PM Scania PDF

Mechanic
Development
SCANIA PREVENTIVE
MAINTENANCE
PT SAPTAINDRA
0
SEJATI
MaMS:
SOP
INK
SIS Maintenance Management System (SIS-MMS)
CUSTOMER SATISFACTION
INTERNAL MAINTENANCE
MAINTENANCE SIS Maintenance Management System (SIS-MMS)
STARTEGY
5
MAINTENANCE
PRODUCTION IMPROVEMENT
PLAN
4
MAINTENANCE
PERFORMANCE
MEASUREMENT
STANDARIZATION 2
EQUIPMENT MAINTENANCE PROCESS
NEW
CORRECTIVE MAINTENANCE (UNSCHEDULE BD)
EQUIPMENT 1
MAINTENANCE
COMPONENT RECONDITION (REBUILD COMPONENT)
3
CURRENT PLANNING
MANAGEMENT
EQUIPMENT & BUDGETING
FABRICATION - ADDITIONAL COMPONENT COMPLETION
DATA
USED
EQUIPMENT TYRE MANAGEMENT SYSTEM
PREVENTIVE MAINTENANCE (PS, MIDLIFE, OVH)

BACKLOG
MANAGEMENT
ANALYSIS
FAILURE
PREDICTIVE MAINTENANCE (PAP, PPM, PPU, PPA,
INSPECTION, VHMS)
TROUBLE SHOOTING & REPAIR ACTIVITIES
6 TOOLS 7 8 9
MAN POWER EQUIPMENT
AUDIT SYSTEM & SHE AWARNESS
MANAGEMENT MANAGEMENT
FACILITIES
- Maintenance Process - Eq. Selection
- Mechanic Development - Workshop & Facility - Warranty Claim
- Staff Development - People - Tools - Insurance
- Man Power Planning - Equipment - Dispose
- EMC
STANDARD OPERATION PROCEDURE
Topik PLANNED MAINTENANCE
Pemilik Proses Plant Operation Department Nomor Dokumen PLO/09/008/SOP Revisi : 0
Pengendali Dokumen QA Partner Tanggal Efektif Hal : 1 / 12
Berlaku Untuk All/Semua Tingkat Kerahasiaan GREEN
Disusun Oleh : Disetujui Oleh :
Plant Operation Dept. Head QA Certified Partner Plant Director
1. TUJUAN
Standard Operation Procedure (SOP) ini bertujuan untuk :
1.1. Mengatur mekanisme pelaksanaan program Planned Maintenance.
1.2. Memberikan pedoman kepada PIC (Person In Charge) dalam melaksanakan proses planned
maintenance.
1.3. Mengendalikan proses planned maintenance agar sesuai dengan sistem manajemen yang telah
ditetapkan.
2. RUANG LINGKUP
SOP ini digunakan untuk mengatur mekanisme pelaksanaan planned maintenance dari mulai proses
pembuatan budget, koordinasi, kebutuhan part, pemenuhan part sampai dengan pelaksanaan planned
maintenance tersebut. Adapun ruang lingkupnya meliputi Section: Plant, Production, Engineering dan Supplier.
3. REFERENSI
3.1 Element ISO 9001 : 2008, elemen :
3.1.1. Pengendalian Catatan Mutu
3.1.2. Fasilitas
3.1.3. Lingkungan Kerja
3.1.4. Perencanaan untuk Merealisasikan Proses
3.1.5. Produksi dan Penyediaan Jasa
3.1.6. Validasi Proses Produksi dan Penyediaan Jasa
3.1.7. Identifikasi dan Penelusuran
3.1.8. Pengukuran dan Pemantauan Proses
3.1.9. Continual Improvement
3.1.10. Tindakan Perbaikan
3.2. SOP No. LOG/09/003/SOP Credit / Return Request.
3.3. SOP No. PLO/09/009/SOP Schedule Overhaul Process
3.4. SOP No. PLO/09/010/SOP Remove & Install Overhaul Process
3.5. SOP No. PLO/09/011/SOP Program Midlife Overhaul
3.6. SOP No. PLO/09/012/SOP Full Maintenance Contract (FMC)
3.7. SOP No. PLO/09/013/SOP Normal Component Exchange Overhaul
3.8. SOP No. PLO/09/014/SOP Pelaksanaan Program Component Exchange
3.9. SOP No. PLO/09/015/SOP Pelaksanaan Program Tukar Alat (PTA)
3.10. SOP No. PLO/09/016/SOP Fitment Defitment Component
4. DEFINISI
4.1. Hour Meter (HM)

Adalah lamanya equipment dioperasikan oleh operator dalam satuan jam alat.
Nomor Dokumen PLO/09/008/SOP Revisi : Tanggal Efektif Hal : 2 / 12
4.2. Program Pemeriksaan Undercarriage (PPU)

Adalah salah satu program perawatan equipment yang dilakukan secara berkala (sesuai HM) dengan
melakukan pengukuran terhadap komponen undercarriage untuk mengetahui tingkat keausan
komponen sehingga waktu penggantian/rebuild komponen dapat direncanakan.
4.3. Ready For Use (RFU)

Adalah equipment siap dioperasikan kembali.
4.4. Program Planned Maintenance

Adalah program perencanaan perawatan equipment secara berkala (sesuai HM) yang meliputi Periodic
Service (PS), Program Analisa Pelumas (PAP), Program Pemeriksaan Mesin (PPM), dan Program
Pemeriksaan Undercarriage (PPU).
4.5. Periodic Service (PS)

melakukan penggantian oli dan filter serta pengecekan visual sesuai check list terhadap kondisi unit.
Periodic Service dilakukan setiap HM kelipatan 250 jam, dan dibagi dalam 4 program yaitu:
PS 250 (1) : Service yang dilakukan setelah mencapai HM 250 jam.
PS 1000 (3): Service yang dilakukan setelah mencapai HM 1000 jam.
Periodic Service bagi equipment yang tidak memiliki ukuran HM untuk operating statistiknya dilakukan
setiap kelipatan hari operasi sesaui dengan ketentuan yang ada dalam Operation Maintenance & Manual
(OMM).
4.6. Backlog
Adalah suatu pekerjaan yang tertunda pelaksanaannya dikarenakan secara analisa teknis gejala
kerusakan tersebut tidak mengganggu operational unit baik performance dan faktor safety. Perbaikan
backlog yang dikategorikan sebagai schedule backlog adalah :
1. Pelaksanaan perbaikannya dilakukan pada saat unit tidak produktif (tidak memotong jam operasi
unit).
2. Pelaksanaan perbaikan bersamaan waktunya dengan periodic service dan hal ini perlu
dikomunikasikan dahulu dengan pihak produksi dan engineering mengenai estimasi durasi
perbaikannya (saat daily koordinasi).
3. Pelaksanaan perbaikan memotong jam operasi unit, tapi 1 hari sebelumnya sudah dikomunikasikan
ke pihak produksi (saat daily koordinasi) dan tidak mempengaruhi setting fleet.
4.7. Program Analisa Pelumas (PAP)

Adalah program perawatan equipment secara berkala (sesuai HM) melalui pengambilan oli sample pada
component untuk mengetahui kondisi oli, kandungan keausan logam dalam suatu component.
4.8. Program Pemeriksaan Mesin (PPM)

melakukan pengukuran dan diagnostik serta pelaksanaan minor repair dan adjustment untuk kondisi
abnormal(tidak sesuai standar) yang sifatnya mendesak, yang ditujukan untuk mempertahankan
performance unit sesuai dengan standar.
4.9. Work Order (WO)

adalah form perintah kerja yang dikeluarkan melalui Ellipse yang memuat deskripsi pekerjaan yang akan
dilakukan yang meliputi nomor equipment, status equipment, problem yang terjadi, tipe maintenance,
nama komponen, penanggung jawab pekerjaan, dll.
4.10. Maintenance Scheduling

Adalah salah satu program perawatan equipment yang dilakukan secara berkala sesuai hour meter
dengan melakukan pekerjaan sesuai jenis pekerjaannya dan dipandu dengan standard job dari manual
book.
4.11. Master Plan Overhaul

Adalah rencana komponen Overhaul dalam satu tahun kedepan berdasarkan standar umur komponen
dan Service Meter Reading (Service Meter Reading) yang di susun pada akhir bulan Oktober tahun
berjalan.
4.12. Schedule Overhaul

Adalah schedule overhaul dalam satu tahun kedepan berdasarkan standar umur komponen dan Service
Meter Reading (Service Meter Reading).
4.13. Redo PS
Adalah laporan hasil aktivitas monitoring kualitas output PS. Kualitas output PS diukur dengan ukuran
% Redo PS (prosentase PS yang mengalami redo terhadap aktual PS yang terlaksana).
4.14. Program Midlife Overhaul

Adalah salah satu program perawatan equipment yang dilakukan secara berkala sesuai HM maupun
sesuai dengan kondisi dengan melakukan overhaul subcomponent seperti Turbocharger, Starting motor,
Water pump, Alternator Air compressor dan attachement dari equipment yang bertujuan untuk
mempertahankan performance unit sesuai dengan standar.
4.15. Ground Engaged Tool (GET)

Adalah peralatan dari equipment yang bersentuhan langsung dengan tanah. Contoh: tooth bucket,
cutting edge, dll.
4.16. Consumable Goods

Adalah material dari warehous yang habis dipakai. Contoh: CRC, WD, dll.
4.17. Summary Monthly Maintenance Planning

Adalah summary dari perencanaan maintenance selama satu bulan ke depan.
4.18. Weekly Committal Meeting

Adalah meeting koordinasi mingguan yang dihadiri oleh semua section di jobsite untuk membahas
Weekly Maintenance Planning.
4.19. Daily Maintenance Planning

Adalah perencanaan maintenance selama satu minggu ke depan yang digunakan sebagai dasar dalam
daily coordination.
4.20. Daily Coordination

Adalah meeting koordinasi yang dilaksanakan oleh section Plant, Produksi dan Logsitik untuk membahas
mengenai aktivitas operasional harian, termasuk Daily Maintenance Planning.
4.21. Master Plan (Yearly) Maintenance Planning

Adalah rencana perawatan equipment yang mencakup program PS, Midlife, dan Overhaul dalam satu
tahun kedepan berdasarkan standar umur komponen dan Service Meter Reading (Service Meter Reading)
yang di susun pada akhir bulan Oktober tahun berjalan.
4.22. Purchase Requisition (PR)

Adalah permohonan pemenuhan kebutuhan barang yang termasuk Stock Item melalui sistem.
4.23. Purchase Order (PO)

Adalah dokumen pembelian yang sah (dokumen perjanjian jual beli), yang digunakan sebagai bukti
permintaan barang atau perintah kerja kepada supplier/pihak ketiga.
PO antara lain berisi :
- Tanggal, bulan, dan waktu diadakannya perjanjian jual beli.
- Nama dan alamat jelas penjual dan pembeli.
- Jenis, tipe, dan merk barang / service yang ditransaksikan.
- Jumlah barang/pekerjaan.
- Harga satuan/borongan.
- Jumlah yang harus dibayarkan.
- Cara pembayaran.
- Cara penyerahan dan jangka waktu penyerahan.
5. KEBIJAKAN
5.1. Plant Planner harus bertanggung jawab pada Maintenance Scheduling Task yang meliputi:
5.1.1 Penyusunan Master Schedule overhaul setiap akhir tahun dilakukan berdasarkan :
1. Historical HM unit akhir tahun.
2. Accumulative lifetime component akhir tahun.
3. Last component overhaul.
4. Melihat rencana rata-rata jam kerja alat untuk tahun depan.
5. Rencana unit scrap.
6. Historical unit berdasarkan trend PPM, PAP, PPU, Backlog, trouble, Oil consumption & Cost).
5.2. Yearly planning dibuat oleh Planner dan disubmit oleh Section Head masing-masing Jobsite ditujukan ke
Budget, PA & Cost Control Section Head dan Plant Operation Department.
Topik PLANNED
PLANNEDMAINTENANCE
MAINTENANCE
Nomor Dokumen PLO/09/008/SOP Revisi : 0 Tanggal Efektif Hal : 5 / 12
5.3. Untuk penentuan yearly planning tahun selanjutnya dimulai bulan september kemudian diselesaikan pada
bulan Oktober pada tahun berjalan. Yearly planning mencakup:
• PS
• Midlife dan Overhaul
• Program Plant lainnya
5.4. Budget, PA & Cost Control Section Head melakukan konsilidasi budget tingkat nasional. Pembahasan antara
Plant Operation HO ini dilakukan bersama-sama dengan masing-masing planner Jobsite. Kemudian di
submit ke Corporate Planning untuk mendapat persetujuan dari BOD. Setelah bugdet dan aktivitas disetujui
oleh BOD maka Plant Operation HO menginformasikan hasilnya ke Jobsite masing-masing (Planner&
Section Head).
5.5. Untuk membahas rencana overhaul 3 bulan kedepan dan mereview detail bulan depan diadakan Monthly
meeting yang diikuti oleh Plant Operation di HO dan masing-masing Distributor / Supplier.
5.6. Jobsite juga melaksanakan Monthly meeting yang dihadiri oleh Planner, Plant Supervisor, Plant Section Head
Logistic Section Head dan Distributor/Supplier.
5.7. Monthly meeting juga dilakukan dalam rangka memfinalisasi rencana satu bulan kedepan termasuk realisasi
PO.
5.8. Setiap equipment yang sudah mencapai Hour Meter (HM) untuk program maintenance harus dipersiapkan
oleh Production Dept. dan Plant Dept bertanggung jawab atas kebersihan equipment sebelum menjalani
program maintenance yang meliputi: Periodical Service (PS), backlog, midlife overhaul, dan General
Overhaul (GOH) sehingga program maintenance dapat segera dilaksanakan tepat sesuai jadwal. Koordinasi
untuk planned maintenance antara Production Section, Plant Section dan Logsitic Section dilakukan melaui
meeting coordination.
5.9. Ketentuan untuk proses Periodical Service (PS) adalah sebagai berikut:
5.9.1. Batas toleransi keterlambatan maksimum eqipment untuk menjalani PS adalah 50 jam operasi dari
jadwal yang seharusnya, apabila lebih dari batas tersebut maka equipment tidak diperkenankan untuk
dioperasikan.
5.9.2. Program Periodic Service untuk equipment Wheel Type dilaksanakan di workshop, sedangkan untuk
equipment Track Type dapat dilaksanakan di field maupun di workshop.
5.9.3. Equipment dinyatakan Ready For Use (RFU) dari proses PS oleh Plant setelah proses final check
menyatakan bahwa equipment siap dioperasikan. Waktu RFU adalah waktu saat MCR menerima
laporan equipment RFU dari Plant.
5.9.4. Apabila equipment tidak segera dioperasikan setelah dinyatakan RFU oleh Plant maka equipment
dinyatakan dalam status stand by.
5.9.5. Periodic service harus dilaksanakan dengan proses dan peralatan yang terjaga kebersihannya dari
kontaminasi.
5.9.6. Perawatan kebersihan tools dan fasilitas periodic service (grease pump, oil pump, kompresor, hose
reel, grease line, oil line, air-pressure line, tangki penampungan oli, dan tools umum lainnya) dilakukan
setiap hari. Pelaksanaan perawatan, pemeriksaan kelengkapan, dan kebersihan dikoordinasi oleh
Group Leader.
Topik PLANNED
PLANNEDMAINTENANCE
MAINTENANCE
5.9.7. Group Leader bertanggung jawab atas pengendalian kualitas pekerjaan selama proses periodic
service.
5.10. Ketentuan dalam pelaksanaan PPU adalah sebagai berikut:

5.10.1. Interval PPU untuk dozer dilakukan setiap 500 jam operasi. Interval PPU untuk excavator, shovel,
dan drilling dilaksanakan setiap 1000 jam operasi.
5.10.2. Apabila PIC pelaksanaan PPU berhalangan maka PIC dapat digantikan oleh mechanic yang
berkompeten.
5.10.3. Report hasil PPU harus dikirimkan ke Head Office setiap periode mingguan.
5.11. Ketentuan dalam pelaksanaan PPM adalah sebagai berikut:

5.11.1. PPM dilaksanakan setiap interval 1000 jam operasi dan dilaksanakan bersamaan waktunya dengan
schedule periodic service.
5.11.2. PPM dapat dilakukan diluar interval 1000 jam jika memang diperlukan segera untuk melakukan tes
kondisi equipment.
5.11.3. Apabila PIC pelaksanaan PPM berhalangan maka PIC dapat digantikan oleh mechanic yang
berkompeten.
5.12. Ketentuan dalam pelaksanaan pengambilan sampel oil PAP adalah sebagai berikut:
5.12.1. Setiap equipment harus diambil sampel oli PAP-nya saat menjalani program periodic service
sesuai periode pengambilan sampel.
5.12.2. Sampel oli PAP dapat diambil diluar jadwal periodic service jika memang diperlukan segera untuk
menganalisa kondisi oli pelumas.
5.12.3. Pengambilan sampel oli PAP untuk komponen yang memiliki program extend oil-life tetap
dilaksanakan sesuai dengan standar interval pengambilan sampel oli PAP
5.12.4. Pengambilan sampel dilakukan dengan kondisi sebagai berikut :
- Komponen masih dalam kondisi panas.
- Belum terjadi pengendapan oli.
- Tool, botol, dan cara pengambilan sampel harus dijaga kebersihannya dari kontaminasi.
- Kartu sampel diisi dengan lengkap sesuai permintaan isian.
5.12.5. Group Leader bertanggung jawab atas pengendalian kualitas proses pengambilan sample PAP.
5.12.6. Pengiriman sampel PAP dari saat pengambilan sampel sampai ke Logistics maksimal 1 hari.
5.12.7. Hasil analisa laboratorium setiap equipment/komponen harus dikompilasi oleh Planner.
5.12.8. Spare parts yang tersisa ex WO overhaul harus dikembalikan ke Logistik Section sesuai dengan
SOP No. LOG/09/003/SOP Credit / Return Request.
6. PROSEDUR & ALUR PROSES

Untuk menjelaskan proses mekanisme planned maintenance dapat dilihat pada alur proses hal 9/12 sampai
dengan 12/12.
Topik PLANNED
PLANNEDMAINTENANCE
MAINTENANCE
7. DOKUMEN PENDUKUNG
7.1. PLO/09/001/INK Pelaksanaan Backlog
7.2. PLO/09/004/INK Pelaksanaan PS
7.3. PLO/09/005/INK Pelaksanaan PPM
7.4. PLO/09/006/INK Pelaksanaan PPU
7.5. PLO/09/007/INK Pengambilan Contoh Oli
7.6. PLO/09/008/INK Pelaksanaan PPA
7.7. PLO/09/009/INK Final Check dalam PS
7.8. PLO/09/010/INK Pelaksanaan PS Axle Trailer
7.9. PLO/09/011/INK Pemeriksaan Bearing Axle Trailer
7.10. PLO/09/012/INK Pemeriksaan Kondisi Spindle, Hub, Drum, Spring Axle Trailer
7.11. PLO/09/013/INK Penyusunan Master Schedule Overhaul
7.12. PLO/09/014/INK Component Overhaul
7.13. PLO/09/015/INKPemeriksaan dan Pemasangan Komponen
7.14. PLO/09/004/STD Parameter Oil Sampling
7.15. PLO/09/005/STD Parameter Kontrol Program PS
7.16. PLO/09/006/STD Life Time Component Overhaul
7.17. PLO/09/007/STD Mid Life Component
7.18. Formulir No. PLO/09/F-015 Mechanic Order List
7.19. Formulir No. PLO/09/F-022 s/d PLO/09/F-028 Daily Inspection
7.20. Formulir No. PLO/09/F-029 s/d PLO/09/F-090 PS
7.21. Formulir No. PLO/09/F-091 s/d PLO/09/F-125 PPM
7.22. Formulir No. PLO/09/F-126 s/d PLO/09/F-136 PPU
7.23. Formulir No. PLO/09/F-137 s/d PLO/09/F-140 List Pit Stop
7.24. Formulir No. PLO/09/F-141 s/d PLO/09/F-143 Pit Stop Inspection
7.25. Formulir No. PLO/09/F-144 Program service Tahunan
7.26. Formulir No. PLO/09/F-145 Daily Plan PS
7.27. Formulir No. PLO/09/F-146 Schedule Overhaul Tahunan
7.28. Formulir No. PLO/09/F-149 Daily Equipment Activity Report
7.29. Formulir No. PLO/09/F-150 Summary Monthly Equipment Repair Delay Report
7.30. Formulir No. PLO/09/F-151 Monthly Equipment Maint Performance Report
7.31. Formulir No. PLO/09/F-152 Monthly Equipment Failure Report
7.32. Formulir No. PLO/09/F-153 Summary Monthly Equipment Avaibility Report
7.33. Formulir No. PLO/09/F-155 Monthly Report Plant
7.34. Formulir No. PLO/09/F-156 PAP Lead Time Monitoring
7.35. Formulir No. PLO/09/F-157 Daily Pit Stop Report
7.36. Formulir No. PLO/09/F-158 Daily Activity Record
7.37. Formulir No. PLO/09/F-159 Maintenance Management System Audit SIS
7.38. Formulir No. PLO/09/F-160 MMCR
7.39. Formulir No. PLO/09/F-161 Summary Backlog Job
7.40. Formulir No. PLO/09/F-162 Daily Breakdown Report
7.41. Formulir No. PLO/09/F-163 Daily Maintenance Planning
7.42. Formulir No. PLO/09/F-164 Summary PA Monthly Maintenance Planning
Topik PLANNED
PLANNEDMAINTENANCE
MAINTENANCE
7.43. Formulir No. PLO/09/F-165 Summary Budget Monthly Maintenance Planning

7.44. Formulir No. PLO/09/F-166 Summary PA Weekly Maintenance Planning
8. RIWAYAT PERUBAHAN
Not Available (N/A).
INSTRUKSI KERJA
Topik PELAKSANAAN PERIODIC SERVICE
Nomor Dokumen PLO/09/004/INK Revisi : 0 Tanggal Efektif Hal : 2/5
URUTAN KERJA KETERANGAN

MEKANIK GROUP LEADER
Adanya Jadwal 1. Adanya jadwal periodic service berdasarkan hour meter

PS Equipment equipment,
2. Mekanik cek kelengkapan dokumen PS (Form PS, JobCard,

Ya Cek Daily Plan Service, Hasil PAP)
Kelengkapan
- Jika ya, cek kelengkapan part.
Dokumen ?
Form PS
- Jika tidak, konfirmasi ke Group Leader utk melengkapi
Jobcard
Tidak
Daily Plan
PAP Report
Konfirmasi ke 3. Mekanik konfirmasi kekurangan dokumen ke Group Leader,
Group Leader
Melengkapi
Dokumen Service 4. Group Leader melengkapi dokumen Periodic Service yang
kurang,
5. Mekanik periksa kembali kelengkapan part PS yang

Part PS
diperlukan, apakah sudah lengkap atau belum?
Lengkap? Tidak
- Jika ya, periksa kelengkapan Tolols Peridoic Service,,
Ya - Jika tidak, mekanik konfirmasi ke Group Leader.
Konfirmasi ke
Group Leader
6. Mekanik konfirmasi kekurangan part PS ke Group Leader,
Melengkapi part PS
7. Group Leader konfirmasi kekurangan part ke Logistic
agar segera dilengkapi.
Ya Tools PS
8. Mekanik memeriksa kembali kesiapan tools yang diperlukan:
Siap? - Jika ya, mekanik mencuci equipment,
- Jika tidak, mekanik konfirmasi ke Group Leader.
Tidak
Konfirmasi ke 9. Mekanik konfirmasi kekurangan tool ke Group Leader
Group Leader
10. Group Leader menyiapkan kekurangan tool yang
Melengkapi diperlukan. Ref: INK PLT/08/005/INK, Peminjaman Workshop
Tools Tools dan Facilities.
Cuci Equipment
11. Mencuci equipment sebelum dilakukan program PS
oleh washing man,
Tidak
Equipment Bersih ? 12. Mekanik memeriksa kebersihan equipment sebelum dilakukan

program PS,
- Jika ya, mekanik memposisikan equipment di lokasi PS,
Ya
- Jika tidak, cuci kembali equipment,
A
(A bersambung ke aktivitas 13)
INSTRUKSI KERJA

MEKANIK
A (A sambungan dari aktivitas 13)
Posisikan Equipment
14. Mekanik memposisikan equipment pada lokasi service,
mengaktifkan parking brake, lock out, dan memasang ganjal
ban,
Cek Equipment
Sebelum PS
15. Mekanik melakukan visual check terhadap kondisi equipment
sebelum dilakukan PS,
Cek hour meter aktual 16. Mekanik memeriksa hour meter aktual equipment dan
mencatatnya mencatatnya pada Form PS,
Form PS
17. Mekanik mengisi data-data awal pada Form PS,

Isi data-data awal
pada Form PS
Form PS
Ambil Sampel
18. Mekanik mengambil contoh oli untuk PAP, Referensi:
PAP 1. Standard Parameter No: PLT/08/001/STD, Kriteria
Contoh Oli – PAP,
2. INK No: PLT/08/003/INK, Pengambilan Contoh Oli,
Pelaksanaan Pelaksanaan 19. Mekanik melaksanakan pekerjaan Periodic Service sesuai item
Pekerjaan Backlog Program PS pada Form PS,
Melaksanakan pekerjaan Backlog dari hasil inspeksi,
dan condition monitoring yang telah dilakukan, pekerjaan
Backlog dilakukan secara paralel dengan Periodic Service jika
memungkinkan,
Langsung Beri Tanda 20. Mekanik langsung memberi tanda (V) pada Form PS untuk
(V) setiap item yang telah selesai dikerjakan,
Form PS
Ada
21. Mekanik memeriksa apakah ada jadwal PPM, PPU atau PPA,
Tidak
jadwal PPM, PPU, - Jika ya, mekanik melakukan proses PPM, PPU atau PPA,
PPA?
- Jika tidak, mekanik melengkapi pengisian dokumen,
Ya
B (B bersambung ke aktivitas 22)

C (C bersambung ke aktivitas 23)
INSTRUKSI KERJA

B (B sambungan dari aktivitas 21)
22. Melakukan proses PPM, PPU, PPA sesuai dengan jadwal

Proses PPM, PPU yang telah disepakati, Ref INK No:
PPA PLO/09/005/INK Pelaksanaan PPM/VHMS
PLO/09/006/INK Pelaksanaan PPU
C PLO/09/008/INK Pelaksanaa PPA
(C sambungan dari aktivitas 21)
Lengkapi 23. Mekanik melengkapi pengisian dokumen, baik itu pada
dokumen
form PS maupun Jobcard,
Form PS
Jobcard
24. Mekanik menyerahkan dokumen, baik itu pada form PS

Form PS Form PS maupun Jobcard, ke Group Leader,
Jobcard Jobcard
25. Group Leader melakukan Final Inspeksi,

Final Inspeksi
F Tidak Ya 26. Group Leader meneliti hasil inspeksi, apakah bagus atau
Hasil Bagus? tidak?
- Jika ya, maka dilanjutkan melaksanakan ground test,
- Jika tidak, maka Group Leader mengistruksikan mekanik
untuk melakukan analisa lebih lanjut,
Analisa Perbaikan 27. Mekanik melakukan analisa perbaikan lebih lanjut,
28. Mekanik meneliti apakah perlu spare part?

Ya - Jika ya, (RFU, Ready For Use) maka memproses order
Perlu Part? spare part,
- Jika tidak,maka mekanik melakukan perbaikan,
Tidak Proses Order 29. Group Leader melakukan proses order spare part,
30. Apakah spare part available?

Ya - Jika ya, maka mekanik melakukan perbaikan,
Part Available?
- Jika tidak,maka meneliti apakah unit layak untuk
Tidak diioperasikan,
Melakukan 31. Mekanik melakukan perbaikan unit, sesuai dengan
Perbaikan instruksi group leader,
Tidak
Dapat Operasi? 32. Group Leader meneliti kelayakan dan keselamatan unit,
apabila dioperasikan:
- Jika ya, maka dilanjutkan melaksanakan ground test,
Ya - Jika tidak,maka unit dijadikan status breakdown
menunggu spare part dan menjadi B/D unschedule,
D
(D bersambung ke aktivitas 35)
Ground Test 33. Melakukan ground test dengan bantuan operator/driver,
(E bersambung ke aktivitas 34)

E
INSTRUKSI KERJA

E (E sambungan dari aktivitas 33)
Ya 34. Meneliti apakah equipment bisa dinyatakan di RFU

RFU ? (Ready for Use)?
- Jika ya, maka dilanjutkan menandatangani persetujuan
Tidak
report,
- Jika tidak, maka Group Leader mengistruksikan mekanik
untuk melakukan analisa lebih lanjut,
F (F bersambung ke aktivitas 27)
D (D sambungan dari aktivitas 32)
Unit Parkir 35. Memarkir unit dan menunggu spare part datang,
Unschedule 36. Melaksanakan Unschedule Maintenance, Ref SOP No.

Maintenance PLO/09/005/SOP Work Order Unschedule Maintenance
Tandatangani persetujuan 37. Group Leader menandatangani dokumen report Periodic

dokumen report Service,
Form PS
Jobcard
Follow-up PAP
Pembersihan dan 38. Mekanik membersihkan dan menyimpan kembali tool

Penyimpanan Tools service,
Pembersihan Lokasi
39. Mekanik membersihkan lokasi service,
PS
Proses Periodic 40. Proses pelaksanaan periodic service selesai.

Service Selesai
INSTRUKSI KERJA
Topik PENGAMBILAN CONTOH OLI
Nomor Dokumen PLO/09/007/INK Revisi : 0 Disusun Oleh : Disetujui Oleh :
Tanggal Efektif Hal : 1/3
Pemilik Proses Plant Operation Department
Pengendali Dokumen QA Partner
Berlaku Untuk Semua/All
Tingkat Kerahasiaan GREEN BIP – Work & Asset Steram Plant Operation Dept. Head
URUTAN KERJA DAN ILUSTRASI KETERANGAN

MEKANIK A. METODE POMPA
Adanya Program
1. Adanya kebutuhan pengambilan contoh oli untuk pelaksanaan PAP.
PAP
Persiapan Alat 2. Menyiapkan alat yang diperlukan dalam pengambilan contoh oli.
• Pengambilan contoh oli berdasarkan Standard Parameter No:
PL0/09/004/STD Parameter Oil Sampling.
• Periksa pompa vacuum, botol dan selang sebelum dipakai
pastikan dalam kondisi bersih,
• Siapkan wadah penampungan oli yang sesuai sebelum
membuka segala macam kompartemen yang mengandung
cairan,
• Siapkan peralatan untuk pengambilan contoh oli. Ukur dan
potong selang baru sesuai dengan dipstick.
Mengatur 3. Mengatur peralatan dan equipment untuk proses pengambilan

Equipment & Alat sampel oli.
• Pastikan equipment berada pada permukaan yang keras dan
rata, dengan ganjal yang terpasang.
• Pastikan engine telah dimatikan (dilakukan 5 menit setelah
engine mati).
• Masukkan selang melalui kepala pompa vacuum dan
kencangkan sekrupnya.
• Selang harus dipanjangkan sampai 4 cm (2 inchi) diluar dari
dasar kepala pompa vacuum.
• Longgarkan plug secara perlahan terlebih dahulu untuk
melepasakan tekanan sebelum mengambil contoh oli.
• Pasang botol baru ke pompa vacuum.
 AWAS OLI PANAS !!!
A (A bersambung ke aktivitas nomor 4)
Instruksi Kerja (INK) ini bagian dari: SOP No. PLO/09/008/SOP Planned Maintenance
INSTRUKSI KERJA
URUTAN KERJA DAN ILUSTRASI KETERANGAN

MEKANIK
A (A sambungan dari aktivitas nomer 3)
4. Mengambil contoh oli dari yiapkan alat yang diperlukan dalam

Mengambil pengambilan contoh oli.
Contoh Oli
• Contoh oli didapat dengan pompa vacuum melalui filler plug.
• Masukkan ujung selang kedalam oli (jangan sampai selang
menyentuh bagian bawah dari kompartemen).
• Lakukan pemompaan pada pompa vacuum untuk menimbulkan
vacuum.
• Pegang pompa dengan tegak lurus (jika terbalik, akan
menyebabkan pompa akan terkontaminasi oleh oli).
• Jika oli telah mulai masuk ke botol, hentikan pemompaan.
• Isi botol dengan oli sampai ¾ (tiga perempat) botol.
Jangan diisi sampai penuh !!!
• Tarik selang dari kompartemen.
• Lepaskan botol dari vacuum pump dan pasang tutup pada
botol.
• Tutup botol segera dengan erat dan jangan menyentuh atau
mengusap bagian botol yang berhubungan dengan contoh oli
dengan jari, sarung tangan maupun kain.
• Pasang tanda pada samping botol.
• Bersihkan pompa untuk pengambilan contoh oli selanjutnya.
Pencatatan 5. Melakukan pencatatan contoh oli pada botol contoh oli.

Contoh Oli
• Isi tagging dari PAP Oil Analysis dengan lengkap.
• Catat contoh oli sebelum dikirim untuk dianalisa oleh
laboratorium yang ditunjuk.
6. Pengambilan contoh oli selesai dilakukan.

Selesai
PASTIKAN UNTUK MEMBUANG SELANG BEKAS PENGAMBILAN

CONTOH OLI PADA TEMPAT YANG TELAH DISEDIAKAN!!!
INSTRUKSI KERJA

MEKANIK B. METODE DRAIN
Adanya Program
PAP 1. Adanya kebutuhan pengambilan contoh oli untuk pelaksanaan PAP.
2. Menyiapkan alat yang diperlukan dalam pengambilan contoh oli

Menyiapkan Alat (tools, botol dan tagging).
3. Mengatur peralatan dan equipment untuk proses pengambilan

Mengatur
contoh oli.
Equipment & Alat
• Pastikan equipment berada pada permukaan yang keras dan
rata, dengan ganjal yang terpasang.
• Bersihkan dan keringkan daerah di sekitar tutup pembuangan
(drain plug) dari kontaminasi debu, air, solar atau kotoran
lainnya.
• Pengambilan contoh oli berdasarkan Standard Parameter No:
PL0/09/004/STD Parameter Oil Sampling.
• Siapkan wadah penampungan oli yang sesuai sebelum
membuka segala macam kompartemen yang mengandung
cairan.
Membuka
4. Membuka drain plug.
Drain Plug
• Pastikan engine telah dimatikan, pengambilan contoh oli ini
dilakukan 5 menit setelah engine dimatikan.
• Membuang oli paling sedikit ¼ liter terlebih dahulu sebelum
mengambil contoh oli.
• Pengambilan pada saat pelumas sudah separuh terbuang
adalah yang terbaik.
 AWAS OLI PANAS !!!

Mengambil
5. Mengambil contoh oli untuk PAP, botol diisi sampai ¾ (tiga per
Contoh Oli
empat) botol,
• Menutup botol segera dengan erat dan jangan menyentuh atau
mengusap bagian botol yang berhubungan dengan contoh oli
dengan jari, sarung tangan maupun kain.
Pencatatan 6. Melakukan pencatatan contoh oli pada botol.

Contoh Oli
• Isi tagging pada PAP Oil Analysis dengan lengkap,
• Catat contoh oli sebelum dikirim untuk dianalisa oleh
laboratorium yang ditunjuk.
7. Pengambilan contoh oli selesai dilakukan.
Selesai
STANDAR PARAMETER
Topik PARAMETER OIL SAMPLING
Nomor Dokumen PLO/09/004/STD Revisi : 1 Disusun Oleh : Disetujui Oleh :
Berlaku Untuk Semua/All
Tingkat Kerahasiaan GREEN Plant Development Section Plant Operation Dept. Head
TYPE OF QUANTITY
MAIN MODEL MODEL SAMPLE OIL
SERVICE OF BOTTLE
KOMATSU D375 PS250 ENGINE 1

ENGINE, POWER TRAIN (T/M + T/C + BEVEL GEAR), FINAL DRIVE,
PS500 5
HYDRAULIC
PS1000 5
HYDRAULIC
PS2000 5
HYDRAULIC
KOMATSU D85ESS-2 PS250 ENGINE 1
PS500 ENGINE, POWER TRAIN, FINAL DRIVE, HYDRAULIC 5
BULLDOZER
KOMATSU D155A-6 PS250 ENGINE 1
PS500 5
HYDRAULIC
PS1000 5
HYDRAULIC
PS2000 5
HYDRAULIC
CATERPILLAR 24M PS250 ENGINE 1
ENGINE, HYDRAULIC, TANDEM DRIVE (RH & LH), TRANSMISSION,
PS500 6
DIFFERENTIAL
ENGINE, HYDRAULIC, TANDEM DRIVE (RH & LH), CIRCLE DRIVE
PS1000 8
(RH/LH), TRANSMISSION, DIFFERENTIAL
PS2000 8
(RH/LH), TRANSMISSION, DIFFERENTIAL
CATERPILLAR 16M PS250 ENGINE 1
ENGINE, HYDRAULIC, TANDEM DRIVE (RH & LH), TRANSMISSION,
PS500 8
DIFFERENTIAL, WHEEL BEARING (front-RH/LH)
PS1000 (RH/LH), TRANSMISSION, DIFFERENTIAL, WHEEL BEARING (front- 10
RH/LH)
MOTOR GRADER
PS2000 (RH/LH), TRANSMISSION, DIFFERENTIAL, WHEEL BEARING (front- 10
RH/LH)
KOMATSU GD825A PS250 ENGINE 1
PS500 ENGINE, TRANSMISSION, FINAL DRIVE, TANDEM, HYDRAULIC 7
KOMATSU GD705A PS250 ENGINE 1
ENGINE, TRANSMISSION, FINAL DRIVE, CIRCLE REVERSE GEAR,
PS500 8
HYDRAULIC, TANDEM
PS1000 8
HYDRAULIC, TANDEM
PS2000 8
HYDRAULIC, TANDEM
KOMATSU WA800-3 PS250 ENGINE 1
PS500 ENGINE, TRANSMISSION, HYDRAULIC, BRAKE, AXLE (FRONT & REAR) 6
Standar Parameter (STD) ini bagian PS2000

WHEEL LOADER dari: SOPENGINE,
No. PLO/09/008/SOP Planned Maintenance
TRANSMISSION, HYDRAULIC, BRAKE, AXLE (FRONT & REAR) 6
STANDAR PARAMETER
Nomor Dokumen PLO/09/004/STD Revisi : 1 Tanggal Efektif Hal : 2/5
TYPE OF QUANTITY
SERVICE OF BOTTLE

WHEEL LOADER

PS500 ENGINE, TRANSMISSION, HYDRAULIC, AXLE (FRONT & REAR) 4
WHEEL DOZZER KOMATSU WD600-3 PS250 ENGINE 1
KOMATSU HM400-1 PS250 ENGINE 1
ENGINE, TRANSMISSION, BRAKE COOLING, DIFFERENTIAL (FRONT,
PS500 12
CENTER, REAR), FINAL DRIVE (FRONT, CENTER, REAR)
PS1000 12
PS2000 12
VOLVO A40D PS250 ENGINE 1
PS500 ENGINE, TRANSMISSION 2
ENGINE, TRANSMISSION, DROP BOX, AXLE (DRIVE, FRONT,REAR),
ARTICULATED PS1000 14
FINAL DRIVE (DRIVE, FRONT,REAR), HYDRAULIC, BRAKE COOLING
DUMP TRUCK
ENGINE, TRANSMISSION, DROP BOX, AXLE (DRIVE, FRONT,REAR),
PS2000 14
FINAL DRIVE (DRIVE, FRONT,REAR), HYDRAULIC, BRAKE COOLING
CAT740 PS250 ENGINE 1

ENGINE, DIFFERENTIAL, FINAL DRIVE, HOIST & BRAKE, STEERING,
PS500 14
TRANSMISSION, TRANSFER GEAR
PS1000 14
PS2000 14
Standar Parameter (STD) ini bagian dari: SOP No. PLO/09/008/SOP Planned Maintenance
STANDAR PARAMETER
KOMATSU HD785-7 PS250 ENGINE 1
ENGINE, TRANSMISSION + BRAKE COOLING, DIFFERENTIAL, FINAL
PS500 6
DRIVE, HYDRAULIC
PS1000 6
DRIVE, HYDRAULIC
PS2000 6
DRIVE, HYDRAULIC
ENGINE, TRANSMISSION, BRAKE COOLING, DIFFERENTIAL, FINAL
PS500 7
DRIVE, HYDRAULIC
PS1000 7
DRIVE, HYDRAULIC
PS2000 7
DRIVE, HYDRAULIC
ENGINE, TRANSMISSION, REAR BREAK COOLING, DIFFERENTIAL,
RIGID DUMP PS500 7
FINAL DRIVE, HYDRAULIC (STEERING, HOIST)
TRUCK
PS1000 7
PS2000 7
ENGINE, TRANSMISSION, DIFFERENTIAL, FINAL DRIVE, HYDRAULIC
PS500 6
(STEERING, HOIST)
PS1000 6
(STEERING, HOIST)
PS2000 (STEERING, HOIST) 6
RENAULT KERAX350 A ENGINE 1

B ENGINE, GEAR BOX, MIDDLE AXLE, REAR AXLE, STEERING HYDRAULIC 4
C ENGINE, GEAR BOX, MIDDLE AXLE, REAR AXLE, STEERING HYDRAULIC 4
DRILLTECH D245S PS250 ENGINE, COMPRESSOR 2

PS500 ENGINE, COMPRESSOR, PUMP DRIVE GEAR BOX, HYDRAULIC 4
ENGINE, COMPRESSOR, PUMP DRIVE GEAR BOX, HYDRAULIC, FINAL
PS1000 6
DRIVE
PS2000 6
DRIVE
DRILLTECH D50KS PS250 ENGINE, COMPRESSOR 2
PS500 ENGINE, COMPRESSOR, PUMP DRIVE GEAR BOX, HYDRAULIC 4
PS1000 6
DRILLING DRIVE
MACGINE ENGINE, COMPRESSOR, PUMP DRIVE GEAR BOX, HYDRAULIC, FINAL
PS2000 6
DRIVE
TAMROCK
PS200 ENGINE 1
PANTERA1100
PS600 ENGINE, COMPRESSOR, FINAL DRIVE, TRANSFER GEAR, HYDRAULIC 6
STANDAR PARAMETER
TYPE OF QUANTITY
SERVICE OF BOTTLE
FURUKAWA
PS250 ENGINE 1
HCR1500ED
PS500 ENGINE, COMPRESSOR 2
PS1000 ENGINE, COMPRESSOR, HYDRAULIC, DRIVE MOTOR 5
PS2000 ENGINE, COMPRESSOR, HYDRAULIC, DRIVE MOTOR 5
DRILLING SANDVIK DP1100 PS200 ENGINE 1
MACHINE
PRIME MOVER VOLVO FH16 PS250 ENGINE 1

PS500 ENGINE, GEAR BOX, DRIVEN FRONT AXLE + REAR AXLE 4
PS1000 ENGINE, GEAR BOX, DRIVEN FRONT AXLE + REAR AXLE, HYDRAULIC 5
PS2000 ENGINE, GEAR BOX, DRIVEN FRONT AXLE + REAR AXLE, HYDRAULIC 5
STANDAR PARAMETER
TYPE OF QUANTITY
SERVICE OF BOTTLE
LIEBHERR R9250 PS250 ENGINE 1

ENGINE, SWING GEAR (RH & LH), TRAVEL GEAR (RH & LH),
PS500 6
HYDRAULIC
PS1000 6
HYDRAULIC
PS2000 7
HYDRAULIC, SPLITTERBOX
KOMATSU PC1250-7 PS250 ENGINE 1
PS500 ENGINE, SWING, PTO, FINAL DRIVE, HYDRAULIC 7
PS500 ENGINE 1
ENGINE, PUMP DISTRIBUTOR GEARS, SLEW GEAR, TRAVEL GEAR,
PS1000 6
HYDRAULIC
ENGINE, PUMP DISTRIBUTOR GEARS, SLEW GEAR, TRAVEL GEAR,
PS2000 6
HYDRAULIC
PS500 ENGINE, PTO, SWING MACHINARY, FINAL DRIVE, HYDRAULIC 7
EXCAVATOR
KOMATSU PC750-7 &
PS250 ENGINE 1
PC800-7
PS500 ENGINE, SWING, FINAL DRIVE, HYDRAULIC 6
HITACHI EX1200-5 PS250 ENGINE, PUMP TRANSMISSION GEAR 2
ENGINE, PUMP TRANSMISSION GEAR, SWING REDUCTION GEAR,
PS500 7
TRAVEL REDUCTION GEAR, HYDRAULIC
PS1000 7
PS2000 7
HITACHI EX2500-5 PS250 ENGINE, PUMP TRANSMISSION GEAR 2
PS500 7
PS1000 7
PS2000 7
INSTRUKSI KERJA
Topik PELAKSANAAN PPM
Definisi :
1. PPM ( Program Pemeriksaan Mesin )
Program pemeriksaan equipment yang dilakukan secara berkala (sesuai HM) dengan
melakukan pengukuran dan diagnostik serta pelaksanaan minor repair dan
adjustment untuk kondisi abnormal (tidak sesuai standar) yang sifatnya mendesak,
yang ditujukan untuk mempertahankan performance unit sesuai dengan standard.
2. VHMS (Vehicle Health Monitoring System)
Merupakan teknologi informasi yang diproduksi oleh komatsu berfungsi untuk

memonitor kondisi kesehatan pada komponen-komponen utama (major components)
equipment. Data – data yang dapat diperoleh diantaranya adalah engine oil
pressure and temperature, fault code and description history, pay load meter dan
lain-lain.
3. Backlog
Suatu pekerjaan perawatan yang ditunda pelaksanaannya dikarenakan secara

analisa teknis gejala kerusakan tersebut tidak mengganggu operational unit baik
performance dan faktor safety. Pekerjaan ini direncanakan berdasarkan hasil
inspeksi ataupun program prediktif yang dilakukan.
4. Download
Merupakan aktivitas mentransfer data yang tersimpan dalam memori modul VHMS
pada unit ke komputer user dengan bantuan media kabel atau dengan satelit
(wireless).
INSTRUKSI KERJA
Topik PELAKSANAAN PPM & VHMS
Pemilik Proses Plant Operation Dept.
Berlaku Untuk Semua/ All
Tingkat Kerahasiaan GREEN BIP - Work & Asset Stream Plant Operation Dept.

JOB SITE
PLANNER GROUP LEADER MECHANIC
HM Unit 1. Adanya HM unit yang memenuhi ketentuan PPM (Program

Memenuhi Pemeriksaan Mesin) berdasarkan pengamatan HM harian,
2. Memeriksa apakah unit dilengkapi dengan VHMS:

– apabila tidak, maka dilanjutkan dengan pelaksanaan PPM,
Tidak Unit dilengkapi – apabila ya, maka memeriksa proses down load data
VHMS? VHMS,
3. Melaksanakan PPM yang dilakukan setiap 1000 hours,
Pemeriksaan Ya dengan alat yang ada, dibawah pengawasan dari Group
PPM Leader, Ref: Form PPM dan Shop Manual
Ya 4. Memeriksa apakah down load data VHMS dilakukan secara

VHMS wireless:
Wireless? −apabila tidak, maka dilanjutkan dengan proses download
data VHMS,
−apabila ya, maka memeriksa hasil PPM ataupun data hasil
Tidak download VHMS,
5. Melaksanakan download data VHMS secara manual,
download manual data VHMS ini dilakukan setiap 250
Down Load
hours, Ref: INK “Download Manual Data VHMS”
Data VHMS
Hasil 6. Memeriksa data hasil PPM ataupun data hasil download

Pemeriksaan VHMS,
7. Memeriksa kesesuaian hasil pemeriksaan terhadap

standar:
Ya –apabila tidak, maka memeriksa apakah dapat
Sesuai
Standard?
dilakukan penyesuaian/adjustment,
–apabila ya, maka mengisi laporan PPM,
Tidak
8. Memeriksa apakah dapat disesuikan terhadap
standar:
Tidak Bisa
Disesuaikan
−apabila ya, maka menyesuaikan terhadap standar, .
? Ref: Form PPM, standard VHMS,
−apabila tidak, maka membuat daftar untuk Backlog,
Ya 9. Melakukan penyesuaian terhadap standar dengan
menggunakan alat yang sesuai dibawah pengawasan
Penyesuaian Group Leader, Ref: Form PPM, Shop Manual,
standard VHMS,
Daftar 10. Pembuatan daftar Backlog dengan validasi dari
Backlog Group Leader,
Laporan
PPM/VHMS 11. Mengisi laporan PPM/VHMS,
Laporan 12. Menyerahkan laporan PPM/VHMS kepada Planner
PPM/VHMS beserta dengan daftar Backlognya jika ada,
VHMS/PPM 13. Pelaksanaan PPM/VHMS telah selesai.

Selesai
INSTRUKSI KERJA
Topik PELAKSANAAN PPA
Tingkat Kerahasiaan GREEN BIP – Work & Asset Plant Operation Dept. Head

JOB SITE
PLANT SECTION
MECHANIC GROUP LEADER
1. Equipment menjalani program Periodic Service.
Pelaksanaan Periodic Service Ref. INK No. PLO/09/004/INK Pelaksanaan Periodic Service.
Equipment
Pengecekan Visual 2. Melakukan pengecekan visual & pengukuran bagian-bagian

& Pengukuran Attachement dari attachement . Ref: Form PPB No. PLO/09/F-170 Program
Pemeriksaan Bucket (PPB).
3. Memeriksa adanya kerusakan atau kondisi tidak standar pada

Ada Bucket :
Tidak
Kerusakan atau kondisi - Jika Ya, maka memeriksa apakah bisa/harus langsung diperbaiki
tidak standar - Jika Tidak, maka melengkapi form PPA.
Ya
A (A bersambung ke aktivitas 12)
4. Memeriksa apakah bisa/harus diperbaiki langsung :

Bisa/ - Jika Ya, maka memeriksa apakah perlu penggantian part
Tidak
Harus langsung - Jika Tidak , maka melakukan proses perbaikan/pencegahan.
Diperbaiki ?
B
Ya (B bersambung ke aktivitas 10)
5. Memeriksa apakah memerlukan part :

Tidak Perlu - Jika Ya, maka memproses order part
Part ? - Jika Tidak, maka melakukan proses perbaikan/pencegahan.

Ya
6. Membuat recommended part.
Recommended part
7. Memeriksa recommend part, apakah bisa disetujui ?

