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 Caterpillar

Service Manual
Service Manual
Caterpillar
944 Wheel Loader
(S/N 43A1)

THIS IS A MANUAL PRODUCED BY JENSALES INC. WITHOUT THE AUTHORIZATION OF

CATERPILLAR OR IT'S SUCCESSORS. CATERPILLAR AND IT'S SUCCESSORS
ARE NOT RESPONSIBLE FOR THE QUALITY OR ACCURACY OF THIS MANUAL.

TRADE MARKS AND TRADE NAMES CONTAINED AND USED HEREIN ARE THOSE OF OTHERS,
AND ARE USED HERE IN A DESCRIPTIVE SENSE TO REFER TO THE PRODUCTS OF OTHERS.

CT-S-944W/L
NOTES
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 9A-5 Group IO.I
Page I
.,

SERVICE MANUAL
for

CATERPILLAR
944
TRAXCAYATOR
SERIAL NUMBERS 43A 1 -UP

Section
Engine _____________________________ ._______________________________________ _ 10

Starting Engine ---------------------------------------------------------- 20

Power Transmission Units ------------------------------------------ 30

Air System and Brakes -------------------------------------------- _ 50

Traxcavator Portion _________________________________________________ _ 120 r

Seat, Fuel Tank and Miscellaneous ---------------------------- 200

FORM NO. RE00141 Cateroillar, Cat and CB are Trademarks c:/ Caterpillar Tractor Co. PRINTED IN U,S,A.
 NOTES
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SERVICE MANUAL
GENERAL INSTRUCTIONS
These instructions will be helpful in following the
instructions in the Service Manual. In analyzing a
system malfunction, use this systematic procedure to
locate and correct the problem.
1. Determine problem.
2. List possible causes.
3. Devise checks.
4. Conduct checks in logical order to determine
cause.
5. Consider remaining service life against cost of
parts and labor.
6. Make necessary repair.
7. Recheck.
SYMBOLS
Throughout this Service Manual, symbols are
used on the illustrations to point out parts which are
to be removed or disconnected. These removals or
disconnections are indicated by the following code:
0 Remove • Disconnect
The part to be removed or disconnected is point-
ed out by a number in the symbol and this number
corresponds to the part discription listed in the cap-
tion copy beneath the picture. The disconnect arrow
points as close as possible to point of disconnection.
SAFETY AND WORKMANSHIP SUGGESTIONS
Your safety and that of others is always the
number one consideration when working around
machines. Safety is a matter of thoroughly under-
standing the job to be done and the application of
good common sense. It is not just a matter of "do's"
and "don'ts".
Always show proper respect for weight. Do not at-
tempt to lift heavy parts when a hoist should be used.
Never leave heavy parts in an unstable position.
When raising a portion of a machine, be sure the
machine is blocked securely at front and rear. The
weight should be supported by blocks rather than
lifting equipment.
When using a hoist, follow the recommendations
outlined in the manual. Fabricate and use the illus-
trated lifting devices in conjunction with the hoist to
achieve the proper balance of the assemblies being
lifted and to assure safe handling.
CLEANLINESS
The most important single item in preserving the
long life of the machine is to keep dirt out of vital
working parts. Precautions have been taken to safe-
guard against this. Enclosed compartments, seals
and filters have been provided to keep the supply
IA-5 Group30
Page I
of air, fuel and lubricants clean. It is important that
these safeguards be maintained.
Whenever hydraulic, fuel, lubricating oil or air
lines are- disconnected, clean the point of discon-
nection as well as the adjacent area. As soon as the
disconnection is made, cap, plug or tape the line or
opening to prevent entry of foreign material. The
same recommendations for cleaning and covering
apply when access covers or inspection plates are
removed.
Clean and inspect all parts. Be sure all passages
and holes are open. Cover all parts to keep them
clean. Be sure parts are clean when they are in-
stalled. Leave new parts in their containers until
ready for assembly.
SPECIF1CATIONS
The manual SPECIFICATIONS sections contain di-
mensions for new parts and a suggested guide for
amount of wear that might normally be considered
a reasonable figure to use in determining when to
replace parts. These wear dimensions are shown
after the description, "permissible clearance". The
specifications are provided to help determine when
new parts should be installed. This information
should not be regarded as the only factor in determ-
ining when to replace parts. Past performance should
be the governing factor for part replacement. Even
though parts are worn they still may be satisfactory.
The remaining service life of these parts must be con-
sidered when deciding if parts should be replaced.
If a machine is disassembled for reconditioning, it
is well to replace parts not completely worn out if
the remaining service life is deemed short.
REMOVAL AND INSTALLATION
Correct and incorrect method of lifting component.
Unless otherwise specified, all removals should be
accomplished using an adjustable lifting beam. All
supporting members (chains and cables) should be
parallel to each other and as near perpendicular as
possible to the top of the object being lifted.
When it is necessary to remove a component on
an angle, remember that the capacity of an eyebolt
Group30 lA-5
Page2 SERVICE MANUAL
GENERAL INSTRUCTIONS 9

diminishes as the angle between the supporting
members and the object becomes less than 90°.
Eyebolts and brackets should never be bent and
should only have stress in tension. A length of pipe
and a washer can be used, as shown, to help relieve
these stresses on eyebolts.
BOLTS AND BOLT TORQUE
Use bolts of the correct length. A bolt which is
too long may "bottom" before the head is tight
against the part it is to hold. The threads can be
damaged when a "long" bolt is removed.
If a bolt is too short, there may not be enough
threads engaged to hold the part securely.
Unless reference is made in the copy to the topic,
SPECIFICATIONS, the standard torque values listed
in the chart should be used for standard heat-treated
bolts and studs and steel nuts when assembling
Caterpillar Equipment.

GENERAL TIGHTENING TORQUE

inches mm lb. ft. mkg
Bolts and Nuts
¼ 6,35 9+3 1,24±0,4
_s_ 7,94 18+5 2,5+0,7
16
3/a 9,53 32±5 4,4+0,7
Forged eyebolt support. r7I 11, 11 50+10 6,9+1,4
½ 12,70 75+10 10,4±1,4
9
Some removals require the use of lifting fixtures TI 14,29 110+15 15,2±2,0
to obtain proper balance and provide safe handling. 5/a 15,88 150±20 20,7±2,8
¾ 19,05 265+35 36,6±4,8
Use a hoist to remove heavy parts. The weights % 22,23 420±60 58,1 ±8,3
of some components are given in their respective 1 25,40 640±80 88,5+11,1
sections of the manual. 1 1/a 28,58 800+100 110,6±13,8
1¼ 31,75 1000+120 138±16,6
If a part resists removal, check to be certain all 1 3/a 34,93 1200±150 166±20,7
nuts and bolts have been removed and that an 1½ 38,10 1500+200 207+27,7
adjacent part is not interfering.
Taperlock Studs
¼ 6,35 5+2 0,69±0,3
DISASSEMBLY AND ASSEMBLY 5
TI 7,94 10+3 1,4+0,4
When assembling a machine, complete each step 3/a 9,53 20+3 2,8±0,4
in turn. Do not partially assemble one part and start H
7
11, 11 30±5 4,1 ±0,7
qssembling some other part. Make all ajustments as ½ 12,70 40+5 5,5±0,7
recommended. Always check the job after it is com- /I 14,29 60±10 8,3±1,4
pleted to see nothing has been overlooked. 5/a 15,88 75+10 10,4±1,4
¾ 19,05 110+15 15,2±2,0
Recheck the various adjustments by operating the
3/a 22,23 170+20 23,5±2,8
machine before returning it to the job. 1 25,40 260±30 35,9±4,1
11/a 28,58 320+30 44,2±4,1
PRESSING PARTS 1¼ 31,75 400±40 55±5,5
When pressing one part into another, use 9M3710 13/a 34,93 480+40 66±5,5
Anti-Seize Compound or a molybdenum disulfide 1½ 38,10 550+50 76±7
base compound to lubricate the mating surfaces. Hydraulic Valve Body Bolts and Nuts
5
Assemble tapered parts dry. Before assembling TI 7,94 13±2 1,8+0,3
parts with tapered splines, be sure the splines are 3/a 9,53 24±2 3,3+0,3
7
clean, dry and free from burrs. Position the parts TI 11, 11 39±2 5,4±0,3
together by hand to mesh the splines before apply- ½ 12,70 60±3 8,3±0,4
ing pressure. 5/a 15,88 118±4 16,3±0,5
T95559-I
Parts which are fitted together with tapered
splines are always very tight. If they are not tight, LOCKS
inspect the tapered splines and discard the part if Lockwashers, flat metal locks or cotter pins are
the splines are worn. used to lock nuts and bolts.

SERVICE MANUAL
GENERAL INSTRUCTIONS
Flat metal locks must be installed properly to be
effective. Bend one end of the lock around the edge
of the part. Bend the other end against one flat sur-
face of the nut or bolt head.
Always install new locks in compartments which
house moving parts.
When installing lockwashers on housings made of
aluminum, use a flat washer between the lock-
washer and the housing.
Correct and incorrect methods of installing flat metal
locks.
~ CORRECT INCORRECT
Correct and incorrect method for lock positioning and
bending.
LINES AND WIRES
When removing or disconnecting a group of lines
or wires, tag each one to assure proper assembly.
LUBRICATION
Where applicable, fill the compartments of the
components serviced with the amount, type and
grade of lubricant recommended in the Operation
and Maintenance Instructions.
RUST PREVENTIVE COMPOUND
Clean the rust preventive compound from all
machined surfaces of new parts before installing
them.
SHIMS
When shims are removed, tie them together and
identify them as to location. Keep shims clean and
flat until they are reinstalled.
lA-5 Group30
Page3
BEARINGS
Anti-Friction Bearings
When an anti-friction bearing is removed, cover
it to keep out dirt and abrasives. Wash bearings in
nonflammable cleaning solution and allow them to
drain dry. The bearing may be dried with com-
pressed air but do not spin the bearing.
Discard the bearings if the races and balls or
rollers are pitted, scored or burned. If the bearing
is serviceable, coat it with oil and wrap it in clean
paper. Do not unwrap new bearings until time of
installation.
The life of an anti-friction bearing will be short-
ened if not properly lubricated. Dirt in an anti-friction
bearing can cause the bearing to lock resulting in
the shaft turning in the inner race or _the outer race
turning within the cage.
Effect of dirt in bearing.
Double Row, Tapered Roller
Double row, tapered roller bearings are precision
fit during manufacture and the components are not
interchangeable. The cups, cones and spacers are
usually etched with the same serial number and let-
ter designator. If no letter designators are found,
wire the components together to assure correct in-
stallation. Reusable bearing components should be
installed in their original positions.
Heating Bearings
Bearings which require expansion for installation
should be heated in oil not to exceed 250° F. (121 °
C.). When more than one part is heated to aid in
assembly, they must be allowed to cool and then
pressed together again. Parts often separate as they
cool and shrink.
Installation
Lubricate new or used bearings before installa-
tion. Bearings that are to be preloaded must have
a film of oil over the entire assembly to obtain ac-
curate preloading. When installing a bearing, spacer
Group30 IA-5
Page4 SERVICE MANUAL
GENERAL INSTRUCTIONS
or washer against a shoulder on a shaft, be sure
the chamfered side is toward the shoulder.
Correct and incorrect installation of spacer.
When pressing bearings into a retainer or bore,
apply pressure to the outer race. If the bearing is
pressed on the shaft, apply pressure on the inner
race.
Preload
Preload is an initial load placed on the bearing
at the time of assembly. Whether a taper roller bear-
ing should have preload could depend on any of
several conditions: rigidity of the housings and shaft,
bearing spread, speed of operation, etc.
The only certain way to determine what a bear-
ing requires, preload or end clearance, is to consult
the disassembly and assembly topic pertaining to
that bearing.
Care should be exercised in applying preload.
Misapplication of preload to bearings requiring end
clearance can result in bearing failure.
Sleeve Bearings
Do not install sleeve bearings with a hammer. Use
a press if possible and be sure to apply the pressure
directly in line with the bore. If it is necessary to
drive on a bearing use a bearing driver or a bar
with a smooth flat end. If a sleeve bearing has an
oil hole, align it with the oil hole in the mating part.
GASKETS
Be sure the holes in the gaskets correspond with
the lubricant passages in the mating parts. If it is
necessary to make gaskets, select stock of the proper
type and thickness. Be sure to cut holes in the right
places. Blank gaskets can cause serious damage.
When removed, always install new cylinder head
and manifold gaskets using recommended gasket
compound on head gaskets to allow uniform sealing.
BRAKE LININGS
Replace brake linings before they have worn
enough to permit the rivet heads to contact and
score the brake drums.
BATTERIES
Clean batteries by scrubbing with a solution of
baking soda and water. Rinse with clear water.
After cleaning, dry thoroughly and coat terminals
and connections with an anti-corrosion compound
or grease.
If a machine is to be stored or not used for a long
period of time, the batteries should be removed.
Store them in a warm, dry place, preferably on
wooden shelves. Never store on concrete. A small
charge should be introduced periodically to keep
the specific gravity rating at recommended level.
SEALS
Duo-Cone Floating Seals
Floating ring seals have highly finished surfaces
and are held together by toric sealing rings. The
flexibility of the toric sealing rings makes the floating
ring seals self aligning and compensates for wear on
the metal faces.
During disassembly, tape the metal floating ring
seals together so they will be kept in matched sets.
Always install the metal floating ring seals in pairs;
that is, two new seals together or two seals that
have previously run together. Never reinstall a used
toric sealing ring.
Handle all parts with care to avoid nicks. File
smooth any parts, other than the sealing faces, that
have nicks that may make assembly difficult or
questionable. Wash off all dirt. accumulation from
used parts. Use a wire brush to clean dirt or rust
from the bore of the seal retainers to assure they
are clean and smooth. Remove all oil or the protec-
tive coating from floating ring seals and retainers
with a nonflammable cleaning solvent. Be sure the
ramp on the retainers and on the floating ring seals
are dry.
Check the ramps for tool marks and nicks. On
used parts, remove dirt or rust deposits from the
ramps. Smooth the surface with emery cloth.
1 2 3 4
.e=___
=======~
T87199
An example of a correct installation of a metal floating
ring seal and toric sealing ring. The illustration shows
the dimension (I) to be checked, the metal floating ring
seal (2), the rubber toric sealing ring (3) and the toric
sealing ring retainer (4). The dimension must be uniform
around the entire circumference of the floating ring seal.
Check the dimension at 90° intervals.
 IA-5 Group30
SERVICE MANUAL Page5
GENERAL INSTRUCTIONS

Install new toric sealing rings or floating ring the seal will be operating. Do not use grease on any
seals. Seat the toric sealing rings uniformly in the seal except a grease seal.
relief of the ring seal. Be sure the toric sealing ring The main parts of a lip-type seal are the case,
is not twisted. It must set straight against the lip sealing element, and garter spring. The picture be-
which keeps it from falling off the floating ring seal. low illustrates the construction of a simple lip-type
Duo-Cone floating seal installation tools are avail- seal. The cross section at the top shows the terms
able for various size seals. "heel" and "toe" used to identify the sides of a
single element seal. With few exceptions, the toe of
SEAL INSTALLING TOOL SELECTION CHART an oil seal with one lip is next to the lubricant that is
DUO-CONE METAL
TORIC
SEAL
sealed. Some seals have a second auxiliary lip,
SEALING which does not carry a garter spring. Use the spring-
SEAL GROUP RING SEAL INSTALLER
RING
loaded lip to orient the installation of such seals.
4K6049 4Kl74 4Kl73 158966
7M481 7M480 7M475 9M5143
5Mll76 4M2621 2M344 8M791 I
5M8647 IM9012 IM9011 8M9395 (15576)
5M1177 4M659 4M660 8M7912
5M7294 4M735 4M736 8M79l3
4D4510 4D4471 4D4472 154320
2M2858 IM3098 1M3097 5M2196
1M8747 8H2229 8H2262 5M2158
1M8746 8H2230 8H2265 5M2160
IM8748 8H2231 6H1309 5M2162
455001 & 751527 455002 & 751528 354672 554275
5K5288 5K5126 5K5129 554276
5K1078 5K1069 5K1075 258027
4D8960 4D8959 4D3472 753128
T93960

If an installer tool is not used, install the toric

sealing ring and floating ring seal as an assembly
by pressing on the toric sealing ring. Use finger pres-
sure only. Be sure the toric sealing ring is seated
uniformly in the recess of both the floating ring seal
and the retainer. Make sure it sets in the bore
straight and against the lip that keeps it from falling
out of the retainer. Do not use a screwdriver or stick
to assemble the toric sealing ring in the retainer.
Use finger pressure only.
Before assembling floating ring seals together,
wipe faces of seals with lint-free tissue to remove
any foreign material and fingerprints. Place one
drop of oil on the cleaning tissue and coat the seal-
ing surfaces of the seals. Be careful to prevent any
oil from contacting the toric sealing ring or its
mating surfaces.
3
Duo-Cone floating seals installed with metal floating ring
seal (2) and toric sealing ring (3) properly positioned.
Lip-type seal construction.
If, during installation, the seal lip must pass over
a shaft that has splines, a keyway, rough surface or
a sharp edge, the lip can easily be damaged. Shim
stock or other such material can be formed around
the area to provide a smooth surface over which to
slide the seal.
HYDRAULIC SYSTEMS
Cleanliness
Dirt and like contaminants in a hydraulic system
affect operation and will result in serious damage
to the system components. Dirty hydraulic systems
are a major cause of machine failures.
Keep the system clean:
.... When removing components of a hydraulic sys-
tem cover all openings in both the component
and the machine .
. . . . If evidence of metal or rubber particles are
found in the hydraulic system, flush the entire
system .
. . . . Disassemble and assemble hydraulic compo-
nents on a clean surface. Clean all metal parts
in a nonflammable cleaning fluid. Then lubri-
cate all components to aid in assembly.

Lip-Type Rubber Seals Safety

Lubricate the lips of lip-type rubber seals before Before servicing any hydraulic system, NEUTRAL-
installation. Use the same type lubricant in which IZE THE HYDRAULIC PRESSURE.
Group30 IA-5
Page6 SERVICE MANUAL
GENERAL INSTRUCTIONS

PROCEDURE: sideration when assembling and positioning the

1. Place all implements (bucket, ripper, dozer, etc.) angled stems.
on the ground. (In some instances a removal After the hoses are installed, follow this proce-
procedure may require the implement to be dure: With the diesel engine running, move the ap-
blocked in a certain position. Consult the re- propriate control levers to move the implement to
moval and installation topics pertaining to that every possible position. Observe the hoses during
implement). the cycle. Then lower the implement to the ground.
Shut off the diesel engine and eliminate any twist-
2. With the engine shut-off, move all the control ing, rubbing and/or excessive drooping of hoses by
levers to all positions to insure there is no pres- rotating the stem of the hoses.
sure in the system.
3. Place all control levers in HOLD position. Hydraulic Fittings
When attached hydraulic equipment is removed Fitting Bodies with Straight Threads and
0-ring Seals
from a machine which will continue to be used, the
hydraulic system lines must be securely blocked. This type of fitting is used in several applications
High pressure protective covers are available. The The tube end of the body will vary in design de-
following chart lists the protective covers for vari- pending upon the application. However, the instal-
ous size hydraulic hoses. One 0-ring seal is required lation procedure of the fitting body into its mating
with each protective cover. boss will be the same. If the tube end of the fitting
body is as illustrated (either elbow or straight body)
APPROXIMATE HOSE SIZE
a presetting procedure is necessary to assemble the
PRO- TWO
0- RING SPLIT
INCHES MILLIMETERS
TECTIVE
SEAL
BOLT
FLANGE
sleeve onto the tube before connecting the tube to
COVER FLANGE
O.D. I.D. O.D. I.D. end. See the topic ASSEMBLY OF SLEEVES ONTO
1.00 .so 25.4 12,7 SH4017 5F7054 5F6804 IH5278 TUBES, TYPE A.
1.06
1.25
.62
.75
26, 9
31, 7
15,7
19,0
857668
5H4013
4J8996
5F1678
--
5F2046
6K3253
2K190
1.50 1.00 38, 1 25,4 SH4019 4F7391 SF2442 1H3305
2.00 1.25 50,8 31,7 SH4020 4F7952 -- 3H3667
2.25 I.SO 57, 1 38, 1 2J2668 7F8267 -- 3H4330

Do not use the thin sheet metal covers designed

for shipping and storage. These covers can rupture
when high pressure is applied.

Sealing Elements
Inspect all sealing elements (0-rings, gaskets,
etc.) when disassembling and assembling the hy-
draulic system components. Install new elements if
necessary.
Hydraulic Lines
When installing metal tubes, tighten all bolts
finger-tight. Then, in this order, tighten the bolts at
the rigid end, the adjustable end, and the mounting
brackets. After the tubes are mounted, install the
hoses. Connect both ends of the hose with all bolts
finger-tight. Position the hose so it does not rub the
machine or another hose and has a minimum of
bending and twisting. Tighten bolts in both cou-
plings.
Due to manufacturing methods there is a natural
curvature to a hydraulic hose. The hose should be
installed so any bend is with this curvature. In case
of replacement hoses with angled-stem, reusable
fittings, the hose curvature must be taken into con-
Typical example of an elbow body assembly. Parts are:
1-End of fitting body (connects to tube). 2-Fitting body.
3-Locknut. 4-Backup washer. 5-0-ring seal. 6-End of
fitting (screws into mating boss).
1. Place the nut, washer and seal as far back on
the fitting body as possible. Hold the compo-
nents in this position and screw the fitting into
its boss until the washer just contacts the face of
the boss.
2. Place the fitting assembly in its correct angu-
lar position by turning the body out (counter-
clockwise), a maximum of 359°. Tighten the nut
finger-tight.
NOTE
If the fitting is a connector (straight fitting), the
hex on the body takes the place of the nut. In-
stall this type fitting by tightening the hex
against the face of the boss.
 IA-5 Group30
SERVICE MANUAL Page7
GENERAL INSTRUCTIONS

3. Install the assembled tube onto the tube end of TypeB

the body, finger-tight. Tighten the nut position- 1. Place the nut and sleeve onto the tube. Install
ing the body. Then tighten the nut on the tube the sleeve so the thick end faces away from the
assembly. body.
2. Install the insert into the tube.
Assembly of Sleeves onto Tubes
Type A
It is necessary to preset this type of sleeve onto
the tube before the tube assembly is installed on
the fitting body.

Typical example of sleeve and insert-type fitting. Parts

are: I-Nut. 2-Tube. 3-Sleeve. 4-Insert. 5-Fitting body.

3. Bottom the tube and insert in the body as

illustrated.
Typical example of a sleeve-type fitting. Parts are: I-Tube.
2-Nut. 3-Sleeve. 4-Presetting tool. 5-Shoulder of tool (4). 4. Tighten the nut 1½ turns past finger-tight.

l. Lubricate the sleeve and the threads on pre- TypeC

setting tool and nut.

NOTE
Presetting tools are commerically available;
however, the fitting body can be used in place
of a presetting tool. If the fitting body is used,
the body should be removed from the machine
to permit satisfactory presetting.

2. Place the nut on the tube with the threaded

end of the nut toward the end of the tube.
3. Place the sleeve onto the tube so the short-
tapered heavy end faces the presetting tool as Typical example of a shear-type fitting. Parts are: I-Nut.
illustrated. 2-Sleeve. 3-Fitting body. 4-Tube.

4. Bottom tube end against shoulder of tool.
5. Assemble the nut to the tool finger-tight. Then
tighten the nut until the threads on the tool
are no longer visible.
6. Remove the tube from the presetting tool.
Check to be certain sleeve does not move
longitudinally. (The sleeve can rotate on the
tube.)
7. When the tube assembly is assembled onto the
fitting body, tighten the nut until the threads
on the body are no longer visible. Refer to
the topic FITTING BODIES WITH STRAIGHT
THREADS AND O-RING SEALS for the installa-
tion of the fitting bodies.
With the nut and sleeve installed loosely in the
body, install the tube through the nut and sleeve
until the end of the tube is seated against the
shoulder in the fitting body.
Grip the tube firmly to prevent twisting or turn-
ing and tighten nut until a slight "give" or de-
creased resistance is felt. The "give" indicates that
the sleeve has been sheared from the nut. Tighten
the nut an additional I½ turns. It is not necessary
to tighten the nut all the way down.
Hydraulic Valves
Examine all valves, valve bores and valve seats
for nicks, burrs and/or scratches. (Rough spots
may be removed with a crocus cloth or fine emery
Group30 IA-5
Page8 SERVICE MANUAL
GENERAL INSTRUCTIONS

cloth.) All valves which operate in bores must slide tons), and one seal compressor. Measure the diame-
freely in their bores. Be certain all passages are ter of the piston to select the correct seal compressor.
clean and open. See the COMPRESSOR SELECTION CHART for the
seal compressor to be used.
Check all springs to be certain they meet the
values listed in the SPECIFICATIONS.
On control valve spools having bolt-retained
centering or return springs, the bolt should be re-
moved while the valve spool is in the valve body.
This procedure will prevent spool distortion and
possible damage to the spool lands.

Solid seal installation tools. Parts identified are: l-4S9181

Expander Assembly. 2-Seal compressor. 3-4S9446
Clamp Assembly.

COMPRESSOR SELECTION CHART

PISTON DIAMETER SEAL COMPRESSOR

(IN INCHES) (IN MILLIMETERS) PART (NO.)

Typical example of removing bolt. I. 50 - 3.00 38, 1 - 76,2 95289

3.00 - 3.25 76,2 - 82,5 459447
Cylinders 3,50 - 3.75 88,9 - 95,2 459448
4.00 - 4.25 101,6 - 107,9 459449
Rod End or Head End 4,50 - 4.75 114,3 - 120,6 459450
5.00 - 5.25 127,0 - 133,3 459451
The "rod end" of a cylinder is that end that has 5.50 - 5.75 139,7 - 146,0 459452
6.00 - 6.25 152,4 - 158,3 459453
the rod extending. 6.50 - 6.75 165,0 - 171,4 459454
7.00 - 7.25 177,8 - 184, 1 459455*
The "head end" is the other end of the cylinder 8.00 - 8.25 203,2 - 209,5 459456*
- the blind end. 9.25 - 9.50 234, 9 - 241,3 459457*
10.25 - 10.50 260, 3 - 266, 7 952419*
The rod end line directs oil to the rod end of the
*TWO 459446 CLAMP ASSEMBLIES REQUIRED.
cylinder to retract the rod. The head end line directs
oil to the head end of the cylinder to extend the rod.
Compressors are marked for nominal ranges
shown in the chart. The actual usable range can be
calculated by reducing the low figure 1/ 16 in. (1,5
mm) and increasing the high figure 3/16 in. (4,7
mm).

This is a cross section of a hydraulic cylinder. Identified

are: 1-Rod end. 2-Head end.

Installation of Solid Seal Assemblies on Pistons

Each solid seal assembly consists of a solid, rub-
ber, inner expansion ring and a solid, plastic, outer
seal. Since these seals are continuous rings (no
split joint), special tools and procedures are re-
quired for installation.
The tools needed to install the outer seals of the
piston seal assemblies are: one 4S9181 Expander
assembly, one 4S9446 Clamp Assembly (two clamp Solid seal assemblies installed on piston. Parts identified
are: 4-Wear ring. 5-Solid, plastic outer seals. 6-Piston.
assemblies are required on the larger diameter pis- 7-Solid, rubber, inner expansion rings.
 lA-5 Group30
SERVICE MANUAL Page9
GENERAL INSTRUCTIONS

1. For ease of seal installation, remove the wear

ring.
2. Install the inner expansion rings on the piston.
3. Measure the diameter of the piston to determine
the diameter to which the seal must be ex-
panded. The outer seals of the seal assemblies
must be expanded .to a diameter slightly larger
than the diameter of piston to allow the seal to
be placed over the piston. Be careful not to over-
expand the seals or they can be ruined.
The tools illustrated compressing seals are: 2-Seal com-
pressor. 3-4S9446 Clamp Assembly.
NOTE
The bars of the expander are graduated, repre-
senting piston diameters. If the seal can be
slipped off the expander when the inside face
of the movable block is at point (A) (indicated
piston diameter) the seal is expanded suffi-
ciently.

4. Place a seal on the expander. Turn the crank

on the expander until the inside face of the
movable block is slightly past point (A). Then
return to point (A). Rotate the seal 90° on the
expander and expand again. Check to see if
the seal will slip off the expander If not, repeat
the procedure, expanding the seal farther each
time, until seal will slip off the expander when
block is returned to point (A).
5. Lubricate the outer seals and place them on
the piston. Install and lubricate the wear ring.
6. Select the applicable compressor from the COM-
PRESSOR SELECTION CHART. Install the clamp
on the compressor. Place the compressor loosely
over the outer seals. Place the compressor on the
piston so the rolled side of the compressor will
be facing the cylinder when the piston is in-
stalled in the cylinder.
This shows the installation of the piston into the cylinder.
8. Place the piston assembly into the cylinder bore
as illustrated; be certain the piston is square in
the bore.
9. Drive on the piston rod until the entire piston
assembly is in the cylinder bore. Remove the
clamp and the compressor.
10. Install the bolts securing the cylinder head to
the cylinder with the piston rod fully extended.
Tighten the bolts to the torque value in the
SPECIFICATIONS.
Pumps
The direction of pump rotation, clockwise (CW)
or counterclockwise (CCW), is the direction the
pump turns when viewed from the drive shaft end.
Refer to the SPECIFICATIONS for the rotation of a
particular pump.
After assembling any pump, lubricate it thor-
oughly. After assembly, the pump must rotate freely
by hand.

This shows the seal on the expander. Illustrated are:
l-4S9181 Expander Assembly. A-Indicated piston
diameter.
7. Slowly turn the handle on the clamp and force
the seals into their grooves. Be certain the seals
are being seated in their grooves as they are
being compressed.
Assembly of Insert Vane-type Pumps
The insert vane-type pump capacity and direction
of rotation will vary with different applications. The
assembly procedure however will be the same.
Before disassembling a pump, mark the pump
body and cover to insure correct assembly with re-
spect to port relationship.
Group30 IA-5
Page IO SERVICE MANUAL
GENERAL INSTRUCTIONS

Assemble the vanes (and inserts) in the rotor

and the rotor into the ring as illustrated. The sharp
edges of the vanes and the arrows on the ring and
rotor must point in the direction of pump rotation
when the cartridge is installed in the pump cover.
Note that the passage (A) and passages (C} are
angled toward the direction of pump rotation.
If new O-ring seals and back-up rings are to be
installed on the pressure plate, they must be in-
stalled as illustrated. Lubricate the components.
Then install the back-up rings so the concave side
faces the mating O-ring seal. This shows the assembly of a typical pump. The rotation
of the pump is clockwise. The parts are: 7-Pump car-
tridge. 8-Pump body. 9-Pins. IO-Pump cover.

FRACTIONS, DECIMALS AND MILLIMETERS

The following table shows fractions and decimals
of an inch and the millimeter equivalents.
INCHES MM INCHES MM
33
*·············· ..........016 0,40 04 ...... .516 13,10
"j), ...............031 0,79 H .............. .531 13,49
lf4 ..... .047 1,19 u...... .547 13,89
'fl'. .........................062 1,59 r\ .......................... .562 14,29
h .......078 1,98 .n
64 .. ···· .578 14,68
This is a typical example of the pump cartridge com•
I, ............. .094 2,38 u ............. .594 15,08
.100 2,54 .600 15,24
ponents. The parts illustrated are I-Inserts. 2-Vanes. Ji
3-Pressure plate. 4-Ring. 5-Rotor. 6-Wear plate. -/:. ...... .109 2,78 J;4 ...... .609 15,48
1/9 ..........................125 3,18 5/9 ......................... .625 15,88
"4 ...... 141 3,57 .4J.
64······ .641 16,27
/, ................156 3,97 H............... .656 16,67
i-¼. ..... 172 4,37 ¾¾ ...... .672 17,07
,\ .....................188 4,76 H ......... .688 17,46
u....... 203 5,16 45
,;;;;: ... :.. .703 17,86
-i,: ................ .219 5,56 H............... .719 18,26
H ...234 5,95 !I..Z
64······ .734 18,65
¼ ..........................250 6,35 ¾ ......................... .750 19,05
H. ...... 266 6,75 4i
J;4 ...... .766 19,45
n_ ................281 7,14 25
:;-,: ................ .781 19,84
u...... 297 7,54 H...... .797 20,24
'fo ...................312 7,94 H .. ····················· .812 20,64
This shows the correct assembly of ring, rotor and vanes. H......328 8,33 H
64······ .828 21,03
A-Passage in ring. B-Sharp edge of vane. C-Passage H................ .344 8,73 H .............. .844 21,43
in rotor. !¾ .......359 9,13 u...... .859 21,83
3/9 ......................... .375 9,53 7/9 .......................... .875 22,23
n.......391 9,92 .H
64······ .891 22,62
.400 10,16 .900 22,86
H ............... .406 10,32 H ................ .906 23,02
u. ..... .422 10,72 u...... .922 23,42
/-. ........................... 438 11,11 H.......................... .938 23,81
n. . . .453 11,51 H...... .953 24,21
H................ .469 11,91 ¾½ ................ .969 24,61
u......484 12,30 u...... .984 25,00
½ ..........................500 12,70 .......................... 1.000 25,40
T93967
This shows the correct installation of the back-up rings
on the pressure plate. D-Back-up rings. E-0-ring seals.

Be certain the pins in the cartridge align with the

holes in the pump cover. The arrow on the pump
cartridge must point in the same direction as the
pump shaft turns.
 9A-IO Group 20.I
Page I

ENGINE
TABLE OF CONTENTS

Section Group
Index ......... 9A-10 30.1
Specifications 9A-10 40.1
Cooling System 9A- 10 70.1
Water Temperature Regulator .. 9A-10 100.1
Fan Group 9A- 10 130.1
Water Pump 9A-10 140.1
Radiator 9A - 10 160.1
Lubricating System 9A-10 170.1
Oil Pan and Oil Pan Plate 9A- 10 180.1
Oil Pump 9A-10 190
Oil Cooler .. 9A- 10 200.1
Oil Filter 9A-10 210.1
Fuel System 9A- 10 230.1
Fuel Supply Equipment 9A-10 240.1
Fuel Injection Equipment 9A-10 250.1
Governor 9A- 10 260.1
Accessory Drive 9A-10 265.1
Air Induction and Exhaust System 9A-10 270.1
Turbocharger (Schwitzer - 4" and 4A) 2A - 10 271
Turbocharger (Schwitzer - 4B) 2A- 10 271.1
Cylinder Head 9A-10 280.1
Valve and Valve Mechanism . 9A-10 290
Front Support 9A-10 310
Timing Gears 9A-10 320.1
Pistons, Rings and Connecting Rods . 9A-10 340.1
Cylinder Liners 9A-10 350
Main Bearings 9A-10 360
Crankshaft 9A- 10 370
Balancer 9A-10 380
Flywheel and Flywheel Housing 9A- 10 390.1
Engine Removal and Installation 9A-10 400
Air Compressor Removal and Installation 9A- 10 420
Air Compressor 9A- 10 421
 NOTES
_______________________________________
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 9A-10 Group 30.1
Page I

ENGINE
INDEX
A F

Accessory Drive Gear 320.1 - 2 Fan Belt and Air Compressor Belt 130.1
Adjustments: Fan Removal 130.1
Fuel Injection Pump Timing Filter:
Dimension Setting 250.1 7 Fuel, Primary 240.1 3
Fuel Rack Setting 260.1 4 Oil 210.1
Governor 260.1 3 Flow of Coolant 70.1
Air Cleaner 270.1 3 Flow of Fuel 230.1
Air Compressor Removal and Installation 420 Flow of Lubricating Oil 170.1
Air Compressor 421 Flywheel 390.1
Air Inlet Manifold 270.1 Fuel:
By-pass 240.1 2
Injection:
B Equipment 250.1
Pumps 250.1 2
Backlash, Timing Gear 320.1 4 Pump Housing 250.1 3
Balancer 380 Pump Lifters 250.1 6
Bearings: Valves 250.1
Connecting Rod 340.1 2 System, Diesel Fuel 230.1
Main 360 Transfer Pump 240.1 I
Breather, Crankcase 210.1 Priming Pump 240.1 2
By-pass:
Fuel 240.1 2
Oil Filter 210.1
G
Gauge:
C Fuel 230.1
Oil 170.1
Camshaft Gear 320.1 4 Gear:
Chambers, Precombustion 280.1 2 Accessory Drive 320.1 3
Cleaner, Air 270.1 3 Camshaft 320.1 4
Cleaning: Crankshaft 370 1
Engine Valves 290 2 Idler 320.l 5
Fuel Injection Valve 250.1 1 Ring, Flywheel 390.1 I
Pistons 340.l Timing 320.1
Temperature Regulator 100.1 Timing Marks 320.1
Clearances and Tolerances 40.1 1 Governor:
Compression Release Mechanism 290 3 Adjustments 260.1 3
Connecting Rods and Bearings 340.1 2 Operation and Lubrication 260.1
Coolers, Oil 200.1 Governor and Fuel Injection
Cooling System 70.l Pump Housing Removal 265.1
Core, Radiator I 60.1
Cover, Timing Gear 320.1 2
Crankshaft 370
H
Crankshaft Pulley 320.l
Cylinder Head 280.1 Head, Cylinder 280.1
Cylinder Liners 350 Heater Pipe, Air Inlet 270.1
Housing:
Flywheel 390.1 1
D Fuel Injection Pump 250.1 3
Governor 260.1
Directors, Water 280.1 2
Drive:
Accessory 265.1 1
Tachometer 260.1 3
Idler Gear 320.1 5
Injection, Fuel 250.1 1
E
Inlet:
Engine Data 40.1 Air Heater Pipe 270.1
Engine Removal and Installation 400 Manifold 270.1
Exhaust Manifold 270.1 2 Valves 290 2
Group30.l 9A-10
Page2 ENGINE
INDEX

L Ring Gear, Flywheel .................. . 390

Lifters: Rings, Piston .................. . 340.l 2
Fuel Injection Pump ... . 250.1 - 6 Rocker Arms, Valve 290 l
Valve . . . . . ...... . 290 - 3 Rod, Connecting .. 340.l 2
Liners, Cylinder 350
Lubricating System 170.1
Lubrication: s
Piston and Ring 340.l
Seals, Liner .. . 350 1
Service Meter ..... . 265.1 2
M Shaft, Accessory Drive 265.l 1
Main Bearings 360 320 3
Manifolds: Specifications .... 40.1 1
Exhaust .... 270.l 2 Springs:
Fuel 230.l 1 Governor 260.l
Inlet ................................... . 270.1 - 1 Valve ... 290 - 2
Oil . . . . . . . . . .................... . 170.1 1
Meter, Service ....... . 265.1 - 2 T

Testing Temperature Regulator 100.l - 1

0 Thrust Bearing, Crankshaft 370 - 2
Oil: Timing:
By-pass Valve .... 210.1 1 Engine Gears .. 320.1 - l
Cooler .. . 200.1 1 Engine Valves 290 3
Filter ............. . 210.1 1 Fuel Injection 250.1 7
Manifold .. . 170.1 Timing Gear Cover 320.1 2
Pan 180.1 - Timing Gears ..... 320.1 1
Pump .............. . 190 Timing Marks . 320.1 1
Operating Difficulties: Tolerances 40.1 1
Engine Coolant Overheating ........... . 70.l Turbocharger 271 1
Engine Fuel System ....... . 230.1 Turbocharger Removal 270.l 1
Engine Lubricating System ............... . 170.1 - 2
Overheating, Coolant .... 70.J. -
V
p Valve:
By-pass, Fuel 240.l - 2
Pan, Oil .. . 180.1 1 By-pass, Oil 210 1
Pistons ... . 340.1 - 1 Inlet and Exhaust 290 2
Piston Rings 340.l - 1 Fuel Injection 250.1 1
Precombustion Chambers 280.1 2 Inspection and Reconditioning 290 2
Pump: Lifters 290 3
Fuel: Operation ................ . 290 1
Injection 250.1 - 2 Pressure Regulator, Oil Pump 190 1
Priming 240.1 - 2 Rocker Arm Assembly .. 290 l
Transfer 240.l 1 Rotators . . . . . ..... 290 1
Oil 190 1 Seat Specifications 40.l 9
Water .... 140.1 1 Stem Bushings 290 3
Pressure, Oil 170.1 2 Timing 290 3
Gauge ...... . 170.1 Valves and Valve Mechanism 290

R
w
Radiator 160.l Water:
Removal and Installation, Engine 400 I Directors, Seal and Ferrules .. 280.1 - 2
Removing Ring Ridge in Cylinder Liner 350 2 Pump ........ . 140.l I
Regulator, Water Temperature 100.l I Seal Replacement ............ . 140.l 3
Release, Compression ........... . 290 - 3 Temperature Regulator .......... . I 00. l I
 9A-I0 Group40.I
ENGINE Page I
SPECIFICATIONS

Specifications
Number of cylinders ... 4
Bore and stroke .. 4.5 X 5.5
Firing order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3-4-2
Accessory Drive
Backlash between accessory drive gear and
accessory drive idler gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .002 - .011 in.
Gear retaining nut torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 lb. ft.
Idler gear:
Backlash between accessory drive idler gear
and camshaft gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .002 - .01 I in.
End clearance . . . . . . . ..... ... .. ... .... ...... .002 - .009 in.
Permissible end clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .018 in.
Bearing bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.000 - 1.001 in.
Bearing clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .001 - .003 in.
Permissible bearing clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . .007 in.
Air Compressor (Bendix Westinghouse)
Belt:
Slack at point midway between pulleys . . . . . . . . . . . . . . . 9/16 - 13/16 in.
Bore and stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . l¾" x 1 5/32"
Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 CFM@ 1250 RPM
Connecting rod:
Connecting rod bearing clearance .................. . .0010 - .0021 in.
Bolt torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 3.33 - 4.16 lb. ft.
Center-to-center distance .......................... . 2.842 - 2.846 in.
Bore in piston pin bearing ......................... . .4380 - .4383 in.
Crankshaft:
Main journal diameter ....................... . .9997 - 1.0000 in.
Main bearing clearance (rear) .. .0008 - .0017 in.
End clearance . . . .............................. . .022 - .067 in.
Connecting rod journal diameter ................ . .8752 - .8748 in.
Cylinder bore:
Diameter ...... . 1.7500 - 1.7510 in.
Piston clearance .. .0010 - .0025 in.
Cylinder head:
Bolt torque . . . . . . . 5.41 - 7.83 lb. ft.
Pistons:
Standard diameter . . . . . . . . . . . . . . 1.7485 - 1.7490 in.
Oversize .. + .010", + .020", + .030"
Piston pins:
Clearance in connecting rod bearing ...... . .0003 - .0008 in.
Clearance in piston . . . .......................... . .0000 - .0002 in.
Piston rings:
Ring gap . . . . .005 - .016 in.
Groove clearance (new ring) .0015 - .0035 in.
Governor setting (in PSI):
Cut-in setting ... . 80 - 85
Cut-out setting .. . 100 - 105
Balancer
Backlash between oil pump idler gear and balancer . . .002 - .006 in.
Backlash between oil pump drive gear and balancer . . . . . . .002 - .006 in.
Bearing journal diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.9734 - 1.9744 in.
Bearing clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0020 - .0050 in.
Permissible bearing clearance . . ........ .008 in.
End clearance . . . . . . . . . . . . . . . . ........... .0035 - .0075 in.
Permissible end clearance ............... .017 in.
Camshaft
Backlash between camshaft gear and crankshaft gear .00 I - .009 in.
Bearing journal diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3105 - 2.3115 in.
Bearing clearance . . .. ............. .. . . . . . . . . . . .001 - .005 in.
Permissible bearing clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .010 in.
Group 40.1 9A-10
Page2 ENGINE
SPECIFICATIONS

End clearance .004 - .009 in .

Permissible end clearance .025 in.
Retaining nut torque 165 - 185 lb. ft.

Connecting Rod
Bearing clearance .. .0032 - .0061 in.
Permissible bearing clearance .012in.
Bolt nut torque 85 lb. ft.
Center-to-center distance 8.999 - 9.001 in.
Piston pin bearing bore . 1.5014 - 1.5020 in.

Crankshaft
Main journal diameter 3.499 - 3.500 in.
Permissible main journal wear . . . . . . . .008 in.
Main bearing clearance (Earlier) .0053 - .0082 in.
Permissible bearing clearance (Earlier) . . 013in.
Main bearing clearance (Later-with lead-tin overlay) . .0030 - .0059 in.
Permissible bearing clearance (Later) .010 in .
End clearance .0110 - .0180 in.
Permissible end clearance .035 in.
Main bearing nut torque 155 lb. ft.
Connecting rod journal diameter 2.999 - 3.000 in .
Permissible journal wear .007 in.
Permissible out-of-round .004 in.
Pulley retaining bolt torque .. 210 - 250 lb. ft.

Cylinder Block
Main bearing original bore dimension 3.8155 - 3.8165 in.

Cylinder Head
Tighten bolts in sequence shown in illustration.
Initial 85 lb. ft.
Final 120 - 130 lb. ft.

(.----.... /'----\\
IC)! ((_) ()
~ ...,_~--n-g-6-8
~ -6 ° 6

l~ 16
0
4
0

T38&52----------
14
0
o
2

0
12
~
5
o
v 18
7
o'
u I
i

CYLINDER HEAD BOLT TIGHTENING SEQUENCE

Cylinder Liner (Use 5F7362 Adapter Plate for Removal)

Inside diameter 4.500 - 4.501 in.
Permissible liner wear (increase in diameter at top
of ring travel) .015 in.
Counterbore dimension in block .400 - .402 in.
Flange thickness .403 - .405 in.

Fan Belt Tension

Slack at point midway between pulleys .. 9/16 - 13/16 in.
Flywheel
Retaining bolt torque 118 - 142 lb. ft.

Flywheel Housing
Retaining bolt torque 60 - 70 lb. ft.
 9A-10 Group 40.1
ENGINE Page3
SPECIFICATIONS

Fuel Injection Equipment

Fuel injection pump timing (before top center) 11°
Fuel injection pump timing dimension setting
(off engine using 2M5219 Gauge) ............. . 4.2655 - 4.2695 in.

LIFTER SETTINGS IN DEGBESS (OFF ENGINE)

LIFTER NO.
(Numbered consecutively) TIMING PLATE DEGREES
front to rear)

l 179½ 0

2 89½0

3 269½ 0

4 359½ 0

TIMING DIMENSION SETTING (OFF ENGINE)

l-1F8747 Plate Assembly.* 2-Lock screw. 3-2M5220
Pointer Assembly. 4-Washer. 5-Bolt.
*On earlier 1F8747 Plate Assemblies the drive shaft
must be replaced with a 2M5218 Shaft Assembly.

CHECKING TIMING DIMENSION SETTING

I-Spacer. 2-2M5219 Gauge. 3-4-5 inch depth
micrometer. A-Timing dimension setting
(without 2M5219 Gauge).
If the reading is less than 4.265 inches (off engine)
replace the spacer (I) with a .004 inch thicker spacer.
If the reading is greater than 4.269 inches (off engine)
replace the spacer (I) with a .004 inch thinner spacer.
Group40.I 9A-10
Page4 ENGINE
SPECIFICATIONS

Fuel injection pump timing dimension setting (on engine

with pistons at top center using 2M5219 Gauge) . . . . . . . 4.2264 - 4.2304 in.
Fuel pump plunger length . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5935 - 2.5937 in.
Permissible wear (decrease in length of plunger) . . . . . . . . . . . . . . . .005 in.
Injection nozzle orifice (use 5B2178 Drill for cleaning) . . . . . . . . . . . . .025 in.
Nozzle retaining nut torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 - 110 lb. ft.
Injection pump retaining bushing torque . . . . . . . . . . . . . . . . . 140 - 160 lb. ft.
Fuel rack:
Bearing bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5007 - .5013 in.
Bearing clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .002 - .003 in.
Permissible clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .005 in.
Camshaft:
Bearing bore . . . . . . . . . . . . . 1.8750 - 1.8760 in.
Bearing clearance . . ........ . . . . . . . . . . . . . .0015 - .0035 in.
Permissible clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .010 in.

Fuel Transfer Pump

Clearance between gears and covers, total .............. . .0010 - .0022 in.
Permissible clearance . . . ............................. . .0035 in.
Bearing bore . . . .................... . .4950 - .4956 in.
Shaft diameter . . . . . . . . . . . . . . . .............. . .4936 - .4938 in.
Bearing clearance . . . . . . . ............ . .0012 - .0019 in.
Permissible bearing clearance . . . ................. . .003 in.
Plunger spring:
Free length . . . ......... . 1.64 in.
Pounds force . . . ... . 2.16 - 2.54
When compressed to .. 1 1/32 in.

Generator 12 V (Delco-Remy 1105129)

Pulley to shaft nut torque .. 75 - 90 lb. ft.
Brush spring tension 16 oz.
Rotation (viewing drive end) Clockwise
Circuit .. A
Field current (80° F.):
Volts 12
Amps 1.54 - 1.67
Output (cold):
Volts 14.0
Amps 24
Approximate RPM 1760

Generator 24 V (Delco-Remy 1105213)

Pulley to shaft nut torque . 75 - 90 lb. ft.
Brush spring tension 16 oz.
Rotation (viewing drive end) Clockwise
Circuit A
Field current (80° F.):
Volts 24
Amps .94 - 1.02
Output (cold):
Volts 28.5
Amps 15
Approximate RPM 1800

Generator Belt Tension

Slack at point midway between pulleys 9/16 - 13/16 in.

Generator Regulator 12 V (Delco-Remy 1119625)

Circuit ... ······ ............. A
Polarity . . . . . . . . . . . . . . . Negative ground
Cut-out relay:
Armature - yoke air gap .020 in.
Point opening .020 in.
Closing voltage range 11.8 - 13.0
Voltage regulator:
 9A-IO Group 40.I
ENGINE Page5
SPECIFICATIONS

Armature - yoke air gap ............................ . .067 in.

Point opening . . . .
Voltage setting range
Current regulator:
Armature - yoke air
Current setting range
. .................................. . .016 in.
(85° F.) ............................ . 14.1 - 14.9
gap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .075 in.
.............................. 22 - 26 amps

Generator Regulator 24 V (Delco-Remy 1119626)

Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A
Polarity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Negative ground
Cut-out relay:
Armature - yoke air gap ....................... . .017 in .
Point opening ...................... . .032 in.
Ciosing voltage range ..... 22.8 - 25.2
Voltage regulator:
Armature - yoke air gap .. .067 in.
Point opening .. .016 in.
Voltage setting range (85° F.) 27.4 - 29.4
Current regulator:
Armature - yoke air gap .075 in.
Current setting range .... 14 - 16 amps

Governor
Backlash between drive gear and driven gear .. .002 - .006 in.

Oil Pump
Clearance between gears and covers, total .002 - .004 in.
Shaft diameter .... .7404 - .7410 in.
Bearing bore .7420 - .7430 in .
Bearing clearance .0010 - .0026 in.
Permissible bearing clearance .005 in.
Idler gear:
Backlash between the idler gear and crankshaft gear .001 - .006 in.
Bearing bore ........ . ....... . 1.2505 - 1.2515 in .
Bearing clearance .0020 - .0036 in.
Permissible clearance .008 in.
Drive gear:
Backlash between drive gear and idler gear .001 - .007 in.

Piston Pins
Clearance in rod bearing .0009 - .0019 in.
Permissible clearance in rod .006 in.
Permissible clearance in piston .. .006 in.

Piston Rings
Piston ring side clearance:
Top ring .0030 - .0041 in.
Intermediate ring .. .0025 - .0036 in.
Oil control ring .0015 - .0035 in.
Permissible clearance (top compression ring) .010 in.
Ring gap:
Top ring .018 - .023 in.
Intermediate ring .016 - .026 in.
Oil ring .013 - .021 in.

Precombustion Chamber
Torque 150 lb. ft.
Glow plug torque 8 - 10 lb. ft.
The precombustion chamber gasket is supplied in two different thicknesses.
With the proper thickness gasket and the recommended torque to tighten the
chambers into the head, the glow plugs and electrical connections will be posi-
tioned in the "go" range. The "go" range is the position in which the glow
plugs will be clear of fuel lines and other points of interference when installed
in the precombustion chamber.
Group40.l 9A-10
Page6 ENGINE
SPECIFICATIONS

The diagram can be used to position the precombustion chambers if new

gaskets are installed.

CENTER
- LI NE OF - ENGINE

147311

PRECOMBUSTION CHAMBER POSITIONING DIAGRAM

Rocker Arm
Bearing bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7260 - .7266 in.
Clearance between shaft and bearing . . . . . . . . . . . . . . . . . . . .0010 - .0026 in.
Permissible clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .008 in.
Retaining bolt torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 lb. ft.

Starting Motor 24 V (Delco-Remy 1113818)

Brush spring tension (minimum) ..................... . 35 oz.
Rotation (viewing drive end) . . . . . . . ...................... . Clockwise
No load test:
Volts .... 23.0
Maximum amps 100
Minimum RPM 8000
Lock test:
Volts ... ... .. ..... ........ ... .. .... 3.0
Maximum amps .. . ····························· ~o
Minimum torque .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 lb. ft.

Timing Gear Housing

Retaining bolt torque 24 - 30 lb. ft.

Turbocharger (Schwitzer - 4" and 4A)

Torque on turbine housing bolts . . ..... ........ .. ... 17 lb. ft.
Torque on compressor housing-to-bearing housing bolts . . . . . . . . . 20 lb. ft.
Torque on compressor cover to compressor housing bolts . . . . . . 8 - 10 lb. ft.
Torque on impeller nut (cold) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 lb. ft.
Clearance between impeller and compressor housing
(Shaft pushed toward impeller end) . . . . . . . . . . . . . . . . . . . . . .020 - .022 in.
End clearance . ........ .. . . . . . . . . . . . . . . . . . . . . . . . . .004 - .006 in.
Permissible end clearance . . . . . . . . . . . . . . . . . . . . . . . . . .008 in.
Journal diameter ... _. . . . . . . . . . . . . . . . . . . . .6862 - .6865 in.
Housing bore diameter:
Earlier (Schwitzer - 4") . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8750 - .8755 in.
Later (Schwitzer - 4A) ......... 1.0625 - 1.0630 in.
Bearing diameter (ID) .......... .6880 - .6883 in.
Bearing diameter (OD):
Earlier (Schwitzer -4") . . . . . . . . . . . . . . . . . . . . . . . .8710 - .8715 in.
Later (Schwitzer - 4A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0585 - 1.0590 in.
Permissible bearing clearance (Satisfactory if compressor
wheel and/or turbine wheel have not rubbed
housing or housings)
Thickness of flat thrust washer .. _..... . .093 - .095 in.
Depth of pocket in flanged thrust bearing .105 - .106 in.
 9A-10 Group40.l
ENGINE Page7
SPECIFICATIONS

Maximum piston ring groove width (Compressor) .............. . .066 in.

Minimum piston ring thickness (Compressor) .................. . .0625 in.
Maximum piston ring groove width (Turbine) .............. . .0665 in.
Minimum piston ring thickness (Turbine) .................. . .062 in.
Turbocharger to manifold bolt torque ..................... . 36 - 44 lb. ft.

Turbocharger (Schwitzer - 4B)

Torque on turbine housing band clamp bolt . . . . . . . . . . . . . . . . . . . . 10 lb. ft.
Torque on compressor back plate to bearing housing bolts . . . . . . 17 lb. ft.
Torque on compressor cover to bearing housing bolts . . . . . . . . 8 - 10 lb. ft.
Torque on impeller nut (cold) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 lb. ft.
Torque on thrust bearing retaining bolts . . . . . . . . . . . . . . . . . . . . . . . . 5 lb. ft.
Clearance between impeller and compressor back plate
(Shaft pushed toward impeller end) . . . . . . . . . . . . . . . . . . . . . .020 - .022 in.
End clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .004 - .006 in.
Permissible end clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .008 in.
Bearing diameter (ID) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6880 - .6883 in.
Bearing diameter (OD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0585 - 1.0590 in.
Permissible bearing clearance (satisfactory if compressor wheel
and/or turbine wheel have not rubbed housing or housings)
Journal diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6862 - 6865 in.
Housing bore diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0625 - 1.0630 in.
Thickness of thrust bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .025 - .026 in.
Thickness of thrust rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .099 - .I 00 in.
Width of groove in sleeve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .128 - .130 in.
Side clearance in groove of sleeve with two piston
rings installed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .002 - .006 in.
Maximum piston ring width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .062 in.
Maximum piston ring groove width (turbine) . . . . . . . . . . . . . . . . . . .068 in.
Turbocharger to manifold bolt torque . . . . . . . . . . . . . . . . . . . . . . 36 - 44 lb. ft.

Valves
Exhaust:
Clearance (hot) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .025 in.
Stem clearance in bushing . . . . . . . .. ... ....... .003 - .005 in.
Permissible clearance with new valve . . . . . . . . . . . . . . .009 in.
Inlet:
Clearance (hot) .... .. ... .. ..... ........... ... .. .. .015 in.
Stem clearance in bushing . . . . . . . . . . . . . . . . . . . . . . . .003 - .005 in.
Permissible clearance with new valve . . . . . . . . . . . . . . . . . . . . . . . . .009 in.

Valve Lifters
Lifter diameter . . . . . . . . . . . . . . . . . 1.1225 - 1.1235 in.
Bore diameter . . . . . . . . . . . . . . . . . . . . . . . . 1.125 - 1.126 in.
Permissible clearance .............. .. ... .. ...... .. .. ..... ... .012 in.

Valve Spring
Pounds force . . . . . . . . . . . . . . . . .......................... . 53¼- 58¾
When compressed to .................................... . 2 5/16 in.

Valve Timing
With valve clearances set correctly hot, dial indicator
mounted above valve stem, reading taken with valve
.075" off its seat:
Exhaust opens (before bottom center) ........................ . 20° 58'
Exhaust closes (before top center) ............................ . 2° 19'
Inlet opens (after top center) ................................. . 0° 15'
Inlet closes (after bottom center) .............................. . 8° 31'

Over
Group 40.1 9A-10
Page8 ENGINE
SPECIFICATIONS

Valve and Valve Seat Specifications

VALVE AND VALVE SEAT SPECIFICATIONS

1-Valve seat. 2-Valve face. A-Valve seat angle. B-Valve guide length. C-Valve seat insert
diameter. Ci-Bore for valve seat insert. D-Valve head diameter. E-Outside diameter of
valve seat face. F-Valve stem diameter. G-Valve guide bore. H-Inside diameter of valve
seat face. J-Valve lip thickness. K-Measurement from top of valve to face of head with
valve seated. L-Depth of bore for valve seat inserts. X-Valve face angle.

INLET EXHAUST
A 30° 30°
B 3.36" 3.36"

C 2.0030"- 1.8780"-
2.0040" 1.8790"

c, 2.0000"- 1.8750"-
2.0010" 1.8760"

D 1.890"- 1.766"-
1.900" 1.776"

E 1.849"- 1.725"-
1.859" 1.735"

F .3715"- .3715"-
.3725" .3725"
-
G .3755"- .3755"-
.3765" .3765"
H I¾" 15/a"
J 3/64" MIN . 3/64" MIN.
K •128" .117"
L .448"-.450" .448"-.450"
X 29¼ 0 29¼ 0

Maximum permissible valve seat width (I) .095 in.

Water Pump
Clearance between impeller and housing .015 - .025 in.
Pulley retaining nut torque .. 118 - 142 lb. ft.

Water Temperature Regulator

Opening temperature for testing (at atmospheric pressure) 173° - 178°

ENGINE
COOLING SYSTEM
Cooling System
A centrifugal-type pump is mounted on the front
face of the cylinder block. The pump and fan pulley
are mounted on the same shaft and are belt driven
from the crankshaft pulley.
COOLING SYSTEM
I-Radiator. 2-Water pump. 3-Water pump air vent'Iine.
4-By-pass. 5-Regulator. 6-Water director. 7-Cylinder
head. 8-Cylinder liner. 9-Cylinder block.
IO-Oil cooler.
Coolant flow from the outlet side of the centrifugal
pump (2) is delivered directly into the cylinder block
(9) through a cored passage in the block, and flows
around the cylinder liners (8) and through water di-
rectors (6) in the cylinder head (7), which direct
coolant to the area around the exhaust valves and
precombustion chambers. From the areas around
the valves and precombustion chambers, the coolant
flows through a cored passage in the head to the
water temperature regulator (5). After the coolant
becomes sufficiently warm, the regulator opens to
permit flow into the radiator (I). Coolant flows down
through the radiator core, during which time it is
cooled by air flowing around the core, and returns to
the suction side of the pump. Thus, the cycle is com-
pleted with the regulator in the open position.
A limited amount of coolant continuously flows
from the forward end of the cylinder head to the
suction side of the water pump through the by-pass
( 4) to assure circulation when the regulator is closed
and to improve regulator response.
The small line (3) between the water pump and
the regulator housing vents air from the pump when
the system is being filled.
9A-IO Group70.I
Page I
When the engine is equipped with a gasoline
starting engine, some coolant is directed from the
cylinder block to the starting engine water jacket
and returns to the diesel engine cylinder head.
Some coolant is directed from the cylinder block to
the oil cooler (10). After passing through the oil cool-
er, the coolant returns to the cylinder block.
OVERHEATING
If difficulty is experienced with the engine over-
heating, check the following possible causes:
1. Coolant Level.
Insufficient coolant in the cooling system. If the
coolant level has been allowed to fall so low
that the coolant is no longer properly circulat-
ing, the engine should be stopped immediately
and allowed to cool before adding coolant. If
there is still good circulation, add make-up cool-
ant slowly while the engine is running. These
precautions will minimize the possibility of
cracking the cylinder head.
2. Fan.
Loose fan be! t.
3. Radiator Clogging - (Externpl)
Accumulation of leaves, mudand debris around
the radiator core. In some cases, these accumu-
lations can be removed by flushing with water
or compressed air from the back of the radiator.
It may become necessary, eventually, to remove
the radiator to clean the core effectively.
4. Water Temperature Regulator.
Failure of water temperature regulator to open.
Check the regulator for opening temperature as
described in the topic, TESTING TEMPERATURE
REGULATOR. Observe the amount of scale de-
posited on the regulator. Too much scale will
obstruct operation. The engine should not be
operated with the regulator removed.
5. Water Pump.
A badly corroded or worn water pump impeller,
or impeller loose on the shaft.
6. Internal Clogging.
Excessive scale or sediment deposits in the oil
cooler, cylinder head or block. Such deposits
can cause serious damage to the engine, by re-
tarding the transfer of heat from the head and
cylinders to the coolant. In such cases, the water
temperature may not be above normal. How-
ever, loose scale and sediment may deposit in
water passages to such an extent that circula-
tion will be retarded, in which case the water
temperature may go above normal.
Group 70.l 9A-10
Page2 ENGINE
COOLING SYSTEM

To check for lime and scale in the cooling sys-

tem, remove one of the precombustion cham-
bers and inspect the surface which comes in
contact with the coolant. To remove hard scale,
follow the directions in accordance with the
Operation and Maintenance Instructions.
7. Continuous Overload.
Operating a machine at full governed speed un-
der a continuous overload, which lugs the en-
gine speed down below its rated speed, may
also cause overheating. As a correction, the load
should be reduced to allow the engine to oper-
ate at rated speed.
8. Altitude.
The altitude at which the machine is operating
should be considered when overheating is en-
countered. The horsepower of the engine is
decreased as the altitude increases. Also, the
boiling point of water is lower at higher alti-
tudes.
9. Water Temperature Indicator.
It may be that the indicator is not registering
correctly. If the indicator is suspected of giving
a false reading, install a new one and check the
reading.
10. Overheating can also be caused by combustion
gases escaping by the precombustion chamber
gaskets or cylinder head gaskets and water
ferrules and seals. The gases can accumulate
in the cylinder head and block or restrict the
flow of coolant through the cooling system. Thus,
the coolant temperature rises rapidly and hot
spots will exist in the cylinder head. The easiest
method of checking for this condition is to care-
fully remove the filler cap and check for air bub-
bles. If air bubbles are present in the cooling
system, check the precombustion chambers for
tightness and, if necessary, replace the gaskets.
 9A-IO Group 100.1
ENGINE Page 1
WATER TEMPERATURE REGULATOR

Water Temperature Regulator 3. When installing the regulator, be sure it is prop-

erly seated in the bore.
A water temperature regulator is used to restrict
the flow of water through the radiator until the 4. Replace the gasket if it is damaged.
engine is at operating temperature. After this, the
function of the regulator is to maintain an efficient TESTING TEMPERATURE REGULATOR
engine operating temperature. The opening temperature of the regulator should
be approximately 176° F. and the regulator should
The temperature regulator within the diesel en-
be fully open at approximately 183° F. The regulator
gine cooling system is designed to give an approxi-
can be tested in the following manner:
mate minimum coolant temperature of 160° F. The
maximum operating temperature will vary accord- 1. Remove the regulator from the regulator hous-
ing to the air temperature and load factor, but ing.
should never exceed boiling temperature at the 2. Insert the regulator in a pan of water as shown.
prevailing altitude.

REMOVAL AND INSTALLATION

1. Drain engine coolant to a level below the regu-
lator.

ij141396
TESTING WATER TEMPERATURE REGULATOR

3. Apply heat to the pan and stir the water to

REGULATOR HOUSING COVER
maintain uniformity.
• Disconnect 4. Observe the opening temperature of the regu-
I-Regulator cover. lator.
If the regulator does not operate correctly, due to
2. Lift out the water temperature regulator. accumulated rust, scale or sludge, it can be cleaned.
See the covering topic, CLEANING TEMPERATURE
REGULATOR.

CLEANING TEMPERATURE REGULATOR

Accumulations of rust, scale and sludge may re-
strict the action of the regulator. This type regulator
can be easily disassembled for cleaning the piston,
which, in many instances, is all that is required to
restore the regulator's service.
Using a tool as illustrated in the line drawing, the
regulator can be disassembled in the following
manner:
1. Place a two-inch piece of pipe (5) with a 13/s"
ID over the power element (4) so the end of the
pipe will contact the ear (9) on the flange (3)
REMOVING TEMPERATURE REGULATOR of the regulator.
Group 100.1 9A-10
Page2 ENGINE
WATER TEMPERATURE REGULATOR

2. Using the pipe, compress the springs with a vise

or arbor press until the straps (2) can be re-
moved.
3. Remove the regulator from the compressing de-
vice and remove the valve plate (1) and the
springs.
4. Remove the retainer washer (7) from the coun-
terbore. It is staked in place in the counterbore.
5. Place a piece of cloth around the exposed por-
tion of the piston (6) to protect it and pull the
piston out of the regulator with pliers. The seal
(8) around the piston will come out with the
piston.
2 3 4 5

PREPARING TO DISASSEMBLE TEMPERATURE

REGULATOR
I-Valve plate. 2-Straps. 3-Flange. 4-Power element. 5-Pipe
(rotated 90° to show slot). 6-Piston. 7-Retainer washer.
8-Seal. 9-Ear.

6. Clean the piston (6) with crocus cloth and lubri-

cate it with water pump grease.
7. Remove the staked metal from the top of coun-
terbore from which the retainer washer (7) was
removed.
8. Place a new seal (8) over the small end of the
piston and install the piston and seal into the
regulator.
9. Replace the washer (7) in the counterbore and
stake it in place.
10. Complete assembly in reverse of disassembly.
 9A-10 Group 130.1
ENGINE Page 1
FAN GROUP

Fan Group
The fan is driven by a V-belt from a pulley on the
crankshaft. The belt and pulleys should be kept
clean of dirt and grease. Accumulations or dirt and
grease will cause overheating and excessive wear.

FAN BELT AND AIR COMPRESSOR BELT

REMOVAL AND INSTALLATION
1. Remove the shields and panels from the right
side.

BELT REMOVAL
5-Notch in shroud.

4. Loosen the fan belt tension adjusting bracket

bolt (3) and remove the fan belt in the same
manner as the air compressor-generator belt.

5. To adjust the fan belt, turn the adjusting bolt

(3) until the approximate force of 25 pounds
exerted midway between the fan pulley and
crankshaft pulley will deflect the belt the
amount listed in the topic, SPECIFICATIONS.
PREPARING TO REMOVE FAN BELT AND Am Lock the adjusting bolt (3) in place.
COMPRESSOR BELT
6. To adjust the air compressor belt tension, move
D Remove the generator against the belt until an approxi-
I-Fan guard. 2-Fan shroud. mate force of 25 pounds exerted midway be-
The hood has been removed for purposes of illustration. tween the pulleys will deflect the belt the
i amount listed in the topic, SPECIFICATIONS.
2. Loosen the generator belt tension bracket (4)
Secure the position of the adjusting bracket (4).
at the generator.
3. Remove the air compressor - generator belt
through the notch (5) in the shroud. FAN REMOVAL AND INSTALLATION

;Sh·.
t4thu
PREPARING TO REMOVE FAN BELT AND AIR
COMPRESSOR BELT
3-Fan belt tension adjusting bolt. 4-Generator belt PREPARING TO REMOVE THE FAN
tension adjusting bracket. I-Fan spider hub. 2-Water pump hub.
Group 130.l 9A-10
Page2 ENGINE
FAN GROUP

Remove the side shield, hood and fan guards.

Mark the spider hub (1) in such a manner that the
hub will be installed with the blades facing the
proper direction.
Remove the bolts which secure the spider assem-
bly to the water pump hub (2).
 9A-10 Group 140.1
ENGINE Page I
WATER PUMP

Water Pump
The centrifugal type water pump is mounted on
the front of the cylinder block. The impeller shaft
(5) carries the pulley (7) and impeller assembly (1)
and rotates in two ball bearings (4) and (6). The
front bearing is held in place in the water pump
housing by a ring on each side of the bearing. The
pulley is pressed on and keyed to the water pump
shaft. The impeller is also pressed on the shaft, but
is not keyed to the shaft.
A carbon-faced, self-adjusting seal assembly (3)
in contact with a ceramic wear washer (2) on the
impeller, prevents water leakage.

The fan and water pump belt is adjusted by posi-

tioning the fan belt tension bracket located on the
front left of the engine.
PREPARING TO REMOVE WATER PUMP
D Remove • Disconnect
1-Fan. 2-Fan guard. 3-Radiator inlet elbow and hose.
4-Air inlet line, 5-Air compressor belt. 6-Fan belt.
7-Air bleed line,

5. See the topic, SPECIFICATIONS, for correct fan

belt tension.

WATER PUMP
I-Impeller assembly. 2-Ceramic wear washer. 3-Carbon-
faced seal. 4-Bearing. 5-Impeller shaft. 6-Bearing.
7-Pulley. 8-Seals.

REMOVAL AND INSTALLATION

1. Drain the coolant from the cooling system.

2. Remove the hood, engine side shields, and en-
gine right panel.
3. Remove the bolts which secure the water pump
to the diesel engine and remove the water
pump as shown.
NOTE
The fan can be left in the radiator shroud after
it is removed from the water pump.
4. Inspect and replace the gasket if it is damaged.
WATER PUMP REMOVAL
DISASSEMBLY AND ASSEMBLY
1. Use an 8H705 Puller and an 8B7560 Step Plate
to pull the pulley (3) from the impeller shaft as
shown.
2. Use an 8H695 Puller and suitable spacer to pull
impeller assembly (5) from the impeller shaft as
shown.
Group 140.1 9A-10
Page2
WATER PUMP
PREPARING TO DISASSEMBLE WATER PUMP
D Remove
I-Plate. 2-Spacer. 3-Pulley. 4-Key. 5-Impeller assembly.
6-Seal. 7-Lock ring. 8-Bearing. 9-Spacer. ID-Lock ring.
11-Shaft and bearing assembly. 12-Seal.
13-Carbon-faced seal.
PULLEY REMOVAL
3. Using a soft hammer, tap on the impeller end of
the impeller shaft until the front bearing (8) is
out of the housing.
4. Use an 8B7548 Push Puller with an 8H663 Bear-
ing Puller Attachment and 8B7560 Step Plate to
pull the front bearing from the shaft as shown.
5. After the bearing and shaft assembly has been
removed, the bearing can be pressed out of the
shaft.
NOTE
To avoid damaging the carbon-faced, self-
adjusting seal, it should be installed after the
shaft and bearings are assembled in the hous-
ing.
ENGINE
IMPELLER REMOVAL
ri1e11•;
WATER PUMP BEARING REMOVAL
6. When pressing the bearing onto the shaft, place
the shielded side of the bearing so it will be
toward the outside of the water pump housing.
7. Install the seal (12) into the housing. Install the
seal so the lip will be toward the impeller.
8. Pack the rear bearing with ball and roller bear-
ing lubricant and install the shaft and bearing
assembly into the water pump housing.
9. Pack the bearing compartment with ball and
roller bearing lubricant.
10. Install the seal (6) with the wiping edge toward
the inside.
11. Prior to installing the pulley make certain the
key is in the shaft. Also make certain the mount-
ing bolts are in place in the water pump hous-
ing.
12. See the topic, SPECIFICATIONS, for the proper
pulley retaining nut torque.
 9A-IO Group 140.I
ENGINE Page3
WATER PUMP

13. Press the impeller onto the shaft. See the topic,
SPECIFICATIONS, for the correct impeller to
housing clearance.
INSTALLING IMPELLER ASSEMBLY
WATER PUMP SEAL REPLACEMENT
Water leaking from the drain opening on the bot-
tom of the pump housing indicates that the water
seal assembly should be replaced.
Inspect the ceramic bearing surface on the impel-
ler which contacts the carbon thrust washer. The
contact surface must be smooth and free of rough-
ness or nicks.
all retained in a seal cup (5) by the seal retainer (3).
The carbon thrust washer (I) is cemented to the flex-
ible seal (2). The entire assembly must be replaced
as a unit and is pressed in the water pump housing.
It is not necessary to completely disassemble the
pump to replace the water seal. The seal can be re-
moved by bending the flange on the seal and prying
out, being careful not to damage the shaft or the
bore in the housing.
When installing a new seal assembly, coat the
seal cup and housing bore with a suitable com-
pound or lubricant to avoid shearing the brass cup
and also to provide a positive seal against water
leakage. Make sure the brass cup bottoms squarely
in the bore so the carbon washer will bear evenly
against the ceramic seal on the impeller.
After the seal is installed, see that the carbon
thrust washer moves freely under finger pressure.

INSPECTING BEARING SURFACE ON IMPELLER

The seal assembly consists of a carbon thrust

washer (I), a flexible seal (2), and a seal spring (4)

T27882 4
SEAL ASSEMBLY
I-Carbon thrust washer. 2-Flexible seal. 3-Seal retainer.
4-Seal spring. 5-Seal cup.
 NOTES
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ENGINE
RADIATOR
Radiator
REMOVAL AND INSTALLATION
1. Remove the hood and side shields.
2. Drain the cooling system. See the covering topic
in the Operation and Maintenance Instructions
PREPARING TO REMOVE RADIATOR
D Remove • Disconnect
I-Upper hose. 2-Mounting bolts. 3-Fan guard. 4-Shroud
assembly. 5-Lower hose.
3. Attach a suitable hoist and remove the radiator.
RADIATOR REMOVAL
9A-I0 Group ISO.I
Page I
NOTE
Tilt the top of the radiator toward the front of
the Traxcavator to achieve clearance for re-
moval.
4. Prior to installation, inspect and replace all
damaged gaskets and hoses.
5. Fill the cooling system in accordance with the
applicable topic in the Operation and Main-
tenance Instructions.
DISASSEMBLY
Remove the overflow tube from the fitting (1).
PREPARING TO DISASSEMBLE RADIATOR
D Remove
I-Overflow fitting. 2-Top tank. 3-Bottom tank.
ASSEMBLY
Prior to assembling the radiator, clean the core
of all accumulations of debris by using water or
compressed air. The inside of the radiator core, bot-
tom tank, and top tank should be cleaned with a
solution of sal soda.
 NOTES
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 9A-10 Group 170.1
ENGINE Page I
LUBRICATING SYSTEM

Lubricating System

1 2 4

7 8

13

- PRESSURE OIL
142496 16 1ZZE3 RETURN AND SUMP 01 L 17
FLOW OF LUBRICATING OIL (SCHEMATIC)
I-Air compressor. 2-Rocker arm shaft. 3-Turbocharger oil supply line. 4-Turbocharger oil
return line. 5-Air compressor mounting bracket. 6-Oil pressure gauge. 7-Camshaft front
bearing. 8-Passage from oil manifold to rocker arm shaft. 9-Oil cooler. ID-Oil filter. 11-Oil
spray orifice. 12-Main bearing. I3-Balancer bearing. I4-Oil distribution manifold.
IS-Oil pump. IS-Oil pan. I7-Oil scavenge tube.

