deutz fahr agrotron serie 5

Workshop manual

agrokid 210 ->20001 agrokid 220 ->Zkds2102V0md20001 agrokid 220 ->Zkds2902V0md20001 agrokid 230 ->Zkds2202V0md20001 agrokid 230 ->Zkds3002V0md20001

III

CONTENTS0 - INTrOduCTION

0.1 - Introduction 0-20.1.1 - Safety notes 0-20.1.2 - General safety rules 0-20.1.3 - Safety precautions for removal and refitting operations 0-30.1.4 - Lifting instructions 0-40.1.5 - Tightening torques 0-50.1.6 - Threadlockers, adhesives, sealants and lubricants 0-80.1.7 - Conversion factors 0-10

10 - TEChNICal CharaCTErISTICS10.1 - Transmission 10-2

10.1.1 - Transmission 10-210.1.2 - Rear PTO and Mid PTO 10-8

10.2 - Rear axle 10-1310.2.1 - Brakes and rear axle assembly 10-13

10.3 - Front axle 10-1410.3.1 - Front axle 10-14

10.4 - Hydraulic system 10-1710.4.1 - Gear pump 10-1710.4.2 - Differential lock control assembly 10-1810.4.3 - Steering circuit 10-2010.4.4 - Power steering valve 10-2210.4.5 - Remote control valve 10-23

20 - CalIbraTIONS aNd ElECTrONIC dIagNOSIS20.1 - Diagnostic tool screens 20-2

20.1.1 - Baruffaldi electromagnetic clutch 20-220.1.2 - Operator seated sensor ECU (p/n 2.8519.106.0) 20-8

30 - METhOd Of INTErvENTION30.1 - B0 - Engine 30-2

30.1.1 - PREPARATION FOR DISASSEMBLY 30-230.1.2 - Engine - Separation from the transmission 30-330.1.3 - Engine 30-1030.1.4 - Compression test 30-1130.1.5 - engine block, crankshaft, pistons and sump 30-1330.1.6 - Inspection of the engine monobloc 30-2330.1.7 - Inspection of the crankshaft 30-2330.1.8 - Fan - alternator drivebelt 30-2630.1.9 - A/C fan - compressor drivebelt 30-2930.1.10 - Crankshaft pulley 30-3230.1.11 - Flywheel bearing 30-3330.1.12 - Timing gears and flywheel 30-3330.1.13 - Inspection of the flywheel and ring gear 30-4430.1.14 - Inspection of the pistons, piston rings and gudgeon pins 30-4530.1.15 - Inspection of the connecting rods 30-4730.1.16 - Inspection of the camshaft 30-48

IV

CONTENTS30.1.17 - Inspection of the camshaft 30-4930.1.18 - Inspection of the idler gear 30-5030.1.19 - Inspection of the valves, valve guides and valve seats 30-5030.1.20 - Valve clearances 30-5330.1.21 - Inspection of the rocker arms and rocker shaft 30-5530.1.22 - Cylinder head and valve train components 30-5530.1.23 - Inspection of the cylinder head 30-6230.1.24 - Inspection of the valve springs 30-6230.1.25 - Inspection of the valve pushrods 30-6230.1.26 - Renewal of the jets 30-6230.1.27 - Lubrication System 30-6330.1.28 - Inspection of the lubrication system 30-6530.1.29 - Fuel System 30-6630.1.30 - Inspection and adjustment of the fuel system 30-6930.1.31 - Inspection of the fuel lift pump 30-7130.1.32 - Injection pump 30-7130.1.33 - Inspection of the fuel injection pump camshaft 30-7830.1.34 - Inspection of the fuel injection pump camshaft 30-7930.1.35 - Fuel injection nozzle 30-8030.1.36 - Maintenance of the injector nozzles 30-8230.1.37 - Governor 30-8330.1.38 - Cooling system 30-8530.1.39 - Inspection of the cooling system 30-8730.1.40 - Engine air intake pipe 30-8930.1.41 - Intake and exhaust systems 30-9030.1.42 - Inspection of the air intake and exhaust system 30-91

30.2 - C0 - Engine accessories 30-9330.2.1 - Engine cooling system radiator 30-9330.2.2 - Expansion tank 30-9630.2.3 - Fan 30-9730.2.4 - Air cleaner assembly 30-9830.2.5 - Fuel filter 30-9930.2.6 - Fuel tank - Fuel tank float switch 30-9930.2.7 - Auxiliary fuel tank 30-10330.2.8 - Engine stop keyswitch 30-10430.2.9 - Exhaust pipe - tractor with cab 30-10630.2.10 - Engine stop keyswitch 30-10730.2.11 - Alternator 30-10930.2.12 - Alternator 30-11230.2.13 - Starter motor 30-11630.2.14 - Starter motor 30-11830.2.15 - Disassembly of the starter motor 30-120

30.3 - D0 - Transmission 30-12730.3.1 - Clutch plate 30-12730.3.2 - Checking clutch plate wear 30-12830.3.3 - Clutch release bearing 30-12830.3.4 - Clutch release forks 30-12930.3.5 - Clutch housing 30-131

VCONTENTS30.3.6 - Disassembly of the gearbox input shaft 30-13530.3.7 - Disassembly of the main shaft 30-13730.3.8 - Disassembly of the secondary shaft 30-13830.3.9 - Gearbox and shuttle assembly - complete unit 30-14130.3.10 - Gearbox and shuttle assembly - complete unit 30-14230.3.11 - Range gearbox and differential assembly - complete unit 30-14630.3.12 - Gearbox input shaft - oil seal renewal 30-14830.3.13 - Bevel gear pair 30-14930.3.14 - Disassembly of 4WD output shaft and groundspeed PTO 30-15330.3.15 - Creeper - synchronizer renewal 30-15530.3.16 - PTO output shaft. 30-15730.3.17 - Disassembly of the PTO output shaft. 30-15830.3.18 - Removal of the PTO output shaft 30-15830.3.19 - Parking brake 30-16030.3.20 - Adjustment of the bevel gear pair 30-162

30.4 - E0 - Rear axle 30-16630.4.1 - Left-hand rear axle 30-16630.4.2 - Disassembly of LH/RH rear axle 30-16830.4.3 - Rear differential 30-17230.4.4 - Disassembly of the rear differential 30-17530.4.5 - Rear axle brake discs 30-176

30.5 - F0 - Front axle 30-17830.5.1 - Front support 30-17830.5.2 - Front axle - complete assembly 30-18230.5.3 - Steering cylinders 30-18430.5.4 - Steering cylinders disassembly 30-18630.5.5 - Steering knuckle housing and axle shaft 30-18830.5.6 - Disassembly of the bevel gear pair 30-19030.5.7 - Propeller shaft - Front axle drive shaft 30-19830.5.8 - Planetary reduction gear 30-19930.5.9 - Disassembly of the planetary reduction gear 30-200

30.6 - G0 - Bodywork - Cab - Platform 30-20530.6.1 - Cab 30-20530.6.2 - Hood and side panels 30-21230.6.3 - Cab access steps 30-21630.6.4 - Adjustable front fenders 30-21730.6.5 - Cab door lock - tie-rod 30-21730.6.6 - Instrument panel 30-21930.6.7 - Left-hand rear cab pillar - screenwash reservoir 30-22030.6.8 - Right-hand console 30-22130.6.9 - Left-hand console 30-22230.6.10 - Instrument panel 30-22330.6.11 - Centre console 30-22430.6.12 - RH rear cab pillar trim 30-22530.6.13 - A/C system air intake filters 30-22530.6.14 - Cab roof 30-22630.6.15 - Seat 30-23030.6.16 - Air conditioning system - Standard roof version 30-231

VI

CONTENTS30.6.17 - Air conditioning compressor 30-23330.6.18 - Condenser 30-23530.6.19 - Receiver-dryer 30-23630.6.20 - Evaporator assembly 30-23730.6.21 - Air conditioner fan 30-23830.6.22 - Bistable pressure switch for compressor clutch engagement/disengagement 30-23930.6.23 - Steering wheel 30-24030.6.24 - Adjustment of the lift control valve levers 30-24130.6.25 - Remote valve control levers 30-243

30.7 - H0 - Hydraulic system 30-24430.7.1 - Pump for hydraulic lift and auxiliary services and power steering system 30-24430.7.2 - Transmission oil filter assembly 30-24530.7.3 - Power steering valve - Complete assembly 30-24630.7.4 - Power steering disassembly 30-24830.7.5 - Pressure relief valve - lift control valve 30-26030.7.6 - Lift locking shut-off valve 30-26130.7.7 - Remote control valve 30-26230.7.8 - Remote control valve 30-26230.7.9 - Control rods 30-26430.7.10 - Double/single acting conversion valve 30-265

30.8 - L0 - Electrical system 30-26730.8.1 - Battery 30-26730.8.2 - Fuse and relay assembly 30-26830.8.3 - Electrostatic unit 30-26930.8.4 - Parking brake switch 30-27030.8.5 - Adjustment of the parking brake switch 30-27130.8.6 - Brake lights switches 30-27230.8.7 - Adjustment of the brake light switches 30-27330.8.8 - Steering column switch 30-27330.8.9 - Control buttons - RH console 30-273

30.9 - M0 - Front PTO 30-27630.9.1 - Pump - clutch assembly - brake 30-27630.9.2 - PTO output shaft 30-27930.9.3 - Solenoid valve 30-281

30.10 - N0 - Front lift 30-28330.10.1 - Front lift - version with front PTO - 30-28330.10.2 - Cylinder 30-285

30.11 - R0 - Rear lift 30-28730.11.1 - Rear lift - complete assembly 30-28730.11.2 - Rear lift - complete assembly 30-28930.11.3 - Adjustment of the rear lift 30-29430.11.4 - Lift cylinders 30-29630.11.5 - Lift cylinders 30-29730.11.6 - Renewal of the rear lift bush 30-29830.11.7 - Lift arms 30-29930.11.8 - Hydraulic lift control valve 30-30130.11.9 - Disassembly of the lift control valve 30-302

VII

CONTENTS30.11.10 - Three-point linkage with mechanical adjustment 30-307

30.12 - S0 - Wheels 30-30930.12.1 - Front wheels 30-30930.12.2 - Rear wheels 30-309

30.13 - V0 - Ballast - towing hitches 30-31030.13.1 - Support and towing hitch 30-310

40 - WIrINg dIagraMS40.1 - Introduction 40-2

40.1.1 - Structure of the unit 40-240.1.2 - Wiring and components index 40-640.1.3 - Introduction 40-640.1.4 - Basic electronics for mechanics (1/2) 40-940.1.5 - Basic electronics for mechanics (2/2) 40-1140.1.6 - Electrical and electronic components (1/2) 40-1840.1.7 - Electrical and electronic components (2/2) 40-26

