Same Silver-80!90!1004-1006 Service Sec Wat

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www.classicmachinery.net
WORKSHOP MANUAL
Seat and headquarters:

V.le Ing. F. Cassani, 15
24047 Treviglio (BG)
Tel. 0363/4211
Telex: 311472 Samtra I
SILVER 80
SILVER 90
SILVER 100.4
SILVER 100.6
introduction
This publication is intended for the trained technician who must operate on our tractors.
It contains all general information relating to our tractor range, and in particular it highlights the inspection, overhauling
and adjustment procedures as well as the main instructions for dismantling and reassembling operations.
The workshop manual is a natural summary for the mechanic who has attended the vocational training and
specialization courses, which are held every year at our Service School, to permit him to perform a precise and qualified
work on tractor.
Its contents are therefore an exhaustive reference book for the experienced mechanic who desires to refresh his
memory on the sequence of the operations to be done. It is then good practice for every authorized dealer mechanic
to have at his disposal this publication, so that it may be consulted quickly when necessary.
We wish to thank in advance for the cooperation all thos people, who will let us have their suggestions in order to make
this publication more complete.
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List of contents
SILVER 80-90-100.4-100.6 tractor configurations......................................................................................................5
Dimensions and weights .............................................................................................................................................6
Capacities ...................................................................................................................................................................7
1 - ENGINE
Engine section views ..................................................................................................................................................8
General characteristics .............................................................................................................................................16
Lubrication system(specifications) ............................................................................................................................18
Fuel supply system (specifications) ..........................................................................................................................19
Turbocharger for SILVER 90-100.6 (specifications) ................................................................................................20
Cooling system (specifications) ................................................................................................................................21
Cylinder block ...........................................................................................................................................................22
Timing cover..............................................................................................................................................................23
Cylinders ...................................................................................................................................................................26
Crankshaft .................................................................................................................................................................29
Connecting rods .......................................................................................................................................................34
Pistons ......................................................................................................................................................................35
Counterbalance weights ...........................................................................................................................................40
Flywheel ....................................................................................................................................................................41
Camshaft ..................................................................................................................................................................43
Cylinder heads ..........................................................................................................................................................45
Lubrication system ....................................................................................................................................................50
Fuel system ...............................................................................................................................................................53
Injectors.....................................................................................................................................................................53
Engine governor (mechanical) ..................................................................................................................................55
Adjustment of mechanical governor external controls ..............................................................................................60
Adjustment of anti-hunting device.............................................................................................................................63
Electronic rpm control ...............................................................................................................................................64
Putting the electronic rpm control into service ......................................................................................................... 68
Injection pump...........................................................................................................................................................74
Engine timing ............................................................................................................................................................75
Injection pump timing ................................................................................................................................................76
Injection pump calibration .........................................................................................................................................79
Fuel prefilter ..............................................................................................................................................................81
Fuel filter....................................................................................................................................................................81
Checking the fuel supply pump.................................................................................................................................82
Cooling system..........................................................................................................................................................83
Fan unit .....................................................................................................................................................................83
Pulley alignment .......................................................................................................................................................83
Belt tension adjustment.............................................................................................................................................85
Intake and exhaust....................................................................................................................................................86
Turbocharging system...............................................................................................................................................86
Engine air filter ..........................................................................................................................................................90
Tightening torques ....................................................................................................................................................90
Engine assembly.......................................................................................................................................................92
Refitting the engine .................................................................................................................................................107
Fault diagnosis ........................................................................................................................................................108
2 - CLUTCH
Engine-gearbox clutch ............................................................................................................................................110
Clutch pedal adjustment .........................................................................................................................................114
Bleeding air from the hydraulic system...................................................................................................................114
Fault diagnosis ........................................................................................................................................................118
Agroshift ..................................................................................................................................................................119
Specifications ..........................................................................................................................................................119
Operating diagrams ................................................................................................................................................120
Assembling the clutch .............................................................................................................................................123
Adjustment of end-float ...........................................................................................................................................125
Fitting the clutch assembly to the gearbox (main operations) ................................................................................126
Testing the clutch control unit supply pressure.......................................................................................................129
Fault diagnosis ........................................................................................................................................................132
3 - GEARBOX
Gearbox, general characteristics and configurations .............................................................................................133
Views of the gearbox...............................................................................................................................................138
Removal of gearbox from tractor ............................................................................................................................148
Dismantling the gearbox .........................................................................................................................................149
Examining the gearbox components ......................................................................................................................150
Adjusting the bevel drive.........................................................................................................................................154
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External mechanical controls.................................................................................................................................. 157

Tightening torques .................................................................................................................................................. 159
Attaching the gearbox to the rear axle, lift and engine ........................................................................................... 160
Power take-off......................................................................................................................................................... 164
Views of PTO controls ............................................................................................................................................ 164
Operating diagrams ................................................................................................................................................ 166
Specifications.......................................................................................................................................................... 168
Assembly of the rear output shaft........................................................................................................................... 169
PTO clutch .............................................................................................................................................................. 169
PTO clutch specifications ....................................................................................................................................... 170
Views of the PTO clutch ......................................................................................................................................... 171
Checking the clutch ................................................................................................................................................ 174
Testing the clutch operating pressures................................................................................................................... 175
Checking end-float of the PTO clutch front shaft.................................................................................................... 176
Refitting the PTO assembly (main operations)....................................................................................................... 177
Fault diagnosis........................................................................................................................................................ 179
4 - AXLES
Views of the rear axle ............................................................................................................................................. 180
Fitting the rear axle half-shafts ............................................................................................................................... 183
Removal and dismantling of the rear axle epicyclic reductions.............................................................................. 185
2WD front axle, general description and specifications.......................................................................................... 186
Removal and refitting of axle on the front support.................................................................................................. 188
Wheel hub............................................................................................................................................................... 192
Inspection and checks ........................................................................................................................................... 193
4WD front axle, specifications ................................................................................................................................ 195
Adjusting wheel alignment and steering angle ....................................................................................................... 195
Section views of 4WD axle ..................................................................................................................................... 196
Checks and adjustments ........................................................................................................................................ 197
Section view of 4WD hub........................................................................................................................................ 198
Epicyclic reduction .................................................................................................................................................. 199
Special refitting operations and adjusting the preloading of the hub carrier bearings ........................................... 200
Half-shafts............................................................................................................................................................... 201
4WD axle tightening torques................................................................................................................................... 202
4WD bevel drive adjustment................................................................................................................................... 204
Internal adjustment of differential lock .................................................................................................................... 205
4WD axle fault diagnosis ........................................................................................................................................ 206
SBA System............................................................................................................................................................ 207
Fitting the steering angle sensor ............................................................................................................................ 208
Removal of differential unit from front axle ............................................................................................................. 209
Removal of front wheel drive and differential lock clutch ....................................................................................... 209
Adjustment of front bevel drive with SBA System .................................................................................................. 210
Fitting the differential unit on the front axle............................................................................................................. 212
Front wheel drive clutch on models with SBA System, specifications ................................................................... 213
Front and rear differential lock clutches on models with SBA System................................................................... 214
Fault diagnosis........................................................................................................................................................ 226
5 - VEHICLE
Brakes, general description and specifications ...................................................................................................... 215
Brake pumps, disassembly and examination ......................................................................................................... 216
Examining and adjusting the brake assembly ........................................................................................................ 219
Checking the parking brake linings......................................................................................................................... 220
Bleeding air from the hydraulic braking system...................................................................................................... 221
“Separate Brakes” valve ......................................................................................................................................... 222
Operating diagram for “Separate Brakes” valve..................................................................................................... 224
Fault diagnosis........................................................................................................................................................ 226
Electronic power-lift controls .................................................................................................................................. 227
Electronic power-lift specifications ......................................................................................................................... 230
Operation of the electronic power-lift ...................................................................................................................... 230
"All Round Tester"................................................................................................................................................... 234
Electronic power-lift self-diagnosis ......................................................................................................................... 239
Putting the electronic lift into service ...................................................................................................................... 242
AUTO-MAN procedure for entering the constant wheel value for an undefined tyre size ..................................... 243
Calibrating the draft sensor..................................................................................................................................... 244
Calibrating the steering sensor ............................................................................................................................... 244
Functional testing of system components .............................................................................................................. 244
Electronic power-lift hydraulic control valve............................................................................................................ 247
Testing the hydraulic lift operating pressure........................................................................................................... 248
Electronic power-lift operating diagrams ................................................................................................................ 249
Views of the lift........................................................................................................................................................ 253
Section views of the draft sensor............................................................................................................................ 256
Installing the draft sensor........................................................................................................................................ 258
On-board radar ....................................................................................................................................................... 259
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Precautions regarding electronic apparatus ...........................................................................................................259

Checking the mechanical components of the electronic power-lift.........................................................................260
Mechanically controlled power-lift, specifications ...................................................................................................262
Section views of the mechanically controlled power-lift..........................................................................................263
Fitting the control lever lock screw and lever shaft cam .........................................................................................265
Fitting the ring seal on the lift piston .......................................................................................................................265
Hydraulic control valve for mechanically controlled power-lift, views and hydraulic circuit diagrams ....................266
Adjusting the controls of the mechanically controlled power-lift .............................................................................272
Checking the lift mechanism ...................................................................................................................................273
Testing the operating pressure ...............................................................................................................................273
Removal of the lift control valve ..............................................................................................................................273
Disassembly of the lift control valve........................................................................................................................276
Sensing arm ............................................................................................................................................................277
Auxiliary lifting cylinders ..........................................................................................................................................279
Specifications for control valve springs...................................................................................................................280
Fault diagnosis ........................................................................................................................................................281
Front hydraulic power-lift, general description and specifications ..........................................................................282
Checks ....................................................................................................................................................................282
Hydraulic accumulator and anti-shock valve for front power-lift .............................................................................283
Front power take-off, general description and specifications .................................................................................285
Hydraulic operating diagrams for front PTO ...........................................................................................................286
Front PTO views .....................................................................................................................................................288
Installing the “Ring-Feeders” ..................................................................................................................................290
Checking the front PTO clutch ................................................................................................................................291
Checking clutch plate clearances ...........................................................................................................................291
Checking the front PTO operating pressure ...........................................................................................................291
Front PTO fault diagnosis .......................................................................................................................................292
Specifications for front PTO springs .......................................................................................................................292
6 - CONTROLS
Hydrostatic power steering, general description and specifications.......................................................................291
Examining and testing the hydrostatic power steering system...............................................................................294
Assembly instructions for the hydrostatic power steering control valve .................................................................297
Hydrostatic power steering operating diagram .......................................................................................................301
Mechanical controls ................................................................................................................................................302
Electrohydraulic controls .........................................................................................................................................310
System configuration...............................................................................................................................................311
Electrohydraulic valves ...........................................................................................................................................314
Hydraulic operating diagrams ................................................................................................................................318
Rear differential lock control cylinder for models with SBA System .......................................................................326
Front wheel drive disengagement cylinder for models without SBA System .........................................................326
Adjusting front and rear differential lock controls for models without SBA system ................................................327
Adjusting front wheel-drive controls for models without SBA System ....................................................................328
MULTIFUNCTION CONTROL ................................................................................................................................329
PERFORMANCE MONITOR ..................................................................................................................................334
Putting the performance monitor into service .........................................................................................................338
PERFORMANCE MONITOR retrofit procedure .....................................................................................................340
7 - BODYWORK
Platform ..................................................................................................................................................................341
Cab..........................................................................................................................................................................342
Instructions for fitting the front windscreen and lower side glass ...........................................................................344
Fitting the seal.........................................................................................................................................................345
Cab air filter .............................................................................................................................................................346
Removal and refitting of the cab and platform ........................................................................................................347
“Normal” electric heating system ............................................................................................................................352
“High-power” electric heating system......................................................................................................................357
Cab air conditioning system....................................................................................................................................364
8 - SYSTEMS
Hydraulic system.....................................................................................................................................................376
Auxiliary hydraulic systems.....................................................................................................................................381
Hydraulic trailer braking .........................................................................................................................................391
Electrical system ....................................................................................................................................................399
Specifications and components ..............................................................................................................................399
Wiring diagrams .....................................................................................................................................................418
9 - APPENDIX
Conversion tables ...................................................................................................................................................448
Parts ........................................................................................................................................................................449
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SILVER 80 - 90 - 100.4 - 100.6 TRACTOR CONFIGURATIONS
SILVER 80 - 90 2RM WITH ROLL BAR SILVER 100.4 - 100.6 4RM WITH ROLL BAR
2RM WITH CAB 4RM WITH CAB
4RM WITH ROLL BAR
4RM WITH CAB
CAB - ventilation + heating

- with ventilation + heating + air conditioning
GEARBOX Fully synchronised:

- 12 Forward 12 Reverse: 4 speeds x 3 ranges + Reverser
- 16 Forward 16 Reverse: 4 speeds x 4 ranges (including one creeper range) + Reverser;
- 24 Forward 12 Reverse: 4 speeds x 3 ranges + with Mini-reduction-Reverser
- 32 Forward 16 Reverse: 4 speeds x 4 ranges (including one creeper range) + Mini-reduction-Reverser
- 15 Forward 15 Reverse: 5 speeds x 3 ranges + Reverser
- 20 Forward 20 Reverse: 5 speeds x 4 ranges (including one creeper range) + Reverser
AGROSHIFT GEARBOX
- 45 Forward 45 Reverse: 5 speeds x3 ranges + Reverser + - - version

- 60 Forward 60 Reverse: 5 speeds x4 ranges (including one creeper range)
+ Reverser + - - version
CONTROLS - mechanically operated rear PTO

- electrohydraulically operated rear PTO
- mechanically operated 4WD and differential locks
- electrohydraulically operated 4WD and differential locks
- electrohydraulically operated 4WD and differential locks + SBA System
- with electronic engine accelerator
- with Multifunction control (on models with electronic power-lift only)
MECHANICALLY OPERATED REAR POWER-LIFT

- with supplementary rams
- without supplementary rams
ELECTRONIC REAR POWER-LIFT

- with supplementary rams
- without supplementary rams
- with slip control
- without slip control
- with SBA System + RADAR + Slip control
MAIN EQUIPMENT
- front PTO
- front lift
- high-capacity hydraulic pump 22.5 l/min
- hydraulic trailer braking
- 4-way or 6-way or 8-way control valves with "Flow Divider"
- PERFORMANCE MONITOR
- etc.
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DIMENSIONS AND WEIGHTS

SILVER 80-90 SILVER 100.4 SILVER 100.6
2 WD 4WD 4WD 4WD
Max. length without linkage (A) mm 3783 3783 3783 4108

- with rear linkage (B) mm 4118 4118 4123 4413
- with front linkage (B1) mm - 4818 4818 5078
Min.-max. width min./max. (C) mm 2000÷2500 2000÷2500 2000÷2500 2000÷2500
Max. height - at bonnet (D) mm 1745 1745 1745 1770
- at cab/safety frame (E) mm 2660 2660 2660 2685
- at silenceral (F) mm 2635 2665 2635 2665
- at steering wheel (L) mm 2010 2010 2010 2035
Ground clearance
- beneath front axle (G) mm 515 445 445 475
- beneath front axle, wheel zone (G) mm 515 530 530 560
- beneath rear axle (M) mm 475 475 475 500
- beneath tow bar (M) mm 235 235 235 260
Wheel base (H) mm 2468 2373 2468 2633
Front track (I)
min. mm 1400 1500 1500 1600
standard mm 1400 1600 1600 1700
max. mm 2000 2000 2000 2000
Rear track (N)
min. mm 1500 1500 1500 1600
standard mm 1600 1600 1600 1700
max. mm 2000 2000 2000 2000
Front tyres 7.50-18 14,9R24 420/70/24 16,9R34
Rear tyres 16,9R34 16,9R34 480/70/34 520/70/34
Operating weight
with safety cab
- without PTO - front lift and ballast kg 3460 3850 3900 4250
with driver platform
- without PTO - front lift and ballast kg 3200 3600 3700 3940
Min. turning radius (with standard width)
- without brakes mm 3000 3000 3000 3500
- with brakes mm 3600 5000 5600 5300
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Prescribed lubricants and fuels

(amounts in litres)
Part to be supplied Amt Oil type Product
11 multi-grade engine oil

80-90 SHPDO
100.4 S+L+H OM - 1991
AKROS TURBO
Engine API CE- MIL-L-2104 E level
Special Formula SAME
CCMC D5
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100.6 SAE 15W 40
Gearbox and
Rear axle
Power-lift
Auxiliary Systems 71
Hydrostatic steering
S+L+H OT - 1891
API GL 4
AKROS MULTI
SAE 10W30
Front PTO 2,5
Front - wheel drive

10,5
• Central axle
2,5x2
• Side reductions
Brakes control Max. ATF DEXRON II AKROS MATIC

level
NLGI 2
Lubrication points AKROS GREASE T2
LITIO/Ca
140
Fuel tank
180*
* Optional, only for SILVER 100.6.
WARNING: The engine oil sump has been replenished in the factory with AKROS MOTOR OIL 30 SAE 30, to be
replaced subsequently after 50 work hours.
It is advisable to always use the same type of oil when replenishing.
AKROS is available in the following types: SAE 30, SAE 40, SAE 15W40.
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engine section SILVER 80
Fig. 1 - SILVER 80 - Engine cross section - 4 cylinders.
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SILVER 80 engine section
Fig. 2 - SILVER 80 - Longitudinal section - 4 cylinders.
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engine section SILVER 90
Fig. 3 - SILVER 90 - Engine cross section - 4 cylinders.
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SILVER 90 engine section
Fig. 4 - SILVER 90 -- Longitudinal section - 4 cylinders.
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engine section SILVER 100.4
Fig. 5 - SILVER 100.4 - Engine cross section - 4 cylinders.
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SILVER 100.4 engine section
Fig. 6 - SILVER 100.4 - Longitudinal section - 4 cylinders.
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engine section SILVER 100.6
Fig. 7 - SILVER 100.6 - Engine cross section - 6 cylinders.
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SILVER 100.6 engine section
Fig. 8 - SILVER 100.6 - Longitudinal section - 6 cylinders.
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general information
Silver 80 Silver 90 Silver 100.4 Silver 100.6

ENGINE
type 1000.4-A4 1000.4-AT2 1000.4-ATI1 1000.6A1
ciyle diesel
strokes 4 4 4 4
turbocharging - turbo turbo -
injection DIRECT
cylinder No 4 4 4 6
cylinder arrangement IN LINE
bore and stroke mm 105 x 115,5
stroke / bore ratio 1,1
displacement cm3 4000,44 4000,44 4000,44 6000,66
compression ratio 17:1 16:1 16:1 17:1
max. output HP CUNA 80 90 100 100
KW 59 66 74 74
peack horsepower speed r.p.m. 2500
max. torque Nm 274 328 375 367
kgm 27,9 33,5 38,2 37,4
max. torque speed r.p.m. 1400
specific horsepower kW/l 20 22,5 25 16,7
cooling by air
low idling speed r.p.m. 650-700
peak speed r.p.m. 2680-2710 2680-2710 2680-2710 2680-2710
minimum lubricating oil pressure
low idling speed (hot oil) bar ≥0,5
high idling speed (hot oil) bar ≥3,5
oil filter with replaceable cartrige n. 1 1 1 2
type 044.1567.0 2.4419.340.0 2.4419.340.0 044.1567.0
filtering capacity µ 15
injector type 2.4729.140.0
injector-holder type KBEL 100 S 31
calibration pressure bar 180
fuel filter with replaceable cartrige
type 2.4319.230.0 2.4319.230.0 2.4319.230.0 2.4319.240.0
valve arrangement in-line vertical
engine air filter 8"
type dry
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timing specifications
A - Top dead centre (TDC)

B - Bottom dead centre (BDC)
C - Injection advance
D - Valve overlap
a - Intake
b - Exhaust
c - Opening
d - Closing
Timing diagram
timing by overhead valves and camshaft fitted

into engine block
valve arrangement vertical in-line
intake valve
- opening before TDC 14°
- closing after BDC 40°
exhaust valves
- opening before BDC 48°
- closing after TDC 12°
clearance between valves and rockers
(cold engine) mm . 0.20
valve overlap (valve balancing) 1°55’
injection advance (geometric) before TDC 16°
piston stroke as to injection advance mm 2.92
The valve opening and closing values indicated are the operating ones. With cold engine, these values apply to timing
adjustment only after correcting the clearance between valves and rockers to 0.25 mm.
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lubrication system - specifications
Fig. 9 - Lubrication diagram.
1000.4-ATI1
engine type 1000.4-A4 1000.4-AT2 1000.6-A1
lubrication forced-type, gear pump-driven
and by camshaft controlled and by crankshaft controlled
oil pump 065.1560.6/10 065.1560.6/10 007.0983.4
pump delivery rate at 2500 engine r.p.m.
(dm3/60 sec) l/min 35 35 90
pressure relief valve calibration bar 4,9÷5,9 4,9÷5,9 4,9÷5,9
piston cooling nozzle calibration bar 1,5
minimum lubricating oil pressure
(hot oil)
at low idling speed bar ≥ 0,5
at high idling speed bar ≥ 3,5
replaceable cartridge oil filter n 1 1 2
type 044.1567.0 2.4419.340.0 044.1567.0
filtering capacity µ 15 15 15
total filtering surface cm2 4000 4000 8000
oil sump capacity (dm3) l 11 11 15,5
oil radiator no. 007.1679.3 007.1679.3 007.0775.3
type 4rows type 4 rows type 6 rows type
supplementary oil cooler 009.7169.2
type 2 rows type
(for 100 HP models only)
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fuel system - specifications
fuel supply by diaphragm pump

fuel pump ref. code SILVER 80 - 90 - 100.4 2.4519.300.0
SILVER 100.6 2.4519.310.0
pump delivery when pressure inside the
circuit changes from 0 to 0.4 bar and
engine is at peak speed (dm3/h) l/h
SILVER 80 - 90 - 100.4 100
SILVER 100.6 130
injection by single-cylinder, immersed-type pump
and camshaft-controlled plungers
- manufacturer BOSCH
- type 1st version PFR 1K 90 A 503
2st version PFR 1K 90 A 517
3st version PFR 1K 90 A 542
- number of pumps used 4 cylinder engine 4
6 cylinder engine 6
- injection order 4 cylinder engine 1-3-4-2
6 cylinder engine 1-5-3-6-2-4
- plunger diameter mm 9
- injection system residual calibrating
pressure bar 70
injectors
- manufacturer BOSCH
- injector type DLLA 150 S 925
- injector holder type KBEL 100S 31
- rated calibration pressure bar 180
- injection pipe inside diameter mm 1,5
cylinder pressure at sea level
at 150 r.p.m. (with hot oil) measured by
equipment no. 5.9030.500.6/10 bar 25÷30
dry air filter
- filter ref. code 2.4249.420.0
- filter diameter 8"
fuel filter with replaceable paper cartridge
- filter ref. code SILVER 80 - 90 - 100.4 2.4319.230.0
SILVER 100.6 2.4319.240.0
- filtering capacity µ 1,5÷2
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turbocharging - specifications
For SILVER 90 - 100.4 only

Before arriving at the combustion chamber, the air is passed through a heat exchanger where it is cooled and its specific
gravity is increased in order to improve combustion and thus engine performance.
Fig. 10 - Turbocharger.
SILVER 90 SILVER 100.4

turbine manufacturer GARRETT TA31-50/0.82 A/R 57 SCHWITZER S 2A/61.17AL/060 W6
ref. code 007.0790.4 007.0921.4
compressor and turbine with radial wheel
impeller shaft on floating bearings with oil seals
lubrication system linked to engine oil lubrication system
operating revolving speed r.p.m. 55.000 ÷ 85.000
mean pressure in the duct at compressor exit:
- at 1400 engine r.p.m. bar 0.4 0.53
- at 2500 engine r.p.m. bar 0.9 1.05
air flow rate under operating conditions:
- at 1400 engine r.p.m. m3/sec 3.1 3.3
- at 2500 engine r.p.m. m3/sec 6.5 7.8
air temperature inside intake manifold:
- at 1400 engine r.p.m. °C 70°C 38°C

- at 2500 engine r.p.m. °C 110°C 63°C
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cooling system - specifications
The cooling system consists of a ventilation unit composed by a fan, a stator and an air conveyor.
This system ensures high thermodynamic efficiency as well as prompt engine power availability after a cold start.
fan with aluminium blades

fan diameter mm 320
fan blade number 13
Fig. 11 - Cooling system.
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1 engine
11 cylinder block
Engine cylinder block
The one-piece engine cylinder block is a particularly sturdy cas-

ting. All oil passages necessary to piston lubrication and cooling
are directly machined in it.
Whenever the engine is stripped, ensure that all passages are not
obstructed. If necessary perform a thorough cleaning by compres-
sed air after the block has been soaked in a water and soda or
Diesel oil bath for some time, and all passage caps have been
removed.
Fig.1 - Engine cylinder block. It is most important to make sure that neither the piston cooling
nozzles nor the cylinder bottom cooling throats are obstructed as
this could prevent the engine from running smoothly.
If the piston cooling nozzles have been removed, pay particular

attention on reassembly so as to avoid any interference with piston
stroke, since this would certainly result in a serious engine da-
mage. For this reason we recommend using the special tool no.
5.9030.658.4, enabling the nozzles to be correctly positioned.
The tappet seat surfaces should be completely smooth.
Tappets must be fitted before installing the camshaft and with the
cylinder block overturned. After fitting tappets, ensure these can
move freely.
Fig. 2 - Oil chamber for cylinder cooling.
Installing bushings into the camshaft journals
Ascertain the camshaft journal bushings are correctly positioned,

i.e. thoroughly aligned with the oil passages machined in the
cylinder block.
Bushings should be positioned so that they may recess about 2

mm from the holes in the block, except the last bushing on flywheel
side which should be flush with the block wall.
Fig. 3 - Piston cooling nozzles.
Fig. 4 - Piston cooling nozzle assembly.

Fig. 5 - Camshaft journal bushings.
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timing case 11
Adjusting backlash between the gear teeth of the

auxiliary engine drive.
Maximum horsepower drawn should never exceed

30 HP.
Between engine plane and application base fit a number of shims

to allow a 0.1 to 0.2 mm backlash may take place between the
gear teeth.
Fig. 6 - Engine oil thermostat.
The pack of shims should be put together by alternating metallic
and isogene shims, the first and the last shims being of isogene
(the first metal shim on engine side shall be 0.5 mm).
After dismantling the timing case gears, provision shall be made

for a new timing keeping to the instructions given on page 84 prior
to reassembly.
Make sure the idler gear shoulder rings are not excessively worn;
also check the pin surface and the gear inside face for scoring.
Fig. 7 - Drive gear toothing backlash.
Air compressor or hydraulic pump support located

between cylinder block and timing case.
The timing case is forged into an aluminium-based light alloy.
The use of no. 5.9030.634.0 tool is indispensable to obtain a

thorough concentricity of the sealing ring to the crankshaft as well Fig. 8 - Aligning the timing case with the cylinder
as the coplanarity of the auxiliary drive fixing surfaces. block.
On assembly true the case onto the idler gear pin after properly
interposing the seal between timing case and cylinder block; then
fit the screws without tightening fully.
Remove excess seal; use no. 5.9030.634.0 tool to obtain a

thorough screw tightening. Remove the tool.
If pumps are removed from support, it will be necessary to apply

some MOLYCOTE RB2 grease to lubricate the joint splines.
Should it be necessary to remove the support flange too, place Fig. 9 - Timing case stripped components.
bushing A as shown in figure 10 to perform reassembly.
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11 timing case
Fig. 10 - Auxiliary drive for either hydraulic pumps or air compressors.
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engine 1
cylinder block 11
Timing idler gear
Use a magnetic base dial gauge to check for correct tooth ba-
cklash between idler, engine gear and timing gear.
This backlash should not exceed 0.10 mm; otherwise the idler
gear should be replaced by another one having the same thi-
ckness as the tooth located on the different pitch diameter, so that
a correct tooth backlash may be established.
Identification among gears is provided with marks of different

colours (either RED or YELLOW or GREEN) as illustrated in figure
11. Fig. 11 - Timing idler gear.
A - Identification mark
To each colour corresponds a well-defined tooth thickness value.
tooth thickness on the pitch diameter
ref. code 007.1177.0 RED colour = 3.829 −− 0.088

0.044
ref. code 007.1178.0 YELLOW colour = 3.829 −− 0.009
0.053
ref. code 007.1179.0 GREEN colour = 3.829 −− 0.018
0.026
Fig. 12 - Gear toothing.

B - Gear tooth thickness
A - Idler gear B - Cranshaft driving gear C - Timing driving gear
Fig. 13 - Timing gear.
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1 engine
12 cylinders
Cylinders
Fig. 2 - Cylinder-to-piston position.
Fig. 1 - Cylinder wear check diagram.
Overall cleaning
After removal, clean the cylinders with water and soda or Diesel
oil; also perform a torough cleaning of the cylinder block parts
forming the oil chamber for cylinder cooling.
Checking cylinders
Examine the cylinder surfaces for scoring, ovalization, taper and

Fig. 3 - Measuring cylinder diameter. excessive wear.
An acceptable cylinder wear gives the cylinder a light tapered

shape; but if barrel-shape wear is noticed, the cylinder should be
replaced.
Measurements are to be taken on each single cylinder at three

different levels, and also on to planes perpendicular to each other.
If the diameter measured is above the maximum wear limit, the

cylinders should be replaced.
Whenever the piston rings are replaced because of excessive

wear, also inspect the cylinder internal surface; if this is completely
smooth, cylinder reboring will be necessary to permit the new
piston rings to be properly bedded. Use the special tool to perform
Fig. 4 - Cylinder inside roughening with No. a swift to-and-fro movement along the cylinder internal wall in
5.9030.349.0 equipment. order to score the inner cylinder surface as shown in figure 1.
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cylinders 12
Using the following equipment:
5.9030.627.0 centesimal dial gauge

5.9030.433.0 dial gauge base
5.9030.631.4/10 cylinder pressing tool
ensure the piston crown at T.D.C. recesses from the head gasket Fig. 5 - Cylinder head gasket.
bearing surface (see Fig. 6).
Move the dial gauge base until the gauge feeler lies on the cylinder
surface and take reading from the dial.
Reset the dial gauge.

Fig. 6 - Checking piston position at T.D.C.
Place the base so that the gauge feeler lies on the piston head at
T.D.C. and take reading.
Choose the gasket to be fitted according to reading taken (also

refer to item D in the table here below).
Fig. 7 - Determining the engine cylinder head

gasket thickness.
Ø machining Ø max wear

A inside diameter measured half-way along the cylinder mm −0 105.100
105.000 + 0,022
B roundness errormm 0.020 0.080
C piston recess from the head gasket 0.30÷0.40
bearing face on cylinder mm
D determination of head gasket thickness x gasket thickness
reading
gasket ref. code 0.085.1450.0 mm -0.562 ÷ -0.300 0.5 without locating notches
gasket ref. code 0.085.1451.0 mm -0.290 ÷ -0.110 0.7 with 1 locating notch
gasket ref. code 0.085.1453.0 mm -0.100 ÷ +0.020 0.8 with 3 locating notches
gasket ref. code 0.085.1452.0 mm +0.030 ÷ +0.178 1 with 2 locating notches
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1 engine
12 cylinders
Fig. 8 - Engine cylinder.
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crankshaft 12
Main bearings
Fig. 9 - Crankshaft and main bearing dimensions.

a crankshaft main journal and big end journal machining.
b crankshaft tail journal machining.
c main bearing inside diameter
Ø machining Ø max. wear

— A main journal diameter mm 70.000 −− 0.020
0.040 69.900
— 1st grinding mm 69.750 −− 0.020
0.040 69.650
— 2nd grinding mm 69.500 −− 0.020
0.040 69.400
— max. journal taper allowed mm 0.020 0.050
— max. main journal ovality allowed mm 0.005 0.050
0
— max. journal boring diameter mm 74 − 0.030
0
— B big end journal diameter mm 63.500 − 0.020 63.400
0
— 1st grinding mm 63.250 − 0.020 63.150
0
— 2nd grinding mm 63.000 − 0.020 62.900
— big end journal cilindricity mm 0.020 0.050
— big end journal out-off-roudness mm 0.005 0.050
— C main bearing inside diameter mm 70.000 ++ 0.018
0.068 70.130
— 1st undersize mm 69.750 ++ 0.018
0.068 69.880
— 2nd undersize mm 69.500 ++ 0.018
0.068 69.650
— crankshaft end play mm 0.105÷0.300 0.500
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12 crankshaft
Fig. 10 - 6 - cylinder engine cranshaft.
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crankshaft 12
Fig. 11 - 4-cylinder engine crankshaft assemblcrankshaft
Crankshaft
The crankshaft is in nodular cast iron.

All operations must be carried out in compliance with the following
standards:
1 - Metalloscope inspection of 100% of pieces; cracks are not

permissible.
2 - When grinding the crankshaft, it should preferably rotate in the

opposite direction to its normal rotation in the engine, but rotation
in the same direction is permissible. During the polishing opera-
tion, however, the crankshaft must rotate only in the same direc-
tion as it normally rotates in the engine.
The surfaces must be polished and totally free of machining
marks.
NB: the permitted values for crankshaft grinding are given on page
29.
3 -The emerging Ø6 mm oilways must be chamfered with a radius

of 1.5 mm, and these chamfers must be free from machining
marks.
4 - Round off all sharp edges.
5 -The crankshaft (complete with ring gear, in the case of 4-cylin-

der engines) and Ø12 mm dowel, must be balanced both statically
and dynamically. The maximum permissible unbalance on the end
supports is 150 g cm.
6 - Before assembly, degrease and thoroughly clean the cranks-

haft, including the oilways.
Fig. 12 - 4-cylinder engine crankshaft cross-sec-
tion.
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1 engine
12 crankshaft
Crankshaft end play is adjusted by two-part spacer rings (see also

specifications table) fitted onto the rear main bearing sides (flywheel side);
these are provided with a projection preventing faulty assembly, the rings
can be mounted after crankshaft installation too.
Each main bearing consists of two shells each being provided with a small
tongue permitting it to be held in position inside the bearing cap seat. The
upper bearing shell is provided with a cavity for oil flow.
Main bearing caps shall be positioned according to the numbering printed

on their bodies and fixed to the block with two special securing screws,
which can only be replaced with other original screws.
Fig. 13 - Cleaning crankshaft lubricating holes.

Checking crankshaft
After the crankshaft has been thoroughly cleaned examine it carefully.
Meticulously ascertain the main and big end journals do not show signs
of seizure, otherwise rigrinding will be necessary. If the journals are
cracked the crankshaft shall be replaced.
Using a micrometer gauge make sure the main journal diameters are not
below the specifications given in the related table, otherwise a regrinding
should be performed.
Checking crankshaft journal out-of-roundness and

taper
Fig. 14 - Checking crankshaft dimensions. With a micrometer gauge measure crankshaft journal taper and out-of-
roundness amounts; if readings exceed the maximum allowances speci-
fied a regrinding shall be performed. (Refer to specification table).
Checking main bearings

Clean main bearings carefully and then examine the internal surfaces for
indentation, scuffing, scratching or evident antifriction lining wear. If any
replace the main bearings.
Check main bearing inside diameters with an internal comparator. If the

diameters are found in excess of the maximum wear limits, the main
bearings shall be replaced.
Main bearings are supplied as spare parts either with normal size or
undersize inside diameters. The inside diameter undersize range is 0.25
Fig. 15 - Checking main bearing inside diameter. to 0.50 mm.
Be very careful when installing the main bearings in order they can be
correctly positioned. The bearing shells provided with a lubricating hole
must be placed in the upper side (i.e. into the block forging and not into
the main bearing caps).
Mounting main bearing caps

The numbers stamped on the main bearing caps must be on the same
side as those stamped on the block.
Carefully check main bearing cap fixing screws for stretching, if so replace
them with original screws only.
The screws are to be tightened progessively to 1 kgm (9.8 Nm) torque
and subsequently to 3 kgm (30 Nm) torque then using no. 5.9030.640.0
Fig. 16 - Checking crankshaft end play. tool furtherly tighten each single screw to an angle of 55°÷1’
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engine 1
crankshaft 12
Cleaning crankshaft and cylinder block internal

passages
Cleaning of the lubricating oil passage should be made after all crankshaft
and cylinder block overhauling operations have been accomplished.
This cleaning can be carried out by using Diesel fuel or compressed air
blasted into the passages.
Checking crankshaft end play (Fig. 16).

This check is performed with a magnetic base comparator operating as
follows: Fig. 18 - Special fixture for piston positioning
during crankshaft installation.
–place the magnetic base together with the comparator onto the crank-
case and then make the comparator feeler contact one of the crankshaft
ends.
–use a lever to move the crankshaft axially towards the comparator side
until the comparator hand stops moving.
–reset the comparator and push the crankshaft with the lever towards the
opposite side and then take the end play reading from the comparator
dial.
This reading should be 0.10 to 0.27 mm; if higher than specified, some
spacing half-rings with 0.10 to 0.20 mm oversize with respect to the
nominal thickness shall be fitted. These half-rings are regularly supplied
as spare parts.
Fig. 19 - Mounting one holed main bearing shell
into the cylinder block forging.
Triangular-section gaskets should protrude as shown in figure 17.
In its rear portion the crankshaft is provided with a 3x30° chamfer. In

addition the surface contacting the sealing ring has undergone a harde-
ning process.
The oil seal must be fitted using tool 5.9030.628.0.
Fig. 20 - Fitting the one main bearing shell into

the main bearing cap.
Fig. 21 - Installing the crankshaft main bearing

caps.
Fig. 17 - Main bearing cap gasket installation.
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1 engine
12 crankshaft
Connecting rods - connecting rod bearings and

bushings (Fig. 26)
Checking connecting rod axis parallelism
(using no. 5.9030.651.4 special tool)
Place the connecting rod on the special tool and mount the comparator
by loading the feeler 1 mm against the gudgeon pin.
Move the connecting rod from right to left and reset the comparator to
zero when the comparator hand indicates the maximum reading. Remove
the connecting rod from the tool and replace it after a 180° rotation along
its longitudinal axis.
Repeat this operation and note the difference in reading compared with
Fig. 22 - Fitting bushing into the con-rod small the previous taken. If the difference is above the specified tolerances, the
end. rod shall be straightened by hand press .
Checking connecting rod bushing and bearings

Check connecting rod bushings and bearings for scoring or scuffing.
Wear amount should not exceed specifications, otherwise they must be
replaced.
After fitting the bushing, check that the diameter is as specified in figure
22.
Checking connecting rod weight

The difference in weight between one engine connecting rod and another
must never exceed 20 gr.
Fig. 23 - Checking con-rod for wear.
Installing connecting rods
The screws are to be tightened progessively to 1 kgm (9.8 Nm) torque
and subsequently to 3 kgm (29.5 Nm) torque then using no. 5.9030.640.0
tool furtherly tighten each single screw to an angle of 90°  1’
If these bolts are to be reused, check that the difference between the
maximum and minimum diameter measured at the part denoted A (Fig
25) is less than 0,1 mm. If not, the bolt must be replaced.
Fig. 24 - Pulling out/driving in con-rod bushing.
Fig. 25 - Checking the diameter of the connecting Fig. 26 - Checking con-rod axis parallelism.
rod clamp bolts.
Ø machining Ø max wear

+ 0,035
connecting rod bearing inside diameter mm 63,500 + 0,075 63,620
+ 0,035
1st undersize mm 63,250 + 0,075 63,370
+ 0,035
2st undersize mm 63,000 + 0,075 63,120
+ 0,015
connecting rod bushing inside diameter mm 35 + 0,025 35,060
maximum misalignment of the connecting
rod smoll end axis
(measured at 49 mm from con-rod centre line) mm 0,05
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crankshaft 12
pistons - gudgeon pins - piston rings
Fig. 27 - Piston, piston ring and gudgeon pin dimension.
aspirated engine turbocharged engine

Ø machining Ø max. wear Ø machining Ø max. wear
A piston diameter at 90° of the gudgeon pin
axis and at 10 mm from the bottom base mm 104,9±0,007 104,680 104,9±0,007 104,680
B clearance betwen piston ring and piston
ring gooves in piston (new piston ring)
1st piston ring mm 0,110÷0,145 0,250 0,145÷0,095 0,250
2st piston ring mm 0.050÷0,085 0,150 0,080÷0,115 0,200
3st piston ring mm 0,030÷0,065 0,150 0,030÷0.065 0,150
C piston ring and gap
1st piston ring mm 0,400÷0,650 1,500 0,400÷0,650 1,500
2st piston ring mm 0,400÷0,650 1,500 0,400÷0,650 1,500
3st piston ring mm 0,300÷0,600 1,500 0,300÷0,600 1,500
D inside diameter of gudgeon bore
in piston mm 35 ++ 0,006
0,012 35,020 35 ++ 0,03
0,09 35,020
0 0
E gudgeon pin diameter mm 35 − 0,006 34,970 35 − 0,006 34,970
Pistons
Pistons are specially forged hypereutectic aluminium-silicone-alloy. The
air-fuel mixing chamber machined in piston crown has toroidal shape.
Both the part number and reference A (meaning air) are printed in piston
top, i.e. the piston identification code.
Piston rings
Pay particular attention to the identification marks on the piston rings for
correct assembly.
Inserting the first or the second piston ring upside down will result in either
engine uneven operation or serious damage, even though the piston
groove is the correct one. The figure above illustrates how assembly
should be performed correctly.
Warning - When replacing piston rings in turbocharged engines pay

particular attention that also the second piston ring be provided with Fig. 28 - Measuring piston diameter.
external "CHROMIUM PLATED" sealing surface. (This to avoid installing
improper, not chromium-plated rings belonging to aspirated engines).
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1 engine
12 crankshaft
Fig. 29 - Pistons A - for turbocharged engines B - for aspirated engines.
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engine 1
crankshaft 12
Fig. 30 - Indications for fitting piston rings.

A - turbocharged engines B - normally aspirated engines
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1 engine
12 crankshaft
Cleaning pistons
Descale piston crown and piston ring grooves using an emery
cloth.
Remove any buildups from gudgeon snap ring seats.
After all parts have been thoroughly cleaned and before further
checking is performed, examine them carefully for cracking or
damage which may require replacement.
Light scoring o seizing signs can be removed with very fine emery
cloth.
Fig. 31 - Checking piston ring end gap
Checking pistons
Measure piston diameter with a micrometer gauge as shown in
figure 28.
If the diameter measured is below the specifications given in table

on page 35, the piston needs to be replaced.
Fig. 32 - Checking clearance between piston Checking gudgeon pin and gudgeon pin seat in
rings and piston ring grooves in piston. piston
If either gudgeon or related seat diameter measurement differs

from specifications, the replacement of the worn-out part is recom-
mended.
Check also gudgeon pin snap rings for proper elasticity or da-
mage. If they are found not conforming to the operating conditions
replace them.
Checking piston ring end gap

Both the compression ring and the oil control ring ends installed
in the cylinder should not have a gap exceeding the specifications
shown in table.
This check is carried out by inserting the piston rings into the
cylinder so as the ring end gap can be measured with no.
5.9030.270.0 special thickness gauge, as shown in figure 31.
NOTE - Excessive clearance between piston rings and piston ring

grooves in piston may cause high lubricant consumption as well
as engine power loss.
Piston rings must be replaced each time piston is removed or

cylinders are replaced.
Fig. 33 - Correct assembly of piston rings.
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engine 1
crankshaft 12
Checking clearance between piston rings and pis-

ton ring grooves in piston
This check is to be made with new piston rings, as shown in figure
32, by inserting the piston ring into the groove and then the blade
of no. 5.9030.270.0 thickness gauge. Refer to specifications table
for maximum clearance allowance.
If the clearance measured exceeds the maximum allowance,

piston shall be replaced.
Installing piston rings

During cylinder assembly perform a proper orientation of the first
piston ring so that its cut be moved by 60° from the gudgeon pin
axis.
The other piston rings should be inserted with their cuts moved by
120° from each other.
Fig. 34 - Installing piston into cylinder.
Installing pistons into cylinders

Use no. 5.9030.654.0 ring clamping band as shown in figure 34
to install piston into the cylinder.
Afterwards insert piston and cylinder assemblies into the cylinder

block.
NOTE - Pistons can be taken without removing the crankshaft,

just withdrawing along with the connecting rods directly from the Fig. 35 - Installing piston and cylinder assembly.
cylinders after removing both cylinder heads and connecting rod
caps.
Before installing the cylinder liners, fit the O-ring seals code
2.1539.130.0.
The connecting rod-piston assembly must be assembled with the

piston crown recess oriented towards the tappets (Fig. 36).
The big-end caps must be fitted so that the punched number

appears on the same side as the number on the connecting rod. Fig. 36 - Correct orientation of piston and con-rod
assembly.
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1 engine
12 crankshaft SILVER 80 - 90 - 100.4
Counterweights for 4-cylinder engines
Specifications
counterweight end play mm 0.10.43
backlash allowance
between counterweight and
crankshaft crown wheel teeth mm 0.200.25
bushing inside diameter mm 26 ++ 0.050
0.075
max. wear mm 26.150
Fig. 37 - Counterweight assembly components.

Checking counterweights
Check counterweight bushing inside surface conditions. Ensure
the inside diameter is not above specifications; otherwise replace
bushings.
With bushing installed perform boring according to specifications
given in the table above.
Installing and adjusting counterweights

Position the weight marked with S in the related support seat, then
place weight D too, so that the engraved teeth coincide as shown
in figure.
Fig. 38 - Counterweight assembly.
Fit gudgeons E and insert spacer washers H.

Be sure the counterweight end play is 0.1 to 0.43 mm. Complete
installation by fixing gudgeons through special pins F and the
weights with securing screw C.
Apply the support and weight assembly underneath the cylinder
block so as the engraved counterweight S tooth engages between
the two engraved teeth of crankshaft crown wheel B. Then fit a
number of shims G until a 0.20 to 0.25 mm backlash between
crankshaft crown wheel and weight S teeth is obtained.
Remove screw C and finally tighten the weight support securing

screws to cylinder block also applying some Loctite 242.
Fig. 39 - Counterweight assembly cutaway-view.
Fig. 40 - Engine-installed counterweights. Fig. 41 - Installed counterwight bushings.
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crankshaft 12
Engine flywheel
Before dismounting the flywheel it is advisable to remove two
diametrically opposed screws replacing them with two stud bolts.
To replace the flywheel ring gear operate as follows:
— Immerse the flywheel into a water-filled container. Keep the

flywheel lifted a few centimeters from the container bottom
using some small iron blocks fitted under the ring gear teeth.
The ring gear should be turned upwards and project a few
millimeters from the water surface.
— Using a flame heat the ring gear all around the toothed sector Fig. 43 - Ring gear position on engine flywheel.
until the flywheel is dropped to the container bottom due to heat
expansion.
— Heat the new ring gear up to a temperature of about 200° C

and position into flywheel housing. Ensure the tooth chamfers
are turned upwards as shown in figure 43.
Fig. 44 - Checking flywheel face coplanarity.
Fig. 42 - Machining depths for clutch matching surface of the flywheel.

Fig. 45 - Removing flywheel ring gear.
Checks
Make certain that the sliding surface of the flywheel is not scored;
material can be removed, if necessary, to a maximum depth of 0,5
mm, (surface roughness 1,6 mm).
Thereafter, reinstate the radius (r = 2 mm) at diameter 341 mm
(see fig 42).
It is important that surface A should be lowered by the same
amount as surface B in order to maintain dimension 32,5 unaltered
and allow correct operation of the clutch assembly (see fig 42).
The flywheel contact surface should thoroughly be in the same

plane as the clutch plate. This can be verified by fitting a magnetic
base comparator as illustrated in figure 43 and rotating the fly-
wheel by hand. Fig. 46 - Engine flywheel.
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1 engine
12 crankshaft
Crankshaft removal procedure

— Remove engine from tractor and install on no. 5.9030.002.0
traveling stand for transfer on no. 5.9030.491.4 swivel bench.
— Remove the oil pan and the oil pump suction rose.
— After detaching the pulley belt take the pulley from the cranks-
haft along with the pulley hub.
— Dismount engine front case, rear flywheel, engine-to-gearbox
connecting flange and sealing ring holding flange.
(In 4-cylinder engines also the counterweight assembly is to
be removed).
— Remove big end caps and related bronze bushings.
— Remove main bearing caps and related bronze bushings.
— Remove the crankshaft and take the upper bronze bushings.
Installing the oil pump driving gear

SILVER 100.6
Heat gear A in a furnace to such a temperature that a difference
in temperature of 100 °C between gear and shaft B is established.
Apply some LOCTITE 648 on the whole contact surface between
crankshaft and the oil pump driving gear.
Mount gear A on shaft B as shown in figure until a 0.2 to 0.5 mm
reading from crankshaft shouldering face is obtained.
After, with cold shaft, remove the tailings of LOCTITE on the
crankshaft.
Ensure the oscillation error on diameter Ø 116 (concerning the
gear) be restricted within 0.1 mm.
Fig. 47 - Rear flange cross-section. Fig. 48 - Oil pump driving gear - SILVER 100.6.
A - SILVER 80 - 90 - 100.4
B - SILVER 100.6
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camshaft 13

Camshaft cam lift
+ 0,05
intake cam mm 6,86 − 0,05 6.30
+ 0,05
exhaust cam mm 6,71 − 0.05 6,20
+ 0,05
injection cam mm 8 − 0,05 7.50
0
Camshaft journal diameter mm 55 − 0,030 54.950
+ 0,060
Camshaft bushing diameter mm 55 − 0,090 55.180
Idler gear bushing diameter mm 40 +− 0,025
0,064 40.125
0
Idler gear pin diameter mm 40 − 0,025 39.950
The installation of single-cylinder injection pumps besides ensur-

ing an even load distribution on the camshaft has permitted two
bearings per camshaft journal to be mounted in the engine block,
thus minimizing camshaft flexure.
Fig. 1 - Timing system cams:
A - Valve cam; B - Injection cam.
A bimetallic bushing is inserted in each bearing to ensure very
smooth camshaft operation. This can be replaced when wear
exceeds the limits specified above.
All these features guarantee precise cam movement thus provid-

ing smooth timing system operation and regular fuel supply as
well.
The camshaft is held in position by a forked plate fitted on engine

front side.
Fig. 2 - Checking cam wear.
For 1000.4-A engines

The engine oil pump and engine governor driving gear is mounted
at the rear camshaft end.
Prior to installing camshaft, the engine block should be turned

upside down and the tappets inserted in the related seats in the
block after having been properly lubricated with oil.
Make sure the tappets slide in their seats freely.

Fig. 3 - Camshaft fixing forked plate.
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13 camshaft
Checking camshaft
Examine both camshaft journal and cam surfaces: they must be
thoroughly smooth and in perfect operating conditions.
If on the contrary cams show any sizing or scoring, it is convenient

that both the camshaft and the bushings installed in the block be
replaced. Only if a very small evidence of deterioration is noticed,
this might be eliminated using a very fine grain abrasive stone.
To check for wear, place the camshaft on the special cross-

shaped rests and apply a comparator feeler on each single cam
then rotate the camshaft.
Fig. 4 - Installing tappets into the engine block.
Minimum cam lift should never be below specifications, otherwise
the camshaft should be replaced.
Checking camshaft bushings

Carefully examine bushing inside surface; should any seizing or
evident wear of the antifriction lining be found replace the bush-
ings.
Fig. 5 - Installing the 1000.4 engine governor
driving gear.
If normal conditions are noticed, check the bushing inside
diameters by means of an internal comparator. If the bushing
inside diameters measured are in excess of the maximum wear
limits specified, these shall be replaced.
Each time the bushings are replaced they must be bored.
Checking timing gear

Be sure the gear teeth are not spalled or excessively worn.
Replace the gear, as necessary.
Fig. 6 - Inserting the camshaft bushings.
Fig. 7 - Camshaft.
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cylinder head 14
Cylinder heads - valves - valve rockers

− 0,013
A valve stem diameter intake mm 9 − 0,028 8.940
− 0,013
exhaust mm 9 − 0,028 8.940
B inside diameter of the valve guides
installed in the heads mm 9 ++ 0,040
0,025 9.100
0
C valve seat angle with respect to valve intake 29°30’ − 15’
0
exhaust 44°30’ − 15’
D valve seat width on the valve seat insert intake mm 1.55 1.7
exhaust mm 2.20 2.,35
E valve recess from cylinder head level intake mm 0,8 +− 0,5
0,1 1.8
exhaust mm 1 +− 0,5
0,1 2
0
F valve seat taper intake 60° − 15’
0
exhaust 45° − 15’
G valve diameter intake mm 44.2
exhaust mm 39.5
Fig. 1 - Main dimensions of valves and valve seat inserts.
Fig. 2 - Rocker support assembly cross-section. Fig. 3 - Engine cylinder head longitudinal section.
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14 cylinder head
Fig. 4 - Tappet assembly. Fig. 5 - Cylinder head cross-section.
Fig. 6 - Clearance between valves and rockers. Fig. 7 - Valve recess from the cylinder head gasket bearing face.

