended level with electrolyte of 1.260 specific gravity.
Dry charged batteries must be prepared for service
as follows:
The recommended method to recharge a maintenance free Pb-Ca battery is to use a constant voltage charger. For deeply discharged batteries a 48
hours charging period at 16 volts is recommended,
with current limitation, (47.5 A for 95 Ah).
This system is self regulating: high current is delivered at the beginning (when battery voltage is low),
lower and lower current is then absorbed when battery reaches full charge (and its voltage is high).
If only constant current chargers are available it is
recommended to use the current levels and times. If
the battery is only 50% discharged use one half of
the time listed (slow charge programs). For other
states of discharge reduce proportionally the time of
charge. Whenever possible use the slowest charge
program to increase the batterys life.
If when charging the battery, violent gassing or
spewing of electrolyte occurs, or the battery case
feels hot (50 C (122 F) or greater), reduce or temporarily halt charging to avoid damaging the battery.
NOTE: the electrolyte must be diluted sulphuric acid

preferably at a temperature of 21-32 C (69.889.6 F).
After filling, allow the battery to stand for 15 minutes then re-check the electrolyte level and top up
if necessary.
Charge the battery for 4 hours at a rate of 5-8 amperes and check that all cells are gassing freely.
Install the battery cell vent plugs.
CHARGING THE BATTERY
Before charging a battery:
Thoroughly clean the battery casing and cell covers with dilute ammonia or hot water and clean the
terminals.
Check the level of the electrolyte in each cell and,
if below plates, add distilled water to bring above
plate level.
NORMAL (TOP-UP) CHARGING
With a slow charger use a rate of 3 to 6 amperes
for the time necessary to bring the battery to full
charge. This may take 36 hours or more if the battery is heavily discharged. A severely sulphated
battery might not accept a charge. When the battery is fully charged the cells will gas freely and the
specific gravity will remain constant. Remove the
charger after three consecutive hydrometer readings taken at hourly intervals indicate that the specific gravity has stopped rising.
When using a fast or high rate of charge carefully
follow the manufacturers instructions. High rate
charging raises the temperature of the electrolyte
and unless the charger is equipped with an automatic time or temperature device, the electrolyte
temperature could exceed 50 C (122 F), which
may cause violent battery gassing and damage to
internal components.
Re-check the level of electrolyte in each cell and
add distilled water as necessary.
WARNING
When a battery is being charged an explosive gas is
produced. Do not smoke or use an exposed flame
when checking the electrolyte level and ensure the
charger is switched off before connecting or disconnecting to avoid sparks which could ignite the gas.

7.5
115
TESTS
Before commencing battery tests check the battery

for clogged vents, corrosion, raised vent plugs or a
cracked case.
Test equipment required:
Hydrometer.
Battery starter tester (High rate discharge tester).
Thermometer.
Battery Charger.
5. Should the corrected specific gravity be below

1.280, charge the battery and inspect the charging system to determine the cause of the low
battery charge.
NOTE: if distilled water has recently been added the
battery should be recharged for a short period otherwise accurate hydrometer readings will not be obtained.
SPECIFIC GRAVITY
This test will determine the state of battery charge.
1. With the float in the vertical position take the
reading.
2. Adjust the hydrometer reading for electrolyte
temperature variations by subtracting 4 points
(0.004 specific gravity) for every 5.5 C (41.9 F)
below the temperature at which the hydrometer
is calibrated and by adding 4 points (0.004 specific gravity) for every 5.5 C (41.9 F) above this
temperature.
The following examples are calculated using a hydrometer calibrated at 30 C (86 F).
Example 1:
Temperature below 30 C (86 F)
Electrolyte temperature ....................19 C (66.2 F)
Hydrometer reading ........................................1.270
Subtract (11.0 / 5.5) x 0.004 ...........................0.008
Corrected specific gravity................................1.262
Example 2:
Temperature above 30 C (86 F)
Electrolyte temperature .....................40 C (104 F)
Hydrometer reading ........................................1.220
Add (10.0 / 5.5) x 0.004 ..................................0.007
Corrected specific gravity................................1.227
3. Use the following table to determine the state of
charge.
State of
Charge
100%
75%
50%
25%
Discharged
Correcte Correcte
d specific d specific
gravity @ gravity @
15 C
25 C
(59 F)
(77 F)
1.295
1.253
1.217
1.177
1.137
1.287
1.246
1.210
1.170
1.130
Average
battery
voltage
If the battery has been charged under static conditions, denser electrolyte will accumulate at the bottom of the cells. The battery should be shaken
periodically to mix the electrolyte, this will improve
the charge rate and provide a more accurate hydrometer reading when tested.
PERFORMANCE TEST
The performance test is to determine if the battery
has adequate capacity to turn the engine. The voltage reading obtained is used to determine the battery condition. Prior to testing, ensure the electrolyte
level is correct and the open circuit voltage is 12.5 V
or more. The battery may be tested on or off the
loader backhoe.
1. Set the current control switch of the battery
starter tester (high rate discharge tester) to the
off position and the voltage selector switch
equal to, or slightly higher than, the rated battery
voltage. Connect the tester positive leads to the
battery positive terminal and the negative leads
to the negative battery terminal.
2. Turn the current control knob until the ammeter
reading is half the CCA rating of the battery and
take the voltage reading.
If the reading is 9.6 volts or more after 15 seconds,
the battery has an acceptable output capacity and
will readily accept a normal charge.
If however the reading is below 9.6 volts, the battery is considered unsatisfactory for service and
should be test charged as described below.
CAUTION
2.76
12.52
12.30
12.06
11.84
NOTE: specific gravity should not vary more than

0.025 points between cells.
4. If the specific gravity is 1.280 or more the battery
is fully charged and in good operating condition.
Do not leave the high discharge load on the battery

for periods longer than 15 seconds.
116
TEST CHARGING
COMMON CAUSES OF BATTERY FAILURES
This test is designed only for batteries that have

failed the previous capacity test.
1. Attach the battery starter (high rate discharge
tester) positive leads to the battery positive terminal and the negative leads to the battery negative terminal.
2. Connect the battery charger positive lead to the
battery positive terminal and the negative lead
to the battery negative terminal.
3. Turn the charger timer past a 3 minutes charge
indication and then back to the 3 minutes
mark.
4. Set the charging rate as close as possible to 40
amperes.
5. After 3 minutes at this fast charge take the voltmeter reading.
If the total voltage is over 15.5 volts the battery is
unsatisfactory and is probably sulphated or worn
out and should be replaced.
Internal open circuit.

Internal short circuit.
Loss of electrolyte.
Separation of active materials from grids.
Accumulation of sulphate crystals too large to disperse.
These failures are normally caused by the following:
Failure of inter cell components.
Excessive crystal growth may puncture the separators and cause short circuits.
Excessive over charging (charging system malfunction, boost/recovery techniques with high voltage, operation in very high temperatures).
Freezing of electrolyte. A fully charged battery
does not freeze until -65 C (-85 F).
A 50% charged battery freezes between -17 C
(1.4 F) and -27 C (-16.6 F).
Fully discharged electrolyte freezes at -3 C
(26.6 F) to -11 C (12.2 F).
Excessively high boost charging and gassing
will also cause separation of active materials
from the grids. Separation destroys the chemical function of the battery.
Crystal growth occurs whenever batteries are left
discharged. High temperatures and extended discharged periods increase this condition.
At room temperature after one week the battery is
unlikely to recover on the vehicle.
Recharge will require a higher constant voltage.
After 3 weeks the battery will have suffered permanent degradation and the procedure detailed previously for charging a Deeply Discharged battery
should be followed.
When fully charged, batteries have a long shelf life.
The lead calcium type battery self discharges at 3%
per month. This means that it will take 16 months to
lower to 50% charged. On the loader backhoe the
quiescent load is about 50 mA. To predict rundown
on a static vehicle this should be added as approximately 8 Ah per week.
It is worth stressing that when cranking, if a battery
starts to fade, it is beneficial to stop and allow two
minutes for the battery to recover. The recovery time
should be increased as the temperature decreases.
NOTE: a mildly sulphated battery can be recovered

