Gd670a 2ec Cebdg65194

CEBMG65194
KOMAlibU
GD530A, AW SERIES
GD650A, AW SERIES
GD67OA, AW SERIES
MACHINE MODEL SERIAL NUMBER MACHINE MODEL SERIAL NUMBER
GD530A-1 20084OTHRU202000 GD650A-2C
GD530A-1 E 201404 GD650AW-I 20084OTHRU202000
GD530A-2A 202002 alup GD650AW-2A 202002 & up
GD530A-2B 202002 & up GD650AW-2B 202002 & up
GD530A-2E 202002 & up GD650AW-2E 202002 & up
GD530A-2C GD650AW-2C
GD530AW-1 20084OTHRU202000 GD670A-1 20084OTHRU202000
GD530AW-2A 202002 84 up GD670A-2A 202002 & up
GD530AW-2B 202002 & up GD670A-2B 202002 & up
GD530AW-2E 202002 84 up GD670A-2E 202002 & up
GD530AW-2C GD-670A-2C
GD650A-1 20084OTHRU202000 GD670AW-1 20084OTHRU202000
GD650A-2 202001 GD670AW-2A 202002 & up
GD650A-2A 202002 & up GD670AW-2B 202002 & up
GD650A-2B 202002 & up GD670AW-2E 202002 & up
GD650A-2E 202002 & up GD-670AW-2C
This shop manual may contain attachments and optional equipment that are not available in your area. Please
consult your local Komatsu distributor for those items you may require. Material and specifications are subject
to change without notice.
GD530A, AW Series mount the KDC61 OT / S6D102-1 / S6D102E-1 engine.

GD650A, AW Series mount the KDC614T / S6D114-1 / S6D114E-1 engine.
GD670A, AW Series mount the KDC614T / S6D114-1 / S6D114E-1 engine.
For details of the engines, see the appropriate engine manual sets.
APR 96
CONTENTS FOR CEBMG65194
(REPLACES CEBMG65193)
A-01.50K ARTICULATION JOINT ASSEMBLY

A-l 0.40K CHAR-LYNN ORBITROL UNIT
C-l 1.40K RI TRANSMISSION, POWER SHIFT (FUNK 2263E130B)
E-01.15K ALL WHEEL DRIVE PUMP (REXROTH)
E-03.90K RI CIRCLE REVERSE MOTOR (DANFOSS)
E-03.95K 0 CIRCLE REVERSE MOTOR (CHAR-LYNN)
E-04.60K STEERING & BRAKE PUMP (EATON MODEL 70422 RDU)
E-l 3.30K HYDRAULIC MOTOR (VICKERS) (ALL WHEEL DRIVE)
E-30.40K HYDRAULIC OIL SWIVEL BLOCK (Q-WAY)
E-32.35K CONTROL VALVE MANIFOLDS (HUSCO 5000C SERIES)
E-32.45K MAIN SYSTEM PUMP
E-32.90K ALL WHEEL DRIVE (AWD) H.I.C. VALVE
E-33.00K RI HYDRAULIC CYLINDER’S
E-33.1 OK ACCUMULATORS (P/N 1285 352 H91, 1279 537 HI &
1233 789 H91)
E-33.80K TROUBLESHOOTING AND ADJUSTMENT MANUAL
E-34.00K 0 REAR AXLE COOLING AND LOCK/UNLOCK DIFFERENTIAL PUMP
F-01.20K RI CIRCLE REVERSE SLIP CLUTCH
F-01.30K CIRCLE REVERSE GEAR CASE
F-l 1.80K RI TANDEM CASE (SINGLE AND DOUBLE STRAND CHAINS)
G-01 .I 3K R3 GEARBOX ASSEMBLY (AWD)
G-01.15K FRONT AXLE ASSEMBLY
G-09.30K RI + FINAL DRIVE ASSEMBLY (JD TeamMate II) WITH PLANETARY
AND NON-PLANETARY REDUCTION (NoSPIN & LOCK/UNLOCK
DIFFERENTIAL)
H-03.00K RI CIRCLE ADJUSTMENT (FOUR SHOE)
K-04.20K RI PARKING BRAKE CALIPER (PERROT P/N 40 023 002)
K-04.30K PARKING BRAKE CALIPER (MICO)
K-l l.lOK R2 BRAKE VALVE (REXROTH MODEL MB 08 HMD-1X/70-19H)
K-l 1.30K RI BRAKE VALVE (MICO)
L-01.45K 0 WIRING DIAGRAMS
N-01.35K RI PRE-DELIVERY PROCEDURES
X-01 .OOK SUSPENSION SEAT
Y-01 .OOK GENERAL TORQUE VALUES
Y-02.00K METRIC CONVERSIONS
The affected sections are Action

Mark Indication
indicated by the use of Required
the marks shown in this 0 Section to be newly added. Add
table. It is requested that
necessary action be + Section to be replaced. Replace
taken to these sections
accordingly. 63 Section to be deleted. Discard
SHOP MANUAL A-01.50K
ARTICULATION JOINT ASSEMBLY

APPLICABLE MODELS SERIAL NUMBERS
GD530A-1 200417 & Up

GD530AW-1 200417 & Up
GD650A-1 200417 & Up
GD650AW-1 200417 & Up
GD670A-1 200417 & Up
GD670AW-1 200417 & Up
CAUTION
ALL COMPONENTS MUST BE PROPERLY SUPPORTED DURING
DISASSEMBLY AND REASSEMBLY.
ALL JACKING, HOISTING AND GENERAL WORKSHOP

EQUIPMENT REQUIRED FOR THIS OPERATION MUST BE
IN GOOD WORKING ORDER.
EXTREME CAUTION TO BE OBSERVED AT ALL TIMES TO PREVENT

INJURY.
SAFE WORKSHOP PRACTICES ARE A MUST.
FOR TABLE OF CONTENTS SEE PAGE 1
KOMATSU DRESSER COMPANY 850 SOUTH STREET GALION, OH 44833
0194
GENERAL TORQUE VALUES
Refer to “General Torque Values” shop manual section when SPECIFIC TORQUES are not given in this shop
manual section. All values listed throughout this manual are lubricated (WET) unless stated otherwise.
METRIC CONVERSIONS
Refer to “Metric Conversions” shop manual section for metric conversion of U.S. Measurements.
SHOP MANUAL SECTION A-01.50K
TABLE OF CONTENTS
CONTENTS PAGE
INTRODUCTION ................ . . . . .................. . . . . . 2

SERVICING ................... . . . . .................. . . . . . 3
REMOVAL ................. . . . . .................. . . . . . 3
DISASSEMBLY .............. . . . . .................. . . . . . 8
CLEANING AND INSPECTION . . . . . . .................. . . . . . 10
REASSEMBLY .............. . . . . .................. . . . . . 12
INSTALLATION .............. . 15
1
INTRODUCTION
- CROSS-SECTIONAL VIEW
-y--F A-1.40
ARTICULATION
JOINTASSEMBLY
Figure 1 CROSS SECTIONAL VIEW OF ARTICULATION JOINT
2
SERVICING
The following is only one method of obtaining a removal, disassembly, cleaning and inspection, reassembly, and
installation of the articulation joint.
Thoroughly clean the component to be serviced and the surrounding area. This will help prevent contamination from
entering the component or system being serviced.
REMOVAL
1. It is necessary (for adequate stability) to position the motor grader moldboard crosswise under the machine.
2. The rear module should be straight ahead and/or centered, NOT articulated one way or the other for easy
access to joint.
3. Lower moldboard to floor and position on suitable blocks for safety.
4. Tag and remove ignition key in order that other personnel know work is in progress and machine is not to be
tampered with.
5. Remove clamp (1, Figure 2) and exhaust stack (2) from

muffler (3).
Figure 2
6. Remove clamp (1, Figure 3) and air intake cap (2) from
air intake tube (3).
Figure 3
7. Support hood side (1, Figure 4). Remove locking

support (2) from hood side and front cowl (3).
NOTE: The gas spring door prop extends further than

the locking support, and should be removed
last and installed first.
Figure 4
8. With hood side (1, Figure 5) still supported, remove gas

spring door prop (2) from hood side and rear cowl (3).
Figure 5
9. Remove sixteen bolts and plain washers (I, Figure 6)

that secures hood top (2) to front and rear cowls.
Figure 6
4
10. Using a suitable lifting device, sling hood top (1,

Figure 7) in opposite corners as shown. Remove hood
top from grader.
NOTE: Set hood top on front frame member in front of

lift cylinders. This will help prevent the sheet
metal and hood sides from becoming sprung.
NOTE: If unit is equipped with an air restriction

indicator (2), be sure to disconnect the plastic
tube leading to it located inside the hood top lip
by L.H. hood side.
Figure 7
11. Remove two bolts, lock washers and plain washers (1,
Figure 8) from the underside and same on inside (2)
from front shell weldment (3) on each side.
12. Install a suitable lifting eye in top/center shell and with

strap and overhead hoist, remove shell. Place out of
work area way.
NOTE: Radiator overflow tube on R. H. side of

machine should not be damaged when
removing shell.
Rubber radiator strips should not be damaged

either. Pay particular attention to these two
areas.
Figure 8
13. Remove one bolt, lock washer (1, Figure 9) and clamp
(2).
14. Remove bolt, lock washer and articulation indicator

control rod end (3, Figure 9).
15. Disconnect electrical connections (wire numbers 0 and

53A [4, Figure 91) at articulation sender.
Figure 9
16. Remove two bolts, lock washers (1, Figure 10) and
plate (2) TOP and one bolt, lock washer and plate
BOTTOM, articulation cylinder pins from both sides of
machine.
NOTE: Port-a-power is the easiest way to remove pins.
Figure 10
17. Remove bolt and flat washers (1, Figure 11) and two
hex nuts and flat washers (2) securing rear grill (3) to
rear cowl (4).
Figure 11
18. Using IO Ton (9.07 Mg) overhead hoist, appropriate

lengths of chain support rear half of articulated frame.
Apply moderate tension on chain as illustrated in
Figure 12.
Figure 12
6
1. All shims (3 & 10, Figure 19) come in an assortment of 0.005 In. (0.127 mm), 0.007 In. (0.178 mm) and
0.020 In. (0.508 mm), both for bearing caps and retaining plates.
2. All spacers (9, Figure 19) must be installed prior to hinge pins (two - top; four - bottom).
3. There are two retaining plates (10, Figure 19) for each half of articulation joint (top and bottom).
4. If spacers were removed after inspection, replace with chamfered edge toward the inside of the web assembly.
NOTE: See cross-sectional view of articulation joint, page 1, for reference.
5. Hand pack each bearing assembly (7, Figure 19) with approved grease (See Shop Manual Section J-2 for
recommendation).
NOTE: See cross-sectional view of articulation joint, page 1, for proper installation of oil seals (4 & 8).
6. Install seal (8, Figure 19) and double tapered roller bearing (7) into bearing cartridge (6).
NOTE: Before installing bearing, look for engraved numbers along outside diameter of bearing cups and
cones. Match numbers and bearing pieces together.
7. Install bearing caps without shims (3, Figure 19), top and bottom. Install six bolts, lock washers and hex nuts
(1). Torque to 15 Ibf ft (2.1 kg*m).
8. After torquing bolts (1, Figure 19) on bearing caps (2) make sure that cap is drawn down evenly. Strike cap
with soft-faced mallet, until seated against bearing. Recheck torque value of 15 Ibf ft (2.1 kg*m).
9. With feeler gauge, measure gap which is left between bearing cap and housing two places; 180” apart.
10. Deduct 0.002 In. (0.051 mm) from reading taken and insert shims selected from shim pack.
11. After determining proper shim pack thickness, remove bearing caps and apply liberal amount of liquid gasket
around shim pack area where moisture might tend to penetrate.
12. Reinstall bolts, lock washers and hex nuts. Apply final torque of 55 Ibf ft (7.6 kg*m). Install grease zerk (5).
13. Install spacers (9, Figure 19) top and bottom of each half of frame (top spacer - chamfer side down; bottom
spacer - chamfer side (up).
14. Install retaining (10, Figure 19) plates top and bottom of each half with two bolts and lock washers (11) without
shims (13) and torque to 22 Ibf ft (3.0 kg*m).
15. With a feeler gauge, measure gap at two places 180” apart, between plate and top of web. Make sure that
there isn’t any deflection of plate due to too much load applied by bolts.
16. After determining proper shim pack thickness, remove bolts, lock washers and plate and apply a liberal amount
of liquid gasket all around both ends of pins prior to reinstalling retaining plates with shims.
17. Position front and rear modules together.
NOTE: Do not forget to install thrust washer (74) prior to installing hinge pin.
13
18. Install hinge pins (12, Figure 19) (both with chamfered side down). This can be accomplished with ten ton jacks
from underside, pushing up.
NOTE: Upper hinge pin to be drawn up against upper retaining plate while lower hinge pin must be drawn
down toward lowermost retaining plate.
19. Tighten bolts to 110 Ibf ft (15.2 kg*m) final torque.
20. Remove IO Ton (9.07 Mg) hydraulic jack/s.
A- 1.40
igure 20
21. Correct bearing cap installation - TOP cap to have grease zerk located at 40” from machine centerline.
BOTTOM cap to have grease zerk located at 30” from machine centerline.
14
INSTALLATION
1. Position articulation cylinders in place. Drive pin through

anchor brackets and cylinder bores, with chamfered
side down. Install lock washers and bolts (1, Figure 21).
Torque to 23 Ibf ft (3.2 kgam). Pins are to be drawn up
against upper retaining plate (2).
Figure 21
2. Install bolt, lock washer and articulation indicator control

rod end (3, Figure 22).
3. Position hoses through clamp (2) and install bolt and

lock washer (1, Figure 22) and tighten.
4. Install electrical connections (wire numbers 0 and 53A

[4, Figure 221) as indicated by drawing in upper left
hand corner of photo.
Figure 22
5. Secure rear grill (3, Figure 23) to rear cowl (4) with two
flat washers and hex nuts (2) and one flat washer and
bolt (1).
Figure 23
15
6. With overhead hoist place front shell weldment (3,

Figure 24) in place.
NOTE: Do not damage rubber radiator overflow tube

and rubber strips on sides of radiator during
ins talla tion.
7. Install two inboard bolts (2, Figure 24) lock washers and
plain washers. Install two outboard bolts, lock washers
and plain washers (1). These are on each side of the
front shell weldment.
8. Torque bolts to standard torque value.
Figure 24
9. Using a suitable lifting device, sling hood top (I,

Figure 25) in opposite corners as shown. Set hood top
into position on front and rear cowls.

indicator (2), be sure to reconnect the plastic
tube leading to it located inside the hood top lip
by L.H. hood side.
Figure 25
10. Install sixteen bolts and plain washers (1, Figure 26) to
secure hood top (2) to front and rear cowls.
NOTE: Prior to tightening all the bolts down, place l/8”

thick washers between the bottom of the hood
sides and engine panel and battery tray. Place
l/8” thick washers at top and bottom of each
end of hood sides and front and rear cowl. The
washers will act as spacers to help ensure that
the hood sides will open properly and not drag.
Once all washers are in place tighten the
sixteen bolts. Remove washers when done.
11. With hood top tighten down check to make sure hood
sides can be opened with out dragging. Readjust if
necessary. Figure 26
16
12. Support hood side (1, Figure 27) and install gas spring
door prop (2) between hood side and rear cowl (3).
NOTE: The gas spring door prop extends further than

the locking support, and should be installed
first.
Figure 27
13. With hood side (1, Figure 28) still supported, install
locking support (2) betweer 1 hood side and fro1It cowl
(3).
Figure 28
14. Secure air intake cap (2, Figure 29) to air intake tube
(3) with clamp (1).
Figure 29
17
15. Secure exhaust stack (2, Figure 30) to muffler (3) with
clamp (1).
NOTE: Exhaust stack must point towards rear of

grader.
16. Start engine and test hydraulic articulation. Move

controls until all functions operate normally. Recheck
hydraulic oil level and refill as necessary.
1
I
1
‘igure 30
18
A-l 0.40K
CHAR-LYNN ORBITROL UNIT

GD530A-1 200417 & Up

GD530AW-1 200417 & Up
GD650A-1 200417 & Up
GD650AW-1 200417 & Up
GD670A-1 200417 & Up
GD670AW-1 200417 & Up
CAUTION
ALL JACKING HOISTING AND GENERAL WORKSHOP


INJURY.
CONTENTS PAGE
INTRODUCTION ........... . . . . . . . . . . . 2
SERVICING .............. . . . . ...... ....................... . 4
REMOVAL ............ . . . . ...... ....................... . 4
DISASSEMBLY ......... . . . . ...... ....................... . 4
CLEANING INSPECTION . . . . . ...... ....................... . 11
REASSEMBLY ......... . . . . ...... ....................... . 13
INSTALLATION ......... . . . . ...... ....................... . 18
0194
METRIC CONVERSIONS
1
INTRODUCTION
1147.01
Figure 1 EXPLODED VIEW OF ORBITROL CONTROL UNIT
2
LEGEND FOR ORBITROL CONTROL UNIT
The exploded view shown on the previous page and legend shown here are to help identify parts and their
orientation to each other while servicing the orbitrol control unit. Some components mentioned during service
procedure may only be shown in this illustration.
1. SEAL 15. SEAL, CHECK BALL

2. O-RING 16. BALL, CHECK
3. RING, BACKUP 17. RETAINER, CHECK BALL
4. O-RING 18. HOUSING, CONTROL
5. SEAL, TEFLON 19. SLEEVE, CONTROL
6. O-RING 20. SPOOL, CONTROL
7. O-RING 21. KIT, CENTERING SPRING
8. O-RING 22. PIN, CENTERING
9. WASHER, SEALING 23. PLATE, SPACER
10. RING, RETAINING 24. DRIVE
11. BUSHING, SEAL GLAND 25. GEROTER
12. RACE, BEARING 26. SPACER
13. BEARING, NEEDLE THRUST 27. CAP, END
14. SCREW, SET 28. BOLT
SERVICING
installation of the orbitrol steering unit.
REMOVAL
It is imperative that no contaminants enter the orbitrol unit after removal, for this reason, remove all connectors and
elbows from unit and plug ports in unit housing. Hoses should be plugged and numerically tagged along with unit
ports to ensure installation in proper relationship.
The removal procedure for the orbitrol unit is covered in the “Tilt Steering Console” shop manual section. The
upper portion of the console must be disassembled to gain access to the unit.
DISASSEMBLY
Plug all ports in orbitrol unit to prevent internal contamination while service is being performed.
1. Match mark the relationship of unit end cap, gerotor,

spacer plate and housing.
2. Loosen and remove seven end cap mounting screws (1,

Figure 2) and cap (2).
3gure 2
4
3. Remove O-ring (1, Figure 3) from end cap, refer to

cleaning and inspection section for appropriate service.
Figure 3
4. Lift gerotor (1, Figure 4) from star gear (2).
Ggure 4
5. Remove O-ring (1, Figure 5) from gerotor (2), refer to

Figure 5
5
6. Lift star gear (1, Figure 6) from drive splines, remove 1

gear and spacer (2).
7. Pull drive shaft (1, Figure 7) from housing (2) and

remove spacer plate (3).
‘igure 7
8. Remove O-ring (1, Figure 8) from housing (2), refer to

Figure 8
6
9. Position housing as shown, use clean wood block to

protect housing end from vise rail.
10. Remove retaining ring (1, Figure 9) from housing (2).
Figure 9
11. Pry seal gland bushing (1, Figure 10) from housing (2).
Figure 10
12. Remove upper seal (1, Figure 11) and lower quad ring
seal (2) from seal gland bushing (3), refer to cleaning
and inspection section for appropriate service.
Figure 11
7
13. Remove upper thrust washer (1, Figure 12), needle

bearing and lower thrust washer from centering spool
splined end.
14. Pull O-ring (2, Figure 12) seal from housing.
Figure 12
15. Apply pressure to splined end of centering spool (1,

Figure 13) opposite the end shown, and push out of
housing (2).
A
WARNING! Use care not to bind spool in
housing, internal damage will seriously
impair orbitrol unit operation.
NOTE: Rotating centering spool while removing from

housing will help eliminate binding.
Figure 13
16. Using suitable tool, remove centering pin (1, Figure 14)
from control parts assembly (2).
Figure 14
6
17. Side spool (1, Figure 15) from sleeve (2).
A
WARNING! Do not bind spool inside
sleeve. Damage to spool or sleeve will
NOTE: Rotating spool while removing from sleeve will

help eliminate binding.
18. Remove six centering springs (3, Figure 15) from spool
NOTE: Notice the position of springs when removed,

they must be installed in the same position as
when removed.
Figure 15
19. Remove set screw (1, Figure 16) from housing (2).
Figure 16
20. Check ball seat inside housing is threaded in the top,

thread a l/8” - 24 machine screw into ball seat and pull
seat (1, Figure 17) from housing (2).
Figure 17
21. Turn housing upside down, check ball (1, Figure 18)
and check ball retainer (2) will fall from port.
22. Remove O-ring seals (3, Figure 18) from check ball
seat (4), refer to cleaning and inspection section for
appropriate service.
10
CLEANING INSPECTION
Some of the following information may not apply to the particular component
that you are servicing.
All parts must be clean to permit an effective inspection. During assembly, it is very important that no dirt or foreign
material enters unit being assembled. Even minute particles can cause malfunction of close fitting parts such as
thrust bearing, matched parts, etc.
1. Clean all metal parts thoroughly using a suitable cleaning fluid. It is recommended that parts be immersed in
cleaning fluid and moved up and down slowly until all oils, lubricants, and/or foreign materials are dissolved
and parts are thoroughly clean.
A WARNING! Care should be exercised to avoid inhalation

creating fire hazards when using solvent type cleaners.
of vapors, exposure to skin and
2. For bearings that can be removed, soak them in a suitable cleaning fluid for a minute or two, then remove
bearings from cleaning fluid and strike flat against a block of wood to dislodge solidified particles of lubricant.
Immerse again in cleaning fluid to flush out particles. Repeat above operation until bearings are thoroughly
clean. To dry bearings, use moisture-free compressed air. Be careful to direct air stream across bearing to
avoid spinning bearings that are not lubricated. DO NOT SPIN BEARINGS WHEN DRYING; bearings may be
rotated slowly by hand to facilitate drying process.
3. Carefully inspect all bearing rollers, cages and cups for wear, chipping or nicks to determine condition. Do not
replace a bearing cone or cup individually without replacing mating cup or cone at the same time. After
inspection, dip bearings in light weight oil and wrap in clean lintless cloth or paper to protect them until
installation.
For those bearings that are to be inspected in place; inspect bearings for roughness of rotation, scoring, pitting,
cracked or chipped races. If any of these defects are found, replace bearings. Also inspect defective bearing
housing and/or shaft for grooved, galled or burred conditions that indicate bearing has been turning in its
housing or on its shaft.
4. It is more economical to replace oil seals, O-rings, sealing rings, gaskets and snap rings when unit is
disassembled than waiting for premature failures; refer to latest Micro Fiche and/or Parts Book for replacement
items. Be extremely careful when installing sealing members, to avoid cutting or scratching. Curling under of
any seal lip will seriously impair its efficiency. Apply a thin coat of Loctite #120 to outer diameter, of metal
casing, on oil seals to assure an oil tight fit into retainer. Use extreme care not to get Loctite on lips of oil seals.
If this happens, that portion of the seal will become brittle and allow leakage.
When replacing lip type seals, make sure spring loaded side is towards oil to be sealed.
11
5. If available, use magna-flux or similar process for checking for cracks that are not visible to the eye. Examine
teeth on all gears carefully for wear, pitting, chipping, nicks, cracks or scores. Replace all gears showing cracks
or spots where case hardening has worn through. Small nicks may be removed with suitable hone. Inspect
shafts and quills to make certain they have not been sprung, bent, or splines twisted, and that shafts are true.
NOTE: Spline wear is not considered detrimental except where it affects tightness of splined parts.
Inspect thrust washers for distortion, scores, burs, and wear. Replace thrust washer if defective or worn.
6. Inspect bores and bearing surfaces of cast parts and machined surfaces for scratches, wear, grooves and dirt.
Remove any scratches and burrs with crocus cloth. Remove foreign matter. Replace any parts that are deeply
grooved or scratched which would affect their operation.
12
REASSEMBLY
1. Replace O-ring seals (3, Figure 19) on check ball seat

(4).
2. Install check ball retainer (2, Figure 19) and check ball
(1) into housing.
A
WARNING! inspect check ball retainer
(2) after installation, make certain that it
is laying flat in bottom of port.
?gure 19
3. Insert check ball seat (1, Figure 20) into housing (2)
port.
‘igure 20
4. Install and tighten set screw (1, Figure 21) into housing
(2).
‘igure 21
13
5. Replace centering springs (3, Figure 22) into spool (1).

The springs must be installed, three on each side with
the curved sides facing each other (See art).
6. Lubricate parts and slide control spool (1, Figure 22)

into sleeve (2).
A
NOTE:
WARNING! Use care not to bind spool in
sleeve while installing.
Rotating spool while installing into sleeve will

Figure 22
7. Insert centering pin (1, Figure 23) through control parts

assembly (2).
Figure 23
8. Insert spool (1, Figure 24) into bottom of housing (2).
A
WARNING! Do not bind spool in
housing. Internal damage will seriously
NOTE: Rotating spool while installing into housing will

Figure 24
14
9. Insert O-ring seal (2, Figure 25) into housing, install

lower thrust washer, needle bearing and upper thrust
washer (1).
Figure 25
10. Replace upper (1, Figure 26) and lower (2) quad ring
seals into seal gland bushing (3).
Figure 26
11. Install seal gland bushing (1, Figure 27) into housing
(2).
Figure 27
15
12. Install seal gland retaining ring (1, Figure 28) into
housing (2).
Figure 28
13. Replace O-ring (1, Figure 29) in housing end (2).
Figure 29
14. Align match marks and install spacer plate (3,

Figure 30) and inset-l drive shaft (1) into housing (2).
NOTE: Slot on drive shaft must fit over centering pin

when installed.
Figure 30
16
15. Set spacer (2, Figure 31) on drive shaft, install star gear
(1) on drive spline.
Figure 31
16. Replace O-ring (1, Figure 32) on gerotor (2).
Ggure 32
17. Align match marks and install gerotor (1, Figure 33) with
O-ring down, over star gear (2).
Figure 33
17
18. Replace O-ring (1, Figure 34) on end cap.
Figure 34
19. Align match marks and install end cap (2, Figure 35),
secure with seven bolts (1). Torque to 15 Ibf ft
(2.1 kgam).
Figure 35
INSTALLATION
Before installation, clean connectors or elbows. Remove plugs from orbitrol unit and install connectors or elbows.
Make certain that hoses are connected to proper unit ports.
The installation procedure for the orbitrol unit is covered in the “Tilt Steering Console” shop manual section. The
upper portion of the console must be disassembled to gain access to the unit.
18
C-l 1.40K
RI
TRANSMISSION POWER SHIFT
(FUNK 2263E130B)
GD530 SERIES 200840 & Up

GD530AW SERIES 200840 & Up
GD650A SERIES 200840 & Up
CAUTION
ALL JACKING, HOISTING AND GENERAL WORKSHOP EQUIPMENT

REQUIRED FOR THIS OPERATION MUST BE IN GOOD
WORKING ORDER.

INJURY.
0995
METRIC CONVERSIONS
SHOP MANUAL SECTION C-11.40K
TABLE OF CONTENTS
CONTENTS PAGE
SPECIALTOOLS .............................................. 2
CHANNELSUPPORTTOOL ................................... 2
CLUTCH PACK REMOVAL TOOL ............................... 3
CLUTCH SPRING COMPRESSION TOOL ......................... 4
INTRODUCTION ............................................... 5
OPERATION ............................................... 5
RULES OF OPERATION ...................................... 5
SERVICE ................................................. 7
GENERAL LOCATION OF COMPONENTS ........................ 9
VOLTAGE AND ELECTRICAL POWER REQUIREMENTS ............ 10
PRESSURE AND FLOW CHECKS .............................. 11
TRANSMISSION SCHEMATICS ............................... 13
TROUBLESHOOTING .......................................... 14
FLYWHEEL DIMENSIONAL CHECKS .............................. 20
CONVERTER ASSEMBLY INSTALLATION
INTO TRANSMISSION IF SEPARATED FROM
TRANSMISSION ........................................... 23
SERVICING ................................................. 24
REMOVAL ............................................... 24
TRANSMISSION ........................................... 34
Disassembly ........................................... 34
Transmission/Torque Converter Disassembly (34); Front Cover
Disassembly (36); Main Case Disassembly (38); Torque Converter
Disassembly (S/N 200417 Thru 202050) (42); Torque Converter
Disassembly (S/N 202051 and Up) (44); Clutch Pack 1 and 5 Disassembly
(First Stage) (46); Clutch Pack 2 and 6 Disassembly (Second Stage) (49);
Clutch Pack 3 and 4 Disassembly (Third Stage) (52); Control Valve
Disassembly (56)
Cleaning and Inspection .................................. 58
Reassembly ........................................... 60
Front Cover Reassembly (60); Torque Converter Reassembly (S/N
200417 Thru 202050) (64); Torque Converter Reassembly (S/N 202051
and Up) (66);
Clutch Pack 1 and 5 Reassembly (First Stage) (68);
Clutch Pack 2 and 6 Reassembly (Second Stage) (73);
Clutch Pack 3 and 4 Reassembly (Third Stage) (78); Control Valve
Reassembly (84); Main Case Reassembly (86); Transmission/Torque
Converter Reassembly (90)
TRANSFER CASE ......................................... 92
Disassembly ........................................... 92
Cleaning and Inspection .................................. 93
Reassembly ........................................ 94
INSTALLATION ............................................ 97
SERVICING MACHINE AFTERTRANSMISSION OVERHAUL ............ 108
STARTUP PROCEDURE ...................................... 109
1 Rl
SPECIAL TOOLS
CHANNEL SUPPORT TOOL
The channel support tool (Figure 1) is used to support the engine when the transmission
is removed from the
grader. The transmission and rear engine support is one in the same. When the transmission is removed
there
is no means other than to place the channel under the engine flywheel housing to hold the
engine up.
Figure 1
RI 2
CLUTCH PACK REMOVAL TOOL
The clutch pack removal tool (Figure 2) is used to remove the three clutch pack assemblies from the
transmission. Due to the interlocking gear design of the clutch packs it is impossible to remove them one at
time. The tool is designed to slide in the oil passage lands on the clutch pack support shaft. These lands are
not to be confused with the seal ring grooves.
AG
I/lb'(l.S9
mm)
r%' (952mm)
/
4’ (101.6mm1
4’ (IdI. mm)
L$
1
13/X- 110.31mmlFt.
3 PlFS. - ClUTCHSIACKllfl
AL!JM,TOOLING
PLATE
Figure 2
3 Rl
CLUTCH SPRING COMPRESSION TOOL
The clutch spring compression tool (Figure 3) is used to remove the retaining ring that secures the piston spring
assembly in each clutch pack. The tool is designed to allow the spring to be compressed, yet allow removal
of the retaining ring.
b‘ (9.52 mm] DIA2 PlCS.
4” (101.6 mml 3/32” p.36 mm)
i_::;: z:: :I;-{ 1(” P.52 mm)

L
___c-w--w-----_._
cwrcH SPRING COMPRESSDR
5116’ I I’ (7.92 I 25 4 mm)

SlRlP 1018St.
13807
Figure 3
RI 4
INTRODUCTION
The transmission is a six speed forward, three speed reverse transmission.
Forward motion, reverse motion and the speeds are obtained through the use of electrically controlled solenoids
and hydraulically actuated multiple disc clutches. These clutches are power absorbing members that can be
engaged at full engine power. Shifting under full engine power makes this a full powershift for the forward and
reverse motion in all speeds.
The clutches in these units are hydraulically applied and spring released. Because the clutches are hydraulically
controlled, there is automatic compensation for normal wear, which eliminates the need for adjustment. Each
clutch uses a composition friction plate and a polished steel reaction plate.
The power from the engine is transmitted to the transmission through a torque converter. The use of the torque
converter has two distinct advantages: (1) The converter is essentially a fluid drive, there being no direct
mechanical connection between the engine and transmission assembly. This feature creates a very smooth
and shock-free drive eliminating engine stalling. (2) The converter multiplies torque during heavy pull-down
loads. When loads are light, the converter transmits the engine power directly at almost engine speed, and
there is no torque multiplication. The net result is an action like a transmission, with infinitely variable and
automatic speed ratios. The need for shifting gears, although present, is greatly reduced.
OPERATION
Like all mechanical equipment, the transmission will need attention and servicing. Routine checks will help
prevent down time. The operator can aid in preventive maintenance by reporting weak or borderline
malfunctions.
Because the unit operates “in” oil and “by” oil, most of the maintenance is concerned with oil replenishment and
oil cleanliness. The type of service and operating conditions will determine the maintenance interval. However,
as previously stated, it is especially important that the oil be kept clean.
RULES OF OPERATION
1. Check the oil level daily, with the engine at idle speed, the transmission in neutral, and the transmission
oil temperature 160°F (71 “C) - 200°F (93°C) Make sure the area around the dipstick is clean before
removing.
A
WARNING! Assure that transmission has been shifted to “NEUTRAL,” parking brake has
been applied, and moldboard is resting on ground. Do not risk severe personal injury
or death.
2. The transmission should always be in the neutral position before starting the engine, or when the vehicle
is parked and the engine is running.
3. If the vehicle is to be towed, it will be necessary to run the engine at idle speed to lubricate the clutches.
4. If the engine cannot be run, towing must be limited to 3 MPH and one mile (maximum total). If these
conditions are to be exceeded, then the drive lines must be disconnected, and towing then, is permissible
at speeds not to exceed the vehicle manufacturer recommended speeds.
5 Rl
_&&+_ -___
-..------ ___fqq$J
Le., J/’ 17309

Ggure 4
RI 6
5. If the oil temperature gauge, which is the converter oil out temperature, rises to 250°F (121°C) or the
warning light comes on, stop the vehicle immediately. Shift to neutral and run the engine at 1000 - 1200
RPM. The temperature should drop rapidly to the engine water temperature, or if an air to oil exchanger
is used, the temperature should drop rapidly to ambient air temperature across the heat exchanger. If the
temperature does not drop, trouble is indicated. The trouble should be determined before the vehicle is
operated again. Overheating generally occurs due to working in too high of a gear ratio.
6. Do not shut off the engine when the unit is overheating, if the cooling system is known to be in working
order.
SERVICE
1. When servicing the unit for the first time after vehicle installation and/or after repair, the unit is filled as
follows:
A. Fill the unit with 4 U.S. Gallons (15.1 a) of the recommended lubricant.
B. Start the engine and run at idle speed to let the converter and oil lines fill.
A
WARNING! Assure that transmission has been shifted to “NEUTRAL,” parking brake
has been applied, and moldboard is resting on ground. Do not risk severe personal
injury or death.
C. With the engine at idle speed, finish filling the unit to the full level. The amount needed will vary with
each application.
NOTE: The oil level is always checked with the engine running at idle speed, the transmission in
neutral, and transmission oil temperature 160” - 200°F (71 0 - 93°C). In some applications that
use an air to oil heat exchanger, the transmission temperature will be below the temperature
recommended for checking oil level. Due to the expansion of oil as it heats up, it is important
that the oil level be checked at the recommended temperature.
2.
A
Lubrication
WARNING!
Recommendations:
Do not overfill the transmission.
Recommended Oils: COMMERCIAL POWERSHIFT TRANSMISSION
Prevailing Ambient Temperature Oil Specifications
Above - -10°F (-23°C) Hydraulic Transmission Fluid Type C-3 or C-4 (except
Grade 30).
Below - -10°F (-23°C) Hydraulic Transmission Fluid Type C-3 or C-4 (except
Grade 30).
Auxiliary preheat required to raise temperature in the
sump to above -10°F (-23°C).
Above - 32°F (0°C) Hydraulic Transmission Fluid Type C-3 or C-3 Grade 30.
A WARNING! Funk Manufacturing does not recommend the use

transmission fluid that uses an “EP” (Extreme Pressure) additive.
7
of any hydraulic
Rl
RECOMMENDED LUBRICANT AND FILTER CHANGE INTERVALS
A. Recommendations utilizing the Funk Filter with the bypass indicator inoperative or not connected:
1. The lubricant and filter should be changed after the first 20 hours of transmission operation. After
the initial lubricant and filter change, it is recommended that the filter be changed every 200 hours
of operation and the lubricant be changed every 600 hours of operation.
B. The following recommendations apply if the bypass indicator is connected and operative:
1. The filter should be changed when the bypass indicator signals the vehicle operator.
2. The lubricant change interval shall be every other filter change but not to exceed 1200 hours.
NOTE: In cold weather operation and/or initial startup (when the transmission oil is cold) the oil
will have a higher viscosity which may allow the filter to bypass intermittently. When this
happens, the filter bypass indicator will be activated.
If this happens, check the converter out oil temperature. If the temperature is in the normal
working range, the filter should be changed. If the converter out oil temperature is below
the normal working range, stop the machine and warm the oil up to the normal working
range by stalling the converter and observing the bypass indicator to be deactivated as the
oil warms up. If this disarms the system, work the transmission in a higher gear to keep
the converter out oil temperature in the normal working range. If this does not disarm the
system, change the filter.
A
WARNING! When stalling the converter, make sure the transmission is in high
gear, the vehicle brakes set, and the immediate area is clear of personnel and
obstructions. Do not exceed 30 seconds or 250°F (121°C) converter out oil
temperature, whichever comes first, at full governed engine RPM stall speed.
NOTE: The preceding lubricant change recommendations can be neglected if a lubricant analysis
indicates that the following limits are not exceeded.
Presence of
a. Glycol (antifreeze) 0% by volume
b. Water (after transmission .05% by volume

operation @ 150” - 250°F
(66” - 121°C) lubricant
temperature)
C. Increased viscosity Increase of 40% over new

@ 100°F (38°C) lubricant value
d. Total acid number (TAN) Increase of 3.0 over new

per ASTM D664 lubricant value
NOTE: The above recommendation is void if the oil shows signs of contamination or the effects
of a high operating temperature as evidenced by a strong burnt odor. If this condition is
evident, the oil and filter should be changed immediately.
RI 8
3. When changing the oil, the dirty oil should be drained while the unit is warm, examining for contamination
as described above.
4. Clean the suction screen thoroughly before reinstalling.
GENERAL LOCATION OF COMPONENTS
SERIAL TAG LOCATION PUMP OUT TO FILTER

/-
FRON
TO CONTROL VALVE
FROM FILTER
/
DRIVE PLATE 5. CHARGE PUMP
DIPSTICK
FILL PLUG
CONVERTER
OUTPUT YOKE
LOCATION FOR DIPSTICK TUBE

-f..J 15332
Figure 5
BREATHER -
- AUXILIARY PUMP DRIVE

CHARGE PUMP -_L
4
CONVERTERTOHEATEXCHANGER
CONTROL VALVE LUBE IN FROM HEAT EXCHANGER
f&l i
MAIN CASE --$
..
. -f
4-
-+k
Y-
-P- SUCTION TUBE SCREEN
Figure 6
9 Rl
VOLTAGE AND ELECTRICAL POWER REQUIREMENTS
Throughout this procedure, it is assumed that all wires are in good condition. As tests are made, it is advisable
to inspect the wires for wear and/or abrasions which would short the circuit. Wires may have internal breaks
which can only be detected by use of an ohmmeter (OHM) or similar device. When the possibility arises that
a switch or other component is bad, check the wires for continuity. They are numbered with bands at each end
to help trace them. Replace if necessary.
NOTE: Be sure that terminal ends are crimped solidly, screws are fight and that contact surfaces are not
corroded.
SOLENOID #
12 3456
F 1st 8.20
F 2nd 4.64
F 3rd 3.53
F 4th 2.00
F 5th 1.41
F 6th . 80
Rl 8.20
R2 3.53
R3 1.41
GEAR 8.2:1 Low Ratio
16510
igure 7 SOLENOID PATTERN FOR UNITS S/I\
200417 & Up
To troubleshoot the electric circuit of the valve, the above chart shows what solenoids are charged when that
gear is selected.
NOTE: The engine must be running for valves to be energized. A paper clip or other metal object can be
placed against the end of the solenoid to see if if is energized. A volt meter should be used to ensure
proper voltage is obtained.
CLUTCH SOLENOID VALVE REQUIREMENTS
A. Checks should be made at the valve. Nominal desired voltage is 24 volts, allowable 23 - 26 volts.
B. Current draw is 1 amp per solenoid, with a maximum of 1.4 amps.
RI IO
C. Resistance is 24.0 ohms, &3%.
Solenoid #I is for 1st gear clutch.

Solenoid #2 is for 2nd gear clutch.
Solenoid #3 is for 3rd gear clutch.
Solenoid #4 is for reverse gear clutch.
Solenoid #5 is for high range clutch.
Solenoid #6 is for low range clutch.
PRESSURE AND FLOW CHECKS
NOTE: All pressure and flow tests must be accomplished at 2000 RPM at a converter out temperature of 105”
- 125°F (41” - 52°C).
Port #l is for clutch pressure, which should be 240 - 260 PSI (16.9 - 18.3 kg/cm”). See Figure 8.
Port #2 is for pump pressure, which will be higher than clutch pressure but is not to exceed clutch pressure
by more than 15 PSI (1 .l kg/cm’). See Figure 8.
Port #3 is for converter in pressure, which is not to exceed 85 PSI (6.0 kg/cm”) at operating temperature. See
Figure 8.
NOTE: Initial start-up and in cold weather operation until the transmission is warmed up, pressures above
85 PSI (6.0 kg/en?) can be expected.
Refer to Figure 5 and Figure 6 for location of the following:
Pump out flow at 2000 RPM, 105” - 125°F (41’ - 52°C) is 19.6 GPM (74.2 Urnin).
Converter out flow at 2000 RPM, 105” - 125°F (41’ - 52°C) is 17 GPM (64.4 Urnin).
Converter out pressure at full throttle stall is not to be less than 35 PSI (2.5 kg/cm’) at 180” - 200°F (82” -
93°C).
A
WARNING! When stalling the converter, make sure the transmission is in high gear, the
vehicle brakes set and the immediate area is clear of personnel and obstructions. Don not
exceed 30 seconds or 250°F (121°C) converter out oil temperature, whichever comes first,
at full governed engine RPM stall speed.
NOTE: Full throttle stall speeds will vary depending on the engine and torque converter being used. Refer to
“Throttle Adjustment” Pre-Delivery Shop Manual for stall speed.
Lube in pressure at 2000 RPM, 105” - 125°F (41” - 52°C) is not to exceed 25 PSI (1.8 kg/cm? or be less than
10 PSI (0.7 kg/cm*).
11 Rl
15335
igure 8
SETTING THE CLUTCH PRESSURE
NOTE: On initial assembly of the pressure regulator, install two 0.030 In. (0.762 mm) shims (4).
To adjust the clutch pressure, remove the regulator cap (6) and the pressure regulator (5). The shims (4) will
be installed inside the valve body against the spring retainer cap.
With the transmission in neutral, the engine speed at idle (750 RPM minimum), and the converter out oil
temperature at 105” - 125°F (41” - 52”C), the clutch pressure should be 200 PSI (14.1 kg/cm? minimum. If the
clutch pressure is below 200 PSI (14.1 kg/cm*), add one .030 In. (0.762 mm) shim (4).
Advance the engine speed to 2000 RPM, with the same temperatures, and check the clutch pressure, pressure
must be 240 - 260 PSI (16.9 - 18.3 kg/cm*).
If the clutch pressure is below 240 PSI (16.9 kg/cm*), add one or two .015 In. (0.381 mm) shims to achieve
the 240 PSI (16.9 kg/cm*) minimum pressure.
If the clutch pressure is above 260 PSI (18.3 kg/cm*), remove one .030 In. (0.762 mm) shim and install one
.015 In. (0.381 mm) shim.
NOTE: A maximum of five shims may be used.
RI 12
TRANSMISSION SCHEMATICS
Lo
?-
Figure 9 THANSMISSION SCHEMATIC
13
TROUBLESHOOTING
The following data is presented as an aid to locating the source of difficulty in a malfunctioning unit. It is
necessary to consider the torque converter, charge pump, transmission, oil cooler, and connecting lines as a
complete system when running down the source of trouble, since the proper operation of any unit therein
depends greatly on the condition and operation of the others. By studying the data in this section, it may be
possible to correct any malfunction which may occur in the system.
Throughout this procedure, it is assumed that all wires are in good condition. As tests are made, it is advisable
to inspect the wires for wear and/or abrasions which would short the circuit. Wires may have internal breaks
which can only be detected by use of an ohmmeter (OHM) or similar device. When the possibility arises that
a switch or other component is bad, check the wires for continuity. They are numbered with bands at each end
to help trace them. Replace if necessary.
NOTE: Be sure that terminal ends are crimped solidly, screws are tight and that contact surfaces are not
corroded.
PROBLEM POSSIBLE CAUSE CORRECTION

I I I
Erratic oil pressure. Low oil level. Add oil to proper level.
*Pump gasket not sealing. Replace gasket.
*O-Ring on sump tube not Replace O-ring.

sealing.
*Oil passage cover plate leaking Replace seal, apply sealant per
in front cover. instructions in assembly manual.
Foreign object in suction pot-t. Remove object and check for

other contamination.
* Some indications of a suction leak are:
1. Erratic oil pressure (rapid fluctuation of gauges).

2. Pump and filter hoses jumping.
3. Excessive air entrainment in the transmission oil.
4. A long prime time (time elapsed from engine start to an indication of pump pressure).
NOTE: To determine if a suction leak exists, fill the transmission completely full of transmission fluid. Then
start the engine to see if there is an indication of erratic oil pressure. If none, a suction leak
probably exists.
A WARNING! Do not neglect to drain the transmission

test. Failure to do so will result in poor performance
back to the correct level after the
and overheating.
RI 14
Excessive oil pressure. Excessive amount of regulator Install correct amount of shims.
valve shims.
Sticking main regulator valve. Check main regulator for

contamination and clean orifice.
Faulty spring. Change spring.
Low oil pressure. Sticking main regulator valve. Clean main regulator valve.
Oil pressure set too low. Add shims (5 Maximum).
O-ring on charge pump mount Replace O-Ring.

defective.
Charge pump defective. Replace pump.
Internal disconnect seal Replace seal and install

damaged or installed incorrectly. correctly.
Low pressure in one gear but all **Contaminated solenoid valve Disassemble and clean entire
right in other gears. spool. control valve. Replace filter and
transmission fluid.
**Broken wire to one solenoid, or Repair wire (see solenoid chart

dirty connection. for electrical valves and
locations).
**Broken seal ring on input end Replace seal ring.

of clutch assembly.
**Outer of inner piston seal Replace seals.

leaking.
A WARNING! **If a solenoid is removed from the valve it has to be reinstalled in the same
AA location.
NOTE: ““To determine the defective clutch is simply a matter of elimination. For example, if the gear selected
uses solenoids 6 and 3, and low pressure is indicated, select another clutch that uses one of those
solenoids. If pressure is good, then the solenoid or clutch not selected is the one that is bad. To
confirm that this is the faulty circuit, select another clutch that uses this solenoid, to assure that the
discrepancy is actually in this solenoid or clutch.
15 Rl
**EXAMPLE:
Clutch Selected Indication
Uses solenoids 6 & 3 Low pressure Solenoid or clutch 6 or 3 is

defective.
Uses solenoids 5 & 3 Pressure O.K. Solenoid or clutch 6 is

defective.
Uses solenoids 6 & 2 Low pressure Confirms solenoid or clutch

6 is defective.
Vehicle will not move but all Voltage to wrong solenoids on Check wiring and connectors.
pressures are normal. control valve - see schematic.
No voltage to all solenoids. Check wiring, controller and

connectors.
Voltage to all solenoids. Check wiring and controller.
Solenoid valve spool stuck. Inspect, clean and replace if

necessary. Replace oil and filter.
Low or no converter pressure. Converter bypass valve Replace converter bypass valve.
defective.
Converter hub seal ring not Replace seal ring. (Item 25,
sealing. Figure 38 & Figure 73)
Converter bypass valve plug left Install plug. (See assembly

out. section of this manual.)
Filter or filter lines blow out. Hose bends to sharp. Reroute hoses.
Defective hose. Replace hose.
Main regulator valve struck. Clean valve and change filter

and oil.
RI 16
Clutch selected pressure does Contaminated solenoid valve Clean valve and replace oil and
not return to normal. spool. filter.
Accumulator spring too strong. Replace spring.
Primary pump defective. Replace primary pump.
Excessive internal leakage to Inspect seal ring, piston seals

clutch. and all sealing surfaces. (See
assembly section of this manual
Item 1, ?.)
Excessive noise. Charge pump defective. Replace pump.
Excessive backlash in gear. Replace bearings and inspect

for defective gears.
Auxiliary drive pump bad. Remove pump and check for

noise.
Blows oil out of breather or Transmission overfilled with oil. Establish proper oil level. (Check
dipstick. front seal on auxiliary driven
hydraulic pump if installed.)
Converter seal ring broken. Remove transmission and install

new seal ring on converter hub.
Transmission overheating. Converter stalling. Shift to lower gear.
Oil level to high. Establish proper oil level. (Check

front seal on auxiliary driven
hydraulic pump if installed.)
Engine overheating. Check engine coolant.
Water line defective on heat Replace lines.

exchanger.
Heat exchanger dirty. Clean heat exchanger.
Clutch slipping. Check clutch pressure.
17 Rl
Transmission pressure checks Converter sprag clutch damaged Disassemble converter and
okay, but has no power and or installed wrong. inspect. (See assembly manual
possibly overheating. for correct installation.)
Converter relief valve broken. Replace relief valve.
Oil leaking from engine flywheel Converter front cover seal Replace seal.
and/or weep hole in transmission leaking.
bell housing.
Converter hub seal or O-ring Replace seal.
damaged.
Bearing retainer plate gasket Replace gasket.

leaking.
Converter not properly Check engine flywheel offset

positioned within bell housing, dimension and converter pilot
causing converter and seal to bushing length, against vehicle
leak. manufacture standards.
RI 18
19 Rl
FLYWHEEL DIMENSIONAL CHECKS
"B" 2.12 REF/$, A
t
) ENGINE
"K" CRANK
SHAFT \, ‘I S ” M I N
DRIVE
PLATE
GROUP
"R"MAX -
: .06 MIN
15336
:igure 10
RI 20
This section needs to be used when the following conditions occur:
* 1. An oil leak coming from the weep hole in the transmission bell housing.
* 2. An oil leak coming from the drain hole (if any) in the engine flywheel housing.
3. If the drive plate and/or converter have been changed to a different size or part number.
4. If the engine flywheel, or flywheel housing, has changed.
5. If the engine has been changed.
* Also, see the “Troubleshooting” section under “Oil leaking from engine flywheel housing and/or weep hole
in transmission bell housing.”
DIMENSIONAL CHECK
NOTE: Refer to Figure 10 for location of dimensions.
1. Flywheels with dimension “K” must comply with dimensions “S” and “T” (as listed for each funk converter
size), and dimensions “L,” “R” and “U” will have to clear the drive plate and converter assemblies.
2. Check the flywheel for the following dimensions:
a) “c” dimension (3.94 + .05) from the flywheel housing mounting face to the pilot bore positive stop.
b) “Z” dimension (1.82 f .Ol) from the flywheel housing mounting face to the pilot bore positive stop.
c) %” dimension (2.12 ref) the flywheel offset.
d) Engines with dimensions “c” (3.94 f .05), “Z” (2.83 f .Ol) and “B” (1.56 ref) requires a 0.56 In. (14.22
mm) thick housing adaptor.
3. Standard length pilot sleeves - dimension “H,” are set up for dimension “Z” (1.82 k.01) from the flywheel
mounting face to the pilot bore positive stop.
a) Engines with dimension “Z” (2.83 k.01) requires a 0.56 In. (14.22 mm) longer standard sleeve.
b) The use of a flywheel that has a shoulder as a positive stop will have to comply with dimension “N”
(minimum) to clear the shoulder on the sleeve, dimension “J.”
CHECKING FOR THE CORRECT PILOT SLEEVE LENGTH
1. Take dimension “Z” - which is from the flywheel mounting face to the pilot bore positive stop or to the
positive stop shoulder in the flywheel.
2. Place the pilot sleeve on the converter front cover pilot knob and push back to the front cover. Measure
from the drive plate face (that will be mounted up to the flywheel), out to the end of the sleeve, or to the
positive stop shoulder.
3. The sleeve length (2) should be equal to or .lO In. (2.540 mm) longer than the pilot depth (1) ref. “Z” in the
flywheel.
The shoulder length (2) should be equal to or .lO In. (2.540 mm) longer than the shoulder depth (1) in the
flywheel to properly locate the converter.
4. Check the diameter of the flywheel pilot bore dimension “M” and converter pilot sleeve dimension “A” for
a proper fit. There should be .0005 In. (0.013 mm) to .003 In. (0.076 mm) diametric clearance. Flywheels
that do not fit within this tolerance will require a special sleeve to accurately pilot the converter assembly.
If the above dimensions check out, the assembly can continue.
21 Rl
5. Check the engine crankshaft end play. It should comply with the engine manufacturer’s tolerance.
RI 22
CONVERTER ASSEMBLY INSTALLATION

INTO TRANSMISSION IF SEPARATED FROM
TRANSMISSION
1. Place a light coat of grease on the converter impeller hub gear, and the converter hub seal ring. Also apply
a light coat of grease on the transmission input shaft splines, stator support tube splines and the converter
hub oil seal.
2. Support the converter assembly so that it can be positioned directly in line with the transmission input shaft
centerline. Carefully insert the converter into the transmission keeping the input shaft centered in the hub
bore. Push the converter assembly in slowly to feel when the splines and/or gear teeth begin to engage.
If the converter assembly stops at this point, rock it back and forth and turn the converter slightly to allow
the splines and/or gears to line up.
A WARNING!
When all splines

Do not at any time force the converter
and teeth are lined up, the converter assembly

in, as damage will result.
will slide easily into place, to the “B”

dimension.
3. Place a light coat of grease on the converter assembly pilot sleeve I.D. and O.D. Install the pilot sleeve on
the converter pilot knob.
4. A 3/8-24 thread stud (with a screwdriver slot) threaded into the drive plate, from the engine side, will help
in aligning the drive plate to the flywheel.
23 Rl
SERVICING
The following is only one method of obtaining a removal, disassembly, cleaning and inspection, reassembly,
and installation of the transmission.
Thoroughly clean the component to be serviced and the surrounding area. This will help prevent contamination
from entering the component or system being serviced.
Through out this procedure hydraulic hoses and lines will be disconnected. It is recommended to plug and/or
cap all connections and ports which are opened to prevent contamination from entering the hydraulic system
or component.
REMOVAL
1. Park grader where hood top and transmission are within reach of a 2 Ton lifting device. Position moldboard
crossways under grader resting solidly on ground. Shutdown engine and set parking brake. Disconnect (-)
negative battery cables from batteries to prevent accidental starting of unit.
2. Drain and discard transmission fluid prior to

removing transmission from unit. Transmission ,*,1
1,*1,
1.1.11111111
,11*111,1111111111111111111.1:1.
11,
,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,
holds approximately 7 U.S. Gallons (26.5 a).
Figure 11
3. Remove bolt and flat washers (1, Figure 12) and

two hex nuts and flat washers (2) securing rear grill
(3) to rear cowl (4).
Figure 12
RI 24
4. Drain hydraulic oil tank. Remove drain plug (1,

Figure 13) and attach a drain hose to bottom of
hydraulic oil tank. Hydraulic oil tank holds
approximately 16 U.S. Gallons (60.6 a).
NOTE: The hydraulic oil tank shown is an all wheel

drive unit. On a non-all wheel unit the drain
plug will be located where the temperature
sensor (2, Figure 13) in is installed.
5. Reinstall drain plug (1, Figure 13) when through

draining the hydraulic oil tank.
Figure 13
6. Remove clamp (1, Figure 14) and exhaust stack (2)

from muffler (3).
:igure 14
7. Remove clamp (1, Figure 15) and air intake cap (2)
from air intake tube (3).
Figure 15
25 Rl
8. Support hood side (1, Figure 16). Remove locking

support (2) from hood side and front cowl (3).
NOTE: The gas spring door prop extends further

than the locking suppot?, and should be
removed last and installed first.
Figure 16
9. With hood side (1, Figure 17) still supported,

remove gas spring door prop (2) from hood side
and rear cowl (3).
Figure 17
10. Remove sixteen bolts and flat washers (1, Figure

18) that secures hood top (2) to front and rear
cowls.
Figure 18
RI 26

Figure 19) in opposite corners as shown. Remove
hood top from grader.
NOTE: Set hood top on front frame member in

front of lit? cylinders. This will help prevent
the sheet metal and hood sides from
becoming sprung.

indicator (2, Figure 19), be sure to
disconnect the plastic tube leading to it
located inside the hood top lip by L.H. hood
side.
Figure 19
12. Remove three bolts, lock washers and flat washers

(1, Figure 20) that secure rear cowl (2) to frame (3)
on each side. Remove two bolts, lock washers and
flat washers that secure rear cowl to battery tray
(4).
13. Remove two bolts, lock washers and flat washers

that secure rear cowl to engine panel on other side.
Figure 20
14. Using a suitable lifting device, sling rear cowl (1,

Figure 21) through fuel tank and hydraulic oil tank
access cover holes.
15. Disconnect electrical connector (2, Figure 21)

leading to tail lights, fuel tank sending unit,
hydraulic oil filter and hydraulic oil temperature
sensor (and other accessories if applicable).
Figure 21
27 Rl
16. With rear cowl (1, Figure 22) slung, raise it a couple
of inches and slowly move it rearward exposing
wires (2) connected to fuel tank sending unit (3).
Tag and disconnect wires.
NOTE: On later models the fuel tank sending unit

was moved to provide easier access ot it.
17. Once wires are disconnected finish removing rear

cowl.
Figure 22
18. Disconnect, plug and/or cap fuel return line (1,

Figure 23) and elbow (2).
19. Close fuel tank shut off valve and disconnect and
plug supply hose (3 , Figure 23). Cap shutoff valve.
Figure 23
20. Tag and disconnect all hoses from bottom of

hydraulic oil tank (1, Figure 24) and hydraulic oil
filter (2).
Figure 24
RI 28
21. Remove two nuts and flat washers (1, Figure 25)
that secure tank support bracket (2) to frame studs
(3) on each side.
Figure 25
22. Remove two hex nuts, flat washers and bolts (I,
Figure 26) that secure tank support (2) to side of
frame (3).
Figure 26
23. Disconnect air restriction indicator tube (1, Figure

27) from air cleaner outlet (2).
24. Remove clamp (3, Figure 27) and hump hose (4)
from air cleaner outlet.
Figure 27
29 Rl
25. Using a suitable lifting device, sling tank support

and tanks (I, Figure 28) as shown.
26. Check to make sure all hoses are disconnected

from bottom of hydraulic oil tank and fuel tank.
27. Remove tank assembly from unit.
Figure 28
28. Remove four ferry head bolts and lock washers (1,
Figure 29) securing drive shaft (2) to transmission
output yoke (3).
Figure 29
29. MAIN SYSTEM PUMP (STANDARD)
A. Tag, disconnect and plug hoses (1 thru 3,

Figure 30) from main system pump (4).
B. Remove four bolts and lock washers (5, Figure

30) securing main system pump to transmission
charge pump (6). Support main system pump
while removing it from transmission charge
pump.
C. Tag and disconnect electrical connectors (7 and

8, Figure 30).
D. Tag and disconnect transmission charge pump

hoses (9 and 10, Figure 30) from elbows. Figure 30
RI 30
E. Remove sleeve (1, Figure 31) and O-ring (2)

from main system pump (3).
:igure 31
30. ALL WHEEL DRIVE PUMP (OPTIONAL)
A. Tag, disconnect and plug all hoses (1, Figure

32) from all wheel drive pump (2).
B. Remove screw securing each electrical terminal

(3 and 4, Figure 32) to control module (5).
C. Support pump and remove two bolts and flat

washers (6, Figure 32), pump and gasket from
transfer case (7).
D. Disconnect hose (8, Figure 32) located between

transfer case and elbow (9).
NOTE: Transfer case should be serviced at the Figure 32

same time as the transmission. Refer
to ‘Transfer Case” service section of
this manual. The removal of the
transfer case is part of the
“Disassembly” procedure.
31. ALL WHEEL DRIVE REAR SENSOR (OPTIONAL)
A. Disconnect electrical lead (I, Figure 33) from

rear sensor (2).
B. Loosen jam nut (3, Figure 33) and unscrew

sensor from transmission housing.
Figure 33
31 Rl
32. Remove electrical lead (1, Figure 34) from

converter oil temperature sending unit (2).
33. Remove and cap converter (in) oil supply from heat
exchanger hose (3, Figure 34) and converter to
heat exchanger hose (4).
-igure 34
34. Using a suitable lifting device, sling transmission (1,

Figure 35) as shown.
Figure 35
35. Remove engine flywheel housing access cover (1,

Figure 36) from flywheel housing (2).
36. Bar the engine crankshaft over to align drive plate

mounting bolts with hole. Remove all eight bolts
and flat washers.
Figure 36
RI 32
37. Remove two prevailing torque nuts, four flat

washers and two bolts (1, Figure 37) from
transmission support (2) and frame (3).
38. Loosen but DO NOT remove four front engine

support to frame bolts.
39. Raise transmission just enough to allow piece of

channel to be placed under engine flywheel housing
and rest on frame support for transmission mount.
Lower transmission and allow flywheel housing to
rest on channel.
A
WARNING! When raising
transmission be careful not to allow
engine fan blade to hit radiator. Figure 37
NOTE: Refer to “Special Took” section of this

manual for manufacturing details of channel.
A
WARNING! Prior to separating transmission from flywheel housing, make sure all hoses
and electrical leads are disconnected from it. Use care not to damage sending units and
solenoids when removing transmission.
40. Remove eleven bolts and flat washers securing transmission to flywheel housing. Mark the location of the
two bolts that secure the transmission dipstick and ground strap. These two bolts are different lengths.
41. Carefully pull transmission rearward separating it from the flywheel housing.
42. At this point refer to “Servicing Machine After Transmission Overhaul” section of this manual. There are
items mentioned in this section which can be done at the same time as the transmission disassembly and
reassembly.
33 Rl
TRANSMISSION
Disassembly
Transmission/Torque Converter Disassembly
Figure 38
RI 34
1. Remove drain plug (1, Figure 38) from transmission case (2) with a 0.625” allen wrench and drain
approximately 27 U.S. Quarts (25.6 a) of C-3 transmission fluid from case, if not drained during removal.
2. Remove two bolts (3 and 4, Figure 38) with star washers (5), two hex nuts (6) with star washers (5) and
charge pump (7) with gasket (8) and O-ring (9).
3. Remove retaining ring (10, Figure 38) and gear (11) from charge pump housing.
4. With suitable bearing puller, remove bearing (12, Figure 38).
5. Since the charge pump internal parts are not serviced, disassembly would be of no use. Order a new
charge pump if found to be defective.
6. Remove four bolts (13, Figure 38), seven bolts (14) with eleven flat washers (15), valve body (16) with
gasket (17).
7. Remove twelve bolts (18, Figure 38), ring (19), three drive plates (20) converter drive plate assembly (21).
8. Remove torque converter assembly (22, Figure 38).
9. Adequately sling front cover (23, Figure 38) with a nylon strap and separate by removing ten bolts (24, 25,
26, 27, 28 and 29) with gasket (30).
35 Rl
SHOP MANUAL SECTION C-l 1.40K
Front Cover Disassemblv
Fi gure 39
Rl 36
1. Remove seven bolts (1, Figure 39) bearing retainer (2) with oil seal (3) plastic strip gasket (4) and bearing
(5) from front cover (6).
2. Remove three bolts mounting bearing retainer (7, Figure 39) to rear of front cover.
3. Remove impeller hub gear (28, Figure 39) and thrust washer (29) from stator support hub splines.
4. Remove six bolts (8, Figure 39), cover plate (9) and stator support tube (10).
5. With soft-face hammer, drive input shaft (11, Figure 39) through housing from front to back side. Remove
ball bearing (12), retaining ring (13) and seal ring (14).
6. Remove cover (15, Figure 39) with O-ring (16) bolt, retaining washer, roll pin, idler shaft (17), bearing (18)
retaining ring (19), auxiliary pump gear (20), bearing (21) and retaining ring (22).
7. Remove lube tube (30, Figure 39) and elbow (31) from front cover (6) if necessary.
8. Remove three bolts, oil passage cover (23, Figure 39) and ring seal (24).
9. Remove pipe plug (25, Figure 39), converter relief valve assembly (26) and breather (27).
10. Remove three outer clutch pack bearing races and sleeves (32, Figure 39) from front cover (6), if
replacement is necessary.
NOTE: When removing sleeves notice where in the lip the fag aligns with the index notch.
37 Rl
Main Case Disassemblv
Figure 40
RI 38
1. Lay main case assembly (1, Figure 40) on its back using suitable blocking/cribbing. Make certain it is
adequately supported in order that personal injury will not result.
2. Using clutch pack removal tool, Figure 2, simultaneously remove three clutch pack assemblies (2, 3, and
4, Figure 40).
3. Using a suitable bearing puller, remove three outer

bearing races (5, Figure 40 and Figure 41) and two
outer bearing races (6) from main case (1, Figure 40).
NOTE: Inner bearing races will remain on clutch

packs.
4. Remove one bolt (7, Figure 40), washer (8), O-ring

(10) and yoke (11).
5. Remove six bolts (12, Figure 40), bearing retainer (13)

with O-ring (14), oil seal (15) and bearing cup (16).
6. With suitable puller, remove bearing cone (17, Figure

40).
Figure 41
7. Raise main case (1, Figure 40) from blocking and set
in an upright position.
8. Remove retaining ring (18, Figure 40) from output shaft (19).
9. Remove four bolts (20, Figure 40), bearing retainer (21), shims (22), O-ring (23) and bearing cup (24).
10. Slide output shaft through output gear (27, Figure 40) and main case with bearing cone (28).
11. Remove two bolts (25, Figure 40) and seal washers (9) and oil baffle (26).
NOTE: Discard seal washers (9, Figure 40).
39 Rl
:igure 42
RI 40
12. Remove suction screen (1, Figure 42) and suction screen gasket (2) from transmission case (3).
13. Remove bolt (4, Figure 42), tube clamp (5), and suction tube (6) from transmission case (3).
41 Rl
Tot-we Converter Disassemblv [S/N 200417 Thru 202050)
Figure 43
RI 42
1. Remove twenty-four bolts (1, Figure 43) and lock nuts (2). Separate front cover (3) from impeller (5).
2. Remove O-ring (24, Figure 43) from impeller (5).
3. Remove needle bearing (4, Figure 43) from front cover (3).
4. Remove thrust washer (6, Figure 43) and thrust bearing (7) from turbine (8).
5. Remove turbine (8, Figure 43) thrush washer (13) thrust bearing (9) and thrust washer (10) from fix stator
hub (14).
6. Remove stator and hub assembly from impeller (5, Figure 43) and thrust bearing assembly (items 18, 17
and 16).
7. Remove internal retaining ring (15, Figure 43) and fix stator hub (14) from stator (11). Remove internal
retaining ring (12) from stator (11).
8. Remove thrust washer (16, Figure 43), thrust bearing (17) and thrust washer (18) from impeller (5).
9. Remove twelve bolts (19, Figure 43) seal washers (20) and impeller hub (21) from impeller (5). Remove
O-ring (22) and seal ring (23) from impeller hub.
43 Rl
Tot-we Converter Disassemblv [S/N 202051 and UP)
Figure 44
RI 44
1. Remove twenty-four bolts (1, Figure 44) and lock nuts (2). Separate front cover (3) from impeller (5).
2. Remove O-ring (24, Figure 44) from impeller (5).
3. Remove needle bearing (4, Figure 44) from front cover (3).
4. Remove thrust washer (6, Figure 44) and thrust bearing (7) from turbine (8).
5. Remove turbine (8, Figure 44), thrush washer (13), thrust bearing (9) and thrust washer (10) from free-
,...
wheeling stator hub (14).
6. Remove stator and hub assembly from impeller (5, Figure 44) and thrust bearing assembly (items 18, 17
and 16).
7. Remove internal retaining ring (15, Figure 44) and free-wheeling stator hub (14) from stator (11). Remove
internal retaining ring (12) from stator (11).
NOTE: The free-wheeling sfafor hub (14, Figure 44) consists of the f/owing components; outer clutch race,
sprag clutch, inner clutch race and two clutch retainers.
8. Remove thrust washer (16, Figure 44), thrust bearing (17) and thrust washer (18) from impeller (5).
9. Remove twelve bolts (19, Figure 44), seal washers (20) and impeller hub (21) from impeller (5). Remove
O-ring (22) and seal ring (23) from impeller hub.
45 Rl
Clutch Pack 1 and 5 Disassemblv [First Staue)
17308
Ggure 45
RI 46
23
Figure 46
1. Disassemble fifth clutch pack as follows;
A. Remove three seal rings (1, Figure 45) from shaft of clutch pack housing (18).
B. Remove inner bearing race (2, Figure 45) from shaft of clutch pack housing (18).
C. Remove retaining ring (3, Figure 45) and gear and hub assembly (5) from clutch pack housing (18).
Bearing (4) will be removed with gear and hub assembly.
NOTE: Bearing (6) may stay in hub or on shaft of clutch pack housing (18).
D. Using a suitable puller, remove bearings (4 and 6, Figure 45) from gear and hub assembly (5).
E. Remove retaining ring (7, Figure 45) and retainer (8) from clutch pack housing (18).
F. Remove separator plates (9) and clutch plates (10) alternately until ten of each are removed from
clutch pack housing (18).
47 Rl
G. Using clutch spring compression tool, Figure 3, and a suitable press, slightly depress retainer (11,
Figure 45) enough to overcome spring tension and remove retaining ring (11) from shaft of clutch pack
housing (18).
H. Remove tool and retainer (12, Figure 45), spring (13) and piston (15) from clutch pack housing (18).
I. Remove O-ring (14, Figure 45) from I.D. of piston (15).
J. Remove back-up ring (16, Figure 45) and lip seal (17) from bore of clutch pack housing (18).
2. Disassemble first clutch pack as follows;
A. Remove inner bearing race (35, Figure 45) from shaft of clutch pack housing (18).
B. Remove retaining ring (34, Figure 45) from shaft of clutch pack housing (18).
C. Remove gear and hub assembly (31, Figure 45) from clutch pack housing (18).
D. Using a suitable puller remove bearing (33, Figure 45) from gear and hub assembly (31).
NOTE: Bearing (30, Figure 45) may remain in gear and hub assembly (37).
E. Remove retaining ring (32, Figure 45) from gear and hub assembly (31).
F. Using a suitable puller, remove bearing (30, Figure 45) from clutch pack shaft or gear and hub
assembly.
G. Remove retaining ring (29, Figure 45) and retainer (28) from clutch pack housing (18).
H. Remove separator plates (26) and clutch plates (27) alternately until ten of each are removed from
I. Using clutch spring compression tool, Figure 3, and a suitable press, slightly depress retainer (24,
housing (18).
J. Remove tool and retainer (24, Figure 45), spring (23) and piston (21) from clutch pack housing (18).
K. Remove O-ring (22, Figure 45) from I.D. of piston (21).
L. Remove back-up ring (20, Figure 45) and lip seal (18) from bore of clutch pack housing (18).
RI 48
Clutch Pack 2 and 6 Disassemblv [Second Staue)
34 35
17307
3gure 47
49 Rl
17312
lgure 48
1. Disassemble sixth clutch pack as follows;
A. Remove three clutch shaft seal rings (I, Figure 47) from shaft of clutch pack housing (20).
E. Remove retaining rings (5 and 7, Figure 47) from gear and hub assembly (6).
F. Remove retaining ring (9, Figure 47) and retainer (10) from clutch pack housing (20).
G. Remove separator plates (12, Figure 47) and clutch plates (11) alternately until ten of each are
removed from clutch pack (20).
RI 50
H. Using clutch spring compression tool, Figure 3, and a suitable press, slightly depress retainer (14,
housing (20).
I. Remove tool and retainer (14, Figure 47), spring (15) and piston (17) from clutch pack housing (20).
J. Remove O-ring (16, Figure 47) from I.D. of piston (17).
K. Remove back-up ring (18, Figure 47) and lip seal (19) from bore of clutch pack (20).
2. Disassemble second clutch pack as follows;
A. Remove bearing race (35, Figure 47) from shaft of clutch pack housing (20).
B. Remove gear and hub assembly (33, Figure 47) from clutch pack housing (20).
NOTE: Outer bearing race (34, Figure 47) will remain in main case. The inner bearing race is an integral
part of the gear and hub assembly (33).
C. Using a suitable puller, remove bearing (32, Figure 47) from shaft of clutch pack housing (20).
D. Remove retaining ring (31, Figure 47) and retainer (30) from clutch pack housing (20).
E. Remove separator plates (29, Figure 47) and clutch plates (28) alternately until ten of each are
removed from clutch pack housing (20).
F. Using clutch spring compression tool, Figure 3, and a suitable press, slightly depress retainer (26,
housing (20).
G. Remove tool and retainer (26, Figure 47), spring (25) and piston (23) from clutch pack housing (20).
H. Remove O-ring (24, Figure 47) from I.D. of piston (23).
I. Remove back-up ring (22, Figure 47) and lip seal (21) from bore of clutch pack (20).
51 Rl
Clutch Pack 3 and 4 Disassembly [Third Sane)
34
I
35 1730E
Figure 49
RI 52
17311
Figure 50
1. Disassemble fourth clutch pack as follows;
A. Remove three seal rings (1, Figure 49) from shaft of clutch pack housing (20).
E. Remove retaining rings (5 and 7, Figure 49) from gear and hub assembly (6).
F. Remove retaining ring (9, Figure 49) and retainer (10) from clutch pack housing (20).
G. Remove separator plates (12) and clutch plates (11) alternately until ten of each are removed from
53 Rl
H. Using clutch spring compression tool, Figure 3, and a suitable press, slightly depress retainer (14,
housing (20).
I. Remove tool and retainer (14, Figure 49), spring (15) and piston (17) from clutch pack housing (20).
J. Remove O-ring (16, Figure 49) from I.D. of piston (17).
K. Remove back-up ring (18, Figure 49) and lip seal (19) from bore of clutch pack housing (20).
2. Disassemble third clutch pack as follows;
A. Remove inner bearing race (35, Figure 49) from shaft of clutch pack housing (20).
B. Remove gear and hub assembly (33, Figure 49) from clutch pack housing (20).
C. Using a suitable puller remove inner bearing race (34, Figure 49) from gear and hub assembly (33).
D. Using a suitable puller, remove bearing (32, Figure 49) from shaft of clutch pack housing (20).
E. Remove retaining ring (31, Figure 49) and retainer (30) from clutch pack housing (20).
F. Remove separator plates (28) and clutch plates (29) alternately until ten of each are removed from
G. Using clutch spring compression tool, Figure 3, and a suitable press, slightly depress retainer (26,
housing (20).
H. Remove tool and retainer (26, Figure 49), spring (25) and piston (23) from clutch pack housing (20).
I. Remove O-ring (24, Figure 49) from I.D. of piston (23).
J. Remove back-up ring (22, Figure 49) and lip seal (21) from bore of clutch pack housing (20).
RI 54
55 Rl
Control Valve Disassemblv
---
15342
Figure 51
RI 56
1. Before removal, match mark coil and receptacle assemblies (1, Figure 51) in their appropriate locations.
2. Remove six flanged nuts (2, Figure 51) and assemblies.
3. Remove core assembly (3, Figure 51) with O-ring (4) consisting of spool (5), retaining ring (6), roll pin (7)
plunger (8) and solenoid spring (9).
4. Remove plug (10, Figure 51) with O-ring (11) and regulator spool assembly (12) and flat washer (13).
5. Remove dump valve plug (14, Figure 51) with O-ring (15), dump valve spring (16), dump valve (17),
accumulator piston (18) with dowel pin accumulator spring (19) and regulator cap (20).
57 Rl
Cleaning and Inspection
CLEANING
NOTE: All parts must be clean to permit an effective inspection. During assembly, it is very important that no
dirt or foreign material enters the component. Even minute particles can cause malfunction of close
fitting parts.
Bearings
Immerse bearings in cleaning fluid to flush out particles. Repeat until bearings are thoroughly clean. Dry
bearings using moisture-free compressed air. Be careful to direct air stream across bearing to avoid spinning.
Do not spin bearings when drying. Bearings can be rotated slowly by hand to facilitate drying process.
A WARNING! Care should be exercised to avoid skin rashes, fire hazards and inhalation
vapors when using solvent type cleaners.
of
Housings
Thoroughly clean interior and exterior of housings, etc. Cast parts may be cleaned in hot solution tanks with
mild alkali solutions, providing these parts do not have polished surfaces. Parts should remain in solution long
enough to be thoroughly cleaned and heated. This will aid the evaporation of the cleaning solution and rinse
water. Parts cleaned in solution tank must be thoroughly rinsed with clean water to remove all traces of alkali.
Case parts can also be cleaned with steam cleaner.
A WARNING! Care should

using alkali cleaners.
be exercised to avoid skin rashes and inhalation of vapors when
Metal Parts
All metallic parts of the component (except bearings) should be cleaned thoroughly with volatile mineral spirits
or steam cleaning. DO NOT use a caustic soda solution for steam cleaning. Gum and varnish deposits can be
removed by soaking parts in a varnish remover.
Dry parts with compressed air and oil after drying.
Clean all oil passages by working a piece of soft wire back and forth through passages and flushing with spirits.
Dry with compressed air.
Lubrication of Parts
Hydraulic transmission fluid Type C-3 or hydraulic oil should be used to lubricate parts as they are assembled.
Petroleum jelly can be used on gaskets or other parts that must be held in position during assembly. All rubber
parts will slide freely if lubricated.
RI 58
Additional Areas to Clean
The entire transmission and related components must be considered and entire system when the transmissions
overhauled or serviced. Prior to installing the transmission all hydraulic oil lines, oil cooler and filter assembly
should be cleaned. This is however, largely dependent upon the type of failure which occurred. Refer to
“Servicing Machine After Transmission Overhaul” section of this manual for further information.
INSPECTION
The importance of careful and thorough inspection of all parts cannot be over stressed. Replacement of all
parts showing indication of wear or stress will eliminate costly and avoidable failures at a later date.
Bearings
Carefully inspect all rollers and cages for wear, chipping or nicks to determine fitness of bearings for further
use.
After inspection, dip bearings in clean, light oil and wrap in clean, lintless cloth or paper to protect them until
installed.
Housings
Inspect housing to be certain they are thoroughly cleaned and that mating surfaces, bearing bores, etc., are
free from nicks or burrs. Check all parts carefully for evidence of cracks or conditions which would cause
subsequent oil leaks or failures.
Oil Seals, Gaskets and Retaining Rings
Replacement of all O-rings, oil seals, gaskets and back-up/retaining rings are more economical when unit is
disassembled than to risk premature failure of these parts at a future time. Loss of lubricant through a worn
seal can result in failure of other more expensive parts of the assembly. Sealing members should be handled
carefully, particularly when being installed. Cutting, scratching or curling under of lip of seal seriously impairs
its efficiency. At reassembly, lubricate lips of oil seals with hydraulic oil or Type C-3 transmission fluid.
Shafts/Gears
If Magna-Flux process is available, use to check parts. Examine teeth and ground or polished surfaces on all
gears and shafts carefully for wear, chipping, nicks, cracks or scores. If cracked or show spots where case
hardening is worn through, replace with new. Small nicks may be removed with suitable hone. Inspect shafts
to make certain they are not sprung, bent or splines twisted, and that shafts are true.
Cast Parts and Machined Surfaces
Inspect bores and surfaces for scratches, wear, grooves and dirt. Remove any scratches and burrs with crocus
cloth. Remove foreign matter. Replace any parts that are deeply grooved or scratched, which would affect their
operation.
Repair if possible or replace any housings or other cast parts that are cracked.
59 Rl
Reassembly
Front Cover Reassembly
RI 60
1. Press three sleeves (32, Figure 52) into front cover (6).
NOTE: The lip on the sleeve has a tang, which must

align with the hole and notch at each location
(See Figure 53).
2. If removed, install breather (27, Figure 52), converter

relief valve assembly (26), pipe plug (25) and three
clutch pack bearings (used to support clutch packs) in
front cover (6).
NOTE: Apply pipe tread sealant to pipe plug (25,

Figure 52). Make sure pipe plug is installed a
little below flush with the front cover.
Figure 53 (1) FIRST STAGE, (2) SECOND
3. Install ring seal (24, Figure 52) and oil passage cover STAGEy AND (3) THtRD STAGE
(23) with three bolts on front cover (6). Tighten bolts to
9 Ibf ft (1.2 kg.m).
NOTE: Coat seal ring (24, Figure 52) with seal lubricant. Apply Loctite Plastic Gasket to head of bolts and
Loctite 262 to threads.
4. Install retaining ring (22, Figure 52) bearing (21), auxiliary pump gear (20) retaining ring (19) bearing (18),
idler shaft (17), retaining washer, roll pin, bolt and cover (15) with O-ring (16). Tighten bolt to 170 Ibf ft
(23.5 kg*m)
NOTE: Apply seal lubricant to O-ring (16, Figure 52). Apply Loctite 262 around edge of cover (15).
NOTE: Apply Loctite 262 to threads of bolt.
5. Apply teflon paste to elbow (31, Figure 52) and install it in front cover (6). Install lube tube (30) in front
cover casting hole and connect other end to elbow.
NOTE: DO NOT use teflon tape, because of the possibility of pieces of the tape plugging up bearing lube
hole or orifices in the control valve.
6. Position stator support tube (10, Figure 52) and cover plate (9) with six bolts (8). Tighten bolts to 17 Ibf ft
(2.4 kgam).
NOTE: Apply Loctite 262 to threads of bolts.
7. Install seal ring (14, Figure 52), retaining ring (13) and ball bearing (12). Using a soft face hammer, drive
input shaft (11) through housing from back side to front.
8. Install three bolts mounting bearing retainer (7, Figure 52) to rear of front cover (6). Tighten bolts to 30 Ibf
ft (4.1 kg*m).
9. Reposition thrust washer (29, Figure 52) and impeller hub gear (28) on stator support hub splines.
61 Rl
10. Install new bearing (5, Figure 52) and oil seal (3) into
bearing retainer (2). Remove old gasket material and
use new Gortex gasket (4), along retainer flange. Use
seven bolts (1) to install retainer to front cover. Tighten
bolts to 30 Ibf ft (4.1 kgam).
NOTE: Apply Loctite 262 to O.D. of oil seal (3, Figure

52) and threads of bolts.
NOTE: To install Gortex gasket (4, Figure 52)

properly, clean the mounting surface with
Loctite safety solvent. First, peel the protective
tape from the gasket. Second, start the gasket
behind a bolt hole. Press to surface inside
hole pattern, ending up by crossing over the
start behind the bolt hole location (See Figure
54).
GASKET
RI 62
63 Rl
Tot-we Converter Reassemblv [S/N 200417 Thru 202050)
Figure 55
RI 64
1. Install seal ring (23, Figure 55) and O-ring (22) onto impeller hub (21). Secure hub to impeller (5) with
twelve seal washers (20) and bolts (19). Tighten bolts to 23 +2 Ibf ft (3.2 +0.3 kg*m)
2. Install thrust washer (18, Figure 55) needle thrust bearing (17) and thrust washer (16) on impeller hub (21)
inside impeller (5).
3. Install internal retaining ring (15, Figure 55) in stator (11). Install fix stator hub (14) in stator (11). Install
remaining internal retaining ring (12) to finish securing hub in stator. Position stator and hub assembly in
impeller (5) on thrust bearing assembly (Items 18, 17 and 16).
NOTE: Make sure that the “F” stamped into stator case is toward front cover and not impeller.
4. Install thrust washer (10, Figure 55), thrust washer bearing (9) and thrust washer (13) in fix stator hub (14).
Carefully position turbine (8) on thrust bearing assembly in impeller (5).
5. Install thrust bearing (7, Figure 55), thrust washer (6) on turbine (8).
NOTE: There is only one thrust washer used at this location.
6. Press needle bearing (4, Figure 55) on front cover (3).
NOTE: End of bearing must be installed 0.100 In. (2.540 mm) above flush with face of front cover.
7. Position O-ring (3, Figure 55) on impeller (5).
8. Position front cover (3, Figure 55) in place into impeller (5). Install twenty-four bolts (1) and lock nuts (2).
Tighten bolts to 26 &2 Ibf ft (3.6 kO.3 kg*m).
65 Rl
Tot-we Converter Reassemblv [S/N 202051 and UP)
Figure 56
RI 66
1. Install seal ring (23, Figure 56) and O-ring (22) onto impeller hub (21). Secure hub to impeller (5) with
twelve seal washers (20) and bolts (19). Tighten bolts to 23 +2 Ibf ft (3.2 +0.3 kg*m)
2. Install thrust washer (18, Figure 56) needle thrust bearing (17) and thrust washer (16) on impeller hub (21)
inside impeller (5).
3. Install free-wheeling stator hub components (14, Figure

56) in stator (11).
A. Position stator (11, Figure 56) so that front of

stator is facing up. A letter “F” is cast into the front
side of the stator.
B. Install internal retaining ring (15, Figure 56) in

stator (11).
C. Install one clutch retainer (14A, Figure 57) in stator

(11, Figure 56).
D. Assemble inner clutch race (148, Figure 57) sprag

clutch (14C), and outer clutch race (14D). Install
sprag clutch assembly into stator (11, Figure 56).
Sprag cage flanges must be towards “F” side of
stator (11).
E. Install second clutch retainer (14E, Figure 57) in

stator (11, Figure 56).
F. Install remaining internal retaining ring (12, Figure 1731 7
56) to finish securing free-wheeling StatOr hub Figure 57 FREE-WHEELING STATOR HIJB
components (14) in stator. Position stator and hub COMPONENTS
assembly in impeller (5) on thrust bearing
assembly (Items 18, 17 and 16).
NOTE: Make sure that the “F” stamped into stator case is toward front cover and not impeller.
4. Install thrust washer (10, Figure 56), thrust washer bearing (9) and thrust washer (13) in free-wheeling
stator hub (14). Carefully position turbine (8) on thrust bearing assembly in impeller (5).
5. Install thrust bearing (7, Figure 56), thrust washer (6) on turbine (8).
NOTE: There is only one thrust washer used at this location.
6. Press needle bearing (4, Figure 56) on front cover (3).
NOTE: End of bearing must be installed 0.100 In. (2.540 mm) above flush with face of front cover.
7. Position O-ring (3, Figure 56) on impeller (5).
8. Position front cover (3, Figure 56) in place into impeller (5). Install twenty-four bolts (1) and lock nuts (2).
Tighten bolts to 26 &2 Ibf ft (3.6 kO.3 kg*m).
67 Rl
Clutch Pack 1 and 5 Reassemblv [First Staue)
17308
Ggure 58
RI 68
L
10\ i 27 17313
.1-_..-_ Pa
F4gure 3~
1. Reassemble first clutch pack as follows;
A. Install back-up ring (20, Figure 59) and lip seal (19) in groove located in bore of clutch pack housing
(18) near the bottom. Install the back-up ring first, and the seal ring second. The seal ring must be
installed under the back-up ring with its lip towards the bottom of the clutch pack housing, away from
the back-up ring.
B. Install O-ring (22, Figure 59) in I.D. of piston (21).
C. Lubricate back-up ring (20, Figure 59) and lip seal (19) in bore of clutch pack housing (18) and O-ring
(22) in piston (21) with clean transmission fluid. Press the piston (21) into the clutch pack housing (18).
NOTE: The webbed-grooved side of piston (21, Figure 59) must be visible.
D. Position spring (23, Figure 59) and retainer (24) on clutch shaft on top of piston (21).
E. Using a suitable press and clutch spring compression tool, Figure 3, depress retainer (24, Figure 59)
enough to overcome spring tension and install retaining ring (25) on clutch shaft. Make sure that the
four fingers on retainer (24) are surrounding retaining ring, and that spring (23) is centered under the
retainer.
69 Rl
F. Install separator plates (26, Figure 59) and clutch plates (27) alternately until ten of each are installed
(beginning with a separator plate first; finishing with a clutch plate).
NOTE: Coat each plate with clean transmission fluid prior to installation into clutch pack.
G. Install retainer (28, Figure 59) and retaining ring (29) in clutch pack housing (18) to hold plates in.
There must be a minimum 0.050 In. (1.270 mm) gap between the retainer and the last clutch plate. if
there is not a 0.050 In. (1.270 mm) gap exchange clutch and separator plates with that of another
clutch pack.
NOTE: Separator plates have teeth on the O.D. Clutch plates have teeth on the I.D.
H. Install retaining ring (32, Figure 59) into bore of gear and hub assembly (31).
I. Using a suitable adaptor, press bearing (30, Figure 59) into gear and hub assembly (31). Only press
on outer bearing race.
NOTE: Do not press bearing (33, Figure 59) into gear and hub assembly (31) at this time.
J. Align all clutch plate (27, Figure 59) teeth with a straight edge at three points 120” apart from each
other.
K. Using a suitable adaptor, press gear and hub assembly (31, Figure 59) with bearing (30) into clutch
pack housing (18). Only press on inner bearing race. Make sure hub splines are properly aligned with
clutch plate teeth.
A WARNING! Use extreme care not to damage clutch

pressing gear and hub assembly into position.
plates teeth when
A
L. Once the inner race of bearing (30, Figure 59) is
seated, place shims “A” between the gear and
clutch pack housing, as shown in Figure 60. The
shims will prevent bearing (30, Figure 59) from
being damaged while bearing (33) is installed.
M. Using a suitable adaptor, press bearing (33, Figure

59) into position, on shaft of clutch pack housing
(18) and bore of gear (31). Press on both the
inner and outer races to prevent damage to
bearing.
N. Install retaining ring (34, Figure 59) on shaft of

SHIMS TO PREVENT DAMAGE TO

BEARING. THIS ILLUSTRATION IS ONLY A
REPRESENTATION OF A TYPICAL CLUTCH
RI 70
0. Using a suitable adaptor, press inner bearing race

(35, Figure 59) on shaft of clutch pack (18).
NO TE: Make sure that lip side on bearing race is

pressed against the bearing seat, as
shown in Figure 61. If not the clutch pack
can not be properly installed into the main
case.
Figure 61
2. Reassemble fifth clutch pack as follows;
the back-up ring.
retainer.
G. Install retainer (8, Figure 59) and retaining ring (7) in clutch pack housing (18) to hold plates in. There
must be a minimum 0.050 In. (1.270 mm) gap between the retainer and the last clutch plate. if there
is not a 0.050 In. (1.270 mm) gap exchange clutch and separator plates with that of another clutch
pack.
H. Using a suitable adaptor, press bearing (6, Figure 59) into gear and hub assembly (5). Only press on
outer bearing race.
71 Rl
I. Align all clutch plate (10, Figure 59) teeth with a straight edge at three points 120” apart from each
other.
J. Using a suitable adaptor, press gear and hub assembly (5, Figure 59) with bearing (6) into clutch pack
housing (18). Only press on inner bearing race. Make sure hub splines are properly aligned with clutch
plate teeth.

plates teeth when
A
K. Once the inner race of bearing (6, Figure 59) is seated, place shims “A” between the gear and clutch
pack housing as shown in Figure 60. The shims will prevent bearing (6, Figure 59) from being
damaged while bearing (4) is installed.
L. Using a suitable adaptor, press bearing (4, Figure 59) into position, on shaft of clutch pack housing (18)
and bore of gear (5). Press on both the inner and outer races to prevent damage to bearing.
M. Install retaining ring (3, Figure 59) on shaft of clutch pack housing (18).
N. Using a suitable adaptor, press inner bearing race (2, Figure 59) on shaft of clutch pack (18).
NOTE: Make sure that lip side on bearing race is pressed against the bearing seat, as shown in
Figure 61. If not the clutch pack can not be properly installed into the main case.
0. Install three seal rings (1, Figure 59) on shaft of clutch pack housing (18).
NOTE: Form seal onto the shaft diameter and fit the ring seal into the grove. Caution must be
exercised not to deform the rings any more than necessary. After the seal ring is fitted into the
groove, apply finger pressure to assure seal ring is formed into the grove. Seal ring must be
lubricated with oil before installation.
Rl 72
Clutch Pack 2 and 6 Reassemblv [Second Staae)
34 35
17307
3gure 62
73 Rl
17 23
25
i
26
/28 17312
lgure 63
1. Reassemble second clutch pack as follows;
the back-up ring.
C. Lubricate back-up ring (22, Figure 63) and lip seal (21) in bore of clutch pack housing (20), and O-ring
retainer.
RI 74
clutch pack.
H. Using a suitable adaptor, press bearing (32, Figure 63) on shaft of clutch pack housing (20).
I. Align all clutch plate (28, Figure 63) teeth with a straight edge at three points 120” apart from each
other.
J. Using a suitable adaptor, press gear and hub assembly (33, Figure 63) into clutch pack housing (20)
Make sure hub splines are properly aligned with clutch plate teeth.

plates teeth when
A
K. Using a suitable adaptor, press inner bearing race
NOTE: Make sure that tip side on bearing race is

case.
L. Bearing (34, Figure 63) will be installed in the main

case.
Figure 64
2. Reassemble sixth clutch pack as follows;
the back-up ring.
75 Rl
retainer.
pack.
H. Install retaining rings (5 and 7, Figure 63) into bore of gear and hub assembly (6).
I. Using a suitable adaptor, press bearing (8, Figure 63) into gear and hub assembly (6). Only press on
outer bearing race.
other.
K. Using a suitable adaptor, press gear and hub assembly (6, Figure 63) with bearing (8) into clutch pack
plate teeth.

plates teeth when
A
L. Once the inner race of bearing (8, Figure 63) is seated, place shims “A” between the gear and clutch
pack housing, as shown in Figure 60. The shims will prevent bearing (8, Figure 63) from being
M. Using a suitable adaptor, press bearing (4, Figure 63) into position, on shaft of clutch pack housing (20)
N. Install retaining ring (3, Figure 63) on shaft of clutch pack housing (20).
RI 76
0. Using a suitable adaptor, press inner bearing race 1 1

I
TE: Make sure that lip side on bearing race is
case.
P. Install three seal rings (1, Figure 63) on shaft of

NOTE: Form seal onto the shaft diameter and fit

the ring seal into the grove. Caution must
be exercised not to deform the rings any Figure 65
more than necessary. After the seal ring is
fitted into the groove, apply finger
pressure to assure seal ring is formed into
the grove. Seal ring must be lubricated
with oil before installation.
77 Rl
Clutch Pack 3 and 4 Reassemblv [Third Staue)
3‘5 17306
Ggure 66
RI 78
17311
Figure 67
1. Reassemble third clutch pack as follows;
the back-up ring.
C. Lubricate back-up ring (22, Figure 67) and lip seal (21) in bore of clutch pack housing (20), and O-ring
retainer.
79 Rl
clutch pack.
H. Using a suitable adaptor, press bearing (32, Figure 67) on shaft of clutch pack housing (20).
I. Using a suitable adaptor, press inner bearing race (34, Figure 67) on gear and hub assembly (33).
NOTE: Outer race of bearing (34, Figure 67) will be installed in the main case.
other.
K. Using a suitable adaptor, press gear and hub assembly (33, Figure 63) into clutch pack housing (20)
Make sure hub splines are properly aligned with clutch plate teeth.

plates teeth when
A
L. Using a suitable adaptor, press inner bearing race
NOTE: Make sure that lip side on bearing race is

case.
Figure 68
2. Reassemble fourth clutch pack as follows;
the back-up ring.
RI 80
retainer.
pack.
H. Install retaining rings (5 and 7, Figure 67) into bore of gear and hub assembly (6).
I. Using a suitable adaptor, press bearing (8, Figure 67) into gear and hub assembly (6). Only press on
outer bearing race.
other.
K. Using a suitable adaptor, press gear and hub assembly (6, Figure 67) with bearing (8) into clutch pack
plate teeth.

plates teeth when
A
L. Once the inner race of bearing (8, Figure 67) is seated, place shims “A” between the gear and clutch
pack housing, as shown in Figure 60. The shims will prevent bearing (8, Figure 67) from being
M. Using a suitable adaptor, press bearing (4, Figure 67) into position, on shaft of clutch pack housing (20)
N. Install retaining ring (3, Figure 67) on shaft of clutch pack housing (20).
81 Rl
0. Using a suitable adaptor, press inner bearing race 1

NOTE: Make sure that lip side on bearing race is

case.
P. Install three seal rings (1, Figure 67) on shaft of

NOTE: Form seal onto the shaft diameter and fit

the ring seal into the grove. Caution must
be exercised not to deform the rings any Figure 69
more than necessary. After the seal ring is
fitted into the groove, apply finger pressure
to assure seal ring is formed into the
grove. Seal ring must be lubricated with oil
before installation.
RI 82
83 Rl
Control Valve Reassembly
15342
Figure 70
RI 84
1. Install regulator cap (20, Figure 70), accumulator spring (19), accumulator piston (18) with dowel pin, dump
valve (17), dump valve spring (16) with O-ring (15) and dump valve plug (14).
2. Install flat washer (13) in base of regulator cap, regulator spool assembly (12) and plug (10) with O-ring
(11).
3. Install core assembly (3) with O-ring (4) consisting of solenoid spring (9), plunger (8), roll pin (7), retaining
ring (6) and spool (5).
4. Using match marks made at disassembly, install coil and receptacle assemblies (1) in their appropriate
locations with six flanged nuts (2).
NOTE: Eghten flanged nuts from 30 - 35 Ibf fi (4. I - 4.8 kgmm).
85 Rl
Main Case Reassemblv
Figure 71
RI 86
1. Position tube clamp (5, Figure 71) on tube (6). Apply Loctite 601 to bore of transmission case (3) mounting
hole and O.D. of end of tube. Swage tube in mounting bore. Tube must be flush to 0.060 In. (1.524 mm)
below outside surface of case. Check tube after swaging process. Tube must not rotate with any hand
pressure.
2. Apply Loctite 262 to threads of bolt (4, Figure 71). Install bolt (4) to secure tube (6) to transmission case
(3).
3. Install suction screen gasket (2, Figure 71) and suction screen (1) in transmission case (3). Make sure that
screen is properly seated on tube (6).
87 Rl
Figure /z
4. Put oil baffle (26, Figure 72) in place and install two new seal washers (9) and bolts (25).
NOTE: Install seal washers on bolts then apply Loctite 262 to threads of bolts. Tighten bolts to 19 Ibf ft
(2.6 kgom).
5. Press bearing cone (28, Figure 72) on output shaft (19).
6. Position output gear (27, Figure 72) in baffle (26) inside main case (l), and slide output shaft (19) through
output gear.
7. Press bearing cup (24, Figure 72) into bearing retainer (21).
6. Install 0.080 In. (2.032 mm) shims (22, Figure 72) bearing retainer (21) and four bolts (20). Tighten bolts
to 75 Ibf ft (10.4 kg*m).
NOTE: Do not install O-ring (23, Figure 72) at this time.
Rl 88
9. Install retaining ring (18, Figure 72) on output shaft (19) to secure outer gear in place.
10. Press bearing cup (16, Figure 72) into bearing retainer (13). Press oil seal (15) into bearing retainer (13).
NOTE: Apply Locfife 262 to 0. D. of seal. Seal lip must be installed so that if will point towards transmission
when installed.
11. Lay housing onto blocking and with suitable driver, install bearing cone (17, Figure 72) on output shaft (19).
12. Install bearing retainer (13, Figure 72), O-ring (14) and six bolts (12). Tighten bolts to 30 Ibf ft (4.1 kg*m).
NOTE: Apply Locfife 262 to threads of bolts.
13. Install output flange yoke (11, Figure 72), O-ring (lo), washer (8) and bolt (7). Tighten bolt to 170 Ibf ft
(23.5 kg*m).
14. OUTPUT SHAFT SHIM PACK PROCEDURE
A. With a dial indicator, check the end play on the output flange yoke (11, Figure 72), and record this
figure.
End play measurement.
B. Remove bearing retainer (21, Figure 72) and the 0.080 In. (2.032 mm) shims (22) of shims previously
installed.
C. Subtract (remove) the end play measurement of shims from the 0.080 In. (2.032 mm) shim pack.
0.080 In. Original shim pack installed.
Subtract end play measurement from Step 1.
= Desired shim pack thickness.
NOTE: The desired shim setting is 0.004 In. (0.102 mm) preload to 0.004 In. (0.102 mm) end play.
Apply a seal lubricant to O-ring and install.
NOTE: Shims are available in the following sizes: 0.005 In. (0.127 mm), 0.007 In. (0.178 mm) and
0.020 In. (0.508 mm).
15. Install shim pack (22, Figure 72), O-ring (23), retainer (21) and bolts (20). Tighten bolts to 75 Ibf ft
(10.4 kg*m).
NOTE: Apply Locfife 262 to threads of bolts.
16. Install three inner bearings (5, Figure 72) and two outer bearings (6) with a suitable bearing driver.
17. With the use of clutch pack removal tool, Figure 2, reinstall three clutch packs (2, 3 and 4).
89 Rl
Transmission/Tot-we Converter Reassemblv
d 1
15337
Figure 73
RI 90
1. Position main housing assembly in a horizontal position on cribbing and/or blocking. Install a new gasket
(30, Figure 73) on housing (2). Adequately sling front cover and with suitable lifting device, position front
cover (23) over clutch packs. Secure front cover to housing with ten bolts (24, 25, 26, 27, 28 and 29).
Tighten bolts to limits specified below:
(27) I&‘-13 x 3-l/4” Grade 5 - Qty. 1 - Torque to 75 Ibf ft (10.4 kg*m).

(28) %“-13 x 2-l/2” Grade 5 - Qty. 1 - Torque to 75 Ibf ft (10.4 kg*m).
(29) %“-13 x l-1/2” Grade 5 - Qty. 3 - Torque to 75 Ibf ft (10.4 kg*m).
(30) %“-13 x 3 Grade 8 - Qty. 1 - Allen Head - Torque to 75 Ibf ft (10.4 kg*m).
(31) I&‘-13 x 2-l/2” Grade 8 - Qty. 3 - Allen Head - Torque to 75 Ibf ft (10.4 kg*m).
(32) I/z”-13 x 2 Grade 5 - Qty. 1 - Torque to 75 Ibf ft (10.4 kg*m).
2. Make sure that these are located in the correct locations along the mounting flange, according to depth of
flange and bore of hole.
3. Install torque converter assembly (22, Figure 72).
4. Install drive plate assembly (21, Figure 72), three drive plates (20) and ring (19) with twelve bolts (18) on
torque converter (22). Tighten bolts to 31 Ibf ft (4.3 kg*m).
5. Install gasket (17, Figure 72), valve body (16) with eleven bolts (13 and 14) and flat washers (15). Tighten
bolts to 19 Ibf ft (2.6 kg*m).
NOTE: Hand tighten the eleven bolts first, then start with the center bolt and work out around the bolt to
apply final torque. This will ensure that the gasket is seated properly.
6. Install bearing (12, Figure 72), gear (11) and retaining ring (10) on charge pump (7) drive shaft.
7. Position gasket (8, Figure 72) and O-ring (9) on charge pump housing (7).
NOTE: Apply seal lubricant to O-ring (9, Figure 72). Coat gasket (8) with a light film of grease.
8. Install charge pump onto transmission with two star washers (5, Figure 72) and two 3/8”-16 Grade 2 hex
nuts (6) two star washers (5) and one 3/8”-16 x 3-l/4” Grade 5 bolt (3), one 3/8”-16 x 5-l/4” Grade 5 bolt
(4). Tighten bolts and hex nuts to 30 Ibf ft (4.1 kg*m).
9. Make sure drain plug (1, Figure 72) is secure in transmission case (2).
10 Refer to “Converter Assembly Installation Into Transmission if Separated From Transmission” section of
this manual for installation instructions of the converter into the transmission.
91 Rl
TRANSFER CASE
Disassembly
Figure 74
RI
1. The transfer case housing (1, Figure 74) is secured to the transmission by four socket head bolts (not
shown). Only three of the bolts are accessible from outside the transfer case assembly. The output gear
(2) must be removed to gain access to the fourth bolt. Remove retaining ring (4) and output shaft assembly
from transfer case housing.
NOTE: A 3/8”16 UNC tapped hole is provided in the bottom of the splined hole in the output gear (2) to
help aid in the removal the gear assembly.
2. Remove four socket head bolts (not shown), O-ring (located between transfer case and transmission), and
transfer case assembly from transmission.
NOTE: One of the four socket head bolts is longer than the others. Mark the location of this bolt for
reassembly
3. Remove retaining ring (3, Figure 74) and ball bearing (5) from output gear (2), if necessary.
4. Remove roller bearing (6, Figure 74) from transfer case housing (l), if necessary.
5. Remove three socket head bolts (14, Figure 74), retainer plate (13) and shims (12) from end of transfer
case gear (7).
6. Slide transfer case gear (11, Figure 74) with bearing cone (8) off splined end of gear (7).
NOTE: Using a suitable puller, remove bearing cone (8, Figure 74) from gear (1 I), if necessary.
7. Using a suitable puller, remove bearing cup (9, Figure 74) from transfer case housing (1).
NOTE: Keep bearing cone (8, Figure 74) and cup (9) together so that wear patterns will match at
reassembly.
8. Remove two retaining rings (IO and 15, Figure 74) from transfer case housing (1).
9. Pull gear (7, Figure 74) with bearing cone (17) and cup (16) out of transfer case (1).
NOTE: Using a suitable puller, remove bearing cone (17, Figure 74) from gear (7), if necessary. Keep
bearing cone (17) and cup (16) together so that wear patterns will match at reassembly.
See Page 58, for proper method of Cleaning and Inspection of components.
93 Rl
Reassembly
Figure 75
RI 94
1. Using a suitable adaptor, press bearing cone (17, Figure 75) onto gear (7), if removed at disassembly.
Lubricate bearing cone (17) with clean transmission fluid. Position gear and bearing in transfer case
housing (1). Press bearing cup (16) carefully and slowly into housing until groove for retaining ring (15) is
visible. Install retaining ring (15) in housing.
2. Install retaining ring (10, Figure 75) in transfer case housing (1). Using a suitable adaptor, press bearing
cup (9) into housing and seat it against retaining ring (15).
A WARNING! Do not press bearing cup in hard enough to unseat or distort retaining
(15, Figure 75).
ring
3. Using a suitable adaptor, press bearing cone (8, Figure 75) onto gear (1 l), if removed at disassembly.
Lubricate bearing cone (7) with clean transmission fluid.
4. Align splines and slide gear (11, Figure 75) onto end of gear (7).
5. The bearing assemblies must be adjusted at this time:
A. Install retainer plate (13, Figure 75) on end of gear (7) with three socket head bolts (14). Rotate gear
(11) while tightening bolts to 5 Ibf ft (0.7 kg*m).
B. Using a depth micrometer, measure the from outer surface of retainer plate (13, Figure 75) to end of
gear (7). Record this measurement.
C. Remove three socket head bolts (14, Figure 75) and retainer plate (13). Measure the thickness of the
retainer plate. Record and subtract the thickness of the retainer from the depth reading measurement
in Step 2. The remainder is the gap between the retainer plate and end of gear.
Distance from outer surface of retainer plate to end of gear.
Thickness of retainer plate.
= Gap between retainer and gear.
+ 0.015” Constant to be added to gap measurement.
= REQUIRED SHIM PACK THICKNESS.
D. Add 0.015 In. (0.381 mm) constant to the gap measurement to obtain the shim pack thickness.
E. Apply Loctite #242 Thread Locking Compound to socket head bolts (14, Figure 75). Install shim pack
(12), retainer plate (13) and three socket head bolts (14) on end of gear (7). Rotate gear (11) while
tightening bolts to 44 Ibf ft (6.1 kg*m).
NOTE: Shims are available in the following sizes: 0.005 In. (0.127 mm), 0.007 In. (0.178 mm) and
0.020 In. (0.508 mm).
6. Using a suitable adaptor, press roller bearing (6, Figure 75) into transfer case housing (1).
7. Install ball bearing (5, Figure 75) and retaining ring (3) on output gear (2), if removed at disassembly.
8. Apply a small amount of Loctite Plastic Gasket around each of the four transfer case mounting holes on
the transmission. The correct mounting hole is the center one of each set of three around the mounting
flange.
95 Rl
9. Lubricate the new O-ring (not shown) that is located between the transfer case and transmission. Position
the O-ring in groove of mounting flange of transmission.
10. Align mounting holes and slide the transfer case assembly into position.
A WARNING! Use care not to damage the O-ring.
11. Install four socket head bolts (not shown) to secure transfer case assembly to transmission. Tighten bolts
to 75 Ibf ft (10.4 kg*m).
NOTE: Install the longer bolt in position mark at disassembly. The longer bolt is located at the 5 o’clock
position.
12. Once the transfer case is mounted to the transmission, install the output gear (2) assembly in transfer case.
Install retaining ring (4) to hold bearing (5) in place.
RI 96
INSTALLATION
1. Prior to installing the transmission in the grader, the engine crankshaft endplay and flywheel runout must
k checked. Refer to appropriate engine service manual for your unit.
NOTE: A locating dowel or 3.000 In. (76.200 mm)

long stud should be placed in a
transmission drive plate assembly hole.
Align dowel or stud with one engine
flywheel mounting hole and engine flywheel
housing access hole when lowering into
position. This will aid installation of bolts
in to drive plate assembly once transmission
is bolted up. The flywheel must be turned
to align flywheel mounting hole with access
hole.
2. With nylon straps/chains around transmission (1,

Figure 76) and suitable lifting device, lower the
transmission into position so that it can be
positioned directly in line with the engine crankshaft Figure 76
and engine flywheel housing. Align the pilot sleeve
with the flywheel pilot bore, and align the 3.000 In.
(76.200 mm) stud with one of the thru holes in the flywheel.
3. Push transmission up against engine.
A
WARNING! If transmission does not seat up against flywheel and flywheel housing, DQ
NOT PROCEED. Forcing the transmission against engine with the assembly bolts could
preload engine crankshaft and cause engine and/or transmission problems later.
Remove transmission and check previous assembly steps to determine where the
problem is and take corrective action before proceeding.
4. Install one bolt through the L.H. forward transmission/engine mounting hole while lowering because it will
be difficult to install after transmission is in place.
5. Install eleven bolts and lock washers around transmission housing. Tighten bolts to 41 Ibf ft (5.7 kg*m).
NOTE: Install battery ground strap and electrical harness clamp under two of top bolts. Secure
transmission dipstick to flywheel housing and transmission.
97 Rl
NOTE: If transmission suppot? (2, Figure 77) was

removed from transmission it must be
installed. Secure support to transmission
with three flat washers and bolts (4), on
each side. Tighten bolts to 240 Ibf fi
(33.2 kgem).
6. Raise transmission and engine assembly just

enough to allow the removal of channel placed
under engine flywheel housing. The channel was
used as a rear support when transmission was
removed.
A
WARNING! When raising
transmission and engine assembly
be careful not to allow engine fan Figure 77
blade to hit radiator.
7. Secure transmission support to frame (3, Figure 77) with two bolts, four flat washers and two prevailing
torque nuts (1). Tighten bolts to 160 Ibf ft (22.1 kg*m).
8. Tighten four front engine support to frame bolts to 140 Ibf ft (19.4 kgam).
A WARNING!
assembly.
Make sure that engine fan blade can rotate without hitting fan shroud
9. Slowly bar the engine over and install eight flat

washers and bolts that secure the drive plate to the
engine flywheel. DO NOT tighten drive plate bolts
until all eight are installed. This will prevent drive
plate from binding or become misaligned during
initial installation of hardware. Once all eight bolts
are installed and one complete revolution of the
flywheel has been made, tighten all eight bolts to
38 Ibf ft (5.3 kg*m).
NOTE: Remove alignment dowel or stud when

encountered. One regular mounting bolt
should be installed prior to removing dowel
or stud.
10. Install engine flywheel housing access cover (1, Figure 78

Figure 78) on flywheel housing (2). Use care when
installing self tapping screws (3) not to cross thread
the previously tapped threads.
11 Recheck the engine crankshaft endplay and compare it with the endplay taken prior to installing the
transmission. No endplay could mean that the crankshaft has been preloaded at assembly with the
transmission. The engine and transmission should not be run until a reason for the preload is determined.
RI 98
12. Unplug and connect converter (in) oil supply from

heat exchanger hose (3, Figure 79) and converter
to heat exchanger hose (4) to transmission.
13. Connect electrical lead (1, Figure 79) to converter

oil temperature sending unit (2).
Figure 79
14. ALL WHEEL DRIVE REAR SENSOR (OPTIONAL)
A. Turn transmission output shaft until one tooth of

the third gear clutch pack is centered in the
sensor pickup mounting hole.
B. Screw rear sensor (2, Figure 80) in until it just

touches the gear O.D. Unscrew the sensor
three to four turns to obtain a 0.200 In.
(5.080 mm) gap.
C. Once gap is obtained tighten jam nut (3, Figure

80).
D. Connect electrical lead (1, Figure 80) to sensor.

