Liebherr l544 - l580 2plus2 Service Manual

en
Service manual
(20
Wheel loader
(10 points)
L544 - L580 2plus2
(10
en
Service manual
(20
Wheel loader
(10 points)
L544 - L580 2plus2
(10
Address
Address: LIEBHERR-WERK BISCHOFSHOFEN GMBH
Dr. Hans Liebherr – Straße 4

A – 5500 BISCHOFSHOFEN, AUSTRIA
Product identification
Manufacturer: LIEBHERR-WERK BISCHOFSHOFEN GMBH
Product group: Wheel loader
Type: L 544 L 554 L 564 L 574 L 580
Construction number: 443 453 463 473 458
Serial number: 7477 7477 7477 7477 7477
Document identification
Order number: 10013898
Author: LBH / T-DOK department
Document version: 03
Manual number:
Owner:
Foreword
Target group This Service Manual has been written for those whose job it is to make sure
that the machines remain operational on a daily basis. This specifically
includes the mechanics and workshop specialists at Liebherr dealers and
Liebherr branch offices.
Contents In the first chapter you will find information about safety regulations as well
as specifications of the special tools needed for maintenance and repair.
Chapter 2 provides an overview of all important technical data for the entire
machine and the individual assemblies.
The following chapter, entitled Maintenance, contains the maintenance and
inspection schedule, inspection and setting logs, lubrication schedules and
filling quantity tables, a description of maintenance procedures and speci-
fications for prescribed lubricants and fuels.
The technical description of the machine in the following chapters is divided
into 15 functional groups. The design, function, and technical data for each
group, component and part are explained.
Chapter 19 is new. In it, you will find a list of available repair manuals,
troubleshooting hints, the service code table and a description of the
BODEM service software.
How to use this manual This manual describes a variety of types and finished forms. In general, this
information applies to the types and serial number groups specified in the
footnotes. One exception is that specific type and serial number data are
indicated at the beginning of each section (e.g. the technical specifications of
the components).
Whenever possible, parts and components are supplemented by indication
of the identification number in the heading.
This manual is available in German, English, French, Spanish and Italian.
Working instructions It is imperative that safety regulations be observed with all tasks done on the
machine. You will find information on this in the General Information
chapter.
A complete set of tools in perfect condition is required for work on the
machine, along with any special tools that might be needed. Absolute
cleanliness must be observed with all tasks!
Sealing material such as O-rings and surface seals should be replaced
whenever repairs are carried out.
DVD edition We would particularly like to draw your attention to the fact that this book is
available not only in printed form, but also as an electronic document on DVD
(Lidos).
General information 1
Product description 2
Maintenance 3
Diesel engine, pump distributor gear 4
Cooling system 5
Travel hydraulics 6
Working hydraulics 7
Steering system 8
Brake system 9
Electrical system 10
Transfer gear 11
Axles, drive shafts 12
Machine frame, ballast weight 13
Central lubrication system 14
Covering, cab access 15
Cab, heating, air-conditioning 16
Lift arm, quick-change device 17
Attachments, accessories 18
Repair work, troubleshooting 19
1 General Information
1.0
Chapter contents
1 General Information ............................................................ 1.0-1
1.1 Safety regulations ...........................................................................1.1-1

1.1.1 Introduction...........................................................................1.1-1
1.1.2 Overview of safety regulations .............................................1.1-2
1.2 Special tools for maintenance and repair work...............................1.2-1

1.2.1 Special tools, general information ........................................1.2-1
1.2.2 Special tools for Liebherr diesel engines..............................1.2-1
1.2.3 Special tools for the hydraulic cylinders ...............................1.2-2
1.2.4 Special electrical tools ..........................................................1.2-2
1.2.5 Special tools for axles...........................................................1.2-3
1.2.6 Special tools for the transfer gear ........................................1.2-4
1.2.7 Central lubrication system ....................................................1.2-4
1.2.8 Special tools for the air conditioning system ........................1.2-5
1.2.9 Special tools for the cab windows ........................................1.2-5
L544 - 443 / from 7477 copyright by 1 . 0 - 1 of 2

L554 - 453 / from 7477
L564 - 463 / from 7477 MJFCIFSS
L574 - 473 / from 7477
L580 - 458 / from 7477
General Information Special tools for maintenance and repair work
1 . 0 - 2 of 2 copyright by L544 - 443 / from 7477

L554 - 453 / from 7477
MJFCIFSS L564 - 463 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Special tools for maintenance and repair work General Information
Safety regulations
1.1 Safety regulations

Working on the machine poses safety risks to the operator, driver or
maintenance technicians. You can considerably reduce the risk of accidents
by carefully reading and observing the various safety instructions at regular
intervals.
This is especially important for personnel who only occasionally work on the
machine, for example, carrying out rigging or maintenance work. The safety
regulations listed below, if conscientiously followed, will ensure your own
safety and that of others, and will prevent the machine from being damaged.
Whenever tasks which could cause danger to personnel or damage to the
machine are described, the necessary safety precautions are explained in
this manual.
These are indicated by the headings Danger, Warning or Caution.
1.1.1 Introduction
1. The symbols below have the following meanings:
Danger Danger
Warning that without appropriate precautions, certain operational procedures
could result in fatal accidents.
Warning
Warning
could result in severe physical injuries.
Caution Caution
could result in minor physical injuries or damage to the machine.
2. Observance of these instructions does not relieve you of the

responsibility to observe other rules and guidelines!
The following should also be observed:
– The safety rules in force at the operating site
– Legally enforced road traffic regulations
– Guidelines issued by trade associations

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Safety regulations
1.1.2 Overview of safety regulations

A detailed description of these is included in the relevant section of the
chapter on safety regulations in the operator's manual.
The following sections are described in the operator's manual:
1 Introduction
2 General safety regulations
3 Proper use
4 Decals on the machine
5 Instructions on preventing crushing injuries and burns
6 Instructions on preventing fires and explosions
7 Safety instructions for start-up
8 Safety precautions during start-up
9 Instructions for safe working
10 Safety instructions for driving on slopes
11 Parking safely
12 Transporting the machine safely
13 Towing the machine safely
14 Measures for ensuring safe maintenance
15 Safety instructions for welding work on the machine
16 Instructions for working safely on machine attachments
17 Safety regulations when transporting the machine by crane
18 Safe maintenance of hydraulic hoses and hose lines
19 Attachments and accessories

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Special tools for maintenance and repair work
1.2 Special tools for maintenance and

repair work
1.2.1 Special tools, general information
Description ID no. Use Notes
For taking temperature measurements
Digital second thermometer 7020372 All wheel loaders
during adjustment work
DCA 4 coolant test kit 5608459 All wheel loaders For testing DCA 4 and antifreeze levels
For testing the acid concentration
Anti-freeze and battery tester 7408922 All wheel loaders (battery charge level) and testing the
cooler anti-freeze
24 Volt vacuum pump 7408148 All wheel loaders For preventing oil loss
Charging and testing device
8145359 All wheel loaders For testing the hydro accumulators
with case
0-40 bar pressure gauge 7361288 All wheel loaders For testing hydraulic pressures
Pressure gauge connection 7002436 All wheel loaders Connection for pressure gauge
1500 mm high-pressure tube 7002475 All wheel loaders High-pressure tube for pressure gauge
4000 mm high-pressure tube 7009134 All wheel loaders High-pressure tube for pressure gauge
Screw coupling M 10 x 1 5005180 All wheel loaders For testing hydraulic pressures
Oil drain hose 7005660 All wheel loaders For draining oil via an outlet valve
Outlet piece 7402657 All wheel loaders For the oil drain hose
For securing the valves on the variable
Safety cap SW 10 7009315 All wheel loaders
displacement motor
Safety cap SW 13 7615515 All wheel loaders For securing the valves on the pumps
For securing the valves on the control
Safety cap SW 17 7622068 All wheel loaders
valve block
Bodem software and dongle 10285174 L544 - L580 For adjusting the travel hydraulics
Bodem data cable 6905910 L544 - L580 For adjusting the travel hydraulics
1.2.2 Special tools for Liebherr diesel engines

Compression tester 8008782 L544 - L580 diesel engine For testing compression levels
Injection nozzle tester 7361236 L544 - L580 diesel engine For testing injection nozzles
Adapter for compression
0524044 L544 - L580 diesel engine In place of the injection nozzle
tester
High pressure hand pump For testing the delivery begin of the
7009318 L544 - L580 diesel engine
with accessories injection pump
Extracting device for injection
0524072 L544 - L580 diesel engine For removing the injection nozzles
nozzles
Adapter for extracting device 0524029 L544 - L580 diesel engine For use with extracting device
Krikit 2 V-belt gauge 8042829 L544 - L580 diesel engine For testing the V-belt tension
Fly cranking device for wheel 0524045 L544 - L580 diesel engine For turning the engine flywheel
Cranking device for the For turning the engine via the
9183785 L544 - L580 diesel engine
crankshaft crankshaft
For cylinder head, main bearing, and
Rotary angle extraction device 0524062 L544 - L580 diesel engine
connection lug bearing screws

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1.2.3 Special tools for the hydraulic cylinders

Steering cylinder L544,
80 mm installation sleeve 9227165 For fitting the seals
L554
L574, L580
130 mm installation sleeve 9998624 Lift cylinder L544, L554 For fitting the seals
Tilt cylinder L544, L554
150 mm installation sleeve 9998622 Lift cylinder L564, L574, For fitting the seals
L580
Tilt cylinder L564, L574,
L580
80 mm expansion tube 9227166 For fitting the seals
L554
L574, L580
130 mm expansion tube 9110408 Lift cylinder L544, L554 For fitting the seals
Tilt cylinder L544, L554
150 mm expansion tube 9110410 Lift cylinder L564, L574, For fitting the seals
L580
Tilt cylinder L564, L574,
L580
70/8 mm bearing head Steering cylinder L544,
9210219 For installation of the piston rod bearing
assembly wrench L554
75/12 mm bearing head Steering cylinder L564,
9239572 For installation of the piston rod bearing
assembly wrench L574, L580
1.2.4 Special electrical tools

For measuring electrical voltage,
Digital multimeter 8502956 All wheel loaders
current, resistance and frequency
Red testing probe 884191214 All wheel loaders For testing DEUTSCH plugs
Black testing probe 884191114 All wheel loaders For testing DEUTSCH plugs
Solenoid tester 8145743 All wheel loaders For checking solenoid valves
Wire stripping and crimping
8460263 All wheel loaders For MATE-N-LOK connectors
tool 0.5 – 6.0 mm²
Insertion tool 8145432 All wheel loaders For MATE-N-LOK connectors
Extraction tool 7366655 All wheel loaders For MATE-N-LOK connectors
Manual crimping tool 8503647 All wheel loaders For DEUTSCH connectors
Wedge extraction tool 7026267 All wheel loaders For DEUTSCH connectors
Size 12 extraction tool for pin
8145674 All wheel loaders For DEUTSCH connectors
and bushing
and bushing
and bushing

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Safety regulations
1.2.5 Special tools for axles

For testing the tightness of
Hand pump 8145835 Axles L544 - L580
disc brakes
For locking or releasing the snap ring in
Clamping pliers 7009536 Axles L554 - L580
the planetary drive
For locking or releasing the
Spring hook 8145767 Axles L554 - L580
return springs
Front axle L554
260 mm slip bushing 7017559 Installation aid for brake piston
Rear axle L554
Front axle L564, L574
315 mm slip bushing 7017556 Installation aid for brake piston
Rear axle L564, L574, L580
Slip bushing M 90 x 1.5 mm 7017558 Rear axle L554 Installation aid for ring gear carrier
Front axle L554
Slip bushing M 110 x 1.5 mm 7017557 Installation aid for ring gear carrier
Rear axle L564, L574
Front axle L564, L574,
Slip bushing M 130 x 1.5 mm 7017555 Installation aid for ring gear carrier
L580; rear axle L580
Handle 7017566 Axles L544 - L580 Handle for installation tool
Handle 7011518 Axles L544 - L580 Handle for various installation tools
Installation tool 7017563 Rear axle L554 Installation aid for sealing ring cartridge
Installation tool 7017560 L574, 580; rear axle L564, Installation aid for sealing ring cartridge
L574, L580
Centering shackle 7013775 Axles L554 - L580 For grooved nut spanner
111 mm grooved nut spanner 7009537 Rear axle L554 For installation of grooved nuts
Front axle L554
140 mm grooved nut spanner 7011251 For installation of grooved nuts
Rear axle L564, L574
169 mm grooved nut spanner 7013774 For installation of grooved nuts
Front axle L554
M 16 x 1.5 micrometer gauge 7019556 For measuring wear on the brake discs
Rear axle L554, L564, L574
M 16 x 1.5 micrometer gauge 8145771 For measuring wear on the brake discs
Clamping fork 7011522 Axles L554 - L580 For installation of the drive flange
Installation tool 7013922 Axles L554 - L580 Installation aid for shaft sealing ring
For installation of grooved nuts on the
81 mm grooved nut spanner 10017840 Axles L544 - L580
axle drive
Installation tool (used with Axles L544 AP-409, MT-L
7624271 For fitting the axle input dust guard
handle 7011518) 3085
Axles L544 AP-409, MT-L For fitting the axle input shaft sealing
Installation tool 7624272
3085 ring
Centering shackle 10008138 Axles L544 MT-L 3085 For removing the wheel end
Rear axles L544, L554
MT-L 3085,
Socket spanner 10008139 For removing the wheel end
Front axle L544 MT-L 3085
until Ser. No. 10666
Axles L554 - L574
MT-L 3085
Socket spanner 10218794 For removing the wheel end
Front Axle L544 MT-L 3085
from Ser.-No. 10667
Clamping fork 10008140 Axles L544 MT-L 3085 For bevel pinion
Complete Hercules special
10286181 Axles L580 Hercules Contains items: 10286183 -10286198
tool kit

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Driver, 43R grease seal & oil

10286183 Axles L580 Hercules Use with Handle 10286788
seal
3" Sleeve driver, guide and
10286186 Axles L580 Hercules Includes Handle 10286788
handle
Driver handle, outer lip seal
10286788 Axles L580 Hercules Handle use with corresponding drivers
and cup
Driver, inner lip seal 10286189 Axles L580 Hercules Use with handle 10286788
Wear sleeve driver with pilot 10286190 Axles L580 Hercules For installation, wear sleeve
Adjusting nut driver 10286192 Axles L580 Hercules For the adjusting nut
Seal retainer installation tool
10286193 Axles L580 Hercules For the seal retainer
43R
Driver, bearing cups 10286194 Axles L580 Hercules For the bevel pinion
Driver, 43R grease seal & For installation grease seal & washer,
10286195 Axles L580 Hercules
washer use with handle 10286788
Wheel end rolling torque
10286196 Axles L580 Hercules Checking rolling torque, wheel end
device
Lifting device 10286197 Axles L580 Hercules Handling wheel end
Installation tool--face seal 10286198 Axles L580 Hercules Installation „Lifetime“ sealing (face seal)
1.2.6 Special tools for the transfer gear

For loosening and fastening the
Fastening spanner 10016179 L544 – L580
grooved nut on coupling 1
For loosening and fastening the
Special nut 10016180 L544 – L580
grooved nut on coupling 1
For fitting and removing the snap ring
Installation tool 10016181 L544 – L580
on the couplings
1.2.7 Central lubrication system

Filling press 10009239 All wheel loaders For quickly filling the reservoir
Filling connection 7029283 All wheel loaders For quickly filling the reservoir
Central lubrication BEKA MAX For testing the central lubrication
10008427 All wheel loaders
Data cable and software system
Central lubrication For testing the central lubrication
Groeneveld data cable system
Central lubrication For testing the central lubrication
Groeneveld adapter plug system
Central lubrication Gröneveld For testing the central lubrication
As below All wheel loaders
software system
The software for the Gröneveld central lubrication system must be paid for
and has to be ordered from Gröneveld and released using a registration
code.
Procedure and required information:
– Company name and department
– A six-digit number (freely selectable)
Send this information by e-mail to the following address:
support@groeneveld.nl

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Safety regulations
1.2.8 Special tools for the air conditioning system

For evacuating the air conditioning
Vacuum pump 7027552 All wheel loaders
system
For testing, evacuating and filling the air
4-valve test set 7027558 All wheel loaders
conditioning system
Filling hose, blue 1500 mm 7027553 All wheel loaders For the test set
Filling hose, yellow 1500 mm 7027554 All wheel loaders For the test set
Filling hose, red 1500 mm 7027555 All wheel loaders For the test set
Car coupling 253a 7027556 All wheel loaders For the test set
Car coupling 254a 7027557 All wheel loaders For the test set
1.2.9 Special tools for the cab windows

Toolbox with suction pads 10021147 All wheel loaders For fitting and removing panes

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2 Product Description
2.0
Chapter contents
2 Product Description............................................................. 2.0-1
2.1 Technical data ................................................................................2.1-1

2.1.1 Complete machine................................................................2.1-1
2.1.2 Diesel engine, pump distributor gear....................................2.1-8
2.1.3 Cooling system ...................................................................2.1-16
2.1.4 Travel hydraulics ................................................................2.1-18
2.1.5 Working hydraulics .............................................................2.1-21
2.1.6 Steering system..................................................................2.1-27
2.1.7 Brake system......................................................................2.1-30
2.1.8 Electrical system.................................................................2.1-32
2.1.9 Transfer gear ......................................................................2.1-32
2.1.10 Axles, drive shafts ..............................................................2.1-33
2.1.11 Machine frame, ballast weight............................................2.1-40
2.1.12 Central Lubrication System ................................................2.1-40
2.1.13 Cab, heating, air-conditioning.............................................2.1-42
2.1.14 Lift arm, quick-change device.............................................2.1-43
2.1.15 Attachments, accessories ..................................................2.1-46

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Product description Service Manual
2.0-2 of 2 copyright by L544 - 443 / from 7477

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Technical data
2.1 Technical data

2.1.1 Complete machine
Wheel loader with Z-bar lift arms

Valid for: L544 - 443 / from 7477
The values stated refer to the standard version of the machine:
– With Z-bar lift arm (2600 mm) without hydraulic quick-change device.
– With 23.5 R25 Michelin XHA tyres.
– The specified tipping loads and weights include all lubricants, full fuel
tank, ROPS/FOPS cab and driver.
Description Value Unit

Bucket capacity as per ISO 7546 3.0 m³
Bucket width 2700 mm
Specific material weight 1.8 t/m³
A - Dump height at maximum lifting height 2920 mm
and 45° tilt-out angle
B - Maximum dumping height 3500 mm
C - Maximum height of bucket base 3645 mm
D - Maximum height of bucket pivot point 3915 mm
E - Maximum height of bucket upper edge 5350 mm
F - Reach at maximum lifting height and 1040 mm
45° tilt-out angle
G - Digging depth 85 mm
H - Height above cab 3355 mm
I - Height above exhaust 3310 mm

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Technical Data

J - Ground clearance 530 mm
K - Wheel base 3150 mm
L - Overall length 7785 mm
Turning radius over bucket outer edge 6235 mm
Lifting force (SAE) 170 kN
Breakout force (SAE) 125 kN
Tipping load when straight 12020 kg
Tipping load, articulated 35° 10910 kg
Angle of articulation (to each side) 40 °
Operating weight 15300 kg
Tractive force 122.6 kN
Travel speed in travel range 1 0 - 10 km/h
forward and reverse
Travel speed – travel range 2 0 - 20 km/h
forward and reverse
Travel speed in travel range A1-2 0 - 20 km/h
(automatic), forward and reverse
Sound pressure level in the cab – L pA 69 dB (A)
per ISO 6396

Valid for: L554 - 453 / from 7477

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Technical data

45° tilt-out angle

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Technical Data

forward and reverse
forward and reverse
per ISO 6396

Valid for: L564 - 463 / from 7477
– The specified tipping loads and weight include all lubricants, full fuel tank,
ROPS/FOPS cab and driver.

Bucket capacity as per DIN 7546 4.0 m³

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Technical data

45° tilt-out angle
forward and reverse
forward and reverse
per ISO 6396

Valid for: L574 - 473 / from 7477

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Technical Data

45° tilt-out angle

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L574 - 473 / from 7477
L580 - 458 / from 7477
Technical data

forward and reverse
forward and reverse
per ISO 6396

Valid for: L580 - 458 / from 7477


L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Technical Data

45° tilt-out angle
forward and reverse
forward and reverse
per ISO 6396
2.1.2 Diesel engine, pump distributor gear
Diesel engine
Valid for: L544 - 443 / 7477 - 8445; ID 9884814
Engine type D924T-E A2
Number of cylinders 4
Ignition sequence 1-3-4-2
Cylinder volume 6640 cm³
Bore diameter 122 mm
Stroke 142 mm
Rated power according to ISO 9249 121 / 165 kW / hp

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Technical data

Rated speed 2000 min-1
Max. torque at 1200 min-1 690 Nm
Lower idling speed 800±50 min-1
Upper idling speed 2100+80 min-1
Begin delivery before TDC See type plate °
Compression pressure 20 – 28 bar
Injection nozzle jet pressure 217+8 bar
Inlet valve play (cold) 0.25 mm
Outlet valve play (cold) 0.30 mm
Number of teeth on flywheel ring gear 147
Coolant thermostat 79 °C
Longitudinal / traverse inclinability 45 / 45 °
Injection pump Bosch P3000
Governor RSV
Operating voltage of starter 24 V
Power consumption of starter 5.4 kW
Output voltage of alternator 28 V
Power output from alternator 55 A
Turbocharger KKK K29
Auxiliary output ratio 1 : 1.275
V-ribbed-belt tension value 30 - 35
Weight 740 kg
Emission limit values comply with EU – RL 97/68 EG – level 1
Valid for: L544 - 443 / from 8446; ID 9076583

Engine type D924TI-E A2
Stroke 142 mm
Injection nozzle jet pressure 217+8 bar
Direction of rotation looking towards Anti-clockwise
flywheel

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Technical Data

Inclinability longitudinal / traverse 45 / 45 °
Governor RSV
Weight 740 kg
Valid for: L554 - 453 / 7477 - 7886; ID 9883051

Stroke 142 mm
Injection nozzle jet pressure 217 +8 bar
flywheel
Governor RSV
2 . 1 - 1 0 of 48 copyright by L544 - 443 / from 7477

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Technical data

Weight 740 kg

Stroke 142 mm
flywheel
Number of teeth on flywheel 147
Governor RSV
Weight 740 kg
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Technical Data
Valid for: L564 - 463 / 7477 - 7710; ID 9883048

Ignition sequence 1-5-3-6-2-4
Stroke 142 mm
flywheel
Governor RSV
Weight 900 kg

Stroke 142 mm

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Technical data

Lower idling speed 2100+80 min-1
Outlet valve play (cold) 0,30 mm
flywheel
Governor RSV
Weight 900 kg
Valid for: L574 - 473 / 7477 - 7926; ID 9883049; L580 - 458 / 7477 - 7929; ID 9883049
Stroke 142 mm

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Technical Data

flywheel
Inclinability longitudinal / traverse 45 / 45 °
Governor RSV
Weight 900 kg
Valid for: L574 - 473 / from 7927; ID 9074819; L580 - 458 / from 7930; ID 9074819
Stroke 142 mm
flywheel
Governor RSV

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Technical data

Weight 900 kg
Diesel engine speed sensor

Plug 3-pin Minitimer plug
Statistical internal resistance 540±10% Ohm
Output voltage min. 5 V
(alternating current) max. 26
Frequency at 2000 min-1 4900 Hz
Fuel system
Valid for: L544 - 443 / from 7477; L554 - 453 / from 7477
Tank level FULL 260 l
Tank level RESERVE 45 l
Valid for: L564 - 463 / from 7477; L574 - 473 / from 7477; L580 - 458 / from 7477
Tank level FULL 310 l
Tank level RESERVE 60 l
Fuel separator
Filter insert filtration grade 30 µm
Fine fuel filter

Filtration grade 5 µm
Refuelling pump (optional)

Flow rate 50 l/min
Current consumption 15 A
Power output 360 W
Protection class IP 44

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Technical Data

Max. duty cycle 15 minutes
Fuse 20 A
Max. suction height 4 m
Air filter unit - Vacuum switch

Air filter contamination vacuum switching 50 mbar
point
Coupling
Type 345/210 NGS
Pump distributor gear

Type PVG 300 B 341
Direction of rotation of input Clockwise
Direction of rotation of output Anti-clockwise
Transmission for travel hydraulics pump 0.7868
Ratio for the working and steering 0.7868
hydraulics pump
Type PVG 300 B 341
Direction of rotation of input Clockwise
Direction of rotation of output Anti-clockwise
Transmission for travel hydraulics pump 0.808
Ratio for the working and steering 0.865
hydraulics pump
2.1.3 Cooling system
Gear pump
Displacement 14 cm³
Speed at rated diesel engine speed 2550 min-1

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Technical data
Gear motor
Valid for: L544 - 443 / from 7477; L554 - 453 / from 7477;
L564 - 463 / 7477 - 7710; L574 - 473 / 7477 - 7926; L580 - 458 / 7477 - 7929
Displacement of the gear motor 16 cm³
Direction of rotation of gear motor (looking Clockwise
towards the shaft)
10
Pressure relief valve 175 bar
Coil resistance 4.7 Ohm
41
Screw tightening torque 124 Nm
Spanner size 41 mm
Displacement of the gear motor 16 cm³
Direction of rotation of gear motor (looking Clockwise
towards the shaft)
10
Coil resistance 4.7 Ohm
41
Screw tightening torque 124 Nm
Spanner size 41 mm
Temperature sensor
Measuring range min. -30 °C
max. 130 °C
Resistance at 0°C 1000 Ohm
Tapped bore M 14 x 1.5
Max. tightening torque 30 Nm
Connector Bosch Jet plug,
2-pin (gold contacts)

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Technical Data
2.1.4 Travel hydraulics
Variable displacement pump

Control type EZ
Maximum displacement 90 cm³
Flow rate at rated engine speed 222 l/min
Max. swivel angle (on both sides) 20 °
Speed (at rated speed) 2542 min-1
Power output L544 111 kW
Displacement of the replenishing pump 19.6 cm³
Flow rate of the replenishing pump (at 46 l/min
rated speed)
Inlet restrictor 1.8 mm
Travel direction magnet voltage 24 V
Travel direction magnet current 1.1 A
consumption
Travel direction magnet resistance 22 Ohm
Control pressure proportional valve 14 Ohm
resistance
1
Replenishing pressure at high idling 31 bar
speed
High pressure at 1400 min-1 350±10 bar
10
Pressure relief and replenishing valves 470 bar
5
Pressure cut-off 430 bar
Weight 60 kg
Valid for: L564 - 463 / 7477 - 7749; L574 - 473 / 7477 - 7449
Control type EZ
rated speed)
Travel direction solenoid voltage 24 V

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Technical data

Travel direction solenoid current 1.1 A
consumption
Travel direction solenoid resistance 22 Ohm
resistance
1
speed
10
5
Weight 75 kg
Control type EZ
Power output L574, L580 171 kW
rated speed)
Travel direction solenoid voltage 24 V
Travel direction solenoid current 1.1 A
consumption
Travel direction solenoid resistance 22 Ohm
resistance
1
speed
10
5
Weight 75 kg

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Technical Data
Variable displacement motor 1

Control type EP
Max. displacement 80 cm³
Max. swivel angle 25 °
Min. swivel angle 0 °
Max. speed 5900 min-1
Torque ( p 400 bar) 489 Nm
Discharge valve / max. discharge 20 l/min
quantity
Discharge valve / orifice diameter 3.0 mm
Weight 34 kg
Control type EP
Discharge valve / max. discharge quantity 20 l/min
Weight 47 kg
Variable displacement motor 2

Valid for: L544 - 443 / from 7477
Control type EP
Weight 34 kg
Valid for: L554 - 453 / from 7477

Control type EP

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Technical data

Weight 47 kg
Control type EP
Discharge valve / max. discharge quantity 10 l/min
Weight 60 kg
Gear pump scavenging for variable displacement motors

Displacement 8 cm³
RPM at rated engine speed 2550 min-1
2.1.5 Working hydraulics

Control type LRDS
Power output 80 kW
2
Flow controller (Delta p) 22 bar
10
Power controller at regulation begin 180 bar
Weight 53 kg
Control type LRDS
Power output 100 kW
2
Flow controller (Delta p) 22 bar

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Technical Data

10
Power controller at regulation begin 180 bar
Weight 66 kg
Control valve block

Valid for: L544 - 443 / from 7477
Spool valve diameter 25 mm
Piston stroke on both sides 11 mm
Control piston lift arm up / down flow rate 240 / 160 l/min
Control piston tilt in / out flow rate 160 / 210 l/min
5
Primary pressure relief valve 360 bar
5
Secondary pressure relief valve for tilting in 380 bar
Secondary pressure relief valve for tilting 5
380 bar
out
5
Secondary pressure relief valve for lifting 380 bar
5
LS pressure cut-off 290 bar
1
Pressure relief valve preload pressure 8 bar
Float position / ride control solenoid valve
30 Ohm
resistance
Weight 40 kg
Valid for: L554 - 453 / from 7477

Control piston tilt in - out / flowrate 160 / 210 l/min
5
5
380 bar
out
5
5
1
30 Ohm
resistance
Weight 40 kg
Control piston tilt in / out flow rate 180 / 200 l/min

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Technical data

5
5
400 bar
out
5
5
1
30 Ohm
resistance
Weight 40 kg
Pilot control unit

Retaining solenoid voltage 24 V
Retaining solenoid current consumption 0.40 A
Retaining solenoid resistance 70 Ohm
Weight 5.7 kg
Pilot control solenoid valve

Current consumption 1.2 A
Resistance 23 Ohm
Pilot control hydro accumulator

Hydro accumulator volume 320 cm³
Preload pressure (nitrogen filling) 15 bar
Float position pressure switch

Switch type N/O switch
1
Increasing switching point 26 bar
Connecting thread M 12 x 1.5 mm
Stabilization module
Valid for: L544 - 443 / 7477 - 11597; L554 - 453 / 7477 - 11597
20
Cut-off valve 160 bar
10
Safety valve 330 bar
Restrictor check valve ø 2.0 / 0.4 mm
Solenoid valve current consumption 1.2 A

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Technical Data

Solenoid valve resistance 23 Ohm
Weight 13 kg
Valid for: L564 - 463 / 7477 - 11597; L574 - 473 / 7477 - 11597; L580 - 458 / 7477 - 11597
20
Cut-off valve 160 bar
20
Actuator cylinder 260 bar
10
Safety valve 300 bar
Restrictor check valve ø 2.0 / 0.4 mm
Weight 13 kg
Control piston diameter 16 mm
Cut-off pressure (LFD off) 120±20 bar
Safety valve 330±10 bar
Restrictor check valve diameter 2.0 / 0.4 mm
Weight 13 kg
LFD hydro accumulator

Valid for: L544 - 443 / 7477 - 11597; L554 - 453 / 7477 - 11597
Number of hydro accumulators 2 units
2
Oil filling 350 cm³
Valid for: L544 - 443 / 7477 - 11597; L554 - 453 / 7477 - 11597
2
Weight with steel-block 50 kg

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Technical data
Ride control pressure switch

Valid for: L544 - 443 / 7477 - 11597; L554 - 453 / 7477 - 11597
Valid for: L544 - 443 / 7477 - 11597; L554 - 453 / 7477 - 11597
Switch type NC switch
1
Lift cylinder
Valid for: L544 - 443 / from 7477, ld. 9231458; L554 - 453 / from 7477, ld. 9231458
Piston diameter 130 mm
Rod diameter 80 mm
Stroke length 745 mm
Min. installation length 1245 mm
Weight 135 kg
Lifting time at nominal load 5.6 secs
Lowering time unloaded 2.7 secs
Tightening torque, piston rod bearing (hex 260 Nm
screws)
Valid for: L564 - 463 / from 7477, ld. 9915541; L574 - 473 / from 7477, Id. 9915541;
L580 - 458 / from 7477, ld. 9915541
Rod diameter 80 mm
Weight 135 kg
Lifting time at nominal load 5.6 secs
Lowering time unloaded 2.7 secs
screws)
Tilt cylinder
Valid for: L544 - 443 / from 7477, lD 9908746
Rod diameter 80 mm
Weight 125 kg

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Technical Data

Tilting out time at nominal load 2.3 secs
screws)

Rod diameter 80 mm
Weight 1134 kg
screws)

Rod diameter 90 mm
Weight 191 kg
screws)
Valid for: L574 - 443 / from 7477, lD 9903394; L580 - 457 / from 7477, 9903394
Rod diameter 90 mm
Weight 198 kg
screws)
Return suction filter

Pre-tension valve 0.3 bar
Replenishing valve 0.04 bar
Replenishing strainer 160 µm
Bypass valve 3.0 bar

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Technical data
Return strainer
Bleeder filter
Filtration grade 10 m
Inlet opening pressure 0.03 bar
Outlet opening pressure 0.5 bar
Connecting thread 3/4 Inches
2.1.6 Steering system
Steering pump
Valid for: L544 - 443 / from 7477, lD 5716846; L544 - 453 / from 7477; lD 5716846
Control type DFR
Swivel angle min. 0°
max. 15.6°
Power output 37 kW
Flow controller (Delta p) 22 ±2 bar
Pressure cut-off 210 ±5 bar
Weight 21 kg
Valid for: L564 - 463 / from 7477, lD 5716828; L574 - 473 / from 7477, ID.5716828;
L580 - 458 / from 7477, lD 5716828
Control type DFR
Swivel angle min. 0°
max. 15.6°
Power output 50 kW
Flow controller (Delta p) 22 ±2 bar
Pressure cut-off 210 ±5 bar
Weight 33 kg

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Technical Data
Servostat
Valid for: L544 - 443 / from 7477; L554 - 453 / from 7477; ID 5716533
10
Secondary pressure relief 285 bar
Flow amplification 1 : 1.6
Valid for: L564 - 463 / from 7477, lD 5716476; L574 - 473 / from 7477, ID 5716476;
L580 - 458 / from 7477, ID 5716476
10
Secondary pressure relief 285 bar
Flow amplification 1 : 1.6
Steering cylinder
Valid for: L544 - 443 / from 7477, ID 9231461; L544 - 453 / from 7477, lD 9231461
Rod diameter 40 mm
Piston rod bearing tightening torque 1000 NM
Weight 26.3 kg
Valid for: L564 - 463 / from 7477, lD 9246849; L574 - 473 / from 7477, ID 9246849;
L580 - 458 / from 7477, ID 9246849
Rod diameter 40 mm
Piston rod bearing tightening torque 1000 Nm
Weight 31 kg
Steering damper hydro accumulator


L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Technical data
Emergency steering pump

Valid for: L544 - 443 / 7477 - 7885; L554 - 453 / 7477 - 7885; L564 - 463 / 7477 - 7885;
L574 - 473 / 7477 - 7885; L580 - 458 / 7477 - 7885; ID 5716908
5
Type of protection IP 54
Max. current consumption 150 A
Weight 10 kg
Valid for: L544 - 443 / from 7886; L554 - 453 / from 7886; L564 - 463 / from 7886;
L574 - 473 / from 7886; L580 - 458 / from 7886; ID 10007930
5
Type of protection IP 66
Max. current consumption 150 A
Weight 10 Kg
Emergency steering pressure switch

Valid for: L544 - 443 / 7477 - 9048; L554 - 453 / 7477 - 9048; L564 - 463 / 7477 - 9048;
L574 - 473 / 7477 - 9048; L580 - 458 / 7477 - 9048; ID 6905680
1
Switching point 18 bar
Valid for: L544 - 443 / 7477 - 7885; L554 - 453 / 7477 - 7885; L564 - 463 / 7477 - 7885;
L574 - 473 / 7477 - 7885; L580 - 458 / 7477 - 7885; ID 5716908
Switch type Change-over
switch
1
Emergency steering check pressure switch

1

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Technical Data
2.1.7 Brake system
Brake system gear pump

Displacement 4 cm³
Compact brake valve

Valid for: L544 - 443 / 7477 - 9981; Id. 5717507
5
Accumulator charge valve cut-in 155 bar
pressure
5
Accumulator charge valve cut-off pressure 185 bar
Parking brake solenoid valve current 0.7 A
consumption
Parking brake solenoid valve resistance 38 Ohm
5
Max. service brake pressure 73 bar
Pedal start angle 42°
Pedal stop angle 15°
Valid for: L554 - 453 / 7477 - 9255; L564 - 463 / 7477 - 9981;
L574 - 473 / 7477 - 9981; L580 - 458 / 7477 - 9981; Id. 5717507
5
pressure
5
consumption
5
L564 - 463 / from 9982; L574 - 473 / from 9982; L580 - 458 / from 9982
5
pressure
5
consumption
5

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Technical data
Service brake hydro accumulator

Valid for: L544 - 443 / 7477 - 9981; Id. 5717519
Valid for: L554 - 453 / 7477 - 9255; L564 - 463 / 7477 - 9981;
L574 - 473 / 7477 - 9981; L580 - 458 / 7477 - 9981; Id. 5717519
L574 - 473 / from 9982; L580 - 458 / from 9982; Id. 10038487
Brake light pressure switch

0,5
Accumulator charge pressure switch

Valid for: L544 - 443 / 7477 - 9981; L554 - 453 / 7477 - 9981; L564 - 463 / 7477 - 9981;
L574 - 473 / 7477 - 9981; L580 - 458 / 7477 - 9981; Id. 6905533
5
Switching point decreasing 90 bar
L574 - 473 / from 9982; L580 - 458 / from 9982; Id. 10036072
5
Switching point decreasing 120 bar

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Technical Data
Disc brake
0.5
Gap 1.0 mm
Brake pad thickness when new 4.5 mm
Minimum brake pad thickness 1.0 mm
Parking brake hydro accumulator

Overspeed protection solenoid valve

Current consumption 0.8 A
Resistance 23 Ohm
2.1.8 Electrical system

Power supply voltage 24 V
Battery voltage 12 V
Battery capacity 143 Ah
2.1.9 Transfer gear
Mechanical transfer gear

Number of gears 3
1st gear ratio 6.103
2nd gear ratio 3.033
3rd gear ratio 1.342
Weight 285 kg
Drive shaft tightening torque 340 - 400 Nm
Tightening torque of fixing screws on the 30 - 35 Nm
control valve block
Solenoid Valves Transmission Connection

Voltage 24 V
50
Current consumption 300 mA
6
Resistance 93 Ohm

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Technical data
Speed sensor
100
Resistance 1050 Ohm
0.2
Distance 0.3 mm
Number of teeth on the VM 1 drive shaft 60
Number of teeth on the VM 2 drive shaft 60
Number of teeth on the output speed 128
sensor
Gear pump
Flow rate at rated engine speed 40.8 l/min
2.1.10 Axles, drive shafts
Front axle
Valid for: L544 - 443 / from 7477
Type MT-L 3085
Locking value of self-locking differential 45 %
Wheel base 2000 mm
Differential nut tightening torque 700 Nm
Wheel hub groove nut tightening tool 700+300 Nm
Wheel lug/-bolt tightening torque Nm
650
until 11706
Wheel bolt tightening torque from 11707 750 Nm
Wheel lug spanner size until 9578 30 mm
Wheel bolt spanner size 32 mm
from 9579 - 11706
Wheel bolt spanner size from 11707 30 mm
Differential ratio 3.89
Wheel hub ratio 6.0
Total gear ratio 23.33
Weight 816 kg
Valid for: L554 - 443 / 7477 - 9255

Type AP 411 HK
Wheel base 2000 mm

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Technical Data

Wheel lug tightening torque 650 Nm
Wheel lug spanner size 30 mm
Wheel hub ratio 6.35
Weight 1054 kg
Valid for: L554 - 453 / from 9256

Type MT-L 3095
Wheel base 2000 mm
Wheel hub ratio 6.0
Weight 924 kg
Valid for: L564 - 463 / 7477 - 7749; L574 - 473 / 7447 - 7749
Type AP 417 LK
Wheel base 2230 mm
Weight 1329 kg
Valid for: L564 - 463 / 7750 - 10170; L574 - 473 / 7750 - 10170
Type AP 417 LK
Wheel base 2230 mm

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Technical data

Weight 1329 kg
Type MT-L3105
Wheel base 2230 mm
Differential ratio 4,1
Wheel hub ratio 6.0
Weight 1174 kg
Valid for: L580 - 458 / 7477 - 10085

Type AP 420 LK
Wheel base 2230 mm
Weight 1329 kg
Valid for: L580 - 458 / from 10086

Type SA 197 337
43 R 175
Wheel base 2230 mm
Wheel hub ratio 6.0

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Technical Data

Weight 1180 kg
Rear axle
Valid for: L544 - 443 / from 7477
Type MT-L 3085
Wheel base 2000 mm
Wheel lug spanner size until 9578 30 mm
Wheel lug spanner size from 9579 32 mm
Wheel hub ratio 6.0
Weight 816 kg
Valid for: L554 - 443 / 7477 - 9255

Type AP 409 DK
Wheel base 2000 mm
Weight 700 kg
Valid for: L554 - 453 / from 9256

Type MT-L 3085
Wheel base 2000 mm

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Technical data

Wheel hub ratio 6.0
Weight 816 kg
Valid for: L564 - 463 / 7477 - 7749; L574 - 473 / 7447 - 7749
Type AP 415 LK
Wheel base 2230 mm
Weight 1064 kg
Valid for: L564 - 463 / 7750 - 10170; L574 - 473 / 7750 - 10170
Type AP 415 LK
Wheel base 2230 mm
Weight 1064 kg
Valid for: L564 - 463 / from 10171

Type MT-L3095
Wheel base 2230 mm
Wheel hub ratio 6.0

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Technical Data

Weight 975 kg
Valid for: L574 - 473 / from 10171

Type MT-L3105
Wheel base 2230 mm
Wheel hub ratio 6.0
Weight 1174 kg
Valid for: L580 - 458 / 7477 - 10085

Type AP 417 LK
Wheel base 2230 mm
Weight 1329 kg
Valid for: L580 - 458 / from 10086

Type SA 197 478
37 R 118
Wheel base 2230 mm
Wheel hub ratio 6.0
Weight 1090 kg

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Technical data
Front drive shaft

Valid for: L544 - 443 / from 7477, ID 5716713
Min. length 1310 mm
Max. length 1500 mm
Flange tightening torque 125 Nm
Weight 38 kg

Min. length 1335 mm
Max. length 1445 mm
Weight 72 kg
Valid for: L564 - 463 / from 7477; L574 - 473 / from 7477, ID 5716771
Min. length 1430 mm
Max. length 1540 mm
Weight 73 kg

Min. length 1545 mm
Max. length 1555 mm
Weight 75 kg
Rear drive shaft

Valid for: L544 - 443 / from 7477; L554 - 453 / from 7477, ID 5717359
Min. length 600 mm
Max. length 710 mm
Weight 16 kg
L580 - 458 / from 7477, ID 10007277
Min. length 700 mm
Max. length 810 mm
Weight 24 kg

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Technical Data
2.1.11 Machine frame, ballast weight
Ballast weight
Mass per ballast weight 400 kg
Material CG 10
Tightening torque for M24 10.9 bolts 960 Nm

Material CG 10

Material GG 10
Valid for: L574 - 473 / from 7477, ID 9654352; L580 - 458 / from 7477, ID 9608808
Material GG 10
2.1.12 Central Lubrication System
Central lubrication pump EP-1

Flow per stroke 120 mm³
Transfer medium Grease up to
NLGI Class 2
Maximum delivery pressure 280 bar
Operating temperature min. -35 °C
max. +80 °C
Drive type Electrical
Supply voltage 24 V
Installation position Upright container
Rotary motion of agitator Towards the arrow
Container size 4 kg

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Technical data
Progressive distributor
MX-F
Maximum operating pressure at the inlet 300 bar
Temperature range min. -35 °C
max. +100 °C
Transfer medium Grease up to NLGI Class 2
MX-F 25
Pump flow per outlet 25 mm³
Flow per element 50 mm³
MX-F 45
MX-F 75
MX-F 105
EP-tronic control device and operation

Factory-set lubrication time 28 Cycles
Factory set cycle time 0.5 Hours
Adjustable lubrication time min. 1 Cycles
max. 48 Cycles
Adjustable cycle times min. 0.5 Hours
max. 8 Hours
Supply voltage min. 10 V
max. 30 V

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Technical Data
2.1.13 Cab, heating, air-conditioning
Heating, ventilation
Rated voltage 24 V
Number of blower speeds 4
Maximum blower power consumption 10 A
Maximum air flow 600 m³/h
Heat output 11.3 kW
Air-conditioning system
Refrigerant R134a
Refrigeration oil (PAG oil) ZXL 100 PG
Refrigerant filling quantity 1800 g
10%
Cooling output 5.6 kW
Air-conditioning compressor
Valid for: Diesel engines with serial no.: up to 2002-01-1729
Type SD5H14
Refrigeration oil (PAG oil) ZXL 100 PG (SP
20)
Filling quantity 150 cm³
Max. current consumption 3.75 A
Weight, not including oil 7 kg
Valid for: Diesel engines with serial no.: from 2002-01-1730

Type SD7H15
Displacement 154.9 cm³
Refrigeration oil (PAG oil) ZXL 100 PG (SP
10)
Filling quantity 200 cm³
Max. current consumption 2.63 A
Weight, not including oil 6.9 kg
Condenser
Maximum air flow 4000 m³/h
Heat output 9 ±1 kW
Test pressure 35 bar

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Technical data
Dryer-collector unit
Contents 0.70 l
Seal check 30 bar
Dryer water capacity 16 g
Bursting pressure 130 bar
Pressure switch
Low pressure OFF 1.5 ±0.5 bar
Low pressure ON 3.5 bar
High pressure OFF 25 ±2 bar
High pressure ON 18 ±1.5 bar
Evaporator
Cooling output 4.8 kW
Temperature sensor activation 2,5 ±10% °C
temperature
Temperature sensor deactivation 1,7 ±10% °C
temperature
2.1.14 Lift arm, quick-change device
Lift arms
Distance between
Valid for: L544 - 443 / from 7477

Length 1 - lift arms 2600 mm

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Technical Data

Length 2 - Bell crank 1267 mm
Length 3 - complete connecting link 718 mm
Weight of complete (without cylinders) 1380 kg
Weight of lift arms 835 kg
Weight of Bell crank 325 kg
Weight of complete connecting link approx. 55 kg
Valid for: L554 - 453 / from 7477

Weight of complete Z-kinematic 1500 kg
attachment (without cylinders)
Valid for: L564 - 463 / from 7477



L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Technical data
Quick-change device
Main dimensions
A - System connection dimensions 1000 mm
B - Width 1200 mm
H - Height 820 mm
T - Depth 450 mm
Weight 400 kg
A - System connection dimensions 1100 mm
B - Width 1370 mm
H - Height 1100 mm
T - Depth 620 mm
Weight 830 kg

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Technical Data
2.1.15 Attachments, accessories
Bucket
Valid for: L544 - 443 / from 7477

B – Bucket width 2700 mm
B1 – Loading dimension 2638 mm
H – Height 1350 mm
L – Length with teeth 1410 mm
L1 – Length without teeth 1195 mm
Heaped bucket capacity (ISO 7546) 2.8 m³
Weight 1200 kg
Toothing – UNI-Z-2000 III 8 units
Valid for: L554 - 453 / from 7477

Weight 1300 kg
Valid for: L564 - 463 / from 7477


L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Technical data

Weight 2080 kg
Valid for: L574 - 473 / from 7477

Weight 2200 kg
Valid for: L580 - 458 / from 7477

Weight 2300 kg

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Technical Data
Forklift
Prong length 1500 mm
L – Length (fork carrier + prongs) 1860 mm
K – Fork carrier width 2000 mm
H – Height (fork carrier + prongs) 1040 mm
Weight (fork carrier + prongs) 740 kg
Prong length 1800 mm
L – Length (fork carrier + prongs) 2220 mm
K – Fork carrier width 2050 mm
H – Height (fork carrier + prongs) 1270 mm
Weight (fork carrier + prongs) 1160 kg

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
3 Maintenance
3.0
Chapter contents
3 Maintenance........................................................................ 3.0-1
3.1 Maintenance and inspection schedule ...........................................3.1-1
3.2 Testing and adjustment plan...........................................................3.2-1
3.3 Testing and adjustment checklists..................................................3.3-1
3.4 Lubricant chart, filling quantities .....................................................3.4-1

3.4.1 Table of filling quantities .......................................................3.4-1
3.4.5 Lubrication chart ...................................................................3.4-5
3.5 Maintenance tasks..........................................................................3.5-1

3.5.1 Preparatory tasks for maintenance ......................................3.5-1
3.5.2 Check the machine for external damage..............................3.5-5
3.5.3 Check that all screw connections are tight ...........................3.5-6
3.5.4 Seal any leaks ......................................................................3.5-6
3.5.5 Check the oil level in the diesel engine ................................3.5-6
3.5.6 Changing the engine oil........................................................3.5-7
3.5.7 Replace the oil filters ............................................................3.5-7
3.5.8 Checking the V-ribbed belt ...................................................3.5-8
3.5.9 Check the valve play ............................................................3.5-9
3.5.10 Lightly grease the ring gear on the flywheel.......................3.5-10
3.5.11 Replacing the oil separator.................................................3.5-10
3.5.12 Check the flame glow system.............................................3.5-11
3.5.13 Drain off water and sediment from the fuel tank ................3.5-12
3.5.14 Changing the fine fuel filter.................................................3.5-12
3.5.15 Changing the fine fuel filter.................................................3.5-12
3.5.16 Drain off condensate from the fuel separator.....................3.5-13
3.5.17 Draining off condensate from the fine fuel filter..................3.5-13
3.5.18 Replace the filter insert in the fuel separator......................3.5-13
3.5.19 Clean the service cap and dust extraction valve on the
air filter ................................................................................3.5-14
L544 - 443 / from 7477 copyright by 3.0-1 of 4

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Maintenance Service Manual
3.5.20 Cleaning or replacing the air filter main element ............... 3.5-15
3.5.21 Check the air suction hoses for leaks and tight fitting ....... 3.5-16
3.5.22 Check the oil level in the pump distributor gear................. 3.5-16
3.5.23 Change the gear oil in the pump distributor gear .............. 3.5-17
3.5.24 Check the exhaust lines for leaks and tight fitting ............. 3.5-18
3.5.25 Check the coolant level...................................................... 3.5-19
3.5.26 Replace the coolant filter ................................................... 3.5-20
3.5.27 Check the anti-freeze and DCA-4 concentration in the
coolant ............................................................................... 3.5-20
3.5.28 Cleaning the cooling system.............................................. 3.5-23
3.5.29 Replacing the coolant with anti-freeze and DCA-4............ 3.5-23
3.5.30 Lubricate the pilot control unit, clean the magnets and
lubricate the universal joints .............................................. 3.5-24
3.5.31 Check the oil level in the hydraulic tank ............................ 3.5-25
3.5.32 Drain water and sediment from the hydraulic tank ............ 3.5-25
3.5.33 Change the hydraulic oil and check the return strainer ..... 3.5-25
3.5.34 Check and clean the magnetic rod on the hydraulic
tank .................................................................................... 3.5-26
3.5.35 Change the return suction filter ......................................... 3.5-26
3.5.36 Replace the bleeder filter on the hydraulic tank ................ 3.5-27
3.5.37 Check the steering............................................................. 3.5-27
3.5.38 Lubricate the bearing points on the steering cylinders ...... 3.5-27
3.5.39 Check the service brake and parking brake ...................... 3.5-28
3.5.40 Check the play and wear on the parking brake ................. 3.5-28
3.5.41 Check the indicator lamps and lighting.............................. 3.5-29
3.5.42 Check the batteries, fluid level and terminals .................... 3.5-30
3.5.43 Check the oil level in the transfer gear .............................. 3.5-31
3.5.44 Change the gear oil in the transfer gear ............................ 3.5-31
3.5.45 Change the gear oil filter.................................................... 3.5-31
3.5.46 Check the tightness of the wheel lugs (once after 50,
100 and 250 h)................................................................... 3.5-32
3.5.47 Checking the axle oil level ................................................. 3.5-32
3.5.48 Check the axle oil levels .................................................... 3.5-33
3.5.49 Change the axle gear oil.................................................... 3.5-33
3.5.50 Change the axle gear oil.................................................... 3.5-34
3.5.51 Check and lubricate the bevel pinion sealing .................... 3.5-34
3.5.52 Check and lubricate the front drive shaft ........................... 3.5-35
3.5.53 3.5-35
3.5.54 Check and lubricate the rear drive shaft............................ 3.5-35
3.5.55 Set the correct tyre pressure for the machine's use
and attachments ................................................................ 3.5-35
3.5.56 Lubricate the oscillating axle frame and articulation
bearing ............................................................................... 3.5-35

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Service Manual Maintenance
3.5.57 Checking whether metered quantities (grease collars)

are adequate at the bearing points of the central
lubrication system...............................................................3.5-36
3.5.58 Check the hose lines of the central lubrication system
(lubrication points, detached hoses, external leakage) ......3.5-36
3.5.59 Lubricating the door hinges ................................................3.5-36
3.5.60 Clean or replace the fresh air and recirculated air filter .....3.5-37
3.5.61 Checking the indicator beads in the dryer-collector
unit ......................................................................................3.5-37
3.5.62 Lubricating the lift arms and attachment ............................3.5-38
3.5.63 Checking the bucket bearing seals and the bearing
bushings on the lift arms.....................................................3.5-38
3.5.64 Checking the lift arms and bucket stops.............................3.5-40
3.6 Testing and adjustment tasks .........................................................3.6-1

3.6.1 Preparatory tasks before testing and adjusting....................3.6-1
3.6.2 Safety precautions before checking and adjusting...............3.6-1
3.6.3 Warming up the machine to operating temperature.............3.6-2
3.6.4 Checking the speed on the diesel engine ............................3.6-2
3.6.5 Checking the pressure relief valve of the fan motor
and the fan control................................................................3.6-3
3.6.6 Calibrating the inch pedal angle sensor ...............................3.6-5
3.6.7 Calibrating the gas pedal angle sensor ................................3.6-6
3.6.8 Recording the engine characteristics ...................................3.6-7
3.6.9 Checking the replenishing pressure of the variable
displacement pump ..............................................................3.6-8
3.6.10 Calibrating the block curve ...................................................3.6-8
3.6.11 Checking the pressure relief and replenishing valves
of the variable displacement pump.......................................3.6-9
3.6.12 Checking the pressure cut-off of the variable
displacement pump ............................................................3.6-10
3.6.13 Checking the maximum VG of the variable
displacement motors ..........................................................3.6-11
3.6.14 Checking the minimum VG of the variable
displacement motors ..........................................................3.6-12
3.6.15 Check the power of the diesel engine ................................3.6-13
3.6.16 Checking the flow controller (Delta p) on the working
hydraulics pump .................................................................3.6-15
3.6.17 Checking the power controller (regulation begin) of the
working hydraulics pump ....................................................3.6-15
3.6.18 Checking the secondary pressure relief valves on the
control valve block ..............................................................3.6-16
3.6.19 Checking the primary pressure relief valve on the
control valve block ..............................................................3.6-16
3.6.20 Checking the LS pressure cut-off on the control valve
block ...................................................................................3.6-17

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
3.6.21 Depressurising ride control and hydro accumulator .......... 3.6-17

3.6.22 Checking the cut-off valve on the stabilisation module ..... 3.6-18
3.6.23 Checking the cut-off valve on the stabilisation module ..... 3.6-18
3.6.24 Checking the nitrogen in the ride control hydro
accumulator ....................................................................... 3.6-19
3.6.25 Checking the pressure cut-off of the steering pump.......... 3.6-20
3.6.26 Checking the flow controller (delta p) of the steering
pump .................................................................................. 3.6-20
3.6.27 Checking the cut-off pressure at the compact brake
valve................................................................................... 3.6-21
3.6.28 Checking the braking pressure at the axles ...................... 3.6-21
3.6.29 Checking the braking pressure at the axles ...................... 3.6-22
3.6.30 Checking the brake accumulator capacity......................... 3.6-23
3.6.31 Checking the brake accumulator capacity......................... 3.6-24
3.6.32 Checking the accumulator charge switch pressure ........... 3.6-24
3.6.33 Checking the brake lights and brake light pressure
switch ................................................................................. 3.6-25
3.6.34 Checking the shift pressure in the transfer gear................ 3.6-25
3.6.35 Checking the nitrogen in the transfer gear hydro
accumulator ....................................................................... 3.6-25
3.7 Lubricants and fuels....................................................................... 3.7-1

3.7.1 Lubricating oils for diesel engines ....................................... 3.7-2
3.7.2 Diesel fuels .......................................................................... 3.7-3
3.7.3 Coolants for diesel engines ................................................. 3.7-5
3.7.4 Hydraulic oils........................................................................ 3.7-9
3.7.5 Lubricating oils for the transmission .................................. 3.7-10
3.7.6 Grease for general lubrication points................................. 3.7-11

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Maintenance and inspection schedule
3.1 Maintenance and inspection schedule

Various symbols (solid or empty circles, boxes and stars) are used to
indicate the maintenance tasks, which fall into two main types.
The symbols have the following meanings:
Table with solid circle, box or star
– Here, the machine operator or his maintenance personnel are responsible
for carrying out maintenance tasks.
– This affects the maintenance intervals every 10 and 50 service hours (h)
and non-scheduled intervals.
The symbols have the following meanings:
Table with empty circle, box or star, or service hours (h)
– Here, authorised specialist technicians from LIEBHERR or its authorised
dealers must perform or direct maintenance and inspection work.
– This affects the maintenance intervals on delivery, every 500, 1000, 2000
service hours (h), and at unscheduled times.
You will find a list of the spare parts needed for maintenance and inspection
work in the “SERVICE PACKAGE” of the spare parts list.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Customer: ……………………… Machine type: ………..… Serial no.: …..…… Operating hours: …………… Date: ………….……………
Maintenance / inspection at
operating hours
WORK TO BE PERFORMED
By maintenance personnel By authorised qualified
One-off activity personnel
Repetition interval One-off activity
If necessary Repetition interval
Annually at the start of the cold If necessary
season
Have the driver lubricate the machine in accordance with the lubrication chart
and instruct him on proper maintenance
Instruct the driver in the operation of all functions
Check the machine for external damage
Check that all screw connections are tight
Seal any leaks
Check the hydraulic pressure according to the testing and setting plan
Diesel engine, pump distributor gear
Check the oil level in the diesel engine
Change the engine oil (once after 500 h, then every 250 h or 500 h, depending
250H
on oil specifications)
Replace the oil filters
Check and replace the V-ribbed belt
Check the valve play
Lightly grease the ring gear on the flywheel
3000H Replace the oil separator (minimum of every 2 years)
Check the flame glow system
Drain off water and sediment from the fuel tank
Replace the fuel fine filter
Drain off condensate from the fuel separator
Replace the filter insert in the fuel separator
Clean the service cap and dust extraction valve on the air filter
Clean or replace the air filter main element (replace the safety element after
having replaced the main element 3 times)
Check the air suction hoses for leaks and tight fitting
Check the oil level in the pump distributor gear
Change the gear oil in the pump distributor gear
Check the exhaust lines for leaks and tight fitting
Soot particle filter (optional)
Check the pipe and hose line of the counter-pressure monitoring unit for
leakage
Check the electronic counter-pressure monitor
Check and service the condensate separator (drainage filter)
Replace the condensate separator (drainage filter)
Clean soot particle filter

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
operating hours
By maintenance personnel By authorised qualified

One-off activity personnel
Repetition interval One-off activity
If necessary Repetition interval
Annually at the start of the cold If necessary
season
Cooling system
Check the coolant level
Replace the coolant filter
Check the anti-freeze and DCA-4 concentration in the coolant
Cleaning the cooling system
3000H Replace the coolant with anti-freeze protection and DCA-4 (at least every 2 years)
Working hydraulics
Lubricate the pilot control unit, clean the magnets and lubricate the universal joints
Check the oil level in the hydraulic tank
Drain water and sediment from the hydraulic tank
Change the hydraulic oil and check the return strainer
250H Check and clean the magnetic rod on the hydraulic tank
Change the return suction filter
Replace the bleeder filter on the hydraulic tank
Steering system
Check the steering
Lubricate the bearing points on the steering cylinders
Brake system
Check the service brake and parking brake
Check the play and wear on the parking brake
Electrical system
Check the indicator lamps and lighting
Check the batteries, fluid level and terminals
Transfer gear
Check the oil level in the transfer gear
Change the gear oil in the transfer gear
Change the gear oil filter
Axles, tyres
Check the tightness of the wheel lugs (once after 50, 100 and 250 h)
Check the axle oil levels
Change the axle gear oil
Check and lubricate the sealing of the bevel pinion on the front and rear axle
(valid only for machines L580 – 458, from Serial No. 10086 on)
Check and lubricate the front drive shaft
Check and lubricate the rear drive shaft
Set the correct tyre pressure for the machine's use and attachments

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Machine frame, ballast weight

Lubricate the oscillating axle frame and articulation bearing
Central lubrication system
Check whether metered quantities are adequate at the bearing points (grease
collars) of the central lubrication system
Check the hose lines of the central lubrication system (lubrication points,
detached hoses, external leakage)
Cab, heating, air-conditioning
Lubricating the door hinges
Clean or replace the fresh air and recirculated air filter
Checking the indicator beads in the dryer-collector unit
Lift arm, quick-change device
Lubricating the lift arms and attachment
Checking the bucket bearing seals and the bearing bushings on the lift arms
Checking the lift arms and bucket stops
Check quick-change device (option)

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Testing and adjustment plan
3.2 Testing and adjustment plan

The tasks listed in the testing and adjustment plan may only be performed
by authorised LIEBHERR engineers or contractors.
For a short description of how to perform the inspection and setting tasks,
see the testing and adjustment checklists section.
For a detailed description of how to perform these tasks, see the section on
inspection and adjustment tasks.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Testing and adjustment plan
operating hours
By authorised qualified personnel

One-off activity
Repetition interval
If necessary
Diesel engine
Checking the speed on the diesel engine
Cooling system
Checking the pressure relief valve of the fan motor and the fan control
Travel hydraulics
Calibrating the inch pedal angle sensor
Calibrating the gas pedal angle sensor
Recording the engine characteristics
Checking the replenishing pressure of the variable displacement pump
Calibrating the block curve
Check the pressure relief and replenishing valves of the variable displacement
pump
Checking the pressure cut-off of the variable displacement pump
Checking the maximum VG of the variable displacement motors
Checking the minimum VG of the variable displacement motors
Check the power of the diesel engine
Working hydraulics
Checking the flow controller (Delta p) on the working hydraulics pump
Checking the power controller (regulation begin) of the working hydraulics pump
Checking the secondary pressure relief valves on the control valve block
Checking the primary pressure relief valve on the control valve block
Checking the LS pressure cut-off on the control valve block
Checking the cut-off valve on the stabilisation module
Check the nitrogen in the ride control hydro accumulator
Steering system
Checking the pressure cut-off of the steering pump
Checking the flow controller (delta p) of the steering pump
Brake system
Check the cut-in and cut-off pressure at the compact brake valve
Check the brake pressure at the compact brake valve
Checking the brake accumulator capacity
Checking the accumulator charge switch pressure
Checking the brake lights and brake light pressure switch
Transfer gear
Checking the shift pressure in the transfer gear
Check the nitrogen in the transfer gear hydro accumulator

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Testing and adjustment checklists
3.3 Testing and adjustment checklists

The testing and adjustment checklists contain a record of all the activities to
be performed for inspections and adjustment. You will find more detailed
information in the section on testing and adjustment tasks.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Testing and adjustment checklists

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Customer: L 544 S/N: 443 /
Operating hours:
Type of application:
Job site:
Checked by:
Checked on date:
Unit Adjust. Value Value Adjust. Test

Check / Adjustment before after
values adjust. adjust.
point point
Cooling system
Cooling System (fan control)
Hydraulic oil 31 - 55 °C
Coolant below 78 °C
5
Fan at high idle/ bar 175o 1 P
Sensor unplugged
10
Fan at high idle bar 65o P
10
Fan at low idle bar 30o P
Diesel engine
Diesel engine RPM
-1 50
Low idle RPM min 800o 1
-1 +80
Display
High idle RPM min 2100 2
Travel hydraulic
Adjustment of sensors Min. Max. B
0,4 0,4 O
Inching pedal – angle sensor 2,9o 1,2o D
Gas pedal – angle sensor 0,9o
0,3
4,2o
0,2 E
M
Check of engine characteristics
Replenishing pressure
1
At high idle RPM bar 31o 3 G
High pressure relief valves

10
Forward bar 470o 2 MA
Reverse bar 470o10 4 MB
Pressure cut off

5
High pressure bar 430o 1 MA (MB)
-1
Engine speed drop, max. difference min 30 Display
to high idle RPM
Block curve at 950 min

-1 B
O
-1
Diesel engine RPM min 950 950 950 D
10
E
High pressure bar 350o M MA (MB)

-1 B
O
-1
10
E

-1 B
O
-1
10
E
Variable displ. motor – Q max B

O
High pressure variable displ. pump bar 300 300 300 D MA
5
E
Servo pressure (after adjustment bar 285o M M1 / M2
increase current by 10 mA)
Variable displ. motor – Q min B

-1
At 1000 min Diesel engine RPM O
D
RPM variable displ. motor 1 min
-1
4180o
50 E
-1
M
RPM variable displ. motor 2 min 4180o
50
= Blocked Machine
L544 - 443 / 7477 - 9981 copyright by 3.3

MJFCIFSS
Adjust. Value Value Adjust. Test
Unit before after
Check / Adjustment values point point
adjust. adjust.
Engine performance test

10
High pressure variable displ. pump bar 280o MA
-1 20
Difference between high idle RPM min 147o
Working hydraulic
Control valve block
Secondary pressure relief valve, lift bar 380o5 3 P
5
Secondary pressure rel. valve, tilt in bar 380o 4 P
5
Secondary pressure rel. valve, tilt out bar 380o 6 P
5
Primary pressure relief valve bar 360o 5 P
Control valve block

LS-Pressure cut off bar 290o5 7 M
Working hydraulic pump

10
Power regulator bar 180o 1 M / M1

2
Flow regulator-Pressure difference bar 22o 2 M / LS
20
Shut off valve (LFD – turned off) bar 160o 8 MX
Hydro accumulator LFD

Pretension pressure (nitrogen filling) bar 25o
2
9 9
Steering system
Var. displ. pump
5
Pressure cut off bar 210o 2 P
Var. displ. pump

2
Flow regulator – Pressure difference bar 22o 1 P / LS
Brake system
Compact brake valve
5
Cut in pressure bar 155o 1 M3
5
Cut out pressure bar 185o 1 M3
5
Brake pressure in axles bar 81o 2 M4 / M5
Accumulator
After 9 braking actions bar > 50 M4 / M5
Pressure switch – brake

accumulator pressure
5
Switching point bar 90o M3
Transfer gear
Transfergear
3
Switching point bar 20o P
Transmission gear hydro

accumulator
2
Preload pressure (nitrogen filling) bar 12o 1
Remarks: Signature:
Note: The travel hydraulic must also be checked for the first time at 500 hrs.
Check and adjust only if required
3.3 copyright by L544 - 443 / 7477 - 9981

MJFCIFSS
Customer: L 544 S/N: 443 /
Operating hours:
Job site:
Checked by:
Checked on date:

point point
Cooling system
5
Fan at high idle/ bar 175o 1 P
Sensor unplugged
10
Fan at high idle bar 65o P
10
Fan at low idle bar 30o P
Diesel engine
Diesel engine RPM
-1 50
-1 +80
Display
High idle RPM min 2100 2
Travel hydraulic
0,4 0,4 O
0,3
4,2o
0,2 E
M
Check of engine characteristics
1

10
Pressure cut off

5
-1
to high idle RPM

-1 B
O
-1
10
E

-1 B
O
-1
10
E

-1 B
O
-1
10
E
Variable displ. motor – Q max B

O
5
E
Servo pressure (after adjustment bar 285o M M1 / M2
increase current by 10 mA)
Variable displ. motor – Q min B

-1
D
-1
4180o
50 E
-1
M
50
= Blocked Machine
L544 - 443 / 9982 - 11597 copyright by 3.3

MJFCIFSS
Unit before after
adjust. adjust.