by using a multiple battery type charger, with an
open circuit upper voltage limit of 50 volts. Owing to
the high resistance of a sulphated battery, it will primarily require a high voltage setting to overcome the
resistance of the sulphation initially there may be no
visible acceptance of the charge. After a few minutes of inactivity a small charge will be apparent, followed by a rapid increase in the charge rate. The
charge rate must not exceed 14.0 amperes or the
electrolyte temperature 50 C (122 F).
When the ampere rate has stablished, reset the
volts until the charge rate is a steady 5 amperes.
Continue at this rate until the electrolyte specific
gravity stops rising at approximately 1.275 - 1.280 at
20 C (68 F), this can take up to 48 hours of charging. Stand the battery for 24 hours and then conduct
the capacity test detailed previously.
If the total voltage is under 15.5 volts, test the specific gravity of each cell and re-charge the battery
to the following scale:
Specific Gravity
Fast charge up to:
1.150 or less
60 minutes
1.151 to 1.175
45 minutes
1.176 to 1.200
30 minutes
1.201 to 1.225
15 minutes
(Slow charge only)
NOTE: when battery problems are experienced the
fan belt tension and the complete charging system
should be checked.

7.6
CONNECTING A BOOSTER BATTERY
WARNING
When the electrolyte of a battery is frozen, it can explode if you attempt to charge the battery or if you try to
start the engine using a booster battery. Always keep
the battery charged to prevent the electrolyte freezing.
WARNING
Connecting jumper cables wrongly or short-circuiting
battery terminals can cause an accident. Connect
the jumper cables following the instructions in this
manual.
IMPORTANT: make sure that the voltage of the

booster batteries is the same as that of the machine
circuit (12 V).
Open the battery box and then remove the tool box.
Remove the terminal covers.
Connect the positive (+) jumper cable to the positive (+) terminal of the machines battery.
Connect the negative (-) jumper cable to one of the
fastening screws (1) of tank.
Start the engine.
First disconnect the negative (-) jumper cable, then
disconnect the positive (+) jumper cable from the
booster battery.
Install the terminal covers.
Install the tool box and close the battery box.
7.7
BATTERY MASTER SWITCH
The battery master switch is located into battery

compartment and is used to disconnect the electrical
system completely from the battery.
When the master switch has an inclination of 45,
the circuit is disconnected.
When the master switch is in vertical position, the
circuit is connected.
WARNING
The battery master switch must be switched off at
the end of each working day, for machine service or
for any operations on the electrical system. It acts as
an anti-theft device when the cab doors and windows are locked.
117
118
8.
COMPONENT TESTING
8.1
GENERAL INTRODUCTION
No special tools are required to remove or replace

electrical components.
Refer to the appropriate section of this Service Manual for overhaul procedures to cover the starter motor and alternator.
Fault finding of electrical systems should be carried
out in a logical and methodical fashion. A few minutes spent understanding the system and analysing
the symptoms can save considerable time.
An essential piece of equipment for checking electrical systems is a good quality multimeter with a high
impedance which can measure voltage, current and
resistance.
NOTE: labelling of connectors prior to disassembly
will greatly assist when reconnecting any harness.
Where it is necessary to clean the multiple connectors, a contact spray should be used.
IMPORTANT: DO NOT use a cleaner that contains
trichloroethylene which will dissolve the plastic connectors.
The wiring harnesses contain wires which are colour
coded for identification.
Each harness can be removed and replaced, but
certain precautions must be observed:
Disconnect or isolate the battery, negative terminal
first, prior to disconnection or removal of any wiring
harness.
Prior to removal, note the harness routing, clamping positions and terminal connections.
On replacement, be sure that the harness routing
is not in contact with sharp edges, the exhaust system or moving parts.
Check connections for wire colour matching.
Use a light coating of di-electrical grease on the
connector pins to prevent corrosion.
Be sure that all connectors are fully engaged and
no conductor is exposed.
Tape back unused connectors.
Be sure that ground connections are clean with
metal-to-metal contact. Use toothed lock washers
for good ground connections.
Be sure that fuses are of the specified rating.
Check the circuit current draw before connecting
power to the harness.
Check polarity of the battery before connecting
power to the harness.
When it is necessary to remove or partially disconnect a wiring harness, label each connector before
removal from its mating instrument.

8.2
119
COMPONENT TESTING
In general with the key start on there should be 12 V

found at the component connections.
Where 12 V is not present check fuses, relays and
wiring for breaks.
8.3
GROUND POINTS
NOTE: always ensure the ground points are clean

and functional. A poor ground will cause the electrics
to fail.
Ground point A - Starter motor (Engine harness)
Ground point A is also linked to ground point B.
Ground point B - Right hand console (front console harness)

This is also linked to ground points A, C, and D.
Ground point C - Rear of chassis (Chassis harness)

This is also linked to ground point E.
120
Ground point D - Fuse board

This is also a back-up ground point for Location E.
Ground point E - Top right hand B pillar (roof

harness)
Ground point F - Operatorseat light

8.4
KEY-START AND STOP SWITCH
NOTE: when the key-start/stop switch is turned to

the ON position the audible alarm will be activated
until the engine is started or the key returned to the
off position.
Key start
1. Not used
2. Off
3. Ignition ON
4. Engine start
CONTACTS
MAXIMUM
CURRENT
12 V
MAXIMUM
CURRENT
24 V
30 - 58
8A
4A
30 - 15/54
35 A
17.5 A
30 - 50a
70 A
18 A
40 A
5A
TIME
1 min
121
122
8.5

ALTERNATOR
This sends a square wave signal, the frequency of

which varies between 142.52 855 Hz (480 - 3060 rpm)
to the instrument panel.
With the engine running, the warning light should go
out. If not, disconnect the wire connected to the terminal D+ (pink wire).
When D+ is not connected and the warning light
goes out, there is a fault with the alternator. If it does
not go out, then check the bulb and the wiring loom.
8.6
TRANSMISSIONS
POWERSHUTTLE DISCONNECT - X23 / X28

Energizes the transmission dump solenoid at 12 V.
Test procedure
Continuity should be found between pin 1 and pin 2
when switch is operated.
POWERSHIFT EGS CONNECTOR

The EGS receives input from the FWD Switch,
brakes, switches, transmission disconnect switch,
temperature sensor and speed sensor. The EGS
also sends signals to the transmission control valve.
For input and output tests to check correct operation
of the EGS, refer to Section 21.
Test procedure
Test procedure of the speed sensor refer to the next
page.
123
POWERSHIFT CONTROL VALVE

The control valve receives signals switching ON or
OFF the solenoids allowing the desired gears to be
selected. A variable current solenoid receives a reducing signal from the EGS controlling modulator.
The control valve is fitted with a combined temperature and speed sensor which sends signals back to
the EGS.
Test procedure
Test between pin indicated in the left hand column
and either pin H or M as detailed in the table below.
DESCRIPTION
Pin
No.
27.5
27.5
27.5
27.5
27.5
27.5
14
31
*A
B
C
D
E
F
G
K
L
M
Speed sensor plus output 24

Forward Lo/Hi solenoid
Forward/neutral solenoid
Range 1/2 solenoid
FWD solenoid
Reverse neutral solenoid
Direction modulation solenoid
Transmission temperature out ground
Control valve common plus
124
POWERSHIFT SPEED SENSOR TEST

Disconnect from control valve and fit the 12 pin connector from special tool.
Connect the power socket into the 12 V power socket. Install the probes from a multimeter into the tool.
Raise the unit off the ground and observe voltage
(V1). Turn the rear wheel which in turn rotates the
transmission output shaft, observe the second voltage (V2).
Test procedure
Pin
No.
V1
V2
0.6 - 0.8
1.3 - 1.5
The special tool connects to pin A speed sensor plus

output, and pin J speed sensor/temperature sensor
ground.
Description
A Speed sensor +
B FWD request
C Disconnect request input
D Speedometer output
E Diagnostic link input
F Analogue Input 1
G Analogue Input 0
H J
K PWM solenoid supply
L Solenoid 3
M PWM 1
N Range solenoid 27
P Forward solenoid
R Solenoid 2
S Solenoid 1
T VCS
U Ground
V Battery +
125
POWERSHIFT EGS OVERRIDE