The oil pump (15} contains a scavenge pump and
a pressure pump. Oil that does not return to the oil
pan (16} is collected through the scavenge tube (17}
and dumped into the oil pan. Oil is then pumped
from the oil pan to the oil cooler (9} and to the oil
filter (10}. After the oil passes through the oil filter,
it enters the oil distribution manifold (14}. The oil
distribution manifold supplies lubricating oil to the
balancer bearings (13}, main bearings (12}, cam-
shaft front bearing (7), oil spray orifices (ll), air
compressor (I) and the passage (8). The oil spray
orifices spray oil on the pistons which has a cooling
effect on the pistons plus providing lubricant for the
cylinder walls and piston pins. The intermediate and
rear camshaft bearings are splash lubricated.
The connecting rod bearings receive lubrication
from the same source as the main bearings through
passages drilled in the crankshaft.
The passage which supplies lubricating oil to the
rocker arm shaft (2) from the oil distribution mani-
fold is located in the rear of the cylinder block. This
passage supplies lubricating oil to the turbocharger
through the turbocharger oil supply line (3). The
fuel injection pump is also lubricated through a
line connected to the same passage. Pressure oil to
the oil pressure gauge (6) is supplied from this
passage.
Group 170.1 9A-10
Page2 ENGINE
LUBRICATING SYSTEM

Oil that passes bearings and oil sprayed by the

spray orifices returns to the diesel engine oil pan.
Oil is returned from the turbocharger through the
turbocharger oil return line (4). Oil from the air
compressor drains into the _timing gear compartment
through a passage in the mounting bracket (5).

OIL PRESSURE
When the engine is warm and operating at rated
speed, the gauge should register in the "operating
range." A lower pressure reading is normal at low
idling speeds.
If for any reason the oil gauge registers no pres-
sure, the engine should be stopped immediately un-
til the difficulty can be determined and corrected.
A small orifice in the gauge connection prevents
rapid gauge fluctuation. This orifice should be
checked for dirt, in the event the gauge becomes
inoperative.
If the oil pressure gauge indicates low or no oil
pressure, check for the following:
1. Low oil level.
2. Clogged oil filter.
3. Defective oil gauge, or a clogged or broken
tube to the gauge.
4. Clogged oil pump screen.
5. Leaking connections.
6. Loose bearings.
7. Pressure regulating valve worn or stuck open,
thus allowing oil to be by-passed into the oil
pan.
8. Worn oil pump gears.
9. Clogged oil cooler, possibly causing excessive-
ly high oil temperatures, resulting in low vis-
cosity and consequently low oil pressure.
 9A-10 Group 180.1
ENGINE Page I
OIL PAN AND OIL PAN PLATE

Oil Pan and Oil Pan Plate

OIL PAN REMOVAL AND INSTALLATION
The oil pan can be removed after the engine has
been removed from the Traxcavator.
1. Drain the lubricant from the diesel engine.
2. Remove the diesel engine from the Traxcavator
and mount the engine on an engine positioning
stand.
3. If the diesel engine is equipped with a gasoline
starting engine, disconnect the starting engine
lubricant elbow at the oil pan.
4. Remove the bolts which secure the oil pan (1) PREPARING TO REMOVE THE OIL PAN PLATE
to the oil pan plate, cylinder block and timing
gear cover and remove the oil pan. D Remove • Disconnect
l-Suction bell. 2-Scavenge elbow. 3-Oil pan plate.

Remove the bolts which secure the oil pan plate

(3) to the cylinder block and remove the oil pan
plate as shown.

PREPARING TO REMOVE THE OIL PAN

l-Oil pan.

5. Prior to installation, inspect and replace all

damaged seals and gaskets.
6. Install the pan by using guide pins to guide the
pan into place.
7. Install the diesel engine in the Traxcavator.
8. Refill the oil pan with lubricant in accordance
with the Operation and Maintenance Instruc-
tions. REMOVING THE OIL PAN PLATE

OIL PAN PLATE REMOVAL AND INSTALLATION

Prior to installation, inspect and replace the gas-
Remove the oil pan. See the covering topic. ket if it is damaged.
 NOTES
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ENGINE
OIL PUMP
Oil Pump
INTRODUCTION
The oil pump is mounted on the bottom face of the
cylinder block at the front of the engine. The pump
is a two-section, positive displacement, gear-type
pump. The rear set of gears scavenges oil from the
rear of the engine and dumps it into the oil pan
sump. The front set of gears supplies pressure lubri-
cation to the engine through passages in the cylin-
der block.
BY PASS VALVE (SCHEMATIC)
I-Plunger. 2-Spring.
The pump is the outlet pressure control by-pass
valve type. A by-pass valve is contained in the
pump support body. This valve consists of a spring
(2) and plunger (I) which regulate the oil pressure
at 35-45 PSI. When the pressure of the oil overcomes
the force of the spring, the plunger is unseated,
dumping oil, thus maintaining a uniform oil pres-
sure.
A tube (6) from the pressure side of the pump to
the oil pump idler gear stub shaft furnishes lubrica-
. . ·T52AU
OIL PUMP DRIVE AND TIMING MARKS
A-Drive gear to idler gear mark. B-Idler gear to crank-
shaft mark. D-Idler gear to right side balancer mark.
H-Drive gear to left side balancer mark. 3-Idler gear.
4-Stub shaft. S-Oil pump drive gear.
6-Tube.
9A-10 Group 190
Page I
tion for the idler gear bearings on earlier engines.
Later engines supply filtered oil to the idler gear
bearings through a tube (7) from the right side
mounting bracket to the idler gear support. The oil
pump drive gear (5) is driven by the idler gear (3)
which is a slip fit on the stub shaft (4). The stub
shaft is pressed into the oil pump mounting bracket.
The idler gear (3) is held in place on the stub shaft
by a boss on the inside of the timing gear housing.
The idler gear is driven by the crankshaft gear. The
idler gear is also timed to the oil pump drive gear
(5) with letters (A) stamped on the idler gear and
the oil pump gear.
The two balancer shafts must be timed to the
engine. Letter (D) on the idler gear is timed to letter
(D) on the balancer gear on the balancer shaft locat-
ed on the right side. Letter (H) on the oil pump drive
gear is timed to letter (H) on the balancer shaft
located on the left side.
IDLER GEAR BEARING OIL SUPPLY TUBE
(Later Engines)
7-Tube.
BY-PASS VALVE
REMOVING BY-PASS VALVE
0 Remove
I-Flange. 2-Spring. 3-Plunger.
Group 190 9A-IO
Page 2 ENGINE
OIL PUMP

The by-pass valve can be removed without remov- 1. Before the pump drive shaft can be removed
ing the oil pump. Drain the oil and remove the oil from the pump body, it is necessary to remove
pan. the key.
The valve may fail to function properly if foreign
material gets between the plunger and the seat.
After cleaning the contact surfaces, check that the
seat is smooth and flat, and that the sealing surfaces
of the plunger are in good condition. If the valve is
functioning properly, the oil pressure should vary
only slightly as the engine speed changes.

REMOVAL AND INSTALLATION

1. Drain the oil and remove the oil pan.
2. Turn the diesel engine flywheel to TC 1 and 4
with No. 1 cylinder on compression stroke.
3. Install two locating bolts in the threaded holes
(I) in the oil pan plate (2) and lock the balanc-
ers (5) in place.
4. When removing the oil pump, be sure to keep
the same shims under each of the mounting PREPARING TO DISASSEMBLE OIL PUMP
brackets on the body assembly. When installing
the oil pump, shim if necessary to obtain back- D Remove
lash as indicated in the topic, SPECIFIC ATIO NS, I-Flange over by-pass plunger and spring. 2-Scavenger
pump body. 3-Suction bell, 4-Idler gear.
at points located by timing marks D-D and H-H.

DISASSEMBLING SCAVENGER OIL PUMP

D Remove
5-Spring. 6-Plunger. 7-Drive gear. 8-Spacer.
9-Driven gear.

PREPARING TO REMOVE THE OIL PUMP

D Remove • Disconnect
I-Balancer lock bolt holes. 2-Oil pan plate. 3-Elbow. 4-Oil
pump. 5-Balancer shafts. 6-Idler gear. 7-Oil
pump drive gear.

5. Inspect the scavenge inlet elbow 0-ring seal

and replace it if it shows any sign of damage.
6. When installing the oil pump, make sure the
idler gear (6) is timed to drive gear (7), and
that each of these gears is timed to the balancer
shafts as described in the previous topic.
DISASSEMBLING OIL PUMP
DISASSEMBLY
See the topic, BY-PASS VALVE, for an alternate D Remove
removal of the flange {I), spring (5) and plunger (6). 10-Pin. 11-Gear. 12-Shaft assembly.
 9A-10 Group 190
ENGINE Page3
OIL PUMP

2. Inspect the bearings in the pump body assembly
for excessive wear and replace if necessary. See
the topic, SPECIFICATIONS.
3. Ordinarily, oil pump gears should not have to
be replaced unless they have worn sufficiently
to cause a considerable drop in oil pressure or
unless they have been damaged. The gear (14)
and its key are removable from the shaft by re-
moving the spring pin (13) or (C).
4. Using a 1/s" drill, clean the hole (B) that has
been peened to retain the pin (C). Drill the gear
at point (A) to gain access to the pin (C).
inches. Install a new pin and peen the gear over the
end of the pin at point (B).
CAUTION
The end of the pin should not protrude beyond
the surface of the gear. Any roughness at (A)
or (B) caused by drilling or peening should be
removed.
Replace all worn or damaged parts, and assemble
the pump. Check that the shafts turn freely with no
binding or drag on the gears.
NOTE
If the gears bind, loosen the nuts and bolts
slightly and relocate the pump bodies by tap-
ping them lightly until the shafts turn freely.

REPLACING GEAR AND PIN

13-Spring pin. 14-Gear.

5. Using a drift pin through the hole drilled at (A),

drive the pin (C) from the gear and shaft, and
remove the gear and the key from the shaft.
A

REMOVING PIN FROM DRIVE GEAR

A-Point to be drilled. B-Hole to be opened. C-Pin.

ASSEMBLY
When a new drive shaft and gear are to in-
stalled, place the key in the shaft and press the gear
on the shaft until the holes in the shaft and gear are
in alignment. Using these holes as a guide, drill a
1/s" hole into the gear and shaft to a depth of I 3/16
B

T&aes

INSTALLING DRIVE GEAR PIN

A-Undrilled portion of gear at bottom of hole.
B-Portion of gear peened to hold pin in place.
 NOTES
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 SA-IO Group 200.I
ENGINE Page I
OIL COOLERS

Oil Coolers
The torque converter oil cooler and engine oil
cooler are mounted on the left side of the engine.
Coolant from the cylinder block circulates through
the housing in which the torque converter oil cool-
ing core and engine oil cooling core are mounted.

REMOVAL AND INSTALLATION

1. Remove the side plates on the right side of the
Traxcavator.
2. Drain the diesel engine cooling system.
3. Drain the oil from the filter housing and line by
removing the plug (6).
REMOVING DIESEL ENGINE OIL COOLING CORE

3. Remove the bolts which secure the torque con-

verter oil cooling core to the oil cooler housing.
4. Remove the core as shown.

PREPARING TO REMOVE OIL COOLER
0 Remove • Disconnect
I-Level gauge clip. 2-Diesel engine oil cooler inlet line.
3-Diesel engine oil cooler outlet line. 4-Torque converter
oil cooler outlet line. 5-Torque converter oil cooler inlet
line. 6-Drain plug.
4. Support the weight of the oil cooler and remove
the bolts which secure it to the diesel engine
cylinder block.
5. Remove the oil cooler.
6. Prior to installation, inspect and replace all dam-
aged seals and gaskets.
DISASSEMBLY AND ASSEMBLY
1. Remove the bolts which secure the diesel en-
gine oil cooling core to the oil cooler housing.
2. Remove the core as shown.
TORQUE CONVERTER OIL COOLING CORE REMOVAL
5. Prior to assembly, inspect and replace all dam-
aged gaskets.
6. The torque converter oil cooling core openings
are marked "inlet" and "outlet". Install the core
with the inlet opening to the right.
CAUTION
Two different gaskets seal the cooler core when
installed. The gasket with the dividing strip in
the middle must be installed between the cover
and the core header plate to prevent oil from
bypassing the cooler and causing the engine to
overheat. The gasket with no center strip is in-
stalled between the core and the cooler housing.
 NOTES
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 9A-IO Group 210.1
ENGINE Page 1
OIL FILTER

Oil Filter
FLOW OF OIL THROUGH THE OIL COOLER.
BASE AND OIL FILTER

Unfiltered oil· is delivered by the oil pump (6)

through a passage in the cylinder block and then
through an external line into the oil cooler (1). The
unfiltered oil is cooled and then flows through an
external line to a passage in the filter base (S) and
then to the oil filter (3). The oil is filtered as it passes
through the filter element (2). The filtered oil is trans-
mitted through the passage ( 4) in the filter base to
the engine oil distribution manifold.
PREPARING TO REMOVE OIL FILTER GROUP
2
D Remove
I-Oil cooler outlet line. 2-Oil filter assembly.
3-Drain plug.

DISASSEMBLY
Unscrew the cover assembly (4) and remove the
filter element (3) and case (2), after removing the
retaining bolts, from the base ( 1).

7
FLOW OF OIL THROUGH OIL COOLER. BASE AND
OIL FILTER (SCHEMATIC)
I-Oil cooler. 2-Filter element. 3-Oil filter. 4-Passage.
5-Filter base. S-Oil pump. 7-Oil filter by-pass valve.

If the oil filter should become restricted, excessive

pressure will unseat the oil filter by-pass valve (7).
OIL FILTER DISASSEMBLY
permitting the oil to by-pass the filter and flow di-
rectly into the engine.
D Remove

I-Filter base. 2-Filter case. 3-Filter element.

4-Cover assembly. 5-By-pass valve. 6-Spring.
7-Plug.

REMOVAL AND INSTALLATION

Remove the plug (3) and drain the oil from the
filter. COVER DISASSEMBLY

Prior to installation, replace any damaged gaskets

D Remove
8-Clip. 9-Retaining plate. ID-Spring. 11-O-ring seal.
or O-ring seals. I2-Washer. 13-Screw.
Group 210.1 9A-10
Page2 ENGINE
OIL FILTER

Prior to assembly, inspect and replace the O-ring

seal if damaged.

ASSEMBLY
1. Clean the filter parts thoroughly.
2. Inspect the by-pass valve plunger and the sur-
face against which it seats in the filter base, and
replace the plunger if worn or damaged.
3. Replace any seals or gaskets which are not in
good condition.
4. Assemble the filter assembly in the reverse or-
der of disassembly.

CRANKCASE BREATHER
The crankcase breather (I) is located at the rear :-~

left side of the diesel engine. The breather can be

disassembled for cleaning by removing the wing
nut.

CRANKCASE BREATHER
I-Crankcase breather.

ENGINE
FUEL SYSTEM
Fuel System
The fuel transfer pump (10) delivers fuel from the
supply tank (1) to the fuel filter housing (11). The
fuel is filtered prior to reaching the fuel filter hous-
ing by the primary fuel filter (8).
A spring loaded by-pass valve (6) in the fuel fil-
ter housing limits the maximum pressure of the fuel
within the housing to approximately 15 PSI. When
the pressure of the fuel within the housing exceeds
15 PSI, the by-pass valve is forced open thus allow-
ing the fuel to return to the fuel supply tank through
the return line (7).
After passing through the fuel filter, the fuel flows
into the fuel manifold (9) which distributes fuel to
the fuel injection pumps (3).
A cam-actuated injection pump for each cylinder
forces fuel through an injection line to the proper
injection nozzle (2). A definite quantity of fuel is
forced into the precombustion chamber by the in-
jection pump at the proper time.
One air vent valve (5) is provided to vent the air
from the fuel system. It is located on the filter hous-
T59786 7 8 9 10
FLOW OF FUEL (SCHEMATIC)
1-Fuel supply tank. 2-Fuel injection nozzle. 3-Fuel injec-
tion pump. 4-Fuel pressure gauge. 5-Vent valve. &-By-
pass valve. 7-Fuel return line. 8-Primary fuel filter. 9-Fuel
manifold. 10-Fuel transfer pump. 11-Fuel filter housing.
9A-10 Group 230.I
Page I
ing cover between the filter and the injection pumps.
When the vent valve is opened and fuel is caused to
flow through the system by the action of either the
transfer pump or a priming pump, air escapes
through a vent line.
When the fuel system is vented, the bleed valve
should be left open until a solid stream of fuel flows
out the drain tube indicating that all air has been
bled from the system.
The fuel pressure gauge ( 4) is connected to the
fuel filter housing. Lack of pressure on the gauge in-
dicates difficulty in the supply side of the system.
This could be caused by an empty diesel fuel tank,
a closed shut-off valve at the tank, clogged filter,
dirt under the by-pass valve, open vent valve, a
faulty transfer pump or gauge.
To eliminate the possibility of a clogged filter
causing a low fuel pressure gauge reading, install
a new filter element.
Air in the system or water in the fuel can also be
responsible for the engine firing irregularly or fail-
ing to start.
If, after eliminating the above possibilities, there
still seems to be something wrong with the fuel sys-
tem, check the injection side of the system. Fuel
injection pumps and fuel injection valves can be
checked as described later.
Many times the fuel system is blamed when the
fault lies elsewhere. A smoky exhaust may be
caused by faulty fuel injection valves. But it can also
be caused by a dirty air cleaner, overloading at
high altitude, or badly worn piston rings.
11 Irregular firing can be caused by faulty fuel in-
jection valves. It can also be caused by the burning
of excessive lubricating oil escaping past worn
piston rings, or new rings which have not become
fully seated.
 NOTES
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 9A-10 Group 240.1
ENGINE Page I
FUEL SUPPLY EQUIPMENT

Fuel Supply Equipment

FUEL TRANSFER PUMP
The gear type fuel transfer pump is driven by a
gear machined on the accessory drive shaft.

Removal and Installation FUEL TRANSFER PUMP DISASSEMBLY

0 Remove

8-Drive shalt assembly. 9-Gasket. IO-Seal. II-Retainer.

12-Spring. J.3-Retainer. 14-Seal.

When assembling the pump, install the gear with

the grooved side facing the nut.

, ~/ - ,~ - , I 15

PREPARING TO REMOVE FUEL TRANSfER PUMP

D Remove • Diac:onnec:t
I-Bolts. 2-Bolts. 3-Fuel transfer pump. 4-Fuel pnmmg
pump supply line. 5-Fuel supply line 6-Fuel drain line.
FUEL TRANSFER PUMP BEARINGS
IS-Bearing. IS-Bearing.
The fender and air cleaner have been removed
for purposes of illustration. FUEL FILTER HOUSING
Inspect and replace all damaged gaskets. Removal and Installation

Disassembly and Assembly

Use an 8H695 Puller and a suitable step plate to
remove the gear (6) from the shaft.

FUEL TRANSFER PUMP DISASSEMBLY

D Remove
I-Cover. 2-Idler gear. 3-Gasket. 4-Seat assembly.
5-Key. 6-Gear. 7-Nut.
PREPARING TO REMOVE THE FUEL FILTER
The bearing (15) in the pump body and the bear-
ing (16) in the seat assembly can be pressed out
0 Remove • Disconnect

and replaced if worn or damaged. Install the bear- I-Fuel pressure gauge line. 2-Fuel filter housing. 3-Fuel
drain line. 4-Fuel by-pass line. 5-Adapter. 6-Priming
ings with the tapered edges toward the seals. pump line.
Group 240.1 9A-10
Page2 ENGINE
FUEL SUPPLY EQUIPMENT

Remove the fuel transfer pump. See the covering

topic.

NOTE
If the engine is equipped with a fuel pnmmg
pump, the pump and the filter housing are re-
moved as a unit.

Remove the fuel filter housing (2) by sliding it

toward the front of the engine to clear the adapter
(5).

Prior to installation, inspect and replace any dam- BY-PASS VALVE HOUSING
aged seals and gaskets. 3-Plunger stop.

FUEL BY-PASS FUEL PRIMING PUMP

The fuel transfer pump supplies more fuel than is
Removal and Installation
required for engine operation. The fuel by-pass
valve prevents excessive pressure within the fuel Remove the nut (6).
system. The by-pass valve may fail to function prop-
erly if dirt gets between the plunger and the seat. Disconnect the tube (3).
If the plunger is not seating properly, there will be
When installing the fuel priming pump, connect
little, if any fuel pressure. If the plunger sticks tube (3) before tightening nut (6).
closed, the pressure will be excessive but will not
show on the gauge.
The by-pass valve assembly is installed in the
by-pass valve housing.

Removal and Installation

Clean the contact surfaces. See that the seat is
smooth and flat and that the sealing surface of the
plunger is in good condition.

FUEL PRIMING PUMP REMOVAL

0 Remove • Disconnect
1-Plunger. 2-Nut. 3-Tube. 4-Pump housing. 5-Nut.
6-Nut. 7-Inlet line.

·t 4'.U 3
NL,M <H.,..wt,,,,i,,,,(\s. Disassembly and Assembly
PREPARING TO REMOVE THE BY-PASS VALVE
The oulet check valve may be removed by remov-
0 Remove • Disconnect ing screw (5).
1-By-pass valve housing. 2-Fuel by-pass line.
The inlet check valve may be removed by remov-
ing screw (3).
At the time of installation, make certain the plung-
er stop (3) is in place in the by-pass valve housing. When assembling the plunger to the pump hous-
Carefully install the plunger and spring into the by- ing, inspect the O-ring seals (1), check valves under
pass housing. the screws (5) and (3) and replace if necessary.
 9A-10 Group 240.I
ENGINE Page 3
FUEL SUPPLY EQUIPMENT

FUEL PRIMING PUMP DISASSEMBLY

D Remove
1-0-ring seals. 2-Hose. 3-Screw. 4-Tube. 5-Screw.

PRIMARY FUEL FILTER

The primary fuel filter is mounted on the inside of
the left frame directly in front of the radiator.

Removal and Installation

Disconnect the lines at the primary fuel filter.
Remove the bolts that secure the filter to the
mounting bracket and remove the filter assembly.

Disassembly and Assembly

Unscrew the nut (I} and separate the case (9)
from the cover (3).

PRIMARY FUEL FILTER DISASSEMBLY

D Remove
I-Nut. 2-Washer. 3-Cover. 4-Ring. 5-Element. 6-Ring.
7-Plate. 8-Spring. 9-Case.

Prior to reassembly, replace the seal in the cover

if necessary.
 NOTES
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 9A-IO Group 250.I
ENGINE Page I
FUEL INJECTION EQUIPMENT

Fuel Injection Equipment
The most likely causes for faulty fuel injection
performance are:
1. Air in the fuel system.
2. Low fuel supply.
3. Water in the fuel.
4. Clogged fuel filter.
5. Insufficient fuel transfer pump pressure.
If these conditions are checked and corrected and
the engine still does not perform properly, the fuel
injection equipment should be checked.
CHECKING FUEL INJECTION EQUIPMENT
Before removing a fuel injection pump or valve
for testing on an engine that is missing or puffing
black smoke at the exhaust, a simple check can be
made to determine which cylinder is causing the
difficulty. With the engine running at a speed which
makes the defect most pronounced, momentarily
The body and the nozzle assembly can then be
lifted out. The nozzle assembly is only finger-tight
on the body.
The operation of the engine will be affected if
the orifice in the nozzle becomes partially filled with
carbon.
A wire brush or wheel should not be used to
clean carbon from the orifice in the nozzle. This
method of cleaning is far too harsh and tends to
damage the orifice. A damaged orifice impairs the
fuel spray characteristics of the injection valve, re-
sulting in a decrease in engine performance.
When installing a fuel injection valve, always
check the seats of both the nozzle and the pre-
combustion chamber.
Tighten the nut (4) to the torque value listed in
the topic, SPECIFICATIONS, to assure proper seat-
ing of the nozzle assembly. Excessive tightness will
damage the nozzle. Excessive looseness will allow
the nozzle to leak and in some instances cause the
nozzle case to bulge or split.

·--------
loosen the fuel line nut in the injection pump suf-
ficiently to "cut out" the cylinder. Check each cylin- 2
der in the same manner. If one is found where
loosening makes no difference in the irregular opera-
tion of the engine, or causes puffing of black smoke
3
at exhaust to cease, probably the pump and valve
for only that cylinder need be tested.

FUEL INJECTION VAL VE 5

.......
The function of the fuel injection valves is to inject r'\ \
and atomize the fuel from the fuel injection pumps I I II
into the precombustion chambers. Irregular engine 6-----i .J

operation and smoking may be caused by an im- I I

properly operating injection valve.
I (
I ;
An improperly operating injection valve does not II
atomize all the fuel from the fuel injection pumps. I I
A particle of dirt between the valve and valve seat,
in the injection valve, can prevent fuel from being
atomized. If the fuel is not atomized, drops of fuel
---
T35615 --
_ _ _ _ _ 1I

- _____,I
II

are injected into the precombustion chamber and

complete combustion is improbable.
The fuel injection valve assembly is installed in
the precombustion chamber. The fuel injection valve
assembly consists of the body (3), nut (4), and the
capsule type nozzle assembly (6). Only the nozzle
assembly need be replaced.
The nozzle assembly (6) and body (3) are held in
place by the nut (4), and they can be removed by
disconnecting the fuel line assembly (1) and remov-
ing the nut and seals (2) and (5).
FUEL INJECTION VALVE CROSS SECTION
1-Fuel line assembly. 2-Seal. 3-Body. 4-Nut.
5-Seal. 6-Nozzle assembly.
Checking Fuel Injection Valve
The condition of a capsule-type nozzle assembly
can be tested out of the engine on the Caterpillar
Diesel Fuel Injection Test Apparatus. The spray
characteristic, valve unseating pressure, and the
rate of leakage of the nozzle assembly can be
determined.

(over)
Group 250.l 9A-10
Page2 ENGINE
FUEL INJECTION EQUIPMENT

FUEL INJECTION PUMPS Figures A, B and C illustrate the functioning of an

Fuel enters the fuel injection pump housing
through passage (l) and enters the fuel injection
pump body through the inlet port (2). The injection
pump plungers (5) and the lifters (8) are lifted by
the cam lobes on the camshaft (9) and always make
a full stroke. The lifters are held against the cam
lobes by the springs (6). Each pump measures the
amount of fuel to be injected into its respective
cylinder and delivers it to the fuel injection nozzle.
4
~~{l.....~~----
injection pump as the plunger makes a stroke.
In Fig. A the plunger is down and the inlet port
(2) is uncovered. Fuel flows into the space above
the plunger through the slot and into the recess
around the plunger.
In Fig. B the plunger has started up and the port
is covered. The fuel is trapped and will be forced
through the check valve (3), fuel line, and injection
valve as the plunger moves upward.
3 In Fig. C the plunger has risen until the port is
uncovered by the recess in the plunger. The fuel can
now escape back through the port into the fuel
manifold and injection will cease.
It will be noted that the recess in the pump plung-
6 er forms a helix around the upper end of the plung-
er. Figures D, E and F illustrate how rotating the
pump plunger affects the quantity of fuel injected.
EFFECTIVE STROKE

7 8

FIG. D FIG. E FIG. F

SHUT OFF IDLING FULL LOAD
FUEL INJECTION PUMP POSITION POSITION
1-Fuel passage. 2-Inlet port. 3-Check valve. 4-Gear seg-
ment. 5-Pump plunger. Ii-Spring. 7-Fuel rack. 8-Lifter.
9-Camshaft. In Fig. D the plunger has been rotated into the
shut-off position. The slot connecting the top of the
The amount of fuel pumped per stroke is varied plunger with the recess is in line with the port; there-
by turning the plunger in the barrel. The plunger is fore, no fuel can be trapped and injected.
turned by the governor action through the circular
rack (7) which turns the gear segment (4) on the In Fig. E the plunger has been rotated into the
bottom of the pump plunger. idling position. The narrow part of the plunger
formed by the helix will cover the port for only a
short part of the stroke. This permits only a small
amount of fuel to be injected per stroke.
In Fig. F the plunger has been rotated into the
full load position. The wide part of the plunger
formed by the helix covers the port for a longer part
of the stroke. This permits a larger amount of fuel to
be injected per stroke.
Worn fuel injection pumps will result in loss of
power and hard starting. These same conditions
may be present if the piston rings and cylinder
FIG. A FIG. B FIG. C liners are badly worn. However, in the case of worn
Port Uncovered Port Covered Port Uncovered
Fuel Enters Barrel Injection Begins Injection Ends piston rings and liners, the hard starting and loss
 9A-I0 Group 250.l
ENGINE Page3
FUEL INJECTION EQUIPMENT

of power will be accompanied by poor compression,

a smoky exhaust and excessive blow-by gases from
the crankcase breather.

Ordinarily, if one fuel injection pump on an en-

gine is worn, it will be found that all of the injection
pumps are worn and need replacing. Failure to re-
place all of the worn injection pumps may result in
erratic and irregular engine operation.

FUEL INJECTION PUMP HOUSING

The fuel injection pump housing is bolted to the
accessory drive housing. The fuel injection camshaft
is mounted in the lower section of the housing and
is driven by an off-center tang on the end of the
accessory drive shaft.

The fuel injection camshaft turns in two bearings,

one at each end of the camshaft. The camshaft de- PREPARING TO REMOVE INJECTION PUMP
termines the vertical movement of the fuel pump I-Bushing. 2-1M6952 Wrench.
plungers and also drives the governor weights.

The fuel injection pump camshaft is splash lubri-

cated by oil from the governor housing. The cam
lobes dip into the oil and in turn lubricate the lifters.
Lubricating oil drains forward through the accessory
drive housing and into the diesel engine crankcase.

Removal and Installation

The fuel injection pump housing and the gover-
nor can be removed as a unit, or the governor can
be removed separately. See the topic, ACCESSORY
DRIVE REMOVAL.

When installing the pump housing, align the off-

center tang on the accessory drive shaft with the
slot in the end of the camshaft.

Fuel Injection Pump Removal

NOTE
The fuel injection pumps can be removed with
the housing installed on the engine. However,
the housing is shown removed for clearer illus-
tration.
Remove the cap and the felt washer under the
cap.
Use a 1M6952 Wrench (2) to remove the fuel in-
jection pump retaining bushing (I} from the fuel
injection pump housing.
REMOVING INJECTION PUMP
3-1M6954 Extractor. 4-Fuel injection pump.
Fuel Injection Pump Disassembly and Assembly
1. Remove the seal (I}.
CAUTION
All disassembly and assembly should be done
with clean hands on a clean, lint free cloth.
2. Remove the retaining ring (5) and separate the
bonnet (2) and barrel assembly (6).

Use a 1M6954 Extractor (3) to remove the fuel 3. Separate the spring (8), washer (9) and plung-
injection pump (4) from the housing. er (10) from the barrel (7).
Group 250.1 9A-10
Page4
FUEL INJECTION EQUIPMENT
NOTE
Considerable care should be taken not to drop
and lose the check valve (4) and spring (3) re-
tained in the bonnet.
FUEL INJECTION PUMP DISASSEMBLY
1-Seal. 2-Bonnet. 3-Spring. 4-Check valve.
5-Ring. 6-Barrel assembly.
4. Remove the washer and spring from the plung-
er.
FUEL INJECTION PUMP DISASSEMBLY
?-Barrel. 8-Spring. 9-Washer. IO-Plunger assembly.
CAUTION
Considerable care should be exercised when
removing the spring and washer to prevent
damage to the plunger surfaces.
5. Clean all parts with clean diesel fuel and as-
semble, replacing any worn or damaged parts.
CAUTION
The barrel and the plunger assembly are
matched, and the individual parts are not in-
terchangeable with other barrels or plunger
assemblies. Use extreme care in inserting the
plunger into the bore of the barrel.
Fuel Injection Pump Installation
1. Position the fuel rack by using the 1M6953 Rack
Setting Gauge (I) and a depth micrometer (2)
set at l". Position the rack so it contacts the rod
of the micrometer.
2. Align the notches (A) and (B) on the bonnet
and the barrel with slot (C) on the gear seg-
ment.
ENGINE
NOTE
The procedure thus far has aligned the center
notch on the rack for each pump with the center
tooth (D) of the gear segment on the injection
pump plunger.
POSITIONING RACK
l-IM6953 Rack Setting Gauge. 2-Depth micrometer.
NOTE
Prior to installation of the plunger and barrel
assembly, make certain the lifter for the assem-
bly to be installed is at the bottom of its stroke.
3. Insert the assembly into the bore of the housing
with the extractor. The notches in the bonnet
and the barrel must engage with the two lo-
cating dowels in the bore of the pump housing.
These dowels align the pump barrel fuel inlet
port with the fuel manifold outlet port.
ALIGNING THE INJECTION PUMP
A-Notch in bonnet. B-Notch in barrel. C-Slot in
gear segment.
4. After each plunger and barrel assembly is in-
stalled, place a new rubber seal over the bonnet
and start the retainer bushing into the housing.
Push the plunger and barrel assembly into the
housing until the dowel is engaged with the
bonnet and screw the retainer bushing finger
tight.
5. Tighten the bushing to the torque value listed
in the topic, SPECIFICATIONS.
 9A-IO Group 250.1
ENGINE Page5
FUEL INJECTION EQUIPMENT

CAUTION
With a torque value of less than that listed in
the specifications, the pump will leak. If the
torque value is greater, the housing can be
damaged.
6. The rack travel must be measured to make cer-
tain that the plunger gear segment is properly
meshed with the fuel rack. The gear segment
and rack are so constructed that the maximum
travel of the rack in either direction can ob-
tained only when the 5th tooth of the gear seg- CHECKING RACK TRAVEL
3-1M6953 Rack Setting Gauge. 4-Depth micrometer.
ment is meshed with the 4th notch on the rack.
If the gear segment is misplaced in either di-
Fuel Rack Removal and Installation
rection, the rack travel will be reduced in both
directions. It is, therefore, necessary to measure The fuel rack can be removed from the fuel injec-
the rack travel in only one direction to make tion pump housing with the pump housing on the
certain that the gear segment is properly engine if desired.
meshed with the fuel rack. This is measured by Remove the fuel injection pumps and the governor
using the 1M6953 Gauge (3) and a suitable weights. See the covering topics.
depth micrometer (4). The rack is moved to its
extreme "on" position. A micrometer reading of
.688" or less indicates that the gear segment is
properly positioned with the rack. The rack col-
lar must be removed in order to obtain this
much rack travel.
CAUTION
An injection pump improperly installed in the
"fuel ON" side position of its gear segment can
cause an engine to overspeed with resultant
serious damage to the engine and driven equip-
ment.
D
FUEL RACK REMOVAL
I-Fuel injection pump housing. 2-Fuel rack.

Remove the fuel rack (2) from the injection pump

housing (1) as shown.
Install in the reverse order of removal.

Fuel Rack Bearing Removal and Installation

158232
CORRECT POSITION OF GEAR SEGMENT AND RACK
D-Fourth notch on fuel racks.
7. If this measurement is not obtained, the gears
are improperly positioned and the procedure
must be repeated.
8. Install the felt washer and connect the fuel in-
jection line.
The fuel rack moves in two bearings, one pressed
into each end of the fuel injection pump housing.
See the topic, SPECIFICATIONS, for bearing clear-
ances.
The bearing on the accessory drive end of the fuel
injection pump housing is a straight-type bearing
and can be replaced if worn or damaged without
following any marking procedure. The bearing on
the governor end of the pump housing must be in-
stalled as illustrated.
Group 250.l 9A-10
Page6
FUEL INJECTION EQUIPMENT
1. Remove the fuel injection pump housing, gover-
nor, fuel injection pumps and fuel rack. See the
covering topics.
2. Place two scribed marks (I) as shown above the
groove (2) on the bearing (3) to align the
groove on the bearing with the drilled lubrica-
tion passage (A) from the fitting (4).
3. Remove the bearing (3).
4. Remove the bearing on the accessory drive end
of the fuel injection pump housing by driving it
out with a punch inserted through the housing
bore for the bearing (3).
FUEL RACK BEARING REMOVAL
1-Scrihe marks. 2-Luhrication groove. 3-Bearing.
4-Fitting. A-Lubrication passage.
Fuel Pump Lifter Removal and Installation
LIFTER REMOVAL
1-Spacer. 2-Lifter assembly.
ENGINE
The fuel pump lifters can be removed with the fuel
injection pump housing installed on the engine if
desired.
1. Remove the fuel injection pumps and the fuel
rack. See the covering topics.
2. Remove the spacer (I) and lift out the lifter
assembly (2).
NOTE
Wire together the spacer and the lifter and tag
them to identify with the pump bore from which
they were removed.
3. Install the lifter assembly and the spacer in the
reverse order of removal, tilting the spacer to
one side of the pump bore to clear the pump
locating dowels in the fuel injection pump hous-
ing.
4. For timing dimension setting, see the topic,
FUEL PUMP TIMING DIMENSION SETTING.
Fuel Injection Pump Camshaft
1. Remove the fuel injection pump housing, gov-
ernor weights, fuel injection pumps, fuel rack,
and lifters. See the covering topics.
2. Bend the lock and remove the bolt (I) and the
plate (2).
3. Remove the spring (3), floating pin (4) and the
ring gear (5).
4. Carefully remove the camshaft (8) from the fuel
injection pump housing (6) at the accessory
drive end of the housing.
PREPARING TO REMOVE CAMSHAFT
1-Bolt. 2-Plate.
 9A-10 Group 250.1
ENGINE Page7
FUEL INJECTION EQUIPMENT

1. Remove the fuel injection line.

2. Remove the fuel injection pump for the respec-
tive timing dimension to be checked. See the
topic, FUEL INJECTION PUMP REMOVAL.
3. Turn the crankshaft in the direction of engine
rotation to top center (TC) on the compression
stroke of the cylinder for which the timing di-
mension is to be checked. For the location of
the flywheel pointer, see the topic, FLYWHEEL
AND FLYWHEEL HOUSING.

NOTE
If the top center mark on the flywheel is turned
past the pointer, turn the flywheel backward
approximately 60°. Then turn the crankshaft
again in the direction of crankshaft rotation
until the top center mark aligns with the pointer.

4. Install the 2M5219 Gauge (1) in the pump bore.

GEAR REMOVAL Check the timing dimension using a depth
3-Spring. 4-Pin. 5-Gear. micrometer (2) with a 4" - 5" rod.

5. Inspect the camshaft bearings (7) and replace

if worn or damaged. See the topic, SPECIFICA-
TIONS, for bearing clearance. Install the bear-
ings flush with the housing face.
6. Install the camshaft in the reverse order of re-
moval.

CHECKING TIMING DIMENSION SETTING

l-2M5219 Gauge. 2-Depth micrometer.

5. See the topic, SPECIFICATIONS.

CAMSHAFT REMOVAL
6-Pump housing. 7-Bearing. 8-Camshaft.
FUEL PUMP TIMING DIMENSION SETTING
(ON ENGINE)
The timing dimensions should be checked and re-
set, if necessary, to account for worn timing gears
or worn pump lifters. See the topic, FUEL INJECTION
PUMP LIFTER WASHER AND PUMP PLUNGER IN-
SPECTION.
6. If all the timing dimensions are to be checked or
The timing dimensions can be set in the following
manner:
NOTE
It is important when checking and setting the
timing dimension that the crankshaft be turned
in the direction of engine rotation. After the tim-
ing dimension has been checked or set accord-
ing to specifications, turn the crankshaft a few
degrees in the direction of engine rotation.
Again check the reading on the micrometer.
This reading should be less than the measure-
ment when checked with the crankshaft at top
center thus indicating the lifter is rising and
was checked at the correct position.
reset, continue the procedure in the normal fir-
ing order of the engine.
Group 250.l 9A-10
Page 8 ENGINE
FUEL INJECTION EQUIPMENT

7. After checking the timing dimensions, see the

topic, FUEL INJECTION PUMP INSTALLATION.

FUEL PUMP TIMING DIMENSION SETTING

( OFF E:f'iGINE)
The following procedure for checking the timing
dimensions with the pump housing off the engine
will result in correct fuel injection timing if the pump
housing is installed on a new engine, or an engine
with new timing gears and coupling. This method
does not compensate for wear that may be present
on timing gears and coupling in an engine that has
seen considerable service. Therefore, to insure cor-
rect fuel injection timing, it is very important to re-
check one of the timing dimensions with the pump
housing installed on the engine on which it is in-
tended to remain. Follow the procedure described
under the topic, FUEL PUMP TIMING DIMENSION
SETTING (ON ENGINE).
n3512 A B C
WEAR BETWEEN WASHER AND PLUNGER
new plunger. To avoid rapid wear on the end of the
new plunger, lifter washers showing visible wear
should always be replaced.
Fig. A illustrates the contact surfaces of a new
pump plunger and a new lifter washer. In Fig. B the
pump plunger and lifter washer have worn consid-
erably. Fig. C shows how the flat end of a new
plunger makes poor contact with a worn lifter wash-
er, resulting in rapid wear to both parts.

1. Install the 2M5220 Pointer Assembly by placing A pump can maintain a satisfactory discharge
the two dowels on the pointer assembly in rate and yet be unserviceable because of delayed
the dowel holes on the fuel injection pump timing resulting from wear on the lower end of the
housing. See the topic, SPECIFICATIONS, for plunger. When testing a pump which has been in
illustration and data. use for a long time, the length of the plunger should
be checked and the pump discarded if the plunger
2. Place the timing plate on the drive end of the wear exceeds the value listed in the topic, SPECIFI-
camshaft and align the coupling with the cam- CATIONS. The length of new plungers is also given
shaft. Use a bolt and washer to secure the plate in the specifications. The length should be checked
and coupling to the camshaft. This allows the with a micrometer as shown.
camshaft to be rotated by rotating the timing
plate. Also, inspect the plunger for wear on its upper
diameter. The performance of pumps worn in this
3. Refer to the table and select the timing plate manner can be checked in the Instructions for Fuel
setting for the timing dimension being checked Injection Test Apparatus.
or set. Set the timing plate to this setting by
rotating it counterclockwise until the proper de-
gree setting lines up with the edge of the boss
on the pointer assembly. Lock in position with
the lockscrew.
If all the timing dimensions are to be checked
or reset, continue the same procedure in the fir-
ing order of the engine. Recheck each timing di-
mension after the adjustment has been made to
make sure the dimension is correct.

FUEL INJECTION PUMP LIFTER WASHER

AND PUMP PLUNGER INSPECTION CHECKING LENGTH OF PLUNGER

The timing dimension should be checked to com-

pensate for wear in the timing gears or lifters to as-
sure that the point of the fuel injection is correct. If
the timing dimension is too small, injection will be-
gin early, and, if too great, injection will be late.
When pump plunger wear becomes excessive, the
lifter washer may also be worn in such a manner
that it will not make full contact with the end of a

ENGINE
GOVERNOR
Governor
The governor is located on the right side of the
engine and is mounted on the rear face of the fuel
injection pump housing. It is driven by a gear on the
fuel injection pump camshaft.
OPERATION AND LUBRICATION
The operator selects a desired engine speed by
moving the governor control lever. The governor
maintains this speed nearly constant even though
the load varies.
The governor regulates the amount of fuel in-
jected into the cylinders. The force of the governor
spring (10) tends to move the fuel rack (II) forward
in the direction of more fuel. The centrifugal force
of the rotating weights (5) tends to move the rack
to the rear in the direction of less fuel.
T42777 8 9 10 11 12 ....______.
GOVERNOR CROSS SECTION-RIGHT SIDE VIEW
I-Collar. 2-Torque spring. 3-Lever assembly. 4-Shoulder.
5-Weight. 6-Spring seat. 7-Bearing. 8-Bolt. 9-Spring seat.
IO-Governor spring. ll-Fuel rack. 12-Thrust bearing.
When the operator moves the governor control
lever to increase the engine speed setting, the lever
assembly (3) rotates and pushes against the spring
seat (9), compressing the governor spring. The
spring force moves the fuel rack to increase the en-
gine speed.
As the engine speed increases, the centrifugal
force of the rotating weights (5) causes their levers
to act against the thrust bearing (12) and governor
spring seat (6), thus relieving the force of the gover-
nor spring and moving the rack in the direction of
less fuel until a state of equilibrium is reached.
9A-IO Group 260.l
Page I
When the engine encounters a load, the speed
decreases. The centrifugal force of the governor
weights decreases. The spring, opposed by a lesse.r
force, moves the rack in the direction to give the en-
gine more fuel which increases the power. The en-
gine speed will then increase until the force of the
governor weights again balances the force of the
compressed governor spring.
This sequence is reversed when the load on the
engine is decreased.
A torque spring (2) and collar (I) limit the dis-
tance the rack assembly can travel. The collar is
secured to the bolt (8) which acts against the spring
seat (6) which is fastened to the fuel rack (11). As
the rack moves forward to increase the fuel being
delivered to the cylinders, the collar makes contact
with the torque spring and the full load position is
reached. Under conditions of lugging, the rack con-
tinues to move forward a slight amount and com-
presses the torque spring, thus delivering an addi-
tional quantity of fuel to the cylinders in an attempt
to bring the engine out of the lug condition.
See the topic, ADJUSTMENTS, for the high and
low idle speed adjustments.
A spring-loaded plunger within the lever assem-
bly bears against the shoulder ( 4) of the low idle
adjusting screw when the governor control lever
is in the low idle position. In order to shut the
engine down, it is necessary to force the plunger to
ride over the shoulder on the screw.
The governor is lubricated by the engine lubricat-
ing system. Oil from the diesel engine oil manifold
is directed to a passage in the cylinder block. An ex-
ternal line directs the oil from the passage in the
rear of the block to a passage in the fuel injection
pump housing which mates with a drilled passage
in the governor bearing (7). The various other parts
of the governor are lubricated by splash. The oil
then drains back directly into the fuel injection pump
housing.
REMOVAL AND INSTALLATION
Governor Housing and Control Mechanism
Remove the fuel injection pump housing and
governor as a unit. See the topic, ACCESSORY
DRIVE REMOVAL.
Remove the bolts securing the governor to the fuel
injection pump housing and slide the governor away
from the fuel injection pump housing.
NOTE
Insert pin through the hole in the full load stop
bolt to prevent the bolt from turning while re-
moving and installing the nut (2) and collar (3).
Group 260.1 9A-10
Page2 ENGINE
GOVERNOR

NOTE
The bumper spring (4) is installed with the
concave face toward the seat (5). This arrange-
ment permits the outside edge of the spring to
contact the seat (5).

HUU
PREPARING TO REMOVE GOVERNOR HOUSING
D Remove
1-Cover.

WEIGHT REMOVAL
D Remove
6-Weight assembly. 7-Snap ring.

GOVERNOR DISASSEMBLY AND ASSEMBLY

PREPARING TO REMOVE GOVERNOR HOUSING Remove the seat behind the spring (5).

D Remove
2-Nut. 3-Collar.

Governor Weight Removal

Separate the governor from the fuel injection
pump housing as outlined in the covering topic.

DISASSEMBLING THE GOVERNOR

D Remove
I-Cover. 2-High idle screw. 3-Low idle screw.
4-Lever. 5-Governor spring.
PREPARING TO REMOVE GOVERNOR WEIGHT
D Remove To disassemble the lever assembly, remove the
spring pin (10) and remove the spring (11) plung-
1-Bolt. 2-Pin. 3-Thrust bearing. 4-Bumper spring.
5-Seat. er (12).

ENGINE
GOVERNOR
SHAFT ASSEMBLY AND LEVER ASSEMBLY REMOVAL
D Remove
6-Cover. 7-Bolt. 8-Lever assembly. 9-Shalt.
DISASSEMBLING LEVER ASSEMBLY
ID-Spring pin. 11-Spring. 12-Plunger.
When assembling the lever assembly (8) to the
shaft assembly, rotate the shaft so the lever ( 4) will
be in the position shown before installing the boll
that secures the lever assembly to the shaft.
LEVER ASSEMBLY INSTALLATION
4-Lever. 8-Lever assembly.
9A-10 Group 260.1
Page3
ADJUSTMENTS
High and Low Idle Speed
To check the speed of the engine, remove the serv-
ice meter and install a 7M6001 Tachometer Drive (I)
as shown.
CHECKING ENGINE IDLE SPEED
I-Tachometer drive. 2-Flexible coupling.
Remove the cap on the tachometer drive and in-
sert a flexible tachometer coupling (2) in the tachom-
eter drive and start the engine. The reading ob-
served will be actual engine speed.
CAUTION
Do not attempt to install or remove the flexible
coupling from the tachometer drive with the
engine operating.
The high and low idle speeds can be adjusted by
removing the cover on the top of the governor
housing and turning the adjusting screws (3) and
(4). The screw (4), nearest the diesel engine, adjusts
the low idle speed. The holes in the cover are
GOVERNOR ADJUSTMENTS
3-High idle adjusting screw. 4-Low idle
adjusting screw.
Group 260.1 9A-10
Page4 ENGINE
GOVERNOR

shaped to act as retainers to prevent the screws from

turning after the adjustment is made.
6
To adjust the idle speed settings, remove the
cover and turn the desired adjusting screw. Turn-
ing either adjusting screw in a clockwise direction
will decrease the idling speeds.
After setting the idle speed, move the governor
control lever to change the engine speed. Return it
to the desired idle position and recheck the idle
speed. Repeat this procedure until the desired idle 3
speed is obtained.

Fuel Rack Setting

The fuel rack setting can be checked and adjusted
with the fuel injection pump housing either removed
or installed on the engine.
1. Remove the rack cover from the front of the
fuel injection pump housing and the cover from
the rear of the governor housing.
2. Install a 1M6953 Rack Setting Gauge (4) over
the front end of the fuel rack.
3. Insert a depth micrometer (2) with a 0-1" rod
through the hole in the rack setting gauge.
4. Adjust the position of the fuel rack to obtain the
desired full load rack setting. With the fuel rack
in the full load position, the collar (3) should
just contact the torque spring assembly (1).
T4 2 7 78_
ADJUSTING FUEL RACK SETTING
3-Collar. 5-Torque spring. 6-Spacer. 7-Shims.
8-Stop bar.
NOTE
Do not place any of the removed shims between
the torque spring (5) and the stop bar (8) as this
will affect the torque characteristics of the en-
gine during lug conditions. The spacer between
the torque spring and the stop bar must remain
in place.
6. If the collar does not contact the torque spring
when the fuel rack is in the full load position,
add shims (7) to obtain the proper setting.

CHECKING FUEL RACK SETTING

I-Torque spring assembly. 2-Depth micrometer.
3-Collar. 4-1M6953 Rack Setting Gauge.

5. If the collar (3) is compressing the torque spring

(5), remove shims (7), until the collar just con-
tacts the torque spring when the fuel rack is at
the full load setting for the engine. Place all
shims removed from behind the stop bar (8)
between the spacer (6) and spring (5) where
they will be available for future use.
 9A-10 Group 265.1
ENGINE Pagel
ACCESSORY DRIVE

Accessory Drive 7. Remove the timing gear cover and the acces-
sory drive gear and shaft assembly. See the
The accessory drive is the assembly used to drive covering topics.
the governor, fuel injection pump camshaft, service
meter and fuel transfer pump.
The drive shaft (3) is supported by a ball bearing
(4) at the front and enclosed by an adapter housing
(1) on the right side of the engine. The adapter bolts
to the timing gear housing plate at the front. The
fuel injection pump housing is bolted to the rear of
the adapter housing.

2 3

PREPARING TO REMOVE ACCESSORY DRIVE

D Remove • Disconnect
I-Governor control linkage. 2-Fuel injection lines. 3-Fuel
filter housing. 4-Oil supply line. 5-Mounting bracket.
6-Fuel transfer pump.

8. Remove the accessory drive housing.

I
I 9. Prior to installation, replace all damaged seals
I
T33J73 ,....--1 and gaskets.
ACCESSORY DRIVE {PARTIAL CROSS-SECTION) 10. To time the accessory drive shaft, see the topic,
I-Adapter housing. 2-Gear. 3-Accessory drive shaft. TIMING MARKS.
4-Bearing. 5-Service meter drive slot.

DISASSEMBLY AND ASSEMBLY

The service meter is driven from the front of the
accessory drive shaft by the slot (5) and is mounted
on the timing gear cover. The fuel transfer pump is
driven by a helical gear (2) machined on the acces-
sory drive shaft. The fuel injection pump camshaft
is coupled to the rear of the accessory drive shaft
and the governor is driven from the rear of the fuel
pump camshaft.
If any component of the accessory drive shaft as-
sembly requires replacing, the shaft assembly can
be disassembled in the following manner. Remove
the gear from the shaft in a similar manner as out-
lined in the topic, CAMSHAFT GEAR REMOVAL.

REMOVAL AND INSTALLATION

1. Remove all items which interfere with accessi-
bility to the accessory drive.
2. Remove the fuel injection lines (2). Install caps
and plugs to prevent the entry of dirt into the
fuel injection system.
3. Remove the bolts which secure the mounting
bracket (5) to the fuel injection pump housing.
4. Remove the bolts which secure the fuel injection
pump housing to the accessory drive housing. ACCESSORY DRIVE SHAFT DISASSEMBLY
I-Accessory drive shaft. 2-Bearing.
5. Remove the fuel injection pump housing and
governor as a unit. Press the shaft (I) out of the bearing (2). When
6. Remove the fuel transfer pump (6). See the cov- installing the gear on the shaft, make certain the
ering topic. timing marks are toward the outside.
Group265.1 9A-10
Page2 ENGINE
ACCESSORY DRIVE

SERVICE METER
The service meter is located on the timing gear
cover and driven by the accessory drive shaft. It
provides an accurate means of determining time
periods for lubrication and maintenance.
The end of the accessory drive shaft is grooved
to drive the service meter. A tachometer drive group
can be installed between the service meter and the
timing gear cover. Engine speed can be checked at
this point by using a speed indicator. The speed ob-
tained in this manner will be actual engine speed.

SERVICE METER

ENGINE
AIR INDUCTION AND EXHAUST SYSTEM
Air Induction and Exhaust System
OPERATION
This engine uses an exhaust gas driven turbo-
charger. Energy which ordinarily would be lost from
the diesel engine exhaust gases is used to drive the
turbocharger.
AIR INDUCTION AND EXHAUST SYSTEM
I-Exhaust manifold. 2-Inlet manifold. 3-Engine cylinder.
4-Inlet opening. 5-Impeller. 6-Turbine wheel. 7-Outlet
opening.
As the diesel engine starts, the flow of exhaust
gases from the diesel engine exhaust manifold (I) is
directed to the turbine wheel (6) through vanes on
the nozzle. The turbine wheel and impeller (5) are
mounted on a common shaft. The exhaust gases
pass over the turbine wheel forcing it and the im-
peller to rotate. The exhaust gases then pass through
the outlet opening (7) and out the exhaust stack.
Incoming air from the air cleaner enters around
the center of the impeller through the inlet opening
(4). The rotating impeller compresses the air and
forces it into the inlet manifold (2) and into the en-
gine cylinder (3).
Speed of the rotating parts increases as the en-
gine load increases. Increasing turbocharger speed
increases the flow of air into the engine.·
INLET MANIFOLD
The inlet manifold is cast as an integral part of the
cylinder head. It is located within the left side of the
cylinder head. The inlet manifold has an external
opening at the upper rear of the cylinder head for
mounting the air inlet elbow.
A passage (pipe) which carries starting engine
exhaust gases through the inlet manifold has open-
ings at either end of the cylinder head. The starting
engine exhaust gases enter through the rear opening
and are expelled from the front opening into the
starting engine exhaust pipe.
9A-IO Group 270.1
Page I
The heat from these exhaust gases heats the in-
coming air to the diesel engine. This aids in starting
the diesel engine.
INLET Am HEATER PIPE REMOVAL
AND INSTALLATION
If the inlet air heater pipe should require replace-
ment, it can be removed in the following manner.
1. Disconnect the starting engine exhaust pipe at
the rear of the diesel engine inlet manifold.
2. Disconnect the starting engine exhaust outlet
pipe at the front of the diesel engine inlet mani-
fold.
PREPARING TO REMOVE INLET AIR HEATER PIPE
D Remove
I-Washer. 2-Packing. 3-Inlet air heater pipe.
3. The inlet air heater pipe can be driven from the
cylinder head toward the rear by using a bush-
ing driver with a maximum shoulder diameter
of 1.120 inches and a pilot diameter of 0.990
inch.
NOTE
Install the inlet air heater pipe by inserting it
through the opening in the rear of the head and
driving it forward with the previously described
driver.
4. Install new packing at the time of installation.
REMOVING THE TURBOCHARGER
Remove the engine side shields, hood and air
cleaner.
Remove the bolts which secure the turbocharger
(6) to the exhaust manifold and remove the turbo-
charger.
NOTE
Cover all oil line openings and air openings im-
mediately after removing the turbocharger. Put
the turbocharger in a safe clean place.
Group 270.I 9A-IO
Page 2 ENGINE
AIR INDUCTION AND EXHAUST SYSTEM
PREPARING TO REMOVE TURBOCHARGER
D Remove
I-Turbocharger air inlet elbow. 2-Turbocharger air out-
let elbow. 3-Oil supply line. 4-Exhaust elbow. S-Oil
return line. 6-Turbocharger.
REMOVING THE TURBOCHARGER
INSTALLING THE TURBOCHARGER
1. Before installation, fill the turbocharger oil inlet
cavity with clean crankcase lubricating oil as
shown, and turn the shaft a few times by hand.
This is necessm y to prevent the bearings from
overheating before the engine oil can be
pumped to the turbocharger shaft during the
initial starting period.
2. Clean all mating surfaces and replace any worn
or damaged gaskets.
3. Check all 0-ring seals and lubricate with liquid
soap to aid in installation.
4. Exercise care when installing the turbocharger
on the oil return tube. This tube must be in-
stalled in the flange opening on the bottom of
the turbocharger.
5. Complete the installation by installing all pipes
and oil line connections to the turbocharger,
being certain that all connections are tight.
PREPARING TO INSTALL TURBOCHARGER
6. Before connecting the oil supply line, rotate the
engine sufficiently to determine that oil is flow-
ing from the line.
The turbocharger requires no special test pro-
cedure. However, observe the turbocharger for
the initial one-half hour of operation to deter-
mine that the unit is secure and that no lubrica-
tion leaks develop. Thereafter frequent periodic
checks should be made as outlined in the Op-
eration and Maintenance Instructions.
EXHAUST MANIFOLD
The exhaust manifold is of one-piece construction
and is bolted directly to the cylinder head. Gaskets
form the seal between the manifold and the cylinder
head.
Removal and Installation
Remove the turbocharger. See the covering topic.
Remove the bolts which secure the manifold to the
cylinder head.
New gaskets should be used when installing the
exhaust manifold.
 9A-IO Group 270.1
ENGINE Page3
AIR INDUCTION AND EXHAUST SYSTEM

manifold. Air is prevented from by-passing the pri-

mary element by a seal ( 4) which is bonded to the
end of the primary element. Steel plates (5) cover
and seal one end of each element. Gaskets (6) be-
tween the secondary element, body assembly and
air transfer pipe prevent unfiltered air from being
drawn into the engine at these points.

PREPARING TO REMOVE EXHAUST MANIFOLD

0 Remove
I-Fuel injection lines. 2-Oil supply line. 3-Oil return line.
4-Exhaust manifold.

AIR CLEANER
A horizontally-mounted dry-type air cleaner, con-
taining two separate air cleaner elements, is used on
this engine. The primary element (I) can be re- AIR CLEANER AIR FLOW
moved and cleaned with air pressure, or by washing 4-Seal. 5-Plates. 6-Gaskets.
as recommended in the Operation and Maintenance
Instructions. A secondary element (3) is provided in Removal and Installation
case of a rupture in the primary element. The sec- Remove the nuts securing the air cleaner to the
ondary element should be removed and serviced air inlet elbow.
periodically in accordance with the Operation and
Maintenance Instructions. Both elements should also NOTE
be replaced periodically as covered in the Opera- Use care not to damage the O-ring seals or to
tion and Maintenance Instructions. A full-view pre- damage the turbocharger impeller.
cleaner (2) is mounted on an extension of the body Cover the turbocharger opening.
assembly.
Prior to installation, inspect the gasket and replace
if damaged.

AIR CLEANER
I-Primary element. 2-Precleaner. 3-Secondary element.

During operation, air from the precleaner flows PREPARING TO REMOVE THE AIR CLEANER
around the outside and through the elements to the D Remove
center of the air cleaner and from there to the inlet I-Air cleaner.
 NOTES
_______________________________________
_______________________________________
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_______________________________________
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_______________________________________
_______________________________________
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 2A-10 Group271
ENGINE Page 1
TURBOCHARGER

Turbocharger

TURBOCHARGER (CUTAWAY VIEW)

A-Impeller. B-Compressor cover. C-Rotating assembly. D-Bearing housing. E-Compressor
housing. F-External heat shield. G-Nozzle. H-Turbine housing. I-Compressor extension.
K-Ring. L-Turbine wheel.

INTRODUCTION lubricated bearings (10) in the bearing housing.

The turbocharger is designed to increase the
diesel engine power output. The turbocharger ab-
sorbs energy from the diesel exhaust gases, and
uses this energy to drive the turbocharger com-
pressor for supercharging the diesel engine.
The turbocharger is basically comprised of a tur-
bine wheel (11) and an impeller (8) on a rotating
shaft, bearing housing (6), a turbine housing (12),
compressor housing (5), compressor cover (1), and
a compressor extension (7).
To assure reliability and freedom from vibration,
the rotating assembly has been carefully dynami-
cally balanced.
The rotating parts are supported by two pressure
Engine oil is supplied to the bearings for lubrication
and removal of heat. See the topic, OPERATION
AND LUBRICATION.
The bearing housing encloses and supports the
rotating assembly and contains the oil inlet hole
and oil outlet hole. The turbine housing and com-
pressor housing are mounted to the bearing housing.
Piston rings (9) on each end of the shaft prevent oil
from escaping the bearing housing.
The turbine housing, besides housing the turbine
wheel, acts as a chamber for the exhaust gases
from the diesel engine. The gases are directed
through the turbine housing and into contact with
the turbine blades by the nozzle (15). Different
nozzles are used for different engine applications.
Group 271 2A-10
Page2 ENGINE
TURBOCHARGER

For the correct nozzle, see Rack Setting Charts. The
nozzle is a loose fit in the turbine housing.
An internal shield (16) deflects heat, from the ex-
haust gases, away from the bearing housing. An
external shield (14) deflects heat away from the
compressor housing (5) to reduce compressor dis-
charge temperature to a minimum.
During operation, the turbocharger responds to
the engine load demands by reacting to the flow
of exhaust gases and the corresponding demand of
the engine for air.
A brief description of the operation of the turbo-
charger is as follows:

12

TURBOCHARGER OPERATION
I-Compressor cover. 2-Turbine housing. 3-Air inlet
CROSS SECTION OF TURBOCHARGER opening. 4-Impeller. 5-Compressor extension. 6-Tur-
I-Compressor cover. 2-O-ring seal. 3-Dowel. 4-Gasket. bine wheel. 7-Exhaust outlet. 8-Nozzle. 9-Exhaust
5-Compressor housing. 6-Bearing housing. 7-Compressor inlet opening.
extension. 8-Impeller. 9-Piston ring. IO-Bearings. 11-Tur-
bine wheel. I2-Turbine housing. I3-Ring. I4-External
shield. IS-Nozzle assembly. IS-Internal shield. The exhaust gases enter the turbine housing (2)
at the exhaust inlet opening (9) and are directed
through the vanes of the nozzle (8) into contact with
The impeller (8) is housed in the compressor ex-
the turbine wheel blades (6). The exhaust provides
tension (7), which is retained in place on the com-
the driving force to turn the turbine wheel and
pressor housing (5) by the dowels (3). The com-
the impeller (4). The exhaust is expelled from the
pressor cover (I) is retained to the compressor
turbine housing at the outlet (7).
housing by the large ring (13), which is bolted to
the compressor housing.

A gasket (4) stops air leakage between the com-

pressor housing (5) and compressor cover (I). The
O-ring seal (2) stops air leakage between the com-
pressor cover and compressor extension (7).

The turbocharger should always be handled

carefully to avoid damage to any of its components.

OPERATION AND LUBRICATION

The turbocharger is mounted on the exhaust out-
let of the diesel engine exhaust manifold. All ex-
haust gases from the diesel engine pass through
the turbine end of the turbocharger before they
are discharged into the atmosphere.
TURBOCHARGER (CUTAWAY VIEW)
After the diesel engine is started, the flow of ex- I-Compressor cover. 2-Turbine housing. 3-Air inlet open-
haust gases will cause the turbocharger rotating ing. 4-Impeller. 5- Compressor extension. 6-Turbine
wheel. 7-Exhaust outlet. 8-Nozzle. 9-Exhaust inlet
parts to operate. opening.

ENGINE
TURBOCHARGER
Inlet air from the air cleaner enters the turbo-
charger through the air inlet opening (3) of the com-
pressor extension (5). The air is compressed as it
passes through the impeller (4) and the diffusing
space between the compressor extension and com-
pressor housing into the compressor cover (1). The
air passes from the compressor cover into the diesel
engine inlet manifold.
The turbocharger shaft bearings are pressure
lubricated by the engine oil. Oil enters through inlet
opening (10) and fills the cavity in the bearing
l;i.ousing (11). The shaft and its bearings are always
submerged in oil during operation. Oil leaves the
bottom of the bearing housing through the top of the
flow control tube (12). This tube restricts the exit of
oil from the bearing housing, resulting in oil pressure
inside the bearing housing at all times.
BEARING LUBRICATION
IO-Inlet opening. II-Bearing housing. 12-Flow
control tube.
Turbocharger Strainer Removal and Installation
To obtain maximum service, cleanliness must be
the rule. Be careful to avoid introducing dirt into
the turbocharger bearings.
1. Remove the bolts securing the oil inlet tube to
the turbocharger.
2. Remove the snap ring (2) and the strainer as-
sembly (1), if so equipped.
3. If the strainer assembly (1) and snap ring (2)
are present, they should be omitted at time of
assembly.
2A-10 Group271
Page3
REMOVING STRAINER ASSEMBLY
I-Strainer assembly. 2-Snap ring.
ALTITUDE OPERATION
The maximum turbocharger speed is determined
by the rack setting, the high idle speed setting and
the altitude at which the engine is operated. The
rack setting has been set to permit the engine to be
operated at the altitude given on the warning plate
on the instrument panel or valve cover. The high
idle speed setting is not the same for all altitudes.
If the high idle speed or the rack setting is greater
than specified for the altitude at which the engine is
operated, serious damage to engine or turbocharger
parts may result.
The maximum altitude at which the engine can be
operated is specified on the altitude warning plate
located on the valve cover or instrument panel. The
governor housing and turbocharger are sealed to
prevent serious engine damage or personal injury
due to operation of the engine with incorrect set-
tings or turbocharger nozzle. Changes to the turbo-
charger, rack setting, or high idle speed should be
made only by a Caterpillar dealer serviceman.
The engine can be operated at a lower altitude
than specified on the warning plate without danger
of engine damage, but with slightly less than maxi-
mum performance. When operated at a higher alti-
tude, the rack setting and high idle speed setting
must be changed only by a Caterpillar dealer serv-
iceman. After making any changes, the new altitude
limit should be stamped on the altitude warning
plate.
Also, the new high idle, full load speed, and rack
setting should be stamped on the governor warning
plate. Reseal the governor housing for continued
protection.
Group271 2A-10
Page4
TURBOCHARGER
SEALING OF THE TURBOCHARGER
The turbocharger is sealed at the factory as
shown at (1 ). Factory installed seals are identified
by the letter CT CO. Dealer's sealing tool will
impress the letters DLR on the seals.
TURBOCHARGER FACTORY SEAL
I-Seal.
The seal (A) with which the serviceman reseals
the parts differs from the original factory seal (B)
as illustrated.
SEALS
A-Dealer replacement seal. B-Original factory seal.
CHECKING BEARING CLEARANCE
A quick check of bearing condition can be made
without disassembling the turbocharger. This can be
done by inspecting the compressor impeller, turbine
wheel and housings. If there is no indication of
either the impeller or turbine rubbing the housing,
the bearing clearances are generally satisfactory.
A more reliable check of bearing condition can be
made only when the turbocharger is disassembled
and the bearings, shaft journal and housing bore
diameter can actually be measured. See the topic,
SPECIFICATIONS, for these diameters.
ENGINE
While the turbocharger is disassembled, carefully
check the back surfaces of the compressor impeller
and turbine wheel for signs of contact with the hous-
ing. Contact in these areas would indicate worn
thrust bearings.
CHECKING TURBOCHARGER SHAFT
END CLEARANCE
See the topic, SPECIFICATIONS, for normal and
permissible shaft end clearance (axial movement).
End clearance is checked with a dial indicator, either
on the engine or off the engine. If the permissible
clearance is exceeded, the turbocharger should be
reconditioned.
DISASSEMBLY OF THE TURBOCHARGER
Compressor Cover Removal and Installation
1. With all the turbocharger openings covered,
wash the exterior of the turbocharger thorough-
ly with a noninflammable fluid before dis-
assembly.
PREPARING TO REMOVE THE COMPRESSOR COVER
I-Compressor cover. 2-Compressor housing. 3-Bolt.
2. Punch mark the compressor cover (1) and com-
pressor housing (2) so the compressor cover will
be assembled in the same position.
3. Flatten the locks and remove the bolts (3) hold-
ing the compressor cover to the compressor
housing.
4. Before removing the compressor cover from the
compressor housing, it is necessary to remove

ENGINE
TURBOCHARGER
the ring ( 4) from within the compressor cover as
shown.
·- ..~·-
REMOVING RING FROM COMPRESSOR COVER
I-Compressor cover. 2-Compressor housing. 4-Ring.
5. Lift off the compressor cover and its gasket (5)
and remove the O-ring (6).
6. Carefully remove the compressor extension (7)
from the compressor housing (2).
NOTE
Care should be taken when removing the com-
pressor extension to prevent damage to the
compressor or loss of the dowels (8).
TURBOCHARGER DISASSEMBLY
I-Compressor cover. 2-Compressor housing, 4-Ring.
5-Gasket. 6-O-ring. 7-Compressor extension, 8-Dowel.
2A-10 Group271
Page5
Before installing the compressor cover, see the
topic, CLEANING AND INSPECTION. When install-
ing the compressor cover, cement both sides of a
new gasket (5) and install a new O-ring (6) on the
compressor extension. Complete the assembly in re-
verse order of disassembly and tighten the bolts
(3) to the torque given in the topic, SPECIFICA-
TIONS. Be sure to lock the bolts. Turn the impeller
by hand to be certain there is no rubbing or bind-
ing within the turbocharger.
Turbine Housing and Nozzle Removal
and Installation
1. Before removing the turbine housing (3), punch
mark the housing in relation to the external heat
shield (2) and bearing housing (1).
CAUTION
Before removing the turbine housing from the
bearing housing, refer to the topic, SEALING
THE TURBOCHARGER.
2. Flatten the locks and remove the bolts securing
the turbine housing to the bearing housing, and
remove the turbine housing. Although the
illustration shows the compressor extension (4)
and compressor cover removed, it is not neces-
sary to do so.
PREPARING TO REMOVE TURBINE HOUSING
I-Bearing housing. 2-External heat shield. 3-Turbine
housing.
NOTE
It may be necessary to loosen the turbine
housing by striking with a soft hammer.
Group 271 2A-10
Page 6 ENGINE
TURBOCHARGER

3. Remove the nozzle (5) from the turbine housing.
Do not drop the nozzle.
Before installing the turbine housing and nozzle,
refer to the topic, CLEANING AND INSPECTION.
Install the parts in reverse order of removal. Assem-
ble the external heat shield and turbine housing in
the same position as before disassembly.
Bearing failure can damage the shaft journals
and/or thrust ring. Excessive wear or roughness
renders the shaft unsuitable for reuse. If the shaft
journals measure less than the specified diameter,
a new rotating assembly should be installed. Visual
inspection and experience is the only way to deter-
mine when the roughness of the shaft prohibits re-
using the rotating assembly. New bearings will not
correct excessive wear on the thrust surfaces of the
shaft.

Installing new bearings does not eliminate the

necessity of inspecting and cleaning the rotating
parts.

TURBINE HOUSING REMOVED

2-External heat shield. 4-Compressor extension.

Tighten the turbine housing bolts to the specified

torque and lock them with the lock plates. Rotate
the shaft by hand to be certain the rotating assembly
does not bind in the housing.

s"
i6 ORI LL
~--16
8
TAP
TOP VIEW t"
2 HOLES 2
_L
I il I,'I I !! !: I
I I
•v"

- i---f 01A.
REMOVING NOZZLE FROM TURBINE HOUSING
3-Turbine housing. 5-Nozzle.

ROTATING PARTS ..
I/ w EL D
.....
I

Disassembly and Assembly I I,'I ,,JI I

Before disassembly of the rotating assembly,
measure the bearing radial clearance and shaft
end clearance as previously described. If either
clearance is excessive, and neither the turbine wheel
nor impeller has rubbed against the housings, the
bearings and/or thrust washers and thrust ring must
be replaced. Bent impeller blades require replace-
ment of the entire rotating assembly. For bent tur-
bine blades, see the topic, CLEANING AND IN-
SPECTION.
T37845
FIXTURE
1. Before removing the impeller, make sure the
alignment marks on the impeller and the shaft
are visible. If not, mark a small dye line since
all rotating parts must be rematched during re-
assembly to maintain the previously established
dynamic balance of the unit.
 2A-IO Group271
ENGINE Page7
TURBOCHARGER

rr'•oRILL 3. Using a press and a pin, press the shaft and

64
ji·-18 TAP turbine wheel (8) from the impeller hub as
2 HOLES shown.

~• DRILL
T 37843 2 HOLES
FIXTURE ADAPTER

2. Remove the nut. The rotating assembly may be

held stationary by use of a wrench (I) and a
fixture as shown.

(x 1f fLAT STEEL f DRIVE SOCKET~BRAZE ON WITH

___:_SQUARE UP
PRESSING SHAFT AND TURBINE WHEEL
FROM IMPELLER

r-------------18" ---!f--~
137 848
CAUTION
WRENCH
Protect the turbine wheel when pressing, as the
CAUTION turbine wheel and shaft will drop when pressed
from the impeller.
Take care to prevent any distortion of the
blades. It is also recommended that a double
universal joint be used to prevent possible
bending of the shaft.

TURBOCHARGER DISASSEMBLY
2-Housing. 3-Bearing housing. 4-Piston ring. 5-Collar and
thrower assembly. 6-Spring. 7-Washer. 8-Shaft and tur-
bine wheel. 9-Washer. IO-Piston ring. 11-Bearing.
REMOVING LOCKNUT I2-Snap ring. I3-Bearing. I4-Snap ring. IS-Snap ring.
I-Wrench. IS-Shield. I7-Plate.
Group271 2A-10
Page8 ENGINE
TURBOCHARGER
4. Remove the hollow-head bolts and separate the
two housing assemblies (2) and (3).
5. Remove the washer (7), the collar and thrower
assembly (5), and the spring (6). Replace if
damaged or worn beyond specifications.
6. Measure the thickness of the rings (4) and (10)
at both inside and outside diameters. Rings not
within specifications or with scratched sides
must be replaced.
7. Measure the shaft diameter and check the bear-
ing surfaces for worn, scratched or discolored
places. Check the ring groove width with a
gauge. The walls must be smooth and parallel.
CAUTION
Never grind or polish the shaft as this will affect
the balance.
8. Inspect the housing bore for roughness and
measure the bore. If the bore is not within
specifications, the housing must be replaced.
9. To inspect the bearing (13), remove the snap
ring (15), the plate (17), the shield (16) and the
snap ring (14).
10. Remove the washer (9) and the bearing. Inspect
for scratches and worn surfaces. If the tin
plating is worn off, or if the bearing does not
measure to specifications, replace the bearing.
The bearing (I I) is identical and should be
checked the same way, by removing the snap
ring (12).
NOTE
The bearings are positioned in the housing by
snap rings located in the housing. These rings
need not be removed unless damaged.
CLEANING AND INSPECTION
Inspect all rotating parts for binding, damage, or
evidence of rubbing on adjacent parts. Replace any
damaged parts.
Wash all parts (except the impeller and turbine
wheel) with a cleaning solvent, and dry thoroughly.
Use a wire brush to clean the carbon and deposits
from the turbine housing and the nozzle.
Neither the impeller nor turbine wheel need be
cleaned unless the build-up of dirt or carbon is so
excessive that portions of the build-up are breaking
off. The impeller and turbine wheel will remain in
balance if the deposits of dirt or carbon have not
been disturbed. However, large carbon deposits on
the turbine wheel, if allowed to remain, will flake or
burn off and cause the assembly to be out of bal-
ance.
CAUTION
If the unit has been completely disassembled
and the impeller removed, it is quite likely some
carbon deposits have been disturbed from the
turbine wheel, even though the build-up may
not be excessive. This may not be visible to the
naked eye. This necessitates thoroughly clean-
ing the turbine wheel.
The turbine wheel must be cleaned with a strong
cleaning solvent in order to dissolve the carbon.
The amount of soaking depends on the amount and
type of deposits on the wheel. When hard carbon
deposits are formed, soaking in a solvent-type
cleaner for an hour or more is required. The loosened
particles must all be scraped off with a stiff brush
or a specially shaped piece of wood and, if neces-
sary, the whole process repeated. If the wheel is
covered with soot only, washing with a stiff brush
and cleaning solvent and then rinsing with clean
water will be sufficient.
CAUTION
The serviceman should wear solvent resistant
gloves. The wheel must be thoroughly cleaned
in order to maintain the critical balance of the
unit.
If the tips of the turbine blades are very slightly
bent, they may be straightened, using a cloth and
pliers. Badly bent turbine wheel blades necessitate
the use of a new rotating assembly since such blades
could provide a source of failure.
If cleaning of the impeller is required, use a small
bristle brush, or if found necessary, a piece of soft
wood to loosen the heavy deposits. Then use a clean,
lint-free cloth with a cleaning solvent in order to
thoroughly remove all deposits from the impeller
blades. Laundry soap and warm water may also be
used. Never use a wire brush. It is important that the
impeller be thoroughly cleaned, since the bearings
will be damaged if the impeller is not absolutely
clean.
If the turbocharger is thoroughly cleaned and
handled carefully, its service life can be greatly in-
creased. If it is to be stored or transported, be sure
to securely tape or cover all air and oil openings and
keep in a clean, dry place.
ASSEMBIJNG MAIN HOUSING
AND ROTATING PARTS
Before assembling, be certain all parts are
thoroughly clean. Extreme care must be taken to
keep out dirt and foreign material.
 2A-I0 Group271
ENGINE Page9
TURBOCHARGER

I. Lubricate the piston ring grooves and place the CAUTION

ring expander sleeve (I) on the shaft. The elongated hole in the gasket and in the
housings must match.