Menyetujui Tidak - Jika Ya, maka memproses order part
Recommended - Jika Tidak, maka melakukan proses perbaikan/ pencegahan.
part
Ya
8. Memproses order part.
Proses Order Part
D (D bersambung ke aktivitas 9)
Instruksi Kerja (INK) ini bagian dari: SOP No. PLO/09/008 Planned Maintenance
INSTRUKSI KERJA
Topik PELAKSANAAN PPA

JOBSITE
PLANT SECTION
MECHANIC GROUP LEADER
(D sambungan dari aktivitas 8)
D
9. Memeriksa apakah part langsung tersedia ?
- Jika Ya, maka melakukan proses perbaikan/
Tidak Part pencegahan
langsung tersedia - Jika Tidak, maka melanjutkan ke proses backlog.
?
B (B sambungan dari aktivitas 4 )
Ya
Proses 10. Proses pengisian backlog dan di-file dalam history per
Backlog Code Number unit.
11. Melakukan proses perbaikan/Pencegahan (Welding

Proses perbaikan/ Reinforcement, Hard facing/Liner surfacing, Parts
C
Pencegahan replacement, Modification, etc.)
(A sambungan dari aktivitas 3)

Pengisian laporan 12. Mengisi secara lengkap laporan dalam Form PPA.
A
pada Form PPA Ref. Form. No. PLO/09/F-170 Program Pemeriksaan
Bucket (PPB).
Memeriksa & 13. Memeriksa & mengkompilasi form PPA.

mengkompilasi
Form PPA
Proses PPA
Selesai 14. Proses PPA selesai.
Instruksi Kerja (INK) ini bagian dari: SOP No. PLO/09/008 Planned Maintenance
INSTRUKSI KERJA
Topik PELAKSANAAN PPU
Tingkat Kerahasiaan GREEN BIP – Work & Asset stream Plant Operation Dept. Head
URUTAN
URUTANKERJA
KERJA KETERANGAN
KETERANGAN
HEAD OFFICE JOB SITE
PLD PLANT SECTION
OFFICER MEKANIK PPU OFFICER / GL PLANNER
Adanya Jadwal 1. Adanya jadwal tahunan pelaksanaan PPU,

Tahunan PPU
Perencanaan Perencanaan 2. Planner membuat perencanaan bulanan PPU yang

Bulanan Perencanaan Bulanan didistribusikan kepada PPU Officer dan Plant Development
Bulanan Officer di Haed Office,
3. Planner membuat perencanaan mingguan PPU yang

Perencanaan Perencanaan didistribusikan kepada PPU Officer dan Plant Development
Mingguan Perencanaan Mingguan Officer di Haed Office,
Mingguan
HM unit 4. HM unit yang memenuhi persyaratan PPU (Program
memenuhi Pemeriksaan Undercarriage) berdasarkan pengamatan HM
harian.
Pengecekan
Visual 5. Melakukan pengecekan visual terhadap bagian tertentu dari
Undercarriage (U/C) yang dapat dilakukan tanpa
menggunakan alat,
Ada
Ya 6. Memeriksa adanya kerusakan pada komponen U/C unit :
Kerusakan?
- Apabila ya, maka memeriksa apakah dapat diperbaiki
langsung,
Tidak - Apabila tidak, maka melakukan pemeriksaan oli,
A (A bersambung ke aktivitas )
7. Memeriksa jenis kerusakan apakah dapat diperbaiki

Tidak Perbaikan langsung:
Langsung? - Apabila ya, maka memeriksa apakah membutuhkan
spare part,
Ya
- Apabila tidak, maka melakukan pemeriksaan oli,
B
(B bersambung ke aktivitas 10)
8. Memeriksa kebutuhan spare part :

Butuh
Ya - Apabila ya, maka memeriksa apakah tersedia digudang
Spare Part
atau bisa disediakan dengan cepat (maksimal 48 jam),
?
- Apabila tidak, maka langsung memperbaiki kerusakan,
Tidak
(C bersambung ke aktivitas 12)
C
Proses 9. Group Leader melakukan proses order spare part, Ref.:
Order Part SOP No. LOG/09/012/SOP Online Purchase Requisition.
INSTRUKSI KERJA
Topik PELAKSANAAN PPU

JOB SITE HEAD OFFICE
MEKANIK TRACK SPV & PLANT DEV.
GROUP LEADER PLANNER
LOG. SPV OFFICER
D
9. Memeriksa ketersediaan spare part di
Ya gudang :
Part Available? - Apabila ya, maka melanjutkan ke proses
order part,
Tidak - Apabila tidak, maka memeriksa apakah
masih layak
dioperasikan atau tidak,
B
Layak Ya (B sambungan dari aktivitas 7)
Dioperasikan 10. Memeriksa apakah unit masih layak untuk
?
dioperasikan :
Tidak - Apabila ya, maka melakukan pemeriksaan
oli.
- Apabila tidak, maka unit break down
Unit
Breakdown
11. Unit breakdown, ref SOP No.
C PLO/09/005/SOP Work Order Unschedule
Maintenance
Perbaikan
12. Mekanik memperbaiki kerusakan pada unit
hasil pengecekan visual,
Pemeriksaan Oli
13. Mekanik melakukan pemeriksaan oli
komponen Undercarriage,
Measurement
14. Mekanik melakukan pengukuran keausan
Component
terhadap komponen Undercarriage
berdasarkan form list pengukuran
Undercarriage,
Undercarriage
15. Mengisi hasil pengukuran Undercarriage
Insp. Report dalam form list pengukuran undercarriage,
data ini selanjutnya akan digunakan
sebagai bahan untuk laporan PPU,
Input Data
Dalam Program 16. Input data list pengukuran undercarriage ke
dalam program aplikasi.
Sch. Comp U/C Sch. Comp Sch. U/C 17. Pembuatan dan pengiriman schedule
Replacement U/C Replc. Replacement component U/C replacement oleh Planner
Sch. U/C kepada PPU Officer/GL, Track Supervisor,
Replacement Logistic Supervisor dan Plant Development
Officer Head Office,
Proses PPU 18. Pelaksanaan Program Pemeriksaan

Selesai Undercarriage selesai.
Topik PROGRAM MIDLIFE OVERHAUL
Pengendali Dokumen QA Partner Tanggal Efektif Hal : 1 /4
Berlaku Untuk Semua/All Tingkat Kerahasiaan GREEN
1. TUJUAN
1.1. Memberikan pedoman kepada PIC (Person In Charge) yang terkait dengan proses pelaksanaan
Program Midlife Overhaul Sub Component (Small Component).
1.2. Memastikan bahwa proses pelaksanaan Program Midlife Overhaul Sub Component sesuai dengan
Sistem Manajemen yang telah ditetapkan.
2. RUANG LINGKUP
SOP ini digunakan sebagai acuan dalam pelaksanaan Program Midlife Overhaul Sub Component (small
component Engine) sejak dibuatnya Monthly Plan, pemeriksaan mesin, pembuatan laporan, sampai dengan
pengisian tabel achievement MIDLIFE. Adapun ruang lingkupnya untuk di jobsite meliputi section : Produksi,
Plant dan Logistik.
3. REFERENSI
3.1. Elemen ISO 9001 : 2008
- Sub Pasal 4.2.4 Pengendalian Catatan Mutu
- Sub Pasal 7.5.3. Identifikasi dan Penelusuran
3.2. SOP No. PLO/09/008/SOP Planned Maintenance
3.3. SOP No. PLO/09/009/SOP Schedule Overhaul Process
4. DEFINISI
4.1. Hour Meter (HM)
Adalah lamanya equipment dioperasikan oleh operator dalam satuan jam alat.
4.2. Program Midlife Overhaul Sub Component
Adalah salah satu program perawatan equipment (khususnya Engine) yang dilakukan secara berkala
sesuai HM maupun sesuai dengan kondisi dengan melakukan overhaul sub component. Sub component
yang dimaksud adalah Turbocharger, Starting motor, Water Pump, Alternator, Air Compressor, Nozzle
dan attachment lainnya yang bertujuan untuk mempertahankan performance unit sesuai dengan standar.
4.3. Ready For Use (RFU)
Adalah equipment siap dioperasikan kembali.
4.4. Program Periodic Service (PS)
melakukan penggantian oli, coolant, filter, inspeksi, serta pelaksanaan minor repair dan adjustment
untuk kondisi abnormal (tidak sesuai standar) yang langsung ditemukan maupun yang telah direncana
kan, yang ditujukan untuk mempertahankan performance unit sesuai standard. Periodical Service bagi
equipment yang memiliki ukuran HM untuk operating statistiknya dilakukan setiap HM kelipatan 250 jam,
dan dibagi dalam 4 program yaitu:
Topik PROGRAM
ROGRAM MIDLIFE
MIDLIFEOVERHAUL
OVERHAUL
Nomor Dokumen PL0/09/011/SOP Revisi : 0 Tanggal Efektif Hal : 2 /4

Periodical Service bagi equipment yang tidak memiliki ukuran HM untuk operating statistiknya dilakukan
setiap kelipatan hari operasi sesuai dengan ketentuan yang ada dalam Operation Maintenance & Manual
(OMM).
5. KEBIJAKAN
5.1. Plant Section bertanggung jawab atas pelaksanaan pencucian unit sebelum dilaksanakan
Midlife.
5.2. Pelaksanaan program Midlife Overhaul Sub Component diprioritaskan untuk unit production
equipment.
5.3. Plant Group leader bertanggung jawab atas pengendalian kualitas pekerjaan selama proses Overhaul
Midlife Sub Component.
5.4. Schedule program Midlife dilaksanakan saat umur Sub Component 1/2 dari umur Main Component.
6. ALUR PROSES
Program Midlife Overhaul secara lebih rinci dapat dilihat pada alur proses pada halaman 3/4 sampai dengan
halaman 4/4.
7. DAFTAR DOKUMEN PENDUKUNG

7.1. Instruksi Kerja No. PLD/09/002/INK Peminjaman Workshop Tools & Facilities
7.2. Instruksi Kerja No. PLO/09/004/INK Pelaksanaan PS
7.3. Instruksi Kerja No. PLO/09/005/INK Pelaksanaan PPM
7.4. Instruksi Kerja No. PLO/09/006/INK Pelaksanaan PPU
7.5. Instruksi Kerja No. PLO/09/013/INK Penyusunan Master Schedule Overhaul
7.6. Instruksi Kerja No. PLO/09/014/INK Pelaksanaan Overhaul Komponen
7.7. Instruksi Kerja No. PLO/09/016/INK Follow Up PAP
7.8. Formulir No. PLO/09/F-016 Job Card
7.9. Formulir No. PLO/09/F-146 Schedule Overhaul Tahunan
7.10. Formulir No. PLO/09/F-161 Summary Backlog Job
7.11. Formulir No. PLO/09/F-162 Daily Breakdown Report
7.12. Formulir No. PLO/09/F-163 Daily Maintenance Planning
7.13. Formulir No. PLO/09/F-164 Summary PA Monthly Maintenance Planning
7.14. Formulir No. PLO/09/F-166 Summary PA Weekly Maintenance Planning
7.15. Formulir No. PLO/09/F-173 Job Schedule Sheet Overhaul (JSS)
8. RIWAYAT PERUBAHAAN
Topik
Topik PROGRAM
ROGRAM MIDLIFE
MIDLIFE OVERHAUL
OVERHAUL
Nomor Dokumen PLO/09/011/SOP Revisi : 0 Tanggal Efektif Hal : 3/4
JOB SITE
PIC
NO PROD SECT. PLANT SECTION LOGISTIC SECT.
ACTIVITIES GROUP LEADER MECHANIC GROUP LEADER PLANNER SECT. HEAD INVENTORY
1. Adanya kebutuhan pelaksanaan MIDLIFE. Adanya

rencana
MIDLIFE
Component
2. Menjalankan Maintenance scheduling di MSQ700

modul Ellipse MSQ700. Maintenance
Scheduling
3. Membuat dan mendistribusikan Plan
bulanan Midlife menggunakan Mincom MWP
Work Planner (MWP). Monthly
Asli : Planner. Monthly Plan
Plan
Copy 1 : Inventory.
4. Melakukan pengecekan stock midlife

di Warehouse. Proses
pengecekan
stock midlife
5. Memberikan konfirmasi stock midlife

di Warehouse. Konfirmasi
stock midlife
6. Menggabungkan plan midlife ke plan MWP

service yg terdekat menggunakan Mincom
Plan midlife
Work Planner (MWP). Ref: SOP No.
PLO/09/008/SOP Planned Maintenance.
7. Mendistirbusikan daily plan PS ke GL Daily plan PS
produksi dan GL Plant. Daily plan PS (manual)
(manual)
Daily plan PS
(manual)
8. Membuat WO melalui modul Ellipse MSQ620

MSQ620/MSQ140 Work
MSQ620 atau WR by MSQ140 dan
mendistribusikan ke group leader plant. WR/WO Order
Ref: SOP No. LOG/09/005/SOP Repairable
Item Management MSQ140
9. Memproses pemenuhan part/component Proses
Midlife melalui modul Ellipse MSQ140. pemenuhan
midlife
10. Mengirimkan Warehouse Requistion dan Warehouse Warehouse Warehouse

stock midlife dikirim ke Group leader plant Requisition Requisition Requisition
untuk diteruskan ke mekanik.
MIDLIFE MIDLIFE
MIDLIFE
11. Operator menyerahkan unit dan mengisi
Unit Unit
formulir Jobcard untuk dilakukan service dan
midlife secara bersamaan. Jobcard Jobcard
(B sambungan dari aktivitas 14 & 19) B
12. Melaksanakan program midlife.

Program
Midlife comp.
13. Membuat dan mendistribusikan report

midlife. Report midlife Report midlife
(A bersambung ke aktivitas 14)

A
Topik
Topik PROGRAM
ROGRAM MIDLIFE
MIDLIFE OVERHAUL
OVERHAUL
Nomor Dokumen PLO/09/011/SOP Revisi : 0 Tanggal Efektif Hal : 4 /4
JOB SITE
PIC
PRODUCTION SECT. PLANT SECTION LOGISTIC SECT.
NO.
ACTIVITIES OPERATOR GROUP LEADER MECHANIC GROUP LEADER PLANNER SECT. HEAD
(A sambungan dari aktivitas 13) A
14. Memeriksa hasil midlife apakah sesuai

dengan standar ?
Tidak Sesuai
B
- Jika ya, maka menginformasikan unit RFU. Standar?
- Jika tidak, maka menindaklanjuti hasil
ketidaksesuaian midlife. Ya

Informasi Informasi
RFU RFU
15. Menginformasikan bahwa unit sudah RFU.
Proses
16. Mengembalikan midlife comp. pengembalian
Ref : SOP No. LOG/09/005/SOP Repairable
Item Management.
17. Melengkapi formulir Fabrication Request dan Form Fab. Request
Form Fab. Request
menyerahkannya ke logistic.
Ref : Formulir No. PLO/09/F-021 Fabrication Ex-midlife
Ex-midlife
Request.
18. Melakukan ground test. Ground
Test
Tidak
19. Memeriksa apakah setuju dengan hasil Setuju B
perbaikan ?
Ya
- Jika Ya, maka mengisi form.
- Jika Tidak, maka melaksanakan program Form
midlife lagi.
20. Menyerahkan unit ke operator. Unit Unit
Unit
21. Unit beroperasi.
Beroperasi
STANDAR PARAMETER
Topik MIDLIFE COMPONENT
Tingkat Kerahasiaan GREEN BIP – WA Stream Plant Operation Dept. Head
MIDLIFE COMPONENT
NO EQUIPMENT EGI COMPONENT LIFE TIME NO EQUIPMENT EGI COMPONENT LIFE TIME
INJECTOR 8000 TURBOCHARGER 8000
TURBOCHARGER 8000 WATERPUMP 8000
ARTICULATED DT
BULDOZER WATER PUMP 8000 9. A40D FAN COOLING MOTOR 8000
1. D375A-5 A40D
D375A-5 FAN COOLING & TENSION 8000 STARTING MOTOR 8000
STARTING MOTOR 8000 ALTENATOR 8000
ALTERNATOR 8000 TURBOCHARGER 9000
TURBOCHARGER 8000 WATER PUMP 9000
WATER PUMP 8000 DUMP TRUCK FAN COOLING & TENSION 9000
BULDOZER 10. HD785-7
2. D155A-6 FAN COOLING & TENSION 8000 HD785-7 STARTING MOTOR 9000
D155A-6
STARTING MOTOR 8000 ALTERNATOR 9000
ALTERNATOR 8000 DAMPER 9000
TURBOCHARGER 7000 INJECTOR 8000
WATER PUMP 7000 TURBOCHARGER 8000
BULDOZER FAN COOLING & TENSION 7000 WATER PUMP 8000
3. D85ESS-2 DUMP TRUCK
D85ESS-2 STARTING MOTOR 7000 11. TR100 FAN COOLING & TENSION 8000
TR100
ALTERNATOR 7000 STARTING MOTOR 6000
INJECTOR 7000 ALTERNATOR 6000
TURBOCHARGER 7000 DAMPER 8000
WATER PUMP 7000 INJECTOR 8000
BULDOZER D65P-12 FAN COOLING & TENSION 7000 TURBOCHARGER 8000
4.
D65P-12 STARTING MOTOR 7000 WATER PUMP 8000
12. DUMP TRUCK FM9 FM9
ALTERNATOR 7000 FAN COOLING & TENSION 8000
INJECTOR 7000 STARTING MOTOR 6000
TURBOCHARGER 8000 ALTERNATOR 6000
5. BULDOZER D9R D9R FAN COOLING & TENSION 8000 WATER PUMP 9000
STARTING MOTOR 8000 EXCAVATOR
13. PC3000-6 FAN COOLING & TENSION 9000
PC3000-6
STARTING MOTOR 6000 TURBOCHARGER 9000
DRILLING
6. D245S ALTERNATOR 6000 WATER PUMP 9000
MACHINE D245S EXCAVATOR
ROCK DRILL / DRIFTER 6000 14. PC2000-8 FAN COOLING & TENSION 9000
PC2000-8
WATERPUMP 8000 STARTING MOTOR 9000
STARTING MOTOR 6000 TURBOCHARGER 9000
DRILLING
7. D50KS ALTERNATOR 6000 WATER PUMP 9000
MACHINE D50KS EXCAVATOR
ROCK DRILL / DRIFTER 6000 15. PC1800-6 FAN COOLING & TENSION 9000
PC1800-6
WATERPUMP 8000 STARTING MOTOR 9000
INJECTOR 9000 ALTERNATOR 9000
TURBOCHARGER 9000 TURBOCHARGER 8000
WATER PUMP 9000 WATER PUMP 8000
DUMP TRUCK
8. HD785-5 FAN COOLING & TENSION 9000 WHEEL LOADER FAN COOLING & TENSION 8000
HD785-5 16. WA500-3
STARTING MOTOR 9000 WA500-3 STARTING MOTOR 8000
ALTERNATOR 9000 ALTERNATOR 8000
DAMPER 9000 INJEKTOR 8000
Standar Parameter (STD) ini bagian dari: SOP No. PLO/09/011/SOP Program Midlife Overhaul
STANDAR PARAMETER
Topik STD List
MIDLIFE
FA Workshop
COMPONENT
Equipment
NO EQUIPMENT EGI COMPONENT LIFE TIME NO EQUIPMENT EGI COMPONENT LIFE TIME
EXCAVATOR FAN COOLING & TENSION 8000
17. PC1250-8 FAN COOLING & TENSION 8000 FUEL TRUCK
PC1250-8 28. ACT4046FT STARTING MOTOR 8000
STARTING MOTOR 8000 ACTROS 4046
WATER PUMP 8000 DIFFERENTIAL ADJUSMENT 8000
EXCAVATOR TURBOCHARGER 8000
18. PC1250-7 FAN COOLING & TENSION 8000
PC1250-7 WATER PUMP 8000
STARTING MOTOR 8000
WATER TRUCK
TURBOCHARGER 7000 29. ACT4046WT STARTING MOTOR 8000
ACTROS 4046
WATER PUMP 7000 ALTERNATOR 8000
EXCAVATOR PC400LC WATER PUMP 8000
19. FAN COOLING & TENSION 7000
PC400LCSE-7 SE-7 DIFFERENTIAL ADJUSMENT 8000
STARTING MOTOR 7000
TURBOCHARGER 8000
ALTERNATOR 7000
WATER PUMP 8000
TURBOCHARGER 9000
WASHING FAN COOLING & TENSION 8000
WATER PUMP 9000
EXCAVATOR 30. TRUCK ACTROS ACT4046WS STARTING MOTOR 8000
20. EX2500 FAN COOLING & TENSION 9000 4046
EX2500 ALTERNATOR 8000
STARTING MOTOR 9000 WATER PUMP 8000
ALTERNATOR 9000 DIFFERENTIAL ADJUSMENT 8000
MOTOR WATER PUMP 7000 WATER PUMP 6000
21. GRADER GD825A-2 FAN COOLING & TENSION 7000 WATER PUMP
31. MFVC-420 STARTING MOTOR 6000
GD825A-2 STARTING MOTOR 7000 MFVC-420
ALTERNATOR 6000
ALTERNATOR 7000 VACUUM 6000
WHEEL DOZER FAN COOLING & TENSION 8000 WATER PUMP
22. WD600-3 32. MF390 STARTING MOTOR 6000
WD600-3 MFC-390H
ALTERNATOR 8000 VACUUM 6000
INJEKTOR 8000 TURBOCHARGER 6000
TURBOCHARGER 9000 WATER PUMP WATER PUMP 6000
WATER PUMP 9000 33. ETA- E2X1.5X3.5 STARTING MOTOR 6000
WHEEL
23. WL992C FAN COOLING & TENSION 9000 N200X150X350 ALTERNATOR 6000
LOADER 992C
STARTING MOTOR 9000 VACUUM 6000
WHEEL WATER PUMP
FAN COOLING & TENSION 9000 34. 4X6-13 STARTING MOTOR 6000
24. LOADER WA800-3 4X6-13
WA800-3 VACUUM 6000
ALTERNATOR 9000
WATER PUMP 8000 WATER PUMP WATER PUMP 6000
FAN COOLING & TENSION 8000 35. ETA- E2X1.5X3.15 STARTING MOTOR 6000
DUMP TRUCK ACTROS N200X150X315 ALTERNATOR 6000
25. STARTING MOTOR 8000
ACTROS 4046 4046 VACUUM 6000
ALTERNATOR 8000
DIFFERENTIAL ADJUSMENT 8000 WATER PUMP 8000
FAN COOLING & TENSION 8000
INJECTOR 9000 FUEL TRUCK
36. FM380FT STARTING MOTOR 6000
TURBOCHARGER 9000 FM380
ALTERNATOR 6000
WATER PUMP 9000
WATER TRUCK HD785- DAMPER 8000
26. FAN COOLING & TENSION 9000
HD785-7 7WT DIFFERENTIAL ADJUSMENT 8000
STARTING MOTOR 9000
TURBOCHARGER 8000
ALTERNATOR 9000
WATER PUMP 8000
DAMPER 9000 FUEL TRUCK FAN COOLING & TENSION 8000
INJECTOR 8000 37. FM9FT
FM9 STARTING MOTOR 6000
WATER PUMP 8000 DIFFERENTIAL ADJUSMENT 8000
WATER TRUCK HD465-
27. FAN COOLING & TENSION 8000 STARTING MOTOR 8000
HD465-5 5WT
STARTING MOTOR 8000 GENSET ALTENATOR 8000
ALTERNATOR 8000 38. EGS300-6
EGS300-6 STARTING MOTOR 8000
DAMPER 8000 ALTENATOR 8000
STANDAR PARAMETER
Topik STD List
MIDLIFE
FA Workshop
COMPONENT
Equipment
NO EQUIPMENT EGI COMPONENT LIFE TIME LIFE

NO EQUIPMENT EGI COMPONENT
TIME
TURBOCHARGER 8000
TOWER LAMP LS4- LS4- STARTING MOTOR 8000
WATER PUMP 8000 54.
6000 6000 ALTERNATOR 8000
FAN COOLING & TENSION 8000
CRANE TRUCK PFD50T- STARTING MOTOR 6000
39. FM9CT STARTING MOTOR 8000 55. FORKLIFT PFD50T-1
FM9 1 ALTERNATOR 6000
ALTERNATOR 8000
FORKLIFT MHT101 WATER PUMP 8000
WATER PUMP 8000 56.
MHT10160L 60L FAN COOLING & TENSION 8000
DIFFERENTIAL ADJUSMENT 8000 FORKLIFT 02- 02- STARTING MOTOR 6000
57.
TURBOCHARGER 8000 7FDA50 7FDA50 ALTERNATOR 6000
FAN COOLING & TENSION 8000 WATERPUMP 8000
CRANE TRUCK ARTICULATED DT
40. ACT4046CT STARTING MOTOR 8000 58. CAT740 FAN COOLING MOTOR 8000
ACTROS 4046 CAT740
WATER PUMP 8000 ALTENATOR 8000
DIFFERENTIAL ADJUSMENT 8000 TURBOCHARGER 8000
WATER PUMP 8000 FAN COOLING & TENSION 8000
LUBE TRUCK ACT4046
FAN COOLING & TENSION 8000 59. STARTING MOTOR 8000
ACTROS 4046 LT
CRANE TRUCK ALTERNATOR 8000
41. RT190 STARTING MOTOR 8000
RT190 WATER PUMP 8000
ALTERNATOR 8000
DIFFERENTIAL ADJUSMENT 8000
WATER PUMP 8000
TURBOCHARGER 8000
WATER PUMP 8000
TURBOCHARGER 8000 FAN COOLING & TENSION 8000
WATER PUMP 8000 60. PRIME MOVER FH16 FH16 STARTING MOTOR 8000
FAN COOLING & TENSION 8000 ALTERNATOR 8000
LUBE TRUCK
42. STARTING MOTOR 8000 WATER PUMP 8000
FM9 FM9LT
ALTERNATOR 8000 DIFFERENTIAL ADJUSMENT 6000
DIFFERENTIAL ADJUSMENT 6000 WATER PUMP 8000
WATER PUMP 8000 FAN COOLING & TENSION 8000
BACHOE PRIME MOVER MB3854
FAN COOLING & TENSION 8000 61. STARTING MOTOR 8000
43. LOADER MLB625 MB3854SLT SLT
MLB625
ALTERNATOR 8000 WATER PUMP 8000
STARTING MOTOR 8000 DIFFERENTIAL ADJUSMENT 6000
44. GENSET PL250 PL250 TURBOCHARGER 8000
ALTERNATOR 8000
WATER PUMP 8000
STARTING MOTOR 8000
45. GENSET PL200 PL200 FAN COOLING & TENSION 8000
ALTERNATOR 8000 PRIME MOVER CLR CLR866
62. STARTING MOTOR 8000
STARTING MOTOR 8000 866 RSX RSX
46. GENSET PL100 PL100 ALTERNATOR 8000
ALTERNATOR 8000
WATER PUMP 8000
STARTING MOTOR 8000 DIFFERENTIAL ADJUSMENT 8000
47. GENSET PL30 PL30
STARTING MOTOR 8000 WATER PUMP 8000
48. GENSET PL27,5 PL27,5
STARTING MOTOR 8000 63. PRIME MOVER R580 R580 STARTING MOTOR 8000
49. GENSET PL9 PL9
GENSET SQ- STARTING MOTOR 8000 WATER PUMP 8000
50. SQ-3300
3300 ALTERNATOR 8000 DIFFERENTIAL ADJUSMENT 6000
GENSET KJ- STARTING MOTOR 8000 TURBOCHARGER 8000
51. KJ-T130DX
T130DX ALTERNATOR 8000 WATER PUMP 8000
GENSET STARTING MOTOR 8000 FAN COOLING & TENSION 8000
52. YDG5001 64. FUEL TRUCK FH16 FH16FT STARTING MOTOR 8000
YDG5001SE ALTERNATOR 8000
TOWER LAMP
53. L8 WATER PUMP 8000
L8 ALTERNATOR 8000
STANDAR PARAMETER
Topik STD List
MIDLIFE
FA Workshop
COMPONENT
Equipment
NO EQUIPMENT EGI COMPONENT LIFE TIME

STARTING MOTOR 8000
ALTENATOR 8000
65. GENSET EGS630-3 EGS630-3
STARTING MOTOR 8000
ALTENATOR 8000
TURBOCHARGER 7000
WATER PUMP 7000
EXCAVATOR PC200- FAN COOLING & TENSION 7000
66. PC200-7
7 STARTING MOTOR 7000
ALTENATOR 7000
INJEKTOR 7000
TURBOCHARGER 8000
WATER PUMP 8000
67. EXCAVATOR EX1200 EX1200 FAN COOLING & TENSION 8000
STARTING MOTOR 8000
ALTENATOR 8000
TURBOCHARGER 8000
WATER PUMP 8000
MOTOR GRADER
68. 24M FAN COOLING & TENSION 8000
24M
STARTING MOTOR 8000
ALTENATOR 8000
TURBOCHARGER 9000
WATER PUMP 9000
WHEEL LOADER
69. 992G FAN COOLING & TENSION 9000
992G
STARTING MOTOR 9000
ALTENATOR 9000
Topik SCHEDULE OVERHAUL PROCESS
Pengendali Dokumen QA Partner Tanggal Efektif Hal : 1 /4
Berlaku Untuk Semua/All Tingkat Kerahasiaan GREEN
1. TUJUAN
1.1. Memberikan pedoman kepada PIC (Person In Charge) yang terkait dalam melaksanakan Schedule
Overhaul .
1.2. Memastikan bahwa proces penyusunan Schedule Overhaul melalui Sistem Manajemen yang disepakati
bersama.
1.3. Mengingatkan agar program overhaul komponen dilaksanakan sesuai standard life component yang
dibakukan oleh management perusahaan.
1.4. Minimize terjadinya pelaksanaan overhaul akibat dari brake down unschedule.
1.5. Mengatur pelaksanaan extended life component yang sudah jatuh tempo dari standard life component
yang ditentukan.
2. RUANG LINGKUP
SOP ini digunakan untuk membantu dalam memonitor proses pelaksanaan component overhaul. Proses
diawali dengan penyusunan Master Plan Overhaul untuk satu tahun kemudian dicontrol dengan FIX schedule
N1 (untuk satu bulan kedepan), dan tentative schedule overhaul N2 (untuk dua bulan kedepan), N3 (untuk tiga
bulan kedepan) dan N6 (untuk enam bulan kedepan) yang dihitung saat N0 (pada bulan berjalan). Adapun
ruang lingkup SOP ini meliputi untuk Head Office adalah departemen Plant People Dev. & RC, Plant Operation
Dept. dan Plant Development. Sedangkan untuk jobsite adalah Section Plant, Produksi, Logistik, Project
Manager dan Supplier.
3. REFERENSI
3.1. Elemen ISO 9001:2008
3.1.1. Sub Pasal 4.2.4. Pengendalian Catatan Mutu
3.1.2. Sub Pasal 8.3. Pengendalian Ketidaksesuaian
3.2. SOP No. PLO/09/008/SOP Planned Maintenance
3.3. SOP No. PLO/09/014/SOP Pelaksanaan Program Component Exchange
3.4. SOP No. PLO/09/015/SOP Pelaksanaan Program Tukar Alat (PTA)
3.5. SOP No. PLO/09/010/SOP Remove & Install Overhaul Process
3.6. SOP No. LOG/09/003/SOP Credit Requisition
3.7. SOP No. LOG/09/004/SOP Warehouse Requisition
4. DEFINISI
4.1. Component Overhaul
Adalah proses pemeliharaan berjangka (Periodical Maintenance) untuk meremajakan kondisi komponen
yang mengalami penurunan fungsi kerja dalam kurun waktu tertentu yang sudah direncanakan sesuai
dengan standardyang direkomendasikan oleh Perusahaan.
Topik SCHEDULE
APL MANAGEMENT
OVERHAUL
SYSTEM
PROCESS
4.2. Master Plan Overhaul

Adalah rencana komponen Overhaul dalam satu tahun kedepan berdasarkan standar umur komponen dan
Service Meter Reading (Service Meter Reading) yang di susun pada akhir bulan Oktober tahun berjalan.
4.3 Overhaul bulan berjalan (N0)
Adalah overhaul yang terjadi pada bulan berjalan.
4.4. Fix Schedule Overhaul untuk satu bulan kedepan (N1)
Adalah overhaul yang direncanakan jatuh tempo pada satu bulan kedepan.
4.5. Tentative schedule overhaul dua bulan (N2), tiga bulan (N3) dan enam bulan (N6)
Adalah overhaul yang direncanakan jatuh tempo pada dua, tiga dan enam bulan kedepan.
5. KEBIJAKAN
5.1. Plant Planner harus bertanggung jawab pada :
5.1.1. Penyusunan Master Schedule overhaul setiap akhir tahun berdasarkan :
a. Historical HM unit akhir tahun.
b. Accumulative life component akhir tahun.
c. Last component overhaul.
d. Melihat rencana rata-rata jam kerja alat untuk tahun depan.
e. Rencana unit scrap.
f. Historical unit (PPM,PAP,PPU,Back Log,Trouble,Oil consumption & Cost).
5.1.2. Plant Planner Jobsite harus membuat permintaan komponen (Component Requisition “CR”) ke
Overhaul and supply component pada awal bulan “N0” untuk kebutuhan pada bulan “N1”, melalui
fasilitas Email.
5.1.3. Plant Planner harus menyiapkan spare parts Remove Install komponen (N1,N2 dan N3).
5.2. PHS, Budget, PA & Cost Control Section akan mengkompilasi schedule yang diterima dan mengirimkan
pada minggu kedua ke Rebuild Center Section.
5.3. Component Exchange Officer memberikan feed back atas CR yang diajukan paling lambat 1 (satu) minggu
setelah CR diterima dan akan menginformasikan ke jobsite mengenai pengiriman komponen RFU.
5.4. Order parts susulan diharapkan hanya terjadi dua (2) kali saja yaitu delapan (8) hari setelah pembongkaran.
5.5. Komponen yang mengalami overhaul di Rebuild Center adalah : Engine, PTO/Gear Box, Transmission,
Torque Converter, Differential, Final drive , Brake, Piston Pump, Motor, Swing Machinery dan lain-lain.
5.6. Proses overhaul harus dilaksanakan sesuai dengan INK (Intruksi Kerja) yang ada.
5.7. Group Leader harus memeriksa dan menanda tangani Form Jobcard yang sudah diisi oleh Mekanik setiap
proses perkerjaan yang dijadikan critical item. Group Leader harus membuat laporan pekerjaan selesai.
5.8. Selama proses overhaul harus mengutamakan hal Kebersihan, Kesehatan, Keselamatan dan
Lingkungan kerja sesuai pedoman Saptanirbaya yang telah diprogramkan oleh SHE Department.
5.9. Komponen harus melalui Final Test Performance (Test Load di Test Bench ) sebelum komponen dinyatakan
R F U.
5.10. Spare parts yang tersisa ex WO overhaul harus dikembalikan ke Logistik Sect. dengan menggunakan
Fasilitas SOP No. LOG/09/003/SOP Credit Requisition. Paling lambat 7 hari setelah selesai overhaul
dilaksanakan.
5.11. Sistem Ellipse akan dibuat automatic cyclic time dengan mengirim schedule overhaul via email ke Planner
di Jobsite.
5.12. PHS, Budget, PA & Cost Control Section Head melakukan meeting dengan supplier mengenai Planning
Plant selama 3 bulan ke depan.
Topik SCHEDULE
APL MANAGEMENT
OVERHAUL
SYSTEM
PROCESS

Proses Schedule Overhaul secara lebih jelas dapat dilihat pada alur proses halaman 4/4.

7.1. Instruksi Kerja No. PLO/09/013/INK Penyusunan Master Schedule Overhaul
7.2. Instruksi Kerja No. PLO/09/014/INK Pelaksanaan Overhaul Komponen
7.3. Instruksi Kerja No. PLO/09/015/INK Pemeriksaan dan Pemasangan Komponen

Topik SCHEDULE
APL MANAGEMENT
OVERHAUL
SYSTEM
PROCESS
HEAD OFFICE JOBSITE
PIC PLANT DEV. PLANT OP.
LOG SECT. PLANT SECT. SUPPLIER
NO. DEPT. DEPT.
PM
PHS, BUDGET, PA &
ACTIVITIES DEPT. HEAD SECT. HEAD PLANNER SEC. HEAD
COST CONTROL SH
1. Adanya kebutuhan overhaul based on Monitoring
life hours component sesuai Master
Ovh. program
Schedule.
2. Review schedule overhaul melalui MWP

Mincom Work Planner (MWP) dan
system Manual untuk bulan keenam Review
(N6).
Sch N2,N3 Sch N2,N3

3. Mengirimkan tentative sch O/H (N2,N3 & N6 & N6
dan N6) sebagai konfirmasi kepastian
O/H berdasarkan life component dan
HM.
4. Review by
Membandingkan tentative sch.ovh
Condition
dengan kondisi unit melalui pemeriksaan
berdasarkan parameter (, PAP, PPM,
PPU,Trouble,Back Log dan Cost per
hours) sehingga dapat mengatur jatuh
tempo unit yang kondisinya sudah
parah.
5. Meminta persetujuan ke PM untuk Fix Sch (N1) &

menetapkan FIX schedule O/H satu Tent.N2,N3
bulan kedepan (N1), tentative O/H untuk
dua bulan kedepan (N2) dan tiga bulan
kedepan (N3).
6. Mengevaluasi Sch. O/H (N1,N2,N3) Tidak

apakah sesuai dengan kebutuhan atau Evaluasi
tidak ?
-Jika Ya, maka mengembalikan Fix sch.
dan tentative sch. O/h untuk bulan ke Ya
dua dan ketiga yang akan datang. Sch Fiix+CR
- Jika Tidak, maka merevisi Fix sch. dan & tent.N2,N3
tentative sch O/h untuk bulan ke dua
dan ketiga yang akan datang.
Create CR
7. Membuat Comex Requisition (CR) untuk
kebutuhan component satu bulan
kedepan (FIX sch N1).
Sch.Fix+CR
8. Mendistribusikan data Fix Schedule & tent.N2,N3
soft copy untuk N1+ CR dan tentative Sch fix(N1+CR)
O/H Untuk bulan N2, N3 dari hasil Tent.N2,N3
kompilasi. Ref : SOP No. Sch fix(N1+CR)
PLO/09/014/SOP Pelaksanaan Tent.N2,N3
Program Component Exchange. D
MSQ140
9 Mempersiapkan Spare Parts APL OVH Persiapan
melalui Ellipse MSQ140. Spare parts
Mengkompilasi APL O/H
10 Mengkompilasi dan mengirimkan data Fix Sch. &
fix sch (N1) & tent N2, N3. Tent.N2,N3
11. Melakukan proses Remove & Install. Ref Proses

: INK No. PLO/09/015/INK R&I
Pemeriksaan dan Pemasangan
Komponen.
12. Mendistribusikan sch. fix soft copy (N1)

Tent N2, N3 untuk pengerjaan damage Sch fix(N1) Sch fix(N1)
core. Tent.N2,N3 Tent.N2,N3
13. Create APL OVH melalui Ellipse MSQ140

MSQ140.
Create APL
OVH
14. Proses schedule overhaul selesai.

Selesai
STANDAR PARAMETER
Topik LIFE TIME COMPONENT OVERHAUL
Tingkat Kerahasiaan GREEN BIP – WA Stream Plant Operation Dept. Head
LIFE TIME COMPONENT OVERHAUL

NO EQUIPMENT EGI COMPONENT LIFETIME NO EQUIPMENT EGI COMPONENT LIFETIME
TRANSMISSION 16000 TORQUE CONVERTER 18000
ENGINE 16000 TRANSMISSION 18000
ARTICULATED
1. A40D DROP BOX 12000 ENGINE 18000
DT A40D
DIFFERENTIAL 16000 FINAL DRIVE 18000
FINAL DRIVE 16000 STEERING SYSTEM 18000
TRANSMISSION 16000 DUMP TRUCK
8. HD785-5 FINAL DRIVE 18000
HD785-5
ENGINE 16000 DIFFERENTIAL 18000
FINAL DRIVE 16000 HYDRAULIC PUMP 18000
BULDOZER DIFFERENTIAL 16000 SUSPENSION 9000
2. D375A-5
D375A-5 STEER PACK 16000 DAMPER ASSY 18000
ALL HYDRAULIC CYLINDER 8000 ALL HYDRAULIC CYLINDER 9000
REBUILD & RECONDITION BLADE 16000 TORQUE CONVERTER 18000
UNDERCARRIAGE 4000 TRANSMISSION 18000
TRANSMISSION 16000 ENGINE 18000
ENGINE 16000
FINAL DRIVE 18000
FINAL DRIVE 16000
BULDOZER STEERING SYSTEM 18000
3. D155A-6 DIFFERENTIAL 16000 DUMP TRUCK
D155A-6 9. HD785-7 FINAL DRIVE 18000
STEER PACK 16000 HD785-7
DIFFERENTIAL 18000
ALL HYDRAULIC CYLINDER 8000
HYDRAULIC PUMP 18000
UNDERCARRIAGE 4000
SUSPENSION 18000
TRANSMISSION 16000
DAMPER ASSY 18000
ENGINE 16000
ARTICULATED ALL HYDRAULIC CYLINDER 9000
4. CAT740 DROP BOX 16000
DT CAT740 FINAL DRIVE 12000
DIFFERENTIAL 16000 UNDERCARRIAGE 8000
FINAL DRIVE 16000 MAIN PUMP 12000
TRANSMISSION 14000 COMPRESSOR DRILLING 12000
ENGINE 14000 DRILLING ROCK DRILL / DRIFTER / ROTARY 12000
MACHINE D50KS ROD CHANGER DRILLING 16000
FINAL DRIVE 14000 10. DUST COLLECTOR DRILL 16000
D50KS
BULDOZER DIFFERENTIAL 14000 CHAIN FEED DRILLING 16000
5. D85ESS-2
D85ESS-2 STEER PACK 14000 ENGINE 12000
UNDERCARIAGE 3000 GEARBOX 12000
ALL HYDRAULIC CYLINDER 8000 FEED DRILLING 16000
REBUILD & RECONDISI BLADE 14000
ENGINE 16000
TRANSMISSION 14000
FINAL DRIVE 6000
ENGINE 14000
STEERING SYSTEM 6000
FINAL DRIVE 14000 DUMP TRUCK
11 FM9 FINAL DRIVE 6000
BULDOZER DIFFERENTIAL 14000 FM9
6. D65P-12 DIFFERENTIAL 6000
D65P-12 STEER PACK 14000
UNDERCARIAGE 3000
ALL HYDRAULIC CYLINDER 8000 TRANSMISSION 6000
REBUILD & RECONDISI BLADE 14000 ENGINE 16000
TRANSMISSION 16000 UNDERCARRIAGE 20000
ENGINE 16000 SWING MACHINERY 12000
FINAL DRIVE 16000 EXCAVATOR SWING & TRAVEL MOTOR 18000
BULDOZER 12. PC3000-6
7. D9R DIFFERENTIAL 16000 PC3000-6 PTO 18000
D9R
STEER PACK 16000 SWING & TRAVEL MOTOR 18000
ALL HYDRAULIC CYLINDER 8000 ALL HYDRAULIC CYLINDER 9000
UNDERCARIAGE 4000 FINAL DRIVE 18000
Standar Parameter (STD) ini bagian dari SOP No : PLO/09/009/SOP Schedule Overhaul Process
STANDAR PARAMETER
Topik LIFE
STDTIME
List COMPONENT
FA Workshop Equipment
OVERHAUL
NO EQUIPMENT EGI COMPONENT LIFETIME NO EQUIPMENT EGI

COMPONENT LIFETIME
ENGINE 18000 DIFFERENTIAL 16000
UNDERCARRIAGE 18000 ENGINE 16000
SWING MACHINERY 18000 MOTOR TRANSMISSION 16000
EXCAVATOR PC2000- SWING&TRAVEL MOTOR 18000 22. 24M
13. GRADER 24M DIFFERENTIAL 16000
PC2000-8 8 PTO 18000 TANDEM DRIVE 16000
SWING & TRAVEL MOTOR 18000 ALL HYDRAULIC CYLINDER 16000
FINAL DRIVE 18000 ENGINE 16000
ENGINE 18000 STEERING SYSTEM 16000
PTO 18000 WHEEL DOZER WD600-
23. FINAL DRIVE 16000
PUMPS ASSY 18000 WD600-3 3
EXCAVATOR PC1800- REAR DIFFERENTIAL 16000
14. SWING & TRAVEL MOTOR 18000 ALL CYLINDER HYDROULIC 8000
PC1800-6 6
ALL HYDRAULIC CYLINDER 9000 REBUILD & RECONDITION BLADE 16000
REBUILD & RECONDITION BUCKET 18000 TRANSMISSION 16000
PTO 16000 WHEEL LOADER WA500-
24. FINAL DRIVE 16000
SWING MACHINERY 16000 WA500-3 3
REAR DIFFERENTIAL 16000
EXCAVATOR PC1250- SWING & TRAVEL MOTOR 16000 ALL CYLINDER HYDRAULIC 8000
15.
PC1250SP-8 8 ALL HYDRAULIC PUMPS 16000 REBUILD & RECONDITION BUCKET 16000
REBUILD & RECONDITION BUCKET 18000 ENGINE 18000
ENGINE 16000 FINAL DRIVE 18000
PTO 16000 WHEEL LOADER
25. WL992C REAR DIFFERENTIAL 18000
SWING MACHINERY 16000 992C
SWING & TRAVEL MOTOR 16000 FINAL DRIVE 18000
EXCAVATOR PC1250-
16. DIFFERENTIAL 18000
PC1250SP-7 7 ALL HYDRAULIC PUMPS 16000
ALL HYDRAULIC CYLINDER 9000 ALL CYLINDER 18000
REBUILD & RECONDITION BUCKET 18000 REBUILD & RECONDITION BUCKET 18000
FINAL DRIVE 16000 TRANSMISSION 18000
ENGINE 14000 ENGINE 18000
PTO 14000 WHEEL LOADER WA800- STEERING SYSTEM 18000
26.
ALL HYDRAULIC PUMPS 14000 WA800-3 3 FINAL DRIVE 18000
EXCAVATOR PC400L REAR DIFFERENTIAL 18000
17. SWING & TRAVEL MOTOR 14000
PC400LCSE-7 CSE-7 CYLINDER 9000
REBUILD & RECONDITION BUCKET 16000 TRANSMISSION 18000
PTO 14000 FINAL DRIVE 18000
WHEEL LOADER CAT
ALL HYDRAULIC PUMPS 14000 27. REAR DIFFERENTIAL 18000
EXCAVATOR 992G WL992G
18. PC200-7 SWING & TRAVEL MOTOR 14000 FINAL DRIVE 18000
PC200-7 REAR DIFFERENTIAL 18000
REBUILD & RECONDITION BUCKET 14000 ALL CYLINDER 18000
FINAL DRIVE 14000 REBUILD & RECONDITION BUCKET 18000
PTO 18000 ENGINE 12000
ALL HYDRAULIC PUMPS 18000 FINAL DRIVE 12000
EXCAVATOR STEERING SYSTEM 12000
19. EX2500 SWING & TRAVEL MOTOR 18000 DUMP TRUCK ACTRO
EX2500 28. DIFFERENTIAL ASSY 12000
ALL HYDRAULIC CYLINDER 9000 ACTROS 4046 S4046
REBUILD & RECONDITION BUCKET 18000 HYDRAULIC PUMP 12000
FINAL DRIVE 18000 RADIATOR 12000
ENGINE 16000 VESSEL ASSY 12000
PTO 16000 HOIST CYLINDER LH/RH 12000
ALL HYDRAULIC PUMPS 16000 FINAL DRIVE 12000
EXCAVATOR UNDERCARRIAGE 8000
20. EX1200 SWING MACHINERY 16000
EX1200 MAIN PUMP 12000
SWING & TRAVEL MOTOR 16000
ALL HYDRAULIC CYLINDER 8000 COMPRESSOR DRILLING 12000
FINAL DRIVE 16000 ROCK DRILL / DRIFTER / ROTARY 12000
DIFFERENTIAL 14000 DRILLING ROD CHANGER DRILLING 16000
29. D245S
MACHINE D245S DUST COLLECTOR DRILL 16000
MOTOR ENGINE 14000
GD825A CHAIN FEED DRILLING 16000
21. GRADER TRANSMISSION 14000
-2 ENGINE 12000
GD825A-2 TANDEM DRIVE 14000
GEARBOX 12000
ALL HYDRAULIC CYLINDER 8000 FEED DRILLING 16000
Standar Parameter (STD) ini bagian dari: SOP No. PLO/09/009/SOP Schedule Overhaul Process
STANDAR PARAMETER
Topik LIFE
STDTIME
List COMPONENT
OVERHAUL

TRANSMISSION 14000 TORQUE CONVERTER 18000
PRIME STEERING SYSTEM 16000
30. FH16 FINAL DRIVE 18000
MOVER FH16 DIFFERENTIAL 12000
SMALL COMPONENT 16000 ALL CYLINDER HYDRAULIC 9000
HOIST CYLINDER LH/RH 16000 WATER TRUCK FINAL DRIVE 18000
44. HD785-7WT
TRANSMISSION 12000 HD785-7 DIFFERENTIAL 18000
ENGINE 16000 HYDRAULIC PUMP 18000
FINAL DRIVE 16000 SUSPENSION 9000
PRIME
STEERING SYSTEM 16000 RADIATOR 18000
31. MOVER MB3854SLT
DIFFERENTIAL 12000 VESSEL ASSY 5-7 18000
MB3854SLT
HYDRAULIC PUMP 16000 HOIST CYLINDER LH/RH 18000
SMALL COMPONENT 16000 DAMPER ASSY 18000
HOIST CYLINDER LH/RH 16000 TORQUE CONVERTER 16000
TRANSMISSION 16000
TRANSMISSION 16000
ENGINE 16000
ENGINE 16000
FINAL DRIVE 16000
PRIME FINAL DRIVE 16000
CLR 866 STEERING SYSTEM 16000
32. MOVER CLR STEERING SYSTEM 16000
RSX DIFFERENTIAL 12000
866 RSX ALL CYLINDER HYDRAULIC 9000
SMALL COMPONENT 16000 WATER TRUCK FINAL DRIVE 16000
45. HD465-5WT
HOIST CYLINDER LH/RH 16000 HD465-5 DIFFERENTIAL 16000
TRANSMISSION 14000 HYDRAULIC PUMP 16000
ENGINE 16000 SUSPENSION 9000
PRIME STEERING SYSTEM 16000 VESSEL ASSY 5-7 16000
33. R580
MOVER R580 DIFFERENTIAL 16000
HOIST CYLINDER LH/RH 16000
DAMPER ASSY 16000
SMALL COMPONENT 16000
HOIST CYLINDER LH/RH 16000 TRANSMISSION 12000
WATER TRUCK
STEERING SYSTEM 16000 46. ACT4046WT DIFFERENTIAL ASSY 12000
FUEL TRUCK ACTROS4046
34. FH16FT FINAL DRIVE 16000 HYDRAULIC PUMP 12000
FH16
DIFFERENTIAL 12000 RADIATOR 12000
HYDRAULIC PUMP 16000 VESSEL ASSY 12000
SMALL COMPONENT 16000 HOIST CYLINDER LH/RH 12000
TRANSMISSION 12000
TRANSMISSION 12000
ENGINE 12000
ENGINE 14000
FINAL DRIVE 12000
FINAL DRIVE 12000 WASHING
CRANE STEERING SYSTEM 12000 TRUCK ACTS4046W
47. DIFFERENTIAL ASSY 12000
35. TRUCK ACT4046CT DIFFERENTIAL ASSY 12000 ACTROS4046 S
ACTROS 4046 HYDRAULIC PUMP 12000
RADIATOR 12000
RADIATOR 12000
VESSEL ASSY 12000
VESSEL ASSY 12000
HOIST CYLINDER LH/RH 12000 HOIST CYLINDER LH/RH 12000
36. GENSET PL30 GS PL30 ENGINE 16000 ENGINE 12000
GENSET WATER PUMP VACUUM 12000
37. EGS630-3 ENGINE 16000 48. MFVC-420
EGS630-3 MFVC-420 PUMP ASSY 12000
GENSET VACUUM 12000
38. EGS300-6 ENGINE 16000
EGS300-6 WATER PUMP ENGINE 12000
GENSET 49. ETA- E2X1.5X3.15 PUMP 12000
39. PL250 ENGINE 16000
PL250 N200X150X315 VACUUM 12000
GENSET WATER PUMP ENGINE 12000
40. PL200 ENGINE 16000
PL200 50 ETA- E2X1.5X3.5 PUMP 12000
GENSET N200X150X350
41. PL100 ENGINE 16000 VACUUM 12000
PL100
GENSET ENGINE 12000
42. PL27,5 ENGINE 16000 WATER PUMP PUMP 12000
PL27,5 51. 4X6-13
4X6-13
43. GENSET PL9 PL9 ENGINE 16000 VACUUM 12000
STANDAR PARAMETER
Topik LIFE
STDTIME
List COMPONENT
OVERHAUL

FINAL DRIVE 12000 TRANSMISSION 16000
FUEL TRUCK FM380FT STEERING SYSTEM 12000
52. STEERING SYSTEM 16000
FM380 DIFFERENTIAL ASSY 12000
FORKLIFT DIFFERENTIAL 16000
HYDRAULIC PUMP 12000 61. MHT10160L
MHT10160L HYDRAULIC PUMP 16000
RADIATOR 12000
RADIATOR 16000
VESSEL ASSY 12000
TRANSMISSION 12000 TELESCOPIC CYL. LH/RH 16000
ENGINE 14000 BOOM CYLINDER LH/RH 16000
FINAL DRIVE 12000 FORK 16000
STEERING SYSTEM 12000 ENGINE 16000
FUEL TRUCK DIFFERENTIAL 12000 FINAL DRIVE 16000
53. FM9FT
FM9 HYDRAULIC PUMP 12000
TRANSMISSION 16000
RADIATOR 12000
VESSEL ASSY 12000 STEERING SYSTEM 16000
HOIST CYLINDER LH/RH 12000 FORKLIFT 02- DIFFERENTIAL 16000
62. 02-7FDA50
DAMPER & CLUTCH ASSY 12000 7FDA50 HYDRAULIC PUMP 16000
TRANSMISSION 12000 RADIATOR 16000
ENGINE 12000 TELESCOPIC CYL. LH/RH 16000
FINAL DRIVE 12000
BOOM CYLINDER LH/RH 16000
FUEL TRUCK DIFFERENTIAL 12000 FORK 16000
54. ACTS4046FT
ACTROS 4046 HYDRAULIC PUMP 12000 TRANSMISSION 12000
RADIATOR 12000 ENGINE 12000
VESSEL ASSY 12000 FINAL DRIVE 12000
DAMPER & CLUTCH ASSY 12000
TRANSMISSION 12000 LUBE TRUCK DIFFERENTIAL 12000
63. ACT4046LT
ENGINE 14000 ACRTOS 4046 HYDRAULIC PUMP 12000
STEERING SYSTEM 12000 VESSEL ASSY 12000
CRANE DIFFERENTIAL 12000 HOIST CYLINDER LH/RH 12000
55. FM9CT
TRUCK FM9 HYDRAULIC PUMP 12000
DAMPER & CLUTCH ASSY 12000
RADIATOR 12000
VESSEL ASSY 12000 ENGINE 16000
HOIST CYLINDER LH/RH 12000 FINAL DRIVE 16000
DAMPER & CLUTCH ASSY 12000 CRANE TRUCK STEERING SYSTEM 16000
ENGINE 16000 64. RT190
RT190 DIFFERENTIAL 16000
FINAL DRIVE 16000 HYDRAULIC PUMP 16000
TRANSMISSION 16000
TRANSMISSION 16000
BACHOE DIFFERENTIAL 16000 ENGINE 12000
56. LOADER MLB625 MLB625 HYDRAULIC PUMP 16000 FINAL DRIVE 12000
RADIATOR 16000 TRANSMISSION 12000
TELESCOPIC CYLINDER STEERING SYSTEM 12000
LH/RH 16000
LUBE TRUCK FINAL DRIVE 12000
BOOM CYLINDER LH/RH 16000 65. FM9LT
FM9 DIFFERENTIAL 12000
BUCKET 16000
GENSET SQ- HYDRAULIC PUMP 12000
57. SQ-3300 ENGINE 16000
3300 RADIATOR 12000
58. TOWER LAMP L8 L8 ENGINE 16000 VESSEL ASSY 12000
TOWER LAMP HOIST CYLINDER LH/RH 12000
59. LS4-6000 ENGINE 16000
LS4-6000
ENGINE 12000
ENGINE 16000
TRANSMISSION 16000 WATER PUMP PUMP 12000
66. MFC 390
STEERING SYSTEM 16000 MFC 390 VACUUM 12000
FINAL DRIVE 16000 VACUUM 12000
FORKLIFT
60. PFD50T-1 DIFFERENTIAL 16000 67. GENSET KJ-
PFD50T-1 KJ-T130DX
HYDRAULIC PUMP 16000 T130DX ENGINE 16000
RADIATOR 16000
TRANSMISSION 16000 GENSET
68. YDG5001SE YDG5001SE ENGINE 16000
FORK 16000
Topik WORK ORDER UNSCHEDULED MAINTENANCE
Pengendali Dokumen QA Partner Tanggal Efektif Hal : 1/ 8
Berlaku Untuk Semua /All Tingkat Kerahasiaan GREEN
Plant Operation Department Head QA Certified Partner Plant Director
1. TUJUAN
1.1. Memberikan pedoman kepada PIC (Person In Charge) dalam mencatat work order unschedule
maintenance.
1.2. Memastikan bahwa semua data work order unschedule maintenance dapat dipakai oleh semua pihak
yang berkepentingan dan tidak ada standar ganda.
1.3. Memastikan bahwa pencatatan work order unschedule maintenance sudah sesuai dengan sistem
manajemen yang telah ditetapkan.
2. RUANG LINGKUP
Proses SOP ini adalah dimulai dari adanya laporan operator (Work Request) dari operasi akibat unit
breakdown sampai dengan pencatatan breakdown unschedule di sistem oleh pihak Plant serta pembuatan
laporan availability alat. Adapun ruang lingkupnya berada di jobsite khususnya di : Plant, Production dan
Engineering Section.
3. REFERENSI
3.1. ISO 9001: 2008