In situations where a MANUAL gear change (up or
downshift) is required the powershift auto change
can be overridden by selection of this console
mounted switch.
Test procedure
Continuity should be found between pin 1 and pin 2
when switch is operated.
OIL PRESSURE SWITCH - POWERSHIFT

Energized at 12 V if the transmission pressure is to
low, the warning lamp will flash.
Test procedure
The voltage measured between pin 1 and pin 2
should be 12 V.
With Transmission oil pressure continuity should be
found.
Pin
No.
Sender
12 V
Resistance
at low pressure 0.3
126
OIL PRESSURE SWITCH - POWERSHUTTLE

If the transmission pressure is to low, the warning
lamp to flash.
Test procedure
The voltage measured between pin 1 and pin 2
should be 12 V.
With Transmission oil pressure continuity should be
found.
Pin
No.
Sender
12 V
Resistance
at low pressure 0.3
8.7
PARKING BRAKE SWITCH
When the handbrake has been applied, the switch

will be closed and the warning lamp is illuminated.
An alarm / klaxon will sound if the handbrake is on
with the transmission shuttle lever applied.
Test procedure
Brake engaged:
switch closed warning light illuminated.
Brake disengaged:
switch open warning light off.

8.8
127
CAB
FRONT INSTRUMENT PANEL

The front instrument panel is sent signals from the
brake oil level sender, transmission speed sensor,
light switch and indicator switch.
At the rear of the panels are connectors that are attached to the vehicle harness system.
These connectors and functions are listed on the following pages.
SIDE INSTRUMENT PANEL

Receives signal from sensors to display, hours, engine RPM, oil pressure, fuel level and signals to
warning and indicator lights.
FRONT PANEL CONNECTOR - CONNECTOR AMPERE 070 12 VIE POWERSHUTTLE

Pin functions and test procedure
Listed below are the pin numbers, warning lights,
and gauges.
1. 12 V key start
2. Ground:
check continuity
3. Tachometer:
Signal from W output of the alternator
4. Dipped beam:
green warning light illuminates at 12 V with multi
function light switch on
5. Main beam -blue warning light illuminates at
12 V with multi function switch on
6. 12 V and instrument backlighting
7. Not used
8. Not used
9. Not used
10. Not used
11. Direction indicators:
green warning light illuminates at 12 V with light
switch on
12. Brake oil level:
red warning light when the input is connected to
ground with Ignition on 12 V
128
SIDE PANEL
Calibrations
GAGE TYPE
FUEL LEVEL
LOW FUEL LAMP

TACHOMETER
COOLANT
TEMPERATURE
VOLT
TRANSMISSION
TEMPERATURE
Connectors
INPUT
READING
TOLERANCE
320 OHMS
+0/-2
185 OHMS
3 (Ref)
6.5 OHMS
+4/-0
193 OHMS
ON
5 OHMS
185 OHMS
OFF
5 OHMS
Can message
0-3000 RPM
50 RPM
Can message
3 C (37.4 F)
Can message
2 C (35.6 F)
Can message
3 C (37.4 F)
11 V
3 C (37.4 F)
16 V
3 C (37.4 F)
385 OHMS
3 C (37.4 F)
149 OHMS
2 C (35.6 F)
112 OHMS
3 C (37.4 F)
129
CN1
PIN
FUNCTION
NOTE
Not used
Key on power
Wake up
In gear input
Digital input
Driving lights
Digital input
Front work lights
Digital input
Rear work lights
Digital input
Not used
Not used
Not used
10
Air conditioning system pressure
Digital input
11
Display input switch
Digital input
12
Enter input switch
Digital input
13
Up input switch
Digital input
14
Down input switch
Digital input
15
Cranking
Digital input
16
Digital input
17
Not used
18
Park brake
19
Not used
20
Idle validation switch
Digital input
21
One touch deceleration
Digital input
22
Not used
23
Not used
24
Not used
25
Transmission oil pressure
26
Not used
Digital input
Digital input
130
CN2
PIN
FUNCTION
NOTE
Keep alive power
Need to fuse at 1 ampere without disconnect
Not used
Can bus input
Twisted pair, with 120 OHM terminator
Can bus input
Twisted pair, with 120 OHM terminator
Not used
Audible alarm buzzer
Floyd bell under 80 mA
Starter interlock
40 OHM relay = 300 mA
Not used
Not used
10
Not used
11
Not used
12
Not used
13
Fuel level gauge
Variable resistance
14
Transmission temperature
Thermistor
15
Not used
16
Foot accelerator
0.5-4.5 volts
17
Hand accelerator
0.5-4.5 volts
18
Foot accelerator
Output monitored for diagnostics
19
Hand accelerator
Output monitored for diagnostics
20
Foot accelerator
21
Hand accelerator
22
Not used
23
Not used
24
25
Not used
26
Ground
Low alternator output signals fault
Digital input
131
FRONT PANEL CONNECTOR - CONNECTOR AMPERE 070 12 VIE POWERSHIFT

Pin functions and test procedure
Listed below are the pin numbers, warning lights,
and gauges.
1. 12 volt key start
2. Ground:
check continuity
3. Tachometer:
signal from W output of the alternator
4. Dipped beam:
green warning light illuminates at 12 V with multi
function light switch on
5. Main beam - Blue warning light illuminates at
12 V with multi function switch on
6. 12 V and instrument backlighting
7. Not used
8. 4WS - Green warning light four wheel input. With
Ignition ON and 4WS selected 0.5 V should be
indicated. With 2WS or crab steer selected 0 V
should be indicated
9. Crab steer - Green warning light
10. 2WS - Green warning light 2WS input. With Ignition ON and 2WS selected 1.5 V should be indicated. With 4WS or crab steer selected 12 V
should be indicated
11. Direction indicators:
green warning light illuminates at 12 V with light
switch on
12. Brake oil level:
red warning light when the input is connected to
ground with ignition on 12 V
132
8.9

4WD SWITCH
8.10 BRAKE PEDAL SWITCHES

Test procedure
Continuity:
Brakes not applied: no continuity.
Brakes applied: continuity, between the two centre
pins of each switch.
Both brake pedals must be applied to allow 12 V to
relay.
Voltage:
Left switch:
White / red wire
Red wire
Right switch:
Red wire
Red - Black wire
12 V continuous with ignition ON

12 V pedal depressed
0 V pedal released
0 V pedal released
0 V pedal released
133
8.11 BRAKE OIL LEVEL SWITCH

When the switch is activated due to low oil level this
sends a signal to the instrument cluster to illuminate
the low brake fluid level warning lamp.
Test procedure:
Continuity:
With the fluid level correct there should be no continuity through the switch. Continuity should be seen
when the level is low or the test button pushed.
Voltage:
With the Ignition ON there should be 12 V at the
Red/Black terminal.
8.12 FRONT WORK LAMP SWITCH (1) REAR WORK LAMP SWITCH (2) MAIN
LIGHT SWITCH
12 V should be found at the switch only after main
light switch is on and key start activated.
Test procedure
(Switch Off)
Continuity should not be found between any pins.
(Switch On)
Continuity should be found between pins 1 and 3
and 2 and 8.
134
8.13 HAZARD SWITCH

12 V should be found at this switch at all times regardless of key start position.
Test procedure
Pin No.
Switch OFF
Switch ON
to pin 4
to pins 5/6/7
to pin 1
to pins 2/3/6/7
to pins 2/3/5/7
to pins 2/3/5
8.14 FLASHER MODULE

Operational at all times in conjunction with the hazard switch.
Continuity
Hazard / Indicator
Pin
No.
Switch OFF
Switch ON
CL
12 V
12 V
12 V - 0 V - 12 V - 0 V
31
12 V - 0 V - 12 V - 0 V
PR
135
8.15 MULTI FUNCTION SWITCH

