636 Green Workshop

Please refer to the Parts
Manual for current part

number information.
Applied Sweepers
Model 636HS
Workshop Manual
www.tennantco.com www.greenmachines.com
Part Number: YM057 Issue 6 – Feb. 2010

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The manufacturers of the Green Machine:
Tennant Company Green Machines

PO Box 1452 Bankside • Falkirk • FK2 7XE•
Minneapolis, MN 55440 Scotland, United Kingdom
Phone: (800) 553-8033 or (763) 513-2850 Phone (01324)611666 • Fax (01324)611886
www.tennantco.com International Tel: (+44)1324-611666
www.GREENMACHINES.com
Your local Green Machine Distributor:
Parts information and other product support information is available at our web-site:
www.tennantco.com or www.GREENMACHINES.com
636HS Green Machine

Workshop Manual
Part Number: YM057 Issue 6 – Feb. 2010

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Table of contents
Table of contents ................................................................................................................................................3
Chapter 1 Introduction. ......................................................................................................................................13

How to use this manual. ...................................................................................................................................13
Important Safety Information. ...........................................................................................................................13
Driving License & Driving on the road...............................................................................................................14
Vehicle Classification........................................................................................................................................14
Know your Machine ..........................................................................................................................................15
General machine description. ...........................................................................................................................16
Jacking & Tie Down Points ...............................................................................................................................17
Towing and Vehicle Rescue. ............................................................................................................................19
Chassis Plate and Machine Identification. ........................................................................................................19
Chassis Number (European Built Machines) ................................................................................................20
Engine Number.............................................................................................................................................20
CIN ...............................................................................................................................................................20
USA Manufactured Machines .......................................................................................................................20
Chassis Number ...........................................................................................................................................20
Chapter 2 Machine Maintenance. ......................................................................................................................21

General Workshop Procedures.........................................................................................................................21
Separating components and joints................................................................................................................21
Nuts, bolts and related fastenings.................................................................................................................21
Tightening Torques.......................................................................................................................................22
Workshop tools.............................................................................................................................................24
Environmental requirements .........................................................................................................................24
Welding Procedures .........................................................................................................................................25
Service Schedule..............................................................................................................................................25
Service Procedures ..........................................................................................................................................25
Precautions and general instructions ............................................................................................................25
50 Hr Post Delivery Service..............................................................................................................................26
1 Cab and controls. ..........................................................................................................................................26
Every 6 weeks or 250 hours. ........................................................................................................................26
Every 18 weeks or 750 hours. ......................................................................................................................28
2 Engine, fuel and cooling systems. .................................................................................................................29
Annually or 2,000 hours................................................................................................................................33
3 Hydraulics......................................................................................................................................................35
Annually or 2,000 hours................................................................................................................................36
4 IQAN Electronic Control systems...................................................................................................................37
Every 6 weeks or 250 hours .........................................................................................................................37
Every 18 weeks or 750 hours .......................................................................................................................38
5 Electrical systems. .........................................................................................................................................39
6 Chassis, suspension, steering, brakes & wheels. ..........................................................................................39
7 Sweeping Systems ........................................................................................................................................43
8 Water dust suppression system.....................................................................................................................46
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9 Air conditioning ..............................................................................................................................................47
10 Pressure Washer option. .............................................................................................................................47
11 Street Washer option. ..................................................................................................................................47
12 Central lubrication option .............................................................................................................................47
Road Test.........................................................................................................................................................48
Chapter 3 Troubleshooting................................................................................................................................49
Introduction.......................................................................................................................................................49
Brushes fall to the ground in Transit or Work Mode 2 .......................................................................................49
If one brush only ...........................................................................................................................................49
If both brushes..............................................................................................................................................49
Nozzle Drops to the Ground in Transit or Work Mode 2 ...................................................................................50
Brushes and/or Nozzle will not lift .....................................................................................................................50
Confirm the following: - .................................................................................................................................50
Defective Solenoid(s)....................................................................................................................................50
Faulty Unloader Solenoid Valve(s) ...............................................................................................................50
Failed PRV ...................................................................................................................................................51
Defective Priority Valve (Cylinder Manifold) ..................................................................................................51
Blocked HP Filter..........................................................................................................................................51
Defective Auxiliary Pump..............................................................................................................................52
Internal Leaking Ram....................................................................................................................................52
Faulty Fwd/Reverse Lever ............................................................................................................................52
Faulty Vehicle Speed Sensor........................................................................................................................52
Failed Drive Coupling. ..................................................................................................................................52
Brushes and/or Nozzle are slow to lift (In excess of 5 seconds). ......................................................................52
Brushes will not move in or out. ........................................................................................................................53
Brushes will not stay in selected position..........................................................................................................53
Brush(s) In/Out Movement Fast in one Direction. .............................................................................................54
Brushes will not rotate. .....................................................................................................................................54
Brushes – Little or no speed control. ................................................................................................................54
Brushes and Nozzle will not lower when Work Mode1 Selected.......................................................................55
Brushes will not lower but Nozzle does when Work Mode 1 Selected. .............................................................55
Brushes – No height control. ............................................................................................................................56
Suction Fan – Little or no speed control ...........................................................................................................56
Suction Fan will not Operate.............................................................................................................................56
Suction Fan rotates when not selected. ............................................................................................................57
Machine will not move forward (No Drive) ........................................................................................................57
Checking the Fwd/Neu/rev Switch using the IQAN display: -........................................................................57
Checking Hydraulic Transmission Pressure using the IQAN display: - .........................................................58
Machine will not reach correct Speed (In any selected condition).....................................................................58
Checking drive Pump Max Pressure.............................................................................................................59
Machine Speed Jerky at higher Speed Range..................................................................................................59
Machine will not climb Kerbs ............................................................................................................................59
Machine Travels at Max Speed in Work Mode .................................................................................................59
Machine will not Track Out. ..............................................................................................................................60
Machine will not Track In. .................................................................................................................................60
Machine Tries to Track Out Whilst in Work Mode 1 or 2. ..................................................................................61
Hopper will not Raise........................................................................................................................................61
Hopper Door Opens but Hopper will not raise:..............................................................................................62
Hopper Door does not Open & Hopper does not Raise: ...............................................................................62
Hopper will not Lower .......................................................................................................................................62
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Did the hopper door close?...........................................................................................................................62
Hopper Drain Valve will not Operate.................................................................................................................63
Hydraulic Oil running Hot..................................................................................................................................63
Engine Over-heating.........................................................................................................................................64
Hydraulic Oil Contamination .............................................................................................................................64
Pressure Washer will not function.....................................................................................................................64
Whoosh Hose Function will not operate............................................................................................................65
No display on the MDM Unit .............................................................................................................................65
No Machine Functions on Start Up ...................................................................................................................65
Cloudmaker Does not Operate .........................................................................................................................66
Loss of Vehicle Hydrostatic Braking .................................................................................................................66
No Water to the Front Sprays ...........................................................................................................................66
Steering Veers to the Left or Right....................................................................................................................67
Steering is Difficult to Turn................................................................................................................................67
Engine will not start ..........................................................................................................................................67
Engine will not turn over ...............................................................................................................................67
Engine Turns Over but will not start ..............................................................................................................68
Unable to switch engine off...............................................................................................................................68
Machine will not climb hills................................................................................................................................68
Rear View Camera (where fitted) does not work...............................................................................................69
Air Conditioning System Inoperative.................................................................................................................69
Air Conditioning System – Poor Performance...................................................................................................69
MDM Display – IQAN Alarms ...........................................................................................................................70
Transmission Disabled .................................................................................................................................70
MDM Indicates – Forward Transmission Low ...............................................................................................70
RTC – Not Connected ..................................................................................................................................70
Cab Interior Light - Defective ........................................................................................................................70
Engine System Fault.....................................................................................................................................70
Engine Over Temperature ............................................................................................................................70
Hydraulic Oil Temperature ............................................................................................................................70
Engine & Hyd. Oil Temperature ....................................................................................................................71
XT2 – AO & A1T Alarms...................................................................................................................................71
XS-AO Alarms ..................................................................................................................................................71
Radio/CD Player Inoperative ............................................................................................................................72
Front or Rear Wheel Spins ...............................................................................................................................72
Excessive or uneven Front Tyre Wear..............................................................................................................72
Street Washer – awaiting information ...............................................................................................................72
TEST PROCEDURES ......................................................................................................................................72
TEST PROCEDURE 1 (TP1) – Checking a Solenoid Under Load................................................................72
TEST PROCEDURE 2A (TP2a) – Checking the Auxiliary Pump for Full Pressure Capability.......................73
TEST PROCEDURE 2B (TP2b) – Checking the Auxiliary Pump for Full Pressure Capability (where TP2A
cannot be used). ...........................................................................................................................................74
TEST PROCEDURE 2C (TP2c) – Checking Auxiliary Pump for Full Pressure Capability & Motor Manifold
Integrity.........................................................................................................................................................74
TEST PROCEDURE 3 (TP3) – Checking the Auxiliary Pump for Full Flow Capability..................................74
TEST PROCEDURE 4 (TP4) – Checking the Drive Pump & Drive Motors for Internal Leakage & Drive Pump
Servo Solenoids. ..........................................................................................................................................74
TEST PROCEDURE 5A (TP5a) – Static testing of the Tracking Function (without vehicle speed sensor
input) ............................................................................................................................................................76
TEST PROCEDURE 5B (TP5b) – Static testing of the Tracking Function (with vehicle speed sensor input)76
TEST PROCEDURE 6 (TP6) - Checking ‘Voltage In’ Data using the Measure channel ...............................77
Checking ‘Frequency In’ Data using the Measure channel ...........................................................................79
Checking ‘E-Gas Position’ using the Measure channel.................................................................................79
Module information – MDM XS & XT2 Temperature & Voltage information ..................................................80
XT2 Internal Information – ............................................................................................................................80
TEST PROCEDURE 8 (TP8) – Checking a Diode........................................................................................80
TEST PROCEDURE 11 (TP11) – Checking Water Level Sensor (ES289). ..................................................80
Setup Procedures.............................................................................................................................................81
Calibrating the Engine E-Gas Actuator (setup procedure SP2). ...................................................................81
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Calibrating the Electronic Foot Pedal (setup procedure SP3). ......................................................................83
Calibrating the Transmission Pump FWD/REV Solenoid Valve (setup procedure SP4). ..............................84
SETUP PROCEDURE SP5 – Setting Up the Vehicle Speed Sensor............................................................85
SETUP PROCEDURE SP6 – Setting the Hydraulic Anti Burst Valves (Hopper Raise/Low Rams)...............86
Hydraulic System Flushing Routine. .............................................................................................................87
end of chapter...................................................................................................................................................90
Chapter 4 Cab and Controls. .............................................................................................................................91

Operation..........................................................................................................................................................91
Multifunction lever switch..............................................................................................................................91
Gauges and Warning Lights .........................................................................................................................91
Arm-rest controls ..........................................................................................................................................92
Accelerator Pedal .........................................................................................................................................93
Brake Pedal ..................................................................................................................................................93
Switch Console.............................................................................................................................................93
Roof Console................................................................................................................................................94
Left Side Controls .........................................................................................................................................96
Additional Equipment....................................................................................................................................97
Service and Repair Procedures ........................................................................................................................97
Cab floor molding – removal & refit...............................................................................................................97
Cab Heater Removal ....................................................................................................................................97
Air-conditioning Relays – removal, test & refit...............................................................................................98
Windshield replacement ...............................................................................................................................98
Side window – replacement ........................................................................................................................100
End of chapter ................................................................................................................................................101
Chapter 5 Engine, fuel & cooling systems. ....................................................................................................103

Kubota Engine ................................................................................................................................................103
Ancillary Components.....................................................................................................................................103
Transmission Drive Coupling ......................................................................................................................103
Engine Coolant Temperature Sender .........................................................................................................103
Fuel System................................................................................................................................................104
Fuel Injection System .................................................................................................................................104
Fuel Stop Solenoid .....................................................................................................................................105
Cooling System ..........................................................................................................................................106
Engine Coolant Water Pump ......................................................................................................................106
Service & Repair Procedures .........................................................................................................................107
Engine Stop Solenoid Test Procedure ........................................................................................................107
Transmission Pump Replacement ..............................................................................................................107
Engine Torque Settings ..............................................................................................................................108
END OF CHAPTER........................................................................................................................................109
Chapter 6 Hydraulic systems. .........................................................................................................................111

Introduction.....................................................................................................................................................111
Transmission Hydraulic system ......................................................................................................................113
Transmission Pump ....................................................................................................................................114
Transmission Manifold................................................................................................................................115
Drive Motors ...............................................................................................................................................121
Ancillary Hydraulic systems ............................................................................................................................122
Gear pump and pressure filter ........................................................................................................................123
Hydraulic Pressure Filter ............................................................................................................................124
Brush and fan manifold...................................................................................................................................124
Main Pressure Relief Valve ........................................................................................................................125
System Solenoids .......................................................................................................................................126
Motor Manifold Unloading Solenoid Valve ‘S1’ ...........................................................................................126
Brush Motor Proportional Valve ‘S2’ ...........................................................................................................127
Brush Motor Pressure Compensating Priority Valve ...................................................................................127
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Fan Motor Proportional Valve ‘S3’ .............................................................................................................129
Fan Motor Priority Pressure Compensating Valve ......................................................................................129
Anti-Cavitation Valve ..................................................................................................................................129
Fan Motor Emergency Brake Valve ............................................................................................................130
Fan Motor Emergency Brake Valve PRV....................................................................................................130
Fan Accumulator ........................................................................................................................................131
Hopper Drain Valve Units to Jan 2005.......................................................................................................134
Hopper Drain Valve Manifold ......................................................................................................................134
Hopper Drain Valve from Feb. 2006 ...........................................................................................................134
Summary of brush and fan manifold. ..........................................................................................................137
Cylinder Manifold............................................................................................................................................137
Pressure Compensating Valve / Flow Control Valve...................................................................................140
Cylinder Manifold Unloading Solenoid Valve ‘S4’ .......................................................................................140
Cylinder Manifold Pressure Relief Valve.....................................................................................................141
Brush In/Out Function.................................................................................................................................141
Brushes Up/Down Function ........................................................................................................................142
Nozzle Up/Down Function ..........................................................................................................................144
Hopper Up/Down Function .........................................................................................................................145
Front Axle Tracking Function ......................................................................................................................150
Oil Cooler Bypass Valve .............................................................................................................................153
Summary of Cylinder Manifold....................................................................................................................153
Typical Pressures .......................................................................................................................................153
Oil Cooler....................................................................................................................................................154
Return Line Filter ........................................................................................................................................155
Servicing Procedures .....................................................................................................................................155
Hydraulic Hygiene ......................................................................................................................................155
Cartridge Valves - Servicing .......................................................................................................................155
Cartridge Valves – Re-installation...............................................................................................................155
Cartridge and Solenoid Valve Reference Tables ........................................................................................156
Cartridge Manifold Blocks- Repairing Leaking plugs...................................................................................158
Hydraulic Hoses – Replacement.................................................................................................................158
Correct Fitting Of Hydraulic Hoses .............................................................................................................159
Hose Unions and Couplings – Replacement...............................................................................................160
Sealing Hydraulic Manifold Blanking Plugs..............................................................................................6-161
Other hydraulic tests.......................................................................................................................................162
End of chapter ................................................................................................................................................162
Chapter 7 IQAN Electronic Control System....................................................................................................163

Introduction.....................................................................................................................................................165
IQAN MDM Unit ..........................................................................................................................................165
IQAN XT2 Unit............................................................................................................................................165
XS Unit .......................................................................................................................................................165
MDM Software Version Identification..............................................................................................................166
Control Sequences .........................................................................................................................................166
Machine Modes ..............................................................................................................................................166
Transit Mode...............................................................................................................................................166
Work Mode One (Sweep Mode) .................................................................................................................166
Work Mode Two (Brush Lift Mode) .............................................................................................................167
Machine Speeds.............................................................................................................................................167
Sensors ..........................................................................................................................................................167
Vehicle Speed Sensor ................................................................................................................................168
Engine Speed Sensor.................................................................................................................................168
Vacuum Fan Speed Sensor........................................................................................................................168
Tracking In Sensor......................................................................................................................................168
Tracking Out Sensor...................................................................................................................................169
Fan Inspection Door Safety switch .............................................................................................................169
Hopper Tilt Safety Switch ...........................................................................................................................169
Water Level Sensor ....................................................................................................................................170
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Transmission Pressure Transducer ............................................................................................................170
Hydraulic Oil Temperature Switch ..............................................................................................................170
Engine Temperature Switch........................................................................................................................170
Air Filter Minder ..........................................................................................................................................171
Using the MDM Operator Screens..................................................................................................................171
Adjusting the Work Mode Engine RPM.......................................................................................................171
Using the MDM Menus ...................................................................................................................................172
The Mode Menu .............................................................................................................................................173
The Information Menu ....................................................................................................................................173
Checking the Battery Voltage .....................................................................................................................173
The Settings Menu .........................................................................................................................................174
Adjusting the Display Contrast and Brightness ...........................................................................................174
Changing the Display Language.................................................................................................................174
Adjusting the Alarm Volume........................................................................................................................174
Adjusting the Button Beep Level.................................................................................................................175
Setting the Clock ........................................................................................................................................175
The Measure Menu ........................................................................................................................................176
Measuring the Accelerator Foot Pedal Input. ..............................................................................................176
Testing the Forward/ Neutral/Reverse Lever. .............................................................................................177
Brush Toggle Switches ...............................................................................................................................178
Measuring the Forward Drive Hydraulic Pressure.......................................................................................178
Measuring the Transit/Work Mode Switch ..................................................................................................179
Monitoring the Tracking In/ Tracking Out Function .....................................................................................179
Measuring the Forward / Reverse Solenoid Current Outputs......................................................................180
Viewing the Hour Counters. ........................................................................................................................181
Summary of the Measure Menu..................................................................................................................181
The Properties Menu ......................................................................................................................................183
Summary of using the MDM ...........................................................................................................................183
XT2 –AO & A1T Pin Layout ............................................................................................................................184
XS-AO Pin Layout ..........................................................................................................................................184
Truth Tables ...................................................................................................................................................188
Standard MDM Screens .................................................................................................................................191
MMU Wiring Looms and pin outs................................................................................................................193
Service Procedures ........................................................................................................................................197
Removal and Refit of MDM Unit. ................................................................................................................197
End of chapter ................................................................................................................................................197
Chapter 8 Electrical System ............................................................................................................................198

Introduction.....................................................................................................................................................198
Alternator 60amp or 90 amp for A/C Units).................................................................................................198
Additional Components...............................................................................................................................198
Chassis Earth Points ..................................................................................................................................199
Chassis Fuse Box.......................................................................................................................................200
Cab Fuse & Relay Locations ......................................................................................................................200
Ignition Switch ............................................................................................................................................203
Testing Fuel Stop Solenoid.........................................................................................................................203
Component Current & Resistance Data..........................................................................................................204
End of chapter ................................................................................................................................................204
Chapter 9 Chassis Systems - Axles, Wheels, Suspension, Steering & Brakes. ..........................................205
Steering System .............................................................................................................................................205
Power Steering Pump.................................................................................................................................207
Power Steering Control Unit .......................................................................................................................207
Setting the Steering Alignment ...................................................................................................................207
Setting up the steering column. ..................................................................................................................209
Bleeding the steering system......................................................................................................................209
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Steering System Service and Repair Procedures ...........................................................................................212
Track Rod Replacement .............................................................................................................................212
Steering System Pressures ........................................................................................................................215
Braking System ..............................................................................................................................................217
Functional Characteristics and Maintenance Instructions - Hydraulic-Servo-Brakes...................................217
Manual Adjusting Device for Hydraulic-Servo-Brakes.................................................................................219
Suspension System........................................................................................................................................220
Suspension Shock Absorber.......................................................................................................................220
Axles...............................................................................................................................................................221
Front Axle. ..................................................................................................................................................221
Rear Axles ..................................................................................................................................................221
Front Stub Axle Assemblies........................................................................................................................221
Front Axle Trailing Arms .............................................................................................................................222
Wheels ...........................................................................................................................................................222
Wheel Nuts.....................................................................................................................................................222
Replacing King Pin Bushes.........................................................................................................................222
Front Axle Refurbishment Procedure..........................................................................................................223
Handbrake Adjustment ...............................................................................................................................227
End of chapter ................................................................................................................................................227
Chapter 10 Suction Sweeping System - Nozzle Brushes, Vacuum fan and Hopper. ..................................228
Sweeping System Overview .......................................................................................................................228
Suction Nozzle............................................................................................................................................228
Brush Arm Assembly ..................................................................................................................................229
Vacuum Fan ...............................................................................................................................................229
Hopper Drain & Drain Inspection Door Seals..............................................................................................231
Hopper Assembly .......................................................................................................................................231
Cyclone Assembly ......................................................................................................................................231
Suction Tube to Hopper Seal......................................................................................................................232
Service Procedures ........................................................................................................................................232
Suction Fan Removal. ................................................................................................................................232
Suction Fan Hydraulic Motor Removal........................................................................................................235
Inspection and Replacement of Fan Anti Vibration Mounts.........................................................................235
Dust cyclones – Removal & Repair. ...........................................................................................................236
Front Nozzle Skid Adjustment.....................................................................................................................237
Front Brush Adjustment ..............................................................................................................................237
Changing the Brushes ................................................................................................................................238
End of chapter ................................................................................................................................................238
Chapter 11 Water System Dust Suppression. ................................................................................................239

How it works ...................................................................................................................................................240
Liquid level Sensor .....................................................................................................................................241
CLOUD MAKER .........................................................................................................................................242
Wiring Details for the Cloudmaker ..............................................................................................................243
Water Drain Cap and Filter assembly .........................................................................................................243
Shurflo Diaphragm Pump ...........................................................................................................................243
Front Water Spray Jet Assembly. ...............................................................................................................244
Suction Pipe Spray Jet Assembly. ..............................................................................................................244
Service and Repair Procedures. .....................................................................................................................244
Diaphragm Pump........................................................................................................................................244
Front Jet Assembly. ....................................................................................................................................245
Suction Pipe Jet..........................................................................................................................................245
Water Drain Filter........................................................................................................................................245
Cold Weather..............................................................................................................................................245
End of chapter ................................................................................................................................................246
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Chapter 12 Air Conditioning. ...........................................................................................................................247
How the system works....................................................................................................................................247
Compressor ................................................................................................................................................249
Condenser ..................................................................................................................................................249
Receiver Drier.............................................................................................................................................249
Expansion Valve.........................................................................................................................................249
Evaporator ..................................................................................................................................................249
Expansion Valve.........................................................................................................................................249
Operating Instructions ....................................................................................................................................249
Specifications. ................................................................................................................................................250
Compressor ................................................................................................................................................250
Condenser ..................................................................................................................................................250
Evaporator ..................................................................................................................................................251
Filter/Dryer..................................................................................................................................................251
Charging the System. .....................................................................................................................................251
Refrigerant Circuit – Safety Precautions .........................................................................................................251
Safe Handling of Refrigerant Containers/ Filling Bottles .............................................................................252
Electrical Circuit..............................................................................................................................................252
End of chapter ................................................................................................................................................252
Chapter 13 Pressure Washer...........................................................................................................................253

Operating details ............................................................................................................................................253
Pressure Washer Electrical Circuit: ................................................................................................................255
Pressure Washer Hydraulic Circuit. ................................................................................................................255
Fault Finding...................................................................................................................................................256
Pressure Washer Pump..............................................................................................................................256
Fault Finding Electrics ................................................................................................................................256
Technical Information .....................................................................................................................................257
General.......................................................................................................................................................257
High Pressure Nozzle .................................................................................................................................257
Safety Instructions ..........................................................................................................................................257
End of chapter ................................................................................................................................................257
Chapter 14 Street Washer. ...............................................................................................................................259

Introduction.................................................................................................................................................259
Filter Bar.....................................................................................................................................................259
Filter Sock...................................................................................................................................................259
Strainer/Filter ..............................................................................................................................................259
Water Filter .................................................................................................................................................260
3 Way Ball Valve ........................................................................................................................................260
Pressure Pump...........................................................................................................................................260
Water Pressure Diverter Valve ...................................................................................................................260
Spray Bar Assembly ...................................................................................................................................261
Blanking Diaphragm ...................................................................................................................................261
Hydraulic Circuit .........................................................................................................................................262
Electrical Circuit..........................................................................................................................................263
End of chapter ................................................................................................................................................263
Chapter 15 DEA / CSA......................................................................................................................................265

Introduction.................................................................................................................................................265
Suction Hose ..............................................................................................................................................265
Water System .............................................................................................................................................265
DEA/CSA Container ...................................................................................................................................265
Suction Pump .............................................................................................................................................266
Hydraulic Motor ..........................................................................................................................................266
Hydraulic Circuit .........................................................................................................................................266
Electrical Diagram.......................................................................................................................................266
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Service and Repair Procedures ......................................................................................................................267
Drive Belt Adjustment .................................................................................................................................267
End of Chapter ...............................................................................................................................................267
Chapter 16 Centralised Lubrication System...................................................................................................269

Introduction.....................................................................................................................................................269
Filling the Reservoir ....................................................................................................................................270
Programme Settings ...................................................................................................................................270
Lubricant Injector Operation........................................................................................................................271
Maintenance ...............................................................................................................................................272
Trouble Shooting ............................................................................................................................................274
Chapter 17 Winter Equipment .........................................................................................................................275

Introduction.....................................................................................................................................................276
Snow equipment Connections ........................................................................................................................277
Straight Snow plough..................................................................................................................................277
V Snow Plough Connections ......................................................................................................................278
Snow Brush Connections ...........................................................................................................................278
Gritter Connections.....................................................................................................................................278
Chapter 18 General specifications. .................................................................................................................281

Overall Dimensions ........................................................................................................................................281
Additional dimensions:................................................................................................................................281
Turning Circle Radii ....................................................................................................................................282
Weight ........................................................................................................................................................282
Speed .........................................................................................................................................................282
Engine, Fuel & Exhaust ..............................................................................................................................282
Hydraulic Systems (European Built) ...........................................................................................................282
Hydraulic Systems (USA Built) ...................................................................................................................283
Steering ......................................................................................................................................................283
Front Axle & Suspension ............................................................................................................................283
Rear Suspension ........................................................................................................................................283
Front Brushes .............................................................................................................................................283
Suction System...........................................................................................................................................283
Hopper........................................................................................................................................................283
Brakes ........................................................................................................................................................284
Road Wheels ..............................................................................................................................................284
Dust Suppression System ..........................................................................................................................284
Electrical System ........................................................................................................................................284
Build standards...........................................................................................................................................284
End of Chapter ...............................................................................................................................................284
Chapter 19 Standard Repair Times. ................................................................................................................285

End of chapter ................................................................................................................................................289
Chapter 20 Index...............................................................................................................................................291
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Chapter 1 Introduction.
How to use this • Kubota Engine Workshop Manual

(YM059)
manual. • Kubota Engine Parts Catalogue
(YM060)
Please read the manual fully and follow all safety
advice before using your machine.
If you need help, or if any of these are missing,
Welcome to the Applied Sweepers 636HS please contact your local Green Machine
Green Machine Workshop Manual. We have distributor listed at the front of this book.
written this manual to help you maintain and
repair your Green Machine correctly and above
Important Safety
all, safely. Please read the appropriate chapter
in the manual carefully before working on your
Green Machine.
Information.
This manual is aimed at service technicians,
auto mechanics or vehicle fitters having an
Always apply local Heath & Safety and workshop
appropriate level of trade skills including a
procedures.
working knowledge of basic mechanical
principles, hydraulic, braking, steering and Always ensure that the machine is in a safe
electrical systems etc. and having access to condition prior to commencing work.
properly equipped vehicle maintenance
facilities. Ensure that all waste and used parts are handled
and disposed of in line with environmental
Throughout this manual you will see areas legislation.
where particular attention must be paid
to avoid death, physical injury or
Switch the engine off and remove the ignition
damage to you or your machine. Please
key before working on the machine.
read these points carefully and follow
the instructions.
Always fit the safety prop before working under
the hopper area.
Your Green Machine should have been
supplied with the following: Always use the specified jacking points.
• Operator’s Manual .
Always clean the machine prior to work
• Service Schedule commencement.
• Operators Machine Check List Always ensure that all work/ modifications/
adjustments are fully recorded in the
• Parts Catalogue equipment files.
• Kubota Engine Manual Always maintain the machine in accordance with

the manufacturer’s recommendations.
• Warranty Card
Never leave the machine unattended with the
In addition, the following publications can be engine running.
purchased separately:
Introduction 13
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Never put fingers or loose clothing near moving
parts.
Never run the engine in an enclosed space. Vehicle

Never open the coolant cap when the engine is Classification.
hot (you may be scalded)
Never run the engine with the fan casing impeller In the UK whilst the vehicle is classed, for road
door open, the front suction hose off, or taxation purposes, as Private/light Goods, other
when the cab is tilted. countries currently have their own
classifications.
Never wash the machine with the engine
running. Within the UK the vehicle is exempt from the
homologation/type approval process due to it
Never fit parts of unknown origin or quality being classed as a special vehicle by the
Vehicle Certification Authority (VCA).
Never use oils, fluids or fuels not specified by
the manufacturer However other countries have their own rules
and guidance should be sort on a case by case
Never make non-approved modifications. basis.
At the time of going to print, a major European
Driving License & review of such road going vehicles is underway
Driving on the road. under the ‘Recast Framework Agreement’.
This legislation seeks to reach an agreed
European standard for such vehicles, however
Different counties may impose their in country vehicles such as the 636 type of vehicle is
legislation with regard to vehicle taxation, under further review as it is believed that such
driving license & specialised vehicle checks. vehicles will not be included in this new
So you are advised to check with Applied European directive.
Sweepers with regard to non European Such vehicles will of course need to be
countries. categorised within an agreed European
Driving License – For the European Union, a legislative document, but at the time of going to
FULL Class B license is required. For further print, this has not been fully ratified.
information on licenses see the DVLA Hence, at the time of going to print, the 636 is
document INS57PW (UK only)..0 exempt Homologation within the UK and all
On Road Legislation – As the vehicle travels other countries should seek guidance, in the
on public highways, the vehicle must comply first instance from Applied Sweepers.
with all in country road rules.
Road Tax – For the UK the vehicle is classed
currently as a private/light goods vehicle, hence
the taxation class is outlined in the DVLA
Document V149. In other European countries
and non European countries, local
classifications will apply.
MOT – For UK operation, the 636 is exempt
MOT requirements due to its maximum speed
of 20 mph (32 kph) and its inside track being
less than 810 mm. Owners must however claim
exemption using the DVLA form V112G/R
applying paragraph 31 of the form as the
reason for exemption.
14 Introduction
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Know your Machine
KEY
A – Hopper
B – Cab
C – Suction Fan Housing
D – Side Panel
E – Swing Out Water Tank
F – Side Access Door
G – Work Lights
H – Hopper Screens
J – Cyclones
K – Suction Fan
L – Suction Pipe
M – Cloud Maker
N – Brush Water Sprays
P – Nozzle Side Skids
Figure 1-1 Key features Q – Suction Pipe Spray
R – Suction Air Exit
Introduction 15
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hydraulic lift cylinders and the motor that drives
General machine
the suction impellor. There is an engine driven
pump that supplies oil to the power steering
description. system.
A machine management system has a cab-
mounted display to tell the operator the state of
The 636 Hi-Speed Green Machine is a 4 wheel various functions being monitored. The down
drive, variable front track, compact, self- stream system to this controls engine speed,
contained suction sweeper designed for front and rear wheel differential locking,
effective cleaning of pedestrian areas and forward/reverse speed, vari-track front axle, fan
pavements/sidewalks. speed, brush speed and brush and suction
The machine is powered by a low emission nozzle deployment. The system monitors
Kubota four cylinder, turbo charged, water- temperature, pressure, work rates speeds and
cooled diesel engine of 1505 cc capacity. The outputs.
engine is mid-mounted longitudinally in the With the machine moving forward and the
machine chassis with the flywheel towards the brushes deployed, litter and debris are swept
front. into the path of the suction nozzle (Item (a) in
Connected directly onto the engine adaptor Figure 1-2 below) and sucked up into the suction
plate are two hydraulic pumps, one variable tube.
displacement, swash plate type which supplies The litter and debris are then deposited in the
oil to the wheel motors. The second pump is a hopper where the suction air and debris are
gear type supplying oil to the two brush motors, separated.
Figure 1-2. Airflow through machine.

cyclonic action (1) which causes the debris to
The suction fan (b), mounted on the front of the separate out from the air stream. The air then is
hopper, draws air from the hopper. This drawn up through filter screens (2) and through
therefore causes a low pressure within the the two cyclone dust separators (3). Once the
hopper, which in turn draws air up from the air has passed through the suction fan (b) it is
suction nozzle. As the air and debris mixture exhausted to atmosphere via the fan outlet (c).
enters the hopper it is made to swirl in a
16 Introduction
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There are 3 separating actions inside the
hopper:
The initial entry cyclonic action which is
aided by swirl plates in the rear of the
hopper;
Screens in the top of the hopper (mounted

on the inner face of the hopper door),
which prevent light material such as dry
leaves and paper from escaping;
The final cyclone spinners located in the

top of the hopper, which separate out
small dust particles.
Figure 1-3 Front Left tie-down and jacking points.
As long as airflow is maintained, the machine A – Jack Point
should sweep correctly. If the machine does not
pick up or leaves a trail, this means the air is B – Tie Down Point
not flowing correctly through the machine.
Always bear in mind this notion of airflow.
The machine is equipped with a water system
to dampen down dust in dry dusty conditions. In
such conditions, the water system will improve
sweeping and suction performance.
An accessory wander hose can be supplied to
allow localised cleaning of inaccessible areas.
Further details of all the individual machine
systems can be found at the beginning of each
Chapter concerned with that system.
Jacking & Tie Down Figure 1-4 Rear tie-down and jacking points.
Points A – Jack Point
B – Tie Down Point
It is essential that ONLY the correct jacking
points be used to jack the machine up off the
ground. This is primarily because of safety but
also to ensure that no damage is caused when
jacking the machine.
ALWAYS ensure axle stands are used and in the
correct place before working on or under
the machine.
Figure 1-5 Right centre jacking point (A).
Introduction 17
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It is highly recommended that when carrying
maintenance fault finding and defect
rectification that the machine is jacked off the
ground in the correct manner and placed on
axle stands.
This allows the repairer/maintainer to carryout
full machine checks such as tracking in and
out, vehicle speed sensor verification in a safe
manner but with the vehicle stationary.
The following shows how this should be done:-
Figure 1-8 Place axle stand in left rear corner.

Then release the hydraulic jack, now placing at
the front of the machine as indicated in Figure
1-12. Then insert the axle stands left and right
as per Figure 1-9 and Figure 1-10.
Figure 1-6 Jacking the rear of the machine.

Have two axle stands ready, and then jack the
rear of the machine until the two rear wheels
are clear of the ground.
Figure 1-9 Place axle stand in right front Jacking

Point.
Figure 1-7 Place axle stand in right rear corner.
Figure 1-10 Place axle stand in left front Jacking

Point.
18 Introduction
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Towing and Vehicle Firstly, release the emergency tow valve as
shown in Figure 1-11.
Rescue. Then use the towing eye shown in Figure 1-12.
Do not exceed 8 km/h (5 mph) and do not tow for
In case of an engine or transmission failure it is more than 3 km (2 miles) maximum.
Damage to the hydrostatic transmission
preferable to uplift the machine with a rescue
may occur if these limits are exceeded.
vehicle.
Firstly the emergency tow valve on the left side Note: Power steering will not be available if the
of the transmission pump must be opened by sweeper engine is not running.
turning through 900 as shown.
Chassis Plate and
Machine
TOW VALVE
Identification.
CLOSED
TOW VALVE
OPEN
Figure 1-11 Emergency tow valve.

The machine may then be winched onto the
rescue vehicle using the towing point shown
below:
Figure 1-13 Chassis plate located on right side of
vehicle.
Figure 1-12 Towing point.

A
Tow Point / Front Jacking Point
Only the 4 tie-down points shown in Figure 1-3

and Figure 1-4 should be used for securing to
the rescue vehicle.
Alternatively, if a rescue vehicle is not
available, the sweeper may be towed a short
distance.
Figure 1-14 European Manufactured Machines
Chassis Plate
Introduction 19
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The three important elements of information Chassis Number
are the:
For USA manufactured machines, the chassis
Chassis Number (European number is prefixed 636 and then has four additional
digits i.e. 6362110
Built Machines)
This number should be quoted to identify the
machine.
It is structured as follows:
Example: 1008335
Digits 1 and 2 -Year of manufacture (2010)

Digits 3 and 4 -Month of Manufacture (August)
Digits 5, 6 and 7 -Serial number
Engine Number
This number must be quoted at all times when
submitting any power train-related issue.
CIN
This is the Change Identification Number or
version number of the machine and should be
quoted when dealing with parts orders or when
requesting diagnostic support.
USA Manufactured
Machines
For machines manufactured in the USA, a different

chassis plate type is used and therefore it can be
clearly seen which manufacturing plant
manufactured any particular machine.
Figure 1-155 USA Manufactured Machines Chassis

Plate
20 Introduction
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Chapter 2 Machine Maintenance.
This chapter outlines daily and scheduled periodic maintenance.
Clean the machine prior to carrying out the operator checks and ALWAYS ensure the hopper safety stay is
in position before working under the hopper assembly.
General Workshop nuts. In the course of routine machine

servicing, some of these washers may have
Procedures been overlooked and/or omitted. As a general
rule adopt the following logic whenever a
component is removed and refitted. Any
When any repair work is carried out on the fastening which will rotate against a component
machine the following procedures and or housing in the course of tightening should
instructions should always be observed. always have a washer between it and the
relevant component or housing.
Separating components Locknuts are used on many fastenings on the
and joints machine, and these can be re-used in non-
critical areas, providing resistance can be felt
When dismantling components, never insert when the locking portion passes over the bolt
screwdrivers or similar tools between the joint or stud thread.
faces to separate the two parts. If this is done,
damage will be caused to the joint faces, which When LOCTITE is used on the threads of a bolt
will eventually result in oil, coolant or other fluid that is to be re-used, the old LOCTITE should
leakage at that joint. Where a component is be cleaned off with a wire brush and/or a
tight, carefully tap around the joint using a soft suitable solvent, and fresh LOCTITE, of the
faced hammer to achieve separation. specified type, applied on reassembly.
If the two mating faces are sealed by a gasket, Generally, all nuts and bolts used on Green
it is essential that the gasket is replaced if there Machines are of metric standard. The bolts are
is any doubt about its condition. Prior to sized according to their diameter and length.
reassembly the mating faces must be perfectly For example an M10 x 25 bolt is 10 mm in
clean, with all traces of old gasket removed. diameter and 25 mm in length. Nuts and bolts
are also graded according to their strength.
Most metric fasteners used have standard
Nuts, bolts and related thread pitches, but fine-pitched threads are
fastenings used on a few items (e.g. steering ball joint
bolt).
It is quite common for certain nuts and bolts to
Metric fastenings have a grade number
be corroded or seized, particularly on exposed
stamped on the bolt head, whereas the nuts
parts of the machine, or in areas where a nut or
may have the grade number on the face or side
bolt has not been removed for some time. The
of the nut. The higher the number, the greater
use of releasing fluid (penetrating oil) may help
the strength of the bolt or nut.
if the nut or bolt is liberally soaked and left for
some time before attempting to unscrew it. If The strength requirement for replacement
this method fails, it may be necessary to use a fasteners on all Green Machines is as follows.
careful application of heat, or to actually cut off Hexagon head bolts Grade 8.8 minimum
the nut or bolt shank with a hacksaw. Hexagon head bolts (special applications) – Grade 10.9
Socket head bolts Grade 12.9 minimum
On initial assembly, washers are generally
Nuts Grade 8 minimum
used under certain bolt heads and under all
Introduction 21
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Tightening Torques is not listed the nut or bolt concerned should be
tightened securely. The following chart can
Specific torque settings for critical components beused as a tightening torque guide according
are given in the Specifications at the beginning to bolt size (1Nm = 0.738 Ibf ft).
of the relevant Chapter. Where a torque setting
The following table of torque wrench settings are for the following:
• Grade 8.8 zinc plated or Stainless.St Class 80. metric bolts and screws (Minimum grade)
• Grade 8 zinc plated or St.St.Class 80 metric nuts. (Minimum grade)
• Tapped holes into structural steel. 430 N/sq mm Tensile strength minimum grade.
• Both coarse and fine pitch metric fasteners
• Fasteners are assembled dry, i.e. without lubricant present
Tolerance Min Value Max Value For Reference

Thread Nm Variation Nm
+/- % Nm Nm Only lbs.ft.
M3 1.5 10 1.4 1.7 0.3 1.1

M3.5 2 10 1.8 2.2 0.4 1.5
M4 3 10 2.7 3.3 0.6 2.2
M5 6 5 5.7 6.3 0.6 4.4
M6 10 5 9.5 10.5 1.0 7.4
M8 25 5 23.8 26.3 2.5 18.5
M10 50 2.75 48.6 51.4 2.8 36.9
M12* 90 1.75 88.4 91.6 3.2 66.4
M14 140 1.75 137.6 142.5 4.9 103.3
M16* 220 1.5 216.7 223.3 6.6 162.4
M18 300 1 297.0 303.0 6.0 221.4
M20 420 1 415.8 424.2 8.4 310.0
M22 570 1 564.3 575.7 11.4 420.7
M24 730 1 722.7 737.3 14.6 538.7
Tightening Torques – Special Applications
Wheel Bolt/Nut Torques –Check Machine Operators Manual

M12 – 100 to 105 Nm
M16 145 to 150 Nm
22 Introduction
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Tightening Torques – Adaptors/Banjo Bolts into Hydraulic Manifolds, Motors & Pumps
The following table of torque wrench settings are for the following:
• Adaptors/Banjo bolts are assembled dry, or with Loctite on the threads but without lubricant
present on the threads or under the screw head or nut abutment faces.
• Refer to Product Specification No.11 Section 5 for adaptor material and finish
Tolerance Min Value Max Value For Reference

Thread Nm Variation Nm
+/- % Nm Nm Only lbs.ft.
1/8 BSP 25 5 23.8 26.2 2.4 16.8

1/4 BSP 50 5 47.5 52.5 5.0 33.6
3/8 BSP 68 4 65.3 70.7 5.4 45.7
1/2 BSP 120 3 116.4 123.6 7.2 80.6
3/4 BSP 160 3 155.2 164.8 9.6 107.5
1 BSP 210 3 203.7 216.3 12.6 141.1
Tightening Torques – BSP ‘O’ Ring Cone Hose Connections
Hose inside Swivel Nut or Hose Connection-Number of Nominal Torque

diameter Flats from the Wrench Resistance point Nm
1/4” 1 to 1.2 Flats 42 to 47 Nm

3/8” 1.25 to 1.5 Flats 62 to 66 Nm
1/2” 0.5 to 0.7 Flats 105 to 110 Nm
3/4" 1 to 1,3 Flats 120 to 125 Nm
1” 0.6 to 0.8 Flats 160 to 170 Nm
Suspension & Steering Ball Joints with 1 in 10 tapered shanks

Because of the danger of taper pull-through, torques must be limited e.g.
M14 –80 to 85 Nm unless stated otherwise
M16 – 120 to 130 Nm
Alternative Materials
• Aluminium-For tapped holes in Aluminium reduce torques by 25%-Test specific application
• Cast Iron-For tapped holes in cast iron reduce torques by 15% -Test specific application
• Grade 10.9 & Gd 10 nuts –Torques may be increased by 40% over Grade 8.8 but check under-
head stresses on mating components
• Cap Screws -Gd 12,9 & Gd 12 nuts –Torques may be increased by 50% over Gd 8.8, but check
under-head stresses
• Taper Threaded Fittings –Check with R & D
• Plastic & Rubber –Check with R & D
• Brass –Check with R & D
Introduction 23
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Workshop tools
Individual spanner/wrench types and sizes, to
be used for normal repair and servicing work
are not specifically listed, as it is assumed that Figure 2-5 Wear gauge used for checking wear
the technician undertaking the work will have a limits on front axle.
reasonable understanding of the general tools
required and their usage.
Some procedures in this Manual however,
entail the use of special tools, such as two or
three-legged pullers, extraction tools etc.
Some special tools available are:-
Figure 2-6 Wear gauge also used for checking
wear limits on front axle.
Figure 2-1 Test Lead used for testing solenoids

under load.
Figure 2-2 Test lead allows solenoids to be Figure 2-7 Hydraulic pressure test kit .
individually energized to bypass the machine
management unit.
Figure 2-8 Low Level Water Sensor Tester .

For reasons of safety as well as the efficient
completion of the repair operation, always use
the tool described in the relevant procedure.
Figure 2-3 Burst Valve Tool allows removal of
anti-burst valves (where fitted) in hydraulic
rams. Environmental
requirements
When disposing of used oil, antifreeze and
other contaminated liquids or consumables,
strict environmental requirements must be
adhered to. Do not pour contaminated liquids or
Figure 2-4 Bush removal tool allows removal of fluids down drains into the general sewage
wear bushes from brush arm linkages. system or in to the ground to soak away.
24 Introduction
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Facilities for professional disposal of waste oil
and contaminated liquids are often available Service Schedule
and can be accessed by contacting a local
environmental health department or similar A service schedule summary is provided as a
agency for further advice. companion publication to this manual.
Welding Procedures
It details the operations and maintenance that
should be performed by the technician.
A separate publication – Operators Machine
The 636 machines have a number of sensors and a Check List is also supplied and details the daily
computer system, which is essential to its operation. and weekly requirements of the operator.
These systems operate on a maximum of a 12-volt
system and fairly small currents and sudden surges The service schedule summary out lines the
of power can cause component failure. following:
Normal maintenance and operating procedures may Every 6 weeks or 250 operating hours,
well necessitate the need to carryout welding repairs whichever occurs sooner.
on the unit. It is therefore essential to ensure that
the following procedure is carried out to safeguard Every 18 weeks or 750 operating hours,
machine subcomponents such as the sensors and whichever occurs sooner.
computer system.
Annually or every 2,000 operating hours,
Hence the following procedure should be adopted: - whichever occurs sooner.
The daily operator maintenance is covered in

the companion Operators Manual and will not
• Disconnect the positive and negative battery
be repeated here.
terminal leads
• Disconnect the engine speed sensor When carrying out routine services, we would
(mounted on the left hand side of the bell recommend you refer first to the Service
housing). Schedule summary.
• Disconnect the vehicle speed sensor
(mounted on the inner face of the rear left This is because the service schedule summary
hand drive motor). lists the items in an order that is convenient to
• Disconnect the Suction Fan Speed sensor carry out.
(mounted on the front face of the hopper).
By contrast, the next section of this manual is
• Disconnect all solenoid electrical
connections at the solenoids on both the ordered by the system or sub-system.
Fan/Brush and auxiliary manifolds. Hence use the Service Schedule summary
• Disconnect the earth post located on the when servicing, and refer to the procedures
right hand side of the machine (under rear below when you need more detail of how to
right hand corner of the cab).
perform a particular step.
• Ensure that the welding equipment earth,
attached to the chassis, is as close as
•
possible to the area being welded.
Disconnect the rear view camera and
Service Procedures
monitor (where fitted).
• Disconnect the cloud maker at the units
electrical connector.
Precautions and general
instructions
Welding equipments can produce very high-energy
spikes and therefore it is essential that all necessary Note the following points before carrying out
precautions are taken to minimise any secondary any of the following servicing procedures:
damage associated with these spikes.
Refer to the specifications at the start of this
Chapter for information on torque settings,
specific clearances, lubricants and capacities.
Introduction 25
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Ensure that all replacement parts are of the
correct type and specification. This is critically 1 Cab and controls.
important when replacing any components in
the hydraulic system. Service kits comprising
all materials necessary for each service interval Every 6 weeks or 250
are obtainable from Applied Sweepers or your hours.
local Green Machine dealer.
Beacon Light – Check Operation.
Refer to the safety considerations listed in the
preliminary sections of this manual before Check operation of rotating beacon. Check
starting work. operation of knock-down hinge. Replace bulb if
Do not work under the hopper unless the required.
safety bar is in place.
Brake Fluid Reservoir – Check fluid
Before tipping the cab ensure there are no level.
loose objects inside the cab.
Always check that all warning and caution

labels are present and legible.
Remove the ignition key for all the following

operations unless there are specific
instructions to the contrary.
Observe all relevant environmental regulations

when disposing of used oils and contaminated
consumables.
Ensure that the machine has undergone a
thorough wash down and is completely clean Figure 2-9 Check brake fluid level.
prior to commencing any service work.
Check brake fluid level by looking at the brake
Where visual inspection indicates that fluid reservoir positioned in front of the steering
component replacement is necessary, refer to wheel. The fluid should be between the low &
the relevant Chapters of this manual for specific high mark. If the fluid is low top up by using
details. specified type of brake fluid.
Cab Pivots – Grease.

50 Hr Post Delivery
Service
Please refer to item 6 of Figure 2-50 on page
42 for grease point locations.
The machine should undergo a 50hr post

delivery maintenance procedure i.a.w. with the
service schedule .
The service schedule indicates the items
covered which are also covered below under
the regular interval schedules.
26 Introduction
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Cab Mountings & Clamp – Check
Security.
Figure 2-12 Adjust camera position on rear of

hopper using a screwdriver if required.
Doors – Lubricate.
Figure 2-10 Check cab lock-down plate for correct Lubricate door hinges, handles, locks and
fitment. latches using light lubricating oil and check for
correct operation.
Front light cluster – Check

operation.
Check bulb operation on both main and dipped
beams, and also turn-signal and side-light
functions.
Horn, reverse alarm and voice

warning – check operation.
Check horn on steering column stalk, back-up
alarm and voice warning (“Caution Sweeper
Approaching” – 2nd position of the same
Figure 2-11a Check cab lock-down mechanism console switch as the beacon.)
for correct fitment and function.
Camera – Check Operation.

If a reversing camera is fitted, then check
screen clarity and alignment of field of view.
Introduction 27
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Panel lights & gauges – check Windshield Wash/Wipe - Check
operation. condition & operation.
Check wiper blades. Replace when worn.
Check windscreen washer water level, jets, and
spray pattern for correct operation.
Side Mirrors – Check condition &

positioning.
Every 18 weeks or 750

hours.
Brush Down-Pressure Valve – Check
function.
Check by putting machine in Work Mode 1 &
Forward Drive, brush arms & nozzle come
down. Loosen Brush float valve lock nut &
unscrew valve, brushes will go down, screw
valve clockwise brushes will go up.
Heater Fan – Check Operation.

Figure 2-13 Panel lights & gauges. Ensure machine has been run for a while, push
heater switch to 1st position and rotate heater
A – Fuel Gauge control knob to heat position (Red), hot air
B – Main Head Light Beam Indicator
should be felt at heater vents.
C – Parking Brake Indicator (Red)
D – Left/Right Indicator (Green) Rotate heater control knob to cold position
E – Battery Charge Light (Amber) (Blue), cooler air should be felt at heater vents.
F – Engine Oil Light (Red)
G – Engine RPM Push heater switch to 2nd position and
H – Engine Pre-heat (Amber) increased air should be felt at heater vents.
I – Engine Temperature
Seatbelt – Check Operation &
Check operation of warning lights, fuel and Condition.
temperature gauges and tachometer/hour
meter. Check integrity of seat belt by pulling out the
complete length of belt & check material
ensuring there are no cuts or tears. To check
Parking Brake – Grease & Inspect.
operation of latch, pull sharply on belt, belt
Check operation of parking brake warning light should lock.
on dash.
Lubricate cable using light lubricating oil.
Check cable tightness and segment lever
operation.
Adjust cable if required. See Chapter 4.
Rear light cluster – Check operation.

Check operation of rear lights, rear turn signals,
stop lights and back-up reversing light.
Figure 2-14a Seat Belt Anchor Point.
28 Introduction
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Figure 2-16 Engine Oil Filler Cap
Figure 2-15b Seat Belt Anchor Point.
Clean the area around the sump drain plug,
It is also very important that both the seat belt unscrew, and drain the oil into a container.
anchor points are checked for security.
Check the condition of the sump plug washer
Also check that the seat belt clasp locates into and replace if necessary.
the holder (Fig 2-12b) and that the belt claps is
When the oil has drained, refit the sump plug
firmly and securely held.
and tighten securely.
Windshield Electric Heater – Check Fill the engine with the specified type and
Operation. quantity of engine oil, through the oil filler tube.
(see Engine Oil Specifications on page 282 for
Switch on the screen heater using the switch
more details).
on the console. The screen should feel slightly
warm to the touch after several minutes. The
heater should switch off automatically after 10
minutes.
2 Engine, fuel and

cooling systems.
hours.
Engine oil change.
Figure 2-17 Engine Oil Dipstick
To assist oil flow and aid the draining of sludge,
Pull out the engine oil dipstick and wipe it
it is preferable to drain the oil when the engine
clean, Reinsert the dipstick, then withdraw it
is warm.
again and check the oil level. Top up as
Clean the area around the engine oil filler cap required to bring the level up to the upper
then remove the cap. "MAX" mark on the dipstick. Refit the oil filler
cap on completion.
Engine oil filter change.

Initially slacken the oil filter using a strap, clamp
or chain wrench. Then unscrew it the rest of the
way by hand. Be prepared for oil spillage.
Introduction 29
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Clean the filter sealing area on the engine, and
then apply a light coating of engine oil to the
sealing ring of the new filter.
Screw the filter into position and lighten it
securely by hand only - do not use any tools.
Start the engine and check for leaks around the
filter sealing ring.
Switch the engine off, recheck the engine oil
level and top up as required.
Air filter minder – check reading.
Figure 2-19 Unscrew the wing bolt and withdraw

the filter element.
Air filter housing – clean.
Figure 2-18 Check the air filter minder when the

engine is running.
The air filter element should be cleaned and
serviced when the reading on the air filter
minder enters the red sector (25" of water) or
when there is an indication from the IQAN Figure 2-20 thoroughly clean the inside of the air
display unit in the cab. cleaner housing.
Air filter element – remove.

If the air filter minder indicates that the air filter
is dirty, then do the following:
Figure 2-21 Clean and inspect the evacuation valve

and check for signs of wear or tearing.
30 Introduction
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Air filter element – replace. Radiator – clean matrix and screen.
Fit a new air filter element if required and
reassemble the components in reverse order.
Ensure that the seal around the centre securing
bolt is in place and in good condition.
Figure 2-24 Radiator matrix & screen.

Clean the Radiator matrix & screen on a daily
basis to ensure that cooling of the engine and
hydraulic system remains constant.
If using a pressure washer to clean the radiator
matrix, then ensure that the spray nozzle is
Figure 2-22 Reset the air filter minder by pressing kept at least 12 inches (300 mm) away from the
the button in the end. Check ALL warnings on the
MDM are clear.
matrix to minimise damage to the cooling fins.
Air intake – Clean.
Figure 2-25b Radiator matrix & screen.
Figure 2-23 Clean with a soft brush.
Introduction 31
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Radiator coolant – check level. If the hydrometer reading indicates that the
mixture strength is significantly below the
specified ratio, it may be necessary to partially
drain the cooling system and top up with a
concentration of antifreeze.
Once the correct strength is reached, then all
subsequent topping up can then be done with a
50/50 antifreeze mixture.

hours.
Air Intake Pipe – check integrity.
Figure 2-26 Check coolant level.
Check the tightness of the air filter housing
If necessary top up the mixture with 50:50
mountings and the condition and security of the
mixture of water and ethylene glycol.
intake pipes, hoses and clamps.
Ensure that the engine is cold before
removing the filler cap. Fuel filter elements.
Radiator coolant - check mixture There are two fuel filters fitted to the fuel
strength. system. The on-engine element is a throwaway
screw-on cartridge type and is mounted on a
Make sure that the engine is cold before bracket at the front of the cylinder head.
removing the filler cap.
Wipe the filter housing and element exterior
A 50/50 mixture of water and ethylene glycol clean and place a container beneath to collect
antifreeze must be maintained in the cooling spilled fuel.
system at all times to provide adequate
Unscrew the filter element from the housing by
protection against freezing, corrosion, and the
hand, if this proves difficult then use a strap,
build up of scale deposits.
clamp or chain wrench.
Clean the filter sealing ring area in the housing,
apply a light coating of engine oil to the sealing
ring of the new filter and screw on.
Figure 2-27 Hydrometer used to measure coolant

mixture strength.
The mixture strength can be accurately
checked by measuring the specific gravity of
the coolant using a proprietary hydrometer
(available from an automotive parts store).
Figure 2-28 Fuel Filter Bleed.
With the engine COLD, carefully twist the filler
cap to release any pressure that may be in the Turn the ignition to the start position to energize
system. Once all pressure is released remove the electric fuel pump.
the cap from the radiator header tank and take Slacken the vent stud on the top of the filter
a sample of the coolant using the hydrometer. body and ensure all air is bled out of the
system.
32 Introduction
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Allow the air to bleed, and then tighten the vent
plug when fuel that is free from air bubbles
flows from the vent.
The second fuel filter is an in-line element
which is mounted on the outlet pipe from the
fuel tank cap.
A – Inline fuel filter

B – Fuel Tank
B
Figure 2-30 Engine Fan Belt Adjustment.
A
If adjustment is necessary, slacken the
alternator mounting bolt (b) and adjustment bolt
(a) and move the alternator as required until the
correct belt tension is obtained. Hold the
alternator in this position and tighten the
adjustment bolt (a), then the mounting bolt (b).
Figure 2-29b Inline Fuel Filter.
Annually or 2,000 hours.
Please note that earlier machines were built
with the inline filter located from the tank take Fuel pipes, hoses and clamps –
off near the bottom of the fuel tank. These inspect.
types, have an isolation valve fitted. Closely inspect all metal fuel pipes and flexible
Start the engine and check for fuel leaks. hoses and check the tightness of all hose
clamps and union nuts. Replace any suspect
Fan belt – Inspect & Check Tension. components as necessary.
Check the condition of the fan belt over its Radiator coolant – drain, flush, refill.
entire length turning the engine as necessary
by means of the fan blades. If there are any
signs of cracks, splits or other deterioration, the
belt should be replaced.
If the belt condition is satisfactory, check the
tightness by pressing the belt with moderate
thumb pressure at a point midway between the
crankshaft and alternator pulleys.
The fan belt deflection should be 7 to 9 mm
(0.28 to 0.35 in.) when the belt is pressed in the
middle of the span.
Figure 2-31 Coolant Bleed Hose Routing
Important: To avoid an air lock in the engine

cooling system when topping up or filling, it is
important that the bleed hose (a) from the
radiator top hose is “on the rise” to the radiator
header tank (b).
Introduction 33
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Remove the filler cap from the radiator header Radiator, hoses and clamps -
tank (b), and position a suitable container inspect.
beneath the bottom hose connection at the Carefully examine all radiator and cooling
radiator. system hoses for signs of cracks, splits or
Slacken the clamp, disconnect the hose and coolant seepage. Renew any suspect hoses.
allow the coolant to drain. Also check for any signs of chafing against
When the radiator has drained, reposition the adjacent components and ensure that all
container under the left hand side of the clamps are tight.
engine.
Valve clearances – check, adjust
where required.
The engine must be cold for the following
procedures.
Disconnect the crankcase breather hose from

the cylinder head cover and move aside all
other hoses and attachments.
Figure 2-32 Engine coolant drain tap.