3.1.1. Sub Pasal 4.2.4. Pengendalian Catatan Mutu.
3.1.2. Pasal 6. Manajemen Sumber Daya.
3.1.3. Pasal 7. Realisasi Produk.
3.1.4. Pasal 8. Pengukuran, Analisis, dan Penyempurnaan.
3.1.5. Sub Pasal 8.2.3 Pengukuran dan Pemantauan Proses.
3.2. ISO 14001: 2004
3.2.1. Sub Pasal 4.5.4. Pengendalian Catatan.
3.2.2. Sub Pasal 4.4.1. Sumber Daya, Peranan, Tanggungjawab dan Kewenangan.
3.2.3. Sub Pasal 4.4.6. Pengendalian Operasional.
3.2.4. Sub Pasal 4.5.1. Pemantauan dan Pengukuran.
3.3. OHSAS 18001: 2007
3.3.1. Sub Pasal 4.5.4. Pengendalian Catatan.
3.3.2. Sub Pasal 4.4.1. Sumber Daya, Peranan, Tanggungjawab, Akuntabilitas dan Kewenangan.
3.3.3. Sub Pasal 4.4.6. Pengendalian Operasional.
3.3.4. Sub Pasal 4.5.1. Pemantauan dan Pengukuran.
3.4. SOP No. LOG/09/004/SOP Warehouse Requisition
Topik WORK ORDER
APL MANAGEMENT
UNSCHEDULED
SYSTEM
MAINTENANCE
Nomor Dokumen PLO/09/005/SOP Revisi : 0 Tanggal Efektif Hal : 2/ 8
4. DEFINISI
4.1. Breakdown
Adalah tidak dapat beroperasinya equipment (alat) secara optimal dan aman sesuai fungsi utama,
sehingga perlu dilakukan pengecekan dan perbaikan.
4.2. Unschedule Breakdown
Adalah breakdown yang tidak direncanakan atau dijadwalkan.
4.3. Unschedule Down Time
Adalah total waktu dimulai sejak alat dilaporkan breakdown oleh Group Leader Production ke MCR
sampai selesai dilakukan perbaikan dan dinyatakan RFU oleh Plant Department dan dilaporkan ke MCR.
4.4. Job Card
Adalah kartu instruksi kerja yang dikeluarkan sesuai nomor work order yang bersangkutan, yang memuat
nomor work order beserta deskripsinya, safety instruction, job instruction dan completion instruction.
4.5. Field Job Card
Adalah jenis formulir Jobcard yang digunakan di lapangan (field) tanpa proses pencetakan oleh sistem
dengan tujuan untuk mengurangi downtime unit.
4.6. Respon Time
Adalah waktu mekanik dalam merespon unit breakdown terhitung dari saat pelaporan MCR ke Adm.
Planner sampai dengan eksekusinya (± 30 menit).
4.7. RFU (Ready For Use)
Adalah suatu kondisi dimana alat dapat dioperasikan sesuai fungsi utamanya.
4.8. MCR
Adalah tempat khusus untuk mencatat semua data aktivitas produksi (perjam s/d perhari), data down time
equipment, dan informasi-informasi lain (accident, keadaan lingkungan tambang, dll), serta memberikan
masukan atau informasi bila ada keadaan yang membutuhkan corrective action dari departemen terkait.
4.9. Symptom
Adalah gejala awal problem unit yang digunakan untuk menganalisa kerusakan unit.
4.10. Failure Analysis
Adalah analisa yang dilakukan berdasarkan temuan symptom dalam proses perbaikan unit.
4.11. Ground Test
Adalah proses uji coba unit setelah dilakukan perbaikan untuk memastikan kondisi unit sudah RFU.
4.12. Overshift
Adalah pergantian shift pada jam kerja karyawan.
4.13. Mechanic Order List (MOL)
Adalah list / dokumen permintaan part atau komponen dari mekanik.
4.14. Work Order (WO)
Adalah dokumen perintah kerja untuk mekanik yang juga sebagai acuan Warehouse Requisition.
4.15. Warehouse Requisition (WR)
Adalah dokumen yang berisi permintaan part atau komponen dari pihak Plant ke pihak Logistik.
5. KEBIJAKAN
5.1. Breakdown unschedule mulai berlaku dan harus segera dicatat saat informasi diterima oleh petugas MCR.
5.2. RFU mulai berlaku saat petugas MCR menerima informasi dari Plant Section, bahwa unit siap beroperasi.
5.3. Petugas MCR bertanggung jawab untuk memastikan bahwa semua informasi telah diterima oleh pihak
yang dituju.
Topik WORK ORDER
APL MANAGEMENT
UNSCHEDULED
SYSTEM
MAINTENANCE
5.4. Penerbitan permintaan perbaikan dari operator (Work Request) dilakukan oleh MCR di bawah engineering
section job site untuk Work Order Unscheduled Maintenance.
5.5. Kriteria Perbaikan Unschedule di Field atau di bawa ke Workshop.
5.5.1. Wheel
Untuk pekerjaan unschedule dibawah 4 jam dikerjakan di Field, selebihnya akan dibawa ke workshop
dengan catatan equipment bisa dimobilisasi.
5.5.2. Track
Untuk pekerjaan unschedule dibawah 4 jam dikerjakan di Field, selebihnya dibawa ke workshop besar
atau pit shop.
5.6. Operator akan menunggu maksimal selama 30 menit sejak masuknya laporan ke MCR. MCR harus segera
menginformasikan kepada Adm. Planner apabila ada laporan masuk dari operator. Apabila melewati dari
30 menit Operator boleh meninggalkan equipment.
5.7. Untuk kerusakan yang perbaikannya diestimasikan dalam 30 menit maka Operator wajib menunggu.
5.8. Satu jam sebelum menyelesaikan pekerjaan GL Plant wajib memberikan informasi estimasi kepada MCR
atau kepada GL Produksi untuk menyiapkan Operator.
5.9. Standard respon time untuk menunggu ground test oleh GL Operation dan Operator setelah equipment
dinyatakan RFU oleh Plant adalah 30 menit.
5.10. Apabila ground test telah selesai dan dinyatakan unit siap dipakai maka status equipment menjadi working.
Apabila terjadi kegagalan pada saat test maka status No Operator (S9) dihapus dan status equipment
tetap dinyatakan breakdown unschedule.
5.11. Pada saat serah terima unit breakdown dan serah terima unit RFU, GL Plant atau mekanik dengan
operator harus menandatangani jobcard atau field jobcard.

Untuk lebih menjelaskan proses pencatatan work order unschedule maintenance dapat dilihat pada halaman 4/8
sampai dengan 8/8.

7.1. Standart Parameter No. PROC/09/001/STD Batas Kewenangan WR, PR, dan PO
7.2. Formulir No. PLO/09/F-015 Mechanic Order List
7.3. Formulir No. PLO/09/F-016 Job Card
Topik WORK ORDER
APL MANAGEMENT
UNSCHEDULED
SYSTEM
MAINTENANCE
PIC JOBSITE
ACTIVITIES PRODUCTION SECT. ENG SECT. PLANT SECT.

SUPERVISOR
OPERATOR GL. PRODUKSI MCR MEKANIK GL PLANT ADM PLANNER
PIT
Unschedule
1. Adanya temuan unschedule breakdown
breakdown
pada unit.
pada unit
2. Melaporkan kerusakan unit ke MCR dengan Melaporkan

menggunakan radio. kerusakan
unit ke MCR
3. Mengevaluasi tempat eksekusi perbaikan Workshop Field atau

unit:
workshop?
a. Jika di workshop, operator akan
membawa unit ke workshop. Membawa
b. Jika di field, operator akan standby di unit ke
workshop Field
field. Operator akan menunggu maksimal
selama 30 menit sejak masuknya laporan
ke MCR, setelah lebih dari 30 menit
operator boleh meninggalkan unit. Standby di
unit (field)
MSQ541
4. Menginput data work request (MSQ541).
Menginput
data work
request
Menginput data start downtime (MSO435), MSO435

5.
tanggal, HM, Priority Trouble Unit. Menginput data start
downtime, tanggal,
HM & Priority
Trouble unit
6. Menginformasikan kerusakan unit melalui

radio ke Adm. Planner (status job duration Menginformasikan
code B4: waiting for mechanic). kerusakan unit ke
Adm Planner
(Status: B4)
7. Menginformasikan kerusakan unit melalui Menginformasikan

radio ke GL Plant (Unplanned GL). kerusakan unit ke
GL Plant
(Unplanned GL)
Workshop
Field atau
workshop?
Menyampaikan
8. Menyampaikan estimasi durasi pekerjaan ke Field estimasi durasi
Adm. Planner, mengisi Field Job Card. pekerjaan ke
Adm. Planner
9. Membuat WO dan melengkapi:

Melengkapi ID
a. Employee ID dari GL yang pertama kali
GL, Plan Start,
nantinya melaksanakan serah terima
Finish Date &
equipment dan memulai pekerjaan pada
Time
WO task ellipse.
b. Plan Start dan Finish Date & Time.
c. Update status Delay Code.
10. Mencetak Jobcard, GL Plant mengambil

Jobcard untuk serah terima unit breakdown
Mencetak
dengan operator.
Job Card
11. Mengisi nomor WO, nomor equipment &

deskripsi WO (symptom) pada formulir untuk Mengisi nomor
serah terima unit breakdown dengan WO, nomor
operator. equipment &
deskripsi WO
pada Jobcard
(A bersambung ke aktivitas 12) A
Topik WORK ORDER
APL MANAGEMENT
UNSCHEDULED
SYSTEM
MAINTENANCE
PIC JOBSITE

SUPERVISOR
PIT
(A sambungan dari aktivitas 11)

A
12. Melakukan serah terima equipment yang Serah terima

mengalami kerusakan. Operator equipment yang
menandatangani Job Card untuk serah mengalami
terima, serta mengisi waktu serah terima kerusakan
dan uraian kerusakan.
13. Melapor kepada Adm. Planner bahwa serah Melapor

terima telah dilaksanakan. kepada Adm.
Planner
14. Mengupdate status downtime (MSO435) MSO435

sesuai dengan kondisi nyata saat itu.
Mengupdate
status downtime
15. Melakukan pengecekan awal perbaikan unit. Pengecekan

awal perbaikan
unit
MSO435
16. Mengupdate status downtime (MSO435)
sesuai dengan kondisi saat itu. Mengupdate
status downtime
menjadi on
process
17. Mengevaluasi ada tidaknya kebutuhan

sparepart atau tidak: Tidak Ada
a. Jika ada, mekanik mengisi formulir kebutuhan
Mechanic Order List (MOL). sparepart ?
b. Jika tidak, dilanjutkan ke proses
pekerjaan selanjutnya. Ada
Mengisi
Mechanic Order
List
18. Menyetujui MOL yang diisi oleh mekanik.

Menyetujui
MOL
19. Membuat Warehouse Requisition (WR) Membuat

yang mengacu pada SOP No: Warehouse
LOG/09/004/SOP Warehouse Requisition Requisition
dan STD No : PROC/09/001/STD Batas (WR)
Kewenangan WR, PR dan PO.
20. Mengambil sparepart di Warehouse atau Mengambil

warehouse keeper mengantar spare part.
Sparepart

B
Topik WORK ORDER
APL MANAGEMENT
UNSCHEDULED
SYSTEM
MAINTENANCE
PIC JOBSITE
NO PRODUCTION SECT. ENG SECT. PLANT SECT.
ACTIVITIES
SUPERVISOR
PIT
(B sambungan dari aktivitas 20 & 41)

B
21. Melakukan perbaikan unit dengan diawasi Melakukan

oleh GL Plant. perbaikan unit
22. Mengevaluasi apakah perbaikan unit selesai Perbaikan

dalam 1 shift: selesai dalam
Ya
a. Jika ya, GL Plant melakukan final check. shift tersebut?
b. Jika tidak, GL Plant menyerahkan
Jobcard kepada GL shift berikutnya pada Tidak
saat overshift di workshop.
Menyerahkan
23. Menyerahkan Jobcard ke GL Plant shift Jobcard ke GL
berikutnya. Plant shift
berikutnya
24. Mekanik shift berikutnya melanjutkan

perbaikan unit. Melanjutkan
perbaikan unit
25. Melakukan final check setelah equipment Melakukan

selesai diperbaiki. final check
26. Senior mekanik melakukan ground test yang

Melakukan
diawasi oleh GL Plant.
ground test
27. Menginformasikan kepada Adm. Planner Menginformasi-

melalui radio bahwa unit telah selesai kan Adm
diperbaiki dan diground tes. Planner bahwa
unit selesai
diperbaiki
28. Menginformasikan kesiapan unit ke MCR Menginformasi-

melalui radio dan mengganti status unit kan unit selesai
menjadi standby no operator (S9). diperbaiki ke
MCR
29. Mengupdate tanggal, jam unit selesai MSO435

diperbaiki dan status down time
Mengupdate
menggunakan (MS0435) dan mengupdate
tanggal, jam unit
status unit RFU di modul Ellipse.
selesai diperbaiki
& status down
time
(C bersambung ke aktivitas 30) C

Topik WORK ORDER
APL MANAGEMENT
UNSCHEDULED
SYSTEM
MAINTENANCE
PIC JOBSITE

SUPERVISOR
OPERATOR GL PRODUKSI MCR MEKANIK GL PLANT ADM PLANNER
PIT

C
30. Menginformasikan kesiapan unit ke

Supervisor Pit. Menginformasikan
kesiapan unit ke
Supervisor Pit
31. Menginformasikan kesiapan unit ke GL

Menginformasikan
Produksi.
kesiapan unit ke
GL Produksi
32. Mengevaluasi apakah terdapat operator:

a. Jika ya, Operator dan GL Produksi Ya
Ada operator?
melakukan ground test.
b. Jika tidak, GL Produksi
menginformasikan ke GL Plant untuk Tidak
reschedule ground test.
33. Menginformasikan ke GL Plant untuk Menginformasi-

reschedule ground test. kan ke GL Plant
untuk
reschedule
ground test
Menginformasik
34. Menginformasikan perubahan status melalui
an perubahan
radio kepada Adm. Planner.
status kepada
Adm Planner
35. Mengevaluasi apakah ground test melebihi

standar respon time:
a. Jika ya, mekanik meninggalkan unit dan Melebihi standar Tidak
melapor ke Adm. Planner mengenai respon time
perubahan status. (>30 menit)?
b. Jika tidak, Operator dan GL Produksi
melakukan ground test. Ya
36. Meninggalkan unit dan melapor ke Adm. Meninggalkan unit

Planner mengenai perubahan status. dan melapor ke
Adm Planner
mengenai
perubahan status
37. Melakukan koordinasi reschedule ground Melakukan

test dengan GL Plant. koordinasi
reschedule
ground test
38. Operator dan GL Produksi melakukan

ground test. Melakukan
ground test
39. Mengevaluasi apakah durasi ground test

akibat waiting operator lebih besar dari 1
shift:
a. Jika ya, GL Plant menyerahkan jobcard Ya
Durasi ground
ke GL shift berikutnya.
test > 1 Shift?
b. Jika tidak, GL Produksi menandatangani
unschedule field jobcard.
Menyerahkan jobcard ke GL Plant shift Tidak Menyerahkan

40.
berikutnya. jobcard ke GL
shift berikutnya
(D bersambung ke aktivitas 41) D

Topik WORK ORDER
APL MANAGEMENT
UNSCHEDULED
SYSTEM
MAINTENANCE
PIC JOBSITE
NO PRODUCTION SECT. ENG SECT. PLANT SECT.
ACTIVITIES
SUPERVISOR
OPERATOR GL PRODUKSI MCR MEKANIK GL PLANT ADM PLANNER
PIT
D
41. a. Apabila ground test telah selesai dan

dinyatakan Unit Ready for Used (RFU) Tidak
maka status equipment menjadi working, Unit RFU B
GL Produksi akan menandatangani
unschedule field jobcard.
b. Apabila terjadi kegagalan pada saat test Ya
maka status No Operator (S9) dihapus
dan status equipment tetap dinyatakan
breakdown unschedule.
42. Menandatangani jobcard.

Menandatangani
field jobcard
Melapor ke
43. Melapor ke Adm. Planner bahwa ground Admin Planner
test telah dilakukan. bahwa ground
test telah
dilakukan
Melapor ke
44. Melapor ke MCR bahwa ground test sudah MCR bahwa
selesai dilakukan dan menginformasikan ground test
bahwa unit telah RFU. telah selesai
Mengupdate status di ellipse (MSO435) MSO435

45.
bahwa ground test telah selesai. Mengupdate
status di ellipse
bahwa ground
test telah selesai
46. Melengkapi data failure analysis dan data

Melengkapi data
lainnya di Jobcard.
failure analysis
di Jobcard
47. Melakukan validasi data Jobcard. Melakukan

validasi data
Jobcard
48. Menyerahkan Jobcard ke Adm. Planner Menyerahkan

setiap akhir shift. Jobcard ke
Adm Planner
Menyerahkan
49. Menyerahkan Jobcard ke MCR setiap awal
copy Jobcard
shift untuk melengkapi data downtime unit di
ke MCR
ellipse.
MSQ620
50. Menutup WO (MSQ620) di sistem Ellipse.
Menutup WO di
sistem Ellipse
51. Proses pelaksanaan pekerjaan pencatatan

unschedule down time selesai dilakukan. Selesai
INSTRUKSI KERJA
Topik PELAKSANAAN BACKLOG
Dokumen QA Partner
Tingkat Kerahasiaan GREEN BIP – Work & Asset stream Plant Operation Dept. Head

JOB SITE
PLANT SECTION
MEKANIK GROUP LEADER PLANNER
Potensi Kerusakan Potensi Kerusakan dari P2H, 1 Adanya temuan potensi kerusakan pada saat Periodical
dan Conditon Monitoring
Service, Unschedule oleh mekanik dan dari Program
Pada Saat PS & Unschedule
Pemeriksaan Harian dan Condition Monitoring (PAP,
PPM/VHMS, PPU, PPA) yang diserahkan oleh Adm Planner,
Menyerahkan Temuan 2 Mekanik menyerahkan uraian temuan Backlog yang sudah

Potensi Kerusakan dilengkapi dengan kebutuhan spare part pada kepada Group
& Part Recommended Leader,
Menyerahkan Temuan
Potensi Kerusakan dari P2H, 3 Planner menyerahkan uraian temuan potensi kerusakan dari
dan Conditon Monitoring P2H dan Condition Monitoring kepada Group Leader,
4 GL melakukan validasi potensi kerusakan dari Periodic

Validasi Temuan Service, Unschedule maintenance, P2H,dan hasil Condition
Potensi Kerusakan & Monitoring, kemudian melengkapi dengan kebutuhan
Part Recommended
sparepart,
5 Group Leader menentukan tingkat prioritas pekerjaan

Penentuan Backlog, termasuk mengestimasi kapan akan dilakukan
Prioritas perbaikan tersebut,
Backlog
6 Mengevaluasi backlog apakah harus dikerjakan langsung :

Harus - Jika ya, masuk ke proses Unschedulled Maintenance,
Ya
Dikerjakan - Jika tidak, melanjutkan dengan input list Backlog ke dalam
Langsung? sistem ellipse,
Tidak (A bersambung ke aktivitas 20)

A
7 Planner mencatat semua daftar Backlog yang sudah

Daftar Backlog divalidasi dan ditentukan prioritasnya oleh Group Leader,
MSQ620 8 Planner membuat work order backlog melalui modul work

order di sistem ellipse (MSQ620).
Pembuatan
a) Uraian temuan,
Work Order
b) Nomor equipment.,
c) Nama GL plant yang melaporkan backlog,
d) Estimasi durasi pelaksanaan pekerjaan,
e) Prioritas,
f) Estimasi tanggal pelaksanaan pekarjaan backlog,
B (B bersambung ke aktifitas 9)
INSTRUKSI KERJA

JOB SITE
MEKANIK GROUP LEADER PLANNER
B (B sambungan dari aktivitas 8)
9 Planner memeriksa apakah backlog tersebut membutuhkan

material untuk perbaikannya.
- Jika ya, mekanik mengisi Machanic Order List (MOL)
Ya
Butuh Material? dengan kebutuhan sparepart,
- Jika tidak, melakukan koordinasi dengan produksi untuk
Tidak menentukan waktu pelaksanaan backlog.
10 Mekanik mengisi Mechanic Order List (MOL) berdasarkan list

Mengisi MOL backlog yang telah divalidasi oleh Group Leader dan
masukkan dari Planner,
INSTRUKSI KERJA

JOB SITE
PLANT SECTION LOGISTIC SECTION
SUPPLIER
PLANNER WAREHOUSE
C
11. Planner membuat Warehouse Requitition (WR) untuk

MSO140 pengambilan sparepart diwarehouse (MSO140),
Membuat WR
Menerima 12. Warehouse menerima informasi adanya kebutuhan material

Informasi berdasarkan Warehouse Requisition (WR),
berdasarkan WR
13. Warehouse melakukan pengecekan apakah ada stock di

gudang?
Stock Ada ? - Jika stock ada, maka warehouse memberikan estimasi
Ya
kesiapan part di logistik,
Tidak - Jika stock tidak ada, maka warehouse menginformasikan
part ke Supplier,
Menerima Informasi & 14. Suplier menerima informasi adanya kebutuhan material
Menyiapkan Part berdasarkan Warehouse Requisition (WR) dan memberiikan
informasi kapan spare part dapat disupply,
Estimasi
kesiapan Part 15. Warehouse memberikan estimasi kesiapan part backlog ke
di Logistik plant,
16. Menjadwalkan WO backlog sesuai Jadwal Service :

Menjadwalkan WO - Summary backlog job weekly plan,
Backlog
- Koordinasi mingguan dengan logistik,
17. Planner melakukan koordinasi harian (Daily Meeting) untuk

Koordinasi Harian membahas kesiapan material untuk pelaksanaan pekerjaan
Kepastian Material backlog, dibantu oleh Warehouse, Supplier dan Group
Leader.
18. Material yang dibutuhkan full supply?

Tidak
Material Siap ?
− Jika Ya, melakukan koordinasi kepastian
pekerjaan.
− Jika Tidak, menunggu kepastian kesiapan material.
Ya
(D bersambung ke aktivitas 20)
D
INSTRUKSI KERJA
URUTAN KERJA
JOB SITE
PLANNER GROUP LEADER MEKANIK
A (A sambungan dari aktivitas 6)
Unschedulled 19. Pekerjaan masuk dalam kategori Unschedule Maintenance,

Maintenance ref SOP No. PLO/09/005/SOP Work Order Unschedule
Maintenance,
D (D sambungan dari aktivitas 9, 18)
Koordinasi 20. Planner melakukan koordinasi dengan Produksi untuk

Kepastian membahas kepastian pelaksanaan pekerjaan backlog,
Pekerjaan
21. Pelaksanaan pekerjaan backlog disepakati :

Tidak − Jika Ya, melakukan pekerjaan backlog,
Disetujui? − Jika Tidak, menunggu kepastian pelaksanaan
pekerjaan backlog,
Ya
Intruksi Pelaksanaan 22. Group Leader menginstruksikan kepada mekanik untuk
Pekerjaan Backlog melakukan pekerjaan backlog, dan mencatat aktivitas
perbaikan yang dilakukan dalam Jobcard.
23. Mekanik melakukan pekerjaan backlog, dan mencatat

Melakukan aktivitas perbaikan yang dilakukan dalam Jobcard.
Pekerjaan Backlog
Jobcard
24. Group Leader menginformasikan ke MCR (Engineering

Inform RFU Dept.) bahwa unit sudah RFU dan menginformasikan ke
Production Dept,
25. Group Leader memonitor pencapaian pelaksanaan program

Monitor Backlog backlog, dibantu oleh Planner, Section Head , Supervisor,
Achievement dan Logistik.
Selesai 26. Proses pelaksanaan pekerjaan backlog selesai dilakukan.
FUEL
OIL
WATER
AIR
GREASE
PREVENTIVE MAINTENANCE
FUEL
REFINING PROCESS OF CRUDE OIL
Fuel merupakan salah satu bagian oil yang Komponen-komponen crude oil yang mengalir
didapatkan dari crude oil dengan proses turun ke ruang berikutnya juga akan menguap
refining pada suatu titik didih (boiling point) pada temperatur penguapan yang lebih tinggi,
tertentu. Ketika crude oil dipanaskan, dan komponen-komponen sisanya terus
komponen-komponen yang mempunyai titik mengalir turun ke ruangan dibawahnya.
didih lebih rendah akan menguap terlebih Dengan cara demikian, saat crude oil mengalir
dahulu, kemudian diikuti secara berurutan oleh dari atas tower fractionating sampai ke bagian
komponen berikutnya sesuai titik didihnya terbawahnya, komponen dengan titik didih
yang semakin tinggi. yang lebih rendah akan berurutan menguap.
Gambar diatas menunjukkan penggambaran Oil yang diuapkan akan dikelompokkan pada
sederhana mengenai suatu proses refining setiap tingkatan, dan kemudian didinginkan
crude oil secara sederhana. untuk mendapatkan jenis-jenis fuel oil. Oil
Bagian dalam tower fractionating terdiri dari yang mengalir keluar dari bagian yang paling
beberapa ruang penampungan yang berbeda- bawah merupakan residual oil (asphalt).
beda sesuai tingkatannya.
Crude oil dimasukkan dari bagian atas tower
fractionating, dan kemudian dipanaskan pada
bagian bawah-nya.
Saat proses ini terjadi, temperature bagian atas
tower fractionating lebih rendah daripada
temperature bagian bawah, sehingga pada
ruang bagian atas dari tower fractionating,
komponen-komponen yang mempunyai titik
didih rendah akan menguap lebih dulu, dan
komponen-komponen sisanya mengalir turun
ke ruang dibagian bawahnya.
TYPES OF FUEL
KEROSENE
Kerosine adalah bahan bakar dengan rentang
titik didih dari 170o sampai 250oC, dan
digunakan untuk bahan bakar pesawat udara.
Jika kerosene digunakan sebagai bahan bakar
engine diesel, akan terjadi problem-problem
sebagai berikut.
1. Fuel bekerja melumasi bagian-bagian dari 2. Dibandingkan dengan oil diesel/fuel
system fuel yang bergesekan, seperti (light/heavy), output power dengan
plunger dalam pompa injeksi atau injector menggunakan kerosene turun 5 ~ 10%.
nozzle. Akan tetapi, kerosene mempunyai Injeksi fuel pada engine diesel, yang
viscosity rendah, sehingga tidak dapat dikontrol adalah volume fuel. Kerosene
melumasi bagian2 yang bergesekan secara mempunyai suatu pembangkit panas yang
sempurna. Hal ini berarti bahwa tidak besar per-satuan beratnya, tetapi berat per-
terdapat film oil dan akan terjadi kerusakan satuan volume (specific gravity/berat jenis)
atau keausan yang abnormal. rendah, sehingga akibatnya, jumlah energy
panas persatuan volume menjadi turun.
FUEL (Light Diesel Oil)

Fuel ini adalah bahan bakar dengan rentang
titik didih dari 240o sampai 350oC, dan
didistilasi setelah kerosene. Dari semua jenis-
jenis bahan bakar, fuel ini mempunyai sifat-
sifat yang paling cocok untuk ignition,
combustion, dan viscosity yang diperlukan oleh
engine diesel high-speed yang kecil, sehingga
hampir semua engine diesel high-speed,
termasuk engine untuk unit konstruksi,
menggunakan fuel (light diesel oil).
FUEL (Heavy Diesel Oil)

Fuel ini mengandung light diesel oil yang 1. Banyak mengandung kotoran, sehingga
masih bercampur minyak residu (residual oil), system bahan bakar pada engine mudah
dan rentang titik didihnya sama dengan light menjadi buntu.
diesel oil. Minyak diesel berat ini digunakan 2. Mempunyai viscosity tinggi, sehingga
sebagai bahan bakar boiler (mesin uap), partikel-partikel fuel saat diinjeksikan
heating furnace (tungku pemanas), atau engine ukurannya cenderung besar, yang akan
diesel medium-speed ukuran besar atau menyebabkan pembakaran kurang
medium. sempurna (incomplete combustion) dan
Tetapi dibandingkan dengan fuel/ light Diesel menghasilkan partikel carbon. Sehingga
oil, heavy oil mempunyai beberapa problem bagian2 yang bergesekan mengalami
sebagai berikut, sehingga minyak ini hampir keausan lebih cepat, dan exhaust gas
tidak pernah digunakan sebagai bahan bakar berwarna hitam (black smoke).
engine untuk diesel putaran tinggi (high- 3. Kandungan sulfur tinggi, sehingga lebih
speed): menambah keausan korosif.
CRITERIA OF FUEL SELECTION
1. VISCOSITY dan DENSITY

Viscosity dan density secara langsung
dikaitkan dengan performance engine,
emission dan umur engine. Viscosity dan
density rendah mengurangi output power,
karena fuel juga harus berfungsi sebagai
pelumas terhadap komponen komponen
fuel system. Jika kinematic viscosity lebih
rendah daripada 1.4cSt akan mempercepat
kerusakan (scuffing dan seizure) pada
injection pump, injector, dll.
Interval viscosity dan density yang
dianjurkan adalah:
• Viscosity : 1.5cST -- 4.5 cSt pada 40oC
• Density : 810 -- 860 kg/m3 pada 15oC
2. DISTILLATION (PENYULINGAN)
Boilling range (tingkatan didih) adalah
suatu sifat yang penting yang menentukan
kualitas fuel. Penentuan dari boiling range
ditentukan dengan penggunaan ASTM Test
Method D86 atau D2887 (Gas
Chromotography Test Method).
Meskipun banyak spesifikasi berisi hanya
sebagian hasil-hasil distilasi (contoh
temperatur distilasi pada 90% Recovered),
ini tidak cukup untuk menentukan kualitas
dan kecocokan dari fuel untuk penggunaan
pada engine diesel. Hasil fuel-fuel yang
dicampur dengan unsur-unsur yang
mempunyai titik didih tinggi dapat
mempengaruh pembakaran. Hanya fuel-
fuel dengan minimum 99% perolehan
dengan destilasi yang harus digunakan.
(90% temperature distillasi : Temperatur
dimana 90% dari fuel test menguap)
3. FINAL BOILING POINT

Fuel dapat terbakar didalam suatu engine Temperatur ruang bakar tergantung pada
hanya setelah diuapkan secara sempurna. temperatur ambient, putaran engine, dan
Temperatur dimana fuel teruapkan secara beban. Penguapan yang kurang baik lebih
sempurna disebut sebagai “End Point banyak terjadi selama operasi musim
Temperature” pada ASTM D86 Distillation dingin, idling yang terlalu lama dan/atau
Test Method. Temperatur titik didih dari beban ringan. Dengan demikian, engine
fuel harus cukup rendah untuk yang beroperasi dengan kondisi-kondisi ini
mendapatkan penguapan sempurna pada harus menggunakan fuel dengan
temperatur ruang bakar. temperature ”distillation end point” yang
lebih rendah.
4. KANDUNGAN SULFUR
Kandungan sulfur didalam fuel sangat
mempengaruhi keausan engine dan emissi
exhaust gas.
Sulfur teroksidasi (bereaksi dengan
oxygen) ketika terjadi proses pembakaran
membentuk sulfur dioksida (SO2), dan
sebagian lebih lanjut teroksidasi menjadi
sulfur trioksida (SO3).
Reaksi (1)
S + O2  SO2
Reaksi (2)
2SO2+ O2  2SO3
Reaksi ini dipengaruhi beberapa factor

seperti temperatur pembakaran, temperatur
exhaust gas, luas penampang partikel,
kelembaban relatif, dan air-fuel ratio. SO2
berubah ke SO3 didalam ruang bakar
engine ketika temperatur gas turun tiba-tiba
pada saat langkah ekspansi. Maka, jika
pembakaran didalam ruang bakar tidak
merata (uniform), reaksi ini mudah terjadi.
SO3 yang dihasilkan kemudian bereaksi
dengan uap air (H2O) hasil pembakaran dan
membentuk asam sulfat (H2SO4).
Reaksi (3)
SO3 + H2O  H2SO4
Disamping itu, sejumlah kecil SO3 didalam

gas pembakaran akan mempengaruhi dan
menaikan titik embun (dew point) dari uap
air (uap air berkondensasi biarpun pada
temperatur tinggi). Uap air yang
berkondensasi tadi akan bereaksi dengan
gas SO3 menjadi H2SO4, dan hasilnya
terjadi keausan korosi pada piston dan
liner. Keausan korosi juga terjadi karena
adanya soot yang ditimbul-kan karena
pembakaran (atom carbon bebas) yang
menyerap asam sulfat dan kemudian
menempel pada piston groove atau dinding
dalam cylinder liner.
5. POUR POINT (TITIK TUANG)

Jika pour point tinggi dan temperatur turun, Untuk itu, untuk engine-engine putaran
paraffin didalam fuel memisah secara tinggi sangat diperlukan beberapa alat
mudah. Bila kristal-kristal dari endapan pemanas fuel.
paraffin mencapai beberapa percent, aliran Untuk daerah dingin, dianjurkan
minyak menjadi sangat rendah dan paraffin menggunakan minyak diesel khusus cuaca
membuntukan bagian dalam system dingin yang mengandung kadar paraffin
bahanbakar. Jika temperatur saat dimana rendah, dan titik didih yang jauh lebih
kristal paraffin memisah lebih tinggi dari rendah.
pada temperatur pada saat dimana engine
bisa di-start, kristal-kristal paraffin sudah
terpisahkan ketika engine di-start. Hal ini
akan menahan injeksi fuel yang tepat, dan
sebagai akibatnya, engine susah dihidup-
kan, atau jika hidup, kecepatan putar (rpm)
tidak bisa naik, dan engine akan segera
berhenti.
Aliran minyak rendah
Engine susah dihidupkan

Pour point tinggi
di daerah dingin
Paraffin memisah System bahan bakar

secara mudah mudah buntu
6. KANDUNGAN CARBON RESIDU (RESIDUAL CARBON CONTENT)

Kandungan residu carbon secara basic tidak
termasuk didalam minyak diesel light
(residu carbon terkandung didalam heavy
oil). Sebagai suatu ukuran kecenderungan
untuk deposit carbon dari pembakaran, fuel
dikabutkan dan dibakar dibawah kondisi
tertentu untuk menghasilkan carbon, dan
kandungan residu carbon digunakan untuk
menunjukan hasil test.
Deposit carbon Keausan cylinder atau valve

besar valve ruang bakar cepat
Kandungan residu
carbon tinggi
Exhaust gas hitam Pencemaran udara
(black smoke)
7. CETANE NUMBER (CETANE INDEX)

Cetane number adalah suatu nilai yang Khususnya didaerah dingin, suatu nilai
digunakan untuk menunjukan kemampuan cetane tinggi diperlukan untuk
penyalaan dari fuel, dan suatu index yang memudahkan starting, warming up, dan
penting pengaruhnya terhadap kemudahan mengurangi timbulnya gas buang warna
untuk menghidupkan engine dan putih (white smoke).
pembakaran( output) pada engine diesel
putaran tinggi. Starting susah
didaerah dingin
Nilai cetana Ignition Ignition Detonasi Tamparan (slap)

rendah kurang lambat (Pmax besar) berlebihan
Pembakaran Oli diilution karena

tidak sempurna Fuel tidak terbakar
Nilai cetana Terlalu mudah Knocking terjadi Beban pada crankshaft

tinggi sekali ignition didalam ruang bakar berlebihan
8. KANDUNGAN ABU (ASH)

Ash didalam fuel secara umum terdiri dari Jika kandungan ash meningkat, hal ini
tiga macam: partikel-partikel padat, larutan disebabkan terutama karena karat (rust),
garam anorganik, dan campuran oil-larutan pasir, atau lumpur yang berasal dari luar.
organic. Kandungan ash didalam fuell
(light) sangat kecil. Didalam heavy oil,
Kandungan Fuel menjadi
kandungan ash lebih tinggi dari pada light
ash tinggi kotor
diesel oil, tetapi biarpun demikian, tingkat
rata-rata sekitar 0.02 ~ 0.03 %.
9. KANDUNGAN AIR
Air secara basic bukan komponen dari fuel, Air didalam fuel menyebabkan rusaknya
tetapi jika masuk kedalam fuel sebagai pelumasan pada bagian-bagian yang sliding
embun didalam udara atau melalui dari system fue, pengkaratan pada bagian-
keteledoran dalam menangani fuel. bagian dari metal, dan fuel filter akan
tersumbat lebih cepat, sehingga kandungan
air harus serendah mungkin.
Pelumasan
kurang baik
Kandungan Rust
air tinggi dihasilkan
Filter buntu
FUEL SPESIFICATION for diesel engine recomended by Komatsu
*1) Mengindikasikan ambient temperature terendah dalam sebulan.

*2) Untuk unit yang dipasangi Cummins engine sebagai berikut.
Min. 1.6mm2/s at 30°C
Min. 1.4mm2/s at 40°C
*3) Jika kandungan sulfur lebih dari 0.5%, gunakan diagram dibawah.
*4) Harus terpenuhi salah satu-nya.
Jika kandungan sulfur dalam fuel melebihi

05%, perpendek interval penggantian engine
oil sesuai dengan diagram disamping, dan
pastikan kondisi oil berada dalam standard
value yang digunakan saat menentukan tingkat
kerusakan oil (deterioration).
• Selalu gunakan CD class atau di atasnya
(CD, CE, CF) untuk engine oil.
• Jika total base number (TBN) sebesar 20
mgKOH/g, sulfated ash dalam engine oil
harus di bawah 2.7%.
• Untuk Cummins engine, high TBN oil
dengan kandungan sulfated ash diatas 1.85%
harus dihindari.
TBN (Total Base Number):
 Jumlah kandungan acid (perchloric atau hydrochloric) yang dibutuhkan untuk me-neutralize semua
atau sebagian kandungan dalam oil lubricant, biasanya digunakan KOH. (ASTM 32896)
CETANE NUMBER
Cetane number atau cetane index digunakan Fuel referensi dibuat dengan pencampuran
sebagai suatu ukuran untuk menunjukan normal cetane (cetane number 100)
kemampuan nyala dari fuel. Cetane number kemampuan nyala sangat tinggi dengan alpha-
adalah suatu angka (index) yang menunjukan methyl naphthalene (cetane number 0) yang
kemudahan penyalaan (ignition), sedangkan mempunyai kemampuan penyalaan sangat
octane number yang digunakan untuk fuel pada rendah. Besarnya percentage volume dari
engine gasoline adalah suatu indicator yang normal cetane yang dimasukan didalam fuel
menunjukan kesukaran penyalaan. Kedua referensi yang memberikan kemampuan nyala
angka-angka ini mempunyai hubungan yang sama seperti fuel uji diambil sebagai cetane
berlawanan. number.
Nilai cetane ditentukan dengan penggunaan
suatu engine CFR (engine test untuk mengukur
cetane number) dan pembanding kemampuan
nyala fuel yang ditest cetane numbernya ialah
ditentukan dengan kemampuan nyala dari fuel
referensi yang digunakan untuk penentuan
(setting) cetane number.
Cetanan Α-methyl Cetane

Sama kemampuan
Number Naphthalene Number
nyalanya
45% 55% 45%
Fuel referensi Fuel test
Contoh penentuan cetane number dari fuel test
Pengujian seperti diatas agak susah untuk

mengukur cetane number, sehingga sekarang
ini cetane number hampir tidak pernah diukur.
Penggantinya, ASTM menggunakan derajat
API dan 50% temperatur (oF) penyulingan
(distillation) dan suatu formula cetane index
yang tetap. Tidak masalah jika kita meng-
anggap cetane index disamakan sebagai cetane
number.
Keterangan
• API degree
Suatu satuan yang digunakan oleh American
Petroleum Institute untuk menunjukan
penentuan specific gravity petroleum, dan
merupakan index yang biasa digunakan di
USA.
• 50% distillation temperature
Temperature dimana 50% dari fuel yang
ditest menguap (evaporate).
 Fuel classification dinyatakan oleh ASTM (American Society of Testing and Material.
EFFECT ON ENGINE OF PRODUCTS FORMED BY COMBUSTION
OIL
FUNCTION OF OIL
1. COOLING, membuang panas dari piston, liner, dll.
2. LUBRICATION, melumasi dua bidang kontak
3. ANTI CORROSION, melindungi pengaruh senyawa sulfur dan oksidasi.
4. GAS SEALING, mencegah kebocoran gas antara liner dan piston.
5. CLEANING, membersihkan carbon dan lumpur.
6. ANTI WEAR, mencegah keausan
BASE OIL COMPOSITION
Base (bahan dasar) oli terdiri dari suatu

campuran senyawa2 hydrocarbon dengan
bermacam2 komposisi. Senyawa hydrocarbon
diklasifikasikan menjadi hydrocarbon
paraffinic, hydrocarbon naphthenic, dan
hydrocarbon aromatic.
Karena hydrocarbon paraffinic memiliki
karakteristik kekentalan yang terbaik, maka
paraffinic-rich base oil yang biasanya
digunakan oli pelumas.
HYDROCARBON
PARAFFINIC
HYDROCARBON
NAPHTHENIC
HYDROCARBON
AROMATIC
ADDITIVE COMPOSITION
Engine oil, gear oil dan hydraulic oil Pabrik oli mengembangkan pelumas aslinya
diproduksi dengan menambahkan additive2 dengan mencampur atau memadukan tipe-tipe
tertentu yang berlainan kedalam base oil. Tipe additive yang berlainan, atau dengan
additive yang digunakan seperti dalam tabel melakukan proses refining base oil dengan
berikut. berbagai metode. Sehingga ada beberapa
perbedaan performance untuk setiap merek oli
(oil brand).
ENGINE OIL GEAR OIL HYDRAULIC OIL

Detergents, dispersants, Oxidation inhibitors,
ZnDTP, viscosity index EP additives Rust inhibitors, dan EP
improver inhibitors
ADDITIVE FOR OIL
Type of additive Performance Mechanism

Sejenis sabun, additive ini membersihkan dan melarutkan
jelaga (soot), pernis (lacquer), dan partikel-partikel
Detergent: Detergency
keausan pada temperatur tinggi.
Calcium sulphonanate,
Sehingga additive mencegah ring piston melekat.
Magnesium Sulphonate,
Asam sulfat dan asam organik yang ditimbulkan oleh
Calcium phenate,
Acid pembakaran bahan bakar atau oksidasi oli, menyebabkan
Magnesium phenate, etc.
neutralization metal korosi. Sifat alkali dari additive-additive ini dapat
me-netralkan asam dan mencegah korosi.
Oksidasi oli menghasilkan lumpur (sludge) dan kemudian
menyebabkan kenaikan viscocity. Additive ini
Oxidization
menguraikan oksida-oksida dan mencegah oksidasi oli.
Oxidization inhibitor, anti inhibittor
Selanjutnya, menahan timbulnya resin, varnish, dan
wear
lumpur.
Sulphur, phosphorus, dan zink, yang terkandung dalam
Antiwear
ZnDTP , mencegah kerusakan dan keausan dari metal.
Additive ini memiliki kesamaan struktur kimia dengan
Dispersant, succinimide Dispersancy deterjen dirumah tangga. Ini dapat melarutkan lumpur
didalam oli pada temperatur rendah.
OCP menaikan viscosity pada temperatur tinggi.
VI Improver : OCP Improvement of
OCP mencegah kerusakan metal engine dan mengurangi
( Olefin Copolymer ) viscosity index
konsumsi oli.
Adanya busa pada oli mengakibatkan cavitation dan
Silicon oil: Antifoam agent Antifoam kerusakan pada film oli. Sejumlah kecil silicon dapat
memecah gelembung dan busa.
Gabungan fosfor dan sulfur biasanya digunakan pada gear
oil sebagai extreme pressure additive. ZnDTP yang
digunakan pada oli engine juga merupakan additive
Extreme pressure Load-carrying extreme pressure. Dibawah kondisi beban gesek berat, EP
additive (EP agent) capacity agents mengurai pada permukaan metal dan membentuk
besi sulfida dan besi posfat.
Kedua produk senyawa tadi mengurangi gesekan dan
mencegah kerusakan.
STANDARD AND CATEGORY OF OIL
Viskositas dan kualitas oli diklasifikasikan berdasarkan standard SAE (The Society of Automotive
Engineers).
SAE VISCOSITY(cP) at TEMP. (0C), MAX STABLE VISCOSITY(cSt)
Viscocity POUR at 1000C
Grade CRANKING PUMPING POINT 0C min max
0W 3250 pada -30 30.000 at -35 - 3.8 -
5W 3500 pada -25 30.000 at -30 -35 3.8 -
10 W 3500 pada -20 30.000 at -25 -30 4.1 -
15 W 3500 pada -15 30.000 at -20 - 5.6 -
20 W 4500 pada -10 30.000 at -15 - 5.6 -
25 W 6500 pada - 5 30.000 at -10 - 9.3 -
20 -- - 5.6 < 9.5
30 -- - 9.3 <12.5
40 - 12.5 <16.3
NOTE:
1 cP = 100 cSt
1 cSt = 1mm2/s
VISCOCITY CLASSIFICATION
Klasifikasinya tampak seperti dalam tabel.
Huruf “W” artinya “winter” yang menjamin oil
pada saat temperature rendah, tetap mudah
mengalir. Sebagai contoh, Multigrade SAE
15W-40, oil ini mempunyai kemampuan
pelumasan yang baik sampai 15oC, dan
memiliki viskositas yang sama seperti oli SAE
40 pada saat temperature 100oC.
CATEGORIZATION BY QUALITY
Oli diklasifikasikan kedalam C Series (class

CA sampai CE) untuk engine diesel, dan S
series (class SA sampai SG) untuk engine
gasolin.
Engine oil class CD telah melewati test charger
(pembebanan) pada engine diesel turbocharger
silinder tunggal. Uji engine ini bertujuan untuk
mengevaluasi kemampuan pencegahan
terhadap melekatnya (stuck) ring piston .
Oil class CE semakin banyak terlihat
dipasaran, tentu saja juga boleh digunakan. Oil
class CE ini telah diuji pada engine Cummin
dan truck Mack disamping class CD.
Light Duty  Light Duty

For
Diesel CA CB CC CD CE-(CF-4)
engine
SAE/API
NOT TO BE USED TO BE USED
Classification
TO BE USED WHEN CHANGING OIL IN HALF INTERVAL
OIL CLASSIFICATION
Class Remark - usage

CA Untuk engine gasolin dan engine diesel natural aspiration yang menggunakan fuel dengan kadar
sulfur rendah.
CB Untuk engine gasolin dan engine diesel natural aspiration yang menggunakan fuel dengan kadar
sulfur tinggi. Mencegah corrosi pada bearing dan timbulnya deposit pada temperatur tinggi.
Untuk engine diesel supercharger low output dan engine gasolin beban tinggi.
CC
Diguanakan untuk truck,mesin industri,tractor pertanian dan mesin konstruksi.
Mempunyai sifat anti korosi.
CD Untuk engine diesel supercharger putaran tinggi dan high output. Mempunyai sifat anti-friction,
anti-korosi,dan ant-deposi.Engine dengan menggunakan fuel kadar sulfur tinggi.
Untuk engine diesel supercharger heavy duty yang dibuat tahun mulai tahun1983.
CE Untuk engine dengan putaran rendah dan tinggi dan dengan beban tinggi.
Memperbaiki oil consumption, anti-deposit dan sludge yang sifatnya lebih baik dari klas CD.
Untuk engine 4 langkah. Dapat digunakan sebagai pengganti CC, CD, CE, dan cocok untuk
CF-4
heavy-duty truck. Mempunyai fungsi pengontrolan oil consumption dan antipiston- deposit.
Oil classification dinyatakan oleh API (American Petroleum Institute)

DETERIORATION LIMIT OF ENGINE OIL

Tabel berikut menunjukan batas deteriorasi hanya untuk engine KOMATSU
USABLE AREA
TEST SUBJECTS
EO10W- EO15W
EO10-CD EO20-CD EO30-CD EO40-CD
30CD -40CD
FLASH POINT oC 180 - 270
VISCOCITY mm2/s
(cSt)
55 - 9 8 - 12 9 - 15 12 - 18 8 - 16 10 - 20
TOTAL ACID NUMBER mg
KOH/g
8 MAX
HYDRO
CHLOR ACID 3 MIN
TOTAL
METHOD
BASE NO
PERCHLORIC
mgKOH/g
ACID REFERENCE 5 MIN
METHOD
n-PENTAN
3 MAX
INSOLUBLES,mg%
MOISTURE 0.2 MAX
REMARKS :
*1 ASTM D664
*2 ASTM D2676
FLASHING POINT (Fuel Dilution)
Flashing point (titik nyala) diesel oil (fuel)

sekitar 70oC, sedangkan flashing point untuk
engine oil adalah 180oC - 270oC. Dan jika fuel
masuk bercampur dengan oli engine, maka
flashing point-nya akan turun.
Oleh karena itu, kita dapat mendeteksi
pencairan bahan bakar (fuel dilution) dengan
pengukuran flash point. Jika jumlah fuel
didalam oli mencapai 4%, flashing point turun
sekitar 15% dan viskositas juga turun sekitar
20%. Fuel bisa masuk bercampur dengan oli
disebabkan karena injection timing kurang
tepat, kebocoran fuel line, atau kegagalan yang
berulang-ulang saat engine start. Jika
kandungan fuel dalam oil menjadi tinggi, akan
menyebabkan piston scuffing dan juga akan
mengakibatkan keausan bearing.
KINEMATIC VISCOSITY
Viscosity dinyatakan sebagai Absolut Viscosity