10
-1 20
Working hydraulic
Control valve block
5
5
5
Control valve block


10

2
Flow regulator-Pressure difference bar 22o 2 M / LS
20

2
9 9
Steering system
Var. displ. pump
5
Var. displ. pump

2
Flow regulator – Pressure difference bar 22o 1 P / LS
Brake system
Compact brake valve
5
5
5
Accumulator

5
Transfer gear
Transfergear
3

accumulator
2
Remarks: Signature:
3.3 copyright by L544 - 443 / 9982 - 11597

MJFCIFSS
Customer: L 554 S/N 453 /
Operating hours:
Job site:
Checked by:
Checked on date:

point point
Cooling system
5
Fan at high Diesel engine RPM/ bar 175o 1 P
Sensor unplugged
10
Fan at high Diesel engine RPM bar 65o P
10
Fan at low Diesel engine RPM bar 30o P
Diesel engine
Diesel engine RPM
-1 50
-1 +80
Display
High indle RPM min 2100 2
Travel hydraulic
0,4 0,4 O
0,3
4,2o
0,2 E
M
Check of engine charac
1

10
Pressure cut off

5
-1
to high idle RPM

-1 B
O
-1
10
E

-1 B
O
-1
10
E

-1 B
O
-1
10
E
Variable displ. motor – VG max B

O
5
E
Servo pressure (after adjust increase bar 285o M M1 / M2
current by 10 mA)
Variable displ. motor – VG min B

-1
D
-1 50 E
-1 50
M
RPM variable displ. motor 2 min 3115o = Blocked Machine
L554 - 453 / 7477 - 9255 copyright by 3.3

MJFCIFSS
Unit before after
adjust. adjust.

10
-1 20
Working hydraulic
Control valve block
5
5
5
Control valve block


10

2
Flowregulator-Pressure difference bar 22o 2 M / LS
20

2
9 9
Steering system
Var. displ. pump
5
Var. displ. pump

2
Flowregulator – Pressure difference bar 22o 1 P / LS
Brake system
Compact brake valve
5
5
Brake pressure in axles bar 65o
5 2 M4 / M5
Accumulator

5
Transfer gear
Transfergear
3

accumulator
2
Remarks: Signature:
3.3 copyright by L554 - 453 / 7477 - 9255

MJFCIFSS
Operating hours:
Job site:
Checked by:
Checked on date:

point point
Cooling system
5
Sensor unplugged
10
10
Diesel engine
Diesel engine RPM
-1 50
-1 +80
Display
Travel hydraulic
0,4 0,4 O
0,3
4,2o
0,2 E
M
1

10
Pressure cut off

5
-1
to high idle RPM

-1 B
O
-1
10
E

-1 B
O
-1
10
E

-1 B
O
-1
10
E

O
5
E
current by 10 mA)

-1
D
-1 50 E
-1 50
M
L554 - 453 / 9256 - 9981 copyright by 3.3

MJFCIFSS
Unit before after
adjust. adjust.

10
-1 20
Working hydraulic
Control valve block
5
5
5
Control valve block


10

2
20

2
9 9
Steering system
Var. displ. pump
5
Var. displ. pump

2
Brake system
Compact brake valve
5
5
5 2 M4 / M5
Accumulator

5
Transfer gear
Transfergear
3

accumulator
2
Remarks: Signature:
3.3 copyright by L554 - 453 / 9256 - 9981

MJFCIFSS
Operating hours:
Job site:
Checked by:
Checked on date:

point point
Cooling system
5
Sensor unplugged
10
10
Diesel engine
Diesel engine RPM
-1 50
-1 +80
Display
Travel hydraulic
0,4 0,4 O
0,3
4,2o
0,2 E
M
1

10
Pressure cut off

5
-1
to high idle RPM

-1 B
O
-1
10
E

-1 B
O
-1
10
E

-1 B
O
-1
10
E

O
5
E
current by 10 mA)

-1
D
-1 50 E
-1 50
M
L554 - 453 / 9982 - 11597 copyright by 3.3

MJFCIFSS
Unit before after
adjust. adjust.

10
-1 20
Working hydraulic
Control valve block
5
5
5
Control valve block


10

2
20

2
9 9
Steering system
Var. displ. pump
5
Var. displ. pump

2
Brake system
Compact brake valve
5
5
Brake pressure in axles bar 5 2 M4 / M5
81o
Accumulator

5
Transfer gear
Transfergear
3

accumulator
2
Remarks: Signature:
3.3 copyright by L554 - 453 / 9982 - 11597

MJFCIFSS
Customer: L 564, L 574 Ser. No. 463, 473 /
Operating hours:
Job site:
Checked by:
Checked on date:

point point
Cooling system
5
Sensor unplugged
10
10
Diesel engine
Diesel engine RPM
-1 50
-1 +80
Display
Travel hydraulic
0,4 0,4 O
0,3
4,2o
0,2 E
M
1

10
Pressure cut off

5
-1
to high idle RPM

-1 B
O
-1
10
E

-1 B
O
-1
10
E

-1 B
O
-1
10
E

O
E
Servo pressure (after adjust increase bar 285o5 M M1 / M2
current by 10 mA)

-1
D
-1
4240o
50 E
M
-1
3270o
50 = Blocked Machine
L564 - 463 / 7477 - 7710 copyright by 3.3

L574 - 473 / 7477 - 7749
MJFCIFSS
Unit before after
adjust. adjust.

10
-1 20
Working hydraulic
Control valve block
5
Secondary pressure relief valve, lift bar 420o 3 P
5
5
5
Control valve block


10

2
20
20
Actuator cylinder (LFD – turned on) bar 260o MX

2
9 9
Steering system
Var. displ. pump
5
Var. displ. pump

2
Brake system
Compact brake valve
5
5
5
Accumulator

5
Transfer gear
Transfergear
3

accumulator
2
Remarks: Signature:
3.3 copyright by L564 - 463 / 7477 - 7710

L574 - 473 / 7477 - 7749
MJFCIFSS
Customer: L 564 Ser. No. 463 /
Operating hours:
Job site:
Checked by:
Checked on date:

point point
Cooling system
5
Sensor unplugged
10
10
Diesel engine
Diesel engine RPM
-1 50
-1 +80
Display
Travel hydraulic
0,4 0,4 O
0,3
4,2o
0,2 E
M
1

10
Pressure cut off

5
-1
to high idle RPM

-1 B
O
-1
10
E

-1 B
O
-1
10
E

-1 B
O
-1
10
E

O
E
current by 10 mA)

-1
D
-1
4240o
50 E
M
-1
3270o
L564 - 463 / 7711 - 7749 copyright by 3.3

MJFCIFSS
Unit before after
adjust. adjust.

10
-1 20
Working hydraulic
Control valve block
5
5
5
Control valve block


10

2
20
20

2
9 9
Steering system
Var. displ. pump
5
Var. displ. pump

2
Brake system
Compact brake valve
5
5
5
Accumulator

5
Transfer gear
Transfergear
3

accumulator
2
Remarks: Signature:
3.3 copyright by L564 - 463 / 7711 - 7749

MJFCIFSS
Operating hours:
Job site:
Checked by:
Checked on date:

point point
Cooling system
5
Sensor unplugged
10
10
Diesel engine
Diesel engine RPM
-1 50
-1 +80
Display
Travel hydraulic
0,4 0,4 O
0,3
4,2o
0,2 E
M
1

10
Pressure cut off

5
-1
to high idle RPM

-1 B
O
-1
10
E

-1 B
O
-1
10
E

-1 B
O
-1
10
E

O
E
current by 10 mA)

-1
D
-1
4240o
50 E
M
-1
3270o
L564 - 463 / 7750 - 9981 copyright by 3.3

MJFCIFSS
Unit before after
adjust. adjust.

10
-1 20
Working hydraulic
Control valve block
5
5
5
Control valve block


10

2
20
20

2
9 9
Steering system
Var. displ. pump
5
Var. displ. pump

2
Brake system
Compact brake valve
5
5
5
Accumulator

5
Transfer gear
Transfergear
3

accumulator
2
Remarks: Signature:
3.3 copyright by L564 - 463 / 7750 - 9981

MJFCIFSS
Operating hours:
Job site:
Checked by:
Checked on date:

point point
Cooling system
5
Sensor unplugged
10
10
Diesel engine
Diesel engine RPM
-1 50
-1 +80
Display
Travel hydraulic
0,4 0,4 O
0,3
4,2o
0,2 E
M
1

10
Pressure cut off

5
-1
to high idle RPM

-1 B
O
-1
10
E

-1 B
O
-1
10
E

-1 B
O
-1
10
E

O
E
current by 10 mA)

-1
D
-1
4240o
50 E
M
-1
3270o
L564 - 463 / 9982 - 11597 copyright by 3.3

MJFCIFSS
Unit before after
adjust. adjust.

10
-1 20
Working hydraulic
Control valve block
5
5
5
Control valve block


10

2
20
20

2
9 9
Steering system
Var. displ. pump
5
Var. displ. pump

2
Brake system
Compact brake valve
5
5
5
Accumulator

5
Transfer gear
Transfergear
3

accumulator
2
Remarks: Signature:
3.3 copyright by L564 - 463 / 9982 - 11597

MJFCIFSS
Customer: L 574 / L580 Ser. No. 473, 458 /
Operating hours:
Job site:
Checked by:
Checked on date:

point point
Cooling system
5
Sensor unplugged
10
10
Diesel engine
Diesel engine RPM
-1 50
-1 +80
Display
Travel hydraulic
0,4 0,4 O
0,3
4,2o
0,2 E
M
1

10
Pressure cut off

5
-1
to high idle RPM

-1 B
O
-1
10
E

-1 B
O
-1
10
E

-1 B
O
-1
10
E

O
E
current by 10 mA)

-1
D
-1
4240o
50 E
-1
M
50
= Blocked Machine
L574 - 473 / 7750 - 7926 copyright by 3.3

L580 - 458 / 7477 - 7929
MJFCIFSS
Unit before after
adjust. adjust.

10
-1 20
Working hydraulic
Control valve block
5
5
5
Control valve block


10

2
20
20

2
9 9
Steering system
Var. displ. pump
5
Var. displ. pump

2
Brake system
Compact brake valve
5
5
5 2 M4 / M5
Accumulator

5
Transfer gear
Transfergear
3

accumulator
2
Remarks: Signature:
3.3 copyright by L574 - 473 / 7750 - 7926

L580 - 458 / 7477 - 7929
MJFCIFSS
Customer: L 574 / L580 Ser. No. 473, 458 /
Operating hours:
Job site:
Checked by:
Checked on date:

point point
Cooling system
5
Sensor unplugged
10
10
Diesel engine
Diesel engine RPM
-1 50
-1 +80
Display
Travel hydraulic
0,4 0,4 O
0,3
4,2o
0,2 E
M
1

10
Pressure cut off

5
-1
to high idle RPM

-1 B
O
-1
10
E

-1 B
O
-1
10
E

-1 B
O
-1
10
E

O
5
E
current by 10 mA)

-1
D
-1
4240o
50 E
-1
M
L574 - 473 / 7927 - 9981 copyright by 3.3

L580 - 458 / 7930 - 9981
MJFCIFSS
Unit before after
adjust. adjust.

10
-1 20
Working hydraulic
Control valve block
5
5
5
Control valve block

orking hydraulic pump

10

2
20
20

2
9 9
Steering system
Var. displ. pump
5
Var. displ. pump

2
Brake system
Compact brake valve
5
5
5 2 M4 / M5
Accumulator

5
Transfer gear
Transfergear
3
Transmission - hydro accumulator

2
Remarks: Signature:
3.3 copyright by L574 - 473 / 7927 - 9981

L580 - 458 / 7930 - 9981
MJFCIFSS
Customer: L574 Ser. No. 473 /
Operating hours:
Job site:
Checked by:
Checked on date:

point point
Cooling system
5
Sensor unplugged
10
10
Diesel engine
Diesel engine RPM
-1 50
-1 +80
Display
Travel hydraulic
0,4 0,4 O
0,3
4,2o
0,2 E
M
1

10
Pressure cut off

5
-1
to high idle RPM

-1 B
O
-1
10
E

-1 B
O
-1
10
E

-1 B
O
-1
10
E

O
E
current by 10 mA)

-1
D
-1
4240o
50 E
-1
M
L574 - 473 / 9982 - 11597 copyright by 3.3

MJFCIFSS
Unit before after
adjust. adjust.

10
-1 20
Working hydraulic
Control valve block
5
5
5
Control valve block


10

2
20
20

2
9 9
Steering system
Var. displ. pump
5
Var. displ. pump

2
Brake system
Compact brake valve
5
5
5 2 M4 / M5
Accumulator

5
Transfer gear
Transfergear
3

2
Remarks: Signature:
3.3 copyright by L574 - 473 / 9982 - 11597

MJFCIFSS
Customer: L580 Ser. No. 458 /
Operating hours:
Job site:
Checked by:
Checked on date:

point point
Cooling system
5
Sensor unplugged
10
10
Diesel engine
Diesel engine RPM
-1 50
-1 +80
Display
Travel hydraulic
0,4 0,4 O
0,3
4,2o
0,2 E
M
1

10
Pressure cut off

5
-1
to high idle RPM

-1 B
O
-1
10
E

-1 B
O
-1
10
E

-1 B
O
-1
10
E

O
E
current by 10 mA)

-1
D
-1
4240o
50 E
-1
M
L580 - 458 / 9882 - 11597 copyright by 3.3

MJFCIFSS
Unit before after
adjust. adjust.

10
-1 20
Working hydraulic
Control valve block
5
5
5
Control valve block


10

2
20
20

2
9 9
Steering system
Var. displ. pump
5
Var. displ. pump

2
Brake system
Compact brake valve
5
5
5
Brake pressure in axles ZF bar 95o 2 M4 / M5
Brake pressure in axles Dana bar 70o5 2 M4 / M5
Accumulator
Pressure switch – brake system

5
Transfer gear
Transfergear
3

2
Remarks: Signature:
3.3 copyright by
L580 - 458 / 9982 - 11597
MJFCIFSS
Lubricant chart, filling quantities
3.4 Lubricant chart, filling quantities
3.4.1 Table of filling quantities

Valid for: L544 - 443 / from 7477
Specifications in the Medium column:

– The standard lubricants and fuels required for central European climate
conditions are stated here.
– Before you change or top up the oil in the hydraulic system (hydraulic
tank), always check if it is filled with petroleum or bio oil.
– For more detailed information about the required lubricants and service
fuels, see the section on lubricants and fuels.
Specifications in the Dosage column:
– The values stated for the filling quantities in the table are only guidelines.
– The dipstick or level markings are always mandatory.
– Each time the oil is replaced or topped up, the level in the unit in question
must be checked.
Description Medium Dosage Unit

Hydraulic system Engine oil 220 l
Total capacity SAE 20W – 20
Diesel engine (with filter Engine oil 20 l

change) SAE 10W - 40
Pump distributor gear Gear oil 2.5 l

SAE 90
Cooling system Coolant 32.5 l

Diesel engine
Hydraulic tank Engine oil 120 l

SAE 20W - 20
Transfer gear ATF oil 11.5 l
Front axle Gear oil 29 l

SAE 90 LS
Rear axle Gear oil 29 l

SAE 90 LS
Air-conditioning system Refrigerant 1800 g

R 134a

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477

Valid for: L554 - 453 / from 7477

must be checked.

Total capacity SAE 20W - 20
Diesel engine (with filter Engine oil 20 l


SAE 90
Cooling system Coolant 32.5 l

Diesel engine

SAE 20W - 20
Front axle Gear oil 35,0 l

SAE 90 LS
Rear axle Gear oil 27,5 l

SAE 90 LS

R 134a

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477


must be checked.

Total capacity SAE 20W - 20
Diesel engine (with filter Engine oil 23,5 l


SAE 90 LS
Cooling system Coolant 38 l

Diesel engine

SAE 20W - 20

SAE 90 LS
Rear axle L564 Gear oil 45,0 l

SAE 90 LS
Rear axle L574 47,0 l
R 134a

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477

Valid for: L580 - 458 / from 7477

fuels, see the section on “Lubricants and fuels”.
must be checked.

Total capacity SAE 20W – 20
Diesel engine (with filter Engine oil 23,5 l


SAE 90 LS
Cooling system Coolant 38 l

Diesel engine

SAE 20W - 20

SAE 90 LS
Rear axle Gear oil 56 l

SAE 90 LS

R 134a

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
3.4.5 Lubrication chart

The lubrication chart provides an overview of the location of the
maintenance points on the machine and of their maintenance intervals.
You will find detailed information in the “Maintenance and inspection
schedule”, as well as in the individual descriptions of the maintenance tasks,
see the section entitled “Maintenance tasks”.
For more detailed information about the required lubricants and service
For information about the required filling quantities, see the “tables of filling
quantities”.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Symbol Description Symbol Description
General lubrication points Lubrication
Check the oil level Check the coolant level
Oil change First oil change

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Maintenance tasks
3.5 Maintenance tasks

On completion of servicing, the machine should be returned to the operating
position.
See the section on the operating position, in the section on operation in the
operating manual.
3.5.1 Preparatory tasks for maintenance

Before the various maintenance tasks are performed, the machine must be
moved into the maintenance position unless otherwise explicitly specified in
the description.
The various maintenance tasks include:
– Lubricating the lift arm
– Checking the oil level or changing the oil in the diesel engine, transfer
gear, axles, hydraulic tank, etc.
– Replacing filters as well as adjustment and repair work on the hydraulic
system
Safety precautions for maintenance

It is essential that the accident prevention regulations are observed during
maintenance work
See the measures to ensure safe maintenance in the “Safety regulations”
section.
Make sure that visual contact between the operator in the cab and
maintenance personnel is always maintained.
Visual contact
Danger There is a risk of accidents for maintenance personnel.

The presence of unauthorised persons on the machine can place the
maintenance personnel in extreme danger.
! Never enter a dangerous area of the machine without making your
presence known.
Make sure you can be clearly seen before entering one of the machine’s
danger areas.
Secure the machine against rolling away with wheel wedges.
Maintenance positions
The maintenance position depends on the maintenance task to be
performed.
The two basic maintenance positions 1 and 2 are described below.
They enable you to access the individual maintenance points.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Maintenance tasks
Maintenance position 1 To move the machine into maintenance position 1 proceed as follows:
Maintenance position 1
Park the machine on level ground.
Lower the lift arm.
Set the bucket down flat on the ground.
Turn off the diesel engine.
Take out the starter key.
Maintenance position 2 To move the machine into maintenance position 2 proceed as follows:
Maintenance position 2
Park the machine on level ground.
Engage the articulation lock.
Lower the lift arm.
Tilt the bucket out and set it down on the ground on its teeth or cutting
edge.
Take out the starter key.
Opening the service doors and hoods

Opening the engine When the door is open, you have access to the following units or
compartment door components:
– Hydraulic pumps
– Hydraulic tank
– Hydraulic tank shut-off valve
– Air filter
– Battery main switch

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Maintenance tasks
Engine compartment door

1 Engine compartment door 3 Spring lock
2 Handle with lock
Caution There is a risk of accidents if the engine compartment closes unexpectedly.
! Check that the door is in a completely opened position secured by the
spring lock.
Open the lock with the starter key.
Completely open the door 1 using the handle 2.
The spring lock 3 snaps into place.
Opening the engine When the hood is open, you can access the following units:
compartment hood – Diesel engine
– Cooling system
– Pump distributor gear
Open the engine compartment door.
Warning There is a risk of accidents due to moving engine parts.

The rotating or moving engine parts, such as the fan blades or V-belts, can
cause injury.
! Only open the engine compartment hood when the engine is shut down.
Pull the cable 1 for unlocking the engine compartment hood until the
locking is open.
The lock releases the engine compartment hood 1.
The hood is automatically opened and held in position by two gas-filled
springs 2.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Maintenance tasks
1 Engine compartment hood 3 Engine compartment door

2 Gas-filled spring
To close the hood, climb onto the machine via the cab access only and
make sure that you have secure footing.
Caution There is a risk of accidents when opening or closing the hood.

You can injure your feet when opening and closing the hood.
! Make sure your feet are in a safe place when opening or closing the
hood.
Stand to one side of the hood with both feet on the foot plates provided.
If the hood needs to be closed again:
Push the hood handle downward until the hood engages in the lock.
Opening the cooling system When the hood is open, you can access the cooling system.
hood
Make sure that the driver's cab door is closed on the left or right as
necessary.
When opening or closing the hood, climb onto the machine via the cab
access only and make sure that you have secure footing.
Cooling system hood

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Maintenance tasks
1 Cooling system hood, left-hand 3 Gas-filled spring

side
2 Cooling system hood, right-
hand side
Pull up the handle and completely open the hood 1.
The hood is held in this position by the gas-filled spring 3.
Warning There is a risk of injuries if the hood falls shut.

! Check that the fully open position can be secured by the gas-filled spring.
If this function is not ensured, the cause of the problem must be rectified
immediately.
Turning off the battery main switch

The battery main switch is located at the rear left of the engine compartment.
For certain maintenance jobs, the main battery switch must first be
turned OFF.
Find out from the descriptions of the relevant maintenance tasks whether the
battery main switch must be turned ON or OFF. See the “Maintenance tasks”
section.
Switch on the main battery switch after completing these maintenance tasks.
Battery main switch

1 Battery main switch 2 Main switch key
Danger There is a risk of accidents for maintenance personnel.

In the case of unauthorised use of persons on the machine it must always be
switched off.
! For safety reasons, it is essential that the battery main switch is turned
off!
! Pull out the key for reasons of safety.
Using the key 2, turn the battery main switch 1 to the - 0 - OFF position.
3.5.2 Check the machine for external damage

Make sure that the machine is in maintenance position 1.
Procedure
Before starting up the machine, check for external damage which could
detract from operational safety.
Repair any damage with safety implications immediately.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Maintenance tasks
3.5.3 Check that all screw connections are tight

Make sure that:
– The machine is in maintenance position 2
– The appropriate service doors or hoods are open
Procedure
Tighten any loose screws or bolts with the required tightening torque.
3.5.4 Seal any leaks

Make sure that:
– The appropriate service doors or hoods are open
Procedure
Check the whole hydraulic system for leakage.
Replace any damaged hydraulic seals.
Tighten any loose hydraulic couplings.
See also the section on safe maintenance of hydraulic hoses and hose
lines.
3.5.5 Check the oil level in the diesel engine

Make sure that:
– The engine compartment hood is open
Procedure
Diesel engine
Pull out the dipstick 1, wipe it clean and re-insert it.
Pull out the dipstick once again and read off the oil level.
The oil level must be between the MIN and MAX markings.
If the oil level is too low:
Remove the sealing cap 2 from the filler neck and top up with oil. For
information on the required oil quality see the section on lubricants and
fuels.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Maintenance tasks
There is a risk of oil leakage due to excess pressure.

Caution
If the oil sealing caps are mixed up, excess pressure can result in oil leakage
in the pump distributor gear.
The sealing cap for the diesel engine does not have a breather filter. The
sealing cap for the pump distributor gear is, however, equipped with one.
! Make sure that you do not mix up the sealing caps.
Top up with oil via the filler neck 2.
Clean the sealing cap, place it on the filler neck 2 and tighten it.
3.5.6 Changing the engine oil

Make sure that:
– A suitable receptacle with approximately 25 l capacity is in place, and the
oil drain hose from the machine tool kit and engine oil in accordance with
the oil specifications are ready.
Procedure
Only change the oil when the engine is warm.

Unscrew the oil drain hose and screw the sealing cap onto the drain
valve.
Screw the oil drain hose onto the oil drain valve and allow the oil to drain
into the container.
Unscrew the oil drain hose and screw the sealing cap onto the oil drain
valve.
When changing the engine oil and the oil filter:
Change the oil filter according to the separate description.
Pour in fresh oil up to the MAX. mark on the oil dipstick.
Clean the filling cap, put it back on the oil filler neck 1 and tighten it up.
Start the engine and check the oil pressure.
Turn off the engine and check the oil level on the dipstick. Top up with oil
if necessary.
3.5.7 Replace the oil filters

Only use original LIEBHERR oil filter cartridges (2 items).
Make sure that:
Procedure
Release filter cartridge 1 with a strap wrench and unscrew the filters.
Clean the seals on the filter bracket.
Lightly coat the rubber gasket on the new oil filter cartridges with engine
oil.
Screw the new filter cartridges onto the filter bracket and tighten them by
hand.
Start the diesel engine up and check the oil pressure on the engine oil
pressure segment field in the display unit.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Maintenance tasks
Turn off the engine. Check the seals on the oil filters and the oil level. Top
up with oil if necessary.
3.5.8 Checking the V-ribbed belt

Access for inspection is available from above the left-hand side of the
engine.
Manual check – the V-ribbed belt is properly tensioned when it can be
pressed in 13 mm by application of 120 N pressure to the test area –
between the tension pulley 2 and the air-conditioning compressor pulley 3.
Make sure that:
Testing with the Krikit 2 measuring device, ID no. 8042829

V-ribbed belt path
Lower the indicator arm 2 fully into the measuring device 1.
Place the measuring device 1 at the testing point M in the middle of the
V-ribbed belt between the two belt pulleys.
Use the pushbutton 3 to exert slow, even pressure on the V-ribbed-belt,
until you can hear and feel the pressure springs in the measuring device
1 click.
The indicator arm 2 now shows the tension of the V-ribbed belt on the
scale.
Carefully remove the measuring device 1 without changing the position of
the indicator arm 2.
Read off the tension value from the position of the indicator arm in KG on
the scale (see arrow).
The actual tension value should be compared with the required value. If
necessary, decrease or increase belt tension. The required value on the
KG scale on the measuring device is slightly higher for new V-ribbed
belts than for ones which have already been used. For the required belt
tension values, see the technical data section.
The “Kritik 2” V-ribbed belt Checking the belt tension
tension measuring device
The fixing screws on the tension pulley 2 and the tension roller 4 are hex
screws. The cam of the respective tension pulleys is set so that the exterior
hexagon bolt on the tension pulley is placed as illustrated in the diagram.
The 45° angle of the cam, as shown in the diagram, is the basic setting for
the tension pulley 2. Following any work on the belt path, exchanging the
belt etc., the tension pulley 2 must be readjusted to this basic position before
proceeding.
Release the hex screw on the tension pulley 4 using a ring spanner or a
SW 19 socket spanner.
Turn the cam on the tension pulley 4 anti-clockwise with an SW 4 square
ratchet until the belt tension is correct, then tighten the hex screw.
Check the belt tension, as described in the section entitled “Checking the
belt tension”.
If necessary, readjust the belt tension.
Belt tension replacement

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Maintenance tasks
Run the engine for a short time, check the belt tension again and adjust it if
necessary.
3.5.9 Check the valve play

Check valve play when the engine is cold.
Make sure that:
– The engine compartment hood and door are open
– The special cranking device tool, a feeler gauge and new cylinder head
cover seals are all available.
Cylinder numbering, direction of rotation and valve placement specifications:
– Cylinder 1 on the flywheel side
– Anti-clockwise rotation looking towards the flywheel
– Outlet valves on the flywheel side
Valve play
Inlet valve 0.25 mm
Outlet valve 0.30 mm
D 924 engine D 926 engine

Cylinder Cylinder
Overlap Adjust Overlap Adjust
4 1 6 1
2 3 2 5
1 4 4 3
3 2 1 6
5 2
3 4
Procedure
Dismantle the cylinder head covers.
Attach the cranking device, special tool identity no. 0524045 to the
flywheel housing or insert special tool identity no. 9183785 in the crank
shaft.
Due to space restrictions, use extensions to turn the cranking device and
work from the rear side of the ratchet.
Turn the crankshaft in the direction of rotation until the cylinder to be

adjusted and the adjacent valve overlap. See the table for details.
Push the feeler gauge between the valve and rocker arm and check the
valve play.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Maintenance tasks
If the valve play does not correspond to the required value:

Release the lock nut from the adjusting screw on the appropriate rocker
arm, correct the setting, and re-tighten the lock nut.
After re-tightening the lock nut, check the valve play again.
After testing and adjustment have been completed, fit new seals on the
cylinder head covers.
3.5.10 Lightly grease the ring gear on the flywheel

Make sure that:
Procedure
Unscrew the service cap 1 from the flywheel housing.
Check the ring gear 2 and lubricate with standard grease if necessary.
Let the engine run briefly and shut it down again. If necessary, apply a
little more grease.
3.5.11 Replacing the oil separator

An oil separator that is damaged – for example dented – will not function
properly. In this case, the oil separator must be replaced. The oil separator
must also be replaced if oil vapour escapes from the breather hole on the
cover.
Make sure that:
Procedure
Release the mounting clips on the oil separator 1 and on the hose, and
remove the oil separator.
Place a new O-ring in the oil separator.
Put on the new oil separator and tighten the mounting clips.
Slide the hose on and tighten the hose clip.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Maintenance tasks
3.5.12 Check the flame glow system

You can only test the flame glow system at a temperature below +5 °C.
The test is restricted to the proper functioning of the solenoid valve Y1 and
the flame glow plug R3.
The preglow relay controls the preglow time (below +5 °C) until the engine is
ready, which can take anything from 0.5 to 2.0 minutes, depending on
temperature.
Make sure that:
– The temperature is below +5 °C
Procedure for checking the solenoid valve
Unscrew the fuel line on the flame glow plug R3.
Move the switch handle on the injection pump to the stop position
(remove the fuse F03 for the engine stop solenoid).
Turn over the engine with the starter. Fuel should flow from the fuel line
to the flame glow plug.
After the F03 fuse is changed and the engine started, the fuel from the fuel
line to the flame glow plug should stop flowing.
If no fuel flows when the engine is cranked, or if the fuel flow will not stop
flowing when the motor is running:
Replace the solenoid valve Y1. When installing it, note the flow direction
indicated by the arrow.
Procedure for checking the flame glow plug

Remove the flame glow plug R3.
Re-attach the fuel line and electrical lead to the flame glow plug R3.
Move the switch handle on the injection pump to the stop position
(remove the F03 mega fuse).
Switch the starter switch S1 to the preglow position (position 1).
The heating coil in the flame glow plug R3 should glow red when the preglow
process has finished.
Turn over the engine with the starter.
The fuel delivered to the glowing heating coil in the flame glow plug R3
should evaporate.

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Maintenance tasks
Troubleshooting
If the heating coil in the flame glow plug R3 does not start glowing, or if no
fuel is delivered to the heating coil when the engine is turning over:
Replace the flame glow plug R3.
3.5.13 Drain off water and sediment from the fuel tank
Procedure
Unscrew the sealing cap 1 on the draining valve 2 on the underside of the
diesel tank.
Screw the draining hose onto the draining valve 2.
Drain the condensation and sediment into a suitable receptacle until
clean fuel begins to flow.
Unscrew the draining hose and screw the sealing cap 1 onto the draining
valve 2.
3.5.14 Changing the fine fuel filter

Valid for: L544 - 443 / from 7477; L554 - 453 / 4777 - 7886; L564 - 463 / 7477 - 7710
L574 - 473 / 7477 - 7926; L580 - 458 / 7477 - 7929
Make sure that:

Procedure
Unscrew the fuel fine filter 1 (use a suitable filter strap) and dispose of it.
Lubricate the rubber seal ring of the new filter cartridge, screw on the
filter cartridge and tighten it by hand.
Bleed air from fuel system.
3.5.15 Changing the fine fuel filter

L574 - 473 / from 7927; L580 - 458 / from 7930
Make sure that:
Procedure
Unscrew the fuel fine filter 1 (use a suitable filter strap) and dispose of it.
Lubricate the rubber seal ring of the new filter cartridge, screw on the
filter cartridge and tighten it by hand.
Bleed air from fuel system.

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Maintenance tasks
3.5.16 Drain off condensate from the fuel separator

Procedure
Open the bleeder screw 1.
Open the draining cock 5 and let the condensate drain into a suitable
container until clean fuel runs off.
Make sure no diesel fuel flows into the engine below.
Close the draining cock 5 and the bleeder screw 1 again.
3.5.17 Draining off condensate from the fine fuel filter

L574 - 473 / 7477 - 7926; L580 - 458 / 7477 - 7929
Make sure that:
Procedure
Open the drain plug 2 and let the condensate drain off into a suitable
receptacle until clean fuel starts to flow.
Close the drain plug 2 again.
3.5.18 Replace the filter insert in the fuel separator

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Maintenance tasks
The filter insert 6 should be changed after 2000 operating hours, or when the
suction resistance is too high and the diesel engine loses power.
The filter insert 6 flushes and cleans itself from top to bottom each time the
condensate is drained.
Procedure
Remove the screws 2 and take off the cover 3.
Take out the holding clamp 5 and the filter insert 6.
Check that the seals 4 and 7 are correctly fitted, and that they are not
damaged. Replace damaged seals.
Insert the new filter insert 6 and the holding clamp 5.
Replace the cover 3 and tighten the screws 2.
3.5.19 Clean the service cap and dust extraction valve on the air
filter
Important: when the engine is running (bottom idle speed) you should be
able to feel pulsations of air at the dust extraction valve.
If the valve is damaged the dust will not be properly extracted and the filters
will get dirty more quickly.
Make sure that:
– The engine compartment door is open
Procedure for cleaning the dust extraction valve
1 Safety element 4 Fixing clips

2 Main element 5 Dust extraction valve
3 Air cleaner cover 6 Air filter housing
Press the rubber seal on the dust extraction valve 5 several times to
remove the dust from the air cleaner cover 3.
When working in dusty conditions, check and empty the dust extraction
valve 5 more often.
If the dust extraction valve damaged or stays open:
Replace the dust extraction valve.
Procedure for cleaning the air cleaner cover
Open the spring clips 4 on the air cleaner cover 3 and take the cover off.
Clean the air cleaner cover.
Put the air cleaner cover back on the filter housing. The dust extraction
valve 5 must be down.
Only when the cover completely covers the filter housing can you close
the fixing clips without excess force.
Close the fixing clips 4.

L554 - 453 / from 7477
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L580 - 458 / from 7477
Maintenance tasks
3.5.20 Cleaning or replacing the air filter main element

Clean or replace the main element 2 when the air filter contamination symbol
field on the indicator unit lights up or every 1000 operating hours.
If the air filter contamination symbol field continues to light after the main
element 2 has been serviced then the safety element 1 must also be
replaced.
Make sure that:
– the engine compartment-door is open,
– The battery main switch is switched off and the main switch key is taken
out
Procedure
Air filter
Open the spring clips 4 on the air cleaner cover 3 and take the cover off.
Remove the main element 2 and the safety element 1. To do this pull or
turn the elements gently upwards, downwards or to the side in order to
release the seal.
Blow out the main element 2 from the inside out with dry air. Avoid
tapping the filter to clean it, as this could cause damage.
Ensure that all dirt is removed from the filter housing before inserting a
new or cleaned filter element.
The safety element 1 should be replaced every third time the main
element 2 is changed.
Lightly oil the seal surfaces before installing the filter elements (with the
main element 2 this is on the inside, with the safety element 1 on the
outside). Re-insert filter elements 1 and 2 and make sure that they are
correctly fitted.
Clean the air cleaner cover 3 and put it down on the filter housing with the
dust extraction valve 5.
Only if the lid completely covers the filter housing you can close the fixing
clips without excess force.
Close the fixing clips 4.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Maintenance tasks
3.5.21 Check the air suction hoses for leaks and tight fitting
Air intake hose 1 between the air filter and turbocharger

After removing the air filter it is possible to examine the air intake hose 1
from inside for the development of cracks. It is not possible to examine the
air intake hose completely from outside.
Make sure that:
– the machine is in maintenance position 1,
– the engine compartment-door is open,
– the main battery switch is turned off.
Procedure
Caution A damaged or leaky air hose will cause damage to the engine.
! Check the air intake hose for cracks or pores.
Remove the air cleaner cover from the air filter housing. Remove the
main element and safety element from the filter housing.
Examine the entire inner length of the air intake hose for any
development of cracks or pores. Use a flash light to illuminate the hose.
Check that the hose clamps are securely attached to the air intake hose.
Troubleshooting
If there are cracks or pores in the hose:
Replace the air intake hose
3.5.22 Check the oil level in the pump distributor gear

The dipstick 3 and oil filling tube 2 are located directly adjacent to the
hydraulic tank in the engine compartment. Access is from above the engine
on the right-hand side.
Make sure that:

L554 - 453 / from 7477
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L580 - 458 / from 7477
Maintenance tasks
Procedure

Pull out the dipstick 3, wipe it clean and re-insert it.
Pull out the dipstick 3 once more and read off the oil level. The oil level
must be between the MIN and MAX markings.
Remove the sealing cap 2 from the filler neck 2 and top up with oil. For oil
quality, see the “Lubricants and fuels” chapter.
Caution There is a risk of oil leakage due to excess pressure.

The sealing cap of the oil filling tube 2 of the pump distributor gear is
equipped with a ventilation and breather filter. The sealing cap for the diesel
engine, however, does not have such a filter.
If the oil filler caps are mixed up, excess pressure can result in oil leakage in
the pump distributor gear.
! Make sure that you do not mix up the sealing caps.
Clean the sealing cap for the oil filling tube 2, attach it to the oil filling tube
2 on the pump distributor gear, and then tighten it up.
3.5.23 Change the gear oil in the pump distributor gear

Make sure that:
– The cover plate below the diesel engine is open
– A suitable oil receptacle (capacity 3 litres) and the oil drain hose with
valve connection are available
– The correct quality and amount of oil, as specified in the “Lubricants and
fuels” section are available

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Maintenance tasks
Procedure
Pull out the dipstick 3 a little (to make the draining of the oil easier).
Unscrew the sealing cap on the oil draining valve 5 and screw the
draining hose onto the oil draining valve 5.
Let the oil flow into the receptacle.
Unscrew the draining hose from the oil draining valve 5 and screw the
sealing cap back on.
Unscrew the sealing cap from the oil filing tube 2 and top up with fresh
oil.
Clean the sealing cap, screw it onto the oil filling tube 2 and tighten it up.
Check the oil level using the dipstick 3.
The oil level should reach the MAX marking.
3.5.24 Check the exhaust lines for leaks and tight fitting
Make sure that:

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Maintenance tasks
Procedure
Check that the fixing screws 1 and the fixing clip 6 of the exhaust pipe 4
between the turbocharger and the muffler are tight and do not leak.
Check that the flexible pipe 2 of the exhaust pipe 4 is laid straight.
Check that the rubber bearing 3 is tight and not cracked.
Check that the fixing clips 5 are tight.
Check that the fixing clip 7 on the end pipe 8 is tight.
3.5.25 Check the coolant level

The coolant equalising reservoir with filler neck is located on the top side of
the cooling unit. The equalising reservoir can be accessed once the engine
hood has been opened. The filler neck can be accessed after the left-hand
cooler hood has been opened.
Make sure that:
Procedure
The coolant level can be seen on the coolant equalising reservoir from
outside. The proper level for a cold engine is slightly below the middle of the
equalising reservoir MIN marking. If the level is too far below the MIN
marking, coolant must be added. If the coolant level is too low, this is
indicated by the coolant level probe 3 and displayed on the engine
overheating and coolant level symbol field, along with a simultaneous
audible warning.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Maintenance tasks
Check the coolant level in the equalising reservoir.

The MIN marking 2 on the equalising reservoir indicates the required
coolant level.
If the coolant level is below the MIN marking 2:
Top up coolant in the equalising reservoir via the filler neck 1.
The coolant to be added must contain the appropriate concentrations of anti-

freeze and DCA-4. See the detailed description in the section on checking
the anti-freeze and DCA-4 concentrations in the coolant.
3.5.26 Replace the coolant filter

Regularly replacing the filter ensures that correct DCA-4 concentration in the
coolant is maintained using the DCA-4 in the new filter.
Make sure that:
– A new coolant filter is available
Procedure
There is a danger of scalding due to coolant escaping under pressure.
Only open the sealing cap on the filler neck when the engine has cooled
down - the coolant temperature indicator in the indicator unit should be in
the lower third of the segment field.
Close the shut-off valve 1 on the filter housing. (The handle on the shutoff
valve should be upright).
Loosen the water filter 2 using a strap wrench and unscrew it.
Clean the seals on the filter bracket of any seal residue.
Lightly coat the rubber gasket on the new water filter with engine oil.
Screw the new water filter 2 onto the filter bracket until it touches the
system, then tighten it by ½ to ¾ of a turn.
Open the shut-off valve 1. (The handle on shutoff valve should be
horizontal.)
3.5.27 Check the anti-freeze and DCA-4 concentration in the

coolant
The coolant must contain at least 50% vol. anti-freeze and corrosion
protection agent all year round. This protects against freezing down to
around -37 °C.
Furthermore, the coolant must contain between 0.3 and 0.8 units of DCA-4
per litre.
Make sure that:
– The Fleetguard CC 2602 M anti-freeze and DCA-4 concentration test kit is
ready.
Procedure for checking the anti-freeze and DCA-4 concentration in the
coolant

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Maintenance tasks
Caution There is a danger of scalding due to coolant escaping under pressure.

! Only open the sealing cap on the filler neck when the engine has cooled
down - the coolant temperature indicator in the indicator unit should be in
the lower third of the segment field.
Carefully open the sealing cap on the filler neck.
Test the anti-freeze and DCA-4 concentrations with the Fleetguard CC
2602 M test kit.
If the concentrations diverge from the correct values,
top up with anti-freeze and DCA-4 to the correct levels.
Procedure for correcting the antifreeze and DCA-4 concentration

If the antifreeze concentration is too low,
drain off the coolant and top up with pure anti-freeze according to the
diagram below.
Along with the calculated amount of pure antifreeze to be topped up,
around 5 units (5%) of DCA4 must also be added.
Caution Danger of damage to the diesel engine.

Too much anti-freeze and corrosion protection agent impairs the cooling
effect. This eventually causes damage to the diesel engine.
! Never use more than 60% anti-freeze and corrosion protection agent.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Maintenance tasks
Selection for anti-freeze concentration

1 Topping up quantity of pure anti- 2 Guidelines 4 Measured coolant freezing point
freeze and corrosion protection 3 Example -15 °C in °C
agent in litres and around 5 units 5 Filling quantity of cooling system
of DCA4 in litres.
Procedure for the example -15 °C:
If a temperature of -15 °C is measured in the cooling system, follow the
guideline 3 (starting from the measured temperature) to the left down to the
vertical line indicating the filling quantity for the cooling system 5 and from
this point horizontally to the left edge.
This gives you the topping up quantity of pure anti-freeze and corrosion
protection agent 1 to be added in order to achieve antifreeze protection
down to -37 °C.
To restore the correct mixture ratio, you must drain off at least the
quantity identified from the cooling system.
Top up with the correct quantity of pure anti-freeze and corrosion
protection agent and DCA4.
The coolant previously drained off can be used if necessary to restore the
required coolant level.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Maintenance tasks
3.5.28 Cleaning the cooling system
Cooling system hood

Clean the cooler whenever necessary in order to ensure proper cooling.
When operating in dusty conditions, the coolers should be checked daily and
cleaned if required.
Dirty cooler units result in overheating. The consequence is an audible and
visual warning with simultaneous power reduction of the travel drive.
Dust and other contaminants can be removed from the cooling fins with
water jets, steam or compressed air. Compressed air is preferable.
Make sure that:
– The left and right cooling system hoods are open
Procedure
Clean the cooler units with compressed air, steam or water.
Caution The cooler fins may be damaged if they are not treated with due care.
! Do not use hard objects or excessive water pressure for cleaning.
Close the hoods 1 and 2, having first closed the cab doors.
3.5.29 Replacing the coolant with anti-freeze and DCA-4

Use clean, fresh water with a Ph value between 6.5 and 8.5 and a low
sulphate / chlorine content for preparing the coolant.
The coolant must be prepared outside the cooling system.
Make sure the mixing ratio of the coolant to be added corresponds to the
proper value. See also the section on checking the antifreeze and DCA-4
concentration of the coolant.
Always dispose of any coolant which you have drained off but no longer
need according to the applicable regulations.
Make sure that:
– The left-hand cooling system hood is open
– A receptacle with a minimum of approx. 25 l is available for the used
coolant, along with a drain hose.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Maintenance tasks
Procedure
Drain valve 5, drain plug 4, filling inlet 1

Caution There is a danger of scalding due to coolant escaping under pressure.
! Only open the cap on the filling inlet 1 when the engine has cooled down
- check the coolant temperature indicated on the display unit.
Carefully open the sealing cap on the filler neck 1.
Unscrew the sealing cap on the cooler draining valve 5 and unscrew the
draining hose. Drain the coolant into the receptacle.
Remove the draining hose and screw the sealing cap on the cooler
draining valve 5 and tighten it.
Also drain the coolant from the diesel engine.
Open the drain plug 4 and let the coolant flow into the receptacle.
Screw on the draining valve 4 again and tighten it up.
Fill with coolant up to the MIN marking 2 on the equalising reservoir.
Start the diesel engine.
Allow the diesel engine to run at lower idling speed.
Correct the coolant level.
Top up coolant until the coolant level has reached the MIN marking 2.
Screw the sealing cap onto the equalising reservoir filler neck 1.
3.5.30 Lubricate the pilot control unit, clean the magnets and
lubricate the universal joints
Procedure
Remove the rubber sleeve 5 of the control lever from the retaining plate
4.
Move the control lever in the appropriate direction to improve access.
Clean the retaining magnets 1 with a brush or similar utensil.
Lubricate the universal joints 2 and washers 3 with a brush.
Start the machine and test the magnets for their retaining function.
Put the rubber sleeve of the control lever back on the retaining plate.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Maintenance tasks
3.5.31 Check the oil level in the hydraulic tank

Make sure that:
– The machine is cold
Procedure for checking the hydraulic oil level
The red marking “OIL LEVEL - max.” 2 shows the required oil level.
Check the oil level at the sight glass 1.
If the oil level is below the required level:
Top up with hydraulic oil.
Procedure for topping up with hydraulic oil.

Release the tank pre-pressure: unscrew the bleeder filter 1 on the
hydraulic tank.
The hydraulic oil may only be poured in through the return strainer.
Open the cover of the return strainer.
Fill with hydraulic oil up to the oil level marking 2.
Put the cover on the housing and tighten it up.
Tighten the bleeder filter 1.
3.5.32 Drain water and sediment from the hydraulic tank

Make sure that:
– The machine has not been in use for at least 3 hours
– The engine compartment-door is open,
– A receptacle for collecting the water and oil is ready
Procedure
Unscrew the plug from the drain valve 2.
Connect the draining hose and let water and sediment drain off into the
container.
Remove the drain hose and screw the plug onto the drain valve 2.
3.5.33 Change the hydraulic oil and check the return strainer
Make sure that:
– The machine is warm
– The engine compartment’s hood is open,
– A receptacle with a capacity of roughly 200 litres is available for the used
oil.
Procedure
Release the tank pre-pressure unscrew the bleeder filter 1.
Unscrew the plug from the drain valve 2.
Connect the oil drain hose and drain oil into the receptacle.
Remove the oil drain hose and screw the plug onto the drain valve.
Open the cover of the return strainer.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Maintenance tasks
Check the return strainer for dirt and damage.
Troubleshooting
Heavy contamination or larger metal fragments in the return strainer could
indicate damage to the hydraulic system.
In this event, isolate the problem and rectify it.
The hydraulic oil may only be poured in through the return strainer.
Fill with hydraulic oil up to the oil level marking 2.
Put the cover on the housing and tighten it up.
Start the diesel engine and let it run shortly at low idling speed.
Switch off the diesel engine and then check the oil level in the sight glass.
Top up with oil if necessary.
3.5.34 Check and clean the magnetic rod on the hydraulic tank
Make sure that:
Procedure
Release the tank pre-pressure unscrew the bleeder filter 3 on the
hydraulic tank by two turns.
Unscrew the plug 2 (the oil level sinks).
Release the screws on the lid and slowly lift the lid with the magnetic rod 1.
Carefully clean the magnetic rod.
Place the O-ring and cover with the magnetic rod on the housing.
Tighten the screws on the cover.
Screw in the plug 2.
Troubleshooting
Major contamination or large metal fragments on the magnetic rod could
indicate damage to the hydraulic system.
3.5.35 Change the return suction filter

Make sure that the engine compartment hood is open.
Procedure
Release the tank pre-pressure unscrew the bleeder filter 2 on the
hydraulic tank by two turns.
Unscrew the plug 4 (the oil level sinks).
Release the screws on the lid 2 and slowly lift the lid with the magnetic
rod.
Take out the filter element 3.
Insert the new filter element.
Carefully clean the magnetic rod.
Place the O-ring and cover with the magnetic rod on the housing and
tighten the cover screws.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Maintenance tasks
Screw in the plug 4.

Troubleshooting
Heavy contamination or large metal particles in the filter element or on the
magnetic rod could indicate damage in the hydraulic system.
3.5.36 Replace the bleeder filter on the hydraulic tank

Make sure that:
Procedure
It is not possible to clean the bleeder filter. The bleeder filter 1, along with its
plastic housing, must be replaced at the specified service intervals.
Unscrew the used bleeder filter.
Screw on the new bleeder filter.
3.5.37 Check the steering

Procedure
Start the diesel engine.
Turn the steering in both directions with the vehicle stationary and check
that it is functioning properly.
3.5.38 Lubricate the bearing points on the steering cylinders

Procedure
1 Lubrication point at base of right- 3 Lubrication point on piston rod of

hand steering cylinder left-hand steering cylinder
2 Lubrication point at base of left- 4 Lubrication point on piston rod of
hand steering cylinder right-hand steering cylinder
Lubricate the bearing points on the steering cylinders

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Maintenance tasks
3.5.39 Check the service brake and parking brake

Procedure for checking the service brake
Make sure that there is enough room to check the service brake.
Warning There is a danger of driving into bystanders or obstacles.

! Do not allow anyone into the danger area while these tests are being
conducted.
Start the diesel engine and drive the machine forwards at around 8 km/h.
Push the inch/brake pedal all the way down. The machine must come to
an abrupt stop.
If the braking effect is too small or entirely absent:
Have LIEBHERR CUSTOMER SERVICE identify the problem and rectify
it.
Procedure for checking the parking brake
Make sure that there is enough room to check the service brake.
Warning There is a danger of driving into bystanders or obstacles.

! Do not allow anyone into the danger area while these tests are being
conducted.
Start the diesel engine and drive the machine forwards at around 5 km/h.
Press the parking brake button while travelling. The machine must come
to a stop.
If the braking effect is too small or entirely absent:
it.
3.5.40 Check the play and wear on the parking brake

Friction can change the gap X1 and X2 and the thickness of the brake lining.
Warning There is a risk of injuries due to machine rolling away.

! Make sure that the machine is secured against rolling away (for example
with wedges) when carrying out work on the parking brake.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Maintenance tasks
Procedure
Disc brake (shown in open position)

Stop the machine from rolling away.
Start the diesel engine and release the parking brake (pushbutton).
Test the brake lining thickness:
If the lining is less than 1.0 mm thick, replace the brake linings.
Check the gap X1 and X2:
If the gap X1 + X2 is more than 1.5 mm, it must be readjusted.
Loosen the counter nut 6 and set the gap X1 using an allen key 7 to
0.3 mm.
Tighten the counter nut 6.
Unscrew the sealing cap 6 and loosen the lock nut 1.
Using the adjusting screw 3, set the gap X2 to 0.3 mm.
Tighten the lock nut 1.
Engage the parking brake several times and test it again.
Screw on the sealing cap 2 and tighten it.
3.5.41 Check the indicator lamps and lighting

For the layout of the illuminating components and symbol fields on the
display unit refer to the section "Operation," in the chapter "Operation,
handling" in the "Operator's manual."
Procedure
Start the diesel engine and check that the illuminating components and
symbol fields light up.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Maintenance tasks
3.5.42 Check the batteries, fluid level and terminals
The batteries are in the right and left ballast and can be accessed once the
covers have been removed.
The batteries must always be in perfect condition to guarantee the reliability
of the machine.
Make sure that:
– The battery main switch is switched off and the main switch key is taken
out
– The covers on the ballast have been unscrewed.
Warning Batteries give off explosive gases. Battery acid is highly corrosive.
! Avoid smoking and naked flames when handling, repairing or recharging
batteries.
Caution Sparks may cause explosions!

! Use special terminal brushes.
Wipe the battery surface with a clean cloth.
Clean the connection terminals and plugs.
To prevent loose connections, make sure the connectors are securely
attached to the terminals and tighten them if necessary.
Lubricate the terminal heads and connectors with an acid-resistant
grease such as vaseline.
At extremely high temperatures, differing evaporation rates can cause the
acid level in the individual cells to drop.
Open the sealing plugs of the individual battery cells and check the acid
level.
Check the charge level using an acid density measuring device.
If the charge is too low (acid concentration below 1.26 kg/l):
recharge the batteries.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Maintenance tasks
If there is a risk of frost, it is important not to allow the batteries to go flat.

Otherwise the electrolyte in the battery may freeze and irreparably damage
the battery.
If you discover that the acid level is too low:
Top up with distilled water until the plates are covered to a depth of
approx. 10 mm.
3.5.43 Check the oil level in the transfer gear

Make sure that:
– The articulation lock is engaged
Procedure
Check the oil level with the engine running and at a gear oil temperature of
20 ±10 °C.
Start the diesel engine and let it run at low idling speed.
Check the oil level at the sight glasses 3 and 4.
The oil level must be within the lower sight glass 4.
Switch off the engine and top up with the required amount of gear oil. For
the oil quality, see the section on lubricants and fuels under the
lubricating oils for the transmission subsection.
Repeat the check.
If the oil level is too high:
it.
3.5.44 Change the gear oil in the transfer gear

Make sure that:
– A sufficient amount of the specified type of gear oil as described in the
section on lubricants and fuels is available
– The oil in the gear is warm
– A suitable receptacle is available for disposal of the oil
Procedure
Open the plug 1 on the gearbox and drain off oil into a suitable container.
Then screw the plug 1 back on again.
Top up gear oil via the plug 2.
Change the gear oil filter according to the separate description.
Check the oil level in the transfer gear and top up if necessary (see the
section on checking the oil level in the transfer gear)
3.5.45 Change the gear oil filter

Make sure that:
– You have an original LIEBHERR oil filter cartridge ready.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Maintenance tasks
Procedure
Start the diesel engine and turn the steering full to the left.
Release the filter cartridge with a strap wrench and unscrew it.
Clean the seals on the filter bracket.
Brush the rubber gasket on the new filter cartridge lightly with gear oil.
Screw the new filter cartridge onto the filter bracket and tighten it by
hand.
Check the oil level in the transfer gear and top up if necessary (see the
section on checking the oil level in the transfer gear)
Check that the oil filter has no leaks.
3.5.46 Check the tightness of the wheel lugs (once after 50, 100
and 250 h)
Make sure that:
– A torque wrench with a measuring range of over 650 Nm is available
Procedure
Note: The one-off maintenance tasks scheduled for 50, 100 and 250 service
hours should also be performed every time the wheels are changed.
Check that the nuts on all four wheels have the required tightening torque
of 650 Nm.
3.5.47 Checking the axle oil level

Valid for: L544 - 443 / from 7477
The wheel hubs and the differential share a common oil system.
Procedure
Open the plug 1 or 2 and check the oil level in the axle.
Top up with the axle oil specified in the lubricants and fuels section.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Maintenance tasks
3.5.48 Check the axle oil levels

L574 - 473 / from 7477; L580 - 458 / from 7477

Procedure
Turn the wheel hubs until the marking for the oil level is horizontal.
Open the plug 1 and check the oil level at the wheel hubs.
Top up with the specified type of axle oil according to the “Lubricants and
fuels” chapter.
Open the plug 1 and check the oil level on the differential.
Top up with the specified type of axle oil according to the "Lubricants and
fuels" chapter.
3.5.49 Change the axle gear oil

Valid for: L544 - 443 / from 7477
Make sure that:

– A sufficient amount of the specified type of axle oil as described in the
“Lubricants and fuels” chapter is available
Procedure for draining the oil

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Maintenance tasks
Open the plugs 3 on the wheel hubs and drain the oil into a receptacle.
Open the drain plug 4 on the differential and drain off oil into a receptacle.
Close the drain plugs.
Procedure for topping up the oil
The wheel hubs and the differential share a common oil system. Therefore,
the oil circulates between them.
Top up with oil to the filling inlet in the differential.
Check the oil level at the differential and top up as needed.
Close the plugs on the differential.
3.5.50 Change the axle gear oil

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Make sure that:
– A sufficient amount of the specified type of axle oil as described in the
"Lubricants and fuels" chapter is available
Procedure for draining the oil
Turn the wheel hubs until the plug 1 is right at the bottom.
Open the plug and drain off the oil into an oil receptacle.
Close the drain plug 1.
Open the drain plug 2 on the differential and drain off oil into a receptacle.
Close the drain plug.
Procedure for topping up the oil
The wheel hubs and the differential share a common oil system with a small
opening. Therefore, the oil slowly circulates between them.
Top up with oil to the filling inlet in the differential.
Top up with oil on both wheel hubs to the level marking.
Check the oil level at differential and wheel hubs and top up as needed.
Close the plugs on differential and wheel hubs.
3.5.51 Check and lubricate the bevel pinion sealing

Procedure
Lubricate the sealing at the grease nipple until until grease escapes on
the sealing gap.

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Maintenance tasks
3.5.52 Check and lubricate the front drive shaft

Procedure
Lubricate the drive shaft at both universal joints.
Check the play of the drive shaft in the bearings.
Check the rubber sleeve for leaks and damage.
3.5.53
3.5.54 Check and lubricate the rear drive shaft

Procedure
Lubricate the drive shaft at both universal joints.
Check the play of the drive shaft in the bearings.
3.5.55 Set the correct tyre pressure for the machine's use and
attachments
Make sure that the air pressure in the tyres on both axles is correct for the
tyre type, the way the machine is used and the working attachments fitted.
The reference values can be found in the “Technical data” section in the
operator's manual.
Procedure
The air pressure in the tyres has a significant influence on the overall
operating performance of the machine.
Warning Exploding tyres can cause serious injury.

Incorrect or careless operation of the tyre filling equipment or excess
pressure could result in the tyres bursting or damage to the rims, with
severe, possibly even fatal injuries as a consequence.
! Use a sufficiently long hose with a self-locking adapter for pumping the
tyres.
! Always keep outside the danger zone when tyres are being pumped up.
Check the air pressure of all the tyres with a testing device and correct it
if necessary.
3.5.56 Lubricate the oscillating axle frame and articulation bearing

Make sure that:
– The articulation lock is engaged
Procedure
Grease the lubricating point for the oscillating axle frame and articulation
lock.

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Maintenance tasks
Lubricating points on the oscillating axle frame and articulation bearing

1 Articulation bearing, top 3 Front oscillating axle mount
2 Articulation bearing, bottom 4 Rear oscillating axle mount
3.5.57 Checking whether metered quantities (grease collars) are

adequate at the bearing points of the central lubrication
system
Procedure
– Visually examine whether metered grease quantities are adequate at the
bearing points.
– If the bearing points are not sufficiently lubricated, isolate the problem and
rectify it.
Check the grease volume in the reservoir at regular intervals. Stay within the
minimum and maximum lubricant levels.
The reservoir has a viewing window where the rubber scraper on the agitator
can be seen. This is the point where you can check how much grease is still
available.
If necessary, fill the reservoir via the conical grease fitting 1. For lubricant
specifications, refer to the “Lubricants and fuels” section.
3.5.58 Check the hose lines of the central lubrication system

(lubrication points, detached hoses, external leakage)
Procedure
Visually examine the hose lines for defects.
In case of any defects, isolate and rectify the problem.
3.5.59 Lubricating the door hinges

Procedure
Lubricate the door hinges with a grease gun.

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Maintenance tasks
3.5.60 Clean or replace the fresh air and recirculated air filter
Procedure
Unscrew the cover 1.

Lightly press down the fresh air pre-filter 5 on the upper end and pull it
upwards and out.
Unscrew the fixing frames 3 and remove the fine fresh air filter 4.
Unscrew the fixing frames 7 and remove the fresh air filter 6.
Clean (blow out or clean) the filter 5, or replace if necessary.
Clean (blow out) the filters 4 and 6, or replace them if necessary.
Insert the cleaned or new filters, making sure they are correctly fitted (the
arrows moulded on the filter frame point towards the air taken in).
Screw the cover 1 back on.
3.5.61 Checking the indicator beads in the dryer-collector unit

The dryer-collector unit is underneath the left-hand cab access steps.
Sight glass on the dryer-collector unit

Check the blue bead 2 (humidity indicator).
If the blue bead 2 has already turned red:
There is humidity in the refrigeration circuit. The dryer-collector unit and
the compressor oil must be replaced and the system filled up again.
The white bead 1 indicates the level of the R134a coolant in the
refrigeration circuit and provides a display for the initial filling. The white
bead 1 must be at the upper border of the sight glass.

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Maintenance tasks
The filling level may change due to fluctuations in temperature. It will also
decrease over time as a result of natural leakage. This does not impair
operation.
If the cooling effect is poor, the reason may be an insufficient coolant level.
For normal operation, a single filling lasts for three to five years.
3.5.62 Lubricating the lift arms and attachment

Procedure
Bearing and lubrication points on the lift arms

Move the lift arms and the bucket to the position shown.
Secure the machine against rolling away with wheel wedges.
Grease all the bearing and lubrication points on the lift arms.
If fitted, lubricate the quick-change device.
If fitted, grease the lubrication points on the attachment.
The lower bucket bearings should be lubricated daily if necessary.
3.5.63 Checking the bucket bearing seals and the bearing

bushings on the lift arms
Procedure for checking the bucket bearing seal
The bucket bearing seal 3 prevents dirt from entering the bearing, thus
increasing the lifetime of the bearing bushings.
Depending on the type of application, wear occurs on the sealing lips 5 and
on the dirt guard 6. If the bucket bearing seal 3 is in any way damaged or
worn, it must be replaced.

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Maintenance tasks
Checking the bucket bearing seal

1 Bucket bearing plate 3 Bucket bearing seal 5 Sealing lips
2 Bucket arm 4 Bearing bushing 6 Dirt guard
Clean the bucket bearing seals 3 using a steam jet.
Visually check whether the sealing lips 5 touch the sides of the lift arms
and the bucket.
If there is a gap between the sealing lips 5 and the bucket arm 2 or the
bucket bearing plate 1, or if the bucket bearing seal is damaged:
Replace the bucket bearing seal as described in 17.2.5.
Procedure for checking the bearing bushings for wear
Dirt or insufficient lubrication can cause wear on the bearing bushings. The
increased play between the pin and bearing bushing causes noises.
Replacing the bearing bushing in time prevents damage.

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Maintenance tasks
Gently and rapidly tilt the bucket in and out, and check the bearing points
for noise and play.
If there is significant play at the bearing points or loud noise:
Replace the bearing bushings as described in 17.2.4.
3.5.64 Checking the lift arms and bucket stops

The equipment can be coupled to the lift arm in two ways: directly or by
means of a quick change device.
The important thing is that the stops and the sequence meet the
specifications. Failure to do this can significantly reduce the lifetime of the
equipment and the lifting arm.
Procedure without quick-change device
This is the procedure for properly checking the limit stops.

Secure the machine against rolling away with wheel wedges or the
parking brake.
Retract the tilt cylinders until the limit stops 1 of the bucket touch the
bucket arm.
Check the dimensions 2 according to the table below.
Dimensions
Description Dimension 1 Dimension 2 Unit
Dimensions L544 - L580 0 3 o 2 mm
If there are any discrepancies to the table above, arrange the necessary
corrective action with LIEBHERR customer service.

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Maintenance tasks
Procedure with quick-change device

This is the procedure for properly checking the limit stops.
Secure the machine against rolling away with wheel wedges or the
parking brake.
Move the lift arms and the quick-change device to the position shown.
Retract the tilt cylinder until the limit stop of the Z-bar linkage touches that
of the cross-pipe.
Check the dimensions 1 according to the table below.
Dimensions
Description Dimension 1 Dimension 2 Unit
Dimensions L544 - L580 5 o3 0 mm
If there are any discrepancies to the table above, arrange the necessary
corrective action with LIEBHERR customer service.

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Maintenance tasks

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Testing and adjustment tasks
3.6 Testing and adjustment tasks
3.6.1 Preparatory tasks before testing and adjusting

Only trained and authorised specialist technicians may perform adjustment
work on the machine during the guarantee period.
Note: The operation of the BODEM software is described in chapter 19.3.
Make sure that:
– The machine is warm (except for the cooling system test)
– You know the the adjustment data specific to the devices or have it at
hand
– Seals and safety caps are ready
– and you have the following special tools
Special tools
Number Description ID no.
1 BODEM software with dongle 6905 909
1 Connection cable for BODEM 6905 910
2 0 - 40 bar, class 1.0 pressure gauge 7361 288
2 0 - 600 bar, class 1.0 pressure gauge 5002 866
2 4000 mm test lead 7009 134
2 1500 mm test lead 7002 475
1 Temperature measuring device 7020 372
1 LMS (alternative)
3.6.2 Safety precautions before checking and adjusting

It is essential that the accident prevention regulations are observed
during maintenance work
See the measures to ensure safe maintenance in the “Safety regulations”
section.
Make sure that visual contact between the operator in the cab and
maintenance personnel is always maintained.
Only perform adjustment work on the valves etc. with the machine at a
standstill.
Visual contact

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3.6.3 Warming up the machine to operating temperature

During the testing and adjustment tasks the machine must have an
operating temperature of 65 5 °C.
The hydraulic oil temperature must only be lower when checking the cooling
system (see “Checking the pressure relief valve of the fan motor and the fan
control”).
Procedure
Cover the hydraulic oil cooler 1 with cardboard 2 or similar material.
Attach the measuring sensor to the suction line S of the replenishing
pump.
Bring the machine up to operating temperature as follows:
Start the machine and let the diesel engine run up to around 2000
-1
min .
Activate the tilting in function as far as it will go and hold the control
lever in this position.
At the same time, raise and lower the lift arms half way.
Operate the travel hydraulics in fixed gear 1.
Warm up the machine to operating temperature until the hydraulic oil
temperature is between 31 - 55 °C.
Check the pressure relief valve and the fan control (see “Checking the
pressure relief valve of the fan motor and the fan control”).
Continue warming up the machine to operating temperature until the
65°C
hydraulic oil temperature is 65 o5 °C.
During the adjustment work on the hydraulic system, the hydraulic oil
temperature must be within the specified range.
S
After finishing the adjustment work, remove the cardboard 2 from the oil
cooler.
3.6.4 Checking the speed on the diesel engine

You can view the diesel engine speed on the RPM segment display on the
display unit, or check it with a standard speed meter.
You can change the engine speed by lengthening the Bowden cable.
Cab display unit Procedure
Start up the diesel engine.
Check whether the lower and upper diesel engine speeds correspond to
the required values.
If the required value is not reached:
Adjust the Bowden cable on the bracket 1 on the diesel engine.
If the Bowden cable is correctly adjusted, the gas pedal has no play and the
speed adjustment lever touches the adjusting screw for top idle speed.
If the machine does not reach the top idle speed despite the adjustment of
the Bowden cable, you can correct it using the adjusting screw 3.