Unscrew the engine coolant drain tap located in
front of the engine oil filter and allow the
coolant to drain.
To flush the system, close the drain tap,
reconnect the bottom hose and fill the system Figure 2-33 Cylinder head cover.
with plain water. Refit the radiator filler cap.
Start the engine and allow it to warm up. Unscrew the four dome nuts and remove the
cylinder head cover and gasket.
Stop the engine, allow it to cool fully, then drain
the system again. Repeat as necessary until Starting with No 1 cylinder (at the timing gear
only clean water, free from corrosion and scale end of the engine), turn the engine crankshaft
deposits, emerges. by means of the radiator cooling fan, in the
normal direction of rotation (anti-clockwise as
If the recommended antifreeze mixture has viewed from the flywheel end), until both inlet
been used, and the system has been drained and exhaust valves are rocking.
and flushed regularly, the above procedure will
be sufficient to remove all corrosion and scale. Turn the crankshaft back and forth slightly and
If, however, the system has been neglected, a observe the valve movement. If both valves
proprietary de-scaling agent may be needed move, the cylinder is on the exhaust stroke -
and should be used in accordance with the turn the crankshaft a further 3600 in the same
instructions supplied with the product. direction, to bring that cylinder to the
compression stroke, which is the required
On completion, check that the drain tap is position for adjustment. If the valves do not
securely closed and that the bottom hose move when the crankshaft is turned back and
clamp is tight. Then fill the system with 50:50 forth, the cylinder is already on the
antifreeze/water as previously described. compression stroke, and the valves are ready
for adjustment.
34 Introduction
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3 Hydraulics.
hours.
Hydraulic oil – check level
Figure 2-34 Valve clearances

Insert a feeler blade equal to the specified
valve clearance between the rocker arm and
valve stem of the first valve to be checked (See
item 3 in figure above). The feeler blade should
be a firm sliding fit.
Figure 2-35 Check level of hydraulic oil.
The valve clearances (engine cold) should be:
Inlet & Exhaust .. ..........................0.145 to 0.185mm Top up reservoir as necessary. See page 282
.......................... (0.0059-0.0076 in.) for oil specifications.
If adjustment is required, slacken the rocker

Hydraulic hoses, couplings – check
for leaks and condition.
arm adjuster locknut and turn the adjuster
screw as required until the clearance is correct. Start and run the machine and check around
Hold the screw in this position and tighten the the filter assembly for any oil leaks.
locknut.
Check all hose connections and fittings for
Repeat the procedure on the second valve for hydraulic oil leaks.
that cylinder.
Check all hydraulic cylinders for hydraulic oil
Rotate the crankshaft as described above and leaks.
repeat the measurement procedure for cylinder
Check all hydraulic motor shafts for oil leaks.
No. 2 & 3 and if necessary carry out the
adjustment procedure as described. Check all hoses for signs of chaffing.
On completion, check the condition of the
Hydraulic pressure filter indicator –
cylinder head cover gasket and renew if
check.
necessary.
Refit the cylinder head cover, secure with the
domed nuts and reconnect the disconnected
components.
Figure 2-36 Check filter is green when engine is

running.
Introduction 35
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The auxiliary pressure circuit filter should be Annually or 2,000 hours
changed at the first service and thereafter when
the indicator on the filter body enters the red Hydraulic Oil – Drain, flush, refill.
sector.
The hydraulic oil should be replaced annually to
Please note – this filter indicator is not a tell-tail ensure that the system remains clean and free
type gauge- the engine must be running to view of particulate. The viscosity of the oil is also
if the filter element is clogged or not. important as this assists with reducing wear on
The condition indicator will return to green the system components.
when the engine is switched off. Drain hydraulic tank by removing the drain plug
situated on the lower right hand side of the
Hydraulic pressure filter element – hydraulic tank. Note that the tank has an inner
change if required. baffle to protect the steering system. To drain
the steering side of the tank, the steering pump
suction hose will need to be disconnected.
Replace the return line filter and strainers as
detailed below.
Refit drain plug & refill hydraulic tank to
specified level using 15W40 Turbo Diesel
motor oil and start machine.
Work machine checking all functions until
hydraulic oil has reached working temperature.
If the old oil was contaminated then drain off
hydraulic oil once more and refill to flush out
the system. See page 87 for detailed flushing
procedures.
Hydraulic return line filter – replace

element.
To replace the return line filter firstly ensure
that the area around the top of the hydraulic
tank is clean.
Figure 2-37 Auxiliary Pressure Filter

Place an oil drain container below the filter.
Remove the stud from the bottom of the
canister and take out the element .
Pour the oil residue from the filter housing into
a clean container and check for any metal
particulate. Any large particles of metal
particulate indicate a wearing auxiliary pump.
Remove the old seal and clean the canister, fit
a new element and sealing ring, refit and
tighten. Figure 2-38 Remove return line filter from
hydraulic tank.
36 Introduction
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Remove the return line filter housing cap, and
twist the filter to free its seal. 4 IQAN Electronic
Remove the filter bypass unit from the top of Control systems.
the filter for fitting to the new filter element,
discard old element.
Refit bypass unit to the new filter element,
lubricate any seals with hydraulic oil and insert
hours
new filter element into filter housing.
Safety Switches-
Push filter into housing to ensure that the filter
is positioned correctly. Refit cap, checking Check Operation, clean activating arm, lift
sealing o: ring. rubber sealing boot and spray with WD40 type
lubricant.
Hydraulic Suction Strainers for
auxiliary and steering pumps –
replace.
Drain off hydraulic tank as described above.
Ensure top of hydraulic tank is clean.
Remove the inspection plate on top of the
hydraulic tank.
Figure 2-40 Fan Access Door Safety Switch

Open access door to reveal linkage and rubber
boot to ensure that the mechanism is clean and
free from all debris and is free to operate.
Lubricate the mechanism.
Figure 2-39 Strainer removal.

Unscrew the two strainers from their
connections and discard.
Fit new strainer elements ensuring they are
tight.
Inspect inside of the hydraulic tank for
cleanliness. Clean out using a lint-free cloth
only.
Replace inspection plate ensuring that a new Figure 2-41 Hopper Safety Switch
gasket is fitted and ensuring that the securing
bolts are tight. Remove cover plate to reveal linkage and
rubber boot to ensure that the mechanism is
Refill hydraulic tank to specified level and test. clean and free from all debris and is free to
operate. Lubricate the mechanism.
Introduction 37
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IQAN MMU – Check suction fan &
brush speed range
Check the range of the suction fan speed is
between 0 and 2,550 rpm.
Speeds above 2,800 rpm can lead to damage
to the fan including the loss of fan
blades and excess wear.
To check the fan speed range, run the engine,

select work mode 1 and select forward drive.
Activate the fan switch and turn the fan speed
control knob (Item C in Figure 4-5 on page 94).
As the fan speed rises above 2400 rpm check
that the MDM ‘FAN BOOST’ screen is
activated.
While in the above condition, the brush speed
control knob (Item D in Figure 4-5 ) can also be
activated to ensure that full speed range is Figure 2-43 XT2 – A1T (Chassis)
available.
The XT2 – A1T unit is housed under a black plastic
cover, which provides additional protection. The unit
Every 18 weeks or 750 can be found by lifting the main cab and looking on
hours the right hand side of the machine around the area
where the rear left hand corner of the cab lies.
Figure 2-42 XT2 – AO (Cab)

Check XT2 module indicator lights (both XT2
units). Green light (a) indicates power on, Figure 2-44 XS – AO (Cab roof)
blinking orange (b) – OK, blinking red (b) –
fault. See page 71 for details of XT2 faults. Check XS expansion module indicator lights.
Green light (A) indicates power on and burns
continuously. The heart green light (C) and
arrow green light (B) blink alternately indicating
all is normal.
Should a fault occur in the unit, the heart green
light (C) is extinguished and the fault is
indicated on the arrow light (B) via a series of
flashes. See page 71 for details of XS faults.
38 Introduction
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5 Electrical systems. 6 Chassis,
suspension, steering,
Every 6 weeks or 250 brakes & wheels.
hours
Battery – Check Electrolyte levels. Every 6 weeks or 250
Using an electrolyte bulb, check the condition hours
of the battery electrolyte and top up the battery
accordingly. Battery acid is a hazardous Steering Arms & All PIVOT & BALL
substance and therefore all safety precautions Joints
should be taken when handling and topping up Check the integrity of the whole system and
the battery. check for wear.
Wiring – lubricate studs. Steering Bell Cranks – Grease &

All wiring earth studs should be inspected for Inspect.
security and cleanliness and a light coat of Check for wear on all components.
electrical grease applied.
hours Front trailing Arms – Grease &
Inspect.
Battery – Grease terminals.
Check for wear on all components.
Battery terminals can have a build up of Please refer to item 2 of Figure 2-50 on page
verdigris that can cause electrical problems. 42 for grease point locations.
Hence terminals should be checked, cleaned
and lightly greased with electrical grease and Front Hub Top Bearing / Axle Beam –
the battery leads replaced. Grease.
Starter Solenoid – Clean & Grease Check for wear on all components.
terminals. Please refer to items 9, 13 & 14 on Figure 2-50
Starter terminals can have a build up of on page 42 for grease point locations.
verdigris that can cause electrical problems.
Hence terminals should be checked, cleaned ALL MOVING PARTS
and lightly greased with electrical grease and Check ALL moving parts are secure and free
the starter leads replaced from any obstruction. Investigate any signs of
moving components touching or rubbing any
Wiring Looms – Inspect. other vehicle component.
Wiring looms should be inspected to ensure
that they are secure, no damage to the looms
Track Rod
can be seen, that the looms are not under Check for rod distortion, fouling. Check rod
stress or have moved to a component that may threads for any signs of fatigue or cracking.
get hot and that all loom connections are
secure. Tracking Cylinder Pivot – Grease &
Inspect.
Please refer to item 12 on Figure 2-50 on page
Introduction 39
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Rear Trailing Arms – Grease & Every 18 weeks or 750
Inspect.
hours
Please refer to item 15 on Figure 2-50 on page
42 for grease point locations. Steering Arms, Pivot Points & Ball
Joints – Check integrity.
Brakes – Check Operation. Replace ball joint and components if worn.
With the engine running and the machine
selected to transit:
a. Select forward drive.
b. Place your left foot on the foot brake
and depress the pedal to apply the
brake.
c. Release the hand brake. Max Wear in
either direction
d. Carefully increase the engine rpm via 1.8 – 2 mm
the accelerator pedal until the machine
starts to creep forward. Figure 2-45a Ball Joint – Carrying (GG227)
e. If the machine creeps forward very
easily with little increase in engine rpm,
the brakes will either need adjusting or
the brake pads inspected and/or
changed.
Max Free movement of
f. With the machine still selected to transit no more than 1.5 mm
and forward drive selected, apply the
hand brake.
g. With your left foot now OFF the foot
brake, again slowly increase the engine
speed until the machine creeps forward.
Again if little engine speed increase was
Figure 2-46b – Steering Joint
needed, the hand brake mechanism
should be adjusted and the test
Front Axle – Check Wear
repeated.
It is important to ensure that wear on the front
Wheels & Tyres – Inspect. axle does not exceed design limits.
Check wheel nuts (M16) are torqued to the Axles with excessive wear will experience
correct tightness (145-150 Nm / 107-110 lb/ft). tracking problems and in some cases handling
Also make sure that all wheel nuts are the problems.
same i.e. either 27 mm or 24 mm THEY To carry out a wear measurement the following
SHOULD NOT be mixed. procedure should be adopted:
Check tyres are inflated to the correct pressure Ensure that the axle is fully & correctly
(6.1 bar – 94 psi). Check that the CORRECT extended.
SPECIFICATION tyres are fitted.
Place a suitable jack under the axle on the left
Check the wear pattern and condition of the hand side of the vehicle.
tyres. Tyre tread depth should be within legal
limits. Also check that the correct tyres have Place a suitable jack under the right hand brush
been fitted, these are 155/70 R12C – 8Ply arm support bracket.
Tyres on 4.5J rims. Jack the front wheels off the ground.
40 Introduction
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Remove the right hand shock absorber lower Brake Shoes & Drums – Inspect.
pin.
Brake Shoe Wear:
The brake shoes should be inspected at regular
intervals during servicing. They should be
checked for damaged parts and free movement
of the parking brake mechanism.
The thickness of the linings can be checked by
sight through the inspection holes at the rear of
the back plate.
Figure 2-47c Use of axle wear gauges.
Using checking gauge AT023 (available as a
special tool from your local Green Machine
dealer), check vertical clearance between the
outer & inner telescopic sections. The gauge
should not enter more than 50mm.
Using checking gauge AT024, check horizontal
clearance between the outer & inner telescopic
sections. The gauge should not enter more
than 50mm and the gauge upper edge must be
up against the inner roof wall of the box
section.
On completion of the check, replace right hand
shock absorber lower pin.
Figure 2-49 Brake shoe service limit.
Lower and remove jacks.
Once the lining thickness has reached 2.0mm
If wear limits are exceed, the wear plates on (3/32”) at its thinnest point, the brake shoe
the axle should be replaced. To replace the should be replaced.
wearplates, the whole axle will need to be
returned to the factory or a new axle ordered. Brake drum wear:
To check the brake drum wear you must first
Suspension Springs & Dampers – have the brake drum thickness as from new.
Inspect. B This is 9mm for the rear drum and 8mm for the
A front drum.
Once this has been verified you must then take
a measurement from the worn drum. The wear
allowance on the drum is 1.5mm surface wear
A
or 3mm wear on the diameter, if this is
Figure 2-48 Suspension spring & Damper. C
exceeded the brake drum should be replaced.
A – Check bushes and pins for wear, renew as
It is also important to check for damage to the
required.
brake drum surface, such as uneven wear, heat
B – Check for signs of oil leakage, or damage cracking or glazing.
to piston.
C – Check the spring for condition, corrosion
and signs of damage.
Introduction 41
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Figure 2-50 Grease Point locations.
42 Introduction
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Greasing Points Brush motors – clear debris from
shafts.
1 – Brush Arms – 4 Upper & 4 Lower
Check and clear away any debris that has
2 – Trailing Arms – 1 left & 1 right accumulated around the brush motor shafts
3 – Hopper Door Ram – 1 Left & 1 Right and check the shaft seals for damage or oil
leaks.
4 – Hopper Rams – 1 Upper Right & 1 Upper
Left Front Flap – check wear.
5 – Hopper Rams - 1 Lower Right & 1 Lower Visually inspect the front flap for wear. The
Left front flap plays an important part in ensuring
that good suction is maintained.
6 – Cab Pivots – 1 Left & 1 Right
When the flap has worn to about 1/3 of its
7 – Brake cables 2 original length it should be replaced.
8 – Brush Arm Swivels – 1 Left & 1 Right
Front Flap – Adjuster
9 – King Pin Housing – 1 Left & 1 Right
Clean Threads, lubricate & check operation.
10 – Water Tank Door Hinge – 1 Left
11 – Bell Crank Levers – 1 Left & 1 Right Suction nozzle skids – check wear &
adjust where required.
12 – Tracking Cylinders – 2 Left & 2 right
Check for excessive wear and damage.
13 – Axle Beam Uppers – 1
Skid height adjustment can be checked by
14 – Axle Beam Lower – 1 ensuring that the Skids are positioned level with
15 – Rear Trailing Arms – 1 Left & 1 Right the Horseshoe wear plate. If required adjust by
using fixing bolts.
16 – Suction Fan Inspection Door Safety
Switch – Lubricate with electrical lubricant. Suction nozzle polyurethane
17 – Hopper Raise Safety Switch – Lubricate horseshoe – check wear & replace
with electrical lubricant. where required.
Position nozzle in the up position, and then
7 Sweeping Systems measure the thickness of the polyurethane
skid.
The skid is 38mm (1 ½”) deep when new.
Every 6 weeks or 250 Change the skid when its thickness is less than
hours the service limit of 15mm (9/16 “).
Brushes – check wear. Hopper Safety Prop – Inspect.
When checking the brush wear it is important to Check pivot bolt and locking nut is secure.
note that when the brush has worn about 2/3 of
its length it becomes ineffective at sweeping Check prop alignment and straightness.
and therefore should be replaced.
Hopper Raise Cylinders – Grease &
Brush link arms – grease. Inspect.
Please refer to item1 of Figure 2-50 on page 42 Please refer to items 4 & 5 of Figure 2-50 on
for grease point locations. page 42 for grease point locations.
Introduction 43
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Hopper Door Lift Cylinder – Grease & Also check the external drain tube for
Inspect. cleanliness and damage.
42 for grease point locations. Hopper Drain Seal – Inspect.
Hopper screens – Inspect.
Figure 2-51 Check hopper door mesh for wear or

damage. Figure 2-53 Hopper drain seal.
Hopper Cyclones – Inspect. Hopper Door Seal – Inspect.

Check for free movement of the cyclones.
Repair or replace if necessary (see Chapter
10).
Check cyclone bearings for wear.
Check for debris caught around the spinner
shafts.
Hopper Drain Mesh – Clean &

Inspect.
Figure 2-54 Check hopper door seal for damage.

Replace as necessary.
Suction fan – check condition.

Open the suction fan casing access door and
check wear, condition and cleanliness.
Inspect the fan by removing the inspection
cover on the right hand side front end of the
hopper.
Figure 2-52 Check internal drain mesh for

cleanliness and damage.
44 Introduction
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Figure 2-57 Check fasteners are secure.

Figure 2-55 Fan inspection cover removed.
hours.
Replace suction fan when wear appears
excessive or damage is detected. Brush Lift Cylinders – Inspect.
Check cylinder pivots for wear and integrity.
Check cylinders and couplings for leaks.
Brush Reach Cylinders – Inspect.

Check cylinder pivots for wear and integrity.
Check cylinders and couplings for leaks.
Suction Nozzle Suspension –

Inspect.
Check condition of ball joints and chains.
Suction Nozzle Hydraulic Lifting

Rams – Inspect.
Wander-hose – Inspect.
Figure 2-56 View of fan looking through the

inspection panel access. Inspect for damage and
excessive wear.
Suction fan casing – check

condition.
Check all welds and outer surface of the fan
casing for signs of excessive wear, damage or
deterioration. Change as required.
Introduction 45
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Water Tank Drain Cap – Clean filter.
8 Water dust
suppression system.
hours
Water Spray Jets on brushes – Clean
filters.
Figure 2-60 Water Tank Drain Cap.

Disconnect the water pump supply hose from
the tank cap by pressing the tab on the side of
the connector (cap shown removed for clarity).
Water Tank Safety Chain & Strap –

Check Integrity.

Figure 2-58 Brush Water Jet in-line filter
hours
Water Spray Jet in front hose – Low Water Level Switch – Check
Clean filters. Operation.
To check that the sensor is functioning
correctly, drain the water tank by removing the
filter housing cap.
Ensure that the tracking is fully IN.
Run engine, release hand brake and select
work Mode 1.
Position the rotary water pump switch to
position 1 or 2.
Put fwd/neu/rev lever into the forward position.
The water pump should not run.
Now place the low lever sensor into a container
of water and the pump should run.
Figure 2-59 Water Jet for suction hose.
If there is any doubt regarding the sensor, test
kit AT028 will establish the full functionality of
the sensor.
46 Introduction
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Cloud Maker Spray System – Check Check & clean manifold filter.
Rotating Head is Functioning
Check hydraulic inlet & outlet unions on top of
hydraulic tank for tightness.

hours
Figure 2-61 Cloud maker head assembly.

It should noted that even when the cloud maker is
switched OFF in the cab and work Mode 1 is
selected, the cloud maker should still rotate as part
of a continuous self cleaning function. It should also
be noted that the cloud maker does not stop
immediately it is switched off.
9 Air conditioning
Figure 2-62 Pressure pump Installation.
Check base plate bolts for tightness.
Every 6 weeks or 250 11 Street Washer

hours option.
Check operation
Check operation to see if cold air is being To be issued later.
generated.
12 Central lubrication
hours option
Check integrity of components, hoses and
compressor belt tension.
hours
10 Pressure Washer To be issued later
option.
hours
Check integrity of pressure hoses.
Check lance trigger operation and spray jet.
Introduction 47
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hours
Road Test
A full road and functional test should be
performed after any service work has been
performed.
48 Introduction
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Chapter 3 Troubleshooting.
Introduction What is working correctly?
Is the problem confined to one or more
machine configurations?
Fault Finding is about observing all the
symptoms and understanding what functions Look at and understand the related system
are or are not available within any given drawings BEFORE attempting to open up
reported fault. systems or components.
Hence, this chapter establishes certain key Read the relevant fault finding section
points within associated systems or functions to thoroughly and understand its content BEFORE
help to speed up the navigation process. taking the next step.
It is not sufficient to only know that some Can the problem be minimised or eradicated for
function is or is not working. It is essential to the future?
establish what the whole system(s) is doing to A full list of truth tables are listed on pages 192,
better understand the problem, otherwise too 193 and 194 of this document. It is strongly
much time and effort is wasted on incomplete recommended that these are read to
information. understand what needs to be satisfied to allow
Also there are some standard Test Procedures any given function to work.
and Set-Up Procedures that have been
included at the back of the chapter that are
referred to within many of the faultfinding
Brushes fall to the
procedures. ground in Transit or
It is therefore strongly recommended that these Work Mode 2
procedures be used, where indicated, to
establish the root cause of the problem.
In the long term it is better to establish the facts If one brush only
as opposed to jumping into a fault which will
cause unnecessary work and potentially Inspect ram for external leakage. Change ram
material cost and the possibility of the as required (No seal kit available for this type of
unnecessary opening of systems which can ram).
cause further problems.
The 636HS has interlinking systems and
If both brushes
therefore the procedures contained within are
Using the MDM measure channel, select
designed to direct, as quickly and as accurately
Outputs and then select Digital Outputs. Scroll
as possible, to the root cause.
screen to see the solenoid S7. You should also
Hence, the key principles are: - see the word LOW on the right of the screen
What was the machine doing when the problem which indicates that the brush down solenoid is
occurred? not being told to energise open. If it reads
HIGH suspect a defective MDM.
Has the machine been recently worked on and
does this have a contributing factor? Inspect piping, hoses and cylinders for signs of
hydraulic oil leakage.
Establish the extent of the problem.
Remove and inspect Solenoid Valve S7
What else is not functioning correctly and could (Brushes Down) checking for leakage in the
they be related? closed condition.
Troubleshooting 49
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Remove and inspect Solenoid Valve S13 Where fitted, that the pressure washer unit is
(Brushes Up) checking for leakage in the switched OFF and the Whoosh switch is also
closed condition. switched off. Confirm the position via the Digital
Inputs channel of the MDM.
If the above are found to be correct, suspect
internal leakage of the cylinders. For the IQAN system to function correctly it
must see the correct engine speed, a speed
Nozzle Drops to the below 900 rpm seen by the IQAN system or a
poor signal input will affect the control function.
Ground in Transit or If necessary- change the engine speed sensor.
Work Mode 2
See also “Faulty Vehicle Speed Sensor” on
page 52.
Using the MDM measure channel, select Defective Solenoid(s)

Outputs and then select Digital Outputs. Scroll
screen to see the solenoid S8. You should also Solenoid S13 is energised open to raise the
see the word LOW on the right of the screen brushes and solenoid S14 is energised open to
which indicates that the brush down solenoid is raise the nozzle. With solenoids S13 and S14
not being told to energise open. If it reads energised open, the system must also raise
HIGH suspect a defective MDM. hydraulic pressure to lift the nozzle and
brushes and this is achieved by energising
Inspect piping and hoses for signs of hydraulic CLOSED solenoids S1 (No 1 Unloader) and S4
oil leakage. (No 2 Unloader).
Inspect Ram for external leakage. Change ram
as required (Seal kit is available for this type of Faulty Unloader Solenoid
ram). Valve(s)
Remove and inspect Solenoid Valve S8 (nozzle
Down) checking for leakage in the closed Do the brushes go into their
condition. minimum (inboard) sweep position
when either work mode 2 or transit
Remove and inspect Solenoid Valve S14 mode is selected or when the
(Nozzle Up) checking for leakage in the closed Fwd/Neu/Rev lever is moved to
condition. Neutral when in work mode 1?
If Yes:
Brushes and/or Unloader Valves S1 and S4 on the motor and
Nozzle will not lift auxiliary manifolds are functioning correctly.
However you can check that these solenoids
are receiving an energise signal by entering the
Confirm the following: - MEASURE screen on the MDM.
Select Inputs
Fwd/Neu/Rev switch is in neutral. Using the
MDM measure channel, select inputs and then Then select Digital Inputs.
digital inputs. Scroll the screen until the switch Using the MDM scroll button, scroll down until
neutral position can be seen and a reading of solenoid(s) S1 and S4 are reached. If the MDM
HIGH should be seen. If HIGH is seen when indicates HIGH, the solenoid is being instructed
the switch is actually in the neutral position, to energise.
change the switch.
We can also determine from this that all other
Transit/Work 1/Work 2 switch is in either transit requirements have been met (Transit/Work 2
or the work mode 2 positions. Again confirm via selection, fwd/neu/rev lever position).
the MDM measure channel that the MDM can
see the switch position correctly.
50 Troubleshooting
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If No: manifold PRV, look for debris, sticking valve or
defective seals.
Do the brushes rotate and Suction If the seals are correct, release locknut and
fan function correctly? unwind (anti clockwise) the pressure adjuster
If Yes: screw (note number of turns) until the PRV
spring is no longer under tension.
Unloader Valve S1 is functioning correctly and
Unloader Valve S4 should be tested in Push open valve and check for free movement
accordance with Test Procedure TP1 (page and any contamination.
72). Re-tension the PRV spring (clockwise) to the
Note – S1 and S4 should only be energised for correct number of turns.
up to 6 seconds when switching from Work Refit valve, run engine and monitor and adjust
Mode 1 to either Work Mode 2 or Transit mode. pressure accordingly. If the correct pressure
Also note that during this 6 seconds, solenoids cannot be achieved, change PRV. But see
S6,S12,S13 & S14 are also energised (Brush also: -
arms IN, Nozzle UP & Brushes UP)
Blocked HP Filter below.
Failed PRV Defective Auxiliary Pump below.
Do the brushes rotate and fan Defective Priority Valve

operate correctly? (Cylinder Manifold)
If Yes:
In Work Mode 1, does the brush
Auxiliary Pump and Hydraulic Filter are in/out and hopper up/down functions
confirmed as correct work correctly?
Connect a pressure gauge to point TP2 on the If Yes:
auxiliary manifold. Run engine with machine in
Work Mode 1. Operate the brush in/out joystick Priority valve is functioning correctly.
by holding and maintaining the joystick in the
OUT position. Maximum pressure should be
If No:
210bar. If lower pressure recorded go to ‘IF Remove the priority valve from the cylinder
NO’ paragraph below. But also see: - manifold and inspect seals and valve
movement. Renew seals or replace valve as
Faulty Unloader Valve above necessary. Also, inspect the orifice (Jet 1)
Defective Priority Valve below located in the manifold (adjacent to the priority
valve) for blockage and security.
If No:
Attach Test Gauge to point TP1 on the Blocked HP Filter
brush/fan manifold.
Remove manifold outlet hose at point AP and Run engine and check filter indicator. If
blank outlet (this isolates the brush/fan manifold indicating in the yellow or red, replace hydraulic
from the cylinder manifold downstream). filter. Never operate the system without the
correct filter fitted.
Run engine and confirm correct pressure
(230bar - 250bar). WARNING – Only maintain
this condition long enough to establish pressure
reading. Switch engine off immediately the test
is complete.
If the pressure is low, carry out an inspection of
the Brush/Fan manifold PRV, if the pressure is
correct carryout an inspection of the auxiliary
Troubleshooting 51
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Defective Auxiliary Pump Hence if the lever corresponds to the position
selected on the screen, the reading should be
Do the brushes and Fan function HIGH, otherwise it will indicate LOW.
correctly? If this is not found to be correct, suspect a
If yes: defective lever.
The problem is not a bad pump or failed If an intermittent fault with the lever is
coupling. suspected, press F3 to give a graph display of
the voltage in all positions whilst operating the
If no: lever. Look for a spike(s) in the graph display,
Carry out Test Procedures TP2A or TP2B and which would indicate an intermittent fault with
TP3 (page 73). the lever.
If the pressure is below 150 bar: carry out
check of the manifold PRV above. If PRV check Faulty Vehicle Speed
correct, change auxiliary pump. Sensor
Internal Leaking Ram Check speed sensor (located on the inner face
of the rear left hand wheel) for security and also
check the sensor electrical connection and
Check Ram for damage and stiffness. Replace
wiring harness for integrity.
Ram.
Carry out Set-up procedure SP5 (page 85).
Faulty Fwd/Reverse Lever
Failed Drive Coupling.
Navigate the MDM unit to the ‘Measure’ screen.
Using the scroll button, scroll the screen to Can the machine be driven forward
MEASURE INPUTS. and reverse?
Select F1, and then using the scroll button, IF Yes:
scroll to the DIGITAL INPUTS screen and
Drive Coupling is intact.
select F1 again.
Using the Scroll Button again select the If No:
FWD/Neu/Rev Switch screen bearing in mind Carry out Set-Up Procedure SP4 (page 84).
that there is a choice of three, these being: - Test Forward and Reverse drive again.
FWD/Neu/Rev – Neu Main Engine/Pump drive coupling failure.
FWD/Neu/Rev – Fwd
FWD/Neu/Rev – Rev Brushes and/or
Select the screen that corresponds to the Nozzle are slow to
actual position of the fwd/neu/rev lever. For
example if the lever is in the neutral position,
lift (In excess of 5
select the MDM screen FWD/Neu/Rev – Neu seconds).
screen.
The reading of HIGH should be displayed on If machine is fitted with a pressure washer unit,
the screen. Now move the lever to the forward confirm that the pressure washer is switched
position and the reading on the screen will OFF. Confirm position of pressure washer
change to LOW. switch via the MDM Digital input screen.
If you now scroll the MDM screen to Check that the IQAN system is reading the
FWD/NEU/REV – Fwd the screen reading correct engine speed, a speed below 750 rpm
should again be HIGH. seen by the IQAN system or a poor signal input
52 Troubleshooting
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will affect the control function. If necessary- To confirm the voltage input from the toggle
change the engine speed sensor. switch(s), using the MDM, select the measure
channel, select inputs and then select voltage.
Is full speed control available to the Using the scroll button scroll the screen until
fan (i.e. 0 to 2550 rpm)? the toggle switches can be seen. Activating
each toggle switch in turn should show a
If YES: reading of 5000 mV. If this reading is not seen
System is fully functional between the auxiliary the fault will be either a defective toggle switch
pump to the outlet of the brush/fan manifold at or a voltage loss to the switch(s).
point AP. If the check of the toggle switches proves
Carry out Test Procedure TP2A (page 73). A correct, connect a volt meter (Multimeter) to the
low-recorded pressure indicates a fault in either cable connector at the solenoid. Operate the
Unloader Valve 2 (S4) – carry out Test relevant toggle switch and note recorded
Procedure TP1 (page 72), Auxiliary manifold voltage. If 12 volts is recorded, voltage supply
PRV – remove inspect and reset/replace as is correct and either the relevant solenoid coil
required, or the Cylinder Manifold priority valve or associated hydraulic valve is defective. Also
– remove, inspect and replace as required. carry out Test Procedure TP1 (page 72).
Also check the orifice plug (Jet 1) located in the If No:
cavity of the auxiliary manifold adjacent to the
Using the MDM measure screen, check via the
priority valve for blockage.
Digital input screen that the MDM is seeing the
If NO: fwd/neu/rev switch and the trans/work/brush lift
switch in the correct position.
Fault lies in either the Brush & Fan manifold or
the auxiliary pump.
Also, check the orifice plug (Jet 1) located in Brushes will not stay
the cavity of the auxiliary manifold adjacent to
the priority valve for blockage Carry out Test
in selected position.
Procedures TP2b and TP2c (page 74).
Disconnect cable to relevant solenoid (S5; S6;
Brushes will not S11; S12) and confirm that when relevant
toggle is in the neutral position that a zero
move in or out. voltage is recorded at the cable end using a
voltmeter. If a voltage is recorded when the
toggle is in the zero position, check the toggle.
Are all other Machine functions
correct? If no voltage is recorded, remove both hydraulic
hoses from the ram, blank cylinder hose ports.
If Yes: Does the brush arm still move in/out? If yes,
change the relevant ram. If no, inspect/change
Using the MDM go to the measure screen.
relevant hydraulic solenoid valve.
Select outputs and then select digital outputs.
Using the scroll button, scroll until any one of Also consider a defective (brush in/out
the following four solenoids is displayed on the Hydraulic valve), (collision shuttle Valve) and
screen, S5, S6, S11 or S12. Operate the (50 bar collision valve relief).
corresponding toggle switch and the word
HIGH should be seen on the screen e.g. if S5
has been selected on the screen (this is LH
brush arm in solenoid) then select the LH
toggle switch and select the IN position. If
whilst activating the toggle switch the reading
on the screen remains LOW it would indicate
that the MDM is not seeing the input from the
toggle switch.
Troubleshooting 53
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Brush(s) In/Out prove correct, the fault will be a defective
solenoid valve.
Movement Fast in
Does the Suction Fan Function
one Direction. Correctly?
If Yes:
Establish relevant hose on relevant ram i.e. if
Carry out Test Procedure TP1 (page 72) on
one brush arm is moving OUT very fast, identify
Solenoid (S2). If correct remove and inspect
the hydraulic hose on the ram associated with
hydraulic valve associated with Solenoid S2.
moving the arm out.
Trace the hose back to the auxiliary manifold. If No:
Disconnect the hose at the manifold. Carry out Test Procedure TP2C (page 74).
Remove the hose adaptor located in the If little or no pressure is found, check HP filter
for blockage. Check that solenoid S1 (No 1
manifold associated with the removed hose.
unloader) is energising closed. Remove and
Check the security of the orifice located at the inspect manifold Pressure Relief Valve (PRV).
bottom of the cavity into which the hose
adaptor is located. Ensure that this orifice is If all of the above are found to be correct,
loctited into position. auxiliary pump defective.
If correct pressure is recorded, either Solenoid
Refit the hose adaptor and relevant hose.
S2 or the brush priority valve is defective. Strip,
Check operation of brush arm movement. inspect and/or replace as required
Brushes will not Brushes – Little or no

rotate. speed control.
Using the MDM select the measure channel. Using the MDM select the measure channel.
Then select voltage inputs and scroll the screen Then select voltage inputs and scroll the screen
to brush speed. Activate the brush speed to brush speed. Activate the brush speed
potentiometer and a minimum voltage of 4500 potentiometer and a minimum voltage of 4500
mV should be seen. Scroll the MDM to current mV should be seen. Scroll the MDM to current
outputs and select the brushes. A reading of outputs and select the brushes. A reading of
between 20 to 1800mA should be seen. If between 20 to 1800mA should be seen. If
neither of these are seen, remove the neither of these are seen, remove the
potentiometer from its location to gain access potentiometer from its location to gain access
to the connections at the rear, using a to the connections at the rear, using a
mulitmeter check for a voltage output of 4500 mulitmeter check for a voltage output of 4500
mV and a current output of 20 to 1800mA. The mV and a current output of 20 to 1800mA. The
fault will lie either in the potentiometer or the fault will lie either in the potentiometer or the
wiring. wiring.
If the above checks prove correct, disconnect Also, consider a worn and leaking priority valve
the electrical connector at the brush rotation and worn brush motor(s).
solenoid (S2) and using a multimeter, check for
12 volts when the potentiometer is activated,
then switch the multimeter to current and check
that when the potentiometer is rotated through
its range, that a varying current between 20 to
1800mA can be seen. If the above checks
54 Troubleshooting
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Brushes and Nozzle Brushes will not
will not lower when lower but Nozzle
Work Mode1 does when Work
Selected. Mode 1 Selected.
Confirm that the Fwd/Neu/Rev lever is in the If the brushes are also not turning in this
forward position. condition, Using the MDM, navigate to the
Measure function. Scroll to the Fwd/Neu/Rev
Confirm that the tracking is fully in and that the
Switch screen and confirm forward drive
sensor nearest the left hand wheel is
selection digital voltage input reading of HIGH
illuminated. It is also important to confirm that
is seen. If incorrect, confirm wiring connections
the MDM can see the tracked in input from the
are correct - change lever.
sensor.
If the Fwd/Neu/Rev Switch check is correct,
Confirm XT2-AO (inside cab) indicator light is
again using the MDM measure channel (Digital
flashing ‘Normal’. For further detail see page
Inputs), scroll down until the Trans/work/Brush
71. Also confirm that the XS-AO unit indicator
Lift screen can be seen and scroll to the Work
lights are correct. For further details see page
screen for the switch. With the
71.
Transit/work/brush lift switch in the WORK
Using the MDM, navigate to the Measure position, a reading of HIGH should be seen on
function. Scroll to the Fwd/Neu/Rev Switch the MDM screen. If this is not seen suspect a
screen and confirm forward drive selection defective switch or a wiring break/poor
digital voltage input reading of HIGH is seen. If connection between the switch and the XS-AO
incorrect, confirm wiring connections are unit mounted on the left hand side of the inner
correct - change lever. cab roof.
If the Fwd/Neu/Rev Switch check is correct, If the brushes are turning, wind the brush
again using the MDM measure channel (Digital height controller fully anticlockwise (mounted
Inputs), scroll down until the Trans/work/Brush on the left hand side of the drivers seat). If
Lift screen can be seen and scroll to the Work brushes now lower, allow them to lower to their
screen for the switch. With the maximum and then using the brush height
Transit/work/brush lift switch in the WORK adjuster, reset the height required.
position, a reading of HIGH should be seen on
If the brushes did not lower :Select neutral and
the MDM screen. If this is not seen suspect a
turn the engine off.
defective switch or a wiring break/poor
connection between the switch and the XS-AO Restart engine and select forward drive. If
unit mounted on the left hand side of the inner brushes still do not lower, remove and inspect
cab roof. brush height controller mounted on the rear left
hand side of the cab. Check seals and renew
Again using the MDM measure channel, select
as required.
voltage inputs and scroll to the ‘tracked in’
sensor. If you see a reading of 4500 Mv or If brush height rises as the brush speed
more, the system can see the tracked in increases suspect incorrect piping of hydraulic
sensor. If there is a lower reading, suspect an hoses that may have occurred after a recent
earth or poor connection. If there is no reading, repair.
check the sensor and/or circuit wire break.
Also consider a defective Solenoid S7 /S8.
Troubleshooting 55
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Brushes – No height YES – Check the following: -
control. Confirm that Suction Fan Inspection door is
closed correctly.
Confirm that Hopper is fully down.
Remove and inspect brush height controller
Check safety switch (Suction Fan Inspection
mounted on the rear left hand side of the cab.
Door AND Hopper Down) link arm for freedom
Check seals and renew as required.
of movement.
If brush height rises as the brush speed
If the fan does not run at all it would indicate
increases suspect incorrect piping of hydraulic
that either or both the fan hydraulic supply
hoses that may have occurred after a recent
solenoid (S3) and/or the fan brake valve
repair.
solenoid (S23) has/have not been energised.
This would be because an element of the
Suction Fan – Little control circuit is incorrect and the following
or no speed control
should be checked via the MDM measure
channel:
• Fwd/Neu/Rev lever
Using the MDM select the measure channel.
• Trans/work/Brush Lift switch
Then select voltage inputs and scroll the screen
to fan speed. Activate the fan speed • Hopper Safety Switch
potentiometer and a minimum voltage of 4500
mV should be seen. Scroll the MDM to current • Suction Fan Inspection Door
outputs and select the fan. A reading of • S1 Unloader & S3 Suction Fan
between 20 to 1800mA should be seen. If Solenoids
neither of these are seen, remove the
potentiometer from its location to gain access • Engine speed (RPM) sensor
to the connections at the rear, using a • Tracked IN sensor
mulitmeter check for a voltage output of 4500
mV and a current output of 20 to 1800mA. The If all of the above prove correct check that the
fault will lie either in the potentiometer or the fan brake valve (S23) is energised open by
wiring. using a multimeter and look for 12 volts.
Also, consider a worn and leaking priority valve. If all of the above prove correct inspect the
following hydraulic valves for correct movement
and intact seals: -
Suction Fan will not • Fan priority valve
Operate • S3 hydraulic valve
• S23 hydraulic valve
Do the other auxiliary hydraulic
functions work? • Brush/Fan manifold pressure relief valve
NO – suspect the following: - If Brushes are functioning correctly:

• Hydraulic HP filter blockage Check 12-volt supply to Fan Solenoid (S3)
• Return Filter blockage Using Test Procedure TP1 (page 72).
• Auxiliary hydraulic pump Using the MDM measure screen, select inputs
and then voltage inputs and scroll the screen
• Drive coupling (if forward/reverse drive until the hopper and suction fan inspection door
is also lost). are seen and confirm that there is a reading of
5000mV for each switch. If no voltage is
recorded, check voltage IN (5 volts) to the
56 Troubleshooting
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Hopper Safety Switch (Grey). If voltage is Remove and check Solenoid S3 (Suction Fan
correct, confirm if there is a voltage out of the Solenoid) and Solenoid S23 (Suction Fan
safety switch (Grey/Blue). If no voltage is found Brake valve). Check hydraulic valve seat.
inspect and/or replace the hopper safety
switch. If a voltage output is found, defect is a
break in the wire between the safety switch and Machine will not
the solenoid. move forward (No
If no voltage IN to the Hopper Safety Switch is
found check voltage IN (5 volts) to the Suction
Drive)
Fan Inspection flap safety switch. If voltage is
correct, confirm a voltage OUT of the safety Confirm that the brake release valve, mounted
switch, if no voltage is found inspect and/or on the inboard side of the transmission pump is
replace the suction fan Inspection flap safety closed (i.e. spindle flats are horizontal to the
switch. If a voltage out is found, suspect a ground as the valve is a 90 deg valve). (Page
break in the wiring between the Suction Fan 19).
Safety Switch and the XT2 AO (inside cab).
Also consider that there may be one or more of
If Brushes are NOT functioning: the brake drums binding.
Carry out Test Procedure TP2c (page 74). Confirm if other hydraulic functions will operate
i.e. brushes/suction fan/ hopper raise. If
If little or no pressure is found, remove and machine has no auxiliary hydraulic functions
inspect manifold Pressure Relief Valve (PRV). and no forward/reverse drive, defect will be an
If PRV correct, check HP filter. engine/pump coupling drive failure.
If the filter is correct, suspect the auxiliary pump Checking Hydraulic Pressure using the IQAN
If correct pressure is recorded, either Solenoid display: -
S2 or brush priority valve is defective. Navigate the display to the Measure section
Select Inputs
Suction Fan rotates Then select voltage Inputs.
when not selected. Scroll to Fwd Trans pressure reading. If no
pressure reading is indicated: -
Does the fan rotate when an Either – the 15-amp or 40-amp supply fuse(s) is
auxiliary block function is defective
selected??
Or – there is a pressure sensor or connector
If YES: fault.
Remove and inspect the seals on the Fan From the MDM display check the engine rpm
priority valve. Look for a damaged and/or split reading. No reading indicates an engine speed
seal allowing oil pressure to bypass to the fan. sensor fault. Check sensor and wiring.
If NO:
Checking the Fwd/Neu/rev
Place a multimeter across the terminals of the
solenoid and look for a voltage that may be
Switch using the IQAN
partially energising the solenoid. When the fan display: -
is not selected, a zero volts should be found. A
voltage or partial voltage would indicate either a Navigate the MDM display to the Measure
short circuit or a defective XT-A1T or XS-AO section and select digital inputs.
unit. Scroll the screen until the Fwd/Neu/Rev - FWD
screen is displayed.
Troubleshooting 57
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Move the Fwd/Neu/Rev switch to the forward a defective drive pump. Ensure that the
position noting the reading on the IQAN screen accelerator pedal is at its minimum position
(Fwd should read HIGH , for the above and the engine speed is at idle before removing
condition), now move the lever to the neutral the pressure from the brake pedal.
position and scroll the screen to the
Carryout Test Procedure TEST PROCEDURE
Fwd/Neu/Rev - Neu (Neu reading should be
4 (TP4) – Checking the Drive Pump & Drive
HIGH), finally move the lever to the reverse
Motors for Internal Leakage & Drive Pump
position and scroll the screen to the
Servo Solenoids. Page 76.
Fwd/Neu/Rev – Rev screen (Rev reading
should be HIGH). If any readings are found to
be incorrect check wiring and connectors on Machine will not
reach correct Speed
the lever, if all are correct replace the lever.
(In any selected

Using the IQAN display: -
Within the measure section scroll to the inputs
and then voltage input screen can be seen, condition).
then scroll until the Pedal Input screen is
displayed.
Confirm that the brake release valve, mounted
Record reading with the accelerator pedal in on the inboard side of the transmission pump is
the minimum and the maximum position (min – closed (i.e. spindle flats are horizontal to the
(-0.2%) and (Max 97% to 98%). If parameters ground as the valve is a 90 deg valve).
are incorrect carry out pedal set-up procedure
SP3 page 83. Also consider that there may be one or more of
the brake drums binding.
If the set-up procedure is unsuccessful, replace
foot pedal potentiometer. Carry out foot pedal
set-up procedure on fitting new potentiometer
SP3 page 83.
Checking Hydraulic Confirm the following:

Transmission Pressure MDM is not indicating that tracking is in
using the IQAN display: - progress. As a double check, confirm that only
one of the two tracking proximity switch LED’s
Within the measure section scroll until the FWD is lit. If both are on or both are off, which
Trans Pressure screen is displayed. indicates the problem, which will be either: -
Apply the emergency foot brake and maintain a • The tracking is not in the correct
firm pressure to ensure that the brakes are position.
applied. Select Transit mode and Fwd drive. • No power supply to one of the switches
In the idle condition, a pressure reading of (12 volts)
approximately 13 to 16 bar should be seen on
• Defective sensor
the MDM unit. If no pressure reading is
recorded, firstly suspect the pressure sensor. If Confirm that the MDM is displaying an engine
sensor is found to be correct fault is a faulty speed – no engine speed indicates an engine
drive pump or drive pump coupling. speed sensor problem – check/change sensor
and check wiring.
If 13 to 16 bar is seen in the idle condition,
slowly increase the engine speed via the Rear brake shoes are not binding.
accelerator pedal ensuring that the pressure on Speed sensor is functioning and indicating
the emergency foot pedal is maintained. correctly.
With the accelerator pedal fully depressed, a Carry out foot pedal set-up procedure SP3
pressure of approximately 275 bar should be page 83.
seen. A low pressure in this condition indicates
58 Troubleshooting
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Carry out E-Gas set-up procedure SP2 on page
81. Machine Speed
Carry out the following procedure: Jerky at higher
Disconnect forward and reverse solenoids, Speed Range.
mounted on top of the drive pump, remove
solenoids and clean external area of posts and
internal area of the solenoid. Carry out foot pedal set-up procedure SP3
Page 83. Ensure that the procedure sets the
Unscrew solenoid posts and confirm inner foot pedal maximum to no more than 97.5%.
section is free to move.
Carry out e-gas set-up procedure SP2 Page
Reassemble posts and solenoids and check for 81.
correct speed.
Disconnect forward and reverse solenoids,
If the problem still exists, select the Properties mounted on top of the drive pump, remove
Function on the MDM. Looking at the measure solenoids and clean external area of posts and
outputs, select forward and moving the foot internal area of the solenoid.
pedal from zero to 100% a reading on the MDM
should be 0 to 900 mA. Select reverse and Unscrew solenoid posts and confirm inner
check the readings again with the foot pedal at section is free to move.
zero and 100%, the readings should be zero Reassemble posts and solenoids and check for
and 700 mA. correct speed characteristic.
Select Outputs and scroll to Fwd/Rev Solenoid.
Confirm property outputs (current) are correct Machine will not
(300 mA to 1500 mA). If incorrect, the fwd/rev
solenoid valve should be recalibrated by a
climb Kerbs
trained person. NOTE – The minimum setting
may vary as it is set during pump calibration to Check that the machine is in Work Mode 2
give a good ‘Bite Point’ on the foot pedal. condition.
Ensure that the machine is at an angle to the kerb
Checking drive Pump Max as outlined in the operator’s manual.
Ensure that the kerb height is no more than 15 cm
Pressure (6”).
If the machine still does not climb the kerb check the
Position machine front wheels against a high following:
curb or equivalent to stall the machine That the differential solenoid (S21 is
energising)
Select the Measure Function on the MDM That the wheel logic valves are closing
Select Inputs when the differential solenoid is activated by
removing each one in turn and checking the
Select Voltage Inputs seals and freedom of movement of the
valves.
Scroll down to Fwd Trans Pressure Check the differential valves by removing
Select Pressure them and checking the seals and any signs
of contamination.
Run machine and depress emergency foot
Machine Travels at
pedal fully. Select forward drive and carefully
using full foot pedal, stall machine against kerb
and measure transmission pressure. Correct
pressure should be 275 bar. A low-pressure
Max Speed in Work
reading indicates a main drive pump failure and Mode
a zero pressure indicates a drive pump
coupling failure.
Check speed sensor located in rear left hand
wheel motor for: -
Troubleshooting 59
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Tight and clean connections. If recorded pressure is low:
Sensor is tight in housing. Check (in order of priority) the following valves:
If no vehicle speed is indicated on the IQAN Auxiliary Manifold Pressure Relief Valve (PRV)
display, carry out sensor set-up procedure in Solenoid S4 (electrically and mechanically) –
accordance with SP5 page 85. Carry out Test Procedure TP1 Page 72.
Change sensor ensuring to carry out correct Auxiliary Manifold priority Valve and the orifice
installation procedure – SP5 page 85. plug located in the Jet 1 cavity of the manifold
Confirm if both front axle proximity switches are adjacent to the priority valve for blockage
lit (LED at the end of the sensor). Only one
sensor should be illuminated at any one time If recorded pressure is correct:
but never both.
Check power (12ve) to and function of Solenoid
S16 (tracking Out).
Machine will not If no power is found at the solenoid S16, check
Track Out. the indicator lights of XT2 – AO (inside cab) are
indicating correctly.
Using the MDM, scroll to the measure channel,
To allow tracking to commence the following select inputs and then select current inputs.
must be satisfied: - Then select tracking out screen. A reading
Transit mode must be selected. between 300 to 600 milliamps should be seen.
The machine must be traveling forward at a If no reading is seen, again using the MDM
speed greater than 5kph (3mph). measure channel, select voltage inputs and
select the trans/work/brush lift switch – Trans
Axle correctly greased. screen. With the switch in the transit position a
No speed registered on the MDM unit whilst the reading of HIGH should be seen, if not
vehicle is moving (regardless to tracking axle investigate the switch.
position) indicates that the control system is not
getting a vehicle speed signal.
Machine will not
Track In.
If the vehicle speed, engine speed and vacuum
fan speed cannot be seen displayed on the
MDM, this indicates that the common 12-volt
supply to them all has failed. Check the 20-amp
To allow tracking to commence the following
fuse to the XT2-AO in the cab fuse panel.
must be satisfied: -
Using the MDM Measure channel, scroll to the
current outputs screen then select tracking out • Work Mode (1 or 2) must be selected.
(S15). If a milliamp reading is registered this • The machine must be travelling forward
indicates that the control circuit is correct and at a speed greater than 3mph (5kph).
the problem will be hydraulic/mechanical. If no
milliamp reading is seen, inspect speed sensor, • Axle correctly greased.
connections and adjustment. Re-set/replace No speed registered on the MDM unit whilst the
speed sensor as required i.a.w set-up vehicle is moving (regardless to tracking axle
procedure SP5 page 85. position) indicates that the control system is not
If MDM indicates ‘Tracking in Progress’ but getting a vehicle speed signal.
tracking does not extend or is very slow: - If the vehicle speed, engine speed and vacuum
Attach a test gauge to point TP2 and check fan speed cannot be seen displayed on the
hydraulic pressure (minimum of 100bar, max. MDM indicates that the common 12-volt supply
210bar). to them all has failed. Check the 20-amp fuse
to the XT2-AO in the cab fuse panel.
60 Troubleshooting
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Inspect speed sensor, connections and If the tracking was not out or fully out the axle
adjustment. Re-set/replace speed sensor as should now track out to its maximum extended
required. position. Using the MDM measure channel,
select digital inputs and then scroll the screen
If MDM indicates ‘Tracking in to the trans/work/brush – trans screen. Select
Progress’ but tracking does not the scope (F3 button) and then, keeping the
retract or is very slow: - switch in the transit position, apply random
Attach a test gauge to point TP2 and check directional pressure on the switch to see if the
hydraulic pressure (minimum of 100bar, max. scope reading, which should be a steady
210bar). straight line, varies. If it varies this would
indicate that the switch contacts are defective
and the switch should be changed.
If recorded pressure is low:
With the drive wheels still turning, now select
Check (in order of priority) the following valves:
the work mode 2 condition via the trans/work
-
switch. The tracking should now start to track
Auxiliary Manifold Pressure Relief Valve (PRV) in. When the tracking in process has been
Solenoid S4 (electrically and mechanically). completed, using the MDM measure screen,
reselect the digital input trans/work switch
Auxiliary Manifold priority Valve screen but this time scroll to trans/work/brush
lift – brush lift screen. The digital input screen
If recorded pressure is correct: should read HIGH , now select the MDM F3
(scope) button to monitor the stability of the
Check power to and function of Solenoid S15
(tracking Out). reading and therefore the contacts of the
switch. Now apply random directional pressure
Carry out Test Procedure TP4a (page 74). If on the switch to see if the scope reading, which
check proves correct, fault will be with the should be a steady straight line, varies. If it
vehicle speed sensor. Carry out Set-Up varies this would indicate that the switch
Procedure SP5 (page 85). Check connections contacts are defective and the switch should be
and change sensor if required. changed.
Carry out Test Procedure TP4b (page 74) Disconnect the Solenoid power supplies to
solenoids S15 & S16 at the solenoids.
Machine Tries to Run machine again and note if defect reoccurs,
Track Out Whilst in noting that the fault may be intermittent.
Work Mode 1 or 2.
If fault does reoccur and checks in para above
are correct, the fault will be the tracking check
valve. Remove valve, check seals, and replace
as required.
Note that the IQAN Display may well be
indicating that a ‘Speed Restriction is in place If fault does not reappear, reconnect solenoid
due to tracking in Progress’. connectors.
Confirm the following are correct: Check the tracking axle for wear.(page 40)
Excess wear in the axle can cause intermittent
Constant power supply to the XT2 - AO – check tracking problems.
power light on top of XT2 unit.
Place machine on axle stands ensuring that the
machine is safe. Select transit mode and place Hopper will not
the fwd/neu/rev lever in neutral. Sit in the
drivers seat and start the engine, then select
Raise.
forward drive. Depress the accelerator pedal to
rotate the rear left wheel to give a minimum The machine must be in work mode (1 or 2)
vehicle speed of 6 kph (4 mph). the fwd/neu/rev lever must be in the neutral
Troubleshooting 61
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position and the fan speed must be below 50 If YES:
rpm.
Do the brushes and nozzle raise and
Hopper Door Opens but lower when selected?
Hopper will not raise: If no:
Check Hopper Load. A hopper full of heavy grit Suspect Unloader No 2 (S4) also check
or sand will be difficult to lift and therefore some Fwd/Neu/Rev via the MDM measure channel
of the load should be removed by hand first. by selecting Digital Inputs and then scrolling
screen to the Fwd/Neu/Rev – Neu screen. With
Check that the emergency hopper lower valve, the lever in the neutral position the MDM
adjacent to the hopper emergency lift pump is reading should read HIGH. If the reading is
fully shut. LOW, change the lever.
Confirm engine default speed is 2200 rpm. If the reading is correct, scroll the MDM Digital
Increase engine speed via the MDM to 2600 Input screen to the Trans/work/brush Lift –
rpm (max of 2800 rpm) and attempt to raise Brush Lift screen. With the Trans/Work/Brush
hopper. Lift switch in Work Mode 2 (Brush Lift) the MDM
Place pressure gauge at test point TP2 and screen reading should be HIGH. If the reading
check pressure of 115 bar when trying to raise is LOW, change the switch.
the hopper. If pressure is low check hopper If yes:
raise relief valve.
Check the voltage output from the hopper raise
If other functions such as brushes up/down and switch (5 volts) and check for a voltage reading
tracking are slow, check auxiliary manifold (Test Procedure TP1 Page 72) at solenoid S9
pressure relief vale (PRV). (12 volts). If the voltage at the solenoid (S9) is
correct, remove and check the hopper raise
Hopper Door does not solenoid operated (S9) hydraulic valve.
Open & Hopper does not
Raise: Hopper will not
For the hopper to raise the following must be Lower
satisfied: -
• Fwd/Neu/Rev in Neutral Confirm the following: -
• Work Mode 2 selected • Fwd/neutral/rev lever is in neutral.
• Hand Brake ON • Fan casing inspection door is correctly
shut.
• Fan speed below 50 rpm
• Work Mode 1 or 2 is selected’
Do the Fan and brush functions
• Engine idle is at the default setting of
operate correctly?
2200 rpm.
If NO: • Hopper is empty.
Suspect Unloader No. 1 (S1). If Unloader Valve
is correct carry out Test Procedure TP2a (page Did the hopper door
73).
close?
If YES:
62 Troubleshooting
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Carry out Test Procedure TP1 Page 72, on • Select Digital Inputs
hydraulic valve S9 and check hopper lower
pressure relief valve (PRV) for leakage or • Scroll down until you find each of the
malfunction. following in turn checking that a reading
of HIGH is seen:
If hopper still does not lower suspect hopper
pressure relief valve (PRV) and/or hopper Trans/Work/Brush Lift Switch
ram(s) for internal leaking. Fwd/Neu/Rev Switch
Hopper Drain Switch
If NO:
A LOW reading for any of these three
Firstly check functionality of the fan casing
switches indicates a fault in either the
inspection door safety switch.
switch or its associated wiring.
If this switch malfunctions, it may well inhibit the
• Using the MDM scroll to current inputs.
hopper function albeit the fan casing door is
shut. • Select Fan Potentiometer, and whilst
If the safety switch is confirmed as operating operating the fan potentiometer check
correctly fit a pressure gauge to point TP 2 and that a full range of 20 mA to 1800 mA
monitor pressure (ideal pressure should be can be seen.
between 70 to 100 bar (1030 to 1500 psi) when • Scroll to voltage inputs and select
activating the hopper lower switch. tracking in sensor. A reading of no less
If the pressure is low, suspect the lower PRV than 4500 mV should be seen.
valve and the operation and function of • Finally, with the engine running, scroll
unloader valve S4 - carry out Test Procedure the MDM measure channel to frequency
TP1 Page 72. inputs and select engine rpm. A normal
engine speed should be seen. If no
Hopper Drain Valve engine speed can be seen, check the
sensor and its wiring.
will not Operate • If all of the above proves to be correct,
suspect the hopper drain valve solenoid
For the hopper drain valve to operate, the (S22) and its 12 volt power supply or the
following must be satisfied: - mechanical elements of hopper drain its
self.
• Work Mode 1 selected
• YES - If the fan runs normally, the fault
• Forward drive selected will be the hopper drain valve solenoid
• Tracking IN sensor activated (S22) and its 12 volt power supply or the
mechanical elements of hopper drain its
• Fan potentiometer switch activated and self.
at around 45% or more.
• Hopper drain switch activated Hydraulic Oil running
All of the above can be quickly checked using
the MDM Inputs measure channel. However to
Hot.
speed up the elimination process: -
(see also Engine Over Heating)
Does the suction fan run normally?: -
Carry out the following checks:
No – Hydraulic oil level correct?
Using the MDM, go to the measure channel.
Radiator and removable gauze clear?
• Select Inputs Engine cooling fan, fan belt is tensioned
correctly?
Troubleshooting 63
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If machine has snow equipment connections Check hydraulic tank top for damage causing
fitted and the snow equipment is not fitted, an open penetration or cracking.
check that snow equipment is de-activated.
Check condition of hydraulic High Pressure and
Consider oil contamination with inferior oil. Return Filter and look for evidence of the filters
bypassing (possible debris lying in and around
Consider an internal oil cooler blockage.
bypass area).
Consider machine working envelope – is the
Check condition and integrity of tank suction
machine suction fan being used in boost
filters (1 for auxiliary pump and one for the
condition several times in a short period?
steering system)
Has the water tank been pushed inwards
If whole system is suspected of being
toward the radiator?
contaminated then carry out system flush
routine – see page 87.
Engine Over-heating. Pressure Washer will