40.2 - Components 40-3140.2.1 - Components 40-31

40.3 - Systems 40-3540.3.1 - Earthing points 40-3540.3.2 - Starting 40-3740.3.3 - Control unit - Fan 40-3940.3.4 - Steering column lights switch 40-4040.3.5 - Instrument panel 40-4340.3.6 - Cab 40-4540.3.7 - Aereo cab 40-4840.3.8 - PTO 40-5140.3.9 - Front axle differential lock 40-5340.3.10 - Brakes 40-55

40.4 - Wiring harnesses 40-5740.4.1 - Wiring harnesses 40-5740.4.2 - Positions of front wiring connectors 40-5840.4.3 - Front PTO wiring - 0.014.2645.4 40-6140.4.4 - Positions of front PTO wiring connectors. 40-6140.4.5 - Front lights wiring - 0.014.7599.4 40-6340.4.6 - Positions of front light wiring connectors 40-6440.4.7 - Compressor wiring - 0.014.7601.4 40-6540.4.8 - Positions of compressor wiring connectors 40-6540.4.9 - Front wiring with cab 40-6640.4.10 - Positions of front wiring connectors with cab 40-6840.4.11 - Central wiring - 0.012.6949.4 40-7140.4.12 - Positions of central wiring connectors 40-7540.4.13 - Solenoid valve wiring - 0.014.1482.4 40-8040.4.14 - Positions of solenoid valve wiring connectors 40-8140.4.15 - Rear wiring - 0.013.1452.4/10 40-8240.4.16 - Positions of rear wiring connectors 40-8440.4.17 - Remote valve wiring - 0.012.6955.4 40-86

VIII

CONTENTS40.4.18 - Rear lights wiring - 0.014.7602.4 40-8640.4.19 - Positions of rear light wiring connectors 40-8740.4.20 - Aereo cab wiring - 0.014.7593.4 40-8940.4.21 - Positions of aereo-cab wiring connectors 40-9140.4.22 - Cab power supply - 0.014.7594.4 40-9240.4.23 - Positions of cab power supply wiring connectors 40-9340.4.24 - Air conditioning system - 0.014.7596.4 40-9440.4.25 - Position of air conditioner wiring connectors 40-9540.4.26 - Cab earth wiring - 0.015.0031.4 40-9640.4.27 - Positions of cab earth wiring connectors 40-9740.4.28 - Worklights-number plate light- flashing light - 0.014.7595.4 40-9840.4.29 - Positions of worklight, number plate and flashing light wiring connectors 40-9940.4.30 - Flashing light wiring - 0.014.7591.4 40-10140.4.31 - Positions of flashing light wiring connectors 40-10140.4.32 - Windscreen wipers - 0.014.7598.4 40-10240.4.33 - Positions of windscreen wiper wiring connectors 40-10340.4.34 - Radio wiring - 0.014.7600.4 40-10440.4.35 - Positions of radio-loudspeaker wiring connectors 40-105

0-1

0 - INTrOduCTION

0-2

INTrOduCTION0.1 - INTrOduCTIONThe purpose of this workshop manual is to provide instruction for repair technicians and a practical guide to improving the quality of repairs. This manual enables repair technicians to acquire a thorough knowledge of the machine, indicating the correct methods for fault diagnosis, for working in safety and for accurate dimensional checks and visual inspections. The instructions also indicate the products to use, the tightening torques and the adjustment data. The technical material contained in this manual is reserved to Authorised Dealers and Service Centres who will be duly informed of any technical changes to the machines in question through the issue of documents regarding modifications, updates and supplements for optional equipment. All technicians and their colleagues are expressly forbidden from reproducing any part of this manual in any form or from communicating the contents to third parties without the express written permission of the Manufacturer, who remains the sole owner of this document with all rights reserved in accordance with applicable laws.

0.1.1 - Safety notesTo ensure that machines entrusted to Authorised Service Centres for repair or overhaul continue to function correctly, it is very impor-tant that all repair work is carried out in the prescribed manner. The procedures for checks and repairs indicated in this manual are safe and effective. Some of the operations described require the use of special tools and equipment; these tools have been specifally designed for the intended purpose and may be ordered directly from the Manufacturers. DO NOT USE MAKESHIFT TOOLS; not only is there a risk of personal injury, but such tools are rarely suited to the purpose for which they are used. In potentially hazardous situations, always give priority to personal safety and take the necessary actions to eliminate the danger

0.1.2 - general safety rulesl Even if you have a thorough knowledge of the machine as regards its components, operation and controls, always take spe-

cial care when carrying out the following operations; Remember that the machine you are working on is in need of repair or overhaul and consequently may not always behave as expected.

l Before starting work, clean the tractor thoroughly to remove all mud, dust and road dirt. Also clean the cab to remove all traces of oil, snow and ice from the access steps and grab rails.

l When climbing up to or down from the cab, always ensure you maintain three points of contact at a time (foot or handholds) in order to keep your balance and prevent accidental falls.

l Always take special care when carrying out fault diagnosis operations; these operations often require two persons, who must never stand in front of the wheels when the engine is running.

l When carrying out checks and repairs, wear close-fitting clothing, safety goggles and protective gloves that are suitable for the task (cleaning, draining fluids, repairs). When working near moving parts, long hair should be gathered up and tied back safely under a cap to prevent the risk of entanglement and severe injury.

l Do not allow anyone who is not directly involved in the work to come near the tractor; ensure that they remain at a safe dis-tance.

l Keep well clear of moving parts; when the engine is running, some moving parts are not easily visible and therefore present a risk of entanglement, even if protected by safety guards.

l Ensure that the area is well ventilated before starting the engine in order to avoid the formation of dangerous concentrations of toxic gases; always connect suitable fume extraction equipment to the exhaust pipe.

l Do not start the engine with the safety guards removed under any circumstances; all repair and adjustment operations must be carried out with the engine stopped.

l Do not top up fuel, oil or coolant levels when the engine is running.l Never smoke and ensure there are no naked flames nearby when topping up fuel or oil. Always remove the battery from the

machine before recharging.l Before checking or removing the battery, stop the engine and remove the key from the starter switch.l Remove the battery and recharge in a well-ventilated area where the temperature exceeds 0C.l When checking or recharging the battery, do not smoke or allow naked flames in the vicinity as the hydrogen gas given off by

the battery is highly explosive.l The liquid (electrolyte) contained in the battery is very harmful if it comes into contact with the skin and the eyes; for this rea-

son, always wear gloves and safety goggles with side shields when checking or topping up the battery. Should any electrolyte accidentally come into contact with your skin, wash the affected areas immediately with plenty of fresh water; if electrolyte comes into contact with your clothing, this should be removed as soon as possible. In case of accidental ingestion of electro-lyte, drink copious amounts of water, milk or vegetable oil and take antacids such as magnesium, bicarbonate, etc. and seek medical attention immediately.

l Before working on the electrical systems, always disconnect the battery terminals.

0-3

INTrOduCTIONdaNgErAlways disconnect the negative lead (--) before the positive lead (+); when re-connecting the battery on completion of the work, first connect the positive terminal (+) and then the negative (--).

l Before carrying out any arc welding (permitted only on implements attached to the machine) always disconnect the battery terminals and unplug all the connectors of the electronic control units and the alternator.

l When topping up lubricants, always wear suitable protective gloves.l Do not wear clothing contaminated by engine or hydraulic oil; prolonged contact with the skin can be harmful and may cause

allergic reactions.l Used engine oil and hydraulic oil must be disposed of properly; recover used lubricants and dispose of them in accordance

with the applicable regulations.l Before carrying out any work on the hydraulic or pneumatic systems, discharge all residual pressure from the circuits.l Before carrying out any work on the hydraulic system or engine, allow the oil and engine coolant to cool down.l When removing and refitting certain assemblies, it will be necessary to support the tractor; use stands, jacks or blocks capable

of supporting the weight and arrange them in a triangular pattern to prevent the machine from overturning.l To lift heavy components, use a hoist or crane. Check that wire ropes, chains or fibre slings are not worn and that hooks are

not damaged.l Always use lifting equipment of suitable capacity for the weight of the components to be removed. Ensure lifting equipment is

attached correctly.l When lifting or supporting an assembly or component, manoeuvre the parts slowly and carefully to avoid swinging movements

or collision with other components.l Never work on components suspended from a hoist or crane.l When removing the retaining bolts of a component that could fall, always leave two opposing bolts in place for safety; before

removing these last two bolts, attach the component to suitable lifting equipment or position support blocks.l Any oil or fuel spilled during removal or dismantling operations should be cleaned up as soon as possible to prevent the risk

of slipping and fire.l When refitting electrical wiring looms and wires, ensure that they are properly secured with their original retaining straps or

brackets to prevent the possibility of damage caused by vibration.l Never insert your fingers or hands to check the alignment between fixing holes in components; always use a suitable dowel

of soft material.l When refitting assemblies or components, always use the specified tightening torques; the tightening torques indicated in the

paragraphs regarding assembly/refitting operations have been determined through experimentation and must be scrupulously adhered to.

l When refitting parts that are subject to vibration or that rotate at high speed, take particular care when carrying out final instal-lation checks.

0.1.3 - Safety precautions for removal and refitting operationsWhen removing or refitting parts, always take the following safety precautions.

Precautions for removal operationsl Unless otherwise indicated, lower the lifting equipment until it the component or assembly rests on the ground.l After disconnecting hydraulic and fuel system pipes, always fit plugs to the open ends of the pipes to prevent ingress of dirt.l Before removing a cylinder, fully retract the piston and secure it in this position using a retaining strap.l Use containers of sufficient capacity when draining oil, coolant or fuel.l Before removing a part from the machine, check for alignment markings indicating the correct assembly position. If necessary,

make new markings to ensure correct assembly.l When unplugging electrical connectors, always grip the connectors firmly to avoid pulling on the wires.l Where necessary, label wires and pipes before removal to avoid confusion when reconnecting.l Check the number and thickness of any shims removed and keep them together in a safe place.l To lift the tractor or any of its main components, use lifting equipment of suitable capacity.l When using eyebolts for lifting components, first check that they are not deformed or damaged; screw them fully home and

then turn the bolt so that the eye is aligned with the lifting hook.l Before removing a part, clean the surrounding area and, after removing the part, cover it to protect it from dirt and dust.

0-4

INTrOduCTIONPrecautions for refitting operations

l Tighten nuts and screws to the specified tightening torques.l When refitting flexible pipes and cables, take care not to twist or tangle them.l Always fit new seals, O-rings, split pins and safety stop rings; make sure that the ends of the cotter pins are separated and

bent back so that the pin cannot be withdrawn from the hole.l Ensure that circlips are correctly installed in their seatings.l When applying threadlocking compound, first clean the part to remove all oil and grease, then cover the thread evenly apply-

ing a few drops of the compound.l When applying sealant, first clean the surface removing all traces of oil and grease and check for dirt or indentations, then

apply the sealant evenly making sure that it forms a continuous film around any fixing holes.l Clean all parts, removing dirt, oxidisation, carbon deposits, burrs and indentations.l Coat all moving parts with a thin film of engine oil.l When reconnecting electrical wiring connectors, first remove all traces of oil, dust and water from the inside of the connector

and then push the two halves together firmly; connectors with locking tabs should be pushed together until the tab engages the keeper.

l Bolt down flanged fittings evenly, tightening the screws gradually in a crosswise pattern.