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Setting the speed

1 Lower idling speed adjusting 3 Upper idling speed adjusting 5 Gas pedal
screw screw 6 Gas pedal adjusting screw
2 Speed adjusting lever 4 Gas pedal angle adjusting screw
After adjusting the Bowden cable, set the gas pedal as follows:
Push down the gas pedal 5 by hand until the speed adjustment lever 2
touches the adjusting screw for top idle speed 3.
You will feel it touch the speed adjusting lever 2. Now the gas pedal should
move another 2 mm to the pedal adjusting screw 6 in order to pre-tension
the compensating spring on the speed adjusting lever.
Set the gas pedal adjusting screw 6 to a gap of about 2 mm to the gas
pedal (see the drawing).
Check the top and bottom engine speed again.
3.6.5 Checking the pressure relief valve of the fan motor and the
fan control
The following tests must be performed on the fan drive:
– Checking the pressure relief valve 7 on the fan motor 5 (with temperature
sensor 1 or 4 unplugged)
– Check the fan at a hydraulic temperature of 31 - 55 °C and a coolant
temperature below 78 °C. This test must be performed with the diesel
engine running at top speed.

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Fan drive components

Check the fan using the system pressure at the measuring connection 3 of
the gear motor 2.
Make sure that:
– The hydraulic oil temperature is between 31° C and 55° C
– The coolant temperature is below 78 °C.
If the hydraulic oil temperature is above 55 °C or the coolant temperature is
above 78 °C the fan speed increases. This makes it impossible to accurately
test the fan controls.
Procedure for checking the pressure relief valve on the fan motor
Attach the pressure gauge (250 bar) to the measuring connection 3 on
the gear pump 2.
Disconnect one of the two temperature sensors 1 or 4.
Start the diesel engine and bring it to upper idling speed.
Check whether the upper idling speed corresponds to the required value.
Adjust the pressure relief valve 7 at the proportional valve 5 using a 5 mm
open ended wrench for the adjusting screw. The counter nut is a round
nut.
Turn the screw clockwise to increase the pressure, and anticlockwise to

reduce the pressure.
Take off the protective cap 6.
Set the adjusting screw on the proportional valve.
Re-attach the disconnected plug.
Pressure at the fan 175 ±5 bar
Fan speed 2130 min-1
Valid for: L564 - 463 / 7477 - 7710; L574 - 473 / 7477 - 7926; L580 - 458 / 7477 - 7929

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Procedure for testing the fan control
During this inspection the fan speed (system pressure) is tested in the stated
temperature range.
Take the hydraulic and coolant temperatures to the stated levels.
Check whether the upper idling speed corresponds to the required value.
Identify the problem and correct it.
3.6.6 Calibrating the inch pedal angle sensor

The inch pedal angle sensor can only be calibrated using the BODEM
software.
During this process, the actual MIN and MAX voltage of the angle sensor are
stored in the microcontroller.
Procedure
Connect the laptop, turn on the starter switch and run the BODEM
software.
Select the parameters and process data shown in the illustration in the
Parameters with Processdata menu and click OK to confirm.
In the Calibrate Pot Inch Pedal field, click the Calibrate... button.
Without actuating the inch pedal, click Set Max. Value and with the inch
pedal fully actuated, click Set Min. Value.
Check in Pot Inch Pedal that 100% is achieved with the pedal not
actuated and 0% is achieved with the pedal fully actuated.
Click OK to save the set parameters.

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100 %
3.6.7 Calibrating the gas pedal angle sensor

The gas pedal angle sensor can only be calibrated using the BODEM
software.
Before calibration, all the Steps in the “Checking the diesel engine speed”
section must be carried out.
During this process, the actual MIN and MAX voltage of the angle sensor are
stored in the microcontroller.
Procedure
Connect the laptop, turn on the starter switch and run the BODEM
software.
In the Calibrate Pot Gas Pedal field, click the Calibrate... button.
Without actuating the gas pedal, click Set Max. Value and with the gas
pedal fully actuated, click Set Min. Value.
The minimum and maximum voltage of the angle sensor must be within the
range shown below. If the values are outside the range, correct them using
the linkage of the angle sensor.
Check in Pot Gas Pedal that 100% is achieved with the pedal not
actuated and 0% is achieved with the pedal fully actuated.

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100 %

Angle sensor minimum voltage 0.9 o0.3 V
Angle sensor maximum voltage 4.2 o0.2 V
3.6.8 Recording the engine characteristics

The engine characteristics can only be recorded using the BODEM software.
When recording the engine characteristics, the micro controller records the
diesel engine speed for every gas pedal position.
Procedure
Connect the laptop, start the diesel engine and run the BODEM software.
In the Engine Charac field, click the Execute... button, and in the new
window, click the Start button.
With the diesel engine running, slowly and evenly push down the gas
pedal to top idle speed.
After reaching the full throttle position, click OK to finish recording the engine
characteristics (this is only possible in the 100% gas pedal position).
904

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You can check the newly created engine characteristics by actuating the gas
pedal with the engine running.
With the diesel engine running, slowly push down the gas pedal, and
compare the values shown for the Engine rpm and Engine charac.
The engine speed must match the engine characteristics through the entire
speed range.
If there is a discrepancy of more than ±20 rpm, the engine characteristics
must be recorded again.
3.6.9 Checking the replenishing pressure of the variable

displacement pump
The replenishing pressure is measured at the test connection G.
Procedure
Attach a pressure gauge (40 bar) to the test connection G.
Start the engine and let it run at upper idling speed.
Check whether the replenishing pressure corresponds to the required
value.
turn the adjusting screw on the replenishing pressure relief valve 1 until
the replenishing pressure reaches this value.
Replenishing pressure 31 o1 bar
Replenishing pressure 34 o1 bar
3.6.10 Calibrating the block curve

The block curve can only be calibrated using the BODEM software.
By calibrating, the supply of electricity from the proportional valve to the
variable displacement pump is discontinued so that the variable
displacement pump reaches a fixed pressure for a particular engine speed.
Procedure
Attach the pressure gauge (600 bar) to the test connection MA.
Using BODEM, set the Inching On Off parameter to 255.
Select fixed gear 2, travel direction forwards, and hold the machine in the
block condition using the service brake.
Increase the diesel engine speed to the values listed in the table (950
rpm, 1200 rpm, 1400 rpm) and check the high pressure.
Use BODEM to set the appropriate Block Curve Current 950, 1200,
1400 parameter until the required value is reached.

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Using BODEM, set the Inching On Off parameter to 235 again.

High pressure at 950 min-1 engine speed 150 o10 bar
3.6.11 Checking the pressure relief and replenishing valves of the

variable displacement pump
The pressure relief and replenishing valves protect the variable
displacement pump from pressure peaks. These can arise when the
machine is braked.
When these pressure peaks are reached, oil flows from the high pressure
side to the low pressure side in a closed circuit via the pressure relief and
replenishing valve.
Procedure
To obtain the adjustment value of the pressure relief and replenishing

valves, the pressure cut-off must be re-adjusted to a higher value.
Tighten the adjusting screw 1 on the pressure cut-off by two turns.
Attach the pressure gauge (600 bar) to the test connections MA and MB.
Check the pressure relief and replenishing valve 2 for forward travel
direction with the pressure gauge MA.
Check the pressure relief and replenishing valve 3 for reverse travel
direction with the pressure gauge MB.
Select fixed gear 2, travel direction forwards or reverse, and hold the
machine in the blocked condition using the service brake.

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Heat is rapidly generated as the pressure relief and replenishing valves are
Caution
tested.
If the temperature gets too high, the pump may be damaged beyond repair.
! Test the pressure relief and replenishing valves only for a short time.
In the block condition, increase the engine speed to the highest speed.
Check whether the high pressure on both pressure relief and replenishing
valves corresponds to the required values.
Turn the adjusting screw on the pressure relief and replenishing valve
until the high pressure reaches this value.
Unscrew the adjusting screw 1 on the pressure cut-off by two turns and
then check the pressure cut-off.
Click OK to save the set parameter.
High pressure 470 o10 bar
Valid for: L564 - 463 / 7477 - 7749; L574 - 473 / 7477 - 7449
3.6.12 Checking the pressure cut-off of the variable displacement

pump
The pressure cut-off limits the maximum pressure in the variable
displacement pump.
When this pressure is reached, the pump automatically regulates the pump
flow in order to maintain maximum pressure.
Procedure
In the block condition, increase the engine speed to the highest speed.
Check whether the high pressure on the pressure gauge MA corresponds
to the required values.
Check whether the reduction of engine load is below the threshold level.
Turn the adjusting 1 screw on the pressure cut-off until the pressure
gauge MA shows the required value.
Click OK to save the set parameter.

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Maximum engine suppression at top 30 min-1
idling speed
Valid for: L564 - 463 / 7477 - 7749; L574 - 473 / 7477 - 7449
idling speed
idling speed
3.6.13 Checking the maximum VG of the variable displacement

motors
When checking the maximum VG max of the variable displacement motors,
the maximum current is set. When the maximum current is correctly set, the
variable displacement motor moves to the maximum swivel angle.
Procedure
Attach the pressure gauge (600 bar) to the test connections M1 and M2.
Setting variable displacement motor 1:
In block condition, slowly increase the diesel engine speed until the
pressure gauge MA indicates precisely 300 bar.
Lower the current for the Motor 1 Max parameter until the pressure
gauge at M1 indicates 15±5 bar less than the pressure gauge at MA.
When the pressure gauges at MA and M1 show the correct values,
increase the Motor 1 Max parameter by 10 mA.
Setting variable displacement motor 2:
In block condition, slowly increase the diesel engine speed until the
pressure gauge MA indicates precisely 300 bar.
Lower the current for the Motor 2 Max parameter until the pressure
±5
gauge at M2 indicates 15 bar less than the pressure gauge at MA.
When the pressure gauges at MA and M2 show the correct values,
increase the Motor 2 Max parameter by 10 mA.
Note: The current for Motor 1 Max and Motor 2 Max must be in the range of
600±30 mA. If not, correct it using the adjusting screw 1 or 2.

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3.6.14 Checking the minimum VG of the variable displacement

motors
When checking the minimum VG max of the variable displacement motors,
the minimum current is set.
The purpose of setting the minimum current is that at high speeds, the
variable displacement motors move to a defined swivel angle, thus attaining
a set final speed.
Procedure
Caution The program enters test mode during the following tests on the variable
displacement motors. The couplings in the gearbox remain open.
! Secure the machine against rolling off.
Connect the laptop, turn on the starter switch and run the BODEM software.
Parameters with Processdata menu (see the next page) and click OK
to confirm.
Testing variable displacement motor 1:
Using BODEM, set the Calibr. Motors parameter to Motor 1 Min.

Start up the machine, release the parking brake, select forward travel
direction and increase the engine speed to 1000 rpm.
Check whether rpm motor 1 corresponds to the required value.
Correct the current for Motor 1 Min until it corresponds to the speed
shown below.
Testing variable displacement motor 2:
Using BODEM, set the Calibr. Motors parameter to Motor 2 Min.

Start up the machine, release the parking brake, select forward travel
direction and increase the engine speed to 1000 rpm.
Check whether rpm motor 2 corresponds to the required value.
Correct the current for Motor 2 Min until it corresponds to the speed
shown below.

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1000 min-1
4240 min-1
3270 min-1
Using BODEM, set the Calibr. Motors parameter back to No

Calibration.
Valid for: L544 - 443 / from 7477

-1
Variable displacement motor speed 1 4180 o50 min
-1
Valid for: L554 - 453 / from 7477

-1
-1
-1
-1
3.6.15 Check the power of the diesel engine

Before you check the power of the diesel engine, you must perform the
following tasks:
– Maintenance tasks according to the maintenance schedule (air filter, fuel
filter etc.).
– Check the operating pressures according to the adjustment checklist
– Make sure the machine is at operating temperature.
At the maximum power consumption of the diesel engine, variable
displacement motor power limiting control is active. This controls the pivot
angle of the variable displacement motors so that the diesel engine runs at
the rated speed. A certain high pressure accumulates in the closed circuit.
– If the pressure is above the target value: the diesel engine power is good
– If the pressure is below the target value: the diesel engine power is poor
If the diesel engine speed reaches the target value, the variable
displacement motor power control is working correctly.
Procedure

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Start the machine, select second fixed gear and forward travel direction.
Halt the machine with the service brake and give full gas.
Slowly release the service brake until the machine travels at a speed of
12 - 15 km/h. Check whether the target values are reached.
If the required values are not reached:
Perform troubleshooting on the diesel engine: Air filter, fuel filter etc.
Perform troubleshooting on the travel hydraulics: check the operating
pressure etc.
1986

Valid for: L544 - 443 / from 7477

High pressure 280 ±10 bar
Difference to top idle speed (power 147 ±20 min-1
limiting control adjustment)
Valid for: L554 - 453 / from 7477

Valid for: L564 - 463 / from 7477


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3.6.16 Checking the flow controller (Delta p) on the working

hydraulics pump
Make sure that a pressure difference tester and two pressure sensors for the
600 bar measuring range are available.
Procedure
The differential pressure is measured between the test connection P and the
connection LS. The differential pressure can only be measured if the flow
controller is active. This is best done while slowly raising the lift arms.
Attach one 600 bar pressure sensor each to the test connection P and
the connection LS.
Slowly raise the lift arm while checking whether the pressure difference
displayed by the gauge corresponds to the required value.
Turn the adjusting screw on the flow regulator 1 until the differential
pressure reaches the required level.
Differential pressure 22 ±2 bar
3.6.17 Checking the power controller (regulation begin) of the

working hydraulics pump
Procedure
The power controller determines the maximum power of the variable

displacement pump. The pointer on the pressure gauge M1 moves away
from 0 bar when the regulation begin is attained. The pressure gauge P
should show that the required value has been attained.
Attach the pressure gauge (600 bar) on the variable displacement pump
to the measuring connection P.
Start the engine, tilt the bucket out and raise the lift arm until it reaches its
maximum extent.
At idle speed, raise the lift arms all the way and check whether the
pressure gauge M1 displays the required regulation begin.
Turn the adjusting screw on the power regulator 1 until the pressure
attains the required value.
Valid for: L554 - 453 / from 7477

Regulation begin 160 ±10 bar
L574 - 473 / from 7477; L580 - 458 / from 7477
Regulation begin 180 ±10 bar

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
3.6.18 Checking the secondary pressure relief valves on the

control valve block
Procedure
To check the secondary pressure relief valve, the pressure cut-off 5 and the
primary pressure relief valve 3 must be reset to a higher value.
Tighten the adjusting screw on the pressure cut-off 5 on the control valve
by two turns.
Tighten the adjusting screw on the primary pressure relief valve 3 on the
control valve block by two turns.
Attach the pressure gauge (600 bar) to the test connection P on the
control valve block.
Caution Activating the lower lift arm function may damage the pump beyond repair.
This function is not equipped with a secondary pressure relief valve.
! Do not activate the lower lift arm function.
Start the diesel engine and let it run at lower idling speed.
Activate the raise lift arm, tilt bucket out and tilt bucket in functions until
they reach their respective end positions.
Check whether the pressure in each secondary pressure relief valve
corresponds to the required value.
Turn the adjusting screw on the appropriate secondary pressure relief
valve until it is reached.
Readjust the primary pressure relief valve 3 and pressure cut-off 5 to the
required values. See also the sections on checking the primary pressure
relief valve and checking the pressure cut-off.
Tilt in bucket (pos. 2) 380±5 bar
Tilt out bucket (pos. 4) 380±5 bar
Raise lift arms (pos. 1) 380±5 bar
Tilt in bucket (pos. 2) 400±5 bar
Tilt out bucket (pos. 4) 400±5 bar
Raise lift arms (pos. 1) 420±5 bar
3.6.19 Checking the primary pressure relief valve on the control

valve block
Procedure
To check the primary pressure relief valve 3, the settings of the pressure
cut-off 5 must be increased.
Tighten the adjusting screw on the pressure cut-off 5 on the control valve
by two turns.
Attach a pressure gauge (600 bar) to the test connection P.
Raise the lift arms until the maximum position is reached.
L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Check whether the pressure corresponds to the required value.

Turn the adjusting screw on the primary pressure relief valve 3 until the
pressure attains the required value.
Re-adjust the pressure cut-off 5 to the required value. See the section on
testing the pressure cut-off.
Primary valve (pos. 3) 360±5 bar
Primary valve (pos. 3) 380±5 bar
3.6.20 Checking the LS pressure cut-off on the control valve block

Procedure
Attach a pressure gauge (600 bar) to the test connection P.
Raise the lift arms until the maximum position is reached.
Check whether the pressure corresponds to the required value.
Turn the adjusting screw on the LS pressure cut-off 5 until the pressure
reaches the required level.
Valid for: L544 - 443 / from 7477

LS - pressure cut-off (pos. 5) 290±5 bar
Valid for: L554 - 453 / from 7477

3.6.21 Depressurising ride control and hydro accumulator

Before carrying out any adjustment work, checking and filling the hydro
accumulator or repairing the ride control system, it is essential that you
depressurise the system first.
The steps below describe how to depressurise the ride control system.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Procedure
Note: Perform these actions in exactly the order given.

Start the machine and move the lift arms to the maintenance position 2.
The bucket and lift arms must fully rest on the ground.
Connect a short test line, first to the test connection M4.
Connect the same test line to the test connection MX.
The pressure can now decrease through the test line to the tank. This takes
about ten minutes.
After ten minutes, disconnect the test line from the test connection M4
and drain the remaining pressure into a suitable container.
Leave the test line connected during tests and repairs.
After maintenance work, remove the test line from the test connection
MX.
3.6.22 Checking the cut-off valve on the stabilisation module

The cut-off valve limits the pressure in the hydro accumulators when ride
control is switched off. The following steps describe how to check the cut-off
pressure.
Procedure
Attach the pressure gauge (600 bar) on the stabilisation module to the
test connection MX.
Start the diesel engine (switch off ride control).
At idling speed, raise the lift arm to its full extent and build up pressure.
Check whether the high pressure on the pressure gauge corresponds to
the required value (using the highest value).
Turn the adjusting screw 1 on the cut-off valve until it is reached.
To test the cut-off valve again, the pressure at the measuring connection MX
must be decreased below 100 bar.
To do this, lower the pressure in the ride control system as described in the
section on depressurising the ride control and hydro accumulator.
As a final test, check the cut-off pressure again.
3.6.23 Checking the cut-off valve on the stabilisation module

The cut-off valve limits the pressure in the hydro accumulators when ride
control is switched off. The following steps describe how to check the cut-off
pressure.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Procedure
Attach the pressure gauge (600 bar) on the stabilisation module to the
test connection MX.
Start the diesel engine (switch off ride control).
At idling speed, raise the lift arm to its full extent and build up pressure.
Check whether the high pressure on the pressure gauge corresponds to
the required value (using the highest value).
Turn the adjusting screw 1 on the cut-off valve until it is reached.
To test the cut-off valve again, the pressure at the measuring connection MX
must be decreased below 100 bar.
To do this, lower the pressure in the ride control system as described in the
section on depressurising the ride control and hydro accumulator.
As a final test, check the cut-off pressure again.
3.6.24 Checking the nitrogen in the ride control hydro

accumulator
Make sure that a testing and charging device with nitrogen cylinder is
available.
The hydro accumulator can only be checked or filled when the hydro
accumulators are depressurised.
Note: The nitrogen side of the hydro accumulator is filled with approximately
350 cm³ of oil in order to protect the membrane.
Procedure
To do this, depressurise the ride control system as described in the
section on depressurising the ride control and hydro accumulators.
Checking the nitrogen filling in the hydro accumulator on L544 - L554
Checking the nitrogen filling in the hydro accumulator on L564 - L580

Remove the safety cap and slightly loosen the plug 2 of the hydro
accumulator using a 6 mm Allen key.
Connect the charging and testing device 4 to the hydro accumulator to be
tested.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Open the valve 6 and check whether the nitrogen level is as required.
Slowly open the valve 8 on the nitrogen flap 9 until the pressure reaches
the correct level.
The pressure in the hydro accumulator can be reduced using the relief valve
5. The nitrogen escapes into the open air.

Hydro accumulator temperature 0 10 20 30 °C
Nitrogen for hydro accumulator charging 25±2 26±2 27±2 28±2 bar
Minimum nitrogen for hydro accumulator test 23±2 24±2 25±2 26±2 bar
3.6.25 Checking the pressure cut-off of the steering pump

Procedure
Attach a 600 bar pressure gauge to the test connection P.
Turn the steering all the way to the right or left.
Check whether the pressure at the test connection P corresponds to the
required value.
Turn the adjusting screw on the flow regulator 2 until the pressure
reaches the required level.
3.6.26 Checking the flow controller (delta p) of the steering pump

Make sure that a pressure difference tester and two pressure sensors for the
600 bar measuring range are available.
Procedure
The differential pressure is measured between the test connection P and the
connection LS. The differential pressure can only be measured if the flow
controller is active. This is best done while slowly moving the steering.
Fit a test connection between the hose line and the connection LS.
Attach one 600 bar pressure sensor each to the test connection P and
the connection LS.
Steer the machine slowly to the left or right while checking whether the
pressure difference displayed by the gauge corresponds to the required
value.
Turn the adjusting screw on the flow regulator 1 until the differential
pressure reaches the required level.
Pressure difference 22 ±2 bar

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
3.6.27 Checking the cut-off pressure at the compact brake valve

When the brake accumulator charging function is active, the compact brake
valve fills the brake accumulators until the cut-off pressure has been
reached. Repeated actuation of the brake-inching pedal decreases the
pressure in the brake accumulators until the activation pressure has been
reached. The brake accumulator charging function is initiated at this point.
Procedure
It is possible to check the cut off pressure of the brake accumulator charge
function at the test connection M3 of the compact brake valve.
Attach the pressure gauge (600 bar) with a short measuring cable to the
test connection M3.
Push down the inch/brake pedal fully several times.
Meanwhile, observe the pressure gauge M3 to see whether the required
value for the activation pressure is attained.
The pressure on the pressure gauge starts to rise when the activation
pressure is reached. The pressure then increases until the cut-off pressure
is reached.
Check whether the cut-off pressure on the pressure gauge M3
corresponds to the required value.
Turn the adjusting screw 1 on the compact brake valve until the cut-off
pressure corresponds to the required value.
Valid for: L544 - 443 / 7477 - 9981; L554 - 453 / 7477 - 9981; L564 - 463 / 7477 - 9981;
L574 - 473 / 7477 - 9981; L580 - 458 / 7477 - 9981
Cut-in pressure 155±5 bar
Cut-off pressure 185±5 bar
L574 - 473 / from 9982; L580 - 458 / from 9982
Cut-in pressure 180±5 bar
Cut-off pressure 210±5 bar
3.6.28 Checking the braking pressure at the axles

Valid for: L554 - 453 / 7477 - 9981; L544 - 443 / 7477 - 9981;
L564 - 463 / 7477 - 9981; L574 - 473 / 7477 - 9981; L580 - 458 / 7477 - 9981
The braking pressure on the wet disk brakes in the wheel hubs can be
checked at the test connection M4 on the front axle 1 and the test
connections M5 on the rear axle 2.
Procedure

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Push the inch/brake pedal down completely.
Check whether the pressure indicated by both gauges corresponds to the
required value.
Adjust the pedal stop screw 3 until the braking pressure is correct when
the pedal is fully pushed down.
Valid for: L554 - 453 / 7477 - 9255; L564 - 463 / 7477 - 9981;
L574 - 473 / 7477 - 9981; L580 - 458 / 7477 - 9981
Braking pressure with the pedal pressed 65 ±5 bar
fully down
Valid for: L544 - 443 / 7477 - 9981; L554 - 453 / 9256 - 9981
fully down
3.6.29 Checking the braking pressure at the axles

The braking pressure on the wet disk brakes in the wheel hubs can be
checked at the test connection M4 on the front axle 1 and the test
connections M5 on the cut-in block 2.
Procedure
Push the inch/brake pedal down completely.
Check whether the pressure indicated by both gauges corresponds to the
required value.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Adjust the pedal stop screw 3 until the braking pressure is correct when
the pedal is fully pushed down.
fully down
fully down
Valid for: L580 - 458 / from 9982

fully down
3.6.30 Checking the brake accumulator capacity

Valid for: L554 - 453 / 7477 - 9255; L564 - 463 / 7477 - 9981;
L574 - 473 / 7477 - 9981; L580 - 458 / 7477 - 9981
To test the accumulator capacity of the brake accumulator 1 on the front axle
and the brake accumulator 2 on the rear axle, push down the brake/inching
pedal 9 times. The pressure in the brake accumulators must first measure
150 bar. The measurement must not fall below the required value after the
inch/brake pedal has been pressed 9 times.
Procedure
Attach the pressure gauge (600 bar) to the test connection M3 on the
compact brake valve.
front axle and the test connection M5 on the rear axle.
Push down the inch/brake pedal fully several times in order to reduce the
pressure in the brake accumulators to 150 bar.
Push down the inch/brake pedal fully 9 times and keep your foot on the
pedal afterwards.
Check whether the pressure gauges M4 and M5 indicate the required
values.
If the brake pressure on one or both pressure gauges drops below the
required value:
Replace the brake accumulator in question.
Braking pressure - lower tolerance 50 bar

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
3.6.31 Checking the brake accumulator capacity

Valid for: L544 - 443 / ab 7477; L554 - 453 / ab 9256;
L564 - 463 / ab 9982; L574 - 473 / ab 9982; L580 - 458 / ab 9982
To test the accumulator capacity of the brake accumulator 1 on the front axle
and the brake accumulator 2 on the rear axle, push down the brake/inching
pedal 9 times. The pressure in the brake accumulators must first measure
150 bar. The measurement must not fall below the required value after the
inch/brake pedal has been pressed 9 times.
Procedure
compact brake valve.
front axle and the test connection M5 on the cut-in block 2.
Push down the inch/brake pedal fully several times in order to reduce the
pressure in the brake accumulators to 180 bar.
Slowly push down the inch/brake pedal fully 9 times and keep your foot
on the pedal afterwards.
Check whether the pressure gauges M4 and M5 indicate the required
values.
If the brake pressure on one or both pressure gauges drops below the
required value:
Replace the brake accumulator in question.
Braking pressure - lower tolerance 50 bar
3.6.32 Checking the accumulator charge switch pressure

The pressure switch indicates that a brake accumulator charge pressure is
too low. When the corresponding pressure in the brake accumulators is
reached, the symbol field 2 goes out and the braking system is operational.
Procedure
The switching point of the pressure switch 1 can be tested at the test
connection M3 on the compact brake valve and using the symbol field 2 on
the display unit.
Attach the pressure gauge (200 bar) with a short measuring cable to the
test connection M3.
Switch on the starter switch
Gently press the inch/braking pedal to slowly lower the pressure in the
brake accumulators.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Check that the symbol field 2 lights up when the pressure gauge M3
shows the required value.
Replace the accumulator charge pressure switch 1.
Valid for: L544 - 443 / 7477 - 9981; L554 - 453 / 7477 - 9981; L564 - 463 / 7477 - 9981;
L574 - 473 / 7477 - 9981; L580 - 458 / 7477 - 9981
Switching point of pressure switch 90 ±5 bar
Valid for: L544 - 443 / ab 9982; L554 - 453 / ab 9982; L564 - 463 / ab 9982;
L574 - 473 / ab 9982; L580 - 458 / ab 9982
Switching point of pressure switch 120 ±5 bar
3.6.33 Checking the brake lights and brake light pressure switch
Test that the brake lights are working properly.
Procedure
Switch on the starter switch
Gently press the inch/brake pedal and check whether the brake lights
light up.
If the brake lights do not light up:
Check the brake lights and replace the brake light pressure switch if
necessary.
3.6.34 Checking the shift pressure in the transfer gear

Procedure
Attach a 40 bar pressure gauge to the test connection P.
Check whether the pressure at the test connection P corresponds to the
required value.
The shift pressure relief valve is inside the control valve block. The shift
pressure can only be corrected by adding or removing shims. For a
cross-section of the control valve block, see the section on
electrohydraulic pressure modulation.
Shift pressure 20 ±3 bar
3.6.35 Checking the nitrogen in the transfer gear hydro

accumulator
Make sure that a testing and charging device with nitrogen cylinder is
available.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Procedure
Remove the safety cap and slightly loosen the plug 2 of the hydro
accumulator using a 6 mm allen key.
Attach the charging and testing device 4 to the hydro accumulator.
Open the valve 6 and check whether the nitrogen level is as required.
Slowly open the valve 8 on the nitrogen flap 9 until the nitrogen reaches
the correct level.
The pressure in the hydro accumulator can be reduced using the relief valve
5. The nitrogen escapes into the open air.

Nitrogen filling 12 ±2 bar

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Lubricants and fuels
3.7 Lubricants and fuels

Conscientious observance of the regulations for handling lubricants and
fuels will increase the reliability and service life of the machine.
It is especially important that the specified lubricant qualities are observed.
You can find the various specifications about the prescribed intervals in the
maintenance and inspection schedule and the lubrication chart.
You can find details on lubrication, checking the oil level and changing
operating fluids in the maintenance section under maintenance tasks.
Follow the rules on handling lubricants and fuels, especially the
environmental regulations.
Filling quantities and specifications:
– The filling quantities listed in the tables are only guidelines.
The dipstick and level markings are always mandatory.
– Each time the lubricant or fuel is replaced or topped up, check the level in
the unit in question.
– For more detailed information about the required lubricants, fuels and
filling quantities, see the filling quantities in the lubrication chart and the
section on lubricants and fuels.
Environmental protection
Always implement and observe environmental protection measures.
Observe national regulations.
Ensure that liquids can be properly disposed of before draining them.
Disposing of used materials

This applies to the following types of used materials and hazardous waste:
– Oils, lubricants, brake fluids, etc.
– Coolant
– Fuels
– Filters, oil cartridges etc.
– Rubber, tyres, insulating materials etc.
– Batteries
Procedure
Caution Environmental and health hazard!

! Observe the local regulations for protecting the environment when
disposing of used materials.
Always collect and store used materials separately in suitable containers.
Dispose of used materials properly at the official collection points.
Disposal

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Converting the hydraulic system from petroleum to

environmentally compatible hydraulic fluids
For the operation of LIEBHERR earth moving machines with environmentally
compatible hydraulic fluids we recommend PANOLIN HLP SYNTH 46.
Machines filled at factory with environmentally compatible hydraulic
fluids have an appropriate sign (CAUTION) attached to the driver's cab
and hydraulic tank.
See the description of the decals on the machine in the safety regulations
chapter.
Procedure for conversion:
Caution Beware of damaging the machine's hydraulic system.

Mixing environmentally harmless hydraulic fluids with mineral oils produces a
vigorous reaction that can damage the hydraulic system.
! Avoid mixing environmentally harmless hydraulic fluids with mineral oils.
If you intend to convert the machine to environmentally-compatible
hydraulic fluid, you must first consult LIEBHERR CUSTOMER
SERVICE.
It is essential that you order the INSTRUCTION SHEET and the
CONVERSION GUIDELINES from LIEBHERR and that you observe
them.
3.7.1 Lubricating oils for diesel engines
Lubricating oil quality Only high-alloy lubricating oils are used in modern diesel engines.
They consist of basic oils blended with additives.
The lubricating oil regulation for LIEBHERR diesel engines is based on the
following specifications and regulations.
Description Specifcations
API - classification (American
CF-4, CG-4, CH-4, CI-4
Petroleum Institute)
ACEA - classification (Association
des Constructeurs Européens de E2, E3, E4, E5
l'Automobile)
Specifications and regulations for diesel engine lubricating oils

Lubricating oil viscosity The lubricating oil viscosity is selected according to the SAE (Society of
Automotive Engineers) classification.
The decisive factor for the selection of the correct SAE class is the ambient
temperature.
The selection of the SAE classification does not affect the quality of a
lubricant oil.
If the viscosity is too high, starting can be difficult. If it is too low, lubricant
efficiency may be impaired.
The temperature ranges detailed in the following diagram are guidelines -
short-term deviations are permissible.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Selection of the SAE class according to temperature

Lubricant oil changing intervals Changing intervals:
– Change the oil according to climate zone, sulphur content in the fuel and
oil quality as shown in the following table.
Even if the specified number of service hours (h) is not reached in a given
year, the engine oil and filter should be replaced at least once a year.
Complicating factors Various complicating factors or harsh operating conditions can affect the
maintenance intervals.
Complicating factors or harsh operating conditions include:
– Frequent cold starts
– A sulphur content above 0.5% in the fuel
– Outside operating temperatures below -10 °C
If working under difficult conditions, the oil change intervals defined in the
maintenance and inspection schedule must be reduced by half, as shownin
the table below.
Complicating factor Oil quality

E2 E3, E4, E5
CF-4, CG-4
CH-4, CI-4
Sulphur content
Outside temperature Interval
in fuel
Normal climate, down Below 0,5% 250 h 500 h
to -10 °C Above 0,5% 125 h 250 h
Below 0,5% 125 h 250 h
Below -10 °C
Above 0,5% - - 125 h
Oil change intervals in service hours (h)
3.7.2 Diesel fuels
Specifications The diesel fuels must meet the minimum requirements in the fuel
specifications listed below.
Authorised fuel specifications:
– DIN EN 590
– ASTM D 975-89a – 1D and 2D
The sulphur content should not exceed 0.5% by weight. Higher sulphur
content affects the oil change intervals and the engine lifetime.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Lubricity The reduction of the sulphur content in diesel fuels has raised the problem of
lubricity. It has been found that diesel fuels which comply with the European
limit of 0.05% sulphur by weight can cause wear in injection systems,
especially distributor injection pumps.
Branded fuels (in Germany) contain these lubricant additives as part of their
additives package. The fuel lubricity must be <400µm according to the
HFRR (60°) test.
The additives should be added by the supplier in his capacity as agent
responsible for fuel quality. Addition of secondary lubricity additives by the
customer is not recommended.
Diesel fuel at very low When outside temperatures fall below 0 °C, the flow performance of summer
temperatures diesel fuel may be insufficient as a result of paraffin separation. The same
problem arises with winter diesel fuels below -15 °C.
Diesel fuel containing additives for operating temperatures down to -20 °C is
also often available.
To avoid breakdowns, the diesel fuel must be mixed with two star petrol or
paraffin at low temperatures. Blending in two star petrol must be viewed as
an emergency remedy and it may not exceed 30% by volume.
Four star petrol may not be used for blending.
The engine power can drop in relation to the additive mixture used for cold
conditions. Blending in additives should therefore be kept to a minimum,
taking into account the outside temperatures.
For safety reasons, the fuel may only be mixed in a fuel container. When
refuelling, pour in the fuel additive with lower specific gravity before the
diesel fuel. The engine should then be run until the fuel mixture is circulating
throughout the entire fuel system.
Diesel fuel mixture ratio (% vol.) Outside temperature °C Summer diesel fuel Additive %
%
0 bis -10 70 30
-10 bis -15 50 50 *
Mixing ratio for summer diesel fuel
* If an additive of 50% is necessary, only paraffin may be used (not two-star
petrol).
Outside temperature °C Winter diesel fuel % Additive %

-15 °C -20 °C -15 °C -20 °C
0 bis -10 100 100 - - - -
-10 bis -15 100 100 - - - -
-15 bis -20 70 100 30 - -
-20 bis -25 50 70 50 * 30
Mixing ratio for winter diesel fuel

* If an additive of 50% is necessary, only paraffin may be used (not two-star
petrol).

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Additives for diesel fuel (flow Flow improvers available on the market will also improve the cold weather
improvers) performance of the diesel fuel. Their use requires the observance of quantity
and application recommendations stipulated by the manufacturer.
3.7.3 Coolants for diesel engines

General recommendations The cooling system only functions reliably when it is working in a
prepressurised condition. Therefore it is essential that it is kept clean and
leakproof, that the cooling plug and operating valves function properly and
that the necessary coolant level is maintained.
The anti-freeze and corrosion protection agents approved by us ensure
sufficient protection against cold, corrosion and cavitation, do not corrode
seals and hoses and do not foam.
Coolants which contain unsuitable anti-freeze and corrosion protection or
which have been insufficiently or incorrectly prepared can cause units or
components in the coolant circuit to malfunction as a result of cavitation or
corrosion damage.
Also, heat-insulating deposits can occur on heat-conducting components
which can result in overheating and cause the engine to break down.
Fresh water regulations
Drinking tap water is suitable with the following restrictions.
Appearance: colourless, clear, free of visible impurities.
Sea water, brackish water, salt water and industrial waste water are not
suitable.
Fresh water quality

Description Value and unit
Water hardness 0.6 to 2.7 mmol/l (3 bis 15°d)
pH value at 20 °C 6.5 to 8.0
Chloride ion content max. 80 mg/l
Sulphate ion content max. 80 mg/l
Coolant with DCA 4 DCA 4 stands for diesel coolant additive, and is manufactured by Fleetguard
The cooling system must contain at least 50% by volume anti-freeze and
corrosion protection agent all year round. This protects against freezing
down to around -37 °C.
When coolant loss occurs, make sure that the proportion of anti-freeze has
not dropped below the 50% by volume limit.
Proportion in % of anti-freeze and corrosion protection agent

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Caution There is a risk of damage to the diesel engine.

If the proportion of anti-freeze and corrosion protection agent is too high, the
cooling effect is reduced, causing damage to the engine.
! Do not use more than 60 % anti-freeze and corrosion protection agent.
When carrying out maintenance work, check the concentration of antifreeze

and anti-corrosion agent and correct it if necessary.
The DCA 4 concentration must be between 0.3 and 0.8 units per litre.
The Fleetguard CC2602 M test kit is recommended for testing.
The prescribed interval for changing the coolant is 2 years.
Filling the cooling system for the first time
When the cooling system is filled for the first time or re-filled following
repairs, additional fluid DCA 4 must be added to the DCA 4 concentration in
the coolant filters for anti-freeze and corrosion protection.
Machine type Filling Water Anti-freeze/corrosion Fluid DCA 4
protection agent
L538 30,5 l 14,5 l 14,5 l 1,5 l
L544, L554 32,5 l 15,5 l 15,5 l 1,5 l
L564, L574, L580 38,0 l 18,0 l 18,0 l 2,0 l

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Approved anti-freeze and corrosion protection agents

Approved anti-freeze and corrosion protection agent for diesel engine cooling systems
(concentrate/undiluted)
Product designation Manufacturer
A Agip Antifreeze Plus Agip
Agip Langzeit-Frostschutz Agip
Antigel DB 486 Sotraga
Aral Kühler-Frostschutz A Aral
AVIA Frostschutz APN (G48-00) AVIA
B BP anti frost X 2270 A BP
BP Napgel C 2270/1 BP
C Caltex Engine Coolant DB Caltex
Caltex Extended Life Coolant Caltex
Castrol Anti-Freeze O Castrol
Century F.L. Antifreeze Century
Chevron DEX-COOL Extended Life Anti-Freeze/Coolant Chevron Texaco
D DEUTZ Kühlschutzmittel 0101 1490 DEUTZ
E Esso Kühlerfrostschutz Esso
F Fricofin Fuchs
Frostschutz Motorex (G 48-00) Bucher + Cie
Frostschutz 500 Mobil
G Glacelf Auto Supra Total
Glycoshell AF 405 Shell
Glycoshell N Shell
Glysantin (G48-00) BASF
H Havoline XLC ARTECO
Havoline DEX-COOL Extended Life Anti-Freeze/Coolant Chevron Texaco
I Igol Antigel Type DB Igol
L Labo FP 100 Labo
M Motul Anti-Freeze Motul
O OMV-Frostschutzmittel OMV
Organifreeze Total
OZO Frostschutz S Total
T Total Antigel S-MB 486 Total
Total Frostfrei Total
V Veedol Antifreeze O Veedol
W Wintershall Kühlerschutz Wintershall
Approved anti-freeze and corrosion protection agent (50 : 50 premix)

C Caltex Extended Life Coolant Pre-Mixed 50/50 (ready-to-use-version) Caltex
Chevron DEX-COOL Extended Life Prediluted 50/50 Antifreeze coolant Chevron Texaco
H Havoline XLC, 50/50 ARTECO
Havoline DEX-COOL Extended Life Prediluted 50/50 Antifreeze coolant Havoline
L Liebherr Anti-Freeze APN Mix Id.Nr. 8611045 – 20 l drum LIEBHERR
O Organicool 50/50 Total

L554 - 453 / from 7477
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Using coolant without anti- Using DCA 4 without anti-freeze and corrosion protection agent
freeze In exceptional cases and when outside temperatures never fall below
freezing, such as tropical zones, where it is demonstrable that no approved
anti-freeze and corrosion protection agent is available, the coolant may be
composed solely of water and DCA 4.
In order to protect the cooling system from corrosion in this case:

– About twice as much DCA 4 must be used in relation to the mixture ratio
of anti-freeze and corrosion protection agent and DCA 4.
– The DCA 4 concentration must be between 0.6 -1.06 units per litre.
– The coolant must be replaced once a year.
The Fleetguard CC 2602 M test kit is recommended for testing.
Using anti-corrosion agent without anti-freeze
In exceptional cases and when outside temperatures never fall below
freezing, such as tropical zones, where it is demonstrable that no approved
anti-freeze and corrosion protection agent is available, corrosion inhibitors
may be used.
The coolant must be replaced once a year.

The mixture ratio must consist of 7.5% corrosion inhibitor and 92.5% water.
The Gefo 2710 refractometer is recommended for testing.
Conversion table from Brix to corrosion inhibitor concentration (%vol)
Approved water-soluble corrosion protection agent (concentrate)

Caltex CL Corrosion Inhibitor Concentrate Caltex
Chevron Texaco Heavy Duty Extended Life Corrosion Inhibitor Nitrite Free Chevron Texaco
Havoline Extended Life Corrosion Inhibitor (XLI) ARTECO
Total WT Supra Total

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3.7.4 Hydraulic oils
Specifications Only engine oils (mineral oils) meeting the following specifications and
regulations are permitted.
Description Specifikation
API - classification (American
CF-4, CG-4, CH-4
Petroleum Institute)
ACEA - classification (Association
des Constructeurs Européens de E2, E3, E4
l'Automobile)
Specifications and regulations for hydraulic oil

Viscosity The viscosity is selected according to the SAE (Society of Automotive
Engineers) classification.
The decisive factor for the selection of the correct SAE class is the ambient
temperature.
The selection of the SAE classification has no bearing on the quality of a
hydraulic oil.
The temperature ranges presented in the diagram are merely guidelines.
Selection of the SAE class according to temperature

Warming up For temperatures up to 10 °C below the specified limit:
– Adjust the diesel engine to roughly half speed after starting.
– Activate the hydraulic cylinders and engines and briefly move the
cylinders to their stops.
– Warming up takes roughly 10 minutes.
At even lower temperatures:
– Before starting the engine, prewarm the oil tank.
Environmentally compatible When operating LIEBHERR earth moving machines with environmentally
hydraulic fluids compatible hydraulic fluids, we recommend PANOLIN HLP SYNTH 46 with
the viscosity specified by LIEBHERR.
Conversion of the hydraulic system to an environmentally compatible
hydraulic fluid:
– See the section on conversion from mineral oils to environmentally
harmless hydraulic fluids.

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NOTE:
– Environmentally-compatible hydraulic fluids must be checked every 500
operating hours at regular intervals.
– LIEBHERR recommends that oil analysis is carried out by “WEAR-
CHECK”.
– Oil change:
Not at the interval stated in the maintenance and inspection schedule.
At the interval specified by “WEAR-CHECK“ durchführen.
– Do not mix environmentally-compatible hydraulic fluid from different
manufacturers or with mineral oils. See also the customer service
information.
Monitoring hydraulic oil - changing according to oil samples – analysis
and laboratory report:
Oil change intervals according to sample analysis and laboratory report

1 Service hours 3 Second oil sample
2 First oil sample 4 Further oil samples every 500
operating hours
3.7.5 Lubricating oils for the transmission
Pump distributor gear and axles Gear oils must comply with the API GL-5 and MIL-L 2105 B, C or D
specifications and the viscosity class SAE 90 LS *.
* = Gear oil with limited slip additives for disc brakes and self-locking
differentials.
LS = limited slip additive:
– Not required for pump distributor gears
– Required for axles
For the viscosity class SAE 90 LS, an oil of the viscosity class SAE 80 W 90
LS can also be used.
Transfer gear An ATF oil compliant with the DEXTRON II D specification should be used
as lubrication oil for the axle transfer gear.
Factory filling:
ATF 86 AVIA-FLUID DEXRON II D
Description ID no. Quantity

ATF 86 AVIA-Fluid DEXRON II D 861012601 210 l
ATF 86 AVIA-Fluid DEXRON II D 10009964 20 l

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3.7.6 Grease for general lubrication points

This grease must meet the KP2k specification – consistency 2 of the NL GI
class according to DIN 51818 and DIN 51825 or EP 2 according to NF-T-60
132.
The grease must be made of a lithium complex with a four ball tester (VKA)
value of at least 2300 N according to DIN 51350 or ASTM D 2596.
Application:
– Grease for all lubrication points (according to the lubrication schedule)
– Lubricant grease for bolt fitting
– Lubricant grease for automatic central lubrication systems
Approved greases LIEBHERR 9610 special grease is a milling-resistant, ageing-resistant
lithium grease, providing protection against corrosion with excellent lubricity
over a wide temperature range.
Its molecular composition yields high degrees of shearing and milling
stability and good flow properties in long pipes.
Description ID nor. Quantity

LH 9610 special grease 861302908 400 g (cartridge)
LH 9610 special grease 861301308 10 kg (drum)
LH 9610 special grease 861304508 25 kg (drum)
Lubricant grease for automatic Greases with high-pressure additives (EP greases) are recommended.
central lubrication systems
Only use greases with the same type of saponification.
Note:
Greases with solid lubricant particles such as graphite may not be
used.

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4 Diesel Engine, Pump
Distributor Gear
4.0
Chapter contents
4 Diesel Engine, Pump Distributor Gear ................................ 4.0-1
4.1 Diesel engine ..................................................................................4.1-1

4.1.1 Electrical components on the diesel engine .........................4.1-6
4.1.2 Diesel engine speed sensor .................................................4.1-7
4.2 Fuel system.....................................................................................4.2-1

4.2.1 Fuel level sensor ..................................................................4.2-2
4.2.2 Fuel separator ......................................................................4.2-3
4.2.3 Fine fuel filter ........................................................................4.2-5
4.2.4 Fine fuel filter ........................................................................4.2-6
4.2.5 Refuelling pump (optional) ...................................................4.2-7
4.3 Air filter system ...............................................................................4.3-1

4.3.1 Air filter .................................................................................4.3-1
4.3.2 Vacuum switch .....................................................................4.3-2
4.4 Coupling..........................................................................................4.4-1
4.5 Pump distributor gear .....................................................................4.5-1

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Diesel Engine, Pump Distributor Gear Service Manual

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Service Manual Diesel Engine, Pump Distributor Gear
Diesel engine
4.1 Diesel engine

(ID 9884814, 9883051, 9074804)
Technical data Design

The installed diesel engine is a water-cooled, four stroke in-line engine with
direct injection, with turbocharger and intercooling (except L544).
The diesel engine is installed longitudinally on the rear section and
elastically mounted on rubber bearings. The flywheel end faces toward the
back.
Diesel engine components / view from right

1 Flywheel 13 Fuel separator
2 Flywheel housing 14 Injection pump
3 Opening for turning device 15 Gear pump
4 Engine block 16 Triple gear pump
5 Cylinder head 17 Engine bearing
6 Cylinder head cover 18 Starting excess fuel solenoid
7 Heating valve valve
8 Cooler water connection 19 Engine stop solenoid
9 Flame glow plug 20 Fine fuel filter
10 Combustion air intake manifold 21 Dipstick
11 Lubricating oil filler neck 22 Lubricant oil filter
12 Preglow solenoid valve 23 Oil pan
24 Engine oil cooler

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Diesel engine
Diesel engine components / view from left

1 Gear pump 11 Engine bearing
2 Unit bearing 12 Starter
3 Water filter 13 Turbocharger compressor
4 Shut-off valve 14 Turbocharger turbine
5 Oil separator 15 Alternator
6 Air-conditioning compressor 16 Tension pulley
7 Cooling water line 17 V-ribbed belt
8 Exhaust pipe 18 Tension pulley
9 Speed sensor 19 Crankshaft pulley
10 Sender unit and pressure switch 20 Coolant temperature thermo
for engine oil pressure switch

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Diesel engine
Diesel engine components / view from right

1 Flywheel 13 Fuel separator
2 Flywheel housing 14 Injection pump
3 Opening for turning device 15 Gear pump
4 Engine block 16 Triple gear pump
5 Cylinder head 17 Engine bearing
6 Cylinder head cover 18 Starting excess fuel solenoid
7 Heating valve valve
8 Water connection 19 Engine stop solenoid
9 Flame glow plug 20 Lubricant oil filter
10 Combustion air intake manifold 21 Dipstick
11 Lubricating oil filler neck 22 Engine oil cooler
12 Preglow solenoid valve 23 Oil pan
24 Fine fuel filter

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Diesel engine
Diesel engine components / view from left

1 Gear pump 11 Engine bearing
2 Accessory drive 12 Starter
3 Water filter 13 Turbocharger compressor
4 Shut-off valve 14 Turbocharger turbine
5 Oil separator 15 Alternator
6 Air-conditioning compressor 16 Tension pulley
7 Cooling water line 17 V-ribbed belt
8 Exhaust pipe 18 Tension pulley
9 Speed sensor 19 Crankshaft pulley
10 Sender unit and pressure switch 20 Coolant temperature thermo
for engine oil pressure switch
Design features of the diesel engine:
– Water-cooled four-stroke diesel engine with direct injection
– Turbocharger and intercooling (except L544)
– Service-free gear drive of lubricant pump, water pump and auxiliary
power take-off for gear pumps
– Single cylinder heads
– Wet cylinder liners
– Low number of individual components due to integration of the lubricant
and coolant lines in the crank case
– Oil cooled light alloy pistons
– Engine oil cooler
– Double lubricant oil filter
– Large capacity, tilt-proof oil pan
– Fuel filter
– The forged steel crank shaft, connecting rods and cam shaft are mounted
on triple composite bearings.

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Diesel engine
Function description
Basic function
The diesel engine converts the chemical energy bonded in the fuel into
mechanical energy and makes this available at the flywheel, via the torsion
absorber and the pump distributor gear of the travel hydraulics, the working
hydraulics and the steering hydraulics.
A small proportion of the power is taken off at the accessory drive side of the
diesel engine to drive the gear pumps.
These are single phase pumps which provides the shifting pressure for the
transfer gear, and the triple gear pump for the hydrostatically driven fan, for
the accumulator pressure brake system and for scavenging of the leakage
oil in the variable displacement motor.

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Diesel engine
4.1.1 Electrical components on the diesel engine
Design
Electrical components on the diesel engine

1 Sender unit and coolant 4 Starter M1 8 Engine preglow solenoid valve Y1
temperature thermo switch B20 5 Alternator G1 9 Starting excess fuel solenoid valve
2 Diesel engine speed sensor B24 6 Air-conditioning compressor Y4
3 Sender unit and engine oil magnetic coupling Y22 10 Engine stop solenoid Y5
pressure switch B7 7 Flame glow plug R3
Electrical components on the diesel engine

1 Sender unit and coolant temperature 4 Starter M1 8 Engine preglow solenoid valve
thermo switch B20 5 Alternator G1 Y1
2 Sender unit and engine oil pressure 6 Air-conditioning compressor 9 Starting excess fuel solenoid
switch B7 magnetic coupling Y22 valve Y4
3 Diesel engine speed sensor B24 7 Flame glow plug R3 10 Engine stop solenoid Y5

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Diesel engine
4.1.2 Diesel engine speed sensor

The speed sensor B24 is mounted on the flywheel housing of the diesel
Technical data engine and is designed to measure the diesel engine speed.
The speed-dependent frequency of the generated voltage is used for the
following:
– Controlling the fan drive
– Starting the emergency steering pump check
– Diesel engine RPM output
– Power limiting control
– Overspeed protection
– Inching control
Design
The speed sensor is an electromagnetic component with permanent magnet
and coil (magnetic frequency encoder).
The distance between sensor and flywheel ring gear is fixed.
Basic function
Like all electricity generators (alternators), the speed sensor produces a
sinusoidal alternating voltage. The RPM of the diesel engine, number of
poles (number of teeth on flywheel ring gear) and the frequency of the
generated alternating voltage are directly proportional. The frequency of the
voltage generated is proportional to the speed.
Distance "a" = 2.4±3 mm
Speed sensor installation

Plug pin assignment
1 Coil connection A
2 Coil connection B
3 Shielding

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Diesel engine

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Fuel system
4.2 Fuel system

Design
Technical data
The fuel tank is located behind the right-hand cab access.
Fuel system
1 Fine fuel filter 5 Filler strainer 9 Return line
2 Fuel separator 6 Distributor (suction and return-flow lines) 10 Fuel pump
3 Suction line 7 Fuel level sensor 11 Injection pump
4 Tank filler cap 8 Drain valve
The fuel is drawn up by the fuel supply pump via the suction line and the fuel
separator (water and contaminant precipitator) and is fed to the injection
pump via a fine filter.

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Fuel system
4.2.1 Fuel level sensor

(ID 6906003, 6905990)
Design
The fuel level sensor is fitted vertically in the fuel tank.
The electrical connection to the display unit consists of a lead and plug
connections.
Two electrodes are installed in the sensor pipe to determine the fuel level in
the tank.
The electrodes 3 installed in the sensor pipe of the fuel level sensor 2
measure the fuel level using a capacitive resistor.
The electronics in the head of the fuel level sensor 2 send a corresponding
1V - 4V signal to the main electronics.
In the control board A1, the signal is converted to a digital signal and sent on
to the fuel supply indicator in the display unit.
Fuel supply display

Fuel supply display

1 Fuel level sensor 4 Fuel level in mm
2 Fuel supply display 5 Voltage
3 Fuel supply symbol field 6 Quantity in litres

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Fuel system
Fuel supply display

Fuel supply display

1 Fuel level sensor 4 Fuel level in mm
2 Fuel supply display 5 Voltage
3 Fuel supply symbol field 6 Quantity in litres
The diagram shows the voltage of the fuel level sensor 1 in relation to the
fuel level.
The lower the tank contents 6, the higher the voltage 5 and therefore the
corresponding level shown in the fuel supply display.
When the fuel supply is down to reserve level, the fuel supply symbol field 3
flashes.
4.2.2 Fuel separator

(ID 7382133)
The fuel system of the diesel engine (supply pump, injection pump, injection
Technical data nozzles, valves and pistons) is protected to a large degree from
contamination by the fuel separator.
Design
The fuel separator functions both as a water separator and filter. A multi-
stage centrifugal system solves the problem of water and contamination in
the fuel. It is installed in the suction line of the fuel system.
The inlet connection line is linked with the fuel tank and the outlet line with
the fuel supply pump.
Fuel separator

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Fuel system
1 Bleeder screw 4 Sight glass

2 Cover 5 Drain cock
3 Housing
Operation of the fuel separator
Fuel separator
1 Bleeder screw 8 Housing
2 screw 9 Centrifuge
3 Cover 10 Seal
4 Seal 11 Sight glass
5 Holding clamp 12 Sight glass holding ring
6 Filter insert 13 Drain cock
7 Seal
The fuel is drawn up by the fuel supply pump through the inlet opening in the
housing 8. The fuel is then directed via the centrifuge 9 into the lower section
of the housing in a rotary movement (1st stage). The centrifugal effect
results in a large proportion of the water and contamination being separated
out and deposited in the lower section of the sight glass 11. The direction of
flow is then reversed (2nd stage) and further amounts of water and
contaminants are separated out here by precipitation.
In the 3rd stage, the fuel is then directed between the inner face of the sight
glass and the outer casing of the centrifuge 9 by guide vanes and suction
channels. Here more water and contaminants are collected on the guide rail
and channelled off via return-flow channels down into the sight glass 11.
The fuel then goes through stage 4. There it reaches the bottom section of
the housing 8, which contains a gullet. The fuel is still making a swirling
movement. The remaining water and contaminant particles now collect in the
gullet, accumulate and become larger. When the particles reach a certain
size, they migrate downwards and are also channelled off into the lower
section of the sight glass 11.

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Fuel system
Only then does the cleaned fuel flow through the filter insert 6 (5th stage)
from the bottom up. Any remaining fine water or contaminant particles are
filtered out here.
By opening the bleeder screw 1 and draining off the water and
contamination, the filter insert 6 is flushed against the flow direction. This
prolongs the service life of the filter insert 6.
4.2.3 Fine fuel filter

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Technical data The filter can be serviced without any tools. The filter cartridge can be
removed and fitted by hand during servicing.
Design
The fuel filter is designed as a fine filter with a water separator, and is fitted
between the fuel pump and the injection pump.
This is a disposable filter cartridge which must be replaced after each
service.
Fine fuel filter

1 Filter cartridge 2 Water drain valve
The fine fuel filter protects the fuel system from contamination.
The diesel fuel is pumped under pressure from the fuel pump via the filter
intake into the filter insert.
The pressure of the fuel pump then forces the fuel through the filter liner,
thus filtering it.
The filtered fuel then flows through the filter head via the fuel line to the
injection pump.
The water in the fuel system is separated from the fuel by the impregnation
of the filter insert and then deposited by means of gravity in the bottom of the
filter housing.
The filter can be emptied for the purpose of maintenance by opening the
drain valve.

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Fuel system
4.2.5 Refuelling pump (optional)

(ID 7411129)
Technical data
The refuelling pump is installed at the back of the rear section.
The refuelling pump is only suitable for diesel fuel.
The refuelling system is designed to facilitate filling of the fuel tank with
diesel fuel from a container (for example, a drum).
Design
Main components of the refuelling pump

1 Suction connection 4 DC motor
2 Pressure connection 5 Electrical connection
3 Fuel pump
Components of the refuelling pump

1 Snap ring 5 Seal 9 Electrical connection
2 Check valve 6 Pressure housing 10 Carbon brush
3 Suction housing 7 Feather key
4 Impeller wheel 8 DC motor

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Fuel system
Refuelling system
Refuelling pump
The refuelling pump 5, which is a cellular vane pump, draws up the fuel via
the suction line 6 and the suction line extension 7 with integrated suction
strainer 8 from the container 9 (barrel) and pumps it through the pressure
line 4 to the machine's fuel tank 3.
The refuelling pump 5 is switched on and off with the detachable key on the
switch 2.
The refuelling pump 5 is filled with diesel fuel before being commissioned,
making it self-priming. At the same time, the diesel fuel lubricates the glide
ring seals in the pump.
A check valve in the suction connection prevents idle running by the
refuelling pump 5, thus maintaining its self-priming character.
The DC motor does not have any internal thermal fuse protection, it is
designed for a duty cycle of 15 minutes.
The external 20 Amp fuse F05 (located in the control panel) is designed to
provide protection against short circuits and overloading.

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Coupling
4.3 Air filter system

(ID 9654591, 9654186)
Design
Air filter system

1 Vacuum switch 5 Air filter
2 Vacuum switch cable 6 Fixing clips
3 Rain cap 7 Filtered air intake hose
4 Fixing clips 8 Fixing clips
The diesel engine sucks in fresh air via the rain cap 1 and the air filter 3.
The filtered air is provided to the engine via the turbocharger.
4.3.1 Air filter
Design
Air filter

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Coupling
Air filter unit

The main element 2 and the safety element 1 of the dry air filter are
designed so that maximum engine protection is guaranteed over very long
service intervals.
The main element 2 with radial seals for the filtered air intake in the filter
housing 6 is subject to maintenance when necessary and when scheduled.
The safety element 1 acts as a backup in case the main element 2 is
damaged.
The safety element 1 is not a service filter – it must be changed when
necessary.
The dust extraction valve 5 automatically removes dust from the air cleaner
cover 3.
The tangential arrangement of the inlet port means the air sucked in rotates
rapidly, forcing coarse dust particles against the side of the casing, where
the intake air flow deposits them in the air cleaner cover 3.
At idle speed, the vibrations of the intake air force the dust particles collected
in the air cleaner cover 3 out through the dust extraction valve 5.
The air cleaner cover 3 must be fitted so that the dust extraction valve 5
faces downwards.
When the engine is running (at lower idle speed) you should be able to feel
pulsations of air at the dust extraction valve 5.
4.3.2 Vacuum switch

(ID 6906001)
Vacuum switch layout

1 Vacuum switch 2 Air filter
The vacuum switch 1 monitors the pressure between the turbocharger and
the air filter 2.
If the filters are dirty (excess vacuum) it activates the air filter contamination
symbol field in the display unit.

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Coupling
4.4 Coupling
(ID 5716293)

The coupling acts as an elastic torsion absorber and oscillation damper
between the flywheel of the diesel engine and the pump distributor gear.
Location of the coupling

1 Torsion absorber 2 Flywheel

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Coupling
Main components of the torsion absorber

1 Complete torsion absorber 5 Disc
2 Hub 6 Fixing screw
3 Pressure springs 7 Flywheel housing
4 Disc 8 Flywheel
The disc 5 is bolted to the flywheel 8 of the diesel engine. The hub 2 is
axially guided by discs 4 riveted to it. The hub 2 can be moved radially on
the disc 4. The pressure rings 3 attached in a ring pattern form an elastic link
which transmits the torque between the disc 5 and the hub 2. The drive shaft
of the pump distributor gearbox is coupled to the hub 2 by a spline shaft
gearing.

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Coupling
Basic function
The coupling acts as an elastic connection, while also attenuating torque
peaks between the diesel engine and the pump distributor gear to be driven.
The coupling transmits the diesel engine torque to the pump distributor gear.
Power transfer
The following components transmit the torque from the diesel engine to the
pump distributor gear.
– Flywheel 8
– Fixing screws 6
– Discs 4 and 5
– Pressure springs 3
– Hub 2
Damping
The pressure springs 3 attenuate the load variations and torque peaks on
the diesel engine crankshaft. The rotary harmonics of the crankshaft are
thus transmitted in a highly dampened form to the pump distributor gear.

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Coupling

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4.5 Pump distributor gear

(ID 9376748, 9277102)
Design
Technical data
The pump distributor gear is a single-stage spur wheel-type transmission
and is attached to the flywheel housing on the diesel engine.
Installation location of the pump distributor gear

1 Working hydraulics pump 3 Travel hydraulics pump
2 Steering hydraulics pump 4 Pump distributor gear
Rear view of pump distributor gear

1 Housing 5 Travel hydraulics pump
2 Dipstick connection
3 Oil filling tube 6 Oil drain valve
4 Working and steering hydraulics
pump connection

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Front view of pump distributor gear

1 Housing 5 Oil drain valve
2 Oil filling tube 6 Travel hydraulics pump
3 Dipstick connection
4 Working and steering hydraulics
pump connection

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Sectional view of the pump distributor gear

1 Housing 14 Ball bearing
2 Stud screw 15 O-ring
3 Disc 16 Stud screw
4 Hex nut 17 Hex nut
5 O-ring 18 Disc
6 Ball bearing 19 Ball bearing
7 Spur gear for working and 20 Cylinder roller bearing
steering pump 21 Drive shaft
8 Bearing flange 22 Shaft seal ring
9 O-ring 23 Bearing flange
10 Cylinder roller bearing 24 O-ring
11 Bearing flange 25 Ball bearing
12 O-ring
13 Spur gear for travel pump

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Power transmission
The pump distributor gear transmits and distributes the diesel engine output
torque to the hydraulic pumps for:
– Travel hydraulics
– Working hydraulics
– Steering hydraulics
Drive
The pump distributor gear is driven directly by the diesel engine flywheel via
the elastic coupling.

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5 Cooling system
5.0
5 Cooling system.................................................................... 5.0-1
5.1 Gear pump ......................................................................................5.1-1
5.2 Gear motor......................................................................................5.2-1
5.3 Temperature sensor .......................................................................5.3-1

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Cooling system Service Manual
Cooling system

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Service Manual Cooling system
Cooling system
Design
The cooling system is fitted between the diesel engine and the driver's cab
on the rear section.
Cooling system components

1 Cooler unit frame 5 Hydraulic oil cooler
2 Water cooler 6 Fan blade
3 Air-conditioning condenser 7 Gear oil cooler
4 Intercooler (L544 from level II)

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Cooling system
Cooling system components

1 Cooler unit frame 10 Gear oil cooler 20 Fan motor pressure line
2 Coolant equalising reservoir 11 Fan blade 21 Fan motor in-line filter
3 Coolant level sensor 12 Cooler box 22 Water cooler
4 Coolant temperature sensor (B21) 13 Transfer gear 23 Intercooler
5 Hydraulic tank 14 Gear oil return line 24 Air-conditioning condenser
6 Hydraulic oil temperature sensor 15 Gear oil supply line 25 Fan pump suction connection
(B8) 16 Variable displacement motor 2 26 Fan pump suction connection
7 Fan motor leaking oil line 17 Variable displacement motor 1 27 System pressure test connection
8 Variable displacement motor 18 Fan motor leaking oil line 28 Triple gear pump
leaking oil line 19 Gear motor with proportional
9 Hydraulic oil cooler pressure relief valve

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Cooling system
Basic function
The fan draws in cooling air from outside, feeding it over the cooling fins on
the cooler units and back out again through the diesel engine.
– The cooling system cools:
– The diesel engine coolant
– The hydraulic oil
– The diesel engine charge air (L544 from level II)
– The air-conditioning condenser
– The gear oil
Hydraulic control of the fan speed
Hydraulics plan of the fan drive

1 Cooler unit 5 Complete proportional 8 Shut-off valve
2 Gear motor pressure relief valve 9 Variable displacement motor 1
3 Pressure relief and proportional valve 6 Triple pump 10 Variable displacement motor 2
4 Main piston 7 Hydraulic tank
The speed of the hydrostatically-driven fan depends on the diesel engine
RPM and the temperature of the coolant or hydraulic oil.