Valve springs
a inside diameter mm 27.7
b free spring length mm 53.6
c loaded spring length
kg 15.85±5% mm 42
kg 19.60±5% mm 39.6
rocker arm bushing inside diameter
(see fig. 10 on page 47) mm 19 ++ 0.015
0.025 19.060
rocker arm pin diameter
0
(see fig. 10 on page 47) mm 19 − 0.011 18.980
Fig. 8 - Main valve spring dimensions. clearance adjustment between
valve and rocker arm (cold) mm 0.20
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cylinder head 14
Cleaning cylinder heads

Clean the cylinder heads thoroughly by removing any coking
inside both exhaust and intake ducts. Also clean cylinder head
cooling fins carefully.
Checking valve seats

First descale and clean valve seats and then inspect for either
pitting or corrosion in the valve contact area, otherwise a new
grinding (if light wear is found) or a replacement shall be provided.
To install new valve seat inserts operate as follows:

chill the valve seat inserts in liquid nitrogen for easier installation
in the cylinder head by running fit.
Valve seat inserts are supplied as finished parts and do not require
any further machining. On installation avoid knocking on the valve
seats to prevent distortion.
NOTE - If no liquid nitrogen is available for valve seat insert chilling

before installation, it is also possible to heat up the cylinder head
to a temperature of 200° to 300°C.
Fig. 9 - Cylinder heads, cylinders, valves and

rocker arms.
Checking valves
Descale the valves with the special brush.
Make sure the valve seat is thoroughly intact, otherwise replace.
Check the valve stem for deformation, be sure the stem outside
diameter is not below specifications.
Testing valve tightness

After grinding the valve seats, test valve tightness as follows: plug
Fig. 10 - Bushing and rocker arm positions and
the intake and exhaust ports through the related valves and then wear check dimensions.
pour in some petrol and check for any leaks (if new valves are A - Rocker arm bushing inside diameter
installed a slight dripping is allowed). B - Rocker arm pin outside diameter
Checking valve guides

Inspect valve guide boring inside surface. It should be thoroughly
smooth and show no evidence either of seizing or scoring.
Use no. 5.9030.020.0 gauge (fig. 17) for measuring the valve
guide inside diameter. Excessively worn guides are to be re-
placed.
When re-installing the valve guides they should protrude 14.5±0.2
mm from the seat in the cylinder head.
Using no. 5.9030.626.0 tool for installation will enable this dimen- Fig. 11 - No. 5.9030.635.0 tool for tappet rod cap
sion to be automatically obtained. removal.
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14 cylinder head
Fig. 12 - Valve seat inserts and valve guides. Fig. 13 - Valve seat inserts.
Checking push rods

Examine rocker arm push rods for deformation and the rocker arm
contact ball seat for signs of seizing or roughness, if any, replace.
Make sure also the other push rod end in contact with the tappet
does not show excessive wear or nicks.
Checking valve springs

Make sure the valve springs have not lost their elasticity.
Fig. 14 - A - Intake valve Also inspect valve springs for rust or damaged lacquering.
B - Exhaust valve.
Checking rocker arms

Ensure the rocker arm working area is thoroughly smooth and no
nicks are shown.
Use a micrometer gauge to measure the rocker arm pin diameter;

reading should not be lower than specifications, otherwise re-
place.
Check the rocker arm bushing for excessive wear, replace as

necessary.
Fig. 15 - Using no. 5.9030.012.0 tool to remove Check both rocker arms and valves for proper lubrication by
valves. running the engine at idling speed, ensure the oil flow rate is
regular; should this not be the case the rocker arm bushing should
be inspected for proper installation or the ducts checked for
clogging.
Adjusting valve clearance

This adjustment is to be performed with a cold engine and piston
at T.D.C. at the end of the compression stroke (both rocker arms
shall be in uppermost position and detached from the valve
stems).
Rotate the crankshaft until the above mentioned conditions are

obtained, then use a thickness gauge to take clearance measure-
Fig. 16 - Grinding valve seats. ment.
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cylinder head 14
Fig. 17 - Checking valve guide wear. Fig. 18 - Inserting valve guides with the special
tool.
Installing cylinder heads

Cylinder head securing screws should be tightened evenly following
the cross sequence shown in figure to a 2 kgm (19 Nm) torque, then
repeat tightening in the shown sequence to a 5 kgm (49 Nm) torque,
finally use n. 5.9030.640.0 equipment to furtherly tighten the cap
screws until each of them is locked by an angle of 90°±5’.
Before performing screw tightening, the use of plate A is recom-
mended to align the cylinder heads correctly, as shown in figure
21.
Checking engine compression

Run the engine until the operating temperature is attained. Fig. 19 - Adjusting valve clearance.
Remove the injection nozzle from the cylinder head and fit the
special engine compression tester.
Ensure the injection pump is in STOP position.
Start the engine and let it turn until the peak pressure in the
cylinders is obtained and then check the engine r.p.m.
Be sure the same checking procedure is applied for each single
cylinder so as to provide even measurements.
Cylinder pressure should be 25 to 30 bar at sea level at 150 engine
r.p.m. and with hot oil.
Any difference in readings should be no more than 10%. Altitude
affects engine compression: 4% pressure loss every 300 m above
sea level is usually recorded. To avoid incorrect readings, the
battery should be thoroughly efficient. Lack of compression may
be due either to piston ring or valve and valve seat or cylinder
wear. Fig. 20 - Checking cylinder compression.
Fig. 21 - Using alignment plate A to install the cylinder heads and cap Fig. 22 - No. 5.9030.640.0 equipment for tighte-
screw tightening order. ning the cylinder head securing screws angularly.
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15 lubrication system
Fig. 1 - Oil pump assembly cross-section - SILVER 80 - 90 - 100.4.
SILVER 80 - 90 - 100.4
Oil pump
Each time the oil pump is removed or installed, ensure the gears
can rotate freely and there is no evidence of tool spalling or wear.
Otherwise the whole pump assembly must be replaced.
To perform a complete oli pump efficiency test insert an oil flow

rate meter along with an oil pressure gauge between cylinder
block and oil filter. Ensure readings correspond to specifications
in page 18 table.
Checking pressure relief valve

Fig. 2 - Oil radiator, oil filter and oil pan. Using the special fitting connect the valve to no. 5.9030.520.4
equipment and make sure the valve calibrating pressure is 4.9 to
5.9 bar. If this is not the case the valve should be replaced.
Warning: whenever the oil pan is removed, ensure the prefilter

wire mesh located under the oil rose pipe is thoroughly clean.
Engine oil pressure can also be checked on the special dash-
board-mounted indicator.
Engine oil level should never be below the minimum level notch
on dipstick.
SILVER 100.6
Shimming the engine oil pump

Between engine oil pump support and engine block fit the same
number of shims A - ref. code 007.0972.0 and B - ref. code
007.0973.0, so that the backlash between oil pump and crankshaft
Fig. 3 - Oil pump - SILVER 100.6. gear teeth is 0.12 to 0.27 mm.
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lubrication system 15
SILVER 100.6
Fitting shims between engine oil pan and front

support
Between engine oil pan C and front support A it is required that

shims be fitted so that a ±0.1 mm alignment with the engine block
plane may be obtained.
Mount the oil pan onto engine block paying particular attention the
rear planes are thoroughly aligned (engine flywheel side).
With no. 5.9030.272.0 centesimal gauge and no. 5.9030.433.0

gauge base measure the difference in dimension between oil pan
C front plane and engine block plane B. This difference in reading
should be 0.35 to 0.95 mm (make sure the oil pan plane always
recesses from engine block plane).
Install the front support placing a number of shims which permits

both planes to be aligned within a ±0.1 mm allowance.
WARNING: Reading and shimming should be performed both on

the front right-hand and the front left-hand side of the oil pan as
shown in figure.
Fig. 4 - Measuring the difference in dimension
between oil pan and engine block planes.
Fig. 5 - Positions for reading dimension difference between front oil pan and engine block planes.
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15 lubrication system
Fig. 6 - Oil pump section SILVER 100.6
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fuel system 16
Fuel injection nozzles
Checking fuel injection nozzles

The checks on injection nozzle operating conditions include injec-
tion nozzle spraying efficiency and calibration.
However, it is recommended that the utmost cleanliness rules be

strictly observed and a thorough test on the hydraulic seal of the
different system fittings be performed. As a matter of fact even a
small leakage would invalid the tests carried out.
Fig. 1 - Injection nozzle assembly.
Injection nozzle calibration

Check pressure reading at which the nozzle needle begins to be
lifted from its seat thus determining the injection starting.
This pressure should be within the recommended specifications.

For this reason, each time that calibrating pressure readings differ
from specifications the injection nozzle should be adjusted as
required.
To perform the above checks, the use of a pump connected to the Fig. 2 - Injection nozzle section.
injection nozzle to be tested by a piping is unavoidable.
(Prior to performing the test the fuel recovery plug should be
removed).
The following procedure shall apply:

Operate the pump lever (fig. 4) a few times to force any air out of
system.
Slowly operate the pump lever and notice the pressure reading
right in the moment the injection begins. This pressure should be
180 bar. If readings differing from that specified are indicated, it
will be necessary to adjust the pressure spring by simply adding
or removing the special spring preloading shims.
To gain access to spring adjustment, remove first the lower cap

of the injection nozzle holder and then add or remove shims
bewteen spring and flat cap until the desired nozzle calibrating
Fig. 3 - Spring load adjustment.
pressure is obtained.
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Checking injection nozzle seat tightness

Checking the injection nozzle seat tightness is very important as
this permits to verify whether there is any fuel dripping from the
injection nozzle before the calibrating pressure is reached.
This test is carried out by operating the hand pump until a pressure
reading about 10% lower than the calibration pressure is attained.
Take care this pressure be maintained by oppotunely pressing on
the hand pump lever, so as to compensate the pressure drop
which otherwise would be caused by the fuel dripping between pin
and nozzle holder body.
Fig. 4 - Checking injection nozzle spraying effi- Under these conditions the injection nozzle should never drip;
ciency. otherwise consult an injection pump specialist.
Fig. 5 - No. 5.9030.618.4 tool used to remove

injection nozzle from seat.
Checking injection nozzle spraying efficiency
Connect the injection nozzle to a pump and operate the pump lever
repeatedly so that the operating conditions may be reproduced.
Fuel must be sprayed from the nozzle holes in form of finely

atomized jets, which should all be equal in size. There should be
as many jets as there are holes in the injection nozzle.
Otherwise, clean the nozzles by removing first the residual carbon

deposits from the nozzle holes with a Ø 0.26 mm steel wire and
then clean them thoroughly with a Ø 0.28 mm wire, this having the
same diameter as the nozzle spraying holes.
Fig. 6 - Cleaning injection nozzle with a piano
wire.
Injection nozzle projection from the cylinder head

face plane
Make sure the injection nozzle projects 3.42 to 3.90 mm from the
Fig. 7 - Injection nozzle projection from the cylin- cylinder head face plane.
der head face.
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SILVER 80 - 90 - 100.4 - 100.6 fuel system 16
MECHANICAL-TYPE ENGINE GOVERNOR
Fig. 8 - Engine governor assembly longitudinal sections.
Mechanical-type engine governor

The engine injection pump governor assembly is a very advanced design
both for specific operating features and easy servicing.
The engine governor has been developed as a complete unit on which

either repairs or adjustments can be performed after removal from
engine.
Besides facilitating operations, also it offers the advantage of being swiftly

replaced or temporarily interchanged with a unit of same type and
specifications, thus preventing the machine from lying idle in the event of
mechanical interventions on it.
The following equipment is also provided with the governor assembly:
Automatic extra fuel supply

Whenever the engine is turned off, extra fuel is automatically supplied to
the combustion chamber by this unit; this ensures a prompt engine
starting response.
(To be sure this automatic supply function is not prevented in very cold
weather, we recommend releasing the engine fuel shut-off control - STOP
- immediately after the engine has been stopped).
Engine fuel shut-off

This control permits the engine to be stopped effortlessly, as it directly
operates the pump control rod and no connection to the governor assem-
bly is provided.
Anti-hunting Fig. 9 - Engine governor transmission assembly.

This device limits the engine speed variation when this turns at fast idling
speed.
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16 fuel system SILVER 80 - 90 - 100.4 - 100.6
Fig. 10 - Engine governor assembly cross-section.
Mounting governor weights (Fig. 11)

Apply Loctite 601 to the crankshaft surface A in contact with
support B, then fit the support to the crankshaft, positioning the
two pieces to allow fitting of dowel F. Fit the weights C and E to
the support by means of plates D inserted in the groove of the
sliding sleeve.
Open weight C against the stop thereby holding the weight whose
plate rests on the coupling and releasing the other one, then move
the coupling against the locked plate. Be sure the dimension
reading is 61±0.1 mm, as shown in Fig. 11, otherwise add or
remove shims (ref. code 2.1589.160.0 and 2.1589.161.0) to/from
the position indicated by the arrow.
Installing governor assembly

Lower casing
Install the engine STOP control levers, both internal and external
ones, then insert the plate and related stop screws (see items a
in fig. 14).
Place bearing A (fig. 13) into the casing and fit levers B and C (fig.
13) along with the full assembly components (b fig. 14).
Warning: Before installing lever C be sure this has a 20 mm
portion showing absolutely no indentation (see figure 13).
Install the shaft and mounted weights securing to the bearing with
the special nut.
Install bearing D as well as the sliding coupling and fit the eccentric
screw E into the casing, paying attention the chiseling on the screw
head is in the upper position.
Fig. 11 - Installing weights on the governor shaft.
Fig. 12 - Governor sealing points with LOCTITE.
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SILVER 80 - 90 - 100.4 - 100.6 fuel system 16
Fig. 13 - Engine governor assembly.
POINTS WHERE ADHESIVES ARE TO BE

APPLIED
referring to fig 12
Before assembly, smear the outer surface of the
bush D, the tube E and the fitting B with Loctite
601.
Before assembly, smear the outer surface of

bush G and bush H with Loctite 601.
Before tightening nut C, smear the thread with

Loctite 270.
Before assembly, smear the thread of the lever

securing screw F with Loctite 270.
Adjusting engine speed equalizer
Fix the housing to a support.

Turn the eccentric screw E fig. 13 to obtain a
distance of 4.5+0.1 mm. between the upper
edge of the governor housing and the edge of
the sliding sleeve.
Fig. 14 - Engine governor assembly components
A - Identification plate
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Upper casing (Fig. 13)

Fit the minimum and maximum accelerator control lever travel stop
screws into the upper casing.
Mount bushing G with the relevant O-ring using nut H; install the
accelerator internal and external control levers.
Position spring-holder cap I and springs L; secure lever M and
inserted coupling N into casing.
Install travel stop rod O.
Positioning governor lever M

Operate travel stop rod O with an Allen wrench until the distance
between the lower casing edge and the travel stop rod head corner
is about 2 mm, as shown in figure 13.
Connect the upper to the lower casing, first positioning the auto-
matic extra fuel supply unit spring P on coupling N.
Calibrating engine governor

Engine governor calibration is very easy and requires no special
equipment. The procedure recommended permits all lever plays pro-
duced during engine running to be removed, since this adjustment can
be performed with engine governor assembled and engine running.
This setting is to be effected when external operations which may
involve engine governor, injection pump or injection pump control
rack replacement are performed.
Important - Whenever the governor is removed from engine, the
cable connected to the battery positive pole should be disconnec-
ted so that a sudden engine start may be prevented.
Observe the following procedure:
— start the engine and then bring to a 2000±100 r.p.m. by means
of the hand throttle (avoid subjecting the engine to dragging
loads and ensure it is not hunting).
— Using an Allen wrench (fig. 16) loosen the fuel maximum delivery
adjusting screw (turn it anticlockwise) until the engine is about to
stop (or keeps on running through the automatic operation of the
extra fuel supply unit stabilizing at 300 to 500 r.p.m.).
Fig. 15 - Engine-mounted governor unit. Warning: locating this condition requires most accuracy and meticulous
(For engine 4-cylinders with governor mechani- operating procedure and namely:
cal type).
— locate approximately the point where the engine r.p.m. starts drooping;
— screw in the adjusting screw of about 3 turns to permit the
engine to be stabilized at 2000 r.p.m.;
— loosen first the adjusting screw two full turns and then continue
loosening by about 30° movements at a time and wait 2 to 3 seconds
after each screw movement until the engine stop point is located.
With the engine stopped, place the contact point of a dial gauge
on the head of screw A (fig. 16), zero the gauge, then screw in the
screw the number of turns indicated in the table, to obtain the
gauge reading indicated below:
No of tightening turns of
ENGINE TYPE r.p.m. HP the adjusting screw
1000.4-A4 2500 80 6.3/4 (6,75 mm)

1000.4-AT2 2500 90 8.1/2 (8,5 mm)
Fig. 16 - Tractor-installed engine governor unit. 1000.4-ATI1 2500 100 9 (9 mm)
1000.6-A1 2500 100 5.1/2 (5,5 mm)
NOTE: This adjustment can be performed at an engine oil temperture not
less than 80 °C.
Tighten the lock nut.
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SILVER 100.4 fuel system 16
Full-load fuel delivery governor operation depen-

ding on turbocharging pressure
L.D.A. valve (Ladedruckabhängiger Vollastanschlag - Full-

load fuel delivery stop valve)
NOTE: Before adjusting the L.D.A. valve it is first required the

governor calibration be carried out.
This calibration should be performed after locking the L.D.A. valve

as follows:
— loosen nut O and screw in screw N until plate G is contacting
the valve casing.
— after calibration is ended loosen screw N of 2.1/4 turns and lock
the nut.
As regards governor calibration follow the procedure referred to

on previous page.
No. of turns of the governor calibrating rod adjusting screw: 10 (10

mm).
L.D.A. valve adjustment

To be performed only in the event of valve stripping with governor
removed from engine. The injection pump rod control lever should
not be constrained.
Do not loosen the two screws securing the valve casing to the
governor, should it be necessary first mark their positions so that
on reassembly an equal amount of shimming washers may be
fitted in the same positions.
After removing the L.D.A. valve cover, unscrew nut F, remove the
underlying diaphragm and spring; then rotate nut C a few turns
and install diaphragm again. Pull tie rod B upwards until feeling
the contact between pin D and lever E.
Screw on nut F until bringing plate G against the valve casing.

Remove guard H from the top and lower downward, then remove
pin I and withdraw tie rod B from top.
Screw nut C against plate G and afterwards unscrew by half a

turn.
Holding nut C in position tighten nut F, loosen ring nut L and place
bushing M against the valve casing face, then unscrew by 3/4 turn.
Lock ring nut L, install spring and tie rod B.
Adjusting L.D.A. valve operating stroke

After installing L.D.A. valve cover drive screw N until plate G Fig. 17 - L.D.A. valve adjustment.
contacts the valve casing, then loosen screw by 2.1/4 turns and SILVER 100.4
finally lock with nut O.
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Fig. 18 - Engine governor assembly with L.D.A. valvel SILVER 100.4.
FITTING AND ADJUSTING THE EXTERNAL CONTROLS OF THE MECHANICAL GOVERNOR
Accelerator pedal (fig. 19).

Attach the control cable A to bracket C and then to lever D; fit spring P.
Adjust the position of the rubber G to obtain a distance of 100 mm as shown in figure 19; tighten locknut Q.
Hand throttle control

Attach cable B to bracket E and then to lever F; apply a force f = 5±0.5 to lever F and screw in the self-locking nut R
until the force applied no longer moves the lever.
Connecting the pedal and hand throttle cables to the governor.

Attach the two cables to bracket H using the two snap rings I;
To adjust the accelerator pedal cable, screw in nut L until the cable is fully tensioned, then tighten locknut M.
Bring the hand throttle lever to the "MAX" position and push lever F to its travel limit; screw in nut N until the cable is
fully tensioned and then tighten locknut O.
Lubricate the surfaces of the governor lever in contact with nuts L and N using "Molikote Gn" grease.
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fuel system 16
Fig. 19 - Fitting and adjusting the external controls of the mechanical governor.
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Engine governor control assembly
Installing pinion (Fig. 20)

First insert bearing A in pinion B placing a pack of shims C (ref.
codes 2.1589.146.0, 2.1589.147.0, 2.1589.153.0) between both
until assembly clearance has been fully removed.
Position the preinstalled assembly in support D so that pinion head
rests on tool E as shown in figure 20.
Fit a comparator resting its feeler on pinion end and then set it to
zero.
Remove the tool previously fitted and push the pinion until bearing
A stops against ring F, then take comparator reading.
This reading corresponds to the thickness shims H to be placed
in the position indicated in figure 20.
Tighten the ring nut fully and hit in three different points to prevent
it from becoming loose.
Fig. 20 - Installing pinion and crown whee
Installing crown gear (Fig. 20 and Fig. 21)

Install cage I with rollers and place as shown in figure.
Insert ring M and crown gear N in the support then tighten ring nut
O to allow for a tooth radial backlash of 0.03 to 0.08 mm; then
tighten screw P ensuring the ring nut remains in position.
Warning: screw P is to be mounted after applying a little amount

of Loctite 270.
Fig. 21 - Installing roller cage.
Installing the control assembly into the cylinder

block (Fig. 22)
Fit some shims A (ref. code 065.2560.0 - figure 22), so as a 0.06
to 0.018 mm backlash between the governor drive gear teeth is
obtained.
In any case one shim at least needs to be fitted.
Fig. 22 - Installing engine governor control as-

sembly into the cylinder block.
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fuel system 16
Adjusting anti-hunting device

(Fig. 23)
This adjustment is to be made only in the event of engine hunting
at engine maximum idling speed.
Loosen bush A until being sure that spring B is not protruding

inside the governor casing.
Start the engine and run to peak speed.
Screw in the bush so as to bring the spring close to the hunting
system until hunting dampening is felt.
Warning: the engine idling speed variation obtained through the

anti-hunting device should never exceed 20 r.p.m. Fig. 23 - Engine anti-hunting system..
Sealing engine governor

The governor is fitted with sealing points, indicated in figure 23 bis,
with the letters A - B - C - D - E - F.
Before starting any operations during the warranty period consult

the local After-Sales Service.
Fig. 23 bis - Governor sealing points.

Installing the governor (fig. 24)
Fit the governor by engaging the control fork A in the pawl B of the pump control shaft and securing it in position with
the relative screws.
Then manually check through the injection pump control rod access window that the control rod moves freely and that
the STOP control operates correctly.
Fig. 24 - Installing the mechanical governor.
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ELECTRONIC ENGINE GOVERNOR

General information
The electronic engine speed governor consisting of a REG2MK microprocessor permits an accurate and stable engine
r.p.m. control to be obtained. The system includes an ELECTRIC ACTUATOR, a MAGNETIC PICK-UP acting as a
speed recorder, a PUSH-BUTTON PANEL with LED indication (hand throttle) and a POTENTIOMETER located on the
accelerator pedal.
Specifications
power supply 8 to 15 V DC
card electrical input 35mA + actuator current
maximum actuator current output 6A
PICK-UP input 5 to 30 Vrms
operating temperature range -40 to +85 °C
humidity rate 0 to 100% non condensed
control isochronous or with statism
speed range 600 to 2700 r.p.m.
overspeed set at 3500 r.p.m.
reliability 70 °C
The engine governor receives the speed signal in form of electric signal from a pick-up facing the engine flywheel ring
gear and controls the actuator installed on engine by an electronic control unit.
The control unit is fully digital type and contains the mode of operation defined for each engine model in form of
permanent storage programs (EPROM).
Communications towards the control unit may be entered by an EXTERNAL PROGRAMMER equipped with specific
functions enabling certain parameters to be diagnosed and set
A - ELECTRONIC CONTROL UNIT
B - DIAGNOSTICS
C - SPEED CONSUMPTION
D - PROGRAMMER
Fig. 25 - Configuration of the electronic engine control system.

.
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fuel system 16
Engine r.p.m. governor operation:

Engine r.p.m. governor consists of the following parts:
— electronic control card on microprocessor;
— magnetic pick-up on engine flywheel;
— potentiometer on accelerator pedal;
— hand throttle push-button control panel and self-diagnosis
LEDs;
— magnetic actuator controlling the engine injection pump rack
rod.
The engine r.p.m. is selected by the operator through the accele-
rator pedal: the potentiometer connected to pedal supplies the
card 1 to 4 V voltage corresponding to a r.p.m. varying from
minimum to maximum r.p.m. available.
The magnetic pick-up located against the flywheel ring gear teeth
generates a voltage whose frequency is proportional to the engine
r.p.m.
The electronic control unit compares the engine r.p.m. from the
pick-up with the potentiometer reference thus setting up a current
in the actuator so that the desired engine r.p.m. may be estab-
lished.
The adjustment constants are preset in governor storage and for
this reason cannot be altered.
The push-button panel permits further adjusting functions to be
selected.
Three push buttons are provided in the push-button panel: Fig. 26 - Electronic accelerator manual control.
— UP
— HOLD/RESET
— DOWN
In addition, close to HOLD/RESET push button it is located a
special LED providing signalling and self-diagnosing functions.
NOTE: The hand throttle control forming part of the multifunction
type handset, incorporated into the seat armrest, is described in
the chapter devoted to the cab.
Fig. 27 - Tester (SAT 5.9030.730.6) for checking the governor.
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isochronous operation: depressing push button HOLD/RESET makes the LED light up and the governor keep the
r.p.m. rigorously constant.
operation with statism: if the HOLD/RESET push button is pressed again the LED is switched off and the governor
operates with a r.p.m. droop of about 7% from idling to full-load speed. This engine running mode is useful when
driving tractor on public roads.
fixed-speed hand control: this helps reproduce the hand throttle control.
functions: protections:
— isochronous operating mode; — pick-up signal loss protection;
— speed statism operating mode; — actuator terminal short-circuit protection;
— 600 to 2700 RPM speed adjustment; — overspeed protection;
— hand throttle digital control; — battery polarity reversal protection;
— idling speed under variable statism of 600 to 1500 r.p.m.; — power supply loss protection;
— speed under variable isochronous operating mode — microprocessor fault protection.
from previous idling speed to 2500 r.p.m.;
— limitation of the peak horsepower varying with the speed;
— protection operation and fault self-diagnosis.
Installing components
The installation of the various components should be carried out
with battery disconnected.
— the positive of the key subsequently supplying power to the card

is directed towards battery +.
— the card power supply in-series fuse is 7.5 A.
Note: the metal box housing the card is connected to battery

negative through a card-internal connection.
Fig. 28 - Protection against electronic governor

actual access.
Fig. 29 - Views of the electronic governor actuator.
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Installing and checking actuator

When installing the actuator take note of the following:
— the actuator lever should move the pump rod freely and without friction;
— a free rod must return in stop position;
— the actuator rod must be matched to the pump rod fork with a slight play.
WARNING:
The actuator is provided with cover A (Fig. 28) to protect the access to the injection pump control rod stroke adjusting
device.
This cover is secured to the actuator by means of self-tapping rivet B (Fig. 28).
Calibration on a specific test bench:

power supply 2A ± 0,01
rod stroke 11,5 + 0,2 mm
Fig. 30 - Positioning the injection pumps actuator and control rod clevis.
Calibrating the governor actuator

Calibrating the actuator is a most delicate operation.
This should be performed in case of external interventions including actuator replacement.
Operate as follows:
— Turn on the engine and run to 2000± 100 r.p.m. using the hand throttle.
The engine should never be subjected to dragging loads, make sure the red LED on hand throttle control lever is
illuminated.
— Remove plug A (Fig. 31) to gain access to the actuator spring for spring load setting and loosen screw B (Fig. 31)
until first the engine r.p.m. droops and then the engine stops.
WARNING: locating this condition requires most accuracy and meticulous operating procedure and namely:
— locate approximately the point where the engine r.p.m. starts drooping;
— with engine stationary lock the screw B (Fig. 31) of a number of turns as shown in table below.
ADJUSTING SCREW B
TRACTOR TYPE ENGINE R.P.M. HP
TIGTHENING TURN NO.
SILVER 80 2100 80 3,75
SILVER 90 2100 90 3,25
SILVER 100.4 2100 100.4 4,75
SILVER 100.6 2100 100.6 3
CAUTION: When fitting plug A operate so as any alteration of the adjusting screw B position may be prevented.
Fig. 31 - Setting the rpm control actuator.
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Installing and checking the pick-up

The pick-up should be installed in the following manner:
Adjustment of a new pick-up
Screw the pick-up in the 1.5 pitch threaded hole M16 placed on the bell until contacting the ring gear then tighten the
locknut.
Adjustment of an operating pick-up
If the pick-up has already been operated, after screwing against the ring gear loosen by 1/2 turn and then lock so as
0.65 to 0.75 mm gap may be obtained.
Fig. 32 - Pedal accelerator potentiometer.
INSTALLING AND CHECKING THE PEDAL ACCELERATOR (Fig. 33)

Mount potentiometer P on support S, use special plate Q and pin T to obtain correct positioning and fixing.
Fit lever L, bushing B, washer R and snap ring G. Connect the electric circuit as shown in figure and use a 5 V battery
to provide power supply.
setting engine low idling speed
— Turn screw V2 until a VU voltage = 1000±30 mV is obtained; then lock nut E2.
setting engine fast idling speed
— Move lever L against screw V1 and operate the screw until a VU voltage = 4000 ±30 is obtained; then lock nut E1.
adjusting accelerator pedal stroke
— Move accelerator pedal A against stop F placed on platform (top acceleration position as shown in figure 33).
— Turn adjusting nut D until lever L contacts the stop screw and then tighten locknut C.
— Loosen nut E1, loosen screw V1 of 2 full turns and lock nut E1 again.
Putting into operation the electronic governor

Switch on dashboard with the ignition key.
If the LED on the accelerator control card blinks, decode the fault (refer to SELF-DIAGNOSIS section). Depressing
push button HOLD the LED should illuminate, depressing HOLD button a second time the LED should go out.
If the LED does not light up operate as follows:

Make sure the card is properly supplied (12 V, no. 20 fuse in fusebox).
Check for card operation measuring actuator voltage. This voltage should be 0.1 to 0.6V direct voltage.
Otherwise, either the card is not operating or the actuator is disconnected or defective.
After these checks are concluded and being sure all is in good order, start the engine, remove the upper actuator cap
and insert a 5 mm Allen wrench on the injection pump control rod drive pin so that the injection pump control rod may
be moved to stop position, when irregular engine running is noticed after starting the engine.
Keep on checking ensuring the pick-up voltage be at least a 10V alternate voltage and the direct current measured on
the actuator with engine running unloaded at low idling speed be 1.5 to 1.7A.
If the engine does not start operate as follows:

Ensure pick-up voltage during starting attempt be at least 3V, otherwise check for pick-up correct installation.
Make sure the battery voltage during starting stage never drops below 5.5V.
Ascertain the actuator current during starting stage is at least 2.5A and the actuator moves the injection pump rod.
Check hand control functions through the push-button panel and the hand throttle LED.
Ensure the pedal potentiometer voltage is 1 to 4V.
Note: The hand throttle control push-button panel LED, besides signalling the HOLD condition also helps in diagnosing
malfunctions.
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Fig. 33 - Pedal accelerator adjustment diagram.
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VOLTAGE SPECIFICATIONS UNDER NORMAL OPERATING CONDITIONS

Voltage measurements should be taken with power supplied by the switched on ignition key, whilst resistance
measurement should be performed with battery disconnected.
UNIT MEASUREMENT CONDITION
• actuator : — resistance 2.3± 0.5 ohm — between terminals
open circuit — between terminals and
earth
— current 0.15÷ 0.3A — card supplied

1.5÷ 1.7A — engine idling
1.9÷ 2.4A — full-load engine running
— voltage 0.3÷ 0.8V — card supplied

3.6÷ 4V — engine idling
4.5÷ 5.8V — full-load engine running
• pick-up — resistance 1000± 200 ohm — between terminals

open circuit — between terminals and
earth
— voltage 3V alternated voltage — during engine starting

10V alternated voltage — engine idling
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• REG2MK card — actuator voltage — 1A-2A pins

(governor)
— battery voltage +8 ÷ 15V — 3A-4A pins
— accelerator voltage 4.7 ÷ 5.2V — 8A-6A pins
1.4 ± 0.2V — min-max pedal 7A-6A pins
0 ÷ 0.1V — 6A-3A pins
— UP push button 5 ± 0.2V — 9A-12A pins not depressed
0 ÷ 0.1V — 9A-12A pins depressed
— HOLD push button 5 ± 0.2V — 10A-12A pins not depressed
— DOWN push button 5 ± 0.2V — 11A-12A pins not depressed
— pick-up voltage — 12A-13A pins
— led control 0 ÷ 0.3V — 16A-12A pins led off
1 ÷ 3V — 16A-12A pins led on
— hand throttle control unit +8 ÷ 15V — 3B-2B pins
voltage
— serial input 0 ÷ 5.2V — 4B-2B pins

— serial output 0 ÷ 5.2V — 5B-2B pins
VOLTAGE SPECIFICATIONS UNDER NORMAL OPERATING CONDITIONS
• push button card — UP push button 5 ± 0.2V — 2-3 pins not depressed
(hand throttle) 0 ÷ 0.1V — 2-3 pins depressed
— HOLD push button 5 ± 0.2V — 4-3 pins not depressed

0 ÷ 0.1V — 4-3 pins depressed
— DOWN push button — 5-3 pins not depressed

5 ± 0.2V
— 5-3 pins depressed
0 ÷ 0.1V
— led control — 1-3 pins, led on
0 ÷ 0.3V — 1-3 pins, led off
1 ÷ 3V
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Fig. 34 - Pick-up. Fig. 35 - Hand throttle.
DIAGNOSING MALFUNCTIONS
Operating as follows the self-diagnosing system is in a position to diagnose any failures and warn the operator through
the led located on the hand throttle control push-button panel.
FAILURE NO. OF LED BLINKS LIKELY CAUSE
• pick-up • 4 — pick-up failure

pick-up disconnected
• actuator • 2 — actuator short-circuited
actuator disconnected
— potentiometer failure
• potentiometer • 3 potentiometer disconnected
— actuator locked
• overspeed • 1 pick-up disconnected
— parameter storage not program-
• storage • 5 med or defective
WARNING: Should any failure be found operate from the control push-button panel and take the number of LED blinks.
This LED blink number will permit the repairing technician to readily perform replacement through the correct spare part needed.
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Setting the maximum speed to 30 km/h

When so required by local regulations, the maximum speed can be limited to 30 km/h by means of the engine control
unit and a vehicle speed sensor mounted on the gearbox.
The maximum speed is set as follows:

— Connect the "ALL ROUND TESTER" and calibrate the engine speed following the normal procedure.
— Call up the main menu and press button 4 “MANUAL PROGRAMMING” , enter the password (supplied by our
technician), consult the table below to find the correct parameter for the rear tyres fitted to the tractor, and then select
this parameter using the keypad.
SILVER 80-90-100.4-100.6 1st version (see the serial number at pag. 133)
80-90-100.4 CV 100.6 CV
Pneus Parameter Pneus Parameter

16.9 x 34 5483 14.9 R 38 5351
16.9 R 34 5483 480 / 70 R 34 5494
18.4 R 30 5673 520 / 70 R 34 5316
18.4 R 34 5305 16.9 R 38 5149
13.6 R 38 5520 480 / 70 R 38 5149
480 / 70 R 34 5483
14.9 R 38 5340
520 / 70 R 34 5305
SILVER 80-90-100.4-100.6 2nd version (see the serial number at pag. 133)
80-90-100.4 CV 100.6 CV
Pneus Parameter Pneus Parameter

16.9 x 34 4639 14.9 R 38 4527
16.9 R 34 4639 480 / 70 R 34 4648
18.4 R 30 4800 520 / 70 R 34 4498
18.4 R 34 4480 16.9 R 38 4356
13.6 R 38 4670 480 / 70 R 38 4356
480 / 70 R 34 4639
14.9 R 38 4518
520 / 70 R 34 4480
Press C to confirm the selection, and then press E twice to exit the programme.
Checking the calibration.

With the tractor stationary, check that the engine speed reaches the maximum rpm;
Then, with the tractor moving, engage top gear and accelerate to maximum speed; in this condition the engine speed
should be between 1700 and 1900 rpm.
NB: the control unit’s diagnostic procedure includes the alarm “speed sensor faulty or not connected”. This alarm
is signalled with six flashes of the LED on the hand throttle.
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Fuel injection pumps
The single-cylinder fuel injection pumps are equipped with a constant-pressure backflow valve (short G.D.V. valve).
The plunger load is evenly distributed over the whole camshaft, since an equal-distance distribution is provided.
The G.D.V. valve keeps pressure inside the injection pipes to a high level during the intermediate pump delivery phases.
This ensures engine smooth running even at low operating speed, higher engine performance as well as more
favourable torque curves, besides suppressing any nozzle dribbles resulting in unburnt gas, poor injection nozzle
efficiency and engine detonation.
Readings must be taken with the electrical systems powered (ignition keyswitch on), whereas resistance must be
measured with the battery disconnected.
Fig. 1 - Injection pump control assembly.
Injection pump control system

The injection pumps are simultaneously controlled by a blank
sheet steel bar which besides ensuring the required stiffness has
particular lightweight properties to prevent excessive friction and
inertia under operating conditions.
This bar controls the injection pumps operating through specially

arranged slots and is connected to the engine governor by a
ratchet.
The injection pump control bar is guided by a couple of block-

mounted supports provided with slide rings.
Fig. 2 - Mounting positions of the injection pump
control bar guide supports.
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Installing injection pump control bar guide sup-

ports (Fig. 2)
Install supports A with related O-rings, rollers and lockpins using
screws B into the engine block. Insert the injection pump control
bar C into the supports and tighten screws B and ensure that the
bar is free to slide inside the support. (The two supports equipped
with sliding rollers should be placed at both bar ends).
Warning - When the injection pumps are removed operate the

engine shutoff control (STOP) so as to bring the rack rod dog back
to the injection pump centre line. This permits it to be passed
through the special aperture in the engine block.
Fig. 3 - No. 5.9030.616.4 engine timing equi-
Check is made visually through the sight windows in the engine pment.
block.
Fig. 4 - Equipment mounting position for 1st

cylinder timing.
Engine timing
• valve timing
This should be carried out before injection pump calibration.
Raise the first cylinder piston to upper position; remove the rocker
arm support, remove intake valve spring and drop valve onto
piston head then insert a snap ring into the valve stem.
Fasten no. 5.9030.616.4 equipment on piston head as shown in

figure (the comparator indicating 25 mm stroke reading should be
placed on the engine valve).
Fig. 5 - Injection pump 2.4619.050.0/20.
After raising piston to T.D.C. position set to zero the comparator
fixed to the valve stem. When the concerned cam rest race has
been located also reset the comparator applied to the intake valve
tappet head.
Turn the crankshaft clockwise until a 17.27 mm piston stroke has

been completed. Then rotate the camshaft until a 3.93±0.1 mm
intake cam lift is obtained.
Fit the timing gear and bring the timing gear marked tooth into
contact with both idler gear marked teeth. Press on the gear
anticlockwise when tightening the securing screws until any bac-
klash between teeth is taken up.
Take the equipment and proceed with the injection pump setting
operations. Fig. 6 - Timing gear reference marks for engine
timing.
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• Injection pump calibration 2.4619.050.0/20 (fig. 10)

(BOSCH injection pump equipped with a lock pin for the
control rod).
After valve timing has been successfully concluded undertake this
calibration by using no. 5.9030.617.4/10 equipment in addition to
the equipment already positioned on the first cylinder and excep-
ting the comparator on the valve tappet rod.
To each shim pack add a pack of shims equal to the value stamped
on the pumps.
Fig. 7 - No. 5.9030.617.4 /10 injection pump Injection pump calibration is to determine a 80.4 mm dimension
timing equipment.
between the pumps-to-block fixing surface and the corresponding
cam races, considering the position they find when the injection is
being started; (Fig.10).
Rotate the crankshaft to move the 1st cylinder piston into T.D.C.
position (compression stroke end, valves closed) and set to zero
the comparator attached to the valve stem; the same procedure
as described in valve timing section shall apply.
Rotate the shaft in a counter-clockwise direction until a reading of

2.92 mm is shown on the dial gauge; this value corresponds to a
timing advance of 16°.
Fig. 8 - Resetting no. 5.9030.617.4 /10 compara- Correct positioning takes place when through anticlockwise rota-
tor-equipped tool.
tion either the 2.92 mm set point is exceeded, soon after coming
back to such a dimension through clockwise crankshaft rotation
so that any clearances may be taken up.
Fit the special no. 5.9030.617.4 comparator. To reset the compa-

rator rest the comparator measuring roll onto a flat surface.
Insert the tool into the first injection pump seat and take measure-
ment reading from the comparator dial to align the bearing face
with the engine block. This reading corresponds to shim pack X.
To each pack of shims X add a number of shims Y being equal to

the dimension stamped on injection pump flange, so as to obtain
a total shim packing (X + Y) to be put between injection pump and
engine block, this permitting a 80.4 mm standard dimension to be
determined.
Repeat this operation for each injection pump, fitting tool

5.9030.616.4 to the corresponding cylinder.
Warning - Install the injection pump after applying some Silastik

738 silicone between shims, engine block and injection pump.
Fig. 9 - Mounting position of the no.
5.9030.617.4/10 equipment fitted with compara-
tor.
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Fig. 10 - Installing the injection pumps 2.4619.050.0/20.
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Positioning the pumps (fig. 10).

Before positioning the pumps, lock the control rod using tool
5.9030.728.0, which is to be positioned with the governor removed
and as shown in figure 10.
Then position each injection pump (interposing a shim pack of the
predetermined thickness), so that the dog engages the fork in the
control rod.
Rotate the pump clockwise until you feel the dog fully engage the
fork, then tighten the retaining screw.
NB: The pump must be positioned with the injection cams in b.d.c.
Fig. 11 - Injection pump plunger identification
position.
marks.
Remove tool (B Fig. 10), release the pump by removing the lock
pin A (Fig. 10); fit the governor and the rear plug (flywheel end).
Check that the rod moves freely and that the STOP control
operates correctly.
Servicing
All the pumps are interchangeable as all the plungers are of the
same type.
N.B: new plungers can be identified from the markings in the

positions shown in figure 11.
Fig. 12 - Injection pump G.D.V. valve. Removal and refitting of an injection pump without replacing
components.
This operation does not require the use of any special tools. Refit
the pump using a shim pack of the original thickness.
Hold the pump control rack in position using lock pin A (fig. 10) to.
To do this, operate the STOP control lever so that the pin engages
the relative notch on the pump control rod rack.
Install the pump (also equipped with a rack lock pin) in the cylinder
block, making sure that the dog engages in the fork of the control
rod; then rotate the pump in a clockwise direction whilst simulta-
neously pushing the control rod through the engine inspection
flange towards the front of the engine.
Removal and refitting of a pump after replacing one or more

components
Before installation the pump must be re-calibrated on a test bench.
Remove any previous timing marks and stamp a new notch and
dimension (Y) on the pump.
Refit the pump using a shim pack (see fig. 16) according to the
new dimension stamped on the pump (always make a note of the
old value stamped on the pump before erasure, in order to facilitate
calculation of the new shim pack thickness) and follow the instruc-
tions given in the previous point.
Replacing a pump
The thickness of the shim pack (X +Y) must be corrected by first
removing shims to the thickness
Fig. 13 - Injection pump section 2.4619.050.0/20. indicated on the previous pump and then adding shims to the value
indicated on the new pump.
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Replacement of camshaft or cylinder block

In the event of camshaft or cylinder block replacement, the valve and injection pump timing procedures must be
repeated, but the injection pumps will not require re-calibration.
Install the new pump in the cylinder block with the control rack locked in position, making sure that the dog engages
the control rod and following the instructions on page 74 (pump positioning).
Replacing the injection pumps control rod

Proceed to refit the new rod following the directions on page 74 (pumps), and complete all operations relative to the
positioning of the injection pumps.
Injection pump calibration 2.4619.030.0 2.4619.050.0

and 2.4619.050.0/20 on the BOSCH test bench
Type BOSCH 1 K 90 A 503, type 1 K 90 A 517 and type BOSCH
1 K 9 A 542
Injection pump calibration is of crucial importance to the correct
engine running. Injection pump calibration procedure should be
carried out by specialized workshops provided with the following
BOSCH equipment:
— Injection 2.4719.200.0/10
— Injection pipe Ø 6 X 1,5 X 267
— Test oil ISO 4113 a temp. 40°C
— Fuel supply fuel 0,4±0,05 bar
— Camshaft (Special tool) No. 1 688 901 025
— (with 7 mm cam lift)
— Outlet with metering orifice Ø 1 mm
Fig. 14 - Injection pump calibration test bench.
Calibration specifications
test conditions r.p.m. deviation delivery
from X* in mm3/lift
mm
1st test 750 +3 83÷89
Injection pump specifications
2nd test 300 +3,5 12,5÷13,5 — Nominal delivery prelift at X+3 = 2,4÷2,5
3nd test 1300 +3 72÷78 — Reflux valve 70 bar
4nd test 100 +9 78÷93 — Depth of start retard notch 0,5 mm
— Retard notch cut-in X+ 7 mm
*X - Centre position of the pawl the injection pump obtained with
BOSCH special tool.
A No fuel delivery, fuel flows back B Partial delivery, correct ad- C Peak delivery, stroke correspon-
from the longitudinal groove justment permits fuel backflow with ding to maximum fuel delivery
partial stroke
Fig. 15 - Injection pump plungers.
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NB: The timing procedure for injection pumps with p/n 2.4619.050
(fig 16) is the same as given already for pumps with p/n
2.4619.050.0/20, whereas the pumps are positioned internally of
the block as follows:
Fit the pump control rod into the block and position the pumps,
aligning the notches on the block with those of the single pumps
(see fig 17).
Check that the rod slides freely; then fit the actuator and the cap
to the rear (flywheel) end.
Fig. 16 - Section view of injection pump

2.4619.050.0
Fig. 17 - References stamped on pump 2.4619.050.0 and block for pump shimming and positioning .
X = Shim pack to reline the bearing face of the pump on the engine block
Y = Value of the shim pack stamped on the pump
\ = Notch for the positioning of the pump on the engine block
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Fuel prefilter
Strip the fuel prefilter by releasing holding spring A.
Clean cup B and cartridge C with a compressed air jet and ensure
each single component is fully sound, if not replace.
Should any water be found in the glass cup bottom, loosen
securing dowel D and wait until fuel comes out without air bubbles.
Fuel filter
To replace the filter cartridge, remove the cartridge retaining screw
in the upper body, remove the old cartridge and replace with a new
cartridge of the original type.
Check the seal between the new cartridge and the cover. Position
the cartridge and replace the retaining screw.
Draining water from fuel filter Fig. 18 - Fuel prefilters.