Figure 80
E. The all wheel drive system should be tested to
ensure that the rear sensor is properly adjusted
and functioning.
99 Rl
15. ALL WHEEL DRIVE PUMP (OPTIONAL)
NOTE: The transfer case (7, Figure 81) must be

installed prior to installation of the all wheel
drive pump. Installation procedures for the
transfer case is part of the “Transfer Case
Reassembly” procedure. See “Transfer
Case” section of this manual.
A. Support all wheel drive pump (2, Figure 81),

and position gasket and it against transfer case.
Install two flat washers and bolts (6). Tighten
B. Install screw to secure terminals (3 and 4,

Figure 81) to control module (5). Figure 81
C. Unplug and cap hoses (1, Figure 81) and

connect them to pump as tagged during removal.
D. Add 1 U.S. Quarts (0.9 a) of clean transmission fluid in the transfer case through the hose fitting hole
in its side. This will ensure that the bearings have lubricant on them when engine is first started.
E. Connect hose (8, Figure 81) between transfer case (7) and elbow (9).
16. MAIN SYSTEM PUMP (STANDARD)
A. Install new O-ring (2, Figure 82) on main

system pump (3).
B. Install sleeve (1, Figure 82) on pump drive

shaft.
Figure 82
RI 100
17. Unplug and connect transmission charge pump

hoses (9 and 10, Figure 83) to elbows.
18. Connect electrical connectors (7 and 8, Figure 83)

as tagged during removal.
19. Support pump (4, Figure 83) and align sleeve (1,
Figure 82) splines with transmission charge pump
drive shaft, and slide pump into position. Install four
lock washers and bolts (5, Figure 83) to secure
pump to charge pump (6).
20. Unplug and connect hoses (1 thru 3, Figure 83) to

main system pump.
Figure 83
21. Secure drive shaft (2, Figure 84) to transmission

output yoke (3) with four lock washers and ferry
head bolts (1). Tighten bolts from 45 - 50 Ibf ft
(6.2 - 6.9 kg*m).
Figure 84
22. Using a suitable lifting device, sling tank support

and tanks (1, Figure 85) as shown. Position tank
assembly on frame. Make sure that all rubber pads
are in place.
Figure 85
101 Rl
23. Connect hump hose (4, Figure 86) to air cleaner

outlet (2) with clamp (3).
24. Connect air restriction indicator tube (1, Figure 86)

to air cleaner outlet.
Figure 86
25. Secure tank support (2, Figure 87) to side frame (3)
with two bolts, flat washers and hex nuts (1).
Figure 87
26. Secure tank support bracket (2, Figure 88) to two

frame studs (3) with two flat washers and hex nuts
(1) on each side.
Figure 88
RI 102
27. Connect hoses as tagged during disassembly to

bottom of hydraulic oil tank (1, Figure 89) and
hydraulic oil filter (2).
Figure 89
28. Unplug and connect fuel supply hose (3, Figure 90)
to fuel tank shutoff valve.
29. Reconnect fuel return line (1, Figure 90) to elbow
Figure 90
30. Using a suitable lifting device, sling rear cowl (I,

Figure 91) through fuel tank and hydraulic oil tank
access cover holes.
31. With rear cowl slung, raise it into position as shown.

Connect wires (2, Figure 91) to fuel tank sending
unit (3) as tagged during removal.
Figure 91
103 Rl
32. Set rear cowl (1, Figure 92) into position on rear
frame.
33. Connect electrical connector (2, Figure 92) leading

to tail lights, fuel tank sending unit, hydraulic oil
filter, back-up alarm and hydraulic oil temperature
sensor (and other accessories if applicable).
34. At this time double check that all hoses and

electrical connections have been made.
Figure 92
35. Install two flat washers, lock washers and bolts that
secure rear cowl (2, Figure 93) to battery tray (4).
Install two flat washers, lock washers and bolts that
secure rear cowl to engine panel on other side.
36. Secure rear cowl to frame (3, Figure 93) with three
flat washers, lock washers and bolts (1) on each
side.
Figure 93

Figure 94) in opposite corners as shown. Set hood
top into position on front and rear cowls.

indicator (2, Figure 94), be sure to
reconnect the plastic tube leading to it
located inside the hood top lip by L.H. hood
side.
Figure 94
RI 104
38. Install sixteen bolts and flat washers (1, Figure 95)
to secure hood top (2) to front and rear cowls.
NOTE: Prior to tightening all the bolts down, place

l/8 In. (3 mm) thick washers between the
bottom of the hood sides and engine panel
and battery tray. Place l/8 In. (3 mm) thick
washers at top and bottom of each end of
hood sides and front and rear cowl. The
washers will act as spacers to help ensure
that the hood sides will open properly and
not drag. Once all washers are in place
tighten the sixteen bolts. Remove washers
when done.
39. With hood top tighten down check to make sure Figure 95
hood sides can be opened with out dragging.
Readjust if necessary.
40. Support hood side (1, Figure 96) and install gas
spring door prop (2) between hood side and rear
cowl (3).
NOTE: The gas spring door prop extends further

than the locking support, and should be
installed first.
Figure 96
41. With hood side (1, Figure 97) still supported, install
locking support (2) between hood side and front
cowl (3).
Figure 97
105 Rl
42. Secure air intake cap (2, Figure 98) to air intake
tube (3) with clamp (1).
Igure 98
43. Secure exhaust stack (2, Figure 99) to muffler (3)

with clamp (1).
NOTE: Exhaust stack must point towards rear of

grader.
44. Fill transmission with approximately 4 U.S. Gallons

(15.1 a) of transmission fluid as a prefill. Add
additional oil as required once engine is running.
A
WARNING! Assure that transmission
has been shifted to “NEUTRAL,”
parking brake has been applied, and
moldboard is resting on ground. Do
not risk severe personal injury or L
death. Figure gg
45. Fill hydraulic oil tank with hydraulic oil to “FULL”

mark on sight gauge. Once unit has run for a while recheck level and add as necessary.
NOTE: Refer to Operator’s Manual for proper transmission fluid and hydraulic oil specifications and fill
capacities.
46. Reconnect the (-) negative battery cables.
47. At this time refer to “Start Up Procedure” section of this manual prior to installing rear grill.
RI 106
48. Secure rear grill (3, Figure 100) to rear cowl (4)
with two flat washers and hex nuts (2) and one flat
washer and bolt (1).
Figure 100
107 Rl
SERVICING MACHINE AFTER

TRANSMISSION OVERHAUL
The transmission, torque converter, and its hydraulic system are important links in the drive line between the
engine and wheels. The proper operation of the unit depends greatly on the condition and operation of all
components; therefore, when ever a repair or overhaul is performed, the balance of the system must be
considered before the job can be considered completed.
After the overhauled or repaired transmission has been installed in the machine, the oil cooler and connecting
hydraulic system must be thoroughly cleaned. This can be accomplished in several manners and a degree of
judgement must be exercised as to the method employed.
The following are considered the minimum steps to be taken.
1. Drain entire system thoroughly.
2. Disconnect and clean all hydraulic lines. Where feasible, hydraulic lines should be removed from machine
for cleaning.
3. Replace oil filter element, cleaning out filter housing assembly thoroughly.
4. The oil cooler must be thoroughly cleaned. The cooler should be “backed flushed” with oil and compressed
air until all foreign material has been removed. Flushing in direction of normal oil flow will not adequately
clean the cooler. If necessary, cooler assembly should be removed from machine for cleaning using oil,
compressed air and steam cleaner for that purpose. DO NOT use flushing compounds for cleaning
purposes.
5. Reassemble all components and use only type oil recommended for lubrication section of the Operator’s
Manual. Fill transmission through transmission fill plug until oil level comes up to m mark on
transmission dipstick.
A
or death.
6. Run engine for two minutes at low idle to prime transmission and hydraulic lines. Recheck level of fluid in
transmission with engine running at low idle. Add quantity of oil necessary to bring fluid to m mark on
dipstick. Recheck oil level when oil reaches operating temperature of 160” - 200°F (71” - 93°C). Add oil
then to bring fluid level to FULL mark on dipstick.
7. Recheck all drain plugs, lines and connections, etc., for leaks and tighten where necessary.
RI 108
STARTUP PROCEDURE
1. Install new transmission oil filter.
2. Turn ignition key “ON” and start engine. Run engine for two minutes at low idle to prime transmission and
hydraulic lines. Recheck level of fluid in transmission with engine running at low idle. Add quantity of oil
necessary to bring fluid to m mark on dipstick. Recheck oil level when oil reaches operating temperature
of 160” - 200°F (71” - 93°C). Add oil then to bring fluid level to FULL mark on dipstick.
A
or death.
3. After proper oil level is obtained, test transmission. Test all gears of transmission in both forward and
reverse directions.
4. Observe clutch pressure reading. Refer to “Pressure and Flow Checks” section of this manual.
5. Shutdown engine. Once again, recheck all drain plugs, lines and connections, etc., for leaks and tighten.
where necessary. Inspect transmission for signs of leaks at gaskets and sealing members.
ALL WHEEL DRIVE (AWD)
Test the all wheel drive system. Refer to appropriate service manual for the AWD system.
1. Make sure that AWD rear sensor is properly installed.
2. Make sure that AWD pump is functioning properly.
109 Rl
RI 110
E-01.15K
ALL WHEEL DRIVE PUMP (REXROTH)

GD530A-1 200417 & Up

GD530AW-1 200417 & Up
GD650A-1 200417 & Up
GD650AW-1 200417 & Up
GD670A-1 200417 & Up
GD670AW-1 200417 & Up
- IMPORTANT -
This manual contains IN WARRANTY and OUT OF WARRANTY service information. Use care when servicing
pump not to void your warranty. If at all in doubt contact your Territory Service Manager (TSM).
The Rexroth Pump contains metric fasteners and hardware.
CAUTION


INJURY.
0194
METRIC CONVERSIONS
SHOP MANUAL SECTION E-01.15K
TABLE OF CONTENTS
CONTENTS PAGE
INTRODUCTION ............................................... . 2
INTERPRETATION OF TYPE CODES ............................... . 7
DIAGNOSTIC PORTS ........................................... . 8
TROUBLESHOOTING ........................................... . 10
SERVICING .................................................. . 13
REMOVAL ................................................ . 13
CHARGE PUMP (IN WARRANTY SERVICE) ....................... . 15
Disassembly ............................................ . 15
Reassembly ............................................ . 16
SHAFT SEAL (IN WARRANTY SERVICE) ......................... . 17
Disassembly ............................................ . 17
Reassembly ............................................ . 18
MAIN PUMP DISASSEMBLY (OUT OF WARRANTY SERVICE) ......... . 19
CLEANING AND INSPECTION ................................. . 27
MAIN PUMP REASSEMBLY (OUT OF WARRANTY SERVICE) .......... . 29
INSTALLATION ............................................. . 38
TESTSANDADJUSTMENTS ..................................... . 40
INTRODUCTION
The All Wheel Drive (AWD) Pump is a piston-type pump mounted to the transmission and driven directly by the
torque converter. The pump provides oil pressure and flow to the all wheel drive motors which in turn drive the
gearboxes.
Fiigure 1 EXPLODED VIEW OF REXROTH PUMP
2
The exploded view shown on the previous page and following pages and legends, are to help identify parts and
their orientation to each other while servicing the All Wheel Drive Pump. Some components mentioned during
service procedure may only be shown in this illustration.
LEGEND FOR REXROTH PUMP
1. CONTROL PIPE 26. O-RING

2. O-RING 27. CONNECTION PLATE
3. PRESSURE OVERRIDE VALVE 28. PIN
4. PRESSURE OVERRIDE CONTROL PIPE 29. O-RING
5. O-RING 30. O-RING
6. GASKET 31. PLUG
7. VALVE ASSEMBLY 32. CONTROL CARTRIDGE
9. SOLENOID 34. LEVER
10. CONNECTOR BLACK 35. MAIN RELIEF CARTRIDGE
11. CONNECTOR GREY 36. LOCK NUT SEAL
12. BOLT 37. O-RING
13. GASKET 38. O-RING
14. BOLT 39. PLUG
15. LOCK WASHER 40. O-RING
16. CHARGE PUMP 41. FUEL JET
17. PIN 42. HOUSING
18. O-RING 43. ECCENTRIC
19. BOLT 44. LOCK NUT SEAL
20. BUSHING 45. PLUG
21. PLUG 46. BOLT
22. O-RING 47. HYDRAULIC CONTROL (SEE Figure 3)
23. PRESSURE RELIEF CARTRIDGE 48. ROTARY GROUP (SEE Figure 2)
24. LOCK NUT SEAL 49. FLANGE
15463
Figure 2 EXPLODED VIEW OF ROTARY GROUP
4
LEGEND FOR ROTARY GROUP
1. MECHANICAL STOP RING 19. CAGE ROLLER

2. SPRING RING 20. SLIDING PIECE
3. RETAINING RING 21 CRADLE WITH PIN
4. O-RING 22 WIRE
5. FRONT COVER 23 PIN
6. OIL SEAL 24 MECHANICAL STOP
7. RETAINING RING 25 COUNTERSUNK SCREW
8. SUPPORTING RING 26 PISTON
9. SPACER 27 RETAINING PLATE
10. SHIMS 28 RETAINING BALL
11. SUPPORTING DISC 29. CUP SPRING
12. SHIMS 30. SHIMS
13. SHIMS 31. CYLINDER WITH BUSHING
14. ROLLER BEARING 32. CONTROL LENS
15. DRIVE SHAFT 33. ROLLER BEARING
16. O-RING 34. SPRING RING
17. BEARING FLANGE 35. CLUTCH HUB
18. CAGE
15464
-. _ _.I_. -m-m .,lr,l, mr I ,\,nnr., II I- ---‘---’

Figure 3 tXrLuutu vltvv VI- nr unnudC; GUN I HUL
LEGEND FOR HYDRAULIC CONTROL
1. COVER 9. SPACER BUSHING

2. O-RING 10. ROD
3. HYDRAULIC CONTROL HOUSING 11. CONTROL PISTON
4. HEX NUT 12. SLIDE RING
5. SPRING COLLAR 13. LOCK NUT SEAL
6. RETAINING RING 14. COVER
7. SPRING COLLAR 15. LOCK WASHER
8. PRESSURE SPRING 16. BOLT
INTERPRETATION OF TYPE CODES
INTERPRETATION OF TYPE CODES
Type Code
t AA4V k6iELl L 1 1R L13 L10 12 LIO L1 1 I 10 /lPVDC-TP-Cd

Model I I AddItIonal lnlormatlon
clear text)
AxId Prston. (In
vanable Drsplacement 1) For EL control, advlse
m requrred control vohage.
Pump
Standard = 24 VDC Volts DC
size Ophonai = 12 VDC Volts DC
2.44 I”%aV 2) For tamper-proof caps on
40 cmYrev 1 adtusrment screws show ii?
3) For P.O.R. checks but wrthout
342cmflrev
56 InYrev I the R0.R. Show Cv
4) For neutral slart swctch
5.49cmYrev
90 in%ev I (HW COntrOlonly) show NSS.
5) For larger charge pump
7.63 ma/rev
125 CmYrev 1 (srze 40 only) show LCP.
6) For vrton shaft seal
co”lmls show V.
Remote hydraulic prlot 7) For auxikary Y-Port lor
remote inchrng show Y.
Manual rotary servo
Pressure Overrtde (P.O.A.) Optlon
Proportional electric
Without pressure override
Non-proportional electric With pressure overnde
Without control module (pressure override IS standard wllh
HM control)
Wrthoul control module
wrth P.O.R. High Pressure Relict Valves
With pilot-operated rehef valves
adjustable m range of 2600 to I
Design Series No.
6000 psi (standard desrgn)
Sees. 40. 56, 90. 8 125
I With prlot-operaed relref valves
adjustable in range of 1160 to 1
2Mlo pa.,.
Direction of Sotatlon
Speed Senslng Horsepower Umlter
Rrght hand (clockwise)
For use with diesel or gasoline engines
Left hand (counterclockwtse) only. Not available wllh OV control.
(As vrewed at shaft end) Without S.S.H.L. control canndge
(standard desrg”) lol
Mounting Conflguntlon For S.S.H.L. see brochure RAO6202
Szes 40 and 56. SAE ‘C’ 2.bolt Filter Port Optlons
Flange. 14T, 12/24 Pitch, 30° Ixl
Involute. Tol. CLS. Spline With porting for suction
Shaft. filter only (standard) III
ANSI B92.la. With porttng for external
charge flow filter 121
Srze 90 SAE ‘D’ 2-belt Flange, (I! external charge flow filtrahon
141. 12/24 Pitch, 30’ Involute. 131
is requtred wrth S.S.H.L.. contact
Tol. CL5 Spkne Shaft. Rexroth for details)
ANSI 892.1a
With direct mounted filter
Srze 125. SAE ‘D’ 2-bolt Flange, (supplied wrlh AA4Vl 151
13T 6116 Pitch, 30° Involute. I Contact Rexroth for detarls
Tol. CLS. @line Shaft. and availabrlrty
ANSI B92.la
Through Drive For Auxlllary Pump”
“Refer to the r&vent data sheet for torque limitations and
drmensronal details of through drwe Without through dnve for auxrhary
pump [ol
Without charge pump 8
wrthout through drive lx
Model Number Exemple-AA4V56EL lf?302010112VDGTP-CV With charge pump 8 SAE A.
Vanable displacement hydrostatic transmission pump, type AA4V. 2.bolt through drove ICI
srze 56, remote pmprobonal ekactric control (1~DC). senes 1. rght- With charge pump a SAE 6,
hand rotakon. SAE ‘C’ mounting flange, 14 teeth-12124 pitch, spkne 2.bolt through drive Ixl
shaft, porting for external charge flow filter, relief valve adjustment
rangeof 2600 to 6000 PSI.wilhout pressure override. temper-proof With charge pump & SAE 8-B.
caps on adhxstment screws and with high pressure shuttle checks. 2bolt through drwe IJI
With charge pump 5. SAE C.
2.bolt through drove. CKI
Size 90 a 125 only.
7
DIAGNOSTIC PORTS
The diagnostic ports for the pump are

shown in Figure 4, Figure 5, and Figure 6.
R= Case vent port

30 PSIG (2.1 kg/cm’) max.
(7/16” - 20 UNF)
x,,x2 = Control pressure gauge port (before control

orifices)
580 PSIG (40.8 kg/cm*) max.
(7/16” - 20 UNF)
x3, x4 = Control pressure gauge ports (after control ori-

fices)
580 PSIG (40.8 kg/cm*) max. Figure 4
(7/16” - 20 UNF)
T,, T, = Case drain ports

(l-1/16” - 12 UNF)
M,, M, = High pressure gauge ports

6000 PSIG (421.8 kg/cm*) max.
(7/16” - 20 UNF)
‘igure 5
8
s= Charge pump suction pot-l

14 Inches Hg (at start-up)
(l-3/16” - 12 UNF)
!gure 6
The proportional electric control (See Figure 7) operates as

follows:
(When properly installed, the pump rotates in a clockwise

direction when viewed from the shaft end)
When solenoid A is actuated:
Control pressure is at ports Xl and X3.
Output flows from port B.
Working pressure is at port MB.
When solenoid B is actuated:

Ggure 7
Control pressure is at ports X, and X,.
Output flows from port A.
Working pressure is at port M,.
9
TROUBLESHOOTING
TROUBLESHOOTING
Troubleshooting Procedure
To ard in troubleshooting, refer to the diagnostic port COnnectiOns This procedure was written to aid the troubleshooler I” followrng
for test gauge installation mformatio”. Procedure assumes gauges a logical approach to a system lault.
are installed.
1. TRANSMISSION DOES NOT DRIVE WITH THE PRIME MOVER RUNNING.
1.1 Is there oil in the No Pill reservoir. I .17 Remove and inspect No Proceed to step 1.18.
reservoir? Yes Proceed to step 1.2. charge pump assembly. Yes Reparr or replace
Is it damaged? damaged compO”e”tS
1.2 Is engine clutch No Engage clutch. and return to step 1.7.
engaged? Yes Proceed to step 1.9 Note: replace charge
pump as complete wt.
1.3 Is the hydraulic prping No Correct the piping.
in accordance wrth the Yes Proceed to step 1.4. I .16 Is the charge pump No Refit charge pump by
hydraulic circus? installed for correct rotating pump housing
direction 01 rotatron? 1609 Aeturn to step 1.7.
1.4 Is the pump direction of NO Fit pump having the Yes With proper charge
rotatron cotrect? correct direction of pressure. and
rotation. transmission shll does
Yes Proceed to step 15. not operate. proceed
1.5 Is there a broken No Proceed lo step 1.6. to step 1.19.
pipe. loose fitting, or Yes Repair the fault. ‘ump Control:
burst hose?
1.19 Is control medium No Connect appropriate
1.6 Are the brakes No Check brake release connected to PU~D medium and check Ihat
released? circuit or mechanism. control? control srgnat is actually
Yes Proceed to step 1.7. HD-pilot pressure berng applred to the
Charge Pump and Relief Valve: HW-mechanicaf cable control valve.
or linkage Yes Proceed to step 1.20
1.7 lsths~ar&c~~!$ No Proceed to step 1.10. EL 12 or 24 volts dc
Yes Proceed to step 15. electrical current
1.6 If the charge pressure No Proceed lo step 19. I .20 If variable displacement No Select maxrrwm
at specification while Yes Proceed to step 1.19. motors are installed. is displacement.
the pump is running at maximum displacement Yes Proceed to step 1.21
normal operating speed? selected? (if not done
automatically).
1.9 Can the charge pressure NO Proceed 10 step 1.10.
be adjusted at the charge Yes Adjust charge pressure I.21 Actuate the control in No Proceed to step 1.22.
pressure relief valve? to specification and both directions. Does Yes Ooerate the transmlssron.
(Refer to relief valve pK%wd IO step 1.19. pump stmke?
adjustment.)
1.22 Stroke the pump in both No Remove control module
Note: If hushing valve is used in circuit. it should be set at 50 psi directions. Do Ihe and replace with new
less than charge pump relief. Refer to datasheet on flushing valve pressuresat XI and X4 unit. Repeat step 1.21.
for inlormation and setting pmcedura alternate between 30 and Yes Proceed IO step 1.23.
250 psi during cycle?
1.10 Is suchon line shut-off No Open valve.
valve open? Yes Proceed to step 1.11. I .23 Is the pressure at port No Reprpe pump case dram
R less than 21 psi? line so that case pressure
1.11 Is the charge pump No Proceed to step 1.12. at port R is less lhan 21
suction pressure within Yes Pnxeed to step 1.16 PSI. Return to step 1.21.
recommended limits? Yes Proceed to step 1.24.
( -32 psig or 65 in.
Hg vacuum.) 1.24 Stroke pump in both No Venfy that loading of Ihe
directions. Does any pump will cause system
1.12 Is suctton liller element No Proceed to step 1.13 pressure greater than pressure to increase
plugged? Yes Replace lilter element. 360 psi atternate between above charge pressure.
1.13 Does the resew&r No Correct the reseworr ports M, and MS? Proceed lo step 1.19.
Yes Proceed lo step 1.25.
design ensure that desrgn.
suctron pope is always Yes Proceed to step 1.14. 1.25 Is it possible to adjust No Replace high pressure
covered with oil? hrgh pressure rekef relief valve cartndges and
1.14 Is Ihe suction pipe srze No Run at lower speed and valves using the 0~10,000 return to step 1.21.
return to pain: 1.7. or psi gauges at M, and MS Yes Adjust high pressure
adequate for the flow?
rework suction piping. to monrtor pressure? rehef valves lo reourred
Yes Proceed to aep 1.15. (Refer to relief valve or design pressure.
adjustment.) Proceed to step 1.26.
1.15 IS the reseworr air No Proceed to step 1.16
1.26 Actuate control in both No Check if motor srrrno rs
breather blocked or Yes Clean or replace air
undersized? breather. directrons. Does adeguale for applicairon.
transmrssion run? Check for mechanrcal
1.16 Remove charge pressure No Relit cartndge and faults I” the drive beyond
relief valve cartndge and proceed to step 1.17 the molar shaft.
inspect. Is it damaged? Yes Fit a new cartridge Yes Operate the transmrssron.
and return to step 1.7.
10
1 2. TRANSMISSION DRIVE IS SLUGGISH OR ERRATIC
2.1 Is the contml medium in No Rectify the control lault. 2.5 Does the charge No Proceed to 22.
condition? HD-bleed pilot lines pressure fluctuate more Yes Proceed to step 2.6.
?zod
r example: control HW-lubricate or lree than 30 psi when
medium is not in gocd the cable or linkage stmking the pump?
condition if: HD control- EL-check control current
air in pilot lines Yes Proceed to step 2.2 2.6 If the charge pump No Proceed to step 2.6.
HW control-sticking output is used to Yes Proceed to step 2.7.
cable or linkage operate auxiliary
EL control-fluctuating functions. do these
control current. other Iunctions cause
fluctuations in charge
2.2 Are the brakes fully No Check brake r81ease pressure?
released? circuit or mechanism.
Yes Proceed to step 2.3. 2.7 Isolate the auxiliary No Proceed to step 2.6.
funclion and run the Yes Operate transmission
2.3 Are the stroking time No Remove the plugs in transmission. Are the and return to step 2.1
orifices correctly sized ports X1 and Xz and charge pressure
for the applicabon? rem- control ontiies fluctuations reduced
wlih Arewdriver. Try or eliminated?
various sizes until
desired pump stroking 2.6 Are there system No Proceed to step 22.
rate is attained. pressure fluctuations Yes Detwmme the cause 01
Yes Proceed to step 2.4. wlvch are synchronous system pressure
with the charge pressure fluctuabons.
2.4 With HD control. is the No Change spring to suit. fluctuations?
control curve of remote
pilot valve correctly % $Ti?F;z OS 2.9 If variable displacement No Add motor strokmg time
matched to the pump? operator. motor is used. is motor adjustment valve to the
Yes Proceed to step 2.6. stmking time correct for vanable motor or modify
the application? the control circuit IO
provide desired slroking
time.
1 3. TRANSMISSION DRIVES IN ONE DIRECTION ONLY I
3.1 With contml lines No Proceed lo step 92. 3.4 Check llushin valve (if No Not installed.)
swtched. doer pump Yes Control signal from one installed). Is sa uttle spool b roceed to step 35.
drive in the opwsite side does not work stuck in one position? Yes Remove flushing valve
direction onlfl’ KZnw@ as and clean or replace.
3.5 Switch relief valves. No Proceed to step 3.6
3.2 With contml lines still No Proceed to step 33. Does tranwwsion Yes Repair or replace relief
switched, does pump Yes Pmblem is in one side drive in the other Valve on nondriving side.
drive m inltia! direotion d control module or direction only?
only? the pump. Proceed to
step 3.3 3.6 Replace control module No Replace or repair pump.
and reconnect control Yes Operate transnxsslon
3.3 Is there control pressure No ~mcontrol signal lines. Does pump
or current fmm both operate properly?
control lines? Yes 1 roceed’to step 3.4.
i 4. TRANSMISSION DRIVES IN THE WRONG DIRECTION
4.1 Pump with HD control. Switch control lines 4.3 Pump with HW control. Rework linkage or cable
on ports Y* (L Ya. to give correct drwe
direction.
4.2 Pump with EL control. Switch electrical
connectors on solenoids
A&LB
5. PUMP DOES NOT FIND OR HOLD NEUTRAL (Also refer to Pages 16 and 17.)
5.1 Does pump return to No Proceed to step 52. 5.2 Check mechanical No Repair or replace pump
neutral with control Yes Check control for centering of pump and Yes Replace control module
lines removed? electrical signal problem control per Pages 16 if needed. Operate
(EL control), of back and 17. Does pump transmission.
pressure in the pilot return to neutral with
lines (HD control). control lines removed?
11
6. TRANSMISSION DRIVES Al A HIGH NOISE LEVEL
6.1 Are Ihe drive gearboxes No Fill gearbox with correct 6.4 Is the suclion pressure No Return Io step 1.7.
tilled wilh correcl grade grade of oil to (he al the charge pump Yes Proceed 10 step 6.6.
of oil? prescribed level. inlet within recommended
Yes Proceed to step 62. limits?
6.2 Is the drwe coupling No Install coupling per 6.5 Is there av in Ihe No Proceed lo step 6.6.
correcllv installed and ’ manufacturer’s hydraulic oil? This may Yes Deaerate the oil and
aligned? instructions and be Indicated by foammg inspect system lor tau*e
tolerances. or mtlky colored oil. of air Induclion.
Yes Proceed to step S.3
6.6 Is the hydraulic motor Yes Check moror scnng in
6.3 Is rigid piping connected No Proceed to step S.4. operating at excesswe relation lo available 011
10 lhe pump? Yes Install shorl length of speed? flow from Ihe pump.
hose between pressure
poRs of the pump end
the system piping.
1 7. TRANSMISSION OPERATES AT A HIGHER THAN NORMAL TEMPERATURE I
7.1 Is the operating No 195’F is the upper limit. 7.4 Check differential No Proceed 10 step 7.5.
~9;w&ature above If temp. is close to 19S’F, pressure across oil Yes Check plpmg from 011
* the oil cooler may need cooler as compared fo cooler 10 the reservo!I.
to b-s deaned. the manufacturer’s specs
Yes Proceed to step 7.2. at charge pump flow.
7.2 Is the hydraulic motor No Proceed to 7.3 Is a P higher than it Check for plugged or
stalling Intermittently? Yes Hydraulic oil is being should be? damaged cooler.
heated through system
relief valves. Shut down NOTE: Max. case pressure is 30 psi.
zxzn&Zr’~ cause 7.5 Disconnect pump case No Refer to charge pump
7.3 Does temperature No Operate tranemseion. dram from oil cooler remove and lnspewon
remain m 195OF C%$cc;ncooler and check flow from procedure.
alter cleaning oil cooler? charge pump. Is flew Yes Check oil cceler locailon.
Yes Proceed tdstep 7.4. normal?
6. PUMP DOES NOT DEVELOP MAXIMUM HORSEPOWER (FLOW & PRESSURE)
a.1 Is the charge pressure No Return to 1.9 8.3 Are the high preesure No Adjust or replace relief
at least 320 psi Yes Proceed to 82. relief valves adjusted valve canndge.
measured u porl G? lo the required pressure Yes Replace the pump.
so thal they do not
8.2 Is the case pressure No Check sizing of return by-pass?
less than 30 psi? lines from T porl of
pump and the ccoler NOTE II pressure override valve is fitted 1o pump. check that
sizing r&led to flow. pressure setting is sufficient for (he applicabon.
YesProcef?dto83.
12
SERVICING
installation of the All Wheel Drive (AWD) pump.
Through out this procedure hydraulic hoses and lines will be disconnected. It is recommended to plug and/or cap
all connections and ports which are opened to prevent contamination from entering the hydraulic system or
component.
REMOVAL
1. Shutdown engine and set parking brake. Disconnect (-) negative battery cables from batteries to prevent
accidental starting of unit.
2. Remove bolt and flat washers (1, Figure 8) and two hex
nuts and flat washers (2) securing rear grill (3) to rear
cowl (4).
Figure 8
3. Drain hydraulic oil tank. Remove drain plug (1, Figure 9)

and attach a drain hose to bottom of hydraulic oil tank.
Hydraulic oil tank holds approximately 16 U.S. Gallons
(60.6 a).

4. Reinstall drain plug when through draining the hydraulic

oil tank.
Figure 9
13
5. Tag, disconnect and plug hoses (1 thru 3, Figure 10)

from bottom of hydraulic oil tank (4).
6. Remove cap (5) from elbow to drain approximately

1 U.S. Gallons (3.8 0) from hydraulic oil filter return line.
7. Remove hydraulic oil filter (6) from filter head (7).
Figure 10
8. Tag, disconnect and plug all hoses (1, Figure 11) from
all wheel drive pump (2).
9. Remove screw securing each electrical terminal (3 and

4) to control module (5).
10. Support pump and remove two bolts and plain washers
(6), pump and gasket from transfer case (7).
Figure 11
14
CHARGE PUMP (IN WARRANTY SERVICE)
Disassembly
Before removing bolts, mark the position of the charge

pump housing (1, Figure 12) and separator plate (2) in
relation to the port block (3).
Figure 12
2. Remove four screws (1, Figure 13).
Figure 13
3. Remove charge pump housing (1, Figure 14) and

separator plate (2).
4. Inspect internal components of charge pump (1) for

wear or damage.
5. Remove and discard O-ring (3).
Figure 14
15
6. Withdraw pinion shaft (1, Figure 15) and inspect gear

teeth and bearing surfaces for abnormal wear.
7. Replace damaged or worn parts.
Figure 15
Reassembly
1. Install pinion shaft (1, Figure 16) in housing.
‘igure 16
2. Install separator plate (1, Figure 17) and charge pump

housing (2) using match marks for reference.
3. Install four bolts (3) and torque bolts to 220 Ibf in

(2.5 kgam).
Figure 17
16
SHAFT SEAL (IN WARRANTY SERVICE)
Disassembly
1. Remove the retaining ring (1, Figure 18) from pump

flange (2) with snap ring pliers as shown.
Figure 18
2. With twcI screwdrivers, carefully pry up on shaft seal

housing (1, Figure 19) to remove.
Figure 19
3. Remove and discard O-ring (1, Figure 20) from seal

housing (2).
4. Remove and discard seal (3) from the seal housing.
Figure 20
17
Reassembly
1. Install a new seal (3, Figure 21) and O-ring (1) on the
seal housing (2) and carefully install the seal housing
(2) in the pump making sure it is fully seated.
NOTE: When installing the new sea/, press only on the

outside diameter of the seal.
Figure 21
2. Install the retaining ring (I, Figure 22) in pump flange

(2) with snap ring pliers.
Figure 22
18
MAIN PUMP DISASSEMBLY (OUT OF WARRANTY SERVICE)
NOTE: Performing the following procedures will void the warranty on your pump. If the pump is under warranty and
requires major repair, return it to your authorized Rexroth dealer for overhaul.
1. Remove pipes (1 and 2, Figure 23) from connection

plate (3) and control unit (4).
2. When removing pipes, note sequence of screws, brass

washers and spacers for aid in reassembly.
‘igure 23
3. Remove charge pump from pump as described in

“Removal and Inspection of Charge Pump” in the
preceding pages.
4. Remove two plugs (1, Figure 24) from connection plate

(2). Remove and discard O-rings (3).
5. Remove two valves (4). Remove poppets (5) and

springs (6). Remove and discard O-ring (7) from valve
body (4).
6. Inspect poppets (5) for wear or damage. Inspect springs

(6) for damage or distortion.
Figure 24
19
7. Mark the two relief valves (1, Figure 25) with identifica-
tion to ensure they are returned to their original posi-
tions.
8. Remove two relief valves (1) from connection plate (2).

Remove and discard the O-rings (3 and 4) from the
relief valves (1).
9. Remove port (5). Remove and discard O-ring (6) from

Pan (5).
10. Remove plug (7). Inspect seal washer (8) and discard
if damaged or distorted.
11. Remove relief valve (9). Remove and discard O-rings

(10 and 11) from valve (9). Figure 25
12. Before removal of connection plate (1, Figure 26) mark

the position of the slot in external screw (2) for external
adjustment of torsion. Hold nut (3) with a wrench and
turn screw (2) approximately 90” in either direction to
loosen torsion.
13. Scribe match marks across the connection plate (1) and
pump housing (4) for aid in reassembly.
14. Remove four screws (5) securing connection plate (1)

to housing (4).
15. Remove connection plate (1, Figure 27) from housing

(2).
NOTE: Remove connection plate (I) carefully; port

plate (3) can fall out when connection plate (I)
is removed.
I
Figure 27
20
16. Remove O-rings (1, Figure 28) from connection plate

(2).
17. Note position of notch (3) in port plate (4) for aid in
reassembly.
18. Inspect surface of port plate (4) for scoring or other

damage.
Figure 28
19. Remove port plate (1, Figure 29) from connection plate
(2).
20. Inspect mating surfaces of port plate and connection

plate for scoring.
Figure 29
21. Support pump housing on wooden blocks as shown in

Figure 30.
22. Remove four bolts (1) securing housing (2) to flange

(3).
23. Remove housing (2) from flange (3) by carefully tapping

on drive shaft (4) with a plastic or rubber mallet.
Figure 30
21
24. Remove slide ring (1, Figure 31) from shaft (2).
Figure 31
25. Grasp the rotating group (1, Figure 32) and rocker as-
sembly (2) as shown and carefully lift the rocker as-
sembly from flange assembly (3).
NOTE: Be sure to lift by the rocker assembly (2). This

will prevent pistons (4) from falling out of cylin-
der (5).
Figure 32
26. Carefully remove the rocker assembly (1, Figure 33) I
from the cylinder assembly (2).
27. Inspect the surface of the rocker assembly for scoring

or other damage.
Figure 33
22
28. Using tape or a felt tip marker, mark each piston (1,
Figure 34) and its corresponding position in retaining
plate (2) and cylinder (3). The pistons must be returned
to their original positions at reassembly. Also mark the
retaining plate and cylinder with match marks for aid in
reassembly.
29. Inspect the slipper pad of each piston (1) for wear and
scoring. Remove each piston (1) and inspect its surface
for scoring.
i
‘igure 34
30. Remove retaining plate (1, Figure 35).
31. Being careful not to disturb the cup springs and shims
inside, remove ball (2) from cylinder (3).
32. See Figure 36 for correct stacking of cup springs and

shims.
‘igure 35
33. Be sure the cup springs (1, Figure 36) and shims (2)
are installed between ball (3) and cylinder (4) as shown.
16094
Figure 36
23
34. Remove swivel bearings (1, Figure 37) from flange

assembly (2). Inspect the bearings and bearing surfaces
for nicks, scoring and freedom of movement.
35. Remove pins (3). Check pins for bent condition. Be sure
pin holes in flange assembly (2) are clean.
36. Remove O-ring (4) from flange (2). Inspect the

machined flange surface for nicks or other damage.
Figure 37
37. Remove snap ring (1, Figure 38) from flange (2). I
38. Using two screwdrivers, carefully pry seal housing (3)

from flange (2). Remove shim (not shown) from flange
(2).
39. Remove seal and O-ring from seal housing (3).
40. Remove flange (2) from drive shaft assembly (4).
Figure 38
41 Remove snap ring (1, Figure 39) small diameter spacer

(2), shim(s) (3), large diameter bearing spacer (4) and
bearing (5) from drive shaft (6).
42. Inspect bearing race (7) and remove from shaft (6) if
necessary.
Figure 39
24
43. Remove four screws (1, Figure 40) and remove control
unit (2) from spindle housing (3).
44. Look into spindle housing (3) through hole that control
unit (2) was removed from, and through large opening
in pump housing. Note shape and orientation of grooves
in center of spindle for aid in reassembly.
45. Single flat groove faces inside of pump housing.

Stepped groove faces control unit opening.
‘igure 40
46. Note position of seals (1 and 2, Figure 41) in relation to

cover (3) and control unit (4).
‘igure 41
47. Scribe match marks across control unit (1, Figure 42)
and solenoids (2 and 3). Remove four screws (4) and
1
remove solenoid (2) from control unit (1).
48. Remove O-ring (5) from solenoid (2).
49. Repeat for second solenoid (3).
Figure 42
25
50. Hold screw (1, Figure 43) with a hex wrench and
remove nut (2).
51. Remove four screws (3) and unscrew cover (4) from
screw (1).
52. Remove O-ring (not shown) from flange of cover (4).
Figure 43
53. Remove four screws (1, Figure 44) and cover (2) from
spindle housing (3).
54. Remove O-ring (not shown) from flange of cover (2).
Figure 44
55. Remove spindle (1, Figure 45) from spindle housing (2).
Note orientation of long screw (A) towards threaded
spindle cover for aid in reassembly.
NOTE: Do not attempt to disassemble spindle (1) or

loosen the nuts on either end. The spindle is
factory adjusted and there are no serviceable
parts inside.
56. Inspect spindle and housing for nicks, scoring, or other

damage.
Figure 45
26
CLEANING AND INSPECTION

installation.
27
28
MAIN PUMP REASSEMBLY (OUT OF WARRANTY SERVICE)
NOTE: Maximum cleanliness is essential during assembly of pump. Take all precautions to prevent contamination
with dirt.
Coat all components with clean hydraulic oil during assembly.
Use only new, factory-supplied replacement parts. Do not mix new an used components during assembly.
Use of all new seals and O-rings is recommended. Use petroleum jelly to hold O-rings in place during
assembly.
1. Install a new O-ring (5, Figure 46) in solenoid (2). Use

petroleum jelly to hold the O-ring in place.
2. Put solenoid (2) in position on control unit (1) and install

four screws (4). Tighten screws evenly.
3. Repeat for solenoid (3).
‘igure 46
4. Install spindle (1, Figure 47) in spindle housing (2). Be

sure long screw (A) is facing in direction shown.
5. Be sure stepped groove in center of spindle is facing

small opening in spindle housing, and that single flat
groove in spindle is facing inside of pump housing.
‘igure 47
29
6. Install O-ring (not shown) on flange of cover (2,

Figure 48) (cover without threaded hole).
7. Install cover (2) on spindle housing (3) and install four

screws (1). Tighten screws evenly.
3gure 48
8. Install O-ring (not shown) on flange of cover (4,

Figure 49), and screw cover (4) onto screw (1) until it
contacts end of spindle housing. Install four screws (3)
and tighten evenly.
9. Install nut (2) until it contacts cover (4) and then back
off 1 - 2 turns. Loosen screw (1) so that spindle is loose
in housing.
Figure 49
10. Be sure the spring (1, Figure 50) is correctly seated on

arms of control unit (2).
11. Position new seals (3 and 4) and cover (5) on control

unit (2) as shown.
NOTE: Arrows in Figure 50 point to top of sea/s.
Figure 50
30
12. Position control unit (2, Figure 51) on spindle housing

(3) as shown and install four screws (1). Tighten screws
evenly.
NOTE: If control unit will not seat on spindle housing,

or if screws can not be tightened, loosen screw
(I, Figure 49) so that spindle moves freely.
Figure 51
13. If necessary, install a new bearing race (7, Figure 52)

on drive shaft (6).
14. Install bearing (5), large diameter bearing spacer (4),

shim(s) (3), small diameter spacer (2) and snap ring (1).
Figure 52
15. See “Shaft Seal” section in this manual section and

install a new O-ring and seal on the seal housing (3,
Figure 53).
16. Install drive shaft (4) through flange (2).
17. Install seal housing (3) in flange (2) until it is fully

seated and install snap ring (1).
Figure 53
31
18. Position the flange and drive shaft assembly (2,

Figure 54) on wooden blocks as shown.
19. Install a new O-ring (5) on the flange.
20. Install pins (3) in flange (2).
21. Install swivel bearings (1) on flange (2), making sure

pins (3) engage the bushings in the swivel bearings as
shown. The swivel bearings should pivot freely in their
races on flange (2).
Figure 54
22. Install shim(s) (2, Figure 55) and cup springs (1) on
cylinder (4) with cup springs arranged as shown in
Figure 55.
23. Install ball (3) over shims and springs.
NOTE: Shims (2) control the preload that will be

measured when installing the connection plate.
16094
?gure 55
24. Install retainer plate (1, Figure 56) over ball (2) and
cylinder (3) using match marks for correct orientation.
Figure 56
32
25. Install pistons (1, Figure 57) through retainer plate (2)
and into cylinder (3), using numbers to assure correct
positioning.
NOTE: Each piston must be returned to the cylinder it

was removed from.
Figure 57
26. Coat the mating surfaces of the rocker assembly (I, r

Figure 58) and cylinder assembly (2) with hydraulic oil.
27. Carefully hold the rocker assembly and cylinder

assembly together to complete the rotating group. This
will ensure that the pistons will not fall out while
installing the rotating group over the drive shaft.
Figure 58
28. Grasp the rotating group (1, Figure 59) and rocker as-
sembly (2) as shown and carefully install them onto
flange assembly (3).
NOTE: Do not allow pistons (4) to fall from cylinder (5).

Damage to the pistons may occur.
29. Be sure pins (6) are correctly install through bushings

(7) and pivot bearings (8) on both sides of the rocker
assembly.
30. Rocker assembly (2) should pivot freely on flange

assembly (3).
Figure 59
33
31. Coat shaft (2, Figure 60) with petroleum jelly and install
slide ring (1).
NOTE: Be sure slide ring (I) remains in a vertical

position.
‘igure 60
32. Using match marks to ensure correct positioning,

carefully install housing (2, Figure 61) over drive shaft
(4) and rotating group.
33. The slot in the control spindle must slide over the slide
ring (1, Figure 60) and the housing should seat firmly
over flange (3, Figure 61).
NOTE: It may be necessary to tap the housing into

place with a plastic or rubber mallet. Do not use
force! If the housing will not seat squarely on
the flange, check to be sure that screw (7,
Figure 49) is loose.
34. Be sure housing (2, Figure 61) is fully and squarely

seated on flange (3) and install screws (1) and tighten
to 138 Ibf ft (19.1 kg*m). Figure 61
35. Install port plate (1, Figure 62) on connection plate (2).
Figure 62
34
36. Install new O-rings (1, Figure 63) on connection plate 1
37. Coat surface of port plate (4) with clean hydraulic oil.
38. Make sure notch (3) is facing proper direction as noted

during disassembly.
Figure 63
39. Back off screw (2, Figure 64) so that it does not protru-
de into the pump housing.
40. Using match marks for correct positioning, install

connection plate (1) on pump housing (3).
NOTE: Before installing screws (4), measure the dis-

tance between connection plate (1) and pump
housing (3) with a feeler gauge. This distance
must be 0.090 In. (2.266 mm) - 0.104 In.
(2.642 mm). To adjust this distance, add or
subtract shims (2, Figure 55).
41. Install four screws (4, Figure 64) and tighten to 138 Ibf
ft (19.1 kg*m).
‘igure 64
42. Remove nut (1, ?) and turn screw (2) in or out as necessary to achieve a distance of 0.91 In. (23.114 mm) as
shown in Figure 65.
43. When this distance has been achieved, turn screw (2, ?) the smallest distance needed to align the slot in the
screw with the match mark scribed on the housing during disassembly.
44. While holding screw (2) with a hex wrench so as not to disturb the adjustment, install and tighten nut (1) against
the housing.
NOTE: If the screw becomes tight, or if the proper distance can not be achieved, do not force the screw.
Remove the connection plate and adjust the position of the port plate until the notch in the port plate
will receive the adjusting screw.
35
45. Figure 65, shows the proper dimension for pre-adjust-

ment of the torsion screw.
J /(23 mmi ,6,05
‘igure 65
46. Install new O-rings (10 and 11, Figure 66) on relief
valve (9) and install valve (9) in connection plate (2).
47. Install a new seal washer (8) on plug (7) and install plug
(7).
48. Install a new O-ring (6) on valve (5) and install valve
(5).
49. Install new O-rings (3 and 4) on two relief valves (1).

Install valves (1) into the same ports they were removed
from.
‘igure 66
50. Install new O-rings (3, Figure 67) on plugs (1) and
install plugs (1) in connection plate (2).
51. Install new O-rings (7) on valve bodies (4).
52. Install springs (6) and poppets (5) in valve bodies (4).
53. Install valves (4) in connection plate (2).
‘igure 67
36
54. Install pipes (1 and 2, Figure 68) between connection

plate (3) and control unit (4).
55. See “Charge Pump” section of this manual for

instructions to install the charge pump. This completes
assembly of the AWD pump.
NOTE: Refer to the Testing and Adjustments section at

the end of this manual for instructions on
mechanical and hydraulic centering of the
pump, and setting the charge pressure and
high pressure relief valves. THESE
PROCEDURES MUST BE DONE TO ENSURE
PROPER OPERATION OF THE A WD PUMP,
AND TO AVOID POSSIBLE DAMAGE TO THE
EQUIPMENT. ‘igure 68
37
INSTALLATION
1. Support all wheel drive pump (2, Figure 69), and

position gasket and it against transfer case (7). Install
two plain washers and bolts (6). Tighten bolts to 200 Ibf
ft (27.7 kgam).
2. Install screw to secure terminals (3 and 4) to control

module (5).
3. Unplug and cap hoses (1) and connect them to pump

Figure 69
4. Connect hoses (1 thru 3, Figure 70) to bottom of

hydraulic oil tank (4) as tagged during disassembly.
5. Install hydraulic oil filter (6) on filter head (7).
6. Make sure that cap (5) is tighten on elbow.
7. Fill hydraulic oil tank with hydraulic oil to “FULL” mark

on sight gauge. Once unit has run for a while recheck
level and add as necessary.
NOTE: Refer to Operator’s Manual for proper hydraulic

oil specifications and fill capacities.
8. Reconnect the (-) negative battery cables.
9. At this time refer to “Testing and Adjustments” section

of this manual prior to installing rear grill.
38
bolt (1).
Figure 71
39
TESTS AND ADJUSTMENTS
Any time the All Wheel Drive pump is serviced or any portion of the All Wheel Drive system is worked on, the
system stands a chance of be contaminated. Besides contamination in the system, air is also allowed to be
introduced to the system. Refer to the “All Wheel Drive Circuit” portion of the “Troubleshooting and Adjustment”
shop manual section for proper methods on filtering the system, and final adjustments such as setting relief valves,
mechanical centering, hydraulic centering, etc.
If the pump has been serviced, the system should be hydraulically tested and adjusted.
40
E-03.90K
RI
CIRCLE REVERSE MOTOR
(DANFOSS)

CAUTION


INJURY.
CONTENTS PAGE
LOCATION ON MACHINE ........... . . . . . . . . . . . . . 1

DESCRIPTION ................... . . . . . . . . ............. . . . . . 2
SERVICING ..................... . . . . . . . . ............. . . . . . 6
REMOVAL ................... . . . . . . . . ............. . . . . . 6
DISASSEMBLY ................ . . . . . . . . ............. . . . . . 6
CLEANING AND INSPECTION .... . . . . . . . . ............. . . . . . 12
REASSEMBLY ................ . . . . . . . . ............. . . . . . 14
INSTALLATION ................ . . . . . . . . ............. . . . . . 21
0695
METRIC CONVERSIONS
LOCATION ON MACHINE
The circle reverse motor is mounted to the circle reverse gear case located on the drawbar and moldboard
assembly on the machine.
1 Rl
DESCRIPTION
6085.0:
Ygure 1 EXPLODED VIEW OF CIRCLE REVERSE GEAR CASE MOTOR INSTALLATION
Rl 2
LEGEND FOR CIRCLE REVERSE GEAR CASE MOTOR
orientation to each other while servicing the circle reverse gear case motor. Some components mentioned during
1 HYDRAULIC MOTOR 7 MOUNTING PLATE

2 BOLT 8 GASKET
3 FLAT WASHER 9 COUPLING
4 GASKET 10 CIRCLE REVERSE GEAR CASE ASSEMBLY
5 BOLT
6 WASHER
Rl
5641
:igure 2 EXPLODED VIEW OF CIRCLE REVERSE MOTOR
Rl 4
LEGEND FOR CIRCLE REVERSE MOTOR
orientation to each other while servicing the circle reverse motor. Some components mentioned during service
1. BOLT 10. HOUSING & SHAFT

2. RING, DUST SEAL 11. SHAFT, CARDAN
3. SEAL, SHAFT 12. PLATE, DISTRIBUTOR
4. O-RING 13. GEAR SET
5. O-RING 14. COVER, END
6. WASHER 15. BOLT
7. FLANGE, SPIGOT 16. PLATE, NAME
8. RACE, BEARING 17. SCREW, DRIVE
9. BEARING, AXIAL NEEDLE
Rl
SERVICING
installation of the circle reverse motor.
REMOVAL
1. Park grader on a level surface. Position moldboard crossways under grader resting solidly on ground. Shutdown
engine. Disconnect (-) negative battery cables from batteries to prevent accidental starting of unit.
2. Tag and disconnect three hoses (1, Figure 3) leading to

circle reverse motor (2). Plug and cap hoses and motor
ports to prevent contamination from entering hydraulic
system and motor.
3. Remove two bolts and flat washers (3, Figure 3), circle
reverse motor (2) and gasket (not shown) from
mounting plate (4).
NOTE: A coupling is located between the output shaft

of the motor and circle reverse gear case worm
gear.
Figure 3
DISASSEMBLY
1. Remove the key and plastic plugs. Place the motor in the holding
tool and unscrew the drain plug (1, Figure 4).
Figure 4
Rl 6
2. Unscrew the bolts (1, Figure 5) that secure end cover (2) in position
(socket spanner, 13 mm).
Figure 5
3. Remove the end cover (1, Figure 6) sideways.
Figure 6
4. Lift out the gearwheel (1, Figure 7) set and remove the two O-rings
(2).
Figure 7
7 Rl
5. Remove the spacer (1, Figure 8) (OMR 200, 250 and 315 only)
Figure 8
6. Take off the distributor plate (1, Figure 9) and remove the o-ring
from the groove in the housing (2).
Figure 9
7. Remove the thrust bearing (OMR series 3 only). Lift the cardan
shaft (1, Figure 10) from the housing (2).
Figure 10
Rl 8
8. Draw the output shaft (1, Figure 11) from the housing (2).
Figure 11
9. Remove the dust seal (1, Figure 12) from the spigot flal w (2)
(screw driver, 4 mm).
Figure 12
10. Remove the bolts (1, Figure 13) in the spigot flange (2) (9 ’nm
screw driver or 6 or 4 mm hexagon socket spanner).
Figure 13
Rl
11. Remove the spigot flange (1, Figure 14).
Figure 14
12. Remove the O-ring (1, Figure 15) and bearil rat :e (2) from the
spigot flange (3) (screw driver, 2 mm).
Figure 15
13. Hammer out the shaft seal (1, Figure 16).
Figure 16
Rl 10
14. Remove the needle bearing (1, Figure 17).
Figure 17
15. Draw out the check valves (1, Figure 18). A ground down
(shortened) 3,5 mm tap can be used.
Figure 18
16. The hydraulic motor (Figure 19) is now dismantled.
Figure 19
11 Rl
A. Clean all metal parts thoroughly using a suitable cleaning fluid. It is recommended that parts be immersed in

B. For bearings that can be removed, soak them in a suitable cleaning fluid for a minute or two, then remove
C. Carefully inspect all bearing rollers, cages and cups for wear, chipping or nicks to determine condition. Do not
installation.
D. It is more economical to replace oil seals, O-rings, sealing rings, gaskets and snap rings when unit is
Rl 12
E. If available, use magna-flux or similar process for checking for cracks that are not visible to the eye. Examine
F. Inspect bores and bearing surfaces of cast parts and machined surfaces for scratches, wear, grooves and dirt.
13 Rl
REASSEMBLY
1. Grease the check valves (1, Figure 20) (fitted with new O-rings) with
Vaseline and fit them in their respective bores (light hammer blows).
Figure 20
2. Fit the needle bearing (1, Figure 21) in the housing (2).
3. Place the shaft seal (1, Figure 22) in the spigot flange (2). Press the
shaft seal into place (save X-ring).
Figure 22
Rl 14
4. Fit the dust seal (1, Figure 23) in the spigot flange (2). Strike it into
position using hammer and a suitable mandrel.
Figure 23
5. Fit the O-ring (1, Figure 24) (greased with Vaseline) and bearing
race (2) in the spigot flange (3).
Figure 24
6. Place the spigot flange (1, Figure 25) in position and turn it until the
holes line up.
Figure 25
15 Rl
OMR series 3
7. Place spring washers on the bolts (1, Figure 26). Place the bolts in
the spigot flange (2) and tighten them up. Tightening torque: 45 - 70
Ibf in (0.5 - 0.8 kgam).
Figure 26
OMR and OMRA series 4 with oval mounting flange
8. Place spring washer on the bolts (1, Figure 27) (OMR only). Place
the bolts in the spigot flange (2) and tighten them up. Tightening
torque: 45 - 70 Ibf in (0.5 - 0.8 kg*m). Omit spring washer if bolt
head is protruding from spigot flange when bolt has been tightened.
Figure 27
OMR and OMRA series 4 with square mounting flange
9. Place the bolts (1, Figure 28) in the spigot flange (2) and tighten
them up. Tightening torque:
- separate mounting flange: 360 - 415 Ibf in (4.1 - 4.8 kg*m).
- integrated mounting flange: 45 - 90 Ibf in (0.5 - 1.0 kg*m).
Figure 28
Rl 16
10. Turn the motor and guide the output shaft (1, Figure 29) into the
housing (2).
Figure 29
11. Fit the key (1, Figure 30) into the output shaft (2) keyway.
Figure 30
12. Place the O-ring (1, Figure 31) (greased with Vaseline in the groove
in the housing (2).
Figure 31
17 Rl
13. Fit the thrust bearing (1, Figure 32) so that the dowel in the thrust
bearing faces up (OMR series 3 only).
Figure 32
14. Place the distributor plate (1, Figure 33) and adjust it so that the
holes line up.
NOTE: OMR Series 3. Fit the distributor plate so that the holes
align and so that the dowel in the thrust bearing engages.
Figure 33
15. Guide the cardan shaft (1, Figure 34) into the housing (2).
Figure 34
Rl 18
16. Grease the O-rings (1, Figure 35) for the gearwheel set (2) with
Vaseline and fit them in the gear rim. Place the gearwheel set on
the cardan shaft so that the top of an outer tooth in the rotor is
vertically above the shaft keyway (cylindrical shaft) or the top of a
shaft spline (splined shaft). Turn the gearwheel set counter-
clockwise until the cardan shaft and rotor engage (150”). Turn the
gear rim so that the holes for assembly bolts line up with the holes
in housing and distributor plate.
Figure 35
1679C
‘igure 36
19 Rl
17. Place spacer (1, Figure 37) on the cardan shaft (OMR 200,250 and
315 only).
18. Place the end cover (1, Figure 38) on the gearwheel set (2) and
adjust it so that the holes align. Screw in the assembly bolts (3).
Tighten the bolts with a torque of 265 - 310 Ibf in (3.0 - 3.6 kg*m),
(socket spanner, 13 mm).
Figure 38
19. Insert the plastic plugs (1, Figure 39) in the ports. Secure the key
with tape. Screw in the side port plugs using 10 mm hexagon socket
spanner (end port version only). Tightening torque: 530 f45 Ibf in
(6.1 f0.5 kg*m).
Figure 39
Rl 20
INSTALLATION
1. Secure new motor gasket (not shown) and circle

reverse motor (2, Figure 40) to mounting plate (4) with
two flat washers and bolts (3). Tighten bolts to 110 Ibf
ft (15.2 kgam).
NOTE: Apply Loctite #518 to bolts threads to prevent

oil leaks.
NOTE: A coupling is located between the output shaft

of the motor and circle reverse gear case worm
gear.
2. Unplug and uncap hoses (1, Figure 40) and ports.

Connect three hoses leading to circle reverse motor (2)
Figure 40
3. Connect (-) negative battery cables to batteries.
21 Rl
E-03.95K
CIRCLE REVERSE MOTOR

P/N 1435 598 H91
(CHAR-LYNN)

CAUTION

WORKING ORDER.

INJURY.
KOMATSU DRESSER COMPANY GALION DIVISION GALION, OH 44833
1295
METRIC CONVERSIONS
TABLE OF CONTENTS
CONTENTS PAGE
SPECIALTOOLS ....................................................... 2
INTRODUCTION ....................................................... 6
SERVICING ........................................................... 7
REMOVAL ......................................................... 7
DISASSEMBLY ..................................................... 7
CLEANING AND INSPECTION ....................................... 10
REASSEMBLY .................................................... 12
INSTAL~TION .................................................... 15
TESTS AND ADJUSTMENTS ............................................ 16
1
SPECIAL TOOLS
The following is a comprehensive listing of service/special tools use to perform the overhaul of this component.
The manufacturing detail draws are provided if the tools can not be ready obtained through the supplier.
The tools are available through the Eaton Corporation order entry department
Eaton Corporation
Hydraulics Division
15151 Hwy.5
Eden Prairie MIN 55344
Telephone (612) 937-9800
Fax (612) 937-7130
Eaton Ltd.
Hydraulics Division
Glenrothes, File
Scotland, KY7 4NW
Telephone 44/592-771-771
Fax 441592-773-l 84
Order;
Shaft seal installation tool P/N 600523
Shaft sleeve or bullet

P/N 600304 for 1.OOOIn. (25.4 mm) diameter shaft. ***
P/N 600466 for 0.875 In. (22.23 mm) diameter shaft.
*** NOTE: The motor uses the 7.000 In. (25.4 mm) shaft.
Figure 1
DASH ’ @“8” “C” “0” “E” SHAFT ” Sym. llwirion BY oat*
G REVISED 6 REDRAW ON CA0 MEW 1Izo/95
-I I.005 1.62 2.52 I .77 ALL EXCEPT AS
AWED OET 15 TR 046051
NOTED BELOW
-2 .66’S I.66 2.60 I .900 -16
-3 . 880 I .66 2.60 I .90 -17
-4 . 990 I .a0 2.70 1.95 1 -24
-5 I .ooa 2.93 3.88 3.08 -47 0 .005-.OlO R.
- @ I .062_:mt
101 .002(A]
ETCH TL. *
P
L BLEND R.
OR ILL PT. AiiLOWABLE

ul
.50 /I I . I3 (.005) H. MAX. CORNER BREAK
NOTE:
BREAK ALL EDGES .2/.8 (.0\/.03) UNLESS
OTIIERWISE SPECIFIED-
INTRODUCTION
The circle reverse motor is mounted to the circle reverse gear case located on the drawbar and moldboard
assembly on the machine.
I-lgure 4 tA~LUlJtlJ VltW Ul- L;IKC;Lt KtVtKSt MU I UK
LEGEND FOR CIRCLE REVERSE MOTOR
The exploded view shown on this page and legend shown here are to help identify parts and their orientation to
each other while servicing the circle reverse motor. Some components mentioned during service procedure may
only be shown in this illustration.
1. BOLT
2. EXCLUSION SEAL
3. MOUNTING FLANGE
4. BACKUP RING
5. PRESSURE SEAL
6. SEAL
7. BEARING RACE
8. NEEDLE THRUST BEARING
9. KEY
10. OUTPUT SHAFT
6
SERVICING
Thefollowing is only one method of obtaining a removal, disassembly, cleaning and inspection, reassembly, and
installation of the circle reverse motor.
REMOVAL
1. Remove two bolts and washers (1, Figure 5) that attach

circle reverse motor (2) to gear case mounting plate (3).
2. Remove motor (2, Figure 5) and O-ring from gear case

mounting plate (3).
3. Tag and disconnect hoses (4 and 5, Figure 5) from

elbows (6). Plug hoses to prevent contamination from
entering hydraulic system.
4. Remove elbows (6 and 7, Figure 5) from motor (2), if

necessary.
Figure 5
DISASSEMBLY
1. Clamp motor in a vise so shaft is vertical and end cap is on top. Clamp on mounting flange, use just enough
clamping force to hold motor securely. Protect mounting flange with soft vise jaws.
2. Remove seven bolts (1, Figure 6) that

secure end cap (2), geroler (3) and
spacer plate (4) to housing (5).
3. Separate end cap (2, Figure 6), geroler

(3) and spacer plate (4) from housing
(5). Remove O-rings (6 thru 8).
NOTE: Do not disassemble geroler (3,

Figure 6).
4. Remove drive (9, Figure 6) from geroler

(3) and housing (5).
17296
Figure 6
7
5. Unclamp motor and remove output

shaft (1, Figure 7), thrust needle
bearing (2), and thrust bearing race (3)
from housing (4).
NOTE: Keep needle bearing and race

together to maintain proper
orientation.
6. Clamp housing (4, Figure 7) in a vise so

mounting flange is on top. Clamp
across port area. Do Not clamp on
motor housing. Use just enough
clamping force to hold motor securely.
:igure 7
7. Remove four bolts (1, Figure 8) that

hold mounting flange (2) to motor
housing (3).
A
WARNING! Loctite was
used on these screws
during assembly. Do Not
exceed 500 Ibf in
(5.8 kg-m) of removal
torque.
If Loctite is holding bolts too tightly, heat

motor housing, with a propane torch
(“A,” Figure 8) while turning bolt. Apply
heat to where bolt threads into motor
housing. Apply just enough heat to
remove bolt, do not overheat motor
housing or mounting flange.
8. Remove mounting flange (2, Figure 8)

and O-ring (4) from motor housing (3).
Exclusion seal (5), pressure seal (6),
and back-up ring (7) will come off with
mounting flange.
17298
Figure 8
8
9. Carefully remove exclusion seal (1,

Figure S), pressure seal (2), and 2 3
backup ring (3) from mounting flange I I
(4). A seal removal tool may be
fabricated by bending and rounding the
end of a small blade screwdriver (“B”).
A
WARNING! Do not
damage mounting flange
where shaft passes
through it.
Figure 9
9
A WARNING! Care should be exercised to avoid inhalation of vapors, exposure to skin and
installation.
4. it is more economical to replace oil seals, O-rings, sealing rings, gaskets and snap rings when unit is
10
5. If available, use magna-flux or similar process for checking for cracks that are not visible. Examine teeth on
all gears carefully for wear, pitting, chipping, nicks, cracks or scores. Replace all gears showing cracks or spots .
where case hardening has worn through. Small nicks may be removed with suitable hone. Inspect shafts and
quills to make certain they have not been sprung, bent, or splines twisted, and that shafts are true.
11
REASSEMBLY
During reassembly lubricate new seals with a petroleum jelly like Vaseline. Also lubricate machined surfaces and
bearings with clean hydraulic fluid.
1. Remove all the old Loctite from the mounting flange bolts and their threaded holes. The threads must be clean
and dry for the new Loctite to hold properly.
2. Lubricate and install output shaft (1,

Figure lo), needle thrust bearing (2),
and bearing race (3) into housing (4).
A
WARNING! Do not permit
oil to get into the four
threaded holes.
17302
Figure 10
12
3. Lubricate exclusion seal (1, Figure 11)
and press it into its seat in mounting
flange (2). Figure 11 shows the correct
seal orientation.
4. Lubricate and install back-up ring (3,

Figure 11) and pressure seal (4). Use
the two piece seal installation tool to
press the pressure seal into place.
4
NOTE: Be sure exclusion seal and
pressure seal are undamaged
and properly seated.
NOTE: For manufacturing details of

two piece seal tool see Figure
1.
Figure 11
5. Apply 3 or 4 drops of Loctite 277 to

threads of four holes in motor housing
(1, Figure 12) where mounting flange
(2) will be attached. Apply Loctite so
that it coats threads. Remove all excess
Loctite.
6. Install a protective sleeve or bullet (not

shown) over output shaft (3, Figure 12).
Lubricate inner edges of exclusion and
pressure seals. Lubricate and install
O-ring (4) on mounting flange (2). Then
slide mounting flange down over shaft.
NOTE: For manufacturing details of

I
Figure 12
bullet see Figure 2
7. Remove protective sleeve and install four bolts (5, Figure 12). Tighten bolts, in a crisscross pattern, to 250 Ibf
in (2.9 kgem). Be sure output shaft does not fall out of housing.
NOTE: The Loctite must cure completely before the motor is put into service. Loctite curing time is 6 hours.
Use of Loctite Primer reduces curing time to 15 minutes. Follow instructions on Loctite package.
13
8. Clamp motor housing (5, Figure 13) in

a vise so output shaft is vertical and
down. Clamp on mounting flange.
9. Pour clean hydraulic fluid into motor

housing (5, Figure 13) to provide start
up lubrication.
10. Lubricate and install seal (8, Figure 13)

in groove of motor housing (5).
11. Install drive (9, Figure 13) into shaft.
NOTE: If splined ends of drive are 1 17296

different lengths, install longer Figure 13
end into shaft.
12. Align shaft timing dot (1, Figure 14) with

any bolt hole (2, Figure 14). Bolt hole
will be used for timing reference. Mark 3 6
outside of housing for timing reference
by bolt hole.
13. Install spacer plate (4, Figure 13 and

Figure 14), and note position of
threaded hole in housing aligned with
timing dot on shaft.
NOTE: Be sure slots in spacer plate

provide passage for hydraulic
fluid as well as bolts. If spacer
plate is flipped motor will not
operate.
14. Lubricate and install O-ring seal (7,

Figure 13) in groove of geroler (3).
15. Install geroler (3, Figure 13 and Figure

14) on drive (9, Figure 13) and spacer
plate (4, Figure 13 and Figure 14).
NOTE: Align any star point (5, Figure

14) with threaded hole noted
for location of timing dot (1,
Figure 74). If a valley (6, Figure
14) is used, motor will function
in reverse.
16. Rotate geroler (3, Figure 13 and Figure igure 14 “s” 6 STANDARD TIMING - “R”IS REVERSE TIMING
14) to align bolt holes.
17. Lubricate and install O-ring (6, Figure 13) in groove of end cap (2).
18. Fill geroler with clean hydraulic oil.
14
19. Install end cap (2, Figure 13) and seven bolts (1). Tighten bolts, in a criss-cross pattern, to 300 Ibf in (3.5 kgmm).
NOTE: Tighten bolts in several increments while turning output shaft. This will ensure that all internal
components are properly aligned.
INSTALLATION
1. Install O-ring (not shown) on circle reverse motor (2,

Figure 15) mounting flange.
2. Attach circle reverse motor (2, Figure 15) to gear case

mounting plate (3), with two washers and bolts (1).
3. Install elbows (6 and 7, Figure 15) in circle reverse motor

(2), if removed.
4. Unplug hoses (4 and 5, Figure 15) and connect to

elbows (6) as tagged during removal.
Figure 15
15
Once the motor is installed it should be operated to ensure that it drives the circle in the proper direction.
NOTE: If the motor rotates in the wrong direction this means that the timing was not properly assembled. The input
hoses could be reversed to correct the rotation problem. If the hoses are reversed it should be noted in
the machine file for future reference.
16
SHOP MANUAL E-04.60K
STEERING & BRAKE PUMP
(EATON MODEL 70422 RDU)
GD530A-1 200417 & Up

GD530AW-1 200417 & Up
GD650A-1 200417 & Up
GD650AW-1 200417 & Up
GD670A-1 200417 & Up
GD670AW-1 200417 & Up
CAUTION


INJURY.
0194
METRIC CONVERSIONS
TABLE OF CONTENTS
CONTENTS PAGE
LOCATION ON MACHINE .... ........... ......................... 2

DESCRIPTION ............ ........... ......................... 2
SPECIFICATIONS ......... ........... ......................... 5
SERVICE DIAGNOSIS ...... ........... ......................... 6
SERVICE/SPECIAL TOOLS . . ........... ......................... 8
PRESSURES ............. ........... ......................... 8
SPECIAL TORQUES ........ ........... ......................... 8
TESTS AND ADJUSTMENTS . ........... ......................... 8
START-UP PROCEDURE . ........... ......................... 8
SERVICING .............. ........... ......................... 10
REMOVAL ........................ ......................... 10
DISASSEMBLY ..................... ......................... 12
CLEANING AND INSPECTION ......... ......................... 15
REASSEMBLY ..................... ......................... 18
INSTALLATION ..................... ......................... 20
1
LOCATION ON MACHINE
The steering and brake pump is located on L.H. side of the engine and is mounted to the front gear housing.
DESCRIPTION
5688
igure 1 EXPLODED VIEW OF STEERING & BRAKE PUMP MOUNTING
2
LEGEND FOR STEERING & BRAKE PUMP MOUNTING
orientation to each other while servicing the steering & brake pump mounting. Some components mentioned during
1. NUT, HEX 5. SPACER

GEAR & HUB ASSEMBLY 6. WASHER, FLAT
2. .GEAR 7. BOLT
3. .HUB 8. PUMP, STEERING & BRAKE HYDRAULIC (SEE
4. GASKET, ACCESSORY DRIVE Figure 2)
5684
wre 2 EXPLODED VIEW OF STEERING & BRAKE
4
LEGEND FOR STEERING & BRAKE PUMP
orientation to each other while servicing the steering & brake pump. Some components mentioned during service
KIT, SEAL REPAIR 23. BUTTON, PIVOT

1. .RING, RETAINING 24. PIN, ROLL
2. SEAL, SHAFT 25. PLATE, CAM
3. .RING, RETAINING 26. KIT, ROTATING
4. .O-RING 27. PISTON, CONTROL
5. .RING, RETAINING 28. PIN, ROLL
6. .GASKET 29. PLATE ASSEMBLY, BACK
7. .GASKET, COMPENSATOR 30. BOLT
8. .O-RING 31. BOLT, ALLEN HEAD
9. .O-RING 32. PLUG
10. .O-RING COMPENSATOR ASSEMBLY, PRESSURE
11. .O-RING 33 .PLUG
12. WASHER 34 .O-RING
13. WASHER, THRUST 35 SPOOL, PRESSURE COMPENSATOR
14. BEARING, THRUST 36 CAP, SPRING PIVOT
15. KEY 37 . SPRING, PRESSURE COMPENSATOR
16. SHAFT, DRIVE 38. .O-RING
17 HOUSING ASSEMBLY 39. FOLLOWER, PRESSURE SPRING
18 BEARING, NEEDLE 40. O-RING
19 RACE, INNER 41. CAP, PRESSURE ADJUSTMENT
20 COVER, TRUNNION 42. HOUSING, COMPENSATOR
21 SPRING, CAM PLATE CONTROL
22 COLLAR, SPRING
SPECIFICATIONS
Model . . . . . . . . . . . . . . . . . . . . . . . . . ......................................... 70422 RDU

Pump Displacement . . . . . . . . . . . . . . . ............................................ 2.32 CIR
Application Speed;
Rated Engine ........................................................... 2575 RPM
High Idle Engine ........................................................ 2835 RPM
Pressure Compensator Setting ................................ 1650 f25 PSI (116.0 fl.8 kg/cm*)
Rotation ........................................................ Clockwise (Right Hand)
Empty Weight ......................................................... 27 Lbs. (12.2 kg)
SERVICE DIAGNOSIS
Noisy pump caused by cavitation. Oil too heavy. Change to proper viscosity.
Suction strainer or filter plugged. Clean or replace.
Suction line plugged, too small, or Clean line and check for proper
too long. size and length.
Noisy pump caused by aeration. Oil supply low. Fill reservoir.
Air leaking into suction line. Tighten fittings.
Foaming oil. Drain reservoir and fill with non-

foaming type oil.
Hydraulic system overheating. Oil supply low. Fill reservoir.
Oil in system too light. Drain reservoir and refill with

proper viscosity oil.
Excessive internal leakage. Disconnect case, drain line,

measure leakage volume while
pressurizing hydraulic system.
Case drain flow should not
exceed 3 G.P.M. if excessive,
remove pump, disassemble and
repair.
Aeration of oil. Tighten fittings.
6
System not developing adequate Excessive internal leakage. Disconnect case, drain line,
pressure. measure leakage volume while
repair.
Either compensator spool stuck Disassemble compensator,

open. inspect for stuck spool, clean or
replace compensator assembly.
Either compensator spring weak Disassemble compensator,

or broken. inspect for weak or broken spring.
Replace spring if necessary.
Loss of flow compensator signal. Check signal line connections,

check for line obstruction, line
damage and line size and length.
System not developing adequate Excessive internal leakage. Disconnect case, drain line,
flow. measure leakage volume while
repair.


Pump cavitation. Change to proper viscosity.
Clean or replace.
Clean line and check for proper

size and length.
Los of flow compensation signal. Check signal line connections,

check for line obstruction, line
damage and line size and length.
7
SERVICE/SPECIAL TOOLS
The following is a comprehensive listing of service/special tools use to perform the overhaul of this component. For
manufacturing details see Section 2, “Special Tools.”
(2) each 3/8” I.D. x l-1/8 O.D. flat washer

(1) each 3/8” x 3-l/4” N.C. bolt, and
(1) each 3/8” N.C. nut.
PRESSURES
The following is a comprehensive listing of pressures required during “Service Diagnosis” and “Tests and
Adjustments” sections of this component.
Pressure Compensator Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1650 f25 PSI (116.0 fl.8 kg/cm”)
SPECIAL TORQUES
The following is a comprehensive listing of special torques used during overhaul of this component.
Gear Hub to Pump Shaft Nut ................................ . 137 - 167 Ibf ft (18.9 - 23.1 kgam)
Compensator Assembly Mounting Bolts ......................... . . . . . 10 - 12 Ibf ft (1.4 - 1.7 kgam)
Pressure Adjustment Cap ................................... . . . . . 35 - 40 Ibf ft (4.8 - 5.5 kgam)
Compensator Plug ........................................ . . . . . . . 6 - 8 Ibf ft (0.8 - 1 .l kgam)
Backplate to Housing ...................................... . . . . . 27 - 31 Ibf ft (3.7 - 4.3 kgam)
START-UP PROCEDURE
When initially starting a rebuilt load sensing system, it is extremely important that the start-up procedure be
followed. It prevents the chance of damaging the pump which might occur if the system was not properly purged
with oil before start-up.
1. After the pump has been properly installed onto the machine and all hydraulic connections have been made,
check all fittings to make sure that they are tight.
2. Fill the pump housing at least l/2 full with system oil that has been filtered through a 10 micron filter.
3. Fill the reservoir with an approved oil that has been filtered through a 10 micron filter.
4. Note on gasoline or L.P. engines: remove the coil wire and turn the engine over for 15 seconds. Diesel engines:
shutoff the fuel flow to the injectors and turn the engine over for 15 seconds. This procedure enables the pump
to pick-up the oil before start-up. At this time disconnect the sensor line from the pump compensator and pull
one of the valve spools while the engine is being turned over. This allows oil to flow through the sensor line,
thus, removing any air in the sensor line. Reconnect the sensor line after a steady flow of oil is coming from
the line.
5. Replace the coil wire or return the fuel flow to the injectors and start the engine. Run at low idle speed for one
minute. The pump should immediately pick-up oil and go into low pressure standby. If there is no indication of
fill in 30 seconds, stop engine and determine the cause.
8
6. After the pump has stabilized in low pressure standby, operate the control valve and steering, if the system is
equipped with one, to purge the system of air and to fill the cylinders with oil. Continue operating the system
slowly with no load until it responds fully.
7. Check fluid level at the reservoir and refill if necessary to the proper level at the reservoir and refill if necessary
to the proper level with an approved filtered oil.
8. Check all line connections for leaks tighten if necessary.
9. The machine is now ready to be put into operation.
10 Short hour filter changes are recommended for the first two changes after placing the machine back into
operation. The first filter would be changed in 3-5 hours and the second at approximately 50 hours. Routine
scheduled filter changes are recommended for maximum life of hydraulic system.
SERVICING
installation of the steering and brake pump.
REMOVAL
1. Tag and disconnect hoses (1 thru 3, Figure 3) from

fittings.
NOTE: Remove fittings and plug pork and hoses to

prevent contamination from entering pump and
hydraulic system.
2. Remove two bolts and flat washers (4, Figure 3), pump
(5), spacer and gasket from engine.
3. Remove hex nut, gear and hub from pump shaft (See
Figure 1).
Figure 3
10
11
DISASSEMBLY
5684
Ggure 4 EXPLODED VIEW OF STEERING & BRAKE PUMP
NOTE: Removal of adjusting screw covers from cap may void warranty on this assembly.
1. Clamp end of drive shaft in a protected jaw vise with body of pump up and remove four allen head screws (31,
Figure 4) holding compensator (42).
2. Remove compensator assembly (42, Figure 4), O-ring (8), and gasket (7).
3. Remove four bolts (30, Figure 4) from backplate of pump.
12
4. Place a screw drive in slots provided between housing and loosen backplate. Remove backplate (29, Figure 4)
and gasket (6) from housing.
5. Remove control piston (27, Figure 4) remaining on backplate or in housing. Also remove plugs (32) from
backplate (29).
6. To remove rotating assembly (26, Figure 4) from housing, remove pump from vise and slide rotating assembly
off shaft.
7.
A WARNING! Pistons
Remove pistons (1, Figure 5)

may not come out with piston block.
spider (2), and spider

pivot (3) from piston block (4).
8. The piston block assembly (4, Figure 5) need not be

disassembled unless internal pins (6) or spring (8) are
damaged.
A
WARNING! Use following procedure if
spring must be removed from piston
block. Spring (8) is highly compressed
and snap ring (9) should not be
removed without compressing spring
(8).
Place one flat washer over on 3/8” x 3-l/4” Lg. bolt and GlOAVOl’
place this through center of piston block (4). Place other ‘igure 5
washer on bolt and let it rest on the three pins. Screw
nut on and compress spring inside piston block. Use a
pair of snap rings pliers to remove internal snap ring (9). Remove bolt and two washers (7) three pins (6), and
internal pin keeper (5).
9. To free shaft seal and shaft, remove retaining ring (1, Figure 4).
10. Remove shaft (16, Figure 4) from housing (17) by tapping backplate end of shaft with a wooden or plastic
mallet.
11. Remove shaft seal (2, Figure 4), washer (12), two retaining rings (3), two thrust washers (13), and bearing (14)
from shaft.
12. To remove camplate (25, Figure 4) from housing, remove two internal retaining rings (5) from sides of housing.
Remove two covers (20), two O-rings (4), two inner races (19), and bearings (18). The camplate can now be
moved over to one side and removed. The two camplate pivot bearings are a loose slip fit in housing. Do not
be concerned if they are not tight.
13. Remove spring collar (22, Figure 4) and spring (21). Do not remove button (23) and roll pin (24) unless they
are worn or loose.
13
14. The pressure-flow compensator assembly (42, Figure 4) may be disassembled for cleaning and inspection.
NOTE: Removal of adjusting screw covers from cap may void warranty on this assembly.
15. Remove pressure adjustment cap (41, Figure 4) from compensator housing (42). Pressure spring follower (39)
will remain in cap (41), pull follower from cap.
16. Remove spring (37, Figure 4) and spring pivot (36) from compensator housing.
17. Remove plug (33, Figure 4), and pressure compensator spool (35) from compensator housing (42).
18. The shaft seal, all O-rings, and all gaskets should be removed and replaced with new items upon reassembly.
14
that yuu are servicing.

installation.
15
7. Inspect flat surface of backplate (29, Figure 4), the finish on piston block side should be smooth and free of
grooves. The piston guide should be tight in backplate. Needle bearing in backplate should be free of excessive
play and remain in bearing cage. If backplate has any wear characteristics outlined above, replace complete
backplate assembly.
8. Inspect piston block (4, Figure 5). Surface that contacts backplate should be smooth and free of grooves.
9. Pistons (1, Figure 5) should move freely in piston block bores. If they stick in bores, examine bore for scoring
or contamination.
10. Examine O.D. of piston (1, Figure 5) for finish condition. They should not show wear or deep scratches. Shoes
should be a snug fit on ball end of piston. Flat surface of shoes should be flat, and smooth. Do not lap piston
shoes.
11. Examine spider (2, Figure 5). It should be flat, no cracks, and no signs of wear in pivot area.
12. Examine pivot (3, Figure 5). It should be smooth and show no signs of wear.
13. Inspect camplate (25, Figure 4) for condition of finish of polished shoe surface. It should show no signs of
scoring.
14. Inspect shaft (16, Figure 4) for wear in bearing and spline areas.
15. Inspect thrust bearing (14, Figure 4) and thrust washers (13) for wear.
16. Inspect needle bearing in housing assembly (17, Figure 4). If needles are free of excessive play and remain
in bearing cage, there is no need to replace housing.
17. Inspect compensator spring (37, Figure 4) for breakage or weakness.
18. Inspect spool (35, Figure 4) for scoring.
19. It is not necessary to inspect O-rings, retaining rings, gaskets, or shaft seal as they should be replaced as new
items and are included in the seal repair kit available for this assembly.
16
17
REASSEMBLY
5684
igure 6 EXPLODED VIEW OF STEERING & BRAKE PUMP
1. Clean all parts in suitable solvent, lubricate all critical moving parts before reassembly.
2. Install camplate control spring (21, Figure 6) and spring collar (22) in housing (17).
3. Insert camplate (25, Figure 6) into housing (17). Insert needle bearings (18) and bearing inner race (19) over
the camplate arms and slide into housing (17). Numbered end of bearing should face outward and the
chamfered I.D. of the race should face inward.
18
4. Install new O-ring (4, Figure 6) around O.D. of camplate pivot bearing (18). Install trunnion covers (20) and
secure with retaining rings (5).
5. Install retaining ring (3, Figure 6) on shaft (16). Install thrust washer (13), thrust bearing (14), and second thrust
washer (13). Secure with second retaining ring (3).
6. Install shaft (16, Figure 6) in housing (17) and install washer (12) shaft seal (2) and retain with retaining ring
(1). Make sure retaining ring is seated in groove.
7. If piston block assembly was disassembled, compress

pin keeper (5, Figure 7), and install it in spline area of
piston block. Install three pins (6) with head end to
inside of block and install them in special grooves of
piston block spline.
8. Install washer (7, Figure 7), spring (8), and second

washer (7) in piston block. Use two 3/8” I.D. washers
and 3/8” x 3-l/4” Lg. bolt to compress spring and retain
with retaining ring (9). Remove 3/8” x 3-l/4” Lg. bolt
and two washers.
9. Install pivot (3, Figure 7) spider (2), and piston

assemblies (1) in piston block. Install this assembly in
housing assembly, piston shoes must be in contact with I GlOAVOl
camplate. Be sure all the parts are in their proper Figure 7

position.
10. Clamp this assembly in a protected jaw vise with open end of housing (17, Figure 6) up.
11. Install new gasket (6, Figure 6).
12. Install control piston (27, Figure 6), and plugs (32) with new O-ring (9) onto backplate (29). Note roll pin (28)
locations.
13. Install backplate (29, Figure 6) and retain with bolts (30). Torque from 27 - 31 Ibf ft (3.7 - 4.3 kg*m).
14. Place new O-ring (9, Figure 6) on plug (33). Install plug assembly (33), pressure compensator spool (35), spring
pivot (36), spring (37), pressure spring follower (39) with new O-ring (lo), and pressure adjustment cap (41)
with new O-ring (11) into compensator housing (42). Torque plug (33) from 6 - 8 Ibf ft (0.8 - 1 .l kg*m) and
torque pressure adjustment cap (41) 35 - 40 Ibf ft (4.8 - 5.5 kg*m).
15. Install new gasket (7, Figure 6) and new O-ring (8), then install compensator assembly (42), and retain with
four allen head bolts (31) and torque from 10 - 12 Ibf ft (1.4 - 1.7 kgam).
16. Plug ports to preserve cleanliness until installation on vehicle. (Refer to “Start-Up Procedures.“)
19
INSTALLATION
1. Install hub, gear and hex nut on pump shaft (See

Figure 1). Tighten nut from 137 - 167 Ibf ft (18.9 -
23.1 kgam).
2. Secure gasket, spacer and pump (5, Figure 8) to engine

with two flat washers and bolts (4).
3. Install fittings and connect hoses (1 thru 3, Figure 8) to

them as tagged during removal.
4. Once pump is installed the “Stat-t-Up Procedure” must

be performed. Also, refer to “Hydraulic Troubleshooting
and Adjustment” section for proper setting of
compensator assembly.
Figure 6
20
E-l 3.30K
HYDRAULIC MOTOR (VICKERS)

(ALL WHEEL DRIVE)
GD530A-1 200417 & Up

GD530AW-1 200417 & Up
GD650A-1 200417 & Up
GD650AW-1 200417 & Up
GD670A-1 200417 & Up
GD670AW-1 200417 & Up
CAUTION


INJURY.
0194
METRIC CONVERSIONS
TABLE OF CONTENTS
CONTENTS PAGE
LOCATION ON MACHINE ................ ......................... 2

DESCRIPTION ........................ ......................... 2
OPERATION ......................... ......................... 3
SPECIFICATIONS ..................... ......................... 4
SERVICE DIAGNOSIS .................. ......................... 5
SERVICE/SPECIAL TOOLS .............. ......................... 7
SERVICING .......................... ......................... 9
REMOVAL ........................ ......................... 9
DISASSEMBLY ..................... ......................... 9
CLEANING AND INSPECTION ......... ......................... 12
REASSEMBLY ..................... ......................... 14
INSTALLATION ..................... ......................... 18
TESTS AND ADJUSTMENTS ............. ......................... 19
1
LOCATION ON MACHINE
gearbox assemblies located on the front axle of
An All Wheel Drive (AWD) motor is located on each of the AWD
the machine.
DESCRIPTION
____ --
16357
lure 1 EXPLODED VIEW OF AWD MOTOR
2
LEGEND FOR ALL WHEEL DRIVE MOTOR
orientation to each other while servicing the all wheel drive motor. Some components mentioned during service
procedure may only be shown in this illustration (Figure 1).
1. BOLT 13. PIN

2. BLOCK, VALVE 14. RETAINER, PIN
3. HOUSING 15. RING, RETAINING
4. GASKET 16. WASHER
5. BEARING & RACE 17. SPRING
6. PLATE, WAFER 18. WASHER, THRUST
7. PIN 19. PIN
8. KIT, BEARING SPACER 20. PLATE, SWASH
9. BLOCK, CYLINDER 21. SHAFT
10. KIT, PISTON SHOE 22. BEARING & RACE
11. PLATE, SHOE 23. RING, RETAINING
12. WASHER, SPHERICAL 24. SEAL, SHAFT
OPERATION
The following is a detailed explanation and theory of operation of the AWD motor.
The front wheel drive assist (AWD) motor, is driven by a variable displacement pump, at the rear of the machine,
providing front wheel drive assist to the rear wheel effort of the grader. It can be easily engaged/disengaged as the
operator chooses, by a switch on the instrument console. Refer to current Operator’s Manual for operational
instructions.
Refer to Figure 2, throughout this theory of operation.
Fluid under pressure is applied to the inlet of the piston motor causing rotation of the motor shaft. As fluid moves
into the inlet port, force is applied to all pistons located within the kidney inlet slot. Each of these pistons exert an
axial force against the swash plate through the piston shoes. The angle of the swash plate converts this axial force
into motion and the piston and shoe S/A’s slide against the swash plate in the direction of rotation.
The angular force developed by this sliding motion is transmitted into the cylinder block and subsequently to the
motor shaft through a connecting spline.
The pistons continue to move out of the cylinder block until they approach the outlet kidney slot. At this time
pressure drops, the motion of the pistons reverse and fluid is pushed out of the cylinder block into the outlet kidney
slot.
Since this is a bi-directional motor the function of the inlet and outlet ports and kidney slots reverse, depending
upon which port pressurized fluid is received through.
5. AS THE PISTON PASSES THE

INLET, IT BEGINS TO RETURN 4. THE PISTONS, SHOE PLATE,
INTO ITS BORE BECAUSE OF THE AND CYLINDER BLOCK ROTATE
SWASH PLATE ANGLE. EXHAUST TOGETHER. THE DRIVE SHAFT
FLUID IS PUSHED INTO THE IS SPLINED TO THE CYLINDER
OUTLET PORT. BLOCK.
I
L--L I I I SHAFT
OUTLET
INLET
1. OIL UNDER PRES-

SURE AT INLET.
/
INLET
KIDNEY
SLOT
I
2. EXERTS A FORCE ON
i L SHOE
SWASH
RETAINER
PLATE
PLATE
3. THE PISTON THRUST IS TRANd

MITTED TO THE ANGLED SWASH
PLATE CAUSING ROTATION.
PISTONS, FORCING THEM

OUT OF THE CYLINDER
BLOCK.
16364
‘igure 2 INLINE PISTON MOTOR OPERATION
SPECIFICATIONS
Supplier ....... ...... . . . . ................................................ Vickers

Model ......... ...... . . . . ........................................... MFE-I 9-2-30
MFE- ...... ...... . . . . .................................. Fixed displacement motor
19- ........ ...... . . . . ................... Rated at 19.6 GPM (74.2 timin) Q 1800 RPM
2- ......... . . . . . . .......................... Output shaft #2 - S.A.E. B-B Splined
30 ......... . . . . . . ............................................ Position No.
SERVICE DIAGNOSIS
Before removing or disassembling the motor, please review the troubleshooting chart shown here. Do this to ensure
that some other component is not at fault, e.g., low oil level in hydraulic oil tank, air in the system, a vacuum
condition or just plain cold weather conditions that require extra time to warm-up the hydraulic oil.
Also refer to “Hydraulic Troubleshooting” Shop Manual Section for complete testing of the AWD system.

I I
Excessive noise. Low oil in hydraulic oil tank. Fill tank to proper level with
recommend fluid. DO NOT overfill
or damage may result.
NOTE: Refer to Operator’s

Manual for fluid and
proper filling procedure.
Air in system. Open hydraulic oil tank and

operate system until purged.
“Bleed” hydraulic lines at highest

point downstream of pump and
while system is under pressure.
Vacuum condition. Check inlet pump (suction) lines

and fittings for air leaks.
Oil too thick. Be certain correct type of oil is

used for refilling or adding to the
system.
Cold weather. Run hydraulic system until units

are warm to the touch and noise
disappears.
Overheating. Internal leakage. If established that excessive

internal leakage exists, return
grader to shop for evaluation and
repair.
Heat exchanger not functioning. Locate trouble and repair or

replace.
Fluid level low. Add oil to operating level.

System not developing pressure. Relief replenishing valve open. Replace one or both. Do not
attempt to repair cartridges, they
are factory assembled and preset.
Loss of fluid internally, slippage or Return grader to shop for

cylinder block lift. (motor evaluation and repair.
overspeed.)
Loss of fluid. Ruptured hydraulic hoses. Check all external connections,

tubing and hoses. Tighten
Loose fittings. connections, replace ruptured
tube or hose.
Leaking gaskets or seals.
Miscellaneous. Disconnected or broken drive Locate and repair.

mechanisms
6
The following is a comprehensive listing of service/special tools use to perform the overhaul of this component.
---1-1----_
C-I
1’
I.232
USE FOR
Drive Shaft bearing removai

1 l/Ztr heavy wall tubing
Figure 3 SPECIAL SHAFT BEARING REMOVAL AND INSTALLATION TOOLS
thread l/2” -13 thru

0.1875 lj4” bolt hole
1 I I/ loose fit.
#;J:T_;___
j!.__
[
-_--_______ “A”
!I
‘Ll-__
‘73”
:
G
1 I T
1 I I I
I// ; I
: I
/ I / t
I - I
Use a 5” long l/2” -13 hex head screw wth this tool.
Figure 4 HOUSING BEARING RACE REMOVAL TOOL
7
NOMINAL
PIPE / “A” “B” “C”
Ggure 5 SPECIAL BEARING RACE INSTALLATION TOOL
I-6.50 I
I 1.500 -I .375 L- I 005 1.439
I 1 ! I - -l
---- ---_____--_---- i/f
____\
c-----__---------
Il.440
1
Heavy wall tubing
t
0.250
it- 62
d-b
2.500-
I Aluminum ring
I, . .
Press ring on end or cueing.
Lk-
Figure 6 SHAFT SEAL DRIVER TOOL
6
SERVICING
installation of the hydraulic motor.
REMOVAL
1. Match mark and remove hoses (1 and 2, Figure 7)

leading to motor (3).
2. Disconnect drain hose (4, Figure 7).
3. Plug and cap all hoses and connectors.
4. Using a suitable lifting device and sling, remove two

bolts and lock washers (5, Figure 7) and motor from
AWD gearbox assembly.
5. Remove O-ring (not shown) from motor.
NOTE: There is a spring disc located between the

motor and gearbox. Do not misplace it.
Figure 7
DISASSEMBLY
1. Match mark valve block (2, Figure 1) to housing (3). Remove four bolts (1) from valve block. Remove valve
block from housing and set aside for inspection. Discard gasket (4).
2. Remove (lift) tapered roller bearing (5, Figure 1) from shaft (21).
3. Lift and remove wafer plate (6, Figure 1).
NOTE: Plate may resist removal due to vacuum formed between plate and cylinder block. Bronze face of wafer
plate faces cylinder block.
4. Hold hand over open end of housing (3, Figure 1) and turn entire unit upside down. Catch rotating group as
an assembly.
NOTE: Rotating group contains items (9 thru 78, and 20 thru 22, Figure 1).
5. Lift and remove drive shaft (21, Figure 1) with tapered roller bearing (22) still assembled from rotating group.
6. Remove swash plate (20, Figure 1).
7. Lift and remove shoe plate (11, Figure 1) with nine piston and shoe assemblies (10) in place.
8. Remove spherical washer (12, Figure 1)
9. The three pins (13, Figure 1) and pin retainer (140 sometimes fall out when the shaft (21) and bearing (22)
assembly is removed (Step 5). If not, remove the pins and retainer now.
9
10. Place plain washer (1, Figure 8) under head of long bolt
(2), and insert threaded end through center of cylinder
block (3). Be sure bolt extends approximately 1.500 In.
(38.100 mm) beyond edges of cylinder block and has
enough threads to allow for approximately 1.000 In.
(25.400 mm) of spring (4) expansion when retaining ring
(15, Figure 1) is removed. Plain washer (5, Figure 8)
and nut (6) on threaded end of bolt and tighten nut until
spring is depressed enough to allow removal of
retaining ring (15, Figure 1). Slowly loosen nut (6,
Figure 8) to relief tension on spring. Remove nut from
bolt and remove washer (16, Figure 1) spring (17,
Figure 1) and thrust washer (18, Figure 1).
11. Remove retainer ring (23, Figure 1).
12. Using an arbor press, remove shaft seal (24, Figure 1)

out of housing (3). Use short piece of 1.500 In.
(38.100 mm) heavy wall tubing as a press tool.
13. Alignment pins (7 and 9, Figure 1) need not be

removed unless damaged.
Ggure 8
The following steps may not be necessary after an
inspection of components is made.
14. If it is found that the drive shaft bearing (5, Figure 1) is

defective, remove bearing race from valve block
(Figure 9).
Figure 9
10
15. Inspect the shaft for broken splines, burrs and wear in
the area of shaft seal(s). Replace shaft if wear exceeds
ARBOR
0.005 In. (0.127 mm) T.I.R. Inspect the front bearing for PRESS HERE
scuffing, peeling or spalling of the rollers and/or
roughness when turned in the race. DO NOT remove
the bearing from the shaft if the bearing is functional. If
the front shaft bearing or shaft is defective, perform the
following steps in the order indicated.
A. Pull shaft (21, Figure 1) and bearing from housing

(3).
B. Remove drive shaft bearing as follows:
1) Install a 9.000 In. (228.600 mm) piece of

1.500 In. (38.100 mm) heavy wall tubing over
drive shaft (21, Figure 1). The end of the tubing
will rest against the inner race of the tapered
roller bearing (22) and extend out beyond the
end of shaft. 1.5” HEAVY
WALL TUBE -
2) Place the shaft (21, Figure 1) and bearing (22)
with tubing into arbor press with drive splines 3” LONG
up (Figure 10).
3) Press the drive shaft (21, Figure 1) through the

bearing (22). A 0.001 In. (0.025 mm) press 16360
exists between the shaft and bearing so Ggure 10
considerable force is required to remove the
bearing from the shaft. DO NOT remove the
bearing race unless bearing was found to be defective.
C. Remove retaining ring (23, Figure 1) and use arbor press to press shaft seal (24) out of the housing. Use
a short piece of 1.500 In. (38.100 mm) heavy wall tubing as a tool. Also, use arbor press to remove bearing
race, if required.
11

installation.
12
Replace all parts that do not meet the following specifications;
7. Check bearing spacer (8, Figure 1) for burrs. Remove small burrs with and India Stone.
8. Inspect cylinder block face (9, Figure 1) for wear, scratches and/or erosion between cylinders. Check the spring,
washers and retaining ring located within the cylinder block.
9. Check each cylinder block bore for excessive wear. Use the piston and shoe subassemblies (10, Figure 1) for
this purpose. The piston should be a very close fit and slide easily in and out of the bore. No bind can be
tolerated. If binding is evident, lubricate with clean hydraulic fluid and try again. Even minor contamination of
the fluid could cause the piston to freeze up in the cylinder bore.
10. Inspect each piston and shoe assembly (10, Figure 1) for maximum end play of 0.005 In. (0.127 mm) between
the piston and shoe.
11. The face thickness dimension of each shoe must be within 0.001 In. (0.025 mm) of each other.
12. Inspect shoe plate (11, Figure 1) for excessive wear and cracking in the area of spherical washer (12). If heavy
wear or cracks are found, replace the shoe plate and spherical washer at the same time.
13. Check spherical washer (12, Figure 1) for burrs, wear and possible scratches due to pin (130 breakage or
contamination. Replace if wear is excessive.
14. Inspect pins (13, Figure 1) for equal length, excessive wear and possible bending. Replace all pins
simultaneously if one is defective.
15. The pin retainer (14, Figure 1) may develop burrs. Remove all burrs with an India Stone.
16. Inspect the bronze face of wafer plate (6, Figure 1) for excessive wear, scratches and possible fractures. If the
wafer plate is fractured, make sure the new plate rests flat against the valve block at assembly and that wafer
plate pin (7) does not extend too far and hold the wafer plate away from the valve block.
17. Inspect swash plate (20, Figure 1) for scratches, wear and possible cracks. Replace if defective.
18. Inspect housing (3, Figure 1) for cracks, cross threads and wear. Check retaining ring groove for wear and the
proper depth. Check gasket mounting face for deep scratches or damage that could cause leakage pat the
gasket. Clean up burrs and small scratches with an India Stone.
19. Inspect the valve block (2, Figure 1) for burrs, nicks, plugged body passages, flatness of the pump wafer plate
are and erosion. Repair or replace the valve block if defective.
13
20. Check flatness of the valve block face in the areas around locating pins (19, Figure 1) and bolt openings. Use
an Arkansas Stone to remove burrs or raised metal in these areas.
REASSEMBLY
A sectional view of the drive motor is presented below for general reference while performing reassembly
procedures.
PISTON & SHOE
AFT
BLOCK
igure 11 CROSS SECTIONAL VIEW OF MOTOR
14
NOTE: Dip or coat all parts with the same hydraulic fluid used in the drive system before and during assembly of
the motor.
1. If the bearing race was removed from block (2,

Figure I), install a new bearing race as shown in SPECIAL TOOL
Figure 12. Use ‘Special Bearing Race Installation Tool.”
2. If new shaft bearings (5 and 22, Figure I), shaft 21),

valve block (2) or housing (3) are being replaced, a ri
complete shaft bearing preload adjustment must be
performed. If the same parts are returned to service, the
preload adjustment can be omitted.
3. If the shaft bearing (22, Figure 1) requires replacement,

install a new bearing race into housing (3). Use
“Special Bearing Race Installation Tool” to press
bearing race in place. Make sure the bearing race is
oriented properly to accept the roller bearing before
pressing into the housing. The bearing race must be
bottomed against the shoulder of the housing at
16362
completion of press.
Figure 12 VALVE BLOCK RACE INSTALLATION
PROCEDURE
4. Install shaft (21, Figure 1) into front shaft bearing (22)

as follows; ARBOR PRESS
HERE
A. Use a short piece of 1.500 In. (38.100 mm) heavy
wall tubing (approximately 6.000 In. (152.400 mm)
long), over the drive spline of the shaft (tubing ends
must be square within 0.005 In. (0.127 mm)). The
tubing must be long enough to make contact with
the inner race of the front bearing.
B. Press the shaft through the bearing with an arbor

press until the bearing bottoms against the shoulder
of the shaft, Figure 13.
C. Remove the short piece of tubing and turn shaft 1.5” HEAVY
bearing (22, Figure 1) in its race with the end of the WALL TUBE
shaft. The bearing rollers must turn free and
smooth.
16363
Figure 13 FRONT BEARING INSTALLATION
15
5. If the shaft bearings, shaft, valve block and housing were not replaced, use the bearing spacer removed during
the disassembly procedure to preload the shaft bearings and perform Step 7. If preload adjustment is
necessary, perform Steps 6.A thru 6.F, and 7.
6. Shaft bearing spacer procedure;
A. Obtain a shaft bearing spacer kit. Find the thickest spacer and measure it. Record this measurement as
“A.” Install the thickest bearing spacer (8, Figure 1) over shaft (21) with the chamfer facing into the housing
(toward the shoulder on the shaft).
B. Slide bearing (5, Figure 1) on the shaft and up against spacer (8). The small diameter of the tapered roller
bearing must face out of the housing.
C. Install valve block (2, Figure 1) against housing (3) without gasket (4) and rotating group. Turn shaft (21)
to seat the bearings then torque the valve block attaching bolts (1) to 5 Ibf in (0.1 kgam). Retorque bolts
while turning shaft. The bearings are seated when shaft does not free up while turning. Check the opening
between the valve block and housing to be sure it is as even as possible.
D. Use a feeler gauge to measure the opening between valve bock (2, Figure 1) and housing (3). Four
measurements should be obtained 90” apart from each other around the unit. A tapered feeler gauge is
especially useful for this purpose. Average the four readings by adding them together and dividing by four.
Record the average gap as “B.” Calculate thickness of the shaft bearing spacer as follows;
EXAMPLE:
+ 0.150 In. (3.810 mm) “A” Measured thickness of bearing spacer.
- 0.027 In. (0.686 mm) “B” Average gap.
+ 0.003 fO.OO1 In. (0.076 f0.025 mm) Preload setting.
+ 0.020 In. (0.508 mm) Compressed thickness of gasket.
0.146 fO.OO1 In. (3.708 f0.025 mm) Required bearing spacer thickness to provide
0.003 fO.OO1 In. (0.076 f0.025 mm) preload.
ACTUAL MEASUREMENTS:
+ “A” Measured thickness of bearing spacer.
“B” Average gap.
+ 0.003 fO.OO1 In. (0.076 f0.025 mm) Preload setting.
+ 0.020 In. (0.508 mm) Compressed thickness of gasket.
fO.OO1 In. (3.708 f0.025 mm) Required bearing spacer thickness to provide
0.003 fO.OO1 In. (0.076 f0.025 mm)
preload.
E. Remove four mounting bolts (1, Figure 1) and remove valve block (2) from housing (3). Garter spring will
face into motor.
F. Remove bearing (5) and bearing spacer (8).
16
7. Locate a bearing spacer with required calculated thickness and place with shaft bearing (5, Figure 1). Use the
original spacer if preload is not performed. Set aside for final assembly.
8. Assemble spring (17, Figure l), two washers (16 and 18) and retaining ring (15) into the cylinder block (9). See
Figure 8, and reverse disassembly procures. Set the cylinder block assembly subassembly on a flat surface.
Use Kraft paper between the block and surface to prevent scratching the block face.
9. Install pin retainer (14, Figure 1) into the cylinder block (9). Position the pin retainer approximately 0.250 In.
(6.350 mm) below the surface, and orient the open end of the pin retainer to be away from the large spline
openings.
10. Slide three pins (13, Figure 1) into cylinder block subassembly until they bottom against pin washer (18).
11. Place spherical washer (12, Figure 1) on top of the three pins. Install the shoe plate (11) with nine piston and
shoe subassemblies (10) over the spherical washer and into the cylinder block subassembly. Wobble the shoe
plate to make sure that each piston is free within its bore in the cylinder block. (Coat all parts with clean
hydraulic fluid.)
12. Install swash plate (20, Figure 1) over shaft (21) into housing (3). Set housing (30 on its side and hold the shaft
end so drive shaft (21) is horizontal. Slide the rotating group into the housing. Rotate drive shaft (21), if
necessary, to match the shaft splines to the cylinder block (9) and spherical washer (12).
13. Install bearing spacer (8, Figure 1) with chamfer toward the shoulder of drive shaft (21).
14. Install tapered roller bearing (5, Figure 1) over the shaft and against the spacer. The small diameter of the
tapered roller bearing must face toward valve block (2).
15. Install two housing pins (19, Figure 1) and place a new gasket (4) over them.
16. Assemble wafer plate locating pin (7, Figure 1) into valve block (2).
17. Assemble wafer plate (6, Figure 1) over the bearing race and locating pin (7) with wear surface away from
valve block (2). Make sure wafer plate is flat against valve block (2). Check height of pin to be sure that it does
not hold the wafer plate away from the valve block.
18. Assemble valve block to housing with four attaching bolts (1, Figure 1). Cross torque the bolts from 42 - 45 Ibf ft
(5.8 - 6.2 kg*m).
19. Tape the splined end of drive shaft (21, Figure 1) with plastic tape to prevent cutting of new shaft seal (24).
Start taping the shaft close to the housing and work toward the end of the shaft. Install a new shaft seal (24),
garter spring inward, in position over the shaft and press evenly into the housing. Use “Shaft Seal Driver.” The
seal must be positioned just below (approximately 0.020 In. (0.508 mm)) the retaining ring groove. Install
retaining ring (23) into housing.
NOTE: Shaft seal will contact the tapered roller bearing and be damaged if pressed too deep into the housing
bore.
17
INSTALLATION
1. Align mounting holes, insert and engage wheel motor

(3, Figure 14) drive shaft and install motor with O-ring
(not shown) using two lock washers and bolts (5).
NOTE: There is a spring disc located between the

motor and gearbox. Make sure it is properly
positioned.
2. Tighten bolts (5, Figure 14) to 58 Ibf ft (8.0 kg*m).
NOTE: Make sure that motors are properly oriented.