Precautions to be taken on completion of removal/refitting operationsl If coolant has been drained from the engine, refit the drain plug and pour in new coolant to the correct level. Start the engine

to circulate the coolant and then check the level again and top up.l After removing hydraulic components, top up the hydraulic oil to the specified level. Start the engine to circulate the oil in the

hydraulic circuits and then recheck the level and top up as necessary.l After having removed a variable displacement pump, connect the drain pipe and fill the pump casing with oil through the filler

hole provided.l Grease stub axle housings, cylinder pivot mountings and drive shafts thoroughly after assembly.

0.1.4 - Lifting instructionsdaNgErComponents weighing over 25 kg or of significant size must be supported and removed using suitable lifting equip-ment with wire rope or polyester slings.

Wire ropes - slingsl Use wire ropes or polyester slings of suitable capacity for the parts to be lifted, referring to the following tables:

Table 1WIrE rOPES (standard twisted S or Z type) POlYESTEr SlINgS (eye-and-eye - simple loop) rope mm Capacity (kg) Width (mm) Capacity (kg)

8 650 620 500 25 500 400 860 70010 1000 1740 1420 50 1000 800 1730 141012 1450 2500 2050 62 1250 1000 2160 176014 2000 3460 2820 75 1400 1120 2420 198016 2600 4500 3670 100 2000 1600 3460 282018 3300 5710 4660 150 2500 2000 4330 3530

Lifting capacities are calculated with a safety coefficient.

l The lifting hook should be attached to the central part of the rope or sling; if the hook is attached near the ends of the rope/sling, this could cause the load to slip during lifting.

l Never lift a heavy load using a single rope; always use two or more symmetrically arranged ropes.

0-5

INTrOduCTIONdaNgErSuspension of a load from a single rope could cause the load to start rotating and consequently cause the rope strands to untwist or the load to slip; this could lead to serious injury.

l Never lift a heavy load when the two legs of the ropes form a wide angle. the permitted load (kg) decreases in inverse propor-tion to the angle of suspension; the table below indicates how the permitted load varies according to the angle of suspension for two 10 mm ropes each with a load capacity of 1000 kg.

Fig. 1

0.1.5 - Tightening torquesbolts and nuts

daNgErThe tightening torques for certain specific components and special tightening methods are indicated in the relative assembly paragraphs.

The tightening torques indicated below refer to screws and nuts assembled without lubrication and, where applicable, with anaerobic threadlocking compound. the values apply to tightening on steel or cast iron components; for soft materials such as aluminium, cop-per, plastic, sheet metal or panels, the indicated tightening torques must be reduced by 50%.

Table 2bOlT SIZE bOlT ClaSS

8.8 10.9 12.9Nm lb.ft. Nm lb.ft. Nm lb.ft.

M6x1 8.0 8.8 5.9 6.5 11.8 13.0 8.7 9.6 13.8 15.2 10.2 11.2M8x1.25 19.4 21.4 14.3 15.8 28.5 31.5 21.0 23.2 33.3 36.9 24.5 27.2M10x1.5 38.4 42.4 28.3 31.2 56.4 62.4 41.6 46.0 67.4 74.4 49.7 54.8M12x1.75 66.5 73.5 49.0 54.2 96.9 107 71.4 78.9 115 128 84.8 94.3M14x2 106 117 78.1 86.2 156 172 115.0 126.8 184 204 135.6 150.3M16x2 164 182 120.9 134.1 241 267 117.6 196.8 282 312 207.8 229.9M18x2.5 228 252 168.0 185.7 334 370 246.2 272.7 391 432 288.2 318.4M20x2.5 321 355 236.6 261.6 472 522 347.9 384.7 553 611 407.6 450.3M22x2.5 441 487 325.0 358.9 647 715 476.8 527.0 751 830 553.5 611.7M24x3 553 611 407.6 450.3 812 898 598.4 661.8 950 1050 700.2 773.9M27x3 816 902 601.4 664.8 1198 1324 882.9 975.8 1419 1569 1045.8 1156.4

0-6

INTrOduCTIONfINE M8x1 20.8 23.0 15.3 17.0 30.6 33.8 22.6 24.9 35.8 39.6 26.4 29.2

M10x1.25 40.6 44.8 29.9 33.0 59.7 65.9 44.0 48.6 71.2 78.6 52.5 57.9M12x1.25 72.2 79.8 53.2 58.8 106 118 78.1 87.0 126 140 92.9 103.2M12x1.5 69.4 76.7 51.1 56.5 102 112 75.2 82.5 121 134 89.2 98.8M14x1.5 114 126 84.0 92.9 168 186 123.8 137.1 199 220 146.7 162.1M16x1.5 175 194 129 143 257 285 189.4 210.0 301 333 221.8 245.4M18x1.5 256 282 188.7 207.8 375 415 276.4 305.9 439 485 323.5 357.4M20x1.5 355 393 261.6 289.6 523 578 385.5 426.0 611 676 450.3 498.2M22x1.5 482 532 355.2 392.1 708 782 521.8 576.3 821 908 605.1 669.2M24x2 602 666 443.7 490.8 884 978 651.5 720.8 1035 1143 762.8 842.4

FittingsThe tightening torques indicated below refer to fittings assembled on any material.

Table 3MET-rIC

Straight end fittings T end fittings L end fittings 90 end fittings

Thread size Wrench Torque Nm 10%

Wrench Torque Nm 10%



M10x1.25 17 14 14 14 14 14 14 1419 14 17 14 17 14

M12x1.25 19 30 17 30 17 30 17 30M14x1.5 19 40 19 40 19 40 19 40M16x1.5 22 48 22 48 22 48 22 48M18x1.5 24 58 24 58 24 58 24 58M20x1.5 27 65 27 65 27 65 27 65M22x1.5 30 73 30 73 30 73 30 73M26x1.5 36 95 36 95 36 95 36 95M27x2 36 100 36 100 36 100 36 100M33x2 41 160 41 160 41 160 41 160M42x2 50 250 50 250 50 250 50 250M48x2 60 305 60 305 60 305 60 305G 1/8 17 13 14 13 14 13 14 13

19 13G 1/4 19 37 19 37 19 37 19 37

22 37G 3/8 24 53 24 53 24 53 24 53G 1/2 27 73 27 73 27 73 27 73

30 73G 3/4 36 100 36 100 36 100 36 100G 1 41 160 41 160 41 160 41 160

46 160G 1 1/4 50 250 50 250 50 250 50 250G 1 1/2 60 305 60 305 60 305 60 305

PlugsTable 4

Hex plugs Threaded plugs with hex socket head

Thread size Wrench Torque Nm 10% Wrench Torque Nm 10%

0-7

INTrOduCTIONMET-rIC

M6x1 10 10 M8x1 13 12 M10x1 13 14 5 14M10x1.25 13 14 M10x1.5 13 14 M12x1.25 17 30 M12x1.5 17 30 6 30M12x1.75 17 30 M14x1.5 19 40 6 40M14x2 19 40 M16x1.5 22 48 8 48M16x2 22 48 M18x1.5 17 58 10 58M18x2.5 17 58 M20x1.5 19 65 M22x1.5 12 73M24x1.5 22 80 12 80M24x2 22 80 M27x2 22 100 M28x1.5 17 110M30x1.5 22 130 M32x1.5 19 150M35x1.5 22 180M40x1.5 24 225G 1/8 14 13 G 1/4 19 37 G 3/8 22 53 G 1/2 19 73 G 5/8 22 85 G 3/4 22 100 G 1 22 160

Fittings with seal at 37Table 5

Thread size Wrench Torque Nm 10%7/16 - 20 14 131/2 - 20 16 199/16 - 18 17 283/4 - 16 22 477/8 - 14 27 761 1/16 - 12 32 110

36 1101 3/16 - 12 36 1381 5/16 - 12 38 1551 5/8 - 12 50 2151 7/8 - 12 60 2902 1/2 - 12 75 345

0-8

INTrOduCTIONFittings for pipes with banjo unionThese tightening torques refer to tightening the fitting with new copper sealing washers.

Table 6Unions for one-way fittings Unions for three-way fittings Unions for four-way fittings

Thread size Wrench Torque Nm 10%



M8x1 12 14 M8x1.25 13 14M10x1 14 20 14 20M10x1.25 13 20 M12x1.25 17 30 M12x1.5 17 30 17 30M14x1.5 19 40 19 40 19 40M16x1.5 22 48 22 48 22 48M18x1.5 22 58 24 58 24 58M20x1.5 27 65 M22x1.5 27 73 27 73M24x1.5 32 80 M26x1.5 32 95 32 95M28x1.5 36 110 M30x1.5 36 130 36 130M35x2 41 180 M38x1.5 46 200 46 200M42x2 50 250 M45x1.5 55 280 55 280M50x2 60 320 M52x1.5 60 320 60 320M65x2 75 450 75 450

0.1.6 - Threadlockers, adhesives, sealants and lubricantsTable 7fuNCTION NaME dESCrIPTIONThrEadlOCKEr Loctite 222 Colour: opaque fluorescent

purpleAnaerobic product suitable for low-strength locking of retaining, adjustment and precision fasteners. All traces of lubricant must first be removed using the specific activator.

Loctite 242 Colour: fluorescent blue Anaerobic product that prevents loosening of all types of nut and bolt; used in place of conventional mechanical locking systems. Used for medium-strength locking. All traces of lubricant must first be removed using the specific activator.

Loctite 243 Colour: opaque fluorescent blue

Alternative product to 242 ; oil tolerant and so can be used on lightly lubricated surfaces without prior use of activator.

Loctite 270 Colour: fluorescent green Anaerobic product for high-strength locking of bolts and studs that do not normally require disassembly. Parts must be heated to approximately 80C for removal. All traces of lubricant must first be removed using the specific activator.

0-9

INTrOduCTIONdEgrEaSErS aNd aCTIvaTOrS

Loctite 703 Product used for degreasing and cleaning parts prior to applica-tion of Loctite anaerobic products; after drying, promotes uniform curing of threadlockers

Loctite 747 Product used specifically for treatment of passive metals prior to use of slow-cure anaerobic threadlockers (series 5 and 6). Can also be used to increase cure speed at low temperatures or in ap-plications where there are large gaps between the parts.

SEalaNTS (for faces and fittings)

Loctite 510 Colour: red Super-rapid anaerobic sealant for sealing between rigid metal faces; can eliminate the need for conventional gaskets as it can fill gaps up to 0.4 mm. Does not shrink and therefore fasteners do not need re-tightening to specified torque values after curing.