not function.
Carry out the following checks:
Radiator and removable gauze clear? Confirm that the hand brake is applied and
Engine oil level correct and the correct type of confirm via the MDM that the MDM can see the
oil is being used. hand brake is applied (Measure channel, digital
Inputs – handbrake input should be HIGH).
Engine cooling fan, fan belt is tensioned
correctly? Confirm that the WHOOSH hose is switched
OFF.
Has the water tank been pushed inwards
toward the radiator? Confirm that the tracking is in.
Is the engine coolant the correct 50/50 mixture? Confirm power supply (12 volts) to solenoid
S17 (pressure washer solenoid) via Test
Check header tank level for correct level and Procedure TP1 (Page 72), when operating
check for system air lock. power washer switch.
Look for bubbles appearing in the header tank If 12 volts confirmed – Also confirm that
when the engine is running. If bubbles appear – solenoids S1 (No 1 Unloader) and S4 (No 2
suspect cylinder head gasket and/or cylinder Unloader) are being energised when the
head for cracking. pressure washer switch is activated, this can be
Suspect defective engine thermostat. done via the MDM measure channel Digital
Outputs. The screen reading should be HIGH
Suspect contaminated fuel. for both solenoids when the pressure washer
switch is activated. If one is not being powered
Hydraulic Oil chase power supply loss. If both are not being
powered, check pressure washer switch
Contamination connections behind the switch and confirm that
there is a 12 volt input to the switch at terminal
1 and a 12 volt output through the yellow/blue
Check integrity of hydraulic tank wire.
inspection/access plate located on the top of
the tank. Carefully check that the nozzle at the end of the
lance is not blocked or damaged.
Check integrity of hydraulic tank breather unit
located behind the main rear water tank on the
left hand side of the machine and associated
piping.
64 Troubleshooting
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Whoosh Hose located in the cab fascia panel, change relay as
required. Fig. 8.7 page 190.
Function will not Remove MDM from its location and:
operate. Locate and remove the Red wire, connect a
voltmeter and confirm that a 12-volt supply
exists.
Check the following:-
If no voltage exists, suspect cable/connection
1. Fwd/Neu/Rev lever is in neutral break between MDM and the 4-amp fuse.
(check via the MDM measure
channel). If voltage (12 volts) is recorded, check MDM
connections, if all correct change MDM unit.
2. Trans/Work 1/Work 2 switch is in
either work 1 or work 2 (check Locate the Black wire at the MDM unit. Using a
via the MDM measure channel). Voltmeter carry out a continuity check between
the black wire and earth. A full reading should
3. Hand Brake is applied (check via be indicated. A nil reading indicates a break in
the MDM measure channel). the connection/wire between the XT2 unit and
4. Pressure washer is switched the MDM.
OFF. If a full continuity is found above, connect the
5. Fan inspection door safety voltmeter between terminal C1 15 on the XT2
switch has not been activated adaptor unit and earth and check for a full
(check via the MDM measure deflection in the continuity mode. If a full
channel). deflection is found, the MDM unit is defective.
No deflection indicates a break in the
6. Hopper raise safety switch has
connection/wire between terminal C1 15 and
not been activated (check via the
the negative post of the battery.
MDM measure channel).
Did the fan run normally when in the No Machine

work mode 1 condition with the
fwd/neu/rev lever in forward?:- Functions on Start
IF Yes – Up
problem will relate to the whoosh switch, hand
brake switch or fwd/neu/rev switch. When the MDM unit starts up it has to go
through an initialisation process. If the unit sees
IF No – a voltage of less than 9-volts during the start up
Carry out ‘SUCTION WILL NOT OPERATE’ process, the MDM initialisation process will fail.
fault finding procedure on page 56.
Check main battery voltage and battery
condition before restarting. If necessary fully
No display on the charge battery.
MDM Unit On starting the machine carry out the following

procedure: -
Turn ignition to the auxiliary on position.
Check 4-amp MDM supply fuse located in the
fuse box in the cab fascia. Monitor the glow plug (amber) light until it goes
out (approximately 5 seconds).
Check 40 amp fuse (No 3) located in the white
fuse box adjacent to the battery. Start engine and allow MDM unit to initialise.
Using the IQAN circuit diagram check the Check machine functions are correct.
voltage inputs and outputs from the IQAN
ignition relay and the IQAN isolating Relay
Troubleshooting 65
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Cloudmaker Does Loss of Vehicle
not Operate Hydrostatic Braking
Does The Cloudmaker Rotate: Confirm that the brake release valve, mounted
on the inboard side of the transmission pump is
IF YES – System truth tables (Page
closed (i.e. spindle flats are horizontal to the
170), this indicates that the machine is set in
ground as the valve is a 90 deg valve).
the correct condition and the unit has power to
it. With the engine running, transit mode selected
and the Fwd/Neu/Rev lever in the forward
Hence check the following:
mode, via the IQAN MDM unit: -
• Water in the tank
Using the scroll button, navigate to the
• Main water tank suction filter measure function. Carry out set-up procedure
SP4 Page 84
• Check power to and the operation of the
cloudmaker water supply solenoid Carry out Test Procedure TP4 Page 74.
mounted on the rear face of the cab.
If NO – Refer to the IQAN Section No Water to the
Chapter 7 and in particular the Truth
Table (Page 170) to ensure that the Front Sprays
system is set correctly.
• Using the MDM measure Confirm the following are correct: -
channel, ensure that the
• Sufficient water is in the main rear tank.
fwd/neu/rev lever; trans/work
1/work 2 switch are seen to be in • Machine is in ‘Work Mode 1’.
the correct position by the MDM
• Fwd/Neu/Rev lever selected to ‘FWD’.
• Using the MDM measure
• Rotary Pump is switched to position 1 or
channel, ensure that the water
2.
rotary switch and the tracked IN
sensor are seen in the correct • Tracking is in and complete.
position.
• Engine is running.
• Remove the water dispenser unit
(the white gauze that rotates) • Flow control Valve mounted in the cab
from the unit, does the unit now is OPEN.
rotate when switch on. If yes, the • Check the MDM measure channel
black plastic securing nut was on (voltage Inputs) to confirm that the low
too tight as it only need to be level water sensor is functioning
finger tight. correctly.
• If NO, check the wiring of the
unit as outlined in Chapter 11 Blocked Jets:
page 215. Disconnect and remove the water jet from its
• If the wiring is correct – change holder positioned above each brush
unit. Run water system and confirm there is a water
discharge from the disconnected connection. If
there is – jet(s) are blocked and should be
replaced. Also check the in line filter mounted
behind the jet.
66 Troubleshooting
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Blocked Water Tank Suction Check condition and integrity of all steering link
Strainer: arm bushes and king pins. Renew any worn or
Remove and clean the water tank suction loose components.
strainer. Replace as necessary. Place machine on jacks (all four wheels off
Run system and check for correct functionality. ground) and run machine. Turn steering wheel
a quarter of a turn and release wheel. If
Defective level sensor: steering wheel continues to rotate, the fault is a
defective power steering control unit. Replace
Disconnect the liquid level sensor at the unit.
bayonet connection adjacent to the sensor,
Steering is Difficult
which is mounted on the rear face of the water
suction strainer housing.
Connect the water sensor tester to the sensor to Turn
connector and confirm its operation. Change as
required.
Check that the correct specification of tire has
Water Pump Electrical Supplies: been fitted (size 155/70 R12C - 8Ply - Tyres on
4.5J rims).
Check the water pump 15 amp supply fuse
located in the fascia fuse box. Locate pin 30 on Check Tire pressures are correct 6.5 bar (94
the water pump relay mounted in the fascia of psi).
the cab. Check condition and integrity of all steering link
Connect a voltmeter between pin 30 (light arm bushes and king pins. Renew any worn or
green & red wire) and earth – 12 volts should loose components.
be seen. If no voltage is seen, check for a line Place machine on jacks (all four wheels off
break between the inline 15-amp fuse and the ground), run engine and turn steering wheel. If
relay. steering is still difficult and/or not smooth,
With parameters in the paragraph above suspect bearings in steering column.
correct, connect voltmeter to terminal 87 of the Check steering pump (engine mounted) suction
water pump relay and confirm 12-volts present. filter (located in the main hydraulic tank) is
If no voltage is found suspect water pump relay clean.
or power feed to the relay (terminal 85).
Suspect failure of steering pump.
If voltage at terminal 87 is correct check the
Engine will not start

earth wire mounted between the water pump
and the chassis is correct.
If earth wire is correct, water pump is defective.
Engine will not turn over
Steering Veers to Check battery condition and electrolyte levels.
the Left or Right Check battery terminal connections for
tightness (ensure that terminals are free of all
Check that the correct specification of tire has grease and mould build up. Ensure that battery
been fitted (size 155/70 R12C - 8Ply - Tyres on earth cable is securely earthed to the chassis.
4.5J rims) (max loading 750 kg). If no lights are illuminated on the panel when
Check Tire pressures are correct 6.5 bar (94 the ignition switch is turned to the auxiliary
psi). position, check 60-amp fuse (No 2) in the white
fuse box .
Also check for misaligned mudguards or a body
part fouling the steering rod(s). Connect a voltmeter between terminal 30 on
the ignition switch and earth and confirm a 12-
Troubleshooting 67
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volt supply. No reading indicates a break or Confirm that the electrical fuel pump is
poor connection between the 60-amp fuse / functioning correctly.
multi-plug connector/ignition feed relay.
If all of the above proves correct, change the
Disconnect the white/red wire at the starter fuel pump engine start relay or and/or the fuel
solenoid. Connect a voltmeter between the wire pump oil pressure relay.
end and earth and check for 12-volts when the
Refer to the Kubota engine workshop manual
ignition switch is turned to the start position. If
for possible engine defects.
no voltage is seen, a break in the wiring
between the start solenoid through the multi-
plug to the ignition switch has occurred. Unable to switch
Replace the starter motor. engine off
Engine Turns Over but will
not start Possible defective ignition switch – change
switch.
Check fuel supply i.e. fuel tank level, fuel filters Possible defective stop solenoid – change stop
for cleanness. There are two fuel filters, one solenoid
mounted on the engine and is a screw in
canister type. The second is an inline fuel filter
mounted adjacent to the fuel tank and is the Machine will not
first filter seen by the fuel as it leaves the fuel
tank.
climb hills
Check the 4-amp fuse (Fuel Pump) in fuse box
3 mounted in the cab fascia. Check that the machine is not in work mode 2
as this condition activates the front and rear
Check a 12-volt supply to the engine stop differential locking and may impede hill
solenoid (wire brown/pink) when the ignition is climbing.
in the auxiliary position and ensure that the
solenoid mechanism physically moves when Via the MDM display:
energised. Using the scroll button scroll to ‘Engine High
Connect voltmeter between the glow plug Power’.
terminal and earth and check for a 12-volt Press select.
supply when the ignition switch is in the glow
Scroll UP to increase engine speed to a
plug position. No voltage indicates a break in
maximum of 2800 rpm.
the cable /multi plug connector area and a low
voltage will cause the glow plugs not to work Press OK. Note that in this condition the Engine
correctly. Boost timer is activated for a maximum of 10
minutes.
Locate the Fuel Pump engine start relay in the
cab fascia. Using a voltmeter look for a 12-volt Drive machine up the incline and check
supply on pin 87a when the ignition is in the on performance.
position. No reading indicates a break in the
If machine fails to climb the hill, carry out the
white/purple wire.
drive motor leakage test procedure as per Test
Using the voltmeter look for 12 volts at pin 86 Procedure TP4 Page 74.
when the ignition switch is in the start position.
If incline is above 20% and the machine is a
If no voltage is seen, use the voltmeter at pin
2008 or before machine, consider fitting 130cc
50 on the ignition switch and again put the
drive motors to the rear wheels as they are
switch into the start position. No reading
fitted with 100cc motors as standard. All Jan
indicates a defective ignition switch, if a full 12
2009 machines (UK) and special requested
volts is seen, but not at pin 86 indicates a break
machines are fitted with the 130 cc motors on
in the circuit between to the two units.
the rear two wheels.
68 Troubleshooting
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Rear View Camera member of the left hand side) or a break in the
white wire power feed linking the relays.
(where fitted) does With the engine and the air con. switched on,
not work check for a 12-volt supply at the terminal of the
Green/Yellow wire (power feed to the air con.
compressor). No voltage indicates that the
If a camera fault occurs, you can normally system Safety Pressure Switch is defective OR
determine where the fault lies by turning on the that there is no refrigerant gas (system
power to the monitor. If the monitor screen is charging point under cab on right hand side) in
blue, this usually indicates that there is a the system and a specialised refrigerant
potential problem with either the camera or engineer will be required.
more likely a problem with the camera cables With the engine and the air con. switched on,
or connections. check for a 12-volt supply at the terminal of the
If the screen is black then this usually indicates Slate/White wire (power feed to the cooling
a problem with the monitor. fans). No voltage indicates that the system
Safety Pressure Switch is defective and a
Check the fuse located in the roof paneling.
specialised refrigerant engineer will be
Check 10-amp fuse in cab fuse box 3. required.
Check earth wire at monitor for integrity. NOTE
Check camera connections at rear of monitor; If there is no refrigerant charge in the system,
inside of Hopper door (behind screen); Left the pressure valve will not allow the
hand pivot point of the hopper and one in the compressor clutch to engage.
middle of the chassis lying adjacent to Fuel
Tank.
Air Conditioning
Air Conditioning System – Poor
System Inoperative Performance
Check heat exchanger (condenser) outlet fins
Check 30-amp main supply fuse and the 10-
on the rear left side of the cab for blockage or
amp compressor fuse (located in a twin fuse
damage.
holder under the facia on right hand side of
steering wheel). Confirm that both cooling fans (mounted on the
rear left of the cab) are operating. If either one
Check Evaporator blower earth for integrity
or both are not, disconnect the wiring loom plug
(located behind head rest).
(access via air con. cover on the roof). Using a
Confirm 12 volt feed to terminal 4 of the A/C multimeter at the supply plug and with the
on/off switch. engine running and the Air Con. system
Locate the two wiring connectors (located switched on:
under the roof panelling in the rear right hand Measure the voltage across the Black/Yellow
side of the cab), which have either pink and and Blue White wires (these supply cooling fan
green/yellow going in and two black/green No 1).
coming out OR pink and slate/white going in
Measure the voltage across the Blue and Black
and two blues coming out.
wires (these supply cooling fan No 2).
Using a multimeter check for a 12-volt supply at
In both cases, a 12-volt supply should be seen.
BOTH red wire terminals. No voltage (when the
engine and air con. are switched on) indicates If no voltage is recorded in either one or both
either a defective relay (located on cab cross checks – locate relays (two) which are situated
on the left hand side of the cab cross member
Troubleshooting 69
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(under fascia). Look for two adjacent relays, hopper raise/lower) are available, suspect a
which are linked by a slate/white wire on defective drive pump.
terminal 86 of both relays.
If machine cannot be driven forward or reverse
Using a multimeter look for a 12-volt supply at and there is no auxiliary hydraulics, suspect a
terminal 86 on the relay with TWO slate/wire drive coupling failure.
wires connected. The fault will be a poor
connection, broken wire, defective relay, or RTC – Not Connected
defective cooling fan between the first relay and
the fan. Remove MDM from housing
Also carry out procedure in previous section – Check 4-amp fuse on dash.
“Air conditioning system inoperative”.
Is there any temperature control via the Cab Interior Light -
temperature thermostat – if no, suspect a
defective thermostat.
Defective
Suspect a refrigerant leak, which will require a Check 2 amp fuse behind roof panel and bulb.
specialised refrigeration engineer.
Engine System Fault
MDM Display – IQAN Check the air filter for blockage.
Alarms Check Filter minder connection and filter
minder for damage.
Transmission Disabled Check Hydraulic Oil temperature – if oil is hot
see page 63.
This is normally a default setting where the Check Engine Temperature – if engine is
fwd/neu/rev lever has been left in forward when running hot see page 64.
the machine is about to be started. Returning
the lever to the neutral position should clear the
alarm. Engine Over Temperature
If problem still exists, using the MDM unit scroll Check reading on in-cab temperature gauge, if
to the measure screen. Select inputs, select reading high:
Digital IN and then using the scroll up/down,
scroll to the fwd/neu/rev switch and select Check engine coolant level and mixture.
fwd/neu/rev - neu. Check radiator clear.
Ensure that the lever is in the neutral position Check fan belt tight.
and confirm that the MDM reading is showing
HIGH. If the reading is LOW this indicates a Check engine oil level.
defective lever.
If in cab temperature gauge reads
normal: -
MDM Indicates – Forward
Transmission Low Disconnect IQAN temperature sensor (on
engine) at plug.
Check pressure transducer connection for If MDM alarm now disappears, change engine
integrity. temperature sensor.
If the machine can be driven forward and
reverse as normal – change the transducer. Hydraulic Oil Temperature
If the machine cannot be driven forward or Check sight glass temperature indicator, if
reverse as normal, but auxiliary hydraulics (i.e. reading high: -
70 Troubleshooting
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Check Hydraulic Oil level. Two double short pulses – Indicates that the
XT2 has a high internal temperature. If ambient
Check oil for contamination.
is below 45 C suspect internal fault within the
XT2. Change unit.
If sight glass temperature reading is
normal: - Three double short pulses – Indicates that
the XT2 can not communicate with the MDM
Disconnect hydraulic tank sensor at sensor
unit – Suspect a connection error either at the
plug, if warning disappears, change sensor.
MDM or XT2 unit with regard to the
communication cable.
Engine & Hyd. Oil
Temperature Four double short pulses – Indicates an
internal component failure of the XT2 unit.
Change XT2.
Carry out procedures in paragraphs above.
Five double short pulses – Indicates that the
XT2 – AO & A1T

XT2 is having difficulty in either identifying or
communicating with a system sub component.
Alarms Check all machine functions to narrow down
area of defective. Inspect relative sensor.
Continuous short rapid pulses – Indicates a
Under normal operating conditions, the XT2 software fault within the XT2 unit. Contact
unit should have a slow double pulse on the manufacturer or change XT2 unit.
yellow light adjacent to the green power on
indication. The yellow light will blink red if a
fault is detected and the number of red pulses
seen indicate the problem area.
XS-AO Alarms
Status - Blink (LED for Heart (B) and arrow (C)

Figure 3-1 XT2 status lights. flashes alternately)
Two short red pulses – Indicates either an
input or output voltage error to/from the XT2
unit. Suspect a wiring short the location of
which should be indicated on the MDM unit via
a pin location number.
Troubleshooting 71
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Normal (no errors)
Front or Rear Wheel
Error Code Error Blink (LED for heart (B) is out and LED
Spins
for arrow (C) flashes with a green light)
1 I/O & Voltage Front and rear differential locking is only

errors activated in the work mode 2 condition and is
always activated to both front and rear wheels
High and never separately.
2 Temperature
Locate the relevant flow divider valve fitted into
the transmission manifold.
3 CAN Error
Remove the valve and check the seals and
valve for freedom of movement. Change as
Hardware
4 required.
error
I
Two short single pulses - Indicates either an

input or output voltage error to/from the XS unit. Excessive or uneven
Suspect a wiring short the location of which
should be indicated on the MDM unit via a pin Front Tyre Wear
location number.
Two double short pulses – Indicates that the Check that the correct specification of tyre has
XS has a high internal temperature. If ambient been fitted (size 155/70 R12C - 8Ply - Tyres on
is below 45 C, suspect internal fault within the 4.5J rims) Max loading 750 kg.
XS unit. Change unit Check Tyre pressures are correct 6.5 bar (94
Three double short pulses – Indicates that psi).
the XS can not communicate with the MDM unit Carry out wheel alignment procedure.
– Suspect a connection error either at the MDM
or XS unit with regard to the communication
cable. Street Washer –
Four double short pulses – Indicates an
internal component failure of the XS unit.
awaiting information
Change XS unit.
Radio/CD Player
Inoperative TEST PROCEDURES
Remove radio from mounting.

TEST PROCEDURE 1 (TP1)
– Checking a Solenoid
Locate the slate/pink wire.
Under Load
Locate in line fuse (0.5 amp) and check.
Check 10-amp fuse mounted in the cab fuse Where a solenoid valve is suspected to be
block. faulty the following tests should be carried out
so that the solenoid is under load during
Confirm power feed of 12 volts at the radio voltage measurement.
(slate/pink wire) and if correct change radio.
A solenoid test lead (EW197) can be used. This
special tool is available from your local Green
Machine Dealer.
72 Troubleshooting
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load. The values should be as per the table
below.
Current
Solenoid
Draw
S1, S3, S17, S20. 1.67 Amps
S2, S4, S5, S6, S7,
S8, S9, S10, S11, S12,
1.2 Amps
S13, S14, S15, S16,
S18, S19
Table 3-1 Solenoid current draw
Figure 3-2 Test lead EW197. TEST PROCEDURE 2A

Please note that simply unclipping a solenoid (TP2a) – Checking the
lead and measuring the voltage across the Auxiliary Pump for Full
terminals is not a sufficient test. Pressure Capability.
This is because if there is a bad contact in the
supply circuit (for example due to burnt-out pin Set up machine in work mode 1 condition and
connections) this will not show up, since a run engine.
voltage meter draws only a tiny current. Put the Fwd/Neu/Rev lever into forward drive
Connect the test lead by disconnecting the (brushes and nozzle should lower and brushes
solenoid Packard connector from the relevant should rotate if the brush potentiometer switch
solenoid valve. The test lead should now be has been rotated off the minimum).
connected between the 12-volt supply and the Using either left or right hand brush in/out
solenoid female connector, hence remaking the joystick, operate joystick to drive brushes in
circuit. AND HOLD the joystick in this position.
Connect a volt meter, set to 20 volts full range With the brush(s) in the retracted position, the
scale reading, to the two free leads on the system PRV should be heard lifting (210 bar).
solenoid test loom.
For confirmation, a test gauge can be
Operate the solenoid and measure the voltage connected to test point TP1 or TP2 and the
being received by the solenoid. paragraphs above repeated, full system
The voltage should be between 10.5 volts and pressure can then be measured.
15 volts. A lower value indicates that there is a A low pressure indicates a worn pump.
bad contact somewhere in the supply circuit. A However, Test Procedure TP2B below should
poor wiring connection may cause this. It is be carried out to eliminate the possibility of a
also important to remember that solenoids S2 problem within the motor manifold.
and S3 are proportional valves. Therefore by
carrying out this test, the solenoid(s) will either No pressure or very low pressure AND no
be fully open or fully closed as there is no machine drive, indicates a failed drive coupling.
proportionality check within this test.
If the voltage reading is correct remove and
inspect the hydraulic valve attached to the
solenoid valve being tested. Check for valve
seizure, seal failure, and contamination of the
valve.
You can also use a multimeter to measure the
current draw through the solenoid when under
Troubleshooting 73
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TEST PROCEDURE 2B TEST PROCEDURE 3 (TP3)
(TP2b) – Checking the – Checking the Auxiliary
Auxiliary Pump for Full Pump for Full Flow
Pressure Capability Capability
(where TP2A cannot be
used). Set machine to a Work Mode 1 configuration.
Run engine.
Disconnect the pressure IN hose to the Motor Set fan speed (potentiometer) to maximum.
Manifold at point ‘P’ of the manifold.
Monitor fan speed on MDM display (2800 rpm).
Blank off manifold at point ‘P’.
Fan Boost indication should be displayed on
Connect a test gauge (0 to 350 bar (0 to 5145 the MDM screen.
psi) range) to the end of the open hose.
Run machine for 3 to 5 minutes in this
Run engine and monitor pressure. FULL configuration monitoring fan speed for stability.
pressure (250bar) should be seen.
A stable speed of 2800 rpm confirms the
Do NOT run machine in this condition for any integrity of the Auxiliary Pump, Hydraulic Filter,
longer than is absolutely necessary. Unloader S1 , fan accumulator and motor
A low pressure indicates a worn pump. manifold PRV.
No pressure or very low pressure AND no
machine drive, indicates a failed drive coupling. TEST PROCEDURE 4 (TP4)
– Checking the Drive
TEST PROCEDURE 2C Pump & Drive Motors for
(TP2c) – Checking Internal Leakage & Drive
Auxiliary Pump for Full Pump Servo Solenoids.
Pressure Capability &
Motor Manifold Integrity. NOTE – Before proceeding further check
that the Emergency Relief Valve
mounted on the inner face of the drive
Disconnect the pressure OUT hose from the pump is closed. (see Figure 1-11 on
motor manifold at point AP and blank hose end. page 19). Also, note that this is a 900
valve. When the flats on the valve are
Connect a test gauge (0 to 350 bar (0 to 5145 horizontal, the valve is closed.
psi) range) to point AP.
Set machine to Work Mode 2 and the Testing the drive motors
Fwd/Neu/Rev switch in the neutral position. Position machine wheels against a block (i.e. a
Operate the hopper raise switch – note that the high kerb).
hopper will NOT rise. Disconnect the motor leak-off hose and direct
When the hopper raise switch is activated, a full motor leak-off into a clean dry container
system pressure of 250 bar should be recorded (ensure that other end of disconnected hose is
at the test gauge. blanked off).
A low-recorded pressure (assuming Test Run engine, select Work Mode 1 or Transit and
Procedure TP2b has tested correct) indicates position the forward/reverse lever into forward
that either the motor manifold PRV is faulty – drive.
remove, inspect, reset/replace as required. Or Using the IQAN escape (esc) button select
Unloader Valve No 1 (S1) is faulty – carryout ‘Measure’.
Test Procedure TP1.
Select F1 – ‘Inputs’. And then select ‘Voltage
Inputs’.
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Using the Scroll Button, scroll down to ‘Fwd Testing the transmission pump
Trans. Pressure’. internal leakage rate.
Select the F1 Button Disconnect the transmission pump leak off and
direct hose into a clean dry container. (Ensure
Select F1 button again which will give a that other end of disconnected hose is blanked
pressure reading in Bar off)
Slowly and carefully increase the engine speed Run the engine at idle (1150 rpm) with the
that will drive the machine against the wheel forward/reverse drive lever in neutral.
blocks.
Hold this condition for one minute after which
Monitor the pressure reading on the IQAN until measure the quantity of oil in the container. Up
a pressure of 190 bar is reached. to a maximum of 6 to 7 Lts/min (1.8 US gals) is
Hold this position for one minute and monitor acceptable
the oil discharging from the motor leak off hose.
A leakage of oil up to 5.5Lts/min in this Drive Pump Servo Solenoids and
condition is considered acceptable. Solenoid Posts
Carry out the above test on all drive motors to Unscrew the solenoid end cap
establish their internal leakage rates and Pull the solenoid off the solenoid post. If the
therefore condition. solenoid is seized onto the post it is possible
An alternative method of checking the drive that this will contribute to poor drive
motors integrity is to remove the hydraulic characteristics.
supply and return lines at the transmission Clean the internal face of the solenoid and
manifold for three of the drive motors and fit lightly grease with dielectric grease.
blanks at the connections on the transmission
manifold. (Figure 6-12 Transmission manifold – Left
Side and Figure 6-13 Transmission manifold – Right
Side).
Jack the vehicle up off all the drive wheels and

ensure that the vehicle is safe.
Release the hand brake and check that all
wheels turn freely.
Start the engine, select transit mode and select
forward on the fwd/neu/rev lever.
With three of the four wheels blanked at the Figure 3-3 Solenoid post.
transmission manifold, when the accelerator With the solenoid coil removed a pair of flats
pedal is slowly depressed only one wheel will be seen on the post adjacent to the servo
should rotate. Using a suitable bar, careful try unit
and stall the rotating wheel, a wheel that is
stalled easily indicates a worn drive motor, Remove the solenoid post using a wrench on
which should be changed. It should be noted the flats only and inspect the internal plunger
that just one worn drive motor can affect the for freedom of movement.
vehicles overall drive characteristics If the internal plunger is found not to be free it
dramatically. should be replaced with a new unit.
Carryout the above process for each wheel in On reassembling the post and solenoid it is
turn. important to ensure that the post and internal
service of the solenoid is clean and free of any
debris and lightly greased before re-assembly.
On final reassembly the solenoids and servo
unit should be fitted with their protective covers
Troubleshooting 75
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to ensure that the solenoids are protected from TEST PROCEDURE 5B
excess debris and water.
(TP5b) – Static testing of
TEST PROCEDURE 5A the Tracking Function
(TP5a) – Static testing of (with vehicle speed
the Tracking Function sensor input)
(without vehicle speed Jack machine up on to proprietary axle stands
sensor input) ensuring that all four wheels are off the ground
and that the machine is correctly and safely
Jack machine up on to proprietary axle stands supported.
ensuring that all four wheels are off the ground Select Work Mode 2 and confirm that the
and that the machine is correctly and safely Fwd/Neu/Rev lever is in Neutral.
supported.
Start engine and raise hopper to its maximum
Select Work Mode 2 and confirm that the position.
Fwd/Neu/Rev lever is in Neutral.
Shut down engine and fit Hopper safety Prop.
Start engine and raise hopper to its maximum
position. Disconnect cab lock down (located on the rear
right face of the cab – painted yellow) and tilt
Shut down engine and fit Hopper safety Prop. the cab forward.
Disconnect cab lock down (located on the rear Confirm that the Fwd/Neu/Rev lever is in the
right & Left face of the cab – painted yellow) neutral position and Work Mode 2 is still
and tilt the cab forward. selected.
On the Auxiliary manifold (located on the right Ensure that that ALL vehicle tyres are free
hand side of the machine behind the cab), from obstruction and that no personnel are
identify tracking in and out solenoids (S15 and close. Ensure that warning signs are posted
S16) and the hopper raise and lower solenoids around the vehicle indicating a danger and
(S9 and S10). restricted access.
Disconnect the power cable to solenoid S10 Confirm the position of the front axle and be
(Hopper Down) and solenoid S16 (Tracking aware that the tracking may start to move when
Out). Connect the power cable from solenoid the engine is started. Start the engine.
S10 into solenoid S16.
Select forward drive on the Fwd/Neu/Rev lever.
Disconnect the power cable to solenoid S9
(Hopper Up) and solenoid S15 (Tracking In). Depress the accelerator pedal to give a vehicle
Connect the power cable from solenoid S9 into speed of 5 mph (8kph) as indicated on the
solenoid S16. MDM display. NOTE – If handbrake adjustment
is too tight, the rear left hand wheel may not
You should now have the hopper raise/lower rotate and therefore affect the test.
solenoid power cables (S9 and S10) connected
to the tracking in/out solenoids (S15 & S16). By now switching between Work Mode 2 and
The original power cables to the tracking in/out Transit and ensuring that the vehicle speed is
solenoids (S15 & S16) should be hanging free. indicated at approximately 5 mph (8kph), the
tracking can be tracked in and out.
With Work Mode 2 still selected and the
Fwd/Neu/Rev lever in neutral, start the engine.
Ensure that no one is in close proximity of the
front wheels, as they will extend out during this
test procedure.
Using the hopper raise/lower switch in the cab,
the tracking can now be checked for both
tracking in and out functionality.
76 Troubleshooting
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TEST PROCEDURE 6 (TP6) pedal movement. See pedal calibration
- Checking ‘Voltage In’ procedure SP3 –below.
Data using the Measure
channel
The following inputs can be checked using the
Measure channel in the MDM:
Pedal Input (%) (Voltage Input) Transit/Work/Brush Lift Switch -
(Digital)
Transit/Work/Brush Lift Switch - On Cab
A-Post (Digital input) The Mode Selector switch is supplied with a 12
Vd.c. supply. The voltage returned from the
Tracking Input (mV) (Current Output) Mode Selector switch to the XS-AO, is
dependant on switch position. When using the
Temperature - Engine & Hydraulic (mV) MDM a digital signal of HIGH or LOW will be
(Voltage Inputs) seen.
Forward/Neutral/Reverse Joystick Switch The switch value should be:
– On Armrest (Digital input) Transit – HIGH when transit selected and
LOW when not selected.
Forward Transmission Pressure Sensor
(Bar) (Voltage Input) Work Mode- HIGH when Work Mode 1
selected and LOW when not selected
The Channel Type, Channel Name, PIN
Number & Measured Value are displayed for Brush Lift- HIGH when Work Mode 2
each of the above inputs. selected and LOW when not selected
You can switch between the actual voltage and
the scaled value reading by pressing
‘MV/SCALED’ (F1).
Tracking Input (mV)
Navigate through the system to the Measure
When the tracking sensors are activated, the
Menu.
tracking input will show 2700 mV. Not activated
will show 0 mV.
The sensors have a 12V battery supply (around
14V with engine running) and feedback signal.
You can now browse the various lists using
Tracking In Activation
‘UP/DN’ buttons to select the required input
type – Voltage, Frequency, Digital or E-Gas. Fwd/Neu/Rev lever to be in Forward
Mode switch to be in Work mode 1
Vehicle speed to be above 5 km/hr. (3 mph).
Tracking input to XT2-AO, pin C1: 23, to be 0
volts.
Select – Voltage In. When in Work mode and the axle is fully IN, the
XT2 unit will get a 12-volt feedback from the
LHS sensor. When this feedback is seen,
Pedal Input (%) normal operation in Work mode is allowed. It
should be noted that as long as a 5-volt
The pedal % should be around –0.2% with no
feedback is seen by the system, the work mode
pedal movement and around 97.5% with full
function would be allowed to commence.
Troubleshooting 77
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Tracking Out Activation Hydraulic Temperature Switch (Closed) -
Fwd/Neu/Rev Selector switch to be in Forward 1500 to 1700 mV
Mode switch to be in Transit Engine & Hydraulic Oil Temperature Switch

(Closed) - 1800 to 2200 mV
Vehicle speed to be above 5 km/hr (3 mph)
Engine Temperature Switch (Closed) -
Tracking input to XT2 - AO, pin C1: 22, to be o 3100 to 3400 mV
volts.
When in Transit mode and with the axle fully Forward/Neutral/Reverse Joystick
OUT, the XT2-AO unit will get a 12-volt Switch – (Vdc)
feedback from the RHS sensor. The direction switch is supplied with a 12 Vd.c.
When this feedback is seen, normal operation supply. The return voltage from the direction
in Transit mode is allowed. It should be noted switch to the XS-AO is dependant on switch
that as long as a 5-volt feedback is seen by the position.
system, the transit mode function would be Dependant on the position of the switch a
allowed to commence. return (Input) digital signal (12 volts) will be
returned down the respective line: -
Temperature - Engine & Hydraulic
(mV) Forward – C1:12
The temperature control circuit operates under Neutral – C1: 13

exactly the same principles as the Mode Reverse – C1:22
Selection and direction switches.
If the digital return voltage is below 11.5 volts ,
There are two separate temperature switches an error will appear on the display showing a
fitted, one on the Engine and one on the low voltage input.
Hydraulic Tank.
These temperature switches are Normally Forward Transmission Pressure
Open and Closed at a pre-determined Sensor (Bar)
temperature. (Hydraulic Oil Temperature 95°C The pressure on the transmission system can
and Engine Temperature 115°C). Browse be checked by applying the footbrake to
through until you reach the Temperature – deadhead the machine.
Voltage Input. This should have an mV reading With the machine on idle and standing still with
on the right hand side of the display. no engine load, the pressure will be
The mV value will vary depending on the switch approximately 13 bar.
conditions. Checking the various switches:
First bridge out the connections to the Engine
Temperature Switch. Bridge out the Hydraulic
Oil Temperature Switch connections and take a
note of this reading. Remove the Engine
Temperature bridge and take a note of this
reading.
The voltage value should be:
Figure 3-4 Measuring transmission pressure.
Hydraulic Temperature Switch (Closed) - 1652
mV Approx. With the machine in forward transit and the
emergency footbrake fully applied, the pressure
will rise to around 270 bar when the accelerator
Engine Temperature Switch (Closed) - pedal is fully pressed. It is very important to
3284 mV Approx. keep the emergency foot pedal fully applied
until the pressure has reduced back to the idle
The acceptable range for the switch setting
value.
is:
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Checking ‘Frequency In’ MDM to calculate the fan (impeller) speed for
Data using the Measure the display.
channel
The following inputs can be checked using the
Measure channel in the MDM:
Engine Speed (rpm) Vehicle Speed (rpm)
A speed sensor is mounted in the left hand rear
Vacuum Fan Speed (rpm)
wheel hydraulic motor. This sensor provides
Vehicle Speed (rpm) data for the MDM to calculate the vehicle speed
for the display.
The Channel Type, Channel Name, PIN
Number & Measured Value are displayed for
each of the above inputs.
Menu. This section allows the measurement of
various inputs & outputs connected to the two Checking ‘E-Gas Position’
XT2’s and XS modules. using the Measure
channel
Press F1 to select – Inputs The E-Gas position can be checked using the
Measure channel in the MDM. The Channel
Type, Channel Name, PIN Number &
Measured Value is displayed.
You can switch between the actual voltage and
You can now browse the various lists using the scaled value reading by pressing
‘UP/DN’ buttons to select the required input ‘MV/SCALED’ (F1).
type – Voltage, Frequency, Digital or E-Gas.
Select – Frequency In
Menu. This section allows the measurement of
various inputs & outputs connected to the XT2
and XS modules. Press F1 to select – Inputs.
Engine Speed (rpm)

A Hall Effect sensor mounted on the engine
flywheel housing is used to provide data for the You can now browse the various lists using
MDM to calculate the engine speed for the ‘UP/DN’ buttons to select the required input
display. type – Voltage, Frequency or E-Gas.
The minimum idle speed in the transit condition Select – EGAS Position
is 1100 rpm and 1450 rpm in the work mode.
E-Gas Position (%) - Feedback position of the

E-Gas actuator lever. The working area of the
Vacuum Fan Speed (rpm) E-Gas actuator lever should be between 10% &
A hall effect sensor mounted on the fan drive 90% of its travel.
bearing housing is used to provide data for the
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Module information – MDM
XS & XT2 Temperature &
Voltage information
The MDM can also be used to measure
diagnostic information on the MDM, XS
and XT2 Modules. Note: VRef A & B will normally show a value
around 5V. VBat will normally be around 12V.
MDM Internal Information To obtain the correct

TEST PROCEDURE 8 (TP8)
display – Information / Modules / Up/Down for – Checking a Diode.
MDM or XT2 / Status & Internal.
Check Multi-meter is set to continuity.
Confirm that the red positive lead and the black
negative lead are connected correctly to the
multi-meter. If in doubt, check with multi-meter
Internal Temperature (-40 to +80 °C) handbook.
Supply voltage (12V) To correctly test a diode it must not be in a
Utilization [%] circuit with other electronic components. The
symbol for a diode within any
electronic/electrical circuit is: -
Place the multi-meter red lead on one end of

the diode and the black multi-meter lead on the
other end of the diode.
A deflection on the meter scale will indicate that
XT2 Internal Information – there is a flow path from the red lead to the
black.
Internal Temperature (-30 to +70 °C) Reverse the red and black leads there should
be no indication on the meter scale. This
Power Supply (12V)
therefore establishes the correct flow through
Reference Voltage A (5V) - Used by E-Gas the diode.
Actuator, Engine & Hydraulic Temperature
If a scale deflection is recorded in both
Switches and the Tracking Relay
directions, the diode is defective
Reference Voltage B (5V) - Used by Foot
Pedal, For/Neu/Rev Switch, TEST PROCEDURE 11
Transit/Workmode/Brushlift switch and Water
Level Sensor
(TP11) – Checking Water
Level Sensor (ES289).
Disconnect circuit from wiring loom connector.
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Establish the correct orientation as per the Check MDM Software Version
figure below. Turn the ignition to the on position (do not start
engine). From the MDM Start Up Screen using
the scroll button, scroll the down until the clock
is displayed. Note the software version
indicated in the bottom left hand corner of the
screen.
Low Speed Idle (LSI) limiting screw

setting
A
Figure 3-5
Set the multi-meter to continuity check.
Start the procedure by inserting the meter red
lead on to pin location A and the black lead into
location B and C in turn noting the reading as
per the table in fig 6. Locate the red cable into
B
terminals B and C in turn checking the other
terminals with the black lead.
Figure 3-6
A – E-Gas Actuator
A B C
B – Linkage Rod
A - 1 1 Disconnect the linkage rod (connected between
B 1 - 1 the E-gas and the engine Fuel pump at either
the pump or E-gas end).
C 1 1 -
Start the engine and allow it to warm up.
A meter reading of 1 indicates a full resistance

and that the circuit being tested is correct. Any
other reading shown on the multimeter
indicates a circuit fault within the unit. Change
unit.
Disconnect and remove the low level sensor
and, using the test kit AT028 (Fig2.8, page 23),
carryout the test procedure outlined on the test
kit.
A
Setup Procedures
Figure 3-7
Calibrating the Engine E- A – Idle Screw
Gas Actuator (setup
procedure SP2). Push the throttle lever (attached between the
E-Gas and the engine fuel pump) back against
Prior to carrying out an automatic E-Gas set-up on the Low Speed Idle (LSI) screw (on the fuel
the actuator, it is important to carryout the following pump) and note the engine rpm on the RPM
paragraphs: - counter located in the cab or via the MDM unit
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(Press ESC, using the scroll button, scroll down Calibrating the E-Gas actuator – E-
to the MEASURE Screen, Press ‘F1’, Scroll gas Auto Set-up
down to ‘FREQUENCY INPUTS’, Press ‘F1’, Start the engine ensuring that the
scroll to ‘ENGINE RPM’). FWD/NEU/REV lever is in Neutral.
Confirm the idle speed is at the correct setting
in accordance with the IQAN software version
(900 rpm). If the rpm is incorrect, unlock the
lock nut on the LSI screw and adjust the idle
screw accordingly. Reset the lock nut.
Now check the maximum speed setting by Figure 3-8
pushing the throttle lever all the way to the Press the escape button and then using the
maximum speed stop. Note the engine speed, scroll button on the MDM, scroll to the
which should be 3120 rpm. Properties Screen.
IMPORTANT NOTE Press the F3 button and the Password screen
If the idle rpm is set HIGHER than the software will appear.
version requirements or if the maximum speed
setting is too low, then the IQAN automated
start up sequence on ignition start up will not be
able to carry out its initialisation of the E-gas
correctly.
Figure 3-9
Linkage Rod Assembly Length The MDM will now request a password. The
The linkage rod length is essential. Locate the password is only required once, enter the
alignment marks at each end of the rod on the password to gain access. Ensure that the
outer face of the rod ball joints. password is kept secure. You will then have
access to a strictly controlled area and caution
Measure the length between the two marks.
is strongly advised. Only persons with
The distance must be 350mm.
adequate training should enter this area of the
control system.
Press the F3 button again and then using the
scroll button, scroll down to the ‘EGAS’ Screen
and press the SELECT button.
If the measured length is incorrect, slacken one

of the link rod lock nuts, adjust the rod to the
correct length, and then retighten lock nut.
Linkage Mounting Position Figure 3-10

It is also important to ensure that the linkage Press the Select Button (F1) on the BOSCH
rod is mounted on the underside of the E-Gas Actuator Screen. This will bring you to the Auto
lever and on the outside face of the centre hole set-up screen.
of the 3 holes on the fuel pump throttle lever. During the next part of the procedure the E-Gas
This will mean that the E-Gas lever is will drive the engine speed, via the fuel pump,
approximately in line with the body ensuring through the full engine speed range, hence it is
that there is sufficient free travel in the E-Gas essential that the engine compartment is clear
Controller. of all personnel.
82 Troubleshooting
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Use the UP/ DOWN Keys on the MDM unit to
cursor around the MDM menu loop to the –
Properties Menu. Press F1 to select INPUTS.
Figure 3-11
Select the START button (F1) on the E-Gas
Auto set-up screen. The machine will then go
Figure 3-144
through a cycle to plot the servomotor position
against the Engine Speed. This operation can A password will be required if the properties
be cancelled at any point should there be a menu has not already been accessed with
problem. either the E-Gas or Forward/Reverse Solenoid
calibration procedures.
Press the F1 key to select the Inputs Menu.
The UP/ DOWN keys can be used to switch
between the four different inputs into the
system: Voltage Input, Digital Inputs,
Figure 3-12 Frequency Inputs & E-Gas Input.
The screen will display a reading in brackets on
the top RHS of the display which shows the
engine RPM. This reading should vary
throughout the cycle. The large reading is the
percentage of throttle actuation. The MDM will
cycle the E-Gas through 0% - Set Value to Figure 3-155
100% Set – Value, 10% - Set Value, 20% - Set
Value, 30% - Set Value etc… If the cycle is Press F1 to select calibration of the Voltage
running and NO Engine Speed increase is Inputs.
detected press Cancel and start again. Check Using the UP/DOWN keys, you can navigate
the position of the LSI screw and linkage as through this menu system to select the
described in the section above if the auto set- appropriate input that requires calibration.
up does not operate. Press F1 to select calibration of the Electronic
The MDM will put a prompt message on the Foot Pedal Input.
display to advise that the Set-up process is now
complete press F1 to OK. Remember that if
you do not press OK at the end of the setup, Calibrating pedal minimum setting:
the procedure will be lost and will need to be
repeated.
Figure 3-166
Calibrating the Electronic The large number (mV) on the right hand side
Foot Pedal (setup of the screen displays the voltage that is being
procedure SP3). sent from the foot pedal to the XT2 module.
This reading is the minimum input value from
the foot pedal.
The preferred setting is to have the top right %
value, in the square brackets, between 0.0 and
-0.2%. If required adjust the ‘mV’ value to
achieve the preferred value of 0.0% to -0.2%.
Figure 3-133
Troubleshooting 83
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The typical value, in production, is around Use the UP/ DOWN Keys on the MDM unit to
1590mV. cursor around the MDM menu loop to the –
Properties Menu.
To adjust and/or confirm the minimum input
value, press F1 to SELECT, if required, use the
up/down keys to achieve the correct valve.
To confirm the minimum value, Press F3, (Set
Min) this will log the value and use this as the
zero point. Press F1 (OK) to save this setting. Figure 3-188
Once the zero reference has been set, the Press F2 to select OUTPUTS.
maximum reference must also be set. Use the
UP/DOWN Key to move to the Pedal Input Max A password will be required if the properties
screen. Again, a real time mV value is shown. menu has not already been accessed with
Press F1 to select the calibration of the either the E-Gas or Foot Pedal calibration
maximum value. procedures.
Calibrating pedal maximum setting:
Figure 3-19
Select F2 for OUTPUTS and then F1 to
Figure 3-177 SELECT Current Out.
Press the control pedal fully to the floor. We have two current outputs available for
Ensuring the pedal is fully depressed, press F3 calibration, the forward solenoid coil and the
(Set Max), this will log the maximum value and reverse solenoid coil.
use this as the maximum point. The value in
the brackets, top right will be 100%. ‘SELECT(+)’ [F1 button] is the reverse solenoid
The preferred setting is to have the top right % ‘SELECT(-)’ [F2 button] is the forward solenoid
value, in the square brackets, between 97.0
and 98.0%. Use the up button to adjust the Calibrate the forward solenoid coil
‘mV’ value to achieve the preferred value of The system has a minimum current default
97.0 to 98.0%. The typical value, in production, setting of 300mA.
is around 3382mV. Press F1 (OK) to save this
setting. In order to improve the bite point when the
machine starts to move, with no increase in
Note: - If this setting is set at 100% or above, engine revs, this minimum setting needs to be
the machine may have power loss when the adjusted. This is due to build variations.
pedal is fully depressed.
The Electronic Foot Pedal is now set. Press the
Esc Key to go back to the main menu system.
Calibrating the
Transmission Pump Figure 3-190
FWD/REV Solenoid Valve Press ‘SELECT’ and using the Up/Down

buttons, reset the minimum to 200mA. Press
(setup procedure SP4). OK (F1) to store the new minimum value.
Position the vehicle on a flat area and start the With the machine in the Transit mode, select
engine. forward drive.
Carefully press the foot pedal until the machine
starts to move and note the mA value displayed
84 Troubleshooting
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between the square brackets [***] on the top
RHS of the screen. Speed Sensor Installation
Press ‘select’ and using the Up/Down buttons,
reset the minimum to the mA value, which was A
displayed between the square brackets when B
the machine started to bite forward. Press OK C
(F1) to store the new minimum value.
D
With the new calibrated minimum value, check
the bite point when the machine starts to move. E
The engine revs should remain the same. If the F
engine revs increase before the machine
moves, re-adjust the minimum value. If the
machine snatches, i.e. jumps forward, the G
minimum setting is too high, again re-adjust the
minimum setting.
Note: To understand the difference, it may be
worthwhile setting the minimum value to both H
200mA and 500mA and test the bite point at
both values. The low value results in high Figure 3-20
engine revs before the machine moves. The
high value results in the machine snatching A – Speed Sensor Body
when pulling away at idle revs. B – Alignment Nut
C – Lock Nut
Press Esc to go back to the select function D – Washer
screen. E – O-Ring
F – Speed Sensor Port
The same operation MUST be carried out to G – Housing
calibrate the Reverse Solenoid Valve. Follow H – Gear/Target Tooth
the steps above but at this screen Press F1 for
‘SELECT (+) to calibrate the REV SOLENOID. Also, ensure that the washer (D) and O-ring (E)
are up against the speed sensor body threads
SETUP PROCEDURE SP5 – as shown above.
Setting Up the Vehicle By hand, slowly thread the speed sensor body
Speed Sensor. into the housing (G) until the sensor touches
against the motor tooth (H) aligned in para. 1
The vehicle speed sensor (ES285) located in above. Care must be taken not to force the
the left hand rear drive motor must be inserted sensor against the aligned tooth as it may
and located correctly to ensure that the unit is damage the sensor. It is also essential to
not damaged and that the sensor provides the ensure that the O-ring (E) and washer (D) do
correct input for the IQAN system. not touch the housing (G). Figure 3-21 below.
With the machine correctly jacked so that the

rear left hand wheel is off the ground and with
the old speed sensor removed: -
Rotate the motor shaft until a gear tooth is
centered in the speed sensor port. This is
essential to ensure that the tip of the sensor is
not damaged.
Ensure that the lock nut(C) and threads on the
new sensor are clean and dry. Position the lock
nut against the alignment nut (B) as shown in
the figure below.
Troubleshooting 85
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Figure 3-23
Maintain the speed sensor body alignment and
tighten the lock nut to 8.5 – 14Nm (75 – 125
Figure 3-21
lb/ins).
Turn the speed sensor body out ½ turn anti
clockwise. Check the speed sensor body for correct
In addition, locate the notches in the alignment alignment and reset if not correct.
nut and rotate the sensor body anti clockwise Note
until the alignment notches are perpendicular to
the motor shaft centreline (90º +/- 5º) from the It is important to set the speed sensor in
motor shaft. Figure 3-22 and Figure 3-23. its correct alignment as an incorrect
signal may be generated from the unit if
set incorrectly.
A
SETUP PROCEDURE SP6 –
Setting the Hydraulic Anti
Burst Valves (Hopper
B
Raise/Low Rams)
Figure 3-22
A – Alignment Notch
B – Back Out
Figure 3-24 Anti-burst valve.

The valves are located within the relevant ports
of cylinders – Hopper Raise and Hopper Lower.
The valves comprise a housing with an M3 cap
screw and Nyloc Nut, an M3 washer (OD
9.5mm) and a small coil spring. The gap
86 Troubleshooting
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between the washer and the housing should be Establish the type of contamination
0.35mm to 0.40mm. Air – To confirm that air is the main
Remove the hose fittings from the port on the contaminate, fill a test tube with oil and allow
cylinder containing the burst valve. the oil in the test tube to settle for 2 to 3 hours
at normal room temperature. If air is present,
the lower portion of the test tube will clear and
the clear oil level will rise the longer it is left. In
cases where air is the main contaminate,
system flushing should not be necessary.
Water – To confirm that water is the main
contaminate, as the oil appearance can be very
similar to that of Air contamination, fill a test
tube with a sample of the oil. Using a candle
flame (or similar) hold the base of the test tube
about 10 to 12 mm (0.5”) above the tip of the
flame. If water is the main contaminate, a
popping and cracking sound will be heard from
the test tube as the water droplets within the oil
Figure 3-25 Special tool AT020.
expand and collapse.
Remove the burst valve (using an 11mm O.D.,
Debris – Normally a special oil debris tester is
6.5mm I.D. pin tool – available as special tool
needed to ascertain if there is debris such as
Part Number AT020).
metal particulate present and the level of the
Hold the valve to the light and check that the contamination within the system. The system
washer is sitting parallel to the housing. If the cleanliness should be to ISO 18/16/13 and if
valve is not sitting parallel the valve should be there is a component failure such as a motor or
either repaired or replaced. pump, or a motor or pump is experiencing
If the valve is parallel check the gap between accelerated wear, debris will be released into
the washer and the housing to ensure it is the system and may impair the operation of
between 0.35mm to 0.40mm. Adjust as system valves down stream.
required.
Contamination Source
Reinstall the valve and reconnect the hydraulic
hoses. It is of course essential to establish all possible
sources of the contaminants found in the
Carry out a functional check of the cylinder to system and to ensure that all rectification work
ensure correct operation. has been completed before any flushing and
Check system for leaks. system cleansing can take place.
It is also essential to establish a systematic
Hydraulic System Flushing approach to the flushing of any system to
Routine. ensure that the contamination is not spread
further throughout the system and that as many
The three main contaminates of any hydraulic potential system dead legs are flushed.
system are - AIR, WATER and DEBRIS.
Hence, dependant on the contaminate type and Heavy Contamination
the extent of the contamination will dictate the Place machine on axle stands, ensuring that all
extent of the flushing procedure required. This drive wheels are clear of the ground.
procedure is therefore a guideline to the
flushing process and should be viewed and Drain Oil from Hydraulic Tank
amended to suit the local situation. Using a lint free cloth, wipe out the inside of the
tank
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Check condition of the auxiliary pump tank and allow the flushing of both manifold
suction strainer (HC153) and the Steering galleries.
pump tank suction strainer (HC152). In cases
Run the flushing rig back up to temperature and
of heavy water contamination ‘gelling’ on the
then allow to run for at least 30 minutes. Stop
surface of the filter may occur. Change filters
flushing rig.
as a precaution as a blocked or partially
blocked filter could cause pump cavitations, Replace all hydraulic system hoses back to
which will cause the pump to generate further their normal positions.
debris into the system. Remove test lead EW193 and reconnect the
solenoids normal leads.
Using a stand alone flushing unit
Disconnect the steering pump suction hose at
Note that the standard system oil for the 636HS the tank and connect to the flushing rig outlet
hydraulic system is a high-grade diesel engine connection.
15/40 SAE oil. Whereas a standard hydraulic
flushing rig will normally have hydraulic oil such Disconnect the steering system return line at
as a light 32-centistokes oil. the tank and connect to the flushing rig inlet.
Hence post the flushing procedure, the flushing Run the flushing rig up to the normal operating
rig oil will need to be replaced. temperature and then allow to flush for at least
30 minutes. During the flushing process, the
Remove the HP Filter (HC058) and replace the steering wheel should be turned to full
housing fully i.e. no filter element fitted. deflection in both direction several times.
Disconnect the auxiliary pump suction at the Disconnect the steering hoses from the flushing
tank and connect to the outlet of the flushing rig and refit to the tank in their normal positions.
unit.
Check that all hoses have been reconnected to
Disconnect the oil cooler bypass hose their normal positions, that the original source
(mounted on top of the hydraulic tank) and of the contamination has been repaired and
blank hose and tank connector. that the tank lid is fitted and secured correctly.
Disconnect the main oil return at the return filter Using the filters from the Flushing Pack
and connect to the return side of the flushing (HC183) fit the filters into the HP filter housing
rig. and the return housing respectively.
Run the flushing rig ensuring that the flushing Fill the hydraulic tank to its normal operating
oil is brought up to normal operating level using good quality light 32 centistokes
temperature. Then run for at least a further 30 hydraulic oil.
minutes. Switch off flushing rig.
Run engine and allow hydraulic oil to come up
Remove the blank from the oil cooler bypass to temperature.
hose and allow hose to discharge into the
flushing rig tank. Again, run the flushing rig for Systematically operate each and every
30 minutes. Blank off oil cooler bypass hose machine function numerous times in all
again. directions one at a time.
Disconnect the system return hose to the return Stop engine and allow oil to cool.
filter from the flushing rig return and blank hose Drain oil from hydraulic tank and replenish
end. using good quality SAE 15/40 Diesel engine oil.
Connect flushing rig return line to point TP2 on Systematically operate each and every
the auxiliary manifold. machine function numerous times in all
Connect solenoid S1 – Fan manifold unloader directions one at a time.
(HV095) and solenoid S4 Auxiliary Manifold Drain oil from hydraulic tank and replenish
unloader to the machine main battery using the again using good quality SAE 15/40 Diesel
test lead This will energise both valves shut engine oil.
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Remove flushing filters and fit a new HP filter Replace both the auxiliary pump suction
and return filter strainer and the steering pump suction strainer.
Run system up to temperature and check Close tank and refill with good quality SAE
system for leaks. 15/40 Diesel engine oil.
Remove the return line flushing filter and
Flushing without a stand alone replace with a standard return filter (HC151).
flushing rig
Remove the HP flushing filter and replace with
Place machine on axle stands, ensuring that all
a standard HP filter (HC058).
drive wheels are clear of the ground.
Run system up to temperature and check
Drain Oil from Hydraulic Tank
system for leaks.
Using a lint free cloth, wipe out the inside of the
tank Light Contamination
Check condition of the auxiliary pump tank Place machine on axle stands, ensuring that all
suction strainer (HC153) and the Steering drive wheels are clear of the ground.
pump tank suction strainer (HC152). In cases
Drain Oil from Hydraulic Tank.
of heavy water contamination ‘gelling’ on the
surface of the filter may occur. Change filters Using a lint free cloth, wipe out the inside of the
as a precaution as a blocked or partially tank
blocked filter could cause pump cavitations,
Check condition of the auxiliary pump tank
which will cause the pump to generate further
suction strainer (HC153) and the Steering
debris into the system.
pump tank suction strainer (HC152). Change
Refill the hydraulic tank to its normal operating filters as a precaution as a blocked or partially
level using good quality light 32 centistokes blocked filter could cause pump cavitations,
hydraulic oil. which will cause the pump to generate further
debris into the system.
Remove the HP filter (HC058) and replace with
the equivalent filter from the flushing pack Refill the hydraulic tank to its normal operating
(HC183). level using good quality SAE 15/40 Diesel
engine oil.
Remove the return filter (HC151) and replace
with the equivalent filter from the flushing pack Remove the HP filter (HC058) and replace with
(HC183). the equivalent filter from the flushing pack
(HC183).
Run engine and bring the hydraulic oil up to
temperature. Remove the return filter (HC151) and replace
with the equivalent filter from the flushing pack
Systematically operate each and every
(HC183).
machine function numerous times in all
directions one at a time. Given that this is a Run engine and bring the hydraulic oil up to
dynamic flush post heavy contamination, care temperature.
should be taken not to over load the hydraulic
Systematically operate each and every
systems as damage may result to system sub-
machine function numerous times in all
components.
directions one at a time.
After each machine function has been cycled,
Continue until system is assessed as clean.
check the tank oil for contamination. If the
contamination is still heavy drain the hydraulic Remove the return line flushing filter and
tank and repeat until the contamination is replace with a standard return filter (HC151).
reduced to minor. Remove the HP flushing filter and replace with
Drain the tank, remove access cover, and using a standard HP filter (HC058).
a lint free cloth, wipe the tank clean and dry. A local decision should be made as to whether
the oil should be changed again.
Troubleshooting 89
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Check whole system for leaks.
end of chapter
90 Troubleshooting
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Chapter 4 Cab and Controls.
Gauges and Warning Lights
Operation
Multifunction lever switch
Figure 4-1 Multifunction lever switch.