Install “Port A” to the top side for R. H. gearbox.
Install “Port B” to the top side for L. H. gearbox.
3. Check identification tags/markings made during

removal. Remove all caps/plugs and quickly reconnect Figure 14
the three hoses (1, 2 and 4, Figure 14).
18
Check and/or fill hydraulic tank as required. Start engine and check for leaks and/or loose connectors. Perform
operational tests to ensure proper operation of unit before returning it to full service.
1. A motor which is running excessively hot or noisy is a potential failure. Should a motor become noisy or
overheated, the machine should be shutdown immediately and the cause of improper operation corrected.
2. Periodic inspection of the fluid condition and tube or piping connections can save time consuming breakdowns
and unnecessary parts replacement. The following should be checked regularly:
a. All hydraulic connections must be kept tight. A loose connection in a pressure line will permit the fluid to
leak out. If the fluid level becomes so low as to uncover the inlet pipe opening in the reservoir, extensive
damage to the pump and motor can result. In suction lines, loose connections permit air to be drawn into
the system, resulting in noisy and/or erratic operation and pump cavitation.
b. Clean fluid is the best insurance for long service life. Therefore, the reservoir should be checked
periodically for dirt or other contaminants. If the fluid becomes contaminated, the system should be drained
and the reservoir cleaned before new fluid is added.
c. Filter elements also should be checked and replaced periodically. A clogged filter element results in a
higher pressure drop. This can force particles through the filter which would ordinarily be trapped or can
cause the by-pass to open, resulting in a partial or complete loss of filtration.
d. Air bubbles in the reservoir can ruin the motor and other components. If bubbles are seen, locate the
source of the air and seal the leak (See “Troubleshooting” section of this manual).
3. No periodic adjustments are required, other than to maintain proper shaft alignment with the load.
19
HYDRAULIC OIL SWIVEL BLOCK

(FOUR-WAY)
GD530A-1 200417 & Up

GD530AW-1 200417 & Up
GD650A-1 200417 & Up
GD650AW-1 200417 & Up
GD670A-1 200417 & Up
GD670AW-1 200417 & Up
CAUTION


INJURY.
0194
METRIC CONVERSIONS
TABLE OF CONTENTS
CONTENTS PAGE
SPECIAL TOOLS ............ . . . . . . ............. . . . . . . . . . 2

INTRODUCTION ............. . . . . . . ............. . . . . . . . . . 3
SERVICING ................ . . . . . . ............. . . . . . . . . . 4
REMOVAL .............. . . . . . . ............. . . . . . . . . . 4
DISASSEMBLY ........... . . . . . . ............. . . . . . . . . . 5
CLEANING AND INSPECTION . . . . . . ............. . . . . . . . . . 6
REASSEMBLY ........... . . . . . . ............. . . . . . . . . . 7
INSTALLATION ........... . . . . . . ............. . . . . . . . . . 8
TESTING AND ADJUSTMENTS . . . . . . . ............. . . . . . . . . . 9
1
SPECIAL TOOLS
The swivel block seal tool shown in Figure 1, is used to install the two piece seals in the grooves of the swivel block
pin.
- ROUND CORNER TO PREVENT

DAMAGE TO SEAL RING.
MATERIAL: MILD STEEL
153641
Figure 1 SWIVEL BLOCK SEAL TOOL
Figure 2, shows the swivel block seal tool being used to

install the two piece oil seal in a groove of the swivel block
pin. Clean hydraulic oil should be used to coat the seal and
outside of the tool to allow the seal to be easily slid into
position.
Figure 2
2
INTRODUCTION
New improved style seal rings are now being used in place of the O-rings (P/N 102084) in the two-way and four-
way swivel blocks. The new style seal ring (P/N 1 251 923 HI) will fit in the O-ring groove and is totally
interchangeable with the O-ring. The new style seal ring consists of two parts -- the outer ring (LIP) made of harder
material which has a glossy finish and the inner ring (EXPANDER) made of softer material which has a dull finish.
Figure 3, shows the correct way to install the new style seal ring for the two or four-way swivel block. Caution must
be exercised not to overstretch the outer ring (LIP) any more than necessary.
GRADER SWIVEL BLOCK
15366
Figure 3
SERVICING
installation of the two-way or four-way swivel block.
REMOVAL
1. Park grader on level ground with transmission in neutral and parking brake set. Position moldboard with
power-tilt in the full vertical position and then lower onto blocking.
2. Disconnect hose (1, Figure 4) from elbow (2), and plug

and cap, hose and elbow. Tag hose for reassembly.
Repeat this procedure for hoses (3 thru 5) and lines (6
and 7).
igure 4
3. Disconnect hoses (1 and 2, Figure 5) from connectors

(3 and 4). Plug and cap hoses and connectors. Tag
hoses for reassembly.
4. Sling swivel block lever (5) as shown then remove

cotter pin (6) and pin (7) from lever and swivel block
(8).
5. Match mark swivel block (8) and circle assembly (9).

Remove two nuts, four washers and two bolts (IO and
swivel block (8) from circle assembly (9).
Figure 5
4
DISASSEMBLY
1. Clean off all dirt and oil from swivel block (1, Figure 6).
2. Note locations and positions of al elbows and

connectors (2 thru 9) and remove from swivel block (1).
Replace O-rings if necessary.
NOTE: Due to the number of units that use this swivel

block, some elbows and connectors may vary
from what is shown here.
igure 6
3. Remove snap ring (I, Figure 7), washer (2) and body
(3) from pin assembly (4)
NOTE: Use of a suitable puller may be required to

remove body (3) from pin assembly (4).
Figure 7
4. Remove five seal rings (1, Figure 8) and four plugs (2)
from pin (3). Replace O-rings on plugs if necessary.
L
F igure 6
material enters the unit being assembled. Even minute particles can cause malfunction of close fitting parts such
as thrust bearing, matched parts, etc.
A WARNING! Care should be exercised to avoid inhalation of vapors, exposure to the skin and
B. It is more economical to replace oil seals, O-rings, sealing rings, gaskets and snap rings when unit is
any seal lip will seriously impair its efficiency. Apply a thin coat of Permatex No. 2 to outer diameter of the oil
seals to assure an oil tight fit into the retainer. Use extreme care not to get Permatex on lips of oil seals. If this
happens, that portion of the seal will become brittle and allow leakage.
When replacing lip type seal rings, make sure spring loaded side is towards oil to be sealed.
C. If available, use magna-flux or similar process for checking for cracks that are not visible to the naked eye.
Examine teeth on all gears carefully for wear, pitting, chipping, nicks, cracks or scores. Replace all gears
showing cracks or spots where case hardening has worn through. Small nicks may be removed with suitable
hone. Inspect shafts and quills to make certain they have not been sprung, bent, or splines twisted, and that
shafts are true.
Inspect bores and bearing surfaces of cast parts and machined surfaces for scratches, wear, grooves and dirt.
6
REASSEMBLY
1. Install O-rings on plugs (2, Figure 9) if replacement

was necessary. Install four plugs in pin (3).
2. Install five seal rings (1) onto pin (3) using swivel block
seal tool into grooves.
NOTE: Applying a coating of hydraulic oil onto seal

rings and special tool will help ease installation
of seal rings.
NOTE: See “Special Tool” section of this manual for

manufacturing instructions of seal tool.
igure 9
3. Slide body (3, Figure 10) onto pin assembly (4).
NOTE: Apply a coating of hydraulic oil on pin.
4. Position washer (2) and install snap ring (1) on pin

assembly (4).
Figure 10
5. Install O-rings on elbows and connectors (2 thru 9,

Figure 11) if replacement was necessary. Install elbows
and connectors on swivel block (1).
Figure 11
INSTALLATION
1. Position and center swivel block (8, Figure 12) against

circle assembly (9) and align match mark. Install two
bolts, four washers and two nuts (10).
2. Position swivel block lever (5) against swivel block (8)

and install pin (7) and cotter pin (6).
3. Remove plugs and caps and connect hoses (1 and 2)

to connectors (3 and 4).
4. Remove cap and plug from elbow (2, Figure 13) and
hose (1) and connect together. Repeat this procedure
for hoses (3 thru 5) and lines (6 and 7).
Figure 13
8
TESTING AND ADJUSTMENTS
After the installation of either the two-way or four-way swivel block is completed on your unit, follow the steps listed
below:
1. Check oil in the hydraulic oil tank to be sure that the oil level is between the “ADD” and “FULL” marks.
2. Start grader.
3. Raise moldboard off blocking.
4. Operate side shift lever to check that the moldboard shifts in the proper direction (this step applies to both types
of swivel blocks). If unit does not function correctly check all hoses and lines for proper locations.
5. With the four-way swivel block you have the power-tilt for the moldboard, Operate powertilt lever to see if blade
tilts in proper direction. If unit does not function correctly check all hoses and lines for proper location.
NOTE: When performing steps 4 and 5 the operation may be sluggish until/ the air is expelled from swivel block,
lines and hoses. Full cycling of cylinders will help expel air.
E-32.35K
CONTROL VALVE MANIFOLDS

(HUSCO 5000C SERIES)
GD530A-1 200417 & Up

GD530AW-1 200417 & Up
GD650A-1 200417 & Up
GD650AW-1 200417 & Up
GD670A-1 200417 & Up
GD670AW-1 200417 & Up
CAUTION


INJURY.
0394
METRIC CONVERSIONS
TABLE OF CONTENTS
CONTENTS PAGE
INTRODUCTION ....................... ....................... . 2

TROUBLESHOOTING ................... ....................... . 14
SERVICING .......................... ....................... . 17
REMOVAL ........................ ....................... . 17
DISASSEMBLY ..................... ....................... . 20
Disassembly of Control Valve Bank ... ....................... . 20
Disassembly of Valve Section ....... ....................... . 22
Valve Section Identification ......... ....................... . 22
CLEANING AND INSPECTION ......... ....................... . 24
REASSEMBLY ..................... ....................... . 26
Reassembly of Valve Section ........ ....................... . 26
Reassembly of Control Valve Bank .... ....................... . 28
INSTALLATION ..................... ....................... . 30
1
INTRODUCTION
The control valves are manually operated to control the hydraulic cylinders while the vehicle is running. These
valves are connected in a bank on both the left and right side of the steering console below the cab floor. Both
banks are disassemble using the same method.
GlOAZOOL
Figure 1 EXPLODED VIEW OF CONTROL VALVE MOUNTING
2
LEGEND FOR CONTROL VALVE MOUNTING
orientation to each other while servicing the control valve mounting. Some components mentioned during service
1. FRAME, FRONT 5. BOLT

2. VALVE, CONTROL - L.H. 6. VALVE, CONTROL - R.H.
3. BOLT 7. NUT, HEX
4. WASHER, FLAT
w
e-2
1
5363.0
igure 2 EXPLODED VIEW OF OPTIONAL CONTROL LEVERS (SCARIFIER)
4
LEGEND FOR OPTIONAL CONTROL LEVERS (SCARIFIER)
orientation to each other while servicing the optional control levers (scarifier). Some components mentioned during
1. KNOB, SCARIFIER 6. WASHER, LOCK

2. EPOXY, GENERAL PURPOSE - 1.2 OZ 7. END, ROD
3. LEVER ASSEMBLY 8. NUT, JAM
4. WASHER, BEARING 9. ROD, LINK
5. BOLT 10. BOOT
11. ADAPTOR, SWIVEL
L 5363.02
FGgure 3 EXPLODED VIEW OF OPTIONAL CONTROL LEVERS (AUXILIARY)
6
LEGEND FOR OPTIONAL CONTROL LEVERS (AUXILIARY)
orientation to each other while servicing the optional control levers (auxiliary). Some components mentioned during
1. KNOB, AUXILIARY 7. END, ROD

2. EPOXY, GENERAL PURPOSE - 1.2 OZ 8. NUT, JAM
3. LEVER ASSEMBLY 9. ROD, LINK
4. WASHER, BEARING 10. BOOT
5. BOLT 11. ADAPTOR, SWIVEL
6. WASHER, LOCK 12. LEVER, SCARIFIER
13. LEVER ASSEMBLY
I 10
L
FGgure 4 EXPLODED VIEW OF CONTROL VALVE - L.H. BANK
8
LEGEND FOR CONTROL VALVE - L.H. BANK
orientation to each other while servicing the control valve - L.H. bank. Some components mentioned during service
1 NUT, HEX 11 VALVE SECTION - MOLDBOARD SHIFT

2 ROD, TIE 12 O-RING
3 NUT, HEX 13 VALVE SECTION - CIRCLE REVERSE
4 ROD, TIE 14 O-RING
5 OUTLET SECTION 15 VALVE SECTION - MOLDBOARD TILT
6 SHUTTLE 16 O-RING
7 VALVE SECTION - SCARIFIER 17 PLUG
8 O-RING 18 O-RING
9 VALVE SECTION - L.H. BLADE LIFT 19 INLET SECTION
10 O-RING 20 O-RING
GlOBH02;
Figure 5 EXPLODED VIEW OF CONTROL VALVE - R.H. BANK
10
LEGEND FOR CONTROL VALVE - R.H. BANK
orientation to each other while servicing the control valve - R.H. bank. Some components mentioned during service
1 NUT, HEX 13 O-RING

2 ROD, TIE 14 VALVE SECTION - LEANING WHEEL
3 NUT, HEX 15 O-RING
4 ROD, TIE 16 VALVE SECTION - R.H. BLADE LIFT
5 PLUG, SHUT-OFF 17 O-RING
6 O-RING 18 OUTLET SECTION
7 INLET SECTION 19 CARTRIDGE, MAIN RELIEF VALVE
8 O-RING 20 O-RING
9 SHUTTLE 21 O-RING
10 VALVE SECTION - ARTICULATION
11 O-RING
12 VALVE SECTION - DRAWBAR SIDE SHIFT
11
L
GlOBHOl:
FGgure 6 EXPLODED VIEW OF VALVE SECTION
12
LEGEND FOR VALVE SECTION
orientation to each other while servicing the valve section (circle reverse, scarifier & ripper - fl). Some components
mentioned during service procedure may only be shown in this illustration.
1 SCREW, SOCKET HEAD 9 O-RING

2 CAP 10 SPOOL
3 END, SPOOL 11 BODY
4 SEAT, SPRING 12 PLATE
5 WASHER, FLAT 13 SCREW, MACHINE
6 SPRING 14 PISTON, COMPENSATOR
7 O-RING 15 SPRING
8 WIPER 16 O-RING
13
TROUBLESHOOTING
For complete troubleshooting of the hydraulic system refer to the appropriate “Troubleshooting” shop manual
section for your unit.
External leakage between Damaged O-ring. Replace O-ring.

sections.
Improper tie rod torque. Check torque on tie rod nuts.
Excessive work port leakage. Spool not fully centered. Check linkage, to insure spools
are centered in neutral.
NOTE: In neutral the load sense
port of a valve should read return
line pressure, if it does not, it may
indicate that a spool is not
centered.
Excessive spool to bore Replace spool.

clearance.
High oil temperature and/or low oil Reduce work load and replace oil.
viscosity.
NOTE: Spool leakage is directly

proportional to oil viscosity.
Unable to build pressure at work Relief valve or pump controller Check pressure levels.
port. pressure levels set to low.
Relief valve not seating. Inspect relief valve for

contamination.
Load sense signal to pump to low. Check load sense line for
crimping or blockage.
Check load sense bleed cartridge

in valve or pump for excessive
draining.
Load sense seal between inlet Inspect seal.

section and first spool section
leaking.
Improper tie rod torque. Check to insure correct torque.
14
Spool flow to high or to low. Spool not fully stroked (low flow). Check linkage, to insure spools
Improper differential pressure Check standby pressure setting

between inlet and load sense and load sense plumbing.
ports.
Supply from pump not adequate Check pump displacement.

to obtain flow.
NOTE: This cause will usually

indicate itself by exhibiting normal
inlet/load sense differential
pressures at the start of the spool
stroke with falling differential
pressures at the end of the spool
stroke.
Supply from pump not adequate Low fluid level. Fill fluid to correct level.
to obtain flow.
Unable to operate two sections Loss of inlet/load sense This can occur when the pump
simultaneously. differential pressure. compensator or relief setting, is
overloaded. This can be remedied
by the installation of a load sense
relief valve in the valve or
hydraulic system and set to
approximately to 200 PSI
(14.1 kg/cm’) below the maximum
system pressure.
Erratic work port flow. Fluctuating or unstable differential Check load sense line between
pressure between the valve’s inlet valve and pump for crimps or
and load sense port. blockage.
NOTE: If this is the possible Check load sensor pump

cause, symptoms will generally controller.
exhibit themselves in all sections
within the valve stack.
Check supply flow for adequate
maintained deferential pressure.
Spool position changing erratically Check linkage for proper

- manual valves. operation.
15
Excessive pressure in neutral. Load sensing cartridge plugged. Inspect cartridge for
contamination, clean and inspect,
replace if necessary.
Spools not fully centered. Check linkage to make sure

spools are centered.
16
SERVICING
installation of the control valve.
The R.H. and L.H. control valve manifolds are similar in design to each other. For that reason, the removal of the
R.H. manifold is the only one shown.
Draining the hydraulic oil tank can be accomplished when disconnecting the main supply and return hoses from
the manifold(s).
When servicing manifolds, do not interchange valve spools and housings. Also, do not rearrange the order in which
the valve sections are positioned. Although the valve sections externally appear the same, the spools within the
valve differ from each other.
Always refer to the most recent Parts Microfiche when ordering replacement parts.
If servicing one manifold, it is advisable to service the other one at the same time.
REMOVAL
1. Prior to servicing control valves, rest all components on

ground (i.e. moldboard, scarifier, ripper, etc.).
2. With assistance, remove four bolts and flat washers (1,

Figure 7) securing guard (2) to frame (3).
3.
A WARNING!
injury.
Guard can fall causing bodily
Remove two hex nuts, flat washers and bolts (4)

securing step assembly (5, Figure 7) to frame.
Figure 7
17
4. Remove eight bolts and flat washers (1, Figure 8)

securing cover assembly (2) to cab deck.
Figure 8
5. Slide cover assembly (1, Figure 9) up control lever rods

(2). Use locking pliers to prevent cover assembly from
falling.
Figure 9
6. Loosen jam nut (1, Figure 10) and unscrew swivel

adaptor (2) from control lever rod (3). Repeat procedure
for remaining control lever rods.
Figure 10
18
7. Tag and disconnect all hoses leading to control valve.

Plug and cap hoses and fittings to prevent
contamination form entering the hydraulic system. The
hydraulic oil tank will drain when the main supply and
return hoses are disconnected from the manifold. The
hydraulic oil system uses approximately 30 U.S. Gallons
of oil.
8. Install two 5/16” - 24 UNF lifting eyes (1, Figure 11) in

outside swivel adapters (2). Attach a sling to lifting eyes.
Have one person hold sling, while the other removes
three bolts holding control valve to mounting bracket.
Once control valve is free use sling to lower it to
ground.
9. Remove swivel adapters and spacers from control valve Figure 11

spools.
10. Note location and remove all fittings from control valve Plua control valve ports.
19
DISASSEMBLY
Disassembly of Control Valve Bank
NOTE: Both the left and right hand banks are both disassembled using the following method.
NOTE: Care should be taken throughout these procedures to protect valve assemblies from dirt on surfaces or in
hydraulic fluid.
NOTE: Mark valve sections to aid in identifying in reassembly.
1. Remove four hex nuts (1, Figure 12) from tie rods (2).
2. Remove two hex nuts (3, Figure 12) from tie rod (4).
3. Leave tie rods (2 and 4, Figure 12) in position while removing valve sections.
4. Remove outlet section (18, Figure 12).
5. Remove valve sections (16, 14, 12 and 10, Figure 12) and inlet section (7).
6. Remove and discard O-rings (17, 15, 13, 11 and 8, Figure 12) between sections.
7. Remove shuttle (9, Figure 12) from each valve section.
8. Remove main relief valve cartridge (19, Figure 12) from outlet section (18).
9. Remove and discard O-rings (20 and 21, Figure 12) from main relief valve cartridge (19).
10. Remove shut-off plug (5, Figure 12) from inlet section (7).
11. Remove and discard O-ring (6, Figure 12) from shut-off plug (5).
20
GlOBH02;
Ygure 12
21
Disassembly of Valve Section
A
1.
WARNING! Socket head screws
removing spool cap (2).
(1) are under spring
Remove two socket head screws (1, Figure 14) from spool cap (2).
pressure; care should be taken when
2. Remove two screws (13, Figure 14) and plate (12).
3. Remove spool end (3, Figure 14), spring seat (4), spring (6), flat washer (5), other spring seat (4) and O-ring
(7).
4. Remove one wiper (8) Figure 14, and one O-ring (9), from each end of spool (10).
5. Remove spool (10, Figure 14) from valve body (11)
6. Remove spring (15, Figure 14) and compensator spool (14) from valve body (11)
NOTE: All valve section are disassembled using the above procedure. The spring (15, Figure 14) and compensator
spool (14) are installed on opposite sides for R.H. and L.H. valve bank section. Do not inter mix R.H. and
L. H. sections.
Valve Section Identification
Although the valve sections have similar

construction, they can have different flow rates
and features. To tell which flow and feature the
valve section has they have been marked with
or without grooves on the end of the valve
spool.
NO GROOVE = 10GPM
(37.9 Q/min)
FLOW RATE
ONE GROOVE = 5GPM

(18.9 Q/min)
FLOW RATE
TWO GROOVES = 20GPM

(75.7 Q/min)
FLOW RATE
THREE GROOVES = 20GPM

(75.7 Q/min)
FLOW RATE
WITH ANTI-
CAVITATION
FEATURE
16634
Ygure 13 IDENTIFICATION OF VALVE SPOOLS
22
16
GlOBHO
gure 14
23

installation.
24
25
REASSEMBLY
Reassembly of Valve Section
1. Install O-ring (9, Figure 15), wiper (8), and cap (12) with bolts (13) on valve section body (11).
2. Install spool (10, Figure 15), O-ring (9), and wiper (8) in valve section body (11).
3. Assemble one O-ring (7, Figure 15), one spring seat (4), flat washer (5), spring (6), one spring seat (4) and
bolt (3) on end of spool (10).
4. Secure spool assembly in body with cap (2, Figure 15) and bolts (1).
5. Install O-ring (16, Figure 15).
NOTE: O-ring (16) can be installed between valve sections later, if desired.
6. Install compensator spool (14, Figure 15) and spring (15) in body (11).
26
16
GlOBHO
gure 15
27
Reassembly of Control Valve Bank
1. Install O-ring (21, Figure 16) and O-ring (23) in inlet section (20).
2. Aline control valves matching scribe marks made in disassembly.
3. Install shuttle (9, Figure 16) in each valve section.
4. Install O-rings (8, 11, 13, 15 and 17, Figure 16).
5. Install two tie rods (2, Figure 16) and one tie rod (4) and secure with nuts (1 and 3) and washers (2).
NOTE: Tighten two tie rods (3, Figure 16) to 17.5 21.5 Ibf ft (2.4 _+0.2 kg*m) and one tie rod (5) to 33 _+3 Ibf
ft (4.6 _+0.4 kgam).
6. Install O-ring (6, Figure 16) and shut-off plug (5).
7. Install O-rings (20 and 21, Figure 16) on main relief valve cartridge (19).
8. Install main relief valve cartridge (19, Figure 16) in outlet section (18).
28
GlOBH022
igure 16
29
INSTALLATION
1. Install all fittings on manifold as noted during removal.
2. Install spacers and swivel adapters (2, Figure 17) on

each control valve spool. Attach two 5/16” - 24 UNF
lifting eyes (1) to outside swivel adapters. Attach a sling
to lifting eyes and raise manifold up into position.
Secure manifold to mounting bracket with three bolts
and related hardware.
3. Connect all hoses to manifold as tagged during

removal.
Figure 17
4. Screw swivel adaptor (2, Figure 18) onto control lever

rod (3) and tighten jam nut (2). Repeat procedure for
remaining control lever rods.
NOTE: Make sure that control lever knobs line up.
Figure 18
5. Remove locking pliers and slide cover assembly (1,

Figure 19) down control lever rods (2).
Figure 19
30
6. Secure cover assembly (2, Figure 20) to cab deck with

eight flat washers and bolts (1).
Figure 20
7. Attach step assembly (5, Figure 21) to frame (3) with

two bolts, flat washers and hex nuts (4).
8. With assistance secure guard (2, Figure 21) to frame

with four flat washers and bolts (1).
9. Fill the hydraulic oil tank to proper level with appropriate

oil. Refer to Operator’s Manual for proper oil
specification.
Figure 21
31
E-32.45K
MAIN SYSTEM PUMP

GD530A-1 200417 & Up

GD530AW-1 200417 & Up
GD650A-1 200417 & Up
GD650AW-1 200417 & Up
GD670A-1 200417 & Up
GD670AW-1 200417 & Up
CAUTION


INJURY.
CONTENTS PAGE
INTRODUCTION ....................... . . . . . 1
TROUBLESHOOTING ................... . . . . .................. . 6
SERVICING .......................... . . . . .................. . 8
REMOVAL ........................ . . . . .................. . 8
DISASSEMBLY ..................... . . . . .................. . 10
CLEANING AND INSPECTION ......... . . . . .................. . 18
REASSEMBLY ..................... . . . . .................. . 19
INSTALLATION ..................... . . . . .................. . 27
0494
METRIC CONVERSIONS
INTRODUCTION
The main system pump is located on the L.H. rear of the transmission torque converter.
The articulated grader hydraulic system is a pressure-flow load sensing system.
Main pump flow is directed to the two control valve manifolds.
A WARNING! DO NOT attempt to increase system pressure by adjusting compensator assembly.

5 1
5262
?gure 1 EXPLODED VIEW OF HYDRAULIC PUMP MOUNTING
2
LEGEND FOR HYDRAULIC PUMP MOUNTING
orientation to each other while servicing the hydraulic pump mounting. Some components mentioned during service
1. PUMP, TRANSMISSION CHARGE 5. PUMP, HYDRAULIC

2. O-RING 6. WASHER, FLAT
3. SLEEVE 7. BOLT
4. RING, RETAINING
4A
Serial code and assembly number location
16991
lure 2
4
LEGEND FOR MAIN SYSTEM PUMP
The exploded view shown on the previous page and legend show here are to help identify parts and their
orientation to each other while servicing the pump. Some components mentioned during service procedure may
1 RETAINING RING 32 DOWEL PIN

2 SHAFT SEAL 33 BACKPLATE ASSEMBLY
3 WASHER 34 CAP SCREW
4 RETAINING RING 34A CAP SCREW
5 THRUST RACE 35 GASKET, COMPENSATOR
6 THRUST BEARING 36 O-RING
7 KEY 37 COMPENSATOR ASSY., PRESSURE-FLOW
8 DRIVE SHAFT 38 ALLEN HEAD CAP SCREW
9 HOUSING ASSEMBLY 39 COMPENSATOR ASSEMBLY, PRESSURE
10 NEEDLE BEARING 40 PLUG ASSEMBLY
11 INNER RACE 41 O-RING
12 O-RING 42 COMPENSATOR HOUSING,
13 TRUNNION COVER PRESSURE-FLOW
15 CAMPLATE CONTROL SPRING 43 SPOOL, PRESSURE COMPENSATOR
16 SPRING COLLAR 44 SPRING PIVOT CAP
17 PIVOT BUTTON 45 SPRING, PRESSURE COMPENSATOR
18 ROLL PIN 46 O-RING
19 CAMPLATE 47 PRESSURE ROD
20 PISTON ASSEMBLY 48 O-RING
21 SPIDER 49 ADJUSTMENT CAP, PRESSURE
22 SPIDER PIVOT 50 SPOOL, FLOW COMPENSATOR
23 PISTON BLOCK 51 SPRING PIVOT
24 PIN KEEPER 51A SPRING PIVOT
25 PIN 52 SPRING, FLOW COMPENSATOR
26 WASHER 53 O-RING
27 SPRING 54 PRESSURE ROD
28 RETAINING RING 55 O-RING
29 ROTATING KIT ASSEMBLY 56 ADJUSTMENT CAP, FLOW
30 CONTROL PISTON 57 COMPENSATOR HOUSING, PRESSURE
31 GASKET
TROUBLESHOOTING
NOTE: For detailed hydraulic troubleshooting refer to “Troubleshooting and Adjustment Manual” shop manual
section for your unit.
Noisy pump caused by cavitation. Oil too heavy. Change to proper viscosity.
Suction strainer or filter plugged. Clean and replace.
Suction line plugged or collapsing. Clean line or replace.
Noisy pump caused by aeration. Oil supply low. Fill reservoir.
Air leaking into suction line. Tighten fittings.
Foaming oil. Drain reservoir and fill with

non-foaming type oil.
Hydraulic system overheating. Oil supply low. Fill reservoir.
Oil in system too light. Drain reservoir and refill with

proper viscosity oil.
Excessive internal leakage. Disconnect case drain line,

measure leakage volume while
exceed 6.0 GPM (27.2 Ipm). If
excessive, remove pump,
disassemble and repair.
Aeration of oil. Tighten fittings.
6
System not developing adequate Excessive internal leakage. Disconnect case drain line,
pressure. measure leakage volume while


Loss of compensator signal. Check signal line connections,

check for line obstruction, and
line damage.
System not developing adequate Excessive internal leakage. Disconnect case drain line,
flow. measure leakage volume while


Pump cavitation. Change to proper viscosity.
Clean and replace.
Clean line or replace.
Loss of flow compensator signal. Check signal line connections,

check for line obstruction, and
line damage.
SERVICING
installation of the main system pump.
REMOVAL
1. Remove bolt and flat washers (1, Figure 3) and two hex
nuts and flat washers (2) securing rear grill (3) to rear
cowl (4).
‘igure 3
2. Drain hydraulic oil tank. Remove drain plug (1, Figure 4)

and attach a drain hose to bottom of hydraulic oil tank.
Hydraulic oil tank holds approximately 16 U.S. Gallons
(60.6 a).

3. Reinstall drain plug when through draining the hydraulic

oil tank.
Figure 4
6
Figure 5
4. Tag and disconnect hoses (1, Figure 5) from bottom of hydraulic oil tank.
5. Remove split flanges (2 and 3, Figure 5) securing suction hose elbow (4) and pump outlet hose elbow (5) to
pump (6).
6. Disconnect sensor hose (7, Figure 5) from tee. Remove tee and fitting from pump (6).
7. Disconnect pump case drain hose (8, Figure 5) from elbow. Remove elbow from pump (6).
8. Plug and cap all hoses and pump ports to prevent contamination from entering pump (6, Figure 5) or hydraulic
oil system.
9. Remove four bolts and flat washers (9, Figure 5) securing pump (6) to transmission charge pump,
10. Support pump (6, Figure 5) while removing it from transmission charge pump.
11. Remove sleeve (1, Figure 6) and retaining ring from

pump drive shaft (2).
12. Remove O-ring (3) from pump (4).
Figure 6
DISASSEMBLY
The following is one method of disassembling the hydraulic system pump.
1. Using wooden blocks, as illustrated, clamp pump drive

shaft in vise with body up.
2. Remove four bolts (1, Figure 7) and compensator (2),

with gasket and O-ring, from pump.
Figure 7
10
16990
lgure 8
3. Remove pressure adjustment cap (1, Figure 8), pressure rod (2), spring pivot cap (3), pressure compensator
spring (4), spring pivot cap (5) and pressure compensator spool (6) from compensator housing (7).
NOTE: Use extreme care not to disturb the adjustment screw and jam nut on adjustment cap (1).
4. Remove O-ring (9, Figure 8) from pressure adjustment cap (1).
5. Remove O-ring (10, Figure 8) from pressure rod (2).
6. Remove plug (8, Figure 8) from compensator housing (7).
7. Remove O-ring (11, Figure 8) from plug (8).
8. Remove flow adjustment cap (1, Figure 8), pressure rod (13), spring pivot cap (14), flow compensator spring
(15), spring pivot cap (16) and pressure compensator spool (17) from compensator housing (7).
NOTE: Use extreme care not to disturb the adjustment screw andjam nut on adjustment cap (7).
9. Remove O-ring (18, Figure 8) from flow adjustment cap (1).
10. Remove O-ring (19, Figure 8) from pressure rod (2).
11. Remove plug (20, Figure 8) from compensator housing (7).
12. Remove O-ring (21, Figure 8) from plug (8).
11
13. Remove two short bolts (1, Figure 9) and four long bolts
(2) from back plate assembly (3).
Figure 9
14. Using soft face hammer, tap back plate assembly (1,
Figure 10) and remove from it housing assembly (2).
Figure 10
15. Remove gasket (1, Figure 11) from back plate (3).
16. Slide control piston (2) off guide pin.
17. Remove needle bearing (4) from back plate, if

Figure 11
12
18. Set housing (2, Figure 12) on table, slide piston block
assembly (1) off drive shaft (3).
Figure 12
19. Remove pistons (1, Figure 13) and spider (2) from
piston block (3).
Figure 13
20. Remove spider pivot (1, Figure 14) from piston block
(2).
Figure 14
13
21. To remove piston block spring, use two l/2” flat

washers with l-5/8” O.D., one 5/8” flat washer with
l-3/4” O.D., one l/2” x 4-l/2” long bolt and one l/2”
hex nut.
22. Place one of the l/2” flat washers over the l/2” bolt and
place this through the center of the piston block.
23. Place the 5/8” flat washer over the bolt and let it rest on
three pins.
24. Place the other l/2” flat washer on the bolt. Screw nut
on bolt and compress the spring inside the piston block.
25. Remove internal retaining ring (1, Figure 15) from piston
block. Figure 15
26. Expand spring by removing nut and three flat washers.
27. Remove spring, washer, three pins and pin keeper form block.
28. Remove retaining ring (1, Figure 16) from front of

housing (2).
29. Remove drive shaft (3) by tapping on other end from

inside housing with soft face hammer.
30. Remove needle bearing (not shown) from housing after

drive shaft is removed, if replacement is necessary.
?gure 16
14
31. Remove shaft seal (1, Figure 17) and washer (2) from
drive shaft (3).
Figure 17
32. Remove retaining ring (1, Figure 18) from drive shaft
(2).
Figure 18
33. Remove two thrust bearing races (1, Figure 19), thrust
bearing (2) and retaining ring (3) from drive shaft (4).
NOTE: Make sure that bearing surface of thrust

bearing races are kept towards thrust bearing.
Wear patterns must match at reassembly.
Figure 19
15
34. Remove retaining ring (1, Figure 20) and cover (2) from
each side of housing (3).
Figure 20
35. Remove O-ring (1, Figure 21) from each side of housing
(2).
?gure 21
36. Remove trunnion bearing (1, Figure 22) and trunnion

race (2) from each cam plate journal (3).
NOTE: Keep trunnion bearing and matching race

together. Wear patterns must match at
reassembly.
igure 22
16
37. Slide cam plate (1, Figure 23) to one side of housing I
(2).
38. Turn cam plate and remove from housing.
Figure 23
39. Do not remove button pivot (1, Figure 24) and spring 1
pin (2) from cam plate (3) unless they are worn or
loose.
I
Figure 24
40. Remove spring collar (1, Figure 25) and spring (2) from
housing (3).
igure 25
17
Some of the following information may nut apply to the particular component

installation.
18
REASSEMBLY
1. Install spring (2, Figure 26) and spring collar (1) in

housing (3).
Figure 26
2. Install button pivot (1, Figure 27) and spring pin (2) on
cam plate (3), if removed.
I
Figure 27
19
3. Install cam plate (1, Figure 28) into housing (2).
NOTE: Make sure pivot button (I, Figure 27) is

properly seated against spring collar (1,
Figure 26).
Figure 28
4. Install trunnion bearing (I, Figure 29) with numbered

end inward and trunnion race (2) on cam plate journals
(3).
NOTE: Numbered end of race should face outward and

chamfered I.D. inward.
I
Figure 29
5. Install O-ring (1, Figure 30) on each side of housing (2).
Figure 30
20
6. Install cover (2, Figure 31) and retaining ring (1) on 1

each side of housing (3).
Figure 31
7. Install retaining ring (3, Figure 32), thrust bearing races

(1) and thrust bearing (2) on drive shaft (4).
8. Install retaining ring (1, Figure 33) on drive shaft (2).
Ggure 33
21
9. Install washer (2, Figure 34) and shaft seal (1) on drive
shaft (3).
NOTE: Use care not to cut shaft seal lips on drive shaft
splines. Wrapping masking tape over splines
will help prevent damage to seal.
‘igure 34
10. Install needle bearing (not shown) in housing (2,

Figure 35), if removed at disassembly.
11 Insert drive shaft assembly (3) into housing (2) and

install retaining ring (1).
‘igure 35
12. Install pin keeper, three pins, washers and spring in

bore of piston block.
13. Use the l/2” x 4-l/2” bolt with three plain washers to
compress the spring. Install internal retaining ring (1,
Figure 36).
14. Remove the l/2” x 4-l/2” bolt and three washers.
‘igure 36
22
15. Set spider pivot (1) on piston block (2, Figure 37).
16. Install spider (2, Figure 38) and pistons (1) in piston
block (3).
Figure 38
17. Coat piston shoes with clean hydraulic oil.
18. Align splines and slide piston block assembly (1,

Figure 39) on drive shaft (3) in housing (2).
A
WARNING! Piston shoes must be in
contact with cam plate. Be sure all parts
are in their proper position.
Figure 39
23
19. Install needle bearing (4, Figure 40) in back plate (3).
20. Position gasket (1) on back plate.
21. Coat inside of control piston (2) with clean hydraulic oil.
Slide piston on guide pin.
Figure 40
22. With housing (4, Figure 41) laying on its side, Align
dowel pins and position back plate assembly (3) against
housing.
NOTE: Make sure gasket remains in position.
23. Turn assembly up on end and clamp drive shaft in soft

jawed vice.
24. Install two short bolts (1) and four long bolts (2) secure
back plate (3) to housing.
25. Torque bolts from 35 - 40 Ibf ft (4.8 - 5.5 kg*m).
Figure 41
24
16990
lgure 4z
26. Install O-ring (21, Figure 42) on plug (8).
27. Install plug (20, Figure 42) in compensator housing (7). Tighten plug from 6 - 8 Ibf ft (0.8 - 1.1 kg*m).
28. Install O-ring (19, Figure 42) on pressure rod (2).
29. Install O-ring (18, Figure 42) on flow adjustment cap (1).
30. Install pressure compensator spool (17, Figure 42), spring pivot cap (16), flow compensator spring (15), spring
pivot cap (14), pressure rod (13), and flow adjustment cap (1) in compensator housing (7). Tighten flow
adjustment cap from 10 - 12 Ibf ft (1.4 - 1.7 kg*m).
31. Install O-ring (11, Figure 42) on plug (8).
32. Install plug (8, Figure 42) in compensator housing (7). Tighten plug from 6 - 8 Ibf ft (0.8 - 1.1 kg*m).
33. Install O-ring (10, Figure 42) on pressure rod (2).
34. Install O-ring (9, Figure 42) on pressure adjustment cap (1)
35. Remove pressure compensator spool (6, Figure 42), spring pivot cap (5), pressure compensator spring (4),
spring pivot cap (3), pressure rod (2), and pressure adjustment cap (1) in compensator housing (7). Tighten
pressure adjustment cap from 60 - 70 Ibf ft (8.3 - 9.7 kg*m).
25
__
Figure 43 Figure 44
36. Install gasket (1, Figure 43), O-ring (2, Figure 43) and compensator (2, Figure 44) on housing.
37. Secure with four bolts (1, Figure 44).
38. Torque bolts from 12 - 14 Ibf ft (1.7 - 1.9 kg*m).
39. Remove pump from vise.
26
INSTALLATION
1. Install retaining ring (not shown) and sleeve (1,

Figure 45) on pump drive shaft.
2. Install new O-ring (3) on pump (4).
Figure 45
27
Figure 46
3. Support pump (6, Figure 46) and align sleeve (1, Figure 45) splines with transmission charge pump drive shaft,
and slide pump into position. Install four flat washers and bolts (9, Figure 46) to secure pump to charge pump.
4. Install pump case drain elbow in pump (6, Figure 46). Connect case drain hose (8) to elbow.
5. Install sensor port fitting and tee on pump. Connect sensor hose (7, Figure 46) to tee.
6. Attach suction hose elbow (4, Figure 46) and pump outlet hose elbow (5) to pump with split flanges (2 and 3).
7. Connect hoses (1, Figure 46) to bottom of hydraulic oil tank as tagged during disassembly.
8. Fill hydraulic oil tank to proper level.
9. Start engine and check for hydraulic oil leaks. Correct any leaks if found.
28
bolt (1).
Figure 47
29
ALL WHEEL DRIVE HYDRAULIC

INTEGRATED CIRCUIT (HIC) VALVE
GD530A-1 200417 & Up

GD530AW-1 200417 & Up
GD650A-1 200417 & Up
GD650AW-1 200417 & Up
GD670A-1 200417 & Up
GD670AW-1 200417 & Up
CAUTION


INJURY.
0194
METRIC CONVERSIONS
INTRODUCTION
The all wheel drive HIC valve is located under the front frame member just above and slightly behind the drawbar
ball stud.
The HIC valve is used in the All Wheel Drive System to control the flow of oil from the all wheel drive pump to the
front axle gearbox assemblies.
When the grader is in forward; the HIC valve allows oil to drive the motor located on each gearbox.
When the grader is in reverse; the HIC valve allows oil to drive the motor located on each gearbox, it engages the
reverse clutch pack located within each gearbox, plus allows the oil to recirculate from the outlet to the inlet of the
motors when a reverse overrun condition is induced by the tires driving the motor at a faster speed than the oil
being supplied to it by the pump. This recirculation of oil prevents the motors from cavitating.
NOTE: When the grader is in reverse and a turn is being made, the outside tire will turn faster than the inside one.
This faster rotation of the outside fire will cause the motor to pump oil.
There is also, a flushing valve and shuttle valve, located in the HIC valve which induces the flow of cool oil into the
main loop of the AWD system at all times, thus preventing excessive heat build up.
2
3
30
igure 1 EXPLODED VIEW OF HIC VALVE

LEGEND FOR HIC VALVE
orientation to each other while servicing the hit valve. Some components mentioned during service procedure may
1. BOLT 19. RING, BACKUP

2. PLATE 20. HONED ASSEMBLY
3. PLUG 21. O-RING
4. RING, BACKUP 22. O-RING
5. O-RING 23. BODY
6. SPRING 24. PLUG
7. PLATE, ORIFICE 25. O-RING
8. RING, BACKUP 26. SPRING
9. O-RING 27. RING, BACKUP
10. SUB ASSEMBLY, MATCHED 28. BALL
11. RING, BACKUP 29. POPPET
12. O-RING 30. PLUG
13. SPRING 31. O-RING
14. PLUG 32 SPRING
.O-RING 33 SPOOL ASSEMBLY
15. PLUG 34 PLUG
.O-RING .O-RING
16. BOLT 35 CARTRIDGE, SOLENOID
17. PLATE 36 CARTRIDGE, SEQUENCE
18. PLUG 37 .KIT, O-RING
38 PLUG
5334.01
igure 2 EXPLODED VIEW OF SOLENOID VALVE CARTRIDGE
6
LEGEND FOR SOLENOID VALVE CARTRIDGE
orientation to each other while servicing the solenoid valve cartridge. Some components mentioned during service
1. NUT 6. CARTRIDGE, VALVE

2. PLATE, ID 7. O-RING
3. SHELL 8. RING, BACKUP
4. PLATE 9. O-RING
5. COIL
7
TROUBLESHOOTING
Troubleshooting for the HIC valve is closely related to other components of the All Wheel Drive (AWD) System. To
cover just the HIC valve in this section would not do the system justice. For that reason refer to the appropriate
“Troubleshooting Manual” shop manual section for your unit.
8
SERVICING
installation of the HIC valve assembly.
REMOVAL
Figure 3 Figure 4
1. Tag and disconnect two electrical leads from solenoid valve (1, Figure 3) on HIC valve.
NOTE: Plug and cap all hoses and ports to prevent contamination from entering the component or hydraulic
system as hoses and fittings are removed.
2. Tag and disconnect three hoses (2 thru 4, Figure 3) and one split flange connection (5, Figure 4) on front side
of HIC valve.
3. Tag and disconnect two hoses (6 and 7, Figure 3) from L.H. side of HIC valve.
4. Tag and disconnect two hoses (8 and 9, Figure 4) from R.H. side of HIC valve.
5. Disconnect split flange connection (10, Figure 3) from back side of HIC valve.
6. Remove two bolts and washers (11, Figure 4) and HIC valve from mounting bracket (12, Figure 4).
7. Note location and positions of all connectors and fittings, and remove them from HIC valve.
DISASSEMBLY
HIC Valve Disassembly
1. From one side only of block (23, Figure 5) remove four bolts (l), plate (2) and plug (3). Repeat procedure for
other side.
2. Remove backup rings (4) and O-rings (5) from plugs (3).
3. Remove springs (6) from bores of block.
4. Remove two matched sub assemblies (10).
5. Remove orifice plate (7) from end of each sub assembly (10).
6. Remove O-rings (9) and backup rings (8) from sub assemblies (10).
7. Remove spring (13), O-rings (12) and backup rings (11) from sub assemblies (10).
8. From side of block (23) remove four screws (16) plate (17) and plug (18).
9. Remove backup ring (19) and O-ring (9) from plug (18).
10. Remove honed assembly (20) from block.
11. Remove O-rings (9, 12, 21 and 22) from honed assembly (20).
12. Remove plugs (24) from block (23).
13. Remove O-rings (25) from plug (24).
14. Remove springs (26), backup rings (27), balls (28) and poppets (29) from block (23).
15. Remove plug (30) from body (23).
16. Remove O-ring (31) from plug (30).
17. Remove spring (32) and spool assembly (33) from block (23).
18. Remove sequence cartridge (36) from body (23).
19. Remove O-rings (37) from sequence cartridge (36).
20. Remove plugs (14, 15, 34 and 38) from body (23).
21. Remove solenoid cartridge (35).
NOTE: See DISASSEMBLE SOLENOID CARTRIDGE section in this manual for disassembly of solenoid
cartridge (35).
10
15469
L
Fi!gure 5
11
Solenoid Cartridge Disassembly
1. Remove nut (1, Figure 6), ID plate (2), shell (3) and plate (4) from valve cartridge (6).
2. Remove coil (5) from valve cartridge.
3. Remove O-ring (9), backup ring (8) and O-ring (7) from valve cartridge (6).
15471
Figure Ii
12

installation.
13
14
REASSEMBLY
Solenoid Cartridge Reassembly
1. Install O-ring (7, Figure 7), backup ring (8) and O-ring (9) onto valve cartridge (6). Make sure that backup ring
(8) and O-ring (9) are not installed in the groove at the end of the valve spool. Refer to Service Bulletin
J 10B 70A.
2. Install coil (5) onto valve cartridge.
3. Install plate (4) shell (3), ID plate (2) and nut (1) onto valve cartridge (6).
15471
igure 7
15
HIC Valve Reassembly
NOTE: Coat all components with clean hydraulic oil prior to installation.
1. Install solenoid cartridge (35, Figure 8) in block (23)
2. Install plugs (14, 15, 34 and 38) into body (23).
3. Install O-rings (37) onto sequence cartridge (36).
4. Install sequence cartridge (36) into body (23).
5. Install spool assembly (33) and spring (32) in block (23).
6. Install O-ring (31) onto plug (30).
7. Install plug (30) into body (23).
8. Install poppets (29), balls (28), backup rings (27) and springs (26) into block (23).
9. Install O-rings (25) onto plug (24).
10. Install plugs (24) into block (23).
11. Install O-rings (9, 12, 21 and 22) onto honed assembly (20).
12. Install honed assembly (20) into block (23).
13. Install backup ring (19) and O-ring (9) onto plug (18)
14. Install plug (18) in block (23).
15. Secure plate (17) to block (23) with screws (16).
16. Install O-rings (12) backup rings (11) and spring (13) onto sub assemblies (10).
17. Install O-rings (9) and backup rings (8) onto sub assemblies (10).
18. Install a orifice plate (7) in each end of sub assemblies (10).
19. Install matched sub assemblies (10) into block (23).
20. Install backup rings (4) and O-rings (5) on plugs (3).
21. Install springs (6), plugs (3), plates (3) and bolts (1) into block (23).
16
15469
L
Fi!gure 8
17
INSTALLATION
Figure 9 Figure 10
1. Install all connectors and fittings, in HIC valve at positions noted during removal procedure.
2. Attach HIC valve to mounting bracket (12, Figure 10) with two bolts and washers (11, Figure 10) and HIC valve
from mounting bracket (12, Figure 10).
3. Connect split flange and tube (10, Figure 9) to back side of HIC valve.
4. Connect two hoses (8 and 9, Figure 10) to R.H. side of HIC valve as tagged during removal procedure.
5. Connect two hoses (6 and 7, Figure 9) to L.H. side of HIC valve as tagged during removal procedure.
6. Connect three hoses (2 thru 4, Figure 9), and one split flange connection (5, Figure 10) to front side of HIC
valve as tagged during removal procedure.
7. Connect two electrical leads to solenoid valve (1, Figure 9) on HIC valve as tagged during removal procedure.
18
E-33.00K
RI
HYDRAULIC CYLINDERS

CAUTION


INJURY.
0695
METRIC CONVERSIONS
TABLE OF CONTENTS
CONTENTS PAGE
INTRODUCTION ................................................. 3
SERVICE DIAGNOSIS ............................................ 3
SPECIAL TORQUES .............................................. 4
TESTSANDADJUSTMENTS ....................................... 5
FRONT WHEEL ALIGNMENT & TURNING RADIUS ADJUSTMENT ........ 5
HYDRAULIC PRESSURE TESTING FOR CYLINDERS .................. 8
BALL AND SOCKET SHIMMING ADJUSTMENT. ...................... 9
SERVICING .................................................... 10
CLEANING AND INSPECTION ................................... 10
STEERING CYLINDERS ........................................ 11
Removal ................................................. 11
Disassembly .............................................. 12
Cleaning and Inspection ..................................... 12
Reassembly .............................................. 12
Installation ............................................... 14
LEANING WHEEL CYLINDER .................................... 15
Removal ................................................. 15
Disassembly .............................................. 16
Reassembly .............................................. 16
Installation ............................................... 18
MOLDBOARD TILT CYLINDERS .................................. 19
Removal ................................................. 19
Disassembly .............................................. 20
Reassembly .............................................. 20
Installation ............................................... 22
MOLDBOARD SIDE SHIFT CYLINDER ............................. 23
Removal ................................................. 23
Disassembly .............................................. 25
Reassembly .............................................. 25
Installation ............................................... 27
DRAWBAR SIDE SHIFT CYLINDER (R.H. BLADE SUSPENSION ONLY) .... 29
Removal ................................................. 29
Disassembly .............................................. 30
Reassembly .............................................. 30
Installation ............................................... 32
DRAWBAR SIDE SHIFT CYLINDER (R.H. & L.H. BIAS BLADE SUSPENSION
ONLY) .................................................. 33
Removal ................................................. 33
Disassembly .............................................. 34
Reassembly .............................................. 34
Installation ............................................... 36
Rl
DRAWBAR LIFT CYLINDERS (R.H. BLADE SUSPENSION ONLY) ......... 37

Removal ................................................. 37
Disassembly .............................................. 39
Reassembly .............................................. 39
Installation ............................................... 41
DRAWBAR LIFT CYLINDERS (R.H. & L.H. BIAS BLADE SUSPENSION ONLY) 43
Removal ................................................. 43
Disassembly .............................................. 45
Reassembly .............................................. 45
Installation ............................................... 47
SCARIFIER CYLINDERS ........................................ 49
Removal ................................................. 49
Disassembly .............................................. 51
Reassembly .............................................. 51
Installation ............................................... 53
LOCK PIN CYLINDER (R.H. & L.H. BIAS BLADE SUSPENSION ONLY) ..... 54
Removal ................................................. 54
Disassembly .............................................. 55
Reassembly .............................................. 55
Installation ............................................... 57
ARTICULATION CYLINDERS .................................... 58
Removal ................................................. 58
Disassembly .............................................. 59
Reassembly .............................................. 59
Installation ............................................... 61
Rl 2
INTRODUCTION
This shop manual section covers removal, disassembly, cleaning and inspection, assembly, and installation of all
common hydraulic cylinders used on the grader.
Removal, disassembly, reassembly and installation will be covered under separate headings. Because of the
similarity of these cylinders, the cleaning and inspection procedures apply to all cylinders.
The Moldboard Tilt Cylinder, Scarifier Cylinder, Steering Cylinder, and Articulation Cylinder are paired cylinders and
should be serviced in pairs.
For further information on hydraulics and hydraulic troubleshooting refer to the “Hydraulic Troubleshooting” shop
manual section.
SERVICE DIAGNOSIS
Excessive leakage from cylinder Loose fittings. Tighten fittings.

fittings.
Damaged fittings. Replace fitting.
Damaged hoses. Replace hoses.
Excessive leakage around Damaged cylinder seal. Replace rod seal.

cylinder rod.
Cylinder binds when extended or Bent cylinder rod. Replace cylinder.

retracted.
Cylinder slips when extended. Damaged piston seals. Replace seals.
Inside of cylinder weldment Replace cylinder.

scratched or damaged.
3 Rl
SPECIAL TORQUES
CYLINDER NAME & PISTON ROD NUT CYLINDER TEST

PART NUMBER(S) TORQUE VALUE PRESSURE
Steering:
163318 180 Ibf ft (24.9 kg*m) (Wet) 3000 PSI (210.9 kg/cm*)
Leaning Wheel:
Moldboard Tilt:
1278352H91 180 Ibf ft (24.9 kg*m) (Wet) 3000 PSI (210.9 kg/cm*)
Moldboard Side Shift:

1285483h91 400 Ibf ft (55.3 kg*m) (Wet) 3000 PSI (210.9 kg/cm*)
Drawbar Side Shift:

159963 (R.H. Bias) 400 Ibf ft (55.3 kg*m) (Wet) 3000 PSI (210.9 kg/cm*)
153694 (R.H. & L.H.) 400 Ibf ft (55.3 kg*m) (Wet) 3000 PSI (210.9 kg/cm*)
Drawbar Lift:
140009 (R.H. & L.H.) 400 Ibf ft (55.3 kg*m) (Wet) 3000 PSI (210.9 kg/cm*)
159965 R.H. (R.H. Bias) 400 Ibf ft (55.3 kg*m) (Wet) 3000 PSI (210.9 kg/cm*)
159971 L.H. (R.H. Bias) 400 Ibf ft (55.3 kg*m) (Wet) 3000 PSI (210.9 kg/cm*)
Scarifier:
136277 L.H. 285 Ibf ft (39.4 kg*m) (Wet) 3000 PSI (210.9 kg/cm*)
136276 R.H. 285 Ibf ft (39.4 kg*m) (Wet) 3000 PSI (210.9 kg/cm*)
Lock Pin:
140022 None 3000 PSI (210.9 kg/cm*)
Articulation Cylinder:
Ripper:
Rl
FRONT WHEEL ALIGNMENT & TURNING RADIUS ADJUSTMENT
START POINT
The steering cylinders control how far the spindle assemblies are allowed to move. This movement in turn controls
the turning radius of the grader. The steering cylinders must be adjusted this way to obtain a proper turning radius
in both directions.
1. Steering cylinders to be equal length.
A. Factory production set at 24.000 In. (609.600 mm)

overall retracted
All Wheel Drive, print # 158206
Non-All Wheel Drive, print # 157537
B. Field check - measurement from hex end of

steering cylinder piston rod behind lock nut to
center of grease fitting on ball socket assembly
must be 3.562 In. (90.475 mm).
1) Loosen jam nut (1, Figure 1) on ball socket

assembly (2).
2) The steering cylinder ball socket assembly (with Figure 1

jam nut installed) must be adjusted in the end
of the piston rod (3) until 3.562 In. (90.475 mm) can be measured from end of piston rod to center of
grease fitting on ball socket assembly, as shown in, Figure 1. This can be done by turning the piston
rod.
3) Once the 3.562 In. (90.475 mm) adjustment is made, tighten the jam nut.
4) Repeat Steps 1 .B.l) thru 1 .B.3), for other steering cylinder.
PROCEDURE
1. Park grader on a “LEVEL” concrete surface. Make sure

that the front tires are properly inflated to the same PSI.
Tires must be the same brand and size.
2. Using steering wheel and leaning wheel cylinder control

lever, position front wheels to that they are in the
straight ahead position and that the camber angle “X”
(Figure 2) is the same on both sides.
‘igure 2
Rl
3. Check and adjust front wheel “Toe In,” if necessary.
All Wheel Drive - 0.0 In. (0.000 mm)

I_- FRONT _I
Non-All Wheel Drive - 0.125 In. (3.175 mm)
A. Measure the distance between the wheels of the

grader on the same horizontal centerline as the
spindle axle. These measurements must be taken
at both the front and rear of the wheels (Figure 3).
NOTE: Do not measure on tires or tire rims. Due to

variances in tires, inaccurate measure-
k- REAR -1
ments can result.
B. NON-ALL WHEEL DRIVE AXLE ONLY: The 15359
measurement at the rear of the wheels should be ‘igure 3

approximately l/8” (0.12” fO.03”)
(3.175 f0.762 mm) more than the front. If not, the tie rod will have to be adjusted to obtain proper toe-in.
C. ALL WHEEL DRIVE AXLE ONLY: On All Wheel Drive (AWD) front axles, there MUST BE ZERO TOE-IN.
Front and rear measurements MUST EQUAL.
D. If front wheels need alignment, loosen jam nut (I,

Figure 4) on both ends of the tie rod (2), at the ball
socket assembly (3).
E. The tie rod has R.H. threads on the R.H. end, and
L.H. threads on the L.H. end. This thread
combination allows the wheel alignment to be
adjusted by turning the tie rod.
F. Once the proper alignment is obtained, tighten the

jam nuts (1).
15729
Figure 4
Rl 6
4. Synchronize steering cylinders:
A. Disconnect L.H. steering

cylinder ball stud assembly
r MATCH MARK
7
from L.H. steering arm.
B. Steer machine right so rod

end of disconnected L.H.
steering cylinder is extended
and both steering cylinders
are being bottomed by
hydraulic pressure.
C. Match mark rod end of L.H. EXAMPLE:

steering cylinder and ball stud
assembly, so that the number L.H. CYLINDER R.H. CYLINDER
of adjustment turns can be
3 TURNS TO SEAT. 1 - l/2 TURNS FOR
counted.
OUT FINAL ADJUSTMENT.
D. With steering pressure holding
&
OUT
both cylinders bottomed, 6!!!
adjust L.H. steering cylinder
ball stud, “IN” or “OUT” to
seat it fully in steering arm. DIVIDE BY TWO.
NOTE: Very carefully count

the number of full and 1 - l/2 TURNS FOR
partial turns. FINAL ADJUSTMENT.
NOTE: Record the direction

(,,,’ or “OUY) of
ball stud turns.
E. Divide number of turns above

15935
by 2.
Figure 5
NOTE: The result is the
amount of turns both steering cylinders must be adjusted from their “ORIGINAL POSITION.”
Direction of turns (“IN” or “‘OUrl) from “ORIGINAL POSITION” for each cylinder is the same, as
required to seat ball stud in steering arm in Step 4.0 above.
F. Reset L.H. ball stud at l/2 amount of turns moved in Step 4.D, and re-assemble in steering arm.
G. Match mark rod end of R.H. steering cylinder and ball stud assembly, so that the number of adjustment
turns can be counted.
H. On R.H. steering cylinder, loosen ball stud to steering cylinder rod lock nut and adjust ball stud position by
turning cylinder rod the number of turns calculated in Step 4.E above.
NOTE: Make sure that direction piston rod is turned results in correct direction of ball stud movement
noted at Step 4.0.
5. Re-tighten all lock nuts.
Rl
6. Measure from grease fitting to piston rod end on both cylinders to ensure measurements are equal. This
measurement may vary from the initial 3.562 In. (90.475 mm) setting.
7. Secure the R.H. and L.H. ball stud assemblies into position. Install plain washer and slotted nut to 170 Ibf ft
(23.5 kgam). If necessary, increase torque on nut to install cotter pin.
HYDRAULIC PRESSURE TESTING FOR CYLINDERS
A WARNING! When testing cylinders use extreme caution to prevent

cylinder and wear goggles when performing pressure test.
personnel injuries. Cage
When pressure testing (fully assembled cylinders) for hydraulic leaks, fully extend or retract piston rod in desired
direction for test. Using a calibrated test stand connect supply hose to cylinder port for appropriate piston rod
position. Normally when a piston rod is extended, the supply hose is connected to the base end, and when the rod
is retracted the supply hose is connected to the rod end port. Apply hydraulic oil pressure to cylinder as
recommended in above table and observe port opposite supply hose for leakage pass piston seals. Observe rod
seals for leakage. Correct any leakage situations found during testing.
NOTE: Refer to “Special Torques” for pressure values of cylinders.
Rl 8
BALL AND SOCKET SHIMMING ADJUSTMENT
1. The ball and socket joints on blade lift, circle shift and
moldboard tilt cylinders, and drawbar ball and socket
joints are adjustable for wear.
2. To make adjustments of any ball and socket, remove

bolts and hex nuts with washers. Remove shims to
eliminate free play in joints. Joints should never bind,
but must work freely.
A
WARNING! When making any shim
adjustments relating to suspended
components (moldboard, scarifier,
ripper, etc.) be sure that it is resting
solidly on the ground before
disconnecting any supporting members.
Figure 6 BALL AND SOCKET ADJUSTMENT
The following is a list of recommended free play for ball and socket assemblies:
CYLINDER RECOMMENDED GAP
Ripper 0.002” - 0.020”

(0.051 mm - 0.508 mm)
Scarifier 0.002” - 0.020”

(0.051 mm - 0.508 mm)
Drawbar Lift 0.002” - 0.020”

(0.051 mm - 0.508 mm)
Drawbar Side Shift 0.002” - 0.020”

(0.051 mm - 0.508 mm)
Moldboard Tilt 0.003” - 0.037”

(0.076 mm - 0.940 mm)
Rl
SERVICING
installation of hydraulic cylinders from the grader.
material enters the unit being assembled. Even minute particles can cause malfunction of close fitting parts such
as thrust bearing, matched parts, etc.
A
WARNING! Care should be exercised to avoid inhalation of vapors, exposure to the skin and
B. It is more economical to replace oil seals, O-rings, sealing rings, gaskets and snap rings when unit is
any seal lip will seriously impair its efficiency. Apply a thin coat of Permatex No. 2 to outer diameter of the oil
seals to assure an oil tight fit into the retainer. Use extreme care not to get Permatex on lips of oil seals. If this
happens, that portion of the seal will become brittle and allow leakage.
When replacing lip type seal rings, make sure spring loaded side is towards oil to be sealed.
C. If available, use magna-flux or similar process for checking for cracks that are not visible to the naked eye.
Examine teeth on all gears carefully for wear, pitting, chipping, nicks, cracks or scores. Replace all gears
showing cracks or spots where case hardening has worn through. Small nicks may be removed with suitable
hone. Inspect shafts and quills to make certain they have not been sprung, bent, or splines twisted, and that
shafts are true.
Inspect bores and bearing surfaces of cast parts and machined surfaces for scratches, wear, grooves and dirt.
Repair, if possible, or replace housings or other cast parts that are cracked.
D. Inspect cylinder weldments, piston rods, pistons, etc., to be certain they are thoroughly cleaned and that mating
surfaces are free from nicks or burrs. Check all parts carefully for cracks which could cause subsequent oil
leaks or failures. If available, use magna-flux process for checking for cracks that are not visible to the eye.
Rl 10
STEERING CYLINDERS
Removal
1. Loosen jam nut (1, Figure 7) on rod end (2).
2. Remove cotter pin, slotted nut and plain washer (3)

from rod end (2).
3. Remove rod end (2) from axle (4) and piston rod (5).
NOTE: Measure the amount of exposed thread on rod

end for reassembly.
Figure 7
4. Disconnect hose (1, Figure 8) and tee (2) from fittings

(3 and 4). Remove fittings from cylinder. Plug hose, tee
and cylinder.
5. Remove self-locking nut and bolt (5), spacers (6) and

cylinder (7) from axle weldment (8).
I
Figure 8
11 Rl
Disassembly
1. Remove plugs from cylinder ports and drain cylinder of oil.
2. Using a spanner wrench, remove clamp ring (13, Figure 9) from cylinder weldment (2).
3. Remove piston rod assembly (16) with cylinder head (14) from cylinder weldment (2).
A WARNING!
piston.
Remove piston straight from cylinder weldment. Avoid scratching or binding
4. Remove piston wear ring (4), piston sealing ring (6) and O-ring (5) from piston (7).
5. Remove self-locking nut (3), piston (7) and O-ring (8) from piston rod (16).
6. Slide cylinder head (14) off piston rod (16).
7. Remove O-ring (1 l), back-up ring (12), retainer ring (9), rod seal (10) and rod wiper (15) from cylinder head
(14).
8. Using a adaptor and arbor press, remove ball bushing (1) from cylinder weldment (2).
See Page 10, for “Cleaning and Inspection” procedures.
Reassembly
1. Using Loctite Primer ‘IT” and Loctite #609 Adhesive, clean bushing bore of cylinder weldment (2, Figure 9) and
O.D. of ball bushing (l), following manufacturers instructions. Using a adaptor and arbor press, install ball
bushing in cylinder weldment within two minutes.
2. Using a suitable adaptor and arbor press, install rod seal (10) and rod wiper (15) inside cylinder head (14).
Secure rod seal in place with retainer ring (9). Install O-ring (11) and back-up ring (12) on outside of cylinder
head.
NOTE: When installing back-up ring, be sure that cupped side of ring is against O-ring.
NOTE: install rod wiper with cup side facing out.
3. Slide cylinder head (14) onto piston rod (16). Install O-ring (8) piston (7) and self-locking nut (3) on end of
piston rod.
NOTE: Refer to “Special Torques” section of this manual for self-locking nut torque.
4. Install O-ring (5), piston sealing ring (6) and piston wear ring (4) on piston (7).
NOTE: When installing sea/ ring, be sure that cupped side of ring is against O-ring.
Rl 12
5. Coat outside of piston (7) and cylinder head (14) with hydraulic oil. Slide piston rod assembly (16) into cylinder
weldment (2). Using a spanner wrench, secure cylinder head in place with clamp ring (13).
WARNING! Install piston straight into cylinder weldment. Avoid scratching or binding piston.
6. a plug in each cylinder port to prevent contamination of cylinder until hose, line and connectors are ready
to be connected.
Figure 9
13 Rl
Installation
1. Position cylinder (7, Figure 10) and spacers (6) in axle

weldment (8). Secure in place with bolt and self-locking
nut (5). Tighten self-locking nut to 129 Ibf ft (17.8 kg*m).
2. Install fittings (3 and 4) in cylinder (7). Connect hose (1)

and tee (2) to fittings.
Figure 10
3. Screw rod end (2, Figure 11) with jam nut (1) into piston
rod (5).
NOTE: When iam nut is tightened, be sure the amount

of exposed thread equals that measured at
disassembly.
4. Position rod end (2) in axle (4) and tighten ball socket
assembly. Install plain washer and slotted nut (3) to
170 Ibf ft (23.5 kg*m). If necessary, increase torque on
nut to install cotter pin.
5. Recheck exposed threads and tighten jam nut (1).
NOTE: The turning radius and wheel alignment must

be checked. Refer to “Front Wheel Alignment & Figure 11
Turning Radius Ao’justment” section of this
manual.
Rl 14
LEANING WHEEL CYLINDER
Removal
1. Using lift cylinders, raise front end of grader. Position

blocking under front axle weldment on each side. Rest
front axle weldment solidly on blocking. This will prevent
axle from pivoting when leaning wheel cylinder is
removed.
2. Disconnect hoses (1 and 2, Figure 12) from fittings (3

and 4). Remove fittings from cylinder (5). Plug hoses
and ports.
3. Remove cotter pin (6) and pin (7) to release cylinder (5)
from axle weldment (8).
Figure 12
4. Remove self-locking nut (1, Figure 13) and plain washer

(2) from tie rod stud (3). Remove cylinder (4).
Figure 13
15 Rl
Disassembly
2. Using a spanner wrench, remove clamp ring (12, Figure 14) from cylinder weldment (2) .
NOTE: C/amp ring will not slip offpiston rod assembly at this time.
A WARNING!
piston.
4.
A WARNING! Use care not to scratch
Remove piston wear ring (5), piston sealing

piston rod with clamp ring.
ring (6) and O-ring (7) from piston (4).
6. Slide cylinder head (13) off piston rod (15). Remove clamp ring (12).
7. Remove O-ring (lo), back-up ring (1 I), rod seal (9) and rod wiper (14) from cylinder head (13).
8. Remove bushings (1) from piston rod (15) and cylinder weldment (2).
Reassembly
1. Install bushings (I, Figure 14) in piston rod (15) and cylinder weldment (2).
2. Using a adaptor and arbor press, install rod seal (9) and rod wiper (14) inside cylinder head (13). Install O-ring
(10) and back-up ring (11) on outside of cylinder head.
NOTE: Install rod wiper with cup side facing out.
3. Position piston rod (15) through clamp ring (12). Slide cylinder head (13) onto piston rod. Install O-ring (8),
piston (4) and self-locking nut (3) on end of piston rod.
NOTE: When installing seal ring, be sure that cupped side of ring is against O-ring.
Rl 16
6.
A WARNING! Install piston straight into cylinder weldment.
Install a plug in each cylinder port to prevent contamination

Avoid scratching or binding piston.
of cylinder until hose, line and connectors are ready

to be connected.
15452
Figure 14
17 Rl
Installation
1. Position piston rod (4, Figure 15) on tie rod stud (3).
Install plain washer (2) and self-locking nut (1) to secure
piston rod on stud. Tighten self-locking nut to 494 Ibf ft
(68.3 kgam).
Figure 15
2. Align cylinder (5, Figure 16) with axle weldment (8) and
install pin (7) and cotter pin (6).
3. Install fittings (3 and 4) in cylinder (5). Connect hoses

(1 and 2) to fittings.
4. Remove blocking from under axle weldment after

installation of leaning wheel cylinder is completed.
Figure 16
Rl 18
MOLDBOARD TILT CYLINDERS
Removal
3gure 17
1. Position moldboard (1, Figure 17) on blocking. If possible, fully extend tilt cylinder (2).
2. Tag and disconnect hoses (3 and 4) from elbows (5 and 6). Remove elbows from cylinder, noting positions.
Plug hoses and cylinder ports.
3. Remove two hex nuts, lock washers and bolts (7) ball cap (8) and shims (9) from piston rod end.
4. Remove two bolts and lock washers (10, ball cap (11) and shims (12) from cylinder base end. Remove cylinder
from ball studs, (13).
19 Rl
Disassembly
A WARNING!
piston.
4.

ring (7) and O-ring (8) from piston (9)
7. Remove O-ring (13), back-up ring (14), retainer ring (1 l), rod seal (12) and rod wiper (16) from cylinder head
(15).
Reassembly
1. Using a adaptor and arbor press, install rod seal (12, Figure 18) and rod wiper (16) inside cylinder head (15).
Secure rod seal in place with retainer ring (11). Install O-ring (13) and back-up ring (14) on outside of cylinder
head.
2. Position piston rod (18) through clamp ring (17). Slide cylinder head (15) onto piston rod. Install O-ring (lo),
Rl 20
5.


to be connected.
Figure 18
21 Rl
Installation
Figure 19
1. Coat ball studs (13, Figure 19) with grease.
2. Position base end of cylinder (2) against ball stud. Secure cylinder in place by installing shims (12), ball cap
(11) and two lock washers and bolts (10).
NOTE: See “Ball and Socket Shimming Adjustment” section of this manual.
3. Position rod end of cylinder (2) against ball stud. Secure cylinder in place by installing shims (9), ball cap (8)
and two bolts, lock washers and hex nuts (7).
4. Unplug hoses (3 and 4) and cylinder ports. Install elbows (5 and 6) in cylinder (2) as noted at disassembly.
Connect hoses to elbows as tagged.
5. Remove blocking from under moldboard (1).
Rl 22
MOLDBOARD SIDE SHIFT CYLINDER
Removal
1. Fully extend moldboard side shift cylinder, if possible.

Rest moldboard (1, Figure 20) solidly on blocking.
NOTE: If the cylinder cannot be extended, disconnect

rod end of cylinder and manually push
moldboard to the right, after the hoses have
been disconnected. Then, rest moldboard on
blocking.
2. Remove self-locking nut and bolt (2) from moldboard (2)

and rod end (3).
3. After disconnecting rod end (3) of cylinder from

moldboard (I), retract it, leaving approximately 18 ‘I
(457 mm) extended.
Figure 20
NOTE: If the cylinder cannot be retracted hydraulically,
then it must be retracted manually after the hoses are disconnected.
4. Disconnect hoses (1, Figure 21) from fitting (2).

Remove fitting from rod end cylinder port (3). Plug hose
and cylinder port.
Figure 21
23 Rl
5. Disconnect hose (1, Figure 22) from fitting (2). Remove

fitting from base end cylinder pot-t (3). Plug hose and
cylinder port.
NOTE: If cylinder could not be retracted manually,

push it in before plugging ports in steps 4 and
5.
Figure 22
6. Remove self-locking nut and bolt (I, Figure 23) from

base end of cylinder (2) and moldboard (3). Remove
cylinder from circle assembly.
NOTE: For units S/N 200000 & Up, remove cylinder

guard, two cotter pins and pin that secures
base end of cylinder to L.H. bracket weldment.
Figure 23
Rl 24
Disassembly
A WARNING!
piston.
4.

7. Remove O-ring (1 l), back-up ring (12), rod seal (10) and rod wiper (15) from cylinder head (14).
See Page IO, for “Cleaning and Inspection” procedures.
Reassembly
1. Using a adaptor and arbor press, install rod seal (10, Figure 24) and rod wiper (15) inside cylinder head (14).
Install O-ring (11) and back-up ring (12) on outside of cylinder head.
2. Position piston rod (8) through clamp ring (13). Slide cylinder head (14) onto piston rod. Install O-ring (7), piston
(4) and self-locking nut (2) on end of piston rod.
25 Rl
5.


to be connected.
Figure 24
Rl 26
Installation
1. Position base end of cylinder (2, Figure 25) in

moldboard (3) as shown. Make sure that ports are
pointing upward. Install bolt and self-locking nut (1) to
secure base end in place. Tighten self-locking nut to
345 Ibf ft (47.7 kg*m).
NOTE: For units S/N 200000 & Up, secure base end of
cylinder to L.H. bracket weldment with pin and
two cotter pins. Install guard.
Figure 25
2. Install fitting (2, Figure 26) in cylinder port (3). Connect

hose (1) to fitting.
Figure 26
3. Install fitting (2, Figure 27) in cylinder port (3). Connect

hose (1) to fitting.
Figure 27
27
4. Extend piston rod (3, Figure 28) and align with

moldboard (1). Install bolt and self-locking nut (2) to
secure piston rod to moldboard. Tighten self-locking nut
to 345 Ibf ft (47.7 kg*m).
Figure 28
RI 28
DRAWBAR SIDE SHIFT CYLINDER (R.H. BLADE SUSPENSION ONLY)
Removal
1. Rest moldboard solidly on blocking. Remove two hex

nuts, lock washers and bolts (1, Figure 29), ball cap (2)
and shims (3) from piston rod (4).
Figure 29
2. Disconnect hoses (1 and 2, Figure 30) from cylinder

port fittings (3). Remove fittings from ports. Plug hoses
and ports.
3. Using a suitable lifting device, sling cylinder (4) as

shown. Remove hex nut, lock washer and bolt (5) from
cylinder. Remove expansion plugs (6) from top and
bottom of yoke (7).
4. Using a suitable driver, remove pin from yoke (7) to

release cylinder (4).
Figure 30
29 Rl
Disassembly
A WARNING!
piston.
Remove piston straight from cylinder weldment, avoid scratching or binding
4.
A WARNING!
Remove self-locking
Use care not to scratch
nut (2), piston (6), cylinder

head (8) from piston rod (14). Remove clamp ring (12).
5. Remove rod wiper (13), back-up ring (1 I), and O-ring (10) from cylinder head (8).
6. Remove O-ring (7), piston ring (5), O-ring (4), and wear ring (3) from piston (6).
7. Remove rod seal (9) from cylinder head (8).
Reassembly
1. Using a adaptor and arbor press, install rod seal (9, Figure 31) in cylinder head (8).
2. Install wear ring (3) piston ring (5) and O-ring (4) and O-ring (7) in piston (6).
3. Install O-ring (IO), back-up ring (11) and rod wiper (13) in cylinder head (8).
4. Install clamp ring (12), cylinder head (8), piston (6) and self-locking nut (2) on rod (14).
A WARNING! Install piston straight into cylinder weldment. Avoid scratching or binding piston.
Rl 30
6. Install a plug in each cylinder pot-t to prevent contamination of cylinder until hose, line and connectors are ready
to be connected.
I
I
6
/
./
/’
Figure 31
31 Rl
Installation
1. Position piston rod (4, Figure 32) against ball stud.

Install shims (3), ball cap (2) and two bolts, lock
washers and hex nuts (1).
NOTE: See “Ball and Socket Shimming Adjustment”

section of this manual.
Figure 32
2. Using a suitable lifting device sling cylinder (4,

Figure 33) as shown. Position cylinder in yoke (7) as
shown.
3. Using a suitable driver, install pin (not shown) to secure

cylinder (4) in yoke (7).
NOTE: Be sure to align groove in pin with bolt hole in

cylinder.
4. Install bolt, lock washer and hex nut (5) in cylinder (4).
5. Install expansion plugs (6) on top and bottom of yoke

(7).
6. Install fittings (3) in cylinder ports and reconnect hoses Figure 33

(1 and 2) to them.
Rl 32
DRAWBAR SIDE SHIFT CYLINDER (R.H. & L.H. BIAS BLADE SUSPENSION ONLY)
Removal
1. Position moldboard on ground. Using a suitable lifting

device, sling drawbar side shift cylinder (1, Figure 34)
as shown.
2. Disconnect and remove hoses (2 and 3) and connectors

(4 and 5) from cylinder. Plug and cap cylinder and
hoses.
3. Remove two hex nuts, lock washers and bolts (6), ball
cap (7) and shims (8) from cylinder. Repeat this
procedure for the other end of cylinder.
Figure 34
33 Rl
Disassembly
A WARNING!
piston.
4.
A WARNING!
Remove self-locking
Use care not to scratch
nut (2), piston (6), cylinder

head (8) from piston rod (14). Remove clamp ring (12).
5. Remove rod wiper (13), back-up ring (1 I), and O-ring (10) from cylinder head (8).
6. Remove O-ring (7), piston ring (5), O-ring (4) and wear ring (3) from piston (6).
7. Remove retainer ring (15), and rod seal (9) from cylinder head (16).
Reassembly
1. Using a adaptor and arbor press, install rod seal (9, Figure 35) in cylinder head (8).
2. Install wear ring (3) piston ring (5), O-ring (4) and O-ring (7) in piston (6).
3. Install O-ring (IO), back-up ring (11) and rod wiper (13) in cylinder head (8).
4. Install clamp ring (12), cylinder head (8), piston (6) and self-locking nut (2) on rod (14).
A WARNING! Install piston straight into cylinder weldment. Avoid scratching or binding piston.
Rl 34
6. Install a plug in each cylinder pot-t to prevent contamination of cylinder until hose, line and connectors are ready
to be connected.
15456
3gure 35
35 Rl
Installation
1. Using a suitable lifting device, sling cylinder (1,

Figure 36) as shown. Position cylinder against ball
studs.
2. Position shims (8) and ball cap (7) against cylinder and
install two bolts, lock washers and hex nuts (6). Repeat
this procedure for the other end of cylinder.

3. Unplug and uncap cylinder and hoses (2 and 3). Install

and reconnect connectors (4 and 5) and hoses to
cylinder.
Figure 36
Rl 36
DRAWBAR LIFT CYLINDERS (R.H. BLADE SUSPENSION ONLY)
Removal
1. Position moldboard solidly on blocking.
2. Disconnect hose (1, Figure 37) from fitting (2). Plug and
cap hose and fitting.
3. Disconnect hose (3) from tube (4). Plug hose.
4. Disconnect tube from fitting (5). Cap fitting. Remove hex

nut, lock washer and clamp (6) and tube from stud.
Figure 37
5. Remove two hex nuts, lock washers and bolts (1,

Figure 38), ball cap (2) and shims (3) from piston rod
(4) and ball stud.
Figure 38
37 Rl

Figure 39) as shown. Make sure sling is under stud (2).
7. Remove two bolts and lock washers (3) and yoke cap
(4) from each side of yoke (5).
8. Remove cylinder from yoke. Remove two bushings (6)

from cylinder.
Figure 39
Rl 38
Disassembly
2. Using a spanner wrench, remove clamp ring (12, Figure 40) from cylinder weldment (1)
A WARNING!
piston.
4.

Reassembly
1. Using an adaptor and arbor press, install rod seal (9, Figure 40) and rod wiper (14) inside cylinder head (13).
Install O-ring (10) and backup ring (11) on outside of cylinder head.
NOTE: When installing backup ring, be sure that cupped side of ring is against O-ring.
3. Install O-ring (5), piston sealing ring (6) and piston wear ring (4)
39
Rl
5. Install a plug in each cylinder pot-t to prevent contamination of cylinder until hose, line and connectors an
?r eady
to be connected.
igure 40
RI 40
Installation
1. Thoroughly grease inside of bushings (6, Figure 41) and

position both of them on cylinder (1).
2. Using a suitable lifting device, sling cylinder as shown.

Make sure sling is positioned below stud (2) on side of
cylinder.
3. Position cylinder (1) with bushings (6) in yoke (5). Install

yoke cap (4) and two lock washers and bolts (3) on
each side of yoke. Tighten bolts to 140 Ibf ft
(19.4 kgam).
Figure 41
4. Coat ball stud with grease. Position piston rod (4,

Figure 42) against ball stud. Position shims (3) and ball
cap (2) against piston rod.
5. Install two bolts, lock washers and hex nuts (1) to

secure caps and shims in place.

6. Remove sling.
Figure 42
41 Rl
7. Secure tube (4, Figure 43) to stud with clamp, lock

washer and hex nut (6). Uncap fitting (5) and connect
tube to it.
8. Unplug hose (3) and connect it to tube (4).
9. Unplug and cap hose (1) and fitting (2) and connect
together.
Figure 43
Rl 42
DRAWBAR LIFT CYLINDERS (R.H. & L.H. BIAS BLADE SUSPENSION ONLY)
Removal
1. Rest moldboard solidly on ground.
2. Disconnect tube (1, Figure 44) from rod end Pot-t

connector (2) of cylinder. Remove connector from
cylinder, if replacement is necessary.
Figure 44
3. Remove hex nut, plain washer, tube and tube clamp (1,
Figure 45) from cylinder stud (2).
Figure 45
43 Rl

Figure 46) as shown.
5. Disconnect hose and/or fitting (2) from base end port

connector. Remove connector from port, if replacement
is necessary.
igure 46
6. Remove two hex nuts, lock washers, and bolts (1,

Figure 47), ball cap (2) and shims from piston rod.
Figure 47
7. Remove four bolts and lock washers (1, Figure 48), two
trunnion caps (2), and cylinder (3) from yoke (4).
8. Remove two trunnion bearings (5) from cylinder

trunnion pivots.
TE: Remove grease fitting(s) from bearing(s) if

Figure 46
Rl 44
Disassembly
2. Using a spanner wrench, remove clamp ring (12, Figure 49) from cylinder weldment (1)
A WARNING!
piston.
4.

Reassembly
1. Using an adaptor and arbor press, install rod seal (9, Figure 49) and rod wiper (14) inside cylinder head (13).
Install O-ring (10) and backup ring (11) on outside of cylinder head.
NOTE: When installing backup ring, be sure that cupped side of ring is against O-ring.
3. Install O-ring (5), piston sealing ring (6) and piston wear ring (4)
45 Rl
5.


to be connected.
Figure 49
Rl 46
Installation

Figure 50) as shown in Figure 52.
2. Thoroughly grease inside of trunnion bearings (5) and

position both of them on cylinder trunnion pivots.
3. Position cylinder in yoke (4) and secure in place with

two trunnion caps (3) and four lock washers and bolts
(1). Tighten bolts to 140 Ibf ft (19.4 kgam).
Figure 50
4. Coat ball stud with grease. Position piston rod against

ball stud. Position shims and ball cap (2, Figure 51)
against piston rod.


Figure 51
6. Install a new base end port connector in cylinder (I,

Figure 52) if removed during removal. Connect hose
and/or fitting (2) to base end connector.
7. Remove sling from cylinder.
Figure 52
47 Rl
8. Install new rod end pot-t connector (2, Figure 53) in

cylinder if removed during removal. Connect tube (1) to
connector.
Figure 53
9. Secure tube to cylinder stud (2, Figure 54) with tube

clamp, plain washer and hex nut (1).
Figure 54
Rl 48
SCARIFIER CYLINDERS
Removal
1. Rest scarifier on ground or blocking.
2. Sling cylinder as shown in Figure 55 and Figure 56.
3. Tag and disconnect hoses (1 and 2, Figure 55) from

tube (3) and elbow (4). Remove elbow from base end
port of cylinder, if replacement is necessary.
4. Remove hex nut, plain washer, tube and tube clamp (5)
from cylinder stud (6).
5. Remove two hex nuts, lock washers, and bolts (7), ball
cap (8) and shims from base end of cylinder.
6. Disconnect tube (1, Figure 56) from elbow (2) at rod

end of cylinder (3). Remove elbow from rod end port, if
Figure 56
49 Rl
7. Remove two hex nuts, lock washers, and bolts (1,

Figure 57), ball cap (2) and shims from piston rod.
Figure 57
Rl 50
Disassembly
2. Using a suitable spanner wrench, remove clamp ring (2, Figure 58) from cylinder (14).
3. Remove piston assembly from cylinder.
A WARNING!
piston.
4.
A WARNING! Use care not to scratch piston rod with clamp ring.
Remove self-locking nut (13), seal retainer (9), piston (12), O-ring (lo), seal retainer (9), and cylinder head (1)
from piston rod (1). Remove clamp ring (2).
5. Remove rod wiper (3) and O-ring (8) and back-up ring (7) from cylinder head (4).
6. Remove piston seals (11) from piston (12).
7. Pull piston seals apart for inspection.
8. Remove rod packing (5) from cylinder head (4).
Reassembly
1. Install rod packing (5, Figure 58) into cylinder head (4).
2. Assemble piston seals (11) and seal retainer (9) for installation on piston.
3. Install piston seals (1 I), seal retainer (9) and O-ring (10) on piston (12).
NOTE: Be sure that seal lips are pointing towards the middle of the piston.
4. Install O-ring (8) and back-up ring (7) on cylinder head (4).
5. Install rod wiper (3) in cylinder head.
51 Rl
6. Position clamp ring (2) and slide cylinder head (4), seal retainer (9), O-ring (lo), piston (12) and seal retainer
(9) on piston rod (1).
7. Install self-locking nut (13) on piston rod.
8. Slide piston rod assembly (1) into cylinder (14).
9.
A WARNING!
Using a spanner wrench,

Install piston straight into cylinder weldment.
screw clamp ring onto cylinder.

10. Install a plug in each cylinder port to prevent contamination of cylinder until hose, line and connectors are ready
to be connected.
Figure 58
Rl 52
Installation
1. Sling cylinder as shown in Figure 60 and Figure 61.
2. Coat ball stud with grease. Position piston rod against

ball stud. Position shims and ball cap (2, Figure 59)
against piston rod.


Figure 59
4. Install new elbow (2, Figure 60) on rod end port of

cylinder (3) if removed during removal.
5. Connect tube (1) to elbow.
Figure 60
6. Secure tube (3, Figure 61) to cylinder stud (6) with tube
clamp, plain washer and hex nut (5).
7. Coat ball stud with grease. Position base end of

cylinder against ball stud. Position shims and ball cap
(8) against base end.


9. Install elbow (4) in base end port of cylinder if removed

during removal.
Figure 61
10. Connect hoses (1 and 2) to tube and elbow as tagged
during removal.
53 Rl
LOCK PIN CYLINDER (R.H. & L.H. BIAS BLADE SUSPENSION ONLY)
Removal
A
WARNING! Before disconnecting hoses from lock pin cylinder, be sure to relieve pressure in
circuit created by the accumulator that is connected to the circuit.
1. Position moldboard on ground to relieve weight on lock

pin cylinder (1, Figure 62).
Figure 62
2. On units with S/N 200000 & Up, relieve pressure in lock pin circuit in the following manner;
A. Shutdown engine.
B. Tag and disconnect brake hose (1, Figure 63) from

fitting (2) on each side of final drive (3).
A
WARNING! ACCUMULATOR in brake
system. Do not depress the foot brake
when the brake hose is disconnected.
C. Attach a 3 Ft. (0.91 m) length of hose to each brake

hose. Place open end of hoses in a 1 U.S. Gallons
(3.8 0) container.
D. With hoses in container depress foot brake pedal

several times. This will release hydraulic fluid from
each accumulator.
I
E. Reconnect hose (1, Figure 63) to fitting (2) on each Figure 63
side of final drive (3). Refer to appropriate “Final
Drive Assembly” shop manual section for brake bleeding procedure when cylinder installation is completed.
3. Tag and disconnect hoses (2 and 3, Figure 62) from fittings (4 and 5). Remove fittings from cylinder.
4. Remove two bolts and plain washers (6, Figure 62) and cylinder from link weldment (7).
Rl 54
Disassembly
2. Remove retaining ring (9, Figure 64) from groove. With retaining ring loose pry cylinder head (10) from cylinder
weldment. When ring clears top of cylinder weldment remove cylinder head.
3. Remove retaining ring (5) and rod seal (6) from cylinder head (10).
4. Remove O-ring (7), back-up ring (8) and rod wiper (11) from cylinder head (10).
5. Apply compressed air through bottom cylinder port, and remove piston rod (12).
6. Remove wear ring (2) piston ring, O-ring (3) and piston seal (4) from piston rod (12).
Reassembly
1. Install piston seal (4, Figure 64), O-ring, piston ring (3) and wear ring (2) on piston rod (12).
2. Apply a thin coat of hydraulic oil to the piston rod (12) and insert it into cylinder weldment (1).
3. Install rod wiper (1 l), back-up ring (8) and O-ring (7) on cylinder head (10).
4. Install rod seal (6) and retaining ring (5) in cylinder head (10).
5. Install retaining ring (9) on cylinder head (10). Compress ring, slide ring and cylinder head into cylinder
weldment until ring seats in groove.
6.


to be connected.
55 Rl
Figure 64
Rl 56
Installation
1. Position cylinder (1, Figure 65) against link weldment

(7) and install two bolts and plain washers (6).
2. Unplug and uncap hoses (2 and 3) and cylinder ports.

Install fittings (4 and 5) and connect hoses as tagged
during removal.
3. Since the accumulators were discharged during the

removal procedure, refer to appropriate “Final Drive
Assembly” shop manual section for brake bleeding
procedure.
A
WARNING! The brake system must be bled
to ensure proper braking.
Figure 65
57 Rl
ARTICULATION CYLINDERS
Removal
Figure 66
1. Disconnect hoses (1 thru 3, Figure 66) from fitting (4) and tee (5). Remove fitting and tee from cylinder (6). PI w
hoses and cylinder ports.
2. Remove two bolts and plain washers (7) and retaining plate (8) from top of each end of cylinder.
NOTE: Remove bolt, plain washer and retainer plate (8) from bottom of each end.
3. Using a port-a-power, press retaining pin located between retaining plates out. This will allow remov ral of
cylinder.
Rl 58
Disassembly
3. Remove piston rod assembly (17) with head and bushing assembly (13) from cylinder weldment (1).
A WARNING!
piston.
4.

6. Slide head and bushing assembly (13) off piston rod (17). Remove clamp ring (16).
7. Remove retaining ring (9), O-ring (IO), back-up ring (1 I), rod seal (12), bushing (14) and rod wiper (15) from
head and bushing assembly (13).
8. Using a suitable adaptor and arbor press, remove two rod wipers (18) and bushing (2) from cylinder weldment
(1).
9. Using a suitable adaptor and arbor press, remove two rod wipers (2) and bushing (18) from piston rod (17).
Reassembly
1. Using a adaptor and arbor press, install new bushing (18, Figure 67) and two rod wipers (2) in piston rod (17).
NOTE: install rod wipers with cup side facing out.
2. Using a adaptor and arbor press, install new bushing (18) and two rod wipers (2) in cylinder weldment (1).
NOTE: install rod wipers with cup side facing out.
3. Using a suitable adaptor and arbor press, install rod seal (12), bushing (14) and rod wiper (15) inside head and
bushing assembly (13). Install O-ring (lo), back-up ring (11) and retaining ring (9) on outside of assembly.
59 Rl
4. Position piston rod (17) through clamp ring (16). Slide head and bushing assembly (13) onto piston rod. Install
O-ring (8), piston (7), and self-locking nut (3) on end of piston rod.
weldment (1). Using a spanner wrench, secure head in place with clamp ring (16).
7.


to be connected.
15460
igure 67
Rl 60
Installation
Figure 66
1. Position articulation cylinder (6, Figure 68) on unit as shown. Using a port-a-power, press retaining pins into
place.
NOTE: Be sure that the end of pin with two tapped holes is facing up and that they are at 90” or parallel to
the retaining plate stop.
2. Install retaining plate (8) and two bolts with plain washers (7) on top of retaining pins.
NOTE: install retaining p/ate with one bolt and plain washer on bottom of pins.
3. Tighten all bolts to 28 Ibf ft (3.9 kgam).
4. Remove plugs from cylinder ports and install fitting (4) and tee (5). Remove plugs from hoses (1 thru 3) and
connect them to fitting and tee.
61 Rl
SHOP MANUAL E-33.1 OK
ACCUMULATORS
(P/N 1285 352 H91,1279 537 Hl &
1233 789 H91)
GD530A-1 200417 & Up

GD530AW-1 200417 & Up
GD650A-1 200417 & Up
GD650AW-1 200417 & Up
GD670A-1 200417 & Up
GD670AW-1 200417 & Up
CAUTION


INJURY.
FORTABLEOFCONTENTSSEEBACKOFCOVER
0194
METRIC CONVERSIONS
TABLE OF CONTENTS
CONTENTS PAGE
LOCATION ON MACHINE ........................................ . 1

BRAKE SYSTEM ACCUMULATORS ............................. . 1
DRAWBAR LIFT AND DRAWBAR SIDE SHIFT ACCUMULATORS ....... . 1
DESCRIPTION ................................................ . 2
OPERATION ................................................. . 3
BRAKE SYSTEM ACCUMULATORS ............................. . 3
DRAWBAR LIFT AND DRAWBAR SIDE SHIFT ACCUMULATORS ....... . 3
SPECIFICATIONS ............................................. . 3
SERVICE/SPECIAL TOOLS ...................................... . 5
PRESSURES ................................................. . 5
SPECIAL TORQUES ............................................ . 5
PRE-CHARGING ........................................... . 5
SERVICING .................................................. . 8
MAINTENANCE ............................................ . 8
PRE-CHARGE CHECKING PROCEDURE ......................... . 9
REMOVAL (BRAKE SYSTEM) .................................. . 10
REMOVAL (DRAWBAR LIFT AND DRAWBAR SIDE SHIFT) ............ . 11
DISASSEMBLY ............................................. . 12
REPAIR AND REPLACEMENT ................................. . 14
REASSEMBLY ............................................. . 15
INSTALLATION (BRAKE SYSTEM) .............................. . 16
INSTALLATION (DRAWBAR LIFT AND DRAWBAR SIDE SHIFT) ........ . 16
LOCATION ON MACHINE
BRAKE SYSTEM ACCUMULATORS
The hydraulic accumulator(s) is located between the under side of cab and frame.
DRAWBAR LIFT AND DRAWBAR SIDE SHIFT ACCUMULATORS
A piston type hydraulic accumulator is available as an accessory on graders to help protect the moldboard
assembly and related components from impact loading in severe working conditions or areas where extremely hard
material many be encountered.
When this accessory packaged is installed on a unit the accumulators will be installed as follows:
1. Two accumulators will be mounted to the top of the moldboard assembly to protect the circle shift cylinder. One
will be plumbed into the rod end supply line and the other will be connected to the base end supply line. The
circle shift cylinder is subjected to impact loading from both directions.
2. Two accumulators will be mounted to the main frame (one on each side) in front of the moldboard suspension
group. The right hand accumulator is plumbed into the base end of the R.H. lift cylinder, and the L.H.
accumulator is connected to the base end of the L.H. lift cylinder. The lift cylinders only require protection from
impacts that would cause the cylinders to retract.
DESCRIPTION
I 4
GlOCD008
igure 1 EXPLODED VIEW OF ACCUMULATOR
LEGEND FOR ACCUMULATOR
The exploded view and legend shown here are to help identify parts and their orientation to each other while
servicing the accumulator. Some components mentioned during service procedure may only be shown in this
illustration.
1. BODY 6. PISTON
2. RING, TEFLON 7. CAP, GAS END
3. V O-RING 8. VALVE, GAS
4. O-RING, END CAP 9. CAP, GAS VALVE
5. O-RING, GAS VALVE 10. PROTECTOR, GAS VALVE
11. SCREW
2
OPERATION
BRAKE SYSTEM ACCUMULATORS
The following is a detailed explanation and theory of operation of the accumulator.
The hydraulic accumulator, in this case, is used as an emergency backup supply of pressurized hydraulic fluid, for
operating the wet brakes located in the final drive. When the unit is in normal operation the accumulator is filled
with oil from the steering and brake pump. The steering and brake pump operates at 1650 PSI (116.0 kg/cm*),
which exceeds the 500 f25 PSI (35.2 fl.8 kg/cm*) pre-charge of the accumulator. This higher system pressure
causes the piston within the accumulator to move and compress the 500 f25 PSI (35.2 fl.8 kg/cm*) pre-charge
until it equals the 1650 PSI (116.0 kg/cm*) system pressure, thus filling the accumulator with oil.
Check valves isolate the accumulator(s), brake(s) and foot brake valve from drain and return lines. In the event that
system pressure is not available from the steering and brake pump, the check valves allow the hydraulic oil stored
in the accumulator(s) to the actuate the brakes.
Refer to “Hydraulic Troubleshooting and Adjustment” section for detailed hydraulic schematic of the brake circuit.
DRAWBAR LIFT AND DRAWBAR SIDE SHIFT ACCUMULATORS
A piston type hydraulic accumulator is available as an accessory on graders to help protect the moldboard
assembly and related components from impact loading in severe working conditions or areas where extremely hard
material many be encountered.
SPECIFICATIONS
P/N 1233 789 H91

Piston Type . . . . . . . . . . . . . . .................. . . . . ..................... Repairable
Oil Volume . . . . . . . . . . . . . . .................. . . . . ................... 60 in3 (0.98 a)
Gas Volume . . . . . . . . . . . . . .................. . . . . ................... 60 in3 (0.98 a)
Operating Pressure Rating . . . .................. . . . . ........... 4000 PSI (281.2 kg/cm”)
Burst Pressure Rating . . . . . . .................. . . . ........ 16,000 PSI (1,124.8 kg/cm”)
Length . . . . . . . . . . . . . . . . . .................. . . . .... 23.44 f.25 In. (595.38 f6.35 mm)
O.D. . . . . . . . . . . . . . . . . . . . .................. . . . 2.620 In. (66.55 mm)
Pre-charge Pressure (Nitrogen) .................. . . . ‘2566 PS; (;75.8 kg/cm*) Q 70°F (21°C)
P/N 1279 537 Hl

Piston Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..................... Repairable
Oil Volume . . . . . . . . . . . . . . ................... 58 in3 (0.95 a)
Gas Volume . . . . . . . . . . . . . ................... . . . .................. 59.5 in3 (0.97 a)
Operating Pressure Rating . . . ................... . . . ........... 3000 PSI (210.9 kg/cm”)
Proof Pressure . . . . . . . . . . . . ................... . . . ........... 4500 PSI (316.4 kg/cm”)
Burst Pressure Rating . . . . . . ................... . . . 12,000 PSI (843.6 kg/cm”)
Pre-charged Pressure (Nitrogen) .................. . . . . ‘2466 PS; (i68.7 kg/cm*) Q 70°F (21°C)
Length . . . . . . . . . . . . . . . . . .................. . . . . ............ 22.44 In. (569.976 mm)
O.D. . . . . . . . . . . . . . . . . . . . .................. . . . . ............. 2.375 In. (60.325 mm)
P/N 1285 352 H91

Piston Type . . . . . . . . . . . . . . ............................................. Repairable
Oil Volume . . . . . . . . . . . . . . ........................................... 58 in3 (0.95 a)
Gas Volume . . . . . . . . . . . . . .......................................... 59.5 in3 (0.97 a)
Operating Pressure . . . . . . . . ................................... 3000 PSI (210.9 kg/cm*)
Proof Pressure . . . . . . . . . . . . ................................... 4500 PSI (316.4 kg/cm*)
Burst Pressure Rating . . . . . . .................................. 12,000 PSI (843.6 kg/cm*)
Fluid Temperature Range . . . . .............................. -50°F (-46°C) to 225°F (107°C)
Pre-charge Pressure (Nitrogen) .................. 500 f25 PSI (35.2 fl.8 kg/cm*) Q 70°F (21 “C)
Length . . . . . . . . . . . . . . . . . .................................... 22.44 In. (569.976 mm)
O.D. . . . . . . . . . . . . . . . . . . . ..................................... 2.375 In. (60.325 mm)
4
If water pumped nitrogen is not available. oil-pumped nitrogen may be used. (C.G.A. standard: Nitrogen gas bottles
for water pumped nitrogen has a right-hand valve thread which requires charging and gauging assembly Parker
Part #14459500000 for units up to 3000 PSI (210.9 kg/cm*). Oil-pumped nitrogen requires a left-handed valve
thread (Use Parker Part #14459600000). For accumulators rated over 3000 PSI (210.9 kg/cm*) up to 5000 PSI
(351.5 kg/cm*), use assembly Parker Part #I4491 20000 (See Figure 6).
PRESSURES
The following is a comprehensive listing of pressures required during “Service Diagnosis” and “Tests and
Adjustments” sections of this component.
P/N 1285 352 H91 - Pre-charge Pressure (Nitrogen) ...... 500 f25 PSI (35.2 fl.8 kg/cm*) Q 70°F (21 “C)
P/N 1279 537 Hl - Pre-charge Pressure (Nitrogen) ............. 2400 PSI (168.7 kg/cm*) Q 70°F (21°C)
P/N 1233 789 H91 - Pre-charge Pressure (Nitrogen) ............ 2500 PSI (175.8 kg/cm*) Q 70°F (21°C)
SPECIAL TORQUES
GasValveCap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lo-15Ibfin(O.l -0.2kg.m)
PRE-CHARGING
Use an inert gas such as nitrogen for pre-charging accumulators.
If water pumped nitrogen is not available. oil-pumped nitrogen may be used. (C.G.A. standard: Nitrogen gas bottles
for water pumped nitrogen has a right-hand valve thread which requires charging and gauging assembly Parker
Part #14459500000 for units up to 3000 PSI (210.9 kg/cm*). Oil-pumped nitrogen requires a left-handed valve
thread (Use Parker Part #14459600000). For accumulators rated over 3000 PSI (210.9 kg/cm*) up to 5000 PSI
(351.5 kg/cm”), use assembly Parker Part #I4491 20000 (See Figure 6).
If equipment other than the above listed is used, make sure it is compatible with the gas valve assembly. Nitrogen
source and all components must be rated for a pressure at least as high as the nitrogen source. It is strongly
recommended that the nitrogen bottle used have a high pressure regulator.
Make sure nitrogen supply is shut off. Attach hose to nitrogen bottle. If accumulator has a gas valve as shown in
Figure 2, follow Steps 1 .A thru l.J and skip Steps 2.A thru 2.H. If accumulator has a gas valve as shown in
Figure 3, skip Steps 1 .A thru 1 .J and follow Steps 2.A thru 2.H.
1
1. Accumulator having gas valve as per Figure 2.
A. Remove gas valve guard and gas valve cap. I
B. Back gas chuck 7” handle all the way out (counter CORE ACCUMULATOR
clockwise) before attaching charging assembly to
accumulator gas valve. r
I
I I I
C. Close bleed valve.
PARKER PART* 532364 0000
D. Making sure not to loop or twist the hose, attach GAS VALVE WITH HIGH PRESSURE
CORE FOR 3000 PSI SERVICE
swivel nut to gas valve and tighten it from 10 -
15 Ibf in (0.1 - 0.2 kg*m).
GlOCD005
E. Turn gas chuck 7” handle all the way down. This
will depress core in gas valve. Figure 2
F. Crack open nitrogen bottle valve and slowly fill accumulator. Shut off when gage indicates desired pre-
charge.
G. Let the pre-charge set for 10 to 15 minutes. This will allow the gas temperature to stabilize. If the desired
pre-charge is exceeded, close nitrogen bottle valve, then slowly open bleed valve (Figure 4). Do not reduce
pre-charge by depressing valve core with a foreign object. High pressure may rupture rubber valve seat.
H. When finished pre-charging accumulator, turn ‘IT” handle all the way out on gas chuck (Figure 4), then
open bleed valve.
I. Hold gas valve for turning, loosen swivel nut, remove assembly.
J. Replace gas valve cap IO - 15 Ibf in (0.1 - 0.2 kg*m) and valve guard.
1
2. Accumulator having as valve as per Figure 3.
A. Remove gas valve guard and gas valve cap.
B. Close bleed valve and making sure not to loop or

Al ,-- POINT “D”
twist the hose, attach swivel nut to gas valve and

tighten it from IO - 15 Ibf in (0.1 - 0.2 kg*m). i---
C. Hold gas valve at point “C” (Figure 3) with one PARKER PART* 612433 0000 GAS VALVI
wrench while unscrewing hex nut at point “D” with WITH POPPET FOR ASME UNITS 7, 9
a second wrench. This will open poppet inside gas AND 12 BORE, AND ALL 5000 PSI
valve. UNITS.
NOTE: Four turns will fully open valve.