(P: Poise atau cP:centi-Poise) dan Kinematic
Viscosity (cSt: Centistoke)
Hubungannya adalah:
1cP = 0.01 P
1cSt = 1 cP/100
Penurunan viscosity disebabkan karena telah
terjadi fuel dilution atau karena pencampuran
dengan oil yang lain.
Kenaikan viscosity disebabkan karena oksidasi
oli, atau karena kontaminasi jelaga (soot),
pasir, atau karena pencampuran dengan
viscosity oil yang lain.
Viscosity oil yang terlalu tinggi atau terlalu
rendah, keduanya sama-sama mempunyai
effect yang merugikan pada engine.
TOTAL ACID NUMBER (TAN)
Total Acid Number menunjukan kondisi

oksidasi oli. Jika nilai TAN meningkat, hal ini
menunjukkan kerusakan (deterioration) oli dan
penurunan performance oli.
Nilai Total Acid Number menunjukan berat
potassium (KOH) dalam mg (miligram) yang
diperlukan untuk menetralkan asam yang
terkandung dalam 1 gram oil test, dan
dinyatakan sebagai mg KOH/g. Karena
beberapa additive memiliki ke-asaman yang
lemah, umumnya nilai TAN oli baru adalah 2-4
mg KOH/g.
Berikut adalah penyebab terjadinya oksidasi;
1. Oksidasi melalui kontak dengan air atau
udara.
2. Peningkatan oksidasi karena masuknya
partikel-partikel metal.
3. Peningkatan oksidasi akibat kenaikan oil
temperature.
Jika nilai TAN diatas 8 (max. 8), akan
mengakibatkan lead (timah) pada bearing metal
mengelupas, kemudian rusak (macet), atau
menyebabkan keausan abnormal pada metal
(logam) engine, perhatikan batas nilai TAN
yang diizinkan.
TOTAL BASE NUMBER (TBN)
Nilai TBN menunjukan sifat alkali dari Karena metode perchloric acid memperhitung
additive didalam oli. Angka TBN menyatakan kan basa yang lemah, maka nilai TBN yang
jumlah basa yang diperlukan untuk menetralisir diperoleh lebih tinggi. Oleh karena itu, perlu
acid yang dimasukan dalam 1 gram oil, dan ditetapkan metode perhitungan mana yang
mengkonversikannya ke mg (milligram) digunakan.
potassium hydroxide (KOH). Nilai ini Jika nilai TAN melewati batas, oli mesin
dinyatakan dalam satuan mg.KOH/g. Nilai jangan pernah tetap menggunakan engine oil
untuk oli baru pada umumnya adalah 6.0-13.0 tersebut meskipun sisa nilai TBN masih tinggi.
mg.KOH/g. Bila angka TBN menjadi dibawah
2.0 kinerja penetral asam dari oli hilang dan
dengan cepat meningkatkan korosif dan terjadi
keausan.
Metode pengukuran Total Base Number ada
dua metode :
1. Metode hydrochloric acid (ASTM D664)
2. Metode perchloric acid (ASTM D2896).
n - PENTANE INSOLUBLE
Nilai n-pentane insoluble terutama dikaitkan

dengan jumlah jelaga (soot) didalam oil engine.
Jika terjadi kenaikan soot dalam engine oil,
maka kondisi oil akan memburuk karena
deterioration dan nilai TAN naik.
Jika nilai n-pentane insoluble melebihi batas,
akan timbul kerusakan pada bearing, piston dan
liner rusak(aus) atau filter mudah buntu.
Kenaikan soot diakibatkan karena kualitas fuel
yang rendah, atau pembakaran tidak sempurna
karena kerusakan injection pump dan
nozle/injector, atau karena Air system buntu.
MOISTURE
Air dapat masuk ke dalam oli dengan berbagai

cara:
• Bila temperatur didalam crankcase turun,
maka uap air yang ada didalam crankcase
akan menjadi embum (moisture) / butiran
air dan mengkontaminasi oli di dalam
crankcase. Uap air berasal dari kelembaban
(hummidity) udara dan dari gas hasil
pembakaran yang masuk ke crankcase
lewat ring piston (blow-by)
• Kebocoran seal cylinder liner, dari cooling
system.
Jika air yang mengkontaminasi oli bertambah,
maka akan menyebabkan terjadinya berbagai
problem kerusakan. Misalnya, air (moisture)
yang terbawa oli ke lubricating system bearing
connecting rod saat menguap lagi, akan
menyebabkan pitting, bunyi, atau bearing
jammed.
Batas kandungan air didalam engine oil
(didalam crankcase) harus dibawah 0.2%.
EXAMPLE OF FAILURE
PISTON RING STUCK SEIZURE OF CRANKSHAFT
SEIZURE OF PISTON PITTING, PEELING OF BEARING

FUEL EFFECT ON OIL
Kandungan sulfur di dalam fuel sangat

mempercepat dan meningkatkan proses oil
oxidation.
Pada umumnya semua engine diesel disarankan
untuk menggunakan fuel dengan kandungan
sulfur dibawah 0.5%.
Jika tidak memungkinkan untuk menggunakan
fuel dengan kandungan dibawah 0.5%, maka
penggantian oli harus dilakukan setengah dari
interval penggantian yang dianjurkan. Fuel
yang direkomendasikan adalah fuel dengan
klasifikasi standard ASTM D 975 No. 2D.
SULFUR CONTENT (FUEL) AND TBN
Gambar diagram disebelah kanan menunjukkan

hubungan antara kandungan sulfur yang
terdapat dalam fuel dengan nilai basa/alkali
(TBN). Nilai TBN akan turun bila kadar (%)
sulfur dalam fuel semakin tinggi.
Oleh karena itu, sangat penting untuk
mengetahui kandungan sulfur saat memilih fuel
yang tepat untuk digunakan.
SULFUR CONTENT (FUEL) AND N-PENTANE ISOLUBE
Fuel dengan kadar sulfur tinggi akan

menghasilkan banyak sekali jelaga (soot) dari
hasil pembakarannya. Bila jumlah soot
meningkat, viskositas-nya akan naik, akibatnya
fungsi oil sebagai lubricant akan turun. Hal ini
menyebabkan berbagai masalah atau
kerusakan, misalnya akan terjadi keausan
abnormal dan kebuntuan pada oil filter.
SULFUR CONTENT - COMPLETED COMBUSTION
FUEL(CnH2n) UDARA
EXHAUST GAS
SULFUR (21%O2,78%N
CO2+H2O+SO2+N2
(S max. 0.5 %) 2,1% Others)
Sulfur yang terkandung didalam fuel pada

proses pembakaran akan teroksidasi (bereaksi
dengan oxygen O2) dan membentuk gas SO2
(sulfur dioxide), dan sebagian akan berubah
menjadi SO3 (sulfur trioxide), jika temperature
pembakaran drop secara cepat ketika langkah
expansion (power).
Selanjutnya gas SO3 akan bereaksi dengan
embun H2O yang dihasilkan pembakaran dan
membentuk asam sulfat (H2SO4) yang sangat
korosif.
S + O2  SO2 (gas) (1)
2SO2 + O2  2SO3 (gas) (2)
SO3 + H2O(embun)  H2SO4 (cair) (3)
Asam sulfat yang dihasilkan bisa terbentuk

didalam ruang pembakaran dan/atau diluar
ruang bakar. Kalau proses (2) dan (3)
berlangsung didalam crankcase, karena selama
engine beroperasi selalu terjadi blow-by
(kebocoran gas hasil pembakaran lewat piston
ring), asam sulfat yang terbentuk akan
mencemari oil. Akibatnya nilai TBN turun dan
fungsi oil tidak sempurna.
INCOMPLETED COMBUSTION
Dalam hal ini, dapat terjadi karena disebabkan

antara lain : kualitas fuel jelek (kandungan
sulfur tinggi), fuel injection pump rusak,
injector/nozzle rusak, atau Air restriction dari
Air cleaner besar (over-fueling), maka hasil
pembakaran selain dihasilkan gas-gas CO2,
H2O(uap), SO2, SO3, juga timbul partikel-
partikel carbon (C) dan sulfur (S) yang berupa
jelaga (soot). Soot ini akan mencemari oil,
sehingga n-pentane naik.
VISCOSITAS AND TEMPERATURE
Kemampuan dan ketebalan oil film berbeda-

beda sesuai dengan viscositas grade suatu oil.
Bila oli berviskositas rendah digunakan pada
high temperature, maka oil film akan pecah,
dan menyebabkan kerusakan pada bearing.
Gambar sebelah kanan menunjukkan hubungan
antara viscositas grade dengan temperatur
kerusakan/jammed-nya suatu bearing.
Jadi sangat penting untuk memilih dan
menentukan oil yang digunakan agar sesuai
dengan ambient temperature-nya, dan harus
diperhatikan terhadap perubahan viskositas
yang disebabkan karena engine overheating
atau pendinginan (oil cooling effect) yang
kurang sempurna.
OIL LIFE AND TEPERATURE
Bila oil temperature naik, tidak hanya

mengakibatkan oil viscosity menurun, tetapi
umur oli-pun akan berkurang.
Seperti dapat dilihat dari gambar sebelah
kanan, umur oli engine berkurang kira-kira
50% kalau oli digunakan pada temperatur 10oC
diatas specified temperature.
Oleh karena itu, harus diperhatikan untuk
mencegah terjadinya kenaikan oil temperature
yang disebabkan terjadinya overheating karena
kerusakan water pump, radiator buntu, atau air
pendingin kurang. Jika engine oil temperature
naik, anda harus menemukan penyebabnya dan
lakukan perbaikan.
MULTIGRADE OIL
Multigrade oil dibuat dari low-viscosity base

oil dan viscosity index-nya dinaikan, sehingga
mudah mengalir pada temperature rendah dan
viskositasnya tetap tinggi pada temperatur
tinggi.
Sebagai contoh SAE 10W/30 dan SAE 15W/40
dan jika multigrade oil digunakan pada engine,
mempunyai kelebihan sebagai berikut:
1. Dibandingkan dengan oil yang ber-
viskositas rendah seperti oil SAE10W, oil
film pada multigrade lebih kental dan tidak
terjadi penurunan ketahanan engine
meskipun pada temperatur tinggi. Sehingga
hasilnya oli memberikan suatu rentang
temperature penggunaan yang luas dan
dapat digunakan lebih lama.
2. Viskositas cenderung stabil meskipun
terjadi perubahan temperature. Kemampuan
start untuk multigrade oil lebih baik dari
pada single grade oil yang berviskositas
tinggi seperti oil SAE30 atau SAE40, dan
akan berdampak terhadap penurunan fuel
consumption.
3. Oil consumption lebih rendah dibandingkan
dengan single grade oil yang berviskositas
tinggi seperti SAE30 atau SAE40.
WARNING MEMPERPANJANG UMUR ENGINE

Multigrade oil juga dapat digunakan untuk • Gunakan oli yang tepat.
hydraulic system. Tetapi jangan menggunakan • Hindari kontaminasi.
multigrade oil untuk transmission dan final • Gunakan fuel yang tepat.
drive. • Ganti oli secara periodik.
Alasannya adalah clutch bekerja berdasarkan • Hindari overheat yang terus menerus.
friction (gesekan) dengan putaran tinggi dan • Hindari temperatur gas buang yang terlalu
temperature tinggi, sedangkan gear mendapat tinggi.
tekanan-beban permukaan yang sangat tinggi,
sehingga additive2 yang ditambahkan untuk
meningkatkan viscosity index, justru secara
mekanikal akan kehilangan fungsinya dalam
waktu yang singkat.
Akibatnya, viskositas menurun dan hal ini akan
menyebabkan kerusakan seperti clutch cepat
aus, atau scuffing, atau terjadi keausan
abnormal pada teeth gear.
WATER
COOLING SYSTEM
Panas yang timbul dari hasil proses Energi yang diserap oleh sistem pendingin
pembakaran di dalam engine sangat tinggi, sekitar 20% dari panas yang dihasilkan
sehingga diperlukan sistim pendinginan untuk pembakaran guel, dibuang sebagai exhaust gas
mengatur temperature kerja engine, supaya sekitar 42%, dan yang diubah menjadi tenaga
engine bekerja dengan performance yang mekanis sekitar 38%.
optimum dan dapat menghindari kerusakan Pada umumnya yang dipakai sebagai media
pada komponen akibat panas yang tinggi tadi. pendingin (coolant) digunakan air, karena air
mempunyai “cooling effect”yang baik.
Gambar dibawah memperlihatkan cooling system pada engine diesel secara umum.
To extend engine life
Prevent overheating and Change the cooling water

overcooling periodically and flush the system
Use good quality cooling Use the appropriate anti-

water freeze and additive
Periodically clean and inspect the

radiator, engine area dan cooling system
AIR (WATER)
Air merupakan media yang paling baik untuk

digunakan dalam cooling system, disamping itu
mudah didapatkan, namun air natural secara
umum mempunyai sifat yang selalu
mengandung zat-zat organik, zat anorganik,
atau zat kimia lain yang dapat menghasilkan
endapan (scale) pada permukaan sisi dalam
cooling system, disamping air sendiri dapat
menyebabkan korosif pada besi atau logam
lainya. Zat zat yang terkandung didalam air
natural dan sifat-sifatnya berbeda menurut
tempatnya
.
QUALITY OF WATER ACCORDING TO LOCATION
Sea water (air laut) Fresh water (air tawar) Artificially treated (air olahan)
City water Industrial water
Subterranean water / Surface water / air

air bawah tanah permukaan
Well water Spring water River water Lake water

(air sumur) (mata air) (air sungai) (air danau)
CATEGORY OF WATER ACCORDING TO QUALITY
Hardness pH value
Hard water Soft water Acid water Alkaline water

(air asam) (air basa)
VARIOUS CHARACTERISTIC OF NATURAL WATER
TYPE AND QUANTITIES OF IMPURITIES HARDNESS

(kandungan kotoran) • Besi dan mangan pada umumnya terkandung
• Sodium chlorida (NaCl), garam-garam dalam air hanya dalam kuantitas yang kecil.
senyawa antara calcium (Ca), magesium Hardness (kekerasan) air terbentuk karena
(Mg), iron (Fe), mangan (Mn) dengan adanya kandungan limestone (CaCO3,
chlorida, sulphat, carbonat, nitrat, nitrit, dan calcium carbonat), dan magnesia (MgCO3,
zat-zat organik, dll. magnesium carbonat). Kekerasan dari air
ditentukan dengan banyaknya zat-zat ini yang
ACTION OF CARBONIC ACID larut didalam air. Senyawa2 kimia ini larut
(pengaruh asam carbonat) dan membentuk scale (kerak) dan endapan.
• Asam carbonat dapat menguraikan senyawa- Hardness air dinyatakan dengan :
senyawa sulfida, menghasilkan hydrogen 1. German Hardness
sulfida. Zat ini menyebabkan pencemaran 10, artinya jika 10 gram lime (CaO) larut
pada air bawah tanah. dalam 1 m3 (1.000.000 ml) air.
Suatu factor CaO/MgO = 1.4 (7.14 gram
SOLLUBILITY AND MUTUAL REACTION magnesium oxida (MgO) bila ada 10 gram
OF SALT (daya larut garam) Calcium oxida (CAO) digunakan untuk
• Reaksi mutual dari garam sangat mengkoresikan ke limestone hardness.
mempengaruhi kemampuan air untuk 2. French hardness
melarutkan zat-zat. Sehingga didalam air 10, artinya jika 10 gram Calcium carbonat
garam, zat-zat lebih mudah melarut. (CaCO3) larut dalam 1m3 air.
Jika dikonversikan dalam German hardness
CORROTION ACTION OF WATER sama dengan 0.56.
(korosi yang dipengaruh air) 3. British hardness
• Jika metal dicelupkan kedalam air, timbul 10, artinya jika 10 gram Calcium carbonat
suatu perbedaan electric potential, dan hal ini (CaCO3) larut dalam 0.7 m3 air.
seperti suatu cell (accu) yang kecil yang Jika dikonversikan dalamGerman hardness
menghasilkan arus listrik. sama dengan 0.8.
Jika ada oxygen terurai didalam air (peristiwa
elektrolisa), akan menyebabkan terjadinya CATEGORY OF WATER HARDNESS
peng-oksidasi-an hydrogen, yang mengakibat (German hardness)
kan korosif. Lapisan tipis air yang melekat • Extremely soft water 0 ~ 4 Ppm
pada permukaan material komponen mesin • Soft water 4 ~ 8 Ppm
akan menimbulkan karat dan meningkatkan • Medium water 8 ~ 12 Ppm
korosif. • Slightly hard water 12 ~ 18 Ppm
• Hard water 18 ~ 30 Ppm
• Extremely hard water diatas 30 Ppm
Note:
 1 Ppm, sama dengan 1 gram material yang
terkandung dalam 1 m3 fluid.
 Hardness air misalkan 8, artinya 8 gram
CaO (lime) terkandung dalam 1 m3
(1.000.000 ml) air.
 Ppm singkatan dari part per million
GOOD WATER AND BAD WATER AS COOLANT
AIR YANG BAIK SEBAGAI COOLANT

• Mengandung tingkat pencemaran / kotoran
yang rendah.
• Air tawar yang tidak mengandung garam.
• Air dengan tingkat kekerasan (hardness) yang
rendah.
• Atau air yang memenuhi standard kualitas
untuk :
City water (air ledeng)
Air suling
Air yang telah diolah dengan alat pelunak air
(water treatment) atau alat pembersih
(purifying).
AIR YANG JELEK SEBAGAI COOLANT

• Mengandung tingkat pencemaran yang
tinggi.
• Air dengan tingkat kekerasan yang tinggi.
• Air yang mengandung garam : air sungai, air
pompa, air sumur, air laut, air dari kolam.
STANDARD KUALITAS CITY WATER

• Nilai pH : 6.8 - 7.5
• Total hardness (CaO) : Max. 5 Ppm
• Mengandung ion sulfat (SO42-) : Max. 5 Ppm
• Mengandung ion chlorida (Cl-) : Max. 5 Ppm
PROBLEM ARISING WHEN BAD WATER IS USED, AND THE CAUSES OF THE PROBLEMS
RUST - Penyebab
Udara (oxigen), garam dan exhaust gas yang
larut di dalam air akan menghasilkan oxigen
dan ion chlor (Cl-), ion asam sulfat (SO42-),
dan hal ini merusak besi.
Bila temperatur air yang mengandung garam
naik, proses korosi berlangsung secara cepat.
Hal ini terjadi karena ion Cl- dan ion SO42-
yang menempel pada permukaan besi akan
menyebabkan besi teroksidasi.
Akibatnya terjadi karat diberbagai tempat pada
permukaan yang dilewati coolant.
SCALE - Penyebab
Magnesium- dan calcium-bicarbonat yang
terkandung didalam air mengurai karena
pengaruh panas dan membentuk scale.
Calcium bicarbonat dan/atau magnesoum
bicarbonat masing-masing mengurai menjadi
calcium carbonat (CaCO3) dan magnesium
carbonat(MgCO3), dan bila menyentuh besi
yang panas garam2 carbonat akan membentuk
scale. (Ion-ion korosif : Cl- dan SO42-).
Bila sodium bicarbonat (NaHCO3)
berhubungan dengan temperatur tinggi, akan
membentuk sodiumcarbonat Na2CO3 dan larut
dalam air, namun tidak membentuk scale.
Bila cooling system ditambahkan antifreeze
yang berkualitas jelek, silika (pasir) akan
mengendap dan membentuk scale.
Silika merupakan partikel-partikel batu, tidak
larut didalam air tetapi tetap bercampur.
Jika menempel pada dinding yang panas
menjadi scale yang keras, dan sukar untuk
dilepas dari dinding tadi.
Pada air yang mempunyai keasaman lebih
tinggi, dan air yang lebih keruh, scale lebih
mudah untuk dilepas dari dinding.
Akibat penempelan scale pada permukaan
dinding saluran pendingin, cooling effect
menjadi turun fungsinya, sehingga terjadi
problem:
• Overheating, karena scale menghambat heat
transfer.
• Kerusakan piston dan liner.
• Pitting.
BOILING POINT OF WATER
Grafik dibawah ini memperlihatkan hubungan antara titik didih air (boiling point) dengan altitude
(ketinggian diatas permukaan laut).
Boiling point at Actuating temperature of pressure valve

atmospheric pressure (pressure difference 0.75 kg/cm2)
4000
3000
Altitude
(meter)
2000
1000
0 80 90 100 110
Temperature oC
Pada sea level (tekanan atmosfer 760 mmHg) Pada grafik, jika diatas air diberikan tekanan
air mendidih pada temperature 100oC, jika sebesar 0.75 kg/cm2 (differential pressure),
ketinggian suatu tempat permukaan semakin maka titik didih air naik menjadi 115oC, pada
tinggi, misalnya diatas gunung, tekanan sea level.
atmosfer lebih rendah, dibawah 760 mmHg, Untuk menjaga supaya tekanan udara didalam
titik didih air akan semakin rendah, dibawah radiator tidak dipengaruhi tekanan atmosfer,
100oC. pada radiator dilengkapi dengan radiator valve,
Bila unit beroperasi di daerah ketinggian, yang berfungsi menjaga dan membatasi
misalkan pada tempat dengan ketinggian tekanan (diff. Pressure) dan mencegah terjadi
4000m (Freeport) diatas permukaan laut, titik ke-vacuum-an didalam radiator saat engine
didih sekitar 86oC, sedangkan temperature menjadi dingin. Pada umumnya tekanan
optimum kerja engine antara 70oC-95oC, maka didalam radiator dijaga sekitar 0.75 kg/cm2.
air radiator akan mendidih dan menyebabkan Antifreeze dapat ditambahkan kedalam sistim
engine rusak (overheating). pendingin, karena selain untuk menurunkan
Untuk mencegah hal diatas, titik didih air freezing point, juga menaikan boiling point.
didalam radiator tidak boleh dipengaruhi oleh
tekanan udara luar, dan selama engine hidup
tekanan (udara) didalam radiator harus lebih
besar daripada tekanan udara luar (differential
pressure), agar supaya titik didih air naik diatas
100oC.
RADIATOR VALVE
RADIATOR VALVE terdiri dari:

• Pressure Relief Valve
Valve ini bekerja untuk menyekat tekanan
udara didalam radiator dengan udara luar
sampai pada batas perbedaan tekanan yang
diizinkan, pada umumnya tekanan kerja
valve di-set 0.75 kg/cm2 (differential
pressure). Dengan demikian pada temperatur
kerja engine, air pendingin tidak akan
mendidih, dan tidak meluap.
Dengan adanya tekanan didalam radiator
yang tersekat, akan lebih susah air
membentuk gelembung-gelembung yang
akan menempel dinding luar liner atau
gelembung karena putaran water pump,
sehingga pitting cavitation atau corrosion
dapat dicegah.
Jika tekanan didalam radiator diset lebih
tinggi, akan mengakibatkan tegangan dalam
(internal stress) yang bekerja pada
komponen-komponen engine menjadi naik,
sehingga merusak komponen-komponen tsb.
• Vacuum Valve
Setelah engine berhenti, dan temperatur dari
sistim pendingin menjadi turun,
menyebabkan terjadi negative pressure
didalam sistim pendingin, maka mencegah
hal itu radiator valve bekerja sebagai vacuum
valve, sehingga internal stress karena
kevacuuman dapat dicegah.
• Radiator Cap
Pada umumnya radiator valve dipasang assy
dengan cap radiator, sehingga cap membawa
peran yang sangat penting dalam
pengontrolan temperatur kerja sistim
pendingin.
Secara periodik cap radiator atau radiator
valve harus diperiksa, jika opening pressure
diluar specifikasi ganti cap.
• TOOL untuk test radiator valve atau cap
radiator: RADIATOR CAP TESTER.
CORROSION RESISTOR
Corrosion resistor dipasang dalam sistim pendingin engine, bertujuan supaya “cooling effect” sistim
pendingin menjadi lebih baik, sehingga dapat meningkatkan ketahanan dan memperpanjang umur
engine, liner, dan oil cooler. Juga untuk mencegah terjadinya pitting yang disebabkan karena
cavitation.
Coolant yang telah bersih dan Inhibitor yang
telah larut ke dalam coolant
INHIBITOR
Zat kimia padat berwarna putih

yang larut dalam air dan
membentuk lapisan film pada PAPER ELEMENT
permukaan luar silinder liner, dan
juga membuat lebih sukar untuk
scale melekat pada permukaan
cylider dan block. Zat kimia tsb. Element berfungsi sebagai
Dapat membuyarkan scale dan penyaring kotoran dan
mencampurkan dalam air, dan partikel partikel scale atau
membuangnya bersama air rust dalam coolant.
pendingin saat penggantian air. Dengan demikian, element
Jika zat kimia yang dilarutkan tsb dapat mengurangi
terlalu lama dan telah menjadi scale atau rust yang
lebih rendah concentrate-nya atau menempel pada saluran
encer karena sering penambahan sistim pendingin, dan juga
air pada sistim pendingin, secara melindungi seal water
bertahap akan hilang efeknya. pump.
Prop Corotion Resistance

Compo Effect of Coolant
INHIBITORS Composition of inhibitors or
sition
tion AL Fc
Meningkatkan sifat alkali/basa pada air,
BUFFER AGENT sehingga dapat mencegah korosi pada cast Borate 40  
iron, tidak berfungsi untuk aluminium.
IRON CORROSION Membuat lapisan film pada permukaan 20-
INHIBITOR (liner) cast iron, untuk mencegah corrosion.
Nitrate
25 ----- 
CAVITATION PITTING Mencegah cavitation pada aluminium
INHIBITOR
Silicate 5-15  -----
ALUMINIUM CORROSION Mencegah korosi pada aluminium 20-
INHIBITOR
Nitrate
30  -----
COPPER, COPPER ALLOY Mencegah korosi pada copper (tembaga)
CORROSION INHIBITOR dan pada brass (kuningan).
Triazole 5-10 ----- -----
ANTI-SCALE ADDITIVE Mencegah terbentuknya scale Polymer 2-5 ----- -----
Mencegah terjadi cavitation dengan Special Max
ANTI-FOAM AGENT
mengurangi buih dalam air additive . 0,5  
Note :  : no corrosion resistance effect, causes corrosion,  : good,  : excellent

MECHANISM OF CORROSION RESISTANCE
 Pencegahan cavitation pada engine cylinder

liner didapatkan dengan secara bersamaan
oleh empat type inhibitor : cavitation
pitting inhibitor, PH adjustment agent, iron
corrosion inhibitor dan copper, copper alloy
corrosion inhibitor.
 Porsi penggunaan inhibitor yang tepat
dapat mencegah corrosion tidak hanya pada
cast iron dan copper, tetapi juga pada
aluminium, solder, brass (kuningan) dan
berbagai metal lainnya.
MECHANISM OF PITTING
Saat piston bergerak naik, cylinder

liner juga akan tertekan oleh piston
dan cenderung bergerak sedikit ke ECHO EFFECT
kanan
Echo (gema) getaran semakin
meningkatkan pembentukan dan
peledakan bubble
Timbul gelembung2 udara (bubble)
pada permukaan cylinder liner sisi
sebelahnya
Saat piston mulai bergerak turun,

liner akan bergerak sedikit,
sehingga bubble akan terpukul oleh
permukaan liner dan meledak, yang
menimbulkan high pressure dan
merusak liner
CORROSION
Karena kerusakan pada permukaan Pressure yang dihasilkan saat

liner tersebut, akan mempermudah bubble meledak, akan menghilang
terbentuknya bubble, sehingga kan corrosion prevention film,
mempercepat proses kerusakan dan sehingga mempermudah timbulnya
cavitaion pitting corrosion pada permukaan liner
PREVENTION OF CORROTION BY ALKANITY
Jika water coolant dibuat alkaline (bersifat

basa), maka akan mencegah corrosion pada
iron dan cast iron
(untuk perbandingan yang lebih detail, lihat
halaman berikutnya)
PREVENTION OF CORROTION BY ALUMINIUM
Pada rentang pH neutral 6.8-7.5 besi lebih

mudah korosif dibandingkan aluminium, sama
halnya dengan nilai pH kecil (asam).
• Dengan ditambahkan buffer agent pada • Pada grafik terlihat dengan penambahan
corrosion resistor, coolant menjadi bersifat inhibitor tadi grafik korosif aluminium
basa (alkali), sehingga dapat menghambat bergeser kekanan (daerah yang diarsir).
proses korosif pada besi, sebaliknya untuk Inhibitor Komatsu lebih kuat dibanding
aluminium malah mudah berkarat (kororsif), dengan inhibitor yang biasa,
untuk itu pada corrosion resistor ditambahkan • Dari grafik dapat dilihat nilai pH yang baik
“powerfull aluminium corrosion inhibitor”, untuk cooling system ada pada rentang 9.0-
dengan concentrate yang sesuai dapat 11, dimana aman untuk besi maupun untuk
menghambat korosif pada aluminium. aluminium.
Sketsa perbandingan pemakaian Al-inhibitor (Komatsu) dengan general Al-inhibitor.
Water flow Speed of water
Protective film Protective film

dibentuk oleh dibentuk oleh
general aluminiium Komatsu exclusive
corrosion inhobitor corrosion inhobitor
 Pengukuran dilakukan dengan memasukkan

inhibitor yang juga mencegah corrosion pada
copper dan solder.
TESTING WATER QUALITY WATER TREATMENT
Saat pertama kali anda memilih air untuk Jika hanya tersedia hard water, anda dapat
radiator coolant, selalu lakukan water quality menggunakan water softener untuk memper-
test untuk menentukan apakah water quality- lunak air-nya, atau dapat juga menambahkan
nya sesuai yang standart. additive ke dalam air untuk mencegah terjadi-
Water quality yang baik harus selalu anda nya scale atau corrosion. Water softener atau
gunakan, tetapi jika anda terpaksa mengguna- scale & corrosion prevention additive banyak
kan water quality yang jelek, berarti anda harus dipasaran yang dibuat oleh pabrik2 water
melakukan water treatment atau menurunkan treatment equipment.
interval penggantian radiator coolant. Tetapi jika anda kesulitan mendapatkan
keduanya, dan hard water yang terpaksa anda
gunakan, anda dapat memanaskannya terlebih
dahulu, kemudian setelah dingin, gunakan
hanya bagian air yang diatas.
Saat anda mendidihkannya, kandungan seperti
calcium bicarbonate akan terurai oleh panas
menjadi calcium carbonate yang berupa
endapan di bagian bawah air. Pemanasan air
sampai mendidih juga mengurangi jumlah
oxygen yang terlarut dalam air. Jika anda
menggunakan air yang mengandung silica,
biarkan selama beberapa hari dalam suatu
tempat yang tidak bisa berkarat, kemudian
gunakan hanya air bagian atasnya saja.
STANDARTS FOR WATER QUALITY STANDARTS OF USE FOR CORROSION RESISTOR

(INHIBITOR)
EXAMPLE OF PROBLEM THAT CAUSE TROUBLE WITH COOLING WATER

EXAMPLES OF PROBLEMS
Contoh jika corrosion resistor tidak digunakan dan saat program maintenance tidak dilakukan secara
tepat dan benar.
Corrosion terjadi merata pada Pitting pada permukaan liner

semua permukaan liner
Corrosion pada impeller Corrosion di antara cast iron

water pump pada permukaan cylinder
block
Scale yang menempel pada

permukaan cylinder liner
ANTI FREEZE
Anti freeze digunakan untuk mencegah Oleh sebab itu, untuk daerah dingin dimana
kerusakan engine yang disebabkan karena temperature udara luar dibawah 0oC, harus
membekunya water coolant pada daerah yang ditambahkan ANTI FREEZE untuk mencegah
bertemperature dingin (winter). Air membeku pembekuan. Jika air membeku volumenya akan
pada 0oC, tetapi jika beberapa additive bertambah 1.1 kali; energy yang dihasilkan
dilarutkan dalam air, titik beku (freezing point) karena pembekuan air didalam saluran coolant
akan menjadi lebih rendah. Air laut akan memecahkan cyllinder liner, water jacket,
mengandung garam, sehingga air laut radiator bocor dll yang berhubungan dengan
membeku sekitar –2.5oC. Jika pada kandungan water coolant.
(concentrate) garam dalam air dinaikan, maka Freezing temperature dapat berbeda-beda
titik beku air akan menjadi rendah lagi. Akan sesuai dengan jumlah (concentrate) antifreeze
tetapi, kita tidak dapat melakukan penambahan yang dicampurkan, juga tergantung jenis
garam pada coolant system, karena garam antifreeze & manufacturenya.
bersifat sangat korosif, yang akan merusak
komponen engine.
PROPORTION OF ANTIFREEZE AND FREEZING POINT
Secara normal, freezing temperature dapat

diturunkan dengan menambahkan lebih banyak
anti-freeze, tetapi jika terlalu banyak yang
ditambahkan, freezing point justru akan
menjadi lebih tinggi.
Cara untuk menentukan seberapa banyak anti-
freeze yang digunakan adalah dengan memper
hatikan temperature terendah yang terjadi dan
diturunkan sekitar 10oC untuk pertimbangan
keamanan.
Untuk detail perbandingan antifreeze, perhati-
kan MSDS-nya.
COMPARISON OF TYPE AND COMPOSITION OF ANTI-FREEZE
CHARAC- BOILING POINT OF

TYPE COMPOSITION TOXICITY
TERISTICS MIXTURE
Semi-Permanent Campuran ethylene glycol Jika anda minum Mudah sekali Dibawah 100oC
type (SPT) dan methyl alcohol (glycol mengakibatkan menguap
type + alcohol type) (corro kebutaan
sion resistance agent, anti
foamant)
Permanent type ethylene glycol (glycol type) Beracun jika Tidak mudah Diatas 100oC
(PT) (corrosion resistance agent, diminum menguap
anti foamant)
Note
 Untuk Anti-freeze permanent type, tidak
terjadi masalah jika anda mencampurnya
antara 2 merek yang berbeda, tetapi anda
tidakboleh mencampur antara anti-freeze
permananent type (PT) dengan semi-
permanent type (SPT).
PROPORTION OF ANTIFREEZE AND BOILING POINT
Diagram disamping merupakan contoh hubung

an antara boiling point yang berubah sesuai
dengan proporsi penambahan anti-freeze ke
dalam water coolant. Tampak jika jumlah anti-
freeze (permanent type) meningkat, maka
boiling point juga akan meningkat, tetapi untuk
semi-permanent type, boiling point-nya justru
turun.
Jika unit mempunyai pressurized radiator,
meskipun coolant temperature naik dan
cenderung akan mendidih, maka internal
pressure-nya akan naik. Sehingga boiling
point-nya juga akan naik, dan air tidak bisa
mendidih.
Jika radiator dapat berpressure sampai dengan
1.8 atm, bayangkan berapa tingginya boiling
point akan naik. Lihat kecenderungan
grafiknya.
RELATIONSHIP BETWEEN TEMPERATURE AND VISCOSITY, AND TEMPERATURE AND

SPESIFIC HEAT OF ANTIFREEZE
Jika anti-freeze ditambahkan ke dalam air,

maka viscositas air akan berubah. Dalam
beberapa kasus, aliran air akan berubah,
mengurangi cooling effect dan menyebabkan
kecepatan alir air menjadi lebih lambat,
sehingga mengurangi tingkat mechanical
corrosion.
Karena jumlah anti-freeze, specific heat air
akan turun, dan cooling effectnya juga
berkurang. Jika terjadi kecenderungan over
heat, anti-freeze dapat anda ganti dengan air.
AIR
INTAKE SYSTEM
COMPLETE COMBUSTION AND INCOMPLETE COMBUSTION
Pada engine, fuel didalam combustion cylinder

akan dibakar untuk menghasilkan expansion
power dari gas yang terbakar dan menimbulkan
putaran.
Oleh karena itu, jika combustion yang terjadi
hanya rendah, maka akan terjadi penurunan
rotating power. Agar fuel dapat terbakar, tentu
saja membutuhkan oxygen. Udara bebas di
sekeliling kita sebenarnya merupakan sumber
oxygen. Oxygen terkandung sebanyak 21%
dalam udara bebas.
Composition of Air
Yang biasa kita sebut sebagai oxygen

sebenarnya merupakan kumpulan molecule2
oxygen. Oxygen molecule (02) terbentuk dari
penggabungan dua oxygen atom (0).
Fuel terdiri dari kumpulan molecul dalam
jumlah yang besar dan terbentuk karena
penggabungan antara carbon atom (C) dan
hydrogen atom (H).
Jika digambarkan berbagai atom itu sebagai
bola, maka oxygen dan fuel molecule akan
tampak seperti pada gambar disamping.
Typical diagram of molecular structure

Saat fuel dan oxygen berada dalam suatu

ruangan yang bertemperature dan berpressure
tinggi, maka fuel molecule akan dibebaskan
dari kesatuannya dan terpisah menjadi carbon
atom (C) dan hydrogen atom (H).
Saat berulang kali menghasilkan panas, carbon
atom (C) dan hydrogen atom (H) akan bereaksi
dan lebih mudah bergabung dengan oxygen
atoms (O) untuk membentuk carbon dioxide
gas (C02) and water (H20: water vapor at high
temperature).
2nCxHx + 3/2n02  2nCO2 + n H2O
Reaction tersebut yang disebut combustion.
Jika semua carbon dan hydrogen molecule
dalam fuel bisa bergabung dengan oxygen
dengan cara di atas, maka akan terjadi
complete combustion.
Tetapi jika terjadi kekurangan oxygen, atau
carbon molecule gagal bertemu dengan oxygen
molecules sebelum combustion terjadi secara
sempurna, maka carbon monoxide (CO) juga
akan terbentuk disamping carbon dioxide
(C02), atau carbon molecules (C) tetap berdiri
bebas dan tidak bereaksi dengan oxygen
molecule. Hal inilah yang disebut incomplete
combustion.
Gas carbon dioxide (CO2) dan water vapor Jumlah udara (dihitung) minimum yang
(H20) yang terbentuk dari penggabungan antar dibutuhkan oleh sejumlah fuel disebut
molecule tidak akan membahayakan makluk Theoretical Air.
hidup, tetapi carbon monoxide (CO) Jika memungkinkan terjadinya complete
merupakan unstable molecule yang dapat combustion terhadap fuel dengan theoretical
bereaksi dan bergabung dengan oxygen untuk Air, maka semua fuel yang diinjeksikan ke
menghasilkan carbon dioxide gas, yang combustion chamber akan menjadi carbon
berbahaya bagi makluk hidup. dioxide gas dan water vapor, dan tidak terjadi
Parahnya, carbon monoxide tidak berwarna carbon monoxide atau free carbon, serta semua
atau berbau, so tidak dapat anda lihat meskipun oxygen yang masuk ke combustion chamber
terkandung dalam exhaust gas. Carbon akan digunakan sepenuhnya, so tidak ada
molecule yg bebas tersebut muncul berbentuk oxygen yang tersisa.
carbon particle (soot), dan bercampur dengan Untuk mendapatkan complete combustion
exhaust gas yang berupa black smoke, yang untuk 1gram fuel, diperhitungkan diperlukan
mencemari lingkungan sekitarnya. 14.5 gram udara. Secara sederhana, 14.5 gram
Salah satu keuntungan diesel engine adalah udara untuk setiap 1 gram fuel, jika
carbon monoxide gas dalam exhaust gas lebih dikonversikan menjadi volume udara, berarti
sedikit dari pada gasoline engine. diperlukan sekitar 12 liter udara, pada level
Untuk memastikan terjadinya fuel terbakar permukaan air laut.
sempurna, diperlukan suatu system yang
menyediakan sejumlah oxygen yang sesuai
dengan jumlah fuel.
EXCESS AIR RATIO
Saat melakukan proses pembakaran fuel Excess Air sangat diperlukan untuk kerja
didalam engine cylinder, satu cycle combustion engine, tujuannya adalah:
time-nya relative pendek, maka jika hanya • Pembakaran fuel selama engine bekerja tetap
theoretical Air yang dimasukkan ke dalam sempurna, sehingga menghasilkan power
combustion chamber, molecule fuel tidak yang optimum pada semua kondisi kerja
cukup punya waktu untuk bertemu dengan engine.
oxygen sebelum combustion terjadi dengan • Excess air juga menyerap panas hasil
sempurna. Yang justru menyebabkan terjadi- pembakaran, sehingga temperatur exhaust
nya incomplete combustion. (sebagai contoh, gas relative rendah (sebagai cooler).
jika engine speed 1800 rpm, waktu yang
diperlukan untuk satu combustion cycle sekitar
1180 detik.)
Untuk mencegah terjadinya incomplete com-
bustion, actual-nya harus lebih banyak jumlah
udara daripada theoretical Air yang dimasuk-
kan untuk memastikan terjadinya completed
combustion (pembakaran yang sempurna).
Excess Air Ratio digunakan sebagai index
untuk menunjukkan seberapa banyak kelebihan
udara yang dimasukkan ke dalam combustion
chamber.
Excess Air Ratio menunjukkan seberapa kali
jumlah udara yang sebenarnya di supply ke
dalam combustion chamber lebih besar dari
theoretical Air.
Sebagai contoh, jika 18 liter udara dimasukkan
untuk setiap 1gram fuel, dan theoretical Air
adalah 12 liter, maka excess air ratio-nya
adalah 1.5.
Pada engine, ukuran diameter cylinder tidak
bisa berubah2, maka jumlah udara yang bisa
dihisapnya tentu saja juga constant. Sehingga
keterkaitan antara fuel injected dan excess air
ratio seperti berikut.
 Lebih banyak fuel yang di-injected, maka
excess air ratio menjadi lebih kecil
 Lebih sedikit fuel yang di-injected, maka
excess air ratio menjadi lebih besar
Diesel engine yang dipasang pada construction
equipment, excess air ratio telah di-set sekitar
1.5 sampai 2.0 untuk saat jumlah maksimum
fuel yang di-injected.
Excess air ratio berbeda-beda sesuai
karateristik dan spesifikasi masing masing
engine.
EXCESS AIR RATIO
Jika Excess Air Ratio bertambah kecil maka Excess Air Ratio terlalu kecil disebabkan
akan mengakibatkan kenaikan temperature gas karena:
exhaust, dan akan mencapai peak temperatur 1. Problem pada AIR INTAKE SYSTEM
saat Excess Air Ratio mendekati 1, jika kondisi • Air restriction dari Air Cleaner terlalu besar
tersebut terjadi terus menerus, akan (air cleaner buntu); batas air restriction
menyebabkan terjadi problem: maximum pada sea level adalah 25
• Cylinder head cracks, valve melting, inchH2O (650 mmH2O).
• Piston melting atau crack, piston dan liner • Turbocharger rusak atau ada kebocoran
lecet (peeling), pada saluran udara antara turbochager dan
• Turbocharger membara / cracks, intake manifold.
• Overheat pada lube system dan cooling • Valve timing.
system,
• Cepat terjadi soot, dll. 2. Problem pada FUEL SYSTEM
• Quantity bahan bakar yang diinjeksikan
melebihi batas maximum standarnya (over
fueling), akan terjadi power cenderung
lebih tinggi selama air restriction masih
rendah (air cleaner bersih), jika air
restriction makin besar selama engine
bekerja temperatur gas buang makin tinggi
(excess air ratio makin rendah) dan
seandainya air cleaner makin kotor akan
terjadi pembakaran tidak sempurna
sehingga kabut fuel hasil injeksi berubah
menjadi partikel carbon/ jelaga (soot). Jadi,
bila overfueling kemungkinan terjadinya
temperatur exhaust gas terlalu tinggi dan
soot akan terjadi lebih cepat dibandingkan
dengan kondisi fuel supply normal,
walaupun air restriction dari air cleaner
masih dibawah 25 inch H2O.
Akibat hal ini, banyak terjadi problem
engine seperti cylinder head retak, exhaust
manifold atau turbocharger membara retak,
valve melting, dll. Overheat pada lube dan
cooling system, penaikan viskositas oli
karena bercampur dengan soot (n-pentane
insoluble naik) sehingga pelumasan tidak
sempurna.
• Injection Timing tidak tepat.
SUPERCHARGER
Jumlah udara yang dihisap kedalam cylinder Pada high altitude (dataran tinggi), density -
engine ditentukan sesuai piston stroke (piston tingkat kepadatan udara menjadi lebih rendah,
displacement) di dalam cylinder, sehingga ada jika dibandingkan dengan low altitude. Berat
batasan jumlah fuel yang dapat dibakar sesuai udara dengan volume yang sama akan lebih
udara yang masuk ke dalam cylinder. Jika fuel ringan. Pada low altitude, 1 liter udara : 1.2
yang di-injection-kan lebih banyak dari limit, gram, tetapi pada 3800 m, beratnya hanya 0.77
kelebihan fuel justru akan menyebabkan gram.
incomplete combustion, yang menghasilkan Oleh karena itu, jika engine yang dirancang
black exhaust gas dan kenaikan exhaust untuk low altitude, digunakan pada high
temperature, tetapi tanpa terjadi kenaikan altitude, akan terjadi kekurangan udara, yang
output power engine. menghasilkan penurunan power, peningkatan
Reference black exhaust smoke, dan kenaikan exhaust
Total engine displacement dihitung dengan temperature. Hal tersebut karena Excess Air
mengkalikan piston displacement satu ratio-nya berkurang. Tetapi pada engine yang
cylinder dengan jumlah cylinder. Sedangkan excess air ratio-nya lebih banyak, maka efek
piston displacement satu cylinder dihitung dan problem diatas dapat dihindari.
dengan mengkalikan luas penampang (cross- Fuel adjustment yang diperlukan pada high
sectional area) cylinder dengan piston stroke. altitude berbeda sesuai dengan setiap engine
model, dan meski model-nya sama juga
Sehingga engine ber-large piston displacement berbeda sesuai dengan setting maximum
dapat menhisap udara yang lebih banyak output. Pada unumunya, fuel adjustment
daripada engine ber-small piston displacement, dilakukan untuk ketinggian diatas 1000m,
dan lebih banyak fuel yang dapat di-injection- tetapi pada beberapa engine yang tidak
kan, untuk menghasilkan power yang lebih memerlukan fuel adjustment sampai dengan
besar. Tetapi meskipun piston displacement ketinggian 3000m.
engine besar, jika jumlah fuel injection
dikurangi, output powernya tentu saja akan
turun.
Pada naturally aspirated diesel engine untuk
alat berat. maximum power untuk setiap 1000
cm3 piston displacement adalah sekitar 7.4 -
12.5 kW (10-17 PS).
Jika ingin menghasilkan power yang lebih
besar dari power seharusnya yang sesuai
dengan besarnya piston displacement, tidak
cukup dengan menghisap udara ke dalam
combustion chamber, tetapi harus memasukkan
lebih banyak udara ke dalamnya. Jika hal ini
yang dilakukan, dapat memungkinkan untuk
membakar lebih banyak fuel yang sebanding
dengan kenaikan jumlah Air Intake, sehingga
output power akan meningkat.
Methode menekan masuk udara ke dalam
combustion chamber disebut supercharging.
Satu contoh device yang digunakan untuk
menekan udara adalah turbocharger
FUEL MIST
QUALITY OF AIR
Jika udara di-compresse, pressure dan
temperature akan naik secara bersamaan. Jika
di-compresse secara perlahan, panas akan
terbebas ke sisi luar, maka tidak terjadi
kenaikan temperature dan pressure akan naik
sesuai dengan compression ratio. Jenis
compression seperti diatas disebut isothermal
compression.
Jika air di-compresse-kan dengan cepat, maka
panas tidak cukup punya waktu untuk terbebas
ke sisi luar, sehingga temperature juga akan
naik dengan cepat, dengan kenaikan pressure
yang lebih tinggi daripada saat isothermal
compression. Nah kondisi tersebut disebut
adiabatic compression.
Gambar disamping menunjukkan perbandingan
antara isothermal compression dan adiabatic
compression saat udara ber-temperature 25°C
di-compressed sampai 1/16 (CR:16).
Pada isothermal compression, temperature
tetap 25°C dan pressure naik mencapai 1.6 kPa Isothermal compression
(16 atm), sedangkn saat adiabatic compression, And
temperature naik mencapai 630°C dan pressure Adiabatic compression
mencapai 4.9 kPa (49 atm), so tampak adanya
perbedaan yang sangat besar.
Contoh diatas, di-assumsi-kan tidak terjadi
kebocoran udara, tetapi jika udara bocor
selama compression, tentu saja nilai diatas
akan lebih rendah.
Didalam cylinder engine, saat udara di-
compresse, panas akan diteruskan ke cylinder
wall dan piston, dan dibebaskan, tetapi udara
juga bocor keluar melalui celah antara piston
dan cylinder, maka kondisi yang sebenarnya
terjadi adalah tengah-tengah antara isothermal
compression dan adiabatic compression.
Tetapi pada saat high speed, kondisinya lebih
mendekati ke adiabatic compression.
Sebagai contoh, saat 4-cycle engine berputar
pada 2000rpm, compression stroke terjadi
dalam 0.015sec, maka nyaris tidak ada waktu
untuk udara sempat bocor ataupun panas
terbebaskan. Disamping itu, engine juga panas,
dan nyaris tidak ada perbedaan temperature
dengan combustion temperature, so kondisinya
lebih mendekati adiabatic compression.
FUEL MIST
Saat engine pada low speed atau saat starting,

maka kondisinya akan terbalik. Engine
cenderung dingin dan putarannya lambat,
sehingga panas mudah terbebas dan juga
kebocoran udara mudah terjadi, so kondisinya
lebih mendekati isothermal compression.
Alasan mengapa fuel sulit terbakar saat engine
anda start adalah berhubungan dengan kondisi
diatas. Pada suatu kondisi, jika piston ring atau
sisi dalam cylinder liner sudah aus atau valve
dan valve seat tidak kontak dengan tepat, maka
udara menajdi lebih mudah membebaskan diri
dan akan semakin sulit engine untuk hidup.
Gambar disamping menunjukkan pressure dan
temperature didalam combustion chamber saat
Pressure and temperature inside
starting engine yang tergantung dengan jumlah
combustion chamber when starting
kebocoran udara.
EXHAUST SMOKE
Saat terjadi complete combustion (pembakaran

sempurna), exhaust gas akan tampak mendekati
bersih atau jernih. Tetapi jika ada suatu particle
yang tercampur dalam jumlah yang banyak
dalam exhaust gas, akan menjadi asap (smoke)
dan dapat terlihat.
Exhaust smoke dapat dibagi menjadi dalam 3
type, yaitu :
Black smoke
Akan terjadi saat engine pada kondisi beban
berat (high load) atau akselerasi cepat (rapid
acceleration), dan smoke yang muncul
berwarna hitam (black) atau abu2 (gray).
(particle size: sekitar. 0.05)
Blue smoke
Akan terjadi saat engine pada kondisi light
load, dan smoke yang muncul berwarna biru
muda (light blue) dan berbau menyengat
hidung)
(particle size: sekitar. 0.4)
White smoke
Akan terjadi saat ambient temperature
rendah, sesaat setelah engine dihidupkan.
Juga akan terjadi pada engine yang cylinder
liner-nya aus, dan muncul asap putih tipis.
(particle size: 1 dan lebih besar)
BLACK SMOKE
Saat berada pada high temperature, fuel akan
terurai menjadi carbon dan hydrogen. Kedua-
nya akan bereaksi dengan oxygen menjadi
carbon dioxide gas CO2 dan water H2O (uap
air), tetapi jika terjadi kekurangan oxygen,
carbon atom akan saling bergabung, dan
carbon molecule tersebut saling melekat berupa
soot. Carbon dioxide dan uap air kedua berupa
transparent gas, tetapi soot terdiri dari black
particle, so saat soot tercampur dalam exhaust
gas, dan jika jumlahnya banyak, maka asap
akan berwarna hitam (black smoke).
Pada umumnya, black smoke disebabkan
karena kurangnya oxygen (misal karena
kebocoran air intake)). Tetapi dapat juga
disebabkan karena terlalu banyak fuel yang di-
injected-kan, meski problem tersebut juga
dapat disebabkan oleh berbagai factor lainnya,
so anda harus melakukan pemeriksaan yang
lebih detail.
BLUE SMOKE
Saat fuel terbakar, kandungan kotoran
(impurities) yang ikut masuk ke dalam
combustion chamber juga akan turut terbakar
pada saat yang bersamaan. Impurities tersebut
mengandung component selain carbon dan
hydrogen, sehingga reaksi pembakaran akan
menghasilkan yang lainnya selain carbon
dioxide gas dan air. Jika oil dari oil pan masuk
ke dalam combustion chamber, oil tidak mudah
terbakar seperti fuel oil, dan sebagian oil akan
dikeluarkan berupa kabut tanpa terbakar, dan
saat bersama-sama dengan exhaust gas, maka
akan terjadi asap biru (blue smoke).
Blue smoke sering kali mengindikasikan
adanya oil yang berasal dari oil pan yang turut
terbakar.
WHITE SMOKE
Saat engine tidak mengalami pemanasan awal
(warm up) yang cukup, sebagian besar fuel
yang di-injected-kan ke combustion chamber
tidak akan terurai oleh panas (meskipun terurai
oleh panas, tetapi tetap terjadi incomplete
combustion), dan akan dikeluarkan berupa
kabut yang berwarna putih.
Hal ini sering kali terjadi sesaat setelah engine
dihidupkan dan saat engine sedang warming
up. Akan tetapi, jika injection timing tidak
tepat, hal ini mungkin juga akan terjadi selama
normal operation, jika combustion chamber
tidak segera naik mencapai temperature
kerjanya.
Disamping itu, jika ada air yang dikeluarkan
juga berupa kabut (mist), juga dapat muncul
berupa white smoke. hal ini mungkin sesaat
setelah engine dihidupkan dan saat engine
sedang warming up tetap uap air yang
dihasilkan dari combustion masih dingin. Akan
tetapi, hal ini juga dapat saja terjadi jika
terdapat kandungan air didalam fuel dan
semuanya tidak berubah menjadi uap air di
dalam combustion chamber.
White smoke selama normal operation
mengindikasikan fuel injection timing tidak
tepat atau ada air yang tercampur dalam fuel.
AIR CLEANER
Jika engine menghisap masuk debu yang

berterbangan di udara bebas, maka akan terjadi
keausan yang parah pada cylinder liner dan
piston ring, yang menyebabkan kehilangan
power engine dan terjadi black exhaust smoke.
Pada saat yang bersamaan, juga menyebabkan
problem yang lain seperti misalnya oil
consumption akan meningkat.
Air cleaner berfungsi untuk menyaring debu
dan kotoran lainnya, dan dapat menyediakan
udara yang bersih untuk engine, sehingga dapat
mempertahankan engine performance dan juga
memperpanjang umur engine.
Apakah yang dapat disaring oleh Air cleaner?