Loctite 542 Colour: Brown Anaerobic product used as a liquid sealant for threaded fittings up to 3/4 gas; rapid curing and parts may be disassembled with ordinary tools.

Loctite 554 Colour: red Anaerobic sealant and locking compound used for sealing cool-ing and industrial fluid circuits. Slow curing, also suitable for use on non-ferrous alloys

Loctite 572 Colour: White Anaerobic sealant and locking compound used for sealing pipes and threaded fittings up to 2 in diameter. Very slow curing on most metal surfaces.

Loctite 573 Colour: green Thixotropic anaerobic product used for sealing joints between metal faces. Ensures total contact between surfaces with maxi-mum tolerance of 0.10 mm, filling microvoids caused by flatness errors. Very slow curing on most metal surfaces and requires prior application of an activator.

Loctite 576 Colour: brown Anaerobic product used as a liquid thread sealant for large diam-eter threaded fittings (up to 2). Very slow curing; also suitable for non-ferrous alloys and parts requiring subsequent removal.

INSTaNT adhE-SIvES

Loctite 401 Colour: colourless Cyanoacrylate instant adhesive suitable for bonding a wide range of acidic and porous materials including, ceramics, wood, rub-ber and plastic (excluding polyolefin). Curing takes place in a few seconds as an effect of the condensed humidity present on the surfaces to be bonded, and is independent of environmental con-ditions.

Loctite 495 Colour: colourless Cyanoacrylate instant adhesive suitable for bonding a rubber, plastics and metal in any combination.

SEalaNTS SIlI-CONE

Silastic 738 (Dow Corning) Colour: milky white

One-part silicone adhesive/sealant, non dhrinking, ready for use. Cures on exposure to air to form a rubbery solid and obviates the need for conventional seals on flexible joints, filling gaps greater than 1 mm.

Dirko Transparent Colour: transparent One-part silicone adhesive/sealant, shrinking, ready for use. Cures rapidly when exposed to humidity in the air to form a rub-bery solid; resistant to high temperatures.

SEalaNTS POl-urEThaNE

Betaseal HV3 (Gurit Essex) Colour: black Polyurethane prepolymer based adhesive/sealant, high viscosity, suitable for permanent, high-strength flexible bonding. Slow cur-ing, used for bonding glass to frames, wire mesh, metal plates, etc. surfaces must be degreased with primer.

0-10

INTrOduCTIONRETAINING COM-POUNDS

Loctite 601 Colour: fluorescent green Anaerobic, fast-curing, high-strength adhesive. Suitable for seal-ing and retaining cylindrical assemblies with gap clearances of up to 0.10 mm; used for retaining rotors, gears, bearings, pulleys, bushes etc. on shafts.

Loctite 638 Colour: fluorescent green Anaerobic structural adhesive, quick-curing, very high strength; suitable for bonding cylindrical parts in non-ferrous alloys.

Loctite 648 Colour: fluorescent green Anaerobic structural adhesive, quick-curing, high-strength; suit-able for bonding cylindrical parts, permanent retention of thread-ed parts, sealing of refrigeration systems, retention of bearings, etc. Alternative to Loctite 601 in high-temperature applications.

Loctite 986/AVX Colour: Fluorescent red Anaerobic sealant/retaining compound for metal cylindrical parts. Slow-curing, high-strength, heat-resistant and resistant to chemi-cal attack. Parts must be first treated with an activator.

lubrICaNTS Grease (NLGI 2 EP ASTM D217: 265/295) Multi-purpose Lithium grease used for lubrication of seals, to pre-vent oxidization and to facilitate assembly operations.

Molikote (Dow Corning) Anti-wear compound, contains Molybdenum bisulphate, used neat or diluted with engine oil for assembly of main engine bear-ings.

Vaseline Neutral pH compound used to protect battery terminals against oxidization and corrosion.

Engine oil 10W - 30 Used to dilute Molikote anti-wear lubricant during assembly of main engine bearings.

0.1.7 - Conversion factorsConversion from British to metric units

Table 8inch x 25.40 = mmfoot x 0.305 = myard x 0.914Eng.miles x 1.609 = kmSq.in. x 6.452 = cmSq.ft. x 0.093 = mSq.yard x 0.835Cu.in. x 16.39 = cmCu.ft. x 28.36 = mCu.yard x 0.763Imp.gall. x 4.547 = litresUS gall. x 3.785pint x 0.568quart x 1.137US.gpm x 3.785 = ,/minoz. x 0.028 = kglb. x 0.454lb.ft. x 0.139 = kgmlb.in. x 17.87 = kg/mpsi x 0.070 = kg/cmlb./Imp.gall x 0.100 = kg/,lb./US.gall x 0.120lb./cu.ft. x 16.21 = kg/mlb.ft. x 1.356 = Nmpsi x 1.379 = bar

Conversion from metric to British units

Table 9mm x 0.0394 = inchm x 3.281 = footm x 1,094 = yardkm x 0.622 = Brit.milescm x 0.155 = Sq.in.m x 10.77 = Sq.ft.

0-11

INTrOduCTIONm x 1.197 = Sq.yardcm x 0.061 = Cu.in.m x 0.035 = Cu.ftm x 1.311 = Cu.yardlitres x 0.220 = Imp.gall.litres x 0.264 = US gall.litres x 1.762 = pintlitres x 0.880 = quart,/min x 0.2642 = US.gpmkg x 35.25 = oz.kg x 2.203 = lb.kgm x 7.233 = lb.ft.kg/m x 0.056 = lb.in.kg/cm x 14.22 = psikg/, x 10.00 = lb./Imp.gal.kg/, x 8.333 = lb./US.gal.kg/m x 0.062 = lb./cu.ft.Nm x 0.737 = lb.ft.bar x 14.503 = psi

0-12

INTrOduCTION

PagE lEfT INTENTIONallY blaNK

10-1

10 - TEChNICal CharaCTErISTICS

10-2

TEChNICal CharaCTErISTICS10.1 - TraNSMISSION10.1.1 - TransmissionIntroduction

l The tractor in this series are equipped with a 4-speed transmission with forward/reverse shuttle and three speed ranges. The main gearbox and the forward/reverse shuttle are synchronised, while the 3-speed range gearbox is not synchronised.

l The rear transmission casing also houses the drive train for the rear PTO, which is supplied in a single version (540-1000-ground-speed). The rear PTO is of the mechanical type with non-synchronised gears. The PTO can also be supplied with a mid-mounted output shaft that is only enabled when the 1000 rpm PTO speed is selected.

Fig. 2 - Main assemblies1. Clutch housing2. Shuttle gearbox assembly3. Range gearbox and differential assembly4. Rear PTO5. Mid PTO

descriptionl The transmission receives drive from the engine and transmits it through the dual clutch assembly (1) (main drive clutch (1a)

and rear PTO clutch (1b)), the main gearbox (3), the shuttle (2) and the range gearbox (4) to the bevel drive gears (5). Drive is then transmitted to the final drive units (6) which mount the brake assemblies providing both service brake and parking brake functions.

10-3

TEChNICal CharaCTErISTICS

Fig. 3 - Power flow diagramdrive transmission

Fig. 4 - 1st gear, forward drive and high range (H) selected

10-4


Fig. 5 - 1st gear, reverse drive and low range (L) selected

Fig. 6 - 3rd gear, forward drive and medium range (M) selected

10-5

TEChNICal CharaCTErISTICSClutch housing

Fig. 7 - Clutch housingKey

1. Flywheel2. Rear PTO clutch plate3. Main clutch plate4. Rear PTO clutch sleeve5. Main clutch sleeve6. Sleeves support7. Main clutch release fork return spring8. PTO clutch release bearing9. PTO clutch thrust plate10. Main clutch thrust bearing11. Main clutch control fork12. Main clutch control shaft13. PTO clutch release fork14. PTO clutch control shaft15. PTO clutch release forks return spring

10-6

TEChNICal CharaCTErISTICSGearbox and shuttle assembly

Fig. 8 - Gearbox and shuttle assemblyKey

1. Forward driving gear2. Forward/reverse gear synchronizer3. Reverse driving gear4. Input shaft5. Main shaft6. 4th speed driven gear7. 3rd-4th speed synchronizer8. 3rd speed gear9. 2nd speed driven gear10. 1st-2nd speed synchronizer11. 1st speed driven gear12. Secondary shaft13. 1st-2nd speed selector fork14. 3rd-4th speed selector rod15. 1st-2nd speed selector rod16. 3rd-4th speed selector fork17. Forward/reverse drive selector fork18. Forward/reverse drive selector rod19. Ball20. Spring21. Spacer

10-7

TEChNICal CharaCTErISTICS4WD - Range gears assembly

Fig. 9 - 4WD - Range gears assemblyKey

1. Secondary shaft2. Driven gear3. L and M range driving shaft4. Pinion5. Groundspeed PTO driving gear6. Groundspeed PTO drive shaft7. 4WD driven gear8. 4WD engagement sleeve9. 4WD output shaft10. L and M range driven gear11. 4WD drive gear12. 4WD engagement control shaft13. Bush14. Shoe15. 2nd speed driven gear16. 1st speed driven gear17. 1st speed synchronizer

10-8

TEChNICal CharaCTErISTICSPinion and differential assembly

Fig. 10 - Pinion and differential assemblyKey

1. Pinion2. Nut3. 4WD drive gear4. Pinion bearing5. Differential lock sleeve6. Differential carrier7. Differential crown wheel8. Planet gear9. Side gear10. Differential housing

10.1.2 - rear PTO and Mid PTOdescription

l 1000 rpm (with engine at 2733 rpm)l 2000 rpm (with engine at 3052 rpm)

The mid PTO rotation speed is selected via the rear PTO speed selection lever and the drive is taken directly from the rear PTO driven gear.

10-9

TEChNICal CharaCTErISTICS540 PTO

Fig. 11 - 540 PTOKey

1. PTO control shaft2. Sleeve.3. PTO driving shaft4. 540 PTO driven gear5. PTO output shaft

10-10

TEChNICal CharaCTErISTICS540-750 PTO

Fig. 12 - 540-750 PTOKey

1. PTO control shaft2. Sleeve.3. PTO driving shaft4. 540 - 750 PTO driven gear.5. PTO output shaft

10-11

TEChNICal CharaCTErISTICS540-750 PTO and Mid PTO dt1

Fig. 13 - 540-750 PTO and Mid PTO dt1Key

1. PTO control shaft.2. Sleeve.3. PTO driving shaft4. 540 - 750 PTO driven gear.5. PTO output shaft6. Mid PTO intermediate gear7. Mid PTO driven gear.8. Mid PTO output shaft.

10-12

TEChNICal CharaCTErISTICS540-750 PTO and Mid PTO dt2

Fig. 14 - 540-750 PTO and Mid PTO dt2Key

1. PTO control shaft2. Sleeve3. PTO driving shaft4. 540 - 750 PTO driven gear5. PTO output shaft6. Mid PTO intermediate gear7. Mid PTO driven gear.8. Mid PTO output shaft.