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Cooling system
Electric control of the fan speed
Block diagram of the cooling system

1 Control electronics A1 (CPU) 6 Hydraulic oil cooler 11 Gear pump
2 Control electronics A2 (MC6) 7 Gear motor 12 Speed sensor (B24)
master connector 8 Gear motor in-line filter 13 Hydraulic oil temperature sensor
3 Control electronics A2 (MC6) 9 Proportional pressure relief (B8)
4 Control electronics A2 (MC6) valve Y13 14 Hydraulic tank
slave connector 10 Coolant temperature sensor 15 Diesel engine
5 Water cooler (B21)
The fan speed is controlled by:
– Speed sensor B24 on the diesel engine
– Coolant temperature sensor B21 in the coolant circuit
– Hydraulic oil temperature sensor B8 in the hydraulic oil circuit
– Proportional pressure relief valve Y13 on the gear motor
– Control electronics A2 (MC6)
The control electronics A1 (CPU) process the following measurements:
– Resistance values from the coolant temperature sensor B21
– Resistance values from the hydraulic oil temperature sensor B8
The control electronics A1 (CPU) converts these values into digital signals
and transmits them to the control electronics A2 (MC6). A current is
generated based on the measured quantity. This current controls the
proportional pressure relief valve Y13 on the gear motor and hence the fan
speed.
When the temperature of the fluid is high this means the resistance in the
temperature sensor is high, and therefore the current in the proportional
pressure relief valve Y13 is low.
The resistance changes in almost exact proportion to the temperature of the
liquid.

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Cooling system
In the event of excess hydraulic oil temperature B8, the following

measures are activated:
– Starting at 85°C the current supplied to the proportional pressure relief
valve Y13 is reduced to 0 mA. This means the fan motor M1 turns at
maximum speed
– Starting at 90°C -100°C the current at the control pressure proportional
valve is reduced linearly to 40% (reduction in tractive force).
– Starting at 95°C service code E92 is displayed in the display unit. A
warning signal sounds every 10 seconds and the excess temperature
hydraulic oil warning light H23 is activated.
In the event of excess hydraulic oil temperature B21, the following
measures are activated:
– Starting at 90°C the current supplied to the proportional pressure relief
valve Y13 is reduced to 0 mA. This means the fan motor M1 turns at
maximum speed
– Starting at 97°C -102°C the current at the control pressure proportional
valve is reduced linearly to 40% (reduction in tractive force).
– Starting at 97°C service code E97 is displayed in the display unit, and a
warning signal sounds every 10 seconds.
In the event of excess hydraulic oil temperature B20, the following measures
are activated:
– Above 100°C the service code E26 appears in the display unit and a
continuous tone issounded.
Electrical current fan speed diagram

1 Fan speed 5 L544 – L554 characteristic fan
2 Proportional valve current in mA speed curve with de-energised
3 Diesel engine speed proportional pressure relief valve
4 L564 – L580 characteristic fan Y13 or if sensor B8, B21 fails,
speed curve with de-energised cable breaks or similar
proportional pressure relief valve 6 L544 - L580 fan speed at low
Y13 or if sensor B8, B21 fails, temperature (minimum speed)
cable breaks or similar

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Cooling system
System pressure – electrical current - fan speed tables

Fan control System pressure Current Fan speed
At high engine speed, hydraulic oil up to 30°C and
20 ±5 bar 1350 mA 430 min-1
coolant up to 78°C
At high engine speed, hydraulic oil 31 - 55°C and
65 ±5 bar 880 mA 1200 min-1
coolant up to 78°C
At high engine speed, hydraulic oil 56 -73°C and
65 - 125 ±5 bar 880 - 550 mA 1200-1750 min-1
coolant 79 - 84°C
At top engine speed, hydraulic oil above 74 - 85°C
125 ±5 bar 550 mA 1750 min-1
and coolant above 85 - 90°C
At top engine speed, hydraulic oil above 85°C,
coolant above 90°C or proportional solenoid de-
energised or one of the two temperature sensors 175 ±5 bar de-energised 2130 min-1
disconnected. Also suitable for setting the pressure
relief valve.
Valid for: L564 - 463 / 7477 - 7710; L574 - 473 / 7477 - 7926; L580 - 458 / 7477 - 7929
20 ±5 bar 1350 mA 430 min-1
coolant up to 78°C
90 ±5 bar 780 mA 1100 min-1
coolant up to 78°C
90 - 150 ±5 bar 780 - 390 mA 1100 - 1500 min-1
coolant 79 - 84°C
150 ±5 bar 390 mA 1500 min-1
relief valve.
20 ±5 bar 1350 mA 430 min-1
coolant up to 78°C
90 ±5 bar 900 mA 1130 min-1
coolant up to 78°C
90 -180 ±5 bar 900 - 470 mA 1130 -1740 min-1
coolant 79 - 84°C
175 ±5 bar 470 mA 1740 min-1
relief valve.

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Zahradpumpe
5.1 Gear pump

(ID 10007927)
Arrangement of gear pumps

1 Variable displacement motor 3 Cooling system gear pump
scavenging gear pump 4 Transfer gear pump
2 Brake system gear pump
The gear pumps are mounted on the diesel engine accessory drive and are
driven at a set transmission ratio by the spur gear drive of the Diesel engine.
The shafts between the individual pumps are connected by drivers. The
individual pumps are sealed off from one another. The cooling system gear
pump 3 is connected to the hydraulic tank, with the pressure side to the gear
motor on the cooler box.
Gear pump components

1 Shaft seal ring 5 Gearwheels
2 Flange 6 Housing
3 Seals 7 Housing cover
4 Bearing bushings

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Basic function
The gear pump consists of two meshing gears enclosed in a housing. One of
the gears is driven by the external shaft (driving gear), the other is driven via
the meshed teeth (driven gear).
The incoming hydraulic fluid is trapped in the gaps between the teeth and is
pumped outside along the housing from the intake to the discharge
connection.
Pressure relief
The pressure in the gear pump cooling system is relieved by the pressure
relief valve on the gear motor.

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Gear motor
5.2 Gear motor

(ID 5716676, 10013344)
The gear motor is mounted on the cooler box. The gear motor drives the fan
Technical data blade via a shaft.
The proportional pressure relief valve mounted on the gear motor controls
the fan speed.
Design
Gear motor with proportional pressure relief valve

1 Gear motor 3 Proportional pressure relief
2 Fan drive shaft valve
Gear motor with proportional pressure relief valve

1 Bearing cover 7 Gasket set 11 O-ring
2 Gasket set 8 Proportional pressure relief valve 12 Shaft
3 Bearing bushing connection housing 13 Roller bearing
4 Gearwheels 9 Proportional pressure relief valve 14 Shaft seal ring
5 Bearing bushing 10 O-ring 15 Bearing cover
6 Motor housing

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Gear motor
Proportional pressure relief valve

1 Pressure relief adjusting screw 6 Secondary spring 10 Housing
2 Counter nut 7 Housing 11 Primary spring
3 Protective cap 8 Secondary piston 12 Main piston
4 Electromagnet 9 Secondary restrictor 13 Primary restrictor
5 Connection for electromagnet
Basic function
The gear motor 1 is driven by the gear pump flow.
The proportional pressure relief valve 3 integrated on the gear motor 1
controls the speed of the gear motor and hence the fan speed.
Fan motor diagram

1 Gear motor P Inlet from the pump
2 Complete proportional pressure T1 Return flow to the variable
relief valve displacement motors
3 Proportional pressure relief valve (bearing scavenging)
4 Main piston T2 Relief seal (return flow to
the tank)

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Gear motor
Pressure control with the proportional pressure relief valve
How the proportional pressure relief valve works

When the solenoid 1 is not energised, the proportional pressure relief valve
works like a pilot-controlled pressure relief valve.
The pressure applied to "P" is delivered into the spring chamber of the main
piston 7 via the primary restrictor 8 and is also applied to the secondary
piston 5 via the secondary restrictor 4. The pressure relief at the main piston
7 causes the primary spring to close the main piston.
If the pressure at the secondary piston 4 reaches such a level that the set
force of the secondary spring 2 is exceeded, the secondary piston 4 opens
and oil can flow into the tank chamber. This causes a difference in pressure
on either side of the main piston 7, which causes the main piston 7 to open.
If the solenoid 1 is energised, a different magnetic force is generated
according to the strength of the current.
This magnetic force affects the iron core 3 and pulls it back with a force
proportional to the strength of the current.
The magnetic force reduces the set spring force of the secondary spring 2
by the strength of the magnetic force. This opens the proportional valve
when the system pressure is low.
Fan speed control

The proportional pressure relief valve acts like a bypass on the gear motor.
When the temperature is low, the bypass is almost completely open. Most of
the pump flow is delivered to the tank via the bypass valve. The fan rotates
at a reduced rate (minimum speed = dragging speed).
As the temperature rises, the bypass valve closes in proportion to the
temperature. The gear motor turns the fan at a higher speed.
Failsafe function (protection against failures)

The failsafe function means that if a power failure occurs in the proportional
pressure relief valve, the bypass valve will close. The gear motor is driven by
the full flow of the gear pump. The fan rotates at the maximum speed.

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Gear motor

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Temperature sensor
5.3 Temperature sensor

(ID 6290186)
Technical data
The temperature sensor is used to measure the temperature of the coolant
and the hydraulic oil.
Design
The sensor element of the temperature sensor consists of a thin-layer nickel
resistor encapsulated in a casting compound.
Temperature sensor
Temperature measurement
Temperature / resistance curve

As the temperature rises, so does the resistance in the sensor.
The resistance curve of the temperature sensor is almost a straight line.

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Temperature sensor

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6 Travel Hydraulics
6.0
Chapter contents
6 Travel Hydraulics ................................................................ 6.0-1
6.0.1 Travel hydraulics L544, L554 ...............................................6.0-3
6.0.2 Travel hydraulics, L564 - L580 ...........................................6.0-10
6.1 Variable displacement pump ..........................................................6.1-1

6.1.1 Variable displacement pump L544, L554 .............................6.1-1
6.1.2 Variable displacement pump L544 – L580 .........................6.1-11
6.2 Variable displacement motors ........................................................6.2-1

6.2.1 Variable displacement motor................................................6.2-3
6.2.2 Gear pump scavenging for variable displacement motors ...6.2-8

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Travel Hydraulics Service Manual

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Service Manual Travel Hydraulics
6.0.1 Travel hydraulics L544, L554

Design
Main components of the travel hydraulics
1 Hydraulic tank 5 Overspeed protection solenoid valve 8 Suction pump

2 Variable displacement pump 6 Collector pipe 9 Fan pump
3 Variable displacement motor 1 7 Oil cooler 10 Fan motor
4 Variable displacement motor 2

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Basic function
Hydraulic plan of the travel hydraulics

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1 Hydraulic tank 21 Axial piston pump 40 Variable displacement motor 2,

2 Return strainer 22 Travel direction valve complete
3 Bleeder filter 23 Servo cylinder 41 Axial piston drive unit
4 Return suction filter 24 Restrictor 1.8 mm 42 Check valves
5 Replenishing valve with strainer 25 Pressure relief and replenishing 43 Proportional valve and control
6 Pre-tension valve valve A piston
7 Bypass valve 26 Pressure relief and replenishing 44 Servo piston
8 Shut-off valve valve B 45 Discharge valve
9 Return flow of oil from the 27 Replenishing pressure relief 46 Pressure relief valve with orifice
working hydraulics valve 47 Orifice 4.2 mm
10 Fan gear pump 28 Pressure cut-off
11 Brake system gear pump 29 Control pressure proportional Test connections:
12 Suction pump for variable valve PST Control pressure / variable
displacement motors 30 Replenishing pump displacement pump
13 Oil cooler 31 To working hydraulics pilot G Replenishing pressure
14 Fan blade control MA High pressure / travel direction,
15 Fan motor, complete 32 Bypass valve forward
16 Gear motor 35 Variable displacement motor 1, MB High pressure / travel direction,
17 Pressure relief and proportional complete reverse
valve 36 Axial piston drive unit M1 Servo pressure / variable
18 Main piston 37 Check valves displacement motor 1
19 Bypass valve 38 Proportional valve and control M2 Servo pressure / variable
20 Variable displacement pump, piston displacement motor 2
complete 39 Servo piston P High pressure / fan
The hydrostatic travel drive operates in a closed circuit. The variable
displacement pump 20 pumps oil directly to the variable displacement
motors 35 and 40. The oil returning from the variable displacement motors is
pumped back to the intake side of the variable displacement pump.
The travel direction valve 22 determines the direction in which the
displacement pump operates and thus the travel direction of the machine.
1. Gear: At low speeds or high traction loads the two variable displacement
motors swivel to a wider angle. This leads to a low output speed and a high
torque at the variable displacement motors. If the speed is increased, both
variable displacement motors then control in the direction of the smaller
swivel angle.
2. Gear: The variable displacement motor 35 is disengaged (does not move)
and set to a swivel angle of 0°. The variable displacement motor 40 controls
a particular swivel angle that depends on the speed.
a particular swivel angle that depends on the speed. The highest speed is
reached when the variable displacement motor is at a swivel angle of
approximately 15°.

The variable displacement pump operates in a closed circuit. It pumps the oil
directly to the variable displacement motors. The oil flowing back from the
variable displacement motors is fed back to the suction side of the variable
displacement pump.
The variable displacement pumps are controlled by the microcontroller.
Depending on the operating condition of the machine, the control pressure
proportional valve 5 is regulated by the microcontroller. The proportional
valve regulates the control pressure and thus the flow of the variable
displacement pump.
The variable displacement pump is adjusted to a lower displacement by the
reaction forces from the high pressure.

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The travel direction valve 3 determines the direction in which the

displacement pump operates and thus the travel direction of the machine.
The pressure cut-off 2 limits the maximum operating pressure within the
closed circuit.
The pressure relief valves 4 for the travel direction forwards and backwards
protect the travel drive against excessively high pressure peaks.
See the detailed description in the "Variable displacement pump" section.
Controlling the variable displacement pump
The following parameters influence how the variable displacement pump is
controlled:
– Gas pedal position
– Variable displacement pump power limiting control (excessive diesel
engine throttling)
– Inching function
– Tractive force control
– Excessively high hydraulic oil or coolant temperature
– Overspeed or excessive speed
Gas pedal position When the gas pedal is actuated, the microcontroller increases the current on
the control pressure proportional valve, and the variable displacement pump
swivels out.
The control pressure proportional valve is energised starting at a speed of
830 min-1. Afterwards, the current increases to the set values according to
the diesel engine speed.
Power limiting control variable The power limiting control is activated if the diesel engine is throttled due to
displacement pump excessive pressure. This can occur when driving and if the working
hydraulics or steering is additionally actuated.
The microcontroller then reduces the current on the control pressure
proportional valve until the diesel engine speed is once again within the
normal speed range.
Inching function When the inching brake pedal is actuated, the microcontroller reduces the
current on the control pressure proportional valve and a hydrostatic braking
procedure is triggered.
At an excessively high diesel engine speed of 2450 min-1, the inching
function is reduced at a linear rate. It is disabled at a speed of 2600 min-1.
This prevents the diesel engine from rotating too quickly when driving uphill.
If the inching angle sensor fails, the inching function is gradually disabled
within 20 sec.
Tractive force adjustment If the tractive force control is active, the microcontroller reduces the
maximum current on the control pressure proportional valve. In the process
the machine only attains the tractive force set.
The following parameters are required for the tractive force control:
– Tractive force button switch is switched on
– Machine when travelling forward
– Machine in 1st gear (also with kick-down)
With two buttons the tractive force adjustment can be set within a range of
100% to 25% depending on the requirements at hand.
The tractive force control is diminished at a linear rate from 0.3 to 4 km/h as
the speed increases.
Excess temperature If the hydraulic oil (90 - 95°C) or coolant (97 - 102°C) becomes excessively
hot, the microcontroller reduces the current on the control pressure

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proportional valve. The current is reduced at a linear rate of 40 % from the

maximal current.
The control pressure proportional valve will not be energised again until the
temperature has fallen below the limit value.
Overspeed or excessive speed Starting at a certain speed in each gear, the microcontroller begins to
gradually reduce the current on the control pressure proportional valve to
200 mA.
At a higher speed or if the speed of the diesel engine or variable displace-
ment motors is too high, the rear-axle brake is automatically activated.
Variable displacement motors

The variable displacement motors drive the transfer gear. A high or low
torque is transmitted to the gears depending on the swivel angle and the
high pressure.
The flow from the displacement pump reaches the variable displacement
motors via pressure connection A or B. In the process, the regulating pistons
which move along the cylinder of the variable displacement motors are
subjected to pressure. The resulting force turns the drive shaft and
generates a certain torque.
The variable displacement motors are controlled by the microcontroller.
Depending on the operation conditions of the machine, the proportional
valves 3 on the variable displacement motors are controlled by the
microcontroller. The swivel angle or the displacement is adapted to the
particular operating condition.
The discharge valve 4 in the variable displacement motor 1 is employed in
the closed circuit to avoid heat build-up. In the process, oil is discharged
from the low pressure side of the closed circuit and fed to the hydraulic tank.
The replenishing pump replaces this oil quantity with cooled oil.
Controlling the variable displacement motors
controlled:
– Speed
– Variable displacement motor power limiting control (excessive diesel
engine throttling)
– Tempomat

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Speed The proportional valves on the variable displacement motors are energised
according to the speed.
Gas pedal position The lower the current at the proportional valve of the variable displacement
motors, the smaller the swivel angle and the displacement on the variable
displacement motors. The gas pedal position determines how fast the
variable displacement motors can be adjusted in the direction of the smaller
swivel angle. This is what determines the acceleration of the machine.
Variable displacement motor The power limiting control is activated if the diesel engine is throttled due to
power limiting control excessive pressure. This can occur when driving and if the working
The microcontroller then increases the current on the proportional valve of
the variable displacement motors until the diesel engine speed is once again
within the normal speed range. The variable displacement motors then
control in the direction of the larger swivel angle.
Inching function When the inching brake pedal is actuated, the microcontroller increases the
current on the proportional valve of the variable displacement motors, and a
hydrostatic braking procedure is triggered.
Tempomat With the Tempomat function the variable displacement motors swivel to a
particular displacement that corresponds to the full throttle position of the
selected speed. This also causes the speed to be reduced when the diesel
engine speed is throttled.
It is activated only in forward travel in the fixed gears 1 or 2.
The current speed when the Tempomat button is pressed is stored. At full
throttle the machine will achieve this pre-selected speed.
Overspeed or excessive speed If the diesel engine speed is too high when travelling uphill, the variable
displacement motors swing to a smaller swivel angle. If the diesel engine
speed passes a critical mark, the rear axle brake is activated.
If the speed of the variable displacement motors is too high, the rear-axle
brake is also activated.
Variable displacement motor bearing flushing

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The bearing flushing supplies fresh, cooled oil to the tapered roller bearings
and into the housing of the variable displacement motors. The hot oil is
removed by suction.
The returning flow of oil from the fan motor 1 is supplied to the connection U
of the variable displacement motors. The orifice 9 ensures that the oil is
evenly distributed over both variable displacement motors.
The suction pump 3 sucks oil away from the connection T of both variable
displacement motors. The hot oil flows to the oil cooler 6 and then to the
hydraulic tank 5 via the return suction filter 4.
Hydraulic tank
The hydraulic tank provides filtered oil for the replenishing pump of the travel
hydraulics. The replenishing pump draws up oil from the hydraulic tank via
the connection 1.
A pre-tension valve in the return suction filter 3 preloads the suction side of
the replenishing pump with a pressure of 0.5 bar. The replenishing pump is
better able to draw up the oil for cold starts. This means that the pressure in
the hydrostatic control circuit increases more quickly and a better drive
performance is achieved.
The oil returning from the travel hydraulics is directed over the oil cooler. The
returning oil is then directed through the connection 2 and the return suction
filter 3 back into the hydraulic tank.
The bleeder filter 4 compensates for pressure differences inside the
hydraulic tank by providing appropriate ventilation.
See the detailed description in the "Hydraulic tank" chapter.

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6.0.2 Travel hydraulics, L564 - L580

Design
Main components of the travel hydraulics

1 Hydraulic tank 5 Overspeed protection solenoid valve 8 Suction pump
2 Variable displacement pump 6 Collector pipe 9 Fan pump
3 Variable displacement motor 1 7 Oil cooler 10 Fan motor
4 Variable displacement motor 2

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Basic function
Hydraulic plan of the travel hydraulics

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1 Hydraulic tank 21 Axial piston pump 40 Variable displacement motor 2,

2 Return strainer 22 Travel direction valve complete
3 Bleeder filter 23 Servo cylinder 41 Axial piston drive unit
4 Return suction filter 24 Restrictor 1.8 mm 42 Check valves
5 Replenishing valve with strainer 25 Pressure relief and replenishing 43 Proportional valve and control
6 Pre-tension valve valve A piston
7 Bypass valve 26 Pressure relief and replenishing 44 Servo piston
8 Shut-off valve valve B 45 Discharge valve
9 Return flow of oil from the 27 Replenishing pressure relief valve 46 Pressure relief valve with orifice
working hydraulics 28 Pressure cut-off 47 Orifice 4.2 mm
10 Fan gear pump 29 Control pressure proportional
11 Brake system gear pump valve Test connections:
12 Suction pump for variable 30 Replenishing pump PST Control pressure / variable
displacement motors 31 To working hydraulics pilot control displacement pump
13 Oil cooler 32 Bypass valve G Replenishing pressure
14 Fan blade 33 Variable displacement motor 1, MA High pressure / travel direction,
15 Fan motor, complete complete forward
16 Gear motor 34 Axial piston drive unit MB High pressure / travel direction,
17 Pressure relief and proportional 35 Check valves reverse
valve 36 Proportional valve and control M1 Servo pressure / variable
18 Main piston piston servo piston displacement motor 1
19 Bypass valve 38 Discharge valve M2 Servo pressure / variable
20 Variable displacement pump, 39 Pressure relief valve with orifice displacement motor 2
complete P High pressure / fan
The hydrostatic travel drive operates in a closed circuit. The variable

displacement pump 20 pumps oil directly to the variable displacement
motors 33 and 40. The oil returning from the variable displacement motors is
pumped back to the intake side of the variable displacement pump.
The travel direction valve 22 determines the direction in which the displace-
ment pump operates and thus the travel direction of the machine.
1. Gear: At low speeds or high traction loads the two variable displacement
motors swivel to a wider angle. This leads to a low output speed and a high
torque at the variable displacement motors. If the speed is increased, both
variable displacement motors then control in the direction of the smaller
swivel angle.
a particular swivel angle that depends on the speed.
a particular swivel angle that depends on the speed. The highest speed is
reached when the variable displacement motor is at a swivel angle of
approximately 15°.

The variable displacement pump operates in a closed circuit. It pumps the oil
directly to the variable displacement motors. The oil flowing back from the
variable displacement motors is fed back to the suction side of the variable
displacement pump.
displacement pump.

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The travel direction valve 3 determines the direction in which the displace-
ment pump operates and thus the travel direction of the machine.
The pressure cut-off 2 limits the maximum operating pressure within the
closed circuit.
The pressure relief valves 4 for the travel direction forwards and backwards
protect the travel drive against excessively high pressure peaks.
Controlling the variable displacement pump
controlled:
engine throttling)
Gas pedal position When the gas pedal is actuated, the microcontroller increases the current on
the control pressure proportional valve, and the variable displacement pump
swivels out.
The control pressure proportional valve is energised starting at a speed of
-1
830 min . Afterwards, the current increases to the set values according to
the diesel engine speed.
Power limiting control variable The power limiting control is activated if the diesel engine is throttled due to
displacement pump excessive pressure. This can occur when driving and if the working
The microcontroller then reduces the current on the control pressure
normal speed range.
Inching function When the inching brake pedal is actuated, the microcontroller reduces the
current on the control pressure proportional valve and a hydrostatic braking
procedure is triggered.
At an excessively high diesel engine speed of 2450 min-1, the inching
function is reduced at a linear rate. It is disabled at a speed of 2600 min-1.
This prevents the diesel engine from rotating too quickly when driving uphill.
If the inching angle sensor fails, the inching function is gradually disabled
within 20 sec.
Tractive force adjustment If the tractive force control is active, the microcontroller reduces the
maximum current on the control pressure proportional valve. In the process
the machine only attains the tractive force set.
The following parameters are required for the tractive force control:
– Tractive force button switch is switched on
– Machine when travelling forward
– Machine in 1st gear (also with kick-down)
With two buttons the tractive force adjustment can be set within a range of
100% to 25% depending on the requirements at hand.
The tractive force control is diminished at a linear rate from 0.3 to 4 km/h as
the speed increases.

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Excess temperature If the hydraulic oil (90 - 95°C) or coolant (97 - 102°C) becomes excessively
hot, the microcontroller reduces the current on the control pressure
proportional valve. The current is reduced at a linear rate of 40 % from the
maximal current.
The control pressure proportional valve will not be energised again until the
temperature has fallen below the limit value.
Overspeed or excessive speed Starting at a certain speed in each gear, the microcontroller begins to
gradually reduce the current on the control pressure proportional valve to
200 mA.
At a higher speed or if the speed of the diesel engine or variable displace-
ment motors is too high, the rear-axle brake is automatically activated.

high pressure.
motors via pressure connection A or B. In the process, the regulating pistons
which move along the cylinder of the variable displacement motors are
subjected to pressure. The resulting force turns the drive shaft and
generates a certain torque.
The discharge valve 4 in the variable displacement motor 1 is employed in
the closed circuit to avoid heat build-up. In the process, oil is discharged
from the low pressure side of the closed circuit and fed to the hydraulic tank.
The replenishing pump replaces this oil quantity with cooled oil.

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Controlling the variable displacement motors

The following parameters influence how the variable displacement pumps
are controlled:
– Speed
– Variable displacement motor power limiting control (excessive diesel
engine throttling)
– Tempomat
Speed The proportional valves are energised at the variable displacement motors
according to the speed.
The smaller the current is at the proportional valve of the variable
displacement motors, the smaller the swivel angle and the displacement are
on the variable displacement motor.
Gas pedal position The gas pedal position determines how fast the variable displacement
motors can be adjusted in the direction of the smaller swivel angle. This is
what determines the acceleration of the machine.
Variable displacement motor The power limiting control is activated if the diesel engine is throttled due to
power limiting control excessive pressure. This can occur when driving and if the working
The microcontroller then increases the current on the control pressure
normal speed range. The variable displacement motors then control in the
direction of the larger swivel angle.
Inching function When the inching brake pedal is actuated, the microcontroller increases the
current on the proportional valve of the variable displacement motors, and a
hydrostatic braking procedure is triggered.
Tempomat With the Tempomat function the variable displacement motors swivel to a
particular displacement that corresponds to the full throttle position of the
selected speed. This also causes the speed to be reduced when the diesel
engine speed is throttled.
It is activated only in forward travel in the fixed gears 1 or 2.
The current speed when the Tempomat button is pressed is stored. At full
throttle the machine will achieve this pre-selected speed.
Overspeed or excessive speed If the diesel engine speed is too high when travelling uphill, the variable
displacement motors swing to a smaller swivel angle. If the diesel engine
speed passes a critical mark, the rear axle brake is activated.
If the speed of the variable displacement motors is too high, the rear-axle
brake is also activated.

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removed by suction.
Hydraulic tank
The hydraulic tank provides filtered oil for the replenishing pump of the travel
hydraulics. The replenishing pump draws up oil from the hydraulic tank via
the connection 1.
A pre-tension valve in the return suction filter 3 preloads the suction side of
the replenishing pump with a pressure of 0.5 bar. The replenishing pump is
better able to draw up the oil for cold starts. This means that the pressure in
the hydrostatic control circuit increases more quickly and a better drive
The oil returning from the travel hydraulics is directed over the oil cooler. The
returning oil is then directed through the connection 2 and the return suction
filter 3 back into the hydraulic tank.

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Technical data 6.1 Variable displacement pump

6.1.1 Variable displacement pump L544, L554
Valid for: L544 - 443 / 7477 - 8912; L554 - 453 / 7477 - 8912
Design
Main components of the variable displacement pump

1 Drive shaft 4 Travel direction valve
2 Pump housing 5 Connection housing
3 Servo cylinder
The variable displacement pump is flange-mounted on the pump distributor
gear and is driven via this unit by the diesel engine.
The variable displacement pump is an axial piston pump with a swash plate
design. The variable displacement pump contains a proportional valve for
the control pressure, replenishing pressure relief valve, pressure relief and
replenishing valves and a replenishing pump.
The following diagrams illustrate the design of the variable displacement
pump:
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Components of the variable displacement pump, side view

1 Drive shaft 12 Bearing bushing 23 Piston
2 Shaft seal ring 13 Internal gear 24 Return ball
3 Snap ring 14 External gear 25 Return plate
4 Pump housing 15 Bearing bushing 26 Glide shoe
5 Servo piston 16 Bearing bushing 27 Disc springs
6 Travel direction valve 17 Bushing 28 Swash plate
7 Pressure cut-off 18 Control lens 29 Guide pin
8 Connection housing 19 Snap ring 30 Pin
9 Disc 20 Pressure spring 31 Swash plate bearing
10 Replenishing pump housing 21 Bushing 32 Roller bearing
11 Coupling hub 22 Cylinder 33 Snap ring
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Components of the variable displacement pump, servo cylinder and servo valve view
1 Servo piston 9 Pressure cut-off 16 Receptacle ring
2 Pump housing 10 Travel direction valve 17 Adjusting screw for the
3 Spring cup 11 Connection housing pump zero position
4 Pressure spring 12 Pressure relief and replenishing 18 Counter nut
5 Pressure spring valve 19 Spring cup
6 Turcon-Glyd seal 13 Control pressure proportional valve 20 Snap ring
7 Guide ring 14 Twist screw 21 Cover
8 Solenoid 15 Solenoid
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Components of the variable displacement pump, front view

1 Pressure cut-off 3 Restrictor 6 Pressure relief and
1 Connection housing 4 Control pressure proportional valve replenishing valve
2 Pressure relief and 5 Replenishing pressure relief valve
replenishing valve
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Basic function
Hydraulic plan of the variable displacement pump
1 Variable displacement 7 Replenishing pressure relief valve

pump 8 Pressure cut-off
2 Servo cylinder 9 Control pressure proportional valve
3 Travel direction valve 10 Replenishing pump
4 Restrictor 11 Replenishing pump intake port
5 Pressure relief and 12 To working hydraulics pilot control
replenishing valve A 13 To the oil cooler
6 Pressure relief and
replenishing valve B
The variable displacement pump is designed for hydrostatic drives in a
closed circuit. The pump delivers directly to the variable displacement
motors. The oil flowing back from the variable displacement motors is fed
back to the opposite side of the pump.
displacement pump.
The travel direction valve determines the direction in which the displacement
pump operates and the travel direction of the machine.
The pressure relief and replenishing valves A and B protect the travel drive
against excessively high pressure peaks. At the same time, the valves act as
replenishing valves for the closed circuit.
The pressure cut-off limits the maximum operating pressure within the
closed circuit.
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Control of the pump

proportional valve is regulated by the microcontroller. The proportional valve
regulates the control pressure and thus the flow of the variable displacement
pump.
controlled:
engine throttling)
Control pressure proportional valve

proportional valve is regulated by the microcontroller. The valve reduces the
pressure in the PST channel in proportion to the solenoid current. It
functions for the most part independently of the PSP replenishing pressure.
When de-energised, the PST control pressure channel is connected to the

tank T. The higher the current increases, the higher the control pressure is.
The maximum value is limited by the replenishing pressure.
Depending on how strongly the proportional valve 3 is energised, the control
piston 2 is more or less firmly pressed against the regulating spring 1. As a
result a particular control pressure is formed in the PST channel.
Servo piston and swash plate

The servo piston 3 turns the swash plate 2 mounted on roller bearings and
thus changes the pump flow rate of the pump.
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1 Swash plate bearing 3 Servo piston
2 Swash plate 4 Cylinder with piston
As the swivel angle increases, the pump flow is increased. The drive torque
is increased.
When the swivel angle is reduced, the flow rate of the pump is also reduced.
The drive torque is reduced.
When in the zero position, the pump flow is also zero. The strong spring
centring in the servo cylinder keeps the swash plate in the zero position if no
control signals are present. The zero position can be mechanically adjusted.
Sectional view of the servo cylinder

1 Servo piston 5 Reverse travel direction servo oil
2 Pressure spring supply
3 Servo cylinder 6 Pressure spring
4 Forward travel direction servo oil 7 Zero position adjusting screw
supply
On traversing the zero position, the flow direction of the hydraulic oil is
smoothly reversed.
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Travel direction valve

The travel direction valve determines the direction in which the pump swivels
out.
The travel direction valve directs the control pressure into one of the two
servo chambers in the servo cylinder. The opposite chamber remains
connected to the drain.
Sectional view of the travel direction valve

1 Forward travel direction solenoid 5 Reverse travel direction servo oil
2 Servo oil supply supply
3 Reverse travel direction solenoid 6 Servo piston
4 Forward travel direction servo oil
supply
Replenishing pump
The replenishing pump is an internal gear pump. The replenishing pump
draws oil from the hydraulic tank and delivers it to the control pressure
proportional valve 1. The delivery volume of the pump is proportional to the
drive speed.
Front view of the replenishing pump

1 Control pressure proportional valve 3 Suction side of the
2 Internal gear pump replenishing pump
The replenishing pump supplies the closed circuit with fresh, cooled oil. The
replenishing pump also provides oil for the control circuit (control pressure).
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The maximum replenishing pressure is limited by the replenishing pressure

relief valve.
Replenishing pressure relief valve

This directly actuated pressure relief valve protects the replenishing pump
against excess pressure.
Cross section of the replenishing pressure relief valve

1 Tank outlet 4 Oil to the pressure relief valve
2 Oil from the replenishing pump and replenishing valve
3 Adjusting screw 5 Valve piston
Excess oil that is not fed into the closed circuit flows via the replenishing
pressure relief valve to the pump housing. At the same time, this oil cools
the rotary group of the variable displacement pump.
Pressure cut-off
The pressure cut-off valve limits the operating pressure in the closed circuit.
Sectional view of the pressure cut-off

1 Pressure spring 5 Tank outlet 8 Check valve
2 Valve piston 6 Tappet 9 Bore hole
3 Servo oil supply 7 Low pressure / closed circuit 10 High pressure / closed circuit
4 Control edge
The operating pressure controls the valve. When the maximum operating
pressure has been reached, the tappet 6 and the valve piston 2 are pushed
against the pressure spring 1. The control pressure channel 3 is linked to the
tank outlet 5, and servo oil drains off. The control pressure drops and the
variable displacement pump swivels to a smaller flow rate. The variable
displacement pump then delivers just enough oil to attain the maximum
pressure.
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Pressure relief and replenishing valve

The pilot-controlled pressure relief and replenishing valves prevent excess
pressure from forming in the closed circuit.
The high pressure from the system acts on the pilot control piston 2 through
the nozzle 6. If the set values is exceeded, the pilot control valve opens. At
the same time, the rear piston chamber is opened via the relief channel 8
towards the low pressure side. The main piston 4 now opens, and the high
pressure oil can flow to the low pressure side 5.
Pressure relief and replenishing valve at high pressure

1 Pressure spring 5 Low pressure side
2 Pilot control piston 6 Nozzle
3 Rear piston chamber 7 High pressure
4 Main piston 8 Relief channel
At the same time, the valves act as replenishing valves for the closed circuit.
In the process, the oil leakage losses in the closed circuit cause a pressure
drop on the low pressure side. This opens the main piston and replenishing
oil can now flow into the closed circuit.
Pressure relief and replenishing valve during replenishment

1 Main piston 4 Replenishing oil intake
2 Pressure spring 5 Replenishing closed circuit
3 Main cylinder control edge
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6.1.2 Variable displacement pump L544 – L580

Design
Main components of the variable displacement pump

1 Drive shaft 4 Travel direction valve
3 Servo cylinder
The variable displacement pump is flange-mounted on the pump distributor
gear and is driven via this unit by the diesel engine.
The variable displacement pump is an axial piston pump with a swash plate
design. The variable displacement pump contains a proportional valve for
the control pressure, replenishing pressure relief valve, pressure relief and
replenishing valves and a replenishing pump.
The following diagrams illustrate the design of the variable displacement
pump:

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Components of the variable displacement pump, side view

1 Drive shaft 12 Coupling hub 24 Piston
2 Shaft seal ring 13 Bearing bushing 25 Return ball
3 Snap ring 14 Internal gear 26 Return plate
4 Pump housing 15 External gear 27 Glide shoe
5 Servo piston 16 Bearing bushing 28 Disc springs
6 Travel direction valve 17 Bearing bushing 29 Swash plate
7 Control pressure proportional 18 Bushing 30 Guide pin
valve 19 Control lens 31 Pin
8 Pressure cut-off 20 Snap ring 32 Swash plate bearing
9 Connection housing 21 Pressure spring 33 Roller bearing
10 Disc 22 Bushing 34 Snap ring
11 Replenishing pump housing 23 Cylinder

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Components of the variable displacement pump, servo cylinder and servo valve view
1 Servo piston 9 Pressure cut-off 17 Receptacle ring
2 Pump housing 10 Travel direction valve 18 Adjusting screw for the
3 Spring cup 11 Control pressure proportional valve pump zero position
4 Pressure spring 12 Connection housing 19 Counter nut
5 Pressure spring 13 Pressure relief and replenishing valve 20 Spring cup
6 Turcon-Glyd seal 14 Replenishing pressure relief valve 21 Snap ring
7 Guide ring 15 Twist screw 22 Cover
8 Solenoid 16 Solenoid

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Components of the variable displacement pump, front view

1 Pressure cut-off 4 Restrictor 7 Pressure relief and replenishing
2 Connection housing 5 Sealing cap valve
3 Pressure relief and replenishing 6 Replenishing pressure relief
valve valve

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Basic function
1 Variable displacement 7 Replenishing pressure relief valve

pump 8 Pressure cut-off
2 Servo cylinder 9 Control pressure proportional valve
3 Travel direction valve 10 Replenishing pump
4 Restrictor 11 Replenishing pump intake port
5 Pressure relief and 12 To working hydraulics pilot control
replenishing valve A 13 To the oil cooler
6 Pressure relief and
replenishing valve B
The variable displacement pump is designed for hydrostatic drives in a
closed circuit. The pump delivers directly to the variable displacement
motors. The oil flowing back from the variable displacement motors is fed
back to the opposite side of the pump.
displacement pump.
The travel direction valve determines the direction in which the displacement
pump operates and the travel direction of the machine.
The pressure relief and replenishing valves A and B protect the travel drive
against excessively high pressure peaks. At the same time, the valves act as
replenishing valves for the closed circuit.
The pressure cut-off limits the maximum operating pressure within the
closed circuit.

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Control of the pump

proportional valve is regulated by the microcontroller. The proportional valve
regulates the control pressure and thus the flow of the variable displacement
pump.
controlled:
engine throttling)
Control pressure proportional valve

proportional valve is regulated by the microcontroller. The valve reduces the
pressure in the PST channel in proportion to the solenoid current. It
functions for the most part independently of the PSP replenishing pressure.
When de-energised, the PST control pressure channel is connected to the

tank T. The higher the current increases, the higher the control pressure is.
The maximum value is limited by the replenishing pressure.
Depending on how strongly the proportional valve 3 is energised, the control
piston 2 is more or less firmly pressed against the regulating spring 1. As a
result a particular control pressure is formed in the PST channel.

The servo piston 3 turns the swash plate 2 mounted on roller bearings and
thus changes the pump flow rate of the pump.

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1 Swash plate bearing 3 Servo piston
2 Swash plate 4 Cylinder with piston
As the swivel angle increases, the pump flow is increased. The drive torque
is increased.
When the swivel angle is reduced, the flow rate of the pump is also reduced.
The drive torque is reduced.
When in the zero position, the pump flow is also zero. The strong spring
centering in the servo cylinder keeps the swash plate in the zero position if no
control signals are present. The zero position can be mechanically adjusted.
Sectional view of the servo cylinder

1 Servo piston 5 Reverse travel direction servo oil
2 Pressure spring supply
3 Servo cylinder 6 Pressure spring
4 Forward travel direction servo oil 7 Zero position adjusting screw
supply
On traversing the zero position, the flow direction of the hydraulic oil is
smoothly reversed.

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Travel direction valve

The travel direction valve determines the direction in which the pump swivels
out.
The travel direction valve directs the control pressure into one of the two
servo chambers in the servo cylinder. The opposite chamber remains
connected to the drain.
Sectional view of the travel direction valve

1 Forward travel direction 4 Forward travel direction servo
solenoid oil supply
2 Servo oil supply 5 Reverse travel direction servo
3 Reverse travel direction oil supply
solenoid 6 Servo piston
Replenishing pump
The replenishing pump is an internal gear pump. The replenishing pump
draws oil from the hydraulic tank. The delivery volume of the pump is
proportional to the drive speed.
Front view of the replenishing pump

1 Internal gear pump 2 Suction side of the replenishing pump
The replenishing pump supplies the closed circuit with fresh, cooled oil. The
replenishing pump also provides oil for the control circuit (control pressure).
The maximum replenishing pressure is limited by the replenishing pressure
relief valve.

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Replenishing pressure relief valve

This directly actuated pressure relief valve protects the replenishing pump
against excess pressure.
Cross section of the replenishing pressure relief valve

1 Tank outlet 4 Oil to the pressure relief valve
2 Oil from the replenishing pump and replenishing valve
3 Adjusting screw 5 Valve piston
Excess oil that is not fed into the closed circuit flows via the replenishing
pressure relief valve to the pump housing. At the same time, this oil cools
the rotary group of the variable displacement pump.
Pressure cut-off
The pressure cut-off valve limits the operating pressure in the closed circuit.
When the maximum operating pressure is reached, the variable
displacement pump flow is reduced until the maximum operating pressure is
just maintained.
Hydraulic plan of pressure cut-off (active / not active)

1 Variable displacement pump 4 Pressure cut-off
2 Travel direction valve 5 Nozzle
3 Control pressure proportional 6 Replenishing pump
valve
Pressure cut-off active: The pressure cut-off is activated when the maximum
operating pressure in the closed circuit is reached. Oil flows to the tank
channel.
Sufficient oil can no longer flow through the nozzle 5 from the replenishing
pump 6. The replenishing pressure acts up to the nozzle 5, and after that
only the reduced control pressure.

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Pressure cut-off not active: The replenishing pressure acts in the channel up
to the control pressure proportional valve 3 and the pressure cut-off 4.
Sectional view of the pressure cut-off

1 Pressure spring 5 Tank outlet 8 Check valve
2 Valve piston 6 Tappet 9 Bore hole
3 Servo oil supply 7 Low pressure / closed circuit 10 High pressure / closed circuit
4 Control edge
The operating pressure controls the valve. When the maximum operating
pressure has been reached, the tappet 6 and the valve piston 2 are pushed
against the pressure spring 1. The control pressure channel 3 is linked to the
tank outlet 5, and servo oil drains off. The control pressure drops and the
variable displacement pump swivels to a smaller flow rate. The variable
displacement pump then delivers just enough oil to attain the maximum
pressure.
Pressure relief and replenishing valve

The pilot-controlled pressure relief and replenishing valves prevent excess
pressure from forming in the closed circuit.
The high pressure from the system acts on the pilot control piston 2 through
the nozzle 6. If the set values is exceeded, the pilot control valve opens. At
the same time, the rear piston chamber is opened via the relief channel 8
towards the low pressure side. The main piston 4 now opens, and the high
pressure oil can flow to the low pressure side 5.
Pressure relief and replenishing valve at high pressure

1 Pressure spring 5 Low pressure side
2 Pilot control piston 6 Nozzle
3 Rear piston chamber 7 High pressure
4 Main piston 8 Relief channel
At the same time, the valves act as replenishing valves for the closed circuit.

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6.2 Variable displacement motors

Technical data Function description
Basic function
Layout of the variable displacement motors

1 Variable displacement motor 2 3 Proportional valve
2 Variable displacement motor 1 4 Discharge valve
high pressure.
Variable displacement motor control during acceleration

1. Gear: At a low speed both variable displacement motors are set to a 25°
swivel angle. In the process, the largest torque is transferred to the transfer
gear.

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If the speed is increased, the variable displacement motors move to smaller

swivel angle.
At approximately 6 km/h, the switching area is reached. The variable
displacement motor 1 moves in the direction swivel angle 0°, and the
variable displacement motor 2 moves to a swivel angle of approximately 23°.
The variable displacement motor 1 reduces its torque, and the variable
displacement motor 2 increases its torque.
When the first variable displacement motor has reached the 0° swivel angle,
the coupling 1 opens in a load-free state.
2. Gear: In the 2nd gear, only the variable displacement motor 2 is active.
The variable displacement motor 1 is set to a swivel angle of 0° and is
disengaged.
If the speed is increased, the variable displacement motor 2 reduces its
swivel angle continuously. At a speed of approximately 17 km/h, the next
shift takes place.
The variable displacement motor 1 is re-engaged and moves to a larger swivel
angle. At the same time, the variable displacement motor 2 is moved to a swivel
angle of 0°. Afterward the variable displacement motor 2 is disengaged.
3. Gear: In 3rd gear only the variable displacement motor 1 is active. The
variable displacement motor 1 is initially set to a swivel angle of 25°. In this
range the variable displacement pump takes over control. Starting at a
speed of approximately 23 km/h, the variable displacement motor 1 moves
in the direction of the smaller swivel angle.

removed by suction.

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6.2.1 Variable displacement motor
Main components of the variable displacement motor

1 Drive shaft 4 Control unit
2 Housing 5 Regulating unit
3 Discharge valve 6 Proportional valve
The variable displacement motor is flange-mounted on the transfer gear.
The inclined axial tapered piston rotary group and the variable displacement
are all integrated in the variable displacement motor.

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Components of the variable displacement motor

1 Drive shaft 14 Orifice 27 control piston
2 Snap ring 15 Valve piston 28 Proportional solenoid valve
3 Shaft seal ring 16 Socket-head screw 29 Adjusting screw control
4 U-connection 17 Servo piston seal 30 Adjusting pin
5 Motor housing 18 Servo piston 31 O-ring
6 Piston 19 Threaded pin 32 Q max adjusting screw
7 Cylinder 20 Control pin 33 Adjusting washer
8 Control lens 21 Regulating spring 1 34 Pressure spring
9 Q min adjusting screw 22 Connecting housing 35 Centre pin
10 Screwed connection 23 Spring cup 36 Drive shaft bearing
11 Pressure spring 24 Spring cup 37 Check valve
12 Pressure relief valve 25 Regulating spring 2 38 Valve insert
13 Discharge valve 26 Control bushing

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Basic function
Hydraulic plan of the variable displacement motor

1 Variable displacement motor 7 Orifice
2 Check valves 8 Pressure relief valve
3 Proportional valve 9 Oil for bearing lubrication
4 control piston 10 Return oil from discharge valve
5 Servo piston 11 Connection for housing
6 Discharge valve scavenging
M1 Servo pressure test connection
motor via pressure connection A or B. In the process, the regulating pistons
which move along the cylinder of the rotary group are subjected to pressure.
The resulting force turns the drive shaft and generates a certain torque. The
torque at the drive shaft depends on the swivel angle and on the operating
pressure in the closed circuit. The speed of the drive shaft depends on the
pump flow and on the swivel angle of the variable displacement motor.
– As the swivel angle decreases, the speed increases and the potential
torque is reduced.
– As the swivel angle increases, the torque increases and the potential
speed is reduced.
The regulation and control unit installed in the connecting housing adjusts
the swivel angle of the variable displacement motor. The variable displace-
ment motor is adjusted by the microcontroller.

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Electrical-proportional control (EP)

Depending on the amount of energy supplied to the proportional solenoid 7,
the variable displacement motor is moved to the swivel angle required.
When the proportional solenoid is in a de-energised condition, the variable
displacement motor is kept at a swivel angle of 0° by the high pressure that
is applied to the small servo piston surface 2.
If the proportional solenoid is energised, the control piston 6 is pushed
against the regulating springs 5 and 4 starting at a particular amount of
current. In the process, the high pressure oil flows via the control piston 6 to
the large servo piston surface 1, and the variable displacement motor moves
in the direction of the larger swivel angle.
During the movement, servo piston 3 is pushed downward whereby
regulating spring 4 is increasingly preloaded. This stops the movement again
if the current on the proportional solenoid is not further increased.
If the current is increased further, the spring force of both regulating springs
are again exceeded, and the variable displacement motor moves in the
direction of the large swivel angle.
The maximum swivel angle is reached at approximately 600 mA of current.
The force of the proportional solenoid is so great, that the spring force of the
regulating springs is also exceeded for large swivel angles.
The adjusting screw 8 is used to set the regulating spring 5 (normal setting).
The regulating spring 5 setting should be selected in such a way that the
variable displacement motor moves to a 25° swivel angle when 600 mA of
current is applied at the proportional solenoid.
The speed of the variable displacement motor control is determined by the
microcontroller. Thus no swivel restrictors are required.
Cooling by the discharge valve

The discharge valve is used in the closed circuit to avoid excessive heat
build-up. In the process, oil is discharged from the low pressure side of the
closed circuit and fed to the hydraulic tank. The replenishing pump replaces
this oil quantity with cooled oil.
When the machine is at rest, the pressure is the same on both faces of the
valve piston 4. Both return springs 5 push the valve piston 4 to the centre
position. No oil is discharged in this position.
If the machine is moved, the pressure in the channel 6 or 7 increases and
moves the valve piston 4 against one of the return springs 5. In the process,
the lower pressure side opens and a fixed oil quantity flows via the orifice 1,
and the pressure relief valve 2 to the hydraulic tank.

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6.2.2 Gear pump scavenging for variable displacement motors

(ID 5716570)
Arrangement of the gear pumps

1 Gear pump scavenging for 3 Gear pump cooling system
variable displacement motors 4 Gear pump transfer gear
Components of the gear pump scavenging for variable displacement motor

1 Driver 5 Bearing bushings
2 O-ring 6 Gearwheels
3 Flange 7 Housing
Oil scavenging from the variable displacement motor

housing
The gear pump draws up hot oil from the housing of the variable displace-
ment motors and then delivers it to the hydraulic tank via the oil cooler.

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7 Working hydraulics
7.0
Chapter contents
7 Working hydraulics.............................................................. 7.0-1
7.0.1 Working hydraulics L544, L554 to 11597 ..........................7.0.1-1
7.0.2 Working hydraulics L544, L554 from 11598......................7.0.2-7
7.0.3 Working hydraulics L564, L574, L580 to 11597..............7.0.3-13
7.0.4 Working hydraulics L564, L574, L580 from 11598..........7.0.4-19
7.1 Working hydraulics pump ...............................................................7.1-1
7.2 Control block ...................................................................................7.2-1
7.3 Pilot control unit ..............................................................................7.3-1

7.3.1 Pilot control unit ....................................................................7.3-4
7.3.2 Pilot control solenoid valve ...................................................7.3-7
7.3.3 Pilot control hydro accumulator ............................................7.3-9
7.3.4 Float position pressure switch ............................................7.3-10
7.4 Ride control L544, L554 to 11597 ..................................................7.4-1

7.4.1 Stabilisation module .............................................................7.4-5
7.4.2 Ride control hydro accumulator............................................7.4-8
7.4.3 Ride control pressure switch ..............................................7.4-10
7.5 Ride control L544, L554 from 11598 ..............................................7.5-1

7.5.2 Hydro accumulator unit.........................................................7.5-9
7.6 Ride control L564, L574, L580 to 11597 ........................................7.6-1

7.7 Ride control L564, L574, L580 from 11598 ....................................7.7-1

7.8 Lift and tilt cylinders ........................................................................7.8-1
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Working hydraulics Service Manual
7.8.1 Lift cylinder........................................................................... 7.8-1

7.8.2 Tilt cylinder........................................................................... 7.8-2
7.9 Hydraulic tank ................................................................................ 7.9-1

7.9.1 Return suction filter.............................................................. 7.9-3
7.9.2 Return strainer ..................................................................... 7.9-5
7.9.3 Bleeder filter......................................................................... 7.9-6
7.0-2 of 2 Copyright by L544 - 443 / from 7477

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Service Manual Working hydraulics
7.0.1 Working hydraulics L544, L554 to 11597

Valid for: L544 - 443 / 7477 - 11597; L554 - 453 / 7477 - 11597
Design
Main components of the working hydraulics

1 Lift cylinder 6 Travel hydraulics variable 9 Compact brake valve
2 Tilt cylinder displacement pump with 10 Hydro accumulator
3 Pilot control unit replenishing pump 11 Stabilisation module
4 Hydraulic tank 7 Pilot control solenoid valve 12 Control block
5 Working hydraulics variable 8 Pilot control hydro accumulator
displacement pump
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Basic function
Hydraulic diagram of the working hydraulics
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1 Hydraulic tank 25 Power regulator 57 Lift cylinder pressure balance

2 Return strainer 26 Restrictor 58 Lift cylinder spool valve
3 Bleeder filter 27 Flow controller 59 Load valve
4 Return suction filter 30 Pilot control unit 60 Lifting pressure relief valve
5 Replenishing valve with strainer 31 Tilt-in valve 61 Restrictor check valve
6 Pre-tension valve 32 Tilt-out valve 62 Float position solenoid valve
7 Bypass valve 33 Bucket return-to-dig solenoid 63 Check valve
8 Oil cooler return line 34 Lifting valve 64 Tilt-in pressure relief valve
9 Shut-off valve 35 Lift kick-out solenoid 65 Tilt-out pressure relief valve
10 Cut-in block 36 Lowering valve 66 Orifice 1 mm
11 Overspeed protection 37 Float position solenoid 67 Lift cylinder
solenoid valve 40 Stabilisation module 68 Tilt cylinder
12 Pilot control solenoid valve 41 Logic valve 69 Oil from compact brake valve
13 Check valve 42 Cut-off valve (housing preheating)
14 Pilot control hydro accumulator 43 Solenoid valve Test connections:
15 Replenishing pump 44 Restrictor check valve P Working hydraulics pump high
16 Float position pressure switch, 45 Safety valve pressure
26 bar 46 Hydro accumulator M1 Working hydraulics pump servo
17 Ride control pressure switch, 50 Control block assembly pressure
10 bar 51 Pre-tension valve LS LS signal pressure
20 Working hydraulics pump 52 Primary pressure relief valve MX Ride control accumulator
21 Axial piston pump 53 LS pressure cut-off pressure
22 Return cylinder 54 Flow control valve
23 Restrictor 55 Tilt cylinder pressure balance
24 Servo cylinder 56 Tilt cylinder spool valve
The working hydraulics are equipped with the following standard functions:
– Working movements for the lift and tilt cylinders
– Ride control
– Float position
– Automatic bucket return-to-dig function
– Lift kick-out
The working hydraulics system operates in an open circuit. The working
hydraulics pump 20 draws up oil from the hydraulic tank 1 and pumps it to
the control block 50. The returning oil is pumped through the return suction
filter 4 back to the hydraulic tank 1.
The control block is activated via the hydraulic pilot control unit. The control
block contains the spool valves for the lift and tilt cylinders. The LS system in
the control valve block distributes the flow of the working hydraulics pump to
the consumer units independently of load.
The ride control system attenuates the bouncing and pitching vibrations of
the machine while it is travelling, thus greatly increasing comfort and safety.
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Hydraulic tank
The hydraulic tank provides filtered oil for the working hydraulics. The
working hydraulics pump draws up oil from the hydraulic tank via the shut-off
connection 1. The returning oil is pumped back through the connection 2 and
the return suction filter 3 to the hydraulic tank.
See the detailed description in the section on the hydraulic tank.
Working hydraulics pump

The working hydraulics pump draws up oil from the hydraulic tank and
pumps it to the control block.
The flow regulator 2 (load sensing) ensures that the working hydraulics
pump only delivers as much oil from the hydraulic tank as the working
hydraulics currently need.
The power regulator 1 ensures that the maximum current consumption of the
working hydraulics pump is never exceeded.
See the detailed description in the section on the working hydraulics pump.
Control block
The control block contains the spool valves for the lift cylinder 3 and the tilt
cylinder 4.
The LS pressure relief valve 7 limits the maximum pressure of the working
hydraulics pump. The primary pressure relief valve 5 additionally limits the
maximum pressure of the working hydraulics pump.
The secondary pressure relief valves 2 protect the hydraulic system against
pressure peaks from the consumer units. The float position solenoid valve 6
is activated for the float position and ride control.
See the detailed description in the section on the control block.
Pilot control unit
The working hydraulics are actuated by a separate control circuit. The spool
valves in the control block 1 are hydraulically actuated by the pilot control
unit 2.
The variable displacement pump 5 (replenishing pump) of the travel
hydraulics takes the required servo oil and pumps it through the pilot control
solenoid valve 4 to the pilot control unit 2.
See the detailed description in the section on the pilot control unit.
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Ride control
The lift cylinders are connected at the base end via the control valve block 3
and the stabilisation module 2 to the hydro accumulators 1. The rod end of
the lift cylinders is connected to the hydraulic tank via the float position
solenoid valve 4 in the control valve block.
See the detailed description in the section on ride control.
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7.0.2 Working hydraulics L544, L554 from 11598

Design

2 Tilt cylinder displacement pump with 10 Stabilisation module
3 Pilot control unit replenishing pump 11 Hydro accumulator
5 Working hydraulics pump 8 Pilot control hydro accumulator
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Basic function

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1 Hydraulic tank 25 Power regulator 56 Tilt cylinder spool valve

2 Return strainer 26 Restrictor 57 Lift cylinder pressure balance
3 Bleeder filter 27 Flow controller 58 Lift cylinder spool valve
4 Return suction filter 30 Pilot control unit 59 Load valve
5 Replenishing valve with strainer 31 Tilt-in valve 60 Lifting pressure relief valve
6 Pre-tension valve 32 Tilt-out valve 61 Restrictor check valve
7 Bypass valve 33 Bucket return-to-dig solenoid 62 Float position solenoid valve
8 Oil cooler return line 34 Lifting valve 63 Check valve
9 Shut-off valve 35 Lift kick-out solenoid 64 Tilt-in pressure relief valve
10 Cut-in block 36 Lowering valve 65 Tilt-out pressure relief valve
11 Overspeed protection solenoid 37 Float position solenoid 66 Orifice 1 mm
valve 40 Stabilisation module 67 Lift cylinder
12 Pilot control solenoid valve 41 Ride control spool valve 68 Tilt cylinder
13 Check valve 42 Restrictor check valve 69 Oil from compact brake valve
14 Pilot control hydro accumulator 43 Ride control solenoid valve (housing preheating)
15 Replenishing pump 44 Relief valve
16 Float position pressure switch, 45 Safety valve Test connections:
26 bar 46 Check valve P Working hydraulics pump high
17 Ride control pressure switch, 47 Hydro accumulator pressure
10 bar 50 Control block assembly M1 Working hydraulics pump servo
20 Working hydraulics pump 51 Pre-tension valve pressure
21 Axial piston pump 52 Primary pressure relief valve LS LS signal pressure
22 Return cylinder 53 LS pressure cut-off MX Ride control accumulator
23 Restrictor 54 Flow control valve pressure
24 Servo cylinder 55 Tilt cylinder pressure balance
– Ride control
– Float position
– Lift kick-out
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MJFCIFSS
Hydraulic tank

Control block
cylinder 4.
Pilot control unit
unit 2.
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MJFCIFSS
Ride control
and the stabilisation module 2 to the hydro accumulators 1. The rod end of
the lift cylinders is connected to the hydraulic tank via the float position
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MJFCIFSS
7.0.3 Working hydraulics L564, L574, L580 to 11597

Valid for: L564 - 463 / 7477 - 11597; L574 - 473 / 7477 - 11597; L580 - 458 / 7477 - 11597
Design

2 Tilt cylinder displacement pump with 10 Hydro accumulator
3 Pilot control unit replenishing pump 11 Stabilisation module
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Basic function

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11 Overspeed protection 37 Float position solenoid 66 Orifice 1 mm
solenoid valve 40 Stabilisation module 67 Lift cylinder
12 Pilot control solenoid valve 41 Logic valve 68 Tilt cylinder
13 Check valve 42 Cut-off valve 69 Oil from compact brake valve
14 Pilot control hydro accumulator 43 Solenoid valve (housing preheating)
15 Replenishing pump 44 Actuator cylinder
16 Float position pressure switch, 45 Restrictor check valve Test connections:
26 bar 46 Safety valve P Working hydraulics pump
17 Ride control pressure switch, 47 Hydro accumulator unit high pressure
10 bar 50 Control block assembly M1 Working hydraulics pump
20 Working hydraulics pump 51 Pre-tension valve servo pressure
– Ride control
– Float position
– Lift kick-out
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Hydraulic tank

Control block
cylinder 4.
Pilot control unit
unit 2.
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Ride control
and the stabilisation module 2 to the hydro accumulator unit 1. The rod end
of the lift cylinders is connected to the hydraulic tank via the float position
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MJFCIFSS L580 - 458 / 7477 - 11597
7.0.4 Working hydraulics L564, L574, L580 from 11598

Design

2 Tilt cylinder displacement pump with 10 Stabilisation module
3 Pilot control unit replenishing pump 11 Hydro accumulator

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Basic function

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11 Overspeed protection 37 Float position solenoid 66 Orifice 1 mm
solenoid valve 40 Stabilisation module 67 Lift cylinder
12 Pilot control solenoid valve 41 Ride control spool valve 68 Tilt cylinder
13 Check valve 42 Restrictor check valve 69 Oil from compact brake valve
14 Pilot control hydro accumulator 43 Ride control solenoid valve (housing preheating)
15 Replenishing pump 44 Relief valve
16 Float position pressure switch, 45 Safety valve Test connections:
26 bar 46 Check valve P Working hydraulics pump
17 Ride control pressure switch, 47 Hydro accumulator unit high pressure
10 bar 50 Control block assembly M1 Working hydraulics pump
20 Working hydraulics pump 51 Pre-tension valve servo pressure
– Ride control
– Float position
– Lift kick-out

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Hydraulic tank

Control block
cylinder 4.
Pilot control unit
unit 2.

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Ride control
and the stabilisation module 2 to the hydro accumulator unit 1. The rod end
of the lift cylinders is connected to the hydraulic tank via the float position

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7.1 Working hydraulics pump

Technical data
See section 2.1
Design
Main components of the working hydraulics pump

1 Drive shaft 4 Power regulator
2 Pump housing 5 Flow controller
3 Connection housing
The working hydraulics pump is flange-mounted to the splitter box and is
driven by the diesel engine via this unit.
The working hydraulics pump is an axial piston pump with a swash plate
design. The rotary group cylinder contains seven pistons in a circular
arrangement which can move back and forward.
Two power regulator and a flow controller are attached to the pump housing.
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Components of the working hydraulics pump

1 Drive shaft 14 Control lever 27 O-ring
2 Shaft seal ring 15 Restrictor 28 Cylinder
3 Snap ring 16 Piston with roller 29 Q max adjusting screw
4 Cover 17 Control bushing 30 Bushing
5 Pump housing 18 Sleeve 31 Return plate
6 Swash plate 19 Servo piston 32 Disc springs
7 Glide shoe 20 Cylindrical roller bearing 33 Return ball
8 Piston 21 Control plate 34 Swash plate bearing
9 Adjusting pin 22 Restrictor 35 Guide pin
10 Q min adjusting screw 23 Connection housing 36 Snap ring
11 Pressure spring 24 Pressure spring 37 Cylindrical roller bearing
12 O-ring 25 Return piston
13 Valve housing 26 Return pin
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Components of the regulator unit

1 Valve piston 10 LS connection 19 Pin
2 Plug 11 Valve piston 20 Valve piston
3 Valve insert 12 Regulator housing 21 Spring cup
4 Adjusting screw 13 Adjusting screw 22 Pressure spring
5 Counter nut 14 Counter nut 23 Spring cup
6 Spring cup 15 Spring cup 24 O-ring
7 O-ring 16 Regulating spring 25 Brace
8 Regulating springs 17 Spring cup 26 Valve insert
9 Spring cup 18 Control lever

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Basic function
Hydraulic diagram of the working hydraulics pump

1 Rotary group 8 Connection to hydraulic tank
2 Return cylinder 9 Oil to control valve block
3 Restrictor 10 LS signal from control valve block
4 Servo cylinder 11 Intake connection
5 Restrictor M1 Servo pressure test connection
6 Power regulator LS LS signal pressure
7 Flow controller P Working hydraulics pump high
pressure
The working hydraulics pump operates in an open circuit. It draws up oil
directly from the hydraulic tank and pumps it to the control block. The flow of
the of the working hydraulics pump is determined by the angle and speed of
the pump.
The governors fitted to the working hydraulics pump determine the angle of
the pump and therefore the pump flow.
Pump control
The swash plate 1 of the working hydraulics pump is moved out by the
control piston 2. The operating pressure constantly acts in the piston
chamber 3. This causes the pump to swivel out.
Working hydraulics pump with control unit

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The swash plate is returned to its initial position by the return piston 5.
Pressure oil is pumped into the piston chamber 4. The return piston is
controlled by the governors fitted on the working hydraulics pump.
The working hydraulics pump flow is controlled by the following governors:
– Flow controller
– Power regulator
The operating state of the working hydraulics system governs which
governor is currently activated.
If the working hydraulics demand only a small amount of oil or none at all,
the flow regulator restricts the working hydraulics pump to the
required amount.
If the set power limit is reached at a certain flow and increasing pressure, the
flow regulator reduces the working hydraulics pump flow.
Flow regulation
The load sensing system ensures that the working hydraulics pump only
delivers as much oil from the hydraulic tank as the working hydraulics
currently need.
When the working hydraulics are not in use, the oil flow is blocked by the
spool valves in the control block and the working hydraulics pump is reduced
to minimum flow (leak flow). Connection 2 is depressurised. The high
pressure pushes the piston 3 against the pressure springs 1 which
determine the standby pressure in the system. The control piston 3 opens
the high pressure duct 4 to the duct 5 and the return cylinder reduces the
pump to leak flow.
Flow controller when the working hydraulics do not need oil

1 Pressure springs 4 High pressure duct
2 LS connection X 5 Duct to return cylinder
3 Control piston 6 Flow controller
If the working hydraulics need oil, the pressure at the connection 2
increases. The pressure and force of the springs 1 move the control piston 3
against the high pressure. The duct 5 opens to the tank connection 7.
The open duct relieves the return cylinder and the pump delivers the
required oil quantity.

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Flow controller when the working hydraulics need oil

1 Pressure springs 5 Duct to return cylinder
2 LS connection X 6 Flow controller
3 Control piston 7 To the pump housing
4 High pressure duct
Pump pressure limitation

The maximum operating pressure in the system is limited by the LS
pressure cut-off valve 1 in the control block. The LS pressure, which affects
the flow regulator 2, is set to a particular value.
LS pressure cut-off in the control block
Pump output regulation

The power regulator controls the displacement of the working hydraulics
pump according to the operating pressure, so that a specific drive power is
never exceeded.
The power regulator works on the principle of hyperbolic control. It regulates
the pump exactly along the preset power curve 1 (flow x high pressure).