Debu, pasir dan kotoran lainnya yang terdapat
di udara bebas.
DUST AND SAND IN ATMOSPHERE

Kotoran dan debu yang beterbangan di udara Amount of dust (in 1m3 of air)
bebas terdiri dari pasir, tetapi kandungan Environment Amount of dust
utamanya berupa silica, alumina, dan iron Paved road 0.5 - 5
oxide. Semuanya merupakan bahan yang Unpaved road 10 - 50
sangat keras, dan keausan pada engine cylinder Dusty jobsite 80 - 350
liner dan piston disebabkan oleh debu keras
tersebut yang terhisap masuk bersama dengan
udara. Jumlah dan komposisi kimia debu yang
terdapat dalam udara bebas bervariasi
tergantung dengan cuaca dan lokasinya, tetapi
secara umum, seperti ditunjukkan pada table
disebelah.
AIR CLEANER TYPE
Berikut adalah jenis Air cleaner, tetapi unit Komatsu sebagian besar menggunakan Dry type
Category Structure Example of use
Menggunakan dry paper element
Udara yang dihisap dari sekeliling sisi luar element akan mengalir Trucks,
masuk ke sisi dalam element, sehingga debu akan menempel disisi construction
Dry type
luar element. equipment
Tergantung dengan besarnya engine dan banyaknya debu, maka ada
2 type : single element type and double element
Semi-dry Menggunakan viscous element yag terdiri dari paper element yang
Automobiles
type dibasahi dengan oil.
Biasanya juga disebut oil bath type.
Terdapat oil bath dibagian bawah air cleaner, dan saat udara kontak
Wet type dengan oil, debu yang terdapat dalam udara akan terserap oil. Trucks
Disamping itu, partikel oil ikut yang terhisap akan membasahi
element, sehingga mampu menangkap debu lebih banyak.
Air cleaner with built-in cyclone
Komatsu menggunakan sebagian besar type Air cleaner seperti gambar di bawah. Dengan
kelebihannya berupa built-in cyclone untuk memisahkan particle debu yang besar dan kasar dari udara
dan juga dilengkapi dengan evacuator valve yang bekerja secara automatic untuk membuang debu
yang terkumpul dalam housing cleaner. (Gambar untuk double element type.)
Air flow
Udara yang terhisap masuk oleh negative pressure engine akan mengalir sambil berpusar karena
adanya cyclone yang dipasang ditengah outer element. Centrifugal force yang timbul dari pusaran
udara akan memisahkan particle debu yang lebih besar, dan kotoran tersebut dikumpulkan di dust
case. Selanjutnya udara dengan debu yang lebih halus akan disaring oleh outer element and inner
element, sehingga udara bersih yang dialirkan ke engine.
Pada air cleaner ini, terdapat vane disisi luar element, so pada awalnya lebih banyak udara yang
mengalir melalui bagian yang tidak terdapat vene-nya dan bagian tersebut akan cepat buntu. Saat
resistance pada bagian tersebut menjadi lebih besar, udara akan mengalir ke bagian yang ber-vane
dimana resistance-nya lebih rendah, sehingga akhirnya kebuntuan juga akan merata.
PRECLEANER
Khusus untuk unit yang beroperasi pada daerah

yang berdebu, dipasang Pre-cleaner sebelum
Air cleaner untuk mencegah kebuntuan Air
cleaner yang terlalu cepat dan untuk mening-
katkan efficiency pemisahan debu dari udara
yang masuk.
Ada beberapa type precleaner, tetapi semuanya
bekerja berdasarkan prinsip menimbulkan
pusaran atau cyclone effect pada sisi intake
yang meghasilkan centrifugal force untuk
memisahkan debu dari udara.
Jika dipasang precleaner, biasanya Air cleaner
bertype cyclone-less. Dengan alasan karena
kemampuan memisahkan (separating capacity)
precleaner sudah bagus, sehingga tidak perlu
lagi untuk menimbulkan cyclone effect, dan
dapat mencegah terjadinya kenaikan resistance
pada sisi intake.
US PRECLEANER TYPE
Cyclone effect yang dihasilkan oleh vane pada
Air intake port, akan menimbulkan centrifugal
force untuk memisahkan debu kasar dari udara,
dan debu akan terkumpul di sisi luar dust case.
Case harus diperiksa dan debu dibersihkan
setiap 50 hour, tepai jika debu telah terkumpul
melebihi specified level sebelum waktunya,
precleaner harus segera anda bersihkan.
Filtering efficiency
Precleaner 40-50%
Overall air cleaner More than 99.9%
system
US pre-cleaner : Brand name

PRECLEANER - KOMACLONE TYPE
Komaclone type menghasilkan cyclone effect

pada inlet port dengan cara yang sama dengan
US precleaner dan memisahkan debu-nya
didalam Komaclone.
Precleaner ini juga memanfaatkan negative
pressure yang ditimbulkan oleh venturi yang
terdapat pada muffler outlet port untuk secara
automatic membuang debu yang sudah terpisah
melalui muffler.
Jumlah udara yang mengalir ke muffler sudah
dipertimbangkan terhadap suction efficiency
engine dan exhaust pressure, dan precleaner-
nya di-set sekitar 10% intake air flow.
Filtering efficiency
Precleaner 80-90%
Overall air cleaner More than 99.9%
system
DUST INDICATOR
Agar operator dapat mengetahui kondisi dan
tingkat kebuntuan Air cleaner, maka dipasang
dust indicator di antara Air cleaner dan intake
manifold.
Saat Air cleaner mulai menjadi buntu, negative
pressure akan terjadi antara Air cleaner dan
intake manifold.
Jika negative pressure melebihi specified level-
nya, maka red piston didalam dust indicator
akan terhisap ke bawah untuk menginformasi-
kan kepada operator bahwa Air cleaner-nya
telah buntu.
Red piston mempunyai notch, sehingga
meskipun engine dimatikan, piston tidak bisa
bergerak balik. Sehingga operator tetap dapat
menge-check-nya meskipun setelah engine
dimatikan.
Ada dua type dust indicator dengan specified
pressure sebagai berikut.
635mmH20 760mmH2O
OIL FILTER
Engine oil berfungsi untuk me-lubricate,

membersihkan, mendinginkan, dan mencegah
kebocoran (sealing) pada bagian2 engine yang
berputar dan bergerak sliding.
Jika terdapat kotoran atau air yang tercampur
dalam oil, maka akan terjadi keausan atau
kerusakan abnormal pada piston atau bearing.
Oil fitter akan menyaring kotoran dan moisture
agar oil dapat menjalankan fungsinya dengan
tepat, sehingga dapat mempertahankan engine
performance dan memperpanjang engine life.
Hubungan antara ukuran partikel debu dan besarnya keausan piston ring tampak seperti dalam table di
bawah. Yang merupakan hasil penge-test-an, dengan methode debu dimasukkan bersama dengan Air
intake untuk mengetahui keausan piston ring.
FUEL FILTER
Fuel juga me-lubricate injection pump dan

injector atau nozzle, karena component tersebut
yang dibuat dengan saat saat presisi.
Jika terdapat kotoran atau embun (moisture)
dalam fuel yang mengalir melalui injection
pump atau nozzle / injector, akan menyebabkan
keausan pada injection pump atau kebuntuan
pada nozzle.
Fuel filter menyaring kotoran atau moisture,
dan men-supply fuel yang bersih untuk mem-
pertahankan engine performance dan untuk
mempertahankan engine life.
Apa saja yang disaring oleh fuel filter?

• Kotoran yang terkandung dalam fuel
• Kotoran yang berasal dari fuel container
• Debu yang masuk ke dalam fuel saat
refueling pada daerah yang berdebu.
• Kotoran dari refueling tool
• Embun dari udara di dalam fuel tank yang
berkondensasi dan bercampur dengan fuel
• Karat yang terjadi dalam fuel tank
CARTRIDGE TYPE FILTER
Filter seperti tampak di gambar samping

merupakan fuel filter yang digunakan oleh
Komatsu.
Dengan kelebihannya yang berupa cartridge
type, yang terdiri dari element dan case yang
dapat anda ganti sebagai satu kesatuant,
sehingga dapat mencegah fuel tumpah.
I
FUEL FLOW
Fuel yang mengalir masuk dari bagian atas
filter akan menuju sekeliling luar element, dan
setelah kotoran dan embun disaring, fuel bersih
akan mengalir ke sisi dalam element.
Kemudian mengalir keluar dari bagian tengah
atas filter.
ELEMENT
Element dalam main filter dirancang untuk
mampu menyaring sekitar 95% kotoran 5 dan
yang lebih besar.
Element menggunakan filter paper, hampir
sama dengan Air cleaner element, untuk
memperbesar filtering area, filter paper dilipat2
dalam gulungan, dan dimasukkan kedalam
cylinder dan diberikan wave treatment untuk
mencegah lipatan saling menempel.
FILTER WITH SEPARABLE ELEMENT AND CASE

Pada small engine, filter yang digunakan
berupa separable element dan filter case seperti
gambar disamping. Pada filter type ini, hanya
element yang anda ganti.
LUBRICATING GREASE
Lubricating grease pada umumnya digunakan Sebagian besar masalah yang ditimbulkan
di tempat yang sulit saat penambahan oil atau karena kurangnya pengetahuan tentang grease
melakukan inspection. Oleh karena itu, jika adalah kesalahan mendasar saat pemilihan
terjadi kerusakan karena lubrication yang tidak grease, atau ketidak tepatan penyimpanan yang
sesuai dan tepat, penemuan gejala kerusakan menyebabkan kotoran (impurities) dapat masuk
yang terlalu lambat atau tindakan yang ke dalam grease.
seharusnya tidak segera anda lakukan setelah So untuk memperpanjang umur lubricated part,
problem yang pertama kali diketahui, sehingga sangat perlu buat anda untuk memahami
terjadi kecenderungan timbulnya kerusakan characteristics of grease, dan melakukan
yang parah pada bagian yang tidak berfungsi pemilihan dan penanganan grease secara tepat.
normal. Selanjutnya, juga harus melakukan tindakan
Disamping itu, jika terjadi physical dan yang diperlukan sesegera mungkin setelah
chemical deterioration pada grease, maka ditemukan suatu kerusakan.
lubricating effect dan sealing effect akan
berkurang karena masuknya kotoran.
Berdasarkan pengalaman, masalah yang di-
timbulkan oleh lubricating grease pada unit alat
berat, cenderung terjadi karena kurangnya
pengetahuan mengenai grease daripada akibat
kerusakan (deterioration) pada grease-nya
sendiri.
BASIC CHARACTERISTICS OF GREASE
Grease terdiri dari liquid lubricant (mineral oil atau synthetic lubricating oil) sebagai base oil, yang
dicampur dengan solid (berisi metal soap) yang sangat kuat saling mengikat dengan oil, yang disebut
thickening agent (bahan pengental) untuk menghasilkan semi-solid lubricant, dan additive atau filler
yang ditambahkan untuk meningkatkan suatu kemampuan tertentu (special ability).
Base oil + thickening agent + Additive  Grease
Grease berupa semi-solid, dan tidak bisa Shear force tesebut merupakan force yang
mengalir saat external pressure-nya rendah, terjadi pada grease, misalnya saat grease
tetapi saat external pressure meningkat dan dimasukkan antara shaft dan bearing.
melebihi certain limit, maka grease mulai dapat Saat shear speed meningkat, viscosity grease
mengalir. akan berkurang, sampai mendekati viscosity
External pressure yang bekerja pada grease lubricating oil, dan akan bekerja seperti
adalah force yang mencoba untuk menindih layaknya liquid lubricant. Saat shear force
dan menghilangkan lubricating film pada menghilang, viscosity akan naik kembali ke
grease, dan external force tersebut disebut viscositas awalnya, dan grease juga kembali
shear force. menjadi bentuk semi-solid.
ACTION OF GREASE
Model of grease flow Flow characteristic of grease
Jika menggunakan cara mudah untuk memahaminya, grease anda umpamakan seperti karet busa
(sponge) yang dibasahi dengan lubricating oil.
Thickening agent (karet busa) --------------------------------- > Mempengaruhi daya tahan grease
Base oil (lubricating oil untuk mencelup sponge) ---------- > Mempengaruhi daya lubricating grease
Jika anda memeras karet busa yang dibasahi lubricating oil, maka oil akan keluar. Kondisi tersebut
sama dengan kondisi saat grease menerima shear force. Tingkat kekentalannya sebanding dengan
tingkat kekerasan karet busa.
Pada tempat dimana terjadi shear force yang besar, maka anda harus menggunakan thickening agent
(sponge) yang lebih keras.
FEATURES OF GREASE LUBRICATION
ADVANTAGE (Keuntungan)
1. Grease tidak mudah mengalir dari dalam
bearing, sehingga dapat melumasi dalam
waktu yang lebih lama, tanpa
menambahkan grease (sebagai pelumas
padat)
2. Grease juga bekerja seperti seal dan dapat
mencegah kotoran atau air masuk ke dalam
bagian yang dilumasi.
3. Mempunyai kemampuan melumasi yang
baik pada berbagai tempat, misalnya bagian
yang berputar lambat, bagian yang
menerima beban berat, high temperature,
beban kejut dan bagian yang saling
bergesekan.
4. Melumasi bagian yang tidak dioperasikan
untuk jangka waktu yang lama tanpa
adanya oil film, sehingga mencegah
terjadinya karat atau korosi. (sebagai
pelindung karat).
DISADVANTAGE (Kerugian)
1. Lebih sulit dalam penanganan grease saat
penambahan, penggantian, atau pencucian.
2. Jika air, debu atau kotoran lainnya masuk
ke dalam grease, sulit untuk memisahkan-
nya.
3. Tidak bisa meradiasikan atau meneruskan
panas dengan baik, so hanya memiliki
cooling effect yang relative kecil, dan
hambatan saat diaduk (menerima shear
force) akan menghasilkan panas yang
tinggi.
4. Terjadi perubahan kekentalan yang
mencolok saat menerima panas atau beban
geser (shearing), dan tidak mudah kembali
ke kondisi semula, sehingga tidak bisa
digunakan untuk bagian yang berputar
dengan kecepatan tinggi.
PROPERTIES PROVIDED BY DIFFERENT TYPES OF THICKENING AGENTS
Thickening agent bekerja dengan cara sebagai Pada umumnya, grease dikategorikan berdasar-
berikut. kan type thickening agent-nya.
1. Mempertahankan kemampuan saling Dengan mempertimbangkan sifat2 dasar-nya,
mengikat yang sesuai dengan base oil, misalnya sifat physical grease, yang berupa
menyebar secara merata dan menjadi satu heat resistance, water resistance, dan
kesatuan dalam base oil, dan menghasilkan mechanical stability, yang sangat dipengaruhi
semisolid dengan tingkat kekerasan oleh type thickening agent. Karena itu, sangat
(hardness) yang sesuai. penting anda mengetahui characteristic
2. Mempertahankan mesh structure yang masing2 thickening agent saat memilih grease.
stabil saat menerima panas, shearing, dan Grease yang digunakan untuk automobile
uap air (moisture). hampir semuanya berupa soap-based grease;
sedangkan non-soap-based grease digunakan
untuk kondisi yang tidak biasa dimana soap-
based grease tidak bisa digunakan, misalnya
grease untuk pesawat terbang.
 Kategori berdasarkan perbedaan type thickening agent
Lithium soap grease
Calcium soap grease
Soap-based grease Sodium soap grease
Aluminium soap grease
Others
Organic grease
(urea compound, etc.)
Non-soap-based grease
Non-organic (main
component is bentonite,
silica gel, etc. )
Bentuk thickening agent didalam grease Tampilan grease saat anda lihat, berkaitan
berukuran micron, so tidak dapat anda lihat dengan panjang soap particle, dan soap particle
kecuali dengan electron microscope, tetapi yang lebih panjang, maka lebih mudah untuk
thickening agent dalam particular soap, tampak membentuk seperti benang, sedangkan soap
terurai menyebar dan bentuknya berupa fiber particle yang lebih pendek, akan menjadikan
tipis panjang seperti crystal. Tergantung grease seperti mentega. Semua particle tersebut
dengan type soap, ukuran dan bentuk particle- saling terjalin dalam oil, dan menahan oil tetap
nya juga berbeda-beda. berada di ruang antara jalinan.
Soap :
Merupakan thickener (pengental) grease (zat yang mengikat base oil), yang dibuat dari asam lemak
(fatty acid) - (calcium, sodium, Ilthium chloride, etc.) dari jaringan lemak binatang atau tumbuhan.
ADVANTAGES OF GREASE ACCORDING TO TYPES OF THICKENING AGENTS
1. Lithium soap grease 4. Aluminium soap grease

Merupakan type grease yang paling umum, Aluminium soap grease terlihat seperti gula-
dan bentuknya bervariasi. Jika anda lihat, gula (gulali) yang transparan dan berkilau,
grease ini dapat seperti mentega atau serat dan dapat anda tarik menjadi seperti benang.
fiber, dan viscosity-nya mantap. Dibandingkan dengan soap lainnya, grease
Pada grease ini, mesh structure tetap stabil type ini lebih mudah teruarai dalam mineral
pada temperature yang tinggi jika oil, tetapi mempunyai viscosity yang bagus
dibandingkan dengan soap grease lainnya, dan water resistance untuk metal. Sayangnya
dan dropping point-nya tinggi sekitar 180o dropping point-nya rendah (sekitar 80o -
sampai 220°C, sehingga tetap mantap 90°C), dan heat resistance-nya rendah, maka
terhadap panas dan juga bersifat water daripada aluminium soap digunakan
resistance. Temperature tertinggi penggunaan sendirian, lebih baik digunakan secara
mencapai 150oC untuk short-term dan 130oC bersamaan dengan metal soap lainnya.
untuk long-term. Disamping itu, daya tahan Unit alat berat Komatsu tidak meggunakan
grease type ini juga sempurna. grease bertype ini.
Unit alat berat Komatsu menggunakan
lithium soap grease yang mengandung 5. Non-soap-based grease
extreme pressure agent. Non-soap-based grease merupakan sebutan
umum untuk grease yang dibuat dari
2. Calcium soap grease sebagian besar mineral oil dan non-soap-
Calcium soap grease mengandung sejumlah based thickening agent. Pada umumnya,
kecil moisture (0.3 - 2.0%) sebagai structure dropping point-nya tinggi, sehingga heat
stabilizing agent. Oleh karena itu, normal resistance-nya juga tinggi. Contoh type
dropping point-nya rendah (kurang dari grease ini adalah urea grease. Non-soap-
100°C), sehingga heat resistance-nya rendah, based grease digunakan untuk kondisi yang
tidak tahan panas tinggi. tidak biasa dimana soap-based grease tidak
Akan tetapi water resistance-nya sangat bisa digunakan, misalnya grease untuk
tinggi, sehingga cocok digunakan pada pesawat terbang
bagian yang berhubungan dengan air, atau Unit alat berat Komatsu menggunakan type
pada bagian yang bertemperature rendah, low grease hanya pada sedikit bagian yang sangat
speed, atau yang berbeban ringan. terbatas.
Unit alat berat Komatsu tidak meggunakan
grease bertype ini.
3. Sodium soap grease

Sodium soap grease biasanya terdiri dari
grease yang disebut fiber grease, yang
mempunyai kulit lapisan plastic fiber, dan
seperti mentega yang lembut. Sodium soap
mempunyai kelemahan mudah terurai di
dalam air, sehingga water resistance-nya
sangat rendah. Jika type grease ini digunakan
pada bagian yang berhubungan dengan air
atau uap panas (steam), maka grease akan
ber-emulsi dan mudah mengalir.
Unit alat berat Komatsu tidak meggunakan
grease bertype ini.
PROPERTIES ACCORDING TO TYPE OF BASE OIL
Sifat dasar grease, kemampuan me-lubricate, Mineral oil:

kemampuan pada low temperature, oxidization Oil yang dibuat dari petroleum (minyak bumi),
stability dan kerugian akibat penguapan dan sebagian besar digunakan untuk industrial
(evaporation loss) sangat dipengaruhi oleh base purpose.
oil.
General grease mengandung sekitar 80% liquid Synthetic lubricating oil:
lubricant (base oil), dan liquid lubricant Mengacu pada lubricating oil dari mineral oil
tersebut menentukan kemampuan lubricating yang telah disuling, molecular structure
suatu grease. dipelajari, dicontoh dan dibentuk ulang dengan
Base oil untuk grease sebagian besar adalah suatu cara khusus untuk meningkatkan
mineral oil dan pada awalnya naphthene-based kemampuan sifat dasarnya dan mempunyai
oil yang digunakan karena mudah untuk characteristic yang lebih baik sebagai lubricant.
membuat grease. Tetapi sekarang, paraffin-
based oil yang lebih banyak digunakan.
Viscosity range untuk mineral oil yang
digunakan sebagai base oil diperpanjang
sampai melebihi range untuk oil dengan low
viscosity, seperti misalnya spindle oil, menjadi
oil ber-high viscosity, dan penggunaan
masing2 type oil ditentukan sesuai dengan
kegunaannya.
Mineral oil hanya dapat digunakan dalam
temperature range dari -30°C sampai +150°C,
maka untuk grease yang digunakan untuk
kondisi yang diluar range temperature tersebut,
synthetic lubricating oil yang sesuai (khusus)
digunakan sebagai base oil.
Table berikut menunjukkan perbandingan ciri-ciri utama mineral oil dan typical synthetic lubricating
oil.
Base oil
Mineral oil Synthetic lubricating oil
Thickening agent
Type grease yang paling banyak Grease type ini menggunakan
dipakai, dengan menggunakan synthetic lubricating oil sebagai base
mineral oil sebagai base oil, dan oil-nya, dan dapat digunakan pada
hanrganya lebih murah daripada kondisi lingkungan sebagai berikut.
grease dengan synthetic oil.  Terus digunakan pada low tempe-
Pada umumnya high-viscosity rature dibawah -30°0, atau pada
mineral oil cocok sebagai lubricant high temperature diatas 130°C
Soap-based grease
untuk low speed, high load, dan high  Bagian yang berhubungan dengan
temperature, sedangkan low-viscosity karet-rubber atau plastic
mineral oil lebih cocok sebagai  Bagian yang menggunakan bahan
lubricant untuk high speed, low load kimia (chemical) atau radiation.
dan low temperatures. Type grease ini juga digunakan pada
Keduanya digunakan pada alat berat alat berat Komatsu.
Komatsu.
IMPROVEMENT IN PROPERTIES ACCORDING TO ADDITIVE
Additive yang digunakan dalam grease kurang

lebih sama dengan yang digunakan untuk
lubricating oil. Yang meliputi antioxidant,
extreme-pressure agent, dan rust prevention
agent. Solid lubricating agents juga digunakan
sebagai additive sesuai dengan keperluannya.
Sebagai contoh, untuk grease yang digunakan
pada bagian yang menerima high load dan
impact load, maka digunakan extreme-pressure
agent, sedangkan grease yang digunakan pada
bagian yang memerlukan long life, seperti
sealed bearing, maka digunakan oxidation
stabilizing agent atau rust-prevention agent.
Additive yang paling banyak digunakan untuk grease, tampak seperti dalam table berikut.
Type of additive Action of additive

Mampu bereaksi dengan permukaan metal yang meneriman beban gesek
(friction) dan membentuk lapisan film yang tipis berupa soft metallic
Extreme-pressure compound.
agent Berfungsi sebagai solid lubricant type dan mencegah keausan, pemaksaan
kontak (seizure) dan goresan (scoring) pada permukaan bidang gesek (friction
surface) saat terjadi high load.
Oxidation stabi Mencegah terjadinya reaksi berantai oxidation, dan menghilangkan peroxide.
lizing agent
Membentuk lapisan peredam (adsorbent) yang sangat kuat pada permukaan
Rust prevention metal, dan mencegah terjadinya kontak langsung antara permukaan metal
agent dengan embun (moisture), oxygen, dan zat corrosive lainnya yang dapat
menyebabkan karat.
Menimbulkan lapisan peredam pada metal surface secara nyata (physic) atau
kimia (chemically) untuk melakukan fungsi lubricating dan mengurangi
Oily agent gesekan.
Akan tetapi, jika temperature naik melebihi certain high level, lapisan peredam
(absorbent layer) akan rusak dan kehilangan effect-nya.
PROPERTIES OF GREASE
(Lihat Specification Table pada halaman )

Properties of Index used to
Explanation
grease indicate property
Index yang berhubungan dengan viscositas lubricating oil, dan merupakan hal yang
paling mendasar dari semua sifat grease
Penetration diukur dengan menempatkan sebuah cone (dengan ukuran dan dan berat
tertentu) diatas permukaan grease dan membiarkannya menembus masuk ke dalam
Cone penetration
grease secara tegak lurus berdasarkan berat-nya sendiri selama 5 detik. Penetration-
nya adalah nilai yang dihitung dari kedalaman masuknya cone ke dalam grease
(dalam satuan mm dikalikan 10).
Hardness
Semakin besar nilainya, semakin lunak grease. (lihat table di halaman berikut)
Merupakan kinematic viscosity base oil sebelum dicampur dengan thickening agent
untuk membuat grease. Yang menunjukkan besarnya hambatan (resistance) saat
Kinematic base oil mengalir berdasarkan gaya gravitasi.
viscosity Nilai kinematic viscosity merupakan hasil pembagian (quotient) yang didapatkan
dengan membagi viscosity dengan density base oil, pada kondisi yang sama
(temperature, pressure)
Index yang berhubungan dengan melting point suatu grease.
Untuk menentukan dropping point, temperature grease dinaikkan secara bertahap
untuk menemukan temperature saat grease berubah menjadi liquid (cairan) dan
Dropping point
mulai menetes. Dropping point dapat digunakan sebagai panduan perkiraan
temperature dimana grease dapat digunakan, tetapi bukan berarti, hal ini tidak
Heat berkaitan dengan factor tersebut.
resistance Hal ini lebih disebabkan oleh penguapan (evaporation) base oil dan ditunjukkan
Amount of berupa percentage mass (berat) yang hilang dari grease melalui penguapan saat
evaporation dipanaskan. Base oil merupakan main component untuk lubricating film, so
evaporation loss yang semakin rendah berarti lebih baik.
Front hub pada automobile berputar dengan kondisi tertentu, dan jumlah grease yang
Leakage
bocor dari dalam hub diukur dalam satuan gram.
Merupakan nilai yang menunjukkan pressure atau maximum load dimana
Load
Timken OK load lubrication dapat dipertahankan tanpa bearing atau sliding surface menerima akibat
resistance
yang berlebihan hingga rusak seperti aus atau meleleh
Jika grease dibiarkan dalam jangka waktu yang lama atau digunakan pada high
temperature, oil mungkin akan memisahkan diri dari grease structure. Gejala seperti
itu disebut oil separation, atau bleeding, atau synerisys. Jika terjadi high rate oil
Oil separation separation saat digunakan pada high temperature, hal ini menjadikan ciri yang tidak
(Oil separation rate) diinginkan karena akan menurunkan umur pakai bearing.
Oil separation ditunjukkan berupa percentage dari massa oil yang memisahkan diri
dari grease saat cone-shaped metal mesh dilewatkan melalui grease pada suatu
kondisi tertentu.
Untuk menunjukkan apakah grease akan mudah teruarai didalam air.
Water resistance
Water resistance saat pencucian ditunjukkan berupa percentage pengurangan massa
(Water resistance when washing)
grease saat air disemprotkan kedalam ball bearing yang sedang bepuatar dengan
kondisi tertentu.
Grease dalam bearing dicampur dan menjadi lembut atau lunak.
Mechanics) stability Grease yang tidak mudah menjadi lunak, dianggap mempunyai mechanical stability
(Mixture stability) yang baik. Mixture stability menunjukkan perubahan dalam penetration (perbedaan
kekerasan) saat grease diaduk 100.000 kali dengan churning device khusus untuk
testing. Nilai yang semakin rendah, berarti semakin baik.
Jika grease dibiarkan di udara terbuka untuk jangka waktu yang lama atau
digunakan pada high temperature, akan mudah terjadi oxidize (bereaksi dengan
Oxidation stability oxygen). Jika grease ter-oxidize, akan menimbulkan bau yang tidak enak dan
(Degree of oxidation stability) menghasilkan zat corrosive oxidized, dan juga akan menjadi keras atau lunak, so
pada dasarnya yang diinginkan adalah agar tidak tidak terjadi oxidize. Tingkat
oxidation stability ditunjukkan sebagai drop in pressure yang disebabkan penurunan
oxygen didalam container saat grease menyerap oxygen pada suatu kondisi tertentu.
TABLE : PENETRATION NUMBER AND USE OF GREASE
NLGI Penetration Grade Mixture Penetration 25oC Main use

000 445 – 475 Centralized oil filling, concrete pump
00 400 – 430 Centralized oil filling (small type)
0 355 – 385 Centralized oil filling (large type)
1 310 – 340 Centralized oil filling(large type) chassis grease
2 265 – 295 General bearing, wheel bearing
3 220 – 250 General bearing at slightly high temp. wheel bearing
4 175 – 205 High temperature, heating surface
5 130 – 160 Block grease
6 85 - 115 (Almost never use)
Saat memilih grease, type thickening agent dan

penetration (hardness) harus ditentukan dengan
tepat.
Grading penetration system yang paling
banyak digunakan didunia adalah NLGI
penetration.
Hampir selalu Grade 1 atau Grade 2 grease
yang digunakan.
Komatsu hanya menggunakan Grade 2,
NLG1: National Lubricating Grease Institute, USA
OTHER TERMS USED IN RELATION TO GREASE.

Term (istilah) dibawah merupakan term yang
akan muncul saat anda membicarakan tentang
characteristics dan properties grease, dengan
penjelasan sederhananya untuk tambahan
pengetahuan anda.
Adhesive force
Menunjukkan kekuatan (strength) daya lekat
(adhesion) suatu grease terhadap metal.
Gelatian
Mengenai gejala penyebaran zat kimia secara
menyeluruh di dalam liquid yang membuatnya
menjadi semi-solid gel.
Milling
Mengenai pemotongan untaian yang dihasilkan
soap menjadi ukuran yang sesuai dan
menghancurkan soap particle untuk membuat
semuanya menjadi sama.
Saponification
Penambahan caustic soda (NaOH) ke asam
lemak jenuh (fatty acids) yang terkandung
dalam oily fat untuk membuat soap.
GREASE SELECTION
Type of grease
* : Komatsu original code

** : Temperature yang memungkinkan penggunaan selama 1000 hrs terus-menerus.
General standards for selecting grease
 : Recommended, : Possible X : Not applicable
 Pilihlah grease berdasarkan table di atas sesuai dengan situasi dan kondisi greasing point.
SPECIFICATIONS OF GREASE RECOMMENDED BY KOMATSU
Grease for general areas
Grease for extrernely cold areas
Gunakan ASTM U4950 wheel bearing grease GC class

MOLYBDENUM DISULFIDE (MOST) LUBRICANT
Molybdenum disulfide lubricant berbeda dengan grease, tetapi telah lama digunakan sebagai extreme-
pressure lubricant. Khususnya untuk bolt yang memerlukan tightening torque yang besar, atau untuk
mating part yang memerlukan high pressing fitting force.
Molybdenum disulfide lubricant mempunyai effect khusus dalam pencegahan seizure dan harganya
lebih mahal daripada grease.
Recommended overseas brands

DETERIORATION AND LIFE OF GREASE
 Saat memutuskan umur pakai grease, ada banyak factor yang memerlukan pengamatan, dan pada
kenyataanya, keputusan biasanya diambil berdasarkan pengamatan dari luar atau karena adanya
abnormal temperature atau bunyi aneh. Normalnya, pabrik alat berat sudah menentukan greasing
interval atau interval penggantian dan standard untuk unit-nya berdasarkan pengalaman bertahun
tahun, so jalan paling aman adalah mengikuti petunjuk maintenance yang diberikan dalam
instruction manual yang disediakan oleh pabrik.
1. Deterioration of grease because of mechanical shear

Saat grease menerima shear force selama jangka waktu yang panjang didalam rotating bearing,
grease akan menjadi lunak dan mencair dan grease mengalir keluar dari lubricating system, yang
menyebabka kerusakan dan keausan pada bearing. Alasan grease menjadi lebih lunak karena shear
force adalah karena perubahan perbandingan antara panjang dan lebar strand (untaian) thickening
agent (ultra-line strands atau particles bergabung bersama membentuk three-dimensional mesh
structure) yang membentuk structure grease.
Saat grease menerima shear force, soap strand akan putus menjadi bagian yang lebih pendek dan
grease menjadi lebih lunak.
2. Deterioration of grease due to heat

Dibandingkan dengan liquid lubricants, grease mempunyai cooling effect yang rendah, sehingga
mudah dipengaruhi oleh panas. Jika digunakan untuk waktu yang lama pada high temperature,
grease akan menjadi lunak dan mulai mencair atau justru menjadi keras (solid). Hal ini merupakan
akibat dari gabungan beberapa factor, seperti oxidation, atau pemisahan atau penguapan oil yang
terkandung dalam grease.
(1) Separation of oil and evaporation
Oil dipertahankan diantara mesh Structure yang dibentuk oleh soap strand di dalam grease,
tetapi saat temperature naik, pergerakkan soap dan oil molecule menjadi lebih aktif, sehingga
grease semakin mencair dan pemisahan oil semakin besar.
Terdapat perbedaan yang besar dalam kehilangan massa saat penguapan (evaporation loss)
sesuai dengan type base oil, tetapi dengan cara yang sama pada saat oil memisahkan diri,
evaporation loss akan meningkat saat temperature naik.
(2) Deterioration due to oxidation
Dengan cara yang sama dengan lubricant lainnya, jika grease digunakan untuk waktu yang
lama pada high temperatures, oxidation compound (senyawa) akan terbentuk, dan akan
menimbulkan bau yang tidak sedap (menyengat) atau corrosion. Disamping itu, oxidation
compound akan mengakibatkan dropping point semakin rendah, dan perubahan kesatuan soap
particle. Akhirnya structure grease menjadi hancur dan menjadi lunak atau mencair.
Jadi grease akan lebih mudah ter-oxidize daripada base oil-nya sendiri. Oleh karena itu saat
anda menambah grease, buang semua grease yang lama dan ganti semuanya dengan grease
yang baru.
3. Deterioration of grease due to entry of water

Jika air masuk ke dalam grease, grease akan menjadi lunak dan mencair, dan akan mengalir keluar
dari lubricating system, atau sebaliknya, grease akan menjadi keras dan menyebabkan lubrication
yang jelek. Oleh karena itu, harus diupayakan untuk mencegah air agar tidak masuk ke dalam
grease saat penyimpanan. Disamping itu, pada bagian dimana air atau lumpur dapat menempel,
disarankan anda melakukan greasing lebih sering, tanpa memperhatikan standard greasing interval,
dan jika grease telah mengalami deteriorated karena masuknya debu atau air, segera ganti dengan
grease yang baru.
LIFE OF GREASE
PREVENTIVE
MAINTENANCE
BASE ON MAINTENANCE
MANUAL
Volumes
Fuel, lubricants and fluids
Volumes
The values are approximate.
Check the levels and top up as necessary.
Component Type Volume in litres

Cab tilt pump 0.8
Tag axle lift 3.6-5.0
Fluid reservoir for washers 14.5
Power steering Truck 4
Bus 6-9, depending on body
type
Coolant 9-litre engine with 5 cylinders approx. 30
Note: 9-litre engine approx. 40
The coolant volume
11-litre engine approx. 50
increases when components
are connected to the coolant 12-litre engine approx. 50
system: 14-litre engine approx. 80
- retarder +20 litres 16-litre engine approx. 80
- oil cooler and hose
- auxiliary heater Webasto
- heating system bus
Clutch control Truck 0.4
Bus depending on body type
Torque converter KH424 3 25
ZF Transmatic 43
- Gearbox
- Torque converter
- Retarder
Manual gearbox GR900, GRS900 / 890 / 920 15.7
Note: A further 1.0 litres GRSH900, GRSO900 15.7
are required for oil cooling
GR900R, GRSO900R 16.8
GRS900R / 890R / 920R 16.8
GR801 8.9
GR801R 9.8
G701 13.0
Power take-offs EG600 / 601 / 620 / 621 1.7
EG603 / 604 / 606 2.5 (1.3 at oil change)
EG610 / 611 / 612 0.5
EK300 / 310 1.1
EK330 / 340 / 630 / 640 2.0
 Scania CV AB 2005, Sweden

00:03-09 3
Volumes

Scania Retarder When changing oil: 5
Total volume: 7.5
Transfer box GTD800 / 900 6.5
Allison automatic gearbox GA750/751/752 When changing oil: approx.
20
Standard Total volume: approx. 27
Bus and AWD Total volume: approx. 25
Additional for cooler, see below the
table.1
GA851 / 852 When changing oil: approx.

34
Standard oil sump, with PTO Total volume: approx. 48
Standard oil sump, without PTO Total volume: approx. 45
Low oil sump, with PTO Total volume: approx. 41
Low oil sump, without PTO Total volume: approx. 38
Additional for cooler, see below the
table.1
ZF automatic gearbox When changing oil: approx.
15
Total volume: approx. 30
Axle gear R560 / 660 / 780 12.5
RP730 10.0
RP731 13.5
RP735 8.0
RP832 14.0
RP835 9.0
RD760 (portal axle) 19.5
Axle gear with bogie gear RB660 / RBP730 14.0
RBP731 17.0
RBP735 11.0
RBP 832 14.0 (+ 1.0 at overhaul)
RBP 835 12.0
Hub reduction gears RH730 2.0
RH731 0.8
RH735 2.0
RH832 2.0
RH835 2.0

4 00:03-09
Volumes

Axle gear with bogie gear RB660 / RBP730 14.0
RBP731 17.0
RBP735 11.0
RBP832 14.0 (+ 1.0 at overhaul)
RBP835 12.0
ZF hub ADA 1350 0.7
ASA 100X
Hydraulic cooling fan When changing oil: approx.
8
Total volume: approx. 15
Articulation control system 2.8
for articulated bus
1) Additional for cooler

With direct mounted cooler, without Retarder: 1.0 litres
Without direct mounted cooler, without Retarder: 2.6 litres
Without direct mounted cooler, with Retarder: 2.6 litres
Additional for vehicles with Retarder and ACC: 1.2 litres (GA750 / 751 / 752)
Additional for vehicles with Retarder and ACC: 0.6 litres (GA851 / 852)

00:03-09 5
Volumes
Fluid volumes in the engine

The values in the tables below are in litres.
Vehicle Engine Max. level* Difference, Max.- Max. level** Oil filter
Min. (oil dipstick) volume
Truck D16 38 6.0 30 1.6
Truck DC11/D12 38 7.5 33 2.0
Bus DC11/D12 26.7 9.0 20 2.0
Truck OSC11 30 - - -
Truck D9 with 5 cyl. 37 8.0 33 2.0
K bus D9 with 5 cyl. 39 7.0 34 2.0
Truck D9 32.5 6.5 27.5 2.0
K bus D9 29 9.5 23 2.0
N/L-bus D9 39 8.0 29 2.0
• * = The fluid volume that should be added

when an engine has never been filled with
oil. For example after an overhaul.
• ** = The oil volume that is added when
changing oil without renewing the oil filter.
Note: If the oil filter is renewed, the oil
filter volume must be included.
Vehicle Engine Max. level

Truck DSC11 23 - 30
Truck DSC14 22 - 30
Bus DSC11 23 - 30
Note: All values are approximate since there is

a great variation between different engines and
there can be a difference of up to 2-3 litres on
the same engine type. The values are on the low
side since it is preferable to top up with engine
oil rather than drain it.
Turn the oil dipstick so that it goes down to the

correct position.

6 00:03-09
Fuel
Fuel
Diesel Approved exhaust values

Short term use of fuel with a higher sulphur
content than 0.05% by weight will not cause
permanent damage to the catalytic converter.
! WARNING! However, it will not be possible to comply with
the emission values certified by or approved by
Diesel is harmful to the skin and eyes. public authorities. It is also possible that the
Wear protective gloves and goggles. catalytic converter may require fuel with a low
sulphur content for some time thereafter to
regain its normal efficiency.
The quality of the diesel is very important for
the operation and service life of the engine and Addition of RME
the injection pump, and also for the engine
performance. Scania approves the addition of up to 5% by
volume of RME (Rape Methyl Ester) to diesel.
Quality requirements The RME used must comply with either
standard DIN V 51 606 or standard
If the engines are to attain their stated SS 15 54 36.
performance characteristics and comply with
the emission requirements of public authorities, The diesel should comply with the quality
the diesel used should comply with one of the requirements already given.
following specifications:
For further information on RME see RME
• European standard: EN 590 (Rape Methyl Ester).
• Diesel fuel complying with Swedish
environmental classification: SS 15 54 35

00:03-09 7
Fuel
In extreme temperatures
At temperatures lower than those specified for

the diesel, paraffin wax may precipitate from
the fuel and block filters and pipes. The engine
can then lose power or stop.
The diesel is adapted for use in the specific
climate of each country. If the vehicle is to be
driven to a zone that is colder than normal, first
find out the temperature characteristics for
the fuel to be used.
If the diesel fuel is not suitable for the expected
temperature, and diesel that meets the
temperature requirements is not available, an
electric fuel heater may be installed as a
precaution.
IMPORTANT: It is not permitted to mix

kerosene with diesel that is already adapted for
the climate concerned. The injection pump may
be damaged.
For one-off acute cases, the low temperature

characteristics of the diesel can be improved by
adding kerosene to the diesel as a precaution.
A maximum of 20% may be added in such
cases. When refuelling, the kerosene should be
added first, so that it mixes thoroughly with the
diesel.
Note: It is prohibited to use kerosene in engine
fuel in some countries.
IMPORTANT: All use of paraffin other than

kerosene is forbidden, as it causes engine
damage.
IMPORTANT: It is not permitted to mix petrol

or alcohol with the diesel. Long term usage of
petrol and alcohol cause wear to the close-
tolerance injection pumps, and in extreme
cases even the engines.

8 00:03-09
Fuel
Water and micro-organisms
A certain amount of water may be found in the

fuel. Small amounts of water do not affect the
operation of the engine. If however, the fuel is
stored incorrectly for a long period of time and
water is allowed to collect, micro-organisms
and bacteria can form.
The micro-organisms get their nourishment
from the diesel and growth occurs between the
layers of water and diesel.
If water and bacteria are transferred with the
fuel into the vehicle fuel tank, they can block
the fuel filter.
De-contamination
Thoroughly clean the fuel system in order to
prevent re-contamination. Rinse the fuel lines
and blow them dry. Change the fuel filter and
clean the fuel tank.
If the contamination was very serious, it may
be necessary to inspect the injectors and
injection pump and remove any deposits that
may have formed. Experience has shown that
biological tissue can penetrate the fuel filter
and may create deposits in those parts of the
system beyond the filter.
Establish the cause of contamination and take
the necessary action.

00:03-09 9
Fuel
Fuel properties
Permissible limits for e.g. density, viscosity,

CET rating and filtration ability of diesel are
indicated in the European standard EN 590.
Density
Fuel density is measured in kg/m3. Fuel of

lower density has a lower energy content and
gives less engine output.
Warm fuel has a lower density than cold fuel.
This means that the engine output falls as the
fuel temperature rises. Therefore winter fuel
usually has a lower density than summer fuel.
Viscosity
Viscosity is a measure of how slowly or how
quickly a fuel freely flows (thickness). The
density and viscosity normally correspond to
one another.
CET rating
The CET rating is a measure of the ability of
the diesel to ignite. If the CET rating is below
the recommended values according to EN 590,
the vehicle may be difficult to start. In extreme
cases, engine damage may occur.
Filtration ability
This refers to the lowest temperature at which
the diesel can be used without clogging the fuel
filter and fuel lines.

10 00:03-09
Fuel
Calculating the engine output
The engines are tested in the factory using fuel

with a density of 840 kg/m3.
If fuel of a different density is used, the change
in output can be calculated using the following
formula:
Necorr = Output with the fuel used

Ne = Specified output
P = Density of the current fuel in
kg/m3 at +15°C
840 = Density of the fuel used in
factory tests
E.g. Density of the current fuel 810 kg/m3.

Specified engine power: 500 hp.
This formula does not take viscosity into

account, which also has an effect on the output.
IMPORTANT: It is illegal to reset the injection

pump in order to compensate for a loss in
output. There is a risk of serious engine
damage if, following adjustment, fuel of higher
density and viscosity is used.

00:03-09 11
Fuel
Ethanol
Scania approves only ethanol according to part
no. 1 412 812 as propellant in the engines
DSI11 E01 and DSI9 E01.
Content of ethanol fuel

• Ethanol (E95)
• Beraid (improves ignition)
• Denaturant
• Colorant (only for Sweden)
• Corrosion inhibitor

12 00:03-09
Fuel
RME (Rape Methyl Ester)
What is RME? Other properties of RME

Pure vegetable oils are not suitable to be used RME is biodegradable.
as vehicle fuel. Rape Methyl Ester (RME) is
made from methanol and rape seed oil and is RME has poorer low temperature
sold in certain countries. characteristics than diesel. RME cannot be
used to full effect at temperatures of minus 5°C
and lower. For use at lower temperatures (down
What emissions come from RME? to minus 20°C) special additives are required.
Scania has conducted tests using standard The injection pumps, gaskets, and hoses
engines that have not been adjusted or adapted, currently in use have not been adapted for
in order to investigate what happens when a RME, and must therefore be replaced.
vehicle is run on RME, or various mixtures of
diesel and RME. Certain types of ancillary equipment
e.g. Eberspächer and Webasto auxiliary heaters
The results show that emissions of cannot be driven using RME without first being
hydrocarbons, carbon monoxide and particles modified.
are reduced, when compared with diesel.
The net amount of carbon dioxide emitted into Addition of RME
the atmosphere is also less, because RME is not
a fossil fuel. However, the emissions of The Scania warranty applies as usual for diesel
nitrogen oxide, NOX, rise by up to 30% when containing a maximum of 5% by volume RME
the vehicle is run on RME only. on condition that the fuel meets the quality
requirements described under Diesel, Quality
If a 5% mixture of RME is used, the increase in requirements.
NOX emission is negligible. At higher mixtures
Scania cannot accept responsibility for the
of up to 100% RME, the increase in NOX operation and service life of the engine if a
emissions clearly exceeds the certified or volume in excess of 5% RME has been used.
approved levels. This also applies to optional equipment, such
as auxiliary heaters.

00:03-09 13
Oils
Oils
Engine oil Quality requirements after change
interval
Viscosity requirements Basic requirements
Viscosity Outside temperature The following requirements must be complied

with if the intervals between oil changes as per
SAE 30 0°C - +10°C the table in Maintenance program, Preface are
SAE 40 to apply:
+10°C - >+30°C
SAE 5W-30 <-30°C - +10°C Euro 1 and Euro 2 engines
SAE 10W-30 -20°C - +10°C ACEA E3
SAE 5W-40 ACEA E4
<-30°C - >+30°C
ACEA E5
SAE 10W-40 -20°C - >+30°C
DHD-1
SAE 15W-40 -15°C - >+30°C Scania LDF
< = less than

Euro 3 engines
> = greater than ACEA E5
For Scania LDF approved oils with viscosity ACEA E7
SAE 5W-30 or SAE 10W-30, refer to the table DHD-1
below. Scania LDF
Viscosity Outside temperature

SAE 5W-30 <-30°C - +30°C
SAE 10W-30 -20°C - +30°C
Note: For Scania LDF approved oils, see

Workshop manual group 00, Scania LDF oils.
IMPORTANT: Make sure that the oil is

suitable for all variations in outside
temperature that are likely to occur before the
next oil change.

14 00:03-09
Oils
Alternative specifications that mean shorter Gas engines OSC11 G03 and OSC9 G01
change intervals
Oil grade: The oil should be formulated for
If oils complying with the basic requirements heavy duty engines with spark plugs. Petrol or
are not available, the following oil grades may diesel engine oil must NOT be used!
be used if the change intervals are halved:
The engine oil must meet with the following
specification:
Euro 1 and Euro 2 engines
ACEA E2 • Viscosity SAE 15 W-40
API CH-4 • Ash content max 1.0% by weight
Euro 3 engines • Sulphur content max 0.4% by weight

ACEA E3 Engine oil filled from factory: Mobil
ACEA E4 Pegasus 1.
IMPORTANT: Do not mix additives with the

oil.
Intervals between oil changes

Determined by engine type and use category,
see booklet Maintenance program, Preface.
IMPORTANT: If the sulphur content in the

fuel exceeds 0.2% by weight, then all the
intervals between oil changes must be halved.

00:03-09 15
Oils
Transmission oil
Viscosity requirements Manual gearboxes

Manual gearbox with torque converter
GRSH900
SAE 90 -10°C - +30°C
Viscosity SAE 75W-140 or SAE 85W-140.
SAE 85W-90 -10°C - +30°C
ZF Transmatic
SAE 140 0°C - >+30°C
See the ZF list of lubricants which can be SAE 75W-90 <-30°C - +30°C
downloaded from the ZF home page,
www.zf.com. Click on the heading SAE 75W-140 -25°C - >+30°C
Information, select Technical Information,
Select List of Lubricants, select the list of SAE 80W-90 -15°C - +20°C
lubricants required TE-ML XX. SAE 80W-140 -10°C - >+30°C
G701 - ZF gearbox for bus model F (ZF type SAE 85W-140 0°C - >+30°C
designation S6 1550).
< = less than
Vehicles with chassis number up to and
including 3 553 413 > = greater than
Transmission oil API GL-4 or see the ZF list of In order to facilitate gear changing in cold
lubricants TE-ML 02, class 02C***). climates, synthetic oil of viscosity
SAE 75W-90 is recommended.
API GL-4 contains (compared with API GL-5)
fewer additives which are aggressive towards
the synchromeshes in the G701. IMPORTANT: Make sure that the oil is
suitable for all variations in outside
Vehicles with chassis number from 3 553 414 temperature that are likely to occur before the
next oil change.
Semi-synthetic oil, viscosity SAE 80W-90,
class 02B***)
***) See the ZF list of lubricants which can be
downloaded from the ZF home page,
www.zf.com. Click on the heading
Information, select Technical Information,
Select List of Lubricants, select the list of
lubricants required TE-ML XX.

16 00:03-09
Oils
Axle gears and hub reduction gears

The viscosity requirements for oil used in axle
gears are different in comparison to that used in
gearboxes.

SAE 90 -30°C - +10°C
SAE 140 0°C - >+30°C
SAE 75 W-140 <-30°C - >+30°C
SAE 80W-140 -30°C - >+30°C
SAE 85W-140 -10°C - >+30°C
< = less than

> = greater than
In extreme conditions such as carrying a heavy
load, operating at high or low speed or in high or
low temperatures, synthetic oil SAE 75W-140 is
recommended.
IMPORTANT: Make sure that the oil is suitable

for all variations in outside temperature that are
likely to occur before the next oil change.

00:03-09 17
Oils
Oil specifications
The oil should comply with the requirements

for each respective type according to the table
below.
Type Requirement Limits

Transmission 1. API GL-5
fluid STO*) 1:0 2. Shear stability As a maximum the same reduction in viscosity as oil
RL 181 after 20 hrs according to CEC-L-45-T-93. The
same test bearing is to be used. (Kinematic viscosity at
100°C.)
3. Filtration ability Min. 90% in stage ll according to RP 124 H, CETOP
with average pore diameter of 5 micrometers. Pressure:
1.0 bar
4. Thermal stability and min 7.5 carbon (large gears only)
oxidation stability min 9.4 sludge (all gears)
ASTM L-60-1 test
procedure.
Purity requirements**)
Transmission API GL-5
oil
*) Scania Transmission Oil

**) limits according to MIL-PRF-2105E
Intervals between oil changes
The required interval between oil changes
depends on the type of use and the quality of
oil used.
See Workshop manual group 00, Maintenance
program, Preface.