The steering column multifunction lever switch
is similar to the ones used in cars.
Pushing the lever forwards or backwards Figure 4-2 Gauges and warning lights.
controls the turn signal indicators.
A – Fuel Gauge
Pushing the lever down controls the main beam B – Main Head Light Beam Indicator
(The lights will turn on only if the appropriate C – Parking Brake Indicator (Red)
column switch is on). D – Left/Right Indicator (Green)
E – Battery Charge Light (Amber)
Pushing the lever up flashes the main beam F – Engine Oil Light (Red)
whatever the position of the column switch. G – Engine RPM
The windshield wipers and washers and horn H – Engine Pre-heat (Amber)
are also controlled by the multifunction stalk. I – Engine Temperature
Engine Coolant Temperature Gauge

The in-cab temperature gauge is fed from a
sensor located on the engine thermostat
housing. (See page 103 for more details).
The gauge displays the engine coolant
temperature in Celsius up to 120C.
There is also a separate engine temperature
switch which will trigger an alarm in the cab if a
temperature above 115C is experienced. Again
see page 103 for more details.
Cab & Controls 91
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Engine Rev Counter & Hour Meter 10. Switching the ignition off locks the pulse
setting into the tachometer.
This unit has two functions, it allows the
operator to see how many revs the engine is
working at & it keeps an hours run reading.
Fuel Gauge
This reading records the amount of hours that
the ignition has been on, therefore how many The fuel gauge allows the operator to monitor
hours the engine has been running. This unit is the fuel being used by the machine, this unit is
connected to the engine speed sensor circuit, connected to a fuel level sensor, which is
the engine speed sensor is located on the left positioned inside the fuel tank.
hand side of the engine bell housing.
Indication Lights
Setting an Engine Rev Counter Engine Preheat: Illuminates when heater plugs
Tachometers can, from time to time, need are in use.
resetting, hence the following routine should be Oil Pressure Warning: Once Engine started
adopted: goes out, if engine pressure drops, will
illuminate to warn driver.
1. Connect the tachometer to the control panel
wiring loom. Alternator/Charge Light: Once Engine has
a. Connect the Red/Black wires to the started goes out, if Alternator stops charging
illuminating lamp holder positive due to fault, light will come on to warn driver.
terminal.
Turn Signal Indicator: Will illuminate when
b. Connect the corresponding black
earth wires to the negative terminals
multifunction lever is used.
on the lamp holders. Parking Brake: Will illuminate when parking
c. Connect the red wire to terminal No. brake is applied.
5.
d. Connect the green/orange wire to Headlight Main Beam: Will illuminate when the
terminal No. 4. headlight main beam is in use.
e. Connect the black wire (earth) to
terminal No. 3.
f. Connect the orange/black wire to
Arm-rest controls
terminal No. 8
2. Press the push button on the rear of the
tachometer (below connecting terminals)
and hold in, then switch on the ignition.
3. Select PULSE by releasing the button whilst
PULSE is displayed.
4. After selecting the PULSE function, the
display will show ‘P 100.00 ‘(this indicates a
pulse rate pulses per engine revolutions).
The required pulse rate is 98.00.
5. After approximately 3 seconds, the second
to last digit will start to flash. Adjust the
pulse per rev. by pressing the pulse button.
After the correct number is set, release the
button.
6. After 3 seconds the next digit will flash.
Again adjust the figure by pressing the pulse
button.
7. Repeat the process until the correct figure of Figure 4-3 Armrest controls.
98.00 is obtained.
8. After a few seconds the display will return to A – Forward/Neutral/Reverse Lever
operating hours counter mode. B – Left hand Brush Toggle Lever
9. Select the function PULSE again displays C – Right hand Brush Toggle Lever
the selected number of pulses per
revolution.
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Forward Neutral Reverse Lever Brake Pedal
The forward & reverse lever on the armrest
allows the direction of the machine to be The brake pedal is positioned to the right of the
changed once the machine has come to a stop. steering column, when depressed it allows the
road brakes to be activated, this is to assist
It is very important to ensure that the machine vehicle braking if required, such as an
has come to a stop before changing direction emergency stop.
otherwise damage may occur to the
transmission pump.
Switch Console
The lever can be moved by pulling up on the
indent flange, this keeps the lever in its The switch console positioned on the upper
selected position, then by either pushing right hand side of the can interior, contains 12
forward or reverse on the lever will change switches for different functions, this can be for
vehicle direction. turning lights on & off to putting the machine in
& out of its work modes. The switch
Brush Joysticks descriptions below detail what each switch is
The joystick controls are also positioned on the used for.
armrest, there are two of these one for the right A – Three position Switch for:
hand side brush arm & one for the left hand Transit/Work 1/Work 2
brush arm, these allow the brush arms to be B – Two position switch for:
independently extended or retracted as Hopper Raise & Lower
required. C – Potentiometer Switch for:
Fan Speed Control
D – Potentiometer Switch for:
Brush Speed Control
E – Two Position Switch for:
Work Lights
F – Spring Loaded Switch for:
Window Screen Heater
G – Three Position Switch for:
Vehicle side & main lights
H – Two Position Switch for:
Rear Fog Lights
I – Three Position Switch for:
Cab Heater Fan High & Low Speed
J – Three Position Switch for:
Air Conditioning High & Low
K – Two Position Switch for:
Vehicle Hazard warning lights
L – Three Position Switch for:
Figure 4-4 Brake and accelerator pedals. Flashing Beacon & Audible Warning
A – Electronic Accelerator Pedal M – Three Position Rotary Switch for:
B – Foot Brake Water Pump & Cloud Maker
Accelerator Pedal
The Accelerator pedal allows the driver to
control the engine speed for forward or reverse
motion, which in turn will allow the driver to
control vehicle speed. It is important to note
that when work mode is selected the engine will
rev at a set speed.
The pedal potentiometer is available separately
if required .
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The roof console contains some important
items, such as the MDM Unit. Some of these
items have been positioned here because they
require to be in the operators field of vision, so
that they can be monitored.
Hopper Drain Switch

A hydraulically activated hopper drain flap is
located on the left hand front face of the
hopper. This drain flap is to allow the operator
to drain the hopper of excess water whilst still
on the sweeping beat.
Figure 4-5 Switch Console.

Figure 4-7 Hopper Drain Valve
Roof Console
The drain flap is activated by switch located in
the top right hand corner of the cab roof
interior.
Figure 4-6 Roof console
A – MDM computer
B – Location of Whoosh Hose Switch &
Pressure Washer (optional)
C – Radio/CD Player
E – Review View Camera Display
Figure 4-8 Hopper Drain Switch
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The switch is a two-position switch. In the OFF In normal sweeping conditions, the hopper
position (as shown in Figure 4-8a) the flap drain switch should be in the OFF position.
hydraulic ram has no hydraulic pressure
(activating pressure) supplied to it and the flap Back up Camera (when fitted)
is kept shut via the return spring. Hence with
This unit enables the operator to maintain all
the flap closed water could build up inside the
round vision from his/her cab seat, this
hopper as there is no way for the water to
monitor(A) is connected to the camera unit(B),
escape.
which is positioned at the rear of the machine
When the hopper drain switch is activated, the attached to the rear hopper door.
hydraulic oil pressure to fan suction fan is used
to activate the hopper drain cylinder which
opens the flap (item A Fig. 4-7a). Hence, The
pressure of water in the hopper pushes the A A
hopper drain seal open (Item B Fig 4-7a) and
the water will drain out of the hopper into the
fixed funnel.
When the water level reaches a pre-determined
level, and dependant on the speed of the
B
suction fan, the depression above the water
inside the hopper will stop water from
continuing to drain from the hopper. Therefore
the hopper drain seal is pulled back onto the
drain orifice to seal the drain.
Pressure Washer Switch
If more water then enters the hopper and the
water level in the hopper rises and overcomes This switch is the on/off for the pressure
the depression above the water, the head of washer.
water will again push open the seal and allow
water to drain.
This will be an ongoing function under this
condition and therefore it is perfectly normal to
see water draining from the hopper during
sweeping.
If the sweeping conditions are such that the The switch is mounted in the cab front roof.
hopper fills too quickly with water and the water
needs to be discharged, or the operator wishes MDM Control Unit
to do a full hopper drain, the machine must be
in the following condition: - This unit is the main controller for the machine
management system, it constantly monitors the
• Engine running operating system & if tasked will perform any
• Work Mode 1 (brushes down) selected changes to its present condition.
• Suction fan running at around 800 rpm

• Forward drive selected
With the machine suitably located to allow a full
hopper water discharge to be undertaken, the
hopper drain switch can be switched ON.
This will energise the Solenoid (S22) and
provide fan hydraulic supply pressure to the
hopper drain flap valve ram, thereby opening
the flap.
Cab & Controls 95
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One XT 2 (XT2-AO) is mounted in the cab on
the left hand side of the operator against the
rear bulkhead.
The second XT2 (XT2-A1T) is mounted on the
main chassis under the rear RIGHT side of the
cab.
XS Unit
Left Side Controls The XS unit communicates with the MDM (the
brain) and allows the MDM to accept inputs or
provide outputs to the machine.
The XS unit is mounted inside the cab on the
A rear left hand side of the roof.
Figure 4-10 IQAN XS Unit.

Figure 4-9 Left side controls. The XS unit allows for additional Inputs and
Outputs (I/O) to be added to the control system
A - XT2 – AO thereby providing an enhanced control and
B - Cab Air Temperature control surveillance package.
C - Brush down pressure control
D - Brush Spray Control Valve Brush Pressure Valve
E - Parking Brake
The brush pressure valve is positioned to the
left of the drivers seat (item C Fig.4.8), this
The controls positioned on the left hand side of valve allows the brush float to be adjusted.
the interior cab are as follows: When the brushes are in the down position, by
turning the valve, the brushes can be moved up
XT2 Units or down, this would be done to accommodate
brush wear and uneven surfaces.
These interface units (2 off) communicate with
the MDM via a CAN bus link. When tasked,
they will assist the MDM to change the machine Water Spray Adjuster
condition. The XT2’s rely on the MDM for their This valve (item D Fig. 4.8) allows the operator
instructions and are the interfaces between the to vary the amount of water to be put down for
MDM & the various function solenoids and dust suppression for the front brushes; it can
switches. vary the water from a trickle to full fan pattern. It
96 Cab & Controls

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also allows the operator to manage their water Cab Heater is situated underneath the inner
supply. seat panel. This unit supplies both hot & cold
air via the air ducts & outlet vents to the cab.
Suction Fan Potentiometer This unit is activated by the rocker switch
situated on the switch column; the temperature
This switch (item C Fig. 4.5) is mounted on the
of the air is adjusted by the heater control knob
switch column to the right of the operator. The
situated on the left side of the cab.
operator can vary the speed of the suction fan
by rotating the switch to give a fan speed from
zero to 2800 rpm. The electrical signal is then
passed to the fan proportional solenoid (S3)
and opens to the requested position to give the Service and Repair
required fan rotational speed. The fan
proportional solenoid valve is positioned on the
Procedures
Brush & Fan manifold block, which is located
behind the rear left corner of the cab. Cab floor molding –
Brush Speed Potentiometer
removal & refit
This switch (item D Fig. 4.5) is mounted on the The gray plastic molding in the figure above
switch column to the right of the operator. The can be removed to allow access to the cab
operator can vary the speed of the brushes by heater assembly and brush speed and fan
rotating the switch to give a brush speed from speed cables.
zero to circa 120 rpm. The electrical signal is
First remove the brush down-pressure control
then passed to the brush proportional solenoid
knob using an Allen key to loosen the locking
(S2) and opens to the requested position to
screw.
give the required brush rotational speed. The
brush proportional solenoid valve is positioned Unscrew the knobs off the end of the fan speed
on the Brush & Fan manifold block, which is and brush speed controls.
located behind the rear left corner of the cab. Pull off the cab heat temperature control knob.
Additional Equipment Remove the operator’s seat by sliding the

whole seat forward off the runners. You will
Cab Heater Assembly need to compress the seat to get it clear of the
steering column.
You can now unscrew the self-tapping screws
that hold the molding in place and remove the
molding.
Cab Heater Removal

To gain access to the cab heater assembly you
must first remove the cab inner seat panel as
detailed in the section above (Section Cab
Floor Removal & Refit),
Once this has been removed the cab heater
assembly is situated underneath this panel, the
heater comes as an assembly along with its
surrounding outer box (item (b) in the figure
below) & has an electrical multi plug, which
feeds the unit.
Figure 4-11 Cab heater unit.
Cab & Controls 97
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Windshield replacement
The windshield is best replaced by a
specialised Auto glass company.
However the process is outlined below.
Figure 4-12 Cab heater box (b).

Remove the multi plug from the heater, place a
suitable catch pan underneath the cab then
disconnect the heater water hoses ensuring to
mark where the hoses have come from (if this
is not done the water will be flowing incorrectly
1. Clean inner glass surface with Brake
& there will be no cold air flow), remove the
Clutch Electrical Cleaner.
heater control cable.
2. Clean surface of the cab where the
Disconnect the heater air supply hoses &
screen will sit with I.S.P (Isoprene
unbolt the unit, remove the unit from its
Alcohol), firstly with a Scotch-brite pad
position. Turn the unit upside down to reveal
followed by a cloth.
the heater assembly, remove the fixing bolts to
remove the heater from its mounting box.
Tape Covering Connection
When fitting the new unit ensure that all
connections are tight to prevent leakage, refit
all connections and heater air hoses, replace
inner cab seat panel & seat assembly.
When this has been done, refill coolant system
with specified coolant and run engine, turn on
heater & position the heater control to hot. As
the engine warms up the heater will start to
supply hot air into the cab via the heater outlet
vents, if it does not then recheck the supply &
return heater hoses for correct position, check
for an air lock in the coolant system & check
heater control cable.
When the engine has reach working Cover the 2 heated screen connection points
temperature, recheck & refill coolant to correct on the screen with tape. Then prepare the
level if required. surfaces which form the seal with
adhesive/promoter (Bottle with Yellow Cap).
Air-conditioning Relays – Then once this has evaporated of apply to the
removal, test & refit glass; glass primer (Bottle with Green Cap).
See page 252 for location of the relays.
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A
Note: Once the primers have been applied

A – Restraining Strap leave for approximately 20 minutes to cure or
until they becomes matt in appearance.
B – Masked
C – Packers
3. Run a bead of Loctite 454 along the
outer edge of the glass, then fit the
sealing edge, do this in stages until the
whole outer edge is covered.
4. Place 2 packers as indicated then place
the screen in position. This is just to
check fit, and to use it as a guide to
apply masking tape around the outer
edges.
5. Prepare the surfaces which form the
seal with adhesive promoter (Bottle with
Yellow Cap). Then once this has
evaporated of, apply to the metal
surface paint/plastic primer (Bottle with
Red Cap).
6. Apply the 7185 Black Adhesive once

warmed, to give one continues bead
Cab & Controls 99
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around the cab frame. Then apply an centralise screen. Apply firm pressure
extra bead across the top and where around the edge of the screen to
the headlights go. squeeze the adhesive.
Note: Leave the Black Adhesive to cure for 4

hours before removing masking tape
7. Apply the 7185 Black Adhesive while
still warm to the top of the windscreen.
10. Back-fill around the front of the screen,
8. Place 4 6mm spacers, 1 in each corner
then smooth with fingers and soapy
and apply more 7185 Black Adhesive water.
around them
11. Then smooth the inner with fingers and
soapy water.
Side window – replacement

The door side window can be replaced if it has
been broken, when the glass breaks, some of
the pieces can fall into the inner door skin. If
these are not removed then there may be
potential for damaging the new window once it
has been fitted.
The best way of removing the pieces of glass is
to remove the door and upend it, this then
allows the pieces to fall out of the inner door
skin.
To remove the door unclip the door gas strut,
this will then allow the door to pivot out, unbolt
the bottom door hinge & remove hinge.
Whilst supporting the door, remove the top
hinge pivot nut & slide the door off the hinge,
turn the door upside down and move the door
around until all the broken pieces of glass fall
9. Position windscreen in cab, making sure out.
that the packers are still in position, then
100 Cab & Controls

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Once this has been done, refit the door & re-
attach the bottom hinge. Remove any of the
glass from the sliding window handle.
Position the new glass panel into the window
runner, easing the window first into the upper
runner, then push the window forwards towards
the bottom runner, then allow the glass to sink
into the bottom runner, refit the sliding handle
ensuring that the sleeves for the glass are
fitted, DO NOT OVERTIGHTEN THE FIXING
BOLTS.
End of chapter
Cab & Controls 101
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Chapter 5 Engine, fuel & cooling
systems.
Kubota Engine central receiving boss (firstly lubricated by
tacky grease).
The drive plate is basically made up of 1 outer
The engine for the 636HS is a Kubota V1505T plate and 1 inner drive boss. These are fixed
four-cylinder water-cooled turbo diesel engine, together by a series of rubber bobbins which
it has a maximum power rating of 42 hp, are used to cushion take up of drive and
displacement is 1498cc(91.4 cu.in) machine braking.
Figure 5-1 Kubota Engine.
Figure 5-2 Transmission pump drive plate

Coverage of the engine is beyond the scope of
this manual.
Engine Coolant
Please refer to Kubota Workshop Manual .
Temperature Sender
Ancillary Components
Transmission Drive
Coupling
Between the engine and the hydraulic
transmission drive pump, there is a Bobbin-type
drive plate coupling which transfers the engine
power to the transmission drive pump.
The drive plate is fixed to the engine flywheel
by M8 bolts, and the transmission drive pump Figure 5-3 Engine coolant temperature sender.
input shaft splines then slide into the drive plate
Engine, Fuel & Cooling Systems 103
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The sender screws into the thermostat housing
and sends a signal to the temperature gauge
located in the cab.
This temperature sender gives a visual reading
of the engine coolant temperature up to 100C
(212F).
The sender should not be confused with the
engine temperature switch (see page 170),
which is a separate “Murphy” switch, and which
is monitored by the IQAN and will trigger an
audio-visual alarm on the MDM screen.
If the coolant temperature exceeds 100C Figure 5-4 Engine Fuel Filter
(212F) the sender and gauge will do nothing
other than indicate a high temperature. The The engine fuel filter is a spin-on canister type
operator should be vigilant and report the high with a paper element.
temperatures to the mechanic for investigation.
By contrast, the engine temperature switch will
trigger a warning message on the MDM screen
advising that the machine be shut down if the
coolant temperature exceeds 115C (239F).
It is useful to remember that the pressurised
coolant will not boil over until temperatures in
excess of 115C are recorded, provided the
pressure cap and coolant mixture are in good
condition.
Therefore it is possible to record high
temperatures on the temperature gauge without
being in a potentially serious over-heating Figure 5-5 In-line Engine Fuel Filter
condition unless the critical temperature of
115C (239F) is reached. There is also an in-line fuel filter mounted on
the outlet side of the fuel tank to protect the
electrical fuel pump from contamination. On
Fuel System machines after January 2009, the fuel take off
is from the tank cap on top of the tank and the
The fuel system consists of a 55 Litre (14.5 US in line fuel filter is located just down stream of
gal) fuel tank, a water trap, a fuel filter, an the tank top cap.
electrical lift fuel lift pump & Kubota fuel
injection system. The fuel grade required for
the system is a minimum of a 45cetane rating, Fuel Injection System
low sulphur.
The fuel electrical lift pump takes its suction
from the fuel tank and provides a positive fuel
supply to the mechanical fuel pump (mounted
on the engine) via the fuel filter.
The fuel lift pump is not energised to run until
the ignition switch is in the engine RUN position
AND only when the engine oil switch has been
activated (closed) indicating that an engine oil
pressure is present. The pump is also activated
when engine START is selected.
104 Engine, Fuel & Cooling Systems

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Figure 5-6 Engine Electric Fuel Pump
The Kubota fuel injection system has a Bosch
mini-pump fuel injection pump.
The electric fuel lift pump is wired via the low oil
pressure warning system for safety reasons (if
the engine stops, the electric fuel pump stops
also).
Figure 5-8 Engine Lift Pump alternative version.
Therefore the pump does not operate with the
start key in the “ignition on” position – the key Two types of electrical fuel pump are used and
must be in the “start” position. both have the same location and the same part
number.
Figure 5-7 Engine Lift Pump Location.
Figure 5-9 Fuel Injection Pump
Fuel Stop Solenoid

The Kubota engine stop system consists of a
twin coil, spring loaded solenoid. This is
positioned on the left side of the engine.
The spring plunger pushes the fuel cut off lever
inside the fuel injection pump, when the current
to the solenoid is cut off.
When the ignition is switched on, current is sent
to the hold on coil of the solenoid. This coil is
not strong enough to pull the plunger back
against the spring, so a second feed is sent
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from the starter circuit to a stronger coil within packaging. The radiator is fully accessible from
the solenoid, this retracts the spring plunger. the rear, by opening the rear access door, to
allow for cleaning or maintenance.
The retraction coil is thus turned off when the
spring plunger fully retracts, leaving the hold on
coil to hold the plunger, this ensures that the
coil does not overheat.
When the coil retracts (Ignition ON) a small
spring inside the injection pump pulls the cut off
lever open.
Figure 5-12 Header tank coolant level

The cooling system header tank is positioned at
the rear of the cab in the engine bay, the
coolant level can be visually checked and
topped up if required.
It is very important to ensure that the correct
mixture for the coolant is maintained.
Engine Coolant Water

Figure 5-10 Fuel Stop Solenoid
Pump
Cooling System
The cooling system has a 13 litre (3 U.S. gal)
capacity and is made up of a 50/50 mixture of
ethylene glycol permanent & water. This
mixture must be maintained all year round, and
should be topped up when required.
The system should be flushed and the coolant
replaced every two years.
Figure 5-13 Engine Coolant Water Pump.
The engine coolant is circulated around then

engine by a fan belt driven water pump, this
pump is situated on the front face of the engine
and has the cooling fan attached to it.
Figure 5-11 Radiator Matrix

The machine radiator/ oil cooler is situated in
the engine bay, the radiator is combined with
the hydraulic oil cooler, to allow for the correct

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Service & Repair
Procedures
Engine Stop Solenoid Test
Procedure
Hold on Coil:
With the solenoid positioned with the plug
vertically and the shaft pointed forward, apply a Figure 5-14 Transmission mounting bolts
current to the left pin in the plug and press the
shaft fully in. If the shaft is retained until the The transmission pump is fixed to the engine
current is removed, the coil is functioning as it bell housing by 2 x14mm fixing bolts, it also has
should. If the shaft does not stay in position the hydraulic pipes that are also attached to the
coil is faulty. unit & the auxiliary hydraulic pump.
Retraction Coil: Some of these will need to be removed so that

the transmission unit can be moved.
vertically and the shaft pointing forward, apply a
current to the right hand pin in the plug, this will
cause the shaft to rapidly go in & out.
When the shaft is fully retracted, the unit
automatically breaks the current, so as not to
overload, then reconnects quickly to retract the
shaft.
Note: Ensure that the solenoid unit is earthed
correctly before any testing is carried out.
Transmission Pump Figure 5-15 Remove the HP filter housing

Replacement Remove the HP filter housing and cap off the
open ends of the hydraulic hoses with suitable
The transmission pump is driven by the engine clean caps.
via a drive coupling as previously detailed.
Ensure that the front drive wheels are fully
tracked out as this will assist with room to work
on the machine. Place the machine on axle
stands with the hopper & cab fully open, ensure
to fit the hopper safety stay.
The procedure for the replacement can be
done in a few different ways, we will endeavor
to show you the easiest & safest way.
Figure 5-16 Remove all Hydraulic Pipes.

Once this has been done proceed to remove all
hydraulic pipes from the transmission and
auxiliary hydraulic pump.
Ensure that all pipes are capped to ensure that
the hydraulic system is kept clean.
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Once this has been done, slacken off the To replace the assembly reverse the procedure
transmission pump mounting bolts, and then taking particular care in ensuring that no
place a suitable trolley jack underneath the damage occurs to the drive coupling and that
transmission pump. the whole unit is aligned and secured correctly
to the engine bell housing.
Then carefully remove the mounting bolts, pull
the assembly away from its mounting and lower Once this has been completed, check the
to the ground. operation of the Forward & Reverse solenoids
as detailed in the IQAN section.
Engine Torque Settings

Item Size N-m Kgf-m Ft-lbs
*Cylinder Head Cover cap nuts M7 x 1.0 6.9 – 8.8 0.7 – 0.9 5.1 – 6.5
*Cylinder head screws M10 x 1.25 63.7 – 68.6 6.5 – 7.0 47 – 50.6
*Main bearing case screw 2 M8 x 1.25 29.4 – 34.3 3.0 – 3.5 21.7 – 25.3
*Main bearing case screw 1 M9 x 1.25 49.0 – 53.9 5.0 – 5.5 36.2 – 39.8
*Flywheel Screw M10 x 1.25 53.9 – 58.8 5.5 – 6.0 39.8 – 43.4
*Connecting rod screw M8 x 1.0 41.2 – 46.1 4.2 – 4.7 30.4 – 34.0
*Rocker arm bracket nuts M7 x 1.0 21.6 – 26.5 2.2 – 2.7 15.9 – 19.5
*Idle gear shaft screws M6 x 1.0 9.8 – 11.3 1.0 – 1.15 7.2 – 8.3
*Crankshaft end bolt M14 x 1.5 235.4 – 245.2 24.0 – 25.0 173.6 – 180.8
*Bearing case cover screws M6 x 1.0 9.8 – 11.3 1.0 – 1.15 7.2 – 8.3
*Glow Plugs M8 x 1.0 7.8 – 14.7 0.8 – 1.5 5.8 – 10.8
Nozzle holder assembly M20 x 1.5 49.0 – 68.6 5.0 – 7.0 36.3 – 50.6
Oil switch taper screw PT 1/8 14.7 – 19.6 1.5 – 2.0 10.8 – 14.5
Injection pipe retaining nuts M12 x 1.5 24.5 – 34.5 2.5 – 3.5 18.1 – 25.3
Overflow pipe assembly M12 x 1.5 19.6 – 24.5 2.0 – 2.5 14.5 – 18.1
retaining nuts
Starter’s terminal B mounting M8 8.8 – 11.8 0.9 – 1.2 6.5 – 8.7
nut
Note – All items marked * - should have a small amount of engine oil applied to the threads and seats
before tightening.

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END OF CHAPTER
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Chapter 6 Hydraulic systems.
This chapter starts with a full description of each of the hydraulic sub-systems and components so that the
reader can develop a thorough understanding. The chapter then goes on to cover servicing and repair issues.
Introduction
This second system is driven by a fixed-
displacement gear pump (see Figure 6-1), two
banks of solenoid manifold blocks, two
hydraulic motors for the brushes, one hydraulic
The hydraulic systems on the 636HS can
motor for the impeller fan and several hydraulic
appear to be quite complex at first sight. In this
rams.
section we will start with a summary of how
each subsystem works, and we’ll then break
each subsystem down to the component level.
By understanding each section step-by-step
and by locating each subsystem on a hydraulic
schematic diagram, we will build a thorough
understanding of how it all goes together. 2
1
Effort spent in understanding the principles of
operation will produce great results when it
comes to diagnosing any hydraulic problems 3
that might arise with your machine.
When reading about the individual functions, it
will help the reader’s understanding to look at Figure 6-1 Location of transmission, auxiliary and
the hydraulic circuit diagrams (normally steering hydraulic pumps.
supplied with this manual).
1- Auxiliary Hydraulic Pump
In fact, the hydraulics in the 636HS are made
2- Main Transmission Pump
simpler by there being actually two completely 3- Steering Pump
separate hydraulic sub-systems which we can
understand by going though them one at a On the next page is a general schematic
time. diagram of the hydraulic system.
The first system is the transmission circuit Although it may seem a little daunting at first,
whose only job is to provide forward and we’ll explain the features one by one.
reverse drive for the machine. This comprises
an Eaton variable displacement hydraulic pump Larger scale copies of the hydraulic diagram
(coloured green in Figure 6-1) driving four are available on the appliedsweepers.com
hydraulic drive motors – one in each wheel. website or from your local Green Machine
dealer.
The second system (called the auxiliary
system) powers all the other functions of the For each part of the hydraulic systems we will
machine such as the impeller fan, brushes show where it appears both on the hydraulic
on/off and in/out, nozzle up/down, hopper diagram and where the component is physically
raise/lower, front axle tracking in/out etc. located on the machine, and of course how the
component works.
Hydraulic Systems 111
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Figure 6-2 Hydraulic System Diagram
112 Hydraulic Systems

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Transmission
Hydraulic system
We’ll first examine the transmission system of
the 636HS. This system’s only job is to provide
controlled power to drive the four wheels of the
machine in forward and reverse.
The system is very simple and comprises an
Eaton model 72400 variable-displacement axial
piston pump (sometimes referred to as a
“swash-plate” pump - painted Green or Grey in
Figure 6-3), a solenoid-powered servo unit which Figure 6-4 Front drive motor
controls the pump, a transmission manifold
block which distributes the pumped hydraulic oil
to the four drive-wheel motors, and of course
the four wheel motors themselves.
3
4
2
1
Figure 6-5 Right and left rear drive motors.
Figure 6-3 Transmission pump, servo and manifold

block Now let’s examine each part in turn.
1 – Auxiliary Pump
2 – Transmission Manifold
3 – Servo Unit
4 – Engine Bell Housing
5 – Transmission Pump
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Transmission Pump
Figure 6-7 Camplate angle in the neutral

position.
When the machine is placed in forward drive

and the accelerator pedal is pressed, the
Figure 6-6 Location of transmission pump on the forward control solenoid becomes energized
hydraulic diagram.
and the servo unit then starts to change the
The Eaton 72400 axial piston pump is internally angle of the cam-plate.
quite complex, and a detailed description of
operation is beyond the scope of this manual.
However we will outline the basic functions of
the pump to aid understanding of the 636HS’
hydrostatic closed-loop transmission.
For more information on the pump operation
please see:
Principles of Operation - Model 72400
Variable Displacement Piston Pump -
Servo Controlled. Eaton Publication No. 3-
205 Dated January 1998.
Figure 6-8 Cam-plate in forward drive position.
A copy of this publication is available for
download from the Product Support section of
www.appliedsweepers.com Oil now starts to get pumped through the drive
motors and the machine starts to drive forward.
The main advantage of this method of
hydrostatic propulsion drive is the infinite drive When the accelerator pedal is pressed down
speeds that can be obtained simply by varying harder, more current is fed to the forward
the angle of a cam-plate (sometimes called a solenoid and this causes the servo unit to
“swashplate”) inside the pump. increase the angle of the cam-plate. So more
oil is pumped through the drive motors and the
Two electrical solenoids sit at either end of a
machine accelerates.
servo control unit situated on top of the pump.
If the driver takes his foot off the accelerator
In the “neutral” position, neither solenoid is
pedal, then the current to the forward drive
energized, and the cam-plate sits perpendicular
solenoid is switched off. The servo stops
to an array of spinning mini-pistons which
pushing at the cam-plate which now returns to
rotate inside the pump. In this position, no oil is
its neutral position aided by a powerful spring.
pumped through the drive circuit so the
The machine slows down and stops.
machine sits at rest.
When the driver engages reverse drive and
depresses the accelerator pedal, now it’s the
reverse solenoid’s job to move the camplate
angle the other way. Oil gets pumped through

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the motors in the reverse direction and the Transmission Manifold
machine starts to back-up.
The IQAN electronic controller (see Chapter 7)
makes sure that in reverse the maximum angle
that the cam plate can go in reverse is much
smaller than the maximum angle that is
possible in forward drive. This limits the
maximum reversing speed.
In the neutral position of the cam plate (known
as the ‘NULL POINT’) there should be no
forward or reverse pumping and therefore no
movement by the vehicle.
This ‘null point is set at the factory and locked
(A). It should not be adjusted at any time.
Figure 6-11 Location of transmission manifold and

drive motors on the hydraulic diagram.
The oil being pumped out of the transmission

pump now needs to be distributed to the four
A drive motors in the machine’s wheels. This is
the job of the transmission manifold which is
connected to the right side of the pump by two
banjo couplings (see Figure 6-3 for location of
the manifold).
Figure 6-9 Location of Null Point Set Point
The transmission pump is also fitted with an

emergency tow valve or “freewheel” valve on
the left side of the unit as shown below. For
towing procedures please see page 19.
Figure 6-12 Transmission manifold – Left Side

1 – RH Rear Return
2 – LH Rear Return
3 – LH Front Return
4 – RH Front Return
The transmission manifold has eight ports

which connect to the four wheel motors via
flexible hydraulic lines.
Figure 6-10 Location of emergency tow valve.
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When the selected machine configuration is
either ‘Transit’ or Work Mode 1’ the logic valves
Each wheel motor thus has two lines coming to
are open and will allow forward drive
it from the transmission manifold. In forward
transmission pressure to pass through the logic
drive one line behaves as oil feed and one line
valve via port 2 to 1 and on to each individual
behaves as a return line. In reverse drive, the
drive motor.
direction of flow through these lines is reversed.
There is also a pressure transducer on the
manifold that measures the pressure in the
transmission system, this information being
used to help control the machine to make it
smoother and easier to drive.
Figure 6-14 Transmission Logic Valve
Torque Setting – A – 33.9Nm (25ft lbs)
It should be noted that if the logic valves are in

the open position then all the transmission oil
will pass through the valves and not through
the flow dividers, as oil will always take the
easiest path. The logic valves have a leak off
(port 3) which is allowed to drain via solenoid
S21 into the motor drain return to tank.
If the machine configuration is changed to
‘Work Mode 2’ i.e. brushes and nozzle up,
Figure 6-13 Transmission manifold – Right Side solenoid S21 will energise and close off ports 2
The transmission manifold also holds the & 1 as indicated in Figure 6-14 Transmission
valves, which provide the four-wheel Logic Valve above. This then forces the
independent drive, and the valves, which can transmission oil to pass through the flow divider
provide front and rear wheel differential lock. valves thereby providing a differential locking
facility to both the front and rear wheels. This
facility is provided to give an improved kerb
A –Logic Valve climbing capability.
B –Logic Valve
C –Logic Valve Differential Locking Solenoid (S21)
D –Logic Valve
1. Transmission Manifold
2. Front Wheel Flow Divider
3. Rear Wheel Flow Divider
4. RH Rear Forward
5. RH Front Forward
6. LH Rear Forward
7. LH Front Forward
Transmission Logic Valves

There are four transmission logic valves fitted
to the manifold, one for each drive motor, as
indicated in Figure 6-13 Transmission manifold – Right
Side. Figure 6-15 Differential Locking Solenoid (S21)

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The differential locking solenoid (S21) is de- Just like in a car with a limited slip differential,
energised when the machine is in either the this gives the ability to drive more efficiently in
‘Transit’ or Work Mode 1’ condition. In the de- slippery road conditions.
energised condition oil leakage from the four
Figure 6-16 shows the valve detail. Oil supplied
logic valves is allowed to pass through S21
to port 3 is split equally to the two other ports 2
(port 2 to 1).
& 4. (Port 1 is not used).
When ‘Work Mode 2’ is selected, the solenoid
In reverse drive the oil supply provided by the
is energised and closes the path between ports
2 and 1 and opens a path between ports 3 and
transmission pump flows in the opposite
2. This allows transmission pressure to pass direction.
through the solenoid valve on to the logic Thus oil leaving the front wheel motors flows
valves thereby closing the logic valve and back through the transmission manifold block
therefore forcing transmission oil through the and into the pump. Oil leaving the rear wheel
flow dividers, thereby giving a differential motors passes through the flow divider where
locking capability to both sets of wheels. the flows are combined before joining the oil
from the front wheel motors.
Torque Settings:
A – 6.8 Nm (5ft lbs) Drive Motors
B – 27.1 Nm (20ft lbs)
These are simple geroler type motors and are
Flow Divider Valve the same for each wheel on machines up to
December 2008. For machines from January
2009(UK as standard fit) the rear two drive
motors have been up graded to 130 cc motors.
Figure 6-16 Flow divider valve

Torque Setting – A – 40.6 Nm (30ft lbs)
There are also two flow divider cartridge valves

in the transmission manifold, one for the front
wheels and one for the rear wheels. They
control how the oil is distributed to the front and
rear wheel motors as follows:
Oil from the transmission pump passes directly
through the manifold block to the front wheel
Figure 6-17 Hydraulic drive motors
drive hydraulic motors without passing through
the flow divider. In addition to each motor having a feed and
return hydraulic line, each motor also has a
However oil for the rear wheel motors passes
case drain line that returns any oil that leaks
through the Flow Divider valve which meters oil
internally within the motor back to the hydraulic
to the Rear wheel motors equally.
tank.
This allows a variation in speed between the
Also in looking at Figure 6-5 one can see that the
front wheels (for example when the machine is
left rear drive motor has a speed sensor ported
turning left or right), but provides a differential
into it. This sensor relays the machine speed
lock facility for the rear wheels.
back to the IQAN electronic controller. If the
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vehicle speed sensor is changed it is essential
that the correct installation and setup procedure
as laid out in Set Up Procedure SP5 on page
85.
NOTE
If any of the wheel motors are changed or
removed, the following torque settings will
apply:
Central Hub Castle Nut – 305 Nm wet, 375
Nm dry (226 lbf ft wet, 278 lbf ft dry)
M12 Wheel Motor Bolts - 88 to 92 Nm (65 to
68 lbf ft). Note that a Schnorr washer (GW049)
should be fitted with each bolt, also note that
the torque figure quoted includes the bolt Figure 6-18 Auxiliary gear pump (11 tooth)
threads being coated with loctite. The auxiliary pump is connected directly to the
Also note that from November 2008 the wheel engine via the transmission pump and is a fixed
nut was upgraded to grade 8 material and the displacement pump delivering 15.52cc/rev. The
Hex. Size was reduced from 27mm to 24mm. pumped oil is passed through a hydraulic filter
The thread form of M16 and torque figures to clean any contaminants and then passes into
remain unchanged. the first of two auxiliary manifold blocks.
Wheel Bolt/Nut Torques –Check Machine Operators This first manifold block (the brush and fan
Manual manifold) controls the operation of the suction
M12 – 100 to 105 Nm fan which provides the suction power of the
M16 145 to 150 Nm machine, and it also provides control of the
rotation speed of the brush motors when
sweeping.
Ancillary Hydraulic
systems
Figure 6-19 The Brush and Fan Manifold (machines
to Feb. 2006) is located under the cab on the left
Now that we’ve described the transmission side of the machine.
hydraulic system, let’s turn our attention to the
ancillary systems.
These control for example the brushes moving
in and out, brush rotation speed, brushes
up/down, suction nozzle up/down, front axle
tracking in and out, hopper opening and closing
and finally the suction impeller fan itself.
All of these functions are supplied with
hydraulic oil by a single gear pump that is piggy
backed onto the transmission pump.
Figure 6-20 The Brush and Fan Manifold is

located under the cab on the left side of the
machine.

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We’ll describe these functions in more detail Gear pump and
later in this section. pressure filter
The oil not being used by the fan or brush
rotations next passes into a second manifold
block called the cylinder manifold block.
Figure 6-22 Location of gear pump and pressure

Figure 6-21 The cylinder manifold is located under filter on the hydraulic diagram.
the cab on the right side of the machine.
The gear pump draws its oil from the hydraulic
The cylinder manifold, as its name suggests, reservoir through a flexible hose. Before
controls the various cylinders (or hydraulic leaving the tank the oil is filtered by a coarse
rams as they are sometimes called). (125 micron) filter screen inside the reservoir to
There are cylinders for brush up/down, brush remove any large contaminants that might
in/out, front axle tracking in/out, suction nozzle damage the pump.
up/down, hopper raise/lower and finally hopper The auxiliary gear pump is a fixed displacement
door open/close. pump so that the volume of oil it can pump is
Again, we’ll describe the operation in greater dependent on the rotation speed of the engine
detail later in the chapter. that is driving the pump.
With the hydraulic oil now having performed its This explains why as the operator switches to
various jobs, it now returns back to the ‘work mode’ you’ll hear the engine revs
hydraulic tank via an oil cooler and a return line increase so that the gear pump can deliver
hydraulic filter. enough oil to do its various tasks.
We’ll now cover these various ancillary The gear pump then sends pressurised oil
hydraulic components in greater detail next. through another hydraulic filter.
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Hydraulic Pressure Filter Brush and fan
manifold
Figure 6-23 Hydraulic pressure filter.

This pressure filter has a much finer filtering
capacity (10 micron nominal) and its job is to
remove all the fine particles of debris from the Figure 6-24 Location of the brush and fan manifold
system. It is the principal filter in the whole on the hydraulic diagram.
hydraulic system and has a replaceable filter
element inside.
We’ll next explain in detail the operation of the
Because of the importance of this filter, the brush and fan manifold.
condition of the filter must be checked at every
250 hour service. There is a tell-tale gauge on
the filter housing. If the indicator drops out of
the green zone, then the filter element is
clogged and must be changed immediately.
Should the element not be changed in time, the
oil will bypass round the filter (the bypass valve
opens when the differential pressure across the
filter reaches 6 Bar (about 90 p.s.i.)). The net
result is severely reduced filtration and
increased wear of and possible damage to the
whole hydraulic system.
Figure 6-25 Brush & Fan Manifold (machines built

after February 2006).
A – S3, Fan Proportional solenoid

B – S2, Brush Proportional solenoid
C – 230 bar Pressure Relief Valve (PRV)
D – S1, No. 1 Unloader solenoid
E – Fan priority Valve
F – Brush Priority Valve
G – Test Point 1 (TP1)

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PRV
FPV
BPV
Figure 6-26 Brush & Fan Manifold front view

(machines built before February 2006). Figure 6-28a Brush & Fan Manifold (machines
built after February 2006).
A – S3, Fan Proportional solenoid S1 – No. 1 Unloader Solenoid

B – S2, Brush Proportional solenoid S2 – Brush Proportional Solenoid
C – 230 bar Pressure Relief Valve S3 - Fan Proportional solenoid
(PRV) TP1 – Test Point
D – S1, No. 1 Unloader solenoid PRV – 250bar pressure Relief Valve
E – Fan priority Valve (PRV)
F – Brush Priority Valve BPV – Brush Priority Valve
G – Test Point 1 (TP1) FPV – Fan Priority Valve
Pressurized oil from the gear pump, after

passing through the pressure filter arrives into
the manifold at Port P.
There is a also a test port TP1 connected to
port P that allows us to measure the pressure
at the entry to the block which is useful in
diagnosing hydraulic problems.
Main Pressure Relief Valve

The first valve that this oil encounters is the
main pressure relief valve which protects
against over-pressurisation.
Figure 6-27 Brush & Fan Manifold rear view
(machines built before February 2006).
A – Fan Proportional Solenoid (S3)
B – Brush Proportional Solenoid (S2)
C – 230 bar Pressure Relief Valve (PRV)
D – No 1 Unloader (S1)
E – Brush Priority Valve
F – Fan Priority Valve
G – Fan Anti – Cavitation Valve
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Hence when the engine is running, the gear
pump is always pumping oil to the brush and
fan manifold. But if we do not need to use the
brushes or suction fan (for example when we
are driving in ‘transit’ mode), then we don’t
require any oil for the brush or fan functions.
Rather than just letting the unwanted oil blow-
off through the main pressure relief valve
(which would be inefficient and would generate
a lot of heat), there is an unloader solenoid
valve (S1) that lets the unwanted oil pass back
to the hydraulic tank.
The motor manifold unloading valve (S1
solenoid) is the large solenoid valve on the top
Figure 6-29 Pressure relief valve. face of the brush & fan Manifold (see Figure 6-25
).
When the pressure in the system reaches the
relief valve opening pressure of 230 bar (3380
psi) the relief valve will open, passing all oil to
tank via the oil cooler and prevent pressure in
the system from rising any further. The valve is
fully open at 250 bar (3,675 psi), or 230 bar on
machines up to February 2006.
The spring force sets the relief pressure, which
is adjustable. However, once factory set there
should be no reason to adjust the relief valve.
Increasing the pressure setting could result in
damage to the system and operator safety
could be compromised.
Decreasing the pressure setting could mean Figure 6-30 SV10-21W Unloader valve.
that the relief valve will open before normal
Torque Settings: -
operating pressure is reached and the hydraulic
functions on the machine could become A – 6.8Nm (5ft lbs)
inoperable.
B – 33.9 Nm (25ft lbs)
System Solenoids Valve ‘S1’ is a ‘de-energised open’ valve (i.e.

when the solenoid is not receiving voltage, the
All system solenoids are fitted with a diode valve is open. Energising the solenoid closes
within each coil to protect the system from the valve).
spikes. Hence when either the brushes, via valve ‘S2’
or the fan, via valve ‘S3’ are required then the
Motor Manifold Unloading unloader valve ‘S1’ is also energised at the
Solenoid Valve ‘S1’ same time so as to shut the valve and allow
pressure to build up in the manifold.
As we have described so far, the auxiliary gear
pump is a fixed displacement pump that is
piggy backed onto the transmission pump.

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Brush Motor Proportional
Valve ‘S2’
This valve is a proportional directional Control
valve, 2-way, normally closed, controlled by the
cab-mounted potentiometer.
It is the smaller of the two solenoids (item B) on
the manifold shown in Figure 6-25
Figure 6-32 Pressure compensating priority valve.

You will see from the hydraulic diagram that an
oil supply for the fan comes off just before valve
Figure 6-31 Brush Proportional valve ‘S2’ and passes through port 1 of the brush
Hence, with the unloader valve ‘S1’ energised pressure compensating priority valve. The
shut, and the brush motor proportional solenoid valve senses the pressure to the fan and the
valve open, oil will flow towards the brushes. brushes and always ensures that the brush
supply is maintained at the expense of the fan
Torque Settings: - supply.
A – 5.6Nm (4.5ft lbs) The drawing on the next page provides a clear
B – 50 Nm (35ft lbs) view of the flow paths.
Brush Motor Pressure

Compensating Priority
Valve
This valve’s primary function is to ensure that
the brushes have priority over the fan for oil
supply. This is to avoid the brushes slowing
down too much when they encounter increased
resistance – for example when the brushes
touch a curb. Oil enters the valve at port 3 and
the required oil to the brushes will exit via port 4
with any excess oil exiting via port 2. Port 1 is
the load sensing port.
Torque setting is: A - 33.9Nm (25 ft-lbs)
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Fan Motor Proportional Fan Motor Priority Pressure
Valve ‘S3’ Compensating Valve
Figure 6-33 Fan Proportional Valve

Torque Settings: -
A – 5.6Nm (4.5ft lbs)
B – 50 Nm (35ft lbs)
The Fan Motor Proportional valve works in Figure 6-34 Fan Motor Priority Valve
exactly the same way as the Brush Proportional The oil then passes on to another pressure
Valve but they are not interchangeable. S3 is compensated valve (just like the previous brush
de-energised closed but as the solenoid is valve but is not interchangeable as it has
energised open oil will flow from port 2 to 1and different operating parameters) but in this case
the flow is directly proportional to the current the valve is giving priority flow to the fan, and
applied to the coil. allows excess oil to flow to the Cylinder
Any remaining oil passes through the valve and manifold for use in driving any hydraulic rams
on to valve ‘S3’ – the Fan motor proportional when required.
solenoid valve. Torque setting is: 33.9Nm (25 ft-lbs)
If you look at the hydraulic diagram, you will
see that the valve set-up for the fan drive is Anti-Cavitation Valve
virtually the same as for the brush drive.
If the fan potentiometer has been activated the
fan proportional solenoid valve (S3) will be
open at the required setting and oil will flow to
the fan priority valve.
Figure 6-35 Anti-cavitation valve

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When the fan is switched off by means of energised shut when one of two controlling
closing solenoid valve ‘S3’, the inertia of the functions is activated, these being either the fan
heavy fan causes it to continue to spin for some casing safety switch or the ignition being turned
time. off.
This has the effect of the fan motor sucking oil
from its inlet port and pumping oil through its
outlet port (i.e. during the period that the fan is
slowing down, the fan motor is actually
behaving as a pump).
The anti-cavitation valve opens during the
deceleration phase and allows oil to pass in a
loop from the fan outlet port to the fan inlet and
round again through the fan. This prevents the
fan motor from being damaged by cavitation.
This valve is located in the Fan Motor Brake
Valve Manifold (HC189).
Figure 6-34 Fan Solenoid Brake Valve (S23)
Torque Setting – 27.1Nm (20ft – lbs)
Torque Settings:
Fan Motor Emergency A – 5.8 Nm (5ft – lbs)
Brake Valve B – 33.9 Nm (25ft – lbs)
The solenoid (S23) is energised open when the
fan is activated to allow a normal return path
from the fan motor to tank. When a controlling
function requires the fan to be shut down, the
solenoid valve (HV097) is de-energised shut
immediately and any excess pressure that
builds up between the fan outlet and the
solenoid is relieved via the 210 bar Pressure
Relief Valve (HV093).
Fan Motor Emergency

Brake Valve PRV
When the fan solenoid (S3) potentiometer is
Figure 6-36 Hydraulic Diagram showing location of reduced to zero the fan will run down to zero
Fan Brake Valve rpm over a short period of time. When the
emergency brake solenoid (S23) is also de-
The fan hydraulic circuit is also fitted with a energised shut, the fan will be subject to a rapid
solenoid operated brake valve to ensure that deceleration if it is still rotating. As the fan
the fan de-accelerates as quickly as possible if motor will, under this condition, become a
the fan is still rotating when the fan access pump, oil pressure will build between the fan
cover safety switch is activated. This important outlet port and the solenoid brake valve (S23).
safety feature is included to ensure that the fan
is stationary before an operator can open the This pressure is therefore controlled by the Fan
fan access door. motor emergency brake valve PRV that will lift
and be fully open at 210 bar. If the PRV lifts,
Once the solenoid has been energised open, it the oil is relieved into the return line, where the
will remain energised open even if the anti cavity also draws oil to minimise the risk of
fwd/neu/rev lever is positioned in either neutral cavitation at the fan motor inlet.
or reverse or is the transit work mode switch is
changed. The solenoid will only be de-

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This PRV can sometimes be heard lifting if the
fan brake valve is shut with the fan speed at a
high setting. Fan Accumulator
The system also has a small accumulator fitted
to smooth out the pressure in the fan supply
line, which is common in hydraulic driven fans.
The accumulator acts like a hydraulic cushion
and helps maintain a steady fan speed.
Figure 6-377 Fan Accumulator

Figure 6-35 Fan Motor Emergency Brake Valve PRV Inside the shell of the accumulator is a special
(HV093) robust rubber bag that is charged with Nitrogen
Torque Setting – A - 33.9 Nm (25ft lbs) (an inert gas) up to a specific pressure (100 bar
/ 1,500 psi).
Oil is fed to the base of the device, where,
HV193 dependant upon its delivery pressure
compresses the gas trapped in the rubber bag.
As input pressure increases, the device takes
in oil, and upon reducing pressure expels it
again into the system.
Caution: Systems with Accumulators must be
exhausted of all hydraulic pressure before
any maintenance is attempted. The stored
energy in this type of device can be
dangerous if normal precautions are not
adhered to. See separate Nitrogen
charging instructions. Before attempting
any work on the accumulator itself:
Exhaust the Nitrogen Pre-charge first! A
special charging apparatus is required to
Figure 6-36 Fan Motor Emergency Brake Valve both charge and exhaust the Nitrogen gas
Manifold (Machines to January 2006)
pressure.
The drawings on the following two pages, give a

P – Hydraulic Pressure in from Motor Manifold clear view of the oil flow paths when the fan is
FR – Fan Return Line to manifold operating and when the fan brake has been applied.
T – Main return to Tank

DR – Fan Motor Drain Line
The manifold is mounted on the lower outer
front face of the hopper.
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Hopper Drain Valve
Hopper Drain Valve Units Manifold
to Jan 2005.
Under wet sweeping conditions the hopper may
very well start to fill with water and this
therefore needs to be discharged by the
operator whilst remaining out on the sweeping
beat.
On early units (pre January 2006) the hopper
dump valve manifold is mounted at the rear left
side of the engine bay just below the hopper.
On machines from January 2006, the hopper
drain valve is located in the Fan Emergency Fig 6.39 Hopper Drain Valve Manifold (HV189) –
Brake Valve Manifold (HC189). early version.
The hopper drain valve is activated from the 1 – Return line
cab via the hopper drain switch (mounted 2 – Supply to Hopper Drn. Cylinder
above the main switch column). 3 – Hydraulic Pressure In
In order that the dump valve can operate, the
suction fan MUST be operating to provide the Hopper Drain Valve from
hydraulic pressure (from the fan return) to Feb. 2006
activate the drain cylinder and overcome the
suction depression within the hopper. From the end of January 2006, the hopper
drain valve solenoid was remounted into the
same manifold as the fan brake valve. The
basic functionality of the hopper drain valve
remains exactly the same. Hopper Drn
Solenoid
Anti Cavitation
Valve P
BV
PRV
Figure 6-38 Hopper Drain Solenoid (HV190)
Figure 6-40 – Fan Brake & Hopper Drain Manifold

P – Hydraulic Pressure in from Motor Manifold
FR – Fan Return Line to manifold
T – Main return to Tank ; DR – Fan Motor Drain Line
P HD – Pressure
– Hydraulic supply to in
Pressure Hopper
fromDrain
Motor Cylinder
Manifold
BV – Brake Solenoid

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Summary of brush and fan
Cylinder Manifold
manifold.
We have read in detail how oil from the gear
pump enters the manifold and how if no
functions are needed, the unloading solenoid
valve lets the oil dump back to the hydraulic
tank.
We have read how the brushes and fan
proportional solenoids can be activated via their
respective cab mounted potentiometers at the
same time as the unloading valve is energised
closed, and how the brush and fan speeds can
be adjusted by the operator.
We have also now dealt with the Fan brake
valve and the hopper drain valve, both of which Figure 6-39 The cylinder manifold is shown as the
have a direct link to the brush and fan manifold. red dotted line on the hydraulic diagram.
Finally excess oil is allowed to flow to the The cylinder manifold is essentially a bank of
cylinder manifold and then back to tank. solenoid valves which are connected in parallel
so that energizing a particular solenoid will for
example move the brush arms outwards or
another solenoid valve might raise the hopper.
The figure below shows the general valve
arrangements of the cylinder manifold.
The figure below it shows the details of how the
solenoid leads are connected. Each solenoid
lead is physically labeled with a yellow tag to
help identify which solenoid it connects to.
Several solenoid valves are double-acting, so
that the valve has two solenoids attached to it.
For example the solenoid valve which controls
the right side brush arm moving in and out
when the joystick in the cab is moved is double-
acting.
We’ll next describe each function in turn.
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Figure 6-40 Cylinder Manifold valves
A – Hopper Up PRV
B – Tracking Pilot Operated Check Valve
C – Hopper Pilot Operated Check Valve
D – Tracking IN/OUT
E – Hopper UP/DOWN
F – Nozzle UP
G – Nozzle DOWN
H – Brushes UP
I – Brushes DOWN
J – Left Hand Brush in/out

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K – Right Hand Brush in/out
L – Manifold Pressure Relief (210 bar)
M – Brush Protection PRV (50 bar)
N – Brush Protection Shuttle Valve
O – Nozzle Down PRV
P – Hopper Down PRV (115 bar)
Q – Oil Cooler By-Pass Valve
R – Pressure Compensating Flow Control Valve
S – Tracking Pilot Operated Check Valve
T – Test Point 2
U – Hopper Up PRV (115 bar)
Figure 6-42 Cylinder Manifold solenoid connections.

AA – (Lower) S12 Right Brush IN; FF – (Upper) S16 Tracking OUT; KK – (Lower) S6 Left Hand Brush In;
BB – (Upper) S11 Right Brush Out GG – (Upper) S9 Hopper Lower; LL (Upper) S5 Left Hand Brush Out;
CC – S13 Brushes Raise; HH – (lower) S10 Hopper Raise; MM – S4 No 2 Unloader.
DD – S14 Nozzle Raise; II – S8 Nozzle Down;
EE – (Lower) S15 Tracking IN JJ – S7 Brushes Down;
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Cylinder Manifold
Unloading Solenoid Valve
Pressure Compensating ‘S4’
Valve / Flow Control Valve
Figure 6-42 Unloading Solenoid Valve ‘S4’

Torque Settings: -
A – 6.8 Nm (5ft lbs)
B – 27.1 Nm (20ft lbs)
Just as there was an unloading valve on the

brush and fan manifold, so there is a similar
Figure 6-41 Priority Pressure Compensating Valve. valve on the cylinder manifold.
Torque Setting – A - 33.9 Nm (25ft lbs) If none of the cylinders are required, then the
unloading valve sits open and allows oil to pass
When pressurised oil enters the cylinder from port 2 through port 1 and back to the
manifold via port AP, the first valve the oil hydraulic tank (via port OC - oil cooler before
meets is a priority flow controller. arriving into the hydraulic tank).
Just like the previous flow control valves that When however a cylinder is selected, the
we looked at in the brush and fan manifold, the unloading solenoid S4 is energized at the same
flow control valve’s job is to maintain a constant time as the solenoid for that function so that the
flow of oil in the cylinder manifold no matter unloading valve closes and allows pressure to
what the load pressure downstream of the build up in the cylinder manifold.
valve.
The unloading valve for the cylinder manifold is
The valve maintains a constant differential smaller than the brush manifold unloading
pressure from port AP (entering port 1 on the valve (size SV08-21W rather than SV10) as it
valve) to port 3, thereby regulating flow rate. needs to handle less oil, but it works on the
So, a constant flow rate is delivered from port 3 same principle.
to the cylinder functions, and excess flow is
bypassed through port 2 and away to the
hydraulic tank via port OC (“OC” stands for ‘to
Oil Cooler”).

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Cylinder Manifold Pressure So, for example, when the operator wants the
Relief Valve left side brush to move in, the solenoid marked
S6: LHBA (Left Hand Brush line “A”) is
energised and the brush moves in.
When the operator wants to move the brush
out, then the solenoid marked S5: LHBB (Left
Hand Brush line “B”) is energised.
This causes the double-acting solenoid valve to
energise in the reverse sense, and oil flows in
the reverse direction, entering the ram through
port B and causing the brush to move
outwards.
For the right hand brush, then solenoid S12:
LHBA moves the brush in when energised, and
solenoid S11: LHBB moves the brush out.
Figure 6-43 Cylinder Manifold Pressure Relief
Valve.
The speed at which the brushes move in and
out is determined by a series of fixed orifices or
Torque Setting – A – 27.1 Nm (20ft lbs) jets.
Again, this valve protects against over
pressurisation of the cylinder manifold. The Shuttle Valve ) and Brush Protection
valve is fully open at 210 Bar (3,000 psi). Pressure Relief Valve
Brush In/Out Function

Brush In/Out Solenoid Valve
‘S5/S6/S11/S12’
Figure 6-45 Shuttle Valve.
Figure 6-44 Brush In/Out Solenoid Valve.

When the operator moves the brush control
joysticks on the cab armrest so as to move the
brush out or in, then this energizes a solenoid
valve which allows oil to pump into a double-
acting hydraulic ram that is connected to the
brush arm. Figure 6-46 Brush Protection Pressure Relief Valve.
Each ram has two ports labeled “A” and “B”. Oil In order to avoid damage to the brush arms
entering the ram through port “A” pulls the when the brush hits against an object, the
brush in, and oil entering the ram through port brush in/out function is protected by a shuttle
“B” pushes the brush out. valve and a pressure relief valve which is set to
a very low pressure of 50 Bar (about 750 p.s.i.).
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The shuttle valve senses the differential
pressure between the left hand brush out line
and the right hand brush out line.
If for example, the left brush hits an obstacle,
then the pressure in the LHBA line will rise as
the ram is forced inwards by the obstacle.
When the shuttle valve senses the higher
pressure in the left brush line compared to the
right brush line, it opens flow to the pressure
relief valve.
The pressure relief valve then dumps any oil
pressure above 50 Bar, so limiting any damage
to the brush assembly.
Summary of Brush In/Out Function

We have read how a pair of double-acting
solenoid valves control the double-acting rams
that cause the brushes to move in and out.
We also learnt how the brush arms are
protected from impact damage by a pressure
relief valve acting in conjunction with a shuttle
valve.
Brushes Up/Down Function

This function allows the brushes to be raised
and lowered via the work/travel mode selection.
If the machine is in work mode and the
forward/reverse control is in the forward
position, then the brushes will lower to the
ground.
Brush Lift Solenoid Valve ‘S13”
Figure 6-47 Brush Lift Solenoid Valve

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By energising solenoid S13, oil flow is supplied To lower the brushes, solenoid S7 is energized.
to the brush lift cylinder lifting the brushes up. The weight of the brush arms now forces oil out
The brush lift cylinder / ram is single acting. of the rams and the oil drains back through S7.
When this solenoid is de-energized, the height Solenoid S7 remains energized as long as the
of the brushes will be kept steady as this valve machine is sweeping.
is virtually leak free in both directions when de-
However, this valve does not drain directly to
energised.
tank. It is connected to an adjustable Pressure
The speed of lift and lowering is controlled by Reducing Valve which allows the brush down
Jet 6. pressure to be varied from inside the cab.
Brush Down-Pressure Valve
Figure 6-49 Brush down-pressure valve.