-- -------- 7. Place the flat washers in the counterbored holes,

~
. then the lockwashers. Insert the hollow-head
. -:Ji°s.
,.- L
25"

! -------- ~
\L POLISH
:!:,0015"

J,767
bolts and tighten to a torque of 15 pound feet.

THESt F"ACES MUST

BE FLAT & PARALLEL
,.
137844
WITHIN .002 ~ -
RING EXPANDER SLEEVE

2. Install the two piston rings in the grooves and

remove the sleeve. Rotate the rings until the
gaps are 180° apart.

f 37846
SPACER BLOCK

8. Place the approximate amount of shims on the

shaft and install a spacer block and locknut as
shown. Tighten to a torque of 30 pound feet.

INSTALLING PISTON RING

I-Ring expander sleeve.

3. Lubricate and install the bearing, washer, snap

ring, shield, plate and snap ring in the housing.
The grooves in the bearing face the flat washer.
4. Center the piston rings on the shaft with the
gaps 180° apart and place the housing onto the
shaft. If the rings do not enter the housing easily,
remove the housing and recenter the rings.
5. Place the housing and shaft in the fixture and
support the shaft. Lubricate and install the other
bearing and washer. The groove in the bearing
faces the washer.
6. Install the spring, the collar and thrower as-
sembly and washer in the remaining housing CHECKING IMPELLER WHEEL END CLEARANCE
and position it on the shaft. The grooved surface
of the thrust washer runs against the rotating 9. Using a thickness gauge on each side of the
collar. spacer block as illustrated, check the impeller
Group271 2A-10
Page 10 ENGINE
TURBOCHARGER

for clearance. This should be measured with the shaft until it bottoms, using an adapter as
the wheel pushed toward the impeller side. See shown.
the topic, SPECifICA TIO NS. This clearance is
14. After the impeller has cooled to less than 150°F.,
regulated by shims under the impeller wheel;
install the locknut and tighten to the specified
add or remove shims as required. torque.
10. Remove the nut and spacer block.
15. See the topic, SPECIFICATIONS, and place an
11. Heat the impeller in oil at 375°F. for 10 minutes. appropriate thickness gauge under the impeller
wheel blades and rotate the impeller to check
5f4869 - KNOB s" for bent blades.
8 -IITHD.
CAUTION
5"
13 THO. 8 DIA. Use a double universal joint to prevent bending
of the shaft.

?so
'-;:_

137847
SUPPORTING SCREW

CAUTION
Additional heating will change the heat treat
characteristics of the impeller.

INSTALLING LOCKNUT

rnus
INSTALLING IMPELLER

12. After 10 minutes of heating, quickly install the

impeller on the shaft. Care must be exercised
to be certain the assembly mark on the im-
peller is aligned with the mark on the shaft
before it is pushed onto the shaft.
13. Place the unit in a press. Support the shaft with
a supporting screw and press the impeller on
 2A-10 Group271.l
ENGINE Page I
TURBOCHARGER

Turbocharger
INTRODUCTION

141321 21 22 23 24 25 26
TURBOCHARGER
A-Ring. 7-Oil cavity vent 13-Wear washer. 21-Compressor back
B-Bolt. passage. 14-Nut. plate.
!-Thrust rings. 8-Shaft. IS-Turbine housing. 22-Seal.
2-Retainer. 9-Nozzle. 16-Compressor impeller. 23-Bearing housing.
3-Thrust bearing. 10-Sleeve. 17-Turbine wheel. 24-Oil drain hole.
4-Retainer. 11-Turbine back 18-Piston ring seals. 25-Bearings.
5-Compressor cover. plate. 19-Piston ring seals. 26-Oil thrower.
6-Clamps. 12-Shims. 20-Oil deflector.

The turbocharger is designed to increase the die-
sel engine power output. The turbocharger absorbs
energy from the diesel exhaust gases, and uses this
energy to drive the compressor impeller (16) for
supercharging the diesel engine.
The turbocharger is comprised of a turbine wheel
(17) and a compressor impeller (16) on a rotating
shaft (8), a bearing housing (23), a turbine housing
(15), compressor cover (5), and a compressor back
plate (21).
The turbine wheel is lofated in the turbine hous-
ing and is permanently secured to one end of the
shaft. The impeller is secured to the other end of the
shaft by a nut (14) to form an integral rotating as-
sembly. To assure reliability and freedom from vi-
bration, all parts of the rotating assembly have been
carefully dynamically balanced.
The bearing housing (23) encloses and supports
the rotating assembly and contains the oil inlet hole
and oil outlet hole. The turbine housing and com-
pressor cover are mounted to the bearing housing
and secured in position by the clamps (6).
Group 271.l 2A-10
Page2 ENGINE
TURBOCHARGER
NOTE
Some models secure the compressor cover to
the bearing housing by means of a ring (A) and
bolts (B) rather than the clamp (6).
A tube, one end of which is connected to the
crankcase, is connected to the oil cavity vent pas-
sage (7). Venting this area promotes the draining
of the oil from the bearing housing, and therefore
away from the seals, thus reducing the work-load
imposed on the seals.
NOTE
Some earlier engines have a breather connect-
ed to the passage (7) instead of the vent tube.
The rotating assembly is supported by two full
floating pressure lubricated bearings (25) located in
the bearing housing. Filtered engine oil is supplied
to the bearings through passages in the housing in
sufficient quantity to lubricate the shaft bearings
(25) and thrust bearing (3). This oil also aids in the
removal of excessive heat. Oil returns from the tur-
bocharger to the crankcase through an external
tube at (24). Thrust loads are absorbed by the sta-
tionary thrust bearing (3) and the rotating thrust
rings (1). The oil deflector (20) contains and routes
the oil thrown from the shaft and thrust rings back
to the drain opening (24).
Piston rings (18) and (19) on either end of the
shaft prevent oil from escaping the bearing housing.
The turbine housing, besides housing the turbine
wheel, acts as a chamber for the exhaust gases from
the diesel engine. The gases are directed through
the turbine housing and into contact with the tur-
bine blades by the nozzle (9). Different nozzles are
used for different engine applications. For the cor-
rect nozzle, see the Rack Setting Charts.
Shims (12) are located between the impeller (16)
and the sleeve (10) making it possible to adjust the
impeller-to-cover clearance.
The turbocharger is mounted on the exhaust out-
let of the diesel engine exhaust manifold. The ex-
haust gases from the diesel engine pass through the
turbine end of the turbocharger before they are dis-
charged into the atmosphere. This flow of exhaust
gases through the turbine wheel provides the en-
ergy to operate the turbocharger.
During operation, the turbocharger responds to
the engine load demands by reacting to the flow of
exhaust gases and the corresponding demand of
the engine for air.
The exhaust gases enter the turbine housing (15)
at the exhaust inlet opening and are directed
through the vanes of the nozzle (9) into contact with
the blades of the turbine wheel (17). The exhaust
provides the driving force to turn the turbine wheel
and the impeller (16).
The turbocharger should always be handled care-
fully to avoid damage to any of its components.
ALTITUDE OPERATION
The maximum turbocharger speed is determined
by the rack setting, the high idle speed setting, the
pressure ratio control setting, on engines so equip-
ped, and the altitude at which the engine is oper-
ated. The rack setting has been set to permit the
engine to be operated at the altitude given on the
warning plate on the instrument panel or valve
cover. The high idle speed setting is not the same
for all altitudes. If the high idle speed or the rack
setting is greater than specified for the altitude at
which the engine is operated, serious damage to
engine or turbocharger parts may result.
The maximum altitude at which the engine can be
operated is specified on the altitude warning plate
located on the valve cover or instrument panel. The
governor housing and turbocharger are sealed to
prevent serious engine damage or personal injury
due to operation of the engine with incorrect set-
tings or turbocharger nozzle. Changes to the turbo-
charger, rack setting, or high idle speed should be
made only by a Caterpillar dealer serviceman.
The engine can be operated at a lower altitude
than specified on the warning plate without danger
of engine damage, but with slightly less than maxi-
mum performance. When operated at a higher alti-
tude, the rack setting and high idle speed setting
must be changed only by a Caterpillar dealer serv-
iceman. After making any changes, the new altitude
limit should be stamped on the altitude warning
plate.
Also, the new high idle, full load speed, and rack
setting should be stamped on the governor warning
plate. Reseal the governor housing for continued
protection.
SEALING OF THE TURBOCHARGER
The turbocharger is sealed at the factory. Fac-
tory installed seals are identified by the letters CT
CO. Dealer's sealing tool impresses the letters DLR
on the seals.
 2A-10 Group 271.1
ENGINE Page 3
TURBOCHARGER

(A) which fits into a groove in compressor cover

(1) and is secured to bearing housing (2) by
bolts. It is necessary on these models, to re-
move the bolts and ring prior to removing the
compressor cover. Upon assembly it will also
be necessary to cement the side of a new gas-
ket (B) to the bearing housing. Tighten the bolts
to the torque value in the SPECIFICATIONS.

TURBOCHARGER FACTORY SEAL

I-Seal.

CHECKING BEARING CLEARANCE

A quick check of bearing condition can be made
without disassembling the turbocharger. This can
be done by inspecting the compressor impeller, tur-
bine wheel, turbine housing and compressor cover.
If there is no indication of either the impeller rub-
bing the compressor cover or the turbine wheel rub-
bing the turbine housing, the bearing clearances
are generally satisfactory.
A more reliable check of bearing condition can be
made only when the turbocharger is disassembled
and the bearings, shaft journal and housing bore
diameters can actually be measured. See the SPECI- PREPARING TO REMOVE COMPRESSOR COVER
FICATIONS for these diameters. AND TURBINE HOUSING
A-Ring. B-Gasket. I-Compressor cover. 2-Bearing hous-
While the turbocharger is disassembled, carefully ing. 3-Clamp. 4-Seal. 5-Clamp. 6-Turbine housing.
check the back surfaces of the compressor impeller
CAUTION
and turbine wheel for signs of contact with the
cover or housing. Contact in these areas would indi- Use caution when removing the turbine hous-
cate a worn thrust bearing or thrust rings. ing. Turbine nozzle (8) is a loose fit on turbine
back plate (7).
CHECKING TURBOCHARGER SHAFT
3. Lift nozzle (8) from turbine back plate (7).
END CLEARANCE
See the SPECIFICATIONS for normal and permis-
sible shaft end clearance (axial movement). End
clearance is checked with a dial indicator, either on
or off the engine. If permissible clearance is ex-
ceeded, recondition the turbocharger.

DISASSEMBLY OF THE TURBOCHARGER

Compressor Cover and Turbine Housing
Removal and Installation
1. Cover all turbocharger openings and wash the
exterior thoroughly with nonflammable fluid be-
fore disassembly.
2. Mark compressor cover (1), turbine housing (6)
and bearing housing (2), prior to disassembly,
to insure correct positioning upon assembly.
NOTE
On some models, clamp (3) is replaced by ring
REMOVING NOZZLE
2-Bearing housing. 7-Turbine back plate. 8-Nozzle.
4. Before installing the compressor cover and tur-
bine housing, see the topic CLEANING AND
INSPECTION.
5. Complete the assembly. Turn the impeller by
hand to be certain there is no rubbing or bind-
ing within the turbocharger.
Group 271.1 2A-10
Page 4 ENGINE
TURBOCHARGER

Rotating Parts .son PLATE

Before disassembly of the rotating assembly,
measure the shaft end clearance as previously de- 6, 1211
scribed. If the clearance is excessive, or if either the
turbine wheel or impeller has rubbed against the
housing or cover, the bearings and/or thrust bear-
ing and thrust rings must be replaced. Bent im- .40611 ORI LL
peller blades require replacement of the entire ro- 2 HOLES

tating assembly. Turbine blades, which are notice-

ably bent also require replacement of the rotating
assembly. T78945
Bearing failure can damage the shaft journals FIXTURE ADAPTER
and/or thrust bearing or rings. Excessive wear or
roughness renders the shaft unsuitable for reuse.
l°X 1f FLAT STEEL f' DRIVE SOCKET~BRAZE ON WITH
___:.__ SQUARE UP
If the shaft journals measure less than the specified
diameter, a new rotating assembly should be in- ---s·----.
----------1e·-----------......
137848
stalled. Visual inspection and experience are the
only ways to determine when the roughness of the WRENCH
shaft prohibits reusing the rotating assembly. New
bearings will not correct excessive wear on the CAUTION
thrust bearing or thrust rings.
Take care to prevent any distortion of the
Installing new bearings does not eliminate the blades.
necessity of inspecting and cleaning the rotating
parts.
1. Assemble fixture adapter (2) to fixture (4). Place
bearing housing (1), containing the rotating
parts, on the fixture adapter with the turbine
wheel down as illustrated.

5.25" , - - - - - - - 3.69"R

REMOVING NUT
I-Bearing housing. 2-Fixture adapter. 3-Wrench. 4-Fixture.

5F4889 KNOB
.312" (5/16) DRILL
3/8" - 16 TAP
2 HOLES

171027 WELD IN PLACE 4-1/2' X s• RODS

FIXTURE

2. Before removing the impeller, make sure the

alignment marks on the impeller and the shaft
are visible, since all rotating parts are re-
matched during reassembly to maintain the pre-
viously established dynamic balance of the unit.
SUPPORTING SCREW
NOTE
Later rotating parts are balanced and no align-
4. Thread supporting screw (5) into the base of
ment is necessary.
the fixture to contain the turbine wheel and
3. Remove the nut. The rotating assembly can be shaft when pressed from the impeller. Leave a
held stationary by using wrench (3). space between the end of the screw and the
 2A-10 Group 271.1
ENGINE Page 5
TURBOCHARGER

turbine wheel equal to or slightly greater than l. Separate bearing housing ( 4) from compressor
the thickness of the impeller. This will allow an back plate (6) and remove 0-ring seal (5).
unobstructed pressing action on the shaft and
still prevent the turbine wheel from being dam-
aged by striking against the fixture base.
5. Using a press and a pin, press the shaft and
turbine wheel from the impeller hub as shown.

SEPARATING HOUSING AND PLATE

4-Bearing housing. 5-O-ring seal. 6-Compressor
back plate.

DISASSEMBLING COMPRESSOR BACK PLATE

PRESSING SHAFT AND TURBINE WHEEL 6-Compressor back plate. 7-Piston ring-type seals.
FROM IMPELLER 8-Sleeve.
5-Supporting screw.

6. Remove the impeller and the shims from be-

neath the impeller.
7. Back off screw (5) and remove bearing hous-
ing from the fixture to allow the removal of the
turbine wheel and shaft.
8. Measure the shaft journal diameters and inspect
the journals for roughness. If the journal diam-
eters are less than specified, the rotating assem-
bly must be replaced. See the SPECIFICATIONS OIL DEFLECTOR REMOVAL
4-Bearing housing. 9-Bolts. IO-Oil deflector.
for correct dimensions.
9. Inspect the piston ring-type seals and measure 2. Inspect piston ring-type seals (7) and measure
the thickness. Measure the width of the seal the thickness. Measure the width of the seal
grooves. See the SPECIFICATIONS. groove. See the SPECIFICATIONS.

Bearing Housing

THRUST BEARING REMOVAL

REMOVING TURBINE BACK PLATE II-Oil retainer. 12-Thrust ring. 13-Thrust bearing.
I-Back plate. 2-Snap ring. 3-Bolts (five). 14-Spacer. IS-Thrust ring. 16-Oil retainer.
Group 271.1 2A-10
Page 6
TURBOCHARGER
3. Remove the outboard snap ring, wear washer,
bearing (17) and inboard snap ring (19) from
bearing housing (4).
NOTE
When assembling, position the wear washer be-
tween bearing (17) and outboard snap ring.
BEARING REMOVAL
4-Bearing housing. I 7-Bearing. IS-Bearing.
I9-Inboard snap ring. 20-Snap ring.
4. Inspect and measure thrust rings (12) and (15),
thrust bearing (13), the bore in bearing housing
(4), the wear washer and bearings (17) and
(18). See the SPECIFICATIONS.
NOTE
When bearings (17) and (18) do not measure up
to SPECIFICATIONS, install new bearings. Bear-
ings can be serviceable even though the plating
is worn off.
5. Replace any worn or damaged parts.
CLEANING AND INSPECTION
Inspect rotating parts for binding and damage
caused by rubbing on adjacent parts. Replace any
damaged parts if any of these symptoms are present.
Wash all parts with cleaning solvent and dry
thoroughly. Use wood to clean the carbon and de-
posits from the turbine housing and the nozzle.
The turbine wheel must be cleaned with a good
cleaning solvent in order to dissolve the carbon.
The amount of soaking depends on the amount and
type of deposits on the wheel. When hard carbon
deposits are formed, soaking in solvent-type clean-
er for an hour or more is required. The loosened
particles must all be scraped off with a stiff brush
or a specially shaped piece of wood and, if neces-
sary, the whole process repeated. If the wheel is
covered with soot only, washing with a stiff brush
ENGINE
and cleaning solvent and then rinsing with clean
water will be sufficient.
CAUTION
The rotating components must be thoroughly
cleaned in order to maintain the critical balance
of the unit. Do not use a wire brush or wheel.
ASSEMBLING TURBOCHARGER
Before assembling, be certain all parts are thor-
oughly clean. Extreme care must be taken to keep
out dirt and foreign material.
Bearing Housing
Install snap rings (4), wear washer (1) and bear-
ings (3) in bearing housing (2).
Later bearing (3) at the compressor end of the
housing (2) has grooves in the bore of the bearing.
CAUTION
Exercise extreme care during installation of
snap rings (4) to prevent scratching the bearing
housing bore. Each snap ring must be installed
with the flat side facing the bearing for which
it is acting as a retainer. Lubricate the bearings
prior to installation.
Install back plate (5) on bearing housing (2) and
secure in place with snap ring (6).
2
4
BEARING INSTALLATION
I-Wear washer. 2-Bearing housing. 3-Bearings.
4-Snap rings.
NOTE
Beveled-type snap ring (6) must be installed
with the flat side toward the back plate. Make
certain the ring is secure in the groove.
BACK PLATE INSTALLATION
2-Bearing housing. 5-Back plate. 6-Snap ring.
 2A-10 Group 271.1
ENGINE Page 7
TURBOCHARGER

Rotating Parts
1. Lubricate the piston ring-type seal grooves and,
with the aid of fabricated ring expander sleeve
(1), install the two piston ring-type seals on the
shaft.
5. Install oil retainer (10), thrust ring (9), spacer
(8) and thrust bearing (7).
NOTE
The bolt holes in the oil retainer and thrust bear-
ing are staggered to eliminate the possibility of
installing these items incorrectly.

~
i---------
.

,l
.
~f:
25"
J,767
i -------- ~
v___
POLISH

DETAIL FOR FABRICATING RING EXPANDER SLEEVE

2. Remove th& sleeve and rotate the rings until the

gaps are 180° apart.
INSTALLING THRUST BEARING
7-Thrust bearing. 8-Spacer. 9-Thrust ring.
IO-Oil retainer.

6. Install thrust ring (12) and oil retainer (11).

INSTALLING PISTON RING SEAL

I-Ring expander sleeve.

3. Center the ring seals on the shaft with the

gaps 180° apart and insert the shaft into the
turbine end of the bearing housing. If the rings
do not enter the housing easily, remove the
shaft and re-center the rings.
4. Place bearing housing (2) and shaft (3) on the
fixture (4), with the aid of fixture adapter (5),
and support the shaft with support screw (6).
INSTALLING OIL RETAINER
11-Oil retainer, 12-Thrust ring.
7. Install oil deflector (17) and bolts (16). Bend the
locks to secure the bolts in place.
8. Slip sleeve (15) over the shaft so the end con-
taining the piston ring-type seal groove faces
away from the bearing housing.
9. If sleeve (15) has an interference fit on the shaft,
heat the sleeve in oil at 250° F. for a few minutes
to facilitate installation. Allow sleeve to cool be-
fore tightening the impeller retaining nut.

SHAFT INSTALLATION
2-Bearing housing. 3-Shaft. 4-Fixture.
5-Fixture adapter. 6-Support screw.
NOTE
If the piston ring-type seals were removed from
the sleeve (I 5), it will be necessary to install
them again upon installation of the sleeve. If
the rings were not removed, the sleeve and
rings can be installed as a unit.
Group 271.1 2A-10
Page 8 ENGINE
TURBOCHARGER

10. Lubricate the rings and rotate them until their peller end. This clearance is regulated by the
gaps are 180° apart. shims under the impeller; add or remove shims
as required. See the SPECIFICATIONS for cor-
rect clearance.

CHECKING IMPELLER TO HOUSING CLEARANCE

18-Nut. 19-Spacer block. 20-Thickness gauges.

INSTALLING COMPRESSOR BACK PLATE

13-Compressor hack plate. 14-O-ring seal. 15-Sleeve. 14. Remove nut (18) and spacer block (19).
16-Bolts (three). 17-Oil deflector.
15. Carefully install the impeller on the shaft.
11. Install O-ring seal (14) in the groove provided
NOTE
in compressor back plate (13) and place the
Make certain the support screw pushes the shaft
back plate over the shaft, carefully lowering it
firmly toward the impeller end during this oper-
to the assembled position. Tighten the bolts
ation. Also make certain the impeller bottoms
securing the back plate in this position. See the
on the shaft.
SPECIFICATIONS.
16. Install a new nut and tighten to the torque value
CAUTION
specified in the SPECIFICATIONS.
Use care to prevent ring breakage when seat-
ing ring seals in the compressor back plate
bore. Do not force the rings into the bore.

INSTALLING NUT

17. Recheck the impeller-to-back plate clearance by

SPACER BLOCK
12. Place the approximate amount of shims needed
on the shaft. Install spacer block (19) and nut
(18). Tighten the nut to the specified torque.
13. Using a thickness gauge (20) on each side of
the spacer block as illustrated, check the im-
peller-to- compressor back plate clearance.
Measure with the block pushed toward the im-
placing the appropriate thickness gauge under
the impeller wheel. Also check again for proper
end clearance.
18. Make a final inspection to determine if any
blades have been accidentally damaged or bent
during the assembly operation.
19. Install the nozzle, turbine housing and compres-
sor cover.

ENGINE
CYLINDER HEAD
Cylinder Head
The inlet manifold is cast integral with the cylin-
der head on the left side. Water directors direct the
flow of coolant toward the valve ports and precom-
bustion chambers.
Rubber seals and ferrules seal the water and
lubrication passages between the cylinder head and
cylinder block.
CYLINDER HEAD REMOVAL
1. Drain the coolant from the diesel engine.
2. Remove all items that interfere with accessi-
bility and removal of the diesel engine cylinder
head.
PREPARING TO REMOVE CYLINDER HEAD
D Remove
1-Air supply line. 2-Exaust elbow. 3-Fuel injection
lines. 4-Turbocharger. 5-Rocker arm cover.
3. Install caps and plugs to prevent the entry of
dirt into the fuel injection system.
4. Remove the rocker arm assembly (6) and push
rods. See the covering topic.
PREPARING TO REMOVE CYLINDER HEAD
D Remove
6-Rocker arm. 7-Exhaust manifold.
9A-10 Group280.l
Page 1
5. Remove the bolts which secure the cylinder
head to the cyhnder block.
NOTE
On models equipped with glow plugs, remove
any necessary glow plugs to provide easier ac-
cess to the bolt heads.
6. Use a suitable hoist to remove the cylinder
<
head from the cylinder block.
REMOVING THE CYLINDER HEAD
8-Seals.
7. Remove the ferrules and seals (8) from under
the cylinder head.
CYLINDER HEAD INSTALLATION
A new cylinder head gasket should be installed.
1. Place the gasket on the cylinder block.
2. Install the ferrules and seals.
3. Carefully lower the head on the block. Proper
head alignment is assured by dowel pins lo-
cated in the block.
CAUTION
When installing the head on the cylinder block,
see that the ferrules and seals are properly
installed and start properly into the recessed
holes in the head. Rock the head gently until
it seats flat on the head gasket.
4. Install the push rods and valve rocker arm as-
sembly.
5. Install the head bolts and tighten them in the
numerical sequence as illustrated in the topic,
SPECIFICATIONS.
If the bolt torque, after engine run-in, has dropped
below the value given in the topic, SPECIFICA-
TIONS, they should be retightened.
6. Set the valve clearance as given in the topic,
SPECIFICATIONS.
Group 280.1 9A-10
Page 2 ENGINE
CYIJNDER HEAD

WATER DIRECTORS The gasket (3) prevents combustion gases from

entering the cooling system, as well as preventing
leakage of the coolant into the cylinder.

Removal and Installation

The ·following instructions cover installation of
precombustion chambers on glow plug equipped
models.
On models not equipped with glow plugs, use
only the steps applicable since special positioning
of the precombustion chamber is not required.
1. Disconnect the glow plugs leads.
2. Remove the glow plugs.
3. Remove the fuel injedion .valve assembly.
CYLINDER HEAD SHOWING WATER DIRECTORS 4. Place the wrench (I) in the serrations of thP- p!'e-
1-Director. 2-SeaL 3-Ferrule. combustion chamber and re::nnve precombus-
tion chamber from head.
For maximum cooling effectiveness, water direc-
tors (1) are provided to direct the flow of coolant
to critical areas. They are pressed into place in the
head, after aligning the notch on the director with
the V-mark on the head.
The seals (2) and copper ferrules (3), which seal
the water passage between the head and top of the
block, are replaceable. The seal is installed easily
over the flange of the ferrule if the inner surface of
the seal is coated with liquid soap.
To facilitate installation of the head, install the
ferrules so the rolled edge is toward the head.
REMOVING PRECOMBUSTION CHAMBER
l-5F8353 Wrench.
PRECOMBUSTION CHAMBERS
Precombustion chamber (2) is threaded into cylin-
NOTE
der head (4) and sealed at the top of the head with
an O-ring seal (1). The O-ring seal prevents leakage The precombustion chamber gasket is supplied
of coolant. in three different thicknesses. With the proper
thickness gasket and the precombustion cham-
ber tightened into the head to the specified
torque value, the glow plugs and electrical con-
nections will be positioned to the "go" range.
The "go" range is the position in which the
glow plugs will be clear of fuel lines and other
points of interference when installed.

NOTE
If a cylinder head has collected an excessive
amount of scale or rust within the water jacket,
remove the cylinder head and clean it thor-
oughly. This is also an indication that the entire
cooling system should be cleaned.

PRECOMBUSTION CHAMBER 5. Coat the chamfered portion of the cylinder head

(Glow Plug Equipped Engine Illustrated)
and the rubber seal on the precombustion
1-0-ring seal. 2-Precombustion chamber. 3-Gasket.
4-Cylinder head. chamber with liquid soap.
 9A-10 Group 280.1
ENGINE Page 3
CYLINDER HEAD

r 7 5H11
PRECOMBUSTION CHAMBER POSITIONING DIAGRAM

6. Coat the bottom side of the thinnest gasket with

grease and place it in the head. The grease
will help retain the gasket while installing the
precombustion chamber. Install the precombus-
tion chamber and tighten to the torque value
listed in the SPECIFICATIONS, using the
wrench (I). Observe the location of the glow
plug opening. If the opening does not fall with-
in the "go" range, re-install the precombustion
chamber with the gasket called for in the dia-
gram.
7. Install the glow plugs. Tighten to the torque
value given in the SPECIFICATIONS.
8. Install the fuel injection valve assemblies and
connect the fuel injection lines. See the SPECI-
FICATIONS for torque values.
9. Connect the glow plug leads.
 NOTES
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 9A-IO Group290
ENGINE Page I
VALVES AND VALVE MECHANISM

Valves and Valve Mechanism VALVE ROCKER ARM ASSEMBLY

Removal
The valves and the valve mechanism admit inlet Remove the rocker arm cover.
air and release exhaust gases at precisely timed in-
tervals during engine operation. NOTE
The engine is of the four-stroke cycle, having four When replacing the rocker arm cover, torque the
separate strokes required for each cylinder to com- retaining bolts to 5 lb. ft.
plete one cycle. The camshaft is timed to the crank-
Remove the bolts which secure the rocker arm as-
shaft and turns at one-half engine speed.
sembly to the cylinder head. Remove the rocker arm
The inlet valve is open during the inlet stroke of assembly.
the piston to permit air to enter the cylinder. After
the compression and power strokes, the exhaust Disassembly
valve is opened to permit the piston, in moving up
on the exhaust stroke, to force the burned gases from
the cylinder.
Properly adjusted valves will operate for many
hours before they need to be reconditioned. Even-
tually, however, the valve faces and seats can be-
come pitted which ultimately allows compression
pressure losses. VALVE ROCKER ARM DISASSEMBLY
Valve rotators cause the valves to rotate while the D Remove
engine is operating. The rate of rotation is approxi- I-Spring. 2-Washer. 3-Rocker arm. 4-Bracket. 5-Rocker
mately three degrees each time the valve is opened. arm. 6-Spring. 7-Washer. 8-Ring.
This rotation decreases the possibility of excessive
carbon deposit build up on the valves. Remove the remaining brackets and rocker arms
from the rocker arm shaft.
NOTE The bearings in the rocker arms should be re
Naturally aspirated engines have no valve stem placed if the clearance between the bearings and
guide seals (6) and the valve rotators (7) are the shaft exceeds the value listed in the topic, SPECI-
replaced by spacers. FICATIONS.

5 Assembly
In order to properly install new rocker arm bear-
ings, a driver similar to the one shown in the illus-
tration should be used.

i--------- 6" - - - - - ~ 1-f DIA.

\,----------~ 1 1f-
.723° 0

133553 SMOOTH FINISH

.7 2 4.. t--="-

TOOL FOR ALIGNING ROCKER ARM BEARINGS

VALVES AND VALVE MECHANISM
I-Valve springs. 2-Retainer. 3-Lock. 4-Rocker arm. 5-Push
rod. 6-Valve guide seal. 7-Valve rotator. 8-Valve guide.
9-Valve. IO-Valve seat insert.
To determine whether a valve rotator is operating,
observe the valve spring retainer. If the retainer
does not rotate during operation, replace the valve
rotator as a unit.
NOTE
Be sure to align the oil holes in the bearing and
the rocker arm before pressing the bearing into
the rocker arm.
Assemble the rocker arm shaft.
Installation
Install the rocker arm assembly. Make sure the
compression release shaft is located properly to al-
Group 290 9A-I0
Page2 ENGINE
VALVES AND VALVE MECHANISM
low the pin in the rocker arm bracket to locate prop-
erly.
Tighten the rocker arm bolts to the torque values
listed in the specifications.
VALVES
Removal
Remove the cylinder head as described in the
covering topic.
Compress the valve springs and remove the locks.
Release the compressor and remove the retainers,
springs, and the valve rotators or spacers if so
equipped. The valves can then be removed.
COMPRESSING VALVE SPRING
The illustration shows a standard valve spring
compressor being used.
Cleaning
After removing a cylinder head from the diesel
engine and the valve assemblies from the head,
carefully scrape all carbon accumulations from the
parts. Be sure to clean the valves thoroughly, as
well as the valve stems, valve guides and valve
ports.
Valve Inspection and Reconditioning
The valves should always be carefully inspected.
If the valve faces are pitted or making poor contact
with the valve seat, they should be refaced in a
valve refacing machine. If the valves are deeply
pitted, badly warped or worn, they should be re-
placed.
In refacing, be sure there is sufficient metal left on
the head of the valve to prevent "dishing" of the
valve in .service.
The wear of the valve stems can be checked by
the use of a O" to l" micrometer. The valve stem
should be measured in three places. Use the meas-
urement near the top of the valve stem, where the
valve stem does not touch the guide, as the original
valve stem diameter.
CAUTION
In handling valves, caution should be exercised
to prevent nicking or scratching the radius be-
tween the valve face and stem. A very small
nick can cause the valve head to break off dur-
ing service.
See the topic, SPECIFICATIONS.
Checking Valve Seats
Coat the valve face with Prussian blue and rotate
the valve in the valve seat. Remove the valve and
examine the contact pattern on both valve and seat.
A line of contact near the top and around the entire
circumference of the valve seat should indicate line
contact with the valve.
The valve seats can be ground with a valve seat
grinding tool. Care should be exercised in its use, as
too much material may be removed quickly and
unknowingly.
After the valve seats have been ground until they
are smooth and concentric with the valve guides, all
parts should be cleaned thoroughly.
Valve Installation
Exhaust valves marked "EX" on the valve head
should be installed in the exhaust ports. Inlet valves
marked "IN" on the valve head should be installed
in the inlet ports.
Lubricate the stems, guides and seals for initial
starting.
Insert the valve through the valve guide and in-
stall the spring and the spring retainer. Compress
the spring with a compressor, such as shown in the
topic, VALVE REMOVAL. Insert the locks, large end
down, and tap the retainer lightly as the spring com-
pressor is removed, to make sure the locks are seat-
ed properly in the retainer.
NOTE
Install the spring with the painted end up.
VALVE GUIDES
The inlet and exhaust valves operate in replace-
able valve guides. After the valves have been re-
moved, clean the valve stems and the valve guides
and inspect the valve guide seal, if so equipped.
The valve guide wear should be checked with a
gauge or by the pilots furnished with some makes of
valve seat regrinding equipment. Generally the
pilots are supplied in graduated sizes. Use a mi-
crometer to measure the diameter of the largest pilot

ENGINE
VALVES AND VALVE MECHANISM
that will pass through the guide. This dimension will
indicate the wear in the guide, excluding possible
out-of-roundness.
2 The valve timing is controlled by the setting of
0 0
0 0
Tl6738
INSTALLING VALVE GUIDE
l-4H447 Driver. 2-Valve guide.
The valve guide (2) can be pressed or driven in
or out of the head by the 4H447 Driver (1) after re-
moving the valve guide seal. On earlier engines, the
inlet valve guide (4) can be identified from the ex-
haust valve guide (3) by the tapered end as shown.
On later engines, the same guide is used for both
inlet and exhaust valves.
VALVE GUIDES
3-Exhaust valve guide. 4-Inlet valve guide.
The guides should be pressed into place care-
fully with the type of driver or inserting tool shown
in the accompanying illustration, to prevent dam-
age to the guides. A reamer run through the guides
after they are installed will insure correct valve stem
clearance. See the topic, SPECIFICATIONS, for the
9A-10 Group290
Page3
correct reamer size. Install the seals after the guides
are in place.
VALVE TIMING
the timing gears. Timing is shown in the topic,
TIMING GEARS.
VALVE LIFTERS
The valve lifters are located in the left side of the
cylinder block. Valve lifters for all cylinders except
No. 1 can be removed from the engine in the follow-
ing manner.
NOTE
It is necessary to remove the cylinder head to
remove the valve lifters for cylinder No. 1 on
some engines.
Some lifters have a wider base and are not re-
movable from the top of the engine. The cam-
shaft must be removed prior to their removal.
Remove the valve rocker arm assembly. See the
topic, VALVE ROCKER ARM REMOVAL.
Remove the push rods.
Using a suitable piece of wire, approximately 15"
long with a ½" hook bent in one end, remove the
valve lifters as shown.
REMOVING VALVE LIFTER
COMPRESSION RELEASE MECHANISM
The compression release mechanism opens the
inlet valve on each cylinder, allowing the diesel
engine to be easily cranked.
Group290 9A-I0
Page4 ENGINE
VALVES AND VALVE MECHANISM

The compression release shaft is locked in the
RUN or START position by a spring loaded plunger
(4) which engages in a stop (I) held in place by
spring pin (2) on the compression release shaft (3).
3 5. Prior to installation inspect the seal on the shaft
When the shaft is rotated to the START position,
the high portions of the shaft contact the inlet valve
rocker arm buttons and hold the inlet valves open.
Removal and Installation
1. Remove the rocker arm assembly.
2. Disconnect the compression release lever.
3. Remove the spring pin from the stop on the com-
pression release shaft.
4. Slide the shaft out of the head.
and replace it if it is damaged.

COMPRESSION RELEASE MECHANISM

I-Stop. 2-Spring pin. 3-Shaft. 4-Plunger.

Each inlet valve rocker arm has a button (5) which

comes in contact with the compression release shaft
(3) when the inlet valve is closed and the compres-
sion release is in the START position. When the com-
pression release is in the RUN position, flat sections
on shaft allow normal operation of the rocker arms.

COMPRESSION RELEASE MECHANISM

3-Shaft. 5-Rocker arm button.

ENGINE
FRONT SUPPORT
Front Support
REMOVAL AND INSTALLATION
Remove the crankshaft pulley. See the covering
topic.
Support the front of the engine by some means
other than the front support itself.
Remove the bolts which secure the front support
to the bushing assembly.
NOTE
Tag the shims from each side of the front sup-
port so they will be installed in the same posi-
tion.
BUSHING ASSEMBLY REMOVAL AND
INSTALLATION
The bushing assembly is assembled by a special
process that gives a very tight fit between the rub-
ber ring (2), support (l) and steel inner ring (3).
The bushing assembly is serviced only as a unit. ·
The steel inner ring (3) is a .003" to .006" press fit
on the timing gear cover. Should it become neces-
sary to replace the bushing assembly for any reason,
it is necessary to ruin the three parts of the assembly
in the process.
9A-l0 Group310
Pagel
T44883
BUSHING ASSEMBLY
I-Support. 2-Rubber ring. 3-Steel inner ring.
Pull, burn off or cut off the support (l), remove the
rubber ring (2), and then bum or cut the steel inner
ring off the timing gear cover.
As the new bushing assembly is pressed on the
timing gear cover, it should be kept in its proper
position relative to the engine front support.
CAUTION
Be sure the inside of the timing gear cover is
adequately supported prior to installation of the
bushing assembly.
NOTE
If excessive heat is applied to the timing gear
cover during the cutting operation, the oil seal
in the timing gear cover should be replaced.
See the topic, TIMING GEAR COVER REMOVAL
AND INSTALLATION.
 NOTES
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ENGINE
TIMING GEARS
Timing Gears
The timing gears are located at the front of the
engine and drive the accessories and keep the rota-
tion of the crankshaft, camshaft, fuel injection pump
camshaft and balancer shafts in correct relationship
to each other.
TIMING GEARS
I-Accessory drive gear. 2-Camshaft gear. 3-Accessory
drive idler gear. 4-Crankshaft gear. 5-Right balancer
gear. 6-Left balancer gear. 7-Idler gear.
8-0il pump drive gear.
TIMING GEARS AND TIMING MARKS
1. Remove the timing gear cover. See the topic,
TIMING GEAR COVER REMOVAL.
TIMING MARKS
9A-IO Group 320.I
Page I
2. Remove the flywheel pointer cover on the fly-
wheel housing and turn the flywheel in the di-
rection of engine rotation until No. I piston is at
top center on the compression stroke. See the
topic, FUEL INJECTION PUMP LIFTER SETTING.
3. The timing marks on the gears should be
matched as follows:
(a.) C on crankshaft drive gear with C on cam-
shaft gear.
(b.) F on camshaft gear with F on accessory
drive idler gear.
(c.) AB on accessory drive gear with B on ac-
cessory drive idler gear.
(d.) B on crankshaft gear with B on oil pump
idler gear.
(e.) D on oil pump idler gear with D on right
balancer shaft gear.
(f.) A on oil pump idler gear with A on oil
pump drive gear.
(g.) H on oil pump drive gear with H on left
balancer shaft gear.
4. If the timing marks are not properly aligned, see
the covering topics for the removal and installa-
tion of the particular gears.
CRANKSHAFT PULLEY REMOVAL AND
INSTALLATION
To remove the timing gear cover, first remove the
crankshaft pulley.
1. Remove the radiator. See the topic, RADIATOR
REMOVAL AND INSTALLATION.
PREPARING TO REMOVE CRANKSHAFT PULLEY
D Remove
I-Generator-air compressor belt. 2-Fan belt. 3-Jk'~.
4-Retaining plate.
Group 320.1 SA-10
Page2 ENGINE
TIMING GEARS

2. Be careful not to damage the locating dowel (5) 2. Remove the crankshaft pulley as previously
in the plate. described.
3. Remove the water pump (5) as an assembly.
See the covering topic.

RETAINING PLATE REMOVAL

5-Dowel.

3. Use the 8B7548 Push Puller, 8B7550 Legs, 8B7557

Adapter and 8B7560 Step Plate to remove the
crankshaft pulley as shown.

PREPARING TO REMOVE TIMING GEAR COVER

0 Remove
I-Air line. 2-Air compressor. 3-Fan. 4--Generator.
5-Water pump.

4. Remove the bolts that secure the oil pan (9) and
oil pan plate (IO) to the timing gear cover (6).
5. Loosen the bolts which secure the oil pan and
oil pan plate to the cylinder block.

REMOVING CRANKSHAFT PULLEY

4. When installing the pulley, tighten the retaining

bolt to the torque value listed in the topic, SPEC-
IFICATIONS. Tap the pulley with a soft hammer
and retighten to the torque value.

TIMING GEAR COVER REMOVAL

AND INSTALLATION
1. Mount the engine on an engine positioning
stand, if available.

NOTE TIMING GEAR COVER REMOVAL

If the timing gear cover is to be removed with
the engine in the Traxcavator, it is necessary to
support the front of the engine by some means
other than by the engine front support prior to
removal of the timing gear cover.
6-Timing gear cover. 7-Timing gear plate. 8-Seal.
!!-Oil pan. 10-Oil pan plate. 11-Spacer.
6. Separate the oil pan plate from the timing gear
cover.
 9A-IO Group 320.1
ENGINE Page3
TIMING GEARS

7. Use a putty knife to carefully separate the gas-
ket from the cover.
8. Use spacers (11) between the oil pan plate and
the cylinder block on each side of the engine.
3. Using the 7F9540 Hydraulic Puller Group,
8F3670 Stud, 8F3667 Sleeve, 8F3668 Sleeve and
8F3669 Sleeve, install the accessory drive gear
on the shaft as shown.

9. Remove the bolts which secure the timing gear

cover to the engine block and plate (10) and
remove the timing gear cover.

I 0. Inspect the seal (8) in the front cover and re-

place it if it is damaged.

11. If the crankshaft seal has been removed, do not

replace the seal until the cover has been in-
stalled. Install the seal with the spring-loaded
lip in and the dust lip out.

ACCESSORY DRIVE SHAFT AND GEAR

Accessory Drive Gear Removal and Installation
1. Remove the timing gear cover. See the topic,
TIMING GEAR COVER REMOVAL.

ACCESSORY DRIVE GEAR REMOVAL

4. Install the lock and nut.

PREPARING TO REMOVE ACCESSORY DRIVE GEAR

D Remove
1-Nut.
2. Using a 5F7465 Puller, two 3/s" (NC) bolts 7½"
long, two 3/s" washers, 8B7561 Step Plate and
8F3668 Sleeve, pull the accessory drive gear as
shown.
NOTE
When installing the gear on the shaft, check to
see that the gear is properly sliding over the
key in the shaft and that the timing mark on the
gear is aligned with the timing mark on the
idler gear. See the topic, TIMING GEARS AND
TIMING MARKS.
ACCESSORY DRIVE GEAR INSTALLATION
NOTE
Accessory drive gear backlash is listed in the
topic, SPECIFICATIONS.
Removal and Installation as a Unit
The accessory drive gear and shaft may be re-
moved as a unit if desired.
With the timing gear cover removed, and No. 1
piston at top center of the compression stroke, re-
move the bolts which secure the bearing retaining
plate to the timing gear plate. See the topic, AC-
CESSORY DRIVE HOUSING REMOVAL AND IN-
STALLATION.
Group 320.l 9A-10
Page4 ENGINE
TIMING GEARS

Remove the shaft and gear as a unit. 3. Install the lock and nut.
4. Check the gear backlash. See the covering
topic.

PREPARING TO REMOVE CAMSHAFT GEAR

REMOVING ACCESSORY DRIVE SHAn' AND GEAR
D Remove
When installing the shaft, be sure to turn the shaft 1-Nut.
until the off-center tang on the shaft engages with
the slot in the fuel injection pump camshaft and the Camshaft Removal and Installation
timing marks on the gear align with the timing
1. Lift the valve lifters clear of the camshaft.
marks on the idler gear.
2. Remove the timing gear cover as described in
CAMSHAFT the covering topic.

The camshaft is located on the upper left side of NOTE

the cylinder block and is driven by the camshaft Care should be taken when removing the cam-
gear. The camshaft is supported in the block by shaft and gear not to damage the bearings as
three bearings. The camshaft is positioned by a the cam lobes pass through them.
thrust washer secured to the cylinder block. The
cams which actuate the inlet and exhaust valves are
forged integrally with the shaft. The camshaft and
camshaft gear can be removed as a unit if desired
after the timing gear cover has been removed.

Camshaft Gear Removal and Installation

1. Using the identical puller set-up as used to re-
move the accessory drive gear, pull the gear
from the camshaft. See the topic, ACCESSORY
DRIVE GEAR REMOVAL AND INSTALLATION.
2. Heat the gear, preferably in oil. Align the key-
way on the gear with the key on the camshaft
and install the gear, being sure to align the
timing marks.
NOTE
If no suitable means of heating the gear is PREPARING TO REMOVE CAMSHAn'
available, install the camshaft gear as instruct-
ed in the topic, ACCESSORY DRIVE GEAR RE- D Remove
MOVAL AND INSTALLATION. 1-Bolts. 2-Thrust plate. 3-Camshaft and gear.

ENGINE
TIMING GEARS
3. Check the bearing clearance. For the permissi-
ble bearing clearance, see the topic, SPECIFI-
CATIONS.
NOTE
If the camshaft bearings are to be removed, see
the topic, CAMSHAFT BEARING REMOVAL
AND INSTALLATION.
4. Install the camshaft and gear.
5. Check the camshaft end clearance as described
in the topic, CAMSHAFT END CLEARANCE.
Checking Camshaft Gear Backlash
The backlash between the camshaft gear and the
crankshaft gear can be checked by installing a dial
indicator as illustrated. The backlash between the
camshaft gear and the crankshaft gear is listed in
the topic, SPECIFICATIONS.
CHECKING CAMSHAFT GEAR BACKLASH
When a dial indicator reading of a value greater
than the permissible backlash is shown, a further
check must be made to determine the cause. Exces-
sive backlash indicates that either the timing gears,
the main bearings or the camshaft bearings are
badly worn.
Timing gear wear can be compensated for by ad-
justing the fuel injection pump lifters. See the topic,
FUEL PUMP LIFTER SETTING.
If either the main bearings or the camshaft bear-
ings are badly worn, they should be replaced with
new ones.
9A-10 Group 320.1
PageS
If a reading of less than the minimum backlash is
shown, it is an indication of incorrect assembly, or a
burr or rough spot on one of the gears. In this case,
take readings every 90° around the camshaft gear
to determine the cause. A burr can be removed
from a gear tooth, by using a gear file or fine stone,
without removing the gear from the camshaft. When
removing a burr, cover the remaining exposed parts
to keep them clean.
Camshaft End Clearance
The end thrust of the camshaft is taken by the
thrust plate.
CHECKING CAMSHAFT END CLEARANCE
The correct end clearance is given in the topic,
SPECIFICATIONS. The thrust plate should be re-
placed if the end clearance exceeds the permissible
end clearance.
The end clearance can be checked by installing a
dial indicator as illustrated. After checking the end
clearance, if it is necessary to replace the thrust
plate, it can be removed as described in the topic,
CAMSHAFT REMOVAL AND INSTALLATION.
If the camshaft and camshaft gear were removed
as a unit, the thrust plate should be inspected for
wear. The end clearance can be checked in the fol-
lowing manner. Push the thrust plate against the
gear. Using a thickness gauge, measure the clear-
ance between the thrust plate and the end of the
camshaft bearing journal.
Camshaft Bearing Removal and Installation
1. Place the engine on an engine positioning stand.
2. Remove the camshaft, oil pan, oil pump, oil pan
plate, and flywheel housing. See the covering
topics.
Group 320.l 9A-IO
Page6 ENGINE
TIMING GEARS

3. Press the bearings out of the cylinder block.

4. When installing the camshaft front bearing, be
sure that the oil hole in the bearing is aligned
with the oil hole in the cylinder block.
5. Install the camshaft front and rear bearings so
there is 1/s" clearance from the face of the cylin-
der block to the bearing edge.

ACCESSORY DRIVE IDLER GEAR

REMOVAL AND INSTALLATION
Inspect the idler gear bearing and the thrust
plate and replace if necessary.

ACCESSORY DRIVE IDLER GEAR REMOVAL

D Remove
I-Bolts. 2-Thrust plate. 3-Gear.

NOTE
Accessory drive idler gear end clearance is list-
ed in the topic, SPECIFICATIONS.

ENGINE
PISTONS, RINGS AND CONNECTING RODS
Pistons, Rings and Connecting Rods
PISTONS AND RINGS
The first noticeable symptoms of worn piston rings
and cylinder liners are increased oil consumption
and excessive vapor from the crankcase breather.
Extreme wear will result in poor compression, loss of
power and hard starting. See the topic, CYLINDER
LINERS.
PISTON AND RINGS
I-Piston. 2-Compression rings. 3-Oil ring.
4-Piston pin. S-Oil hole.
The cam-shaped aluminum alloy piston (1) has
three rings: two compression rings (2) and one oil
ring (3). All rings are located above the piston pin
bore. The top compression ring seats in an integral
cast iron band. The intermediate compression ring
has a taper face to provide quick break-in. Holes (5)
in the groove for the oil ring above the pin boss pro-
vide for the return of oil to the crankcase.
The full floating piston pin (4) is retained by two
snap rings which fit in grooves in the pin bore.
PISTONS
Removal and Installation
1. Drain the lubricating oil and the engine coolant.
2. Remove the cylinder head as described in the
topic, CYLINDER HEAD REMOVAL.
3. Remove the carbon from the inside top surface
of the cylinder liner.
9A-10 Group 340.l
Page I
4. Remove the cylinder block inspection covers or
the oil pan and remove the connecting rod bear-
ing caps as described in the topic, CONNECT-
ING ROD BEARING REMOVAL.
5. Rotate the crankshaft until the piston to be re-
moved is at top dead center. Carefully push the
connecting rod upward until the piston rings
are out of the cylinder. ,-5.
6. Lift out the piston and connecting rod assembly.
7. Before installing the piston, be sure the liners
and pistons are clean and free of carbon.
8. Place the piston ring compressor tool over the
cylinder into which the piston is to be installed.
PISTON INSTALLATION
9. Oil the piston and rings and place the piston
and connecting rod assembly into the cylinder
liner until the ring rests on the compressor tool.
Position the V-mark on top of the piston in align-
ment with the V-mark on top of the cylinder
block. This will place the recess for the valves
in the piston in the correct relationship to the
valves and precombustion chamber in the cyl-
inder head. Push the piston through the com-
pressor and into the cylinder liner.
Cleaning and Inspecting Piston
Pistons which are not worn excessively or scored
badly should be cleaned and used again. The ring
grooves should be square and smooth. The side
clearance between a new ring and the top ring
groove should not exceed the value listed in the
topic, SPECIFICATIONS.
Group 340.l 9A-10
Page2 ENGINE
PISTONS. RINGS AND CONNECTING RODS
There are a number of good carbon solvents
available for cleaning pistons. A carbon softener
for use on diesel engine pistons is fresh, cold water.
Soak pistons in cold water overnight and let them
dry (preferably in the sunlight), and most of the
carbon including that in the ring lands can be
easily removed.
The use of broken rings or carbon scrapers on ring
grooves should be avoided, as the grooves can be
cut. A stick of hard wood does a good job and will
not scratch the piston.
The bottom of each ring groove must be clean and
the oil return holes in the oil ring grooves must be
open before the installation of new rings.
The area above the top ring can be filed smooth,
but pistons badly scored below the top ring groove
should be replaced.
RINGS
Piston rings seal compression and control the
amount of oil on the cylinder walls. If oil consump-
tion is not excessive and compression is satisfactory,
pistons should not be removed nor new rings in-
stalled when an engine is dismantled for some other
reason.
To avoid damage to the piston, remove the rings
with a 5F9059 Piston Ring Expander.
RING EXPANDER
The rings should be placed on the piston in the
proper groove. Use the 5F9059 Piston Ring Expander
when placing the rings in the grooves. The ring ex-
pander is not only a time saver but will also pre-
vent breaking or distorting rings and damaging ring
grooves.
CAUTION
The intermediate compression ring has a ½ 0
taper face and has TOP marked. Be sure to in-
stall this ring correctly.
When new piston rings are to be used in worn
cylinder liners, the ridge at the top of the liner
should be raised.
Whenever new rings, piston assemblies or piston
and liner groups are installed, be sure to run-in
the engine on a conditioning schedule before op-
erating at normal load and speed. Do not run the
engine idle for a long period after installing new
rings or liners. Rings will not seat during idle opera-
tion.
CONNECTING RODS
Connecting rod bearings are located in the crank-
shaft end of the connecting rod. The bearing caps
and rods are numbered consecutively, 1-up, from
the front of the engine on the left side so the num-
bers can be seen through the inspection opening
on the left side of the cylinder block. The rods should
be reasi::embled with the numbers in this position.
CONNECTING ROD AND PISTON PIN
See the topic, PISTONS, for information on con-
necting rod and piston removal.
Connecting Rod Bearing Removal
Connecting rod bearings are the prec1s1on type
and are to be installed without fitting or scraping.
The bearing halves can be removed, inspected and
replaced through the inspection opening without
removing the rod from the engine.
1. Drain the diesel engine crankcase and cooling
system.
2. Remove the inspection cover (6).
3. With the inspection cover removed, turn the
crankshaft until the bearing to be removed is in
the position shown.

ENGINE
PISTONS. RINGS AND CONNECTING RODS
4. Remove the cotter pins and nuts from the con-
necting rod bolts and take out the cap and bear-
ing lower half.
INSPECTION COVER REMOVAL
D Remove
I-Generator. 2-0il filter. 3-0il cooler. 4-0il line.
5-Dipstick tube. 6-Inspection cover.
5. To remove the upper half, turn the crankshaft or
push the rod up slightly.
REMOVING CONNECTING ROD BEARING CAP
Connecting Rod Bearing Inspection
Connecting rod bearings are steel-backed, alumi-
num-lined. Larger particles of dirt and abrasives in
the oil do not tend to embed in aluminum bearings.
Such particles roll around between the bearing and
crankshaft journal causing scratches in the alumi-
num bearing without actually becoming embedded
in the aluminum. Such scratches are not necessarily
harmful and do not indicate that the bearings should
be replaced.
If there is any question about the surface of a
bearing, wash it with cleaning solvent to remove the
oil. If the surface feels rough and abrasive, install a
9A-10 Group 340.1
Page 3
new bearing. Another indication of dirt in the bear-
ing is excessive crankshaft wear.
New standard connecting rod bearing size and
clearances are listed in the topic, SPECIFICATIONS.
Bearings .030" undersize are serviced for reground
crankshafts.
Bent rods should be discarded. Do not attempt to
align the connecting rods by bending them.
Connecting Rod Bearing Installation
When replacing the bearings, see that the pro-
truding tab on the back of each bearing half lines
up with its corresponding recess in the connecting
rod and bearing cap. This locks the bearing in place
and keeps it from rotating.
BEARING HALF
Tighten the nuts to the torque value listed in the
specifications. It is permissible to exceed this value
by the amount necessary to turn the nut to the next
slot for alignment with the cotter pin hole.
Piston Pin Bearing
It is not alwciys necessary to replace piston pin
bearings at each engine reconditioning: They may
last many thousands of hours if the oil has been
kept clean.
After the oil has been cleaned from the pin and
bearing, it is possible to feel the clearance between
them. This normal oil clearance must not be mis-
taken for wear.
A new bearing, pin, or both, should be installed
only when the clearance between the bearing and
pin exceeds the value listed in the topic, SPECIFI-
CATIONS.
 Group 340.l 9A-IO
Page4 ENGINE
PISTONS. RINGS AND CONNECTING RODS

New connecting rods have the piston pin bearing

bored in a special machine which maintains the
proper center-to-center distance and parallelism of
the connecting rod bearing. Reconditioned rods
should be machined in the same manner. A new
connecting rod makes a good templet for center-to-
center distance which is listed in the specifications.
After pressing a new bearing into place, it should
be machined accurately to the inside diameter listed
in the topic, SPECIFICATIONS. A 2H6782 Rod Boring
Machine is available for this operation .

. !

ENGINE
CYLINDER LINERS
Cylinder Liners
Cylinder liner surfaces are machined, hardened,
ground, honed, and chemically treated to assure
proper break-in. The resultant surface is so hard that
ordinary boring tools will not machine it. Liners, pis-
tons and rings are available from the factory in
standard sizes only and require no fitting when they
are installed.
CHECKING LINER WEAR
Cylinder liners should be replaced when they are
either worn at the top of the ring travel to a value
greater than that listed in the topic, SPECIFICA-
TIONS, or, if they are scratched or scored.
Liner wear should be checked with an inside
micrometer as shown.
Two O-ring seals (I) fit in grooves on the lower
end of each liner as shown to prevent leakage of
coolant into the diesel engine lubricating system.
1
734014 _ _,__ _ _ _ - - - - - - - - - - - -
LINER SEALS
1-0-ring seals.
9A-10 Group350
Page I
REMOVING AND INSTALLING CYLINDER LINERS
1. Drain the cooling system.
2. Remove the cylinder head, the connecting rods
and the pistons as outlined in their respective
topics.
3. Place a piece of cardboard or heavy gasket
material through the inspection opening to pro-
tect the inside of the engine.
4. Install the 7Fl857 Puller, the 5F7362 Adapter
Plate and the 7F9540 Hydraulic Puller.
5. Remove the cylinder liner and clean the water
jacket sediment from the cylinder block.
6. When installing the cylinder liner, always use
new rubber seals. Coat the rubber seals with
liquid soap to ease installation.
PULLING CYLINDER LINER
7. Lower the cylinder liner carefully into the block.
The liners can be driven into place by using a
suitable driver, or by placing the puller adapter
on the top of the liner. A block of hard wood,
to be used as a driving block, is then placed on
the puller adapter.
8. Drive the liner into the cylinder block until it
bottoms. Then hit the block of wood several light
taps, to assure that the liner is in. If the last blow
bottoms the liner too hard, the liner may bounce
back slightly.
NOTE
Properly installed liners should extend slightly
above the face of the cylinder block. This in-
sures proper holding and sealing of the cylinder
liner against the cylinder head gasket when the
Group 350 9A-10
Page2 ENGINE
CYLINDER LINERS

cylinder head is drawn down. Some liners may

feel slightly loose in the cylinder block, yet
serve ,satisfactorily without water or antifreeze
leaking past the rubber seals.

9. Remove the cardboard and assemble the parts.

RECONDITIONING CYIJNDER IJNERS

Removing Ridge from Worn Cylinder Liners
When new piston rings are to be used in worn
cylinder liners, the ridge in the liner at the top of
the ring travel should be raised to provide clearance
for the new top ring. Since the liners are too hard
for ordinary tools, a liner ridge boring tool should
be used. The illustration shows how the tool is in-
stalled. Information regarding the tool illustrated is
available upon request.

TIS654...J"""....:J'......_,...._..,.__,-..___,..__,..___,__ _

LINER RIDGE BORING TOOL

Use the head bolts or studs and suitable washers

as illustrated, to secure the liner ridge boring tool
to the cylinder block.
The tungsten carbide tool bit is spring-loaded
and specially ground so it will follow the worn con-
tour of the liner and will not cut deeper than the
worn surface. Instructions for its use accompany the
tool.
CAUTION
Be careful not to rotate the tool counterclockwise
when the tool bit is against the liner wall. Doing
so will break the cutting edge.
 9A-10 Group360
ENGINE Page I
MAIN BEARINGS

INTRODUCTION
The main bearings and caps support the crank-
shaft in place in the cylinder block.
The main bearings are of the steel-backed alumi-
num-lined precision type. Tabs are punched out-
ward on the bearing half at the parting line, and fit
into recesses in the cylinder block and bearing cap,
securing the bearing and preventing it from rotat-
ing. This provides an uninterrupted bearing surface
in the most highly-loaded area, improving the load-
ing conditions and giving maximum resistance to
fatigue failures.
The crankshaft thrust is taken on the flange of the
lower half of the rear main bearing as illustrated.
The upper half of the rear main bearing does not
include a flange.
TOOL FOR REMOVING AND INSTALLING
MAIN BEARINGS
(Earlier Engines)

REAR MAIN BEARING AND CAP

REMOVING AND INSTALLING MAIN BEARING

f;JJil~l"
The main bearing caps are identified by numbers
stamped on the sides of the caps and the cylinder TOOL FOR REMOVING AND INSTALLING
block. Always return the bearing caps to their prop- MAIN BEARINGS
(Later Engines)
er locations in the block with part number toward
front face of block. 5. Place tool (3) in drilled oil hole (1) as shown,
All the main bearing caps are held in place by and roll the bearing upper half (2) out by ro-
two studs. The rear main bearing also has a dowel tating the crankshaft. Roll the bearing out tab
to help locate the bearing cap. end first.

I. To remove the main bearings, remove the oil
pan, oil pump and plate assembly. See the
covering topics.
2. Remove the nuts that secure the bearing caps
to the block.
3. Grasp the bearing cap (4) at the recessed por-
tion and pull outward, tapping the cap gently
with a soft hammer.
4. The main bearing upper halves can be removed
by use of the tool shown in the illustration.
Before installing a bearing, wash it thoroughly
and wipe it dry. Then, lubricate only the shaft con-
tact surface of the bearing. Rotate the upper half
into position in the same manner in which it was
removed. Make certain the bearing tab is aligned
with the recess in the block. Remove the tool from
the oil hole in the crankshaft. Since only the lower
half of the rear main bearing takes the thrust, full
contact between the bearing and crank thrust sur-
faces is assured. Place the lower half in the cap
and install the cap. Refer to the topic, SPECIFICA-
TIONS, for the main bearing stud nut torque. It is
Group360 9A-10
Page2
MAIN BEARINGS
REMOVING MAIN BEARING
I-Oil hole. 2-Upper half of main bearing. 3-Bearing tool.
4-Bearing cap.
permissible to exceed the specified nut torque by the
amount necessary to turn to the next slot for align-
ment with cotter pin hole. Complete the assembly.
MAIN BEARING INSPECTION
Abrasive materials may roll around between the
bearing and crankshaft journal causing scratches
in the bearing without actually becoming embedded
in the aluminum. Such scratches are not necessarily
harmful and do not indicate that the bearings should
be replaced.
Make certain that the cylinder block and bearing
caps are perfectly clean and free from burrs and
high spots. Handle the bearings carefully to avoid
marring them. Leave them dry except for the grease
holding the lead wire when checking clearances,
and lubricate them generously for final installation.
If there is any question about the surface of a
bearing, wash it with cleaning solvent to remove oil.
If the surface feels rough and abrasive, install a new
bearing. Another indication of dirt in the bearing is
excessive crankshaft wear.
CHECKING MAIN BEARING CLEARANCE
Refer to the topic, SPECIFICATIONS for the proper
main bearing clearance and crankshaft wear limits.
The clearances of the main bearings can be
measured without removing the crankshaft if the
engine is in an upright position. However, the
crankshaft must be held against the upper halves of
the main bearings; otherwise the weight of the
ENGINE
crankshaft will compress the lead wire slightly and
indicate a lesser clearance than realiy exists.
141405 ('") n-
CHECKING MAIN BEARING CLEARANCE
The bearing clearance can be checked by placing
soft lead wire between the lower bearing half and
the crankshaft. Coat two one-inch lengths of the wire
with soft grease and place them diagonally on the
bearing. The soft grease will keep the wires in posi-
tion while installing and tightening the cap. Turn
the crankshaft one complete revolution. Remove the
cap and measure the thickness of the compressed
wire with a O" to I" micrometer to determine the
bearing clearance. Lead wire for the purpose can be
obtained from the Parts Department by ordering
part number 5Bll6I.
REPLACEMENT MAIN BEARINGS
Precision main bearing halves, machined to pro-
vide proper clearance, are obtainable in complete
sets and are to be installed without further ma-
chining or hand fitting. Single replacement bearings
(both upper and lower half) can also be obtained
arid installed without special fitting. As a rule, how-
ever, it is good practice to replace the complete set
if any one of the bearings needs to be replaced. If
only one new bearing is installed and the other
bearings are worn to any extent, the new bearing
will carry more than its normal share of the load and
might be damaged as a result.
Precision main bearings are also obtainable for
use with reground crankshafts.

ENGINE
CRANKSHAFT
INTRODUCTION
The crankshaft main bearing journal and the con-
necting rod bearing journal diameters are given in
the SPECIFICATIONS. The lower half of the rear
main bearing has flanges which take the end thrust
of the crankshaft. The crankshaft timing gear is
pressed on the front of the crankshaft.
An oil seal pressed into the timing gear housing
cover prevents leakage at the front. An oil seal
pressed into the flywheel housing and bearing
against the crankshaft flange prevents leakage into
the flywheel housing. Counterweights are forged
integrally with the shaft and are drilled for balance.
Regrind the crankshaft or replace it if either the
wear on main bearing journals or the wear on the
connecting rod journals is greater than the values
listed in the SPECIFICATIONS.
Undersize main and connecting rod bearings are
available for use with crankshafts reground to .030"
undersize.
NOTE
When removing or installing main and con-
necting rod bearings, be sure the upper and
lower bearing halves are marked according to
their location.
CRANKSHAFT REMOVAL AND INSTALLATION
1. Remove the radiator. See the topic, RADIATOR
REMOVAL AND INSTALLATION.
2. Mount the engine on an engine positioning
stand, if available.
3. Remove water pump, timing gear housing cover
and flywheel housing. See covering topics.
PREPARING TO REMOVE CRANKSHAFT
(Typical Example)
SA-10 Group370
Page 1
4. Position the engine on its side as shown and re-
move the oil pan, plate assembly and oil pump.
5. Remove the connecting rod bearings and caps
and push the piston and rod assemblies upward
into the cylinders to clear the crankshaft.
6. Wrap the bearing surface on the crankshaft for
number one and number four connecting rods
with a clean heavy cloth.
7. Place a cable around the cloth and attach the
cable to a hoist. Tighten the cable just enough
to prevent the crankshaft from moving when
the main bearing caps are removed.
8. Remove main bearing caps. Cover bearing cap
studs with pieces of rubber hose or something
similar to prevent nicking or scratching the
crankshaft during removal and installation.
9. Lift the crankshaft from the engine.
10. Lubricate and wrap the bearing surfaces.
11. Prior to installing the crankshaft, see the topic,
TIMING GEARS AND TIMING MARKS, for prop-
er timing of the crankshaft gear.
12. Lubricate bearings and install crankshaft. See
the SPECIFICA TIO NS for proper torque values
on the connecting rod and main bearing cap
nuts.
13. Check bearing clearances. See covering topic.
CRANKSHAFT GEAR REMOVAL AND
INSTALLATION
1. Remove the crankshaft. See the covering topic.
2. Use an 8B7548 Puller, 8B7551 Attachment, 6F25
Pump, 7F9540 Hydraulic Puller and a spacer
to pull the crankshaft gear as shown.
CRANKSHAFT GEAR REMOVAL
3. Using the tools illustrated and a 6F25 Pump
Group, install crankshaft gear (8). Be sure the
key is located properly and the timing marks on
the gear are toward the front, when installing
the gear.
Group370 9A-10
Page2 ENGINE
CRANKSHAFT

INSTALUNG CRANKSHAFT GEAR

(Typical Example)
l-5Hl275 Stud. 2-1B4206 Nut. 3-1H7713 Washer.
4-7F9540 Puller. 5-5F7339 Adapter. &-Crankshaft.
7-5Hl273 Sleeve. 8-Crankshaft gear.

CRANKSHAFT END CLEARANCE

The crankshaft end thrust is taken on the flanges
of the lower half of the rear main bearing described
in the topic, MAIN BEARINGS.

CHECKING CRANKSHAFT END CLEARANCE

End clearance can be checked by pushing the

crankshaft as far as it will go to one end of the
cylinder block and using a thickness gauge to meas-
ure the clearance between the machined face of the
cranbhaft flange and the flange of the lower half of
the rear main bearing.
See the SPECIFICATIONS, for the proper end
clearance.
 9A-10 Group 380
ENGINE Page I
BALANCER

Balancer
Vertical unbalanced forces are counteracted by
the balancer shafts (I) and (5), which run the length
of the cylinder block. The shafts are gear driven at
twice engine speed and rotate in opposite directions.
The power is transmitted from the crankshaft drive
gear (4) through the oil pump idler gear, not shown,
to drive the right balancer shaft (1), and through the
oil pump drive gear to drive the left balancer shaft
(5).

REMOVING BALANCER SHAFT

I-Thrust plate. 2-Bolt. 3-Bearing. 4-Bearing. 5-Bearing.
6-Bearing.

4. Inspect the thrust plates and replace if neces-

sary.

5. Bearings (4), (5) and (6) for each balancer shaft

ENGINE BALANCER can be driven out and new bearings driven in.
I-Right balancer shaft. 2-Timing hole. 3-Drive gear.
4-Crankshaft gear. 5-Left balancer shaft. 6. To replace bearing (3), remove the flywheel
6-Drive gear.
housing. See the covering topic.
The shafts are supported at each end and in the 7. When installing the bearings, be sure that the
center by pressure lubricated bearings. The holes
oil holes are properly aligned and that the di-
(2) in the balancer shafts, toward the rear of the
center main bearings, are provided for timing the mension (A) of .03" is obtained.
balancer when the oil pump and oil pump idler
3 4
gear are removed without removing the timing gear
cover. See the topic, OIL PUMP. Bolts through the oil
pan plate into the holes in the balancer shafts locate
the balancer gears (3) and (6).

BALANCER SHAFT REMOVAL

AND INSTALLATION 133163

1. Remove the oil pan, oil pump, oil pan plate and BALANCER SHAFT BEARINGS
the timing gear cover. See the covering topics. 3-Rear bearing. 4-Center bearing. 5-Center bearing.
6-Front bearing. A-Dimension from face of cylinder
2. Remove the bolts (2) which secure the thrust block to bearing edge.
plate (I) to the cylinder block and remove the
thrust plate.
8. Check the bore of the bearings after installation.
3. Remove the balancer shaft as shown.
See the topic, SPECIFICATIONS.
NOTE
9. Install the balancer shafts and thrust plates.
Care should be taken not to interchange the
right balancer shaft and the left balancer shaft.
NOTE
The two shafts can be identified by the timing
marks stamped on the balancer drive gears. Balancer end clearance and gear backlash is
See the topic, TIMING MARKS. given in the topic, SPECIFICATIONS.
 NOTES
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 9A-IO Group 390.l
ENGINE Page I
FLYWHEEL AND FLYWHEEL HOUSING

Flywheel and Flywheel Housing

FLYWHEEL AND RING GEAR
Removal and Installation
1. Remove the diesel engine from the Traxcavator.
See the covering topic.
2. Block the engine securely, or place it in a 9F3829
Engine Positioning Stand if available.
3. Remove two diagonally opposed bolts (I) and
install two 5/s" - 18 (NF) guide pins.

PREPARING TO REMOVE FLYWHEEL HOUSING

I-Flywheel housing. 2-Electric starting motor. 3-Oil
pan plate. 4-Oil pan.

4. Loosen the bolts securing the oil pan (4) and the
oil pan plate to the cylinder block and the tim-
ing gear cover.
5. Lower the oil pan and the oil pan plate enough
so the oil pan plate gasket can be separated
.from the flywheel housing before attempting to
remove the flywheel housing. Be careful not to
damage the gasket.
6. Attach a suitable hoist to the flywheel housing,
PREPARING TO REMOVE THE FLYWHEEL
I-Two diagonally opposed bolts. 2-Ring gear. remove the retaining bolts and remove the fly-
wheel housing.
7. Before installing the flywheel housing, replace
4. Remove the remaining bolts securing the fly-
the seal (6) if worn or damaged. Install the seal
wheel to the crankshaft.
with the lip facing the rear main bearing.
5. Press the ring gear (2) from the flywheel. Install the flywheel housing. Be careful not to
6. Before installing the ring gear, clean both the damage the seal (6). For the correct torque,
ring gear and flywheel and remove all burrs. refer to the topic, SPECIFICATIONS.

7. Heat the ring gear in oil and install it on the

flywheel. Make certain the chamfered side of
the teeth on the ring gear is toward the front of
the flywheel.

NOTE
Prior to installation, make certain the marks on
the flywheel and crankshaft are aligned.

FLYWHEEL HOUSING
Removal and Installation
1. Remove the diesel engine electric starting motor
(2), if so equipped.

2. Remove the flywheel. See the topic, FLYWHEEL

AND RING GEAR. FLYWHEEL HOUSING REMOVAL

3. Remove the bolts which secure the oil pan plate D Remove
(3) to the flywheel housing (I). 5-Turbocharger oil return line. 6-Seal.
 NOTES
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 9A-IO Group 400
ENGINE Page I
ENGINE REMOVAL AND INSTALLATION

Engine Removal and Installation
1. Drain the radiator and disconnect the battery
cables at the battery.
4. Attach a suitable hoist and draw the slack out
of the lifting chain or cable.
5. Remove the bolts securing the engine to the
torque converter and the bolts securing the
engine front support to the frame.

REMOVING THE ENGINE

PREPARING TO REMOVE THE ENGINE

D Remove l9 Disconnect 6. Support the weight of the engine and slide it to

the rear of the Traxcavator until it clears the
I-Radiator shroud. 2-Water outlet elbow and hose.
3-Diesel engine air inlet elbow. 4-Oil pressure gauge torque converter pilot.
line. 5-Fan guard. 6-Heat indicator bulb. 7-Generator
wires. 8-Water inlet elbow. 9-Torque converter cooler 7. Turn the engine as shown until it will pass the
outlet line. IO-Torque converter cooler inlet line.
radiator and torque converter and remove.
2. Remove the air cleaner, hood, engine side
shields, lights and fenders.

PREPARING TO REMOVE THE ENGINE

D Remove • Disconnect

11-Turbocharger air inlet elbow. 12-Fuel pressure gauge

line. 13-Fuel by-pass line. 14-Air compressor governor
line. 15-Air compressor supply line. IS-Governor control
linkage. 17-Battery cables and wire. 18-Fan assembly.

3. Install two ¾" - 10 (NC) eyebolts with suitable

spacers and washers in the cylinder head.
 NOTES
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 9A-10 Group 420
ENGINE Page I
AIR COMPRESSOR REMOVAL AND INSTALLATION

Air Compressor Removal and 2. Remove the air compressor-generator drive

belt. See the covering topic.
Installation
3. Bleed the air system to relieve it of all air pres-
sure.

NOTE
A drain valve has been ~rovided on the air
supply reservoir. The reservoir is located be-
tween the frame and the engine on the right
side of the Traxcavator.

4. Remove the bolts which secure the air compres-

PREPARING TO REMOVE AIR COMPRESSOR
• Disconnect
1-Air inlet line. 2-0il supply line. 3-Governor line.
4-Air outlet line.
1. Remove the engine side shields.
sor mounting flange to the timing gear cover
and remove the air compressor.
5. Use a new gasket when installing the air com-
pressor.
6. Prior to connecting the air inlet line, put a few
drops of oil in the line.
7. Prior to connecting the oil supply line, make sure
there is no dirt or other foreign matter in the
line, and that the line is free of restrictions.
8. Adjust the air compressor belt as described in
the topic, FAN BELT AND AIR COMPRESSOR
BELT REMOVAL AND INSTALLATION.
 NOTES
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ENGINE
AIR COMPRESSOR
Air Compressor
OPERATION
Air, under pressure from the reservoir (9), enters
the governor at the port marked "RES", passes
through the filter (7) and acts on the diaphragm (5).
GOVERNOR IN CUT-OUT POSITION
I-Inlet valve open. 2-Exhaust stem. 3-Exhaust valve
closed. 4-Passage. 5-Diaphragm. 6-Stem. 7-Filter. 8-Port.
9-Air from reservoir. IO-Pressure setting spring.
As the air pressure increases to the cut-out setting
of the governor, the diaphragm moves the exhaust
stem (2) up, seating the exhaust valve (3) and open-
ing the inlet valve (I). When the inlet valve is
opened, air under pressure leaves the governor at
the port marked "UNL" (8) and flows to the com-
pressor unloading mechanism. This pressure opens
the unloading valves in the compressor cylinder
head and stops further compression of air. When the
inlet valve is opened, air also flows through the
passage (4) in the body to the cavity containing
GOVERNOR IN CUT-IN POSITION
11-Inlet valve closed. 12-Exhaust valve open. 13-Exhaust
vent. 14-Filter. 15-Air from unloading mechanism.
9A-l0 Group 421
Page I
the pressure setting spring (10) and, acting on the
area of the stem (6), increases the effective force on
the diaphragm. This increased force further com -
presses the pressure setting spring and fully opens
the inlet valve.
As the air pressure in the reservoir drops to the
cut-in setting of the governor, the force exerted by
the air pressure on the diaphragm and stem is re-
duced. This reduced pressure allows the pressure
setting spring to move the diaphragm and stem as-
sembly to a position where the inlet valve is closed
(11) and the exhaust valve is opened (12). The
opening of the exhaust valve allows air from the
unloading mechanism (15) to escape through the
exhaust vent (13) in the governor body. This allows
the unloading valves in the compressor cylinder
head to close, and the compression of air is re-
sumed until reservoir pressure again rises to the
cut-out setting of the governor. The opening of the
exhaust valve also allows air to escape from the
pressure setting spring cavity, thereby decreasing
the effective force on the diaphragm and stem as-
sembly so that a rapid complete opening of the ex-
haust valve is obtained. See the topic, SPECIFICA-
TIONS, for cut-in and cut-out settings of governor.
GOVERNOR
Removal and Installation
The governor (3) and bracket (2) can be removed
as a unit.
PREPARING TO REMOVE GOVERNOR
D Remove • Disconnect
I-Bolts. 2-Bracket. 3-Governor. 4-Tube.
Disassembly and Assembly
1. Remove the four machine screws securing the
body assembly (I) to the cage ( 4).
Group 421 9A-10
Page2 ENGINE
AIR COMPRESSOR

NOTE
When assembling the body assembly (I) to the
cage (4), make certain the two small holes in
the body assembly flange align with the cor-
responding holes in the cage.
NOTE
The two followers (18) are installed with the
beveled side toward the diaphragm (14). When
installing the cotter pin (17) bend the cotter pin
in such a way that it does not interfere with the
exhaust stem (3).