18 00:03-09
Oils
Oils and fluids for other components

Component Oil grade Remarks
Scania retarder ATF oil according to Allison C4 or Note: ATF or engine oil that
engine oil SAE 5W-30, SAE 10W-30 does not comply with Allison
that comply with Allison C4 C4 can clog the channels with
sludge and damage the
operation of the retarder.
Clutch SAE J 1703 (D.O.T. 3 or 4 Brake Fluid
Torque converter ATF Type A Suffix A
KH424 3 ATF Dexron II
ATF Dexron III
ZF Transmatic See the ZF list of lubricants TE-ML 02, An oil system for gearboxes,
class 02C*). retarders and torque
converters.
Transfer box API GL-5
ZF automatic gearbox See the ZF list of lubricants TE-ML 14,
class 14C*).
Allison automatic ATF Dexron III or oil that complies with
gearbox Allison C4
Power steering ATF Type A Suffix A ATF = Automatic
Tag axle steering ATF Dexron II Transmission Fluid
Tag axle lift At temperatures above -20°C (F):
Cab tilt pump Hydraulic fluid viscosity class 22 or
32 cSt at +40°C, or ATF fluid type
Dexron II or III.
At temperatures below -20°C (F):
Hydraulic fluid, viscosity class 1500 cST
at -40°C.
Hydraulic cooling fan Engine oil SAE 5W-40 API CD - CE, <-30°C - >+30°C
ACEA E4
Engine oil SAE 15W-40 API CD - CE, 0°C - >+30°C
ACEA E2
Articulation control ATF Dexron II D
system
ZF portal axle See the ZF list of lubricants TE-ML 12,
class 12E*).
ZF wheel hub See the ZF list of lubricants TE-ML 12,
class 12E*).
< = less than

> = greater than
*) See the ZF list of lubricants which can be downloaded from the ZF home page, www.zf.com. Click
on the heading Information, select Technical Information, Select List of Lubricants, select the list of
lubricants required TE-ML XX.

00:03-09 19
Chassis
Chassis
Summary of components and lubricants
Component Lubricant Remarks
Chassis lubrication Vehicles with ACL: Lithium based grease with See Chassis grease for
consistency NLGI 0-2 further information on grease
Vehicles without ACL: Lithium based grease quality.
with consistency NLGI 2
Wheel hubs Lithium base grease and a consistency of See Chassis grease for
NLGI 2 further information on grease
quality.
Brake system Special grease part no 329 481 Grease for the anchor bolt
bearings of the brake shoes
Maintenance-free Special grease part no 584 128 For lubricating sliding joints
propeller
Because grease is not a fluid, its viscosity cannot be measured in the same way as that of oils. Grease
has therefore been given a separate classification by the American NLGI (National Lubrication
Grease Institute) which categorises grease into different classes, covering semi-fluid to the almost
totally solid.
Washer fluid
Component Liquid Remarks
Washer reservoir Ethanol (maximum 40%) During sub-zero periods, ethanol
(max. 40%) should be added to the washer
reservoir. Higher concentrations may
damage the paint finish.

20 00:03-09
Chassis
Chassis grease
Requirements and testing norms
Properties Requirements Test method

Flow pressure maintained at Max. 1.4 bar DIN 51805
the lowest usage-temperature
for Scania ACL.
Grease consistency, Scania NLGI 0 - NLGI 2
ACL
Soap Lithium Soaps other than lithium are allowed
provided that all other stipulated
requirements are met. Relevant information
should be provided by the supplier to prevent
grease with different gelling agents from
being mixed.
2
Base oil viscosity at +40°C Min 160 mm /s (cSt) ISO 3104, SS 02 35 10, ASTM D 445
Penetration at +25°C 265-295 ISO 2137
Worked 60 times (NLGI-class 2) SS 15 51 11
Worked 100,000 times +10% ASTM D 217
Rig testing
Corrosion inhibitor (including No Corrosion SKF Emcor test SS 15 51 30
salt water) IP 220/67
Lubrication, shearing stability, Approved SKF Grease test R2F test A+B
mm
Vibration stability Approved (for truck) SKF Wheel bearing grease test WBG
Water content Max. 0.1g/100 g ISO 3733, SS 15 51 50, ASTM D 95
Melting point Min. 180°C ISO 2176, SS 15 51 53, ASTM D 566
Oil separation in storage Max. 5% IP 121/75, ASTM D 1742
Consistency No lumps or solids
Operating temperature Min. -30°C
Max. +100°C
Testing standards for ACL

Lubrication points receive a greater amount of washing action when grease of NLGI-class 0, 00 and
000 is used. Such grease should therefore only be used when absolutely necessary, for instance, when
temperatures are unfavourable.

00:03-09 21
Air conditioning
Air conditioning
Refrigerant Compressor oil

For refrigerant R134a, PAG oil part no 584 110
must be used.
! WARNING!
IMPORTANT: Do not expose the oil to air for
The refrigerant can cause frostbite on long periods.
contact with skin. Always use
protective equipment when handling
refrigerant. IMPORTANT: Opened packages of
compressor oil must be disposed of correctly
after use. They must not be saved.
IMPORTANT: Only R134a refrigerant may be
used.
IMPORTANT: Work on the air conditioning

system must be carried out in compliance with
the legislation of the country in question.
Always use the requisite special equipment

when working on the air conditioning system.
Trucks using refrigerant R134a should use
Scania dehydrator part no 1 337 496.
The amount of refrigerant is stated on a label
on the vehicle air conditioning unit, situated
behind the front grille panel.

22 00:03-09
Cooling system
Cooling system
Coolant Coolant filter

Scania coolant filters no longer contain
corrosion inhibitor. Therefore, always use
! WARNING! coolant with corrosion inhibitor when changing
the coolant filter.
Avoid skin contact with coolant, it may
cause irritation. The amount of corrosion inhibitor is stated in
Hot coolant can cause burns. the booklet Maintenance instructions part 1.
Use protective equipment. If the vehicle is equipped with a coolant filter
Ethylene glycol is highly poisonous and and the coolant filter functions are to be
can be fatal if swallowed.
retained, the coolant filter must be replaced
during each L Inspection.
As from August 2000, the coolant filter has
The coolant should be composed of water and been discontinued and is not fitted to vehicles
one of the following additives: manufactured later than that date.
• 35-45% by volume of Scania Anti-freeze,
in countries where the temperature falls
below 0°C. Scania anti-freeze must not
exceed 60% by volume in pre-mixed
coolant.
• 8-12% by volume Scania corrosion
inhibitor, in countries where the
temperature does not fall below 0°C.
Note: Scania anti-freeze contains corrosion

inhibitor. 40% by volume of Scania anti-freeze
provides sufficient protection against
corrosion.
IMPORTANT: Only use Scania approved anti-

freeze and corrosion inhibitors.
Further information about anti-freeze and

corrosion inhibitor is provided in the booklet
Cooling system 02:02-01.

00:03-09 23
Cooling system
Material quality requirements in coolant
Water
The water used should be water free from
sludge and particles.
Anti-freeze
Only Scania anti-freeze 1 745 202 or anti-
freeze approved by Scania may be used.
Anti-freeze agents Manufacturer

approved by Scania
Havoline XLC ChevronTexaco\Arteco
Glysantin G48 BASF
Glysantin G30 BASF
Different approved products may be mixed, but

in order to obtain optimal corrosion protection,
products from the same manufacturer and of
the same type should be used. The protection
level will correspond to that of the product with
the lowest value, regardless of any amount of
other anti-freeze products added.
Anti-freeze agents recommended by Scania are
designed for Scania engines. Scania can largely
control and influence the contents of anti-
freeze agents with Scania part numbers.
Approved anti-freeze agents should consist of
ethylene glycol.

24 00:03-09
Cooling system
Corrosion inhibitor
Only Scania corrosion inhibitor 1 745 199 or
corrosion inhibitor approved by Scania must be
used, and only if there is no risk of freezing.
Corrosion inhibitors approved by Manufacturer

Scania
Havoline XLI ChevronTexaco\Arteco
Glysacorr G93 BASF
The coolant should contain water and 8-12% by

volume Scania corrosion inhibitor.
IMPORTANT: If there is too much corrosion

inhibitor in the coolant, it may become viscous.
Viscous coolant can damage the water pump.

00:03-09 25
Cooling system
Topping up
Coolant is topped up using pre-mixed coolant.

The Scania anti-freeze content should be
35-45% by volume in the pre-mixed coolant.
The coolant should contain 8-12% by volume
of Scania corrosion inhibitor. This applies to
countries where the temperature does not fall
below 0°C.

26 00:03-09
Cooling system
Mixing coolant with glycol
The mixing of Scania anti-freeze agent with the

coolant should be 35-45% by volume. The
percentage varies depending on the need for
anti-freeze. Measure the glycol content with
Coolant and battery charge tester 588 227.
As the coolant starts to freeze the water in the
coolant starts to crystallize out and the glycol
percentage in the coolant therefore rises. If the
freezing leads to a significant increase in the
quantity of ice, this can result in circulation
problems, but there is no risk of damage by
freezing if the amount of Scania anti-freeze is
at least 30% by volume.
Anti-freeze properties
% by volume of Scania Anti-freeze 30 40 50 60
Temperature when the mixture begins to freeze (°C) -16 -25 -46 -55
Lowest temperature for protection against damage by -30 *) *) *)
freezing (°C)
*) With a Scania anti-freeze content of at least

30% by volume, there is no risk of damage by
freezing.

00:03-09 27
Cooling system
Risk of freezing
IMPORTANT: The engine should not be

subjected to heavy loads when ice starts to
build up in the cooling system.
Minimal ice formation in the coolant

sometimes causes minor problems without any
risk of damage. For example, the auxiliary
heater may not work for up to 0.5-1 hour after
the engine has been started.
% by volume of anti-freeze
10 20 30 40 50 60%
o
-10 C
o
-16 C 1
o
-20 C
o
-30 C
o
3 2
-40 C
o
-50 C
121 134
o
-60 C
B A
Curve A: Freezing starts. Malfunctions may

arise
Curve B: Risk of damage by freezing.
1 Safe range
2 Ice build up
3 Coolant will not circulate. There is risk of
damage by freezing
Example: At temperatures around -16°C a risk
of damage by freezing exists if the percentage
of anti-freeze glycol is 20% by volume. At 30%
by volume the coolant does not contain any ice.

28 00:03-09
Cooling system
Changing the coolant

Cooling system
It is only necessary to change the coolant if it is
contaminated with oil or grease. The corrosion
inhibiting function is maintained by adding
Scania corrosion inhibitor. In countries with
temperatures below 0°C, Scania Anti-freeze
may instead be used.
Procedure
1 Drain the cooling system.
2 Fill the cooling system with hot water.
3 Run the engine until warm to open the
thermostat.
4 Drain the water.
5 Top up with pre-mixed coolant according
to specification. Refer to Workshop
Manual group 2.

00:03-09 29
00:03-07/1
Issue 11 en
Maintenance instructions part 1
4 series
Group 0 - 9
100309
© Scania CV AB 2005, Sweden

1 585 442
Contents
Contents
Changes from the previous issue .................... 4
0 General Inspection form ............................................... 5

Safety .............................................................. 6
0-01 Chassis lubrication .......................................... 8
0-02 Tool kit .......................................................... 24
0-03 Correct Operator's Manual ............................ 25
1 Engine 1-01 Oil change ..................................................... 27

1-02 Oil cleaner ..................................................... 29
1-03 Renewal of insert filter.................................. 38
1-04 Crankcase ventilation.................................... 39
1-05 Checking the poly-V-belt .............................. 39
1-06 Checking belt tension.................................... 41
1-07 Valve clearances and PDE unit injectors,
9 litre engine with 5 cylinders....................... 42
1-08 Valve clearances 9, 11 and 12 litre engines,
engines with 6 cylinders ................................ 48
1-09 Valve clearances 14 and 16 litre engines ...... 50
1-10 Scania PDE unit injectors ............................. 53
1-11 Scania HPI unit injectors .............................. 56
1-12 Air cleaner..................................................... 58
1-13 Intake manifold ............................................. 60
2 Cooling system 2-01 Coolant .......................................................... 61

2-02 Renewing the coolant filter ........................... 63
2-03 Measuring corrosion inhibitor....................... 63
3 Fuel and exhaust systems 3-01 Renewal of fuel filter, bleeding..................... 70

3-02 Gas engine..................................................... 79
3-03 Scania particle filter ...................................... 83
4 Clutch 4-01 Fluid level in clutch control .......................... 85

4-02 Renewing the clutch fluid ............................. 86
4-03 Checking clutch wear.................................... 87
4-04 Torque converter, checking the oil level ....... 88
Oil change and filter renewal ........................ 88
Checking torque limitation ........................... 90
5 Gearbox 5-01 Manual gearbox............................................. 91

5-02 Automatic gearbox........................................ 93
5-03 Opticruise .................................................... 100
5-04 Transfer box ................................................ 100
5-05 ZF-transmatic .............................................. 101
6 Propeller shafts 6-01 Checking propeller shafts, support

bearings and universal joint cross ............... 104
6-02 Checking bearing retainers.......................... 104
2 © Scania CV AB 2005, Sweden 00:03-07/1

Contents
7 Front axles 7-01 Changing oil in axle gear ............................ 105

7-02 Hub reduction gears .................................... 106
7-03 Checking front vehicle unit......................... 107
7-04 Measuring toe-in ......................................... 109
8 Rear axles 8-01 Changing oil in axle gear ............................ 110

8-02 Tag axle lift ................................................. 112
8-03 Tag axle 6x2, 8x2 ........................................ 112
9 Hubs and Wheels 9-01 Hub reduction gears .................................... 113

9-02 Checking front wheel bearings ................... 116
9-03 Check tightening wheel nuts ....................... 117
9-04 Checking the tyres....................................... 118
00:03-07/1 © Scania CV AB 2005, Sweden 3

Changes
Changes from the previous issue

1-02 Oil cleaner, new design, page 33-37.
1-07 Valve clearances, 9-litre engine, page 42-47.
3-01 Changing fuel filter, bleeding, 9 litre engine, page 75.
5-01 Changed oil volumes, page 92.

Safety
Safety
Vehicles with air suspension

Always support vehicles with air suspension
under the frame. Otherwise, the vehicle may
drop as the air pressure in the bellows is
reduced. Do not walk under a vehicle that is
raised on a jack only. Follow the instructions in
the Workshop Manual, Lifting and supporting
on stands.
Safety measures
• Use reliable and correctly dimensioned
stands, struts and locks with standard
locking devices.
• Stands and struts must be sturdy.
• Lifting tools must have been inspected and
approved for use.
For more information on safety measures, see

Workshop Manual, Safety in the workshop,
main group 00.

General
0-01 Chassis lubrication

Lubricating with an oil can
• Front grille hinges and latches
• Cab tilt lock
• Door stop
• Door hinges
• Linkage for load-sensing valve
• Storage compartment latch
• Bonnet latch (T vehicles)
Lubricating with grease gun

Use universal grease for lubrication points on
the chassis and for wheel bearings and spring
bearings.
Grease grade: Grease consistency NLGI 0 to
NLGI 2.
Note: When lubricating with grease, make sure

grease exudes from all the bearing cups. This
will ensure good lubrication.

General
Lubrication points
1
1 1 1
2 2 2 2
3 3 3 3
4 4 4 4
18 6
6 1
1 2 6
2 6
3 3
4 4
8 8
7 7
6
6
9 9
100742
7
100 877
1 Spring bolt
2 Brake slack adjuster
3 Brake camshaft
4 King pin bearing (with raised front axle)
6 Spring shackle
7 Universal joint
8 Support bearing
9 Sliding joint
18 Steering arm
See Lubricating with a grease gun

General
Lubrication points 4x4 Z, 6x6 Z
1
1
2
2
3 3
4 4
15 15
6
7
9
6
7
9
124 649
1 Spring bolt
3 Brake camshaft
4 King pin bearing (with raised front axle)
6 Spring shackle
7 Universal joint
9 Sliding joint
15 Halfshaft joint (AMD 900)

General
Lubrication points 4x2 A/B
2 2
3 3
00_1526
3 Brake camshaft
7 Universal joint

General
1 1
2 2
3 3
6 6
100 809
1 Spring bolt
3 Brake camshaft
6 Spring shackle
7 Universal joint

General
Lubrication points 6x2 A/B, 8x2 A/B
2 2
3 3
3 3
2
2
00_1525

3 Brake camshaft
7 Universal joint

General
1 1
7
3 3
2 2
6
6
10
10
11
3
3 2
2
100258
1 Spring bolt
3 Brake camshaft
6 Spring shackle
7 Universal joint
10 Balance arm
11 Tag axle lift

General
Lubrication points 6x4 Z, 6x6 Z, 8x4 Z, 8x8 Z
2 2
3 3
17 17
7
2 2
3 3
100741

3 Brake camshaft
7 Universal joint
9 Sliding joint
17 Spring bearing

General
Lubrication points 6x4 A/B, 8x4 A/B
2 2
3 3
2 2
3 3
100740

3 Brake camshaft
7 Universal joint
9 Sliding joint

General
Lubrication points 6x2/4 A/B, 8x2/4 A/B
7
18
2 2
3 3
4 4
2 2
3 3
104 865

3 Brake camshaft
4 King pin bearing (with raised axle)
7 Universal joint
9 Sliding joint
18 Steering arm and drop arm

General
Lubrication points 6x2*4 A/B, 8x2*6 A/B
9
7
2 2
3 3
4
4
2 2
3 3
104 866

3 Brake camshaft
7 Universal joint
9 Sliding joint

General
Lubrication points 8x4*4 A/B

3 Brake camshaft
7 Universal joint
9 Sliding joint

General
Lubrication points, fifth wheel
104 912
Clean surface of fifth wheel and check it for wear before greasing. See group 19-02 Fifth
wheel.
See Lubricating with a grease gun.
Note: Grease the surface of the fifth wheel with grease which can withstand high pressure
e.g. EP with MoS2 or grease with added graphite.
IMPORTANT! Grease fifth wheels with teflon-coated surfaces with an extremely thin layer of
grease after cleaning.

General
Lubrication points, tow hook
104 913
Lubricate with thin oil.

Use preferably VBG Mekolja, a specially produced oil with anti-rust and lubricating
properties or another thin-bodied oil.
Note: Never use grease due to its sticky consistency.

General
Automatic Chassis Lubrication,

ACL
Testing the lubrication system

Grease grade: Grease consistency, Scania ACL
NLGI 0 - NLGI 2
Steps 1-4 apply if the lubrication system is
completely empty.
100295
1 Fill the system by detaching the hose to the
outlet union on the pump. Connect a grease
gun to the hose and fill the system.
2 Make sure there is no lubricant exuding

from the overflow valve and that the
indicator pin is moving.
3 The indicator pin is located on the right-

hand side of the main distributor block.
100299
4 Fill until the lubricant exudes from the
various lubrication points in the chassis.
5 Stop filling the lubrication system.
6 Connect the grease gun to the filler nipple

on the lubricant reservoir.
100300
7 Fill the lubricant reservoir with lubricant.

8 Disconnect the grease gun.

General
9 Start the pump manually by starting the

engine and pushing the button behind the
plastic cover in the housing under the
lubricant reservoir.
100295
10 The pump will start. Walk around the
chassis and inspect for leaks.
11 Conduct a road test and make sure none of

the hoses are damaged at their end positions
for the moving parts.
12 Relevant lubrication points: see group 19,

"Automatic Chassis Lubrication ACL".
Other points such as universal joints and
sliding joints are lubricated with a grease
gun.

General
0-02 Tool kit

The vehicle tool kit can vary depending on the specification.
00_1528
1 Bulbs and fuses Disc wheel

2 Screwdriver handle with three bits. One 5 Rim nut wrench
with blade for straight slot at one end and 6 Support for rim nut wrench
Phillips cross at the other. Two bits for the
Torx system.
3 Jack
4 Handle for the jack, rim nut wrench and cab
Spoke wheel
tilting.
7 Locking tool
8 Opening tool
9 Handle for rim nut wrench
10 Rim nut wrench

Engine
1 Engine
1-01 Oil change

Oil grade: Oils, refer to booklet 00:03-09.
! WARNING!
Beware of hot oil! Wear protective

gloves and goggles.
IMPORTANT! Help protect our environment!

Avoid spillage. Use a collecting vessel.
1 Drain the oil.

2 Change the oil filter.
3 Clean the magnet and renew the sealing
washer. Fill with oil, see next page for oil
capacities.

Engine
Oil capacities
Engine type Volume
9 litre engine, 5 cylinders 30-37 litres
9 litre engine 23-30 litres
11 litre engine, 2 valves per cylinder 23-30 litres
11 and 12 litre engines, 4 valves per cylinder 28-35 litres
Note: The values are approximate. Check with

dipstick and top up if necessary.
Place the oil dipstick in the correct position. You
should be able to feel the dipstick, and not the
handle, "stop" in the oil sump.
IMPORTANT! Make sure that the oil is suitable

for all variations in outdoor temperature that are
likely to occur before the next oil change.

Engine
1-02 Oil cleaner
Cleaning
Old design
Oil cleaner, old design. After these instructions,
there are also instructions corresponding to the
new design. Identify the design of the vehicle's
oil cleaner, and follow the corresponding
instructions.
1 Clean the cover. Unscrew the nut and

remove the cover.
100263
2 Lift out the rotor and loosen the nut on the
rotor bowl three turns.
x3
01 1286
3 If the nut is jammed:

Clamp the nut (but on no account the
rotor) in a vice and turn the rotor three turns x3
by hand or with a screwdriver.
01 1287

Engine
4 Tap the nut lightly with your hand or a

plastic hammer, to detach the rotor bowl
from the bottom plate.
01 1288
5 Unscrew the nut and remove the rotor bowl.
Prize carefully to detach the strainer from
the bottom plate.
01 1289
6 Scrape off any deposits inside the rotor

bowl. If the deposits are thicker than
26 mm, the oil cleaner should be serviced
more often.
01 1290

Engine
7 Wash all parts in diesel oil.
! WARNING!
Wear protective gloves.
01 1291
8 Fit the O-ring in the rotor bowl. The O-ring
must not be damaged.
01 1292
9 Reassemble the rotor.
01 1293

Engine
10 Tighten the rotor nut firmly by hand.
01 1294
11 Refit the rotor.
Make sure that it spins easily.
01 1419
12 Check that the O-ring in the bowl is

undamaged.
Refit the bowl and tighten the lock nut to
10 Nm.
100264

Engine
Newer version
Oil cleaner, new design. Identify the design of
the vehicle's oil cleaner, and follow the
corresponding instructions.
There should be a certain amount of deposited
dirt apparent in the rotor bowl during cleaning
of the oil cleaner. If this is not the case, it
indicates that the rotor is not spinning. The
cause must be established immediately.
If the dirt deposit exceeds 28 mm at the
recommended intervals, the rotor bowl should
be cleaned more often
1 Clean the cover. Undo the nut securing the

outer lid.
2 Let the oil run out from the rotor.
3 Lift out the rotor. Wipe off the outside.
Undo the rotor nut and screw it about one
and a half turns to protect the bearing. x 1.5 133 315

Engine
4 If the rotor nut is difficult to get loose, turn

the rotor upside down and fasten the rotor
nut in a vice. Turn the rotor one and a half
turns counterclockwise by hand or use an
M20 nut as illustrated. M20
x 1.5
IMPORTANT! The rotor must not be put in a

vice. Never strike the rotor bowl. This may
cause damage resulting in imbalance.
133 316
5 Remove the rotor bowl by grasping the rotor
in both hands and tapping the rotor nut
against the table. Never strike the rotor
directly as this may damage its bearings.

Engine
6 Remove the strainer from the rotor bowl. If

the strainer has seized, pry carefully with a
screwdriver between the rotor bowl and the
strainer.
133 317
7 Scrape away the deposits inside the bowl
with a knife.
8 Wash the parts.

9 Inspect the two nozzles on the rotor. Make
sure they are not blocked or damaged.
Renew any damaged nozzles.
10 Make sure the bearings are not damaged.
127 878

Engine
11 Fit the strainer to the rotor.

12 Fit a new O-ring by sliding it over the
strainer.
13 Refit the rotor bowl. Make sure that the
O-ring sits correctly on the inside.
14 Refit the rotor nut and tighten by hand.
127 881
15 Make sure the shaft is not loose. Secure with
locking compound 561 200 if it is loose.
First clean thoroughly using a suitable
solvent. Tighten the rotor shaft using socket
99 520. Tightening torque 34 Nm.
16 Refit the rotor and spin it by hand to make
sure it rotates easily.
127 882

Engine
17 Inspect the O-ring on the oil cleaner housing

lid and fit it. Torque tighten the lock nut to
15 Nm.
Functional inspection
A functional inspection need only be carried out
if the lubricating oil cleaner is suspected not to
work properly, e. g. if there is an abnormally
small amount of deposit in the oil cleaner in
relation to the distance travelled.
The rotor rotates very fast and should continue
to turn when the engine has stopped.
1 Run the engine until it is warm.
100265
2 Stop the engine and listen for the sound

from the rotor. Use your hand to feel if the
filter housing is vibrating.
3 If the filter housing is not vibrating,
dismantle and check the oil cleaner.

Engine
1-03 Renewal of insert filter

1 Unscrew the filter cover with socket
588 475.
2 The filter housing will drain automatically
once the filter has been removed.
3 Renew the O-ring in the cover. Lubricate the
O-ring with engine oil.
IMPORTANT! Fit the filter insert into the cover

before placing it in the filter housing or the filter
insert might be damaged.
4 Fit the filter insert and the cover in the filter

housing and tighten the cover to 25 Nm +/-
5 Nm.

Engine
1-04 Crankcase ventilation
Renewing the filter

Clean the filter housing and renew the filter.
116 826
1-05 Checking the poly-V-belt
IMPORTANT! Do not change the direction of

rotation of the poly-V-belt when it is refitted.
105 874
Small cracks in the poly-V-belt can be accepted.

Engine
• Loosen the poly-V-belt from the pulleys,

but leave it around the fan shaft, so that the
direction of rotation of the poly-V-belt is
not changed.
• Check the poly-V-belt carefully. If the
poly-V-belt has one or more cracks, renew
it.
105 875
If there are large cracks or if pieces of the
poly-V-belt are missing, renew it.
• Also check wear on the poly-V-belt.
112 931
The poly-V-belt shows signs of wear. Can be
refitted.
112 932
The poly-V-belt is worn down to the chord. The

poly-V-belt must be renewed.

Engine
1-06 Checking belt tension
Automatic belt tensioner

The belt tensioner must not be adjusted, opened,
repaired or modified in any way. If the belt
tensioner does not provide sufficient tensioning
of the poly-V-belt, it must be renewed.
Noise in the belt drive

Check the belt tensioner by slowly pressing it
from the belt until it stops. Then, slowly bring
the belt tensioner back to the initial position.
Repeat 2-3 times. Jamming or jerking of the belt
tensioner is not permissible.
Measurement
Recommended belt tension for FO belts

New belt 370 Nm
Used belt 310 Nm
New V-belts need a higher tension since they are

stiffer.

Engine
1-07 Valve clearances and PDE unit injectors, 9 litre

engine with 5 cylinders
Specifications
Unit injector measurement (cold engine) 66.9+/-0.1 mm
Valve clearance, intake valve 0.45 mm
Valve clearance, exhaust valve 0.70 mm
Tightening torques
Adjusting screw lock nut on rocker arm for unit injector 39 Nm
Adjusting screw lock nut on rocker arm for valves 35 Nm
Note: Check and adjust the valve clearance and

unit injectors with the engine cold.

Engine
Order of adjustment
Adjustment applies to a 9 litre engine with
5 cylinders.
In order for the adjusting to be carried out on the
correct revolution, proceed as follows:
1 Rotate the flywheel so that the 72° mark on
the flywheel can be seen in the lower
window of the flywheel housing whilst
valve overlap occurs on cylinder 5.
2 Then turn the flywheel clockwise so that it
passes TDC Down (0°) by about 20° and
then turn it anticlockwise until
TDC Down (0°) is visible in the bottom
window on the flywheel housing. The
reason for turning past TDC down (0°) and
then back is to counteract any play in the
gears.
You are now on the first revolution and can
adjust the valves and unit injectors according to
the following table.
3 Rotate the flywheel anti-clockwise using
tool 99 309 so that the mark on the flywheel
is visible in the lower window of the
flywheel housing.

Engine
Mark on Revolution Adjust unit Adjust intake and Valve overlap on

flywheel injector rocker exhaust valves on cylinder
(degrees) arm on cylinder
cylinder
1 2 1
TDC Down 0
2 1
144 1 4 2
504 2 2
288 1 5 4
648 2 4
72 1 5
432 2 3 5
216 1 3
576 2 1 3
144 216
72 288
TDC Down *
134 537
Flywheel seen from the rear of the engine.

* Direction of rotation when adjusting.
The solid line shows the order to take the angles
on the first round and the broken line the order
for round 2.

Engine
The flywheel is also marked at 240°/600° and

120°/480°; these marks apply to 6 cylinder
engines.
1 Start by rotating the flywheel so that the
mark on the flywheel is visible in the lower
window as illustrated. Never read off the
flywheel mark in the top window - this
reading will be completely wrong.
2 Fit adjusting tool 99 414 with the metal
plate around the unit injector.
! WARNING! 66.9
When the unit injector is checked and

the measurement is outside
66.9+/-0.5 mm, it is necessary to be very
careful when handling this unit injector. 124 856
The spring is pre-tensioned and can

come loose, causing personal injury.
Setting tool 99 414 acts as a gauge with the
measurement 66.9 mm.

Engine
3 When adjusting, loosen the lock nut and

adjust the unit injector with adjusting screw
1. The unit injector is correctly set when the
small piston 2 is level with the flat upper
surface of the tool. Check using a finger. It
is possible to feel differences of less than a
millimetre. The setting dimension is
66.9 +/-0.1 mm.
Refer to tables in Order of adjustment for
unit injectors.
The setting tool piston is above or below the flat The setting tool piston is level with the flat upper
upper surface of the tool. Adjust the unit surface of the tool. The unit injector is correctly
injector. adjusted.
4 Torque tighten the lock nut to 39 Nm after

adjusting.
5 Remove tool 99 414.

Engine
IMPORTANT! Fit the cables so that they face

in the correct direction when fitting them on the
unit injector.
6 Reconnect the cables on the unit injectors.

Their relative position is not important. Use
torque screwdriver 588 179 to tighten the
screws to 2 Nm.
IMPORTANT! Use torque screwdriver 588 179

to avoid the risk of shearing off the screws. The
entire unit injector must be renewed if the
screws shear off.
118 482
7 If the cables to the unit injector are too long,
they can be clamped round the solenoid
valve on the unit injector.
588 179
8 Refit the upper rocker cover and torque
tighten the bolts to 18 Nm.
9 Close the bleeder nipple and tighten the
banjo screw.
10 Fill and bleed the fuel system, refer to
Bleeding the fuel system.
107 675

Engine
1-08 Valve clearances 9, 11 and 12 litre engines with

6 cylinders
Note: Check and adjust on cold engine.
Checking
Check the valve clearance. The clearance should
be:
9 and 11 litre engines: Intake valves 0.45 mm
and exhaust valves 0.80 mm.
DC9, DC11 and 12 litre engines: Intake valves
0.45 mm and exhaust valves 0.70 mm.
Adjusting
The following alternative methods of
adjustment are possible:
99 309
Alternative A:
• Adjust all the valves for each cylinder when
in TDC after the compression stroke. Rotate
the crankshaft 1/3 turn each time with tool
99 309. Adjust the valve clearance in the
same order for injection:
1-5-3-6-2-4 T DC 10
DOWN
101 333

Engine
Alternative B:
1 Put cylinder 1 at exact TDC after the
compression stroke. Adjust the following
valves.
cyl 1 Intake and exhaust

cyl 2 Intake
cyl 3 Exhaust
1 2 3 4 5 6
01 1393
cyl 4 Intake
cyl 5 Exhaust
2 Turn the crankshaft exactly one revolution.

Adjust the following valves.
cyl 2 Exhaust
cyl 3 Intake
1 2 3 4 5 6
cyl 4 Exhaust
01 1394
cyl 5 Intake
cyl 6 Intake and exhaust A 12 litre engine is illustrated
Ο Intake valve
⊗ Exhaust valve

Engine
1-09 Valve clearances 14 and 16 litre engines
Checking
Check the valve clearance. The clearance should
be:
14 litre engine: Intake valves 0.45 mm and
exhaust valves 0.80 mm.
16 litre engine: Intake valves 0.45 mm and
exhaust valves 0.70 mm.
The following two alternative methods of
adjustment are possible.
01_1182
Cylinder numbering
14 litre engine
The following alternative methods of
adjustment are possible:
Alternative A:
• Adjust all valves for each cylinder. Start 99 309
with cylinder 1 at TDC after the
compression stroke. Rotate the crankshaft
1/4 turn each time with tool 99 309. Adjust
the valves in the injection order:
1-5-4-2-6-3-7-8
101379

Engine
Alternative B:
1 Rotate the crankshaft in the direction of
rotation until the piston in cylinder 1 is at
20° after TDC in the combustion stroke.
There is a mark ⊥ at this degree.
2 Adjust the following valves:
Right-hand side
cyl 1 Exhaust and intake

cyl 2 Exhaust
cyl 4 Exhaust
Left-hand side

cyl 7 Intake
cyl 8 Intake
3 Turn the crankshaft exactly one revolution

in the direction of rotation. Then the piston
in cylinder 1 is at 20° after TDC in the
intake stroke. Adjust the following valves:
Right-hand side
Ο Intake valve
cyl 2 Intake
⊗ Exhaust valve
cyl 3 Exhaust and intake
cyl 4 Intake
Left-hand side

cyl 7 Exhaust
cyl 8 Exhaust
Torque tighten the valve lock nut to 35 Nm after

adjusting.

Engine
16 litre engine
Rotate the flywheel using tool 99 309 so that the
mark on the flywheel is visible in the bottom
window according to the table below.
Mark on flywheel Valve change on Adjust intake Adjust exhaust

(degrees) cylinder valve on cylinder valve on cylinder
TDC Down 0° 6 7 and 8 4 and 5
TDC Up 180° 7 1 and 5 2 and 6
TDC Down 360° 1 2 and 4 3 and 7
TDC Up 540° 4 3 and 6 1 and 8
It is a good idea to mark the rocker arm with a

pen after adjustment to keep track of what has
already been adjusted.
Torque tighten the valve lock nut to 35 Nm after
adjusting.
5 1
6 2
7 3
8 4
106 007
Cylinder numbering

Engine
1-10 Scania PDE unit injectors (6 or 8 cylinders)
Checking and adjusting spring height
4 Clean the rocker cover and around the

rocker cover.
5 Remove the rocker cover.
! WARNING! UP TDC
Always place axle stands under the VALVE 3.4

frame when working underneath
vehicles with air suspension. Empty the VALVE 2.5
air bellows. If the vehicle has a tag axle,

it should be lowered.
6 Rotate the flywheel using tool 99 309 so 99 309

that the mark on the flywheel is visible in
the bottom window according to the table
below. Never read off the flywheel mark in
110 578
the top window - this reading will be
completely wrong.
6 cylinder engine
Mark on flywheel (degrees) Valve overlap on Adjust unit injector rocker arm on
cylinder cylinder
TDC Down 0° 1 2
Valve 2, 5,120° 5 4
Valve 3, 4,240° 3 1
TDC Down 0° 6 5
Valve 2, 5,120° 2 3
Valve 3, 4,240° 4 6

Engine
8 cylinder engine
Mark on flywheel (degrees) Valve overlap on Adjust unit injector rocker arm on
cylinder cylinder
TDC Down 0° 6 4 and 5
TDC Up 180° 7 2 and 6
TDC Down 360° 1 3 and 7
TDC Up 540° 4 1 and 8
7 Fit adjusting tool 99 414 with the metal

plate around the unit injector. Check
dimension 66.9 +/- 0.5 mm
66.9
124 856
Setting tool 99 414 acts as a gauge with the

measurement 66.9 mm.

Engine
8 When adjusting, loosen the lock nut and

adjust the unit injector with adjusting screw
1. The unit injector is correctly set when the
small piston 2 is level with the flat upper
surface of the tool. Check using a finger. It
is possible to feel differences of less than a
millimetre. The setting dimension is
66.9 +/-0.1 mm.
The setting tool piston is level with the flat upper

The setting tool piston is above or below the flat
upper surface of the tool. Adjust the unit surface of the tool. The unit injector is correctly
injector. adjusted.
9 Torque tighten the adjusting screw lock nut

to 39 Nm.

Engine
1-11 Scania HPI unit injectors
Note: Adjust on cold engine.
Adjusting OBL (Outer Base Load) preload
Adjustment is carried out at the same time as

checking or adjusting valve clearances.
1 Clean the rocker cover and around the
rocker cover.
2 Remove the rocker cover.
UP TDC
! WARNING!
VALVE 3.4
Always place axle stands under the
frame when working underneath VALVE 2.5
vehicles with air suspension. Empty the

air bellows. If the vehicle has a tag axle,
it should be lowered.
99 309
3 Rotate the flywheel using tool 99 309 so
that the mark on the flywheel is visible in
the bottom window according to the table
110 578
below. Never read off the flywheel mark in
the top window - this reading will be
completely wrong.
Mark on flywheel (degrees) Valve overlap on Adjust rocker arm on cylinder

cylinder (OBL)
TDC Down 0° 6 4
120°/480° 2 1
240°/600° 4 5
TDC Down 360° 1 3
120°/480° 5 6
240°/600° 3 2

Engine
4 Loosen the lock nut and the adjusting screw.

5 Lubricate the adjusting screw, tighten to
6 Nm and angle tighten a further 60°.
Tighten the lock nut to 39 Nm.

Engine
1-12 Air cleaner

Air is drawn through the aperture in the side of
the air cleaner. It is filtered through the paper
filter and is drawn through the upper aperture to
the turbocharger.
There is a rubber valve underneath the air
cleaner that acts as a drain. Water that enters the
air cleaner is collected at this point. The rubber
valve opens when the pressure exerted by the
water is greater than the pressure in the air
cleaner.
01_1298
The right-hand bumper cover must be removed
in order to renew the filter. It is fastened with
three bolts. This does not apply to vehicles with
steel bumpers.
Loosen the clips that hold the filter cover in 00_1655
place. 00_1531
Renew the filter element.
Note: Do not forget to reset the vacuum

indicator, see Vacuum indicator.
00 1532

Engine
Vacuum indicator
P/R vehicles: The vacuum indicator is located
inside the right-hand boarding step.
T vehicles: The vacuum indicator is located

inside the right-hand service step.
Engine output will be affected if the filter admits
insufficient air to the engine. Other related
effects are increases in fuel consumption and the
00_1533
amount of carbon particles in the exhaust, both
of which are caused by the reduced output being
compensated for by increased throttle. There is
also an increased risk of damage to the
turbocharger.
The vacuum indicator has two windows, the

smaller of which indicates the need for a new
filter by changing colour; the larger window is
graduated. When the vacuum indicator shows
5.0 kPa, the filter element should be changed.
Note: Reset the vacuum indicator by pressing

the centre as illustrated.
00_1534

Engine
1-13 Intake manifold
Retightening straps
Retighten the straps on the air intake pipe
between the air cleaner and the turbocharger.
The straps, two on each air intake pipe, must be
tightened by hand to 4.5+/-1 Nm.
Use torque screwdriver 588 179.
109 517
The illustration shows the straps on a 12-litre
engine

Cooling system
2 Cooling system
2-01 Coolant
The coolant can normally be used as long as it is
pure and clear. ! WARNING!
Hot coolant can cause burns. Ethylene

Use only Scania or Scania approved antifreeze glycol is highly dangerous if ingested
glycol for frost protection; refer to Workshop and can prove fatal. It has a toxic effect
Manual 00:03-09 Fuel, lubricants and fluids. on the skin, particularly when the
Different approved products may be mixed, but coolant is hot. Wear protective gloves.
in order to obtain optimal corrosion protection, Scania corrosion inhibitor is dangerous
products from the same manufacturer and of the if imbibed.
same type should be used. The protection level
will correspond to that of the product with the
lowest value, regardless of any amount of other
anti-freeze products added.
Anti-freeze agents approved by Scania are
designed for Scania engines. Scania can largely
control and influence the contents of anti-freeze
agents with Scania part numbers.
1 Measure the level of glycol anti-freeze

(ethylene glycol) with Coolant and battery
(70%)
(66%)
-48 (61%)
(61%)
-42 (58%)
tester 588 227. 1.400
1.350
-48
-42
(57%)
(53%)
-36
-30
(54%)
(50%)
-37 (50%)
-27 (47%)
GOOD
-33 (47%)
-24 (44%)
1.300 -30 (45%)
-27 (42%) -21 (41%)
-24 (40%)
1.250 -18 (38%)
-21 (36%)
FAIR
(33%)
-15 (34%)
-18
1.200
(29%) -12 (30%)
-15
-12 (25%)
1.150 -9 (24%)
RECHARGE
-9 (20%)
-6 (18%)
1.100
-6 (15%)
BATTERY
CHARGE
-3 (9%)
SPECIFIC -3 (9%)
GRAVITY
ETHYLENE PROPYLENE
GLYKOL GLYKOL
+0 (0%) +0 (0%)
C
FREEZE POINT
% GLUKOLE BY VOLYME
121 091

Cooling system
Ethylene glycol concentration table

If the glycol content is below 40%-by volume,
the corrosion protection is not sufficient.
Freezing point °C -6 -9 -12 -18 -21 -24 -30 -37 Cooling system
Ethylene glycol 15 20 25 33 36 40 45 50 volume in litres
(% by vol)
Ethylene glycol (litres) 5 6 8 9 11 12 14 15 30
6 7 9 11 13 14 16 18 35
6 8 10 12 14 16 18 20 40
7 9 12 14 16 18 21 23 45
8 10 13 15 18 20 23 25 50
9 11 14 17 20 22 25 28 55
9 12 15 18 21 24 27 30 60
10 13 17 20 23 26 30 33 65
11 14 18 21 25 28 32 35 70
12 15 19 23 27 30 34 38 75
12 16 20 24 28 32 36 40 80
13 17 22 26 30 34 39 43 85
14 18 23 27 32 36 41 45 90
15 19 24 29 34 38 43 48 95
15 20 25 30 35 40 45 50 100
16 21 27 31 37 42 48 53 105
17 22 28 32 40 44 50 55 110
18 23 29 34 41 46 52 58 115
18 24 30 35 42 48 54 60 120
19 25 32 37 44 50 57 63 125

Cooling system
2-02 Renewing the coolant filter

Tools
Filter tongs 587 025
1 Close the drain tap and renew the coolant

filter.
2 Open the drain tap.
02_0350
02_0351
If the vehicle is fitted with a coolant filter, the
filter must be renewed at every L-inspection in
order to uphold the functionality of the filter. Valve open Closed tap
Scania coolant filters no longer contain

corrosion inhibitor.
As of August 2000 the coolant filter has been
discontinued and is therefore not fitted to
vehicles manufactured after that date.
2-03 Measuring corrosion inhibitor
IMPORTANT! For cooling systems with

corrosion inhibitor only, without glycol.
! WARNING!
Hot coolant can cause burns. Wear

protective gloves. A mixture of different
Tools corrosion inhibitors could result in
accumulation of sludge and poorer
Corrosion inhibitor gauge 588 572
protection against corrosion. Scania
corrosion inhibitor is dangerous if
Refer to Workshop Manual Main Group 2 for imbibed.
calibrating the corrosion inhibitor gauge.

Cooling system
IMPORTANT! Note the obtained values in

order to check for correct corrosion protection in
the corrosion inhibitor table.
1 Extract some coolant from the expansion

tank.
2 Spray some coolant into a cup or equivalent.

3 Allow the coolant to cool down to 40°C.
122 122
4 Fit corrosion inhibitor gauge 588 572. It has
to be switched on for at least 5 minutes
before measuring.
OFF
ON
122 114
5 Remove the protection cover from the probe

electrodes on corrosion inhibitor gauge
588 572.
122 124

Cooling system
6 Clean the probe electrodes with distilled

water and denatured alcohol. Wipe off the
electrodes.
122 116
7 When checking different coolants, rinse the
probe electrodes in distilled water and
denatured alcohol before the next
measurement.
8 Place corrosion inhibitor gauge 588 572 in
the vertical container.
122 117
9 Place the container or equivalent with

coolant under the corrosion inhibitor gauge
588 572 and dip the probe electrodes
completely in the coolant.
122 118

Cooling system
10 Wait a couple of minutes for the value in the

display of the corrosion inhibitor gauge
588 572 to stabilise.
11 Read and note the value.
122 467
12 Check the level of corrosion inhibitor in the
Corrosion inhibitor diagram.
13 The level should be 8-12% by volume. The
standard value should be 10% by volume.
14 After use the corrosion inhibitor gauge
588 572 should be cleaned in distilled water
and denatured alcohol.
15 Do not forget to fit the protection cover and
switch off the corrosion inhibitor gauge
588 572.

Cooling system
Corrosion inhibitor diagram
After measuring the conductivity value with

the corrosion inhibitor gauge 588 572, check
the conductivity value in mS against the
corrosion protection in % by volume.
The corrosion inhibitor should be 8-12% by
volume when checked.
14,0
13,0
12,0
11,0
10,0
9,0
8,0
7,0
6,0
5,0
4,0
3,0
2,0
1,0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
122 657
Min Max.

Cooling system
Corrosion inhibitor concentration table
Note: Scania corrosion inhibitor with a level of

10% by volume is equivalent to 40% by
volume of Scania glycol anti-freeze.
Corrosion inhibitor 0 2 4 6 8 10 Cooling system

(% by vol) volume in litres.
Corrosion inhibitor. (litres) 0 0.6 1.2 1.8 2.4 3.0 30
0 0.7 1.4 2.1 2.8 3.5 35
0 0.8 1.6 2.4 3.2 4.0 40
0 0.9 1.8 2.7 3.6 4.5 45
0 1.0 2.0 3.0 4.0 5.0 50
0 1.1 2.2 3.3 4.4 5.5 55
0 1.2 2.4 3.6 4.8 6.0 60
0 1.3 2.6 3.9 5.2 6.5 65
0 1.4 2.8 4.2 5.6 7.0 70
0 1.5 3.0 4.5 6.0 7.5 75
0 1.6 3.2 4.8 6.4 8.0 80
0 1.7 3.4 5.1 6.8 8.5 85
0 1.8 3.6 5.4 7.2 9.0 90
0 1.9 3.8 5.7 7.6 9.5 95
0 2.0 4.0 6.0 8.0 10.0 100
0 2.1 4.2 6.3 8.4 10.5 105
0 2.2 4.4 6.6 8.8 11.0 110
0 2.3 4.6 6.9 9.2 11.5 115
0 2.4 4.8 7.2 9.6 12.0 120
0 2.5 5.0 7.5 10.0 12.5 125
0 2.6 5.2 7.8 10.4 13.0 130

Cooling system
Topping up with coolant
Note: Do not top up with water only.
In countries where the temperature never

drops below 0°C:
The coolant must consist of 1/10 corrosion
inhibitor and 9/10 freshwater without visible
impurities.
Other countries:
The coolant must contain 30-60% glycol and
freshwater without visible impurities.

Fuel system
3 Fuel and exhaust systems
3-01 Renewal of fuel filter, bleeding

IMPORTANT! Engines with unit injectors must

be fitted with fuel filters marked HIGH
PERFORMANCE.
X
X X
X X
XX X
X
HIGH X
PERFORMANCE
HIGH PERFORMANCE
114 614
1 Clean the fuel filter and the filter retainer.
03_0808
2 Unscrew the fuel filter.

Use filter tongs, e.g. 587 025.
03_0809

Fuel system
3 Lubricate the O-ring of the fuel filter and

screw the new fuel filter into place by hand
until the gasket comes into contact with the
retainer. Tighten a further half turn. Bleed
the fuel system as described below.
03_0810
Engines with injection pump
Bleeding
1 Turn the starter key to the drive position.
Undo the banjo screw on top of the fuel
filter a few turns. Place a suitable receptacle
under the fuel filter. Pump with the hand
pump until clean fuel appears that is free
03_0806
from air bubbles. Tighten the banjo screw.
2 Open the overflow valve on the fuel valve a

few turns. Pump with the hand pump until
the fuel coming out of the open overflow
valve is free of air bubbles. 03 0811
3 Close the overflow valve 1. Keep pumping

for a while 2. The air in the injection pump 1
will then be pushed out through the
overflow valve. 2
4 Start the engine and check for leaks.
03_0812

Fuel system
Renewal of insert filter on engines with PDE
1 Open the bleeder nipple on the fuel filter to

release any remaining pressure.
588 475.
once the filter insert has been removed.
4 Wipe the fuel filter base clean.
5 Renew the O-ring in the cover. Lubricate the
O-ring with O-ring grease 1 402 039.
IMPORTANT! Fit the filter insert into the cover

before placing it in the filter housing or the filter
insert might be damaged.
6 Fit the filter insert and the cover in the filter

housing and tighten the cover to
25 Nm+/-5 Nm. Bleed the fuel system as
described below.

Fuel system
Bleeding of DC16 engines with PDE
1 Attach a clear plastic hose to the bleeder

nipple on the filter housing.
2 Open the bleeder nipple and pump with the

hand pump until fuel comes out of the hose.
3 Close the bleed nipple and remove the hose.
4 Continue pumping by hand until a
resistance is felt, which will be after
approximately 20 pump strokes.
116 268

Fuel system
Bleeding of DC11 and DC12 engines with PDE

nipple at the front of the fuel manifold.
• If the system is completely empty, it will
take approximately 250 strokes.
• After renewing the fuel filter, it will take
approximately 170 strokes.
• Approximately 150 strokes are required
to bleed the fuel manifold.
3 Pump an additional 20 strokes to remove the
116 545
air.
4 Close the bleeder nipple and remove the

hose. Pump with the hand pump until the
pressure relief valve opens, approximately
20 strokes.

Fuel system
Bleeding of 9 litre engines, 5 cylinders, with PDE

nipple on the fuel filter housing.
When the fuel system is empty, it is
necessary to pump approximately 100
strokes in order to draw fuel up to the
bleeder nipple.
3 Pump until fuel without air bubbles comes
out, approximately 20 strokes.
5 Transfer the plastic hose to the fuel
manifold bleeder nipple.
6 Open the fuel manifold ventilating valve.
7 Pump with the hand pump until fuel without
air bubbles comes out, approximately
135208
50 strokes.
8 Close the bleeder nipple on the fuel
manifold and remove the plastic hose.
9 Pump approximately 20 strokes with the
hand pump until the overflow valve opens.
A hissing sound should be heard.
10 Start the engine. The engine should be easy
to start.

Fuel system
Renewal of insert filter on engines with HPI
1 Open the bleeder nipple on the filter to

release any remaining pressure. It may be
difficult to unscrew the filter cover if the
system pressure has not fallen enough.
Note: Fuel will come out of the bleeder nipple

and this should be collected in a suitable
manner.
25 Nm
588 475.
(slowly) once the filter element has been
removed.
Note: If the drain is not working, the remaining

fuel should be removed.
4 Unscrew the overflow valve and blow the

strainer in the filter housing clean.
5 Also wipe the bottom of the filter housing.
6 Fit a new O-ring on the cover. Lubricate the
O-ring with O-ring grease.
B 119 290
IMPORTANT! Fit the filter element into the
cover before placing it in the housing or the
filter element might be damaged.
7 Press down the filter element into the

housing with the cover. Screw on the filter
cover firmly with sleeve 588 475.
Tightening torque 25 Nm.
8 Bleed the fuel system

Fuel system
Bleeding of engines with HPI

nipple on the fuel filter housing.
IMPORTANT! Do not crank with the starter

motor for longer than 30 seconds at a time.
2 Open the bleeder nipple fully and crank

with the starter motor until the fuel system
is purged free of air.
Run until all the air has been removed and
there is a good flow of fuel.

B 119 292

Fuel system
Water separating fuel filter

A fuel filter with water separation is available as
an accessory. It can be used instead of the usual
type of fuel filter.
The same interval between renewal applies as
for an ordinary fuel filter.
Drain at every inspection.
105 915
32: Drain valve
Auxiliary water separating fuel filter
Some vehicles are equipped with an additional

water separating fuel filter attached to the
chassis.
Note: Close the drain tap when renewing the

additional water separating fuel filter.
The same interval between renewal applies as

for an ordinary fuel filter.
Drain at every inspection.
109 700
1 Shut-off cock
2 32: Drain valve

Fuel system
3-02 Gas engine
! WARNING!
Beware of the risk of fire. Make sure

there is nothing glowing and there are
no sparks, naked flames or similar in the
vicinity when working on the gas
system.
IMPORTANT! For all work on the gas system,

the specific laws and regulations of the country
concerned regarding gas and the handling of gas
equipment must be followed.
The integrity of the gas system

Check the gas system integrity in the direction
of flow with leak detection spray or soapy water.
Checking spark plugs

Check the electrode gap.
Correct electrode gap aids the engine
combustion and reduces the risk of flashover.
Distance between the electrodes should be
0,35-0,50 mm.
Tightening torque 30 +/-5 Nm.

Fuel system
Checking lambda at idle speed

Test equipment
Tool no Description
588 460 Lambda sensor
588 462 Cable harness
588 461 Test control unit
588 094 Multimeter (included in kit 588 093)
IMPORTANT! The engine temperature must be

around 80°C when checking and adjusting the
lambda.
1 Run the engine until it reaches normal

operating temperature.
2 Check that the idling speed is approx.
550 rpm. Adjust idling speed as required by
turning the idling screw 1.
3 Take a sensor voltage reading with the

multimeter. It should read between 1.60 V
and 1.90 V at 550 rpm.
4 Adjust the lambda value if necessary by
turning the mixture screw 1 on the gas
mixer. If the correct lambda value cannot be
set, take off the outer diaphragm of the gas
mixer and remove or add shims on the gas
valve.