I GlOCD006
D. Crack open nitrogen bottle valve and slowly fill Figure 3

accumulator. Shut off when gage indicates desired
pre-charge.
E. Let the pre-charge set for 10 to 15 minutes. This will allow the gas temperature to stabilize. If the desired
pre-charge is exceeded, close nitrogen bottle valve, then slowly open bleed valve until desired pressure
is reached (Figure 6).
6
F. With a wrench, tighten hex nut from 5 - 8 Ibf ft (0.7 - 1 .l kgam) at point “D” to close internal poppet.
G. Hold gas valve at point “C” (Figure 3) with wrench and remove swivel nut assembly.
H. When pre-charging has been completed, replace gas cap and tighten it from 10 - 15 Ibf in (0.1 - 0.2 kg*m).
Install gas valve guard.
GAS CHUCK
SWIVEL NUT
dh
____~_
r----
I
PARKER
PARTS 144595 0000 PARKER
PART* 085122 0000
GlOCDOOl GlOCD002
?gure 4 Figure 5
3000 PSI (210.9 kg/cm*) UNITS
Part No. Charging and Gaging Assembly for 3000 PSI (210.9 kg/cm*).
144595 0000 Charging and Gaging Assembly consists of 10 Ft. (3.05 m) charging hose with
(STD) standard right-hand thread nitrogen fittings adapter incorporating gas valve bleeder
(RIGHT HAND) valve and gas chuck (less gauge) for left hand thread nitrogen bottle fitting specify
part number 144596 0000.
Part No. Gaging Assembly for 3000 PSI (210.9 kg/cm*).
085122 0000 Gaging device consisting of adapter incorporating gas valve bleeder valve and gas
chuck (less gauge).
7
SLEED VALVE
I iWlVEL N
PARKER
PART* 144961 0000
PARKER
PART* 144912 0000 GlOCD003 GlOCD004
L
Figure 6 Figure 7
5000 PSI (351.5 kg/cm*) UNITS
Part No. Charging and Gaging Assembly for 5000 PSI (351.5 kg/cm*).
144912 0000 Charging and Gaging Assembly consists of 10 Ft. (3.05 m) charging hose with
standard right-hand thread nitrogen fittings (1.035 - 14 NGO female) adapter
incorporating gas valve bleeder valve and gas chuck (less gauge).
Part No. Gaging Assembly for 5000 PSI (351.5 kg/cm*).
144961 0000 Gaging device consisting of adapter incorporating gas valve bleeder valve and
gas chuck (less gauge).
SERVICING
installation of the hydraulic accumulator.
Occasional replacement of V-O-Ring seal on the piston is generally the only maintenance required. Replacement
of other seals on end caps and gas valve is recommended.
Periodic checking of pre-charge pressure will detect whether V-O-Ring wear is sufficient to begin reducing sealing
performance. Allowing for temperature difference, if any, from time of its pressure checking, pre-charge pressure
will rise if oil gathers in the gas side and will fall if gas leaks into the oil side or out past gas end seals. It is
suggested that a check be made a week after installation, and thereafter once a month.
8
PRE-CHARGE CHECKING PROCEDURE
Using appropriate valve in the hydraulic system, discharge all oil from accumulator and allow piston to bottom
against hydraulic end cap. See “Removal (Brake System)” Steps Figure 7, Figure 9 thru Figure 8.
For accumulators rated for 3000 PSI (210.9 kg/cm’) or less use gaging assembly as shown in Figure 5, (Parker
Part #0851220000). For accumulators rated over 3000 PSI (210.9 kg/cm’) up to 5000 PSI (351.5 kg/cm’) use
assembly as shown in Figure 7, (Parker Part #1449610000).
Accumulators having gas valve shown in Figure 2.
1. Remove gas valve guard and gas valve cap.
2. Back gas chuck ‘IT” handle all the way out (counter clockwise) before attaching charging assembly to
accumulator gas valve.
3. Close bleed valve.
4. Attach swivel nut to gas valve and tighten nut from 10 - 15 Ibf in (0.1 - 0.2 kgam).
5. Turn gas chuck “T” handle all the way down. This will depress core in gas valve and check pressure.
6. To remove gaging assembly turn “T” handle all the way out on gas chuck (Figure 4), then open bleed valve.
7. Hold gas valve from turning, loosen swivel nut, remove assembly.
8. Install gas valve cap and tighten from 10 - 15 Ibf in (0.1 - 0.2 kgam), then install valve guard.
Accumulators having as valve as per Figure 3.
9. Remove gas valve guard and gas valve cap.
10. Close bleed valve.
11. Attach swivel nut to gas valve and tighten 10 - 15 Ibf in (0.1 - 0.2 kgam).
12. Hold gas valve at point “C” with one wrench while unscrewing hex nut at point ‘ID” with a second wrench. This
will open the poppet inside the gas valve. Turn 2-3 times and read pre-charge.
13. With a wrench, tighten hex nut at point “D” to close internal poppet. Tighten nut from 5 - 8 Ibf ft (0.7 -
1.1 kgam).
14. Hold gas valve at point “C”, with wrench and remove swivel nut assembly.
15. Install gas cap and tighten it from 10 - 15 Ibf in (0.1 - 0.2 kg*m), then install gas valve guard.
REMOVAL (BRAKE SYSTEM)
A WARNING! Prior to disconnecting hoses and lines from hydraulic (wet) brake system, be sure
to relieve pressure in circuit created by the accumulator that is connected to the circuit.
1. Park grader on a level surface and lower all mounted equipment.
2. Place blocking in front of and behind each tire.
3. Relieve pressure in brake circuit in the following manner;
A. Shutdown engine.

A
Hoses must be capped to prevent
accidental discharge of hydraulic fluid
from accumulator.

(3.8 0) container.
D. With hoses in container depress foot brake pedal I @QGY=Ti

several times. This will release hydraulic fluid from Figure 8
each accumulator.
E. Reconnect hose (1, Figure 8) to fitting (2) on each side of final drive (3).
4. Relieve pre-charge pressure;
A. For accumulators having gas valve as shown in Figure 2, attach gaging assembly as shown in Figure 5,
following “Pre-charging Checking Procedure,” Steps 1 thru 5. Then, open bleed valve until all gas pre-
charge is relieved from accumulator. Then remove gaging assembly and gas valve.
B. For accumulators having gas valve as shown in Figure 3, remove gas valve guard and gas valve cap. Then
hold valve at point “C” with one wrench while unscrewing hex nut at point “D” with a second wrench. Wait
until all gas pre-charge is relieved from the accumulator and then remove gas valve.
10
5. Tag and disconnect hoses (1, Figure 9) from fittings (2).

Plug and cap hoses and fittings to prevent
contamination from entering hydraulic system and
accumulators (4 and 6).
6. Loosen clamps (5 and 7, Figure 9) and slide

accumulators (4 and 6) out.
7. Remove fittings (2, Figure 9) and O-rings (3) from end

of accumulators (4 and 6), if replacement is necessary.
I
Fiigure 9
REMOVAL (DRAWBAR LIFT AND DRAWBAR SIDE SHIFT)
1. Park grader on a level surface and lower all mounted equipment. Make sure there is not excessive unit down
pressure on the implement to serviced. Down pressure will create as static pressurization in the hydraulic lines.
3. Shutdown engine.
4. Operate the appropriate control lever for the function being serviced
5. Tag and disconnect hoses (1, Figure 10) from fittings

(2). Plug and cap hoses and fittings to prevent
contamination from entering hydraulic system and
accumulators (4 and 6).
6. Loosen clamps (5 and 7, Figure 10) and slide

accumulators (4 and 6) out.
7. Remove fittings (2, Figure 10) and O-rings (3) from end
of accumulators (4 and 6), if replacement is necessary.
GIOCDOOQ
Figure 10
11
DISASSEMBLY
I 4
GlOCD008
:-.._- 44
lgure I I
1. Lay the accumulator horizontal and hold down with a strap wrench or in a vise.
2. To remove gas cap (7, Figure 1 l), install three pins into holes in cap, then using a long bar working against
pins unthread cap from body (1).
3. Remove O-ring (4, Figure 11) from gas cap (7).
4. Remove piston (6, Figure 11) from body (l), by pushing from hydraulic end with a bar.
5.
A WARNING! Never try to remove piston by applying compressed air at opposite end.
To remove teflon rings (2, Figure 11) and V-O-ring (3) from piston (6), lift seal with small smooth screw driver
or similar tool, moving the tool around the piston several times while using the other hand to work ring off the
piston.
12

installation.
13
REPAIR AND REPLACEMENT
Minor nicks, scratches or light scoring of the body bore can be removed by using crocus cloth. Dress bore until all
apparent imperfections have been removed. Replace teflon wear rings, V-O-rings, O-rings and their respective
back-up washers if the original assembly contained them.
14
REASSEMBLY
I 4
GlOCD008
Ygure 12
1. Coat all internal parts with clean hydraulic fluid before reassembly.
2. Install new V-O-ring (3, Figure 12) and Teflon rings (2) on piston (6).
3. Install piston (6, Figure 12), hollow side toward gas end, in bore of body (1). Do not let V-O-ring (3) drag on
threads Piston must go into bore exactly square and very slowly.
NOTE: V-O-ring will compress as it rides up the chamfer if done slowly, but may be damaged if forced quickly.
Piston will fit snug. Use hammer and wood block to tap piston into place until all of piston is 2.000 In.
(50.800 mm) below beginning of honed bore. Keep force against piston while tapping V-O-ring through
the bore chamfer, otherwise piston will bounce back, damaging the O-ring. Cover port opening to keep
out dirt.
4. Install new O-ring (4, Figure 12) on cap (7), and install cap into body (1) bore.
NOTE: Care should be exercised not to drag O-ring over threads. End cap will stop against chamfer leading
into honed bore (extreme tightness not required - O-ring sealing is not dependent upon cap tightness).
Cap should be flush with end of body within 0.062 In. (1.575 mm) to 0.093 In. (2.362 mm) above or
below.
5. Install gas valve (8, Figure 12) after replacing the O-ring (5).
15
INSTALLATION (BRAKE SYSTEM)
1. Pre-charge accumulator prior to installation on machine.

It will be easier to do now.
2. Install new O-rings (3, Figure 13) and fittings (2) in end
of accumulators (4 and 6) if removed.
3. Slide accumulators (4 and 6, Figure 13) into clamps (5

and 7). Tighten clamps after hydraulic hose connections
have been made.
4. Unplug and uncap fittings (2, Figure 13) and hoses (1).
Connect hoses to fittings as tagged during removal.
5. Once the accumulator is installed refer to “Final Drive”

I I
section for bleeding procedure for brake system. GlQCDQOi
‘igure 13
INSTALLATION (DRAWBAR LIFT AND DRAWBAR SIDE SHIFT)
1. Pre-charge accumulator prior to installation on machine.

It will be easier to do now.
2. Install new O-rings (3, Figure 14) and fittings (2) in end
of accumulators (4 and 6) if removed.
3. Slide accumulators (4 and 6, Figure 14) into clamps (5

and 7). Tighten clamps after hydraulic hose connections
have been made.
4. Unplug and uncap fittings (2, Figure 14) and hoses (1).
Connect hoses to fittings as tagged during removal.
GIOCDOOQ
Figure 14
16
E-33.80K
TROUBLESHOOTING AND
ADJUSTMENT MANUAL
GD530A-1 200417 & Up

GD530AW-1 200417 & Up
GD650A-1 200417 & Up
GD650AW-1 200417 & Up
GD670A-1 200417 & Up
GD670AW-1 200417 & Up
CAUTION


INJURY.
0594
METRIC CONVERSIONS
TABLE OF CONTENTS
CONTENTS PAGE
SPECIALTOOLS ................................................ 2
INTRODUCTION ................................................. 3
GENERAL DIAGNOSIS PROCEDURE ................................. 5
HEATPROBLEMS ............................................ 5
HYDRAULIC TEST PORT CONNECTIONS ............................. 6
HYDRAULIC SYSTEM OVERVIEW ................................... 8
QUICK REFERENCE PRESSURE CHART ........................... 9
HYDRAULIC SCHEMATICS ..................................... 10
STANDARD GRADER .......................................... 12
STANDARD GRADER WITH ALL WHEEL DRIVE (AWD) ................ 14
DETAILED HYDRAULIC SYSTEMS ................................... 17
MAIN HYDRAULIC CIRCUIT ..................................... 17
Main System Pump Troubleshooting Chat-l ........................ 27
R.H. & L.H. Control Valve Troubleshooting Chat-l .................... 27
Main Hydraulic System Specification (30); Test Port Locations (30); Test
Procedure (31)
Main System Control Valve Functions ............................ 33
Scarifier Cylinders (33); R.H. & L.H. Blade Lift Cylinders (35); Blade Shift
Cylinder (38); Circle Reverse Motor (39); Moldboard Tilt Cylinders (40);
Articulation Cylinders (42); Circle Side Shift Cylinder (44); Leaning Wheel
Cylinder (46); Float Valve for Optional Function (47)
STEERING AND BRAKE CIRCUIT (INCLUDES LOCK PIN) .............. 48
Steering and Brake System Pressure Tests ....................... 52
Steering and Brake System Specification (52); Test Port Locations (52);
Test Procedure (52)
ALL WHEEL DRIVE CIRCUIT .................................... 53
Introduction ............................................... 53
Hydraulic Operation ......................................... 56
Electrical Operation ......................................... 62
AWD Controller Programming ................................. 64
Final Drive Planetary/Non-Planetary Identification ................... 66
Part Number Tag (66); Physical Measurement of Tandem Case (66)
Testing and Troubleshooting .................................. 68
AWD System Functional Test (70); AWD Hydraulic System Pressure Tests
(72); AWD Electrical System Tests (75); Sensor Test and Adjustment (82)
Problems ................................................ 84
Problem 1. (84); Problem 2. (85); Problem 3. (86); Problem 4. (86);
Problem 5. (87); Problem 6. (87); Problem 7. (88); Problem 8. (89);
Problem 9. (90); Problem 10. (90)
All Wheel Drive Pump Adjustment Procedure ...................... 91
All Wheel Drive Pump Adjustment Procedure for Relief Valves (92);
Hydraulic Centering Adjustment Procedure (97); Mechanical Centering
Adjustment Procedure (98)
Filtering Procedure for “AWD” Hydraulic System ................... 100
SPECIAL TOOLS
The pinout test box (1, Figure I), cover plate (2) and wiring harness (3) shown here are used to test the AWD
controller. The harness is designed to connect between existing connectors coming from the AWD controller. This
will permit electrical readings to be taken while the system is functioning. The cover plate is designed to fit onto
the pinout test box and correlate the wires in the system to the pinout test box.
Since the advent of more sophisticated electrical systems, the pinout test box itself will be used in the future with
other electrical systems for test purposes. The pinout test box is already used on other KDC machines.
WIRING HARNESS
Figure 2, shows the pinout test box, cover plate and wiring
harness being used to test the AWD controller.
Order the tools using the following P/N’s;
799-601-2600 Harness Checker (Pinout Test Box)
J38622 Adaptor Cable and Cover Plate
Orders for these tools should be placed with;

Kent-Moore Heavy Duty Group
SPX Corporation
29784 Little Mack
Roseville, Ml 48066-2298
Telephone; I-800-328-6657 USA and Canada Figure 2 INSTALLATION OF PINOUT TEST BOX,
COVER PLATE AND WIRING HARNESS FOR AWD
CONTROLLER
2
INTRODUCTION
This manual covers troubleshooting for basic hydraulic circuits of the graders.
Figure 3, on the following page shows a flow chart of how this manual is organized.
Information is arranged from general-to-specific troubleshooting. It starts with sections on general diagnosis
procedures, hydraulic test port connections and a hydraulic system overview. The hydraulic system overview section
contains the following information:
a) A quick reference pressure chart.

b) Hydraulic schematics used with both configurations of graders.
c) A block flow diagram with a brief description of each circuit for each configuration of grader.
There are then detailed hydraulic sections, covering individual hydraulic circuits mentioned during the overview
portion.
Use the six-step approach in “General Diagnosis Procedure” for troubleshooting while referring to specific
troubleshooting information in each later section.
Make a copy of this section to kept in the service file for each unit. The test values that will be recorded within can
be helpful in future servicing.
When possible, always test with all fluids and components at operating temperatures. Pressures will be higher if
oil is cold.
Certain abbreviations are contained in this section which may be unfamiliar to the reader. They are:
AWD = All Wheel Drive POV = Pressure Override Valve

P = Beta PSI = Pounds Per Square Inch
CCW = Counterclockwise PSID = Pounds Per Square Inch Differential -
cw = Clockwise The difference between two pressure
HIC = Hydraulic Integrated Circuit gauge readings.
L.H. = Left Hand R.H. = Right Hand
L.S. = Load Sense kPa = Kilopascal - Metric equivalent for PSI
A copy of the Operator’s Manual must be available for use with this section.
Actual desired pressure values to be recorded in this manual, may vary slightly to those values shown in hydraulic
schematics. When a system is discussed, schematic values will be used. When a system is tested the actual
desired values will be used. The difference in values is due to inherent restrictions in the system caused by hose
lengths, fittings, etc.
SETTING RELIEF VALVES
The following pressure check procedures, involve the adjustment of relief valves. To help maintain clarity in the
procedures, all relief valves can be adjusted this way, unless otherwise specified.
1. Cut lock wire, or remove cap and sealing washer, or remove tamper proof cap, from relief valve cartridge.
NOTE: On some relief valves this cap also acts as locking nut or collar.
2. Loosen locking nut or collar.

3. Insert an allen wrench or screwdriver into the adjustment screw or stem.
4. Turn adjustment screw or stem to obtain desired pressure.
NOTE: Turning adjustment screw to the right (“CW” or “IN”) will increase pressure. Turning them to the left
(“CCW” or “OUT”) will decrease pressure. Any relief valves that differ from this will be noted.
5. After adjustment is made install locking nut or collar and cap with sealing washer. Retest relief valve setting
to be sure that value has not changed. Install lock wire where necessary to maintain setting.
4
GENERAL DIAGNOSIS PROCEDURE
Effective troubleshooting requires a planned approach to problem solving. Use the following steps to isolate and
identify problems:
1. Understand the hydraulic system. Look at flow diagrams in this manual for an overview of the system to better
understand its intended operation. Read operator’s manual and understand operating controls on unit.
2. Know the problem. Talk to the operator or other service people involved who have seen the problem arise. Ask
questions based on your knowledge of the system. Find out sequence of events leading to problem.
3. Observe and verify the situation. Operate machine to see if it operates how you expect it to do. Use all
functions of machine. Make note of items which don’t work the way they should. Check out everything yourself
-- don’t rely only on observations of the operator. Note under what circumstances problems occur ( At what
speed?, In what cycle?, Warm or cold?, Up or down?, etc.). Be sure to write down all observations.
4. Look for simple problems. Often a likely major failure is a simple, easy-to-repair problem. Start simple -- look,
listen, and smell for possible problems. Is fluid level correct? Is fluid foamy, milky, or does it smell scorched?
Is fluid too dirty, too thin, too thick, or milky? Are any parts overheated? Are parts caked with dirt or mud? Is
something jamming a mechanism on machine? Are hoses, lines, or connectors leaking, cracked, or collapsed?
Are any parts making unusual noises? Be sure to inspect carefully and record all observations.
5. Evaluate the situation. Consider information you have gained by studying the design and operation of the
machine. Learning about the situation by talking to witnesses. Observe and verify the behavior of the machine.
Look for simple problems. Create a list of possible causes using troubleshooting information in this manual.
6. Reach a conclusion. Start with the most likely and easiest to verify solutions. Verify conclusions with testing
before doing any repair work! Use common sense in your approach to troubleshooting. For example: If all
hydraulic functions are not working properly, the problem is most likely in a component common to all circuits.
Consider relationships between different circuits when reaching your conclusion. One circuit’s operation may
affect the operation of another circuit. Look for easy, general solutions before going into involved repairs of
specific components.
HEAT PROBLEMS
Fluid temperature should never exceed 225°F (107.2%). There are many possible causes for overheated fluid. Try
to pinpoint the source of heat. Listen for noisy operation. Compare temperatures at different system components
in various circuits. An overheated condition is usually caused by an unwanted restriction in fluid flow, or overworked
circuits. Some causes of overheated fluid are:
Improper operation of equipment.
Low reservoir level.
Defective pumps, motors, valves, or cylinders.
Bent or otherwise restricted lines.
Plugged hydraulic oil cooler.

HYDRAULIC TEST PORT CONNECTIONS
Hydraulic test ports located on grader can be used to diagnose hydraulic circuits without physically opening lines
and installing fittings which could introduce contamination to the hydraulic system.
Main system pump test port and load sensing test port.
PUMP OUTLET LINE PRESSURE TEST PORT (I,

Figure 4); Located in pump outlet port on R.H. rear side of
main system pump when viewing from rear of grader.
LOAD SENSOR LINE PRESSURE TEST PORT (2,

Figure 4); Located on R.H. top side of main system pump
when viewing from rear of grader.
NOTE: The grill must be removed to gain access to both

test ports.
‘igure 4 MAIN SYSTEM PUMP OUTLET TEST

PORT (1); LOAD SENSING SIGNAL LINE TEST
PORT (2)
All Wheel Drive (AWD) test ports.
FORWARD PRESSURE TEST PORT (2, Figure 5); Located

on R.H. top side of main frame in front of operator’s cab.
REVERSE PRESSURE TEST PORT (1, Figure 5); Located

on L.H. top side of main frame in front of operator’s cab.
CHARGE PUMP PRESSURE TEST PORT (STANDARD

GRADER WITH ALL WHEEL DRIVE (AWD)) When test port
(1 or 2, Figure 5) is measuring forward or reverse travel
pressure the other test port will register charge pump
pressure.
I 1
Figure 5 ALL WHEEL DRIVE TEST PORTS (1 AND

2)
6
Engine mounted steering and brake pump test pot-t (1,

Figure 6) is used with all configurations of machines. The
relief valve (2) is used to adjust the pump.
BRAKE PUMP TEST PORT (1) AND RELIEF

VALVE (2)
7
HYDRAULIC SYSTEM OVERVIEW
Before troubleshooting, a determination of how the grader is equipped must be made. A standard grader can be
optionally equipped with All Wheel Drive (AWD). The AWD unit can quickly be determined by the AWD high
pressure tubes which run along the outside of the cab and front frame member.
Figure 7, shows overall hydraulic schematic for the unit. The hydraulic schematic is for all possible configurations
of machines.
The block flow diagrams (Figure 8 and Figure 9) shows the relationship between the different components of
various hydraulic system configurations. A brief description of each circuit will be given after each illustration. You
will then be directed to the detailed explanation of individual circuits.
For an experienced service person with pass knowledge of grader troubleshooting, a “Quick Reference Pressure
Chart” is presented here. It gives the pressure values for each configuration of machines.
Before performing any pressure tests, be sure that the engine and hydraulic system are at operating temperatures.
NOTE: The hydraulic system must be warmed to at least 75°F (24°C).
All lubricants must be at their proper level.
The engine throttle must be properly adjusted to be sure that proper engine speeds can be obtained. Refer to the
appropriate “Throttle Adjustment” shop manual section for your unit.
8
QUICK REFERENCE PRESSURE CHART
1. 2.
STANDARD GRADER STANDARD GRADER WITH ALL
WHEEL DRIVE (AWD)
MAIN HYDRAULIC SYSTEM

Load Sensor Line
Low Standby
@ 1000 RPM 120 - 16Q PSI 120 - 160 PSI
(8.4 -11.2 kg/cm') (8.4 -11.2 kg/cm')
B 2500 RPM 120 - 16Q PSI 120 - 160 PSI
(8.4 -11.2 kg/cm') (8.4 -11.2 kg/cm')
High Standby
@ 1000 RPM 2250 - 2400 PSI 2250 - 2400 PSI
(158.2 - 168.7 kg#cm2) (158.2 - 168.7 kg/cm')
@ 2500 RPM 2250 - 2400 PSI 2250 - 2400 PSI
(158.2 - 168.7 kg#cm2) (158.2 - 168.7 kg/cm')
Pump Outlet Line
Low Standby:
@ 1000 RPM 340 - 400 PSI 340 - 400 PSI
[23.9 - 28.1 kgfcm') (23.9 - 28.1 kg/cm')
@ 2500 RPM 340 - 400 PSI 340 - 400 PSI
[23.9 - 28.1 kgfcm') (23.9 - 28.1 kg/cm')
High Standby:
@ 1000 RPM 2470 - 2640 PSI 2470 - 2640 PSI
(173.6 - 185.6 kg/cm') (173.6 - 185.6 kg/cm')
B 2500 RPM 2470 - 2640 PSI 2470 - 2640 PSI
(173.6 - 185.6 kg/cm') (173.6 - 185.6 kg/cm')
STEERING AND BRAKE SYSTEM

Pump @ 1000 RPM 165Q PSI 1650 PSI
(116.0 kgfcm') (116.0 kg/cm')
ALL WHEEL DRIVE SYSTEM

Charge Pump @ 1000 RPM -_-_-_-_-_-_-_- 250 - 290 PSI
(17.6 - 20.4 kg/cm')
Forward Stall @ 1000 RPM --------------- 4200 - 4600 PSI

(295.3 - 323.4 kg/cm')
Reverse Stall B 1000 RPM -_-_-_-_-_-_-_- 4200 - 4600 PSI

(295.3 - 323.4 kg/cm')
Actual desired pressure values to be recorded in this manual, may vary slightly to
those values shown in hydraulic schematics. When a system is discussed, schematic
values will be used. When a system is tested the actual desired values will be used.
The difference in values is due to inherent restrictions in the system caused by hose
lengths, fittings, etc.

Load Sensor Line
Low Standby = Load Sense Pressure Reducing Valve
High Standby = Load Sense Relief Valve
Pump Outlet Line
Low Standby = Load Sense Pressure Reducing Valve + Flow Compensator Spool Setting
High Standby = Load Sense Relief Valve + Flow Compensator Spool Setting
STEERING AND BRAKE SYSTEM (WITH LOCK PIN)

Pump = Flow Compensator Relief Valve

Charge Pump = Flushing Valve
Forward Stall = Pressure Override Valve
Reverse Stall = Pressure Override Valve
9
HYDRAULIf 2 SCHEMATICS
A
I
/
I
/
_r~t-~~-----_-------__-----____~-~ I
iF‘igure 7 STANDARD BASIC MACHINE (INCLUDES “AWD”) DEG-I 1472 ISSUE “A”
10
CIRCLE
SIrlE SHIFT
,,*Lme d”.Od
____________________----.
STROKE
_____________________--__,
31.76 R.H. BIAS ;gE I:$
I STRaG 49.0
*RTIC”LATION
CYLINDERS I !+I
STANDARD GRADER
Uses: Main System Pump (Husco Control Valves)

Steering & Brake Pump (Engine Mounted) (Steering & Brake System)
PIN
j :z / VALVE / /
t------i------it
/ JUNCTION 1 RELIEF 1 1
I OIL I.---_-I FILTER 1. .-I BLOCK I VALVE 1 I
1 TANK I I I WA
I L
m*-
. . - L. * I
1 ENGINE 1 ISSION
q GRBITRGL STEERING t_. k/w

I UNIT t_, w-- CYLINDERS 1
/ t t
Figure 8 STANDARD GRADER
12
Figure 8, shows that the standard grader consists of two separate hydraulic circuits.
1. The main hydraulic circuit. See page 17.

2. The steering and brake circuit (includes lock pin circuit). See page 48.
MAIN HYDRAULIC CIRCUIT
Figure 8, shows that the main system pump is driven by the transmission.
The main system pump draws oil from the hydraulic oil tank through a 100 mesh strainer located in the bottom of
the tank. It is a flow demand pump, controlled by a load sensing compensator. The compensator sensor line is
connected to the two control valve banks. The sensor lines are used to sense system pressure and control the
swash plate angle of the main system pump by means of the compensator assembly.
When demanded by a control function (ie. moldboard tilt, lift cylinder, etc.) the main system pump flow is directed
to the control valve banks. It then can be directed by mechanically controlled valve spools to various functions.
These functions will be discussed later in their own sections.
Return oil from the control valve banks is routed through a junction block. The oil from the junction block is routed
next to the hydraulic oil filter and then to the hydraulic oil tank.
NOTE: Some control valve functions have independent drain lines which are also connected to the junction block.
This description by no means describes the main hydraulic circuit. It is only intended to show the basic functional
order of components in the system. Refer to the appropriate section of this manual for a complete description and
troubleshooting.
STEERING AND BRAKE HYDRAULIC CIRCUIT (INCLUDES LOCK PIN)
Figure 8, shows that the steering and brake pump is driven by the engine.
The steering and brake pump is a flow compensated pump which responds to a drop in system pressure when flow
is created by the actuation of a function in the circuit. The pump draws oil from the hydraulic oil tank through a 100
mesh strainer located in the bottom of the tank. This oil is then routed to either the orbitrol steering unit or the
double brake check valve.
When the steering wheel is turned a demand for oil is created (by a drop in pressure) and the pump strokes up
to maintain pressure. The orbitrol unit directs the flow of oil to the steering cylinder. Return oil from the cylinders,
first passes back through the orbitrol unit, then is routed to a 150 PSI (10.5 kg/cm”) relief valve located at the
junction block. This relief valve maintains oil in the return line circuit.
NOTE: Emergency steering is made possible by the 150 PSI (10.5 kg/en?) relief valve. In an emergency, the
steering wheel can be turned manually, and steering cylinder oil is then used to steer the unit. The relief
valve blocks the flow of oil from returning to tank.
Oil from the pump directed to the double brake check valve is used to supply the normal wet brakes (located in
rear axle), parking/emergency brake, and lock pin cylinder (if equipped). The double brake check valve splits the
oil into two circuits. Each of these circuits contains an accumulator to supply emergency operating fluid and
pressure. One circuit supplies the L.H. rear axle brake (controlled by the brake valve). The other circuit supplies
oil to the R.H. brake circuit, plus oil to the parking/emergency brake solenoid valve and lock pin solenoid valve (if
equipped) located at the junction block.
13
STANDARD GRADER WITH ALL WHEEL DRIVE (AWD)
Uses: Main System Pump (Husco Control Valves)

All Wheel Drive Charge Pump (AWD Main Pump)
All Wheel Drive Pump (All Wheel Drive System)
Steering & Brake
I OIL FILTER
1 TANK
1 . .
1 ENGINE 1 TRANSMISSION 1
Figure 9 STANDARD GR
Figure 9, shows that the standard grader with all wheel drive (AWD) consists of three separate hydraulic circuits.
1. The main hydraulic circuit. See page 17.

2. The steering and brake circuit (includes lock pin circuit). See page 48.
3. All wheel drive circuit. See page 53.
Figure 9, shows that the main system pump is driven by the transmission.
The main system pump draws oil from the hydraulic oil tank through a 100 mesh strainer located in the bottom of
the tank. It is a flow demand pump, controlled by a load sensing compensator. The compensator sensor line is
connected to the two control valve banks. The sensor lines are used to sense system pressure and control the
swash plate angle of the main system pump by means of the compensator assembly.
When demanded by a control function (ie. moldboard tilt, lift cylinder, etc.) the main system pump flow is directed
to the control valve banks. It then can be directed by mechanically controlled valve spools to various functions.
These functions will be discussed later in their own sections.
Return oil from the control valve banks is routed through a junction block. The oil from the junction block is routed
next to the hydraulic oil filter and then to the hydraulic oil tank.
NOTE: Some control valve functions have independent drain lines which are also connected to the junction block.
This description by no means describes the main hydraulic circuit. It is only intended to show the basic functional
order of components in the system. Refer to the appropriate section of this manual for a complete description and
troubleshooting.
ALL WHEEL DRIVE CIRCUIT
Figure 9, shows that the all wheel drive charge and main pumps are driven by the transmission.
The All Wheel Drive (AWD) charge pump draws oil from the hydraulic oil tank through a 100 mesh strainer located
in the bottom of the tank. The charge pump flow is then routed through the AWD hydraulic oil filter, before entering
the closed loop main pump portion of the AWD system.
The main pump portion of the AWD system is controlled electronically by magnetic sensors and a control module.
When the system is turned “ON” the control module maintains a ratio between the magnetic sensor signals
(impulses). When demanded by the system the pump delivers oil flow to the AWD Hydraulic Integrated Circuit (HIC)
Valve. The HIC valve in turn controls the flow of oil to and from the AWD motors and gearbox reverse clutch packs.
The HIC valve also controls the oil for cooling of the system, and reverse travel direction differential pressure in
the motors.
Drain lines from the pump, HIC valve and motors return directly to the hydraulic oil tank.
This description by no means describes the AWD system. It is only intended to show the basic functional order of
components in the system. Refer to the appropriate section of this manual for a complete description and
troubleshooting.
15
STEERING AND BRAKE HYDRAULIC CIRCUIT (INCLUDES LOCK PIN)
Figure 9, shows that the steering and brake pump is driven by the engine.
The steering and brake pump is a flow compensated pump which responds to a drop in system pressure when flow
is created by the actuation of a function in the circuit. The pump draws oil from the hydraulic oil tank through a 100
mesh strainer located in the bottom of the tank. This oil is then routed to either the orbitrol steering unit or the
double brake check valve.
first passes back through the orbitrol unit, then is routed to a 150 PSI (10.5 kg/cm*) relief valve located at the
NOTE: Emergency steering is made possible by the 150 PSI (10.5 kg/c&) relief valve. In an emergency, the
pressure. One circuit supplies the L.H. rear axle brake (controlled by the brake valve). The other circuit supplies
oil to the R.H. brake circuit, plus oil to the parking/emergency brake solenoid valve and lock pin solenoid valve (if
16
DETAILED HYDRAULIC SYSTEMS
Presented in this section are the three hydraulic circuits mentioned in the overview portion of this manual.
LINES
L L /
Figure 10 MAIN HYDRAULIC CIRCUIT
All flow to the main system pump must pass through a 100 mesh strainer located in the bottom of the tank. The
strainers are serviceable items and must be cleaned whenever the hydraulic oil tank is drained during regular
service intervals. Refer to the Operator’s Manual for these intervals.
The main system pump is an axial piston, variable displacement pump used to create flow in the main hydraulic
system. The amount of flow created is dependent upon system requirements. In neutral, demand for flow is near
0 GPM (0.0 Q/min) and the pump destrokes. (This also occurs when the system goes into high pressure standby.)
When several functions are moving, demand for flow is high and the pump may stroke to its maximum angle.
The compensator assembly at the top of the pump receives pressure signals from the control valve banks. These
signals determine pump output.
Pump flow is directed to the R.H. and L.H. control valve banks. The control valve banks can control from nine to
fourteen functions. These valves are, closed center, closed port type, with spring centered, manually operated
spools. Three flow rates are used: 5 GPM (18.9 Q/min), IO GPM (37.9 timin), and 20 GPM (75.7 Q/min) at a
maximum differential pressure drop across the spool. When the operator pulls a control lever, flow is out port “A’
of the control valve.
The valve(s) incorporates the flow divider principle in its operation. The advantage of the flow divider principle over
conventional means of compensation is the ability to control multi-function operation when flow demand exceeds
pump capacity. This means that all operating circuits will continue to function regardless of differences in their load
and regardless of the pump flow. The flow relationships specified between functions will be maintained over the
full flow range of the pump.
The simplified schematic/layout (shown in Figure 11) illustrates the dynamic interrelationship of the load sense
shuttle (1, Figure 1 I), the compensator (2), the directional spool or variable orifice (3), combined with a variable
volume pressure compensated load sense pump (4).
NOTE: View Figure 72, at the same time as Figure 7 1. Figure 72 contains the legend for both figures.
17
l
L _______-__..._ ____________
t
/@J
gure I I
18
MODEL 5000CC LOAD-SENSE SYSTEM AND EHP SUPPLY
KEY APPLIES TO
PAGES 5. 8 AND 13
8 LOAD SENSE SHUTTLE $ EHP PILOT DRAIN g LOAD SENSE PORT O-

19 0 RINGS TO
(NOT RED'D
SEAL OFF EHP SUPPLY
ON MANUAL ASSY'S)
023 LOAD SENSE SHUTTLE SIGNAL
LINE FROM WORK PORT
2 COMPENSATOR 8 PUMP SUPPLY (FROM INLET PORT) 14 RETURN CORE (TO TANK/OUTLET) FEEDER CORE (BRIDGE1
PUMP SUPPLY AFTER SPOOL TO COMP. @ BIAS SPRING 020 TIE ROD HOLE
84 spooL
PUMP (PG 5) LOAD SENSE TURNAROUND g MTG. HOLES (USE 3 OF 4) 821 SECTION LOAD SENSE SIGNAL LINE
@ OPTIONAL AUX VALVE PORT
(FOR WORK PORT RELIEF)
@ WORK PORT FEEDER CORE (BRIDGE) 0 INLET PORT 17 AUX PORT FOR LOAD SENSE RELIEF 2 LOAD SENSE SIGNAL AND 025WORK PORT
06 EHP PILOT SUPPLY OU

COMPENSATOR SIGNAL LINE
END COVER O-RING FACE SPOOL SECTION - NON O-RING FACE SIDE SPOOL SECTION O-RING FACE END COVER - NON O-RING FACE
16656
After the spool is activated the work port load pressure is transmitted
to bridge (5, Figure 11). The load sense shuttle (1) in turn transmits the
highest work port pressure to the load sense port of the pump (4) and
all the compensators (2) within the valve assembly. Pump (4) responds
to load sense signal with load sense pressure plus pump margin or
differential. It is this pressure margin or differential that overcomes the
compensators (2) and permits flow to bridge (5) and work pot-l A or B.
This system establishes constant pressure differential across a variable
orifice spool (3). At full stroke of spool (3) the maximum orifice can be
determined, thus creating spool flow ranges (i.e. 5,10,20 GPM) at a
predetermined pressure differential at the spool (3). It is this working
combination of components that sets up the flow dividing principle on
which the CompChek Valve Technology is based.
Two other components are found in the load sensing circuit.
1. L.S. Pressure Reducing Valve in the outboard end plate of the

L.H. valve bank (Figure 14).
2. L.S. Relief Valve in the outboard section of the R.H. valve

bank (Figure 15).
16835
Figure 13 CUTAWAY VIEW OF
TYPICAL CONTROL VALVE SECTION
A II 6
2300
PSI
I--
l
i
I
I
IO GPM I/ j ;
I 16994
Figure 14 L.S. PRESSURE REDUCING VALVE Figure 15 L.S. RELIEF VALVE IN THE
IN THE OUTBOARD END PLATE OF THE L.H. OUTBOARD SECTION OF THE R.H. VALVE
VALVE BANK BANK
The L.S. Pressure Reducing Valve is used to fill the L.S. circuit to 140 PSI (9.8 kg/cm’) to insure quick response
when a valve is actuated. This pressure is read at test port “2” (Figure 4) with all controls in neutral.
The L.S. Relief Valve limits the maximum pressure in the L.S. circuit to 2300 PSI (161.7 kg/cm*). This maximum
can be read at test port “2” (Figure 4) when a control valve is stalled by bottoming a cylinder. With the pump
compensator pressure differential at 220 PSI (15.5 kg/cm*), the pump outlet maximum pressure is 2520 PSI
(177.2 kg/cm*). This pressure can be read at test port “1” (Figure 4) when test port “2” (Figure 4) is at 2300 PSI
(161.7 kg/cm*).
20
All oil returning to tank from the main system passes through the junction block and filter. This includes oil from the
circle motor drain and float valve drain/makeup circuits. Return flow from control valve circuits and L.S. valve drains
also passes through the filter. The filter element has a j310 rating of 6 to 15. A filter bypass valve opens if the
element restricts the flow more than about 44 f4 PSI (3.1 f0.3 kg/cm*). At 28 f4 PSI (2.0 f0.3 kg/cm*) restriction,
the warning lamp on the control console turns “ON.” If the light comes “ON” when oil is at operating temperature,
the filter should be changed.
All troubleshooting for the control valve functions are covered in “Main System Control Valve Functions” section
of this manual (See page 33).
Figure 16, shows a typical L.H. control valve section

schematic. The R.H. control valve schematic differs slightly in
the way that the shuttle ball is shown.
B II A
When looking at the individual main system control valve

function circuits that follow, refer back to this illustration and
Figure 17 thru Figure 22 for clarification of operational detail.
SHUTTLE
‘7
P
l IO GPM
Figure 16 L.H. CONTROL VALVE SCHEMATIC
21
Figure 17 thru Figure 22, shows a L.H. valve spool in three positions; “NEUTRAL” (CENTER), “PULLED”
(PRESSURIZED “B” PORT), and “PUSHED” (PRESSURIZED “A” PORT).
“NEUTRAL” (CENTER)
When the control valve spool is in its “NEUTRAL” (CENTER) position the flow of oil to either the “A” or “B” ports
is blocked. Also note that the valve spool blocks the flow of oil at three points.
1. The center portion of the valve spool is closed preventing oil from the pump to act upon the compensator.
2. The flow oil, to or from the control valve function (i.e. cylinder) is block from the return oil passage or bridge
passage, at the “A” port.
2. The flow oil, to or from the control valve function (i.e. cylinder) is block from the return oil passage or bridge
passage, at the “A” port.
These three blockages is why the control valve are called closed center, close port type valves.
The pump compensator reduces pressure to 220 PSI (15.5 kg/cm*) above the load sense line pressure of 140 PSI
(9.8 kg/cm*). This results in a reading of 360 PSI (25.3 kg/cm*) at test port “2” (Figure 4) when system is at low
ressure standbv.
SHUTTLE
Ls
P
IO GPM
‘igure 18
igure 17 CROSS SECTION OF VALVE

SHOWING FLOW IN NEUTRAL
POSITION
22
“PULLED” (PRESSURIZED “B” PORT)
MAIN PUMP
SUPPLY OIL
PILOT OIL
STATIC OIL
RETURN OIL
SHUTTLE
16854A
Figure 20
:igure 19 CROSS SECTION OF VALVE

SHOWING FLOW CONTROL VALVE
PULLED
When the control lever is pulled, oil flow from the pump is allowed to pass through the (now opened) center portion
of the valve section and open the compensator. With the compensator opened oil passes through the bridge and
is then allowed to flow out the (now opened) “B” port.
At the same time that the compensator opens the pressurized oil is allowed to shift the load sense shuttle. When
the load shift shuttle is shifted, the 140 PSI (9.8 kg/cm’) load sense line pressure is blocked off from all control
valve down stream from the shuttle. System pressure is in turn sensed by these shuttles.
Return oil from the control function is allowed to enter port “A” and pass over the (now opened) valve spool and
return to tank.
NOTE: Remember that when a valve section is in the R.H. bank that the flow is out the opposite “A” port and
return oil enter the “B” port.
23
“PUSHED” (PRESSURIZED “A” PORT)
MAIN PUMP
SUPPLY OIL
PILOT OIL
SHUTTLE
IO GPM
16854B
Figure 22
igure 21 CROSS SECTION OF VALVE

SHOWING FLOW CONTROL VALVE
PUSHED
When the control lever is pushed, oil flow from the pump is allowed to pass through the (now opened) center
portion of the valve section and open the compensator. With the compensator opened oil passes through the bridge
and is then allowed to flow out the (now opened) “A” port.
At the same time that the compensator opens the pressurized oil is allowed to shift the load sense shuttle. When
the load shift shuttle is shifted, the 140 PSI (9.8 kg/cm’) load sense line pressure is blocked off from all control
valve down stream from the shuttle. System pressure is in turn sensed by these shuttles.
Return oil from the control function is allowed to enter port “B” and pass over the (now opened) valve spool and
return to tank.
NOTE: Remember that when a valve section is in the R.H. bank that the flow is out the opposite “B” port and
return oil enter the “A” port.
24
3=
.-
?t!y
.x-4$
Ill
Figure 23 MAIN HYDRAULIC CIRCUIT HYDRAULIC SCHEMATIC FROM DEG-I 1472 ISSUE “A” (Figure 7)
Hydr
Control Valve
Tank
Banks
Drain
Junction
Block
Oil
4
Filter
16493A 1
Main System Pump Troubleshooting Chart
No flow in all functions. No oil in system. Add oil.
Low or no sensor line signal to Unplug sensor line.

pump compensator.
Defective pump compensator Repair or replace compensator.

assembly.
Defective main system pump. Repair or replace pump.
All secondary functions slow or Low hydraulic oil tank level. Add oil
inoperable.
Low or no signal to pump Unplug load sensor line.
compensator.
Defective pump compensator Repair or replace compensator.

assembly.
Defective pump. Repair or replace pump.
R.H. & L.H. Control Valve Troubleshooting Chart
One secondary function is Control linkage not allowing valve Free control linkage.
defective. All other functions are spool to move.
normal.
External leakage between valve Damaged O-ring. Replace O-ring.

sections.
Improper tie rod torque. Check torque on tie rods.
Excessive work port leakage. Spool not fully centered. Check linkage, to ensure spools
NOTE: In neutral the load sense
port of a valve should
read return line pressure.
If it does not, it may
indicated that a spool is
not centered.
Load sense seal between inlet Inspect seal.

section and first spool section
leaking.
Improper tie rod torque. Check torque on tie rods.
27
Spool flow to high or to low. Spool not fully stroked (low flow). Check linkage, to ensure spools
Improper differential pressure Check standby pressure setting

between inlet and load sense and load sense plumbing.
ports.
Supply from pump not adequate Check pump displacement.

to obtain flow.
NOTE: This cause will usually

indicate itself by exhibiting
normal inlet/load sense
differential pressures at
the start of the spool
stroke with falling
differential pressures at
the end of the spool
stroke.
Supply from pump not adequate Low fluid level. Fill fluid to correct level.
to obtain flow.
Unable to operate two sections Loss of inlet/load sense This can occur when the pump
simultaneously. differential pressure. compensator or relief setting, is
overloaded. Make sure that the
relief valve in the valve is set to
230 PSI (16.2 kg/cm’) below the
maximum system pressure.
Fluctuating or unstable differential Check load sense line between

pressure between the valve’s inlet valve and pump for crimps or
and load sense port. blockage.
NOTE: If this is the possible Check pump compensator.

cause, symptoms will
normally exhibit
themselves in all sections
with in the valve stack. Check supply flow for adequate
maintained differential pressure.
Spool position changing erratically Check linkage for proper

- manual valves. operation.
28
Excessive pressure in neutral. Load sensing cartridge plugged. Inspect cartridge for
contamination, clean and inspect,
Spools not fully centered. Check linkage to make sure

spools are centered.
Both R.H. & L.H. control valve Screen located in L.H. control Clean screen.
banks functions are sluggish. valve bank inlet section may be
clogged with contamination.
NOTE: All sensor line pressure

signals to both control
valves must pass through
this screen. If the screen
is clogged, back pressure
to the pump compensator
assembly will destroke the
main system pump
causing low flow.
All R.H. control valve bank Shutoff plug located in outlet Tighten shutoff plug to ensure
functions are sluggish. section of R.H. control valve bank that it is fully seated in the outlet
is not seated. section of the R.H. control valve
bank. 30 - 50 Ibf ft (4.1 -
NOTE: If this plug is loose, the 6.9 kg*m).
system will go into a
condition where main
system pressure will enter
the sensor line portion of
the circuit and will
destroke the main system
pump causing low flow.
All L.H. control valve bank Shutoff plug located in inlet Tighten shutoff plug to ensure
functions are sluggish. section of L.H. control valve bank that it is fully seated in the inlet
is not seated. section of the L.H. control valve
bank. 30 - 50 Ibf ft (4.1 -
NOTE: If this plug is loose, the 6.9 kgam).
system will go into a
condition where main
system pressure will enter
the sensor line portion of
the circuit and will
destroke the main system
pump causing low flow.
29
Main Hydraulic System Specification
LOAD SENSOR LINE (TEST PORT “2”)

LOW STANDBY . . . . . . . . . . . . . . . . . . . 120 - 160 PSI (8.4 - 11.2 kg/cm*) Q 1000 f25 RPM
120 - 160 PSI (8.4 - 11.2 kg/cm*) Q 2500 f25 RPM
HIGH STANDBY . . . . . . . . . . . . . . . 2250 - 2400 PSI (158.2 - 168.7 kg/cm*) Q 1000 f25 RPM
2250 - 2400 PSI (158.2 - 168.7 kg/cm*) Q 2500 f25 RPM
PUMP OUTLET LINE (TEST PORT “1”)

LOW STANDBY . . . . . . . . . . . . . . . . . . 340 - 400 PSI (23.9 - 28.1 kg/cm*) Q 1000 f25 RPM
340 - 400 PSI (23.9 - 28.1 kg/cm*) Q 2500 f25 RPM
HIGH STANDBY . . . . . . . . . . . . . . . . . . . 2470 - 2640 PSI (173.6 - 185.6 kg/cm*) Q 1000 f25 RPM
2470 - 2640 PSI (173.6 - 185.6 kg/cm*) Q 2500 f25 RPM
NOTE: Actual desired pressure values to be recorded in this manual, may vary slightly to those values shown in
hydraulic schematics. When a system is discussed, schematic values will be used. When a system is tested
the actual desired values will be used. The difference in values is due to inherent restrictions in the system
caused by hose lengths, fittings, etc.
Test Port Locations
PUMP OUTLET LINE PRESSURE TEST PORT “1” Located in pump outlet elbow on R.H. rear side of main
system pump when viewing from rear of grader. Grill must
be removed to gain access to test port.
LOAD SENSOR LINE PRESSURE TEST PORT “2” Located on R.H. top side of main system pump when
viewing from rear of grader. Grill must be removed to
gain access to test port.
30
Test Procedure
Low Pressure Standby
1. Shutdown engine and set parking brake.
2. Connect a calibrated 600 PSI (42.2 kg/cm*) gauge to

load sensor line pressure test port “2” (Figure 25).
3. Connect a calibrated 600 PSI (42.2 kg/cm*) gauge to

pump outlet line pressure test port “1” (Figure 25).
4. Start engine and set engine

- speed control lever to 1000
*25 RPM.
5. Leave all hydraulic control levers in their “NEUTRAL” Figure 25 MAIN SYSTEM PUMP OUTLET TEST
(at rest) positions. PORT (1); LOAD SENSING SIGNAL LINE TEST
PORT (2)
A WARNING! DO NOT operate control
levers. To do so could result in damage
to pressure gauge.
6. Have other person, record both load sensor and pump outlet pressure readings.
A. Load sensor line low standby must be 120 - 160 PSI (8.4 - 11.2 kg/cm*) Q 1000 f25 RPM.
Actual Reading
B. Pump outlet low standby must be 340 - 400 PSI (23.9 - 28.1 kg/cm*) Q 1000 f25 RPM.
Actual Reading
7. Set engine speed control lever to 2500 f25 RPM.
8. Leave all hydraulic control levers in their “NEUTRAL” (at rest) positions.
A WARNING!
gauge.
DO NOT operate control levers. To do so could result in damage to pressure
A. Load sensor line low standby must be 120 - 160 PSI (8.4 - 11.2 kg/cm*) Q 2500 f25 RPM.
Actual Reading
B. Pump outlet low standby must be 340 - 400 PSI (23.9 - 28.1 kg/cm*) Q 2500 f25 RPM.
Actual Reading
10. Shutdown engine after recording pressure readings.
31
High Pressure Standby
2. Connect a calibrated 5000 PSI (351.5 kg/cm’) gauge to load sensor line pressure test port “2” (Figure 25).
3. Connect a calibrated 5000 PSI (351.5 kg/cm’) gauge to pump outlet line pressure test port “1” (Figure 25).
4. Start engine and set engine speed control lever to 1000 f25 RPM.
5. Bottom leaning wheel cylinder (moldboard tilt, moldboard shift or circle shift cylinders could be used), while
holding control valve fully “OPEN.”
A. Load sensor line high standby must be 2250 - 2400 PSI (158.2 - 168.7 kg/cm*) Q 1000 f25 RPM.
Actual Reading
B. Pump outlet high standby must be 2470 - 2640 PSI (173.6 - 185.6 kg/cm*) Q 1000 f25 RPM.
Actual Reading
Actual Reading
Actual Reading
32
Main System Control Valve Functions
Scarifier Cylinders
The optional scarifier control uses the 20 GPM (75.7 Q/min) control valve. Also, a double pilot check valve with
crossline relief is used to protect the rod ends of the cylinders from damaging impacts when control valve is in
neutral.
NOTE: Refer to Figure 16, for operational detail of control valve.
Double Pilot Check Valve Function

SCARIFIER
CYLINDERS (OPT.1
When the scarifier control lever is “PUSHED,”
3.50
oil flow is routed to port “VH” of the double EoOEE I .50
pilot check valve with crossline relief. Oil is STROKE 19.75
allowed to pass freely over the pilot check

valve between ports “VH” and “CH.” A pilot
line from port “VH” opens the pilot check
valve located between ports “CR” and “VR.”
This allows the rod end oil being exhausted to
pass over this pilot check valve. When the
control lever is returned to neutral, springs 2700 PSI
close the pilot check valve poppets and the oil
is trapped, preventing the cylinders from DOUBLE PILOT CHECK VALVE
3:i PILOT RATIO
drifting. WITH CROSS PORT RELIEF
When the scarifier control lever is “PULLED,”

oil flow is routed to port “VR” of the double
pilot check valve with crossline relief. Oil is
allowed to pass freely over the pilot check
valve between ports “VR” and “CR.” A pilot
line from port “VR” opens the pilot check
valve located between ports “CH” and “VH”
and allows the base end oil being exhausted
to pass over this pilot check valve. When the
control lever is returned to neutral, springs
close the pilot check valve poppets and the oil
is trapped, preventing the cylinders from
drifting.
E 16837
HCJUre 26 SGHKII-ItK GIKGUI I
The two pilot check valves operate at a 3:l
ratio. This means that pilot pressure required
to open the check valve must be at least l/3 of the pressure being exerted by the exhaust oil against the check
valve poppet that is trying to kept it closed. This causes a controlled flow and movement of the cylinders, preventing
a free falling of them.
33
LEGEND FOR (Figure 27)
A) FLOATING BODY
B) CHECK POPPET ASSEMBLY
C) CHECK SEAT
D) CHECK SPRING
E) PISTON RETURN SPRING
F) PILOT PASSAGE
NTROLLED FLOW
G) THREAD AND STATIC SEAL
ASSEMBLY
Figure 27, shows a typical cutaway view of one of the pilot

’ FLOW v/
check valves. A pilot piston is provided which, upon receipt
of a pressure signal, will physically force the check poppet
from its seated position. This establishes flow through the
valve in either direction. Figure 27, illustrates the check F’lgure 27 CUTAWAY VIEW OF PILOT OPERATED
poppet (B) which closes and seals on seat (A). CHECK VALVE
This allows free flow from “Port 2” to “Port 1 .‘I Pilot flow at “Pot-l 3” through passage (F), actuates the piston. This
causes the piston to shift to the right. This opens the valve to flow in either direction. When pilot pressure is
released, spring (E) retracts the pilot piston. Spring (D) urges the poppet to the closed position.
Crossline Relief Valve Function
If the control valve is in “NEUTRAL” and an outside force for some reason should cause the scarifier cylinders to
extend (causing oil pressure to rise), a 2700 PSI (189.8 kg/cm*) crossline relief valve is located between ports “CR”
and “CH.” This valve will allow oil to circulate from the rod end to the base end of the cylinders. This circulation
of oil prevents the cylinders from being damaged.
On the other hand oil can not circulate from the base end to the rod end of the cylinder, preventing cylinder
movement when ripping materials.
34
R.H. & L.H. Blade Lift Cylinders
The blade lift circuits use 10 GPM (37.9 Q/min) control valves with dual counterbalance valves as a standard
feature. These holding valves eliminate blade drift while still allowing smooth control when lowering the blade. A
2700 PSI (189.8 kg/cm’) crossline relief valve is incorporated between the extended and retracted sides to prevent
rod extension overload damage to the cylinder when the control valve is in neutral.
Available as an option are blade float valves used primarily when plowing snow. These valves are electrically
operated from switches on the instrument console. When switched on, the solenoid valve unblocks both pilot
checks. This allows oil to flow between the rod and base end of the cylinder as the blade rises and falls to follow
the contour of the road. Makeup oil is available from the tank return circuit to prevent cavitation in the cylinder.
RH BLADE LIFT
LH BLADE LIFT ACWLJ~L~TOR CYLINDER
CYLINDER
3.50
l%iE
3.50
2.00
60 IN"
2500 PSI
EiF’
STROKE
2.00
49.00
STROKE 49.00 PRECHARGE
ACC~~b&AJOR
.
60 IN’
2500 PSI
DUAL C’BALANCE PRECHARGE
VALVE WITH
CROSS PORT RELIEF I I
I I I
r
I
FLOAT I
VALVE r----J\. ------- I
(OPT.1 1 LdL____7
CRt ,T CH I
I
LEE
(OPT.)
’
1
2700 PSI _--_c-- CR ‘T CH
3000 PSI
-_A--
3000
PSI
3000
PSI
D
16838 1 IO GPH 1
Figure 28 L.H. BLADE LIFT CIRCUIT

K
16939
Figure 29 R.H. BLADE LIFT CIRCUIT
35
Also available is an optional accumulator installed at the base end of the cylinder to cushion the blade lift assembly
from excessive shock loading when the control valve is in neutral. The accumulator is charged with nitrogen to
2500 PSI (175.8 kg/cm’).
Dual Counterbalance Valve Function
Both the R.H. and L.H. blade lift circuits function in the same manner.
When one of the blade lift control levers is “PUSHED” to lower the blade (extend cylinder), oil flow is routed to port
“VH” of the dual counterbalance valve with crossline relief. Oil is allowed to pass freely over the check valve
located between ports “VH” and “CH.” A pilot line from port “VH,” combined with a pilot line form port “CR” opens
the 3000 PSI (210.9 kg/cm”) relief valve, located between ports “CR” and “VR.” This allows the rod end oil being
exhausted to pass through the relief valve. When the control lever is returned to neutral, a spring closes the relief
valve and the oil is trapped, preventing the cylinder from drifting.
When one of the blade lift control levers is “PULLED” to raise the blade (retract cylinder), oil flow is routed to port
“VR” of the dual counterbalance valve with crossline relief. Oil is allowed to pass freely over the check valve
located between ports “VR” and “CR.” A pilot line from port “VR,” combined with a pilot line form port “CH” opens
the 3000 PSI (210.9 kg/cm”) relief valve, located between ports “CH” and “VH.” This allows the base end oil being
exhausted to pass through the relief valve. When the control lever is returned to neutral, a spring closes the relief
valve and the oil is trapped, preventing the cylinder from drifting.
The counterbalance relief valves function at a 4.51 ratio. This means that when pilot pressure from the inlet port,
times 4.5, plus the pilot pressure from the exhaust port equals 3000 PSI (210.9 kg/cm”) plus return oil back
pressure or greater the relief valve will compress the spring opening the valve. That is in the form of a formula;
When (VH x 4.5) + CR = VR + 3000 PSI (210.9 kg/cm”) the cylinder will extend.
When (VR x 4.5) + CH = VH + 3000 PSI (210.9 kg/cm”) the cylinder will retract.
This 4.5:l pilot ratio allows the system pressure (which has a maximum of 2300 PSI (161.7 kg/cm’)) to open the
3000 PSI (210.9 kg/cm’) relief valve.
A) FLOATING BODY
C) CHECK SEAT AND VALVE
SPOOL ASSEMBLY CYLINDER
D) CHECK SPRING
3” MoOOR
E) MAJOR BIAS SPRING
F) PILOT PASSAGE
h \‘A1
Figure 30, shows a cutaway view of one of the “VR” (\\\‘
counterbalance valves. VALVE
.,31)a5
CC”.3
NOTE: For descriptive purposes the action of

the valve will be discussed for :igure 30 CUTAWAY VIEW OF COUNTERBALANCE VALVE
lowering the blade.
36
Positive internal piloting pressure from supply line “VH,” opposite the controlled (counterbalanced) line “CR” is
utilized with the load induced pressure from line “CR” (Figure 30) pushing against the check valve seat end of the
spool, to open the valve. With the pilot assist feature, internal pilot pressure from supply line “VH” (Figure 30)
effectively reduces the pressure setting of the valve by allowing pilot pressure through pilot passage (F). This forces
the check seat and valve spool assembly (C) to the left against the major bias spring (E). The loaded machine
member is restrained until pressure is available from the opposite cylinder line “CR.” That means the actuator
cannot move faster than the speed resulting from the pressurized supply (pump) fluid in line “VH.” This action
permits smooth, positive control of overrunning loads and cushioned deceleration. This positive control of
overrunning loads occurs due to the drop in pressure that takes place during the overrun condition in the supply
pilot line “VH.” This allows the major bias spring (E) to move the valve spool assembly to the right closing the
valve.
Crossline Relief Function
If the control valve is in “NEUTRAL” and an outside force for some reason should cause the lift cylinders to extend
(causing oil pressure to rise), a 2700 PSI (189.8 kg/cm’) crossline relief valve is located between ports ‘CR” and
“CH.” This valve will allow oil to circulate from the rod end to the base end of the cylinders. This circulation of oil
prevents the cylinders from being damaged.
On the other hand oil can not circulate from the base end to the rod end of the cylinder, preventing cylinder
movement when grading.
Float Valve Function
The function of the float valve as previously described is to allow oil to circulate from the cylinder rod end to the
base end, and vice versa. This takes place when the electric float switches are actuated. When the electric solenoid
valve is not actuated, oil is only free to flow to and from the dual counterbalance valve to the rod end and base end
of the cylinder. A spring loaded spool in the solenoid valve keeps the pilot line pressure equal on both sides of the
two poppet valves by preventing oil on the spring side of the two poppets from flowing to tank. This lack of oil
movement equalizing the pressure, along with the springs keeps the check valve poppets closed and prevents oil
from flowing between them. When the solenoid valve is actuated, the spool within the valve opens, allowing pilot
oil on the spring side of the poppet valves to return to tank, when pilot pressure exerted on the cylinder pilot lines
push the poppets open. The oil is then allowed to pass over the opposite check valve poppet to the other end of
the cylinder. Lack of oil or excess oil is allowed to flow to and from the tank depending on which direction the
cylinder is moving.
37
Blade Shift Cylinder
Flow to the blade shift cylinder must pass through the circle swivel block. This rotary distribution blocks stationary
center pin is mounted under the drawbar cover plate, and the outer housing rotates with the circle. The new type
lip seal replaces the previous O-ring for improved service life.
The blade shift control uses the 10 GPM (37.9 Q/min) control valve with no holding valve in the circuit.
When the control lever is “PUSHED,” oil is directed through the swivel block to
the rod end of the cylinder causing the moldboard to slide to the left. BLADE SHIFT
CYLINDER
When the control lever is “PULLED,” oil is directed through the swivel block to
the base end of the cylinder causing the moldboard to slide to the right.
EzE
STROKE
EE
50: 00
SHUT TLE
‘7
P
L-!Y!-l
C 16840
Figure 31 BLADE SHIFT
CIRCUIT

I I I
Blade shift cylinder moves when When unit has moldboard tilt Replace seals in hydraulic oil
moldboard tilt cylinders are cylinders the hydraulic oil swivel swivel block.
actuated. block seals may be bypassing oil
to the blade shift cylinder circuit or
vice versa.
Erratic or jerky movement when Lack of lubricant on moldboard Clean and lubricate moldboard
blade shift cylinder is actuated. slide rail and/or bushing. slide rail and bushings as outlined
in Operator’s Manual.
38
Circle Reverse Motor
The circle motor control uses the 20 GPM (75.7 Q/min) control valve to direct oil straight to the geroter style motor.
No holding valve is needed because of the worm gear type of reduction before the drive pinion. The circle reverse
motor has an independent drain line back to the hydraulic junction block.
When the control lever is “PUSHED,” oil is directed through the swivel block
to circle reverse motor causing the moldboard to move in a counterclockwise
direction.
When the control lever is “PULLED,” oil is directed through the swivel block
to circle reverse motor causing the moldboard to move in a clockwise
direction.
SHUl
6 16841
Figure 32 CIRCLE REVERSE
MOTOR CIRCUIT

I I
Circle lacks power or will not Circle needs lubrication or is out Lubricate or adjust circle. Refer to
move. All other functions normal. of adjustment. appropriate section for circle
adjustment.
Circle reverse motor is defective. Repair or replace circle reverse

motor.
39
Moldboard Tilt Cylinders
Flow to the moldboard tilt cylinder must pass through the circle swivel block. This rotary distribution blocks
stationary center pin is mounted under the drawbar cover plate, and the outer housing rotates with the circle. The
new type lip seal replaces the previous O-ring for improved service life.
The moldboard tilt circuit in the left hand valve bank uses a 5 GPM (18.9 Q/min) control valve and double pilot
check valve.

MOLDBOARD TILT
When the moldboard tilt control lever is “PUSHED” to tilt the blade CYLINDERS
forward, oil flow is routed through the swivel block to port “V2” of !%zE :-2:
the double pilot check valve. Oil is allowed to pass freely over the STROKE 8:72
pilot check valve between ports “V2” and “C2.” A pilot line from
port “V2” opens the pilot check valve located between ports “Cl”
and “Vl .” This allows the rod end oil being exhausted to pass over
this pilot check valve. When the control lever is returned to neutral,
springs close the pilot check valve poppets and the oil is trapped,
preventing the cylinders from drifting. DOUBLE PILOT
CHECK VALVE
3:l PILOT RAT‘IO
When the moldboard tilt control lever is “PULLED” to tilt the blade
rearward, oil flow is routed through the swivel block to port “VI” of
the double pilot check valve. Oil is allowed to pass freely over the
pilot check valve between ports “VI” and “Cl .” A pilot line from
port “Vl” opens the pilot check valve located between ports “C2”
and “V2.” This allows the base end oil being exhausted to pass
over this pilot check valve. When the control lever is returned to
neutral, springs close the pilot check valve poppets and the oil is
trapped, preventing the cylinders from drifting.
The two pilot check valves operate at a 3:l ratio. This means that
pilot pressure required to open the check valve must be at least l/3 SWIVEL
of the pressure being exerted by the exhaust oil against the check BLOCK
valve poppet that is trying to kept it closed. This causes a controlled
flow and movement of the cylinders, preventing a free falling
condition.
SHUTTLE
‘7
P
16842
Figure 33 MOLDBOARD TILT CIRCUIT
40
4 FLOATING BODY
Cl CHECK SEAT
D) CHECK SPRING
El PISTON RETURN SPRING
F) PILOT PASSAGE
NTROLLED FLOW
ASSEMBLY
Figure 34, shows a typical cutaway view of one of the pilot

check valves. A pilot piston is provided which, upon receipt
of a pressure signal, will physically force the check poppet
from its seated position. This establishes flow through the
valve in either direction. Figure 34, illustrates the check ‘igure 34 CUTAWAY VIEW OF PILOT OPERATEC
poppet (B) which closes and seals on seat (A). ZHECK VALVE
This allows free flow from “Port 2” to “Port 1 .I’ Pilot flow at “Port 3” through passage (F), actuates the piston,
causing it to shift to the right. This opens the valve to flow in either direction. When pilot pressure is released, spring
(E) retracts the pilot piston. Spring (D) urges the poppet to the closed position.
Moldboard tilt cylinders move When unit has moldboard tilt Replace seals in hydraulic oil
when blade shift cylinder is cylinders the hydraulic oil swivel swivel block.
actuated. block seals may be bypassing oil
to the moldboard tilt cylinder
circuit or vice versa.
Erratic or jerky movement when Lack of lubricant on ball caps Clean and lubricate ball caps as
moldboard tilt cylinders are and/or pivot points. outlined in Operator’s Manual.
actuated.
41
Articulation Cylinders
The articulation control circuit uses a 10 GPM (37.9 Q/min) control valve and dual counterbalance holding valve
without crossline relief. This valve prevents the frame halves from drifting while still allowing smooth control when
articulating the grader.

ARTICULATION
CYLINDERS
When the articulation control lever is “PUSHED” to articulate the frame to
the left, oil flow is routed to port “V2” of the dual counterbalance valve. Oil 3.50
Z%’ 2.00
is allowed to pass freely over the check valve located between ports “V2” STROKE 10.50
and “C2.” A pilot line from port “V2,” combined with a pilot line form port
“Cl” opens the 3000 PSI (210.9 kg/cm”) relief valve, located between
ports ‘Cl” and “Vl .” This allows the oil being exhausted to pass through
the relief valve. When the control lever is returned to neutral, a spring
closes the relief valve and the oil is trapped, preventing the cylinders from
drifting.
When the articulation control lever is “PULLED” to articulate the frame to

the right, oil flow is routed to port “Vl” of the dual counterbalance valve.
Oil is allowed to pass freely over the check valve located between ports
“VI” and “Cl .” A pilot line from port “Vl,” combined with a pilot line form
port X2” opens the 3000 PSI (210.9 kg/cm”) relief valve, located between
ports X2” and “V2.” This allows the oil being exhausted to pass through
the relief valve. When the control lever is returned to neutral, a spring
“‘IIlJV2
closes the relief valve and the oil is trapped, preventing the cylinders from C’BALANCE
drifting.
The counterbalance relief valves function at a 4.51 ratio. This means that
when pilot pressure from the inlet port, times 4.5, plus the pilot pressure
from the exhaust port equals 3000 PSI (210.9 kg/cm’) plus return oil back
pressure or greater the relief valve will compress the spring opening the
valve. That is in the form of a formula;
When (V2 x 4.5) + Cl = Vl + 3000 PSI (210.9 kg/cm”) the cylinder will
extend.
When (Vl x 4.5) + C2 = V2 + 3000 PSI (210.9 kg/cm’) the cylinder will P
IO GPH
retract. II II --
H 16843
This 4.5:l pilot ratio allows the system pressure (which has a maximum
of 2300 PSI (161.7 kg/cm”)) to open the 3000 PSI (210.9 kg/cm’) relief Ygure 35 ARTICULATION CIRCUI-
valve.
42
A) FLOATING BODY ro
SPOOL ASSEMBLY
D) CHECK SPRING
F) PILOT PASSAGE
Figure 36, shows a cutaway view of one of the

counterbalance valves.

the valve will be discussed for a L.H. ?gure 38 CUTAWAY VIEW OF COUNTERBALANCE VALVE
turn.
Positive internal piloting pressure from supply line “V2,” opposite the controlled (counterbalanced) line ‘Cl” is
utilized with the load induced pressure from line “Cl” (Figure 36) pushing against the check valve seat end of the
spool, to open the valve. With the pilot assist feature, internal pilot pressure from supply line “V2” (Figure 36)
member is restrained until pressure is available from the opposite cylinder line “Cl .” That means the actuator
cannot move faster than the speed resulting from the pressurized supply (pump) fluid in line “V2.” This action
pilot line “V2.” This allows the major bias spring (E) to move the valve spool assembly to the right closing the valve.
43
Circle Side Shift Cylinder
The circle side shift circuit uses a 10 GPM (37.9 Q/min) control valve and dual counterbalance holding valve without
crossline relief. This valve prevents the circle assembly from drifting while still allowing smooth control when shifting
the circle assembly. Accumulators are available as options to mount at both ends of this cylinder.

CIRCLE
When the circle shift control lever is “PUSHED” to SIDE SHIFT
move the circle to the left, oil flow is routed to port “V2” CYLINDER
of the dual counterbalance valve. Oil is allowed to pass !zzE Z%
freely over the check valve located between ports “V2” STROKE 20:62
and “C2.” A pilot line from port “V2,” combined with a STROKE 31.76 R.H. BIAS
pilot line form port “Cl” opens the 3000 PSI
(210.9 kg/cm”) relief valve, located between ports ‘Cl ”
and “Vl.” This allows the oil being exhausted to pass
through the relief valve. When the control lever is
/
returned to neutral, a spring closes the relief valve and
the oil is trapped, preventing the cylinders from drifting.
NOTE: When the grader has R. H. & L.H. blade

‘1
ler
suspension, port “C2” is connected to the base c2
end of the circle shit? cylinder. Port “Cl ” is L
connected to the rod end. 3000 PSI
--
NOTE: When grader has R.H. bias blade suspension,
port “C2” is connected to the rod end of the
circle shift cylinder. Port “Cl” is connected to
the base end.
When the circle shift control lever is “PULLED” to move

A
the circle to the right, oil flow is routed to port “Vl” of -
the dual counterbalance valve. Oil is allowed to pass
1
freely over the check valve located between ports “Vl”
and “Cl .” A pilot line from port “Vl,” combined with a
pilot line form port “C2” opens the 3000 PSI
(210.9 kg/cm”) relief valve, located between ports X2” r .
and “V2.” This allows the oil being exhausted to pass
through the relief valve. When the control lever is
returned to neutral, a spring closes the relief valve and _- .J,
the oil is trapped, preventing the cylinders from drifting. -

-
The counterbalance relief valves function at a 4.51

IO GPM
ratio. This means that when pilot pressure from the inlet
16844
L
port, times 4.5, plus the pilot pressure from the exhaust f
port equals 3000 PSI (210.9 kg/cm”) plus return oil back igure 37 CIRCLE SIDE SHIFT CIRCUIT
pressure or greater the relief valve will compress the
spring opening the valve. That is in the form of a formula;
When (V2 x 4.5) + Cl = Vl + 3000 PSI (210.9 kg/cm”) the cylinder will extend.
When (VI x 4.5) + C2 = V2 + 3000 PSI (210.9 kg/cm”) the cylinder will retract.
44
This 4.51 pilot ratio allows the system pressure (which has a maximum of 2300 PSI (161.7 kg/cm’)) to open the
3000 PSI (210.9 kg/cm’) relief valve.
A) FLOATING BODY r-o

SPOOL ASSEMBLY
D) CHECK SPRING
F) PILOT PASSAGE
Figure 38, shows a cutaway view of one of the

counterbalance valves.

the valve will be discussed for moving ?gure 38 CUTAWAY VIEW OF COUNTERBALANCE VALVE
the circle to the right.
Positive internal piloting pressure from supply line “V2,” opposite the controlled (counterbalanced) line ‘Cl” is
utilized with the load induced pressure from line “Cl” (Figure 38) pushing against the check valve seat end of the
spool, to open the valve. With the pilot assist feature, internal pilot pressure from supply line “V2” (Figure 38)
member is restrained until pressure is available from the opposite cylinder line “Cl .” That means the actuator
cannot move faster than the speed resulting from the pressurized supply (pump) fluid in line “V2.” This action
pilot line “V2.” This allows the major bias spring (E) to move the valve spool assembly to the right closing the valve.
45
Leaning Wheel Cylinder
The leaning wheel control uses a 5 GPM (18.9 Q/min) control valve and a holding valve of the double pilot check
type, since there is no gravity load to control.

WHEEL LEAN
CYLINDER
When the leaning wheel control lever is “PUSHED” to lean the wheels to the left,
BORE 3.50
oil flow is routed to port “V2” of the double pilot check valve. Oil is allowed to ROD 2.00
pass freely over the pilot check valve between ports “V2” and “C2.” A pilot line STROKE 6. I7
from port “V2” opens the pilot check valve located between ports “Cl” and “Vl .”
This allows the base end oil being exhausted to pass over this pilot check valve.
When the control lever is returned to neutral, springs close the pilot check valve
poppets and the oil is trapped, preventing the cylinders from drifting.
When the leaning wheel control lever is “PULLED” to lean the wheels to the
right, oil flow is routed to port “VI” of the double pilot check valve. Oil is allowed
to pass freely over the pilot check valve between ports “Vl” and “Cl .” A pilot
line from port “VI” opens the pilot check valve located between ports “C2” and
“V2.” This allows the rod end oil being exhausted to pass over this pilot check
valve. When the control lever is returned to neutral, springs close the pilot check
valve poppets and the oil is trapped, preventing the cylinders from drifting.
The two pilot check valves operate at a 3:l ratio. This means that pilot pressure
required to open the check valve must be at least l/3 of the pressure being
exerted by the exhaust oil against the check valve poppet that is trying to kept
it closed. This causes a controlled flow and movement of the cylinders,
preventing a free falling condition.
Figure 40, shows a typical cutaway view of one of the pilot check valves. A pilot
piston is provided which, upon receipt of a pressure signal, will physically force J 16845
the check poppet from its seated position. This establishes flow through the valve
in either direction. Figure 40, illustrates the check poppet (B) which closes and
seals on seat (A).
1
A) FLOATING BODY
0) CHECK SEAT
D) CHECK SPRING
El PISTON RETURN SPRING
LOCKED PORT
F) PILOT PASSAGE CR
NTROLLED FLOW
ASSEMBLY
’ FLOW v/
This allows free flow from “Port 2” to “Port 1.” Pilot flow at
“Port 3” through passage (F), actuates the piston, causing
it to shift to the right. This opens the valve to flow in either
direction. When pilot pressure is released, spring (E) F’lgure 40 CUTAWAY VIEW OF PILOT OPERATED
retracts the pilot piston. Spring (D) urges the poppet to the CHECK VALVE
closed position.
46
Float Valve for Optional Function
The grader can be equipped with an optional float valve circuit. This circuit can be used for attachments such as
V-plows and snow wings. This valve is electrically operated from the auxiliary float switch on the shift console.
When switched “ON,” the solenoid valve unblocks both pilot checks. This allows oil to flow between the rod and
base end of the cylinder as the blade rises and falls to follow the contour of the road. Makeup oil is available from
the tank return circuit to prevent cavitation in the cylinder.
Float Valve Function

FLOAT VALVE FOR
The function of the float valve as previously AUXILIARY FUNCTION
described is to allow oil to circulate from the (OPTIONAL)
cylinder rod end to the base end, and vice CR T CH
versa. This takes place when the electric float fi A
switch is actuated. When the electric solenoid
valve is not actuated oil is only free to flow to I , DUAL C’ BALANCE
and from the control valve ports. A spring I ’ VALVE WITH
’ CROSS PORT RELIEF
loaded spool in the solenoid valve keeps the
pilot line pressure equal on both sides of the --
two poppet valves by preventing oil on the VR+ VH
spring side of the two poppets from flowing to
tank. This lack of oil movement equalizing the
pressure, along with the springs keeps the
check valve poppets closed and prevents oil
from flowing between them. When the
solenoid valve is actuated, the spool within the
valve opens, allowing pilot oil on the spring
side of the poppet valves to return to tank,
when pilot pressure exerted on the cylinder
pilot lines push the poppets open. The oil is
then allowed to pass over the opposite check
valve poppet to the other end of the cylinder.
Lack of oil or excess oil is allowed to flow to
and from the tank depending on which
direction the cylinder is moving.
1 SHUTTLE
[OFT. 1
! INPUT 16846
Figure 41 FLOAT VALVE CIRCUIT
47
STEERING AND BRAKE CIRCUIT (INCLUDES LOCK PIN)
All flow to the steering and brake pump must pass through a 100 mesh strainer located in the bottom of the tank.
The strainers are serviceable items and must be cleaned whenever the hydraulic oil tank is drained during regular
service intervals. Refer to the Operator’s Manual for these intervals.
The steering and brake pump is an axial piston, variable displacement pump used to create flow in the steering
and brake circuit. The amount of flow created is dependant upon system requirements. The pump is set to maintain
the circuit pressure at 1650 PSI (116.0 kg/cm*). A flow compensator mounted on the pump, responds to a drop in
system pressure when flow is created by the actuation of a function in the circuit. This oil is then routed to either
the orbitrol steering unit or the double brake check valve.
first passes back through the orbitrol unit, then is routed to a 150 PSI (10.5 kg/cm*) relief valve located at the
NOTE: Emergency steering is made possible by the 150 PSI (10.5 kg/c&) relief valve. In an emergency, the
48
pressure. The accumulators are precharged at 500 PSI (35.2 kg/cm*). When unit is running the pump develops
1650 PSI (116.0 kg/cm*) which in turn compresses the 500 PSI (35.2 kg/cm*) precharge to 1650 PSI
(116.0 kg/cm*). The oil used in the circuit to compress the precharge gas is then available to operate the system
in the event of an emergency in each of the circuits.
One circuit only supplies the L.H. rear axle brake (controlled by the brake valve). The other circuit supplies oil to
the R.H. brake circuit, plus oil to the parking/emergency brake solenoid valve and lock pin solenoid valve (if
Remember that any component in the circuit after and including the double brake check valve has static hydraulic
oil pressure at all times due to the compressed accumulators. Anytime that one of the following components must
be serviced, the hydraulic oil pressure must be released.
1. Double brake check valve

2. Junction block
3. Accumulators
4. Lock pin cylinder
5. Rear axle assembly
6. Parking brake
7. Rexroth brake valve
Use the following procedure to relieve accumulator pressure;
A WARNING! Before disconnecting hoses, be sure to relieve pressure in circuit created by the
accumulator that is connected to the circuit.
1. Shutdown engine.
2. Tag and disconnect brake hose (1, Figure 43) from

A
3. Attach a 3 Ft. (0.91 m) length of hose to each brake

(3.8 0) container.
4. With hoses in container depress foot brake pedal

several times. This will release hydraulic fluid from each
accumulator.
5. Reconnect hose (1, Figure 43) to fitting (2) on each side Figure 43
of final drive (3). Refer to appropriate “Final Drive
Assembly” shop manual section for brake bleeding procedure when cylinder installation is completed.
49
,r__________-_______
JUNCTION BLOCK ,,~__________________
WITH LOCK PIN ,,I~------_-=T.~~~~=Z~~
b PARK BRAKE CONTROLS ,,,!;
LOCK PIN CYLINOE
:
'-------i-'
I ,
, ,
I ,
I I
I
BRAKE VALVE
PRESSURE COMPENSATED P”MP

1650+25 PSI. 2500 RPM. 2 CIR
RIGHT BRAKE
Figure 44 STEERING AND BRAKE SYSTEM PORTION OF HYDRAULIC SCHEMATIC DEG-11472 ISSUE “A”
(Figure 7)
50
Figure 45 STEERING BRAKE SYSTEM COMPONENT DIAGRAM
51
Steering and Brake System Pressure Tests
Steering and Brake System Specification
PUMP PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1650 PSI (116.0 kg/cm’) Q 1000 RPM
Test Port Locations
PUMP PRESSURE TEST PORT Located at rear of pump (Pump is engine mounted).
Test Procedure
1. Connect a calibrated 3000 PSI (210.9 kg/cm’)

steering and brake pump test port (1, Figure 46).
2. Start engine and set engine speed control lever

1000 f25 RPM.
3. Have other person, record steering and brake pump

pressure reading. Steering and brake pump pressure
reading must be 1650 PSI (116.0 kg/cm’) @
1000 f25 RPM.
PSI Steering and brake pump pressure

@ 1000 f25 RPM.
NOTE: If necessary aGust relief valve (2) to obtain

1650 PSI (I 16.0 kg/cm). ‘igure 46 STEERING AND BRAKE PUMP TEST
PORT AND RELIEF VALVE
52
ALL WHEEL DRIVE CIRCUIT
Figure 47 ALL WHEEL DRIVE CIRCUIT PORTION OF THE OVERVIEW DIAGRAM
Introduction
All Wheel Drive, or “AWD” for short, is the term we’ve given to the front wheel assist drive system of the graders.
When it’s switched on, all six wheels are powered. That sounds like an easy job to do but it takes a well
coordinated and balanced system to do it right.
This system uses a hydraulic pump and two motors to deliver engine power to special low profile gearboxes in the
front wheels. The electrical system controls many combinations of factors. Some factors are engine speed, travel
speed, gear selection, and direction of travel, to leave the operator free to concentrate on grading.
The reason for All Wheel Drive is that the Grader’s productivity is increased to that of a larger size machine by
increasing tractive effort. It also improves front end stability. You get all this without increasing fuel consumption.
It’s simple to use, too. The operator uses a three position switch on the shift console to select “OFF,” “NORMAL
MODE,” or “AGGRESSIVE MODE.” Select either mode, any time, in any gear, forward or reverse. Touch the foot
brake and the system turns “OFF.” Take your foot “OFF” the brake and the AWD system resumes its assistance
automatically. It also responds in this manner when the inching pedal is used. Touch the inching and the system
turns “OFF.” Take your foot “OFF” the inching pedal and the AWD system resumes its assistance.
It automatically shuts “OFF” when the transmission is shifted to “NEUTRAL,” or when the parking/emergency brake
is “APPLIED.” If the parking brake has not been “APPLIED” the “AWD” resumes operation when the gear shift
lever is placed into gear. If the parking was “APPLIED” an interlock system requires that the gear shift lever be
returned to “NEUTRAL” before the parking/emergency brake can again be “RELEASED,” and then shift into gear
to resume “AWD” operation.
53
Most grading situations can be handled in the more efficient “NORMAL MODE.” In this mode, the system is in a
standby condition (Figure 48). It almost starts to drive the front wheels but waits patiently for a difference between
front and rear wheel speed. If the rear wheels slip more than two percent (2%) for any reason (Figure 49), the
system will already have power waiting at the front wheels to help pull. Two percent is not very much and the
operator concentrating on the job will not notice the front wheel assist at this point. In fact, until the front wheels
also lose traction, he may think the system is not working.
SENSOR
AWD \
PUMP
FRONT WHEELS
TURN AT 100 RPM
(FORCED BY
FRONT AND REAR SENSORS MEASURE
REAR WHEELS).
EQUAL GROUND SPEED SIGNALS
(100 RPM). CONTROLLER SIGNALS PUMP IN STANDBY CONDITION, SUN
TO STANDBY CONDITION. GEAR DRIVE SHAFT TURNS FASTER
THAN THE BULL GEAR, ALLOWING
SPRAGUE TO DISENGAGE. 1640E
igure 48 AWD DRIVE SYSTEM IN “NORMAL MODE” WITH NO REAR WHEEL SLIP (SPRAGUE CLUTCX
ALLOWS FRONT TIRE TO FREE-WHEEL)
54
SENSOR
FRONT
SENSOR
AWD \
PUMP
REAR WHEELS DRIVEN AT

100 RPM BUT SLIPPING. ‘URN AT LESS
--
- - r THAN 98 RPM
DUE TO REAR
- _-- 1NT
FRO _-- -_ArND REAR_ _ -SENSORS
_- -_-__ -__- -- M- - ---’
- EASURE WHEELSLIPPAGE.
DIFFERENT SIGNALS, DUE TO REAR
WHEEL SLIPPAGE. CONTROLLER SENSES IN SLIPPAGE CONDITION, THE BULL,
THAT FRONT WHEELS ARE TURNING GEAR TURNS FASTER THAN THE
SLOWER THAN REAR WHEELS. CONTROLLER SUN GEAR DRIVE SHAFT, THUS
SIGNALS PUMP TO INCREASE OUTPUT ENGAGING THE SPRAGUE CLUTCH
THUS INCREASING FRONT WHEEL SPEED. TO DRIVE THE FRONT WHEELS.
16407
Ygure 49 AWD DRIVE SYSTEM IN “NORMAL MODE” WITH REAR WHEEL SLIPPAGE (SPRAGUE CLUTCt
ENGAGES, DRIVING FRONT WHEELS TO COMPENSATE FOR LOST TRACTION)
55
Operating in the “AGGRESSIVE MODE” helps to stabilize the front end of the grader better against heavy side
draft. In this mode, the controller orders the system to drive the front wheels slightly faster than the rear wheels all
the time (Figure 50).
REAR lnlr rl
FRONT
SENSOR
FRONT WHEELS
TURN (2%) FAST-
ER THAN REAR
SIGNAL AND IN TURN SIGNALS PUMP TO

DRIVE FRONT WHEELS UNTIL FRONT IN AGGRESSIVE MODE, SUN
SENSOR SIGNAL IS (2%) GREATER THAN GEAR DRIVE SHAFT TURNS
REAR. THIS RESULTS IN FRONT WHEELS
FASTER, THAN WHEELS, ENGAGING
CONSTANTLY PRODUCING GREATER PULL
SPRAGUE CLUTCH TO DRIVE
THAN REAR WHEELS.
FRONT WHEELS. 16408
Figure 50 AWD DRIVE SYSTEM IN “AGGRESSIVE MODE” (AWD PUMP DRIVES FRONT WHEELS 2% FASTER
THAN REAR WHEELS AT ALL TIMES)
That’s a pretty general explanation of the system. Let’s go to the next section of this portion of the manual and see
how all the parts work together to make the system operate.
Hydraulic Operation
The diagram shown in Figure 52, will help you follow through the system. It shows the AWD System components
positioned as they are on the grader. We’ll examine each pat-l and discuss its role in the system. Then we’ll look
at the circuits that automatically control each pat-t to make them work together as a system.
When the engine is running, the AWD system charge pump mounted on the rear of the main AWD pump is running.
The charge pump supplies oil to the AWD circuit. Supply oil from the tank first passes through a 1 00-mesh strainer.
Pressurized oil from pot-t “Gl” is then passes through a 10 micron filter with a bypass valve that limits restriction
to about 40 PSID (2.8 kg/cm*). Then it returns to the pump at pot-t “G.” Charge oil is now available to:
1. Replenish the main loop through the high pressure relief/makeup check valve cartridges.
2. Act as control oil to position the swash plate control cylinder, or
56
3. Be dumped as excess flow into the case drain circuit across a 350 PSID (24.6 kg/cm*) charge relief valve in
the pump. However, because of another 250 PSID (17.6 kg/cm*) relief valve in the system, called the flushing
valve, the valve on the pump does not control the charge pressure but acts as a backup.
A WARNING! DO NOT OPERATE the pump with port “Gl” plugged. (This external circuit is
enabled by a special fitting in port “Gl” which blocks an internal passage to the charge relief
valve.)
Due to the flushing valve downstream in the Hydraulic Integrated Circuit (HIC), charge pump flow is always entering
the main pump loop. This occurs even when the system is not doing any work. When the system is doing work,
one side of the loop will be at a higher pressure than the other. This imbalance shifts the HIC shuttle valve to a
position that:
1. Allows working side of loop to drive wheel motors.
2. Allows return side of loop to dump hot return oil across flushing valve into cooling circuit.
3. Maintains a flow of cool replenishment oil into pump at about 250 PSI (17.6 kg/cm*).
Cooling circuit flow comes out of the HIC at port “T.” It goes to the bottom port of the cooler located in front of the
engine radiator. An external bypass circuit with a 100 PSID (7.0 kg/cm*) check valve protects the cooler from
pressure damage due to a cooler restriction or very cold oil. The flow from the cooler top tank goes to the bottom
pump case port “Tl” to cool the pump. It then flows from the top pump case port “T2” to the hydraulic tank. A
temperature switch located in the hydraulic tank lights the indicator lamp on the steering console (wire
“35T/YELLOW’) when the oil temperature exceeds 190°F (88°C).
The main loop is the part of the system that carries the oil from the output of the pump through the HIC to the
motors. It hydraulically transmits engine power to the front wheels. Pressures in the loop can range from the
minimum charge pressure of about 250 PSI (17.6 kg/cm*) (to keep the system full of oil and prevent cavitation) to
a sustained high pressure of 4400 PSI (309.3 kg/cm*). This is the setting of the Pressure Override Valve (POV).
The “POV” controls system pressure by destroking the pump swash plate when the system reaches this pressure.
If the 4550 PSID (319.9 kg/cm*) high pressure relief valves in the pump were allowed to limit maximum pressure
during sustainedmaximum loads, problems could be encountered because of overheating of these crossline reliefs.
When conducting a power or stall pressure check, the gauge may momentarily peak above 4800 PSI (337.4 kg/cm*)
until the POV responds and controls the flow. After the POV responds, the pressure will settle at 4400 PSI
(309.3 kg/cm*).
57
When the system is driving forward, flow in the loop is out of pump port “A” (left side). It then flows along the left
side of the rear frame to the articulation joint area. From there it flows along the right side of the front frame to the
flange port on the back side of the HIC. The flow divider / combiner valve in the HIC splits the pump flow equally
and sends it out of HIC valve ports “Ml” and “M2” to the wheel motors. Exhaust oil from the wheel motors returns
to HIC ports “A” and “B” and is combined. Part of this flow, equal to charge pump flow, passes through the shuttle
valve and flushing valve and into the cooling circuit. The rest of this flow returns to the pump inlet at port “B,” where
it joins replenishment flow from the charge circuit.
When the system is driving in reverse, flow in the loop is out of pump port “B” (right side), along the right side of
the rear frame to the articulation joint area, then along the left side of the front frame to the flange port on the front
side of the HIC. The oil flows to each motor from HIC ports “A” and “B.” Exhaust flow from the wheel motors of
this flow, equal to charge pump flow, passes through the shuttle valve and flushing valve and into the cooling circuit.
The rest of this motor flow returns to the pump inlet at port “A,” where it joins replenishment flow from the charge
circuit.
The system also requires a free-wheeling capability in both directions. This is necessary when;
1. System is turned “OFF.”
2. Machine is moving faster than 12 MPH.
3. Operating in “NORMAL MODE” before rear wheels slip.
In the forward direction, this free-wheeling can be compared to the coasting action of a bicycle. This is achieved
by the Sprague clutch in the double reduction wheel gearbox. This is the key to the efficient “NORMAL MODE” of
operation. In this mode, the system waits for rear wheel slip before powering the front wheels, just like pedaling
while the bicycle is still coasting. The Sprague clutch also permits the differential action of the front wheels when
in a turn.
In the reverse direction, the Sprague clutch makes life more difficult. The motor can’t drive the wheels because
that’s the free-wheel direction of the Sprague clutch. A hydraulic clutch pack in the wheel gearbox is actuated to
provide a power path around the Sprague. This reverse clutch in each wheel is applied when the clutch valve in
the bottom side of the HIC sees the reverse drive flow from the pump. The clutch valve sends oil at flushing valve
pressure, 250 PSI (17.6 kg/cm*), out port “C” to both wheels.
Reverse overrun, which is the lock-up direction for the Sprague clutch, is done hydraulically. A pair of pilot-to-close
poppet valves located in the bottom of the HIC will open. This allows the motors to pump in a recirculation loop
when they are being driven during reverse overrun. This recirculation plus available makeup oil at charge pressure
insures that the motors do not cavitate as they pump.
When reverse drive stops, the clutch valve shifts, relieves clutch pressure into a tank drain circuit. This allows the
clutches to spring release. This drain circuit comes out at HIC PORT “D.” It joins the motor case drains, and goes
straight back to the tank.
You will find another line coming from above the oil level of each wheel gearbox. These are gear case breather
extension lines and they each end with a breather cap fitting in a protected location in the frame behind the
headblock.
That’s how the hydraulic portion of the AWD system works. Now let’s see how this drive system is controlled.
58
59
r
I
-- -_-
L__
_-_
0
---
igure 51 ALL WHEEL DRIVE CIRCUIT PORTION OF HYDRAULIC SCHEMATIC DEG-11472 ISSUE “A
(Figure 7)
60
Ggure 52 ALL WHEEL DRIVE COMPONENT DIAGRAM
61
Electrical Operation
The operator turns the system “ON” and selects the “MODE” of operation with the toggle switch on the shift
console switch panel. In the middle position, “NORMAL MODE,” this switch sends main power (at least 20 VDC
required) to the controller on wire “3 AWD.” In the upper position, “AGGRESSIVE MODE,” this switch sends main
power on wire “3 AWD” to turn on the controller, and on wire “9 AWD” to actuate the “AGGRESSIVE MODE.” A
green indicator lamp on the steering console lights in either of these two modes to indicate that the system is “ON.”
The system controller is an encapsulated, micro-processor based, electronic module. It is located to the R.H. side
of the operator’s seat, beneath the access cover. The controller receives or sends signals to manage the AWD
system via three multi-pin connectors.
The controller has a self-diagnostic system and a built-in test circuit that allows the operator to perform a dynamic
system test of the front and rear sensors. The self-diagnostic system indicates system status via a multicolored LED
lamp mounted to the case of the controller. The test circuit is actuated through the controller mounted push-button.
This test injects an artificial 3 MPH input command (rear wheel speed signal) to the controller. By observing the
machine’s response to this test, the operator can verify that the system is responding normally.
The primary command to the controller is the rear wheel speed signal. This signal is generated by the rear speed
sensor, mounted in the transmission housing. This signal is compared electronically to the front wheel speed signal
generated by the front speed sensor (located in the right front wheel housing). These sensors produce digital pulses
which are compared by the controller to create an error signal. This error signal, via wire “1 AWD,” controls the
pump swash plate angle; thus pump flow, and front wheel speed.
I
i
I
\i
15722 A
/
I
Ggure 53 FRONT SENSOR (LOCATED ON INSIDE ‘igure 54 REAR SENSOR (LOCATED ON L.t
OF R.H. GEARBOX ASSEMBLY) SIDE OF TRANSMISSION CASE)
The pump receives direction information from the transmission shifter. Electronic circuitry, in the transmission
adapter harness, provides power to the proper pump solenoid. This harness provides power on wire “E AWD” when
a reverse gear is selected. It is connected to the pump reverse solenoid. When a forward gear is selected, this
harness provides power on wires “F AWD” and “D AWD.” Wire “F AWD” supplies power to the pump forward
solenoid. Wire “D AWD” controls the forward relay which, in turn, controls the HIC solenoid valve. The forward and
reverse control signals from the controller, wire “1 AWD,” are identical except when the machine is first shifted into
reverse after applying the foot brake. At that time, a “REVERSE BUMP” signal is momentarily superimposed on
the usual reverse signal.
This causes the front wheels momentarily to provide aggressive performance when reverse is first selected. The
signal from the reverse relay, wire “6 AWD,” starts this feature from the controller.
To drive in the reverse direction, the clutch pack in each front wheel gearbox receives pressure from the HIC valve.
62
This provides a power path around the Sprague clutch. When a forward gear is selected, the HIC solenoid valve
must be energized. This solenoid prevents the two pilot-to-close poppet valves in the HIC from opening. Bypassing
oil at the poppet valves would cause a loss of forward power. The front wheels can be driven in the forward
direction only if this solenoid is energized.
A disconnect signal is supplied to the controller, on wire “10 AWD.” Wire “10 AWD” is connected to the AWD
disable relay. The disable relay can be activated by the foot brake, inching pedal or parking brake switch. Any
voltage on wire “10 AWD” will signal the controller to cancel the drive signal to the pump. The AWD system will
appear to shutoff when any of the previous functions are applied.
The controller also receives a reset signal on wire “12 AWD” from the shifter when neutral is selected. This signal
clears all speed data from the controller when in neutral. In neutral, power will be removed from both pump
solenoids due to logic in the transmission adapter harness. The neutral signal to the controller will assure that no
drive signal is present when changing from Neutral to Forward or Neutral to Reverse.
Each speed sensor requires a three conductor shielded cable. This cable carries a common ground wire “4 AWD,”
at least 8.5 VDC for sensor power on wire “5 AWD,” and a signal to the controller on wire “7 AWD” from the front,
and wire “8 AWD” from the rear. The cable shield is grounded only at the controller.
Care must be taken to ensure that voltage polarity is not reversed or the sensor can be damaged. Consequently,
DO NOT conduct a continuity check of the sensor to determine if it is working. Follow the testing procedures in the
troubleshooting section.
63
AWD Controller Programming
The AWD controller is programmable. The programming is accomplished by means of wires which protrude from
the back side. The controller was first available under P/N 1259 559 Hl for units ONLY WITH S/N 100477 thru
199999. A second version was released under P/N 1259 559 H2 which can be used on units with S/N 100477 &
UP.
The two types of controllers can be identified by the programming loops. They are;
1. P/N 1259 559 Hl - One single black wire located near the lower L.H. rear corner (Figure 55).
2. P/N 1259 559 H2 - One black and one white wire located near the lower L.H. rear corner (Figure 56).
Figure 55 - P/N 1259 559 Hl - One wire loop is located on

BACK VIEW OF
the back of the controller. This wire allows the controller to AWD CONTROL
be programmed for a non-planetary or planetary reduction
final drive machine. Depending on whether the wire is
“CUT” or “NOT CUT” allows the controller to be
programmed to process different final reduction ratios. The
following table shows when the wire should be ‘CUT” or
“NOT CUT.”
BLACK
WIRE
BLACK
CUT * NON-PLANETARY
NOT CUT WITH

PLANETARY
CONTROLLER
LEADS
* CUT WIRES MUST BE SECURED TO
POTTING COMPOUND WITH
16405
1232 251 Hl RUBBER COMPOUND TO
PREVENT SHORTING OF WIRES TO ?gure 55 WIRE PROGRAMMING LOOP FOF
ADJACENT SHEET METAL. 1259 559 HI CONTROLLER
64
Figure 56 - P/N 1259 559 H2 - Two wire loops (one black

BACK VIEW OF
and one white) are located on the back of the controller. AWD CONTROL
Depending on how the combination of wires are ‘CUT” or
“NOT CUT” allows the controller to be programmed to
process different final reduction ratios. The following table
shows which wires should be “CUT” or “NOT CUT.”
BLACK
WIRE 1 !tlkE 1
CUT * NOT CUT NON-PLANETARY

BLACK
S/N 100477 THRU
199999
NOT CUT NOT CUT WITH

PLANETARY S/N
100477 THRU
199999
16393
NOT CUT CUT * NON-PLANETARY L
S/N 200000 & Up Figure 58 WIRE PROGRAMMING LOOPS FOR

** 1259 559 H2 CONTROLLER
NOT CUT CUT * WITH

PLANETARY S/N
200000 & up **
* CUT WIRES MUST BE SECURED TO

POTTING COMPOUND WITH 1232 251 Hl
RUBBER COMPOUND TO PREVENT
SHORTING OF WIRES TO ADJACENT SHEET
METAL.
** THE FINAL REDUCTION SPEED RATIO

FOR A PLANETARY AND NON-PLANETARY
UNITS S/N 200000 & Up, ARE THE SAME.
The following is a listing of the graders and how they can be equipped
GD530A-1 / GD530AW-1 Grader

Non-Planetary Reduction (Standard)
Planetary Reduction (Optional)

Non-Planetary Reduction (Standard)
Planetary Reduction (Optional)

Planetary Reduction Only
65
Final Drive Planetary/Non-Planetary Identification
A final drive with or without planetary reduction, can be easily identified without removing any access covers or
other components by using one of two methods.
Part Number Tag
A part number tag (Figure 57) is located on the front side of

the R.H. axle mounting pad. The part number stamped into
this tag indicates the version of axle that is installed.
P/N 1277 411 H91 = Non-Planetary Axle

P/N 1277 412 H91 = Planetary Axle

P/N 1432 005 H91 = Planetary axle
Physical Measurement of Tandem Case
Measure the distance from the outside of the axle bearing ‘igure 57 LOCATION OF FINAL DRIVE
housing to the end of the tandem case. NUMBER TAG
Planetary Reduction Axle = 1.500 In. (38.100 mm) (Figure 58)
Non-Planetary Axle = 2.000 In. (50.800 mm) (Figure 59)
The difference in chain pitch from a planetary reduction final drive to a non-planetary, causes the axles to be closer
together or farther apart. For that reason the distance from the outside of the axle bearing housing to the end of
the tandem case will be different.
NOTE: The tandem case has the same overall length for both a planetary or non-planetary final drive.
A planetary reduction axle uses a single strand chain. A non-planetary axle uses a double strand chain.
1639! 1639f
Figure 58 PLANETARY REDUCTION FINAL DRIVE Figure 59 NON-PLANETARY FINAL DRIVE
66
Another item to note is that the tandem case axles for units with S/N 100477 thru 199999, have a different number
of teeth cut in them, then units S/N 200000 & Up.
Planetary Reduction Tandem Case Axle

S/N 100477 thru 199999 = 21 Teeth
S/N 200000 & Up = 22 Teeth
Non-Planetary Tandem Case Axle

S/N 100477 thru 199999 = 43 Teeth
S/N 200000 & Up = 45 Teeth
67
Testing and Troubleshooting
Due to the way this system synchronizes the speed of the front wheels with the rear wheels, it is sometimes difficult
for the operator to tell if the system is operating properly. These test procedures will verify proper system operation.
The troubleshooting section of this program assumes that these test procedures are followed.
It is broken down into three section. They are;
1. Functional Test
2. Hydraulic Pressure Test
3. Electrical Test
NOTE: These test MUST BE performed in the order listed here.
The functional test and pressure test sections will make reference to a specific set of problems. These problems
will in turn give additional testing steps and refer to the electrical test procedure when appropriate.
It is very important during any troubleshooting to define the problem. This sounds too simple to consider, but failure
to define the actual problem usually leads to a frustrating dead end. Conducting the tests carefully will prevent
assumptions which lead to incorrect conclusions. It won’t take long to do the test correctly, so start at the
beginning and don’t take shortcuts. The following troubleshooting notes are important!
1. The troubleshooting steps outlined assume that the system did work properly at one time, and that no
components were tampered with or reassembled incorrectly.
2. When troubleshooting intermittent or unspecified problems, check for good electrical connections. Check for
proper routing of all hydraulic lines and wiring.
3. The voltages specified will be measured relative to frame ground on the voltmeter’s DC scale; except in a few
cases where a voltage between two points will be specified.
4. The term “system voltage” will be used to indicate that battery or charging system voltage, if the engine is
running, that is expected at that point. The exact voltage will depend on the condition of the battery or the
regulator setting but will usually be between 22 and 30 VDC. The system should work, however, if supplied with
at least 20 VDC.
5. Always turn “OFF” power before disconnecting a connector.
6. Pressures specified will be with the oil warm, at least 75°F (24”(Z), and the engine at a low idle unless
otherwise stated in the testing procedures.
If you suspect that the All Wheel Drive (AWD) system is not working but “ALL” other grader functions are normal,
MAKE SURE THAT:
1. The console indicator lamp is “ON” when the mode switch on the shift console is in “NORMAL MODE” or
“AGGRESSIVE MODE.”
2. The foot brake is NOT “APPLIED” (brake lights are NOT lit).
3. Inching pedal is NOT “APPLIED,” and properly adjusted.
4. Parking brake switch is NOT “APPLIED,” and functioning properly.
68
Using the controller’s built-in self-diagnostic system is the

easiest, but not most complete, test to perform. The AWD
system controller (Figure 60) (located to the R.H. side of the
operator’s seat, beneath the access cover) conducts a self-
test when first turned on, and then monitors sensor signals
of the AWD electrical system. The controller has a test
button (1) and a tricolor LED test lamp (2). The test lamp
can emit the following colors:
RED - When blinking RED indicates that only a

rear wheel sensor signal is present. If
constantly on the controller has failed.
GREEN - When blinking GREEN indicates that only a

front wheel sensor signal is present. I 15976A
‘igure 80 ALL WHEEL DRIVE CONTROLLER
YELLOW - When blinking YELLOW indicates that both
front and rear wheel sensor signals are present.
With the machine stopped, switch the AWD system “ON” to either “NORMAL MODE” or “AGGRESSIVE MODE.”
The test lamp mounted on the controller should momentarily blink red, then turn off. If this lamp stays red, or blinks
slowly when the machine is stopped, a failure in the controller is indicated.
Whenever the machine is moving with the system “ON,” the lamp should blink yellow. This indicates that both front
and rear speed signals are present at the controller (normal operation). The test lamp will blink green when only
a front wheel signal is being received; and will blink red when only a rear wheel only signal is being received.
69
AWD System Functional Test
1. Check hydraulic tank and wheel gearbox oil levels.
2. Turn key switch “ON,” and move the All Wheel Drive (AWD) switch to “NORMAL MODE.” DO NOT START
ENGINE.
A. Check controller test lamp.

* If lamp momentarily blinks red then goes off, controller is OK.
* If lamp stays on red, controller has failed.
3. Start engine, shift transmission to “FIRST GEAR FORWARD,” set engine at l/4 throttle, and raise blade.
A. With machine moving, check controller test lamp.

* If lamp blinks yellow, sensor inputs are OK.
* If lamp does not light, go to problem 1.
* If no light, try in “REVERSE,” If the lamp blinks green, go to problem 2.
* If lamp blinks red, go to problem 3.
B. Move AWD switch to “AGGRESSIVE MODE” while moving steadily.

* If there is no apparent hydraulic response, go to problem 4.
* If system appears to lack power, go to problem 5.
4. Stop machine, move AWD switch to “OFF,” shift transmission to “NEUTRAL,” set engine throttle to “LOW
IDLE,” and “RELEASE” parking brake.
A. Position moldboard crosswise on ground and using moldboard lift cylinders, raise front wheels off ground.
* Both wheels should not creep or turn in either direction.
* If wheels turn or creep, go to problem 6.
B. “APPLY” foot brake, and shift transmission to “SIXTH GEAR FORWARD.”

* Both wheels should not creep or turn in forward direction.
* If wheels turn or creep forward, go to problem 6.
5. Move AWD system switch to “NORMAL MODE,” and “RELEASE” foot brake.
A. Push test button (1, Figure 60) on controller.