2. Remove the screwcap (15).

GOVERNOR DISASSEMBLY
4-Cage. 12-Spring. 13-Stem. 14-Diaphragm. IS-Screw•
cap. 16-Nut. 17-Cotter pin. IS-Follower.

GOVERNOR DISASSEMBLY
0 Remove
I-Body assembly. 2-Exhaust stem spring. 3-Exhaust
stem. 4-Cage.

3. Remove the nut (16) and cotter pin (17).

STEM DISASSEMBLY

0 Remove
13-Stem. 19-Cotter pin. 20-Nut. 21-Seat. 22-O-ring seal.

GOVERNOR DISASSEMBLY

0 Remove FILTER REMOVAL

5-Screwcap. 6-Inlet valve spring. 7-Seat retaining spring.
8-Seal. 9-Valve seat and seal. ID-Valve.
0 Remove
I I-Shim washers. 23-Filter. 24-Washer. 25-Seal. 26-Screwcap.
 9A-10 Group 421
ENGINE Page 3
AIR COMPRESSOR

4. Remove the diaphragm (14), followers (18), NOTE

spring (12) and stem (13).
Discharge valve seats should not be removed
unless replacement is necessary. Use extreme
5. Examine all seals and washers and replace if care in installing new valve seats not to dam-
worn or damaged. age the discharge port. Any damage to the port
will also distort the valve seat, resulting in ex-
cessive leakage.
CYLINDER HEAD AND VALVES
Disassembly and Assembly 3. Inspect the discharge valves, discharge valve
1. Remove the compressor governor as outlined in springs and discharge valve seats. If the dis-
the topic, GOVERNOR REMOVAL AND IN- charge valves are grooved deeper than .003"
STALLATION. where they contact the seats, they should be
replaced. If the discharge valve seats are worn
excessively, they should be replaced. Clean the
discharge valves that are not worn excessively
or damaged, by lapping them on a piece of
crocus cloth on a flat surface.

PREPARING TO REMOVE DISCHARGE VALVE COVER

0 Remove PREPARING TO REMOVE INLET VALVES

AND UNLOADER MECHANISM
1-Bolt. 2-Discharge valve cover.
0 Remove
8-Valve giude. 9-Spring. 10-Inlet valve. 11-Adapter.
2. When installing the cylinder head (7), tighten 12-Bolt.
the bolts (5) to the torque value given in the
topic, SPECIFICATIONS.
4. After the discharge valve seats, discharge
valves, springs and discharge valve cover have
been installed, the discharge valves must be

CYLINDER HEAD AND DISCHARGE VALVES

PREPARING TO REMOVE UNLOADER PISTONS
0 Remove
3-Spring. 4-Discharge valve. 5-Bolt.
0 Remove
6-Valve guide. 7-Cylinder head. 13-Unloader plungers. 14-Spring. 15-Saddle.
Group 421 9A-10
Page4 ENGINE
AIR COMPRESSOR

tested for leakage. To test for leakage, apply

100 pounds air pressure to the discharge port
of the cylinder head and apply soap suds to the
discharge valve openings. Leakage in excess of
a one-inch soap bubble in one second is not
permissible. If excess leakage is found, leave
the air pressure applied and using a fiber or
hard wood dowel and light hammer, tap the
discharge valves off their seats several times to
improve the seal between the valve and its seat.
If the valves and valve seats have been recon-
ditioned correctly, this will reduce leakage.
Leakage tests must also be made by applying
soap suds around the discharge cover. No leak- PREPARING TO REMOVE ROD CAP
age is permissible. If leakage occurs, install a I-Bolt.
new gasket.
NOTE
5. Remove the unloader pistons (16) by using an A raised match mark (A) is provided on both
air hose ( 17) connected to the block, as shown. the rod (3) and the cap (2). Install the rod and
rod cap so that both match marks are on the
NOTE valve side of the compressor.

The plastic ring (18) is installed above the

0-ring seal (19) on the unloader pistons.

PISTON AND ROD REMOVAL

2-Rod cap. 3-Rod. 4-Piston. A-Match marks

REMOVING UNLOADER PISTONS Disassembly and Assembly

D Remove Remove the wire lock (6) and remove the piston
pin (5).
IS-Unloader pistons. I7-Air hose.
IS-Plastic ring. 19-O-ring seal. Remove the three piston rings (2).

PISTON AND ROD ASSEMBLIES

Removal and Installation

1. Bend the locks and remove the bolts (I).

NOTE
When installing the bolts (I), tighten to the
torque value given in the topic, SPECIFICA-
TIONS.

PISTON AND ROD DISASSEMBLY

2. Push the rod (3) and piston (4) out through the I-Piston. 2-Piston ring. 3-Rod. 4-Rod cap.
top of the block. 5-Piston pin. 6-Wire lock.
 9A-10 Group 421
ENGINE PageS
AIR COMPRESSOR

The compression rings and oil rings are identical 4. Pull the bearing (7) from the shaft, using 8H663
and are installed with the beveled edge facing the Bearing Pulling Attachment, 8B7548 Push Puller
top of the piston. with two 8B7550 Legs, and an 8B7560 Step Plate.

The rod bearings are serviced as a part of the 5. To install the bearing, heat in oil and press onto
rod. If the bearings show excessive wear replace the crankshaft.
the entire rod assembly. 6. Inspect all gaskets and replace if damaged.

CRANKSHAFT
Removal and Installation

1. Remove the pulley (3), using an 8H700 2-way,

3-way Grip-O-Matic Puller and an 8B7560 Step
Plate.
NOTE
The pulley is keyed to the crankshaft.

PREPARING TO REMOVE CRANKSHAFT

D Remove
I-Cotter pin. 2-Nut. 3-Pulley. 4-Cover. 5-Cover.

2. Inspect the seal located in the cover (5) and re-

place if worn or damaged. The seal is installed
with the lip facing toward the bearing.

3. Remove the crankshaft (8) and bearing (7) as

a unit by tapping the crankshaft lightly with a
soft hammer.

CRANKSHAFT AND BEARING

D Remove
6-Snap ring. 7-Bearing. 8-Crankshaft.
 NOTES
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 9A-20 Group 20.1
Page I

STARTING ENGINE
TABLE OF CONTENTS
Section Group

Index .. 9A-20 30.1

Specifications 9A-20 40

Lubrication System (Common) 9A-20 90

Lubrication System (Separate) 9A-20 90.1

Lubrication System (With Bypass Oil Filter) .. 9A-20 90.2

Fuel System .. 9A-20 100

Cylinder Head and Valves 9A-20 110

Pistons, Rings and Connecting Rods 9A-20 120

Timing Chain Housing (Earlier) 9A-20 130

Timing Chain Housing (Later) 9A-20 130.1

Magneto (Wico) ...... . 12A- 20 135

Crankshaft and Main Bearings 9A-20 140

Starting Mechanism (Earlier) 9A-20 160

Starting Mechanism (Later) .. 9A-20 160.1

 NOTES
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 9A-20 Group30.l
Pagel

STARTING ENGINE
INDEX
A H
Adjustments:
Head, Cylinder 110 - l
Carburetor ............................. . 100 - 3
Housing:
Clutch ................................. . 160 - 5
Starter Pinion 160 l
160.l - 6
160.l l
Control Mechanism ...................... . 160 - 5
Timing Chain 130 l
160.l - 7
130 - 3
Governor ............................... . 130 - 3
130.1 - 1
130.l - 5
130.l - 6
Valve Clearance ........................ . 110 - 3

L
B
Lifters, Valve ............................. . 110 - 3
Bearings:
Lubricating System ........................ . 90 - l
Connecting Rod ............... . 120 - l
90.1 1
Main .................................. . 140 - 2
90.2 - l
Piston Pin .............................. . 120 - l
Brake, Starter Pinion ....................... . 160 - 3
160.l - 3 M
Magneto Drive Trunnion 130 - 3
C 130.1 - 4
130 - l
Main Bearings ............................ . 140 - 2
Cable, Starter
Mechanism, Valve ......................... . 110 - l
130.l - 2
Camshaft ................................. . 130 - 4
130.1 - 5
Camshaft End Clearance ................... . 130 - 4 0
130.l - 6 Oil:
Carburetor ............................... . 100 - 1 Pump 90 - 2
Chain, Timing . . . . . . ....................... . 130 - 4 90.1 - 2
130.1 - 6 90.2 - 3
Clearances and Tolerances ................. . 40 - 1 Pump Pressure Regulating Valve .......... . 90 - 3
Cleaning Valves .......................... . 110 - 2 90.1 - 3
Clutch ................................... . 160 - 4 90.2 - 4
160.1 - 5 Filter ................................... . 90.2 - 2
Clutch Pinion and Brake Control ............ . 160 - 5 ~-

160.1 - 6
Connecting Rods . . . . . . . . . . . . .............. . 120 - 1 p
Connecting Rod Bearings ................... . 120 - 1
Crankshaft . . . . . . . . . . . . . . . . . . . . .......... . 140 - l Pan, Oil ........ . 90.1 - l
Crankshaft End Clearance .................. . 140 - 2 90.2 - 3
Cylinder Head ............................ . 110 - l Pinion, Starter ............................ . 160 - l
Cylinders ................................ . 120 - 2 160.l - 1
Pinion Mechanism . . . . . . . . . . . . . . . . . . . . . . .... 160 - 2
160.l - 2
D Pistons .................................... . 120 - 2
Piston Pin Bearings . . . . . . . . . . .............. . 120 - 1
Data, Engine ............ . 40 - l
Plate, Oil Pan ............................. . 90.2 - 3
Pressure Regulating Valve .................. . 90 - 3
F 90.l - 3
90.2 - 4
Filter, Oil ................................ . 90.2 - 2 Pump, Oil .................. . 90 - 2
Fuel System . . . . . . ....................... . 100 - 1 90.l - 2
90.2 - 3

G
R
Gear:
Oil Pump 90 - 2 Recoil Starter 130 - l
90.l - 2 130.1 - 1
90.2 - 3 Rings, Piston .................... . 120 - 2
Governor ................................. . 130 - 3 Rocker Arms ....................... ·_ ...... . 110 1
130.1 - 3 Rods, Connecting ....................... . 120 - l
Group 30.1 9A-20
Page2 STARTING ENGINE
INDEX

s Timing Chain Housing ..................... . 130 -

I
130.l -
1
Specifications 40 - 1 Timing the Engine .................. . 130 -
4
Starter Cable 130 - 1
130.1 -
6
130.1 - 2 Tolerances 40 - 1
Starter Pinion 160 - 1 Trunnion, Magneto Drive .................. . 130 - 3
160.1 - 1
130.1 - 4
Starter Pinion Brake 160 - 3
160.1 - 1
Starter, Recoil ........ . 130 - 1 V
130.1 - 1 Valve:
Starting Engine Ring Gear .............. . 140 - 1 Clearance Adjustment .................. . 110 - 3
Starting Mechanism ....................... . 130 - 1 Components ............................ . 110 - 1
130.l - I Lifters ................................. . 110 - 3
Mechanism ............................. . 110 - 1
Pressure Regulating ..................... . 90 - 3
T
90.1 - 3
Timing Chain 130 - 4 90.2 - 4
130.1 - 6 Rocker Arms . . . . . . . . . . . . . . . ............. . 110 - 1
 9A-20 Group40
STARTING ENGINE Page I
SPECIFICATIONS

Bore and Stroke .. 23/s in. x 23/s in. Main bearing bolt torque (rear) 28 - 30 lb. ft.
Connecting rod journal diameter 1.3747 - 1.3753 in.
High idle speed (unless otherwise Permissible rod journal wear .0045 in.
specified) 5050 RPM Permissible out-of-round .0025 in.
High idle speed [D330 (56B2544-up), Gear and sprocket retaining bolt
944 (43A3160-up), 955 (60A7371-up), torque 118 - 142 lb. ft.
l 12E (68El232-up) and
l l 2F (82F678-up)] 4150 RPM Cylinder Bore
Diameter 2.376 - 2.377 in.
Low idle speed 2200 RPM Cylinder bore wear limit (out-of-
round) ....... . .003 in.
Camshaft Cylinder bore wear limit (taper) .005 in.
Journal diameter .............. . 1.498 - 1.499 in. Cylinder diameter for .020" oversize
Bearing bore .... 1.500 - 1.503 in. piston 2.396 - 2.397 in.
Bearing clearance .001 - .005 in. Cylinder diameter for .040" oversize
Permissible clearance .006 in. piston 2.416 - 2.417 in.
End clearance ....... . .001 - .005 in.
Permissible end clearance .010 in. Cylinder Head
Bolt torque 31 - 39 lb. ft.
Check Valve Spring (Common lubri-
cation system) Magneto
Free length ½ in. Point gap .015in.
Lbs. force .... 2.19
When compressed to 5/16 in.
Oil Pump
Clutch Clearance between gears and end
covers (total) ....... . .001 - .003 in.
Clutch springs: Shaft diameter .4919 - .4925 in.
Free length . 2 11/64 in. .4930 - .4936 in.
69 - 81 Bearing bore
Lbs. force ......... . Bearing clearance .0005 - .0017 in.
When compressed to l¾ in. Permissible bearing clearance .006 in.
Adjustment: Pressure relief spring:
Clearance between spherical head Free length .... 1.045 in.
of adjusting screw in release lever 8.29 - 9.73
Lbs. force
and the clutch spring retaining .750 in.
When compressed to
plate ...... • • .030 - .040 in. Oil pressure, minimum PSI at high
Clearance between brake backup 40
.030 in. idle
plate and rollers
Free travel in linkage assembly .030 in.
Pinion Mechanism
Gear backlash between pinion drive
Connecting Rod gear and clutch gear (through idler) .004 - .021 in.
Connecting rod bearing clearance Idler gear bearing diameter (ID) 1.1255 - 1.1275 in .
(Earlier) ... .DO 17 - .0039 in. Bearing clearance .0225 - .0255 in.
Connecting rod bearing clearance Permissible bearing clearance .030 in .
(Later-with lead-tin overlay) .0009 - .0031 in. Overrunning clutch gear bearing
Permissible bearing clearance .005 in. diameter (ID) 1.9488 - 1.9494 in.
Bolt nut torque 180 - 220 lb. in. Bearing clearance .0005 - .004 in.
Center-to-center distance 3.839 - 3.841 in. Permissible clearance .006 in
Bore in piston pin bearing .5409 - .5414 in. Plunger spring (Earlier):
Free length 1.38 in.
Crankshaft Lbs. force 14.2 - 15.8
Main journal diameter 1.7497 - 1.7503 in. When compressed to .97 in.
Permissible main journal wear .0065 in. Plunger spring (Later-plunger
Main bearing clearance guided in cover):
Front (earlier) .001 - .0055 in. Free length 1.235 in .
Front (later with lead-tin overlay) .0005 - .005 in. Lbs. force 28.71 - 30.29
Rear (earlier-clearance to be When compressed to .739 in.
measured vertically) .0027 - .0043 in. Pinion shaft bearing bore (inner) .8755 - .8775 in .
Rear (later with lead-tin overlay- Bearing clearance .0015 - .0045 in.
clearance to be measured Permissible clearance .012 in.
vertically) .0022 - .0035 in. Pinion return springs (Earlier):
Permissible bearing clearance Outer spring free length 3.69 in.
(front) .007 in. Lbs. force 5.00 - 5.52
Permissible bearing clearance When compressed to 2.35 in.
(rear) .008 in Inner spring free length 3.23 in.
End clearance .002 - .013 in. Lbs. force 3.87 - 4.27
Permissible end clearance .019 in. When compressed to 2.41 in.
Group40 9A-20
Page2 STARTING ENGINE
SPECIFICATIONS

Pinion return spring (Later-conical): Permissible clearance with new

Free length . . . . . . . . . . ........... . 2.375 in. valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0065 in.
Lbs. force ........................ . 60 - 70 Valve face angle . . . . . . . . . . . . . . . . . . . . . . 44¼ 0
When compressed to ............... . .560 in. Valve seat angle . . . . . . . . . . . . . . . . . . . . . . . . . 45°
Inlet valves:
Piston Pins Clearance . . . . . . . . . . . . . . . . . . . . . .010 in.
Clearance in rod bearings .0007 - .001 7 in. Stem clearance in head . . . . . . . . .0015 - .0035 in .
Permissible clearance in rod . . . . . . . . . . .0030 in. Permissible clearance with new
Clearance in piston .0004 - .0012 in. valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0050 in .
Permissible clearance ............ . .0025 in. Valve face angle . . . . . . . . . . . . . . . . . . . . . . 44¼ 0
Valve seat angle . . . . . . . . . . . . . . . . . . . . . . . . . 45°
Piston Rings
Compression ring gap . . . . . . . . . . .010 - .023 in. Valve Lifters
Oil ring gap . . . . . . . . . . . . . . . . . . . . . . .010 - .023 in.
Compression ring side clearance .0020 - .0035 in. Lifter diameter . . . . . . . . . . . . . . . . . .3729 - .3735 in.
Oil ring side clearance . . . . . . .0015 - .0031 in. Bore diameter . . . . . . . . . . . . . . . . . . .375 - .376 in.
Permissible side clearance . . . . . . . . . . . . . .005 in. Clearance . . . . . . . . . . . . . . . . . . . . . .0015 - .0031 in.
Permissible clearance . . . . . . . . . . . . . . . . .0075 in.
Rocker Arm
Clearance between shaft and Valve Spring
bearing . . . . . . . . . . . . . . . . . . . . .0005 - .0029 in. Free length (Earlier-small diameter) 1.5 in.
Permissible clearance . . .......... .005 in. Lbs. force . . . . . ...................... 25.6 - 28.4
Spark Plug When compressed to . . . . . . . . . . . . . . 1 11 /32 in.
Free length (Parts service for earlier
Gap .025 in. machines-small diameter, higher
Torque .......................... . 30 lb. ft. rate) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.500 in.
Starting Motor (12 V-Delco-Remy Lbs. force . . . . . . . . . . . . . . . . . . . . . . . . . . 26.4 - 29.2
1107741, 1107213 and 1107788) When compressed to . . . . . . . . . . . . . . . . . 1.351 in.
Free length (Later-large diameter,
Brush spring tension (minimum) . . . . . . . . . 35 oz. higher rate) . . . . . . . . . . . . . . . . . . . . . . . . . 1.528 in.
Rotation (viewing drive end) . . Counterclockwise Lbs. force . . . . . . . . . . . . . . . . . . . . . . . . . 25.6 - 28.4
No load test:
Volts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3 When compressed to . . . . . . . . . . . . . . . . 1.351 in.
Maximum amps . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Minimum RPM . . . . . . . . . . . . . . . . . . . . . . . . . . 6900 Valve Timing
Lock test: With valve clearances set correctly
Volts ................ . 5.8 cold, dial indicator mounted above
Maximum amps . . 435 valve stem, readings taken with
Minim um torque . 10.5 lb. ft. valve .075" off its seat:
Exhaust opening (before bottom
Valves
center) . . . . . ....................... . 31 ° 38'
Exhaust valves: Exhaust closing (before top center) 26° 30'
Clearance ......... 010in. Inlet opening (after top center) ......... . 1° 22'
Stem clearance in head .0015 - .0035 in. Inlet closing (after bottom center) ..... . 6° 30'
 9A-20 Group90
STARTING ENGINE Page 1
LUBRICATION SYSTEM

Lubrication System
FLOW OF LUBRICATING OIL
2 3

139995 0 139996

(Right Side View) (Front View)

COMMON LUBRICATION SYSTEM (STARTING ENGINE
OPERATING-DIESEL ENGINE INOPERATIVE)
I-Pinion housing. 2-0il passage to pinion shaft support hearing, 3-0il passages to cam-
shaft hearings. 4-Camshaft sprocket. 5-Timing chain housing. 6-0il passage to idler gear
stub shaft. 7-Clutch shaft. 8-0il passage to thrust hearing. 8-0il passage to clutch plates.
ID-Rear main hearing. 11-Crankshaft, 12-Passages in crankshaft to connecting rod hear-
ings. 13-0il pump pressure relief valve. 14-Oil pump scavenge tube. 15-Oil pump. 16-Start-
ing engine sump drain. 17-Luhricating inlet passage from diesel engine. 18-Oil return line.
19-Oil supply line from diesel engine. ZD-Front main hearing.
Zl-Oil pressure check passage. 22-Check valve.

The starting engine oil pump (15) is a two stage
pump. When the starting engine is operating, the
first stage draws oil from the diesel engine through
the oil supply line (19). The oil is then pumped un-
der pressure to the lubricant passages in the start-
ing engine. A pressure relief valve (13) prevents the
pump from building up excessive pressure.
The second stage of the oil pump acts as a scav-
enge pump for the starting engine sump. Oil enters
the pump through the tube (14) and is returned to
the diesel engine sump through line (18).
The cylinder walls, piston pins, rocker arms and
valve mechanism are lubricated by oil vapors and
splash oil.

141647
COMMON LUBRICATION SYSTEM (STARTING ENGINE
INOPERATIVE - DIESEL ENGINE OPERATING) COMMON LUBRICATION SYSTEM (STARTING ENGINE
16-Starting engine sump drain. Zl-Oil pressure check INOPERATIVE - DIESEL ENGINE OPERATING)
passage. ZZ-Check valve.
Group90 9A-20
Page2 STARTING ENGINE
LUBRICATION SYSTEM

When the diesel engine is operating with the start-

ing engine inoperative, pressure oil from the diesel
engine enters the starting engine through the check
valve (22). This valve prevents oil from entering the
diesel engine when the starting engine is operating.
The passage from the check valve by-passes the oil
pump. The starting engine is pressure-lubricated
through the same passages while it is inoperative.
This provides an oil cushion for the various com-
ponents of the starting engine while the diesel en-
gine is operating.
When the oil in the starting engine sump reaches
PREPARING TO REMOVE OIL PUMP
the level of the drain (16), the oil drains into the
diesel engine. D Remove
3-Bolts. 4-0il pump. 5-Bolt.
The presence of oil or starting engine oil pressure
can be checked by removing the plug in the end of
the oil pressure check passage (21). The minimum When installing the oil pump, make certain the
pressure should be 40 PSI at high idle speed. gasket between the cylinder block and the oil pump
is properly aligned.
OIL PUMP
The oil pump is a two-stage gear-type pump that
is gear driven from the crankshaft at the front of the
engine. Four bolts secure the oil pump to the cylin-
der block in the timing chain compartment.

Removal and Installation

Remove the recoil starter housing, timing chain
housing and crankshaft gear. See the covering top-
ics.

OIL PUMP REMOVAL

Disassembly and Assembly

1. Remove the plate (7) and shaft assembly (6) by
moving the shaft out of the second stage pump
housing (8).
2. Remove the housing (8) from the plate (4).
3. Inspect all gears, bearings and shafts and re-
place if necessary.
REMOVING OIL PUMP DRIVE GEAR
4. The gear (9) can be removed by sliding it off
D Remove the shaft (6). When replacing the gear, make
1-Bolt. 2-Gear. certain the key is in place in the shaft (6).
5. The gear (10) can be removed from the shaft (6)
Pull the gear (2) by using two 3/a" - 24 (NF) bolts
by removing the spring pin that is driven
3" long and a 5F7465 No. 5 Puller.
through the gear into the shaft. The gear can
then be slid off the shaft. If a new gear is to be
NOTE
installed on a new or used shaft, place the gear
Leave bolt (5) in the oil pump to act as an in the correct position on the shaft with the key
aligning pin. in place. Drill a .125 - .129 inch hole .69 inch

STARTING ENGINE
LUBRICATION SYSTEM
deep through the gear at the root· diameter into
the shaft. Be sure to locate the hole so the drill
will not hit the key.
OIL PUMP DISASSEMBLY
0 Remove
I-First stage pump housing. 2-Plate. 3-Driven gear.
OIL PUMP DISASSEMBLY
D Remove
4-Piate. 5-Driven gear. 6-Drive shaft. 7-Piate. 8-Second
stage pump housing. 9-Driving gear. IO-Driving gear.
PRESSURE REGULATING VALVE
1. The pressure regulating valve consists of a ball
(I), spring (2), core plug (3) and cotter pin (4).
PRESSURE REGULATING VALVE
I-Ball. 2-Spring. 3-Core plug. 4-Cotter pin.
9A-20 Group90
Page3
2. To remove the valve assembly, remove the cot-
ter pin (4) and core plug (3).
3. Inspect the ball and its seat and replace if nec-
essary.
CHECK VALVE
Removal and Installation
1. Insert a hooked instrument through the adapter
(2) and pull it out of the starting engine cylinder
block.
144891
CHECK VALVE
D Remove
I-Check valve. 2-Adapter. 3-Spring.
2. Inspect the check valve (I) for any sign of wear
or damage. Replace if necessary.
3. Inspect the seating surface of the adapter (2).
Replace if necessary.
4. Inspect the spring (3). See the topic, SPECIFI-
CATIONS.
5. Install the spring (3), check valve (I) and adapt~
er (2) into the starting engine cylinder block.
NOTE
Install the adapter with the chamfered edge to-
ward the plunger. When the adapter is properly
installed, the outside edge should be flush with
the starting engine cylinder block.
 NOTES
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 9A-20 Group 90.1
STARTING ENGINE Page 1
LUBRICATION SYSTEM

Lubrication System
FLOW OF LUBRICATING OIL

. T 5 2J 11,

(Right Side View) (Front View)

1-Thrust washer.
2-Pinion drive gear.
3-Overrunning clutch.
4-Support bearing.
S-Oil passage to
support bearing.
6-Camshaft bearing.
7-Oil passage to
camshaft bearing.
8-Camshaft thrust
plate.
STARTING ENGINE LUBRICATION SYSTEM
9-Pinion drive gear I S-Oil passage to 2I-Oil passage to
bearing. pinion housing. clutch plates (two).
10-Oil passage to I6-Oil passage in 22-Oil passage in
starter mechanism. crankshaft rear crankshaft to clutch shaft.
I I-Oil passage in main bearing. 23-Crankshaft rear main
camshaft thrust washer. I 7-Oil pump pressure bearing.
I2-Idler gear bearing. regulating valve. 24-Oil passage in
I3-Oil pressure check 18-Clutch shaft. crankshaft to connect-
passage. I 9-Oil pump. ing rod bearings.
I4-Crankshaft front main 20-Oil passage to clutch 25-Oil supply tube.
bearing. thrust bearing. 26-Suction bell.

The starting engine oil pump (19) is a single sec- OIL PAN, OIL PAN PLATE AND SUCTION BELL
tion pump. When the starting engine is operating,
Removal and Installation
oil is drawn through the supply tube (25), through
the oil pump {19) and into the lubricant passages 1. Drain the oil from the oil pan.
within the starting engine. A pressure regulating
valve (17) prevents the pump from creating too 1
much pressure.
Pressure oil is supplied to the starter pinion mech-
anism housing through the passage (15). The idler
gear bearing {12) is pressure lubricated. Two pas-
sages are drilled in the pinion drive gear (2). When
each passage, respectively, is aligned with the pas-
sage in the starter pinion housing and thrust washer
(1), lubricant is supplied to the overrunning clutch 2
(3) and the pinion drive gear bearing (9) respec-
tively.
The cylinder walls, piston pins, rocker arms and
valve mechanism are
lubricated by oil vapors and
splash oil. T5277J 3
PREPARING TO REMOVE OIL PAN
Starting engine oil pressure can be checked by (D4 Illustrated)
removing the plug in the end of the oil pressure I-Oil pan. 2-Bolt and lock. 3-Opening.
check passage (13). Refer to the topic, SPECIFICA-
TIONS, for the minimum oil pressure at high idle 2. Remove the bolt and lock (2) by working
RPM. through the opening (3).
Group 90.1 9A-20
Page 2 STARTING ENGINE
LUBRICATION SYSTEM

3. Remove the remaining bolts securing the oil pan

(1) to the plate assembly and remove the oil
pan.

NOTE
On 944, 955 and 966 models, there are no bolt
and lock (2). On D330 and D333 industrial, elec-
trical and marine applications, the opening (3)
has a core plug installed in it and there is an
O-ring seal connection between the tube as-
sembly and the suction bell. The bolt and lock
(2) need be removed only if the suction bell is
to be removed from the oil pan. Caution should
REMOVING OIL PUMP DRIVE GEAR
be used to avoid damaging the O-ring seal
when removing and installing the suction bell. D Remove
The D6, 561, No. 12, No. 14, No. 112, and 977 are I-Bolt. 2-Gear.
similar in construction to the D4.

Pull the gear (2) by using two 3/a" - 24 (NF) bolts

3" long and a 5F7465 No. 5 Puller.

152772
PREPARING TO REMOVE OIL PAN PLATE
AND SUCTION BELL
(D4 Illustrated)
D Remove
4-0il pan plate assembly. 5-0-ring seal. 6-Suction PREPARING TO REMOVE OIL PUMP
bell assembly. 7-Bolt and lock.
D Remove
4. Inspect the seal (5) and replace if necessary. 3-Bolts and locks. 4-0il pump.

NOTE
When installing the oil pump, make certain the
When installing the suction bell assembly (6)
gasket between the cylinder block and the oil pump
into the block, use caution to avoid damaging
is properly aligned.
the seal (5).

OIL PUMP
The oil pump is a single element gear-type pump
that is gear driven from the crankshaft gear at the
front of the engine. Four bolts secure the oil pump
to the cylinder block in the timing chain compart-
ment.

Removal and Installation

Remove the recoil starter housing, timing chain
housing and crankshaft gear. See the covering top-
ics. OIL PUMP REMOVAL
 9A-20 Group 90.l
STARTING ENGINE Page3
LUBRICATION SYSTEM

Disassembly and Assembly

PRESSURE REGULATING VALVE

I-Cotter pin. 2-Ball. 3-Spring. 4-Core plug.

2. To remove the valve assembly, remove the

cotter pin (I) and core plug (4).

PREPARING TO DISASSEMBLE OIL PUMP
D Remove
I-Bolts. 2-Cover.
Remove the oil pump drive shaft assembly (3) and
idler gear (4) from the cover as illustrated.
3. Inspect the ball for signs of grooving. Replace
if necessary.
4. Inspect the spring. See the topic, SPECIFICA-
TIONS.
NOTE
When installing a new core plug, a hole must
be drilled in it for the cotter pin. Install the plug
flush with the outer surface of the housing and,
using the existing holes in the pump body as a
guide, drill the necessary hole.

DRIVE SHAFT AND IDLER GEAR REMOVAL

3-Shaft assembly. 4-Gear.

Check the clearance between the gears and cov-

er. See the topic, SPECIFICATIONS, for the correct
clearance.
Inspect the gear, shaft, shaft assembly, and bear-
ings for wear or damage and replace if necessary.
See the topic, SPECIFICATIONS, for the proper
clearances and dimensions.

PRESSURE REGULATING VALVE

1. The pressure regulating valve consists of a ball
(2), spring (3), core plug (4) and cotter pin (1).
 NOTES
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 9A-20 Group90.2
STARTING ENGINE Page 1
LUBRICATION SYSTEM

Lubrication System
FLOW OF LUBRICATING OIL

STARTING ENGINE LUBRICATION SYSTEM

(Right Side View)
I-Thrust washer. I I-Pinion drive gear bearing. 20-Oil passage in rear 29-Oil supply passage.
2-Pinion drive gear. 12-Oil pressure check main bearing. 30-Oil pump.
3-Overrunning clutch. point plug. 2I-Clutch shaft. 3I-Connecting rod bearing
4-Support bearing. 13-Front main bearing. 22-Bypass valve. oil supply passage.
S-Oil passage to support I 4-Oil passage to starter 23-Oil filter base. 32-Sludge pocket.
bearing. mechanism. 24-Oil filter supply line. 33-Suction bell and tube
6-Camshaft bearing. IS-Oil pump pressure 25-Oil passage to clutch assembly.
7-Oil passage to camshaft relief valve. thrust bearing. 34-Oil filter outlet line.
bearing. IS-Valve. 26-Oil passage to clutch
8-Camshaft thrust plate. I 7-Oil filter. plates (two).
9-Recoil starter housing. IS-Idler gear bearing. 27-Oil passage in main
IO-Oil passage in camshaft I 9-Oil passage to pinion bearing journal.
thrust plate. housing. 28-Rear main bearing.

The starting engine oil pump (30) is a single sec-
tion pump. When the starting engine is operating,
oil is drawn through the suction bell and tube as-
sembly (33), through the oil pump (30) and into the
lubricant passages within the starting engine. A
pressure relief valve (15) limits the maximum pres-
sure in the oil system.
Pressure oil is supplied to the starter pinion mech-
anism housing through the passage (19). The idler
gear bearing (18) is pressure lubricated. Four pas-
sages are drilled in the pinion drive gear (2).
When each passage is aligned with the passage in
the starter pm1on housing and thrust washer (1),
lubricant is supplied to the overrunning clutch (3)
and pinion drive gear bearing (ll), respectively.
The passages (25) and (26) provide lubrication to
the clutch plates and thrust bearing.
The connect.ing rod bearings are lubricated from
drilled passages (31) in the connecting rod bearing
journals. This oil is supplied through the passage
(29) from the oil passage (27) in the rear main bear-
ing journal and from similar passages in the front
main bearing. The centrifugal force of the rotating
Group 90.2 9A-20
Page2 STARTING ENGINE
LUBRICATION SYSTEM

crankshaft keeps foreign material in the oil from
going through the passages to the connecting rod
bearings. These particles are collected in the sludge
pocket (32) in the crankshaft bearing journals. A
plug in the end of the journals can be removed and
the pocket cleaned. See the topic, CRANKSHAFT
AND MAIN BEARINGS.
The cylinder walls, piston pins, rocker arms and
valve mechanism are lubricated by oil vapors and
splash oil.
The starting engine contains a bypass type lubri-
cating oil filter. A portion of the pressure oil in the
camshaft oil manifold is diverted through the oil
filter supply line (24) to the starting engine oil filter
base (23). The oil filter base is mounted on the
front of the recoil starter housing (9). A valve (16)
in the base prevents oil from going through the filter
(17) until the system pressure is high enough to
open the valve. Filtered oil is passed through the oil
filter outlet line (34) to the starting engine oil pan.
1. Drain the oil from the oil pan.
2. Remove the filter (2) by turning counterclock-
wise. The oil filter (2) is the throw-away type
and should be discarded if the gasket (5) is
damaged or at the suggested service interval.
See the Operation and Maintenance Instruc-
tions.
NOTE
On the 977 Traxcavator the oil filter outlet tube
(4) enters the oil pan on the side, but is re-
moved in the same manner.
3. Inspect all parts for damage and replace if
necessary.
4. Install in the reverse procedure of removal.
5. Seat the gasket properly in the end of the filter
and apply a film of clean light oil to the end of
the gasket (5) which contacts the filter base.

If the oil filter (17) becomes plugged, a filter by- 6. Install the filter (2) by turning it clockwise.
pass valve (22) in the filter element opens and al-
lows the oil to bypass the filter element and flow
directly to the oil pan.
Starting engine oil pressure can be checked by
removing the plug (12) from the head of the bolt
which secures the oil filter supply line to the cylin-
der block.

OIL FILTER
Removal and Installation
NOTE
A 9M9852 Wrench is available, if needed, to aid
in removing and installing the oil filter.

INSTALLING OIL FILTER

2-0il filter. 3-0il filter base. 5-Gasket.

7. Turn the filter until the gasket (5) just contacts

the base (3). Tighten the filter one additional
turn from this point.

CAUTION
Do not overtighten the filter. Damage may result
to the gasket which could result in oil leakage.

8. Fill the crankcase with oil to the specified level.

See the covering topic in the Operation and
Maintenance Instructions.
PREPARING TO REMOVE OIL FILTER
Disassembly and Assembly
D Remove
Inspect all parts for wear or damage and replace
1-0il filter inlet tube. 2-0il filter. 3-0il filter base.
4-0il filter outlet tube. if necessary.
 9A-20 Group90.2
STARTING ENGINE Page3
LUBRICATION SYSTEM

REMOVING VALVE FROM FILTER BASE

D Remove
I-Plug. 2-Spring. 3-Plunger.
Inspect the spring. See the topic, SPECIFICA-
TIONS.
Assemble in the reverse order of disassembly.
OIL PAN, OIL PAN PLATE AND SUCTION BELL
Removal and Installation
1. Drain the oil from the starting engine.
REMOVING SUCTION BELL ASSEMBLY
6-0-ring seals (two). 7-Bolt. 8-Suction bell assembly.
6. Install in the reverse order of removal.
OIL PUMP
The oil pump is a single element gear-type pump
that is gear driven from the crankshaft gear at the
front of the engine. Four bolts secure the oil pump
to the cylinder block in the timing chain compart-
ment.

Removal and Installation

Remove the recoil starter housing, timing chain
housing and crankshaft gear. See the covering top-
ics.

PREPARING TO REMOVE OIL PAN

D Remove
I-Bolts. 2-0il pan plate. 3-0il level gauge tube
assembly. 4-0il filter outlet tube. S-Oil pan.

2. Remove the bolt (7) which secures the suction

bell assembly to the cylinder block.
3. Remove the suction bell assembly (8).
4. Inspect all parts for wear or damage and re-
place if necessary.
5. Inspect the O-ring seals (6) and replace if
necessary.
NOTE
Use caution when installing the suction bell as-
sembly (8) into the cylinder block to avoid
damaging O-ring seals (6).
REMOVING OIL PUMP DRIVE GEAR
D Remove
I-Bolt. 2-Gear.
Pull the gear (2) by using two 3/s" - 24 (NF) bolts
3" long and a 5F7465 No. 5 Puller.
When installing the oil pump, make certain the
gasket between the cylinder block and the oil pump
is properly aligned.
Group 90.2 9A-20
Page4 STARTING ENGINE
LUBRICATION SYSTEM

PREPARING TO REMOVE OIL PUMP

D Remove DRIVE SHAFT AND IDLER GEAR REMOVAL
3-Bolts and locks. 4-0il pump. 3-Shaft assembly. 4-Gear.

Inspect the gear, shaft, shaft assembly, and bear-

ings for wear or damage and replace if necessary.
See the topic, SPECIFICATIONS, for the proper
clearances and dimensions.

PRESSURE RELIEF VALVE

1. The pressure relief valve consists of a plunger
(2), spring (3), core plug (4) and cotter pin (1).

OIL PUMP REMOVAL

Disassembly and Assembly

PRESSURE RELIEF VALVE

I-Cotter pin. 2-Plunger. 3-Spring. 4-Core plug.

2. To remove the valve assembly, remove the

cotter pin (1) and core plug (4).
3. Inspect the plunger for signs of grooving. Re-
place if necessary.

PREPARING TO DISASSEMBLE OIL PUMP
D Remove
I-Bolts. 2-Cover.
Remove the oil pump drive shaft assembly (3) and
idler gear (4) from the cover as illustrated.
Check the clearance between the gears and cov-
er. See the topic, SPECIFICATIONS, for the correct
clearance.
4. Inspect the spring. See the topic, SPECIFICA-
TIONS.
NOTE
When installing a new core plug, a hole must
be drilled in it for the cotter pin. Install the plug
flush with the outer surface of the housing and,
using the existing holes in the pump body as a
guide, drill the necessary hole.
 9A-20 Group 100
STARTING ENGINE Page 1
FUEL SYSTEM

Fuel System NOTE

The fuel system consists of the fuel tank, not
shown, sediment bowl (3), carburetor supply line
(2) and a down-draft-type carburetor (1). The sedi-
ment bowl is equipped with a hand-operated valve
(4) to stop the flow of fuel to the carburetor.
The following illustrations show carburetor dis-
assembly with the bowl assembly secured to
the throttle body.

CARBURETOR
D Remove
FUEL SYSTEM I-Throttle body assembly. 2-Screws. 3-Screws.
I-Carburetor. 2-Supply line. 3-Sediment bowl. 4-Bowl assembly.
4-Shut-off valve.

CARBURETOR 3. Remove the cover, gasket, and float assembly

Removal from the body. Use care not to damage the float
assembly.
Remove the air cleaner.
4. If the float needle valve (6) leaks or the engine
performance does not respond to normal car-
buretor adjustment, inspect the needle valve
(6) and seat (5).

NOTE
Care should be taken to prevent damage to the
bracket (7).

CARBURETOR REMOVAL

D Remove • Disconnect
I-Supply line. 2-Governor control rod. 3-Choke linkage.
4-Carburetor.

Disassembly
1. If the bowl assembly (4) is to be removed from
the throttle body assembly (1), remove the two
screws (3).
FLOAT REMOVAL
2. Lift the cover slightly and separate the gasket
5-Seat assembly. 6-Needle valve. 7-Bracket.
from the bowl assembly. 8-Axle. 9-Float.
Group 100 9A-20
Page2 STARTING ENGINE
FUEL SYSTEM

5. The float needle valve is removed after remov- 8. Remove the plug at the base of the bowl.
ing the float axle (8) and float (9).
6. Remove the seat and washer from the cover.

PREPARING TO REMOVE MAIN JET AND

COMPENSATING JET METERING WELL REMOVAL
ID-Main jet needle.
D Remove
7. Remove the main jet needle assembly (10) from 14-Metering well.
the cover.
9. The washer can be removed after removing the
metering well by using a piece of wire with a
small hook at the end.

CAUTION
Do not remove the lead channel plug.

NOTE
The metering well controls the mixture char-
acteristics at all speeds except idling. The holes
in the side of the well influence the flow from
the main jet at low speeds.

MAIN AND COMPENSATING JETS REMOVED

0 Remove
11-Compensating jet. 12-Main jet. 13-Gasket.

NOTE
The main jet and the compensating jet are the
principal fuel metering jets. The main jet feeds
fuel through a channel into the metering well
and the jet regulates the fuel supply at all but
slow speeds.
The compensating jet controls the rate of fuel
flow into the metering well reservoir and pro- IDLING JET
vides fuel for good acceleration from low
speeds. The fuel in the reservoir provides a re- D Remove
serve for accelerating. The size of the jet affects IS-Idling adjustment screw. 16-Idling jet.
the mixture ratio at part throttle operation. Too
large a jet causes richness and too small a jet 10. If the throttle shaft bearings are excessively
causes leanness in this range. worn and require replacement, melt the solder

STARTING ENGINE
FUEL SYSTEM
around the screws (17) that secure the throttle
plate to the shaft.
THROTTLE REMOVAL
D Remove
17-Screws. 18-Pin. 19-Throttle plate. 20-Stop assembly.
NOTE
The carburetor idling system consists of the
idling jet which meters the fuel, idling adjusting
screw which controls the air, and channels
which carry the air and fuel to the edge of the
throttle plate. Since the idling adjusting screw
controls the air, a richer mixture is obtained by
turning the screw clockwise and a lean mixture
is obtained by turning counterclockwise.
CHOKE REMOVAL
D Remove
21-Screws. 22-Plate. 23-Pin.
11. Remove the throttle shaft.
9A-20 Group 100
Page3
12. If the choke shaft packing is worn, melt the
solder around the screws (21) that secure the
choke plate to the shaft.
13. Clean all parts in a solvent, but do not boil in a
caustic solution.
14. Blow through all channels with compressed air.
Assembly
1. Install new bearings in the throttle housing.
2. Install the throttle shaft in the throttle body so
the milled portion will be toward the mounting
flange.
3. Install the throttle plate with the shorter side to-
ward the· priming hole and the bevelled edges
parallel to the throttle body walls. Secure the
screws with solder.
4. Install the choke shaft with the control lever on
the same side as the throttle control lever.
5. Be sure the choke plate is installed with the
bevelled edge parallel to the inner walls.
6. Check the float position in relation to the cover.
The float level is correct when a measurement
of 11/a" + 3/6411 exists between the face of the
cover (without gasket) and the float as shown.
t
1.l
8
±f4
FLOAT ASSEMBLY LEVEL •
 NOTES
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 9A-20 Group 110
STARTING ENGINE Page I
CYIJNDER HEAD AND VALVES

Cylinder Head and Valves the valve lifters are in place prior to installation
of the cylinder head.
CYIJNDER HEAD
3. Install the head bolts and tighten to the torque
Removal
value listed in the topic, SPECIFICATIONS.
The starting engine cylinder head can be removed
with the starting engine installed on the diesel en- 4. Install the push rods, adjusting screws and lock-
gine if desired. nuts. Set the valve clearance as outlined in the
topic, VALVE CLEARANCE ADJUSTMENT.

VALVES AND VALVE MECHANISM

Compression pressure losses occur when the valve
faces and seats become pitted. Valves should be
checked occasionally to see that they are seating
properly. This can be done by rocking the starting
engine against compression. If the cylinder head
gasket and piston rings are in good condition and
the engine does not rock back against compression,
it is likely that the valves and seats should be re-
faced and reground.

PREPARING TO REMOVE CYLINDER HEAD

0 Remove • Disconnect
I-Bolts. 2-Spring. 3-Rocker arm cover.
4-Spark plug wires.

1. Loosen the locknuts (6) on the rocker arms (5).

2. Remove the push rods.
3. Remove the cylinder head and gasket.
4. Remove all carbon from the head and block
assembly. I
I '

T 33943 \

VALVES AND VALVE MECHANISM

I-Spring. 2-Retainer. 3-Lock. 4-Rocker arm. 5-Adjusling
screw. 6-Locknut. 7-Push rod. 8-Valve. 9-Lifter.

VALVE ROCKER ARM MECHANISM

Disassembly and Assembly
1. Remove the cylinder head as outlined in the
covering topic.
2. Using a ¼" - 20 NC lifting eye bolt (6) as
shown, partially remove the rocker arm shaft
(4) from the cylinder head.

CYLINDER HEAD REMOVAL
0 Remove
5-Rocker arm. 6-Locknut. 7-Adjusting screw.
8-Spark plugs. 9-Bolt.
Installation
1. Install a new cylinder head gasket.
2. Use two 3/s" - 16 NC guide pins, or suitable
studs to install the cylinder head. Make certain
3. Remove the rocker arm (7), spring (I) and rocker
arm (2). The other rocker arms and spring can
be removed in the same manner.
4. Inspect the rocker arm shaft and the 0-ring seal
(5) and replace if damaged.
5. Assemble the rocker arm assembly in the re-
verse order of disassembly, making sure that the
slot in the rocker arm shaft is aligned with the
head bolt hole (3).
Group 110 9A-20
Page2
CYLINDER HEAD AND VALVES
ROCKER ARM REMOVAL
I-Spring. 2-Rocker arm. 3-Hole. 4-Rocker arm shaft.
5-0-ring seal. 6-Lifting eye bolt. 7-Rocker arm.
VALVES
Removal
VALVE REMOVAL
1-Lock. 2-Retainer. 3-Spring. 4-Valve.
1. Remove the cylinder head. See the topic, CYL-
INDER HEAD REMOVAL.
2. Remove the rocker arm shaft, rocker arms and
springs. See the topic, VALVE ROCKER ARM
MECHANISM.
3. Using a valve spring compressor tool, compress
the spring (3) until the locks {I ) can be removed
from the retainer (2).
4. Remove the retainer, spring and valve (4).
Cleaning
After removing the cylinder head from the engine
and the valve assemblies from the head, carefully
scrape all carbon accumulations from the parts. Be
sure to clean the valves thoroughly, as well as the
valve stems, valve stem guides and valve ports.
Valve Inspection and Reconditioning
The valves should always be carefully inspected.
If the valve faces are pitted or making poor contact
STARTING ENGINE
with the valve seat, they should be refaced at an
angle of 44¼ 0 with a valve refacing machine. If the
valves are deeply pitted, badly warped or worn,
they should be replaced.
The wear of the valve stems can be checked by
the use of an O" to l" micrometer. The valve stem
should be measured in three places. Use the meas-
urement near the top of the valve stem, where the
valve stem does not touch the guide, as the original
valve stem diameter.
See the topic, SPECIFICATONS, for clearance and
tolerances.
Checking Valve Seats
The 45° valve seats can be ground with a valve
seat grinding tool.
After the valve seats have been ground until they
are smooth and concentric with the valve guides, all
parts should be cleaned thoroughly.
Valve Installation
Exhaust valves marked "EX" on the valve head
should be installed in the exhaust ports; inlet valves
marked "IN" on the valve head should be installed
in the inlet ports.
Lubricate the stems for initial starting.
Insert the valve through the valve stem guide and
install the springs and the spring retainer.
NOTE
Install the valve springs with the painted end
up to insure proper function of the damper coil.
Compress the springs with a compressor, such as
outlined in the topic, VALVE REMOVAL.
Insert the locks and tap the retainer lightly as the
spring compressor is removed, to make sure the
locks are seated properly in the retainer.
VALVE IJFTER REMOVAL AND INSTALI.ATION
The valve lifters can be removed after the cylinder
head has been removed. The lifters must travel freely
in the guide bore of the cylinder head.
VALVE CLEARANCE ADJUSTMENT
A correct valve clearance adjustment can be made
only while the engine is cold. If the valve mecha-
nism has been removed or changed in any way,
the clearance should be adjusted before operating
the engine. See the topic, SPECIFICATIONS, for the
clearance. Valve adjustment procedure is found in
the Operation and Maintenance Instructions.
 9A-20 Group 120
STARTING ENGINE Page I
PISTONS, RINGS AND CONNECTING RODS

Pistons, Rings and Connecting Rods 6. Tighten the bearing nuts to the value listed in
the topic, SPECIFICATIONS.
CONNECTING RODS
Removal and Installation Connecting Rod Bearings

1. Remove the starting engine from the diesel en-
gine and remove the cylinder head. See the
covering topics.
2. Lay the starting engine on its side and remove
the oil pan and oil pan plate, and the suction
bell assembly. See the covering topics.
NOTE
Common lubrication engines use a cover and a
tube assembly in place of the oil pan and suc-
tion bell.
Steel backed aluminum bearings are used. These
bearings do not require fitting and can be removed
and replaced through the opening in the bottom of
the cylinder block. See the topic, SPECIFICATIONS
for bearing clearances.
When replacing the bearings, be sure the protrud-
ing portion (2) on the back of each bearing half
lines up with its corresponding groove (1) in the
connecting rod and bearing cap. This locks the bear-
ing in place and keeps it from rotating.
Connecting rod bearings .020" undersize are
available.

CONNECTING ROD ASSEMBLY

I-Groove. 2-Protruding portion on back of bearing.

CONNECTING ROD, BEARING AND PISTON REMOVAL Piston Pin Bearing

D Remove It is not always necessary to replace piston pin

bearings . when new bearings are installed in a
I-Connecting rod bearing cap (two). 2-Bolt and nut
(four). 3-Lock (two). connecting rod. In many cases, bearings may be
serviceable even though the second replacement
CAUTION of connecting rod bearings has been made.
When installing the suction bell assembly or
the oil tube assembly into the cylinder block,
care must be exercised to avoid damaging the
O-ring seal.

3. Push the connecting rod and piston assembly

upward in the cylinder bore and remove.
4. When installing the piston and rod assembly,
use a suitable ring compressor to prevent dam-
age to the piston rings and insert the assembly
in the appropriate bore according to the num-
ber stamped on the connecting rod and cap.

NOTE
The numbers should be placed toward the
camshaft side of the engine with No. 1 nearest
the magneto.

5. Replace the metal locks (3) with new ones. As

a reminder, the words DO NOT RE-USE are
stamped on the bottom of this lock. CHECKING PISTON PIN FIT
Group 120 9A-20
Page2 STARTING ENGINE
PISTONS, RINGS AND CONNECTING RODS

After the oil has been removed from the pin and ness (eccentricity) and wall taper. If the values
bearing, it is possible to feel the clearance between measured exceed those listed in the topic, SPECIFI-
them. A new bearing should be installed only when CATIONS, the cylinder bore should be recondi-
the clearance exceeds the value listed in the topic, tioned and new oversize pistons and rings installed.
SPECIFICATIONS. Pistons .020" and .04011 oversize are available.
A piston pin bearing furnished from stock must be
finished to the correct size after it is pre.ssed into the RINGS
connecting rod. Piston ring side clearance and ring gap are listed
New connecting rods have the piston pin bearing in the topic, SPECIFICATIONS.
bored in a special machine which maintains the Ring gap should be measured at the smallest di-
proper center-to-center distance and parallelism of ameter of the cylinder bore.
the connecting rod bearing and piston pin bore.
Reconditioned rods should be machined in the same
manner. A new connecting rod makes a good tem-
plet for center-to-center distance.
The piston pin should be a thumb push fit in the
piston pin bearing and piston at normal room
temperature (70° F.). The pi.ston pin should never
be forced into the piston.

NOTE
The piston pin retaining rings must be seated
into the grooves in the piston. If the rings are
distorted during removal, new retainers should
be installed.

PISTONS
The piston surfaces and ring grooves should be
thoroughly cleaned before installing rings or replac-
ing the piston in the cylinder. The mo.st satisfactory
method of cleaning pistons is outlined in the diesel CHECKING CYLINDER BORE
engine topic, INSPECTING AND CLEANING PIS-
TONS. After the rings have been installed on the pistons,
they should be free in the grooves so they can be
An engine that has shown a loss of power, exces- rotated without binding.
sive oil consumption and loss of compression may
need to have the cylinder bores reconditioned. NOTE
While a piston is removed it is a good practice to Assemble the top ring with the counterbore to-
measure the cylinder bore for possible out-of-round- ward the top of the piston.

STARTING ENGINE
TIMING CHAIN HOUSING
Timing Chain Housing
The timing chain housing is located at the front of
the starting engine cylinder block. Mounted on, or
within it, are the recoil starter and electric starting
mechanism, magneto, magneto drive, governor,
governor drive assembly, timing chain, sprockets
and oil pump.
RECOIL STARTER MECHANISM
Removal and Installation
NOTE
The gasket between the recoil starter cover as-
sembly and the starter mechanism plate can be
installed without disconnecting the cable.
When installing the recoil starter, turn the plate
in a counterclockwise direction until the cable is
tight and the holes in the plate and the housing are
aligned. See the topic, STARTER CABLE REPLACE-
MENT.
RECOIL STARTER MECHANISM
D Remove
I-Retaining bolts. 2-Recoil starter.
Starter Cable Replacement
CABLE REPLACEMENT
I-Cover assembly. 2-Handle. 3-Cable. 4-Sheave.
9A-20 Group 130
Page I
1. Remove the recoil starter mechanism from the
starting engine. See the topic, RECOIL STARTER
MECHANISM REMOVAL AND INSTALLATION.
2. Remove the cable from the handle (2), cover as-
sembly (I) and sheave (4).
3. Start the cable (3) through the sheave (4), mak-
ing sure that the anchor end of the cable does
not extend above the sheave.
4. Thread the cable through the cover and fasten
to the handle as shown.
FASTENING CABLE TO HANDLE
5. Wind the cable counterclockwise on the sheave,
being careful to keep the windings even and
tight.
6. With the cable wound on the sheave, install the
plate assembly in the cover assembly.
TESTING RECOIL STARTER CABLE
7. Before fastening the plate assembly to the cover
assembly, turn the plate one-half turn counter-
clockwise to set the cable tension.
8. While holding the recoil starter mechanism as
shown, pull on the cable to make sure that it
will not bind and will operate properly.
Group 130 9A-20
Page2 STARTING ENGINE
TIMING CHAIN HOUSING

Cover Disassembly and Assembly Remove the starting engine from the diesel engine
and remove the recoil starter mechanism. See the
A wear guide (1) is pressed into the cover to pro-
covering topics.
vide a guide and wearing surface for the recoil
starter cable. The guide can be replaced if it is worn Disconnect the governor spring (I) from the gover-
or damaged in the following manner: nor terminal lever (2).
Disconnect the cable from the handle and remove
the plate assembly from the cover. See the topic,
ST ARTER CABLE REPLACEMENT.
The guide (1) can be removed from the outside by
pulling it with a hooked tool or by driving it out
from the inside with a punch.
Press the new guide into the housing until it bot-
toms on the shoulder within the housing.

TIMING CHAIN HOUSING REMOVAL

Disassembly and Assembly

COVER DISASSEMBLY
I-Guide. 1. Remove the magneto drive shaft. See the cover-
ing topic.

TIMING CHAIN HOUSING 2. Drive out the pin that secures the governor fork
Removal (4) to the lever assembly (1).

3. Remove the lever assembly and fork. Inspect

parts for wear or damage and replace if neces-
sary .

.oun
PREPARING TO REMOVE TIMING CHAIN HOUSING
D Remove • Disconnect
I-Govemor spring. 2-Terminal lever. 3-Spark plug TIMING CHAIN HOUSING DISASSEMBLY
wires. 4-Magneto. 5-Bolts. 6-Housing. I-Lever assembly. 2-Washer. 3-Felt washer. 4-Fork.
 9A-20 Group 130
STARTING ENGINE Page3
TIMING CHAIN HOUSING

4. Inspect the washers (2) and (3) and replace if 5. If the sprocket ( 4) is to be replaced, the cam
damaged. must be removed. See the covering topic.

5. Inspect the lever assembly bearings in the tim-

ing chain housing and replace if worn or dam-
aged.

GOVERNOR
The governor consists of four balls, which ride in
a slotted carrier, a saucer-shaped retainer and a
governor spring.

The tension of the governor spring tends to open

the carburetor throttle plate and the force of the balls
acting on the saucer-shaped retainer tends to close
the throttle plate.
GOVERNOR AND CAM DRIVE SPROCKET
When the opposing governor forces are equal, a 4-Sprocket.
constant amount of fuel mixture is admitted to the
engine causing it to operate at a constant speed. 6. Heat the magento trunnion and tap it lightly
See the topic, STARTING ENGINE OPERATION, for onto the shaft. Be sure the dowel hole is aligned.
further information on governor operation.
NOTE
Removal and Disassembly Later machines do not use the pin (I).
1. Remove the recoil starting mechanism and the
timing chain housing. See the covering topics. Adjustment

2. Drive out the pin {I) and remove the magneto High idle adjustment is made by tightening or
drive trunnion (2) with an 8H695 3-way Puller. loosening the nuts (2) on the governor adjusting
screw (I) to obtain the desired engine speed.

REMOVING MAGNETO DRIVE TRUNNION
I-Pin. 2-Trunnion. 3-Retainer.
NOTE
Care should be taken when removing the pin
not to damage the cam bearings or to bend the
end of the camshaft.
3. Remove the retainer (3) and the four balls.
4. Inspect the retainer and balls and replace if
necessary.
GOVERNOR ADJUSTMENT
I-Screw. 2-Nut. ·
The high idle speed can be check by installing
a 4L8393 Tachometer Drive on the diesel engine.
With the starting engine running at full throttle and
with the starting engine clutch and pinion engaged,
adjust the governor until the diesel engine is turn-
ing at 260 RPM with the compression released.
NOTE
When the diesel engine is operating at 260 RPM,
this corresponds to about 5500 RPM high idle on
the starting engine.
Group 130 9A-20
Page 4 STARTING ENGINE
TIMING CHAIN HOUSING

The governor control rod assembly (4) is adjusted

by first removing the nut (6) and disconnecting the
rod assembly from the lever assembly (7). With the
governor spring (S) attached to the lever assembly
as shown and the carburetor throttle lever (3) held
in the full open position, adjust the length of the
control rod assembly to align with the hole in the
lever assembly. This will insure the correct position-
ing of the fork (9) in relation to the governor ramp
(8) thus insuring correct speed regulation by the
governor. Insert the rod assembly (4) into the lever
assembly (7) and install the lockwasher and nut (6).
CAMSHAFT REMOVAL
D Remove
l-Bolts. 2-Thrust plate. 3-Camshaft.

REMOVING CAMSHAFT
ADJUSTING GOVERNOR CONTROL ROD ASSEMBLY
(Right Side View of Starting Engine)
3-Carburetor throttle lever. 4-Governor control rod as- 3. If new bearings are to be installed, align the oil
sembly. 5-Governor spring. 6-Nut. 7-Lever assembly. holes in the bearings with the oil holes in the
8-Governor ramp. 9-Fork. cylinder block and press them into place.
4. When installing the camshaft and governor
CAMSHAFT
assembly in the cylinder block, align the tim-
The camshaft is located in the left side of the cylin- ing marks as outlined in the topic, TIMING THE
der block and is driven by the timing chain. ENGINE.
The camshaft is supported by three bearings in
Camshaft End Clearance·
the cylinder block.
The camshaft end clearance is determined by the
difference in thickness between the groove in the
Removal and Installation
1. Remove the crankshaft gear. See the covering
topic.

NOTE
Care should be taken not to damage the cam-
shaft bearing bores when removing and in-
stalling the camshaft.

2. Before installing the camshaft, measure the

bearing journals on the camshaft and the bear-
ing bores into which the camshaft fits. For cam-
shaft bearing clearances see the topic, SPECI-
FICATIONS. CHECKING CAMSHAFT END CLEARANCE
 9A-20 Group 130
STARTING ENGINE PageS
TIMING CHAIN HOUSING

camshaft sprocket and the thickness of the thrust 4. Align the Z on the camshaft sprocket with the
plate. If excessive end play exists the thrust plate Z stamped on the cylinder block as shown.
should be replaced.
5. Position the crankshaft sprocket so the off center
I. With the timing chain housing installed on the dowels line up.
engine, position a dial indicator against the
6. Position the timing chain on the sprocket and in-
end of the camshaft as shown.
stall the sprocket.
2. Pry the camshaft toward the rear of the cylinder
block.
3. Remove the pry bar and set the indicator dial
at "O."
4. Pry the camshaft toward the indicator and note
the reading.
5. For camshaft end clearance, see the topic,
SPECIFICATIONS.
When installing the magneto, see the topic, TIM-
ING THE MAGNETO TO THE ENGINE, in the Oper-
ation and Maintenance Instructions.
CAMSHAFT TIMING MARKS

TIMING THE ENGINE

7. Check the timing marks on the flywheel and
The starting engine can be timed in the following camshaft sprocket.
manner:
8. Assemble the engine and install it on the diesel
I. With the starting engine removed from the die- engine.
sel engine, remove the recoil starter mechanism,
timing chain housing and crankshaft sprocket. NOTE
See the covering topics for removal and installa- For magneto timing, see the Operation and
tion. Maintenance Instructions.
NOTE
Leave the chain on the camshaft sprocket.

2. Remove the clutch mechanism cover. The cover

is located on the side of the engine near the
rear.

3. Turn the starting engine flywheel in the direc-

tion of engine rotation until the pointer on the
cylinder block is aligned with the TC mark on
the flywheel as shown.

FLYWHEEL TIMING MARK

 NOTES
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 9A-20 Group 130.1
STARTING ENGINE Page 1
TIMING CHAIN HOUSING

Timing Chain Housing 1. Remove the handle, cable and sheave. See the
topic, STARTER CABLE REPLACEMENT.
The timing chain housing is located at the front of
2. Replace the gasket (5) if necessary.
the starting engine cylinder block. Mounted on, or
within it, are the recoil starter and electric starting 2
mechanism, magneto, magneto drive, governor,
governor drive assembly, timing chain, sprockets
and oil pump.

RECOIL STARTER MECHANISM

Removal and Installation
NOTE
The gasket between the recoil starter cover as-
sembly and the starter mechanism plate can be
installed without disconnecting the cable. 153673
DISASSEMBLING HOUSING ASSEMBLY
D Remove
2-Housing assembly. 3-Nut, 4-Cover. 5-Gasket.
6-Pulley.

3. Inspect both pulleys (6) and (10) and replace

if necessary.

153674
DISASSEMBLING BRACKET ASSEMBLY
RECOIL STARTER MECHANISM
(D4 Illustrated) D Remove
D Remove 7-Nut. 8-Housing. 9-Housing. IO-Pulley,
I-Oil level gauge assembly. 2-Nut. 3-Recoil starter
assembly. 4-Bolts (six).

Disassembly and Assembly

DISASSEMBLING COVER ASSEMBLY

0 Remove DISASSEMBLING COVER ASSEMBLY
I-Bracket assembly. 2-Housing assembly. I I-Shield. I2-Dowel. A-Dimension of .38 inch.
Group 130.l 9A-20
Page2 STARTING ENGINE
TIMING CHAIN HOUSING

4. Inspect the dowel (12) and replace if worn or
damaged. The dowel should be installed with
one end flush with the inside surface of the
cover.
5. If the shield (11) is to be replaced, install it to
the dimension (A) as shown.
6. Wind the cable counterclockwise on the sheave,
being careful to keep the windings even and
tight.
7. With the cable wound on the sheave, install the
plate assembly in the cover assembly.

Starter Cable Replacement

1. Remove the recoil starter mechanism from the
starting engine. See the topic, RECOIL ST ARTER
MECHANISM REMOVAL AND INSTALLATION.
2. Remove the four screws and remove the sheave
(4) from the cover assembly (I).

TESTING RECOIL STARTER CABLE

8. Before fastening the plate· assembly to the cover

assembly, turn the plate one-half turn counter-
clockwise to set the cable tension.
9. While holding the recoil starter mechanism as
shown, pull on the cable to make sure that it
will not bind and will operate properly.

TIMING CHAIN HOUSING

Removal and Installation
Remove the recoil starter mechanism. See the
CABLE REPLACEMENT
1-Cover assembly. 2-Handle. 3-Cable. 4-Sheave. covering topic.

3. Remove the handle (2) from the cable (3), dis-

connect the cable from the sheave and remove
the cable from the cover assembly.
4. Start the new cable through the sheave, making
sure that the anchor end of the cable does not
extend above the sheave.
5. Thread the cable through the cover assembly
and fasten to the handle as shown.

PREPARING TO REMOVE TIMING CHAIN HOUSING

(D330 Illustrated)
D Remove • Disconnect
I-Governor spring. 2-Terminal lever. 3-Magneto.
4-Spark plug wires. 5-Bolts (three). 6-Timing
FASTENING CABLE TO HANDLE chain housing.
 9A-20 Group 130.1
STARTING ENGINE Page 3
TIMING CHAIN HOUSING

Disconnect the governor spring (I) from the ter-
mincil lever (2).
3. Remove the terminal lever assembly (I) and fork
as shown.
4. Inspect the felt washer (2), and metal washer
above it, and replace if damaged.
5. Inspect the lever assembly bearings (6) and
(7) and replace if worn or damaged.

runs
TIMING CHAIN HOUSING REMOVAL
(D330 Illustrated)

Inspect the gasket between the timing chain hous-

ing and starting engine cylinder block and replace if
damaged. T53681
LEVER ASSEMBLY BEARINGS
Disassembly and Assembly 6-Bearing. 7-Bearing.
1. Loosen the bolt (5) on the fork (4).
NOTE
2. Drive out the pin (3) which secures the lever
assembly in the timing chain housing. If the bearings (6) and (7) are to be replaced,
install the bearing (6) flush with the bottom of
the counterbore, and the bearing (7) flush with
the top of the boss.

GOVERNOR
The governor consists of four balls, which ride in
a slotted driver, a saucer-shaped ramp and a gover-
4 nor spring.
The tension of the governor spring tends to open
the carburetor throttle plate and the force of the balls
acting on the saucer-shaped ramp tends to close the
throttle plate.
When the opposing governor forces are equal, a
constant amount of fuel mixture is admitted to the
engine causing it to operate at a constant speed.
See the topic, STARTING ENGINE OPERATION, for
further information on governor operation.
153680
TIMING CHAIN HOUSING DISASSEMBLY
Removal and Installation
(D330 Illustrated)
1. Remove the recoil starting mechanism 0nd tiu-
I-Terminal lever assembly. 2-Felt washer. 3-Pin.
4-Fork. 5-Bolt. ing chain housing. See the covering topics.
Group 130.I 9A-20
Page4 STARTING ENGINE
TIMING CHAIN HOUSING

2. Remove the bolt, lock and washer that secures
the magneto drive coupling to the camshaft.
3. Remove the ball ramp (I) and magneto drive
coupling (2), using an 8H695 Puller as shown.
4. Inspect and replace any damaged parts.
5. If the sprocket (6) is to be replaced, the cam-
shaft must be removed. See the covering topic.

NOTE
The ball ramp (1) should be moved out- far
enough to permit removal of the governor balls.
Care should be taken not to damage or scratch
them in any way.

GOVERNOR AND CAM DRIVE SPROCKET

6-Sprocket.

7. Install the driver, balls and ramp in the reverse

order of removal.

8. Install the key in the camshaft.

9. Press the magneto drive coupling on the cam-

shaft.

MAGNETO DRIVE COUPLING REMOVAL
1-Ball ramp. 2-Coupling.
CAUTION
Use extreme care when installing the magneto
drive coupling on the camshaft. Failure to do so
may result in damage to the camshaft thrust
plate.

Adjustment
The high idle adjustment is made by tightening or
loosening the nuts (2) on the governor adjusting
screw (1) to obtain the desired engine speed.

REMOVING DRIVER
T53685
D Remove GOVERNOR ADJUSTMENT
3-Driver. 4-Key. 5-Sleeve. 1-Screw. 2-Nut.
 9A-20 Group 130.1
STARTING ENGINE Page5
TIMING CHAIN HOUSING

A 9M478 Ignition Tachometer should be used to Removal and Installation

adjust the high idle speed properly. Idle speeds 1. Remove the cylinder head. See the covering
should be adjusted to the values given in the topic, topic.
SPECIFICATIONS. Readings should be taken only
2. Remove the pushrods and lift the valve lifters
after the starting engine crankcase oil has been
clear of the camshaft.
allowed to warm.·
3. Remove the crankshaft gear, magneto drive
NOTE coupling and governor components.
Normally, the tachometer should be connected
NOTE
to the No. 2 spark plug to obtain proper polarity.
However, if no reading can be observed switch Care should be taken not to damage the cam-
to the No. 1 spark plug. Attachment of the ta- shaft bearing bores when removing and in-
chometer to a lead with opposite polarity will stalling the camshaft.
not harm the tachometer but a reading cannot
be obtained.

The governor control rod assembly ( 4) is adjusted

by first removing the nut (6) and disconnecting the
rod assembly from the lever assembly (7). With the
governor spring (5) attached to the lever assembly
as shown and the carburetor throttle lever (3) held
in the full open position, adjust the length of the
control rod assembly to align with the hole in the
lever assembly. This will insure the correct position-
ing of the fork (9) in relation to the governor ramp
(8) thus insuring correct speed regulation by the
governor. Insert the rod assembly (4) into the lever
assembly (7) and install the lockwasher and nut (6).

CAMSHAFT REMOVAL
0 Remove
I-Thrust plate. 2-Bolts. 3-Camshaft.

4. Before installing the camshaft, measure the

bearing journals on the camshaft and the bear-
ing bores into which the camshaft fits. For cam-
shaft bearing clearances see the topic, SPECI-
FICATIONS.

ADJUSTING GOVERNOR CONTROL ROD ASSEMBLY

(Right Side View of Starting Engine)
3-Carburetor throttle lever. 4-Governor control rod as-
sembly. 5-Governor spring. 6-Nut. 7-Lever assembly.
8-Governor ramp. 9-Fork.

CAMSHAFT
The camshaft is located in the left side of the cylin-
der block and is driven by the timing chain.
The camshaft is supported by three bearings in
the cylinder block. REMOVING CAMSHAFT
 Group 130.l 9A-20
Page6 STARTING ENGINE
TIMING CHAIN HOUSING
5. If new bearings are to be installed, align the oil
holes in the bearings with the oil holes in the
cylinder block and press them into place.
6. If necessary, the sprocket may be removed as
shown.
SPROCKET REMOVAL
7. When installing the camshaft and governor
assembly in the cylinder block, align the tim-
ing marks as outlined in the topic, TIMING THE
ENGINE.
Camshaft End Clearance
The camshaft end clearance is determined by the
difference in thickness between the groove in the
camshaft sprocket and the thickness of the thrust
plates. If excessive end play exists the thrust plate
should be replaced.
:.j
CHECKING CAMSHAFT END CLEARANCE
1. Position the dial indicator against the end of
the camshaft as shown.
2. Pry the camshaft toward the rear of the cylinder
block.
3. Remove the pry bar and set the indicator dial
at "O."
4. Pry the camshaft toward the indicator and note
the reading.
5. For camshaft end clearance, see the topic,
SPECIFICATIONS.
NOTE
The end clearance may be checked without re-
moving the crankshaft gear, governor com-
ponents and magneto drive coupling.
When installing the magneto, see the topic, TIM-
ING THE ENGINE.
TIMING THE ENGINE
The starting engine can be timed in the following
manner:
1. With the starting engine removed from the die-
sel engine, remove the recoil starter mechanism,
timing chain housing and crankshaft sprocket.
See the covering topics for removal and installa-
tion.
NOTE
Leave the chain on the camshaft sprocket.
2. Remove the clutch mechanism cover. The cover
is located on the side of the engine near the
rear.
3. Turn the starting engine flywheel in the direc-
tion of engine rotation until the pointer on the
cylinder block is aligned with the TC mark on
the flywheel as shown.
FLYWHEEL TIMING MARK
4. Align the Z on the camshaft sprocket with the
Z stamped on the cylinder block as shown.
5. Position the crankshaft sprocket so the oif center
dowels line up.
 9A-20 Group 130.1
STARTING ENGINE Page7
TIMING CHAIN HOUSING

6. Position the timing chain on the sprocket and in-

stall the sprocket.

NOTE
Before installing the crankshaft sprocket re-
taining bolt, coat the threads with 9M3710
Antisiezure Thread Compound.

CAMSHAFT TIMING MARKS

7. Check the timing marks on the flywheel and

camshaft sprocket.
8. Install the timing chain housing.
9. Locate the X-mark (1) on the starting engine
magneto drive.
10. Turn the magneto impulse coupling until the
X-mark (2) on the tang is in such a position as
to line up with the mark on the mangeto drive.
11. Install the magneto with the X-marks together
and tighten the bolts.

TIMING THE MAGNETO

1-X-mark on magneto drive. 2-X-mark on magneto
impulse coupling.
 NOTES
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 STARTING ENGINE
MAGNETO
(WICO)
INTRODUCTION
Spark-ignited engines require a source of electri-
city, that can be interrupted to produce "sparks"
at proper times, to ignite air and fuel mixtures in the
engine cylinders.
A magneto is a self-contained alternating current
generator that can produce the electric source (and
interrupt it at the proper time) necessary for spark-
ignited engines.
OPERATION
It is assumed that the reader has some knowledge
of basic magnetism and electricity.
2 as previously explained but in the opposite direction.
4 rounds the coil wires of transformer (I) and creates
6
1
MAGNETO (SCHEMATIC)
I-Transformer. 2-Contact breaker. 3-Rotor. 4-Condenser.
5-Cam. &-Distributor. 7-Contact.
The basic components of a magneto are:
Transformer (1) has a heavy wire primary coil
with relatively few windings when compared
with the number of fine wire windings in the
secondary coil that is wound around the pri-
mary in the same direction.
Contact breaker (2) is actuated by cam (5) on
the rotor shaft.
Rotor (3) contains a permanent magnet.
Condenser (4) is shunted across the contact
breaker (2).
Distributor (6) contains contact (7) and is driven
by the rotor shaft.
All magneto components are in a housing that
has a removable distributor cap.
One end of the primary coil wire [of transformer
(1)] is grounded on the transformer core. The other
end of the primary coil wire is joined by one end of
the secondary coil wire and is grounded through
contact breaker (2). The other end of the secondary
coil wire connects to distributor (6).
12A-20 Group 135
Page 1
When rotor (3) is turning, the north pole of the
rotor magnet comes under the core of transformer
(1). Magnetic flux takes the easy route from the
magnet north to the magnet south by passing
through the laminated metal core of the transformer.
The turning rotor induces more flux (in the core)
until the magnet north is completely under the core
and flux is at its greatest strength. As the rotor con-
tinues to turn, the magnet north moves out from
under the core and flux diminishes until there is
no magnetic flux in transformer core (1). The rotor
continues turning and the magnet north comes un-
der the opposite side of the transformer core. Now
the magnetic flux must change its direction through
the transformer core. Flux builds up and diminishes
This change in flux direction is repeated each rotor
revolution.
Magnetic flux passing through the core also sur-
electricity in the wires. With no interruptions, the
electricity (voltage) would build up positive "+"
(8), diminish to nothing (9), change directions, build
up negative "-" (10) and diminish to nothing every
complete revolution of rotor (3). In an electric gen-
erator this is known as an alternating current cycle.
ALTERNATING CURRENT CYCLE
(One Rotor Revolution)
8-Voltage build up positive. 9-No voltage.
IO-Voltage build up negative.
In a magneto an interruption in the alternating cur-
rent cycle occurs when rotor (3) has turned in trans-
former (1) to a position where primary coil voltage
build-up (11) is high. At this instant, cam (5) opens
contact breaker (2) and the current cycle is inter-
rupted. The magnetic flux (around the primary coil
wires) suddenly collapses. This quick collapse is
magnified by the vast number of fine wires in the
secondary coil and the voltage in the secondary coil
is now thousands of times greater than the voltage
at the instant contact breaker (2) opened.
The instant very high voltage (12) builds up in the
secondary coil, distributor (6) is in a position where
contact (7) completes an electrical circuit (through a
Group 135 12A-20 STARTING ENGINE
Page2 MAGNETO
(WICO)

brush in the distributor cap and through a lead wire)
to the spark plug in the engine cylinder. This high
voltage now discharges {sparks) across the gap of
the spark plug electrodes completing the ignition to
that engine cylinder.
Whenever the crankshaft of a magneto equipped
engine is rotated, either by an electric starting
motor, manually by a hand crank or whenever the
engine is running, the magneto produces the elec-
tricity necessary for engine ignition.