Switch Continuity
Pin
No.
1
2
3
4
5
6
7
8
9
10
11
12
All
switc
hes
OFF
Windscreen
washer
Indicator
Left
Right
Beam
Low
Wiper
High
On
pin 7
pin 5
pin 4
pin 4
pin 3
pin 8
pin 2
pin 8
pin 7
pin 6
pin 11
pin 11
pin 9 pin 10
8.16 FRONT WIPER MOTOR (1) - REAR

WIPER MOTOR - (2)
Energized at key start at 12 V.
Test procedure
Pin No.
Continuity
pin 3
pin 5 2
Continuity
pin 5 2
-
136
8.17 4WS -STEERING SELECTOR SWITCH

At key start 12 V should be found at the switch and
is directed to the steering sensors when a switch selection is made.
Test procedure
With ignition ON
Pin
2WS
4WS
CRAB
12 V
12 V
12 V
12 V
12 V
137
8.18 STEERING CONTROL UNIT

The steering control unit controls the different steering functions that can be selected from the switch.
When changing steering mode, the light for the current mode is extinguished and the light for the new
mode starts to flash. When movement of the steering wheel is detected, the light for the new mode remains steady.
Connector pin out description

12 pin connector - X95:
Pin
Function
Signal
Crab steering warning light
Buzzer configuration
Front alignment sensor input
+12
Crab steering control
+12
Buzzer output
Rod iron steering control
+12
Control unit supply
+12
Ground
Speed sensor input
10
Rear alignment sensor input
11
2WS warning light
12
4WS warning light
+12
8 pin connector - X96:

Pin
Function
Signal
EV2A output
+12
EV2B output
+12
EV3A output
+12
Ground
Front sensor supply output
+12
Rear sensor supply output
+12
Available optional output
+12
EV3B output
+12
138
Solenoid valve operation

Crab/4WS > 2WS
When the rear axle sensor detects alignment of its
axis, the control unit de-energizes the active steering solenoid valves and activates the solenoid
valves for 2WS.
2WS > Crab/4WS
When the rear axle sensor detects bridge alignment, all the solenoid valves for 2WS are de-activated and the solenoid valves for the selected mode
are energized.
Crab > 4WS and 4WS > Crab
When the rear axle sensor detects alignment the
2WS temporarily activates (energizing the corresponding solenoid valves) until, after overcoming
the condition of rear bridge alignment, the desired
steering type activates when, by reversing the steering swing direction, the rear axle sensor detects
alignment.
Solenoid valve failure
The operation condition of any solenoid valve output
is tested each time the selected steering requires its
supply. Even when only one solenoid valve output is
short circuited or open, the control unit provides to
cut the supply to all the solenoid valves by means of
the self protection (the control unit is locked) and to
signal this condition (short - or open - circuit) by
means of the three warning lights relative to steering
flashing at the same time. Once the solenoid valve
causing the failure has been de-energized or the
correct operation has been reset.
Buzzer operation
Buzzer operation depends on setting of pin 2 of the
12 way connector:
Pin 2 not connected (North America only). If 12 km/h
(7.45 mph) is exceeded in crab mode, the buzzer
sounds.
Pin 2 grounded (Outside of N/America). If 12 km/h
(7.45 mph) is exceeded in crab or 4WS mode, the
buzzer sounds.
Buzzer operation is intermittent, 250 ms on and
250 ms off.
The control unit is set at 9 km/h (5.59 mph); steering
mode change is not possible when this speed is exceeded.
Solenoid valve output
Solenoid
2WS
4WS
EVA2
CRAB
X
EVA3
EVB2
EVB3
Speed pulses
Speed pulses are drawn from EGS-CLARK control
unit. Output reference values of clark transmission
are;
7 Hz for 1 km (0.62 miles)
values in volts -8 and +8.
The speed calculation has been determined with a
tyre having a circumference of 4.165 m (13,66 ft).
Steering type storage
The steering type is stored in a non-volatile memory
each time the machine is turned off. This information
is therefore stored for an indefinite time even with
the supply cut off.
Start-up and axle recovery
The control units are supplied with a storage of the
last steering selected at two wheels. With this steering type selected, it is always possible to recover the
axle alignment; short-circuit the sensor or front and
rear axles, supply the machine (with the switch in 2
wheel position) and select the type of 4WS enabling
the bridge alignment.
139
8.19 4WS REAR AXLE STEERING SENSOR

is directed to the steering sensor when the switch
selection is made.
TEST PROCEDURE - X98

Pin
2WS
4WS
CRAB
12 V
12 V
12 V
8.20 4WS FRONT AXLE STEERING

SENSOR
is directed to the steering sensor when a switch selection is made.
TEST PROCEDURE - X97

Pin
2WS
4WS
CRAB
12 V
12 V
12 V
140
8.21 STEERING SOLENOIDS

Energized at 12 V but governed by the steering processor.
Solenoid connections, viewed from the top. Arrow

denotes front of loader backhoe.
Solenoid
2WS
4WS
CRAB
EVA2
0V
0V
12 V
EVA3
0V
12 V
12 V
EVB2
12 V
12 V
0V
EVB3
12 V
0V
0V
TEST PROCEDURE
Pin No.
Solenoid
0V
Resistance
5.0

TEST PROCEDURE
Pin No.
Solenoid
0V
Resistance
5.0

141
8.22 DIFFERENTIAL LOCK SWITCH (1)

At key start the spring loaded switch has 12 V and
when operated energizes the differential solenoid
valve.
Test procedure
(Switch Off)
Continuity should not be found between any pins
(Switch On).
Continuity should be found between pins 1 and 5.

TEST PROCEDURE
Pin No.
Solenoid
0V
Resistance
5.0
142
8.23 LOADER
GLIDE RIDE CONTROL
Designed to reduce loader bounce when travelling
with an unladen bucket.
WARNING
If the machine is raised using the loader bucket do
not operate the glide switch ensure it is switched
OFF.
If the switch is ON, upon engine start up the vehicle
will fall to the ground without any control.
Test procedure
(Switch Off)
(Switch On)

TEST PROCEDURE
Pin No.
Solenoid
0V
Resistance
5.0
143
LOADER LOCK VALVE (1)

The loader lock when actuated is designed to prevent movement of the front loader during road travel.
Continuity should be found between pin 1 and 3.
Test procedure
Pin No.
Solenoid
0V
Resistance
5.0
DOUBLE DELIVERY CONNECTION (1)

Auxiliary hydraulic line for external tool operation.
144
Test procedure
(Switch off)
(Switch on)

TEST PROCEDURE - EV1

Pin No.
Solenoid
0V
Resistance
5.0
8.24 BACKHOE
SIDESHIFT LOCK SWITCH
At key start switch should have 12 V to release/engage sideshift clamps.
Test procedure
(Switch Off)
Continuity should not be found between any pins
(Switch On).

145
SIDESHIFT LOCK SOLENOID LINK TEST

PROCEDURE
Pin No.
Solenoid
12 V
Resistance
9.7
BOOM LOCK SWITCH (1)

At key start switch should have 12 V for operation of
the boom lock.
Test procedure
(Switch Off) - X25
(Switch On)

BOOM LOCK SOLENOID - EV5

Pin No.
Solenoid
12 V
Resistance
7.5
146
BACKHOE HAMMER SWITCH

At key start the foot switch should have 12 V for operation of an attachment.
When switch is operated 12 V should be found at pin

2.
BACKHOE HAMMER SOLENOID

Pin No.
Solenoid
12 V
Resistance
7.5
147
HAND HAMMER SWITCH (1)

At key start 12 V should be found at the switch for
operation of a hammer.
When the switch is operated 12 V should be found

at pin 1.
HAND HAMMER SOLENOID VALVE

Pin No.
Solenoid
12 V
Resistance
7.5
148
QUICK HITCH -BUCKET/TOOLS (1)

An accessory for attachment of buckets and tools
activated at 12 V.