* Both wheels should turn forward. (Test lamp should blink green.)
* If both wheels do not turn forward, go to problem 7 or 8.
B. Continue to push test button (I, Figure 60) and “APPLY” inching pedal.
* Both wheels should stop.
* “RELEASE” inching pedal.
* Both wheels should start to turn forward.
* If wheels do not stop and then start to turn forward, go to problem IO.
C. Continue to push test button (1, Figure 60) and “APPLY” parking brake.
* “RELEASE” parking brake. Both wheels should remain stopped.
* Shift transmission back to “NEUTRAL” and then shift back into “SIXTH GEAR FORWARD.”
* If wheels do not stop and then start to turn forward, go to problem 10.
70
D. Continue to push test button (I, Figure 60) and “APPLY” foot brake.
* “RELEASE” foot brake.
* If wheels do not stop and then start to turn forward, go to problem 10.
E. Continue to push test button (1, Figure 60) and “RELEASE” the foot brake. When the foot brake is
“RELEASED” the wheels should turn forward. Continue to push test button and shift transmission to
“NEUTRAL.”
* If wheels do not stop when transmission is shifted to “NEUTRAL,” go to problem 10.
F. Shift transmission back to “SIXTH GEAR FORWARD.” The wheels should again turn forward. With the
wheels turning forward release the test button (1, Figure 60). The wheels should slow to a stop when the
test button is released.
* If wheels turn or creep forward, go to problem 10.
6. With foot brake “RELEASED,” shift transmission to “THIRD GEAR REVERSE.”
NOTE: Due to the reverse “BUMP” feature the front wheels will turn in reverse for a few seconds and slow
to a stop. Wait for them to stop.
A. Push test button (1, Figure 60) on controller.

* Both wheels should turn in reverse.
* If both wheels do not turn in reverse, go to problem 7 or 9.
B. Continue to push test button (1, Figure 60), and “APPLY” inching pedal.
* “RELEASE” inching pedal.
* Both wheels should start to turn in reverse and not slow while test button is being held.
* If wheels do not stop and then start to turn in reverse, go to problem 10.
C. Continue to push test button (I, Figure 60), and “APPLY” parking brake.
* “RELEASE” parking brake. Both wheels should remain stopped.
* Shift transmission back to “NEUTRAL” and then shift back into “THIRD GEAR REVERSE.”
D. Continue to push test button (1, Figure 60) and “APPLY” foot brake.
* “RELEASE” foot brake.
E. Continue to push test button (1, Figure 60) and “RELEASE” the foot brake. When the foot brake is
“RELEASED” the wheels should turn in reverse. Continue to push test button and shift transmission to
“NEUTRAL.”
* If wheels do not stop when transmission is shifted to “NEUTRAL,” go to problem 10.
F. Shift transmission back to “THIRD GEAR REVERSE.” The wheels should again turn in reverse. With the
wheels turning in reverse release the test button (1, Figure 60). The wheels should slow to a stop when
the test button is released.
* If wheels turn or creep in reverse, go to problem 10.
71
AWD Hydraulic System Pressure Tests
All Wheel Drive System Specification:
CHARGE PUMP PRESSURE . . . . . . . . . . . . . . . . . . . . . . 250 - 290 PSI (17.6 - 20.4 kg/cm’) Q 1000 RPM
FORWARD STALL PRESSURE . . . . . . . . . . . . . . . . . . 4200 - 4600 PSI (295.3 - 323.4 kg/cm’) Q 1000 RPM
REVERSE STALL PRESSURE . . . . . . . . . . . . . . . . . . 4200 - 4600 PSI (295.3 - 323.4 kg/cm’) Q 1000 RPM
Test Port Locations:
CHARGE PUMP PRESSURE TEST PORT - Use opposite forward or reverse test port.
FORWARD PRESSURE TEST PORT - Located on R.H. top side of main frame in front of operator’s cab.
REVERSE PRESSURE TEST PORT - Located on L.H. top side of main frame in front of operator’s cab.
Test Procedure:
1. Raise moldboard so front wheels are resting solidly on

ground.
2. Connect two calibrated 5000 PSI (351.5 kg/cm”)

pressure gauges to test ports (1 and 2, Figure 61) in
lines along frame to front wheels.
Figure 61 ALL WHEEL DRIVE TEST PORTS (1

AND 2)
72
3. Unplug connector (Figure 62) containing wire “10 AWD”

from relay located just in front of the AWD controller.
This must be done for the test so the brakes can be
applied without shutting off power to the AWD system.
NOTE: Remove the AWD controller access cover to

disconnect connector containing wire “10 A WD”
from relay. This connector also includes wire
“66/O. ” Only unplug the one connector from the
relay, leave the other one connected.
A
WARNING! The system develops full
force during this test. Keep clear of
the area in front of and behind the
machine. \\\ 1637'I
‘igure 82 RELAY CONNECTOR CONTAINING ;

4. “APPLY” foot brake, ‘RELEASE” parking brake, and WIRE “10 AWD” (LOCATED JUST IN FRONT OF
move AWD system switch to the “OFF” position. Start AWD CONTROLLER)
engine and set engine speed control at 1000 f25 RPM.
NOTE: The pump has a Pressure Override Valve (POV) which varies the swash plate angle to limit the
maximum pressure. This valve prevents continuous dumping of excessive f/o w, at maximum pressure,
through the system relief valves in the pump. This eliminates unnecessary heating of the oil and
protects the pump when the wheels stall.
5. Move the AWD system switch to “NORMAL MODE,” shift transmission to “SIXTH GEAR FORWARD,” and
push test button (1, Figure 60) on controller.
A. The right hand gauge should show override pressure (from 4200 - 4600 PSI (295.3 - 323.4 kg/cm*) Q
1000 f25 RPM). Have other person, record override pressure reading.
PSI Forward override pressure Q 1000 f25 RPM.
B. The left hand gauge should show charge pressure (about 250 - 290 PSI (17.6 - 20.4 kg/cm*) Q
1000 f25 RPM). Have other person, record charge pump reading.
PSI Charge pump pressure Q 1000 f25 RPM.
6. Shift to “THIRD GEAR REVERSE” and push test button (1, Figure 60).
A. The right hand gauge should show charge pressure (about 250 - 290 PSI (17.6 - 20.4 kg/cm*) Q
B. The left hand gauge should show override pressure (from 4200 - 4600 PSI (295.3 - 323.4 kg/cm*) Q
PSI Reverse override pressure Q 1000 f25 RPM.
7. Shutdown engine and “APPLY” parking/emergency brake.
8. Plug in connector on relay that was disconnected in Step 3 above before returning machine to service.
73
9. Start engine. Shift transmission to “FIRST GEAR FORWARD,” set the engine at l/4 throttle, raise the blade,
and move the AWD system switch to “NORMAL MODE.” With the machine moving steadily on even ground,
check the pressure shown on R.H. pressure gauge, then move AWD switch to “AGGRESSIVE MODE.”
A. Pressure gauge reading should increase.
74
AWD Electrical System Tests
Throughout this procedure, it is assumed that all wires are in good condition. As tests are made, it is advisable to
inspect the wires for wear and/or abrasions which would short the circuit. Wires may have internal breaks which
can only be detected by use of an ohmmeter (OHM) or similar device. When the possibility arises that a switch or
other component is bad, check the wires for continuity. They are numbered with bands at each end to help trace
them. Replace if necessary.
NOTE: Be sure that terminal ends are crimped solidly, screws are tight and that contact surfaces are not corroded.
The system controller is an encapsulated, micro-processor based, electronic module. It is located to the R.H. side
of the operator’s seat, beneath the access cover. The controller receives or sends signals to manage the AWD
system via three multi-pin connectors. Individual wires may be located by their position in these connectors (see
Figure 63). Each wire has been assigned a reference number. Signal descriptions and voltages, for each
combination of wire reference numbers, are shown in the following table. An electrical system pinout test box, cover
plate and wiring harness has been developed to test the AWD controller. Refer to “Special Tools” section of this
manual for ordering information.
NOTE: These voltage readings may vary slightly depending upon the supply voltage at wire “3 A WD. ” The supply
voltage to this wire is controlled by the output of the alternator.
The table is broken down into two test categories, static and outside. The static portion is designed to be performed
with the machine stationary. The outside must be performed where there is adequate distance to operate the
machine in excess of 12 MPH. Both test yield the same basic results but the system can not be fully tested unless
the unit is driven outside to test for sensor processing. Those items which must be performed outside are indicated
by shading.
WIRE TO WIRE TEST TEST PROCEDURE FOR VOLTAGE READING VOLTAGE READING
COMBINATION WIRE TO WIRE WITH TEST BUTTON DURING ACTUAL
COMBINATION (STATIC TEST) OPERATION (OUTSIDE
TEST)
1 AWD-2AWD
Control signal to ground.
1. Test with engine Voltage will decrease

running, front wheels from 20 VDC to
raised, parking brake 9.9 VDC.
“RELEASED,” AWD
system in “NORMAL
MODE,” sixth gear
forward, and test
button “PUSHED.”
75
TEST)
1AWD-1AWD 1. Test with engine _______________ Will show about 6 VDC

running, parking fur a minimum pump
‘ower supply to control brake “RELEASED,” stroke signal to about 20
signal, for pump solenoid AWD system in VDC fur a maximum
EL Module). “NORMAL MODE,” stroke signal.
and sixth gear
IOTE: Power will turn furward.
“‘OFF” at 12 MPH.
1. Test with engine Voltage will increase _______________
running, front wheels from 6.2 VDC to
raised, parking brake 15.3 VDC.
“RELEASED,” AWD
system in “NORMAL
MODE,” sixth gear
forward, and test
! AWD 1. No test required ______________ ______________

except continuity to
;round. frame.
IAWD-2AWD 1. Test with engine Main power from the Main power from the
running, parking AWD system switch - at AWD system switch - at
dain power supply to brake “RELEASED,” least 20 VDC measured least 20 VDC measured
Iround. This reading and AWD system in to ground. to ground.
neasures the alternator “NORMAL MODE.”
,utput.
2. Turn AWD switch
“ON” and “OFF” to
ensure that main
power is turned “ON”
and “OFF.”
i AWD - 4 AWD (Front 1. Test with engine ________________ At least 8.5 VDC.
sensor Cable) running, parking
brake “RELEASED,”
‘ower “5 AWD” to front AWD system in
rensor when measured to “NORMAL MQDE,”
:ommon “4 AWD.” and sixth gear
forward.
A
WARNING! Do
not conduct a 1. Test with engine At least 8.5 VDC. _______________
continuity running, front wheels
check on the raised, parking brake NOTE: No voltage
sensor wires. “RELEASED,” AWD increase or
Damage to the system in “NORMAL decrease should
sensor can MODE,” sixth gear be seen when
occur. forward, and test test button is
button “PUSHED.” pushed or
released.
76
WIRE TO WIRE TEST rEST PROCEDURE FOR VOLTAGE READING VOLTAGE READING
TEST)
I
5 AWD - 4 AWD (Rear I. Test with engine ________________

At least 8.5 VDC.
Sensor Cable) running, parking
brake “RELEASED,”
‘ower “5 AWD” to rear AWD system in
sensor when measured to “NORMAL MODE,”
:ommon “4 AWD.” and sixth gear
fur-ward.
A
WARNING! Do
not conduct a I. Test with engine At least 8.5 VDC. _______________
continuity running, front wheels
check on the raised, parking brake NOTE: No voltage
sensor wires. “RELEASED,” AWD increase or
Damage to the system in “NORMAL decrease should
sensor can MODE,” sixth gear be seen when
occur. forward, and test test button is
button “PUSHED.” pushed or
released.
?AWD-2AWD I. Test with engine ________________ At least 20 VDC when in

running, parking gear. 0 VDC when in
3everse “BUMP” signal from brake “RELEASED.” neutral _
‘everse relay measured to
Jround when in reverse. !. Shift from
“NEUTRAL” to
“REVERSE” and
back to “NEUTRAL.”
I. Test with engine At least 20 VDC when in ---------------

running, front wheels gear. 0 VDC when in
raised, parking brake neutral.
“RELEASED.”
!. Shift from
“NEUTRAL” to
“REVERSE” and
back to “NEUTRAL.”
77
TEST)
_______________
___-..
1. Test with engine 3.5 to 5 VDC.
=,Cller I I-;+ -.r~+ L? &jven running, front wheels
at s&J& raised, parking brake
when “RELEASED,” AWD
?tibl t3 rrl 2xcess af system in “NORMAL
MPH. MODE,” sixth gear
forward, and test
NOTE: ff a w&we read& button “PUSHED.”
78
WIRE TO WIRE TEST rEST PROCEDURE FOR VOLTAGE READING VOLTAGE READING
TEST)
I
3AWD-4AWD I. Test with engine ______________

3.5 to 5 VDC.
running, parking
Signal from rear sensor brake “RELEASED,”
neasured to common, when AWD system in
:he drive shaft is turning. “NORMAL MODE,”
and sixth gear
A
WARNING! Do fur-ward.
not conduct a
continuity !. Drive sfuwly and note
check on the VDC reading. This
sensor wires. signal will not cancel.
Damage to the
I. Test with engine 1 VDC. _____________
sensor can
occur. running, front wheels
raised, parking brake
“RELEASED,” AWD
system in “NORMAL
MODE,” sixth gear
forward, and test
qOTE: The drive shaft is

not turning when
static test is beins I
3AWD-2AWD I.
performed.
Test with engine

I
At least 20 VDC in
+
At least 20 VDC in
running, and parking “AGGRESSIVE MODE,” “AGGRESSIVE MODE,”
‘ower from system switch to brake “RELEASED.” and 0 VDC in “NORMAL and 0 VDC in “NORMAL
Jround. MODE.” MODE.”
!. Move AWD system
switch from “OFF” to
“AGGRESSIVE
MODE,” and then to
“NORMAL MODE.”
79
TEST)
IOAWD-2AWD 1. Test with engine 4t least 20 VDC when

running, parking any of the mentioned
Isconnect signal from AWD brake “RELEASED,” ‘unctions are applied.
disable relay measured to AWD system in Nhen functions are not
Iround. “NORMAL MODE,” applied voltage will
and sixth gear eturn to 0 VDC.
IOTE: Activated when, furward.
inching pedal is
“‘APPLIED,” foot 2. Actuate the following
brake is “APPLIED. I7 functions;
or parking brake is A. Inching pedal.
“‘APPLIED.” 6. Foot brake.
C. Parking brake.
1. Test with engine 4t least 20 VDC when

running, parking any of the mentioned
brake “RELEASED,” unctions are applied.
AWD system in When functions are not
“NORMAL MODE,” applied voltage will
sixth gear forward .eturn to 0 VDC.
and test button
“PUSHED..”
2. Actuate the following

functions;
A. Inching pedal.
B. Foot brake.
C. Parking brake.
l2AWD-2AWD 1. Test with engine 4t least 20 VDC when in 4t least 20 VDC when in
running, parking ‘NEUTRAL,” and 0 VDC ‘NEUTRAL,” and 0 VDC
rleutral signal from shifter to brake when in gear. Nhen in gear.
Iround, when in “RELEASED,“and
‘NEUTRAL.” AWD system in
“NORMAL MODE.”
2. Shift transmission
from “NEUTRAL” into
“FORWARD” and
“REVERSE” gears.
80
/o C
Ii3
Kmebu-
‘“: ‘i. “’
l =PIN 0
1. ,”
0 = SOCKET
\o 0
ALL WIRES 16AWG
6-8 IN. LENGTH
Q
l2,o
o”,o
BOOT REQ’D
\_
Sensor Test and Adjustment
Sensor Test Procedure:
NOTE: DO NOT test sensor by checking for continuity. This digital magnetic sensor uses solid state
components that can be damaged by a reverse polarity voltage.
1. Remove sensor from gearbox or transmission housing, and connect it to a harness and controller known to be
“good.” Move AWD system switch to “NORMAL MODE.”
A. Voltage between wires “4 AWD” and “5 AWD” should be at least 8.5 VDC.
B. Voltage between wires “4 AWD” and “7 AWD” (front) or “4 AWD” and “8 AWD” (rear) should be zero.
2. Move a wrench rapidly back and forth close to front of sensor.
__ and / or --
Pull a small magnet rapidly away from front of sensor.
A. A voltmeter between wires “4 AWD” and “7 AWD” (front) or “4 AWD” and “8 AWD” (rear) should show
a deflection of several volts.
3. A preferred method is to hold the sensor in the magnetic field of a small transformer. The type used in a
soldering gun or calculator power supply works well. The magnetic field of the transformer fluctuates at 60 HZ
and generates a 60 HZ signal from the sensor.
A. A voltmeter between wires “4 AWD” and “7 AWD” (front) or “4 AWD” and “8 AWD” (rear) should show
3.5 to 5 volts DC.
B. Controller test lamp will blink green (front) or red (rear) depending upon which sensor is being checked.
Sensor Adjustment (Gap) Procedure:
1. All Wheel Drive Rear Sensor:
A. Turn transmission output shaft until one tooth of the

third gear clutch pack is centered in the sensor
pickup mounting hole.
B. Screw rear sensor (2, Figure 64) in until it just

touches the gear O.D. Unscrew the sensor three to
four turns to obtain a 0.200 In. (5.080 mm) gap.
NOTE: The rear sensor uses 5/8” - 18 UNF

threads. When the sensor is turned one full
turn it moves 0.055 In. (1.397 mm). When
0.200 In. (5.080 mm) is divided by 0.055 In.
(1.397 mm) it results in 3.63 turns.
C. Once gap is obtained tighten jam nut (3).
D. Connect electrical lead (1) to sensor.
E. The all wheel drive system should be tested to ensure that the rear sensor is properly adjusted and
functioning.
82
2. All Wheel Drive Front Sensor:
A. In R.H. wheel assemblies reinstall sensor assembly

(Figure 65). With feeler gauge obtain a 0.045 In.
(1.143 mm) gap between the gear teeth and the
sensor pickup. DO NOT tighten the lock nut more
than 36 Ibf in (0.4 kg*m).
B. Remove the gearbox breather hose and fitting from

the gearbox to measure gap.
NOTE: The front sensor uses 3/6” - 24 UNF

threads. When the sensor is turned one full
turn it moves 0.042 In. (1.067 mm).
I
C. Once the front sensor is installed it may have to be Figure 85
adjusted inward to reduce the gap to prevent front
I
wheel creep. Perform the “AWD System Functional Test” to determine if additional adjustment is requrrea
(“AWD System Functional Test,” Steps 5.F, 6.F).
83
Problems
Problem 1. Test lamp does not light (“AWD System Functional Test” Step 3.A)
When machine is moving with AWD system “ON” in either the “NORMAL MODE” or “AGGRESSIVE MODE,” the
controller test lamp should blink yellow. Verify that lamp is not blinking. This indicates that neither the front nor rear
sensor signal is present at controller and system will not operate in either forward or reverse.
If lamp blinks green when moving in reverse with AWD system ON, go to Problem 2.
Turn the key switch “OFF,” and disconnect both 4-pin connectors at the controller. Turn the key switch “ON,” move
AWD switch to “NORMAL MODE,” and continue with the following checks.
TEST BOX
0000
0000
0000
~0000 ~
-1
-12
-2
-3
-6
-9
-10
E 3
1
2
BOOT REQ’D
3
4
1
2
FE
16397
Figure 66 FRONT AND REAR SENSOR HARNESSES DISCONNECTED FROM CONTROLLER AND TEST BOX
84
1. Check voltage from power supply to sensors. Check with front and rear sensor harnesses disconnected from
controller (Figure 63, Figure 66).
A. Wires “5 AWD” (Pin 3) to “4 AWD” (Pin 3) in connector SS4P (front) -- at least 8.5 VDC.
Wires “5 AWD” (Pin 4) to “4 AWD” (Pin 1) in connector SS4R (rear) -- at least 8.5 VDC.
1) If voltage is low, make sure that at least 20 VDC is available to controller from wire “3 AWD” to
“2 AWD” (ground) before replacing controller.
2) If at least 20 VDC is present, check each sensor connector pin pair with the other one connected.
a) If voltage drops, a short in the connected harness is indicated.
(1) Disconnect that sensor. If voltage returns, then replace that sensor.
(2) If voltage stays low, then replace or repair harness.
Problem 2. Test lamp blinks green when in reverse (“AWD System Functional Test” Step 3.A)
When machine is moving with AWD system “ON” in either the “NORMAL MODE” or “AGGRESSIVE MODE,”
controller test lamp should blink yellow. Verify that lamp is not blinking in forward but is blinking green when moving
in reverse with the AWD system “ON.” This indicates that the rear sensor signal is not present at controller and
system will not operate in either forward or reverse. The system may appear to operate normally, however, if test
button on controller is depressed.
Complete the AWD System Functional Test. If remainder of test is normal, continue with the following checks:
1. Check rear wiring harness connections at controller four-pin connector (containing wire “8 AWD”), and at rear
sensor.
2. Check rear sensor.
A. Rear sensor gap should be properly adjusted. See page 82.
B. Substitute a good sensor, if available.
C. Test sensor by following procedure on page 82.
NOTE: DO NOT test sensor by continuity check. A reverse polarity voltage can damage sensor circuitry.
3. Check rear wiring harness.
A. Substitute a good harness, if available.
B. Disconnect rear sensor connector (at sensor), and test for 8-9 VDC between wires “5 AWD” (Pin A) and
“4 AWD” (Pin B).
C. Disconnect harness at both ends and check for continuity and shorts.
85
Problem 3. Test lamp blinks red (“AWD System Functional Test” Step 3.A)
When the machine is moving with the AWD system “ON” in either the “NORMAL MODE” or “AGGRESSIVE
MODE,” the controller test lamp should blink yellow. Verify that the lamp is blinking red. This indicates that the front
sensor signal is not present at the controller and the system will operate very aggressively and require more engine
power; or it could indicate (if blinking yellow when moving in Reverse) that the drive motor is not turning.
Conduct Test Step 5. If the wheels DO turn then continue with the following checks:
1. Check front wiring harness connections at controller four-pin connector (containing wire “7 AWD”), and at front
sensor.
2. Check front sensor.
A. Front sensor gap should be properly adjusted. See page 83.
B. Substitute a good sensor, if available.
C. Test sensor by following procedure on page 82.
NOTE: Do Not test sensor by continuity check. A reverse polarity voltage can damage sensor circuitry.
3. Check front wiring harness.
A. Substitute a good harness, if available.
B. Disconnect front sensor connector (at sensor), and test for 8-9 VDC between wires “5 AWD” (Pin A) and
“4 AWD” (Pin C).
C. Disconnect harness at both ends and check for continuity and shorts.
Problem 4. No change between normal mode and aggressive mode (“AWD System Functional Test” Step 3.B)
When machine is moving on level ground with blade up and AWD system “ON” in the “NORMAL MODE,” The
system requires little power. When AWD switch is moved to “AGGRESSIVE MODE,” more power is required to
drive the front wheels faster than the rear, so the operator should hear an increase in hydraulic system noise and
may hear a change in engine RPM.
If there appears to be no change between “NORMAL MODE” and “AGGRESSIVE MODE,” verify that there is no
change by installing a suitable gauge (6000 PSI (421.8 kg/cm’)) in right hand test port, in line on front frame and
conduct test again. Pressure reading should be higher in “AGGRESSIVE MODE” than “NORMAL MODE”; if not,
continue with the following checks.
1. Measure right front wheel loaded radius, hub center to ground. It should be the same as an average of the rear
wheels.
2. Check for at least 20 VDC at harness wire “9 AWD” (Pin 7) coming from mode switch with key switch “ON”
and mode switch in “AGGRESSIVE MODE.”
3. Conduct checks outlined in “AWD System Functional Test” Step 5.A, 6.A, and PROBLEM 7.
4. Verify that all previous checks are normal before substituting a new controller.
86
Problem 5. System appears to lack power (“AWD System Functional Test” Step 3.B)
If system appears to lack power, it is important to remember that wheels may stall at maximum power with good
traction, rather than spin out. This maximum power situation can occur in either the “NORMAL MODE” or
“AGGRESSIVE MODE,” so it must be verified by conducting the hydraulic system pressure tests on page 72.
1. If charge pressure is low,
A. Check charge relief / flushing valve in HIC.
B. Check charge relief valve at pump.
C. Check charge pump.
2. If override pressure is low in FORWARD,
A. Check solenoid valve in HIC.
B. Check pilot-to-close poppet checks in HIC.
C. Check left hand high pressure relief valve at pump.
3. If override pressure is low in REVERSE,
A. Check right hand high pressure relief valve at pump.
4. If override pressure is low in FORWARD and REVERSE,
A. Check pressure override valve.
Problem 6. Wheels turn when in neutral (“AWD System Functional Test” Step 4.A)
This step ensures that pump is centered in neutral, and that no false signals are causing pump to stroke. Note that
the AWD system switch is “OFF” during this step. If pump is misadjusted toward the forward direction, it will not
turn the wheels until the HIC solenoid valve is energized by shifting to FORWARD in “AWD System Functional
Test” Step 4.8. If either or both wheels try to turn in either direction, continue with the following checks.
1. Remove electrical connectors from pump solenoids and re-test.
A. If wheels don’t turn now, check for voltage energizing one of the pump solenoids from wire “1 AWD,” “E
AWD” or “F AWD.”
B. If wheels still turn, adjust pump “EL module” or servo piston back to neutral. Perform the “Mechanical and
Hydraulic Centering Adjustment Procedures” portion of this manual.
87
Problem 7. Wheels don’t turn either direction (“AWD System Functional Test” Step 5.A, 6.A)
At this point in the test, the wheels are off the ground, engine at idle, parking/emergency brake “RELEASED,” foot
brake released, transmission in either sixth gear forward or third gear reverse, and AWD switch in “NORMAL
MODE.” When test button on controller is pushed, a simulated rear sensor signal is generated in the controller, the
front wheels should turn about 3 MPH and test lamp should blink green. If they do not turn, continue with the
following checks:
If wheels turn forward but not reverse, go to problem 8. If they turn in reverse but not forward, go to problem 9.
Verify that wheels do not turn in either direction.
1. Check foot brake and brake light, inching pedal, and parking brake circuits. A voltage on wire “10 AWD” will
cause the system to cut off as if any one of these functions were applied.
TEST BOX
BOOT REQ’D
1639f
igure 67 MAIN HARNESS DISCONNECTED FROM CONTROLLER WITH JUMPER WIRE INSTALLED
88
2. Disconnect large, 7-pin, connector at controller. Momentarily connect pin 2, (wire “GRD AWD”) to pin 3, (wire
“1 AWD”).
A. If wheels turn, check test setup and retest. If results are the same, then replace controller.
B. If wheels don’t turn, operate pump solenoid manually by depressing the pin in the end of shell with wheels
off the ground, AWD switch “OFF,” and transmission in “NEUTRAL.”
1) If wheels don’t turn, check charge pressure (250 PSI (17.6 kg/cm*)) minimum).
a) If normal, check main relief valves or pressure override valve (POV).
b) If low,
(1) check HIC charge relief / flushing valve.
(2) check charge pump.
(3) check charge relief valve in pump.
2) If wheels turn when solenoid is manually operated, check for system voltage from transmission harness
on wire “F AWD” (forward) or “E AWD” (reverse), through solenoids and connectors, and through
ballast resistor on wire “1 AWD” to controller.
Problem 8. Wheels do not turn forward (“AWD System Functional Test” Step 5.A)
At this point in the test, the wheels are off the ground, engine at idle, parking/emergency brake applied, foot brake
released, transmission in sixth gear forward, and AWD switch in “NORMAL MODE.” When test button on controller
is pushed, a simulated rear sensor signal is generated in controller, the front wheels should turn forward about 3
MPH and test lamp should blink green. Verify that wheels turn in reverse (“AWD System Functional Test” Step 6.A)
but not in forward, then continue with the following checks:
1. Touch HIC solenoid valve with a small steel tool to see if it’s magnetized.
A. Measure voltage across solenoid coil studs. System voltage comes from transmission, through the forward
relay terminals 3 & 5, on wire “D AWD.”
B. Check solenoid ground wire (in harness, grounded at cab floor).
C. Check solenoid coil (resistance approx. 70 ohms).
2. Operate pump solenoid manually by depressing pin in end of shell.
A. If wheels turn now, problem is electrical.
1) Check for system voltage at pump solenoid, wire “F AWD” from transmission harness.
2) Check pump solenoid coil; swap coils.
B. If wheels don’t turn now, problem is mechanical.
1) Check HIC solenoid valve by substitution.
2) Inspect pilot-to-close check valves in bottom side of HIC.
89
Problem 9. Wheels do not turn in reverse (“AWD System Functional Test” Step 6.A)
At this point in the test, the wheels are off the ground, engine at idle, parking/emergency brake applied, foot brake
released, transmission in third gear reverse, and AWD switch in “NORMAL MODE.” When test button on controller
is pushed, a simulated rear sensor signal is generated in controller, the front wheels should turn forward about 3
MPH and test lamp should blink green. Verify that wheels turn in forward (“AWD System Functional Test” Step 5.A)
but not in reverse, then continue with the following checks:
1. Operate pump solenoid manually by depressing pin in end of shell.
A. If wheels turn now, problem is electrical.
1) Check for system voltage at pump solenoid, wire “E AWD” from transmission harness.
2) Check pump solenoid coil; swap coils.
B. If wheels don’t turn now, problem is mechanical.
1) Inspect pilot-to-close check valves in bottom side of HIC.
2) Check for reverse clutch pressure at HIC port “C” (250 PSI (17.6 kg/cm*)).
a) Check reverse clutch valve in bottom side of HIC.
Problem 10. Wheels do not stop (“AWD System Functional Test” Step
5.8, 5.C 5.D, 5.E, 5.F, 6.B, 6.C 6.D, 6.E, 6.F)
Any time, the foot brake is applied, inching pedal is depressed, parking brake is applied, or transmission is shifted
to neutral, the drive signal is canceled, and wheels should stop. (“AWD System Functional Test,” Steps
5.8, 5.C 5.D, 6.B, 6.C 6.D and 5.E, 6.E)
If the machine is slowed to a stop, without applying the foot brake, or shifting the transmission to neutral, the front
wheels should stop and not continue to drive the grader. If the front wheels continue to drive, they can cause the
engine to lug down. (This condition is simulated at “AWD System Functional Test,” Steps 5.F, 6.F)
If wheels don’t stop under any of the previously mentioned conditions, continue with the following checks:
NOTE: The “Mechanical and Hydraulic Centering Adjustment Procedures” should have been conducted before
these checks.
1. Check for at least 20 VDC on wire “10 AWD” (pin 6 of large controller connector). A minimum of 20 VDC must
be present when foot brake is applied, inching pedal is depressed, or parking brake is applied. (This condition
is tested during “AWD System Functional Test,” Steps 5.B, 5.C, 5.D, 6.B, 6.C, 6.D)
2. Check for at least 20 VDC on wire “12 AWD” (pin 4 of large controller connector). (This condition is tested
during “AWD System Functional Test,” Steps 5.E, 6.E)
3. Check that the front sensor is properly adjusted. See page 83. (“AWD System Functional Test,” Steps 5.F, 6.F)
90
All Wheel Drive Pump Adjustment Procedure
The AWD pump has several adjustment procedures which must be followed to ensure that it will function properly
in the system. The “AWD Hydraulic System Pressure Tests” only measures the pressures of the pump as it
interacts in the entire system. The actual AWD pump charge pressure setting can not be tested unless the pump
is isolated from the HIC valve. The HIC valve contains the flushing valve that is set at a lower pressure than the
charge pump relief valve. Also, the Pressure Override Valve (POV) limits the maximum system pressure. The POV
prevents the forward and reverse high pressure relief valves from limiting the system pressure. The only way the
pump and relief valves can be properly adjusted is to perform the following procedures.
The pump must also be properly centered. That is, it must be able to return to a “NEUTRAL” position when the
AWD system is turned “OFF.” If the pump does not fully destroke to “NEUTRAL” (0” swash plate angle), it will
continue to create flow into the system. This flow will continue to drive the AWD motors and gear boxes. The
hydraulic and mechanical centering procedures are dependent on each other. What the centering procedures do,
is to ensure 0” swash plate angle when the pump is in “NEUTRAL.”
All the relief valves must be adjusted before performing the hydraulic and mechanical centering procedures.
NOTE: The relief valves under normal circumstances are factory set, and will only require adjustment when the
pump has had major service involving the relief valve cartridges.
Figure 68 TRAVEL DRIVE SYSTEM TEST PORTS, RELIEF

VALVE CARTRIDGES AND ADJUSTMENT SCREWS
91
LEGEND FOR ALL WHEEL DRIVE PUMP (Figure 68)
1. PORT “S” (LOCATED ON OPPOSITE SIDE) 13. PORT “R”

2. PORT “B” 14. PORT “X3”
3. CHARGE PRESSURE RELIEF VALVE 15. PORT “Xl ”
4. TEST PORT “MB” (LOCATED ON END OF 16. SOLENOID “A”
PUMP) 17. PORTS “Al ” AND “Bl”
5. PORT “FE” 18. REVERSE HIGH PRESSURE RELIEF VALVE,
6. FORWARD HIGH PRESSURE RELIEF VALVE, PORT “B”
PORT “A” (REVERSE HIGH PRESSURE 19. PORT “Tl ”
RELIEF VALVE, PORT “B” LOCATED ON 20. PRESSURE OVERRIDE VALVE (POV)
OPPOSITE SIDE) ADJUSTING SCREW
7. TEST PORT “MA” (LOCATED ON END OF 21. SOLENOID “B”
PUMP) 22. PORT “X3”
8. PORT “FA” 23. PORT “X4”
9. PORT “T2”
10. ECCENTRIC TIMING SCREW
11. MECHANICAL CENTERING ADJUSTING
SCREW
12. HYDRAULIC CENTERING ADJUSTING SCREW
- IMPORTANT -
The flushing valve contained in the HIC valve assembly is

factory set and lock wired with a lead seal. DO NOT adjust
this cartridge.
All Wheel Drive Pump Adjustment Procedure for Relief Valves
During this adjustment procedure test ports “MA” and “MB” located on the rear of the AWD pump are going to be
used to measure system pressures. These test ports are more convenient for the person adjusting the relief valves.
A
WARNING! When conducting pressure test and adjustment of relief valve cartridges, have one
person in the cab at all times, while the second person records and performs the adjustment.
Do not adjust the relief valves while the machine is running. Shutdown the engine and then turn
the adjustment screws. The second person should stand to the side of the machine clear of the
tires incase it should move forward or reverse.
92
2. Using two split flange plugs (P/N 603 517 Cl) and two
O-rings (P/N 343 906 Rl), block the flow of oil in the
high pressure tubes leading to the HIC valve. The split
flange connections are located just in front of the
forward and reverse test ports (Figure 69).
NOTE: Blocking the high pressure tubes will eliminate

the flushing valve from affecting the charge
pressure reading.
3. Connect a two calibrated 600 PSI (42.2 kg/cm”) gauges

to pressure test ports “MA” and “MB” (Figure 68).
4. Start engine and set engine speed control lever to 2500

f25 RPM.
‘igure 69 SPLIT FLANGE CONNECTIONS OP
5. Record charge pressure reading. Charge pressure must HIGH PRESSURE TUBES LEADING TO H.I.C.
be 330 - 370 PSI (23.2 - 26.0 kg/cm’) @ 1770 f25 VALVE
RPM.
PSI Q Charge pressure at test port “MA.”
PSI Q Charge pressure at test port “MB.”
6. If readings are not correct, shutdown the engine and adjust charge pressure relief valve (Figure 68). Then
restart the engine and check pressures again.
NOTE: If pressure readings are not within 5 PSI (0.4 kg/en?) of each other, the “Hydraulic Centering
Procedure” must be performed.
7. Shutdown engine.
8. Turn the forward and reverse high pressure relief valve adjustment screws (Figure 68) “OUT” (CCW) until the
spring tension is completely relieved. Then turn both screws in one full turn CW.
9. Turn the Pressure Override Valve (POV) adjusting screw (Figure 68) “IN” (CW) until firm resistance is
encountered.
A WARNING! Do not force the POV adjustment

so could result in damage to the valve.
screw beyond the firm resistance point. To do
NOTE: Turning the POV adjustment screw all the way in will set it to a higher pressure than that of the forward
and reverse high pressure relief valves.
93
10. Connect two calibrated 10,000 PSI (703.0 kg/cm*)

pressure gauges to test ports “MA” and “MB”
(Figure 68).
NOTE: The test ports (I and 2, Figure 70) located in

the high pressure lines along frame to front
wheels could be used, although these are not
near the adjustment points.
‘igure 70 ALL WHEEL DRIVE TEST PORTS (’

4ND 2)


disconnect connector containing wire “10 A WD”
from relay. This connector also includes wire
relay, leave the other one connected.
A
force during this test. Keep clear of the
area in front of and behind the machine.
12. “APPLY” foot brake, “RELEASE” parking brake, and Figure 71 RELAY CONNECTOR CONTAINING
move AWD system switch to the “OFF” position. Start WIRE “10 AWD” (LOCATED JUST IN FRONT OF
engine and set engine speed control at 1000 f25 RPM. AWD CONTROLLER)
13. Move the AWD system switch to “NORMAL MODE,” shift transmission to “SIXTH GEAR FORWARD,” increase
engine setting to 2500 f25 RPM and push test button (1, Figure 60) on controller.
A. The “MA” gauge should show forward high pressure relief valve reading. Adjust the forward high pressure
relief valve adjustment screw until the reading is 4550 PSI (319.9 kg/cm*) higher Q 2500 f25 RPM than
the charge pump pressure reading of 330 - 370 PSI (23.2 - 26.0 kg/cm*) (4550 + 350 f20 = 4900 f20 PSI)
(319.9 + 24.6 fl.4 = 344.5 fl.4 kg/cm*). Have other person, record forward high pressure relief valve
reading.
PSI Forward high pressure relief valve Q 2500 f25 RPM.
94
B. The “MB” gauge should show charge pressure of 330 - 370 PSI (23.2 - 26.0 kg/cm’) Q 1770 f25 RPM.
Have other person, record charge pump reading.
A
WARNING! Perform this step as quickly as possible to prevent overheating of the pump.
Flow must not be permitted to spill over the high pressure relief valve for no longer then
10 seconds, especially at higher pressures.
14. Set engine throttle to 1000 f25 RPM.
15. Shift to “THIRD GEAR REVERSE,” increase engine speed to 2500 f25 RPM, and push test button (1,
Figure 60).
A. The “MA” gauge should show charge pressure of 330 - 370 PSI (23.2 - 26.0 kg/cm’) Q 1770 f25 RPM.
B. The “MB” gauge should show reverse high pressure relief valve reading. Adjust the reverse high pressure
relief valve adjustment screw until the reading is 4550 PSI (319.9 kg/cm*) higher Q 2500 f25 RPM than
the charge pump pressure reading of 330 - 370 PSI (23.2 - 26.0 kg/cm*) (4550 + 350 f20 = 4900 f20 PSI)
(319.9 + 24.6 fl.4 = 344.5 fl.4 kg/cm*). Have other person, record reverse high pressure relief valve
reading.
PSI Reverse high pressure relief valve Q 2500 f25 RPM.
A
WARNING! Perform this step as quickly as possible to prevent overheating of the pump.
Flow must not be permitted to spill over the high pressure relief valve for no longer then
10 seconds, especially at higher pressures.
16. Shutdown the engine and turn the AWD switch “OFF.”
17. Turn the POV adjustment screw CCW, all the way “OUT.”
18. Start the engine, move the AWD system switch to “NORMAL MODE,” shift transmission to “SIXTH GEAR
FORWARD,” increase engine speed to 2500 f25 RPM, and push test button (1, Figure 60) on controller.
A. The right hand gauge should show pressure override reading. Adjust the POV adjustment screw until the
reading is 4400 PSI (309.3 kg/cm*) Q 2500 f25 RPM. Record pressure override valve reading.
PSI Pressure override valve Q 2500 f25 RPM.
B. The left hand gauge should show charge pressure of 330 - 370 PSI (23.2 - 26.0 kg/cm*) Q 1770 f25 RPM.
NOTE: Once the POV is adjusted the pump does not have to adjusted for the opposite direction.
19. Shutdown the engine and turn the AWD system switch “OFF.”
95
20. Remove split flange plugs.
21. Remove all gauges.
22. Plug in connector on relay that was disconnected in Step 11, before returning machine to service.
96
Hydraulic Centering Adjustment Procedure
When the EL control module is serviced or replaced, you must center the rebuilt or new module. Use the following
procedure to ensure it is hydraulically centered.
A WARNING! Use two people to perform the following

remain in the cab at all times.
adjustment procedure. One person must
2. Remove both plug-in connectors from solenoids “A” and “B.”
NOTE: Use a small screw driver to remove screw securing connectors to solenoid valves. Having the
connectors unplugged will ensure there is no electrical signals at the solenoids.
O-rings (P/N 343 906 RI), block the flow of oil in the

pressure reading. This will also cause the A WD
pump flow to deadhead making pressure
readings equalize and show charge pressure at
test ports “MA” and “MB. ”
4. Install two calibrated 600 PSI (42.2 kg/cm*) gauges at

test ports “MA” and “MB” (Figure 68).
F‘igure 72 SPLIT FLANGE CONNECTIONS OP
5. Stat-t engine and set engine speed COntrOl kVer to 2500 HIGH PRESSURE TUBES LEADING ~0 H.I.C.
k25 RPM. VALVE
6. Record pressure readings at test ports “MA” and “MB.”

Pressure readings MUST BE within 5 PSI (0.4 kg/cm*) of each other.
PSI Q Pot-t “MA”
PSI Q Pot-t “MB”
NOTE: Switch the gauges and verify there is not any difference in their pressure readings.
97
7. If the readings ARE NOT within 5 PSI (0.4 kg/cm*), loosen jam nut on hydraulic centering adjusting screw
(Figure 68) and turn adjusting screw until pressure readings are within 5 PSI (0.4 kg/cm*) of each other. Tighten
jam nut.
A
WARNING! When adjusting the hydraulic centering adjustment screw, it is possible to
develop system pressure by turning the screw to far from the centered position. This
system pressure can damage the 800 PSI (42.2 kg/cm*) gauges.
NOTE: The adjustment screw is eccentric, and therefore, turning it more than 90” in either direction will have
no further centering effect and may cause control to bind resulting in damage.
NOTE: If hydraulic centering can not bring pressures within 5 PSI (0.4 kg/ix?) of each other, then mechanical
centering must be done.
m
8. Centering of EL control module is now completed.
11111
NOTE: If difficulties are encountered in obtaining
neutral position of the EL control module, check
that the ends of the control feedback spring
(Figure 73) are correctly located in the grooves FEEDBACK
near the end of the feedback lever arm. See

appropriate All Wheel Drive Pump section for
servicing procedures.
9. Shutdown engine and disconnect hydraulic gauges from

test ports. Plug test ports.
10. Remove the split flange plugs from high pressure tubes.
11. It is advised that the “Filtering Procedure for “AWD” Figure 73 CONTROL FEEDBACK SPRING AND
Hydraulic System” be conducted after the split flanges LEVER ARM
are connected.
Mechanical Centering Adjustment Procedure
Mechanical centering is only performed when the pump can not be hydraulically centered. Mechanical centering
should not change once it is set and hydraulic centering must be repeated afterwards.
2. Connect test ports “X3” to “X4” (Figure 68) to each other with a high pressure hose.
NOTE: Test ports “X3” and “X4” connected together, will ensure there is equal pressure on both sides of the
control valve and control piston. With this condition, the pump remains off stroke and system pressure
measured at test ports “MA” and “MB, ” will be equal to charge pressure.
98
O-rings (P/N 343 906 Rl), block the flow of oil in the

pressure reading. This will cause the A WD
pump flow to deadhead making pressure
readings equalize and show charge pressure at
test ports “MA” and “MB. ”
4. Install two calibrated 600 PSI (42.2 kg/cm”) gauges at

test ports “MA” and “MB” (Figure 68).
F‘igure 74 SPLIT FLANGE CONNECTIONS OP
5. Start engine and Set engine speed COntrOl kVer t0 HIGH PRESSURE TUBES LEADING ~0 H.I.C.
HIGH IDLE. VALVE
6. Record pressure readings at test ports “MA” and “MB.” Pressure readings MUST BE within 7 PSI (0.5 kg/cm”)
of each ‘other.
PSI Q Port “MA”
PSI Q Port “MB”
NOTE: Switch the gauges and verify there is not any difference in their pressure readings.
7. If the readings ARE NOT within 7 PSI (0.5 kg/cm’), loosen jam nut on mechanical centering adjusting screw
(Figure 68) and turn adjusting screw until pressure readings are within 7 PSI (0.5 kg/cm’) of each other. Care-
fully tighten jam nut.
8. Shutdown engine and disconnect hydraulic gauges from test ports. Plug test ports.
9. Remove high pressure hose from between test ports “X3” and “X4.” Plug test ports.
10. Remove the split flange plugs from high pressure tubes.
11. Repeat hydraulic centering procedure.
99
Filtering Procedure for “AWD” Hydraulic System
To filter All Wheel Drive (AWD) system use the following procedure:
1. Disconnect front wheel sensor. (Located on R.H. gearbox assembly)
2. Start engine and raise front wheels off ground.
3. Arrange to have test button at electronic control box continuously depressed.
4. Engage AWD switch to “NORMAL MODE.”
5. APPLY FOOT BRAKE.
6. Shift transmission into highest gear “FORWARD.”
7. Accelerate engine RPM gradually from low idle to maximum high idle and hold for five (5) minutes.
8. After five (5) minutes decelerate to low idle.
9. APPLY FOOT BRAKE.
10. Shift transmission into highest gear “REVERSE.”
11. Accelerate engine RPM gradually from low idle to maximum high idle and hold for five (5) minutes.
12. After five (5) minutes decelerate to low idle.
13. APPLY FOOT BRAKE, shift transmission into highest gear, and REPEAT PROCEDURES FOR FORTYFIVE
(45) MINUTES.
14. After forty-five (45) minutes release test button, lower front wheels and reconnect front sensor.
15. This concludes the filtering procedure.
A WARNING! Apply foot brake every time when shifting transmission

vice versa.
from forward to reverse and
100
E-34.OOK
REAR AXLE COOLING AND

LOCK/UNLOCK
DIFFERENTIAL PUMP

CAUTION

WORKING ORDER.

INJURY.
KOMATSU AMERICA INTERNATIONAL COMPANY 850 SOUTH STREET GALION, OH 44833
0196
METRIC CONVERSIONS
SHOP MANUAL SECTION E-34.OOK
TABLE OF CONTENTS
CONTENTS PAGE
INTRODUCTION ....................................................... 2
SERVICING ........................................................... 4
REMOVAL ......................................................... 4
DISASSEMBLY ..................................................... 6
CLEANING AND INSPECTION ........................................ 8
REASSEMBLY .................................................... 10
lNSTALLATlON....................................................l 2
LOCK/UNLOCK DIFFERENTIAL RELIEF VALVE ADJUSTMENT ........... 13
REAR AXLE COOLING SYSTEM ..................................... 13
1
INTRODUCTION
the front engine mount. The pump is belt
The rear axle cooling and lock/unlock deferential pump is located under
driven by a pulley that is added to the engine crankshaft.
GlOAVO
Figure 1 EXPLODED VIEW OF LOCK/UNLOCK DIFFERENTIAL PUMP
2
LEGEND FOR LOCK/UNLOCK DIFFERENTIAL PUMP
The exploded view shown on the previous page and legend shown here are to help identity parts and their
orientation to each other while servicing the lock/unlock differential pump. Some components mentioned during
1 HOUSING, REAR 8 KEY, WOODRUFF

2 BOLT 9 PIN, SHEAR
3 PLUG 10 GASKET
4 BEARING, NEEDLE 11 HOUSING, FRONT
5 GEAR, DRIVE 12 RING, RETAINING
6 SHAFT ASSEMBLY, IDLER 13 BEARING, BALL
SHAFT, IDLER 14 SPACER
GEAR, DRIVE 15 SEAL, OIL
PIN, DRIVE 16 RING, RETAINING
RING, RETAINING 17 KEY
7 SHAFT, DRIVE
SERVICING
installation of the lock/unlock differential components.
REMOVAL
1. Tag and disconnect all hoses from pump and control and
relief valve.
2. Disconnect electrical connection to solenoid.
3. Remove adjustment bolt and hardware (1, Figure 2).
4. Loosen pivot mounting bolt (not shown) and remove

drive belt (2, Figure 2) from pulley (3).
5. Remove pivot mounting bolt and hardware, and pump

mounting bracket (4, Figure 2) from engine support (5).
Figure 2
6. Using a suitable puller, remove pulley assembly (1,

Figure 3) from pump drive shaft (2). Remove key (not
shown) from shaft.
7. Remove two bolts (3, Figure 3) that hold pulley bushing

(4) to pulley.
Figure 3
4
8. Remove three elbows (7, Figure 4) and tee (2).
9. Remove four bolts and flat washers (3, Figure 4), and
pump (4) from mounting bracket (5).
10. Remove two bolts and flat washers (6, Figure 4), and
control and relief valve (7) from mounting bracket (5).
Figure 4
5
DISASSEMBLY
GlOAVOl’
Figure 5
6
SHOP MANUAL SECTION E-WOOK
1. Match mark rear housing (1, Figure 5) to front housing (11).
2. Remove eight bolts (2, Figure 5), rear housing (l), and gasket (10) from front housing (11).
NOTE: Record co/or of gasket removed. A gasket of the same color must be used during assembly.
3. Remove two needle bearings (4, Figure 5) from rear housing (l), if replacement is necessary.
4. Remove shaft assembly (6, Figure 5) from front housing (11). Shaft assembly is comprised of a drive gear, idler
shaft, drive pin and retaining ring. Replace parts as needed.
5. Remove drive gear (5, Figure 5) and woodruff key (8) from drive shaft (7).
6. Remove retaining ring (16, Figure 5) from front housing (11).
7. Using and arbor press, press on rear housing end of drive shaft. Remove oil seal (15, Figure 5), spacer (14)
and drive shaft assembly from front housing. Remove two retaining rings (12) and ball bearing (13) from drive
shaft (7), if replacement of parts is necessary.
6. Remove two needle bearings (4, Figure 5) from front housing (1 l), if replacement is necessary.
11 Carefully inspect all bearing rollers, cages and cups for wear, chipping or nicks to determine condition. Do not
installation.
8
9
REASSEMBLY
Figure 6
10
1. Install two needle bearing (4, Figure 6) in front housing (11).
2. Install ball bearing (13, Figure 6) on drive shaft (7). Hold bearing in place with two retaining rings (12).
3. Press bearing (13, Figure 6) with shaft (7) into front housing (11).
4. Install spacer (14, Figure 6), oil seal (15) and retaining ring (16) in front housing (11).
5. Install woodruff key (8, Figure 6) and drive gear (5) on drive shaft (7).
6. Assemble idler gear drive shaft (6, Figure 6). Shaft assembly is comprised of a drive gear, idler shaft, drive pin
and retaining ring.
7. Install two needle bearings (4, Figure 6) in rear housing (1).
8. Aligning match marks, position proper colored gasket (10, Figure 6) and rear housing (1) on front housing (11).
Install eight bolts (2). Tighten bolts from 9.5 - 12.5 Ibf ft (1.3 - 1.7 kgmm).
NOTE: New gasket must be same color as one removed during disassembly.
11
INSTALLATION
1. Attach control and relief valve (7, Figure 7) to mounting

bracket (5) with two flat washers and bolts (6).
2. Attach pump (4, Figure 7) to mounting bracket (5) with

four flat washers and bolts (3).
NOTE: 77ghtenbolts to 25 Ibf ft (3.5 kgm).
3. Install three elbows (1, Figure 7) and tee (2). Orient

elbows and tee as shown.
Figure 7
4. Attach pulley bushing (4, Figure 8) to pulley (1) with two

bolts (3).
NOTE: ~ghfen bolts to 8 Ibf ff (7. I kg@
5. Press pulley assembly (1, Figure 8) with key (not shown)

on pump drive shaft (2).
Figure 8
6. Loosen pivot mounting bolt (not shown) and remove

drive belt (2, Figure 9) from pulley (3).
7. Attach pump mounting bracket (4, Figure 9) to engine

support (5) with pivot mounting bolt (not shown) and
adjustment bolt (1, Figure 9) and hardware. Only finger
tighten bolts at this time.
8. Position drive belt (2, Figure 9) on pulley (3). Pivot

mounting bracket to apply tension on drive belt. Tighten
NOTE: Belt deflection should be from 0.25 - 0.375 In.

(6.35 - 9.52 mm).
Figure 9
9. Tag and Connect all hoses from pump and control and
relief valve as tagged during removal procedure.
10. Connect electrical connection to solenoid.
12
LOCK/UNLOCK DIFFERENTIAL RELIEF VALVE ADJUSTMENT
Connect a calibrated 3000 PSI (210.9kg/cm’) gauge to

test port (Figure 10). Test port is located on top of rear
axle.
Start engine and set engine speed control lever to 1000

RPM.
Figure 10 LOCK/UNLOCK DIFFERENTIAL TEST

PORT
3. Adjust relief valve (Figure 11) until gauge reads 625 PSI
(43.9 kg/cm*).
4. Set engine speed control lever to 2500 RPM, gauge

should read 625 k20 PSI (43.9 il.4 kg/cm*)
5. Adjust relief valve if necessary.
I
Figure 11 RELIEF VALVE
REAR AXLE COOLING SYSTEM
There is no pressure adjustment for the rear axle cooling system.

14
F-01.20K
RI
CIRCLE REVERSE SLIP CLUTCH

CAUTION

WORKING ORDER.

INJURY.
ILLUSTRATIONS SHOWN IN THIS MANUAL WERE TAKEN WHILE THE

SLIP CLUTCH WAS BEING ASSEMBLER AT THE FACTORY, AND DO
NUT REFLECT THE POSITION THAT THEY ARE ON A UNIT IN THE
FIELD.
0995
METRIC CONVERSIONS
SHOP MANUAL SECTION F-01.20K
TABLE OF CONTENTS
CONTENTS PAGE
INTRODUCTION ............................................... 2
SPECIALTOOLS .............................................. 4
SERVICING .................................................. 5
REMOVAL ................................................ 5
DISASSEMBLY ............................................. 6
CLEANING AND INSPECTION ................................. 9
REASSEMBLY ............................................ 11
INSTALLATION ............................................ 17
RETROFITTING A STANDARD CIRCLE GEAR CASE WITH A SLIP CLUTCH
FOR CIRCLE P/N 1430 851 H92 ............................... 19
CIRCLE IDENTIFICATION .................................... 19
RETROFITTING INSTRUCTIONS .............................. 19
TESTS AND ADJUSTMENTS .................................... 22
CIRCLE ADJUSTMENT ...................................... 22
SLIP CLUTCH ADJUSTMENT TEST ............................ 24
Spring Scale Test ....................................... 24
Engine and Transmission Gear Range Test .................... 25
1 Rl
INTRODUCTION
16
20
I7
18
21 *I9
G17GVOOi
Ggure 1 EXPLODED VIEW OF CIRCLE REVERSE SLIP CLUTCH
RI 2
LEGEND FOR CIRCLE REVERSE SLIP CLUTCH
orientation to each other while repairing the circle reverse slip clutch. Some components mentioned during
service procedure may only be shown in this illustration
1 PINION SHAFT 15 O-RING

2 O-RING 16 SHIM - 0.005
3 V-RING SHIM - 0.007
4 BEARING SHIM - 0.020
5 OIL LEVEL PLUG SHIM - 0.060
6 CLUTCH HOUSING 17 CLUTCH HOUSING COVER
7 BACK-UP RING 18 FLAT WASHER
8 SEPARATOR PLATE 19 BOLT
9 FRICTION PLATE 20 OIL DRAIN/FILL PLUG
10 BACKING PLATE 21 O-RING
11 CLUTCH HUB 22 PLUG
12 PINION SHAFT WASHER 23 REDUCER
13 LOCK NUT 24 CHECK VALVE
14 BELLEVILLE SPRING
3 Rl
SPECIAL TOOLS
2.40” (60.9 MM)

f;;y;%J
. -:02 MM
MATERIAL: MILD STEEL

5.91” (150.1 MM)
17014
FiCJUre 2 C;IHC;Lt SLIP C;LU I GH tiAUtit I WWL
The circle slip clutch gauge tool (Figure 3) is used in

place of the belleville springs, when the slip clutch shim
pack is being determined at assembly. The qauqe must
be removed after the shim pack thickness is determined.
Circle Slip Clutch Gauge Tool (Part Number DRl l-901).

Refer to “Service Tools Catalog” 1128166R2, Section 11.
Orders for these tools should be placed with;

Kent-Moore Heavy Duty Group
SPX Corporation
29784 Little Mack
Roseville, MI 48066-2298
Telephone; l-800-328-6657 USA and Canada

Figure 3
Fax; l-800-578-7375 USA and Canada
RI 4
SERVICING
The following is only one method of obtaining a removal, disassembly, cleaning and inspection, reassembly,
and installation of the circle reverse slip clutch.
Thoroughly clean the component to be repaired and the surrounding area. This will help prevent contamination
from entering the component or system being repaired.
REMOVAL
1. Before removal of circle slip clutch from grader, the circle shoes must be loosened and the circle moved
away from the pinion gear. There is a small lip by the root of the pinion gear that will prevent it from being
removed unless the circle is moved.
2. Position a floor jack under circle slip clutch assembly

to prevent it from falling.
3. Remove six bolts and lock washers (1, Figure 4),

bearing retainer (2) and shims from circle reverse
gear case cover (3).
NOTE: Keep shim pack together for reassembly.
Figure 4
4. Remove lock nut and washer (1, Figure 5) from pinion

shaft (2).
5. Slowly lower floor jack and remove circle slip clutch

assembly out of circle reverse gear case.
Figure 5
5 Rl
DISASSEMBLY
1. Remove plug (1, Figure 6) from clutch housing cover

(2).
2. Remove O-ring (not shown) from plug (1, Figure 6).
3. Remove eight bolts and flat washers (3, Figure 6),

clutch housing cover (2) and split shims (not shown)
from clutch housing (4).
NOTE: Keep each split shim pack half together.
4. Remove O-ring (1, Figure 7) from clutch housing

cover (2).
Figure 7
5. Remove two belleville springs (1, Figure 8) and

backing plate (2) from slip clutch.
Figure 6
RI 6
6. Remove eight separator plates (1, Figure 9) and

seven friction plates from clutch housing (2).
Figure 9
7. Remove back-up ring (1, Figure IO) from clutch

housing (2).
Figure 10
7 Rl
8. Remove V-ring (10, Figure 11) from

clutch housing (2).
9. Remove check valve (9, Figure 11)

and reducer (8) from end of pinion
shaft (4), if replacement is necessary.
10. Remove lock nut (7, Figure 1 l), pinion

shaft washer (6), and clutch hub (5)
from pinion shaft (4).
11. Remove pinion shaft (4, Figure 11)

from clutch housing (2).
12. Remove O-ring (3, Figure 11) from

clutch housing (2).
13. Press self-lubricated bearing (1,

Figure 11) out of clutch housing (2).
Figure 11
RI 8
Some of the following

information may not apply to the particular
component that you are servicing.
All parts must be clean to permit an effective inspection. During assembly, it is very important that no dirt or
foreign material enters unit being assembled. Even minute particles can cause malfunction of close fitting parts
such as thrust bearing, matched parts, etc.
1. Clean all metal parts thoroughly using a suitable cleaning fluid. It is recommended that parts be immersed
in cleaning fluid and moved up and down slowly until all oils, lubricants, and/or foreign materials are
dissolved and parts are thoroughly clean.
bearings from cleaning fluid and strike flat against a block of wood to dislodge solidified particles of lubri-
cant. Immerse again in cleaning fluid to flush out particles. Repeat above operation until bearings are
thoroughly clean. To dry bearings, use moisture-free compressed air. Be careful to direct air stream across
bearing to avoid spinning bearings that are not lubricated. DO NOT SPIN BEARINGS WHEN DRYING;
bearings may be rotated slowly by hand to facilitate drying process.
3. Carefully inspect all bearing rollers, cages and cups for wear, chipping or nicks to determine condition. Do
not replace a bearing cone or cup individually without replacing mating cup or cone at the same time. After
installation.
For those bearings that are to be inspected in place; inspect bearings for roughness of rotation, scoring,
pitting, cracked or chipped races. If any of these defects are found, replace bearings. Also inspect defective
bearing housing and/or shaft for grooved, galled or burred conditions that indicate bearing has been turning
in its housing or on its shaft.
disassembled than waiting for premature failures; refer to latest Micro Fiche and/or Parts Book for replace-
ment items. Be extremely careful when installing sealing members, to avoid cutting or scratching. Curling
under of any seal lip will seriously impair its efficiency. Apply a thin coat of Loctite #120 to outer diameter,
of metal casing, on oil seals to assure an oil tight fit into retainer. Use extreme care not to get Loctite on
lips of oil seals. If this happens, that portion of the seal will become brittle and allow leakage.
9 Rl
5. If available, use magna-flux or similar process for checking for cracks that are not visible. Examine teeth
on all gears carefully for wear, pitting, chipping, nicks, cracks or scores. Replace all gears showing cracks
shafts and quills to make certain they have not been sprung, bent, or splines twisted, and that shafts are
true.
Inspect belleville springs for distortion, scores, burs, and wear. Replace thrust washer if defective or worn.
6. Inspect bores and bearing surfaces of cast parts and machined surfaces for scratches, wear, grooves and
dirt. Remove any scratches and burrs with crocus cloth. Remove foreign matter. Replace any parts that
are deeply grooved or scratched which would affect their operation.
RI IO
REASSEMBLY
1. Press self-lubricated bearing (1,

Figure 12) into bore of clutch housing
(2) until even with chamfer at point
“A.”
NOTE: Press bearing into bore from

chamfered end.
2. Install new O-ring (3, Figure 12) into

groove of clutch housing (2).
NOTE: Coat O-ring and self-

lubricated bearing with oil to
help aid installation of pinion
shaft.
3. Install pinion shaft (4, Figure 12) into

clutch housing (2).
4. Install clutch hub (5, Figure 12), pinion

shaft washer (6) and lock nut (7) on
pinion shaft (4). Tighten lock nut to
155 +20 Ibf ft (210.1 +27.1 N.m).
5. Install reducer (8, Figure 12) and

check valve (9) in end of pinion shaft
(4).
6. Install new V-ring (10, Figure 12) on

clutch housing (2).
NOTE: Lip on V-ring must point away

from housing.
Figure 12
11 Rl
7. Position new back-up ring (1, Figure 13) in clutch

housing (2).
Figure 13
8. Before build up of circle reverse slip clutch, soak

the friction plates (1, Figure 14) in hydraulic-
transmission fluid for a minimum of 30 minutes.
This will allow any expansion of plates to occur
before assembly, thus ensuring proper shimming of
slip clutch assembly.
Figure 14
9. Install a separator plate (1, Figure 15) into clutch

housing (2).
NOTE: Separator plates have external teeth that

engage clutch housing. A total of eight are
used.
Figure 15
Rl 12
10. Install a friction plate (1, Figure 16) on clutch hub

(2).
NOTE: Friction plates have internal teeth that

engage clutch hub. A total of seven are
used.
Figure 16
11. Continue to alternate the installation of separator

and friction plates. When all plates are installed, the
last one must be a separator plate (1, Figure 17)
with external teeth.
Figure 17
12. Install backing plate (1, Figure 18) on top of

separator plate (2).
NOTE: Make sure that backing plate is centered in

clutch housing.
Figure 18
13 Rl
13. Position “Circle Slip Clutch Gauge Tool” (1, Figure

19) on top of backing plate.
NOTE: Refer to “Special Tools” section of this

manual for manufacturing details of Circle
Slip Clutch Gauge Tool. This tool must be
used to obtain proper shimming of clutch
housing. The tool is ground to the
compressed thickness of the two be//evil/e
springs when installed.
Figure 19
14. Set clutch housing cover (1, Figure 20) on clutch

housing (2). Align drain plug (3) and level check
plug (4) 30” apart from each other as shown.
NOTE: Do not install O-ring on clutch housing

cover at this time.
Figure 20
15. Install four bolts (1, Figure 21) equally spaced apart
from each other. Tighten bolts to 100 Ibf in
(11.3 kgmm).
Figure 21
RI 14
16. Using a feeler gauge (1, Figure 22), measure gap

between cover (2) and housing (3) beside each bolt
(4).
17. Average the four readings together.
18. Make a shim pack that is within k.002 In.

(0.051 mm) of the average reading.
19. Remove four bolts (4, Figure 22) and clutch housing
cover (2) from clutch housing (3).
20. Remove “Circle Slip Clutch Gauge Tool” (1, Figure

19) from clutch housing (3, Figure 22).
A
WARNING! Do not leave “Circle Slip Figure 22
Clutch Gauge Tool” in clutch pack
assembly.
21. Coat new O-ring (1, Figure 23) with clean oil, and
position it in O-ring groove of clutch housing cover
(2).
Figure 23
22. With “Circle Slip Clutch Gauge Tool” (1, Figure 19)
removed, install two belleville springs (1, Figure 24)
on backing plate (2).
NOTE: Coat be//evil/e springs and mating surface

of backing plate with 3% molybdenum
disulficie grease.
A
WARNING! O.D. of belleville springs
must be in contact with backing
plate.
Figure 24
15 Rl
23. The shims used under the clutch housing cover are
a split shim design (I, Figure 25). Keep thickest
shims to the outside of the pack.
A
WARNING! Make sure that both
halves of shim pack are; 1) the same
thickness, and 2) have the same
number of half shims.
Figure 25
24. Install clutch housing cover (1, Figure 26) with new
O-ring, on clutch housing (2) with eight bolts and
flat washers (3). DO NOT TIGHTEN BOLTS.
25. Slide split shim pack (4, Figure 26) into position.
Figure 26
26. Tighten bolts (1, Figure 27) from 40 - 46 Ibf ft (5.5 -

6.4 kgmm).
27. Use a feeler gauge and check for a 0.010 In.

(0.254 mm) gap at point “A,” Figure 27. If there is
not 0.010 In. (0.254 mm) gap add separator plate
P/N 1208675Hl under backing plate.
NOTE: If 0.070 In. (0.254 mm) gap con still not be

obtained, the friction and separator plates
must be replaced with new ones. Be sure
to remove separator plate P/N 1208675Hl
from under backing plate.
Figure 27
RI 16
28. Fill circle slip clutch assembly with hydraulic-

transmission fluid.
29. Install plug (1, Figure 28) with new O-ring, on clutch
housing cover (2).
Figure 28
INSTALLATION
NOTE: The illustrations shown were taken during factory assembly. A floor jack can be used to raise
assembled circle slip clutch up into position from bottom side of circle.
1. There is a lip (“A”, Figure 29) on the pinion gear

portion of the slip clutch housing (1). Due to this lip,
all four circle shoes (2) must be loosened, so the
circle (3) can be moved away from pinion gear (4).
A WARNING! Do not remove

shoe mounting hardware.
circle
2. Position clutch housing subassembly (1, Figure 29)

into circle gear case.
Figure 29
17 Rl
3. Install washer and lock nut (1, Figure 30) on pinion

shaft (2). Tighten lock nut from 950 - 1050 Ibf ft
(1,288.O - 1,423.6 N.m).
Figure 30
4. Fill bearing retainer (1, Figure 31) with molybdenum

disulfide grease. When retainer is installed, the
grease will ensure that top bearing in circle reverse
gear case is lubricated.
Figure 31
5. Secure shims and bearing retainer (2, Figure 32) to

circle reverse gear case (3) with six lock washers
and bolts (1). Tighten bolts to 32 Ibf ft (43.4 N.m).
NOTE: Use the same amount of shims as removed

during disassembly. If necessary refer to
“Circle Reverse Gear Case” shop manual
for shimming procedure.
Figure 32
RI 18
RETROFITTING A STANDARD CIRCLE GEAR CASE WITH A SLIP CLUTCH

FOR CIRCLE P/N 1430 851 H92
CIRCLE IDENTIFICATION
Not all circles can be retrofitted with a circle slip clutch. The knee brace of the circle must provide clearance
for the slip clutch housing. A modification was made to circles to allow for slip clutch housing clearance by
moving the knee braces back. Figure 33, shows an old style configuration (1) and the new style circle (2). Note
that the knee braces (3) on circle (2) protrude out pass the circumference of the circle at point “A.” IF YOUR
KNEE BRACES DO NOT PROTRUDE, THE CIRCLE CAN NOT BE USED WITH A SLIP CLUTCH.
‘ROFITTING INSTRUCTIONS
1. Remove six bolts and lock washers (1, Figure 34),

bearing retainer (2) and shims (not shown) from
circle reverse gear case cover (3).
Figure 34
19 Rl
2. Remove lock nut and washer (1, Figure 35) from

pinion shaft/gear (2).
Figure 35
3. Using a pry bar, remove pinion shaft/gear (1, Figure

36) and oil slinger seal (not shown) from circle gear
case.
NOTE: Oil seal should remain in bore of gear

case.
4. Now proceed with the “Reassembly” and

“Installation” portions of this manual.
Figure 36
RI 20
21 Rl
CIRCLE ADJUSTMENT
Due to the lip that is located on the pinion gear, the pinion gear can not be adjusted in the same manner as
a normal pinion gear. The lip prevents measurement of the root and side gear tooth clearances. For this reason
a dial indicator must be used to determine when the circle gear teeth are bottomed into the pinion gear and
then moved back out an appropriate distance.
Use the following procedure to adjust pinion gear clearance.
1. Measure the inside diameter of circle gear teeth to determine where the smallest inside diameter is. The
smallest diameter must be known so that as the circle is rotated the tips of the circle gear teeth do not
come into contact with the roots of the pinion gear.
2. Rotate circle so that smallest inside diameter is inline with pinion gear. A circle gear tooth must be on the
centerline of the pinion gear as shown in Figure 38.
3. Loosen circle shoe vertical mounting bolts (Figure 38).
4. Loosen jam nuts on all circle shoe jacking bolts (Figure 38).
5. Using jacking bolts on circle shoes (3 and 4, Figure

38) move circle so that circle gear tooth is bottomed
into pinion gear. Use a dial indicator (Figure 37) to
determine when circle can not be moved any farther
with jacking bolts.
NOTE: Make sure that there is clearance between

circle jacking bolts on and circle shoes 1 and
2. If there is no clearance the circle may not
be bottomed into the pinion gear.
6. Once circle is bottomed (can not be moved any

farther) loosen jacking bolts on circle shoes 3 and 4
until there is 0.250 In. (6.350 mm) clearance.
Figure 37
7. Set dial indicator to zero.
8. Using jacking bolts on circle shoes 1 and 2, move circle away from pinion until 0.125 In. (3.175 mm) is
registered on the dial indicator.
9. Do not remove dial indicator once 0.125 In. (3.175 mm) reading is obtained. Keep the dial indicator set at
its current reading so that as the circle shoes are adjusted you can maintain the circle position.
IO. Make all final adjustments to circle shoes using appropriate shop manual section “Circle Adjustment (Four
Shoe.”
11. Circle must rotate freely after all final adjustments are made.
RI 22
.125” (3.175 mm)
PINION GEAR
(3.175 mm)
CIRCLE GEAR-
*SHOE 1 PINION GEAR
CIRCLE GEAR
SHOE 4-
VERTICAL MOUNTING BOLTS
MEASURE
DIAMETER
(3 PLACES)
NOTE: ARROWS INDICATE DIRECTION

OF CIRCLE MOVEMENT WHEN SHOES
ARE ADJUSTED OUTWARD.
15371A
Figure 38
23 Rl
SLIP CLUTCH ADJUSTMENT TEST
Spring Scale Test
A WARNING! Use extreme caution when performing this test.
A WARNING! Make sure that all equipment being used to conduct test is in good condition.
A WARNING! All equipment must be capable of handling a load of at least 25,000 Lbs.
(11,337.5 kg).
After the slip clutch is installed on the grader, the following test can be made to check operation.
1. Position circle (1, Figure 39) so that

the centerline of the circle is on the
centerline of the frame (2).
2. Rotate blade (3, Figure 39) so that it

is at 90” to the centerline of circle (1)
and frame (2).
3. Sideshift the blade (3, Figure 39) so

that the end of it is more than 8 Ft.
(2.44 m) from the centerline of the
circle (1) and frame (2).
4. Attach a spring scale (4, Figure 39) to

blade (3) at 8 Ft. (2.44 m) (“xl’). [Scale
r
must be large enough to handle a
25,000 Lbs. (11,337.5 kg) load.]
Attach other end to a solid object (5)
capable of holding this load. Spring
scale must be 90” to blade. Unit must
also be on a surface capable of
obtaining traction in third and forth Figure 39
gears without slipping the wheels.
5. Circle slip clutch should slip with grader moving in a forward direction, at a force of 11,325 Lbs.
(5,135.g kg) on the spring scale (4, Figure 39). Two things may occur.
A. If the clutch slips before the 11,325 Lbs. (5135.9 kg) reading is obtained, reduce the thickness of the
slip clutch shim pack by removing 0.001 In. (0.025 mm).
B. If the clutch continues to hold after the 11,325 Lbs. (5,135.g kg) reading is obtained, increase the
thickness of the slip clutch shim pack by adding 0.001 In. (0.025 mm).
NOTE: Reducing shim pack thickness (removing shims) increases spring pressure.
Increasing shim pack thickness (adding shims) reduces spring pressure.
Repeat test until slip clutch operates properly.
RI 24
Engine and Transmission Gear Range Test
A WARNING! Use extreme caution when performing this test.
A WARNING! Make sure that all equipment being used to conduct test is in good condition.
A WARNING! All equipment must be capable of handling a load of at least 25,000 Lbs.
AA (11,337.5 kg).
After the slip clutch is installed on the grader, the following test can be made to check operation.
1. Position circle (1, Figure 40) so that

the centerline of the circle is on the
centerline of the frame (2).
2. Rotate blade (3, Figure 40) so that it

is at 90” to the centerline of the circle
(1) and frame (2).
3. Sideshift the blade (3, Figure 40) so

that the end of it is more than 8 Ft.
(2.44 m) from the centerline of the
circle (1) and frame (2).
4. At 8 Ft. (2.44 m) (“X”), position the

blade against a solid object that can
withstand a load of 25,000 Lbs.
(11,337.5 kg), and a surface capable
of obtaining traction in third and forth
gears without slipping the wheels.
5. Use a calibrated tachometer to obtain 7048

proper engine speed (RPM). Figure 40
25 Rl
6. Use the following table to determine the engine RPM at which the circle slip clutch should be tested.
MACHINE TIRE SIZE TRANSMISSIO DESIRED ENGINE RPM

MODEL N GEAR
RANGE
830 13:OO X 24 THIRD 1370 +75

(FORWARD)
850 14:00 X 24 or FORTH 1730 +75

1750 X 25 (FORWARD)
850 14:00 X 24 or THIRD 1400 +75

17:50 X 25 (FORWARD)
870 14:00 X 24 or FORTH 1730 +75

870 14:00 X 24 or THIRD 1400 +75

0 RPM . . , , r r x x x x < < . . . . . . . . . , , r r x x x x < < . . . . . . . . . , , DESIRED RPM DESIRED RPM FULL THROTTLE
CIRCLE SLIP CLUTCH SHOULD HOLD CIRCLE SLIP CLUTCH
SHOULD SLIP
7. Circle slip clutch should slip with grader moving in a forward direction when appropriate RPM reading is
obtained on the tachometer. Two things may occur.
A. If the clutch slips before proper engine RPM reading is obtained, reduce the thickness of the slip clutch
shim pack by removing 0.001 In. (0.025 mm).
B. If the clutch continues to hold after proper engine RPM reading is obtained, increase the thickness of
the slip clutch shim pack by adding 0.001 In. (0.025 mm).
NOTE: Reducing shim pack thickness (removing shims) increases spring pressure.
Increasing shim pack thickness (adding shims) reduces spring pressure.
Repeat test until slip clutch operates properly.
RI 26
F-01.30K
CIRCLE REVERSE GEAR CASE

GD530A-1 200417 & Up

GD530AW-1 200417 & Up
GD650A-1 200417 & Up
GD650AW-1 200417 & Up
GD670A-1 200417 & Up
GD670AW-1 200417 & Up
CAUTION


INJURY.
0494
METRIC CONVERSIONS
TABLE OF CONTENTS
CONTENTS PAGE
INTRODUCTION ................................................. 2
SERVICING .................................................... 6
DISASSEMBLY ............................................... 6
CLEANING AND INSPECTION ................................... 13
REASSEMBLY ............................................... 15
1
INTRODUCTION
6085.0
Figure 1 EXPLODED VIEW OF CIRCLE REVERSE GEAR CASE MOTOR INSTALLATION
2
LEGEND FOR CIRCLE REVERSE GEAR CASE MOTOR
orientation to each other while servicing the circle reverse gear case motor. Some components mentioned during
1 HYDRAULIC MOTOR 7 MOUNTING PLATE

2 BOLT 8 GASKET
3 FLAT WASHER 9 COUPLING
4 GASKET 10 CIRCLE REVERSE GEAR CASE ASSEMBLY
5 BOLT
6 WASHER
0066
Figure 2 EXPLODED VIEW OF CIRCLE REVERSE GEAR CASE
4
LEGEND FOR CIRCLE REVERSE GEAR CASE
orientation to each other while servicing the circle reverse gear case. Some components mentioned during service
1 RETAINER, BEARING 11 CONE, BEARING

BOLT 12 CUP, BEARING
WASHER, LOCK 13 SEAL, OIL
2 SHIM - 0.003 In. (0.076 mm) 14 SHAFT, PINION
SHIM - 0.005 In. (0.127 mm) 15 CASE, CIRCLE REVERSE
SHIM - 0.020 In. (0.508 mm) 16 CUP, BEARING
3 NUT, LOCK 17 CONE, BEARING
4 PIPE PLUG, FLUSH 18 WORM, CIRCLE REVERSE
BREATHER 19 SHIM - 0.003 In. (0.076 mm)
5 COVER, CIRCLE REVERSE CASE SHIM - 0.005 In. (0.127 mm)
BOLT SHIM - 0.020 In. (0.508 mm)
WASHER, LOCK 20 CAP, END
6 GASKET BOLT
7 WASHER WASHER, LOCK
8 CUP, BEARING 21 SEAL, OIL SLINGER
9 CONE, BEARING
10 GEAR, CIRCLE REVERSE
SERVICING
The following is only one method of obtaining a disassembly, cleaning and inspection, and reassembly of the circle
reverse gear case.
DISASSEMBLY
1. This circle reverse gear case is shown in this procedure, removed from the grader, to facilitate photographic
purposes. For the complete tear down and replacement of bottom seal, the gear case housing need not be
removed from grader. Should the gear case housing, have to be removed for some reason, it will be necessary
to remove the grader circle before attempting gear case removal, since three (3) bolts that are covered by the
circle.
2. Remove two bolts and flat washers (I, Figure 3), circle
reverse motor (2) and motor gasket (not shown) from
mounting plate (3). Discard gasket.
NOTE: Move motor out of the way. Wire or strap motor

to grader drawbar.
3. Remove six bolts and washers (4, Figure 3), mounting

plate (3) and mounting plate gasket (not shown) from
circle reverse gear case (5). Discard gasket.
Figure 3
4. The circle reverse worm (1, Figure 4) is coupled to the

hydraulic motor shaft with a splined coupling (2). Remove
this coupling.
Figure 4
6
5. Remove fill plug (1, Figure 5) on top of gear case (2).
Figure 5
6. Remove check level plug (1, Figure 6) at side of gear

case (2).
Figure 6
7. To aid in the reassembly of gear case, center punch

caps, cover and gear case to mark their locations, as
shown in Figure 7.
Figure 7
8. Remove six bolts and washers (1, Figure 8) from bearing

retainer (2).
Figure 8
9. Remove bearing retainer (1, Figure 9) and shims (2). Use

extreme care not to damage shims. These shims will be
used in reassembly to preload bearings.
Figure 9
10. Remove six bolts and washers (1, Figure 10) from circle
reverse case cover (2).
Figure 10
8
11. Remove circle reverse case cover (1, Figure 11) and
cover gasket (2) from circle reverse case (3). Use care
not to damage cover gasket. Bearing cup will also be
removed with cover. Discard gasket.
12. Inspect bearing cup (4, Figure 11). Remove and replace
cup if necessary.
Figure 11
13. Remove pinion shaft lock nut (1, Figure 12) and flat
washer (2) from pinion shaft (3).
NOTE: On some gear cases the pinion gear may be part

of a circle slip clutch. Refer to “Circle Reverse
Slip Clutch” shop manual section for servicing.
Figure 12
14. Using a soft face hammer, remove pinion shaft (I,

Figure 13) from circle reverse case (2).
A
WARNING! If circle reverse case is
attached to grader, support pinion shaft
from underside as shaft is driven out.
NOTE: Oil slinger seal removes with shaft. Oil will drain
from case at this time.
Figure 13
15. Inspect pinion shaft (1, Figure 14). Inspect;
A. Splines
B. Teeth
C. Oil seal sealing surface
D. Oil slinger seal
If any portion of pinion is damaged or unserviceable,

replace the pinion shaft.
16. Remove oil slinger seal (2, Figure 14) from pinion shaft
(1).
Figure 14
17. Remove circle reverse gear (1, Figure 15) from circle
reverse case (2).
Figure 15
18. Inspect circle reverse gear (1, Figure 16) and bearings (2
and 3). If gear or bearings are damaged, replace them.
Use care in replacing bearings.
A WARNING! Use suitable

bearings and cups.
puller to remove
NOTE: If a cup or bearing is damaged and replaced, the

companion cup or bearing must be replaced also.
Bearings must be sea ted tightly against shoulders
on gear.
Figure 16
10
19. Remove six bolts and washers (1, Figure 17), end cap
(2), and shim pack from circle reverse case (3).
NOTE: Use care not to damage shims.
Figure 17
20. With suitable press (or puller), press from motor flange
end, the circle reverse worm (1, Figure 18) from circle
reverse case (2).
Figure 18
21. Remove bearing cup (1 Figure 19) from cap end (2) and
inspect for damage.
Fiaure 19
11
22. Remove circle reverse worm (1, Figure 20) with two
bearing cones (2 and 3).
23. Using a suitable puller, remove two bearing cones (2 and

3, Figure 20) from circle reverse worm (l), if replacement
is necessary.
NOTE: Make certain circle reverse worm is not worn and

that circle reverse gear is in a serviceable
condition.
Figure 20
24. Using a suitable puller, remove bearing cup (1, Figure 21)
from flange end of case (2), if replacement is necessary.
NOTE: If bearing cones on circle reverse worm were

replaced (Figure 20) this cup must also be
replaced.
Figure 21
25. Using a suitable puller, remove lower bearing cup (1,

Figure 22) from circle reverse case (2), if replacement is
necessary.
NOTE: If bearings were replaced in (Figure 16) this cup

must also be replaced.
26. Remove pinion shaft seal (3, Figure 22) from circle
reverse case (2).
Figure 22
12

installation.
13
14
REASSEMBLY
Clean and inspect case thoroughly prior to assembly.
1. Using an arbor press and suitable adaptor, press bearing

cup (1, Figure 23) into circle reverse case (2).
2. Install new pinion shaft seal (3) into circle reverse case
NOTE: Apply a light coating of non-hardening sealant on

the outer diameter. Be certain that pinion shaft
seal is installed with lip of seal facing toward the
inside of the case.
Figure 23

cup (I, Figure 24) into flange end of circle reverse case
(2).
Figure 24
4. Using an arbor press and suitable adaptor, install two

bearing cones (1 and 2, Figure 25) on circle reverse
worm (3).
NOTE: Make sure that bearing cones are properly

sea ted.
5. Install circle reverse worm assembly in circle reverse case

(4, Figure 25). Be certain that bearing cup in flange end
of case was installed and fully seated prior to installation
of circle reverse worm (See Figure 24). Circle reverse
worm should be installed in case with splined end of
worm toward flange of case.
Figure 25
15
6. Install bearing cup (1, Figure 26) in cap end of circle

reverse worm housing (2).
Figure 26
7. Adjust circle reverse worm preload using the following

procedure;
A. Install end cap (1, Figure 27) on circle reverse case

(2) with two bolts (3) without flat washers and without
shims, 180” apart.
B. Cross-tighten bolts (3, Figure 27) from 40 - 50 Ibf ft

(5.5 - 6.9 kg*m).
NOTE: Rotate circle reverse worm occasionally to

assure proper seating of bearings.
C. Completely loosen two bolts (3, Figure 27).
Figure 27
D. Cross-tighten bolts (3, Figure 27) to 30 Ibf ft
(4.1 kg*m).
NOTE: Rotate circle reverse worm occasionally to assure proper seating of bearings.
E. With a suitable feeler gauge, measure gap between end cap (1, Figure 27) and circle reverse case (2) next
to both torqued bolts (3) and average the two readings.
F. Add 0.013” (0.330 mm) to average gap reading to obtain shim pack thickness.
NOTE: That will establish a 0.000” to 0.002” (0.000 to 0.057 mm) preload.
First gap reading
+ Second gap reading

= Total gap reading t 2 = Average reading
+ 0.013” Constant
= Shim pack thickness
16
G. Remove two bolts (3, Figure 27) and end cap (1,
Figure 28) from circle reverse case (2).
H. Place shim pack in position.
I. Install end cap (1, Figure 28) and six bolts with
washers (2). Tighten bolts to 32 Ibf ft (4.4 kg*m).
Figure 28

cones (2 and 3, Figure 29) on circle reverse gear (1).
NOTE: Make sure that bearing cones are fully seated.
Figure 29
9. Insert circle reverse gear (I, Figure 30) in circle reverse

case (2) with longer shoulder to the bottom of case.
(Bearing cone (3, Figure 29) is mounted on long
shoulder.)
NOTE: Circle reverse gear should be engaged with circle

reverse worm as it is inserted in circle reverse
case.
Figure 30
17
10. Install oil slinger seal (2, Figure 31) on pinion shaft (l),
making certain it is properly seated on shaft. Flat side of
slinger installs toward oil seal.
11 Insert pinion shaft (1, Figure 32) into bottom of circle

reverse case (2) through circle reverse gear (3). A light
coat of grease should be applied to lower seal prior to
installation of pinion shaft. Be certain that during this
installation the lower seal and oil slinger are not
damaged.
12. Install flat washer (2, Figure 33) on pinion shaft (3).
13. Install pinion shaft lock nut (1, Figure 33) on pinion shaft
(2). Tighten pinion shaft lock nut from 950 - 1050 Ibf ft
(131.4 - 145.2 kg*m).
Figure 33
18

cup (1, Figure 34) into circle reverse case cover (2).
15. Apply a light coat of non-hardening sealant to circle

reverse case cover (2, Figure 34) and install new gasket
(3).
Figure 34
16. Install circle reverse case cover (1, Figure 35) on circle
reverse case (2) with six washers and bolts (3). Cross-
tighten bolts to 70 Ibf ft (9.7 kgam).
NOTE: Install cover so that fill plug hole (4, Figure 35) is
directly across from worm side of case, or if parts
were center punched (Figure 7) this will also aid
in correct alignment.
Figure 35
19
17. Adjust circle reverse gear preload using the following

procedure;
A. Install bearing retainer (2, Figure 36) on circle reverse

case cover (3) with two bolts (1) without flat washers
and without shims, 180” apart.
B. Cross-tighten bolts (1, Figure 36) from 40 - 50 Ibf ft

(5.5 - 6.9 kg*m).
NOTE: Rotate circle reverse worm occasionally to

assure proper seating of circle reverse gear
bearings.
C. Completely loosen two bolts (1, Figure 36).

Figure 36
D. Cross-tighten bolts (I, Figure 36) to 30 Ibf ft

(4.1 kg*m).
NOTE: Rotate circle reverse worm occasionally to assure proper seating of circle reverse gear bearings.
E. With a suitable feeler gauge, measure gap between bearing retainer (1, Figure 36) and circle reverse case
cover (2) next to both torqued bolts (1) and average the two readings.
F. Add 0.007” (0.178 mm) to average gap reading to obtain shim pack thickness.
NOTE: That will establish a 0.006” to 0.008” (0.752 to 0.203 mm) preload.
First gap reading
+ Second gap reading

= Total gap reading t 2 = Average reading
+ 0.007” Constant
= Shim pack thickness
18. Remove two bolts (1, Figure 36) and bearing retainer (2) from circle reverse case cover (3)
19. Fill bearing retainer (1, Figure 37) with multi-purpose

grease prior to installation on circle reverse case cover.
NOTE: This grease will ensure that the top bearing is

sufficiently lubricated during operation.
20. Place determined shim pack (2, Figure 37) on bearing

retainer (1).
Figure 37
20
21. Install bearing retainer (1, Figure 38) and shims to circle
reverse case cover (2) with six washers and bolts (3).
Tighten bolts to 32 Ibf ft (4.4 kgam).
Figure 38
22. Install circle reverse worm to motor coupling (1,

Figure 39) on worm.
Figure 39
23. Secure new mounting plate gasket (not shown) and

mounting plate (3, Figure 40) to circle reverse case (5)
with six washers and bolts (4).
24. Secure new motor gasket (not shown) and circle reverse
motor (2, Figure 40) to mounting plate (3) with two flat
washers and bolts (1). Tighten bolts to 110 Ibf ft
(15.2 kgam).
NOTE: Apply Loctite #518 to bolts threads to prevent oil

leaks.
Figure 40
21
25. Add proper gear oil to circle reverse case until oil comes
out of oil level check hole on side of circle reverse case.
Add oil through fill plug hole on top of circle reverse case.
(1, Figure 41) Level check plug hole; (2) fill plug hole;
install level check after proper oil level is reached.
NOTE: Refer to Operation and Maintenance Manual for

proper oil specification.
26. Breather installs in case where plug (3, Figure 41) is

shown. Breather must always be clean and in serviceable
condition prior to installation.
Figure 41
27. Install fill plug (1, Figure 42) in top of circle reverse case
(2).
Figure 42
22
SHOP MANUAL F-l 1.80K
RI
TANDEM CASE
(SINGLE AND DOUBLE STRAND CHAINS)
GD530A-1 200417 & Up

GD530AW-1 200417 & Up
GD650A-1 200417 & Up
GD650AW-1 200417 & Up
GD670A-1 200417 & Up
GD670AW-1 200417 & Up
CAUTION



INJURY.
FOR TABLE OF CONTENTS SEE BACK OF COVER.
0594
METRIC CONVERSIONS
TABLE OF CONTENTS
CONTENTS PAGE
LOCATION ON MACHINE ........................................ . 2

DESCRIPTION ................................................ . 2
FINAL DRIVE PLANETARY/NON-PLANETARY IDENTIFICATION ........ . 5
Part Number Tag ........................................ . 6
Physical Measurement of Tandem Case ........................ . 6
SPECIFICATIONS ............................................. . 7
SERVICE DIAGNOSIS .......................................... . 7
SERVICE/SPECIAL TOOLS ...................................... . 8
WHEEL KNOCKER TOOL ..................................... . 9
AXLE LIFTING TOOL ........................................ . 10
AXLE ROLLING TORQUE TOOL ................................ . 11
SPREADER BAR AND CHAINS ................................. . 12
TOLERANCES ................................................ . 13
LUBRICANTS AND SEALANTS .................................... . 13
SPECIAL TORQUES ............................................ . 13
ROADTESTING ............................................ . 13
SERVICING .................................................. . 14
REMOVAL ................................................ . 14
DISASSEMBLY ............................................. . 17
REASSEMBLY ............................................. . 20
INSTALLATION ............................................. . 22
1
LOCATION ON MACHINE
The tandem cases are located on each end of the rear axle assembly.
DESCRIPTION
The service of the tandem case is the same whether the grader is equipped with a planetary or non-planetary
reduction axle. Planetary or non-planetary reduction only means the tandem case will have a single or double
strand chain.
‘,4 13
r-
‘\\“\, 16
\
I \ \ 127
‘r
i. 11
\ .
5648
FYgure 1 EXPLODED VIEW OF TANDEM DRIVE CASE WITHOUT PLANETARY FINAL DRI
2
LEGEND FOR TANDEM DRIVE CASE WITHOUT PLANETARY FINAL DRIVE
orientation to each other while servicing the tandem drive case. Some components mentioned during service
1. NUT, AXLE 18. SHAFT WELDMENT - FRONT

2. WASHER, LOCKING 19. CHAIN - DOUBLE STRAND
3. WASHER 20. .LINK, CONNECTING
4. WHEEL .LINK, ROLLER
5. KEY 21. COVER, ACCESS
6. BOLT 22. WASHER, FLAT
7. WASHER, FLAT 23. BOLT
8. RETAINER, BEARING 24. BOLT
9. SHIM - 0.030 In. (0.762 mm) - CORAL 25. WASHER, FLAT
SHIM - 0.015 In. (0.381 mm) - PINK 26. COVER, ACCESS
SHIM - 0.005 In. (0.127 mm) - BLUE 27. BREATHER VALVE ASSEMBLY
SHIM - 0.003 In. (0.076 mm) - GREEN 28. BUSHING, REDUCER
SHIM - 0.002 In. (0.051 mm) - RED 29. ADAPTER, PIPE
10 SEAL, OIL 30. PLUG, MAGNETIC
11. BOLT 31. CASE, TANDEM - L.H.
12. WASHER, FLAT CASE, TANDEM - R.H.
13. HOUSING, TANDEM 32. .STEP - R.H. ONLY
14. GASKET, LIQUID - 300ML CARTRIDGE 33. .STEP - R.H. ONLY
15. CUP, BEARING
16. CONE, BEARING
17. SHAFT WELDMENT - REAR
Figure 2 EXPLUutU VIEW OF TANDEM DRIVE CASE WITH PLANETARY FINAL DRIVE
4
LEGEND FOR TANDEM DRIVE CASE WITH PLANETARY FINAL DRIVE
orientation to each other while servicing the tandem drive case. Some components mentioned during service
1. NUT, AXLE 17. SHAFT WELDMENT - REAR

2. WASHER, LOCKING 18. SHAFT WELDMENT - FRONT
3. WASHER 19. CHAIN - SINGLE STRAND
4. WHEEL 20. .LINK, CONNECTING
5. KEY 21. COVER, ACCESS
6. BOLT 22. WASHER, FLAT
8. RETAINER, BEARING 24. BOLT
9. SHIM - 0.030 In. (0.762 mm) - CORAL 25. WASHER, FLAT
SHIM - 0.015 In. (0.381 mm) - PINK 26. COVER, ACCESS
SHIM - 0.005 In. (0.127 mm) - BLUE 27. BREATHER VALVE ASSEMBLY
SHIM - 0.003 In. (0.076 mm) - GREEN 28. BUSHING, REDUCER
SHIM - 0.002 In. (0.051 mm) - RED 29. ADAPTER, PIPE
10. SEAL, OIL 30. PLUG, MAGNETIC
11. BOLT 31. CASE, TANDEM - L.H.
12. WASHER, FLAT CASE, TANDEM - R.H.
13. HOUSING, TANDEM 32. .STEP - R.H. ONLY
14. GASKET, LIQUID - 300ML CARTRIDGE 33. .STEP - R.H. ONLY
15. CUP, BEARING
16. CONE, BEARING
The tandem case is the final drive line reduction point. By means of double or single strand chains the tandem case
transmits power from the rear axle assembly output shafts to the tandem case axle and sprocket assemblies.
The tandem cases are allowed to pivot independently of each other on the rear axle. This allows the tires to remain
in contact with the ground on uneven train. Stop blocks are welded to the tandem case weldment to limit the total
oscillation (pivoting) action of each case.
FINAL DRIVE PLANETARY/NON-PLANETARY IDENTIFICATION
A final drive with or without planetary reduction, can be easily identified without removing any access covers or
other components by using one of two methods.
Part Number Tag
A part number tag (Figure 3) is located on the front side of

the R.H. axle mounting pad. The pat-t number stamped into
this tag indicates the version of axle that is installed.

Physical Measurement of Tandem Case
Measure the distance from the outside of the axle bearing housing to the end of the tandem case.
Planetary Reduction Axle = 1.500 In. (38.100 mm) (Figure 4)
Non-Planetary Axle = 2.000 In. (50.800 mm) (Figure 5)
The difference in chain pitch from a planetary reduction final drive to a non-planetary, causes the axles to be closer
together or farther apart. For that reason the distance from the outside of the axle bearing housing to the end of
the tandem case will be different.
NOTE: The tandem case has the same overall length for both a planetary or non-planetary final drive.
A planetary reduction axle uses a single strand chain. A non-planetary axle uses a double strand chain.
1639! i 16396
igure 4 PLANETARY REDUCTION FINAL DRIVE :igure 5 NON-PLANETARY FINAL DRIVE
6
SPECIFICATIONS
Non-Planetary Reduction Tandem Case;

Spiral Bevel Ratio ......................................................... 4.364 : 1
Tandem Case Ratio ........................................................ 4.091 : 1
Total Final Drive and Tandem Ratio ........................................... 17.853 : 1
Centerline to Centerline of Axle and Sprockets ........................ 60.964 In. (1548.486 mm)
Planetary Reduction Tandem Case;

Spiral Bevel Ratio ......................................................... 4.364 : 1
Planetary Ratio ........................................................... 3.714 : 1
Total Final Drive Ratio ..................................................... 16.208 : 1
Tandem Case Ratio ........................................................ 1.100 : 1
Total Final Drive and Tandem Ratio ........................................... 17.829 : 1
Centerline to Centerline of Axles and Sprockets ....................... 61.956 In. (1573.682 mm)
Another item to note is that the tandem case axles for units with S/N 100477 thru 199999, have a different number
of teeth cut in them, then units S/N 200000 & Up.
Planetary Reduction Tandem Case Axle

S/N 100477 thru 199999 = 21 Teeth
S/N 200000 & Up = 22 Teeth
Non-Planetary Tandem Case Axle

S/N 100477 thru 199999 = 43 Teeth
S/N 200000 & Up = 45 Teeth
SERVICE DIAGNOSIS
Excessive noise. Misalignment of sprockets. Since misalignment introduces

abnormal loading and wear,
alignment must be checked to
maintain normal drive conditions.
Inadequate lubrication. Improve or correct lubrication

system to insure that a proper
amount of lubrication is available
at the pin/bushing contact areas.
Worn or incorrectly installed Correct as soon as possible as

bearings. worn bearings will misalign the
entire drive system.
Worn chain or sprockets. Replace chain and if necessary

the sprocket.
Obstruction in chain travel. Remove obstruction in chain path.
Tight chain joints. Remove or repair stiff links.
Heavy and pulsating load. Reduce load.
Chain drive running hot. Volume of lubricant not sufficient. Increase volume of oil to be
consistent with good maintenance
practices.
Chain continually contacting an Remove obstruction and protect

obstruction. chain from unnecessary
vibrations.
Chain climbing or jumping Worn chain or sprockets. Replace chain and sprockets if
sprocket teeth. necessary.
Material build up in sprocket tooth Remove material build- up so that

pockets. chain engages properly with
sprocket teeth.
Chain stiffens, starts to whip. Worn chain or sprockets. Replace chain and sprockets if
necessary.
One or more stiff chain joints. Remove or repair stiff links.
8
PROBLEM POSSIBLE CAUSE

I CORRECTION
Link plate fails. Pulsating drive conditions can If possible, eliminate cause of
also initiate link plate failure. pulsations. Check for excessive
slack indicating worn chain
sprockets: replace if necessary.
Roller link plates are worn. See Wear pattern (A) is usually Sprocket and shaft alignment
(Figure 6). caused by drive misalignment. should be checked and corrected.
Wear pattern (B) is usually Replace chain.

caused by the chain rubbing
against the casting or some
obstruction.
16392
Figure 6
The following is a comprehensive listing of service/special tools use to perform the overhaul of this component. For
manufacturing details see Section 2, “Special Tools.”
Wheel Knocker Tool

Axle Lifting Tool
Axle Rolling Torque Tool
Spreader Bar and Chains
WHEEL KNOCKER TOOL
The wheel knocker (Figure 7) is used to remove the tire and wheel assemblies from the tandem case axles.
WELD ALL AROUND WITH

MILD STEEL ROD. \
NUT
3” DIA. x 6” LG. MILD STEEL BAR

15166
The wheel knocker tool is used to free the taper axle shaft
from the wheel. Using tire tongs, sling tire (1, Figure 8).
Install wheel knocker tool (2) on axle (4). Strike wheel
knocker tool with sledge hammer to free wheel (3) from
taper of axle.
Figure 8
10
AXLE LIFTING TOOL
The axle lifter tool (Figure 9) is used to remove the axles from the tandem case.
D-60539 NUT
l/4” x l/2” x 16” MILD STEEL

WELD BAR TO NUT USING BAR. BEND BAR TO FIT
MILD STEEL ROD NUT AS SHOWN.
rlgure Y ~n~t LIP I II~ I UUL
The axle lifting tool (1, Figure 10) is installed on the end of
the axle (2). Then using a suitable lifting device, the axle
can then be lifted out of the tandem case (3).
I 1 1637:
Figure 10 AXLE LIFTING TOOL INSTALLED 01

AXLE
11
AXLE ROLLING TORQUE TOOL
The axle rolling torque tool (Figure 11) is used to obtain the proper preload on the tandem case axle bearings.
D-60539 NUT
WELD SOCKET, BAR

AND NUT TOGETHER,
USING MILD STEEL
ROD.
3/8” DRIVE
SOCKET
l/4” x l/2” MILD STEEL

BAR CUT TO FLAT TO
FLAT ON NUT.
Figure ii nn~t HULLII~ I uncut I UUL
The axle rolling torque tool (1, Figure 12) is installed on the
end of the axle (2). Then using a 0 - 100 Ibf ft (0 -
13.8 kgam) dial indicator and/or bending bar torque wrench
measure the rolling torque.
NOTE: Do not use a clicker type torque wrench.
Figure 12 AXLE ROLLING TORQUE TOOI

INSTALLED ON AXLE TO OBTAIN ROLLING
TORQUE
12
SPREADERBARANDCHAINS
Shown here are manufacturing details for the spreader used to hold chains apart while removing and installing axle
assembly.
r (4) 0.125” HOLES

2.000” (TYP.1
e r1.500” (REF.)
..
l-l/Z x 1 l/2
“11:
x 3/16” ANGLE
4f
0.7’50” (TYP.1
0.500” (TYP.1
15853
Figure 13 MANUFACTURING DETAILS FOR SPREADER BAR
Figure 14, shows how the spreader bar should be attached

between chains.
Two chains 17 Ft. (5.18 m) long with 0.375 In. (9.525 mm)
links are required.
NOTE: Spreader bar should be notched to receive

0.375 In. (9.525 mm) chain link. Both ends of
spreader must be moused (locked) to chain, 6 Ft.
(1.83 m) from lifting eye(s). Chains must have a
lifting capacity of not less than 2 Tons (1.81 Mg).
A piece of wire passed through the two drilled holes and

twisted will hold chain in position in spreader bar.
15854
!gure 14 SPREADER BAR AND CHAIP
ARRANGEMENT
13
TOLERANCES
The following is a comprehensive listing of tolerances allowed during overhaul of this component.
LUBRICANTS AND SEALANTS
The following is a comprehensive listing of lubricants and sealants used during overhaul of this component.
Loctite Grade 518

Loctite Grade 592
Permatex #2 or equivalent
SPECIAL TORQUES
Tandem Housing to Tandem Case Weldment ................................. 70 Ibf ft (9.7 kgam)

Wheel Bearing Retainer to Tandem Housing .................................. 70 Ibf ft (9.7 kgam)
Tandem case to Final Drive ....................................... 150 Ibf ft dry (20.7 kgam dry)
Axle Nuts to Axle and Sprocket Weldment ................................ 1950 Ibf ft (269.7 kgam)
Tandem Case Axle Rolling Torque ................................. 20 - 40 Ibf ft (2.8 - 5.5 kgam)
ROAD TESTING
After the tandems and final drive are reinstalled, the grader must be road tested to ensure that the tandems, final
drive and brakes are functioning properly, before returning unit to service.
Drive the unit forward and backward approximately 20 Ft. (6.10 m), applying the brakes to bring the unit to a hard
stop. Do this ten times and recheck 1950 Ibf ft (269.7 kgam) torque on axle nuts. Repeat this procedure until axle
nut does not tighten any more. This procedure ensures that the tapered axle and wheel assembly are seated to
each other prior to bending tab on lock washer.
A WARNING! Lock washer tabs: The axle nuts must be retorqued

operation and lock washer tabs bent to secure them in position.
after several minutes of
Recheck all oil levels.
14
SERVICING
installation of the tandem cases.
REMOVAL
1. Park grader where both tandems and all four rear tires are within reach of a 2 Ton lifting device. Position
moldboard crossways under grader resting solidly on ground. Shutdown engine. Disconnect (-) negative battery
cables from batteries to prevent accidental starting of unit.
2. Place a IO Ton jack (1, Figure 15) under the rear of

each tandem case (2). Place adequate blocking or
support stand (3) under the rear of the frame (4) to
support unit when jacks are removed. Remove jacks.
NOTE: With heel of moldboard positioned in front of

rear tires, extending one lit? cylinder at a time
will a/so tend to raise the rear of the frame, to
place blocking under it. DO NOT support grader
with moldboard.
Figure 15
3. Bend tab on axle shaft nut lock washer (1, Figure 16)
back.
4. Remove axle nut (2) lock washer and washer (3) from
axle (4).
NOTE: If the grader is equipped with wheel weights,

they should be removed to help gain access to
lock washer and axle nut.
NOTE: On units with Serial Number 200925 & Up the

ax/e nut was changed to a self-locking nylon
insert nut. The lock washer was eliminated at
this time. The “f/at” on the axle shaft was also
removed with the introduction of the self-locking
I
nut. The self-locking nuts CAN NOT used on Figure 18
ax/es with the “f/at. ”
15
5. Using tire tongs, sling tire (1, Figure 17). Install wheel
knocker tool (2) on axle (4). Strike wheel knocker tool
with sledge hammer to free wheel (3) from taper of
axle.
NOTE: Make sure that wheel knocker tool is tight

against end of axle while hitting it with hammer.
If the knocker is not tight, the axle threads will
absorb the impact causing possible damage to
them. Placing a small washer between the end
of the axle and wheel knocker tool will help
ensure that the knocker is against the axle. See
Section 2, Special Tools for manufacturing
details of wheel knocker tool.
L-1 16375
Tire must have solid contact with the ground. ‘igure 17

This can be accomplished by pivoting the
tandem case with a jack.
6. After wheel is free from the tapered portion of the axle, carefully remove the wheel knocker tool, key and tire
from axle.
7. Repeat this procedure for remaining wheel and tire assemblies. Mark all locations of tires for reassembly.
8. Place jack(s) and blocking (1, Figure 18) under tandem

case (2). Remove drain plug (3) from side of case.
Drain and discard old oil. Reinstall drain plug.
NOTE: Tandem case holds approximately 8.7 U.S.