DISASSEMBLY AND ASSEMBLY

Wipe the exterior of a magneto clean before start-
ing disassembly.
NOTE
Do not immerse magneto in cleaning solvent.
Clean only metal parts in cleaning solvent.

TRANSFORMER ACTION - INTERRUPTED

CURRENT CYCLE
( One Rotor Revolution)
9-No voltage. 11-Primary coil voltage build up. 12-Very
high secondary coil voltage build up.
The function of condenser (4) is to prevent dam-
aging arcs from jumping across contact breaker (2)
as it opens. The condenser collects the rush of elec-
trical energy that would normally discharge across
the contact as it opens. When the contact breaker
opens wider, the electrical energy absorbed by the
condenser discharges back into the primary coil,
thus adding to the voltage build-up in the secondary
coil.
TYPICAL MAGNETO CROSS SECTION
(Equipped with Impulse Drive Coupling)
1-Magneto housing. 2-Cap (distributor). 3-Transformer
core. 4-Gasket. 5-Coil. 6-Condenser. 7-Rotor. 8-Distrib-
utor. 9-Drive cup. IO-Distributor retaining screw. 11-Trip
arm. 12-Brush assembly. 13-Bearing assembly.
14-Contact assembly.
1. Remove cap (2) by loosening screws that secure
the cap to housing (1). If gasket (4) is damaged,
replace it.
NOTE
It isn't necessary to remove screws from cap (2).

Both the primary and secondary coil wires of

transformer (I) are wound in the same direction. One
end of each coil is joined and grounded through
contact breaker (2). The primary coil wires become
additional wires in the secondary coil when contact
breaker (2) is open. In this way, a little more boost
in voltage is picked up in the secondary coil as
magnetic flux collapses.

When the RPM of a magneto increases, the spark

at the spark plug electrodes intensifies. An impulse
coupling can be employed (on the drive end) to
increase rotor RPM momentarily when the engine MAGNETOS WITH CAPS REMOVED
is being cranked. The trip arm, that actuates the 8-Distributors. 10-Distributor retaining screw.
impulse, will disengage when the engine driving the
magneto starts to operate. 2. Remove distributor (8).
 STARTING ENGINE 12A-20 Group 135
MAGNETO Page3
(WICO)

NOTE 4. Remove coil (5).

Some distributors can be removed from the rotor
shaft by rocking the distributor while pulling it
from the shaft. Other magnetos have a distribu-
tor that is keyed to a tapered end of the rotor
shaft and secured by retaining screw (10).
3. Remove contact assembly (14).
5. Remove condenser (6).
NOTE
If the magneto is equipped with an impulse
drive coupling, mark the magneto housing op-
posite marks (21) on the impulse drive coupling
stop plate. This will allow the stop plate to be
positioned correctly when the rotor is installed.

6. Remove rotor (7) and impulse drive coupling as

a unit.

NOTE
It may be necessary to use force to push the
rotor from the magneto housing. Do not pound
or tap on the rotor shaft.

PREPARING TO REMOVE CONTACT ASSEMBLY

14-Contact assembly. IS-Spring clip. 16-External
ground connection screw. 17-Contact
assembly clamping screws.

NOTE
Some magnetos use contact assemblies that are
not equipped with spring clip (15).

ROTOR REMOVED
7-Rotor (and impulse drive coupling).

NOTE
If the rotor bridge in the magneto housing needs
replacing, the main housing must be replaced.
The rotor pivot hole in the rotor bridge is ma-
chined after the rotor bridge is assembled in the
housing.

7. Reassemble the magneto in reverse order of

disassembly.
PREPARING TO REMOVE COIL AND CONDENSER
5-Coil. 6-Condenser. IS-External ground connection
screw. 18-Screws. 19-Screws and clamps. IMPULSE DRIVE COUPLING
Removal and Disassembly
1. Remove locknut (1).

NOTE
A bench vice with soft jaws can be used to hold
rotor shaft (3) while removing locknut (1).

2. Remove drive cup (2) by turning it in the di-

PREPARING TO REMOVE ROTOR ASSEMBLY
20-Screws (four). 21-Marks on impulse drive
coupling stop plate. 22-Clamp.
rection of magneto rotation until the cup can be
disengaged from drive flange (7). Then allow
the drive spring in cup (2) to turn the cup until
the spring unwinds before removing the drive
cup from the shaft.
Group 135 12A-20
Page4
PREPARING TO DISASSEMBLE IMPULSE
DRIVE COUPLING
I-Locknut. 2-Drive cup. 3-Rotor shafL
3. Mark the direction of the drive spring spiral in
drive cup (2) and remove the spring.
NOTE
The spiral of the spring will wind in the wrong
direction if the spring is installed incorrectly.
4. Mark pin (4) to allow the trip arm to be in-
stalled on the correct pin.
PREPARING TO REMOVE TRIP ARM
4-Pin. 5-Trip arm spring. 6-Trip arm. 7-Drive flange.
NOTE
If only drive cup (2) and trip arm (6) are to be
removed, it is not necessary to remove the rotor
from the magneto housing. Block or hold drive
cup (2) to prevent it from turning and loosen
locknut (1). Proceed with Steps l through 4.
5. Press drive flange (7) from the rotor shaft.
NOTE
When an arbor press is used to remove drive
flange (7), the oil slinger is usually damaged
and a new one must be installed.
STARTING ENGINE
MAGNETO
(WICO)
Assembly
1. Make certain all parts are clean. Apply ball and
roller bearing lubricant between the turns of the
impulse spring.
2. Press drive flange (1) on the rotor shaft.
NOTE
Make certain an undamaged oil slinger is in
place, before the drive flange is installed.
3. Install trip arm (2) and the trip arm spring.
IMPULSE DRIVE COUPLING ASSEMBLY
I-Drive flange. 2-Trip arm. 3-Spacer. 4-Piate. 5-Washer.
6-Drive cup spacers. 7-Drive cup. 8-Locknut.
4. Install spacer (3), plate (4), washer (5) and
drive cup spacers (6).
5. Install drive cup (7) by first pulling the inner
eye of the drive spring one turn out of the drive
cup. Next place the cup on the rotor shaft and
latch the inner eye of the spring in the notches
in the drive cup spacers (6). Push the drive cup
a short distance on the shaft and turn the cup
one full turn (to wind up the drive spring). Push
the drive cup (7) in place to engage the drive
flange (1).
6. Install locknut (8) and stake it in two places to
lock the nut on the shaft.
BEARING REMOVAL
A replaceable bearing is located in a bearing
assembly on the rotor shaft between the magneto
drive and the rotor magnet. The rotor must be re-
moved from the magneto housing and the drive
(either an impulse drive coupling or a driving lug)
removed before the bearing assembly can be re-
moved from the rotor shaft. See covering topics.
NOTE
The seal must be installed with the lip facing
the magneto drive.
 STARTING ENGINE
MAGNETO
(WICO)
MAGNETO MAINTENANCE
Voltage Leaks
When the high voltage discharge from a magneto
secondary can find an easier route to ground, a path
to ground is usually established and it is likely that
the spark will continue to take this new route to
ground.
High voltage can leak to ground in various places.
Some of the places where spark leakage occurs can
be corrected easily.
Replace lead wires that are either broken or have
damaged insulation.
Replace spark plugs that have eroded electrodes,
or if the spark plugs appear serviceable, remove the
corrosion and set the electrode gap. Make certain
the spark plugs are clean and dry.
Clean the oxidation from the inside of the mag-
neto. Make certain all wires in the magneto are in
serviceable condition. Tighten all screw connections.
Most surface leaks are easily located where high
voltage sparks have left burning effects on plastic
or insulation.
Internal Oxidation
When oxidation is observed in a magneto there
is usually same cause for this condition. Some com-
mon causes could be sparks across a loose or
broken connection, carbon paths in the magneto,
brushes that are broken or are sticking in the distrib-
utor cap or a break in the exterior of the secondary
voltage circuit. After the cause for oxidation has
been determined, disassemble the magneto and in-
dividually clean each part that is serviceable. When
reassembling a magneto, always install gaskets,
seals, washers, a new contact breaker and a new
condenser.
Parts substitution can sometimes be used to deter-
mine the faulty component in a magneto.
TEST EQUIPMENT
A variable speed magneto drive (or a synchro-
scope) and a spark gap tester assembly are devices
that can be used to check the operating efficiency of
a magneto. This equipment can be used to obtain
correct contact breaker opening adjustment. This
equipment is also valuable for checking (or when
adjusting) a magneto impulse coupling for correct
spark timing at very slow speeds.
12A-20 Group 135
Page5
Coil Tester
A reliable commercial coil tester must be used to
determine the efficiency of a transformer coil. The
amount of primary coil current necessary to obtain
correct spark discharge across the secondary elec-
trodes must be near the value listed in the specifica-
tions for the coil.
NOTE
When the coil is being tested, a grounded metal
plate held close to the coil cover (in various
locations) can be observed for spark leakage.
Condenser Tester
A commercial condenser tester must be used to
test a condenser for capacitance, series resistance
leakage or for condenser breakdown. It is advisable
to destroy all defective condensers.
Magnet Charger (Rotor)
A rotor magnet does not weaken when produc-
ing electricity; however, excessive vibration (shock),
temperature change, ageing or the effects of stray
transformer coil current (that sometimes develops)
can diminish the strength of a rotor magnet.
A commercial magnetizer is used to recharge
weak rotor magnets. It is advisable to recharge
the rotor to its original polarity.
ADJUSTMENT
The contact assembly gap is the only adjustment
in the magneto. One part of the contact assembly is
fiber pivot block (4) and the other part is adjustable
contact (2). When a magneto is operating, high
portions on rotor cam (5) rub against the fiber pivot
block. When the fiber wears, contact gap (3) be-
comes less and it is necessary to adjust the gap.
CONTACT ASSEMBLY
I-Screw. 2-Adjustable contact. 3-Contact gap. 4-Fiber
pivot block. 5-Rotor cam. 6-Screw.
Group 135 12A-20 STARTING ENGINE
Page6 MAGNETO
(WICO)

1. Remove the magneto cap and distributor. See 4. Tighten the bolts to secure the magneto to the
covering topics. engine.

2. Rotate the engine crankshaft until a high portion 5. Connect the lead from number one cylinder
on magneto rotor cam {5) pushes fiber pivot spark plug to terminal tower number one. Con-
block (4) to open contact gap (3). nect the other spark plug lead.

3. Loosen screws (1) and (6). 6. Connect the magneto switch wire to the ground
terminal on the magneto.
4. To adjust contact gap (3), insert a screwdriver
in the slot in adjustable contact (2) and turn NOTE
the screwdriver clockwise to open the gap. See
When the magneto switch is off, the magneto
the SPECIFICATIONS for the correct contact
is grounded and cannot produce sparks.
gap.

5. Tighten screws (1) and (6) and recheck contact

gap (3).

6. When contact gap (3) is correct, install the dis-

tributor and magneto cap.

MAGNETO IGNITION TIMING

1. Rotate the engine crankshaft until number one
cylinder is on compression and the mark for
number one cylinder is under the pointer.

2. Turn the magneto drive until mark (2) is in a

position to line up with mark (I) on the engine
drive.

NOTE
It is easier to turn an impulse drive in an oppo-
site direction to normal magneto rotation.

PREPARING TO INSTALL A MAGNETO

I-Mark on engine drive. 2-Mark on magneto drive.

3. Install the magneto with the marks together.

NOTE
If the magneto drive has no mark, remove the
magneto distributor cap. Turn the magneto
drive to a position where it will line up with the
engine drive and where the contact on the dis-
tributor will be against the brush in terminal
tower numbe~ one. Install the magneto and dis-
tributor cap.

STARTING ENGINE
CRANKSHAFT AND MAIN BEARINGS
Crankshaft and Main Bearings
STARTING ENGINE RING GEAR
The starting engine ring gear is located at the
front of the crankshaft in the timing chain housing.
Machined on the hub of the ring gear is the sprocket
to drive the camshaft and the gear to drive the oil
pump.
The recoil starter mechanism engages with the
bolt (I) to rotate the crankshaft. When the starting
engine is equipped with an electric starter the pinion
engages with the gear (3). The starting engine ring
gear is positioned on the crankshaft by two dowels
and secured by the bolt (1). The bolt (1) is locked
in position by lock (2).
STARTING ENGINE RING GEAR
I-Bolt. 2-Lock. 3-Gear.
The starting engine ring gear must be removed
to remove the timing chain, camshaft and governor
assembly, crankshaft, or oil pump.
Removal and Installation
STARTING ENGINE RING GEAR
I-Ring gear. 2-Bolt.
Remove the timing chain housing. See the topic,
TIMING CHAIN HOUSING.
9A-20 Group 140
Page I
Remove the lock which secures the bolt (2) and
ring gear (1) to the crankshaft and remove the bolt
and ring gear.
NOTE
Earlier models have a washer beneath the bolt
head. This washer is used only with ring gears
that have a counterbore in which the washer is
installed.
Inspect the sprocket, oil pump drive gear and ring
gear for damage. If any part is damaged, it is neces-
sary to replace the complete unit.
See the topic, TIMING THE ENGINE. Coat the
threads of the bolt (2) with 9M3710 Antisieze Thread
Compound and tighten to the value listed in the
topic, SPECIFICATIONS.
When installing the lock, stake the retaining
screws in place.
CRANKSHAFT
Removal
Remove the crankshaft sprocket and gear, cylin-
der head and valve mechanism, pistons and con-
necting rods, and starter pinion and clutch mecha-
nism. See the covering topics.
NOTE
It is possible to remove the crankshaft from the
cylinder block without removing the clutch and
flywheel. However, it is recommended that the
clutch and flywheel be removed before remov-
ing the crankshaft to prevent damage to the
crankshaft and clutch and for,.ease of disassem-
bly.
PREPARING TO REMOVE CRANKSHAFT
D Remove
I-Bolts.
Group 140 9A-20
Page2 STARTING ENGINE
CRANKSHAFT AND MAIN BEARINGS

CRANKSHAFT REMOVAL

Remove the crankshaft and the rear main bear-

ing from the cylinder block as an assembly.
CRANKSHAFT ( CROSS SECTION)
Disassembly and Assembly 2-Sludge pocket. 4-0il passage in rod
hearing journal.

bearing journals (4), and to the clutch shaft

should be cleaned, inspected and free from ob-
structions.

4. Inspect all bearing surfaces for wear or damage.

See the topic, SPECIFICATIONS.

5. On crankshafts with a sludge pocket, install a

new plug (3). The plug will bottom in the bore
with the lip slightly below flush. Stake the edge
of the bore in the crankshaft over the lip of the
plug in four places (equally spaced) to secure-
ly hold the plug in the bore.

CRANKSHAFT (CROSS SECTION) Installation

(Later Crankshaft Illustrated)
I-Crankshaft. 2-Sludge pocket. 3-Plug.

1. Remove the plug (3).

NOTE
Earlier crankshafts do not have the plug (3) and
the sludge pocket (2).

2. Remove any accumulation of foreign material

from the sludge pocket (2).

NOTE
It may be necessary to drill or chip out foreign
material that has become packed in the sludge
pocket (2).

3. On both earlier and later crankshafts, the oil CRANKSHAFT INSTALLATION

passages in the main bearings, connecting rod I-Dowel.
 9A-20 Group 140
STARTING ENGINE Page3
CRANKSHAFT AND MAIN BEARINGS

Install the rear main bearing halves on the crank- NOTE

shaft after it has been checked for wear. See the
After installing the clutch and brake mechanism,
topic, MAIN BEARINGS.
recheck the crankshaft end clearance at the
front of the crankshaft to be sure that clutch
NOTE
and brake mechanism were not improperly in-
The slot on the bottom half of the rear main stalled.
bearing must be aligned with the dowel (I) in
the cylinder block when installing the crank- MAIN BEARINGS
shaft.
The starting engine rear main bearing is a two-
Holding the rear main bearing halves together piece aluminum bearing as shown. The rear main
on the crankshaft, place the crankshaft and bearing bearing takes the thrust of the crankshaft and is
into the cylinder block. removed from the cylinder block along with the
crankshaft. See the topic, CRANKSHAFT.
Install the rear main bearing retaining bolts and
tighten them to the torque value listed in the topic,
SPECIFICATIONS.

End Clearance
Crankshaft end clearance is controlled by the
width of the rear main bearing and the width of the
rear main bearing journal.
1. Install a dial indicator as shown.
2. Pry the crankshaft toward the front of the cylin-
der block.
3. Adjust the dial indicator to read "O".
4. Pry the crankshaft toward the rear of the cylin- CRANKSHAFT REAR MAIN BEARING
der block and note the reading on the dial
indicator. The front main bearing is a one-piece solid alumi-
num bearing and can be pressed from the cylinder
block after the crankshaft has been removed.
When installing the front main bearing, align the
oil hole in the bearing with the oil hole in the
cylinder block.

FRONT MAIN BEARING

For crankshaft and main bearing clearances and

permissible clearances, see the topic, SPECIFICA-
CRANKSHAFT END CLEARANCE
TIONS.

5. See the topic, SPECIFICATIONS, for the correct

end clearance.
 NOTES
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 9A-20 Group 160
STARTING ENGINE Page I
STARTING MECHANISM

Starting Mechanism pinion shaft until centrifugal force, acting on the

plunger, overcomes the spring force holding the
The starting engine transmits its power through a plunger in the notch. The return springs (8) and (9)
clutch and gears to a sliding pinion. The pinion is then return the pinion to the disengaged position.
engaged with the diesel engine flywheel ring gear
by a hand lever controlled linkage. When the diesel
1
engine starts, the pinion is automatically released by
the action of centrifugal force upon the pinion re-
lease plunger.

9
STARTER PINION MECHANISM
I-Inner shaft. 2-Outer shaft. 3-Plunger. 4-Spring.
5-Pinion. 6-Notch. 7-Overrunning clutch.
8-Spring. 9-Spring.

An overrunning clutch (7) is located between the

drive gear and the pinion outer shaft (2). This clutch
prevents the starting engine from being driven by
the diesel engine. When the speed of the pinion shaft
tends to exceed that of the gear assembly, the clutch
overruns thus allowing movement relative to the two
parts. This prevents any damage to the starting
engine should there be failure in the pinion kick-out
mechanism.

STARTING MECHANISM Removal and Installation

I-Support bracket, 2-Pinion release plunger. 3-Spring.
4-Overrunning clutch. 5-Pinion shaft drive gear. 6-O-ring
seal. 7-Pinion outer shaft. 8-Pinion inner shaft. 9-Pinion.
IO-Dowel. 11-Idler gear. I2-Clutch shaft gear. 13-Clutch
shaft. I4-Clutch and flywheel assembly. IS-Brake plate,
Remove the starting engine from the diesel engine.
See the topic, STARTING ENGINE REMOVAL AND
INSTALLATION.

STARTER PINION
See the topic, CLUTCH, PINION AND BRAKE CON-
TROL MECHANISM OPERATION.

To engage the pinion (5), the control lever is

moved toward the front of the engine. This action
causes the control linkage to contact the end of the
inner pinion shaft (I). Further movement of the con-
trol lever moves the inner shaft and pinion toward
the rear and also compresses the pinion return
springs (8) and (9).

The inner shaft must be moved far enough into the

outer shaft (2) to permit the plunger (3) to engage
with the notch (6) cut in the inner shaft. The pinion
is then engaged with the ring gear of the diesel
STARTER PINION HOUSING
engine flywheel. The plunger is held in the engaged
position with the shaft by pressure exerted by the D Remove
spring (4). The plunger remains engaged with the I-Bolt. 2-Housing.
Group 160 9A-20
Page2 STARTING ENGINE
STARTING MECHANISM

WARNING
Handle the shaft carefully. After the dowel is re-
moved, the plunger could be jarred causing the
inner shaft to be ejected.

2. Block the assembly as shown. Use a 5/s inch

brass drift to drive the shaft (2) out of the
bearing.

STARTER PINION HOUSING REMOVAL

Disassembly

SHAFT DISASSEMBLY

D Remove
3-Washer. 4-Bearing. 5-Gear assembly. 6-Outer shaft.
7-Overrunning clutch.

3. Remove the gear assembly (5) and bearing (4)

from the outer shaft (6).
4. Remove the overrunning clutch (7) from the
gear assembly (5).

REMOVING PINION DOWEL 5. Remove the bearing, same as bearing (4), from
1-Dowel. inside the gear assembly.

1. Move the inner pinion shaft to the engaged po-

sition and drive the dowel (1) through the hole
in the pinion housing.

PINION RELEASE MECHANISM DISASSEMBLY

D Remove
6-Outer shaft. 8-Carrier. 9-lnner shaft. 10-Pinion
return springs. 11-Plunger. 12-Spring. 13-Washer.
14-Snap ring.

NOTE
REMOVING SHAFT ASSEMBLY Later carriers utilize a plate and two bolts to
2-Shaft. retain the plunger (11) and spring (12).
 9A-20 Group 160
STARTING ENGINE Page 3
STARTING MECHANISM

6. Prior to removing the plunger (II), hold the shaft CAUTION

(9) so it will not eject from the outer shaft (6).
7. If it is necessary to remove the carrier (8), drive
the dowel that secures the carrier to the outer
shaft inward toward the center of the shaft until
the dowel is clear of the carrier. Press the shaft
out of the carrier.
8. Inspect and replace all parts that show signs of
damage or excessive wear.
9. Check the springs {IO) and {12). See the topic,
SPECIFIC ATIO NS.
Assemble the overrunning clutch so the copper
drag strips are toward the carrier.
6. Make certain the plunger spring retainer snap
ring is properly seated in its groove.
STARTER PINION BRAKE
Removal and Disassembly
1. Remove the starter pinion housing. See the
topic, ST ARTER PINION REMOVAL AND IN-
ST ALLA TI ON.

TOlU
BRAKE PLATE AND IDLER GEAR REMOVAL

0 Remove
DRIVE GEAR REMOVAL

IS-Brake plate. 16-Seal. I7-Bearing. IS-Idler gear. D Remove

I-Gear.
10. Inspect the bearing, seal, brake plate facing,
and idler gear. Replace any parts which show 2. Remove the lock ring behind the gear.
signs of excessive wear or damage.
11. If necessary, the idler gear shaft can be re-
moved by pressing it out of the pinion housing.

Assembly
1. Press the seal into the pinion housing with the
wiping edge of the seal toward the starting
engine. Press the seal to a depth of .06 inch from
the machined face of the housing.
2. If the carrier has been removed, be certain the
dowel is in place after replacing the carrier on
the outer shaft.
3. Replace the inner bearing in the gear assembly.
Install the bearing with the cupped end away STARTER PINION BRAKE LINKAGE REMOVAL
from the overrunning clutch. 0 Remove

4. Replace the overrunning clutch in the gear as-
sembly.
5. Replace the outer bearing in the gear assembly.
Install the bearing with the cupped end away
from the overrunning clutch.
2-Yoke. 3-Shaft. 4-Spring. 5-Pin.
3. Drive out the shaft (3) and remove the yoke (2).
4. Remove the pins (6) that secure the clutch re-
lease levers to the clutch plate.
Group 160 9A-20
Page4 STARTING ENGINE
STARTING MECHANISM
5. Remove the clutch release levers.
6. Inspect and replace all parts which show signs
of excessive wear or damage.
BRAKE PRESSURE PLATE REMOVAL
D Remove
6-Pin. 7-Brake pressure plate.
CLUTCH
Operation
The starting engine clutch is the automotive oil-
type with two outer discs (4) and one inner disc (3).
Power is transmitted from the flywheel (9) to the
plate (7) and inner disc (3). When the clutch is en-
gaged, the springs (8) force the discs together, and
power is transmitted to the clutch shaft (6) through
the discs (4).
CLUTCH OPERATION
I-Brake pressure plate. 2-Clutch release collar. 3-Inner
clutch disc. 4-Outer clutch discs. 5-Bearing. &-Clutch
shaft. 7-Plate. 8-Spring. 9-Flywheel.
When the clutch is disengaged, the clutch release
collar (2) is moved toward the rear. The brake pres-
sure plate (1) contacts the lined brake plate, which
is mounted on the pinion housing. The engaging of
these two components stops the clutch shaft from
rotating.
Bearing (5) pilots the clutch in the crankshaft
flange.
Removal and Disassembly
1. Remove the starter pinion brake assembly. See
the topic, STARTER PINION BRAKE.
2. Remove the cover from the side of the engine.
3. Remove the bolts which secure the flywheel to
the crankshaft.
CLUTCH DISASSEMBLY
0 Remove
I-Retainer plate. 2-Shaft. 3-Pressure plate. 4-Clutch discs.
5-Bearing.
4. Inspect the clutch discs and the pilot bearing (5)
for signs of excessive wear or damage.
5. The bearing can be removed by pulling it off
the clutch shaft.
NOTE
Install the bearing (5) with the shield toward
the clutch discs.
6. Inspect the clutch springs in the retainer plate,
and replace if necessary. See the topic, SPECI-
FICATIONS.
Assembly and Installation
1. Install the flywheel on the crankshaft flange.
2. When installing the clutch driving plate in the
flywheel, make certain the tooth marks on the
driving plate and the flywheel are aligned.
3. When installing the retainer plate on the fly-
wheel make certain the alignment mark on the

STARTING ENGINE
STARTING MECHANISM
retainer plate is aligned with that on the fly-
wheel.
4. Inspect the clutch release levers, and replace if
necessary.
5. Adjust the control linkage and the clutch. See
the covering topics.
Clutch Adjustment
1. With the side cover removed from the starting
engine cylinder block, engage the clutch.
2. Slide the clutch release collar as far forward
as possible toward the crankshaft until the collar
butts the splines on the clutch shaft.
3. Loosen the locknuts (2) on the setscrews (1).
CLUTCH ADJUSTMENT
I-Setscrew. 2-Locknut.
4. With the tips of the clutch release arms against
the thrust washer, adjust the setscrews until the
clearance between the setscrews and the clutch
retainer plate is .030 inch.
NOTE
Clutch adjustment is simplified if a 3/16 inch
hexagonal wrench of the dimensions shown is
used.
CLUTCH ADJUSTMENT TOOL
9A-20 Group 160
Page5
5. Tighten the locking nuts and recheck the ad-
justment.
CLUTCH. PINION AND BRAKE CONTROL
MECHANISM
Operation
The clutch and brake engagement and disengage-
ment and the starter pinion engagement is con-
trolled by a single control lever.
When the control lever is toward the rear, or
pinion end of the starting engine, the clutch is en-
gaged, the brake disengaged, and the pinion disen-
gaged from the diesel engine ring gear. As the con-
trol lever is moved forward, the brake is engaged. At
the extreme forward position, the brake is fully en-
gaged, and the pinion is engaged with the diesel
engine flywheel ring gear. As the control lever is
moved to the rear, the brake is disengaged and the
clutch is engaged; the starting engine pinion rotates
the diesel engine ring gear.
Adjustment
The adjustment of the clutch, pm1on and brake
control mechanism is made in the following manner
with the starting engine on or off the diesel engine.
1. Make certain the brake and pinion are disen-
gaged.
2. Adjust the clutch. See the topic, CLUTCH.
PINION CONTROL ADJUSTMENT
1-Jam nut. 2-Screw.
3. Loosen the nut (1) and turn the screw (2) until
there is approximately .12 inch between the
pinion control lever and the pinion engaging
shaft.
4. Slide the clutch release collar to the rear until it
contacts the release arms.
Group 160 9A-20
Page6 STARTING ENGINE
STARTING MECHANISM

5. Adjust nut (3) on the link (4) so that the rollers

on the brake engaging yoke are 1/ 16 inch from
the brake plate.

ADJUSTING BRAKE CONTROL

3-Nut. 4-Spring loaded linkage assembly.

NOTE
A 1/ 16 inch piece of shim stock can be soldered
to a piece of copper tubing to make a suitable
tool for checking the roller clearance.
 9A-20 Group 160.l
STARTING ENGINE Page I
STARTING MECHANISM

Starting Mechanism
The starting engine transmits its power through a
clutch and gears to a sliding pinion. The pinion is
engaged with the diesel engine flywheel ring gear
by a hand lever controlled linkage. When the diesel
engine starts, the pinion is automatically released by
the action of centrifugal force upon the pinion re-
lease plunger.
spring (3). The plunger remains engaged with the
pinion shaft until centrifugal force, acting on the
plunger, overcomes the spring force holding the
plunger in the notch. The return spring (6) then
returns the pinion to the disengaged position.

STARTER PINION MECHANISM

I-Pinion. 2-Overrunning clutch. 3-Spring. 4-Plunger.
5-Pinion inner shaft. 6-Pinion return spring. 7-Pinion
outer shaft. 8-Notch.
An overrunning clutch (2) is located between the
drive gear and the pinion outer shaft (7). This clutch
prevents the starting engine from being driven by
the diesel engine. When the speed of the pinion shaft
tends to exceed that of the gear assembly, the clutch
overruns thus allowing movement relative to the two
parts. This allows quicker acceleration of the diesel
engine on starting and prevents any overspeeding
of the starting engine prior to the plunger kick-out.
STARTING MECHANISM- RIGHT SIDE VIEW
(Later type illustrated) Removal and Installation
I-Pinion return spring. 10-Dowel.
2-Pinion ( engaged 11-Carrier.
position shown). 12-Idler gear.
3-Pinion outer shaft. 13-Clutch shaft gear.
4-Pinion shaft drive gear. 14-Clutch shaft.
5-Overrunning clutch. IS-Starting mechanism drive
6-Plunger. gear.
7-Spring. 16-Brake plate.
8-Support bracket. 17-Clutch and flywheel
9-Pinion inner shaft. assembly.

STARTER PINION
See the topic, CLUTCH, PINION AND BRAKE
CONTROL MECHANISM OPERATION.
To engage the pinion (I), the control lever is
moved toward the front of the engine. This action
causes the control linkage to contact the end of the
pinion inner shaft (5). Further movement of the con-
trol lever moves the inner shaft and pinion toward
the rear and also compresses the pinion return
spring (6).
The inner shaft must be moved far enough into the
outer shaft (7) to permit the plunger (4) to engage T53378
with the notch (8) cut in the inner shaft. The pinion
PREPARING TO REMOVE STARTER PINION HOUSING
is then engaged with the ring gear of the diesel
engine flywheel. The plunger is held in the engaged 0 Remove
position with the shaft by pressure exerted by the I-Bolts (thirteen). 2-Housing.
Group 160.1 9A-20
Page2 STARTING ENGINE
STARTING MECHANISM

Remove the starting engine from the diesel engine.

See the topic, STARTING ENGINE REMOVAL AND
INSTALLATION.

REMOVING SHAFT ASSEMBLY

STARTER PINION HOUSING REMOVAL 3-Shaft assembly.

Disassembly and Assembly

1. With the pinion inner shaft in the engaged
position, drive the dowel (1) from the pinion
and shaft, out through the hole in the back side
of the pinion housing (2).

SHAFT DISASSEMBLY
D Remove
4-Overrunning clutch. 5-Gear.

REMOVING PINION DOWEL lf\JU.~

1-Dowel. 2-Pinion housing.
2. Block the assembly as shown. Using a suitable
length of 5/s inch bar stock, press the shaft as-
sembly (3) from the bearing.
3. The carrier (12) and washer (11) can be re-
moved from the pinion shaft by using a suitable
punch to drive out the dowel which seccures the
position of the carrier relative to the pinion
shaft.
PINION RELEASE MECHANISM DISASSEMBLY
D Remove
6-O-ring seal. 7-Pinion inner shaft. 8-Spring.
9-Plunger. 10-Cover. bolt and lock.
NOTE
On intermediate engines in which the washer
(16) has a shoulder on one side only, the wash-
er must be installed with the shoulder facing
the bearing (13).
 9A-20 Group 160.I
STARTING ENGINE Page3
STARTING MECHANISM

BRAKE PLATE, IDLER GEAR AND SEAL REMOVAL

D Remove
17-Thrust washer. 18-Seal. 19-Idler gear. 20-Brake plate.
21-Bearing. 22-Bolt (three).

9. Press the seal (18) into the pinion housing with

CARRIER REMOVAL the spring-loaded lip of the seal facing the
11-Thrust washer. 12-Carrier.
overrunning clutch and gear assembly. Press
the seal to the specified dimension (A) from
face (B).

17

PINION REMOVAL
B
D Remove
13-Bearing. 14-Pinion. 15-Pinion return spring.
16-Washer.

4. The brake plate (20) can be removed by remov-

ing the three bolts (22). 18
5. If necessary, the idler gear shaft can be re- INSTALLING SEAL
17-Thrust washer. 18-Seal. A-.12" Dimension
moved by pressing it from the pinion housing. B-Outer face of thrust washer.

6. Inspect the inner race of the bearing (13) for

CAUTION
damage after removing from the shaft. When in-
stalling the bearing, the shaft should be staked Assemble the overrunning clutch with the
to the inner race in three places. arrows on the gear and clutch pointing in the
same direction.
7. Inspect the springs (8) and (15). See the topic,
SPECIFICATIONS. STARTER PINION BRAKE
8. Thoroughly clean all parts and inspect for ex- Removal and Disassembly
cessive wear or damage. Refer to the topic, I. Remove the starter pinion housing. See the
SPECIFICATIONS, for permissible clearances. covering topic.
Group 160.I 9A-20
Page 4 STARTING ENGINE
STARTING MECHANISM

2. Remove the clutch compartment side cover.

DISASSEMBLING COLLAR ASSEMBLY

D Remove
10-Lock ring. 11-Retainer.

PREPARING TO REMOVE CLUTCH BRAKE

D Remove
I-Spring. 2-Cotter pin, washer and pin. 3-Shaft.
4-Yoke assembly.

3. Drive out the shaft (3) and remove the yoke

assembly (4).
4. Remove the pins (5) that secure the clutch re-
lease levers (6) to the clutch plate and re-
move the levers.
NOTE
T53UI
Intermediate engines used a lock ring to retain
gear on shaft (8). The gear and lock ring must DISASSEMBLING COLLAR ASSEMBLY
be removed before collar assembly (9) can be
removed.
D Remove
12-Bearing. 13-0i! passage. 14-Thrust washer.

6. Inspect the thrust washers (14), bearing (12)

and the collar assembly. Replace any damaged
or worn parts.

7. Inspect and clean the oil passage (13) to remove

any foreign particles.

8. Assemble in the reverse order of disassembly.

9. Press the retainer (I I) onto the collar assembly

until the end of the retainer is flush with the end
of the collar assembly. For the proper end clear-
COLLAR ASSEMBLY REMOVAL ance of the bearing, see the topic, SPECIFICA-
{Later type illustrated) TIONS. The bearing (12) must spin free on the
D Remove clutch shaft.
5-Pins (three). 6-Release levers {three). 7-Drive gear.
8-Clutch shaft. 9-Collar assembly. CAUTION

5. Press the retainer (11) from the collar assembly.
CAUTION
Do not press against the thrust washer to re-
move the retainer.
When installing the retainer (II) onto the collar
assembly, guide the lock ring (10) into the
counterbore in the retainer.
10. Complete the installation.
 9A-20 Group 160.1
STARTING ENGINE Page5
STARTING MECHANISM

11. Adjust the clutch. See the covering topic.

CLUTCH
Operation
The starting engine clutch is the automotive oil-
type with two outer discs (4) and one inner disc (3).
Power is transmitted from the flywheel (9) to the
plate (8) and inner disc (3). When the clutch is en-
gaged, the springs (7) force the discs together, and
power is transmitted to the clutch shaft (6) through
the discs ( 4).

PREPARING TO REMOVE CLUTCH

D Remove
I-Bolt (six). 2-Retainer plate. 3-Clutch spring retainer
(three). 4-Clutch spring (three).

TB2254
CLUTCH OPERATION
(Later type illustrated)
I-Brake pressure plate. 2-Clutch release collar. 3-Clutch
inner disc. 4-Clutch outer discs. 5-Bearing. 6-Clutch
shaft. 7-Spring. 8-Plate. 9-Flywheel.

When the clutch is disengaged, the clutch release

collar (2) is moved toward the rear. The brake pres-
sure plate (1) contacts the lined brake plate, which PRESSURE PLATE AND CLUTCH DISC REMOVAL
is mounted in the pinion housing. The engaging of D Remove
these two components stops the clutch shaft from
5-Outer discs (lined). 6-Pressure plate.
rotating. 7-Inner disc (unlined).

Bearing (5) pilots the clutch in the crankshaft
flange.
Removal and Installation
1. Remove the starter pinion brake assembly. See
the covering topic.
2. Inspect the springs (4). See the topic, SPECIFI-
CATIONS.
3. If the bearing {10) is to be replaced, install it
with the shielded side toward the crankshaft.
NOTE
Later bearings (10) are not shielded and can be
installed with either side toward the crankshaft.
4. Inspect all parts for wear or damage and re-
place if necessary.
5. If new clutch outer discs (5) are to be installed,
soak in oil.
NOTE
When installing the clutch pressure plate (6)
and the retaining plate (2) align the marks on
the pressure plate and retaining plate with the
alignment mark on the flywheel.
6. Complete the installation.
7. Adjust the clutch. See the covering topic.
Group 160.1 9A-20
Page6
STARTING MECHANISM
FLYWHEEL AND CLUTCH SHAFT REMOVAL
D Remove
8-Flywheel. 9-Clutch shaft. IO-Bearing.
Clutch Adjustment
1. With the side cover removed from the starting
engine cylinder block, engage the clutch.
2. Slide the clutch release collar assembly as far
forward as possible toward the crankshaft until
the collar butts on the spline of the clutch shaft.
3. Loosen the locknuts (2) on the setscrews (1).
CLUTCH ADJUSTMENT
I-Setscrew. 2-Locknut.
4. With the tips of the clutch release arms against
the thrust washer, adjust the setscrews until the
specified clearance between the setscrews and
and the clutch retainer plate is obtained. See
the topic, SPECIFICATIONS.
NOTE
Clutch adjustment is simplified if a 3/ 16 inch
hexagonal wrench of the dimensions shown is
used.
STARTING ENGINE
CLUTCH ADJUSTMENT TOOL
5. Tighten the locking nuts and recheck the ad-
justment.
CLUTCH. PINION AND BRAKE CONTROL
MECHANISM
Operation
The clutch and brake engagement and disengage-
ment and the starter pinion engagement is con-
trolled by a single control lever.
When the control lever is toward the rear, or
pinion end of the starting engine, the clutch is en-
gaged, the brake disengaged, and the pinion disen-
gaged from the diesel engine ring gear. As the con-
trol lever is moved forward, the brake is engaged. At
the extreme forward position, the brake is fully en-
gaged, and the pinion is engaged with the diesel
engine flywheel ring gear. As the control lever is
moved to the rear, the brake is disengaged and the
clutch is engaged; the starting engine pinion rotates
the diesel engine ring gear.
Removal and Installation
PREPARING TO REMOVE CONTROL MECHANISM
D Remove
I-Linkage assembly. 2-Spring. 3-Yoke assembly.
4-Shaft.
 SA-20 Group 160.1
STARTING ENGINE Page7
5 STARTING MECHANISM

1. Remove the starter pinion housing. See the

covering topic.

2. Remove the clutch compartment top and side

covers.

3. Remove the linkage assembly (I) by removing

the pins at either end of it.

4. Drive out the shaft (4) and remove the yoke

assembly (3).

CLUTCH BRAKE AND PINION ADJUSTMENT

I-Screw. 2-Locknut. 3-Clearance. 4-f"ree travel.
5-Locknut. 6-Adjusting screw. 7-Retainer plate.

4. Rotate the crankshaft as required to move the

CONTROL MECHANISM REMOVAL
D Remove
5-Lever. 6-Lever. 7-Lever. 8-Shaft.
9-Dowel. IO-Bolt.
5. Move the starter pinion and clutch control lever
5. Loosen the bolts that secure the levers (5) and
(6) to the shaft (8).
6. Remove the dowel (9) by pressing it on out
through the housing and remove the shaft (8).
6. The vertical travel (4) can be adjusted by turn-
7. Inspect all parts for wear or damage and re-
place if necessary.
8. Install in the reverse order of removal and ad-
just the mechanism as outlined in the covering
topic.
flywheel and clutch to a position where a thick-
ness gauge can be placed between the spheri-
cal head of the adjusting screw (6) and the
plate (7) to remove only the clearance of the
clutch arms.
from the engaged position upward until spring
resistance is encountered, and measure the
vertical travel ( 4) of the linkage assembly. For
the correct vertical travel or play of this linkage,
see the topic, SPECIFICATIONS.
ing the locknut (5) clockwise to decrease or
counterclockwise to increase the amount of
linkage assembly travel.

Clutch Brake and Pinion Adjustment

1. Engage the starting engine clutch.

2. Remove the top and side covers from the cylin-

der block.

3. Through the opening in the top of the housing,

loosen the locknut (2) and turn the screw (I)
until the pinion engagement lever touches the
shaft and there is no clearance at (3). To ob-
tain the correct clearance at (3) turn the screw
(I) counterclockwise one and one-half turns.
Tighten the locknut (2).
 NOTES
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 SC-30 Group 20
Page I

POWER TRANSMISSION UNITS

TABLE OF CONTENTS
Section Group
"
Index ............................................... . 5C-30 30 A

Specifications ........... ... .. .......... ..... ........ . 5C-30 40

Drive Shaft .......................................... . 5C-30 70

Torque Converter Removal ........................... . 5C-30 90

Transmission, Torque Converter and Range Selector,

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-30 95

Torque Converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-30 I 00

Transmission Hydraulic Controls (Earlier) . . . . . . . . . . . . . . 5C-30 105

Transmission Hydraulic Controls (Later) . . . . . . . . . . . . . . . 14C-30 105

Transmission Trouble Shooting Guide . . . . . . . . . . . . . . . . . . 5C-30 118

Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-30 120

Transmission Lubricating System . . . . . . . . . . . . . . . . . 5C-30 130

Range Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-30 135

Bevel Gear SC-30 140

Differential 5C-30 150

Final Drive 5C-30 160

Axles and Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-30 170

Steering ................ ............................. 5C-30 190

 NOTES
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 SC-30 Group30
Page I

POWER TRANSMISSION UNITS

INDEX
A Group Page J Group Page
Adjustments:
Bevel Gear Backlash 140 1 Joint, Universal 70 - 1
Bevel Gear and Pinion Setting ............ . 140 1
Differential Bearing . . . . . . . . . . . . . . . . . . ... . 150 5 L
Differential Pinion ....................... . 150 2 Lubrication:
Drag Link . . . . . . . . . . . . . . . . . . . ........ . 190 9 Range Selector . . .............. . 135
Pressure Relief Valve .................... . 105 - 4 Torque Converter ............... . 100 1
Rear Bellcrank . . . . . . . . .................. . 190 -10 Transmission .. 130 1
Rear Spindle Trunnion Bearing ............ . 190 -12
Steering ................................ . 190 -16 0
Steering Booster ........................ . 190 - 6
Steering Booster Pressure Relief Valve ..... . 190 - 7 Oil Filter 130 - 3
Torque Converter Pressure Relief Valve 100 - 6 Oil Pump, Transmission 130 2
Transmission Hydraulic Controls .......... . 105 - 4 Operation:
Wheel Bearing ......................... . 170 1 Final Drive 160 1
Axles and Wheels 170 1 Range Selector .......................... . 135 1
Axles: Torque Converter ...................... . 100 1
Front 170 1 Transmission 120 - 3
Rear 190 -13
p
B Planet Carrier, Final Drive 160
Bevel Gear 140 Power Shift Transmission Trouble
Backlash 140 Shooting Guide ........... . ll8 1
Bevel Gear and Pinion Setting 140 Pump, Transmission Oil 130 2

R
C
Range Selector . . . ........ . 135
Checking Hydraulic Control Pressure ........ . 105 - 4
Regulator Valve, Transmission Lubrication 130
Checking Torque Converter Clearances 100 4
Clearances and Tolerances ............. . 40 I
Clutch Operation, Transmission 120 1 s
Clutches, Transmission ...... . 120 9
Safety and Directional Valve 105 4
Converter, Torque ........... . 100 1
1
Seals, Turbine and Impeller 100
Converter Removal, Torque 90 1
Shafts, Drive ........... . 70
Control, Transmission Hydraulic 105 1
Specifications, Tolerances and Clearances 40 1
Speed Selector Valve . . . ...... . 105 - 4
D Steering .... 190 - 1
Booster 190 - 4
Differential ..... . 150 1
Drag Link 190 - 8
Drive Shafts .. 70 1
Gear 190 - 2
Intermediate Bellcrank ........ . 190 - 7
F Oil Pump ....................... . 190 - 2
Rear Bellcrank ........ . 190 - 9
Filter, Transmission Oil 130 3
Rear Spindle and Housing 190 -12
Final Drive ........ . 160 1
Knuckle 190 -14
Bearing Adjustment 170 1
Adjustment ..... . 190 -16
Gear, Ring 160 2
Stops, Steering Arm 190 -17
Planet Gear ..... . 160 1

T
G
Gear: Torque Converter 100
Bevel 140 1 Torque Converter Removal 90
Final Drive 160 2 Transmission, Torque Converter and Range
Guide, Power Shift Transmission Selector Removal ....................... . 95
Trouble Shooting 118 Transmission . . . . . . . . . . . . . . . . . . .. 120 1
Clutch Designation Chart 105 1
H
Clutches ..................... . 120 - 9
Carriers· . . . . . . . . . . . . ...... . 120 -10
Hydraulic Control, Transmission 105 - 1 Hydraulic Control ....................... . 105 - 1
Group30 SC-30
Page2 POWER TRANSMISSION UNITS
INDEX

Group Page
Input Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . 120 - 3
Lubrication System . . . . . . . . . . . . . . . . . . . . . . . 130 - 1
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 - 3
Output Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 - 3
Oil Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130 - 3
Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130 - 2
Trouble Shooting Guide,
Power Shift Transmission . . . . . . . . . . . . . . . . . . 118 - 1

u
Universal Joint .......... . 70 - l

V
Valve:
Neutralizer 105 - 2
Pressure Control ........................ . 105 - 2
Pressure Relief . . . . . . . . .................. . 105 - 4
Safety and Directional ................... . 105 - 4
Speed Selector .......................... . 105 -4
Steering Booster Pressure Relief ........... . 190 - 7
Torque Converter Pressure Relief ......... . 100 - 5
Transmission Lubrication Regulator ........ . 130 - 1
 SC-30 Group 40
POWER TRANSMISSION UNITS Page I
SPECIFICATIONS

See the topic SPECIFICATIONS in the GENERAL INSTRUCTIONS

Torque Converter Impeller to rotating housing

Torque Converter- Single stage, retaining bolt torque ........ . 19- 21 lb. ft.
single phase Running clearance between stator (6)
Converter size . . . . . . . . . . . . . . . . . . . . . . . . . 13 in. and impeller (8), dimension (A), see
Converter stall torque ratio text for correct method of
(approximately) ................. 3.1:1 measuring .......... . .0045 - .0075 in.
Pressure relief valve set to bypass Permissible clearance .012in.
at PSI of . . 94 - 106
Pressure relief valve spring - 5M9655
Pounds force 72.2 - 84.8
When compressed to ........... 2.23 in.
Pressure relief valve spring - 8M8627
Pounds force . . . . . . . . . . . 81.7 - 95.9
When compressed to 2.11 in.
Free length after test 3.10 in.
Gear (1) backlash .001 - .007 in.
Gear (2) backlash .001 - .009 in.
Gear (3) backlash .001 - .007 in ..
Seal ring ( 4) gap .005 - .015 in. 8
Seal ring (5) gap .0055 - .0155 in.
TORQUE CONVERTER CLEARANCES
Carrier retaining bolt torque . 19 - 21 lb. ft. 6-Stator. 7-Turbine. 8-Impeller. A-Running clearance
Gear (3) retaining bolt torque 19 - 21 lb. ft. between torque converter stator and impeller. B-Running
clearance between torque converter stator and turbine.
Pilot to rotating housing retaining
bolt torque 34 - 38 lb. ft.
Running clearance between stator (6)
and turbine (7), dimension (B), see
text for correct method of
measuring .006 - .009 in.
Permissible clearance .015 in.

Transmission
Type:
Power shift, two-speed forward,
two-speed reverse planetary
transmission.
Clutch designation:
CLUTCH NUMBER FUNCTION
No. I Reverse Directional Clutch
No. 2 Forward Directional Clutch
No. 3 Second Speed Clutch
No. 4 First Speed Clutch

Transmission input shaft drive

gear backlash .DOI - .009 in.
No. 1, No. 2 and No. 3 clutch piston
release spring:
Pounds force 26.24 - 30.24
When compressed to 2.68 in.
No. 4 clutch piston release spring:
TORQUE CONVERTER AND OIL PUMP DRIVE -
Pounds force 26.45 - 31.05
RIGHT SIDE VIEW When compressed to 1.84 in.
I-Oil pump drive shaft gear. 2-Torque converter output
shaft gear. 3-Transmission oil pump drive gear. 4-Output Clutch housing retaining
shaft seal ring. 5-Carrier-to-pilot seal ring. bolt torque 80 - 90 lb. ft.
Group 40 SC-30
Page 2 POWER TRANSMISSION UNITS
SPECIFICATIONS

Minimum at low idle engine speed 180 PSI

Directional clutch pressure ....... . 215 + 15 PSI
Pressure relief valve setting ...... . 220 + 5 PSI
Neutralizer valve moves to block oil
supply to directional valve at
air pressure of 10 - 18 PSI
Transmission lubrication regulator
plug assembly to body torque 25 - 35 lb. ft.
Regulator spring:
Pounds force 12-15.2
When compressed to 2.30 in.

Drive Shafts
All universal joint bolts torque 91-105lb.ft.

TRANSMISSION COMPONENTS - RIGHT SIDE VIEW Range Selector

I-Transmission input 9-No. 2 clutch planet gear
shaft drive gear. shaft.
2-Clutch housing retaining 10-No. 3 clutch planet gear
bolt. shaft.
3-No. l clutch planet gear. 11-No. 4 clutch planet gear
4-No l and No. 2 clutch shaft.
piston release springs. 12-No. 1 clutch.
5-No. 2 clutch planet gear. 13-No. 2 clutch.
6-No. 3 clutch piston release 14-No. 3 clutch planet gear.
spring. 15-No. 3 clutch.
7-No. 4 clutch piston release 16-No. 4 clutch.
spring. 17-No. 4 clutch planet gear.
8-No. l clutch planet gear
shaft.

Transmission clutches:
No. 1 clutch:
Over-all width of 5 new disc
assemblies and 4 new plates
No. 2 and No. 3 clutches:
Over-all width of 4 new disc
assemblies and 3 new plates
No. 4 clutch:
Over-all width of 3 new disc
assemblies and 2 new plates
Planet gears in No. 1, No. 2 and
No. 3 clutches backlash
Planet gears in No. 1, No. 2 and
No. 3 clutches inside diameter
Planet gears in No. 4 clutch
backlash
Planet gears in No. 4 clutch inside
diameter
Planet gear shaft in No. 1, No. 2 and
No. 3 clutches diameter
Planet gear shaft in No. 4 clutch
diameter
Transmission Oil Pump
Capacity (Output with SAE No.
lOW oil at 180° F.)
Based on speed of . . . . ....
When developing pressure of .
Gear backlash
Clearance between gears and ·
end covers
Bearing inside diameter
1.6250 - 1.6256 in.
Gear hub diameter 1.6236 - 1.6240 in.
Bearing clearance
Transmission Hydraulic Control
Speed clutch pressure:
At high idle engine speed
1.948 - 2.002 in.
1.509 - 1.551 in.
1.070 - 1.090 in.
.001 - .006 in.
1.3539 - 1.3545 in.
RANGE SELECTOR - RIGHT SIDE VIEW
.000 - .004 in. I-Range selector drive gear. 2-Low gear of the high and
low idler gear. 3-High gear of the high and low idler
1.1062 - 1.1068 in. gear. 4-Low gear. 5-Rear output shaft. 6-Front output
shaft rear bearing. 7-Front output shaft front bearing.
1.0407 - 1.0411 in. 8-High gear.
.7930 - .7934 in. Gear (1) backlash .001 - .007 in.
High and low idler gear:
Low gear (2) backlash .OD 1 - .007 in.
High gear (3) backlash .001 - .009 in.
Low gear (4):
13 - 15 GPM .001 - .009 in.
1800 RPM Backlash
Bearing ID 2.878 - 2.879 in.
210 PSI
.001 - .007 in. Rear output shaft (5) diameter at
low gear bearing 2.8743 - 2.8753 in.
.0019 - .0031 in. Clearance between rear output
shaft and low gear bearing .0027 - .0057 in.
Front output shaft, front bearing
inside diameter 1.1268 - 1.1278 in .
.001 - .002 in.
Front output shaft, rear bearing
inside diameter 1.7518 - 1.7528 in.
Clearance between front output
shaft rear bearing and rear
215 ± 15 PSI output shaft .0015 - .0035 in.
 SC-30 Group 40
POWER TRANSMISSION UNITS Page 3
SPECIFICATIONS

Clearance between front output Steering

shaft front bearing and rear Type:
output shaft . . . . . . . . . . . . . . . . . . .0015 - .0035 in. Center point - hydraulically
High Gear (8): boosted through rear wheels.
Backlash . . . . . . . . . . . . . . . . . . . . . . . . .001 - .007 in. Rear axle oscillation . . . . . . . . . . . . . . . 18° ( +9°)
Bearing ID . . . . . . . . . . . . . . . . . . 2.8780 - 2.8790 in. Rear wheels turning angle . . . . . . . . . . . . 30°
Clearance between front output Hydraulic Pump:
shaft and high gear bearing .0027 - .0047 in. See SMALL SECTION under PUMP,
in TRAXCA V ATOR PORTION.
Pressure relief valve setting 1125 - 1225 PSI
Differential and Bevel Gear Steering gear booster:
Bevel gear and pinion backlash .007 - .014 in. Closed length (center-to-center
Bevel gear differential bearings of mounting ball studs) 25.81 in.
preload, torque to rotate Stroke . . . . . . . . . . . . 12 in.
(new bearings) ... 24 - 36 lb. in. Cylinder inside diameter . 2.750 - 2.756 in.
Differential bearing cap bolt torque 210 - 250 lb. ft. Piston rod diameter 1.1244 - 1.1245 in.
Bevel pinion shaft bearings pre- Centering spring load pressure . . . 25 lbs.
load, torque to rotate Stay bolt nut torque 20 - 25 lb. ft.
(new bearings) ........ . 6 - 12 lb. in. All socket and ball stud nut torque 70 - 130 lb. ft.
Bevel gear to differential case, bolt Steering arm retaining nut torque . . 70 - 130 lb. ft.
torque (earlier machines) ... 60 - 70 lb. ft.
Bevel gear to differential case, bolt
torque (later machines with
hardened washers) .· ........ . 89 - 107 lb. ft.
Differential carrier to front axle
housing, bolt torque ....... . 118 - 142 lb. ft.
Bevel pinion shaft bearing housing
to differential carrier nut torque .. 118 - 142 lb. ft.
Differential case bolt nut torque 60 - 70 lb. ft.

DIFFERENTIAL AND BEVEL GEAR - TOP VIEW

I-Bevel pinion shaft bearings. 2-Differential case bearing.
3-Differential bearing cap. 4-Differential case. 5-Bevel gear.
6-Bevel pinion shaft bearing housing. 7-Differential carrier.

Final Drive and Wheels

Rear wheel spindle support hous-
ing bearing end clearance .000 - .001 in.
Planet carrier to wheel bolt torque 177 - 213 lb. ft.
Wheel hub bearings adjustment,
Tighten nut to 500 - 600 lb. ft. while
rotating wheel then advance nut to
nearest lock, final torque 500 - 800 lb. ft.
Sun gear backlash .000 - .006 in.
Planet gear backlash .001 - .007 in.
Internal ring gear backlash .002 - .010 in.
Valve stem nut torque 6 - 8 lb. ft.
Wheel spindle to axle housing nut
torque:
11z" diameter bolt 91 - 105 lb. ft.
5/s" diameter bolt 177 - 213 lb. ft.
 NOTES
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 5C-30 Group70
POWER TRANSMISSION UNITS Page I
DRIVE SHAFTS

INTRODUCTION 2. Remove the bolts (4) which hold the drive shaft
to the rear yoke (I).
Short drive shafts, equipped with heavy duty
universal joints, are used to transmit power from the
range selector to the front and rear differentials. A
splined slip joint is fitted to both differential pinion
shafts to provide clearance when removing the
drive shaft assemblies.

NOTE
The small straps connecting the bearing caps
on each of the spider bearing assemblies pre-
vent the bearing caps from falling off the spider
during installation and removal. Do not cut
these straps at the time of removal. If the straps
have previously been removed, temporarily
wire the caps to the universal joint to prevent PREPARING TO REMOVE REAR DRIVE SHAFT
1-Rear yoke. 2-Drive shaft. 3-Front yoke. 4-Bolt. 5-Bolt.
them from sliding off the bearings when the
universal joint is removed. When disassembling 3. Slide the rear yoke (I) toward the rear differen-
the universal joint is necessary, cut off the tial housing to provide clearance.
straps with a small chisel but do not weld the
straps back in place. 4. Slide the drive shaft sideways and remove.

When assembling or installing universal joints DISASSEMBLY

and drive shafts tighten all bolts to the torque value l. Remove the bolts which secure the bearing
given in the SPECIFICATIONS. caps to the drive shaft.

FRONT DRIVE SHAFT REMOVAL

I. Remove the bolts (4) holding the drive shaft (2)
to the flange (1).
2. Remove the bolts (5) holding the drive shaft to
the front yoke (3).

UNIVERSAL JOINT DISASSEMBLY

I-Spider. 2-Bearing caps (four). 3-Seals (four).
4-Straps (two).

2. Remove the straps (4) from bearing caps (2)

PREPARING TO REMOVE FRONT DRIVE SHAFT
I-Flange. 2-Drive shaft. 3-Front yoke. 4-Bolt. 5-Bolt.
3. Slide the front yoke (3) toward the front differ-
ential housing to provide clearance.
4. Slide the drive shaft sideways and remove.
REAR DRIVE SHAFT REMOVAL
I. Remove the bolts (5) holding the drive shaft (2)
to the front yoke (3).
with a small chisel.
3. Remove bearing caps (2) and seals (3) from the
spider (1).
4. Inspect the spider journal bearing surfaces for
roughness or needle bearing grooves.
5. Carefully inspect each bearing cap for wear
and for broken or missing needle bearings.
6. Replace the spider and bearing assembly if
either the spider or the bearings show excessive
wear.
7. Light brinelling of the spider bearing area is
not harmful.
 NOTES
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 SC-30 Group90
POWER TRANSMISSION UNITS Pagel
TORQUE CONVERTER REMOVAL

Torque Converter Removal

Remove the tra:ismission, torque converter and
range selector as outlined in the topic, TRANSMIS-
SION, TORQUE CONVERTER AND RANGE SELEC-
TOR REMOVAL.
Support the torque converter and housing (I) with
a hoist and move it away from the transmission
housing (2).

TRANSMISSION DRIVE GEAR REMOVAL

,I
D Remove
-!
I-Lock ring. 2-Transmission drive gear. 3-Pump drive
gear. 4-0il pump drive gear retainer bolt. 5-Cover.

Install the transmission drive gear (2) so the long

side of the gear hub is next to the lock ring (I) as
shown.

T4t8t3
PREPARING TO REMOVE TORQUE CONVERTER
HOUSING FROM TRANSMISSION HOUSING
D Remove
I-Torque converter housing. 2-Transmission
housing. 3-Bolts.

REMOVING AND INST ALLING TORQUE

CONVERTER HOUSING
Lift the torque converter housing (8) from the
carrier (7).
PREPARING TO REMOVE HOUSING FROM
When installing the torque converter in the hous- TORQUE CONVERTER
ing, tighten the carrier retaining bolts (6) and the D Remove
oil pump drive gear retainer bolts (4) to a torque
6-Carrier retaining bolts. 7-Torque converter carrier.
value given in the topic, SPECIFICATIONS. 8-Torque converter housing.
 NOTES
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POWER TRANSMISSION UNITS
TRANSMISSION. TORQUE CONVERTER AND RANGE SELECTOR REMOVAL
Transmission, Torque Converter and
Range Selector Removal
The power shift transmission, torque converter,
range selector, and transmission control system can
be removed for servicing as a unit. The transmission
is attached to the torque converter which, in turn,
is bolted to the engine flywheel housing. The rear of
the engine is supported by brackets attached to the
transmission case.
PREPARING TO REMOVE TRANSMISSION
D Remove
1-Air cleaner. 2-Seat assembly. 3-Engine front upper
panel. 4-Seat frame panel. 5-Floor plate.
1. Drain the transmission by removing the drain
plug near the bottom of the range selector case.
PREPARING TO REMOVE TRANSMISSION
D Remove
6-Seat rear support bracket. 7-Range and speed selector
levers and linkage. 8-Seat front support bracket.
2. Remove the hood and engine side panels.
SC-30 Group95
Page I
3. Remove the starting control panel which is lo-
cated at the left of the operator's seat and which
is secured to the panel (3).
4. Remove the starter solenoid which is located
inside of and near the center and lower edge of
the panel (3).
NOTE
It is not necessary to disconnect any wirmg
when removing the starting control panel and
starter solenoid.
PREPARING TO REMOVE TRANSMISSION
D Remove • Disconnect
9-Torque converter housing. 10-Air line. 11-Transmission
mounting bracket. 12-Oil pressure gauge line. 13-Oil
pressure gauge line. 14-Steering booster oil line.
15-Steering booster pressure relief valve assembly.
16-Flywheel housing. 17-Engine support jack screws.
18-Torque converter cooler line. 19-Hydraulic pump
suction line. 20-Transmission hydraulic pump outlet.
21-Steering booster return line. 22-Parking brake linkage.
5. On Traxcavators equipped with gasoline en-
gine, support the rear of the engine by turning
down the jack screws (17) until they contact
the frame.
NOTE
On Traxcavators equipped with a diesel engine,
the jack screws are located on the top and near
the center of the rear axle rear support. Turn the
jack .screws up until they just contact the en-
gine oil pan. The jack screws for both the gaso-
line and diesel engine should always be backed
off and the locknuts tightened after the transmis-
sion is installed.
6. Remove the drive shaft universal joints at both
the front and rear of the range selector case.
7. Attach a suitable hoisting device to the lifting
hooks provided on the transmission mounting
brackets (11).
Group95 SC-30
Page2 POWER TRANSMISSION UNITS
TRANSMISSION, TORQUE CONVERTER AND RANGE SELECTOR REMOVAL

8. Remove the bolts securing the torque converter

housing (9) to the flywheel housing (16).
9. Remove the bolts securing the transmission
mounting brackets to the frame.
10. Slide the transmission forward until the torque
converter is clear of the flywheel and lift as
shown.

REMOVING TRANSMISSION
23-Seal.

11. Inspect the seal (23) and replace if damaged.

12. Inspect all gaskets and O-ring seals and re-
place if damaged.

INSTALLING TRANSMISSION

NOTE
When installing the transmission, align the mat-
ing teeth on the torque converter and flywheel
by rotating the gear with a screwdriver, as
shown.

POWER TRANSMISSION UNITS
TORQUE CONVERTER
Torque Converter
The torque converter is mounted in the torque
converter housing (I}. It is supported in the engine
flywheel by a pilot (5) and in the torque converter
housing by a bearing mounted in a carrier (6). Pis-
ton ring seals (7) and (8) prevent leakage of the
torque converter fluid. Leakage between the engine
flywheel housing and the torque converter is mini-
mized by the 0-ring seal (9).
TORQUE CONVERTER
(Earlier Torque Converter Illustrated)
I-Torque converter housing. 2-Oil pump drive gear. 3-Bear-
ing. 4-Pump drive gear. 5-Pilot. 6-Carrier. 7-Piston ring seals.
8-Piston ring seal. 9-O-ring seal. IO-Transmission
drive gear.
NOTE
Later torque converters do not have the piston
ring seal (8).
The pump drive gear (4) rotates at engine speed
and provides live power to the hydraulic pump and
transmission pump while the engine is operating.
The oil pump drive gear (2) is supported by the
bearing (3). The transmission drive gear (10) is
splined to the torque converter output shaft.
OPERATION
The torque converter is driven directly by the en-
gine flywheel. The drive gear (I} meshes with an
internal gear in the engine flywheel. As the flywheel
5C-30 Group 100
Page I
rotates, the rotating housing (3) and impeller (2) ro-
tate at the same speed. The impeller is also known
as a pump.
Oil is supplied to this single stage torque convert-
er from the transmission oil pressure control valve.
See the topic, TRANSMISSION LUBRICATING SYS-
TEM. The maximum pressure of this oil is limited to
95 - 105 PSI by a pressure relief valve.
Oil enters the torque converter through the inlet
port (8) in the carrier (9). Oil reaches the carrier
through cored passages in the transmission housing
and the torque converter housing.
1 L-----2
----4
5 6
7 8
9
DRIVEN ASSEMBLY
DRIVING ASSEMBLY
STATIONARY
T51132 ASSEMBLY
TORQUE CONVERTER OPERATION
(Earlier Torque Converter Illustrated)
I-Drive gear. 2-lmpeller. 3-Rotating housing. 4-Outlet
port. 5-Stator. 6-Output shaft. 7-Turbine. 8-Inlet port.
9-Carrier.
As the impeller rotates, it directs the oil to the tur-
bine (7) which is splined to the output shaft (6). The
oil is then redirected to the impeller by the stator
(5), which is bolted to the carrier. The carrier is
bolted to the torque converter housing. The stator is
also known as a reactor.
Oil leaves the torque converter through the outlet
port (4) in the carrier. From here, it flows through
the oil cooler and then to the transmission lubrica-
tion system.
The energy imparted by the impeller transmits
torque to the turbine, and consequently the output
shaft. Under normal operating conditions, the oil
passes through the converter easily and quickly
striking each blade at a very slight angle. When a
load is encountered, the speed of the turbine is re-
duced, and the oil strikes the turbine blades at a
sharper angle. This multiplies the torque delivered
to the output shaft of the torque converter.
Group 100 SC-30
Page2 POWER TRANSMISSION UNITS
TORQUE CONVERTER

TORQUE CONVERTER RECONDITIONING

To obtain maximum service, cleanliness must be
the rule. Be careful to avoid introducing dirt into the
torque converter or the fluid system when recondi-
tioning and filling the fluid system.

Protect all internal parts of the torque converter

during reconditioning to avoid bumping, burring,
scratching or damaging.

CAUTION
Whenever a torque converter fails, the entire
torque converter fluid system must be cleaned
thoroughly to remove all metal chips and par-
ticles before the converter is returned to oper-
ation. All lines, including those to the gauges,
should be removed and cleaned. Failure to take
these precautions will probably result in a re-
current failure.
REMOVAL
For the removal of the torque converter and hous-
ing see the topic, REMOVING TORQUE CONVERT-
ER AND HOUSING FROM THE TRANSMISSION
HOUSING.
REMOVING ROTATING HOUSING
4-Impeller. 5-Lock ring. 6-Rotating housing.
2. Install an 8B7548 Push Puller (with two 8B7550
Legs, in place of the two SF7369 Legs), 8B7557
Adapters, 8B7560 Step Plate, and a 8H684
Ratchet Wrench. Separate the impeller from
the housing.
CAUTION
Use extreme care not to bend or damage any
parts of the torque converter. Failure to do so
will ultimately result in serious damage and
torque converter failure.

DISASSEMBLY AND ASSEMBLY

ROTATING HOUSING BEARING

7-Bearing.

3. If the bearing (7) shows signs of wear or dam-

REMOVING FLYWHEEL PILOT
D Remove
1-Pilot. 2-Lock ring. 3-Spacer.
1. Remove the bolts that secure the impeller (4)
to the rotating housing (6) and remove the lock
ring (5) which secures the bearing into the car-
rier.
age, it should be replaced.
4. Press the bearing from the inside of the rotating
housing to the outside of the housing. When in-
stalling a new bearing, make certain the snap
ring is in place.
5. The output shaft (10) and carrier bearing can
now be pressed out of the carrier by pressing on
the end of the shaft on which the turbine (8) is
mounted.
 5C-30 Group 100
POWER TRANSMISSION UNITS Page3
TORQUE CONVERTER

REMOVING STATOR AND CARRIER

REMOVING TURBINE D Remove

D Remove 12-Carrier. 13-Stator.

8-Turbine. 9-Turbine positioning ring. 10-Output shaft.

PUMP DRIVE GEAR AND BEARING

14-Pump drive gear and bearing assembly.
PREPARING TO REMOVE STATOR
(Earlier Torque Converter Illustrated)

D Remove
11-Screws and plates.

NOTE
The screws (11) were replaced with twelve-
point bolts in later torque converters.

6. Install two 3/a" - 16 NC - 4" forcing screws in

the carrier. Run them against metal plates
placed between them and the impeller and re-
move the carrier (12).

7. If the pump drive gear or bearing shows sign

of excessive wear or damage, remove the bolts CARRIER ASSEMBLY
which secure the assembly (14) to the impeller. (Earlier Torque Converter Illustrated)
15-Sleeve. 16-Piston ring seal.
The bearing can be removed by pressing it out
of the gear.
NOTE
8. Inspect sleeve (15) and piston ring seal (16) in Later torque converters do not have the piston
the carrier and replace if worn or damaged. ring seal (16).
Group 100 SC-30
Page4 POWER TRANSMISSION UNITS
TORQUE CONVERTER
9. Inspect the bearing (17) and piston ring seals
(18) and replace if worn or damaged.
CHECKING TORQUE CONVERTER CLEARANCES
TOIU
OUTPUT SHAFT ASSEMBLY
17-Bearing. 18-Piston ring seals. 19-Snap ring.
10. Prior to reassembly, make certain the snap ring
(19) is in place on the output shaft.
11. When installing the output shaft in the carrier,
use care not to damage the piston ring seals on
on the output shaft.
12. When installing the impeller on the carrier,
use care not to damage the piston ring seal on
the carrier.
Oil Pump Drive Gear Replacement
1. If the oil pump drive gear or bearing shows
signs of excessive wear or damage, it should be
replaced.
OIL PUMP DRIVE GEAR REMOVAL
0 Remove
1-Snap ring. 2-Gear. 3-Retainer. 4-Bearing.
2. Force the gear (2) out of the bearing (4) by us-
ing two 3/s" - 16 NC forcing screws, 4" long.
3. Press the bearing out of the retainer (3).
4. When reinstalling the bearing in the retainer
and the gear in the bearing, make certain that
both snap rings are in place.
NOTE
To maintain proper efficiency of the torque con-
verter, it is necessary that maximum wear lim-
its between certain components be observed
and used as a guide when deciding if parts
should be replaced. At the time of recondition-
ing the following procedure should be used:
3
TORQUE CONVERTER CLEARANCES
I-Stator. 2-Turbine. 3-lmpeller. A-Running clearance
between outside diameter of flange on stator and inside
diameter of the outer edge of the flange on the impeller.
B-Running clearance between inside diameter of turbine
and outside diameter of stator ring.
1. Equally space steel balls (4) on machined sur-
face in turbine (3).
PLACING STATOR IN TURBINE
I-Stator. 2-Turbine. 4-5/32" diameter steel balls (three).
M-Outer diameter of stator. N-Inner diameter of turbine.
2. Place stator (1) in turbine (2) being careful not
to move steel balls (4).
3. Rotate stator (1) slightly until the smooth surface
of the stator is resting on steel balls (4).

POWER TRANSMISSION UNITS
TORQUE CONVERTER
MEASURING CLEARANCE BETWEEN STATOR
AND TURBINE
B'-Diametral clearance between stator and turbine.
Tools required: 7Hl942 Indicator, 7H1945 Holding Rod,
7Hl948 Snug, 7Hl943 Clamp.
PLACING STATOR ON IMPELLER
I-Stator. 3-Impeller. 5-7/16" dia. rods (two). X-Outer
diameter of stator flange. Y-Inner diameter of
impeller flange.
4. Move the stator from side to side and record
the reading on the dial indicator. This reading
is diametral clearance (B').
NOTE
The stator should always be moved in line with
the stem of the dial indicator.
MEASURING CLEARANCE BETWEEN STATOR
AND IMPELLER
6-%" - 16 NC bolt, 3½" long and nut. A'-Diametral clear-
ance between stator and impeller.
Tools required: 7HI942 Indicator, 7Hl945 Holding Rod,
7Hl948 Snug, 7Hl943 Clamp.
SC-30 Group 100
PageS
5. Measure diametral clearance (B') at four equi-
distant points.
6. Place rods (5) on impeller (3) and place stator
(1) on the rods and impeller.
7. Screw bolt and nut (6) into threaded hole on
outside edge of impeller (3) using the nut to
lock the bolt in the proper position.
8. Clamp dial indicator to bolt (6).
9. Move the stator from side to side and record
the reading on the dial indicator. This reading
is diametral clearance (A').
NOTE
The indicator must always be placed at right
angles to the rods (4).
10. Measure diametral clearance (A') at four equi-
distant points.
NOTE
These measured clearances (A') and (B') are
total diametral clearances which are twice the
actual running clearances ( A) and (B). See the
SPECIFICATIONS for the correct running clear-
ances.
MAXIMUM PRESSURE REUEF VALVE
The pressure of the inlet oil to the torque convert-
er is limited to a maximum of approximately 100
PSI by the pressur~ relief valve. The pressure relief
valve is mounted on the left side of the torque con-
verter housing. When the inlet oil pressure to the
torque converter exceeds approximately 100 PSI,
the valve opens allowing the excess oil to return to
the sump.
Removal
PREPARING TO REMOVE PRESSURE RELIEF VALVE
0 Remove
I-Torque converter housing. 2-Pressure relief valv-?.
3-Bolt.
Group 100 SC-30
Page6 POWER TRANSMISSION UNITS
TORQUE CONVERTER

Remove the two bolts (3) that secure the pressure

relief valve (2) to the torque converter housing (1)
and remove the valve.

Disassembly and Assembly

F'IG. 1
TEST PLATE FOR BENCH TESTING TORQUE
CONVERTER RELIEF' VALVE
6 144093
PREPARING TO DISASSEMBLE PRESSURE RELIEF' VALVE
0 Remove 3. Install a O- 120 PSI pressure gauge in the side
1-Bolt. 2-Cover. 3-0-ring seal. 4-Spring. 5-Valve. &-Spacer. of the tee and install either an air or a hydrau-
lic pressure line in the top of the tee. A shut-
off block can be installed between the tee
Inspect the spring (4). See the topic, SPECIFICA- and pressure gauge if desired. Air pressure is
TIONS. preferred since it is cleaner.
Install spacers (6) as required so the pressure re- 4. Gradually increase the pressure until the valve
lief valve will maintain 94 to 106 PSI. See the topic, opens and allows air or oil (depending on which
ADJUSTMENT. is used) to come out the dump port.
5. Read the pressure gauge. The correct pressure
Assemble in the reverse order of disassembly,
is 94 - 106 PSI. If such a reading is not obtained,
making sure the seal (3) is properly seated.
the valve should be removed from the valve
body and inspected. Remove any burrs or nicks
Adjustment that could cause the malfunction, or replace the
valve before proceeding.
A plug in the valve body assembly can be re-
moved and a pressure gauge installed to check the 6. Remove or add spacers to adjust the pressure
torque converter inlet oil pressure. Normal torque reading (obtained in Step 5) to the proper pres-
converter inlet pressure is 35-90 PSI. However, since sure. Adding spacers increases the spring force
the normal inlet pressure is below the 94 - 106 PSI and removing spacers decreases the force.
pressure at which the relief valve opens, the relief
valve opening pressure can be checked best with
the relief valve assembly removed from the machine.
The torque converter relief valve can be checked
by employing the following procedure:
1. Remove the valve assembly from the machine
and install a test plate similar to the one shown
in Fig. 1 on the back of the valve assembly.
Two T-573 Bolts, two 3B4506 Lockwashers and
two 1D4717 Nuts are used to secure the test
plate to the valve assembly.
2. Remove the plug from the top of the relief valve
body and install a short nipple with 1/s" pipe
threads on both ends, a 3B6768 Reducing Bush- FIG. 2
ing and an 8Bl261 Tee. TESTING TORQUE CONVERTER RELIEF' VALVE

POWER TRANSMISSION UNITS
TRANSMISSION HYDRAULIC CONTROL
OPERATION
The transmission hydraulic control consists of two
three-position control valves, a neutralizer valve, a
safety valve, and the pressure control valves. The
control is located on top of the transmission and is
accessible when the seat is tilted forward.
The two control valves are connected to the two
control levers in the operator's compartment. The
directional selector valve is controlled by the for-
ward-reverse lever on the steering column. The
speed selector valve is controlled by the speed se-
lector lever at the left of the operator's seat.
HYDRAULIC CONTROL VALVE INSTALLED
I-Air line. 2-Pressure line to gauge. 3-Speed valve.
4-Directional valve.
The speed and directional valves direct the oil to
the speed and directional clutches. The two clutches
(No. 1 and No. 2) nearest the input shaft end of the
transmission are directional clutches, determining
the reverse or forward direction respectively. The
CLUTCH DESIGNATION
(Transmission in Vertical Position with Case Removed)
SC-30 Group 105
Page I
two clutches (No. 3 and No. 4) which are nearest
the output shaft end of the transmission are speed
clutches providing second and first speed respective-
ly. When either of these valves is in neutral, the
transmission is in neutral because both a speed
clutch and a directional clutch must be engaged in
order for power to be transmitted through the trans-
mission. The following chart shows the combination
of clutches engaged for each forward or reverse
speed.
SPEED CLUTCHES ENGAGED
First Forward 2-4
Second Forward 2-3
First Reverse 1-4
Second Reverse 1-3
Oil from the pump divides and part flows to the
pressure control valve and part flows to the speed
selector valve. Regardless of the position of the
speed selector valve, oil will flow past the neutral-
izer valve and to the directional valve. Thus, either
the speed selector valve or directional valve can be
operated separately.
FROM
PUMP
SAFETY
VALVE
NEUTRALIZER
VALVE
T66477
TRANSMISSION HYDRAULIC CONTROL
(SCHEMATIC)
(Speed Valve in Neutral, Directional Valve in Forward)
The pressure control valving consists of the pres-
sure relief valve and its spring, the load piston, and
a check valve. When a shift is made, this valve
group provides a gradual build-up of pressure to
the clutches to insure smooth clutch engagement.
When the clutches are engaged, the pressure relief
valve bypasses the oil to the torque converter.
Group 105 SC-30
Page2 POWER TRANSMISSION UNITS
TRANSMISSION HYDRAULIC CONTROL

below 100 PSI for more than 10 seconds. This safety

feature prevents engine from being started with
transmission in any position other than neutral.