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Pump output diagram

The operating pressure acts via the ring face 8 of the piston on the control
lever 11. This produces a variable levering force depending on the position
of the control cylinder (flow) and acts on the externally adjustable spring 6. If
the force on the lever 11 generated by the operating pressure exceeds the
set spring force, the valve piston 5 is moved. Pressure oil flows through the
duct 3 to the return cylinder and the variable displacement pump
displacement is reduced.
Power regulator in the control phase

1 Power regulator 7 Tank connection
2 Pressure spring 8 Piston ring face
3 Duct to return cylinder 9 Servo piston
4 High pressure duct 10 Piston with roller
5 Valve piston 11 Control lever
6 Regulating spring

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Control block
7.2 Control block

Technical data
See section 2.1
Design
Main components of the control block

1 Closing element 7 Tilt-out pressure relief valve
2 Lifting pressure relief valve 8 Tilt cylinder spool valve
3 Tilt-in pressure relief valve 9 Lift cylinder spool valve
4 Pressure balances 10 Float position / ride control
5 Main block housing solenoid valve
6 Primary pressure relief valve 11 LS pressure cut-off
The control block is mounted in the front section. It consists of the main
block housing 5 and the closing element 1. Additional segments for a 3rd
and 4th control circuit can be installed if needed between the main block
housing and the closing element.
The control block contains all the pressure cut-off valves and the valves for
the float position and ride control.

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Control block
Components of the control block

1 Main block housing 6 Closing plate 11 Cover
2 Pre-tension valve 7 Lift cylinder spool valve 12 Pressure spring
3 Primary pressure relief valve 8 Counter nut 13 Spring cup
4 Tilt-out replenishing valve 9 Cap nut 14 Tilt cylinder spool valve
5 Lowering replenishing valve 10 Spool valve stroke adjusting
screw
D-D section of control valve block with primary pressure relief valve and pre-tension valve

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Control block
Cross section A-A of control block with spool valves for lift cylinder
Cross section B-B of control block with spool valves for tilt cylinder
1 Main block housing 7 Counter nut 13 Lifting pressure relief valve
2 Pressure spring 8 Float position / ride control 14 Spring cup
3 Cover solenoid valve 15 Lift cylinder spool valve
4 Restrictor check valve 9 Control piston 16 Tilt-out pressure relief valve
5 Spool valve stroke adjusting 10 Valve insert 17 Tilt-in pressure relief valve
screw 11 Main piston 18 Tilt cylinder spool valve
6 Cap nut 12 Pressure balance

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Control block
Basic function
Hydraulic plan of the control valve block

1 Primary pressure relief valve 14 Tilt-in pressure relief valve
2 LS pressure cut-off 15 Tilt-out pressure relief valve
3 Flow control valve 16 Pre-tension valve
4 Tilt cylinder load valve 17 Orifice 1.0 mm
5 Tilt cylinder pressure balance 18 Lift cylinder connection
6 Tilt cylinder spool valve 19 Housing preheating connection
7 Restrictor check valve 20 Tank connection from
8 Lift cylinder load valve stabilization module
9 Lift cylinder pressure balance 21 Hydraulic tank connection
10 Lift cylinder spool valve 22 LS connection
11 Lifting pressure relief valve 23 Variable displacement pump
12 Float position / ride control connection
solenoid valve 24 Tilt cylinder connection
13 Replenishing valve
cylinder 6.
The spool valves are supplied with oil by the pilot control unit. The restrictor
check valves 7 in the control valve block allow sensitive control of the
individual functions.
The LS control and the pressure balances 5 and 9 divide the oil among the
individual consumer units.
The float position or ride control function is activated by the solenoid
valve 12.

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Control block
Secondary pressure relief valves for each function protect the working
attachment, cylinders, hose lines and the control block from overload. At the
same time, the secondary pressure relief valves act as replenishing valves.
The LS pressure cut-off 2 protects the working hydraulics pump from
excess pressure.
Working hydraulics in active state

The spool valves in the control block are hydraulically actuated by the pilot
control unit.
Control block in active state

When the tilt-in function is actuated, oil flows from the pilot control unit to the
connection b1. This pushes the spool valve 2 to the left.
The spool valve 2 opens the pump duct P to the pressure balance 3 via the
control notches 1. If the pump pressure exceeds the pressure at the tilt
cylinder, the pressure balance in the load valve opens and oil flows through
the connection B1 to the tilt cylinder.
The oil returning from the tilt cylinder flows through the connection A1 and
the spool valve to the tank duct T.

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Control block
Working hydraulics in float position

In the float position, the working attachment lies on the ground under its own
weight. The lift arms can move up and down freely to compensate for
uneven ground.
Control block in float position

At the maximum deflection of the LH control lever for lowering the lift arms,
there is maximum control pressure at the connection a2. This pushes the
spool valve 1 all the way to the right against the regulating spring 3 and the
limit screw 2.
When the spool valve 1 is in this position, the base end B2 of the lift cylinder
is connected to the tank channel T.
The float position solenoid valve 4 is also energised. The rod end of the lift
cylinder A2 is also connected to the tank duct T. The lift arms can now move
up and down freely.

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Pilot control unit
7.3 Pilot control unit

Design
Main components of the pilot control unit

1 Float position pressure switch, 4 Variable displacement pump 6 Pilot control solenoid valve
26 bar with replenishing pump 7 Solenoid valve block
2 Ride control pressure switch, 5 Overspeed protection 8 Hydro accumulator
10 bar solenoid valve 9 Control block
3 Pilot control unit
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Pilot control unit
Basic function
Hydraulic plan of the pilot control unit

1 Hydraulic tank 8 Float position pressure switch, 14 Lifting valve
2 Replenishing pump 26 bar 15 Lift kick-out solenoid
3 Solenoid valve block 9 Ride control pressure switch, 16 Lowering valve
4 Overspeed protection 10 bar 17 Float position solenoid
solenoid valve 10 Pilot control unit 20 Control block assembly
5 Pilot control solenoid valve 11 Tilt-in valve 21 Lift cylinder spool valve
6 Check valve 12 Tilt-out valve 22 Tilt cylinder spool valve
7 Pilot control hydro accumulator 13 Bucket return-to-dig solenoid 23 Restrictor valve
valves are hydraulically actuated by the pilot control unit 10. The required
control oil is taken from the replenishing pump 2 of the travel hydraulics. The
replenishing pressure relief valve limits the pilot control pressure to the
specified level.
The pilot control solenoid valve 5 is installed for the safety of the machine.
The working hydraulics lockout button must be activated to prevent
accidental movements of the working attachment during maintenance, road
travel and when the driver leaves the machine. The operation of the working
hydraulics is disabled.
The pilot control hydro accumulator 7 with check valve 6 on the solenoid
valve block 3 allows the lift arms to be lowered or the bucket to be tilted out,
even when the engine is not running.
The bucket return-to-dig, lift kick-out and float position functions
are controlled via retaining solenoids in the pilot control unit and
proximity switches.
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Pilot control unit
Pilot control unit

The pilot control unit controls the spool valves in the control block. The
control pressure increases smoothly according to the deflection of the lever.
The pilot control unit contains retaining solenoids for the bucket return-to-dig,
lift kick-out and float position functions. These solenoids hold the control
lever in the maximum position until the solenoid current is switched off.
Variable displacement pump with replenishing pump

The replenishing pump 1 is part of the variable displacement pump 2 of the
travel hydraulics. The replenishing pump delivers oil for the following
components and functions.
– Travel hydraulics control circuit
– Replenishing oil in the closed circuit
– Pilot control of the working hydraulics
– Overspeed protection (rear axle braking function)
The maximum pressure of the replenishing pump is limited by the
replenishing pressure relief valve.
The design and functions are described in the sections on the travel
hydraulics and the variable displacement pump.
Solenoid valve block

The solenoid valve block 4 contains the pilot control solenoid valve 2 and the
pilot control hydro accumulator 1.
When the machine is started or when the starter switch is in position 1, the
pilot control solenoid valve is activated automatically. Control oil flows to the
pilot control unit and the working hydraulics can be operated.
The hydro accumulator 1 and check valve (starter switch in position 1) allow
the lift arms to be lowered and the working attachment to be tilted out, even
when the engine is not running.
The working hydraulics lockout button deactivates the pilot control solenoid
valve. The P connection in the pilot control unit is relieved towards the
hydraulic tank and the working hydraulics cannot be used.
See the detailed description in the section on the pilot control unit
solenoid valve.
Control block
The control block contains the spool valves for the tilt cylinder 1 and the lift
cylinder 2.
The spool valves for the lift and tilt cylinders are supplied with oil by the pilot
control unit.
The restrictors in the control valve block allow sensitive control of the
individual functions.
The float position/ride control solenoid valve relieves the lift cylinder rod end
to the hydraulic tank when it is activated.

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Pilot control unit
7.3.1 Pilot control unit
Technical data
See section 2.1
Design
Main components of the pilot control device

1 Housing 4 Control plate
2 Control valve 5 Control lever
3 Electromagnetic locking
The pilot control device is fitted in the operating panel to the right of the
driver's seat.
An additional pilot control unit for special functions (3rd control circuit) can
be fitted on the side of the existing pilot control unit.

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Pilot control unit
Components of the pilot control device

1 Pressure spring 21 Shim
2 Spring sleeve 22 Adjusting bushing
3 O-ring 23 Nut
4 Brass bushing 24 Counter nut
5 Sealing ring 25 Adjusting screw
6 O-ring 26 Snap ring
7 Plastic bushing 27 Tappet
8 O-ring 28 Guide bushing
9 Tappet guide 29 Tappet
10 Retaining ring 30 Retaining plates
11 Electromagnet with sockets 31 Spring cup
12 Threaded rod with universal joint 32 Return spring
13 Ring 33 Regulating spring
14 Tappet with universal joint 34 Regulating piston
15 Disc 35 Plug
16 Lock nut 36 Bore hole
17 Connector piece 37 Housing
18 Counter nut 38 Connection 2
19 Control lever 39 Connection 4
20 Control plate

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Pilot control unit
Basic function
Hydraulic plan of the pilot control unit

1 Lowering valve 5 Float position solenoid
2 Lifting valve 6 Lift kick-out solenoid
3 Tilt-in valve 7 Bucket return-to-dig solenoid
4 Tilt-out valve
The pilot control device activates the pistons in the control block
hydraulically. It works on the basis of directly controlled pressure relief
valves. When the control lever is moved, it supplies oil to the appropriate
connection.
The pressure regulation of the valves in the pilot control device depends on:
– The position of the control lever
– The properties of the individual regulating springs
The retaining solenoids allow each function to be electromagnetically locked.
Its magnetic force holds the control lever in its end position.
Idle state In the idle state, the control lever is held in the zero position by the
return spring 2. The connection 6 is connected via the hole 5 to the tank
connection T.
Control valve in idle state / Control valve in active state

Regulating phase When the control lever is moved, the tappet 7 pushes against the return
spring 8 and the regulating spring 9. The regulating spring 9 pushes down
the regulating piston 10 and closes the connection of the port 12 and the
tank connection T. At the same time, the connection 12 is connected to the
connection P via the hole 11.

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Pilot control unit
The control phase begins as soon as the force of the regulating spring 9 and
the force of the hydraulic pressure at the connection 12 are equal. The
regulating piston 10 is in equilibrium.
The interaction of the regulating piston 10 and the regulating spring 9 means
that the pressure at the connection 12 is proportional to the stroke of the
tappet 7 and therefore to the position of the control lever. The pressure
regulation which is proportional to the position of the control lever allows the
spool valves in the control block to be moved proportionally to the pressure.
Electromagnetic locking
The following functions have electromagnetic locking:
– Lift kick-out
– Bucket return-to-dig
– Float position
The pressure spring 1 is attached under the tappet 3 and the spring sleeve
2. Just before the end of the stroke of the tappet and the control lever, the
operator must apply additional force to tension the pressure spring 1. This
shows the operator that the control lever is at its end position / maximum
deflection.
At the end position (maximum deflection) of the control lever, the ring 5
comes into contact with the anchor magnet 4. When the solenoid is
activated, its magnetic force holds the control lever in its end position.
Unlocking takes place automatically by switching off the solenoid current
using the proximity switch or by pulling back the control lever.
7.3.2 Pilot control solenoid valve
Technical data
See section 2.1
Design
Solenoid valves in the cut-in block

1 Pilot control hydro accumulator 3 Overspeed protection solenoid
2 Pilot control solenoid valve valve
4 Solenoid valve block assembly
The cut-in block is fitted on left of the rear section beside the engine.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Pilot control unit
Basic function
The cut-in block includes the following components in a single housing:
– Pilot control solenoid valve (working hydraulics)
– Overspeed protection solenoid valve (rear axle braking function)
Pilot control solenoid valve

When the engine is running or when the starter switch is in position 1, the
pilot control solenoid valve 5 is activated automatically. Control oil flows to
the pilot control unit 1 and the working hydraulics can be operated.
Hydraulic plan of the solenoid valve block

1 Pilot control unit 5 Pilot control solenoid valve
3 Solenoid valve block assembly valve
4 Check valve 7 Replenishing pump
The on-road travel button deactivates the pilot control solenoid valve 5. The
P connection in the pilot control unit 1 is relieved towards the hydraulic tank
and the working hydraulics cannot be used.
The hydro accumulator 3 with check valve 4 allows the working hydraulics to
be used even when the engine is not running (starter switch in position 1).
The lift arms can be lowered and the working attachment tilted out.

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Pilot control unit
7.3.3 Pilot control hydro accumulator
Technical data
See section 2.1
Design
Components of the hydro accumulator

1 Plug 3 Closing head
2 Membrane 4 Accumulator
The elastic partition between the fluid and the nitrogen is a membrane 2,
which is stretched in the accumulator 4. The closing head 3 prevents the
membrane from being pressed into the inlet opening when the hydro
accumulator is completely empty.
The plug 1 allows the accumulator to be checked and topped up using the
filling and testing device.
Basic function
The purpose of the hydro accumulator is to store hydraulic energy and
supply it when needed.
It has the following applications:
– To act as an attenuator for pressure peaks, for example for the ride
control system or steering attenuation.
– As an energy reserve to supply energy when needed, for example for the
brake system.
Storing pressure for the pilot control

The hydro accumulator 1 allows the working hydraulics to be used even
when the engine is not running (starter switch in position 1). The lift arms
can be lowered and the working attachment tilted out.

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Pilot control unit
7.3.4 Float position pressure switch
Technical data
See section 2.1
Design
Components of the pressure switch

1 Connection contact 4 Switch contact
2 Adjusting screw 5 Membrane
3 Pressure spring 6 Housing
The float position pressure switch is installed under the pilot control unit in
the control line for lowering the lift arms.
Basic function
The membrane pressure switches are for switching electric circuits on and
off. The hydraulic pressure acts via a membrane on an adjustable spring.
When a set value is reached, the electric contact opens and the circuit is
interrupted.
This type of membrane pressure switch is known as “normally open”.
Activating the float position function

The float position pressure switch activates the float position function.
Layout of pressure switches and solenoid valve

1 Float position / ride control 3 Ride control pressure switch
solenoid valve 4 Float position retaining
2 Float position pressure switch solenoid
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Pilot control unit
When the float position pressure switch 2 reaches a set pilot control
pressure, its electrical contact closes. If the float position/ride control button
is switched on, the float position/ride control solenoid valve 1 (on the control
valve block) and the float position retaining solenoid 4 (in the pilot control
unit) are activated.
When float position retaining solenoid 4 is activated, its magnetic force holds
the control lever in its end position.
The float position/ride control solenoid valve 1 (on the control valve block)
relieves the lift cylinder rod end to the hydraulic tank. The working
attachment lies on the ground under its own weight.
L544 - 443 / from 7477 Copyright by 7 . 3 - 1 1 of 1 2

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Pilot control unit

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Ride control
7.4 Ride control L544, L554 to 11597
Valid for: L544 - 443 / 7477 - 11597; L554 - 453 / 7477 - 11597
Design
Main components of the ride control system

1 Lift cylinder 3 Float position / ride control 4 Stabilisation module
2 Control block solenoid valve 5 Hydro accumulator
The stabilisation module 4 with hydro accumulator 5 and control valve block
2 are installed in the front section.
Basic function
The wheel loader is an unsprung earth-moving machine and therefore tends
towards bouncing and pitching vibrations. These vibrations are
uncomfortable for the driver, reduce drive performance and machine safety.
The ride control system is a hydropneumatic spring support between the lift
arms and the chassis. It reduces bouncing and pitching vibrations.
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MJFCIFSS
Ride control
Hydraulic diagram of the ride control system

1 Stabilisation module 11 Lowering valve 21 Lift cylinder spool valve
2 Logic valve 12 Lifting valve 22 Float position / ride control
3 Cut-off valve 13 Float position pressure switch, solenoid valve
4 Solenoid valve 26 bar 23 Lifting pressure relief valve
5 Restrictor check valve 14 Ride control pressure switch, 24 Replenishing valve
6 Safety valve 10 bar 25 Tilt cylinder spool valve
7 Hydro accumulator 15 Lift cylinder
10 Pilot control unit 20 Control block assembly
When ride control is activated, the lift cylinders 15 are connected at the base
end to the hydro accumulators 7. The hydro accumulators are filled with
nitrogen and absorb pressure peaks at the base end of the lift cylinders.
The lift cylinders are connected at the rod end to the hydraulic tank. This
allows the lift arms to move up freely.
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MJFCIFSS
Ride control
Stabilisation module
The stabilisation module protects the hydro accumulator 1 from overload.
If the pressure is too high, the stabilisation module stops the oil flow to the
hydro accumulators.
The solenoid valve 3 is for activating and deactivating ride control.
The safety valve 4 opens if the pressure to the tank connection is too high.
This protects the hydro accumulator from overload.
See the detailed description in the section on the stabilisation module.
Control valve block

cylinder 1.
The lift cylinder base end is connected to the control valve block and the
stabilisation module.
The float position/ride control solenoid valve 3 connects the lift cylinder rod
end to the hydraulic tank when it is activated.

The ride control pressure switch prevents ride control from being activated at
the same time as the float position or lift arm lowering function.
When the float position or lift arm lowering function is not activated, the
contact in the ride control pressure switch 1 is open. This means that ride
control can be activated.
Ride control deactivated

When ride control is deactivated, the base end of the lift cylinder is
connected via the stabilisation module to the hydro accumulators. This
means the hydro accumulators already have the load pressure of the
working attachment. If the pressure is too high, the stabilisation module
blocks the connection to the hydro accumulators.
The connection between the lift cylinder rod end and the hydraulic tank is
interrupted. The pressure generated at the lift cylinder rod end prevents the
working attachment from vibrating. This makes it easier to pick up material.
Ride control activated

Ride control can only be activated when:
– The ride control button is activated
– At a travel speed above 9.1 km/h
– The contact on the ride control pressure switch is closed
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MJFCIFSS
Ride control
Hydraulic diagram with ride control activated

1 Hydro accumulator 4 Restrictor check valve 7 Float position / ride control
2 Logic valve 5 Safety valve solenoid valve
3 Ride control solenoid valve 6 Lift cylinder 8 Lift cylinder spool valve
When ride control is activated, the float position/ride control solenoid valve 7
and the ride control solenoid valve 3 are energised.
The float position/ride control solenoid valve 7 opens the lift cylinder rod end
to the hydraulic tank.
The ride control solenoid valve 3 relieves the logic valve 2 on the back
towards the tank. The logic valve opens fully and the connection to the hydro
accumulators is open in both directions.
The safety valve 5 is installed to relieve the pressure. If there are excess
pressure peaks, the safety valve opens to the hydraulic tank.
If the speed falls below 9.1 km/h the two solenoid valves are switched off
again. The lift arms can no longer vibrate.
The activation speed of 9.1 km/h can be adjusted using the BODEM
software.
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MJFCIFSS
Ride control
7.4.1 Stabilisation module
Technical data
See section 2.1
Design
Main components of the stabilisation module

1 Hydro accumulator 4 Cut-off valve
2 Main block 5 Ride control solenoid valve
3 Safety valve
The stabilisation module is installed under the steering cylinder in the front
section on the right.
It consists of the main block 2, which contains the safety valve 3 and the
logic valve. The cut-off valve 4 and the ride control solenoid valve 5 are
attached to the main block 2.
Basic function
The stabilisation module protects the hydro accumulator from excessive
pressure peaks. If the pressure is too high, the stabilisation module stops the
oil flow to the hydro accumulators.
Hydraulic diagram of the stabilisation module

1 Logic valve 5 Safety valve
2 Cut-off valve 6 Hydro accumulator
3 Solenoid valve M7 Test connection
4 Restrictor check valve
The logic valve 1 provides the connection to the hydro accumulators. The
logic valve is controlled by the cut-off valve 2 and the solenoid valve 3.
If there is excess pressure, the safety valve 5 opens to the hydraulic tank.
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MJFCIFSS
Ride control
Logic valve
Sectional view of the logic valve

1 Lift cylinder base end 2 Connection to hydro accumulators
connection 3 Logic valve activation
The logic valve connects the lift cylinder base end to the hydro
accumulators.
When ride control is activated, the ride control valve 3 is energised. The
spring side of the logic valve 1 opens to the tank.
Oil can now flow quickly back and forth from the lift cylinder base end 7 to
the hydro accumulators 6. The open logic valve and the absorbing effect of
the hydro accumulators mean that ride control is active.
If the maximum pressure is reached, the safety valve 5 opens to the
hydraulic tank. This means the pressure in the hydro accumulators cannot
exceed a set level.
Hydraulic diagram of the stabilisation module with lift cylinder

When ride control is deactivated, the pressure of the hydro accumulators 6
acts on the spring side logic valve 1. Because the surface is greater than on
the other side, this pressure keeps the logic valve 1 closed.
Only when the lift cylinder base end 7 increases doe the logic valve 1 open,
increasing the pressure of the hydro accumulator 6. The pressure can
increase until the cut-off valve 2 directs the system pressure of the lift
cylinder base end 7 to the spring side of the logic valve 1. The logic valve 1
closes, and the pressure in the hydro accumulators 6 can no longer
increase.
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MJFCIFSS
Ride control
When ride control is deactivated, the logic valve 1 opens and closes very
slowly, ensuring that the correct pressure in the hydro accumulators 6
is reached. This means the hydro accumulators 6 no longer have an
absorbing effect.
Cut-off valve
The cut-off valve 2 controls the logic valve 1. Oil flows either from the hydro
accumulators or the lift cylinder base end through the cut-off valve 2 and the
solenoid valve 3 to the spring side of the logic valve 1.
At low pressure, the cut-off valve 2 is in its idle position. Oil flows from the
hydro accumulators through the cut-off valve to the spring side of the logic
valve 1.
If the pressure increases to the set value, the cut-off valve 2 switches to its
second position. Oil flows from the lift cylinder base end through the cut-off
valve to the spring side of the logic valve 1.
Ride control solenoid valve

The ride control solenoid valve controls the logic valve. The logic valve
opens and closes according to the condition of the machine.
Sectional view of the solenoid valve with actuator cylinder

Ride control activated When ride control is activated, the solenoid valve 3 is energised. The
solenoid valve 3 opens the duct A to the hydraulic tank. This opens the
spring side of the logic valve 1 to the tank.
The restrictor check valve 4 attenuates the opening and closing of the logic
valve 1. The restrictor check valve 4 is installed in a position to ensure that
the logic valve 1 opens slowly and closes quickly.
Ride control deactivated When ride control is deactivated, the solenoid valve 3 is not energised and is
in its idle position. Oil can flow from the cut-off valve 2 to the spring side of
the logic valve 1.
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MJFCIFSS
Ride control
Safety valve
The safety valve restricts the pressure in the hydro accumulators. If the
pressure is too high, the safety valve opens to the hydraulic tank.
Sectional view of the safety valve

1 Adjusting screw 4 Valve cone
2 Valve sleeve P Duct
3 Pressure spring T Hydraulic tank duct
The safety valve is a directly actuated valve. If the pressure in the duct P
exceeds the level set on the pressure spring 3, the valve cone 4 opens
against the spring. Pressurised fluid can flow from the duct P to the hydraulic
tank T.
7.4.2 Ride control hydro accumulator
Technical data
See section 2.1
Design
Hydro accumulators on the stabilisation module

The stabilisation module 2 with the hydro accumulators 1 is installed under
the steering cylinder in the front section on the right.
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MJFCIFSS
Ride control
Function
The hydro accumulators are connected via the stabilisation module and the
control valve block to the base end of the lift cylinders. If the maximum
pressure is reached, the stabilisation module stops the oil flow to the hydro
accumulators. This protects the hydro accumulator from overload.
The hydro accumulators absorb bouncing and pitching vibrations. The
vibration damping effect is achieved using a nitrogen filling in the hydro
accumulators.
Oil filling on the nitrogen side of the hydro accumulator
Cross section of the hydro accumulator

1 Plug 4 Membrane
2 Nitrogen filling 5 Closing head
3 Oil filling 6 Accumulator
The hydro accumulators have a small amount of oil in them to protect the
membrane on the nitrogen side. When sudden pressure peaks occur, such
as when driving over rough ground, the oil prevents the membrane from
hitting the inside of the accumulator too hard.
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MJFCIFSS
Ride control
7.4.3 Ride control pressure switch

(ID 6905 893)
Technical data
See section 2.1
Design

The ride control pressure switch is installed under the pilot control unit in the
control line for lowering the lift arms.
Basic function
interrupted.
This type of membrane pressure switch is known as “normally closed”.
Deactivating the ride control function

contact in the ride control pressure switch is closed. This means that ride
When the float position or lift arm lowering function is activated, the pressure
on the ride control pressure switch increases and the electrical contact in
the switch opens. This prevents ride control from being activated at the
same time.
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MJFCIFSS
Ride control
7.5 Ride control L544, L554 from 11598
Design

The stabilisation module 4 with hydro accumulator 5 and control valve block
2 are installed in the front section.
Basic function

L554 - 453 / from 11598
MJFCIFSS
Ride control

1 Stabilisation module 9 Lowering valve 21 Lift cylinder spool valve
2 Ride control spool valve 10 Lifting valve 22 Float position / ride control
3 Restrictor check valve 11 Float position pressure switch, solenoid valve
4 Ride control solenoid valve 26 bar 23 Lifting pressure relief valve
5 Safety valve 12 Ride control pressure switch, 24 Replenishing valve
6 Hydro accumulator unit 10 bar 25 Tilt cylinder spool valve
7 Check valve 13 Lift cylinder
8 Pilot control unit 20 Control block assembly

L554 - 453 / from 11598
MJFCIFSS
Ride control
The stabilisation module protects the hydro accumulator from overload.
hydro accumulators.
Hydro accumulator unit

hydro accumulators.
The hydro accumulators absorb bouncing and pitching vibrations.
The vibration damping effect is achieved using a nitrogen filling in the hydro
accumulators.
See the detailed description in the section on the hydro accumulator unit.
Control valve block

cylinder 1.


L554 - 453 / from 11598
MJFCIFSS
Ride control

When ride control is deactivated, the spool valve 2 is in the second position.
Oil can flow through the check valve from the spool valve 2 to the hydro
accumulators 6. This means the hydro accumulators already have the load
pressure of the working attachment.
If the pressure is too high, the spool valve 2 blocks the connection to
the hydro accumulators. This pushes the spool valve to the left into the
closed position.
Hydraulic diagram with ride control deactivated

1 Stabilisation module 4 Ride control solenoid valve 8 Lift cylinder
2 Ride control spool valve 5 Safety valve 9 Float position / ride control
3 Restrictor check valve 6 Hydro accumulator unit solenoid valve
7 Check valve 10 Lift cylinder spool valve

– At a travel speed above 9.1 km/h (adjustable)
The ride control solenoid valve 4 directs the pressure of the hydro
accumulator to the left side of the spool valve 2. This pushes the spool valve
2 right, fully opening the connection to the hydro accumulators.

L554 - 453 / from 11598
MJFCIFSS
Ride control
software.


L554 - 453 / from 11598
MJFCIFSS
Ride control
Technical data
See section 2.1
Design

1 Housing 5 Hydro accumulator connection
2 Safety valve 6 Tank connection
3 Ride control piston 7 Ride control solenoid valve
4 Lift cylinder connection
The stabilisation module is mounted under the steering cylinder in the front
section.
It consists of the housing 1, which contains the safety valve 2 and the ride
control piston 3. The ride control solenoid valve 7 is for activating and
deactivating ride control.

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MJFCIFSS
Ride control
Components of the stabilisation module

1 Plug 6 Regulating spring 10 Outer restrictor screw
2 Socket-head screw 7 Ride control spool valve 11 Restrictor check valve
3 Spacer bushing 8 Relief valve 12 Inner restrictor screw
4 Spring cup 9 Ride control solenoid valve 13 Housing
5 Regulating spring

L554 - 453 / from 11598
MJFCIFSS
Ride control
Basic function

1 Ride control spool valve 5 Relief valve
2 Restrictor check valve 6 Hydro accumulator
3 Ride control solenoid valve MX Test connection
4 Safety valve
Safety valve
The safety valve restricts the pressure in the hydro accumulators. If the
pressure is too high, the safety valve opens to the hydraulic tank.

tank T.

L554 - 453 / from 11598
MJFCIFSS
Ride control
7.5.2 Hydro accumulator unit
Technical data
See section 2.1
Design
Components of the hydro accumulator unit

1 Housing 3 Hydro accumulator
2 Stabilisation module connection
The hydro accumulator unit is mounted in the front section. The hydro
accumulators are mounted on the housing.
The housing is connected to the stabilisation module.

L554 - 453 / from 11598
MJFCIFSS
Ride control
Function
The hydro accumulator unit is connected via the stabilisation module to the
base end of the lift cylinders. If the maximum pressure is reached, the
stabilisation module stops the oil flow to the hydro accumulators. This
protects the hydro accumulator from overload.
accumulators.

1 Plug 4 Membrane

L554 - 453 / from 11598
MJFCIFSS
Ride control

(ID 6905 893)
Technical data
See section 2.1
Design

Basic function
interrupted.

contact in the ride control pressure switch is closed. This means that ride
same time.

L554 - 453 / from 11598
MJFCIFSS
Ride control

L554 - 453 / from 11598
MJFCIFSS
Ride control
7.6 Ride control L564, L574, L580 to 11597
Valid for: L564 - 463 / 7477 - 11597; L574 - 473 / 7477 - 11597; L580 - 458 / 7477 - 11597
Design

2 Control block solenoid valve 5 Hydro accumulator unit
Basic function
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L580 - 458 / 7477 - 11597 MJFCIFSS
Ride control

1 Stabilisation module 10 Pilot control unit 20 Control block assembly
2 Logic valve 11 Lowering valve 21 Lift cylinder spool valve
3 Cut-off valve 12 Lifting valve 22 Float position / ride control
4 Solenoid valve 13 Float position pressure switch, solenoid valve
5 Actuator cylinder 26 bar 23 Lifting pressure relief valve
6 Restrictor check valve 14 Ride control pressure switch, 24 Check valve
7 Safety valve 10 bar 25 Tilt cylinder spool valve
8 Hydro accumulator unit 15 Lift cylinder
end to the hydro accumulator unit 8. The hydro accumulators are filled with
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Ride control
hydro accumulator unit.
The safety valve 2 provides additional protection against excess pressure.
Control block
cylinder 1.

The ride control pressure switch 1 prevents ride control from being activated
at the same time as the float position or lift arm lowering function.

When ride control is deactivated, the base end of the lift cylinder is
connected via the stabilisation module to the hydro accumulators. This
means the hydro accumulators already have the load pressure of the
working attachment. If the pressure is too high, the stabilisation module
blocks the connection to the hydro accumulators.

– At a travel speed above 9.1 km/h
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Ride control

1 Hydro accumulator 5 Restrictor check valve 8 Float position / ride control
2 Logic valve 6 Safety valve solenoid valve
3 Ride control solenoid valve 7 Lift cylinder 9 Lift cylinder spool valve
4 Actuator cylinder
The ride control solenoid valve 3 relieves the logic valve 2 on the back
towards the tank. The logic valve opens fully and the connection to the hydro
accumulators is open in both directions.
If the pressure is too high while the machine is travelling, the actuator
cylinder 4 pushes the ride control solenoid valve 3 back to its initial position.
The logic valve 2 is connected via the solenoid valve 3 to the system
pressure of the base end of the lift cylinder and closes.
The safety valve 6 provides additional protection against excess pressure.
If there are excess pressure peaks, the safety valve opens to the
hydraulic tank.
software.
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L574 - 473 / 7477 - 11597
MJFCIFSS L580 - 458 / 7477 - 11597
Ride control
Technical data
See section 2.1
Design

1 Main block 4 Cut-off valve
2 Safety valve 5 Cut-off valve housing
3 Ride control solenoid valve 6 MX test connection
7 Actuator cylinder
The stabilisation module is installed the front section on the right next to the
control valve block.
It consists of the main block 1, which contains the safety valve 2 and the
logic valve. The cut-off valve 4 and the solenoid valve 3 with the actuator
cylinder 7 are attached to the main block 1.
Basic function

1 Logic valve 5 Actuator cylinder
2 Safety valve 6 Restrictor check valve
3 Cut-off valve 7 Restrictor
4 Solenoid valve MX Test connection
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Ride control
The logic valve 1 provides the connection to the hydro accumulators. The
logic valve is controlled by the cut-off valve 3, solenoid valve 4 and actuator
cylinder 5. If the pressure is too high, the pack of the logic valve is
pressurised and closes.
The safety valve 2 provides additional pressure relief for the hydro
accumulators. If the pressure is too high, the safety valve opens to the
hydraulic tank.
Logic valve
Sectional view of the logic valve

1 Lift cylinder base end 2 Connection to hydro accumulators
connection 3 Logic valve activation
The logic valve connects the lift cylinder base end to the hydro
accumulators.
When ride control is activated, the ride control valve 3 is energised. The
spring side of the logic valve 1 opens to the tank.
Oil can now flow quickly back and forth from the lift cylinder base end 8 to
the hydro accumulators 7 and vice versa. The open logic valve and the
absorbing effect of the hydro accumulators mean that ride control is active.
When the maximum pressure is reached, the actuator cylinder 4 pushes the
ride control solenoid valve 3 to its initial position. The system pressure of the
lift cylinder base end is directed via the cut-off valve 2 and the solenoid valve
3 to the spring side of the logic valve 1. The high pressure on the spring side
closes the logic valve 1 and the pressure in the hydro accumulators 6 can no
longer increase.
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MJFCIFSS L580 - 458 / 7477 - 11597
Ride control
Hydraulic diagram of the stabilisation module with lift cylinder

When ride control is deactivated, the pressure of the hydro accumulators 7
acts on the spring side logic valve 1. Because the surface is greater than on
the other side, this pressure keeps the logic valve 1 closed.
Only when the lift cylinder base end 8 increases doe the logic valve 1 open,
increasing the pressure of the hydro accumulator 7. The pressure can
increase until the cut-off valve 2 directs the system pressure of the lift
cylinder base end 8 to the spring side of the logic valve 1. The logic valve 1
closes, and the pressure in the hydro accumulators 7 can no longer
increase.
When ride control is deactivated, the logic valve 1 opens and closes very
slowly, ensuring that the correct pressure in the hydro accumulators 7 is
reached. This means the hydro accumulators 7 no longer have an absorbing
effect.
Cut-off valve
The cut-off valve 2 controls the logic valve 1. Oil flows either from the hydro
accumulators or the lift cylinder base end through the cut-off valve 2 and the
solenoid valve 3 to the spring side of the logic valve 1.
At low pressure, the cut-off valve 2 is in its idle position. Oil flows from the
hydro accumulators through the cut-off valve to the spring side of the logic
valve 1.
If the pressure increases to the set value, the cut-off valve 2 switches to its
second position. Oil flows from the lift cylinder base end through the cut-off
valve to the spring side of the logic valve 1.
Solenoid valve with actuator cylinder

The solenoid valve with actuator cylinder controls the logic valve. The logic
valve opens and closes according to the condition of the machine.
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Ride control

Sectional view of the solenoid valve with actuator cylinder
When ride control is activated, the solenoid valve 3 is energised. The
solenoid valve 3 opens the duct A to the hydraulic tank. This opens the
spring side of the logic valve 1 to the tank.
If the pressure reaches the maximum level, the actuator cylinder 4 pushes
the solenoid valve 3 back to its initial position.
The system pressure of the lift cylinder base end acts on the spring side of
the logic valve 1 and it closes.
The restrictor check valve 5 attenuates the opening and closing of the logic
valve 1. The restrictor check valve 5 is installed in a position to ensure that
the logic valve 1 opens slowly and closes quickly.
Ride control deactivated When ride control is deactivated, the solenoid valve 3 is not energised and is
in its idle position. Oil can flow from the cut-off valve 2 to the spring side of
the logic valve 1.
Safety valve
The safety valve provides additional pressure relief for the hydro
hydraulic tank.

tank T.
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MJFCIFSS L580 - 458 / 7477 - 11597
Ride control
Technical data
See section 2.1
Design

The housing is connected to the stabilisation module via two hydraulic
hoses.
Function
The hydro accumulator unit is connected via the stabilisation module and the
control valve block to the base end of the lift cylinders. If the maximum
pressure is reached, the stabilisation module stops the oil flow to the hydro
accumulators. This protects the hydro accumulator from overload.
accumulators.
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Ride control

1 Plug 4 Membrane

(ID 6905 893)
Technical data
See section 2.1
Design

7 . 6 - 1 0 of 1 2 Copyright by L564 - 463 / 7477 - 11597

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MJFCIFSS L580 - 458 / 7477 - 11597
Ride control
Basic function
interrupted.

contact in the ride control pressure switch 1 is closed. This means that ride
same time.
L564 - 463 / 7477 - 11597 Copyright by 7 . 6 - 1 1 of 1 2

L574 - 473 / 7477 - 11597
L580 - 458 / 7477 - 11597 MJFCIFSS
Ride control
7 . 6 - 1 2 of 1 2 Copyright by L564 - 463 / 7477 - 11597

L574 - 473 / 7477 - 11597
MJFCIFSS L580 - 458 / 7477 - 11597
Ride control
7.7 Ride control L564, L574, L580 from 11598
Design

The stabilisation module 4, hydro accumulator 5 and control valve block 2
are installed in the front section.
Basic function

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Ride control

1 Stabilisation module 10 Pilot control unit 20 Control block assembly
2 Ride control spool valve 11 Lowering valve 21 Lift cylinder spool valve
3 Restrictor check valve 12 Lifting valve 22 Float position / ride control
4 Ride control solenoid valve 13 Float position pressure switch, 26 bar solenoid valve
5 Safety valve 14 Ride control pressure switch, 23 Lifting pressure relief valve
6 Hydro accumulator unit R 10 bar 24 Replenishing valve
7 Check valve 15 Lift cylinder 25 Tilt cylinder spool valve

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Ride control
hydro accumulators.
Hydro accumulator unit

hydro accumulators.
The hydro accumulators absorb bouncing and pitching vibrations.
The vibration damping effect is achieved using a nitrogen filling in the hydro
accumulators.
See the detailed description in the section on the hydro accumulator unit.
Control block
cylinder 1.

The ride control pressure switch 1 prevents ride control from being activated
at the same time as the float position or lift arm lowering function.

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Ride control

When ride control is deactivated, the spool valve 2 is in the second position.
Oil can flow through the check valve from the spool valve 2 to hydro
accumulators 6. This means the hydro accumulators already have the load
pressure of the working attachment.
If the pressure is too high, the spool valve 2 blocks the connection to
the hydro accumulators. This pushes the spool valve to the left into the
closed position.
Hydraulic diagram with ride control deactivated


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Ride control

– At a travel speed above 9.1 km/h (adjustable)
The ride control solenoid valve 4 directs the pressure of the hydro
accumulator to the left side of the spool valve 2. This pushes the spool valve
2 right, fully opening the connection to the hydro accumulators.
software.

2 Ride control spool valve 5 Safety valve 9 Float position / ride control solenoid
3 Restrictor check valve 6 Hydro accumulator unit valve

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Ride control
Technical data
See section 2.1
Design

1 Housing 5 Hydro accumulator connection
2 Safety valve 6 Tank connection
3 Ride control piston 7 Ride control solenoid valve
4 Lift cylinder connection
The stabilisation module is mounted under the steering cylinder in the
front section.
It consists of the housing 1, which contains the safety valve 2 and the ride
control piston 3. The ride control solenoid valve 7 is for activating and
deactivating ride control.

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Ride control
Components of the stabilisation module

1 Plug 6 Regulating spring 10 Outer restrictor screw
2 Socket-head screw 7 Ride control spool valve 11 Restrictor check valve
3 Spacer bushing 8 Relief valve 12 Inner restrictor screw
4 Spring cup 9 Ride control solenoid valve 13 Housing
5 Regulating spring
Basic function

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Ride control
1 Ride control spool valve 5 Relief valve

2 Restrictor check valve 6 Hydro accumulator
3 Ride control solenoid valve MX Test connection
4 Safety valve
Safety valve
The safety valve provides additional pressure relief for the hydro
hydraulic tank.

tank T.

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Ride control
Technical data
See section 2.1
Design

The housing is connected to the stabilisation module.
Function
The hydro accumulator unit is connected via the stabilisation module to the
base end of the lift cylinders. If the maximum pressure is reached, the
stabilisation module stops the oil flow to the hydro accumulators. This
protects the hydro accumulator from overload.
accumulators.

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Ride control
1 Plug 4 Membrane

L574 - 473 / from 11598
Ride control

(ID 6905 893)
Technical data
See section 2.1
Design

Basic function
interrupted.

contact in the ride control pressure switch 1 is closed. This means that ride
same time.

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Ride control

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Lift and tilt cylinders
7.8 Lift and tilt cylinders

7.8.1 Lift cylinder
Technical data
See section 2.1
Design
1 Rod-end cylinder bearing 4 Piston rod 7 Hex Screw

2 Piston rod bearing 5 Piston
3 Cylinder tube 6 Base-end cylinder bearing
The cylinder base is welded to the cylinder tube 3.
The rod-end cylinder bearing 1 is forked.
The base-end cylinder bearing 6 is a lug with a bearing bushing.
The piston rod bearing 2 is pushed on and screwed to the cylinder tube 3.
The piston 5 and the piston rod bearing 2 are fitted with Glyd Seal, Rimseal
and Stepseal sealing rings.
The O rings are equipped with support rings.
Extension and retraction

The hydraulic cylinder is a double-action cylinder with a piston at one end.
The maximum forces in the cylinder depend on the maximum operating
pressure and the active surfaces.
When extending, the piston face is active; when retracting, the smaller ring
face is active.
This means the force when extending is greater than when retracting.
The piston speed is inversely proportional to the force. It is faster when
retracting than extending.

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Piston rod guide

The piston rod is guided by the guide rings on the piston and in the piston
rod bearing.
Sealing
The scraper ring in the piston rod bearing prevents dirt from penetrating the
piston rod.
The O-rings and the Glyd Seal, Rimseal and Stepseal sealing rings seal the
pressure chambers inside and out.
7.8.2 Tilt cylinder
Technical data
See section 2.1
Design
1 Rod-end cylinder bearing 4 Piston rod 7 Hex Screw

3 Cylinder tube 6 Base-end cylinder bearing
The rod-end cylinder bearing 1 and the base-end cylinder bearing 6 form a
lug with a bearing bushing.
The piston rod bearing 2 is pushed on and screwed to the cylinder tube 3.
The piston 5 and the piston rod bearing 2 are fitted with Glyd Seal, Rimseal
and Stepseal sealing rings.
The O rings are equipped with support rings.

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Extension and retraction

The hydraulic cylinder is a double-action cylinder with a piston at one end.
face is active.
The piston speed is inversely proportional to the force. It is faster when
retracting than extending.
Piston rod guide

rod bearing.
Sealing
The scraper ring in the piston rod bearing prevents dirt from penetrating the
piston rod.
The O-rings and the Glyd Seal, Rimseal and Stepseal sealing rings seal the

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Hydraulic tank
7.9 Hydraulic tank

(ID 9658939)
Design
Main components of the hydraulic tank

1 Steel container 7 Working hydraulics pump intake
2 Oil level sight glass connection
3 Return and suction filter 8 Steering pump intake connection
4 Return strainer 9 Intake connection from
5 Bleeder filter replenishing pump
6 Fixing panels
The hydraulic tank is fitted on the rear section. The fittings for fastening the
exhaust and air filter are on the steel part of the hydraulic tank.
Basic function
The hydraulic tank contains the oil required by the hydraulic system. It
supplies oil to the travel hydraulics, working hydraulics, brake system and
steering system.
When the machine moves, a plate inside the hydraulic tank calms the
hydraulic oil. This moderating plate divides the hydraulic tank into a return
chamber and an intake chamber.

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Hydraulic tank
Return suction filter

The return suction filter cleans the oil flowing back from the working and
travel hydraulics. The oil flows from the inside outwards through the filter.
At the same time the filter acts as a suction filter for the replenishing pump of
the hydrostatic travel drive.
See the detailed description in the section on the return suction filter.
Return strainer
The return strainer 3 filters some of the oil returning from the entire hydraulic
system. The filtered oil then flows back to the hydraulic tank.
See the detailed description in the section on the return strainer.
Bleeder filter
To prevent excessive changes of pressure inside the hydraulic tank, air must
be exchanged with the atmosphere outside.
To prevent contamination, the air taken in from outside passes through a
fine filter.
See the detailed description in the section on bleeder filter.

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Hydraulic tank
7.9.1 Return suction filter
Technical data
See section 2.1
Design
1 Cover with magnetic rod
2 Filter housing
3 Filter casing
4 Filter element
The return suction filter is fitted in the hydraulic tank.
The steel vessel is sealed with an O-ring.
Main components of the return

suction filter
Components of the return suction filter

1 Filter housing 8 Moderating plate
2 Return oil connection 9 Safety strainer
3 Cover 10 Bypass valve
4 Plug 11 Intake connection from
5 Spacer pin replenishing pump
6 Magnetic rod 12 Replenishing valve
7 Filter element 13 Replenishing strainer
14 Pre-tension valve

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Hydraulic tank
Basic function
The filter acts as a return filter and as a suction filter for the replenishing
pump of the hydrostatic travel drive.
The oil flowing back from the working and travel hydraulics is pumped
through the connection 5 to the filter element. The oil flows from the inside
outwards through the filter 4 and is cleaned.
The magnetic rod 1 attracts larger metal particles from the oil flowing past.
This also increases the lifetime of the filter.
The outside of the filter is connected to intake connection 2 of the
replenishing pump.
More oil flows from the working and travel hydraulics to the return and
suction filter than is drawn up by the replenishing pump. The excess oil flows
through the pre-tension valve 3 to the tank.
Intake-side pressure preload and replenishing function

The filtered oil flows through the duct 3 to the intake connection 4 of the
replenishing pump. The pre-tension valve 7 preloads the intake connection 4
of the replenishing pump with a pressure of 0.5 bar. The remaining oil flows
through the duct 2, the duct 8 and through the pre-tension valve 7 to the
hydraulic tank.
The pressure of the intake connection 4 allows the replenishing pump to
draw up oil more easily for cold starts. This increases the pressure in the
hydrostatic control circuit increases more quickly and a better drive
If there is insufficient oil to supply the replenishing pump, it can draw up oil
from the hydraulic tank. Oil flows through the replenishing strainer 6 and the
replenishing valve 5 to the intake connection 4 of the replenishing pump.
There may be too little oil in the filter element, for instance after it is
changed.
The hole 9 makes it easier to change the filter. When you carefully open the
cover with the magnetic rod, some of the oil can flow slowly though the hole
9 into the hydraulic tank.
Bypass valve for pressure relief

The bypass valve 3 prevents excess pressure in the return system. If a
certain pressure is reached, the bypass valve opens. The oil then flows
through the safety strainer 2, the bypass valve 3 and the pre-tension valve 5
The safety strainer 2 catches dirt particles in the filter. This prevents soiling
of the hydraulic tank. Excess pressure can arise if the filter element 1 is dirty
or if the oil is not sufficiently viscous.

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Hydraulic tank
7.9.2 Return strainer
Technical data
See section 2.1
Design
The return strainer is contained in the hydraulic tank.
An O-ring is fitted as a seal between the return strainer and the steel
container.
Components of the return strainer

1 Housing 4 O-ring
2 Cover 5 O-ring
3 Hex bolt 6 Strainer insert
Basic function
The return strainer filters some of the oil returning from the entire hydraulic
system. The filtered oil then flows back to the hydraulic tank.

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Hydraulic tank
7.9.3 Bleeder filter
Technical data
See section 2.1
Design
Components of the bleeder filter

1 Filter housing 9 O-ring
2 Disc 10 Air outlet
3 Flat seal 11 Flat seal
4 Outlet valve 12 Inner housing
5 Pressure spring 13 Strainer
6 Seal 14 Pressure spring
7 Fine filter 15 Guide for inlet valve
8 Oil pan
The bleeder filter consists of an oil-resistant, corrosion-proof plastic housing
in which a filter element folded in a star shape is inserted. There is a flat seal
between the bleeder filter and the steel container.
Function
To prevent excessive changes of pressure inside the hydraulic tank, air must
be exchanged with the atmosphere outside.
To prevent contamination, the air taken in from outside passes through the
fine filter.
The spring-loaded outlet valve 2 and inlet valve 3 reduce the exchange of
air. This minimises the oil contamination and increases the service life of the
fine filter element.

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8 Steering system
8.0
Chapter contents
8 Steering system .................................................................. 8.0-1
8.1 Steering pump ................................................................................8.1-1
8.2 Servostat.........................................................................................8.2-1
8.3 Steering cylinder .............................................................................8.3-1

8.3.1 Steering damper hydro accumulator ....................................8.3-3
8.4 Emergency steering........................................................................8.4-1

8.4.1 Emergency steering pump ...................................................8.4-4
8.4.2 Emergency steering pump ...................................................8.4-6
8.4.3 Emergency steering pressure switch ...................................8.4-9
8.4.4 Emergency steering pressure switch .................................8.4-10
8.4.5 Emergency steering check pressure switch .......................8.4-11
8.4.6 Valve block .........................................................................8.4-12

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Steering system Service Manual

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Service Manual Steering system
Design
Main components of the steering system

1 Servostat 4 Valve block 7 Steering damping accumulator
2 Hydraulic tank 5 Emergency steering pump 8 Steering damping accumulator
3 Variable displacement pump 6 Left steering cylinder 9 Right steering cylinder
The machine has articulated steering. Two steering cylinders push the front
and rear sections together via the articulated joint.

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Basic function
Hydraulic plan of the steering system

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1 Hydraulic tank 16 Restrictor 34 Right pressure relief valve

2 Return strainer 17 Pressure cut-off 35 Metering pump
3 Bleeder filter 18 Flow controller 36 Spool
4 Return suction filter 19 High pressure test connection 40 Valve block
5 Pre-tension valve 20 Emergency steering pump 41 Check valve
6 Bypass valve 21 Electric motor 42 Check valve
7 Shut-off valve 22 Gear pump 43 Variable displacement pump
8 Shut-off valve 23 Pressure relief valve pressure switch B3
9 Oil cooler 24 Emergency steering pump 44 Test connection M
10 Variable displacement pump pressure switch B3a 45 Right steering cylinder
11 Axial piston pump 30 Servostat 46 Steering damper hydro
12 Servo cylinder 31 Left replenishing valve accumulator
13 Restoring cylinder 32 Left pressure relief valve 47 Left steering cylinder
15 Restrictor 33 Right replenishing valve 48 Steering damper hydro
accumulator
The steering system operates as an open circuit. The variable displacement
pump 10 draws up oil from the hydraulic tank 1 and pumps it via the valve
block 40 to the servostat 30. The servostat supplies the two steering
cylinders with oil when the steering wheel is moved.
The variable displacement pump 10 only delivers oil when it is actually
required due to the load sensing controller.
The emergency steering system makes it possible to continue steering even
when the variable displacement pump breaks down. Oil is directed by the
emergency steering pump 20 via the valve block 40 to the servostat 30.
The hydro accumulators 46 and 48 on the steering cylinders attenuate the
steering movement. The damping system in the steering cylinder prevents a
hard impact between the front and rear sections at the full angle of
articulation.
Hydraulic tank
The hydraulic tank provides filtered oil for the steering system. The variable
displacement pump draws up oil from the hydraulic tank via the shut-off
connection 1.
The oil return flow from the servostat is directed back to the hydraulic tank
via the oil cooler and the connection 3 via the return suction filter 4. Oil
leaking from the variable displacement pump is fed via the connection 2 and
the return strainer 5 to the hydraulic tank. The bleeder filter 6 compensates
for pressure differences inside the hydraulic tank by providing appropriate
ventilation.

The variable displacement pump draws oil from the hydraulic tank and
delivers it via the valve block to the servostat.
The load sensing of the variable displacement pump ensures that the pump
only supplies the oil quantity from the hydraulic tank which is currently
required by the steering system.
The pressure cut-off 2 limits the maximum pressure of the pump

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Emergency steering pump

The gear pump 4 of the emergency steering pump is powered by the electric
motor 1. The electric motor is activated when needed on via the relay 2.
For emergency steering operation, the emergency steering pump draws oil
from the hydraulic tank and delivers it via the valve block to the servostat.
The pressure relief valve 3 protects the pump from excess pressure. See the
detailed description in the "Emergency steering pump" chapter.
Valve block
The valve block connects the oil flow from the variable displacement pump
or from the emergency steering pump to the servostat.
The pressure switch 1 monitors the pressure of the variable displacement
pump. If the pressure at the pressure switch 1 is too low, the emergency
steering pump is automatically activated. This can occur when the diesel
engine has stalled or when the variable displacement pump breaks down.
The check valves 2 and 3 present the oil from flowing back to the pump.
See the detailed description in the "Valve block" section.
Servostat
The servostat is connected to the steering column. The metering pump and
the spool in the servostat are actuated and the steering movement initiated
via the steering wheel.
With a rapid movement of the steering wheel, the flow amplifier delivers
some of the oil directly to the steering cylinders via the spool. This enables
rapid steering response off-road.
The flow amplifier is not active for slow steering movements. The entire oil
volume is supplied via the spool and the metering pump to the steering
cylinders. This enables sensitive steering response for on-road travel.
Two pressure relief valves protect the steering cylinder and the servostat
from unacceptable pressure peaks.
See the detailed description in the "Servostat" section.
Steering cylinder
The steering cylinders are connected to the front and rear sections.
When steering, the steering cylinders are actuated by oil from the servostat.
The hydro accumulators on the steering cylinders dampen the steering
movements. The damping system in the steering cylinder prevents a hard
impact between the front and rear sections at the full angle of articulation.
See the detailed description in the "Steering cylinder" section.
Emergency steering function

The emergency steering function enables the steering to be operated if the
diesel engine or variable displacement pump fail. The emergency steering
pump is activated by the microcontroller.
See the detailed description in the "Emergency steering" section.

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Steering pump
8.1 Steering pump

(lD 5716846, 5716828)
Main components of the steering pump

1 Drive shaft 4 Pressure cut-off
3 Flow controller
The steering pump is an axial piston pump with a swash plate design. The
steering pump is flange-mounted on the variable displacement pump of the
working hydraulics and is driven via this unit by the diesel engine.
The pressure controller mounted on the pump housing and the flow
controller affect the control unit of the pump.
Components of the steering pump

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Steering pump
1 Drive shaft 9 Cylinder 17 Intake connection

2 Snap ring 10 Control plate 18 Snap ring
3 Shaft seal ring 11 O-ring 19 Support ring
4 Pump housing 12 P connection 20 Pressure spring
5 Bearing casing 13 Valve housing 21 Support ring
6 Swash plate 14 Shim 22 Glide shoe
7 Return plate 15 Tapered roller bearing 23 Return ball
8 Piston 16 Shim 24 Tapered roller bearing
Components of the steering pump

1 Ball head pin 6 Test connection P 11 Guide piston
2 Glide shoe 7 Plug 12 Restoring cylinder
3 Servo piston 8 Pressure cut-off 13 Glide shoe
4 Adjusting spring 9 Flow controller 14 Ball head pin
5 Piston guide 10 LS connection

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Steering pump
Basic function

1 Rotary group 7 Flow controller
2 Servo cylinder 8 High pressure test connection
3 Restoring cylinder 9 Oil to servostat
4 Restrictor 10 LS signal from servostat
5 Restrictor 11 Return flow to the hydraulic tank
6 Pressure cut-off 12 Intake connection
The steering pump operates as an open circuit. When in operation, the
pump supplies oil from the hydraulic tank via the valve block to the steering.
The flow of the steering pump is proportional to the drive RPM and to the
variable cylinder volume.
The pressure cut-off 6 mounted on the pump housing and the flow regulator
7 control the control unit of the pump. The control unit of the pump swivels
out the swash plate from the zero position. When the swash plate swivels
out, the piston stroke in the drive unit 1 increases and the pump starts to
supply oil.
Control unit
The control unit smoothly adjusts the displacement of the steering pump.
The angle of the swash plate 3 is changed from 0° towards 15° and back.

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Steering pump
Control unit with restoring cylinder and actuating cylinder

System pressure acts constantly on the actuating cylinder 1. The actuating
cylinder 1 pushes the swash plate 3 towards a greater swivel angle and the
pump delivers oil.
The restoring cylinder 2 moves the swash plate 3 against the actuating
cylinder 1 to a smaller swivel angle. The effective piston area of the restoring
cylinder 2 is greater than that of the actuating cylinder 1.
The restoring cylinder 2 is supplied with oil pressure by the flow regulator or
the pressure cut-off. Within the regulating range of the pump, the oil
pressure at the restoring cylinder is just high enough to equalise the forces
of the actuating cylinder and the restoring cylinder. This means that the
pump can maintain a certain swivel angle and thus deliver a corresponding
oil volume.
Flow controller (Load Sensing)

The load sensing of the variable displacement pump ensures that the pump
only supplies the oil quantity from the hydraulic tank which is currently
required by the steering system.
When the steering require oil, the load pressure rises at the connection 4.
The pressure and the spring force of the springs 5 push the piston 2 against
the pump pressure. This opens the channel A to the tank connection T. The
open channel A relieves the restoring cylinder and the pump delivers the
required amount of oil.
Flow controller during steering movement (pump delivers oil)

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Steering pump
1 Flow controller 6 Adjusting screw

2 Valve piston 7 Pressure cut-off
3 Plug T Return pump housing
4 Connection X A To the restoring cylinder
5 Pressure springs P High pressure
If the steering is not actuated, the load pressure at the connection 4 falls.
The pump pressure pushes the piston 2 against the pressure springs 5. The
piston 2 opens the pump pressure channel P to the channel A and the
restoring cylinder adjusts the pump to the lowest flow.
Flow controller without steering movement (pump delivers no oil)
Pressure cut-off
If the maximum system working pressure is reached, the pump swivels back
to the lowest swivel angle and only delivers leakage oil. This keeps the
maximum working pressure constant.
When the operating pressure of the pump reaches the maximum permissible
level, the valve piston 3 in the pressure cut-off 1 pushes against the
pressure spring 4. A channel A opens and pressure oil flows to the restoring
cylinder.
The restoring cylinder displaces the swash plate and sets the pump to the
smallest swivel angle.
Pressure cut-off at maximum system pressure

1 Pressure cut-off 5 Adjusting screw
2 Effective area P High pressure
3 Valve piston A To the restoring cylinder
4 Pressure spring T Return pump housing

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Steering pump

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Servostat
8.2 Servostat
(lD 5716533, 5716476)
Main components of the servostat

1 Left pressure relief valve 4 Housing with spool valve
2 Control spindle 5 Metering pump
3 Right pressure relief valve
Components of the servostat

1 Shaft seal ring 8 Driver
2 Internal rotary slide valve 9 Intermediate flange
3 Guide ring 10 O-ring
4 Needle bearing 11 Metering pump
5 Spring 12 Internal gear
6 Housing 13 O-ring
7 External valve sleeve 14 Closing plate
The servostat is mounted beneath the cab at the front. The steering column
is meshed with the gearing of the internal rotary slide valve 2. The internal
rotary slide valve in the servostat is operated via the steering wheel and
steering column.

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Servostat
Basic function
Hydraulic plan of the servostat

1 Left replenishing valve 7 Return flow to the hydraulic tank
2 Left pressure relief valve 8 Steering cylinder connection
3 Right replenishing valve 9 Steering cylinder connection
4 Right pressure relief valve 10 Oil from valve block
5 Metering pump 11 Load sensing signal
6 Spool
When activated, the servostat directs the flow of the variable displacement
pump to the steering cylinders. It thereby meters the oil quantity to the
steering cylinders precisely according to the steering wheel speed.
When the steering wheel is activated, the position of the internal rotary slide
valve is turned in relation to the external valve sleeve. The valve opens,
allowing a corresponding amount of oil to flow through the metering pump to
the steering cylinder.
Flow amplification
The flow amplification enables oil supply from two cylinders with the small
servostat version. This directs a certain proportion of the flow via the
metering pump and a proportion via the rotary valve spool directly to the
cylinders.
Diagram with flow amplification

1 Amplification ratio 3 Oil via metering pump
2 Steering wheel revolutions 4 Oil via rotary valve spool

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Servostat
For slow steering movements, the entire flow is directed via the metering
pump 3. Oil flow to the steering cylinders is thus dependent on the size of
the metering pump. This enables a very sensitive steering response, for
example, for on-road travel.
At higher steering speeds, above approx. 10 steering wheel revolutions per
minute, additional bore holes open in the rotary valve spool. Some of the oil
flows via the metering pump 3 and additional oil flows via the spool 4
directly to the cylinders. The volume flow ratio is 1 : 1.6. This enables a very
rapid steering response for off road driving, for example.
Regulation of flow (load sensing)

The flow demand control (load sensing) of the variable displacement pump
ensures that the pump only supplies the oil quantity currently required to the
steering. The servostat of the variable displacement pump relays the oil
requirement via the LS connection.
Steering in inactive condition When the steering is not activated, the channel P to the variable displace-
ment pump 3 is blocked. The LS connection to the pump control unit is
relieved of pressure via the spool to the tank connection T. Via the unpres-
sured LS connection, the variable displacement pump is regulated to the
lowest flow.
Steering in active condition When the steering is actuated, the valve slider 2 is moved. The connection P
is connected to the LS connection and the steering cylinder. The pressure
increase at the LS connection causes the flow controller 4 on the variable
displacement pump 3 to reduce the pump flow to the required level.
The variable displacement pump 3 regulates until there is a certain pressure
differential between the connection P and the LS connection.
Pressure relief
The pressure relief valves prevent excessive pressure peaks in the steering
system. Pressure peaks can arise from sudden loads during driving mode.
Depending on the direction of the load, the pressure relief valve 1 for the left
steering cylinder or the pressure relief valve 2 for the right steering cylinder
is opened.

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Servostat
When the set pressure is reached, the valve cone 6 opens against the pressure
spring 4. Oil flows from the consumer unit 7 to the tank connection 5.
The opening pressure of the pressure relief valve can be set using the
adjusting screw 3.
Replenishing function
Two replenishing valves are installed in the servostat for steering to the left
and right.
The replenishing valves prevent a vacuum from forming in the steering
cylinder under certain operating conditions. Oil flows through the check valve
2 from the tank channel 1 to the steering cylinder (channel 3). The pin 4
prevents the check valve 2 moving too far away from the valve seat.

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Steering cylinder
8.3 Steering cylinder

(lD 9231461, ID 9246849)
Main components of the steering cylinder

1 Rod-side cylinder bearing 4 Piston rod 7 Bottom cylinder bearing
3 Cylinder tube 6 Damping sleeve
The rod-end cylinder bearing 1 and the bottom cylinder bearing 7 are a tab
with a swivel bearing.
The piston rod bearing 2 is screwed onto the cylinder tube 3.
The piston 5 and piston rod bearing 2 are fitted with O-rings and glyd,
rimseal and stepseal sealing rings.
Extending and retracting

The hydraulic cylinder is a double-action cylinder with a piston rod at one end.
face is active.
The piston speed is inversely proportional to the force. The speed is higher
when retracting than when extending.
Piston rod guide

rod bearing.

L554 - 453 / from 7477
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L580 - 458 / from 7477
Steering cylinder
Sealing
The scraper ring in the piston rod bearing prevents dirt from entering the
piston rod.
The O-rings and guide ring, rim-seal and step-seal sealing rings seal the
Shock absorber at end of piston travel
Shock absorber at end of piston travel

1 Piston rod 3 Damping sleeve
2 Piston
Before the piston rod retracts completely, its entry speed is reduced.
Shortly before the piston 2 stops at the cylinder base, the piston rod 1 goes
into the damping sleeve 3 in the cylinder base. This reduces the flow cross-
section for the displaced oil and reduces the entry speed of the piston rod.

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L580 - 458 / from 7477
Steering cylinder
8.3.1 Steering damper hydro accumulator

(ID 7623 934)

1 Plug 3 Closing button
A membrane 2 stretched in the accumulator 4 acts as an elastic dividing wall
between the hydraulic fluid and the nitrogen. The closing button 3 prevents
the membrane from being pressed into the intake opening when the hydro
accumulator is completely empty.
The plug 1 permits the pressure of the contents to be checked and the
accumulator to be re-filled using the filling and checking device.
Basic function
release it as needed.
There are various specific areas of application:
– As an attenuator to smooth off pressure peaks, for example in the ride
control or the steering damper.
– As an energy accumulator to release energy as needed, for example in
the brake system.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Steering cylinder
Steering damping
The hydro accumulators on the steering cylinders dampen the steering
movements when the direction is changed rapidly. The damping effect
furthermore counteracts external forces on the machine, e.g., if the working
attachment is driven sideways into an obstacle.