To drain off any water from the filter, loosen the screw in the bottom
of the filter housing and drain off all fuel mixed with water. When
clean fuel appears, re-tighten the screw.
Fig. 19 -Fuel filters (the Silver 100.6 is equipped with 2 filter Fig. 20 - Fuel supply pump.
cartridges)
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Checking the fuel supply pump efficiency (A.C. pump)

This check can be performed by measuring the pump delivery (see on page 19).
If necessary, carry out inner filter cleaning or replcae any items being part of the assembly under overhaul. Full pump
assembly replacement is recommended only if pump casing cracks are noticed.
Bleeding the air from the fuel supply system

The system air-bleeding operation should be made whenever pipe lines are disconnected or there is air in the fuel
supply system.
Operate as follows:
Be sure the fuel tank is filled, then loosen the bleeding valve located in the fuel filter upper side, press on the fuel pump
hand control lever until the fuel flows out without air bubbles. Tighten the retaining screw.
NOTE: While operating the pump control lever, ascertain that a certain resistance is felt. Otherwise set starter going
so as to locate the pump priming position (camshaft control cam at B.D.C.).
Loosen injector pipes only if necessary, set starter going until fuel free of air bubbles flows out of the loosened pipe
fittings. Thereafter tighten fittings to the specified torque.
Fig. 21 - Fuel supply pump control.
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cooling system 17
Fig. 1 - Shimming engine pulley. Fig. 2 - Fan assembly.
Fan assembly
No specific servicing is required for fan assembly. Occasionally

check bearings for proper sliding, replace if necessary.
Aligning fan pulley to engine pulley

(Fig.1 and Fig. 3)
Fig. 3 - Checking pulley alignment.
Both pulleys should be thoroughly aligned. Fit a straight rod on the
bigger pulley face and ensure it is aligned to that of the other
pulley.
If not, remove or add shims to the crankshaft pulley in the position
indicated by the arrow B (see figure 5).
Any extra shims are to be positioned under the heads of the pulley
retaining bolts.
Aligning alternator pulley to engine pulley (Fig.5)

Fit the alternator and measure the amount of misalignment using
a straightedge across the face of the crankshaft pulley.
Fit shims of this value between the pulley and the support in
position A.
Fig. 4 - Fan assembly cutaway view.
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Fig. 5 - Installing the alternator pulley tightener and aligning engine, fan, alternator pulleys.
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cooling system 17
ADJUSTING BELT TENSION

Adjusting the belt tension turning screws A-B-C-D, see figure undersigned; operate as follows:
turn the adjusting screws until to obtain the belt settling, exerting finger pressure to the middle of the longest section;
the belt should deflect approximately 20 mm (for belts with reference 1-2) and 15 mm (for belts with reference 3-4).
NOTE - check with the hand on the middling point of the length tug of the belt.
- with heating and air-conditioning system - with heating system and without air-conditioning system
- with enhanced heating system and without air-conditioning system - without heating and air-conditioning system
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18 intake and exhaust system
Turbocharging SILVER 90 - 100.4

The turbocharger assembly covers the function of forcing more air
into the cylinders. This also allows the diesel fuel delivery capacity
to be proportionally increased.
Mixture increase is necessary to obtain greater engine power.
The turbocharger assembly is an extremely simple and rational

design and consists of a turbine and a compressor.
The turbine is operated by the exhaust gases from the engine (in
this way, a part of the gases’ kinetic energy which otherwise would
Fig. 1 - Turbocharger. be wasted is recovered). The turbine drives the compressor, which
compresses the air sucked in the cylinder intake duct through the
filter.
Tests
A precise test on turbocharger efficiency can only be performed
on a test bed.
Tests performed with turbocharger mounted on engine can only

give approximate results.
Before starting checking operations make sure the engine fuel

supply system is operating correctly.
Fig. 2 - Turbocharger rotor and exhaust mufflers.
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intake and exhaust system 18
Checking pressure in the duct at turbocharger exit

(Fig. 3)
Remove the intake pipe plug and fit no. 5.9030.515.0 pressure
gauge.
Start the engine and ensure that both peak horsepower speed and
maximum torque speed pressures correspond to the specifica-
tions indicated in related table.
Out of specifications readings may be due to poor air filter efficien-

cy which should therefore be checked.
Also check couplings for distorsion or tearing; replace as neces- Fig. 3 - Checking pressure inside the intake pipe.
sary.
If trouble persists, remove turbocharger side covers and check

impeller blades for dirt build-up.
All carbon deposits should be removed using a plastic brush.
Checking exhaust pipes

Be sure the exhaust pipes enable the exhaust gases to be properly
expelled; otherwise remove any carbon deposits.
If after performing the above checks the turbocharger is not

operating smoothly a thorough overhaul shall be carried out.
Removal (Fig. 4 and Fig. 5)

Fig. 4 - Manifolds-to-turbocharger connecting
Disconnect the lubricating pipes from cylinder block. couplings.
Loosen the pipe-to-turbocharger securing screws and remove

together with gaskets.
Ease-off clamps A and remove coupling B connecting turbochar-

ger to intake manifold, (Fig, 4)
Loosen the two coupling fixing clamps placed between air filter
and turbocharger and remove coupling.
Warning: conveniently plug the turbocharger ducts to prevent any

foreign matters from entering.
Unloose the 4 screws securing the turbocharger A manifolds to

exhaust manifold B as well as the nuts fastening the muffler
support C both to turbocharger and exhaust pipe, then remove the Fig. 5 - Turbocharger separation.
turbocharger, (Fig, 5).
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Checking rotor shaft radial play - turbine side

(Fig. 6)
Place a dial gauge through the related magnetic base in such a
way that feeler rests on the turbocharger rotor shaft as illustrated
in figure 6.
Set dial gauge to zero and press the hub first downward and then
upward taking the readings shown by the dial hand.
The difference in readings shall result in the rotor shaft radial play
and this shall not exceed 0.46 mm.
Fig. 6 - Checking rotor shaft radial play.
Checking rotor shaft end play (Fig. 7)

Fit the dial gauge through the related magnetic base in such a way
that feeler rests on the turbocharger rotor shaft end as illustrated
in figure.
Set dial gauge to zero and move the shaft first to the right and then
to the left taking readings shown by the dial hand.
The difference in both readings shall be the rotor shaft end play
and this shall not exceed 0.16 mm.
If the amount of axial or radial play exceeds the prescribed value,

remove the turbocharger and take it to a specialised service centre
for a general overhaul.
Fig. 7 - Checking rotor shaft end play.
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Fig. 8 - Turbocharger assembly components..
Installing turbocharger on engine (Fig. 9)

Secure the turbocharger assembly to its mounting. First fit coupling A to turbocharger assembly and next muffler
support B to the exhaust manifold fixing with the securing screws.
Tighten first support B securing nuts and then the coupling securing nuts.
Connect the lubricating pipes.
Warning: Never race a cold engine. Run the engine just above low idling speed for a minute or two so as to allow the
oil to warm up progressively (the turbocharger si lubricated by the engine oil) thus ensuring the rotor to be thoroughly
lubricated.
After some hours’ heavy work, let it run idling for a few minutes before stopping. This is to prevent the rotor from
continuing to rotate through inertia without receiving a sufficient lubrication.
Since the turbocharger under normal working rate rotates at very high speeds (55.000 to 110.000 r.p.m.), even a few
seconds’ oil lack may lead to irreparable damage.
Fig. 9 - Turbocharger assembly on engine.
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Engine air filter

If a blocked air filter indicator switch is to be replaced, make sure the new switch to be installed has same setting
specifications checking the reference stamped on it.
— Aspirated engine blocked air filter indicator switch setting is 0.94 to 0.93 bar.
1 - Filter cover
2 - Wing nut
3 - Outer filter cartridge
4 - Filter housing
5 - Inner filter safety cartridge
6 - Wing nut
Fig. 10 - Engine air filter.
Tightening torques
Before tightening all screws should be degreased, cleaned and lubricated with engine oil.
Kgm Nm
engine flywheel securing screws 11 108

rocker arm support securing screws 4 39
injection nozzle bracket fixing nuts 4 39
inejction pipe fixing nuts 2,5÷3 24÷29
securing bolts for pressed steel rocker cover 0,5 5
securing bolts for aluminium rocker cover 1 10
counterweight housing securing screws (4-cylinder engines) 8 78
front pulley securing screws 34÷36 315÷350
oil pump securing screws 4 39
oil pan securing screws 2,5 24
rear oil seal cover retaining bolts 2,5 24,5
front casing retaining bolts 2,5 24,5
main bearing cap bolts see page 32-33
big-end bearing cap bolts see page 34
tightening the cylinder head bolts see pages 49
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Engine air filter
Warning
It is important that the warning light, which shall be lit when the air
filter is clogged, is always working efficiently. This check can be
carried out by starting the engine and briefly blocking the air intake
pipe by means of a plug (never touch it with your hands).
The filter cartridge should be thoroughly clean, if not, it shall be

cleaned or washed.
Fig. 11 - Washing the filter cartridge.
Cleaning with compressed air

This method is used when the filter cartridge is clogged with dust.
Direct a compressed air jet at a maximum pressure of 7 bar from

the inside outwards of the filter cartridge, afterwards blow the air
over the whole surface by moving the air jet along the foldings in
the paper until all dust has been removed.
Fig. 12 - Cleaning the filter cartridge with com-

Washing with water pressed air.
This method is particularly recommended when the filter cartridge
is obstructed by oily substances and consists of washing the filter
cartridge in clean water.
Rinse the cartridge with a jet of water directed from the inside
outwards at a maximum pressure of 3 bar.
Let the cartridge dry 24 hours at room temperature in a dust-free

environment.
Fig. 13 - Using a water jet to remove any residual

left on the filter cartridge.
Reassembling the cartridge
Clean the inside of the filter body with a dry cloth and make sure
that the cartridge has not become deformed in any way.
Also check that the paper of the filtering cartridge is not torn by
introducing a light source into the cartridge interior and visually
inspecting its outside surface to see if any light shows through. If
no light source is available, carefully examine the external surface
of the cartridge folded paper.
Should any holes or tears be found, regardless of their size, the

filter cartridge should be replaced at once.
The inner safety cartridge should never be cleaned but only Fig. 14 - Using a light source to check the filter
replaced every six times the main cartridge is cleaned. cartridge folded paper conditions.
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assembly
Instructions for engine assembly

Be sure all plugs have been removed, then carefully clean the cylinder block and the lubricating passages with cleaning
solvent and afterwards perform drying using compressed air
All sealing rings and gaskets should be replaced on assembly.
The use of proper tools is of prime importance to the correct performance of all mechanical operations.
Prior to reassembly use some engine oil to lubricate the faces of all components subject to relative motion.
The use of special grease is needed for some components so as they can be correctly held in position and assembly
operations facilitated.
Pay particular attention to the direction of assembly of some items by directly referring to the exploded views illustrated.
WARNING: Before refitting the engine you must lubricate the following parts:
— cylinders (internal surface);
— pistons;
— crankshaft (main journals and crankpins);
— connecting rods (small end bearing for gudgeon pin);
— valves (stems);
— rocker arms (bushes);
— oil pump and governor drive shaft;
— cam shaft (journals and cams);
— oil pump control rod and bevel gear drive.
Fig. 1 - Before assembling the engine clean the block proper- Fig. 2 - Components of the engine oil vapour breather unit;
ly, fit all plugs and fasten it to no. 5.9030.491.4 swivel bench,
then install the cooling nozzles positioning them as shown on
page 22;
Fig. 3 - Fit the breather unit pipe providing oil return to engine Fig. 4 - Install the oil vapour decantation unit in the engine
into the cylinder block; block using the two securing screws;
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Fig. 5 - Install the piston rings on piston and then connect Fig. 6 - Fitting the piston-connecting rod assembly into the
piston to connecting rod; cylinder;
Fig. 7 - Fit the O-rings on the cylinder; Fig. 8 - Installing the cylinder-piston-connecting rod assembly
in the engine block;
Fig. 9 - Orient the piston combustion chamber towards the Fig. 10 - Checking for correct cylinder and assembled piston
injection pump side, secure the piston-connecting rod assem- positioning at T.D.C. Measure the piston protrusion from
bly by means of no. 5.9030.631.4/10 equipment, then turn the cylinder and select the suited gasket type to be fitted between
engine upside down; cylinder and cylinder head as shown on page 27;
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1 engine
assembly
Fig. 11 - Fit the tappet plates into their seats in the block after Fig. 12 - Place the upper crankshaft main bearing shells in
lubricating with engine oil; their seats in the engine block. These main bearing shells are
distinguished from the lower shells as they are provided with
a lubricating hole;
Fig. 13 - Install the crankshaft in the engine block. We Fig. 14 - Fit the two crankshaft half shoulder rings into the rear
recommend using a hoist for accomplishing this operation; block support;
Fig. 15 - Oil the crankshaft main journals and big end journals; Fig. 16 - Fit the main bearing shells into the crankshaft main
bearings. (All main bearing shells are provided with a ratchet.
This ratchet should be completely engaged in its seat);
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assembly
Fig. 17 - Oil the crankshaft main bearing shells; Fig. 18 - Fit the big end cap bearing shells in the related seats
and then install the big end caps;
Fig. 19 - Install the intermediate crankshaft main bearing Fig. 20 - Install the main bearing shells in the front and rear
taking care the numbers stamped on the bearing correspond crankshaft bearings. Shoulder half rings shall be secured in
to those stamped on the crankcase. (Numbers should all be the rear bearing after applying some grease;
oriented in the same direction);
Fig. 21 - Install the gaskets in the front and rear main bearings; Fig. 22 - The main and big end bearings securing screw
then fit bearings easing them into the engine block using threads should be covered with LOCTITE 242. Thereafter
sheet metal slides and tapping gently; tighten the securing screws using tool no. 5.9030.640.0;
following the instructions on pages 32 - 33 - 34;
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assembly
Fig. 23 - Protruding gaskets should be cut flush with the Fig. 24 - Using a suitable tool cut the rubber gaskets protru-
engine block at the front and rear side; ding from block oil sump face according to specifications
given on page 33. Smear some sealant on the rubber gaskets
in the block;
Fig. 25 - Use a screwdriver to fit the screw plug in the position Fig. 26 - Install the socket head screw plugs in the positions
shown in figure; shown in figure;
Fig. 27 - Turn the crankshaft and make sure it can rotate freely Fig. 28 - SILVER 80-90-100.4 - ONLY - Fit the oil pump and
and no interference between pistons and spray nozzles oc- after securing to engine block check gears for free sliding.
cur, then measure the crankshaft end play; Install the oil pipe rose;
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Fig. 29 - Install the camshaft in crankcase. Mount the forked Fig. 30 - Fit the crankshaft rear flange gasket;
flange permitting the camshaft to be positioned. Make sure
the camshaft is free to rotate with a slight amount of end float.
Warning - If the timing gear has been removed or replaced
a new valve timing should be performed;
Fig. 31 - Using a guard ring install the flange. Warning - The Fig. 32 - SILVER 100.6 ONLY - Fit two packs of shims
ring inserted into flange should never be greased. Cover the between oil pump and engine block. (Shim packs should be
securing screws with a sealing compound. Interpose the so that a gear backlash as indicated on page 50 may be
copper washers and tighten to the specified torque as indica- established);
ted on page 90;
Fig. 33 - SILVER 100.6 ONLY - To assemble the oil pump Fig. 34 - SILVER 100.6 ONLY - Install the whole engine oil
correctly place two guide pins (or two screws) as shown in pump assembly;
figure;
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assembly
Fig. 35 - SILVER 100.6 ONLY - Engine block mounted oil Fig. 36 - SILVER 100.6 ONLY - Tighten the engine oil pump
pump; securing screws to the specified torque;
Fig. 37 - SILVER 100.6 ONLY - Install the oil pipe rose; Fig. 38 - Place the engine oil pan gaskets;
Fig. 39 - Install the engine oil pan; Fig. 40 - Place the injection pump control rod guide supports
in the block and lock with the related securing screws;
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Fig. 41 - Insert the injection pump control rod in the its seat Fig. 42 - ONLY FOR TRAKTORS WITH ELECTRONIC GO-
in the cylinder block along with pressure spring and stop cap. VERNOR ONLY - Assemble the square transmission control-
Make sure it is free to move inside the guide supports; ling both engine governor and oil pump. As to assembly and
adjustment procedures see instructions on page 62;
Fig. 43 - FOR TRAKTORS WITH ELECTRONIC GOVER- Fig. 44 - FOR TRAKTORS WITH ELECTRONIC GOVERNOR
NOR ONLY - After inserting a sealing ring on the stem fit the ONLY - Install the square transmission in its seat in the block
engine actuator support in the block; placing the special backlash adjusting shims between the gear
teeth (see instructions on page 62);
Fig. 45 - Fix the square transmission to the block tightening Fig. 46 - Only if necessary, determine the shim pack amounts
the related securing screws; to be fit between injections pumps and engine block (see
instructions on page 76);
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assembly
Fig. 47 - If the timing gear has been removed from the shaft Fig. 48 - After smearing the shim faces with some sealing
carry out valve timing for timing the engine as indicated on adhesive place the shim packs between pumps and block.
page 75; Subsequently perform injection pump installation;
Fig. 49 - After the timing gear has been secured to shaft, fit Fig. 50 - Fit some locating pins or studs to centre the timing
the idler gear taking care the chiselings on teeth be in the case correctly during assembly;
same line. If one of these three gears must be replaced, valve
timing procedure shall be repeated;
Fig. 51 - Place the isogene gasket between engine block and Fig. 52 - The timing case should be installed paying attention
timing case; not to damage the sealing ring lip fitted inside;
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Fig. 53 - Remove excess gasket from the face used to fix Fig. 54 - Insert all timing case securing screws but do not
external applications; tighten fully;
Fig. 55 - Fit no. 5.9030.634.0 tool as shown in figure to obtain Fig. 56 - Using a suitable plug fit the pulley hub to the
thorough concentricity between sealing ring and crankshaft crankshaft;
as well as a full coplanarity of the external application fixing
faces, then fully tighten the timing case securing screws.
Remove the tool;
Fig. 57 - Fit gaskets between cylinder heads and cylinders Fig. 58 - After preassembling the heads install on engine;
(see instructions on page 27);
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assembly
Fig. 59 - Insert the tappet rods, fit the rocker arms and the Fig. 60 - Install the injection nozzles in their seats;
rocker arm supports;
Fig. 61 - Using a special tool fit the rod cover pipes and the Fig. 62 - Using a plug thoroughly insert the injection nozzles
positioning springs; in their seats orienting the fuel rejection hole towards the
fixing bracket. Install the injection nozzle fixing brackets tigh-
tening the securing screws to the torque specified in the table
on page 90;
Fig. 63 - Adjust valve and rocker arm clearance; Fig. 64 - Oil valve caps and valve springs;
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assembly
Fig. 65 - Fit gaskets between heads and caps. Orientation Fig. 66 - Install pump-to-injector pipes as well as the fuel
shall be provided according to "TOP" indication on them; recovery pipes from injection pumps and injectors;
Fig. 67 - Install gaskets between heads and intake manifold; Fig. 68 - Install the intake manifold;
Fig. 69 - Install the head caps; Fig. 70 - Fit the exhaust manifold gaskets. Install the exhaust
manifold;
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assembly
Fig. 71 - On turbocharged engines: install the turbocharger Fig. 72 - On turbocharged engines: connect the turbocharger
assembly following the instructions given on page 89; oil delivery and return pipes;
Fig. 73 - On turbocharged engines: place the rubber hose Fig. 74 - Fit the oil filler and engine oil filters; then fit the fuel
connecting the turbocharger to the intake manifold and secu- filters and the fuel prefilter. Connect the fuel lines;
re with two clamps;
Fig. 75 - FOR TRAKTORS WITH MECHANICAL GOVERNOR Fig. 76 - FOR TRAKTORS WITH ELECTRONIC GOVER-
ONLY - Install the engine governor taking care the control frok NOR ONLY - Install the governor actuator assembly together
engages in the pump control rod ratchet correctly; make sure with the electronic control unit;
it is properly fit in its seat and then tighten with both securing
screws;
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Fig. 77 - Fit the head vapour breather pipe and the rear Fig. 78 - Install the front pulley along with damping flywheel
deflector; on SILVER 100.6. The hub should be centred onto the shaft.
Then tighten the securing screws to the torque specified on
page 90. Apply pulley to hub;
Fig. 79 - Install the engine fan assembly; Fig. 80 - Fan assembly;
Fig. 81 - Install the thermostarter; Fig. 82 - Install the fuel pump and the fuel filters and when
required the fuel prefilter. Fit the fuel system lines;
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1 engine
assembly
Fig. 83 - Install the engine oil radiator; Fig. 84 - Install the injection pump guard. If required, install
the external application auxiliary drive unit interposing a
number of shims so that between the gear teeth the requierd
backlash may be established (also refer to page 25 instruc-
tions). Install the engine flywheel;
Fig. 85 - Engine views.
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assembly
Reassembling the engine on tractor

To perform engine reassembly on tractor two operators are required.
— Install the clutch assembly onto the engine flywheel.
— Secure two eye-bolts to engine and hook it to a hoist, then lift from swivel bench.
— Position the engine so as it may be centred on the studs inserted in gearbox front part.
Warning: when carrying out these operations take great care to prevent any shock between engine and gearbox.
After truing engine onto gearbox studs, use a suitable spanner to rotate the crankshaft until the gearbox shafts are
centred in both the clutch plate and the engine flywheel flange broachings.
— Tighten all securing screws and nuts to the specified torques.
— Place a suitable stand under the engine (insert a squared wooden piece between both parts and always keep the
hoist tension wires taut).
— Bring the front tractor section close to engine and adjust both assembly positions so as to make connection easier.
Silver 80 - 90 - 100.4 only.

Between engine oil pan and front support insert a suitable pack of shims so as both parts may contact fully.
Centre the front support onto the engine studs (should it be hard to do so the use of a lever is recommended).
Complete reassembly following in the reversed order the operating procedures described in the preceding pages.
Fill the engine oil pan with oil keeping to the amount, type and specifications as described on page 11.
Silver 100.6 only.

— See instructions on page 51.
For all models, tighten nuts and bolts to the value specified in
figure 1 following the sequence 1° - 2° - 3° indicated.
Fig. 1 - Tightening the nuts and bolts securing the front support to the engine.
Carry out the following operations:
— bleed the air from the hydrostatic steering hydraulic control;

— adjust accelerator control;
— bleed the air from both the fuel supply and fuel injection systems;
— start the engine, let it warm up suitably and check engine r.p.m.
— top up brake fluid and bleed the air from the braking system
— on tractors equipped with an air-conditioning system, provide filling as required.
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diagnosing malfunctions
charged battery battery terminals oxi- clean battery con-

dized tacts and tighten ter-
check battery charge minals
discharged battery recharge battery

engine won’t run when
started consult a motor vehi-
cle electrician for ha-
starter failure ving the defective
parts replaced
top up fuel level in

tank
check fuel level

inspect fuel filter for clean filter, replace if
cleanliness necessary
a metal noise is heard out-of-adjustment recalibrate the pumps

when engine idles pumps, excessive ad-
vance
perform air bleeding
inefficient injection air in the fuel system

system
defective fuel pump replace defective
or pump control parts
engine difficult to start
or won’t restart after a
stop out-of-calibration calibrate
injection nozzles
check thermostarter clean or replace
restore correct bac-

klash
insufficient com- check clearance be- grind or replace val-
pression tween valves and roc- ves, cylinder head
kers gaskets and piston
rings
check valves for effi-
cient operating condi-
tions replace pistons and
cylinders
check injection pump perform a new setting check piston rings replace worn-out
setting and cylinders for wear parts
clear exhaust smoke make sure there is no replace worn-out

excessive clearance parts
between valves and
valve guides
check injectors for clean scrupulously

proper cleanliness
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engine 1
clean or replace
check air filter cartrid-
ge for blocking
check injectors for restore calibration ac-
proper efficiency cording to specifica-
dark exhaust smoke tions
out-of-calibration en- adjust governor and

gine governor provide a new calibra-
tion
check air filter cartrid- check for proper fuel clean or replace filters bleed the system
ge for clogging filter cleanliness
make sure no air is bleed the air in sy-

within the fuel system stem
poor engine response
after a sudden
acceleration restore correct clea- grind or replace val-
rance ves, cylinder head
gaskets and piston
insufficient compres- check clearance be- rings
sion in the cylinders tween valves and roc-
kers
check valve efficiency replace pistons and
cylinders
empty the tank and fill bleed air from system

with decanted diesel
engine won’t keep make sure neither air fuel
nor water are in the
constant r.p.m. injection system
check injectors for

correct calibration
check belt tension operate the related

belt tightener
check cooling system clean carefully

efficiency
retime as necessary
engine overheating inspect pumps for
proper timing
check injectors for restore specified cali-

correct calibration bration
measure pressure in clean the turbochar-

the duct at compres- ger
sor exit
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2 clutch and transmission

23 clutch
Gearshift clutch
General specifications
The clutch, a single stage type, comprises a friction disc, a pressure plate and a diaphragm spring.
The hydrostatic control is self-adjusting: a master cylinder operated by the pedal directs oil to the slave cylinder mounted
to the left hand side of the intermediate housing, which in turn operates the clutch release lever.
technical specifications SILVER 80-90-100.4 SILVER 100.6

P/n (clutch mechanism) 008.4184.3
Type of clutch single disc dry single disc segmental
organic facing with 6 segments
Type of operation hydrostatic with automatic take-up of free travel
Disc p/n 008.9937.3 009.6533.3
Disc diameter (mm) 330 330
Minimum permissible thickness of disc (mm) 6,7 6,4
Thickness of friction disc (mm) 9.7÷10.3 9.4÷10
Type of facing material on friction disc F202 Cerametallik
Type of master cylinder Benditalia 3/4"
Type of oil AKROS MATIC
Fig. 1 - Friction disc for SILVER 80-90-100.4
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clutch and transmission 2

clutch 23
Fig. 2 - Friction disc for SILVER 100.6.
CAUTION: In the event the transmission being split to gain access

to the clutch assembly, the pickup (A, fig 3) must be removed to
avoid its being damaged by the teeth of the engine flywheel.
IMPORTANT: If there are signs of scoring on the surface of the

flywheel, the surface must be machined smooth following the
directions of page 37.
Spring specifications to Belleville washer for the

clutch engagement
Load on the pressure plate Nm 11000
Fig. 3 - Engine rpm pickup.
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23 clutch
FRICTION DISC FOR

SILVER 80-90-100.4
FRICTION DISC FOR

SILVER 100.6
Fig. 4 - Clutch assembly.
IMPORTANT: In the event of the friction disc being removed, care must be taken during refitment to position
the components correctly, as indicated, since the disc is not symmetrical.
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clutch 23
Fig. 5 - Components of clutch assembly (friction disc not shown).
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23 clutch
Fig. 6 - Checking clutch disk thickness. Fig. 10 - Installing clutch assembly through n. 5.9030.256.4/10 equipment.
Cecking clutch
Check the disk lining for signs of chipping and the disk friction face
for scoring which may prevent the clutch from operating properly.
Check that the sliding surface of the engine flywheel is not scored;
if signs of scoring are evident, machine the surface as indicated
on page 37.
Check the disk thrust plate for scoring or bluish areas caused by
tempering and also ensure the diaphragm-type spring has not lost
its efficiency; if so the whole clutch assembly shall be replaced.
Fig. 7 - Clutch assembly hydraulic operating cy- Be sure the clutch disk is free to move in its housing and the friction
linder. lining securing rivets are duly riveted.
Should any wear be found on the thrust bearing or the diaphragm-

type spring, an exhaustive check over the spring operating condi-
tions (installed in the disk thrust lever operating cylinder, see Fig
7) shall be performed; replace if necessary.
On reassembly ascertain dimension A (see Fig 7) between the
operating cylinder fixing face and the push rod contacting the
engagement lever is 180 mm.
NOTE: To facilitate correct clutch disk assembly the use of no.

5.9030.256.4/10 centering tool is recommended.
Warning: with engine running, never ride the clutch pedal with
your foot to prevent the clutch disk from being damaged because
of overheating.
Fig. 8 - Checking operating cylinder inside spring
efficiency. Important: The thrust bearing is prelubricated, and must never on
any account be cleaned with fuel oil or other solvents as these will
render the prelubrication treatment ineffective.
Adjusting clutch control pedal

Make sure the distance between pump fixing surface and fork hole
centre is 187±1 (Fig. 17) otherwise loosen nut A and operate adjusting
stay rod B (Fig. 17).
Bleeding air from the hydraulic circuit

Operate the clutch pedal several times, then keeping the clutch
pedal in fully depressed position, slightly unscrew and soon after
tighten the air bleeding screw valve again (this being located on
Fig. 9 - Bleeding the air from the clutch hydraulic thrust lever operating cylinder). This operation should be repeated
circuit. as many times as the oil flows out of the bleeding screw valve
without air bubbles.
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clutch 23
A - Operating cylinder casing

B - Air bleeding screw plug
C - Supply pipe union
D - Spring
E - Piston
F - Seal ring
G - Clamp
H - Dust boot
I - Clamp
L - Pushrod
Fig. 11 - Clutch operating cylinder.
Stripping the slave cylinder (Fig 11)

Loosen the clip G and remove together with the boot H. Withdraw
the piston carefully from the cylinder, blasting with compressed air
at low pressure to assist removal. Remove the spring D from the
cylinder and loosen the bleed screw B.
Remove the seals F fom the piston E.
CAUTION: When cleaning the components of the cylinder, use
only specifically formulated brake and clutch fluids (see page 110).
Do not use petrol, paraffin or other mineral oils as these will
damage parts in rubber.
Inspections
— Check both internal and external piston surfaces for scratching.
Replace if required.
— Make sure the seal ring grooves are duly clean; blow the
grooves with compressed air if necessary.
— Inspect seal ring, dust boot conditions as well as spring effi-
ciency, worn-out parts should be replaced.
— Ensure the air bleeding hole is free from impurities.
Notes on refitment
— When reconnecting the transmission housing, check that the clutch A - Control lever
B - Dust boot
fork remains correctly positioned and free to rock on its fulcrum pivot. C - Pushrod
This can be ensured by removing the side plug from the flange of the D - Piston
intermediate housing and viewing the fork through the hole. In the event E - Seal ring
of the fork pivot being unseated, reposition correctly with the aid of a F - Cylinder casing
screwdriver inserted through the hole vacated by the plug. G - Spring
H - Union
— Before refitting the slave cylinder, fill with the recommended oil so
as to facilitate the subsequent bleeding procedure. Fig. 12 - Clutch operating cylinder cutaway view.
— Once all components are correctly and securely in place, bleed the
hydraulic circuit.
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23 clutch
A Hydraulic pump F Spring M Spacer ring R Snap ring

B Delivery pipe union G Spring holder N Piston S Guard boot
C Delivery pipe H Spring O Seal ring T Nut
D Clamp I Shoulder ring P Rod U Yoke
E Union L Seal ring Q Support disk
Fig. 13 - Clutch hydraulic pump parts.
Stripping the master cylinder

Referring to figure 15, remove the protective boot E, dislodge the circlip B and withdraw the rod D together with the
disc C.
Remove the piston together with the spacer, the seal, the backup washer and the spring beneath.
Fig. 14 - Clutch pump control positioning. Fig. 15 - Pump control seal ring.
1 - Locknut A - Pump D - Rod
2 - Yoke B - Snap ring E - Guard boot
C - Support disk
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clutch 23
Inspections and checks

WARNING: To clean and wash the hydraulic pump components
use only the oil type recommended for brakes and clutch (see
page 106). Never use petrol, kerosene or other mineral oils to
prevent damaging the rubber parts.
Inspect both internal and external piston sliding surfaces for

scratching. Replace if required.
Make sure the seal ring grooves are duly clean; blow the grooves
with compressed air if necessary.
Inspect seal ring, dust boot conditions as well as spring efficiency,
worn-out parts should be replaced. Fig. 16 - Removing the oil pump inside parts.
Inspect all pump internal compartments, apertures and passages
and make sure these are properly clean and free from foreign
matters.
Check that the spring is neither lazy nor deformed; replace if

necessary.
Reassembly
Reassemble the cylinder, repeating the disassembly steps in reverse order and observing the following directions:
— Lubricate surfaces engaged in relative sliding contact, using the recommended oil (see page 110).
— Verify correct operation of the cylinder, making certain that the piston is able to complete its full stroke unimpeded.
In the event that the fork linking the master cylinder with the pedal has been removed, check that with the push rod
fully extended, the distance between the reference surface of the cylinder and the centre of the hole in the fork is as
indicated in figure 17.
If not (referring to fig 14), remove the boot, loosen the lock nut A and screw or unscrew the fork B to obtain the prescribed
clearance, then retighten the lock nut and reposition the boot.
Fig 17 - Section through clutch master cylinder.
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lubricant in clutch renew the front gear- clean oil seal contact replace clutch disk
housing box oil seal and the surfaces with petrol
rear engine oil seal
clutch slips
clutch worn check condition of check condition of the fit new clutch assem-
clutch disk spring disk bly
thrust bearing stic- clean surfaces and replace thrust bearing clean or replace the
king apply grease disk
clutch disk surfaces clean the friction sur- replace clutch disk
dirty faces
clutch disk warped clutch disk surfaces replace clutch disk

clutch jerks dirty
clutch disk worn replace clutch disk

disk
difficulty in engaging clutch disk warped replace disk

gears when engine
running
clutch fails to disenga- hydraulic pump ineffi- check the stroke of

cient the clutch control pi-
ge ston and replace any
worn parts
clutch disk stuck to clean contact surfa-

flywheel ces with a wire brush
and petrol
clutch noisy when di- worn parts in clutch replace parts

sengaged engagement mecha-
nism
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clutch transmission 2
agroshift 27
Agroshift unit
The Agroshift unit is composed of an epicyclic speed reducer and three oil-immersed multiple disc clutches
(LOW - MED - HIGH)
The unit is located between the clutch-coupled shaft and the gearbox.
The speed reducer is engaged and disengaged selectively by way of the three clutches, which are operated
electrohydraulically from a button mounted to the knob of the shift lever.
Selecting the control, the MED clutch releases as the force of the belleville discs is overcome by hydraulic pressure;
at the same time, the HIGH clutch engages, locking the planet carrier of the epicyclic train to the relative housing so
that drive is transmitted to the range input shaft with no speed reduction whatever.
Selecting the control, the MED clutch releases as the force of the belleville discs is overcome by hydraulic pressure;
at the same time, the LOW clutch engages, and the shaft carrying the sun wheel is locked to the structure of the
transmission housing. As a result, the planet carrier is made to rotate as one with the epicyclic housing and drive is
transmitted to the layshaft at a speed reduction of 0.695 (the ratio between the annulus and the sun wheel gear teeth).
Selecting the control, the Agroshift unit is isolated from hydraulic pressure altogether and the belleville discs are
able to engage the MED clutch, with the result that the shaft in mesh with the larger planet wheel is locked to the
transmission housing. This gives a reduction of 0.828, by reason of the compound ratio between the planet wheels
and the flange of the speed reducer in mesh with the range input shaft.
Technical specifications
Clutch
maker SAME - DEUTZ FAHR GROUP
number of friction discs 4 2 2
diameter of friction discs mm 129,5 129,5 129,5
overall thickness of assembled friction discs
maximum wear - 16,96 10,35
nominal 16÷16.2 18,15÷18,65 11,55÷12,05
number of intermediate discs 3 +1 2+1 2+1
disc lubrication pressure bar 5 5 5
maximum pressure bar 18 18 18
piston thrust Kg 1986 1986 1986
Nm 19463 19463 19463
Oil filter
filtration capacity micron 25 25 25
Epicyclic speed reducer
- LOW 1 + (32/72) = 1,444
- MEDIUM 1 + (20x18) : (72x24) = 1,208
- HIGH 1
Fig. 1 - Range selection indicators mounted to the instrument panel. Fig. 2 - Plate indicating selection of electro-
hydraulic control.
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2 clutch transmission
27 agroshift
Fig. 3 - Diagram illustrating operation of the AGROSHIFT system.
Parts in movement In rotation (idling) Parts locked to transmission housing
Fig. 4 - Diagram showing engagement of AGROSHIFT with MED range selected.
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agroshift 27
Parts in movement In rotation (idling) Parts locked to transmission housing Oil circuit for operation of clutches
Fig. 5 - Engagement of AGROSHIFT with LOW range selected.
Parts locked to epicyclic speed reducer Oil circuit for operation of clutches
Fig. 6 - Diagram showing engagement of AGROSHIFT with HIGH range selected.
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27 agroshift
A - gearshift clutch shaft H - MEDIUM piston R - planet wheel

B - cover I - flange S - epicyclic speed reducer
C - LOW clutch L - HIGH clutch housing T - LOW shaft
D - LOW clutch piston M - HIGH clutch piston U - epicyclic annulus
E - clutch housing N - HIGH clutch V - flange
MEDIUM - LOW O - LOW clutch hub Z - flange
F - MEDIUM clutch belleville discs P - MEDIUM clutch hub
G - MEDIUM clutch Q - MEDIUM clutch shaft
Agroshift unit.
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agroshift 27
Fitment of the AGROSHIFT unit

To accommodate the AGROSHIFT system, the basic transmission with standard issue layshaft A and range input
shaft B must be equipped instead with special shafts A = p/n 009.7644.3/10 and B = p/n 009.7643.3/10).
Fig. 7 - Components of the AGROSHIFT unit.
Note: No special tools are required for reassembly of the unit, other than one M8x1,25x30 bolt which is used to keep
the centre shaft Z in position when adjusting end float in the AGROSHIFT unit.
Proceed to assemble the unit, observing the following directions:
— Secure the housing C p/n 007.6743.3 to the flange D p/n 007.3461.0, locating the gasket E p/n 255.3356.0 between
the two.
— Fit the input wheel F p/n 009.7645.0 to the layshaft, securing with the circlip G.
— Working at the bench, preassemble the LOW shaft H p/n 007.6139.3/40 with the planet carrier flange I p/n
008.5677.0 (Fig 8).
— When fitted to the shaft, the planet wheels must be positioned so that the punched countermarks coincide with the
reference marks on the planet carrier flange (Fig 8).
— Working at the bench, preassemble the MEDIUM shaft L p/n 007.6149.0/20 and the belleville discs M p/n 007.6149.0
(Fig 9).
— Position the HIGH clutch complete with all its component parts in the relative housing N p/n 007.6745.3. Take care
that the VESPEL seals are correctly positioned, to avoide damage.
— Fit the unit to the MEDIUM shaft, while holding the shaft vertical (Fig 9).
— Fit the oil baffle O, the bearing P and the circlip Q (Fig 9).
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27 agroshift
timing reference countermark
Fig. 8 - Timing the epicyclic speed reducer of the AGROSHIFT unit.
— Fit the MEDIUM hub R p/n 009.7649.0/10, securing with the respective circlip and compacting the belleville discs
M with the relative press.
— Fit the MEDIUM actuator piston S p/n 008.5669.0, having first located the relative O-rings.
— Working at the bench, preassemble the friction discs of the MEDIUM - LOW housing T p/n 007.6744.3 (fig 10).
Align the discs initially using the housing itself as a reference, then compress the belleville discs U p/n 2.1499.127.0.
— Position the MEDIUM - LOW assembly in the housing N applying sealant (Pianermetic 510) to the mating surfaces.
— CAUTION : take care when applying sealant not to foul the clutch oil inlet ports.
— Fit the planet carrier assembly to the shaft L, position the hub V p/n 008.0213.0 and fit the circlip Z.
— Fit the cover W p/n 007.6198.0 (fig 7), applying sealant (Pianermetic 510) to the mating surfaces.
Fig. 9 - Preassembly of parts on MEDIUM shaft. Fig. 10 - Preassembly of MEDIUM-LOW clutches

MEDIUM-LOW.
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agroshift 27
ADJUSTMENT OF END FLOAT IN THE AGROSHIFT UNIT (fig 11)
Screw one M8x1,25x30 bolt finger tight into the cover W (fig 11), so as to hold the centre shaft of the H-M-L unit in
position during the adjustment.
Measure dimensions X and Y with a gauge then calculate (X - Y - 1 mm) , which gives the thickness of the thrust
washer K to fit.
Example: values measured X = 135.64 Y = 131.56
(135,64 - 131,56 - 1) = 3,08 ~ 3 mm (washer required is p/n 2.1599.729.0/10)
IMPORTANT: the thrust washer must be selected from those available to give either the exact thickness, or the next
thickness down from the value calculated.
washer p/n 2.1599.724.0/10 thickness 2 mm
2.1599.725.0/10 thickness 2.2 mm
2.1599.726.0/10 thickness 2.4 mm
2.1599.727.0/10 thickness 2.6 mm
2.1599.728.0/10 thickness 2.8 mm
2.1599.729.0/10 thickness 3 mm
2.1599.730.0/10 thickness 3.2 mm
2.1599.731.0/10 thickness 3.4 mm
2.1599.732.0/10 thickness 3.6 mm
2.1599.733.0/10 thickness 3.8 mm
2.1599.734.0/10 thickness 4 mm
Locate the preassembled unit J in the AGROSHIFT housing, applying sealant (Pianermetic 510) between the mating
surfaces of the housings; take care that the sealant is kept well clear of the oil inlet ports.
Remove the temporary positioning bolt to free the centre shaft of the H-M-L unit, then fit the special plug together with
a sealing washer.
Fig. 11 - Location of the preassembled AGROSHIFT unit in its housing.
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27 agroshift
MAIN OPERAZIONS INVOLVED IN ASSEMBLY OF AGROSHIFT UNIT
1 - Offer the housing C to the gears of

the transmission and secure in place.
2 - Measure dimension X (see

fig 11) for adjustment of end float
in the Agroshift unit.
3 - Sling the clutches and speed redu-

cer assembly to a hoist so as to facili-
tate assembly operations inside the
housing C.
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agroshift 27
4 - Locate the speed reducer unit com-

plete with clutches in the mounting flan-
ge.
5 - Tighten the securing bolts of

the clutches and speed reducer
unit to the mounting flange.
6 - Sling the Agroshift unit to a

hoist, together with the gearshift as-
sembly, and locate in the rear tran-
smission housing.
Caution: Position the thrust bearing

in the range input shaft seating as
illustrated below.
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27 agroshift
D. Lock 4WD
A - sequence valve (operating pressure 18 bar) G - power unit for electrohydraulic

B - transmission lubricant pressure regulator control functions
(setting 4 bar) H - oil pressure control valves assembly
C - check valve 30 l/min I - bistable valve
D - oil pump (flow rate 10 ÷ 30 l/ min) L - modulating valve
E - suction filter (25 m) M1 - pressure gauge scale 0 ÷ 40 bar
F - solenoid valves assembly M2 - pressure gauge scale 10 bar
T - return
Fig. 12 - Hydraulic diagram illustrating operation.
128
PROCEDURE FOR CHECKING THE H-M-L CONTROL UNIT INLET PRESSURE
Referring to Fig. 13:
1 - Connect pressure gauge 5.9030.514.0 (0÷ 40 bar) at position M1.
C - check valve
2 - Connect pressure gauge 5.9030.515.0 (0÷ 10 bar) at position M2.
Start the engine and throttle up to the revolutions indicated in the table; now verify that the inlet pressures are as pre-
A - sequence valve
scribed.
B - pressure regulator
NB: Pressure tests should be conducted using AKROS MULTI oil at a temperature of 100 °C.
F - solenoid valves assembly

Lubrication
Lubrication
from radiator
functions
Fig. 13 - Electrohydraulic control unit for AGROSHIFT system.
I - bistable valve
H - oil pressure control valves assembly
G - power unit for electrohydraulic control
agroshift
clutch transmission
2
27
rpm engine speed oil delivery pressure pressure oil temperature
L - modulating valve
M2 - pressure gauge scale 10 bar
129
M1 - pressure gauge scale 0÷40 bar
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130
PTO
A - sequence valve
(operating pressure 18 bar)
2
B - transmission lubricant pressure

27
PTO clutch
bra-
regulator (setting 5 bar)
C - check valve (30 l/min)
D - oil pump (flow rate 10÷30 l/ min)
E - suction filter (30 m)
F - inlet port, solenoid valves assembly
M1 - pressure gauge scale 0÷40 bar
4WD
M2 - pressure gauge scale 10 bar
agroshift
T - return
Fig. 14 - AGROSHIFT pressure control valves assembly.

clutch transmission
diff. lock
from radiator
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agroshift 27
LUBRICATION
LUBRICATION
RESERVOIR
LUBRICATION
LUBRICATION
INLET
Fig. 15 - Hydraulic control circuit.
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agroshift
replace the defective

parts
check the clutch as-
sembly hydraulic sy-
stem
examine piston and replace defective
manifold seal rings parts
clutch slips
check piston for free remove any rough-

stroke ness preventing pi-
ston from sliding
freely
check for clutch disk replace the clutch

wear disks
inspect the control replace defective

mechanism parts
replace the disks

inspect the disks burnt disks
clutch won’t jammed disks remove any rough-
disengage ness preventing disks
from sliding freely
piston jammed in seat relpaced the piston
Spring specifications
LOW clutch release springs (belleville)

spring type 2.1499.133.0
inside diameter mm 45,5
external diameter mm 70
unloaded spring mm 4
MEDIUM clutch engagement springs

spring type 2.1499.127.0
inside diameter mm 60
external diameter mm 130
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transmission 3
gearbox 31
The basic transmission utilizes a 4 or 5 speed synchromesh gearbox with 3 speed ranges.
A reverse shuttle, fitted as standard, gives a total 12 forward and 12 reverse speeds with the 4-speed box.
Options include Creeper, and Underdrive (in place of or in addition to the creeper), giving a total of:
16 forward and 16 reverse (with Creeper);
24 forward and 12 reverse (with Underdrive);
32 forward and 16 reverse (with Creeper and Underdrive);
Each version is also available with 30 or 40 km/h top speed.
number of speeds 12 FWD + 12 REV
gearbox ratios: 4-speed (5-speed)
(1st gear) 18/48 = 1/2,6667
1st gear (2nd gear) 30/54 = 1/1,8000
2nd gear (3rd gear) 34/46 = 1/1,3529
3rd gear (4th gear) 39/40 = 1/1,0256
with underdrive 38/42 = 1/1,1053
4th gear (5th gear) 44/34 = 1/0,7727
shuttle: forward 37/34 = 1/0,9189
reverse 34/30 = 1/0,8824
range ratios: low 1st version (19/58)x(19x59 )= 1/9,4792
2nd version (19/48)x(19x58 )= 1/7,7119
medium 1st version (19/58)x(40/39) = 1/2,9763
2nd version (19/48)x(28/33) = 1/2,9774
high 1
rear axle ratios:
bevel gear pair Silver 80-90-100.4 30 km/h 8/41 = 1/5,1250
Silver 100.6 30 km/h 9/41 = 1/4,5555
Silver 80-90-100.4 40 km/h 10/39 = 1/3,9000
Silver 100.6 40 km/h 11/38 = 1/3,4545
epicyclic final drive Silver 80-90-100.4 (12/12+69) = 1/6,7500
Silver 100.6 (11/11+73) = 1/7,6364
overall ratio Silver 80-90-100.4 30 km/h 1/34,5938
Silver 100.6 30 km/h 1/34,7884
Silver 80-90-100.4 40 kmIh 1/26,3076
Silver 100.6 40 kmIh 1/26,3799
backlash between crownwheel
and pinion teeth (mm) 0,18 ÷ 0,24
underdrive 35/38 = 1/1,0857
creeper 1st version (19/58)x(19/59)x(26/75)x(39/40) = 1/26,6603
2nd version (19/48)x(19/58)x(26/75)x(33/28) = 1/26,2184
shuttle shaft and layshaft end float (mm) 0,15 ÷ 0,60
end float of shuttle gears
(or underdrive) (mm) 0,15 ÷ 0,60
reference distance for adjustment of bevel
gear pair
- with mechanical differential lock (mm) 4 ± 0,1
- with hydraulic differential lock (mm) 2,5 ± 0,1
Transmission configurations with 5 speed gearbox

Optional: AGROSHIFT, allowing clutchless selection of all available ratios - - - across a 3-speed band,
giving a total of:
45 forward and 45 reverse speeds, without Creeper option
60 forward and 60 reverse speeds, with Creeper option.
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3 transmission
31 gearbox
Up to serial number:
SILVER 80 1441
SILVER 90 1829
SILVER 100.4 1335
SILVER 100.6 1547
H = 39
I = 40
L = 58
M = 59
C / D = 10/38 30 km/h
C / D = 11/32 40 km/h
From serial number:
SILVER 80 1442
SILVER 90 1830
SILVER 100.4 1336
SILVER 100.6 1548
H = 33
I = 28
Fig. 1 - 4 speed synchromesh gearbox with 3 ranges (12 FWD + 12 REV). L = 48
Silver 80-90-100.4 30 km/h A= 8 B= 41 E= 12 F= 69 G= 27 M = 58
40 km/h A= 10 B= 39 E= 12 F= 69 G= 27 C / D = 8/37 30 km/h
Silver 100.6 30 km/h A= 9 B= 41 E= 11 F= 73 G= 30
40 km/h A= 11 B= 38 E= 11 F= 73 G= 30 C / D = 10/35 40 km/h
Up to serial number::
SILVER 80 1441
SILVER 90 1829
SILVER 100.4 1335
SILVER 100.6 1547
H = 39
I = 40
L = 58
M = 59
C / D = 10/38 30 km/h
C / D = 11/32 40 km/h
From serial number:
SILVER 80 1442
SILVER 90 1830
SILVER 100.4 1336
SILVER 100.6 1548
H = 33
I = 28
Fig. 2 - 4 speed synchromesh gearbox with 3 ranges + creeper (16 FWD + 16 REV). L = 48
40 km/h A= 10 B= 39 E= 12 F= 69 G= 27
Silver 100.6 30 km/h A= 9 B= 41 E= 11 F= 73 G= 30 C / D = 8/37 30 km/h
40 km/h A= 11 B= 38 E= 11 F= 73 G= 30 C / D = 10/35 40 km/h
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transmission 3
gearbox 31
SILVER 80 1441
SILVER 90 1829
SILVER 100.4 1335
SILVER 100.6 1547
H = 39
I = 40
L = 58
M = 59
C / D = 10/38 30 km/h
C / D = 11/32 40 km/h
From serial number:
SILVER 80 1442
SILVER 90 1830
SILVER 100.4 1336
SILVER 100.6 1548
H = 33
I = 28
Fig. 3 - 4 speed synchromesh gearbox with 3 ranges + underdrive (24 FWD + 12 REV). L = 48
40 km/h A= 10 B= 39 E= 12 F= 69 G= 27
40 km/h A= 11 B= 38 E= 11 F= 73 G= 30 C / D = 10/35 40 km/h
SILVER 80 1441
SILVER 90 1829
SILVER 100.4 1335
SILVER 100.6 1547
H = 39
I = 40
L = 58
M = 59
C / D = 10/38 30 km/h
C / D = 11/32 40 km/h
From serial number:
SILVER 80 1442
SILVER 90 1830
SILVER 100.4 1336
SILVER 100.6 1548
H = 33
I = 28
Fig. 4 - 4 speed synchromesh gearbox with 3 ranges + creeper + underdrive (32 FWD + 16 REV). L = 48
40 km/h A= 10 B= 39 E= 12 F= 69 G= 27
40 km/h A= 11 B= 38 E= 11 F= 73 G= 30 C / D = 10/35 40 km/h
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3 transmission
31 gearbox
SILVER 80 1441
SILVER 90 1829
SILVER 100.4 1335
SILVER 100.6 1547
H = 39
I = 40
L = 58
M = 59
C / D = 10/38 30 km/h
C / D = 11/32 40 km/h
From serial number:
SILVER 80 1442
SILVER 90 1830
SILVER 100.4 1336
SILVER 100.6 1548
H = 33
I = 28
Fig. 5 - 5 speed synchromesh gearbox with 3 ranges + creeper (20 FWD + 20 REV) - transport duties. L = 48
40 km/h A= 10 B= 39 E= 12 F= 69 G= 27
40 km/h A= 11 B= 38 E= 11 F= 73 G= 30 C / D = 10/35 40 km/h
SILVER 80 1441
SILVER 90 1829
SILVER 100.4 1335
SILVER 100.6 1547
H = 39
I = 40
L = 58
M = 59
C / D = 10/38 30 km/h
C / D = 11/32 40 km/h
From serial number:
SILVER 80 1442
SILVER 90 1830
SILVER 100.4 1336
SILVER 100.6 1548
H = 33
I = 28
Fig. 6 - 5 speed synchromesh gearbox with 3 ranges (15 FWD + 15 REV) - transport duties. L = 48
40 km/h A= 10 B= 39 E= 12 F= 69 G= 27
40 km/h A= 11 B= 38 E= 11 F= 73 G= 30 C / D = 10/35 40 km/h
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transmission 3
gearbox 31
SILVER 80 1441
SILVER 90 1829
SILVER 100.4 1335
SILVER 100.6 1547
H = 39
I = 40
L = 58
M = 59
C / D = 10/38 30 km/h
C / D = 11/32 40 km/h
From serial number:
SILVER 80 1442
SILVER 90 1830
SILVER 100.4 1336
SILVER 100.6 1548
H = 33
I = 28
Fig. 7 - 5 speed synchromesh gearbox with 3 ranges + AGROSHIFT (45 FWD + 45 REV). L = 48
40 km/h A= 10 B= 39 E= 12 F= 69 G= 27
40 km/h A= 11 B= 38 E= 11 F= 73 G= 30 C / D = 10/35 40 km/h
SILVER 80 1441
SILVER 90 1829
SILVER 100.4 1335
SILVER 100.6 1547
H = 39
I = 40
L = 58
M = 59
C / D = 10/38 30 km/h
C / D = 11/32 40 km/h
From serial number:
SILVER 80 1442
SILVER 90 1830
SILVER 100.4 1336
SILVER 100.6 1548
H = 33
I = 28
Fig. 8 - 5 speed synchromesh gearbox with 3 ranges + creeper + AGROSHIFT (60 FWD + 60 REV). L = 48
Silver 80-90-100.4 30 km/h A= 8 B= 41 E= 12 F= 69 G= 27
40 km/h A= 10 B= 39 E= 12 F= 69 G= 27 M = 58
40 km/h A= 11 B= 38 E= 11 F= 73 G= 30 C / D = 10/35 40 km/h
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3 transmission
31 gearbox
Rear and front transmission and intermediate housings.
The need arises to tow the tractor, even for short distances, keep the engine running so
as to ensure that the transmission lubrication pump can operate. (If the engine will not
start, the machine should be loaded onto a truck and carried).
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transmission 3
gearbox 31
Fig. 9 - Longitudinal section through transmission (version with SBA and Silver 100.6 P.T.O. speed reduction; for Silver 80 -
90 - 100.4 P.T.O. see fig 4, page 165).
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3 transmission
31 gearbox
Fig. 10 - Gearbox longitudinal section (models without S.B.A.).

A - Models with mini-reduction, B - Models with super-reduction, C - Models without super-reduction, D - 4WD engagement Fig. 11 - 4 speed gearbox (longitudinal view).
for models without S.B.A.
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transmission 3
primary shaft - secondary shaft - reduction gear unit 32-33-34
Fig. 12 - 4 speed gearbox (views).
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3 transmission
32-33-34 primary shaft - secondary shaft - reduction gear unit
Fig. 13 - Gearbox with MINI-REDUCTION
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transmission 3
Fig. 14 - Gearbox with MINI-REDUCTION (views).
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3 transmission
Fig. 15 - 5 speed gearbox.
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transmission 3
Fig. 16 - 5 speed gearbox (views).
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3 transmission
Fig. 17 - Range speed reduction assembly without creeper.
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transmission 3
Fig. 18 - Range speed reduction assembly with creeper.
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3 transmission
Gearbox removal
The complete gearbox assembly can be removed from the tractor very easily without requiring prior removal of the
cab or platform, which can be supported during the operation by two props under the two rear “silent-block”
mountings(Fig. 19)
To facilitate removal of the gearbox assembly we recommend the use of the mobile track stands 5.9030.002.0 and a
hoist.
— Position the aforementioned stands and remove the rear tractor wheels.
— Remove the fuel tank after first disconnecting the fuel supply/return pipes and the electrical lead from the fuel gauge
sensor.
— Detach the two gear and range control rods from the gearbox. Remove the four screws securing the control lever
support to the gearbox and push the support downwards to disengage the internal reverser lever from the notch
on the control rod.
— Disconnect the oil supply pipe to the hydrostatic steering control valve at the point of connection to the vibration
dampers.
— Disconnect all the linkage rods from the levers located on the left-hand side of the driver’s seat (PTO SYNCHRO
and PTO NORMAL-ECONOMICAL selection), the parking brake linkage, and the support for the power-lift control
levers (on models with mechanical lifts only).
— Disconnect the P.T.O. clutch control (on tractors not equipped with electrohydraulic controls).
— Disconnect the bowdens from the auxiliary hydraulic control valves.
— Disconnect the oil supply pipe to the front lift (if fitted).
— Disconnect the oil supply pipe to the pressure control valve located on the right-hand side of the gearbox.
— Disconnect the oil supply pipe to the front differential lock, or detach the control linkage on tractors not equipped
with electrohydraulic controls.
— Disconnect the electrical leads from the draft sensor and position sensor of the electronic lift control (if present).
— Disconnect the electrical leads connected to the raising valve and the lowering valve of the power-lift control (on
tractors equipped with electronic power-lift control).
— Disconnect the electrical lead connected to the radar (if fitted).
— Disconnect the lead connected to the wheel speed sensor (on tractors fitted with electronic power-lift control).
— Disconnect the rear brake pipes.
Remove the bolts securing the cab to the 4 silent-block mountings.