REMOVAL AND INSTALLATION

The transmission hydraulic control valves are lo-
cated on the top of the transmission and are accessi-
ble when the seat is tilted forward.
1. Clean the transmission case and valve assembly
to remove accumulations of dirt and grease that
could enter the oil passages when the valve as-
sembly is removed.
CHECK TO CONTROL FROM
T6 6 4 7 8 VALVE VALVES PUMP
PRESSURE CONTROL VALVES (SCHEMATIC)

The neutralizer valve is an air-actuated, spring-

loaded valve in the oil supply passage to the direc-
tional valve. When 40 pounds or more force is ap-
plied to the left brake pedal, air pressure is directed
to the chamber behind the neutralizer valve, moving
the neutralizer valve to block off the oil supply to the
directional valve. The neutralizer valve also dumps
the oil from the directional clutch that was engaged,
thus neutralizing the transmission.
When the brake pedal is released, the neutralizer
valve returns to its normal position and the direc-
tional clutch is again engaged. The right brake
pedal has no effect on the hydraulic controls.
HYDRAULIC CONTROL REMOVAL
10 NQ 3 FROM PUMP lON0.4 I-Air pressure line. 2-Bolts. 3-Oil gauge pressure line.
CWTCH - - - - ---cWTCH 4-Bolts. 5-Direction valve linkage. 6-Speed
selector valve linkage.
DUMP DUMP
PORT PORT CAUTION
Cover the machined surface while the hydrau-
SPEED
VALVE lic control assembly is off the transmission.

T& 6479

DIRECTION, SPEED AND NEUTRALIZER VALVES

(SCHEMATIC)
(Neutralizer Valve Actuated)

The hydraulic safety valve is spring-loaded and

releases when pressure is built up in the hydraulic
control circuit. The valve shifts the speed selector
valve and control lever to neutral any time the en- TRANSMISSION HYDRAULIC CONTROL INSTALLATION
gine is stopped or pressure to control valves drops 7-Interconnecting tube. 8-O-ring seal.
 5C-30 Group 105
POWER TRANSMISSION UNITS Page3
TRANSMISSION HYDRAULIC CONTROL

NOTE WARNING
Inspect the O-ring seals (8) between the trans- Valves or springs will release with considerable
mission case and valve assembly, and on the force when retainers or covers are removed.
four interconnecting tubes (7). Remove the three bolts (9) which fasten the two
2. Install the hydraulic controls in the reverse or- valve sections together and separate the two
sections.
der of removal. Lubricate the O-ring seals with
liquid soap to facilitate installation.
3. Tighten the bolts holding the valve assembly
to the transmission case to the value listed in
the topic, SPECIFICATIONS.

DISASSEMBLY AND ASSEMBLY

The upper valve section contains the neutralizer
valve (I), the speed selector valve detent piston (2)
and the check valve (3).
The lower valve section contains the direction
control valve (4), the speed selector valve (5) and
the pressure relief valve and load piston (6).
SEPARATING SECTIONS AND REMOVING DETENTS
CAUTION 10-Springs. 11-Detents.
Handle the valves and spools with care to pre-
vent damage to the machined surfaces. Be
careful to keep the valve components clean
during disassembly and assembly.

CHECK VALVE REMOVAL

12-Valve. 13-Stop. 14-Cover.

LOCATION OF COMPONENTS IN HYDRAULIC

CONTROL VALVE ASSEMBLY
1-Neutralizer valve. 2-Speed selector valve detent piston.
3-Check valve. 4-Direction control valve. 5-Speed selec-
tor valve. 6-Pressure relief valve and load piston.

NEUTRALIZER VALVE REMOVAL

IS-Cover. 16-Spool. 17-Spring. 18-Stop. 19-Cover.

DETENT PISTON REMOVAL AND PREPARING TO LOAD PISTON AND PRESSURE RELIEF VALVE REMOVAL
REMOVE UPPER VALVE SECTION 20-Cover. 21-Pressure relief valve, 22-Inner and
7-Cover. 8-Piston. 9-Bolt, outer spring. 23-Load piston. 24-Cover.
Group 105 SC-30
Page4 POWER TRANSMISSION UNITS
TRANSMISSION HYDRAULIC CONTROL

NOTE NOTE

Shims used for adjusting pressure relief valve Replace all seals to minimize the possibility of
setting are located in load piston (23). See topic, oil leakage. Use liquid soap on the O-ring seals
to prevent damage during assembly.
ADJUSTMENT.

ADJUSTMENT
Proper operation of the transmission is dependent
on the hydraulic controls. The pressure relief valve
must be set according to the following instructions
or serious damage to the transmission may occur.
JUlU . . ·'

RELIEF VALVE DISASSEMBLY

21-Pressure relief valve. 25-Snap ring. 26-Retainer.
27-Spring. 28-Valve.

SAFETY VALVE REMOVAL

29-Cover assembly. 30-Inner and outer spring. PRESSURE RELIEF VALVE ADJUSTMENT
31-Safety valve. 1-Fitting. 2-Stop. 3-Check valve. 4-Stop. 5-Cover.
6-Shims. 7-Load piston.

Remove fitting (1), insert a gauge (which will read

to 600 PSI) in the pressure tap and run the engine at
high idle. See the topic, SPECIFICATIONS, for the
correct pressure relief valve setting. If the pressure
reading is not correct, shut down the engine and add
or remove shims (6) in the load piston (7) until the
proper pressure is recorded.

SPEED SELECTOR VALVE REMOVAL

32-Retainer. 33-Spool.

DIRECTIONAL VALVE REMOVAL

34-Cover. 35-Spool.

Examine all valves and spools for wear, scratches

or damage which would prevent proper seating.
Assemble in the reverse order of disassembly.
 14C-30 Group 105
POWER TRANSMISSION UNITS Page I
TRANSMISSION HYDRAULIC CONTROL

OPERATION clutches providing second and first speed respective-

ly. When either of these valves is in neutral, the
The transmission hydraulic control consists of two
transmission is in neutral because both a speed
three-position control valves, a neutralizer valve, a
clutch and a directional clutch must be engaged in
safety valve, and the pressure control valves. The
order for power to be transmitted through the trans-
control is located on top of the transmission and is
mission. The following chart shows the combination
accessible when the seat is tilted forward.
of clutches engaged for each speed.
The two control valves are connected to the two
control levers in the operator's compartment. The
SPEED CLUTCHES ENGAGED
directional selector valve is controlled by the for-
ward-reverse lever on the steering column. The First Forward 2-4
speed selector valve is controlled by the speed se- Second Forward 2-3
lector lever at the left of the operator's seat. First Reverse 1-4
Second Reverse 1-3

Oil from the pump divides and part flows to the

pressure control valve and part flows to the speed
selector valve. Regardless of the position of the
speed selector valve, oil will flow past the neutral-
izer valve and to the directional valve. Thus, either
the speed selector valve or directional valve can be
operated separately.
PRESSURE
CONTROL
VALVES

HYDRAULIC CONTROL VALVE INSTALLED

I-Air line. 2-Pressure line to gauge. 3-Speed valve.
4-Directional valve. TO TORQUE
CONVERTER

The speed and directional valves direct the oil to

the speed and directional clutches. The two clutches
(No. 1 and No. 2) nearest the input shaft end of the
transmission are directional clutches, determining
the reverse or forward direction, respectively. The SAFETY
VALVE
DIRECTIONAL
VALVE

NUMBER I
CLUTCH
T58548
NUMBER2
CLUTCH TRANSMISSION HYDRAULIC CONTROL
(SCHEMATIC)
(Speed Valve in First, Directional Valve in Neutral)
NUMBER 3
CLUTCH
NUMBER4 The pressure control valving consists of the pres-
CLUTCH sure relief valve and its spring, the load piston, and
a check valve. When a shift is made, this valve
group provides a gradual build-up of pressure to
the clutches to insure smooth clutch engagement.
When the clutches are engaged, the pressure relief
CLUTCH DESIGNATION valve bypasses the oil to the torque converter.
(Transmission in Vertical Position with Case Removed)
The neutralizer valve is an air-actuated, spring-
two clutches (No. 3 and No. 4), which are nearest loaded valve in the oil supply passage to the direc-
the output shaft end of the transmission, are speed tional valve. When 40 pounds or more force is ap-
Group 105 14C-30
Page2 POWER TRANSMISSION UNITS
TRANSMISSION HYDRAULIC CONTROL

DUMP
tral when shifting from second to first. Neutral on
the directional valve is retained.
CHECK The speed selector valve extends through the
VALVE
safety valve and has a stop which is retained by
two rings on the end of the valve. On all shifts after
the initial shift, movement of the speed selector valve
LOAD to neutral is prevented by the safety valve which
PISTON
contacts the stop on the speed selector valve.

REMOVAL AND INSTALLATION

TO CONTROL FROM
T58549 VALVES PUMP
PRESSURE CONTROL VALVES (SCHEMATIC)
plied to the left brake pedal, air pressure is directed
to the chamber behind the neutralizer valve, moving
the neutralizer valve to block off the oil supply to
the directional valve. The neutralizer valve also
dumps the oil from the directional clutch that was
engaged, thus neutralizing the transmission.
When the brake pedal is released, the neutralizer
valve returns to its normal position and the direction-
al clutch is again engaged. The right brake pedal
has no effect on the hydraulic controls.
SAFETY F'ROM PUMP
VALVE
The transmission hydraulic control valves are lo-
cated on the top of the transmission and are accessi-
ble when the seat is tilted forward.
1. Clean the transmission case and valve assembly
to remove accumulations of dirt and grease that
could enter the oil passages when the valve as-
sembly is removed.
CAUTION
When lifting the hydraulic control valve assem-
bly off the transmission, the directional valve de-
tent assembly must be retained to prevent it
from dropping into the transmission.

~~-----==~nf'-'-.....,_il'..L..<'-114··~~---~~
TO NO.3 TO NO, 4
CLUTCH CLUTCH

HYDRAULIC CONTROL REMOVAL

1-Air pressure line. 2-Bolts. 3-0il gauge pressure line.
DUMP 4-Bolts. 5-Direction valve linkage. 6-Speed
PORT selector valve linkage.

T58550

DIRECTION, SPEED AND NEUTRALIZER VALVES

(SCHEMATIC)
(Neutralizer Valve Actuated)

Pressure oil is not directed to the safety valve until

the initial shift is made. Consequently, some resist- i-1,5",
ance will be noticed when the initial shift is made FABRICATED CLIP
;;;~
since the safety valve has to be forced to the in-
active position. Once in the inactive position, pres- REMOVING HYDRAULIC CONTROL
sure oil holds the safety valve in the inactive posi-
tion. The safety valve blocks out neutral on the 2. Fabricate a clip to the dimensions shown.
speed selector valve once the initial shift is made, 3. Raise the control valve assembly enough to in-
thus eliminating the possibility of shifting into neu- sert the fabricated clip. The clip will retain the
 14C-30 Group 105
POWER TRANSMISSION UNITS Page3
TRANSMISSION HYDRAULIC CONTROL

detent assembly in place during removal and The lower valve section contains the direction
installation of the control valve assembly. control valve (5), the speed selector valve (4) and
4. Inspect 0-ring seals (8) between the transmis- the pressure relief valve and load piston (3).
sion case and control valve assembly and on
four interconnecting tubes (7). CAUTION
Handle the valves and spools with care to pre-
NOTE
vent damage to the machined surfaces. Be
Cover the machined surface of the transmission careful to keep the valve components clean
while the control valve assembly is off.
during disassembly and assembly.
5. Install the hydraulic controls in the reverse order
of removal. Lubricate the 0-ring seals with
liquid soap to facilitate installation.

DIRECTION VALVE DETENT ASSEMBLY REMOVAL

6-Detent assembly.

TRANSMISSION HYDRAULIC CONTROL INSTALLATION

7-Interconnecting tube. 8-O-ring seal. Remove the three bolts which fasten the two valve
sections together and separate the two sections.
6. Tighten the bolts holding the valve assembly to
the transmission case. See standard torque
values in topic, GENERAL INSTRUCTIONS.

DISASSEMBLY AND ASSEMBLY

.\ .• ,1
The upper valve section contains the neutralizer
valve (1) and the check valve (2).

SEPARATING SECTIONS AND REMOVING

DETENT ASSEMBLIES
7-Speed selector valve detent assembly. 8-Direction
valve detent assembly.

LOCATION OF COMPONENTS IN HYDRAULIC

CONTROL VALVE ASSEMBLY
I-Neutralizer valve. 2-Check valve. 3-Pressure relief
valve and load piston. 4-Speed selector valve. CHECK VALVE REMOVAL
5-Direction control valve. 9-Cover. IO-Stop. 11-Check valve.
Group 105 14C-30
Page4 POWER TRANSMISSION UNITS
TRANSMISSION HYDRAUIJC CONTROL

WARNING
Valves or springs will release with considerable
force when retainers or covers are removed.

SPEED SELECTOR VALVE REMOVAL

34-Retainer. 35-Spool.

NEUTRALIZER VALVE REMOVAL

12-Cover. 13-Spool. 14-Spring. 15-Stop. 16-Cover.

DIRECTIONAL VALVE REMOVAL

36-Cover. 37-Spool.

LOAD PISTON AND PRESSURE RELIEF VALVE REMOVAL
17-Cover. 18-Load piston. 19-Outer spring. 20-lnner
spring. 21-Shims. 22-Pressure relief valve
assembly. 23-Cover.
NOTE
Replace all seals to minimize possibility of oil
leakage. Use liquid soap on the 0-ring seals
to prevent damage during assembly.

ADJUSTMENT
Proper operation of the transmission is dependent
on the hydraulic controls. The pressure relief valve
must be set according to the following instructions
{r or serious damage to the transmission may occur.
T:JOU
DISASSEMBLING PRESSURE RELIEF VALVE ASSEMBLY
24-Pressure relief valve. 25-Check valve. 26-Spring.
27-Retainer. 28-Snap ring.

NOTE
Shims (21) used for adjusting pressure relief
valve setting are located in pressure relief valve
assembly (22). See topic ADJUSTMENT.

PRESSURE RELIEF VALVE ADJUSTMENT

1-Fitting. 2-Stop. 3-Check valve. 4-Stop. 5-Cover.
6-Shims. 7-Load piston.

SAFETY VALVE REMOVAL

29-Cover. 30-Spring. 31-Rings. 32-Stop. 33-Safety valve.
Examine all valves and spools for wear, scratches
or damage which would prevent proper seating.
Assemble in the reverse order of disassembly.
Remove fitting (1), insert a gauge (which will read
to 600 PSI) in the pressure tap and run the engine at
high idle. See the topic, SPECIFICATIONS, for the
correct pressure relief valve setting. If the pressure
reading is not correct, shut down the engine and
add or remove shims (6) in the load piston (7) until
the proper pressure is recorded.
 SC-30 Group 118
POWER TRANSMISSION UNITS Page I
TROUBLE SHOOTING GUIDE

Power Shift Transmission 8. Check valve in hydraulic control valve stuck

open or not installed.
Trouble Shooting Guide
9. Neutralizer valve stuck or operator depressing
The trouble shooting charts which follow can left brake.
often be used as a guide in diagnosing trouble in
the power shift transmission. The charts are not
intended to cover every conceivable malfunction of Control Mechanism
the transmission, however many of the more com- Control linkage broken or loose.
mon possibilities are listed.
Although the charts are concerned primarily with
Torque Converter Failure
the transmission itself, it is well to bear in mind that.
unsatisfactory Traxcavator performance can some- Mechanical Failure in Transmission
times be attributed to troubles in the engine or
Range Selector Transmission
torque converter.
1. Not engaged.
If there is reason to believe a mechanical failure
has occurred within the transmission, it is advisable 2. Mechanical failure in drive train.
to inspect the oil filter element and transmission
sump for metal particles before operating the ma-
OPERATES IN REVERSE SPEEDS ONLY
chine. Iron or steel chips indicate the transmission is
at fault, while aluminum chips indicate a failed con- Forward Clutch Plates Worn
verter. If metal particles are found, the transmission
Reverse Clutch Plates Broken and Binding Ring
and/or torque converter should be disassembled
Gear
and reconditioned before the machine is operated.
If no metal particles are found, the machine can Machine will move when selector lever is in neu-
usually be operated without fear of damaging the tral.
transmission, or hydraulic controls unnecessarily.
Preliminary diagnosis can usually be made by Control Linkage Broken or Loose or Improperly
observing the dash-mounted transmission pressure Adjusted
gauges while operating the machine in all speeds.
Low Oil Pressure in Forward Speeds
However, a more exacting check can be made by
following the instructions in the topic, TRANSMIS- 1. Leakage in connections to forward clutch.
SION HYDRAULIC CONTROLS, ADJUSTMENT.
2. Leakage past forward clutch piston seals.
Recommended pressures to the speed clutches
and directional clutches are given in the topic, Obstruction Preventing Forward Clutch from
SPECIFICATIONS. Engaging
The control linkage should be checked for any
worn or broken parts. OPERATES IN FORWARD SPEEDS ONLY
Reverse Clutch Plates Worn
DOES NOT OPERATE IN ANY SPEED
Control Linkage Broken, Loose or Improperly
Low Oil Pressure Adjusted
1. Low oil level.
Low Oil Pressure in Reverse Speeds
2. Oil pump or drive gear failure.
1. Leakage past reverse clutch piston seals.
3. Pump cavitation.
2. Leakage in connections to reverse clutch.
4. Leakage in external lines or within transmis-
sion.
Obstruction Preventing Reverse Clutch from
5. Pressure relief valve in the hydraulic control Engaging
valve stuck open.
Forward Clutch Plates Broken and Binding Ring
6. Pressure relief valve load piston stuck. Gear
7. Pressure relief valve improperly adjusted or Machine will move when selector lever is in neu-
spring broken. tral.
Group 118 SC-30
Page2 POWER TRANSMISSION UNITS
TROUBLE SHOOTING GUIDE

DOES NOT OPERATE IN ONE SPEED,

FORWARD OR REVERSE OR OPERATES
IN ONE SPEED ONLY
Control Linkage Improperly Adjusted
W om Plates in Subject Speed Clutch
Obstruction Preventing Subject Speed Clutch
from Engaging
Low Oil Pressure in Subject Speed Clutch
1. Leakage in connections to speed clutch.
2. Leakage past clutch piston seals.

Subject Speed Clutch Plates Broken, Binding Ring

Gear
Machine will move when selector lever is in neu-
tral.

Control Linkage Broken, Loose or Improperly

Adjusted

TRAXCAVATOR REMAINS IN GEAR WITH

SELECTOR LEVER IN NEUTRAL
Obstruction Preventing Speed Clutch from
Releasing
Control Linkage Broken, Loose or Improperly
Adjusted

ROUGH SHIFTING
Pressure Relief Valve Load Piston Sticking
Check Valve Sticking
Clutch Plates Warped and Dragging
Moving Selector Lever Very Slowly

SLUGGISH SHIFTING
Low Oil Level
Air Leak in Pump Inlet Line
Weak Relief Valve Spring
 5C-30 Group 120
POWER TRANSMISSION UNITS Page 1
TRANSMISSION

Transmission SPEED CLUTCHES ENGAGED

First Forward 2-4
INTRODUCTION Second Forward 2-3
First Reverse 1-4
The power shift transmission utilizes planetary Second Reverse 1- 3
gearing and four hydraulically actuated clutches to
provide two forward and two reverse speeds. A
range selector mounted at the output of the trans-
mission provides two additional forward and reverse
speeds.
The four transmission clutches are of the multiple
disc type, and are contained in separate housings
surrounding the ring gears of the transmission. The
clutches have alternate discs (5) and plates (3). The
discs (5) have internal teeth which mesh with ex-
ternal teeth on the ring gear (4). The plates (3) are
notched to fit around the pins, in the clutch hous-
ings, which prevents the plates from turning.
The clutches are held disengaged by springs (2)
which act between the clutch housing (6) and piston
CLUTCH DESIGNATION
(1). To engage the clutch, oil is directed into the
(Transmission in Vertical Position with Case Removed)
space behind the piston (1). Hydraulic pressure
then moves the piston outward, pressing the plates
(3) and discs (5) together and preventing the ring PRINCIPLES OF PLANETARY GEAR SYSTEMS
gear (4) from turning.
Basically, a planetary gear train consists of a sun
gear (3), a ring gear (2), and two or more planet
gears (4) mounted on a planet carrier (1). The planet
gears mesh with both the sun gear and the ring
gear.

CLUTCH OPERATION
I-Piston. 2-Spring. 3-Plates. 4-Ring gear.
5-Discs. 6-Clutch housing. PLANETARY GEAR TRAIN
I-Planet carrier. 2-Ring gear. 3-Sun gear. 4-Planet gears.

The two clutches (No. 1 and No. 2) nearest the in-

put shaft end of the transmission are directional
clutches, determining the reverse or forward direc-
tion. The two clutches (No. 3 and No. 4), which are
nearest the output shaft end of the transmission, are
speed clutches providing second and first speed re-
spectively.
Two clutches must be engaged in order to trans-
mit power through the transmission. The following
chart shows the combination of clutches engaged for
each forward or reverse speed.
When a planetary gear train is used to transmit
power, the rotative speed can be increased or re-
duced and the direction of rotation can be reversed.
If, as shown in Fig. I, the power input is to the sun
gear (3), and the ring gear (2) is held stationary,
the planet gears (4) will walk around the ring gear,
and the planet carrier (I) will be rotated in the same
direction, but at a lower speed than the sun gear.
If the power input is to the planet carrier (I) as
shown in Fig. II, and the ring gear (2) is held sta-
Groupl20 SC-30
Page2 POWER TRANSMISSION UMTS
TRANSMISSION

If, as shown in Fig. III, the planet carrier (I) is held

and the ring gear (2) is rotated, the sun gear (3)
will be driven at a greater speed and in the oppo-
site direction of the ring gear.

If the power input is to the sun gear (3) as shown

in Fig. IV, and the ring gear (2) is held stationary,
the planet carrier (1) will rotate in the same direc-
tion as the power input but at a lower speed.

FIGURE I
PLANETARY OPERATION
I-Planet carrier. 2-Ring gear. 3-Sun gear. 4-Planet gears.

tionary, the sun gear (3) will rotate in the same di-
rection, but at a greater speed than the planet car-
rier.

FIG. N
PLANETARY OPERATION
I-Planet carrier. 2-Ring gear. 3-Sun gear.

The rotative direction of the output member is re-

versed when the carrier (4) is held stationary, as
shown in Fig. V. Power input to the sun gear (6)
causes the ring gear (5) and carrier (1) to rotate in
FIG. II
the reverse direction at a lower speed.
PLANETARY OPERATION
I-Planet carrier. 2-Ring gear. 3-Sun gear.

FIG. V
FIG. III PLANETARY OPERATION
PLANETARY OPERATION I-Planet carrier. 4-Planet carrier. 5-Ring gear.
I-Planet carrier. 2-Ring gear. 3-Sun gear. 6-Sun gear.
 5C-30 Group 120
POWER TRANSMISSION UNITS Page3
TRANSMISSION

11 13 14

•:;,;

140129 15 16 17 18 19 20 21 22 23 25
TRANSMISSION COMPONEl'fTS
I-Input shaft drive gear. 2-No. 1 clutch gear. 3-No. 1 clutch. 4-No. 1 planet gear. 5-No. 1
ring gear. 6-No. 2 planet gear. 7-No. 2 ring gear. 8-No. ?. clutch. 9-No. 3 sun gear. 10-No. 3
clutch. 11-No. 3 ring gear. 12-No. 4 clutch. 13-No. 4 ring gear. 14-No. 4 carrier. IS-Input
shaft. 16-No. 1 carrier. 17-No. 1 sun gear. 18-No. 2 carrier. 19-No. 2 sun gear. 20-0il tube.
21-No. 3 carrier. 22-No. 3 planet gear. 23-No. 4 planet gear.
24-No. 4 sun gear. 25-0utput shaft.

The power shift transmission is composed of four
planetary gear trains and four hydraulically-actuat-
ed clutches, all contained in a cast case. The trans-
mission provides two forward and two reverse
speeds and features full-torque shifting in all speeds.
The two reverse speeds are approximately 25 %
faster than the forward speeds.
Power is transmitted from the spur gear on the
torque converter output shaft to a mating gear (I)
splined to the transmission input shaft (15). The gear
is supported by a ball bearing located in a bearing
cage which is bolted to the end plate for the No. 1
clutch (3). Snap rings locate the gear on the shaft.
The carriers (14), (16), (18) and (21), input and
output shafts (15) and (25) of the transmission are
supported by four ball bearings, one at the output
end, two at the input end and one near the center
of the transmission. The planet gears (4), (6), (22)
and (23) are supported on double row caged roller
bearings.
The sun gears (17) and (19) for the No. 1 and No.
2 clutches (3) and (8) are integral with the input
shaft (15) and the sun gears (9) and (24) for the No.
3 and No. 4 clutches (10) and (12) are integral with
the output shaft (25).
The No. 1 ring gear (5), No. 2 carrier (18) and No.
3 carrier (21) are splined together and rotate as a
unit. The No. 1 ring gear (5) is splined to gear teeth
on the input end of the No. 2 carrier (18) and does
not contact the No. 2 planet gears (6). The No. 3
ring gear (11) is splined to and rotates with the No.
4 carrier (14). An oil tube (20) is pressed into the
input shaft (15) and directs oil to the output shaft
(25). This tube is a clearance fit in the output shaft
and therefore rotates at input shaft speed and not
output shaft speed.
Group 120 SC-30
Page4 POWER TRANSMISSION UNITS
TRANSMISSION

5 6 7 8 11 12 13 1~

T42357 15 18 19 21 22 23 24 25
POWER FLOW THROUGH POWER SHIFT TRANSMISSION IN FIRST SPEED FORWARD.
THE NO. 2 AND NO. 4 CLUTCHES ARE ENGAGED.
5-No. I ring gear. 6-No. 2 planet gear. 7-No. 2 ring gear. 8-No. 2 clutch. 11-No. 3 ring gear.
12-No. 4 clutch. 13-No. 4 ring gear. 14-No. 4 carrier. 15-Input shaft. 18-No. 2 carrier. 19-No.
2 sun gear. 21-No. 3 carrier. 22-No. 3 planet gear. 23-No. 4 planet gear. 24-No. 4 sun gear.
25-0utput shaft.

- INPUT through the input shaft (15) and No. 2 clutch sun
CLUTCH ENGAGED- RING gear (19). The sun gear meshes with the No. 2 clutch
planet gears (6) and forces them to walk around the
GEAR AND CARRIER HELD inside of the stationary No. 2 clutch ring gear (7).
This causes the No. 2 carrier (18) to rotate in the
- PLANET GEAR TRANSMIT-
same direction as the input shaft.
TING POWER
The No. 3 carrier (21) also rotates with the No. 2
mt1qf;J ROTATING CARRIER carrier (18), since the two carriers are splined to-
I I OUTPUT T42851
gether. The No. 3 clutch planet gears (22) mesh with
the No. 3 ring gear (11) and tend to rotate the ring
When the transmission is in first speed forward, gear and No. 4 carrier (14) as a unit.
the No. 2 clutch (8) and No. 4 clutch (12) are en-
Since the No. 4 ring gear (13) is held stationary
gaged. The No. 2 clutch ring gear (7) and No. 4
by its engaged clutch, the No. 4 clutch planet gears
clutch ring gear (13) are held stationary by the en-
(23) rotate around the inside of the ring gear, forc-
gaged clutches.
ing the No. 4 sun gear (24) and output shaft (25) to
Turning effort from the torque converter enters rotate.
 SC-30 Group 120
POWER TRANSMISSION UNITS Page5
TRANSMISSION

6 7 8 9 10 11

T4 235 8 15 18 19 21 22 25
POWER FLOW THROUGH POWER SHIFT TRANSMISSION IN SECOND SPEED
FORWARD. THE NO. 2 AND NO. 3 CLUTCHES ARE ENGAGED.
6-No. 2 clutch planet gear. 7-No. 2 ring gear. 8-No. 2 clutch. 9-No. 3 clutch sun gear.
10-No. 3 clutch. II-No. 3 ring gear. 15-Input shaft. 18-No. 2 carrier. 19-No. 2 sun gear.
21-No. 3 carrier. 22-No. 3 planet gear. 25-0utput shaft.

Power enters through the input shaft (15) and No.
2 sun gear (19). Since the No. 2 ring gear (7) is held
stationary by its clutch (8), the No. 2 sun gear (19)
forces the No. 2 clutch planet gears (6) to walk
around the inside of the No. 2 ring gear (7). This
causes the No. 2 carrier (18) and No. 3 carrier (21)
to rotate, the two carriers being splined together.
The No. 3 ring gear (11) is held stationary by its
clutch. This causes the No. 3 clutch planet gears
(22), since they are mounted to the rotating No. 3
carrier (21), to walk around the ring gear and drive
the No. 3 sun gear (9) and output shaft (25).
Group 120 SC-30
Page6 POWER TRANSMISSION UNITS
TRANSMISSION

T4 l 111 15 16 17 18 21 22 23 24 25
POWER FLOW THROUGH POWER SHIFT TRANSMISSION IN FIBST SPEED REVERSE.
THE NO. 1 AND NO. 4 CLUTCHES ARE ENGAGED.
2-Clutch gear. 3-No. 1 clutch. 4-No. 1 planet gear. 5-No. 1 ring gear. 11-No. 3 ring gear.
12-No. 4 clutch. 13-No. 4 ring gear. 14-No. 4 carrier. 15-Input shalt. 16-No. 1 carrier. 17-No.
1 sun gear. 18-No. 2 carrier. 21-No. 3 carrier. 22-No. 3 planet gear. 23-No. 4 planet gear.
24-No. 4 sun gear. 25-Output shalt.

Power enters the transmission through the input
shaft (15) and No. 1 sun gear (17). The No. 1 clutch
gear (2) and No. 1 carrier (16) are splined together
and are held stationary by the engaged No. 1 clutch
(3). This causes the No. 1 clutch planet gears (4) to
rotate the No. 1 ring gear (5), No. 2 carrier (18), and
No. 3 carrier (21) as a unit in a reversed direction.
The No. 3 clutch planet gears (22) mesh with the
No. 3 ring gear (11) and tend to rotate the ring gear
and No. 4 carrier (14) as a unit. Since the No. 4 ring
gear (13) is held stationary by its engaged clutch
(12), the No. 4 clutch planet gears (23) rotate around
the inside of the ring gear (13), forcing the No. 4 sun
gear (24) and output shaft (25) to rotate.
 SC-30 Group 120
POWER TRANSMISSION UNITS Page7
TRANSMISSION

POWER FLOW THROUGH POWER SHIFT TRANSMISSION IN SECOND SPEED

REVERSE. THE NO. I AND NO. 3 CLUTCHES ARE ENGAGED.
3-No. I clutch. IO-No. 3 clutch. 12-No. 4 clutch.

The power flow for second speed reverse is simi-

lar to that for first speed reverse except that the No.
3 clutch (10) is engaged instead of the No. 4 clutch
(12).

TRANSMISSION RECONDITIONING
Before disassembling the transmission, all dirt and
grease accumulations should be removed from the
exterior of the transmission case. The transmission
should be disassembled and assembled in clean sur-
roundings with clean tools. Dirt or grit introduced
into the transmission will cause erratic operation
and will shorten the service life of the transmission.

PREPARING TO DISASSEMBLE TRANSMISSION

DISASSEMBLING TRANSMISSION
1. Remove the range selector (1), hydraulic pumps
(2), oil filter (4), and the hydraulic control valve
(3) and the four sleeves which connect the con-
trol valve to the transmission. See the covering
topics.
2. Remove the torque converter (5) and its hous-
ing (6) as a unit. See the topic, TORQUE CON-
VERTER.
0 Remove
I-Range selector. 2-Hydraulic pumps. 3-Transmission
control valve group. 4-Transmission oil filter.
3. Remove the ring (10), then remove the gear (12)
by using two pry bars, spaced 180° apart.
4. Remove the hollow-head screws (9) and lift off
the transmission case.
Group 120 SC-30
PageS POWER TRANSMISSION UNITS
TRANSMISSION

CLUTCH AND CARRIER DESIGNATION

REMOVING TORQUE CONVERTER AND HOUSING
D Remove NOTE
5-Torque converter. 6-Torque converter housing. 7-Bolt. In the following discussion the clutches and car-
&-Transmission case. 9-Hollow-head screw. riers will be referred to by the location of the
clutches.

PREPARING TO REMOVE RETAINER

PREPARING TO REMOVE CASE D Remove

D Remove 14-Bolts. IS-Retainer.

10-Ring. 11-Oil pump shaft. 12-Gear. 13-Oil tube.

PREPARING TO REMOVE END PLATE AND NO. l

CARRIER
D Remove
REMOVING CASE 16-Washer. 17-Ring. 18-Bolt. 19-End plate.
 5C-30 Group 120
POWER TRANSMISSION UNITS Page9
1J TRANSMISSION

5. Remove the bearing retainer (15) by using two NOTE

of the bolts (14) as puller screws.
The No. 2 and No. 3 clutch housing and carriers
CAUTION can be removed as a unit.
The transmission assembly is under spring ten-
sion. Back off the last two bolts (18) evenly.

6. Remove the end plate (19), No. carrier, and

No. 1 clutch gear (21) as a unit.

PREPARING TO REMOVE NO. 4 CLUTCH HOUSING

D Remove
30-Pin. 31-Spring. 32-No. 4 clutch housing.
33-No. 3 ring gear.

10. Remove the four clutch discs, three plates and

NO. 1 CLUTCH REMOVAL
ten springs from the No. 3 clutch.
D Remove
19-End plate. 20-lnput shaft. 21-No. 1 clutch gear. 22-No.
1 clutch disc. 23-Pin. 24-Clutch plate.
25-No. 1 clutch housing.

7. Remove the clutch discs (22), plates (24), pins

(23) and the ten springs.
8. Lift off the clutch housing (25).
9. Remove the four clutch discs, three plates and
ten springs from the No. 2 clutch.

NO. 4 CLUTCH REMOVAL

D Remove
34-Spring. 35-No. 4 ring gear. 36-No. 4 carrier.
37-End plate.

11. Remove the three clutch discs, two plates and

ten springs (34) from the No. 4 clutch.

NOTE
The springs (34) are of a shorter length than the
REMOVING NO. 2 AND NO. 3 CLUTCH HOUSING, other springs in the transmission.
CARRIERS, AND RING GEARS

D Remove Retainer Disassembly

26-No. I ring gear. 27-No, 2 ring gear. 28-No. 2 and No. 3 The bearing (2) and spacer (3) can be pressed out
clutch housing. 29-No. 3 carrier. out of the retainer (I).
Group 120 5C-30
Page 10 POWER TRANSMISSION UNITS
TRANSMISSION

3. Remove the lock ring (9) and the No. 2 carrier

(8).

4. Remove the lock ring (10) and press the bearing

(11) from the housing.

PREPARING TO REMOVE BEARING

D Remove
I-Retainer. 2-Bearing. 3-Spacer.

End Plate Disassembly

Remove the lock ring (1) and separate the end

plate (4) from the No. 1 carrier (2). Remove the SECOND SPEED CARRIER REMOVAL
bearing (3) from the end plate by the use of a press. D Remove
I-Housing. 2-Lock ring. 3-Lock ring. 4-No. 3 carrier. 5-No.
1 ring gear. 6-No. 2 ring gear. 7-Washer.
8-No. 2 carrier.

END PLATE DISASSEMBLY

D Remove
I-Lock ring. 2-No. I carrier. 3-Bearing. 4-End plate.
NO. 2 CARRIER REMOVAL
D Remove
I-Housing. 8-No. 2 carrier. 9-Lock ring.
No. 2 and No. 3 Clutch Housing Disassembly 10-Lock ring. 11-Bearing.

1. The No. 3 carrier (4) can be separated from the

housing (I) after removing the lock ring (3) and
washer (7). End Plate Disassembly and Assembly

2. Remove the lock ring (2) and remove the No. 1 Remove the lock ring (1) and remove the No. 4
ring gear (5) from the No. 2 carrier (8). carrier (2) from the end plate (3).

POWER TRANSMISSION UNITS
TRANSMISSION
REMOVING NO. 4 CARRIER
D Remove
I-Lock ring. 2-No. 4 carrier. 3-End plate.
The bearing (4) can be pressed from the plate
after removing the lock ring (5).
BEARING REMOVAL
D Remove
4-Bearing. 5-Lock ring.
Carrier Disassembly and Assembly
All the carriers are similar and are disassembled
and assembled in the same manner.
The No. 3 carrier will be used for purposes of
discussion.
Drive the spring pin (1) into the shaft (2) and press
out the shaft. A washer (4) is provided on each side
of the gear (3). Replace the fiber washer (4) with a
steel washer when reconditioning.
CAUTION
The shaft (2) has a cross drilled hole at each
end. One end of the shaft has a plug (A), the
SC-30 Group 120
Page 11
other end is solid. The spring pin (1) must be
inserted in the cross drilled hole at the end of
the shaft containing the plug (A). Failure to do
so will result in blocking the oil passage to the
shaft.
CARRIER DISASSEMBLY
D Remove
I-Spring pin. 2-Shaft. 3-Gear. 4-Washer. 5-Carrier.
142850
PLANET GEAR AND SHAFT
I-Spring pin. 2-Planet gear shaft. 3-Planet gear.
4-Washers. 5-Carrier. A-Plug in planet gear shafl
Piston Disassembly and Assembly
All pistons are similar and are disassembled and
assembled in the same manner.
The No. 4 clutch piston will be used for purposes
of discussion.
Lift the piston assembly (1) from the housing (2)
by using two %" - 16 (NC) eyebolts (3).
To install the piston assembly, center the piston
rings and tap the clutch housing while gently push-
ing the piston assembly into the housing.
Group 120 SC-30
Pagel2 POWER TRANSMISSION UNITS
TRANSMISSION

NOTE
In order to install the gear ( 11), it is necessary
to pull the housing (12) down against the end
plate (2), using two ½" - 13 (NC) bolts inserted
through the end plate and into the housing from
the bottom side.

CAUTION

The two ½" - 13 (NC) bolts must be removed

before the range selector case is bolted to the
transmission.

rum

REMOVING PISTON
0 Remove
I-Piston assembly. 2-Housing. 3-Eyebolt.

CAUTION
Under no circumstance should the piston assem-
bly be hammered into place. Broken piston rings
will result from such action.

ASSEMBLING TRANSMISSION
1. Insert the pins (I) into the end plate (2).
ASSEMBLING NO. 3 CLUTCH
2. Install the No. 4 ring gear ( 4) on the No. 4 car- 8-Spring. 9-Disc assembly. IO-Plate. II-No. 3 ring gear.
12-No. 4 clutch housing. 13-Dowel.
rier (7).
3. Install three clutch disc assemblies (3) and two
plates (5), starting with a disc assembly. 6. Install the three plates (10) and four disc as-
semblies (9), beginning with a disc assembly.

7. Install the ten springs (8).

8. Install the No. 2 and No. 3 clutch housing (16),

No. 3 carrier (17), No. 1 ring gear (14), No. 2
ring gear (15), and No. 2 carrier as a unit.

ASSEMBLING NO. 4 CLUTCH

1-Pin. 2-End plate. 3-Disc assembly. 4-No. 4 ring gear.
5-Plate. 6-Short spring. 7-No. 4 carrier.

4. Install the ten short springs (6).

5. Install the No. 4 clutch housing (12) with the
piston installed. Install the No. 3 ring gear (11),
INSTALLING HOUSING AND CARRIERS
noting that the aligning dowels (13) are provid-
14-No. I ring gear. 15-No. 2 ring gear. 16-No. 2 and No. 3
ed in the housing (12). clutch housing. 17-No. 3 carrier.
 SC-30 Group 120
POWER TRANSMISSION UMTS Page 13
TRANSMISSION

9. Install the pins (24), three clutch plates, and four
disc assemblies, starting with a disc assembly.
10. Install the ten springs (22) and housing (23).
18. Install the gear (32) and ring (30).
NOTE
The input shaft (19) will have to be raised slight-
ly in order to install the ring (30). Insert a bar
from the output end of the transmission (lower
end as pictured) and push the input shaft up-
ward until the ring groove is accessible.

NO. 2 AND NO. l CLUTCHES

18-Spring. 19-Input shaft. 20-No. l clutch gear. 21-Ring.
22-Spring. 23-Housing. 24-Pin.

11. Install the No. 1 clutch gear (20), four plates,

and five disc assemblies, beginning with a disc
assembly.
INSTALLING TRANSMISSION CASE
12. Install the input shaft (19), making certain the
seal rings (21) are installed on the shaft.
13. Install the ten springs (18).

INSTALLING GEAR
30-Ring. 31-Shaft. 32-Gear. 33-Oil tube.

19. Install the shaft (31) and oil tube (33).

END PLATE AND RETAINER
25-Retainer. 26-Bolt. 27-Washer. 28-End plate.
29-Ring. CAUTION
Make certain the oil tube (33) is installed before
14. Install the end plate (28) and No. 1 carrier as a attaching the torque converter to the transmis-
unit. sion.

15. Install the bolts (26) and tighten to the torque

value given in the topic, SPECIFICATIONS.
16. Install the ring (29), washer (27), and retainer
(25).

17. Install the transmission case.

 NOTES
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 SC-30 Group 130
POWER TRANSMISSION UNITS Page I
TRANSMISSION LUBRICATING SYSTEM

Transmission Lubricating System

A gear-type oil pump, driven from the torque con-
verter rotating housing, provides oil for controlling
the power shift transmission, charging the torque
converter, and lubricating the power shift transmis-
sion, the range selector transmission and the torque
converter.

RELIEF TORQUE CONVERTER

VALVE

LOW PRESSURE
REGULATOR VALVE
TRANSMISSION LUBRICATION PASSAGES
!-Pressure oil. 2-Drilled oil passage. 3-Regulator
valve by-pass oil to clutches.

T43052 FROM SUMP

TRANSMISSION OIL SYSTEM

TO
fi
CLUTCHES
TO
BEARINGS
Operation
REGULATOR VALVE

The transmission regulator valve is located on the

The pump draws oil from the sump in the range
selector transmission and directs it through a full
flow oil filter to the transmission hydraulic controls
Valving in the hydraulic controls maintains oil pres-
sure to the transmission clutches and directs oil to
the torque converter.
right side of the transmission case. Oil from the oil
cooler flows through the regulator valve to lubricate
the transmission bearings.
The regulator valve operates at 15 to 30 PSI; the
normal setting is approximately 18 PSI. Oil at a pres-
sure under 18 PSI is directed to the transmission
bearings. When the pressure rises above 18 PSI, the
regulator valve opens and diverts a portion of the
oil supply to spray the clutches.

The torque converter impeller forces the oil Removal and Installation
through the blades of the turbine, then through the
Remove the bolts securing the elbow (I) to the
outlet tube to the water-cooled oil cooler on the left
regulator valve (2) and the bolts securing the regu-
side of the engine block.
lator valve to the transmission.
From the oil cooler, the oil is directed to lubrica- Examine the gaskets and replace if damaged.
tion circuits in the power shift and and range selec-
tor transmissions. Should there be an excess of oil
for these circuits, the low pressure regulator valve
functions to utilize the excess oil for clutch plate lu-
brication and cooling.

Drilled oil passages (2) in the shafts of the power

shift transmission carry lubricant to the planet gear
shafts. Oil enters the passage (I) and is directed as
pressure oil to the reverse clutch planet shafts. Spray
jets direct oil to the other planet shafts. A tube, which
is pressed into the input shaft and is a clearance fit
in the output shaft, is used to connect the input and
output shaft oil passages. Oil by-passed by the
PREPARING TO REMOVE REGULATOR VALVE
regulator valve is used to lubricate and cool the
clutches of the power shift transmission. A drilled D Remove • Disconnect
passage (3) directs the oil to the clutches. I-Elbow. 2-Regulator valve.
Group 130 5C-30
Page2 POWER TRANSMISSION UNITS
TRANSMISSION LUBRICATING SYSTEM

Disassembly and Assembly

REGULATOR VALVE
D Remove
I-Plug. 2-O-ring seal. 3-Spool. 4-Body. 5-Spring.
6-O-ring seal. 7-Plug assembly.

TRANSMISSION PUMP REMOVAL

Examine the 0-ring seals (2) and (6) and replace (Later Machine Illustrated)
if worn or damaged. Install the plug assembly (7)
so it will be on the bottom of the body (4) when the
D Remove
I-Torque converter housing. 2-Pump. 3-Bolts (four).
reguiator valve is installed on the transmission case. 4-lmplement and steering booster pump.
Make sure the spring (5) is in the counterbored end
of the spool (3) and over the dowel on the plug Disassembly and Assembly (Earlier Pump)
assembly (7). 1. Inspect the bearings (6) in the cover (5) and
base (2) and replace them if they are worn
When installing the plug (I) and plug assembly
excessively.
(7), tighten to the torque value given in the topic,
SPECIFICATIONS.

TRANSMISSION PUMP
The transmission pump is located at the top of the
transmission directly under the operator's seat. It is
a gear-type pump with a splined connection that
drives the implement and steering booster pump.

Removal and Installation

1. Remove the implement and steering booster
pump (4) as outlined in the covering topics.
2. Remove the bolts (3) which fasten the pump (2)
to the torque converter housing (I) and remove
the pump.
3. Carefully inspect all 0-ring seals and replace as PREPARING TO DISASSEMBLE PUMP
necessary. Be sure the seal on the pump drive D Remove
shaft is properly seated. I-Screws. 2-Base.

4. Install in the reverse order of removal using
liquid soap on the 0-ring seals to facilitate in-
stallation.
CAUTION
Before installing the pump, fill it with clean oil
and rotate the drive gear. This will place a film
of oil on the pump gears and body, and aid in
priming the pump.
2. Inspect the seals in the base and body and re-
place if worn or damaged.
3. Inspect the base and cover for excessive wear
and replace if necessary.
CAUTION
Before assembling the pump make sure that all
the parts and oil passages are free from dirt
and sludge.
 5C-30 Group 130
POWER TRANSMISSION UNITS Page3
TRANSMISSION LUBRICATING SYSTEM

DISASSEMBLING PUMP

D Remove PREPARING TO DISASSEMBLE PUMP

3-Gears. 4-Body.
D Remove
I-Screws. 2-Plate.

INSPECTING BEARINGS DISASSEMBLING PUMP

5-Covers. 6-Bearings.

4. Assemble in the reverse order of disassembly. If

D Remove
3-Gears. 4-Body.
there is excessive clearance between the gears
and body, the gears and body should be re-
placed.
5. Tighten the screws securely.

Disassembly and Assembly (Later Pump)

1. Inspect the bearings (6) in the plates (2) and (5)
and replace them if they are worn excessively.
2. Inspect the O-ring seals in the plates (2) and
(5) and replace if worn or damaged.
3. Inspect the body (4) and plates (2) and (5) for
excessive wear and replace if necessary.
CAUTION
Before assembling the pump, make sure that all
the parts and oil passages are free from dirt INSPECTING BEARINGS
and sludge. 5-Plate. 6-Bearings. 7-Cover.
Group 130 SC-30
Page4 POWER TRANSMISSION UNITS
TRANSMISSION LUBRICATING SYSTEM

4. Assemble in the reverse order of disassembly. If

there is excessive clearance between the gears
and body, the gears and body should be re-
placed.
5. Tighten the screws (1) securely.

TRANSMISSION OIL FILTER

The transmission filter is mounted vertically on the
left side of the transmission case and filters all of the
transmission oil before it enters the transmission con-
trol valve or is directed to the torque converter and
transmission lubrication system.

Operation
Should the filter become blocked by dirt, or the oil
become extremely heavy due to cold weather, the
oil will bypass the filter element by forcing the
valve (3) off the seat of the retainer (2). This allows
the oil to flow through the center of the filter element
and directly to either the control valve or to lubri-
cate the transmission.
PREPARING TO REMOVE OIL FILTER
I-Oil filter.
CAUTION
Do not operate the diesel engine while the oil
filter is removed from the transmission case.
Use extreme caution when removing and in-
stalling the oil filter to prevent the entry of dirt
into the oil system.

4. Remove the three bolts securing the oil filter

(I) to the transmission case and remove the oil
filter from the Traxcavator.
5. Replace the O-ring seal (4) and the two O-ring
seals between the base of the filter housing (I 2)
and transmission case when installing the filter
assembly.

OIL FILTER BYPASS VALVE

I-Drilled passage. 2-Retainer. 3-Valve.

There is a drilled passage (1) in the pin of the

cover assembly which will allow air to bleed from
the upper portion of the oil filter as it is being filled
with oil. If the passage is not open or is clogged, air
will be trapped in the top and not allow the filter
housing to fill completely.

Removal and Disassembly

1. Remove the lower side panel from the left side TRANSMISSION OIL FILTER
of the engine and the side panel beneath the
left rear fender. D Remove
2-Nut. 3-Cover. 4-O-ring seal. 5-Upper retainer.
2. Tilt the seat forward and lock in place. 6-Spring. 7-Valve. 8-Spring. 9-Washer. IO-Nut. 11-Filter
element. I2-Filter housing. I3-Lower retainer.
3. Remove the drain plug from the base of the oil
filter and drain the oil.

POWER TRANSMISSION UNITS
RANGE SELECTOR
Range Selector
OPERATION
The range selector is a dual-range, constant-mesh,
spur gear, speed-change transmission. The selector
is contained in a housing bolted to the front of the
power shift transmission housing. Power is trans-
mitted to the range selector by output shaft (1) of
the power shift transmission.
POWER FLOW IN LOW RANGE
I-Transmission output shaft. 2-Drive gear. 3-Idler gear
assembly. 4-Rear output shaft. 5-Front output shaft as-
sembly. 6-Low range gear. 7-Sliding collar. 8-High
range gear.
The range selector lever is connected through a
control linkage to the shifter shaft in the selector case.
3
POWER FLOW IN HIGH RANGE
Same nomenclature as POWER FLOW IN LOW RANGE
SC-30 Group 135
Page I
Annular grooves on the shifter shaft and a spring-
loaded ball in the case provide locking of the range
selector in high range, neutral or low range. A fork
on the shifter shaft moves sliding collar (7) to engage
the gear for the desired speed range.
When the selector lever is moved to LOW RANGE,
power is transmitted to both output shafts providing
four-wheel drive.
When the range selector lever is moved to HIGH
RANGE which is used for travel speeds, power is
transmitted to the front drive wheels only.
Flanges on the output shafts of the range selector
connect to universal joints on the drive shafts.
Tubular drive shafts connect the range selector,
front and rear output shafts to the front and rear
bevel pinions.
LUBRICATION
The range selector is lubricated by oil from the
oil manifold cast into the transmission housing.
RANGE SELECTOR LUBRICATION
A tube inside the range selector housing carries
oil from the manifold to lubricate the output shafts
and high and low range gears. All other moving
parts in the range selector are splash-lubricated.
REMOVAL
The range selector is attached to the front of the
transmission. The range selector can be removed
separately or with the transmission and torque con-
verter as a unit. See the topic, REMOVING TRANS-
MISSION, TORQUE CONVERTER AND RANGE SE-
LECTOR AS A UNIT.
1. Remove the floor plates, seat assembly, steering
wheel, and the front and rear drive shafts, as
outlined in the covering topics.
2. Drain lubricant from the range selector.
Group 135 SC-30
Page 2 POWER TRANSMISSION UNITS
RANGE SELECTOR

PREPARING TO REMOVE RANGE SELECTOR RANGE SELECTOR REMOVAL

I-Angle assembly. 2-Filler spout assembly. 3-Rod. 12-Snap ring. 13-Range selector case.
4-Tube assembly.

3. Remove the bolts securing the oil manifold (11)

to the frame to allow the manifold to be moved
aside during range selector removal.

RANGE SELECTOR REMOVAL

View from rear of machine.

9. Lower the range selector to the floor and remove

from under the machine.

PREPARING TO REMOVE RANGE SELECTOR
5-Parking brake control rod. 6-Parking brake control
linkage. 7-Oil line. 8-Oil line. 9-Transmission control
linkage. IO-Oil pressure gauge line. 11-Oil manifold.
4. Disconnect the oil line located at the lower right
of the rear of the range selector case.
10. Inspect all 0-ring seals and gaskets.
DISASSEMBLY AND ASSEMBLY
1. Remove the parking brake assembly, as out-
lined in the topic, PARKING BRAKE REMOVAL
AND INSTALLATION.

5. Remove the snap ring (12) from the end of the

transmission output shaft 2
6. Install a ½ 11 - 13 NC eyebolt and attach a suit-
able lifting device to range selector case (13).
Range selector weighs approximately 350 lbs.

7. Remove the bolts securing the range selector

case to the transmission case.

8. Slide range selector away from transmission

until range selector clears transmission output
shaft. The transmission output shaft must remain
RETAINER REMOVAL
in the transmission. I-Retainer. 2-Front cover.
 5C-30 Group 135
POWER TRANSMISSION UNITS Page3
RANGE SELECTOR

2. Remove the bolts securing retainer (1) to front

cover (2) and remove the retainer.

SPACER AND GEAR ASSEMBLY REMOVAL

7-Gear assembly. 8-Spacer.
RETAINER
3-0-ring seal. 4-Seal.
7. Inspect the two rings on spacer (8).
3. Inspect O-ring seal (3) and seal (4). The lip of
seal (4) points inward toward the bearing. Lubri-
cate the lip of the seal when retainer (1) is in-
stalled in front cover (2).

REMOVING FRONT SHAFT, BEARING CAGE AND

GEAR ASSEMBLY
5-Front shaft. 6-Bearing cage. 7-Gear assembly.
FRONT COVER AND GEAR REMOVAL
2-Front cover. 9-Range selector case. 10-Gear. 11-Gear.
12-Side cover.

8. Remove front cover (2) from range selector

case (9).

9. Do not drop gears (10) and (11) should they

come out with the front cover as it is removed.

BEARING AND CAGE REMOVAL

4. Tap bearing cage (6) with a soft hammer and

remove the bearing cage, front shaft (5) and
gear assembly (7) as a unit.

5. Pull bearing cage and bearing from the front

shaft, using an 8B7548 Push Puller, 8B7551 Bear-
ing Pulling Attachment and an 8B7560 Step
Plate.

6. Using same puller arrangement, pull spacer (8)

and gear assembly (7) from the front shaft. The SHIFTER SHAFT REMOVAL
13-Screw. 14-Link. 15-Detent setscrew. 16-Shifter sh,,.!:.
spacer (8) is keyed to the front shaft (5). 17-Shifter fork. 18-Sliding collar.
Group 135 5C-30
Page4 POWER TRANSMISSION UNITS
RANGE SELECTOR

CAUTION 12. Install spacer (28) with flat side against gear (26).
To install detent setscrew (15), slide shifter shaft
(16) until the detent ball is out of a slot in the
shifter shaft and tighten the detent setscrew
finger tight. Excessive tightening of the detent
setscrew will damage the detent spring. Use
lock wire on screw (13) and detent setscrew (15).

REAR SHAFT ASSEMBLY

26-Gear. 27-Rear shaft. 28-Spacer.

13. Inspect all bearings and gears.

REAR YOKE REMOVAL

19-Bolt. 20-Retain-er.21'"-Oil line. 22-Rear yoke.
23-Retainer.

10. Using a soft hammer, remove rear shaft (27).

NOTE
Lip of seal (24) points_ inward toward the bear-
ing. Lubricate seal lip when yoke is installed.

RETAINER
23-Retainer. 24-Seal. 25-O-ring seal.

11. Place a wooden block under gear (26) to pre-

vent damage to gear teeth when rear shaft is
removed.

REMOVING REAR SHAFT

26-Gear. 27-Rear shaft.

POWER TRANSMISSION UNITS
BEVEL GEAR
Bevel Gear
REMOVAL AND INSTALLATION
In order to remove the bevel gear, the differential
must be removed from the Traxcavator. See the top-
ic, DIFFERENTIAL.
1. Remove the differential from the differential car-
rier. See the topic, DIFFERENTIAL DISASSEM-
BLY AND ASSEMBLY.
BEVEL GEAR REMOVAL
(Later Machine Illustrated)
0 Remove
I-Dowels (three). 2-Locks (six). 3-Bolts (twelve). 4-Hard-
ened flat washers (twelve). 5-Differential case. 6-Bevel
gear. 7-Teeth on bevel gear.
NOTE
Earlier machines do not have the dowels (I) and
hardened flat washers (4). It is recommended
that the hardened flat washers be added to
earlier machines during reconditioning of the
differential. However, the dowels are not adapt-
able to earlier machines.
2. Inspect the gear teeth at the heel and at the toe
as well as the contact faces. If the bevel gear
teeth (7) are cracked or chipped, or if the faces
are pitted and showing wear through the hard
outer surface, a new gear should be installed.
3. Place the bevel gear (6) on the differential case
(5).
4. Tighten the bevel gear down evenly on all sides
in order to eliminate runout. Tighten to the
torque value given in the topic, SPECIFICA-
TIONS.
5. Install the differential in the differential carrier
as outlined under the topic, DIFFERENTIAL DIS-
ASSEMBLY AND ASSEMBLY.
6. Adjust the preload on the differential bearings
as outlined under the topic, DIFFERENTIAL
BEARING ADJUSTMENT.
SC-30 Group 140
Page I
BEVEL GEAR AND PINION SETTING
The bevel gear and pinion must be located prop-
erly to obtain the correct tooth contact.
Shims are provided between the pinion shaft
housing flange and the differential carrier, so the
pinion can be moved toward or away from the cen-
terline of the bevel gear and axles. Adjusting nuts
are provided in the differential carrier to permit
moving the bevel gear toward or away from the
centerline of the bevel pinion shaft, thereby chang-
ing the backlash. Moving either the bevel gear or
the pinion affects both backlash and tooth contact
so the two must be adjusted at the same time.
Because of manufacturing tolerances, the relative
positions of the bevel gear and the pinion gear will
vary with different sets. The correct amount of back-
lash is given in the topic, SPECIFICATIONS. When
replacing an individual gear or pinion, see the top-
ic, BACKLASH ADJUSTMENT, for correct setting.
The pinion location can be obtained as described
in the topic, BEVEL PINION LOCATION.
Backlash Adjustment
The proper amount of backlash, to be allowed
between each bevel gear and pinion set on original
installation, is determined at the factory and is then
marked on the outside diameter of the bevel gear.
On a replacement gear or pinion, adjust the back-
lash to the value given in the topic, SPECIFICA-
TIONS.
1. Secure a dial indicator to the differential case
as shown.
2. Lock the pinion gear.
3. Place the finger of the dial indicator on the
bevel gear tooth.
4. Rock the bevel gear back and forth.
5. Note the difference in readings on the dial indi-
cator, which is the amount of backlash.
6. Check the backlash at four different locations on
the bevel gear, taking the lowest reading as the
position to check the backlash.
7. If the reading is too great at the point of least
backlash, loosen the adjusting nut (I) and tight-
en the adjusting nut (2) an equal amount.
8. To increase backlash, loosen the adjusting nut
(2) and tighten the adjusting nut (I) an equal
amount.
NOTE
Differential bearing pre-load will be maintained
only if the bearing slack caused by loosening
one adjusting nut is compensated for by tight-
ening the other adjusting nut an equal amount.
See the topic, DIFFERENTIAL BEARING AD-
JUSTMENT.
Group 140 SC-30
Page2 POWER TRANSMISSION UNITS
BEVEL GEAR

squeezed away by the contact of the teeth, leaving

CHECKING BACKLASH
I-Adjusting nut. 2-Adjusting nut.
Bevel Pinion Location
If the same pinion shaft is reinstalled in the same
differential case, use the same shims back of the
flange at the rear end of the pinion shaft housing
that were removed when the differential was disas-
sembled. The pinion can be located by observing
the tooth contact pattern made by the pinion gear
teeth on the bevel gear teeth. This can be done in
the following manner.
Install the pinion shaft housing and use sufficient
shims between the flange on the pinion shaft hous-
ing and the differential carrier to align the heel ends
of the bevel gear and pinion gear teeth. This will
place the pinion in nearly the correct relationship
with the bevel gear.
bare areas of the contacts. Sharper impressions can
be obtained by applying a small amount of re-
sistance to the bevel gear while rotating the pinion.
When making adjustments, check the convex side of
the bevel gear teeth. The reverse or concave side
contact should automatically be correct when the
convex side is correct.
With adjustments properly made, the correct tooth
contact in Fig. A will be secured. The area of con-
tact starts near the toe of the gear and extends
about 30 per cent of the tooth length. This contact
pattern is obtained with no load applied to the
gears. This adjustment results in a quiet running
bevel gear and pinion set which, because when the
load is applied it is distributed over the teeth within
the proper area, will give maximum service life. It
is permissible for the tooth contact area to be slight-
ly greater on the concave face.
FIG. A
PROPER TOOTH CONTACT PATTERN

HEEL OF' GEAR

In Fig. B, the pinion is too far away from the cen-
AND PINION terline of the bevel gear shaft causing the teeth to
bear on the toe ends of the convex faces and toward
the heel end of the concave faces. To correct this,
move the pinion toward the gear by removing shims
from the bevel pinion bearing cage. Recheck the
backlash, changing it if necessary, and again check
7810

ALIGNING BEVEL GEAR AND PINION

Adding shims will move the pinion gear away from

the centerline of the bevel gear and axles. Remov-
ing shims will move the pinion toward the centerline
of the bevel gear and axles.
Adjust the bevel gear backlash as described in
the topic, BACKLASH ADJUSTMENT. This should
give a very close adjustment.
To further check the adjustment, brush Prussian
blue or red lead sparingly on the bevel gear teeth. FIG. B
When the pinion is rotated, the red lead is SHORT TOE CONTACT
 SC-30 Group 140
POWER TRANSMISSION UNITS Page3
BEVEL GEAR

the tooth contact pattern. To correct the backlash,

move the bevel gear away from the pinion.
In Fig. C, the pinion is too close to the centerline
of the bevel gear shaft causing the teeth to bear on
the toe ends of the concave faces and the heel ends
of the convex faces. To correct, add shims to the
bevel pinion bearing cage. Then, recheck the back-
lash and tooth contact patterns. To correct the back-
lash, move the bevel gear toward the pinion.

FIG. C
SHORT HEEL CONTACT

Several adjustments of both the pinion and bevel

gear may be necessary before correct tooth contact
and backlash are secured.
Always remember that the backlash will also af-
fect the tooth contact pattern. Therefore, be sure the
backlash is properly adjusted before checking the
adjustment of the pinion.
 NOTES
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 5C-30 Group 150
POWER TRANSMISSION UNITS Page I
DIFFERENTIAL

INTRODUCTION PINION SHAFT AND HOUSING

The front pinion shaft housing can be removed
for service without removing differential assembly.

It is necessary to remove the rear axle housing

from the machine before the rear pinion shaft hous-
ing can be removed. See the topic, REAR AXLE
HOUSING REMOVAL.

If an entire differential is to be serviced, it can

best be done after removing the entire axle housing
from the machine.

Removal
The front pinion shaft housing will be used for
DIFFERENTIAL (CUTAWAY VIEW) purposes of discussion.
I-Side gear. 2-Bearing. 3-Thrust washer. 4-Case.
5-Pinion. &-Spider. 7-Case. 8-Thrust washer. Remove the drive shaft (3) and universal joint
yoke (2). See the covering topic.
The differential contains four bevel gear pinions
(5). The pinions are mounted to rotate freely on a
spider (6) inside the rotating case of the differential
and mesh with two bevel side gears (I). The side
gears are splined to the inside end of the axles.
When both wheels are subjected to equal loads,
that is, when the machine is moving straight
ahead with equal footing under each drive wheel,
an equal force on both axles stops the pinions so
they do not rotate on the spider, giving the same ef-
fect as though both drive wheels were solid on the
same driving axle. When unequal loads are put on PREPARING TO REMOVE PINION SHAFT HOUSING
the drive wheels, as in a turn or with one wheel I-Nuts (twelve). 2-Universal joint yoke. 3-Drive shaft.
slipping, an unequal force is placed on the opposite
side of the differential causing the pinions to rotate. Remove pinion shaft housing (6) using forcing
This rotation of the bevel pinions slows or stops the screws (5).
inside wheel and speeds up the rotation of the out-
side wheel, thereby driving the machine with full
power in a turn.
The differential is mounted in a two-piece case
(4) and (7). The differential hubs are mounted on
tapered roller bearings (2). Since the differential
case is machined as a complete assembly, separate
halves of the case are not available. When re-as-
sembling the case, it must be put together in the
same position in which it was machined.
The side gears (I) rotate against thrust washers
REMOVING PINION SHAFT HOUSING
(3). Cup thrust washer (8) support the end thrust 4-Shims. 5-½" - 13 NC - 2" long forcing screws.
of the spider pinions against the differential case. 6-Pinion shaft housing.

The differential is lubricated through holes pro-

vided in the case. Keep the shims ( 4) clean and flat. Save the shims
for use when installing the pinion shaft housing. Ob-
The front and rear differential assemblies are serve that the shims have holes provided for the
identical. forcing screw and dowel holes.
Group 150 5C-30
Page2 POWER TRANSMISSION UNITS
DIFFERENTIAL

Disassembly and Assembly
1. Remove seal retainer housing ( 1) from pm1on
shaft housing (7) and inspect oil seal (2). The
lip of the seal faces inward.
2. Straighten lock (6) and remove two nuts (4)
and (5).
NOTE
Oil seal (2) can be replaced without removing
pinion shaft housing (7) from differential.

3. Press shaft (3) out of housing (7).

4. Remove bearing cone (8) from housing (7).
5. Remove bearing cone (9) from shaft (3).

uom
PINION SHAFT OIL SEAL
(Earlier Machine)
I-Retainer housing. 2-Seal.

NOTE
On later machines, retainer (I) and seal (2) are
replaced by a new retainer and two seals. The
spring-loaded leather lip of the outer seal (A)
PINION SHAFT AND BEARING
faces out. The spring-loaded synthetic rubber
3-Pinion shaft. 9-Bearing cone.
lip of the inner seal (B) points inward toward
the bearing.
6. Remove the bearing cups (10) and (11).

RETAINERS AND SEALS

2-Seal. A-Leather lip seal. B-Synthetic rubber lip seal.

BEARING CUPS
ID-Bearing cup. 11-Bearing cup.

Pinion Bearing Installation and Adjustment

PREPARING TO REMOVE PINION SHAM'
3-Pinion shaft. 4-Nut. 5-Nut. 6-Lock. 7-Pinion shaft
housing. 8-Bearing cone.
When assembling the pinion shaft housing, it is
necessary to preload the pinion shaft bearings. Pre-
loading is accomplished by tightening nut (3).
The amount of preload is determined by measur-
ing the torque required to rotate pinion shaft (4). For
correct torque value, see the SPECIFICATIONS.
Install bolt (1) in the pinion shaft. Using torque
wrench (2), rotate the pinion shaft. Adjust nut (3)
until desired torque reading is obtained.
Install the lock and locknut (3) on the pinion shaft
and lock securely. Recheck preload on the bearings.
 5C-30 Group 150
POWER TRANSMISSION UNITS Page3
DIFFERENTIAL

3. Remove the bolts securing differential housing

(2) to axle housing (4).

4. Using two ½" - 13 NC forcing screws, separate

the differential housing from the axle housing
and lift out the differential assembly.

Htl16

CHECKING BEARING PRELOAD

1-1" - 14 NF - 2" long bolt. 2-Torque wrench. 3-Nut.
4-Pinion shaft.

T40318
DIFFERENTIAL REMOVAL
REMOVING REAR AXLE
Removal of the differential is similar for both front
and rear axles. The front differential will be used for
CAUTION
purposes of discussion.
The ring gear flange of the differential is in-
1. Remove the entire axle housing assembly from stalled on the same side as dowel (5). Failure
the machine. See the topic, FRONT AXLE to install the differential correctly will result in
HOUSING REMOVAL. incorrect direction of wheel rotation.

2. Slide axles (3) out of front axle housing (4) far

enough to clear the differential. See topic, DIFFERENTIAL DISASSEMBLY AND ASSEMBLY
FRONT AXLE REMOVAL AND INSTALLATION.
The differentials at the front and rear of the ma-
chine are identical.
1. Remove the pinion shaft housing. See the topic,
PINION SHAFT AND HOUSING REMOVAL.

CAUTION
Caps (2) must be installed in the same position
in which they were machined. Use marks (3)
and (4) to insure correct installation of caps.

REMOVING DIFFERENTIAL
(Earlier Machine Illustrated)
1-1" eyebolt. 2-Differential housing. 3-Axle.
4-Axle housing. 5-Dowel.

NOTE
When removing the rear axles, remove the PREPARING TO REMOVE CARRIER FROM HOUSING
wheel, steering knuckle, and axle as a unit. I-Bolts (four). 2-Caps (two). 3-Mark. 4-Mark.
Group 150 5C-30
Page4 POWER TRANSMISSION UNITS
DIFFERENTIAL

2. Remove bolts (1) and caps (2). 6. Remove thrust washer (9) and side gear (10).
3. Remove the differential, using a hoist. 7. Remove spider (11), pinions (12) and thrust
washers (13), which make up spider assembly.
NOTE
The differential can be disassembled without
removing the bevel gear or carrier bearing
cones (5). Remove the bevel gear as outlined in
the covering topic, if it is to be replaced.

4. Pull the carrier bearing cones (5) as shown, if

they are scored or damaged, using an 8B7548
Push Puller, 8B7551 Bearing Pulling Attachment,
7F9540 Hydraulic Puller and a 2¾" diameter
spacer, 3" long. r• am

5. Remove nuts (6) and separate the two sections GEAR REMOVAL
9-Thrust washers (two). IO-Side gear.
of differential case (7) and (8).

8. Remove side gear (14) and its thrust washer.

9. Inspect the pinions (12) and side gears (10) for

nicks, checks or cracks.

NOTE
On earlier machines, the pinions (12) contain
sleeve-type bearings.

10. Replace pinion or side gear thrust washers (13)

and (9) as sets, not individually.

11. Lubricate all parts with a thin coat of transmis-

sion lubricant as they are assembled.

12. Assemble parts in reverse order of disassembly.

REMOVING CARRIER BEARING CONE 13. Insert a splined axle shaft into either side gear
5-Bearing cone. and rotate. The gears should rotate freely.

CAUTION
Assemble the case in same position in which it
was machined. Match marks are provided on
both case sections.

SPIDER REMOVAL
11-Spider. 12-Pinions (four). 13-Thrust washers (four).

14. Remove the shaft.

15. Install bevel gear.

CARRIER DISASSEMBLY
6-Nuts. 7-Case. 8-Case. 16. Install bearing cones (5).
 5C-30 Group 150
POWER TRANSMISSION UNITS Page5
DIFFERENTIAL

rum
GEAR REMOVAL
14-Side gear.

DIFFERENTIAL BEARING ADJUSTMENT

The differential bearings must be preloaded at
assembly.
Bearing preload is determined by measuring the
torque required to rotate the differential in its bear-
ings. See the SPECIFICATIONS, for the correct
torque value.
Using an 8B7554 Bearing Cup Pulling Attachment
(2) and a torque wrench (3), determine the torque
required to rotate the differential.
Tighten adjusting nuts (I), located on either side
of the differential, until the desired torque reading
is obtained.

CHECKING BEARING PRELOAD

I-Adjusting nut. 2-8B7554 Bearing Cup Pulling
Attachment. 3-Torque wrench.

After the pinion shaft and housing have been in-

stalled, adjust the backlash as outlined in the topic,
BEVEL GEAR AND PINION SETTING.
 NOTES
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 SC-30 Group 160
POWER TRANSMISSION UNITS Page 1
FINAL DRIVE

Final Drive l. Remove the plug (2) and drain the lubricant.
OPERATION 2. Remove the bolts (1).
The final drives inside each of the four wheels
are similar in design and operation.
A final drive consists of a sun gear ( 4) attached
to the axle (5), a stationary ring gear (2) splined to
the hub (3), and three planet gears (6) mounted in
the carrier assembly (8). The carrier assembly is
bolted to the wheel assembly (1), the two rotating
as a unit.
When power is applied to the axle ( 5) and sun
gear (4), the planet gears (6) are forced to walk
around the inside of the stationary ring gear (2).
This causes the carrier assembly (8) and wheel as-
sembly (I) to rotate as a unit, thus moving the Trax-
cavator.
CARRIER REMOVAL
2 D Remove
3-Carrier. 4- ½" - 13 (NC) - 4" long forcing screw.

3. Remove the carrier (3), using two ½" - 13 (NC) -

4 4" long forcing screws (4) in the holes provided.

NOTE
When installing the carrier, tighten the bolts (1)
to the torque value given in the topic, SPECIFI-
CATIONS.
6

Disassembly and Assembly

1. Drive out the spring pins (4).

8
.t
FINAL DRIVE ( CROSS SECTION)
I-Wheel assembly. 2-Ring gear. 3-Hub. 4-Sun gear.
5-Axle. 6-Planet gear. 7-Spindle. 8-Carrier assembly.

CARRIER
Removal and Installation

CARRIER DISASSEMBLY
D Remove
I-Planet gear. 2-Planet gear shaft. 3-Thrust washer.
4-Spring pin. 5-Thrust washer.

PREPARING TO REMOVE CARRIER

2. Using a soft drift, remove the planet gear shafts
D Remove (2). Examine the O-ring seal provided on each
I-Bolt. 2-Plug. shaft and replace if damaged.
Group 160 5C-30
Page2 POWER TRANSMISSION UNITS
FINAL DRIVE

3. Remove the planet gears (1). Each planet gear 3. Remove the lock (5) and remove the nut (1),
contains two caged roller bearings and is pro- using a 5M5355 Tubular Spanner Wrench.
vided with a thrust washer (5) on each side of
4. Remove the ring gear (3) and hub (6) as a unit.
the planet gear.
5. Remove the plates (7) and separate the ring
4. Examine the thrust washer (3) and replace it if gear and hub.
worn. The thrust washer is held in place by
staking at two or three equally spaced positions 6. Inspect the bearing (8) and replace if damaged
around the thrust washer. or worn.
7. When reinstalling the ring gear and hub, adjust
RING GEAR the wheel bearings as outlined in the topic,
WHEEL BEARING ADJUSTMENT.
Removal and Installation
1. Support the wheel and tire securely, using a
suitable hoisting device.
2. Remove the lock ring (4), sun gear (2), and the
thrust washer located behind the sun gear.

PREPARING TO REMOVE RING GEAR

D Remove
I-Nut. 2-Sun gear. 3-Ring gear. 4-Lock ring. 5-Lock. 6-Hub.

NOTE
The thrust washer is a combination steel and
bronze washer. It is installed with the steel side
toward the sun gear (2).

RING GEAR AND HUB

D Remove
3-Ring gear. 6-Hub. 7-Plate. 8-Bearing.
 SC-30 Group 170
POWER TRANSMISSION UNITS Page I
AXLES AND WHEELS

Axles and Wheels NOTE

The seal is installed with the lip pointed toward
AXLES
the wheel bearing.
For information on the removal, disassembly, as-
sembly and installation of the rear axle and other
related parts, see the topic, STEERING.

Front Axle Removal and Installation

The front axle should be removed only if it is worn
or damaged, or in preparation for differential re-
moval, or spindle seal replacement. The final drives
can be serviced with the axle in place.

Remove the final drive carrier as outlined in the

topic, CARRIER REMOVAL.