This valve is mounted on the left side of the
operator station. Its function is to support the
weight of the brushes on the ground.
The valve is a normally open design which
shuts down to limit pressure in port 1 (the brush
cylinder port) when input pressure at port 2
exceeds the setting of the valve. When the
brushes are in motion, pressure is supplied to
port 2 which will counterbalance the weight of
Brush Lower Solenoid Valve ‘S7’ the brushes.
The driver should adjust the reducing valve to
ensure that a suitable brush height and
downward sweeping force is maintained.
Figure 6-48 Brush Lower Solenoid Valve
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Summary of Brush Up/Down
Function
We have seen how two separate solenoid
valves are used for raising and lowering the
brushes when the machine is in work mode,
and how the operator can vary the brush down
pressure.
Nozzle Up/Down Function

The function of the Nozzle Up/Down control is
identical to that of the Brush Up / Down
operation, with the exception that the pressure
reducing valve is pre-set to a fixed value and is
located on the Cylinder manifold itself rather
than in the cab. The nozzle is thus supported
hydraulically so that it only rides lightly on the
ground, so reducing wear.
The Nozzle Raise Solenoid Valve is numbered
S14 on the diagram.
The Nozzle Lower Solenoid Valve is numbered
S8 on the diagram.
The Pressure Reducing Valve is located on the
front face of the cylinder manifold and is
labeled “PR08-32” on the drawing.

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Hopper Raise/ Lower Solenoid Valve
‘S9/S10’
Figure 6-50 Hopper Raise/ Lower solenoid valve.

By energising solenoid S9 (the uppermost
solenoid of the pair), then oil starts to flow
through port HA and the hopper door begins to
open (Pressure required to achieve this is
relatively low).
By energising solenoid S10 (the lowermost
solenoid), then oil is pumped in the reverse
direction through port HB and this causes the
double acting rams on the hopper and hopper
door to lower.
Hopper Sequencing Valve
Hopper Up/Down Function

This function enables the contents of the
hopper to be raised and tipped out under
gravity. This operation has to be carried out
with the vehicle stationary and normally, none
of the other services of the vehicle are in
operation.
Figure 6-51 Hopper Sequencing valve.
When the hopper raise function is first selected
it is the hopper door which begins to rise before
any hopper movement occurs.
When the door is fully open (or if the hopper
door clamps are locked down), then the door
ram cannot push any further and so the
pressure in line HA rises above 50 bar (the
setting of the line mounted Sequencing Valve).
The sequencing valve then opens causing the
hopper itself to begin to raise.
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During the hopper raise function flow passes
Hopper Pressure Relief Valves through the valve unrestricted. When the
operator releases the raise button, then
solenoid S9 is de-energized. When flow
ceases through the check valve, it
automatically closes and prevents reverse flow
which would allow the hopper to lower again.
The hopper will not lower until the adjacent
solenoid S10 is energized by the operator
115 pressing the hopper down button.
BAR
In this case, oil flow is reversed though the
valve operating ports. However, because of the
check valve in the ‘A’ line, it is necessary to
RV08-20A
apply a pilot pressure from the port B of the
solenoid valve to mechanically open the check
valve and allow oil to flow back though it.
Figure 6-52 Hopper pressure relief valve. Hopper Ram Hose Burst Valves
To prevent excess force being applied to the
hopper rams during opening and closing, there
are two identical pressure relief valves in the
circuit, one for when the hopper is rising up,
and one for when it is lowering down.
These valves are set at 115 Bar (1, 700 p.s.i.).
Do not attempt to increase this setting as
structural damage may occur to the
machine by exerting excessive forces.
The rate of lift speed is controlled by a simple Figure 6-54 Hose burst valve.
jet (Jet 8) fitted adjacent to the supply Port HA.
Similarly the descent is controlled by Jet 9 on The cylinder raise side of the hopper rams are
port HB. fitted with hose burst valves, and in the unlikely
event of a hose or fitting failure, the hopper will
Pilot Operated Check Valve automatically lock at whatever position the
cylinder is in.
This feature is necessary to prevent injury to
anyone who may be gaining access to the
underside of the hopper should a failure occur.
The burst valves are removable for adjustment
by means of a special extraction tool (part
number AT020). See the servicing section for
more details.
Figure 6-53 Hopper Pilot-Operated check valve.

When the hopper raise button in the cab is
released by the operator, then the hopper is
locked in position by a pilot operated check
valve.
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Hopper Emergency Raise Valve Front Axle Tracking
Function
The 636HS is designed to operate on both
sidewalks as well as streets. For operating in
confined areas the overall width of the machine
must be minimised. However the machine can
also travel at speeds up to 40 km/h (25 mph)
when in the travel mode.
Figure 6-55 Hopper emergency raise valve.
Hence to provide better machine stability at
higher speeds the front axle track can be
extended.
Tracking Solenoid Valve ‘S15/S16’

Hopper
Raise
Hopper
Lower
Figure 6-56 Physical location of emergency hopper

raise and lower valves.
Figure 6-57 Tracking Solenoid
In the event of a failure of the main hydraulic
system or engine power, it is possible to Energising solenoid S15 (upper solenoid)
manually raise the hopper with a lever operated causes oil to flow to Port TA (The cylinder base
hand pump located on the right side of the port of the rams), via a pilot operated check
vehicle. valve assembly. This pushes the rams out and
extends the front axle track.
There is also a needle valve next to the hand
pump which allows the hopper to be lowered. Conversely, solenoid S16 causes the oil to flow
in reverse and the rams retract.
Summary of Hopper Up/Down
Function
We have seen how a double-acting solenoid
operates the hopper and hopper door raise and
lower functions via double-acting rams. A
sequencing valve causes the door to open
ahead of the hopper tilt. Safety features include
the use of two pressure relief valves, a pilot
operated check valve and finally hose burst
valves in the rams. There is a hand pump and
needle valve for raising and lowering the
hopper manually.

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Double Pilot Operated Check Valves
Oil Cooler Bypass Valve
Figure 6-59 Oil Cooler Bypass Valve

The air blast oil cooler fitted to this machine is,
by nature of its construction, sensitive to
pressure peaks. Hence a protection facility is
provided to ensure that it is not over
pressurised.
Figure 6-58 Double pilot operated check valves. Momentary peak flows may occur particularly
when the hydraulic system is cold and the oil is
The check valve comprises of three
more viscous.
components, two simple check valve cartridges
which oppose one another, plus a pilot piston This valve is basically a check valve but with a
which shuttles between the two check vales to high pressure bias spring to keep it closed
mechanically lift the check valve poppet (one at during normal operation to ensure that oil flow
a time) and allow reverse flow. is directed via the oil cooler.
This causes the Left and Right Hand Tracking The valve commences opening at 3 bar (45 psi)
Cylinders to extend at a rate set by the fixed and is fully open at 4.1 bar (60 psi).
jets 10 & 11, but the axle is locked in position if
neither solenoids S15 or S16 is energised. Summary of Cylinder
Summary of Front Axle Tracking
Manifold
Function
We have examined each of the solenoids and
We have read how a double-acting solenoid their related valves which control the various
causes the front axle rams to move in and out. cylinder (ram) functions including brushes
Check valves lock the axle in position when in/out, brushes up/down, suction nozzle
neither solenoid is energised, and burst valves up/down, hopper up/down and front axle
protect the axle position in the event of a hose tracking in/out.
burst.
Typical Pressures
The following are typical pressures that may be
seen at the test points (1 & 2) during varying
functions.
You should expect slight variations from
machine to machine, oil temperature etc.
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Transit Mode or Work Mode (in neutral) – TP1 TP2 – 0 bar
& TP2 should show 0 bar.
Fan Potentiometer @ 75% (fan speed 2340
Raising the Hopper (work Mode with engine rpm)
speed set to 2200rpm) – TP1 – 120 bar; TP2
TP1 – 175 bar
– 120 bar. Note that pressures may be lower if
hopper is empty. TP2 – 0 bar
Lowering the Hopper (engine speed set to Fan Potentiometer @ 50% (fan speed 1030
2200 rpm) – TP1 – 120 bar; TP2 – 100 bar. rpm)
Note that pressures may be lower if hopper is TP1 - 30/90 bar
empty.
TP2 – 0 bar
Tracking IN – TP1- 160/170 bar; TP2 –
160/170 bar. Fan Potentiometer @ 25% (fan speed at 240
rpm)
Tracking Out – TP1 - 120/130 bar; TP2 –
110/120 bar. TP1 – 30 bar
Brushes Down & Rotating, but Fan OFF TP2 – 0 bar
Brush Potentiometer @ 100% Brushes & Fan ON
TP1 – 70bar Fan & Brush Potentiometers at 100%
TP2 – 0 bar TP1 – 200 bar
Brush Potentiometer @ 75% TP2 – 0 bar
TP1 – 65 bar Fan & Brush Potentiometers at 75%
TP1 – 55 bar Fan & Brush Potentiometers at 50%
TP1 – 50 bar
Oil Cooler
TP2 – 0 bar
Brushes in/Out
TP1 – 70/80 bar
TP2 – 70/80 bar
Brush/Nozzle Lift
TP1 – 210 bar
TP2 – 210 bar
Pressure rises very quickly to 210 bat and
remains for a maximum of 6 seconds.
Fan Rotating but Brushes OFF
Fan Potentiometer @ 100% (fan speed – 2700
rpm)
Figure 6-60 Oil Cooler.
TP1 – 210 bar

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The oil cooler is integrated with the engine
radiator. Oil returning from the brush and fan, Servicing
and cylinder manifolds passes through port OC
and through the cooler.
Procedures
The cooler contains a temperature sender
which the IQAN electronic controller monitors. Hydraulic Hygiene
It is essential that no dirt or foreign material is
Return Line Filter allowed to enter the hydraulic system. The
system is designed to operate at very high
standards of cleanliness (ISO 18/13).
Before disconnecting any hydraulic pipe, hose
or union, ensure that the surrounding area is as
clean as possible. Clean away all dirt and
debris with a clean rag and cover all open
fittings after disconnection. Use polythene
(cling film) or cut off the fingers of a surgical
glove and secure them in place using elastic
bands.
It is absolutely essential that no dirt or foreign
material is allowed to enter the hydraulic
system.
Cartridge Valves -
Servicing
By the nature of the construction of this type of
valve, it is not possible to take them apart to
clean or refurbish them in any way. Valves are
manufactured to tight tolerances and
assembled in controlled conditions.
Do not attempt to dismantle cartridge valves as
any warranty will be voided by this action.
Figure 6-61 Return Line Hydraulic Filter Please replace any otherwise faulty or
damaged valves.
Returning hydraulic oil is again filtered by a
second hydraulic filter before returning to the Servicing of valves is limited to replacement of
hydraulic tank. This filter is also a 10 micron external seals which are available as kits from
filter, but is of different construction from the your local Green Machine dealer and are listed
pressure filter described earlier in the chapter. on the Tables below.
This is because it does not experience the high
system pressures that the previous pressure Cartridge Valves – Re-
filter is subjected to. installation
It is also critical to understand the importance
of following the correct method for installing
cartridge valves, or irreparable damage can be
inflicted on valves.
Dip the cartridge in clean oil, then screw
cartridge in by hand until the top O-ring is met.
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Then wrench- tighten to the torques shown in replacement solenoid coil references and
the tables below. torque settings.
Do not over tighten valves. Take particular care Over-tightening of cartridge valves can cause
not to over tighten the solenoid coil nuts – malfunctions and possible hydraulic
use the recommended torques at all times. system damage. Please use the correct
torque settings shown below when
Cartridge and Solenoid replacing valves or solenoid coils.
Valve Reference Tables

Please refer to the following tables for a
summary of part numbers, seal kit and
Manufacturer/ Description Used On Valve Install-

Drawing Reference ation Torque
CV08-0-N-60 Anti-cavitation Valve Brush/Fan 25-27 Nm

Manifold (18-20 ft-lbs)
EC10-40 Cylinder Manifold Flow Control Cylinder Manifold 34-37 Nm
Valve (25-27 ft-lbs)
EC10-40-0-N-160 Fan Motor Pressure Brush/Fan 34-37 Nm
Compensating Priority Valve Manifold (25-27 ft-lbs)
EC10-40-0-N-40 Brush Motor Pressure Brush/Fan 34-37 Nm
Compensating Priority Valve Manifold (25-27 ft-lbs)
LS08-30 Brush Protection Shuttle Valve Cylinder Manifold 25-27 Nm
(18-20 ft-lbs)
FD12-45-0-N-66 Flow Divider Valve Transmission 45-50 Nm
CV-08-20-0-V-04 Pilot Operated Check Valve Cylinder Manifold 25-27 Nm
(18-20 ft-lbs)
7013387 Pilot Piston Valve Cylinder Manifold n/a
Replaced by HV062
Table 6-1 Cartridge Valve Quick Reference
Manufacturer / Description Used On Valve Install-

Drawing Reference ation Torque
MR10-2003 Brush Speed Rotary Valve Brush/Fan 34-37 Nm

MR10-20A Fan Speed Rotary Valve Brush/Fan 34-37 Nm
Table 6-2 Rotary Valve Quick Reference
Manufacturer/ Description Used On Valve Install- Factory

Drawing Reference ation Torque Pressure
Setting
PR08-32 Brush Down Pressure Cab Console 25-27 Nm variable

PR08-32 Nozzle Down Pressure Cylinder Manifold 25-27 Nm variable
Reducing Valve (18-20 ft-lbs)
RV08-20 Brush Protection Cylinder Manifold 25-27 Nm 10 Bar
Pressure Relief Valve (18-20 ft-lbs)

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Manufacturer/ Description Used On Valve Install- Factory
Drawing Reference ation Torque Pressure
Setting
RV08-20 Hopper Up/Down Cylinder Manifold 25-27 Nm 100 Bar

Press. Relief Valves (18-20 ft-lbs)
RV08-20A Cylinder Manifold Cylinder Manifold 25-27 Nm 210 Bar
Pressure Relief Valve (18-20 ft-lbs)
RV10-22A Double Acting Brush/Fan 34-37 Nm 210 Bar
Pressure Relief Valve Manifold (25-27 ft-lbs)
CV10-20-0-N-70 Oil Cooler Bypass Cylinder Manifold 34-37 Nm 4.1 Bar
Table 6-3 Pressure Valve Quick Reference
Manufacturer / Description Used On Coil Nut Valve

Drawing Reference Torque Installation
Torque
SV08-20W Brush Motor Brush/Fan 9-14 Nm 24-27 Nm

Solenoid Valve Manifold (7-10 ft-lbs) (18-20 ft-lbs)
'S2'
SV08-21W Cylinder Manifold Cylinder 9-14 Nm 24-27 Nm
Unloading Manifold (7-10 ft-lbs) (18-20 ft-lbs)
Solenoid Valve
'S4'
SV08-26 Single Acting Cylinder 9-14 Nm 24-27 Nm
Solenoid Valves Manifold (7-10 ft-lbs) (18-20 ft-lbs)
'S7', 'S8', 'S13',
'S14'
SV08-47C Brush In/Out Cylinder 9-14 Nm 24-27 Nm
Solenoid Valves Manifold (7-10 ft-lbs) (18-20 ft-lbs)
‘S5/S6’ &
‘S11/S12’
SV08-47D Hopper Up/Down Cylinder 9-14 Nm 24-27 Nm
‘S9/S10’
SV08-47D Tracking In/Out Cylinder 9-14 Nm 24-27 Nm
‘S15/S16’
SV10-20W Fan Motor Brush/Fan 9-14 Nm 34-37 Nm
'S3'
SV10-21W Unloader Solenoid Brush/Fan 9-14 Nm 34-37 Nm
Valve 'S1' Manifold (7-10 ft-lbs) (25-27 ft-lbs)
SV10-22-3B-N-12EY Pressure Washer Pressure 9-14 Nm 34-37 Nm
Solenoid Valve Washer (7-10 ft-lbs) (25-27 ft-lbs)
'S17'
Table 6-4 Solenoid Valve Quick Reference
Drawing Reference Manufacturer's Hole Diameter

Reference
Orifice - 2.5mm 9190-0132 2.5mm

Orifice - 4.3mm 9190-0134 4.3mm
Jets 2,3,4,5,6,7 - 2810-14603B 0.6mm
0.6mm
Jets 8,9 - 1.0mm 2810-14603C 1.0mm
Jets 1, 10, 11 - 2810-14603E 1.5mm
1.5mm
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Drawing Reference Manufacturer's Hole Diameter
Reference
Adaptor including HF126 3.2mm

orifice 12 - 3.2mm
Table 6-5 Orifice and Jet Quick Reference
Inspection for damage to these seals & weeps
Cartridge Manifold Blocks- is recommended after any major servicing
Repairing Leaking plugs. work.
A number of gallery drillings are blanked off Hydraulic Hoses –

during final assembly of the hydraulic manifolds Replacement.
using a semi-permanent plug.
All hydraulic hoses and unions on the 636HS
These plugs appear outwardly as a ring of
are BSP Parallel (British Standard Pipe). This is
bright aluminum alloy which sit just below the
an ISO standard commonly used throughout
surface of the manifold.
the world (except in the United States). The
These plugs are not intended for removal thread symbol for BSP Parallel is the letter “G”.
during the normal service of the vehicle.
All hydraulic hoses have the Applied Sweepers’
However from time to time it is possible for part number written on a tag attached to the
minor hydraulic leaks to occur via the blanking hose.
plugs.
Before disconnecting any hydraulic hose,
In some cases re-tightening of the plugs will not thoroughly clean the hose union and the
always solve the problem and therefore the surrounding area with a clean lint-free cloth.
following procedure should be adopted. Place a container below the union to be
disconnected to collect escaping hydraulic oil.
Caution: Ensure absolute cleanliness when
working on any part of the hydraulic
system.
After disconnecting a hose union, always plug

Figure 6-62 Surface preparation steps.
its end (and the component to which the hose
was attached) to prevent dirt entry.
Remove the blanking plug and with a cleansing
solution such as Loctite 7063 clean both male Alternatively, the fingers cut from surgical
and female threads. It is important to ensure rubber gloves can be fitted over the hose union
that both thread forms are clean and free from and sealed with an elastic band.
any traces of oil. For efficient and safe operation of the machine,
Using Loctite 7649 Primer (or acetone) spray the following points must always be observed
the male thread and leave to dry for 5 minutes. when dealing with any hydraulic hoses.
It is important to use a primer to ensure that a a). Ensure absolute cleanliness when
good bond is achieved. Failure to do so may removing or refitting a hose union.
reduce the effectiveness of this procedure.
b). Check the condition of the hoses
Using Loctite 542 apply to the male thread and regularly in accordance with the specified
screw the plug home. service intervals and also when carrying out
It is important to ensure that no Loctite is any work in adjacent areas where hoses are
applied to the female thread and that only visible.
sufficient Loctite to do the job is to be applied. c). If a new hose is to be fitted, use only
Applied Sweepers replacement parts.

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The use of any hose to a lower The printed layline on the hose is a good indication
specification could result in premature of this. If twisted and the assembly includes a swivel
failure with the risk of personal injury nut end fitting, loosen the swivel nut, untwist the
to the machine operator or any hose, and retighten the nut.
individuals near the machine at the
time. An assembly with two elbow end fittings will twist if
the end fittings are not in proper relationship to each
d). When fitting a hose, ensure that it is not other.
kinked when in position, and is not likely to
chafe on any adjacent components. Re-position
the unions to give the necessary clearance or,
where applicable, use cable ties to adequately
secure the hose and prevent movement.
e). Securely tighten all unions when
refitting, and always check for hydraulic leaks
before rendering the machine ready for use.
Correct Fitting Of
Hydraulic Hoses
Exposure to high external ambient temperatures can

dramatically shorten hose life.
Always route hose assemblies away from heat

sources or install a protective sleeve or baffle plate.
When pressurised, a flexible hose assembly can

change length by as much as +3% or -6% compared
to its original length.
Always provide some slack in the hose to allow

for this shortening or elongation however,
excessive slack in hose lines may cause poor
appearance.
Constant abrasion at the same point on a hose can
wear through the outer cover and eventually weaken
the reinforcement.
Hose assemblies should be routed to avoid abrasion

with sharp objects, moving parts or other hose
assemblies.
The use of hose clamps can help to prevent

abrasion
If a hose is installed with a twist in it, operating
pressure will try to force it straight. This can loosen
the end fitting nut or cause reinforcement separation
which can result in hose failure at the point of
greatest stress.
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1. Route hoses in straight lines or along machine
contour
2. Route hose lines together and in parallel to
reduce abrasion
3. Use brackets and clamps to keep hoses in place
4. Use hose assemblies of proper length.
5. Use elbow adaptors and fittings for more direct
routing
At bends, always provide sufficient hose so that it

does not have a bend radius less than its
recommended minimum bend radius. Allow at least Adaptors have many purposes when installing hose
1" (25mm) of straight hose out of the fitting socket assemblies. These include joining hoses to a
before it starts to bend. component, connecting two or more hoses together
and changing the size or thread of a connection.
Too tight a bend may kink the hose and restrict or
stop the fluid flow. It also creates unnecessary They come in many configurations and when used
stress on both the hose and end fittings which can effectively, can help tidy up an assembly, increase
lead to reduced hose life. accessibility, reduce bends and general extend the
hose life.
In many cases proper use of adaptors and hose
fittings can eliminate tight bends or kinks. Hose Unions and
Couplings – Replacement.
Figure 6-63 BSP Parallel Fittings.

Be sure only to use the correct fittings and
seals. Do not attempt to use NPT or other types
of fittings or damage or leaks may occur.
All hoses unions are connected to couplings
which are screwed into the component itself.
When removing and refitting a hose union,
Routing for good appearance often means better always hold the coupling or reducer with a
functioning and easier inspection and maintenance.
It also often results in the use of less hose and
second spanner/wrench to prevent it from being
fewer connections unscrewed from the relevant component.

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When refitting couplings, please use the
torques listed in the table below, or as a rough
guide wrench-tighten about ¼ turn past finger
tight.
Figure 6-64 Dowty Seals
Couplings that are screwed into a component
are normally sealed with a bonded washer
(sometimes called a Dowty seal).
If a coupling is removed, always fit a new
Dowty seal when refitting. Please see the table
below for sizes.
Parallel Pipe Size Thread Threads Per Recommended

Size Inch Torque
G 1/8" 3/8" 28 25 Nm
G 1/4" 1/2" 19 50 Nm
G 3/8" 5/8" 19 80 Nm
G 1/2" 3/4" 14 120 Nm
G 3/4" 1" 14 160 Nm
G 1" 1 3/8" 11 300 Nm
G 1 1/4" 1 5/8" 11 450 Nm
Table 6-6 B.S.P. Parallel Hose Fittings Quick Reference
With each blanking plug, there is an O ring,

Sealing Hydraulic these being:
Manifold Blanking Plugs O ring for SAE 4 blanking plug – 8 x 1.5 Viton –
O ring for SAE 5 blanking plug – 10 x 1.5 Viton
There are a number of blanking plugs located
on the three manifold blocks (Brush/Fan O ring for SAE 6 blanking plug – 12 x 1.6 Viton
Manifold; Cylinder Manifold & Transmission
Manifold).
There may well also be three different sizes,
these being:-
SAE 4
SAE 5
SAE 6
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Figure 6-67 Blanking Plugs (1)
Fitting Instructions
Remove the plug, check thread condition,

renew the O-ring.
Clean out the plug cavity to ensure that all
threads are clean, free of oil and are in good
condition.
Spray ‘Loctite Activator’ into the cavity ensuring
that the cavity threads are coated.
Apply loctite 243 to the bottom threads of the
plug and screw into the relevant cavity
Torque the plug to 25 Nm. DO NOT OVER-
TORQUE
Figure 6-68 Blanking Plugs (2)
Blanking plugs can also be found in the cylinder
and transmission manifolds and the fitting
instructions are the same for them all.
Other hydraulic tests

A number of tests are detailed in the Troubleshooting Chapter. Please refer to that chapter.
End of chapter
6-162 Hydraulic Systems

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Chapter 7 IQAN Electronic
Control System.
IQAN Electronic Control 163
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Cont
Pos 30 AC 19 50 0 12 3
0
1
2 Ignition
3 Switch
164
Slate Slate Slate
3mm or 2x2mm 3mm 0r 2x2mm 2mm
Black Black Black

3mm 3mm 2mm
2mm
Slate
2mm
Slate
Black 1mm
Slate
1mm
Ignition Switch
Black
Fan Emergency
3mm or 2x2mm
Red 1mm
10A
See ED008
20A
Brake Solenoid
(IQAN Only Valve
20A
1.5 Amps
Shown) 85 87a 87
19 AC S23
Facia Fusebox
Facia Fusebox
Facia Fusebox
Relay
ES180 (40A)
CB1-12V-ACB13201
IQAN Isolating
50 30
86 30
IQAN-XT2
1mm
Red 1mm
Red 1mm
Red 1mm
Black 1mm
Black 1mm
Black 1mm
White/Red
Liquid Level Liquid Level
3mm
Black
Vacuum Vehicle Engine Hopper Tilt Sensor - Sensor - Water
Red
Safety Switch Water Pump Pressure Pump
3mm
IQAN-XT2 Engine Hydraulic Oil Hydraulic TRANSIT MODE WORK MODE
Air Filter Temperature
Red
Coolant Tracking Out (RHS)
Red
1mm
1mm
Tracking In (LHS)
3mm
Suction /
Minder Switch
White/Red
Low Level Return Filter Proximity Switch Proximity Switch
1mm
Switch
Black
Switch 95 °C
1mm
Switch
1mm
Black
Orange/Black
I
I
85 87a 87 Fan Access
Door
N.C
N.O
Safety Switch
Transmission E-Gas
Relay
Pressure
ES180 (40A)
CB1-12V-ACB13201
BLUE
GREEN
RED
BLACK
BLUE
GREEN
RED
BLACK
IQAN Ignition
Transducer
86 30
1K
1K
1K
120R
120R
Red
Red
1mm
1mm
1mm
1mm
Black
Black
White/Red Allocated for Tachometer
1mm Rear Axle (See ED013 for full
Red weighing wiring details) 0V 5V 0V 5V
Red 2mm
3mm system
Orange / Black Pin 8
1mm
2mm
2mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
Grey
1mm
1mm
1mm
1mm
1mm
1mm
1mm
Yellow
Orange
Red
Red
Red
Red
Blue / Red
2mm
1mm
1mm
2mm
Blue / Grey
Black
Black
Black
Grey / Red
Grey / Blue
Black
Blue / Black
Black / Grey
Blue / Purple
Blue / Yellow
Grey / Black
Grey / White
Grey / Green
Blue / Orange
Black / Yellow
Grey / Yellow
Orange / White
Orange / Black
Grey / Orange
Orange / Green
Black / Orange
1mm (-0V Ref.)

1mm (-0V Ref.)
1mm (+5V Ref.)

1mm (+5V Ref.)
1mm (-0V Ref.)
1mm (+5V Ref.)
C1 15 C1 28 C1 29 C1 42 C1 12 C1 13 C1 22 C1 35 C1 36 C1 37 C1 38 C1 39 C1 10 C1 11 C1 21 C1 15 C1 28 C1 29 C1 42 C1 39 C1 38 C1 37 C1 12 C1 13 C1 22 C1 23 C1 24 C1 25 C1 35 C1 36 C1 10 C1 11 C1 21
Red
3mm
VIN B
VIN F
VIN G
VIN H
VIN I
VIN J
VIN B
VIN C
VIN D
VIN E
VIN F
VIN G
VIN H
VIN I
VIN J
FIN C
FIN B
FIN A
FIN C
FIN B
FIN A
- BAT
+ BAT
- BAT
+ BAT
- BAT 2
EGAS
EGAS
- BAT 2
EGAS
EGAS
+ BAT 2
+ BAT 2
VIN A
VIN A
+ VREFB
- VREF B
+ VREFB
- VREF B
-0V REF A
-0V REF A
+5V REF A
E-Gas ret
+5V REF A
E-Gas ret
5V 5V
Power Supply Frequency Inputs Power Supply Frequency Inputs
5V 50mA Voltage Inputs (0 to 5 Volts) 5V 50mA Voltage Inputs (0 to 5 Volts)
IQAN
40A - No. 1
40A - No. 2
40A - No. 3
40A - No. 4
Vehicle Lights
Tacho & Sidelights
Fuseboxes, Non-IQAN
Heated Screen, Hazards,
IQAN CAN-bus XT2 Module Address 1T (XT2-A1T) - Chassis IQAN CAN-bus XT2 Module Address 0 (XT2-A0) - Cab
Home
Current Outputs (20 to 1800 mA) Current Outputs (20 to 1800 mA)
Digital Outputs (12v, 3A max per channel) E-Gas Output (H-Bridge) Digital Outputs (12v, 3A max per channel) E-Gas Output (H-Bridge)
CAN CAN 2 CAN CAN 2
COUT A
COUT A
COUT B
CAN H
CAN L
CAN H
CAN L
CAN L
CAN H
CAN H
CAN L
ADDR H
ADDR L
ADDR H
ADDR L
DOUT A
DOUT B
DOUT C
DOUT F
CRET A+
CRET A-
E-Gas +
E-Gas -
CAN2 H
CAN2 L
DOUT A
DOUT B
DOUT C
DOUT E
DOUT F
CRET A+
CRET A-
CRET B+
CRET B-
E-Gas +
E-Gas -
CAN2 H
CAN2 L
DOUT D
DOUT E
DOUT D
C1 26 C1 40 C1 26 C1 40
C1 2 C1 3 C1 4 C1 5 C1 6 C1 7 C1 18 C1 32 C1 31 C1 17 C1 8 C1 9 C1 1 C1 14 C1 16 C1 30 C1 27 C1 41 CAN (SAE J1939) C1 2 C1 3 C1 4 C1 5 C1 6 C1 7 C1 18 C1 32 C1 31 C1 17 C1 20 C1 34 C1 33 C1 19 C1 8 C1 9 C1 1 C1 14 C1 30 C1 16 C1 27 C1 41 CAN (SAE J1939)

Not Connected Not Connected
Blue
Pink
Pink
Blue
Blue
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
White
White
White
Pink
Pink
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
Pink / Red
Pink / Blue
E-Gas
Pink / Black
Pink / White
Pink / Green
Pink / Brown
Purple / Red
Pink / Purple
Pink / Yellow
Purple / Blue
Red / Black
Red / White
Purple / Black
Purple / White
Red / Brown
Brown / Red
Red / Green
Purple / Brown
Red / Yellow
Purple / Grteen
Purple / Yellow
Brown / Black
Purple / Orange
Red / Orange
Brown / Green
Brown / Orange
Battery Street RECTIFIER
S6 S5 S11 S12 S10 S9 DIODE Forward Tracking
Washer ID Tag S1 S4 S13 S14 S7 S8 (MR754) FEED FROM ID Tag
EMERGENCY PEDAL IN Solenoid IN
Bar - Address 1T CAB VIA CHASSIS Address 0
1.4 Amps
Valve Solenoid
1.4 Amps
1.4 Amps
1.4 Amps
1.4 Amps
1.4 Amps
1.4 Amps
S18 Left (768 Ohms) LOOM SEE ED013 (287 Ohms)
1.6 Amps
1.4 Amps
1.4 Amps
1.4 Amps
1.4 Amps
1.4 Amps
1.4 Amps
1.4 Amps
S15
LH Brush LH Brush RH Brush RH Brush Hopper Hopper
Arm - Out Arm - In Arm - In Arm - Out Up Down Underloader Underloader Brush Nozzle Brush Nozzle
Solenoid Solenoid Arms - Up Arms - Down
Valve No.1 Valve No.2 - Up - Down
Vacuum Tracking
Reverse
1mm
1mm
1mm
1mm
1mm
1mm
Black
Black
Black
Black
Black
Black
Fan
*** Amps
OUT
1.6 Amps
1.75 Amps
1.75 Amps
1.75 Amps
1mm
1mm
1mm
1mm
1mm
1mm
Black
Black
Black
Black
Black
Black
Rotation Solenoid Solenoid
S3
Brake Reverse Reverse Valve
1.5 Amps
1.5 Amps
Lights Light Beeper

S16
1mm
1mm
1mm
1mm
Black
Black
Black
Black
Home Find...
2A
86 30
Find... Go
ES180
Pressure Washer / DEA

CB1-12V-ACB13201
Divert Hyd Solenoid Valve

(Only fitted when PW & DEA 85 87a 87
FROM UNLOADER 1 FROM 25A FUSE FOR MACHINE
SOLENOID VALVE MANAGEMENT UNIT are fitted together)
S20
Divert
86 30 Valve
AUTOMATIC
GREASING
RED 1mm 12V Supply to
RELAY Rear of Cab
ES180
85 87a 87
Go To..
RED
RED 1mm 12V Supply to
To..
Front of Cab
AUTOMATIC
GREASING
12V
PUMP
BLUE
Red 1mm
1mm
Light Green / Orange
Transit / Workmode Off /

Pressure
/ Brushlift FWD / NEUT / REV
SLATE
LH Brush RH Brush Whoosh Water Washer
Gear Selector Switch
1mm
In/Out In/Out ES232 - On/On/On / Street DEA Switch
Joystick Feed
ES Hose Pump
Joystick ES286 Joystick Handbrake Washer Off/On
Switch - Rotary Switch New switch
Light Green / Yellow
ES232
Off/On Switch - Off/On Off/On/On Double Pole
Electronic ES210 On/Off/On
Foot Pedal 13 22 13 22 2 6
3 4 10 2 6 1 5 5 10 2 6 1 5 1 7 2 8 9
F/N/R
II I O I O II I O I O
Red
Slate
1mm
1mm
ES214 / 237
ES232 / 2**
REVERSE
FORWARD
ES210 / ES241
6EH 007 832-011
6GM 007 832-251

6RH 007 832-381
6RH 007 832-381
Vacuum 1 3 5 7
Brush 1 7 2 8 9 4 8 3 7 4 8 3 7
Fan 14 21 14 21 1 9 5 6 10
Speed Hopper - Up/Down Wire 23 Terminated
Speed
IN
IN
Switch - ON/OFF/ON At Conduit Tee
OUT
OUT
Nearest the E_GAS
Actuator Connector
Handbrake Wires 40 & 41
(For future use) Warning Lamp Currently Not Fitted
(For future use)
Yellow / Green Wire 39 Terminated
Cloudmaker
Speed Monitor
1mm At Conduit Tee

Up
Down
Nearest the E_GAS

Actuator Connector
1mm
Black
(For future use)
MDM - 4A
Facia Fusebox
1mm
1mm
Facia Fusebox
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
1mm
MDM RTC - 4A
Purple
White / Red
White / Blue
Green / Red
Green / Pink
Green / Blue
Yellow / Red
Yellow / Blue
Green / Grey
White / Black
White / Green
Green / Black
Black / Purple
Green / White
White / Brown
White / Purple
Yellow / Black
Green / Brown
White / Yellow
Yellow / White
Green / Purple
Yellow / Green
Yellow / Brown
Green / Yellow
White / Orange
Yellow / Purple
Green / Orange
Yellow / Orange
MODEM PC
C1 15 C1 1 C1 2 C1 3 C1 4 C1 5 C1 16 C1 17 C1 18 C1 30 C1 31 C1 32 C1 9 C1 10 C1 11 C1 12 C1 13 C1 22 C1 23 C1 24 C1 25 C1 26 C1 27 C1 37 C1 38 C1 39 C1 40 C1 41
Red
1mm
1mm
Orange
DIN I
DIN J
DIN L
VIN A
VIN B
VIN C
VIN D
VIN E
VIN F
VIN G
VIN H
VIN I
VIN J
DIN B
DIN F
DIN A
DIN E
DIN K
DIN P
DIN C
DIN D
DIN H
DIN N
DIN G
DIN O
DIN M
+5V REF
- 0V REF
5V Voltage inputs (Signal Range 0.0 - 5.0 V, Active Range 0.5 - 4.5 V) Digital inputs (Signal range 0.0 - 32.0 V)
100mA
IQAN Electronic Control

IQAN-MDM IQAN CAN-bus XS Module Address 0 (XS-A0)
Digital outputs (Total Outputs 5 Amps max) Power supply (12 V)
C1
-BAT
+BAT A
DOUT D
DOUT C
DOUT B
DOUT A
C1 36 C1 35 12V C1 21 C1 20 C1 14 C1 28
Modem Cable
EW164
15A
1mm
1mm
1mm
1mm
Red 2mm
RED 1mm
Black 2mm
Light Green / Blue
Light Green / Black

Light Green / Brown
Water CAN 1 CAN 2

1mm
Pump S17
Relay
Light Green / Red
S21
86 30
CAN L
+BAT
ADDR.
ADDR.
CAN H
-BAT
CAN L
+BAT
ADDR.
ADDR.
CAN H
-BAT
1.6 Amps
C1 6 C1 4 C1 2
C1 5 C1 3 C1 1
6 5 4 3 2 1 6 5 4 3 2 1
1.6 Amps
B
A
C
High
1mm
Black
Pressure
ES180
Transmission Water CAN-bus CAN-bus

CB1-12V-ACB13201
1mm
Blue
Differential
Brown
Address 0 Address 0
Yellow
Pump
Green /
85 87a 87
Green / Yellow
Solenoid (Pins 3 & 4 must (Pins 3 & 4 must

Blue 1mm
Red 1mm
Blue 1mm
Black 1mm
Black 1mm
White 1mm
White 1mm
0V
12V
not be not be
-BAT - BLACK
CAN H - BLUE
CAN L - WHITE
+RTC - ORANGE
+BAT - RED
Speed
Monitor
connected) connected)
1mm
DOUT (Alarm) - YELLOW

Max 1.2 A
1mm
Cloudmaker
1mm
Black
Light Green / White
Water
Pump
1.9 Amps
IQAN-XS
Front
1mm
Black
1mm
Alarm Nozzle
Water Jet
Light Green / Yellow
1.25 Amps
Solenoid
It has a display screen and several touch
buttons allowing readings and adjustments to
Introduction
be made.
The MDM is located on the roof console of the
cab.
We’ll cover the operation of the MDM unit later
in this chapter.
IQAN XT2 Unit

The XT2 units, in tandem with the XS unit, link
the MDM with the solenoids and sensors and
are used to funnel the large amount of control
information from the various sensors and
solenoids to and from the MDM.
If the MDM is the brain of the system, then the
XT2’s can be thought of as the central nervous
system, receiving information from the senses
(speed sensor, temperature senders etc.) and
XS causing the muscles (solenoids) to move.
Unit One XT2 (XT2 AO) unit is located on the left
side of the cab just inside the door and the
second XT2 (XT2 A1T) on the chassis
underneath the rear right hand side of the cab.
Figure 7-1 IQAN System Base Components Each XT2 has its own address within the
The 600 series Green Machine makes control circuit to clearly identify it and these can
extensive use of an electronic Machine be seen on the associated electrical drawings
Management Unit (MMU) to improve and MDM display: -
functionality, diagnostics and performance.
The system uses components from Parker (XT2 – AO) – XT2 inside the cab
Hydraulics’ IQAN range of controllers.
(XT2 – A1T) – XT2 mounted on the chassis.
The IQAN system comprises of four
fundamental components - the MDM, two XT2 For information on the alarms and warning
units and an XS unit. There are also a number given by the unit indicator lights, please refer to
of relays, sensors and circuit clusters which page 68.
allow the system to function correctly.
We’ll give a brief overview of the basic
XS Unit
components first, and then we’ll go on to
The XS unit is used in systems where there are
discuss how the control systems work in
more Inputs and Output requirements than two
greater detail.
XT2 units can handle, and therefore the XS unit
is a system expansion unit.
IQAN MDM Unit
The XS unit is an input-output module similar to
This is the brain of the machine management the XT2 but has different quantities of input and
unit. It is in effect a computer with software output channels.
loaded into it to control and monitor many The XS unit also has its own address for
machine functions. system identity: -
(XS-AO) – mounted in the cab roof on the left
hand side.
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For information on the alarms and warning Hence, if the operator wants to select another
given by the unit indicator lights, please refer to mode, the MDM will check that all the correct
page 71. signals are received from ALL sensors before it
allows the machine to change mode.
MDM Software We’ll learn more about the control sequences

and sensors later in the chapter.
Version Identification
Machine Modes
It is sometimes necessary to know which
software version the system has been installed
– you’ll need to give this information to your In establishing a working knowledge of the
Green Machine dealer if you have any IQAN- machine it is important to understand the
related issue. various configurations that can be achieved.
For clarity, the following are the modes and
terminology that identify the machine
configuration.
Figure 7-2 Identifying the software version

To find the software Version and issue number:
1. Switch Ignition ON – MDM will power
up. Figure 7-3 Transit/Work Mode Rocker Switch
Position 1 – Transit Mode
2. Using the scroll up/down arrows (1)
scroll down until you reach the Position 2 – Sweep Mode (also referred to as
clock/date. ‘Work Mode 1’)
Position 3 – Brush Lift Mode (also referred to
3. Also displayed on the screen will be as ‘Work Mode 2’)
‘Applied Sweepers 636HS’ and then
the Version and issue number (2). Transit Mode
Control Sequences Transit/Work Mode Switch in Transit mode and

Forward/Reverse selector in forward =
Brushes are up, inboard and stationary. Suction
To enable the machine to transition from one nozzle is up, variable front axle is out, suction
operating mode to another (for example when fan is off and maximum machine speed is
going from sweep mode to transit mode) there available. Engine speed set at idle default of
are a number of sensors that the MDM 1200 rpm. Machine has four wheel drive.
monitors to allow the transition to proceed.
For example, the MDM will monitor information Work Mode One (Sweep
from a number of sensors including: Mode)
• Vehicle Speed (MPH/KPH)
Transit/Work Mode Switch in Work Mode One
• Engine Speed (RPM) position and drive selector in forward =
Brushes are down and rotating, Brush Arms
• Front axle position (in or out) In/Out Active, suction nozzle is down, Suction
Fan is available, maximum speed is limited to
166 IQAN Electronic Control

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the maximum sweep speed, variable front axle Maximum speed in Work Mode 2 (brush lift) –
is in, Water Dust Suppression System is 16km/h (10 mph)
available. Engine speed set at 2200rpm Default
speed. Machine has four wheel drive. Minimum Speed for tracking activation – 3
km/h (2 mph)
Neutral Work Mode (Sweep Mode)
Transit/Work Mode Switch in Work Mode One Maximum Reverse Speed (in all modes) – 6
position and drive selector in neutral = km/h (3.75 mph)
Brushes are up, inboard and stationary. Suction Maximum Speed during Tracking In – 12
nozzle is up, variable front axle is in. Suction km/h (7.5 mph)
Fan stops after 6 Seconds. Engine speed set at
2200rpm Default speed. Machine is still in a Maximum Speed during Tracking out – 12
four wheel independent drive configuration. km/h (7.5 mph)
Reverse Work Mode (Sweep Mode) In the condition where the front axle tracking is
Transit/Work Mode Switch in Work Mode One in the process of ‘tracking in’ or ‘tracking out’
position and drive selector in reverse = the control system will limit the machine speed
during the tracking process.
Brushes up, inboard and stationary, suction
nozzle up, variable front axle in, max reverse This ensures that the machine will only track
speed limited. Engine speed set at 2200rpm out when the vehicle speed exceeds 3 km/h (2
Default Idle speed. Machine remains in a four mph), the machine will not track when machine
wheel independent drive mode. is stationary or below the minimum vehicle
speed. The system also ensures that vehicle
speed is limited during tracking in to ensure
Work Mode Two (Brush Lift stability. A warning message is displayed on
Mode) the MDM screen whenever the tracking is
activated to warn the operator.
Transit/Work Mode Switch in Work Mode Two
Sensors
position =
Brushes up, nozzle up, Suction Fan off, Water
Dust Suppression System not available,
maximum forward speed limited to max sweep There are several sensors on the 636HS which
speed. Front and rear differential locking feed the MDM unit (via the two XT2’s and XS
activated. units) with information on engine r.p.m., vehicle
speed, front axle tracking position, vacuum fan
Machine Speeds speed, dust control water level, hopper and fan
inspection door safety switches, transmission
hydraulic pressure and temperature, etc.
There are a number of steady state and We will look at each sensor in turn.
transient state maximum speeds, which are
preset within the control logic. It is important to
understand these speeds and when they apply.
The speeds are: -
Maximum Transit Speed – varies according
to local laws – However the maximum that
can be set is 25 mph (40 km/h)
Maximum speed in Work Mode 1

(sweeping)– 12km/h (7.5 mph)
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Vehicle Speed Sensor
Figure 7-6 Location of engine speed sensor on the

IQAN drawing.
Vacuum Fan Speed Sensor
Figure 7-4 The vehicle speed sensor is located on

the rear left side drive motor.
The vehicle speed sensor feeds a frequency
signal to the IQAN XT2-AO unit, which allows
the vehicle speed to be monitored.
Engine Speed Sensor
Figure 7-7 The vacuum fan speed sensor is located

under the vacuum fan motor.
The vacuum fan speed sensor feeds a
frequency signal to the IQAN XT2 - AO which
allows the fan r.p.m. to be monitored.
Tracking In Sensor
Figure 7-5 The engine speed sensor is located on

the lower left side of the engine bell-housing.
The engine speed sensor feeds a frequency
signal to the IQAN XT2 – AO unit, which allows
the engine r.p.m. to be monitored.
Figure 7-8 The Tracking In sensor is located near

the left front wheel.

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This proximity sensor is a Normally Open (NO) Fan Inspection Door Safety
sensor that screws into the outer front axle,
near the left wheel.
switch
When the wheels are out, the inner axle is clear
of the sensor probe and so the sensor contacts
are open.
When the wheels track in fully, the inner axle
slides past the sensor probe. The contacts in
the probe then close which sends a voltage
input signal to the XT2-AO to let it know that
tracking in has completed. The voltage input to
the sensor is 12 volts, and when the sensor
contact is made, as long as the system sees at
least 5 volts it assumes that the tracking is
complete.
Tracking Out Sensor

Figure 7-10 Location of the fan Inspection door
safety switch.
When the fan door is fully closed, the safety
switch contacts are closed.
When the fan inspection door is opened, the
contacts on the switch open and this disables
the fan motor proportional solenoid S3 (to
prevent the fan from starting). At the same time
the fan brake valve S23 is also de-energised
shut to stop the fans rotation quickly in case it
is still rotating.
Figure 7-9 The Tracking Out Sensor is located near Hopper Tilt Safety Switch
the center of the outer front axle.
This proximity sensor is a Normally Closed
(NC) sensor, which screws into the outer front
axle, near the centre.
When the wheels are not fully out, the inner
axle is sensed by the sensor probe and so the
sensor contacts are open.
As the wheels track fully out, the inner axle
slides clear of the sensor probe. The contacts
in the probe then close which sends a voltage
signal to the XT2-AO. The voltage input to the
sensor is 12 volts, and when the sensor contact
is made, as long as the system sees at least 5
volts it assumes that the tracking in is Figure 7-11 Location of the hopper tilt safety switch
complete.
Located on the right hand side of the hopper,
this safety switch disables the vacuum fan
when the hopper is raised AND limits the
vehicle speed if the vehicle is driven with the
hopper switch activated.
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Water Level Sensor Hydraulic Oil Temperature
Switch
Figure 7-12 The water level sensor is located at the Figure 7-14 Hydraulic Oil Temperature switch.
rear of the water manifold
This ‘normally open’ switch, closes when the
When the water level sensor detects that there
hydraulic oil temperature exceeds 95C (203 F).
is no water in the tank, it disables both the dust
control water pump and also the pressure If the switch closes an audio-visual alarm
washer pump (if pressure washer option fitted). sounds on the MDM with the message
Warning! * Hydraulic Oil Temperature* Please
Transmission Pressure Stop Vehicle.
Transducer
Engine Temperature
Switch
Figure 7-13 The transmission pressure transducer

Figure 7-15 The engine temperature switch is
is located on the top face of the transmission
screwed into the engine block near the E-Gas
manifold.
actuator and alerts the IQAN in case of high engine
This sensor reads the hydraulic pressure in the temperatures.
transmission manifold and sends the reading to This normally-open switch closes when the
the XT2-A1. engine temperature exceeds 115 C (239 F).
If the switch closes an audio-visual alarm
sounds on the MDM with the message:
Warning! *Engine Temperature High* Stop
Vehicle.
Do not confuse this switch with the engine
temperature sender which is located on the

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engine water pump housing.(See page 91). The different operational screens can be
The engine temperature sender gives a signal scrolled through using the up/down arrow keys.
to the engine temperature gauge on the cab
On a few of the operational screens, the
console allowing the temperature to be
operator is permitted to adjust some of the
displayed.
machine settings.
By contrast, the engine temperature switch is
These settings are very limited such that
an on or off over-temperature signal to the
inexperienced operators do not create
IQAN only.
problems.
Air Filter Minder For example, we’ll look next at how the
operator can adjust the Work Mode engine
r.p.m.
Adjusting the Work Mode

Engine RPM
When the machine is first started, then
selecting work mode via the rocker switch will
bring the engine up to a preset rpm level.
This rpm is preset to a level so that the engine
and the auxiliary hydraulic pump can produce
enough horsepower and oil for the various
tasks (like raising the hopper or engaging the
vacuum fan etc).
Figure 7-16 Air Filter Minder. However, there may be occasions where the
This restriction indicator measures the pressure preset value may not be sufficient.
drop across the air filter element. For example, if the machine is operating at high
If the restriction exceeds 635 mm (25 “) of altitude (where the engine will have less
water, then this normally open switch closes to horsepower) it might be necessary for the
indicate that the air filter element needs to be operator to increase the work mode engine rpm
so that the engine and auxiliary pump are
replaced.
outputting enough horsepower for the tasks.
If the switch closes an audio-visual alarm
sounds on the MDM with the message:
24 HR Warning! Air Filter Minder –
Maintenance Required
Using the MDM

Operator Screens.
Figure 7-17 To adjust the work mode engine rpm,
press the Up/Down arrow keys until the Work Mode
When the MDM is first powered up the display screen appears. Then press the F1 key to Select.
shows one of several operational screens.
These screens give useful information for the
operator such as vacuum fan speed, which
mode the machine is in (such as Work Mode or
Transit Mode), which gear the machine is in
(Neutral, Reverse or Forward) etc. Please see
the Operators Handbook for more information.
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Using the MDM
Menus
Whereas the Operator Screens are designed to
be used by the operator to perform limited
tasks, there are five menus available for the
service technician which allows a much greater
Figure 7-18 Use the Up/Down arrow keys to
increase or decrease the engine rpm then press the range of functions to be performed.
F1 key to O.K.
The work mode rpm has now been adjusted.
To reset this or any other adjustments back to
the factory settings just press the Reset key
(F3) then the F1 key to O.K.
Figure 7-19 Pressing the ESC key from any

Operational Screen takes you to the first of the
Menu Screens – the Mode Menu.
Figure 7-20 There are five menu screens that can be scrolled through by using the Up/Down arrow.

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The f
ive menu screens are: how we can access the battery voltage which
The Mode Menu. can be used to check battery condition and
whether the alternator is charging.
The Information Menu.
Checking the Battery
The Settings Menu.
Voltage
The Measure Menu.
The MDM display reads the machines battery
The Properties Menu. voltage. Accessing this screen allows the
technician to measure the battery condition.
We’ll go though each of the five Menu Screens
in turn. For each Menu Screen we will examine
diagnostic information or set-up procedures
that will be useful to the service technician.
The Mode Menu

Figure 7-23 Navigate to the Information menu then
press the F2 key for Modules.
Figure 7-21 The mode menu is disabled and should

not be used except by factory personnel.
The Information
Figure 7-24 First use the Up/Down key to select the
XT2 module then press F1 key for its Status.
Menu
Figure 7-25 Press F2 key for internal status.
Figure 7-22 The Information Menu

The Information Menu contains information
about the MDM, XT2 and XS modules and the
application software (such as version number
etc.)
Most of the items in the information menu aren’t
of too much interest. However we’ll see next
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Figure 7-26 The internal status screen shows VRef Figure 7-28 Choose F1 to set the display contrast
A and B (5.0V feed for sensors), VBat (the battery or F2 to set the brightness level.
voltage) and the internal temperature of the XT2.
The battery voltage when the engine is off
should be between 11.5 and 12.5V. When the
engine is running and the alternator is charging
it should be between 13.5V and 14.6V.
The Settings Menu

Figure 7-29 Now use the Up/Down key to adjust the
The settings menu can be used to adjust MDM level then press F1 key to O.K.
settings such:
• Adjusting the contrast and brightness of Changing the Display
the LCD display. Language
• Adjusting the alarm volume. Each MDM comes with two languages
programmed. To change the language…
• Adjusting the button beep volume.
• Setting the display language (e.g. English

or Spanish)
• Setting the date and time.
We’ll look at some of these functions next.
Adjusting the Display

Contrast and Brightness
Figure 7-30 Navigate to the settings menu then
press F2 key for language. Choose your preferred
language and then press F1 to O.K.
Adjusting the Alarm

Volume
The audible alarm volume can be set as
follows:

press F1 key for LCD settings.

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Adjusting the Button Beep
Level
Figure 7-31 Navigate to the settings menu, press

the F3 key for more then press the F1 key for
Sound settings.

press F1 key for sound settings.
Figure 7-32 From Sound Settings menu, press the

F1 key for Alarm settings.
Figure 7-35 From Sound Settings menu, press F2

key for Button settings.
Figure 7-33 Now use the Up/Down key to adjust

alarm volume then press F1 key to O.K.
To test the alarm volume: - Figure 7-36 Now use the Up/Down key to adjust
Ensure that the ignition is in the OFF position button beep volume then press F1 key to O.K.
Place the FWD/NEU/REV

FORWARD position.
lever into the
Setting the Clock
Turn the ignition switch to the ON position
without starting the engine. The alarm should
now sound and the MDM visual display will
indicate that the FWD/NEU/REV lever should
be returned to the neutral position.

press the F2 key for Set Clock.
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Measuring the Accelerator
Foot Pedal Input.
This test is useful if we have a drive problem
and want to check if the accelerator pedal is
functioning correctly.
a
Figure 7-38 To Set Year press the F1 key to Select.
Figure 7-41 The accelerator assembly consists of a

pedal (a) connected to a potentiometer (b).
Figure 7-39 Now use the Up/Down key to adjust the The pedal is similar in function to a computer
year then press F1 key to O.K. joystick.
Repeat this process for month, day, hours It is powered by a 5 Volt output from the XS-A0
and minutes. (VRef – pins C1-15 and C1-1), and depending
on the position of the foot on the pedal, the
The Measure Menu potentiometer will send a voltage input back to
the XS-A0 (pin C1-2) which will be interpreted
as the pedal position.
Because of manufacturing variations, each
potentiometer produces slightly different
voltages, such that each potentiometer has to
be calibrated when it is first installed. (please
refer to page 83 for calibration procedure)
Once calibrated, when the operator’s foot is off
the pedal, we should be able to measure 0%
pedal input, and when the pedal is “foot to the
Figure 7-40 The Measure Menu. floor” we should get a reading of around 97-
The measure menu can be used to view the 98% pedal input.
input and output values of the XT2- AO, XT2- To measure the pedal input:
A1T and the XS unit such as:
• Measuring the accelerator pedal input.
• Measuring the forward/reverse/neutral
lever operation.
• Measuring the hydraulic pressure in the
transmission circuit.
• Using the digital input/outputs system
functionality can also be checked. Figure 7-42 From the Measure menu choose Inputs.
We’ll look at some of these functions next.

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C1:12 for forward drive, C1:13 for neutral and
C1:22 for reverse drive on the XS-AO unit.
Figure 7-43 Select Voltage Inputs.
Figure 7-44 Use the up/down arrows if necessary to

scroll to Pedal Input.
With your foot off the pedal the scaled pedal
input should be around 0%. With the pedal on
the floor it should read around 97-98%.
If this is not the case, the pedal either needs
recalibrating (see page 83) or replacing.
NEUTRAL 12 V
REVERSE 12 V
12 volt
FORWARD feed
12 V
Figure 7-45 Example Scope Trace.

Figure 7-46 The Fwd/Neu/Rev Switch
If you press F3 (SCOPE) when on any
We can read the digital inputs using the
measure screen you will get a graph of input
Measure menu and check that the digital
over time (just like the graph from an
readings (High or Low) for Forward, Neutral
oscilloscope).
and Reverse are correct for any given switch
Try pressing F3 (SCOPE) and slowly move position.
your foot up and down on the pedal. You will
see a graph of the pedal input as you move
your foot. This is useful in diagnosing
intermittent problems or “sticky” pedals.
Press Esc to get out of SCOPE mode.
Testing the Forward/

Neutral/Reverse Lever.
Figure 7-47 From the Measure Inputs menu, select
The gear selector lever works by receiving a 12 F1 and use the Up/Down key to scroll to the ‘Digital
In’ screen.
Volt feed and depending on the position of the
gear selector, it returns 12 volts back to pin
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Figure 7-48 From the Digital In Screen select F1 Figure 7-50– Monitoring Brush Joystick Voltage
and using the scroll button, scroll to one of the Reading
three Fwd/Neu/Rev lever screens.
Fig 7-52 above shows the correct voltage for
the right hand joystick when the joystick has
been activated. On releasing the joystick the
voltage reading should drop to 0mv. Using the
scroll button, the left hand joystick can also be
selected and monitored in the same manner.
Figure 7-49 With the lever in the forward position

the screen above should be seen.
By leaving the screen in the same position and
moving the Fwd/Neu/Rev lever to either neutral
or reverse, the high reading will change from
HIGH to LOW. Hence by selecting each of the
three screens in turn and moving the
Fwd/Neu/Rev lever, the function of the lever
should be seen.
Figure 7-51 Brush Toggle Switch Circuit Diagram
If a “sticky” or intermittent problem is suspected
then press the F3 Scope button and move the
lever back and forward to observe the trace.
Measuring the Forward
Any spikes or unsteady voltage values indicate Drive Hydraulic Pressure
a lever problem. Please see the
troubleshooting chapter for more information. The pressure in the hydraulic transmission
manifold can be measured in forward drive
Brush Toggle Switches using the IQAN.
To measure the maximum continuous
The two brush toggle levers can also be transmission pressure:
monitored in the same way as the fwd/neu/rev
1. Chock the front wheels and apply
switch.
parking brake.
By selecting measure on the MDM and then
voltage inputs and then finally selecting each 2. Start engine, select transit mode and
toggle in turn, the input from the toggles can be move gear selector in forward drive.
monitored a 0mv or 5000mv reading should be
seen.