1 Plug 4 Membrane
2 Nitrogen filling 5 Closing button
To protect the membrane, the hydro accumulator is filled with a small
quantity of oil on the nitrogen side. If sudden pressure peaks occur, which
can happen when driving off road with sudden steering movements, the oil
filling prevents the membrane from hitting the inside of the accumulator too
hard.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Emergency steering
8.4 Emergency steering

Design
Main components of the emergency steering

1 Diesel engine speed sensor 6 Emergency steering pressure
2 Emergency steering button switch B3
3 Emergency steering check 7 Valve block
symbol field 8 Emergency steering check
4 Emergency steering symbol field pressure switch B3a
5 MC6 microcontroller 9 Emergency steering pump
The emergency steering pump 9 and the emergency steering check
pressure switch 8 are fitted on the right side of the rear section of the
machine. The valve block 7 and the emergency steering pressure switch 6
are fitted on the left side of the rear section of the machine. The micro-
controller 5 is fitted in the cab behind the driver's seat.
Basic function
Function diagram of the emergency steering

1 MC6 microcontroller 6 Electric motor M8
2 Emergency steering button 7 Valve block
3 Diesel engine speed sensor 8 Oil from the variable
4 Emergency steering check displacement pump
pressure switch B3a 9 To the servostat
5 Emergency steering pressure
switch B3

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L580 - 458 / from 7477
Emergency steering
The emergency steering system makes it possible to continue steering even

when the variable displacement pump or the diesel engine fails. Oil is directed
by the emergency steering pump via the valve block 7 to the servostat 9.
The emergency steering pump is controlled by the microcontroller 1. The
emergency steering check pressure switch 4, the emergency steering
pressure switch 5 and the diesel engine speed sensor 3 provide the signals
to the mictrocontroller. The emergency steering button 2 is for repeat starting
of the emergency steering pump.
Checking the pressure switches
Emergency steering function with a defective system

1 MC6 microcontroller 4 Emergency steering
2 Emergency steering symbol field check pressure switch B3a
3 Emergency steering pressure 5 Emergency steering
switch B3 check symbol field
When the ignition is switched on, the function of the pressure switches is
tested. The microcontroller 1 sends a 24 V signal to the emergency steering
pressure switch 3 and the emergency steering check pressure switch 5. If
the system is OK, no signal is returned to the microcontroller. This tells the
microcontroller that the pressure switches are functioning properly. The
symbol fields 2 and 4 do not light up.
If a pressure switch is defective or if there is moisture in the plug or cable,
and impulse signal is returned to the microcontroller.
If the emergency steering pressure switch 3 is defective, the emergency
steering symbol field 2 lights up. If the emergency steering check pressure
switch 4 is defective, the emergency steering check symbol field 5 lights up.
Emergency steering function check

A short safety test of the emergency steering system is automatically con-
ducted whenever the engine is started. This safety test is only started once
the diesel motor has reached 700 rpm (signal from the diesel motor RPM
sensor 3) after the starting procedure. This prevents the starting procedure
being affected by the high current input of the emergency steering pump.
The emergency steering pump is activated during the safety test. The pump
runs, until a pressure of 5 bar is reached at the emergency steering check
pressure switch 4. During the safety test, the Check symbol field lights up.
The emergency steering system is then operational and the Check symbol
field goes out.

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Emergency steering
If the pressure of 5 bar is not reached at the emergency steering check

pressure switch 4, the Check symbol field remains lit until the ignition is
turned off. The safety test is interrupted after approximately 3 seconds. If the
Check symbol field is lit, the driver can see that the emergency steering
system is not working.
Activated emergency steering system
Function diagram of the emergency steering

The emergency steering function is started automatically if the diesel motor
or the variable displacement 8 pump fails. If the pressure drops, the
emergency steering pressure switch 5 sends a signal to the microcontroller 1
and the emergency steering pump begins to pump oil. The symbol field for
emergency steering lights up and an audible signal sounds. The emergency
steering function is available for approximately 50 seconds. The micro-
controller 1 then switches the electric motor 6 of the emergency steering
pump off automatically.
Restarting is only possible with the emergency steering button 1. This
function is only available, if the ignition is switched on.
A temperature switch integrated in the emergency steering pump protects
the emergency steering pump from overheating. The electric motor 6 is
automatically switched off if a certain temperature is reached.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Emergency steering
8.4.1 Emergency steering pump

Valid for: L544 - 443 / 7477 - 7885; L554 - 453 / 7477 - 7885; L564 - 463 / 7477 - 7885;
L574 - 473 / 7477 - 7885; L580 - 458 / 7477 - 7885; ID 5716908
Main components of the emergency steering pump

1 Relays 3 Pressure relief valve
2 Electric motor 4 Gear pump
The emergency steering pump is installed at the back on the right in the rear
section.
Components of the emergency steering pump

1 Relays 5 Flange 9 Housing
2 Electric motor 6 Seals 10 Valve housing
3 Connecting piece 7 Bushing 11 Pressure relief valve
4 Sealing ring 8 Gearwheels
Basic function
The gear pump of the emergency steering pump is driven by an electric
motor. The electric motor is switched on and off via a relay. A temperature
sensor monitors the temperature of the electric motor during the operation of
the emergency steering pump. The electric motor is automatically switched
off if a certain temperature is reached.
The gear pump draws oil from the hydraulic tank as needed. The oil is
supplied via the valve block to the servostat. A pressure relief valve protects
the pump from excess pressure.

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L580 - 458 / from 7477
Emergency steering
Gear pump with pressure relief valve

The gear pump 1 of the emergency steering pump is protected by a
pressure relief valve. By restricting the maximum pressure it also prevents
excess current consumption by the electric motor.
The system pressure acts on the valve piston 2 against the pressure spring 3.
If the maximum pressure is reached, the valve piston 2 opens. pressure oil
can then flow off to the suction side of the gear pump.
The maximum pressure is determined by the pressure spring 3 and the
adjusting discs 4.
Relay and overheating protection

The electric motor 8 of the emergency steering pump is switched on and off
via the relay 1. The relay 1 is controlled by the microcontroller. The relay is
designed to switch large currents.
Emergency steering pump with electronics diagram

1 Relays 5 Temperature signal to the
2 Positive power supply microcontroller
3 Switch signal from the 6 Main ground connection
microcontroller 7 Temperature sensor
4 Test connection for relay 8 Electric motor
The temperature sensor 7 monitors the temperature of the electric motor 8
directly in the winding. The high current input causes the electric motor 8 to
heat up after it has been running for just a few minutes. If a certain
temperature is reached, the temperature sensor 7 generates a signal to the
microcontroller MC6. This switches off the relay 1 and the emergency
steering pump comes to a standstill. The emergency steering pump can only
be restarted once the electric motor has cooled down again.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Emergency steering
8.4.2 Emergency steering pump

L574 - 473 / from 7886; L580 - 458 / from 7886; ID 10007930
Main components of the emergency steering pump

1 Relays 3 Pressure relief valve
2 Electric motor 4 Gear pump
The emergency steering pump is installed at the back on the right in the rear
section.
Components of the emergency steering pump

1 Relays 5 Flange 9 Housing
2 Electric motor 6 Seals 10 Valve housing
3 Connecting piece 7 Bushing 11 Pressure relief valve
4 Sealing ring 8 Gearwheels

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L580 - 458 / from 7477
Emergency steering
Basic function
The gear pump of the emergency steering pump is driven by an electric
motor. The electric motor is switched on and off via a relay. A temperature
sensor monitors the temperature of the electric motor during the operation of
the emergency steering pump. The electric motor is automatically switched
off if a certain temperature is reached.
The gear pump draws oil from the hydraulic tank as needed. The oil is
supplied via the valve block to the servostat. A pressure relief valve protects
the pump from excess pressure.
Gear pump with pressure relief valve

The gear pump 1 of the emergency steering pump is protected by a
pressure relief valve. By restricting the maximum pressure it also prevents
excess current consumption by the electric motor.
The system pressure acts on the valve piston 2 against the pressure spring 3.
If the maximum pressure is reached, the valve piston 2 opens. pressure oil
can then flow off to the suction side of the gear pump.
The maximum pressure is determined by the pressure spring 3 and the
adjusting discs 4.
Relay and overheating protection

The electric motor 8 of the emergency steering pump is switched on and off
via the relay 1. The relay 1 is controlled by the microcontroller. The relay is
designed to switch large currents.
Emergency steering pump with electronics diagram

1 Relays 5 Temperature signal to the
2 Positive power supply microcontroller
3 Switch signal from the 6 Main ground connection
microcontroller 7 Temperature sensor
4 Test connection for relay 8 Electric motor

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Emergency steering
The temperature sensor 7 monitors the temperature of the electric motor 8

directly in the winding. The high current input causes the electric motor 8 to
heat up after it has been running for just a few minutes. If a certain
temperature is reached, the temperature sensor 7 generates a signal to the
microcontroller MC6. This switches off the relay 1 and the emergency
steering pump comes to a standstill. The emergency steering pump can only
be restarted once the electric motor has cooled down again.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Emergency steering
8.4.3 Emergency steering pressure switch

Valid for: L544 - 443 / 7477 - 9048; L554 - 453 / 7477 - 9048; L564 - 463 / 7477 - 9048;
L574 - 473 / 7477 - 9048; L580 - 458 / 7477 - 9048; ID 6905680

2 Adjusting screw 5 Membranes
The emergency steering pressure switch 1 is mounted on the valve block 2.
Basic function
Membrane pressure switches are used to switch an electrical circuit on and
off. Hydraulic pressure acts via a membrane on an adjustable spring. When
the required value is reached, the electrical contact closes and the circuit is
completed.
This membrane switch is an N/O type switch.
Switching on the emergency steering function

The emergency steering pressure switch checks the system pressure of the
steering system.
If the diesel engine or the steering pump fails, the pressure at the
emergency steering pressure switch drops. The pressure switch opens if the
pressure drops. This interrupts the positive signal to the microcontroller and
activates the emergency steering system.

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L574 - 473 / from 7477
L580 - 458 / from 7477
Emergency steering
8.4.4 Emergency steering pressure switch

L574 - 473 / from 9049; L580 - 458 / from 9049; ID 10026883

2 Adjusting screw 6 Actuator piston
3 Pressure spring 7 Membranes
4 Top housing section 8 Housing
The emergency steering pressure switch 1 is mounted on the valve block 2.
Basic function
off. Hydraulic pressure acts via a membrane on an adjustable spring.
Change-over type membrane pressure switches have 3 connection contacts.
If the set value is reached, the circuit from A to B is opened and the circuit
from A to C is closed.
Switching on the emergency steering function

The emergency steering pressure switch checks the system pressure of the
steering system.
If the diesel engine or the steering pump fails, the pressure at the
emergency steering pressure switch drops. If the pressure drops, the
pressure switch opens the contact from A to C. This interrupts the positive
signal to the microcontroller and activates the emergency steering system.

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Emergency steering
8.4.5 Emergency steering check pressure switch

(ID 6905535)
Components and connections on the valve block

The emergency steering check pressure switch 2 is mounted on the
pressure port of the emergency steering pump 1.
Basic function
completed.
Checking the emergency steeing system

The job of the emergency steering check pressure switch is to monitor the
emergency steering system.
Once the diesel engine is started, the emergency steering pump begins to
deliver oil. When the pressure reaches the set value, the pressure switch
closes. This sends a positive signal to the microcontroller and the
emergency steering check is successfully completed.

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Emergency steering
8.4.6 Valve block

(ID 7621433)
Design
Components and connections on the valve block

1 Oil from the emergency steering 4 Variable displacement pump
pump check valve
2 Oil from the variable 5 To the servostat
displacement pump 6 Housing
3 Emergency steering pressure 7 Steering test connection
switch 8 Emergency steering pump check
valve
The valve block is mounted on the rear section.
Basic function
The valve block directs the oil flow from the variable displacement pump or
from the emergency steering pump to the servostat.
Hydraulic circuit diagram of the valve block

1 Oil from the emergency steering 5 To the servostat
pump 6 Steering pressure test
2 Oil from the variable connection
displacement pump 7 Emergency steering pump check
3 Emergency steering pressure valve
switch
4 Variable displacement pump
check valve

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Emergency steering
The pressure switch 3 monitors the pressure of the variable displacement

pump. If the pressure at the pressure switch 3 is too low, the emergency
steering pump is automatically activated. This can occur when the diesel
engine has stalled or when the variable displacement pump breaks down.
The check valves 4 and 8 present the oil from flowing back to the pump.
Valve block during normal
steering function
Valve block during normal steering function

When the steering is activated, the variable displacement pump delivers oil
to the connection 2 and via the check valve 4 to the servostat. The check
valve 8 prevents oil flowing back to the emergency steering pump.
Valve block during emergency

steering function
Valve block during emergency steering function

The emergency steering pump delivers oil to the connection 1 and via the
check valve 8 to the servostat. The check valve 4 prevents oil flowing back
to the variable displacement pump.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Emergency steering

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
9 Brake system
9.0
Chapter contents
9 Brake system ...................................................................... 9.0-1
9.0.1 Brake system........................................................................9.0-1
9.0.2 Brake system........................................................................9.0-6
9.1 Service brake..................................................................................9.1-1

9.1.1 Brake system gear pump......................................................9.1-1
9.1.2 Compact brake valve............................................................9.1-3
9.1.3 Service brake hydro accumulator.........................................9.1-6
9.1.4 Brake light pressure switch ..................................................9.1-7
9.1.5 Accumulator charge pressure switch ...................................9.1-8
9.2 Parking brake..................................................................................9.2-1

9.2.1 Disc brake.............................................................................9.2-2
9.2.2 Parking brake hydro accumulator.........................................9.2-4
9.3 Overspeed protection .....................................................................9.3-1

9.3.1 Overspeed protection solenoid valve ...................................9.3-3

L564 - 463 / from 7477
L580 - 458 / from 7477
Brake system Service Manual

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
Service Manual Brake system
9.0.1 Brake system

Valid for:: L554 - 453 / 7477- 9255; L564 - 463 / 7477- 9981;
L574 - 473 / 7477- 9981; L580 - 458 / 7477- 9981;
Design
Main brake system components

1 Compact brake valve 6 Hydraulic tank 12 Transfer gear with parking
2 Front axle service brake hydro 7 Rear axle brake
accumulator 8 Pilot control solenoid valve 13 Front axle
3 Rear axle service brake hydro 9 Overspeed protection solenoid M3 Accumulator charge pressure
accumulator valve M4 Front axle brake pressure
4 Parking brake hydro 10 Pilot control hydro accumulator M5 Rear axle brake pressure
accumulator 11 Oil from the replenishing pump M6 Parking brake pressure
The gear pump 5 is flange-mounted on the diesel engine. Together with the
compact brake valve 1, it is responsible for charging the brake system hydro
accumulator.
The two hydro accumulators for the service brake are mounted on the
outside of the cab floor. The hydro accumulator for the parking brake is
mounted directly on the compact brake valve.
The service brake is integrated in the wheel hubs of both axles as a wet disc
brake.
The parking brake is designed as a disc brake and is attached to the transfer
gear 12.

L564 - 463 / from 7477
L580 - 458 / from 7477
Basic function
Hydraulic plan of the brake system

1 Hydraulic tank 13 Check valve 23 Parking brake hydro
2 Return strainer 14 Inverted shuttle valve accumulator
3 Brake system gear pump 15 Check valve 24 Transfer gear
4 Replenishing pump 16 Parking brake solenoid valve 25 Parking brake
5 Solenoid valve block 17 Inching angle sensor 26 Brake light pressure switch
6 Overspeed protection solenoid 18 Pressure control piston for 1st 27 Rear axle disc brakes
valve circuit 28 Rear axle hydro accumulator
7 Pilot control solenoid valve 19 Pressure control piston for 2nd 29 Control valve block (housing
8 Check valve circuit pre-heating)
9 Pilot control hydro accumulator 20 Accumulator charge pressure M3 Accumulator charge pressure
10 Complete compact brake valve switch M4 Front axle brake pressure
11 Accumulator charge valve 21 Front axle disc brakes M5 Rear axle brake pressure
12 Pressure balance pilot valve 22 Front axle hydro accumulator M6 Parking brake pressure

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The service brake is a hydraulic double-circuit brake system. It operates on

the wet disc brakes in the wheel hubs of the front and rear axles.
The brake system gear pump 3 draws oil from the hydraulic tank 1 and
delivers it to the compact brake valve. The job of the accumulator charge
valve 11 in the compact brake valve is to fill the hydro accumulator with a
certain oil pressure.
If the inch/brake pedal is pressed only slightly down (to 2/3 of the way down)
only the hydraulic inching function is activated via the inching angle sensor
17 on the compact brake valve.
When the inch/brake pedal is fully pressed down (the last third of the pedal
range), oil flows from the hydro accumulators 22 and 28 via the pressure
controller pistons 18 and 19 to the brake pistons in the front and rear axles.
This activates the wet disc brakes. At the end of the braking procedure, the
oil returns to the hydraulic tank.
The parking brake 25 is opened by oil pressure and closed by spring force.
When the parking brake solenoid valve 16 is energised, oil flows from the
parking brake hydro accumulator 23 to the parking brake and opens the
brake callipers.
Hydraulic tank
The hydraulic tank provides filtered oil for the braking system. The gear
pump draws up oil from the hydraulic tank via the shut-off connection 1. The
returning oil is pumped through the return strainer 3 back to the hydraulic
tank.

The brake system gear pump 2 draws oil from the hydraulic tank and pumps
it through the connection 4 to the compact brake valve.
The cooling system gear pump 1 and the brake system gear pump 2 have a
common suction connection.
See the detailed description in the "Brake system gear pump" chapter.
Compact brake valve with hydro accumulator

The compact brake valve performs the following tasks:
– Charging the hydro accumulator
– Inching function when the inch/brake pedal is pressed down slightly
– Inching function when the inch/brake pedal is fully pressed down
– Actuating the parking brake via the parking brake solenoid valve

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The accumulator charge valve fills the hydro accumulators 2, 3 and 4 to a

set oil pressure The accumulator charge pressure switch 5 monitors the
pressure in the hydro accumulators.
When the inch/brake pedal is pressed down, oil flows from the service brake
hydro accumulators 3 and 4 to the wet disc brake. This causes the contact in
the brake light pressure switch 6 to close, and the brake lights light up.
See the detailed description in the "Compact brake valve" chapter.
Service brake
The service brake is integrated in the front and rear axles in the form of a
wet disc brake 1. The oil pressure pushes the brake discs together. The
number of brake discs and the brake pressure determine the braking force.
See the detailed description in the "Axles" chapter.
Parking brake
The parking brake is mounted on the output shaft of the transfer gear 4 and
thus acts on all four wheels.
The parking brake is opened by oil pressure and closed by spring force.

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After the motor is started and the parking brake button is pressed, the
solenoid valve 2 in the compact brake valve 1 is activated. Oil flows from the
hydro accumulator 3 to the parking brake 5, acts on the brake cylinder and
opens the brake callipers.
When the parking brake button is pressed again or the diesel engine shut
down, the brake is closed by the spring force in the brake cylinder, thus
producing the required braking torque at the brake disc.
When the parking brake is closed, the LEDs on the parking brake button and
the parking brake symbol field in the display light up.
See the detailed description in the "Parking brake" chapter.
Overspeed protection
The overspeed protection prevents the diesel engine or variable adjustment
motors from excess torque, which can happen when travelling downhill.
When a certain limit speed is reached, the overspeed protection solenoid

valve 3 is activated. Oil flows from the replenishing pump 2 to the disc brake
of the rear axle 5, causing the machine to brake.
See the detailed description in the "Overspeed protection" chapter.

L554 - 453 / from 7477
L574 - 473 / from 7477
L580 - 458 / from 7477
9.0.2 Brake system

Valid for:: L544 - 443 / from 7477; L554 - 453 / from 9256;
Design
Main brake system components

1 Compact brake valve 6 Hydraulic tank 12 Transfer gear with parking
2 Front axle service brake hydro 7 Rear axle brake
accumulator 8 Pilot control solenoid valve 13 Front axle
3 Rear axle service brake hydro 9 Overspeed protection solenoid M3 Accumulator charge pressure
accumulator valve M4 Front axle brake pressure
4 Parking brake hydro 10 Pilot control hydro accumulator M5 Rear axle brake pressure
accumulator 11 Oil from the replenishing pump M6 Parking brake pressure
The gear pump 5 is flange-mounted on the diesel engine. Together with the
compact brake valve 1, it is responsible for charging the brake system hydro
accumulator.
The hydro accumulators for the service brake are mounted on the outside of
the cab floor. The hydro accumulator for the parking brake is mounted
directly on the compact brake valve.
The service brake is integrated in the wheel hubs of both axles as a wet disc
brake.
The parking brake is designed as a disc brake and is attached to the transfer
gear 12.

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Basic function
Hydraulic plan of the brake system

1 Hydraulic tank 13 Check valve 23 Parking brake hydro
2 Return strainer 14 Inverted shuttle valve accumulator
3 Brake system gear pump 15 Check valve 24 Transfer gear
4 Replenishing pump 16 Parking brake solenoid valve 25 Parking brake
5 Solenoid valve block 17 Inching angle sensor 26 Brake light pressure switch
6 Overspeed protection solenoid 18 Pressure control piston for 1st 27 Rear axle disc brakes
valve circuit 28 Rear axle hydro accumulator
7 Pilot control solenoid valve 19 Pressure control piston for 2nd 29 Control valve block (housing
8 Check valve circuit pre-heating)
9 Pilot control hydro accumulator 20 Accumulator charge pressure M3 Accumulator charge pressure
10 Complete compact brake valve switch M4 Front axle brake pressure
11 Accumulator charge valve 21 Front axle disc brakes M5 Rear axle brake pressure
12 Pressure balance pilot valve 22 Front axle hydro accumulator M6 Parking brake pressure

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The service brake is a hydraulic double-circuit brake system. It operates on

the wet disc brakes in the wheel hubs of the front and rear axles.
The brake system gear pump 3 draws oil from the hydraulic tank 1 and
delivers it to the compact brake valve. The job of the accumulator charge
valve 11 in the compact brake valve is to fill the hydro accumulator with a
certain oil pressure.
If the inch/brake pedal is pressed only slightly down (to 2/3 of the way down)
only the hydraulic inching function is activated via the inching angle sensor
17 on the compact brake valve.
When the inch/brake pedal is fully pressed down (the last third of the pedal
range), oil flows from the hydro accumulators 22 and 28 via the pressure
controller pistons 18 and 19 to the brake pistons in the front and rear axles.
This activates the wet disc brakes. At the end of the braking procedure, the
oil returns to the hydraulic tank.
The parking brake 25 is opened by oil pressure and closed by spring force.
When the parking brake solenoid valve 16 is energised, oil flows from the
parking brake hydro accumulator 23 to the parking brake and opens the
brake callipers.
Hydraulic tank
The hydraulic tank provides filtered oil for the braking system. The gear
pump draws up oil from the hydraulic tank via the shut-off connection 1. The
returning oil is pumped through the return strainer 3 back to the hydraulic
tank.

The brake system gear pump 2 draws oil from the hydraulic tank and pumps
it through the connection 4 to the compact brake valve.
The cooling system gear pump 1 and the brake system gear pump 2 have a
common suction connection.
See the detailed description in the "Brake system gear pump" chapter.
Compact brake valve with hydro accumulator

The compact brake valve performs the following tasks:
– Charging the hydro accumulator
– Inching function when the inch/brake pedal is pressed down slightly
– Inching function when the inch/brake pedal is fully pressed down
– Actuating the parking brake via the parking brake solenoid valve

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The accumulator charge valve fills the hydro accumulators 2, 3 and 4 to a

set oil pressure The accumulator charge pressure switch 5 monitors the
pressure in the hydro accumulators.
When the inch/brake pedal is pressed down, oil flows from the service brake
hydro accumulators 3 and 4 to the wet disc brake. This causes the contact in
the brake light pressure switch 6 to close, and the brake lights light up.
See the detailed description in the "Compact brake valve" chapter.
Service brake
The service brake is integrated in the front and rear axles in the form of a
wet disc brake 1. The oil pressure pushes the brake discs together. The
number of brake discs and the brake pressure determine the braking force.
See the detailed description in the "Axles" chapter.
Parking brake
The parking brake is mounted on the output shaft of the transfer gear 4 and
thus acts on all four wheels.
The parking brake is opened by oil pressure and closed by spring force.

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After the motor is started and the parking brake button is pressed, the
solenoid valve 2 in the compact brake valve 1 is activated. Oil flows from the
hydro accumulator 3 to the parking brake 5, acts on the brake cylinder and
opens the brake callipers.
When the parking brake button is pressed again or the diesel engine shut
down, the brake is closed by the spring force in the brake cylinder, thus
producing the required braking torque at the brake disc.
When the parking brake is closed, the LEDs on the parking brake button and
the parking brake symbol field in the display light up.
See the detailed description in the "Parking brake" chapter.
When a certain limit speed is reached, the overspeed protection solenoid

valve 3 is activated. Oil flows from the replenishing pump 2 to the disc brake
of the rear axle 5, causing the machine to brake.
See the detailed description in the "Overspeed protection" chapter.

L554 - 453 / from 7477
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Service brake
9.1 Service brake

9.1.1 Brake system gear pump
(ID 5716570)
Arrangement of the gear pumps

1 Variable displacement motor 3 Cooling system gear pump
scavenging gear pump 4 Transfer gear pump
Gear pump components

1 Driver 6 Gearwheels
2 O-ring 7 Housing
3 Flange 8 Housing cover
4 Seals 9 Shaft seal ring
5 Bearing bushings

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Service brake
Basic function
The gear pump consists of two meshing gears enclosed in a housing. One of
the two gearwheels - the driving gear - is driven by the external shaft, while
the other is driven via the meshed teeth.
The incoming hydraulic fluid is trapped in the gaps between the teeth and is
pumped outside along the housing from the intake to the discharge
connection.
Brake system oil supply
The brake system gear pump 3 draws up oil via the internal suction channel of
the cooling system gear pump 2 from the hydraulic tank 4. The oil is pumped via
the pressure connection of the pump to the compact brake valve 1.
Pressure relief
The pressure on the brake system gear pump is relieved via the accumulator
charge valve in the compact brake valve.

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Service brake
9.1.2 Compact brake valve

(Id. 5717507, 10038580)

The compact brake valve is mounted outside on the cab floor. It is actuated
by the inch/brake pedal.
Main components of the compact brake valve

1 Actuation pedal 6 Brake light pressure switch
2 Inching angle sensor R1 7 Accumulator charge valve
3 Brake pressure adjusting screw 8 Parking brake solenoid valve
4 Accumulator charge pressure Y10
switch 9 Base plate
5 Compact brake valve housing

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Service brake
Cross section of the compact brake valve

1 Pedal rest position adjusting 11 Return spring for 2nd brake
screw circuit
2 Base plate 12 Pressure controller piston for
3 Check valve for parking brake 2nd brake circuit
4 Pressure balance check valve 13 Return spring for 1st brake
5 Accumulator pressure circuit
measuring piston 14 Pressure controller piston for 1st
6 Compact brake valve housing brake circuit
7 Pilot valve switch piston 15 Brake pressure adjusting screw
8 Pressure relief spring 16 Pressure control springs
9 Cut-in/cut-off pressure adjusting 17 Actuator piston
screw 18 Actuation pedal
10 Inverted shuttle valve

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Service brake
Basic function
Compact brake valve - hydraulic circuit diagram

1 Parking brake solenoid valve 9 Accumulator charge valve 16 Parking brake connection
2 Inching angle sensor 10 Flow control nozzle 17 Front axle connection
3 Pressure control piston for 1st 11 Connection P – gear pump 18 To overspeed protection
circuit 12 To the control valve block solenoid valve
4 Pressure control piston for 2nd (housing pre-heating) 19 Brake light pressure switch
circuit 13 Accumulator charge pressure 20 Rear axle hydro accumulator
5 Inverted shuttle valve switch 21 Hydraulic tank connection
6 Check valve 14 Front axle hydro accumulator M3 Accumulator charge pressure
7 Pressure balance pilot valve 15 Parking brake hydro test connection
8 Check valve accumulator
The compact braking valve is supplied with oil from a gear pump. The built-in
accumulator charge valve 9 and the pilot valve 7 fill the hydro accumulator
with hydraulic oil.
Once the cut-off pressure of the accumulator charge function is reached, the
accumulator charge valve 9 switches the pump flow to circulation into the
connection N.
If the accumulator pressure drops to the cut-in pressure of the accumulator
charge function due to actuation of the brakes, the accumulator charge valve
9 switches over to accumulator charging.
The brake circuits of the rear and front axles are mutually isolated by the
inverted shuttle valve 5.
The parking brake solenoid valve 1 supplies the disc brake with hydraulic oil.
Service brake
When the pedal is pressed down, the hydraulic inch function is active in the
first two thirds of the pedal travel range. This function is activated by the
angle sensor on the compact brake valve.

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Service brake
Continued activation of the pedal causes the double-circuit pressure-

regulating pistons to proportionally adjust the pressure in the wheel hub
pistons.
At the end of the braking procedure, the oil flows back to the hydraulic tank.
If one brake circuit fails, the second remains functional due to the mecha-
nical contact of both pressure regulating pistons in the compact brake valve.
The activation force required remains unchanged.
Parking brake
Pressing the parking brake pushbutton switches the parking brake solenoid
valve 1 to open. This means that the accumulator pressure acts on the
cylinder of the disc brake and releases the brake.
Inching angle sensor

The angle sensor installed on the compact brake valve sends an electrical
signal to the microcontroller MC6. This smoothly adjusts the proportional
valve of the hydraulic inching function.
The control voltage is at its maximum when the pedal is not depressed
(starting angle of the pedal) and at its minimum when the pedal is fully
depressed (pedal at stop).
See the detailed description in the "Inching angle sensor" section in the
"Travel hydraulics" chapter.
9.1.3 Service brake hydro accumulator

accumulator is completely empty. The plug 1 permits the pressure of the
contents to be checked and the accumulator to be re-filled using the filling
and checking device.

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Service brake
Basic function
the brake system.
Storing pressure for the service brake
1 Compact brake valve 4 Rear axle hydro accumulator

2 Parking brake hydro 5 Accumulator charge pressure
accumulator switch
3 Front axle hydro accumulator 6 Brake light pressure switch
The service brake hydro accumulators enable the machine to be braked a
certain number of times if the brake system gear pump fails. Oil from the
hydro accumulators flows via the compact brake valve 1 to the disc brake.
9.1.4 Brake light pressure switch

The brake light pressure switch 1 is mounted on the compact brake valve 3.
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Service brake
Basic function
completed.
Switching on the brake lights

The job of the brake light pressure switch is to switch on the brake lights.
When the inch/brake pedal is pressed, the pressure on the braking light
pressure switch increases. When the set value is reached, the contact
closes and the brake lights light up.
9.1.5 Accumulator charge pressure switch

The accumulator charge pressure switch 2 is mounted on the compact brake
valve 3.
Basic function
The membrane pressure switches are used to turn an electrical circuit on
and off. Hydraulic pressure acts via a membrane on an adjustable spring.
When the required value is reached, the electrical contact opens and the
circuit is interrupted.
This membrane switch is an N/C type switch.
Accumulator charge pressure monitoring function

The job of the accumulator charge pressure switch is to monitor the
accumulator charge pressure.

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Service brake
If the pressure in one of the brake accumulators falls below a level set in the
pressure switch, the contact closes and the accumulator charge pressure
segment field lights up. An audible signal is also emitted.

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Service brake

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Parking brake
9.2 Parking brake

Basic operation of the parking brake
Components of the parking brake

1 Compact brake valve 4 Transfer gear
2 Parking brake solenoid valve 5 Parking brake
3 Parking brake hydro accumulator
The parking brake is an accumulator brake. The parking brake is opened by
oil pressure and closed by spring force.
The parking brake is supplied with oil by the compact brake valve 1. The
accumulator charge valve of the compact brake valve 1 fills the parking
brake hydro accumulator 3 to a specified oil pressure.
The parking brake hydro accumulator 3 provides oil pressure via the
solenoid valve 2 to open the parking brake. The solenoid valve 2 is actuated
using the parking brake button.
When the parking brake is released, hydraulic oil flows from the hydro
accumulator 3 via the solenoid valve 2 to the disc brake 5.
How the parking brake button works

The parking brake can only be released when the diesel engine is running.
When the diesel engine is started and the parking brake button 3 is pressed,
the parking brake solenoid valve is activated. The brake pressure acts on
the brake cylinder via the open parking brake solenoid valve and opens the
brake against the spring force in the brake calliper. The parking brake
symbol field on the display goes out.
When the parking brake button 3 is pressed again or the diesel engine shut
down, the brake is closed by the spring force in the brake cylinder and
generates the necessary braking torque at the brake disc. The parking brake
symbol field and the LED 2 on the parking brake button light up.

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Parking brake
9.2.1 Disc brake
Parking brake components

1 Counter nut 8 Brake disc 15 Brake piston
2 Sealing cap 9 Guide pin 16 Spring cup set
3 Adjusting screw 10 Lock nut 17 Housing
4 Anti-twist locking pin 11 Counter nut 18 Brake oil connection
5 Brake calliper 12 Brake pads 19 Rubber centring element
6 Dust seal 13 Adjusting screw 20 Bleeder screw
7 Pressure bolt 14 Piston seal
The parking brake is a spring-loaded sliding saddle brake and acts on the
external brake disc 8 attached to the output shaft of the transfer gear.

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Parking brake
Basic operation of the disc brake
Disc brake (shown in open position)

The two identical brake pads 5 and the brake calliper 1 slide freely on the
guide pins 4, which are fastened in the housing of the transfer gear.
On activation, the brake produces a compression force on the brake pads 5,
which produces a braking torque on the brake disc 3.
The compression force is generated by the cup spring set 9. The piston 8,
together with the pressure pin 2 and the front brake pad 5, are pushed
towards the brake disc 3.
When the front brake pad 5 touches the brake disc 3, the reactive force
pushes the brake calliper 1 onto the guide pin 4 until the brake pad 5 is also
pushed onto the brake disc 3.
The brake is released by tensioning the entire cup spring set 9. Oil pressure
in the pressure chamber 7 forces the piston 8 right back against the spring
force of the cup spring set 9.
Rubber elements mounted on the guide pin 4 push the entire brake calliper
to the right until the adjusting screw 6 touches the housing of the transfer
gear. This also moves the rear brake pad 5 away from the brake disc 3.

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Parking brake
9.2.2 Parking brake hydro accumulator

accumulator is completely empty. The plug 1 permits the pressure of the
contents to be checked and the accumulator to be re-filled using the filling
and checking device.
Basic function
the brake system.
Storing pressure for the parking brake
1 Compact brake valve 3 Transfer gear with parking

2 Parking brake hydro accumulator brake

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Parking brake
The parking brake is closed by spring force and opened by brake oil from the
hydro accumulator 2.
When the parking brake button is pressed, brake oil flows from the hydro
accumulator and releases the parking brake. Safe opening of the parking
brake can only be guaranteed when the parking brake symbol field is not lit.

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Parking brake

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9.3 Overspeed protection

Design
Main overspeed protection components

1 Compact brake valve 4 Solenoid valve block
2 Oil from the replenishing pump 5 Rear axle disc brake
3 Overspeed protection solenoid 6 Rear axle brake pressure
valve
The solenoid valve block 4 is mounted on the left-hand side of the diesel
engine on the rear section.
Overspeed protection hydraulic plan

1 Compact brake valve 4 Replenishing pump 7 Rear axle disc brake
2 Pressure control piston for 2nd 5 Solenoid valve block M5 Rear axle brake pressure
circuit 6 Overspeed protection solenoid
3 Brake light pressure switch valve

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If the diesel engine or the variable displacement motors reach a certain
speed, the overspeed protection solenoid valve 6 is activated. Oil flows from
the replenishing pump 4 to the disc brake of the rear axle 7, causing the
machine to brake.
Overspeed service code

In the event of the diesel engine or the variable displacement motors running
at excess speed, the following reaction takes place:
– The overspeed protection solenoid valve is energised
– The warning buzzer sounds for one second
– The service code E 91 appears in the display
– Additionally after 3 seconds, the service code E 96 appears
The length of time the brake is active depends on the degree of overspeed.
The following situations can arise:
Situation A: At very high overspeed, for example on a steep slope, the
brake is activated constantly for more than 3 seconds. The service code
E 96 appears, accompanied by a short warning buzzer.
Situation B: If the limit speed is exceeded, the machine is automatically
braked until the speed falls below the limit speed. After a short time, the
speed becomes excessive again and the brake is activated again. If the
brake is activated for longer than 3 seconds, the service code E 96 appears,
accompanied by a warning buzzer. This also applies if the brake activation is
briefly interrupted.
Situation C: The machine is briefly braked. The speed is then back in the
permissible range.
Note: Brake operations generating service code E 96 do not arise during
normal operation. This service code can only appear if the machine is not
operated properly.
The service codes are stored in the control electronics (CPU) A1. The
service code E 96 only appears during aggressive driving, for example if the
driver drives down steep slopes at full throttle. If the service code E 96 is
found several times in the memory, this can impair the machine's warranty,
especially if any reported damage can be traced to overspeed.

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9.3.1 Overspeed protection solenoid valve
Solenoid valves on the solenoid valve block

2 Pilot control solenoid valve valve
4 Complete solenoid valve block
The solenoid valve block is mounted on the left-hand side of the diesel
engine on the rear section.
Basic function
The following functions are integrated in the solenoid valve block in a
housing section:
– Pilot control solenoid valve (working hydraulics)
– Overspeed protection solenoid valve (brake function on the rear axle)
– Overspeed protection solenoid valve
Overspeed protection solenoid valve

1 Compact brake valve 4 Solenoid valve block
2 Oil from the replenishing pump 5 Rear axle disc brake
3 Overspeed protection solenoid 6 Rear axle brake pressure
valve
During normal operation, the overspeed protection solenoid valve 3 is not
energised. Oil can flow freely from the compact brake valve 1 through the
overspeed protection solenoid valve 3 to the rear axle disc brake 5.
In the event of overspeed on the diesel engine or the variable displacement
motors, the overspeed protection solenoid valve 3 is energised. Oil flows
from the connection 2 (from the replenishing pump) to the rear axle disc
brake 5 and the machine is slowed down.

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10 Electrical system
10.0
Chapter contents
10 Electrical system ............................................................... 10.0-1
10.0.1 Electrical system with circuit diagrams
Valid for Ser. No. 7477 - 9239............................................10.0-3
Valid from Ser. No. 9240 ..................................................10.0-47
10.1 Main electronics ............................................................................10.1-1

10.1.1 Fuses ..................................................................................10.1-2
10.1.2 Relays.................................................................................10.1-3
10.1.3 Terminal block ....................................................................10.1-5
10.2 Control electronics (CPU) A1........................................................10.2-1
10.3 Power electronics A12 ..................................................................10.3-1
10.4 Microcontroller A 2 (MC6).............................................................10.4-1
10.5 Battery installation ........................................................................10.5-1

10.5.1 Batteries .............................................................................10.5-2
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Service Manual Electrical system

Valid for Ser. No. 7477 - 9239
(ID 9774933)
Design
The operating voltage of the machine is 24 volts. The batteries (2 x 12 V) are
connected in series.
The two batteries are mounted in the right ballast weight.
Components of the electrical The following table is a complete list of the components of the electrical
system system. The codes in the step column are to help find components in the
circuit diagrams.
Abbreviations:
– WH – wiring harness
– LFD – Liebherr ride control
– SV – solenoid valve
– PSV – proportional solenoid valve
– LED – light emitting diode
– OH – operating hours
–
Machine
Code Description Step
view
A1, A12 Main electronics 1 - 18 2
A2 Electronic control unit for travel drive (master + slave MC6 E/31) 3, 4, 5, 6, 7, 3
13, 15
A3 Radio 16/30
A10 Heating control element 18
A11 Control unit (switch button) 18
A13 Display unit 18
A200 Joystick steering 15/35
B1 Transfer gear speed sensor (gear output speed) 5/24 2
B2 Variable displacement motor 1 speed sensor (A6VM 80, 80, 107 EP) 5/28 2, 3
(gear input speed)
B2a Variable displacement motor 2 speed sensor (A6VM 80, 107, 140 EP) 5/31 2
(gear input speed)
B3 Emergency steering pressure switch 13/20 1, 3
B3a Emergency steering safety test pressure switch 13/23 2, 3
B4 Air filter contamination vacuum switch 2/6 1
B7 Sender unit and pressure switch for engine oil pressure 2/10 1, 3
B8 Hydraulic oil temperature sensor (fan control) 7/12 2
B10 Horn 10/43 2
B11 Loudspeaker 16/30
B12 Brake light pressure switch 11/39 1
B13 Coolant level sensor 2/14 2, 3
B14 Gear oil temperature thermo switch 120 °C 5/36 2, 3
B15 Bucket return-to-dig inductive switch 8/7 1
B16 Back-up alarm 3 A 14/5 3
B17 Stroke end limit inductive switch 8/12 1
B19 Brake system accumulator pressure switch, 90 bar 5/40 1
B20 Coolant temperature sensor 100 °C 2/17 3
B21 Coolant temperature sensor (fan control) 7/16 2, 3
B24 Diesel engine speed sensor 5/20 3
B25 Fuel supply gauge 2/22 3
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B26 Air-conditioning thermo switch 9/28 3
B27 Air-conditioning system pressure switch 9/33 1, 3
B28 Ride control (LFD) pressure switch 8/30 2, 3
B32 Bucket float position pressure switch 8/34 3
X50 Joystick steering pressure switch 13/23
E1 Left reversing light 24 V – 21 W 11/12 3
E2 Cab light with switch 24 V – 10 W 12/13
E3 Left driving headlight 24 V – 70/75 W 11/27 3
E4 Right driving headlight 24 V – 70/75 W 11/34 3
E5 Right reversing light 24 V-21 W 11/17 3
E6 Left tail light 24 V -10 W 11/11 3
E7 Right tail light 24 V -10 W 11/16 3
E8 Left profile light 24 V – 4 W 12/17 3
E9 Right profile light 24 V – 4 W 12/19 3
E10 Front left working headlight 24 V – 70 W 12/24 3
E11 Front right working headlight 24 V – 70 W 12/26 3
E12 Right number plate light 24 V – 10 W 12/30 3
E13 Left number plate light 24 V – 10 W 12/30 3
E14L Rear left working headlight 24 V – 70 W 11/20 3
E14R Rear right working headlight 24 V – 70 W 11/25 3
F00 100 A main fuse (MEGA fuse) 1/6 1
F01 60 A fuse connected to terminal 15 1/35 2
F02 20 A starter fuse, terminal 50 for starting excess fuel 1/14 2
F03 30 A fuse for motor stop solenoid 1/23 2
F04 30 A fuse for terminal 15 (pin) 1/39 2
F05 20 A fuse for heater blower speed 1 – 4 9/4 2
F06 60 A preglow fuse 1/42 1
F07 10 A hazard warning system fuse 1/45 1
F08 200 A emergency steering pump fuse 1/25 1
G1 Alternator 1/18 1
G2 Batteries (2x12 V) 1/4-6 1, 2, 3
H15 Front left flashing light 24 V – 21 W 11/28 3
H16 Front right flashing light 24 V – 21 W 11/33 3
H17 Rear left flashing light 24 V – 21 W 11/10 3
H18 Rear right flashing light 24 V – 21 W 11/15 3
H20 Left brake light 24 V – 21 W 11/9 3
H21 Right brake light 24 V – 21 W 11/15 3
H22 Flashing beacon 24 V – 70 W 12/35
H22a Rear flashing beacon 24 V – 70 W 14/10
H26 Fan reverse warning lamp 7/21
H26a Reserve switch illumination 7/28
H26b Reserve switch illumination 7/30
K01 Relay connected to terminal 15 1/31 2
K02 Start lockout relay 1/15 2
K03 Motor stop relay (30 A) 1/23 2
K04 Preglow and afterglow relay 1/35 1
K04a Preglow relay (60 A) 1/42 1
K06 Blower speed 1 relay 9/9 2
K11 Emergency steering pump relay 13/30 2
Ka Reverse travel direction electronic relay 4/15 2
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Kb Forward travel direction electronic relay 4/20 2
KL15/1 Terminal connection 15 1/37
KL24_G 24 Volt terminal connection 1/36
KL30/1 Positive (+) battery terminal connection 1/6
KL31 Ground (-) terminal connection 1/13
M1 Starter 1/11 1
X10 Front windshield wiper motor 10/22
M3 Rear windshield wiper motor 10/30
M4 Front windshield washer pump 10/36 3
M5 Blower motor 9/13
M7 Driver's seat compressor motor 14/19
M8 Emergency steering pump motor 13/30 2, 3
M9 Rear windshield washer pump 10/40 3
M11 Heater water valve adjustment drive 9/39 3
P1 Mechanical operating hours display 2/27
R1 Inch/brake pedal angle sensor 5/10 1
R3 Flame glow plug 1/42
R5 Gas pedal angle sensor 5/14 2
S1 Ignition start switch 2/35
S2 Control lever for travel direction, kick-down and additional function 4/25
S2a Control lever for travel direction, kick-down and additional function 4
S3 Steering column switch 10/10
S15 Battery main switch 1/4 1, 3
S26 Fan reverse switch 7/25
T1 24 V – 12 V voltage converter (radio) 16/24
V1 Starter extinguishing diode 1/14
X/MC6a 55-pin Junior Timer connector (MC6 master board) 3, 4, 5, 6
X/MC6b 55-pin Junior Timer connector (MC6 slave board) 3, 6, 7, 13, 15
X1 40-pin Deutsch DRC connector (main electronics) 1, 2, 7, 9, 11, 2, 3
12, 14
X2 24-pin Deutsch DRC connector (main electronics) 5, 6, 8, 10, 2, 3
11, 13, 14, 15
X2a 40-pin Deutsch DRC connector (gear wiring harness) 5, 6, 7, 13, 15
X3 24-pin Deutsch DRC connector (main electronics) 8, 10 2, 3
X3A 10-pin Junior Power Timer connector (control board) 8, 10
X3B 14-pin Junior Power Timer connector (control board) 8, 10
X4 15-pin SUB-D pin connector (CPU) 18
X4a 15-pin SUB-D socket connector (control unit) 18
X5 6-pin Junior Power Timer connector 11
X5a 9-pin SUB-D socket connector (CPU) 18
X6a 9-pin SUB-D socket connector (heater/air-conditioning control unit) 18
X7 24-pin Deutsch DRC connector (main electronics) 2, 9, 10, 14
X7 6-pin Deutsch connector (rear left lighting) 9
X7A 6-pin Junior Power Timer connector (CPU) 9, 14
X7B 10-pin Junior Power Timer connector (control board) 2, 9, 10, 14
X8 6-pin Deutsch connector (rear left lighting) 11/16
X8 24-pin Deutsch DRC connector (main electronics) 12, 16, 17
X8A 6-pin Junior Power Timer connector (control board) 12, 16
X8B 6-pin Junior Power Timer connector (control board) 16, 17
X9 40-pin Deutsch DRC connector (main electronics) 3, 4, 7, 13, 15
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X9A 10-pin Junior Power Timer connector (control board) 3, 4, 13, 15
X 9B 10-pin Junior Power Timer connector (CPU) 3, 7
X10 6-pin Junior Power Timer connector (control board) 1/15-33
X11 4-pin Junior Power Timer connector (CPU) 5, 17
X5 10-pin Junior Power Timer connector (control board) 11
X12 10-pin Junior Power Timer connector (power board) 3, 17
X12A 4-pin Junior Power Timer connector (internal wiring harness) 3
X13 4-pin Junior Power Timer connector (power board) 17
X14 4-pin Junior Power Timer connector (CPU) 9
R1 6-pin Superseal connector (gear wiring harness) 5/8
X8 6-pin Deutsch connector (rear light, right, H21, H18, E7, E5) 11
X20 6-pin Junior Power Timer connector (internal wiring harness) 9
X20 Socket 14
X208 Joystick steering connector 15
X24 9-pin AMP connector (steering column switch) 10/9
X28 2-pin Deutsch connector (fan) 7/35
X33 6-pin Deutsch connector (Y9, Y17, Y18) 8/33
X52 2-pin Deutsch B12 connector (auxiliary heater) 9/35
Xa 4-pin screw connections 1/6-24
Xb Terminal block connectors 17
XBB3 8-pin Bodem connector 3
Y1 Preglow SV 1/39 2
Y2 Forward travel direction SV 6/8 3
Y3 Reverse travel direction SV 6/12 3
Y4 Starting excess fuel SV 1/14 2, 3
Y5 Motor stop solenoid 1/23 2, 3
Y6 Modulation + gear level solenoid valves Y6.1, Y6.2, Y6.3 6/16 2
Y6.1 Gear level 1 SV 6/21
Ymo Modulation throttle SV 6/16
Y9 Bucket return-to-dig solenoid 8/37 3
Y10 Parking brake SV 5/43 1
Y11 Additional equipment 1 SV (optional) 14/25 3
Y13 Fan motor proportional pressure relief valve 7/35 2, 3
Y50 Fan reverse SV (optional) 7/31
Y14 Working hydraulics lockout SV 8/18 1
Y15 Control pressure PSV 6/26 3
Y16 Overspeed protection SV 6/30 1
Y17 Stroke end limit solenoid 8/38 3
Y18 Bucket float position solenoid 8/40 3
Y20 Ride control (LFD) SV 8/22 3
Y22 Air-conditioning compressor magnetic coupling 9/43 1
EP1 Variable displacement motor 1 PSV 6/34 3
Y51 Right joystick steering PSV (optional) 15/8
Y52 Left joystick steering PSV (optional) 15/12
Y53 Quick change device PSV (optional) 14/33
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Left side view of the machine
Right side view of the machine
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Top view of the machine
Circuit diagrams
The circuit diagrams are shown on sheets 1 to 18. The following is a list of
the steps and their main functions.
Overview of the sheets showing the electrical system:
1 Power supply: Battery, alternator, battery main switch, main
electronics, preglow system, starter
2 Engine monitoring: Main electronics, ignition start switch, hour meter,
fuel sensor, coolant level and temperature sensor, air filter vacuum
switch and engine oil pressure sensor
3 Diagnostic interface: Main electronics, gear electronics
4 Travel drive inputs: Drive switch
5 Travel drive inputs: Gas and inch pedal angle sensors, drive and
output speed sensors, gear oil temperature, brake system accumulator
pressure
6 Travel drive outputs: Forward and reverse solenoid valves, gear,
control pressure, overspeed protection, variable displacement motors
and parking brake
7 Fan control: Temperature sensors for hydraulic oil, coolant and diesel
engine, warning lamp switch and fan reverse solenoid valve, fan motor
proportional solenoid valve
8 Working hydraulics: Proximity switches for bucket return-to-dig and
stroke end limit, working hydraulics lockout and ride control solenoid
valves, control lever retaining magnets, float position and ride control
pressure switches.
9 Cab ventilation: Heater and air-conditioning fan motor, air-
conditioning temperature and pressure switches, variable displacement
motor heating valve and air flap, air-conditioning magnetic coupling
10 Cab control: Steering column switch, front and rear windshield wiper
and washer system, horn
11 Lighting: Front and rear driving lights, brake light pressure switch
1 0 . 0 - 8 of 94 L544 - 443 / 7477 - 9239
L554 - 453 / 7477 - 9239
MJFCIFSS L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
L580 - 458 / 7477 - 9239
12 Lighting: Cab light, profile lights, working floodlights and flashing

beacon
13 Emergency steering: Emergency steering and emergency steering
check pressure switches
14 Additional equipment: Back-up alarm, rear flashing beacon, driver's
seat compressor, socket, additional equipment 1/2 and quick change
device solenoid valves
15 Steering system: Joystick steering solenoid valves, joystick steering
control
16 Additional equipment: Reserve plugs for terminals 30 and 15 on the
cab roof, radio with voltage converter
17 Terminal block: Some pre-wired options can be connected here
during retrofitting
18 Operation: Control unit A10, control unit A11, display unit A13
The circuit diagram of the electrical system shows the functional procedures
for the entire machine, including optional attachments. All components and
connectors are marked with a letter and number and shown with the
appropriate symbols so that they are clearly identifiable. The components
are also listed in the keys together with their names.
The circuit diagrams are divided into sheets (below each circuit diagram)
and steps (separate horizontal sections), with each sheet containing one or
more functions. Power connections between the sheets are indicated: The
name of each wire, as well as the sheet and step, are given at the end.
L544 - 443 / 7477 - 9239 1 0 . 0 - 9 of 94

L554 - 453 / 7477 - 9239
L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
MJFCIFSS
L580 - 458 / 7477 - 9239
1. Power supply: Battery, alternator, battery main switch, main electronics, preglow system, starter
1 0 . 0 - 1 0 of 94 L544 - 443 / 7477 - 9239

L554 - 453 / 7477 - 9239
MJFCIFSS L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
L580 - 458 / 7477 - 9239

A1, A12 Main electronics 1
F00 100 A main fuse (MEGA fuse) 1/6
F01 60 A fuse connected to terminal 15 1/35
F02 20 A starter fuse, terminal 50 for starting excess fuel 1/14
F03 30 A fuse for motor stop solenoid 1/23
F04 30 A fuse for terminal 15 (pin) 1/39
F06 60 A preglow fuse 1/42
F07 10 A hazard warning system fuse 1/45
F08 200 A emergency steering pump fuse 1/25
G1 Alternator 1/18
G2 Batteries (2x12 V) 1/4
K01 Relay connected to terminal 15 1/31
K02 Start lockout relay 1/15
K03 Motor stop relay (30 A) 1/23
K04 Preglow and afterglow relay 1/35
K04a Preglow relay (60 A) 1/42
KL15 Terminal connection 15 1/37
KL30 Positive (+) battery terminal connection 1/6
M1 Starter 1/11
S15 Battery main switch 1/4
X1 40-pin Deutsch DRC connector (main electronics) 1/28
X10 6-pin Junior Power Timer connector (control board) 1/15
Xa 4-pin screw connections 1/6
Y1 Preglow SV 1/39
Y4 Starting excess fuel SV 1/14
Y5 Motor stop solenoid 1/23
L544 - 443 / 7477 - 9239 1 0 . 0 - 1 1 of 94

L554 - 453 / 7477 - 9239
L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
MJFCIFSS
L580 - 458 / 7477 - 9239
2. Engine monitoring: Main electronics, ignition start switch, hour meter, fuel sensor, coolant level and
temperature sensor, air filter vacuum switch and engine oil pressure sensor
1 0 . 0 - 1 2 of 94 L544 - 443 / 7477 - 9239

L554 - 453 / 7477 - 9239
MJFCIFSS L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
L580 - 458 / 7477 - 9239

A1, A12 Main electronics 2/5
B4 Air filter contamination vacuum switch 2/6
B7 Sender unit and pressure switch for engine oil pressure 2/10
B13 Coolant level sensor 2/14
B20 Coolant temperature sensor 100 °C 2/17
B25 Fuel supply gauge 2/22
X7B 10-pin Junior Power Timer connector (control board) 2/27
L544 - 443 / 7477 - 9239 1 0 . 0 - 1 3 of 94

L554 - 453 / 7477 - 9239
L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
MJFCIFSS
L580 - 458 / 7477 - 9239
3. Diagnostic interface: Main electronics, gear electronics
1 0 . 0 - 1 4 of 94 L544 - 443 / 7477 - 9239

L554 - 453 / 7477 - 9239
MJFCIFSS L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
L580 - 458 / 7477 - 9239

X/MC6a 55-pin Junior Timer connector (MC6 master board) 3/30
X/MC6b 55-pin Junior Timer connector (MC6 slave board) 3/27
X9A 10-pin Junior Power Timer connector (control board) 3/9
X 9B 10-pin Junior Power Timer connector (CPU) 3/14
X12 10-pin Junior Power Timer connector (power board) 3/23
X12A 4-pin Junior Power Timer connector (internal wiring harness) 3/22
XBB3 8-pin Bodem connector 3/9
L544 - 443 / 7477 - 9239 1 0 . 0 - 1 5 of 94

L554 - 453 / 7477 - 9239
L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
MJFCIFSS
L580 - 458 / 7477 - 9239
4. Travel drive inputs: Drive switch
1 0 . 0 - 1 6 of 94 L544 - 443 / 7477 - 9239

L554 - 453 / 7477 - 9239
MJFCIFSS L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
L580 - 458 / 7477 - 9239

A2 Electronic control unit for travel drive (master + slave MC6 E/31) 4/6
Ka Reverse travel direction electronic relay 4/15
Kb Forward travel direction electronic relay 4/20
S2 12-pin Deutsch DRC connector (control lever) 4/16
S2a Control lever for travel direction, kick-down and additional function 4/25
L544 - 443 / 7477 - 9239 1 0 . 0 - 1 7 of 94

L554 - 453 / 7477 - 9239
L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
MJFCIFSS
L580 - 458 / 7477 - 9239
5. Travel drive inputs: Gas and inch pedal angle sensors, drive and output speed sensors, gear oil
temperature, brake system accumulator pressure
1 0 . 0 - 1 8 of 94 L544 - 443 / 7477 - 9239

L554 - 453 / 7477 - 9239
MJFCIFSS L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
L580 - 458 / 7477 - 9239

B1 Transfer gear speed sensor (gear output speed) 5/24
B2 Variable displacement motor 1 speed sensor (A6VM 80, 80, 107 EP) 5/28
(gear input speed)
B2a Variable displacement motor 2 speed sensor (A6VM 80, 107, 140 EP) 5/31
(gear input speed)
B14 Gear oil temperature thermo switch 120 °C 5/36
B19 Brake system accumulator pressure switch, 90 bar 5/40
B24 Diesel engine speed sensor 5/20
R1 Inch/brake pedal angle sensor 5/10
R5 Gas pedal angle sensor 5/14
X2a 40-pin Deutsch DRC connector (gear wiring harness) 5/7
Y10 Parking brake SV 5/43
R1 6-pin Superseal connector (gear wiring harness) 5/8
L544 - 443 / 7477 - 9239 1 0 . 0 - 1 9 of 94

L554 - 453 / 7477 - 9239
L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
MJFCIFSS
L580 - 458 / 7477 - 9239
6. Travel drive outputs: Forward and reverse solenoid valves, gear, control pressure, overspeed protection,
variable displacement motors and parking brake
1 0 . 0 - 2 0 of 94 L544 - 443 / 7477 - 9239

L554 - 453 / 7477 - 9239
MJFCIFSS L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
L580 - 458 / 7477 - 9239

Y2 Forward travel direction SV 6/8
Y3 Reverse travel direction SV 6/12
Y6 Modulation + gear level solenoid valves Y6.1, Y6.2, Y6.3 6/16
Ymo Modulation throttle SV 6/16
Y15 Control pressure PSV 6/26
Y16 Overspeed protection SV 6/30
EP1 Variable displacement motor 1 PSV 6/34
L544 - 443 / 7477 - 9239 1 0 . 0 - 2 1 of 94

L554 - 453 / 7477 - 9239
L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
MJFCIFSS
L580 - 458 / 7477 - 9239
7. Fan control: Temperature sensors for hydraulic oil, coolant and diesel engine, warning lamp switch and fan
reverse solenoid valve, fan motor proportional solenoid valve
1 0 . 0 - 2 2 of 94 L544 - 443 / 7477 - 9239

L554 - 453 / 7477 - 9239
MJFCIFSS L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
L580 - 458 / 7477 - 9239

B8 Hydraulic oil temperature sensor (fan control) 7/12
B21 Coolant temperature sensor (fan control) 7/16
H26a Reserve switch illumination 7/28
H26b Reserve switch illumination 7/30
X 9B 10-pin Junior Power Timer connector (CPU) 7/21
X28 2-pin Deutsch connector (fan) 7/35
Y13 Fan motor proportional pressure relief valve 7/35
L544 - 443 / 7477 - 9239 1 0 . 0 - 2 3 of 94

L554 - 453 / 7477 - 9239
L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
MJFCIFSS
L580 - 458 / 7477 - 9239
8. Working hydraulics: Proximity switches for bucket return-to-dig and stroke end limit, working hydraulics
lockout and ride control solenoid valves, control lever retaining magnets, float position and ride control
pressure switches
1 0 . 0 - 2 4 of 94 L544 - 443 / 7477 - 9239

L554 - 453 / 7477 - 9239
MJFCIFSS L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
L580 - 458 / 7477 - 9239

B15 Bucket return-to-dig inductive switch 8/7
B17 Stroke end limit inductive switch 8/12
B28 Ride control (LFD) pressure switch 8/30
B32 Bucket float position pressure switch 8/34
Y9 Bucket return-to-dig solenoid 8/37
Y14 Working hydraulics lockout SV 8/18
Y17 Stroke end limit solenoid 8/38
Y18 Bucket float position solenoid 8/40
Y20 Ride control (LFD) SV 8/22
L544 - 443 / 7477 - 9239 1 0 . 0 - 2 5 of 94

L554 - 453 / 7477 - 9239
L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
MJFCIFSS
L580 - 458 / 7477 - 9239
9. Cab ventilation: Heater and air-conditioning fan motor, air-conditioning temperature and pressure switches,
variable displacement motor heating valve and air flap, air-conditioning magnetic coupling
1 0 . 0 - 2 6 of 94 L544 - 443 / 7477 - 9239

L554 - 453 / 7477 - 9239
MJFCIFSS L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
L580 - 458 / 7477 - 9239

B26 Air-conditioning thermo switch 9/28
B27 Air-conditioning system pressure switch 9/33
F05 20 A fuse for heater blower speed 1 – 4 9/4
K06 Blower speed 1 relay 9/9
M11 Heater water valve adjustment drive 9/39
X7A 6-pin Junior Power Timer connector (CPU) 9/28
X14 4-pin Junior Power Timer connector (CPU) 9/7
X20 6-pin Junior Power Timer connector (internal wiring harness) 9/13
Y22 Air-conditioning compressor magnetic coupling 9/43
L544 - 443 / 7477 - 9239 1 0 . 0 - 2 7 of 94

L554 - 453 / 7477 - 9239
L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
MJFCIFSS
L580 - 458 / 7477 - 9239
10. Cab control: Steering column switch, front and rear windshield wiper and washer system, horn
1 0 . 0 - 2 8 of 94 L544 - 443 / 7477 - 9239

L554 - 453 / 7477 - 9239
MJFCIFSS L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
L580 - 458 / 7477 - 9239

B10 Horn 10/43
X10 Front windshield wiper motor 10/22
M4 Front windshield washer pump 10/36
M9 Rear windshield washer pump 10/40
L544 - 443 / 7477 - 9239 1 0 . 0 - 2 9 of 94

L554 - 453 / 7477 - 9239
L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
MJFCIFSS
L580 - 458 / 7477 - 9239
11. Lighting: Front and rear driving lights, brake light pressure switch
1 0 . 0 - 3 0 of 94 L544 - 443 / 7477 - 9239

L554 - 453 / 7477 - 9239
MJFCIFSS L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
L580 - 458 / 7477 - 9239

B12 Brake light pressure switch 11/39
E1 Left reversing light 24 V – 21 W 11/12
E3 Left driving headlight 24 V – 70/75 W 11/27
E4 Right driving headlight 24 V – 70/75 W 11/34
E5 Right reversing light 24 V – 21 W 11/17
E6 Left tail light 24 V – 10 W 11/11
E7 Right tail light 24 V – 10 W 11/16
E14L Rear left working headlight 24 V – 70 W 11/20
E14R Rear right working headlight 24 V – 70 W 11/25
H15 Front left flashing light 24 V – 21 W 11/28
H16 Front right flashing light 24 V – 21 W 11/33
H17 Rear left flashing light 24 V – 21 W 11/10
H18 Rear right flashing light 24 V – 21 W 11/15
H20 Left brake light 24 V – 21 W 11/9
H21 Right brake light 24 V – 21 W 11/15
X5 6-pin Junior Power Timer connector 11/27
X6 6-pin Junior Power Timer connector 11/38
X15 6-pin Deutsch connector (rear left lighting) 11/16
X9 3-pin Deutsch connector (rear hatch) 11/21
X7 6-pin Deutsch Rear light connector, left (H20, H17, E6, E1) 11/8
X8 6-pin Deutsch connector (rear light, right, H21, H18, E7, E5) 11/13
L544 - 443 / 7477 - 9239 1 0 . 0 - 3 1 of 94

L554 - 453 / 7477 - 9239
L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
MJFCIFSS
L580 - 458 / 7477 - 9239
12. Lighting: Cab light, profile lights, working floodlights and flashing beacon
1 0 . 0 - 3 2 of 94 L544 - 443 / 7477 - 9239

L554 - 453 / 7477 - 9239
MJFCIFSS L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
L580 - 458 / 7477 - 9239

E8 Left profile light 24 V – 4 W 12/17
E9 Right profile light 24 V – 4 W 12/19
E10 Front left working headlight 24 V – 70 W 12/24
E11 Front right working headlight 24 V – 70 W 12/26
E12 Right number plate light 24 V – 10 W 12/30
E13 Left number plate light 24 V – 10 W 12/30
X9 3-pin Deutsch connector (rear hatch) 12/29
L544 - 443 / 7477 - 9239 1 0 . 0 - 3 3 of 94

L554 - 453 / 7477 - 9239
L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
MJFCIFSS
L580 - 458 / 7477 - 9239
13. Emergency steering: Emergency steering and emergency steering check pressure switches
1 0 . 0 - 3 4 of 94 L544 - 443 / 7477 - 9239

L554 - 453 / 7477 - 9239
MJFCIFSS L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
L580 - 458 / 7477 - 9239

A2 Gear electronics 13/11
B3 Emergency steering pressure switch 13/20
B3a Emergency steering safety test pressure switch 13/23
K11 Emergency steering pump relay 13/31
M8 Emergency steering pump motor 13/28
L544 - 443 / 7477 - 9239 1 0 . 0 - 3 5 of 94

L554 - 453 / 7477 - 9239
L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
MJFCIFSS
L580 - 458 / 7477 - 9239
14. Additional equipment: Back-up alarm, rear flashing beacon, driver's seat compressor, socket, additional
equipment 1/2 and quick change device solenoid valves
1 0 . 0 - 3 6 of 94 L544 - 443 / 7477 - 9239

L554 - 453 / 7477 - 9239
MJFCIFSS L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
L580 - 458 / 7477 - 9239

B16 Back-up alarm 3 A 14/9
X20 Socket 14/37
Y11 Additional equipment SV 1 (optional) 14/25
Y12 Additional equipment SV 2 (optional) 14/29
L544 - 443 / 7477 - 9239 1 0 . 0 - 3 7 of 94

L554 - 453 / 7477 - 9239
L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
MJFCIFSS
L580 - 458 / 7477 - 9239
15. Steering system: Joystick steering solenoid valves, joystick steering control
1 0 . 0 - 3 8 of 94 L544 - 443 / 7477 - 9239

L554 - 453 / 7477 - 9239
MJFCIFSS L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
L580 - 458 / 7477 - 9239

A2 Gear electronics 15/20
X206 Joystick steering connector 15/28
L544 - 443 / 7477 - 9239 1 0 . 0 - 3 9 of 94

L554 - 453 / 7477 - 9239
L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
MJFCIFSS
L580 - 458 / 7477 - 9239
16. Additional equipment: Reserve plugs for terminals 30 and 15 on the cab roof, radio with voltage converter
1 0 . 0 - 4 0 of 94 L544 - 443 / 7477 - 9239

L554 - 453 / 7477 - 9239
MJFCIFSS L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
L580 - 458 / 7477 - 9239

A3 Radio 16/30
B11 Loudspeaker 16/30
T1 24 V – 12 V voltage converter (radio) 16/24
L544 - 443 / 7477 - 9239 1 0 . 0 - 4 1 of 94

L554 - 453 / 7477 - 9239
L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
MJFCIFSS
L580 - 458 / 7477 - 9239
17. Terminal block: Some pre-wired options can be connected here during retrofitting
1 0 . 0 - 4 2 of 94 L544 - 443 / 7477 - 9239

L554 - 453 / 7477 - 9239
MJFCIFSS L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
L580 - 458 / 7477 - 9239

Xb Terminal block connectors 17
X8 24-pin Deutsch DRC connector (main electronics) 17
X8B 6-pin Junior Power Timer connector (control board) 17
X12 10-pin Junior Power Timer connector (power board) (pin) 17
X13 4-pin Junior Power Timer connector (power board) (pin) 17
L544 - 443 / 7477 - 9239 1 0 . 0 - 4 3 of 94