With the aid of a hoist, push the rear gearbox assembly backwards, whilst keeping the parts aligned axially to allow
the shafts to disengage their couplings.
Fig. 19 - Gearbox removal.
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transmission 3
Stripping the gearbox
The three gearbox shafts are installed on a flange which also

serves as the front gearbox cover.
The whole assembly can be easily removed first loosening the

cover fixing screws and then withdrawing the whole unit making
use of a hoist, as shown in figure 21.
Prior to this operation, use a magnet to extract the pins securing Fig. 20 - Separeting the gearbox .
the control rods to the gearbox (on gearboxes equipped with
mini-reduction there are three such pins). See detail C in figure 44
on page 158).
To remove the shafts first disengage the rod forks loosening the
securing screws, then take the snap rings from inside the cover
seats and withdraw the shafts one after the other in sequence with
little movements which should not exceed 5 mm at a time.
The same procedure is to be performed in reversed order when

reassembling.
Fig. 21 - Removing the whole gearbox assembly.
If one or more assembly components are to be replaced, it may
be necessary to replace the snap rings indicated in figure 28 with
new ones of the same type but having different thicknesses.
These should be inserted into seats freely without resulting in any

clearance in the part assembly.
The same instruction applies to the spacing washers contacting

the snap rings located either at the reverse gear unit shaft or the
secondary shaft end.
All washers must be fitted with their oil drain sections opposed to Fig. 22 - Gearbox assembly.
the counterparts.
After assembly, on applying an axial load to the entire synchroni-

ser assembly, an end-float of 0.15-0.60 mm should be obtained
(a higher value indicates that the synchroniser is excessively worn
and therefore must be replaced).
Make sure that all parts are free to move and the engagement
occurs evenly.
Forks must be placed on the rods in such a way that they will not Fig. 23 - External controls detailed.
rub against the synchronizer sleeve groove sides.
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3 transmission
Examining parts removed
Gearbox case
Gearbox case should show no cracks, bearing seats must not be worn
or damaged.
If seriuos damage or excessive wear is occured replace the parts con-

cerned.
Whenever the gearbox is disassembled clean all sealing surfaces remo-

ving old adhesive and applying some new on all surfaces evenly when
reassembling.
Fig. 24 - Checking the gearbox shafts removed. Shafts

Examine shafts for excessive wear and shaft splines for pitting, these
should allow the gears to slide freely.
Gears
Examine gear teeth for wear or damage and make sure these work on
the whole contact surface.
Check also the gear-mounted bushings for seizing: if so replace them.
Synchronizers
Check the ring inside tapered portion for excessive wear or damage and
be sure the gear part being frictioned by the synchronizer does not show
signs of scoring which may prevent the gear from meshing correctly.
Fig. 25 - Checking bushing for wear. To check the synchronizer ring for wear, measure the distance from the
friction cone; reading should be 1.25 +− 0.30
0.15 mm with a new synchronizer
or drop to zero when the ring is maximally worn.
Bearings
Bearings should be in perfect conditions without showing excessive radial
or end play.
Holding the bearings pressed by hand and making them simultaneously
turn in both directions of rotation a free sliding as well as no roughness
at all should be felt.
Examine the taper roller bearings for proper working conditions, these
should be neither worn nor overheated, replace as soon as poor working
efficiency is suspected, as an abnormal bearing operation may result in
either gear tooth seizure or noisy gearbox.
Warning: oil leakages from the clutch-disk-to-gearbox shaft or the engi-

Fig. 26 - Checking gear teeth for wear. ne-flywheel-to-P.T.O.-clutch shaft may be stopped when the assembly
procedure is performed with the utmost care and operating in such a way
that the splined parts are prevented from damaging the O-ring and also
providing a thorough cleaning of the parts prior to being installed.
Fig. 27 - Shafts from clutch plate to gearbox.
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INSTALLING CIRCLIPS OF VARIABLE THICKNESS
Shims A are to be selected on assembly from those indicated in figure 28, so that all bearing play is eliminated when the circlips
are fitted in their respective seatings.
The synchroniser hubs are held in position on the shaft by circlips B; select circlips of an appropriate thickness from those indicated
in figure 28 so that all synchroniser hub play is eliminated.
SPACER
A
2.1599.414 0 40x50x3
2.1599.423.0 40x50x2,9
2.1529.424.0 40x50x2,8
2.1599.425.0 40x50x2,7
SNAP RING
B
2.1422.032.7 45x1,5
2.1499.059.0 45x1,8
Fig. 28 - Positioning the gearbox shaft shims and synchroniser circlips.
NOMINAL DIMENSIONS OF GEARBOX BUSHES
Fig. 29 - Bushes installed in the gears of the reduction gear unit.
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3 transmission
Fig. 30 - Nominal dimensions of layshaft Fig. 31 - Nominal dimensions of layshaft Fig 32 - Nominal dimensions of layshaft
bush 2.1559.239.0 (all transmission ver- bush 2.1559.333.0 (all transmission ver- bush 2.1552.316.0 (all transmission ver-
sions). sions). sions with Agroshift).
INSTALLING THE INTERMEDIATE SHAFT BEARING - (TRANSMISSIONS WITH MINI-REDUCTION ONLY)

The intermediate shaft bearing for Silver 100.4 -100.6 must be installed without a retaining circlip (see figure 33).
(If this bearing is purchased as a replacement part, it will be supplied with the circlip installed in the groove; this circlip
must be removed prior to installation on the aforementioned models).
Fig. 33 - Assembly of the intermediate shaft bearing.
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transmission 3
ADJUSTING SECONDARY SHAFT END FLOAT FOR THE

5-SPEED GEARBOX
1 - (For all models) - Interpose a calibrated shim A selected from

the following four thickness:
-A code 2.1559.737.0 thickness 2.15 mm;

in order to completely eliminate all end float of the secondary shaft.
2 - (For Agroshift models only) - Proceed as follows:

after having installed bearing F and shaft B, measure the stand-in
C of the face of the bearing relative to the wall of the gearbox
casing whilst pushing the bearing towards the rear of the gearbox
casing. Install shims D to the same thickness as the value mea-
sured, and check, after installation of flange E, that there is no play
or preload on the bearing.
-D code 2.1580.304.0 thickness 0.5 mm;

-D code 2.1580.303.0 thickness 0.2 mm
-D code 2.1580.310.0 thickness 0.05 mm
Fig. 34 - Shimming up the secondary shaft.
SEATING TOOL PROFI-

Fitment of waterproof seal p/n 2.1529.106.0 to Fitment of spring rod bushes in transmission housing
the 4WD transfer shaft.
Chill the two bushes A in liquid nitrogen and press fully
The seal is fitted using a special seating tool. home into the transmission housing C.
Position the ring as indicated and press in until The two bushes must be positioned with the threaded
recessed 0.1 mm from the face of the transmis- hole directed to the rear as illustrated (the arrow indi-
sion housing. cates the direction of movement of the tractor).
The dimensions illustrated are for fabrication of NB: on 80 - 90 HP machines, position distance rings
the tool. B between the bushes and the housing.
Fig. 35 - Fitment of waterproof seal to 4WD transfer shaft. Fig. 36 - Fitment of spring rod bushes to transmission housing
(machines equipped with electronic lift system).
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3 transmission
35 differential gear
Adjusting the bevel drive (see figs. 40 and 41)

Fit the pinion in the gearbox casing together with the bearing pack
A (without interposing shims), install gear B and tighten the lock
ring to a torque of : 44 ÷ 48 Kgm (440÷480 Nm).
Fit the differential case without the crown wheel; install shims for
the tapered roller bearings D and E so that they rotate freely in
their seatings but a slight preload can be felt; then install a shim
of thickness 0.1 mm. to preload the bearings.
Adjust the distance F between the differential case and the head
of the pinion by installing shims in position G indicated in figure
40; the exact measurement of this adjustment is obtained by
adding or subtracting the value stamped on the side of one of the
pinion teeth to the value of: 4 mm (models not equipped with SBA
system) or 2.5 mm (models equipped with SBA system).
Fig. 37 - Value stamped on a tooth of the pinion. The bearing assembly is held in position C by a circlip (selected
from those supplied in oversizes from 3.4÷4.1 mm. (see figure 38)
to fit perfectly in the bearing seating and prevent all bearing play.
E - SNAP RING Fit the crown wheel to the differential case and, using a dial gauge,
measure the backlash between the pinion and the crown wheel;
the backlash should be between 0.18÷ 0.24 mm (see figure 39),
2.1499.061.1 120X3,4 if not, remove shims from the pack D and add them to pack E to
bring the crown wheel closer to the pinion, or vice versa to move
2.1499 062.1 120x3,5 it further away.
2.1499 063.1 120x3,6
2.1499.064.1 120x3,7 NB: On completion of bevel drive adjustment, slacken off the ring
nut, apply Loctite 270 to the thread, then re-tighten to a torque of
2.1499.065.1 120x3,8 44 ÷ 48 Kgm (440÷480 Nm) and secure the pinion lock nut by
2.1499.666.1 120x3,9 staking.
2.1499.067.1 120x4,0 Tighten the crown wheel bolts to a torque of 10÷12 kgm (98÷117).
2.1499.068.1 120x4,1
Fig. 38 - Select circlips of suitable thickness for
the amount of bevel pinion play.
Refitting the bevel drive without replacing any
components
No adjustment is necessary. Fit the original shim packs and check
that the distance between the head of the pinion and differential
case is as specified.
Replacing the crown wheel bearings

Fit shims of a suitable thickness to obtain a bearing preload of 0.1
mm. This done, check the backlash between the pinion and the
crown wheel and adjust if necessary.
Replacing the pinion bearings

If one of the components is damaged, the entire bearing assembly
Fig. 39 - Checking backlash between bevel pinion and must be replaced (as the supplier will determine the configuration
ring gear teeth.
of the assembly according to the dimensional tolerances) after
which the bevel drive must be adjusted.
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transmission 3
differential gear 35
Fig. 40 - Installing bevel pinion shims.
- with mechanical diffferential lock - with electrohydraulic controlled differential lock
only for
100.6 only for
100.6
Fig. 41 - Installing bevel drive shims (the two figures show the differential units on the Silver 100.6.
The differential units for Silver 80 - 90 - 100.4 are of the same shape but different dimensions; in addition they are fitted without
the spacer H).
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3 transmission
RANGE
Fig. 42 - Speed range controls.
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transmission 3
GEARS
Fig. 43 - Gearshifting controls.
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3 transmission
ONLY FOR GEAR-

BOX WITH MINI-
REDUCTION
SHUTTLE
ONLY FOR MODEL WITH MINI-REDUCTION AND SHUTTLE
Fig. 44 - Reverser controls.

A - Model without mini-reduction
B - Model with mini-reduction (neutral position)
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transmission 3
GEAR CONTROL LINKAGE SLEEVES AND BALL JOINTS TO BE LUBRICATED ON ASSEMBLY
Before assembly, fill the chambers A, with MOLIKOTE grease.

Grease the ball joints B, with MOLIKOTE grease.
Fit bush C, applying LOCTITE 601 to surface indicated in the figure.
Fig. 45 - Sleeve, ball joints
Tightening torques
before tightening all screws should be cleaned and lubricated with engine oil.
kgm Nm
bolts securing front housing to transmission housing 8,6 85
bolts securing intermediate and transmission housings 14 140
bolts securing H-M-L cover 3 30
bolts securing engine to transmission housing 14 140
bolts securing lift housing to transmission housing 8,6 86
crownwheel bolts 12,5 125
bevel pinion lock nut 44 ÷ 48 440 ÷ 480
bolts securing differential flanges 3,3 ÷ 4,1 32 ÷ 40
bolts securing differential cage to halfshaft 13,5 ÷16,8 130 ÷ 164
- Silver 80 - 90 - 100.4 17,5 170
- Silver 100.6 6 60
rear bracket fixing bolts
- Silver 80 - 90 - 100.4 8,6 ÷ 9,6 84 ÷ 94
- Silver 100.6 17 170
rear bracket fixing bolts - Silver 100.6 12 120
P.T.O. shaft lock nut 16 ÷18 160 ÷ 180
bolts securing transmission to engine flange 9 ÷ 11 88 ÷ 107
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3 transmission
31 gearbox
Main assembly operations involving transmission housing, rear axle, hydraulic lift and engine.
Fig. 46 - Important: to facilitate assembly of the trumpet Fig. 47 - Position the trumpet housing using a hoist, taking
housing, it is good policy to fit centralizer dowels p/n care to locate the halfshaft in the epicyclic train internally of
5.9030.537.0 to the transmission housing. Apply sealant (Pia- the housing.
nermetic 510) to the surface of the trumpet housing.
Fig. 48 - Having located the bolts, tighten with a torque wrench Fig. 49 - Rear transmission housing complete with trumpet
to 8,5 kgm for Silver 80 - 90 - 100.4 machines and 17 kgm housings.
for a Silver 100.6.
Fig. 50 - Install the Agroshift unit and gearshift assembly, Fig. 51 - Transmission housing complete with Agroshift unit.
complete, in the rear transmission housing. Apply Silastic 738
sealant to one of the mating surfaces before uniting (on
machines without Agroshift, proceed with fitment as for stand-
ard gearshift only).
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gearbox 31
Fig. 52 - Using a hoist, unite the front and rear transmission Fig. 53 - Secure the housing, torquing the bolts to 12 kgm.
housings.
Fig. 54 - Detach the lifting gear from the front housing. Fig. 55 - Using a hoist, offer the intermediate housing to the
front transmission housing.
Fig. 56 - Secure the intermediate housing, torquing the bolts Fig. 57 - Transmission housing, complete.
to 14 kgm.
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3 transmission
31 gearbox
Fig. 58 - Lay a bead of sealant (Pianermetic 510) on the top Fig. 59 - Using a hoist, position the hydraulic lift over the
surface of the transmission housing where the lift housing is transmission housing.
to sit.
Fig. 60 - Settle the lift housing on top of the transmission Fig. 61 - Proceed to tighten the bolts securing the lift housing
housing. to the transmission housing, torquing to 8,6 Kg.
Fig. 62 - Locate the thrust bearing control mechanism in the Fig. 63 - Using a hoist, position the engine in contact with the
intermediate housing, complete with operating lever. intermediate housing.
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transmission 3
gearbox 31
Fig 64 - Position the engine, manoeuvring in such a way that the shaft projecting from the gearbox couples without difficulty into the
hub of the clutch assembly. Thereafter, locate the bolts securing the engine to the flange of the intermediate housing, and torque
to 14 kgm.
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3 transmission
36 power take-off
Rear power take-off
Engine speed power take-off

The engine-coupled rear P.T.O. can be equipped with a mechanically or electrohydraulically operated clutch.
The P.T.O. shaft can be operated at 540 or 1000 rev/min, engaged by means of a first selector. A second selector
allows operation of the P.T.O. in standard mode (540/1000) or ECONOMY mode (775/1300).
Both selectors utilize a sliding sleeve with a radial coupling action.
The control linkage is mechanical and must be operated with the parts motionless.
The P.T.O. shaft rotates clockwise as viewed from the rear of the tractor.
Fig 1 - Longitudinal section through rear implement and live P.T.O. unit - SILVER 100.6.
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power take-off 36
Fig. 2 - A - 540-1000 rpm selector. Fig. 3 - Live P.T.O. Syncro control.

B - Standard-Economy P.T.O. mode selector.
Fig. 4 - Longitudinal section through rear implement and live P.T.O. assembly - SILVER 80 - 90 - 100.4 .
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3 transmission
36 power take-off
OPERATION OF POWER TAKE-OFF - SILVER 80 - 90 - 100.4
STAND-
STANDARD speeds
540 rev/min at 2200 engine revolutions
Fig. 5 - STANDARD speeds.
ECONOMY
ECONOMY speeds
Fig. 6 - ECONOMY speeds.
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power take-off 36
OPERATION OF POWER TAKE-OFF - SILVER 100.6
STAND-
STANDARD speeds
STANDARD speeds.
ECONOMY
ECONOMY speeds
ECONOMY speeds.
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3 transmission
36 power take-off
PTO r.p.m. engine r.p.m. PTO r.p.m. PTO r.p.m.
power tak-off
engine r.p.m. at maximum PTO r.p.m. engine r.p.m. at fast engine r.p.m. at low
horsepower speed idling speed idling speed
540 r.p.m. 606 642÷649 158÷170
(2229 giri/mot.) 4,1278
2500 2650÷2680 650÷700
1000 r.p.m. 1033 1095÷1107 268÷290
(2421 engine r.p.m.) 2,4211
2500 2650÷2680 650÷700
775 r.p.m. 784 831÷841 204÷220
(2470 engine r.p.m.) 3,1875
2500 2650÷2680 650÷700
1300 r.p.m. 1337 1417÷1434 348÷374
(2430 engine r.p.m.) 1,8695
2500 2650÷2680 650÷700
P.T.O. ratios SILVER 80 - 90 - 100.4 SILVER 100.6

540 rev/min (14/57) 1/4,0714 = (19/46)x(43/23)x(16/51) 1/4,1278
1000 rev /min (20/49) 1/2,450 = (19/46) 1/2,4211
775 rev /min (23/44)x(49/20)x(14/57) 1/3,1791 = (16/51) 1/3,1875
1300 rev /min (23/44) 1/1,9130 = (23/43) 1/1,8696
Live power take-off

Live power take-off is available at an independent rear shaft. Live P.T.O. is engaged with a specific selector (fig 7).
P.T.O. revolutions per wheel revolution SILVER 80 - 90 - 100.4 SILVER 100.6

- 30 km/h 1st version 33,729 33.919
2nd version 40,771 40,999
- 40 km/h 1st version 25,667 25,721
2nd version 31,026 31,090
1a version - up to S/N: SILVER 80 (S/N.1441) - SILVER 90 (S/N.1829) - SILVER 100.4 (S/N. 1335).
1a version - up to S/N: SILVER 100.6 (S/N.1547)
2a version - from to S/N: SILVER 80 (S/N.1442) - SILVER 90 (S/N.1830) - SILVER 100.4 (S/N. 1336).
2a version - from to S/N: SILVER 100.6 (S/N.1548)
Adjustment of the Standard-Economy selector control linkage

Shift the sleeve into position A - STANDARD, and adjust the control linkage by turning the set screw B until in contact
with the rear support and then tightening the lock nut C.
Shift the sleeve into position D - ECONOMY, and adjust the control linkage by turning the set screw E until in contact
with the rear support and then tightening the lock nut F.
Fig. 7 - Adjustment of the STANDARD-ECONOMY selector control linkage.
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power take-off 36
Fitting the P.t.o. shaft

Before fitting the stud screws, clean off all traces of oil or grease
from threaded parts; apply Loctite 242 to the threads before
inserting.
Fig. 8 - External power take-orr shaft terminal.
Power take-off clutch

The power take-off clutch is an oil-immersed multidisc type, hydraulically engaged.
The oil needed to operate the clutch is drawn from the transmission, appropriately filtered and directed to the gear
pump mounted to the left hand side of the transmission housing.
The clutch can be operated mechanically or electrohydraulically. The mechanical type of linkage operates directly on
the directional control valve, allowing oil to flow under pressure to the actuator piston. In the case of the electrohydraulic
control, a solenoid valve opens the circuit, allowing oil to flow to the piston. In either case, the effect of applying hydraulic
pressure is to compress the driving and driven discs of the clutch assembly together and transmit rotation to the
projecting P.T.O. shaft.
Also operated hydraulically by way of the same directional control valve is a second piston; this acts on a brake that
immobilizes the disc carrier when the clutch is disengaged, thereby preventing rotation of the P.T.O. shaft.
Fig. 9 - Section through the P.T.O. clutch assembly.
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3 transmission
36 power take-off
Specifications
P.T.O clutch
clutch multidisk, oil-bath clutch with axial piston

number of clutch disks 5
diameter of clutch disks 124.5
thickness of assembled friction discs minimum mm 26
maximum mm 27.75
number of intermediate discs 5
disc lubrication pressure bar 2 to 3
P.T.O. clutch relief pressure setting bar 12 + 20
P.T.O. pressure control valve bar 18
restrictor valve mm 3
brake apply cylinder free travel minimum mm 2.8
maximum mm 3.6
directional control valve spool travel mm 18
piston return spring 2.4019.373.1

diameter of wire mm 6.5
external diameter mm 79.5
spring relaxed mm 61.5
spring compressed kg 75 (735 N) mm 30
kg 79 (782 N) mm 28
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transmission 3
power take-off 36
engagement disengagement
Fig. 10 - Rear P.T.O. control for machines with electrohydraulically operated clutch.
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36 power take-off
engagement disengagement
Fig. 11 - Rear P.T.O. control for machines with mechanically operated clutch.
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power take-off 36
Fig. 12 - Operating pressure control valve for mechanically or electrohydrauliclly operated P.T.O. clutch assembly.
A - Gauge utilized to check operating pressure in the P.T.O. circuit.
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36 power take-off
Inspecting the clutch

Check the friction surfaces of the clutch discs for signs of wear or distress, and replace if necessary.
The actuator piston must be replaced if scoring is evident.
The hub must be replaced if any depressions are discernible along the tips of the splines enabling the sliding movement
of the clutch discs.
Test the operational efficiency of the piston return spring, which must perform to the specifications given in the table;
replace if necessary.
Check that the control valve spool is not scored.
The seals of the clutch actuator piston and the brake apply piston must be replaced if significantly worn, likewise the
brake disc.
Whenever the unit is reassembled, make certain that the oil ducts of the clutch housing are cleaned thoroughly, using
compressed air if need be.
Checking the clearance between discs

When new discs are installed, check that the clearance A (fig 13) is between 0.5 and 2 mm.
If the clearance is greater that the maximum permissible value, add one shim p/n 2.1599.499.0 at the position arrowed.
Caution: it is recommended that the operating pressure of the P.T.O. clutch circuit be tested only when the unit is
being fully overhauled. The test is made by connecting a pressure gauge directly to the clutch assembly in place of
the damper.
Fig. 13 - Checking the disc clearance.

A - If clearance is greater than prescribed, add 1 x shim 2.1599.499.0.
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transmission 3
power take-off 36
Testing pressures in the clutch assembly

Connect adaptor 5.9030.517.4 to the hydraulic pressure port of the electrohydraulic control unit (on machines equipped
with electrohydraulic controls) as indicated in fig 14, or to the port of the coupler assembly (machines with mechanical
controls) and fit pressure gauge 5.9030.514.0.
Allow oil to circulate through the directional control valve and read the gauge, which should show 18 bar approx.
For pressure testing procedures and prescribed values, refer to the “electrohydraulic controls” chapter.
with electrohydraulically operated version
with mechanically operated version
Fig. 14 - Verification of operating pressure in the P.T.O. clutch hydraulic power circuit.
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3 transmission
36 power take-off
Checking end float on the front shaft of the P.T.O. clutch
Fit circlip A and thrust washer B p/n 2.1599.761.0 to the front shaft of the P.T.O.; locate the shaft in the clutch assembly
and push toward the forward end of the tractor until fully against the seal as indicated in Fig C, then verify that the
distance between the washer B and the clutch hub is not less than 1 mm.
If the end float measured is less than 1 mm, remove washer B.
Fig. 15 - Checking end float on the front shaft of the P.T.O. clutch.
outline plug
outline plug
Fitting waterproof seals
M - Live P.T.O. shaft

N - P.T.O. with interchangeable shaft
O - P.T.O. with fixed shaft
The seals are fitted using a special sea-
ting tool. Position the ring as indicated
and press home until the tool locates.
The dimensions illustrated are for fabrica-
tion of the tool.
outline plug
Fig. 16 - Fitment of waterproof seals.
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transmission 3
power take-off 36
ESSENTIAL OPERATIONS FOR REFITMENT OF THE REAR P.T.O. ASSEMBLY
Fig. 17 - Proceed to assemble the components of the P.T.O. Fig. 18 - Push the drive shaft into the speed reduction assem-
final reduction unit (540 - 1000 rev/min). Locate the shaft bly, aligning the parts so that the shaft is correctly positioned.
connecting the P.T.O. clutch to the final reduction, complete
with the STANDARD/ECONOMY selector sleeve.
Fig. 19 - Position the spacer in contact with the gear so that Fig. 20 - Locate the circlip in its seat, using a pair of bent tip
the circlip seat of the 540 rpm gear uppermost remains fully ring pliers.
exposed.
Fig. 21 - Ensure the circlip is properly seated by tapping Fig. 22 - Position the STANDARD-ECONOMY selector slee-
gently with a screwdriver. Strike the end of the shaft, if ve travel limit circlip on the shaft.
necessary, to assist location of the circlip in its groove.
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36 power take-off
Fig. 23 - Locate the lubrication pipeline internally of the Fig. 24 - Position the complete P.T.O. clutch assembly in the
transmission housing, making the connection to the coupling transmission housing.
positioned on the bevel pinionshaft. The line is secured by
screwing the nut onto the coupling.
Fig. 25 - Locate the stop circlip on the input shaft of the P.T.O. Fig. 26 - Secure the lubrication pipeline to the clutch.
clutch assembly.
Fig. 27 - Check that all parts have been fitted correctly. Fig. 28 - Complete the assembly by fitting the rear differential
lock control fork.
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power take-off 36
Diagnosing malfunctions
replace out-of-set-
ting valve springs
check the clutch as-
sembly hydraulic
system
check piston and oil replace defective
manifold seal rings parts if necessary
check piston for remove any rough-

clutch slips free stroke ness preventing pi-
ston from sliding
freely
check the clutch replace the clutch

disk for wear disks
check the control replace defective replace disks

mechanism parts
burnt disks
incomplete distri- check the clutch
clutch won’t disenga- butor valve travel, disks
ge electrovalve fault
jammed disks remove any rough-
ness preventing
free disk sliding
piston jammed in replace the piston if

seat necessary
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4 drive axles - axles

44 rear axle
Rear axle
Fig. 1 - Rear axle for SILVER 80 - 90 - 100.4 machines.
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drive axles - axles 4

rear axle 44
Rear axle
Fig. 2 - Rear axle for SILVER 100.6 machines with mechanical differential locking.
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44 rear axle
Rear axle
Fig. 3 - Rear axle for SILVER 100.6 machines with hydraulic differential locking and SBA system.
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rear axle 44
Assembly of rear halfshafts

Each halfshaft is secured to the planet carrier of the relative
epicyclic final drive unit by way of a plate located in the seating of
the carrier and secured to the inside face of the halfshaft with a
bolt.
The correct positioning of the halfshaft in the trumpet housing is

determined by a set of shims A indicated in figs 5 and 6.
Proceed as follows:
— fix the halfshaft in a vertical position in such a way that it cannot

be rotated;
— press the bearing cups B and C into the respective seats of the
stub axle;
— locate the O-ring D and bearing E, slide the stub axle onto the
halfshaft, fit bearing F and then position the planet carrier;
— fit the flange H with the fully machined face directed toward the
halfshaft, then torque the bolt G (or the three bolts G, in the
case of a Silver 100.6) to 30 Nm (3 kgm).
— Turn the stub axle through about 10 revolutions and check that
the bolts are still torqued to the correct value.
— If the bolts have loosened, retorque to 30 Nm.
— remove the flange H and measure the distance X between the
face of the halfshaft and that of the planet carrier flange; now
refit the flange H, together with shims corresponding to the
distance measured, minus 0.02mm.
— For Silver 80 - 90 - 100.4 machines, smear the thread of the Fig. 5 - Fitment of rear stub axles.
single bolt with Loctite 270 and torque to 177 Nm (18 kgm), SILVER 80 - 90 - 100.4.
For a Silver 100.6, smear the threads of the three bolts with
Loctite 270 and torque to 63 Nm (6,5 kgm).
Fig. 4 - Halfshaft securing plate. Fig. 6 - Fitment of rear stub axles.

A - Planet carrier housing SILVER 100.6.
B - Spacer
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44 rear axle
Fig. 7 - Fitment of stub axle to halfshaft. Fig. 8 - Fitment of bearing to halfshaft.
OUTLINE PLUG
Fig. 9 - Fitment of O-ring to stub axle.
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rear axle 44
Removing and stripping the epicyclic hub assem-

bly
Undo the three bolts (Silver 100.6 machines) securing the planet
carrier housing B (fig 10) to the halfshaft (on all other Silver
models, the spacer has just one bolt at centre).
Screw puller p/n 5.9030.618.4/10 (fig 11) to the locking spacer A,

interposing a reducer if necessary.
Remove the spacer and the flange, and recover the shims behind.
Fig. 10 - Removal of locking spacer (the spacer

Remove the epicyclic unit and separate into component parts, illustrated is that of a Silver 100.6; on other Silver
proceeding as follows: models the spacer has just one bolt at the centre).
A - Spacer
B - Planet carrier housing
1 - Using a hammer and punch, drive out the pin by which each
shaft A is retained in the relative planet wheel B (fig 12).
2 - Remove the shaft and separate the planet wheel together with
the needle bearing and the two thrust washers.
3 - Remove the bearing A from the flange of the epicyclic unit B,

using a suitable puller (fig 13).
Fig. 11 - Removal of spacer.

A - Locking spacer
Fig. 13 - Removal of bearing from epicyclic hub flange. Fig 12 - Epicyclic final drive unit.
A - Shaft
B - Planet wheel
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42 2-W.D. extendible axle
2-W.D. front extendible axle
General information
The wide sideways front axle swinging obtained through excellent anchoring, not only makes it possible to operate the
tractor nimbly on steep slopes but also permits the axle to be easily removed from tractor when any repair is to be
performed. End play check is the only operation required on axle reassembly.
The telescopic-type axle is extremely rugged and enables the tread to be adapted to any work requirements without
removing the hydrostatic steering cylinder.
Fig. 1 - Extendible front axle.
Specifications
toe-in mm 2 to 6
wheel caster angle 0°
axle swinging angle 12°
tyre inflating pressure bar 2.4
lubricating grease type AKROS GREASE T2
steering angle 70°
186
1 steering track rod
2 clamp
3 sleeve
4 ball-and-socket joint
5 external steering lever
6 lubricating nipple
7 snap ring
8 thrust ring
9 seal ring
10 power steering cylinder
Fig. 2 - Front axle assembly parts.

11 shoulder ring
12 bushing
13 seal ring
14 bushing
15 side LH axle
16 cover
17 seal ring
18 castellated nut
19 shoulder ring
20 external bearing
21 wheel hub
22 spacer ring
23 internal bearing
24 retaining ring
25 wheel shaft
26 O-ring
27 axial bearing
28 pin
29 centre axle
30 axle securing pin
31 shims
32 pin
33 disk
34 lower taper roller bearing
35 centre steering lever
drive axles - axles
2-W.D. extendible axle
36 upper taper roller bearing

37 cover
4
38 spacer ring
42
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Removing the axle from the front support
Fig. 3 - Place some suitable vessels beneath the steering Fig. 4 - Loosen both securing screws of pin A to axle support
control cylinders, then loosen control cylinders A unions C B.
from hoses B side.
Fig. 5 - Using a light-alloy hammer and punch to tap on rear Fig. 6 - By way of both levers A withdraw pin B forward and
pin end A. recover the shims interposed between flange and front
support. Ensure the securing pin surface shows no flatten-
WARNING: Keep the shim packs separated so that the ing, craking or chipping, replace the pin if necessary.
correct position can be restored on reassembly.
Fig. 7 - Remove the axle from the front support by tapping a Fig. 8 - Ensure that bushes A of the centre axle are not worn,
few times the axle centre portion with the hammer. checking for well-evident indentations, remove the bushes
Lower axle A very slowly and make sure that no hindrance by hammer and punch if necessary.
is produced during lowering, then remove shoulder rings B.
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2-W.D. extendible axle 42
Carry out installation according to the following

procedure:
— Lift the axle and insert the pin into bush C.
— Use very fine abrasive paper to remove any signs
of oxidation from both pin and front support. — Place rear shoulder ring D and push the pin almost
fully inward.
— Bushes and pin should be properly lubricated with
the specified grease type. — Fit shims G adjusting as instructed on page 194 and
then drive front axle pin securing screws H.
— Coat the front support shoulder rings with grease to
make positioning easier. — Restore the oil level in the hydrostatic steering
system also bleeding the air, (see to chapter Hy-
— Making use of a light alloy hammer and punch tap drostatic steering).
on spacer F so as it may be moved toward the front
side.
— Insert pin E into the spacer and fit front shoulder ring
B.
A- front support
B- front shoulder ring
C- axle bushes
D- rear shoulder ring
E- pin
F- spacer
G- shims
H- screw
Fig. 9 - Front axle longitudinal section.
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A - Snap ring
B - Thrust ring
C - Seal ring
D - Power steering cylinder
E - Grease nipple
F - Pin
G - Castellated nut
Fig. 10 - Front axle.
— check steering rod ball-and-socket joints for damage or wear

A - Castellated nut and make sure these are able to rotate freely and without
B - Ball-and-socket joint excessive play inside their seats. Replace if necessary.
C - External steering lever
— Ensure the rubber ball joint guard is intact, otherwise replace
the ball joints.
— Examine the operating rods for damage or warping. Replace

if required.
A - Steering rods
B - Ball-and-socket joints
C - Centre steering lever
Fig. 11 - Steering arms. Fig. 12 - Steering linkage.
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Centre steering lever
— Use a universal puller to remove centre lever A together with

bearing B.
— Still using a universal puller (see fig. 15) remove bearing C and
disk B along with O-ring A.
Fig. 13 - Centre steering lever.

— Make sure the centre lever is not warped or damaged, other- A - Centre steering lever
wise replace. B - External bearing races
— Carefully examine the bearings turning them slowly, if the

bearing is sound no vibrations, noise nor slight jam-ups shall
be felt.
— Fix centre lever A in a vice if required, and using a light-alloy

hammer and punch remove tapered bearing outside races B,
located in the centre hole (Fig. 14), taking care to remove first
the upper race having smaller diameter by tapping from inside
outward. Fig. 14 - Centre steering lever bearing.
A - Centre steering lever
B - Upper tapered-roller bearing
— Re-install the centre lever operating in reversed removing
order and accordingly with the following procedure:
- Before assembly carefully lubricate the tapered-roller bear-

ings and related races.
- Before mounting the lower bearing in the axle fit a new disk
and a new O-ring.
- When installing the castellated nut keep to the following

instructions:
• Tighten the nut fully to bed the bearings properly.
• Loosen the nut and tighten again until all plays have
been taken up, then fit a new check pin.
If the hole in the pin is not in the same line as the cut in
the nut, tighten the nut furtherly as long as a new check
pin can be inserted.
Fig. 15 - Removing the centre steering lever

- When the reassembly is completed perform pin and bearing Cbearing.
lubrication with the specified grease type just operating the A - O-ring
lubricating nipples placed on the lever. B - Disk
C - Tapered-roller bearing
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Fig. 19 - Wheel hub parts.

1 - Front ball bearing 4 - Rear ball bearing
Fig. 16 - Removing the wheel hub. 2 - Spacer 5 - Retaining ring
A - Tractor wheel 3 - Wheel hub
B - Safety stand
C - Front axle
Wheel hub
— Using a universal puller withdraw whole wheel hub B from pin,
(Fig. 18).
— Make use of a suitable puller to remove front ball bearing A
and take spacer B, (Fig. 19).
— Remove retaining ring E by prising, then using a proper puller
remove rear ball bearing D, (Fig. 19).
— Before assembly coat bearings B and D and new retaining ring
A with the recommended grease, (Fig. 20).
Carefully insert retaining ring A using a light-alloy hammer and
punch.
— Install wheel hub C onto pin G tapping slightly with the hammer
for proper bedding.
— Tighten castellated nut E to the prescribed torque.
Make sure the nut cut is duly aligned with the check pin hole
Fig. 17 - Removing the guard cover. in the pin, otherwise tighten the nut furtherly to make them
A - Check pin coinciding and re-install the check pin.
B - Gasket — Ensure wheel hub C end play is 0.12 to 0.48 mm with respect
C - Cover to wheel shaft pin G.
D - Hub
E - Nut
Fig. 20 - Cutaway view of the wheel hub.

A - Retaining ring E - Castellated nut
Fig. 18 - Using a puller to remove the wheel hub. B - Internal ball bearing F - Shoulder ring
A - Wheel hub shaft pin C - Wheel hub G - Wheel shaft pin
B - Whole wheel hub D - External ball bearing H - Spacer
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Clean bearings and the other parts carefully, then dry using
compressed air. Carefully examine the bearings turning them
slowly, if the bearing is sound no vibrations, noise nor slight
jam-ups shall be felt.
Carefully examine bearing race and rolling member conditions

ensuring no scoring, marking, grinding signs due to foreign matter
abrasion are noticed, otherwise replace the bearing.
WARNING: Should a bearing be no more serviceable, both the

internal and the external bearings must be replaced.
Fig. 21 - Wheel hub lubricating hole.

Make sure the wheel shaft has suffered no damage and threading A - Clearance hole
B - Wheel hub
is whole, replace if required.
Ascertain clearance hole A permitting the external cover to be

fixed is not obstructed by foreign matters, if so remove any
clogging to allow hub B to be properly lubricated.
Wash any components carefully and dry with compressed air.
Be sure no signs of oxidation are visible on the wheel shaft, if so

remove with very fine abrasive paper.
Check the shaft for either warp or damage, if so replace the shaft.
Carefully inspect the axial bearing making sure no grinding, scor-
ing or marking are evident neither on the rolling members nor on
the bearing races, otherwise replace the worn parts.
Fig. 22 - Removing the steering lever.
A - External steering lever
B - Gasket
Check side axle upper and lower bushes B for wear, ascertaining C - Wheel shaft
they still show evidence of the purpose-made indentations, other-
wise replace.
Fig. 24 - Wheel pivot bushes. Fig. 23 - Removing the wheel pivot axial bearing.
A - Clearance hole A - Wheel shaft
B - Axial bearing
C - O-ring
D - Axial bearing race
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Correct steering rod assembly (Fig. 25)
Rotate sleeve A around its axis so that knuckle B attains the

position shown in figure, i.e. make sure the knuckle working angle
is 90°, then insert and tighten both sleeve securing bolts.
Adjusting end play (Fig. 26)
Push the axle backward and using a thickness gauge ensure

maximum play "G" is not above 0.4 mm.
If the reading exceeds specifications, operate as follows:
— Loosen screws E securing pin B to front support A.
— Slightly move the pin to take a number of shims D from

underneath the flange so that the correct play may be restored.
Fig. 25 - Steering linkage.
A - Sleeve — Lock screws E and check play once again.
B - Steering knuckle
Fig. 26 - Adjusting the front axle end play.

A - Front support
B - Pin
C - Shoulder ring
D - Shims
E - Screw
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4-W.D. front axle 43
FRONT-WHEEL DRIVE
The front-wheel drive is designed so that the front axle centre coincides with the transmission shaft centre of rotation.
The latter, directly linked without universal joints, transmits the movement to the front wheels through a centre differential unit and
two final epicyclic reducers installed in the wheel hubs.
Specifications
front drive axle ratios
st
gearbox reduction gear-front-wheel drive 30 km/h 1 version 39/40 = 1/1,0256
nd
30 km/h 2 version 33/28 = 1/0,84849
st
40 km/h 1 version 39/40 = 1/1,0256
nd
40 km/h 2 version 33/28 = 1/0,84849
st
bevel gears 30 km/h 1 version 10/38 = 1/3,8000
nd
30 km/h 2 version 8/37 = 1/4.6250
st
40 km/h 1 version 11/32 = 1/2,9091
nd
40 km/h 2 version 10/35 = 1/3,5000
final epicyclic reducer (12/12+69)=1/6,7500
st
total reduction 30 km/h 1 version 1/26.3066
nd
30 km/h 2 version 1/26,4891
st
40 km/h 1 version 1/20,1391
nd
40 km/h 2 version 1/20,0458
mechanical ratio (front wheel turn nos. each rear wheel turn)
st
SILVER 80 - 90 - 100.4 30 km/h 1 version 1,3150
nd
30 km/h 2 version 1,3060
st
nd
st
SILVER 100.6 30 km/h 1 versione 1,3224
nd
st
nd
bevel gear teeth backlash mm 0,15 ÷ 0,20
front drive axle end play mm 0,1 ÷ 0,4
front drive axle swinging 10°
steering angle 50°
toe-in see specification table here below
wheel caster angle 7°
camber 1°
Fig. 1 - Measuring front wheel toe-in and front wheel geometry.

Adjusting toe-in
Adjust the front wheel tie rod so as difference A-B shown in figure 1 be:
wheel rim keying diameter A-B mm

2-W.D. 4-W.D.
up to 20" (508 mm) 2 to 6 0±2
20" to 30" (509 to 762 mm) 3 to 6 0±3
over 30" 3 to 6 0±3,5
Adjusting steering angles
Make sure the front drive wheel steering angle is as specified in
table above.
Otherwise adjust by way of the special setscrews or spacers. Fig. 2 - Front-wheel drive steering angles.
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43 4-W.D. front axle
Fig. 3 - Longitudinal section through front drive axle (basic version); details of the version with steering angle sensor for SBA system
are given in the next chapter.
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Carry out a thorough check and adjust the end play as follows:
— Move the axle forward tapping with a non-ferrous metal ham-

mer.
— Use thickness gauge A (see Fig. 5), to make sure that the end
play between shoulder ring B and differential housing C is
within specifications given in the related table (see page 195).
If the end play is correct loosen the four nuts securing front
swivel support C to drive axle A and add or remove a number
of shims B enough to obtain the recommended end play. Fig. 4 - Removing/Installing the front drive axle.
A - Swivel supports
B - Front axle
— Bleed the air from the brake system. C - Spacers
D - Swivel support
— Check the toe-in and adjust the differential lock operating rod
if necessary.
— Tighten the swivel support securing nuts to the specified

torque.
Swivel support securing nuts

front 89 Nm (9,1 kgm)
rear 142 Nm (14,5 kgm)
Fig. 5 - Checking the front axle end play.
A - Thickness gauge
B - Shoulder ring
C - Differential housing
Fig. 7 - Power steering cylinder securing pin. Fig. 6 - Front axle end play check point.
A - Pin securing pin A - Front drive axle
B - Power steering cylinder fixing pin B - Shims
C - Power steering hydraulic cylinder C - Front swivel support
D - Dust cover
E - Spacers
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WHEEL HUB
Fig. 8 - Front wheel hub parts.
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Final epicyclic reducer
Disassembling the hub

1 - If the operation involves the bevel gear pair, removal is enabled
simply by extracting the two hub swivel pins; the hub can then be
distanced together with the halfshaft.
2 - If the operation involves the hub, proceed as follows:

— remove the protective cap located at the centre of the epicyclic
housing.
— remove the circlip from its groove.
— fit puller p/n 5.9030.618.4/10 and remove the flange (see fig
9).
— remove the circlip from the groove at the end of the halfshaft.
— screw two bolts into the holes indicated by the arrows (see fig
9) and separate the hub from the epicyclic housing.
WARNING: Use a non-ferrous metal hammer and punch to tap

on ferrous parts for removal if necessary. Fig. 9 - Removing the hub flange with SAT no.
5.9030.618.4/10 tool.
Stripping down the epicyclic

Remove the ten securing bolts from the flange of the housing, then
remove the flange and the shims beneath.
Rest epicyclic reducer A on two wooden blocks as shown in figure

and using a press and a punch operate on planetary carrier case
centre B until the planetary carrier, bearing C and seal ring D can
be removed from the bottom.
NOTE: If oil leaks are noticed from seal ring D, this ring can be
removed from its groove without requiring the planetary carrier
case to be dismounted.
In any case, when seal ring D is removed the damage it usually

has to undergo is to such an extent to require replacement.
Tap with a hammer and a punch on bearings C and E when having
to remove, if necessary.
Take planetaries A securing pins B; remove the planetaries and
take roller cages C.
Fig. 10 - Disassembling the epicyclic reducer.

Installation A - Epicyclic reduction gear
Re-install the disassembled bearing C (Fig.10), in the planetary B - Planetary carrier case
carrier case paying attention to the assembly direction. C - Bearing
D - Seal ring
Install planetaries B with bearings C (Fig.11) into the planetary E - Bearing
carrier case taking care to turn the pin dogs towards the hub
centre.
Make the planetary and the crown wheel teeth match avoiding any
damaging when inserting the planetary carrier into the external
case.
Install bearing C if previously disassembled, use a hammer and a
punch to tap slightly and evenly on the outer race surface.
Shimming epicyclic reducer bearings

Fit a number of shims between the planetary carrier flange and
the pin fixing plate, until the bearing rotate freely, even though a
slight bearing preloading can be felt, then remove one 0.05 mm Fig. 11 - Epicylic reduction gear planetaries.
A - Pins
shim from the shim pack. B - Planetaries
Fit a new seal ring . C - Roller cage
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The following procedure should be observed on

reassembly:
1 - Brakes
Replace the brake control piston O-rings and insert piston in its
seat with the oil grooves turned outwards.
2 - Final epicyclic reducer

Install the final epicyclic reducer holding the axle shaft in position
as shown in figure 12 by prising on cross journal A outwards; this
to prevent the axle shaft from moving inwards.
3 - Axle shafts
When inserting the axle shaft pay attention not to damage the
roller bearing or the seal ring. The axle shaft end should be
correctly introduced into the differential gear planetaries. Make
sure the axle shaft is free to rotate without any hindrance.
Fig. 12 - Prising with a lever to hold the axle 4 - Forks

shaft in position when mounting the final epicy- After installing the bearings and the dust rings mount the fork by
clic reducer. placing one 0.5 mm shim under the lower pin, then fit the pin, use
a hammer if necessary, finally tighten the securing screws.
Fit a pack of shims thicker than the one taken on removal under
the upper pin. Install the pin tightening the securing screws.
Adjusting wheel fork bearing preloading

In the pack of shim to be put together for adjustment it is always
advisable to group more shims in one: as an example, it is better
one 0,2 mm shim be used instead of two 0,1 mm shims.
Fit no. 5.9030.267.0 magnetic base with no. 5.9030.272.0 centesi-

mal dial gauge onto the drive axle and then place the gauge feeler
perpendicularly to the lower pin close to centre and set to zero.
Using lever A as shown in figure, move the fork fully upwards and
read the clearance on gauge dial. Loosen the two screws B and
remove shims from pack C so that any clearance may be taken
up without preloading the bearings.
WARNING: The clearance amount should be reduced gradually

by repeating reading with the dial gauge each time so that the
bearings are not preloaded.
After all clearance has been taken up, remove a 0.10 to 0.15 mm
shim pack, so that a correct bearing preloading can be obtained.
Tighten screws B and D to the specified torque.
Fig. 13 - Checking wheel hub clearance.
A - Lever After correctly performing adjustment, ensure the shaft taper roller
B - Screws bearing slide in their seats freely, even though a slight preloading
C - Pack of shims is felt.
D - Screws
E - 0.5 mm shim.
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Side hubs
Disassemble the twin universal joints if required, keeping to the following procedure:
— Remove both snap rings A from one cross journal B. A non-ferrous metal hammer and punch may help in carrying
out this operation, (see Fig. 14).
— Fix the joint fork in a vice provided with protective jaws.
— Tap with a hammer on wheel shaft fork A (see Fig. 16), so that the bearing may be removed from its seat in fork A
and taken from the top. Separate cross joint D from the fork.
— Following the same procedure separate the cross joint from the universal joint fork as well as from the axle shaft
fork.
— Recover bearing rollers A along with dust rings B.
Fig. 14 - Twin universal joint.

A - Snap ring
B - Twin universal joint cross journal
Fig. 15 - Axle shaft twin-type universal joint bearing. Fig. 16 - Disassembling the twin-type universal
A - Rollers joint from the axle shaft.
B - Dust rings A - Wheel shaft forks
B - Roller bearing
C - Roller bearing
D - Cross joint
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Pins
Check differential spider pin and final epicyclic reducer planetary holder pin surfaces for damaging; otherwise both
pins are to be replaced. Follow the same procedure for pin housings.
Axle shafts
Check for excessive wear: splines should not be nicked and permit a free gear movement.
Spider forks should not be warped and bearings shall slide freely.
Gears
Make sure all gear toothing is neither worn nor damaged, teeth should work on the whole contact face.
Bearings
Examine bearings for proper working conditions, ensure they show neither excessive radial nor end play.
Holding the bearings pressed by hand and making simultaneously turn in both directions of rotation, these should slide
freely and no sliding friction felt.
TIGHTENING TORQUES
Before tightening all screws should be degreased and cleaned.
kgm Nm
Differential/bevel gear securing screws 7.5 73
Bevel pinion fixing nut 21 to 23 206 to 226
Bearing holding flange securing screws 9.7 95
Fork flange securing screws 5.5 54
Axle swivelling pivot securing screws
- rear pin 14.5 142
- front pin 9.1 89
Engine front support securing screws 30 294
Hydraulic cylinder fixing pin 16 157
Ball-and-socket joint castellated nuts 12 119
Transmission shaft flange securing screws* 5 49
Differential housing half securing screws 11.5 to 12 113 to 118
*Coat the nut with a small amount of Loctite 242.
Check periodically that the wheel bolts are correctly tightened.

r Front wheel bolts 2WD (M20x1,5) 490 Nm (50 kgm);
r Front wheel bolts 4WD (M18x1,5) 360 Nm (36,8 kgm);
r Rear wheel bolts (M20x1,5) 490 Nm (50 kgm).
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OUTLINE PLUG
Fitment of waterproof seals
A - inner halfshaft
B - outer halfshaft OUTLINE PLUG
C - bevel pinion
D - hub
The seals are fitted using a special

seating tool. Position the ring as indi-
cated and press home until the tool lo-
cates.
The dimensions illustrated are for fabri-
cation of the tool.
DEPTH OF THE SEAT
OUTLINE PLUG
Fig. 17 - Waterproof seals.
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Adjusting bevel gears

1 - Assemble the differential housing, inserting a number of shims
between the bearing flanges and the carrier such as will give a
preload of 0.04 mm at the bearings.
2 - Remove the differential housing again and fit the pinion,

inserting a first pack of shims A to a thickness of 0.50 mm and a
further pack B of thickness such that when the lock nut is torqued
to 206÷226 Nm (21÷23 kgm), the bearings are able to turn freely
in their seats while discernibly subject to a slight preload (no more
than 0.04 mm):
Fig. 18 - Shimming the bevel pinion bearings. 3 - Adjust the distance E between the differential housing and the
end of the pinion by adding or removing shims at pack A.
The exact measurement for this adjustment is obtained by adding

or subtracting the value stamped on one tooth of the pinion to or
from a value of 1 mm.
Warning: having adjusted the distance between the differential
housing and the end of the pinion, the preload adjustment must
be repeated to re-establish the thickness of the pack of shims B.
4 - Refit the differential housing and measure the backlash be-

tween the crownwheel and pinion teeth with a comparator: the gap
must be between 0.15 and 0.20 mm; if not, the crownwheel can
be brought closer to the pinion by removing shims from C and
adding to D, or distanced by removing from D and adding to C.
Fig. 19 - Measuring the backlash between

bevel pinion and ring gear teeth.
Fig. 20 - Adjusting the bevel gears.
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Internal adjustment of mechanical type differential

lock (fig 22)
(For adjustment of the external control linkage, see the "controls"
chapter).
1 - Assemble the components, locating all shims A on the side of

the circlip B; the overall thickness of the shims must be such that
clearance at the spacer C is between 0 and 0.05 mm.
2 - Move the sleeve D and check that the flat surface E engages
the ball F at the position indicated in fig 22.
3 - If this is not the case, remove the circlip B, and transfer a pack
of shims 0.20 mm thick to the other side of the spacer C, in position
G.
Complete the assembly and check that the condition of point 2 is
satisfied; if not, repeat the procedureadjusting the mechanical-
type differential lock internally
Installing the differential assembly into the drive

axle
Fig. 21 - Swivelling the differential assembly in
the drive axle.
Swivel the assembly so that the differential lock sleeve is brought
in the same side as the internal control lever. The sleeve should
be moved outwards to enable the lever pad to be housed inside
the groove. After positioning the differential into the drive axle,
check the differential lock for proper engagement operating the
control lever and rotating the bevel pinion by hand.
Fig. 23 - Checking the difference between the bevel pinion head and Fig. 22 - Differential lock adjusting references.
the differential housing ground surface.
A - Thickness gauge
B - Bevel pinion head
C - Differential planetary carrying pin
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front drive axle use only front ballast tractor at

overloaded loaders approved rear side
cross journal wear by tractor manufac-
turer
check seal rings for replace worn-out

wear seal rings
oil leaks
oil breather pipe clean
blocked
even wear use 4-W.D. on agri- excessive tractor Mount proper tyres
cultural land only use for road trans-
portation
tyre wear
uneven wear check wheels for adjust as neces-
correct toe-in sary
check tyres for replace if neces-

wear sary
check steering replace as neces-

knuckles for wear sary
wheel oscillation
inspect the taper replace as neces-
roller bearings of sary
the hub
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SBA System
The console of a machine equipped with the SBA System has the usual two buttons used by the driver to operate the
electrohydraulically controlled differential and 4WD functions, and in addition, a third button marked “AUTO”
Pressing this third button, the SBA system is activated and will control both functions automatically in the following manner:
— four wheel drive remains normally engaged in the field, but will disengage automatically on the road whenever the
ground speed exceeds 15 km/h;
— the differentials remain locked as long as the ground speed stays below 10 km/h and the wheels are not steered at any
angle wider than 20°;
— the differentials remain locked as long as the wheels are not steered at any angle wider than 5° and the ground speed
remains between 10 and 15 km/h, so as to optimize the balance between grip and handling when negotiating bends;
— the differential locks release automatically, regardless of the steering angle, whenever the ground speed exceeds 15 km/h;
— the differential locks will always release if the brakes are applied on one side only using just one pedal to assist
steering, in anticipation of an angle exceeding 20°.
When the SBA button is released, the driver can resume direct control of the four wheel drive and differential lock
functions using the two dedicated buttons.
As the SBA system deactivates, 4WD will engage or disengage and the differentials lock or release according to the
current on/off status of the electrohydraulic controls.
The electronic control unit of the SBA system remains powered up, but is inhibited from influencing the two functions.
The moment the SBA button is pressed, the built-in indicator lights up and the four-wheel drive and differential lock
functions are piloted in response to the operating conditions, overriding the current on/off status of the electrohydraulic
controls.
WARNING: SBA should be deselected when travelling on the highway at sustained ground speeds (over 15 km/h).
The system provides no benefit in this type of situation, and if suddenly deactivated could trigger unwarranted operation
of the four-wheel drive and differential lock functions via the electrohydraulic controls (depending on their current on/off
status).
1 - steering angle sensor

2 - electronic control unit
3 - driving speed sensor (in km/h)
4 - LH braking sensor
5 - RH braking sensor
6 - S.B.A. control
7 - four-wheel drive engagement/disengagement control solenoid valve
8 - differential lock engagement/disengagement control solenoid valve
Fig. 1 - SBA System
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SETTING THE ANGLE OF THE SBA SENSOR POSITIONING PLATE
Apply Loctite 601 around the periphery of the mounting surface afforded by plate E (Fig 3); proceed to seat the plate,
positioning it so as to obtain an angle of 90° ± 2° between the longitudinal axis of the axle and the flat surface of the
pin.
WARNING: to ensure correct assembly, position the rubber coupling A on the plate after fitting the yoke B and before
fitting the pivot C (see Fig 2).
FITTING THE STEERING ANGLE SENSOR
When positioning the sensor D, make certain that the flat surface of the pin is faultlessly aligned with the outline of the
hole in coupling A (see Fig 2), then tighten the sensor fixing screws.
NB: There is no need to position the sensor in relation to the slots; during the subsequent setup procedure, the All
Round Tester will identify the initial position and assign a value corresponding to a steering angle of 0°.
Fig. 2 - Fitting the steering angle sensor potentiometer.
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Fig. 3 - Potentiometer housing (steering angle sensor).
REMOVING THE DIFFERENTIAL UNIT FROM THE FRONT AXLE

1 - remove the hubs and halfshafts
2 - remove the differential retaining bolts and the two pins A (Fig 5), using a hex socket wrench.
Warning: to enable removal, shift the unit sideways to the left so that the differential clutch can disengage.
STRIPPING THE FRONT DIFFERENTIAL LOCK CLUTCH (Fig 4).