Fuel system
Checking lambda with the engine under load.
1 Attach the test equipment as described in

"Fitting the test equipment".
2 Set restrictor 1 on the gas mixer inlet half
way between the L and R marks if the
engine has not been adjusted before.
3 Measure at wide open throttle acceleration

in a high gear from approx. 1000 r/min till
2000 r/min. Read the sensor voltage at
200 rpm intervals from 1000 rpm.
4 Make a copy of the diagram and plot the
readings. The existing curves indicate
minimum and maximum values. The
thin-line curves indicate limits at 150 bar
gas pressure and the bold ones at 50 bar gas
pressure.
The X axis shows the engine speed in rpm

The Y axis shows the sensor voltage in volts

Fuel system
5 Adjust the gas pressure if the sensor voltage

is too high or too low across the whole
engine speed range.
6 Unscrew the plugs and adjust the gas
pressure with the set screws on the low
pressure regulators. Adjust both regulators
the same amount. Turning clockwise will
increase the gas pressure and lower the
sensor voltage. Do not screw in the set
screw more than 16 turns from fully
unscrewed position.
Note: Screwing in the set screw more than 16

turns will cause the spring seat to come loose
from the screw.
IMPORTANT! The plugs must be refitted in the

low pressure regulators before testing. Leaks
can affect the lambda value.
7 If the adjustment range of the screw is

insufficient, the regulator spring should be
renewed.

Scania particle filter
3-03 Scania particle filter

Cleaning the filter unit
IMPORTANT! Handle the filter unit with care.

The filter unit consists of a ceramic material and
is impact and shock sensitive.
1 Remove the side cover and place a jack with

a large plate under the filter unit.
2 Mark the direction in which the filter is
installed.
Note: The filter unit should be turned 180

degrees when fitted.
121 252
! WARNING!
A face mask and protective goggles

must be worn when cleaning the particle
filter.
The particle filter is very hot.
121 253
3 Remove the upper V-clamp holding the

filter unit in place.
4 Lower and remove the filter unit. Remove
the lower V-clamp and the exhaust pipe
bracket screws.

Scania particle filter
5 Check for traces of soot on the filter unit

outlet side. If this is the case, the filter unit
probably is damaged and must be changed.
6 Clean the filter unit as follows:
7 Carefully shake the filter unit to remove all
loose ash deposits from the filter unit cells.
8 Using an industrial vacuum cleaner,
remove all ash deposits and soot from
visible surfaces both on the catalytic
converter and the filter unit.
9 Inspect the surfaces on the catalytic
converter and filter unit to check for:
- Cracks in the surface or pitting.
- That the ceramic filter is firmly seated in
the outer container.
10 If no defects can be found on the filter unit,

turn it 180 degrees and fit it. Refer to the
illustration.
11 Connect an extractor to the exhaust pipe.
121 254
Start the engine and rev it a couple of
times. This prevents any ash residues from
penetrating into the workshop after the
filter unit has been turned.
Discarded particle filters and filter units, and
ash deposits and soot from the filter must be
disposed of according to local legislation.

Clutch
4 Clutch
4-01 Fluid level in clutch

control
Fluid grade: SAE J 1703 (D.O.T. 3/4 Brake
Fluid).
Check that the fluid level is between the marks
on the reservoir.
100669
WARNING!
The fluid is harmful if ingested. Avoid

contact with the skin. Wear protective
gloves and goggles.

Clutch
4-02 Renewing the clutch fluid
Change the clutch fluid by bleeding the clutch

hydraulic system. The work description below
is for vehicles with a bleeder nipple.
For vehicles without a bleeder nipple and for
bleeding without replenishing equipment, refer
to Workshop Manual main group 04, Clutch
and clutch control, function and work
descriptions.
Bleeding using replenishing equipment
587 949
! WARNING!
Wear protective goggles. Hydraulic

fluid is corrosive and can cause Replenishing equipment connected to the
permanent eye damage. hydraulic fluid reservoir.
IMPORTANT! Use new hydraulic fluid of the

type SAE J 1703 D.O.T: 3-4 Brake Fluid.
1 Fill the reservoir of the replenishing

equipment with hydraulic fluid. The
reservoir volume is 5 litres.
2 Connect the replenishing equipment
according to the illustrations and connect a
supply of compressed air.
Bleeding container of replenishing equipment
587 949 connected to bleeder nipple 1 at the
gearbox.

Clutch
3 Fill and bleed the hydraulic system by

opening bleeder nipple 1 on the gearbox.
Repeat the bleeding until all the air has been
removed and only pure hydraulic fluid
flows from the bleeder nipple. The
hydraulic system volume is approx.
0.5 litres.
IMPORTANT! Ensure that the hydraulic fluid

reservoir does not become empty during
bleeding.
4-03 Checking clutch wear
Use gauge 99 315, which indicates the

minimum dimension of the clutch lining.
A new disc is 10 mm thick. A worn disc is 7 mm

thick.
Remove the sound proofing cover.
Remove the protection cover over the inspection
opening on the bottom of the flywheel housing.
Fit the gauge 99 315 and make sure the lining is
more than 7 mm thick.
It may be difficult to reach the disc with the
gauge in some cases. If so, turn the crankshaft
using turning tool 99 309.
The same measurement method is used for the
new clutch with external slave cylinder.
04 0464
99 315

Torque converter
4-04 Torque converter
Checking the oil level

1 Start the engine and run it at idle speed with
the gearbox in neutral.
2 Check the oil level with the dipstick. The
dipstick is behind the cab on P/R vehicles or
in the engine compartment on T vehicles.
Oil change and filter renewal

The drain plugs in both the filter housing and the
torque converter cover must be removed when
changing oil.

Drain plug for filter housing
1 Rotate the flywheel with the tool 99 309 to

access the drain plug in the torque converter
cover through the opening in the flywheel
housing.
2 Undo the cover on the bottom of the
flywheel housing so that the oil can run out.
3 Remove the drain plug (10 mm internal
hexagon) on the bottom of the filter housing
and allow the fluid to run out.
104 903
Drain plug for torque converter cover

Torque converter
4 Remove the drain plug (6 mm hexagon)

from the torque converter cover and allow
the oil to run out. Take care not to drop the
drain plug between the torque converter and
the flywheel housing.
5 Check the O-ring on the torque converter
drain plug. Renew if necessary. Refit the
drain plug. Tightening torque 20 Nm.
6 Wipe the cover and refit it to the bottom of
the flywheel housing.
7 Undo the bolts and remove the filter

housing.
8 Clean the filter housing and the magnet, see
arrow.
9 Fit a new filter and gasket.
10 Refit the filter housing and the drain plug.
Use new gaskets. Tightening torque 50 Nm.
11 Fill with approx. 10 litres oil. If more oil is
filled, it will run out of the vent in the torque
converter.

Torque converter
! WARNING!
Make sure the gearbox is in neutral

before starting the engine.
12 Start the engine and run it at idle speed.

13 Fill with an additional approx. 8 litres of oil
until the oil level is correct on the oil
dipstick.
Oil capacity when changing oil is about
18 litres.
Note: The values are approximate. Check with

oil dipstick. Top up if necessary.
Checking torque limitation

1 Apply the parking brake.
2 Start the engine and run it at idle speed.
3 Engage top gear in low-range and release
the clutch.
4 Accelerate carefully and feel how the
vehicle "strains" against the brake.
5 Depress the clutch pedal slightly but not
enough to declutch. A transition should now
be felt as the torque is limited and the
engine speed drops.

Gearbox
5 Gearbox
5-01 Manual gearbox
1 Remove the noise shield, see illustration.

2 Place a collecting vessel under the gearbox.
Tip: Oil can run onto the exhaust pipe on
vehicles with left-hand mounted exhaust outlet.
Form a piece of metal plate to guide the fluid
past the exhaust pipe and into the collecting
vessel.
100268
! WARNING!

gloves and goggles.
3 Remove the drain plugs and level plugs.

Drain the oil when it is hot.
4 Clean the magnet on the drain plugs and
level plugs.
5 Unscrew the filter.
Note: Check that the old gasket is attached

when the filter is removed.
1 Level plug
2 Drain plug
3 Filter

Gearbox
6 Lubricate the rubber gasket for the new Oil capacities

filter with oil.
Gearbox with oil capacities
7 Screw on the filter by hand until the gasket
rests against the gearbox housing. Tighten GR 801 approx. 9.0
the filter a further half turn. litres
8 Refit the drain plug and tighten to 100 Nm. GR, GRS, GRSH 900, approx. 15.7
Top up the level hole with oil. GRSO 900 litres
9 Refit the level plug and torque tighten to GRS 890, 920 approx. 15.7
100 Nm. litres
GRS 890R, 920R approx. 16.8
litres
GR, GRS 900R, GRSO 900R approx. 16.8
litres
Note: GRS920: The oil cooler, which has an

oil capacity of approx. 2.0 litres, is not drained
when changing transmission oil.
Power take-off
EG610 / 611 / 612 0.5 litres
EG603 / 604 / 606 1.3 litres
EG600 / 601 / 620 / 621 1.7 litres
EK300 / 310 1.1 litres
EK330 / 340 / 630 / 640 2.0 litres
Note: The values are approximate. Check the

oil level and top up as necessary. An oil level
down to 5 mm below the level hole is
acceptable.

Gearbox
5-02 Automatic gearbox
IMPORTANT! A correct fluid level is essential

for the function and service life of the gearbox.
Both too high and too low a fluid level is
harmful for the gearbox.
Checking a cold gearbox

The objective of checking on a cold gearbox is Dipstick location
to determine whether the correct amount of fluid
is in the gearbox so that it can be safely warmed
up. A final check of the fluid level can only be
carried out when the gearbox is warm.
1 Start the engine and run it at idle speed for
about one minute.
! WARNING!
Depress the brake pedal before

proceeding to step 2 below! It is not
enough to only use the parking brake to
keep the vehicle stationary.
2 Select position D and increase the engine

speed to 1000-1500 rpm for 30 seconds.
Then, select position R to remove any air
from the system. Air in the system can give
incorrect results.
3 Then, select neutral N and leave the engine
idling.

Gearbox
! WARNING!
Disengage the power take-off if

applicable so that the rotating shaft is
stationary. The shaft is located close to
the oil dipstick and can cause personal
injury if rotating.
4 Adjust the oil level so that it is in the range

between "COLD FULL" and "COLD
ADD". Fill through the oil filler pipe (or the
dipstick pipe). Drain off fluid if the level is
too high. Dipstick graduation
5 Warm up the gearbox and carry out a final
check of the fluid level as described in
"Checking a warm gearbox".
Checking a warm gearbox

The gearbox must be warm in order to check the
fluid level reliably. The check can be carried out
in two ways: either using the oil dipstick in the
same way as for a cold gearbox check, or
electronically from the driver's seat. The
following description applies to checking the
fluid level electronically.
1 The following conditions must be fulfilled
irrespective of control type:
- The engine must be idling and the vehicle
on flat ground
- The oil temperature must be between 60°C
and 100°C
- The drive mode selector must be in
position N
- The propeller shaft must be stationary
- The fluid level sensor must be free from
faults
Gearbox
2 Lever control, old design: Press once on the

diagnostic switch 1. Use a blunt pen or
similar. If the above requirements are 2
fulfilled, the control unit will start to count
down from 8 to 1 for about two minutes.
3 Lever control, new design: Press once on 1
the Logotype switch 4.
4 Button control: Depress the switches for
102894
shifting up and down 4 once simultaneously.
If all the conditions are fulfilled, the control Older lever control
unit will start to measure the oil level. This 1 Diagnostics switch
takes approximately 2 minutes. The 2 Display
countdown will be terminated if the
conditions are no longer fulfilled and a fault
code will be displayed in the display. Refer
to the table Fault codes when checking oil 1
levels. 2
MODE
3 PERF
108 627
New lever control
1 Diagnostics switch
2 MODE switch
3 Display
4 Logotype switch
1
3 2
PERF
R MODE
D 4
108 626
Button control
2 MODE switch
3 Display
4 Up and down shifting

Gearbox
5 After 2 minutes, the display will show one

of the codes in the table. Information codes - oil level
Code Action
6 Cease measuring as follows depending on
the type of drive mode selector: (OL-OK) Oil level correct
o,L,o,K
On the older control, press twice on the
diagnostic switch 1. (LO-01) Fill with one litre oil
o,L,L,o,1
On the new control, press twice on the
Logotype switch 4. (LO-02) Fill with two litres oil
o,L,L,o,2
On the button control, press the N switch
(Neutral). (HI-01) Drain off one litre oil
o,L,H,I,1
(HI-02) Drain off two litres oil
o,L,H,I,2
Codes in brackets apply to vehicles with older

type of control.
Note: The maximum measuring range for the

electronic oil level sensor is shown in the table. Gearbox Oil level
Low High
GA750/751/752 (LO-04) (HI-04)
L,o,4 H,I,4
GA851/852 (LO-06) (HI-07)
L,o,6 H,I,7

type of control.

Gearbox
The drive position selector display indicates one

letter or number at a time. Fault codes when checking oil levels
Code Fault
If none of the information codes are shown in
the display, a fault may have occurred, refer to o,L,0,X Setting time is too short
the table.
(OL-50) Engine speed too low
o,L,-,5,0
(OL-59) Engine speed too high
o,L,-,5,9
(OL-65) The drive position selector is not
o,L,-,6,5 in position N
(OL-70) Oil temperature too low
o,L,-,7,0
(OL-79) Oil temperature too high
o,L,-,7,9
(OL-89) Propeller shaft rotating
o,L,-,8,9
(OL-95) Oil level sensor faulty
o,L,-,9,5

type of control.

Gearbox
Oil change and filter renewal

The oil and filter should be changed while the
gearbox is warm. Warm fluid runs faster and it
will be possible to remove more of it from the
gearbox.
! WARNING!
Beware of hot oil. Wear protective gloves

and goggles.
1 Warm up the gearbox so that the oil

temperature is between 70 and 90°C. Select
position N and turn off the engine.
2 Place a collecting vessel under the gearbox.
Clean around the drain plug and the filter
cover.
3 Unscrew the drain plug on the sump and
allow the fluid to drain. Use a 3/8" square
box spanner.
4 Inspect the condition of the oil. See if there 1 Drain plug (3/8")
are any traces of water, metal particles or 2 Gearbox filter
coolant. Water or coolant in the oil may
indicate that the oil cooler has leaks. If this
is the case, the oil cooler must be renewed.
Metal particles in the oil may indicate
internal damage in the gearbox. If this is the
case, get in touch with a local Allison dealer
before taking any further measures.
5 The gearbox is fitted with two filters.
Remove the screws on the filter covers.
Remove the covers, O-rings, gaskets and
filters.

Gearbox
6 Lubricate and fit O-rings, gaskets and filter

(shorter oil filter for vehicles with
all-wheel drive) to each filter cover.
Position the filters in the oil sump using the
screwholes as guides and press them in by
hand.
IMPORTANT! Do not use the screws to press

the covers in place. Do it by hand, otherwise
the oil sump, filter covers or seals can be
damaged.
7 Fit the screws for the filter covers and

tighten them to 60 Nm.
8 Clean the drain plug and renew the O-ring.
103109
9 Fit the drain plug and O-ring. Tighten the
drain plug to 30 Nm.
10 Fill oil through the oil filler pipe (or the oil
dipstick pipe). The volumes specified in Note: If the oil in a gearbox with retarder is
"Oil capacity when changing fluid and being changed, the fluid volume indicated in the
filter" must be followed when changing oil. table must be increased with approx. 1 litre
11 Check the oil level by checking on a cold

gearbox, refer to the section Checking a Oil capacities when changing fluid and
cold gearbox. Adjust the oil level and then filter
run the gearbox until warm. Make a final
check of the oil level only when the Gearbox Oil capacity
gearbox has reached a temperature GA750/751/752 approx. 20 litres
between 70 and 90°C.
GA750, all wheel approx. 18 litres
drive
GA851/852 approx. 34 litres
GA851/852 on approx. 27 litres
vehicles with
all-wheel-drive

Gearbox
5-03 Opticruise
Oil level in longitudinal stroke
cylinder
Remove the level plug and make sure the oil
reaches up to the level hole.
Top up with automatic transmission fluid if
05 5390
necessary.
5-04 Transfer gearbox

Oil level
Unscrew the oil level plug 4. The oil should
reach up to the level hole.
Note: If the oil level is too high, drive the

vehicle and check again before draining off.
Oil change
1 Place a collecting vessel under the transfer
box.
2 Unscrew the lower 1 and the upper 2 drain
plugs.
3 Drain off oil, refit the plugs and tighten to
80 Nm.
4 Clean the bleeder nipple 5.
5 Unscrew the filler plug 3 and level plug 4.
Fill with oil up to the level hole, approx.
6.5 litres.
Note: All oil must be filled through the filler

hole 3 in order to obtain the correct volume of
oil in the transfer box.
6 Replace the filler and level plugs and

tighten to 80 Nm.

Gearbox
5-05 ZF-transmatic
1 Drain the oil through the three plugs.
125975
125976
2 Remove the filter housing.
125990
3 Remove the bolt holding the filter and

remove the filter.
4 Clean the filter housing.
125974

Gearbox
5 Fit a new gasket, new filter and the cleaned

filter housing.
125978
Note: Make sure that the filter housing is the
right way round.
125990
6 Top up with oil. The oil tank holds 43 litres.
125979

Gearbox
Checking oil level
Note: Check the oil level when the gearbox is

warm.
1 Place the vehicle on the level.
! WARNING!
Place chocks on the wheels and apply

the parking brake to prevent the vehicle
from moving. Danger of personal injury.
2 Start the engine and run it at idling speed

for 2 - 3 minutes. Engage top gear (8H).
Note: Top gear must be engaged in order to

limit the power. The gear must be engaged so
that the oil level will be remain level.
3 Release the clutch.

4 Remove the level plug and check the oil
level through the level hole 1.
5 Top up with more oil if necessary.

6 Engage neutral gear and switch off the
engine.
7 Tighten the level plug.

Propeller shafts
6 Propeller shafts
6-01 Checking propeller
shafts, support bearings
and universal joint cross
1 Check that the propeller shaft and
intermediate shaft are not damaged.
2 Check that there is no play in the universal
joints or the support bearing.
3 Check-tighten the bolts in the support
bearing bracket and make sure the rubber in
the bearing seat is not damaged. Support bearing clamp
Tightening torques
Support bearing clamp: 47 Nm
06 0292
6-02 Checking bearing Bearing cap bolts
retainers
Check-tighten the bearing cap bolts.
Tightening torques
2 1
Bolts, bearing cap P300, 105 Nm
P400, P500
P600 170 Nm
Bolt, end yoke cover 20 Nm
100 952
1 Bearing cap bolts

2 End yoke cover bolt

Front axles
7 Front axles
7-01 Changing oil in axle gear
Driving front axle AMD900
In extremely demanding conditions, we
recommend SAE 75W-140 synthetic oil.
! WARNING!

gloves and goggles.
1 Place a collecting vessel under the axle gear.
105 092
2 Drain the oil when it is hot.
3 Clean the magnet on the drain plugs and Drain plug
level plugs.
4 Refit the drain plug and tighten to 100 Nm.
Top up the level hole with oil.
5 Refit the level plug and torque tighten to
100 Nm.
Oil capacity
RP 731 13.5 litres
RBP 731 17.0 litres
Note: The values are approximate. Check the oil

105 093
level. Top up if necessary. The oil should reach

up to the level hole.
Level plug

Front axles
7-02 Hub reduction gears
Oil change
1 Place a collecting vessel under the hub
reduction gear.
1 2
2 Clean the hub cover.
3 Rotate the hub until the drain plug 3 points
straight down. Refer to illustration
Draining.
4 Remove the drain plugs and filler plugs 2
and 3. Drain the oil.
3
104 909
Draining
1 Marking line
2 Filler plug
3 Drain plug
5 Turn the hub until the cover marking line 1

is in a horizontal position. Refer to
illustration Filling.
6 Add oil through the upper hole 2 until oil
runs out of the lower hole 3.
1 2
7 Replace the drain and filler plugs and
tighten to 10 Nm.
Oil capacity
RH 731 0.8 litres
3
104 910
Filling

Front axles
7-03 Checking front vehicle unit

• It is important that approved axle stands are
used and that they are standing securely
when working on the front axle. 1 2 3
• The air bellows must be empty when

working underneath vehicles with air
suspension.
Check the front vehicle unit as described on the
following pages.
Dust cover and linkage system

Make sure the dust cover, track rod, guide arm,
101 164
4
draglink and draglink arm are not damaged.
1 Steering arm
2 Drag link
3 Drag link arm
4 Track rod
King pin bearings

1 Raise the front axle on supports under the
front springs.
2 Remove the hub cap from the wheel
bearing.
587 571
3 Apply the brakes to prevent play in the

wheel bearings from affecting the
measurement.
4 Measure the vertical play at the outer tip of
the stub axle while moving the wheel
101 170
sideways. Use a dial indicator.

Movement of king pin bearing
Note: Move the wheel smoothly so that the A max = 1.0 mm
position of entire front vehicle unit is not Indicator stand 587571
disturbed.

Front axles
Ball joint
1 Lower the front wheels into straight-ahead
position.
2 Place an indicator dial in line with the ball
joint pin.
3 Clamp the ball joint with adjustable pliers
and read off the play.
4 Repeat the measurement on the other ball
joints.
Note: If the play is greater than 2.0 mm, the ball
113 254
joint must be replaced.
Play in ball joint: max. 2.0 mm

Front axles
7-04 Measuring toe-in

Gauge rod (part no. 587 690)
1 Drive the vehicle forward and come to a
standstill on a level surface with the front
wheels pointing straight ahead.
2 Measure distance a. See illustration.
3 Mark the points of measurement on the
rims.
4 Move the vehicle forward so that the
measuring points are in position to measure
b, i.e. half a revolution forward.
5 Measure distance b. See illustration.
Note: This method is not as accurate as

measuring with laser.
The following setting values apply at

maximum axle weight
07_0271
Steering axle Toe-in measured
with gauge rod
All 0 to +1.5 mm
Measuring with laser is always recommended

on vehicles with crane mounted behind the cab
and on vehicles with heavy bodywork at the
rear. Refer to group 13 in the Workshop Manual.
113 255

Rear axles
8 Rear axles
8-01 Changing oil in axle
gear
In extremely demanding conditions, we
recommend SAE 75W-140 synthetic oil.
! WARNING!

gloves and goggles.
1 Place a collecting vessel under the axle

gear.
1 2
2 Drain the oil when it is hot.
3 Clean the magnet on the drain plugs and
level plugs.
4 If there is a filter on the axle: Remove the
filter.
Note: Check that the old gasket is attached

when the filter is removed.
100 873
3
5 Lubricate the rubber gasket for the new
filter with oil. 1 Oil filter with protection cover
6 Screw on the filter by hand until the gasket 2 Level plug
rests against the housing. Tighten the filter 3 Drain plug
a further half turn. Refit the protection
cover.
7 Refit the drain plug and fill with oil
through the level hole. Tighten to 100 Nm.
8 Refit the level plug and torque tighten to
100 Nm.

Rear axles
The oil circulates between hub reduction gears

type RH 735, RH 835 and central gears type
RP/RBP 735, 835. The oil in both the hub
reduction gears and the central gears must
therefore be drained before new oil is filled.
128 243
Oil capacities Oil filter position on axle gears type
RBP 735, 835
Oil capacities Litres
RP 730 10.0
R 560, 660, 780 (Filter) 12.5
RBP 730, RB 660 (Filter) 14.0
RP 832 14.0
RBP 832 14.0
RP 735 (Filter) 8.0

RP 835 (Filter) 9.3
RBP 735 (Filter) 11.2
RBP 835 (Filter) 12.0
Note: The values are approximate. Check the oil

level. Top up if necessary. Oil level down to
10 mm below the level hole is acceptable.

Rear axles
8-02 Tag axle lift
Oil level
When the tag axle is lowered, the oil level
should be between the dipstick marks.
100912
8-03 Tag axle 6x2, 8x2
Check-tightening the balance arm bearing nut.
1 Remove the protection cover with the

gasket for balance arm bearing.
2 Bend up the lock plate.
3 Tighten the nut to 425 Nm, see illustration.
4 Bend the lock plate against one of the nut
flats and fit the protection cover.

Hubs and wheels
9 Hubs and Wheels

9-01 Hub reduction gears
Oil change RH 730,731,832

Oil grade: Oils, refer to booklet 00:03-09. 2
1
reduction gear.
2 Clean the hub cover.
3 Rotate the hub until the drain plug 3 points
straight down. Refer to illustration
Draining.
100910
3
Draining
4 Remove the drain plugs and filler plugs 2 1 Marking line
and 3. Drain the oil.
2 Filler plug
5 Turn the hub until the cover marking line 1 3 Drain plug
is in a horizontal position. Refer to
illustration Filling.
6 Add oil through the upper hole 2 until oil
runs out of the lower hole 3.
1
7 Replace the filler and drain plugs and 2
tighten to 10 Nm.
Oil capacity Litres

RH 730, 832 2.0
RH 731 0.8
3
08 1564
Filling

Hubs and wheels
Oil change RH 735, 835

The oil circulates between the hub reduction
gears RH735/835 and the central gear
RBP/RP735/835. The oil level in the hub
reduction gears may therefore vary depending
on how the vehicle has been driven before it was
brought into the workshop. Refer to function
description for hub reduction gears in the
Workshop Manual, main group 9.
! WARNING!
Use protective goggles when draining oil

from the hub reduction gear. Oil can
spray out at high pressure.
Help protect our environment. Dispose of excess

oil in accordance with workshop procedures.
Draining oil
Note: The oil in both the central gear and the

hub reduction gear must be drained before new
oil can be filled.

reduction gear.
2 Turn the hub reduction gear so that the oil
plug 1 is at the lowest level.
3 Drain the oil.

127 269

Hubs and wheels
Filling with oil

2
1 Turn the hub reduction gear so that the oil
level mark 2 on the hub cover is in a
horizontal position.
2 Fill up with oil.
3 Refit the oil plug 1. Tightening torque

40 Nm.
IMPORTANT! Check the oil level in both hub

reduction gears and in the central gear after
filling. Refer to the section on Checking oil
level.
127 270
1
Oil capacity Litres

RH 735, 835 2.0
Checking oil level

1 Place collecting vessels under both hub
reduction gears and the central gear.
2 Check the oil level in both hub reduction
gears and the central gear.
3 Top up with oil if the oil level is too low.
Drain oil if the oil level is too high.

Hubs and wheels
9-02 Checking front wheel

bearings
1 Support the front vehicle unit by placing
supports under the front axle and release the
parking brake.
2 Rotate the wheels with a wheel spinner.
105 805
Listen for any noise from the bearings.
3 Check for grease leaks.
4 Unscrew the plug from the centre hole of

the hub cap and screw in a 50 mm long fully
threaded M20 bolt. Tighten the screw until
the cover comes off.
5 Position dial gauge 98 075 and magnetic
foot 587 250 as illustrated. The measuring
tip should be placed along the centre line of
the shaft journal.
6 Press and turn the hub by hand
105 806
simultaneously until the wheel bearings fit.
Zero the dial gauge.
7 Pull out and turn the hub simultaneously.
Read the bearing play. Take the
measurement several times and work out an
average value.
8 If the play is greater than 0.2 mm, the

bearing must be renewed. 105 807
Maximum axial clearance

Front axle 0.2 mm

Hubs and wheels
9-03 Check tightening

wheel nuts
1 When tightening wheels with disc rims, use
a torque socket or an impact nut runner
which provides 1500-2700 Nm with torque
socket 98 661.
2 7
6
2 Tighten aluminium plate rims and spoke 9
4
wheels with a torque wrench. 10
3
5
3 Tighten the nuts in the order shown in the 8 1
illustrations.
09_0464
4 For vehicles with spoke wheels:
Check-tighten the nuts for the brake drum.
Disc wheel
Special tools
Torque socket, disc wheel 98 661
Socket, spoke wheel 588 117
113 256
Tightening torques
Spoke wheel, old model
Disc wheel 600 Nm
Spoke wheel 28 inches 315 Nm
Other spoke wheels 350 Nm
Brake drum secured in spoke 270 Nm
wheel hub

Hubs and wheels
9-04 Checking the tyres

1 Check that tyre wear is even and evenly
distributed across the whole tread.
2 Check tread depth: The tread depth must not
be below 3 mm if the tyres are to be
retreaded. Regarding traffic safety the
minimum tread depth is 3.0 mm. The worn-
tyre warning is for 1.6 mm.
3 Check the tyre pressure. Refer to Operator's
Manual OM-25 Wheel change instructions
and tyre manufacturer's instructions.
Observe also applicable legislation and
regulations.
Note: Pay attention to legislation regarding

tread depth. It may vary between countries.

00:03-07/2
Issue 11 en
Maintenance instructions part 2
4 series
Group 10 - 19
100309

1 585 442
Contents
Contents
Changes from the previous issue .................... 4
Introduction Safety .............................................................. 5
10 Brake system 10-01 Air dryer ......................................................... 7

10-02 Drum brakes ................................................. 14
10-03 Basic setting of brake piston stroke ............. 16
10-04 Disc brakes ................................................... 18
10-05 Scania retarder.............................................. 25
10-06 Checking warning lamps and sensors .......... 26
10-07 Operating pressure, integrity and check
valve ............................................................. 28
10-08 Front circuit and rear circuit......................... 30
10-09 Trailer relay valve ........................................ 31
10-10 Rear circuit load-sensing valve, air
suspension .................................................... 32
10-11 Brake starting pressure ................................. 39
10-12 Checking secondary brake valve.................. 40
10-13 Liquid separator ........................................... 41
11 Frame 11-01 Engine and gearbox brackets ....................... 42

11-02 Drilling holes................................................ 45
12 Suspension 12-01 Clamp bolts and retaining bolts.................... 48

12-02 Clamp bolt nuts ............................................ 50
12-03 Balance tandem ............................................ 57
12-04 Torque rod, air suspension ........................... 57
12-05 Air suspension.............................................. 58
13 Steering system 13-01 Oil level in power steering ........................... 64

13-02 Checking front axle weight, double front
axles ............................................................. 65

Contents
16 Electrical system 16-01 Fluid level in batteries .................................. 66

16-02 Charging condition....................................... 67
16-03 Headlamp adjustment................................... 68
16-04 Check and delete fault codes using a PC ..... 69
16-05 EDC, electronically controlled fuel
injection........................................................ 71
16-06 Opticruise ..................................................... 73
16-07 Allison automatic gearbox ........................... 76
16-08 Bosch ABS/TC "CP12"................................ 80
16-09 Bosch EBS ................................................... 82
16-10 Wabco ABS/TC "D"..................................... 84
16-11 Retarder ........................................................ 88
16-12 ELC, electronically-controlled air
suspension .................................................... 90
18 Cab 18-01 Cab tilt mechanism....................................... 93

18-02 Cab tilt pump................................................ 95
18-03 Checking and adjusting the drive level ........ 96
18-04 Renewing the filter in the heater .................. 99
18-05 Scania Interactor 500.................................. 100
19 Accessories 19-01 Bodywork, general ..................................... 101

19-02 Fifth wheel ................................................. 102
19-03 Tow hook.................................................... 104

Changes
Changes from the previous issue

10-04 New bushing, brake caliper page 19.
10-05 Retarder, changed torque values under Oil change and filter renewal page 25.
11-01 Draw beam towards frame, changed bolt dimension page 44.
18-02 Cab tilt pump, checking oil level, Topline page 95.
18-03 Rear cab suspension with wedge lock has been added page 97.

Safety
Introduction
Safety

Always support vehicles with air suspension
under the frame. Otherwise, the vehicle may
drop as the air pressure in the bellows is
reduced. Do not walk under a vehicle that is
raised on a jack only. Follow the directions
given in the Workshop Manual.
Safety measures
• Use reliable and correctly dimensioned
stands, struts and locks with standard
locking devices.
• Stands and struts must be sturdy.
• Lifting tools must have been inspected and
approved for use.
For more information on safety measures, see

Workshop Manual, Safety in the workshop,
main group 00.

Brake system
10 Brake system
10-01 Air dryer
Function
• Drain the compressed air tanks and check
whether water runs out. Small amounts of
water may be present. Larger amounts of
water indicate that the air dryer is not
working or that the desiccant should be
renewed.
• Start the engine and fill the brake system
with air. Check that the drain valve in the
bottom of the air dryer does not leak when
the compressor is charging.
• Check that the air dryer is blowing air
104 919
through the drain valve when the
compressor is relieved.
Wabco
Check the function of the heating

coil
Check that the heating coil (H4) is working in
the winter.
• Cool the heating coil (with cold water, snow
10_2313
or temperature reduction spray) to activate

the integrated thermostat. It should activate
at approx. +7 °C. Haldex
• Start the engine and touch the lower part of

the air dryer with your hand. It should feel
warm within a few minutes. The
temperature of the air dryer should rise to
20-30 °C, which is the switch-off
temperature of the thermostat.

Brake system
Measuring the resistance

• Remove the P2/H contact in the central
electric unit.
• Use a multimeter for measuring resistance.
Measure between earth and the green wire
marked 61C on pin 12 in the H contact.
! WARNING!
Bleed air from the braking system.
• Tilt the cab or open the bonnet. Remove the

cover over the air dryer.
• Remove the desiccant container.
• Cool the bottom of the air dryer. Use e.g.
temperature reduction spray to below +7 °C,
which is the cut-in temperature of the
thermostat. Cool in intervals to allow time
for the cold to propagate through the
material.
• Measure the resistance at the contact. The
resistance should be 5.0-7.5 ohm at Haldex Haldex Wabco
temperatures below + 7 °C. design 1 design 2
If the air dryer does not work as above, it must

be rectified, see main group 10 in the Workshop
manual, Supply circuit, Components.

Brake system
Renewing the desiccant, Haldex
! WARNING!
There is a risk of injury if the

instructions below are not followed.
1 Evacuate the air from the system.

2 Release any remaining air in the air dryer
via the brake system filler nipple. Use a
screwdriver.
3 Tilt the cab fully or open the bonnet.
4 Loosen the screws on the cover of the

boarding step, lift the cover and remove it.
(Does not apply to T vehicles and vehicles
with a folding footstep).
104 920
5 Loosen the bolts, press in the locking tangs

and remove the protection cover (does not
apply to T vehicles or more recent P and R
vehicles).
10 2328

Brake system
T-vehicles: If necessary, remove the service

platform 1.
6 Remove the air dryer container by undoing

the bolts.
Note: The nuts in the air dryer housing on

vehicles with chassis numbers lower than
1 218 254 are loose. It is possible for them to
fall out and are difficult to refit. The nuts have
been secured on vehicles with higher chassis
numbers.
7 Place the container on a workbench, filter

insert down. Push down the container about
5 mm and turn it anti-clockwise about 10°.
Note: On older vehicles, there is a loose spring

between the desiccant cartridge and the
container. The new desiccant cartridge does not
have this loose spring and its function has been
integrated in the cartridge instead. 1
2
8 Clean the container and the air dryer
10 2645
housing.

Brake system
Refer to Service Manual main group 10 for

fitting a desiccant cartridge with loose spring.
The following work description is for desiccant
cartridges with integrated spring function.
9 Fit the new desiccant cartridge, press down
as far as possible and turn clockwise until it
locks.
10 Fit a new O-ring. See picture. Lubricate the

O-rings with brake grease 319 308. The
other O-ring is fastened to the bottom of the
desiccant cartridge.
11 Position the container. Renew the screws

and tighten them to 40 Nm.
12 Put in place the protection covers. (Does not
apply to T vehicles).
T-vehicles: Refit the service platform if
previously removed.
13 Tilt the cab and start the engine. Run the
engine until the compressor is relieved and
the dryer is drained. Check that no leaks
occur during this time.

Brake system
Renewing the desiccant, Wabco
! WARNING!
There is a risk of injury if the

instructions below are not followed.
1 Bleed air from the braking system.

2 Release any remaining air in the air dryer
via the brake system filler nipple. Use a
screwdriver.
3 Tilt the cab fully or open the bonnet.
4 Loosen the screws on the cover of the

boarding step, lift the cover and remove it.
(Does not apply to T vehicles and vehicles
with a folding footstep).
104 920
5 Loosen the bolts, press in the locking tangs

and remove the protection cover (does not
apply to T vehicles or more recent P and R
vehicles).
10 2328

Brake system
T-vehicles: If necessary, remove the service

platform 1.
6 Remove the air dryer container.
7 Renew the O-ring and lubricate it using

brake grease 319 308.
8 Clean the contact surface for the container
rubber gasket.
9 Lubricate the container rubber gasket using
104 921
brake grease. Tighten the container by hand
until it is against the contact surface and
then tighten a further
1/3 turn.
10 Put in place the protection covers (does not
apply to T vehicles).
T-vehicles: Refit the service platform if
previously removed.
11 Tilt the cab and start the engine. Run the
engine until the compressor is relieved and
the air dryer is drained. Check that no leaks
occur during this time.

Brake system
10-02 Drum brakes
Brake lining thickness
Check using the indicator

The brake slack adjusters are fitted with a wear
indicator. When the brake linings are new, the
indicator points towards the front of the vehicle
and when the linings are worn, it points straight 1
down. When the indicator passes the "seven
o'clock" position ("five o'clock" on the other
side), make the measurement. See "Measuring".
10_2314
2
Measurement
! WARNING!
Secure the wheels of the vehicle using

chocks in front of and behind the wheels
1 Release the parking brake.

2 Push the inspection cover to one side. 100273
3 Lift out and pull the cover off at the other

end.
100304

Brake system
The thickness of the brake linings must not be

less than 8 mm (10 mm if the linings are
oversized). Check the brake lining thickness
against the wear indicator. If the thickness of the
brake linings on the same axle differs by more
than 3 mm, check the wheel brakes.
100305
Brake lining with wear indicator
Minimum thickness of lining
Standard lining 8 mm
Oversize lining 10 mm
! WARNING!
Non-genuine linings can lead to:

- Up to 5 times greater wear on the
brake drum
- Cracks and parts of broken off brake
lining, which can result in extensive
damage and at the worst lead to a
complete loss of braking capacity
- Temperature increases, causing
fading and loss of braking capacity
- Vibrations
- Driving ban
- Legal liability

Brake system
10-03 Basic setting of

brake piston stroke
Equipment: sliding caliper.
Release the parking brake.
Note: The parking brake must be released with a

pressure of at least 6.0 bar.
Check basic setting L.
Note: Measure towards the surface of the

chamber.
Depress the brake pedal. Measure the brake

position L1.
Note: The brake pedal must be depressed fully.
Calculate the brake piston stroke L2 = L1 - L. Check the stroke.

(Stroke L2 = L1-L)

Brake system
Cylinder size Outer diameter Basic setting L Brake position L1 Stroke L2

(above strap)
16 165 mm 69-71 mm 94-115 mm 25-44 mm
20 176 mm 69-71 mm 94-115 mm 25-44 mm
24 186 mm 69-71 mm 94-115 mm 25-44 mm
30 210 mm 69-71 mm 99-122 mm 30-51 mm
24 Rear on 186 mm 214-216 mm 239-260 mm 25-44 mm
HK-vehicles
30 and all-wheel- 210 mm 214-216 mm 244-267 mm 30-51 mm
drive vehicles
24 On the second 186 mm 259-261 mm 284-305 mm 25-44 mm
rear axle on
30 6x4 heavy- 210 mm 259-261 mm 289-321 mm 30-51 mm
duty tractors

Brake system
10-04 Disc brakes

Check the brake pads using Scania Diagnos.
How much remains of the pad friction material
is shown by the wear indicators T39, T40 and so
on in a horizontal bar chart. If the bar chart
column is lower than 60%, carry out a visual
inspection.
Note: In order to check the brake pads and the

brake disc the brake shield must be removed
first on some vehicles.
Specifications
Control measurements
Minimum permissible brake disc thickness 37 mm
Maximum permissible thickness variance per brake disc 0.08 mm
Maximum permissible run-out 0.20 mm
Minimum permissible brake pad thickness 2 mm
Minimum permissible brake pad thickness with 37-40 mm brake disc 4 mm

Brake system
Checking brake pad wear
Brake calipers with short rubber 1
bushings (new version)

1 Check how far the rubber bushing is
protruding. The rubber bushing shows the
wear of the brake disc and the brake pads.
If the rubber bushing indicates maximum
wear, remove the wheel and check the wear
on the brake pads and brake disc as
described in Workshop Manual main group
10.
124 590
1 Minimum wear
2 Maximum wear
Brake caliper with DU bushing

1 Check the wear indicator between the brake
caliper and the brake pad carrier. The
indicator shows the wear of the brake disc
and the brake pads.
If the wear indicator indicates maximum
wear, remove the wheel and check the wear
on the brake pads and brake disc as
described in Workshop Manual main group
10.
1 Minimum wear
2 Maximum wear

Brake system
Measuring brake pad wear

1 Measure the wear on the brake pads with
Scania Diagnos 2 (SD2).
2 If the above measurement shows 60% or
less: measure the thickness of the brake
disc and the dimension A in the figure (the
dimension between the guide pin and the
brake caliper) using a sliding caliper. The
rubber guards can easily be pressed
together during the measurement. Measure
to the machined surface C on the caliper.
Measure between the guide pin and the

machined surface C on the caliper.
3 Refer to the table on the following page

and compare the percentage in the table
with the percentage you obtained with
SD2. The table shows how much of the
outer pad is left. SD2 shows how much of
both pads is left.

Brake system
4 If both results are the same, the outer and

inner pads are evenly worn. If the
difference is greater than 15%, this
indicates that the pads are unevenly worn,
probably because the caliper or pistons are
binding.
Example
SD2 shows 50% wear.
Disc thickness = 42 mm
Dimension A = 16 mm
According to the table, the lines for 42 mm and
16 mm meet at about 52% (see the broken
line).
The table value (52%) and the SD2 value
(50%) are within the 15% tolerance. The wear
is acceptable.
If uneven wear is found, perform the following
operations:
• Remove the wheels on the axle in question.
• Remove the brake pads.
• Clean the brake calipers.
• Check that the caliper slides as intended.
• Check the play in the loose guide pin.
A = Position of guide pin relative to the caliper,

measured in millimetres.
B = Thickness of brake disc in millimetres.
The example is shown by broken lines

Brake system
Brake calipers with short rubber

bushings (old version)
1 Measure the protrusion of the guide pin.
2 In order to measure the brake disc thickness

without removing the wheel, the sliding
caliper must be modified as illustrated.
1 Grind off the tips for internal measurement.

2 Grind a recess in order to reach over the
edge of the brake disc.
3 Measure the brake disc thickness with the

modified sliding caliper.
4 Read the remaining wear in the graph

below.
5 Check the brake disc for cracks and
scratches.
Note: Scratches should not be deeper than

1.5 mm. Any cracks must be no longer than
40 mm, and they must not run as far out as the

Brake system
Brake calipers with long rubber

bushings
1 Measure the distance between the edge of

the rubber bushing to the outer edge of the
guide pin.
2 Measure the brake disc thickness with the

modified sliding caliper.
3 Read the remaining wear in the graph

below.
4 Check the brake disc for cracks and
scratches.
Note: Scratches should not be deeper than

1.5 mm. Any cracks must be no longer than
40 mm, and they must not run as far out as the

Brake system
Graph
Note: The diagram does not apply to the new

short rubber bushing.
On brake calipers with short rubber bushings: If

the protrusion of the guide pin is 0 mm or less,
remove the wheel to check the wear more
thoroughly.
On brake calipers with long rubber bushings: if
the guide pin is 18 mm or more inside the rubber
edge, remove the wheel to check the wear more
thoroughly.
Renew the brake disc if you think that the
minimum permissible brake disc thickness will
be reached before the next inspection.
On vehicles of operation type 0 and 1, remove
the wheel for a more thorough check when the
wear reaches the 30% area in the graph.
The A measurement applies to the position
of the guide pin in relation to the edge of
the rubber bushing.
Measurements within brackets applies to
brake calipers with long rubber bushings.
The B measurement applies to the brake
disc thickness.

Brake system
10-05 Scania retarder Checking oil level

1 Carry out a road test and brake using the
retarder.
2 After driving: Depress the diagnostics
Oil and filter change switch to empty the accumulator.
Observe strict cleanliness. The retarder is
sensitive to dirt and contaminants.
Proceed as follows: ! WARNING!
1 Turn the starter key to the drive position, Beware of hot oil! Wear protective
press the diagnostics switch. This empties gloves and goggles.
out most of the oil volume of the
accumulator so that all the oil ends up in
the retarder sump.
3 Remove the level plug and check the oil
2 Place a suitable container under the level. Oil level down to 10 mm below the
retarder. level hole is acceptable. Torque tighten the
level plug to 26 Nm.
! WARNING!

gloves and goggles.
3 Drain the oil. Clean the magnetic drain

plug and then tighten it to 40 Nm. 1
4 Renew the retarder oil filter. Check the
O-ring of cover. Renew if necessary.
Tighten the fastening bolts crosswise to
22 Nm. 2
5 Fill oil in the level hole (approx. 5 litres)
and tighten the level plug to 26 Nm.
4
10:2283
1 Oil top up
2 Oil level
3 Oil filter
4 Oil drainage

Brake system
10-06 Checking warning lamps and sensors
Front circuit
Equipment:
Pressure gauge, 15 bar
1 Fill the brake system with air.

2 Remove the protection cover if applicable. P
BRAKE
3 Connect the pressure gauge to test AIR
connection 12.
10_2277
4 Disconnect the sensors on the circuits not to
be tested.
5 Drain the front circuit tank until the pressure
is between 4.5 and 5.5 bar, which is the
operating range of the pressure monitor. The
warning lamp lights up and the buzzer
sounds.
Rear circuit
2 Connect the pressure gauge to test
connection 2.
be tested.
4 Drain the rear circuit tank until the pressure
is between 4.5 and 5.5 bar. The warning
lamp lights up and the buzzer sounds.

Brake system
Parking brake circuit, supply

2 Connect the pressure gauge to test
connection 4. 4
be tested.
4 Drain the parking brake tank until the
pressure is between 4.5 and 5.5 bar. The
warning lamp lights up and the buzzer
sounds.
2
12
100315
Test connection in the left corner of the cab
P and R cabs
Parking brake circuit, control

1 Fill the brake system with air. 4 2 12
2 Apply the parking brake. The parking brake
lamp lights up.
105 813
Test connection in the left corner of the cab

T cab

Brake system
10-07 Operating pressure, integrity and check valve in

overflow valve
Operating pressure
Equipment:
3 pressure gauges 15 bar
Vehicles with load handling tanks

Connect 15 bar pressure gauges to test
connections 12, 1 and 1A.
1 Start the engine and charge the system.
2 Check that the relief pressure at test
connection 1A is 12.0-12.4 bar by
observing when the pressure at test
connection 1 drops. Check that the
pressure limiting valve pressure is 9.1-9.5 Test connections 1A and 14
bar at test connection 12.
3 Decrease the system pressure by draining
the first load handling tank.
4 Note the pressure at test connection 1A
(should be 10.4-11.5 bar) when the
compressor starts charging. The
compressor starts charging when the
pressure rises at test connection 1.
Calculate the difference in pressure.
Check valve in overflow valve
1 Move the pressure gauge from test
connection 1A to test connection 14.
2 Drain the first load handling tank. The
pressure at test connection 14 must not
drop.
100668
Test connection 1, earlier version

Brake system
Test connection 1, new version Test connection 1, new version
Vehicles without load handling

tanks
1 Connect the pressure gauges to test
connections 12 and 1. Start the engine and
charge the system.
2 Check that the relief pressure at test
connection 12 is 9.1-9.5 bar by observing
when the pressure at test connection 1
drops.
3 Decrease the system pressure by repeatedly
depressing the brake pedal. 12
4 Check that the compressor start pressure at 10 2526
test connection 12 is 7.9-8.9 bar, when the

pressure at test connection 1 increases.
Calculate the difference in pressure.
Test connection 12
Tightness
1 Fill the system to working pressure. Switch
off the engine.
2 Depress the brake pedal fully and read the
pressure at test connection 12 after
30 seconds and after 1.5 minutes. The
pressure decrease must not be greater than
0.2 bar.

Brake system
10-08 Front circuit and rear circuit
Equipment:
2 pressure gauges 2.5 bar
Note: Does not apply if the vehicle is fitted

with EBS.

connections 5 and 6.
If the vehicle has a load-sensing valve at
the rear, this should be set to fully open.
This is done on vehicles with leaf
suspension by loosening the spring on the Test connection 5
load-sensing valve. In vehicles with air
suspension, the rear air suspension is
emptied.
Note: When measuring increasing pressure,

the brake pedal must either be depressed or
kept still. If the brake pedal is released while
measuring increasing pressure, the result of the
measurement will be incorrect.
When measuring dropping pressure, the brake
pedal must either be released or kept still. If
the brake pedal is depressed while measuring
falling pressure, the result of the measurement
will be incorrect.
2 Measure the deviation between the front

circuit and the rear circuit.
The pressure at the front circuit's test
connection 5 must not deviate by more Test connection 6
than 0.3 bar from the rear circuit's test
connection 6 within the measurement
range 0.5-2.0 bar.

Brake system
10-09 Trailer relay valve
Equipment:

Note: When measuring increasing pressure,

the brake pedal must either be depressed or
kept still. If the brake pedal is released while
measuring increasing pressure, the result of the Test connection 3
measurement will be incorrect.
When measuring dropping pressure, the brake
pedal must either be released or kept still. If
the brake pedal is depressed while measuring
falling pressure, the result of the measurement
will be incorrect.
2 Measure the pressure between the rear and

trailer brake circuits.
The pressure level is set at the factory to 0.3 bar
and should normally not be changed. For more
information, see main group 10 in the
Workshop Manual, Trailer brake circuit,
Components.
Test connection 8

Brake system
10-10 Rear circuit load-sensing valve, air suspension
Note: Does not apply to vehicles with EBS.
Equipment:
2 pressure gauge 15 bar
The alignment chart for the load-sensing valve

is located on the inside of the storage hatch
above the passenger seat.
The outlet pressure P2 can be read at a specific

rear axle or bogie load 2 and air pressure value
in the rear bellows P3.
If the air pressure in the rear bellows cannot be
obtained via the operation unit, the vehicle
must be loaded.
Example of alignment chart

1 Input pressure P1 should be 6.0 bar.
2 Rear axle or bogie load x 1000 kg
3 Air pressure in rear bellows P3.
4 Outlet pressure P2.
5 Diagram part number.

Brake system
Checking maximum reduction

1 Connect 2.5 bar pressure gauges to test
connections 6 and 10, and a 15 bar pressure
gauge to test connection 3.
Test connection 3
Test connection 6 Test connection 10
2 Set the bellows pressure with the operation

unit so that the pressure gauge on test
connection 10 shows the following:
1.0 bar for 2-axle vehicles.
0.5 bar for other vehicles.
If the bellows pressure increases, disconnect
the pressure gauge.

Brake system
3 Depress the brake pedal so that the

pressure gauge at test connection 3 shows 1 2
6.0 bar.
4 Read the pressure gauge at test connection
6.
Note the pressure.
The pressure should be 1.6-1.9 bar.
113 259
5 Adjust the pressure using the adjusting
screw on the load-sensing valve.
Old version of load-sensing valve.
Mark the screw, stop nut and valve housing
with paint after adjustment. + - 1
- 2
+
124 368
New version of load-sensing valve.

1 Brake pressure adjusting screw
2 Adjusting screw for maximum reduction

Brake system
Checking brake pressure Checking the brake protection

1 Set the bellows pressure with the operation
valve
unit so that the pressure gauge on test 1 Evacuate the rear air suspension.
connection 10 shows:
2 Depress the brake pedal until the pressure
Min 1.5 bar for 2-axle vehicles. gauge at test connection 3 shows 6.0 bar.
Min. 0.8 bar for other vehicles 3 Read the pressure gauge at test connection
6. The pressure should be 5.8-6.1 bar.
If the bellows pressure increases,
disconnect the pressure gauge.
2 Depress the brake pedal so that the
pressure gauge at test connection 3 shows
6.0 bar.
3 Read the pressure gauge at test connection
6.
Note the pressure.
Compare the pressure with the alignment
chart for the load-sensing valve in the
vehicle.
4 Adjust the pressure using the adjusting
screw on the load-sensing valve.
5 Mark the screw, stop nut and housing with
paint after adjustment.

Brake system
The rear circuit load-sensing valve,

leaf spring suspension
Equipment:
2 pressure gauges 15 bar
The alignment chart for the load-sensing valve is

located on the inside of the storage hatch above
the passenger seat.
The position of the arm above the zero position

and the pressure at the outlet P2 are obtained for
a given rear axle or bogie load 4, A or B curve
and arm length.
Example of alignment chart
1 The vehicle type determines which line
should be read. The A curve for tractors, the
B line for trucks.
2 Arm length R is determined by the spring
configuration.
3 Input pressure P1 from the service brake
valve should be 6.0 bar.
4 Rear axle or bogie load x 1000 kg
5 Position of the arm above zero position. The
topmost digit in each column indicates the
arm length.
6 Outlet pressure P2.
7 Diagram part number.