L554 - 453 / 7477 - 9239
L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
MJFCIFSS
L580 - 458 / 7477 - 9239
18. Operation: Control unit A10, control unitA11, display unit A13
1 0 . 0 - 4 4 of 94 L544 - 443 / 7477 - 9239

L554 - 453 / 7477 - 9239
MJFCIFSS L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
L580 - 458 / 7477 - 9239

A10 Heating control element 18/33
A11 Control unit (switch button) 18/6
A13 Display unit 18/23
X4 15-pin SUB-D pin connector (CPU) 18/6
X4a 15-pin SUB-D socket connector (control unit) 18/6
X5a 9-pin SUB-D socket connector (display unit) 18/24
X6a 9-pin SUB-D socket connector (heater/air-conditioning control unit) 18/34
L544 - 443 / 7477 - 9239 1 0 . 0 - 4 5 of 94

L554 - 453 / 7477 - 9239
L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
MJFCIFSS
L580 - 458 / 7477 - 9239
1 0 . 0 - 4 6 of 94 L544 - 443 / 7477 - 9239

L554 - 453 / 7477 - 9239
MJFCIFSS L564 - 463 / 7477 - 9239
L574 - 473 / 7477 - 9239
L580 - 458 / 7477 - 9239
Main electronics

Valid from Ser. No. 9240
(ID 9065330)
Design
The operating voltage of the machine is 24 volts. The batteries (2 x 12 V) are
connected in series.
The two batteries are mounted in the right ballast weight.
Components of the electrical The following table is a complete list of the components of the electrical
system system. The codes in the step column are to help find components in the
circuit diagrams.
Abbreviations:
– WH – wiring harness
– LFD – Liebherr ride control
– SV – solenoid valve
– PSV – proportional solenoid valve
– LED – light emitting diode
– OH – operating hours
Machine-
view
A1, A12 Main electronics 1-6, 8-19 2
A2 Electronic control unit for travel drive (master + slave MC6 E/31) 4, 5, 6, 7, 8, 3
14, 16
A3 Radio 17/23
A13 Display unit 19
A20 Voltage converter 24 V – 12 V (radio) 17/29
B1 Transfer gear speed sensor (gear output speed) 6/23 2
B2 Variable displacement motor 1 speed sensor (A6VM 80, 80, 107 EP) 6/26 2, 3
(gear input speed)
B2a Variable displacement motor 2 speed sensor (A6VM 80, 107, 140 EP) 6/30 2
(gear input speed)
B3 Emergency steering pressure switch 14/27 1, 3
B3a Emergency steering safety test pressure switch 14/30 2, 3
B4 Air filter contamination vacuum switch 3/6 1
B7 Sender unit and pressure switch for engine oil pressure 3/10 1, 3
B8 Hydraulic oil temperature sensor (fan control) 8/8 2
B10 Horn 11/44 2
B11L Loudspeaker 17/25
B11R Loudspeaker 17/22
B12 Brake light pressure switch 12/40 1
B13 Coolant level sensor 3/14 2, 3
B14 Gear oil temperature thermo switch 120 °C 6/35 2, 3
B15 Bucket return-to-dig inductive switch 9/8 1
B16 Back-up alarm 3 A 15/10 3
B17 Stroke end limit inductive switch 9/12 1
B19 Brake system accumulator pressure switch, 90 bar 6/38 1
B20 Coolant temperature sensor 100 °C 3/17 3
B21 Coolant temperature sensor (fan control) 8/12 2, 3
L544 - 443 / from 9240 1 0 . 0 - 4 7 of 94

L554 - 453 / from 9240
L564 - 463 / from 9240
L574 - 473 / from 9240
MJFCIFSS
L580 - 458 / from 9240
Main electronics
Machine-
view
B24 Diesel engine speed sensor 6/18 3
B25 Fuel supply gauge 3/22 3
B26 Air-conditioning thermo switch 10/28 3
B27 Air-conditioning system pressure switch 10/33 1, 3
B28 Ride control (LFD) pressure switch 9/29 2, 3
B32 Bucket float position pressure switch 9/32 3
E1 Left reversing light 24 V – 21 W 12/11 3
E3 Left driving headlight 24 V – 70/75 W 12/30 3
E4 Right driving headlight 24 V – 70/75 W 12/35 3
E5 Right reversing light 24 V-21 W 12/16 3
E6 Left tail light 24 V -10 W 12/9 3
E7 Right tail light 24 V -10 W 12/15 3
E8 Left profile light 24 V – 4 W 13/15 3
E9 Right profile light 24 V – 4 W 13/18 3
E10 Front left working headlight 24 V – 70 W 13/21 3
E11 Front right working headlight 24 V – 70 W 13/26 3
E12 Right number plate light 24 V – 10 W 12/19 3
E13 Left number plate light 24 V – 10 W 12/24 3
E14L Rear left working headlight 24 V – 70 W 13/31 3
E14R Rear right working headlight 24 V – 70 W 13/34 3
F00 100 A main fuse (MEGA fuse) 1/18 1
F01 60 A fuse connected to terminal 15 1/16 2
F02 20 A starter fuse, terminal 50 for starting excess fuel 1/26 2
F03 20 A fuse for motor stop solenoid 1/45 2
F04 30 A fuse for terminal 15 (pin) 1/22 2
F05 20 A fuse for heater blower speed 1 – 4 10/4 2
F06 60 A preglow fuse 2/28 1
F07 10 A hazard warning system fuse 2/32 1
F08 200 A emergency steering pump fuse 14/33 1
F09 7,5 A fuse voltage converter (radio) 17/28 2
F222 10 A fuse Driver's seat compressor motor 15/20 2
G1 Alternator 1/28 1
G2 Batteries (2x12 V) 1/8-14 1, 2, 3
H15 Front left flashing light 24 V – 21 W 12/29 3
H16 Front right flashing light 24 V – 21 W 12/34 3
H17 Rear left flashing light 24 V – 21 W 12/8 3
H18 Rear right flashing light 24 V – 21 W 12/14 3
H20 Left brake light 24 V – 21 W 12/7 3
H21 Right brake light 24 V – 21 W 12/13 3
K01 Relay connected to terminal 15 1/12 2
K02 Start lockout relay 1/34 2
K03 Motor stop relay (30 A) 1/39 2
K04 Preglow and afterglow relay 2/20 1
K04a Preglow relay (60 A) 2/29 1
1 0 . 0 - 4 8 of 94 L544 - 443 / from 9240
L554 - 453 / from 9240
L574 - 473 / from 9240
L580 - 458 / from 9240
Main electronics
Machine-
view
K11 Emergency steering pump relay 14/36 2
MP1 Mass point 1, rear section, front/right side under the cab 1, 3, 6, 7, 8,
9, 11, 12, 13,
15, 16
MP2 Mass point 2, rear section, left / mid side (clip) 1, 2, 3, 7, 9,
10, 12, 15
MP3 Mass point 3, rear section, left/mid side (connection block) 1
MP4 Mass point 4, rear section, left / back side (main switch) 1
MP5 Mass point 5, rear section, right / back side (emergency steering pump) 14
MP6 Mass point 6, Cabine, right/back side (operating stand) 3, 4, 5, 8, 10,
11, 15, 16
MP7 Mass point 7, Cabine, top right/back side 13, 17
MP8 Mass point 8, casing central electronics top / outside 1, 4, 5, 17
MP9 Mass point 9, casing central electronics inside 9, 11
MP10 Mass point 10, power electronic A12
M1 Starter 1/20 1
M2 Front windshield wiper motor 11/22
M4 Front windshield washer pump 11/36 3
M8 Emergency steering pump motor 14/36 2, 3
M9 Rear windshield washer pump 11/40 3
M11 Heater water valve adjustment drive 10/39 3
R1 Inch/brake pedal angle sensor 6/7 1
R3 Flame glow plug 2/28 2
R5 Gas pedal angle sensor 6/12 2
R121 End resistance, CAN- Bus lines 5/14
S15 Battery main switch 1/5 1, 3
S43 Switch – Back Alarm 8/26
X/MC6A 55-pin Junior Timer connector (MC6 master board) 4, 5, 6, 7
X/MC6B 55-pin Junior Timer connector (MC6 slave board) 4, 5, 6, 7, 8,
14, 16
X1 40-pin Deutsch DRC connector (main electronics) 1, 2, 3, 8, 9, 2, 3
10, 12, 13, 15
X2 24-pin Deutsch DRC connector (main electronics) 6, 9, 11, 12, 2, 3
15, 16
X2a 40-pin Deutsch DRC connector (gear wiring harness) 6, 7, 8, 14, 16 3
X3 24-pin Deutsch DRC connector (main electronics) 9, 11 2, 3
X3A 10-pin Junior Power Timer connector (power board) 9, 11
X3B 14-pin Junior Power Timer connector (power board) 9, 11
L544 - 443 / from 9240 1 0 . 0 - 4 9 of 94

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Machine-
view
X4B 15-pin SUB-D socket connector (control unit A11) 19
X5 9-pin SUB-D socket connector (CPU) 19
X5B 9-pin SUB-D socket connector (Display unit A13) 19
X6B Plug connection 9-pin, SUB-D- Socket (operating unit heating/AC A10) 19
X7 24-pin Deutsch DRC connector (main electronics) 3, 8, 10, 11,
15
X7A 6-pin Junior Power Timer connector (CPU) 8, 10
X7B 10-pin Junior Power Timer connector (power board) 3, 11, 15
X8 24-pin Deutsch DRC connector (main electronics) 13, 17, 18
X8A 6-pin Junior Power Timer connector (power board) 13, 17
X8B 6-pin Junior Power Timer connector (power board) 13, 17
X9 40-pin Deutsch DRC connector (main electronics) 4, 5, 8, 14, 16
X9A 10-pin Junior Power Timer connector (power board) 4, 5, 14, 16
X9B 10-pin Junior Power Timer connector (CPU) 4, 5, 8
X12 10-pin Junior Power Timer connector (power board) 4, 18
X16 Plug connection 6-pin, Deutsch (lighting backside) 12, 13
X17 Plug connection 6-pin, AMP MQS 6
X18 Plug connection 6-pin, Deutsch (lighting backside - left) 12/9
X19 Plug connection 6-pin, Deutsch (lighting backside - right) 12/14
X20 6-pin Junior Power Timer connector (internal wiring harness) 10, 18
X28 2-pin Deutsch connector (fan) 8
X41 Socket 15/38
X200 Plug connection, 2-pin Fastin-Faston (reserve KL. 30) 17/8
Xa 4-pin screw connections, M4 / M5 / M6 1
XB Terminal block connectors 18
Y1 Preglow SV 2/25 2
Y2 Forward travel direction SV 7/9 3
Y3 Reverse travel direction SV 7/13 3
Y4 Starting excess fuel SV 1/33 2, 3
Y5 Motor stop solenoid 1/45 2, 3
Y6 Modulation + gear level solenoid valves Y6.1, Y6.2, Y6.3 7/19 2
Y9 Bucket return-to-dig solenoid 9/40 3
Y10 Parking brake SV 6/42 1
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Machine-
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Y13 Fan motor proportional pressure relief valve 8/39 2, 3
Y14 Working hydraulics lockout SV 9/17 1
Y15 Control pressure PSV 7/27 3
Y16 Overspeed protection SV 7/31 1
Y17 Stroke end limit solenoid 9/38 3
Y18 Bucket float position solenoid 9/37 3
Y22 Air-conditioning compressor magnetic coupling 10/43 1
YMo Modulation throttle SV 7/16
–
Left side 1 view of the machine
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Right side 2 view of the machine
Top view 3 of the machine
Circuit diagrams
The circuit diagrams are shown on sheets 1 to 19. The following is a list of
the steps and their main functions.
Overview of the sheets showing the electrical system:
1 Power supply: Battery, alternator, battery main switch,
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2 Preglow system: main electronics, preglow system, starter

3 Engine monitoring: Main electronics, ignition start switch, hour meter,
fuel sensor, coolant level and temperature sensor, air filter vacuum
switch and engine oil pressure sensor
4 Diagnostic interface: Main electronics, gear electronics
5 Travel drive inputs: Drive switch
6 Travel drive inputs: Gas and inch pedal angle sensors, drive and
output speed sensors, gear oil temperature, brake system accumulator
pressure
7 Travel drive outputs: Forward and reverse solenoid valves, gear,
control pressure, overspeed protection, variable displacement motors
and parking brake
8 Fan control: Temperature sensors for hydraulic oil, coolant and diesel
engine, warning lamp switch and fan reverse solenoid valve, fan motor
9 Working hydraulics: Proximity switches for bucket return-to-dig and
stroke end limit, working hydraulics lockout and ride control solenoid
valves, control lever retaining magnets, float position and ride control
pressure switches.
10 Cab ventilation: Heater and air-conditioning fan motor, air-
conditioning temperature and pressure switches, variable displacement
motor heating valve and air flap, air-conditioning magnetic coupling
11 Cab control: Steering column switch, front and rear windshield wiper
and washer system, horn
12 Lighting: Front and rear driving lights, brake light pressure switch
13 Lighting: Cab light, profile lights, working floodlights and flashing
beacon
14 Emergency steering: Emergency steering and emergency steering
check pressure switches
15 Additional equipment: Back-up alarm, rear flashing beacon, driver's
seat compressor, socket, additional equipment 1/2 and quick change
device solenoid valves
16 Steering system: Joystick steering solenoid valves, joystick steering
control
17 Additional equipment: Reserve plugs for terminals 30 and 15 on the
cab roof, radio with voltage converter
18 Terminal block: Some pre-wired options can be connected here
during retrofitting
19 Operation: Control unit A10, control unit A11, display unit A13
The circuit diagram of the electrical system shows the functional procedures
for the entire machine, including optional attachments. All components and
connectors are marked with a letter and number and shown with the
appropriate symbols so that they are clearly identifiable. The components
are also listed in the keys together with their names.
The circuit diagrams are divided into sheets (below each circuit diagram)
and steps (separate horizontal sections), with each sheet containing one or
more functions. Power connections between the sheets are indicated: The
name of each wire, as well as the sheet and step, are given at the end.
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1. Power supply: Battery, alternator, battery main switch, main electronics, starter
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F00 100 A main fuse (MEGA fuse) 1/18
F01 60 A fuse connected to terminal 15 1/16
F02 20 A starter fuse, terminal 50 for starting excess fuel 1/26
F03 20 A fuse for motor stop solenoid 1/45
F04 30 A fuse for terminal 15 (pin) 1/22
G1 Alternator 1/28
G2 Batteries (2x12 V) 1/8-14
K01 Relay connected to terminal 15 1/12
K02 Start lockout relay 1/34
K03 Motor stop relay (30 A) 1/39
M1 Starter 1/20
MP1 Mass point 1, rear section front / right side under the cab 1
MP2 Mass point 2, rear section left / mid side (clip) 1
MP3 Mass point 3, rear section left / mid side (connecting block) 1
MP4 Mass point 4, rear section left / back side (main switch) 1
MP8 Mass point 8, Casing central electronic top / outside 1
S15 Battery main switch 1/5
X10 6-pin Junior Power Timer connector (power) 1
Xa 4-pin screw connections M4 / M5 / M6 1
Y4 Starting excess fuel SV 1/33
Y5 Motor stop solenoid 1/45
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2. Preglow system: main electronics, preglow relay, power relay, preglow SV
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F06 60 A preglow fuse 2/28
F07 10 A hazard warning system fuse 2/32
K04 Preglow and afterglow relay 2/20
K04a Preglow relay (60 A) 2/29
MP2 Mass point 2 rear section left mid (clip) 2
Y1 Preglow SV 2/25
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B4 Air filter contamination vacuum switch 3/6
B7 Sender unit and pressure switch for engine oil pressure 3/10
B13 Coolant level sensor 3/14
B20 Coolant temperature sensor 100 °C 3/17
B25 Fuel supply gauge 3/22
MP1 Mass point 1 rear section right / front side under the cab 3
MP2 Mass point 2 rear section left mid side (clip) 3
MP6 Mass point 6 cabine right / back side (operating stand) 3
X7B 10-pin Junior Power Timer connector (power board) 3
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Code Description en Step

A2 Electronic control unit for travel drive (master + slave MC6 E/31) 4
MP8 Mass point 8 casing central electronic top / outside 4
X/MC6A 55-pin Junior Timer connector (MC6 master board) 4
X/MC6B 55-pin Junior Timer connector (MC6 slave board) 4
X9A 10-pin Junior Power Timer connector (power board) 4
X9B 10-pin Junior Power Timer connector (CPU) 4
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Main electronics
5. Travel drive inputs: Drive switch
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MP6 Mass point 6 Cabine right / back side (operating stand) 5
MP8 Mass point 8 casing central electronic top / outside 5
R121 End resistance CAN- Bus lines 5/14
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6. Travel drive inputs: Gas and inch pedal angle sensors, drive and output speed sensors, gear oil
temperature, brake system accumulator pressure
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B1 Transfer gear speed sensor (gear output speed) 6/23
B2 Variable displacement motor 1 speed sensor (A6VM 80, 80, 107 EP) (gear input speed) 6/26
B2a Variable displacement motor 2 speed sensor (A6VM 80, 107, 140 EP) 6/30
(gear input speed)
B14 Gear oil temperature thermo switch 120 °C 6/35
B19 Brake system accumulator pressure switch, 90 bar 6/38
B24 Diesel engine speed sensor 6/18
R1 Inch/brake pedal angle sensor 6/7
R5 Gas pedal angle sensor 6/12
X2a 40-pin Deutsch DRC connector (gear wiring harness) 6
X17 Plug connection, 6 pin AMP MQS 6
Y10 Parking brake SV 6/42
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7. Travel drive outputs: Forward and reverse solenoid valves, gear, control pressure, overspeed protection,
variable displacement motors and parking brake
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MP2 Mass point 2 left / mid side (clip) 7
Y2 Forward travel direction SV 7/9
Y3 Reverse travel direction SV 7/13
Y6 Modulation + gear level solenoid valves Y6.1, Y6.2, Y6.3 7/19
Y15 Control pressure PSV 7/27
Y16 Overspeed protection SV 7/31
YMo Modulation throttle SV 7/16
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8. Fan control: Temperature sensors for hydraulic oil, coolant and diesel engine, warning lamp switch and fan
reverse solenoid valve, fan motor proportional solenoid valve
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B8 Hydraulic oil temperature sensor (fan control) 8/8
B21 Coolant temperature sensor (fan control) 8/12
S43 Switch – Back Alarm 8/26
X7A 6-pin Junior Power Timer connector (CPU) 8
X28 2-pin Deutsch connector (fan) 8
Y13 Fan motor proportional pressure relief valve 8/39
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Main electronics
9. Working hydraulics: Proximity switches for bucket return-to-dig and stroke end limit, working hydraulics
lockout and ride control solenoid valves, control lever retaining magnets, float position and ride control
pressure switches
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B15 Bucket return-to-dig inductive switch 9/8
B17 Stroke end limit inductive switch 9/12
B28 Ride control (LFD) pressure switch 9/29
B32 Bucket float position pressure switch 9/33
MP2 Mass point 2 rear section left / mid side (clip) 9
MP9 Mass point 9 casing central electronic inside 9
Y9 Bucket return-to-dig solenoid 9/40
Y14 Working hydraulics lockout SV 9/17
Y17 Stroke end limit solenoid 9/38
Y18 Bucket float position solenoid 9/37
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Main electronics
10. Cab ventilation: Heater and air-conditioning fan motor, air-conditioning temperature and pressure switches,
variable displacement motor heating valve and air flap, air-conditioning magnetic coupling
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B26 Air-conditioning thermo switch 10/28
B27 Air-conditioning system pressure switch 10/33
F05 20 A fuse for heater blower speed 1 – 4 10/4
M11 Heater water valve adjustment drive 10/39
X7A 6-pin Junior Power Timer connector (CPU) 10
Y22 Air-conditioning compressor magnetic coupling 10/43
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Main electronics
11. Cab control: Steering column switch, front and rear windshield wiper and washer system, horn
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B10 Horn 11/44
MP9 Mass point 9 casing central electronic inside 11
M2 Front windshield wiper motor 11/22
M4 Front windshield washer pump 11/36
M9 Rear windshield washer pump 11/40
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12. Lighting: Front and rear driving lights, brake light pressure switch
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B12 Brake light pressure switch 12/40
E1 Left reversing light 24 V – 21 W 12/11
E3 Left driving headlight 24 V – 70/75 W 12/30
E4 Right driving headlight 24 V – 70/75 W 12/35
E5 Right reversing light 24 V-21 W 12/16
E6 Left tail light 24 V -10 W 12/9
E7 Right tail light 24 V -10 W 12/15
E12 Right number plate light 24 V – 10 W 12/19
E13 Left number plate light 24 V – 10 W 12/24
H15 Front left flashing light 24 V – 21 W 12/29
H16 Front right flashing light 24 V – 21 W 12/34
H17 Rear left flashing light 24 V – 21 W 12/8
H18 Rear right flashing light 24 V – 21 W 12/14
H20 Left brake light 24 V – 21 W 12/7
H21 Right brake light 24 V – 21 W 12/13
X16 Plug connections, 6-pin Deutsch (lighting backside) 12
X18 Plug connection 6-pin, Deutsch (lighting backside - left) 12/9
X19 Plug connection 6-pin, Deutsch (lighting backside - right) 12/14
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13. Lighting: Cab light, profile lights, working floodlights and flashing beacon
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E8 Left profile light 24 V – 4 W 13/15
E9 Right profile light 24 V – 4 W 13/18
E10 Front left working headlight 24 V – 70 W 13/21
E11 Front right working headlight 24 V – 70 W 13/26
E14L Rear left working headlight 24 V – 70 W 13/31
E14R Rear right working headlight 24 V – 70 W 13/34
MP1 Mass point 1, rear section, front/right side under the cab 13
MP7 Mass point 7, Cabine, top right/back side 13
X16 Plug connection 6-pin, Deutsch (lighting backside) 13
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14. Emergency steering: Emergency steering and emergency steering check pressure switches
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B3 Emergency steering pressure switch 14/27
B3a Emergency steering safety test pressure switch 14/30
F08 200 A emergency steering pump fuse 14/33
K11 Emergency steering pump relay 14/36
MP5 Mass point 5, rear section, right / back side (emergency steering pump) 14
M8 Emergency steering pump motor 14/36
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15. Additional equipment: Back-up alarm, rear flashing beacon, driver's seat compressor, socket, additional
equipment 1/2 and quick change device solenoid valves
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B16 Back-up alarm 3 A 15/10
F222 10 A fuse Driver's seat compressor motor 15/20
MP2 Mass point 2, rear section left / mid side (clip) 15
MP6 Mass point 6, Cabine, right/back side (operating stand) 15
M7 Driver’s seat compressor motor 15/21
X41 Socket 15/38
Y11 Additional equipment 1 SV (optional) 15/25
Y12 Additional equipment 2 SV (optional) 15/29
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16. Steering system: Joystick steering solenoid valves, joystick steering control
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MP6 Mass point 6, Cabine, right/back side (operating stand) 16
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Main electronics
Valid for: L544-L580 / 9240 - 9970
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A3 Radio 17/23
A20 24 V – 12 V voltage converter (radio) 17/29
F09 7,5 A fuse voltage converter (radio) 17/28
MP8 Mass point 8, casing central electronics top / outside 17
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Main electronics
Valid for: L544-L580 / ab 9971
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A3 Radio 17/23
A20 24 V – 12 V voltage converter (radio) 17/29
F09 7,5 A fuse voltage converter (radio) 17/28
MP8 Mass point 8, casing central electronics top / outside 17
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Main electronics
18. Terminal block: Some pre-wired options can be connected here during retrofitting
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XB Terminal block connectors 18
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19. Operation: Control unit A10, control unit A11, display unit A13
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A13 Display unit 19
X4B 15-pin SUB-D socket connector (control unit) 19
X5B 9-pin SUB-D socket connector (Display unit A13) 19
X6B Plug connection 9-pin, SUB-D- Socket (operating unit heating/AC A10) 19
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10.1 Main electronics

(ID 6906026, 10025241)
The main electronics are in an enclosed sheet steel housing in the right-
hand control panel (protection class IP 65).
Design
The main electronics consist of the following components:
– Fuses
– Relays
– Terminal block
– Control board (CPU) A1
– Power board A12
The electronic components can be accessed via a cover with catches behind
the right cab door.
Main electronics
1 Main electronics housing 4 Cover catches 7 Power board A12
2 Schraubverschlüsse Deckel 5 Relays K01 – K09 8 Fuses
3 Terminal block 6 Control board (CPU) A1 9 Fuses A12
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Main electronics
Other components are housed in the rear left of the rear section.
Components in the rear left of the rear section
10.1.1 Fuses
The fuses protect the various electrical circuits.
The fuses are located:
– On the power board
– In the main electronics
– In the rear left of the rear section
–
Power board fuses F1 – 5A Driving headlight, right (high beam)
F2 – 5A Driving headlight, left (high beam)
F3 – 5A Driving headlight, right (driving light)
F4 – 5A Driving headlight, left (driving light)
F5 – 10A Rear wiper / central lubrication / B15, B17
F6 – 10A Headlight flasher
F7 – 10A Spare terminal 30 (cab roof)
F9 – 7,5A Spare terminal 15 (cab roof)
F11 – 10A Front wiper motor
F12 – 7,5A Radio / interior lighting / terminal block terminal 58
F13 – 10A Cigarette lighter / driver's seat compressor
F14 – 10A Ignition switch terminal 30
F15 – 10A Supply MC6
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Arrangement for main

electronics
Fuse arrangement for main electronics

F01 – 60A Terminal 24 V connected
F02 – 20A Starter terminal 50 starting excess fuel valve
F03 – 20A Engine stop solenoid
F04 – 30A Main fuse terminal 15 (pin)
F05 – 20A Heater motor blower
F09 – 7,5A Fuse voltage transformer
F222 – 10A Fuse compressor motor driver seat
Arrangement in the rear section
Arrangement of fuses in the rear section

F00 – 100A Main fuse
F06 – 60A Preglow
F07 – 10A Hazard warning system
F08 – 200A Emergency steering pump
10.1.2 Relays
The relays carry higher currents.
The relays are located:
– On the power board
– In the main electronics
– In the rear left of the rear section
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Relays on the power board
Arrangement of relays on the power board A12
K1 Front wiper K4 Supply MC6 LED V26

K2 LED H7, H8 Warning indicator K5 Interruption of joystick steering
K3 Fuse F12, F13 terminal 58 LED
V22
Additional electronic relays
Arrangement of additional electronics relays

K01 Terminal 15 connected K07 Blower speed 2
K02 Start lockout K08 Blower speed 3
K03 Motor stop K09 Blower speed 4
K06 Blower speed 1
Another 7 relays sockets are fitted for optional equipment.
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Relays in the rear section
Arrangement of relays in the rear section

K04 Preglowing K04a Preglow power relay
10.1.3 Terminal block

The terminal block is for optional equipment, and is already partially pre-
wired.
The terminal block is located in the main electronics at the front.
The terminal connections with the same numbers are connected.
Terminal block
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Main electronics
Terminal block pin assignment:

Pin 1 Spare input 1 (plus-switching) Pin 16 Terminal D+
Pin 2 Spare input 2 (plus-switching) Pin 17 Spare input X8-13 KS cab
Pin 3 Spare input 3 (plus-switching) Pin 18 Spare input X8-14 KS cab
Pin 4 Spare input X2-14 KS front Pin 19 Spare input X8-15 KS cab
Pin 8 Spare input X2-26 KS motor Pin 23 Spare input X8-19 KS cab
Pin 12 Spare output 1 Pin 27 Spare input X8-23 KS cab
Pin 13 Spare output 2 Pin 28 Spare input X8-24 KS cab
Pin 14 Spare output 3 Pin 29 Unassigned
Pin 15 Acknowledge parking brake Pin 30 Park position terminal 58
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Power electronics A12
10.2 Control electronics (CPU) A1

(ID 10013060, 10025300)
The control electronics (CPU) A1 are fitted in the front of the right control
panel in the control electronics housing.
The control electronics (CPU) A1 are fitted with connectors, LEDs, micro-
processors and other electronic components.
Design
Valid for: L544-L580 / 7477 - 9239
Control board (CPU) A1
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B1 20-pin connector V14 Internal 5V supply green LED

B2 20-pin connector V15 Internal 8.5V supply green
B3 20-pin connector LED
B4 20-pin connector V16 24V supply green LED
R104 Air-conditioning evaporator V30 CAN line level monitoring red
thermosensor knob LED
V2 24V supply green LED V31 CAN line level monitoring
V13 Internal 5V supply green LED green LED
Control board (CPU) A1
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B1 20-pin connector V16 24V supply green LED

B2 20-pin connector V29 Program controling (RESET)
B3 20-pin connector of Controler
B4 20-pin connector V23 Luminuos diode red level
R104 Air-conditioning evaporator controling CAN- lines
thermosensor knob V30 Luminuos diode green level
V2 24V supply green LED controling CAN- lines
V13 Internal 8,5V supply green V145 Control light fan reverse
LED
V15 Internal 8,5V supply green
LED
Plug pin assignment

Plug B1 20-pin connector for control board and power board (for pin assign-
ment see power board connector A1)
B2 20-pin connector for control board and power board (for pin assign-
Valid for: L544-L580 / 7477 - 9239

Plug X4 15-pin SUB-D socket (communication with the control unit A11)
1 Weight 9 Weight
2 +24V power supply 10 Hazard warning system button
3 CAN_L CAN bus 11 Working hydraulics lockout
4 CAN_H CAN bus button
5 Supply voltage +5V 12 Front working floodlight LED
6 Flashing beacon button 13 Rear working floodlight LED
7 Rear working floodlight button 14 Flashing beacon LED
8 Front working floodlight button 15 Hazard warning system LED

Plug X4 15-pin SUB-D pin (communication with the control unit A11)
1 Weight 9 Weight
2 +24V power supply 10 Hazard warning system button
5 Versorgungsspannung +5V 12 Front working floodlight LED
Plug X5 9-pin SUB-D socket (communication with the display unit A13)
1 Weight 6 Weight
2 +24V power supply 7 Unassigned
3 CAN_L CAN bus 8 Unassigned
4 CAN_H CAN bus 9 Unassigned
5 Supply voltage +5V
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Valid for: L544-L580 / 7477 - 9239

Plug X9 9-pin SUB-D socket (communication with the control element A10)
1 Weight 6 Weight
2 +24V power supply 7 Unassigned
5 Supply voltage +5V

Plug X6 SUB-D / 15-pin (comunication mit operating unit A10)
1 Weight 9 Unassigned
2 Supply voltage +24V 10 Unassigned
3 CAN-Bus CAN_L 11 Unassigned
4 CAN-Bus CAN_H 12 Unassigned
5 Supply voltage +5V 13 Unassigned
6 Weight 14 Unassigned
7 Unassigned 15 Unassigned
8 Unassigned
Plug X7A AMP / 6-pin
1 Air conditioning temperature 4 Auxiliary heater control motor

sensor 5 Auxiliary heater control motor
2 Air conditioning temperature 6 Auxiliary heater control motor
sensor
3 Back-up alarm switch
Plug X9B AMP / 6-pin
1 CAN_H CAN bus (BB-3) 6 Seat contact switch

2 CAN_L CAN bus (BB-3) 7 Fan reverse (indicator light)
3 CAN_H CAN bus 8 Grip sensor
4 CAN_L CAN bus 9 Fan reverse (button)
5 Ground (not assigned) 10 (Not assigned)
Plug X11 AMP / 4-pin
1 Terminal block spare input 1 3 Terminal block spare input 3

2 Terminal block spare input 2 4
Plug X14 AMP / 4-pin
1 Blower speed 1 3 Blower speed 3

2 Blower speed 2 4 Blower speed 4
Basic function
Along with the MC6 gear controller A2, the control electronics (CPU) A1 are
electronic components responsible for controlling various functions.
The control electronics (CPU A1) are connected to the following components:
– Control unit A13 analogue via CAN bus
– Control element A10 via CAN bus
– Display unit A11 analogue via CAN bus
– Terminal block via analogue connection
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– Power electronics A12 via analogue interfaces.

The control electronics (CPU) A1 process all commands from the control
units A13 and A10 and forward them to the power electronics A12 and the
display unit A11.
LED display The following LEDs must light up during operation (ignition on):
Valid for: L544-L580 / 7477 – 9239
LED Colour status

V2 Green 24 V supply from terminal 15 via B4 / 8
V13 Green Internal 5 V supply
V15 Green Internal 8.5 V supply
V16 Green 24 V supply (connected via K01)
V30 Red CAN line level monitoring
V31 Green CAN line level monitoring
LED Colour status

V13 Green Internal 8,5 V supply
V16 Green 24 V supply (connected via K01)
V23 Red CAN line level monitoring
V30 Green CAN line level monitoring
They indicate the power supply status of the control electronics and the
monitoring of the CAN lines.
The following LED indicates a malfunction:
LED Colour status
V29 Red Monitoring RESET from the controls
It indicates a malfunction of the processor (EPROM).
If the LED flashes, the EPROM RAM information is missing or incorrect.
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10.3 Power electronics A12

(ID 10013057, 10025301)
The power electronics A12 are fitted in the front of the right control panel in
the control electronics housing. The power electronics A12 are equipped
with the following components:
– Fuses to protect the individual electrical circuits
– Relays
– Switch terminals
– Connectors
– Threaded pins (voltage supply and ground connection)
– LEDs
– Beepers
– Other electronic components
Design
Valid for: L544-L580 / 7477 - 9239
Power board A12
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Power board A12
Overview of switch terminals

When a terminal is connected, the corresponding LED lights up.
Terminal with corresponding LED LED

U1 Climatic compressor coupling (Y22) H9
U2 Reversing light (E1, E5) H11
U3 Back-up alarm (B16) H13
U4 Float position (Y18) H29
U5 Refuelling pump (M12) H30
U6 Rear wiper motor (M3) H22
U7 Rear washer pump (M9) H23
U8 Rear working floodlight, left (E12, E12a) H20
U9 Rear working floodlight, right (E13, E13a) H18
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U10 Rear flashing beacon (H22a) H10

U11 Brake lights (H20, H21) H14
U12 Working hydraulics lockout solenoid valve (Y14) H24
U13 Middle flashing beacon (H22) H12
U14 Front left working floodlight (E12) H21
U15 Front right working floodlight (E13) H19
U16 Parking brake (Y10) H33
U17 Direction indicator (H15, H16, H17, H18) H7, H8
U18 Direction indicator control lamp H5
U19 Ride control (Y20, Y21) H28
U20 Driving light (E3, E4) H15
U21 Number plate lighting (E14) and right sidemarker lamp (E4, E7, E9) H16
U22 Left sidemarker lamp (E3, E6, E8) H17
U23 Lift kick-out (Y17) H26
U24 Bucket return-to-dig (Y9) H27
U25 Reserve outlet 2 H35
U31 Supply radio 12V ati KL. 58, 15 (from Ser. No. 9240) H4
LED display:
LED Colour status
H1 Green Ignition on
H2 Green 24 V connected
H3 Green Start ignition switch
H6 Green Hazard warning system activated
V20 Green Terminal 58 – ignition starter switch
V22 Red Terminal 58 – relay K3 activated
V26 Green Terminal 15 – relay K4 activated
H31 Green + / - connection for shift locking relay (terminal 85) (until ser. no. 9239)
H32 Green Parking brake signal for central lubrication system (until ser. no. 9239)
The following LEDs must light up during operation (ignition on):
LED Colour status
H1 Green Ignition on
V20 Green Terminal 58 – ignition starter switch
V22 Red Terminal 58 – relay K3 activated
V26 Green Terminal 15 – relay K4 activated
H31 Green + / - connection for shift locking relay (terminal 85) (until ser. no. 9239)
H32 Green Parking brake signal for central lubrication system (until ser. no. 9239)
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Plug pin assignment
Plug A1 20-pin connection from control board to control board (CPU A1)
1 Brake accumulator pressure 11 Parking brake feedback

(B19) 12
2 13 Air-conditioning pressure switch
3 Reserve 1 (control U28) (B27)
4 Air filter contamination pressure 14 Engine oil pressure (B7)
switch (B4) 15 Coolant level (B13)
5 Bucket return-to-dig (B15) 16 High beam feedback
6 Preglowing (H2) 17
7 Terminal 15 18
8 19 Auxiliary heater 60°C
9 Lift kick-out (B17) 20 Auxiliary heater
10 Rear left and right working
floodlights (control U8, U9)
1 Reserve (control U25) 12 Back-up alarm (control U3)

2 Parking brake (control U16) 13 Driving light (control U20)
3 Front washer 14 Float position (control U4)
4 Front wiper interval 15 Middle and rear flashing
5 Working hydraulics lockout beacons (control U10, U13)
feedback 16 Working hydraulics lockout
6 (control U12)
7 Terminal 15 17 Reserve (control U27)
8 Lock H 18
9 Reversing light (control U2) 19
10 Air-conditioning on (control U1) 20 Wiper activated feedback
11 Left and right sidemarker lamps
(control U21, U22)
1 Hazard warning system (5 V) 10

2 11
3 Lift kick-out (control U23) 12
4 Front left and right working 13
floodlights (control U14,U15) 14
5 Bucket return-to-dig (control 15
U24) 16
6 Wiper interval when washer 17
pump activated 18 Ground sensor
7 Rear washer pump (control U7) 19 Rear wiper (control U6)
8 20 Ground sensor
9 Direction indicator (H10)
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1 24 V connected 11 Right IN
2 24 V connected 12 Left IN
3 24 V connected 13 Left OUT
4 Weight 14 Right OUT
5 Weight 15
6 Weight 16
7 17
8 18
9 19
10 Beeper control 20
Plug X1 40-pin Deutsch-DRC / socket (to engine wiring harness)
1 Alternator D+ 21 Engine oil pressure sensor B7

2 Pressure switch B27 22 Engine oil pressure switch B7
3 Vacuum switch B4 23 Tank sensor switch contact B25
4 Preglow relay terminal 15 24 Tank sensor B25
5 Preglow relay terminal L 25 Solenoid valve Y14
6 Reversing light E1, E5 26 Terminal block terminal 8
7 Pump M6 (until ser. no. 9239) 27 Preglow relay terminal 50a
8 Brake lights H20, H21 28 Right tail light E7
9 Working floodlight E13, 13a 29 Left tail light E6
10 Working floodlight E12, 12a 30 Left-hand flashing light H17
11 Coolant level switch B13 31 Air-conditioning compressor
12 Temperature sensor B8 Y22
13 Temperature sensor B8 32 Tank sensor signal B25
14 Temperature sensor B21 33 Auxiliary heating X52 - 1
15 Temperature sensor B21 34 Auxiliary heating X52 -2
16 Back-up alarm B16 35 Terminal block terminal 10
17 Terminal block terminal 9 36 Terminal block terminal 11
18 Flashing beacon H22 37 Temperature sensor B20
19 Registration lights E14 38 Temperature sensor B20
20 Hazard warning system fuse 39 Pump M6
F07 40 Right-hand flashing light H18
Plug X2 24-pin Deutsch-DRC / socket (to front wiring harness)
1 Right joystick steering 13 Parking brake solenoid valve

proportional valve Y10
2 Left joystick steering 14 Terminal block terminal 4
proportional valve 15 Solenoid valve Y20
3 Left driving light E3 16 Terminal block terminal 6
4 Right driving light E4 17 Inductive switch B17
5 Left high beam E3 18 Inductive switch B17
6 Right high beam E4 19 Left flashing light H15
7 Left sidemarker lamp E3 20 Right flashing light H16
8 Right sidemarker lamp E4 21 Solenoid valve Y21
9 Brake light pressure switch B12 22 Inductive switch B15
10 Terminal block terminal 7 23 Inductive switch B15
11 Terminal block terminal 5 24 Pressure switch B19
12 Horn B10
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Plug X3A AMP / 10-pin (steering column switch)
1 Bucket return-to-dig solenoid Y18 6 Steering column switch S3 (front

2 External beeper washer)
3 Front wiper motor M2 terminal 7 Front wiper motor M2 terminal 53
53a 8 Steering column switch S3
4 Steering column switch S3 X16-1 interval
5 Steering column switch S3 X16-5 9 External beeper
10 Refuelling pump
Plug X3B AMP / 14-pin (steering column switch)
1 Pressure switch B32 9 Steering column switch S3

2 Steering column switch S3 X16-2 direction indicator
3 Steering column switch S3 10 Pressure switch B28
direction indicator 11 Steering column switch S3
4 Steering column switch S3 X17-6 direction indicator
5 Pressure switch B28 12 Lift kick-out solenoid Y17
6 Steering column switch S3 X17-7 13 Steering column switch S3 high /
7 Steering column switch S3 X17-4 low beam
8 Pressure switch B32 14 Float position solenoid Y9
Plug X7B AMP / 10-pin (washer/wiper system)
1 Ignition starter switch terminal 15 6 Front washer pump M4

2 Hour meter + 7 Rear washer pump M9
3 Ignition starter switch terminal 8 X20 socket
50a 9 Ignition starter switch terminal 58
4 Wiper motor M3 10 Ignition starter switch terminal 30
5 Wiper motor M3
Plug X8A AMP / 6-pin (lighting)
1 Profile light E8 4 Front working floodlight E11,

2 Front working floodlight E10, E11a
E10a 5 Profile light E9
3 Radio supply constant positive 6 Flashing beacon H22
12V terminal 30
Valid for: L544-L580 / 7477 - 9239

Plug X8B AMP / 6-pin male (lighting)
1 Spare terminal 30 in roof 5 Cab light E2, voltage

2 Spare terminal 30 in roof transformer T1
3 Spare terminal 15 in roof 6 Terminal 58 (30 pin terminal
4 Spare terminal 15 in roof block)

Plug X8B AMP / 6-pin male (lighting)
1 Spare terminal 30 in roof 5 Cab light E2, voltage

2 Spare terminal 30 in roof transformer T1
3 Spare terminal 15 in roof 6 Supply radio 12V at KL.15
4 Spare terminal 15 in roof
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Plug X9A AMP / 10-pin male (to MC6)
1 MC6 power supply 6 MC6 power supply

2 MC6 power supply 7 MC6 power supply
3 MC6 power supply 8 MC6 input A pin 11
4 MC6 power supply 9 Parking brake feedback (MC6)
5 MC6 power supply 10 Ride control (+)
Plug X10 6-pin AMP male (K01, K02, K03 and terminal block)
1 K01 terminal 85 4 K02 terminal 86

Plug X12 AMP / 10-pin male (joystick steering Y51, Y52)
1 Terminal block terminal 4 6 Right joystick steering

2 Terminal block terminal 5 proportional valve
5 Left joystick steering 9 Terminal block terminal 10
proportional valve 10 Terminal block terminal 11
Plug X13 AMP / 4-pin male (reserve)
1 Reserve output U28 3 Reserve output U27

2 Reserve output U25
Basic function
The power electronics A12 are powered via the following terminals:
– Terminals 1 / 30 Battery voltage from F00
– Terminal 15 Ignition voltage from F04
– Terminal G / 24 V Voltage from F01 with diesel engine running
– Terminal 31 Weight
The power electronics A12 are controlled by the control electronics (CPU)
A1 via the connectors A1, A2, A3 and A4.
The power electronics A12 process the control signals and forward them to
the appropriate consumers via the terminals and relays.
When a consumer is activated via a terminal, the corresponding LED lights
up.
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Microcontroller A 2 (MC6)
10.4 Microcontroller A 2 (MC6)

(ID 6905971)
Design
The microcontroller A2 is mounted behind the driver's seat on the rear wall
of the cab. The microcontroller is covered by a panel.
The microcontroller A2 consists of the following components:
– Housing 1
– Master board with connector 2
– Slave board with connector 3
The two boards are connected internally via a data cable.
Basic function
The control electronics A2 (MC6) control and monitor the following functions:
– Gearbox
– Hydrostatic travel drive
– Fan control
– Emergency steering pump
– Ride control
– Joystick steering
The program parameters for the control electronics A2 (MC6) can be
set using a PC and the BODEM software.
The main gearbox control functions are:
– Travel range 1 for fixed gear 1
– Travel range 2 for fixed gear 2
– Automatic range A1-2 for gears 1 and 2
– Automatic range A1-3 for gears 1, 2 and 3
– Automatic range A2-3 for gears 2 and 3
– Manual shifting up independently of speed
– Automatic shifting up dependent on speed and angle sensor
– Kick-down shifting to first gear from any driving situation
– Storing service codes
The main hydrostatic travel drive control functions are:
– Controlling the forward and reverse solenoid valves
– Controlling the variable displacement pump control valve pressure
– Controlling the variable displacement motor proportional solenoid valves
– Reversing from any speed
– Controlling the tempomat function (maintaining the selected speed at full
throttle)
– Controlling the tractive force reduction on the control pressure
– Controlling the overspeed protection solenoid valve
The main hydrostatic fan drive control functions are:
– Controlling the fan motor proportional solenoid valve
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– Control system of the fan reverse at reverse able fans

– Reducing the tractive force at excess temperature
The main emergency steering pump control functions are:
– Controlling the emergency steering pump check
– Controlling the emergency steering pump when the steering pump fails
The main ride control functions are:
– Controlling the solenoid valves at the selected speed
The main ride joystick steering control functions are:
– Controlling the left and right joystick steering proportional solenoid valves
Plug pin assignment

< = Inputs
> = Outputs
Plug MC6 A 55-pin Junior Timer
1 Voltage supply 10A K4-87 / F15 28 Voltage supply 10A K4-87 / F15
2 Voltage supply K4-87 29 Unassigned
3 Control electronics ground 30 Control electronics ground
5 EP1 Variable displacement 32 PSV control pressure Y15 >
motor PSV 1 > 33 EP2 Variable displacement
6 Solenoid valve Y 6. 1 > motor PSV 2 >
7 Forward travel direction < 34 Solenoid valve Y 6.2 >
8 Forward travel direction < 35 Solenoid valve Y 6.3 >
9 Reverse travel direction < 36 Solenoid valve Y Mo1 >
10 Reverse travel direction < 37 Solenoid valve Y3 >
11 Alternator D+ < 38 Solenoid valve Y2 >
12 Kick-down < 39 RS 232 ground
13 Diesel engine speed B24 < 40 RS 232 TxD
14 Output speed B1 < 41 Speed sensor (-) B2a
15 Variable displacement motor 42 RS 232 RxD
speed 1 B2 < 43 Output speed sensor (-) B1
16 Variable displacement motor 44 Variable displacement motor 1
speed 2 B2a < speed sensor (-) B2
18 Angle sensor R5 < 46 Inch pedal angle sensor R1 <
20 Unassigned 48 Gear oil thermo switch B14 <
23 Angle sensor R1, R5 +5V > 51 Unassigned
24 Unassigned 52 Control electronics ground
25 Ground B24, R1, R5 53 Unassigned
26 Main electronics “H” CAN-BUS 54 Unassigned
27 Main electronics “L” CAN-BUS 55 Weight
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Plug MC6 B 55-pin Junior Timer
1 Voltage supply 10A K4-87 / F15 29 Unassigned

2 Voltage supply K4-87 30 Control electronics ground
3 Control electronics ground 31 Unassigned
4 Unassigned 32 Solenoid valve Y16 (overspeed
5 Proportional valve Y13 > protection)
7 Parking brake < 34 Right joystick steering >
8 Emergency steering pressure 35 Left joystick steering >
switch B3 < 36 Solenoid valve Y13a
9 Emergency steering check (fan reverse) >
pressure switch B3a < 37 LFD ride control (+)
10 Right joystick steering < 38 Emergency steering motor (+)
11 Unassigned M8 >
12 Left joystick steering < 39 Unassigned
17 Joystick steering potentiometer 44 Unassigned
(+) 45 Emergency steering pump
18 Joystick steering potentiometer thermo switch (-)
signal < 46 Inch pedal angle sensor R1 <
19 Joystick steering potentiometer 47 Unassigned
(-) 48 Unassigned
20 Unassigned 49 Joystick steering pressure
21 Joystick steering on < switch (+)
23 Angle sensor ground R1 51 Unassigned
24 Bottom armrest joystick steering 52 Voltage supply K4-87
25 Angle sensor R1, R5 +5 V > 53 Unassigned
27 Unassigned 55 Control electronics ground
28 Voltage supply 10A K4-87 / F15
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Battery installation
10.5 Battery installation

The power supply voltage of the electrical system is 24 Volts.
Design
Valid for: L544-L580 / 7477 - 9239
Battery layout
1 Battery 1 in right ballast 5 Main switch
2 Cable connecting battery 1 (–) to 6 Grounding point on machine
main battery switch frame
3 Cable connecting battery 1 (+) 7 Cable connecting battery 2 (+)
to battery 2 (–) to consumers
4 Cable connecting main switch to 8 Battery 2 in left ballast
vehicle ground 9 Electrical consumers
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Battery installation
The batteries are mounted in the left and right ballast weights. The two
batteries are connected in series.
The battery main switch S1 is fitted in the rear left of the engine
compartment and separates the battery circuit (-) from the vehicle ground.
The following components are directly powered by the battery:
– M1 Starter
– G1 Alternator
– A20 Voltage converter 24 V – 12 V (radio)
– K01 Relay connected to terminal 15
– K02 Start lockout relay
– K03 Motor stop relay (30 A)
– K04a Preglow and afterglow relay
– K06 Blower speed 1 relay
– K11 Emergency steering pump relay
– F00 main fuse 100A
– F01 60 A fuse connected to terminal 15
– F02 20 A starter fuse, terminal 50 for starting excess fuel
– F04 30 A fuse for terminal 15 (pin)
– F05 20 A fuse for heater blower speed 1 – 4
– F06 preglowing 60A
– F07 hazard warning system 10A
– F08 emergency steering pump 200A
– F09 7,5 A fuse voltage converter (radio)
10.5.1 Batteries
(ID 6905186, 6002886)
With the exception of the connection terminals, the batteries require no
maintenance during normal operation.
Battery layout
1 Battery 3 Drip catcher
2 Back-ignition protection
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11 Transfer gear
11.0
Chapter contents
11 Transfer gear..................................................................... 11.0-1
11.0 Transfer gear ................................................................................11.0-1
11.1 Mechanical transfer gear ..............................................................11.1-1
11.2 Electronic control unit ...................................................................11.2-1

11.2.1 Microcontroller ....................................................................11.2-1
11.2.2 Gearbox Wiring Harness ....................................................11.2-3
11.2.3 Solenoid Valves Transmission Connection ........................11.2-4
11.2.4 Speed sensor .....................................................................11.2-5
11.3 Hydraulic control unit ....................................................................11.3-1

11.3.1 Control valve block .............................................................11.3-3
11.3.2 Gear pump..........................................................................11.3-5
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Transfer gear Service Manual
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Service Manual Transfer gear
11.0 Transfer gear

Design
Transfer gear system main components

1 Control unit A11 4 Oil cooler
2 Transfer gear 5 Microcontroller A2 (MC6)
3 Gear pump
The transfer gear system consists of the gearbox and control valve block,
the microcontroller A2 (MC6), the control unit A11, the hydraulic supply
system and the oil cooler.
The gearbox is elastically mounted in the rear section of the wheel loader.
The control valve block is bolted to the gearbox from above.
The A2 (MC6) microcontroller is mounted under a plastic cover on the rear
covering in the cab. The control unit A11 is located in the cab on the right
console.
The gear pump which supplies the gearbox with oil for switching and
lubrication is connected to the wheel drive of the diesel engine. The oil
cooler is located in the cooling system between the cab and the diesel
engine.

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11.1 Mechanical transfer gear

(ID 5717268)
Technical data
Design
Sectional view of the transfer gear (Note: The drive shaft 2 with the coupling 2 has been moved upwards so that it
can be seen better)
1 Gearbox housing 6 Coupling 1 12 Coupling 3 lubricating oil
2 Variable displacement motor 7 Rear axle drive shaft flange channel
drive shaft 2 8 Oil strainer 13 Coupling 2 lubricating oil
3 Coupling 2 9 Output shaft channel
4 Variable displacement motor 10 Front axle drive shaft flange 14 Oil filter
drive shaft 1 11 Coupling 1 lubricating oil 15 Control valve block
5 Coupling 3 channel

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The gearbox is mounted on elastic bearings in the rear section of the wheel
loader, and is powered by 2 variable displacement motors. These variable
displacement motors drive the two input shafts 2 and 4, which transmit the
torque to the coupling sets 3, 5 and 6. The hydraulically actuated couplings
consist of a coupling housing (with internal gearing), a coupling hub (with
external gearing), discs, pistons, a pressure plate and return springs.
The externally geared steel discs and the internally geared friction discs are
arranged alternately. The externally geared discs have non-twisting
connections to the coupling housing, as do the internally geared discs to the
coupling hub. The hub and the friction discs rotate freely with the input shafts
when the coupling is not actuated.
When a travel range is selected, hydraulic oil is pumped by the solenoid
valve in the control valve block 15 through the appropriate oil channel to the
coupling valve. As soon as the coupling valve is actuated, hydraulic oil flows
through the oil channel to the corresponding coupling piston. The oil
pressure pushes the piston and the discs against the pressure plate.
Pushed together, the steel and friction discs connect the coupling housing
and hub so that they rotate together.
When the coupling is closed the power is transmitted from the oil motor to
the output shaft. The two universal shafts to the front and rear axles are
connected to the flanges 7 and 10 on the output shaft.
When the coupling is released, the return springs push back the coupling
piston. The oil in front of the piston escapes to the oil sump via the coupling
valve and thought holes drilled in the coupling piston. The oil sump is fitted in
the gearbox housing 1.
The gearbox is pumped out of the oil sump via pipes by a pump fitted on the
diesel engine. Oil strainer 8 is fitted on the suction connection in the oil
sump. The gear oil is pumped back to the gearbox via a filter. Some of the
oil is directed via the oil cooler. The cooled oil is pumped to the gear
lubrication system.

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Basic function
Layout of shafts, gears and couplings in the gearbox

1 Drive shaft VM 1 9 Coupling 1
2 Driving gear, shaft 1 10 Driving gear for intermediate
3 Coupling 3 shaft
4 Driven gear for intermediate 11 Intermediate shaft
shaft 12 Variable displacement motor
5 Drive shaft VM 2 input 1
6 Driving gear, shaft 2 13 Driving gear, shaft 1
7 Coupling 2 14 Output shaft
8 Variable displacement motor
input 2
The basic functions of the 2plus2 gearbox are:
Increasing the input torque of both variable displacement motors
Changing gear without reducing tractive force
Expanding the speed range using three travel ranges
Distributing torque to the front and rear axles

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The 3 Gears
Gear 1
In first gear, couplings K1 and K2 are closed. This means the torque of both
variable displacement motors is used simultaneously for maximum tractive
force.
Input shaft 1
The output of variable displacement motor 1 is transferred directly from input
shaft 1 to the driving gear of the intermediate shaft 3. The closed coupling
K1 transfers the torque via the driven gear of the intermediate shaft 3 to the
output shaft 4.
Input shaft 2
The output of variable displacement motor 2 is transferred by the input shaft
2 to the coupling K2 and the driven gear on the input shaft 2. The output is
then transferred via the driven gears on the intermediate shaft 3 to the
output shaft 4.
The output of both variable displacement motors is combined in the
intermediate shaft 3. The adjacent diagram illustrates the output flow.
Gear 2
In second gear, the coupling K1 is opened and the variable displacement
motor 1 is moved to 0°. At the same time, the pivot angle of the variable
displacement motor 2 is increased.
Input shaft 1
The variable displacement motor 1 is moved to 0° and the coupling K1 is
opened.
Input shaft 2
The output of variable displacement motor 2 is transferred by the input shaft
2 to the coupling K2 and the driven gear on the input shaft 2. The output is
then transferred via the driven gears on the intermediate shaft 3 to the
output shaft 4.
The adjacent diagram illustrates the output flow.

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Gear 3
In third gear, the coupling K3 is closed and the coupling K2 is opened.
During the gear shift, the full torque is transmitted.
Input shaft 1
The power is transferred from the variable displacement motor 1 via the
input shaft 1 and the coupling K3 to the driven gear of the input shaft 1. The
output is then transferred via the driven gears on the intermediate shaft 3 to
the output shaft 4.
Input shaft 2
After the coupling K3 is closed, the variable displacement motor 2 is moved
to 0° and the coupling K2 is opened.
The adjacent diagram illustrates the output flow.

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Electronic control unit
11.2 Electronic control unit

11.2.1 Microcontroller
(ID 6905971)
The microcontroller is described in detail in section 10.4.
Design
The MC6 microcontroller is fastened to the rear panel behind a plastic cover.
It consists of a master board and a slave board fitted in an aluminium
housing.
MC6 Microcontroller
Basic function
The MC6 is a programmable microcontroller which performs the adjustment
and control of the solenoid valves for gear switching, as well as controlling
the entire travel drive.
The microcontroller consists of two identical boards with digital and analogue
inputs and outputs. The two boards are connected via a data cable. All the
inputs are protected against excess voltage and incorrect values. The inputs
for the angle sensors can detect broken cable rupture and short circuits.
Additional power outputs are used to control solenoid valves on other
assemblies.
A laptop can be connected to the MC6 via a serial interface.
Using the BODEM software, service engineers can perform adjustments and
diagnosis, as well as display operating data processed in the MC6.

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Selecting travel ranges

When the electrical system is switched on, travel range A1-3 is automatically
active. The gearbox remains neutral until the parking brake is released and
the travel direction is selected. Other travel ranges can selected by pressing
Shift up (button 1) or Shift down (button 2) on the control unit A11. The
selected travel range is shown in the display.
The following travel ranges can be selected:
A2-3 Automatic travel range, second and third gear
A1-3 Automatic travel range, first to third gear
A1-2 Automatic travel range, first and second gear
2 Fixed second gear
1 Fixed second gear
T Tempomat
N Neutral position
Gear shifting strategy

The MC6 constantly monitors the speed signals and the pump and variable
displacement motor signals, and automatically selects the most appropriate
gear in the automatic travel ranges.
The travel ranges can be changed at any travel speed. If the speed is too
high for the new travel range, the MC6 slows down the machine by changing
the current to the pump and variable displacement motor(s). If the speed
suits the new travel range after hydrostatic deceleration, the MC6
automatically changes the travel range.
Control unit A14
Tempomat
If the work being done demands a reduced maximum travel speed, the
Tempomat can be activated by pressing button 3.
This function is only active in fixed gears 1 and 2 when moving forward. The
current speed when the Tempomat button is pressed is stored. At full throttle
the machine will achieve this pre-selected speed. Once the Tempomat
button on the vertical machine is depressed, the minimal speed for the
respective gear is stored.
1st gear approx. 4 km/h
2nd gear approx. 10 km/h
The Tempomat function is deactivated by pressing the Tempomat button
again or by selecting a different travel range.
If reverse travel direction is selected, the MC6 switches to automatic travel
range A1-3 and the Tempomat function is deactivated.

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Kick-down
The kick-down function allows manual shifting to first gear. The kick-down
function is used in the following situations:
To slow down the machine when approaching the pile. The kick-down
function hydrostatically brakes the machine, and it switches down to first
gear.
Before driving onto a steep slope, the driver can use the kick-down
function to switch to first gear.
When reverse travel is selected, the machine drives off in second gear. If
steep terrain prevents this, the kick-down function can be used to switch
down to first gear immediately.
After the kick-down button 2 on the LIEBHERR control lever 1 is pressed,
the machine is automatically hydrostatically decelerated and the MC6
changes to 1st gear.
At high travel speeds, 2nd gear is automatically selected before switching
down to 1st gear.
If the travel resistance is low, 1st gear remains selected for 10 seconds.
After acceleration, the gearbox then automatically switches to 2nd gear.
While pushing into the pile, 1st gear remains selected as long as the
resistance is high.
In kick-down mode, the maximum travel speed is 10 km/h. Kick-down mode
can be deactivated early by pressing the travel direction switch 3.
11.2.2 Gearbox Wiring Harness

(ID 7623588)
Design
The wiring harness is connected to the right side of the transfer gear by
means of a Cannon connector.
Basic function
The Cannon connector is watertight and dust-tight. Five lugs around its
circumference prevent it from being plugged in incorrectly.
Connector for electrical drive of the transmission

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Plug assignement Pin Colour Function

A Red Modulation solenoid valve
B Green Coupling 2 solenoid valve
C Blue Coupling 3 solenoid valve
D Yellow Coupling 1 solenoid valve
E White Weight
11.2.3 Solenoid Valves Transmission Connection

(ID 7623586)

The control valves of the gearbox are controlled by 4 solenoid valves. These
are located on the left of the control valve block.
1 Solenoid valve Y6.1 3 Solenoid valve Y6.3

2 Solenoid valve Y6.2 4 Solenoid valve Y6.mo
Basic function
After the solenoid valve is activated, the corresponding function is triggered
by applying pressure to the corresponding hydraulic valve.

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11.2.4 Speed sensor

(ID 7009274)

The input and output speeds of the gearbox are recorded by speed sensors
and constantly monitored by the MC 6 microcontroller.
RPM sensors on the transmission

1 Variable displacement motor 2 3 Variable displacement motor 1
speed sensor speed sensor
2 Output speed sensor
Basic function
The sensors generate an alternating current signal, the frequency of which is
proportional to the speed and number of teeth of the corresponding
gearwheel. This signal is recorded by the microcontroller and converted into
the speed.

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Hydraulic control unit
11.3 Hydraulic control unit

Basic function
Diagram of the hydraulic gearbox control unit

1 Variable displacement motor 1 10 Oil cooler 19 Solenoid valve Y6.3
2 Variable displacement motor 2 11 Filter bypass valve 20 Solenoid valve Y6.1
3 Coupling 2 12 Pressure relief valve 21 Coupling valve 3
4 Coupling 3 13 Safety valve 22 Coupling valve 1
5 Coupling 1 14 Cooler bypass valve 23 Solenoid valve Y6.2
6 Lubricating oil supply 15 Pressure reducing valve 24 Coupling valve 2
7 Gear pump 16 Modulation solenoid valve Y6.mo P Test connection
8 Filter 17 Coupling modulation valve 2
9 Hydro accumulator 18 Coupling modulation valve 1 and 3

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The pump 7 draws up oil from the oil sump via a strainer. The oil sump is
fitted in the gearbox housing.
The oil is pumped though the filter 8. The filter is protected from excess load
by the bypass valve 11. This valve opens at a differential pressure of
4.5 bar.
The hydro accumulator 9 is charged with gear oil.
Some of the oil flows through the pressure reducing valve 15 to the four
solenoid valves. The rest of the oil flows through a pressure relief valve
gear shift switch 12 to transmission oil cooler 10. The pressure reflief valve is
set to a value of 20o3 . The pressure relief valve is adjusted using discs. The
operating pressure of the is measured at the test point P.
The oil for actuating the coupling valves is reduced by the pressure reducing
valve 15 from 20 to 9 bar.
The gear oil cooler is protected from hydraulic overload by the bypass valve
14. This opens at a differential pressure of 4 bar. Oil that is not used for the
lubrication of the couplings flows over the pressure relief valve lubrication
oil pressure 13 to oil sump. The lubrication oil pressure relief valve opens at
4 bar.
The cooled oil is pumped to the gear lubrication system.

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11.3.1 Control valve block
Design
Sectional view of the control valve block

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1 Pressure relief valve 7 Coupling valve 2 13 Coupling valve 3

2 Filter bypass valve 8 Coupling solenoid valve 2 Y6.2 14 Coupling valve 1
3 Valve piston stop 9 Modulation solenoid valve Y6.mo 15 Separator plate
4 Cooler bypass valve 10 Cannon connector 16 Separator plate
5 Pressure reducing valve 11 Coupling solenoid valve 1 Y6.1 17 Control valve block housing
6 Coupling modulation valve 1 12 Coupling solenoid valve 3 Y6.1
and 3
Basic function
The control valve block directs oil to various consumers in the gearbox.
Some are hydrostatically controlled, others electro-hydrostatically. The oil
pressure, cooling and lubrication are hydraulically controlled. The couplings
and the pressure modulation are controlled electro-hydraulically.
The solenoid valves receive the control impulses from the MC6 micro-
controller. The solenoid valves open and direct the hydraulic oil to the valve
of the selected coupling and control the pressure modulation.
Shifting gears The illustration on the left shows the two modulation valves (only one
modulation valve can be seen on the cross-section of the control valve
block).
The modulation valve 2 for the coupling 2 is kept in position by plug 1.
Solenoid valve Y6.mo in position 3 is for modulation. Component 4 is the
modulation valve for coupling 1 and 3.
Pressure modulation is required for smooth gear changes.
When a gear is selected, oil is directed to the appropriate coupling valve.
The coupling valve is switched and the oil flows without restriction through
the modulation valve and the coupling valve. This is called the rapid fill
phase.
During the rapid fill phase, the coupling pads must come together quickly,
but without the coupling closing. This speeds up the switching operation.
Several milliseconds after the solenoid valve for a gear is switched, the
modulation valve is energised and the oil supply for the coupling is directed
via a restrictor. The oil flow to the coupling is metered and the pressure in
the coupling builds up in a slow and controlled fashion. This procedure is
called the modulation phase.
Shortly afterwards, the modulation valve is switched off. The coupling
pressure now exceeds the force of the coupling springs and the coupling is
closed.
The activated variable displacement motor turns at the required speed to a
0° swivel angle. The variable displacement motor is then set to the correct
angle. The synchronisation of the variable displacement motor before
transfer of the torque ensures smooth shifting between travel ranges.

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Increase in coupling pressure over time during a gear change

1 Travel range pre-selection 3 Modulation phase
2 Rapid fill phase 4 Completed switching operation
The diagram above shows the development of pressure during a gear
change. The entire gear shift process only takes around 200 milliseconds,
and there cannot be measured with conventional devices.
11.3.2 Gear pump

(ID 5716937)
Components of the gear pump

1 Snap ring 5 Bearing bushings
2 Shaft seal ring 6 Gearwheels
3 Flange 7 Housing
The gear pump is mounted on the face side of the diesel engine. It is driven
via the spur wheel drive of the diesel engine with a specific ratio.

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Basic function
The gear pump draws the oil from the transfer gear. The speed dependant
flow flows to the control valve block of the transmission.
Pressure relief
A pressure relief valve in the control valve block of the transfer gear protects
the system from excess pressure.

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12 Axles, drive shafts
12.0
Chapter contents
12 Axles, drive shafts ............................................................. 12.0-1
12.1 Axles .............................................................................................12.1-1
12.2 Axles .............................................................................................12.2-1
12.3 Drive shafts ...................................................................................12.3-1

12.3.1 Front drive shaft..................................................................12.3-1
12.3.2 Rear drive shaft ..................................................................12.3-2

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Axles, drive shafts Service Manual

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Service Manual Axles, drive shafts
Axles
12.1 Axles
Valid for: L544 - 443 / from 7477, ID 5717120, 5717121
Main components of the axle

1 Axle casing 3 Drive shaft flange
2 Self-locking differential 4 Wheel hub
The axle consists of a differential with a tapered gear and self-locking
differential 2 and the planetary final drive in the wheel hub 4. The wheel
hub also houses the service brake, which is designed as a wet disc
brake. The wheel hubs are mounted on the axle casing 1 on tapered
roller bearings.