10-13

TEChNICal CharaCTErISTICS10.2 - rEar axlE10.2.1 - brakes and rear axle assembly

Fig. 15 - Brakes and rear axle assemblyKey

1. Drive shaft2. Driven gear3. Axle shaft4. Final drive housing5. Steel disc6. Braking device7. Friction discs8. Gaiter

10-14

TEChNICal CharaCTErISTICS10.3 - frONT axlE10.3.1 - front axleCharacteristics and components

Fig. 16 - Characteristics and componentsTable 10TraCTOr vErSION TraCK WIdTh (x) TOE-IN (x-Y) MaxIMuM STEErINg

aNglE (Z)55 HP Standard 1200 +0/-2 max. 5745 HP Standard 1050 +0/-2 max 5735 HP Standard 1050 +0/-2 max 57

Narrow 1016 +0/-2 max 50

10-15

TEChNICal CharaCTErISTICSSteering cylinder

Fig. 17 - Steering cylinder1. Cylinder end cap2. Spacer (standard version)3. Cylinder4. Piston5. Spacer (narrow version)Differential - pinion - final drive unit

Fig. 18 - Differential - pinion - final drive unit1. Axle shaft2. Input bevel gear pair3. Hub support4. Oil seal5. Axle casing

10-16


Fig. 18 - Differential - pinion - final drive unit6. Flange7. Output bevel gear pair8. Steering knuckle housing9. Shaft10. Spacer11. Differential lock engagement fork12. Differential lock engagement piston13. Pinion14. Spacer15. Differential carrier16. Side gear17. Planet gear18. Differential crown wheel19. Differential lock engagement sleeve20. Lever return spring21. Shoe

10-17

TEChNICal CharaCTErISTICS10.4 - hYdraulIC SYSTEM10.4.1 - gear pump

Fig. 19 - Gear pumpTable 11CharaCTErISTICS PuMP a PuMP b NOTESDisplacement 11 cc/rev 5.5 cc/revMaximum operating pressure 180 bar 100 barMaximum flow rate 33.0 l/min. 16.5 l/min. at 3000 rpm engine revs

10-18

TEChNICal CharaCTErISTICS10.4.2 - differential lock control assembly

Fig. 20 - Differential lock control assemblyKey

1. Differential lock control solenoid valve2. Pressure reducing valve spring3. Pressure reducing valve spool4. Filter (25 m)

l P -Supply to assemblyl L - Lubrication of gearbox/shuttle assemblyl U - Differential lock controll T - Return to transmission housing

10-19


Fig. 21 - Cross-sectional views of the differential lock control assembly1. Differential lock control solenoid valve2. Pressure reducing valve spring3. Pressure reducing valve spool4. Filter (25 m)5. Cap

l T - Return to transmission housing

functionThe differential lock control serves to direct the oil pressure from the power steering to the front differential control piston. In order to limit the oil pressure sent to the differential lock piston, the control assembly incorporates a pressure relief valve set to 12 bar. The excess oil not used by the solenoid valve is used for lubrication of the gearbox/shuttle assembly.

10-20


Fig. 22 - FunctionOperation

l The pressurised oil from the power steering reaches chamber P and chamberA through passage B. If there is no demand from the actuators, the oil stays in chamber P where the pressure starts to increase. When the force exerted on the spool (1) by the oil pressure in chamber A exceeds the force of the spring (2), the spool shifts downwards, thereby connecting chamber P with chamber L and regulating the pressure in chamber P1 to 12 bar. Surplus oil is thus directed through chamber L to the gearbox/shuttle assembly where it is used for lubrication

l If the solenoid valve (3) is not energised, the oil stops in chamber P1 and chamber U is connected to chamber T and the oil is returned to tank.

l If the solenoid valve (3) is energised, (as shown in the drawing), chamber P1 is connected to chamber U and oil is sent to the control piston of the front differential lock.

10.4.3 - Steering circuit

10-21

TEChNICal CharaCTErISTICSfunctionThe steering circuit sends oil to the power steering, which in turn, according to the request from the operator, sends oil pressure to the steering circuit.

Fig. 23 - FunctionOperationGear pump (1) draws in oil (through filter (2)) from the transmission casing and sends it to the power steering (3). The excess oil not used by the power steering (3) is sent to the differential lock control (5) and used to operate the front axle differential lock piston (6) and for lubrication of the gearbox and shuttle assembly (7). When the operator turns the steering wheel, part of the oil supplied from the pump (1) is sent to the the steering cylinder (4) which steers the tractor.

10-22

TEChNICal CharaCTErISTICS10.4.4 - Power steering valve

Fig. 24 - Hydraulic diagramOperation

l The power steering system consists of a directional control valve with a rotary spool; these components feature hydrostatic operation.

l When the steering wheel is turned, the rotary spool control valve sends the oil from the pump to one side or the other of the steering cylinder. The rotary spool ensures that that the volume of oil delivered to the cylinder is proportional to the angle through which the steering wheel is turned.

l In the event of a malfunction of the power steering pump, the rotary spool valve automatically functions as a manual pump to ensure emergency steering.

Characteristicsl Pressure relief valve setting: 100105 barl Displacement: 80 cm/rev

10-23

TEChNICal CharaCTErISTICS10.4.5 - remote control valve

Fig. 25 - Remote control valve (4-way)

10-24


Fig. 26 - Remote control valve elements (4-way)1. Ball2. Spring3. Cap4. Remote valve spool n25. Spool return spring6. Pin7. Detent device8. Bush9. Screw10. Spool return spring11. Remote valve spool n1

10-25

TEChNICal CharaCTErISTICShydraulic lift control valve

Fig. 27 - Hydraulic lift control valvel P- Control valve supplyl T - Drainl L - Lubrication of gearbox/shuttle assemblyl A - Lift control

Fig. 28 - Remove lift control valve elements1. Cap2. Rate of drop control valve spool (Valvematic)3. Plunger

10-26


Fig. 28 - Remove lift control valve elements4. Rate of drop regulator valve spring5. Spacer6. Lift control spool return spring7. Lift control spool8. Lift control piston9. One-way valve actuator piston10. Valve stem11. One-way valve12. Inlet valve13. Pilot/enabling valve14. Pilot/enabling valve spring15. Spacer16. Enabling valve spring17. Enabling valve18. Lubrication pressure control valve19. Lubrication pressure control valve spring

l P - Control valve supplyl T - Drainl L -Lubrication of gearbox/shuttle assemblyl A - Lift control

functionThe function of the lift control valve is to direct oil pressure to the lifting cylinder, thereby allowing the implement to be raised and lowered. It incorporates the following valves:

l One-way valve (1)l Rate of drop control valve (Valvematic) (2)l Inlet valve (3)l Enabling valve (4)l Pilot/enabling valve (5)l Lubrication pressure control valve (6)

10-27


Fig. 29 - FunctionOperation

l The lift is in neutral position when the the oil pressure from pump (1) reaches line A. As all the passages are closed, the pres-sure increases and when the force exerted on the enabling valve (2) overcomes that of the spring (3), the valve (2) shifts to the right to allow oil to flow in line B and on to the gearbox/shuttle assembly where it is used for lubrication (4). To prevent sudden changes in pressure, a pressure control valve (5) is installed on line B, to limit the lubrication oil pressure.

10-28


Fig. 30 - Neutral Positionl When the spool (6) is shifted to the right, the lift lowering operation begins, which can be divided into two stages. Stage 1:

m When the spool (6) shifts, line C is connected to line line D; this allows the piston (8) to move to the right thereby con-necting line F with line I (drain), thereby allowing the pressure to reduce in line F.

10-29


Fig. 31 - Lowering stage 1l And in stage 2:

m When the piston (8) moves to the right, the ball (9) is also moved to the right to connect chamber M of the check valve (10) with line F. Consequently the pressure in chamber M is decreased and the force exerted on the piston (8) by the pressure in chamber N pushes the valve (10) to right, thereby connecting line P with line F and allowing the oil to flow and the lift to be be lowered. Valve (11) is used to regulate the rate of drop; when moved downwards, it limits the flow of oil between port T and line P.

10-30


Fig. 32 - Lowering stage 2l When the raise control is operated, spool (6) is shifted to the left; this opens the connecting passages between lines C and E,

G and H, A and F. When the forces exerted by the pressure in line F overcome the force exerted by the pressure in chamber M, the valve (10) is shifted to the right and oil can flow into line P and from there, through valve (11), to port T and the lifting cylinder (12). To increase the lifting speed i.e. the flow of oil to the lifting cylinder (12), a one-way valve (13) is installed in paral-lel with the spool (6); this ensures that oil is only supplied during the lifting stage.

10-31


Fig. 33 - Raising

10-32



20-1

20 - CalIbraTIONS aNd ElECTrONIC dIagNOSIS

20-2

CalIbraTIONS aNd ElECTrONIC dIagNOSIS

20.1 - dIagNOSTIC TOOl SCrEENS20.1.1 - Baruffaldi electromagnetic clutchBaruffaldi electromagnetic clutch control unitIntroductionThis control unit is an integral part of the system used to reduce the noise level of the tractors. The main characteristics of the control unit are:

l Automatic operating model Coolant temperature controll Air temperature controll Coolant thermostat

descriptionThe Baruffaldi system is comprised of the following elements:

l Electromagnetic clutchl Sensor to measure ambient temperature sensor inside the control unitl Coolant temperature sensorl Coolant thermostatl Connection to alarm warning light on instrumentl Electronic control unitl Wiring

The electronic control unit uses the following inputs/outputs to control the electromagnetic clutch:l Analogue input for coolant temperature sensor signall Digital input for coolant thermostat signall Digital input for alarm 4 enabling signall An output for control of the electromagnetic clutchl 1 output for control of the alarm warning light

Below is the electrical control diagram of the electronic control unit 2.8519.035.0.

20-3


Fig. 34

1. Instrument alarm warning light2. Baruffaldi electromagnetic clutch3. (*) Connect to +12 V to enable display of alarm 44. Coolant temperature sensor5. Coolant thermostatBelow is a view of the control unit connector 2.8519.035.0.

Table 12Pin 17 - NC Pin 16 - NC Pin 15 - Re-

lay 1Pin 14 - NC Pin 13 - NC Pin 12 - Tem-

peraturePin 11 - Ther-mostat

Pin 10 - V Bat -

Pin 9 - Diag Pin 8 - NC Pin 7 - NC Pin 6 - NC Pin 5 -NC Pin 4 - NC Pin 3 - NC Pin 2 - NC Pin 1 - NC

l The NC pins are not connected.

Below is the electrical control diagram of the electronic control unit 2.8519.056.0.

20-4


Fig. 35

1. Instrument alarm warning light2. Baruffaldi electromagnetic clutch3. (*) Connect to +12 V to enable display of alarm 44. Coolant temperature sensor5. Coolant thermostatBelow is a view of the control unit connector 2.8519.056.0.