When the need arises to service the differential lock clutch, proceed as follows:
1 - unscrew the bolts and remove the two halves of the thrust washer from the groove in the differential gear shaft;
2 - remove the clutch flange F, then remove the discs for inspection and/or replacement;
3 - remove the clutch housing G and thrust bearing H;
4 - remove the actuator piston I by blasting with compressed air directed through the inlet.
Check the condition of the O-rings L and M and renew if necessary.
5 - If the differential unit is to be removed altogether, unscrew the retaining bolts and remove the flange N.
With the flange exposed, check the condition of the O-ring O.
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ADJUSTMENT OF FRONT AXLE BEVEL GEAR PAIR ON MACHINES WITH SBA SYSTEM
Having installed the bevel pinion following the directions on page 204, install the crown wheel utilizing the appropriate
number of shims A, p/n 146.4653.0 and 146.4654.0, torque the lock nut B to between 8 and 12 Nm (0.8 - 1.2 kgm),
then verify that backlash between the crown wheel and pinion teeth is between 0.15 and 0.20 mm. If not, adjust by
adding or removing shims at pack A.
Rotate the differential through at least 10 full turns, then retorque the lock nut B to between 2 and 4 Nm (0.2 - 0.4 kgm);
this will ensure that the bearings are neither slack nor preloaded.
Stake the lock nut B at one point only, using a suitable punch.
Remove the bolts C, apply Loctite 242 to the threads, then replace and torque to between 39 and 43 Nm (4 - 4,4 kgm).
Fig. 4 - Section through differential unit on machine with SBA system.
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Fig. 5 - Hydraulically operated differential unit on machine with SBA system.
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Fig. 6 - Installing the differential in the axle. Fig. 7 - Differential lock clutch.
Installation of differential unit in front axle

To refit the differential unit, repeat the removal operations described on page 209 in reverse order. In addition:
— Apply Loctite 272 to the threads of the 2 studs at A, p/n 2.1699.434.0 (fig 6).
— Apply Loctite 270 to the threads of the 2 bolts at B, p/n 2.0113.413.2 (fig 6).
— Apply Loctite 270 to the threads of the 11 bolts at C p/n 2.0113.415.2.
— Torque the two bolts B - C to 107 Nm (11 kgm).
NB: Position the plate with the hole D directed downwards
Assembly and positioning of the SBA system brake

switches
Position switch A on mount B and fix to part C, without tightening

the screws.
Locate 1 x 4 mm spacer E between the pedal D and the feeler of

the switch.
Press the switch against the spacer so that the slider is at its travel
limit, then tighten the screws.
Repeat the procedure for the remaining switch F.
Fig. 8 - SBA System brake sensor.
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Four wheel drive engagement clutches for machines with SBA system
clutch oil-immersed multiple disc with axial piston

number of friction discs 9
disc diameter (mm) 106
thickness of assembled friction discs
minimum (mm) 32.4
maximum (mm) 34.2
number of intermediate discs 10
maximum pressure setting (bar) 18
piston return spring

wire diameter (mm) 5
external diameter (mm) 50
length relaxed (mm) 70
length compressed
under 492.1 N (48.2 kg) load (mm) 35
under 514.1 N (50.3 kg) load (mm) 33.8
Fig. 9 - Section through four-wheel drive engagement clutch

Check the clearance of the assembled discs (distance A - B).
If the clearance is greater than 3 mm, add a further intermediate disc C at the position illustrated.
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Front and rear differential lock clutches for machines with SBA system
front differential rear differential
clutch oil-immersed multiple disc with axial piston
number of friction discs 4 6
disc diameter (mm) 110 148,8
thickness of assembled friction discs
minimum (mm) 13 23.7
maximum (mm) 13.6 24.78
number of intermediate discs 3 6
maximum pressure setting (bar) 18
piston return spring

number of springs 4 1
wire diameter (mm) 1.6 5
external diameter (mm) 13 90
length relaxed (mm) 24.1 58
length compressed
under 68.6 N (7 kg) load (mm) 15,7 -
under 97.3 N (10 kg) load (mm) 12.2 -
under 255 N (25 kg) load (mm) - 21
under 283 N (27.8 kg) load (mm) - 17
Fig. 10 - Rear differential lock on machine with SBA system.
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brakes 54
Brakes
General information
The service brakes are located between gearbox and final epicy-
clic reducers and assure a precise and safe braking action. In
addition, the four-wheel drive tractor models are also equipped
with integral braking system providing braking on all tractor
wheels.
The braking system is sintered-lining, oil-immersed disk type. The
right-hand brake control is completely independent from the left-
hand brake control; this allows the tractor turning radius to be
conveniently reduced (this operation is only possible when wor-
king on farm land and never during transport operations on public
Fig. 1 - Front service brakes.
roads). The braking system is provided with the "SEPARATE
BRAKES" valve which enables the front wheel braking to be
excluded.
Each brake pedal controls a hydraulic pump which delivers oil
under pressure to a disk thrust plate, which causes the brake disk
to lock.
Operating both brake pedals simulteneously by coupling them
with the special joining latch, opens an oil duct connecting both
hydraulic circuits to balance the baking pressure on the wheels.
Brake maintenance is limited to an easy adjustment and a system
air bleeding if necessary. The parking brake has mechanical
control and acts on transmission downstream of gearbox.
Pulling the control lever upwards makes the brake disks pack
together thus locking the shaft being constantly meshed with the Fig. 2 - Parking brake parts.
wheels. Maintenance is very easy and consists of replacing the
friction pads when worn or adjusting the control lever travel.
Specifications
service brakes front rear
manufacturer SAME - DEUTZ FAHR GROUP
brake type oil-immersed disks
number of disks each brake 1 1
brake disk outside diameter mm 223.4 280
original brake disk thickness mm 4.80 7
brake disk minimum thickness allowable mm 4.40 6
brake pedal free travel mm 40
braking piston max. play mm 1.15
hydraulic pump type benditalia Ø 1"
"hydrostop" fitting tightening torque kgm 2
Nm 19.5
parking brake
brake type oil-immersed disks
number of braking pads double braking surface No.2
single braking surface No. 2
original braking pad thickness double mm 5
single mm 3.5
braking pad minimum thickness allowable double mm 4.3
single mm 3.2
brake disk no. 3
parking brake control lever travel mm 100
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54 brakes
A Oil reservoir
B Oil pressure lines
C Oil cylinders
D Pipeline connecting cylinders
E Latch
F Valve block for types without front
brakes
G SEPARATE BRAKES valve
H Brake pedals
I Parking brake lever
L Ratchet sector
M Control rod
N Adjustment clevis
Fig. 3 - Brake control assembly parts.
Hydraulic pump
Disassebly and checking procedure
Referring to fig 4:
— Remove guard boot A, take snap ring B and withdraw
rod C along with the support disk.
Referring to fig 6:
— Fix the pump in a vice provided with protective jaws and
pushing pistons into the pump partly, as shown in figure 6,
loosen the piston retaining screws and then remove the pistons
Fig. 4 - Brake pump control unit.
together with the spring down below.
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brakes 54
A Pump H Spacer Q Seal ring X Stop screw

B Delivery pipe union I Seal ring R Rod Y Gasket
C Delivery pipe L Intermediate piston S Support disk K Pump union pipe
D Clamp M Spring T Snap ring
E Pipe fitting N Seal ring U Guard boot
F Spring O Washer V Nut
G Snap ring P Piston Z Fork
Fig. 5 - Brake pump assembly parts.
— Examine the cylinder interior and the pistons for either scoring
or rust. Replace if necessary.
— Check cylinder and pistons for wear. If excessive plays are

noticed replace either the whole piston or the whole cylinder
assembly.
— Inspect sealing rings and dust guard boot, replace any worn
parts.
— Inspect all pump internal compartments, apertures and passa-

ges and make sure all is properly clean and free from foreign
matters.
— Ensure the springs are neither yielded nor warped. Replace if

necessary.
Fig. 6 - Piston retaining screw.
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54 brakes
1 Spring 12 Guard boot

2 Pump 13 Rod
3 Intermediate piston 14 Nut
4 Spring 15 Fork
5 Pipe fitting 16 Snap ring
6 Gasket 17 Gasket
7 Seal ring 18 Stop screw
8 Washer 19 Seal ring
9 Piston 20 Seal ring
10 Seal ring 21 Spacer
11 Support disk 22 Snap ring
Fig. 7 - Cutaway view of the brake pump assembly.
Assembly of brake master cylinder (see fig 5).

Screw the front piston L and the rear piston P together, then check
that there is clearance between the two.
Insert the pistons into the cylinder, checking that the recess
afforded by the outer piston P is aligned correctly with the seat of
the limiter screw X.
Verify correct operation of the cylinder, making certain that the
pistons complete their full travel freely.
Fig. 8 - Installing the front brake disk pressure

piston seal ring.
Fig. 9 - Brake assembly flange Fig. 10 - Brake assembly.

A - Brake assembly flange A - Brake disks
B - Intermediate disk
C - Brake control piston
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brakes 54
Inspecting and checking brake assembly

Check the ground surfaces contacting the brake disks for exces-
sive scoring.
If excess wear is found replace the worn-out parts.
Check disk conditions and tickness, compare with specifications

table.
Examine the brake disk broaching for wear or damage.

Fig. 11 - Brake housing case.
A - Locating pins
If excessive oil consumption is noticed, check the piston rings as B - Brake housing case
follows:
Connect no. 5.9030.520.4 hydraulic pump to the oil delivery

circuit; if the hydraulic circuit is not fully oil-tight under a 1,5 bar
pressure, the rings must be replaced.
Perform a thorough check on each single brake.
Mark piston and brake housing case with a reference near to a

locating pin so as to make reassembly easier.
Coat the brake housing case seal ring contacting surfaces of Fig. 12 - Coating the piston surface in contact with
the seal ring with recommended grease.
piston A with recommended grease, see figure 12. A - Piston
Carefully mount piston into the brake housing case.
Fit the brake housings and halfshaft trumpet housings, repeating

the removal operations in reverse order and observing the fol-
lowing directions.
Coat the brake housing case inner surface as well as both epicy-
clic gear crown wheel surfaces with recommended sealant.
Tighten the securing nuts of the brake housings and trumpet Fig. 13 - Rear brake assembly
housings to the prescribed torque (see values below)
- brake housing bolts : 32÷40 Nm (3,3÷4,1 kgm);

- trumpet housing bolts: 84÷94 Nm (8,6÷9,6 kgm)
Adjusting service brake pedals

Operate right-hand pump fork A (figure 14) to adjust brake pedal
position, until the most suited position for the operator is attained,
and in such a way that the pedal may complete its whole travel
freely when braking.
Operate left-hand pump fork B (figure 14) to adjust the related Fig. 14 - Adjusting service brake pedals.
brake pedal so that the coupling latch holes are in the same line.
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54 brakes
The parking brake, completely independent from the service

brakes, is applied by pulling the special hand lever upwards.
Once the parking brake is applied the related pilot lamp on the
dashboard lights up.
Checking parking brake pads

Examine the brake pads for wear. If brake pad thickness is out of
specifications these shall be replaced.
Brake pads can be dismounted after removing the lower brake

pad lockpin, this permits access through the cover placed under
the gearbox to be gained.
Before installing new brake pads, check lockpin seal ring condi-
tions, replace if necessary.
Parking brake control lever overall travel

Fig. 15 - Parking brake checking and adjusting This travel should be 100 mm, otherwise operate the special
dimension. adjusting screw until the specified dimension is obtained.
Fig. 16 - Parking brake. Fig. 17 - Measuring the brake disk thickness.
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brakes 54
electro-hydraulic version mechanical controls version
Fig. 18 - Parking brake assembly; (A- BRAKES DISK).
Bleeding air from the brake hydraulic system

Operate as follows:
— unhook pedals by removing the coupling latch: afterwards
place the "SEPARATE BRAKES" valve control in OFF posi-
tion;
— operate the right-hand brake pedal several times;
— by holding the pedal in fully depressed position, slightly un-

screw and tighten soon after the relevant air bleeding valve on
the rear right-hand brake.
This operation should be repeated until such time as the oil flows
out of the bleeding valve without air bubbles.
Fig. 19 - Bleeding the air from the front service
Repeat the same procedure on the front right-hand brake by acting brake hydraulic system.
on the related air bleeding valve.
Follow the same procedure on the front and rear left-hand brakes
making use of the related air bleeding valves.
Use only AKROS MATIC fluid (international specification Fig. 20 - Bleeding the air from the rear service
ATF DEXRON II) in the brake control circuit. brake hydraulic system.
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54 brakes
"Separate Brakes" valve
The "SEPARATE BRAKES" valve permits the front wheel side-slip

to be removed when performing independent braking. (This pre-
vents cultivation damage as the front wheel is under no braking
action).
The valve operation can be stopped by operating the special

control tap A.
When both brake pedals are operated at the same time (coupled
pedals), the braking of the four wheels will be always obtained.
IMPORTANT: The "idrostop" sensor must be installed in the

SEPARATE BRAKES valve housing, smearing Loctite 542 on the
screw thread.
A = LH brake pedal
B = RH brake pedal
C = Both when coupled
Fig. 21 - Different braking action diagram.
Hydraulic connections
PR- Rear RH brake AR- RH front brake

L - LH brake pedal pump PL- Rear LH brake
AL- Front LH brake H - STOP pressure switch
R - RH brake pedal pump
Fig. 22 - "SEPARATE BRAKES" valve.
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brakes 54
Fig. 23 - "SEPARATE BRAKES" valve hydraulic systems.
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54 brakes
Fig. 24 - Brake hydraulic system schematic diagram with tap in position "ON".
A - oil pressure
B - discharge oil
Hydraulic connections R - RH brake pedal pump
PR- Rear RH brake AR- RH front brake
L - LH brake pedal pump PL - Rear LH brake
AL- Front LH brake H - STOP pressure switch
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brakes 54
Fig. 25 - Brake hydraulic system schematic diagram with tap in position "OFF".
A - oil pressure
B - discharge oil
Hydraulic connections R - RH brake pedal pump
AR- RH front brake
PR- Rear RH brake PL - Rear LH brake
L - LH brake pedal pump H - STOP pressure switch
AL- Front LH brake
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54 brakes
make sure no air is bleed the air

inside system
check for correct bleed the air

poor braking adjustment
check brake disks adjust

for wear
make sure the re- replace

commended oil
type is used
uneven braking
check for correct adjust

adjustment
make sure the re- replace

commended oil
type is used
noisy braking
check brakes disk replace
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electronic power-lift 59
Electronic power-lift
Electronic control unit: operator panel
The electronic control unit is housed in a plastic box of which the top part accommodates all panel components. Two
versions are made: for machines with SBA System and machines without SBA System.
The box is totally enclosed so as to prevent the entry of water.
A backlit panel comprises knobs, buttons and Leds.
The control unit is powered directly from the positive terminal of the 12 V battery; current is controlled by a 5 amp fuse
installed in the main fuse box.
1 - Control Unit 4 - Draft sensor 7 - Radar sensor

2 - Electro-hydraulic command valve 5 - Position sensor 8 - Wheel speed sensor
3 - Hydraulic pump 6 - Remote lift/lower buttons
Fig. 1 - Electronic power-lift functional diagram.
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59 electronic power-lift
ELECTRONIC POWER-LIFT
The lift console incorporates the following controls:
Work depth control.

Work depth is regulated by this knob.
— Turn knob clockwise to reduce depth.

— Turn knob completely anti-clockwise to activate the perma-
nent FLOAT mode.
Work depth control
Response control adjustment

The knob regulates the responsiveness of the control system
— Turn the knob anti-clockwise to reduce response control; the
system will respond to large changes in the control system
only.
Response control adjustment
Speed of descent adjustment

The knob regulates the speed of descent.
This command regulates speed of descent only, but not draft
control response.
— Turn the knob anti-clockwise to reduce descent speed.
Speed of descent adjustment
Raise and lower switch
— RAISE COMMAND: if the upper part of this switch is pressed,

the lift will be raised to maximum height, or to limited height if
the limitation command has been made. An indicator lamp will
be illuminated during lifting.
— CONTROLLED DESCENT COMMAND or FLOAT: if the

lower part of this switch is pressed momentarily, controlled
descent is activated. If command is held pressed, the FLOAT
command will be activated.
An indicator lamp will be illuminated during lowering.
Raise and lower switch NB: This function can NOT be used to adjust the Up or Down
travel limit of the lift arms.
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Slip control button

This command selects the corresponding control function. The
colour of the left hand lamp will indicate whether this function has
been activated as a main (red) or secondary (green) control.
NB: This function will be active only if the lift system is equipped
with wheelslip control.
Position control button

This button selects the corresponding control function. The colour
of the left hand lamp will indicate whether this function has been
activated as a main (red) or secondary (green) control.
Draft control button

This button selects the corresponding control function. The colour
of the left hand lamp will indicate whether this function has been Draft, position and wheelslip control
activated as a main (red) or secondary (green) control.
Maximum lift height control

Activates and deactivates the facility of limiting the maximum lift
height. Pressing the switch, the red indicator alongside lights up
and the system memorizes the position of the lift arms. Every time
the Up control is operated thereafter, the lift arms will cease
upward movement at the memorized limit position
Maximum lift height limit control
Block or transport button (Maximum height)

Activates and de-activates total block of the control panel. The red
lamp next to the button is illuminated when function is activated.
NB: Pressing the switch, the control unit immediately pilots the
lift ram to elevate the implement to the maximum height (effectively
the transport position).
Position lock or transport control
STOP
Temporarily stops lift movement; the red lamp next to the button
is illuminated when function is activated.
Caution: this control is especially important, as it allows the
hydraulic lift to be immobilized immediately in the event of danger.
STOP
ALARM INDICATOR
In the event of a fault affecting one or more components of the
system, a red indicator will blink.
ALARM INDICATOR
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hydraulic power-lift type by electronics administration
hydraulic pump type standard pump 2.4529.740.0
with oversized pump 2.4529.780.0/10
hydraulic pump delivery (peak engine
r.p.m.): standard pump l/min 41
with oversized pump l/min 57,5
pressure relief valve setting bar 180+10

minimum allowable piston diameter: SILVER 80 - 90 mm 109.900
SILVER 100.4 - 100.6 mm 124,900
maximum auxiliary hydraulic cylinder: SILVER 80 - 90 mm 110,050
SILVER 100.4 - 100.6 mm 125,050
maximum auxiliary hydraulic cylinder
SILVER 80 - 90 mm 42
SILVER 100.4 - 100.6 mm 50
Lifting capacity with load concentrated on
the lower link ball ends at rear wheel
centre height: SILVER 80 - 90 mm 3157
SILVER 100.4 - 100.6 mm 3897
- with auxiliary hydraulic cylinders SILVER 80 - 90 mm 4329
SILVER 100.4 - 100.6 mm 4339
- hydraulic cylinder securing screws kgm 30
Nm 300
power-lift oil level pipe tightening torque SILVER 80 - 90 kgm 13,5
Nm 132
Operation
The electronic lift is controlled by a control unit and a control panel.
The electronic control unit comes in the standard or SBA (automatic diff-lock, 4WD and Slip control ) versions.
The electronic rear lift control is comprised of a system which, on the basis of incoming information gathered by a
series of sensors and of the operating mode set by the operator on the control panel, pilots two proportional solenoid
valves of a hydraulic directional control valve. The latter in turn controls one hydraulic cylinder, which move the lift arms
carrying the implement.
Main control switch

The following description refers to Fig 2).
The main control consists in a rocker switch located on the left of the console and used by the driver to move the
implement up (5 - Fig 2) and down (6 - Fig 2). The device is proportioned in such a way as to ensure ease of operation.
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When the top half (5 - Fig 2) of the switch is depressed (the same effect is produced whether Up is depressed
momentarily or pressed and held), the lift arms will be elevated to their maximum height and then stop, causing the
STOP indicator, positioned alongside the switch (5 - Fig 2) to light up.
Touching the bottom half (6 - Fig 2) of the switch for less than half a second, the lift arms descend to the controlled
operating position and the STOP light goes out.
Pressing and holding the bottom half (6 - Fig 2) of the switch, the lift will operate in FLOAT mode; in this case the
descent solenoid valve remains activated.
Stop switch
When the system is in control mode, following operation of the Down switch (6 - fig 2), the driver can immobilize the
lift arms by pressing the STOP button (4 - Fig 2). In this instance the up/down solenoid valve is deactivated.
To restore control mode, the Down switch (6 - Fig 2) must be pressed again.
As long the STOP condition is maintained, the red indicator on the left of the relative switch remains alight.
In the STOP condition, the indicator lights denoting the type of control selected (draft, position, wheelslip) will continue
to blink.
Fig. 2 - Electronic lift controls.
1 - Lock control 7 - Position control button

2 - Maximum raise button 8 - Draft control button
3 - Slip control button 9 - Lowerig speed button
4 - STOP button 10 - Response adjustment control
5 - Raise button 11 - Work depth control
6 - Lower button 12 - Alarm lamp
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Selecting the type of control

Three buttons (3, 7 and 8 - Fig 2) are used to select the type of control, namely wheelslip, position and draft respectively.
Each of these functions can be selected as main or secondary.
An indicator on the right hand side of the button denotes the status of the relative function:
— Indicator off = Deselected

— Red indicator = Main
— Green indicator = Secondary
When a given function is selected as the main control, the signals from the various sensors (position sensors for position
control, draft sensors for draft control, Radar plus wheel speed and draft sensors for wheelslip control) are monitored
continuously by the computer, and each marginal variation in level triggers a corrective movement of the lift arms to
maintain the selected set point.
When any function is selected as secondary, the computer again monitors the signals from the various sensors
continuously, but a movement of the arms is triggered only on exceeding a preset threshold.
To select any function as a main control function, the driver must press the relative button when the system is idle
and the STOP indicator alight. If a main control function has already been selected, this must first be deselected by
pressing the relative button, and the button of the required function then pressed. A main control can only be selected
in the STOP condition. Only one main control function can be activated at a time.
To select any function as secondary, the relative button must be pressed only with the system in the control mode
(STOP light off).
Setting the maximum height

Pressing the top half (5 - Fig 2) of the rocker switch, the implement is lifted to the maximum height. If during the ascent
movement the height button (2 - Fig 2) is pressed, the implement stops rising and the indicator on the left of the switch
lights up to denote that a maximum height limit is selected. Thereafter, every time the top half (5 - Fig 2) of the rocker
switch is pressed, the implement will be raised by the lift arms to the height memorized previously, and held there.
To remove the limiting function, the height button (2 - Fig 2) must be pressed and held for 3 seconds, until the indicator
light goes out.
Lock and Unlock button

When switched on, the system will default to Lock mode.
In this condition
➦ The console will not acknowledge any command;
➦ The red indicator alongside the Lock button (1 - Fig 2) is alight;
➦ position control only is activated, and the position will be corrected if the implement drops due to the pressure relief
valve being activated or if pressure drops internally of the rams.
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To unlock the system, the Lock button (1 - Fig 2) must be pressed and held for 3 seconds, until the relative indicator
light finally goes out; as soon as this condition is satisfied, the pre-Lock status of the console is restored and when the
machine is switched off the system will be in the STOP condition.
To lock the system, the driver must press the button (1 - Fig 2). In this instance the implement is lifted to the maximum
height or the selected limit and will remain there, governed by the same position-only control conditions described
above. The system will also lock every time the implement remains at the maximum height or the selected limit for
more than 3 minutes.
External buttons
The implement can be raised and lowered using the two buttons outside the cab.
These buttons will operate only if the console is in the Unlock configuration.
If either one of these buttons is pressed with the system in control mode, a STOP is triggered and the selected
movement then follows.
To enable precision control and at the same time allow speed of movement, the system is designed to react slowly to
initial pressure on the button and then pick up speed after a few seconds have elapsed.
Main control knob

This knob (11 - Fig 2) adjusts the soil engaging depth of the implement.
Turning the knob clockwise reduces the depth.
When the knob is turned fully anticlockwise, FLOAT mode remains permanently activated.
Descent speed control knob

This knob (9 - Fig 2) controls the rate at which the implement descends.
The control is applied only to the speed of the Down movement, and not to the speed of reaction.
Turning the knob anticlockwise, the rate of descent becomes slower.
Response control knob

This knob (10 - Fig 2) regulates the sensitivity with which the control system responds.
Turning the knob clockwise, sensitivity is reduced to a minimum and the system reacts only to substantial variations
in the control signal.
UP and DOWN indicators

Two lights associated with the top half (5 - Fig 3) and the bottom half (6 - Fig 2) of the main switch indicate the activation
of the up and down solenoid valve.
Alarm indicator
The middle of the console carries a triangle symbol. Whenever any trouble arises with the electronic lift control system,
the triangle will blink.
To determine the exact nature of the fault or malfunction, the user must call out a service technician who will connect
an ALL ROUND TESTER to the system.
This is a pendant device that will check out the 10 most recent alarms triggered, thereby facilitating the diagnosis of
any faults that might be occurring intermittently.
The alarms fall into two categories:

➦ Hazard alarms (inhibiting)
➦ Warning alarms (non-inhibiting).
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ALL ROUND TESTER

The tester is connected to the diagnostics socket on the right hand side of the instrument panel, and allows dialogue
with the control unit of the electronic lift system.
To enable communication, a PASSWORD must first be entered to gain access to the control unit.
The password is installed by the tractor manufacturer during factory testing.
If the diagnostics facility needs to be utilized for any reason, proceed as follows:
— stop the engine and switch off the ignition
— connect the tester to the diagnostics socket
— switch on the panel by pressing and holding key [ A ]
— the tester will prompt "PASSWORD:"
— press keys [ 1 ] [ 2 ] [ 3 ] [ F ]
— press key [ 2 ]
— press keys [ 1 ] [ Ø ] [ Ø ] [ Ø ] [ 1 ] [ 1 ] [ 1 ]
— press key [ E ]
— press key [ E ]
— the tester is now programmed for operation
Should it happen (having enabled the communication line) that the tester fails to establish a connection with the lift
control unit, check the connection between Pin 21 of the connector at the lift control unit and Pin 7 of the diagnostics
socket; if there is no apparent fault with the connection, have the tester checked over by a specialist technician.
The software of the electronic lift control unit is programmed to display a series of video pages by way of the ALL
ROUND TESTER: these are illustrated below.
Menu 0 Menu 1.1
TESTS
S+L+H S.p.A.
ELECTRONIC
LIFT 1 - CONTROL PANEL
SOFTWARE VERSION 2 - EXTBTTN/C. UNIT
1.00 ss 3 - DYNAMIC TEST
HW VERSION 2.0 4 - SELF - DIAGNOSIS
SERIAL NO. 1194 5 - SBA
1- ENGINE ECU ( _ ) SELECTION_
PRES BOTTON_ ( E ) EXIT
Menu 1. Menu 1.1.1

REAR LIFT CONTROL PANEL
POT. LEVEL 101%

POT. SENSIT. 102%
POT. SEED 102%
1 - TEST
2 - CALIBRATIONS EV UP BUTTON - R-
3 - TARE MAX. POS. EV DW BUTTON - R-
4 - LIMITS SLIP BUTTON - R-
5 - MONITOR POS. BUTTON - R-
6 - ALARMS DRAFT BUTTON - R-
7 - TARE STEERING STOP BUTTON - R-
MAX HEIGH BUT - R-
TRANSP. BUTT. - R-
( _ ) SELECTION ( E ) EXIT
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Menu 1. 1. 2 Menu 1. 1. 4
EXT. BUTT. / C. UNIT SELF - DIAGNOSIS
S+L+H S.p.A.
EV RAISE OK
RAISE - R- EV LOWER OK
LOWER - R- DRAFT SENSOR OK

POS. SENSOR OK
WHEEL SENSOR OK
( F ) REPEAT
( E ) EXIT ( E ) EXIT
Menu 1. 1. 3 Menu 1. 1. 5
DYNAMIC TEST SBA TEST
POSITION 9% STEERING SENS. OK

DRAFT 30%
STEERING / - 04 - /
EV RAISE 0.00A
EV LOWER 0.00A BRAKE - R -
( F ) RAISE SBA BOTTONS

( D ) LOWER
( C ) MSTOP MANUAL
( _ ) SELECTIONP DIF : 4 WD
Menu 1. 2 Menu 1. 2. 1
CALIBRATIONS WHEELS CONSTANT
1 - WHEELS CURRENT 5376
2 - RADAR
NEW 5483
3 - MAN / AUTO
( C ) CONFIRM
( A ) CANCEL
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Menu 1. 2. 1. 1 Menu 1. 2. 2
CONFIRM DATA RADAR CONSTANT.
S+L+H S.p.A. S+L+H S.p.A.
CURRENT = 6500 CURRENT = 6500
NEW = 0 NEW = 0
( C) CONFIRM ( D) DELETE
( A ) CANCEL
Menu 1. 2. 3 Menu 1. 3
AUTOMATIC CALC. TARE MAX. POS.
S+L+H S.p.A. CURRENT = 920
CURRENT = MAN NEW = 184
NEW = 0
MOVE ARMS TO
MAXIMUN HEIGHT
USING EXTERNAL
( C) CHANGE STATUS BUTTONS
Menu 1. 4 Menu 1. 5
LIMITS MONITOR
1 - POSITION 2%
POSITION 9%
2 - DRAFT 4%
DRAFT 30%
3 - PRIM. SLIP. 40%
WHEELSP 0.0 km/h
4 - SEC. SLIP. 60% RADARSP 0.0 km/h
SLIP 0%
( _ ) SELECTION_
STEERING / - 04 - /
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Menu 1. 6 Menu 1. 7
LIST OF ALARMS CALIB. STEERING
S+L+H S.p.A. S+L+H S.p.A.
CURRENT = 152
NEW = 168
( D ) ERASE LIST
STRAIGHTEN
WHEELS AND PRESS ( E )
The DATA MONITOR can be used to select wheelslip "LIMITS" by way of the wheelslip table video page (refer to
the relative chapter “DATA MONITOR” for directions on how to access the table).
Selecting the type of soil and the type of wheelslip, the corresponding values stored in memory (and indicated in
the table) are adopted automatically, and cannot be changed manually.
WHEELSLIP TABLE
LIGHT SOIL NORMAL SOIL HEAVY SOIL
Wheelslip Main Secondary Main Secondary Main Secondary
Min. 70 35 65 35 60 40
Med. 65 45 60 50 50 55
Med. / Max. 60 60 50 65 45 70
Max 40 70 45 75 40 75
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Display of alarm code.

To enable swift identification of the type of alarm triggered, the triangle blinks in such a way as to generate code
numbers, each associated with an exact alarm condition.
ALARM CODES TABLE
Codes Description of alarm Type of alarm

11 EPROM (Program Memory), Immobilizing alarm
12 Position control sensor disconnected
13 Up and/or down solenoid valve short circuit
14 Up solenoid valve disconnected
immobilizing alarm
15 Down solenoid valve disconnected
21 Internal fault at control unit
22 Position control sensor incorrectly set
23
24
25
31 Draft control sensor disconnected
32 Draft control sensor not correctly set
33 Wheel speed sensor faulty
34 RADAR fault
35 EPROM fault (CPU data memory)
41
warning alarm
42
43
44
45
51 Steering sensor disconnected
52
53
54 Wrong wheel constant
55 Wrong RADAR constant
A code number is indicated as follows:

— triangle alight continuously for 2 seconds
— successive blinks of 0.3 s duration corresponding to tens
— triangle alight continuously for 0.8 s
— successive blinks of 0.3 s duration corresponding to units
— repetition of cycle until alarm deactivates.
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RESIDENT DIAGNOSTICS
Alarm 11 (EPROM fault)

This alarm is activated if the diagnostics detect a fault in the memory of the electronic control unit that stores the
operating program. The fault will be indicated when the system is switched on, and the operation of the lift remains
inhibited. A fault of this nature can only be remedied by replacing the electronic control unit.
Alarm 12 (Position sensor disconnected)

This alarm will be activated in the event that:
— The sensor is faulty
— The wiring is defective or not connected to the sensor
— The wiring is short circuited to earth
— The electronic control unit is faulty
To remedy the trouble, check initially:

— That the position sensor connector and the relative wiring are properly connected
— That the lead connecting the sensor to the electronic control unit is electrically sound
— That the lead is not short circuiting
Alarm 13 (Short circuit on up/down solenoid valve)

This alarm will be triggered if there is any trouble with either of the two directional control solenoid valves.
To remedy the trouble (raise and lowering) proceed as follows:
— Connect the All Round Tester to the control unit;
— Access menu 1 (LIFT P.) and select option 1 (Tests);
— From the "Tests" page, select option 3 (Dynamic test);
— Take the lift arms up or down pressing the switch "F" or "D" on the keyboard of the ALL ROUND TESTER; on
display appear the indication which the valve solenoid is fault.
A fault can be attributable to:

— Short circuit at the valve solenoid
— Short circuit in the wiring
— Electronic control unit faulty
Alarm 14 (Up solenoid valve disconnected)

— The Up solenoid valve has developed an electrical fault (permanently open)
— The wiring is defective or not connected to the valve solenoid

— That the solenoid connector and the relative wiring are properly connected
— That the lead connecting the solenoid to the electronic control unit is electrically sound
Alarm 15 (Down solenoid valve disconnected)

— The Down solenoid valve has developed an electrical fault (permanently open)
— The wiring is defective or not connected to the valve solenoid

— That the solenoid connector and the relative wiring are properly connected
— That the lead connecting the solenoid to the electronic control unit is electrically sound
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Alarm 21 (Internal fault at the electronic control unit)

This alarm will be activated in the event that the electronic control unit detects a fault in its own internal circuitry.
A fault of this nature can only be remedied by replacing the electronic control unit.
Alarm 22 (Position sensor incorrectly set)

This alarm will be activated if the setting procedure has not been carried out properly.
To rectify the problem, set the sensor as indicated in the directions under the chapter "Procedure for setting up the
electronic lift".
Alarm 31 (Draft sensor disconnected)

— The wiring is defective or not connected to the sensor
— That the draft sensor connector and the relative wiring are properly connected
— That the lead is not short circuiting
Alarm 32 (Draft sensor incorrectly set)

This alarm will be activated if the setting procedure has not been carried out properly.
To rectify the problem, set the sensor as indicated in the directions under the chapter "Procedure for setting up the
electronic lift".
Alarm 33 (Wheel speed sensor faulty)

— The sensor is not connected
— The sensor has developed an electrical fault
— The wiring is no longer intact

— That the sensor connector and the relative wiring are properly connected
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Alarm 34 (Radar faulty)

— The Radar is not connected

— The Radar has developed a fault
— The wiring is defective or short circuiting
— That the connector of the device and the relative wiring are properly connected
— That the lead connecting the device to the electronic control unit is electrically sound
— That the lead is not short circuiting to earth
Alarm 35 (EPROM fault)

This alarm will be activated if parametric system configuration data stored by the internal memory of the
electronic control unit has become corrupted.
A fault of this nature can only be remedied by replacing the electronic control unit.
Alarm 51 (Steering sensor disconnected - versions with SBA system only)


— The relative wiring is not connected to the sensor
— That the steering sensor connector and the relative wiring are properly connected
— That the lead is not short circuiting to earth
Alarm 54 (Wrong wheel constant)

This alarm will be activated if the constant entered for the wheel speed sensor has been set to zero (signifying no
sensor), although the electronic control unit continues to receive signals confirming that the sensor is installed and
connected. In this instance the fault is due simply to incorrect programming of the electronic control unit.
To rectify the problem, check first that the wheel speed sensor is in fact mounted to the transmission housing, then
proceed as follows:
Connect the All Round Tester to the control unit;
— Access menu 1 (LIFT P.) and select option 2 (settings);

— With the settings menu displayed, enter the correct value of the "WHEELS" parameter, following the directions
given in the "Procedure for setting up the electronic lift".
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Alarm 55 (Wrong RADAR constant)

This alarm will be activated if the constant entered for theRADAR sensor has been set to zero (signifying no sensor),
although the electronic control unit continues to receive signals confirming that the sensor is installed and connected.
In this instance the fault is due simply to incorrect programming of the electronic control unit.
To rectify the problem, check first that the RADAR unit is in fact mounted to the tranmission housing, then
proceed as follows:

— Access menu 1 (LIFT P.) and select option 2 (settings);
— With the settings menu displayed, set the "RADAR" parameter to 6500.
Procedure for replacing the EPROM in the electronic lift control unit
— Remove the control unit from the console on the right hand side of the driver, and disconnect from the relative wiring harness.
— Remove the 6 screws from the back and detach the cover.
— Detach the retaining clip from the EPROM and remove by drawing upwards.
NB: the type of resident software is indicated on the EPROM. Example: SOL 1.00SS
— Fit the new EPROM, which must be positioned with the notch on one of the two shorter sides directed toward the
microprocessor (square flat component positioned to one side). Care must be taken when positioning to align all
pins correctly with the respective sockets.
— Refit the cover and check for correct operation. In the event of faulty operation, run the software installation
procedure, following the directions below.
Procedure for setting up the electronic lift

Correct procedure for setting up the electronic control system of the hydraulic lift and for checking the operation of
electrical component parts.
RADAR / No RADAR
If the tractor is not equipped with the RADAR device, the electronic control unit must be informed that this component
is not installed. The procedure is as follows:
— Access the "Lift P" menu and select option 2 (settings);
— With the settings menu displayed, select option 2 (RADAR) and replace value 6500 with zero “0”.
Quit the menu.
Entering the type of tyre

In order to enable a correct calculation of wheelslip, a parameter must be entered that will inform the control unit as to
the type of rear tyre in use. The procedure is as follows:
Connect the All Round Tester to the control unit.

Access the "Lift P" menu, and select option 2 to bring up the "settings" menu.
Select 1 (Wheels) and enter the value indicated in the following table:
SILVER 80-90-100.4-100.6 1 st version (see serial number to page 133).

80-90-100.4 HP 100.6 HP
Pneus 40 km/h version 30 km/h Pneus 40 km/h version 30 km/h
(or 30 km/h with version (or 30 km/h with version
electronic limitation) electronic limitation)
16.9 x 34 5483 7205 14.9 R 38 5351 7057
16.9 R 34 5483 7205 480 / 70 R 34 5494 7245
18.4 R 30 5673 7455 520 / 70 R 34 5316 7010
18.4 R 34 5305 6971 16.9 R 38 5149 6790
13.6 R 38 5520 7255 480 / 70 R 38 5149 6790
480 / 70 R 34 5483 7205
14.9 R 38 5340 7018
520 / 70 R 34 5305 6971
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SILVER 80-90-100.4-100.6 2nd version (see serial number to page 133).

80-90-100.4 HP 100.6 HP
Pneus Version 40 Km/h Version 30 Pneus Version 40 Km/h Version 30
(or 30 km/h with Km/h (or 30 km/h with Km/h
16.9 x 34 4639 6096 14.9 R 38 4527 5971
16.9 R 34 4639 6096 480 / 70 R 34 4648 6170
18.4 R 30 4800 6308 520 / 70 R 34 4498 5931
18.4 R 34 4488 5898 16.9 R 38 4356 5745
13.6 R 38 4670 6138 480 / 70 R 38 4356 5745
480 / 70 R 34 4639 6096
14.9 R 38 4518 5938
520 / 70 R 34 4488 5898
IMPORTANT: If there is no SBA system installed, and no RADAR device fitted to the tractor, this parameter must be
set to zero.
AUTO-MAN procedure for entering the wheel constant relative to a tyre not listed in the table
1 - Connect the ALL ROUND TESTER to the diagnostics socket of the tractor, which is exposed by lifting the flap on
the right hand side of the instrument panel.
2 - Turn the ignition key to supply power to the control unit, select option "2" [Lift P.], then press any key to return to
the main menu, and press "2" again to select SETTINGS. With the relative video page displayed, press "3" followed
by "C" for change status, and the SETTINGS page will be switched to "AUTO" mode.
3 - Press "E" to exit and return to the “SETTINGS” page with "AUTO" mode activated.
4 - Start the engine, take the lift arms up to maximum height and press the position lock switch (with the padlock
symbol).
5 - Select any gear that will allow the tractor to run at a ground speed above 10 km/h for longer than 30 seconds; this
is the time required by the control unit to compute the new value, which will then be displayed alongside the "WHEELS"
caption.
6 - Having stopped the tractor, press "3" then "C" on the keyboard of the ALL ROUND TESTER, and the "SETTINGS"
page will be returned to MANUAL mode.
IMPORTANT: remember to carry out this last operation, otherwise the tester will not be enabled for the entry of
parameters.
Setting the maximum lift height

To offset any possible misalignment in the mounting of the position control sensor (3, fig 3, page 246), a setting is
made using the maximum lift height as a reference value.
The setting procedure is as follows:
– Connect the All Round Tester to the control unit

– Using the external controls mounted to the fender, raise the lift arms to their maximum height (notch on right hand
lift arm aligned with notch on lift housing, see fig 10).
– Select option 3 (max position setting) from the "Lift P" video page;
– Having accessed the " max position setting" menu, press "E";
– This accesses the "confirm data" menu; press "C" to confirm.
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Setting up the draft control sensor

The draft force generated through the lift system is monitored by way of a strain gauge that measures the deformation
of a spring rod. For maximum monitoring precision, the sensor must be properly set up.
Proceed as follows:
— Connect the All Round Tester to the electronic control unit. Access the "Lift P" menu and select option 5 (monitor);
— Position the lift arms at mid height, without any implement attached;
— Check the “draft” parameter in the monitor video page. If the value is other than 30%, remove any mechanical
protectors that may be fitted to the sensor and adjust in such a way that the reading shows 30%. Retighten and
secure the lock nut on the threaded body of the sensor and reinstate the protectors (see figs 11 and 12, pages
256 - 257).
Setting up the steering sensor

Some machines (only those with the SBA system) also have a steering sensor mounted to the left hand end of the
front axle. To ensure the SBA system operates with optimum efficiency, the sensor must be set up initially.
Proceed as follows:
— Connect the All Round Tester to the electronic control unit. Access the "Lift P" menu and select option 7 (steering).
— Position the wheels absolutely straight and press "E" at the tester.
Verify the operational efficiency of the system’s electrical components.
LIFT
Multifunction control handset mounted to seat armrest

— Connect the All Round Tester to the control unit.
— Access the "Lift P" menu and select option 1 “Tests".
— From the "Tests" page, select option 2 “Ext button/handset"
— Press the Up button at the handset and check that the letter "P" appears alongside the “Up” caption on the tester
display; check also that the caption “handset” appears.
— Press the Down button at the handset and check that the letter "P" appears alongside the “Down” caption on the
tester display; check also that the caption “handset” appears.
External buttons
— From the "Tests" page, select option 2 “Ext button/handset"
— Press the external Up button mounted to the fender, and check that the letter "P" appears alongside the “Up”
caption on the tester display; check also that the caption “external” appears.
— Press the external Down button mounted to the fender, and check that the letter "P" appears alongside the “Down”
caption on the tester display; check also that the caption “external” appears.
— Repeat the test for both buttons mounted to the fender.
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Position control sensor

— Start up the engine.
— From the "Tests" page, select option 3 “Dynamic test".
— From the "Dynamic Test" page, press "F" at the tester and verify that the lift arms elevate to the maximum height
(notch on right hand lift arm aligned with notch on lift housing, see fig 10) before stopping. At this point, check that
a value of between 95% and 100% appears alongside the caption "position". Verify also during the movement
of the arms that a value greater than 1.00 A appears alongside the caption "Up S/valve".
Press "D" at the tester and verify that the lift arms drop to the minimum height before stopping. At this point, check
that a value of between 0 and 5% appears alongside the caption "position". Verify also during the movement of the
arms that a value greater than 1.00 A appears alongside the caption "Down S/valve".
SBA SYSTEM
— The following procedure is to be carried out only on machines equipped with SBA (control unit with EPROM type
1.00SS).
— From the "Tests" page, select option 5 "SBA"
— Check that the indication "OK" appears alongside the caption “steer sensor".
— Turn the steering wheel and check for a corresponding variation in the value alongside the caption "steer".
— Straighten the wheels and check that the value alongside "steer" is zero.
— Depress the left hand and right hand brake pedals in alternation and check that the letter "P" (pressed) in place
of "R" (released) alongside the caption "brake".
— Depress and release the SBA buttons on the right hand panel (AUTO, 4WD, DIFF) and check that "manual"
changes to "auto", "DIFF” changes to "DIFF" in "REVERSE" and "4WD" changes to "4WD" in "REVERSE".
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Fig. 3 - Monitoring and control unit, and radar.

1 - Electronic control unit and operating controls 6 - Transmission speed sensor
2 - SBA System control 7 - Wiring harness
3 - Position control sensor 8 - External lift controls mounted to fenders
4 - Brake switches (with SBA System) 9 - Draft control sensor
5 - Radar
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Solenoid operated control valve, hydraulic lift

His is an open centre directional control valve equipped with two solenoid valves governing the up and down movements
of the lift arms.
The two solenoid valves are piloted directly from the electronic control unit.
Never connect the solenoid valves directly to an electrical power source, as this would result in irreparable damage.
The hydraulic section of the control valve assembly comprises the following parts:
— 1 implement lift flow control valve
— 2 valve spool
— 3 implement down check valve
— 4 shock valve
— 5 rate of drop valve
— 6 check valve
— 7 down valve control element
— 8 implement down solenoid valve
The electrical section of the control valve assembly comprises the following parts:
— 9 lift arms Down solenoid valve
— 10 lift arms Up solenoid valve
Fig. 4 - Dimensioned diagram of hydraulic directional control valve.
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1 - flow control valve

2 - valve spool
3 - minimum pressure control valve
4 - shock valve
5 - rate of drop valve
6 - check valve
H - Up
S - Down
Fig. 5 - Hydraulic distributor operating diagram.
Control of lift system operating pressure

The operating pressure, controlled by the valve associated with the auxiliary spool valves, is checked by connecting
gauge 5.9030.513.0 to one of the valve work ports and proceeding as follows:
Start the engine, apply the parking brake in the interests of safety, then operate the directional control valve and verify
the relief valve pressure setting. This should be 180 bar; if the setting is found not to be correct, readjust by means of
the setscrew (refer also to chapter on "auxiliary spool valves").
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Electro-hydraulic power-lift distributor
neutral position (load holding)

When the two electrovalves are not supplied with current, the oil amount delivered by the pump is directly routed into
manifold N by check valve 1 (equipped with a spring set at 2.5 bar). Flowing through manifold N, the oil is then discharged.
The oil is "trapped" inside the lifting system by valves 5 and 6.
The system is protected by antishock valve 4, set at 210 bar, permitting the pressure peaks produced by the implement
dynamic mass to be suppressed.
P = oil under pressure from the hydraulic pump 1 flow control valve for
N = oil discharge manifold implement lifting
R = oil return manifold from lifting piston 2 electrovalve stem
MA = lifting cylinders 3 nonreturn valve for
implement lowering
4 antishock valve
5 flow control valve for
implement lowering
6 lowering valve
7 lowering control valve
8 electrovalve for
implement lowering
9 electrovalve for
implement raising
10 check valve
Red = Pressurized oil

Yellow = Discharged oil
Green = Intake oil
Blue = Low pressure oil
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implement raising
Implement raising is obtained by supplying current to electrovalve 9, whose stem is moved to the left.
Flow control valve 1, under the thrust of the pressurized oil, also moves to the left, permitting flow control valve 5 to
be opened by the oil flow which enters the power-lift system.

Green = Intake oil
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implement lowering
Implement lowering takes place when electrovalve 8 starts sending current; in this case the valve stem will be moved
to the right. The oil flow from the pump is conveyed by the electrovalve stem onto the thrust surface of piston 7, which
opens the lowering valve 6 by means of a pushrod.
The oil in the lifting system can thus return in the draining system causing the lowering of the lifting arms.

Green = Intake oil
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Electro-hydraulic distributor
Fig. 6 - Electro-hydraulic electronic power-lift distributor.
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mechanical limiter
hydraulic limiter
normal travel of levers
Fig. 7 - Position control sensor fitted to lift arms cross shaft - SILVER 100.4 - 100.6.
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mechanical limiter
hydraulic limiter
Fig. 8 - Position control sensor fitted to lift arms cross shaft - SILVER 80 - 90.
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mechanical limiter potentiometer
lever hydraulic limiter
mechanical limiter potentiometer
lever to bottom
Fig. 9 - Locating the position control sensor.
FITMENT OF LIFT ARMS POSITION CONTROL SENSOR

When positioning the sensor A make certain that the flat surface of the pin is faultlessly aligned with the outline of the
hole in coupling B.
This done, tighten the fixing screws.
NB: There is no need to position the sensor in relation to the slots; during the subsequent setup procedure, the All
Round Tester will identify the initial position and assign a value of zero as being the angle of the lift arms (see page
243).
Operation of the directional control solenoid valves (Fig.10)

1st function: A - Up
2nd function: B - Down
CAUTION: Operate the manual Up control button located on the solenoid valve of the lift system control valve assembly
only when absolutely unavoidable, and with the engine at low throttle.
Release the button before the arms reach maximum height, as this manual facility by-passes the automatic cutoff
generated both by the position control sensor and by the safety limit switch.
Fig. 10 - Manual push buttons for electrohydraulic directional control valve and reference notches determining maximum lift height
position.
WHEN OPERATING THE LIFT “UP” FUNCTION USING THE BUTTON AT THE DIREC-
TIONAL CONTROL VALVE, MAKE ABSOLUTELY CERTAIN TO STOP SHORT OF MAXI-
MUM HEIGHT, AND ALWAYS KEEP THE ENGINE AT LOW THROTTLE.
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Fig. 11 - Draft control sensor and response control - SILVER 80 - 90.
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Fig. 12 - Draft control sensor and response control - SILVER 100.4 - 100.6.
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CORRECT FITMENT OF DRAFT CONTROL SENSOR

Screw the sensor tightly into its seating and verify that the notch A is facing downwards.
Tighten the sensor B to a torque of 150 Nm (15 kgm approx.).
When installing, smear a small quantity of Loctite 242 on the thread C of the sensor.
Fig. 13 - Component parts of the draft control system.
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Onboard radar
The "ONBOARD RADAR" emits some signals thereafter providing Specification
measurement of both the transmitted signal frequency and the read-out capacity 0,4 to 70 km/h
return signal frequency. accuracy ±1%
Hz imp
The latter changes depending upon the impact speed of the pulse output signal 36,6 km o 132
⁄h m
against one target (DOPPLER effect) and according to ground
nature and condition, consequently the radar will be able to supply voltage 9÷16 V cc
transmit certain parameters to the electronic control unit. weight 2 kg
manufacturer p. ex.Dickey-John
The processing of these signals through the onboard computer
will enable the real tractor advancing speed to be defined.
Fig. 14 - Onboard radar.
ELECTRONIC POWER-LIFT SAFETY PRECAUTIONS

Electronic equipment as well as a number of very delicate electronic components are installed on the tractor.
These latter in particular, do not tolerate any inversion of polarity, overvoltage, connection error, etc.
These electronic apparatuses are equipped with both internal and external protecting devices, however, the following
should be observed:
– Before performing any operations with any electric components switch off the instrument panel.
– Absolutely avoid using either screwdrivers or lamps to detect current; use proper diagnosing instruments only
(such as testers).
– Connectors should be either connected or disconnected without forcing. Never use screwdrivers to prize when
disconnecting and always keep to correct polarity when connecting.
– If a fault is located within an area controlled by the centre electronic control unit, do not replace the control unit at
once, but first check both sensors and actuators for correct operation.
– When replacing defective an electronic control unit loosen the securing screws only and avoid loosening other
screws which may be parts covering different functions, such as setscrews.
– Make sure neither sensor nor connector contacts have oxidized.
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— Do not use any arc-welding set in proximity to electric systems.
— Usually sensors are mounted at gauged distances. Do not replace washers or vary locknut distances.
— Prevent short circuits or inversions of polarity.
— When having to operate with microprocessor-controlled devices or systems, never disconnect them when still
energized, first turn the ignition key into "STOP" position.
— Should the tractor be submitted to a new baked finish, it is recommended to remove all electronic apparatuses
from the tractor.
— Never drive any tester prods into either connector or apparatus multiple taps (as these tend to deformation thus
endangering the contacts).
— Avoid checking voltage by sparking, that is by generating a short circuit between cables or toward the earth.
— Never reverse the polarity or exchange wire position in multiple connectors.
HOW AN ELECTRONIC SYSTEM MUST BE INSPECTED

Elements to be inspected:
— Sensors
— Electronic control units
— Actuators
1) Check for proper system power supply as follows:

— Current attains the connector inserted into the apparatus;
— Current attains connector;
— Earthing;
— Correct voltage rating.
2) Check downstream components: sensors.
3) Check upstream components.
CHECKING MECHANICAL PARTS

Check that the external and internal lift arm splines are free of dents or any serious signs of wear; if these are discernible,
the levers must be replaced.
Inspect the bushes supporting the lift arms cross shaft; there should be no scoring or evidence of excessive wear.
Inspect the lift arm/assistor cylinder pivot bushes; these must be free from signs of wear and securely seated in the
relative bosses.
Check the diameters of the cylinder rods and glands, comparing them with the values indicated in the tables of maximum
permissible wear limits.
Verify then the splines of the lifting shaft; there should be no excessive wear and the shaft journal surfaces must be
not damaged.
NB: Whenever cylinders are stripped down for inspection and servicing, the seals must be replaced.
FITTING THE LIFT ARMS CROSS SHAFT CRANK LEVER SET SCREW
Follow the same directions as given on page 265, in the “mechanical lift system” chapter.
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Fig. 15 - Illustrations of the lift housing.
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59 rear hydraulic power-lift
Original type "load sensing" hydraulic power-lift

The original type LOAD SENSING hydraulic power-lift makes the tractor a comprehensive working machine.
Comfortably placed within immediate operator’s reach, this system provides implement draft, working position and
drop speed control (the latter is adjusted through the "Valvematic device"). In addition, the combined draft-position
control can be obtained by suitably positioning both control levers (mixed control).
The automatic draft control device, directly connected to the lower links, assures prompt lifting response and
extraordinary sensing in detecting even the slightest implement load variations. The hydraulic power-lift is equipped
with a horizontally installed internal hydraulic cylinder. The hydraulic circuit distributor is open-centre type. The oil is
drawn from the gear case by a high-delivery hydraulic pump (the same as the auxiliary hydraulic distributor valves)
and strained by flowing through a replaceable cartridge filter. Before attaining the power-lift the oil flows first through
the auxiliary hydraulic distributors.
maker SAME - DEUTZ FAHR GROUP

with open centre control valve
type of lift standard pump p/n 2.4529.740.0
high flow pump p/n 2.4529.780.0/10
rated flow of pump (at maximum engine revolutions): standard pump l/min 41
high flow pump l/min 57,5
relief valve setting (bar) bar 180+10

minimum permissible diameter of ram piston SILVER 80 - 90 mm 109.900
SILVER 100.4 - 100.6 mm 124,900
maximum permissible diameter of ram cylinder SILVER 80 - 90 mm 110,050
SILVER 100.4 - 100.6 mm 125,050
assistor cylinder piston rod diameter(mm) mm 42
rated lift capacity with load bearing on link ends at height
of rear wheel centres (kg): SILVER 80 - 90 kg 3084
SILVER 100.4 - 100.6 kg 4156
- with assistor cylinders SILVER 80 - 90 mm 4226
tightening torque of ram fixing bolts kgm 28 ÷ 30
Nm 275 ÷ 295
tightening torque of lift system oil level pipe SILVER 80 - 90 kgm 13,5
Nm 132
CONTROLS
The manual controls for the lift system are grouped together on a relative console located to the driver’s right.
Lever with yellow knob: this is used to raise and lower the implement (Up/Down part of quadrant coloured yellow),
to select the requisite operating position when utilizing position control, and to select mix control (draft and position
combined: the part of the quadrant banded yellow and green).
The range of action allowed to the yellow lever is also indicated by a blue sector of the quadrant, and can be adjusted
by positioning a movable stop with thumb a screw which allows the repeated selection of a given lift height.
Lever with green knob: this allows selection of the soil engaging depth, which is controlled automatically according
to the resistance encountered by the implement from the ground.
The range of action is indicated by the green coloured sector in divisions from 0 to 12.
blue sector - FLOAT

yellow sector - POSITION
LOWERING mixed control RAISING
MAX. CONTROLLED DRAFT green sector - CONTROL

MIN. CONTROLLED DRAFT
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rear hydraulic power-lift 59
mechanical limiter
hydraulic limiter
In the event that the bushes need renewing, posi-

tion the replacements as illustrated
Fig. 1 - Mechanical components of hydraulic lift system
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Fig. 2 - Controls located internally of lift housing

A - "POSITION CONTROL" linkage B - "DRAFT CONTROL" linkage.
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FITMENT OF CROSS SHAFT CRANK LEVER SET SCREW

To ensure correct fitment of the set screw A to the crank lever B, apply LOCTITE 242 to the thread.
Turn the screw into the relative socket of the cross shaft C until fully home, then loosen half a turn and tighten the nut D.
Fig. 3 - Fitment of set screw to cross shaft crank lever inside lift housing.
FITMENT OF CROSS SHAFT CAM SET SCREW

To ensure correct fitment of the set screw A to the cam B, apply LOCTITE 242 to the thread.
Turn the screw into the relative socket of the cross shaft C until fully home, then loosen half a turn and tighten the nut D.
Fig. 4 - Fitment of set screw to cross shaft cam.
Fitment of piston seal

When fitting, position the seal on the piston as illustrated below.
Fig. 5 - Fitment of piston seal.
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266
1 front case
2 spring fixing pin
3 spring
4 plug
5 O-ring
6 shim
7 nonreturn valve piston
8 spring
9 plate
5
59
10 nonreturn valve pushrod

11 distributor stem
12 nonreturn valve
13 spring
Hydraulic distributor assembly.