Slide the axle (2) out the axle housing and the SEAL AND WHEEL BEARING
spindle (1). Be careful not to damage the seal in 1-Seal. 2-Wheel bearing.
the spindle. Examine the outer bearing race (3) and replace
if worn or damaged.

REMOVING FRONT AXLE

I-Spindle. 2-Axle.

CAUTION
BEARING RACE
When installing the axle, insert the axle care-
3-0uter bearing race.
fully to avoid damaging the seal in the spindle.
Bearing Adjustment
WHEELS Remove the final drive carrier. See the covering
Removal and Installation topic.

1. Raise and support the front of the machine.

2. Remove the final drive carrier, ring gear, and

hub as outlined in the covering topics.

3. Slide the wheel off the spindle. Be careful not to

damage the seal and wheel bearings.

4. After installing the wheel, adjust the wheel

bearings as outlined in the topic, WHEEL BEAR-
ING ADJUSTMENT.

Disassembly and Assembly

Examine the seal (I) and inner wheel bearing (2)
and replace if damaged. The seal and bearing can WHEEL BEARING ADJUSTMENT
be removed by using a soft drift. 1-Lock. 2-Adjusting nut.
Group 170 SC-30
Page2 POWER TRANSMISSION UNITS
AXLES AND WHEELS

Using driver and socket wrench (3), extension (4),

wrench (5) and wrench (6), tighten nut (1) to a
torque value of 500-600 lb. ft., while rotating the
wheel.

PREPARING TO REMOVE FRONT SPINDLE

D Remove
ADJUSTING WHEEL BEARINGS 1-Bolt. 2-Oil groove. 3-Spindle. 4-Spacer.
5-Brake assembly.
3-8F4678 Adapter Driver and l" socket wrench.
4-8F4677 Extension. 5-8F4675 Torqometer Wrench.
6-SM5355 Spanner Wrench (modified),

Tighten nut (1) to the nearest slot for installation

of lock (2). The final torque for nut (I) is 500-800 lb.
ft., therefore, lock (2) can be turned end for end to
permit a minimum advancement of nut (1) to the
nearest slot without danger of overtightening the
nut (I).
NOTE
The 5M5355 Spanner Wrench (6) can be modi-
fied as illustrated for this application.

FRONT SPINDLE SEALS

6-Seal. 7-O-ring seal.

CAUTION
When installing the spindle (3) the oil groove
(2) must be on top. The spacer (4) must be in-
stalled with the drain hole at the bottom. Be
certain the hole is open and on the bottom. The
brake assembly (5) is installed with the wheel
hydraulic brake cylinder at the top.

MODIFIED SPANNER WRENCH

6-SM5355 Spanner Wrench.
FRONT SPINDLES
Removal and Installation
1. Remove the wheel as outlined in the topic,
WHEEL REMOVAL AND INSTALLATION.
2. Remove the bolts (I).
3. Remove the brake assembly (5), spacer (4), and
spindle (3).
4. Examine the seal (6) and O-ring seal (7) and re-
place if damaged. The lip of the seal (6) points
inward toward the differential housing.
5. Tighten the nuts on the spindle-to-axle-housing
bolts (I) to the torque value as given in the
SPECIFICATIONS.
FRONT AXLE HOUSING
The front axle housing, differential, and wheel as-
semblies can be removed as a unit from the ma-
chine.
Removal
1. Raise the bucket and block the lift and tilt cylin-
der arms with support blocks, as outlined in
the topic, SUPPORTING LIFT ARMS.
 SC-30 Group 170
POWER TRANSMISSION UNITS Page3
AXLES AND WHEELS

8. When installing the front axle housing tighten

the nuts on the bolts (4) to the torque value
given in the topic, SPECIFICATIONS.

SUPPORTING BUCKET
I-Support blocks.

REMOVING FRONT AXLE HOUSING

2. Drain the lubricant from the differential.
3. Attach a suitable hoisting device to the ma-
chine frame and block the rear wheels securely.
4. Disconnect the front drive shaft (2) from the front
differential as outlined in the topic, DRIVE
SHAFT REMOVAL.
5. Disconnect the brake hydraulic line (3).
6. Remove the eight bolts (4) securing the front
axle housing to the frame.
7. Support the pinion shaft housing with a hydrau-
lic floor jack. Raise the front of the machine
high enough to allow the front axle housing to
be rolled out from under the machine as illus-
trated.

WARNING
Support the front of the machine with ade-
quate blocking after removing the front axle
housing.

PREPARING TO REMOVE FRONT AXLE HOUSING

D Remove • Disconnect

2-Drive shaft. 3-Brake line. 4-Bolt.

 NOTES
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POWER TRANSMISSION UNITS
STEERING
Steering
OPERATION
The steering gear is of the single stud cam and
lever type. A hydraulic booster cylinder (2) is used in
the linkage between the steering gear and the inter-
mediate bellcrank to add hydraulic power to the
system.
STEERING LINKAGE (SCHEMATIC SIDE VIEW)
1-Intermec:liate bellc:rank. 2-Hydraulic: booster cylinder.
3-Frame. 4-Link. 5-Steering arm. 6-Rod.
Steering effort is transmitted to the rear wheels
from the steering arm (5) through linkage consisting
of a link (4) which actuates the booster cylinder
valve (2). The booster piston rod (6) is fastened to
the frame (3). Movement of the booster cylinder is
transmitted from the intermediate bellcrank (1)
through the drag link (8) to the rear bellcrank (7)
and out the tie rods (10) to the rear wheels.
STEERING LINKAGE (SCHEMATIC TOP VIEW)
2-Hydraulic: booster cylinder. 3-Frame. 7-Rear bellc:rank.
8-Drag link. 9-Stops. 10-Tie rod. 11-Pressure
relief valve.
Stops (9) limit the travel of the steering arm.
Hydraulic pressure for the steering booster is sup-
plied by a vane type pump located under the
operator's seat. The steering booster pump (14) is
the second section of the hydraulic implement pump
(13). Both pumps are driven by the transmission oil
pump (12) drive shaft through a splined connection.
SC-30 Group 190
Pagel
The steering pump and hydraulic implement pump
operate from a common oil supply.
OIL PUMP LOCATION
12-Transmission oil pump. 13-Implement pump.
14-Steering booster oil pump.
A pressure relief valve (11) is mounted on the left
frame member and oil from the pump passes through
the relief valve body to the hydraulic steering boost-
er. If the pump pressure exceeds approximately 1200
PSI, the spring-loaded relief valve will open and the
excess oil will return to the supply tank. Oil return-
ing from the steering booster also passes back
through the valve body which acts as a connecting
manifold to the tank return line. Relief valve pres-
sure is adjustable.
Oil enters the steering booster at the inlet port (16)
and leaves the booster at the outlet port (15). Both
ports are located at the cylinder end. An external
tube (18) carries oil to the rod end. The ball stud
(17) connects the cylinder (2) to the link (4).
HYDRAULIC BOOSTER CYLINDER
2-Cylinder. 15-Outlet port. 16-Inlet port. 17-Ball
stud. 18-Tube.
The ball stud (17) is positioned in a sleeve (22)
which is attached to the spool valve (25). The sleeve
slides in the retainer (19). When the operator begins
to turn the steering wheel, the ball stud, sleeve and
spool valve move slightly. This slight movement
changes the position of the spool valve directing
Group 190 5C-30
Page2 POWER TRANSMISSION UNITS
STEERING

pressure oil to one end or the other of the booster

cylinder. When turning effort on the wheel is relaxed,
centering springs (23), position and hold the spool
valve in the centered position.

23 24 25 26 T51855
HYDRAULIC BOOSTER CYLINDER (SCHEMATIC)
15-Outlet port. 16-Inlet port. 17-Ball stud. 19-Retainer.
20-Check valve. 21-Rod. 22-Sleeve. 23-Centering springs.
24-Drilled passage in spool valve. 25-Spool valve,
26-Piston.

REMOVING STEERING WHEEL

With the valve centered, incoming pressure oil
enters the inlet port (16), flows through and around
0 Remove

the spool valve to the outlet port (15). In the cen- 1-Cover. 2-Nut. 3-Wheel.
tered position the valve allows pressure to be main-
tained on both sides of the piston (26). This cushions
STEERING GEAR
the steering and eliminates the possibility of shock
being transmitted to the steering wheel. Removal and Installation
When the steering wheel is moved for a left turn, 1. Remove floor plates that cover the steering gear
the ball stud (17) is moved toward the piston (26). and hydraulic filter (5).
This moves the spool valve forward and allows pres-
sure oil to enter the rod (21) end of the cylinder. Oil
from the piston end passes around the valve and
out the outlet port (15).

When the steering wheel is moved for a right turn,

the ball stud is moved toward the rear of the ma-
chine. This moves the spool valve to the rear and
allows pressure oil to enter the piston end of the
cylinder. Return oil, from the rod end, passes through
the drilled passage (24) in the spool valve and out
the outlet port (15).

In the event of a power failure, the check valve

(20) opens and allows oil to pass through allowing
the cylinder to be moved manually.

HYDRAULIC PUMP
For operation, removal and disassembly, see the
topic, HYDRAULIC PUMP in the TRAXCAVATOR PREPARING TO REMOVE STEERING GEAR
PORTION. 0 Remove • Disconnect
I-Direction linkage. 2-Guard. 3-Link. 4-Pressure line.
STEERING WHEEL 5-Filter housing.

Removal and Installation

Examine the tube and bearing assembly for ex-
cessive wear and replace if necessary.
Install in the reverse order of removal.
CAUTION
Cover the pressure line ( 4) and filter housing
(5) openings while the steering gear is removed
from the machine.
 SC-30 Group 190
POWER TRANSMISSION UNITS Page3
STEERING

NOTE
Fasten the steering booster in place before re-
moving the steering gear (10).

PREPARING TO DISASSEMBLE THE STEERING GEAR

0 Remove
1-Plug. 2-Plug. 3-Cover.

REMOVING STEERING GEAR

0 Remove • Disconnect _
&-Bracket. 7-Bracket. 8-Linkage. 9-Bracket.
IO-Steering gear.

2. Disconnect the link (8) and remove the steering

arm located between the frame and fuel tank.
3. Remove the bolts which fasten the steering gear
shaft housing to the dash and remove the steer-
ing gear as a unit. REMOVING THE LEVERSHAFT ASSEMBLY

4. Install in the reverse order of removal.

0 Remove
4-Cover. 5-Levershaft assembly.
5. After the steering gear has been installed on
the machine, turn the steering wheel from ex-
treme right to left and back to center. Install the
steering arm vertically on the end of the lever
shaft. Tighten the nut to the value listed in the
topic, SPECIFICATIONS.

NOTE
See the topic, STEERING ADJUSTMENT. REMOVING THRUST ASSEMBLY

Disassembly and Assembly
1. Drain the oil by removing the lower plug (2).
The upper plug (1) is to be used when filling the
steering gear with lubricant.
2. Remove levershaft assembly (5) by tapping the
shaft end with a soft hammer.
3. Inspect all bearings and seals for wear or dam-
age and replace as necessary.
D Remove
&-Bearing. 7-Washer. 8-Plate. 9-Washer. IO-Bearing.
11-Washer. 12-Washer. 13-Lock. 14-Nut.
NOTE
If the cam assembly is damaged, the steering
wheel must be removed in order to remove the
cam and shaft assembly. See the topic, STEER-
ING WHEEL REMOVAL.
Group 190 SC-30
Page4 POWER TRANSMISSION UNITS
STEERING

4. Install the follower (24) in the levershaft assem-

bly (5) with a slight preload. The preload must
not prevent the follower from rotating in the
lever. Lock securely.

LEVERSHAFT AND FOLLOWER

REMOVING CAM AND STEERING TUBE ASSEMBLY
D Remove
15-Tube. 16-Cover. 17-Housing. 18-Shaft.
5-Levershaft assembly. 24-Follower.
5. Assemble the gear in the reverse order of dis-
assembly. Replace all gaskets.
6. Assemble the thrust bearing assembly with a
slight preload. Make sure there is no bind on the
thrust washers and lock securely.
7. Install on the Traxcavator as described in the
topic, REMOVAL AND INSTALLATION.

NOTE
See the topic, STEERING ADJUSTMENT.

STEERING BOOSTER
The steering booster is fastened to the underside
THUS 21 of the left frame rail.

BEARING LOCATIONS Removal and Installation

19-Bearing. 20-Bearing. 21-Bearing.

BEARING AND SEAL LOCATION STEERING BOOSTER REMOVAL

22-Seal. 23-Bearing.
0 Remove • Disconnect
1-Nut. 2-Hose. 3-Link. 4-Extension.
NOTE
Install the lip-type seal (22) with the lip to- 1. Remove the nut (1) which fastens the booster
ward the bearing. at the front and disconnect the link (3).
 SC-30 Group 190
POWER TRANSMISSION UNITS PageS
STEERING

2. Disconnect the two hydraulic hoses (2) at the 3. Remove the stay bolts (4) which fasten the cylin-
pressure relief valve and disconnect the exten- der (8) to the body (7) and remove the cylinder,
sion (4) which is fastened to the intermediate and rod assembly (10).
bellcrank. 4. Remove the cap (11), packing (12), spacer (13)
3. Remove the booster cylinder. and the piston and rod assembly from the cylin-
der (8).
NOTE
Oil may spill from the hydraulic hoses. Cover all
openings in the hydraulic system while the
booster is removed from the machine.
4. Install the booster in the reverse order of re-
moval.
5. Bleed the hydraulic system as described in the
Operator's Lubrication Instructions. The steer- REMOVING THE CAP AND ROD ASSEMBLY
ing wheel must be worked from side to side un- 8-Cylinder. 10-Rod assembly. 11-Cap. 12-Packing.
til all air is bled out of the system. 13-Spacer.

NOTE 5. Remove the ball stud (21) and seats (20) and
Tighten the booster extension on the intermedi- (22), and separate the body (7) from the retainer
ate bellcrank and the link to the ball stud to the (24) as shown.
value listed in the topic, SPECIFICATIONS.

Disassembly and Assembly

1. Remove the flexible hoses (2) and the cylinder
link (I).

HYDRAULIC STEERING BOOSTER

D Remove
PREPARING TO DISASSEMBLE THE HYDRAULIC 6-Tube. 8-Cylinder. 9-Nut. 14-Ring. 15-Plug. 16-Spacer.
STEERING BOOSTER 17-Sleeve. 18-Nut. 19-Seal. 20-Seat. 21-Ball stud.
D Remove 22-Seat. 23-O-ring seal.

1-Link. 2-Hoses. 3-Bolt. 4-Staybolt. 5-Nut. CAUTION

When the retainer is removed from the body, be
2. Remove the bolt (3) and turn the ir:ame bracket careful not to damage the spool (25).
ball stud off the rod. (See covering topic for dis-
assembly and assembly of frame bracket ball
stud.)

REMOVING THE CYLINDER AND ROD ASSEMBLY

D Remove REMOVING THE RETAINER FROM THE BODY
6-Tube. 7-Body. 8-Cylinder. 9-Nut. 10-Rod assembly. 7-Body. 24-Retainer. 25-Spool.
Group 190 SC-30
Page6 POWER TRANSMISSION UNITS
STEERING
6. Remove the spool with attached springs, seals
and retainers from the retainer.
7. Inspect each disassembled part for excessive
wear, scratches, cracks or pitting and replace as
necessary.
NOTE
Check spool valve lands and bore for scoring.
If the valve is damaged or worn, replace the
spool. Do not try to touch up the valve spool.
This practice will result in poor booster perform-
ance and probable creeping of the piston rod.
8. Reassemble in the reverse order of disassembly.
Replace all seals, wipers and packing through-
out the booster.
NOTE
Lubricate 0-ring seals with liquid soap or light
grease to facilitate assembly.
Make certain that a cotter pin is used to anchor
the nut which retains the piston.
9. Install the back-up rings (26) and (28) in the
groove on the stem of the spool (25) with their
rough sides against the 0-ring seal (27).
T41318 26 28
INSTALLING SEALS ON SPOOL
25-Spool. 26-Ring. 27-0-ring seal. 28-Ring.
10. Assemble the washer, inner spring (small) and
retainer on the stem of the spool.
CAUTION
Use shim stock or stiff paper to avoid cutting
the 0-ring seal when installing the retainer.
11. Install the sleeve (17) in the retainer (24), place
the washer over the spool stem and start the
nut (18) on the spool.
NOTE
Make sure the ball stud opening is in the correct
relation to the steering arm link.
12. Screw the centering nut on the valve stem ap-
proximately seventeen turns, This should leave
about three threads showing.
13. Tighten the stay bolts to the value listed in the
topic, SPECIFICATIONS.
14. Adjust the booster as outlined in the topic, AD-
TUSTMENT.
NOTE
Adjustments may be made before assembling
the ball stud.
15. Tighten the bolt (3) which clamps the frame
bracket ball stud to the rod to a torque of 21 - 25
lb. ft.
16. Tighten the plug in the ball stud until it bottoms.
Then back it off until the key lines up. Install
the key and snap ring.
Adjustment
I. With the oil pump at full delivery rate and the
control ball stud in the neutral position, there
should be no piston rod movement. Move the
ball stud in either direction to extend or retract
rod. Release the ball stud to stop rod travel
short of complete stroke. If rod creeps, read-
justment of the control valve is necessary.
SPOOL ADJUSTMENT
I-Spool stem. 2-Adjusting nut. 3-Sleeve.
2. To center the valve, operate the pump at 1200
RPM. Insert a screwdriver in position in the slot
in the spool stem (1). Hold the center nut (2)
firmly in position. Turn the spool clockwise to
retract or counterclockwise to extend the rod.
The spool is centered when the rod does not
creep in either direction.
3. Center the piston at mid-point of travel. With
booster lines open to flow, adjust the rod pack-
ing nut so that a maximum of 50 pounds pres-
sure is required to move the rod in either direc-
tion of travel.
 SC-30 Group 190
POWER TRANSMISSION UNITS Page7
STEERING

FRAME BRACKET BALL STUD

Disassembly and Assembly

REMOVING PRESSURE RELIEF VALVE

(Seat, Crossmember and Fioorplates Removed for Clarity)
• Disconnect
I-Pressure relief valve. 2-Hoses. 3-Lines.

Disassembly, Assembly and Adjustment

DISASSEMBLING FRAME BRACKET BALL STUD
D Remove
I-Cotter pin. 2-Piug. 3-Spring. 4-Seat. 5-Ball stud.
&-Spring. 7-Shield and cover. 8-Seat.
Inspect all parts for excessive wear and replace as
necessary.
Assemble in the reverse order of disassembly.
Examine the valve (3) for excessive wear or
scratches and replace if necessary.
To adjust the pressure relief valve, remove the
acorn nut (7) and loosen the nut (6).
Turn the screw (5) in to increase the pressure or
out to decrease the pressure. Adjust to obtain the
pressure as given in the topic, SPECIFICATIONS.
Retighten the nut and install the acorn nut.

Tighten the plug (2) until it is snug and then back

off to align cotter pin.

PRESSURE RELIEF VALVE

The pressure relief valve (I) is located under the
seat on the left side of the machine. Access to the
valve is gained by tilting the seat forward.

Removal and Installation

1. Disconnect the hoses (2) and the lines (3) from
the pressure relief valve (1).

2. Remove the two bolts which fasten the valve to
the frame and remove the valve.
CAUTION
Cover all openings while the valve assembly is
removed from the machine.
3. Install in the reverse order of removal.
PRESSURE RELIEF VALVE DISASSEMBLY
D Remove
I-Housing. 2-Seat. 3-Valve. 4-Spring. 5-Screw.
6-Nut. 7-Acorn nut.
INTERMEDIATE BELLCRANK
The intermediate bellcrank is fastened to the left
frame rail just in front of the left rear wheel.
Group 190 SC-30
Page8 POWER TRANSMISSION UNITS
STEERING

Removal and Installation Tighten all tapered link connections to the

torque listed in the topic, SPECIFICATIONS.

PREPARING TO REMOVE INTERMEDIATE BELLCRANK

INTERMEDIATE BELLCRANK
D Remove • Disconnect 8-Bearings. 9-Seals. 10-Frame.
1-Clamp bolts. 2-Cover. 3-Booster extension.
4-Drag link.
DRAG LINK
Check the bearings (8) and seals (9) for undue The drag link transmits the steering effort from the
wear and replace as necessary. intermediate bellcrank to the rear bellcrank.

Removal
Remove the cotter pin (I) and partially unscrew
the plug (2).
Move the the drag link (3) until the end of the drag
link can be lifted off the ball stud on the rear bell-
crank (4).
Remove the front end of the drag link in the same
manner.

REMOVING BELLCRANK PIVOT PIN

D Remove
5-3/a" - 16 (NC) eyebolt. 6-Pivot pin. 7-Groove.

Install in the reverse order of removal. Make sure

that the grooves (7) line up with the bolt holes in
the bellcrank to allow the bolts to clear the pivot pin.

NOTE REMOVING DRAG LINK

Install the lip-type seals (9) with the lip toward D Remove
the bearings (8). 1-Cotter pin. 2-Plug. 3-Drag link. 4-Rear bellcrank.

POWER TRANSMISSION UNITS
STEERING
Disassembly and Assembly
1. Remove the plug (6), raise the opposite end of
the drag link (I) and let the remaining parts
slide out.
2. To assembly the front end of the drag link, in-
stall seat (2) into the drag link with the cupped
side facing out.
3. Install the seat (3) with the cupped end facing
in.
4. Insert the spring (4) against the seat (3) and
insert the spacer (5) with the flat portion next to
the plug (6).
5. Install the plug (6).
FRONT END OF DRAG LINK
1-Drag link. 2-Seat. 3-Seat. 4-Spring. 5-Spacer.
6-Plug.
NOTE
The rear end of the drag link uses the same
parts but they are assembled in a different
order.
6. To assemble the rear end of the drag link, first
insert the spacer (5) with the small diameter
portion toward the outside of drag link (I).
7. Insert the spring (4).
8. Install seats (2) and (3) with cupped surfaces
facing each other and install plug (6). The ball
of the steering arm will go in between the
cupped surfaces of the seats (2) and (3).
REAR END OF DRAG LINK
I-Drag link. 2-Seat. 3-Seat. 4-Spring. 5-Spacer.
6-Plug.
Adjustment
After the drag link is installed on the steering arm,
tighten the plug until it bottoms on the seat with the
5C-30 Group 190
Page9
spring compressed. Back the plug off one eighth turn
then back off further until the cotter pin holes line up
and install the cotter pin.
REAR BELLCRANK
The rear bellcrank is located at the rear of the
machine between the counterweight and the rear
differential. It transmits the steering effort from the
drag link to the tie rods.
Removal
BELLCRANK REMOVAL
D Remove • Disconnect
I-Tie rod. 2-Tie rod. 3-Drag link. 4-Bolt.
5-Bellcrank and bracket.
Disconnect the tie rods (I) and (2), the drag link
( 3) (see the covering topic), remove the seven bolts
(4) and remove the bellcrank and bracket (5) as an
assembly.
Disassembly and Assembly
NOTE
When installing the original bearings (8), re-
place the original shim pack (7).
1. Inspect bearings (8), bearing races (II) and
seals (12) for undue wear or damage. Replace
as necessary.
2. Install the seals with the lip facing the bearing.
Both seals are located in the center side of the
bearing bore.
3. Align the notches in the pivot pin with the bolt
holes in the bellcrank and tighten the bolts (2)
securely.
Group 190 SC-30
PagelO POWER TRANSMISSION UNITS
STEERING
PREPARING TO REMOVE PIVOT PIN
D Remove
I-Cover. 2-Bolts. 3-Cover.
BEARING HOUSING DISASSEMBLY
D Remove
4-Bolt. 5-Lock. 6-Retainer. 7-Shims. 8-Bearing. 9-Pivot
pin. ID-Bracket. 11-Bearing race. 12-Seal.
PRELOADING BELLCRANK BEARINGS
13-Depth micrometer. 14-Block.
4. When installing new bearings in the bellcrank
housing, it is necessary to preload the bearings.
After the bellcrank has been fastened securely
to the pivot pin, insert the bearing, retainer,
lock and bolt on the lower end of the pivot pin
and tighten the bolts.
5. Set the assembly in an upright position and
place a block (14) under the retainer bolts. In-
sert the upper bearing and tap in place with a
soft hammer.
6. With a depth micrometer (13) measure the
space between the end of the pivot pin and
bearing. Install a shim pack .005" less than the
measured depth. Tighten the retainer in place.
BELLCRANK SOCKETS
One end of each tie rod is fastened to a socket
assembly on the bellcrank. The tie rods have a
socket assembly on the outboard end only.
Disassembly and Assembly
DISASSEMBLY OF BELLCRANK SOCKET
0 Remove
I-Snap ring. 2-Plug. 3-Spring. 4-Seat. 5-Stud.
6-Boot. 7-Bearing.
WARNING
When the snap ring is removed parts may be
thrown from the socket assembly with great
force.
Inspect all parts and replace as necessary. Assem-
ble in the reverse order of disassembly using an
8B7548 Push Puller with 8B7550 Legs, an 8H663
Bearing Pulling Attachment and an 8B7560 Step
Plate to hold the plug in place while installing the
snap ring.
NOTE
Tighten all tapered link connections to the
torque listed in the topic, SPECIFICATIONS.

POWER TRANSMISSION UNITS
STEERING
ASSEMBLING BELLCRANK SOCKET
TIE RODS
There are two tie rods, each consisting of a rod
(3) and (4), and socket (I) and (2). The rod is thread-
ed into the socket and locked with clamp bolts.
1 With a C-clamp or vise, compress the spring (2)
\Jr
141243
TIE RODS
I-Socket. 2-Socket. 3-Tie rod. 4-Tie rod.
Removal and Disassembly
The stud bolt (4) is tapered near the upper end
and seats against a spherical tapered seat (5), there
forming a bearing between the stud bolt and seat.
The stud bolt and seat are held in close contact with
each other by a concave-shaped seat (9) which with
the spring (2), plug (8) and lock (I) maintain a firm
contact between the stud bolt (4) and seat (5) thus
providing an automatic adjustment for wear. The
seat (5) is held in place by rivet (II) which prevents
the seat from rotating within the socket housing (10).
The retainer (3) prevents lubricant from leaking out
of the socket housing (10).
5C-30 Group 190
Page II
The washer (12), dust cover (6), and shield (13) is
held in place by the spring (7) tension against the
steering arm after the socket is installed on the
machine.
2 3 4 6 7
8 9 10 11 12 13 T 28024
TIE ROD SOCKET CROSS-SECTION
I-Lock. 2-Spring. 3-Retainer. 4-Stud bolt. 5-Seat. 6-Dust
cover. 7-Spring. 8-Plug. 9-Seat. IO-Socket housing.
11-Rivet. I2-Washer. I3-Shield.
by pushing against the plug (8) until there is suffi-
cient clearance for removal of the lock (I). The stud
bolt (4) and seat (5) can then be removed from the
housing (10). If the seat (5) is rough or scored it
should be replaced.
Assembly and Installation
If the seat ( 5) has been replaced, be sure that the
head of the rivet (l l) is below the surface of the
seat, before installing the stud bolt ( 4). Install the
retainer (3), seat (9), spring (2) and plug (8) and
compress with a C-clamp or vise until there is clear-
ance for the installation of the lock (I).
EXPLODED VIEW OF TIE ROD SOCKET
I-Lock. 2-Spring. 3-Retainer. 4-Stud bolt. 5-Seat. 6-Dust
cover. 7-Spring. 8-Plug. 9-Seat. IO-Socket housing.
II-Rivet. I2-Washer. I3-Shield.
Install the washer (12), dust cover (6), shield (13)
and the spring (7) over the end of the stud bolt (4)
before tightening the stud bolt in the steering arms.
Group 190 5C-30
Page 12 POWER TRANSMISSION UNITS
STEERING

NOTE 5. Remove the spindle and housing as a unit.

Tighten all tapered link connections to the
torque listed in the topic, SPECIFICATIONS.
REAR SPINDLE AND HOUSING
Removal and Installation
1. Raise the rear of the machine and block up se-
curely under the rear axle housing. Block the
front wheels.
2. Remove the final drive and wheel assembly as
outlined in the covering topics.
6. When installing the housing, pack the trunnion
bearings with the proper lubricant. See the
Operator's Lubrication Instructions.
7. Adjust the trunnion bearings as outlined in the
topic, TRUNNION BEARING ADJUSTMENT.
Trunnion Bearing Adjustment
Install shims (1) and (3) under the upper and low-
er trunnions (2) and (5) such that the housing (4)
will rotate freely with .000" - .001" end clearance.

PREPARING TO REMOVE REAR SPINDLE AND HOUSING

STEERING KNUCKLE
0 Remove • Disconnect (CROSS-SECTION)
1-Shims. 2-Upper trunnion. 3-Shims. 4-Housing.
1-Brake hose. 2-Trunnion. 3-Seal. 4-Tie rod socket. 5-Lower trunnion.
5-Housing. 6-Trunnion.

The total thickness of the shims (1) must equal the

3. Support the housing (5) with a suitable lifting thickness of the shims (3).
device.
Disassembly and Assembly
4. Mark the trunnions (2) and (6) and remove the
bolts securing the trunnions to the housing. 1. Remove the bolts (1) and spindle (2).

NOTE
Shims are provided under each trunnion. Per-
teet the shims from dirt or damage.

REAR SPINDLE REMOVAL

0 Remove
REMOVING SPINDLE AND HOUSING 1-Bolt. 2-Spindle. 3-Seal. 4-Bearing.
 SC-30 Group 190
POWER TRANSMISSION UNITS Page 13
STEERING

Examine the seal (3) and bearing (4) and replace 4. Lift the axle (2) out, taking care to avoid dam-
if worn or damaged. The lip of the seal points to- aging the seal in the knuckle (1).
ward the bearing (4).

CAUTION
Removing the Axle from the Universal Joint

The spindle (2) must be installed with the oil
groove (5) at the top.
The brake assembly must be installed with the
wheel hydraulic brake cylinder at the top.
On later machines the axle shaft (2) is held in the
inner race of the universal joint assembly (3) by a
retainer ring (I) on the outer end of the axle shaft.

SPINDLE OIL GROOVE

FIG. I AXLE SHAFT AND UNIVERSAL JOINT
5-0il groove.
I-Retainer ring. 2-Axle shaft.
3-Universal joint assembly.
REAR AXLE
Removal and Installation 1. To remove, place the axle shaft (2) in a vise as
1. Remove the final drive carrier, ring gear, hub, shown in Fig. 1.
and wheel as outlined in the covering topics.
2. Remove the fender as outlined in the covering
topic.
3. Remove the spindle and housing as outlined in
covering topic.

FIG. 2 REMOVING AXLE SHAFT FROM

UNIVERSAL JOINT
3-Universal joint assembly.

REMOVING REAR AXLE

I-Knuckle. 2-Axle.
2. Pull on the universal joint assembly (3) and ap-
ply a sharp blow to the inner race of the joint
CAUTION assembly as shown in Fig. 2. This will compress
When installing the axle, pack the knuckle and the retainer ring on the end of the axle shaft
trunnion bearings with ball and roller bearing and permit the joint assembly to slide off the
lubricant. axle shaft.
Group 190 SC-30
Page 14 POWER TRANSMISSION UNITS
STEERING

NOTE 2. After the balls have been removed, locate the

two elongated holes in the cage (I) and rotate
On earlier machines the axle shaft (2) is secured
the cage and inner race (2) as a unit and re-
in the universal joint (3) by a snap ring (4)
move them from the joint.
which expands into a groove in the outer end of
the bearing inner race. Fig. 3.

3. To remove, place the universal joint (3) in a vise

as shown in Fig. 3.

REMOVING CAGE AND INNER RACE

I-Cage. 2-Inner race.

FIG. 3 REMOVING AXLE FROM THE
UNIVERSAL JOINT
2-Axle shaft. 3-Universal joint. 4-Snap ring.
5-Snap ring pliers.
4. Expand the snap ring (4) with a pair of snap
ring pliers ( 5).
5. Remove the axle shaft (2).
3. Remove the inner race (2) from the cage (I) by
rotating the race in the cage and placing one of
the projecting lugs of the race in the elongated
slot of the cage, then roll the inner race out of
the cage.

Universal Joint Disassembly

DISASSEMBLING UNIVERSAL JOINT

I-Cage. 2-Inner race.

Assembling the Universal Joint

DISASSEMBLING UNIVERSAL JOINT
I-Cage. 2-Inner race. 3-Ball.
1. Remove the balls (3) from the joint by rotating
the cage (I) and inner race (2) as necessary.
1. Assemble the inner race and cage in the uni-
versal in the reverse order of disassembly.
2. The snap ring groove (2) of the inner race (4)
on earlier machines must face out after the in-
ner race and cage ( l) have been installed in
the universal joint.

POWER TRANSMISSION UNITS
STEERING
3. The balls (3) can be installed in the cage by ro-
tating both the cage ( 1) and the inner race ( 4)
as necessary.
4. The axle shaft can now be inserted in the uni-
versal joint.
ASSEMBLING UNIVERSAL JOINT
1-Cage. 2-Snap ring groove. 3-Ball. 4-lnner race.
STEERING KNUCKLE
Removal and Installation
Remove the final drive rear wheel axle, spindle
and housing and the axle as outlined in the covering
topics.
Remove the nuts securing the steering knuckle (2)
to the axle housing (I) and remove the steering
knuckle. Use 5/a" - 11 (NC) - 2½" long forcing screws
in the tapped holes provided.
NOTE
Mark the axle housing and steering knuckle to
insure that the steering knuckle will be rein-
stalled properly.
REMOVING STEERING KNUCKLE
1-Axle housing. 2-Steering knuckle. 3-Retainer and
seal assembly.
SC-30 Group 190
Page 15
The retainer and seal assembly (3) can be re-
moved with the steering knuckle and must be in-
stalled with the steering knuckle.
Disassembly and Assembly
Remove the upper trunnion bearing cup (1), using
an 8B7554 Bearing Cup Pulling Attachment and
5F7345 Screw. t
UPPER TRUNNION BEARING CUP REMOVAL
1-Cup. 2-Seal.
The lower trunnion bearing cup can be removed
using a soft punch and a hammer.
NOTE
The two trunnion bearings are not interchange-
able, the lower trunnion bearing being the
larger of the two.
Examine the seal (2) and replace if damaged or
worn. Install the seal with the lip of the seal point-
ing out.
DUST SEAL
A seal is provided at each steering knuckle to
eliminate the possibility of dirt entering the steering
mechanism. The seal can be replaced without re-
moving the rear spindle and housing.
Removal and Installation
Remove the bolts which secure the retainer (1)
to the housing and remove the seal (2).
Cut a diagonal split in the new seal and replace
as shown with the split at the top of the housing.
Reinstall the retainer making sure the seal is
properly seated and the cut is properly mated.
Group 190 5C-30
Pagel6 POWER TRANSMISSION UNITS
STEERING

5. Remove the four bolts (2) securing the front

trunnion support (4) to the Traxcavator frame.

PREPARING TO REMOVE REAR AXLE HOUSING

D Remove • Disconnect
DUST SEAL REPLACEMENT 5-Bolts. 6-Rear trunnion support. 7-Drag link. 8-Bellcrank.
I-Retainer. 2-Seal.
6. Disconnect the drag link (7) from the bellcrank
REAR AXLE HOUSING (8).
7. Place a hydraulic floor jack under the bell-
The rear axle housing, differential, and wheel as-
crank assembly to prevent the rear axle hous-
semblies can be removed as a unit from the Trax-
ing from tipping.
cavator.
8. Remove the four bolts (5) securing the rear
Removal trunnion support (6) to the main frames.
1. Drain the differential and securely block the 9. Raise the Traxcavator high enough for the
front wheels. counterweight to clear the rear axle housing
and roll the rear axle housing from 'under the
2. Disconnect the brake hydraulic lines (I) at both Traxcavator.
frames.

REMOVING REAR AXLE HOUSING

PREPARING TO REMOVE REAR AXLE HOUSING

D Remove • Disconnect WARNING

I-Brake lines. 2-Bolts. 3-Rear drive shaft. 4-Front
trunnion support.
3. Disconnect the rear drive shaft (3) from the dif-
10. When installing the rear axle housing to the
ferential drive yoke.
4. Attach a suitable hoisting device to the rear of
the machine.
Support the rear of the Traxcavator with ade-
quate blocking after removing the rear axle
housing.
Traxcavator, tighten the nuts on the bolts (2)
and (5) to the torque value given in the topic.
SPECIFICATIONS.
 SC-30 Group 190
POWER TRANSMISSION UNITS Page 17
STEERING

STEERING ADJUSTMENT 6. The clamp bolts must be tightened to a torque

of 20-25 lb. ft.
NOTE
For adjustment of the individual components Steering Arm Stops
see the topic, ADJUSTMENT, under the appro-
1. Turn the steering wheel to the right to the end
priate section.
of its travel.

STEERING LINKAGE (SCHEMATIC TOP VIEW)

1-Rear bellcrank. 2-Tie rod. 3-Drag link. 4-Intermediate
bellcrank. 5-Link. 6-Hydraulic booster. 7-Steering arm.
8-Stop. 9-Steering wheel.

1. Center the rear bellcrank (1) and adjust the tie

rod ends (2) by unclamping and turning them
out or in until the rear wheels are parallel to STEERING ARM STOP BOLTS
each other and parallel to the frame. Reclamp I-Stop bolts. 2-Steering arm.
the tie rods.
2. Adjust the stop bolt (I) until it seats on the steer-
NOTE
ing arm (2). Turn the bolt an additional one
There is no caster, camber or toe in adjustment. half revolution in the same direction and lock.

2. Center the steering wheel (9) with the drag link 3. Turn the steering wheel to the left and repeat
(3) disconnected. the procedure for the other stop.

3. Adjust the link (5) on the end of the steering

booster (6) so the stroke of the steering booster
is centered, with the steering wheel centered
and the intermediate bellcrank (4) positioned
straight down.

NOTE
The steering arm (7) must be in a vertical posi-
tion with the steering wheel and booster cen-
tered. It may be necessary to remove the steer-
ing arm and rotate it one or two splines either
clockwise or counterclockwise on the shaft in
order to take advantage of the full travel pro-
vided.

4. Adjust the drag link to fit between the rear bell-

crank and the intermediate bellcrank without
upsetting the position of the rest of the linkage.
Clamp the drag link ends.
5. Tighten all ball stud and socket assembly nuts
to the torque listed :n the topic, SPECIFICA-
TIONS.
 NOTES
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 SC-50 Group 20
Page I

AIR SYSTEM AND BRAKES

TABLE OF CONTENTS
Section Group

Index ................................................ . SC-50 30 J

Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . SC-50 40

Introduction (Earlier Machines) ........................ . SC-50 70

Introduction (Later Machines) .......................... . 19C-50 70

Brake System Air Valves (Later Machines) .............. . SG-50 85

Air Reservoirs and Miscellaneous ...................... . SC-50 140

Brakes ............................................... . SC-50 160

Parking Brake ........................................ . SC-50 170

Brake Air Booster ..................................... . SC-SO 190

Hydraulic Master Cylinder (Earlier Machines) ........... . SC-50 200

Air Chamber and Master Cylinder (Later Machines) ..... . SC-SO 201

·J'
 NOTES
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 SC-50 Group 30
Page I

AIR SYSTEM AND BRAKES

INDEX
A Group Page H Group Page
Adjustments:
Horn Valve ..... 140
Brakes Shoes 160 - 2 Hydraulic Cylinder ........................ . 160 l
Parking Brake ........................... . 170 1
Hydraulic Master Cylinder .................. . 200 1
Safety Valve (Air Reservoir) .............. . 140 1 201 2
Air System:
Air Chamber and Master Cylinder ......... . 201 1
Brake Air Booster ....................... . 190 1 I
Brake Control Valves .................... . 85 1 Introduction 70 - 1
Check Valve ............................ . 85 1
Double Check Valve ..................... . 85 1 M
Pressure Gauge ......................... . 140 1 Master Cylinder 160 - 3
Safety Valve ............................ . 140 200 1
201 - 2
B p
Bleeding the Brakes . . . ..................... . 160 - 3 Parking Brake 170 - 1
Brake Air Booster . . . ...................... . 190 1 Pressure Gauge, Air .. 140 - 2
Brake Control Valves ...................... . 85 1
Brake, Parking 170 1 R
Brakes .... 160 I
Brake Shoes 160 2 Reservoirs, Air 140 - 1

s
C
Safety Valve, Air .... 140
Clearances and Tolerances ............ . 40 1 Specifications 40
Cylinder, Hydraulic ..................... . 160 l
Cylinder, Hydraulic Master ................. . 200 1 V
201 - 2
Valves, Air:
Control, Brake Air Booster . . . ............. . 190 1
G
Control, Brake .......................... . 85 l
Horn . 140 l
Gauge, Air Pressure 140 - 2 Safely 140 1
 NOTES
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 SC-50 Group 40
AIR SYSTEM AND BRAKES Page I
SPECIFICATIONS

Specifications
Safety Relief Valve
Set to operate at 150 PSI

Pressure Gauge
Permissible variation 4 PSI

Brakes
Type:
Earlier machines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air boosted hydraulic
Later machines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air actuated hydraulic
Location .... .. .. .... .... .... ...... .. .. .. .. 4 Wheels
Parking brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mechanical
Location . . . . . . . . . . . . . . . . . . . . . . . . . . Front of range selector transmission
Air booster (Air boosted hydraulic):
Air cylinder inside diameter ................................. . 4.50 in.
Minimum air piston stroke .................................. . 3.88 in.
Minimum hydraulic stroke .................................. . 3.75 in.
Slave cylinder tube length to be adjusted to .................. . 7.58 in.
Air chamber and master cylinder assembly
(Air actuated hydraulic):
Maximum air piston stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.50 in.
Distance from end of indicator rod
(air chamber released) to mark on
plastic tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.11 - 1.39 in.
Indicator rod stroke indicating need
for brake adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.11 - 1.39 in.
Air chamber rod assembly dimension . . . . . . . . . . . . . . . . . . . . . . . . . 2.64 in.
Clearance between air chamber rod and
master cylinder piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .030 - .060 in.

Brake Control Valve

Minimum pressure delivered in full
applied position ....................................... . 100 - 120 PSI
 NOTES
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 5C-50 Group 70
AIR SYSTEM AND BRAKES Page I
INTRODUCTION

Introduction

2 3 4 10

T41176 11 12 13 14 15 16
AIR AND BRAKE SYSTEM
(SCHEMATIC)
17 18 19
-
c=i

I-Air compressor. 2-Air compressor governor. 3-Left rear brake connector. 4-Pressure
AIR LINES
HYDRAULIC LINES

relief valve. 5-Transmission neutralizer valve. 6-Transmission neutralizer control valve.

7-Air booster. 8-Horn valve. 9-Left front brake connector. IO-Horn. II-Air line. I2-Drain
cock. 13-Right rear brake connector. 14-Air reservoir. 15-Air pressure gauge. IS-Air
booster control valve. 17-Slave cylinder. IS-Master cylinder. 19-Right front brake
connector.

The air-boosted hydraulic brake system receives
its air supply from the engine-mounted, belt-driven
air compressor (I).
The air travels from the compressor (I) through
the supply line to the reservoir (14) which is mount-
ed on the right side of the frame next to the engine.
The reservoir has a drain cock (12) to drain off con-
densation which collects.
The smaller line (11), between the reservoir and
the compressor, supplies air pressure to the air
compressor governor (2) which cuts-out and cuts-in
the compressor as the reservoir pressure rises and
falls respectively. Should the governor fail, the safety
relief valve (4) will relieve the pressure. See the
topic, SPECIFICATIONS, in the ENGINE SECTION,
for cut-in, cut-out and safety relief pressures.
The supply line from the reservoir supplies air to
the pressure gauge (15), horn valve (8) and to the
air booster control valve (16).
When the master cylinder (18) is actuated, using
either the right or left brake pedal, brake fluid en-
ters the slave cylinder (17) where it is directed to the
wheel brakes (3), (9), (13), (19) and to the piston
within the air booster control valve (16). The hy-
draulic pressure on the piston opens the control
valve admitting compressed air to the air booster
(7), which increases the hydraulic pressure to the
brakes. See the topic, BRAKE AIR BOOSTER, for
detailed information. When the control valve opens,
air is also admitted to the transmission neutralizer
control valve (6) which is actuated by the left brake
pedal. Therefore, when the brakes are applied by
depressing the left brake pedal with a pedal effort
of 40 pounds or more (the approximate force re-
quired to cause the air booster control valve to
open) air is directed through the transmission
neutralizer control valve (6) to the transmission
neutralizer valve (5). The transmission neutralizer
valve blocks off the oil supply to the transmission
Group70 SC-50
Page2 AIR SYSTEM AND BRAKES
INTRODUCTION

directional valve and also dumps the oil from the

directional clutch that was engaged, thus neu-
tralizing the transmission.
The right brake pedal does not neutralize the
transmission. Should there be a power failure, the
brake can still be operated, but with increased pe-
dal effort.
 19C-50 Group 70
AIR SYSTEM AND BRAKES Page 1
INTRODUCTION

Introduction
1 2 3 4 5 6 7 8 9 10

.r---./
I /
l/
,7 .,

[I] AIR LINES

T61575 11 12 13 14 15 16 - HYDRAULIC LINES
AIR AND BRAKE SYSTEM
I-Air compressor. 2-Air compressor governor. 3-Pressure relief valve. 4-Pressure gauge.
5-Transmission neutralizer valve. 6-Left brake control valve. 7-Check valve. 8-Double check
valve. 9-Master cylinder. IO-Horn. 11-Air reservoir. 12-Drain cock. 13-Right brake control
valve. 14-Air chamber. 15-Wheel cylinder. 16-Horn valve.

The air boosted hydraulic brake system receives
its air supply from the engine mounted, belt driven
air compressor (1).
The air travels from the compressor (1) through
a supply line to the reservoir (11), which is mounted
on the right side of the frame next to the engine. The
reservoir has a drain cock (12) to drain off conden-
sation which collects.
The smaller line between the reservoir and the
compressor supplies air pressure to the air com-
pressor governor (2), which cuts the compressor in
and out as the reservoir pressure rises and falls.
Should the governor fail, the safety relief valve (3)
will relieve the pressure. See the topic, SPECIFICA-
TIONS, in the ENGINE SECTION, for cut in, cut out
and safety relief pressures.
The supply line from the reservoir delivers air to
pressure gauge (4), horn valve (16) and brake con-
trol valves (6) and (13).
When either the right or the left brake pedal is de-
pressed, pressure air is directed into air chamber
(14). Air pressure in the chamber actuates master
cylinder (9). The master cylinder transmits hydraulic
pressure to wheel cylinders (15), which engage the
brakes.
When the left brake pedal is depressed, left brake
control valve (6) also directs pressure air to the
transmission neutralizer valve (5). The transmission
neutralizer valve blocks the oil supply to the trans-
mission directional valve and dumps the oil from
the directional clutch that was engaged, thus neu-
tralizing the transmission. The right brake pedal
does not neutralize the transmission.
 NOTES
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 SC-50 Group85
AIR SYSTEM AND BRAKES Page I
BRAKE SYSTEM AIR VALVES

Brake System Air Valves Double Check Valve

(Air Actuated Brakes) The double check valve is used in the braking
OPERATION system to allow each brake control valve, inde-
Brake Control Valves pendently, to apply and release the air chamber
and master cylinder. When pressure air from one
Two brake control valves are used in the braking
brake control valve enters port (5), the shuttle (7)
system. The operation is the same for each valve.
seals port (4) from the other brake control valve.
As the operator depresses the brake control valve Shuttle (7) seals port (5) when pressure air enters
treadle, a force is exerted on the plate (I). The force from port (4). The shuttle (7) must slide freely in the
moves piston assembly (3) downward in valve body guides in the body (3) and cap (1). Replace washer
(9) until exhaust valve seat (6) contacts and closes (2) and tighten cap (1) securely. The plug (6) is in-
exhaust port (11) in valve (8). Continued downward stalled in the unused port.
movement of the piston assembly pushes the valve
off inlet valve seat (7) in the valve body. Pressure
air from supply port (12) then passes around the
valve and out delivery ports (5) to the check valve,
double check valve, air chamber and neutralizer
valve (left brake treadle depressed) or to the double
check valve and air chamber (right brake treadle
depressed).

1 2

3 4
5---i
DOUBLE CHECK VALVE CONSTRUCTION
I-Cap. 2-Washer. 3-Body. 4-Port. 5-Port. 6-Plug. 7-Shuttle.

9 The check valve is used in the air line between
11
BRAKE CONTROL VALVE
(TREADLE REMOVED)
I-Plate. 2-Retainer. 3-Piston assembly. 4-Spring. 5-De-
livery port. 6-Exhaust valve seat. 7-Inlet . valve seat.
8-Valve. 9-Valve body. IO-Spring. 11-Exhaust port.
I2-Supply port. I3-Escape valve.
Check Valve
the left brake control valve and double check valve.
The check valve is installed so when the left brake
treadle is depressed the brakes and neutralizer
valve are actuated simultaneously, but when the
treadle is released, the transmission is re-engaged
before the brakes fully release. This delay is caused
by a restricting orifice in the valve (4).
2 3

When the operator releases the treadle, the plate,

piston assembly and valve are moved upward by
springs (4) and (10). As the valve rises in the valve
body, it contacts the inlet valve seat and closes the
inlet port. The piston assembly continues its up-
ward travel and lifts the exhaust valve seat off the
exhaust port. Pressure air in the air chamber and
neutralizer valve (left brake treadle released) or
pressure air in the air chamber (right brake treadle
released) flows back through the exhaust port (11) T&4913 4 5
and around flexible escape valve (13) to atmosphere, CHECK VALVE CONSTRUCTION
thus releasing brakes. I-Body. 2-Seat. 3-Spring. 4-Valve. 5-Cap.
Group85 SC-50
Page 2 AIR SYSTEM AND BRAKES
BRAKE SYSTEM AIR VALVES

Inspect seat (2) and valve (4) for pits. Make cer- NOTE
tain the orifice in valve (4) is not plugged. Place seat The plate assembly consists of a plate, boot and
(2), valve (4) and spring (3) into valve body (1) and plunger.
tighten cap (5) securely.

REMOVAL
1. Block wheels of machine and open reservoir
drain cock.
2. Remove floor plate.
3. At valves (1), (2) and (3), mark air lines and
disconnect.

REMOVING THE PISTON ASSEMBLY

3-Retainer. 4-Spring. 5-Piston assembly.

BRAKE SYSTEM AIR VALVES

1-Double check valve. 2-Check valve. 3-Brake control
valves.

4. Remove valves (1), (2) and (3) and cover open·

lines.
INSPECTING THE PISTON ASSEMBLY
6-O-ring seal.
DISASSEMBLY AND ASSEMBLY
Brake Control Valve

DISASSEMBLING BRAKE CONTROL VALVE REMOVING THE VALVE ASSEMBLY

1-Bolts (three). 2-Treadle and plate assembly. 7-Snap ring. 8-Valve assembly.
 5C-50 Group 85
AIR SYSTEM AND BRAKES Page 3
BRAKE SYSTEM AIR VALVES

Replace seal (6) and piston assembly (5).

NOTE
Turn the valve body over to remove the valve
assembly (8).

Replace all parts and assemblies as necessary and

assemble in reverse order of disassembly.

NOTE
Make certain snap ring (7) is properly seated in
its groove.

BRAKE CONTROL VALVE TESTING AND

ADJUSTMENT
Leakage at exhaust port in both FULL APPLIED
or FULL RELEASED positions must not exceed a one
inch soap bubble in one second. No leakage is per-
missible at any other point on brake valve with
treadle in depressed position.
See topic, SPECIFICATIONS, for pressure deliv-
ered in FULL APPLIED position.
If brake valve does not release brakes promptly
or fully, it indicates that exhaust valve is not open-
ing sufficiently. This can be caused by dirt or other
foreign matter between the heel of the treadle
assembly and the stop button.
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 SC-50 Group 160
AIR SYSTEM AND BRAKES Page I
BRAKES

Brakes 4. Install in the reverse order of removal. Bleed

the hydraulic system as outlined in the topic,
OPERATION ADJUSTMENT.
Hydraulically operated brakes are used on all
four wheels of the Traxcavator. The brake shoes are
actuated by hydraulic pressure from the brake
booster.

REMOVING WHEEL CYLINDER ASSEMBLY

(Right Front Illustrated)
I-Shield. 2-Cylinder assembly.

Disassembly and Assembly

l. Remove the link assemblies.
BRAKE ASSEMBLY
(Right Front Illustrated)
I-Shoe assembly. 2-Cylinder assembly. 3-Link
assembly. 4-Spring. 5-Shield.

Hydraulic oil from the brake booster builds up

pressure in the cylinder assembly (2) and forces
the link assemblies (3) out against the shoe assem-
blies (I). The shoes are forced against the brake
drum. When the oil pressure is relieved, the spring
( 4) returns the brake shoes to their original position.
The shield (5) prevents dirt from entering the brake
drums and damaging the brake linings.

HYDRAULIC CYLINDER DISASSEMBLING WHEEL CYLINDER ASSEMBLY

The cylinder assembly changes oil pressure into 0 Remove

mechanical movement to actuate the brake shoe as-
semblies.
Removal and Installation
l. Remove the wheel. See the topic, WHEELS.
2. Turn the upper cams to move the brake shoe
assemblies to the position where the shoes are
farthest apart. See the topic, ADJUSTMENT.
3. Disconnect the hydraulic line, remove the two
bolts which fasten the cylinder assembly (2) to
the shield (I) and remove the cylinder. The bolts
and hydraulic line are located on the inboard
side of the shield (I).
I-Boot. 2-Piston. 3-Cup. 4-Spring.
2. Remove the piston and cup from the opposite
end of the cylinder.
3. Inspect the cylinder for excessive wear,
scratches or pitting. If the damage is minor, the
cylinder may be honed smooth and reused. Re-
place the cylinder if extensive damage is dis-
covered.
4. The piston must be replaced if it is scratched,
pitted or worn excessively.
5. Assemble in the reverse order of disassembly
replacing the cup.
Group 160 SC-50
Page2 AIR SYSTEM AND BRAKES
BRAKES

BRAKE SHOE ASSEMBLY
Removal and Installation
1. Tie the cylinder assembly together as shown to
eliminate the possibility of oil escaping when
the shoe assemblies are removed.
4. Turn the upper cams to move the brake shoe
assemblies to the position where the shoes are
closest together and remove the spring.
5. Inspect the parts for excessive wear and re-
place as necessary.
6. Install in the reverse order of removal. Be sure
to remove the wire tie from the cylinder assem-
bly. See the topic, ADJUSTMENT.

ADJUSTMENT
Brake Shoe Assembly
1. To adjust the wheel brakes after they have been
reconditioned, rotate the upper cams (I) in the
direction indicated by the arrows in Fig. 2 (the

REMOVING RETURN SPRING

I-Washer. 2-Spring.

2. Turn the upper cams to move the brake shoe

assemblies to the position where the shoes are
farthest apart. See the topic, ADJUSTMENT.

FIG. 1. ADJUSTING FOOT BRAKE

I-Upper cams. 2-Eccentric anchors.

REMOVING THE BRAKE SHOE ASSEMBLIES

D Remove
3-Retainers. 4-Retainers. 5-Brake shoe assembly.
6-Strap.

3. Insert washers (I) in the coils of the spring (2) FIG. 2. PREPARING TO ADJUST BRAKES
as illustrated. I-Upper cams. 2-Eccenlric anchors.
 5C-50 Group 140
AIR SYSTEM AND BRAKES Page 1
AIR RESERVOIR AND MISCELLANEOUS

Air Reservoir and Miscellaneous Loosen the locknut and remove the adjusting
screw (5) from the spring cage (1).
Am RESERVOIR
Remove the spring (4), stem (3) and ball (2).
The air reservoir is located along the inside of the
right frame, below the engine. It provides a supply
tank for compressed air. An air hose may be at-
tached to the drain valve for filling tires or other
light duty compressed air applications.

DISASSEMBLY OF SAFETY VALVE

I-Spring cage. 2-Ball. 3-Stem. 4-Spring. 5-Adjusting
screw. 6-Locknut.

HORN VALVE
AIR RESERVOIR Removal
(Engine Removed and Reservoir Viewed from the Left Side)
1-Bolt. 2-Air reservoir. 3-0utlet. 4-Drain valve. 5-Inlet. Remove the floor plate that surrounds the valve.
Remove the horn valve (3).
Open the drain valve (4) and completely drain
the tank.
Remove the rear axle housing as outlined in the
covering topic.
Disconnect the air lines, support the reservoir, re-
move the bolts which fasten it to the frame and low-
er the reservoir to the floor.

SAFETY VALVE
A ball type safety valve is installed on the reser-
voir and prohibits a build-up of pressure in excess
of 150 PSI. A ball (I) in the valve is forced off its
seat and excess air is exhausted. When the pressure
drops below 150 PSI, a spring (2) forces the ball REMOVING THE HORN VALVE
back on its seat.
0 Remove • Disconnect
The opening pressure is controlled by a screw (3) 1-Bolt. 2-Line. 3-Horn valve. 4-Line.
and can be increased by turning the screw clock-
wise and decreased by turning it counterclockwise.
Disassembly and Assembly
The safety valve should be removed once each
year, disassembled, thoroughly cleaned and reset I. Remove the cotter pin securing the horn button
to open at 150 PSI. (I) to the valve body (4) and remove the horn
button.

NOTE
When assembling the unit, install the smaller
strainer first.

2. Unscrew the plate (2) and nut (3) from the

valve body.
SAFETY VALVE
1-Ball. 2-Spring. 3-Adjusting screw. 3. Remove the cage (10) and valve (5) from the
valve body.
Disassembly
4. Push the spring (6), and strainers (7) and (9)
Mark the position of the locknut (6). and the filter pad (8) from the cage.
Group 140 SC-50
Page2 AIR SYSTEM AND BRAKES
AIR RESERVOIR AND MISCELLANEOUS

5. Wash the filter pad in noninflammable cleaning

fluid before reassembling the unit.

HORN VALVE
I-Horn button. 2-Piate. 3-Nut. 4-Vaive body. 5-Vaive.
6-Spring. 7-Strainer. 8-Filter pad. 9-Strainer.
IO-Cage.

PRESSURE GAUGE
The pressure gauge is located on the instrument
panel and is connected directly to the supply reser-
voir. It constantly registers supply reservoir pres-
sure. It is a sealed unit and requires no servicing. If
it fails, it must be replaced with a new unit. The
gauge can be checked with an accurate test gauge.
If it varies 4 PSI, replace it. The vehicle should not
be operated with less than 50 PSI.

AIR SYSTEM AND BRAKES
BRAKES
top of the cams move toward the axle) until they
are against the stops.
2. Position the eccentric anchors (2) so the punch
marks face each other, Figs. 1 and 2.
3. Rotate the upper cams (1) in the direction indi-
cated by the arrows in Fig. 3 (the top of the
cams move away from the axle) until tight and
back off one-fourth turn.
4. Rotate the eccentric anchors (2) in the direction
indicated by the arrows in Fig. 3 (the bottom of
the anchors move away from the axle) until
tight and back off one-fourth turn. Hold the an-
chors and tighten the locknuts securely.
FIG. 3. BRAKE ADJUSTMENT
I-Upper cams. 2-Eccentric anchors.
NOTE
The eccentric anchors (2) are used only when
the brake linings are replaced and should not
be disturbed when adjusting the brakes for
wear.
Master Cylinder
The master cylinder is located between and slight-
ly behind the bucket lift cylinders.
Use only heavy duty hydraulic brake fluid of the
non-mineral oil type. SAE No. ?ORI is recommended
in the master cylinder. These fluids are poison and
should be handled in accordance with the instruc-
tions.
Check the fluid level in the master cylinder and
add if necessary. Proper level is ½" from the filler
cap.
SC-50 Group 160
Page 3
Bleeding the Brakes
Whenever air is allowed to enter the hydraulic
brake system, or the master cylinder is allowed to
become dry, the system must be bled. This may be
done manually or by using a pressure hydraulic
system bleeder. Each method is covered in the fol-
lowing instructions.
Manual Bleeding Method
1. Check the fluid level in the master cylinder. The
initial level should be within ½ inch from the
top of the reservoir.
NOTE
To prevent an air lock from developing in the
master cylinder, fluid should always be visible
in the reservoir.
2. Open the booster bleed valve (1) and attach a
suitable hose to the valve. Place the loose end
of this hose into a jar containing enough fluid
to submerge the end of the hose.
BLEEDING BRAKE BOOSTER
I-Booster bleed valve. 2-Booster bleed valve.
3. Depress and release the brake pedal as many
times as necessary to expel all air from the
booster bleed valve (1). The absence of air bub-
bles at the end of the submerged hose, as the
pedal is depressed, indicates all air has been
expelled.
4. Close the booster bleed valve (1) and remove
the hose.
5. Bleed the air from the remaining booster bleed
valve (2) and each of the four wheel cylinder
bleed valves (3) in the same manner as used in
steps 2 through 4.
Group 160 5C-50
Page4 AIR SYSTEM AND BRAKES
BRAKES

BLEEDING WHEEL BRAKE CYLINDER

3-Wheel cylinder bleed valve.

6. Refill the master cylinder to within ½ inch from BRAKE BOOSTER BLEED VALVES
5-Bleeder valve. 6-Bleeder valve.
the top of the reservoir.

Pressure Hydraulic System Bleeder Method
A commercially available pressure hydraulic sys-
tem bleeder may be used if desired. Before using the
pressure hydraulic system bleeder, be sure the tank
(4) contains a sufficient quantity of brake fluid of
the recommended type and grade. Maintain a pres-
sure of 45 to 60 PSI in the tank while bleeding the
system.
1. Remove the plug from the master cylinder reser-
voir and install the adapter (I).
4. When the fluid flows into the jar without air
bubbles, close the bleeder valve and remove
the hose.
5. Repeat steps 3 and 4, using the bleeder valve
(6) on the brake booster, and then each wheel
cylinder bleeder valve (7).
6. Disconnect the pressure hydraulic system bleed-
er from the master cylinder, remove the adapter,
and install the plug.

WHEEL CYLINDER BLEEDER VALVE

7-Bleeder valve.

PRESSURE HYDRAULIC SYSTEM BLEEDER

I-Adapter. 2-Hose. 3-Valve. 4-Tank.

2. Attach the hose (2) to the adapter and open the

valve (3).
3. Attach a bleeder hose to the bleeder valve (5),
insert the other end of the hose into a jar, and
open the bleeder valve approximately one-half
turn.
 5C-50 Group 170
AIR SYSTEM AND BRAKES Page I
PARKING BRAKE

OPERATION NOTE
The parking brake is an internally expanding An O-ring seal is fitted behind the retainer (2).
shoe brake mounted on the front of the range selec- Inspect the seal and replace if damaged.
tor transmission case. The parking brake acts on
the brake drum which is bolted to the flange on the 4. Remove the bolts (5) and brake assembly (6).
front output shaft. The brake is controlled by a 5. Inspect the shoe and lining assemblies (7) and
handle at the right of the operator's seat. Mechani- replacib if worn or damaged.
cal linkage connects the parking brake lever to the
forward-reverse lever. When the parking brake is
applied, the forward-reverse lever is moved to, and
locked in, the "neutral" position.

REMOVAL AND INSTALLATION

The parking brake can be serviced without remov•
ing the range selector.

BRAKE ASSEMBLY REMOVAL

5-Bolt. 6-Brake assembly. 7-Shoe and lining assemblies.

ADJUSTMENT
Loosen the locknut (5) and remove the pin (4).
Screw the yoke (6) onto the rod, shortening the
length of the rod, to tighten the brakes.
2
PREPARING TO REMOVE PARKING BRAKE
I-Front drive shaft assembly.

1. Drain the lubricant from the range selector.

6
PARKING BRAKE ADJUSTMENT
(Earlier Machines)
I-Parking brake control lever. 2-Lever. 3-Plate assembly.
4-Pin. 5-Locknut. 6-Yoke.

BRAKE DRUM REMOVAL

2-Retainer. 3-Flange. 4-Brake drum.
2. Disconnect the front drive shaft assembly (I),
as outlined in the topic, DRIVE SHAFT RE-
MOVAL.
3. Remove the retainer (2) and slide out the flange
(3) and brake drum (4) as a unit.
NOTE
The brake lining must be free of the drum when
parking brake control lever (I) is in the RE-
LEASED position. The brake control lever should
travel far enough to permit the lever (2) to en-
gage the forward and reverse kick-out plate
assembly (3).
Group 170 SC-50
Page2 AIR SYSTEM AND BRAKES
PARKING BRAKE

PARKING BRAKE CONTROL LEVER

(Later Machines)
I-Parking brake control lever. 7-Brake engaged position.
8-Brake released position.

On later machines the parking brake is applied

by moving parking brake control lever (1) to BRAKE
ENGAGED position (7). Release the parking brake
by moving the control lever to BRAKE RELEASED
position (8). The parking brake control lever should
snap overcenter to the BRAKE ENGAGED position
until moved to release the brake. Place control lever
in the BRAKE RELEASED position and turn adjust-
ing knob clockwise until the parking brake, when
engaged, will hold the machine.
The parking brake linkage adjustment on later
machines is identical to that on the earlier ma-
chines.
 5C-50 Group 190
AIR SYSTEM AND BRAKES Page 1
BRAKE AIR BOOSTER

Brake Air Booster

OPERATION

1
-

T6 I 2 5 I

BRAKE AIR BOOSTER

(Later Booster Illustrated)
1-Air piston. 2-Control valve. 3-Piston. 4-Atmospheric valve closed. 5-Line. 6-Diaphragm
spring. 7-Air pressure valve open. 8-Air valve spring. 9-Push rod. 10-Spring. 11-Hydraulic
fluid entrance. 12-Slave piston. 13-Ball check valve. 14-Hydraulic fluid exit.

As the brake pedal is depressed, fluid from the increased, a balanced condition will result and the
master cylinder enters the booster at (11) and is pressure on the wheel brakes will remain constant.
forced past the ball check valve (13) in the slave
piston (12). The fluid is forced through the slave 3
cylinder, leaving the booster at (14), and is routed
to the wheel brakes. At the same time, brake fluid
enters the control valve (2) and moves the piston (3)
against the force of the diaphragm spring (6).

When the pressure acting upon the piston over-

comes the force of the diaphragm spring, the atmos-
pheric valve (4) closes. With further increase of
pr.essure on the piston, the force of the air valve
spring (8) is overcome and the air pressure valve
(7) is opened. As the air pressure valve opens, air
(15), under pressure from the reservoir, is admitted
to the line (5) and moves the air piston (I) against
the spring (10). This movement is transmitted
through the push rod (9) to the slave piston (12). As CONTROL VALVE-BRAKES APPLIED
the slave piston begins to move, the ball check valve 3-Piston. 4-Atmospheric valve closed. 5-Line. 6-Dia-
phragm spring. 7-Air pressure valve open. 8-Air valve
(13) closes to seal the escape of fluid from the slave spring. 15-Air from reservoir.
cylinder. With the ball check valve closed, fluid can
pass only to the wheel cylinders to actuate the When the pressure on the brake pedal is released,
brakes. If the pressure on the brake pedal is not the diaphragm spring (6) moves the diaphragm as-
Group 190 SC-50
Page 2 AIR SYSTEM AND BRAKES
BRAKE AIR BOOSTER

sembly (16) to its original position. As the diaphragm

moves, air valve spring {8) closes air pressure valve
{7) and opens atmospheric valve (4). The opening of
the atmospheric valve allows the release of the air
under pressure behind the air piston which, in turn,
releases the wheel brakes·.

PREPARING TO REMOVE BOOSTER

• Disconnect
9-Air line. 10-Air line. 11-Fitting. 12-Hydraulic switch.
13-Fitting.

5. Disconnect the brake light wires from hydraulic

CONTROL VALVES-BRAKES RELEASED
4-Atmospheric valve open. &-Diaphragm spring. 7-Air
pressure valve closed. 8-Air valve spring. IS-Diaphragm
assembly.
REMOVAL AND INSTALLATION
1. Exhaust the air system by opening the drain
cock on the bottom of the air reservoir.
switch (12) and remove the switch.
6. Disconnect the air line from fitting {13).
7. Disconnect hydraulic line from fitting {11).
8. Remove the units securing booster {7) to mount-
ing bracket (8) and remove the booster.
9. After installing the booster, remove plug {5) and
fill the booster to thread level with SAE 10 crank-
case oil. Also bleed the brake system. See the
topic, BLEEDING THE BRAKES.

DISASSEMBLY AND ASSEMBLY

1. Scratch alignment marks {2) and {4) across the
end plate and control valve cover and across
the end plate and air cylinder for correct align-
ment when assembling.

PREPARING TO REMOVE BOOSTER

D Remove
1-Lever. 2-Leh brake lever. 3-Tube. 4-Govemor control
rod. 5-Plug. 6-Bracket. 7-Booster. 8-Bracket.

2. Disconnect the governor control rod {4) from the

lever (1).
3. Remove the floor plates. PREPARING TO DISASSEMBLE BOOSTER
I-Control valve cover. 2-Alignment mark. 3-End plate.
4. Remove the pedal from the left brake lever (2). 4-Alignment mark. 5-Control tube. 6-Air cylinder.

AIR SYSTEM AND BRAKES
BRAKE AIR BOOSTER
2. Remove the control tube (5) and disassemble.
See the covering topic.
3. Remove the bolts securing the control valve
cover (1) to the end plate (3). Remove the con-
trol valve cover and the diaphragm spring with-
in the cover.
DIAPHRAGM REMOVAL
D Remove
7-Diaphragm assembly. 8-Washer.
4. Clamp the nut of the diaphragm assembly (7)
in a vise. Insert a punch into one of the holes in
the hub of the adapter and loosen the nut. Re-
move the adapter, diaphragm and washer.
5. Disassemble the control valve cover. See the
covering topic.
6. Remove the bolts securing the end plate (3) to
the air cylinder (6) and slide the air cylinder
away from the end plate.
BOOSTER DISASSEMBLY
3-End plate. 6-Air cylinder. 9-Spring. IO-Piston assem-
bly. 11-Slave cylinder tube. 12-Nut. 13-Nut.
NOTE
Note the position and length of the bolts when
removing.
7. Compress the spring (9) and remove the nut
(13). Remove the piston assembly (10) before
releasing the spring (9).
SC-50 Group 190
Page 3
8. Disassemble the piston assembly (10).
DISASSEMBLING PISTON ASSEMBLY
(Later Boosters)
D Remove
14-Retainer. 15-Plate. 16-Ring. 17-Wick. 18-Packing.
19-Plate.
9. Loosen the nut (12) and remove the slave cylin-
der tube (11) from the end plate (3).
10. Disassemble the slave cylinder tube. See the
covering topic.
11. Remove spring (9).
12. Compress the retaining spring (21) and allow
the pin, securing the slave cylinder piston (20)
to the push rod (22), to drop out.
SLAVE CYLINDER PISTON REMOVAL
3-End plate. 20-Slave cylinder piston. 21-Retaining
spring. 22-Push rod.
13. Disassemble the slave cylinder piston (20). See
the covering topic.
14. Remove push rod (22) from the end plate (3).
15. Disassemble end plate (3). See covering topic.
16. Clean all metal parts with cleaning solvent.
Clean rubber parts, or assemblies containing
rubber parts, with alcohol.
Group 190 5C-50
Page 4 AIR SYSTEM AND BRAKES
BRAKE AIR BOOSTER

17. If the wall of the bore in the air cylinder (6) is tube to the end plate (3). Adjust dimension (A)
corroded or rusted, polish with fine grade emery to the length given in the topic, SPECIFICA-
cloth. Then clean thoroughly. TIONS, by screwing the slave cylinder tube in or
out before tightening the nut (12).
NOTE
Do not polish the wall of bores in either the end NOTE
plate (3) or the slave cylinder tube (11), or the Bleed screw (24) should be aligned with bleed
outside surface of the push rod (22). If these screw on end plate (3).
parts are scored, they must be replaced.
Control Tube Disassembly and Assembly
18. Replace the diaphragm and O-ring seals with
new ones when assembling.
19. Coat the air piston packing and wall of the bore
of the air cylinder (6) with SAE 10 crankcase oil
and allow the excess oil to drip off before as-
sembly.
20. When installing the piston assembly (10) on the
push rod (22), compress the spring (9) until it
lodges behind the nut (23) as shown. Install the
piston assembly (10) and nut (13) before releas- PREPARING TO DISASSEMBLE CONTROL TUBE
ing the spring. I-Line. 2-Check valve. 3-Line.

Remove lines (1) and (3) from the check valve (2).

INSTALLING PISTON ASSEMBLY

10-Piston assembly. 23-Nut. CHECK VALVE DISASSEMBLY

21. Dip the push rod (22) in brake fluid before in-
0 Remove

serting in the end plate (3). 4-Cap. 5-Spring. 6-Disc. 7-Seat. 8-Washer. 9-Body.

22. Coat the wall of the bore of the slave cylinder Control Valve Cover Disassembly and Assembly
tube (11) with brake fluid befo~e instalHng the

ADJUSTING SLAVE CYLINDER TUBE LENGTH

CONTROL VALVE COVER DISASSEMBLY
A-Adjusted length. 11-Slave cylinder tube. 12-Nut. 1-Nut. 2-Control valve cover. 3-Seal. 4-Air valve spring.
24-Bleed screw. 5-Valve.
 5C-50 Group 190
AIR SYSTEM AND BRAKES Page 5
BRAKE AIR BOOSTER

Clamp the control valve cover (2) in a vise and 3. Replace all parts which are damaged.
remove the air inlet nut (1) and fittings as an assem-
4. Use a new packing (6) when reassembling.
bly. Remove the seal (3) and air valve spring (4).
5. Cut the new wick (4) to size (13¼"). Dip wick
NOTE in SAE 10 crankcase oil before installing.
Seal (3) must be replaced with a new seal when 6. Tighten nut (1).
reassembling.
Slave Cylinder Tube Disassembly and Assembly
Valve (5) and the control valve cover (2) are an
assembly and are replaced as such.
Air inlet tee is installed parallel to the outlets on
the control valve cover.

Air Cylinder Piston Disassembly and Assembly

(Earlier Boosters)
1. Cut a piece of ¼" by l½" bar stock, or some
similar material, 41/s" long.
T4 1 61 5
2. Clamp the piece of bar stock in a vise as shown
and slip the air cylinder piston over it with the SLAVE CYLINDER TUBE ASSEMBLY
nut (1) pointing up. D Remove
1-Seal. 2-Nut. 3-Plug. 4-Gasket. 5-Washer. 6-Bleed screw.
7-Snap ring. 8-Spring. 9-Chec:k valve assembly.

Thread the nut (2), beveled face first, onto the

inner threaded portion of the slave cylinder tube.
Dip the new seal (1) in brake fluid and install.
Install the check valve assembly (9) into the plug
(3) making sure the snap ring (7) is engaged in the
recess under the bleed screw port.

Slave Cylinder Piston Disassembly and Assembly

PREPARING TO REMOVE NUT

SLAVE CYLINDER PISTON DISASSEMBLY

D Remove
1-Pac:king. 2-Snap ring. 3-Retainer. 4-Spring. 5-Ball.

Replace all parts that are damaged.

141607 Dip new packing (1) in brake fluid before insert-
ing in recess around piston.
PISTON DISASSEMBLY AND ASSEMBLY
D Remove NOTE
1-Nut. 2-Retainer. 3-Ring. 4-Wic:k. 5-Pac:king plate.
The lip of packing (1) must be pointing toward
6-Pac:king. the ball (5).
Group 190 5C-50
Page 6 AIR SYSTEM AND BRAKES
BRAKE AIR BOOSTER

End Plate Disassembly and Assembly
1. Remove the fitting ( 4) and piston ( l) as an as-
sembly from the end plate.
2. Remove the piston (1) from the fitting.
3. Remove the snap ring (11), O-ring seal (13),
washer (9), spring (7), sleeve (15), retainer (14),
cup (6) and washer (8).
NOTE
The snap ring (11) should be removed before the
O-ring seal (13). If the order is reversed, the
snap ring may become lodged in the recess
occupied by the O-ring seal, making removal
difficult.
4. Remove the seal (10) by threading a ¼ 11 pipe
tap into the seal and tapping it out from the op-
posite end using a short piece of rod against
the pipe tap.
9. Dip a new cup (6) in brake fluid and install with
the lip of the cup pointing away from the wash-
er (8).
10. Install the retainer (14), sleeve (15), spring (7),
and washer (9).
11. Dip a new O-ring seal (13) in brake fluid and
insert in the end plate.
12. Push the washer (9) back against the spring
pressure and insert the snap ring (11) into
~ groove provided.
13. Dip new packings (2) in brake fluid and install
on the piston (1) with the lips pointing away
from one another.
14. Insert the piston into the fitting (4) with the hole
end of the piston next to the snap ring (5).
15 Dip a new seal (3) in brake fluid, install over
the fitting (4) and screw the assembly into the
end plate.

END PLATE DISASSEMBLY

I-Piston. 2-Packings. 3-Seal. 4-Fitting. 5-Snap ring. 6-Cup.
7-Spring. 8-Washer. 9-Washer. 10-Seal. 11-Snap ring.
12-Seal. 13-O-ring seal. 14-Retainer. 15-Sleeve.

5. Remove the seal (12).

6. Install a new seal (12).

7. Install a new seal (10), with lip toward seal (12),

into the end plate using a 7/a" to 15/16 11 OD
rod and tapping lightly with a mallet.