Gallons (32.9 0).
9. Remove four side access hole covers (4) and two top
access covers (5) from tandem case.
1637;
‘igure 18
16
10. Position two washers (1, Figure 19) (previously

removed during Step 4) on axle (2).
11. Install two axle shaft nuts (3) and rotate axle assembly
until master link (4) is accessible through side access
hole.
NOTE: Rotation of final drive input shaft will also move

master link into position.
16378P
Figure 19
12. Remove master link (1, Figure 20) from chain (2).
NOTE: There are two different types of chains used in

the tandem case. A double strand chain is used
with a non-planetary axle. Single strand chain
is used with a planetary reduction axle. The
master links and components for these chains
are shown in Figure 21 and Figure 22.
13. Remove axle shaft nuts (3, Figure 19) and washers (1)
from axle.
Figure 20
16381
‘igure 21 DOUBLE STRAND CHAIN MASY Figure 22 SINGLE STRAND CHAIN MASTER LINI
_INK (NON-PLANETARY AXLE) (PLANETARY REDUCTION AXLE)
17
14. Position two jacks under tandem case (1, Figure 23) so
that it will remain level.
15. Using a 2 ton (1,814 kg) lifting device, sling tandem

case as shown.
16. Remove twenty-four bolts and hardened washers that

secure tandem to final drive.
NOTE: Seven bolts at top of final drive can not be

removed until the tandem case is separated
from the final drive.
17. Repeat preceding removal steps for the remaining

tandem case.
‘igure 23
18
DISASSEMBLY
lgure 24
1. Remove six bolts (6, Figure 24) and hardened washers (7), bearing retainer (8) and shims (9) from tandem
housing (13). Remove oil seal (10) from retainer if necessary.
2. Remove twelve prevailing-torque bolts (11) and hardened washers (12) and tandem housing (13) from tandem
case weldment (31). Remove outer bearing cup (15) from tandem housing if necessary.
3. Using axle lifting tool, remove axle and sprocket weldment (17 and/or 18) from tandem case weldment (31).
Remove two bearing cones (16) from axle if necessary.
NOTE: See Section 2, Special Tools for manufacturing details of axle lifting tool.
4. Remove inner bearing cup (15) from tandem case weldment (31) if necessary.
5. Repeat all disassembly steps for remaining axles.
6. Remove breather (27), reducer bushing (28) and pipe adapter (29) from each tandem case weldment (31).
19

installation.
20
G. Sprockets should be checked for evidence of chain climbing on the teeth. If an excessive amount of climbing
is noticeable, sprockets should be replaced.
21
REASSEMBLY
1. Install inner bearing cup (15, Figure 25) in tandem case weldment (31), if removed at disassembly.
2. Heat two bearing cones (16) in hot oil. After bearings are thoroughly heated, install them on axle and sprocket
weldment (17 and/or 18). When bearing cones have cooled, use a suitable driver to ensure that they are
properly seated.
3. Using axle lifting tool, position axle and sprocket weldment (17 and/or 18) in tandem case weldment (31).
NOTE: See Section 2, Special Tools for manufacturing details of axle lifting.
22
4. Prime and coat mating surfaces of tandem housing (13) and tandem case weldment (31) with Loctite Grade
518. Secure housing to case with twelve hardened washers (12) and prevailing-torque bolts (11). Torque to
70 Ibf ft (9.7 kg*m).
NOTE: Thoroughly clean surface to be sealed with degreasing solvent. Apply primer “At” (spray can-
accelerator) liberally to one surface to shorten curing time. Apply gasket-sealant as required to other
surface. Assemble without excessive lateral movement.
5. Install outer bearing cup (15) in tandem housing (13), if removed at disassembly.
6. To obtain proper preload of bearings, position a 0.060 In. (1.524 mm) thick shim pack, and wheel bearing
retainer (8) (without oil seal), on tandem housing (13). Install three hardened washers (7) and bolts (6) 120”
apart and torque evenly to 70 Ibf ft (9.7 kg*m), while turning axle and sprocket in both directions to be sure
bearings are seated properly.
NOTE: Shims come in 0.030 In. (0.762 mm) (CORAL), 0.015 In. (0.381 mm) (PINK), 0.005 In. (0.127 mm)
(BLUE), 0.003 In. (0.076 mm) (GREEN), and 0.002 In. (0.051 mm) (RED) sizes. If combination of these
shims do not match the desired thickness, go to the closest, higher combination.
7. Install axle rolling torque tool on end of axle shaft. Then using a dial indicator torque wrench measure the rolling
torque. Rolling torque must be 20 - 40 Ibf ft (2.8 - 5.5 kgam).
NOTE: Do not use a clicker type torque wrench.
NOTE: See “Special Tools” for manufacturing details of axle sprocket rolling torque tool.
8. If rolling torque is not with in limits, add or subtract shims to shim pack to obtain proper rolling torque.
9. Remove two bolts (6) hardened washers (7) and retainer (8) from housing (13) after shim pack value is
determined.
10. Coat O.D. of oil seal (10) with Permatex #2 or equivalent. Press oil seal into bearing retainer (8).
11. Position shim pack (9) (Determined in Step ?) and wheel bearing retainer (8) on tandem housing (13). Install
six hardened washers (7) and bolts (6). Torque bolts to 70 Ibf ft (9.7 kgam).
12. Install pipe adapter (29), reducer bushing (28) and breather (29) in each tandem case weldment (31). Coat
threads of pipe adapter engaging tandem case weldment with Loctite Grade 592.
23
INSTALLATION
1. Prepare mating surfaces of tandem case (1, Figure 26)

and final drive with Loctite Grade 518, following
manufacturer’s directions.
NOTE: Thoroughly clean surface to be sealed with

degreasing solvent. Apply primer “N” (spray
can-accelerator) liberally to one surface to
shorten curing time. Apply gasket-sealant as
required to other surface. Assemble without
excessive lateral movement.
2. Apply Loctite Grade 518 to all bolt threads.
3. Install seven of the hardened washers and bolts that

secure the final drive and tandem case together, into
the tandem mounting sleeve. With the seven bolts in a Figure 28
row, rotate the sleeve until they are located at the top
of the sleeve under the frame.
4. Using a 2 Ton lifting device, sling tandem case as showt I.
5. Position the tandem case against the final drive assembly, aligning the sleeve with the case. Install the
remaining seventeen hardened washers and bolts to secure tandem to final drive.
NOTE: Torque all twenty-four bolts to 150 Ibf fi (20.7 kgom).
6.
A WARNING! Position jacks under tandem case to prevent rocking.
Install chains into tandem case by lowering them over

the axle sprockets and bringing them up over final drive
sprockets (Figure 27).
a:
I
1516
Figure 27
24
7. Position two washers (1, Figure 28) on axle (2).
8. Install two axle nuts (3) and rotate axle assembly until
master link can be installed through side access hole.
9. Draw both ends of chain together using chain puller.
NOTE: Rotating the final drive input shaft will position

chain so that master link may be installed
through side access hole.
‘igure 28
10. Install master link (1, Figure 29) in chain (2) with cotter
pin side towards center of tandem case.

with a non-planetary ax/e. Single strand chain
is used with a planetary reduction axle. The
11. Remove axle nuts (3, Figure 28) and washers (1) from
axle (2).
1637s
‘igure 29
16361
‘igure 30 DOUBLE STRAND CHAIN MASY ‘igure 31 SINGLE STRAND CHAIN MASTER LINI
_INK (NON-PLANETARY AXLE) PLANETARY AXLE)
25
12. Install four side access hole covers (4, Figure 32) and
two top access hole covers (5) on tandem case.
NOTE: Seal access covers with Loctite Grade 518,

following manufacturer’s instructions.
13. Be sure drain plug (3) is securely in place and fill

tandem case (2) with 8.7 U.S. Gallons (32.9 a) of oil.
Refer to “Operator’s Manual” for proper lubricant and
specification.
NOTE: Apply Loctite Grade 592, to drain plug and oil

level plug.
14. Leave jack and blocking (1) under tandem case.

‘igure 32
15. Using tire tongs, sling tire. Position wheel (1, Figure 33)
on axle (2). Align keyways and install key. Install
washer (3), lock washer (4) and axle nut (5) on axle.
NOTE: Torque axle nuts to 1950 Ibf ft (269.7 kgam).
NOTE: On units with Serial Number 200925 & Up the

axle nut was changed to a self-locking nylon
insert nut. The lock washer was eliminated at
this time. The “flat” on the axle shaft was also
removed with the introduction of the self-locking
nut. The self-locking nuts CAN NOT used on
axles with the “flat. ”
16. Do not bend lock tabs at this time. The unit must be
roaded then the nuts must be torqued again to ensure Figure 33
proper seating of tapers.
17. After roading and retorquing, bend up tab on lock washer (4) to secure nut (5) in place.
18. Remove blocking from under unit once the remaining tandem and tires are installed.
19. Perform “Road Testing” at this time.
26
SHOP MANUAL G-01 .I 3K
GEARBOX ASSEMBLY ADVANCED TO “R3”
(ALL WHEEL DRIVE)


CAUTION


INJURY.
0695
METRIC CONVERSIONS
SHOP MANUAL SECTION G-01.13K
TABLE OF CONTENTS
CONTENTS PAGE
DESCRIPTION ........................................... . 1
SERVICE/SPECIAL TOOLS ................................. . 4
INSTALLATION OF TWO PIECE SEAL ...................... . 4
TESTSANDADJUSTMENTS ................................ . 10
FRONT WHEEL ALIGNMENT & TURNING RADIUS ADJUSTMENT . . 10
SERVICING ............................................. . 13
REMOVAL ........................................... . 13
DISASSEMBLY ........................................ . 17
CLEANING AND INSPECTION ............................ . 27
REASSEMBLY ........................................ . 29
INSTALLATION ........................................ . 40
DESCRIPTION
The concept of All Wheel Drive (AWD) graders was introduced in 1983.
This machine uses a hydraulic system and tandem drive system that has been field proven in the DRESSER
Graders. With front wheel assist, tractive effort of the machine is increased which means improved job production.
An electronic network samples rear wheel speed and controls a variable displacement piston pump. Flow from this
pump drives a piston motor in each front wheel gearbox assembly.
This gearbox assembly is a compact, low profile unit with double reduction gearing, a one way clutch for
overrunning in the forward direction, a hydraulic clutch pack for reverse drive and a hydraulic check valve motor
circuit for reverse overrun.
This assembly has many critical areas such as bearing adjustments, bolt torques, machining tolerances and maybe
the most important . . . CLEANLINESS!
Castings must be thoroughly washed before reassembling. See “Cleaning and Inspection” section of this manual
for complete instructions.
Bolts and mating threads must be degreased and dried where thread lock compound is used.
The gearbox oil must be filtered to 10 microns.
The purpose of this Shop Manual Section is intended to aid service personnel on DRESSER products. It includes
maintenance procedures for removal, disassembly, cleaning, inspection, reassembly and installation of the All
Wheel Drive Gearbox Assembly used on the models listed on the front cover of this manual.
Procedures presented here represent only one method or means available to service personnel for performing such
procedures.
Directives contained herein are not intended as substitutes for technical training, applicable experience, safety
codes and/or Local, State or Federal requirements.
NOTE: Check latest issue of applicable parts microfiche before ordering any replacement parts.
1 R3
15467
?gure 1 EXPLODED VIEW OF AWD GEAR BOX
2
orientation to each other while servicing the AWD gear box. Some components mentioned during service procedure
may only be shown in this illustration.
1. BOLT 41. THRUST WASHER

2. LOCK WASHER 42. CLUTCH SPRING
3. SHIM 43. CLUTCH SLEEVE
4. BOLT 44. SEPARATOR PLATE
5. BEARING RETAINER PLATE 45. FRICTION PLATE
6. BEARING CUP 46. REVERSE CLUTCH HOUSING
7. BEARING CONE 47. PLAIN WASHER
8. BEARING SUPPORT 48. BALL BEARING
9. O-RING 49. BEARING SPACER
10. PISTON SEAL I.D. 50. RETAINING RING
11. PISTON SEAL O.D. 51. SPECIAL WASHER
12. PISTON 52. BULL GEAR
13. THRUST BEARING 53. ONE-WAY CLUTCH
14. BOLT 54. RETAINING RING
15. LOCK WASHER 55. SUN GEAR DRIVE SHAFT
16. PLAIN WASHER 56. GASKET
17. WELDMENT GUARD 57. BOLT
18. SPACER 58. OIL SEAL
19. PIPE PLUG R.H. ONLY 59. SHIM
20. PIPE PLUG L.H. ONLY 60. BEARING CONE
21. BOLT AND WASHER 61. BEARING CUP
22. AWD MOTOR 62. FRONT DRIVE WHEEL
23. O-RING 63. RING GEAR
24. SPRING DISC 64. ROLL PIN
25. RETAINING RING 65. PLANET PIN
26. BALL BEARING 66. O-RING
27. SENSOR R.H. ONLY 67. THRUST WASHER
28. BOLT L.H. ONLY 68. THRUST WASHER
29. JAM NUT L.H. ONLY 69. AWD PLANETARY HOUSING
30. FASTENER SEAL 70. NEEDLE BEARING
31. MOTOR PINION 71. SPACER
32. BEARING ROLLER 72. AWD PLANETARY HOUSING
33. DOWEL PIN 73. O-RING
34. GEAR CASE HOUSING 74. LOCK WASHER
35. WHEEL RETAINER 75. BOLT
36. STEERING ARM WELDMENT 76. MAGNETIC PLUG
37. BOLT 77. O-RING
38. BOLT 78. SELF-LOCKING SCREW
39. BOLT 79. BOLT
40. BOLT 80. LOCK WASHER
R3
The SEAL INSTALLATION TOOL P/N DR08-106 is used to install the two piece seal assembly. Refer to ‘Service
Tools Catalog” 1128-I 66-Rl , Section 8.
15277
igure 2
INSTALLATION OF TWO PIECE SEAL
Incorrect assembly of two piece seal assembly can result in toric ring to slip at one location, but not all around
causing the ring to twist resulting in uneven pressure which will cause galling, scoring and leakage. Other results
of improper installation may be cocked seals which results in a wobbling motion of the seal allowing dirt to enter.
R3 4
Remove any oil film, dust or other foreign matter from the toric rubber rings (2, Figure 3), and from the tramps (4
and 7) and lips (3 and 8) of both the rings (1) and housings (6). Use tri-chloroethane, and clean cloth or paper
towels for wiping.
IMPORTANT: Never permit oil to get on the toric rings or ramps before both sea/ rings are put together in their
final assembled position.
A
WARNING! Contains tri-chloroethane. Avoid prolonged skin contact. Avoid breathing vapors in
enclosed areas without adequate ventilation. Do not use open flame, welding operations or
other heated surfaces exceeding 900°F (482.2”(Z).
15267
Ygure 3
Put toric ring (2 Figure 4) on seal ring (l), at the bottom of seal ring ramp (7) and against lip (8).
NOTE: Make sure that toric ring (2) is straight on seal ring (I) and is not twisted. Be careful when you work on the
rubber toric ring. Nicks, cuts and scratches can cause leaks.
15268
Figure 4
R3
Put seal installation tool (9, Figure 5) ‘Special Tool Number DR08-106” onto seal ring (1) with toric ring (2). Lower
the rings into a container with tri-chloroethane until all surfaces of toric ring (2) are wet.
NOTE: Do not use stanosol, or any other liquid that leaves an oil film, or does not evaporate quickly.
15269
igure 5
With all surfaces of the toric rings (2, Figure 6) still wet, use the installation tool (9) to position the seal ring (1) and
the toric ring (2) squarely against the housing (5) as shown. Use sudden and even pressure to pop (push) the toric
ring (2) under the retaining lip (3) of the housing (5).
15270
I
Figure 6
R3 6
Check assembled height (A) (See Figure 7) in at least four places, 90” apart. The differences in height around the
ring must not be more than 0.039 In. (0.9906 mm).
15271
Figure 7
If small adjustments are necessary, do not push directly on seal ring (1, Figure 8) ; use installation tool (9).
15272
Figure 8
7 R3
Toric ring (2, Figure 9) can twist if it is not wet all around during installation, of if there are burrs or fins on the
retaining lip (3) of the housing (5).
NOTE: Misalignments, twists and bulges of the toric ring will cause seal failures. If correct installation is not
obvious, remove seal from housing and repeat installation steps.
IMPORTANT: Toric rings (2, Figure 9) must never&on the ramps of either sea/ rings (I) or sea/ ring housings
(5). To prevent slippage, wait a minimum of two minutes to let the tri-chloroethane evaporate
before further assembly. Once correctly in place, the toric ring must &I on the ramps only.
15273
Figure 9
Wipe the seal faces (6, Figure 10) of the seal rings (1) clean. Use a lintless cloth or paper towel. No particles of
any kind are permissible on the sealing surfaces. Even a small piece from a paper towel can hold the seal faces
apart and cause leakage.
Put a thin film of clean oil on the seal faces (6). Be careful not to get any oil on the rubber toric rings.
15274
Figure 10
R3 8
Make sure both housings (5, Figure 11) are in correct alignment and are concentric. Move the parts slowly and
carefully toward each other.
NOTE: Do not slam seals together. High impact can scratch or brake the seal components. Once in place, fasten
all parts tightly.
Figure 11
9 R3
START POINT
in both directions.
A. Factory production set at 24” overall retracted


must be 3 g/16”.
1) Loosen jam nut (1, Figure 12) on ball socket

assembly (2).
2) The steering cylinder ball socket assembly (with

jam nut installed) must be adjusted in the end Figure 12
of the piston rod (3) until 3.562 In. (90.475 mm)
can be measured from end of piston rod to center of grease fitting on ball socket assembly, as shown
in, Figure 12. This can be done by turning the piston rod.
PROCEDURE
1. Park grader on a “LEVEL” concrete surface. Make sure 1 F .


I
Figure 13
R3 10
All Wheel Drive - 0.0 In. (0.000 mm)



ments can result.

approximately l/8” (0.12” f0.03”) more than the
front. If not, the tie rod will have to be adjusted to obtain proper toe-in.
D. If front wheels need alignment, loosen jam nut (1,

Figure 15) on both ends of the tie rod (2), at the
ball socket assembly (3).

jam nuts (1).
15729
Figure 15
11 R3

r MATCH MARK
7

hydraulic pressure.

counted.
FINAL ADJUSTMENT.
both cylinders bottomed,


(,,,’ or “OLJY) of
ball stud turns.

15935
by 2.
FigWe 16

Direction of turns (“IN” or “‘OLJrl) from “ORIGINAL POSITION” for each cylinder is the same, as
noted at Step 4.0.
R3 12
measurement may vary from the initial 3 g/16” setting.
SERVICING
installation of the All Wheel Drive Gearbox.
REMOVAL
1. With the parking brake set, moldboard centered

crosswise under the machine and transmission in
neutral, raise front end of machine with the blade lift
cylinders.
2. Place suitable blocking/cribbing (1, Figure 17)

underneath the axle assembly (2) and lower machine
onto blocking.
A
WARNING! Use extreme caution when
positioning blocking under axle
assembly.
Figure 17
3. Using tire tongs and suitable lifting device, remove six

lug nuts (1, Figure 18) and rim clamps (2). Remove tire
and rim assembly (3) from axle.
Figure 18
13 R3
4. Tag, remove and plug hoses (1, Figure 19) to wheel

motor (2) and hose (3) from elbow.
Figure 19
5. Remove plastic tie straps (1, Figure 20) and quick

disconnect fitting to sensor assembly (2).
6. Remove and plug hose (3, Figure 20).
NOTE: On 830/850/870 mode/ units, the disconnect

fitting is located farther away from the sensor
than shown here.
Figure 20
7. Tag, remove and plug hose (1, Figure 21).
Figure 21
R3 14
8. Remove cotter pins (1, Figure 22), slotted nuts (2) and
flat washers from tie rod (3) and steering cylinder rod
end (4).
NOTE: On some ax/e assemblies, there may not be a

f/at washer under the slotted nuts.
Figure 22
9. Remove retaining ring (1, Figure 23) and cover plate

(2), from top and bottom of spindle assembly.
NOTE: Remove grease fitting from cover plate, if

necessary.
Figure 23
10. Drive roll pin (1, Figure 24) into center pin (2) until pin
can be felt bottoming against arm (3).
Figure 24
15 R3
11. Support gearbox assembly with suitable lifting device

and sling (3, Figure 25).
12. Drive spindle pin (1, Figure 25) through steering yoke
(2) and gearbox assembly (4).
13. Remove gearbox assembly from spindle yoke and

prepare it for disassembly.
NOTE: A thrust washer is located between gearbox

assembly arms and steering yoke at top and
bottom.
14. Once pin (1, Figure 25) is driven out remove roll pin (1,
Figure 24) from it.
Figure 25
15. Remove bushing (not shown) from steering yoke, if
NOTE: When removing bushing pay attention to which side of the bushing is worn, so that when new bushing
is installed the split can be properly located.
16. Remove four bolts (1, Figure 26) and plain washers,
and steering arm weldment (2).
Figure 26
R3 16
17. Remove four bolts, lock washers and plain washers (1,
Figure 27) and motor guard weldment (2) including four
spacers (3) after weldment is removed.
Figure 27
18. Remove two bolts, hardened plain washers (1,

Figure 28) and motor (2) (including motor O-ring and
disc spring underneath).
NOTE: See appropriate Shop Manual Section for All

Wheel Drive Motor servicing.
Figure 28
DISASSEMBLY
1. Remove plug (I, Figure 29) with O-ring (2) from

planetary carrier and drain approximately 1 U.S. Gallon
(3.78 liters) of oil from assembly. Remove eight bolts
and lock washers (3), and planetary housing (4).
Figure 29
17 R3
2. Remove O-ring (1, Figure 30) from planetary housing

(2).
‘igure 30
3. To remove the planet gear (1, Figure 31), the roll pin (2)
must be driven into the planet pin (3) past the flange.
Remove pin with O-ring (4), planetary gear (l), two
thrust washers (5) and two special shaped thrust
washers (6).
NOTE: Be careful care when handling gear. There

are two rows of twenty-two needle bearings
(7) and a spacer (8) in each gear. Do not
lose them.
Figure 31
NOTE: If this is a R.H. wheel assembly, loosen lock nut and remove sensor assembly (Figure 32). If this is a
L.H. wheel assembly, remove bolt, seal and jam nut (Figure 33).
Figure 32 SENSOR ASSEMBLY (R.H. SIDE ONLY) Figure 33 PLUG ASSEMBLY (L.H. SIDE ONLY)
R3 18
4. Remove four bolts and lock washers (1, Figure 34) from - I
bearing cap (2).
I‘igure 34
5. Remove four bolts and lock washers (1, Figure 35) from
bearing support (2).
r
Figure 35
6. Insert two screwdrivers into slots in cap (1, Figure 36)

and pry off cap. Remove shims and O-ring from inside
cap.
Figure 36
19 R3
7. Remove three socket head bolts (1, Figure 37) and cap n
(2) with shims (3).
?gure 37
8. Using appropriate puller, remove bearing support

assembly (1, Figure 38).
NOTE: Care should be taken that bearing is not

dropped, damaged or lost.
Figure 38
9. Remove two bearing cups (1, Figure 39) and cones (2)
and O-ring (3) from bearing support (4).
NOTE: These are slip-fit bearings and should not

require a puller.
Figure 39
R3 20
10. Through hole “A” in bearing support (1, Figure 40) use
a drift punch to drive piston (2) out of it. Remove I.D.
seal (3) and O.D. seal (4) from piston.
Figure 40
11. Remove thrust bearing (1, Figure 41) from inside

housing (2)
Figure 41
12. Remove two bolts and lock washers (1 and 2,

Figure 42) from gear housing.
Figure 42
21 R3
13. Remove two remaining bolts (1, Figure 43). Remove

lock washers and reinstall at 180” apart., Engage
enough threads to prevent damage [approximately
0.375 In. (9.52 mm)]. Sling housing and raise housing
approximately 1.500 In. to 2 In. (38.1 mm to 50.8 mm)
above work surface. Strike bolt heads alternately until
gear housing is freed. Remove gear housing (3) from
wheel retainer (4).
NOTE: Be careful not to damage threads in gear

housing.
Figure 43
14. Remove gasket (1, Figure 44).
Figure 44
15. Remove motor pinion (1, Figure 45), ball bearing (2)
and retaining ring (3) from gear housing (4).
Figure 45
R3 22
16. Remove retaining ring (1, Figure 46) from pinion (2).
Press pinion from bearing (3).
Figure 46
17. CLUTCH PACK AND BULL GEAR
A. Remove three socket head bolts (1 Figure 47), and

thrust washer (2).
A
WARNING! Thrust washer is under
spring load.
I
Figure 47
B. Remove twelve clutch springs (1, Figure 48) from

reverse clutch housing.
Figure 46
23 R3
C. Remove clutch 1 sleeve (1, Figure 49) from inside

‘igure 49
D. Remove twelve separator plates and eleven friction

plates (1, Figure 50).
NOTE: There are two missing teeth in each friction

plate, not necessarily 180” apart. These
must be in line throughout installation.
Figure 50
E. Remove bull gear assembly (1, Figure 51) from

housing.
Figure 51
R3 24
F. Remove six socket head bolts (1, Figure 52)

securing bull gear (2) to clutch housing.
?gure 52
G. Remove reverse clutch housing (1, Figure 53) from

bull gear (2).
NOTE: It may be necessary to leave two bolts (1,

Figure 52) in housing 180” apart and tap
off reverse clutch housing.
Figure 53
H. Invert assembly and remove retaining ring. Press

sun gear shaft (1, Figure 54) from bull gear (2).
NOTE: Arrowpoints in direction that sun gear shaft

must be pressed from bull gear.
j~~~-,”.,j
Figure 54
25 R3
I. Remove one way clutch (1, Figure 55), from bull

gear (2).
NOTE: Remove outer ball bearing (3) as procedure

progresses. Do not damage bearing.
J. Slide bearing spacer (4, Figure 55) to one side of

gear hub. Press against spacer and remove bearing
(5). Retaining ring (6) is now accessible; remove
retaining ring (6). Press bearing (3) and special
washer (7) from bull gear.
Figure 55
18. RING GEAR AND WHEEL BEARING GROUP
A. Remove roller bearing (I, Figure 56) from retainer

housing (3). Remove eight bolts (2) and retainer
housing from front drive wheel (4).
Figure 56
B. Remove seal (I, Figure 57) from retainer housing.
NOTE: If unit is equipped with a two piece face

seal, second seal member must be
removed from front drive wheel. (See
“Installation of Two Piece Seal” in this
manual for proper installation).
Figure 57
R3 26
C. Remove shims (1, Figure 58), bearing cups (2)

cones (3) and ring gear (4) from wheel.
Figure 58
Some d the following information may not apply to the paffiedaf component that you afe sewieing.

27 R3
installation.
R3 28
REASSEMBLY
- IMPORTANT -
Prior to staring reassembly of gearbox, immerse clutch pack plates for the clutch pack in CLEAN
gearbox oil. Plates must soak for at least 30 minutes prior to installation.
NOTE: Thoroughly clean wheel, ring gear, and gearbox housing with solvent and blow dry before beginning the
assembly. It is extremely important that no contaminants be allowed to enter this unit.
Install seal (1, Figure 59) in retainer housing.
NOTE: See “Installation of Two Piece Seal” section of

this manual for installation instructions.
Figure 59
2. Install two ring gear bearing cups (1 and 2 Figure 60) in

wheel (3) with proper driver.
NOTE: The bearing cups must be fully seated in order

to properly adjust the preload on the bearings
when gear case half is installed.
Figure 60
29 R3
3. Install one outer bearing cone on shoulder of the ring

gear (1, Figure 61). With ring rear setting on table,
lower front drive wheel (2) into piston on bearing cone
and ring gear. Position inner bearing cone (3) on ring
gear. Make sure that the bearings are well lubricated
with clean oil so that they will adjust accurately.
4. The purpose of the following procedure is to achieve a

preload of 0.002 In. to 0.004 In. (0.0508 mm to 0.1016
mm) on the wheel bearings that were just installed.
This preload is controlled by a shim pack between the

ring gear and the retainer housing.
To determine the correct size of this shim pack you

must first determine the size of the gap between the ?gure 61
ring gear and the retainer housing as follows.
A. Install retainer housing (1, Figure 62) without seal

or shims. Install two bolts (2) in holes adjacent to
the depth micrometer measurement holes. Rotate
wheel to distribute torque while tightening bolts
evenly to 60 Ibf ft (8.3 kg*m).
B. Measure the depth from the retainer housing to the

face of the ring gear with a depth micrometer
through the two holes provided in the retainer
housing. Determine the average of these two
measurements. Record this average as
measurement “A.”
C. Remove the retainer housing and measure the

thickness of the housing next to the two depth
measurement holes (See Figure 63). Determine the Figure 62
average of these two measurements. Record this
average as measurement “B.”
D. Subtract measurement “B” from measurement “A.” Record this figure as measurement “C.”
E. Add 0.014 In. (0.3556 mm) to measurement “C.” This is the size of the shim pack required to achieve the
desired preload on the wheel bearings.
Measurement “A”
Measurement “B”
= Measurement “C”
+ 0.014” Constant
= Shim Pack Thickness
R3 30
F. Assemble the shim pack using 0.020 In., 0.007 In., and 0.005 In. (0.508 mm, 0.1778 mm, and 0.127 mm)
shims as necessary.
5. Install two piece seal on gear case inner half (See “Installation of Two Piece Seal” for proper installation).
6. Install retainer housing with shim pack.
7. Apply one drop of Loctite #242 to threads of each bolt. Install bolts and torque to 95 Ibf ft (13.1 kgam) while
rotating assembly to distribute torque.
Figure 63
31 R3
8. Place new gasket (1, Figure 64) on retainer housing (2)

over alignment dowel pins.
Figure 64
9. CLUTCH PACK AND BULL GEAR GROUP
A. After pressing one roller bearing (1, Figure 65) onto

the shaft, install special washer (2). Then install
shaft (3) into bull gear. Install retaining ring (4)
spacer (5), and press on second bearing (6).
Figure 65
B. Install one way clutch (1, Figure 66).
NOTE: There is one lip on the outside of the

clutch, and depending on which gear case
is being reworked, the lip will be installed
a way from the planetary gears for the R. H.
side and toward the planetary gears for the
L.H. side.
A simple way to tell if the one way clutch is

installed properly, is to turn the sun shaft in
the direction it is allowed to turn. On a R.H.
Gearbox it will turn in a clockwise direction.
On a L.H. Gearbox it will turn in a
counterclockwise direction.
Figure 66
R3 32
C. Install retaining ring (1, Figure 67)
Figure 67
D. Position reverse clutch housing (1, Figure 68) I

against bull gear (2).
Figure 66
NOTE: Coat threads of bolts with Loctite #242

compound before installation. Make sure
threads are clean and free of previous
compound and oil before applying new.
E. Invert assembly and attach reverse clutch housing

to bull gear (1, Figure 69) with six socket head bolts
(2). Tighten bolts to 31 Ibf ft (4.3 kg*m).
Figure 69
33 R3
F. Install motor pinion (1, Figure 70) in retainer

housing (2).
NOTE: Make sure pinion is seated in retainer

housing.
Figure 70
G. Install bull gear assembly (I, Figure 71) into

planetary assembly in wheel. Install clutch sleeve
(2).
IMPORTANT: Friction plates must be immersed
in gearbox oil for 30 minutes prior
to installation.
H. Install clutch sleeve. Install twelve separator plates

(3, Figure 71) and eleven friction plates (4) into the
NOTE: Install separator plate (3) first, then friction

plate (4). Then alternate between the two
until all are installed. If done properly there
will be a separator plate in first and last. Figure 71
There are two missing teeth in each friction
plate, not necessarily 180” apart. These gaps should be installed in line throughout installation.
Putting additional gearbox oil on plates when they are being installed, will also help prevent them
being damaged.

I. Install twelve clutch springs (1, Figure 72), thrust

plate (2) and three socket head bolts (3). Tighten
Figure 72
R3 34
J. Install gear case housing (1, Figure 73) over

gasket, using alignment dowel pins for proper
alignment. Install four bolts and lock washers (2).
K. Tighten bolts to 115 Ibf ft (15.9 kg*m).
Figure 73
L. Press bearing (1, Figure 74) on pinion (2) and into

gear housing (3) at same time.
M. Install retaining ring (4).
Figure 74
N. Install disc spring (1, Figure 75) over pinion

assembly (2).
Figure 75
35 R3
0. Install I.D. piston seal (1, Figure 76) and O.D.

piston seal (2) on reverse clutch piston (3).
Figure 76
P. Lubricate piston seals and push piston (1,

Figure 77) into bearing support (2) until the outer
seal clears the lip. Install O-ring seal (3) on bearing
support outer lip O.D.
Figure 77
Q. Install two bearing cups (1, Figure 78) in bearing

support (2).
Figure 76
R3 36
R. Apply a light coat of petroleum jelly (or equivalent),

to the bottom side of reverse clutch piston (1,
Figure 79) and install thrust bearing (2).
‘igure 79
S. Carefully place bearing support (1, Figure 80) on

assembly, making sure thrust bearing stays in place
and orient housing so that hydraulic port (2) is
opposite the motor mount (3).
Figure 80

T. Install cap (I, Figure 81) with three socket head

bolts (2)
U. Alternately tighten socket head bolts to 35 Ibf ft

(4.8 kg*m).
NOTE: These bolts will seat bearings as they are

being torqued to proper value.
Figure 81
37 R3
v. Install four bearing retainer bolts and lock washers

(1, Figure 82).
W. Tighten bolts (1) to 24 Ibf ft (3.3 kgam) .
Figure 82
X. Install bearing cap (1, Figure 83) with O-ring, but

WITHOUT shims and WITHOUT bolts.
Y. Measure gap between cap and bearing support.

Add 0.002 In. (0.0508 mm) worth of shims to value
obtained. This will result in a 0.000 In. to 0.003 In.
(0.000 mm to 0.0762 mm) end play for bearings.
NOTE: Shims range in sizes of 0.005 In., 0.007 In.

and 0.020 In. (0.127 mm, 0.1778 mm, and
0.508 mm).
Z. After shim pack is established, insert shims and cap

with four bolts and lock washers. Tighten bolts to
13 Ibf ft (1.8 kg*m).
Figure 83
AA. In L.H. assemblies, install bolt seal, and jam nut

(Figure 84).
NOTE: Bolt should not protrude past inside

surface of housing.
\ 15275
Figure 84
R3 38
AB. In R.H. wheel assemblies reinstall sensor

assembly (Figure 85). With feeler gauge obtain
a 0.040 In. to 0.050 In. (1.016 mm to
1.270 mm) gap between the gear teeth and the
sensor pickup. DO NOT tighten the lock nut
more than 35 Ibf ft (4.8 kg*m).
NOTE: Refer to “Troubleshooting and

Adjustment Manual” for your unit for
proper final adjustment.
‘igure 85
10. PLANETARY GEAR ASSEMBLY
A. Using a liberal amount of grease to hold the needle

bearings in place, install two rows of twenty-two
needle bearings, (7, Figure 86) and a spacer (8) in
each planet gear (1).
B. Pick up in order, special washer (6), wave thrust

washer (5), planet gear (I), wave thrust washer (5)
and special washer (6). Position components in
carrier (See Figure 87)
C. Place O-ring (4, Figure 86) on planet gear pin (3)

and insert from the face of the carrier.
‘igure 86
NOTE: Orientation of special shaped washer (1,

Figure 87).
D. Turn the planet gear pin using screwdriver slot until

hole lines up with hole in carrier flange and insert
roll pin.
Figure 87
39 R3
E. Install O-ring (1, Figure 88) on planet carrier (2) and

install carrier assembly in to gear box. Install eight
bolts and lock washers (3).
F. Tighten bolts to 115 Ibf ft (15.9 kg*m).
Figure 88
INSTALLATION
1. Make sure motor disc spring is over the pinion bearing.

Install the pinion bearing and motor (2, Figure 89) with
O-ring using two bolts (1) and lock washers.
2. Tighten bolts to 58 Ibf ft (8.0 kgam).
NOTE: Make sure that motors are properly oriented.

Install “Port A” to the top side for R. H. gearbox.
Install “Port B” to the top side for L. H. gearbox.
Figure 89
3. Install the motor guard weldment (2, Figure VW, . . . ..I
spacers (3) using four bolts and lock washers

(1). Tighten bolts to 115 Ibf ft (15.9 kg*m).
4. Position gearbox assembly in place in spindle yoke.
Figure 90
R3 40
5. Install the steering arm weldment (2, Figure 91) for a

R.H. assembly or L.H. assembly using three 5/8”-11 x
4-l/2” Grade 8 bolts and one 5/8”-11 x l-1/2” Grade 8
bolt (1) and hardened plain washers. Tighten bolts to
165 Ibf ft (22.8 kg*m).
NOTE: Apply Loctite #242 to bolt threads. Use only

one drop per bolt.
6. Using a suitable lifting device and sling (3), position

gearbox assembly (4) into position.
NOTE: Place a thrust washer between gearbox

assembly arms and steering yoke at top and
bottom.
7. Align holes between thrust washers, gearbox assembly

and steering yoke. Drive center pin (1, Figure 92) in,
until roll pin hole in center pin aligns with roll pin hole in
gearbox assembly arm.
NOTE: Once center pin is installed, remove sling (3).
8. Drive roll pin (1, Figure 93) into center pin (2) until flush
with gearbox assembly arm (3).
Figure 93
41 R3
9. Install cover plate (2, Figure 94) and retaining ring (1)
in top and bottom of spindle assembly.
NOTE: Install new grease fitting in cover if removed at

disassembly.
Figure 94
10. Install tie rod (3, Figure 95), steering cylinder rod end
(4), with flat washers, slotted nuts (2) and cotter pin (1).
Tighten slotted nut to 170 Ibf ft (23.5 kg*m). If
necessary, increase torque on nut to install cotter pin.
NOTE: A f/at washer must be used under the slotted

nut. Install a f/at washer if one was not present
at disassembly.
Figure 95
11. Remove plugs and install hose (1, Figure 96) to position
tagged during removal.
Figure 96
R3 42
12. Remove plugs and install hose (3, Figure 97) in position
13. Install quick disconnect fitting to sensor assembly (2)

and fasten with two plastic tie straps (1).
NOTE: On 830/850/870 mode/ units, the disconnect

fitting is located farther away from the sensor
than shown here.
Figure 97
14. Remove plugs and install hoses (1 and 3, Figure 98) to

wheel motor (2) in positions tagged during removal.
Figure 98
15. Using tire tongs and suitable lifting device, install tire
and rim assembly (3, Figure 99) six rim clamps (2) and
lug nuts (1). Tighten lug nuts to 115 Ibf ft (15.9 kg*m).
Figure 99
43 R3
16. With the parking brake set, moldboard centered

crosswise under the machine, transmission in neutral,
raise front end of the machine with the blade lift
cylinders.
17. Remove blocking/cribbing (1, Figure 100) underneath

the axle assembly (2) and lower the machine to the
ground. Recheck torque of lug nuts.
A
NOTE:
WARNING! Use extreme care when
removing blocking from under axle.
Fill gearbox with approximately I U.S. Gallon

(3.78 liters) of oil. Refer to Operator’s manual
for proper oil specification.
Figure 100
R3 44
G-01 .I 5K
FRONT AXLE ASSEMBLY

GD530A-1 200417 & Up

GD530AW-1 200417 & Up
GD650A-1 200417 & Up
GD650AW-1 200417 & Up
GD670A-1 200417 & Up
GD670AW-1 200417 & Up
CAUTION


INJURY.
KOMATSU DRESSER COMPANY 850 SOUTH STREET GALION, OHIO 44833
0194
Refer to the “General Torque Values” shop manual section when SPECIFIC TORQUES are not given in the this
shop manual section. All values listed throughout this manual are lubricated (WET) unless stated otherwise.
METRIC CONVERSIONS
TABLE OF CONTENTS
CONTENTS PAGE
DESCRIPTION ................................................ . 2
FRONT AXLE TORQUE VALUES .................................. . 6
FRONT WHEEL ALIGNMENT & TURNING RADIUS ADJUSTMENT ...... . 8
SERVICING .................................................. . 11
REMOVAL ................................................ . 11
DISASSEMBLY ............................................. . 14
REASSEMBLY ............................................. . 22
INSTALLATION ............................................. . 29
1
DESCRIPTION
The basic design of the front axle assembly is common to both Non-All Wheel
Drive and All Wheel Drive graders.
The only major difference is the axle spindle assembly area. Steering cylinders,
leaning wheel cylinder, tie rod, etc.
are assembled in the same manner. The following two exploded views shows
the two axle assemblies and related
components.
3gure 1 EXPLODED VIEW OF NON-ALL WHEEL DRIVE FRONT AXLE ASSEMBLY
2
LEGEND FOR NON-ALL WHEEL DRIVE FRONT AXLE
orientation to each other while servicing the Non-All Wheel Drive Front Axle Assembly. Some components
mentioned during service procedure may only be shown in this illustration.
1. FRONT AXLE WELDMENT 33. FLAT WASHER

2. STEERING CYLINDER (SEE APPROPRIATE 34. FLAT WASHER
SHOP MANUAL SECTION FOR SERVICING) 35. LEANING WHEEL PIN
3. LEANING WHEEL CYLINDER (SEE 36. PIN
APPROPRIATE SHOP MANUAL SECTION FOR 37. COTTER PIN
SERVICING) 38. TIE ROD
4. GREASE FITTING - 45” 39. HEX NUT
5. SPINDLE WELDMENT - R.H. 40. SOCKET ASSEMBLY - R.H.
6. SPINDLE WELDMENT - L.H. 41. SLOTTED NUT
7. LEANING WHEEL ROD ASSEMBLY & BALL 42. SOCKET ASSEMBLY - L.H. & SLOTTED NUT
BUSHING 43. COTTER PIN & FLAT WASHER
8. GREASE FITTING 44. GREASE FITTING
9. AXLE PIVOT SHAFT 45. HEX NUT
10 GREASE FITTING 46. STUD
11: RETAINING RING 47. SPACER
12. COVER PLATE 48. LOCK NUT
13. BUSHING 49. COLLAR
14. THRUST WASHER 50. SEAL
15. PIN & ROLL PIN 51. BEARING CONE
16. PIN 52. BEARING CUP
17. STEERING YOKE - R.H. 53. WHEEL
18. STEERING YOKE - L.H. 54. BEARING CUP
19. LOCK NUT 55. BEARING CONE
20. FLAT WASHER 56. SHIM - 0.005 In. (0.127 mm)
21. THRUST BEARING SHIM - 0.015 In. (0.381 mm)
22. O-RING 57. RETAINER
23. SEAL RETAINER 58. BOLT
24. SPACER 59. GASKET
25. BUSHING 60. HUB CAP
26. O-RING 61. BOLT
27. BUSHING 62. LOCK NUT
28. PIVOT PIN 63. BOLT
29. GASKET 64. RIM CLAMP
30. COVER 65. HEX NUT
31. BOLT
32. LOCK WASHER
15358
L
F igure 2 EXPLODED VIEW OF ALL WHEEL DRIVE FRONT AXLE ASSEMBLY
4
LEGEND FOR ALL WHEEL DRIVE FRONT AXLE
orientation to each other while servicing the All Wheel Drive Front Axle Assembly. Some components mentioned
during service procedure may only be shown in this illustration.
1. GEARBOX - L.H. (SEE APPROPRIATE SHOP 29. BUSHING

MANUAL SECTION FOR SERVICING) 30. PIVOT PIN
2. HOSE GUARD 31. O-RING
3. HOSE GUARD 32. BUSHING
4. LEANING WHEEL ROD ASSEMBLY & BALL 33. GASKET
BUSHING 34. COVER
6. FRONT AXLE WELDMENT 35. BOLT & LOCK WASHER
7. STUD 36. STEERING YOKE - R.H. & STEERING YOKE -
8. THRUST WASHER L.H.
9. PIN 37. ROLL PIN
10. AXLE PIVOT SHAFT 38. PIN
11. BUSHING 39 TIE ROD
12. COVER PLATE 40 HEX NUT
13. RETAINING RING 41 SOCKET - R.H.
14. GREASE FITTING 42 SLOTTED NUT & COTTER PIN
15. PIN & COTTER PIN 43 FLAT WASHER
16. GREASE FITTING - 45” 44 GREASE FITTING
17. LEANING WHEEL CYLINDER (SEE 45. SOCKET - L.H. & SLOTTED NUT & COTTER
APPROPRIATE SHOP MANUAL SECTION FOR PIN
SERVICING) 46. GEARBOX - R.H. (SEE APPROPRIATE SHOP
18. GREASE FITTING MANUAL SECTION FOR SERVICING)
19. LOCK NUT 47. VALVE EXTENSION
20. FLAT WASHER 48. RIBBED NECK BOLT
21. LEANING WHEEL PIN 49. RIM CLAMP
22. FLAT WASHER 50. HEX NUT
23. BOLT - WELDED TO YOKE 51. STEERING CYLINDER (SEE APPROPRIATE
24. FLAT WASHER SHOP MANUAL SECTION FOR SERVICING)
25. O-RING 52. SPACER
26. THRUST BEARING 53. LOCK NUT
27. SEAL RETAINER 54. HEX NUT - L.H.
28. SPACER __.
55 U-BOLT
FRONT AXLE TORQUE VALUES
is a comprehensive listing of special torques used during overhaul of this component.

The following
RIM TO WHEEL NUTS

NON-AWD FRONT AXLE
(8) 5/8”-11 GRADE 5
115 Ibf ft (15.9 kg*m)
AWD FRONT AXLE
(12) 5/8”-11 GRADE 5
1 IO Ibf ft (15.2 kg*m)
Figure 3
FRONT AXLE TO FRAME PIVOT PIN CAPS

FOUR BOLT PIVOT CAPS
(8) 3/4”-IO GRADE 8
280 Ibf ft (38.7 kg*m)
I 15941A 1
Figure 4
TIE ROD
(NON-AWD & AWD FRONT AXLES)
(2) 7/8”-14 GRADE 2
170 Ibf ft (23.5 kg*m)
Figure 5
6
STEERING CYLINDERS
(NON-AWD & AWD FRONT AXLE)
ROD END
(2) 7/8”-14 GRADE 2
170 Ibf ft (23.5 kg*m)
BASE END
(2) 7/8”-14 LIGHT THIN
129 Ibf ft (17.8 kg*m)
?gure 6
STEERING YOKE TO AXLE

(2) l-3/8”-12 LIGHT THIN
494 Ibf ft (68.3 kg*m)
Figure 7
LEANING WHEEL CYLINDER &TIE BAR

494 Ibf ft (68.3 kg*m)
Figure 6
7
START POINT
in both directions.
A. Factory production set at 24.000 In. (609.600 mm)

overall retracted

must be 3.562 In. (90.475 mm).
1) Loosen jam nut (I, Figure 9) on ball socket

assembly (2).
2) The steering cylinder ball socket assembly (with Figure g

jam nut installed) must be adjusted in the end
of the piston rod (3) until 3.562 In. (90.475 mm) can be measured from end of piston rod to center of
grease fitting on ball socket assembly, as shown in, Figure 9. This can be done by turning the piston
rod.
PROCEDURE
1. Park grader on a “LEVEL” concrete surface. Make sure


Figure 10
8
All Wheel Drive - 0.0 In. (0.000 mm) I_- FRONT _I



k- REAR -1
ments can result.

approximately l/8” (0.12” &0.03”)
(3.048 f0.762 mm) more than the front. If not, the tie rod will have to be adjusted to obtain proper toe-in.
D. If front wheels need alignment, loosen jam nut (1,

Figure 12) on both ends of the tie rod (2), at the
ball socket assembly (3).

jam nuts (1).
15729
‘igure 12

r MATCH MARK
7

hydraulic pressure.

counted.
FINAL ADJUSTMENT.
both cylinders bottomed,


(,,,’ or “OLJY) of
ball stud turns.

15935
by 2.
FigWe 13

Direction of turns (“IN” or “‘OLJrl) from “ORIGINAL POSITION” for each cylinder is the same, as
noted at Step 4.0.
10
measurement may vary from the initial 3.562 In. (90.475 mm) setting.
SERVICING
installation of the front axle assembly.
REMOVAL
1. Remove grease zerk (I, Figure 14) from bottom of

drawbar ball joint socket (2).
Figure 14
2. Remove both ends of tie rod assembly (1, Figure 15) by

removing cotter pin (2), slotted nut (3) and flat washer.
Move tie rod assembly out of work area.
NOTE: On some axle assemblies, there may not be a

flat washer under the slotted nut.
Figure 15
11
3. With the parking brake set, raise the front tires clear of
the ground, with the moldboard of the machine.
4. Have another person position suitable blocking (1,

Figure 16) under the drawbar ball joint (2) and relieve
tension on hydraulic lift cylinders.
A WARNING! Use extreme care

placing blocking under frame.
when
Figure 16
5. Remove four lug nuts (1, Figure 17) rim clamps (2) and
front tires on each side of the axle assembly.
Figure 17
6. Tag and match mark hoses (1, Figure 18) to steering

cylinders (2). Remove and cap fittings and hoses.
Figure 16
12
7. Tag and match mark hoses (1, Figure 19) to leaning

wheel cylinder (2). Remove and cap fittings and hoses.
A
WARNING! Front axle wheels may lean
to one side when hoses are
disconnected from cylinder.
8. ALL WHEEL DRIVE AXLE ONLY: Refer to

approximately Shop Manual Section for the All Wheel
Drive Gearbox Assembly. This manual will show
additional hoses and sensors that must be tagged and
disconnected prior to removal of axle assembly from
unit. Figure 19
9. Using a suitable lifting device, sling axle assembly (1,

Figure 20).
Figure 20
10. Remove eight bolts with flat washers (1, Figure 21) and
two pivot caps (2).
NOTE: When removing rearpivot cap, remove locating

pin (not shown).
11. Lower axle assembly and remove from machine. Place

on a work bench and/or table and prepare for
disassembly.
15350A
Figure 21
13
6. Remove self-locking nut (1, Figure 25) and flat washer

(2), mounting leaning wheel cylinder (3) to steering yoke
(4).
7. Supported by sling and overhead hoist, remove self-

locking nut (5, Figure 25), flat washer (6) rod assembly
(7) and flat washer (8). Support opposite side of spindle
assembly when removing rod.
8. Press ball bushing out of each end of rod (7,

Figure 25), if replacement is necessary.
Figure 25
9. Remove cotter pin (1, Figure 26), pin (2) and leaning
wheel cylinder (3). Remove base end from mounts, then
rod end.
NOTE: Refer to appropriate Shop Manual Section for

servicing leaning wheel cylinder.
Figure 26
10. Remove cotter pin (1, Figure 27), slotted nut (2), flat
washer and steering cylinder socket assembly (3) from
spindle weldment.
NOTE: On some axle assemblies, there may not be a

flat washer under the slotted nut.
Figure 27
15
11. Remove grease zerk (1, Figure 28), retaining ring (2)
and cover plate (3) from top and bottom of steering
yoke.
12. It should not be necessary to disassemble this area

further, unless two thrust washers (4, Figure 29) are to
be replaced.
NOTE: There is a roll pin (1) installed through the top

spindle pin hole, which can be tapped, with a
drift punch into pin (2) of spindle weldment.
This pin is 0.375 In. (9.525 mm) diameter.
13. Drive pin (2, Figure 29) out of steering yoke and spindle
weldment (3). Once pin (2) is removed drive roll pin (1)
out of it.
NOTE: Do not damage tapped hole for grease fitting in

pin (2).
NOTE: Support spindle in order to prevent injury when

pin has fallen from spindle assembly.
14. Remove spindle weldment and two thrust washers (4, Figure 29), top and bottom.
15. Remove bushings (not shown) from steering yoke, if replacement is necessary.
NOTE: When removing bushing pay attention to which side of the bushing is worn so that when new bushing
is installed the split can be located properly.
16
16. Remove four bolts and lock washers (1, Figure 30),
cover (2) and gasket.
Figure 30
17. Support yoke (8, Figure 31) with overhead hoist and
strap.
18. Remove self-locking nut (1, Figure 31) and flat washer
(2). Drive pivot pin (6) from yoke, removing two seal
retainers (3), two thrust bearings (4) and two O-rings
(5).
NOTE: Insert shows how stack-up is to be removed
from rear axle weldment arm.
NOTE: A O-ring (not shown) is located on the pivot pin,

seated in the inside of the front arm bushing.
See cross section Figure 32.
19. Press leaning wheel pin (7, Figure 31) out of yoke (8), Figure 31
if replacement is necessary.
NOTE: Leaning wheel pin is tapered. Be sure to press on small end.
17
r BUSHING
,
FLAT WASHER
LOCK
15360
Figure 32 CROSS SECTION OF STEERING YOKE PIVOT PIN ASSEMBLY
20. Remove two bushings (1, Figure 33), one form each
arm, and one spacer (2) from rear axle weldment arm.
NOTE: Spacer (2) sets inside bore of bushing.
NOTE: When removing bushing pay attention to which

side of the bushing is worn so that when new
bushing is installed the split can be located
properly.
Figure 33
18
21. Tag and remove hoses (1, Figure 34) from steering
cylinders (2). Remove lock nut (3), stud (4) and two
spacers (5) from base end of each steering cylinder.
Remove steering cylinders.
NOTE: Refer to cross section shown in Figure 35.
22. Remove two retaining rings (6, Figure 34), grease zerks
(7) and cover plates (8).
23. Drive pivot pin (9, Figure 34) from weldment (IO),
remove two thrust washers (11).
NOTE: Do not damage grease zerk tapped hole in

pivot pin.
Figure 34
24. Remove two bushings (not shown) from axle weldment,
NOTE: When removing bushing pay attention to which side of the bushing is worn so that when new bushing
is installed the split can be located properly.
COVER PLATE
I-
/, /r
/- GREASE FllTlNG
RETAINER RING
BUSHING
,- THRUST WASHER
15361
Figure 35 CROSS SECTION OF FRONT END OF PIVOT PIN ASSEMBLY
19

installation.
20
21
REASSEMBLY
1. Lubricate and install two new bushings in axle

weldment.
NOTE: install bushings with split at 45” to horizontal

and vertical centerlines. Split should be located
on non-load carrying side of bushing.
NOTE: Refer to Figure 37 for cross section of pivot pin

assembly.
2. Start pivot pin (9, Figure 36) through axle weldment (10)
and position two new thrust washers (11) over pin. The
lips of these two seals must face each other toward the
inside of axle weldment.
NOTE: When installing pivot pin make sure that Figure 36

locating hole (for locating pin) is positioned on
the bottom side. This hole must align with hole in rear retainer cap.
3. Once the pin is driven into both front and rear bores of axle weldment, install front and rear cover plates (8,
Figure 36). Install retaining rings (6) and grease zerks (7).
4. Position steering cylinders (2, Figure 36) in place. Install spacers (5), studs (4), and lock nuts (3). Tighten lock
nuts as specified in “Front Axle Torque Values” section of this manual.
5. Install hoses (1, Figure 36) and tighten fittings as tagged during removal.
COVER PLATE
/- /- GREASE FllTlNG
RETAINER RING
BUSHING
THRUST WASHER
- PIN
15361
Figure 37 CROSS SECTION OF FRONT END OF PIVOT PIN ASSEMBLY
22
6. Lubricate and install two new bushings (1, Figure 38),

one in each axle weldment arm.
7. Install one spacer (2, Figure 38) in rear arm only.
NOTE: install bushings with split at 45” to horizontal

8. Press leaning wheel pin (7, Figure 39) into yoke (8).
9. Start pivot pin (6, Figure 39) through arm and yoke.
Seat O-ring (not shown) on inside of front arm bushing.
See cross section Figure 40. Position O-ring (5), thrust
bearing (4) and seal retainer (3) on pivot pin as shown
by insert.
NOTE: Seal retainer lip goes toward arm, on both

sides.
10. Install flat washer (2, Figure 39) and self-locking nut (1).
Tighten nut to seat pin against taper.
BUSHING
-/-
I I
FIAT WASHER
LOCK
Y-L
RETAINER
L LBUSHING
O-RING
O-RING
15360
7gure 40 CROSS SECTION OF STEERING YOKE PIVOT PIN ASSEMBLY
23
11. Install cover and new gasket (2, Figure 41), four bolts
and lock washers (1).
Figure 41
12. Lubricate and install two new bushings (not shown) in

steering yoke.
NOTE: Install bushings with split at 45” to horizontal

13. Position two thrust washers (4, Figure 42) (one on top
and one on bottom of spindle) and spindle weldment (3)
in steering yoke.
NOTE: Support spindle adequately to prevent injury

which may occur.
14. Align holes between thrust washers, spindle and

steering yoke. Drive center pin (2, Figure 42) in, until Figure 42
roll pin hole in pin aligns with roll pin hole in spindle.
Install roll pin (1) until flush with yoke.
15. Install cover plate (3, Figure 43), retaining ring (2) and
grease zerk (1) in top and bottom of steering yoke.
Figure 43
24
16. Install steering cylinder socket assembly (3, Figure 44)

through hole in spindle weldment.
17. Install flat washer and slotted nut (2, Figure 44). Tighten
slotted nut to 170 Ibf ft (23.5 kg*m). If necessary,
increase torque on nut to install cotter pin (1).

nut. Install a flat washer if one was not present
at disassembly.
Figure 44
18. Install leaning wheel cylinder (3, Figure 45) rod end
first, then base end.
19. Install pin (2, Figure 45) and cotter pin (1) to secure
base end of cylinder in position.
Figure 45
20. Press ball bushing in each end of rod (7, Figure 46).
21. Install flat washer (8, Figure 46), rod assembly (7), flat
washer (6) and self-locking nut (5) onto steering yoke
(4).
22. Install flat washer (2, Figure 46) and self-locking nut (1)
mounting leaning wheel cylinder rod end (3) to steering
yoke.
Figure 46
25
23. NON-ALL WHEEL DRIVE AXLE ONLY: Hand pack bearings (1 and
3, Figure 47) with grease.
NOTE: For proper grease specifications refer to Operator’s Manual

for your unit.
24. Install collar (5, Figure 47) onto spindle (6). Collar must be seated
against shoulder. Install seal (4) onto collar (5) as shown. Note
direction of seal lip. Bearing (1) cone must go on spindle and cup
must be in wheel (2). Bearing (3) cup must be installed in wheel (2)
but cone should be installed after wheel (2) is placed on spindle
(6).
25. Using a suitable lifting device, position wheel (2, Figure 47) on
spindle assembly (6) and install bearing (3) cone on spindle.
NOTE: Prior to installing bearing (3) cone, pack cavity between

bearings with grease. Wipe excess grease from end of
spindle once bearing (3) cone is installed.
Figure 47
26. NON-ALL WHEEL DRIVE AXLE ONLY: Install retainer (8,

Figure 48) without shims.
27. Install two drilled head bolts (7, Figure 48) and torque to 60 Ibf ft
(8.3 kgam) (Lubricated) while rotating wheel to assure proper
seating of bearings.
28. Back out two drilled head bolts (7, Figure 48). Tap wheel hub with
hammer to ensure that bearing (3) cone moves outward slightly to
remove preload. Retorque bolts to 15 Ibf ft (2.1 kg*m) while rotating
wheel.
15352
Figure 48
26
29. NON-ALL WHEEL DRIVE AXLE ONLY: Using a depth micrometer

(9, Figure 49), measure distance “A” from retainer plate (8) outside
surface to end of spindle (6). Record this measurement in following
step.
Figure 49
30. NON-ALL WHEEL DRIVE AXLE ONLY: Remove two drilled head
bolts (7, Figure 50) and retainer plate (8).
31. Using a micrometer, measure thickness “B” of retainer plate (8).

Record this measurement.
32. Subtract measurement “B” from “A.” Subtract 0.003 In. (0.076 mm)
from the difference to obtain required shim pack (9) thickness. This
will apply a 0.003 In. (0.076 mm) preload to bearings.
Measurement “A”
Measurement “B”
Difference between “A” and “B”
0.003” Preload measusrement
Required shim pack thickness

L
Figure 50
27
33. NON-ALL WHEEL DRIVE AXLE ONLY: Position shims (9,

Figure 51) and retainer plate (8) on spindle.
I.
34. Install two drilled head bolts (7, Figure 51). Tighten bolts to 60 Ibf
ft (8.3 kgam) (Lubricated).
35. Once bolts are installed lockwire them into position.
E
L
36. NON-ALL WHEEL DRIVE AXLE ONLY: Install gasket and hub cap
(10, Figure 52) with four lock washers and bolts (11). Tighten bolts
to 24 Ibf ft (3.3 kgam).
Figure
1
51
37. ALL WHEEL DRIVE GEARBOX ONLY: Refer to appropriate Shop

Manual Section for the All Wheel Drive Gearbox reassembly.
I
L
Figure 52
28
INSTALLATION
1. Sling front axle assembly (1, Figure 53) with chains and
overhead hoist and lift into place under grader frame.
Figure 53
2. Install locating pin (not shown), and front and rear pivot
caps (2, Figure 54) with eight bolts and flat washers (1).
NOTE: Rear cap has hole for locating pin and front cap
does not. Make sure they are installed this way.
Align locating pin with hole in pivot pin and rear
pivot cap.
3. Tighten bolts as specified in “Front Axle Torque Values”

15350A
Figure 54
4. Install hoses (1, Figure 55) to leaning wheel cylinder (2)

according to tags made as removal.
5. ALL WHEEL DRIVE AXLE ONLY: Refer to appropriate

Shop Manual Section for the All Wheel Drive Gearbox
Assembly. This manual will show additional hoses and
sensors that must be connected and installed as tagged
during removal.
Figure 55
29
6. Install hoses (1, Figure 56) to steering cylinders (2)

according to tags made at removal.
Figure 56
7. Install tire and rim assembly with four rim clamps (2,
Figure 57) and lug nuts (1). Tighten lug nuts as
specified in “Front Axle Torque Values” section of this
manual.
NOTE: Make sure that rim is properly centered. Refer

to Operator’s Manual for “Rim Centering. ”
Figure 57
8. With parking brake set, raise front tires clear of the

ground with moldboard of the machine.
9. Have another person remove blocking (1, Figure 58)

from under drawbar ball joint (2).
A WARNING! Use extreme care when

removing blocking from under frame.
Figure 58
30
10. Install tie rod assembly (1, Figure 59) with flat washer,
slotted nut (3) and cotter pin (2). Tighten slotted nut to
170 Ibf ft (23.5 kgam). If necessary, increase torque on
nut to install cotter pin.

nut. Install a f/at washer if one was not present
at disassembly.
Figure 59
11. Install grease zerk (1, Figure 60) into bottom of drawbar
ball joint socket (2).
Figure 60
NOTE: See “Front Wheel Alignment and Turning Radius Adjustment” section of this manual for adjustment of
steering cylinders.
NOTE: See appropriate Shop Manual Section for “All Wheel Drive Gearbox Assembly” (A WD only).
NOTE: See appropriate Shop Manual Section for “All Wheel Drive Motor” (A WD only).
31
G-09.30K
Rl
FINAL DRIVE ASSEMBLY
(JOHN DEERE TeamMate II)
WITH PLANETARY AND
NON-PLANETARY REDUCTION
(NoSPIN & LOCK/UNLOCK
DIFFERENTIALS)

GD670A SERIES 200417 &. Up
CAUTION

WORKING ORDER.

INJURY.
0196
METRIC CONVERSIONS
TABLE OF CONTENTS
CONTENTS PAGE
LOCATIONONMACHINE ............................................... 4
DESCRIPTION ........................................................ 4
SERVICE DIAGNOSIS ................................................. 22
NoSPlN ........................................................ ..2 3
BRAKE DISC INSPECTION .......................................... 25
SERVICE/SPECIAL TOOLS ............................................. 26
SPREADER BAR AND CHAINS ...................................... 26
DIFFERENTIAL BACKLASH TOOL (DR08-111) ......................... 27
LUBRICANTS AND SEALANTS .......................................... 28
SPECIAL TORQUES ................................................... 28
PARKING BRAKE BLEEDING ........................................ 28
PARKING BRAKE ADJUSTMENT. .................................... 29
FINAL DRIVE BRAKE BLEEDING ..................................... 30
ROADTESTING ................................................... 31
SERVICING .......................................................... 32
REMOVAL ........................................................ 32
DISASSEMBLY GENERAL .......................................... 37
DISASSEMBLY OF PLANETARY CARRIER ............................ 37
DISASSEMBLY OF NON-PLANETARY CARRIER ....................... 43
DISASSEMBLY OF DIFFERENTIAL BRAKE PISTONS .................... 47
DISASSEMBLY OF INPUT QUILL ASSEMBLY .......................... 48
DISASSEMBLY OF DIFFERENTIAL CASE WITH NoSPlN DIFFERENTIAL ... 50
Disassembly of NoSPlN Differential Quills ........................... 50
Disassembly of Ring Gear and NoSPlN Differential ................... 50
Disassembly of Miscellaneous NoSPlN Differential Items ............... 51
DISASSEMBLY OF DIFFERENTIAL CASE WITH
LOCK/UNLOCK DIFFERENTIAL ............................... 52
Disassembly of Lock/Unlock Differential Quills ....................... 52
Disassembly of Ring Gear and Lock/Unlock Differential ................ 53
Disassembly of Differential Pinions ................................. 57
Disassembly of Miscellaneous Lock/Unlock Differential Items ........... 57
CLEANING AND INSPECTION ....................................... 58
REASSEMBLY GENERAL ........................................... 62
REASSEMBLY OF DIFFERENTIAL CASE WITH NoSPlN DIFFERENTIAL .... 63
Reassembly of NoSPlN Differential Miscellaneous Items ............... 63
Reassembly of Ring Gear and NoSPlN Differential .................... 63
Preload Adjustment of NoSPlN Differential Quills ..................... 64
REASSEMBLY OF DIFFERENTIAL CASE WITH
LOCK/UNLOCK DIFFERENTIAL ............................... 66
Reassembly of Lock/Unlock Differential Miscellaneous Items ........... 66
Reassembly of Ring Gear and Lock/Unlock Differential ................ 66
Preload Adjustment of Lock/Unlock Differential Quills .................. 71
PINION GEAR CONE POINT ADJUSTMENT ........................... 74
Rl
PINION GEAR ENDPLAY ADJUSTMENT .............................. 77

PINION GEAR INPUT QUILL INSTALLATION AND
BACKLASH ADJUSTMENT .................................. 77
RING GEAR AND PINION ROLLING PATTERN CHECK ................. 78
FINAL ASSEMBLY OF DIFFERENTIAL CASE .......................... 79
REASSEMBLY OF DIFFERENTIAL BRAKE PISTONS ................... 80
REASSEMBLY OF NON-PLANETARY CARRIER ....................... 81
REASSEMBLY OF PLANETARY CARRIER ............................ 89
INSTALLATION ................................................... 95
Rl 2
3 Rl
LOCATION ON MACHINE
The final drive assembly is located between tandem cases on machine.
DESCRIPTION
38
36\ \I----39
33
17324
Figure 1 EXPLODED VIEW OF FINAL DRIVE WITHOUT PLANETARY REDUCT
ION AND
PERROT PARKING BRAKE (FOR MICO PARKING BRAKE SEE PARTS MANUAL
)
Rl
LEGEND FOR FINAL DRIVE WITHOUT PLANETARY
orientation to each other while servicing final drive without planetary. Some components mentioned during service
1. BOLT 24. RETAINER, BEARING

2. WASHER, FLAT 25. O-RING
3. DISK, BRAKE 26. BOLT
4. BOLT SHAFT ASSEMBLY, AXLE
5. WASHER, FLAT 27. .SLEEVE, OUTPUT SHAFT
6. BRACKET, PARKING BRAKE 28. .SHAl=T, AXLE
7. SPACER, BRAKE BRACKET 29. RING, SPACER - NON-PLANETARY
a. GASKET, LIQUID - 300 ML CARTRIDGE 30. GEAR, BRAKE PLATE
9. CASE, DIFFERENTIAL (SEE Figure 3) 31, RING, RETAINING
10 RING, RETAINING 32. RING, RETAINING
11 BEARING, SPHERICAL ROLLER 33. SPROCKET, OUTPUT SHAFT
12 SEAL, OIL 34. SPACER, OUTPUT SPROCKET
13. SLEEVE, TANDEM MOUNTING 35. DOWEL, LOCATING
14. SEAL, GREASE 36. CALIPER ASSEMBLY, PARKING BRAKE
BEARING ASSEMBLY 37. BOLT
15. .BEARING, CONE 38. NUT
16. .BEARING, CUP 39. PIN, SPLIT
17. HOUSING, FINAL DRIVE - R.H. 40. JAM NUT
HOUSING, FINAL DRIVE - L.H. 41. FLAT WASHER
ia. BOLT 42. BOLT
19. WASHER, FLAT 43. FLAT WASHER
20. FIl-RNG, LUBE 44. BOLT
BEARING ASSEMBLY 45. SPRING
21. .BEARING, CUP 46. SUPPORT BAR
22. .BEARING, CONE 47. SPACER
23. SHIM - 0.13 mm 48. FLAT WASHER AND HEX NUT
SHIM - 0.18 mm
SHIM - 0.50 mm
Rl
/
16
32
/
31 17323
6
LEGEND FOR FINAL DRIVE WITH PLANETARY
orientation to each other while servicing final drive with planetary. Some components mentioned during service
1. BOLT 24 RETAINER, BEARING

2. WASHER, FLAT 25 O-RING
3. DISK, BRAKE 26 BOLT
4. BOLT 27 SPACER, PLANETARY
5. WASHER, FLAT 28 SHAFT, AXLE TANDEM
6. BRACKET, PARKING BRAKE 29. PLANETARY & RING GEAR (SEE Figure 11)
7. SPACER, BRAKE BRACKET 30. RING, RETAINING
8. GASKET, LIQUID - 300 ML CARTRIDGE 31. SPROCKET, OUTPUT SHAFT
9. CASE, DIFFERENTIAL (SEE Figure 3) 32. SPACER, OUTPUT SPROCKET
10. RING, RETAINING 33. DOWEL, LOCATING
11. BEARING, SPHERICAL ROLLER 34. CALIPER ASSEMBLY, PARKING BRAKE
12. SEAL, OIL 35. BOLT
13. SLEEVE, TANDEM MOUNTING 36. NUT
14 SEAL, GREASE 37. PIN, SPLIT
BEARING ASSEMBLY 38. SPACER
15 .BEARING, CONE 39. FLAT WASHER AND HEX NUT
16 .BEARING, CUP 40. JAM NUT
17 HOUSING, FINAL DRIVE - R.H. 41. FLAT WASHER
HOUSING, FINAL DRIVE - L.H. 42. BOLT
18 BOLT 43. FLAT WASHER
20. FITTING, LUBE 45. SPRING
BEARING ASSEMBLY 46. SUPPORT BAR
21. .BEARING, CUP
22. .BEARING, CONE
23. SHIM - 0.13 mm
SHIM - 0.18 mm
SHIM - 0.50 mm
Rl
3
I
.
F\L
I
\ \
21
1 !
\
Figure 3 EXPLODED VIEW OF DIFFERE

NTIAL CASE ASSEMBLY
Rl 8
LEGEND FOR DIFFERENTIAL CASE ASSEMBLY
orientation to each other while servicing differential case assembly. Some components mentioned during service
1. PLUG 17. SCREW, BLEED

2. O-RING 18. BUSHING, BLEEDER
3. BOLT 19. O-RING
4. WASHER, FLAT 20. CASE
5. PLUG 21. PLUG
7. INPUT QUILL ASSEMBLY (SEE Figure 4) 23. NUT, HEX
8. DIFFERENTIAL ASSEMBLY (SEE Figure 9) 24. WASHER, FLAT
9. PIN, DOWEL 25. BOLT
10. O-RING 26. DIFFERENTIAL BEARING QUILLS (SEE Figure 6)
11. PLUG 27. BRAKES (SEE Figure 5)
12. O-RING 28. PLUG
13. PLUG 29. O-RING
14. O-RING 30. REDUCER
15. PLUG 31. BREATHER
16. O-RING
Rl
2
\ \
8
\
\
‘13l2
14
5645.01
Figure 4 EXPLODED VIEW OF INPUT QUILL ASSEMBLY
Rl 10
LEGEND FOR INPUT QUILL ASSEMBLY
The exploded view shown on the previous page and legend shown here are to help identity parts and their
orientation to each other while servicing input quill assembly. Some components mentioned during service
BEARING ASSEMBLY 7. .BEARING, CUP

1. .BEARING, CONE 8. .BEARING, CONE
2. .BEARING, CUP KIT, YOKE & SEAL
3. SHIM - .003 In. (0.076 mm) 9. .YOKE
SHIM - .005 In. (0.127 mm) .KIT, SEAL
SHIM - .OlO In. (0.254 mm) 10. ..SEAL
4. COVER, DIFFERENTIAL CASE 11. ..v-SEAL
5. SHIM 12. O-RING
SHIM 13. WASHER, SPECIAL
SHIM WASHER, SPECIAL
SHIM WASHER, SPECIAL
6. WASHER 14. NUT, CASTLE
BEARING ASSEMBLY 15. PIN, COTTER
11 Rl
rlgure 3 tArLuutU VltW UF BRAKE5
LEGEND FOR BRAKES
The exploded view and legend shown here are to help identify parts and their orientation to each other while
servicing brakes. Some components mentioned during service procedure may only be shown in this illustration.
1. PLATE, BACKING 5. SEAL, INNER PISTON

2. DISC, FRICTION 6. PIN, PISTON DOWEL
3. PISTON 7. PIN, BACKING PLATE DOWEL
4. SEAL, OUTER PISTON
NOTE: The brake portion of the axle assembly has several versions of pistons, brake discs and backing plates.
Always refer to the appropriate parts manual for serial number ranges and parts break down.
Rl 12
Figure 6 EXPLODED VIEW OF DIFFERENTIAL BEARING QUILLS
LEGEND FOR DIFFERENTIAL BEARING QUILLS
The exploded view and legend shown here are to help identity parts and their orientation to each other while
servicing differential bearing quills. Some components mentioned during service procedure may only be shown
in this illustration.
1. QUILL 4. .BEARING, CONE

2. SHIM - .003 In. (0.076 mm) BEARING ASSEMBLY
SHIM - .005 In. (0.127 mm) 5. .BEARING, CONE
SHIM - .OlO In. (0.254 mm) 6. .BEARING, CUP
BEARING ASSEMBLY 7. QUILL
3. .BEARING, CUP
13 Rl
),20 23
3
" Lo---20
17322
Figure 7 EXPLODED VIEW OF LOCK/UNLOCK DIFFERENTIAL ASSEMBLY
14
LEGEND FOR LOCK/UNLOCK DIFFERENTIAL ASSEMBLY
servicing lock/unlock differential assembly. Some components mentioned during service procedure may only be
shown in this illustration.
1. BOLT 17. GEAR, BEVEL

2. COVER 18. WASHER, THRUST
3. PIN, SPRING 19. WASHER, THRUST
4. WASHER 20. ROLLER, NEEDLE
5. SPRING 21. PINION
6. DISK 22. WASHER, THRUST
7. PLATE, CLUTCH SEPARATOR 23. RING, RETAINING
8. PLATE, CLUTCH BACKING 24. SHAFT, PINION
9. HOUSING ASSEMBLY 25. GEAR, BEVEL
10. .PISTON 26. HOUSING
11. SEAL 27. BALL
12. SEAL 28. BALL
13. BUSHING 29. BOLT
14. PACKING 30. GEAR SET, PINION & RING
15. BOLT 31. RING
16. WASHER
15 Rl
G07HH05
Figure 8 EXPLODED VIEW OF LOCK/UNLOCK DIFFERENTIAL CASE OIL LINE
LEGEND FOR LOCK/UNLOCK DIFFERENTIAL CASE OIL LINE DIFFERENTIAL
servicing lock/unlock differential case oil line. Some components mentioned during service procedure may only
be shown in this illustration.
1. ADAPTOR 4. ADAPTOR
2. O-RING 5. O-RING
3. OIL LINE
Rl 16
5645.05
Figure 9 EXPLODED VIEW OF NoSPlN DIFFERENTIAL ASSEMBLY
LEGEND FOR NoSPlN DIFFERENTIAL ASSEMBLY
servicing NoSPlN differential assembly. Some components mentioned during service procedure may only be
1. BOLT 5. NoSPlN (SEE Figure 10)

2. WASHER, FLAT 6. COVER
3. HOUSING 7. BOLT
4. SET, RING GEAR & PINION
17 Rl
I 4 6
G07HH031
Figure 10 EXPLODED VIEW OF NoSPlN DIFFERENTIAL
LEGEND FOR NoSPlN DIFFERENTIAL
The exploded view and legend shown here are to help identity parts and their
orientation to each other while
servicing NoSPlN differential. Some components mentioned during service procedur
e may only be shown in this
illustration.
1. GEAR, SIDE 4. CLUTCH ASSEMBLY

2. RETAINER, CAM SPRING 5. STOP
3. SPRING 6. SPIDER ASSEMBLY
Rl 18
Figure 11 EXPLODED VIEW OF PLANETARY ASSEMBLY

& RING GEAR
LEGEND FOR PLANETARY ASSEMBLY & RING GEAR
The exploded view and legend shown here are to help identify parts
and their orientation to each other while
servicing planetary assembly and ring gear. Some components mention
ed during service procedure may only be
1. SHAFT, INPUT
RING, RETAINING 9. SHAFT, PLANET
2.
GEAR, SUN 10. WASHER, THRUST
3. 11. PINION, PLANET
4. PLATE, LOCK
BOLT, SPECIAL 12. BEARING, ROLLER
5. 13. SPACER, BEARING
6. CARRIER, PLANET
RING, RETAINING 14. WASHER, RETAINING
7.
15. WASHER, THRUST
8. GEAR, RING
19 Rl
Figure 12 CROSS SECTION OF NON-PLANETARY REDUCTION FINAL DRIVE
RI 20
Figure 13 CROSS SECTION PLANETARY REDUCTION
21 Rl
SERVICE DIAGNOSIS
Loss of Lubricant Wrong type or not enough Add or change lubricant as

lubricant. required.
NOTE: If sudden loss of lubricant
in differential is observed, Loose drain plug. Tighten or replace plug.
check the oil level in the
tandem cases to see if it
Cracked case. Repair or replace case.
has risen above normal
level. If so, axle shaft seal
has failed or been Oil seal failure. Replace seals.
damaged.
Damaged oil seals. Replace seals.
Wrong torque on bolts. Tighten or replace screws.
Excessive noise - Continuous Worn bearings. Replace bearings.
Damaged or worn parts. Replace parts as necessary.
Loss of lubricant. Replenish lubricant. Determine

cause of leak and repair as
necessary.
Damaged or worn final drive or Replace gears as necessary.

planetary pinion gear.
Excessive noise - under load. Bevel pinion shaft adjustment to See “Pinion Gear Cone Point
tight. Adjustment” and “Pinion Gear
Endplay Adjustment” in this
manual.
Excessive noise - under no load. Worn bearings. Replace bearings.
Bevel pinion shaft adjustment too See “Pinion Gear Cone Point
loose. Adjustment” and “Pinion Gear
manual.
Rl 22
Excessive Heat - Under load. Bevel pinion shaft adjustment too See “Pinion Gear Cone Point
tight. Adjustment” and “Pinion Gear
manual.
Loss of lubricant. Replenish lubricant. Determine

cause of leak and repair.
Wrong type or not enough Add or change lubricant as

lubricant. necessary.
To much lubricant. Drain excess oil.
Hydraulic oil mixed in with axle Check brake piston seals. Replace inner and outer piston
lubricant. (Indicated by oil level seals.
rising above differential level plug
since last check.)
NOTE: Low brake pressure will Check O-ring located between Replace O-ring.
also indicate if seals are differential case and cover.
leaking.
Axle lubricant leaking from Improper bolt torque. Tighten bolts to specified torque
between final drive housing, value.
spacer and/or ring gear, and
differential case. Insufficient sealer between parts. Disassemble and reseal.
NoSPlN
Two methods can be used to determine if NoSPlN unit is operating properly.
Method One
One is the static method which is accomplished by raising all four drive wheels off the ground by blocking frame.
Next, apply parking brake so drive shaft will not turn.
Have an assistant on a drive wheel of the opposite tandem case. Start test by rotating drive wheels as far as
possible in forward direction. Then with one person firmly holding the right wheel forward against the stop, rotate
left wheel rearward. Listen for regular indexing or clicking sounds. See “Notes on Testing.”
NOTE: Be sure right wheel is held firmly against stop or left wheel will not disengage.
23 Rl
Next, rotate both wheels rearward until they stop. With one person holding the right wheel firmly against the stop
in the rearward direction, rotate left wheel forward. Again listening for indexing or clicking sounds. Finally, repeat
these tests, except this time hold left wheel against stops and rotate right wheel forward and rearward.
Notes on Testing
If operating properly, rotating wheel should cam out easily by hand and rotate freely in both directions until direction
of rotation is reversed or pressure on opposite wheel is relaxed.
With standard type NoSPIN, clicking or indexing noise is normal and quite prominent as driven clutch alternately
disengages from spider and then re-indexes with spider while it is rotating.
With silent-type NoSPlN used in articulated grader, however, only faint indexing noises will be heard, and possibly
none, until the direction of rotation is reversed. When reversed, the clutch will re-index and a slight noise should
be heard. If you do hear repeated loud indexing or clicking sounds when checking a silent-type NoSPIN, one of
the holdout ring and clutch assemblies may not be operating properly.
Method Two
The second method of testing a NoSPlN is by driving the machine. In checking to see that the NoSPlN is driving
both wheels, the driving test should be made under stress so some torque load is on the driving clutch teeth of the
NoSPIN. One way to get this load is to drive up against a solid obstruction in low gear in loose dirt or gravel and
see if you are able to spin both wheels in both directions.
NOTE: Stall the machine by putting excessive down pressure on the blade.
Another driving test is to check for proper camming action for both tandems in both directions. On a flat surface with
good traction conditions, drive the grader in a tight circle forward and rearward to the left and to the right to be sure
that the outside wheels are free and the outside tires do not scuff excessively. If the machine fails this test, find and
correct the problem.
Rl 24
SHOP MANUAL SECTION G-OQ.30K
BRAKE DISC INSPECTION
Brake discs can be checked on each side for wear through external inspection holes.
NOTE: These inspection ho/es also serve as oil level check holes.
NOTE: The one inspection ho/e may contain a 90 o elbow for maintaining proper oil level. Remove this elbow to
perform inspection.
INSPECTION
INSTRUCTIONS
L.H. INSPECTION HOLE

(REMOVE OIL LEVEL
SEE VIEW A
R.H. INSPECTION
PLUG _
NOTE: NOTCHES MUST BE
VISIBLE IN BRAKE
LINING ON BOTH
SIDES OF EACH
DISC.
VIEW A
VIEW INSIDE INSPECTION
PLUG HOLE
16487C
Figure 14 INTERNAL WET BRAKE INSPECTION POINTS
Every 3 Months or 500 Hours, the brake linings (1, Figure 14) must be inspected. This is accomplished by removing
the oil level elbow and inspection plug(s) from the inspection holes. Use a flash light, and check condition of brake
lining material. If brake facing material is worn to a point where oil grooves are no longer visible, or if other brake
wear is noted or braking problems have occurred, replace brakes.
25 Rl
SPREADER BAR AND CHAINS
Shown here are manufacturing details for the spreader used to hold chains apart while removing and installing axle
assembly.
(4) 0.125” HOLES rvrr \
1.500” (REF.1
(TY P.1
(TY P.1
x 1 Ii’2 x 3/16” ANGLE
I 15853
Figure 15 MANUFACTURING DETAILS FOR SPREADER BAR
Figure 16, shows how the spreader bar should be attached

between chains.
Two chains 17 Ft. (5.18 m) long with 0.375 In. (9.525 mm)
links are required.
NOTE: Spreader bar should be notched to receive 0.375 In.

(9.525 mm) chain link. Both ends of spreader must
be moused (locked) to chain, 6 Ft. (1.83 m) from
lifting eye(s). Chains must have a lifting capacity of
not less than 2 Tons (1.81 Mg).
A piece of wire passed through the two drilled holes and

twisted will hold chain in position in spreader bar.
16 SPREADER BAR AND CHAIN AR-

Figure
RANGEMENT
Rl 26
DIFFERENTIAL BACKLASH TOOL (DR08-111)
Shown here is the differential backlash tool DR08-111. The tool is designed to expand into the splines of the No-
Spin differential and have a bar rotate around its centerline at the same distance of the ring gear O.D. This tool must
be used. There is no physical way to measure the backlash once the pinion gear is installed.
I G07HH042 1
Figure 17
Figure 18, shows how the backlash tool is installed into the
No-Spin to measure the backlash of the ring gear. A dial
indicator set at the same O.D. of the ring gear is used to
measure the backlash on the bar.
GO7t&fQ&,
Figure 18
27 Rl
Loctite #505 or #I515

Loctite #12017
Locti te #242
Loctite #518 Master Gasket
Loctite #592
3M 2158 Epoxy
For lubricants refer to “Operation and Maintenance Manual” for latest specifications.
SPECIAL TORQUES
NoSPlN Differential Cover to Housing .......................................... 85 Ibf ft (11.8 kgem)

Ring Gear Mounting Bolts ................................................... 220 Ibf ft (30.4 kgem)
Differential Bearing Quills ..................................................... 66 Ibf ft (9.1 kgem)
Ring Gear Rolling Toque ............................................. 2.1 - 7.8 Ibf ft (0.3 - 1.1 kgem)
Parking Brake Mounting Bracket ........................................ 45 - 50 Ibf ft (6.2 - 6.9 kg-m)
Pinion Gear Castle Nut ........................................... 225 - 300 Ibf ft (31 .l - 41.5 kgem)
PinionGearRoilingTorque .............................................. 2-4Ibfft(0.3-0.6kgem)
Differential (Input Quill) Cover to Differential Case ................................ 229 Ibf ft (31.7 kgem)
Tandem Sleeve Retainer to Tandem Sleeve ............ Sixteen bolts per side 40 - 45 Ibf ft (5.5 - 6.2 kgem)
Eighteen bolts per side 50 Ibf ft (6.9 kgem)
Planetary Carrier to Axle .......................................... 600 - 650 Ibf ft (83.0 - 89.9 kgem)
Final Drive to Frame ........................................................ 580 Ibf ft (80.2 kg-m)
DriveShafttolnputYoke .............................................. 45-50Ibfft(6.2-6.9kg.m)
Tandem Case to Final Drive ................................................. 150 Ibf ft (20.7 kg-m)
Wheel Lug Nuts ........................................................... 115 Ibf ft (15.9 kg-m)
ParkingBrakeDisktolnputYoke ....................................... 45-50Ibfft(6.2-6.9kgom)
PARKING BRAKE BLEEDING
1. Place blocking in front of and behind each tire to prevent accidental movement of grader.
2. Attach a clear plastic tube to parking brake caliper bleeder screw. Place other end of tube into a container with
clean hydraulic oil.
3. Close bleeder screw.
4. Start engine, and allow unit to run to ensure that hydraulic accumulators are filled with hydraulic oil. With
accumulators filled, “RELEASE” and “APPLY” parking brake switch several times.
5. Shutdown engine and “APPLY” parking brake.
6. With engine shutdown, open caliper bleeder screw. Turn ignition key “ONnBUT DO NOT START ENGINF.
Rl 28
7. Move parking brake switch to “RELEASED” position. This will cause hydraulic oil in the accumulator to purge
air from parking brake system.
9. Repeat Steps 4 thru 8, as many times as necessary so no air bubbles appear in plastic tube or container
holding oil.
PARKING BRAKE ADJUSTMENT
A WARNING! For safe operation, it is imperative that the parking brake always be kept correctly
adjusted and in proper working order.
The parking brake assembly is mounted to the rear axle assembly. The parking brake is a spring applied
hydraulically released mechanism. Under normal conditions, no periodic service adjustment is required. When
brake is released, a 0.015 In. (0.381 mm) to 0.125 In. (3.175 mm) gap is acceptable.
However if brake should need adjustment, use the following procedure:
1. Perrot parking brake caliper (Figure 19).
A. Park grader on a level surface. Rest moldboard and

all accessories solidly on ground.
B. Place blocking in front of and behind each tire.
C. Switch parking brake switch to “RELEASED”

position.
NOTE: Parking brake caliper is spring applied and

hydraulically released.
D. With one person in cab, have another person

remove rubber boot (1, Figure 19) from parking
brake caliper (2).
F:igure 19 MANUAL RELEASE OF BRAKE
E. With caliper still pressurized, loosen jam nut (3, CALIPER
Figure 19) and turn adjustment screw (4) clockwise
(“IN”) until both brake pads (5 and 6) are in solid contact with brake disc (7).
F. With both brake pads (5 and 6, Figure 19) in contact with disc (7), turn adjustment screw (4) “OUT” until
0.030 In. (0.762 mm) clearance is obtained. Then tighten jam nut (3) to hold it in position.
G. install rubber boot (1, Figure 19) on caliper (2).
2. Mica parking brake caliper (Figure 20).
A. Park grader on a level surface. Rest blade and all accessories solidly on ground.
B. Place blocking in front of and behind each tire.
29 Rl
C. Switch parking brake switch to “RELEASED” position.
NOTE: Parking brake caliper is spring applied and hydraulically released.
D. With one person in cab, have another person,

loosen hex nut (1, Figure 20) and turn adjustment
set screw (2) clockwise (“lNn) until both brake pads
(3 and 4) are in solid contact with brake disc.
E. With both brake pads (3 and 4, Figure 20) in

contact with disc, turn adjustment set screw (2)
“OUT” until 0.012 In. (0.305 mm) clearance is
obtained. Then tighten hex nut (1) to hold it in
position.
16996
Figure 20
FINAL DRIVE BRAKE BLEEDING
2. Attach a clear plastic tube to each final drive wet brake bleeder screw. Place other end of tube into a container
with clean hydraulic oil.
NOTE: Bleeder screws are located on top of final drive.
3. Close bleeder screws.
accumulators filled, “RELEASE” and “APPLY” foot brake several times.
5. Shutdown engine.
6. With engine shutdown, open final drive bleeder screws.
7. Apply foot brake. This will cause hydraulic oil in the accumulators to purge air from final drive brake system.
8. With foot brake still applied, close bleeder screw.
9. Repeat Steps 4 thru 8, as many times as necessary so no air bubbles appear in plastic tubes or container
holding oil.
Rl 30
ROAD TESTING
After tandems and final drive are reinstalled, and brake lines bled, the grader must be road tested. This will ensure
that tandems, final drive and brakes are functioning properly, before returning unit to service.
1. Start engine and pump brakes for several minutes with the transmission in “NEUTRAL.” Look for signs of
hydraulic oil leaks. Correct any leaks if found.
2. The brake pedal should have a solid feel. If spongy, bleed brake system again.
3. Test brakes at low travel speed. Increase speed slowly in one (1) to two (2) MPH increments coming to a
complete stop between each speed increase. Test brakes in forward and reverse directions.
4. Test parking brake as outlined in “Parking Brake Adjustment” section of this manual.
5. Again look for signs of oil leaks, and correct if necessary.
6. Recheck all oil levels.
31 Rl
SERVICING
Thefollowing is only one method of obtaining a removal, disassembly, cleaning and inspection, reassembly, and
installation of the final drive assembly.
Thoroughly clean component to be serviced and surrounding area. This will help prevent contamination from
entering component or system being serviced.
REMOVAL
1. Park grader where both tandems and all four rear tires are within reach of a 2 Ton lifting device. Position
moldboard crossways under grader resting solidly on ground. Shutdown engine.
2. Remove transmission guard (1, Figure 21) from frame (if

equipped). Position a floor jack under guard. Remove
two hex nuts (4), flat washers (3), and bolts (2) on each
side, and four hex nuts, flat washers and bolts (5) on
rear.
A WARNING! Be sure that transmission

guard is adequately supported.
Figure 21
3. Remove parking brake caliper.

r) 1
A. Start engine and release parking brake.
B. With operator in cab have another person turn

parking brake release valve (1, Figure 22) fully CW
to close it. This will hydraulically lock the parking
brake caliper in the “RELEASED” position.
C. Shutdown engine.
Figure 22
Rl 32
D. Perrot parking brake caliper removal. I
1) Loosen and remove jam nut (1, Figure 23)

spring (2), washer (3) and bolt (4) from caliper
(5) and support bar (6).
2) Remove two nuts and washers (7, Figure 23),

spacers (8) washers (9) and bolts (10) that hold
support bar (6) to parking brake bracket (1 l),
3) Remove cotter pin (12, Figure 23), nut (13) and

bolt (14) from each end of parking brake caliper
(5) and parking brake bracket (11).
A WARNING! Do not place fingers

between caliper brake pads.
4) Tie caliper (5, Figure 23) up out of way of final

drive.
NOTE: If caliper can not be hydraulically released, tag and disconnect hose from caliper. Leave
caliper on mounting bracket until it is removed from under unit (as shown in Figure 33). It will
be easier to remove caliper when it is out from under unit. Refer to “Operation and
Maintenance Manual” for a manual release procedure.
E. Mica parking brake caliper removal.
1) Remove four hex nuts, eight flat washers and

four bolts (1, Figure 24) securing caliper mount
assembly (2) to parking brake bracket (3).
A
WARNING! Do not place fingers
2) With caliper mount assembly (2, Figure 24)

and caliper (4) removed from parking brake
bracket (3), tie them up out of the way of final
drive.
NOTE: If caliper can not be hydraulically Figure 24

released, tag and disconnect hose
from caliper. Leave caliper on mounting bracket until it is removed from under unit (as shown
in Figure 33). It will be easier to remove caliper when it is out from under unit. Refer to
“Operation and Maintenance Manual” for a manual release procedure.
33 Rl
4. Tag and disconnect brake hose (1, Figure 25) from fitting
(2) on each side of final drive (3). Plug hoses to prevent
contamination from entering hydraulic system.
A
system. Do not depress foot brake when
brake hose is disconnected. Hoses must
be capped to prevent accidental
discharge of hydraulic fluid from
accumulator.
5. Remove fittings (2, Figure 25) from final drive (3).

Replace O-ring (4) on each fitting, if necessary. Plug
brake ports to prevent contamination from entering brake
portion of final drive. Figure 25
NOTE: If unit is equipped with a lock/unlock differential,

tag and disconnect the supply and return lines. Plug and cap hoses and fittings.
6. Disconnect (-) negative battery cables from batteries to prevent accidental starting of unit.
7. Drain tandem cases and final drive. Refer to “Operation and Maintenance Manual” for capacities.
8. Place a 10 Ton jack (1, Figure 26) under rear of each

tandem case (2). Place adequate blocking or support
stand (3) under rear of frame (4) to support unit when
jacks are removed. Remove jacks.
NOTE: With heel of moldboard positioned in front of

rear tires, extending one lift cylinder at a time
will also raise rear of frame, to place blocking
under it. DO NOT support grader with
moldboard.
Figure 26
9. Using a suitable lifting device and tire tongs, remove

eight lug nuts and wheel clamps (1, Figure 27), and tire
from wheel.
10. Repeat procedure for remaining tandem tires.
Figure 27
Rl 34
11. Place jack(s) and blocking (1, Figure 28) under tandem
case (2). If not previously done, remove drain plug (3)
from side of case and drain and discard old oil. Reinstall
drain plug.
NOTE: On some tandems the drain plug is located at

position (6, Figure 28) on either one end or the
other.
NOTE: Tandem case holds approximately 8.7 U.S.

Gallons (32.9 J).
12. Remove four side access hole covers (4, Figure 28) and
two top access covers (5) from tandem case. 16377A
Figure 28
13. Rotate final drive input shaft until master link (1, Figure
29) is accessible through side access hole.
NOTE: Parking brake caliper must be released to rotate

shaft. See Steps 3.8 and 3.A.
NOTE: If input shaft will not move chain, turn wheel until
master link is in position.
14. Remove master link from chain (2, Figure 29).

with a non-planetary axle. Single strand chain is 16371
used with a planetary reduction axle. The Ygure 29

Figure 30 DOUBLE STRAND CHAIN MASTER Figure 31 SINGLE STRAND CHAIN MASTER
LINK (NON-PLANETARY AXLE) LINK (PLANETARY REDUCTION AXLE)
35 Rl
15. Position two jacks under tandem case (1, Figure 32) so
it will remain level.
16. Using a 2 ton (1,814 kg) lifting device, sling tandem case
(1, Figure 32) as shown.
17. Remove twenty-four bolts and washers that secure

tandem case (1, Figure 32) to final drive.
NOTE: The seven bolts at top of final drive can not be

removed until tandem case is separated from
final drive.
18. Repeat preceding steps for remaining tandem case.

Figure 32
19. If not previously done, remove drain plug from final drive
assembly (1, Figure 33) and discard old oil. Reinstall
drain plug.
NOTE: Refer to “‘Operation and Maintenance Manual”

for oil capacity of final drive assembly.
20. Using a suitable lifting device and spreader, sling final

drive assembly (1, Figure 33) as shown. Position a jack
under brake disc (2) to prevent tipping of final drive as it
is lowered away from frame (3).
NOTE: See ‘Special Tools” for manufacturing details of

spreader bar and chains.
Figure 33
21. Disconnect drive shaft (4, Figure 33) from input yoke (5).
22. Remove eight bolts and washers (6, Figure 33) that secure final drive to frame. Lower final drive to ground and
slide it out from under unit.
Rl 36
DISASSEMBLY GENERAL
1. Once final drive assembly is removed from grader it must be disassembled according to whether it has
planetary or non-planetary reduction, and a NoSPlN or a lock/unlock differential.
DISASSEMBLY OF PLANETARY CARRIER
1. Using a suitable lifting device, position and secure

differential case (1, Figure 34) with final drive (2) on an
adequate table or stand.
2. Using a suitable lifting device, sling final drive assembly

(2, Figure 34). Remove bolts and flat washers and final
drive from differential case (1).
3. Remove locating dowels (3, Figure 34) from differential

case (1).
Figure 34
4. Remove friction disc (3, Figure 35) from backing plate (1)
and sun gear (4).
5. Remove backing plate (1, Figure 35) from dowels (2).
NOTE: A factory rollover stand (shown in background)

was used during this service procedure.
Figure 35
37 Rl
6. Remove three brake backing dowels (4, Figure 36) from

ring gear (5).
7. Remove sun gear (1, Figure 36) with input shaft (2) from
carrier (3).
Figure 36
8. Slide input shaft (3, Figure 37) out of sun gear (2).
9. Remove retaining ring (1, Figure 37) from sun gear (2),
Figure 37
10. Remove triangular lock plate (1, Figure 38) from carrier
(2) and bolt (3).
Figure 38
Rl 38
11. Install a piece of bar stock (1, Figure 39) as shown, to

hold planet carrier (2) and ring gear (3) in position. Then
turn assembly over.
Figure 39
12. Remove retaining ring (3, Figure 40) and output shaft
sprocket (1) from axle (2).
Figure 40
13. Remove output sprocket spacer (4, Figure 41) from axle
(5).
14. Remove retaining ring (3, Figure 41) that secures

spherical roller bearing (1) in tandem mounting sleeve
(2).
Figure 41
39 Rl
15. Remove bolt (1, Figure 42), retaining washer (2) and
brass thrust washer (not shown) from carrier (3) and axle
shaft.
Figure 42
16. Using a suitable lifting device, install an eye bolt (1,

Figure 43) into axle shaft. Lift axle shaft and carrier
assembly (2) from final drive assembly (3).
17. Remove ring gear (4, Figure 43) and locating dowels
(not shown) from final drive assembly (3).
i a.Remove spherical roller bearing (1, Figure 41) from

tandem mounting sleeve (2, Figure 41)
Figure 43
19. Remove carrier assembly (2, Figure 44) and planetary

spacer (1) from axle shaft (3).
I G07HH021
Figure 44
Rl 40
20. Pry retaining ring (1, Figure 45) out of groove in end of
pinion shaft (7). Press shaft out of carrier (2) and
planetary gear (5).
21. Slide thrust washers (6, Figure 45) and planetary gear
(5) out of carrier (2).
22. Remove forty eight bearing rollers (4, Figure 45) and
bearing spacer (3) from planetary gear (5).
23. Repeat Steps 20 thru 22, for remaining two planetary

gears.
Figure 45
24. Remove bolts (1, Figure 46), retainer plate (2) and shims
(not shown) from tandem mounting sleeve (3).
Figure 46
25. Remove bearing cone (3, Figure 47) from tandem

mounting sleeve (1).
26. Using a suitable lifting device, sling final drive housing (2,
Figure 47). Remove housing from tandem mounting
sleeve (1).
Figure 47
41 Rl
27. Remove oil seal (1, Figure 48) from tandem mounting
sleeve (2).
I co7HHoo:
Figure 48
28. Remove bearing cup (5, Figure 49) from inboard end of
final drive housing (4).
29. Remove grease seal (3, Figure 49), bearing cone (2)
and bearing cup (1) from outboard end of final drive
housing (4).
30. Remove grease fitting (6, Figure 49) from final drive
housing (4), if replacement is necessary.
Figure 49
Rl 42
DISASSEMBLY OF NON-PLANETARY CARRIER
1. Using a suitable lifting device, position and secure

differential case (1, Figure 50) with final drive (2) on an
adequate table or stand.
2. Using a suitable lifting device, sling final drive assembly

(2, Figure 50). Remove bolts and flat washers and final
drive from differential case (1).
3. Remove locating dowels (3, Figure 50) from differential

case (1).
Figure 50
4. Remove friction disc and brake plate gear assembly (3,

Figure 51) from backing plate (1) and axle shaft (4).
5. Remove backing plate (1, Figure 51) from dowels (2).
NOTE: A factory rollover stand (shown in background)

was used during this service procedure.
Figure 51
6. Remove retaining ring (1, Figure 52) and friction disc (3)
from brake plate gear (2). Remove remaining retaining
ring (4) from gear if replacement is necessary.
I GO7HHOl~
Figure 52
43 Rl
7. Remove three brake backing plate dowels (1 thru 3,

Figure 53) and spacer (4) from final drive housing (5).
NO TE: On later built axles the spacer (4) is cast as an

integral part of the housing (5). The one piece
spacer/housing and the separate spacer and
housing are available from the parts
department. In the event that a one piece
spacer/housing in not available a separate
housing and spacer may be substituted, along
with an additional two locating dowels.
Figure 53
8. Remove locating dowels (1, Figure 54) from final drive

housing (2).
Ygure 54
9. Remove retaining ring (3, Figure 55) and axle assembly

(1) from tandem mounting sleeve (2).
Figure 55
Rl 44
10. Remove retaining ring (7, Figure 56), sprockets (4 and

5), output sprocket spacer (3), spherical roller bearing
(2), and output shaft sleeve (1) from axle shaft (6).
I GO7HiOH
Figure 56
11 Remove bolts (1, Figure 57) retainer plate (2) and shims
(not shown) that hold tandem mounting sleeve in final
drive housing (3).
Figure 57
12. Remove bearing cone (3, Figure 58) from tandem

13. Using a suitable lifting device, sling final drive housing (2,
Figure 58). Remove housing from tandem mounting
sleeve (1).
Figure 56
45 Rl
14. Remove oil seal (1, Figure 59) from tandem mounting
sleeve (2).
I
Figure 59
15. Remove bearing cup (5, Figure 60) from inboard end of
final drive housing (4).
16. Remove grease seal (3, Figure 60), “GCIIII ‘3 ““I I” \-,
and bearing cup (1) from outboard end of final drive
housing (4).
17. Remove grease fitting (6, Figure 60) from final drive
housing (4), if replacement is necessary.
0’
6
Figure 60
Rl 46
GO4AVOOl
Figure 61
1. Remove piston (1, Figure 61) and three dowels (2) from each side of differential case (3).
2. Remove inner seal (4, Figure 61) and outer seal (5) from each side of differential case (3).
47
DISASSEMBLY OF INPUT QUILL ASSEMBLY
n and Maintenance Manual”

1. If parking brake caliper (1, Figure 62) has not been removed, refer to “Operatio
(4) from parking brake bracket
for “Manual Release” method. Remove spacers (2), support bar (3) and spring
(5).
3. E for mica parking brake
NOTE: See “Removal”section, Step 3.D for perrot parking brake caliper, or Step
caliper, for additional information.
Rl 48
2. Remove fourteen bolts (3, Figure 3) and flat washers (4,

Figure 3) that secure differential case cover (14, Figure
62) to differential case.
NOTE: Threaded jacking ho/es (‘A,” Figure 63) are

provided on each side of the cover to help break
it free from the case.
3. There are two jacking holes in differential case cover

(14, Figure 62). One hole is located on each side of
cover, on horizontal centerline, of input yoke. Remove
cover and two O-rings (10, Figure 3) from case.
4. Remove eight bolts and flat washers (11, Figure 62) and
brake disk (12) from yoke (13), if replacement of disk is
necessary.
5. Remove cotter pin (6, Figure 62), castle nut (7), special
washer (6) and O-ring (9) from pinion gear (10).
6. Remove yoke (13, Figure 62) from pinion gear (10). 16797A
Figure 63
7. Remove V-seal (15, Figure 62) from yoke (13).
a. Using and arbor press and suitable adaptor, press pinion gear (10, Figure 62) out of bearing cone (17).
9. Remove washer (19, Figure 62) and pinion endplay shims (20) from pinion gear (10).
NOTE: Set pinion endplay shims (20) aside so they can be used as a starting point for pinion endplay shim
pack thickness at reassembly.
10. Remove seal (16), bearing cone (17), and bearing cup (1 a), from differential case cover (14).
11. Remove cone point shims (21, Figure 62) and bearing cup (22) from differential case cover (14).
12. Remove bearing cone (23, Figure 62) from pinion gear (lo), if replacement of either part is necessary.
NOTE: If pinion gear or ring gear is replaced, the other one must replaced. They are a matched set.
13. Remove eight bolts and flat washers (24, Figure 62), parking brake bracket (5) P/N 1263 956 Hl , and brake
bracket spacer (25) from differential case cover (14).
NOTE: On differentials with mounting bracket P/N 1430 033 HI, the bracket is held on with only five bolts and
f/at washers. Also, spacer (25) has been eliminated.
49 Rl
DISASSEMBLY OF DIFFERENTIAL CASE WITH NoSPlN DIFFERENTIAL
Disassembly of NoSPlN Differential Quills
1. Mark position of ring gear on differential case for

reassembly. It is possible to install ring gear and
differential assembly (1, Figure 64) in case backwards.
2. Using a suitable lifting device, sling ring gear and

differential assembly (1, Figure 64).
3. Remove bolts and flat washers (2, Figure 64), bearing

quills (3 and 4) and shims (5 and 6) from case.
NOTE: There is one nut and f/at washer (7, Figure 64)
on inside of case for each quill. It is located at
bolt hole closest to case opening.
4. Remove bearing cups (8 and 9, Figure 64) from quills (3

and 4) if replacement either part is necessary.
Figure 64
Disassembly of Ring Gear and NoSPlN Differential
1. Insert a 5/l 6” Dia. threaded rod 18” Long (1, Figure 65)
through differential assembly. Install a 3.000 In.
(76.200 mm) O.D. washer on each end of threaded rod
with appropriate hex nuts (2). Tighten hex nuts and
washers against housing (3) and cover (4). This rod will
retain spring pressure exerted by NoSPlN springs.
2. Match mark housing (4, Figure 65), differential spider (5),

and cover (3) as shown with a diagonal match mark.
This style of match mark will ensure that differential is
properly reassembled.
3. Remove bolts (6, Figure 65) holding housing and cover

together.
Figure 65
4. Once bolts are removed, slowly unscrew hex nuts on
threaded rod to allow housing and cover to separate.
This will allow NoSPlN springs to expand.
Rl 50
5. Remove threaded rod and NoSPlN parts (1 thru 6, Figure 10) in order shown from between housing and
cover.
6. Using a suitable puller remove bearing cones (7 and 8, Figure 65) from housing (4) and cover (3).
7. Remove ring gear bolts and flat washers (9, Figure 65) and ring gear (10) from housing.
NOTE: Bolts are secured in position with 3M 2 158 Epoxy.
NOTE: If ring gear or pinion gear is replaced, the other one must be replaced. They are a matched set.
Disassembly of Miscellaneous NoSPlN Differential Items
1. Remove alignment dowels (9, Figure 3) from differential case (20), if replacement is necessary.
2. Remove plugs (1,6,11,13,15,21, and 28, Figure 3) from differential case (20) and cover (7). Remove O-rings
from plugs if replacement is necessary.
3. Remove breather (31, Figure 3) and reducer (30) from differential case (20).
4. Remove bleeder screw (17, Figure 3), bleeder bushing (18) and O-ring (19) from differential case (20)
51 Rl
DISASSEMBLY OF DIFFERENTIAL CASE WITH LOCK/UNLOCK DIFFERENTIAL
Disassembly of Lock/Unlock Differential Quills
1.
Figure 66
2. Mark position of ring gear on differential case for

reassembly. It is possible to install ring gear and
differential assembly (1, Figure 67) in case backwards.