14 gasket
15 pin
16 spring
17 limit lever
18 setscrew
vehicle
19 pin
20 stud
21 fork
22 stud
23 lever
24 lever
rear hydraulic power-lift
25 intermediate fork
26 pin
27 plate
28 spacer
29 pin
30 lever support
31 cap screw
32 oil inlet valve
33 rear case
34 pilot/control valve piston
35 spring
36 spring
37 oil flow control valve piston
38 spacer
39 shoulder ring
40 snap ring
41 plate with snap ring groove
42 hydraulic distributor spring
43 spring
44 spacer
45 valvematic device piston
46 fitting
47 anti-shock valve
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vehicle 5
1 Valvematic 5 Enabling pilot valve

2 Shock valve 6 Enabling valve
3 Unloading valve 7 Inlet valve
4 Directional control valve 8 Down actuator piston
Fig. 6 - Hydraulic distributor section.
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1 Valvematic
2 Shock valve
3 Unloading valve
4 Directional control valve
5 Enabling pilot valve
6 Enabling valve
7 Down actuator piston
P Pompe
T Exhausted
Fig. 7 - Lift system - hydraulic diagram.
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neutral position

Green = Oil from hydraulic pump
Blue = Oil trapped at relative pression

Fig. 8 - Hydraulic power-lift distributor.
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lifting position


Fig. 9 - Lift system - directional control valve.
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lowering position


Fig. 10 - Lift system - directional control valve.
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Adjusting power-lift system

NOTE: Before beginning with power-lift adjustment procedure
apply a 200 kg weight to the 3-point hitch.
Adjusting lifting control lever (yellow)

Figs. 11 - 13 - 15 - 16
With engine running, move the yellow lever all the way back and
the green lever all the way forward and ensure:
— lever A is contacting its own stop B; otherwise adjustment is
obtained through fork C;
Fig. 11 - Control lever positions for lifting control — the lifting piston upper edge is fully aligned with the cylinder
lever adjustment (yellow). edge; otherwise operate tie rod E.
Adjusting working depth control lever (green)

Figs. 12 - 14 - 15 - 16
With engine running, move the yellow lever forward against its
stop, just before "FLOAT" position, and the green lever onto
number 4 in its sector, then operate as follows:
— ensure the power-lift piston protrudes 5 − 10 mm from cylinder,
otherwise screw F should be adjusted;
— bring the green lever fully forward and then move it backward
gradually, making sure that the lifting action begins when
number 4 position is approached; otherwise operate fork G.
Fig. 12 - Control lever positions for working depth
control lever adjustment (green).
Fig. 13 - Adjusting lifting lever regulating tie rod

(yellow).
Fig. 14 - Adjusting green lever setscrew. Fig 15 - Rod and screw for adjustment of yellow and green levers.
E - Yellow lever stop rod
F - Green lever adjustment screw
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Fig. 16 - Adjustament diagram.
Checking the lifting system

— Check both external and internal lever splines for cracking or evident wear; replace as necessary.
— Make sure the lifting piston and the cylinder diameters are within acceptable wear limits comparing the related
specifications tables.
— Examine the lifting arm shaft bushings for scoring or excessive wear.
— Examine also the lifting arm to hydraulic cylinder connecting pin bushings for wear and firm installation in their seats
on the arms.
— Measure the cylinder inside control rod and the cylinder-mounted bushing diameters and compare with maximum
wear limit specifications as given in the related table.
— Check also the lifting shaft splines for excessive wear and the ground surfaces contacting the bearing bushings for
damage.
NOTE: Whenever the hydraulic lifting cylinders are disassembled gaskets should be replaced.
Checking the operating pressure of the lift system

The operating pressure, controlled by the valve associated with the auxiliary spool valves, is checked by connecting
gauge p/n 5.9030.513.0 to one of the valve work ports and proceeding as follows:
Start the engine, apply the parking brake in the interests of safety, and operate the directional control valve, reading
the pressure setting of the safety valve. This should be 180 bar; if the setting is found not to be correct, readjust by
means of the setscrew (Refer also to chapter on "auxiliary spool valves").
Removing the directional control valve from the lift housing

The following operations do not require the lift to be removed from the tractor:
1 - Remove the cover of the lift housing.
2 - Remove the shock valve from the forward end of the control valve; this done, remove the relative mounting as well.
3 - Using a screwdriver, release the spring from the pin at the rear end of the valve, then unscrew the pin itself and
remove.
4 - Addressing the rear end of the valve, release the spring of the draft control levers with a screwdriver; remove the
spring.
5 - Unseat the circlips, then remove the levers and rods of the valve control mechanism.
The steps thus far can be performed working both from inside and from outside the lift housing.
6 - Unscrew the valve fixing bolt located at the front end of the assembly.
7 - Using a wrench of appropriate shape, undo the second bolt located under the lift arms cross shaft;
(this bolt must be unscrewed completely, even though it cannot be removed before the valve assembly is
distanced from the lift housing).
8 - Lift the control valve assembly clear.
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Checking distributor when assembled - Fig. 17

Before taking the distributor to pieces perform the nonreturn valve
tightness test operating as follows:
1. Fit O-ring F into hole E groove as shown in figure and then
secure plate D underneath the distributor using two bolts, so that
hole E be thoroughly sealed.
2. Loosen anti-shock valve A holding fitting C locked with a

spanner. Remove the valve along with underlying gasket B.
3. Connect hydraulic pump no. 5.9030.520.4 to fitting C; Press-
urize the oil through the pump and make sure no oil leaks from the
distributor.
Fig. 17 - Hydraulic distributor seal ring.
A Anti-shock valve 4. Should any leaks be noticed, this could be caused by the poor
B Gasket nonreturn valve efficiency. For this reason the hydraulic distributor
C Fitting shall be completely overhauled.
D Plate
E Oil delivery hole to power-lift cylinder
F O-ring
Fig. 18 - Hydraulic distributor control levers. Fig. 20 - Removing the distributor ratchet return spring.
A Spacer A Spring
B Plate B Limit lever
C Distributor stem C Pin
D Pin D Pin
E Lever assembly
Fig. 19 - Removing the ratchet return spring.

A Spring securing pin Fig. 21 - Hydraulic distributor control mechanism support.
B Springs A Lever support
C Fork
D Snap ring
E Pin
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Fig. 22 - Hydraulic distributor case. Fig. 24 - Disassembling the nonreturn valve.

A Nonreturn valve pushrod A Pilot/Control valve cap screw
B Plate B Nonreturn valve cap screw
C Spacer C Nonreturn valve
D Oil inlet valve
E Pilot/Control valve spring
F Oil flow control valve piston
G Hydraulic distributor stem
Fig. 25 - Disassembling the springs and the sealing rings.

A Hydraulic distributor spring
B O-ring
C Spring
Fig. 23 - Stripping the hydraulic distributor. Fig. 26 - Hydraulic distributor, front portion.
A Front case A Nonreturn valve piston
B Rear case
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Inspection and checks

1 - Carefully clean all hydraulic distributor parts.
2 - Check that the valve spool, the various pistons located inter-
nally of the valve body and the relative seats are not scored or
unduly worn.
3 - Check that the main valve spool and the pistons of the various
circuit valves slide freely in their bores.
4 - Using a comparator, measure the projection Y of the push rod

B in relation to the valve body C; this dimension must be 18,5 mm
measured with the valve D seated. Check that the seats of valves
D and E are completely fluid tight; if there is any leakage due to
the presence of foreign matter, clean thoroughly or, if in doubt,
Fig. 27 - Disassembling the anti-shock valve. replace the valve.
A Anti-shock valve Important: Test the check valve E for leakage by blasting with
B Fitting
compressed air.
5 - Verify that the calibration of the various springs is as indicated

on page 280.
Fig. 28 - Oil discharging valve pushrod.

A Front case
B Nonreturn valve pushrod
C Rear case
D Nonreturn valve
E Ball
F Shim
G Non return valve piston
Reassembling the lift

Proceed to refit the various parts removed, reversing the order of
the steps described above and observing the following directions.
Degrease the threads of plugs and fitting with a suitable solvent.
Replace all copper gaskets and O-rings.
Smear the threads of plugs with the specified sealant.
When securing the shock valve to the control valve housing,

torque to 78 ± 5 Nm (8 ± 0,5 kgm).
Fig. 29 - Load sensing element.

A Bolt
B Cover
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Sensing arm
A Cover
B Tie rod
C Shoulder ring
D Front spring
E Fork
F Front spacer
G Ring
H Rear spacer
I Centre spring
L Sensing arm control lever
M Rear spring
N Spacer
O Spacer ring
P Sensing arm box
Q Pin
On Silver 80 - 90 - 100.4 machines, the
two parts F and C are assembled as a
single piece.
Fig. 30 - Sensing arm parts.
Fig. 31 - Removing the sensing arm fork. Fig. 32 - Sensing arm part stripping.
A Nut A Tie rod
B Fork B Fork
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Fig. 33 - Sensing arm spring.

A Tie rod
B Nut
Fig. 34 - Sensing arm inside parts.

A Tie rod
B Nut
C Spacer
D Shoulder rings
E Front spacer
F Rear spring
G Rear spacer
H Front spring
I Ring
On Silver 80 - 90 - 100.4 machines, the two
parts G and D are assembled as a single
piece.
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Fig. 36 - Hydraulic distributor stem.

A Fitting C Stem
B Gasket D Cylinder
Fig. 37 - Removing the stem from cylinder.

A Stem
B Cylinder
Fig. 35 - Auxiliary hydraulic lifting cylinders.

A Bushing H Seal ring
B Upper pin I Cylinder
C Stem L Gasket Fig. 38 - Distributor internal seal rings.
D Bracket M Fitting A Oil retainer
E Oil retainer ring N Spacer B Guide ring
F Guide ring O Snap ring C Teflon ring
G Teflon ring D Seal ring
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Power-lift distributor valve spring setting specifications
Oil flow control valve spring

no. of springs used no. 1
wire diameter mm 1.4
released spring mm 54
loaded spring (N 40.4) - kg 4.115 mm 47.5
(N 66) - kg 6.727 mm 43.4
Pilot valve spring

released spring mm 25.5
loaded spring (N 21) - kg 2.133 mm 15.2
(N 28.5) - kg 2.899 mm 11.5
Hydraulic distributor spring

loaded spring (N 43) - kg 4.4 mm 65
(N 39) - kg 4 mm 60
Nonreturn valve spring

loaded spring (N 29) - kg 2.96 mm 17
(N 43) - kg 4.43 mm 13
Valvematic spring
external diameter mm 9,5
released spring mm 57,3
loaded spring (N 41,3) - kg 4,2 mm 35
(N 54,3) - kg 5,5 mm 25,8
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check power-lift for check the pressure

overloading to work
air in the circuit check the tightening

of the filters
implement will not raise check pump for
proper operation
or raise too slowly
check the level of oil top-up as neces-

in the transmission sery
replace filters check the flow rate replace the oil pumpe
check the relief valve clean the relief valve replace filters
for proper setting
implement can be raised check power-lift for remove the valve,

only partially proper adjustment clean or replace as
necessary
ensure the lowering check the relief valve

valve is not jammed
in seat
to a slow implement
lowering
pressure relief check the screw A
valve remaining internal of the
open continuously lowering valve;
may be montage as
shown in figure
hitch chatters when look for any oil leaks check the sell ring of replace the lower-
raised the hydraulic cylin- ing valve and anti-
der shock valve if
necessary
continuous relief valve check for proper

oil discharging oper- adjustment
ation with lower links in
top lifting position
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59 front hydraulic power-lift
General information
On request the tractor can be equipped with the front hydraulic
lifting system.
It is operated by means of two hydraulic cylinders actuated by the

related control lever placed at the right-hand side of the operator
driving position.
The lever controls a single-acting distributor valve linked to the

rear tractor power-lift case.
Fig. 1 - Front power-lift.
Specifications
power-lift type with two hydraulic cylinders and removable arms

hydraulic cylinder type single-acting
oil supply from the rear auxiliary hydraulic distributor
peak operating pressure bar 180
cylinder stem diameter mm 50
lifting stroke mm 170
distance between both lower link ends mm 865
lifting capacity kg 1500
Inspections
Ensure that the cylinder pin bushings are not worn and be sure
these are firmly secured in their seats.
NOTE: Replace gaskets after each hydraulic lifting cylinder disas-

sembly.
Fig. 2 - Front hydraulic power-lift parts.
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front hydraulic power-lift 59
Hydraulic pressure accumulator and anti-shock valve for the front power-lift
The front power-lift is equipped with a pressure accumulator and related anti-shock valve permitting a better hydraulic
system performance and a reduced front axle strain to be respectively obtained.
A - Front hydraulic lifting cylinders (nº 2)
B - Oil pressure accumulator

volume liter 0,700
nitrogen preloading pressure bar 130
peak operating pressure bar 250
C - Anti-shock valve
D - Lowering speed control valve
E - Load holding valve (allows oil to be held internally of cylinders with

implements in raised position during transit).
Fig. 3 - Operating diagram.
Fig. 4 - Damping unit parts.

A - anti-shock valve
B - accumulator
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59 front hydraulic power-lift
Anti-shock valve
Lowering speed control
Rate of drop valve
Nitrogen
Accumulator
Directional control valve
To lift cylinders
Fig. 5 - Oil pressure accumulator and anti-shock valve. (The directional valve to which is connecting, is convertable into single-acting.
For the operations to see auxiliary systems chapter).
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front power take-off 59
Front power take-off
General information
The power take-off clutch is a multidisk, oil-bath and electro-hy-
draulic control type.
The front power take-off is directly linked to the crankshaft by
means of a flexing coupling; while the shaft-end is equipped by an
universal joint.
The oil used for P.T.O. operation is contained in the P.T.O. casing.
A specific gear pump installed on the P.T.O. shaft sucks the oil, Fig. 1 - Front PTO shaft terminal.
which flows first through a filter for being subsequently routed
under pressure to the clutch assembly through an electro-hy-
draulic distributor.
The oil is cooled in a special radiator ad is strained through a
second (15 micron) filter placed on the pressurized circuit located
between oil pump and hydraulic distributor.
A maximum 57 kgm (560 Nm) torque can be transitted to the
hitched implement in this way, i.e. 80 CV max. (or 58 kW). To avoid
these standards may be exceeded it is recommended that a
special joint having proper specifications be installed between
implement and P.T.O.
The P.T.O. shaft rear teminal has clockwise direction of rotation
(with respect to the driving position). Fig. 2 - Front PTO clutch assembly.
Control is electro-hydraulic type and is provided by the relevant
switching knob.
Specifications
clutch
clutch disk no. 4
clutch disk diameter mm 124.5
clutch disk set thickness - max. wear mm 20.80
- standard wear mm 21.80 to 22.20
counterdisk number 4+1 (spacer)
disk lubricating pressure bar 1.5
peak calibrating pressure (to press the disks together):
- of brake disk bar 4
- of clutch disk bar 13
piston axial thrust kg 1523
brake disk braking torque (peak pressure) kgm 1
hydraulic pump gear type
oil flow rate (at engine peak speed)
at 2500 engine r.p.m. (dm3/min) litre/min. 12
oil filter code no. 9012.424.2
filtering capacity micron 90
filtering surface cm2 222
hydraulic distributor stroke mm 1.5
ratio between engine and P.T.O. r.p.m.s 1/2.400
rear P.T.O. shaft terminal 1.3/8" - 6 splines
direction of rotation clockwise
(with regard to driving position)
oil reservoir capacity litre (dm3) 2.5
oil type AKROS MULTI 10W30 (API-GL4)
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59 front power take-off
engagement stage
A - Checking the clutch assembly engagement pressure (10÷13 bar).
Fig. 3 - Front P.T.O. clutch hydraulic circuit (engagement stage).
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disengagement stage
A - Checking clutch assembly engagement pressure (4÷6 bar).
Fig. 4 - Front P.T.O. clutch hydraulic circuit (disengagement stage).
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Apply some LOCTITE 510 (red) on the screw threads.
Fig. 5 - Longitudinal section of the front P.T.O. assembly.

A - Solenoid valve D - Clutch engagement pressure accumulator
B - Clutch pressure control valve E - Strainer
C - Solenoid operated brake apply pressure control valve F - Oil level indicator plug
Fig. 6 - Front P.T.O. shaft flexing coupling.
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Apply some LOCTITE 510 (red) on the screw threads.
Fig. 7 - Cross-section of the front P.T.O. assembly.

A - Brake disc C - Oil pump E - Strainer G - P.T.O. shaft
B - Clutch discs D - Input shaft F - Oil drain plug
Fig. 8 - Top view of front P.TO.

Correct fitment of front P.T.O. shaft bearing
Locate the bearing 2.2421.012.0 with the shoulder directed toward the gear as indicated in fig 8.
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Installing "RING-FEEDER" rings

Install all the parts following the order shown in figure.
Thoroughly tighten the pulley hub on engine crankshaft to 34±1.5

kgm (333±15 Nm).
Fig. 9 - "RING-FEEDER" rings installed.
Fig. 10 - Frront PTO assembly parts..
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Checking clutch
Make sure that the clutch disk friction linings are neither worn nor torn, if so replace the disks. The control piston should
be replaced if signs of scoring are noticed.
If the splined sliding surface of the clutch disk hub is sunk in its upper part, the hub should be replaced.
Check the efficiency of the piston return spring. The spring specifications should correspond to those indicated in the
specific table. Replace if necessary.
The clutch and brake piston sealing rings as well as the brake disk itself should be replaced if excessively worn.
If either the rotary seals or the relevant seats are worn, these should be replaced.
Every time the assembly is taken to pieces, carefully clean the oil passages in the clutch casing; use compressed air
if required.
Check the clearance of the clutch friction discs

With new discs in place, check that distance A (Fig 11) is between 0,5 and 2 mm.
If the clearance is greater than the maximum value indicated, add 1 x shim p/n 2.1599.499.0 at the position arrowed.
Fig. 11 - Checking disk clearance of front power-take-off.
Checking the clutch assembly engagement pressure

Fit no. 5.9030.517.4 equipment to the oil supply pipe using no.
5.9030.632.0/10 union as shown in figure 3 at pages 286-287 and
then connect no. 5.9030.514.0 oil pressure gauge.
With the P.T.O. engaged
Let the oil circulate within the clutch casing and then be sure the
following conditions are established: with engine running at peak idling
speed the pressure reading should be 13±1 bar; with engine running at
the lowest idling speed the pressure reading should be 10±1 bar.
NOTE: Make sure the P.T.O. shaft terminal is turning.
With the P.T.O. disengaged

Let the oil circulate within the distributor casing and then be sure
the following conditions are established: with engine running at
peak idling speed the pressure reading should be 6±0.5 bar; with
engine running at the lowest idling speed the pressure reading
should be 4±0.5 bar. Fig. 12 - Electro-hydraulic control valve.
NOTE: Make sure the P.T.O. shaft terminal is being braked.
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Verify activation of replace the sole-
the solenoid valve noid valve if
necessary
replace the springs recheck pressure

of inefficient valves
check piston for
free stroke
clutch slipping inspect O-rings on replace the defec-
piston and manifold tive parts
verify movement of remove any rough- replace the sole-

piston ness preventing noid valves if
smooth action necessary
inspect clutch discs replace discs

for wear
Check the solenoid replace the sole-

operated control noid valve if
valve necessary
Check engage- inspect O-rings and

P.T.O. brake does not ment pressure replace if necess-
ary
apply
piston jammed replace out-of-set-

ting valve springs
piston return spring code no. 2.4019.373.1

released spring mm 61.5
loaded spring - kg 75.7 (Nm 742) mm 30
- kg 79.7 (Nm 782) mm 28
hydraulic system valve springs code no. 2.4019.179.1

no. of springs used 2
loaded spring - kg 3.6 (Nm 35) mm 44.6
- kg 4.6 (Nm 45) mm 39.5
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controls 6
hydrostatic steering 63
no. 290.6310.4/10 Danfoss type
General information
There in no direct mechanical connection between the wheels and the steering wheel and therefore no vibration can
reach the driver.
Turning the steering wheel operates a rotary distributor connected to an oil flow control shutter permitting the pressure
oil to be directed to the hydraulic cylinder in the amount necessary to provide the desired steering action.
The steering system is an open-centre reactive type: the user can directly feel the steering response on the steering
wheel and perform a prompt correction of the driving direction.
In addition, the remarkable wheel caster angle will help increase the wheel self-centering effect as the wheels will
automatically get in a straight line when the steering wheel is released.
The hydraulic circuit is fully independent. The oil drawn from the gearbox flows first through a high-delivery filter before
being routed under pressure to the distributor by a pump constantly in mesh driven by the engine and fitted on gearbox
left-hand side.
Two powerful single-acting cylinders, connected to the front wheel hubs, ensure the thrust necessary to steering under
any working conditions.
Oil returning from the power steering unit is cooled by a radiator in the engine compartment and then directed to the
unit piloting the electrohydraulic controls and sole function to lubricate the gearbox.
Moreover this system offers the advantage that the tractor can be driven also in the event of either a pump failure or
an engine stop. A valve within the distributor will allow the oil to be drawn from the discharge circuit through the oil
control shutter, whenever a pressure drop occurs in the pump delivery circuit.
hydraulic directional control valve

p/n 290.6310.4/10
type of valve OSPC 80 OR open centre with feedback control
relief valve setting (bar)
150
clearance between spool and sleeve (mm) 0.03
turns of steering wheel before road wheels respond
- engine running 0° - 2°
- engine at standstill 0° - 6°
steering cylinders (single acting)

working stroke of piston rod (mm) 171
rod diameter (mm) 2WD 42
4WD 50
pushing force (kN) 2WD 13,6
4WD 19
steering wheel turns to full lock 2.17
tightening torques
valve cover securing screws (Nm / kgm) 29 / 3
cylinder securing bolt (Nm / kgm) 155 /16
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6 controls
63 hydrostatic steering
Steering pump
Clean all component parts of the pump thoroughly, using petrol.
Check that the gears are not unduly worn, otherwise repalce.
Directional control valve

Clean all parts of the valve thoroughly.
Check, utilizing a comparator for internal dimensions, that the
clearance between spool and sleeve (A - B - Fig 1) is no greater
that 0.03 mm: otherwise replace.
The two components are not available separately as spare parts.
Check the setting of the pressure relief valve.

Couple pressure gauge 5.9030.513.0 by means of adaptor
Fig. 1 - Fit diameter between internal and external 5.9030.579.0 to the fitting of the left hand steering cylinder (as
elements of the control valve.
indicated in fig 2).
Start the engine and allow to idle for a few minutes; then, with the
steering on full right hand lock, turn the wheel further until the hand
of the gauge stabilizes at around the maximum pressure. If this is
different to the maximum operating pressure (150 bar), adjust the
setscrew (A - fig 10, page 300) of the valve until the requisite value
is re-established in the circuit.
Repeat the same sequence of operations with the pressure gauge

and adaptor fitted to the right hand steering cylinder, this time on
the left hand lock.
Fig. 2 - Testing pressure in the hydraulic steering

circuit.
A fitting
B cylinder Bleeding the hydraulic circuit
Start the engine and allow to idle at minimum rpm.
Loosen the two fittings at the cylinder and turn the steering wheel
each way until oil emerges devoid of air bubbles.
Assembly of orbital pump unit

Locate the rotor A in the stator B as illustrated, making certain that
the pin C is perpendicular to the plane x - x of the valve body as
indicated in fig 3.
Fig. 3 - Correct assembly of orbital pump unit
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Steering wheel shaft

Verify the integrity of the steering column, and in particular, make
certain that the surfaces of the bearings are not scored, also that
the splines are neither damaged nor showing signs of excessive
wear.
Do not grease or oil the bearing inside the sleeve.
Check that the steering column rotates freely, without sticking, but
also without excessive play.
Before refitting the rubber boot A (Fig 4), smear the steering column
B with the specified grease at the position indicated in fig 4.
Having tightened all components, check that the steering wheel Fig. 4 - Section through steering wheel shaft
continues to operate correctly even when at its two height adjust- A Rubber boot
ment limit positions (fully raised and fully lowered). B Steering column
Steering cylinders
Clamp the cylinder in a vice and withdraw the piston E (fig. 7);
If necessary, remove the circlip F (fig. 8) from its groove with the
aid of a suitable tool to allow withdrawal of the ball end G (fig. 8).
If necessary, remove the seal (C - fig. 7) from the cyilinder with

the aid of a screwdriver. Fig. 5 - Steering column.
A Bearing
B Sleeve
A - Shock valves for reversible

driving position
B - Anticavitation valves
C - Pressure relief valve
(150 bar)
D - Emergency steering check
valve
E - By-pass valve (redirects
return flow to inlet)
F - Orbital pump unit
G - Directional control valve
Fig. 6 - Components of directional control valve.
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Fig. 7 - Single acting cylinder.

A Cylinder
B Rod guide
C O-ring
D Wiper Servicing
E Piston
F Circlip Verify the integrity of the O-ring and wiper seals. Replace any
G Ball end components showing signs of wear or damage.
Inspect the sliding surfaces both of the rod and of the cylinder for
signs of scoring, heavy wear or any kind of damage; if any of these
are discernible, replace the affected component.
Check for correct operation of the ball end, ensuring that it betrays
no signs of heavy wear, scoring or oxidation, the presence of
which dictates replacement.
Lubricate the wiper seals and ball end with care.
Reassemble the cylinder, repeating the dismantling operations in

reverse sequence.
Fig. 8 - Ball joint.

F Circlip
G Ball joint
Fig. 9 - Section through single acting cylinder.

A Cylinder D Wiper G Ball end
B Rod guide E Piston
C O-ring F Circlip
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Instructions for the

hydrostatic steering
distributor assembly
1 - Insert the spring set (blue) as shown 2 - Insert first the two external spring
in figure. blades into the rotary distributor and
subsequently the two internal ones.
3 - Press the spring blades to align in 4 - Reassemble the rotary distributor. 5 - Act on springs in such a way they are
centre position. prevented from projecting outwards with
respect to the rotary distributor outside
surface.
6 - Fit the spacer onte the distributor. 7 - Insert the drive pin into the cylinder. 8 - Install the axial bearing following the
assembly order shown in next figure.
9 - Axial bearing installation. 10 - Use no. 5.9030.480.0 tool to fit the 11 - Insert the O-ring after fitting the tool
seal ring. sleeve into the distributor case.
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12 - O-ring as installed on the plug. 13 - Insert the O-ring into the sleeve and 14 - Pull out the tool.
press until it is fully inserted.
15 - Insert the distributor from the bottom 16 - Press the distributor until the plug is 17 - Turn the distributor case upside
trying to make installation easier alter- pushed out of the opposite side. down holding the rotary distributor in
nately rotating in both directions. place and iserting the shunt valve as
indicated by the arrow in figure.
18 - Screw down the valve grub screw 19 - Insert the balls as shown by the 20 - Insert the two pins in the same
in its seat. arrow. positions as previously shown.
21 - Fit the seal ring in the related seat. 22 - Fit the spacer in such a way the 23 - Insert the drive shaft in the distribu-
holes in it are in the same line as the tor so that the notching may engage into
corresponding grooves. the pin in a position being parallel to the
distributor face.
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24 - Place the fork as shown in figure so 25 - After inserting the two O-rings 26 - The rotor should be placed to the
as the drive shaft may be held in posi- properly lubricated into the oil flow con- stator and then swiveled with regard to
tion. trol shutter fit the stator positioning as the drive shaft as shown in figure.
shown in figure.
27 - Place the spacer ring. (only for 28 - Install the pin screw in the special 29 - Fit the cover.
those models which the spacer is fitted). hole (the ball valve hole).
30 - Fix the cover with the securing 31 - Fit the seal ring. 32 - Insert the seal ring into its seat.
screws by tightening to the recom-
mended torque.
33 - Install the pressure relief valve. 34 - Insert the spring. 35 - Fit the pressure relief valve cap
screw.
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A - pressure relief valve E - emergency steering check valve P - pump

B - check valve F - return flow T - tank
C - from pump L - to left hand cylinder
D - anticavitation valve R - to right hand cylinder
Fig. 10 - Distributor cross-section.
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1 - oil to the main pump 4 - oil trapped in closed circuit 7 - right-hand rotation
2 - oil to the flow control shutter 5 - oil in the discharging line 8 - left-hand rotation
3 - oil to the steering cylinder 6 - oil in the aspirating line 9 - neutral position
Fig. 11 - Reactive-type, open-centre hydraulic distributor schematic diagram.
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68 mechanical controls
Mechanical controls
Given the constructional simplicity of these controls, a sequence of drawings is given here illustrating the single
component parts of each one.
Only certain of these require any adjustment, in which case reference is made to the chapter covering the assembly
with which the control is associated.
Fig 1 - Mechanically operated P.T.O. clutch

Fig 2 - Economy P.T.O. selector - external linkage
Fig 3 - Economy P.T.O. selector - internal linkage
Fig 4 - P.T.O. selector
Fig 5 - Live P.T.O. control linkages
Fig 6 - Four wheel drive selector
Fig 7 - Mechanically operated front differential lock
Fig 8 - Throttle control linkages
CAUTION: It is important that linkage rods with an adjustable clevis are adjusted in such a way that the associated
control levers can complete their full travel between maximum and minimum positions without impediment.
Fig. 1 - Mechanical operated P.T.O. clutch.
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mechanical controls 68
Fig. 2 - External selector linkage for Economy P.T.O. (for adjustment procedure see chapter 36 - power take-off).
Fig. 3 - Internal selector linkage for Economy P.T.O. - SILVER 80 - 90 (for adjustment procedure see chapter 36 - power take-off).
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Fig. 3 /A - Internal selector linkage for Economy P.T.O. - SILVER 100.4 - 100.6 (for adjustment procedure see chapter 36 - power take-off).
Fig. 4 - P.T.O. 775/1000 rpm selector (Economy P.T.O.) - SILVER 80 - 90 (for adjustment procedure see chapter 36 - power take-off).
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Fig. 5 - P.T.O. 775/1000 rpm selector (ECONOMY P.T.O.) - SILVER 100.4 - 100.6.
Fig. 6 - External selector linkage for live P.T.O.
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Fig. 7 - Internal selector linkage for live P.T.O. syncro.
Fig. 8 - External selector linkage for 4WD.
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Fig. 9 - Internal selector linkage for 4WD.
Fig. 10 - External mechanical linkage operating front differential lock.
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Fig. 11 - Internal mechanical linkage operating front differential lock. A mechanical B - electrohydraulic (for
adjustment procedure see page 327).
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Fig. 12 - Mechanical type throttle control linkage. (For adjustment procedures see pages 60 - 61).
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68 electro-hydraulic controls
Electrohydraulic controls
Electrohydraulic controls allow the driver to work less laboriously, as the tractor is made easier to handle.
Electohydraulically controlled functions can be operated effortlessly, with swiftness and precision.
Front and rear differential locks

The differential locks are operated by pressing the relative button on the console to the right of the driver; the button
will remain depressed, with the built-in indicator alight.
Engagement of the differential locks is also confirmed by a dedicated indicator at the Check Panel.
To release the locks, simply press the button a second time.
Four wheel drive

Four wheel drive is engaged by pressing the relative button on the console to the right of the driver; the button will
remain depressed, with the built-in indicator alight.
Engagement of four wheel drive is also confirmed by a dedicated indicator at the Check Panel.
To disengage four wheel drive, press the button a second time (release the accelerator pedal before pressing the
button to deselect four wheel drive, as this will facilitate disengagement; both the ON and OFF states are indicated at
the check panel).
SBA System (installed only on machines with cab)

The SBA System is activated by pressing the AUTO button. This system pilots the operation of the differential lock
and the four wheel drive functions automatically, taking priority over the relative electrohydraulic controls (see also
chapter on SBA System, which contains a description of how the two functions are interlocked).
An indicator incorporated into the AUTO button lights up when the system is activated.
Front power take-off

The electrohydraulically operated front P.T.O. clutch is engaged by pressing the relative button, positioned on the
console to the right of the driver. The button is self-locking and has a built-in indicator that lights up to denote the
activated condition. Pressing a second time disengages the clutch.
Engagement of the front P.t.o. is also confirmed by a dedicated indicator at the Check Panel.
Rear power take-off

The rear P.T.O. clutch can be either mechanical in operation (illustrated in the previous heading), or electrohydraulic,
and is engaged by pressing the relative button positioned at the console on the driver’s right. The button is self-locking
and has a built-in indicator that lights up to denote the activated condition. Pressing a second time disengages the
clutch.
In addition to the button illumination, the engaged condition is confirmed by relative indicator at the Check Panel, where
further indicators also give the current operating speed of the P.T.O. shaft.
Transmission
With Agroshift, the driver can modify the speed given by each ratio selected with the range and gear shift levers,
across a band of three adjustments: - - The changes are made electrohydraulically, without operating
any pedals, but simply by pressing a button mounted to the knob of the gearshift lever.
The Agroshift system utilizes a set of three multiple disc clutches.
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electro-hydraulic controls 68
Configuration of systems
1 - Machine with electrohydraulic controls operating differential lock, four wheel drive and power take-off, and
equipped with AGROSHIFT.
Lubrication
Lubrication
From radiator
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2 - Machine with electrohydraulic controls operating differential lock, four wheel drive and power take-off, not
equipped with AGROSHIFT.
Lubrication
From radiator
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3 - Machine with mechanical controls
Lubrication
From radiator
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Specifications
Solenoid operated valve controlling four wheel drive engagement, differential lock and equipped with
AGROSHIFT - machine without SBA SYSTEM.
max. delivery max.

rate pressure
part number dimensions l/min bar
2.3719.670.0 12 210
Before tightening the lock nut, smear the thread with LOCTlTE 242 (blue).
Fig. 1 - Selenoid valve.
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Solenoid operated valve controlling the rear P.T.O. clutch.
max. delivery max.

rate pressure
2.3719.680.0 12 210
Fig. 2 - Solenoid valve.
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Solenoid operated valve controlling four wheel drive engagement - machine with SBA SYSTEM.
max. delivery max.

rate pressure
2.3719.690.0 12 210
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Solenoid operated valve controlling the front P.T.O. clutch.
max. delivery max.

rate pressure
007.5339.0/10 12 210
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Hydraulic power unit (machine with SBA SYSTEM).
A - desengagement
B - engagement
Fig. 5 - Hydraulic power unit operating diagram - machine with SBA SYSTEM.
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Hydraulic power unit (machine without SBA SYSTEM).
Brake PTO
A - desengagement
B - engagement
C - from hydrostatic steering
D - to gearbox lubrication
Fig. 6 - Hydraulic power unit operating diagram - machine without SBA SYSTEM and with pressure control valve.
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A - oil filter O - rear P.T.O. clutch

B - oil pump P - oil filters
C - resonators Q - hydraulic pump
D - AGROSHIFT R - hydraulic trailer brake control valve
E - power steering directional control valve S - auxiliary spool valve
F - steering cylinders T - hydraulic circuit for electronic type lift system
G - heat exchanger U - lift cylinders
H - pressure control valves assembly V - front lift load holding valve
I - transmission lubrication Y - front lift cylinders
L - hydraulic power unit Z - pressure control valve
M - differential lock X - front lift shock valve
N - four wheel drive coupler
Fig. 7 - Hydraulic circuit diagram for machine equipped with electrohydraulic controls.
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Lubrication
Lubrication
Lubrication
Inlet
Lubrication
Fig. 8 - Agroshift solenoid valves - Engagement of LOW clutch.
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Lubrication
Lubrication
Lubrication
Inlet
Lubrication
Fig. 9 - Agroshift solenoid valves - Engagement of MEDIUM clutch.
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Lubrication
Lubrication
Lubrication
Inlet
Lubrication
Fig. 10 - Agroshift solenoid valves - Engagement of HIGH clutch.
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Fig. 11 - Hydraulic circuit diagram for machine not equipped with electrohydraulic controls.
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A - oil filters
B - oil pump
C - oil filter
D - auxiliary spool valve
E - hydraulic circuit for mechanical type lift system
F - lift cylinders
G - hydraulic pump
H - power steering directional control valve
I - resonators
L - pressure control valves assembly
M - valve mounting
N - rear P.T.O. clutch
O - rear P.T.O. clutch directional control valve
P - steering cylinders
Q - heat exchanger
R - transmission lubrication
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Rear differential lock control cylinder for machines

not equipped with SBA SYSTEM
The rear differential lock is operated by a single acting cylinder;

the release movement is produced by the action of return springs
which expand when the cylinder depressurizes.
To remove the cylinder from its mounting, disconnect the oil fitting
and release the lock nut A.
When refitting the cylinder, check that the circlip B is properly

seated in its groove, then tighten the lock nut fully.
Check also that the lock engages with travel of approximately 12

mm (see fig 14 and fig 15).
Fig. 12 - Four wheel drive control system (ma-

chine without SBA System).
Fig. 14 - Rear differential lock control cylinder for machines not equipped
with SBA SYSTEM.
Four wheel drive disengagement cylinder for ma-

chines not equipped with SBA SYSTEM.
Four wheel drive is disengaged through the agency of a single
acting cylinder brought into operation when the function is not
required.
When four wheel drive is selected by pressing the relative button,

the solenoid valve causes oil to exhaust from the hydraulic control
circuit; in this situation, the return spring is able to expand and
apply the coupler.
Fig. 13 - Single acting cylinder for disengagement

of four wheel drive.
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Adjustment of front and rear differential lock control mechanism for machines not equipped
with SBA System
Adjust the yoke A and the lock nut B to obtain a preload on the spring C such as will give a clearance X that allows
contact with the piston E (with spring D attached), when this is positioned flush with surface F in the electrohydraulically
operated version, and a projection of 18,5 mm in the mechanically operated version; check also that the shoes of the
yoke do not rub against the sides of the coupling sleeve.
For adjustment of the coupler, refer to the chapter on four wheel drive with SBA System.
Fig. 15 - Front and rear differential lock control linkage for machines not equipped with SBA System.
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Adjustment of four wheel drive control linkage for machines not equipped with SBA
SYSTEM
Disconnect the four wheel drive engagement spring A and adjust the yoke B in such a way that the pivot C can be
inserted with the lever D forced in the direction indicated by the arrow and with the piston E drawn downwards.
Fig. 16 - Four wheel drive engage/disengage controls for machines not equipped with SBA system.
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multifunction control unit 68
MULTIFUNCTION CONTROL HANDSET (only available for machines equipped with electronic lift and engine with
electronic rpm control).
Fig. 1 - Multifunction control unit

1 - MAXIMUM memory storage and recall
2 - Temporary memory/storage and recall
3 - MINIMUM memory storage and recall
4 - Precision engine speed regulator
5 - Permissive pushbutton
6 - Memory engaged lamp and ISOCRONA speed regulator
7 - Lower rear lift
8 - Raise rear lift
9 - AGROSHIFT increase gear change
10 - AGROSHIFT lower gear change
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68 multifunction control unit
THE MULTIFUNCTION CONTROL UNIT IS FITTED TO THE RIGHT ARM REST OF THE DRIVER’S SEAT.
The unit controls:

the engine
the transmission
the rear lift
ENGINE CONTROLS
Memory setting
Buttons 1, 2, 3 (in the top of the unit) and 4 (on the side; see Fig. 1) control the storage and recall of two non-volatile
memories, M1 and M2 (retained even when the machine is turned OFF), and one volatile memory. The lamp (6) (see
figure 1) indicates when the memory is engaged and the maintenance of constant engine speed.
To operate, proceed as follows:

Press button 3 (M1) (see Fig.1), for more than 3 seconds to memorise the current engine speed. The lamp will flash
to indicate that the information has been stored, then will remain on. The memory will not store engine speeds exceeding
1,500 rpm; the system will refuse to memorise, the current value will not be altered and the lamp will not change status.
Press button 1 (M2) and hold for three seconds to permanently memorise the current engine speed. The lamp will
flash to indicate that the information has been stored, then will remain on. The memory will not store engine speeds
below 1,500 rpm; the system will refuse to memorise, the current value will not be altered and the lamp will not change
status.
Press M1 and button 5 (PERMISSIVE) and hold at the same time to recall the previously stored engine speed and to
proceed with constant engine speed regulation. The lamp will indicate engagement of the function.
Press and hold M2 and PERMISSIVE at the same time to recall the previously stored engine speed and to proceed
with constant engine speed speed regulation. The lamp will indicate engagement of the function.
Press button 2 (ON/OFF) when lamp is off to memorise temporarily the current engine speed and to proceed with
constant engine speed regulation. The lamp will indicate engagement of the function.
Press the ON/OFF button when lamp is on to erase all memories. The lamp will go out, constant engine speed regulation
will be disengaged; speed will by determined by the pedal accelerator (the engine will drop to idling speed when the
pedal is released).
Manual engine speed regulation

Turn the wheel 4 (fig. 1) on the side of the control unit to regulate engine speed manually.
— turn the wheel clockwise to increase current engine speed
— turn the wheel counter clockwise to reduce current engine speed.
Speed is regulated regardless of stored memories. The control system will check regulator movement and speed of
wheel rotation; engine speed will increase in relation to the amount and speed of regulator movement by the operator.
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Transmission control
Buttons 9 and 10 (see Fig. 1), respectively increase and decrease gear ratio in the AGROSHIFT gearbox.

Press pushbutton 9 to increase the gear change. To change gear up again, release button and press again. Once the
highest gear has been reached, this status will be maintained even if the button is pressed again.
Press pushbutton 10 to gear down. Follow above procedure to continue gearing down.
Bear in mind that the AGROSHIFT gear will not change with the movement of the gear lever.
The gear is all way set to"TORTOISE" speed when the engine is turned ON.
Rear electronic lift control

Press buttons 7 and 8 to control rear lift arm movement.

Press button 8 to raise lift to maximum or limited height. Once raised, the lift will not change position even if the button
is pressed again.
Press button 7 (Fig. 1), for less than 0.5 sec. for lift control mode. The lift arms will be lowered until control system
balance has been reached. Hold button pressed for Float mode; release button to return to control mode. Control
buttons will only function if lift control system has been unlocked prior to operation.
Fig. 2 - Multifunction control handset.
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68 multifunction control unit
Fig. 3 - Seat armrest and multifunction control handset.
Assembly of seat armrest with multifunction control handset (Fig 4)

Fix the bracket A to the support B, utilizing the washers C and the lock nut D, then torque the nut to 10 Nm (1 kgm
approx).
Fit parts E - F - G and tighten the nut H, so that the lever E allows relative movement between the bracket A and the
support B when in position X and disallows movement when the lever is in position Y.
Fitting the multifunction control handset to the armrest (Fig 4)

Fit the outer section L to the bracket N by means of the screws M. Offer the inner section O to the outer section L,
positioning it in the intermediate longitudinal part. Secure both sections to the armrest P together with the spacer Q
by means of the screws R, having first smeared the threads with Loctite 242.
Make certain that the cable S is positioned correctly as indicated in fig 4.
Fitting the armrest to the seat (Fig 4)

Fit parts T - U - V - Z - J - W in sequence to the bracket I, which is preassembled with the seat.
Apply a restraining torque of 5 Nm (5 kgm) to the front end of the armrest and tighten the lock nut K to the point at
which the armrest can no longer be turned.
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Fig. 4 - Fitting the multifunction control handset to the driver seat.
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71 performance monitor
Data Monitor
Fig. 1 - Data monitor

1 - Ploughing depth pushbutton
2 - Engine speed pushbutton
3 - PTO speed pushbutton
4 - Vehicle speed pushbutton
5 - Area worked
6 - Work time
7 - Distance covered
8 - Reset (for function 1, 5, 6, 7 only)
9 - INFO selection pushbutton (data monitor function)/PAR (lift function
parameters) - This pushbutton allows the exit from the current display.
10 - Implement width pushbutton
11 - Slip scale (percentage)
12 - Display area
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performance monitor 71
The DATA MONITOR is located on the driver’s instrument panel.
This unit displays various information concerning the tractor (speed, rpm, wheel slip, etc.) and performs work quantity
calculations.
The data display provides data concerning tractor operations, and allows the operator to read and also vary the function
parameters of the electronic control unit.
The DATA MONITOR is enclosed in a plastic housing. The front panel features a 128 x 64 pixel graphic display and
10 pushbuttons, and is tilted towards the operator to facilitate read-out.
Both the display and the keypad are illuminated for use at night.
A 20 pin connector for hooking up to the electric circuit of the tractor is situated on the rear panel of the unit, which is
also connected to a series of sensors and electronic control units installed on the tractor.
The system has two distinct functions:

— as a tractor DATA MONITOR
— as a data terminal for connection to the control unit.
DATA MONITOR
The monitor displays the following data:
Engine speed
Vehicle speed
PTO speed
Ploughing depth
Wheel slide
Distance covered
Ploughing area
Work time
Each function (excepting slide which is constantly displayed) is selected by pressing a specific pushbutton. The last
three listed functions can be reset by pressing the Reset button.
Data concerning area worked and work time are updated only when the implement connected to the rear lift is in
operating position (i.e. below the pre-set limit).
Many functions are available in either the metric or the imperial system, according to preference. The measurement
system used is displayed next to the read-out and symbol.
An icon reproducing the symbol on the select buttons helps the operator to identify the function data displayed.
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The monitor displays 4 measurement values in the following order:

A BAR GRAPH with data relating to slip in the top part of the screen.
These data are constantly displayed.
Three numerical displays are arranged in the lower part of the screen; the lowest display is larger than the other two.
Press a pushbutton for the relative data to appear in enlarged form at the bottom of the display; previously displayed
data will move upwards on the screen, while the uppermost value will disappear.
Engine speed
The control unit receives information regarding engine speed from the engine speed sensor.
The information is given in rpm in four digits; the least significant is always zero (i.e. XXX0).
Vehicle speed
Radar and gearbox sensors provide this information on the data monitor. Information supplied by the Radar (if present
and operative) will be used to calculate speed; otherwise the gearbox sensor will be used.
Speed is displayed in km/h or in MPH, depending on the constant P5 setting, and in three digits, the third being a
decimal (i.e. XX.X).
PTO speed
The monitor displays the rear power-take-off (PTO) speed in relation to engine speed.
Three sensors on the PTO levers inform the control unit whether rotation is at 540 rpm, or ECO rpm, or 1,000 rpm,
thereby allowing correct speed calculation.
The value is displayed in 4 digits, the least significant of which is always zero (XXX0).
Slip
Comparison of the speed detected by the Radar and the gearbox sensor gives the slip percentage.
This information is given in the form of a BAR GRAPH at the top of the display.
The scale is between 0% and 50% by steps of 2%, and is situated above the display monitor.
Area worked
The area worked can be expressed in hectares or acres, depending on the P5 setting, and is displayed in 4 digits (of
which the last two after the decimal point, i.e. XX.XX).
The value increases only when the implement is in a lowered position.
To reset: press the reset button and hold. The 4 digits will flash for three seconds, then the display will return to zero.
This procedure only applies when a area worked value is displayed at the bottom of the monitor.
Implement width
Implement width must be set before the area worked can be calculated.
Press the relevant pushbutton on the keypad to visualise width information. Use the "arrow right" and "+" buttons
(suitables respectively with 5 and 7, see Fig. 1 to page 334), to move from one digit to another; increase the value selected.
Width is displayed in centimetres or inches.
The constant is given in four digits, the last of which after the decimal point (i.e. XXX.X).
The current implement width is displayed on the monitor.
Follow the instructions given to leave the mode. Memorise the new data as necessary.
If the mode is not left within 10 seconds of the last data entry, the system will automatically commute the information
to standard display, without accepting the latest data entries.
Work time
The monitor displays the time spent since the last display reset. The data counter will only increase when the implement
is in a lowered position.
The time value is given in 4 digits, with a colon separating hours from minutes (i.e. HH:MM).
Follow the procedure described for area worked to reset.
Distance covered
This value indicates the distance covered since resetting.
The measurement is in metres or yards, and is given in four digits (XXXX).
The distance counter increases regardless of the position of the lift.
Follow the procedure described for "Area worked" to reset.
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data monitor 71
Ploughing depth
This function measures the relative movement of the lift arms, commencing from the reference height configured by
the operator. Reference height is established by resetting the ploughing depth counter when the lift arms are positioned
at the desired height.
Follow the procedure described above to reset.
Depth is displayed in centimetres or inches, and in given in four digits, the last of which after a decimal point (XXX.X).
If the lift arms are above the reset value, a zero value will be displayed.
Personalizing the operation of the Performance Monitor

To customize the operation of the Performance Monitor, the programming functions must be accessed by pressing
and holding INFO/PAR (Performance Monitor/Data Terminal) when the ignition key is turned to power up the system.
The list of internal programs will be displayed.
The "down arrow" key (6, fig 1) can now be used to move cyclically through the programs and the functions contained
in each one, and the "right arrow" key (5, fig 1) to position on the digits of the values displayed. Pressing the "+" key
(7, fig 1) increases the value of the selected digit.
A newly entered value is saved by pressing the [ ← ] key (8, fig 1).
To quit, press "INFO/PAR" (9, fig 1).
LIST OF FUNCTIONS PROGRAMMED INTO THE PERFORMANCE MONITOR
Engine speed
One impulse per 10 revs
Radar
(RADAR impules per 100 metres)/2
Wheel speed sensor

(Impulses per 100 metres)/4
Language
Italian
French
English
Spanish
German
Portuguese
Unit of measure
metric
imperial
PTO/Engine ratio
Engine RPM : 540 RPM PTO
Data terminal
In this configuration, the Performance Monitor functions as a terminal by which certain operating parameters of the
electronic lift control unit can be displayed graphically and updated using the keys.
The switch from Performance Monitor to Data Terminal mode is effected by pressing the INFO/PAR key at the top
right of the panel.
Each time the key is pressed, the system will toggle from one mode to the other. The system will always default to
Performance Monitor mode when powered up.
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Setting up the Performance Monitor

For the Performance Monitor to operate correctly, a number of parameters must first be entered so that the system
can be tailored to suit the configuration of the tractor on which it is installed.
These parameters are accessed by turning the ignition key while pressing and holding the INFO/PAR key positioned
at the top right of the panel.
The following menu will appear:
PARAMETERS MENU
LANGUAGE
PARAMETERS
PTO CONSTANTS
CONTRAST
INFORMATION
[ ↓ ] : [ ← ] INFO
The [ ↓ ] key (6, fig 1) is used to move from one line to the next; the [ ← ] key (8, fig 1) is used to access the menu
selected.
Pressing "INFO/PAR" (9, fig 1) returns the system to on-board computer mode.
Entering the type of engine.