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Figure 7-52 From the Measure Inputs Voltage menu Figure 7-53 Depending on the position of the toggle
then use the Up/Down key to scroll to XT2-A1T pin switch a reading of HIGH or LOW will be seen.
C1:22 “Fwd Trans Pressure” and note the pressure
on the screen.
3. With your foot off the accelerator
pedal note the pressure at idle. This
should be less than 20 Bar (290 psi).
4. With your left foot on the brake pedal,

slowly press down on the accelerator
pedal. You should see the
Figure 7-54 The IQAN interprets the position of the
transmission pressure rise. mode toggle switch by reading the input voltage on
pins C1:9 ; C1:10 & C1:11 of the XS-AO unit
5. Continue to increase the foot pedal
position until the engine and We can measure the digital voltage levels for
the 3 states of the switch by using the scroll
transmission start to fluctuate (this is
button whilst in the Digital INPUTS menu and
the anti-stall function). Then release
by selecting each in turn –
the pedal a little until the engine and
transmission stabilise - you have now Mode Switch – Transi (Transit) – C1:9
achieved the maximum steady Mode Switch – Sweep (Work Mode) – C1:10
transmission pressure. Note the
pressure reading. Mode Switch – Brush (Work 2) – C1:11
The SCOPE function is also very useful in
The pressure reading should be between 250 confirming the stability of the input from the
Bar and 275 Bar (3,675 psi and 4,040 psi). switch.
If it is outside this range then you may have a
transmission pump problem. Please refer to the Monitoring the Tracking
troubleshooting chapter. In/ Tracking Out Function
Measuring the We can use the IQAN to measure the voltage
Transit/Work Mode Switch received from the front wheel tracking sensors
during the tracking in or tracking out function.
The position of the 3-way Transit/Work/Brush This measurement is helpful in diagnosing
Lift Mode toggle switch is read by the XS-AO tracking or mode change problems.
unit as a digital input (12 volts). Hence by
navigating the MDM to the measure channel as During the time that the axle is tracking in or
in Figure 7-47 and scrolling the screen to the tracking out the voltage input signal on pins
Trans/Sweep/Brush Lift switch a HIGH or LOW C1:22 and C1:23 should drop to zero volts.
reading will be seen depending on the position When the tracking out function is complete, the
of the switch and the screen selected. voltage on pin C1:22 rises to a value around 5V
(5,000 mV) and pin C1:23 remains at 0V.
Conversely, when the tracking in function is
complete, pin C1:22 should read 0V and pin
C1:23 should read 5V.
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Figure 7-55 From the Measure Inputs Voltage menu Figure 7-56 From the Measure menu press F2 for
then use the Up/Down key to scroll to pin C1:22 or outputs.
pin C1:23 “Tracking Input” and note the voltage on
the screen.
If the machine is in transit mode with the
wheels fully out, then the voltage on pin C1:22
should read around 5V (5,000 mV) and pin
C1:23 should read 0V.
If you now select Work mode and engage
forward drive, then the wheels should start to
retract inwards as you drive forwards at a Figure 7-57 Choose current outputs and then use
speed of greater than 3 mph. The input the Up/Down key to scroll to pin C1:17 “Forward /
voltages on both pins C1:22 and C1:23 should Reverse Solenoid Current”.
drop to around 0 mV while tracking is in The current should be zero when the machine
progress. is stationary.
When the wheels are fully in then the voltage If you now select forward drive and step on the
on pin C1:23 should restore to around 5,000 accelerator pedal fully then the current output
mV. should rise as the machine builds to its
If these voltage readings are not observed maximum speed.
during tracking then there may be problems. The current draw will be higher for higher
Please see the troubleshooting chapter for speeds, so we would expect a higher value in
diagnosis procedures. transit mode than in work mode, and we would
expect lower currents in reverse as the reverse
Measuring the Forward / speed is more restricted.
Reverse Solenoid Current Referring to the table below you will see that in
Outputs forward drive the current is indicated as a
negative value, and in reverse it is positive.
We can use the IQAN to measure the current This is simply how the system has been set up.
being supplied to the servo solenoids that
control the swash-plate angle of the Eaton Current: Minimum Maximum
transmission pump. mA mA
Stationary in 0 0
This can be useful in helping diagnose neutral
transmission problems. Full Reverse 735
The servo solenoids are proportional solenoids Speed.
i.e. the more current that is supplied to the Maximum -900
solenoid, the more force that the solenoid Forward speed
exerts on the camplate, and hence the faster in work mode.
the machine should drive. (for an explanation of Maximum -1465
the operation of the transmission pump please Forward speed
see page 114). in transit mode.
To measure the current outputs: Table 7-1 Transmission Servo currents during
maximum speed operation.

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If the values observed are very different from
the above, you may have a drive problem –
please refer to the Troubleshooting Chapter.
Viewing the Hour

Counters.
The MDM has a number of hour counters
built-in which will monitor and record the Figure 7-59 Scroll down to the “Hour Counter”
hours run in a number of conditions. screen and press F1 to select.
These are as follows: -
Hour Counter Trigger

Condition
Hour Counter Ignition Switched
Machine On.
Engine Run Engine speed
Hours greater than 500 Figure 7-60 Use the Up/Down arrow key to scroll to
rpm. the hour counter you want to view.
Total Hours Either
Eaton Pump Forward/Reverse Summary of the Measure
Solenoid greater Menu
than zero.
Hour Counter Forward Work & We have seen how we can use the measure
Work Mode vehicle speed menu to help us with the following:
greater than zero.
• Monitoring the accelerator pedal
Transit Hours Forward Transit &
function.
vehicle speed
greater than zero. • Testing the forward/neutral/reverse gear
lever function.
Table 7-2 MDM Hour Counters.
To view the hour counters: • Measuring the hydraulic transmission
pressure in forward drive.
• Testing the Transit/Work/Brush Lift
Mode toggle switch and its associated
relay.
• Testing the Tracking In/Out Sensors
and their associated relay.
• Using the measure “Temperature” pin to
Figure 7-58 From the measure menu press F3 to help diagnose hydraulic and engine
select “Other” protection sensors and their related
circuit cluster.
• Measuring the current output to the
transmission servo solenoids to help
with drive problems.
• Recording the hours of operation for
different components and modes.
The 636 IQAN system has a very
comprehensive ability to interrogate deep into
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the overall system to help the maintainer to see • Brake Lights
what is and what is not happening within the
system. • Reverse Light & Beeper
The inputs and outputs that can be monitored Current Outputs

via the measure channel are as follows:- • Forward Solenoid
• Reverse Solenoid
XT2 – A1T (chassis mounted) • Solenoid S16 Tracking Out
Digital Outputs • Solenoid S15 Tracking In
• Solenoid S6 LH Brush arm out Voltage Inputs
• Solenoid S5 LH Brush arm in • Tracked Out Sensor
• Solenoid S11 RH Brush arm in • Tracked in Sensor
• Solenoid S12 RH Brush arm out • Hopper Tilt Switch
• Solenoid S10 Hopper Up • Fan Inspection Door Safety Switch
• Solenoid S9 Hopper Down • Water pump Level Sensor
Current Outputs • Pressure pump Level Sensor (sensor
• Solenoid S3 Vacuum Fan Rotation not yet fitted)
• Solenoid S3 Brush Rotation Frequency Inputs
Voltage Inputs • Vacuum Fan RPM
• Transmission Pressure • Vehicle Speed
• Engine Coolant Temperature (sensor • Engine RPM

not yet fitted) E-Gas Position
• Engine Oil Low Pressure (sensor not yet • Bosch Actuator Feedback (%)
fitted)
E-Gas Out
• Engine Temperature Switch
• Bosch Actuator (%)
• Engine Coolant Low Level
• Air filter Minder Switch
XS – AO (cab roof mounted)
• Hydraulic Temperature Switch
Digital Outputs
• Hydraulic Suction Return Filter (sensor
• Hopper Drain Switch & Cloudmaker
not yet fitted)
• Transmission Differential
XT2 – A0 (cab mounted) • Water Pump relay
Digital Outputs • Water Pressure Pump
• Solenoid S1 – No 1 Unloader Voltage Inputs
• Solenoid S4 – No 2 Unloader • Foot Pedal
• Solenoid S13 – Brushes Up • Fan Speed
• Solenoid S14 – Nozzle Up • Brush Speed
• Solenoid S7 – Brushes Down • Left / right Brush in/out joysticks
• Solenoid S8 – Nozzle Down • Hopper up/down

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• Cloudmaker monitor
Digital Inputs
• Transit/work 1/work 2 switch
• Fwd/Neu/Rev switch
• Whoosh Hose switch
• Water Pump rotary switch
• Hand brake switch Figure 7-62 Use the up/down arrow to change
the number, then press F3 for the next digit.
• Pressure washer switch
You can now enter the Properties Menu
• Streetwasher switch provided the correct password has been
entered.
• DEA / CSA switch.
Common procedures that are accessed from
The Properties Menu the Properties menu include calibrating the E-

Gas, calibrating the electronic foot pedal and
calibrating the transmission solenoids.
The properties menu allows the technician to These operations are covered in the
set-up and calibrate several systems such as troubleshooting chapter. (starting at page 81 ).
the electronic engine control and the
accelerator pedal calibration.
Summary of using
the MDM
To prevent untrained operators adjusting these
parameters, the Properties menu area is
password protected.
The default password is “ 1 1 1 1 “. We have seen how the MDM controller allows
us to view and control the electronic machine
To access the properties menu: management system.
Press Escape and scroll round to the We have been introduced to both the operator
Properties Menu using the up/down arrow keys. screens and the five technician menus which
enable greater control and information to be
gained.
Figure 7-61 The properties menu.

Choose inputs, outputs or other. For example
to calibrate the E-Gas you would choose
“other”
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XT2 –AO & A1T Pin
Layout
Figure 7-63 The XT2 AO & A1T each have a 42 pin

connector which are numbered.
It may be helpful to unplug the XT2 unit from
the rear face to gain access to the pins for
diagnosis purposes.
Please see “Table 7-3 XT2 - AO Pin Numbering and
Function” Table 7-4 XT2 – A1T Pin Numbering
and Function and Table 7-5 XS – AO Pin
Numbering and Function below for pin-out
details.
XS-AO Pin Layout

The XS-AO unit also has its own pin layout.
Please see table 7.5 below for pin details.

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PIN PIN TYPE REFERENCE CONNECTS TO COMMENTS
C1-
1 Terminated ADDR-H Pin C1-14 via terminating resistor ID Tag Address - H
2 12V Output DOUT-A Unloader Solenoid No1 (S1) Work Mode Signal
3 12V Output DOUT-B Unloader Solenoid No 2 (S4) Work Mode Signal
4 12V Output DOUT-C Solenoids for Brush Arm Lift Energised for 6 secs.
(S13) & Nozzle Lift (S14)
5 12V Output DOUT-D Solenoids for Brush Lower(S7 & Energised open when in work mode
Nozzle Lower (S8) 1 only.
6 12V Output DOUT-E Brake Lights
7 12V Output DOUT-F Reverse Lights & Reverse
Bleeper
8 E-Gas Output EGAS+ E-Gas Actuator Pink/Blue wire E-Gas Output
9 E-Gas Output EGAS- E-Gas Actuator Pink/White wire E-Gas Output
10 Voltage Input +VREF-EGAS Cab plug pin A +5V reference for E-Gas
11 Voltage Input -VREF-EGAS Cab Plug pin B 0V reference for E-Gas
12 Voltage Input +VREF Hopper & Fan safety switches & +5V reference for sensors
Liquid Level sensor
13 Voltage Input -VREF Sensor returns from C1-12 0V reference for sensors
14 Terminated ADDR-L Pin C1-1 via terminating resistor ID Tag Address - L
15 Power Supply (0V) -BAT Battery Earth Terminal 0V Battery ground
16 CAN-BUS CAN-H To C1:16 on XT2-A1T Link to XT2-A1T
17 Current Output COUT-A Reverse solenoid valve -ve) Input signal to reverse solenoid
18 Current Output CRET-A+ Reverse solenoid valve (+ve) Output from reverse solenoid
19 Current Output COUT-B Tracking out solenoid valve (-ve) Input signal to Track Out Solenoid
(S16)
20 Current Output CRET-B+ Tracking out solenoid valve (+ve) Return from Track Out Solenoid
(S16)
21 E-Gas Ref VIN-A E-Gas Controller grey/black wire. E-Gas feedback .
22 Voltage Input VIN-B Track Out Sensor. Indicates position of sensor.
23 Voltage Input VIN-C Track In Sensor Indicates position of sensor.
24 Voltage Input VIN-D Hopper Tilt Switch Reads voltage for hopper position.
25 Voltage Input VIN-E Fan Access Hatch Reads voltage for fan access door
position..
26 Not Used CAN2-H Not Used
27 CAN-BUS CAN-H Connects to XS-AO CAN-H Link to XS-AO unit
28 Power Supply (12V) +BAT(+12V) Battery +12V Terminal Fused(20 A) 12V ignition feed.
29 Power Supply (0V) -BAT2 -0ve return from speed and -0V.
tracking sensors & Fan
emergency brake Valve (S23)
30 CAN-BUS CAN-L XT2-A1T C1:30 terminal Link to XT2-A1T
31 Current Output COUT-A Forward Solenoid valve.(-Ma) Input signal to Forward Solenoid
32 Current Output CRET-A- Forward Solenoid valve. Return Signal from Forward
Solenoid
33 Current Output COUT-B Tracking In solenoid valve. Input signal to solenoid
34 Current Output CRET-B- Tracking in solenoid valve. Return signal from solenoid
35 Voltage Input VIN-F Low Level Water Sensor.
36 Voltage Input VIN-G Not Used
37 Frequency Input FIN-A Engine Speed Sensor
38 Frequency Input FIN-B Vehicle Speed Sensor
39 Frequency Input FIN-C Vacuum Fan Speed Sensor
40 Not Used CAN2-L Not Used
41 CAN-BUS CAN-L XS-AO CAN-L Link to XS-A0 unit
42 Power Supply (12V) +BAT2(+12V) Speed Sensors(3);Track Power supply (12ve).
Sensors(2) & Fan Brake
Solenoid(S23)
Table 7-3 XT2 - AO Pin Numbering and Function
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C1-
1 Terminated ADDR-H Pin C1-14 via terminating resistor ID Tag Address -H
2 Digital Output DOUT-A LH Brush Out Solenoid (S6) Only Available in Work Mode 1
3 Digital Output DOUT-B LH Brush Arm In Solenoid (S5) Only Available in Work Mode 1
4 Digital Output DOUT-C RH Brush Arm In Solenoid (S11) Only Available in Work Mode 1.
5 Digital Output DOUT-D RH Brush Arm Out Solenoid Only Available in Work Mode 1.
(S12)
6 Digital Output DOUT-E Hopper Up Solenoid (S10) Only Available in Work Mode
7 Digital Output DOUT-F Hopper Down Solenoid (S9) Only Available in Work Mode
8 E-Gas Output EGAS+ Not Used
9 E-Gas Output EGAS- Not Used
10 Voltage Input +VREF-EGAS Not Used
11 Voltage Input -VREF-EGAS Not Used
12 Voltage Input +VREF Eng. Temp and Coolant +5V reference for sensors and
switches; Filter minder, Hyd. switches
Temp & Hyd. Suction switches
13 Voltage Input -VREF Eng. Temp and Coolant 0V reference for sensors &
switches; Filter minder, Hyd. switches.
Temp & Hyd. Suction switches
14 Terminated ADDR-L Pin C1-1 via terminating resistor ID Tag Address - L
15 Power Supply (0V) -BAT Battery Earth Terminal 0V Battery ground
16 CAN-BUS CAN-H To C1:16 on XT2-AO Link to XT2-A0
17 Current Output COUT-A Fan Proportional Solenoid (S3) Proportional Current supply.
18 Current Output CRET-A+ Fan Proportional Solenoid (S3) Proportional Current return
19 Current Output COUT-B Brush Speed Proportional Proportional Current supply
Solenoid (S2)
20 Current Output CRET-B+ Brush Speed Proportional Proportional Current return
Solenoid (S2)
21 E-Gas Ref VIN-A Not Used
22 Voltage Input VIN-B Transmission Pressure
Transducer
23 Voltage Input VIN-C Eng. Coolant Temperature (Not Yet Fitted)
Sensor
24 Voltage Input VIN-D Eng. Oil Low Pressure Switch (Not Yet Fitted)
25 Voltage Input VIN-E Eng. Temp. Switch
26 Not Used CAN2-H Not Used
27 Not Used CAN-H Not Used
28 Power Supply (12V) +BAT(+12V) Battery +12V Terminal Fused(20 A) 12V ignition feed.
29 Power Supply (0V) -BAT2 -12ve return from Transmission -12ve.
Pressure Sensor
30 CAN-BUS CAN-L XT2-AO C1:30 terminal Link to XT2-A0
31 Current Output COUT-A Street Washer Bar Left Solenoid Only used for Street Washer
(S18) Machines
32 Current Output CRET-A- Street Washer Bar Left Solenoid Only used for Street Washer
(S18) Machines
33 Current Output COUT-B Street Washer Bar Right Only used for Street Washer
Solenoid (S19) Machines
34 Current Output CRET-B- Street Washer Bar Right Only used for Street Washer
Solenoid (S19) Machines
35 Voltage Input VIN-F Eng. Coolant Low Level Switch.
36 Voltage Input VIN-G Eng. Filter Minder Switch
37 Voltage Input VIN-H Hyd. Oil Temp. Switch
38 Voltage Input VIN-I Hyd. Suction Return Filter Switch (Not Yet Fitted)
39 Voltage Input VIN-J Rear Axle Weighing System (Not Yet Fitted)
40 Not Used CAN2-L Not Used
41 Not Used CAN-L Not Used
42 Power Supply (12V) +BAT2(+12V) Transmission Pressure Sensor Power supply (12ve).
Table 7-4 XT2 – A1T Pin Numbering and Function

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C1-
1 Voltage Inputs 0V - Ref Foot Pedal & Both Fan & Brush 0v Return
Potentiometer Switches
2 5V Input Vin-A Foot Pedal Potentiometer Foot Pedal Position Information
3 5V Input Vin-B Suction Fan Potentiometer Constant 5v with variable current
4 5V Input Vin-C Brush Potentiometer Constant 5v with variable current
5 5V Input Vin-D LH Brush Toggle Out 5 volts
6 Not Connected
7 Not Connected
8 Not Connected
9 Digital Input DIN A Trans/Work/Brush Lift Switch Transit Signal
10 Digital Input DIN B Trans/Work/Brush Lift Switch Work Mode 1 (Sweep) Signal
11 Digital Input DIN C Trans/Work/Brush Lift Switch Work Mode 2 Signal
12 Digital Input DIN D Fwd/Neu/Rev Switch Forward Signal
13 Digital Input DIN E Fwd/Neu/Rev Switch Neutral Signal
14 12v Power Supply - BAT Main Batt Neg Terminal
15 5v Power Supply +BAT Foot Pedal; Fan & Brush 5v supply
Potentiometers; Brush Toggle &
Hopper raise/lower switches
16 5V Input Vin-E LH Brush Toggle In 5 volts
17 5V Input Vin-F RH Brush Toggle In 5 volts
18 5V Input Vin-G RH Brush Toggle Out 5 volts
19 Not Connected
20 Digital Output DOUT A High Pressure Water Pump 12 volts – Only used with High
Solenoid (S20) Water Press. Pp.
21 Digital Output DOUT B Cloud Maker Motor. Voltage Supply To Cloud Maker
22 Digital Input DIN-F Fwd/Neu/Rev Switch. Reverse Signal
23 Not Connected
24 Digital Input DIN-H Whoosh Hose Switch 12 v
25 Digital Input DIN-I Water Pp Rotary Switch 12v
26 Digital Input DIN J Hand Brake Switch 12v
27 Digital Input DIN K High Pressure Water Pump 12v – Pressure Washer
28 Power Supply +BAT(+12V) Battery +12V Terminal Fused (10 A) 12V ignition feed.
29 Not Connected
30 Voltage Input VIN H Hopper Raise/Lower Switch Hopper Raise
31 Voltage Input VIN I Hopper Raise/Lower Switch Hopper Lower
32 Voltage Input VIN J Cloud Maker Motor Cloud Maker Speed Signal
33 Not Connected
34 Not Connected
35 Digital Output DOUT-C Water Pump Relay 12v
36 Digital Output DOUT -D Transmission Differential Only Available in Work Mode 2
Valve(S21)
37 Digital Input DIN-L Street Washer 12v – Street Washer
38 Digital Input DIN-M DEA Switch 12v
39 Not Connected
40 Not Used DIN O
41 Not Used DIN P
42 Not Connected
Table 7-5 XS – AO Pin Numbering and Function
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Truth Tables
Hopper Raise Engine running, >5secs; Work Mode 1 or 2 Selected; Fwd/Neu/Rev lever in NEUTRAL; Fan
speed BELOW 50 rpm; Hopper raise switch activated, >4.5V.
If truth table is satisfied – Engine idle default is 2200 rpm; Solenoids S1 (No 1 unloader) &
S4 (No 2 unloader) are energised CLOSED & S10 (hopper raise) is energised OPEN.
Hopper Lower Engine running, >5secs; Fwd/Neu/Rev lever in NEUTRAL; Hand Brake ON; Hopper lower
switch activated, >4.5V.
If truth table is satisfied - Engine idle default is 2200 rpm; Solenoids S1 (No 1 unloader) &
S4 (No 2 unloader) are energised CLOSED & S9 (hopper lower) is energised OPEN
Tracking Out Engine running, >5secs; Transit Mode Selected; Fwd/Neu/Rev Lever in FORWARD;
Machine Speed ABOVE 5.0 kph (3.1 mph); Tracking OUT sensor <4.5V; Machine Speed
Limited to 12km/hr.
S4 (No 2 unloader) are energised CLOSED & S16 (Tracking out) is energised OPEN. Once
the tracking out sensor is activated, solenoids S1 & S4 de-energise open and S16 de-
energises shut.
Tracking In Engine running, >5secs; Work Mode 1 or 2 Selected; Fwd/Neu/Rev Lever in FORWARD;
Machine Speed between 3.0 & 15.0 kph (1.9 & 9.4 mph); Tracking IN sensor <4.5V.
Machine Speed Limited to 12km/hr.
S4 No 2 unloader) are energised CLOSED & S15 (Tracking in) is energised OPEN. Once
the tracking IN sensor is activated S15 de-energises shut. If Work Mode 2 has been
selected, solenoids S1 & S4 will de-energise open. If work Mode 1 has been selected, once
the tracking IN sensor has been activated S4 will de-energise open, S2 (brushes), S3 Fan,
S7 (brushes down & S8 (nozzle down) will all energise OPEN.
Normal Max Work Mode 1 or 2 selected; Fwd/Neu/Rev Lever in FORWARD; Hopper DOWN (hopper
Work Speed safety switch de-activated); Tracking fully tracked IN; Full voltage input from foot pedal,
97.5%
Limiting Objects:
Work Mode 1, Speed Limited to 12 km/hr
Work Mode 2, Speed Limited to 16 km/hr
Safety Switch Hopper UP <4.5V, Forw/Rev Solenoid is limited to 25%;
Warning message appears on display for ‘Check Wheel Speed Sensor’, Forw/Rev
Solenoid is limited to 50%
Anti-Stall System
If truth table is satisfied – Engine idle default is 2200 rpm; Forward drive solenoid will open
to a point determined by the system to give the required speed; accelerator pedal has no
direct engine speed control.
Normal Max Transit Mode Selected; Fwd/Neu/Rev Lever in FORWARD; Hopper DOWN (hopper safety
Transit Speed switch de-activated); Tracking fully tracked OUT; Full voltage input from foot pedal, 97.5%;
Forw/Rev Solenoid 100%
If truth table is satisfied – Engine idle default is 1200 rpm; Forward drive solenoid will open
to 100% to give the maximum speed; accelerator pedal has direct control on engine speed
and transmission pump.
Brush Forward, Work mode 1 (Forward Sweep):
Activation Engine running, >8secs; Work Mode 1 selected; Fwd/Neu/Rev Lever in FORWARD;
Tracked IN sensor activated, >4.5V; Brush potentiometer activated, 0-100%.
6 second delay
The brush motors will continue rotating at a maximum of 55% for a 6 second period when
the machine moves out of Forward Work mode 1 (Forward Sweep)
If truth table is satisfied – Engine idle default is 2200 rpm; Solenoid S1 (No 1 unloader) is
energised SHUT; Proportional solenoid S2 (brushes) is energised open;
Fan Forward, Work mode 1 (Forward Sweep):
Activation Engine running, >8secs; Work Mode 1 selected; Fwd/Neu/Rev Lever in FORWARD; Fan
- potentiometer activated, 0-100%; Hopper safety switch not activated, >4.5V; Fan access
Sweeping door safety switch not activated, >4.5V; Fan speed maximum 2700rpm.

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If truth table is satisfied – Engine idle default is 2200 rpm; Solenoid S1 (No 1 unloader) is
energised SHUT; Fan proportional solenoid S3 is energised OPEN; Hopper DOWN; Fan
access door CLOSED; Fan Speed will be below 2700rpm;
Note: The Fan Brake solenoid on the hopper, S23 is energised OPEN when Work Mode 1
is selected and will then remain energised OPEN until EITHER the ignition is switched OFF
or the fan access door is opened.
6 second delay:- The fan motor will continue rotating at a maximum of 55% for a 6 second
period when the machine moves out of Forward Work mode 1 (Forward Sweep)
With wheels tracked out or in the process of being tracked in:- The fan motor is restricted to
50% when the tracking ‘in’ sensor is less than 4.5V. This allows the fan to startup when
Forward Work mode 1 is selected.
Vacuum Fan Boost Exceeded:- The fan motor is restricted to a maximum of 55% when the
number of boosts have exceeded 5
Left or Right Engine running, >5secs; Work Mode 1 selected; Fwd/Neu/Rev Lever in FORWARD;
Brush arm In or Tracking IN sensor activated, >4.5V; Relevant brush toggle switch activated, >4.5V.
Out If truth table is satisfied - Engine idle default is 2200 rpm; Solenoid S1 (No 1 unloader) & S4
(No 2 unloader) are energised SHUT; Depending on which brush toggle switch is activated,
S5(LH in),S6 (LH out),S11 (RH in) and/or S12 (RH out) will be energised OPEN.
Brush & Nozzle Engine running, >5secs; EITHER – moving Fwd/Neu/Rev switch from forward to neutral
Raise with trans/work/brush lift switch remaining in the Work 1 position OR moving the
trans/work/brush lift switch to either transit or brush lift with the Fwd/Neu/Rev switch
remaining in forward.
If truth table is satisfied – Engine default speed will be 2200 rpm for work & 1200 rpm for
transit.; S1 (No 1 unloader) remains energised Shut, S2 (brush) , S3 (Fan) , S7 (brush
lower) , S8 (nozzle lower) de-energise shut; S4 energises shut; S11 (LH brush IN), S5 (RH
brush IN), S13 (brush raise) & S14 (nozzle raise) energise OPEN and remain OPEN for 4
secs. After 4 seconds, S1 & S4 de-energise OPEN and S5,S11,S13,S14 de-energise
SHUT.
Brush & Nozzle Engine running, >5secs; Tracking fully tracked IN, >4.5V;
Lower EITHER - Work Mode 1 selected & Fwd/Neu/Rev Lever in FORWARD; OR
Work mode 1 selected; Fwd/Neu/Rev lever in NEUTRAL; Whoosh switch activated, High;
Handbrake switch activated, High; Pressure washer switch not activated, Low;
Streetwasher switch not activated, Low;
If truth table is satisfied – Engine default speed will be 2200 rpm for ; S7 (brush lower) & S8
(nozzle lower) energise OPEN.
Four Wheel Engine running, >5secs; Transit OR Work Mode 1 selected; Fwd/Neu/Rev lever in Forward
Independent or Reverse.
Drive Transit Mode – Engine idle default is 1200 rpm; No auxiliary solenoids are energised;
Work Mode 1- Engine idle default is 2200 rpm; solenoids as for Brush & Fan Activation
above.
Front & Rear Engine running, >5secs; Work Mode 2 selected; Fwd/Neu/Rev lever in FORWARD or
Wheel Diff. REVERSE; Tracking IN sensor Activated >4.5V.
Locking If truth table is satisfied – Engine idle default is 2200 rpm; S21 (Diff. Lock Solenoid) is
energised OPEN. All other auxiliary solenoids are in their normal de-energised condition.
Hopper Drain Vv Work Mode 1 selected; Fwd/Neu/Rev in FORWARD; Tracking IN sensor activated; Fan
OPEN potentiometer activated; Hopper drain switch activated.
If truth table is satisfied – Engine idle default is 2200 rpm; S1 (No 1 unloader) is energised
SHUT; S2 (brush) & S3 (Fan) are energised OPEN; S22 (Hopper Drn. Vv) is energised
OPEN.
Fan Brake Vv Either by activating the suction fan inspection flap safety switch OR by switching the ignition
Activation OFF.
If truth table is satisfied – S23 (fan brake Vv) will de-energise SHUT. ALL other solenoids
for the WORK 1 condition will remain in their WORK 1 condition if the inspection door safety
switch is activated. If the ignition is switched off all solenoids will revert to their normal de-
energised condition.
Cloud Maker & Engine running, >5secs; Work Mode 1 selected; Fwd/Neu/Rev lever in FORWARD;
Brush Water Jet Tracking IN sensor Activated >4.5V; Water Pump rotary switch in position 1; Water Tank
Activation Low Level switch activated; In cab water valve (supply to brush jets) OPEN; Water Sensor,
Spray Pump 0-100V. Water Pressure Pump Switch OFF.
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If truth table is satisfied – Engine idle default is 2200 rpm; Water Pump will run, Cloud
Maker will RUN; Cloud maker water supply solenoid will be energised OPEN. Water will be
present at both the cloud maker AND the brush jets.
Brush Water Jet Engine running, >5secs; Work Mode 1 selected; Fwd/Neu/Rev lever in FORWARD;
& Suction Tube Tracking IN sensor Activated >4.5V; Water Pump rotary switch in position 2; Water Tank
Jet Activation Low Lever switch activated; In cab water valve (supply to brush jets) OPEN; Water Sensor,
Only Spray Pump 0-100V. Water Pressure Pump Switch OFF
If truth table is satisfied – Engine idle default is 2200 rpm; Water Pump will run, Cloud
Maker will RUN; Cloud maker water supply solenoid will be De-energised SHUT. Water
should be present at the brush jets only.
WHOOSH Hose Engine running, >5secs; Work Mode 1 selected; Fwd/Neu/Rev lever in NEUTRAL; Tracking
Activation IN sensor Activated; Parking Brake ON; Whoosh switch ON; Handbrake Switch ON;
Pressure Washer switched OFF; Fan potentiometer activated, 0-100%; Hopper safety
switch not activated, >4.5V; Fan access door safety switch not activated, >4.5V.
If truth table is satisfied – Engine idle default is 2200 rpm; solenoid S1 (No. 1 unloader) is
energised Shut; Solenoids S7 (Brushes Down) & S8 (Nozzle Down) are energised Open
and therefore brushes and nozzle will lower. Solenoid S3 (fan proportional solenoid) is
energised OPEN. Full fan speed control is available via the fan potentiometer, but S2
(brush rotation) remains de-energised SHUT. Hopper DOWN. Fan access door CLOSED.
Note: The Fan Brake solenoid on the hopper, S23 is energised OPEN when the IQAN is
switched on.
Vehicle Brake Engine running, >5secs; Transit, Work 1 or Work 2 selected; Fwd/Neu/Rev Lever in
Light Activation FORWARD; Vehicle speed is greater than 6.5 kph (4 mph). Forward Transmission
Pressure is LOWER than 20 bar (295 psi). OR activation via the foot brake pedal; engine
default speed will be 2200 rpm in work 1 & 2 and 1100 1200 rpm in transit.
If truth table is satisfied – Transmission pressure brake light activation only occurs in
forward drive, foot brake application activates the brake light in both forward and reverse.
Reverse Light Transit, Work 1 or Work 2 selected. Fwd/Neu/Reverse Lever in REVERSE.
Activation
Reverse light and reversing audible bleeper are activated via 12 volt contacts within the
fwd/neu/rev lever; engine default speed will be 2200 rpm in work 1 & 2 and 1100 1200 rpm
in transit.
Pressure Engine running, >5secs; Work Mode 2 selected; Fwd/Neu/Rev Lever in NEUTRAL; Hand
Washer Brake On; Pressure Washer ON; Whoosh Switch OFF; Water Sensor, Spray Pump 0-
Activation 100V.
If truth table is satisfied – Engine idle default is 2200 rpm; solenoid S1 (No. 1 unloader) is
energised shut; S4 (No 2 Unloader) is energised shut: S17 (Pressure washer solenoid) is
energised OPEN

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The above screen will be seen if the IQAN engine
Standard MDM
temperature switch see’s an engine temperature of
115 C.
Screens 7.
WARNING
There are a number of standard screens which will ENGINE COOLANT LEVEL LOW – STOP ENGINE.
be seen from time to time and these are explained
below. The above screen will be seen if the coolant in the
1. expansion tank falls below the minimum level.
WARNING
FAN RUNNING FOR WHOOSH HOSE – CAUTION 8.
REQUIRED.
24 HOUR WARNING
The above screen will be seen when the whoosh AIR FILTER MINDER – MAINTEANCE REQUIRED.
hose switch has been activated.
2.
The above screen will be seen if the air filter, filter
WARNING
FAN ACCESS DOOR OPEN minder is activated indicating an engine intake
problem.
The above screen will be seen when the either the 9.
fan access door safety switch has been activated or
if there is a break in the safety switch wiring circuit to WARNING
HYD. OIL TEMPEARTURE HIGH – STOP VEHILCE.
the XT2-AO.
3. The above screen will be seen if the hydraulic oil in

the hydraulic tank reaches 95 C.
WARNING
LIQUID LEVER SENSOR, WATER SPRAY PUMP –
CHECK CONNECTION. 10.
The above screen will be seen when a 0 volt signal 24 HOUR WARNING
is seen by the XT2-AO. HYD RETURN/SUCTION FILTER ON BYPASS –
CHECK FILTER.
4. The above screen can be seen, but the sensor has
NOT YET BEEN FITTED. This sensor will be fitted
WARNING
FORWARD TRANS PRESSURE SENSOR – at a later date.
CHECK CONNECTION. 11.
The above screen will be seen when the XT2 – A1T WARNING
sees a 0 volt from the sensor. REAR AXLE OVER LOADED!!! EMPTY HOPPER
5. The above screen can be seen, but the sensor has

WARNING NOT YET BEEN FITTED. This sensor will be fitted
ENGINE OIL - LOW PRESSURE CHECK LEVEL. at a later date.
12.
The above screen can be seen, but the sensor has
NOT YET BEEN FITTED. This sensor will be fitted WARNING
at a later date. PARK BRAKE ON – RELEASE PARKD BRAKE
6.
WARNING The above screen will be seen when the parking
ENGINE TEMPERATURE HIGH – STOP ENGINE. brake switch is activated and the fwd/neu/rev lever
is in the forward or reverse position.
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13. minutes per boost period. No more engine boosts
will be allowed within an hour of the first boost.
WARNING
Transmission disabled – REUTRN TO NEUTRAL.
19.
The above screen can be seen when the engine is WARNING (WORK)
started with the fwd/neu/rev lever in the FORWARD CHECK WHEEL SPEED SENSOR – FEED BACK
TO MDM NOT CORRECT.
OR REVERSE position. By returning the lever to
NEUTRAL will cancel the alarm and return the The above screen can be seen if a frequency signal
machine to normal. from the vehicle speed sensor is out side the normal
operating range when operating in work mode.
14.
20.
FAN HI – SPEED BOOST TIMER
WARNING (TRANS)
**** 100 CHECK WHEEL SPEED SENSOR – FEED BACK
TO MDM NOT CORRECT.
The above screen will be seen when the fan speed The above screen can be seen if a frequency signal
rises above 2400 rpm. The timer 100 means 100% from the vehicle speed sensor is out side the normal
which is equal to 5 minutes. After 5 minutes of operating range when operating in transit mode.
boost, the suction fan will be switched off.
21.
15.
WARNING
ENGINE HI – SPEED BOOST TIMER CHECK ENGINE SPEED SENSOR
FEED BACK IS < 800 RPM OR >3100 RPM.
**** 100
The above screen will be seen if the MDM see’s a
The above screen will be seen when the engine frequency input equating to lower than 800 rpm or
speed rises above 2600 rpm. The timer 100 means above 3100 rpm.
100% which is equal to 10 minutes. After 10 minutes
of boost, the engine rpm will be reduced below 2600 22.
rpm automatically. WARNING
VACUUM FAN IS OFF OR THE SPEED SENSOR IS
16. FAULTY, CHECK VACUMM SPEED SENSOR.
ENGINE BOOST VAC FAN BOOST

The above screen will be seen when the machine is
100 100 in work mode 1 and in forward drive but the fan
speed is seen to be lower than 100 rpm or higher
The above screen will be seen when both the than 3100 rpm.
engine and fan boosts have been activated, rules in
para’s 14 and 15 will apply. 23.
CAUTION
17. ‘SPEED RESTICTON’
WHEEL TRACK OPERATING.
VAC FAN BOOST EXCEEDED
VAC FAN BOOST NOT AVAILABLE – REDUCE TO The above screen can be seen when tracking has
< 2400 RPM – MAX 5 BOOST PER HOUR.
started and not completed. In this condition both
tracking sensors will give a 0 volt input to the MDM.
The above screen will be seen when five fan boosts
have been activated and ran the full five minutes per 24.
boost period. No more fan boosts will be allowed
within an hour of the first boost. 24 HR WARNING
CLOUD MAKER RUNNING SLOW
WATER SWITCH MOVE TO RHS
18.
The above screen will be seen when the cloud
ENG BOOST EXCEEDED maker has been switched on, but the feed back
ENGINE BOOST NOT AVAILABLE – REDUCE RPM signal indicates a cloud maker speed of 1000 rpm or
TO < 2600 RPM – MAX 3 BOOST PER HOUR.
less. Designed speed is 17000 rpm.
The above screen will be seen when three engine
boosts have been activated and ran the full five

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25.
WARNING
HOPPER RAISED MMU Wiring Looms and
pin outs.
*****LOWER HOPPER*****
The above screen will be seen when the hopper

safety switch is activated or a zero volt is seen in the Introduction
safety switch circuit. In this case, the control circuit
will also restrict the vehicle speed as a safety There are 4 principal wiring looms on the
precaution. 636HS. They have been divided into Machine
Management Unit looms which connect parts of
26. the IQAN MMU (XT2, solenoids, foot pedal,
sensors etc.), and Automotive Systems Looms
WARNING which connect non-control items like lights, turn
Both Tracking Sensors ON signals etc.
Check Sensors on Axle
The above screen will be seen when both tracking The MMU looms are colored gray and are
proximity switches indicate they are giving a voltage described here.
input to the MDM at the same time. This is a fault
condition as either one of the switches should be The automotive looms are colored black and
open when the other one is closed, and the only are described in Chapter 8 – Electrical
time both switches will be in the same position is systems.
when they are BOTH OPEN. In the both open
condition, the machine will be in the process of Cab IQAN Loom
tracking and the tracking message, as indicated in
para 23 above, will be displayed. This screen is This is the main wiring loom inside the cab. A
seen in MDM software version 3.02 onwards. small scale schematic is included at the back of
this manual.
27.
Chassis IQAN Loom
WARNING
Hydraulic Oil Level - Low This is the main IQAN wiring loom that runs
STOP ENGINE
along the machine chassis. A small scale
The above screen will be seen if the hydraulic oil schematic is included at the back of this
level falls below the minimum level – SPECIAL manual.
OPTION ONLY.
There are also two smaller IQAN-related looms:
28.
WARNING Potentiometer Loom
Track wheels IN for full
Fan and Brushes ON. This connects the two potentiometers (Fan &
Brush) and is shown in Figure 7-65 below.
This screen informs the operator when in

forward/Work Mode 1 and the wheels are tracked
out.
Vacuum Fan Speed Sensor and
safety switch loom
29 This is shown in Figure 7-66 below.
WARNING A close-up of the schematic layout of this loom
Engine Over Heat – Fan Disabled
is shown in Fig 7.67.
At the time of going to print this screen will only

appear on machines with a software version 3.98.
The screen message is activated when the high
engine temperature switch is activated, and the fan
will be inhibited for 30 minutes of ignition ON time.
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Figure 7-64 Close-up of schematic

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Figure 7-65 Potentiometer Loom
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Figure 7-66 IQAN Loom – Vacuum Fan, Speed Sensor & Safety Switch.

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Recalibrate the E-Gas actuator. See
Service Procedures “Calibrating the Engine E-Gas Actuator (setup
procedure SP2).” on page 819.
Recalibrate the foot-pedal. See “Calibrating
Removal and Refit of MDM the Electronic Foot Pedal (setup procedure
Unit. SP3).” on page 81. NOTE. The Foot Pedal
setup procedure MUST be done BEFORE the
The MDM Unit can be replaced by pulling it engine is started.
forward out of the roof console and then
Recalibrate the forward and reverse
unplugging the multi-pin connector from the
solenoids. See “Calibrating the Transmission
rear of the unit. Pump FWD/REV Solenoid Valve (setup
Before replacing the old unit, please note the procedure SP4).“ on page82.
Software version number on the original MDM
(see page 166) and pass this information to
your Green Machine dealer to ensure the
replacement unit comes pre-programmed with End of chapter
the correct software version.
After replacing the unit, several calibration
procedures need to be performed in the
following order:
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Chapter 8 Electrical System
Alternator 60amp or 90
Introduction amp for A/C Units)
The electrical system in the 636HS is split into
two separate areas:
The electronic control system which is covered
in Chapter 7.
Other 12 Volt automotive-type electrical
components which do not have a machine
control function. These are covered in this
chapter.
It is important to note that these two systems
can be easily identified:
The two IQAN control circuit looms are
encased in GREY conduit and are covered in
Chapter 7. Figure 8-1 Alternator.
Two automotive electrical looms which are Engine mounted, belt driven, 12v with built in
colored BLACK. These are covered in this regulator. This unit, can either be a 60amp for
section. standard machines or 90amp for machines
fitted with Air Conditioning.
This book assumes the reader to have a
working knowledge of 12 Volt auto electrics, The Battery is a 70amp-hour Heavy Duty unit,
and so this chapter does not go into the DIN STD.DIN 56647: EN Standard No.
components in depth. 566041051
Please refer to the electrical wiring diagrams at
the back of this manual for more details. Additional Components.
The electrical circuit is a 12v negative earthed Water spray pump-open flow, 12v DC 7.5
system. amps. (See Dust Suppression System Chapter
The main components of the system are: 11).
Iqan MDM Unit- 12v-DC (See Iqan System
Chapter 7)
Iqan XT2 – AO; XT2-A1T & XS-AO Units – 12v
–DC (See Iqan System Chapter 7)
Rear View Camera- Heavy Duty-12-DC
Wiper Motor-12v- DC
Front/Rear Lights, Work Lights, rotating
beacon, voice warning, horn, radio/CD, air-
conditioning clutch and fans.
198 Electrical System.

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Chassis Earth Points
The machine earth points are also very
important. The machine has two main earth
points mounted on the right hand side of the
machine.
Figure 8-1b Chassis – Unloader 1, Water Pump,

Pressure Washer
This earth is one eyelet (3wires):
Figure 8-1 Chassis Earth Points • Water pump
• Pressure Washer (S17)
• Unloader (S1)
Figure 8-1a Chassis – Main Earths & Aux Cylinder

Hydraulic Manifold Solenoids
Figure 8-1c Chassis – Transmission Diff &
Battery Earth
This earth has two separate eyelets, of in total 16 wires
facilitating: This earth is one eyelet (2 wires):
• LH Brush arm IN (S5) • Brush arm UP (S13) • Battery Earth to Chassis
• Engine to Chassis Earth
• LH Brush arm OUT (S6) • Nozzle UP (S14) • Transmission Differential Earth
• Brush arms DOWN (S7) • XS Module pin 14
• Nozzle DOWN (S8) • XT2AO module pin
15
• XT2A1T module pin
• Hopper Down (S9)
15
• Hopper UP (S10) • Link to Chassis earth
• RH Brush arm IN (S11) • Unloader 2 (S4)
• RH Brush arm OUT (S12) • Rotary Atomiser.
Note: This earth was fitted behind the block previously.
Electrical System. 199
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Chassis Fuse Box
There are a four protection fuses located inside
a waterproof enclosure which is mounted near
the machine battery. These are detailed below.
Figure 8-2 Chassis Fuse Box. Figure 8-4 Main fuse panel detail.
1 – Fuse for main head lights and work lights relay.
2 – Ignition feed relay.
3 – IQAN ignition feed relay.
4 – Heated screen timer, MDM real-time clock
(RTC), engine tachometer, vehicle hazard lights and
vehicle lights switch.
Cab Fuse & Relay

Locations
The following figures give some physical
locations of some cab mounted relays and
fuses.
2 3
1
Figure 8-5 IQAN, Heated Screen & Water Pump
Relay
Figure 8-3 Location of dash-mounted fuses

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A
B
Figure 8-8 Steering column detail.

A – 10 & 30 amp Air Con Fuses
B – Heater Timer 10 amp inline fuse
Figure 8-6 Charging, Heater Gauges & AC Fuses
Figure 8-9 Steering column detail
C – Fuel Pump oil Pressure Relay

D – Engine Start Relay
Figure 8-7 More cab fuses.
Under the overhead roof lining are additional
fuses & relays, these are for the radio fuse, the
interior light fuse & the wash wipe relay.
H
G E
F
Figure 8-10 Steering Column detail (continued)
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E – Ignition Feed Relay 2 – Heater Blower Interrupt Relay – This relay
F – IQAN Ignition Feed Relay is energised open when the air conditioning
G – IQAN Isolation Relay switch is activated to ensure that the in cab
H - Water Pump Relay
heater fan will not run when air conditioning has
been activated.
3 – Compressor Control Relay – This relay is
energised closed when the air conditioning is
switched on to activate the compressor
magnetic clutch. The air conditioning
thermostat is also in this part of the circuit and if
5 3 1 the cab reaches the temperature set by the
thermostat, this relay is de-energised open to
stop the air conditioning compressor via the
magnetic clutch.
4 2 4 – Cooling Fan on/off Relay – This relay
6
provides the power supply to fan No 1 when the
relay is energised.
5 – Fan Speed 1 Relay – Is energised closed to
close the return line from No 1 fan to allow the
fan to run.
Figure 8-11 Air conditioning relays.
6 – Fan Speed 2 Relay – Is energised to run in
1 – Heated Front Screen Interrupt Relay – This parallel with Fan 1 or de-energised to allow Fan
relay energises open when the air conditioning 2 to run in series with Fan 1.
switch is activated to ensure that the front
screen heaters are de-energised when air
conditioning is activated.

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Figure 8-12 Air-conditioning electrical schematic
diagram.
switched on. The switch when energized will
give power to the rest of the electrical system
Ignition Switch via a relay & Iqan circuit and will start the
engine.
Service & Repair

Procedures
Testing Fuel Stop
Solenoid
Because the stop solenoid is comprised of twin
coils, we can check these individually.
Check “Hold on coil”:

Figure 8-13 Ignition Switch
The ignition switch is situated to the right of the vertical and the shaft pointing forward, apply a
steering column on the gray fascia panel. This current to the left pin in the plug and press the
switch is fed by a 12v feed and allows the pin fully in.
system to be energized by the operator when
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If the pin is retained until the current is into overload and reconnects quickly to retract
removed, the coil is functioning correctly, if the the shaft again. If the shaft fails to go in and out
pin does not stay in, the coil is faulty. the solenoid is faulty.
Check Retraction Coil:

With the solenoid positioned with the plug in the
vertical position and the shaft pointing forward,
apply a current to the right hand pin in the plug,
this will cause the shaft to go in and out rapidly.
When the shaft is fully retracted, the unit
automatically breaks the contact so as not to go
Component Current & Resistance Data
Component Operating Continuity Comments

Current(amp) Reading
Windscreen 26 1 to 2 Ω Wire resistance on live system =
0.45Ω +/- 0.2Ω
Fan Air Con 3 4.4 Ω
Monitor 5” 1.5 N/A Max output 8 watts

Colour
Relay 0.2 – 0.15 85 – 105 Ω 20 amp general purpose relay
Fan Heater 7.5/9.5 1.1/1.6 Ω High speed/Low speed
Engine Solenoid 12/0.8 1.0/15.5 Ω Pull/Hold
Reverse Beeper 0.2
Hyd. Solenoid
(SV08 Coil)
1.4 8.8 Ω
Hyd. Solenoid
(SV10 Coil)
1.7 7.1 Ω
Coil 1.5 8Ω
Coil 1.4 8.6 Ω
Cloudmaker 1.9 6.3 Ω
Water Valve 1.2 10 Ω
FWD/REV 1.5 8Ω
Solenoids
End of chapter

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Chapter 9 Chassis Systems -
Axles, Wheels, Suspension,
Steering & Brakes.
Steering System
We’ll first look at the general principles and
then consider the major components in more
detail.
Figure 9-1 General arrangement of steering system.

Referring to the figure above, we can see that When the steering wheel is turned to the right,
an engine-mounted power steering pump the steering control unit pumps hydraulic oil to
supplies pressurized hydraulic oil to a power the base of the steering cylinder. The cylinder
steering control unit that is attached to the base thus extends out and pushes the left side wheel
of the steering wheel column. hub carrier clockwise causing the wheel to turn
to the right.
This power steering control unit supplies oil to a
double-acting steering cylinder which is When the steering wheel is turned to the left,
attached to the left hand wheel hub carrier. the power steering control pumps oil to the top
port of the cylinder and the ram retracts. This
Chassis, Axles, Suspension, Steering, Brakes 205
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pulls the left side wheel hub carrier back anti- a car or truck so as to keep the angles between
clockwise and the wheel turns to the left. the inside and outside wheel in proportion both
when the axle is fully tracked in and also when
The linkage that connects the right wheel to the
it is fully tracked out.
left wheel is quite complex due to the nature of
the variable track front axle. The linkage between the wheels consists of two
drag links, two bell cranks and a track rod.
This steering linkage has to be more
sophisticated than a fixed track vehicle such as
Figure 9-2 Steering linkage geometries in both

tracked in and tracked-out positions.
The above figure shows how the linkages work is normal in open-centre hydrostatic steering
in both the wheels tracked-in and wheels systems.
tracked-out positions.
We’ll now examine some of the key
One essential feature to note in the steering components in more detail.
system is the absence of any direct mechanical
linkage between the steering wheel and the
steering rack.
One effect of this is that unlike on a car or
truck, the steering wheel can “creep” out of
position so that if the wheel is in a certain
position at the start of a journey, it may be in a
different position at the end of that journey. This
206 Chassis, Axles, Suspension, Steering, Brakes

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Power Steering Pump When the steering wheel is turned to the right,
the control unit meters a small amount of
pressurized oil into the base of the steering
cylinder and allows an equal amount of oil to be
expelled from the top of the cylinder back to the
hydraulic tank. This allows the ram to extend
which causes the left hand wheel to turn right.
The reverse happens when the wheel is turned
left and the cylinder ram retracts.
Internally the steering control unit is quite
complex and incorporates such features as
manual steering (in case the power steering
pump or engine fails during driving), anti-
kickback valves to prevent steering wheel kick-
Figure 9-3 Power Steering Pump
back and pressure spike protection to protect
steering hoses during impact with curbs etc.
The power steering pump is mounted on the
engine and draws oil from the main hydraulic Detailed parts and repair information for this
tank via a 100 micron suction strainer. unit is beyond the scope of this manual.
It supplies pressurized hydraulic oil to the Please refer to:

power steering control unit. “Repair Information – 110,230 & 450 Series Steering Control
Units.”
Power Steering Control

Eaton publication 7-309 dated August 1999.
Unit “Parts Information – 110,230 & 450 Series Steering Control

Units.”
Eaton publication 6-321 dated July 1999.
Copies of both publications can be found in the

service section of www.appliedsweepers.com
Setting the Steering

Alignment
In a conventional vehicle such as a car or truck,
the steering wheel is mechanically linked to the
front wheels. Thus if the wheel alignment is out
of true on either or both front wheels then this
may cause excessive front tire wear and/or
Figure 9-4 Eaton 110 Series power steering control
unit. cause the vehicle to not drive straight.
The steering control unit is an open centre non- By contrast there is no direct mechanical
load reaction unit with integral valves. It is linkage on a hydrostatic steering system, so
connected to the steering wheel column via a that the only symptom of poor front end
splined shaft. alignment will be excessive tire wear.
Detailed operation of the steering control unit is If the symptom is that the vehicle is steering to
beyond the scope of this book. the left or right, the problem is not likely to be
an alignment problem, but is more likely to be a
However in simple terms when the steering problem with either tire pressures or a problem
wheel is in the neutral position the pressurized with the power steering controller.
hydraulic oil from the power steering pump is
allowed to pass directly back to the hydraulic
tank.
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So if the vehicle is experiencing excessive front Inspect rod end for wear or damage.
tire wear, then an alignment check should be
Rotate the rod end one full turn clockwise to
carried out.
shorten the tracking rod or one full turn anti-
Please note that on the 636HS, the front castor, clockwise to lengthen the track rod.
front camber and Ackerman geometry are fixed
One turn is equivalent to approximately 0.9
and cannot be adjusted. The only adjustment is
degrees of wheel alignment.
the degree of toe in.
Reassemble the rod end into the bell crank and
Begin by doing a thorough visual inspection of
secure with a new nyloc nut. Ensure that the
the chassis components looking for any gross
nut is retorqued to 220 Nm (160lb-ft) and that
distortions or visibly bent components.
the male thread from the rod end protrudes
If there are no obvious signs of chassis or past the nut by at least 2 turns.
suspension damage, then we should proceed
Retighten the lock nut firmly that secures the
to check the toe-in geometry in both the tracked
rod end to the track rod.
out and tracked in positions.
The track rod should sit with its bends in a
Checking and adjusting alignment plane vertical to the ground.
with wheels tracked-in. Re-measure the toe-in. If not within limits, then
The machine should be on level ground with repeat the above procedure.
the wheels fully tracked-in. Once a satisfactory alignment has been
It is important to ensure that the front wheels achieved with the tracking in the in position, we
are in the straight-ahead position. now need to recheck the toe-in when the
wheels are fully tracked out.
Raise the cab to gain access to the steering
components.
Checking and adjusting alignment
Using a laser alignment device, check the toe- with wheels tracked-out.
in. Please refer to the device manufacturer’s
When the toe-in is correctly set with the wheels
instructions for details on measuring toe-in.
tracked in we need to re-measure with the front
The wheel toe-in alignment should be parallel axle tracked fully out.
+/- 0.7 degrees.
The toe-in in the tracked out position should be
If the toe-in is greater than 0.7 degrees, then the same as when the wheels were tracked in.
the steering track rod needs to be shortened.
If the toe in is greater or less in the tracked-out
If the alignment is showing a toe-out condition position then the length of one or both of the
of more than 0.7 degrees then the track rod drag links is not correct.
should be lengthened.
In order for the toe-in to stay the same in both
The track rod has regular threads on both ends the tracked-in and tracked-out positions, the
(some track rod systems have a left-hand lengths of the left and right drag links need to
thread on one end and a right hand thread on be exactly correct.
the other but this system cannot use this
The drag links are set up in the factory using a
method since the track rod is canted).
jig and should normally only need re-setting if
Therefore to adjust the track rod length it is links, levers or joints are replaced.
necessary to uncouple one of the ball joints as
Ensure that all is secure and tight on
follows:
completion.
Loosen the lock nut that holds the rod end to
Check for any potential foul conditions.
the track rod.
Road test the vehicle and check steering.
Remove the nyloc nut that secures the rod end
to the bell crank and pull the rod end male
thread clear of the crank lever boss.

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Setting up the steering
column.
It is important that the steering column is
properly aligned with the steering control unit,
so that the bearings are free.
This is because the steering control unit senses
steering input force, not steering wheel
position. Therefore if the steering column
bearings are not aligned correctly, the steering
control unit can sense the forces caused by
binding bearings and mistake it for driver
steering input.
Bleeding the steering

system.
The system should only be bled with the engine
running.
For safety reasons, it is recommended that the
machine is jacked up so all four wheels are
clear of the ground.
Then by putting the steering on to full lock in
one direction, bleed the system at the ram and
the steering column. Then repeat the process
in the other lock. Repeat this process until there
is no air seen escaping.
On completion, test drive the machine and
check for firm and positive steering.
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Steering System
Service and Repair
Procedures
b. Jack both front wheels off the
Track Rod Replacement ground, and locate axle stands
on the left and right hand side of
the machine as per Fig 9.8 and
Fig1 shows the now obsolete complete track Fig 9.9
rod FS010 which was also supplied without the
ball joint ends under part number FS012 which
are both now also obsolete.
Figure 9-5 – FS010 Track Rod (Obsolete)
Both FS010 & FS012 have now been

superseded by part number FS020 (replaces
FS010) and FS021 (replaces FS012), Fig 2
shows the new complete track rod FS020.
Figure 9-8 RH Front Axle stand location

Figure 9-6 – FS020 Track Rod (Current)
When seen side by side the difference in the

two rods becomes clear in that the newer rod
has the bends much closer to the centre of the
rod, as seen in Fig 9.6 above and Fig 9.7 below
Note bends close
Note bends wider apart

Figure 9-7 – FS020 and FS010
All machines should be fitted with track rod Figure 9-9 LH Front Axle stand location
FS020, and to replace the rod you MUST c. Remove the cab safety lock downs
carryout the following procedure: and carefully tilt the cab forward.
a. Locate the machine in a clean d. With the necessary tools, undo and
remove the securing nuts and
condition, in a clean safe and dry
remove the existing track rod from
location ensuring that the the machine.
working area is well lit. Apply the e. The removed track rod (FS010)
hand brake, chock the rear MUST NOW BE DESTROYED BY
wheels front and back and BEING CUT IN HALF.
remove the vehicle ignition key. f. Locate the newly supplied track rod
(FS020) and lightly secure in place,

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the curve of the track rod, XX - Lie of the track rod bend should either
dependant on the machine can lie vertical or just either side of the vertical to
from at right angles (i.e. vertical) to ensure that the rod clears all obstructions
the Bell Crank Lever, to slightly off when moved from full left to full right lock.
the vertical position Fig. .
g. It is essential to ensure that the rod j. It is also essential to check the
does not come into contact with any steering stops which are located
other part of the chassis, the cab or on the underside of the hub
their sub components, hence the carrier (Fig 9.11 & Fig 9.12), to
cab should now be lowered and the ensure that they are all in place
steering mechanism should be
(2 on each hub carrier).
cycled through full left and right lock
several times, to ensure that the rod
is free from ALL OBSTRUCTIONS.
h. Raise the cab up again, make any
alignment adjustments needed to
ensure that the rod is totally free
from obstruction throughout its
FULL travel. The ball joint nut
should be torqued as follows: M14 Figure 9-11 Figure 9-12
nuts – 70 to 75 Nm (52 to 56 lb ft) ;
M16 nuts – 120 to 130 Nm (88 to 96 11. It is also essential to ensure that the tyres
lb ft), but before fully tightening see fitted to the machines are:
paragraph 20 for ‘toe-in’ adjustment. a. The correct specification
i. The following two checks MUST b. They are legal with regard to wear
also be carried out at this point: and condition
a. check of the whole steering c. They are inflated to the correct
mechanism to ensure that no pressure
other part of the structure is 12. For guidance, for 636 machines,
touching or rubbing against any a. The correct specification tyre is a
other chassis or cab element or 155/70 R12C - 8 ply rating on 4.5J
component. rims
b. Check ALL steering system b. The correct tyre pressure is 6.5
pivot points for wear and bar (94 psi)
damage c. Wheel nut torque settings should be
145 – 150 Nm (107 – 110 Lb.ft)
13. Lower the cab.
14. Lower the machine back to the ground.
Bell Crank Lever 15. The steering motor, located under the
steering wheel should now be checked to
see if a shim(MC763) has also been fitted, if
not, the part should be ordered and fitted as
per the instructions later in this chapter.
16. At this point is also strongly advised to
check the wheel alignment to ensure that it
is correct.
XX 17. In a conventional vehicle such as a car or
truck, the steering wheel is mechanically
Track rod linked to the front wheels. Thus if the wheel
(FS020) alignment is out of true on either or both
front wheels then this may cause excessive
front tire wear and/or cause the vehicle to
not drive straight. By contrast there is no
direct mechanical linkage on a hydrostatic
Figure 9-10 – Correct Track Rod Location steering system, so that the only symptom
of poor front end alignment will be excessive
tyre wear.
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22. Retighten the lock nut firmly that
secures the rod end to the track rod.
The track rod should sit with its bends in
18. In a conventional vehicle such as a car or a plane vertical to the ground. Re-
truck, the steering wheel is mechanically measure the toe-in. If not within limits,
linked to the front wheels. Thus if the wheel then repeat the above procedure.
alignment is out of true on either or both
front wheels then this may cause excessive 23. Once a satisfactory alignment has been
front tire wear and/or cause the vehicle to
achieved with the tracking in the in
not drive straight. By contrast there is no
direct mechanical linkage on a hydrostatic position, we now need to recheck the
steering system, so that the only symptom toe-in when the wheels are fully tracked
of poor front end alignment will be excessive out. When the toe-in is correctly set with
tyre wear. the wheels tracked in we need to re-
19. Please note that on the 636HS , the front measure with the front axle tracked fully
castor, front camber and Ackerman out.
geometry are fixed and cannot be adjusted.
The only adjustment is the degree of toe in. 24. The toe-in in the tracked out position
The machine should be on level ground with should be the same as when the wheels
the wheels fully tracked-in. It is important to were tracked in. If the toe in is greater or
ensure that the front wheels are in the
less in the tracked-out position then the
straight-ahead position. Raise the cab to
gain access to the steering components.
length of one or both of the drag links is
Using a laser alignment device, check the not correct. In order for the toe-in to stay
toe-in. Please refer to the device the same in both the tracked-in and
manufacturer’s instructions for details on tracked-out positions, the lengths of the
measuring toe-in. The wheel toe-in left and right drag links need to be
alignment should be parallel +/- 0.7 exactly correct.
degrees. If the toe-in is greater than 0.7
degrees, then the steering track rod needs 25. The drag links are set up in the factory
to be shortened. If the alignment is showing using a jig and should normally only
a toe-out condition of more than 0.7 degrees need re-setting if links, levers or joints
then the track rod should be lengthened. are replaced. Ensure that all is secure
20. The track rod has regular threads on
and tight on completion.
both ends (some track rod systems
have a left-hand thread on one end
and a right hand thread on the other
26. Check for any potential foul conditions.
but this system cannot use this
method since the track rod is canted). 27. Ensure the machine is fully functional
Therefore to adjust the track rod and correct.
length it is necessary to uncouple one
of the ball joints as follows: Loosen 28. Road test the vehicle and check
the lock nut that holds the rod steering.
end to the track rod.
21. Rotate the rod end one full turn 29. Record the work carried in the relevant
clockwise to shorten the tracking rod or vehicle files.
one full turn anti-clockwise to lengthen
the track rod. One turn is equivalent to
approximately 0.9 degrees of wheel NOTE
alignment. Reassemble the rod end into Maintainers/Repairers are reminded that
the bell crank and secure with a new regular inspections and checks, i.a.w.
nyloc nut. Ensure that the nut is
the manufacturers maintenance
retorqued to 220 Nm (160lb-ft) and that
the male thread from the rod end
schedule must be carried out at the
protrudes past the nut by at least 2 prescribed times.
turns.