4. Remove bolts and flat washers (2, Figure 67), bearing

quills (3 and 4) and shims (5 and 6) from case.
NOTE: There is one nut and f/at washer (7, Figure 67)
on inside of case for each quill. It is located at
bolt hole closest to case opening.
5. Remove bearing cups (8 and 9, Figure 67) from quills (3

and 4) if replacement either part is necessary.
Figure 67
Rl 52
Disassembly of Ring Gear and Lock/Unlock Differential
1. Match mark one end of each pinion shaft to the

lock/unlock differential housing halves. this will ensure
that shafts are installed in same location at reassembly.
Use one straight and one 45” angled line as shown in
Figure 68.
2. Remove eight bolts (1, Figure 68) that hold lock/unlock

differential housing halves (2 and 3) together.
Figure 66
3.
Figure 69
4. Remove bevel gear (1, Figure 70) from pinion set (2)
5. Remove pinion set (2, Figure 70) as a unit and carefully

set aside.
Figure 70
53 Rl
6. Remove inside bevel gear (1, Figure 71) and thrust

washer (2) from ring gear side of differential housing (3).
Figure 71
7. Remove pinion thrust washer (1, Figure 72), bearing

thrust washer (2), pinion gear (3), twenty-six roller
bearings (4), bearing thrust washer (5) and retaining
ring (6) from each end of both pinion shafts (7).
NOTE: Keep al/parts together so they can be installed

on the same pinion shaft end they were
removed from.
Figure 72
8. Remove bolts (1, Figure 73) and cover (2) from ring gear
half of differential assembly (3).
9. Using a suitable puller remove bearing cone (4) from

cover (2), if replacement is necessary.
10. Remove ring gear bolts and flat washers (5, Figure 73)
and ring gear (6) from housing.
NOTE: Bolts are secured in position with 3M 2158

Epoxy. 168OC
NOTE: If ring gear or pinion gear is replaced, the other Figure 73

one must be replaced. They are a matched set.
Rl 54
11. Remove four disk plates, three clutch separator plates

and clutch backing plate (1, Figure 74) from housing (2).
12. Remove three return springs (3, Figure 74) from housing
(2).
I 16811
Figure 74
13. Remove three pins (1, Figure 75) from cover (2), if
14. Test springs (3, Figure 75) for proper free length and
compressed force. Replace springs as a set if one or
more of them do not meet the following specifications.
Free Length 1.6 In. (40.64 mm) (approximate)

Test Length 1 .l In. (27.94 mm) at 23 - 28 lb force
(102 - 125 N)
Figure 75
15. Using a rubber-tipped nozzle air hose, remove

differential lock piston (1, Figure 76) from housing (2).
Figure 76
55 Rl
16. Remove seals (1 and 2, Figure 77) from piston bore.
Figure 77
17. Using a suitable puller, remove bearing cone (1, Figure

78) from housing (2).
Figure 78
Rl 56
Figure 80
Figure 79
18. Unlock and remove two sealing rings (1, Figure 79) from housing (2). Open the rings slightly to remove.
Disassembly of Differential Pinions
Disassembly of Miscellaneous Lock/Unlock Differential Items
1. Remove alignment dowels (9, Figure 3) from differential case (20), if replacement is necessary.
2. Remove plugs (1,6,11,13,15,21, and 28, Figure 3) from differential case (20) and cover (7). Remove O-rings
from plugs if replacement is necessary.
3. Remove breather (31, Figure 3) and reducer (30) from differential case (20).
4. Remove bleeder screw (17, Figure 3), bleeder bushing (18) and O-ring (19) from differential case (20)
57 Rl
installation.
Rl 58
NoSPIN: DIFFERENTIAL
1. Inspect splines on side gears and clutches. Remove any burrs or small chipped edges with an abrasive stone
or electric burr grinder. If any sections of spline are broken away, replace NoSPIN. Check side gear hubs for
fractures.
2. Carefully, examine differential subcase. If trunnion holes are worn or scored, or if thrust surfaces on inside ends
of differential subcase are worn or scored, case should be replaced. Examine threads of all bolts, nuts and/or
bolts, and replace those which show indications of being stripped or damaged. It is a good practice also to
carefully examine bearings and ring gear for wear or damage.
3. Check thrust and bearing surfaces of subcase for signs of pick up of metal or wear. Replace if necessary.
4. Check each clutch and holdout ring assembly for correct indexing of holdout ring to cam ring. Be sure holdout
ring rotates on clutch with only a little resistance.
5. Check holdout rings in NoSPlN for fractures and chipping or excessive wear of teeth. If wear is evident, replace
assembly.
6. Check center cam for free movement. It must be free to rotate within limits of key in spider. It is not necessary
to remove center cam from spider, since these parts are serviced only as an assembly. If either part is
excessively worn or damaged, the complete spider-center cam assembly should be replaced.
7. Inspect clutch teeth on the spider and driven clutches. Very slight chips can be touched up with an abrasive
stone. If excessively chipped or rounded, the NoSPlN must be replaced. Check the tooth protruding radially
inward from the spider for signs of improper alignment with the gap in either holdout ring.
0. Assemblies must not be excessively chipped. A smooth wear pattern up to 50% of the cam face width is
acceptable.
9. Check the side gear spline fit on its mating axle shaft. Be sure splines do not bind. Also check internal side gear
splines for wear or chipping.
10. Check spring load with valve spring tester at 0.900” (22.86 mm) operating height. If reading is less than 115 Ibf
in (1.3 kgem) ilO%, replace NoSPIN.
59 Rl
LOCK/UNLOCK DIFFERENTIAL
1. inspect disks (1, Figure 81). Replace if:
A. Peening is evident or splines have backlash

B. Warping or coning exceeds 0.25 mm (0.010 in.)
C. Friction material is burned, flaked, or pitted
2. Inspect separator plates (2, Figure 81). Replace if:
A. Scored or galled
B. Tangs are worn or damaged
C. Warpage of coning exceeds 0.25 mm (0.010 in.)
Figure 81
3. Inspect piston inlet seal (1, Figure 82). Replace if

necessary. Hold in place with petroleum jelly.
Figure 82
4. inspect piston (1, Figure 83) for nicks or scratches and

Figure 83
Rl 60
,,,.,,:
:i:$$&$=
5. Inspect sealing rings for scratches or grooves. inspect ,.~::g$g&?.
the locks on the ends of rings. Inspect sealing ring
grooves for wear or damage. Replace rings as
necessary. Make sure sealing ring ends are correctly
locked together.
6. Inspect sealing rings patterns in quill for skips, nicks or

scratches.
Figure 84
PARKING BRAKE MOUNTING BRACKET:
1. If mounting bracket P/N 1283 956 Hl or spacer P/N 1283 955 Hl , are damaged in any way, replace them with
mounting bracket P/N 1430 033 Hl. Mounting bracket P/N 1430 033 Hl incorporates the spacer into its design.
61 Rl
REASSEMBLY GENERAL
Refer to appropriate reassembly procedure depending on whether final drive has planetary or non-planetary
reduction. Differential (center section) service is common to both a planetary or non-planetary axle.
- IMPORTANT -
Efficient and successful reassembly of the differential case is dependent on the accomplishment
of a series of specific tasks in the exact order presented in this manual. The block diagram in
Figure 85 shows the order in which these tasks must be completed.
Throughout the Wowing procedures all measurements must be to the nearest. 001” (0.0254 mm).
REASSEMBLY OF MISCELLANEOUS ITEMS
I
+ +
REASSEMBLY OF RING GEAR AND REASSEMBLY OF RING GEAR AND
N&PIN DIFFERENTIAL LOCK/UNLOCK DIFFERENTIAL
+ +
PRELOAD ADJUSTMENT OF NoSPlN PRELOAD ADJUSTMENT OF LOCW

DIFFERENTIAL QUILLS UNLOCK DIFFERENTIAL QUILLS
I I
+
I I
I PINION GEAR CONE POINT ADJUSTMENT
PINION GEAR ENDPLAY ADJUSTMENT

1
piizpq
PINION GEAR INPUf QUILL INSTALLATION
CHECK ROLLING PAlTERN OF RING GEAR

1 AND~ION 1
READJUST CONEPOINT
NO
SHIMS (PINION ENDPLAY
ACCEPTABLE
+ AND BACKLASH MUST
ALSO BE READJUSTED)
I FINAL ASSEMBLY OF DIFFERENTIAL CASE

I
1
REASSEMBLY OF DIFFERENTIAL BRAKE
PISTONS 17319
Figure 85 AXLE ASSEMBLY - SEQUENCE OF TASKS
Rl 62
REASSEMBLY OF DIFFERENTIAL CASE WITH NoSPlN DIFFERENTIAL
Reassembly of NoSPlN Differential Miscellaneous ltems
1. Install alignment dowels (9, Figure 3) in differential case (20), if removed during disassembly.
2. Install plugs (1, 6, 11, 13, 15,21, and 28, Figure 3) with new O-rings in differential case (20) and cover (7).
3. Install reducer (30, Figure 3) and breather (31) in differential case (20).
4. Install new O-ring (19, Figure 3), bleeder bushing (18) and bleeder screw (17), in differential case (20)
Reassembly of Ring Gear and NoSPlN Differential
1. If ring gear (10, Figure 86) is reused, clean bolt holes in

ring gear. Also, clean ring gear bolts (9).
NOTE: DO NOT use a petroleum base solvent to

degrease bolts and ring gear. USE lacquer
thinner or chlorethane.
2. Using a hot air method, heat ring gear (10, Figure 86) to
a maximum of 300°F (149°C). Install gear on housing
(4) with bolt holes aligned.
3. Apply 3M 2158 Epoxy to lower 0.75 In. (19.050 mm) of

bolt threads.
4. Secure ring gear (10, Figure 86) to housing (4) with flat Figure 86
washers and bolts (9). Tighten bolts to 220 Ibf ft
(30.4 kg-m).
5. Install bearing cones (7 and 8, Figure 86) on housing (4) and cover (3).
6. Pass 5/l 6” threaded rod, 18” Long (1, Figure 86) through housing (4). Then install NoSPlN parts (1 thru 6,
Figure 10) in order shown, on rod (Note differential spider match marks.). When NoSPlN parts are in position
on threaded rod, position cover (3, Figure 86) on rod. Use a 3” O.D. washer and appropriate hex nut (2) on
each end of rod to draw differential assembly parts together.
7. Align cover (3, Figure 86) match mark with differential spider (5) and housing (4).
8. Install bolts (6, Figure 86) to secure housing and cover together. Tighten bolts 85 Ibf ft (11.8 kgem).
9. Once bolts (6, Figure 86) are installed remove threaded rod from differential.
63 Rl
Preload Adjustment of NoSPlN Differential Quills
1. Install bearing cups (8 and 9, Figure 64) in quills (3 and

4) if replacement is necessary.

3. Noting marked position of ring gear on differential case

lower ring gear and differential assembly (1, Figure 64)
into case. It is possible to install ring gear and differential
assembly in case backwards.
4. Install bearing quills (3 and 4, Figure 87) without shims

(5 and 6) into case. Install flat washers and bolts (2).
Tighten bolts holding quill (4) to 66 Ibf ft (9.1 kgem). Only
finger tighten bolts on quill (3).
NOTE: Do not install the one bolt, f/at washer and nut Figure 87
(7, Figure 64) in the unthreaded hole for each
quill. The unthreaded bolt hole is closest to the case opening.
5. Turn differential case (1, Figure 88) with centerline of

differential assembly (2) and quills in a vertical position.
Ring gear side of case must be facing down.
6. Add shims under quill (3) until an endplay reading can be

taken. Tighten bolts holding quill (3) to 66 Ibf ft
(9.1 kgem). Using a dial indicator, measure endplay of
differential assembly. Use a pry bar to lift assembly to
make measurement. Record this measurement. Add
0.002 - 0.005 In. (0.051 - 0.127 mm) to endplay reading.
Subtract combined endplay and preload tolerance from
shim pack to obtain proper preload.
Endplay Measurement
Figure 88
+ 0.002 - 0.005 In,
Combined Endplay and Preload
Shim Pack Thickness Install to Obtain Endplay Reading
Final Shim Pack Thickness
7. Add appropriate shim pack (5, Figure 87) under quill to obtain 0.002 - 0.005 In. (0.051 - 0.127 mm) preload on
bearings. Tighten bolts to 66 Ibf ft (9.1 kgem).
NOTE: The shims are added to this side so when pinion gear is installed the backlash can be adjusted by
moving shims (5, Figure 87) from this side to the other [shims (6)]. This will prevent pinion gear from
jamming into ring gear.
Rl 64
8. Double check shim pack preload by taking a rolling

torque. Rolling torque must be from 2.1 - 7.8 Ibf ft (0.3 -
1.1 kgem).
9. Add shims to decrease rolling torque. Remove shims to

increase rolling torque.
NOTE: When “Backlash Adjustment” is made, shims

will have to be adjusted from one side to the
other.
10. Coat both sides of approximately six ring gear teeth with
“Prussian Blue” or “Never-Seize” compound. Do this at
three locations 120” away from each other. This must be
done so rolling pattern can be check.
65 Rl
REASSEMBLY OF DIFFERENTIAL CASE WITH LOCK/UNLOCK DIFFERENTIAL
Reassembly of Lock/Unlock Differential Miscellaneous Items
1. Install alignment dowels (9, Figure 3) in differential case (20), if removed during disassembly.
2. Install plugs (1,6, 15, 21, and 28, Figure 3) with new O-rings in differential case (20) and cover (7).
3. Install reducer (30, Figure 3) and breather (31) in differential case (20).
4. Install new O-ring (19, Figure 3), bleeder bushing (18) and bleeder screw (17), in differential case (20)
Reassembly of Ring Gear and Lock/Unlock Differential
1681
Figure 91
Figure 90
1. Install two sealing rings (1, Figure 90) on differential housing (2). Open rings slightly to install. Make sure rings
are locked once in grooves.
NOTE: Be sure a gap is between locks on ends of sealing rings. Install new rings if not gap is present. Check
new rings for gap.
2. Using a suitable adaptor, press bearing cone (1, Figure

92) onto differential housing (2).
I 17321
Figure 92
Rl 66
3. install seals (1 and 2, Figure 93) into piston bore of
differential housing (ring gear half).
Figure 93
4. Install piston (1, Figure 94) into piston bore of differential

housing (2).
A
WARNING! Do not damage seals when
installing piston.
Figure 94
5. Install three pins (1, Figure 95) in differential piston

housing cover (2), if removed at disassembly.
NOTE: Sprktg (3, Figure 95) will fif over pins when
assembled into housing.
Figure 95
67 Rl
6. Install clutch backing plate, four disk plates and three 1

clutch separator plates (1, Figure 96) into housing (2).
NOTE: The three separatorplates must be between the

four disk plates.
NOTE: Align the internal teeth of the plates with a

straight edge.
7. Place the three springs (3, Figure 96) into position in

housing (2).
Figure 96
8. Using a suitable adaptor, press bearing cone (4, Figure

97) onto cover (2).
9. Aligning splines, position cover (2, Figure 97) into

differential housing (3). Install bolts (1) to hold cover in
place.
10. If ring gear (6, Figure 97) is reused, clean bolt holes in
ring gear. Also, clean ring gear bolts (5).
NOTE: DO NOT use a petroleum base solvent to 168OC

degrease bolts and ring gear. USE lacquer
thinner or chlorethane. Figure 97
11. Using a hot air method, heat ring gear (6, Figure 97) to a maximum of 300°F (149°C). Install gear on housing
(3) with bolt holes aligned.
12. Apply 3M 2158 Epoxy to lower 0.75 In. (19.050 mm) of bolt threads.
13. Secure ring gear (6, Figure 97) to housing (3) with flat washers and bolts (5). Tighten bolts to 220 Ibf ft
(30.4 kgem).
14. Install bevel gear thrust washer (2, Figure 98) and bevel
gear (1) in ring gear side of differential housing (3).
Figure 98
Rl 68
15. Install twenty-six roller bearings (1, Figure 99) in pinion

gear (2).
NOTE: Use petroleum jelly to hold bearings in place.
NOTE: Roller bearings (7) must be rep/aced as a set.
Figure 99
16. Install retaining ring (6, Figure loo), bearing thrust

washer (5), pinion gear (3) with roller bearings (4),
bearing thrust washer (2) and pinion thrust washer (1) on
end of each pinion shaft (7).
I 6823
Figure 100
17. Install pinion shaft assembly (1, Figure 101) on bevel

gear. Align match marks made at disassembly.
18. Align tangs (2) with differential housing slots (3) on each
pinion.
Figure 101
69 Rl
19. install bevel gear (1, Figure 102) on pinion gear set (2).
20. install thrust washer (3) on bevel gear (1).
Figure 102
21 Making sure that match marks aline, position differential

housing (2, Figure 103) on housing (3).
22. Install eight bolts (1, Figure 103) to hold housing halves
together. Tighten bolts 85 Ibf ft (11.8 kgam).
Figure 103
Rl 70
Preload Adjustment of Lock/Unlock Differential Quills
1. Assemble and test differential lock/unlock quill. This is the

sealing ring quill (3, Figure 105).
A WARNING! Inspect for leakage whenever

bearing quill is replaced.
A. Remove old sealant material from quill bore. Clean

outside diameter and bearing quill bore using
chlorethane, lacquer thinner or equivalent. Avoid
handling cleaned surfaces.
B. Following manufactures directions, apply Loctite

#12017 to quill bore where drilled holes break into
bore. Apply a curing primer to bearing cup (1, Figure
104). allow three minutes for primer to dry.
C. Install bearing cup (1, Figure 104) tight against quill

shoulder. Allow 30 minutes for plastic gasket to cure
before test. Figure 104
D. Check for leakage around pressure (inlet) passage

behind bearing cup, by blocking passage (2, Figure 104) using a piece of large O-ring and a pair of locking
pliers. Do not damage surface (3) with locking pliers. Apply a generous amount of clean hydraulic oil
around bearing cup. Use an Air Test Plug and 14.5 PSI (1 kg/cm2) minimum pressure to check for air
leakage. If leakage is present, replace bearing cup and/or quill.
2. Install bearing cup (9, Figure 105) in quill (4), if


4. Noting marked position of ring gear on differential case

lower ring gear and differential assembly (1, Figure 105)
into case. It is possible to install ring gear and differential
assembly in case backwards.
5. Install bearing quills (3 and 4, Figure 105) without shims

(5 and 6) into case. Install flat washers and bolts (2).
Tighten bolts holding quill (4) to 66 Ibf ft (9.1 kgem). Only
finger tighten bolts on quill (3).
NOTE: Do not install the one bolt, flat washer and nut ~%We 105
(7, Figure 705) in the unthreaded hole for each
quill. The unthreaded bolt hole is closest to the case opening.
NOTE: Make sure that oil line port in quill (3, Figure 105) is in proper orientation for installation of oil line.
71 Rl
6. Install adaptors (4 and 5, Figure 106) with new O-rings.
7. Connect fittings (1 and 2, Figure 106) to hold line (3) in

position.
NOTE: Do not tighten fittings until quills are properly

shimmed. This will ensure that no stress is
placed on the connections. Tighten fittings
during “Final Assembly of Differential Case. n
8. Turn differential case (1, Figure 107) with centerline of

differential assembly (2) and quills in a vertical position.
Ring gear side of case must be facing down.
9. Add shims under quill (3, Figure 107) until an endplay

reading can be taken. Tighten bolts holding quill (3) to
66 Ibf ft (9.1 kgmm). Using a dial indicator, measure
endplay of differential assembly. Use a pry bar to lift
assembly to make measurement. Record this
measurement. Add 0.002 - 0.005 In. (0.051 - 0.127 mm)
to endplay reading. Subtract combined endplay and
preload tolerance from shim pack to obtain proper
preload.
Endplay Measurement Figure 107
+ 0.007 - 0.005 In, Preload Tolerance
= Combined Endplay and Preload
Shim Pack Thickness Install to Obtain Endplay Reading
Final Shim Pack Thickness
10. Add appropriate shim pack under quill (3, Figure 107) to obtain 0.002 - 0.005 In. (0.051 - 0.127 mm) preload
on bearings. Tighten bolts to 66 Ibf ft (9.1 kgem).
NOTE: The shims are added to this side so when pinion gear is installed the backlash can be ac@ustedby
moving shims (5, Figure 105) from this side to the other [shims (6, Figure 105)J This will prevent pinion
gear from jamming into ring gear.
Rl 72
11. Double check shim pack preload by taking a rolling

torque. Rolling torque must be from 2.1 - 7.8 Ibf ft (0.3 -
1.1 kg-m).
12. Add shims to decrease rolling torque. Remove shims to

increase rolling torque.
NOTE: When “Backlash Adjustment” is made, shims

will have to be adjusted from one side to the
other.
done so rolling pattern can be check. Figure 108
73 Rl
PINION GEAR CONE POINT ADJUSTMENT
17326
Figure 109
Rl 74
1. Press bearing cup (18, Figure 109) into differential case cover (14).
2. Install perrot or mica braking brake bracket.
A. Mount perrot parking brake bracket as follows;
1) Apply Loctite #505 or #515 to both sides of

brake bracket spacer (25, Figure log), following
manufacturers directions.
2) Align holes and install spacer and parking brake

bracket P/N 1283 956 Hl (5) [at 11.5” from
horizontal center (Figure 1lo)] on differential
case cover (14, Figure 109) with eight flat
washers and bolts (24). Tighten bolts from 45 -
50 Ibf ft (6.2 - 6.9 kgam).
NOTE: On differentials with mounting bracket

P/N 1430 033 HI, apply Loctite #12017 Figure 110
to mounting area of bracket on
differential case cover (14, Figure 109).
Align holes and secure bracket to cover [at 11.5 0from horizontal center (Figure 1lo)] with five
flat washers and bolts. Zghten bolts from 45 - 50 Ibf ft (6.2 - 6.9 kgem). Spacer (25, Figure
109) is not required with this mounting bracket.
B. Mount mica parking brake bracket as follows;
1) Apply Loctite #12017 to mounting area of

bracket on differential case cover (14, Figure
109).
2) Align holes and secure bracket to cover [at 45 o

from centerline (Figure 1lo)] with five f/at
washers and bolts. fighten bolts from 45 - 50 Ibf
ft (6.2 - 6.9 kgem). Spacer (25, Figure 109) is not
required with this mounting bracket.
Figure 111
75 Rl
3. Using a suitable adaptor and arbor press, install bearing cone (23, Figure 109) on pinion gear (10).
- IMPORTANT -
The cone point adjustment procedure presented here is based upon the
precision machining of component parts. No complicated formulas are
required.
4. Subtract number (Figure 112) etched on end of pinion

gear from 8.331 In. (211.607 mm). This will determine
required cone point shim pack thickness to obtain a
proper cone point adjustment.
NOTE: Number etched on end of pinion is in inches.
8.331 In . 1400 Series Constant
Number Etched on Pinion

Gear
= Required Cone Point Shim

Pack
Figure 112
5. Install required cone point shim pack (21, Figure log),
bearing cup (22), and pinion gear (10) with bearing cone
(23) in differential case cover (14).
Rl 76
PINION GEAR ENDPLAY ADJUSTMENT
1. Install bearing cone (17, Figure 109), yoke (13), special washer (8), and castle nut (7) on pinion gear (10).
While rotating pinion gear (lo), tighten castle nut to 445 Ibf ft (61.5 kgam). This will ensure that all bearing
components are properly seated.
NOTE: O-ring (9, Figure 109) and seals (15 and 16) are not installed until after proper pinion gear endplay is
determined.
2. Remove castle nut (7, Figure log), special washer (8), and yoke (13) from pinion gear (10). Press pinion gear
out of bearing cone (17).
3. Install same amount of pinion endplay shims (20, Figure

109) removed at disassembly, washer (19), bearing PINION
cone (17), yoke (13), special washer (8) and castle nut ENDPLAY
(7). Again tighten castle nut to 445 Ibf ft (61.5 kg-m), then SHIMS
loosen it to below 200 Ibf ft (27.7 kgem), and then tighten
it from 225 - 300 Ibf ft (31 .l - 41.5 kg-m). CONE
4. Turn pinion gear (10, Figure 109) using a force of 2 - 4

Ibf ft (0.3 - 0.6 kgem). Then check endplay. Using a dial
indicator apply 23 - 68 Lbs. (10.4 - 30.8 kg) of force to
pinion gear. Endplay reading must be 0.000 - 0.003 In.
(0.000 - 0.076 mm). Adjust pinion endplay shims (20), as
necessary to obtain proper endplay. When proper
”
bearing setting is reached, tighten castle nut so cotter pin

(6) can be installed. Use a different special washer (8) if
necessary to meet torque of 225 - 300 Ibf ft (31 .l -
41.5 kg-m).
-\
kJ
I7
U
GO7HHO4'
Figure 113
NOTE: Each time castle nut and components are
removed to adjust pinion endplay shim pack for
proper endplay, tighten castle nut to 445 Ibf ti (61.5 kgem), then loosen it to below 200 Ibf i?
(27.7 kgem), and then tighten it from 225 - 300 Ibf fi (31.1 - 41.5 kg-m).
5. With proper endplay established, match mark position of castle nut (7, Figure 109) in relationship to yoke (13)
and pinion gear (10).
PINION GEAR INPUT QUILL INSTALLATION AND BACKLASH ADJUSTMENT

done so rolling pattern can be check.
2. Install new alignment dowels (9, Figure 3) in differential

case (1, Figure 114), if replacement was necessary.
3. Secure input quill assembly (2, Figure 114) to case (1)

with fourteen flat washers and bolts (3). Tighten bolts to
229 Ibf ft (31.7 kgem). PO NOT APPLY SEALANT AT
THIS TIME,
Figure 114
77 Rl
4. Install differential backlash tool DR08-111 (4, Figure 114) into splines of NoSPIN.
NOTE: See “‘Special Tools” for backlash tool DRO8-111.
5. Using a dial indicator, measure backlash at 8.250 In. (209.550 mm) from centerline of differential case.
Measure backlash at three points 120” away from each other, and average the results.
NOTE: input yoke must be held stationary and bar moved to measure backlash.
Reading #l
+ Reading #2
+ Reading #3
= + 3 = Average Backlash Reading
6. Differential quill shims (5, Figure 87 or Figure 105) must be adjusted to obtain a 0.007 - 0.015 In. (0.178 -
0.381 mm) backlash.
NOTE: For every 0.001 In. (0.025 mm) of backlash adjustment needed move 0.007 in. (0.025 mm) of shims
from one side to the other. Set differential case on its side when moving shims, this will prevent ring
gear and differential from cocking in quills. Shims are a one piece construction. Quill must be
completely removed, to move and install shims.
7. Tighten differential quill bolts to 66 ibf ft (9.1 kgem).
RING GEAR AND PINION ROLLING PAT-TERN CHECK
The purpose of this procedure is to determine whether pinion

and ring gear teeth are meshing properly.
1. While one person is turning input yoke, a second person

should insert an axle shaft into splines of NoSPIN, and
create a resisting force to load ring gear. With ring gear
“loaded” in this fashion rotate ring gear through at least
one complete pass of coated teeth.
2. Now turn input yoke in opposite direction (and load ring

gear in opposite direction) while rotating ring gear
through one complete revolution.
3. This procedure should have wiped the coating off the

portion of the ring gear teeth (2, Figure 115) that is Figure ,,5
contacting the pinion gear teeth (1).
4. Tooth bearing pattern (3, Figure 115) must start at location (4) 0.120 - 0.520 In. (3.048 - 13.208 mm) from toe
end of pinion.
5. Measure length of tooth pattern (5, Figure 115). It must be a minimum of 1.300 In. (33.020 mm).
Rl 78
6. Adjust cone point shim pack to obtain correct tooth pattern.
7. If rolling pattern is not acceptable, determine whether to add or subtract cone point shims. Then adjust pinion
endplay and backlash.
8. If rolling pattern is acceptable, clean teeth of ring and pinion gears. Then proceed to “Final Assembly” section
of this manual.
FINAL ASSEMBLY OF DIFFERENTIAL CASE
Once a proper cone point adjustment, pinion endplay and backlash are established, the differential case is then
ready for final assembly.
1. Remove differential case cover (input quill) from differential case.
NOTE: Nowinstall one bolt, flat washer and nut (7?Figure 64) in unthreaded ho/e of case for each quill. It is
the bolt hole closest to the case opening.
2. With proper endplay established, match mark position of castle nut (7, Figure 109) in relationship to yoke (13)
and pinion gear (10). Remove castle nut, special washer (8), and yoke from pinion gear so seals (15 and 16)
and O-ring (9) can be installed.
3. Press V-seal (15, Figure 109) into yoke (13).
4. Apply Loctite #12017 to O.D. of seal (10, Figure 109). Press seal into differential case cover (14) with lip
pointing towards bearing cone (17). Press seal into cover just enough to have outside surface of seal even with
edge of chamfer.
5. Apply clean oil to bearing cone (17, Figure 109) to prelubricate it before installation of yoke (13). Coat lip of seal
(16) with oil.
6. Aligning match marks, install yoke (13, Figure log), O-ring (9), special washer (8) and castle nut (7). Tighten
castle nut from 225 - 300 Ibf ft (31.l - 41.5 kg*m) making sure match marks align. Install cotter pin (6) to secure
nut into position.
7. LOCWUNLOCK DIFFERENTIAL ONLY - Tighten fittings on oil supply line. See Figure 106.
8. Position two O-rings (10, Figure 3) in grooves of differential case face.
9. Apply Loctite #515 face of differential case face and position differential case cover (14, Figure 109) into
position. Install fourteen flat washers (4, Figure 3) and bolts (3, Figure 3). Tighten bolts to 229 Ibf ft (31.7 kgmm).
10. Secure brake disk (12, Figure 109) to yoke with eight flat washers and bolts (11). Tighten bolts from 45 - 50
Ibf ft (6.2 - 6.9 kg-m).
79 Rl
REASSEMBLY OF DIFFERENTIAL BRAKE PISTONS
GO4AVOO
rlgure i IO
NOTE: The brake portion of the axle assembly has several versions of pistons, brake discs
and backing plates.
Always refer to the appropriate parts manual for serial number ranges and parts break down.
NOTE: Coat all components with clean hydraulic oil before installation.
1. Install inner seal (4, Figure 116) and outer seal (5) in each side of differential case (3).
2. Install three dowels (2, Figure 116) and piston (1) in each side of differential case (3).
3. Restrain piston (1, Figure 116). Connect a 600 PSI (42.2 kg/cm2) air gauge and a shutoff
valve to brake line
port in differential cover. Apply 100 PSI (7.0 kg/cm2) of air pressure to brake piston and
close valve. The
pressure gauge should remain at 100 PSI (7.0 kg/cm?. If it does not, check piston seals and/or
O-ring (located
between cover and case).
Ri 80
REASSEMBLY OF NON-PLANETARY CARRIER
1. Install bearing cup (1, Figure 117), bearing cone (2) and
grease seal (3) in outboard end of final drive housing (4).
NOTE: Lip of grease seal must point out. See cross

sectional drawing Figure 12.
2. Install bearing cup (5, Figure 117) in inboard end of final

drive housing (4).
3. Install grease fitting (6, Figure 117) in side of final drive

housing (4).
NOTE: A rollover stand is used to bolt the tandem

sleeve to during this service procedure. The I
stand allows access to both ends of the final Figure 117
drive assembly.
4. Install oil seal (1, Figure 118) in flanged end of tandem

NOTE: Lip of oil seal must point in. See cross sectional
drawing Figure 12.
I GO7HHOO:
Figure 118
5. Set tandem mounting sleeve (1, Figure 119) on end with

flanged end down.
6. Using a suitable lifting device, lower final drive housing

(2, Figure 119) onto tandem mounting sleeve (1).
7. Install bearing cone (3, Figure 119) on tandem mounting

sleeve (1).
Figure 119
81 Rl
8. Install two studs (1, Figure 120) as guide pins, and

position bearing retainer (2) (without O-ring) on end of
tandem mounting sleeve.
9. Install four bolts (3, Figure 120) at 90” to each other

finger tight.
10. Slowly and in even increments tighten four bolts (3,

Figure 120) to 200 Ibf in (2.3 kgem), while rotating final
drive housing (4). Loosen bolts to 0 Ibf in (0.0 kgem), and
then again tighten them to 130 Ibf in (1.5 kg=m), while
rotating housing.
NOTE: Rotating housing will ensure that all bearing

components are properly seated. Figure 120
11. Using a depth micrometer (1, Figure 121), measure from

outside face of bearing retainer plate (2) to end of
tandem mounting sleeve. Do this at two places opposite
each other and average readings.
Depth Micrometer
Reading One
+ Depth Micrometer
Reading two
+2= Average
Depth Micrometer Figure 121
Reading
12. Remove bearing retainer (2, Figure 121) and measure its thickness in locations of depth micrometer readings.
Average these two readings. Subtract average thickness of bearing retainer from average depth micrometer
reading to obtain required shim pack thickness.
Thickness Reading One
+ Thickness Reading two
= + 2 = Average Thickness Reading
Average Depth Micrometer Reading
= Required Shim Pack Thickness
Rl 82
13. Using a grease gun, pack inner bearing (1, Figure 122)
with grease before installing shims (2) and bearing
retainer. Be careful not to get grease into retainer plate
mounting holes.
14. Install required shim pack (2, Figure 122).
Figure IZZ
15. Install O-ring on O.D. of bearing retainer (1, Figure 123).
16. Install retainer plate (1, Figure 123) on alignment studs

(2).
17. Install and tighten bolts (1, Figure 124) to values listed
here. Remove alignment studs.
A. If sixteen bolts (P/N 24540Rl) are used, tighten

them from 40 - 45 Ibf ft (5.5 - 6.2 kg*m)
B. If eighteen bolts (P/N 31148Rl) are used, tighten

them to 50 Ibf ft (6.9 kgem).
NOTE: Following manufacturer’s directions, apply

Loctite #242 to bolt threads.
18. Pump tandem sleeve assembly (2, Figure 124) full of

grease. Slowly rotate final drive housing while filling.
Continue to fill with grease until it passes grease seal at Figure 124
tandem sleeve flange (3).
NOTE: Refer to “Operation and Maintenance Manual” forproper grease specification.
83 Rl
19. Install output shaft sleeve (1, Figure 125), spherical roller
bearing (2), output sprocket spacer (3) (with small O.D.
towards sprockets) and two output shaft sprockets (4
and 5), on axle shaft (6). Install retaining ring (7) to
secure components on shaft.
NOTE: Bossed end of two sprockets most face each

other.
NOTE: Appk a moly-lithium based grease to splines of

axle shaft and output shaft sprockets.
I GO7HHOH
Figure 125
20. Install axle assembly (1, Figure 126) in tandem mounting

sleeve (2). Secure it in place with retaining ring (3).
21. Install locating dowels (1, Figure 127) in final drive

housing (2).
22. Coat final drive housing (2) flange with Loctite #518
Master Gasket, following manufacturer’s directions.
Figure 127
Rl 84
23. Identify brake backing plate, brake disk and piston to be installed.
There have been several versions of brake assemblies released. These assemblies must be identified for
proper assembly and operation of brakes. Use the following table along with the latest parts manual to identify
parts.
If axle assembly has been previously serviced, newer component parts may have already been substituted.
VERSION OF AXLE PART NUMBER BRAKE PISTON, DISK AND

INTERNAL WET BACKING PLATE
BRAKE NON-PLANETARY PLANETARY
VERSION #l 1431168H91 1431169H91
NOTE: Version #3 NOTE: Version #2 NOTE: If version #2

and #4 parts can brake parts may be parts are used to
not be used to used to service this service this axle,
service version #1 axle. backing plate P/N
and #2. 1431599H91 must be
used.
Version #l and #2
use dowel pins to I 1,331
prevent the piston 127741 lH91 1277412H91

and backing plate The brake piston (1) has three
from rotating. NOTE: Version #2 NOTE: If version #2 dowel holes.
brake parts may be parts are used to
used to service this service this axle, The brake disk (2) has slots.
axle. backing plate P/N
1431599H91 must be The backing plate (3) has three lugs
used. on the circumference. The plate is
also counterbored for planetary
gear clearance.
VERSION #2 1277411 H92 1277412H92
NOTE: Version #3
and #4 parts can
not be used to
service version #I
and #2.
Version #I and #2
use dowel pins to
prevent the piston
and backing plate
The brake piston (1) has three
from rotating.
dowel holes.
The brake disk (2) has no slots.
The backing plate (3) has three

slotted luas on the circumference.
85 Rl
VERSION OF AXLE PART NUMBER BRAKE PISTON, DISK AND

INTERNAL WET BACKING PLATE
BRAKE NON-PLANETARY PLANETARY
VERSION #3 1431781 H91 & H92 1431782H91 & H92
NOTE: Version#l
and #2 parts can
not be used to
service version #3
and #4.
Version #3 and #4
use lugs on the
circumference of 1432004H91 & H92 1432005H91 & H92
the piston and
-he brake piston (1) has one lug.
backing plate to
prevent them from
-he brake disk (2) has no slots.
rotating.
-he backing plate (3) has two lugs
rn the circumference with no dowel
rins.
VERSION #4 1431781 H93, H94 & 1431782H93, H94 &

UP UP
NOTE: Version #l
and #2 parts can
not be used to
service version #3
and #4.
Version #3 and #4
use lugs on the
1432004H93, H94 & 1432005H93, H94 &
circumference of
the piston and UP UP
-he brake piston (1) has one lug.
backing plate to
prevent them from
-he brake disk (2) has no slots.
rotating.
-he backing plate (3) has two lugs
rn the circumference with two
lowel pins
Rl 86
24. Note position of three brake backing plate dowels (1 thru

3, Figure 132) in spacer (4) in relationship to final drive
mounting pads, and install spacer on final drive housing
(5).
NOTE: Position of brake backing plate dowels is critical.
If they are not properly positioned, the final drive
assembly will not bolt up properly to the
differential case. There are reliefs in the
differential case designed to accept backing
plate.
NOTE: On later built axles the spacer (4) is cast as an

integral part of the housing (5). The one piece L
spacer/housing and the separate spacer and Figure 132
housing are available from the parts
department. In the event that a one piece
spacer/housing in not available a separate housing and spacer may be substituted, along with an
additional two locating dowels.
25. Install backing plate dowels (1 thru 3, Figure 132) in spacer (4).
26. Install a retaining ring (1, Figure 133) in one groove of

brake plate gear (2). Set friction disc (3) in position on
the brake plate gear and install remaining retaining ring
(4) in second groove.
Figure 133
27. For units S/N 200502 & Up.
The backing plate may or may not have dowel pins

pressed into it. If it does have dowel pins, press them out
of backing plate as shown.
A. Long dowel (Dimension ‘IX,” Figure 134) must

protrude 0.925 kO.039 In. (23.5 +l mm).
B. Short dowel (Dimension “Ytn Figure 134) must

protrude 0.236 10.039 In. (6 +l mm).
NOTE: The brake portion of the axle assembly has

several versions of pistons, brake discs and
backing p/Z&S. A/Ways refer t0 the apprOpr&tS Figure ,34
parts manual for serial number ranges and parts
break down.
87 Rl
28. Set backing plate (1, Figure 135) into position on dowels
(2).
29. Position friction disc and brake plate gear assembly (3,
Figure 135) on backing plate (1) and axle shaft (4).
Figure 135
30. install locating dowels (1, Figure 136) in differential case

(2).
31. Following manufacturer’s directions, apply Loctite #518

Master Gasket to flange.
‘igure 136
32. Sling final drive assembly (1, Figure 137) and position it
against differential case (2). install flat washers and bolts
to secure tandem sleeve assembly into position. Tighten
bolts from 210 - 225 Ibf ft (29.0 - 31 .l kgem).
Figure 137
Rl 88
REASSEMBLY OF PLANETARY CARRIER
1. The final drive tandem sleeve reassembly portion of this section is the same as non-planetary carrier. Follow
“Reassembly of Non-Planetary Carrier” Steps 1 thru 18, for assembly procedures.
2. Install locating dowels (1, Figure 138) in final drive

housing (2).
3. Coat final drive housing (2, Figure 138) flange with

Loctite #518 Master Gasket following manufacturer’s
directions.
NOTE: A rollover stand (shown in background) is used

to bolt the tandem sleeve to during this service
procedure. The stand allows access to both
ends of the final drive assembly.
Figure 138
4. Note position of three brake backing plate dowel pin

holes (1 thru 3, Figure 139) in ring gear (4) in
relationship to final drive mounting pads (5), and install
ring gear on flange (6).

If they are not properly positioned, the final drive
plate.
Figure 139
89 Rl
5. Install retaining ring (1, Figure 140) on planet carrier (2).
6. Install bearing spacer (3, Figure 140) with twenty-four

roller bearings (4) on each side of it in planet pinion gear
(5).
NOTE: A light coating of grease in bore of planet gear

will help hold roller bearings in position.
7. Place a thrust washer (6, Figure 140) on each side of

planet pinion gear (5). Slide thrust washers and gear
assembly into carrier (2).
8. Install planet shaft (7, Figure 140) into carrier and planet -
m7taion
gear assembly with retaining groove towards retaining Figure 14o
ring. Engage retaining ring in planet shaft groove.
Repeat Steps 6 thru 8 for remaining planet gears.
NOTE: To aid assembly slide retaining ring opening around carrier as each shaft is installed.
9. Install planetary spacer (1, Figure 141) and carrier

assembly (2) on axle shaft (3).
I GO7HHOZC
Figure 141
10. Position a thin sheet of plastic (1, Figure 142) inside the
tandem mounting sleeve (2) to protect oil seal when axle
shaft is installed. Coat plastic sheet with clean oil to help
aid installation.
G07HH02:
Figure 142
Rl 90
11. Using a suitable lifting eye and sling, lower planetary

carrier and tandem axle assembly (1, Figure 143) into
final drive assembly (2) engaging planet gears (3) with
ring gear (4).
12. Carefully remove plastic sheet (1, Figure 142) from

between axle shaft and oil seal. DO NOT CURL LIP ON
SEAL.
Figure 143
13. Install thin brass thrust washer (not shown), retaining

washer (1, Figure 144) and bolt (2), to secure carrier (3)
to axle shaft. Place a brass bar (4) between planet gear
teeth and ring gear as shown. Then tighten bolt (2) from
600 - 650 Ibf ft (83.0 - 89.9 kgem).
Figure 144
14. Install a piece of bar stock (1, Figure 145) as shown, to

hold planet carrier (2) and ring gear (3) in position. Then
turn assembly over.
Rl
15. Install spherical roller bearing (1, Figure 146) in tandem

mounting sleeve (2). Secure it in position with retaining
ring (3).
16. Install output sprocket spacer (4, Figure 146) on axle (5).
Figure 146
17. Install output shaft sprocket (1, Figure 147) on axle (2).
Secure sprocket in place with retaining ring (3).
NOTE: Apply a moly-lithium based grease to splines of

axle shaft and output shaft sprocket.
Figure 147
18. Turn final drive assembly back over and remove bar
stock used to retain carrier (1, Figure 148) and ring gear
(2).
19. Install triangular lock plate (3, Figure 148) to lock, bolt (4)
into position.
Figure 148
Rl 92
20. Install retaining ring (1, Figure 149) in sun gear (2).
21. Slide input shaft (3, Figure 149) into sun gear (2).
Figure 149
22. Install sun gear (1, Figure 150) with input shaft (2) in
carrier (3).
23. install three brake backing dowels (4, Figure 150) in ring
gear (5).

If they are notproperly positioned, the final drive
plate.
Figure 150
24. Install backing plate (1, Figure 151) in position on dowels

(2).
25. Place friction disc (3, Figure 151) on backing plate (1)
and sun gear (4).
Figure 151
93 Rl
26. Install locating dowels (1, Figure 152) in differential case

(2). Coat flange with Loctite #518 Master Gasket
following manufacturer’s directions.
Figure 152
27. Sling final drive assembly (1, Figure 153) and position it
against differential case (2). Install flat washers and bolts
to secure tandem sleeve assembly into position. Tighten
bolts from 210 - 225 Ibf ft (29.0 - 31 .l kpm).
Figure 153
Rl 94
INSTALLATION
1. Position final drive assembly (1, Figure 154) under

grader. Using a suitable lifting device and spreader, sling
final drive assembly as shown. Position a jack under
brake disc (2) to prevent tipping of final drive as it is
raised into position, against frame (3).
NOTE: See “Special Tools” for manufacturing details of

spreader bar and chains.
2. Install eight washers and bolts (6, Figure 154) that

secure final drive to frame.
NOTE: Torque bolts to 580 Ibf fi (80.2 kgem).
3. Connect drive shaft (4, Figure 154) to input yoke (5). Figure 154
NOTE: Torque bolts from 45 - 50 Ibf ft (6.2 - 6.9 kgem).
4. Check drain plug to ensure that it is properly installed.

Remove fill plug and add oil to proper level. Refer to “Operation and Maintenance Manual” for proper lubricant
and capacity.
5. Install new O-ring (4, Figure 155) on each fitting (2), if

replacement was necessary.
6. Install a fitting (2, Figure 155) in each side of final drive

(3). Unplug and connect brake hoses (1) to fittings as
NOTE: If unit is equipped with a locklunlock differential,

connect supply and return lines as tagged
during removal. Plug and cap hoses and fittings.
Figure 155
95 Rl
7. Install parking brake caliper now.
A. Perrot parking brake caliper installation.
1) Slide caliper (5, Figure 156) over parking brake

disc and align mounting holes with parking
brake bracket (11). Install a bolt (14), nut (13)
and cotter pin (12), in each end of caliper.

2) Refer to “Parking Brake Adjustment” section of

this manual for proper adjustment procedure.
NOTE: If hose leading to parking brake caliper I 17326
was disconnected, the caliper will have Figure 156

to be bleed, See “Parking Brake
Bleeding” section of this manual.
3) Slide washer (9, Figure 156) on bolt (10). Repeat for other bolt. Slide a bolt in each end of support bar
(6). Slide one spacer (8) on each bolt. Position bolts in mounting bracket (11). Install flat washer and
nut (7) on each bolt. Only finger tighten nuts at this time.
4) Install bolt (4, Figure 156) in center hole of support bar (6), far enough to install jam nut (1) on bolt,
half way up threads. Screw bolt into threaded hole in caliper (5), until jam nut makes contact. Tighten
jam nut. Align support bar and tighten its mounting hardware so bolt (4) passes freely through center
hole of bar. Tighten two bolts (10) to 45 Ibf ft (6.2 kgem).
5) Loosen jam nut (1, Figure 156) and remove bolt (4) from caliper (5). Remove jam nut from bolt and
remove bolt from support bar (6). Slide washer (3) and spring (2) on bolt. Place bolt back into center
hole of support bar. Install jam nut on bolt, positioning it at top of threads. install bolt in threaded hole
in caliper.
6) Turn bolt (4, Figure 156) in until washer (3) and spring (2) just touches support bar (6) and bolt head.
Spring should be at its free length (no compression). Then turn bolt in three more revolutions and lock
jam nut.
Rl 96
B. Mica parking brake caliper installation.
1) Install four bolts, eight flat washers and four hex

nuts (1, Figure 157) to secure caliper mount
assembly (2) with caliper (4) to parking brake
bracket (3). Tighten bolts from 100 - 110 Ibf ft
(13.8 - 15.2 kgem)
2)
between caliper pads.
Refer to “Parking Brake Adjustment” section of

this manual for proper adjustment procedure.
NOTE: If hose leading to parking brake caliper Figure 157

was disconnected, the caliper will have
to be bleed. See “Parking Brake
8. Turn parking brake release valve (1, Figure 158) fully

CCW to open it.
9. Disconnect port-a-power or other auxiliary pumping

device from quick connect fitting (2, Figure 158)
Figure 158
10. Prepare mating surfaces of tandem case (1, Figure 159)

and final drive with Loctite #518 Master Gasket, following
manufacturer’s directions.
NOTE: Thoroughly clean surface to be sealed with

degreasing solvent. Apply primer “N” (spray
can-accelerator) liberally to one surface to
shorten curing time. Apply gasket-sealant as
required to other surface. Assemble without
excessive lateral movement.
11. Apply Loctite #518 Master Gasket to all bolt threads,

following manufacturer’s directions.
Figure 159
97 Rl
12. Install seven washers and bolts that secures final drive and tandem case (1, Figure 159) together, into tandem
mounting sleeve. With seven bolts in a row, rotate tandem mounting sleeve until they are located at the top of
sleeve under frame.
13. Using a 2 Ton (1814.4 kg) lifting device, sling tandem case (1, Figure 159) as shown.
14. Position tandem case against final drive assembly, aligning tandem mounting sleeve with tandem case. Install
remaining seventeen washers and bolts to secure tandem to final drive.
NOTE: Torque all twenty-four bolts to 750 Ibf ft (20.7 kgem).
A WARNING! Position jacks under tandem case to prevent rocking.
15. If removed, install chains into tandem case by lowering

them over axle sprockets and bringing them up over
center drive sprockets (Figure 160).
Figure 160
16. Rotate tandem axle assembly until master link (1, Figure
161) can be installed through side access hole. Install
master link in chain (2) with cotter pin side towards
center of tandem case.

with a non-planetary axle. Single strand chain is
used with a planetary reduction axle. The
16371
‘igure 161
Rl 98
Figure 162 DOUBLE STRAND CHAIN MASTER Figure 163 SINGLE STRAND CHAIN MASTER
LINK (NON-PLANETARY AXLE) LINK (PLANETARY REDUCTION AXLE)
17. Install four side access hole covers (4, Figure 164) and
two top access hole covers (5) on tandem case.
NOTE: Seal access covers with Loctite #518 Master

Gasket, following manufacturer’s instructions.
18. Be sure drain plug (3, Figure 164) is securely in place

and fill tandem case (2) with 8.7 U.S. Gallons (32.9 o) of
oil. Refer to “Operation and Maintenance Manual” for
proper lubricant and specification.
NOTE: App/y Loctite #592 following manufacturer’s

directions, too drain plug and oil level plug.
19. Leave jack and blocking (1, Figure 164) under tandem Figure 164
case.
20. Using a suitable lifting device and tire tongs, position tire
on wheel, and secure in place with eight wheel clamps
and lug nuts (1, Figure 165). Tighten lug nuts to 115 Ibf
ft (15.9 kgem).
21. Repeat procedure for remaining tires.
A
WARNING! Make sure that tires are
properly center. Refer to “Rim
Centering” section of “Operation and
Maintenance Manual” for instructions.
22. Remove blocking from under unit once remaining

tandem and tires are installed.
Figure 165
99 Rl
23. Position transmission guard (1, Figure 166) on suitable

floor jack, and raise into position. Secure guard to frame
with two bolts (2), lock washers (3) and hex nuts (4) on
each side and four bolts (5), lock washers and hex nuts
on rear.
24. Remove jack.
25. Fill tandem cases and final drive with appropriate

lubricants. Refer to “Operation and Maintenance Manual”
for lubricants and capacities.
Figure 166
Rl 100
SHOP MANUAL H-03.OOK
RI
CIRCLE ADJUSTMENT (FOUR SHOE)

CAUTION


INJURY.
0695
METRIC CONVERSIONS
SHOP MANUAL SECTION H-03.00K
TABLE OF CONTENTS
CONTENTS PAGE
INTRODUCTION ................................................. 1
REBUILDING TEETH ............................................. 3
VERTICAL ADJUSTMENT .......................................... 4
PINION ADJUSTMENT ............................................ 5
INTRODUCTION
This section is written as a guide to properly adjust the drawbar and circle operating clearances. The adjustment
will be made to the vertical mounting shoes and the circle pinion gear. There are two major contact points on the
mounting shoes. The top of the shoes provide a horizontal bearing surface for the circle (A). The edge of each shoe
opposite the jack bolts provide a vertical bearing surface for the circle (B).
:K BOLT
15369
3gure 1
The number of shims used with each vertical mounting bolt determines the overall clearance at point (C). A gap,
no less than .03125 In. (0.793 mm) and no more than 0.0625 In. (1.588 mm), must be maintained between the
bottom of the drawbar and top of the circle at this point to ensure no binding when the circle is rotated. This
clearance will be measured at areas directly above the four shoes.
After completing the adjustments in this section, the gap running the length of each bearing surface (A & B) should
be consistent. The shoes should be adjusted for proper alignment before tightening vertical bolts. Improper
alignment at surface (B) on any shoe will cause uneven wear. Each shoe should be of equal distance from the
vertical edge of the circle. The shoe clearance at (A) should be consistent throughout its length. (A & C) are the
same depending on whether or not the blade is in the air.
Rl
The adjustments detailed here were performed on new equipment. Variables may appear in this procedure as
equipment components become worn through work.
A WARNING! Do not remove all the vertical bolts from the shoes at the same time. The shoe is
very heavy and will cause injury if it falls from the mounting bolts.
REBUILDING TEETH
At times it may become necessary to rebuild circle teeth due to excessive circle to shoe play, either by breaking
a tooth or hitting an object which is firmly planted in the roadbed, such as waste concrete or a manhole cover. By
far, circle rebuild is less expensive, unless the circle is out of round, then premature shoe wear or repeated tooth
breakage will be evident. To repair a mainline grader drawbar circle which has a broken tooth or teeth, use the
following procedure:
1. Remove the circle from the drawbar.
2. Clean the area to be repaired by grinding until a good base is reached.
3. Build-up the tooth by welding to within 0.250 In. (6.350 mm) of the original tooth profile, using E-7018
electrodes or equivalent. A profile gauge can be made from an adjacent tooth.
4. Build-up the remaining 0.250 In. (6.350 mm) of tooth using a hard-surfacing electrode E-19141 or equivalent.
This tooth should be built up oversize and reduced to size by grinding.
Rl 2
VERTICAL ADJUSTMENT
A
WARNING! Do not remove all
VERTICAL
the vertical bolts from the
UNTING BOLT
shoes at the same time. The
EACH SHIM IS
shoe is very heavy and will l/32” MIN. l/32” THICK
cause injury if it falls from the I-
l/16” MAX.
mounting bolts. , $DRAWBAR
CIRCLE i@Yjk
SHOE #I: Set parking brake. With moldboard .-L JACK BOLT
set crosswise under grader, apply slight down
pressure with the blade lift controls.
SHOi
With moldboard in this position, the gap at CAUTION: DO NOT Remove All Mounting
shoe #I, between the bottom of the moldboard Bolts At Same Time.
plate and the top of the circle, should be
0.312 In. (7.925 mm) minimum to 0.062 In. 15370
(1.575 mm) maximum.
Figure 2
If the clearance in this area is less than
0.312 In. (7.925 mm) or greater than 0.062 In. (1.575 mm), shims should be added to or removed from each bolt.
Removing/adding one shim from each bolt will decrease/increase the gap 0.312 In. (7.925 mm).
SHOES #2 THRU #4: Raise moldboard 1 .OOOIn. (25.400 mm) from the ground. Measure the clearance at shoes
#2 thru #4. After measuring the gap, slight down pressure should be applied to the moldboard before adding or
removing shims.
When the blade in the air, the circle tips or tilts (usually) such that an air gap occurs at (C) on shoes #2 thru #4
and also occurs at (A) on shoe #l .
A WARNING! When adding or removing shims,

grader with slight down pressure applied.
the moldboard should be crosswise under the
Do not torque vertical bolts at this time. It is necessary for the shoes to be moveable in order to perform the pinion
adjustment.
Rl
PINION ADJUSTMENT
Set moldboard crosswise under grader.
Rotate circle slightly until pinion gear is in the position shown.
With pinion in this position the tooth backlash should be 0.125 In. (3.175 mm) throughout 360” rotation.
NOTE: The circle may have to be rotated slightly to obtain proper pinion gear alignment At no time should the
pinion tooth fop land touch in the bottom land between any two teeth of the circle or vice versa.
NOTE: Due to manufacturing processes the chordal thickness of circle teeth may vary. When adjusting backlash
allow for this variance.
Make adjustment as follows:
1. Loosen vertical shoe mounting bolts.
2. Back out jack bolts on shoes #3 & #4.
3. Tighten jack bolts on shoes #I & #2. Increase backlash and clearance beyond 0.125 In. (3.175 mm), then back
out jack bolts.
4. Have one person hold two 0.125 In. (3.175 mm) diameter rods between top and bottom lands and 0.125 In.
(3.175 mm) backlash spacer, between faces of teeth.
5. Tighten jack bolts on shoes #3 & #4 until spacer and rods are pinched between pinion gear and circle. Then
loosen jack bolts one turn.
6. Tighten jack bolts on shoes #l & #2 until spacer and rods are free.
NOTE: Tightening jack bolts on shoe #2 will fend to increase fop and bottom land clearance, while shoe #I
will fend to increase backlash.
7. Tighten jack bolts on shoes #3 & #4.
8. Once circle is positioned tighten all vertical mounting bolts.
9. Recheck pinion clearance after vertical bolts are tightened. Torque bolts to values listed here.
580 Ibf ft (80.2 kg*m) S/N 100476 & BELOW

455 Ibf ft (62.9 kg*m) S/N 100477 & UP
10. Perform vertical adjustment on one shoe at a time.
NOTE: When tightening jack bolts and jam nuts, make certain that the edge of the shoe against the vertical
shoe of the circle is making equal contact.
11 Have one person observe pinion clearances while another rotates the moldboard 360” in both directions. Make
any necessary corrections.
Rl 4
PINION
CIRCLE GEAR-
SHOE 1 PINION GEAR

I I
SHOE 4 ’ Y&r;;
x - VERTICAL MOUNTING BOLTS
w
NOTE: ARROWS INDICATE DIRECTION
-SHOE 3
OF CIRCLE MOVEMENT WHEN SHOES

ARE ADJUSTED OUTWARD. 15371
Figure 3
5 Rl
SHOP MANUAL K-04.20K
RI
PARKING BRAKE CALIPER
(PERROT P/N 40 023 002)
GD530A-1 200417 thru 200989,200994,200995,

200997 thru 201034
GD530AW-1 200417 thru 200989,200994,200995,
200997 thru 201034
GD650A-1 200417 thru 200989,200994,200995,
200997 thru 201034
GD650AW-1 200417 thru 200989,200994,200995,
200997 thru 201034
GD670A-1 200417 thru 200989,200994,200995,
200997 thru 201034
GD670AW-1 200417 thru 200989,200994,200995,
200997 thru 201034
CAUTION


INJURY.
FORTABLEOFCONTENTSSEEBACKOFCOVER
0694
METRIC CONVERSIONS
TABLE OF CONTENTS
CONTENTS PAGE
LOCATION ON MACHINE ............................ ........... . 1

DESCRIPTION .................................... ........... . 1
OPERATION ..................................... ........... . 4
SERVICE DIAGNOSIS .............................. ........... . 6
LUBRICANTS AND SEALANTS ........................ ........... . 7
TESTSANDADJUSTMENTS ......................... ........... . 7
PARKING/EMERGENCY BRAKE BLEEDING ........... ........... . 7
PARKING/EMERGENCY BRAKE ADJUSTMENT ........ ........... . 8
SERVICING ...................................... ........... . 8
REMOVAL .................................... ........... . 8
Method One ................................ ........... . 9
MethodTwo ................................ ........... . 9
MethodThree ............................... ........... . 9
DISASSEMBLY ................................. ........... . 11
CLEANING AND INSPECTION ..................... ........... . 12
REASSEMBLY ................................. . 13
INSTALLATION ................................. . . . . . . . . . . . . 13
SHOP MANUAL SECTION K-04.20K
LOCATION ON MACHINE
The parking/emergency brake caliper is mounted to the input quill assembly of the final drive.
DESCRIPTION
5679.0
Fiigure 1 EXPLODED VIEW OF PARKING BRAKE LINES
LEGEND FOR PARKING BRAKE LINES
orientation to each other while servicing the parking brake lines. Some components mentioned during service
1. BLOCK, JUNCTION 5. ELBOW - 90”

2. O-RING 6. O-RING
3. CONNECTOR 7. BRAKE, PARKING (SEE Figure 2)
4. HOSE 8. AXLE, REAR
1
5650.01
Figure 2 EXPLODED VIEW OF PARKING BRAKE
LEGEND FOR PARKING BRAKE
orientation to each other while servicing the parking brake. Some components mentioned during service procedure
1. BOLT 7. BRACKET, PARKING BRAKE

2. WASHER, FLAT 8. SPACER
3. DISK, PARKING BRAKE 9. BOLT
4. YOKE, INPUT 10. CALIPER ASSEMBLY, PARKING BRAKE (SEE
5. BOLT Figure 3)
6. WASHER, FLAT 11. PIN, SPLIT
12. NUT
2
5649
igure 3 EXPLODED VIEW OF PARKING BRAKE CALIPER
LEGEND FOR PARKING BRAKE CALIPER
orientation to each other while servicing the parking brake caliper. Some components mentioned during service
1. PAD, BRAKE 11. SCREW, SET

KIT, SEAL 12. NUT, HEX
2. SEAL, DUST 13. BOLT
3. .O-RING 14. NUT, CASTLE
4. SEAL, OIL 15. PIN, SPLIT
5. SEAL, DUST 16. BODY
6. STRUT 17. BLEEDER
7. PISTON 18. CAP, DUST
8. SET, SPRING
9. RING
10. RING, LOCK
OPERATION
The following is a detailed explanation and theory of operation of the parking/emergency brake caliper.
The caliper and the two identical brake pads, slide freely on the mounting bolts securing it to the mounting bracket.
Upon application of the brake the tangential force is transferred, depending on the direction of disc rotation to one
of the mount bolts.
Clamping force, generated by the internal belleville washers causes the piston together with the adjustment set,
strut and brake pad to move towards the brake disc. When the brake pad makes contact with the brake disc,
reaction forces on the ring cause the caliper to slide on the mounting bolts until pressure equalizes on both brake
pads, thus preventing the brake disc from rotating.
The brake is released by oil pressure being applied to the piston contained with in the caliper. The oil pressure
compresses the belleville springs, and in turn allows the brake disc to rotate.
The brake circuit also has accumulators which provide back-up hydraulic oil pressure in the event that an engine
failure or some other malfunction may occur.
- IMPORTANT -
In the event that the parking/emergency brake caliper needs service, remember that the
accumulators in the circuit are pressurized at all times. If uncertain whether the circuit or component
to be service is pressurized, use the following procedure to depressurize the circuit.
4
A. Shutdown engine.

A
from accumulator.

(3.8 0) container.
1 aK3*c
each accumulator.
SERVICE DIAGNOSIS
Parking/emergency brake does Parking/emergency brake release Open parking/emergency brake

not release. valve (1, Figure 6) was left release valve (1, Figure 6).
closed, preventing hydraulic oil
pressure from ‘RELEASING”
brake.
Malfunctioning brake solenoid Check for electrical power to

valve. brake solenoid valve (located in
junction block).
NOTE: If no power to solenoid

valve is detected, check
switch in shift console
and shifter.
Check that solenoid valve is not

stuck. Remove and clean.
A
WARNING! Relieve
pressure in
accumulators.
Check seals, and replace if

necessary.
A
WARNING! Relieve
pressure in
accumulators.
Seals in parking/emergency brake Remove caliper and replace

caliper are leaking. This is seals.
indicated by hydraulic oil on
caliper.
Air in system. Bleed circuit. See

“Parking/Emergency Brake
Steering and brake system not Check steering and brake system
developing sufficient pressure. pressure. See “Hydraulic
Troubleshooting” section for test
NOTE: This will also result in loss procedure.
of steering and/or
sluggish steering and
insufficient normal service
brakes.
6
Parking/emergency brake does Worn brake pads. Adjust caliper. Refer to

not hold. “Parking/Emergency Brake
Adjustment” section of this
manual for proper adjustment
procedure.
Broken and/or cracked springs Replace springs.

(belleville washers).
Oil on pads. Replace pads.
Never-Seize
PARKING/EMERGENCY BRAKE BLEEDING
2. Attach a clear plastic tube to parking/emergency brake caliper bleeder screw. Place other end of tube into a
container with clean hydraulic oil.
accumulators filled, “RELEASE” and “APPLY” parking/emergency brake switch several times.
6. With engine shutdown, open caliper bleeder screw. Turn ignition key “ON” BUT DO NOT START ENGINE.
7. Move parking/emergency brake switch to “RELEASED” position. This will cause hydraulic oil in the accumulator
to purge air from parking/emergency brake system.
holding oil.
PARKING/EMERGENCY BRAKE ADJUSTMENT
A WARNING! For safe operation, it is imperative that the parking/emergency

correctly adjusted and in proper working order.
brake always be kept
The parking/emergency brake assembly is mounted to the rear axle assembly. The parking/emergency brake is
a spring applied hydraulically released mechanism. Under normal conditions, no periodic service adjustment is
required. When brake is released, a 0.015 In. (0.381 mm) to 0.125 In. (3.175 mm) gap is acceptable.
1. Park grader on a level surface. Rest moldboard and all

accessories solidly on ground.
3. Switch parking/emergency brake switch to

“RELEASED” position.
NOTE: Parking/emergency brake caliper is spring

applied and hydraulically released.
4. With one person in cab, have another person remove

dust seal (1, Figure 5) from parking/emergency brake
caliper (2).
-
15890
5. With caliper still pressurized, loosen hex nut (3, Figure 5 MANUAL RELEASE 0FBRAKE CALIPEF
Figure 5) and turn adjustment set screw (4) clockwise
(“IN”) until both brake pads (5 and 6) are in solid contact with brake disc (7).
6. With both brake pads (5 and 6, Figure 5) in contact with disc (7), turn adjustment set screw (4) “OUT” until
0.030 In. (0.762 mm) clearance is obtained. Then tighten hex nut (3) to hold it in position.
7. Install dust seal (1, Figure 5) on caliper (2).
SERVICING
installation of the parking/emergency brake caliper.
REMOVAL
8
3. Release parking/emergency brake using one of the following methods.
A. Method One - Use this removal procedure when

engine is operative, and all hydraulic systems are
operative, and brake pads need replacing.
1) Parking/emergency brake must be set.
2) Place blocks in front of and behind each tire to

prevent movement of grader when
parking/emergency brake is “RELEASED.”
3) Start engine and “RELEASE”

parking/emergency brake.
4) With parking/emergency brake “RELEASED,”

turn parking/emergency brake release valve (1,
Figure 6) fully CW to close it and hold caliper in Figure 6 PARKING/EMERGENCY BRAKE
“RELEASED” position. RELEASE VALVE
5) With caliper “RELEASED,” shutdown the engine
B. Method Two - Use this removal procedure when, engine is inoperative, and parking/emergency brake
caliper is able to be hydraulically released by using a port-a-power and/or some other auxiliary pump.
2) Place blocks in front of and behind each tire to prevent movement of grader when parking/emergency
brake is “RELEASED.”
3) Turn parking/emergency brake release valve (1, Figure 6) fully CW to close it.
4) Attach a port-a-power of other auxiliary pumping device, to quick connect fitting (2, Figure 6). Pump
hydraulic fluid into system through quick connect fitting until caliper releases. Once caliper is released
remove port-a-power or pumping device.
1
C. Method Three - Use this removal procedure when
caliper is unable to be released hydraulically.

3) Remove dust seal (1, Figure 7) from

parking/emergency brake caliper (2). Loosen
hex nut (3) and turn adjustment set screw (4)
counterclockwise (“OUT”) until brake pads (5
and 6) are clear of brake disc (7).
15890
Figure 7 MANUAL RELEASE OF BRAKE CALIPEF

4. Remove cotter pin (1, Figure 8), castle nut (2) and bolt
(3) from each end of parking/emergency brake caliper
(4) and parking brake bracket (5).
lop
A WARNING! Do not place fingers between

caliper brake pads.
5. With caliper (4, Figure 8) removed from parking brake

bracket (5), turn parking/emergency brake release valve
(1, Figure 6) fully CCW to open it, and allow the caliper
return to the “APPLIED” position. This should relieve all
hydraulic oil pressure.
NOTE: If only brake pads need replacement, do not

disconnect caliper from hydraulic oil hose.
6. Disconnect hose (4, Figure 1) from elbow (5). Plug hose to prevent contamination from entering hydraulic oil
system.
7. Remove elbow (5, Figure 1) and O-ring (6) from caliper (4, Figure 8). Plug port in caliper to prevent
contamination from entering it.
10
DISASSEMBLY
5649
Figure 9 EXPLODED VIEW OF PARKING BRAKE CALIPER
1. Cotter pins (15, Figure 9), castle nuts (14) and bolts (13) should have been removed during removal.
2. Slide brake pads (1, Figure 9) out of body (16). They are held in position by bolts (13).
3. Remove dust seal (5, Figure 9) from body (16).
4. Loosen hex nut (12, Figure 9), and unscrew set screw (11) from end of piston (7).
5. Using a suitable arbor press and adaptor, depress ring (9, Figure 9) and remove lock ring (10) from body (16).
6. Remove ring (9, Figure 9), spring set (8), piston (7), and strut (6) from body (16).
NOTE: Dust seal (2) seats in groove in end of strut (6).
11
7. Remove dust seal (2, Figure 9) O-ring (3) and oil seal (4) from body (16).
8. Remove dust cap (18, Figure 9) and bleeder (17) from body if replacement is necessary.
Some of the following information may not apply to the particular


installation.
12
7. If brake pad material is less than 0.0625 In. (1.588 mm) thick the pads should be replaced.
REASSEMBLY
1. Install bleeder (17, Figure 9) and dust cap (18 in body, if replacement was necessary
2. Install dust seal (2, Figure 9), O-ring (3) and oil seal (4) in body (16).
NOTE: Cupped side of oil seal (4) must face bottom of piston cavity in body.
3. Install strut (6, Figure 9), piston (7), spring set (8), piston (7), and ring (9) in body (16).
NOTE: Dust seal (2) seats in groove in end of strut (6).
NOTE: Coat spring set (8) with never-seize. The spring set consists of six be//evil/e washers that are paired
in sets of two. The 0.D of the first two pairs installed must touch each other, while the I.D. of the last
set installed must contact the second set I.D. This arrangement leaves the 0. D. of the last set installed
in contact the inner surface of ring (9). Refer to the cross section of caliper shown in Figure 5.
4. Using a suitable arbor press and adaptor, depress ring (9, Figure 9) and install lock ring (10) in body (16).
5. Install set screw (11, Figure 9) and hex nut (12) in end of piston (7).
6. lnstal dust seal (5, Figure 9) on body (16).
7. Slide brake pads (1, Figure 9) into body (16). They are held in position by bolts (13).
8. Cotter pins (15, Figure 9), castle nuts (14) and bolts (13) be installed during installation.
INSTALLATION
1. Install O-ring (6, Figure 1) and elbow (5) in caliper (4, Figure 10).
2. Connect hose (4, Figure 1) to elbow (5).
A WARNING! Be careful not to get hydraulic oil on caliper brake pads.
13
3. Turn parking/emergency brake release valve (1,

Figure 11) fully CCW to open it.
4. Start engine and “RELEASE” parking/emergency brake.
5. With parking/emergency brake “RELEASED,” turn

parking/emergency brake release valve (1, Figure 11)
fully CW to close it and hold caliper in “RELEASED”
position.
6. With caliper “RELEASED,” shutdown the engine.
7. Slide caliper (4, Figure 10) over parking brake disc and
align mounting holes with parking brake bracket (5).
Install a bolt (3), castle nut (2) and cotter pin (l), in 16361
each end of caliper. Figure 10
8.
A
Turn
WARNING!
parking/emergency
Do not place fingers
brake release
valve (1,
Figure 11) fully CCW to open it.
9. Disconnect port-a-power or other auxiliary pumping

device from quick connect fitting (2, Figure 1 l), if
connected during removal procedure.
10. Refer to “Parking/Emergency Brake Adjustment” section

of this manual for proper adjustment procedure.
NOTE: If hose leading to parking/emergency brake

caliper was disconnected, the caliper will have
to be bleed. See “Parking/Emergency Brake
1 \ \Y/I 16974
Figure 11
14
K-04.30K
PARKING BRAKE CALIPER

(MIco)
GD530A-1 200990 THRU 200993, 200996,

201035 & Up
GD530AW-1 200990 THRU 200993, 200996,
201035 & Up
GD650A-1 200990 THRU 200993, 200996,
201035 & Up
GD650AW-1 200990 THRU 200993, 200996,
201035 & Up
GD670A-1 200990 THRU 200993, 200996,
201035 & Up
GD670AW-1 200990 THRU 200993, 200996,
201035 & Up
CAUTION


INJURY.
0594
METRIC CONVERSIONS
TABLE OF CONTENTS
CONTENTS PAGE
INTRODUCTION ............................................... . 2
OPERATION ................................................. . 6
TROUBLESHOOTING ........................................... . 8
SERVICING .................................................. . 9
REMOVAL ................................................ . 9
Method One ............................................ . 9
MethodTwo ............................................ . 10
MethodThree ........................................... . 10
BRAKE LINING REPLACEMENT ................................ . 11
DISASSEMBLY ............................................. . 11
REASSEMBLY ............................................. . 16
INSTALLATION ............................................. . 18
PARKING/EMERGENCY BRAKE BLEEDING ....................... . 19
PARKING/EMERGENCY BRAKE ADJUSTMENT .................... . 20
INTRODUCTION
‘p ‘i
G04BH004
Figure 1 EXPLODED VIEW OF PARKING BRAKE CALIPER INSTALLATION
2
LEGEND FOR PARKING BRAKE CALIPER INSTALLATION
1 BOLT 7 BRACKET, PARKING BRAKE

2 WASHER, FLAT 8 CALIPER ASSEMBLY, PARKING BRAKE
3 DISK, PARKING BRAKE 9 BOLT
4 YOKE, INPUT 10 WASHER, FLAT
5 BOLT 11 NUT, HEX
6 WASHER, FLAT
17
I6
G04BH005
Figure 2 EXPLODED VIEW OF PARKING BRAKE CALIPER
4
LEGEND FOR PARKING BRAKE CALIPER
BOLT 10 SCREW, SET

WASHER, LOCK 11 NUT, JAM
COVER 12 PISTON
SEAL, WIPER 13 ROD, PUSH
RING, BACK-UP 14 PISTON
O-RING 15 HOUSING
O-RING 16 FITTING, BLEEDER
RING, BACK-UP 17 FITTING, GREASE
SPRING, BELLEVILLE
OPERATION
The following is an explanation and theory of operation of the parking/emergency brake caliper.
The caliper slides freely on the pin securing it to the mounting bracket. Upon application of the brake the tangential
force is transferred, depending on the direction of disc rotation to the pin and mounting bracket.
Clamping force, generated by the internal belleville washers causes the piston together with the adjustment set,
strut and brake lining to move towards the brake disc. When the brake lining makes contact with the brake disc,
reaction forces on the ring cause the caliper to slide on the mounting pin until pressure equalizes on both brake
linings, thus preventing the brake disc from rotating.
The brake is released by oil pressure being applied to the piston contained with in the caliper. The oil pressure
compresses the belleville springs, and in turn allows the brake disc to rotate.
The brake circuit also has accumulators which provide backup hydraulic oil pressure in the event that an engine
failure or some other malfunction may occur.
- IMPORTANT -
In the event that the parking/emergency brake caliper needs service, remember that the
I accumulators in the circuit are pressurized at all times. If uncertain whether the circuit or component
to be service is pressurized, use the following procedure to depressurize the circuit.
6
A. Shutdown engine.

A
from accumulator.

(3.8 0) container.

Figure 3
several times. This will release hydraulic fluid from
each accumulator.
TROUBLESHOOTING
Parking/emergency brake does Parking/emergency brake release Open parking/emergency brake

not release. valve (1, Figure 4) was left release valve (1, Figure 4).
closed, preventing hydraulic oil
pressure from ‘RELEASING”
brake.
Malfunctioning brake solenoid Check for electrical power to

valve. brake solenoid valve (located in
junction block).
NOTE: If no power to solenoid

valve is detected, check
switch in shift console
and shifter.
Check that solenoid valve is not

stuck. Remove and clean.
A
WARNING! Relieve
pressure in
accumulators.
Check seals, and replace if

necessary.
A
WARNING! Relieve
pressure in
accumulators.
Seals in parking/emergency brake Remove caliper and replace

caliper are leaking. This is seals.
indicated by hydraulic oil on
caliper.
Air in system. Bleed circuit. See

“Parking/Emergency Brake
Steering and brake system not Check steering and brake system
developing sufficient pressure. pressure. See “Hydraulic
Troubleshooting” section for test
NOTE: This will a/so result in loss procedure.
of steering and/or
sluggish steering and
insufficient normal service
brakes.
8
Parking/emergency brake does Worn brake pads. Adjust caliper. Refer to

not hold. “Parking/Emergency Brake
Adjustment” section of this
manual for proper adjustment
procedure.
Broken and/or cracked springs Replace springs.

(belleville washers).
Oil on pads. Replace pads.
SERVICING
installation of the parking brake caliper.
REMOVAL
3. Release parking/emergency brake using one of the following methods.
A. Method One - Use this removal procedure when

engine is operative, and all hydraulic systems are
operative, and brake pads need replacing.

3) Start engine and “RELEASE” parking/emergency

brake.
4) With parking/emergency brake “RELEASED,”

turn parking/emergency brake release valve (1,
Figure 4) fully CW to close it and hold caliper in
“RELEASED” position.
5) With caliper “RELEASED,” shutdown the engine.

B. Method Two - Use this removal procedure when, engine is inoperative, and parking/emergency brake
caliper is able to be hydraulically released by using a port-a-power and/or some other auxiliary pump.
2) Place blocks in front of and behind each tire to prevent movement of grader when parking/emergency
brake is “RELEASED.”
3) Turn parking/emergency brake release valve (1, Figure 4) fully CW to close it.
4) Attach a port-a-power of other auxiliary pumping device, to quick connect fitting (2, Figure 4). Pump
hydraulic fluid into system through quick connect fitting until caliper releases. Once caliper is released
remove port-a-power or pumping device.
C. Method Three - Use this removal procedure when

caliper is unable to be hydraulically released.

3) Loosen hex nut (1, Figure 5) and turn adjustment

set screw (2) counterclockwise (“OUT”) until
brake pads (3 and 4) are clear of brake disc.
Figure 5 MANUAL RELEASE OF BRAKE

CALIPER
4. Remove four hex nuts, eight flat washers and four bolts
(1, Figure 6) securing caliper mount assembly (2) to
parking brake bracket (3).
5.
caliper brake pads.
between
With caliper mount assembly (2, Figure 6) and caliper (4)

removed from parking brake bracket (3) turn
parking/emergency brake release valve (1, Figure 4) fully
CCW to open it, and allow the caliper return to the
“APPLIED” position. This should relieve all hydraulic oil
pressure.
6. Disconnect hose from fitting (5, Figure 6). Plug hose to Figure 6
prevent contamination from entering hydraulic oil system.
7. Remove fitting (5, Figure 6) and O-ring from caliper (4). Plug port in caliper to prevent contamination from
entering it.
10
BRAKE LINING REPLACEMENT
1. Place caliper (1, Figure 7) in a soft jawed

vise with disc clearance slot facing up.
NOTE: Clamping should be done at the

sides of the caliper on the
machined surfaces.
2. Remove two pan head screws (2,

Figure 7). Using a thin blade tool, pry
lining (3) from housing. Remove lining
through disc clearance slot.
3. Loosen lock nut (4, Figure 7) on

adjustment screw (5).
4. Force lining assembly (6, Figure 7) from 1 I

I I
housing bore by advancing adjusting I I
I
screw (5). Remove lining assembly
through disc clearance slot.
Figure 7
5. Install new lining assembly (6, Figure 7) by
inserting into housing bore through disc clearance slot.
6. Install two bushings (7, Figure 7) into new lining pad (3). Then install pad into housing through disc clearance
slot. Line up holes in lining with holes in housing. Secure lining to housing using two pan head screws (2).
DISASSEMBLY
1. Remove caliper (1, Figure 8) from pin (2).
2. Remove hex nut (3, Figure 8) and lock washer (4) that
secure pin to mounting bracket (5), if replacement of pin
or bracket is necessary.
:igure 8
11
G04BH005
Figure 9 PARKING BRAKE CALIPER
3. Loosen lock nut (11, Figure 9) on adjustment screw (10). Remove adjustment screw from piston (12).
4. Place caliper in a soft jawed vise with end cap (3, Figure 9) in a vertical position.
NOTE: Clamping should be done at the sides of the caliper on the machined surfaces.
5. Remove four bolts (1, Figure 9) and lock washers (2) that secure end cap (3) to housing (15).
6.
A WARNING!
released.
Loosen assembly
Remove seal (4, Figure 9) from end cap (3).

bolts evenly in criss-cross pattern until spring preload is
12
7. Remove belleville springs (9, Figure 9).
NOTE: Take notice as to the stacking sequence of belleville springs.
8. Remove piston (12, Figure 9) from bore of housing (15). Then remove O-ring (6) and back-up ring (5) from
piston. Push rod (13) should come out with piston.
9. Remove piston (14, Figure 9) from bore of housing (15). Then remove O-rings (6 and 7) and back-up rings (5
& 8) from piston.
13
Some of the following information may not apply to the particular


installation.
14
15
REASSEMBLY
G04BH005
_. __ _ _ -._.. .A _-. .__ A _. .__-
FIgWe 10 l-‘HliKINti l5HHKt C;HLIl-‘tll
1. Lubricate all O-rings and back-up rings, from seal kit, in clean system fluid.
2. Install new wiper seal (4, Figure lo), O-rings (6 and 7) and back-up rings (5 and 8) from seal kit. Make sure
back-up rings are installed in proper position in grooves.
NOTE: When installing back-up rings, it is essential that surfaces of diagonal splice match with each other after
back-up ring is installed in groove.
3. Lubricate bore of housing (15, Figure IO) and pistons (12 and 14) with clean system fluid.
16
4. Install piston (14, Figure 10) into bore of housing (15).
NOTE: When inserting piston, be careful not to pinch O-ring on inlet ports.
5. Make sure push rod (13, Figure IO) is in bore of piston (12). Then install piston (10) into bore of housing (15).
6. Fully lubricate threads of adjustment screw (10, Figure IO) and lock nut (11) with a heavy, water-proof grease.
Then install adjusting screw lock nut assembly into end of piston (12)
7. Install belleville springs (9, Figure 10) over end of piston

(10) following stacking sequence shown in Figure Il.
NOTE: The spring nearest the end cap should contact

the end cap on its outside diameter.
8. Install end cap (3, Figure 10) with lock washers (2) and
assembly bolts (1). Tighten assembly bolts from 22 - 27
Ibf ft (3.0 - 3.7 kgam).
A WARNING! Tighten assembly

and in criss-cross pattern.
bolts evenly
Figure 11
9. Install lock washer (4, Figure 12) and hex nut (3) to
secure pin (2) to mounting bracket (5), if replacement of
pin or bracket was necessary.
10. Slide caliper (1, Figure 12) on pin (2).
NOTE: Coat pin with grease.
Figure 12
17
INSTALLATION
1. Install O-ring and fitting (5, Figure 13) in caliper (4).
2. Connect hose to fitting (5, Figure 13).
3. Start engine and “RELEASE” parking/emergency brake.
4. With parking/emergency brake “RELEASED,” turn

parking/emergency brake release valve (1, Figure 4) fully
CW to close it and hold caliper in “RELEASED” position.
5. With caliper “RELEASED,” shutdown the engine.
6. Install four bolts, eight flat washers and four hex nuts (1,
Figure 13) to secure caliper mount assembly (2) to
parking brake bracket (3). Tighten bolts from
Figure 13
100 - 110 Ibf ft (13.8 - 15.2 kgam).
7.
A WARNING! Do not place fingers between caliper brake pads.
With caliper mount assembly (2, Figure 13) and caliper (4) mounted on parking brake bracket (3), turn
parking/emergency brake release valve (1, Figure 4) fully CCW to open it, and allow caliper to return to the
“APPLIED” position. This should relieve all hydraulic oil pressure.
8. After caliper is installed, it must be bleed and adjusted.
18
PARKING/EMERGENCY BRAKE BLEEDING
2. Attach a clear plastic tube to parking/emergency brake caliper bleeder screw. Place other end of tube into a
container with clean hydraulic oil.
accumulators filled, “RELEASE” and “APPLY” parking/emergency brake switch several times.
6. With engine shutdown, open caliper bleeder screw. Turn ignition key “ON” BUT DO NOT START ENGINE.
7. Move parking/emergency brake switch to “RELEASED” position. This will cause hydraulic oil in the accumulator
to purge air from parking/emergency brake system.
holding oil.
19
PARKING/EMERGENCY BRAKE ADJUSTMENT

The parking/emergency
brake assembly is mounted to the rear axle assembly. The parking/emergency brake is
required. When brake is released, a 0.012 In. (0.305 mm) gap is acceptable.
1. Park grader on a level surface. Rest moldboard and all

accessories solidly on ground.
3. Switch parking/emergency brake switch to “RELEASED”

position.
NOTE: Parking/emergency brake caliper is spring applied

and hydraulically released.
4. With one person in cab, have another person, loosen hex

nut (1, Figure 14) and turn adjustment set screw (2)
clockwise (“IN”) until both brake pads (3 and 4) are in
solid contact with brake disc.
Vlgure 14
5. With both brake pads (3 and 4, Figure 14) in contact with

disc, turn adjustment set screw (2) “OUT” until 0.012 In.
(0.305 mm) clearance is obtained. Then tighten hex nut
(1) to hold it in position.
20
SHOP MANUAL K-l 1 .I OK
R2
BRAKE VALVE
(REXROTH)
GD530A SERIES 200840 thru 200962

GD530AW SERIES 200840 thru 200962
CAUTION


INJURY.
0695
METRIC CONVERSIONS
SHOP MANUAL SECTION K-l 1 .lOK
TABLE OF CONTENTS
CONTENTS PAGE
LOCATION ON MACHINE ................ . . . . ....................

DESCRIPTION ........................ . . . . ....................
OPERATION ......................... . . . . ....................
LUBRICANTS AND SEALANTS ............ . . . . ....................
SPECIAL TORQUES .................... . . . . ....................
TESTS AND ADJUSTMENTS ............. . . . . ....................
BRAKE PEDAL ADJUSTMENT ......... . . . .
FINAL DRIVE BRAKE BLEEDING . . . . . . . . . . ............. . . . .
SERVICING ..................... . . . . . . . . ............. . . . .
REMOVAL ................... . . . . . . . . ............. . . . .
DISASSEMBLY ................ . . . . . . . . ............. . . . .
CLEANING AND INSPECTION .... . . . . . . . . ............. . . . .
REASSEMBLY ................ . . . . . . . . ............. . . . .
INSTALLATION ................ . . . . . . . . ............. . . . .
1 R2
LOCATION ON MACHINE
The brake valve is located under the operators cab just behind the brake pedal linkage.
DESCRIPTION
_._ .__--_. .._ 5679.0'

EXPLODED VIEW OF BASIC HYDRAULICS BRAKE LINES
R2 2
LEGEND FOR BASIC HYDRAULICS BRAKE LINES
orientation to each other while servicing the basic hydraulics brake lines. Some components mentioned during
1. TANK, HYDRAULIC OIL 12. O-RING

2. HOSE 13. VALVE, BRAKE CHECK
3. TEE 14. HOSE
4. TUBE 15. CONNECTOR, REDUCING
5. CONNECTOR 16. O-RING
6. O-RING 17. ACCUMULATOR
7. ELBOW - 45” 18. CLAMP
8. VALVE, BRAKE 19. HOSE
9. HOSE 20. CONNECTOR OR TEE
10. TEE 21. O-RING
11. ELBOW, REDUCING 22. BLOCK, JUNCTION
R2
_. _ -._-.---- ...-._.
-_ ..____ _ 5679.02
prgure 2 txFLUUtU VIEW OF HYDRAULIC BRAKE LINES
LEGEND FOR HYDRAULIC BRAKE LINES
orientation to each other while servicing the hydraulic brake lines. Some components mentioned during service
1. VALVE, BRAKE 6. ELBOW - 90”

2. O-RING 7. HOSE
3. ADAPTOR 8. CONNECTOR
4. SWITCH, BRAKE PRESSURE 9. O-RING
5. O-RING IO. AXLE, REAR
R2 4
L
5690
F igure 3 EXPLODED VIEW OF BRAKE VALVE LINKAGE
LEGEND FOR BRAKE VALVE LINKAGE
orientation to each other while servicing the brake valve linkage. Some components mentioned during service
1. PEDAL, BRAKE 3. BOLT

2. VALVE, BRAKE 4. WASHER, FLAT
R2
rlyura L) Cni-LuUCU VICVV UT Ui-HKt VALVE
LEGEND FOR BRAKE VALVE
orientation to each other while servicing the brake valve. Some components mentioned during service procedure
1. BODY, BRAKE VALVE 14. PISTON, ACTUATOR

2. BODY, BRAKE VALVE 15. RETAINER, SPRING
3. WASHER, FLAT 16. SPRING, REGULATOR - BROWN
4. BOLT, HEX SOCKET - M8 X 25 17. TUBE, ACTUATOR
5. SPACER KIT, BRAKE VALVE SEAL
6. SPRING, CENTER BIAS 18. SEAL, SHAFT
7. RING, RETAINING 19. COVER, DUST
8. SPOOL, BRAKE VALVE 20. .O-RING
9. O-RING 21. .PLUG
10. RING, BACKUP 22. .O-RING
11. RETAINER, PISTON 23. SPRING, CENTER BIAS
12. RING, RETAINING 24. .RING, RETAINING
13. RING. RETAINING 25. SPOOL, BRAKE VALVE
N/I ADAPTOR
R2 6
OPERATION
The following is a detailed explanation and theory of operation of the brake valve.
The dual circuit power brake valve regulates brake line pressure in both brake line circuits proportional to operating
force. In the event of any single circuit failure, the remaining brake valve spool’s operation is unaffected and the
operating force remains unchanged.
The dual circuit power brake valve consists of; brake valve bodies (1 and 2, Figure 5), brake valve spools (3),
regulator spring (4), actuator tube (5), and center bias springs (6 and 7).
The operator when pressing on the brake pedal, depresses the actuator tube (5, Figure 5). The regulator spring
(4) strokes both brake valve spools (3) causing the ‘IT” ports to close off and open the “Bl” and “B2” supply ports
to system pressure from the steering and brake pump. In the event of and emergency the accumulators flow
through the “PI” and “P2” ports respectively to supply pressure. The pressure build up in the “Bl” and “B2” ports
are channeled to the center bias spring chambers (6 and 7). When operator force is equal to feedback force
developed in the center bias spring chamber, the brake valve spools move to a blocked center condition closing
off “P,” Cc
T,” and “B” ports simultaneously. When the operator removes his force, the center bias springs return the
brake valve spools to the standby condition.
Pressure synchronization between the brake valve spools is accomplished by using the feedback pressure from
brake valve spool in housing (1, Figure 5) as the actuating pressure for brake valve spool in housing (2); chamber
(6) is common to both valve spools.
G04AROOl
Figure 5
Lubriplate
R2
SPECIAL TORQUES
Brake Valve Body Connecting Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Ibf ft (2.4 kg*m)

Brake Pedal Adjustment Jam Nut and Self-locking . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115 Ibf ft (15.9 kg*m)
BRAKE PEDAL ADJUSTMENT
Service Brakes Must Be Adjusted To Ensure That:
1. Brake discs are never dragging once pedal is released.
2. Full brake line pressure is achieved when pedal is pushed to floorboard.
3. Excess force is never applied to a bottomed piston in brake valve.
Three (3) Areas Are Involved In Proper Brake Adjustment:
1. Free pedal clearance.
2. Pedal floorboard stop.
3. Full brake valve stroke.
See references “A” and “B”

in Figure 6.
Free pedal clearance;
Reference “A” adjustment is

to make sure that brake valve
(1, Figure 6) is not applied
when pedal (3) is released.
With brake pedal released,

gap clearance between brake
lever and brake valve piston
(A, Figure 6) must be 0.010 -
0.030 In. (0.254 - 0.762 mm).
To increase gap clearance,
screw in bolt (2). To reduce
gap, screw out bolt (2). 0.010 0.030
REAR WORK
FREE PEDAL
Tighten jam nut on bolt (2). & SWITCH
PORTS
igure 6 BRAKE PEDAL FREE PEDAL
R2 8
NOTE: (a) Be sure, when pedal is up in brake released position, that nut (5, Figure 6) or lever does not interfere
with floorboard or rubber boot, before bolt (2) does.
(b) Brake valve spool can over travel its “NEUTRAL” position if pedal is released quickly. During
adjustment procedures, always release pedal slowly. If valve spool over-travels, it may continue to
touch the lever and incorrectly indicate that an air gap (A, Figure 6) (free pedal) has not been achieved.
Pedal floorboard stop;
Once you have adjusted Reference “A,” you are ready to make sure that when the pedal (3, Figure 6) is pushed
to the floor, two (2) things take place:
1. That brake valve piston will open all the way allowing full brake pressure.
2. That foot pedal (3, Figure 6), stops against adjusting bolt (4) on floor board, and is not pushing against a piston
that is bottomed in the valve (1).
A
WARNING! Excessive force applied to brake valve piston, which is already at full stroke, could
cause brake valve damage.
Adjustment of Reference “B” (Figure 6) is accomplished by:
1. Loosen floorboard pedal stop bolt (4, Figure 6) jam nut.
2. Turn bolt (4, Figure 6) clockwise until it is down to the lowest height. (Against floorboard).
3. Depress brake pedal (3, Figure 6) slowly until you feel it stop. Check and see if you have clearance between
the pedal (3) and floorboard pedal stop bolt (4).
If there is not any clearance between stop bolt (4, Figure 6) and pedal (3), it means that your pedal stop was due
to the foot pedal hitting the stop bolt (4) and not due to the valve going to full open position.
You must loosen the top and bottom nuts (5 and 6, Figure 6) on the foot pedal rod and adjust it to raise the foot
pedal slightly to provide the clearance needed.
Depress pedal again until it stops; if you now have clearance between the floorboard stop bolt (4, Figure 6) and
the back of the pedal (3), you know that you are at full open stroke on the brake valve.
(Do not push beyond the stop point as this is the piston bottoming out in the valve body.)
If you have over 0.250 In. (6.350 mm) clearance between the bottom of the pedal (3, Figure 6) and the stop bolt
(4), you should adjust the pedal rod back down to no more than 0.250 In. (6.350 mm). The reason for this is that
when you are finished, you do not want the brake pedal return position to be any higher from the floorboard than
need be. Align brake pedal footpad and tighten top and bottom nuts (5 and 6, Figure 6).
Again, hold the pedal (3, Figure 6) down until it stops, unscrew the floorboard pedal stop bolt (4) raising it up until
it touches the bottom of the pedal (3). Once it touches the back of the pedal, unscrew (raise) it one more full turn
and tighten jam nut.
Your adjustment has now allowed you to get full brake valve travel and have the pedal (3, Figure 6) stop against
the floorboard stop bolt (4) and not against the brake valve piston (1). Reference “B.”
9 R2
SERVICING
installation of the brake valve.
REMOVAL
A
WARNING! Prior to disconnecting hoses and lines from hydraulic (wet) brake system, be sure
3. Disconnect negative (-) battery cables from batteries. There are pressure switches mounted to the brake valve
which have power to them even when the ignition key is turned off.
A. Shutdown engine.
B. Tag and disconnect brake hose (I, Figure 7) from

A
from accumulator.

(3.8 0) container.
D. With hoses in container depress foot brake pedal 1 @QTK.;

each accumulator.
E. Reconnect hose (I, Figure 7) to fitting (2) on each side of final drive (3).
5. Remove R.H. step to help aid access to brake valve.
A WARNING! Wires leading to pressure switches mounted

times, even when the ignition key is turned “OFF.”
too brake valve are live (hot) at all
11 R2
6. Tag and disconnect electrical leads from brake pressure switches (4, Figure 2).
7. Tag and disconnect all hoses from brake valve. Plug hoses to prevent contamination from entering hydraulic
system.
8. Remove two bolts (3, Figure 3) and flat washers (4) securing brake valve (2) to mounting bracket.
9. Remove tube, brake pressure switches and fittings from brake valve. Plug brake valve ports to prevent
contamination from entering valve.
DISASSEMBLY
Most of the parts that are contained in the brake valve are not serviceable items. There is a seal kit to replace most
of the O-rings and seals.
1. Remove two bolts (4, Figure 4) and flat washers (3) that secure brake valve bodies (1 and 2) together.
2. Separate brake valve bodies (1 and 2, Figure 4) from each other and remove O-ring (20).
NOTE: Spacer (5, Figure 4) and center bias spring (6) will come out at this time.
3. None of the items (21 thru 25, Figure 4) including brake valve body (1) are serviceable. Pressing on end of
brake valve spool (25) will indicate if the spring (23) is broken or that the spool is not free to move in the body.
4. None of the items (5 thru 17, Figure 4) including brake valve body (2) are serviceable. Remove dust cover (19,
Figure 4) from brake valve body (2) and actuator tube (17).
5. Remove actuator tube (17, Figure 4) and shaft seal (18) from brake valve body (2).
NOTE: Spring retainers (15, Figure 4) and spring (16) will come out of body with actuator tube.

R2 12
REASSEMBLY
1. Using a suitable adaptor, press shaft seal (18) flush into end of brake valve body (2).
NOTE: Lip of shaft seal must point in. Once installed coat lip of seal with lubriplate.
2. None of the items (5 thru 17, Figure 4) including brake valve body (2) are serviceable. Install spring retainers
(15, Figure 4) in ends of spring (16). Slide retainers and spring into actuator tube (17). Position actuator tube
assembly into brake valve body making sure that spring retainer is properly seated on piston retainer.
3. Install dust cover (19, Figure 4) on brake valve body (2) and actuator tube (17).
4. Install O-ring (20) on end of brake valve body (2).
5. Place spacer (5, Figure 4) and center bias spring (6) between brake valve bodies (1 and 2). Secure brake valve
bodies together with two flat washers (3) and bolts (4). Tighten bolts to 17 Ibf ft (2.4 kg*m).
INSTALLATION
1. Install fittings, brake pressure switches and tubes on brake valve.
2. Securing brake valve (2) to mounting bracket with two flat washers (4) and bolts (3, Figure 3).
3. Connect all hoses to brake valve as tagged during removal.
4. Connect electrical leads to brake pressure switches (4, Figure 2) as tagged during removal.
5. Install R.H. step that was removed to aid access to brake valve.
13 R2
6. Connect negative (-) battery cables to batteries.
7. Once the brake valve is installed the brake system should be bleed. See “Final Drive Brake Bleeding” section
of this manual.
8. The brake pedal linkage should be adjusted. See “Brake Pedal Adjustment” section of this manual.
9. Remove blocking from in front of and behind each tire.
R2 14
SHOP MANUAL K-l 1.30K
RI
BRAKE VALVE
(MIco)

CAUTION


INJURY.
0695
METRIC CONVERSIONS
SHOP MANUAL SECTION K-l 1.30K
TABLE OF CONTENTS
CONTENTS PAGE
DESCRIPTION ................. ....................... . 2

OPERATION .................. ....................... . 6
SERVICING ................... ....................... . 6
REMOVAL ................. ....................... . 6
DISASSEMBLY .............. ....................... . 8
CLEANING AND INSPECTION . . ....................... . 9
REASSEMBLY .............. ....................... . 11
INSTALLATION .............. ....................... . 12
TESTS AND ADJUSTMENTS ...... ....................... . 13
FINAL DRIVE BRAKE BLEEDING ....................... . 13
BRAKE PEDAL ADJUSTMENT . . . 13
1 Rl
DESCRIPTION
Figure 1 EXPLODED VIEW OF HYDRAULIC BRAKE LINES
LEGEND FOR HYDRAULIC BRAKE LINES
The exploded view shown in Figure 1 and the legend shown here, are to help identify parts and their orientation
to each other while servicing the hydraulic brake lines. Some components mentioned during service procedure may
1. VALVE, BRAKE 6. ELBOW - 90”

2. O-RING 7. HOSE
3. ADAPTOR 8. CONNECTOR
4. SWITCH, BRAKE PRESSURE 9. O-RING
5. O-RING 10. AXLE, REAR
Rl 2
19
-w
GlZBVO12
Figure 2 EXPLODED VIEW OF BRAKE PEDAL COMPONENTS
3 Rl
LEGEND FOR BRAKE VALVE LINKAGE
to each other while servicing the brake pedal components. Some components mentioned during service procedure
1 PAD, PEDAL 14 RING, RETAINING

2 PEDAL, ACCELERATOR 15 PIN
3 PEDAL, BRAKE 16 CAM
4 PEDAL, DECELERATOR 17 BOLT
5 BOOT 18 NUT, LOCK
6 NUT, HEX 19 PEDAL WELDMENT,
7 BOLT, SHOULDER ACCELERATOR/DECELERATOR
8 WASHER, BEARING BEARING, TEFLON
9 NUT, LOCK 20 SPRING, ACCELERATOR/DECELERATOR
10 BUMPER RETURN
11 NUT, HEX 21 PLATE WELDMENT, FLOOR
12 PEDAL WELDMENT, BRAKE
13 BEARING, TEFLON
Rl 4
GWAROO:
‘igure 3 EXPLODED VIEW OF BRAKE VALVE
LEGEND FOR BRAKE VALVE
to each other while servicing the brake valve. Some components mentioned during service procedure may only be
1 BOLT, HEX SOCKET 12 TUBE, ACTUATOR

2 WASHER, FLAT 13 RING, QUAD
3 VALVE 14 SEAL, SHAFT
4 BODY, BRAKE VALVE 15 BOOT
5 SPOOL, BRAKE VALVE 16 O-RING
6 SPACER 17 O-RING
7 RING, RETAINING 18 O-RING
8 RETAINER ASSEMBLY, SPRING 19 PLUG
9 SPRING, REGULATOR 20 SPRING
10 SPRING 21 SPOOL
11 SHIMS
Rl
OPERATION
The following is a detailed explanation and theory of operation of the brake valve.
The dual circuit power brake valve regulates brake line pressure in both brake line circuits proportional to operating
force. In the event of any single circuit failure, the remaining brake valve spool’s operation is unaffected and the
operating force remains unchanged.
SERVICING
installation of the brake valve.
REMOVAL
A
WARNING! Prior to disconnecting hoses and lines from hydraulic (wet) brake system, be sure
3. Disconnect negative (-) battery cables from batteries. There are pressure switches mounted to the brake valve
which have power to them even when the ignition key is turned off.
A. Shutdown engine.
B. Tag and disconnect brake hose (I, Figure 4) from

A
from accumulator.

(3.8 0) container.
D. With hoses in container depress foot brake pedal I @Qi3@cz

each accumulator.
E. Reconnect hose (I, Figure 4) to fitting (2) on each side of final drive (3).
Rl 6
5. Remove R.H. step (1, Figure 5) to help aid access to

brake valve (2).
A WARNING! Wires leading to pressure switches

mounted too brake valve are live (hot) at all
times, even when the ignition key is turned
“OFF.”
Figure 5
6. Tag and disconnect electrical leads (1, Figure 6) from

brake pressure switch (2).
NOTE: Units equipped with All Wheel Drive have two

pressure switches.
7. Tag and disconnect all hoses (3, Figure 6) from brake

valve (4). Plug hoses to prevent contamination from
entering hydraulic system.
8. Remove two bolts (3, ?) and flat washers (4) securing

brake valve (2) to mounting bracket.
Figure 6
9. Using a piece of plumbers strap (I, Figure 7), secure

internal parts of brake as shown, until brake valve is
ready to be disassembled.
IO. Remove brake pressure switches and fittings from brake

valve. Plug brake valve ports to prevent contamination
from entering valve.
17002
Figure 7
Rl
DISASSEMBLY
Most of the parts that are contained in the brake valve are not serviceable items. There is a seial kit to replace most
of the O-rings and seals.
G04AROO:
Ggure 8 EXPLODED VIEW OF BRAKE VALVE
1. Remove two bolts and plumbers strap from valve body (2, Figure 8).
2. Remove boot (15, Figure 8), shaft seal (14) quad ring (13) actuator tube (12), shims (11) springs (9 and 10)
and spring retainer assembly (8) from valve body (2).
3. Remove two socket head bolts (1, Figure 8) and flat washers (2) that secure brake valve bodies (3 and 4)
together.
4. Separate brake valve bodies (3 and 4, Figure 8) from each other and remove O-rings (16 and 17).
5. Slide brake valve spool (5, Figure 8) from valve body (2).
6. Do not remove retaining ring (7, Figure 8) and spacer (6) from valve body (2).
7. Remove plug (19, Figure 8), O-ring (18) and spring (20) from valve body (3).
8. Slide spool (21, Figure 8) out of valve body (3).
Rl 8

installation.
Rl
Rl 10
REASSEMBLY
gure 9 EXPLODED VIEW OF BRAKE VALVE
1. Slide spool (21, Figure 9) into valve body (3).
2. Install spring (20, Figure 9), O-ring (18) and plug (19) in valve body (3). Tighten plug from 40 - 50 Ibf ft (5.5 -
6.9 kgam).
3. Slide brake valve spool (5, Figure 9) into valve body (2).
4. Make sure O-rings (16 and 17, Figure 9) are properly positioned, and secure brake valve bodies (3 and 4) to
each other with two flat washers (2) and socket head bolts (1). Tighten bolts from 22 - 25 Ibf ft (3.0 - 3.5 kg*m).
NOTE: Apply Loctite #242 to socket head bolts.
5. Remove boot (15, Figure 9), shaft seal (14), quad ring (13), actuator tube (12), shims (11) springs (9 and 10)
and spring retainer assembly (8) from valve body (2).
11 Rl
6. Using a piece of plumbers strap (1, Figure lo), secure

internal parts of brake as shown, until brake valve is
ready to be mounted on the unit.
17002
INSTALLATION
1. Install fittings, brake pressure switches and tubes on

brake valve.
2. Securing brake valve (2, ?) to mounting bracket with two

flat washers (4) and bolts (3).
3. Connect all hoses (3, Figure 11) to brake valve (4) as

4. Connect electrical leads (1, Figure 11) to brake pressure

switch (2) as tagged during removal.
NOTE: Units equipped with All Wheel Drive have two

pressure switches.
Figure 11
5. Install R.H. step (1, Figure 12) that was removed to aid
access to brake valve (2).
6. Connect negative (-) battery cables to batteries.
7. Once the brake valve is installed the brake system should

be bleed. See “Final Drive Brake Bleeding” section of this
manual.
8. The brake pedal linkage should be adjusted. See “Brake

Pedal Adjustment” section of this manual.
9. Remove blocking from in front of and behind each tire.
Rl 12
FINAL DRIVE BRAKE BLEEDING
2. Attach a clear plastic tube to each final drive wet brake bleeder screw. Place other end of tube into a container
with clean hydraulic oil.
NOTE: Bleeder screws are located on top of final drive.
3. Close bleeder screws.
accumulators filled, “RELEASE” and “APPLY” foot brake several times.
5. Shutdown engine.
6. With engine shutdown, open final drive bleeder screws.
7. Apply foot brake. This will cause hydraulic oil in the accumulators to purge air from final drive brake system.
8. With foot brake still applied, close bleeder screw.
9. Repeat Steps 4 thru 8, as many times as necessary so no air bubbles appear in plastic tubes or container
holding oil.
BRAKE PEDAL ADJUSTMENT
2. Full brake line pressure is achieved when pedal is pushed to floorboard
13 Rl
1. Free pedal bumper adjustment to obtain 1.50 In. (38.100 mm) at point “A.”
2. Pedal height adjustment of 3.90 In. (99.060 mm) at point “C.”
3. Brake pedal stop adjustment to obtain full stroke adjustment of 0.95 In. (24.130 mm) at point “B.”
See references “A,” “ B” and “C” in Figure 13.
17003
Figure 1s WiHKt l-‘tlJHL I-ntt
Raised pedal adiustment;
Reference “A’ adjustment is to make sure that brake valve (1, Figure 13) is not applied when pedal (2) is released.
With brake pedal released, brake valve actuator (3, Figure 13) must protrude out 1.50 In. (38.100 mm) from the
face of the brake mounting bracket (7). To increase setting, screw “IN” bumper (4). To reduce setting, screw “OUT”
bumper (4). Tighten jam nut on bumper (4).
NOTE: The brake valve actuator (3, Figure 13) will always contact the brake pedal assembly. The actuator is not
retained within the brake valve body. THERE IS NO FREE PEDAL CLEARANCE WITH THIS VALVE
ARRANGEMENT.
Rl 14
Once you have adjusted Reference “A,” you are ready to make sure that when the pedal (2, Figure 13) is pushed
to the floor, two (2) things take place:
1. That brake valve (1, Figure 13) will open all the way allowing full brake pressure.
2. That brake pedal (2, Figure 13), stops against adjusting bolt (5) on floor board, and is not pushing against a
piston that is bottomed in the valve (1).
A WARNING! Excessive force applied to brake valve piston, which is already at full stroke, could
Adjustment of Reference “C” (Figure 13) is accomplished by:
1. Loosen floorboard pedal stop bolt (5, Figure 13) jam nut.
2. Turn bolt (5, Figure 13) clockwise until it is down to the lowest height. (Against floorboard).
3. Depress brake pedal (2, Figure 13) slowly until you feel it stop. Check and see if you have clearance between
the pedal (2) and floorboard pedal stop bolt (5).
If there is not any clearance between stop bolt (5, Figure 13) and pedal (2), it means that your pedal stop was due
to the foot pedal hitting the stop bolt (5) and not due to the valve going to full open position.
You must loosen the nut (6, Figure 13) on the foot pedal rod and adjust it to raise the foot pedal slightly to provide
the clearance needed.
Depress pedal again until it stops; if you now have clearance between the floorboard stop bolt (5, Figure 13) and
the back of the pedal (2), you know that you are at full open stroke on the brake valve.
If you have over 0.250 In. (6.350 mm) clearance between the bottom of the pedal (2, Figure 13) and the stop bolt
(5), you should adjust the pedal rod back down to no more than 0.250 In. (6.350 mm). The reason for this is that
when you are finished, you do not want the brake pedal return position not to be any higher than 3.90 In.
(99.060 mm) “Reference C” from the floorboard. Align brake pedal footpad and tighten nut (6, Figure 13).
Again, hold the pedal (2, Figure 13) down until it stops, unscrew the floorboard pedal stop bolt (5) raising it up until
it touches the bottom of the pedal (2). Once it touches the back of the pedal, unscrew (raise) it one more full turn
and tighten jam nut. Check that the brake valve actuator (3) is protruding out 0.95 In. (24.130 mm) Reference “B”
from the face of the brake mounting bracket (7).
Your adjustment has now allowed you to get full brake valve travel and have the pedal (2, Figure 13) stop against
the floorboard stop bolt (5) and not against the brake valve actuator (3). Reference “C.”
Once again check to make sure that the brake pedal and valve is adjusted to have;
1. 1.50 In. (38.100 mm) in the released position “A.“.

2. 0.95 In. (24.130 mm) in the fully applied position “B.”
3. 3.90 In. (99.060 mm) brake pedal height “C.”
15 Rl
Pressure test;
After completion of the brake pedal adjustment, a hydraulic pressure check should be performed to assure that you
have obtained the right adjustments.
1. Connect a calibrated 0 - 2000 PSI (0 - 140.6 kg/cm*) gauge to test port fitting.
2. Start the engine.
3. With engine running and brake pedal (2, Figure 13) in an “UP” position, you should read 0 PSI (0.0 kg/cm*).
PSI with Brake Pedal Released
4. With brake pedal (2, Figure 13) depressed against adjusting bolt (5), you should read 1160 f75 PSI
(81.5 f5.3 kg/cm*).
PSI with Brake Pedal Applied
5. Shutdown engine.
6. If both pressure readings are correct, remove pressure gauge. If pressure readings do not meet specifications,
re-adjust pedal linkage as done previously.
7. Remove 0 - 2000 PSI (0 - 140.6 kg/cm*) gauge.
8. Connect a calibrated 0 - 50 PSI (0 - 3.5 kg/cm*) gauge.
A
9.
WARNING!
Start engine.
Do not depress brake pedal with 0 - 50 PSI (0 - 3.5 kg/cm*) gauge installed.
10. With brake pedal (2, Figure 13) released pressure reading should remain at 0 PSI (0.0 kg/cm*). If pressure
rises, then the 1.50 In. (38.100 mm) adjustment “A’ needs to be increased by turning bumper (4) CW.
11. Shutdown engine and make adjustments.
12. Recheck brake system until proper readings and adjustments are obtained.
Rl 16
L-01.45K
WIRING DIAGRAMS
GD530A Series 200840 & Up

GD530AW Series 200840 & Up
CAUTION

EQUIPMENT REQUIRED FOR THIS OPERATION MUST BE IN
GOOD WORKING ORDER.