Table 13A8 - Thermo-stat

A7 - CFG1 A6 - NC A5 - NC A4 - NC A3 - NC A2 - NC A1 - NC

B8 - Coolant temperature

B7 - CFG2 B6 - NC B5 - NC B4 - L indica-tor light

B3 - NC B2 - Relay 1 B1 - V Bat +

C8 - NC C7 - Diag C6 - NC C5 - NC C4 - NC C3 - NC C2 - NC C1 - V Bat -

l The NC pins are not connected.

IMPOrTaNTPins A7 and B7 should be interconnected on the connector. The absence of this connection will cause an incorrect interpretation of the coolant temperature.

20-5

CalIbraTIONS aNd ElECTrONIC dIagNOSISOperationThe operation of the control unit is based mainly on two temperature sensors. The air temperature sensor reading is used to deter-mine which coolant temperature threshold to apply.Below is the operating flow chart.

Fig. 36

l E Off = electromagnetic clutch offl E On = electromagnetic clutch onl Po = power onl Se = summer thresholdsl Si = winter thresholds

20-6


l S Off = warning light offl S On = warning light onl Ta = air temperaturel T On = thermostat onl Tw = coolant temperaturel Twl = threshold offl Twh = threshold on

The following graph shows the threshold values used by the control unit.

Fig. 37

l T1 = coolant temperaturel T2 = ambient temperaturel T3 = winter temperature for non-intervention of control unitl T4 = winter temperature for intervention of control unitl T5 = summer temperature for non-intervention of control unitl T6 = summer temperature for intervention of control unitl T7 = low ambient temperaturel T8 = high ambient temperature

The thermostat ensures safety in the event of a malfunction of the coolant tempearture sensor. If the thermostat is tripped both the electromagnetic clutch and the alarm warning light will be activated. If the electromagnetic clutch is activated due to the coolant tem-perature being above the threshold value, then the alarm warning light is not activated. In this application the oil temperature sensor is not used. As an option, the air temperature sensor located inside the control unit can be used to check that the unit is operating within its limits. If the temperature exceeds 80C, an alarm is signalled (see diagnostics). The option can be enabled by connecting pin 9 (DIAG) to 12V.Tolerance limitsBelow are described the maximum tolerance limits calculated for the temperature sensors used.

l Air temperature sensor

The sensor in question is an NTC decvice installed inside the control unit. The NTC sensor has a specific tolerance of 2% while the pull-up resistor has a specific tolerance of 1%. The sum of the tolerances makes for a maximum error of 3%, which in terms of the temperatures in consideration, is equivalent to a maximum error of 0.5C.

l Coolant temperature sensor

20-7

CalIbraTIONS aNd ElECTrONIC dIagNOSISThis sensor, which is installed on the engine, has a maximum error of 1C . The pull-up resistance in the control unit has a specific tolerance of 1%. The following table indicates the minimum and maximum threshold values in accordance with the tolerance limits obtained with an 8 bit converter (2.8519.035.0).

Table 14NOMINal ThrEShOldS (C) MINIMuM ThrEShOldS (C) MaxIMuM ThrEShOldS (C)82 81 8387 85 8890 89 9295 93 96

The temperatures detected by the control unit will always between contained within the minimum and maximum threshold values according to tolerance trends. It is necessary to add 1C to these thresholds due to the error of the microprocessors analogue/digital converter. Consequently the maximum possible error is 3C.The use of a microprocessor with 10-bit converter will improve sensor tolerance limits, bringing them to within -1.5C +1C. The following table indicates the minimum and maximum threshold values in accordance with the tolerance limits obtained with an 10 bit converter (2.8519.056.0).

Table 15NOMINal ThrEShOldS (C) MINIMuM ThrEShOldS (C) MaxIMuM ThrEShOldS (C)82 80.5 8387 86 8890 89 9195 94 96

The error caused by the converter increases the total by 0.5C, bringing the maximum error to -2C +1.5C.DiagnosticsThe control unit monitors the coolant temperature sensor connection and its own operating temperature. If a fault is detected in the coolant temperature sensor, the control unit activates the electromagnetic clutch.The following table lists the various fault conditions that generate alarms.

Table 16ErrOr COdE NOTES POSSIblE CauSE Of ThE faulT2 Coolant temperature >130C or short to

earthShort to earth of sensor/control unit con-nection - Sensor faulty - Control unit faulty

3 Coolant temperature 80C Temperature in engine compartment high - Control unit faulty

IMPOrTaNTAlarm 4 is normally disabled, and therefore must be enabled in order to be operational (see Operation).

The condition is considered a fault if it lasts for at least 0.5 seconds. If the cause of the alarm is removed the alarm code will no longer be displayed.Faults are signalled by flashing codes on the indicator light. The code comprises a sequence of flashes identifying the type of fault, with a duration of 0.2 seconds repeated continuously every 1.2 seconds. Below is an example display of alarm code 2.

20-8


Fig. 38

20.1.2 - Operator seated sensor ECu (p/n 2.8519.106.0)PurposeThe purpose of this document is to describe the functions of the operator seated sensor ECU p/n 2.8519.106.0.

Description of the systemThis ECU is designed and built to function continuously, even with the ignition switch OFF.The function of this ECU is to indicate the status of the handbrake depending on whether or not the operator is seated and on the ignition switch position. The ECU also has an input for the reverse selected audible warning signal.To manage these functions, the ECU has the following pins:

l Power (+ direct from battery)l Groundl Operator seated sensor inputl Seat sensor type selector inputl Handbrake selectorl Ignition switch inputl Reverse selected signal inputl Indicator lamp output

Operator seated sensorThere are two possible types of operator seated sensor:

l digital orl analogue.

The digital sensor consists of a normally open contact (N.O.) which is closed when the operator sits on the seat.The analogue sensor is practically a digital sensor with the addition of resistors enabling diagnosis of the state of the sensor itself. This sensor is recognised as a 2 KOhm resistor when the operator is not seated and as a 500 Ohm resistor when the operator is seated.A 1 KOhm resistor within the ECU connected to the 5V power line enables accurate diagnosis of the state of the sensor:

Table 17adC rEadINg CONdITION NOTES2-3 V dc (400mV) Sensor connected, operator not seated -1-3 V dc (400mV) Sensor connected, operator seated -V dc Sensor not connected or short-circuited to battery voltage Alarm stateGND Sensor signal short-circuiting to ground Alarm stateAny value exceeding the values indicated above

Sensor and/or connection malfunction Alarm state

Note: verify values given in relation to hardware configuration.Operator seated sensor type selectionTo allow the ECU to correctly manage the operator seated signal, one of its pins is used to indicate the type of sensor connected to the ECU itself. If the pin is not connected, an analogue sensor is used, if the pin is connected to +12V, a digital sensor is used.handbrake sensorThe state of the handbrake is detected by a normally open switch (N.O.), which closes and forms a circuit to ground when the brake is activated.Ignition switch inputThe ignition switch input indicates the on/off state of the tractor.

20-9

CalIbraTIONS aNd ElECTrONIC dIagNOSISThe ECU implements the correct system management strategy in relation to this state.reverse inputThis input is used to activate an intermittent audible warning signal, with a duty cycle of 0.5 seconds ON and 0.6 seconds OFF, indicating that reverse is selected.This input is activated with a 12V signal, and the relative function is only enabled with the ignition ON.Indicator lamp outputThis output is used to indicate the state of the handbrake in relation to the ignition switch state and the seat sensor state.

System functionThe ECU is powered directly by the battery and is always on, in two possible modes:

l key OFF mode,l key ON mode.

WarNINgIn both modes, the handbrake released state is indicated by a continuous audible warning signal and by the indicator lamp flashing with a duty cycle of 0.5 seconds ON and 0.5 seconds OFF.

WarNINgIf the handbrake released audible warning signal and indicator lamp are active when changing from key OFF to key ON state and vice versa, both signals continue without interruption unless the conditions necessary for activation no longer exist in the new ignition switch state.

Key OffIn this ignition switch state, the ECU monitors the handbrake state only.The ECU monitors the following two conditions:

l Transitions between key ON / key OFF,l Transitions between handbrake active/deactivated.

In this mode, the ECU implements low power consumption strategies to keep maximum current absorption within 2mA.Transition from key ON -> key OffWhen the ECU detects a transition in the state of the ignition switch from ON to OFF, it queries the state of the handbrake and, if the handbrake is not engaged, indicates this condition with an audible warning signal [buzzer] and a visual warning [warning lamp output] for 10 seconds. The warning signals are stopped if the handbrake is applied.Key Off modeWhen the machine is switched off, the ECU monitors the state of the handbrake only, and activates the audible/visual warning signals for 10 seconds whenever there is a transition in the handbrake state from active to deactivated. The warning signals are stopped if the handbrake is applied.

Key ONIn this ignition switch state, the ECU monitors all input signals. The main function of the ECU in this mode is to verify whether the operator is seated in relation to the handbrake state.When the ECU detects that the handbrake is released without the operator seated, it activates the audible [buzzer] and visual [war-ning lamp] warning signals for as long as the conditions persists - specifically, until the handbrake is applied or the operator sits in the seat.The state of the operator seated signal is verified every 200 mS.The operator not seated state is recognised after a period of 2 seconds.The handbrake state is always recognised with a latency of 0.5 seconds.Reverse input managementIf the reverse input is activated, the ECU activates the buzzer with priority over any other internal request.The ECU restores normal buzzer management one second after the signal is deactivated.If the reverse signal is activated while the audible/visual handbrake released signals are active, the handbrake released warning sound is stopped and superseded by the reverse warning, while the visual handbrake released warning continues.The recognition time for the ON/OFF signal is 0.1 seconds.

20-10


Sensor type selection input managementThe ECU identifies the state of this input to determine the type of sensor connected and manage the relative signal correctly.If the input is OPEN, an analogue sensor is used, whereas if the input is connected to +12V, a digital sensor is used [see previous chapter].This input is monitored continuously with a recognition time of 0.2 seconds.When the ECU is powered up for the first time, it will not be functional until the type of seat sensor connected has been recognised.Seat sensor managementThe ECU uses the seat sensor signal to verify whether or not the operator is seated. The ECU monitors voltages for both digital and analogue sensors.** Digital sensor diagnosisThe ECU recognises an operator seated state if the voltage is 1.0V.A voltage of 4.0V indicates that the operator is not seated.Any voltage between these two values is considered a fault and generates an intermittent audible alarm signal consisting of 5 pulses with a duty cycle of 0.2 seconds ON / 0.2 seconds OFF repeated at 1 second intervals. The audible warning signal remains active until the fault is rectified.** Analogue sensor diagnosisWhen an analogue sensor is used, if a voltage other than those associated for the operator seated and operator not seated states is measured, the ECU uses the buzzer to indicate the respective diagnostic code as follows:

l Short circuit to ground [Vin < 0.5v] = 3 pulses of 0.2 seconds ON/ 0.2 seconds OFF + 1 second pause.l Short circuit to +12V or sensor not connected [Vin > 4.5v]: 2 pulses of 0.2 seconds ON / 0.2 seconds OFF + 1 second

pause.l Values not within valid range: 4 pulses of 0.2 seconds ON / 0.2 seconds OFF 1 second pause.