8. Insert a new guide washer (8) with chamfered

edge toward the seal (10).
 SC-50 Group200
AIR SYSTEM AND BRAKES Pagel
HYDRAULIC MASTER CYLINDER

Hydraulic Master Cylinder

The hydraulic master cylinder is located beneath
the center guard at the front of the Traxcavator. The
master cylinder provides oil under pressure to the
brake air booster.
,
REMOVAL ANI> INSTALLATION

REMOVING THE HYDRAULIC MASTER CYLINDER

FROM THE BRACKET
D Remove
3-Bracket. 6-Bolt. 7-Hydraulic master cylinder. 8-Bolt.

REMOVING GUARDS
D Remove
I-Guard. 2-Guard.

Remove the brake pedals.

ADJUSTING THE HYDRAULIC MASTER CYLINDER

9-Lever. ID-Rod assembly.

DISASSEMBLY AND ASSEMBLY

REMOVING THE HYDRAULIC MASTER CYLINDER

D Remove • Disconnect

3-Brackel 4-Tube assembly. 5-Bolt.

Disconnect the master cylinder rod assembly (10)

from the brake lever.

Install in the reverse order of removal. DISASSEMBLY AND ASSEMBLY OF

HYDRAULIC MASTER CYLINDER
Before installing the bracket and cylinder assem- D Remove
bly on the Traxcavator adjust the rod assembly (10)
I-Boot. 2-Rod assembly, 3-Wire. 4-Washer. 5-Piston
so there is ½" of free lever (9) travel as illustrated. assembly. 6-Cup. 7-Spring assembly.
Group200 SC-50
Page2 AIR SYSTEM AND BRAKES
HYDRAULIC MASTER CYLINDER

Replace all worn parts. Replace the cup (6) if it is

not sealing properly.
The cylinder should be honed to remove any slight
pitting or corrosion which may exist. This will make
it possible for the new cup to seal properly. How-
ever, if the cylinder is badly scratched or pitted it
must be replaced.
Assemble in the reverse order of disassembly.
 SC-50 Group201
AIR SYSTEM AND BRAKES Page I
AIR CHAMBER AND MASTER CYLINDER

Air Chamber and Master Cylinder

On 922 and 944 Traxcavators, air chamber (1)
and master cylinder (2) assembly is located in front
of steering column beneath floor plates. On 966
Traxcavator, air chamber and master cylinder as-
sembly is located at right of operator's seat beneath
tool box.
CAUTION
The need for brake adjustment is not indicated
by treadle stroke. The need for brake adjustment
is indicated by rod (3) which is visible t~rough
plastic tube (5). With either brake treadle de-
pressed, note stroke of rod with respect to mark
(4) on plastic tube (5). If rod is even with or ex- PREPARING TO REMOVE Am CHAMBER AND CYLINDER
(922 and 944 Traxcavators Illustrated)
ceeds mark on tube, brake adjustment is neces- 1-Stop light wires. 2-Bolts (four). 3-Brake line.
sary. See topic, SPECIFICATIONS, for indicator 4-Air chamber.
rod stroke.
NOTE
The master cylinder on the 966 Traxcavator has
a bleeder valve.

DISASSEMBLY AND ASSEMBLY

Am CHAMBER AND MASTER CYLINDER

1-Air chamber. 2-Master cylinder. 3-Stroke indicator rod.
@
4-Mark. 5-Plastic tube.

WARNING
Do not operate the machine until the air pres-
sure gauge registers in the green (operating)
range.
REMOVAL AND INSTALLATION
1. Block wheels of Traxcavator and open drain
cock on reservoir.
2. Remove floor plates on 922 and 944 Traxcava-
tors, or tilt seat forward and remove support for
platform assembly on 966 Traxcavators.
3. Disconnect air line to air chamber (4) at double
check valve.
4. Cover the opening of the brake line (3).
5. Remove air chamber and cylinder assembly.
6. After installation of the air chamber and cylin-
der assembly, bleed the braking system at the
wheel cylinders as outlined in the topic, BLEED-
ING THE BRAKES.
T63570 7
PREPARING TO DISASSEMBLE AIR CHAMBER AND
MASTER CYLINDER ASSEMBLY
1-Air chamber. 2-Shims. 3-Nuts (two). 4-Bolts (four).
5-Bracket. 6-Tube. 7-Master cylinder.
At time of assembly, use following procedure to
determine correct number of shims (2):
1. Install two 5/16" NC guide pins in two diago-
nally opposed holes from which the bolts (4)
were removed.
2. Secure the bracket (5) to air chamber (I).
3. Move master cylinder (7) toward bracket until
rod in air chamber (1) contacts piston in master
cylinder (7).
NOTE
The point of contact can be determined when
spring resistance is felt.
Group201 5C-50
Page 2 AIR SYSTEM AND BRAKES
AIR CHAMBER AND MASTER CYLINDER 3

4. Measure clearance between shoulder on master

cylinder and machined face of bracket. To this
_dimension, add shims to obtain clearance given
in topic, SPECIFICATIONS.
5. Install correct number of shims (2) and secure
nuts (3) and bolts (4).

Air Chamber
I. Mark the plates (1) and (4) so they can be as-
sembled in the same relative position.
2. Use a 8H8582 Vise Grip Wrench with jaws pro-
tected with 1/16" thick copper to retain rod (5)
MASTER CYLINDER DISASSEMBLY
and spring (6) while removing the clamp ring (Typical Example)
(2) and plate (1). I-Ring. 2-Washer. 3-Spring. 4-Piston assembly. 5-Cup.
~heck valve.

The cylinder should be honed to remove any

slight pitting or corrosion. If the cylinder is badly
pitted or scratched it must be replaced.
Prior to assembly, coat the rubber parts with a
good grade hydraulic brake fluid conforming to
specification SAE No. 70 R3.

AIR CHAMBER TEST

Apply brakes and observe that push rod moves
out promptly, This can be observed by action of
indicator rod.
AlR CHAMBER DISASSEMBLY Release brakes and observe that push rod returns
I-Plate. 2-Clamp ring. 3-Diaphragm. 4-Plate. 5-Rod. to release position promptly.
6-Spring. 7-Spring and indicator. A-Rod assembly
dimension.
With brakes fully applied, check for leakage
through the diaphragm by coating the indicator rod
3. Inspect all parts. tube with soap suds. No leakage is permissible.
4. Assemble the spring and indicator (7), spring
(6) and rod (5) into the plate (4).
5. Compress spring (6) and use the same tool setup
as used in Step 2 to hold rod (5) to dimension
(A) during the remainder of assembly. See
SPECIFICATIONS for dimension.
NOTE
To facilitate installation of clamp ring (2), use a
8H8582 Vise Grip Wrench to draw the ends of
the clamp ring together for bolt installation.

CAUTION
Tighten each clamp ring retaining bolt only suffi-
ciently to eliminate leakage at clamping ring
surface.

Master Cylinder
Inspect all parts.
 SC-120 Group20
Page I

TRAXCAYATOR PORTION
TABLE OF CONTENTS
Section Group

Index ..... . SC-120 30 .,

Specifications SC-120 40

Hydraulic System SC-120 70

Hydraulic Pump SC-120 80

Hydraulic Oil Filter ............. . SC-120 90

Control Valve and Tank ..... . SC-120 100

Hydraulic Lines ............... . SC-120 110

Hydraulic Cylinders ..... . SC-120 120

Bucket and Bucket Control SC-120 140

Bucket Positioner and Kick-out Group . . . . . . . . . . . . . . . . . . SC-120 150

 NOTES
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 SC-120 Group 30
Page I

TRAXCAYATOR PORTION
INDEX
A K
Adjustments: Kick-Out Group, Bucket .... 150 - 1
Bucket Lift Kick-out Group 150 2
Bucket Positioner 150 2
Lift Cylinder 120 5 L
Packing Adjustment 120 5
Levers, Front and Rear Lift 140 l
Tilt Circuit Relief Valve 100 3 Lift Arm 140 2
Tilt Cylinder 120 3
Link:
Packing Adjustment 120 3 Front 140 1
Pressure Relief Valve 100 3 Rear 140 l
Arm, Lift 140 - 2 Lines:
Hydraulic 110
B Pump Pressure and Suction 110
Bucket and Bucket Control 140 Tilt and Lift Cylinder 110
Bucket 140 - l
Front Lever .. 140 0
Front Link 140 - 1
Lift Arm 140 2 Oil Filter, Hydraulic 90
Rear Lever 140 1 Oil Pump, Hydraulic 80
140 l Operation:
Rear Link
Bucket Position and Kick-out Group 150 l
Bucket Positioner 150 l
Detent Valves 100 5
Hydraulic Pump 80 l
C
Hydraulic System 70 - l
Check Valves 100 5 Make-up Valves 100 4
Clearances and Tolerances 40 1 Pressure Relief Valve 100 2
Control, Bucket 140 - l Pump Pressure and Suction Lines 110 l
Control Tank 100 6 Tilt Circuit Relief Valve 100 3
Control Valve and Tank 100 1
Control Valves and Valve Body 100 - 6 p
Cylinder:
Lift 120 3 Positioner, Bucket 150
Lift Lines 110 l Pressure Relief Valve, Hydraulic 100 2
Tilt 120 l Pressure and Suction Lines, Hydraulic 110
Tilt Lines II0 l Pump, Hydraulic Oil 80 - l

D s
Data, Clearances and Tolerances 40 - l Specifications, Clearances and Tolerances 40 - 1
Detent Valves 100 5

T
F
Tank, Control 100 6
Filter, Hydraulic Oil 90 - l
Tank and Control Valve 100 1
Tilt and Lift Cylinders 120 l
H 100 3
Tilt Circuilt and Relief Valve
Hydraulic:
Cylinders 120 1
Lift 120 3 V
Tilt 120 - l Valve:
Lines: Check 100 5
Pump Pressure and Suction 110 Control 100 1
Tilt and Lift Cylinder 110 Detent 100 5
Oil Filter 90 Hydraulic Oil Filter By-pass 90 l
By-pass Valve 90 1 Make-up 100 4
Pump 80 - l Pressure Relief 100 2
Operation 80 l Tilt Circuit Relief 100 3
System 70 l Valve Body and Control Valve 100 6
 NOTES
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 SC-120 Group40
TRAXCAVATOR PORTION Page I
SPECIFICATIONS

Specifications
OVER-ALL SPECIFICATIONS - WITH STANDARD BUCKET
Height to top of exhaust pipe extension . . . . . . . . . . . . . . . 107 in.
Height to seat cushion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66¾ in.
Width (over bucket) . . .. ... .. ... . . . . . . . . . . . 93½ in.
Width (over tires) . . ... .. ..... ... . . . . . . . 89 5/32 in.
Width (over hubs) . . . . . . . . . . . . ......... 87 5/64 in.
Length (bucket on ground) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216 in.
Length (bucket at carry position 18" off ground) . . . . . . . . . . . . . . . . . . 210 in.
Wheel base . . . .......... ... . . . . . . . . 88 in.
Tread . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 in.
Ground clearance ........ 15¼ in.
Weight (approximate) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20,000 lbs.
Maximum height (with bucket raised) . . . . . . . . . . . . . . . . . . . . . . . . . 1821/8 in.

Standard Bucket:
Capacity, SAE rated (nominal heap) . . . . . . . . . . . . . . . . . . . . . . . 2 cu. yd.
Maximum dumping angle (at maximum lift) . . . . . . . . . . . . . . . . . . . . . . . . 50°
Dumping reach to tire (45° discharge angle at maximum lift) . . . . . 31¾ in.
Dumping clearance (45° discharge angle at maximum lift) . . . . . 1097/s in.
Tip back:
At ground level 41°
At carry position (18" off ground) 45°
At maximum lift . . . ................................. . 50°
Grading angle .. 60°
Maximum lift height (center of hinge pin to ground) ..... 143¾ in.
Digging depth (below ground at 10° digging angle) .......... 93/ain.

Pump (3K2786)
Type (double) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vane
Capacity (output with SAE No. lOW oil at 150°F.):
Large section (for bucket control system) earlier machines . . . 44 GPM
Small section (for steering system) ........................... 11.5 GPM
Based on pump speed of (2200 engine RPM) . . . . . . . . . . . . 1879 RPM
When developing pressure of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1000 PSI
End cover bolt torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118 - 142 lb. ft.

Filter
Type Full Flow
Cover-to-housing bolt torque 190+5 lb. ft.

Tank
Location of mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Right Side
Capacity of hydraulic system (gallons) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28¾

Control Valve
Location of mounting In Hydraulic Tank
Type .. ....... Two Circuit
Valve ........ . Sliding Spool - Spring Centered
Positions:
Lift circuit .. Raise, Hold, Lower, Float
Tilt circuit ........... . Tilt back, Hold, Dump
Pressure relief valve by-pass at approximately ... 1800 PSI
Tilt circuit relief valve (rod end) opens at approximately ....... . 1750 PSI
Tilt circuit relief valve (head end) opens at approximately ..... . 2050 PSI
Group 40 SC-120
Page2 TRAXCAVATOR PORTION
SPECIFICATIONS

Make-up valve body to control valve body, bolt torque .. 60 lb. ft.
Tilt relief valve body to control valve body, bolt torque .... 39 lb. ft.
Covers to tilt relief valve housing, bolt torque 23 lb. ft.
Main relief valve housing to control valve body, bolt torque . 60 lb. ft.
Control valve body to tank, bolt torque 60 lb. ft.

CONTROL VALVE
1-Main relief valve housing. 2-Control valve body.
3-Make-up valve body. 4-Tilt relief valve body.
5-Tilt relief body cover.

Lift Cylinder
Closed length (center-to-center of mounting bearings) 17.54 in.
Stroke (maximum) 34 in.
Diameter (inside) 5.498 - 5.501 in.
Cylinder head bolt torque 210 - 250 lb. ft.
Piston rod diameter (after plating) 2.491 - 2.492 in.

Tilt Cylinder
Closed length (center-to-center of mounting pins) 31.31 in.
Stroke (maximum) 16.69 in.
Diameter (inside) 5.498 - 5.501 in.
Cylinder head bolt torque 210 - 250 lb. ft.
Piston rod diameter (after plating) 2.491 - 2.492 in.

Bucket Positioner
Hose fitting to master cylinder, torque 6 lb. ft.
Hose to tube, nut-torque . 4.5 lb. ft.

Frame
Engine front support to frame, bolt torque 177 - 213 lb. ft.
Frame to front axle, nut torque .. 210 - 250 lb. ft.
Rear axle trunnion supports to frame, bolt torque 315 - 375 lb. ft.
Steering bracket to rear trunnion support, bolt torque . 177 - 213 lb. ft.

TRAXCAVATOR PORTION
HYDRAUIJC SYSTEM
Hydraulic System
OPERATION
Bucket controls are located to the right of the op-
erator's seat. The tilt control lever is located next to
the operator and the lift control lever is located to the
right of the tilt control lever. Pulling back on the tilt
control lever tilts the bucket back, while pushing for-
ward on the control lever dumps the bucket. Cen-
tered, the lever is in the hold position. Pulling back
on the lift control lever raises the bucket. Pushing
the lever forward of the hold position lowers the
bucket and pushing all the way forward places the
bucket in the float position.
Provision is made in the hydraulic tank for the
mounting of one internal control valve in addition to
the two standard control valves for the lift and tilt
circuits. This third control valve is required for oper-
ating a side dump bucket. The operating control
lever for this attachment is located to the outside of
the two main control levers.
FLOW OF OIL
TILT VALVE IN TILT BACK POSITION
LIFT VALVE IN RAISE POSITION
A three position spool valve controls the movement
of the tilt cylinders, and a four position spool valve
controls the movement of the lift cylinders. Some
hydraulic systems have a series circuit in which oil
exhausted from the tilt cylinders is used to actuate
the lift cylinders. This machine utilizes a "modified
series" circuit. In the "modified series" circuit, oil that
is exhausted from the tilt cylinders returns to the
hydraulic tank. The lift cylinders will not move re-
SC-120 Group70
Page I
gardless of the position of the lift cylinder control
valve until the tilt cylinder control valve returns to
the hold position. This arrangement allows the oper-
ator to load the bucket by moving the tilt control
lever only, while leaving the lift cylinder control
lever in the raise position.
When the tilt valve is in the tilt back position and
the lift valve is in the raise position, the tilt valve
blocks the flow of pump oil. Pressure oil opens the
tilt check valve, allowing pressure oil from the pump
to be directed to the piston ends of the tilt cylinders,
tilting back the bucket. Oil from the rod ends of the
tilt cylinders is directed back to the tank. As long as
the tilt valve is in the tilt back position, pressure oil
is prevented from flowing to the lift valve. As soon as
the bucket is tilted back, the tilt valve returns to the
hold position and pump oil is allowed to flow direct-
ly to the lift valve and on to the piston ends of the
lift cylinders.
When the tilt valve is in the tilt back position and
the lift valve is in the float position, pump oil flows to
the piston ends of the tilt cylinders, tilting back the
bucket. Return oil from the rod ends of the tilt cylin-
ders flows to the tank. When the lift valve is in the
float position, lands on the lift valve are moved to
open passages so the rod and piston ends of the
lift cylinders are interconnected. When the bucket
floats down, excess oil displaced by the cylinder
rod is free to return to the tank. When the bucket
floats up, make-up valves open to provide additional
oil for the piston ends of the cylinders to compensate
for rod displacement. Thus, the bucket is free to float
up or down.
FLOW OF OIL
TILT VALVE IN TILT BACK POSITION
LIFT VALVE IN FLOAT POSITION
When the tilt valve is in the dump position and the
lift valve is in the hold position, pump oil flows
through the tilt check valve at the upper left and is
Group70 SC-120
Page2 TRAXCAVATOR PORTION
HYDRAULIC SYSTEM

directed through the tilt valve and to the rod ends of
the tilt cylinders. Oil from the piston ends of tilt cyl-
inders flows back through the tilt valve and returns
to the tank. The lift valve is positioned to block the
oil in the lines leading to both ends of the lift cylin-
ders.
If the weight of the bucket load forces the tilt sys-
tem to dump faster than the pump can supply oil
to the rod ends of the tilt cylinders, extra oil is sup-
plied by the make-up valve.
tank. The tilt valve is positioned to block oil in the
lines leading to both ends of the tilt cylinders.
When the tilt valve is in the hold position and the
lift valve in the lower position, pump oil flows
around the tilt valve and is directed to and blocked
by the lift valve. The pump oil then flows up through
the lift check valve, back down and through the lift
valve to the rod ends of the lift cylinders, lowering
the bucket. Oil from the piston ends of the lift cylin-
ders is returned to the tank. The tilt valve is posi-
tioned to block the oil in the lines leading to both
ends of the tilt cylinders.
If the bucket and lift arms are descending of their
own weight faster than the pump can supply oil to
the rod ends of the lift cylinders, the make-up valve
will supply additional oil.

FLOW OF OIL
TILT VALVE IN DUMP POSITION
LIFT VALVE IN HOLD POSITION

When the tilt valve is in the hold position and the

lift valve is in the raise position, oil from the pump
flows around the tilt valve and is directed to and
blocked by the lift valve. Oil then flows up through FLOW OF OIL
the lift check valve, back down and through the lift TILT VALVE IN HOLD POSITION
LIFT VALVE IN LOWER POSITION
valve to the piston ends of the lift cylinders, raising
the bucket. Oil from the rod ends of the lift cylinders
flows through the lift spool valve and returns to the

FLOW OF OIL
TILT VALVE IN HOLD POSITION
LIFT VALVE IN RAISE POSITION
 SC-120 Group SO
TRAXCAVATOR PORTION Page I
HYDRAULIC PUMP

INTRODUCTION

No. of Vanes Small Section Large Section Capacity in GPM* Based

Pump Direction of Cover to Large
To Body Bolt Large on PSI
Group Rotation Large Small Section, Bolt Torque, lb. ft. Small
RPM**
Section Section Torque, lb. ft. Section Section
3K2786 Counterclockwise 10 12 118-142 44 11.5 1879 1000
53
(4K412 Ring)
3K6945 Counterclockwise 10 12 65-75 85-95 11.5 1879 1000
60
(4Kl791 Ring)
4J5795 Counterclockwise 10 12 40-50 85-95 60 16 1879 1000
*SAE lOW Oil at 150°F.
**Pump speed at engine high idle speed.

5 6 7 8 9 10 11 12 13 14 15 16

171119
3K2786 HYDRAULIC PUMP
I-Shaft. 2-Wiper. 3-Washer. 4-Bearing. 5-Ring. 6-Wash-
er. 7-Plate. 8-Seal. 9-Back-up ring. IO-Lip-type seal.
11-Cover. 12-Ring. 13-Plate assembly. 14-Plate. 15-Ring.
16-Seal. 17-Seal. 18-Lip-type seal. 19-Body. 20-Seal.
21-Ring. 22-Screw. 23-Vane. 24-Insert. 25-Screw. 26-Plate.
27-Washer. 28-Cover. 29-Spring. 30-Bolt.
1 4 5 6 7 8 9 10 11 12 13 14 15 16
19
3K6945 HYDRAULIC PUMP
I-Wiper. 2-Body. 3-Washer. 4-Ring. 5-Seal and back-up
ring. 6-0-ring seal. 7-Insert. 8-Vane. 9-Ring. 10-Wear
plate. 11-Wear plate. 12-Ring. 13-Vane. 14-Seal.
IS-Spring. IS-Cover. 17-Shaft. 18-Lip-type seal. 19-Bear-
ing. 20-Ring. 21-Seal and back-up ring. 22-Pressure
plate. 23-Rotor. 24-Screws (two). 25-Pins (two). 26-Body.
27-Screw. 28-Pins (two). 29-Rotor. 30-Pressure plate.
31-0-ring seal. 32-Back-up ring.

The pump capacity will vary with the different

17 pump groups, however, the basic design and op-
eration are similar for all of the groups listed in
the chart. Direction of pump rotation is determined
18 by viewing the pump from the drive end of the shaft.

20 The pump must have an adequate supply of clean

T72948 22 23 24 25 26 27 28 29 30 31 32
4J5795 HYDRAULIC PUMP
I-Shaft. 2-Wiper. 3-Lip-type seal. 4-Washer. 5-Bearing.
6-0-ring seal. 7-0-ring seal. 8-0-ring seal. 9-Ring.
IO-Rotor. 11-Pressure plate. 12-Ring. 13-Rotor. 14-0-ring
seal. IS-Cover. 16-Bolts (four). 17-Wear plate. 18-Spring.
19-Ring. 20-0-ring seal. 21-Wear plate. 22-Body. 23-Ring.
24-Back-up ring. 25-Back-up ring. 26-Vanes (ten). 27-In-
serts (ten). 28-Pins (two). 29-Cover. 30-Pressure Plate.
31-Pins (two). 32-Vanes (twelve). 33-Back-up ring.
oil, as it is dependent upon a continuous flow of oil
for lubrication of closely fitted parts. If inlet oil is
33 not available to the pump because of low oil level,
clogged or leaking inlet lines, or for any other rea-
son, the pump may seize or otherwise be damaged
when the engine is started.
In each pump the small section is the steering
pump and the large section furnishes pressure oil
for the loader and implement control circuit.
Group80 SC-120
Page2 TRAXCAVATOR PORTION
HYDRAULIC PUMP

OPERATION between the vanes starts to discharge into outlet (4)

and continues to discharge through positions (B)
Since the operation of both pumping chambers
and (C). Discharge of the oil is completed when the
is the same, only one will be discussed.
vane at (B) passes the end of the outlet (4).
Pump rotor (1) is driven by the splined pump shaft.
The two ends of the vanes are hydraulically con-
Equally spaced and accurately machined slots in the
nected by drilled passage (7) in the rotor. This
rotor contain vanes and inserts (8).
equalizes the pressure on both ends of the vanes
C and allows oil behind the vanes to escape as the
vanes are forced inward.

REMOVAL AND INSTALLATION

CAUTION
The oil supply must be adequate and reach
the pump immediately after starting. The pump
relies upon this oil for lubrication of closely
fitted parts and will be damaged within a few
seconds if the inlet oil is not available. Lack of
oil to the pump may be due to low oil level in
the tank, a clogged inlet line, or a leak (in the
inlet line) which prevents the pump from prim-
ing. Pump seizures will result if the engine is not
·p~~URE stopped immediately.

9 osgf[LY
F Because the vanes are initially moved outward
SCHEMATIC OF HYDRAULIC PUMP against the ring by centrifugal force, it is essential
1-Rotor. 2-Ring. 3-Slot. 4-0utlet. 5-lnlet. 6-lnlet. 7-Drilled the minimum pump drive speed should not be below
passage. 8-lnsert. 9-0utlet. A, B, C, D, E, and F-Positions 600 RPM until the pump is primed and pressure is
of vanes.
built up.
The rotor is positioned within cam ring (2) and The hydraulic pump can be removed without
between the wear and pressure plates. Each plate draining the hydraulic tank. Prior to removal, lower
has two inlet openings (5) and (6) through which the bucket to the ground.
the oil can enter the two pumping chambers. Outlets
(4) and (9) from the pumping chambers are located I. Tilt the operator's seat forward.
in the pressure plate. Recesses in the wear plate,
opposite the outlets, provide hydraulic balance on
the side of the rotor and vanes.

Annular grooves in the wear and pressure plates

direct pressure oil to slots (3) in the rotor. Oil from
these slots enters the space between inserts (8) and
the vanes to force the vanes out against ring (2).

As the rotor turns, vanes in positions (E) and (F)

follow the contour of ring (2), and the space be-
tween the vanes increases. This creates a low pres-
sure area and allows oil from the tank to flow
through inlet (6) into the pumping chamber. As the
rotor turns, oil fills the space between the vanes at
positions (E) and (F) and continues to fill the space
through positions (D) and (A). The oil between the
vanes at (D) and (A) is trapped when the vane at
(D) passes the end of inlet (6). As the rotor continues
to turn, the vanes are forced inward by the contour
of the ring, decreasing the space between the vanes.
When the vanes reach positions (A) and (B), the oil
PUMP REMOVAL
1-Small discharge tube plate. 2-Large discharge tube.
3-lnlet line. 4-Hydraulic pump. 5-Bolts (two).
6-Transmission pump.
2. Slide the hydraulic pump (4) away from the
transmission pump (6) and remove.
3. Cover all open lines to prevent dirt entering the
hydraulic system.
 SC-120 Group SO
TRAXCAVATOR PORTION Page3
HYDRAULIC PUMP

4. When installing hydraulic pump, inspect all 4. Replace back-up ring (33) and O-ring seal (20)
O-ring seals. if damaged. At assembly, first install O-ring
seal (20) into the cover (15) followed by back-
CAUTION up ring (33).
Before installing the pump, fill it with clean oil
and rotate the drive shaft. This will place a film
of oil on the pump gears and body, and aid in
priming the pump.

DISASSEMBLY AND ASSEMBLY

The following disassembly and assembly pro-
cedure is a general guide that can be followed re-
gardless of the relative positions of the inlet and
outlet ports of the various pump groups. Note the
positions of all parts of the pump during disas-
sembly, and assemble in the same position as re- HYDRAULIC PUMP
moved. Disassemble the pump on a work bench IS-Cover. 16-Bolts (four).
which is absolutely free of dirt.

NOTE
Before removing the pump cover, mark the cov-
er and pump body with match marks so the
cover can be installed in the same position. This
will insure the proper relationship between the
inlet and outlet ports of the various pumps.

The pump can be reconditioned quickly by install-

ing complete cartridges or by servicing and rein-
PUMP SMALL CARTRIDGE REMOVED
stalling the present cartridges. 12-Ring. 14-O-ring seal. IS-Cover. 17-Wear plate.
IS-Spring. 20-O-ring seal. 29-Cover. 30-Pressure
4 5 6 7 8 9 10 11 12 13 14 15 16 plate. 31-Pins (two). 33-Back-up ring. 34-Bolts (four).

NOTE
17
Clean all parts in nonflammable cleaning fluid.
Any grit or lint can cause a vane to stick.
18
5. Remove the two screws holding the cartridge
20 assembly together. Inspect the surfaces of wear
plate (17), pressure plate (30), ring (12) and
T72948 22 23 24 25 26 27 28 29 30 31 32 33 rotor (13) for scoring or excessive wear. Check
415795 HYDRAULIC PUMP CONSTRUCTION the edges of vanes (32) for wear. The vanes
I-Shaft. 2-Wiper. 3-Lip-type seal. 4-Washer. 5-Bearing. must not have excessive play in the rotor slots.
6-O-ring seal. 7-O-ring seal. 8-O-ring seal. 9-Ring. Check each rotor slot for sticky vane fit or
IO-Rotor. 11-Pressure plate. 12-Ring. 13-Rotor. 14-O-ring
seal. 15-Cover. 16-Bolts (four). 17-Wear plate. 18-Spring. wear. Vanes should drop in the rotor slots by
19-Ring. 20-O-ring seal. 21-Wear plate. 22-Body. 23-Ring. their own weight when both the slots and
24-Back-up ring. 25-Back-up ring. 26-Vanes (ten). 27-In-
serts (ten). 28-Pins (two). 29-Cover. 30-Pressure plate. vanes are dry. Light scoring may be removed
31-Pins (two). 32-Vanes (twelve). 33-Back-up ring. by lapping. Replace any parts which are heavi-
ly scored.
1. Remove the pump small cartridge consisting of Install vanes (32) with the rounded edge out-
ring (12), rotor (13), wear plate (17), pressure
ward toward the ring (12). If the vane is beveled
plate {30), pins (31) and vanes (32).
on one side, install the vane in the rotor (13)
2. Inspect spring (18) in cover (15). with the beveled edge of the vane trailing the
direction of pump rotation as indicated by the
3. Replace O-ring seal (14) if necessary. arrows on the rotor and ring.
Group80 SC-120
Page4 TRAXCAVATOR PORTION
HYDRAULIC PUMP
NOTE
When assembling the cartridge, immerse each
part in clean hydraulic oil. This will facilitate
assembly and provide lubrication to the pump
parts.
SMALL CARTRIDGE DISASSEMBLY
12-Ring. 13-Rotor. 17-Wear plate. 30-Pressure plate.
31-Pins (two). 32-Vanes (twelve).
6. Install the small cartridge assembly so the ar-
row on the ring points in a counterclockwise
direction when viewed from the drive end of
the pump.
7. Tighten bolts (16) to the torque value given in
the chart in the topic, INTRODUCTION.
8. Remove the large cartridge assembly consisting
of ring (9), rotor (10), pressure plate (11), wear
plate (21), vanes (26), inserts (27), pins (28) and
retaining screws (36).
LARGE CARTRIDGE REMOVED
6-O-ring seal. 7-O-ring seal. 8-O-ring seal. 9-Ring.
11-Pressure plate. 21-Wear plate. 22-Body. 23-Ring.
24-Back-up ring. 25-Back-up ring.
9. Replace O-ring seals (6), (7) and (8) and back-
up rings (24) and (25) at the time of assembly
if necessary. Install O-ring seal (6) into the
groove of wear plate (21) first, followed by
back-up ring (24) in the groove on the side
facing bearing (5). Install O-ring seal (7) into
the counterbore in body (22) and back-up ring
(25) onto the shoulder on wear plate (21).
LARGE CARTRIDGE DISASSEMBLY
9-Ring. ID-Rotor. 11-Pressure plate. 21-Wear plate.
26-Vanes (ten). 27-Inserts (ten). 28-Pins (two).
35-Bearing. 36-Screws (two).
NOTE
Clean all parts in nonflammable cleaning fluid.
Any grit or lint can cause a vane to stick.
IO. Inspect the surfaces of wear plate (21), pres-
sure plate (11), ring (9) and rotor (10) for scor-
ing or excessive wear. Check the edges of vanes
(26) for wear. The vanes must not have exces-
sive play in the rotor slots. Check each rotor
slot for sticky vane fit or wear. Vanes should
drop in the rotor slots by their own weight
when both the slots and vanes are dry. Light
scoring may be removed by lapping. Replace
any parts which are heavily scored.
I I. Inspect bearing (35). An arbor press can be
used to remove and install the bearing.
NOTE
When assembling cartridge, immerse each part
in clean hydraulic oil to facilitate assembly and
provide lubrication to pump parts.
26
/
T B O4 2 8
INSTALLING VANES IN ROTOR
ID-Rotor. 26-Vane. 27-Insert. 37-Drilled passage.
12. Place inserts (27) and vanes (26) in rotor (10).
 SC-120 Group80
TRAXCAVATOR PORTION Page5
HYDRAULIC PUMP

The vanes (26) should be placed in rotor (10) 19. At assembly, lubricate seal (3) and wiper (2).
so the beveled edge of each vane trails the di- The spring-loaded lip of seal (3) must face
rection of pump rotation as indicated by the washer (4).
arrow on the rotor (10). If the rotor does not
have a direction arrow on it then place the
beveled edge of the vanes (26) on the same side
of the rotor slot as the drilled passage (37)
which connects the bottom of its rotor slot with
the outside diameter of the rotor.
NOTE
Assemble the large cartridge assembly so the
arrow on the ring points in a counterclockwise
direction when viewed from the large splined
end of the pump. Place rotor (10) and vanes in
ring (9). Make certain the beveled edges of the
vanes trail the direction of rotation as shown
by the arrow stamped on ring (9). The direction
of rotation is to the left when viewed from the
large splined end of the shaft.
13. Align the holes for pins (28) in ring (9) with the
pin holes in pressure plate (11).
14. Position plate (21) so pins (28) are engaged
with ring (9) and plate (11). Secure screws (36).
15. Align pins (28) of large pump cartridge with
their mating holes in cover (29). Install the
large pump cartridge assembly in cover (29).
16. Install the pump shaft in the large pump car-
tridge, align the marks (made prior to disas-
sembly) on body assembly (22) and cover (29)
and secure bolts (34).
Tighten the bolts to torque value given in chart
in the topic, INTRODUCTION.
17. Remove the ring (23) securing the bearing (5)
into the body (22).

PUMP SHAFT REMOVED

I-Shaft. 2-Wiper. 3-Lip-type seal. 4-Washer. 5-Bearing.
19-Ring. 22-Body.

18. Inspect the sealing and bearing surfaces on

shaft (1), wiper (2), lip-type seal (3), bearing
(5) and washer (4).
 NOTES
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 SC-120 Group90
TRAXCAVATOR PORTION Page I
HYDRAULIC OIL FILTER

Hydraulic Oil Filter 5. Install in the reverse order of removal.

The oil filter keeps the oil free from dirt or other
foreign particles that are harmful to the parts of the DISASSEMBLY AND ASSEMBLY
system.

REMOVAL AND INSTALLATION

1. Loosen the bleeder valve (2) to facilitate drain-
ing the filter housing ( 4).
2. Remove the cover (7) and drain the filter hous-
ing.
DISASSEMBLY OF OIL FILTER
0 Remove

I-Housing. 2-Washer. 3-Filter element. 4-By-pass valve.

5-Spring. 6-Seal. 7-Cover.

Assemble in the reverse order of disassembly

using a new seal (6).

BY-PASS VALVE
The by-pass valve assures passage of a supply of
oil at any time the filter element becomes clogged.
This valve should be checked periodically to insure
PREPARING TO REMOVE FILTER HOUSING that it is functioning properly.
• Disconnect

I-Link. 2-Bleeder valve. 3-Inlet line. 4-Filter housing.

Disassembly and Assembly
1. Compress the spring (3) and remove the re-
3. Disconnect the outlet line from the bottom of the tainer ring (1) from the housing (5).
filter housing.
2. Remove the washer (2) and the spring.
4. Remove the bolts which fasten the filter housing
to the frame and remove the filter housing.

BY-PASS VALVE
I-Retainer ring. 2-Washer. 3-Spring.
4-Valve. 5-Housing.
T41334 7
HYDRAULIC OIL FILTER 3. Remove the valve (4).
4-Filter housing. 5-Filter element. 6-By-pass valve.
7-Cover. 8-Spring. 9-Cover. 4. Assemble in the reverse order of disassembly.
 NOTES
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 SC-120 Group 100
TRAXCAVATOR PORTION Page I
CONTROL VALVE AND TANK

Control Valve and Tanlf--

The control valve is located in the hydraulic tank
and serves to direct the oil to various parts of the
hydraulic circuits
The following parts or assemblies can be removed
from the main valve body for inspection: the lift
detent valve (1), lift valve stem (2), pressure relief
valve (3), tilt valve stem (4), tilt detent valve (5),
make-up valves (6) and (7), check valves (8) and tilt
circuit relief valve (9).

PREPARING TO REMOVE THE HYDRAULIC

CONTROL VALVES
D Remove • Disconnect
1-Cover. 2-Hydraulic lines. 3-Hydraulic lines.

CONTROL VALVE ASSEMBLY

1-Lift detent valve. 2-Lift valve stem. 3-Pressure relief
valve. 4-Tilt valve stem. 5-Tilt detent valve. 6-Make-up
valve. 7-Make-up valve. 8-Check valve.
9-Tilt circuit relief valve. HYDRAULIC CONTROL VALVE REMOVAL

• Disconnect
CONTROL VALVE REMOVAL AND 4-Line. 5-Linkage. 6-Tapped hole. 7-Linkage. 8-Line.
INSTALLATION
l. Drain the hydraulic system.
2. Remove the bottom of the hydraulic tank and
the inspection cover from the right platform.
3. Remove the top cover from the hydraulic tank.
4. Install a 3/a" - 16 (NC) eyebolt (9) in the tapped
hole (6) and attach a hoist.
5. From the front of the tank, remove the bolts
holding the valve to the tank and lower the con-
trol valve through the bottom of the tank as
illustrated.
CAUTION
Cover all openings in the hydraulic system REMOVING CONTROL VALVE
while the valve is removed from the machine. (Viewed from the lower right side of the machine)
9-Eyeholt.
Temporarily install the top and bottom of the
tank while the valve is removed from the ma-
chine. Be careful to keep all components of the 6. Install in the reverse order of removal using
hydraulic controls and tank clean. new seals and gaskets.
Group 100 SC-120
Page2 TRAXCAVATOR PORTION
CONTROL VALVE AND TANK

7. Tighten the bolts which hold the valve to the 10

tank to the torque listed in the topic, SPECIFI-
CATIONS.

PRESSURE RELIEF VALVE 11

Operation
13
5

- - -,
\
6 --- ......
I
+r
7 T4131l

PRESSURE RELIEF VALVE OPERATION

(VALVES OPEN)
3-Spring. 4-Valve. ·10-Vaive.
11-Spring. 13-Discharge port.

Removal and Installation

Remove the valve assembly from the tank. See the
covering topic.
Install in the reverse order of removal. Be sure the
seal between the pressure relief valve and the valve
PRESSURE RELIEF VALVE OPERATION
(VALVES CLOSED) body is installed.
1-Plug. 2-Shim. 3-Spring. 4-Valve. 5-Body. 6-Seat.
7-Chamber. 8-Passage. 9-Port. 10-Valve. 11-Spring.
12-Housing.

Oil under pressure flows into the port (9) and

contacts the valve (10). Oil is forced through the
passage (8) and into the chamber (7) where it con-
tacts the valve (4) . .

The valves remain closed until the oil pressure

exceeds the setting, as given in the topic, SPECIFI-
CATIONS.

Shims (2) are provided to adjust the tension ap-

plied by the spring (3) on the valve (4) to control
the pressure at which the valve operates.

When the valve (4) is unseated, the oil is expelled tfine

through a port in the bottom of the body (5). This REMOVING PRESSURE RELIEF VALVE
causes a drop in oil pressure in the chamber (7). D Remove
Since more oil can flow past the valve (4) than
1-Bolt. 2-Pressure relief valve. 3-Tube assembly.
through the passage (8), oil pressure overcomes the
force of the spring (11), unseating the valve (10).
Pressure oil then flows past the valve (10) and is ex- NOTE
pelled through the discharge port (13) and through Tighten the bolts (1) to the torque listed in the
the discharge tube assembly. topic, SPECIFICATIONS.

TRAXCAVATOR PORTION
CONTROL VALVE AND TANK
Disassembly and Assembly
I. Disassemble the valve being careful not to dam-
age the valve (2) and valve (6).
2. Check the surface of the valve (2) for nicks or
scratches. Polish the surface with fine emery
cloth if needed.
PRESSURE RELIEF VALVE
D Remove
I-Housing. 2-Valve. 3-Spring. 4-Seat. 5-Body.
6-Valve. 7-Spring. 8-Shims. 9-Plug.
NOTE
Assemble in the reverse order of disassembly
replacing all worn parts. Make sure all O-ring
seals are properly seated and in good condi-
tion.
3. When assembling carefully insert the valve (6)
and spring (7) into the body (5) as shown.
4. Install the shims (8) and plug (9).
NOTE
At the time of assembly, install the original
shims so the valve operates at the pressure as
given in the topic, SPECIFICATIONS.
5. Place the valve (2) into the housing (I) as
shown and check to be sure that it moves free-
ly in the bore of the housing.
6. Install the spring (3) in the valve (2).
7. Place the seat (4) into the body (5) and position
the seat and body as an assembly over the
valve (2) and spring (3).
TILT CIRCUIT RELIEF VALVE
Operation
The tilt circuit relief valves operate when exces-
sive pressure is applied to the head end or rod end
of the tilt cylinders, due to an external force on the
bucket or due to blocked linkage.
The valve (6) and piston (4) are held seated by
the springs (2) and (5). The oil flows into port (3)
under pressure and is directed to the passage (7)
5C-120 Group 100
Page3
and then to the end of the piston (4). Under normal
operation the pressure of the oil is not great enough
to compress the springs and open the valve.
The shims (I) are provided to adjust the tension
applied by the springs on the valve to control the
pressure at which the valve operates.
T41383 5 6 7
TILT CIRCUIT RELIEF VALVE OPERATION
(VALVE CLOSED)
I-Shims. 2-Spring. 3-Port. 4-Piston. 5-Spring.
6-Valve. 7-Passage.
When the pressure of the oil in the passage (7)
reaches the value as given in the topic, SPECIFICA-
TIONS, the piston (4) moves the valve (6) against
the spring pressure until the valve is unseated.
The excess oil is expelled through port (8) until
pressure is reduced and the valve closes. The relief
passages in the valve are patterned in such a way
as to allow for a gradual reduction in pressure.
TILT CIRCUIT RELIEF VALVE OPERATION
(VALVE OPEN)
8-Port. A-Direction of valve travel.
Removal and Installation
The tilt circuit relief valve can be removed while
the tank is installed on the machine.
Drain the hydraulic system and remove the bot-
tom of the tank.
Install in the reverse order of removal.
Tighten the bolts in the torque listed in the topic,
SPECIFICATIONS.
Group 100 SC-120
Page4 TRAXCAVATOR PORTION
CONTROL VALVE AND TANK
TILT CIRCUIT PRESSURE RELIEF VALVE REMOVAL
D Remove
I-Bolt. 2-Pressure relief valve.
Disassembly and Assembly
1. Disassemble the relief valve being careful not
to nick or scratch the outside diameter of the
piston (2) or the valve (6).
TILT CIRCUIT RELIEF VALVE
D Remove
I-Cover. 2-Piston. 3-Block. 4-Spacer. 5-Body. 6-Valve.
7-Spring. 8-Shims. 9-Spring. IO-Retainer. A-Dump
opening. ·
2. Carefully insert the valve (6) into the body (5)
as shown.
3. Install the springs (7) and (9), shims (8) and
retainer (10).
4. Install the spacer (4) into the body (5) and
against the end of the valve (6).
5. Install the block (3) over the spacer (4) with the
dump opening (A) in the block toward the body
( 5) as shown.
6. Install the piston (2) and cover (1).
MAKE-UP VALVES
Operation
Make-up valves are provided to supply tank oil
directly to the cylinder lines whenever the line pres-
sure is less than tank pressure. This occurs when the
bucket is lowered or tipped rapidly.
A spring holds each valve seated on the make-up
valve assembly cover. When pressure in the tilt or
lift circuit is reduced, oil in the tank is able to over-
come the spring, open the valves and pass directly
into the tilt or lift circuit.
There is a make-up valve assembly consisting of
two valves for each circuit, tilt and lift.
Removal and Installation
Remove the bolts (l) which fasten the lift circuit
make-up valve assembly (2) to the control valve
body and remove the assembly.
Remove the bolts (3) which fasten the tilt circuit
make-up valve assembly (4) to the control valve
body and remove the assembly.
MAKE-UP VALVE REMOVAL
D Remove
I-Bolt. 2-Lift circuit make-up valve. 3-Bolt. 4-Tilt circuit
make-up valve. 5-Tube assembly.
Install in the reverse order of removal tightening
the bolts to the torque listed in the topic, SPECIFI-
CATIONS.
Disassembly and Assembly
Lift circuit make-up valve disassembly is illus-
trated. The tilt circuit make-up valve is disassem-
bled and assembled in a similar manner.
1. Install the springs (3) in the counterbore of the
valves (4) and place the valves and springs in
the housing (2).
2. Install the solid cover (I) on the side of the
housing (2) so the springs (3) will bear against
the cover.
 5C-120 Group 100
TRAXCAVATOR PORTION Page5
CONTROL VALVE AND TANK

forced into a groove on the spool by the spring (1).

When the tilt back or raise cycle is completed, a
hydraulic cylinder forces pressure oil into the cham-
ber (2), moves the piston against the force of the
spring, allows the pin to lift out of the groove and
the control valve centering spring to return the con-
trol valve to the center or hold position.
A groove is provided on the lift circuit control
valve spool to position the valve in the float posi-
tion. A kickout is not provided for this position.

Disassembly and Assembly

DISASSEMBLY OF LIFT CIRCUIT MAKE-UP VALVE
D Remove
I-Cover. 2-Housing. 3-Spring. 4-Vaive. 5-Cover.
6-Elongated openings.

3. Install the cover (5), which has the two elon-

gated openings (6) in it, on the side of the hous-
ing so it will be against the solid ends of the
valves (4).
4. Install the retaining bolts through the cover (5)
housing (2) and into the cover (l) and tighten
securely.

DETENT VALVES
Operation
A spring-loaded detent is located on the stem of DETENT VALVE REMOVAL
the lift circuit control valve and the tilt circuit con- D Remove
trol valve. The spring (1) forces the piston (3) and
I-Cover. 2-Spring. 3-Piston. 4-Pin. 5-Body assembly.
pin (4) into a groove on a spool which moves with
the tilt circuit or lift circuit control valve. The con-
trol valves are held in the center or hold position by Both detent valves are disassembled in the same
springs located on the opposite end of the control manner.
valves. When the tilt circuit control lever is moved to Be sure the two O-ring seals in the body assem-
position the control valve in the tilt back position or bly (5) are properly seated and in good condition.
the lift circuit control lever is moved to place the Assemble in the reverse order of disassembly.
control valve in the raise position, the pin (4) is

CHECK VALVES
A check valve is provided for the tilt circuit and
the lift circuit. Pressure oil passing through the cir-
cuit to either end of the cylinders lifts the check
valve and fills the tilt or lift cylinders. When the
control valves are moved and oil is not moving into
the cylinders, the check valve seats. This prevents
oil in the cylinders from backing up in the lines and
allowing the bucket to drift when the control valves
are being shifted to different positions.

Removal and Installation

NOTE
DETENT VALVE OPERATION Loosen the bolt (2) and remove the cover (3),
I-Spring. 2-Chamber. 3-Piston. 4-Pin. plug (4) and bolt (2) as an assembly.
Group 100 SC-120
Page6 TRAXCAVATOR PORTION
CONTROL VALVE AND TANK

3. The tilt circuit control valve is removed in the

same manner.
4. Install in the reverse order of disassembly.

NOTE
The lift circuit control valve is slightly shorter
than the tilt circuit control valve and is installed
in the valve body bore closest to the lift circuit
make-up valve housing (1).

CAUTION
Extreme care must be taken to keep the control
valves clean and free ·from scratches or distor-
HHli tion.
REMOVING THE TILT CIRCUIT CHECK VALVE
Disassembly and Assembly
0 Remove
Each control valve has a detent spool located on
I-Lift circuit check valve. 2-Bolt. 3-Cover. 4-Plug.
5-Spring. 6-Valve. one end. The spool can be removed as shown and
installed on the control valve in the reverse order.
Install in the reverse order of removal replacing
the 0-ring seal on the plug (4). Use liquid soap on
the 0-ring seal to facilitate installation.
The lift circuit check valve is removed in the same
manner.

VALVE BODY AND CONTROL VALVES

The control valves direct oil to the various circuit
passageways in the valve body. The control valves REMOVING THE DETENT SPOOL
and valve body are serviced as an assembly and
cannot be ordered independently of each other.
0 Remove
1-Snap ring. 2-Washer. 3-Spool. 4-Control valve.
Removal and Installation
1. To remove the control valves from the valve CONTROL TANK REMOVAL
body, remove the detent valves and the center-
ing spring covers. See the topic, DETENT
VALVES.
2. Remove the centering spring as shown.

PREPARING TO REMOVE TANK

REMOVING LIFT CIRCUIT CONTROL VALVE

0 Remove • Disconnect
I-Lift circuit make-up valve housing. I-Pivot assembly. 2-Bracket. 3-Line.
 SC-120 Group 100
TRAXCAVATOR PORTION Page7
CONTROL VALVE AND TANI{

1. Drain the hydraulic system.

2. Remove the inspection cover from the right plat-
form and remove the floor plates.
3. Remove the top cover of the hydraulic tank and
the cover over the bucket control levers.

REMOVING THE HYDRAULIC TANK

6-Eyebolt. 7-Bleeder valve. 8-Hydraulic tank.

10. Install in the reverse order of removal.

REMOVING LINKAGE AND FILLER TUBE

D Remove • Disconnect
4-Rods. 5-Filler tube.

NOTE
To remove the filler tube reach inside the tank
and remove the bolts which fasten the filler tube
to the tank.

4. Disconnect the small hydraulic lines from the

two bleeder valves (7) at the top front of the
tank.
5. Remove the hydraulic lines as shown in the
topic, CONTROL VALVE REMOVAL AND IN-
STALLATION.
6. Disconnect a battery cable at the battery ter-
minal and remove the generator regulator. The
regulator is located just inside the tool tray ac-
cess cover on the right rear fender.
7. Disconnect the large pump suction line which is
located behind the generator regulator.
8. Replace the top of the tank and install a ½" - 13
(NC) eyebolt (6).
9. Attach a suitable hoist to the eyebolt, remove
the bolts which fasten the hydraulic tank to the
frame and lower the tank through the bottom
of the machine.
 NOTES
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 5C-120 Group 110
TRAXCAVATOR PORTION Page 1
HYDRAULIC LINES

Hydraulic Lines The tilt cylinder lines consists of:

The hydraulic lines used throughout the system
are under varied pressures during operation. Metal-
to-metal connections are sealed with O-ring seals to
prevent leakage and to prevent the entrance of dirt
into the system.
The lines are classified in the following groups:
The pump pressure and suction lines and the tilt and
lift cylinder lines. See their respective topics for a
further description of each group.
1. Upper tube (5) connects the valve with the
manifold (6).
2. Hoses (11) and (13) connect the manifold (6)
with the head end of the tilt cylinders.
3. Lower tube (4) connects the valve with the
manifold (6).
4. Hoses (10) and (14) connect the manifold with
the rod end of the tilt cylinders (8) and (12).

PUMP PRESSURE AND SUCTION LINES

The pump pressure lines carry the hydraulic oil
under pressure from the pump (I) to the oil filter (4),
and from the filter to the hydraulic control valve lo-
cated in the supply tank (8). The pump suction lines
carry the oil from the supply tank to the pump.
The pressure line consists of the tubes (2) and
(9), and the hoses (3) and (6). The suction line con-
sists of the hose (5).
Tubes and hoses can be separated at the connec-
tions. Tube and hose connections are sealed with - PRESSURE OIL
O-ring seals. T59221 C3if RETURN OIL

When removing the lines, drain the filter, tank and TILT CYLINDER LINES {SCHEMATIC)
(Top Front View)
lines. Cover all openings. I-Tank. 2. 3, 4 and 5-Tubes. 6-Manifold. 7-Block. 8-Tilt
cylinder. 9-Biock. IO and II-Hoses. 12-Tilt cylinder.
Inspect all seals at the time of assembly. 13 and 14-Hoses.

The lift cylinder lines consist of:

1. Upper tube (2) connects the valve with the
manifold (16).

- PRESSURE OIL
i ,4J RETURN OIL
15 16 17 18

PUMP PRESSURE AND SUCTION LINES

{Top View)
I-Pump. 2-Tube. 3-Hose. 4-0il filter. 5-Hose. 6-Hose.
7-Frame. 8-Supply tank. 9-Tube.

TILT AND LIFT CYLINDER LINES

The tilt and lift cylinder lines transmit the hydrau- T5 922 0 20 21
lic oil from the valve in the tank (I), through the LIFT CYLINDER LINES {SCHEMATIC)
(Top Front View)
manifolds (6) and (16), to the tilt cylinders (8) and I-Tank. 2. 3. 4 and 5-Tubes. IS-Hose. IS-Manifold.
(12) and to the lift cylinders (18) and (19). 17-Hose. 18 and 19-Lift cylinders. 20 and 21-Hoses.
Group 110 SC-120
Page2 TRAXCAVATOR PORTION
___HYDRAULIC LINES

2. Upper hoses (20) and (21) connect the mani-

fold to the rod end of the lift cylinders (18) and
(19).
3. Lower tube (3) connects the valve with the
manifold (16).
4. Lower hoses (15) and (17) connect the mani-
fold to the head end of the lift cylinders.
The hydraulic lines are located beneath the ac-
cess covers on the front of the Traxcavator.
When removing the hydraulic lines, cover all
openings to prevent dirt from entering, and they
should be marked in relation to their openings to
assure proper connections. If the lines are removed
without proper identifications, the illustrations will
aid in installation.

IDENTIFICATION OF HYDRAULIC LINES

(Front View)
I-Tank. 2, 3, 4 and 5-Tubes. 6 and IS-Manifolds. 7 and
9-Blocks. IO. II. 13, 14. 15, 17, 20 and 21-Hoses. 8 and
12-Tilt cylinders. 18 and 19-Lift cylinders.

TRAXCAVATOR PORTION
HYDRAULIC CYLINDERS
Hydraulic Cylinders
TILT CYLINDERS
Removal and Installation
WARNING
Before attempting to remove the cylinders, low-
er and level the bucket until it is resting evenly
on the ground.
PREPARING TO REMOVE TILT CYLINDER
0 Remove • Disconnect
I-Pin. 2-Clamps. 3-Line. 4-Hoses. 5-Tube assembly.
1. Cover all openings.
NOTE
The hydraulic system need not be drained to
remove any or all cylinders. Only that amount
of oil in the lines between the cylinder and the
control valve, and in the cylinders, will be lost.
Do not move the hand control to any position
other than hold, however, or it may be possible
for oil to drain out of the tank.
2. Place a suitable sling around the cylinder as
illustrated.
3. Remove the pin (6) which fastens the rod to the
bellcrank (7) and remove the cylinder.
4. Cover the oil outlets to prevent dirt from enter-
ing.
5. Install in the reverse order of removal.
NOTE
After the cylinder has been installed, check the
oil level in the hydraulic tank and fill if neces-
SC-120 Group 120
Page I
REMOVING TILT CYLINDER
0 Remove
6-Pin. 7-Bellcrank.
sary, dump and close the bucket to remove the
air from the cylinder and lines. When the system
is operating properly once more, check the level
of the hydraulic oil in the tank.
Draining the Tilt Cylinder
Normally, the cylinders will contain a certain
amount of oil even after the system has been
drained.
A cylinder can be drained in the following
manner:
1. Protect the bearing by placing a shop cloth
into the bore of the rod bearing as illustrated.
2. Using a hoist, set the cylinder on end in a drain
pan. (The rod will remain stationary in the cylin-
der for lifting purposes, if both ports are covered
with suitable covers, thus preventing the dis-
placement of air or oil in the cylinder.)
3. Loosen the bolts holding the gland (I) (this will
be helpful when pulling the rod outward to its
extended length).
4. Uncover the ports and raise the hoist to pull the
rod out to its extended length to expel the oil in
the rod end of the cylinder. The weight of the
cylinder will permit it to remain in the pan.
5. Lower the hoist and push inward on the rod to
expel the oil at the other end of the cylinder.
6. Using the hoist, pull the rod out to its extended
position.
Group 120 5C-120
Page2 TRAXCAVATOR PORTION
HYDRAULIC CYLINDERS

3. Remove the cotter pin (10) and the nut (13) from
the rod.
4. Remove the retainer (9), the packing (8) and the
piston (7).
5. Remove the rod from the head.
6. Remove the O-ring seal (12) and the leather
washer (6) from the head.
7. Remove the gland (II), the shims (5), and the
fiber shims between the gland and the packing.

DRAINING THE TILT CYLINDER

I-Gland.

Disassembly and Assembly

1. With the rod {4) extended, disconnect the head
(3) from the cylinder (2).
2. Remove the rod assembly from the cylinder. PREPARING TO REMOVE SEAL FROM GLAND
14-Seal.

8. Remove the seal (14) from the gland.

9. Remove the packing (15) from the head.

PREPARING TO DISASSEMBLE CYLINDER

I-Rod end oil inlet. 2-Cyiinder. 3-Head. 4-Rod.

PREPARING TO REMOVE PACKING FROM HEAD

IS-Packing.

10. Press the bearings from the ends of the rod and
the cylinder.
. '!/•·?.·
.
..: .
.•. .•
'?, .¾. ...
11. Install the seal (14) in the gland with the lip fac-
. ·,.11 .·.· . . ing out.
12. Separate and oil all rings in the packing set
(15).
PREPARING TO DISASSEMBLE HEAD
5-Shims. 6-Leather washer. 7-Piston. 8-Packing. 9-Re-
13. Install one ring at a time making sure the vee
tainer. ID-Cotter pin. 11-Gland. I2-0-ring seal. I3-Nut. of each ring is pointing toward the rod end and
 SC-120 Group 120
TRAXCAVATOR PORTION Page3
HYDRAULIC CYLINDERS

15 to the cylinder to the torque given in the topic,

SPECIFICATIONS. The head will provide a
guide to prevent damaging the interior of the
cylinder when installing the piston.

LIFT CYLINDERS
Removal and Installation
T41779 The hydraulic system need not be drained to re-
PACKING IN TILT CYLINDER move any or all cylinders. Only that amount of oil
IS-Packing. in the lines between the cylinder and the control

in its proper position. Each ring should be seat-

ed before installing another.
14. After the last ring has been installed, install suf-
ficient fiber shims on the packing (15) to provide
a clearance of .090" between the head and the
gland.
15. Insert the gland into the head assembly, and
tap the packing lightly with the gland. Do not
use force.
CAUTION
Do not drive the seal (14) into the gland while
the gland is resting on the packing.

16. Measure the gap between the head assembly

and the gland.
17. Install the number of steel shims equal to the
gap measured minus .010 to .015 in. Install and PREPARING TO REMOVE LIFT CYLINDER
tighten the gland bolts. D Remove
18. Install the packing (8) around the piston with I-Guards.
the vee of the packing pointing toward the rod
end.

PACKING ON TILT CYLINDER PISTON

8-Packing.

19. Install the piston and rod assembly and head as

a unit in the cylinder with the head against the
PREPARING TO REMOVE LIFT CYLINDER
piston. Secure the head and gland to the cylin-
der before pushing the rod further into the cyl- D Remove
inder. Tighten the bolts which secure the head 2-Pin. 3-Tubes. 4-Tube assembly. 5-Bars.
Group 120 5C-120
Page4 TRAXCAVATOR PORTION
HYDRAULIC CYLINDERS

valve and in the cylinders will be lost. Do not move

the hand control to any position other than hold,
however, or oil may drain from the tank.

WARNING
Before attempting to remove the cylinders, low- PREPARING TO DISASSEMBLE CYLINDER
er and level the bucket until it is resting evenly D Remove
on the ground.
1-Tube. 2-Cylinder. 3-Head. 4-Rod.
Cover all openings to keep out foreign particles.
Attach a suitable sling and drive the pin (2) to-
ward the outside of the Traxcavator, out of the rod
end.

PREPARING TO DISASSEMBLE HEAD

5-Shims. 6-Leather washer. 7-Piston. 8-Packing. 9-Re-
tainer. 10-Cotter pin. 11-Gland. 12-O-ring seal. 13-Nut.

REMOVING LIFT CYLINDER

2-Pin. 6-Retainer.
Pry out the retainers (6) and raise the lift cylinder
out of the Traxcavator.
Install in the reverse order of removal.
NOTE
Install the retainers with the flat side toward the
front to allow for installation of the bars (5).
Disassembly and Assembly
1. With the rod ( 4) extended, disconnect the head
(3) from the cylinder (2).
2. Remove the rod assembly from the cylinder.
3. Remote the cotter pin (10) and the nut (13) from
the rod.
PREPARING TO REMOVE SEAL FROM GLAND
14-Seal.
4. Remove the retainer (9), the packing (8) and the
piston (7).
5. Remove the rod from the head.
6. Remove the O-ring seal (12) and the leather
washer (6) from the head.
7. Remove the gland (11), the steel shims (5), and
the fiber shims between the gland and the pack-
ing.
8. Remove the seal (14) from the gland.
9. Remove the packing (15) from the head.
10. Press the bearings from the ends of the rod and
the cylinder.
 SC-120 Group 120
TRAXCAVATOR PORTION PageS
HYDRAULIC CYLINDERS

18. Install the packing (8) around the piston with

the vee of the packing pointing toward the rod
end.

PREPARING TO REMOVE PACKING FROM HEAD

IS-Packing.

11. Install the seal (14) in the gland with the lip
facing out.
12. Separate and oil all rings in the packing set
PACKING ON LIFT CYLINDER PISTON
(15). 8-Packing.

15 19. Install the piston assembly, piston and rod and

head as an assembly in the cylinder with the
head against the piston. Secure the head and
gland to the cylinder before pushing the rod
further into the cylinder. The head will provide
a guide to prevent damaging the interior of the
cylinder when the rod is pushed into the cylin-
der.
T41779
PACKING IN LIFT CYLINDER NOTE
IS-Packing.
Tighten the bolts securing the head to the cylin-
der to the torque given in the topic, SPECIFI-
13. Install one ring at a time making sure the vee CATIONS.
of each ring is pointing toward the rod end and
in its proper position. Each ring should be seated
before installing another.
14. After the last ring has been installed, install
sufficient fiber shims on the packing (15) to
provide a clearance of .090" between the head
and the gland.

15. Insert the gland into the head assembly, and tap
the packing lightly with the gland. Do not use
force.
CAUTION

Do not drive the seal (14) into the gland while

the gland is resting on the packing.

16. Measure the gap between the head assembly

and the gland.
17. Install the number of steel shims equal to the
gap measured minus .010 to .015 in. Install and
tighten the gland bolts.
 NOTES
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 SC-120 Group 140
TRAXCAVATOR PORTION Page I
BUCKET AND BUCKET CONTROL

Bucket and Bucket Control side and end for end. The rear links are also
interchangeable.
BUCKET REMOVAL
When lifting facilities are limited, the bucket can
be removed before removing the bucket control.

REMOVING THE FRONT OR REAR LINK

D Remove
I-Bolts. 2-Rear links. 3-Bolts. 4-Front links. 5-Rear link
pins. 6-Front link pins. 7-Rear link pins. 8-Front
link pins.

PREPARING TO REMOVE THE BUCKET Front Lever

D Remove Remove the front lever with the bucket resting on
I-Bolt. 2-Lift link pins. 3-Bolt. 4-Lift arm pins. the ground.
Note the contour of the lever and make sure it is
Support the bucket with a suitable hoist as shown.
installed properly.
Remove as shown.

REMOVING FRONT LEVER

REMOVING THE BUCKET
D Remove • Disconnect
D Remove I-Rear links. 2-Front links. 3-Lower lever pins.
4-Front levers.
5-Bucket.

BUCKET CONTROL REMOVAL Rear Lever

Front and Rear Link Raise the bucket and install the support blocks.
NOTE See the topic, SUPPORTING LIFT ARMS, in the sec-
The front link is interchangeable with either tion, SEAT, FUEL TANK AND MISCELLANEOUS.
Group 140 SC-120
Page2 TRAXCAVATOR PORTION
BUCKET AND BUCKET CONTROL

Move the bucket to the full dump position. Make
sure the front lever (4) bottoms on the block (8).
Disconnect the rear link (3), replace the pin (5)
and attach a suitable hoist.
2. Make sure the front lever (10) is bottomed on
the block (9).
3. Attach a hoist to the tilt cylinder (8) and remove
the bolt (6) and pin (7).
4. Lower the tilt cylinder out of the way. Repeat
the process on the other tilt cylinder.
5. Support the lift arms with a suitable hoist as
shown.
6. Remove the bucket control assembly as shown.

REMOVING THE REAR LEVER

D Remove • Disconnect
I-Plate. 2-Rear lever. 3-Link. 4-Front lever. 5-Pin.
6-Pin. 7-Bolt. 8-Block.

CAUTION
Use padding on the pin (5) so it will not be
damaged when the lever (2) is removed.

Bucket Control Assembly Removal REMOVING THE BUCKET CONTROL ASSEMBLY

9-Block. 10-Front lever.
The bucket may be removed or left attached de-
pending on the lifting facilities available. See the
topic, BUCKET REMOVAL. CAUTION
Protect the lift cylinder rods with rags as
1. Raise the bucket to a suitable, horizontal posi-
shown.
tion.

PREPARING TO REMOVE THE BUCKET CONTROL

ASSEMBLY

D Remove
I-Lift cylinder pin. 2-Lift arm pin. 3-Plate. 4-Bolt. 5-Tilt
cylinder pin. 6-Bolt. 7-Tilt cylinder pin. 8-Tilt cylinder.
 SC-120 Group 150
TRAXCAVATOR PORTION Page 1
BUCKET POSITIONER AND KICK-OUT GROUP

Bucket Positioner and
Kick-Out Group
OPERATION
Bucket Positioner
A hydraulic bucket positioner for automatically
placing the bucket in the level or loading position is
located on the right tilt cylinder. After dumping the
load, the operator will normally move the tilt control
valve lever to the tilt back position while the
bucket is being lowered. When the bucket tilts back
to the level or load position, a cam (1) on the tube
assembly (4) located alongside the tilt cylinder will
contact the piston (5) of the hydraulic master cylin-
der (3) mounted on the tilt cylinder. This cylinder is
similar to a brake master cylinder. As the piston is
forced in by the cam, hydraulic fluid is forced
through the tube (2) to the hydraulic controls. The
hydraulic fluid moves a spring-loaded detent on the
tilt circuit control valve. A centering spring on the
valve returns it to the hold position. See the topic,
CONTROL VALVE AND TANK, DETENT VALVES.
draulic master cylinder (1). Hydraulic fluid is forced
through a tube to the hydraulic controls where it
moves a spring-loaded detent and allows the lift
circuit control valve to return to the hold position.
See the topic, CONTROL VALVE AND TANK, DE-
TENT VALVES.
1 2
T41741 5
BUCKET LIFT KICK-OUT GROUP
I-Hydraulic master cylinder. 2-Adjusting screw. 3-Lever.
4-Rocker. 5-Piston. 6-Link. 7-Lift cylinder.
REMOVAL AND ASSEMBLY
Remove the hydraulic master cylinder. The bucket
positioner hydraulic master cylinder is located on the
right hand tilt cylinder and the lift cylinder kick-out
group is located under the floor plates to the right
of the steering wheel. See the topic, ADJUSTMENT.
The lift kick-out hydraulic master cylinder and the
bucket positioner hydraulic master cylinder are
similar and are disassembled in the same manner as
shown.
Inspect all parts for pitting, undue wear or deep
scratches and replace as necessary. Reassemble re-
placing all gaskets and the cup (11).

BUCKET POSITIONER
1-Cam. 2-Tube. 3-Hydraulic master cylinder.
4-Tube assembly. 5-Piston.

Kick-out Group
A kick-out group for the lift control is located on
the right hand lift cylinder. The kick-out group is
provided to release the lift control lever from the
raise position just before maximum lift.
The lift cylinders pivot when the bucket is raised
or lowered. As the bucket is raised, the bottom of the DISASSEMBLING HYDRAULIC MASTER CYLINDER
lift cylinder (7) will move to the front. The kick-out
link (6) will then be pulled down and force the
D Remove
rocker (4) to the left which contacts and pushes the I-Bolt. 2-Plug. 3-Valve. 4-Cover. 5-Ball. 6-Spring. 7-Plug.
8-Piston. 9-Seal. 10-O-ring seal. 11-Cup. 12-Spring
kick-out lever (3) against the piston (5) of the hy- and retainer assembly.
Group 150 5C-120
Page2 TRAXCAVATOR PORTION
BUCKET POSITIONER AND KICK-OUT GROUP

CAUTION
Before installing the seal (9), install the O-ring
seal (10) on the piston (8) and slide the piston
into the body until the O-ring seal is in the body.
Place the seal (9) over the piston with the lip
pointed out. Tap the seal into place with a
sleeve. If the seal (9) is installed before the pis-
ton is inserted, it will be damaged by the O-ring
seal groove on the piston. See the topics, AD-
JUSTMENT and BLEEDING THE HYDRAULIC
KICK-OUTS.
6. Slide the cam against the plunger until the tilt
control lever moves to the HOLD position. The
roller on the piston (5) should be just breaking
over the top of the cam; if not, readjust the
master cylinder. Secure the cam to the tube as-
sembly.
CAUTION
Make sure that the piston (5) does not bottom in
the hydraulic master cylinder (3) when it moves
to the full travel on top of the cam (1).

ADJUSTMENT Bucket Lift Kick-out

Bucket Positioner 1. Raise the bucket until there is a dimension of
41 29 /32 inches as shown, between the piston
1. While operating the bucket, check the hydraulic
rod eye center and the adjacent faces of the
master cylinder piston travel from point of con-
cylinder and cylinder head. Stop the engine.
tact with the cam to the high point of the cam.
This should be approximately % inch.
2. Adjust the hydraulic master cylinder piston
travel, if necessary, by loosening the clamping
bolts (2) and sliding the master cylinder (3)
until the correct piston travel is obtained.
3. Lower the bucket to the ground, place the
bucket in the desired digging angle and stop
the engine.
4. Loosen the bolts which secure the cam (1) to
the tube ( 4) and slide the cam along the tube
away from the piston.
5. Place the tilt control lever in the tilt back posi-
tion if the digging angle is upward from the
front of the bucket or level. If the digging angle
is downward from the front of the bucket, place
the control lever in the tilt forward position.

LIFT CYLINDER ROD MEASUREMENT

BUCKET POSITIONER ADJUSTMENT ADJUSTING BUCKET LIFT KICK-OUT

I-Cam. 2-Clamping bolts. 3-Hydraulic master cylinder. I-Locknut. 2-Adjusting screw. 3-Hydraulic
4-Tube assembly. 5-Piston. master cylinder. 4-Piston.
 SC-120 Group 150
TRAXCAVATOR PORTION Page3
BUCKET POSITIONER AND KICK-OUT GROUP

2. Position the hydraulic master cylinder (3) as far
forward as the slotted mounting holes will
permit.
3. Loosen the locknut (1) and turn the adjusting
screw (2) until the piston (4) is fully extended.
4. Place the bucket lift control lever in the RAISE
position.
5. Turn the adjusting screw until the bucket lift
control lever moves to HOLD position and tight-
en the locknut.
7. Actuate the hydraulic master cylinder plunger
by raising and lowering the lift arms, until all
the air is exhausted from the system and close
the bleed valve.
8. Add SAE IOW oil of the same type as used in
the hydraulic system to the lift kick-out hydrau-
lic master cylinder until the level is 3/a inch from
the filler cap.

BLEEDING HYDRAULIC KICK-OUTS

Whenever air is allowed to enter either one or
both of the hydraulic kick-out circuits, or the master
cylinders are allowed to become dry, the system
must be bled.
1. Remove the cover over the hydraulic tank.
2. Raise the lift arms until the tilt cylinders are in a
horizontal position.
3. Open the bleed valve (2) with a screwdriver.
4. Actuate the hydraulic master cylinder plunger
by operating the tilt cylinders, until all the air
is exhausted from the system. Close the bleed
valve.
5. Add SAE IOW oil of the same type as used in the
hydraulic system to the bucket positioner hy-
draulic master cylinder until the level is 3/a inch
from the filler cap with the tilt cylinder in a hori-
zontal position.
6. Open the bleed valve (I) with a screwdriver.

BLEEDING HYDRAULIC KICK-OUTS

I-Lift kick-out bleed valve. 2-Bucket positioner
bleed valve.
 NOTES
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 5C-200 Group 20
Pagel

SEAT, FUEL TANK AND MISCELLANEOUS

TABLE OF CONTENTS
Section Group

Seat Removal ....................................... . SC-200 70

Fuel Tank Removal .................................. . SC-200 70

Supporting Lift Arms ................................ . SC-200 70

Counterweight Removal . . . . ....................... . SC-200 70

Hood and Side Panels ................... , ........... . SC-200 70

Platform and Fenders ............................... . SC-200 70

Floor Plate ......................................... . SC-200 70

 NOTES
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 SC-200 Group 70
SEAT, FUEL TANK AND MISCELLANEOUS Page I

Seat Removal Attach a suitable hoist to the fuel tank (I) as

Remove the floor plate.
Remove the bolts which fasten the seat panel as-
sembly to the frame.
Attach a sling and suitable hoist as shown, re-
lease the latch which holds the back end of the seat
down and remove the seat assembly.
shown, remove the bolts (3) which fasten the tank
to frame and lower the tank to the floor.
Supporting Lift Arms
A method of supporting the lift arms and tilt levers
employs blocks (2) made of angle iron. A fabricated
U-bolt (4) secures each angle iron block to the cylin-
der rod in its full extended position. The supports
fasten between the head end of the cylinder and the
lift arm (I) or tilt lever (3) as illustrated.
The dimensions for the fabrication of these sup-
port blocks are shown on the accompanying illus-
trations.

REMOVING THE SEAT

Fuel Tank Removal

Remove the fenders, steps and platform as out- SUPPORT BLOCKS INSTALLED
lined under the covering topics. I-Lift arm. 2-Blocks. 3-Lever. 4-U-bolt.

T35267

DIMENSIONS FOR FABRICATING ANGLE IRON SUPPORT

BLOCKS (LIFT CYLINDER)

NOTE

REMOVING THE FUEL TANK

Care should be exercised in tightening the U-
bolts around the cylinder rods to prevent dam-
D Remove • Disconnect aging the rods when the angle iron support
I-Fuel tank. 2-Lines. 3-Bolt. blocks are used. A piece of felt or rubber hose
Group 70 SC-200
Page2 SEAT, FUEL TANK AND MISCELLANEOUS

inserted between cylinder rod and lower part of 5. Remove the nuts which fasten the counterweight
U-bolt will prevent damage to cylinder rod. in place and lower the weight to the floor as
shown.
T41733

Hood and Side Panels

REMOVAL

I II I"
2 X 13 N.C. 2 ROUND 3 11
THREAD STOCK 2 11 X2"X-ANGLE IRON
8
DIMENSIONS FOR FABRICATING ANGLE IRON SUPPORT
BLOCKS (TILT CYLINDERS)

Counterweight Removal
l. Remove the hood and upper side panel, see the
covering topic.
REMOVING HOOD AND SIDE PANELS
2. Remove the left portion of the fan shield and
guard. 0 Remove
I-Exhaust stack. 2-Panel assembly. 3-Hood. 4-Panel.
3. Lower a suitable chain through the top as 5-Panel.
shown, and attach a hoist with a capacity of at
least one ton. NOTE
4. Loop a cable around the rod which is cast into The right side is shown. Removal of the left side
the top of the counterweight and attach the ca- panels is accomplished in a similar manner.
ble to the chain.

Platform and Fenders

REMOVAL

REMOVING PLATFORM AND FENDERS

0 Remove
I-Fender extension assembly. 2-Control lever cover. 3-Plat-
form assembly. 4-Fender assembly. 5-Fender assembly.
REMOVING THE COUNTERWEIGHT 6-Step assemblies.
 SC-200 Group 70
SEAT, FUEL TANK AND MISCELLANEOUS Page 3

NOTE
The right side is shown. The platform and fend-
ers on the left side are removed in a similar
manner.

Floor Plate
REMOVAL

REMOVING FLOOR PLATES

D Remove

I-Floor plate. 2-Upper floor plate. 3-Center floor plate.

4-Brake pedals. 5-Governor control pedal.

NOTE
It is necessary to remove the brake pedals ( 4)
and disconnect the governor control pedal (5) to
remove the upper floor plate (2).
 NOTES
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NOTES
 1. .1
FORD
I\EW HOLLAI\D INTERNATIONAL
HARVESTER

ALLIS-CHALMERS

~~m\mCJJm)o [B CATERPILLAR
TRACTORS Caterpillar and Cat are Registered Trademarks of Caterpillar Tractor Co.

All the above are Trademarks of others, used here in a descriptive

sense to refer to the products of others.

Printed in the United States of America

No patent liability is assumed with respect to the use of the information contained in this manual. While every precaution
has been taken in the preparation of this manual, the producer assumes no responsibility for errors or omissions.
Neither is any liability assumed for damages resulting from use of the information contained in this manual.

All instructions and diagrams have been checked for accuracy and ease of application; however success and safety in
working with tools depend to a great extent upon individual accuracy, skill and caution. For this reason, the producers
are not able to guarantee the result of any procedure contained in this manual. Nor can they assume responsibility
for any damages to property or injury to persons occasioned from the procedures. Persons engaging in the
procedures do so entirely at their own risk.