Select "PARAMETERS" from the parameters menu, then select "Engine make" with the [ ↓ ] key (6, fig 1) and press
[ ← ] (8, fig 1).
A video page with the engine parameter will appear. Proceed to enter the correct parameter, using [ → ] (5, fig. 1) to
move from one digit to another and [ + ] (7, fig. 1) to increase the value of the selected digit.
Having entered the correct value, press "INFO/PAR" (9, fig. 1) to return to the previous menu.
Enter one of the two values listed in the table, according to the type of engine (air-cooled or water-cooled) fitted to the
tractor.
AIR cooled engines WATER cooled engines

155 ( ØØ1551) 129 (ØØ129)
Entering the tyre size

Select "PARAMETERS" from the parameters menu.
Select "Engine make" with the [ ↓ ] key (6, fig 1) and press [ ← ] (8, fig 1).
A new video page will appear showing the value of the wheels parameter.
Proceed to enter the correct parameter, using [ → ] (5, fig 1) to move from one digit to another and [ + ] (7, fig 1) to
increase the value of the selected digit.
Having entered the correct value, press [ ← ] (8, fig 1) to save, then "INFO/PAR" (9 fig. 1) to return to the previous
menu.
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According to the type of tyre fitted, enter the following values:

SILVER 80-90-100.4-100.6 1st version (see serial number to page 133).
80-90-100.4 HP 100.6 HP
Pneus 40 km/h version 30 km/h Pneus 40 km/h version 30 km/h
(or 30 km/h with version (or 30 km/h with version
16.9 x 34 5483 7205 14.9 R 38 5351 7057
16.9 R 34 5483 7205 480 / 70 R 34 5494 7245
18.4 R 30 5673 7455 520 / 70 R 34 5316 7010
18.4 R 34 5305 6971 16.9 R 38 5149 6790
13.6 R 38 5520 7255 480 / 70 R 38 5149 6790
480 / 70 R 34 5483 7205
14.9 R 38 5340 7018
520 / 70 R 34 5305 6971
SILVER 80-90-100.4-100.6 2nd version (see serial number to page 133).
80-90-100.4 HP 100.6 HP
Pneus Version 40 Km/h Version 30 Pneus Version 40 Km/h Version 30
(or 30 km/h with Km/h (or 30 km/h with Km/h
16.9 x 34 4639 6096 14.9 R 38 4527 5971
16.9 R 34 4639 6096 480 / 70 R 34 4648 6170
18.4 R 30 4800 6308 520 / 70 R 34 4498 5931
18.4 R 34 4488 5898 16.9 R 38 4356 5745
13.6 R 38 4670 6138 480 / 70 R 38 4356 5745
480 / 70 R 34 4639 6096
14.9 R 38 4518 5938
520 / 70 R 34 4488 5898
Automatic acquisition of tyre data
When the parameter for a given tyre is not known, the correct parameter can be computed by the system.
To perform this type of operation, access the "PARAMETERS" menu, select "Wheel data” and press the [ ← ] key (8, Fig 1);
When the new video page appears, select "MANUAL” or "AUTOMATIC" with the [ ↓ ] key (6, Fig 1), then press [ ← ]
(8, Fig 1) to confirm.
Press "INFO/PAR" (9 Fig. 1) to return to the previous menu.
If automatic acquisition is selected, the control unit will compute the parameter and then restore "MANUAL".
In order to calculate the correct value automatically, the computer will wait until such time as the implement is in the
“up” position and the ground speed of the tractor has been maintained above 10 km/h for at least 30 seconds.
Entering the P.T.O.
Select "PTO constants" from the parameters menu.
Access the "Machine type" menu, use the [ ↓ ] key (6, Fig 1) to select the type of tractor, and press [ ← ] (8, Fig 1) to confirm.
Press "INFO/PAR" (9 fig. 1) to return to the previous menu.
Entering the unit of measure system
Units of measure can be displayed in metric or imperial.
The factory setting is metric. If imperial is necessary or preferred, select "unit of measure" from the "PARAMETERS"
menu and press [ ← ] (8, Fig 1).
A new video page will appear: use [ ↓ ] (6, Fig 1) to select METRIC or IMPERIAL, and press [ ← ] (8, Fig 1) to
confirm. Press "INFO/PAR" (9, Fig 1) to return to the previous menu.
Contrast adjustment
This allows adjustment of the BLACK-and-WHITE contrast on the display screen. To effect the adjustment, access
the “PARAMETERS” menu, select "CONTRAST" and press the [ ← ] key (8, Fig 1) to confirm. A set of numbers and
bars will be displayed on the screen. The preferred level of contrast is obtained by pressing [ ↓ ] (6, Fig 1) to reduce
or [ + ] (7 Fig. 1) to increase.
Press [ ← ] (8, Fig 1) to confirm, then "INFO/PAR" (9, Fig 1) to return to the previous menu.
Pressing and holding key 11 when power is supplied to the system, the level of contrast will be as per the factory.
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About the on-board computer

When power is supplied to the system, pressing the "INFO/PAR" key (9, Fig 1) will bring up a video page showing
essential information about the type of program installed.
Verifying correct operation of the Performance Monitor

Press "INFO/PAR" and execute the following procedure:
If the computer has been powered up for less than 30 seconds, a “please wait” message is displayed; thereafter, the
video page illustrated above will appear.
If the page in question does not appear, conversely, this means that there is a problem in the interface with the lift
system, and the connections between the two units must therefore be checked over.
LIGHT SOIL
MEDIUM SOIL
HEAVY SOIL
MIN WHEELSLIP
MED WHEELSLIP
MED / MAX WHEELSLIP
[ ↓ ] : [← ] INFO
PERFORMANCE MONITOR RETROFIT PROCEDURE

Parts required:
PERFORMANCE MONITOR p/n 009.7680.0
BLANKING PLUG p/n 010.0839.4
EPROM for machines equipped with SBA System p/n 010.2090.2 sw 1.00
EPROM for machines not equipped with SBA System p/n 010.2090.0 sw 1.00
PLASTIC CLIP
To ensure correct installation of the equipment, observe the following directions with due care and attention:
1 - Remove the electronic lift control unit (1, fig 3 - page 246) from its slot. Remember when carrying out this step
that the unit is retained by means of a snap fit.
2 - Disconnect the unit from the electrical system of the machine by rotating the black multiway connector.
3 - Unfasten the 6 securing screws of the rear cover and locate the printed circuit board to enable replacement of
the EPROM with the new type.
This involves removing the plastic clip by which the EPROM is secured to the base.
Caution: Before installing the new EPROM, check that it is marked with the letters SBA, in the event that the machine
is equipped with SBA system; similarly, if the vehicle is not equipped with the system, the EPROM should not be
marked SBA.
— Position the new EPROM, with the notch on one of the two shorter sides facing toward the microprocessor (the
flat square component alongside). Care must be taken when positioning, to ensure that all contacts are aligned
with the respective sockets.
— Refit the cover and reconnect the unit to the original wiring harness.
— Looking through the slot which houses the control unit, locate the white multiway connector coupled to the wiring
of the lift system only (see electrical diagram of sheet 9 in electrical systems chapter).
— Remove the blanking plug from the Performance Monitor bay, withdraw the connector identified previously and
plug into the Performance Monitor; now insert the Performance Monitor into the bay, applying pressure sufficient
to snap the case into position.
— Insert the lift control unit into its slot.
— Insert the blanking plug (supplied with the kit) to the right of the Performance Monitor.
— Proceed with setup operations, following the directions given on page 338.
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Platform
Fig. 1 - Internal claddings of instrument panel. Fig. 2 - Brake and clutch pedal bracket.
Fig. 3 - Structure of the platform.
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Cab
The cab responds to international standards in terms both of safety and of internal noise levels. The enclosure is
equipped with ventilation, heating and air conditioning systems.
Versions available are:
— Cab with ventilation and heating
— Cab with ventilation, heating and air conditioning
Fig. 4 - Structure of cab. Fig. 5 - Cab mounts.
Fig. 6 - Front window glass and seals. Fig. 7 - Cab doors.
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Fig. 8 - Rear window. Fig. 9 - Side windows and rear window.
Fig. 10 - Cab roof. Fig. 11 - Screenwash pump and liquid container.
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Directions for fitment of windscreen and bulkhead glass
Preparation of surfaces
Clean the edge of the glass thoroughly, in particular the part along which adhesive is to be applied, using a cloth
moistened with GURIT-ESSEX VP 4604 degreaser.
Clean the painted surface of the cab body with which the adhesive will make contact, using CHLOROETHENE or
HEPTANE.
Apply GURIT-ESSEX PRIMER 5001 evenly to the degreased surface of the glass, and allow to dry for at least 10
minutes.
Apply GURIT-ESSEX PRIMER 5002 evenly to the cleaned paintwork, and allow to dry for at least 10 minutes.
Applying the adhesive

Cut the triangular applicator nozzle to an isosceles shape measuring approximately 10 mm across the base and 15
mm high.
Apply the adhesive, GURIT-ESSEX BETASEAL, to the primed surface of the glass.
Squeeze out the adhesive applying uniform pressure and with the gun held in a vertical position.
Position the glass in its seating within 5 minutes, applying pressure uniformly around the periphery until the edge
locates against the spacer lugs.
Sealant
With the windscreen and the two bulkhead glasses in place, two corresponding gaps remain on either side of the
bulkhead. Cover each gap from the inside of the cab with a length of masking tape.
Fill the gaps from the outside with a silicon sealant such as BOSTIK SL 503 (BOSTON).
Thereafter, remove the masking tape.
Seal
Fit the trim seal X as indicated in the diagram attached.
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A - adhesive
C - glass
S - silicone sealant
X - seal
Fig. 12 - Fitting the front window glass.
Fitting the seals for the rear window, side windows and doors
Apply the seal to the edge of the glass, positioning it in such a way that
the bulbous side is directed toward the interior of the cab; the ends should
join in alignment with the bottom hinges, in the case of the doors and
side windows, whereas for the rear window, the join should be located
mid way along the bottom edge. LIQUID RUBBER
Once the entire periphery of the glass has been banded, cut off the
excess rubber in such a way that the two joined ends are faultlessly in
abutment.
Apply liquid rubber compound to the two ends of the seal so that the
internal metal clip will not rust over time.
Insert two rubber connectors p/n 010.1502.0 into the holes of the profile
and stick the two joined ends with an adhesive such as "Bostik 5242/C",
or alternatively " AREXONS UNIVERSAL".
As an alternative to the two rubber connectors, it is also acceptable to
use two lengths of 6 mm sheath for electrical cables and glue the ends
with Loctite 401.
Fig. 13 - Positioning the seals.
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Fig. 13/a - Cab air filter unit.

1 - Air filter
2 - Protective grille.
Cab air filter

Periodically (as dictated by operating conditions): clean the filter.
The 2 knobs retaining the grille also support the filter itself; these must therefore be unscrewed so that the filter can
be removed.
The filter is cleaned as follows:
— blast with compressed air (6 bar max) in the direction opposite to that of normal filtration, until all accumulated dust
has been dislodged;
— wash for about 15 minutes in a solution of detergent and water at 40 °C;
— rinse clean in running water;
— leave to dry naturally at ambient temperature.
Important: the filter must be replaced if damaged, or renewed routinely after cleaning 6 times.
Screen wash
Periodically (as dictated by operating conditions):
check the level of screenwash liquid in the plastic container located at the rear of the machine.
In the event of the jet being rendered defective by an obstruction, this will be remedied generally by freeing the nozzle
outlet with a pin.
If necessary, reposition the nozzle so that the jet strikes the screen at the top of the sweep made by the wiper blade.
It is good policy during winter months to add antifreeze solution to the screenwash liquid, or methyl alcohol.
Warning: it is important that all glass in the cab is kept thoroughly clean.
The rear view mirrors must always be kept clean and properly positioned.
Screen wipers (front and rear)

The wiper blade has a bayonet fitting.
The blade is removed by lifting the catch of the central mounting.
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Fig. 14 - Front screen wiper. Fig. 15 - Rear screen wiper.
Removal of the cab and platform

The machines of this family can be equipped with cab, or with platform only. Directions are given here for the removal
of the cab and platform, as this represents the complete sequence of operations; ignoring the part relating specifically
to the cab, the same directions remain good for a machine with platform only.
PROCEED AS FOLLOWS:
Remove the engine hood and the exhaust silencer

— unscrew the eight bolts by which the hood is secured at front and rear to the end brackets and intermediately to
the air intake duct.
Disconnect the following from the heater unit

— fan unit heater leads.
— fan unit motor leads.
Disconnect the following control linkages:

— throttle (machines with mechanical throttle linkage only).
— fuel cutoff (machines with mechanical throttle linkage only).
Located on the left hand side of the transmission housing and under the cab or platform:
— differential lock pedal (machines without electrohydraulic controls).
— hydraulic lift (machines with mechanically operated lift only).
— P.T.O. clutch (machines without electrohydraulic controls).
— four wheel drive coupler (machines without electrohydraulic controls).
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Fig 16 - Detach the oil suction line between the resonators Fig 17 - Detach the protective casing from the AGROSHIFT
and the power steering control valve, disconnecting at the control valve assembly and disconnect the power leads from
position as illustrated. the solenoid valves (machines equipped with Agroshift only).
Thereafter, disconnect the bowden cable from the handbrake
lever mounted to the right hand side of the transmission.
Fig. 18 - Unplug the two 2-pin connectors from the single 4-pin Fig. 19 - On machines equipped with electrohydraulic control
socket carrying the supply of current (red leads), located at functions, disconnect the leads from the solenoid valves
the front of the cab on the right hand side. operating the P.T.O. clutch, the four wheel drive coupler and
the front and rear differential lock actuators.
Fig. 20 - Unplug the multiway socket at the rear of the cab on Fig. 21 - Reach under the cab on the right hand side and
the right hand side. Then uncouple the control rod connected disconnect the auxiliary spool valve bowden cables.
to the external Up/Down lever (mechanically operated lift
system only).
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Fig. 22 - Position both the auxiliary spool valve bowden cables Fig. 23 - Unplug the multiway electrical socket connected to
and the multiway socket wiring as illustrated, so as to avoid the front of the cab on the left hand side.
snagging or entanglement when lifting the cab.
Fig. 24 - Disconnect the Economy/Standard and live P.T.O. Fig. 25 - Disconnect the oil lines as illustrated:
control linkages at the position indicated in the illustration by - 2 x hydrostatic power steering line;
the arrows. - 2 x oil flow and return lines to and from the oil radiator located
at the front of the engine compartment.
Also, disconnect the front lift oil line.
Fig. 26 - Loosen the clip securing the brake and clutch fluid Fig. 27 - Remove the rubber boots and free the ends of the 3
reservoir and detach the reservoir from the cab. shift levers, loosening the screw at the bottom of each one.
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Fig 28 - Disconnect the oil line of the gearshift clutch circuit. Fig 29 - Remove the bolts anchoring the cab to the front
silent-blocks (left and right hand side).
Fig. 30 - Remove the bolts anchoring the cab to the rear Fig. 31 - Disconnect the front and rear brake oil lines from the
silent-blocks (left and right hand side). Separate Brakes valve, located beneath the cab on the right
hand side.
Fig. 32 - Disconnect the refrigerant lines of the air conditioning Fig. 33 - Sling the cab to a hoist, proceeding as follows:
system at the front right of the cab (machines with air condi- remove the four 12 mm diameter roof bolts and replace with
tioning only). 4 eye bolts.
Using a suitable equalizing beam, lift the cab gradually, by
Remove the battery. small degrees, and disconnect the blocks of the electrical
system located beneath the cab platform.
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Having elevated the cab 10 to 20 cm, disconnect all wiring located under the platform and connected with
components mounted to the body, namely:
— lead connected to electronic lift draft control sensor (if fitted).
— lead connected to electronic lift position control sensor (if fitted).
— lead connected to fuel tank float.
— lead connected to hydraulic trailer brake control valve (if fitted).
— lead connected to engine pickup (machines with electronic rpm control system).
— lead connected to engine rpm sensor(machines with electronic rpm control system).
— lead connected to wheel speed sensor (machines with electronic lift system)
— lead connected to RADAR unit (if fitted).
— lead connected to electronic rpm control actuator.
Remove the cab.
CAUTION: make absolutely certain when lifting the cab that

all wiring, hoses and mechanical linkages have been dis-
connected, and that the structure separates without impedi-
ment from the tractor body.
IMPORTANT: If the fuel tank is also to be removed, discon-

nect the hose from the injection system return pipe.
Fig. 34 - Set the cab down on suitable blocks and proceed

with operations on the vehicle.
Refitting the cab or platform

The cab is replaced by repeating the removal operations
described above, in reverse sequence.
Bowden cables for auxiliary spool valves (see fig 35) are
best connected before repositioning the cab or platform on
the vehicle, as this will simplify operations.
Fig. 35 - Connecting the auxiliary spool valve bowden cables

before refitting the cab to the tractor.
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Electric heater
The heater unit is made in two versions:
— standard version, with power supplied by 65 A alternator and an electronic control unit located in the ventilation
unit.
— cold climate version (for countries or territories typified by low temperatures). Better voltage output is obtained at
low crankshaft speeds by utilizing an 85 A alternator (rated 70 A on data plate) with built-in voltage regulator.
In both versions, a heater alternator provides the power source for a heater unit comprising a resistance element and
an electric fan by which warm air is directed into the cab.
The heater unit is installed under the engine hood and mounted directly to the front bulkhead of the cab, in such a way
that if the cab is removed the heater remains attached. The air conditioning and ventilation unit is completely separate
from the heater, being located in the roof of the cab behind the head lining.
65 A alternator (MARELLI 12V 65A) cod. 2.9439.480.0

85 A alternator (ISKRA AAK5117 12V 70A) cod. 2.9439.470.0
electronic control unit for standard system 98707.69.0
heater resistance element 3200 W
fan nut tightening torque 35 Nm (3,4 kgm)
1 Demister
2 Warm air
3 Air intake
4 Potentiometer
5 Selector / Fan
Components:
A 65A alternator
R heater alternator field coil
E Electronic circuit board

TR Thermistor (NTC resistor)
S Thermal overload cutout
RE Heater element
M Electric fan unit
Fig. 1 - Configuration of “STANDARD” ventilation and heating unit.
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Warnings:
— Always make certain before starting the engine that the heating system is switched off, to avoid overloading the
battery.
— Following prolonged use at full power, the system should not be switched off suddenly but allowed first to run for
a few seconds at the minimum setting so that the heater has time to cool down.
— In the event of the engine being run at minimum rpm for any length of time with the heating system on, select the
minimum heat setting also.
Numbers: 1 - 2 - 3 - 4 - 5 - 6 - 7 - 8 - 9 - 10 denote the connections between the control unit

and the relative wiring (see fig 3 ref T, page 357).
Fig. 2 - Electronic circuit board (control unit) of ventilation and heating unit.
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Diagnostics
Important: to ensure smooth operation, all wiring connections in the cab heating system must be secure, clean, and
free from any traces of rust.
Loose connections or oxidation on surfaces will significantly reduce the effectiveness of the heating system.
The heating alternator drive belt must always be correctly tensioned, to ensure that the alternator receives a
steady input horsepower of 4.5HP approx.
Checks must be carried out employing suitable instruments; the use of makeshift contrivances such as indicator lights
with leads and clips is to be avoided, as these can cause serious damage to the system.
TRACING FAULTS IN STANDARD TYPE HEATING SYSTEM (WITH 65 A ALTERNATOR)
Proceed as follows:
1 - With the engine off, switch on the system by turning the potentiometer control to the initial contact, and adjust the
fan speed control.
— Check that warm air emerges from the outlets, and if not, use a voltmeter to test for power at the fan switch. If there
is no voltage reaching the switch, check the wiring and the connections between the switch and the battery, also
the relative fuses located in the fuse box.
2 - With the potentiometer at the initial contact and the fan on (engine off):
A - Check that the brown lead is connected securely to terminal DF of the heater alternator, and the white lead to
terminal D+ of the heater alternator.
B - Test the voltage between contact 7 (fig 3) and contact 12 (fig 3) of the heating system control unit (printed circuit
board T in fig 3).
The voltmeter should read read the following values:
- potentiometer at minimum setting = 0.5 V

- potentiometer rotated half way =5V
- potentiometer at maximum setting = 10 V
If the voltmeter readings are correct but the system fails to operate as it should, proceed to run the check of paragraph
3; if the system still fails to operate correctly thereafter, run the check of paragraph 4.
3 - Check that voltage registers at the controls, turn the ignition key to the OFF position and disconnect the black lead
from terminal B+ of the heater alternator, then test the resistance between B+ and B-, which normally should be 1
ohm. If the circuit is found to be open, locate the cause. Reconnect the black lead to terminal B+ when done.
4 - With the potentiometer at the initial contact, test the voltage between contact 6 (fig 3) and contact 10 (fig 3), which
is GND, of the printed circuit board at the heating system control unit (T, fig 3). The voltmeter should read 12V.
If this is not the case, check the wiring connections with the fuse box.
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5 - With the potentiometer at the initial contact and fan speed I selected, test the voltage between contact 10 and
contact 12 of the control unit PCB. The voltmeter should read 12V.
If this is not the case, check the connections and the relative wiring between the fan control switch and the
potentiometer. Also, check the connections between the potentiometer and contact 8 of the circuit board.
6 - Verify the efficient operation of the thermal overload cutout. With the potentiometer at the initial contact and the fan
on, test the voltage between contact 9 and contact 10 of the control unit PCB. The voltmeter should read 12V in open
circuit conditions.
Detach the connector from contact 4 of the PCB and place a jumper across the two terminals of the violet leads wired
to the thermal overload cutout. If no voltage registers, with the tester connected to contacts 9 and 10 of the PCB, the
thermal overload cutout must be replaced.
7 - With the potentiometer rotated beyond the initial contact and the fan on, test the voltage between contact 1 and
contact 7 of the heating system control unit PCB, or between the two terminals DF and D- of the heater alternator.
If the voltmeter fails to produce a reading, proceed as follows:
— check the integrity of the fuse mounted to the control unit PCB
— check the wiring and connections between the alternator and the heater unit
— check the operational efficiency of the alternator
If the fault persists, the printed circuit board of the electronic control unit must be replaced.
8 - If when placed between contact 1 and contact 7 of the control unit PCB and the alternator, the voltmeter gives a
constant reading of 5V absorbed even on rotating the potentiometer right or left, this means that either the potentiometer
or the temperature sensor (thermistor) is faulty.
9 - With the engine running at 1000 rev/min and the heating system on (fan operating and potentiometer rotated beyond
the initial contact), test the voltage at terminals B+ and B-, which should register as follows:
- potentiometer at minimum setting = 1 V

- potentiometer rotated half way = 24 V
- potentiometer at maximum setting = 33 V
With the engine at full throttle, a maximum voltage of 52 V should register, although in practice the voltage will vary
normally between 40 and 45 V.
In the event that conspicuously lower readings are observed, check the alternator drive belt, and if necessary the
alternator itself.
10 - A - If the heating system starts up but fails to operate correctly, then either the resistance heater element is
not in good condition, or the wiring connections between the alternator and the heater unit have worked loose.
B - Rotate the potentiometer to the maximum setting and bring the engine to full throttle. If the alternator
output rises to 56 V and then drops suddenly to zero (due to the electronic control unit cutting in), the
system must be reactivated by returning the potentiometer back to zero and then rotating to the right
beyond the initial contact.
The excessive rise in voltage is due either to connections working loose or to a fault at the heater element.
C - If the system produces heat with the fan operating both at speed I and at speed II, but air flow is obtained
only on speed II, this means that there is a short circuit at the speed control diode. Replace the diode.
D - If the system produces heat with the fan operating at speed I but not when the selector is set at
speed II, then the speed control diode is remaining open. Replace the diode.
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Electrical diagram - heating system
Ref Colour Symbol Section Length Function

(mm2) (cm)
1 Brown-black MN 1,5 50 Alternator field coil
2 Grey H 0,8 50 Full power
key 3 Orange C 0,8 60 Potentiometer slider
V Electric fan heater unit 4 Green V 0,8 50 Potentiometer "0"
E Fan heater element 5 Yellow G 1,5 50 Potentiometer positive
I Fan heater switch 6 Black-white BN 1,5 60 Speed switch
D Thermal overload cutout 7 White B 1,5 60 Alternator field +
T Electronic control unit 8 Blue-white AB 0,8 60 Potentiometer strength
P Heater potentiometer
F Thermistor 9 Orange-black CN 0,8 70 Indicator lamp
A Alternator 10 Black N 2,5 60 Ground
Y Heater element 12 Red-black RN 2,5 100 Motor +
Fig. 3 - Electrical diagram - ventilation and heating system.
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Cold climate electrical system
1 - On-off switch
(Two positions, as indicated in the figure alongside).
Pressing the switch, the built-in indicator lights up and the electric fan
will operate at speed I.
On/off switch
Heater fan control switch

(Three positions, as indicated in the figure alongside).
— Switch at position 1 (fan operates at speed I, due to activation of

the on-off switch). Heater fan control
— Switch at position 2 - fan operates at speed II
— Switch at position 3 - fan operates at speed III
Heat control potentiometer

— Rotating the control clockwise around the red sector (beyond the
initial contact), the power input to the heater unit is increased
progressively.
Heat control potentiometer
This type of system is essentially similar in construction to the standard system, but with the following differences:
2 - The potentiometer is coupled directly to the field coil of the heater alternator (this version has no electronic control
unit).
3 - The system incorporates two thermal overload cutouts set respectively at 70°C and 100°C. The first of these
(normally open) serves to prevent temperature peaks in the heater unit when switched off immediately after a
prolonged period of operation; the second (normally closed) functions as the safety device providing thermal overload
protection for the overall system.
NB: If the air flow temperature rises to 70 °C with the fan operating at speed I or speed II, the first thermal overload
device will trip and switch in fan speed III; this will take place even with the ignition key in the OFF position.
A first relay located above the fuse box is connected to the fan control. When the fan control is set to speed I or speed
II, current flows to the fan speed resistor, passing through terminals 87B and 30 of the relay. With speed III selected,
conversely, the relay passes current (12 V) by way of terminals 87 e 30, direct to the fan motor, by-passing the speed
control resistor.
A second relay, also located above the fuse box, is connected to the alternator voltage regulator and will operate
whenever the second thermal overload cutout trips on sensing an air flow temperature of 100°C. The contacts are
wired to cut off the flow of current from the regulator to the field coil.
4 - Whenever the potentiometer is rotated beyond the initial contact, the fan automatically switches in at speed I.
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5 - The alternator has a higher ampere rating. Performance is superior to that of the standard system at speeds of
rotation above 1500 rev/min; at lower speeds the performance of the two systems remains identical.
The alternator is equipped with a solid state regulator that replaces the printed circuit board (the electronic control unit
in the standard two speed system.)
The regulator includes an electronic circuit by which the voltage component of the current output is limited to a maximum
value of 48 Vdc .
6 - Power supply: There are two power lines to the alternator, protected by 15 amp and 30 amp fuses located in the
tractor fuse box.
CAUTIONS: to ensure smooth operation, all wiring connections forming part of the cab heating system must be secure,
clean, and free from any traces of rust.
Loose connections or oxidation on surfaces will significantly reduce the effectiveness of the heating system.
The heating alternator drive belt must always be correctly tensioned, to ensure that the alternator receives a steady
input horsepower of 4.5HP approx.
Checks must be carried out employing suitable instruments; the use of makeshift contrivances such as indicator lights
with leads and clips is to be avoided, as these can cause serious damage to the system.
FAULT DIAGNOSIS
PROCEED AS FOLLOWS:
(The positions of the on-off and fan control switches indicated here refer to the illustrations on page 357)
1 - With the ignition key in the ON position (engine at standstill) and the heater and fan control switch at position 1, the on-off
switch indicator should be alight, the fan in operation and a flow of warm air established. If not, check the wiring and
connections between the controls and the fuse box (wires connected to the 15 A fuse), and inspect the fuse itself.
If the fuse and the connections are found to be in good order, apply a voltmeter to the 6-pin connector near the fuse
box, connecting the “+” prod to terminal 5 (red - 2,5 power) and the “-” prod to terminal 4 (2 black leads - 1, 5), as
indicated in Fig 4. The meter should give a reading of 12 V if the contacts are healthy. If not, other parts of the system
need checking.
Again with the ignition key in the the ON position (engine at standstill) and the heater and fan control switch at position
1, apply the voltmeter to the terminals of the first and second relays (see fig 4) and check that the reading is 12 V. Now
turn the ignition key to the OFF position and disconnect the wiring contacts of the heater switch. With this same switch
at position 1, check with the tester that it passes current and is therefore operating efficiently. This done, reinstate the
contacts.
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2 - With the ignition key in the ON position (engine at standstill) and the heater and fan control switch at position 1, apply
the “+” prod of the voltmeter to terminal 5 (yellow/blue - 1) of the 6-way potentiometer and the “-” prod to terminal 1 (green
lead - 1), as indicated in Fig 4. The reading should be 12 V.
Next, transfer the “-” prod from terminal 1 of the potentiometer to terminal 4 (black/white lead). In the event that the
reading given is other than 12 V, detach the leads from the potentiometer and verify that current passes between
terminals 4 and 5. If not, replace the potentiometer.
3 - With the ignition key in the ON position (engine at standstill), the heater and fan control switch at position 1 and the
potentiometer activated, apply the “+” prod of the voltmeter to terminal 3 (grey - 1) and the “-” prod to terminal 1 (green
lead - 1), as indicated in Fig. 4. The reading should be 12 V. If not, check the alternator relay located at the rear of the
fuse box. Then proceed as in step 7.
4 - With the ignition key in the ON position (engine at standstill), the heater and fan control switch at position 1 and the
potentiometer activated, apply the “+” prod of the voltmeter to terminal 2 (orange - 1) and the “-” prod to terminal 1 (green
lead - 1), as indicated in Fig. 4. The reading should be 12 V.
Turning the potentiometer steadily clockwise, check that the voltmeter gives the following readings:
- Potentiometer at minimum setting = 1 V

- Potentiometer rotated half way = 6 V
- Potentiometer at maximum setting = 12 V
If the voltmeter fails to give a reading, inspect the wiring connections at the potentiometer and check for any traces
of oxidation. Clean if necessary and reinstate.
If the values indicated by the meter are low, check that the heater alternator drive belt is properly tensioned.
5 - With the ignition key in the ON position (engine running at 1000 rev/min), the heater and fan control switch at posi-
tion 1 and the potentiometer activated, test for the correct voltage input at the heater resistance element while rotating
the potentiometer:

If the voltmeter gives no reading, check the wiring connections, which must be sound, clean, and free from any
traces of oxidation.
If the readings are low, check that the heater alternator drive belt is properly tensioned. Recheck the voltage input
at the heater element, this time with the engine running at 2500 rev/min, while rotating the potentiometer. The volt-
meter should give approximately the following readings:

6 - If there is no supply of current from the alternator, stop the engine and disconnect the black lead running from
the alternator to the heating system. Verify the continuity of the resistance with a tester, which should give a read-
ing of 1 ohm or thereabouts; if the value registers high or infinite, then one of the elements is defective.
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7 - With the ignition key in the ON position, the heater and fan control switch at position 1 and the potentiometer ac-
tivated, check that current is reaching the 12-pin connector of the heating unit.
If not, proceed to carry out the following tests:
A - Check the voltage, applying the “+” prod of the meter to terminal 10 (blue/white - 1) and the “-” prod to terminals
4 and 5 (black leads - 1,5), as indicated in fig 4. The voltmeter should give a reading of 6.2 V approx. With the “-”
prod connected to earth, the reading should be 12 V.
B - Check the voltage, applying the “+”prod of the meter to terminal 11 (violet - 1) and the “-” prod to terminals 4
and 5 (black leads - 1, 5), as indicated in fig 4. The voltmeter should give a reading of 6.2 V approx.
C - If the meter fails to give any reading in steps A and B, turn the ignition key to the OFF position, unplug the 12-pin
connector from the heater unit and test for continuity at contacts 10 and 11 of the heater unit; the tester should give a
reading of 0 ohm. Conversely, if the resistance value is infinite, this means that the second thermal overload cutout
(100 °C) has remained open and the corresponding relay is disallowing the passage of current to the alternator field
coil.
8 - Insufficient ventilation (the revolutions of the electric fan unit are clearly affected by a low battery charge):
A - Fan control switch on speed I .

With the ignition key in the ON position (engine at standstill) and the fan control switch at position 1, the voltage at
contact 5 (black/white lead - 1, 5) should be 12 V, whereas the voltage at contact 4 (green lead - 2, 5) must be 6 V.
(These tests must be made with the second prod of the voltmeter connected to earth).
B - Fan control switch on speed II .

With the ignition key in the ON position (engine at standstill) and the fan control switch at position 2, the voltage be-
tween contact 1 (red/black lead - 1, 5) and earth should be 12 V, whereas the voltage between contact 4 (green
lead - 2, 5) and earth must be 8.5 V.
C - Fan control switch on speed III .

With the fan control switch at position III, the ventilation system relay is caused to cut in, with voltage at terminal 87
and contact at the connection of the red/black lead 2, 5 of the fan control switch. As the relay trips, voltage passes
to terminal 30 in association with contacts 1 and 2 of the 12-pin connector.
If the right ventilation is not obtained, test contact 4 (blue lead - 1) of the fan control switch and check that the voltage
is 12 V. Then test relay terminals 85 (brown/white lead - 1) and 86 (red/white lead - 1). If there is voltage registering
at these terminals, the relay cannot operate.
9 - The fan continues to operate at maximum speed whether the ignition key is in the ON or the OFF position (this
should happen only when the temperature of the air flow rises above 70 °C).
A - Unplug the 12-pin connector from the heating system and place the tester across contacts 7 (brown lead - 1)
and 8 (brown/white lead - 1) of the connector (heater side); a high value of resistance (ohms) should register. Con-
versely, if there is little or no resistance, then the first thermal overload cutout (70° C) is closed. If this happens
when the heater element is cold, the thermal overload device must be replaced.
B - If the first thermal overload cutout (70 °C) is open, remove the ventilation system relay; the fan unit should shut
off. If the fan does not stop, check continuity across terminals 87 and 30 of the relay. If the contact is found to be
open, then the relay is functioning correctly and can be retained. If not, replacement is required.
If the fan runs slow, check the wiring thoroughly.
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10 - The heating system equipment includes 4 diodes.
D1 = diode on blue lead connecting the fan control switch and terminal 85 of the relay.
With the ignition key in the OFF position, remove the relay and check with the voltmeter; current must flow from the
fan control switch toward the relay connector, and not the other way.
D2 = diode located between the leads (brown/white and black/red) of ventilation relay terminals 85 and 86.
With the ignition key in the OFF position, remove the relay and check with the voltmeter; current must flow from ter-
minal contact 86 toward terminal contact 85, not the other way.
D3 = diode located between terminal 85 of the heater alternator control relay and terminal 86 of the ventilation control
relay.
With the ignition key in the OFF position, remove both relays and check with the voltmeter; current must flow from
terminal 86 toward terminal 85 of the connector, but not the other way.
D4 = diode located on the lead between terminal 86 of the ventilation control relay and the junctions connecting
with leads coming from contact 5 (black - 1, 5) of the 12-pin connector and from contact 3 (black - 1, 5) of the 6-pin
connector.
Remove the ventilation control relay and ensure that the potentiometer is in the OFF position, then check with a
special purpose voltmeter that current flows from terminal 86 toward contact 3 of the 6-pin connector, not the other
way.
Caution: the voltmeter used for testing the diodes must be calibrated 0.5 V full scale.
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Fig. 4 - Electrical diagram - cold climate ventilation and heating system.

BK - BLACK
BK - BLACK
BR - BROWN
DK GN - DARK GREEN
GY - GREY
OR - ORANGE
RD - RED
WH - WHITE
BL - BLUE
DK BL - DARK BLUE
GN - GREEN
LT GN - LIGHT GREEN
PK - PINK
VL - VIOLET
YL - YELLOW
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Fig. 5 - 65 A alternator for standard heating system. Fig. 6 - 85 A alternator for cold climate heating system.
Fig. 7 - Main components of heater unit. Fig. 8 - Heater unit.
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Air conditioning unit for cabs

The air conditioning system will operate only with engine running and the 3-speed electric fan unit switched on.
type of refrigerant R 134 a

inlet circuit pressure (*): high 2.5 bar
- normal 0.8 ÷ 2.5 bar
- low 0.8 bar
delivery circuit pressure bar see page 355
quantity of refrigerant in circuit g 1800
quantity of oil cc 250
type of oil (Suniso 5 GS) SP20
minimum pressure switch setting bar 2
maximum pressure switch setting bar 27
electric fan pressure switch setting close at 15 bar - open at 11 bar
tightening torque for pipeline fittings Nm (kgm) 58 (6)
(*) Pressure is influenced by ambient temperature; in normal operating conditions, with a temperature of 27 °C, pressure
in the delivery circuit will be 12 bar.
Pressure in the same system will register at around 16 bar with an ambient temperature of 38 °C.
1 Electromagnetic coupling
2 Compressor
3 Condenser
4 Fan
5 Filter
6 Sight glass
7 Minimum pressure switch
8 Electric fan control
pressure switch
9 Maximum pressure switch
10 Expansion valve
11 Evaporator
12 Bulb
13 Potentiometer
Fig. 1 - Diagram showing operation of air conditioning system.
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Operation and maintenance of the air-conditioning system
Air-conditioning process
The cooler is provided with a three-speed fan which aspirates the air from the cab interior thereafter forcing it across
the radiant block, thus making it cool down.
The heat exchange occurring between the gaseous coolant and the air lapping the walls of the cooler radiant block
results in air cooling.
The conditioned air undergoes a humidification process, as the low temperature inside the cooler causes a great deal
of condensate to deposit on the external walls of the cooler. This condensate is subsequently conveyed under liquid
state outside the cab through a special drainage system.
The coolant at the cooler exit is still under gaseous state and has a temperature of 5 to 10°C, in spite of the thermal
exchange that has taken place, and then it is aspirated by the compressor again.
How to operate the system
Before starting the air-conditioning system set the electric fan onto the desired speed. If the electric fan is switched
off, the conditioning system will not start.
The air-conditioning system is turned on by progressively rotating the control potentiometer clockwise, which is located
in the front top section of the cab compartment. Rotate it anticlockwise to turn the system off.
Warning: Before starting the engine, always make sure the air-conditioning system is switched off so that the battery
will not be overloaded.
When the air-conditioning system is operating, the pivotable air diffusers should never be completely closed.
To obtain a quick cab environment cooling the following is recommended:
— fully open the air recirculation grating and the pivotable air diffusers;
— turn first the fan control and then the potentiometer control all the way out;
— open the doors a few seconds so as to let the hot air out of the cab compartment if the tractor has stood under the
sun radiation for a long period;
— adjust the system according to personal preference when the desired temperature has been attained.
Checking the air-conditioning system charge
System fully charged

(refrigerant entirely in liquid state)
System fully discharged Sight glass clear
(refrigerant entirely in gaseous state)
System not fully charged Sight glass cloudy

Refrigerant in part gaseous and part liquid state (Bubbles or foam visible)
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The system is activated by way of the 3 speed electric

Switching on the air conditioning fan switch.
Once the potentiometer is moved beyond the initial
contact, a voltage of 12 V is generated between terminal
B (red wire) and the brown wire terminal of the poten-
tiometer.
Engagement and disengagement is piloted by the tem-

Electromagnetic coupling perature control potentiometer, and by the pressure
switch located at the demoisturizing filter which cuts in
respectively at: 2 bar and 27 bar.
Pressure switch (positioned on demoisturizing filter)

Pressure switches Comprises 3 switches:
— 1 controlling minimum pressure
— 1 controlling maximum pressure
— 1 controlling the electric fan of the condenser. The
electric fan unit is interlocked to the pressure switch,
which is set:
- to close the circuit at 15 bar
- to open the circuit at 11 bar
Electric fan unit
By-pass the pressure switch (place jumpers across the two terminals of the pressure switch and the 2 leads of the fan
unit)
If the fan operates: the pressure switch is defective
If the fan does not operate: a) check the fuse;

b) check the relay.
Tracing faults in the electric fan unit
Fault Causes Action
Fan does not start Defective pressure switch Replace pressure switch
Defective relay Replace relay
Defective electrical or mechanical Replace fan unit

part of motor
Relay
place a jumper across terminals 30 and 87a; if the fan comes into operation, the relay needs to be replaced.
Water dripping from the points at which condensate drain lines are connected to the
conditioning unit
The problem can be overcome by loosening the clip that fastens the drain line to the cab upright and pulling the tube
downwards, so that the water can run away freely.
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Fig. 2 - Compressor, air conditioning system.
Fig. 3 - Demoisturizing filter, air conditioning system.
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Checking system
Check belt tension: under finger pressure applied to the mid point between the two pulleys, belt should not deflect
more than 8 to 10 mm maximally.
Always keep condenser fins duly clean.
Cleaning should be carried out by a water or air jet (be careful not to bend the fins, use the special combing tool to
straighten them again).
Ascertain the compressor is firmly secured to tractor and the pulleys are properly aligned.
Warning: When removing the strainer or the air-conditioning unit it is required to plug the inlet and the outlet pipes at
once, this is to prevent both dust and moisture from entering.
Even a few minutes’ exposure to the environmental humidity makes it necessary to replace the filter.
System safety elements
Minimum pressure switch (7 Fig. 1).

Switches the system off when a failure causes the pressure to drop below 2 bar within the high pressure circuit.
Maximum pressure switch (9 Fig. 1).

Switches the system off when pressure exceeds 27 bar inside the circuit as a result of an excessive setting or a failure
(high pressure area).
Condenser fan control pressure switch (8 Fig. 1).

Switches the condenser fan on when coolant attains the same pressure of the switch setting pressure.
Note: The above three safety devices are grouped inside the thermostatic bulb located on the dehydrator filter.
Temperature regulation
Temperature regulation is obtained through the potentiometer, which automatically regulates the temperature of the
air flow from the radiator according to the environmental temperature, through a combined action with the fan.
A pressure switch located on the electric circuit opens and closes the electric circuit of the compressor electromagnetic
coupling as a consequence of the potentiometer operation. When the circuit is open the pulley will be idling, on the
other hand, when the circuit is closed, this will operate integrally with the compressor shaft.
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Charging the system

with recharging station p/n 5.9030.508.6
1 High pressure gauge

2 Low pressure gauge
3 Low pressure valve
4 Vacuum pump valve
5 Metering pipeline valve
6 Recharge pipeline valve
7 Metering pipeline
8 Vacuum pump pipeline
9 Low pressure circuit recharge pipeline (blue)
10 High pressure circuit recharge pipeline (red)
11 Vacuum pump
12 Electric switch
13 Metering gauge
14 Air bleed valves
15 Metering unit
16 Electrical power supply
17 Compressor
18 Refrigerant bottle
19 Electric leak detector
20 Electric heater element for refrigerant
Fig. 4 - Charging station for air conditioning circuit.
Filling the metering unit

Connect the refrigerant bottle to the metering unit by means of the high or low pressure hose (9 - 10, Fig. 4).
Make certain that the valve (5, Fig. 4) is securely shut, then open the valve of the bottle.
As the refrigerant flows into the metering unit, open and shut the air bleed valve (14, Fig. 4) intermittently.
Read the value given by the hand of the metering unit pressure gauge (13, Fig. 4) and position the value against the
indicator.
Once 1800 grams of refrigerant have been transferred into the metering unit, close the valve of the bottle and detach
the hose.
Refilling the system with oil

Connect the high pressure hose (9, Fig. 4) of the recharge station by way of the smaller diameter valve A (Fig. 4/a) positioned
on the pipeline connecting with fitting D (Fig. 2) at the compressor (mounted in the engine compartment), and the low
pressure hose (10, Fig. 4) of the station by way of the larger diameter valve B (Fig. 4/a) positioned on the pipeline connected
with fitting S (Fig. 2) at the compressor; then activate the pump for 30 minutes approx to establish a vacuum in the circuit.
The valves (3 - 4 - 5 - 6, Fig. 4) must remain open during this operation.
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Filling the system with oil

Detach the low pressure hose from the recharge station and immerse the end in a graduated vessel containing 300 g
approx of SUNISO 5 GS or equivalent oil. Allow 250 grams of the oil to be drawn into the circuit.
Reconnect the hose to the station.
Filling the system with R134a refrigerant

When the low pressure gauge (2, Fig. 4) registers a minimum value (760 mm Hg) that remains stable for between 5
and 10 minutes, close the valve (E, Fig. 4).
Open the filler valve (5, Fig. 4) and wait until the specified quantity (1800 g) of refrigerant has entered the system.
In the event that the flow of refrigerant contained in the metering unit should be interrupted, warm the unit by means
of the electric heater (20, Fig. 4), rechecking the pressure on the relative gauge.
Should this not be sufficient, start the engine and throttle up to 1200 rev/min approx. Switch on the air conditioning
system, and the R 134a refrigerant will be drawn directly into the circuit by the compressor.
Close the filler valve (5, Fig. 4), and check with the leak detector that there is no escape of fluid from the fittings of the
circuit. Should any leaks be detected, these must be eliminated, and the refrigerant reintroduced.
Caution: In the event of oil leaks being detected, the circuit must be emptied completely and the entire recharge
procedure recommenced.
Fig. 4/a - Valves for connection of the tractor to the air conditioning recharge and service station.
A - "HIGH PRESSURE" valve
B - "LOW PRESSURE" valve
Final checks
Once all the refrigerant has been put into the air conditioning circuit, check (with the engine running and the system
in operation) that the high pressure gauge shows a value of between 15 and 20 bar, and the low pressure gauge a
value between 1.5 and 2.5 bar.
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VERIFYING OPERATION OF THE SYSTEM AFTER RECHARGING

The system can be regarded as performing to its full capabilites when the delivery pressure gauge shows the following
values:
Ambient temperature °C Delivery circuit pressure
27 12 bar
32 14 bar
35 15 bar
38 17 bar
40 18 bar
43 20 bar
The temperature values indicated are those likely to be encountered in the course of a typical twelve month period.
Having established that the system is operating correctly, detach the high and lower pressure hoses of the station from
the tractor and check again with the leak detector that there is no escape of fluid from any part of the system.
CAUTION: use only R 134a refrigerant as indicated on the data Connecting the tractor to the air conditioning system recharge
plate attached to the compressor of the air conditioning sys- and service station.
tem.
Directions for tightening air conditioning system pipeline fittings.

All fittings have an internal seal. Screw the two parts of the fitting together by hand until the nut is finger tight, then
holding the one part steady with a fixed wrench, apply a torque wrench to the nut and tighten to the value indicated in
the table.
Type Thread Tightening torque

6 5/8 - 18 UNF 13,6 ÷ 20,3 Nm (1,4 ÷ 2,1 kgm)
7 3/4 - 16 UNF 33,5 ÷ 2393 Nm (3,3 ÷ 4,0 kgm)
8 7/8 - 14 UNF 35,5 ÷ 42,0 Nm (3,6 ÷ 4,3 kgm)
9 1 1/16 - 14 UNF 40,3 ÷ 47,5 Nm (4,1 ÷ 4,8 kgm)
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Replacing the compressor drive belt

A - Remove the engine hood side panels.
B - Lift out the battery.
C - Loosen the compressor bracket and fit the belt;
D -Refit all parts removed previously and tension the belt, making certain that the pulleys are correctly aligned.
Alignment of crankshaft and alternator pulleys

The two pulleys must be faultlessly aligned. Alignment is checked by offering a straightedge to the face of the larger pulley and
verifying that the face of the smaller pulley occupies the same plane.
crankshaft pulley - alternator pulley
Realignment is obtained by adjusting the position of the crankshaft pulley in relation to the alternator pulley, adding a
suitable number of shims (p/n 2.1589.136.0 - 2.1589.137.0) in abutment with the crankshaft pulley.
Fig. 5 - Air conditioning unit 6 - Condensate drain pipes

1 - Thermostat 7 - Compressor
2 - Fan control 8 - Condenser and cooling fans
3 - Air recycle oulets 9 - Demoisturizing filter
4 - External air intake grille 10 - Pressure switch bulb
5 - Directional vents 11 - Expansion valve
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Fig. 6 - Air conditioning system pipelines from compressor to Fig. 7 - Condenser and demoisturizing filter unit.
condenser and from condenser to demoisturizing filter.
Fig. 8 - Ventilation unit. Fig. 9 - Air conditioning compressor.
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Electrical connections for installation of air conditioning kit
In the event of air conditioning being fitted to a tractor already in service, the wiring supplied with the kit must be
connected to the central harness of the machine. This figure shows the tractor connector to enable identification of
the air conditioning system pin allocation, also the wiring specific to the air conditioning system and indications for
the connection of each single terminal.
Points to observe when making connections
The wires of the air conditioning system must be routed to the connector (25 pin round
female) of the central wiring harness.
The figure below indicates the positions of the wires and their functions.
To make the connection, remove the wires at positions 8, 9 and 10, route into a three
way block and connect with an extension as indicated in the diagram below.
If the round male connector has a plastic cap, connect the extension cable into the front
section wiring harness after having removed the plugs at positions 8, 9 and 10.
Fig. 10 - Wiring harness for air conditioning kit.
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LOW PRESSURE CIRCUIT
excessive pressure compressor not overcharged circuit release system

in the high pressure operating smoothly pressure through
circuit the compressor
needle valves
excessive pressure
too a low pressure pressures inside expansion valve replace the valve
in the high pressure both high and low jammed up
circuit pressure circuits
tend to balance
excessive pressure bubbles are visible air in the circuit dehydrate the cir-
in the high pressure through the filter in- cuit
circuit spection glass
normal pressure
normal pressure in poor system effi- Out-of-setting com- replace the valves
the high pressure ciency pressor needle
circuit valves
after some working humidity inside the replace the filter and
time circuit bleed the air. Re-
charge the circuit
normal pressure in expansion valve replace the expan-

the high pressure jammed up sion valve
excessively low circuit
pressure
blocked circuit change the part and
replace the filter
low pressure in the discharged system recharge system

high pressure cir-
cuit
burnt fuse replace the fuse

system fails
to operate
disconnected wires connect the wires
poor system coolant leaks inspect with a leak- stop the leakage
finder and recharge the
efficiency system
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Hydraulic system
Fig. 1 - Points provided for measurement of oil pressures in the tractor’s hydraulic system (see references on page 377).
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REFERRING TO FIGURE 1:
A - Maximum hydrostatic power steering pressure (see page 320).
B - Oil pressure in electrohydraulic control circuits for - P.T.O. - 4WD - Differential lock - H-M-L shift (see page 294).
C - Rear P.T.O. clutch engage pressure (see pages 173 - 175).
D - Rear P.T.O. brake apply pressure (see pages 173 - 175).
E - Relief pressure setting for auxiliary spool valves - front and rear lift (see pages 248 - 273 - 388).
F - Auxiliary spool valves operating pressure and kickout setting (see page 388).
G - Hydraulic lift operating pressure for machines with assistor cylinders (see pages 248 - 273).
H - Transmission lubrication pressure (see page 320).
I - Front lift operating pressure (see pages 282 - 283).
L - Front P.T.O. pressures (see pages 286 - 287).
M - Hydraulic lift operating pressure for machines without assistor cylinders (see pages 248 - 273).
Oil filters
The oil filters are mounted to the left hand side of the transmission at the rear end, and are easily replaced; before
removal, however, some 15 litres of oil must be drained from the transmission housing so as to bring the level below
the position of the filter cannister and prevent spillage.
Filters must be replaced whenever the blockage indicator lights up at the instrument panel.
The filter blockage pressure switch is set at 0.5 bar, and must be replaced with another of identical specifications if
faulty. Ensure that the replacement is stamped with the correct 0.5 bar setting.
Whenever the transmission is stripped down for servicing or overhaul, clean the mesh strainer fitted to the bottom of
the housing.
CAUTION - Operate the lift system and auxiliary spool valves only when the blockage indicator is no longer alight.
IMPORTANT - If during normal operation of the machine the "SERVICE" indicator should light up, switch off the engine
immediately and proceed to locate the trouble.
Hydraulic pumps
The hydraulic pumps require no servicing or adjustment even after a long period of operation, although the splines of
the pump shaft must be inspected with care: there must be no signs of wear or damage.
Checking the relief valves of the hydraulic lift system

Using tool 5.9030.520.4, check that the circuit pressure relief valve incorporated into the auxiliary spool valves is set
at 190 bar and the system pressure shock valve at 210 bar.
Remember that for the lift to function correctly, operating pressure in the circuit should not exceed 150 bar.
The operating pressure can be measured by coupling a gauge to the oil pressure line between the directional control
valve and the lift; for machines with assistor cylinders, the gauge can be coupled to the pressure line connecting with
the assistors.
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82 hydraulic system
Stripping the hydraulic pump
A - Snap-ring
B - Seal ring
C - Cover
D - Gasket
E - Gasket
F - Gasket
G - Feather key
H - Bearing
I - Bushes
L - Driver gear
M- Pump case
N - Gasket
O - Driver gear
P - Cover
Fig. 2 - Component parts of the hydraulic pump assembly.
A - Cover
B - Pump case
C - Base B - Pump case
Fig. 3 - Pump assembly cover. Fig. 4 - Pump case.
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hydraulic system 82
Removal
The pump is secured to the tractor by 2 of the 4 bolts holding the
pump assembly together. These two bolts are diagonally opposite. D - Bearing
Having removed the pump from the vehicle, the components are E - Gasket
freed by unscrewing the two remaining bolts which keep the cover
A (see fig 3) clamped to the frame C and the pump body B; this
done, remove the washers and then the cover.
Using a proper pointed tool remove gasket E and then take the
bearings from their seats by pushing from inside outwards and
being careful the connecting pin neither be lost nor damaged.
Mark with a reference the position of the bearings with respect to

the pump case; then remove paying attention the connecting pin
neither be lost nor damaged.
Block the pump case in a vice as shown in figure and then remove
snap ring F. Fig. 6 - Internal pump case parts.
Remove the seal ring.
WARNING - If pump bearings, pinions or casing are found to be

damaged or worn, these parts cannot be repaired because of their
construction tolerances.
When performing checks, in the warranty period, because of an

oil leakage or an excessive and irregular delivery pressure, only
the gaskets indicated in the spare parts lists can be replaced.
After checking the pump for wear due to abrasion from impurities
and for any other visible damage, when reassembling use, in any
case, a new set of gaskets. C - Housing
D - Bearing
G - Gear
H - Bush
It is also indispensable to mark each single part to reinstall
Fig. 7 - Pump gears.
correctly.
B - Pump case
C - Base
D - Bearings
G - Gears
I - Screw
C - Base
F - Snap ring
Fig. 5 - Pump disassembly. Fig. 8 - Snep ring removal.
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82 hydraulic system

After removing all gaskets, both on the covers and in the pump
casing, carefully clean all parts using a proper solvent.
Carefully dry all parts with compressed air; this is to avoid that any
solvent residuals may damage the gaskets on reassembly.
Visually check the pump case internally and ascertain it is not

damaged.
Check both pinions and bearings for wear, abrasion due to foreign
matters or cavitation.
NOTE:
Should any damage, wear or in any case a component replace-
A - Stop ring ment be required, with the exception of the gaskets, the entire
B - Gasket pump must be replaced.
C - Bearings
WARNING:
Fig. 9 - Inside seals. Do not press onto the stop ring to prevent any damage.
Use a dial gauge to make sure the stop ring height be 2.1 +− 0.05
0.15
mm, otherwise replace taking care the new stop ring installed be
measured accordingly.
If reading is above specification fit the new ring in reversed position

and perform a grinding using a very fine emery cloth.
Assembly
Before assembly all parts shall be oiled.
Correctly position the gaskets in their seats paying particular attention

stop ring A and gasket B be correctly fitted into bearings C.
Coat the cover inner side with a slight grease layer then apply to
pump case and tightening the four securing screws to the recom-
mended torque.
WARNING:
The securing screws should be tightened gradually making also
sure that rotors are not hampered in their movements.
Tightening torques
Pump cover securing screws:
- M8 2 kgm (20 Nm)
- M10 5 kgm (49 Nm)
A - Seal ring
Restore the recommended oil level and then bleed the air from the
hydraulic circuit.
Fig. 10 - Seal ring.
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auxiliary systems 88
Auxiliary hydraulic spool valves

Auxiliary spool valves are used to control hydraulically operated external implements.
The controls consist in 2 levers for a 4-way valve, or 3 levers for a 6-way valve, or 4 levers for an 8-way valve. The
levers are located on the driver’s right hand side.
Auxiliary hydraulic spool valves:
— 4-way
• 2 way double acting
• 2 way double acting convertible to single acting, with spool detent
— 6-way
• 2 way double acting convertible to single acting, with kickout
• 2 way double acting with float position
— 8-way with flow divider

• 2 way double acting convertible to single acting, with kickout
• 2 way double acting with float position
• 2 way double acting
NB: with the auxiliary spool valve in use (unless a Flow Divider is incorporated), the operation of the hydraulic lift system
remains inhibited (except in FLOAT position).
Important: the lever should be recentred to the neutral position as soon as the external actuator has reached its stroke
limit, to ensure that the hydraulic circuit does not remain pressurized any longer than strictly necessary; prolonged
pressure will result ultimately in the hydraulic system being subjected to hazardous levels of stress.
Auxiliary spool valves levers must always be in the neutral position when external services are not in use.
Fig. 1 - 4-way auxiliary hydraulic spool valves. Fig. 2 - 6-way auxiliary hydraulic spool valves.
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88 auxiliary systems
Fig. 3 - 8-way auxiliary hydraulic spool valves. Fig. 4 - Auxiliary spool valve controls.
Fig. 5 - Oil pressure and return lines to and from auxiliary hydraulic spool valves.
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to
pressure relief valve
spool valve single/double acting conversion screw
Fig. 6 - 4-way auxiliary hydraulic spool valve.
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to
Fig. 7 - 6-way auxiliary hydraulic spool valve.