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ADJUST the valve ½ a turn
COUNTER CLOCKWISE (Fig 9-14)
Steering System
Pressures
All productions machine from Chassis No
0802094, which are machines built on or after
Feb 2008 (European Built machines) and ALL
USA built machines, had the steering system
pressure reduction modification carried out
during the build process.
The following procedure is for those machines
which have not yet had the in field back fit Figure 9-14 Steering Motor Relief Setting
action carried out. 5. Locate the Allen key in one of the two
cylinder relief valve adjustment screws (Fig
9-15).
Cylinder relief Pressures adjustment 6. Now adjust the screw making sure that you
ONLY ADJUST the valve ¼ a turn
To carryout this procedure you will need to pre COUNTER CLOCKWISE
order the shim MC763 - this shim MUST BE
FITTED AFTER THE ADJUSTMENTS HAVE
BEEN CARRIED OUT – If a shim is found to be Both
in place prior to the commencement of this Cylinder
Pressure
procedure it means that the adjustment has Adjusters
already been made and no further action is
necessary.
1. Park and secure the machine in a safe
place.
2. Disconnect the hydraulic pipes connected to
the steering motor Figure 9-15 Cylinder Relief Settings
3. Undo and carefully remove the steering
motor from under the steering column (fig 9- 7. Final locate and adjust the second cylinder
13). screw making sure that you ONLY
ADJUST the valve ¼ a turn COUNTER
CLOCKWISE (Fig 9-16)
Steering Motor
Figure 9-16 Adjusting the Second Relief Setting

8. Once the adjustments have been made,
Figure 9-13 Steering Motor Location locate the shim (Fig 9-17) as indicated in
(Fig 9-18).
4. Locate the inlet relief valve setting point,
and with the correct Allen key, ONLY
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9. Being very careful to ensure that the shim Figure 9-17 Steering Motor Shim
remains in the correct place, carefully
relocate the steering pump back into the
steering wheel splines ensuring that the
motor is located and secured centrally.
10. Reconnect the hydraulic pipes.
11. Run the engine and turn the steering wheel
fully left and right numerous times to ensure
that the steering system is functioning
correctly. Monitor the test to ensure that
there is no spongy feeling in the systems
and that the system responds fully and
correctly.
12. Check for leaks. Figure 9-18 Shim Location
13. Carryout a check of ALL steering rods
and linkages to ensure that they are all in Finally update the machine records noting the
good condition and that there are no procedure, checks and anything found and any
signs of rubbing or any other actions taken.
degradation or fouling of the mechanical
system.

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Braking System Functional Characteristics
and Maintenance
The machine has Hydraulic Servo Brakes fitted Instructions - Hydraulic-
to the two rear wheels of the machine and a
hand/parking brake, which is operated, from the
Servo-Brakes
cab adjacent to the driver. The system can also Function of the hydraulic servo
come with Front Brakes as an option. brake.
The servo brake units are fairly standard units The function of this brake is based on the fact
comprising twin shoes for bi-directional braking that on operating the wheel cylinder, two brake
with a manual adjuster shoes are pressed against the drum, whereat
one brake shoe (primary brake shoe) is taken
in the direction of rotation of the brake drum,
and the second brake shoe (secondary brake
shoe) aligned by the lower floating support is
blocked against a fixed point at the top of the
brake anchor plate, or the wheel cylinder.
By the supplementary force of the primary
shoe, the so-called “self-energisation” (servo
effect) of the brake is generated.
The braking efficiency is almost the same in
both directions.
Setting device.
Figure 9-20 Rear brake. The lower floating support is in most cases
designed as a setting device, and either a
mechanical or an automatic type may be used.
Caution: For maintenance or setting it is
necessary to pay attention to, and correspond
with, the special instructions.
Wheel cylinder
The pressure produced by the brake operation
is transferred to the brake shoes by means of
the wheel cylinder pistons.
Maintenance:
With every periodical brake check, it is
necessary to check the wheel cylinder and
connecting parts for leakage.
Figure 9-21 Front Brake. Repair instructions:
After having dismantled the cylinder, all
individual parts, as well as the casing itself,
have to be thoroughly visually controlled.
For the renewal of individual parts, repair sets
can be provided, whereby we strongly
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recommend that you exchange these sets Repair and exchange of the brake
completely and not partially. shoes.
Use only methylated spirits to clean the cylinder The brake linings and shoes have to be
and its individual parts. Never use mineral oil replaced or exchange in the case of
containing cleaning agents. contamination, unequal wear, insufficient
At reassembly, it is necessary to pay attention braking power or after having attained the
to the right sequence of the individual parts, minimum remaining thickness.
and to use a suitable assembly paste or liquid. Caution: In order to avoid unequal braking
When the visual control shows deficiencies in behaviour it is necessary in all cases
to replace all the brake shoes and
the casing such as rust scars, grooves, or other
linings of an axle.
damage, then the wheel cylinder must be
exchanged completely.
Riveted linings may be riveted and un-riveted
After having finished the work on the hydraulic by suitably equipped workshops according to
installation, check the level of the brake fluid in the general regulations.
the reservoir, refill if necessary and finally bleed Important!
the main and wheel cylinders thoroughly
according to the instructions of the Original replacement linings must be used in all
manufacturer of the vehicle. cases for this purpose as the lining compound
is formulated to give the correct coefficient of
Brake shoes friction.
Maintenance and Inspection There will be no guarantee for the brake and its
Properly speaking, the brake shoes need no function when using other spare parts.
maintenance. They should only be checked for In the case of glued linings, the renewal can
damaged parts, and for the free movement of only be done by exchanging the brake shoes
the parking brake mechanism.
Note: For replacement an original Knott spare
The thickness of the linings has to be checked part will be delivered ready for mounting! The
by sight control through the wear-checking hole same will be delivered under specification of
at regular intervals, depending on the use of the order number of the manufacturer of the
the vehicle, but at least twice a year. vehicle or the brake.
When the remaining lining thickness is small, Important! There is no guarantee on the
these intervals have to be shortened brake when using other parts or gluing
correspondingly in order to avoid damage to new linings to the shoes.
the brake and drum.
After the installation of new brake shoes or
Since, depending on the use of the brake, the after a repair the brake has to be correctly set
linings are glued or riveted, it is necessary to according to the relevant instructions.
pay attention to the different thickness
remaining. Brake drum
Riveted brake linings: Remaining thickness 1,0 The brake drum can be machined out by 1.5
- 1,5 mm over the rivet head at the thinnest mm (0.75mm removal of material) when
point of the lining. checking reveals deeper grooves in the running
Glued brake linings: Remaining thickness min. surface of the drum. Should there be no
2,0 mm at the thinnest point of the lining. instructions then refer to the following table,
taking the wall thickness into consideration.
The brake lining has to be replaced according
to the following instructions when these lining
limits have been attained.

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2. Adjustment procedure
Brake Size Diameter Maximum The brake should be adjusted after installation
when new machining out of new brake shoes and/or brake drums, when
(mm) (mm) insufficient brake power is evident or when an
excessive amount of play is noticed before the
200 x 40 200 201.5 brake can be actuated.
230 x 50 230 231.5 The adjustment procedure should only be
performed on cold brakes. Service and parking
brakes should be adjusted together.
The initial or re-adjustment of the brake shall be
Caution! both brake drums of an axle must
accomplished according to the following
always be machined out to the same
measurement. procedure:
Caution! For machined out brake drums it 3. Initial adjustment

is necessary to use over thick linings.
To make the adjustment, it is first necessary to
disengage the parking brake, i.e. all brake
6. General information cables must be free of tension.
It is a matter of course that ascertained
deficiencies or damage of parts not mentioned 3.1 Using a suitable lifting device, raise
here, have to be repaired or replaced by vehicle far enough to ensure that the brake
original spare parts. drum and wheel turn freely.
Missing specifications or more detailed 3.2 Disconnect brake cables
instructions are to be demanded from the
vehicle or brake manufacturer. 3.3 Remove plastic seal cap (2) from the
bore, located on the opposite side of the wheel
cylinder in the backing plate.
Manual Adjusting Device
for Hydraulic-Servo- 3.4 Loosen the self-locking hex head screw
(3) used to secure the adjusting device (SW19)
Brakes
3.5 Tighten the star wheel (4) by inserting a
This hydraulic servo brake is provided with a screwdriver or special tool in the hole provided
central adjustment device for both brake shoes for this purpose, until the brake drum/wheel can
(Fig. 2). no longer be turned by hand. This adjustment
causes the brake shoes and the adjustment
1. Service instructions mechanism to be centered simultaneously in
the brake drum.
The adjustment mechanism should be checked
for damages at every periodic brake inspection. 3.6 Tighten the self-locking hex head screws
(3) to the fixed tightening torque.
Note: Attempts to repair the adjustment
mechanism are not recommended. Faulty 3.7. Loosen the star wheel (4) far enough, to
devices should always be replaced by a new allow the wheel to be turned inside the brake
one. drum, without audible grinding noise of the
brake shoes.
The adjustment device requires minimum
maintenance. Periodic lubricating of the threads 3.8. Reconnect brake cables and adjust the
to the adjustment bolts (1) with a heat resistant lines so that the shoes do not slip in the brake
grease upon disassembly of the brake shoes is drum when the wheel first turned.
all that is required. 3.9. Tighten the hand brake lever according
to manufacturer’s specifications. Both wheels
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must turn with the same amount of ease or
difficulty.
Note: To correct uneven or difficult movement
of the wheels; re-adjust brake cables - never
the adjusting mechanism.
3.10. Replace seal cap (2)
3.11. Lower vehicle to the ground and test-
drive vehicle to check braking behaviour.
4. Re-adjustment procedure
4.1. Using a suitable lifting device, raise

vehicle off the ground Figure 9-22 The front shock absorbers are
4.2 Remove seal cap (2) in the back of the connected between the chassis & front axle.
brake backing plate. The rear suspension shock absorbers are
4.3 Using a suitable tool, tighten star wheel positioned between the chassis & the L/H &
(4) so that the wheel will no longer turn. R/H rear axles and are connected between the
chassis member and the Trailing Arms (rear
4.4 Loosen the star wheel (4) just enough so Axles).
that the wheel can be turned inside the brake
drum, without audible grinding noise from the
brake shoes.
4.5 Replace seal cap (2)
4.6 Lower vehicle to the ground – test drive
vehicle to check braking behavior.
Both the initial adjustment or re-adjustment of
the brake adjustment device shall be performed
on all brakes of the vehicle.
Suspension System
The machine has all round suspension; this Figure 9-23 Rear suspension.
consists of Coil Sprung Shock absorbers which These units give the suspension a smooth ride
are positioned both front & rear. allowing the machine to negotiate any uneven
ground and for stability for climbing curbs.
Suspension Shock
Absorber
Figure 9-24 Shock Absorber.

The shock absorber is a sealed unit, if there is
a problem with the unit it should be replaced

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and not disassembled. However the top & The axle has wear plates that are positioned on
bottom bushes are replaceable, these bushes the top and bottom faces, over time these can
should be visually checked every service. wear and therefore these faces should be
lubricated on every service using the correct
Axles type of grease & the wear should be checked

every 18 weeks or 600 hours as described in
the Maintenance section of this manual.
Front Axle. Rear Axles
The front axle is a vari-track axle, which means
that it has the ability to expand its wheel track
width. This is done by using two tracking
hydraulic rams which are connected to each
side of the axle. These track in or out and are
controlled by the machine management
system.
Figure 9-26 Rear axle.

On the rear of the machine there are two rear
axles, these units are pivoted at the front via a
shaft. Incorporated on the rear axles are the
Figure 9-25 Front Axle. rear brakes & rear shock absorbers.
During operation the axle position is monitored The Axle pivot bushes & shaft are replaceable
by the use of tracking sensors, which are and should be inspected every service for
positioned, on the fixed section of the axle. wear, these pivots should also be lubricated
When the machine is in the transit operation, every service by greasing using the grease
the front axle is extended to its outer position nipple positioned on the outer casing.
by hydraulic rams, once the axle has reached
its limit the tracking sensor sends a signal to Front Stub Axle
the MDM, which then cuts off hydraulic
pressure via the solenoids. Once this has been
Assemblies.
done the rams are hydraulically locked into
Positioned on each side of the front axle are
position.
the stub axle assemblies, these assemblies
If the machine condition is then changed to hold the drive motors, wheel hubs & drive
sweep mode, there are certain conditions that wheels.
the machine must reach before the tracking
The assemblies have pivots both top & bottom,
process can be achieved.
the top pivot is made up of a king pin & bushes,
Once the Transit/Work1/Work2 switch has the bottom pivot is a ball joint assembly.
been set to Sweep Mode, the management
system monitors where each individual part of
the system is, either activated or non activated
etc. The tracking process will take place when
the machine is either changing from Transit to
Sweep or Sweep to Transit, once the
conditions have been meet & the vehicle speed
is greater than 4 mph, the hydraulic rams
extend to move the axle outwards or retract to
bring the axle in.
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Size : 155/70 R12C Load rating 104/102
should be used
Rims: 4.55
Inflation Pressure: 6.5 bar (94psi)
It is important to note that when changing
a wheel or jacking up the vehicle for
any reason, the jacking and axle stand
points should be used as detailed in
Chapter 1 of this manual.
Wheel Nuts
Figure 9-27 Front stub axle.
M16 Wheel Nuts 145 to 150 Nm (107 to 110 lbf
ft).
Also note that from November 2008 the wheel
nut was upgraded to grade 8 material and the
Hex. Size was reduced from 27mm to 24mm.
The thread form of M16 and torque figures
remain unchanged.
Figure 9-28 Front king pin assembly.
Service & Repair
Front Axle Trailing Arms Procedures
The front axle trailing arms are positioned on
the front axle and are connected to the chassis,
these arms keep the front axle in a fixed
Replacing King Pin
position but will allow the axle to pivot when Bushes
tracking in & out. The arms are connected to
the chassis by a ball joint & are pivoted on the If after inspection the King Pins & Bearing have
front axle by pivot pins & bushes. to be replaced, the procedure should be carried
out as follows:
Raise the cab & jack up the front of the
machine and place axle stand at its point (as
shown in the introduction section of this
manual)
Remove the wheel, then remove the king pin
end cap, when this cap is removed the bearing,
securing circlip and seal assembly will come
out with the cap.
Figure 9-29 Trailing arm.
This will then expose the pivot pin, the pin has
Wheels
a machined cut out on it so that a wrench can
be located on it to stop the pin turning when the
locking nut is removed.
The wheels on the machine are the same both When fitting the new pin ensure that the
front & rear, the specifications for the tyres are securing nut is tight, replace the bearing & seal
as follows: assembly into the cap and refit, grease as
required.

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Front Axle Refurbishment Place a suitable jack under the axle
Procedure on the left hand side of the vehicle
(marked X on the attached
drawing).
This procedure sets out the recommended actions Place a suitable jack under the right
necessary for refurbishing a front axle. hand brush arm support bracket
(marked Z on the attached
drawing).
Jack the front wheels off the
ground.
Remove the right hand shock
absorber lower pin (marked Y on
the attached drawing)
Using checking gauge AT023 (45
mm wide x 2.0 mm thick) check
vertical clearance between the inner
and outer telescopic sections. The
Figure 9-30 Front axle gauge should not enter by more
than 50mm. (Fig 9-22)
To establish if an axle has reached the limits of Using checking gauge AT024 (105
its wear, the wear gauges AT023 (Fig 9-20) mm wide x 1.5 mm thick) check
and AT024 (Fig 9-21), are needed. horizontal clearance between the
inner and outer telescopic sections.
The gauge should not enter by
more than 50mm. (Fig 9-22)
On completion of the check refit the
lower pin of the right hand shock
absorber.
Lower and remove jacks.
AT023
Figure 9-31 AT023
AT024
Figure 9-33 Location points for wear gauges

Having checked the axle horizontal and vertical
clearances, if it is found to be at or beyond the
Figure 9-32 AT024 specified requirements, and it is necessary to
It is important to ensure that the wear on the remove and refurbish the axle, the following
front axle does not exceed the design limits. procedure should be adopted:
Axles with excessive wear will experience
tracking problems and machines with
clearances outside those specified could also a. Four axle stands
experience handling difficulties. b. Hand Grinder with grinding discs and buffer
c. Cold Chisel and hammer
The attached drawing shows the layout of the front d. G Clamps
axle area. To carryout a wear measurement on the e. Axle Refurb Kit Top Wearplate (Pt No
front axle the following procedure should be FA220), the kit comprises: FA138 – Bottom
adopted: - Wear Plate; FA216 – 0.9 mm shim; FA217 –
1.2 mm shim; FA218 – 1.5 mm shim; FA219
Ensure that the front axle is fully – 2.0 mm shim.
and correctly extended.
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f. Standard workshop tools should be measured and should be no less
g. Long leg Calipers than 29.85 mm.
1. Locate the machine in a clean, clear and 8. Another area that needs special attention
well lit area. during the inspection are the bottom ball
2. Jack the machines four wheels off the joints (Fig 9-26), if they are found to be worn
ground and locate four axles stands at each then new ones (GG227) should be fitted by
specified point on the four corners of the pressing new ones in and securing with
machine. loctite (Loctite 638). When fitting new ones,
3. Ensure that the machine on the axle stands it is important to ensure that new ball joints
is safe and complies with all local safety fully bite into the plate as well as applying
requirements and procedures. Remove the the recommended loctite. It is also highly
two proximity switches from the axle and recommended that a new M14 nut (GN066)
check for condition. is fitted and torqued to 80 – 85 Nm.
4. Carryout the strip down necessary to 9. The thickness of the female box section
remove the axle from the machine ensuring should also be measured using a pair of
that the correct lifting equipment is used to long leg calipers to measure the thickness
lower the axle from the machine. of the top and bottom wall thickness. If any
5. It is advised to clean the complete axle of the material wall thickness is found to be
preferably with a steam wash, but at least at or less than 2.8 mm, the axle
with a pressure wash to clear of all grease should be discarded and a new one
and road debris. fitted.
6. Inspect the whole of the axle box section for 10. Having stripped the axle, locate the male
signs of distress, damage or cracking. Most section of the axle securely and using a
minor cracks can be re-welded with and hand held axle grinder, CAREFULLY grind
should be done if found. the wear plate welded element off, starting
7. Especial attention should be paid to the from point furthest away from the wheel (Fig
trailing arm pins for wear (Fig 9-25), if 9-26).
excessive wear is found the axle should not
be refurbished and a new one fitted. To
establish if the pin is worn, its diameter

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Figure 9-34 Axle Measurement Procedure
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Figure 9-38 Removing the Wearplate
13. If a shim was found under the worn wearplate, it
should now be relocated back into the same
Figure 9-35 Trailing Arm Pin position and using a G clamp to hold it in
position, tack weld the shim back into position. It
is recommended to tack weld only at each end
of the shim. Once tack welded, carefully grind
the tack weld flat in preparation for locating the
new wearplate. For the welding process a
standard welder should be used using mild steel
wire.
14. Locate the new wearplate into position (Fig 9-
28) ensuring that there is even over lap either
side of the axle. Using G clamps, secure into
position.
Figure 9-36 Bottom Ball Joints
Figure 9-37 Grinding Off the Wearplate Figure 9-39 Clamping the New Wearplate
15. Tack weld the strip into place, ensuring that the
11. Using a cold chisel and hammer careful try
wearplate remains flat along its full length whilst
and remove the wear plate from the axle,
tack welding. It may be necessary to keep
before the entire weld has been ground away,
repositioning the G clamp(s) to ensure this is
this is recommended to minimize the
achieved.
possibility of the grinding process causing
16. Once the wearplate has been tack welded into
penetration damage to the axle. (Fig 9-27). It
place, remove the G clamp(s) and weld the
should be noted that in some axles, a shim
wearplate into place along its edges. Clean the
may be found under the wearplate. Where this
weld as necessary.
is the case, the shim should be saved for the
17. Once wearplate has been welded into place,
rebuild process.
using a buffing tool, clean and buff all welded
12. Once the wear strip is removed, carefully
areas to ensure that all surfaces are clean, burr
clean the axle of any weld residue with the
free and no weld protrusions exist.
grinder and a buffing tool to ensure that the
18. The new wearplate has a square edge, so it is
position for the new wearplate is clean and
strongly recommended to grind a chamfer onto
flat.
the edges of the wearplates that will enter the

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female section of the axle first. This will assist components removed and refitted are
reassembly. Ensure that the chamfered edges correct and secure.
are also buffed clean. (Fig 9-29).
19. Offer up the two elements of the axle and slide
together until it is fully closed. If the axle does
not full close, remove and look for signs of Handbrake Adjustment
fouling on the wearplates, and carefully grind off
a very small amount of material and the fitting The handbrake can be adjusted by adjusting
process again until the until closes firmly. the central cable on the handbrake quadrant
20. Once the axle is found to fit correctly, the axle (adjuster A).
should be stamped with a metal stencil
indicating that it has been refurbished on the If there is an imbalance on braking on the
outer face of the female section of the axle. individual wheels, then these can be adjusted
individually at the handbrake quadrant (adjuster
B).
Figure 9-40 New Wear Plate in Place Adjuster B

21. Once the axle has been fitted, extend the axle, Adjuster A
and apply a good quality water resistant grease
to the top, bottom and front faces of the axle
inner surfaces. DO NOT APPLY ANY GREASE
TO THE REAR FACE OF THE AXLE.
22. Refit the axle to the machine and refit all items
Fig 9-15 Hand Brake Adjuster
removed checking all components for damage
wear and distress. To check & adjust the handbrake, jack & place
23. With the machine remaining on the axle rear of machine on axle stands.
stands, ensuring that the area is well
ventilated , run the engine and carryout a Once this has been done, place the handbrake
static functional check of the axle by in the OFF position, you first need to ensure
selecting and deselecting Transit mode that the brake shoes have been correctly
and depressing the foot pedal to allow the adjusted & work correctly.
wheels to turn. EXTREME CAUTION
MUST BE APPLIED TO THIS PROCESS To adjust the handbrake cable, undo the lock
AS ALL FOUR WHEELS WILL TURN nut on the central cable & turn the inner nut
AND THE AXLE WILL EXTEND AND clockwise, this will adjust both of the L/H & R/H
RETRACT. HENCE THE AREA MUST cables together, continue until the rear wheels
BE MADE SAFE BEFORE CARRYING just start to bind slightly.
OUT THIS PROCEDURE
Apply the handbrake to check travel, replace
NOTE handbrake in OFF position to ensure that there
is only slight binding.
A. The machine vehicle file should be noted
Once this has been done, lower the machine to
that a refurbished axle has been fitted.
B. It is recommended that an axle is only the ground.
refurbished ONCE ONLY
C. The machine and in particular the axle
End of chapter
should be inspected after 50 hrs of
machine operation to ensure that all
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Chapter 10 Suction Sweeping
System - Nozzle Brushes,
Vacuum fan and Hopper.
Sweeping System
Overview
The machine works due to the air moving
through it. The following scheme shows the
flow of air through the machine. The two front
brushes sweep dirt, trash and debris into the
centre of the machine, so that the airflow can
pick these up and deposit them into the hopper.
The air and debris mixture is made to swirl in a

cyclonic action inside the hopper in order to
cause the debris to separate out, falling into the
lower part of the hopper and allowing the air to
pass up through screens and cyclones prior to Suction Nozzle
passing through the suction fan and exiting the
machine. There are 3 separating actions inside
the hopper:
• The initial entry cyclonic action which is
aided by swirl plates in the rear of the
hopper;
• Screens in the top of the hopper which
prevent light material such as dry leaves
and paper from escaping;
• The final cyclone spinners located in the
top of the hopper, which separate out
small dust particles.
As long as airflow is maintained, the machine
will work correctly. If the machine does not pick
up or leaves a trail, this means the air is not
flowing correctly through the machine. Always
bear in mind this notion of airflow. Figure 10-1 Suction Nozzle
The suction nozzle is located underneath

the cab, and is supported by an A frame,
228 Sweeping Systems

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the lift & lower hydraulic ram and the Vacuum Fan
suction hose.
As all the debris is swept into the sweep
path by the brushes, it is then sucked up by
the air flow which enters the nozzle then
progresses through the machine and ends
up in the hopper.
The nozzle has a horseshoe wear plate,
which in turn is supported by 2 side skid
wear shoes. The 2 side shoes height can
be adjusted, this is done by using the
adjuster bolts (Procedure for this will
appear later in this section)
Brush Arm Assembly
Figure 10-3 Vacuum Fan Assembly
The vacuum fan has 12 vanes sandwiched

between a front and rear backing plates.
The whole construction is manufactured
from stainless steel and is driven by the
Fan hydraulic motor via a shaft. The fan sits
inside the fan scroll case (fig 10-4).
Figure 10-2 Brush Arm Assembly
There are two brush arm assemblies

located at the front of the machine.
These brush arms can be moved sideways
via a yawing cylinder and can be positioned
either out or in independently of each other.
This is controlled by joysticks situated on
the arm-rest in the cab.
The brush arms are protected from side
impact damage by a side impact protection
shuttle valve . In the event of a side impact,
the valve will allow hydraulic oil in the rams
to escape to the return line. Please refer to Figure 10-4 Fan case scroll
the Hydraulic section for a diagram.
The fan hydraulic motor is mounted on to
the Fan Motor mounting plate and the Fan
Sweeping Systems 229
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Motor Mounting Plate is mounted on to the
rear face of the fan scroll case.
Fan
Motor
Figure 10-7 Fan motor access panel

There is also a fan casing front plate
mounted in front of the suction fan to
ensure that the suction fan will operate
correctly (Fig. 10-8).
Figure 10-5 Fan motor mounting

The fan motor mounting and fan scroll case
assembly is then mounted into the recess
on the outer front face of the hopper and is
held in place by three locating points as
indicated in Fig 10-5 above.
With the suction fan and hydraulic motor
fully installed, access to the hydraulic motor
for any maintenance procedures is via the
inspection panel located in the front inside
wall of the hopper (Fig. 10-6 and Fig 10-7).
Figure 10-8 Front Plate Fan Casing
Finally the suction fan front cover duct

(Fig10-9) is mounted over the fan casing
front plate to duct the air into the centre of
the suction fan for optimum performance.
Figure 10-6 Fan motor access panel
Figure 10-9 Front Cover Duct

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Hopper Drain & Drain by a sequence valve ( Figure 6-51 on page
Inspection Door Seals 145).
The hopper is lifted by 2 hydraulic rams and
has a dump height of 1450 mm (57”). The inner
skin of the hopper is constructed in such a way
that as debris enters the hopper it is subjected
to a cyclonic action which separates the debris
A & air, located in the top of the hopper is the top
door mesh & the cyclone filters.
Cyclone Assembly
The cyclone assembly is situated in the top of
the hopper, the spinners that rotate within the
B cyclone separate the fine particulate from the
air flow as it passes through the cyclone, the
spinners are driven by the flow of air passing
through them.
Figure 10-10 Hopper Drain & Drain Inspection

Door Seals
A – Hopper Drain Inspection Door Seal

B – Seal Hopper Drain Flap
It is important to check and maintain the

integrity of these seals otherwise the machines
overall suction performance can be impaired if
air is allowed to bypass the seal.
Hopper Assembly Figure 10-12 Cyclone location

The spinning cyclones are self-cleaning. When the
hopper door opens, the lower section of the
cyclones drops away, allowing dirt to fall out. The
linkage mechanism and pivots which controls this
action are all stainless steel and do not require
lubrication.
Figure 10-11 Hopper Assembly

The hopper is situated behind the drivers cab, it
is made mainly of stainless steel, it has a top
opening door which opens before the hopper
rises to ensure that the debris can be dumped
cleanly, the top door will then close before the
hopper descends, this operation is controlled
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Suction Tube to Hopper
Seal
Figure 10-14 Fan Casing Front Duct Removal

The removal of the duct will then expose the
suction fan front plate (Fig. 10-15).
Figure 10-13 Hopper to suction tube seal

This seal function is crucial to ensure that the
optimum suction at the nozzle is maintained.
Hence this seal should be inspected at every
service for degradation and damage.
Service Procedures
Suction Fan Removal. Figure 10-15 Suction Fan Front Plate removal
Access to the suction fan is via the front outer Remove the eight (8) M8 nuts to release and
face of the hopper. remove the Fan front plate. This will then
provide direct access to the suction fan and it’s
Firstly raise the hopper to its maximum point mounting on the hydraulic pump drive shaft.
and ensure the hopper safety stay is positioned
correctly.
Arrange suitable ladders/scaffolding around the
B
machine for work to commence and where
possible park the machine under a suitable
lifting device.
A
Having disconnected any wiring and pipe work
around the fan casing, remove the front cover
duct (Figure10-14).
B
Figure 10-16 Suction Fan Shaft Mounting

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Now remove the centre bolt (item A on Fig. 10-
16) which is an M10 high tensile bolt. B
Also remove the two 7/16 BSW grub screws C
(item B in Fig. 10-16).
It will now be necessary to break the lock of the
taper lock bush. To do this, use one of the two
grub screws you have just removed’ and insert B
it into the hole as indicated in Fig. 10-17 below.
A
Figure 10-18 Taper Lock Bush Setup
A
A felt-tip mark to indicate the correct
relationship of both items.
B Grub screws loosely located.
C Note the relationship of the split in the

Figure 10-17 Taper Lock Bush taper bush with the two grub screws for ease of
alignment.
Screwing in the grub screw will force the taper
lock to open marginally to release its grip on Remove the two grub screws and then remove
the hydraulic pump shaft. You may have to tap the split taper bush and locate the bush onto
gently on the outer ring to aid its removal. the hydraulic motor shaft having applied an anti
seize grease to the shaft first, locating the bush
You can now remove the taper bush and
in the shaft drive key.
suction fan from the hydraulic motor drive shaft.
Then offer up the suction fan on to the bush
The replacement of a new suction fan is the
and align the felt tip marks. Apply loctite 222 to
reverse procedure, however the following are
the threads and fit the M10x25 hex screw,
recommendations:-
spring washer and flat washer to the motor
Before offering the suction fan and taper bush shaft.
on to the motor drive shaft, loosely locate the
There must be clearance between the retaining
taper bush into the hub of the fan and align the
washer and the taperlock bush so as not to
holes, mark the position of the bush in relation
interfere with the taperlock clamping action
to the fan (Fig.10-17).
onto the shaft.
Insert the two 7/16” grub screws and torque
them up to 30 Nm. Tap large end of bush using
a block or sleeve to ensure bush is seated
correctly. Retighten allen screws to 30 Nm
(22.14 lbf ft.)
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NOTE – Do not apply any lubricant to the grub Figure 10-19 Suction Fan Speed Sensor pick up
screw threads as this can impair the torque points
setting. With the fan front plate located, carefully rotate
Using a soft nosed hammer or mallet, tap the fan until each of the two pick up points can
around the bush area and then recheck the be seen through the hole for the speed sensor.
torque setting of the grub screws. Using a depth micrometer, measure the
distance from the face of the front plate to the
Locate and tighten the centre M10 safety bolt pick up point.
and washer, Fig 10 -19.
Figure 10-20 Fan Speed Sensor Hole

Figure 10-18 Suction Fan Centre Bolt
Then measure the length of the speed sensor –
The suction fan has two raised area on its front (Fig. 10-21)
face 1800 apart. These are the pick up points
for the fan speed sensor (Fig 10-19).
Figure 10-21 Fan Speed Sensor

It is important to get the tip clearance between
the end of the speed sensor and the speed
sensor pick up points correct. Hence from

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these two measurements you can determine
how close the sensor tip will be to the pick up
point. For optimum sensor performance, the tip
clearance should be 3.5 – 4.5 mm. If the
clearance is found to be less than this, a small
spacer should be placed under the sensor and
held in position by the sensor securing bolt
(Fig. 10-22).
Figure 10-24 Suction Fan Hydraulic Motor Access.

When the hydraulic motor has been replaced,
carryout a rebuild procedure in line with the
instruction above on suction fan removal.
Inspection and
Replacement of Fan Anti
Vibration Mounts.
The fan assembly is mounted on three anti
Figure 10-22 Suction Fan Speed Sensor mounting
vibration mounts and it is important to ensure
that these mounts are in good condition and set
Suction Fan Hydraulic correctly.
Motor Removal
To remove the suction fan hydraulic motor, first
carryout the procedure above for removing the
suction fan. B
Then remove the inspection panel on the inside

front face of the hopper (Fig 10-23). A
Figure 10-23 Fan Motor Access Panel Figure 10-23 Fan Motor Access Panel
This will give access to the three hydraulic

pipes connected to the motor and the four It should be noted that mount A is mounted with
motor retaining bolts. the brass ring on top and mounts B with the
brass ring mounted on the bottom (Fig 10-24).
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Dust cyclones – Removal
& Repair.
Figure 10-24 Fan Motor Access Panel
It should be noted that when the mounts are

correctly set, the rubber bows out slightly (Fig
10-25) and the rubber is clean with no signs of Figure 10-26 Dust Cyclones
cracking or damage.
The cyclones have an internal spinner element
that runs on two bearings. These bearings may
become worn and need replacing. A
replacement bearing kit is available.
The bearings can be replaced without removing
the cyclones from the hopper.
Figure 10-27 Cyclone components.

Figure 10-25 Fan Motor Access Panel Remove plastic end cap (item 8 above) from
spinner shaft to expose the slotted end of the
shaft (item 7).
Hold shaft end secure with a screw driver so
that the nyloc nut (item 1) on the top end of the
shaft may be loosened and removed.
The entire shaft assembly may now be
withdrawn.
Inspect shaft and bearings and replace any
worn components.
Reverse procedure to refit the shaft assembly.

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Front Nozzle Skid Front Brush Adjustment
Adjustment
Brushes should not touch here
Setting up
The two chilled iron skids (a) should be set with

their lower wear surfaces level with the horse
shoe polyurethane (plastic) wear surface (c).
Side Skids (a) Adjuster Screws (b)
Brushes must touch ground in

this area here (Black Line)
Figure 10-29 Brush Adjustments
The Front brushes can be adjusted so that the
correct area of the brush makes contact with
the ground, to ensure a good sweep.
There are two adjustments, one is for the pitch
Horseshoe Wear plate (c)
40mm Thick Polyurethane of the brush, the other is for the roll of the
brush. Details of how to adjust these areas are:
Figure 10-28 Skid Adjustment
Brush Roll Adjustment.
a. Remove the plastic brush cover.
The nozzle is designed to float lightly on the
ground in the lowered position, being supported
by the hydraulic cylinder. The nozzle is b. Loosen the top & bottom nuts shown on the
automatically raised when Transit, Brush Lift or picture to adjust the roll angle
Reverse is selected. (usually 5 degrees)
Adjuster Nuts
Adjusting for wear
The side (a) skids can be adjusted via the M16

adjustment screws (b).
Figure 10-42 Adjust Brush Roll Angle
Brush Pitch Adjustment:
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Loosen the four screws shown (one behind
motor) on the picture to adjust the pitch angle.
The front two screws are located in slots.
Adjuster Bolts
End of chapter
Figure 10-43 Adjust Brush Pitch Angle
Changing the Brushes

Remove the plastic brush cover, and then
loosen the six M8 fixing screws shown on the
picture using the tool provided in the cab
storage area.
Figure 10-44 Brush Holding Screws

Turn the brush until the head of the screws
pass through the keyhole. Now replace the old
Replace the brush with the new one, and turn
the brush until the screws are located at the
end of the keyhole slots. Turn the right hand
brush clockwise (looking down on the brush)
and turn the left hand brush anticlockwise.
Tighten the flange screws.

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Chapter 11 Water System Dust
Suppression.
Figure 11-1 Water System General Arrangement
Water System 239
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It is also important to note that even though you
How it works can turn on the system by this main switch, the
system will not work unless you have the
machine in Work Mode 1, the Forward &
Figure 11-1 shows that the system is very Reverse Lever is in forward and the tracking
simple but it is very effective in keeping dust to ‘IN’ sensor is activated. This ensures that you
a minimum. only have water spraying when you require it
i.e. when sweeping.
The system utilises spray jets both over each
brush and into the intake pipe. In addition there The water to the front jets can be regulated by
is a ‘Cloud Maker’ device that will deliver a very the operator via a Flow Control Valve situated
fine mist at the suction nozzle for heavy and dry in the cab. Fig 11-2
sweeping conditions. The system is controlled
by a 5-pin relay, which is situated in the
console beneath the steering column inside the
cab. The pump control switch is situated at the
bottom of the main switch panel in the cab.
Figure 11-3 Water regulator in cab.

The system runs off a 12V diaphragm pump,
which has a flow rate of 5L/min (1.32 US
gal/min)
The system has two water holding tanks with a
combined water capacity of 195 Litres (55 U.S.
Gal).
The largest of these tanks combines as a rear
Figure 11-2 Water Pump Control Switch door for the machine. The filler cap is situated
at the top left of the tank. This is the only filler
as filling the tank here will also fill the smaller
tank.
240 Water System

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Figure 11-4 Water tank filler Figure 11-6 Water manifold and liquid level
These tanks are joined at the water manifold sensor.
via supply hoses. The Manifold is situated in
front of the rear water tank and has supply
hoses from both tanks Figure 11-4, so that
when the water from the main tank goes below
Liquid level Sensor
a certain level it will then draw off water from As shown in Fig 11-6 above, the liquid level
the smaller tank without the need of any sensor is mounted in the rear of the water
change over valves. manifold.
Figure 11-7 Liquid level Sensor
The sensor comprises an LED (A) and a

phototransistor (B). When the LED is powered
(in work mode 1 only) light is emitted.
Figure 11- 5 Water Tank Anti Pressure Flap

Also contained in the water manifold is the
Water Low Level Sensor (Figure 11-5). This is
a reflective sensor that sends a signal back via
the XT2 – AO unit to disable both the Dust
Suppression and Pressure Washer if the water
tank runs low. Figure 11-8 Liquid Level Sensor Diagram
For certain markets an anti-siphon fill system is When no water (X) is covering the sensor, light
required. This is available by contacting your from the LED (A) is internally reflected from the
local Green Machine dealer. dome to the phototransistor (B).
When liquid covers the sensor (Y), the effective
refractive index at the dome/liquid boundary
changes, so allowing some of the light from the
LED to escape. This change in
emitted/reflected light allows the unit to send a
Water System 241
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digital output to the control system to switch the
pump on or off as necessary.
CLOUD MAKER
The cloud maker device is mounted between
the two brushes above the suction nozzle and
will deliver 0.3 lts/min of water (Fig 11-9).
Figure 11- 10 Cloud Maker Water Solenoid
If all control functions are then satisfied, the

cloud maker will receive a 12-volt digital supply
from the XS unit.
The cloud maker has a DC motor mounted in
the centre of the body (2) that rotates a central
water supply tube and the porous filter (3) at
the end of the unit. In the head of the unit (1)
there is an electronic circuit in which there are
voltage and current limiters and a speed feed
back facility.
Figure 11- 9 Cloud Maker
With the machine in the Work Mode 1 condition
and the fwd/neu/rev lever in forward, when the
water pump control switch (Fig. 11-2) is
switched to the left, the cloud maker solenoid
(Fig11-10) is activated via a 12 volt supply,
allowing water from the water to the cloud
maker. This solenoid is mounted behind the
cab in the indent below the black air-ducting
pipe.
Figure 11-11 Cloud Maker

The unit is fed a 12-volt supply once the
operator activates the cab switch.
242 Water System

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TIGHT and nothing is obstructing the
WARNING rotation.
• Disconnect the wiring connector and
The cloud maker motor is a BRUSHLESS DC using an electrical meter, check that 12
motor which will not operate on a reversed ve DC can be seen at pin A of the main
polarity. Prolonged connection to a reverse loom connector.
polarity will destroy the electronics of the • Check that the wiring and connectors in
atomizer and may damage the power supply. each half of the connector (cloudmaker
and main loom) are in good condition
The speed of the motor is directly proportional and that when connected a good
to the voltage supply and there is a speed feed electrical connection is made.
back signal from the unit to the control system.
The effectiveness of the unit is in its rotational
speed, hence if the unit speed drops below a Water Drain Cap and Filter
predefined limit, at which the unit will not be assembly
fully effective, an alarm is indicated on the
MDM display. The System is also protected from dirty water
Note that the Cloudmaker motor keeps by a fine mesh filter, which is also housed in
the Water Manifold, this can be easily removed
spinning even when water to the Cloudmaker is
switched off. This is done so as to keep the and cleaned to ensure that system is kept as
clean as possible. Figure 11-1
sintered spray head clean.
Wiring Details for the

Cloudmaker
On the cloudmaker connector there are three wires
each being located into the connector as follows:
A – Brown or Red Wire – this is the 12 ve

DC supply to the unit
B – Green/Yellow or Green – this is the unit
speed feed back to the control system
C – Blue or Black – this is the ZERO volts
line
For the respective main loom connector, :
A – Light green/orange – this is the 12 ve Figure 11-12 Water drain cap and filter.
DC supply to the connector
B – Green/Yellow - this is the unit speed Shurflo Diaphragm Pump
feed back to the control system
C – this is the ZERO volts line The Shurflo Pump (Figure 11-13) is a 12V
Both halves of the connector have the letters A, Diaphragm pump and can deliver 5L/min (1.23
B & C marked on them to help ensure that the US Gal/Min), it is almost maintenance free but
system is wired correctly. a seal kit is available. The Unit is protected
Where a Cloudmaker is found not to be rotating, it is from running dry by the Water Low Level
recommended that you carryout the following: Sensor.
• Confirm, via the MDM that the control

system is correct to allow the unit to run.
If in doubt, refer to the Truth Tables
section of the workshop manual
(Chapter 7 page 160 to 162)
• Check that the unit is free to turn, if not,
check that the end nut is ONLY HAND
Water System 243
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Suction Pipe Spray Jet
Assembly.
Figure 11-15 Fan casing spray jet.

Figure 11-13 Shurflo water pump. The suction pipe spray nozzle is situated just
ahead of the hopper so that as debris passes
through the system it is thoroughly wetted.
Front Water Spray Jet Unlike the sprays on the front brushes this
Assembly. spray is not variable and once the system has
been switched on, remains constant.
In heavier debris conditions it may be
advantageous to substitute the spray jet (2) for
a spray jet with a larger spray nozzle. Please
contact your local Green Machine dealer for
more details.
Service and Repair

Procedures.
Diaphragm Pump
Figure 11-14 Front water spray jet assembly.

The front water jets are situated over each
brush. The amount of water provided to the
front water jets can be varied via a control in
the cab.
244 Water System

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Figure 11-16 Water Pump Component Parts Water Drain Filter
If required the Pump Diaphragm section of the
Pump (item 7 above) can be overhauled. This
involves stripping the section off the Pump
main body and replacing parts as required. A
Service Kit is available for the procedure.
Front Jet Assembly.
Figure 11-19 Water drain assembly.

The water drain mesh filter can be easily
removed and cleaned by opening the rear
access door and locating the mesh filter
assembly. Once located remove the pump
supply pipe from the drain cap by depressing
Figure 11-17 Front jet assembly. the toggle (13) and pulling out the pipe, then
unscrew the blue drain cap assembly (9).
The front jets can be stripped, cleaned and
reassembled quickly. Simply rotate the cap nut The mesh filter (10) is attached to the drain
and remove the rubber sealing washer. The cap, unscrew filter and clean, replace filter and
water jet filter and spray nozzle can now be drain cap, remember to refit the pump supply
cleaned or replaced. hose.
Suction Pipe Jet Cold Weather

In frosty weather all water must be drained from
the water tank in order to protect the pump,
filter, pipes and tanks. This is done by removing
the drain cap as described above and letting
the water drain out. For additional safety, the
electrical water pump can be disconnected.
The water system on 636 machines fitted with
Pressure Wash and Street Wash options must
be protected from frost, as freezing conditions
will cause major damage to the high pressure
pump, pressure wash lance and spray bar.
As well as draining down the water reservoirs,
the system should be flushed through with a
suitable antifreeze solution (e.g. 50/50
Figure 11-18 Suction pipe jet removal.
windscreen washer solution is suitable down to
The jet is accessible from the left hand side of minus 15 deg. C) to ensure that the pump inlet
the machine just behind the cab. The jet can be cavity, delivery pipes, lance and spray bar are
removed by removing the fixing knob and full of antifreeze solution.
pulling out the jet.
Water System 245
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This can be achieved by uncoupling the inlet
pipe to the high-pressure pump and replacing it
Uncouple the flushing hose and couple up the
temporarily with a short length of flushing hose
normal water feed. Place a notice on the
(say 1 meter long) and inserting the free end of
steering wheel or windscreen "Danger -water
this pipe into a 5 litre container of anti-freeze
system flushed with anti-freeze - do not operate
solution.
pressure washer or street washer.
(On existing machines, the inlet pipe will have
to be unclipped at the inlet to the pump. New
machines will have a quick release coupling).
Run the pump for 5 or 6 seconds until solution End of chapter
appears at the lance.
246 Water System

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Chapter 12 Air Conditioning.
How the system works.
The layout of the system is shown in the figure
below.
Figure 12-1 General layout.
The main components are:
Compressor
The compressor receives low-pressure cold refrigerant gas which it compressors to a high pressure
and high temperature. The compressor does this to give the refrigerant the capacity to carryout the
cooling effect required later in the circuit.
Air Conditioning 247
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Condenser
The condenser receives the hot high-pressure gas from the compressor and removes the heat from
the gas via the airflow across the condenser. This process is required to change the state of the gas
into a liquid but at the same time retaining the high pressure required for the cooling effect.
The condenser has 2 airflow fans blowing across it. The fan motors operate in series or in parallel,
dependent on the cooling requirements. The circuit is automatically controlled via relays in the facia.
Receiver Drier
The liquid passes through the drier to ensure that no moisture is in the system as moisture will cause
the expansion valve, down stream, to freeze.
Expansion Valve
Regulates the flow of high-pressure liquid across to the low-pressure side by sensing the temperature
of the gas exiting the Evaporator. As the liquid exits the expansion valve, it starts to change into gas.
The expansion valve also has a temperature sensor which is monitoring the gas exiting from the
evaporator. This sensor is in the form of a small copper phial with a predetermined pressure inside.
Evaporator
Low-pressure refrigerant/gas enters the evaporator where it looks for heat to change the liquid/gas
refrigerant into gas.
This heat comes from the airflow across the evaporator, which is the air to be cooled within the cab.
The refrigerant liquid should be completely changed into a gas before leaving the evaporator.
Expansion Valve
The expansion valve has a second function, which is to protect the compressor from receiving any
liquid refrigerant within the suction line, and it does this by monitoring the gas exiting the evaporator.
If it senses a very cold temperature, it indicates that not all the refrigerant liquid has been changed into
gas i.e. some liquid refrigerant remains in the gas flow.
Hence, the expansion valve will vary the flow of HP liquid refrigerant going to the evaporator by
sensing the gas temperature coming from it.
As the refrigerant leaves the evaporator it should be 100% gas, which indicates that the refrigerant
being allowed to the evaporator via the expansion valve is either correct or too low. However if liquid
refrigerant starts to exit the condenser (which is not what is wanted as it will damage the compressor)
the phial will sensor a lower temperature and then for the pressure in the phial will reduce. This
reduced phial pressure will then act on the expansion valve diaphragm to close off the refrigerant flow
through the expansion valve to the evaporator.
Hence the expansion valve is controlling the flow of refrigerant flow to the evaporator and is monitoring
the outlet from the evaporator to ensure that the correct flow is maintained

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Operating Instructions
For the air conditioning system to operate the vehicle engine must be running. The system will operate
more efficiently if the engine rpm is above 1500.
It is necessary particularly in high ambient temperatures to keep the cab windows closed otherwise the
cooling capacity will be greatly reduced.
The air conditioner has two blower speeds available. It is recommended to use the high speed for initial
cab cooling. Reduce to lower speed to maintain a comfortable temperature. The vent outlet
temperature is thermostatically controlled and non-adjustable. Cycling of the compressor is normal.
The air conditioner will also dehumidify the air within the cab.
The cab heater blower and cab front screen demister is disabled by two relays when the air
conditioning is operating.
When the air conditioning switch is activated, the compressor relay is activated which provides
electrical power to the compressor electromagnet clutch. When the clutch is engaged, the compressor
will run.
The electromagnet clutch can be de-activated either by switching the air conditioning off or via the
safety pressure switch.
The safety pressure switch will de-activate the clutch if the refrigerant high pressure side reaches
either 28 bar (410 psi) (system overload) or 2.1 bar (31 psi) (system leaking/empty).
The safety switch is located adjacent to the filter dryer unit.
rear
underside
Fig 12-2 Air Con. Layout & Part Numbers
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Specifications.
Compressor
Type - Sanden (seven cylinder swash plate) Model no SD7B10
Refrigerant type - R134A
Lubricant - PAG 46 (SP10)
Pre-filled oil capacity 100cc
Rotation – Clockwise
Max continuous - 6500 rpm
Condenser
Type - Tube and Fin
Cooling fans x2 Type - Spall VA-07-AP7
Evaporator
Type - Serpentine
Expansion Method - TX Valve 1.5 tonne
Internally equalised
De-ice control CET preset electronic thermostat
Filter/Dryer
Type - Parker Ø3.5in receiver crystal type desiccant
Charging the System.

This is best done by an air conditioning specialist.
During assembly all O-rings must be lubricated with mineral oil to effect a 100% gas seal.
Evacuate system for a minimum of 20 minutes.
Check for vacuum drop after 10 minutes.
Charge system with 650g of R134a refrigerant.
Leak test system with electronic leak detector.
If any leaks are evident recover refrigerant and repair leak. Re-evacuate system and recharge.
Run system, check operating pressures and vent outlet temperatures.

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Refit charge port dust-caps.
Attach warning/charging labels.
Refrigerant Circuit – Safety Precautions

ALWAYS wear appropriate protective clothing, including gloves made of flouroelastomer (leather
or fabric gloves are not suitable when servicing any part of the refrigerant circuit).
ALWAYS wear eye protection. A leak of refrigerant can result in serious blistering (frostbite) of any
unprotected skin and especially the eyes.
DO NOT service or repair AC refrigerant circuits whilst smoking or near a open flame or hot
surface. Although under normal conditions refrigerants are non-poisonous, a discharge near
an open flame or hot surfaces can produce toxic gases (fluorine, phosgene).
DO NOT service or repair refrigerant circuits whilst in enclosed areas, near the ground or in service
pits. Although refrigerant is not toxic, it is heavier than air and will displace the air surrounding
the area where the refrigerant is released, resulting in suffocation.
ALWAYS maintain good ventilation surrounding the work area when handling refrigerant.
DO NOT deliberately discharge refrigerant to the atmosphere. It is illegal and will damage the
environment.
ALWAYS discharge the refrigerant from the air conditioning system into an approved recovery
system.
ALWAYS wear protective goggles, to prevent eyesight damage, when using an ultraviolet (UV) light
source for leak detection.
DO NOT carry out leak testing of the refrigerant circuit with compressed air. Refrigerant oil in the
system can combust under certain conditions.
DO NOT handle refrigerant oil without wearing appropriate gloves. It may contain acids and PAG oil
can be absorbed through the skin.
DO NOT use non-approved refrigerants. Any other substance in the system can react chemically
with the refrigerant or the system components, causing problems. The use of butane gas can
result in explosion and personal injury.
NEVER weld, use a blow torch or use any excessive heat on or close to the refrigerant circuit,
whether filled with refrigerant or not.
Safe Handling of Refrigerant Containers/ Filling Bottles

The following procedures should always be observed:
Keep out of the reach of children.
Store in a cool place, but protect against frost.
Do not expose to heat (incl. warm water), sunlight or temperatures above 50°C.
Do not handle damp containers with bare hands during charging.
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Transport upright. Do not drop.
Do not overfill pressurized containers – leave space for expansion.
Always make sure they are properly closed.
Always observe specific local/national regulations.
Electrical Circuit.
Please refer to the air-conditioning electrical diagram supplied with this manual.
The location of relays and fuses are shown below.
10 A 25 A
Figure 12-3 Location of air conditioning fuses.

On later vehicles these fuses are located under a removable cover on the left side of the fascia cross member.
5 3 1
4 2
6
Figure 12-4 Location of air conditioning relays.

1 – Heated Front Window Screen Interrupt Relay
2 – Heater Blower Relay
3 – Compressor Control Relay
4 – Cooling Fan on/off Relay
5 – Fan Speed 1 Relay

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6 – Fan Speed 2 Relay
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Chapter 13 For more details see
the electrical section on
page198 Electrical System

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End of chapter
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Chapter 14 Pressure Washer.
water to be sprayed once the lance trigger has
been operated.
Figure 14-1 Pressure Washer pump.
Operating details Figure 14-3 Pressure washer pump (a) and

hydraulic motor (b).
The pressure washer system is a cold water Technical Features.

system, which is hydraulically driven and uses
Three hydraulically actuated axial plungers
the water contained in the dust suppression
Built-in By-pass Connection
water tanks as its supply. The supply to the Double U-shaped pressure packing
pressure washer comes from the water Hydraulically lubricated power mechanism
manifold, so that any demand for water is
filtered through the manifold filter to ensure a
clean supply of water is maintained.
Figure 14-2a Pressure Washer pump filter.

The above filter was fitted to later machines. If 1. Suction Port
your machine does not have this filter, a back fit 2. Outlet Port
modification can be ordered and fitted. It is
3. By-Pass Connection
recommended that you do so to protect the
pressure water pump. 4. Gauge Port
Once activated the pressure pump displaces 5. Hydraulic Oil Outlet

pressurised water through a supply hose to a 6. Hydraulic Oil Inlet
hand held lance, which allows pressurised
7. Blank Port
Pressure Washer 257
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Figure 13-3 Pump Connections
Figure 13-3 shows the integrated pressure

washer pump and hydraulic motor.
The front section (Brass) is the pressure
washer pump, this has the water inlet (1) the
pressure outlet (2) and the by-pass outlet, this
allows unused water to be sent back to the
water inlet.
The rear section (Black) is the hydraulic motor,
this has the hydraulic oil inlet (6) and the
hydraulic oil return (5) Figure 14-5 On/off switch.
The washer is activated by operating the switch
The Pressure Washer unit is a high-pressure situated in the cab on the overhead panel, the
reciprocating piston pump and Hydraulic Pump engine must be running, the work mode switch
combined as an integrated unit. must be in the middle position (Sweep
position), the forward/neutral/reverse lever
A D must be in the neutral position and the hand
brake MUST be ON.
B
Figure 13-4 Pressure Washer control block

A – Pressure relief Valve (PRV) Figure 14-6 Lance hose storage reel.
B – Solenoid S17 The lance and hose are then pulled out from
the hose storage reel and are then ready for
C – 3.6 mm orifice jet (under adaptor) use. When required by using the handle on the
D – Pressure compensator (priority Valve) side of the hose reel, the hose & lance can be
wound back on to the reel & the lance stowed.
The unit has a max pressure of 200bar /
3000psi, it also can deliver water at a rate of Some key system details are:
25ltrs/7.00usg p/m. However because the Engine RPM limited to 1400 rpm to limit
system does not require this amount of hydraulic auxiliary gear pump output.
pressure or flow it is controlled by a control
orifice, which is situated in a hydraulic block Suction Fan & Brushes automatically switched
(see figure 13-4) that is between the Auxiliary OFF when Pressure Washer switched on.
Manifold and the pressure washer unit Pressure Washer can be used with the hopper
up or down.
Pressure Washer Hydraulic motor will be
automatically switched of if the Water Tank low
lever sensor is activated.
258 Pressure Washer

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Pressure Washer
Electrical Circuit:
The pressure washer circuit is controlled by the
XS unit, this is because certain other conditions
must be meet for the pressure washer to
operate i.e. Handbrake must be applied before
the unit will activate.
12 volt supply
Figure 13-8 Pressure Washer Solenoid
The Pressure Washer 12v feed then exits the

XS Unit as a 12v Digital Output at pin C1:20,
this 12v feed goes to the Pressure Washer
solenoid S17 , when activated S 17 opens and
allows hydraulic pressure to go to the Pressure
Washer pump
As with the dust suppression water system, if
the water contained within the supply tanks run
out during use, the Low Water Sensor will
detect this and will then cut out the pressure
washer by interrupting the earth signal.
XS Unit Pressure Washer

Figure 14-7 Pressure washer switch. Hydraulic Circuit.
The Pressure Washer switch gets a 12v feed
from the XS units 12v power supply, when the The pressure washer hydraulic circuit receives
Pressure Washer is selected, the 12v supply hydraulic pressure from the pressure supply
goes through the switch and enters the XS unit pipe work between the Fan/Brush manifold
as a Digital Input at pin C1:27. block & the auxiliary block (AP).
Pressure Washer 259
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Fault Finding
Pressure Washer Pump.
Below is a list of possible pressure pump faults and possible
causes:
Fault: Pump Running Normal but Low Pressure.

Possible Cause:
Pump Sucking Air.
Valves Loose.
Unloader Seat Faulty.
Nozzle Size Incorrect.
Worn piston packing.
Fault: Fluctuating Pressure.

Possible Cause:
Valves Worn.
Valve Blockage.
Pump Sucking Air.
Fault: Pump Noisy.