5.
QUICK HITCH SOLENOID

Positioned on the backhoe chassis.

1.
Solenoid resistance should be 9.7
149
8.25 REVERSING BUZZER

Activated by 12 V at key start when reverse gear is
selected.
With reverse selected 12 V should be found at pin

connector.
Resistance of the buzzer 162
8.26 FUEL LEVEL SENDER

The signal from the fuel sender potentiometer determining the fuel level displayed on the instrument
cluster gauge.
Test procedure
Approximate resistance:
Gauge indication
Sensor resistance
Full
Half
129
Empty
333

150
NOTE:
B110
B115
SECTION 82 - LOADER
1. LOADER ATTACHMENT CONTROLS......................................................................................................... 4
2. LOADER BUCKET SELF LEVELING ........................................................................................................... 7
3. LOADER ATTACHMENT SAFETY STRUT................................................................................................ 10
4. LOADER BUCKET REMOVAL ................................................................................................................... 12
5. LOADER REMOVAL (2WS) ....................................................................................................................... 15
6. LOADER REMOVAL (4WS) ....................................................................................................................... 17
SECTION 82 - LOADER
SECTION 82 - LOADER
The loader assy consists essentially of an arm hinged to the loader backhoe chassis, on which is installed a
linkage moving the bucket frontally.
Two kinds of loader arm are provided:
loader arm (2WS);
loader arm (4WS).
1.
SECTION 82 - LOADER
LOADER ATTACHMENT CONTROLS
WITH STANDARD LOADER BUCKET

Located on the right of the steering wheel, this nine
position lever operates all the loader attachment
controls. The speed of movement of each control depends on the tilting angle of the lever. In the intermediate position, two movements can be obtained
simultaneously.
WITH 4x1 LOADER BUCKET
The function of the lever is identical to that of the machine fitted with the standard loader bucket, with the
addition of the clam control.
LOADER CONTROLS, NEUTRAL AND HOLD
When in the neutral/hold position (0) the attachment
movement can be stopped. As soon as the lever is
released, it automatically returns to the neutral position (0) and the attachment remains in the position
where was when movement stopped.
RAISING THE LOADER ATTACHMENT
With the lever in position (1), the attachment rises.
LOWERING THE LOADER ATTACHMENT

With the lever in position (2), the attachment lowers.
SECTION 82 - LOADER
LOADER BUCKET FLOAT CONTROL
With the lever in position (3), the bucket follows the
contours of the ground without it being necessary to
operate the lever.
NOTE: in this position the lever does not automatically return to neutral when it is released. It is necessary to move it manually.
FILLING THE LOADER BUCKET

With the lever in position (4), the bucket rolls back
(fills).
DUMPING THE LOADER BUCKET

With the lever in position (5), the bucket rolls forward
(dumps).
LOADER ATTACHMENT AUTOMATIC RETURN

TO DIG
With the lever in position (6), the attachment lowers
and simultaneously the loader bucket places itself in
the digging position.
NOTE: it is possible to adjust the tilt angle for bucket
dig.
SECTION 82 - LOADER
4x1 LOADER BUCKET CLAM CONTROL (if

fitted)
This control operates the opening and closing of the
4x1 loader bucket clam.
This control is proportional:
When releasing the switch (7), this returns automatically in the initial position (neutral) and the loader
bucket remains positioned in the place where the
motion has ceased.
It is possible to lock the roller into detent by moving
the roller to the full forward (raised) position. To release the detent, press on the lower portion of the
roller as your return it to the neutral position.
When shifting the switch (7) forward: the loader
bucket clam closes (A).
When shifting the switch (7) backward: the loader
bucket clam opens (B).
SECTION 82 - LOADER
2.
LOADER BUCKET SELF LEVELING
The self leveling linkage mounted on the right hand

loader arm and chassis automatically controls the
angle of the loader bucket during the raising cycle of
the lift arms to maintain a constant bucket level.
There is no self leveling during lowering.
Self leveling begins at the point where the tube (2) on
the loader arm contacts the washer on the bell crank
(1) and lifts the vertical linkage rod (3).
The linkage then moves the bucket control valve into
the roll out position to level the bucket.
AUTOMATIC SELF LEVELING CONTROL
ADJUSTMENT
Disconnect the vertical linkage (3) at the lower bell
crank.
Raise loader arms so that the bottom pin is 800 mm
(31.5 in) above the ground and fully roll back the
bucket.
Rotate the bell crank (1) till it touches the tube (2)
on the loader arm. Make sure the lower bell crank
arm is directing upwards.
Adjust the length of the vertical rod (3) so that when
re-connected, the end of the loader arm tube remains in contact with the bell crank.
Securely tighten locknuts on vertical rod.
SECTION 82 - LOADER
2WS
Return to dig is an electrically activated feature
which enables the operator to automatically return
the bucket to a level digging position for a further
work cycle with one simple movement of the loader
control lever (3).
Whenever the bucket is rolled forward to dump the
return to dig electrical circuit is completed and the solenoid on the bucket spool is energized.
When the loader bucket control lever (3) is moved diagonally left to the return to dig position (2) the electromagnet will hold the bucket spool in the roll back
position until the bucket is in the level digging position at which time the indicator on the rod of the bucket self leveling linkage will pass in front of the sensor
which de-energizes the electromagnet on the bucket
spool enabling the spool to return to the neutral position.
RETURN TO DIG SENSOR ADJUSTMENT

The return to dig system consists of an electromagnet mounted on the bucket spool, a sensor (1)
mounted on top of the loader arm and a pointer attached to the tube of the bucket self leveling linkage.
Place the bucket on the ground in the preferred digging position.
Adjust the position of the sensor such that when the
bucket is in digging position and loader arms are
lowered, half (50%) of the sensor face is obscured
by the self leveling linkage pointer.
Ensure the face of the sensor (1) is 3-6 mm (0.120.24 in) from the pointer (2) on the self leveling linkage.
As a visual aid for the operator, while seated in the
cab, the pointer mounted on the loader arm can be
seen to align with the pointer on the self leveling linkage, when the loader arms are lowered and the
bucket is in the level digging position.
SECTION 82 - LOADER
4WS
Return to dig is an electrically activated feature
which enables the operator to automatically return
the bucket to a level digging position for a further
work cycle with one simple movement of the loader
control lever (3).
Whenever the bucket is rolled forward to dump the
return to dig electrical circuit is completed and the solenoid on the bucket spool is energized.
When the loader bucket control lever (3) is moved diagonally left to the return to dig position (2) the electromagnet will hold the bucket spool in the roll back
position until the bucket is in the level digging position at which time the indicator on the rod of the bucket linkage will pass in front of the sensor which deenergizes the electromagnet on the bucket spool enabling the spool to return to the neutral position.
RETURN TO DIG SENSOR ADJUSTMENT

The return to dig system consists of an electromagnet mounted on the loader bucket control valve
spool, a sensor (1) mounted on top of the loader arm
and a pointer attached to the tube of the bucket self
leveling linkage.
Place the bucket on the ground in the preferred digging position.
Check the dimensions of 88.5 mm (3.48 in) and
7.5 mm (0.29 in) are maintained as shown.
Ensure the face of the sensor (1) is 6 mm (0.24 in)
from the rod (2).
As a visual aid for the operator, while seated in the
cab, the pointer mounted on the loader arm can be
seen to align with the pointer on the return to dig linkage, when the loader arms are lowered and the
bucket is in the level digging position.
10
3.
SECTION 82 - LOADER
LOADER ATTACHMENT SAFETY STRUT
LOADER ATTACHMENT SAFETY STRUT (2WS)