The diagnostic signal is stopped as soon as the seat sensor signal returns within valid ranges.

ECU powered up for first timeWhen the ECU is connected to the battery for the first time, irrespective of the states of any of the inputs, it produces the following audible signal sequence:

l 0.5 seconds ON

At the end of the sequence, the ECU starts functioning in normal operating mode, in relation to the states of the inputs.The diagnostic signal is stopped as soon as the seat sensor signal returns within valid ranges.

20-11

CalIbraTIONS aNd ElECTrONIC dIagNOSISFunctional diagram

K30

468

3

2

1

7

5

Hand Brake(N.O.)

N.O.

Analogicseat sensor

1500 ohm

500 ohm

Reverse Speed (N.O.)

Key K15

SELECT(!) Connect to K15 for digital sensor (!)

GND

Hand BrakeLight

Fig. 39 - Functional diagramWarNINgIf the handbrake warning lamp is connected to K15, it will not illuminate in key OFF state.

20-12



30-1

30 - METhOd Of INTErvENTION

30-2

METhOd Of INTErvENTION30.1 - b0 - ENgINE30.1.1 - PrEParaTION fOr dISaSSEMblYPrecautionsThis section outlines basic precautions recommended by Mitsubishi that should always be observed.disassembly1. Always use tools that are in good condition and be sure you understand how to use them before performing any job.2. Use an overhaul stand or a work bench, where necessary. Also, use bins to keep engine parts in order of removal.3. Parts must be restored to their respective components from which they were removed at disassembly. This means that all

parts must be set aside separately in groups, each marked for its component, so that the same combination or set can be reproduced at assembly.

4. Pay attention to marks on assemblies, components and parts for their positions or directions. Apply marks, if necessary, to aid assembly.

5. Carefully check each part or component for any sign of faulty condition during removal or cleaning. Clues as to how well part is functioning are more easily revealed during removal or cleaning operations.

6. When lifting or carrying a part too heavy or too awkward for one person to handle, enlist the help of another person and, if necessary, use a jack or other lifting equipment.

assemblyl Wash all parts, except for oil seals, O-rings, rubber sheets, etc., with cleaning solvent and dry them with compressed air.l Always use tools that are in good condition and be sure you understand how to use them before performing any job.l Use only good quality lubricants. Be sure to apply oil, grease or sealant to parts as specified.l Be sure to use a torque wrench to tighten parts for which torques are specified.l Each time the engine is re-assembled, new gaskets and O-rings must be installed.

Draining engine oil1. daNgEr

Hot oil and components can cause serious personal injury. Do not allow hot oil or components to come into contact with skin.

To drain the oil, remove the drain plug from the oil sump.

Table 18

Capacity (high level less 0.5 litres (0.13 U.S. gal) of oil in the filter), li-tres (U.S. gal)

S3L / S3L2:5.7 (1.5) (with oversize oil sump)3.7 (1.0) (with standard oil sump)S4L / S4L2:7.7 (2.0) (with oversize oil sump)5.4 (1.4) (with standard oil sump)

1 - Engine oil drain plug

Fig. 40

Draining coolant1. Loose the drain plug on the right side of the engine block and allow the

coolant to drain.

Table 19

Capacity, litres (U.S. Gal) S3L / S3L2: 1.8 (0.5)S4L / S4L2: 2.5 (0.7)

1 - Coolant drain plug.

Fig. 41

30-3

METhOd Of INTErvENTION30.1.2 - Engine - Separation from the transmissionremoval1. daNgEr

Disconnect the lead from the battery negative terminal (-) and apply the parking brake.

2. Drain off the coolant.Disconnect the pipes of the front hydraulic service couplers (1).

Fig. 42

3. Drain off all the oil from the transmission.Disconnect front differential lock pipe (2) and the two power steering pipes (3).

Fig. 43

4. Disconnect the front PTO lube pipe (4) on the left-hand side.

Fig. 44

5. On both sides, remove silent block retaining nuts (5), remove the two lateral fixing screws and remove footplates (6).

Fig. 45

30-4

METhOd Of INTErvENTION6. Remove cable support bracket (6) and disconnect throttle cables (7).

Fig. 46

7. On both sides, remove fixing screws (8) and remove tank frame (9).

Fig. 47

8. Loosen alternator drivebelt adjustment screw (10).

Fig. 48

9. Remove alternator drivebelt (11).

Fig. 49

30-5

METhOd Of INTErvENTION10. Disconnect the two alternator wiring connectors (12).

Fig. 50

11. Disconnect the outer cable (13) of the positive terminal of the starter motor.

Fig. 51

12. Remove retaining nut (14) and remove starter motor protection (15).

Fig. 52

13. Disconnect the cable (16) connected to the positive terminal of the starter motor.

Fig. 53

30-6

METhOd Of INTErvENTION14. Remove nut (17) to release the inner cable from positive terminal (18).

Fig. 54

15. On the left-hand side, remove retaining nut (19) of the bracket of the cli-mate control pipe bracket.

Fig. 55

16. Disconnect the two oil supply pipes (20) of the hydraulic services pump and of the rear lift hydraulic pump.

m Remember to plug the ends of the pipes.

Fig. 56

17. Remove the two screws (21) and remove bracket (22) supporting the power steering pipes.

Fig. 57

30-7

METhOd Of INTErvENTION18. Disconnect front wiring harness (23).

Fig. 58

19. Disconnect glowplug feed wire (24).

Fig. 59

20. Disconnect the two throttle cables (25).

Fig. 60

21. Loosen hose clamp (26) and disconnect fuel suction pipe (27) from the pump.

m Remember to plug the end of the pipe.

Fig. 61

30-8

METhOd Of INTErvENTION22. Release front PTO wiring (28) from the retaining clips.

Fig. 62

23. Disconnect the two front PTO oil pipes (29).

Fig. 63

24. Disconnect front differential lock control pipe (30).

Fig. 64

25. Disconnect the two pipes (31) of the mid-mounted hydraulic couplers.

Fig. 65

30-9

METhOd Of INTErvENTION26. On th left-hand side, unscrew nut (32), remove fixing screws (33) and re-

move climate control pipe bracket (34).m Recover the spacer and washers.

Fig. 66

27. Remove the two retaining screws (35), disconnect pipe (36) from front lift valve and from the strap securing it to the bracket, then remove mid-mount-ed hydraulic couplers (37) along with the support bracket.

Fig. 67

28. Position a stand (38) under the engine.

Fig. 68

29. Remove the seven screws (39) on the engine-clutch housing connection flange.

Fig. 69

30-10

METhOd Of INTErvENTION30. Separate engine (40) from the transmission.

Fig. 70

Refitting1. Refitting is the reverse of removal.

30.1.3 - Engineremoval1. daNgEr

Disconnect the lead from the battery negative terminal (-) and apply the parking brake.

Place one stand under the gearbox and one under the engine (1).

Fig. 71

2. Attach two hooks (2) to the lifting brackets provided on the engine.

Fig. 72

3. Attach a hoist to the engine and take the strain with the lifting ropes.

Fig. 73

30-11

METhOd Of INTErvENTION4. Remove the seven screws (3) securing the engine to clutch housing.

Fig. 74

5. Remove complete engine assembly (4).

Fig. 75

Refitting1. Refitting is the reverse of removal.

30.1.4 - Compression testInspection1. Check the engine oil level is correct, that the air cleaner is adequate, that

the starter motor and battery are in good condition and that the engine temperature is within the normal operating range.

Fig. 76

30-12

METhOd Of INTErvENTIONTest1. Move the control lever to the position to shut off the fuel supply. Remove all

the glow plugs from the engine. Install the compression test gauge on the cylinder on which the compression pressure is to be measured. Turn the engine over with the starter motor and read the pressure on the gauge at the point the gauge needle stops.

m If the gauge reading is below the limit, proceed with engine overhaul.

m Test the compression on all the cylinders.

m The compression pressure varies with the engine rpm. For this rea-son it is necessary to check engine rpm when testing cylinder com-pression.

Table 20

ITEM STaNdard lIMITEngine speed, rpm

290 -

Compression pressure, kg/cm2 (psi) [kPa]

SL 30 (427) [2 942] 27 (327) [2 256]SL2 32 (455) [3 138] 25 (356) [2 452]

Maximum per-missible differ-ence between average com-pression pres-sure of all cyl-inders in one engine, kgf/cm(psi) [kPa]

3 (42.7) [294] -

m It is important to measure the compression pressure at regular in-tervals in order to obtain the data on the gradual change in value.

m The compression pressure will be slightly higher than standard in a new or overhauled engine owing to running-in of the piston rings, valve seats, etc. The pressure decreases as the engine components wear in.

Fig. 77

30-13

METhOd Of INTErvENTION30.1.5 - engine block, crankshaft, pistons and sump

Fig. 78 - Disassembly sequence1. Oil sump.2. Mesh filter.3. Connecting rod big-end cap.4. Big-end shell bearing (lower).5. Connecting rod.6. Gudgeon pin7. Top compression ring.8. Second compression ring.9. Oil control ring.10. Piston.11. Big-end shell bearing (upper).12. Main bearing cap13. Main bearing shell (lower)14. Crankshaft15. Main bearing shell (upper)16. engine block17. If the engine block is to be discarded, remove from the block the components (pressure relief valve, etc) that can be reutilised.

disassembly1. Removal of the sump.

Turn the engine upside down. Tap the bottom corners of the sump with a rubber mallet to help separate it from the engine block.

m Do not attempt to prise the sump off the engine block using a screw-driver as this could damage the components.

Fig. 79

30-14

METhOd Of INTErvENTION2. Removal of the gauze oil filter

Loosen the nut securing the gauze filter and remove the filter.

Fig. 80

3. Measuring thrust clearance for connecting rod big end.Install the connecting rod to its cranking and tighten the cap nuts to the specified torque. Measure the thrust clearance with a feeler gauge. If the clearance exceeds the limit, replace the connecting rod.

Table 21

ITEM STaNdard lIMITThrust clearance for connecting rod big end

From 0.10 mm to 0.35 mm (From 0.0039 in to 0.0138 in)

0.50 mm (0.0197 in)

Fig. 81

4. Removal of the big-end bearing capLay the engine block on its side; mark the connecting rods and big-end bearing caps in pairs so they can be refitted to their original positions, then remove the big-end bearing caps.

Fig. 82

5. Removal of the piston.Turn the crankshaft to bring the piston to top dead centre. Push the piston and connecting rod away from the crankshaft with the handle of a hammer or similar tool until the piston rings are clear of the cylinder, then remove the piston and connecting rod. Repeat the above operations for the remaining pistons.

Fig. 83

30-15

METhOd Of INTErvENTION6. Measuring crankshaft end float.