Possible Cause:
Air in System.
Broken Suction/Delivery Spring.
Foreign Matter in Valves.
Worn Bearings.
Fault: Water in Oil

Possible Cause:
Figure 14-9 Hydraulic circuit. Oil Seal Worn.
This pressure can only be used for the Piston Packing Worn.
hydraulic motor when solenoid S17 is
energised, once energised the pressure passes Fault Finding Electrics
through the solenoid valve, it is then passes
through a restriction orifice which is positioned Confirm power supply (12v) to solenoid S17
within the pressure manifold block, this is to (pressure washer solenoid) when operating
slow the flow of oil going to the priority valve. power washer.
As the oil passes in to the priority valve If 12 volts confirmed – Also confirm that
manifold block, oil is directed through a pilot solenoids S1 (No 1 Unloader) and S4 (No 2
drilling which keeps the priority valve in position Unloader) are being energised when the
to allow oil flow to be directed to the hydraulic pressure washer switch is activated.
motor. The priority valve will also allow any
If 12v supply at solenoid S17 is found to be
unused oil to pass directly in to the return line.
correct, suspect fault with pressure washer
The exiting oil from the hydraulic pump is then pump or hydraulic motor.
allowed to return to the hydraulic tank via a
return line.
260 Pressure Washer

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Technical
Information
General
Max. Pressure – 200bar (3000 psi)
Max. Flow – 25 litres/min
Hose length – 8 meters
High Pressure Nozzle

Pressure – 90 bar
Max flow – 13 Lpm
Nozzle diameter – 1.47mm
Safety Instructions
Always wear gloves and goggles when
using the pressure washer.
NEVER put the gun nozzle near to human

or animal skin as the atomised water
will penetrate the skin and enter the
body.
Do not use the pressure washer near the

air intake when the engine is running.
End of chapter
Pressure Washer 261
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Chapter 15 Street Washer.
Introduction
Filter Bar
The street washer 636SW is a dual function
machine, which can perform both the functions
of Sweeping and Street Washing. The machine
cannot Sweep and Street Wash
simultaneously. However changing over from
one function to the other is relatively quick and
does not involve the use of tools.
Figure 14-2 Water Filter Protector
Because street washing requires large amounts The Filter bar is inserted in to its location in the
water, extra water has to be carried and this is bottom of the hopper and is fixed by wing nuts.
achieved by filling the refuse hopper. Hence, This filter bar protects the inner filter strainer.
this is the reason the machine cannot sweep
when street washing. Filter Sock
Figure 14-3 Fabric Water Filter Sock

The water filter sock is secured over the filter
bar and is secured by a clip, this filter sock
provides first line filtration for the street washer
pump.
Strainer/Filter
Figure 14-1 Water Filtration Cartridge Location

Figure 14-4 Cap & Strainer Assembly
The hopper contains a special filtration
cartridge that is located inside the hopper, laid The cap & strainer are inserted into the filter bar
along its floor. The cartridge is protected by a and secured, once the filtered water has
guard and can be withdrawn from the side of passed through the strainer it then goes to the
the hopper for cleaning. pressure pump via another filter assembly.
The Cartridge assembly comes in 3 sections.
Street Washer 263
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Water Filter Pressure Pump
Figure 14-5 Additional Water Filter
Once the water from the hopper has passed Figure 14-7 Pressure Pump
through the cartridge assembly, it then passes The street washer comprises a high-pressure
through an additional filter assembly located at reciprocating piston water pump driven by a
the 3 way valve, this filter can be cleaned easily hydraulic motor. The pump feeds high-pressure
and is the last filtration the water from the water to a folding boom spray bar located at the
hopper goes through before it goes to the street front of the machine.
washer pressure pump.
Water Pressure Diverter
3 Way Ball Valve Valve
Figure 14-8 Diverter Valve for changing water

Figure 14-6 Ball valve used to divert water from pressure from Street Washer to Pressure spray
water tanks to Street Washer Pump lance.
When the extra water in the hopper is used up, If you require to change the operation of the
a 3-way valve can be turned to allow the water machine from Street Washer to Pressure
in the dust suppression tanks to be used. This Washer, there is a diverter valve situated by the
valve is situated next to the rear left hand Pressure Washer hose reel that will divert the
suspension damper/coil unit, you can gain pressurised water from one operation to the
access by opening the rear water tank door. other.
264 Street Washer

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Spray Bar Assembly
Figure 14-11 Spray bar rotating rams

The spray bars can be moved into position
together or individually, the arms have
Figure14-9 Hinged Spray Bar Assembly hydraulic cylinders connected to them, which
are activated by the cab joysticks. There is also
The spray bar is hinged in the centre and will
a protector fitted to the front of the assembly.
fold to avoid damage if it accidentally contacts
an obstacle when moving in the forward
direction. The spray bar can be folded up and Blanking Diaphragm
stowed out of the way in front of the cab
windscreen when the machine is being used as
a sweeper.
Figure 14-9 Blanking Diaphragm

When using the street washer, the blanking
diaphragm is used to seal off the fan casing
inlet.
Figure 14-10 Manual Height Adjuster By fitting the diaphragm it will stop water that
has filled the hopper from entering the fan
The spray bar can be manually adjusted to casing during machine braking.
increase or decrease the length of the spray
pattern, by using the adjuster indicated above.
Street Washer 265
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Hydraulic Circuit
70 2
RV08-20
PRESSURE
DEA HYD.
WASHER HYD. BAR
MOTOR
MOTOR
1
3 1
2
S20 2 SV10-34 1 3
LS08-30
2 3
EC10-40
1 4 BOTTOM 2 4 TOP
JET 12
Ø3.8 S18
SV08-47C 3 1 S19
Ø1.0
1 SV10-22
S17
2
Figure 14-11 Hydraulic Circuit for Street Washer Spray

Bars
Figure 14-10 Hydraulic Circuit

Once the hydraulic pressure has passed
through the Priority valve it is diverted via a tee
The Hydraulic circuit for the Street Washer connection to the spray bar hydraulic cylinder
uses S17 for its initial supply of hydraulic solenoids S18 & S19, these solenoids are
pressure. For the pressure pump operation to energized by the Joysticks situated in the
give water pressure and if a DEA unit is fitted, drivers cab situated on the drop down arm rest.
there is a 3-way diverter valve with a solenoid
S20 to enable different operations. In normal operation these joysticks operate the
brush arms in & out movement, when street
washer is being used these joysticks enable the
operator to move the street washer spray bars
in & out.
Also situated within the circuit is an impact
valve, which will allow hydraulic pressure to be
diverted away from the spray bar arms in the
event of an impact.
266 Street Washer

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When a machine has a street washer option
fitted, the activation switch has two purposes, it
allows the operator to use either the street
washer or pressure washer.
Spraybar Joystick
Relays
86 30 86 30
CB1-12V-ACB13201
CB1-12V-ACB13201
ES180
ES180
Spraybar
CLWRotation
85 87a 87 85 87a 87 Solenoid Spraybar
ACLWRotation
BLACK
Solenoid
A B
BLACK
A B
Figure 14-13 Spray Bar relays & solenoids
Using the joysticks in the cab, the operator

Figure 14-12 Street Washer Hydraulic Valve can use these to move the spray bars in &
Location. out when the machine is in street washer
mode.
Electrical Circuit
End of chapter
2 6 1 5
Off / Pressure Washer /
II I O
6RH 007 832-381
Spraybar (Only fitted with

ES232 / 2**
Pressure Washer and Street

Washer Options are fitted)
ES232
4 8 3 7
Figure 14-13 Street washer switch
The diagram above shows the street washer /

pressure washer switch, this is used to activate
each operation,
Figure 14-12 Street Washer Switch Logo
Street Washer 267
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Chapter 16 DEA / CSA
Introduction
The Dog Excrement Attachment (DEA or CSA)
is designed to suck up anti-social deposits. It
comprises a high speed, high suction vacuum
pump driven by a hydraulic motor. The suction
pump evacuates a stainless steel container.
The deposits are sucked into the container via
a small diameter hose lance and hose.
Suction Hose Figure 15-2 DEA/CSA spray nozzle

The hose lance has its own water spray jet &
control valve, which is designed to assist in the
operation of the DEA/CSA and help clean up
the area where the animal fouling lies.
The water is supplied from the 636HS’s main
dust suppression water system.
The water system will be switched on
automatically when the DEA is selected, but the
brush sprays should be turned off via the brush
spray control valve, located to the left of the
driver on the seat bench console.
DEA/CSA Container
Figure 15-1 Suction hose assembly
The suction hose is much smaller than the
Wander Hose and is situated on the left hand
side of the machine. The hose has a flexible
cuff to assist in sucking up anti-social deposits.
Water System
Figure 15-3 Container showing liner

The container is located behind the Left Hand
hinge-open access cover and is mounted on
the inner surface of this cover. The container
can also be used with a plastic sack liner.
DEA / CSA 269
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A single peg on the rear locates the container. Hydraulic Circuit
When closing the access cover ensure that the
DEA container lid spigot locates correctly in the
vacuum hose socket when the access cover is
closed.
Suction Pump
Figure 15-4 Suction pump

The DEA/CSA suction pump is connected to a
hydraulic drive pump which is mounted on the Figure 15-6 DEA/CSA Hydraulic circuit
inner water tank. The suction pump is driven via
a belt that is driven by the hydraulic motor. Electrical Diagram
Hydraulic Motor
2 6 1 5
Off / Pressure Washer / II I O
6RH 007 832-381

ES232 / 2**
DEA (Only fitted when
DEA is an option)
ES232
4 8 3 7
Figure 15-7 DEA/CSA switch
The switch for the DEA/CSA is located in the

same position as the pressure washer switch if
it was fitted. It should also be noted that you
cannot have both the DEA/CSA and pressure
washer fitted at the same time.
Figure 15-5 Suction Pump Drive Motor

The hydraulic drive motor is a gear type and
has a displacement of 4.72 cc/rev
270 DEA / CSA

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A hydraulic motor, via a drive belt, drives the
suction pump, this belt can be adjusted to
ensure that there is always drive to the suction
pump.
Figure 15-8 DEA/CSA switch mounting

15A
From switch 12V
86 30
CB1-12V-ACB13201

Divert Relay
ES180
(Only fitted when both PW

& DEA are fitted)
Divert Hyd Solenoid Valve
Figure 15-11 Belt tension clamp bolts
85 87a 87 (Only fitted when PW & DEA
are fitted together)
BLACK
The belt can be adjusted by loosening off the
A B clamp bolts, checking belt tension and re-
Figure 15-9 Circuit for DEA/CSA activation clamping.
The above circuit shows how the relay works to

activate the solenoid for the DEA/CSA.
Power from the switch enters at pin 86 and End of Chapter
moves the relay gate across, thereby
connecting pin 30 to pin 87 which then allows
power to the solenoid.
Service and Repair

Procedures
Drive Belt Adjustment
Figure 15-10 Suction pump drive belt
DEA / CSA 271
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Chapter 17 Centralised
Lubrication System
The automatic lubrication option is covered in
this chapter.
Introduction
The central greaser is an additional option that
can be added to the 636 to provide a
continuous measured greasing facility to all the
grease points on the machine.
The system consists of: -
• Pump with integral reservoir
• Lubricant injectors
• Tubing to lubrication points
• Fittings at lubrication points
The pumping unit has a radial manifold to

which pump units can be inserted. The electric
motor drives a central cam which operates
each of these units in turn as the lobe of the
cam passes. Fig. 16.1 Central Greasing Pump Unit
Each radial port is connected to a specific The system comprises an electrical operated
grease point via the greasing tube. Each port 12 volt motor/cam pump with integral controller
has a number which corresponds to a number and a loom of tubing which connects each
at the grease point to help identify each port to grease point to the pumping unit. Each grease
each grease point. point is fed independently so that each point
can be calibrated independently and, in the
Important Note: Use only semi-fluid grease case of damage to one line, only that line is
grade NGLI000EP to ensure correct affected. If a point is not required it can be
operation. blanked.
The pumping unit has a 1 litre capacity
reservoir and have the motor and controller
housed in the lid.
The motor drives the impeller, which draws
grease into the pumping chamber and also
gives a visual indication of cam rotation.
273
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only fill the fill mark (28) and always ensure that
the grease nipple (22) and the quick release
coupling (27) are clean before using to
minimise contamination of the grease during
the filling procedure.
If the reservoir (12) must be filled through the
reservoir cap moulding (5) ensure that the cap
(1) is correctly secured and all efforts have
been made to minimise the ingress of air
pockets into the grease during the process.
Programme Settings
The unit is set to dispense 0.015 cc of grease
from each injector every 12 minutes. This is
deemed adequate for the machine. However, it
may be necessary to increase or decrease the
cycle time to meet local conditions.
The following table shows the options available:
Switch Position Cycle Time

Fig. 16.2 Grease Pump Cut Through 0 Continuous
1 9 minutes
The pump is equipped with a cam (17) that 2 12 minutes
operates the lubricant injectors as the cams are 3 15 minutes
rotated by the motor (42).
Fig. 16.3 shows the timer position on the PCB (30)
The reservoir paddle (10) is also rotated by the which is located inside the motor housing assembly
cam assembly. The paddle (10) rotation (38).
ensures positive lubricant flow to the lubricant
injectors.
A - TIMER
Each lubricant injector is actuated by its cam
(17) only once per 3600 revolution. There are
32 injectors used on the pumping unit for the
636 and the remaining injectors are blanked off
as they are not required.
The maximum pressure generated by the
injectors is 120bar (1700 psi).
Filling the Reservoir

Before attempting to fill or refill the reservoir
ensure that you have the correct lubricant.
Applied Sweepers specify ‘semi-fluid grease
NGLI 000EP’ which should be used at all times.
The first fill of the reservoir (12) must be
through the grease nipple (22) or quick release
coupling (27) on the pump body (21). This is to Fig. 16.3 – Grease Pump PCB
ensure that the risk of air bubbles in the grease
is minimised. Never over fill the reservoir (12), NOTE
274
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After setting the cycle time, make sure the lid is lubricant injector is calibrated to meter an exact
fastened securely to prevent moisture ingress amount of lubricant each time it is actuated.
and the lip.
There is a colour coded ring on the injector to
Take care not to damage the lid. identify the calibrated amount it will dispense
each time. These are:
CAUTION
RED – 0.010 cc per stroke
Lubrication cycle times affect the amount of
lubricant metered to a grease point over a time GREEN – 0.015 cc per stroke
period. Incorrect cycle times can cause damage
YELLOW – 0.025 cc per stroke
or early wear of greased areas.
BLUE – 0.040 cc per stroke
The table below provides a guide to cycle times
and their suggested applications. However it GREY – 0.060 cc per stroke
should be noted that this table is suggested BLACK – 0.100 cc per stroke
cycle times only against varying applications.
The 636 is fitted with a GREEN coded injector.
Switch Recommended Application
Position
1 Off Road Equipment.
2 On road vehicles with start/stop, heavy
salt, snow and ice, rough pavements,
wet climate, heavy loads, dusty roads.
3 On road vehicles with city or normal
highway driving, mild climates and light
loads.
Should there be a requirement to change the timer

settings the following procedure should be adopted:
Fig. 16.4 Grease Pump Injector
a. Disconnect the power from the
pump unit. A – Collet
b. Remove the three screws (item 6 B – Colour Coded Ring
Fig 16.2). C – Valve Seal
c. Remove the lid assembly (item 5 D – Priming Port
Fig16.2) taking care not to disturb E – Return Spring
the position of the drive adaptor F – Check Valve Spring
(item 33 Fig. 16.2). G – Check Valve Piston
d. Separate the motor housing (item H – Lube Chamber
38 Fig. 16.2) from the lid (item 5) I – Lube Piston
by removing the two screws and O-
ring. Lubricant enters the lubricant injector through
e. Inside the motor housing (item 38) priming port and fills the chamber. As the cam
the PCB (item 30) can be found. lobe (17) is rotated, the lube piston is pushed
The four position rotary switch is forward, sealing off the priming port.
mounted on the PCB and should
be adjusted with a small As the lubricant in the chamber is pressurised,
screwdriver. the check valve is unseated, allowing the
lubricant to flow through outlet and on to the
Lubricant Injector grease point on the machine.
Operation As the cam lobe (17) is indexed, the lube piston
is pushed back allowing the lubricant injector to
Each lubricant injector is a positive prime. At the same time, the check valve spring
displacement device to meter lubricant to each returns the check valve piston, preventing any
individual grease point on the machine. The back flow.
275
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Maintenance b. Remove the lid assembly from the reservoir
(item 12). Ensure that the O-ring (item 7) is
removed and discarded.
After initial installation and after any system
c. Carefully remove any old lubricant from the
component change, perform all of the following upper lip of the reservoir (item 12).
preventative maintenance tasks once a shift for d. Place the new O-ring (item 7) in the lid (item
the first week to verify that the chassis 5).
lubrication system is operating correctly. e. Place the lid assembly on the reservoir (item
12) and align the mounting holes.
Thereafter, at every machine service carryout f. Install the three pan head screws (item 6)
the following: - and Torque to 0.7 Nm (6 lb.in).
g. Ensure that the drive adaptor is located on
1. Inspect ALL machine grease points for signs the paddle. Run unit and check full
of fresh grease. functionality.
2. Check condition of all fittings and
connections. Tighten or replace any loose or Reservoir Paddle Assembly
damaged fittings. Replacement
3. Check all lubrication lines for chaffing or
breaks. Replace/repair as necessary. Refer to Fig 16.2.
4. Check pump operation using the manual
override. a. Use a screwdriver to remove the three pan
head screws (item 6) from the reservoir lid
(item 5).
b. Remove the lid assembly from the reservoir
c. Carefully remove any old lubricant from the
upper lip of the reservoir (item 12).
d. Remove one blanking plug (item 32) and
insert a screw driver to prevent the cams
(item 17) from rotating.
e. Unscrew the paddle assembly (item 10)
from the camshaft (item 18) by hand.
f. Screw the new paddle assembly onto the
camshaft (item 18) hand tight.
Fig. 16.5 Grease Pump Manual Override NOTE

The camshaft (item 18) must be secured to
A – Indication Light prevent rotation.
B – Manual Override Button (29) Ensure the drive adaptor (item 33) is located
correctly over the new paddle (item 10).
Caution
g. Carefully wipe the reservoir (item 12) and
Whenever the unit is disassembled for service or reservoir lid moulding (item 5) clean.
repair, the exposed components should be h. Place the new O-ring (item 7) in the lid (item
cleaned and checked for wear and damage. DO 5).
NOT USE ACETONE BASED SOLVENTS TO i. Place the lid assembly on the reservoir (item
CLEAN. Use clean towels to wipe the surface 12) and align the mounting holes.
clean of excess lubricant. SOLVENTS WILL j. Install the three pan head screws (item 6)
HARM THE RESERVOIR. and Torque to 0.7 Nm (6 lb.in).
k. Ensure that the drive adaptor is located on
Lid Assembly Replacement the paddle. Run unit and check full
functionality
Refer to Fig 16.2.
Reservoir Replacement
a. Use a screwdriver to remove the three pan
head screws (item 6) from the reservoir lid Refer to Fig 16.2
(item 5).
276
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a. Use a screwdriver to remove the three pan c. Carefully remove any old lubricant from the
head screws (item 6) from the reservoir lid upper lip of the reservoir (item 12).
(item 5). d. Loosen and disconnect the RED and BLUE
b. Remove the lid assembly from the reservoir power cables from the PCB (item 30).
(item 12). Ensure that the O-ring (item 7) is e. Loosen and disconnect the manual override
removed and discarded. and LED cables from the PCB connector.
c. Carefully remove any old lubricant from the f. Removing existing PCB (item 30). Insert
upper lip of the reservoir (item 12). Remove new PCB, having first reset the rotary switch
one blanking plug (item 32) and insert a to the required position.
screw driver to prevent the cams (item 17) g. Reconnect the RED and Blue wires.
from rotating. h. Place the new O-ring (item 7) in the lid (item
d. Unscrew the paddle 5).
assembly (item 10) from the camshaft (item i. Place the lid assembly on the reservoir (item
18) by hand. 12) and align the mounting holes.
e. Remove the six screws j. Install the three pan head screws (item 6)
(item 13) and washers (item 14) from the and Torque to 0.7 Nm (6 lb.in).
bottom of the reservoir (item 12). Discard k. Ensure that the drive adaptor is located on
the old washers (item 14). the paddle. Run unit and check full
f. Carefully remove the functionality.
reservoir (item 12) from the carcass (item
21). The mounting bracket (item 15) and O-
ring (item 20) must be separated from the
reservoir (item 12) and carcass ring (item
21). Discard the reservoir (item 12) and O-
ring (item 20).
g. Carefully remove any old lubricant from the
lid moulding (item 5). Wipe the carcass ring
(item 21) and mounting bracket (item 15)
clean.
h. Set the reservoir (item 12) on the mounting
bracket (item 15). Install the O-ring (item 20)
onto the flange of the reservoir (item 12.
Align the mounting holes.
i. Carefully install the reservoir/bracket/O-ring
(items 12, 15 & 20) onto the carcass ring
(item 21). Align the mounting holes of all
three pieces.
j. Install the six new washers (item 14) and
screws (item 13). Torque to 0.7 Nm (6
Lb.in). DO NOT OVER TITGHEN THE
SCREWS.
k. Place the new O-ring (item 7) in the lid (item
5).
l. Place the lid assembly on the reservoir (item
12) and align the mounting holes.
m. Install the three pan head screws (item 6)
and Torque to 0.7 Nm (6 lb.in).
l. Ensure that the drive adaptor is located on
the paddle. Run unit and check full
functionality
Replacement of PCB
a. Use a screwdriver to remove the three pan
head screws (item 6) from the reservoir lid
(item 5).
b. Remove the lid assembly from the reservoir
277
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Trouble Shooting
PROBLEM POSSIBLE CAUSE REMEDY
1. Empty reservoir 1. Refill the reservoir using correct lubricant.
2. Defective pump 2. Refer to problem E.
A. All lubrication points 3. Time between lube cycle is too 3. Adjust pump CYCLE Time setting.
appear dry long. 4. Remove lubricant and replace with correct grade of
4. Reservoir has been filled with an lubricant.
unsuitable lubricant.
B. One or more lubrication 1. Broken or severed lube lines. 1. Determine cause, and if necessary, re-route or
points appear dry while 2. Defective injector. protect the lines to avoid recurrence. Use a
others receive sufficient 3. Injector is undersized. connector to reconnect the line.
lubrication. 2. Refer to problem ‘G’.
4. Injectors have been changed.
3. Replace with a larger capacity injector.
4. Check the lube schematic or installation record,
making sure the correct injector is supplying the
lube point.
C. All lubrication points are 1. Time between lube cycles is too 1. Adjust pump CYCLE TIME setting.
over lubricated. short.
D. One or more lubrication 1. Injector(s) is oversized. 1. Replace the injector(s) with a smaller capacity
points are over lubricated. injector.
E. Inoperative Pump. 1. No Input Power. 1. Check for power to the pump.
2. Fuse Blown. 2. Check in-line fuse. Replace if necessary.
3. Loose wire connection inside 3. Check all wires and connections in the pump.
pump. 4. Replace PCB.
4. Defective PCB. 5. Inspect the camshaft. Replace if necessary.
5. Camshaft is worn or broken. 6. Refer to Problem ‘G’.
6. Defective injector.
F. Reservoir Paddle is not 1. Bolt securing the paddle to the 1. Tighten the bolt.
rotating. camshaft is loose. 2. Remove lid assembly and re- engage the adaptor.
2. Drive adaptor is disengaged.
G. Defective injector causing 1. Lube piston cannot dispense 1. Loosen the line fittings individually from the
the pump to stall. lubricant. injectors.
Actuate the MANUAL OVERRIDE button to
identify the stalled injector. Trace the line and
check for: Clogged bearing. Crimped line. Blocked
line.
2. Loosen the injectors individually from the pump
body. Actuate the MANUAL OVERRIDE button to
identify which injector frees the system. Replace
the injector. Check for contaminates in the
2. Lube piston is frozen. reservoir. Replace the lubricant if contaminates
are found.
H. Inoperative injector but the 1. Return spring on the injector is 1. Secure the return spring to the lube piston and
pump is able to operate. not attached. injector body.
2. Lube piston is missing. 2. Replace the injector.
3. Outlet check valve is not seating 3. Remove and clean the injector. If this does not
properly. remedy the problem, replace the injector.
Check for contaminates in the reservoir. Replace
the lubricant if contaminates are found.
I. Lubricant is coming out of 1. Broken or severed line. 1. Refer to problem ‘B-1’.
the tape/harness.
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Chapter 18 Winter Equipment
279
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Introduction
The 636 machine has the additional option of
having the ability of being fitted with a number
of Winter Equipment Items.
The options are:
Straight Snow Blade
V Snow Blade
Snow Brush
Gritter
It is important to note that the winter equipment
must be mounted and demounted from the Fig 17 – 2 V Snow Plough
machine by a qualified technician, who will
ensure that the equipment is mounted and/or The snowblade can be slewed using the side
demounted correctly and that the control brush slewing system. For the V-snow plough,
system is activated or deactivated correctly. both the LEFTHAND & RIGHTHAND brush
slewing control levers are used to slew the
snow plough left or right.
Right Slew
Left Slew
Fig 17 – 1 Straight Snow plough Fig 17 – 2a V Snow Plough

The snowblade can be slewed using the side
brush slewing system. For the straight snow
plough, the RIGHTHAND brush slewing control
lever is used.
Fig 17 – 3 Snow Brush

Fig 17 – 1a Straight Snow plough Slewing
Control
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The snow brush is powered by the suction fan
hydraulics. A selector switch and solenoid
valve(s) re-directs the flow of oil from the
suction fan to the snowbrush. Once the snow
brush is fitted and activated, the snow brush Gritter Speed Control
speed is controlled via the suction fan
potentiometer on the in cab switch console.
Fig 17 – 4a Gritter
Snow equipment
Connections
Fig 17 – 3a Snow Brush Speed Control Straight Snow plough
The straight snow plough is connected to the

machine via the front brushes.
The hydraulic connections are shown in Fig 17.
5
Fig 17 – 4 Gritter
The rear gritter is powered by the front side

brush hydraulic system. A selector and
solenoid valve re-directs the flow of oil from the
side brushes to the gritter. Once fitted and Fig 17 – 5 Straight Snow Plough
activated, the speed of the gritter is controlled Connections
via the brush potentiometer on the in cab
switch console. The straight snow plough is connected to
connections 9 & 10 only.
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V Snow Plough Gritter Connections
Connections
Fig 17-9 Gritter Connections

Fig17 -6 V Snow plough Connections
The V snow plough is connected to 4 – Electrical connections for lights on Gritter
5 & 6 – Hydraulic connections for gritter.
connections 9, 10, 11 ,12
The gritter speed is controlled by the brush speed
Snow Brush Connections potentiometer and the gritter is activated via the
dedicated gritter switch.
Fig 17 -10 – Gritter Switch
2 - Gritter switch.
Fig 17 – 7 Snow Brush
NOTE
The snow brush is connected to connections 7
& 8. Also remember that the speed of the brush When fitting the snow ploughs , snow brush
is controlled by fan potentiometer. and/or the snow gritter, the machines suction
To activate the snow brush, the snow brush nozzle must be kept UP via the nozzle chains to
switch, in the cab must be activated (1). ensure that the nozzle is not on the ground.
Fig 17-8 Snow brush switch Fig 17-11 – Snow Equipment Hydraulic Manifold
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Fig 17-12 Hydraulic Drawing
283
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Fig 17 – 13 – Hydraulic Drawing HD008
284
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Chapter 19 General
specifications.
Overall Dimensions
Figure 19-1 Overall Dimensions.
Figure 19-3 Overall dimensions with cab

Figure 19-2 Overall Dimensions with cab
and hopper open.
and water tank door open.
Additional dimensions:
Length over body: 3130mm (123”)
Width over wheels (track 1370mm (54”)
extended):
Width over wheels (work 1130mm(44.5”)
mode):
Front wheel track: 950 to 1190mm (37.4”
to 46.9”)
285
General Specifications
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Engine Oil:
Type: 15W40 API CF4
Turning Circle Radii (U.S)/ACEA 2 (Europe)
Turbo Diesel Oil.
Capacity: 6 lts (1.59 US gal.).
Filter Element: Screw on Cartridge type.
.
Valve clearances (cold):

Inlet & Exhaust: 0.145 to 0.185mm
(0.0059-0.0076 in.)
Radiator Coolant:
Type: 50/50 mix of Ethylene
Glycol Permanent with
water.
(Ethylene glycol
permanent to conform to
BS6580 1992.)
Figure 19-4 Turn Circle radii Capacity: 13.5 lts (3.58 US gal.)
Fan Belt:
Adjustment: A deflection of 7 to 9 mm
(0.28 to 0.35 in.) when
the belt is pressed in the
middle of the span.
Air Cleaner:
Filter Element: Kubota Genuine Part.
Weight
Fuel:
Curb Weight (Ready for 1900kg (4188lb)
sweeping): Fuel tank capacity: 55 lts (14.5 US gal.)
Payload: 550kg(1212lb) Fuel grade: Diesel. 45 minimum
Gross Vehicle Weight : 2500kg (5500lb) cetane rating. Low
sulphur (below 0.05%).
Filter Element: Screw on cartridge type.
Speed
Transit Mode:
Sweep Mode:
40 km/h (25 mph)
13 km/h (8 mph) Hydraulic Systems
Reverse: 6 km/h (4 mph) (European Built)
Reservoir
Engine, Fuel & Exhaust
Hydraulic oil: Same as engine oil.
Engine Type: Kubota V1505TE, 4 15W40 API CF4/ACEA 2
cylinder, liquid cooled Turbo Diesel Oil.
turbo diesel. Capacity: 45L (12.5 US gal.)
Typical r.p.m.: 2,200 to 2,800 rpm. Max System 1070C (2250F)
Maximum Power: 31.4.4kW (42hp). Temperature:
Displacement: 1498cc (91.82 cu.in.). Max System ISO 18/13
Contamination:
286 General Specifications

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Hydraulic Systems (USA Nm (88 to 96 lb ft)
Built)
Front Axle & Suspension
Hydraulic oil: TennantTrue
Capacity: 45L (12.5 US gal.) Track Minimum (wheel 950mm (37.4 in.)
Max System 1070C (2250F) centres):
Temperature: Track Maximum: 1190mm (47 in.)
Max System ISO 18/13 Outer turning radius: 3250mm (128 in.)
Contamination: Grease Type: Multipurpose (e.g.
TennantTrue premium Castrol LM)
hydraulic fluid
Part Ambient ISO Capacity Rear Suspension
number temperature Grade
1057710 above 7_ C (45_ 100 3.8 L (1 gal) Grease Type: Multipurpose (e.g.
F) Castrol LM)
1057711 above 7_ C (45_ 100 19 L
F) (5 gal) Front Brushes
1057707 below 7_ C (45_ 32 3.8 L (1 gal)
F) Swept Width Minimum: 1395mm (54.92 in.)
1057708 below 7_ C (45_ 32 19 L Swept Width Maximum 1800mm (70.9 in.)
F) (5 gal) (with 600mm diameter
brushes):
Swept Width Maximum 2050mm (80.7”)
Transmission System (with 750mm diameter
Pump: Eaton Model 72400 brushes):
Axial Piston Pump Brush Diameter: 600mm (23.6 in.) 0r
Pump Max Speed: 3600 rpm 750mm (29.5”)
Pump Displacement: 49 cc/rev Fixing : 6 x M8 Screws
Max. Continuous 275 bar (4042 psi) Brush attitude: Externally adjustable for
Pressure: pitch & roll.
Max Intermittent 379 bar (5500 psi) Brush down pressure: Cab Controlled.
Pressure: Brush Speed: Cab Controlled 0 to
Transmission Filter . 110rpm.
Element: Grease Type: Multipurpose (e.g.
Castrol LM)
Auxiliary System
Pump: Suction System
Pump Max Speed: 3600 rpm
Pump displacement: 19.2 cc/rev Suction Nozzle:
Max. Continuous 230 bar (3,380 psi)
Pressure: Clearance: 2-3mm via carbide skids
Max. Intermittent 250 bar (3625 Psi) – 2 Front.
Pressure:
Auxiliary Filter Element: Suction Fan:
Steering Type:
Drive type:
12 Blade Alloy Steel
Hydraulic Motor
Speed - Min/Max: 0 - 2400 rpm
Toe in/out: - 2.0mm to + 2.0mm Boost mode: 2800 rpm
Grease Type: Multipurpose (e.g.
Castrol LM)
Steering Ball Joint Nut M14 nuts – 70 to 75 Nm Hopper
Torque Settings: (52 to 56 lb ft)
M16 nuts – 120 to 130 Capacity: 1.0 m3 (264 US Gals).
General Specifications 287
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Tipping Height: 1460mm (57.5”) Vibration:
Screens: Stainless steel
Hand/Arm vibration at drivers controls = 0.5
removable.
m/s2 (Limit according to 2002/44EC -Less than
2.5m/s2).
Brakes
Whole body vibration = 0.15 m/s2 (Limit
Type: Expanding shoe drums
according to 2002/44EC -Less than 0.5m/s2).
front & rear.
Adjustment: Mechanical adjuster.
General:
Brake Fluid: SAE J 1703 DOT 4
Conformity to relevant sections of UK
Friction lining Minimum 2.0mm (0.078 in.) ‘Construction & Use’ regulations
thickness:
Road Wheels End of Chapter

Size: 155/70 R12C - 8 ply
rating on 4.5J rims
Tire pressure: 6.5 bar (94 psi)
Wheel Nuts (M16) 145 – 150 Nm (107 –
torque setting: 110 Lb.ft)
Dust Suppression System

Water Tank Capacity: 195L (50 US gal.)
Filter: Suction. Mesh type.
Pump Type: Diaphragm pump. 12V
Electric.
Flow rate: 5L/min (1.32 US gal/min)
Electrical System
Battery (Europe): 12V 70A.h Euronorm
566041051
Battery (North America): 12V 700 CCA
Interstate Model: MT-34
Build standards
Noise:
In Cab : Sound Pressure at Drivers Ear =80 dB
Lpa at 2800 rpm
Complies with in-cab noise levels in
accordance with standards 2000/14/EC and
89/392/EEC.
Sound Power Level according to 2000/14/EC is

107dBLwa
288 General Specifications

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Chapter 20 Standard Repair
Times.
The table below details the standard times for Piece Left side
replacing various components and common BB189 Brake Pipe, Cab to Front 0.5
jobs. Left side
BB190 Brake Pipe, T Piece to Cab 0.5
All times are given in decimal hours.
1.0
CB878 L/H Mud Guard 1.8
UK Part Description Hrs CB890 R/H Mud Guard 0.5
No. CD146 Drain Flap Actuator 0.63
AC019 Air Con Condenser 1.6
CD154 Seal Drain Flap 0.62
AC020 Evaporator 1.55
CD168 Door Seal Drain Access 0.58
AC021 Condenser Fan 0.61
CD220 Cloudmaker Pivot Arm 0.86
AC040 Pipe Assembly – Low 1.4
CD031 Front Brake Drums 0.4
Pressure
CD244 Link Arm to Cloudmaker 0.95
AC045 Hose Assembly Flexible 1.4
CP205 Control Arm Moulding 1.1
AC046 Hose Assembly Flexible 1.4
AC058 Compressor – Air 2.85 CT021 Pivot Pin – Rear Axle 1.2
Conditioning CT031 Front Brake Drums 0.4
AC086 Air Con Drive Belt 0.95 CT036 Rear Brake Drums 0.8
AC115 Pipe Assembly – High 1.4
CT039 Flexible Hose 0.55
Pressure
BB119 Master Cylinder - Foot 0.9 CT050 Shock Assembly 0.5
Brake CT053 Shock Assembly 0.5
BB120 Reservoir Footbrake 0.7 CT056 Rear Brake Drums 0.75
BB126 Set of Front Brake Shoes 1.4 EC007 Wiper Motor 2.1
BB129 Brake Cable Front 1.3 EC020 Monitor 5 0.28
BB177 Set of Rear Brake Shoes 1.4 EC021 Camera 1.3
BB182 Brake Cable Rear 0.8 EC018 Monitor 0.3
BB140 Brake Pipe Tee Piece 0.48 EH015 Temperature Gauge 0.5
BB148 Master Cylinder – Foot 0.89 EH016 Temperature Sensor (On 0.6
Brake Engine)
BB149 Pressure Limiter 0.8 EH018 Fuel Gauge 0.5
BB154 Hose – Brake Reservoir 0.21 EH025 Tachometer 0.4
BB171 Wheel Cylinder – Front 0.65 EM011 Battery 0.2
Brake ES015 Temperature Gauge 0.44
BB177 Set of Front Brake Shoes 1.35 ES017 Warning light - Amber 0.11
BB178 Tension Spring Lower 0.66
BB179 Tension Spring Upper 0.66 ES018 Light Warning - Red 0.1
BB178/B Upper & Lower Tension 0.71 ES049 Micro Switch Hand Brake 0.5
B179 Spring ES062 Number Plate Light 0.3
BB182 Brake Cable Rear (pair) 0.78 ES130 Light Warning Amber 0.1
BB185 Brake Pipe, Rear Left side 0.6 ES162 Voice Box 0.7
BB186 Brake Pipe, Rear to Centre 0.6 ES186 Beacon Rotating 0.5
BB187 Brake Pipe, Front Right side 0.6 ES192 Light Warning Green 0.1
BB188 Brake Pipe, Centre to T- 0.6 ES209 Main Beam Light 0.22
Standard Repair Times 289
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ES210 Switch Off/On 0.3 EW161 Camera Cable 1.11
ES212 Switch Off/On 0.3 ET045 In Line Fuse Holder 0.5
ES213 Switch Off/On/On 0.3
ES214 Switch On/Off/On 0.3 FA072 Trailing Arm R/H 1.0
ES215 Column Switch Multifunction 0.6
ES218 Bulb for rotating Beacon 0.4 FA082 Trailing Arm L/H 1.0
ES219 Switch Off/On/On 0.3 FA093/ Bearing Housing Assem. 1.45
FA176 Top King Pin & Pivot Pin
ES221 Hazard Flasher 0.3
Top King Pin
ES230 Brake Light Switch 0.8 FA151 Axle C/W lower ball joints 4.8
ES232 Switch Off/On/On 0.3 FA155 Hub Carrier L/H 1.3
ES243 XT2 Unit 0.6
FA156 Hub Carrier R/H 1.3
ES244 Headlamp (Right Hand 0.3 FA174 Brake Drum - Front 0.46
Drive)
FA175 Wheel Hub Assembly 0.8
ES245 Headlamp (Left hand Drive) 0.3
FS001 Bell Crank Steering R/H 1.3
ES248 Radio/CD 0.2
FS005 Bell Crank Steering L/H 1.3
ES253 Temperature Switch 1.0
Hydraulic FS010 Track Rod Assembly 0.85
ES254 Rear Light/Brake/Reflector 0.6 FS016 Drag Link L/H 0.5
ES255 Fog & Indicator Light 0.6 FS017 Drag Link R/H 0.5
ES256 Reverse & Indicator Light 0.6 GB080/ Front & Rear Impellor Shaft 0.4
ES257 Engine Temperature Switch 0.3 GB081 Bearings
ES258 Safety Switch 0.35 GB089 Bush (pair) 0.55
ES266 Bulb/Bulb Holders 0.11 GG229 Ball Joints 0.5
ES275 Micro Switch Handbrake 0.45 GG241 Cab Tilt Gas Strut 0.9
ES277 Ignition Switch 0.5 GG245 Ball Joints 0.5
ES278 Pressure Transducer 0.4 GG282 Cab Tilt Gas Strut 0.89
ES279 Fan/Engine Speed Sensor 0.3 GG285 Spring Drain Flap 0.54
ES280 Tracking In Sensor 0.47 GM064 Teflon Seal 0.7
ES281 Tracking Out Sensor 0.47
ES282 Actuator E-Gas (includes set 1.1 GM291 Trunking Seal 1.0
- up) GM292 Seal Casing Door 1.1
ES283 Hopper Safety Switch 0.9
ES284 Pedal 1.0 GM293 Hopper Seal 0.3
Transmission(Includes GM391 Hopper Seal 0.26
Pedal Set-up)
ES285 Vehicle Speed Sensor 0.5
HC005 Filter Auxiliary Circuit 1.3
ES286 Joy Stick Brush Control 0.5 Pressure
HC058 Hydraulic Filter(HP) 0.2
ES289 Water Level Sensor 0.3
HC128 Hyd. Cylinder Hopper Drain 0.58
HC137 Hyd. Steering Cylinder 0.8
ES290 Wheel Speed Sensor 0.5
HC138 Tracking Cylinder 0.8
HC141 Hydraulic Cylinder Hopper 1.0
ES294 Forward/Reverse Solenoids 0.6
HC143 Hyd. Cylinder in/out 1.12
ES295 Air Filter Minder Switch 0.41
HC145 Hyd Cylinder 0.5
ES305 MDM Display(Includes 0.5
Setup) HC148 Hydraulic Cylinder Hopper 1.1
ES329 IQAN XS Unit 0.65 Lid
HC152 Suction Strainer - Steering 0.3
ES347 Work Light 0.4
Pump
ES351 Potentiometer Fan/Brush 0.5
Speed HC153 Suction Strainer - Auxiliary 0.3
Pump
ES355 Joystick Forward/Reverse 1.1
ES359 Switch Cloud Maker 0.45 HC154 Suction/Return Filter 0.2
Element
ES360 Switch Rotary Cam 0.45
290 Standard Repair Times

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HC156 Oil Level/Temperature 0.9 HV090 Accumulator 0.7
Gauge HV095 Solenoid Valve 0.3
HC159 Transmission Manifold 0.7 HV097 Solenoid Valve 0.3
HC160 Hyd. Cylinder Brush Lift 0.6 HV097 Solenoid Valve Fan 0.3
Lower HV098 Priority By Pass P.C 0.4
HC181 Transmission Manifold 0.67 Element
HC187 Cylinder Tracking 1.1 HV099 Rotary Flow Valve 0.5
HV099 Rotary Valve - Fan 0.3
HC189 Hyd. Block Assem – Hopper 1.3 HV100 Solenoid Valve 0.3
Manifold
HV101 Relief Valve 0.4
HJ160 Hose Rear Wheel Forward 0.6 HV103 Solenoid Valve 0.3
Drive
HV104 Seal Kit for HV111& 0.4
HJ163 Hydraulic Hose R/H wjeel 1.4 HV108&HV103
Forward Drive
HV105 Relief Valve 0.4
HJ178 Hydraulic Hose Gear Pp - 1.4
HV106 Shuttle Vale 0.3
Pressure Filter
HV107 Seal Kit for HV106 0.4
HJ201 Hydraulic Hose R/H Brush 0.9
HV108 Solenoid Valve 0.3
In
HM026 Plunger Pump Hydraulic 1.4 HV110 Seal Kit for HV137 0.4
Motor HV111 Solenoid Valve 0.3
HM030 Wheel Motor - Right Rear 1.4 HV112 P.O. Check Valve 0.2
HM030 Wheel Motor - Rear Right 1.1 HV113 Seal Kit for HV112 0.4
HM035 Front Drive Motor LH 1.1 HV114 Tracking Cylinder Check 1.1
Valve
HM035 Front Drive Motor RH 1.1
HM035 Front Drive Motor RH 1.1 HV115 Relief Valve 0.2
HM036 Brush Motor 0.9 HV117 Flow Divider 0.6
HM036 Brush Motor 0.7 HV118 Seal Kit for HV117 1.1
HM042 Wheel Motor - Left Rear 1.5 HV119 Sequence Valve 0.86
HM050 Motor – Fan Drive 1.5 HV121 Coil - EY Type for SV08 0.1
HM052 Wheel Motor 100cc – Left 1.47 HV123 Coil - EY Type for SV10 0.1
Rear with Sensor HV131 Emergency Hopper Pump 1.1
HM292 Fan Casing Door Seal 0.5 HV133 Valve Assembly - Brush 0.9
HP019 Auxiliary Hydraulic Pump 1.1 Pressure
HP021 Pump Hydraulic Steering 0.8 HV137 Pressure Reducing Valve 0.4
HP023 Transmission Pump 5.1 HV138 Steering Control Unit 1.6
HP029 Auxiliary Hydraulic Pump 1.09 HV152 Solenoid Valve 0.36
HP030 Transmission Pump 5.12 HV167 Fan Priority Valve 0.2
HT040 Hydraulic Tank Weldment 3.6 HV168 Brush Priority Valve 0.2
HT064 Hydraulic Tank Weldment 3.6 HV170 230 Bar PRV 0.45
HT087 Filler Neck – Hyd Tk. 0.12 HV172 Proportional Solenoid Valve 0.25
HV035 Rotary Valve - Brush 0.3 Brush
HV173 Proportional Solenoid Valve 0.25
HV036 Seal Kit Rotary Valve 0.5
Fan
HV036 Seal Kit for HV099 & HV035 0.4
HV181 Transmission Logic Valve 0.15
HV039 Priority Valve 1.1
HV182 Valve Pool – 3 Way 0.24
HV039 Priority Valve 0.4
HV184 Flow Divider 0.21
HV040 Seal Kit for HV098 & HV039 0.5
HV187 Solenoid Valve 2 - Way 0.34
HV044 Valve Bypass Check 0.2
HV188 Coil for HV187 0.15
HV045 Seal Kit for 0.3
HV190 Solenoid Valve 0.34
HV044&HV114HV102
HV191 Coil For HV190 0.15
HV062 Tracking Cylinder Check 1.1
HV204 Pressure Washer PRV 0.14
Valve
MC120 Glass - Floor 1.6
HV068 Seal Kit for HV101&HV105 0.5
&HV115 MC121 Window Cassette LH 1.2
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MC122 Window Cassette RH 1.2 PD058 Engine Thermostat 0.48
MC150 Top Door Hinge LH 0.42 PD147 Pipe 0.3
MC155 Top Door Hinge RH 0.42 PG049 Diesel Tank 1.6
MC163 Door Hinge Bottom LH 0.42 PG069 Fuel Level Sender 0.46
MC166 Door Hinge Bottom RH 0.42 PG080 Diesel Tank 1.58
MC226 Wiper Arm 0.5 PP005/P Flanged Tooth Drive/Hub 4.2
MC227 Wiper Blade 0.2 P006 Tooth Drive
MC257 Wing Mirror 0.2 PP082 Fuel Filter 0.1
MC270 Door Stay Gas Strut 0.5 PP083 Oil Filter 0.1
MC271 Ball Joint Gas Strut 0.4 PP084 Air Filter 0.1
MC309 Handbrake Bell Crank 0.89 PP092 Bottom Radiator Hoce 0.8
Weldment
PP094 Alternator 0.8
MC317 L/H Door Assembly 0.5
PP096 Fan Belt 0.5
MC318 R/H Door Assembly 0.5
PP097 Starter Motor 1.0
MC351 Latch/Lock Door 0.5
PP097 Engine Starter Motor 0.8
MC364 Door Mirror Assembly 0.1
PP098 Turbo Charger 1.2
MC366 Glass Opening 0.9
PP115 Engine Stop Solenoid 0.9
MC384 Door Seal Rear 0.68
PP133 Alternator – 60 amp 0.76
MC397 Heater Unit 2.9
PP159 Alternator – 90 amp 0.76
MC553 Window Catch 0.48
PP182 Eng. Thermostat Gasket 0.74
MC582 Heated Window Screen 5.6
PP215 Eng. Water Pp. Assembly 0.78
NA049 Rear Skid 0.4
PP274 Drive Coupling Bobbin 4.22
NA056 Rubber Flap Front 0.7
PP298 Fuel Pump - Electronic 1.13
NA058 Horse Show Wear Pad 1.4
PP313 In Line Fuel Filter 0.47
NA059 A Frame 0.5
PP396 Engine Kubota V1505T 10.2
NA117 Rubber Flat Front 0.73
Engine Kubota V1505TE 10.2
NA137 A Frame 0.5
TC015 Flexible Coupling 1.4
NA138 Horse Show Wear Pad 1.4
Suction Fan 2.6
NB058 Front Brush 0.2
VF075 Bracket Water Nozzle 0.5
NF129 Brush Shock Arm Outer 1.4
Tube R/H VF103 Clean Fan 1.56
VH002 Hopper 1.2
NF138 Brush Shock Arm Outer 1.4
Tube L/H VH003 Hopper Lid 1.1
NF147 Spring Brush Shock 0.7 VH164 Apron Rubber 0.5
NF178 Plate Mounting Brush Motor 0.8 VH177 Mesh Rear Door 0.6
NF184 Plate Brush Drive 0.9 VH209 Cyclone 0.5
NF191 Brush Arm Upper R/H 0.5 VH273/ Cyclone Spinner & Bearing 1.45
VH373 Kit
NF192 Brush Arm Upper L/H 0.5
VH274 Cyclone Complete 1.45
NF210 Plate Mounting Water Hose 0.4
VH373 Cyclone Bearing Kit 1.45
NN112 Side Skids(2) 0.7
VH540 Rear Hopper Door Mesh 0.79
PC085 Radiator 1.5
VH541 Seal Inlet Duct 0.98
PC086 Header Tank 0.87
VH570 Seal WHOOSH Inlet 0.78
PC103 Engine Fan Cowl(ACR) 1.9
VH613 Hopper Lid 1.11
PC111 Top Radiator Hose 0.7
VH638 Safety Switch Fan Door 0.66
PC131 Radiator 1.5
VH626 Inlet Cover Front 0.66
PC147 Engine Fan Cowl (Emmergi) 1.2
VH638 Safety Switch Fan Door 0.66
PC173 Radiator 1.5
VT188 Hose Nozzle 1.0
PC174 Engine Fan Cowl 1.85
WA079 Main Water Tank 0.8
PC178 Top Radiator Hose 0.65
PC179 Radiator Bottom Hose 0.65
WA103 Nozzle Holder Hose Tail 0.2
PC247 Hose Radiator to Cab 0.96
Heater
292 Standard Repair Times

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WA105 Water Bottle c/w pump 0.66
WA107 Manifold Water Filter 0.6

Assembly
WA127 Water Hose Large Tank 0.6
WA161 Lance Body 0.1
WA203 Main Water Tank c/w 0.56

bumper
WA275 Main Water Tank 0.79
WA269 Atomising Spray Assembly 0.68

(cloudmaker)
WP108 Nozzle Holder Assembly 0.3

Brush Arms
WP112 Elbow 0.41
WP131 Ball Valve ON/OFF 0.4
WP158 Check Valve 0.5

Brush Arms
WP169 Water Pump 0.7
WP171 Plunger Pump 1.5
WP212 Combined Pump & Motor – 0.89
Pressure Pp.
WP214 Cloudmaker Water Supply 0.48
Solenoid Valve
WP215 Cloudmaker Water Supply 0.26
Solenoid Coil
End of chapter
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Chapter 21 Index
Accelerator Pedal ............................. See Foot Pedal hydraulic pressure - checking ............................35
Accumulator (HV090) Hydraulic return line.........................................155
Impeller fan ..................................................... 131 water drain.......................................................243
Alarm Volume..................................................... 174 Flow Control Valve
Anti-Cavitation Valve (HV044) ............................ 129 water system ...................................................240
Auxiliary gear pump............................................ 123 Flow Divider Valve (HV117) ................................121
Auxiliary Pump Foot Pedal
testing ............................................................... 73 calibrating .................................................. 83, 197
Battery Voltage measuring........................................................176
checking.......................................................... 173 Front Axle
Beacon ................................................................. 26 check wear ........................................................40
Bearings Fuel filter ...............................................................32
impeller ....................................................232, 235 fuses ...................................................................200
Brake Fluid Reservoir ........................................... 26 Grease Points
Brakes locations ............................................................42
inspect .............................................................. 41 Heater ...................................................................28
Brush and fan manifold....................................... 124 Windshield.........................................................29
Brush Down-Pressure Valve................................. 28 Hose Burst Valves
Brush Down-Pressure Valve (HV134) ................ 143 calibrating ..........................................................86
Button Beep Level .............................................. 175 Hopper rams....................................................149
Bypass Valve (HV116) Hose Unions ............................................... 159, 160
Oil cooler......................................................... 153 Hoses
Cab Mountings ..................................................... 27 hydraulic ..........................................................158
Camera ................................................................ 27 Impeller Bearings
Chassis Number ................................................... 20 removal.................................................... 232, 235
Check Valve (HV062) ......................................... 149 Impeller fan
Check Valves (HV062 / HV120) ......................... 153 bolt torque .........................................................44
CIN Number ......................................................... 20 Impeller Fan
Clock removal............................................................235
setting ............................................................. 175 Information Menu ................................................173
Coolant ................................... See Radiator Coolant IQAN MDM Unit ..................................................165
Cyclones IQAN XT2 Unit ....................................................165
repair .............................................................. 236 Jacking Points.......................................................17
Cylinder Manifold................................................ 137 Machine Modes...................................................166
Display Contrast and Brightness ........................ 174 Measure Menu ....................................................176
Display Language............................................... 174 Mode Menu .........................................................173
Drive Motors ....................................................... 121 Motors
E-Gas drive - testing .....................................................74
checking............................................................ 79 Oil
E-Gas Actuator engine - change.................................................29
calibrating ..................................................81, 197 hydraulic - change .............................................36
Emergency Raise Valve (HV119) Oil Cooler .................................................... 153, 154
Hopper ............................................................ 150 Parking Brake .......................................................28
Engine Coolant Temperature Sender (EH016) ... 103 Pressure - hydraulic transmission
Engine Number .................................................... 20 measuring........................................................178
Fan belt ................................................................ 33 Pressure Compensating Priority Valve (HV039)
Filter Brush motor.....................................................127
air - check ......................................................... 30 Pressure Compensating Valve / Flow Control Valve
air - replace....................................................... 30 (HV039)...........................................................140
air filter minder ................................................ 171 Pressure Relief Valve (HV093) ...........................125
hydraulic pressure........................................... 124 Pressure Relief Valve (HV101)
Index 295
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Cylinder manifold ............................................ 141 transmission - testing.........................................75
Pressure Relief Valve (HV105) Speed Sensor
Brush protection.............................................. 141 set-up ................................................................85
Pressure Relief Valves (HV115) Speed Sensor (ES279)
Hopper ............................................................ 149 Engine speed ..................................................168
Pressure Transducer (ES278) ............................ 170 Impeller fan speed ...........................................168
Pump Speed Sensor (ES285)
auxiliary - testing ............................................... 73 Vehicle speed ..................................................168
Transmission - testing....................................... 75 Spray Jet
water............................................................... 243 water ...............................................................244
Radiator steering column...................................................209
clean ................................................................. 31 Steering Control Unit (HV138).............................207
Radiator coolant ................................................... 32 Steering Pump (HP021) ......................................207
flush .................................................................. 33 Strainers
Relay - transit work mode switch hydraulic - replace .............................................37
measuring ....................................................... 179 Temperature Gauge (EH015)................................91
Rotary Valve (HV099) Temperature Switch (ES253)
fan speed .................................................129, 130 hydraulic oil .....................................................170
Safety switch (ES283) Temperature Switch (ES257)
Fan door ......................................................... 169 engine..............................................................170
Safety Switch (ES283) Tie Down Points ....................................................17
Hopper tilt ....................................................... 169 Tires
Sequencing Valve (HV119) inflation pressures .............................................40
Hopper ............................................................ 145 torque....................................................................22
Settings Menu .................................................... 174 Towing ......................................See Vehicle Rescue
Shuttle Valve (HV106 ......................................... 141 Tracking
Solenoid Valve ‘S9/S10’ (HV111) testing................................................................76
hopper raise/lower .......................................... 145 Tracking Function................................................150
Solenoid Valve Tracking In Sensor (ES280) ................................168
reference table ................................................ 156 Tracking In/ Tracking Out Function
testing ............................................................... 72 monitoring........................................................179
Solenoid Valve - Transmission Pump Tracking Out Sensor (ES281) .............................169
calibrating ..................................................84, 197 Transit Mode .......................................................166
Solenoid Valve ‘S1’ (HV095) .............................. 126 transmission manifold .........................................115
Solenoid Valve ‘S13” (HV108) Transmission Pump ............................................114
Brush lift.......................................................... 142 Valve Clearances
Solenoid Valve ‘S15/S16’ (HV111) adjust.................................................................34
Tracking .......................................................... 150 Valves
Solenoid Valve ‘S2’ (HV100) .............................. 127 Cartridge reference table .................................156
Solenoid Valve ‘S3’ (HV097) Vehicle Rescue .....................................................19
Fan motor ....................................................... 129 Water Level Control Circuit (EW168)
Solenoid Valve ‘S4’ (HV102) testing................................................................80
Cylinder manifold unloading............................ 140 Water Level Sensor (ES289)...............................170
Solenoid Valve ‘S5/S6’ (HV103) testing................................................................80
Brush in/out..................................................... 141 wheel nuts
Solenoid Valve ‘S7’ (HV108) torques ..............................................................40
Brush lower..................................................... 143 Work Mode One (Sweep Mode)..........................166
Solenoid Valves Work Mode Two (Brush Lift Mode)......................167
296 Index
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Manual for current part

Part Number: YM057 Issue 6 – Feb. 2010

Tennant Company Green Machines

Your local Green Machine Distributor:

636HS Green Machine

Part Number: YM057 Issue 6 – Feb. 2010

Chapter 1 Introduction. ......................................................................................................................................13

Chapter 2 Machine Maintenance. ......................................................................................................................21

Chapter 4 Cab and Controls. .............................................................................................................................91

Chapter 5 Engine, fuel & cooling systems. ....................................................................................................103

Chapter 6 Hydraulic systems. .........................................................................................................................111

Chapter 7 IQAN Electronic Control System....................................................................................................163

Chapter 8 Electrical System ............................................................................................................................198

Chapter 11 Water System Dust Suppression. ................................................................................................239

Chapter 13 Pressure Washer...........................................................................................................................253

Chapter 14 Street Washer. ...............................................................................................................................259

Chapter 15 DEA / CSA......................................................................................................................................265

Chapter 16 Centralised Lubrication System...................................................................................................269

Chapter 17 Winter Equipment .........................................................................................................................275

Chapter 18 General specifications. .................................................................................................................281

Chapter 19 Standard Repair Times. ................................................................................................................285

How to use this • Kubota Engine Workshop Manual

• Kubota Engine Manual Always maintain the machine in accordance with

Never run the engine in an enclosed space. Vehicle

Figure 1-2. Airflow through machine.

Screens in the top of the hopper (mounted

The final cyclone spinners located in the

Figure 1-5 Right centre jacking point (A).

Figure 1-8 Place axle stand in left rear corner.

Figure 1-6 Jacking the rear of the machine.

Figure 1-9 Place axle stand in right front Jacking

Figure 1-7 Place axle stand in right rear corner.

Figure 1-10 Place axle stand in left front Jacking

Figure 1-11 Emergency tow valve.

Figure 1-12 Towing point.

Only the 4 tie-down points shown in Figure 1-3

Digits 1 and 2 -Year of manufacture (2010)

For machines manufactured in the USA, a different

Figure 1-155 USA Manufactured Machines Chassis

General Workshop nuts. In the course of routine machine

Tolerance Min Value Max Value For Reference

M3 1.5 10 1.4 1.7 0.3 1.1

Tightening Torques – Special Applications

Wheel Bolt/Nut Torques –Check Machine Operators Manual

Tolerance Min Value Max Value For Reference

1/8 BSP 25 5 23.8 26.2 2.4 16.8

Tightening Torques – BSP ‘O’ Ring Cone Hose Connections

Hose inside Swivel Nut or Hose Connection-Number of Nominal Torque

1/4” 1 to 1.2 Flats 42 to 47 Nm

Suspension & Steering Ball Joints with 1 in 10 tapered shanks

Figure 2-1 Test Lead used for testing solenoids

Figure 2-8 Low Level Water Sensor Tester .

The daily operator maintenance is covered in

Always check that all warning and caution

Remove the ignition key for all the following

Observe all relevant environmental regulations

Cab Pivots – Grease.

The machine should undergo a 50hr post

Figure 2-12 Adjust camera position on rear of

Front light cluster – Check

Horn, reverse alarm and voice