Located on the left-hand side of the loader attachment, this safety strut enables the loader attachment
to be locked in the raised position in case of defects
in the system.
LOCKED POSITION
Raise the loader attachment completely, stop the engine and remove the starter switch key.
Remove the retaining pin and split pin.
Place the strut on the cylinder rod and install the pin
and split pin in the holes in the strut.
UNLOCKED POSITION
Remove the retaining pin and split pin.
Swing the strut against the lift arm and install the pin
and split pin in the holes in the strut and the retaining
lug.
Start the engine and lower the loader attachment.
LOADER ATTACHMENT SAFETY STRUT (4WS)
Located on the left-hand side of the loader attachment, this safety strut enables the loader attachment
to be locked in the raised position in case of defects
in the system.
SECTION 82 - LOADER
LOCKED POSITION
Raise the loader attachment completely, stop the engine and remove the starter switch key.
Remove the pins and the safety strut from the loader
arm. Put the pins back in place.
Place the strut on the cylinder rod and install the retaining strap.
UNLOCKED POSITION
Remove the strut from the cylinder rod.
Install the safety strut with the pins on the loader arm.
Start the engine and lower the loader attachment.
11
12
4.
SECTION 82 - LOADER
LOADER BUCKET REMOVAL
REPLACING A LOADER BUCKET (2WS)

REMOVAL
Park the machine on flat, level ground.
Lower the bucket to the ground in dump position (tilted completely forward).
Stop the engine and remove the starter switch key.
If the machine is fitted with a 4x1 bucket, release the
pressure in the bucket circuit.
Remove the linkage pin retaining bolts and then remove the linkage pins (1).
(4x1 bucket) disconnect and plug the hydraulic supply lines.
Start the engine.
Operate the attachment controls so as to release the
bucket.
Reverse the machine from the bucket.
INSTALLATION
Make sure all bushings are completely clean.
Remove any dirt or foreign matter, if necessary.
Start the engine.
Use the attachment controls to engage the attachment between the bucket lugs.
Install the arm/bucket linkage pins (1) and then install the linkage pin retaining bolts.
Use the bucket controls to align the connecting rod
holes with the bucket lugs.
(4x1 bucket) release the pressure in the bucket circuit.
Install the connecting rod/bucket linkage pins (1) and
then install the linkage pin retaining bolts.
(4x1 bucket) remove the plugs and reconnect the hydraulic supply lines.
SECTION 82 - LOADER
REPLACING A LOADER BUCKET (4WS)
REMOVAL
Park the machine on flat, level ground.
Lower the bucket to the ground in dump position (tilted completely forward).
If the machine is fitted with a 4x1 bucket, release the
pressure in the bucket circuit.
Remove the snap rings and retaining pins and then
drive out the linkage pins (1).
(4x1 bucket) disconnect and plug the hydraulic supply lines.
Start the engine.
Operate the attachment controls so as to release the
bucket.
Reverse the machine from the bucket.
INSTALLATION
Make sure all bushings are completely clean.
Remove any dirt or foreign matter, if necessary.
Start the engine.
Use the attachment controls to engage the attachment between the bucket lugs.
Install the arm/bucket linkage pins (1) and then install the retaining pins and snap rings.
Use the bucket controls to align the connecting rod
holes with the bucket lugs.
(4x1 bucket) release the pressure in the bucket circuit.
Install the connecting rod/bucket linkage pins (1) and
then install the retaining pins and snap rings.
(4x1 bucket) remove the plugs and reconnect the hydraulic supply lines.
13
14
SECTION 82 - LOADER
INSTALLATION LOADER BUCKET WITH MECHANICAL QUICK COUPLER

It is possible to install a mechanical quick coupler (1)
for the loader bucket on the loader arms, using the
standard mounting pins (2).
Make sure the bucket to be installed is in a safe area,
on flat, level ground and with the upper pins in place.
Use the control lever (dumping position) to bring the
quick coupler hooks over the bucket pins (3).
Use the control lever (digging position) to swing the
bucket down onto the lower part of the quick coupler.
Install the pins (4) and retaining hardware.
IMPORTANT: make sure the loader bucket is correctly installed with all its pins and locking rings before using the loader.
SECTION 82 - LOADER
5.
LOADER REMOVAL (2WS)
Remove the loader bucket (see procedure described

previously).
Disconnect the self leveling linkage rod (3) from the
bell crank (1).
Strap the linkage rod (2) to loader arm.
Disconnect the loader lift cylinder rod end retaining

pin (4).
Lower the lift cylinder onto the chassis. Disconnect
and cap hoses to bucket cylinder and 4x1 bucket
pipework where fitted.
IMPORTANT: examine pipework to ensure that any
clamps securing the hoses to the loader arms have
also been released.
Support the loader using a suitable sling.
Install the loader pivot bolt retainer 380000723.
15
16
SECTION 82 - LOADER
Using heavy duty socket remove the pivot bolt.
Ensure loader is properly supported and remove the

bar (5).
Remove the loader from the machine.
INSTALLATION
Installation follows removal procedure in reverse.
When installing the retaining bolts tighten them to
500 Nm (368.7 lbfft).
SECTION 82 - LOADER
6.
LOADER REMOVAL (4WS)
Remove loader bucket (see procedure described

previously).
Fully retract bucket cylinders and raise arm until lift
cylinder pivots can be seen above engine guard.
Place a suitable stand under the end of the arm to
take the weight.
Switch off the engine and relieve hydraulic pressure.
Remove the safety rings (2) and the pins and then
drive out the pins (1). Lower the lift cylinders carefully
onto the chassis.
Remove the snap rings (3) and drive out the pins (4).
Lower the arms onto the lift cylinders.
Disconnect and cap the lift cylinder hoses (5) at the

top of the loader arm on each side of the machine
and disconnect the return to dig sensor cable (7) on
the right hand side. If the 4x1 bucket is fitted disconnect and cap hose (6) on each side of the loader.
17
18
SECTION 82 - LOADER
Support the loader using a suitable sling.
Remove the safety ring and pins and then pull out the
pin (8).
Remove the loader from the machine.
INSTALLATION
Installation follows removal procedure in reverse.
B110
B115
2. BACKHOE ATTACHMENT MECHANICAL CONTROL VERSION .............................................................. 6
3. BACKHOE ATTACHMENT HYDRAULIC CONTROLS VERSION ............................................................. 14
4. REMOVAL AND INSTALLATION ............................................................................................................... 16
5. TELESCOPIC DIPPER REVISION............................................................................................................. 26
1.
Loader backhoes are available with a centre pivot or

sideshift backhoe assembly.
On centre pivot machines the backhoe pivots on a
fixed central point at the rear of the machine.
Independently operated stabilizers are attached to
the base of the chassis and pivot about an arc to
raise or lower each side of the machine.
On sideshift machines the backhoe is attached to a

carriage hydraulically clamped to the machine frame.
This allows the operator to repositioning the carriage
on the frame and adjust the pivot point on the backhoe to suit operating conditions.
The machine is raised using two vertical stabilisers
attached to each side of the machine.
Each stabilizer is independently operated using:

levers (1) and (2) on loader backhoe control models mechanical;
control levers (3) and (4) on loader backhoe hydraulic pilot control models.
The backhoe is locked in position during transportation using a hydraulically and mechanically operated
lock (5).
The lock is operated by the lever (6) or the switch (7).
The backhoe on the mechanical control models is

controlled using two main control levers.
Three types of control pattern for 2 levers (8) and (9)
systems are available as shown on the following
pages. A four levers dealer installed system is also
available as a Dealer installed accessory.
The backhoe on the hydraulic control models is controlled using two rear hydraulic control levers (10)
and (11).
Machines may be fitted with an optional telescopic
dipper which can be operated simultaneously with
other boom, dipper and bucket movements.
The telescopic dipper on mechanical control models

is controlled using a foot (12) operated pedal at the
rear of the cab.
The telescopic dipper on pilot control modes, is controlled using the two buttons (13) and (14) on the left
hydraulic control levers.
2.
BACKHOE ATTACHMENT MECHANICAL CONTROL VERSION
For backhoe attachment control configurations exist:

standard configuration;
ISO configuration;
four levers pattern configuration;
cross-pattern configuration.
The operating pattern of the control levers is different.
STANDARD CONFIGURATION
Backhoe boom and backhoe attachment swing lefthand control lever
This lever has five positions:
Position (0): neutral/hold. This position enables the
attachment movement to be stopped. As soon as the
lever is released, it automatically returns to the neutral position (0) and the attachment remains in the
position where it was when movement stopped.
Position (A): the backhoe boom lowers.
Position (B): the backhoe boom rises.
Position (C): the backhoe attachment swings to the
left.
Position (D): the backhoe attachment swings to the
right.
Backhoe dipper and backhoe bucket right-hand
control lever
Position (E): the backhoe dipper extends.
Position (F): the backhoe dipper retracts.
Position (G): the backhoe bucket closes.
Position (H): the backhoe bucket opens.
ISO CONFIGURATION
Backhoe dipper and backhoe attachment swing
left-hand control lever
Position (A): the backhoe dipper extends.
Position (B): the backhoe dipper retracts.
left.
right.
Backhoe boom and backhoe bucket right-hand
control lever
Position (E): the backhoe boom lowers.
Position (F): the backhoe boom rises.
10
FOUR LEVERS PATTERN CONFIGURATION