Brake system
Checking the valve

2 Loosen the link to the load-sensing valve

arm. The valve then sets itself to max.
position, no reduction.
3 Depress the brake pedal so that the pressure
gauge at test connection 3 shows 6.0 bar.
Test connection 3
Read the pressure gauge at test connection 6
and note the pressure. The pressure should
be 5.8-6.0 bar.
4 Read the arm vertical travel (R) between the
maximum and minimum positions on the
alignment chart in the cab.
5 Tie up the arm on the half vertical travel
(R/2).
be 2.7-2.9 bar.
Test connection 6
7 Tie up the arm at the minimum position of
half the vertical travel (max position - R).
Note: Minimum position according to the

alignment chart, not the minimum valve
position.

be 1.5-1.7 bar.
9 Replace the link on the valve arm.

Brake system
Checking the setting

1 Check the arm length as shown on the
alignment chart.
2 In order to read the alignment chart, the
vehicle may have to be loaded until the
desired rear axle or bogie load is reached.
Test connection 3

5 Read the pressure gauge at test connection 6
and make a note. Compare the reading with
the alignment chart.
6 If the reading deviates more than +/-10%
Test connection 6
from the alignment chart, the link system
between the driving axle and the valve must
be adjusted. For adjustment of the link
system, see main group 10 in the Workshop
Manual, "Front and rear circuits,
Components".

Brake system
10-11 Brake starting pressure
Equipment:
1 pressure gauge 2.5 bar
1 Connect the pressure gauge to the test

connection (5 on the front axle, 6 on the
rear axle).
2 Jack up the vehicle so that the wheel to be
measured is unloaded.
3 Hold the pressure gauge in one hand and
rotate the wheel with the other.
Ask a colleague to slowly depress the
brake pedal.
4 Read the pressure gauge when the brakes
start to grip.
If the starting pressure is higher than the
maximum brake pressure or if the
difference on the same axle is greater than
0.2 bar, the brakes must be rectified in
accordance with the booklet "Wheel brake
components" in the Workshop Manual,
group 10.
Note the values measured.
Maximum brake pressure irrespective of

cylinder size
Disc brake 0.3-0.5 bar
Drum brake with vibration damper 0.4-0.6 bar
Drum brake without vibration 0.2-0.4 bar
damper
5 Measure on all wheels.

Brake system
10-12 Checking secondary brake valve
Note: Only applies to certain vehicles. Wheel

configuration 4x2 and EBS gen. 2.2, without
spring brake on front axle.
Check the secondary brake valve using Scania
Diagnos.
Equipment:
1 pressure gauge 2.5 bar
1 pressure gauge 15 bar
1 Connect a 2.5 bar pressure gauge to test

connection 5 on the left brake cylinder on
the front axle and a 15 bar pressure gauge to Test connection 3
test connection 3, rear circuit.
122 382
Test connection 5, front axle
2 Apply a pressure of 0.5 bar to the left side

with Scania Diagnos.
3 Apply the front left brake when the pressure
in the rear circuit increases. Apply the
footbrake to 1.0-1.5 bar on the front brake.
4 Activate the secondary brake valve via
Scania Diagnos. The front left brake should
return to a pressure of 0.5 bar.

Brake system
10-13 Liquid separator

The liquid separator needs regular cleaning if it
is to work properly. Intervals in accordance with
L-inspection. The outside must be kept clean so
that the cooling fins do not get clogged, and the
internal cyclone must be kept clean of
contaminants.
Note: If severe oil transfer from the compressor

occurs, e.g. because of wear, it may be
necessary to clean the separator more often.
Cleaning
1 Evacuate the compressed air system.
2 Clean the liquid separator externally.
3 Dismantle the separator and take out the
cyclone; see illustration.
4 Suspend the valve part of the separator (to
avoid damaging the cable).
5 Clean the parts, including the filter in the
valve part.
6 Assemble the separator. Use new O-rings
and locknuts. Tighten the bolts to a torque
of 5 Nm.
7 Fill the compressed air system and check
that there is no leakage.
8 Perform a function check; see below.
Functional inspection
Every time the brake light comes on, the valve
on the liquid separator opens and the liquid is
drained from the container.
1 Depress the brake pedal. A hissing sound
should be heard from the valve on the
separator.

Frame
11 Frame
11-01 Engine and gearbox

brackets
Check tighten all the bolts on the engine
brackets and gearbox brackets to the specified
00_1536
torque. Check the vibration damper rubbers for
cracks.
Tightening torques
Engine:
Vibration insulator to M10 47 Nm
frame
Bracket to engine and M10 47 Nm
to vibration insulator
M12 84 Nm
M14 135 Nm
00_1537
M16 210 Nm
16 litre engine M16 270 Nm

Frame
Manual gearbox
frame
Bracket to gearbox and M16 210 Nm
to vibration insulator
Also check-tighten the nuts that secure the
00_1538
clutch housing to the flywheel housing (not
illustrated). Tightening torque 47 Nm.
00_1539
Automatic gearbox
frame
M14x1.5 120 Nm
Bracket to flywheel cover M14 112 Nm
Bracket to gearbox M16 180 Nm
105 792
Bracket to vibration M18x1.5 270 Nm

insulator

Frame
Transfer box
frame
Bracket to transfer box M16 210 Nm
and to vibration insulator
104 927
Torque converter
frame
Bracket to torque M14 135 Nm
converter and to vibration
insulator
104 928
Towbar and towing hook

Draw beam to frame M16 135 Nm
104 929

Frame
11-02 Drilling holes

All attachments must be made by means of
bolted joints in the middle surface of the side
members.
IMPORTANT! It is not permitted to drill holes

in the frame flanges. There must be no welding
in the chassis frame for the purpose of attaching
bodywork.
The flanges take the greatest stresses, and holes

act as kerfs. The only exception to this is holes
in the rear overhang, which are located so far
back that they do not affect the strength of the
frame.
Hole patterns as shown below must be used. The
picture shows the minimum distance between
00 1519
holes and flanges and between holes.
No holes may be drilled in the frame flange
A Distance hole - frame flange must be at least 3 x D

B At least 4 x D
C At least 3 x D

Frame
Bolted joints
Bolted joints can act as both friction joints and
clamp joints. Clamp joints must be made using
tight-fit bolts, which require reaming. The
unthreaded waist of the tight-fit bolt must pass
through both the frame and the bracket (see
illustration).
Design the bolted joint with the same
dimensions as a friction joint. The bolt in a
friction joint must be pretensioned. Bolts in
bodywork attachments are usually short, which
means that the working length of the bolt is
short. When the layers of paint in the friction
joint are worn away, the pretensioning of the
bolts will be reduced. The bolts must be
113 283
re-tightened if the friction joint is to operate
correctly. It is important that the layers of paint
are as thin as possible. Use a tight-fit bolt
A lock nut will not prevent the pretensioning
from being reduced, as the nut does not move
in relation to the bolt. On the other hand, a lock
nut will prevent the nut from working loose and
coming undone when the pretensioning is
reduced.
Washers must be used to reduce the surface
pressure beneath the bolt head and nut. The
hardness of the washers must be at least
200 HB.
For more detailed information, see: "Bodywork
manual" or contact our service organization.

Suspension
12 Suspension
12-01 Clamp bolts and
retaining bolts
Tightening torques
Shock absorber M14 112 Nm
12_0768
bracket
M16 210 Nm
Clamp bolt Front 84 Nm
Rear 135 Nm
Retaining bolts 8.8 135 Nm
10.9 (6x2Z) 170 Nm
Check that the tightness of the shock absorber

attachment corresponds to the torque stated.
113 257
Tightening torques
Fig. A
Upper attachment, M14 70 Nm
fig. A
M16 90 Nm
Other attachments, M16 210 Nm
fig. B
M20 350 Nm
Check that there are no signs of internal

leakage in the shock absorbers.
104 930
Fig. B

Suspension
Spring bolt, vehicles with air

suspension
Does not apply to tag axles on 6x2/4-vehicles.
Check-tighten the spring bolt if the wear
washers rotate.
Tightening torques
M30 800 Nm + closest split pin hole
104 931

Suspension
12-02 Clamp bolt nuts

Check-tighten the U-bolt nuts to the specified
torque when the vehicle is loaded so that the
spring is straight. Vehicles with leaf suspension -
rear balance tandem BT 200/201
Note: Does not apply to vehicles with tag axle (6x4/8x4)
or vehicles with balance tandem. Tighten these
with unloaded spring. Check-tighten the clamp bolt nuts in two
stages: 400 Nm in the first stage and 760 Nm
in the second. If any nut in the joint moves
IMPORTANT! Support the vehicle with stands before the first torque has been attained, both
under the frame and axles when renewing nuts U-bolts must be removed and checked before
and U-bolts. being re-used, but the nuts must be renewed.
If any nut in the joint moves between the first
or second torque, tighten according to steps 6 -
Special tools 8, see Work description when renewing nuts
BT200/201.
Torque wrench 200-1400 Nm (20-140 kpm)
587 302 or torque wrench 500-1500 Nm
(50-150 kpm) 587 943
Torque wrench support 99 121
Waisted socket 30 mm 587 299
Waisted socket 32 mm 587 300
Sleeve 36 mm 587 637
Sleeve 46 mm 587 301
Tightening torques
M22 620 Nm
M24 760 Nm
M30 1150 Nm

Suspension
Work description for renewing

U-bolt nuts, BT 200
1 Check that the contact surfaces between the
spring and the bracket are undamaged. 587 302
587 637
2 Lubricate the threads of the nut and the
150 Nm
U-bolt. 400 Nm
570 Nm
760 Nm
+ 180 o
500 Nm
3 Tighten all four nuts in a cross pattern to

150 Nm.
113 030
4 Tighten the bolts in the spring support,
which holds the spring laterally, alternately
to 500 Nm. BT200
5 Tighten the two nuts on the rear U-bolt to
400 Nm.
6 Tighten the nuts on the front springbolt
alternately in three stages: 400 Nm, 570 Nm
and 760 Nm.
7 Tighten the nuts on the rear clamp bolt in a
further two stages: 570 Nm and 760 Nm.
8 Tighten all four U-bolt nuts by a further
180°. Start with the front U-bolt.

Suspension

U-bolt nuts, BT 201, parabolic
spring

spring and the bracket are undamaged.
U-bolt.
3 Tighten all the nuts to 150 Nm.
4 Tighten the two nuts on the rear U-bolt to
400 Nm.
5 Tighten the two nuts on the front U-bolt as
per following step: 400 Nm, 570 Nm and
760 Nm.
6 Tighten the rear U-bolt to 760 Nm.
BT201

Suspension
Vehicles with leaf suspension -

rear balance tandem BT 300 and
BT 201 multi-leaf spring
Check-tighten the U-bolt nuts to 1150 Nm. If
any nuts in the joint move, both U-bolts must be
removed and checked before being re-used, but
the nuts must be renewed.

nuts, BT 300 and BT 201 multi-leaf
spring
spring and the bracket are undamaged.
U-bolt. 1 200 Nm 2 200 Nm
3 500 Nm
3 Tighten all nuts diagonally to 200 Nm. 4 500 Nm + 1000 Nm
o 5 1000 Nm
6 + 120
4 Tighten the two nuts on the rear U-bolt to 7 + 120
o
500 Nm.
5 Tighten the two nuts on the front U-bolt as

per following step: 500 Nm, 1000 Nm.
6 Tighten the rear U-bolt to 1000 Nm.
587 301
587 943
127 044

Suspension
Vehicles with air suspension - rear driving axle / tag axle, except tag axle
6x2/4 and 8x2/4
Check-tighten the clamp bolt nuts in two stages:

500 Nm in the first stage and 760 Nm in the
second. If any nut in the joint moves before the
first torque has been attained, both U-bolts must
be removed and checked before being re-used,
but the nuts must be renewed.

nuts
spring, the lower bracket and the axle are
undamaged.
U-bolt.
3 Tighten all four nuts to 150 Nm, as per the
figure.
4 Tighten all the nuts to 400 Nm. Start with
the front U-bolt as illustrated.

Suspension

180°. Start with the front U-bolt as
illustrated.
7 Check distance B at the U-bolt.

The difference between dimension B at the
left and right hand sides of the U-bolt must
not exceed 3 mm.
If the dimension deviates or if the U-bolt is
resting against the bracket C, renew the
U-bolt and retighten.
Note: The U-bolts must not be retightened on

account of the angle tightening.

Suspension
Vehicle with air suspension - rear

tag axle 6x2/4 and 8x2/4
Check-tighten the clamp bolt nuts in two stages:
470 Nm in the first stage and 620 Nm in the
second. If any nut in the joint moves before the
first torque has been attained, both U-bolts must
be removed and checked before being re-used,
but the nuts must be renewed.
1 Tighten all four nuts to 120 Nm, as per the
figure.

Suspension
12-03 Balance tandem
BT200/201/300
Check-tighten bolted joint between trunnion
bracket and frame. For BT200: Also check-
tighten the cap bolts.
Tightening torques
113 258
Bracket BT200/201/300 M20 450 Nm
Cap BT200 M20 420 Nm
BT200
12-04 Torque rod, air

suspension
Check the torque rod attachment and bracket
Front torque rod
Transverse torque rod

Suspension
12-05 Air suspension

Operation unit (ELC)
The operation unit allows the vehicle to be
raised or lowered to the desired level. The 1
operation unit contains a separate
microprocessor. The control box communicates 3
with the control unit by digital signals.
2
4
There are nine buttons and two lamps on the 6
operation unit. The left lamp indicates if button
No. 2 is activated and the right lamp indicates if 5 7
button 3 is activated. Button 4 is not used.
9 M1 M2
1 Lamps indicating if button 2 or 3 (raising/ STOP

10
8
104 654
lowering, front or rear) are activated.
2 Raising/lowering, front.
3 Raising/lowering, rear.
4 Not used.
5 M1. Memory for individually programmed
level. Must be combined with button 2
and/or 3.
6 M2. Memory for individually programmed
level. Must be combined with button 2
and/or 3.
7 Setting normal drive level. Must be
combined with button 2 and/or 3.
8 Raising. Must be combined with button 2
and/or 3.
9 Lowering. Must be combined with button 2
and/or 3.
10 Stop. Cancels started function (5-7). Also
used to activate the standby function and
when programming M1 and M2. Interrupts
release of the front spring brake when this
function is activated.

Suspension
Test connection 1, new version

100668
Connect workshop air supply to the socket on

the left side, beneath the step. Older version.
Test connection 1, new version

Suspension
Operation unit, vehicles with A

suspension
The operation unit for vehicles without front
axle air suspension does not have button 2. For
these vehicles, the operation unit for vehicles
with full air suspension should be used as a 1
spare part.
3
Drive level check
2
4
6
! WARNING! 5 7
Never work underneath a vehicle with 9 M1 M2
air suspension with the bellows STOP

10
pressurised. There is a risk of the 8
104 654
bellows bursting and causing injuries
by crushing. Use axle stands.
Note: Ensure that there is full working pressure

in the brake system.
1 Lower the tag axle.

2 Activate buttons 2 and 3 so that both lamps
12 0752
1 are on.
3 Press the green button 7.
Warning lamp for level fault
4 Check that the level warning lamp on the
instrument panel has gone out.
5 Measure the height at the rear and at the
front. For correct value, refer to the
Workshop Manual group 12, booklet Air
spring heights, Adjustment of air spring
heights.

Suspension
Mechanically-controlled air
suspension
Drive level check

in the system.
1 Switch on the ignition power.

Check that the switch to the manual level
control is not activated.
100 990
On some vehicles there is a switch for raised
drive level on the instrument panel.
Check that this switch is not activated.
100 996
2 Measure the distance (1) from the rear axle

housing to the underside of the frame.
For correct value, refer to the Workshop
Manual group 12, booklet Air spring 1
heights, Adjustment of air spring heights.
113 183

Suspension
Checking tag axle with air

suspension
! WARNING!
Never work underneath a vehicle with air

suspension with the bellows
pressurised. There is a risk of the
bellows bursting and causing injuries by
crushing. Use axle stands.
100278
in the system. The vehicle must be unloaded to
the extent that it is possible to raise the tag axle.
• Lower the tag axle. Switch down.

• Never work underneath a truck with air
suspension with the bellow pressurised.
There is a risk of the bellows bursting and
causing injuries by crushing.
• Raise the tag axle. Switch in middle
position. (Switch in upper position is load
transfer).
101 167
Note: When the tag axle is raised, the lifting

bellows is always fully pressurised.

Suspension
• The chassis should automatically assume

raised drive level at the rear with the tag axle
raised.
100280
• When the tag axle is lowered, the chassis
should automatically return to normal drive
position.
100281

Steering system
13 Steering system
13-01 Oil level in power

steering
Note: Observe the utmost cleanliness. The

power steering gear is very sensitive to dirt.
To prevent dirt from penetrating into the
steering system, top up the oil via the dipstick
opening.
106 515
The oil level must be between the lines on the
dipstick when the dipstick is fully pushed down
to the bottom.
112 383
Location, T cab

Steering system
13-02 Checking front axle weight, double front axles
The distribution of front axle weight on vehicles

with double front axles is checked by weighing.
Weighing
It is essential the weighing is carried out
correctly. Tyre pressure and uneven ground can
have a great effect on the results. Therefore,
always check tyre pressures thoroughly before
weighing and measuring.
All axles must be at the same level when
weighing. If one axle pair is on a higher level,
the other axles must be raised on blocks so that
the vehicle is completely level.
122 278
The internal friction of the leaf spring
suspension will also affect the results. Make
sure the suspension is compressed between each
weighing.
Weighing must be carried out several times, at
least three, in order to obtain a reliable result.
The average measurement can then be used to
select spacers.
If the difference between the front axles is
greater than 300 kg on a laden truck, the front
axle weight distribution must be adjusted. Refer
to Workshop Manual group 13.

Electrical system
16 Electrical system
16-01 Fluid level in

batteries X
• Check that the fluid level is correct, e.g. that
it is at the correct level above the plates in
all cells, see table.
• Top up with distilled water as and when
necessary.
136 901
Note: Sulphuric acid or "booster electrolyte"
must not be used.
Battery capacity Fluid level X

140 Ah 20-25mm
175 Ah 20-25mm
220 Ah 30-35mm

Electrical system
16-02 Charging condition
! WARNING!
Charging must be carried out only with

the battery cable terminal detached or
the battery master switch activated or
the control units may be destroyed.
Check the specific gravity of the acid using a • If the density is below 1.24 the battery must
hydrometer. In a fully-charged battery it should be charged. A discharged battery will freeze
be: at - 5 °C.
• Do not rapid-charge the batteries. The
At + 20 °C 1.280 battery will be damaged after repeated
At 0 °C 1.294 rapid-charging.
At - 20 °C 1.308 Note: If the charge differs between the batteries,

they must be charged separately.
There must be a difference of no more than 0.03
between the battery cells. • For instructions, see group 16, " Electrical
system components".

Electrical system
16-03 Headlamp adjustment

Vehicles with leaf suspension
Headlamp adjustment must be checked at kerb
weight.

On vehicles with air suspension, the headlamps
must be checked with the tag axle lowered and
the regular drive level set. Ensure that there is
sufficient pressure in the air tanks.
100 868
• If the vehicle has height control: Check that
the height control works. Set it to 0.
Height control
• Undo the two screws in the direction
100 869
indicator and open it. 2 1
• Adjust the headlamp vertically and laterally. 1 Height adjustment
2 Lateral adjustment
3 Direction indicator

Electrical system
16-04 Check and delete fault codes using a PC
Start Scania Diagnostics

The power must be turned off using the starter
key.
1 Connect the VCI to the vehicle's diagnostic
socket and to the PC.
2 Switch on the power using the vehicle
starter key.
103431
PC and VCI connected to the socket in the
central electric unit.
3 Start the Scania Diagnos program.
4 Select the vehicle category and click on

"OK".
5 Select all system groups and click on "Find
113 038
in vehicle".
The program will search for and identify all
control units in the system groups in the
vehicle.
The number of fault codes stored is shown
for every system group.
If no fault codes have been stored, the
program can be terminated.
113 039

Electrical system
6 Select a system and click on "OK". A

system window will be displayed. Click on
"Fault codes".
113 040
7 Click on the arrow for stored fault codes to
display the fault codes.
Note the fault codes, then double-click on
"Clear fault codes".
8 Return to the system group window and
select the next system that has fault codes.
To return to the previous window click on
"Close".
113 041
Exit Scania Diagnos

Close the program by selecting File and Exit, or
by double-clicking on the system menu box.
ALT + F4 can also be used if you find this
easier.

Electrical system
16-05 EDC, electronically controlled fuel injection
Reading flashing codes

1 2
The fault codes are read using flashing codes
from the diagnostics lamp on the instrument
panel.
The power must be switched on with the starter
key.
1 Press the diagnostics switch. Release it and
count the number of times the lamp flashes.
2 Press the diagnostics switch again and count
the number of times the lamp flashes. If the
same code is shown, there is only one fault
100275
in the control system. Repeat the procedure
and note all the error codes until the first one 1 Diagnostics switch
is displayed again. 2 Diagnostics lamp
The long flashes shown first represent tens. The

115 885
shorter flashes, (0.3 seconds) that follow

represent units.
New design of diagnostics panel
The example on the right symbolises fault code
25.
A single, very long flash (4 s) means that there
are no fault codes stored in the memory.
112 580

Electrical system
Clear fault codes

The fault codes must be cleared when trouble
shooting and repair are complete. Clearing
takes place on two different levels and is
described in the following passage.
Final erasure of fault codes using

Erasing fault codes a PC
The following procedure will clear the fault
codes that are flashed out with the diagnostics
lamp. However, the fault codes will remain in
another memory which can only be accessed
using a PC.
1 Start and switch off the engine once so that
a shutdown test is carried out. Wait until
the warning lamp goes out.
2 Press the diagnostics switch and keep it
depressed.
00 1561
3 Turn the starter key to the drive position
and wait at least 3 seconds. Resetting is When trouble shooting and repair are complete,
then complete. the fault codes must be cleared using Scania
4 Start the engine and check that the Diagnos and a PC. Both the flashing code
indicator lamp goes out. memory and the PC memory in the control unit
are erased simultaneously using the PC.
5 Press the diagnostics switch. The fault
code memory should be empty, i.e. a single
long flash.

Electrical system
16-06 Opticruise
Notification of fault codes

When the driver switches off the power, the
message "CHK CODE" is displayed in the
display window if the control unit has stored any
fault codes during driving. The message is
TESTING
repeated when the power is switched back on
again.
Reading fault codes

1 Switch on the power using the starter key.
ECU NO
Wait five seconds then press the diagnostics
switch for at least half a second. Then
release it. The heading "TESTING" is
PROG NO
displayed in the text window and the buzzer
sounds. CHASSNO
Do not touch the diagnostics switch for the
moment: The test programme is now
F CODES
112 582
running. All the text boxes in the text
window light up for a second. At the same
time the buzzer sounds.
2 The heading "ECU NO" is displayed,
directly followed by the part number of the
control unit hardware.
3 The heading "PROG NO" is displayed,
directly followed by the part number of the
control unit software.
4 The heading "CHASSNO" is displayed,
directly followed by the vehicle chassis
number.
5 The heading "F CODES" is displayed,
directly followed by any fault codes stored.
More on this below.
• The fault codes are displayed one at a
time, at two second intervals.

Electrical system
• When all the stored fault codes have

been displayed, the buzzer will sound
briefly. The stored fault codes are then
displayed again. This can be repeated
any number of times, so there is no
problem if you lose concentration.
• The text window may, for example,
appear as in the figure on the left. A
shows the number of the fault code (10 E010 003
112 583
in this case) and B shows how many
times the fault has been recorded (3).
A B
6 Note the fault codes. Go through the test
program. Press the diagnostics switch to
move between the various test stages.
Resetting the warning system
It may be necessary to reset the warning system
115 885
now and then. Someone may have disconnected
a cable harness for example, whilst the power
was on. This is quite a common occurrence. The New design of diagnostics panel
control unit will then interpret it as a genuine
fault.
Resetting of the warning system is carried out
by either using the diagnostic switch concealed
behind the cover in the instrument panel or using
a PC connected to the vehicle's diagnostic
socket in the central electric unit.
The symbol for the Opticruise diagnostic switch
is a gear with an exclamation mark in the
middle.
05_5378

Electrical system
All fault codes are cleared when the warning

system is reset. Proceed as follows.
1 Switch off the power using the starter key.
2 Press and hold the diagnostics switch.
Switch on the power supply.
ERASED
112 584
3 The buzzer will sound briefly. When the text
"ERASED" is displayed in the text window,
clearing is completed.
4 Drive the vehicle and check that the fault
codes are not generated again.

a PC
When trouble shooting and repair are complete,
the fault codes must be cleared using Scania
Diagnos and a PC. Both the flashing code
memory and the PC memory in the control unit
00 1561

Electrical system
16-07 Allison automatic gearbox
General
The control unit can save five fault codes in its
memory. The fault codes are stored in order of
priority, the most serious fault being stored first.
Reading fault codes (old controls)

1 Press the diagnostics switch twice. Use a
blunt pen or similar. The text window is
then set to fault code mode.
1 Display
2 MODE switch
Note: If the driving mode selector flashes out SELECT

the code on the right the whole time, the
communication between the driving mode
selector and the control unit is not working. MONITOR
MODE ON
104 840
Communication faults must be rectified before

2 The text window will first display a "d" any fault codes can be displayed
together with the storage and priority
number, followed by the first pair of digits
in the fault code, and finally the second pair
of digits in the fault code. See the example
in the following table.
If the fault remains, the message "MODE
ON" will be displayed.

Electrical system
Example of error message

Clear fault codes (old controls)
This is displayed first.... d 1 Press the diagnostics switch twice. Use a

blunt pen or similar. The text window is
2 then set to fault code mode.
followed by..... 1 2 Depress the MODE switch and keep it
depressed for at least 10 seconds. You will
3 hear two signals: the first after 3 seconds
followed by..... 1 and the second after 10 seconds. This is a
confirmation that the warning system has
2 been reset. Release the switch.
3 Drive the vehicle in such a way that the
gearbox is used to change up and down the
The above fault code message is interpreted gears a few times.
like this: The fault code is the second in
sequence, and the fault code number is 13-12 4 Stop the vehicle and check that no fault
codes have been generated.
3 Depress the MODE switch to see the next
fault code. Repeat this until all fault codes
have been read.
4 Press the diagnostics switch once to return
to normal mode.

Electrical system
Reading fault codes (new controls)

1 Press the switch or switches at position 4 1
twice. The text window is now in fault code 2
mode. MODE
3 PERF
108 627
2 The text window 3 will display the storage
number first, followed by four digits for the
code. If the fault is active the LED 1 will be
on. 1
3 2
3 Press switch 2 to see the next fault code.
PERF
R MODE
4 Press the switch or switches at position 4
once to return to normal mode. N
D 4
108 626
Example of error message Example of error message

This is displayed first.... d This is displayed first.... d
2 2
followed by..... 1 followed by..... d
3 32
followed by..... 1 followed by..... -
2
The sequence above mean that no fault codes
have been recorded in the second fault code
This sequence is interpreted as follows: The sequence.
second fault code in sequence, with code
number 13-12.

Electrical system
Clear fault codes (new controls)

1 Press the switch or switches at position 4
twice.
1
2 Press switch 2 and keep it depressed for at 2
least 10 seconds. MODE
3 You will see that the LED 1 flashes to 3 PERF
confirm that the gearbox has been reset. The

first flash comes after 3 seconds and the
second after 10 seconds. Release the switch. 4
108 627
1
3 2
PERF
R MODE
D 4
108 626

Electrical system
16-08 Bosch ABS/TC "CP12"
A maximum of five fault codes can be stored

without switching off the ignition power. If a 1 2
sixth fault occurs, this replaces the first one
stored. The fault stored last is displayed first. A
maximum of two faults can be displayed in a
flash sequence.
Reading fault codes

Switch on the ignition power. Depress the brake
pedal, then release it. If you then press the
10 2097
diagnostics switch for at least 1 second, the
flashing code will be displayed. The flashing 1 Diagnostics switch
code consists of four different flashing
sequences at intervals of 1.5 seconds, see 2 Diagnostics lamp
illustration.
1 The first flashing sequence indicates
whether the system is an ABS or an ABS/
TC system. The lamp should flash twice or
five times this time.
2 The second flashing sequence indicates the
type of control on the front axle. For further
information, see group 10:04-02. The lamp
should flash twice this time.
3 The third flashing sequence indicates any
faults in the first diagonal set of wheels
(front left - rear right).
115 885
4 The fourth flashing sequence indicates any

faults in the second diagonal set of wheels New design of diagnostics panel
(front right - rear left).
112 585
1 2 3 4
The example shows an ABS system with MIR
control on the front axle and fault-free diagonal
sets of wheels.

Electrical system
Clear fault codes

shooting and repair are complete. Clearing takes
place on two different levels and is described
below.
1 Switch off the ignition voltage.
2 Press the diagnostics switch.
3 Switch on the starter voltage and hold the
diagnostics switch depressed for at least 1
second.
4 Keep the starter voltage on for at least 5
seconds.

Electrical system
16-09 Bosch EBS

A maximum of 15 fault codes can be stored. If a
16th fault occurs, this replaces the first one
stored. The fault stored first (the oldest one) is
05_5161
displayed first. During clearing, all fault codes
stored are cleared.
ED C
E TC
05_5332
Reading fault codes 2 Diagnostics lamp
The EBS flashing code has no configuration
code.
To view flashing codes, the diagnostics switch
must be pressed for at least two seconds. The
power must be switched on with the starter key.
Every fault code is displayed in two sequences
of flashes. There is a pause of 1.5 seconds
between the flashing sequences.
There is a pause of 4.5 seconds between fault
codes.
Flashing sequences are always concluded with
the completion code, 2 plus 1 flashes. This code
indicates that there are no more flashing codes.
115 885
If only the completion code is displayed, the

New design of diagnostics panel
system is fault-free.

Electrical system
Flashing sequence with fault codes 3-2 and 2-2.
Note: The digits above the flashing sequence

indicate the time in seconds. The digits below
are references to the text in the number list.
1 Introduction. Depress the diagnostic switch

for at least two seconds. The lamp will come
on continuously.
2 Pause.
3 First fault code, flashing sequence 1 (three
flashes)
4 First fault code, flashing sequence 2 (two
flashes)
5 Pause between fault codes.
6 2nd fault code, flashing sequence 1 (two
flashes)
7 2nd fault code, flashing sequence 2 (two
flashes)
8 Completion code, flashing sequence 1
9 Completion code, flashing sequence 2
Clear fault codes

1 Switch off the power.
2 Press the diagnostics switch.
3 Switch on the power and hold the
diagnostics switch depressed for at least 1
second.

Electrical system
16-10 Wabco ABS/TC "D"

In this version of the Wabco ABS/TC, there is a
built-in system for troubleshooting and
05_5161
diagnosis.
This system has two modes: diagnosis and
system mode.
In system mode, stored fault codes are cleared
and the ABS/TC system control unit type is 1
displayed.
2
ED C
E TC
05_5332
Diagnostic mode 2 Diagnostics lamp
Two things can be indicated in diagnostic mode:

1 The fault code for the current fault is
displayed if the fault still exists. The current
fault must be repaired so that any other
faults can be displayed. The control unit is
able to display only one current fault code at
a time.
2 Fault codes for the faults stored in the fault
code memory are displayed. Of these faults,
the last four to be recorded are displayed in
reverse order, i.e. the last fault to occur is
displayed first, any other fault codes are
flashed in random order. There may be a
maximum of 16 fault codes stored.
115 885
Faults can be present that the control unit detects

only when the vehicle is being given. New design of diagnostics panel

Electrical system
Reading fault codes No fault exists/no fault codes stored
For the control unit to display the current or D

stored fault codes, the diagnostics switch must
be kept depressed for 0.5-3.0 seconds
(=diagnostic mode). If the switch is kept
depressed for more than 3.0 seconds, system
mode is selected.
102 156
The fault code consists of two digits. NF
D = Indicates that the diagnostics switch is

depressed.
NF = No fault/no fault codes stored. If the
vehicle is fault-free, this flashing code is
displayed once.
Current fault code

1
D 2
101 894
AF
D = Indicates that the diagnostics switch is depressed.

1 = 1st digit in the fault code.
2 = 2nd digit in the fault code.
AF = The control unit has sensed that a fault is present. Display of the current fault code is repeated.
The control unit is able to display only one current fault code at a time.
Stored fault codes (no current fault code)

1
D 2
101 895
F1 F2 F3

1 = 1st digit in the fault code.
2 = 2nd digit in the fault code.
F1 = 1st stored fault code
F2; F3 = 2nd, 3rd stored fault code
Comment on F1, F2 and F3: stored fault codes are displayed once. There may be a maximum of 16
fault codes stored.

Electrical system
System mode
The diagnostics switch must be kept depressed
for 3-6 seconds for the control unit to switch to
system mode.
The following takes place in system mode:
1 Stored fault codes are cleared. The clearing
of the stored fault codes is confirmed by the
diagnostics lamp, which flashes rapidly
eight times. If there is a current fault code,
this cannot be cleared: the fault must be
repaired first.
2 The ABS/TC control unit type is flashed in
a system flashing sequence that is repeated.
E.g. one flash = 6x2 vehicles and five
flashes = 6x4 vehicles.
System mode display
Clear fault codes

The diagnostics switch must be kept depressed
for 3-6 seconds for the control unit to switch to
system mode. The following is then displayed/
happens:
If there is a current fault code:

S
D
101 896

S = System flashing sequence, flashes as long as the control unit is in system mode.
One flash = 6x2 vehicle
Five flashes = 6x4 vehicle

Electrical system
Stored fault codes will be cleared if there are no current fault codes.
S
D C
101 897
S = System flashing sequence, flashes as long as the control unit is in system mode.
One flash = 6x2 vehicle.
Five flashes = 6x4 vehicle.
C = Eight rapid flashes, confirmation that the stored fault codes have been cleared.

Electrical system
16-11 Retarder
Reading fault codes
1 2
Diagnostic lamp flash codes must be read while
the vehicle is stationary. It does not matter if the
engine is running or not.
Proceed as follows: Turn the starter key into the
drive position and wait for a few seconds. Keep
the diagnostics switch (1) depressed for at least
1 second, then release it.
The diagnostics lamp (2) goes off for 2 seconds,
then the flashing starts. The series of flashes are
separated by clear pauses.
100277
First, the control unit configuration is shown,
followed by the fault codes. If no fault codes are 1 Diagnostics switch
stored, only the configuration code will be 2 Diagnostics lamp
flashed.
First the three digit configuration code is
flashed, followed by a 4.5-second pause. The
fault codes, each one consisting of 2 digits will
then follow. The ten digit is flashed first,
followed by the unit digit.
The example on the right shows fault code 32
The fault codes are flashed out as follows: 1st
digit — 1.5 s pause — 2nd digit — 4.5 s pause
— next fault code — next fault code and so on.
The fault codes are flashed out in the order the
faults occurred.
115 885
Diagnostic lamp flashes may be repeated any New design of diagnostics panel
number of times. Just press the diagnostic
switch again. The fault codes remain in the
control unit until deliberately erased.
3 2
112 581
......

Electrical system
Erasing fault codes

shooting and repair are complete. Clearing takes
place on two different levels and is described
below.
Note: The vehicle may have to be driven for up

to half an hour for certain fault codes to be
generated.

Press in the diagnostic switch 1 and keep it
depressed.
2 Turn the starter key to the drive position and
wait for at least three seconds. The fault
codes have now been erased.
3 Drive the vehicle and check that the ABS

warning lamp and the RET lamp go out. If ABS RET
10 2571
neither the ABS warning lamp nor the RET
10 1845
lamp go out, or if the RET lamp comes on
again despite repeated resetting, then there
is still fault present. The fault code indicates
where to search for the fault.

a PC
00 1561

Electrical system
16-12 ELC, electrically-controlled air suspension
The ELC constantly checks its own function. If

there is a fault, this is indicated by means of the
system fault lamp. The detected fault is
allocated a fault code which is stored in the 1 2
control unit. The fault code can then be read as a
flashing code. The fault code is saved even if the
fault is temporary and the system returns to
normal function and the system fault lamp goes
out.
100276
Reading flashing codes 2 Diagnostics lamp
The fault codes are read using flashing codes
from the diagnostics lamp on the instrument
panel.
The power should be switched on using the
starter key
1 Depress the diagnostic switch next to the
diagnostic lamp for at least 2 seconds and
no longer than 7 seconds.
2 Release the diagnostics switch; the first fault
code will be flashed out.
115 885
Note: If all three ELC warning lamps light up New design of diagnostics panel
when the diagnostics switch is pressed, this
means that the button has been kept depressed
for too long and the readout is stopped.

Electrical system
3 The flashing code is made up of tens and

units. When the diagnostics switch is
released, the first ten is flashed out. The
flashing signals for tens are slow, 10, 20, 30,
etc.
The units are flashed out after the tens. The
flashing signals for units are rapid, 1, 2, 3, 4, 1
etc.
4 The flashing signals are added together to 2
12 0763
give the fault code, which can be read from
the fault code list.
0 2 4 6 [s]
5 When the diagnostics switch is depressed Flashing code for fault code 33
again, the next fault code is flashed. 1 Flashing code, tens
6 To read the first flashing code again, the 2 Flashing code, ones
starter voltage must be switched off and
then back on.

Electrical system
Erasing fault codes

The fault codes are stored in the control unit
until they are cleared. It is important that the
fault codes are cleared when the faults have been
rectified so that there is no confusion the next
time trouble shooting is carried out.
Depress the diagnostics switch and keep it
depressed.
2 Turn the starter key to the drive position and
wait at least three seconds before releasing
the diagnostics switch. The fault codes have
now been erased.
3 Drive the vehicle, raise and lower the
chassis, raise the tag axle where applicable
and check that the fault codes are not
generated again.

a PC
00 1561

Cab
18 Cab
18-01 Cab tilt mechanism
! WARNING!
When tilting the cab, the engine must be

turned off, the parking brake applied and
the gear box in neutral. There is a risk
that a gear could be engaged, when
tilting the cab.
Do not work under a cab tilted to the
intermediate position. Always tilt the cab
fully. Do not stand in front of or behind
the cab during tilting. 99 295
18 2321
When working under the cab, the cab
should be secured using a strut or
similar. Cab strut for shackle lock 99 295
• Tilt the cab. Use cab strut 99 295

(for shackle lock) or 99 431 (for shackle and
wedge lock) to secure the cab.
Cab strut for shackle and wedge lock 99 431

Cab
• Check-tighten the mounting bolts for the

cab stops and the tilt cylinder to the
specified torques.
Tightening torques
Tilt cylinder and cab stop to cab 270 Nm
Tilt cylinder and cab stop to frame 39 Nm
For work other than check-tightening, see

group 18 in Workshop Manual.
18_2303
Tipper cylinder
18 2339
Cab stop CR

Cab
18-02 Cab tilt pump

Checking oil level
Note: Never fill the cab tilt pump with oil when
the cab is in the tilted position.

Check that the oil reaches the edge of the filler
hole when the cab is in the drive position.
18 2358
Checking oil level, Topline
A
! WARNING!
Do not remove the oil filler plug from the

hand pump before you have read the
instructions below.
The hydraulic cab tilt system is continuously

under a certain level of internal pressure. Before
you remove the oil filler plug the pressure must
be neutralised. 132 692
1 Set the pump valve in the tilt position. Pump

around 20 strokes. After this, the cab should
have moved slightly upwards.
2 Set the pump valve back to the lowering
position. The cab returns to its original
position.
3 Check that the oil level is around 30 mm
down the oil filler hole. The level should be
above the pump plunger when it is at its
lowest position.

Cab
18-03 Checking and adjusting the drive level
! WARNING!
Danger of crushing when adjusting drive

level.
A
Front cab suspension
Older R cab
1 Undo the levelling valve.
2 Turn the levelling valve forward or
backward, depending on whether an
increase or decrease in suspension height is
required.
18_2309
3 Adjust the distance A between the lower
edge of the bracket and the cap.
Front cab suspension, old R cab
4 Tighten the levelling valve.
Check A = 267-277 mm
Adjustment A = 269-275 mm
Newer R cab
1 Loosen the frontmost of the two bolts in the
bracket on the front cab suspension.
2 Turn the bracket until the distance A is
obtained between the anti-roll bar cap and
the cab suspension bracket.
3 Tighten the front bolt.
4 After road test, check and (if required)
adjust the levelling valves.
Front cab suspension, new R cab


Cab
P and T cab
1 Loosen the stop nut on the link.
2 Detach the link from the joint ball.
3 Adjust by turning the link until distance A is
obtained between the top of the bracket and
the cap.
4 Tighten the stop nut and attach the link.
5 After road testing, check the levelling valves
and adjust if required.
Front cab suspension, P-cab

T cab
Rear cab suspension
P and R cabs with wedge lock

2 Detach the link from the joint ball. A
obtained between the bracket and the
washer.
5 After road testing, recheck the levelling
132 030
valves and adjust if required.
Check dimension A = 59-69 mm


Cab
T cab as well as P and R cab with

shackle lock
2 Detach the link from the joint ball.
A
obtained between the bracket and the
washer.
5 After road testing, recheck the levelling
valves and adjust if required.
18_2336
Rear cab suspension, T cab as well as P and R
cab with shackle lock
Check, P and R cab: A = 90-100 mm
Check, T cab: A = 86-96 mm
Adjusting P and R cabs: A = 92-98 mm
Adjusting, T cab: A = 88-94 mm

Cab
18-04 Renewing the filter in the heater
There are two filters, the coarse air filter and the 1 2
cab air filter.
From October 1997, the coarse air filter has
been replaced with a ventilation grille which is
secured with 2 bolts from the outside of the
outer air duct.
To renew the cab air filter, lift off the cover on
the filter. Remove the cab air filter as well as the
18 2362
coarse air filter and ventilation grille
respectively. Clean the inside of the frame and
renew the cab air filter.
1 Cab air filter
Make sure the cab air filter is facing the right
2 Coarse air filter
way. Follow the fitting instructions provided
with the new filter.
Clean the coarse air filter and ventilation grille
respectively by shaking it or rinsing it in water.
105 793
Ventilation grille
Air conditioning
Work on the air conditioning system should only
be carried out by staff especially qualified for
this purpose. Work on the air conditioning
system must be carried out in compliance with
the legislation of the country in question.
Follow the instructions of the importer.

Cab
18-05 Scania Interactor 500
Dust filter
The filter protects the computer from dust and
dirt particles. The dust filter must be renewed
every other year. It is important that the filter is
correctly positioned.
Renewing the dust filter:
1 Detach the black front.
2 Remove the old filter.
3 Fit the new filter. Take care to position it
127 620
correctly.
Note: Open the cover for the SIM card before

refittingthe front to avoid damaging the SIM
card cover.
4 Refit the front.

Accessories
19 Accessories
19-01 Bodywork, general

• Select chassis type and equipment, e.g. • Trucks with bodywork should comply with
spring equipment and power take-off, with national and international standards, e.g.
regard to the driving conditions and for the location of the fifth wheel.
bodywork.
• When designing bodywork, take into
• Select the axle distance and locate the account accessibility for maintenance and
bodywork so that the correct axle load repair of the chassis and the bodywork.
distribution is attained. Observe both the
specification of the vehicle and authority • For detailed information, see Bodywork
regulations. Manual, or contact the Scania service
organization.
• Comply with authority regulations. This
may relate, for example, to the material • Brake adaptation between tractor unit and
strength of the bodywork and its trailer is implemented according to
attachment, requirements relating to load Workshop Manual 10:03-06 if required.
anchorage, crossmembers and under-run
protection, vehicle length and height,
turning radius and health and safety
regulations.
19 1556

Accessories
19-02 Fifth wheel

For further information, refer to the supplier's
manual provided.
Wear gauges can be ordered from the supplier
of the fifth wheel.
Checking the mechanism

The fifth wheel must be renewed when it has
105 084
worn down to the bottom of the oil groove.
Renew worn teflon plates on fifth wheels
equipped with such.

Accessories
Locking mechanism Pivot pin/king pin

Use a gauge to check wear (applies to George
Fischer fifth wheel). min.71
105 087
min.49
105 086
1 2 Lower diameter, min. 49 mm.
1 Correct Upper diameter, min. 71 mm.

2 Fault
On Jost fifth wheel:

When the locking mechanism is worn to
dimension a 55.1 mm, it must be renewed.
Wear ring dimension b, min. 56 mm.
a b
105 085
a Locking mechanism
b Wear ring

Accessories
19-03 Tow hook

For further information, refer to the supplier's
manual provided.
Wear gauges can be ordered from the supplier
of the tow hook.
Checking the mechanism
! WARNING!
Never put your fingers in the catch

orifice as there is a risk of them being
crushed
o o
15 − 20
1 When the mechanism is locked, there
should be clearance of 15°-20° in the
handle before the bolt moves upwards.
2 If there is no clearance or if the mechanism

is otherwise inoperable, it should be
renewed.
105 088

Accessories
3 When the towing pin is worn down to

47.0 mm, the mechanism must be renewed
or overhauled. For a simple check, use the
VBG wear gauge
(VBG part no. 40-000200).
• Max. permitted play between pin and
eye, 5 mm.
• Max. permitted vertical play in the
towing pin, 3 mm.
Max 54.0
• Wear limit for bushing, upper hole:
Max. 54.0 mm.
• Wear limit for bushing, lower hole:

Max. 39.5 mm.
105 089
Max 39.5
4 If the mechanism is fitted with a signal and

locking pin, check its function in both
locked position and unsecured/open
position.
105 090
1 2
1 Unsecured, open position
2 Locked position

00:03-14
Issue 15 en
Scania LDF oil
LDF 116 152

1 712 056
Scania LDF oil
Scania LDF oil
The designation Scania LDF means Scania Long

Drain Field test and refers to an oil tested to meet
requirements for extended oil change intervals.
The purpose of the LDF oil is to adapt the oil change
intervals so as to coincide with the service intervals
applicable to the rest of the vehicle.
The table below shows the oils that are approved
according to Scania LDF.
Note: This booklet is constantly updated

and is often available on our web site
(http://prodsupport.scania.com). In other words, oils
may be added to and oils may be deleted from the
list. Only the latest issue of the booklet is valid.
Always check that an oil is approved by Scania and is
included on the list below before using it.
Approved oils
Brand Type Viscosity
ADDINOL Super Truck MD1048 10W-40
AGIP SIGMA ULTRA TFE 10W-40
Beijing Tongyi Ke Nai 15W-40
BP BP Diesel SLD 15W-40
BP Vanellus E6 Plus 10W-40
BP Vanellus E8 Ultra 5W-30
Caltex Delo XLD Multigrade 10W-40
Castrol Elixion 0W-30
Castrol Enduron Plus 5W-30
Castrol SLD 15W-40
Castrol SLD Plus 10W-40
Cepsa Eurotrans SHPD 5W-30
Esso Essolube TDX 10W-40

2 00:03-14
Scania LDF oil

EVVA Truck Extra 10W-40
FINKE Aviaticon Finkotruck LD 10W-40
Fuchs Titan Cargo LDF 10W-40
Fuchs Titan Cargo SL 5W-30
G.B. Lubricants UNIMOT 5 10W-40
G.B. Lubricants UNIMOT SYNTH 5 5W-30
Gulf Gulf Superfleet ELD 10W-40
IGOL Lubrifiants Trans Turbo 6X 10W-40
IGOL Trans Turbo 9VS 15W-40
Liqui Moly LKW Langzeit Mortoröl 10W-40
Mapetrol Motorol SHPD Ultra 10W-40
Meguin Megol Motorenoel Super Leichtlauf 10W-40
DIMO
Midland Synqron Diesel 5W-30
Millers Truckmaster SC 15W-40
Minerva Oil Synthotruck 10W-40
Mobil Delvac 1 5W-40
Mobil Delvac XHP 10W-40
Modrica Maxima XHPD 10W-40
Morris Ring Free Ultra Plus FE 5W-30
MOTUL Tekma Ultima 10W-40
Neste Turbo Super 10W-40
New Process Dallas Plus 3 10W-40
OMV OMV truck Fe plus 10W-40
OMV OMV super truck 5W-30
Pakelo Golden LDF 15W-40
Pakelo Kentron Over MB 5 10W-40
Panolin Diesel HTE 10W-40
Q8 Q8 T 850 S 10W-40
Qingdao Copton NanoPEO Super Engine Oil 10W-40
Ravenol Performance Truck 10W-40
Repsol YPF Repsol Diesel Turbo VHPD 5W-30
Rock Oil Synthesis Commercial 5W-30
Selenia Urania FE 5W-30
Shell Rimula LD 15W-40
Shell Rimula Ultra 10W-40
Shell Shell HD 0918 5W-30

00:03-14 3
Slovnaft Madit Mistral 10W-40
Slovnaft Madit Tornado 5W-30
SRS Wintershall TFG 10W-40
Startol OTP Plus Super-Leichtlauf Motorenöl 10W-40
Statoil MaxWay SC 15W-40
Statoil TruckWay 5W-30
SVG Esvaugol SHPD-0 10W-40
Swd Expert XH 10W-40
Syneco Multipower 120SC 15W-40
Tamoil Tamoil Diesel Top Performance FE 5W-30
Teboil Super XLD 10W-40
Texaco Ursa LDF 15W-40
Texaco Ursa Super TDX 10W-40
TOTAL Antar Maxolia FE 5W-30
TOTAL Elf Performance Experty FE 5W-30
TOTAL Elf Performance Victory SC 15W-40
TOTAL Fina Kappa First 5W-30
TOTAL Gulf Gulfleet Supreme 5W-30
TOTAL Rubia Tir 7400 SC 15W-40
TOTAL Rubia Tir 9200 FE 5W-30
TOTAL RTO Extensia RXD ECO 5W-30
UNIL OPAL LCM800 10W-40
Valvoline ProFleet 10W-40
Wolf Masterlube Ecomils S 15W-40

00:03-14 4
**SELAMAT BELAJAR**

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Mechanic

PREVENTIVE MAINTENANCE (PS, MIDLIFE, OVH)

TROUBLE SHOOTING & REPAIR ACTIVITIES

Plant Operation Dept. Head QA Certified Partner Plant Director

4.1. Hour Meter (HM)

4.2. Program Pemeriksaan Undercarriage (PPU)

4.3. Ready For Use (RFU)

4.4. Program Planned Maintenance

4.5. Periodic Service (PS)

4.7. Program Analisa Pelumas (PAP)

4.8. Program Pemeriksaan Mesin (PPM)

4.9. Work Order (WO)

4.10. Maintenance Scheduling

4.11. Master Plan Overhaul

4.12. Schedule Overhaul

4.14. Program Midlife Overhaul

4.15. Ground Engaged Tool (GET)

4.16. Consumable Goods

4.17. Summary Monthly Maintenance Planning

4.18. Weekly Committal Meeting

4.19. Daily Maintenance Planning

4.20. Daily Coordination

4.21. Master Plan (Yearly) Maintenance Planning

4.22. Purchase Requisition (PR)

4.23. Purchase Order (PO)

5.10. Ketentuan dalam pelaksanaan PPU adalah sebagai berikut:

5.11. Ketentuan dalam pelaksanaan PPM adalah sebagai berikut:

6. PROSEDUR & ALUR PROSES

7.43. Formulir No. PLO/09/F-165 Summary Budget Monthly Maintenance Planning

URUTAN KERJA KETERANGAN

Adanya Jadwal 1. Adanya jadwal periodic service berdasarkan hour meter

2. Mekanik cek kelengkapan dokumen PS (Form PS, JobCard,

5. Mekanik periksa kembali kelengkapan part PS yang

Equipment Bersih ? 12. Mekanik memeriksa kebersihan equipment sebelum dilakukan

URUTAN KERJA KETERANGAN

A (A sambungan dari aktivitas 13)

17. Mekanik mengisi data-data awal pada Form PS,

B (B bersambung ke aktivitas 22)

URUTAN KERJA KETERANGAN

B (B sambungan dari aktivitas 21)

22. Melakukan proses PPM, PPU, PPA sesuai dengan jadwal

24. Mekanik menyerahkan dokumen, baik itu pada form PS

25. Group Leader melakukan Final Inspeksi,

28. Mekanik meneliti apakah perlu spare part?

30. Apakah spare part available?

Ground Test 33. Melakukan ground test dengan bantuan operator/driver,

(E bersambung ke aktivitas 34)

URUTAN KERJA KETERANGAN

E (E sambungan dari aktivitas 33)

Ya 34. Meneliti apakah equipment bisa dinyatakan di RFU

F (F bersambung ke aktivitas 27)

D (D sambungan dari aktivitas 32)

Unschedule 36. Melaksanakan Unschedule Maintenance, Ref SOP No.

Tandatangani persetujuan 37. Group Leader menandatangani dokumen report Periodic

Pembersihan dan 38. Mekanik membersihkan dan menyimpan kembali tool

Proses Periodic 40. Proses pelaksanaan periodic service selesai.

URUTAN KERJA DAN ILUSTRASI KETERANGAN

Mengatur 3. Mengatur peralatan dan equipment untuk proses pengambilan

 AWAS OLI PANAS !!!

A (A bersambung ke aktivitas nomor 4)

URUTAN KERJA DAN ILUSTRASI KETERANGAN

A (A sambungan dari aktivitas nomer 3)

4. Mengambil contoh oli dari yiapkan alat yang diperlukan dalam