A - spool valve conversion screws allowing selection of single or double acting operation.
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Fig. 8 - 8-way auxiliary spool valve:

A - Flow Divider B - KICKOUT C - Screws allowing conversion from double to single acting operation
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Pressure relief valve and FLOW DIVIDER for 8-way auxiliary spool valve
NOTE : The 8-way auxiliary spool valve incorporates a FLOW DIVIDER A which ensures that oil can
be delivered at a constant flow rate of between 3 and 42 l/min to the 2-way kickout section (first valve
alongside the flow divider, see B, fig 8).
The flow divider is adjusted by rotating the knob in the direction as arrowed.
NB: Even when the flow divider is shut off by turning the knob fully in the direction marked (-), a residual
flow of oil will continue to reach the valve at a steady rate of 3 l/min.
Fig. 9 - Section through 8-way spool valve.

A - Flow divider
B - Pressure relief valve.
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Fig. 10 - Sectional illustrations of spool valves

A - Section through kickout element.
B - Partial section through double acting spool valve with float position.
C - Partial section through double acting spool valve.
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Checking the pressure relief valve setting

The setting of the pressure relief valve must always be 190 bar,
and can be checked by fitting gauge p/n 5.9030.513.0 to either of
the valve work ports and operating the relative lever. If the gauge
reading is not correct, adjust the pressure relief valve (see pages
383 - 384 - 385).
NOTE: Remember that the purpose of the relief valve is to

maintain pressure in the hydraulic lift circuit within a given safety
limit, in this instance 190 bar.
Fig. 11 - Checking the operating pressure of

auxiliary spool valves.
A - Quick coupler
B - Implement oil line
C - Tee
Checking the operating pressure (see fig 11)
To verify the operating pressure of an implement connnected to
the work ports of the auxiliary spool valves, proceed as follows:
— Connect a Tee between quick coupler A and the implement

pressure line B.
— Connect pressure gauge p/n 5.9030.513.0 to the Tee.
— Start the engine, apply the parking brake in the interests of
safety, and operate the spool valve connected to the imple-
ment.
— The gauge will show the operating pressure currently register-
ing in the circuit.
The operating pressure depends on the weight of the hitched
Fig. 12 - A conversion screw allowing conversion implement, and should not normally exceed 150 bar.
from double to single acting operation; B conver-
sion screw lock washer.
Conversion of auxiliary spool valves from double

acting to single acting operation (see fig 12)
Where particular requirements dictate, a double acting spool valve
can be converted to operate in single acting mode.
To effect the conversion from double to single acting, hold the

fitting secure and loosen the screw A by between 4 and 5 turns.
NOTE: Once slack, the screw is best rotated by hand to avoid

applying excessive force and unseating the lock washer B; if this
were to happen, the washer would find its way into the hydraulic
circuit and disallow normal operation of the lift system.
The conversion from single to double acting operation is effected

by tightening the screw A fully.
Checking the surface of the valve spools

Check that the machined surface of the spool is free of scoring or
pressure relief valve any other kind of wear.
Fig. 13 - Longitudinal section through 4/6-way
spool valve.
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Fitting the bowden cables of auxiliary hydraulic spool valves (see fig 14)
Secure the levers A to the clamps D, applying a small quantity of Loctite 242 to the screws C.
Connect the lever end of the bowden cable, inserting the smaller bore of the bushing H into the bracket G as indicated
in figure 14, then attaching the hook E to the lever boss.
Secure the spool valve levers in the neutral position.
Connect the remaining end of the cable, making certain that the terminal socket P is screwed fully onto the threaded
end O. The socket P is secured to the valve spool by means of the pin Q.
NOTE: in the event that the hole of the valve spool and that of the socket do not coincide exactly, the socket can be
slackened off by up to one quarter of a turn.
Screw the cap M fully into contact with the spool valve. Locate the flange R in contact with the valve and tighten the
screw N, though not fully at this stage. Tighten the cap M further, to the point at which all clearance has been taken
up, then tighten the lock nut L.
Fully tighten the screw N.
Fig. 14 - Connection of auxiliary hydraulic spool valve bowden cables.
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Fitting the oil lines to auxiliary hydraulic spool valves.

These must be fitted as indicated in figure 15 and in accordance with the data in the table below.
At the moment of assembly, apply a small quantity of Loctite 572 to the spool valve fitting.
REF P/N LENGTH mm

A - B 008.9698.3 950
C - D 008.9699.3 850
E - F 008.9700.3/10 730
G - H 008.9701.3/10 630
Fig. 15 - Fitment of oil lines to auxiliary hydraulic spool valves.
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trailer braking system 89
Trailer hydraulic braking system
The tractor can be equipped with a trailer hydraulic braking system on request.
For trailers with "safety brake" (ITALY version), the system is equipped with a specific distributor.
The oil used is drawn from the tractor’s main hydraulic system by a special distributor.
This distributor is activated by a valve which is hydraulically connected to the tractor hydrostatic braking system control.
Trailer hydraulic braking distributor unit
Specifications (see Fig. 4)
P supply
N services connections
B trailer brake connection
T oil discharge
Y trailer braking system connection (in series)
E parking brake signaling pressure switch
Supply l/min 20 ÷ 80
Constant pressure in B bar 12.5 ± 2
(only for distributor ITALY version)
Maximum pressure in B bar 135 ± 5
Maximum operating pressure in N bar 200
Working temperature °C -20 + 100
Supply in P with hydraulic mineral oil
Pilot Y (supplied from below) with hydraulic mineral oil
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89 trailer braking system
Fig. 1 - Component parts of trailer braking system (FRANCE Fig. 2 - Component parts of braking system for trailer equipped
version). with safety brake (ITALY version).
Fig. 3 - Fig 3 - Oil lines connected to directional control valve of hydraulic trailer braking system. A - bistable valve (fitted only in
conjunction with ITALY version of the control valve) allows trailer brake to be applied even when tractor brakes are operated
independently.
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Fig. 4 - Hydraulic brake control valve for trailer equipped with safety brake (ITALY version).
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Fig. 5 - Hydraulic diagram of brake control valve for trailer equipped with safety brake (ITALY version).
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Fig. 6 - Section through brake control valve for trailer equipped with safety brake (ITALY version).
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Fig. 7 - Hydraulic trailer brake control valve (FRANCE version).
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Fig. 8 - Section through trailer brake control valve, with hydraulic diagram (FRANCE version).
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Installing the hydraulic braking valve for trailers equipped with "safety brake"
(ITALY version)
For correct valve and related controls installation, it is necessary to proceed as follows:
— Secure the distributor to the tractor and connect the various oil tubes;
— Bring the tractor parking brake lever to position A (4th notch of the toothed sector) and carry out the parking brake
adjustment so that, in this position, the tractor is braked.
Then bring the parking brake lever to position B (stop notch).
— Keeping the parking brake lever in position B, hook the hose fork to lever Y, pushing it against stop screw X.
Then connect the hose to lock plate C by means of the special adjusting nuts.
Under these conditions, acting on the parking brake hand lever of the tractor synchronizes the tractor and trailer
stationary braking.
— Connect the wiring of the pressure switch, that is screwed on the distributor, to the specific warning light installed
on the instrument panel of the dashboard.
Then, when engaging the parking brake, the tractor warning light and the trailer warning light will light up at the
same time.
CAUTION:
— When the trailer is hitched to the tractor, the lever on the distributor must always be in position 1.
— When the trailer is not hitched to the tractor or it is in the process of being hitched/unhitched, the distributor lever
must always be in position 0 in order to exclude the main hydraulic system valve.
On the hydraulic distributor is placed a sensor (E Fig, 9). This sensor active the warning light on the dashboard, when
the trailer brakes is operated.
Fig. 9 - Diagram illustrating adjustment of brake control valve for trailer equipped with safety brake (ITALY version).
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electrical system 84
The electrical system is fully equipped for use on the road, with sidelights, main/dipped beam headlamps, direction
indicators doubling as hazard warning lights, and work lights, all fully in compliance with legal requirements as
embodied in the highway code.
There are four essential components and assemblies: battery, alternator, starter motor, and auxiliaries.
The system operates at a nominal 12 Volts (the maximum voltage in operation is 14,3±0,5 V).
The battery charge level is indicated by a relative meter on the instrument panel.
battery
type maintenance free
voltage V 12
discharge capacity over 20 hours Ah 120 (176 or 180 Ah in cold climates)
rated current A 500 (650 or 750 A in cold climates)
starter motor
p/n 2.9619.340.0 (MARELLI)
2.9619.290.0 (BOSCH)
2.9619.350.0 (ISKRA)
voltage V 12
nominal rated power HP 4 approx (3 kW approx)
electromagnetic control with bendix type pinion engagement
alternator
RECHARGE SYSTEM
p/n 65A 2.9439.390.0
85A 2.9439.450.0
HEATING SYSTEM 65A 2.9439.480.0
85A 2.9439.470.0
type three-phase
nominal rated voltage V 12
pulley nut tightening torque Nm 62 (5,5 kgm)
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84 electrical system
GENERAL SAFETY DIRECTIONS

PRECAUTIONS AGAINST DAMAGE TO ELECTRICAL AND ELECTRONIC EQUIPMENT
— Disconnect any electronic equipment from the system when the tractor is placed in any environment where
temperatures are likely to exceed 80 °C.
— Remove battery connections when carrying out servicing or repair operations on the electrical system.
— Avoid overvoltages in the electrical system. Always remove battery and alternator connections before carrying out
welding operations or when recharging the battery from the mains.
— Never disconnect the battery while the engine is running.
— In the event that the battery needs topping up, use only distilled or demineralized water; top up only when the battery
is AT REST and at AMBIENT TEMPERATURE (allow time for cooling after operation and following recharge).
— Never carry out servicing operations on the electric heating system with the engine running.
— When washing the tractor, ensure that the alternator and starter motor are well protected. These components must
not be sprayed or splashed directly with water.
PRECAUTIONS AGAINST ACCIDENT AND INJURY

WHEN COMMENCING ANY KIND OF WORK:
— Turn off the main ignition switch.
— Disconnect the battery; remember that electric shocks discharged through the human body will damage pace-
makers.
— The battery generates powerful and inflammable gases when recharging, which if ignited can cause the battery
itself to explode.
— Do not make temporary or makeshift connections to the battery, as these can cause dangerous sparks.
— The electrolyte in the battery is a solution of dilute sulphuric acid; if splashed on the skin, wash straight away with
plenty of water and sodium bicoarbonate.
— Seek attention immediately from a doctor if electrolyte is splashed into the eyes.
— Never allow the battery near a naked flame.
— Keep a safe distance from a recharging battery when testing or measuring, and always wear suitable eye protection.
— Make certain that the electrical system and all its components are inspected and serviced periodically; any faults
must be eliminated without delay, and parts subject to everyday wear replaced at the recommended intervals.
— Ensure that trailers are fitted with regulation lights.
IMPORTANT REMINDERS
The maker declines all liability in respect of any damages resulting from operations performed other than in the
recommended manner and/or by unskilled hands.
— To ensure smooth operation of the machine, use only genuine replacement parts.
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JUMP START UTILIZING ANOTHER BATTERY

NB: Emergency starting with the aid of a battery charger is not recommended.
PRECAUTIONS
The battery may be that of another tractor, but must in any event have the same rated voltage (and therefore an identical
number of cells).
1 - Make certain the two vehicles are not in contact with one another.
2 - Ensure that all auxiliary services are switched off.
3 - Make certain the flat battery is securely connected to earth, that the filler caps are properly tightened and that the
electrolyte is up to the correct level.
PROCEDURE:
A - Connect the two batteries as indicated in figure 1 (part A).
B - If the jump battery is that of another tractor, start the engine and run at approximately 1/4 of full throttle.
C - Turn the ignition key to start the engine of the stranded tractor, following the procedure given in the operator’s
handbook.
D - Remove the jump leads following the sequence as indicated in figure 1 (part B).
A - connection of leads to the 2 batteries B - disconnection of leads from the 2 batteries
separate batteries connected batteries
STEP 4
STEP 1
STEP 5
STEP 2
STEP 6
STEP 3
separate batteries
connected batteries
Fig. 1 - Diagram of battery connections and relative leads.
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PRACTICAL HINTS
Before installing a battery, and periodically thereafter:

— Check over the electrical system, giving particular attention to connections; make certain there are no traces of
oxidation and that there is no loss of current.
— Check the alternator and the voltage regulator setting. If the charging voltage is inordinately high, distilled water
will be consumed at a high rate, whereas a low voltage will not charge the battery sufficiently.
— Check the charge level of a new battery with a density indicator or voltmeter; if the density is less than 1.25 kg/l or
the no-load voltage after at least 3 - 4 hours at rest is lower than 12.5 V, proceed to recharge.
Install the battery in the machine with care, utilizing the anchorages provided.
When connecting the battery to the system:

— secure the clamp
— before connecting the negative, make certain there is no sparking on contact with the corresponding terminal of
the battery. Sparks are due to insulation defects that must be located and eliminated.
— Tighten the clamps on the terminals, smearing with petroleum jelly.
TABLE OF WIRING COLOUR CODES
BK = BLACK
BL = BLUE
BR = BROWN EXAMPLE:
DK BL = DARK BLUE
DK GN = DARK GREEN DK BL/WH 1 680
GN = GREEN
GY = GREY DK BL/WH = DARK BLUE WITH WHITE LINE
OR = ORANGE
PK = PINK 1 = CROSS SECTION OF WIRE (mm)
RD = RED
VL = VIOLET 680 = LENGTH OF WIRE (mm)
WH = WHITE
YL = YELLOW
EXAMPLE OF CONNECTORS (CAN BE 4-PIN, 6-PIN OR 8-PIN)
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RECHARGE SYSTEM
65A ALTERNATOR
ISKRA AAK3563 14V 65A
p/n 29439.390.0
RECHARGE SYSTEM
65A ALTERNATOR
BOSCH K1-14V 65A 20
p/n 29439.390.0
RECHARGE SYSTEM
85A ALTERNATOR
p/n 29439.450.0
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HEATING SYSTEM
65A ALTERNATOR
MARELLI 12V 65A
p/n 2.9439.480.0
HEATING SYSTEM
70A ALTERNATOR
p/n 2.9439.470.0
STARTING SYSTEM
ISKRA
p/n 2.9619.350.0
MARELLI
p/n 2.9619.340.0
BOSCH
p/n 2.9619.290.0/10.0
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Fig. 2 - Check panel incorporated into instrument fascia, for machines without cab.
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Fig. 3 - Check panel incorporated into instrument area, for machines with cab.
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SPEEDOTACHODOMETER
(machines with cab)
30 km/h cod. 2.7049.840.0/10
40 km/h cod. 2.7049.850.0/10
FUEL LEVEL PRESSURE

GAUGE
(machines with cab)
ENGINE TEMPERATURE
GAUGE
(machines with cab)
IGNITION KEY
machines with mechanical throttle
linkage
p/n 2.7659.071.0/30
machines with electronic rpm

p/n 2.7659.127.0
VENTILATION CONTROL
machines with cab
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PUSH BUTTON CONTROL
p/n 2.7659.110.0
HAZARD WARNING LIGHTS
PUSH BUTTON CONTROL
p/n 2.7659.118.0
PTO CLUTCH
DIFFERENTIAL LOCK
4WD COUPLER
SBA SYSTEM
FRONT WORK LIGHTS
REAR WORK LIGHTS
BEACON
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HAZARD WARNING PUSH

BUTTON
p/n 2.7659.080.0
FRONT WORK LIGHTS

(SIDE)
p/n 2.7659.132.0
HEATER PUSH BUTTON

(2-SPEED)
p/n 2.7659.075.0
SCREEN WIPER-WASH PUSH

BUTTON
p/n 2.7659.072.0
BEACON PUSH BUTTON
p/n 2.7659.126.0
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AGROSHIFT BUTTON
p/n 2.7659.085.0
RELAY
p/n 2.7659.107.0
ELECTRONIC FLASHER UNIT
p/n 2.8639.004.0
CONNECTION DIAGRAM
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INTERIOR ROOF LIGHT p/n 2.8339.097.0
DIGITAL CLOCK p/n 2.9389.002.0
SCREEN WIPER MOTOR
p/n 2.9019.070.0 - front
p/n 9241.557.4/10 - rear
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84 selectrical system
BRAKE SWITCHES FOR MACHINES WITH SBA p/n 2.7649.100.0
SWITCH CONTROLLING: differential lock - P.T.O. clutch - 540 1000 rpm/min P.T.O. speed selector -
Economy P.T.O. - Live P.t.o. - electric starter system.
p/n 2.7659.097.0
4WD ENGAGEMENT INDICATOR SWITCH p/n 2.7659.096.0/10
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Colours of wires connected to fuse box
INLET
FUSE
OUTPUT
INLET
FUSE
OUTPUT
M - brown Z - violet S - pink C - orange B - white yelL G - yellow

V - green N - black R - red A - light blue L - dark blue H - grey
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Fuse box
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Arrangement of relays and fuses in terminal strip
1 Relay - rear work lights 3 Relay - screen wiper and cab heater
1’ Relay - thermostart 3’ Relay - air conditioning system
2 Relay - cab ventilation 4 Relay - front side work lights
2’ Relay - starter motor 4’ Relay - front roof work lights
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Connectors plugged into fuse box (see also page 417)
A 13 A1 A 17
TO CHECK PANEL TO UNDERMAT WIRING TO INSTRUMENTS
1 POSITION LIGHTS GN 0.5 1 POSITION LIGHTS G1.5 WIRING
2 LOW BEAM LIGHTS VN0.5 2 POSITION LIGHTS GN1 1 POSITION LIGHTS GN 0.5
3 +12 VOLT MB1 3 +12 VOLT R1 2 FUEL LEVEL INDICATOR C 0.5
4 RESERVE LIGHT HN1 4 HAND BRAKE NZ1 3 +12 V FLASHING LIGHT VG1.5
5 D+ GENERATOR
L1 FRONT GLASS 4 BACK WORK LIGHTS RG 1
L1
5 LR1 5 FRONT WORK LIGHTS GR 1.5
OIL ENGINE M1 WASHER
6 M1 6 SPOT LIGHT HR 1
PRESSURE 6 +12 VOLT MB1.5
7 +12 VOLT MB 1
7 II TRAILER LIGHT Z1 7 +FRONT PTO MN1/MN1
8 GND N 0.5
8 DIRECTIONS RN 0.5 8 REAR PTO MV1
LOW FRONT
9 I TRAILER LIGHT AR0.5 9 4WD LIGHT AR1 9 RV 1
10 FUEL LEVEL C0.5 WORK LIGHTS
10 GND N1
11 FUEL LIGHT HN1 10 "W" BR1
AIR FILTER
11 B1 12 "W" BR1 11 TEMPERATURE IND. R1 R1
OBSTRUC.
13 +12 VOLT M1 12 OUT FLASHING LIGHT VG1.5
12 COLD START LIGHT S1
14 +12 VOLT M1
13 4 WHEEL DRIVE AR1
15 CLOSED
14 FRONT SIDE PTO MN1
15 +12 VOLT MB1
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Wires connected to fuse box (see also page 416)
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ELECTRICAL WIRING
CAB WIRING
CENTRAL WIRING 008.0610.4/40
UNDERMAT WIRING (H-M-L shift + electronic lift + multifunction control) 007.6831.4/30
UNDERMAT WIRING(electrohydraulic controls + H-M-L shift) 008.0612.4/40
OVERHEAD WIRING 008.0400.3/10
ELECTRIC HEATER WIRING 008.0403.3/20
COLD CLIMATE ELECTRIC HEATER WIRING 007.6872.4/10
SBA SYSTEM SELECTOR SWITCH WIRING 007.6830.3/10
ELECTRONIC LIFT SYSTEM WIRING 009.7712.4/40
ELECTRONIC RPM CONTROL WIRING 009.7681.4/20
ELECTRONIC RPM CONTROL WIRING (with multifunction control) 010.0181.4/10
H-M-L SHIFT CONTROL UNIT WIRING 007.6844.3
ELECTRONIC RPM CONTROL WIRING (with speed limiter) 0100404.4
ELECTRONIC RPM CONTROL WIRING (with speed limiter and multifunction control) 010.0405.4
PLATFORM WIRING
CENTRAL WIRING 009.6885.4/20
UNDERMAT WIRING (with mechanical controls) 009.6886.4/20
UNDERMAT WIRING (electrohydraulic controls + H-M-L SHIFT) 007.6829.4/20
REAR WORK LIGHTS AND FLASHER UNIT WIRING 009.6934.3/10
FRONT WORK LIGHTS WIRING 009.6887.3
CHASSIS WIRING
BATTERY LEADS (6 cylinders) 009.7072.3
BATTERY LEADS (4 cylinders) 009.7071.3
UNDERSTEP BATTERY LEADS 007.6848.3
65 A FRONT END WIRING 008.0611.4/40
85 A FRONT END WIRING 007.7668.4
REAR END WIRING (electrohydraulic controls) 008.0613.4/40
REAR END WIRING (mechanical controls) 008.0379.4/40
STEERING ANGLE SENSOR WIRING 007.6847.3/20
DRAFT CONTROL SENSOR WIRING 009.3937.3
ELECTRIC HEATER WIRING 008.0404.3
HIGH POWER ELECTRIC HEATER WIRING 007.6873.3
H-M-L SHIFT LEVER WIRING 008.0395.3
418
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CAB WIRING SHEET 1 - CENTRAL WIRING 008.0610.4/40
419
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CAB WIRING SHEET 2 - CENTRAL WIRING 008.0610.4/40
420
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CAB WIRING SHEET 2/A - CENTRAL WIRING 008.0610.4/40
421
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422
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CAB WIRING SHEET 3 - UNDERMAT WIRING (H-M-L shift + electronic lift + multifunction control) 007.6831.4/30
423
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CAB WIRING SHEET 4 - UNDERMAT WIRING (electrohydraulic controls + H-M-L shift) 008.0612.4/40
424
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CAB WIRING SHEET 5 - OVERHEAD WIRING 008.0400.3/10
425
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CAB WIRING SHEET 6 - ELECTRIC HEATER WIRING 008.0403.3/20
426
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CAB WIRING SHEET 7 - COLD CLIMATE ELECTRIC HEATER WIRING 007.6872.4/10
427
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CAB WIRING SHEET 8 - S.B.A. SYSTEM CONTROL SWITCH WIRING 007.6830.3/10
428
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CAB WIRING SHEET 9 - ELECTRONIC LIFT WIRING 009.7712.4/40
429
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CAB WIRING SHEET 10 - ELECTRONIC RPM CONTROL WIRING 009.7681.4/20
430
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CAB WIRING SHEET 11 - ELECTRONIC RPM CONTROL WIRING (with multifunction control) 010.0181.4/10
431
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CAB WIRING SHEET 12 - H-M-L SHIFT CONTROL UNIT WIRING 007.6844.3
432
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CAB WIRING SHEET 13 - ELECTRONIC RPM CONTROL WIRING (with speed limiter) 010.0404.4
433
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CAB WIRING SHEET 14 - ELECTRONIC RPM CONTROL WIRING (with speed limiter + multifunction control) 010.0405.4
434
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PLATFORM WIRING SHEET 15 - CENTRAL WIRING 009.6885.4/20
435
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PLATFORM WIRING SHEET 16 - UNDERMAT WIRING (with mechanical controls) 009.6886.4/20
436
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PLATFORM WIRING SHEET 17 - UNDERMAT WIRING (electrohydraulic controls + H-M-L shift) 007.6829.4/20
437
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PLATFORM WIRING SHEET 18 - REAR WORK LIGHTS AND FLASHER UNIT 009.6934.3/10
438
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PLATFORM WIRING SHEET 19 - FRONT WORK LIGHTS 009.6887.3
439
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CHASSIS WIRING SHEET 20 - BATTERY LEADS (4 cylinders) 009.7071.3 (6 cylinders) 009.7072.3 (with front P.T.O. 4 - 6 cylinders) 007.6848.3
440
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CHASSIS WIRING SHEET 21 - FRONT END WIRING WITH 65 A ALTERNATOR 008.0611.4/40
441
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CHASSIS WIRING SHEET 22 - REAR END WIRING (electrohydraulic controls) 008.0613.4/40
442
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CHASSIS WIRING SHEET 23 - REAR END WIRING (mechanical controls) 008.0379.4/40
443
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CHASSIS WIRING SHEET 24 - FRONT END WIRING WITH 85 A ALTERNATOR 007.7668.4
444
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CHASSIS WIRING SHEET 25 - STEERING ANGLE SENSOR WIRING 007.6847.3/20
445
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CHASSIS WIRING SHEET 26 - DRAFT CONTROL SENSOR WIRING 009.3937.3
446
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CHASSIS WIRING SHEET 27 - ELECTRIC HEATER WIRING 008.0404.3 (for standard heating system) 007.6873.3 (for cold climate heating system)
447
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CHASSIS WIRING SHEET 28 - H-M-L SHIFT LEVER WIRING 008.0395.3
448
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Appendice
449
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CONVERSION TABLE
FROM TO multiply by:
inch cm 2.540
cm inch 0.394
foot m 0.305
m foot 3.281
yard m 0.914
m yard 1.094
Eng. miles km 1.609
km Eng. miles 0.622
Sq.in. cm2 6.452
cm2 Sq.ft. 0.155
Sq.ft. m2 0.093
m2 Sq.ft. 10.77
Sq.yard m2 0.833
m2 Sq.yard 1.197
Cu.in. cm3 16.39
cm3 Cu.in. 0.061
Cu.ft. litres 28.36
litres Cu.ft. 0.035
Cu.yard m3 0.763
m3 Cu.yard 1.311
Imp.gall. litres 4.547
litres Imp.gall. 0.220
US gall. litres 3.785
litres US gall. 0.264
pint litres 0.568
litres pint 1.762
quart litres 1.137
litres quart 0.880
oz. kg 0.028
kg oz. 35.25
lb. kg 0.454
kg lb. 2.203
lb.ft. kgm 0.139
kgm lb.ft. 7.233
lb/in. kg/m 17.87
kg/m lb/in. 0.056
lb./sq.in. kg/cm2 0.070
kg/cm2 lb/sq.in. 14.22
lb./Imp.gall. kg/litres 0.100
kg/litres lb./Imp.gall. 10.00
lb./US gall. kg/litres 0.120
kg/litres lb./US gall. 8.333
lb./cu.ft. kg/m3 16.21
kg/m3 lb./cu.ft. 0.062
cu.ft./lb. m3/kg 0.062
m3/kg cu.ft./lb. 16.21
Nm kgm 0.102
kgm Nm 9.81
kW cv 1.36
cv kW 0.736
bar kg/cm2 1.014
kg/cm2 bar 0.981
dm3 l 1
l dm3 1
450
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HOW TO ORDER SPARE PARTS
To ensure perfect tractor efficiency thus avoiding serious drawbacks, and to optimize your investment and the
operational expenses, the use of "ORIGINAL SPARE PARTS" is recommended.
Spare parts orders must specify the following:
— Tractor serial number and engine serial number (if the engine is concerned)
— Spare part name and reference code.
TRACTOR FRAME TYPE AND SERIAL NUMBER ENGINE TYPE AND SERIAL NUMBER
451
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E vietata la riproduzione, anche parziale, del testo e delle illustrazioni.
La reproduction du présent ouvrage, du texte et des ìllustratìons, mème partìelle est interdite.
Text and illustrations herewith enclosed may not be reproduced, not even in part and by any means.
Der Nachdruck des Textes und der Abbildungen ist, auch auszugsweise, verboten.
Se prohibe la reproducciòn total o parcial del texto y de las ilustraciones.
A proibida a reproduçào, até mesmo parcial, do texto e das ilustracòes.
La differenza tra i tempi di aggiornamento in stampa e i tempi delle modifiche tecniche (variando queste ultime
continuamente, ciò al fine di offrire prodotti sempre più qualificati) impongono di dichiarare, per correttezza, che i dati
contenuti nella presente edizione sono suscettibili di variazione in qualsiasi momento e che quindi non sono
impegnativi.
Le temps qui s’écoule entre la mise à jour en impression et les modifications techniques (ces dernières changeant
continuellement afin d’offrir aux utilisateurs des produits toujours plus qualifiés) nous oblige a vous signaler que les
données de la présente publication pourraient être susceptibles de variations. Elles sont données sans engagement
de notre part.
Because of the possible time lag between the introduction of technical modifications (an on-going process the aim of
which is to offer products which are being continually improved) and the latest update of the manual, we must point
out, for the sake of correctness,that the data contained in this edition are liable to change at any time and are therefore
not binding.
Der zeitliche Unterschied zwischen der Aktualisierung der Druckschriften und der Durchführung technischer Verän-
derungen (die ständig vorgenommen werden, um immer hochwertigere Erzeugnisse auf den Markt zu bringen)
erfordern aus Gründen der Korrektheit des Hinweises, dass die in dieser Ausgabe enthaltenen Daten jederzeit geändert
werden können und deshalb unverbindlich sind.
La diferencia entre los tiempos necesarios para poner al dia la impresiòn y los tiempos de las modificaciones tècnicas
(las que se verifican continuamente, con el objeto de ofrecer productos cada vez màs calificados) nos imponen
declarar, por corrección, que los datos contenidos en la presente ediciòn estàn sujetos a variaciones en cualquier
momento y que portanto no son obligativos.
A diferença entre os tempos necessãrrios para actualizar a impressão e os tempos das modificacões técnicas (que
se verificam continuamente, a fim de oferecer um produto cada vez mais qualificado), obrigam-nos a declarar, que os
dados contidos neste manuel são susceptiveis de variacão em qualquer momento e que portanto não são vinculatórios.
452
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NOTES
10-96 cod. 307.1063.3.0

By Personal computing Documentazione Tecnica
www.maskinisten.net
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307. 1063. 3. 0
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SUPPLEMENT TO WORKSHOP MANUAL
SILVER 80
SILVER 90
SILVER 100.4
SILVER 100.6
I
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E vietata la riproduzione, anche parziale, del testo e delle illustrazioni.
La reproduction du présent ouvrage, du texte et des ìllustratìons, mème partìelle est interdite.
Text and illustrations herewith enclosed may not be reproduced, not even in part and by any means.
Der Nachdruck des Textes und der Abbildungen ist, auch auszugsweise, verboten.
Se prohibe la reproducciòn total o parcial del texto y de las ilustraciones.
A proibida a reproduçào, até mesmo parcial, do texto e das ilustracòes.
La differenza tra i tempi di aggiornamento in stampa e i tempi delle modifiche tecniche (variando queste ultime con-
tinuamente, ciò al fine di offrire prodotti sempre più qualificati) impongono di dichiarare, per correttezza, che i dati conte-
nuti nella presente edizione sono suscettibili di variazione in qualsiasi momento e che quindi non sono impegnativi.
Le temps qui s'écoule entre la mise à jour en impression et les modifications techniques (ces dernières changeant con-
tinuellement afin d'offrir aux utilisateurs des produits toujours plus qualifiés) nous oblige a vous signaler que les
données de la présente publication pourraient être susceptibles de variations. Elles sont données sans engagement de
notre part.
Because of the possible time lag between the introduction of technical modifications (an on-going process the aim of
which is to offer products which are being continually improved) and the latest update of the manual, we must point out,
for the sake of correctness,that the data contained in this edition are liable to change at any time and are therefore not
binding.
Der zeitliche Unterschied zwischen der Aktualisierung der Druckschriften und der Durchführung technischer Verän-
derungen (die ständig vorgenommen werden, um immer hochwertigere Erzeugnisse auf den Markt zu bringen) erfor-
dern aus Gründen der Korrektheit des Hinweises, dass die in dieser Ausgabe enthaltenen Daten jederzeit geändert
werden können und deshalb unverbindlich sind.
La diferencia entre los tiempos necesarios para poner al dia la impresiòn y los tiempos de las modificaciones tècnicas
(las que se verifican continuamente, con el objeto de ofrecer productos cada vez màs calificados) nos imponen decla-
rar, por corrección, que los datos contenidos en la presente ediciòn estàn sujetos a variaciones en cualquier momento
y que portanto no son obligativos.
A diferença entre os tempos necessãrrios para actualizar a impressão e os tempos das modificacões técnicas (que se
verificam continuamente, a fim de oferecer um produto cada vez mais qualificado), obrigam-nos a declarar, que os da-
dos contidos neste manuel são susceptiveis de variacão em qualquer momento e que portanto não são vinculatórios.
II
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Transmission 3
Hydrive 31
"HYDRIVE" - ELECTRO-HYDRAULIC SHUTTLE CONTROL

All types of gearbox may be equipped on request with an electro-hydraulic "HYDRIVE" instead of the mechanical
reverse shuttle (see operating diagram in Fig. 1).
This consists of a multi-disc oil bath clutch which allows forward and reverse gears to be selected without use of the
clutch pedal.
The HYDRIVE control lever is located on the left under the steering wheel (Fig. 2)
The direction of travel is displayed on a LED display panel on the right of the control panel.
Fig. 1 - Electro-hydraulic inversor system.

1 - Engine 10 - Inversor control stalk
2 - lnversor 11 - Clutch pedal position sensor
3 - Gearbox 12 - Automatic clutch control button on gear lever
4 - Electronic control unit 13 - Multifunction armrest (optional)
5 - Speed sensor on inversor input shaft 14 - Temperature sensor
6 - Speed sensor on inversor output shaft 15 - Proportional solenoid valve
7 - Speed sensor on gearbox output shaft 16 - FORWARD/REVERSE solenoid valve
8 - Oil pressure indicator 17 - Inversor and Agroshift display
9 - Pressure at the output of the proportional solenoid valve
Updating the EPROM OF CONTROL UNIT 010.8967.4 (HYDRIVE + AGROSHIFT)

— Install the replacement EPROM so that the notch is in correspondence with the screenprinting of the printed circuit,
then connect the “ALL ROUND TESTER”.
— Turn the ignition key to the first position and select “HML_&_REV" from the list of control units on the display. Check
that the software version corresponds to that indicated on the EPROM in the control unit then press a key to con-
tinue.
— From the main menu select 0; you will be prompted to enter a Password; the correct password for the V10F version
of the control unit is 12345.
— From the main menu select 1-Calibration and from the calibration menu select 0; you will now be prompted to re-
enter the password (i.e. 12345).
— From the “Calibration” menu select 1- Clutch pedal and check that 0% pedal value (pedal in rest position) is = 95
and that 100% pedal value (full travel position) is = 190; The control unit is now initialised with the new EPROM.
— If the pedal % values differ from those indicated above, turn the ignition key to position 0 and then repeat the proce-
dure from step 2.
— Return the key to position 0 and then turn back to position 1. Calibrate the clutch pedal selecting the options relevant
to the tractor in question.
Warning: on tractors with HARD-SOFT, the option “Rg.Mot.El.” must be kept disabled (-).
III
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3 Transmission
31 Hydrive
Fig. 2 - HYDRIVE with minireduction.
IV
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Transmission 3
Hydrive 31
Menu 1 Menu 2 Menu 7 Menu 8
TESTS AVAILABLE HML & REVERSER SOLENOID VALVE TESTS
TESTS MENU REVCM 20.5V

MENUS A - REV 00.0V
FIRMWIRE S 1.4 A 1 - EVP 0.00A
1 - ENGINE ECU 1 - TEST EVS 2 - EVD 0.00A
2 - AUTOTEST EVS B - HML 00.0V
3 - TEST H/W 3 - EVL 0.00A
2 - HML & REV 4 - EVM 0.00A
5 - EVH 0.00A
EN - AL
ENREV - - - - - - - - - - - - - - - - - - - - - - -
PRESS A KEY ENHML - - - - - - - - - - - - - - - - - - - - - - -
SELECTION:__
( C ) RESET

MENUS CALIBRATION DIAGNOSTICS HARDWARE TEST
(IN ORDER OF PRIORITY)

1 - CLUTCH ped. VOUT ------ 05.0 V
1 - CALIBRATIONS NO ALARM V6 V2 ------ 07.3 V
2 - TESTS 2 - OPTIONAL
3 - CLUTCH CALIBRATION
4 - ALARMS
A) BEEP ---------------------
( E ) EXIT ( E ) EXIT ( E ) EXIT
CLUTCH CALIBRATIONS SELECT TEST & MONITORS PRX - PEDAL 00000

PRX - AUTOM. 00000
FULLY DEPRESS CLUTCH DISABLE / ENABLE WARNING ! ! ! ! PRX . TOTALE 00000
-------------------------------
1 - ARMREST JOYSTK. X
AND PRESS ( B ) TO SAVE 2 - GROUP – HML X IN THE MONITORS THE TRACTOR IS ENGINE
PED.
TRANSMISS.
T.OIL = 020
3 - EL. ENG. GOV. X 100% OPERATIVE!
THE0%VALUE,THENRELEASEANDPRESS 4 - NOT USED--
000%
:
-------------------
GEAR:
5 - EVP - COMAT. --
(A) TO SAVE THE 100% VALUE 0 - MISC. POW 3zA M NR
6 - EVP - DISA X -125%
7 - EVP - BOSCH -- 1 - CONTROLS
2 - DIAGNOSTIC | -------------------
8 - NOT USED--
CURRENT VALUE - 000% - 095 RPM REV. | WH.
KEY:
SENSOR MEAS. - > 172 00000 RPM | Km/h
X = ENABLED -- = DISABLED
CURRENT VALUE - 100% - 190 - SVC 00000 | 00.0
( B ) SAVE ( C ) RENEW
|-( )-|------
( E ) EXIT ( E ) EXIT ( E ) EXIT ( E ) EXIT
V
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3 Transmission
31 Hydrive
DIAGNOSTICS SHUTTLE CALIBRATION END OF CALIBRATION

/ - CONTROL - STG
| FWD F = 000 O ALRN 4 0
(IN ORDER OF PRIORITY) COMPLETED OK !
\ - - _C_/_F_- |_ _REV Fill Oil TMPK 1.32
| Filling RPMK 1.10
CLU. PED. |------ PRX . CLU. FWD. 05.5
SW - | | C.B - NO ALARM
PRX . CLU. FWD. 07.8 PRX . CLU. REV. 05.5
PS - |------ PRX . CLU. REV. 08.0
-------------------------------
JOYSTK. ADI . CLU. FWD. 0.49 ADI . CLU. FWD. 0.60
/-------- /------ ADI . CLU. REV. 08.0 ADI . CLU. REV. 0.60
:FWD: | HML +
:REV: | HML + CORRECTION 01090
:-----: \----- FILLG. TIME 00000
: - CNS - : EVP - CURRNT 00000
( E ) EXIT ( E ) EXIT ( E ) EXIT ( E ) EXIT
SET TRACTOR ALARM LIST
CALIBRATION MENU (FROM MOST RECENT)

- LEVEL
1 - MANUAL CALIBRATION - 1500 RPM NO ALARM
2 - AUTOMATIC CALIBRATION - OIL Tmp. = 35G.C.
- NORMAL RANGE
- GEAR 2nd H
(C) CANCEL ALARM
EXIT PRESS KEY ( E ) EXIT
Menu 17 Menu 18
SHUTTLE CALIBRATION SET TRACTOR
F = 000 0 MURN 4 0 - LEVEL

Fill Oil TMPK 1.32 - 1500 RPM
Filling RPMK 1.10 - OIL Tmp. = 35 G.C.
( 1 ) F 1 4) 5) 6) 7) SF - NORMAL RANGE
PRX . CLU. FWD . 07.8 - GEAR 2nd H
PRX . CLU . REV. 08.0
( 2 ) F 2 9) A/M PRESS KEY AND THEN SELECT DI-
ADI . CLU. FWD. 0.49 RECTION FOR CALIBRATION!
ADI . CLU. REV. 08.0
( F ) SAVE DATA A) - B) + C) - D) + WAIT UNTIL MACHINE MOVES OFF
CORRECTION 01090 THEN SELECT NEUTRAL!
FILLG. TIME 00000
EVP - CURRNT 00000
( E ) EXIT
VI
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Transmission 3
Hydrive 31
LIST OF ALARMS
CODES MESSAGE on the TESTER DESCRIPTION
11 "EvL State No OK" Failure of the low range Elecro-valve
12 "EvL ShortCircuit" Short-Circuit of the low range Electro-valve
13 "EvL Open Circuit" Disconnected low range Electro-valve
14 "Sens. RPM Open" Disconnected engine speed sensor
"Sns.Tmp Oil Open" Disconnected oil temperature sensor

15
"Sns.Tmp Oil S.C." Short-Circuit oil temperature sensor
"Direct.Lev. Open" Disconnected direction commands on the armrest
16 "Direct.Lev. S.C." Short-Circuited direction commands on the armrest
"Direct.Lev. N. V." Disconnected direction commands on the armrest
21 "EvM State No OK" Failure of the medium range Elecro-valve
22 "EvM ShortCircuit" Short-Circuit of the medium range Electro-valve
23 "EvM Open Circuit" Disconnected medium range Electro-valve
24 "Sens.Wheel Open" Disconnected speed sensor
Disconnected or broken led bar. This message is only dys-

25 "Display Fault"
played by the tester
"SteeringN/C Open" Consent/neutral command signal disconnected

26
"SteeringN/C S.C." Consent/neutral command signal short-circuited
31 "EvH State No OK" Failure of the high range Elecro-valve
32 "EvH ShortCircuit" Short-Circuit of the high range Electro-valve
33 "EvH Open Circuit" Disconnected high range Electro-valve
34 "Sens. Revrs Open" Disconnected inverter speed sensor
"Pos. Pedal open" Disconnected clutch pedal sensor
35 "Pos.Ped.S.C./Open" Disconnected or short-circuited clutch pedal sensor
"Pos. Pedal N.V." Broken clutch pedal sensor
"SteeringF/B Open" Direction command signal disconnected
36 "SteeringF/B S.C." Direction command signal short-circuited
"SteeringF/B N.V." Broken direction command button
41 "HML+ButtonPushed" Damaged HML increase button
VII
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3 Transmission
31 Hydrive
42 "HML-ButtonPushed" Damaged HML increase button
43 "Missed Power Inf" Absence of engine power signal
44 "EvP State No OK" Failure of the proportional Electro-valve
45 "Pos.Ped. “B” Open" Disconnected clutch pedal sensor
46 "ShortCirc.Buzzer" Short-Circuited connection to the beeper
51 "EvD State No OK" Failure of the directional Electro-valve
52 "EvD ShortCircuit" Short-Circuit of the directional Electro-valve
53 "EvD Open Circuit" Disconnected directional Electro-valve
54 EvP ShortCircuit" Short-Circuit of the proportional Electro-valve
"HMLrelay St.N.V."
"S.C. HML Power"
"REVrelay St.N.V."
55 "S.C. REV Power" Internal failure to the ECU (PWM or HML relay)
"Polarizz.Com.REV"
" Alim. Amplif. opr"
"ClutchPedalSens"
56 "EvP Open Circuit" Disconnected proportional Electro-valve
61 "ServicePrxMissed" Loss of main hydraulic service pressure. Failure in the hydraulic circuit
Low pressure after the proportional electro-valve. Sensor or

62 "PressureProport"
proportional Electro-valve failure
63 "E2PROM Fault" Replace the E2PROM
Program configuration error. Check the setting of the HML

64 "Configurat.Error"
Group Electro-valves
71 "Sens.Revrs C.C." Short-Circuited inverter speed sensor
72 "Sens.RPM C.C." Short-Circuited engine speed sensor
73 "Slip Clt. Revrs" High slippage of the inverter clutch
Low pressure after the proportional Electro-valve. Sensor or

74 "Miss PrssProprt"
proportional Electro-valve failure
75 "S.C. HML Group" HML Group Short-Circuited.Check in the wiring
76 "S.C. REV Group" Short-Circuited inverter Group. Check the wiring
VIII
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Transmission 3
Hydrive 31
Fig. 3 - Longitudinal section through transmission with HYDRIVE.
IX
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3 Transmission
31 Hydrive
Fig. 4 - Hydrive.
X
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Transmission 3
Hydrive 31
INSTALLATION OF THE SHUTTLE UNIT
Pre-assembly of the Belleville springs
Arrange the Belleville springs on the hubs as shown in figure 5 and position the snap ring.
During assembly, ensure that the voids in the clutch plates are aligned with the voids in the bell housings as shown in
detail A and as indicated by arrows B in figure 6.
Note: the voids in the housings are aligned with the series of oil drain holes.
Fig. 5 - Shuttle hubs with Belleville springs.
Fig. 6 - Assembly of compound gears on the relative housings.
XI
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3 Transmission
31 Hydrive
Assembly of the compound gears

Assemble the gears with the relative housings by inserting the locating dowels and tightening the screws to a torque of
20 Nm; prior to assembly, apply Loctite 270 to the threads.
Fig. 7 - Assembly of compound gears and relative housings.
Adjustment of the shuttle unit

Pre-assemble front cover A and measure the end play in the position indicated in the detail of figure 8; install shims to
obtain an end play of 0.05 to 0.15.
Covers A should be fixed after having set the end play; apply the sealant PIANERMETIC to the screw threads and
tighten screws to a torque of 25Nm.
Installation of the shuttle unit

Before connecting the shuttle unit to the engine, check that the specific flywheel is fitted and attach the flexible coupling
without applying grease to the splines.
Install the shuttle unit and tighten the screws to a torque of 50 Nm.
XII
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Transmission 3
Hydrive 31
END PLAY 0.05 - 0.15 mm Fig. 9 - Hydraulic circuit of Agroshift and Hydrive controls.
A - Oil from hydraulic power unit for the PTO - BD - 4WD controls
B - Agroshift solenoid control valves (H - M - L)
C - Hydrive solenoid control valves
Fig. 8 - Adjusting the end play of the shuttle unit.
AV - Forward gears
INV - Reverse gears
XIII
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3 Transmission
31 Hydrive
T
S
E U
210 bar
D
R
Z
2-3bar
Yellow = Oil discharge (or intake)

Green = Return line from hydrostatic steering/
Red
exhaust line from lift
= Pressurised oil
N
L Q
F W
C
A - Oil filter
B - Oil pump
C - Acoustic filter
D - Power steering directional control valve
E - Steering cylinders
F - Oil cooler
I
G - Pressure control valves assembly
H - Transmission lubrication
I - Hydraulic power unit
L - Differential locking and 4WD engagement
with ASM
M - Differential locking and 4WD engagement
without ASM
N - Rear P.T.O. clutch
O - Oil filter
G
P - Hydraulic pump
Q - Hydraulic trailer brake control valve M
R - Hydraulic circuit of the lift (electronic type)
S - Rear lift cylinders B P
V - Hydrive unit
T - Agroshift unit H A
U - Front lift
Z - Holding valve and antishock group
O
W - Auxiliary spool valve
Fig. 10 - Hydraulic diagram (version with Agroshift and with Hydrive).
XIV

Same Silver-80!90!1004-1006 Service Sec Wat

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External mechanical controls.................................................................................................................................. 157

Precautions regarding electronic apparatus ...........................................................................................................259

SILVER 80 - 90 - 100.4 - 100.6 TRACTOR CONFIGURATIONS

CAB - ventilation + heating

GEARBOX Fully synchronised:

- 45 Forward 45 Reverse: 5 speeds x3 ranges + Reverser + - - version

CONTROLS - mechanically operated rear PTO

MECHANICALLY OPERATED REAR POWER-LIFT

ELECTRONIC REAR POWER-LIFT

DIMENSIONS AND WEIGHTS

Max. length without linkage (A) mm 3783 3783 3783 4108

Prescribed lubricants and fuels

Part to be supplied Amt Oil type Product

11 multi-grade engine oil

Front PTO 2,5

Front - wheel drive

Brakes control Max. ATF DEXRON II AKROS MATIC

* Optional, only for SILVER 100.6.

It is advisable to always use the same type of oil when replenishing.

Fig. 1 - SILVER 80 - Engine cross section - 4 cylinders.

Fig. 2 - SILVER 80 - Longitudinal section - 4 cylinders.

Fig. 3 - SILVER 90 - Engine cross section - 4 cylinders.

Fig. 4 - SILVER 90 -- Longitudinal section - 4 cylinders.

Fig. 5 - SILVER 100.4 - Engine cross section - 4 cylinders.

Fig. 6 - SILVER 100.4 - Longitudinal section - 4 cylinders.

Fig. 7 - SILVER 100.6 - Engine cross section - 6 cylinders.

Fig. 8 - SILVER 100.6 - Longitudinal section - 6 cylinders.

Silver 80 Silver 90 Silver 100.4 Silver 100.6

A - Top dead centre (TDC)

timing by overhead valves and camshaft fitted

Fig. 9 - Lubrication diagram.

fuel supply by diaphragm pump

For SILVER 90 - 100.4 only

SILVER 90 SILVER 100.4

- at 1400 engine r.p.m. °C 70°C 38°C

fan with aluminium blades

Fig. 11 - Cooling system.

Engine cylinder block

The one-piece engine cylinder block is a particularly sturdy cas-

If the piston cooling nozzles have been removed, pay particular

The tappet seat surfaces should be completely smooth.

Installing bushings into the camshaft journals

Ascertain the camshaft journal bushings are correctly positioned,

Bushings should be positioned so that they may recess about 2

Fig. 3 - Piston cooling nozzles.

Fig. 4 - Piston cooling nozzle assembly.

Adjusting backlash between the gear teeth of the

Maximum horsepower drawn should never exceed

Between engine plane and application base fit a number of shims

After dismantling the timing case gears, provision shall be made

Fig. 7 - Drive gear toothing backlash.

Air compressor or hydraulic pump support located

The timing case is forged into an aluminium-based light alloy.

The use of no. 5.9030.634.0 tool is indispensable to obtain a

Remove excess seal; use no. 5.9030.634.0 tool to obtain a

If pumps are removed from support, it will be necessary to apply

Fig. 10 - Auxiliary drive for either hydraulic pumps or air compressors.

Timing idler gear