Position a dial gauge in contact with the end of the crankshaft and measure the end float. If the end float exceeds the limit, replace No. 3 flanged bear-ing.

Table 22

ITEM STaNdard lIMITCrankshaft end float From 0.050 mm to

0.175 mm (From 0.00197 in to 0.0689 in)

0.50 mm (0.0197 in)

Fig. 84

7. Removal of the main bearing caps.Lay the engine block with the underside (sump) facing upwards. Remove the bolts securing the main bearing caps, then remove the main bearing caps. Remove the front and rear bearing caps with a slide hammer puller.

Fig. 85

8. Removal of the crankshaftRemove the crankshaft.

m Take care not to damage the bearings.

m Mark the main bearing shells so they can be refitted to their original positions.

Fig. 86

9. Separating the piston from connecting rod.Separate the piston from the connecting rod using the specific gudgeon pin tool.

Fig. 87

30-16

METhOd Of INTErvENTION10. Insert the push rod of the tool into the small-end bearing bore in the piston

and, using an arbor press, drive out the gudgeon pin. Use the same gud-geon pin tool to refit the connecting rod to the piston.1 - Gudgeon pin.2 - Arrow mark.3 - Piston.4 - Tool5 - Connecting rod.6 - Identification mark.7 - Tool holder.

Fig. 88

11. m Do not attempt to drive out the gudgeon pin by hitting it. A gudgeon pin which can only be removed using a greater force should be re-newed.

Fig. 89

Inspection

Fig. 90 - Inspection points1. Lubricate the entire surface with engine oil.2. Lubricate the bearing (inside) surface with engine oil.3. Coat the front and rear bearing cap contact surfaces with Three Bond 1212.4. Tightening torque: 3.55 0.25 kgf x m (25.7 1.8 lbf x ft) [34.8 2.5 N x m].5. Coat the entire surface with Three Bond 1207C.6. Tightening torque Cast sump: 2.8 0.3 kgf x m (20.3 2.2 lbf x ft) [27.5 3 N x m]. Pressed steel sump: 1.15 + 0.15 kgf-m

(8.3 + 1.1 1bf-ft) [11.3 + 1.5 N m]

30-17

METhOd Of INTErvENTION

Fig. 90 - Inspection points7. Force fit.8. Lubricate the bearing (inside) surface with engine oil.9. Coat with Three Bond 1212.10. Tightening torque: 5.25 0.25 kgf x m (38 1.8 lbf x ft) [51.5 2.5 N x m].

Refitting1. Refitting the main bearings.

Install the upper main bearing shells in the engine block and the lower bear-ing shells in the main bearing caps, ensuring the tabs locate in the corre-sponding notches in the engine block and the main bearing caps Install the flanged bearing on the No. 3 journal. Lightly lubricate the internal surfaces of the bearings with engine oil.

Fig. 91

2. Refitting the crankshaft.Clean the crankshaft with cleaning solvent and blow dry with compressed air. Attach a hoist to the crankshaft and hold it in a horizontal position. Care-fully lower the crankshaft in position in the engine block. Lightly lubricate the crankshaft journals with engine oil.

Fig. 92

30-18

METhOd Of INTErvENTION3. Refitting the main bearing caps.

Coat the mating surfaces of the rear main bearing cap and the engine block with Three Bond 1212. Locate the main bearing caps. Make sure the num-ber (arrow) on the main bearing cap is pointing towards the front of the engine. Tighten down the main bearing cap bolts by hand.

Fig. 93

4. m Install the front and rear bearing caps so their end faces are even with the end faces of the engine block.

Tighten the main bearing cap bolts gradually to the specified torque.

Table 23

Tightening torque 5.25 0.25 kgf x m(38 2 1bf x ft)[51.5 2.5 N x m]

Fig. 94

5. Make sure the crankshaft rotates freely without binding or catching. Mea-sure the crankshaft end float. If the end float is incorrect, loosen the main bearing cap bolts and then tighten them again.

Fig. 95

6. Refitting the the side seals.Coat the side seals with Three Bond 1212. Insert the side seals between the engine block and the front and rear main bearing caps and push in them by hand as far as possible, with their rounded side toward the outside of the engine block.A - Side seals.B - Rounded side.

Fig. 96

30-19

METhOd Of INTErvENTION7. Using a flat plate, push the seals into position, taking care not to bend them.

Fig. 97

8. Refitting the piston to the connecting rod.Place the gudgeon pin tool (31A91-00100) in a hydraulic press. Position the connecting rod on the tool and lubricate the small-end bore with engine oil.

Fig. 98

9. Position the piston on the connecting rod, making sure the identification mark on the connecting rod is on the same side as the arrow on the piston crown. Locate the gudgeon pin.

Fig. 99

10. Insert the end of the tool into the small-end bore in the piston and install the gudgeon pin with the press.

m Observe the gauge of the press when installing the gudgeon pin. If the force of the press exceeds 50 kgf (110 1bf) [490 N], stop install-ing the pin and check that the bores in the piston and connecting rod are properly aligned.

Fig. 100

30-20

METhOd Of INTErvENTION11. After assembling the piston and connecting rod, make sure the connecting

rod moves freely.

Fig. 101

12. Refitting the piston rings.Using a piston ring pliers, install the piston rings on the piston.

m The piston rings must be installed with the side marked T toward the top of the piston.

A - Top marking.1 - Top compression ring.2 - Second compression ring.3 - Oil control ring.

Fig. 102

13. m The oil control ring must be installed with the ring gap positioned 180 to the expander spring joint.

A - Expander spring joint.B - Oil control ring end gap.

Fig. 103

14. Refitting the piston-connecting rod assemblyLubricate the piston and piston rings with engine oil. Position the piston rings gaps so they are staggered from a direction parallel to, or transverse to, the gudgeon pin. Install the big-end shell bearing (upper) in the connect-ing rod, making sure the rear tab of the bearing engages the notch in the connecting rod.Turn the crankshaft until the crankpin for the piston and connecting rod to be installed is at top dead centre. Hold the piston and connecting rod with FRONT mark (arrow) on the the piston crown pointing towards the front (timing cover side) of the engine.1 - Oil control ring.2 - Front of engine.3 - Top compression ring.4 - Second compression 2 and oil control ring expander spring joint.

Fig. 104

30-21

METhOd Of INTErvENTION15. Using a piston guide (commercially available), insert the piston and con-

necting rod in the cylinder from the top of the engine block.m Do not hit the piston with a mallet to install the piston and connecting

rod. This will put force on the piston and connecting rod and cause damage to the piston rings and crankpin.

Fig. 105

16. Refitting the big-end bearing cap.Push the piston into position until the big end of the connecting rod is lo-cates on the crankpin, then rotate the crankshaft through 180 while si-multaneously pressing down on the piston crown. Install the lower big-end bearing shell in the big-end bearing cap, making sure the tab on the rear of the bearing shell engages the notch in the bearing cap. Finally, fit the big-end the bearing cap on the connecting rod.

m Check that the identification number on the bearing cap matches the number on the connecting rod.

m Check that the identification number on the bearing cap matches the number on the connecting rod.

A - Notches.B - Cylinder number.

Fig. 106

17. Tighten the big-end bearing cap nuts gradually to the specified torque.

Table 24

Tightening torque 3.55 0.25 kgf x m(25.7 2 lbf x ft)[34.8 2.5 N x m]

Check the thrust clearance for the connecting rod big end.

Fig. 107

18. Refitting gauze oil filter.Lay the engine block with the underside (sump) facing upwards. Position the gauze oil filter.

m The gauze oil filter must be positioned so that remains below the oil level and clear of the sump.

Fig. 108

30-22

METhOd Of INTErvENTION19. Refitting the oil sump.

Clean the mating surfaces of the sump and engine block and coat them with Three Bond 1207C.

Fig. 109

20. m Squeeze out a 4 mm (0.2 in.) bead bar of sealant (Three Bond) from the tube and apply to the flange of the oil sump as shown.

Fig. 110

21. To obtain a 4 mm (0.2 in.) bead of sealant, cut the nozzle of the tube (A) as shown in the figure.

Fig. 111

22. Tighten the bolts securing the sump to the engine block in a crisscross pat-tern to the specified torque.

Table 25

Tightening torque Cast sump:2.8 0.3 kgf x m(20.3 2.2 lbf x ft)[27.5 3 N x m]Pressed steel sump:1.15 0.15 kgf x m(8.3 1.1 lbf x ft)[11.3 1.5 N x m] Fig. 112

30-23

METhOd Of INTErvENTION30.1.6 - Inspection of the engine monoblocCheck1. Measure the bore at the top, middle and bottom points on axes A and B with

a cylinder bore gauge as shown in the figure.m If the measured values are outside the specified limit, hone the cyl-

inder bores for oversize pistons.

Table 26

PISTON aNd PISTON rINg bOrEDimensions Size code Standard LimitStandard STD 78 (from 0 to

0.03) mm (3.07 (from 0 to 0.0012) in

Standard +0.2 mm (+0.008 in)

0.25 mm (0.0098 in.) oversize

25 78.25 (from 0 to 0.03) mm (3.0807 (from 0 to 0.0012 in)

0.50 mm (0.0197 in.) oversize

50 78.50 (from 0 a 0,03) mm (3.0905 (from 0 to 0.0012 in)

Taper and out of round 0.01 mm (0.0004 in) maximum

-

Fig. 113

2. Using a heavy and accurate straight edge and a feeler gauge, check the top face for warpage in two positions lengthwise, two crosswise and two widthwise, as shown in the figure. If warpage exceeds the limit, reface the top face with a surface grinder.

m The maximum permissible amount of stock to be removed from the cylinder head and block by grinding is 0.2 mm (0.008 in.) in total.

Table 27

ITEM STaNdard lIMITWarpage of engine block top face

0.05 mm (0.0020 in) maximum

0.10 mm (0.0039 in)Fig. 114

30.1.7 - Inspection of the crankshaftInspection1. Install the bearing shells (upper and lower halves) and cap to the big end

of the connecting rod and tighten the cap nuts to the specified torque. Mea-sure the bore in the bearing for crankpin as shown in the figure (A).

Table 28

Tightening torque 3.55 0.25 kgf x m(25.7 1.8 lbf x ft)[34.8 2.5 N x m]

Fig. 115

30-24

METhOd Of INTErvENTION2. Measure the diameter of the crankpin as shown in the figure to obtain the

clearance between the crankpin and big-end bearing.

Table 29

ITEM NOrMal dIMEN-SIONS

STaNdard lIMIT

Crankpin diam-eter (standard)

48 mm (1.89 in) from 47.950 mm to 47.965 mm (from 1.88779 in to 1.88838 in)

-

Clearance be-tween crank-pin and big-end bearing

- from 0.025 mm to 0.072 mm (from 0.00098 in to 0.00283 in)

0.150 mm (0.00591 in)

m If the cl

deutz fahr agrotron serie 5

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