Lever 1:
Position (A): push the lever forward - dipper in.
Position (B): push the lever back - dipper out.
Lever 2:
Position (C): push the lever forward - boom lifts.
Position (D): push the lever back - boom lowers.
Lever 3:
Position (E): push the lever forward - bucket curls in.
Position (F): push the lever back - bucket curls out.
Lever 4:
Position (G): push the lever forward - boom swings
right.
Position (H): push the lever back - boom swings left.
CROSS-PATTERN CONFIGURATION
Backhoe boom and backhoe attachment swing
left-hand control lever
Position (0): Neutral/hold. This position enables the
Position (A): The backhoe boom lowers.
Position (B): The backhoe boom rises.
Position (C): The backhoe attachment swings to the
left.
Position (D): The backhoe attachment swings to the
right.
control lever
Position (0): Neutral/hold. This position enables the
Position (E): The backhoe dipper extends.
Position (F): The backhoe dipper retracts.
Position (G): The backhoe bucket closes.
Position (H): The backhoe bucket opens.
11
12
STABILIZER MECHANICAL CONTROLS
Left-hand stabilizer left-hand control lever
This lever has three positions:
Position (0): neutral. This position stops the movement of the left-hand stabilizer. As soon as the lever
is released, it automatically returns to the neutral position (0) and the left-hand stabilizer stops raising or
lowering.
Position (1): the left-hand stabilizer lowers.
Position (2): the left-hand stabilizer rises.
Right-hand stabilizer right-hand control lever
This lever has three positions:
Position (0): neutral. This position stops the movement of the right-hand stabilizer. As soon as the lever
is released, it automatically returns to the neutral position (0) and the right-hand stabilizer stops raising or
lowering.
Position (1): the right-hand stabilizer lowers.
Position (2): the right-hand stabilizer rises.
NOTE: to raise or lower the stabilizers at the same
time, operate the two levers simultaneously.
TELESCOPIC DIPPER MECHANICAL CONTROL
PEDAL
This pedal has three positions:
Position (0): neutral. This position enables the movement of the telescopic dipper to be stopped.
NOTE: the pedal automatically returns to this position as soon as it is released.
Position (1): the telescopic dipper extends.
Position (2): the telescopic dipper retracts.
13
14
3.
BACKHOE ATTACHMENT HYDRAULIC CONTROLS VERSION
BACKHOE CONTROLS
Backhoe boom and backhoe attachment swing
left-hand hydraulic control lever
This control lever has five positions:
attachment movement to be stopped. As soon as released, it automatically returns to the neutral position
(0) and the attachment remains in the position where
it was when movement stopped.
Position (A): the backhoe boom lowers.
Position (B): the backhoe boom rises.
left.
right.
hydraulic control lever
This control lever has five positions:
attachment movement to be stopped. As soon as released, it automatically returns to the neutral position
(0) and the attachment remains in the position where
it was when movement stopped.
Position (E): the backhoe dipper extends.
Position (F): the backhoe dipper retracts.
STABILIZER CONTROLS
These controls are located on the left-hand control
arm and may be used to operate the stabilizers independently or simultaneously.
Left-hand stabilizer left-hand control lever
This lever has four positions:
Position (0): neutral. This position stops the movement of the left-hand stabilizer. As soon as the lever
is released from positions (1) or (2), it automatically
returns to the neutral position (0) and the left-hand
stabilizer stops raising or lowering.
When held in position (1): the left-hand stabilizer lowers.
When held in position (2): the left-hand stabilizer rises.
Position (3): see Auto-Up feature.
Right-hand stabilizer right-hand control lever
This lever has four positions:
Position (0): neutral. This position stops the movement of the right-hand stabilizer. As soon as the lever
is released from positions (1) or (2), it automatically
returns to the neutral position (0) and the right-hand
stabilizer stops raising or lowering.
When held in position (1): the right-hand stabilizer
lowers.
When held in position (2): the right-hand stabilizer
rises.
Position (3): see Auto-Up feature.
TELESCOPIC DIPPER CONTROLS

Press and hold down the right-hand button (1) to extend the telescopic dipper. As soon as the button is
released the dipper stops and remains in the position
it occupied when the button was released.
Press and hold down the left-hand button (2) to retract the telescopic dipper. As soon as the button is
released the dipper stops and remains in the position
it occupied when the button was released.
15
16
4.
BACKHOE REMOVE (CENTRE PIVOT VERSION)

backhoe on the ground.
WARNING
Lower stabilizers sufficiently and however ensure

that the rear tyres are in contact with the ground to
remove the weight from the rear wheels.
IMPORTANT: the rear wheels must remain in contact with the ground.
Fully retract telescopic dipper, where fitted.
On machines fitted with telescopic dipper install locking pin in transport hole (1).
Fully retract dipper cylinder and lower boom until

bucket is firmly resting on the ground.
Support the backhoe using suitable stand and hoist
capable of carrying 1500 Kg (3300 lb).
Turn off engine, then move backhoe control levers
through all operating positions to relieve pressure in
the system.
Re-check that backhoe elements are fully supported.
Disconnect all hoses that travel through the swing

support reach the backhoe.
17
18
Unscrew and remove the nut (2) to disconnect the

backhoe lock (3).
Remove the snap ring (4), slide out the pin (5) and
with an hammer remove the pin (6) of the swing cylinder.
Repeat the operation with both swing cylinders. Remove the snap ring (7).
Slide out the pin (8) and with an hammer remove the
lower pin (9) from the swing support.
Unscrew the screw (10).

Remove the upper pin (11) of the swing support.
Now it is possible to remove from the machine the

backhoe assembly.
BACKHOE REMOVE (SIDESHIFT VERSION)
backhoe on the ground.
WARNING
Lower stabilizers sufficiently and however ensure

that the rear tyres are in contact with the ground to
remove the weight from the rear wheels.
Fully retract telescopic dipper, where fitted.
19
20
On machines fitted with telescopic dipper install locking pin in transport hole (1).
Fully retract dipper cylinder and lower boom until

bucket is firmly resting on the ground.
Support the backhoe using suitable stand and hoist
capable of carrying 1500 Kg (3300 lb).
the system.
Re-check that backhoe elements are fully supported.
Disconnect all hoses that travel through the swing

bracket reach the backhoe.
Unscrew and remove the nut (2) to disconnect the

backhoe lock (3).
Remove the snap ring (4), slide out the pin (5) and
with an hammer remove the pin (6) of the swing cylinder.
Repeat the operation with both swing cylinders. Remove snap ring (7).
Slide out the pin (8) and with an hammer remove the
lower pin (9) from the swing bracket.
Unscrew the screw (10).