INJURY.
APR 96
METRIC CONVERSIONS
For metric conversion of U.S. Measurements refer to “Metric Measurements and Conversion” manual
publication number 1085 804 R2.
WIRING DIAGRAM INDEX
Wiring
Model Serial No. Diagram No. Foldout No.
GD530A-1, GD530AW-1 200840 thru 201999 DEG-11009 1
GD530A- 1E 1 201404 & Up DEG-20109 2

I ]
GD530A-2A, GD530AW-2A
GD530A-2B, GD530AW-2B 202002 & up DEG-20158 3
GD530A-2E, GD530AW-2E 202002 & up DEG-20109 2
GD650A-1, GD650AW-1 200840 thru 201999 DEG-11009 1
202001 & up DEG-20158 3
GD650A-2B. GD650AW-2B I I I
GD650A-2E, GD650AW-2E 202002 & up DEG-20109 2
GD670A-1, GD670AW-1 200840 thru 201999 DEG-11009 1
202002 & up DEG-20158 3
GD670A-2B, GD670AW-2B
GD670A-2E, GD670AW-2E I 202002 & up I DEG-20109 I 2

SHOP MANUAL N-01.35K
RI
PRE-DELIVERY PROCEDURES
GD530A-1 200417 & Up

GD530AW-1 200417 & Up
GD650A-1 200417 & Up
GD650AW-1 200417 & Up
GD670A-1 200417 & Up
GD670AW-1 200417 & Up
Transporting the grader by rail or road may loosen many fasteners (nuts, bolts and cap screws) on the machine.
The grader must be thoroughly inspected, serviced and tested before delivery or demonstration to the customer.
It is required that each grader be pre-delivered correctly. To ensure that this is done according to our Distributor
Sales and Service Agreement, this Pre-Delivery Section has been prepared as a step-by-step procedure. Use
appropriate delivery form.
NOTE: It is imporfant that & the areas called out are attended to as specified to ensure the infegrify of the
machine.
CAUTION


INJURY.
0694
METRIC CONVERSIONS
SHOP MANUAL SECTION N-01.35K
TABLE OF CONTENTS
CONTENTS PAGE
PRE-UNLOADING CHECKS ........................................ 3

RECORD SERIAL NUMBERS ....................................... 4
GENERAL INSTRUCTIONS ........................................ 6
OPERATION AND MAINTENANCE MANUAL ......................... 6
REVIEW TEXT WITH OWNER/OPERATOR .......................... 6
INSPECT MACHINE AND ATTACHMENTS .......................... 6
PRODUCT GRAPHICS (DECALS) ................................. 6
LUBRICATION .................................................. 7
TORQUES ..................................................... 10
TORQUE VALUES FOR STANDARD ENGLISH FASTENERS ............. 10
BOLT IDENTIFICATION CHART. ............................... 10
TYPE 1, 5 AND 8 NON-PHOSPHATE COATED HARDWARE .......... 10
TYPE 8 PHOSPHATE COATED HARDWARE ...................... 11
TORQUE VALUES FOR STANDARD METRIC FASTENERS .............. 12
TORQUE VALUES FOR HOSE CLAMPS ............................ 13
TORQUE VALUES FOR SPLIT FLANGE CONNECTIONS ................ 13
TORQUE VALUES FOR HYDRAULIC TUBES AND FITTINGS ............ 14
SPECIFIC BOLT TORQUES ..................................... 15
ENGINE CHECKS ............................................... 26
ADJUSTFAN BELTTENSION .................................... 27
CHECK AND TIGHTEN AIR CLEANER CONNECTIONS ................. 27
PERFORM AIR INDUCTION PRESSURE CHECKS ................. 28
General (28); Test Procedure (28); Service Indicator Safety Filter Check
(29); Assembly Tips (30)
CHECK AND TIGHTEN RADIATOR HOSES .......................... 31
CHECK ALL FUEL LINES AND FITTINGS ........................... 31
ENGINESPEEDS.. ........................................... 32
ENGINESPEEDTABLE ........................................ 32
ENGINE SPEED CHECK PROCEDURE ............................. 33
THROTTLE ADJUSTMENT PROCEDURE ........................... 34
PRESSURETESTS .............................................. 36
HYDRAULICPRESSURECHECKS ................................ 36
QUICK REFERENCE PRESSURE CHART ........................ 37
MAIN HYDRAULIC SYSTEM TESTING AND ADJUSTMENT PROCEDURE 38
Main Hydraulic System Specification (38); Test Port Locations (38); Test
Procedure (38)
STEERING AND BRAKE SYSTEM PRESSURE TESTS .............. 41
Steering and Brake System Specification (41); Test Port Locations (41);
Test Procedure (41)
AWD HYDRAULIC SYSTEM PRESSURE TESTS ................... 42
All Wheel Drive System Specification (42); Test Port Locations (42); Test
Procedure (42)
CLUTCH PACKPRESSURECHECK ............................... 44
CHECKS AND ADJUSTMENTS ...................................... 45
TIRE INFLATION 50
CONTROLLEVER’LINKAGE::::::::::::::::::::::::::::::::::::: 51
RIM CENTERING ............................................. 51
HYDRAULICWETBRAKES ..................................... 52
PARKING/EMERGENCY BRAKE .................................. 58
1
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
CONTROL VALVE ASSEMBLY OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 60
R.H. CONTROL LEVER BANK (STANDARD MACHINE) . . . . . . . . . . . . . . 61
Circle Shift (61); Articulation (61); Wheel Lean (61); R.H. Blade Lift (61)
L.H. CONTROL LEVER BANK (STANDARD MACHINE) . . . . . . . . . . . . . . 61
L.H. Blade Lift (61); Auxiliary/Optional (Scarifier or Ripper) (61); Blade
Shift (61); Blade Tilt (61); Circle Rotation (61)
OPTIONAL LIGHTING EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
OPTIONAL WARNING EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
YARD AND/OR ROAD TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
PRE-UNLOADING CHECKS
Perform ALJ checks listed on the PRE-UNLOADING TAG before unloading grader. Information covering the
performance of these checks and locations of the items to be checked are included in the Operator’s Manual
normally shipped in the operator’s cab with the unit.
Only after completely reading the Operator’s Manual should only qualified personnel be allowed to operate the
grader.
PRE=UNLOADlNG CHECKS
BEFORE STARTING GRADER PERFORM INSPECTION
& SERVICE AS LISTED ON REVERSE SIDE
PRE-UNLOADING CZIECKS:
1. Check shortage and/or damage in shipment. If YES list full details
under comments section of PRE-DELIVERY Pawn. Repair anearrmge
which may affect machine during unloading opemtian.
2. Check electrolyte level and check battery caMe.connectioar.
3. Check for a)rrect engine oil level.
4. Check for correct engine codant level (and anti-freeze protection
when applicable).
5. Dmin any accumulated water from fud tank and/or fuel filters.
6. Chbck for correct brake fluid level and bmke operation.
7. Fill fuel tank.
8. Check hydmulic tank oil level.
9. Check oil level in tandem cases.
10. Check oil level in rear axle.
11. Check oil_ level in transmission and torque converter.
12. Check time for correct pressure.
15121
HCJUre 1 l-‘Ht-UNLUHUINti IHti
A WARNING! Read Operator’s Manual and become

grader before attempting to start or operate.
familiar with the controls and operation of
3
RECORD SERIAL NUMBERS

Record all the Serial Number information.
The following photo sequence show serial number locations for major components.
NOTE: Check the MN. number (Product Identification

Number) stamped on the R.H. side of frame to
ensure, that it matches the number on the tag,
located on the R. H. side of the seat box console.
STAMPED HERE
13760A
Ggure 3 SERIAL NUMBER LOCATION STAMPED ON FRAME
4
!gure 4 ENGINE MODEL AND SERIAL NUMBEF ‘igure 5 TRANSMISSION MODEL AND SERIP
NUMBER
Ygure 7 LOCATION OF FINAL DRIVE PART

iMBER NUMBER TAG
5
GENERAL INSTRUCTIONS
OPERATION AND MAINTENANCE MANUAL
Check to ensure that Operation and Maintenance Manual is
in the operator’s cab.
/
z
V
Figure 8 DOCUMENT HOLDER
REVIEW TEXT WITH OWNER/OPERATOR

Review content of Operator’s Manual with owner/operator.
INSPECT MACHINE AND ATTACHMENTS

Thoroughly inspect machine and attachments for damage in shipment (within 10 days of receipt of machine). File
a report if applicable.
PRODUCT GRAPHICS (DECALS)

Inspect all product graphics (decals) for correct location and damage. Refer to parts manual for locations.
6
LUBRICATION
The grader must be serviced according to Daily/IO Hour Service, 20 Hour Service and Weekly/50 Hour Service
sections of the Periodic Service Chart and Table. The chart and table are located in the Operator’s Manual or
lubrication chart(s) located on L.H. side of frame in front of cab.
GREASE ZERKS
SERVICE: Grease all zerks in accordance with lubrication

chart and Operator’s Manual to ensure all points are
sufficiently lubricated.
Make sure that all old grease and dirt is purged with new
grease.
LUBRICANT: MPG
‘igure 9
MOLDBOARD SLIDE RAILS
SERVICE: Clean rails.
NOTE: Moldboard slide rails rest in nyh bushings, and

lubrication is not required.
Figure 10 MOLDBOARD SLIDE RAILS

FUEL TANK FILL CAP
SERVICE: Check level.
LUBRICANT: See “Engine Operator’s Manual” for latest

specifications.
NOTE: See “Engine Fuel System” section of Operator’s

Manual for servicing.
I 15761 A
Figure 11 FUEL TANK FILL CAP
AIR CLEANER SYSTEM
SERVICE: Clean precleaner - Check air restriction indicator

and replace elements as required.
NOTE: See “Engine Air intake System” section of

Opera for’s Manual for servicing.
Figure 12 AIR CLEANER SYSTEM
CONTROL LEVER LINKAGES
SERVICE: Lubricate.
LUBRICANT: EO
Figure 13 CONTROL LEVER LINKAGES
8
CONTROL VALVE LINKAGES
SERVICE: Lubricate.
LUBRICANT: EO
‘igure 14 CONTROL VALVE LINKAGES
FRONT WHEEL GEAR CASE OIL LEVEL PLUG

(ALL WHEEL DRIVE)
SERVICE: Check level. Both sides of unit.
NOTE: Oil must not have a contaminant level higher than

1000 particles larger than 10 Micro Meters per
cubic centimeter based on ANSI 993.28-1973
Calibration Procedure.
LUBRICANT: ATF
PLUG (ALL WHEEL DRIVE)
TANDEM CASE BREATHER
SERVICE: Inspect and clean.
Figure 16 TANDEM CASE BREATHER
9
TORQUES
TORQUE VALUES FOR STANDARD ENGLISH FASTENERS
BOLT IDENTIFICATION CHART
Quenched and Tempered Medium Carbon Steel
pecial Carbon or Alloy Steel
TYPE 1,5 AND 8 NON-PHOSPHATE COATED HARDWARE
Recommended torque, in foot pounds, for all Standard Application Nuts and Bolts, provided:
a. All thread surfaces are clean and lubricated with SAE-30 engine oil (See Note.)
b. Joints are rigid, that is, no gaskets or compressible materials are used.
C. When reusing nuts or bolts, use minimum torque values.
NOTE: Multiply the standard torque by:
0.65 when finished jam nuts are used.

0.70 when Molykote, white lead or similar mixtures are used as lubricants.
0.75 when parkerized bolts or nuts are used.
0.85 when cadmium plated bolts or nuts and zinc bolts w/waxed zinc nuts are used
0.90 when hardened surfaces are used under the nut or bolt head.
When reusing bolts and nuts in service, use minimum torque values.
10
TYPE 8 PHOSPHATE COATED HARDWARE
This chart provides tightening torque for general purpose applications using original equipment standard hardware
as listed in the Parts Manual for the machine involved. DO NOT SUBSTITUTE. In most cases, original equipment
standard hardware is defined as Type 8, coarse thread bolts and nuts and thru hardened flat washers (Rockwell
“C” 38-45), all phosphate coated and assembled without supplemental lubrication (as received) condition.
The torques shown below also apply to the following:
1. Phosphate coated bolts used in tapped holes in steel or gray iron.

2. Phosphate coated bolts used with phosphate coated prevailing torque nuts (nuts with distorted threads or
plastic inserts).
3. Phosphate coated bolts used with copper plated weld nuts.
Markings on bolt heads or nuts indicate material grade ONLY and are NOT to be used to determine required
torque.
NOMINAL STANDARD TORQUE = 10%

THREAD
DIAMETER KILOGRAM METER FOOT POUNDS
(kg.m) (Ft. Lbs.)
l/4 1.1 8
5/l 6 2.2 16
318 3.9 28
7/l 6 6.2 45
l/2 9.7 70
9/l 6 13.8 100
518 19.4 140
314 33.2 240
718 53.9 390
1 80.2 580
1 - l/8 113.4 820
1 - l/4 160.4 1160
1 - 318 210.2 1520
1 - l/2 279.4 2020
1 - 314 347.1 2510
2 522.8 3780
11
TORQUE VALUES FOR STANDARD METRIC FASTENERS

as listed in the Parts Manual for the machine involved. DO NOT SUBSTITUTE. Original equipment standard
hardware is defined as coarse thread metric class 10.9 bolts and class 10.0 nuts and thru hardened flat washers
(Rockwell “C” 38-45), all phosphate coated and assembled without supplemental lubrication (as received) condition.

plastic inserts).
Markings on bolt heads or nuts indicated material class ONLY and are NOT to be used to determine required
torque.
NOMINAL THREAD DIAM- STANDARD TORQUE = 10%

ETER
MILLIMETERS KILOGRAM METER FOOT POUNDS

(Wm) (Ft. Lbs.)
6 1 .o 7
7 1.7 12
8 2.4 17
10 4.7 34
12 8.3 60
14 12.4 90
16 20.7 150
18 27.7 200
20 40.1 290
22 53.9 390
24 69.2 500
27 101.0 730
30 136.9 990
33 183.9 1330
36 239.3 1730
39 309.8 2240
12
TORQUE VALUES FOR HOSE CLAMPS

The following chart provides the tightening torques for hose clamps used in all rubber applications (radiator, air
cleaner, operating lever boots, hydraulic system, etc.).
r TORQUE PLUS OR MINUS 5 Ibf in (0.1 kgem)
RADIATOR, AIR HYDRAULIC

CLEANER, BOOTS, ETC. SYSTEM
CLAMP
KILOGRAM INCH KILOGRAM INCH
TYPE AND SIZE METER POUNDS METER POUNDS
(kgem) (In. Lbs.) (kgem) (In. Lbs.)
“T” Bolt (Any Diameter) 0.6 - 0.7 55 - 65
Worm Drive - l/3/4 in. 0.2 - 0.3 20 - 30 0.5 - 0.6 40 - 50

Open Diameter & Under
Worm Drive - Over l-3/4 in. 0.5 - 0.6 40 - 50

Open Diameter
Worm Drive - All “Ultra-Tite” 1.1 - 1.2 95 - 105 0.5 - 0.6 40 - 50
TORQUE VALUES FOR SPLIT FLANGE CONNECTIONS

The following chart provides the tightening torques for split flange connections used in hydraulic systems. Split
flanges and fitting shoulders should fit squarely. Install all bolts, finger tight and then torque evenly.
NOTE: Overtorquing bolts will damage the flanges ancl/or bolts, which may cause leakage.
BOLT TORQUE
FLANGE BOLT
SIZE (*) SIZE KILOGRAM METER FOOT POUNDS
(kg.m) (Ft. Lbs.)
l/2 5/l 6 2.1 - 2.5 15 - 18

314 31% 3.0 - 3.7 22 - 27
1 31% 3.7 - 4.8 27 - 35
1 - l/4 7/l 6 4.8 - 6.2 35 - 45
1 - l/2 l/2 6.4 - 8.0 46 - 58
2 l/2 7.6 - 9.0 55 - 65
2 - l/2 l/2 10.9 - 12.6 79 - 91
3 518 19.1 - 20.7 138 - 150
3 - l/2 518 16.2 - 18.4 117 - 133
(*) - Inside diameter of flange on end of hydraulic tube or hose fitting.
NOTE: Values stated in chart are for Standard Pressure Series (Code 61) Split Flanges.
13
TORQUE VALUES FOR HYDRAULIC TUBES AND FITTINGS
TUBE NUTS “0” RING BOSS PLUGS

AND SWIVEL NUTS
FOR 37” FLARED FITTINGS JIC - 37” SEAT
SIZE TUBING THREAD TORQUE

O.D. SIZE
MINIMUM MAXIMUM MINIMUM MAXIMUM
FOOT FOOT KILOGRAM KILOGRAM
POUNDS POUNDS METER METER
(Ft. Lbs.) (Ft. Lbs.) (kg*m) (kg*m)
4 114 7/I 6-20 9 12 1.2 1.7
5 5/I 6 l/2-20 12 15 1.7 2.1
6 318 9/l 6-l 8 21 24 2.9 3.3
8 112 3/4- 16 35 40 4.8 5.5
10 518 718-14 53 58 7.3 8.0
12 314 l-1/16-12 77 82 10.6 11.3
14 718 l-3/16-12 90 100 12.4 13.8
16 1 l-5/16-12 110 120 15.2 16.6
20 1 - 114 l-5/5- 12 140 150 19.4 20.7
24 1 - 112 1-7/8-l 2 162 175 22.4 24.2
32 2 2-l/2-12 225 240 31.1 33.2
Above torque figures are recommended for plain, cadmium or zinc plated fittings, dry or wet installations.
Swivel nuts either swaged or brazed.
These torques are not recommended for tubes with wall thickness of 0.035 In. (0.889 mm) or less.
14
SPECIFIC BOLT TORQUES

NOTE: If anv bolts and nuts are found loose or at values less than what the chart states, it is recommended that
the ibose bolt and/or nut be replaced with a new one.
RIM TO WHEEL NUTS

NON-AWD FRONT AXLE
(8) 5/8”-11 GRADE 5
115 Ibf ft (15.9 kg*m)
AWD FRONT AXLE
(12) 5/8”-11 GRADE 5
110 Ibf ft (15.2 kg*m)
Figure 17
RIM TO WHEEL NUTS (REAR)

(32) 5/8”-11 GRADE 5
115 Ibf ft (15.9 kg*m)
WHEEL TO AXLE NUTS (REAR)

(4) 2-l/4”-12
1950 Ibf ft (269.7 kg*m)
15961
I
Figure 18
15
FRONT AXLE TO FRAME PIVOT PIN CAPS

FOUR BOLT PIVOT CAPS
(8) 3/4”-10 GRADE 8
280 Ibf ft (38.7 kg*m)
15941A
‘igure 19
PLANETARY CARRIER
(AWD FRONT AXLE)
(16) 5/8”-11 GRADE 5
115 Ibf ft (15.9 kg*m)
Figure 20
TIE ROD
(2) 7/8”-14 GRADE 2
170 Ibf ft (23.5 kg*m)
Figure 21
16
STEERING CYLINDERS
ROD END
(2) 7/8”-14 GRADE 2
170 Ibf ft (23.5 kg*m)
BASE END
(2) 7/8”-14 LIGHT THIN
129 Ibf ft (17.8 kg*m)
STEERING YOKE TO AXLE

494 Ibf ft (68.3 kg*m)
Figure 23
LEANING WHEEL CYLINDER &TIE BAR

494 Ibf ft (68.3 kg*m)
?gure 24
17
DRAWBAR TO FRAME
(4) 7/8”-14 GRADE 8
390 Ibf ft (53.9 kg*m)
‘igure 25
CIRCLE SHOE BOLTS (FOUR SHOE CIRCLE)

(12) l”-8 GRADE 8
455 Ibf ft (62.9 kg*m)
15973 A
Figure 26
UPPER SLIDE RAIL WEAR PAD BOLTS

(2) EACH END
3/4”-IO GRADE 8
335 Ibf ft (46.3 kg*m)
Figure 27
18
MOLDBOARD SHIFT CYLINDER

(1) l”-8 HEAVY THIN
345 Ibf ft (47.7 kg*m)
16222
L
F!gure 28
LIFT CYLINDER TO YOKE r

R.H. & L.H. BLADE SUSPENSION
(4 EACH SIDE) 5/8”-11 GRADE 8
140 Ibf ft (19.4 kg*m)
YOKE TO SUSPENSION ARM

(6) l/2”-13 GRADE 8
82 Ibf ft (11.3 kg*m)
15949 A
Figure 30
19
LOCK PIN CYLINDER

FOUR BOLT CYLINDER MOUNTING
(4) l/2”-13 GRADE 8
98 Ibf ft (13.6 kg*m)
15955A
‘igure 31
SUSPENSION ARM TO FRAME

(3 EACH SIDE) 3/4”-IO GRADE 8
240 Ibf ft (33.2 kg*m)
Figure 32
SUSPENSION ARM TO LINK

(1 EACH SIDE) 3/4”-IO GRADE 8
240 Ibf ft (33.2 kg*m)
Figure 33
20
MOLDBOARD PIVOT LOCK NUT

(2) 1-l/4”-12 NUT
300 Ibf ft (41.5 kg*m)
NOTE: Tighten nut to recommended value. If cotter pin can

not be installed, continue to tighten nut until cotter
pin can be installed..
‘igure 34
MOLDBOARD TILT PIVOT SLOT

(2) l”-14 GRADE 8
135 Ibf ft (18.7 kg*m)
Figure 35
ARTICULATION CYLINDERS
(16) 3/8”-16 GRADE 8
28 Ibf ft (3.9 kg*m)
Figure 36
21
ARTICULATION JOINT
(8) 5/8”-11 GRADE 8
140 Ibf ft (19.4 kg*m)
Ygure 37
CAB MOUNTS
FRONT (1 EACH SIDE)
(2) 3/4”-IO GRADE 8
200 Ibf ft (27.7 kg*m)
REAR (2 EACH SIDE)
(4) l”-8 GRADE 8
200 Ibf ft (27.7 kg*m)
‘igure 38
REAR AXLE TO FRAME

(8) l”-8 GRADE 8
580 Ibf ft (80.2 kg*m)
Figure 39
22
BEARING HOUSING TO TANDEM CASE

(48) l/2”-13 GRADE 8
70 Ibf ft (9.7 kg-m)
dgure 40
TANDEM CASE TO AXLE

(48) 5/8”-11 GRADE 8
150 Ibf ft (20.7 kg*m)
!gure 41
DRIVE SHAFT
(8) 3/8”-24 GRADE 8
45 - 50 Ibf ft (6.2 - 6.9 kg*m)
15960A
Figure 42
23
PARKING/EMERGENCY BRAKE DISC TO FINAL DRIVE

INPUT YOKE
(8) 3/8”-16 GRADE 8
45 - 50 Ibf ft (6.2 - 6.9 kg*m)
PARKING BRAKE CALIPER (MICO) TO MOUNTING

BRACKET (S/N 200990 THRU 200993,200996, 201035 &
UP)
(4) l/2”-13 GRADE 8
100 - 110 Ibf ft (13.8 - 15.2 kgmm)
Figure 44
REAR TRANSMISSION SUPPORT

TRANSMISSION SUPPORT TO FRAME
(4) 5/8”-11 GRADE 8
160 Ibf ft (22.1 kg*m)
TRANSMISSION SUPPORT TO TRANSMISSION
(6) 3/4”-10 GRADE 8
240 Ibf ft (33.2 kg*m)
‘igure 45
24
FRONT ENGINE SUPPORT

ENGINE SUPPORT TO FRAME
610T
(4) 5/8”-11 GRADE 8
160 Ibf ft (22.1 kg*m)
614T
(4) 5/8”-11 GRADE 8
160 Ibf ft (22.1 kg*m)
ENGINE SUPPORT TO ENGINE
610T
(1) 5/8”-11 GRADE 8
140 Ibf ft (19.4 kg*m)
614T
(2) l/2”-13 GRADE 8
80 Ibf ft (11.1 kg*m)
Figure 46
ALTERNATOR PULLEY NUT

70 - 80 Ibf ft (9.7 - 11.1 kg*m)
15948
‘igure 47
25
ENGINE Ct ECKS
ENGINE RADIATOR FILL CAP
SERVICE: As required.
LUBRICANT: COL
NOTE: See “Engine Cooling System”section of Operator’s

CHECK COOLANT STRENGTH
Check that anti-freeze concentration is adequate for regional

operation.
‘igure 48 ENGINE RADIATOR FILL CAP
ENGINE OIL DIPSTICK & FILL CAP (KDC 810T & 614T)
SERVICE: Check level - Fill to “FULL” mark on dipstick.
LUBRICANT: EO
NOTE: See “Engine Lubricating Oil System” section of

Operator’s Manual for servicing.
Figure 49 ENGINE OIL DIPSTICK & FILL CAP

(KDC 61 OT & 614T)
BAlTERIES
SERVICE: If not maintenance free batteries, check and

maintain level to top of ring inside each cell.
LUBRICANT: DISTILLED WATER
NOTE: See “Batteries” section of Operator’s Manual for

servicing.
15965
‘igure 50 BATTERIES
26
ADJUST FAN BELT TENSION
A WARNING! Keep clear of engine fan and fan drive belts when the engine
fan and belt contact can cause injury.
is running. Rotating
A
WARNING! When checking, adjusting or replacing drive belts, care must be taken to prevent
accidental cranking of the engine. Be sure the ignition switch is in the “OFF” position and the
controls are tagged.
New drive belts will stretch after the first few hours of operation. Run the engine for a few minutes to seat the belt,
then retension it. Retension drive belt after l/2 hour and again after 10 Hours of operation. Thereafter, check the
tension of the drive belt every 100 Hours and adjust belt, if necessary.
Replace badly worn, greasy or cracked belt(s) immediately. These conditions prevent proper belt function. If one
belt needs replacing, both must be replaced if they are a matched set.
Drive belts that squeak do not indicate a worn belt or belt out of adjustment. The belts can be cleaned with brake
fluid.
KDC 614T
Adjust drive belt tension from 80 - 100 Ibf (360 - 490 N), checked between the two pulleys that are farthest apart.
Use a belt tension gauge to check drive belt tension. Tighten mounting hardware. Also drive belt deflection can be
from 3/8” to l/2” (9.5 - 12.7 mm).
KDC 610T
Adjust drive belt tension from 80 - 100 Ibf (360 - 490 N), checked between the two pulleys that are farthest apart.
Use a belt tension gauge to check drive belt tension. Tighten mounting hardware. Also drive belt deflection can be
from 3/8” to l/2” (9.5 - 12.7 mm).
Recheck tension. Repeat if necessary.
NOTE: When ac@sting fan belt tension, make sure radiator shroud will not interfere with fan blade.
NOTE: Check “Engine Operator’s or Service Manual” for latest specifications.
CHECK AND TIGHTEN AIR CLEANER CONNECTIONS

To prevent the entrance of dirt into the engine, it is essential that an inspection be made of the air cleaner hose,
elbow and piping connections between the manifold and air cleaner. To eliminate undue strain on piping and
connections, make sure that all components line up properly. See that all joints between the air cleaner and engine
manifold are tight. This includes flexible connections and manifold gaskets. Be sure that manifold stud bolts are
torqued to required torque values (see Engine Manual for proper torque values).
27
PERFORM AIR INDUCTION PRESSURE CHECKS
General
The most common cause of engine failure is dirt. Even though an air cleaner element itself is properly serviced per
the specific machine Operator’s Manual, there are other areas in the induction system which must be maintained.
The importance of pressure testing the air induction system cannot be emphasized enough with present-day high
speed diesel engines. an air induction leak on the suction side, no matter how small, can cause an engine failure
and cannot be tolerated.
This test must be performed at the following times:
1. During pre-delivery of all new machines.
2. Before removing, or after installing any engine in chassis.
3. Whenever any part of the air induction system is removed or replaced.
4. Recommended shop procedure after every 1,000 hours of machine operation.
5. When oil analysis reveals a high silicone content.
6. Complaint of excessive oil consumption or loss of power.
The tools needed to perform this test are a manually regulated compressed air supply, 0 - 15 PSI
(0 - 1 .l kg/cm’) pressure test gauge, tube fittings, duct tape, paint brush and soap solution.
A WARNING! Never use ether to determine suction or pressure leaks.
Test Procedure
1. Remove the end cover from the air cleaner.
2. Remove both filter elements from the air cleaner. Mask the entire perforated metal outside diameter of the
safety (small) element with the duct tape. Sealing must be airtight. Reinstall the taped element only.
3. Remove the air cleaner filter service indicator at the air cleaner. Install a tee and reinstall the indicator and the
pressure test gauge.
4. MACHINES WITHOUT ETHER START Remove the l/4 in. pipe plug from the left side of the cylinder head.
Connect the manually regulated compressed air supply to the engine cylinder head.
5. MACHINES WITH ETHER START Disconnect ether start tube from the left side of the cylinder head. Connect
the manually regulated compressed air supply to the engine cylinder head.
6. Introduce air into the system to establish a 3 PSI (0.2 kg/cm*) pressurization reading on the pressure gauge.
If improper pressure is seen, adjust the regulator. If the proper pressure cannot be achieved in this manner,
it may be necessary to turn engine over slightly to reach a point where minimal leakage occurs past the engine
valves.
28
7. Coat the following areas with the soap solution and check for leaks. Leaks will cause air bubbles to form.
a. Air cleaner body surface around the outlet pipe to approximately the outside diameter of the safety (small)
element.
b. Air cleaner outlet elbow to the air cleaner body junction.
C. Fitting connections from air cleaner outlet to service indicator including the bottom of the indicator.
d. All clamped hose and gasket connections between the air cleaner outlet and the intake manifold. This
includes connections at the turbocharger.
e. Surface of all air induction piping and hoses between the air cleaner and intake manifold including the
manifold gasket area.
f. The air compressor air inlet piping including the fitting and the gasket.
8. No leakage is permitted between the air cleaner, turbocharger (suction side) and intake manifold (the entire
air induction system). If leakage at the joints is detected, tighten hose clamps, If leakage persists, remove the
parts to determine the cause. Replace parts as necessary using the new hoses, clamps, and torque values
specified. Retest the corrected area.
9. Remove and unmask the taped element. Inspect the seals for damage. Install both filter elements and the air
cleaner end cover. Support the primary (large) filter element during installation to assure centering of the seal
surface to the air cleaner body.
10. Disconnect the compressed air supply. Reinstall the pipe plug into the engine cylinder head or reconnect the
ether start tube to the engine cylinder head.
11. Remove the test gauge and tee and reinstall the service indicator.
NOTE: Any leaks found in the air induction system could have allowed dirt to enter the engine. Dirt entering
any engine can cause high oil consumption because of badly worn or broken piston rings (indicated
by excessive blue smoke), turbocharger compressor wheel pitting and erosion. If any leaks are found
in the air intake system, check the internal condition of the engine by performing an engine crankcase
pressure check.
12. Press the reset button on the filter service indicator. Start the engine and run at full throttle. If the service
indicator shows an air flow restriction by the red signal band locked in position, shutdown the engine. Determine
where and correct the restriction is in the air induction system.
13. If air cleaner filter elements were found to be plugged but the service indicator did not show a restriction, check
operation of safety filter as described below.
Service Indicator Safety Filter Check
If air cleaner filter service indicator on the air cleaner becomes damaged, the safety filter within indicator adapter
will prevent unfiltered air from entering the engine through the damaged indicator. If a leak occurs, this filter will,
with continued operation, plug up. Plugging of this filter will be indicated by loss of indicator operation. This can be
checked as follows:
Remove the air pre-cleaner hood. Start the engine and operate at low idle. Gradually seal of the air intake opening
with a flat piece of cardboard until it is almost completely covered. If the red signal band of the indicator fails to rise
and lock in position, the filter is plugged as a result of a leak in the indicator or a leak is present in the air cleaner.
Once detected, the leak must be located and corrected immediately, and the service indicator safety filter must be
cleaned or replaced to regain to the full advantage of the service indicator.
29
Assembly Tips
1. Whenever air cleaner to turbocharger elbow is removed, install the protective shield on the turbocharger air inlet
opening.
2. Service the indicator safety filter within indicator adapter as follows:
a. Remove air cleaner filter service indicator.
b. Remove service indicator adapter from the air cleaner outlet pipe.
c. Direct compressed air through the safety filter in the opposite direction of normal air flow until all foreign
material is removed.
A
WARNING! Air pressure at the nozzle must not exceed 30 PSI (2.1 kg/cm*). Keep a
reasonable distance between the air nozzle and the filter. Wear goggles and side shields
for your personal protection.
d. Install service indicator adapter and service indicator on the air cleaner outlet pipe.
30
CHECK AND TIGHTEN RADIATOR HOSES

To prevent loss of coolant and overheating of engine, an inspection must be made of the radiator hoses and
clamps.
Radiator hoses should not be twisted, bent or kinked. This can cause a restriction to the flow of coolant, thus
causing the cooling system not to function to its maximum ability.
Clamps must be seated and tightened properly to prevent pressure leaks.
CHECK ALL FUEL LINES AND FITTINGS

Check all fuel lines connections and fittings to ensure that they are properly aligned and tightened. Refer “Torques”
section of Operator’s Manual for proper values for all fittings and connections. Make sure that lines are free of kinks
and/or binding conditions which could result in loss of power and engine performance.
FUEL WATER TRAP

(KDC 610T & 614T)
SERVICE: Check fuel water trap - open trap and drain

water.
NOTE: See “Engine Fuel System” section of Operator’s

‘igure 51 FUEL WATER TRAP (KDC 61 OT & 614T
31
ENGINE SPEEDS
ENGINE SPEED TABLE
ALL checks must be made with hydraulic oil at operating temperature, 160°F (71°C). All controls must be in
“NEUTRAL.” The All Wheel Drive (AWD) feature must be “OFF.” Parking brake must be set. Moldboard must be
ON and IN the ground. Should the RPM recorded on the tachometer NOT READ per specifications, correct RPM
by adjusting throttle linkage. DO NOT ATTEMPT TO ADJUST ENGINE FUEL PUMP. (See Engine Service Manual).
NOTE: If unit is equipped with Air Conditioning (AC), the AC must be turned “0N”and set for “MAXIMUM” cooling.
GD530A-1 / GD530AW-1 WITH KDC 61 OT (SINGLE HORSEPOWER)
Minimum Maximum Actual

Low Idle 800 RPM 900 RPM RPM
Low Idle (AWD) 900 RPM 950 RPM RPM
High Idle 2600 RPM 2750 RPM RPM
Stall Speed 1648 RPM 1803 RPM RPM
Stall Speed (AWD) 1598 RPM 1756 RPM RPM
GD650A-1 / GD650AW-1 WITH KDC 614T (SINGLE HORSEPOWER)

GD650A-1 / GD650AW-1 WITH KDC 614T (DUAL HORSEPOWER)

Low Idle (AWD) --- RPM --- RPM
GD670A-1 / GD670AW-1 WITH KDC 614T (SINGLE HORSEPOWER)

A WARNING! Never remain in stall condition for more than thirty seconds
to run at no load for five minutes before making any further tests.
at a time. Allow engine
32
ENGINE SPEED CHECK PROCEDURE
1. Set parking/emergency brake.
2. Leave transmission in “NEUTRAL.”
3. With engine speed control lever (in cab) set at “LOW IDLE” (SLOW) position. Use a calibrated tachometer and
record low idle RPM.
Low Idle RPM
4. Move engine speed control lever rearward to “HIGH IDLE” (FAST) position. Use a calibrated tachometer and
record high idle RPM.
High Idle RPM
5. Return engine speed control lever to “LOW IDLE.”
6. Position moldboard crossways “ON” and “IN” ground.
7. Firmly apply service brake pedal.
8. Shift transmission to highest forward gear (6th gear).
9. Slowly move engine speed control lever to “HIGH IDLE” (FAST) position. Use a calibrated tachometer and
record stall speed RPM.
Stall Speed RPM
A
WARNING! Never remain in stall condition for more than thirty seconds at a time. Allow
engine to run at no load for five minutes before making any further tests.
10 Return engine speed control lever to “LOW IDLE” and shift transmission to “NEUTRAL.”
11. Shutdown engine.
12. Compare recorded engine RPM values to those shown in the preceding tables for your unit. If values are not
within range perform the “Throttle Adjustment Procedure.”
33
THROTTLE ADJUSTMENT PROCEDURE
The throttle adjustment procedure for the graders is basically the same for all engines. The only difference is the
position that the throttle cable connects to the bellcrank and the connecting rod between the pedal weldment and
bellcrank (Figure 52 and Figure 53).
THROTTLE
CABLE TO
ENGINE
THROTTLE
CABLE TO
16496
H 16497
Figure 53 GD650A-1 / GD650AW-1 / GD670A-1 /
GD670AW-1 GRADER THROTTLE CABLE TO
Figure 52 GD530A-1 / GD530AW-1 GRADER BELL CRANK CONNECTION
THROTTLE CABLE TO BELL CRANK
CONNECTION
- 165OC
3 \J 16501
Figure 54 GD530A-1 / GD530AW-1 FUEI gure 55 GD650A-1 / GD650AW-1 / GD670A-1
INJECTION PUMP AND THROTTLE CABLE GD670AW-1 FUEL INJECTION PUMP AND
THROTTLE CABLE
1. Disconnect throttle cable (1, Figure 54, Figure 55 and Figure 56) from fuel injection pump control lever (2) at
engine.
2. Start engine and manually actuate fuel injection pump control lever (2, Figure 54, Figure 55 and Figure 56) to
ensure that proper “LOW” and “HIGH IDLE” speeds are obtainable.
NOTE: If proper engine speeds can not be obtained see appropriate “Engine Service Manual” for adjustment
procedure.
A
WARNING! The fuel injection pump can be damaged by over travel of throttle linkage in
either direction. Use extreme care when making adjustments not to damage fuel injection
pump.
34
3. Shutdown engine.
4. Disconnect spring tube assembly

bellcrank (2).
(1, Figure 57) from . fl-rh ,
5. Adjust accelerator/decelerator pedal weldment (3,
Figure 57) so throttle cable (1, Figure 54, Figure 55 and
Figure 56) travel at engine, matches that of the fuel
injection pump control lever (2, Figure 54, Figure 55
and Figure 56). Use the two stop bolts (4 and 5,
Figure 57) to adjust the amount of total travel. Make
sure that fuel injection pump does not over travel.
Connect throttle cable to fuel injection pump control
lever.
6. Connect spring tube assembly (1, Figure 57) to

bellcrank (2). Adjust length of spring tube assembly so
that when the engine speed control lever (6) is in “LOW
IDLE” position all internal components are in solid Figure 56 GD650A-1 / GD650AW-1 DUAI
contact with each other and that “LOW IDLE” can be H&tSEPOWER FUEL INJECTION PUMP ANC
obtained, and when moved to the “HIGH IDLE” THROTTLE CABLE
position, full throttle is obtained.
16492
Figure 57 ACCELERATOR/DECELERATOR PEDAL WELDMENT ADJUSTMENT POINTS WITH

ENGINE SPEED CONTROL LEVER
35
PRESSURE TESTS
HYDRAULIC PRESSURE CHECKS
Only knowledgeable service personnel should perform these procedures. Two service personnel must perform these
services.
Before troubleshooting, a determination of how the grader is equipped must be made. A standard grader can be
optionally equipped with All Wheel Drive (AWD). The AWD unit can quickly be determined by the AWD high
pressure tubes which run along the outside of the cab and front frame member.
A Quick Reference Pressure Chart can be found on the following page, giving the pressure values for each
combination.
Before performing any of the pressure tests, be sure that engine and hydraulic system are at operating
temperatures and that all lubricants are at proper level.
NOTE: The hydraulic system must be from 75°F - 100°F (24°C - 38°C).
The engine throttle linkage must be properly adjusted to ensure that proper engine speeds can be obtained.
36
QUICK REFERENCE PRESSURE CHART
2.
STANDARlo'GRADER STANDARD GRADER WITH ALL WHEEL
DRIVE (AWD)

Load Sensor Line
Low Standby
@ 1000 RPM 129 169 PSI 120 160 PSI
(8.4 -11.2 kgfcm!q (8i,"o-".~6,"g,/s"~z)
@ 2500 RPM 120 160 PST
(8.4 -11.2 kgfcm!q (8.4 -11.2 kg/cm')
High Standby
@ 1000 RPM 2250 2400 PST (158.2 2250 2400 PSI (158.2
168.7 kg/cm') 168.7 kg/cm')
@ 2500 RPM 2259 2490 PSI 2250 2400 PSI
(158.2 168.7 kgfcm!q (158.2 168.7 kg/cm')
Pump Outlet Line
Low Standby:
@ 1000 RPM 349 409 PSI 340 400 PSI
(23.9 28.1 kg!&) (23.9 28.1 kg/cm')
@ 2500 RPM 340 400 PST 340 400 PSI
(23.9 28.1 kg!&) (23.9 28.1 kg/cm')
High Standby:
@ 1000 RPM 2470 2640 PST (173.6 2470 2640 PSI (173.6
185.6 kg/cm') 185.6 kg/cm')
@ 2500 RPM 2479 2640 PSI 2470 2640 PSI
(173.6 1B5.6 kgfcm!q (173.6 185.6 kg/cm')
STEERING AND BRAKE SYSTEM

Pump @ 1000 RPM 1650 PSI 1650 PSI
(116.0 k&cm'> (116.0 kg/cm')

Charge Pump @ 1000 RPM 250 290 PSI (17.6
20.4 kg/cm')
Forward Stall @ 1000 RPM 4200 4600 PSI (295.3
323.4 kg/cm')
Reverse Stall @ 1000 RPM 4200 4600 PSI
(295.3 323.4 kg/cm')
Actual desired pressure values to be recorded in this manual, may vary slightly to those values shown in
hydraulic schematics. When a system is discussed, schematic values will be used. When a system is tested the
actual desired values will be used. The difference in values is due to inherent restrictions in the system

Load Sensor Line
Low Standby = Load Sense Pressure Reducing Valve
High Standby = Load Sense Relief Valve
Pump Outlet Line
Low Standby = Load Sense Pressure Reducing Valve + Flow Compensator Spool Setting
High Standby = Load Sense Relief Valve + Flow Compensator Spool Setting
STEERING AND BRAKE SYSTEM (WITH LOCK PIN)

Pump = Flow Compensator Relief Valve

Charge Pump = Flushing Valve
Forward Stall = Pressure Override Valve
Reverse Stall = Pressure Override Valve
Brake Booster = Flushing Valve + Brake Booster Relief Valve
37
MAIN HYDRAULIC SYSTEM TESTING AND ADJUSTMENT PROCEDURE
Main Hydraulic System Specification
LOAD SENSOR LINE (TEST PORT "2")

LOW STANDBY 120 - 160 PSI (8.4 - 11.2 kg/cm2) @
1000 &25 RPM
120 - 160 PSI (8.4 - 11.2 kg/cm2) @
2500 *25 RPM
HIGH STANDBY 2250 - 2400 PSI (158.2 - 168.7 kg/cm2)
@ 1000 &25 RPM
2250 - 2400 PSI (158.2 - 168.7 kg/cm2)
@ 2500 *25 RPM
PUMP OUTLET LINE (TEST PORT "1")

LOW STANDBY 340 - 400 PSI (23.9 - 28.1 kg/cm2) @
1000 *25 RPM
340 - 400 PSI (23.9 - 28.1 kg/cm2) @
2500 &25 RPM
HIGH STANDBY 2470 - 2640 PSI (173.6 - 185.6 kcr/cm2)
._.
@ 1000 *25 RPti
2470 - 2640 PSI (173.6 - 185.6 kg/cm2)
@ 2500 &25 RPM
Test Port Locations
PUMP OUTLET LINE PRESSURE TEST PORT "1" Located in pump outlet elbow
on R.H. rear side of main
system pump when viewing
from rear of grader. Grill
must be removed to gain
access to test port.
LOAD SENSOR LINE PRESSURE TEST PORT "2" Located on R.H. top side of
main system pump when
viewing from rear of grader.
Grill must be removed to
gain access to test port.
Test Procedure
Low Pressure Standby
38
5. Leave all hydraulic control levers in their “NEUTRAL”

(at rest) positions.
A
WARNING! DO NOT operate control
levers. To do so could result in damage
to pressure gauge.
6. Have other person, record both load sensor and pump

outlet pressure readings.
A. Load sensor line low standby must be 120 - 160

PSI (8.4 - 11.2 kg/cm’) @ 1000 f25 RPM.
Actual Reading
‘igure 58 MAIN SYSTEM PUMP OUTLET TES
B. Pump outlet low standby must be 340 - 400 PSI ’
PORT (1); LOAD SENSING SIGNAL LINE TEST
(23.9 - 28.1 kg/cm’) @ 1000 f25 RPM.
PORT (2)
Actual Reading
8. Leave all hydraulic control levers in their “NEUTRAL” (at rest) positions.
A WARNING!
gauge.
DO NOT operate control levers. To do so could result in damage to pressure
A. Load sensor line low standby must be 120 - 160 PSI (8.4 - 11.2 kg/cm”) Q 2500 f25 RPM.
Actual Reading
B. Pump outlet low standby must be 340 - 400 PSI (23.9 - 28.1 kg/cm’) Q 2500 f25 RPM.
Actual Reading
High Pressure Standby
39
Actual Reading
Actual Reading
Actual Reading
B. Pump outlet high standby must be 2470 - 2640 PSI (173.6 - 185.6 kg/cm*) @ 2500 f25 RPM.
Actual Reading
40
STEERING AND BRAKE SYSTEM PRESSURE TESTS
Steering and Brake System Specification
PUMP PRESSURE 1650 PSI (116.0 kg/cm2) @ 1000 RPM
Test Port Locations
PUMP PRESSURE TEST PORT Located at rear of pump (Pump

is engine mounted).
Test Procedure
1. Connect a calibrated 3000 PSI (210.9 kg/cm*) to

steering and brake pump test port (1, Figure 59).
2. Start engine and set engine speed control lever to

1000 f25 RPM.
3. Have other person, record steering and brake pump

pressure reading. Steering and brake pump pressure
reading must be 1650 PSI (116.0 kg/cm*) @
1000 f25 RPM.
PSI Steering and brake pump pressure

@ 1000 f25 RPM.
NOTE: If necessary adjust relief valve (2) to obtain

1650 PSI (116.0 kg/en?).
Figure 59 STEERING AND BRAKE PUMP TEST
PORT AND RELIEF VALVE
41
AWD HYDRAULIC SYSTEM PRESSURE TESTS
All Wheel Drive System Specification
CHARGE PUMP PRESSURE 250 - 290 PSI (17.6 - 20.4 kg/cm2) @

1000 RPM
FORWARD STALL PRESSURE 4200 - 4600 PSI (295.3 - 323.4 kg/cm2)
@ 1000 RPM
REVERSE STALL PRESSURE 4200 - 4600 PSI (295.3 - 323.4 kg/cm2)
@ 1000 RPM
Test Pot-t Locations
CHARGE PUMP PRESSURE TEST PORT Located at AWD filter.
FORWARD PRESSURE TEST PORT Located on R.H. top

side of main frame in
front of operator's
cab.
REVERSE PRESSURE TEST PORT Located on L.H. top

side of main frame in
front of operator's
cab.
Test Procedure
1. Raise moldboard so front wheels are resting solidly on

ground.
2. Connect two calibrated 5000 PSI (351.5 kg/cm*)

pressure gauges to test ports (1 and 2, Figure 60) in
lines along frame to front wheels.
Figure 60 ALL WHEEL DRIVE TEST PORTS (1

AND 2)
42


disconnect connector containing wire “IOA WD”
from relay This connector also includes wire
relay leave the other one connected.
A
force during this test. Keep clear of
the area in front of and behind the
machine.
4. “APPLY” foot brake, “RELEASE” parking brake, and

move AWD system switch to the “OFF” position. Start
WlRE “10 AWD” (LOCATED JUST IN FRONT OF
engine and set engine speed control at 1000 f25 RPM.
AWD CONTROLLER)
NOTE: The pump has a Pressure Override Valve
(POV) which varies the swash plate angle to limit the maximum pressure. This valve prevents
continuous dumping of excessive flow, at maximum pressure, through the system relief valves in the
pump. This eliminates unnecessary heating of the oil and protects the pump when the wheels stall.
5. Move the AWD system switch to “NORMAL MODE,” shift transmission to ‘SIXTH GEAR FORWARD,” and
push test button (1, ?) on controller.
A. The right hand gauge should show override pressure (from 4200 - 4600 PSI (295.3 - 323.4 kg/cm’) @
PSI Forward override pressure Q 1000 f25 RPM.
B. The left hand gauge should show charge pressure (about 250 - 290 PSI (17.6 - 20.4 kg/cm’) @
PSI Charge pump pressure @ 1000 f25 RPM.
6. Shift to “THIRD GEAR REVERSE” and push test button (1, ?).
A. The right hand gauge should show charge pressure (about 250 - 290 PSI (17.6 - 20.4 kg/cm’) @
PSI Charge pump pressure @ 1000 f25 RPM.
B. The left hand gauge should show override pressure (from 4200 - 4600 PSI (295.3 - 323.4 kg/cm*) Q
PSI Reverse override pressure @ 1000 f25 RPM.
8. Plug in connector on relay that was disconnected in Step 3 above before returning machine to service.
9. Start engine. Shift transmission to “FIRST GEAR FORWARD,” set the engine at l/4 throttle, raise the blade,
and move the AWD system switch to “NORMAL MODE.” With the machine moving steadily on even ground,
check the pressure shown on R.H. pressure gauge, then move AWD switch to “AGGRESSIVE MODE.”
A. Pressure gauge reading should increase.
43
CLUTCH PACK PRESSURE CHECK

The grader has a transmission pressure test port, located
on the transmission control valve. This test port can be used
to determine whether a clutch pack is malfunctioning.
Connect a calibrated 600 PSI (42.2 kg/cm*) gauge to the
test port. The needle should remain in the same relative
position after each gear shift. Use the following test
procedure to determine if clutch packs are functioning
correctly:
NOTE: This test determines if clutch pack seal rings and

solenoid valves are functioning properly or if
hydraulic oil leaks are taking place. There are three
seal rings on each dual clutch pack shaft. Dual
clutch packs are grouped as follows; 1 & 5, 2 & 6
and 3 & 4. The seal rings on the dual clutch pack
isolate the oil from each pack. Different
combinations of clutch packs I thru 6 provide the
six forward speeds and three reverse speeds.
A WARNING!
it moves.
Perform this test outside. Have sufficient room in front of and behind grader incase
1. Place transmission gear range lever in “NEUTRAL” and engage neutral lock.
2. Place moldboard “IN” ground crossways, and ‘RELEASE” parking/emergency brake.
3. Use foot service brake to prevent wheels from turning while performing pressure checks.
4. Observe gauge with engine at “LOW IDLE.”
NOTE: Normal pressure reading is 240 - 260 PSI (16.9 - 18.3 kg/cm). Pressure should not vary more than
5 PSI (0.4 kg/cm) between clutch packs.
5. Move the gear range lever through all six forward and three reverse gear ranges.
NOTE: Return gear range lever to “NEUTRAL” and engage neutral lock, after checking clutch packs.
If readings vary more than 5 PSI (0.4 kg/cm”) contact your serviceman or see applicable “Shop Manual” for further
testing.
44
CHECKS AND ADJUSTMENTS

TRANSMISSION DIPSTICK - R.H. SIDE
SERVICE: Fill to “FULL” mark on dipstick.
LUBRICANT: ATF
NOTE: See “Transmission Checks” section of Operator’s

15964
‘igure 63 TRANSMISSION DIPSTICK
TRANSMISSION DIPSTICK - L.H. SIDE
LUBRICANT: ATF

TRANSMISSION FILL PLUG
LUBRICANT: ATF

1576711
Figure 65 TRANSMISSION FILL PLUG
45
HYDRAULIC OIL TANK SIGHT GAUGE
SERVICE: Check level - Fill to 1.000 In. (25.400 mm)

BELOW “HIGH” mark on tube.
LUBRICANT: ATF
NOTE: See “Care of Hydraulic System” section of

Operator’s Manual for servicing.
\
15763
‘igure 66 HYDRAULIC OIL TANK SIGHT GAUGE
HYDRAULIC OIL TANK FILL CAP
SERVICE: Check level - Fill to 1.000 In. (25.400 mm)

BELOW “HIGH” mark on tube.
LUBRICANT: ATF
NOTE: See “Care of Hydraulic System” section of

Opera for’s Manual for servicing.
15761 B
‘igure 67 HYDRAULIC OIL TANK FILL CAP
TANDEM CASES,
OIL LEVEL PLUG

cubic centimeter based on ANSI B93.28-1973
LUBRICANT: ATF
46
TANDEM CASES,
FILL PLUG
SERVICE: Fill to level plug.
NOTE: Oil must not have a contaminant /eve/ higher than

LUBRICANT: ATF
CIRCLE REVERSE GEAR CASE,

OIL LEVEL PLUG

LUBRICANT: GO
‘igure 70 CIRCLE REVERSE GEAR CASE, 011

LEVEL PLUG
CIRCLE REVERSE GEAR CASE,

FILL PLUG
SERVICE: Fill to proper level.

cubic centimeter based on ANSI B93.28-1973
LUBRICANT: GO
Figure 71 CIRCLE REVERSE GEAR CASE, FILL

PLUG
47
REAR AXLE OIL LEVEL PLUG

(OLD STYLE)
SERVICE: Check level. The oil level should be slightly

above check hole. The differential housing has three sumps
connected by only a small hole. Fill the case slowly to allow
oil to drain into all sumps.

cubic centimeter based on ANSI 993.28-1-973
LUBRICANT: HTF
:igure 72 REAR AXLE OIL LEVEL PLUG (OLL

STYLE)
REAR AXLE OIL LEVEL ELBOW

(NEW STYLE)
SERVICE: Check level. The oil level should be at top of

elbow. The differential housing has three sumps connected
by only a small hole. Fill the case slowly to allow oil to drain
into all sumps.

cubic centimeter based on ANSI B93.28-1-973
LUBRICANT: HTF
Figure 73 REAR 1
STYLE)
REAR AXLE OIL FILL PLUG
SERVICE: Fill to proper level. The oil level should be

slightly above check hole or to top of elbow. The differential
housing has three sumps connected by only a small hole.
Fill the case slowly to allow oil to drain into all sumps.

cubic centimeter based on ANSI B93.28-1-973
LUBRICANT: HTF
Figure 74 REAR AXLE OIL FILL PLUG
48
FUEL TANK DRAIN PLUG

,/
SERVICE: Drain accumulated water and sediment.
r---T
NOTE: See “Engine Fuel System”

section of Operator’s
II
l----J
T lJJD0
!gure 75 FUEL TANK DRAT PLUG
49
TIRE INFLATION
Never inflate a flat tire without inspecting the tire, rim and wheel for damage. Be sure all components are properly
assembled. Unmounted tires being inflated or deflated should be placed in a tire safety cage per O.S.H.A.
regulations. Inflate tire to 5 PSI (0.4 kg/cm*) and check that all components are properly seated. Never stand
directly in front of a tire and rim assembly while inflating. Use a clip-on chuck with a hose long enough to allow the
person inflating the tire to stand to the side. Serious injury could result if the tire and mounting were to separate.
Once the tire has been inflated to 5 PSI (0.4 kg/cm*) and a visual inspection of all components has been completed,
continue to inflate the tire to 50 PSI (3.5 kg/cm*). After inflating tire to 50 PSI (3.5 kg/cm*), deflate the tire to
recommended pressure.
Dry nitrogen (NJ gas is recommended for inflation of tires. Air is acceptable.
13:oo x 24 - 10 ply 8” rims 30 PSI (2.1 kg/cm”)

13:oo x 24 - 12 ply 8” rims 35 PSI (2.5 kg/cm*)
14:oo x R24 - Radial 8” rims 55 PSI (3.9 kg/cm”)
14:oo x R24 - Radial 10” rims 55 PSI (3.9 kg/cm*)
17:50 x 25 - 12 ply 14” rims 35 PSI (2.5 kg/cm*)
17:50 x R25 - Radial 14” rims 45 PSI (3.2 kg/cm”)
NOTE: Tire pressure may be increased 50% for work or travel on paved surfaces.
50
CONTROL LEVER LINKAGE

CHECK CONTROL VALVE LEVER LINKAGE
Make sure -all linkage works freely.
Remove over-spray (if any); lubricate if necessary.
RIM CENTERING
Excessive grader bounce when traveling on smooth surfaces may be caused by rims that are not centered to the
wheel. Visual inspection of rims will determine if centering of the rims is necessary.
CENTERED UNCENTERED
Whenever tires are changed, the rims must be fastened carefully to make sure that they are properly centered.
1. Make sure tires are off the ground.
2. Snug-tighten the rim clamps top (1, Figure 76), bottom (2), left (3), then right (4), making certain that the
spacing between rim and wheel is equal all the way around.
3. Torque all rim clamps, front and rear tires (Refer to “Specific Bolt Torques” for proper torque values).
51
HYDRAULIC WET BRAKES

SERIAL NUMBER 200417 THRU 200962
2. Full brake line pressure is achieved when pedal is pushed to floorboard.
1. Free pedal clearance.
2. Pedal floorboard stop.
3. Full brake valve stroke.
See references “A” and “B”

in Figure 77, Figure 78.
Free pedal clearance;
Reference “A” adjustment is

to make sure that brake valve
(1, Figure 77, Figure 78) is
not applied when pedal (3) is
released.
With brake pedal released,

gap clearance between brake
lever and brake valve piston
(A, Figure 77, Figure 78) must
be 0.010 - 0.030 In. (0.254 -
0.762 mm). To increase gap
clearance, screw in bolt (2).
To reduce gap, screw out bolt
(2). Tighten jam nut on bolt
(2).
igure 77 BRAKE PEDAL FREE PEDAL
NOTE: (a) Be sure, when pedal is up in brake released position, that nut (5, Figure 77, Figure 78) or lever does
not interfere with floorboard or rubber boot, before bolt (2) does.
(b) Brake valve spool can over travel its “NEUTRAL” position if pedal is released quickly During
adjustment procedures, always release pedal slowly If valve spool over-travels, it may continue to
touch the lever and incorrectly indicate that an air gap (A, Figure 77, Figure 78) (free pedal) has not
been achieved.
52
Once you have adjusted Reference “A,” you are ready to make sure that when the pedal (3, Figure 77, Figure 78)
is pushed to the floor, two (2) things take place:
1. That brake valve piston will open all the way allowing full brake pressure.
2. That foot pedal (3, Figure 77, Figure 78), stops against adjusting bolt (4) on floor board, and is not pushing
against a piston that is bottomed in the valve (1).
A
WARNING! Excessive force applied to brake valve piston, which is already at full stroke, could
Adjustment of Reference “B” (Figure 77, Figure 78) is accomplished by:
1. Loosen floorboard pedal stop bolt (4, Figure 77, Figure 78) jam nut.
2. Turn bolt (4, Figure 77, Figure 78) clockwise until it is down to the lowest height. (Against floorboard).
3. Depress brake pedal (3, Figure 77, Figure 78) slowly until you feel it stop. Check and see if you have clearance
between the pedal (3) and floorboard pedal stop bolt (4).
If there is not any clearance between stop bolt (4, Figure 77, Figure 78) and pedal (3), it means that your pedal
stop was due to the foot pedal hitting the stop bolt (4) and not due to the valve going to full open position.
You must loosen the top and bottom nuts (5 and 6, Figure 77, Figure 78) on the foot pedal rod and adjust it to raise
the foot pedal slightly to provide the clearance needed.
Depress pedal again until it stops; if you now have clearance between the floorboard stop bolt (4,
Figure 77, Figure 78) and the back of the pedal (3), you know that you are at full open stroke on the brake valve.
If you have over 0.250 In. (6.350 mm) clearance between the bottom of the pedal (3, Figure 77, Figure 78) and
the stop bolt (4), you should adjust the pedal rod back down to no more than 0.250 In. (6.350 mm). The reason
for this is that when you are finished, you do not want the brake pedal return position to be any higher from the
floorboard than need be. Align brake pedal footpad and tighten top and bottom nuts (5 and 6, Figure 77, Figure 78).
Again, hold the pedal (3, Figure 77, Figure 78) down until it stops, unscrew the floorboard pedal stop bolt (4) raising
it up until it touches the bottom of the pedal (3). Once it touches the back of the pedal, unscrew (raise) it one more
full turn and tighten jam nut.
Your adjustment has now allowed you to get full brake valve travel and have the pedal (3, Figure 77, Figure 78)
stop against the floorboard stop bolt (4) and not against the brake valve piston (1). Reference “B.”
53
Full brake valve stroke;
have obtained the right adjustments. Remove plug (7, Figure 77, Figure 78) or sender and install a multi-pressure
gauge capable of accurately reading from 0 - 3000 PSI (0 - 210.9 kg/cm’). Gauge must be in forward port - not in
rear port. Start the engine. With engine running and brake pedal (3) in an up position, you should read 0 PSI
(0.0 kg/cm’) at pressure gauge port (7). With brake pedal (3) depressed against adjusting bolt (4), you should read
1160 f145 PSI (81.5 f10.2 kg/cm”) at pressure gauge port (7). If both pressure readings are correct, remove
pressure gauge and re-install plug (7) or sender. If pressure readings do not meet specifications, re-adjust pedal
finkage as done previously.
54
SERIAL NUMBER 200963 & UP
2. Full brake line pressure is achieved when pedal is pushed to floorboard
1. Free pedal bumper adjustment to obtain 1.50 In. (38.100 mm) at point “A.”
2. Pedal height adjustment of 3.90 In. (99.060 mm) at point “B.”
3. Brake pedal stop adjustment to obtain full stroke adjustment of 0.95 In. (24.130 mm) at point “C.”
See references “A,” I‘B” and “C” in Figure 77, Figure 78.
‘igure 76 BRAKE PEDAL FREE PEDAL
55
Raised pedal adjustment;
Reference “A” adjustment is to make sure that brake valve (1, Figure 77, Figure 78) is not applied when pedal (2)
is released.
With brake pedal released, brake valve actuator (3, Figure 77, Figure 78) must protrude out 1.50 In. (38.100 mm)
from the face of the brake mounting bracket (7). To increase setting, screw “IN” bumper (4). To reduce setting,
screw “OUT” bumper (4). Tighten jam nut on bumper (4).
NOTE: The brake valve actuator (3, Figure 77, Figure 78) will always contact the brake pedal assembly. The
actuator is not retained within the brake valve body. THERE IS NO FREE PEDAL CLEARANCE WITH
THIS VALVE ARRANGEMENT:
Once you have adjusted Reference “A,” you are ready to make sure that when the pedal (2, Figure 77, Figure 78)
is pushed to the floor, two (2) things take place:
1. That brake valve (1, Figure 77, Figure 78) will open all the way allowing full brake pressure.
2. That brake pedal (2, Figure 77, Figure 78), stops against adjusting bolt (5) on floor board, and is not pushing
against a piston that is bottomed in the valve (1).
A WARNING! Excessive force applied to brake valve piston, which is already at full stroke, could
Adjustment of Reference “B” (Figure 77, Figure 78) is accomplished by:
1. Loosen floorboard pedal stop bolt (5, Figure 77, Figure 78) jam nut.
2. Turn bolt (5, Figure 77, Figure 78) clockwise until it is down to the lowest height. (Against floorboard).
3. Depress brake pedal (2, Figure 77, Figure 78) slowly until you feel it stop. Check and see if you have clearance
between the pedal (2) and floorboard pedal stop bolt (5).
If there is not any clearance between stop bolt (5, Figure 77, Figure 78) and pedal (2), it means that your pedal
stop was due to the foot pedal hitting the stop bolt (5) and not due to the valve going to full open position.
You must loosen the nut (6, Figure 77, Figure 78) on the foot pedal rod and adjust it to raise the foot pedal slightly
to provide the clearance needed.
Depress pedal again until it stops; if you now have clearance between the floorboard stop bolt (5,
Figure 77, Figure 78) and the back of the pedal (2), you know that you are at full open stroke on the brake valve.
If you have over 0.250 In. (6.350 mm) clearance between the bottom of the pedal (2, Figure 77, Figure 78) and
the stop bolt (5), you should adjust the pedal rod back down to no more than 0.250 In. (6.350 mm). The reason
for this is that when you are finished, you do not want the brake pedal return position to be any higher than 3.90 In.
(99.060 mm) “Reference B” from the floorboard. Align brake pedal footpad and tighten nut (6,
Figure 77, Figure 78).
Again, hold the pedal (2, Figure 77, Figure 78) down until it stops, unscrew the floorboard pedal stop bolt (5) raising
it up until it touches the bottom of the pedal (2). Once it touches the back of the pedal, unscrew (raise) it one more
full turn and tighten jam nut. Check that the brake valve actuator (3) is protruding out 0.96 In. (24.384 mm) from
the face of the brake mounting bracket (7).
56
Your adjustment has now allowed you to get full brake valve travel and have the pedal (2, Figure 77, Figure 78)
stop against the floorboard stop bolt (5) and not against the brake valve actuator (3). Reference “B.”
Once again check to make sure that the brake pedal and valve is adjusted to have;
1. 1.50 In. (38.100 mm) in the released position “A.“.

2. 0.96 In. (24.384 mm) in the fully applied position “C.”
3. 3.90 In. (99.060 mm) brake pedal height “B.”
Pressure test;
have obtained the right adjustments.
1. Connect a calibrated 0 - 2000 PSI (0 - 140.6 kg/cm”) gauge to test port fitting.
2. Start the engine.
3. With engine running and brake pedal (2, Figure 77, Figure 78) in an ‘UP” position, you should read 0 PSI
(0.0 kg/cm’).
4. With brake pedal (2, Figure 77, Figure 78) depressed against adjusting bolt (5), you should read 1160 f75 PSI
(81.5 f5.3 kg/cm’).
5. Shutdown engine.
6. If both pressure readings are correct, remove pressure gauge. If pressure readings do not meet specifications,
re-adjust pedal linkage as done previously.
7. Remove 0 - 2000 PSI (0 - 140.6 kg/cm*) gauge.
8. Connect a calibrated 0 - 50 PSI (0 - 3.5 kg/cm”) gauge.
A
9.
WARNING!
Start engine.
Do not depress brake pedal with 0 - 50 PSI (0 - 3.5 kg/cm*) gauge installed.
10. With brake pedal (2, Figure 77, Figure 78) released pressure reading should remain at 0 PSI (0.0 kg/cm”). If
pressure rises, then the 1.50 In. (38.100 mm) adjustment “A” needs to be increased by turning bumper (4) CW.
11. Shutdown engine and make adjustments.
12. Recheck brake system until proper readings and adjustments are obtained.
57
PARKING/EMERGENCY BRAKE
CHECK ADJUSTMENT FOR SERIAL NUMBERS 200417 THRU 200989,200994,200995,200997 thru 201034

correctly adjusted and in proper working order at all times.
brake be kept
required. When the brake is released, a 0.015 In. (0.381 mm) to 0.125 In. (3.175 mm) gap is acceptable.
However if the brake should need adjustment use the following procedure:
1. Park grader on a level surface and rest all moldboard and all accessories solidly on ground.
3. Switch parking/emergency brake switch to the ‘RELEASED” position.
NOTE: The parking/emergency brake caliper is spring applied and hydraulically released.
4. With one person in cab, have another person remove

the rubber boot (1, Figure 79) from parking/emergency
brake caliper (2).
5. With caliper still pressurized, loosen jam nut (3,

Figure 79) and turn adjustment screw (4) clockwise
(“IN”) until both brake pads (5 and 6) are in solid
contact with brake disc (7).
6. With both brake pads (5 and 6, Figure 79) in contact

with disc (7), turn adjustment screw (4) “OUT” until
0.030 In. (0.762 mm) clearance is obtained. Then
tighten jam nut (3) to hold it in position.
7. Install rubber boot (I, Figure 79) on caliper (2).
15890
Figure 79 MANUAL RELEASE OF BRAKE
CALIPER
58
CHECK ADJUSTMENT FOR SERIAL NUMBERS 200990 THRU 200993, 200996,201035 & UP

required. When brake is released, a 0.012 In. (0.305 mm) gap is acceptable.
1. Park grader on a level surface. Rest moldboard and all accessories solidly on ground.
3. Switch parking/emergency brake switch to “RELEASED” position.
NOTE: Parking/emergency brake caliper is spring applied and hydraulically released.
4. With one person in cab, have another person, loosen hex

nut (1, Figure 80) and turn adjustment set screw (2)
clockwise (“IN”) until both brake pads (3 and 4) are in
solid contact with brake disc.
5. With both brake pads (3 and 4, Figure 80) in contact with

disc, turn adjustment set screw (2) “OUT” until 0.012 In.
(0.305 mm) clearance is obtained. Then tighten hex nut
(1) to hold it in position.
uwmB b 2
16996
Figure 60
59
TESTING
CONTROL VALVE ASSEMBLY OPERATION
Located on either side of the steering control panel are the control valve levers (Figure 82 and Figure 83). The
standard grader is equipped with nine control valves (five in the L.H. valve bank; four in the R.H. valve bank) and
utilizes eight of them for standard controls. An additional five valves for various options may be added (two to the
L.H. valve bank; three to the R.H. valve bank). Configuration of these valve bank arrangements may vary from the
standard valve banks shown here.
NOTE: Located on the top of the optional/accessory control valve bank sections are flow control adjustment valves.
The valve (one per section) is a tee-handle which can be turned to adjust the flow rate of oil to the optional
function.
FRONT
CONTROL LEVER
0 0 0 +
l l l POSITIONS
,_ _ I ,__ .,,_- i ,_- i ,- _ i

‘&;‘~;f$,,i,,i-, ,,(!$;&,,S
Note: VALVE SECTIONS 1L THRU SL AND 1R THRU 4R ARE

STANDARD. FILLED DIAMONDS REPRESENT STANDARD
CONTROL LEVER POSITIONS. (LINKAGE FOR VALVE 5L IS
NOT PROVIDED AS STANDARD EQUIPMENT)
Figure 81 R.H. AND L.H. CONTROL VALVES WITH OPTIONAL VALVE SECTIONS IN EACH BANK
60
R.H. CONTROL LEVER BANK (STANDARD MACHINE)
1. Circle Shift - pulling the control shifts

circle drawbar to the right; pushing shifts
the circle to the left.
2. Articulation - by pulling this lever, the rear

module moves from the center to the right,
assisting in a R.H. turn; pushing the lever,
the rear module moves from the center to
the left, assisting in a L.H. turn. 15808
3. Wheel Lean - pulling leans front wheels

right; pushing leans the wheels left.
Figure 82 R.H. CONTROL LEVERS

4. R.H. Blade Lift - by pulling this control
lever, the R.H. side of blade is raised;
pushed the R.H. side of blade is lowered.
L.H. CONTROL LEVER BANK (STANDARD MACHINE)
1. L.H. Blade Lift - pulling control L.H. side

of blade is raised; pushed L.H. side of
blade is lowered.
15809
2. Auxiliary/Optional (Scarifier or Ripper) -

pulling raises the scarifier; pushing lowers
the scarifier.
15814
3. Blade Shift - pulling moves moldboard to

the right; pushing moves the moldboard to r
-
the left.
8
15817
4. Blade Tilt - pulling moves the top of blade

rearward; pushing moves the top of blade
forward.
15813
5. Circle Rotation - pulling moves the circle

clockwise; pushing moves the circle
counterclockwise.
61
OPTIONAL LIGHTING EQUIPMENT

Single Beam Headlights
Hi-Lo Beam Headlights
Amber Turn Signals
Dome Light(s)
Moldboard Flood Lights
Snow Lights (working)
OPTIONAL WARNING EQUIPMENT

Flashing Light (blue or amber)
Amber Revolving Light
If the machine has any of the options mentioned above, make sure everything is adjusted and operating correctly.
YARD AND/OR ROAD TEST

1. Check all gauges and indicator lights for proper response. Make sure indicator lights respond to proper gauges.
2. Check lights and cab equipment (wipers, fan, heater, etc.) for proper operation.
3. Test grader on smooth road and/or rough field (in all forward and reverse speeds).
4. Check antifreeze protection at operating temperature 160°F (71 “C).
5. Check for leaks before, during and after roading.
6. Be alert for any vibration noises. Determine source, repair and retest.
62
X-01 .OOK
SUSPENSION SEAT
GD530A-1 200417 & Up

GD530AW-1 200417 & Up
GD650A-1 200417 & Up
GD650AW-1 200417 & Up
GD670A-1 200417 & Up
GD670AW-1 200417 & Up
CAUTION


INJURY.
CONTENTS PAGE
SERVICING .................................................... 1
GENERAL .................................................. 1
COMPLETEASSEMBLY.. ...................................... 2
LOWERSUSPENSION ......................................... 6
SEATADJUSTER ............................................. 10
0194
Refer to the “General Torque Values” shop manual section in cases where SPECIFIC TORQUES are not given
in the this shop manual section. All values listed throughout this manual are lubricated (WET) unless stated
otherwise.
METRIC CONVERSIONS
SHOP MANUAL SECTION X-Ol.OOK
SERVICING
installation of the suspension seat.
GENERAL
Location on Machine
Bolted to plate in center of operators compartment.
Specifications
Weight adjustment spring:
Free length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.250 - 10.250 In.

(235 - 260 mm)
Test length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.000 In.

(127 mm)
Test load:
At 5 In. (127 mm) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170 - 240 Lbs.

(77 - 108 kgs)
At 2.5 In. (63.5 mm) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 - 350 Lbs.

(136 - 158 kgs)
Shock absorber pull rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5000 Lbs.

(2267 kgs)
Ride indicator projection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.375 In.

(9.52 mm)
Lubricants and Sealants
Lubricating grease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Moly-Coat #47
Suspension boot adhesive . . . . . . . . . . . . . . . . . . . . . . . . . . . #l 10 Techno Adhesive
Lever cap adhesive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . #l 10 Techno Adhesive

COMPLETE ASSEMBLY
Figure 1
2
1. SUSPENSION, LOWER 15. BRACKET - R.H.

2. CUSHION, SEAT 16. TILT LATCH
3. CUSHION ASSEMBLY, BACKREST 17. TENSION SPRING
4. TILT PLATE, RECESS SCREW ,FLAT WASHER 18. TILT LATCH CAP
& LOCK NUT 19. FLAT WASHER
5. TILT BACK BOLT & FLAT WASHER 20. LOCK NUT
6. BOLT SPACER 21. SPACER BAR
7. MOUNTING BOLT 22. SHOULDER BOLT
8. BRACKET SPACER 23. LOCK NUT
9. ARMREST - L.H., MOUNTING SCREW & SELF- 24. FLAT WASHER - OUTER
TAPPING SCREW 25. FLAT WASHER - INNER
10 ARMREST - R.H., MOUNTING SCREW&SELF- 26. VERTICAL LIMIT CABLE
TAPPING SCREW 27. RETAINER BOLT
11. COVER, ARMREST - L.H. 28. FLAT WASHER
12. COVER, ARMREST - R.H. 29. LOCK NUT
13. WASHER, SPRING 30. RETAINING SPRING
14. BRACKET - L.H.
Disassembly
1. On each side, remove lock nut (29, Figure l), flat washer (28), limit cable (26) and retainer bolt (27) from lower
suspension (1).
2. Remove springs (30) (not shown), located between tilt plate (4) and spacer bar (21). From each side, remove
tilt back bolt (5) and flat washer, then lift backrest cushion out of side brackets (14 and 15). If needed, further
disassembly of backrest cushion can be done by removing hardware and separating tilt plates from cushion.
3. Remove arm rest covers (11 and 12) from armrests (9 and 10). Remove self-tapping screw, mounting screw,
spring washer (13) and armrest from each side bracket.
4. Remove lock nut (23), shoulder bolt (22) inner flat washer (25), limit cable (26), and outer flat washer (24) from
each side, that secure spacer bar (21) from between side brackets. Remove mounting bolt (7) and mounting
spacer (8) from each side, and remove seat cushion (2) from side brackets.
5. Flip seat cushion over. Remove springs (17) from tilt latch (16) and cushion frame. Pop tilt latch out of cushion.
Do not remove latch cap (18) unless replacement is necessary.
6. Remove four lock nuts (20) and flat washers (19) holding side brackets to lower suspension assembly.
6. A seat cover attachment is available for covering cushions in lieu of cushion replacement.
Reassembly
1. Secure side brackets (14 and 15, Figure 1) to lower suspension assembly (1) with four flat washer (19) and
lock nuts (20). Tighten nuts to 25 f5 Ibf ft (3.5 f0.7 kgam).
2. If removed, glue new latch cap (18) to tilt latch (16) with adhesive. Position one end of tilt latch into seat
cushion (2), then pop other side in. Install springs (17) between latch and cushion frame.
3. Position seat cushion (2) and two mounting spacers (8) (one spacer on each side of cushion), between side
brackets, and secure in position with mounting bolts (7). Tighten mounting bolts from 8 - 12 Ibf ft (1 .l -
1.7 kg-m)
T
‘i
bJ 5
:igure 2
4
4. Slide outer flat washer (24, Figure 2), one end of vertical limit cable (26) and inner flat washer (25) on shoulder
bolt (22). Secure spacer bar (21) to side bracket (14) with shoulder bolt assembly just made and lock nut (23).
Tighten lock nut to 75 Ibf ft (10.4 kg*m). Repeat procedure to secure spacer bar to other side bracket.
5. Install spring washer (13), armrest (9 or lo), two mounting screw and self-tapping screw on side bracket.
Tighten mounting screws to 9 f3 Ibf ft (1.2 f0.4 kg*m) Repeat procedure for other armrest. Install armrest
covers (11 and 12) in end of armrest.
6. If removed, secure tilt plates (4) to backrest cushion (3) with appropriate mounting hardware. Position backrest
cushion between side brackets and secure in place with two flat washers and tilt back bolts (5). Tighten tilt back
bolts from 32 - 37 Ibf ft (4.4 - 5.1 kg*m).
7. Secure remaining end of each vertical limit cable to lower suspension assembly with retainer bolt (27), flat
washer (28) and lock nut (29) on each side. Cable end is located between flat washer and lower suspension
assembly. Tighten lock nut to 32 f5 Ibf ft (4.4 f0.7 kg*m).
LOWER SUSPENSION
2030.0:
Figure 3
6
1. SEAT ADJUSTER 17. SLIDER BUMPER, 1 .161 In. (29.489 mm)

2. ROLL PIN 18. SLIDER BUMPER, 1.562 In. (39.675 mm)
3. SPRING PAD 19. SLIDER BUMPER, 2.160 In. (54.864 mm)
4. WEIGHT ADJUSTMENT SPRING 20. SLIDER BUMPER, 2.562 In. (65.075 mm)
5. SPRING WASHER 21. SHOCK ABSORBER
6. VERTICAL GEAR AND SHAFT 22. SHOCK ABSORBER BUSHING
7. ROLL PIN 23. SHOULDER BOLT
8. HORIZONTAL GEAR AND SHAFT 24. LOCK NUT
9. SHAFT BRACKET 25. SLIDE BUMPER
10. SUSPENSION ARM 26. RIDE INDICATOR
11. WEIGHT ADJUSTMENT KNOB 27. MOUNTING SHAFT
12. INSTRUCTION DECAL 28. LOCK NUT
13. TUBE BUSHING 29. ROLL PIN
14. SUSPENSION BOOT 30. CARRIAGE BOLT
15. PUSH-ON FASTENER 31. LOCK NUT
16. THRUST WASHER 32. UPPER HOUSING
Disassembly
1. Remove fasteners (15, Figure 3) from instruction plate (12) and suspension boot (14). Remove plate from boot.
Carefully remove boot, upper front corners are adhered to upper housing (32), from assembly. Remove roll pin
(2) from ride indicator (26). Unsnap indicator from suspension arm (10).
2. Position assembly in press so that weight adjustment spring (4) is centered. Using adjustment lever (1 l), raise
assembly to its highest point. Apply press to assembly.
3. Remove absorber shoulder bolt (23) lower bushing (22) and lock nut (24). Slowly raise press to allow spring
to come to its full height, 9.250” (235 mm) to 10.250” (260 mm). Remove assembly from press.
4. Remove upper and lower mounting shafts (27) and lock nuts (28) from assembly and separate components.
Do not remove spring pad (3) unless replacement is necessary.
5. Remove roll pin (29) and separate parts (5, 6 and 16). Remove bushings (13) and slider bumpers (17 thru 20)
from suspension arm (10). Remove upper bushing (22) from shock absorber (21).
6. Remove roll pin (7) and slide weight adjustment knob (11) off shaft. Remove horizontal gear and shaft from
bracket (9). Remove hardware (30 and 31) and bracket from housing. Remove slide bumpers (25) from
housing.
Inspection and Repair
1. Discard parts (7, 13, 15, 17 thru 20, 22, 25 and 29, Figure 3) and replace with new. If spring pad (3) was
removed, discard and replace with new.
2. Check the weight adjustment spring against those listed in ‘Specifications.”
3. Shock absorber should withstand a pull test of 5000 Lbs. (2,267.5 kg)., if not replace.
4. Check remaining parts for wear, cracks and damage and replace as necessary.
Reassembly
1. Install new slide bumpers (25, Figure 3) into housing (32). Install bracket (9) to housing with hardware (30 and
31) and torque nuts from 8 - 15 Ibf ft (1 .l - 2.1 kg*m) Inset-t horizontal gear and shaft (8) through bracket and
install knob (11) and secure with roll pin (7).
2. Install new bushings (13, Figure 4) and bumpers (17 thru 20) into suspension arm (10). Install new bushings
(22) into shock absorber (21). Coat threads of spring washer (5) with fresh grease and thread vertical gear and
shaft (6) all the way into washer and secure with roll pin (29). Lightly coat thrust washer (16) and top of gear
with fresh grease.
3. If removed, adhesive glue spring pad (3) to seat adjuster (1). Position seat adjuster in press. Place weight
adjustment spring (4) on pad and center adjuster in press. Install suspension arm (10) into adjuster and connect
with lower mounting shaft and lock nut (28). Torque nut from 20 - 25 Ibf ft (2.8 - 3.5 kg*m). Install shock
absorber (21) into adjuster with shoulder bolt (23) and lock nut (24). Torque nut from 10 - 15 Ibf ft (1.4 -
2.1 kgam) Position vertical gear assembly on top of spring.
4. Position upper housing (32) inserting sliding bumpers (18 and 20) in housing and meshing horizontal gear with
vertical gear. Slowly compress assembly until rear upper arm of suspension and shock absorber top mount
align with mounting holes of upper housing. Install upper mounting shaft (27) and secure with lock nut (28).
Torque nut from 20 - 25 Ibf ft (2.8 - 3.5 kg*m).
5. Snap ride indicator (26) onto front lower arm of suspension inline with hole in seat adjuster. Install roll pin (2)
onto indicator so it projects 0.38 In. (9.652 mm) from front face of seat adjuster.
6. Glue top front corners of suspension boot (14) to upper housing and secure with push-in fasteners (15). Install
instruction plate (12) with two fasteners (15) through boot to seat adjuster.
8
2030.02
9
SEAT ADJUSTER
2031
C.
Figure 3
10
1. SLIDE TRACK 8. ACTUATOR LEVER

2. LOWER HOUSING 9. PUSH-ON NUT
3. LEFT SIDE LATCH 10. STOP BOLT
4. RIGHT SIDE LATCH 11. STOP BOLT SPACER
5. LATCH ROD 12. ACTUATOR LEVER CAP
6. TENSION SPRING 13. SLIDE BEARING
7. LATCH LINK
Disassembly
1. Remove stop bolt (10, Figure 5) and spacer (11) from lower housing (2). Unhook tension springs (6) from
latches (3 & 4) and housing and remove. Slide housing off track (1).
2. Remove push-on nut (9) from actuator lever (8) and remove with latch link (7). Do not remove lever cap (12)
from lever unless replacement is necessary.
3. Remove push-on nuts (9) from left and right side latches (3 and 4). Remove latches with latch rod (5) and
separate parts. Remove push-on nuts (9) from bearing studs and remove bearings.
Reassembly
1. Position slide bearings, dust seal side down, on studs and secure with push-on nuts (9, Figure 5). Connect rod
(5) to latches (3 & 4) and mount to housing with nuts (9).
2. If removed, install cap (12) with adhesive to lever (8). Position lever on housing and secure with push-on nuts.
Connect link (7) between lever and right side latch. Slide housing into track. Install tension springs (6) to
housing and latches. Install stop bolt (10) and spacer (11) to housing and torque from 50 - 55 Ibf ft
(6.9 - 7.6 kg*m).
11
Y-01 .OOK

GD530A-1 200417 & Up

GD530AW-1 200417 & Up
GD650A-1 200417 & Up
GD650AW-1 200417 & Up
GD670A-1 200417 & Up
GD670AW-1 200417 & Up
CAUTION


INJURY.
CONTENTS PAGE
INTRODUCTION ............................................... . 1
TORQUE VALUES FOR STANDARD ENGLISH FASTENERS .............. . 2
BOLT IDENTIFICATION CHART ................................ . 2
TYPE 1, 5 AND 8 NON-PHOSPHATE COATED HARDWARE ........... . 2
TYPE 1,5 AND 8 NON-PHOSPHATE COATED HARDWARE - CONTINUED . 3
TYPE 8 PHOSPHATE COATED HARDWARE ...................... . 4
TORQUE VALUES FOR STANDARD METRIC FASTENERS .............. . 5
TORQUE VALUES FOR HOSE CLAMPS ............................. . 6
TORQUE VALUES FOR SPLIT FLANGE CONNECTIONS ................ . 6
TORQUE VALUES FOR HYDRAULIC TUBES AND FITTINGS ............. . 7
0194
METRIC CONVERSIONS
SHOP MANUAL SECTION Y-Ol.OOK
INTRODUCTION
This section is intended to supercede the “GENERAL TORQUE VALUES” chart, located on the back cover of most
shop manual sections.
Since the introduction of Phosphate Coated Hardware into our product line, different torque charts are required to
specify the value of torque required for the various hardware.
This manual IS NOT INTENDED to supercede SPECIAL BOLT TORQUES given in the text portion of the various
manuals, only to give standard values to that hardware not specified.
TORQUE VALUES FOR STANDARD ENGLISH FASTENERS
BOLT IDENTIFICATION CHART
TYPE S.A.E. DESCRIPTION BOLT HEAD

GRADE MARKING
1 1 OR2 WILL HAVE NO MARKINGS IN THE CENTER OF THE HEAD

Low or Medium Carbon Steel Not Heat Treated
5 5 WILL HAVE THREE RADIAL LINES

Quenched and Tempered Medium Carbon Steel
8 8 WILL HAVE 6 RADIAL LINES

Quenched and Tempered Special Carbon or Alloy Steel
TYPE I,5 AND 8 NON-PHOSPHATE COATED HARDWARE
Recommended torque, in foot pounds, for all Standard Application Nuts and Bolts, provided:
a. All thread surfaces are clean and lubricated with SAE-30 engine oil (See Note.)
b. Joints are rigid, that is, no gaskets or compressible materials are used.
c. When reusing nuts or bolts, use minimum torque values.
NOTE: Mu/tip/y the standard torque by:
0.65 when finished jam nuts are used.

0.70 when Molykote, white lead or similar mixtures are used as lubricants.
0.75 when parkerized bolts or nuts are used.
0.85 when cadmium plated bolts or nuts and zinc bolts w/waxed zinc nuts are used
0.90 when hardened surfaces are used under the nut or bolt head.
When reusing bolts and nuts in service, use minimum torque values.
2
TYPE 1,5 AND 8 NON-PHOSPHATE COATED HARDWARE - CONTINUED
The following General Torque Values must be used in all cases where SPECIAL TORQUE VALUES are not given
NOTE: TORQUE VALUES LISTED THROUGHOUT THIS MANUAL ARE LUBRICATED (WET)
THREADS; VALUES SHOULD BE INCREASED l/3 FOR NON-LUBRICATED (DRY) THREADS.
HEAT TREATED MATERIAL GRADE 5 & GRADE 8
GRADE 5 GRADE 8
THREAD SIZE (3 RADIAL DASHES ON HEAD) (6 RADIAL DASHES ON HEAD)
FOOT POUNDS NEWTON METER FOOT POUNDS NEWTON METER

(Ft. Lbs.) (N-m) (Ft. Lbs.) (N-m)
l/4” - 20 6 8 9 12
l/4” - 28 7 9 11 15
5116” - 18 13 18 18 24
5/l 6” - 24 15 20 21 28
318” - 16 24 33 34 46
318” - 24 27 37 38 52
7/16” - 14 38 52 54 73
7/l 6” - 20 42 57 60 81
l/2” - 13 58 79 82 111
l/2” - 20 65 88 90 122
g/16” - 12 84 114 120 163
9/l 6” - 18 93 126 132 179
518” - 11 115 156 165 224
518” - 18 130 176 185 251
314” - IO 205 278 290 393
314” - 16 240 312 320 434
718” - 9 305 414 455 617
718” - 14 334 454 515 698
1” - 8 455 617 695 942
1” - 14 510 691 785 1064
1 l/8” - 7 610 827 990 1342
1 l/8” - 12 685 929 1110 1505
1 l/4” - 7 860 1166 1400 1898
1 l/4” - 12 955 1295 1550 2102
1 318” - 6 1130 1532 1830 2481
1 3/8” - 12 1290 1749 2085 2827
1 l/2” - 6 1400 2034 2430 3295
1 l/2” - 12 1690 2291 2730 3701
1 314” - 5 2370 3213 3810 5166
2” - 4 l/2 3550 4813 5760 7810
NOTE: If any bolts and nuts are found loose or at values less than what the chat-f states, if is recommended that
the loose bolt and/or nut be replaced with a new one.
TYPE 8 PHOSPHATE COATED HARDWARE
as listed in the Parts Manual for the machine involved. DO NOT SUBSTITUTE. In most cases, original equipment
standard hardware is defined as Type 8, coarse thread bolts and nuts and thru hardened flat washers (Rockwell
“C” 38-45), all phosphate coated and assembled without supplemental lubrication (as received) condition.

plastic inserts).
Markings on bolt heads or nuts indicate material grade ONLY and are NOT to be used to determine required
torque.
NOMINAL STANDARD TORQUE f 10%

THREAD
DIAMETER KILOGRAM METER FOOT POUNDS
(kg.m) (Ft. Lbs.)
l/4 1.1 8
5/l 6 2.2 16
318 3.9 28
7/l 6 6.2 45
l/2 9.7 70
9/l 6 13.8 100
518 19.4 140
314 33.2 240
718 53.9 390
1 80.2 580
1 - l/8 113.4 820
1 - l/4 160.4 1160
1 - 318 210.2 1520
1 - l/2 279.4 2020
1 - 314 347.1 2510
2 522.8 3780
4
TORQUE VALUES FOR STANDARD METRIC FASTENERS

as listed in the Parts Manual for the machine involved. DO NOT SUBSTITUTE. Original equipment standard
hardware is defined as coarse thread metric class 10.9 bolts and class 10.0 nuts and thru hardened flat washers
(Rockwell “C” 38-45) all phosphate coated and assembled without supplemental lubrication (as received) condition.

plastic inserts).
Markings on bolt heads or nuts indicated material class ONLY and are NOT to be used to determine required
torque.
NOMINAL THREAD
DIAMETER
STANDARD TORQUE f 10%
1
MILLIMETERS KILOGRAM METER FOOT POUNDS
(kvm) (Ft. Lbs.)
6 1 .o 7
7 1.7 12
8 2.4 17
10 4.7 34
12 8.3 60
14 12.4 90
16 20.7 150
18 27.7 200
20 40.1 290
22 53.9 390
24 69.2 500
27 101.0 730
30 136.9 990
33 183.9 1330
36 239.3 1730
39 309.8 2240
TORQUE VALUES FOR HOSE CLAMPS

The following chart provides the tightening torques for hose clamps used in all rubber applications (radiator, air
cleaner, operating lever boots, hydraulic system, etc.).
TORQUE PLUS OR MINUS 5 Ibf in (0.1 kg*m)
RADIATOR, AIR HYDRAULIC

CLEANER, BOOTS, ETC. SYSTEM
CLAMP
KILOGRAM INCH KILOGRAM INCH
TYPE AND SIZE METER POUNDS METER POUNDS
(kg*m) (In. Lbs.) (kg*m) (In. Lbs.)
“T” Bolt (Any Diameter) 0.6 - 0.7 55 - 65
Worm Drive - l/3/4 in. 0.2 - 0.3 20 - 30 0.5 - 0.6 40 - 50

Open Diameter & Under
Worm Drive - Over I-314 in. 0.5 - 0.6 40 - 50

Open Diameter
Worm Drive - All ‘Ultra-Tite” 1.1 - 1.2 95 - 105 0.5 - 0.6 40 - 50
TORQUE VALUES FOR SPLIT FLANGE CONNECTIONS

The following chart provides the tightening torques for split flange connections used in hydraulic systems. Split
flanges and fitting shoulders should fit squarely. Install all bolts, finger tight and then torque evenly.
NOTE: Overtorquing bolts will damage the flanges ancl/or bolts, which may cause leakage.
BOLT TORQUE
FLANGE BOLT
SIZE (*) SIZE KILOGRAM METER FOOT POUNDS
(kg*m) (Ft. Lbs.)
112 5/l 6 2.1 - 2.5 15 - 18

314 318 3.0 - 3.7 22 - 27
1 318 3.7 - 4.8 27 - 35
1 - 114 7/l 6 4.8 - 6.2 35 - 45
1 - 112 112 6.4 - 8.0 46 - 58
2 112 7.6 - 9.0 55 - 65
2 - 112 112 10.9 - 12.6 79 - 91
3 518 19.1 - 20.7 138 - 150
3 - II2 518 16.2 - 18.4 117 - 133
(*) - Inside diameter of flange on end of hydraulic tube or hose fitting.
NOTE: Values stated in chart are for Standard Pressure Series (Code 61) Split Flanges.
6
TORQUE VALUES FOR HYDRAULIC TUBES AND FITTINGS
TUBE NUTS “0” RING BOSS PLUGS

AND SWIVEL NUTS
FOR 37” FLARED FITTINGS JIC - 37” SEAT
SIZE TUBING THREAD TORQUE

O.D. SIZE
MINIMUM MAXIMUM MINIMUM MAXIMUM
FOOT FOOT KILOGRAM KILOGRAM
POUNDS POUNDS METER METER
(Ft. Lbs.) (Ft. Lbs.) (kg*m) (kg*m)
4 114 7/l 6-20 9 12 1.2 1.7

5 5/l 6 l/2-20 12 15 1.7 2.1
6 31% 9/l 6-l 8 21 24 2.9 3.3
8 112 314-l 6 35 40 4.8 5.5
10 51% 718-l 4 53 58 7.3 8.0
12 314 1-l/l 6-l 2 77 82 10.6 11.3
14 71% l-3/1 6-l 2 90 100 12.4 13.8
16 1 l-5/1 6- 12 110 120 15.2 16.6
20 1 - 114 l-5/5- 12 140 150 19.4 20.7
24 1 - 112 l-7/8- 12 162 175 22.4 24.2
32 2 2-l/2-12 225 240 31.1 33.2
Above torque figures are recommended for plain, cadmium or zinc plated fittings, dry or wet installations.
Swivel nuts either swaged or brazed.
These torques are not recommended for tubes with wall thickness of 0.035 In. (0.889 mm) or less.
Y-02.00K
METRIC CONVERSIONS
GD530A-1 200417 & Up

GD530AW-1 200417 & Up
GD650A-1 200417 & Up
GD650AW-1 200417 & Up
GD670A-1 200417 & Up
GD670AW-1 200417 & Up
CAUTION


INJURY.
0194
SHOP MANUAL SECTION Y-02.00K
TABLE OF CONTENTS
CONTENTS PAGE
METRIC CONVERSIONS ........................................ 2

AREA.. .................................................. . . 2
DENSITY (Mass Density) ...................................... . . 2
FORCE .................................................. 2
FORCE PER LENGTH ....................................... 3
HEAT.. .................................................. . . 3
LENGTH ................................................. . . 3
MASS(WEIGHT) ........................................... 4
POWER .................................................. 4
PRESSURE ............................................... . . 4
TEMPERATURE ............................................ . . 4
TEMPERATURE INTERVAL OR TOLERANCE ...................... 4
VOLUME ................................................. 6
TORQUE ................................................. . . 6
VELOCITY ................................................ . . 7
1
METRIC CONVERSIONS
UNIT
I MULTIPLY BY
I
TO GET
I MULTIPLY BY TO GET
AREA
645.16 1 square millimeter (mm’) 1 0.001550003 square inch
square inch (in’) 6.4516 square centimeter (cm’) 0.1550003 square inch
0.00064516 square meter (m”) 1550.003 square inch
square foot (ft’) 0.09290304 square meter (m”) 10.76391 square foot
square yard square

0.8361274 square meter (m”) 1.195990
(Yd2) yard
I
25.29285 square meter (m”) 0.03953686 square rod
-7----- - - -
(rod’) square hectometer

0.002529285 395.3686 square rod
(hm”)
4046.856 square meter (m”) 0.0002471054

acre square hectometer
0.4046856 2.471054 acre
(hm”)
square mile 25119988.0 square meter (m”) 0.0000003861022 square mile

(mile”) 2.589988 square kilometer (km”) 0.386102175 square mile
DENSITY (Mass Density)
pound per cubic kilogram per cubic

0.5932763 1.685555 (Ib/yd3)
yard (I b/yd3) meter (kg/m3)
pound per cubic kilogram per cubic

16.01846 0.06242797 (Ib/ft3)
foot (Ib/ft3) meter (kg/m3)
pound per cubic gram per cubic cen-

27.67990 0.03612730 (Ib/in3)
inch (lb/it?) timeter (g/cm3)
pound per US
gallon (Lb/US 0.1198264 kilogram per liter (kg/l) 8.345406 (lb/US gal)
gal)
pound per UK
gallon (lb/UK 0.09977633 kilogram per liter (kg/l) 10.02242 (lb/UK gal)
gal)
FORCE
pound-
4.448222 0.2248089
pound, pound- force
force (Ibf)
pound-
0.004448222 kilonewton (kN) 224.8089
force
ounce-ounce- ounce-
0.2780139 newton (N)
force (ozf) force
2
UNIT MULTIPLY BY TO GET MULTIPLY BY TO GET
FORCE PER LENGTH
pound-
newton per millimeter
0.1751268 5.710148 force per
(N/mm)
inch
pound, force per
inch (Ibf/in) pound-
175.1268 newton per meter (N/m) 0.005710148 force per
inch
pound-
pound-force per
14.5939 newton per meter (N/m) 0.06852178 force per
foot (Ibf/ft)
foot
HEAT
British thermal 1.055056 kilojoule (kj) 0.9478170 W)

unit (Btu) 1055.056 joule (J) 0.0009478170 W)
Btu per hour*
0.2930711 watt (W) 3.412141 (Btu/h)
(Btu/h)
Btu per minute*

17.58427 watt (W) 0.05686902 (Btu/min)
(Btu/min)
Btu per gallon

0.2787163 kilojoule per liter (kJ/I) 3.5878777 Btu/gal)
(Btu/gal)
*Heat flow rate. Also see POWER.
LENGTH
25.4 millimeter (mm) 0.03937008 W-0

inch (in) 2.54 centimeter (cm) 0.3937008 W-0
0.0254 meter (m) 39.37008 W-0
microinch (pin) 0.0254 micrometer (pm) 39.37008 W-0
mil 25.4 micrometer (pm) 0.03937008 mil
micron (j.Q (same as micrometer one for one)
0.3048 meter (m) 3.280840
yard W 0.9144 meter (m) 1.093613 W

1.609344 kilometer (km) 0.6213712 mile
mile
1609.344 meter (m) 0.0006213712 mile
rod meter (m) 0.1988388 rod
3
MASS (WEIGHT)
28.34952 gram(9) 0.03527397

ounce
0.02834952 kilogram (kg) 35.27397
grain 0.06479891 gram (9) 15.43236
pound (lb) 0.4535924 kilogram (kg) 2.204622
907.1847 kilogram (kg) 0.001102311

short ton (2000
lb) 0.9071847 megagram (Mg) 1.102311
1016.047 kilogram (kg) 0.0009842064 long ton

long ton
1 .016047 megagram (Mg) 0.9842064 long ton
+
POWER
0.7456999
horsepower (hp)
kilowatt (kW) 1.341022 0-v) I
745.6999 watt (W) 0.001341022
Btu per hour*

0.2930711 watt (W) 3.412141
(Btu/h)
Btu per minute*

17.58427 watt (W) 0.05686902
(Btu/min)
*Also heat flow rate. See HEAT.
PRESSURE
I 6.894757 kilopascal (kPa) I 0.1450377 (Psi) I

pound force per
0.006894757 megapascal (Mpa) 145.0377 (Psi) I
square inch (psi) kilogram force per
0.0703 square centimeter 14.225 (Psi)
(kg/cm’)
kilogram force
per square cen- 98.0665 kilopascal (kPa) 0.01019716 (kg/cm*)
timeter (kg/cm*)
inch of mercury
3.37685 0.296134 (in W
(in Hg)
inch of water (in

0.24884 kilopascal (kPa) 4.0186 (in H,O)
H,O)
100.0 kilopascal (kPa)

I 0.01 bar
I
I TEMPERATURE
I
degree Fahren-
(“F-32) + 1.8 degree Celsius (“C) (1.8x%) + 32 (“F)
heit (“F)
TEMPERATURE INTERVAL OR TOLERANCE
4

I I I
degree Fahren-
divide by 1.8 degree Celsius (“C) 1.8 (“F)
heit (“F)
5

I I I
VOLUME
cubic yard (yd3) 0.7645549 cubic meter (m3) 1.307951 (yd3)
cubic foot (ft”) 0.02831685 cubic meter (m3) 35.31466 (ft”)
16.38706 cubic centimeter (cm3) 0.06102376 (in3)

cubic inch (in3)
0.01638706 liter (I) 61.02376 (in3)
3.785412 liter (I) 0.2641720 (US gal)

US liquid gallon
(US gal) 0.003785412 cubic meter (m3) 264.1720 (US gal)
US liquid quart
0.9463529 liter (I) 1.056688
(US qt)
US liquid pint
0.4731765 liter (I) 2.113376 (US PO
(US PO
CUP 0.2365882 liter (I) 4.226753 CUP
US fluid ounce 0.02957353 liter (I) 33.81402 (US fl 02)

(US fl 02) 29.57353 cubic centimeter (cm3) 0.03381402 (US fl 02)
tablespoon 14.78676 milliliter (ml) 0.06762807 tablespoon
teaspoon 4.928922 milliliter (ml) 0.2028841 teaspoon
UK liquid gallon 4.546092 liter (I) 0.2199692 (UK gal)

(UK gal) 0.004546092 cubic meter (m3) 219.9692 (UK gal)
UK fluid ounce 0.02841307 liter (I) 35.19507 (UK fl oz)

(Uk fl oz) 28.41307 cubic centimeter (cm3) 0.03519507 (UK fl oz)
TORQUE
(Ibf ft) or (ft

1.355818 newton meter (Nmm) 0.7375621
pound-force foot lb)
(Ibf ft) or (ft lb) kilogram-force meter (Ibf ft) or (ft
0.1383 7.233
(kgfmm) or (kgmm) lb)
pound-force inch (Ibf in) or

0.1129848 newton meter (Nmm) 8.850748
(Ibf in) or (in lb) (in lb)
ounce force inch

0.007061552 newton meter (Nmm) 141.6119 (ozf in)
(ozf in)
kilogram-force
(kgfmm) or
meter (kgfsm) or 9.806650 newton meter (Nmm) 0.1019716
(kg*m)
(kg*m)
6
VELOCITY
mile per hour kilometer per hour

1.609344 0.6213712 b-M-0
(mph) (km/h)
meter per minute

0.3048 3.280840 (Wmin)
foot per hour (m/min)
(Wmin)
0.00508 meter per second (m/s) 196.8504 (Wmin)
foot per second

(fVs)
0.3048 meter per second (m/s) 3.280840 uw
millimeter per second
25.4 0.03937008 (in/s)
inch per second (mm/s)
(in/s)
0.0254 meter per second (m/s) 39.37008 (in/s)
7
Komatsu America international Company
440 North Fairwav Drive I 1
Vernon Hills, IL 66061-8112 U.S.A.
Attn: Technical Publications PROPOSAL FOR MANUAL REVlslON
Fax No. (847) 970-4186
FOR INTERNAL USE ONLY -- No. PMR
2 NAME OF COMPANY: LOCATION:
: PHONE NO:
:
S DEPARTMENT: DATE:
E
R NAME:
MANUAL NAME:
MANUAL NO:
MACHINE MODEL:
S/N IF APPLICABLE:
PAGE NO:
PROBLEM:
Attach photo or sketch.

If more space is needed, use another sheet.
1 FOR INTERNAL USE ONLY

CORRECTIVE ACTION:
PFMRl 081696

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GD530A, AW Series mount the KDC61 OT / S6D102-1 / S6D102E-1 engine.

A-01.50K ARTICULATION JOINT ASSEMBLY

The affected sections are Action

ARTICULATION JOINT ASSEMBLY

GD530A-1 200417 & Up

ALL JACKING, HOISTING AND GENERAL WORKSHOP

EXTREME CAUTION TO BE OBSERVED AT ALL TIMES TO PREVENT

SAFE WORKSHOP PRACTICES ARE A MUST.

FOR TABLE OF CONTENTS SEE PAGE 1

KOMATSU DRESSER COMPANY 850 SOUTH STREET GALION, OH 44833

INTRODUCTION ................ . . . . .................. . . . . . 2

Figure 1 CROSS SECTIONAL VIEW OF ARTICULATION JOINT

3. Lower moldboard to floor and position on suitable blocks for safety.

5. Remove clamp (1, Figure 2) and exhaust stack (2) from

7. Support hood side (1, Figure 4). Remove locking

NOTE: The gas spring door prop extends further than

8. With hood side (1, Figure 5) still supported, remove gas

9. Remove sixteen bolts and plain washers (I, Figure 6)

10. Using a suitable lifting device, sling hood top (1,

NOTE: Set hood top on front frame member in front of

NOTE: If unit is equipped with an air restriction

12. Install a suitable lifting eye in top/center shell and with

NOTE: Radiator overflow tube on R. H. side of

Rubber radiator strips should not be damaged

14. Remove bolt, lock washer and articulation indicator

15. Disconnect electrical connections (wire numbers 0 and

NOTE: Port-a-power is the easiest way to remove pins.

18. Using IO Ton (9.07 Mg) overhead hoist, appropriate

NOTE: See cross-sectional view of articulation joint, page 1, for reference.

17. Position front and rear modules together.

19. Tighten bolts to 110 Ibf ft (15.2 kg*m) final torque.

20. Remove IO Ton (9.07 Mg) hydraulic jack/s.

1. Position articulation cylinders in place. Drive pin through

2. Install bolt, lock washer and articulation indicator control

3. Position hoses through clamp (2) and install bolt and

4. Install electrical connections (wire numbers 0 and 53A

6. With overhead hoist place front shell weldment (3,

NOTE: Do not damage rubber radiator overflow tube

8. Torque bolts to standard torque value.

9. Using a suitable lifting device, sling hood top (I,

NOTE: If unit is equipped with an air restriction

NOTE: Prior to tightening all the bolts down, place l/8”

NOTE: The gas spring door prop extends further than

NOTE: Exhaust stack must point towards rear of

16. Start engine and test hydraulic articulation. Move

CHAR-LYNN ORBITROL UNIT

GD530A-1 200417 & Up

ALL JACKING HOISTING AND GENERAL WORKSHOP

EXTREME CAUTION TO BE OBSERVED AT ALL TIMES TO PREVENT

SAFE WORKSHOP PRACTICES ARE A MUST.

KOMATSU DRESSER COMPANY 850 SOUTH STREET GALION, OH 44833

LEGEND FOR ORBITROL CONTROL UNIT

1. SEAL 15. SEAL, CHECK BALL

1. Match mark the relationship of unit end cap, gerotor,

2. Loosen and remove seven end cap mounting screws (1,

3. Remove O-ring (1, Figure 3) from end cap, refer to

4. Lift gerotor (1, Figure 4) from star gear (2).

5. Remove O-ring (1, Figure 5) from gerotor (2), refer to

6. Lift star gear (1, Figure 6) from drive splines, remove 1

7. Pull drive shaft (1, Figure 7) from housing (2) and

8. Remove O-ring (1, Figure 8) from housing (2), refer to

9. Position housing as shown, use clean wood block to