Remove the upper pin (11) of the swing bracket.
Now it is possible to remove from the machine the

backhoe assembly.
21
22
BACKHOE BUCKET REMOVAL

Park the machine on a level surface.
Lower the stabilizers until they are resting on the
ground.
Place the bucket flat on the ground.
Stop the engine.
Remove the snap rings (1) and by means of an hammer slide out pins (2) and (3).
Start the engine.
Retract the bucket cylinder rod and lift the dipper to
free the bucket.
BACKHOE BUCKET MECHANICAL QUICK

COUPLER
It is possible to install a mechanical quick coupler (1)
on the dipper using the standard pins.
Make sure the tool to be installed is in a safe area on
hard, level ground with its pins in place.
Make sure the tool linkage pin is in maximum force
(3) position.
IMPORTANT: it is imperative for the linkage pin to be
in maximum force position, otherwise the quick coupler will not engage.
Make sure the quick coupler jaw is open.
Use the bucket and dipper controls to engage the
quick coupler hook round the lower pin.
Use the bucket controls to engage and lock the pin
(3) completely in the quick coupler jaw.
Install the quick coupler safety pin.
DIPPER REMOVE
Park the machine on a level, firm surface and position the backhoe on the ground.
WARNING
Lower stabilizers sufficiently to remove the weight

from the rear wheels.
Install locking pin in transport hole (1) [on machines

fitted with telescopic dipper].
23
24
Lower the backhoe to the ground and support using

a suitable stand.
the system.
Disconnect hoses to dipper cylinders.

Telescopic dipper hoses:
- Telescopic dipper
- Standard dipper
Support the dipper cylinder, unscrew and remove the

screw (2), slide out the pin (3).
Lower cylinder onto boom. Use suitable cylinder supports to ensure weight of cylinder does not damage
the hydraulic tubes attached to the dipper.
Support dipper using suitable hoist. Unscrew and remove the screw (4), slide out the pin (5) and carefully
lower dipper to the ground.
25
26
5.
TELESCOPIC DIPPER REVISION
INSPECTION OF GUIDE PADS

Park the machine on level ground and retract the telescopic dipper.
Position the dipper on a suitable stand with the bucket raised from the ground.
Clean the area around the pads.
Inspect each upper guide pad and if the chamfered

edge (1) on the corner of the pads is no longer visible
the pads have worn beyond their limit and must be
replaced.
If pads do not require replacement visually check if
the gap between the inner part of the dipper and upper guide pad is greater than 1.5 mm (0.060 in).
If the gap is greater than 1.5 mm (0.060 in) the guide
pads must be adjusted.
ADJUSTMENT OF GUIDE PADS
Position the dipper in the vertical position.
Count the number of shims behind the adjusting
screws on the left and right hand sides of the dipper
to determine which side has the most shims.
Remove one shim from behind an adjusting screw
on the side of the dipper which contains the most
shims.
Refit the screw and tighten to a torque of 350 400 Nm (258.1 - 295 lbfft). DO Not over torque the
screw.
Repeat the procedure for the remaining three screws
on the same side of the dipper.
Recheck the gap.
If the gap remains greater than 1.5 mm (0.060 in) remove a shim from behind each of the adjusting
screws on the opposite side of the dipper.
After performing an adjustment apply a coat of Dry
Moly-coat grease to the slide rails of the dipper.
NOTE: when all shims have been removed the guide
pads must be replaced.
REPLACEMENT OF GUIDE PADS
To replace the guide pads it is necessary to separate
the inner and outer parts of the telescopic dipper using either of the following procedures which are dependent on workshop facilities.
Procedure No. 1
Park the machine on level ground and lower loader
bucket.
Lower stabilizers sufficiently to remove the weight
from the rear wheels.
Position the dipper on a suitable stand.
Attach hoist to inner part of the dipper.
Disconnect the hose connections to the bucket and
the telescopic dipper cylinders.
Remove the telescopic dipper cylinder pin (1) and
separate the inner and the outer parts of the telescopic dipper.
27
28

Remove the guide pads (3). Install new pads and apply thread sealant part to the retaining screws. Tighten to a torque of 29 - 31 Nm (21.9 - 22.86 lbfft). Do
not over tighten or damage to the threaded inserts
may occur.
Re-assemble the inner and the outer parts of the telescopic dipper.
Place 5 shims beneath the heads of each adjusting
screw.
Adjust guide pads as described previously.
Procedure No. 2
This procedure requires the use of a loading dock or
service pit.
Park the machine with backhoe positioned over loading dock or service pit.
Place the loader bucket on the ground and lower stabilizers sufficiently to remove the weight from the
rear wheels.
Attach suitable hoist to top of inner section of dipper
and position boom so that dipper is hanging vertically.
Disconnect the hose connections at the bucket and
the telescopic dipper cylinders.
Remove the telescopic dipper cylinder retaining pin.
Slowly lower hoist allowing the inner and the outer
parts of telescopic dipper to separate.

Remove the guide pads (3). Install new guide pads
and apply thread sealant to the retaining screws.
Tighten to a torque of 29 - 31 Nm (21.9 - 22.86 lbfft).
Do not over tighten or damage to the threaded inserts may occur.
Position new lower guide pads in the outer part of the
telescopic dipper.
Re-assemble the inner and the outer parts of the telescopic dipper.
Place 5 shims beneath the heads of each adjusting
screw.
Adjust guide pads as described previously.

New+holland B110-B115 en Service+manual PDF

Uploaded by

Copyright:

Available Formats

New+holland B110-B115 en Service+manual PDF

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

New+holland B110-B115 en Service+manual PDF

Uploaded by

Copyright:

Available Formats

What is the purpose of this manual?

What is the purpose of this manual?

What safety precautions are outlined in the manual?

What safety precautions are outlined in the manual?

1

CNH ITALIA S.p.A.

COMPLETE HANDBOOK FOR INSTRUCTIONS

The Service Manuals for Loader backhoe and

Service Manual - Loader backhoe

Service Manual - Engine

CNH ITALIA S.p.A.

LOADER BACKHOE MODELS

SECTION 17 - TORQUE CONVERTERS

SECTION 25 - FRONT AXLES

SECTION 27 - REAR AXLE

SECTION 33 - BRAKES SYSTEM

SECTION 41 - STEERING SYSTEM

SECTION 50 - CAB HEATING AND AIR CONDITIONING

SECTION 55 - ELECTRICAL SYSTEM

SECTION 17: TORQUE CONVERTERS

SECTION 00 - SAFETY PRECAUTIONS

SECTION 00 - SAFETY PRECAUTIONS

SECTION 00 - SAFETY PRECAUTIONS

This warning symbol points out important messages

SECTION 00 - SAFETY PRECAUTIONS

For electrical heaters, battery-chargers and similar

SECTION 00 - SAFETY PRECAUTIONS

dental explosion hazard due to build-up of gasses

REMOVAL AND INSTALLATION

SECTION 00 - SAFETY PRECAUTIONS

IMPORTANT ECOLOGICAL CONSIDERATIONS

Ballooning of the hose indicates an internal leakage

O-RING FLAT FACE SEAL FITTINGS

HOSES AND TUBES

NOTE: to ensure a leak-free joint is obtained, it is

place the sealing lip towards the fluid. In case of a

NOTE: a torque wrench is necessary to properly

NOTES FOR SPARE PARTS

SECTION 02 - TECHNICAL SPECIFICATIONS

SECTION 02 - TECHNICAL SPECIFICATIONS

SECTION 02 - TECHNICAL SPECIFICATIONS

IDENTIFICATION OF MAIN COMPONENTS

SECTION 02 - TECHNICAL SPECIFICATIONS

ENGINE - IVECO 110 HP - 82 KW MODEL F4HE9484C*J102 (B110) *J103 (B115)

SECTION 02 - TECHNICAL SPECIFICATIONS

SECTION 02 - TECHNICAL SPECIFICATIONS

6x1 (with forks)

1.0 m 3 (35 ft3)

1.0 m3 (35 ft3)

1.0 m3 (35 ft3)

0.88 m3 (31 ft3)

400 kg (880 lb)

750 kg (1650 lb)

950 kg (2090 lb)

1.15 m3 (40.6 ft3)

1.15 m3 (40.6 ft3)

1.15 m3 (40.6 ft3)

310 kg (682 lb)

2350 mm (92.5 in) 2350 mm (92.5 in) 2350 mm (92.5 in)

ENGINE - IVECO 110 HP - 82 KW MODEL F4HE9484CJ102 (B110) J103 (B115)