MJFCIFSS
Axles
Sectional view of the wheel hub

1 Retaining pin 11 Plug for measuring wear on the
2 Cover brake discs
3 M75 x 1.5 grooved nut 12 Brake discs
4 O-ring 13 Ring gear
5 Wheel flange 14 Planetary pinion
6 Brake piston return springs 15 Planetary carrier
7 Sealing ring 16 Sun gear
8 Brake housing 17 Axle casing housing
9 Brake piston seals 18 Oil drain plug
10 Brake piston
MJFCIFSS
Axles
Sectional view of the differential

1 Half shaft 8 Axle tapered gear
2 Axle shaft housing 9 Compensation axle
3 Housing cover 10 Axle input shaft
4 Differential housing 11 Drive flange
5 Tapered gear 12 Shaft seal ring
6 Pressure rings 13 Dust protection ring
7 Compensation tapered gear
Basic function
The basic functions of the axle are:
– Increasing and transmitting the drive torque
– Transmitting the machine vertical force to the wheels
The gear output torque is transmitted via the drive shaft to the axle input
shaft. The torque is increased to the wheel torque by the ratio of the tapered
gear in the differential housing and that of the planetary drives in the wheel
hubs. The input speed is reduced to the wheel speed accordingly.
The vertical operating load of the machine is transmitted from the rear
section via the screwed connection to the axle casing. The axle casing
transmits this load to the wheel hubs so that the machine is supported by the
wheels.

MJFCIFSS
Axles
Speed balance of the right and left wheels

When turning a corner, the left and right wheels cover different distances.
The speeds of the two wheels are therefore also different. The correct speed
for each wheel is induced by the rolling condition.
Via the crown wheel 2, the axle input shaft 1 specifies the mean speed of the
two output shafts 4. The crown wheel drives the differential housing 3 and
thus the four facing compensation tapered gears 8 of the differential. These
rest on the teeth flanks of the adjacent axle tapered gears 5 and thus drive
the output shafts 4. The compensation tapered gears 8 have a balancing
function and turn about their own axes to compensate for various wheel
torques. The speed reduction of one wheel is compensated by the increased
speed of the other wheel.

1 Axle input shaft 6 Pressure rings
2 Crown wheel 7 Compensation axle
3 Differential housing 8 Compensation tapered gear
4 Output shafts 9 Disc brakes
5 Axle tapered gear
Self-locking function
The disc brakes 9 which are arranged on the left and right of the axle
tapered gears 5 counteract the relative movement between the axle tapered
gear 5 and the differential housing 3 with a braking effect dependent on the
torque. This braking torque has a blocking action and increases the torque
on the side with a firm hold on the ground. The braking torque thus
compensates for the insufficient support from the side with poor hold.
The disc brake consists of outer discs which are mounted in the differential
housing and of non-twisting inner discs linked to the axle taper gears.
The spreading force is generated by the transfer of the differential torque
from the two pressure rings 6 to the compensation axles 7, which are loosely
guided on inclined surfaces. The force generates a load-dependent locking
torque in the disc brakes which maintains a constant proportion to the input
torque. This ratio stated as a percentage is known as the locking value.
MJFCIFSS
Axles
Service brake function
Cross section of the wheel hub

1 Wheel flange 6 Plug for measuring wear on the
2 Brake housing brake discs
3 Brake piston 7 Brake piston guide pin
4 Brake piston seals 8 Brake discs
5 Brake piston return springs 9 Ring gear
10 Planetary carrier
The service brake is integrated in the wheel hubs of both axles in the form of
a wet disc brake. When hydraulic oil is applied to the brake piston 3, it
pushes the outer and inner discs 8 against the end stop of the ring gear 9.
The inner brakes mesh with the planetary carrier 10 so that they do not twist.
The outer discs are linked to the brake housing 2 and cannot turn or twist.
As the discs press together, the wheel torque acts on the axle housing.
When not actuated, the brake piston 3 is pushed back by the brake piston
return springs 5.
In the process, the brake discs break contact and the drag torque is reduced
to a minimum.
Wheel attachment
The wheels are fixed to the wheel flange of the wheel hubs by wheel nuts.
The wheels are centred by the spherical collar nuts.
Axle lubrication
The axle has a common oil system. The oil cavities on the differential and
the wheel hubs are also linked. Drain plugs are attached to the wheel hubs
and the differential housing.
The oil is filled and the level in the differential and the wheel hubs is checked
exclusively using the filling plug on the differential housing.

MJFCIFSS
Axles
MJFCIFSS
Axles
12.2 Axles
Technical data L574 - 473 / from 7477; L580 - 458 / from 7477
Design
Main components of the axle
1 Axle casing 3 Drive shaft flange

2 Self-locking differential 4 Wheel hub
The axle consists of a differential with a tapered gear and self-locking
differential 2 and the planetary final drive in the wheel hub 4. The wheel hub
also houses the service brake, which is designed as a wet disc brake. The
wheel hubs are mounted on the axle casing 1 on tapered roller bearings.

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Axles
Sectional view of the wheel hub

1 Wheel lug with spherical collar nut 10 Ring gear carrier 19 Spacer
2 Plug 11 Snap ring 20 Tapered roller bearing
3 Grooved nut 12 Retainer plate 21 Cartridge sealing ring
4 Thrust plate 13 Outer disc 22 Deflector
5 Thrust ring 14 Inner disc 23 Hub carrier
6 Disc carrier 15 Brake piston 24 Bleeder screw
7 Sun gear 16 Return spring 25 Axle casing
8 Planetary carrier 17 Tapered roller bearing 26 Half shaft
9 Planetary pinion 18 Brake piston carrier

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Axles

1 Half shaft 10 Compensation tapered gear 19 Axle input shaft
2 Differential housing 11 Outer disc 20 Tapered roller bearing
3 Tapered roller bearing 12 Inner disc 21 Tapered roller bearing
4 Retaining pin 13 Housing cover 22 Shaft seal ring
5 Adjustment nut 14 Tapered roller bearing 23 Deflector
6 Pressure ring 15 Thrust washers 24 Drive flange
7 Crown wheel 16 Axle tapered gear 25 Disc
8 Plug 17 Axle casing 26 Retaining plates
9 Compensation axle 18 Axle drive housing 27 Grooved nut
Basic function
The basic functions of the axle are:
– Increasing and transmitting the drive torque
– Transmitting the machine vertical force to the wheels
The gear output torque is transmitted via the drive shaft to the axle input
shaft. The torque is increased to the wheel torque by the ratio of the tapered
gear in the differential housing and that of the planetary drives in the wheel
hubs. The input speed is reduced to the wheel speed accordingly.

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Axles
The vertical operating load of the machine is transmitted from the rear
section via the screwed connection to the axle casing. The axle casing
transmits this load to the wheel hubs so that the machine is supported by the
wheels.
Speed balance of the right and left wheels

When turning a corner, the left and right wheels cover different distances.
The speeds of the two wheels are therefore also different. The correct speed
for each wheel is induced by the rolling condition.
Via the crown wheel 2, the axle input shaft 1 specifies the mean speed of the
two output shafts 4. The crown wheel drives the differential housing 3 and
thus the four facing compensation tapered gears 8 of the differential. These
rest on the teeth flanks of the adjacent axle tapered gears 5 and thus drive
the output shafts 4. The compensation tapered gears 8 have a balancing
function and turn about their own axes to compensate for various wheel
torques. The speed reduction of one wheel is compensated by the increased
speed of the other wheel.

1 Axle input shaft 6 Pressure rings
2 Crown wheel 7 Compensation axle
3 Differential housing 8 Compensation tapered gear
4 Output shafts 9 Disc brakes
5 Axle tapered gear

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Axles
Self-locking function
The disc brakes 9 which are arranged on the left and right of the axle
tapered gears 5 counteract the relative movement between the axle tapered
gear 5 and the differential housing 3 with a braking effect dependent on the
torque. This braking torque has a blocking action and increases the torque
on the side with a firm hold on the ground. The braking torque thus
compensates for the insufficient support from the side with poor hold.
The disc brake consists of outer discs which are mounted in the differential
housing and of non-twisting inner discs linked to the axle taper gears. The
spreading force is generated by the transfer of the differential torque from
the two pressure rings 6 to the compensation axles 7, which are loosely
guided on inclined surfaces. The force generates a load-dependent locking
torque in the disc brakes which maintains a constant proportion to the input
torque. This ratio stated as a percentage is known as the locking value.
Service brake function
Cross section of the wheel hub

1 Planetary carrier 5 Outer discs
2 Disc carrier 6 Brake piston
3 Retainer plate 7 Return springs
4 Inner discs
The service brake is integrated in the wheel hubs of both axles in the form of
a wet disc brake. When hydraulic oil is applied to the brake piston 6, it
pushes the outer discs 5 and the inner discs 4 against the retainer plate 3.
The inner disks mesh with the disc carrier 2 so that they cannot twist when
the drive shaft rotates at high speed. The outer discs are linked to the axle
housing and cannot turn or twist. As the discs press together, the wheel
torque reduced by the ratio of the planetary gear is acts on the axle housing.
When it is not actuated, the return springs 7 push back the brake piston 6. In
the process, the brake discs break contact and the drag torque is reduced to
a minimum.
Wheel attachment
The wheels are fixed to the wheel flange of the wheel hubs by wheel nuts.
The wheels are centred by the spherical collar nuts.
Axle lubrication
The axle has a common oil system. The oil cavities on the differential and
the wheel hubs are also linked. Oil filler and drain plugs are respectively
attached to the wheel hubs and the differential housing.
Technical data

L564 - 463 / from 7477
L580 - 458 / from 7477
Axles

L564 - 463 / from 7477
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Drive shafts
12.3 Drive shafts
Technical data 12.3.1 Front drive shaft

(ID 5716713, 5716772, 5716771, 5717085)
Design
Components of the drive shaft

1 Flange 5 Connector tube 9 Universal joint
2 Universal joint 6 Pin actuator 10 Flange
3 Yoke shaft 7 Universal joint
4 Hub sleeve 8 Actuator ring
The drive shaft has a double universal joint at the outlet of the transfer gear,
a universal joint at the inlet of the front axle and a sliding section for length
compensation.
Function
The drive shaft transmits the torque from the transfer gear to the front axle.
The drive shaft is able to make an angle compensation between the input
and output due to the universal joints at both ends. The angle compensation
is necessary due to the articulated steering. The universal joint and
connector tube can be displaced axially to mesh together. This makes length
compensation possible. Length compensation is necessary due to
tolerances in assembly and slight displacements during operation.
Uniformity of torque transmission

With drive shafts with single universal joints, the rotation of the connector
tube between the two universal joints is not uniform. This is always the case
when the universal joint has to compensate for an angle. This phenomenon
is avoided by using a double universal joint drive shaft. The connector tube
now turns evenly.

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Drive shafts
12.3.2 Rear drive shaft

(ID no. 5717359, 10007277)
Technical data
Design
Components of the drive shaft

1 Flange 4 Hub sleeve 7 Universal joint
2 Universal joint 5 Connector tube 8 Flange
3 Yoke shaft 6 Pin actuator
The drive shaft is equipped with two universal joints with a sliding section.
Function
The drive shaft transmits the torque from the transfer gear to the rear axle.
The drive shaft is able to make an angle compensation between the input
and output due to the universal joints at both ends. The universal joint and
connector tube can be displaced axially to mesh together.
This makes length compensation possible. Length compensation is
necessary due to tolerances in assembly and slight displacements during
operation.

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13 Machine frame, ballast weight
13.0
Chapter contents
13 Machine frame, ballast weight........................................... 13.0-1
13.1 Machine frame ..............................................................................13.1-1
13.2 Articulation bearing .......................................................................13.2-1
13.3 Oscillating axle mount...................................................................13.3-1
13.4 Articulation lock.............................................................................13.4-1
13.5 Ballast weight................................................................................13.5-1

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Machine frame, ballast weight Service Manual

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Service Manual Machine frame, ballast weight
Machine frame
13.1 Machine frame

Design
The machine frame consists of the front and rear sections. These are linked
by the articulation bearing.
Main components of the machine frame

1 Front section 3 Oscillating axle mount 4 Articulation bearing
2 Rear section
Basic function
The machine frame transmits the forces from the lift arm to the axles. The
frame bears all the key components of the machine such as the diesel
engine, driver's cab and transfer gear.
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Machine frame

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Articulation bearing
13.2 Articulation bearing

(ID 9654436, 9654090)
Design
The articulation bearing is installed between the front section and rear
section.
Installation site of articulation bearings

1 Front section 2 Rear section 3 Articulation bearing
Main components of the articulation bearing

1 Pressure flange 6 Swivel bearing
2 Cheese-head screw 7 Cone tension element
3 Bushing 8 Shaft seal ring
4 Bearing cover 9 Cheese-head screw
5 Shims 10 Bearing pin

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Articulation bearing
Basic function
The articulation bearing links the front and rear section. It enables the
machine to be steered, by turning the machine frame to the left or right.

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Oscillating axle mount
13.3 Oscillating axle mount

(ID 9618519, 9519104)
Design
The oscillating axle mount is installed between the rear section and the
oscillating axle frame.
Installation site of the oscillating bearing

1 Front section 3 Oscillating axle mount 4 Oscillating axle frame
2 Rear section
Main components of the oscillating axle mount

1 Pressure flange 6 Swivel bearing
2 Cheese-head screw 7 Cone tension element
3 Bushing 8 Shaft seal ring
4 Bearing cover 9 Cheese-head screw
5 Shims 10 Bearing pin

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Oscillating axle mount

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Articulation lock
13.4 Articulation lock

(ID 9654433, 9519790)
Design
The articulation bearing is installed between the front section and rear
section.
Articulation lock
1 Safety bar 3 Spring clip
2 Pin
Basic function
The articulation lock blocks the articulation joint of the machine. This means
the steering of the machine is locked, for example during transportation.

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Articulation lock

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Ballast weight
13.5 Ballast weight

(ID 9654469, 9654731, 9654109, 9654352, 9608808)

The ballast weight consists of two sections. These are bolted onto the end of
the rear section on the left- and right-hand sides.
Location of ballast weight

1 Rear section, left 2 Rear section, right

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Ballast weight

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14 Central Lubrication System
14.0
Chapter contents
14 Central Lubrication System ............................................... 14.0-1
14.1 Manual central lubrication.............................................................14.1-1
14.2 Automatic central lubrication system ............................................14.2-1

14.2.1 Central lubrication pump EP-1 ...........................................14.2-3
14.2.2 Progressive distributor MX-F..............................................14.2-4
14.2.3 EP-tronic control device and operation ..............................14.2-6

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Central Lubrication System Service Manual

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Service Manual Central Lubrication System
Manual Central lubrication
14.1 Manual central lubrication

(ID 9654431, 9655657)
Design
Lubricating rail on the front section

1 Lift arms, top left 4 Tilt cylinder, bottom
2 Lift arms, top right 5 Right steering cylinder base
3 Tilt cylinder, top 6 Left steering cylinder base
Lubricating rail on the rear section

1 Oscillating axle frame, front 3 Right steering cylinder, rod end
2 Oscillating axle frame, rear
Basic function
The two central lubricating rails are designed to reach lubrication points
which are otherwise inaccessible.

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Manual central lubrication

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Automatic central lubrication system
14.2 Automatic central lubrication system

(ID 9609822, 9609824)
Design
Components of the central lubrication system

1 Central lubrication pump EP-1 7 Main supply line
2 Agitator 8 Secondary progressive distributor
3 Transparent container 9 Lubricant supply lines
4 Grease fitting 10 Lubrication points
5 Pressure relief valve 11 Main progressive distributor MX-F
6 Built-in EP-tronic control unit

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Overview of lubrication points

A EP-tronic central lubrication pump 1 Connecting link 7 Rear axle oscillating bearing
B Main progressive distributor with proximity 2 Tilt cylinder 8 Steering cylinder, rod-end
switch (cycle sensor) 3 Bucket arm, top 9 Lift cylinder
C 3-phase secondary progressive distributor 4 Articulated joint, top 10 Connecting link
D 3-phase secondary progressive distributor 5 Articulated joint, bottom 11 Bucket arm, bottom
E 4-phase secondary progressive distributor 6 Steering cylinder base
Progressive lubrication
The automatic central lubrication system is a progressive system. It lubricates
progressively, that is to say, all points are lubricated one after the other.
The main distributor is fitted with a proximity switch, which signals the
lubrication cycles to the electronics.
Overall system
The electrically driven central lubrication pump EP-1 delivers the grease to
the main progressive distributor and distributes it amongst the secondary
progressive distributors. The secondary progressive distributors pump the
grease to the individual lubrication points. The EP-tronic electronic control
unit controls the lubrication cycles and the pauses of the piston pump.
Safety function
The pressure relief valve monitors the lubrication process. If a lubrication
point does not accept grease from the distributor, the progressive
distributor is blocked. The pressure in the central lubrication system rises.

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If the pressure exceeds the permissible limit, grease escapes from the
pressure relief valve. At the same time, the pulse sensor for the proximity
switch stops.
If the lubrication cycles are not performed within a set time, the
electronics switch off the lubrication system. This is indicated to the driver
by the red and green warning lamps flashing once a second.
14.2.1 Central lubrication pump EP-1

(ID no. 10015203)
Technical data
Central lubrication pump EP-1

1 Transparent container 6 Cam
2 Sieve plate 7 Pressure ring
3 Transfer piston 8 DC motor
4 Check valve 9 Pump housing
5 Pressure relief valve 10 Agitator
Pump action
A DC motor 8 continually drives the cam 6 and its pressure ring 7.
The transfer piston 3 rises and falls with the cam. This produces the suction
and pressure strokes of the transfer piston. The integrated check valve 4
prevents the medium being sucked back by the transfer piston from the main
supply line.
The agitator 10 presses the lubricant out of the transparent container 1
through the strainer plate 2 to the pump housing 9. This removes any air
bubbles in the lubricant.

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Checking the grease quantity

The reservoir consists of a transparent cylinder where the rubber scraper on
the agitator can be seen. Here, the operator can check the quantity of
grease still available.
Filling
The reservoir is filled via the conical grease fitting.
Safety function
The pressure relief valve, which is set to 300 bar, protects the lines from
overload.
14.2.2 Progressive distributor MX-F

Progressive distributors are made with a variable swash plate design. This
has the advantage that the distributor can be extended or reduced according
to the number of lubrication points.
The flow per stroke depends on the piston diameter. A progressive
distributor requires at least 3 pumping elements to function perfectly.
Main progressive distributor

1 Initial element with actuating 4 Middle element
piston and proximity switch 5 Proximity switch
2 Middle element 6 Proximity switch LED
3 Proximity switch housing 7 Final element
Secondary progressive distributor

1 Initial element (without piston) 3 Final element
2 Middle element

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Connecting rods with toothed discs link the elements to the distributor
blocks.
O-rings are integrated between the elements to provide sealing.
Basic function
Piston positions of the progressive distributor MX-F

A - C Piston positions I - III Pistons 1 - 6 Grease channel outlets
The progressive distributors act hydraulically and distribute the lubricant
sequentially to the individual outlets.
The lubricant flows via the inlet of the distributor through all the distributor
discs to the I (piston position A). The piston pushes to the left and presses the
lubricant out of the left-hand pressure chamber of the piston to outlet 1 (piston
position B). Pistons II and III then pump the lubricant to outlets 2 and 3.
After displacement of piston III, the lubricant flows to the left-hand side of
piston I (piston position C). Piston I is displaced to the right and squeezes
the lubricant out of the right-hand pressure chamber of the piston to outlet 4.
Pistons II and III then pump the lubricant to outlets 5 and 6.
After displacement of piston III, the lubricant flows again to the right-hand
side of piston I (piston position A) and it circulates once more around the
progressive piston distributor. The described function is repeated for as long
as the lubricant is fed to the progressive distributor.
Reaction in the event of malfunctions
Malfunctions can arise in the lubricant circuit or within the distributor.
They include:
Blocked lubricant supply lines
Twisted bearing shells
Malfunctions interrupt the flow of the lubricant. This blocks the distributors.
When the distributor is blocked, lubricant is exuded from the pressure relief
valve on the EP-1 electric pump.
Technical data

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14.2.3 EP-tronic control device and operation
Technical data Function description
Basic function
The integrated control unit electronically controls the central lubrication
system.
Lubrication times and cycle settings

1 Lubrication intensity switch 75%, 100%, 125%
2 Non-scheduled lubrication button
3 Green signal lamp for function display
4 Red signal lamp for displaying faults in the lubrication system
5 Non-scheduled pump lubrication button
6 Data cable plug
7 Green function indicator LED
8 Red lubrication system fault LED
9 Cycle time adjustment switch
10 Cycle number adjustment switch
The green signal lamp 3 and the green LED 7 light up for 1.5 seconds after
the ignition is switched on, thus indicating that the system is ready for
operation.
The pump can also be switched on manually by pressing the buttons 2 or 5
or switched on manually (non-scheduled lubrication).
The pump motor switches off after the set number of cycles 10 and the set
cycle 9 time begins.
All further lubrication cycles follow automatically in a pattern determined by
the set cycle time.
If the ignition is switched off or the parking brake applied during lubrication,
the control device stops the lubrication, the remaining cycles are stored, and
then continued again from that point after the ignition is turned on again or
the parking brake released.
Non-scheduled lubrication
By pressing the buttons 2 or 5 on the engine housing when the ignition is on,
the operator can initiate non-scheduled lubrication at any time (see the
Technical Data section for the factory-set lubrication and cycle times).

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Lubrication intensity
Using the button you can adjust the lubrication to the conditions of use.
Starting from 100%, the lubrication can be extended or shortened by 25%.
Display on the red and green signal lamps
green signal lamp
red signal lamp
Ready for operation

The green signal lamp lights up when the ignition is switched on.
The green signal lamp lights up for 1.5 seconds.
Lubrication active
The green signal lamp lights up for the entire lubrication time.
Test lubrication (non-scheduled lubrication)

If a non-scheduled lubrication is started, the green and red signal lamps
light up alternately for one second at a time.
Cycle error
(Lubrication point, lubricant supply line or distributor blocked).
If the specified cycles cannot be executed in the given time, the green and
red signal lamps light up in one-second cycles.
Grease reservoir level too low

The red signal lamp lights up if the grease supply in the reservoir falls too
low.
The red signal lamp stays on until the grease is topped up.

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Refilling the reservoir

The grease fitting 1 is used to fill the reservoir. Grease specification: see the
Lubricants and fuels section in the Maintenance chapter.

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15 Covering, Cab access
15.0
Chapter contents
15 Covering, Cab access ....................................................... 15.0-1
15.1 Covering........................................................................................15.1-1
15.2 Cab access ...................................................................................15.2-1

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Covering, Cab access Service Manual

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Service Manual Covering, Cab access
Covering
15.1 Covering
(ID 9654449, 9654104)
Design
Covering sections
1 Front mud guard, left and right 5 Rear cover 8 Side cover, left and right
2 Wheel box, left and right 6 Rear lower covering 9 Cooler hood
3 Rear protective cover, left and right 7 Front lower covering 10 Cover
4 Engine cover

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Covering
Front mud guard

1 Front mud guard 2 Front section
The two front mud guards 1 are both fastened to the front section 2 with
three bolts.
Wheel box, left and right

1 Wheel box 3 Cooler bearing bracket
2 Rear section
The two wheel boxes are each fixed with three screws to the rear section
and each with one screw to the cooler bearer.

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Covering
Rear mud guard

1 Rear mud guard 3 Ballast
2 Ballast
The two rear mud guards 1 are each fixed with three bolts to the wheel box 3
and with two bolts to the ballast.
Engine cover
1 Engine cover 3 Cooler bearing bracket
2 Gas-filled spring
The engine hood 1 is fixed with four bolts to the cooler bearing bracket 3.
The engine hood can be opened up with the help of the two gas-filled
springs.

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Covering
Rear cover
1 Rear cover 2 Rear section
The rear cover 1 is fixed with 6 bolts to the rear section 2.
Rear lower covering

1 Covering 2 Rear section
The covering 1 is fixed to the underside of the rear section 2 with four bolts.
Front lower covering

1 Covering 2 Rear section
The covering 1 is fixed to the underside of the rear section 2 with four bolts.

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Covering
Side cover
1 Side cover 3 Cooler bearing bracket
2 Rear cover
The left and right side covers are both fixed to the rear cover 2 with one bolt
and to the cooler bearing bracket 3 with one bolt.
Cooler hood
1 Cooler hood 3 Cooler panel
2 Cooler bearing bracket

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Covering
The cooler hood 1 is fastened to the cooler bearing bracket 2 with one bolt
and to the cooler panel 3 with one bolt.
Cover
1 Cover 2 Front section
The cover 1 is fixed to the front of the front section 2 with four bolts.

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Cab access
15.2 Cab access

(ID 9654451, 9654106)
The handrails attached to the cab access are designed to assist mounting
and dismounting and as a safeguard against falling.
Design
Driver's cab access

1 Cab access 3 Handrails cab access
2 Tool box 4 Wheel box handrails
The cab access 1 is fixed to the left-hand side of the rear section with three
bolts. The lowest step is linked to the cab access by two rubber supports.
The lower-side of the cab access is designed so that there is room for the
air-conditioning drier of the air-conditioning system and for the electric pump
of the central lubrication system (optional equipment).
A tool box 2 is welded on between the steps.
Each handrail 3 is fixed to the cab access or to the wheel box with four bolts.

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Cab access

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16 Cab, heating, air-conditioning
16.0
Chapter contents
16 Cab, heating, air-conditioning............................................ 16.0-1
16.0.1 Cab, heating, air-conditioning.............................................16.0-1
16.1 Control panel.................................................................................16.1-1

16.1.1 Display unit A13..................................................................16.1-2
16.1.2 Control unit A11..................................................................16.1-4
16.1.3 Control element A10...........................................................16.1-6
16.1.4 LIEBHERR control lever .....................................................16.1-7
16.2 Heating, ventilation .......................................................................16.2-1
16.3 Air-conditioning system.................................................................16.3-1

16.3.1 Air-conditioning compressor...............................................16.3-4
16.3.2 Condenser ..........................................................................16.3-5
16.3.3 Dryer-collector unit .............................................................16.3-6
16.3.4 Pressure switch ..................................................................16.3-8
16.3.5 Evaporator ..........................................................................16.3-9

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Cab, heating, air-conditioning Service Manual

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Service Manual Cab, heating, air-conditioning
16.0.1 Cab, heating, air-conditioning
Design
The cab is a safety cab and has been tested and certified according to
ROPS/FOPS regulations. It is mounted on cushioned bearings on the rear
section.
The cab is equipped with heating, ventilation and air-conditioning.
Access to the cab is from the left-hand side of the machine via the access
ladder and the left-hand door.
In emergencies, it is possible to exit through the door on the right hand side.
Full view of the driver's cab

1 Front windscreen wiper 9 Seat with safety belt 18 Filler neck for windscreen
2 Front windscreen 10 Left working headlight washer tank
3 Right cab door 11 Left profile lights 19 Door lock
4 Right working floodlight 12 Left exterior mirror 20 Glove compartment
5 Right profile lights 13 Access to gearbox control unit 21 Left cab door
6 Handrail (MC6) and cab type plate 22 Door lock
7 Access to fuses, electronics and 14 Rear windscreen wiper 23 Outlet nozzles
relays 15 Rear windscreen 24 Adjustable steering column with
8 Access to fresh and recirculated 16 Cover for heating/air- steering wheel
air filter conditioning unit 25 Adjustable pilot control console
17 Outlet nozzles with control lever

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External view of driver's cab from right-hand side

1 Fresh- and recirculated air filter 3 Terminal block, relays K01,
covering K02, K03, K06, K07, K08, K09
2 Main electronics A1, A12 with 4 Fuses F01, F03, F04, F05
fuses F1- F15 and relays K1 - K5 5 Right cab door
Drivers cab inside view

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1 Radio speaker 11 Steering column adjustment 21 Emergency exit door handle

2 Sun visor lever (right-hand door)
3 Interior illumination with switch 12 Gas pedal 22 Starter switch
4 Interior mirror 13 Instrument panel display unit 23 Mechanical hour meter
5 Radio unit 14 LIEBHERR control lever 24 Adjustable arm rest
6 Heater/ventilation/air- 15 Console adjustment lever 25 Switch mounting for optional
conditioning control unit 16 Control lever mounting for working functions
7 Heating/ventilation/air-condit- optional working functions 26 Ashtray
ioning outlet nozzles (9 in total) 17 Control unit 27 Sochet / cigarette lighter
8 Brake / inching pedal 18 Fuses 28 Drivers seat
9 Steering column switch 19 Control electronics 29 Glove compartment
10 Adjustable steering column with 20 Control relay
steering wheel
Strength in accordance with ROPS/FOPS

The driver's cab complies with the ROPS/FOPS regulations.
ROPS (Roll Over Protective Structure) takes into account the mechanical
rigidity in the event of rolling over.
FOPS (Falling Object Protective Structure) evaluates the cab rigidity with
falling objects.

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Control panel
16.1 Control panel

(ID 9841884)
All the important control, display and monitoring devices are ergonomically
designed and arranged.
The display unit 2, which indicates the operating condition of the wheel
loader, is located immediately in the front half-right field of view in the upper
section of the side cover.
Also fitted in the top section of the side cover are the LH control lever 3 and
the control unit 4. The control element 5 for the heating and air-conditioning
system is fitted in the right of the driver's cab roof.
The control electronics (CPU) A1, power electronics A12, terminal block,
relays and fuses are accessible via the cover of the main electronics.
The cover of the main electronics can be accessed via the right cab access
and the right cab door.
The gearbox control electronics A2 (MC6) are attached to the rear wall of the
cab behind the driver's seat.
Design
Control panel

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Control panel
1 Gearbox control unit (MC6) 5 Heater, blower and ventilation

2 Display unit A13 control element A10
3 LIEBHERR control lever 6 Access to fuses, terminal block
4 Control unit A11 and relays
16.1.1 Display unit A13

(ID 6905980)
The display unit A13 is installed on the front/right of the control panel.
Design
The display unit A13 consists of the following elements:
LCD symbol displays
Symbol fields
Segment displays
The LCD symbol display 21 contains segment displays for:
Real time
Service codes
Diesel engine speed
Operating hours
The LCD symbol display 26 contains segment displays for:
Tractive force adjustment
Selected travel range
Symbol fields for:
Warning messages
Travel direction
Travel ranges
Segment fields for:
Fuel level
Engine oil pressure
Coolant temperature
Travel speed
Each symbol field is either red, yellow, green or blue.
The 9-pin connector for communication with the control electronics A1 (CPU)
is attached to the rear.

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Control panel
Display unit A13

1 Travel speed display P6 19 Air filter contamination symbol field H7
2 Emergency steering check symbol field H24 20 Preglow monitor symbol field H2
3 Emergency steering symbol field H8 21 Segment display P7 for engine speed, time,
4 Braking system accumulator pressure symbol field operating hours segment and service codes
H19 22 Battery charge control symbol field H6
5 Joystick steering symbol field H27 23 High beam symbol field H12
6 Gear oil overheating symbol field H14 24 Direction indicator system symbol field H10
7 Forward travel direction symbol field H3 25 Stop symbol field H36
8 Working hydraulics lock symbol field H5 26 Tractive force adjustment and selected travel range
9 Reverse travel direction symbol field H9 display H37
10 Hydraulic oil overheating symbol field H23 27 Overspeed protection display H38
11 Automatic travel range 2-3 symbol field H35 28 Fuel supply symbol field H1
12 Automatic travel range 1-3 symbol field H34 29 Fuel supply display P2
13 Automatic travel range 1-2 symbol field H33 30 Engine overheating and coolant level symbol field
14 Fixed gear 2 symbol field H31 H13
15 Fixed gear 1 symbol field H30 31 Coolant temperature display P3
16 Tempomat T symbol field H29 32 Engine oil pressure symbol field H4
17 Neutral N symbol field H32 33 Engine oil pressure display P5
18 Parking brake symbol field H11
Plug pin assignment

Plug X5a 9-pin SUB-D male (communication with the control electronics A1 CPU)
1 Weight 6 Weight
2 +24 V power supply 7 Unassigned
3 CAN_L CAN bus 8 +5 V terminal 1
4 CAN_H CAN bus 9 Direction indicator signal
5 +5 V power supply

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Control panel
16.1.2 Control unit A11

(ID 6905981)
The control unit A11 is fitted on the right in the control panel.
Design
The control unit A11 consists of:
Back-lit membrane keypad with 21 keys (function symbols and LEDs)
CPU for control
Connector
The control unit A11 is connected to the control board A1 (CPU).
Control unit A11

1 Travel range down button S28 12 Float position button S18
2 Travel range up button S27 13 Increase tractive force button S32
3 Parking light/driving light S6 14 Tractive force adjustment button S5
4 Parking brake button S17 15 Reduce tractive force button S33
5 Flashing beacon button S9 16 Bucket return-to-dig button S14
6 Hazard warning system button S4 17 Display unit brightness control button S31
7 Working hydraulics lockout button S19 18 Emergency steering button S10
8 Ride control (LFD system) button S16 19 Rear working floodlights button S8
9 Rear windscreen wiper and washer system button S13 20 Front working floodlights button S7
10 Engine speed, clock, or operating hours button S30 21 Tempomat button S29
11 Lift kick-out button S22

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Control panel
Basic function
When the electrical system is switched on, the default settings are the
automatic travel range A1-3 and the travel direction set to neutral N. This is
indicated by the symbol fields A1-3 (H34) and N (H32).
Travel range selection

A higher travel range can be selected by pressing button 2 (S27).
Shift sequence: Fixed gear 1 / fixed gear 2 / automatic A1-2 / automatic A1-3
/ automatic A2-3.
A lower travel range can be selected by pressing button 1 (S28).
Shift sequence: Automatic A2-3 / automatic A1-3 / automatic A1-2 / fixed
gear 2 / fixed gear 1
The selected drive range is indicated by the symbol fields in the display unit
A13.
The currently active gear level is indicated by the LCD display 26 (H37).
Tempomat activation
When the Tempomat button 21 (S29) is pressed, the travel speed at that
time is maintained.
The Tempomat function can only be activated when moving forward in fixed
gears 1 and 2.
Tractive force adjustment

Tractive force adjustment can be activated by pressing the bar button 14
(S5).
The tractive force can be increased by pressing the + button 13 (S32).
The tractive force can be reduced by pressing the - button 15 (S33).
The selected tractive force is indicated by the LCD display 26 (H37) for three
seconds.
Tractive force adjustment can only be activated when moving forward in
fixed gear 1. Tractive force adjustment is effective between 0.3 and 4 km/h
Key functions
The buttons with an ON/OFF function are provided with function symbols
and LEDs. When they are switched on (activated), the LED (red) lights up.
The following functions are available as soon as the battery main switch is
turned on (connecting terminal 30):
Front working floodlight
Rear working floodlight
Flashing beacon
Hazard warning light

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Control panel
The following activated functions are stored when the ignition is switched off
(switching off terminal 15) and re-activated when the ignition is switched on:
Bucket return-to-dig (after activation of terminal 61)
Ride control (after activation of terminal 61)
Lift kick-out
Plug X4 15-pin SUB-D male (communication with the control electronics A1
CPU)
1 Weight 9 Weight
2 +24 V power supply 10 Hazard warning system button
5 +5 V power supply 12 Front working floodlight LED
16.1.3 Control element A10

(ID 6905983)
The control element A10 is installed in the top right of the cabin.
Design
The control element A10 consists of:
Back-lit membrane keypad with 8 keys (function symbols and LEDs)
8 LEDs to indicate the temperature setting
CPU for control
Connector
The control element A10 is connected to the control board A1 (CPU).
Control element A10

1 Air-conditioning button S21 6 Blower level 3 button S37
2 Blower off button S34 7 Reduce temperature button S40
3 Blower level 2 button S36 8 Increase temperature button S39
4 Blower level 1 button S35 9 LED temperature indicator
5 Blower level 4 button S38

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Control panel
Plug pin assignment

X6 9-pin SUB-D male (communication with the control electronics A1
CPU)
1 Weight 6 Weight
2 +24 V power supply 7 Unassigned
5 +5 V power supply
Key functions
The buttons with an ON/OFF function are provided with function symbols
and LEDs. When they are switched on (activated), the LED (red) lights up.
All functions are stored when the ignition is switched OFF (switching off
terminal 15) and re-activated when the ignition is switched ON.
16.1.4 LIEBHERR control lever

(ID 10011501)
The LIEBHERR (LH) control lever contains the travel direction selection
switch 1, the kick-down switch 4 and the additional function switch 3.
Movements of the working equipment (lift and tilt cylinders) can be controlled
by the LH control lever.
It is connected to the gearbox control electronics A2 (MC6) via cables and
plug connectors.
Design
Control lever with button

1 Travel direction switch 3 Additional equipment button
2 LH control lever 4 Kick-down button

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Control panel
Basic function
When the electrical system is switched on, the default settings are the
automatic travel range A1-3 and the travel drive is set to neutral N.
Both are indicated by the LCD display (H34) and the symbol field N (H32).
After the parking brake is released, the travel direction switch 1 must be set
to neutral N before a travel direction can be selected.
Travel direction selection

The forwards and reverse travel directions can be selected using the switch 1.
The solenoid valves for the travel direction are not activated until the parking
brake is de-activated.
The travel direction is switched to neutral by applying the parking brake or
switching the travel direction switch to neutral (middle position).
Kick-down shifting
The command for shifting to 1st gear can be triggered by briefly pressing the
left button 4.
Any shift up in gear takes place 10 seconds after the kick-down button is
released.
Additional function selection (optional)

An additional function can be triggered by pressing the right button 3 and
simultaneously pushing the LH control lever in the direction tip up or tip
down.
Plug pin assignment

Plug S2 12-pin Deutsch
1 Power supply (+) 6 Kick-down
2 Forward travel direction 7 Additional function power
constant signal supply (+)
3 Forward travel direction 8 Additional function signal
switching signal 9 Unassigned
4 Reverse travel direction 10 Unassigned
constant signal 11 Unassigned
5 Reverse travel direction 12 Relay Ka, Kb supply (-)
switching signal

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16.2 Heating, ventilation

The driver's cab is equipped with a warm water heating system.
Technical data
The inlet air is filtered through three serviceable dry filter cartridges and
directed to the adjustable air flow nozzles in the cab through the heating/air-
conditioning unit.
Design
Heating / air-conditioning unit

1 Fresh air filter (pre-filter) 9 Forward flow heating hose
2 Filter for fresh and recirculated 10 Water valve
air with pre-filter 11 Outlet nozzles
3 Fresh air filter (fine filter) 12 Heat exchanger
4 Recirculated air filter 13 Air flap
5 4-speed blower motor M5 14 Water valve / air flap adjustment
6 Return flow heating hose drive
7 Diesel engine heating valves 15 Blower motor connector
8 Diesel engine
Basic heating function

The heat exchanger 12 of the heating and air-conditioning system is
supplied by hot water from the diesel engine cooling system.
The shut-off valves 7 on the thermostat housing and on the water pump on
the diesel engine can be closed to prevent the loss of cooling water during
repair work.
The hot water advance flow 9 supplies the heat exchanger 12 of the heater
and air-conditioning unit via the water valve 10 on the heater and air-
conditioning unit.

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The water valve 10 and the air flap 13 are regulated by an electric adjust-
ment drive 14. This is controlled using an 8-level selection on the control
element (on the right of the cab ceiling).
The air flap 13 directs the air flow though the heat exchanger or past it.
This regulates the heating output.

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16.3 Air-conditioning system

Technical data (ID 9655908)
Design
Components of the air-conditioning system

1 Filter for fresh and recirculated 7 Pressure-side air conditioning hose 13 Pressure switch B27
air with pre-filter (compressor to condenser) 14 Air conditioning hose (con-
2 Fresh air filter (pre-filter) 8 Compressor (with magnetic denser to dryer-collector unit)
3 Fresh air filter (fine filter) coupling Y22) 15 Water valve
4 Recirculated air filter 9 Suction-side air conditioning hose 16 Outlet nozzles
5 4-speed blower motor M5 10 Condenser 17 Air flap adjustment drive
6 Air conditioning hose (dryer- 11 Dryer-collector unit 18 Thermo switch B26
collector unit to expansion valve) 12 Sight glass 19 Evaporator

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Basic refrigeration function
Cooling circuit diagram

1 Air-conditioning compressor 7 Sight glass 13 Expansion valve
2 Magnetic coupling 8 Temperature switch a High pressure liquid refrigerant
3 Condenser 9 Temperature sensor b High pressure liquid/gas refrigerant
4 Fan 10 Condensed water pan c Low pressure liquid/gas refrigerant
5 Pressure switch 11 Evaporator d Low pressure gas refrigerant
6 Dryer collector unit 12 Blower
The refrigerant is drawn up by the air-conditioning compressor 1 as a gas
and raised to a higher energy level (pressure and thermal energy).
The resulting heat is dissipated in the condenser 3. The energy level is thus
reduced.
The refrigerant condenses. Its energy level is further lowered by this change
of state.
The refrigerant which still contains bubbles reaches the dryer collector unit 6,
where it is filtered and dried and then reaches the expansion valve 13 on the
evaporator via the ascending pipe.
The liquid, compressed coolant is sprayed via the expansion valve 13 into
the depressurised evaporator 11.

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In the process, the refrigerant is able to expand. As it expands, the

refrigerant loses pressure energy and cools the evaporator considerably.
When it is impinged upon by warm air from the cab, the evaporator 11
surrenders its heat energy to the coolant. This heat exchange cools the cab
air and warms the refrigerant.
The warmed refrigerant vaporises, changing to its gaseous state. This
change in state results in a further loss of energy from the (warm) evaporator
which, in turn, leads to a further drop in temperature.
Temperature control
The temperature is regulated by the cyclical activation and deactivation of
the magnetic coupling 2 of the air-conditioning compressor during operation
or when the warm heating air is added as, for example during re-heat
operation.
The frequency of activation / de-activation is controlled by the preset
temperature switch 8 in the evaporator (see the technical data).
Additional temperature regulation takes place at the expansion valve.
Pressure and temperature are captured at the evaporator output as the
injection quantity is metered precisely.
These monitoring elements prevent the evaporator from icing up.
Re-heat mode
When the windows are misted over, the cab air must be dried. This is
achieved by simultaneously operating the air-conditioning and heating
systems. The heated cab air is able to absorb more moisture. The moisture
in the air passing over the cool evaporator is precipitated in the form of
condensed water.
Re-heat operation is also recommended to achieve a pleasant climate in the
cab.

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16.3.1 Air-conditioning compressor

(ID 5700268, 5700334)
Sectional view of compressor

1 Suction-side connection 5 Swash plate
2 Pressure-side connection 6 Piston
3 Oil inlet plug 7 Outlet valve
4 Magnetic coupling 8 Inlet valve
The air-conditioning compressor with its magnetic coupling 4 is mounted on
the diesel engine and is driven by a V-ribbed belt.
The compressor is equipped with an cylinder axial piston drive unit 6, a
swash plate 5 and flap valves.
Basic function
The compressor has the function of a pump, which draws the refrigerant in a
gaseous state from the evaporator, compresses it and delivers it to the
condenser.
The direction of rotation is bi-directional the compressor can be used in
both directions of rotation.
Application of the compressor oil

The main purposes of the compressor oil are:
Reduction of friction, wear and noise.
Hydrostatic power transfer to the various components of the compressor.
Heat conduction.
Increasing compression.
Lubrication of the drive components (piston, drive unit shaft seal,
bearings)
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Magnetic coupling
The free-running pulley on the compressor shaft is constantly driven by the
V-ribbed-belt.
A magnetic coupling 4 is attached to control the power transfer between the
pulley and the shaft on the compressor.
This is activated via the temperature switch in the evaporator or the pressure
switch on the dryer-collector unit.
The evaporator is kept in the temperature range between +1°C (uncoupling)
and +4°C (coupling) by periodic activation of the compressor, thus
preventing the air-conditioning unit from icing up.
The compressor is also uncoupled when the pressure is too high (above 24
bar) or too low (below 2 bar) on the pressure side.
16.3.2 Condenser
(ID 7621439)

The condenser is a component of the cooling system.
Condenser with connections

1 Inlet 3 Condenser
2 Outlet 4 Intercooler
Basic function
The forced ventilation condenser directs the heat output of the refrigeration
circuit to the ambient air and in the process condenses the gaseous
refrigerant.
Sufficient heat dissipation is guaranteed even when the fan is turning at only
400 min1 (dragging speed).

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16.3.3 Dryer-collector unit

(ID 6905544, 7414170)

The dryer-collector unit is installed under the left-hand cab access.
It is linked with the outlet of the condenser and with the inlet of the
evaporator (expansion valve).
Sectional view of the dryer filter

1 Sight glass with indicator beads 3 Filter element
2 Ascending pipe 4 Dryer granulate
Basic function
The cooled but not yet bubble-free refrigerant is delivered from the
condenser to the dryer-collector unit.
The coolant is pushed from the outside inwards by the circulation pressure,
through the filter element 3 and the dryer granulate 4.
The ascending pipe 2 directs the now bubble-free coolant to the output
connection which is linked with the evaporator expansion valve via a
pressure hose.

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Sight glass
Sight glass
1 White filling level indicator bead 2 Blue moisture indicator blue
The sight glass is mounted on the upper third segment of the dryer-collector
unit.
The sight glass is provided for:
Monitoring the filling of the system.
Monitoring the refrigerant level during operation.
Monitoring the moisture level of the refrigerant.
Monitoring the degree of contamination of the refrigeration circuit.
Functions of the sight glass Monitoring the filling of the system.
When completely re-filling the system, it is necessary to top up with
gaseous refrigerant on the suction-side when the system is switched on.
In the process, the filling level bead 1 in the sight glass must be watched.
As soon as it floats to the upper edge of the sight glass carried by the
liquid refrigerant, the refrigerant feed must be stopped.
Monitoring the refrigerant level during operation:
After the system has been running for approximately 5 minutes (the
refrigerant must be distributed throughout the system), the white filling
level indicator bead should float to the upper edge of the sight glass. As
the diesel speed increases, the level floats upwards a little. No bubbles
may appear in the refrigerant as it flows past the sight glass during
operation. If bubbles do appear, it usually means that there is not enough
refrigerant in the system.
In addition, it is possible that the refrigerant is not sufficiently condensed due
to insufficient heat extraction at the condenser (contamination), resulting in
the appearance of bubbles in the sight glass.
Monitoring the moisture level of the refrigerant:
The sight glass contains a small, dark blue moisture indicator bead 2. If
the bead turns red, there is too much moisture in the system.
In this case, the system must be completely drained and evacuated. The oil
in the compressor must be replaced too.
The complete dryer-collector unit must also be replaced.
Monitoring the degree of contamination of the cooling circuit:
If the sight glass suddenly becomes discoloured, this indicates a problem
in the system. Usually a discoloration is caused by overheating of the
cooling circuit. The cause is usually internal or external contamination.

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16.3.4 Pressure switch

(ID 6905545, 10014164)
Dryer
1 Pressure switch 2 Dryer-collector unit
The pressure switch is attached to the dryer-collector unit of the refrigeration
circuit.
Basic function
The pressure switch monitors the pressure in the refrigeration circuit. When
the pressure is too low or too high, the magnetic coupling and hence the
compressor is deactivated.
This prevents the compressor from running dry when there is too little
refrigerant (pressure too low).
It is also necessary to switch the system off when the pressure in the
refrigeration circuit is too high. This prevents the components in the system
from being damaged beyond repair.
Possible causes for excessive pressure are:
Too much refrigerant in the circuit.
Excessive temperature due to a contaminated condenser or a defective
fan controller.
The filter in the dryer-collector unit is heavily contaminated.
The expansion valve is iced up (too much moisture in the refrigerant) or
contaminated (blocked).

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16.3.5 Evaporator
(ID 10013367)
Heating / air-conditioning unit with evaporator

1 Fresh air filter 4 Thermo switch
2 Recirculated air filter 5 Expansion valve
3 Evaporator housing 6 Evaporator
The evaporator is integrated in the heating / air-conditioning unit and is a
component of the refrigeration circuit. The heating / air-conditioning unit is
installed in the cab behind the driver's seat.
Basic function
The evaporator cools the cab air by heat exchange.
The coolant which is compressed, cooled by the condenser and liquefied, is
sprayed via the expansion valve 5 into the evaporator 6, which is under low
pressure.

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Due to a drop in pressure, the refrigerant can expand. This expansion

causes a significant drop in its heat energy content. The refrigerant cools
down.
The heat energy which is dissipated via the fins of the evaporator 6 to the
coolant, causes the coolant to evaporate.
1 6 . 3 - 1 0 of 10 copyright by L544 - 443 / from 7477

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17 Lift arms, Quick-change
device
Chapter contents
17 Lift arms, Quick-change device ......................................... 17.0-1
17.1 Lift arms ........................................................................................17.1-1
17.2 Pin and bush bearings ..................................................................17.2-1

17.2.1 Standard bearing ................................................................17.2-1
17.2.2 Bucket bearing....................................................................17.2-2
17.2.3 Removing bearing pin.........................................................17.2-3
17.2.4 Changing the Bushes .........................................................17.2-4
17.2.5 Assembling the bucket bearings ........................................17.2-5
17.3 Quick-change device (Option) ......................................................17.3-1

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17.0

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Service Manual Lift arms, Quick-change device
Lift arms
17.1 Lift arms

Main components of the Z- lift arm

1 Connecting link 4 Bucket return-to-dig proximity switch 7 Lift cylinder
2 Bell crank 5 Tilt cylinder 8 Bucket stops
3 Bell crank stops 6 Lift arms 9 Bucket bearing
The lift attached to the front section of the machine. The lift a Z-kinematic
design. the tilt cylinder, bell crankconnecting age form a "Z." The "Z" shape
can be seen from the right-hand sidelift armdesign. Attachedlift lift cylinders
and a tilt cylinder
The lift to the front section via the standard arm bearings and via the
standard bearings the bottom-end The bearing points on the lift arms are
sealed and protected against wear caused by dirt and corrosion. The lift
cylinders are at the piston rod-end and the front section. The tilt cylinder is
Z-Kinematic mounted bell crankat the piston rod-end and the front section.
The automatic bucket return-to-dig device is mounted to the tilt cylinder.

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Lift arms, Quick-change device Service Manual
Lift arms
Functional description
Basic function
The lift and move the attached equipment or implement.
Lift arm movement
Lift arms movement

The raised or lowered by extending or retracting the lift cylinders.
You can find details on this in the "Working hydraulics" section.
Working equipment movements
Bucket movement
The bucket is tilted in or out by of the tilt cylinder.
You can find details on this in the "Working hydraulics" section.

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Pin and bush bearings
17.2 Pin and bush bearings

17.2.1 Standard bearing
Design
The following description shows the bearing the .
Main components of the bearing

1 Lift arms 4 Thread sleeve (welded) 7 Pin with ear
2 Grease 5 Pin bolt 8 Bearing bushing
3 Front section 6 Pin disc 9 Radial sealing ring

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17.2.2 Bucket bearing
Design
Sectional view of the bucket bearing

1 Lift arms 4 Thread sleeve (welded) 7 Pin with ear
2 Grease nipple 5 Pin retaining screw 8 Bearing bushing
3 Bucket bearing plate 6 Pin retaining disc 9 Special radial sealing ring

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Functional description
Basic function
The bucket pins and bushings are protected from corrosive and abrasive
material by a special radial sealing ring. material accelerate wear in the
play.
The special radial sealing ring is installed on both sides of the bushing
between the lift arms and bucket bearing plates. The special radial sealing
ring is held in place by the pin. The steel ring is positioned parallel to the lift
arms and the bucket bearing plate surfaces, and prevents the seal from
being damaged by the forces acting on the bucket bearing.
A certain axial play between the lift arms and bucket bearing plate ensures
that the special radial sealing ring and bearing have an easy action and
optimum sealing.
17.2.3 Removing bearing pin
Design
Sliding hammer
There are many ways to remove the pin. The device is easy to make, and
the pin is not damaged when it is removed or ed. The extraction hammer
consists of a round rod with an M36 thread on both sides, a hammer head
and two nuts.
Procedure
Bring the machine into maintenance position 1.
Screw the rod is into the thread of the pin.
Slide the hammer over the rod and tighten the nuts.
Remove the retaining screw and disk.
Drive out the pin.

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17.2.4 Changing the Bushes

The welding method Here the proceedure for changing steel bucket bearings is described.
For other other standard types bearings see the next procedure.
Procedure
Bring the machine into maintenance position 1.
Remove pin as described as described in 17.2.3.
Start the engine and travel backwards, a short distance.
Park the machine in a suitable repair area.
Slightly raise the lift arms and support it using a suitable stand.
Switch off the engine and remove the key.
Turn off the battery main switch.
In order to ease the removal of the steel bucket bushings, we recommend, at
the inside of the bushing be welded in a longitudinal direction several times.
The advantage is that after the bushing has cooled, it shrinks slightly and
thus is more easily pressed from the bore.
Follow the welding procedure as described in „Safety instructions for
welding work on the machine“(see Operators manual).
The earth cable must be attached as close as possible to the area being
welded.
Weld on the inside of the bushing.
Leave a distance of 10 mm between the ends of the bushing and each run
(see illustration).
After welding allow the bushing to cool.

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The pressing method It is possible to remove all bushings in the lift arms using a hydraulic press
method. A recessed steel disk, slightly smaller in diameter than the bush is
inserted into the bush. With the aid of a threaded rod and a hydraulic press
the bush is pulled from the bore.
Procedure
Assemble the Hydraulic press 1; the Pressing sleeve 2; the threaded rod
3 and the steel disk 6 (see illustration).
Pressing equipment
Tighten the nuts and remove any free play.
Slowly press the bushing from its bore.
There are two ways to install a new bushing:
– Instalation using the press method.
– Instalation using the liquid nitrogen method to shrink the bushing.
Caution Use added caution when working with liquid nitrogen.
If the assembly takes place according to the nitrogen method, the
appropriate safety regulations are to be considered while handling liquid
nitrogen!
! Read and observe the safety regulations!
17.2.5 Assembling the bucket bearings

Make sure that:
– The bores in of the bucket and the lift arms are aligned.
– All assembly parts are free of dirt.
Procedure
Prepare the special radial sealing rings.

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Main components of the special radial sealing ring

1 Steel ring 4 Assembly screw
2 Lip seal 5 O-ring
3 Protection and installation ring Mz Assembly condition
Turn in the assembly screw 4. Thereby shifting the protection and
installation ring 3.
Use a flat screwdriver to press the lip seal 2 (see illustration Mz) under
the rim of the protection and installation ring 3.
Coat the O-Ring 5 with grease.
Sectional view of the bucket bearing

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1 Lift arms 3 Pin with ear 5 Special radial sealing rings

2 Bucket bearing plate 4 Retaining screw and disk
Coat the pin, bushings and bucket bores with grease.
Knock in the pin until it is flush with the inside of the bucket bearing plate.
Insert the special radial sealing ring between the bucket bearing plate
and the lift arms.
Knock in the pin until it is flush with the lift arms.
Insert the next special radial sealing ring between the bucket bearing
plate and the lift arms.
Drive the pin in completely.
Remove the assembly screws and free the lip seals by gently tapping the
protection and installation ring.
Force the bucket to the left or the right using a crowbar.
Ensure that there is an axial play of 3.2 mm between the bucket bearing
plate and the lift arms.
Secure the pin with the retaining screw 2and disk 1.
The illustration shows that there are gaps between the pin ear 4 and the
Pin retention washer 1, and between the pin ear and the sleeve 3.
Caution Penetration of water or other abrasive materials results in wear or corrosion

of the bearing pin, the bushings and bucket bores.
The bearings are irreparably damaged by wear and corrosion.
! After installing the bucket bearings, check the stated maximum axial play.

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Quick-change device (Option)
Technical data 17.3 Quick-change device (Option)

The quick-change device can be attached to the lift arm of the machine. It is
designed to facilitate the fast changing of various attachments on the lift arm.
The various working attachments are operated in different ways. For a more
detailed description on the operation of the various working attachments,
see the operator's manual.
Design
Main components of the quick-change device

1 Hydraulic cylinder Quick- 3 Left locking pin 6 Right locking pin
change device 4 Hydraulic lines 7 Mechanical indicator
2 Grease nipple 5 Hydraulic cylinder 8 Covering
The quick-change device is also fitted with brackets for holding the working
attachment.
The hydraulic lines 4 lead to the hydraulic cylinder 5 via bulkhead couplings.
The hydraulic cylinder and the locking pins are fitted in a support profile and
protected against dirt and damage by a covering 8.

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Quick-change device (Option)

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18 Attachments, accessories
18.0
Chapter contents
18 Attachments, accessories ................................................. 18.0-1
18.1 Connection dimensions ................................................................18.1-1
18.2 Bucket ...........................................................................................18.2-1
18.3 Forklift ...........................................................................................18.3-1

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Attachments, accessories Service Manual

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Service Manual Attachments, accessories
Connection dimensions
18.1 Connection dimensions

Bucket connection dimensions

1 Tilt-in limit 2 Tilt-out limit

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Bucket arm and Z-bar linkage contour dimensions

1 Tilt-in limit 3 Tilt-out limit on lift arms 4 Tilt-in limit on lift arms
2 Tilt-out limit

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Bucket connection dimensions

1 Tilt-in limit 2 Tilt-out limit

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Bucket arm and Z-bar linkage contour dimensions

1 Tilt-in limit 3 Tilt-out limit on lift arms 4 Tilt-in limit on lift arms
2 Tilt-out limit

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Bucket
Technical data 18.2 Bucket

The bucket is one of a variety of attachments which can be mounted on the
lift arm.
The bucket is attached directly to the lift arm as a standard feature. If the
optional quick-change device is provided, the bucket is attached to this.
The following description refers to the bucket with teeth.
Design
The bottom cutting edge comes in various versions, depending on the
operating conditions.
Design variants include:
– Welded tooth holder with plugged on tooth tips.
– 4-section, reversible cutting blade.
Bucket with teeth

1 Tooth tip 3 Bottom cutting edge
2 Tooth holder 4 Locking pin
The tooth tip 1 is plugged onto the tooth holder 2 and secured with a
traverse locking pin 4.
The tooth holder 2 is welded to the bottom cutting edge 3.

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Bucket

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Forklift
18.3 Forklift
The forklift is one of a variety of attachments which can be mounted on the
Technical data lift arm.
The forklift is either attached directly to the lift arm or via the optional quick-
change device.
The following description refers to the forklift with adjustable prongs.
Design
The forklift consists of the fork carrier and adjustable fork prongs.
Forklift
1 Fork carrier 2 Fork prongs
The fork prongs 2 are attached to the fork carrier 1 and are secured against
slipping with the fork lock on the upper fork hook.

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Forklift

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19 Repair work, troubleshooting
19.0
Chapter contents
19 Repair work, troubleshooting............................................. 19.0-1
19.1 Malfunctions..................................................................................19.1-1
19.1.1 Service code indication on the display ...............................19.1-1
19.1.2 Horn and headlight flasher .................................................19.1-5
19.2 Adjustments using the BODEM software .....................................19.2-1

19.2.1 Installing the BODEM software on a laptop .......................19.2-1
19.2.2 First steps with the BODEM software.................................19.2-2
19.2.3 Using the BODEM software ...............................................19.2-2
19.2.4 Parameter function .............................................................19.2-7
19.2.5 Setting the device type and serial number .........................19.2-8
19.2.6 Setting the operating hours ................................................19.2-9
19.2.7 Changing the cut-in speed of the ride control system ........19.2-9
19.2.8 Setting the 20 km/h or the 40 km/h version........................19.2-9
19.2.9 Calibrating the joystick steering........................................19.2-10
19.3 Troubleshooting for the 2plus2 transfer gear................................19.3-1

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Repair work, troubleshooting Service Manual

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Service Manual Repair work, troubleshooting
Malfunctions
19.1 Malfunctions
Warning and fault messages
Various faults are indicated by the corresponding symbol fields (optically)
or by display instruments on the instrument panel.
Some warning functions are accompanied by acoustic warning signals.
Identifying and correcting faults and errors
Faults can often be traced back to incorrect operation or servicing of the
machine.
Therefore, carefully read the appropriate section of the operator's
manual each time a fault occurs.
Analyse the cause of the fault and correct it immediately.
19.1.1 Service code indication on the display

The microcontroller MC6 monitors many of the machines functions. It
monitors for short circuits, cable rupture, external voltage and incorrect input
and output signals. In addition, the microcontroller continuously checks the
program sequence and communication with the display unit.
Display unit
1 Service code display 2 STOP display
If an error arises when the machine is started or when in use, this is
indicated in the display unit or stored in the error memory.
Error display

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Malfunctions
Keep in mind the following:

The service codes are displayed in the segment field 1
Service codes E11 to E 31 are not indicated by the display unit.
The service codes are stored in the service code memory (starting with
the service code E 60) and can be read by using the BODEM software.
All service codes are accompanied by a single beep.
Symptoms of an error
Every error has a defined symptom. This is specified in the "Effect" column
of the service code table. Limited driving mode is usually still possible.
If errors occur which can damage the machine, the entire machine is shut
down. In the process, neutral travel direction is automatically selected and
the machine coasts to halt. This is indicated by the STOP display 2 in the
display unit.
Make a note of the service code, as it will be deleted from the segment field
of the display unit when the ignition is switched off.
Analyse and rectify the fault.
Service
Effect Cause Remedy
code
Incorrect RAM information for
Operating hours display Replace the control board (CPU)
E 11 operating hours
defective A1
(Fault in the main electronics)
Fan rotating at high speed Check the wiring harness
Cable rupture or short circuit in
E 18 Tractive force reduction Check the temperature sensor
hydraulic oil temperature sensor B8
active (resistance at 20° C 1112 )
Fan rotating at high speed Cable rupture or short circuit in Check the wiring harness
E 19 Tractive force reduction cooling water temperature sensor Check the temperature sensor
active B21 (resistance at 20° C 1112 )
Coolant temperature symbol Cable rupture or short circuit in Check the wiring harness
E 20 field H13 flashes cooling water temperature sensor Check the temperature sensor
continuous warning buzzer B20 (resistance at 20° C 1112 )
Engine oil pressure symbol Engine oil pressure too low or Check the engine oil level,
E 21
field lights up sensor defective pressure and sensor (10 184 )
Engine overheating and
Check the coolant level and the
E 22 coolant level H13 symbol Coolant level too low
level switch B13
field lights up
Brake accumulator pressure Brake accumulator pressure too low Check the accumulator pressure
E 24
symbol field lights up or defective pressure switch (B19) (switching point 90±5 bar)
No display or (display MC-6 not sending data to the control Check the MC-6 master power
E 25
frozen) electronics A1 (CPU) supply
Engine overheating and
Check the temperature sensor
E 26 coolant level H13 symbol Coolant temperature too high (B20)
(resistance at 20° C 1112 )
field flashes
Engine oil pressure symbol Engine oil pressure too low or switch Check the engine oil level and the
E 27
field lights up (B7) defective switch (0.5±0.15 bar)
Check the speed sensor
Diesel engine speed too low
E 30 No effect (Resistance 540 / Frequency at
(below 500 rpm)
2000 min-1 4900 Hz)
Communication problem between Check the connectors on the
No display or (display
E 31 the display unit A13 and the control display unit A13 and the control
frozen)
electronics A1 (CPU) electronics A1
Check the wiring harness, speed
Outputs remain de- Starting condition not fulfilled (ouput
E 60 sensor and output (Resistance
energised speed below 1 km/h)
1050 )

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Malfunctions
Service
Effect Cause Remedy
code
Communication problem between Check the connectors on the
STOP, the machine is shut
E 61 the MC6 master board and the control electronics A1 (CPU) and
down
control electronics A1 (CPU) the MC6
Check the wiring harness, the
Communication problem between
STOP, the machine is shut connectors on the main
E 62 the MC6 master board and the slave
down electronics and the MC6
board
Replace the electronics
Wiring harness, battery,
E 65 No effect Battery voltage below 17 V
check relay K4
Check the wiring harness
E 66 No effect Battery voltage below 17 V
Battery, relay K4 and fuse F15
No signal from the angle sensor or Check the angle and set it to 235
E 67 No inching function
the inching parameter is set to 255 using the BODEM software
Set to 200 mA using BODEM
"Current min Vmax parameter at
E 68 Pump does not retract (Software 4.4. from MC6
800 mA
onwards)
Inch pedal will not return to the 0- Check the inch pedal 0 position,
E 69 Reduced tractive force
position Check the angle
STOP, the machine is shut Faulty current at the control
E 70 Check the proportional valve Y15
down pressure proportional valve Y15
(Resistance: 12-16 )
When the forward travel solenoid
Check the forward solenoid valve
valve Y2 is activated, less than
E 71 Only reverse travel possible Y2
150 mA is flowing or there is no
Resistance: approx. 22 , digital
voltage at the digital output
terminal defective
When the reverse travel solenoid
Check the reverse solenoid valve
valve Y3 is activated, less than 150
E 72 Only forward travel possible Y3
mA is flowing or there is no voltage
Resistance: approx. 22 , digital
at the digital output
terminal defective
Faulty current at the proportional Check the wiring harness
Fixed gear 2 engaged, kick-
E 73 valves Y27 on variable displacement Check the proportional valve Y27
down not possible
motor 1 (Resistance: approx. 22 )
Fixed gear 1 is engaged and
Faulty current at the proportional Check the wiring harness
variable displacement motor
E 74 valves Y28 on variable displacement Check the proportional valve Y28
1 is set to a wide angle to
motor 2 (Resistance: approx. 22 )
prevent overspeed
Travel range A2-3 is Check the wiring harness
Faulty current at the gear solenoid 1
E 75 engaged, kick-down is not Check the gear magnet Y6 1
Y6.1
possible (Resistance 90 - 110 )
Fixed gear 1 is engaged and
variable displacement motor Faulty current at the gear solenoid 2
E 76 Check the gear magnet Y6 2
1 is set to a wide angle to Y6.2
(Resistance 90 - 110 )
prevent overspeed
Faulty current at the gear solenoid 3
E 77 Fixed gear 2 is engaged Check the gear magnet Y6 3
Y6.3
Automatic rear axle brake Faulty current at the rear axle brake
E 78 Check the brake magnet Y16
out of order solenoid Y 16
(Resistance approx. 22 )
Fixed gear 1 is engaged, Voltage at gas potentiometer 0.3 V
E 80 Check the gas pedal angle sensor
travel only via diesel speed outside the set limits
R5 (voltage measurement)
Inching function switched off Voltage at inching potentiometer
E 81 Check the inching pedal angle
over a 20 second ramp 0.3 V outside the set limits
sensor R1 (voltage measurement)

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Malfunctions
Service
Effect Cause Remedy
code
There is an implausible input Check the wiring harness
STOP, the machine is shut
E 83 combination from the travel direction Check the travel direction switch
down
switch and the relays Ka and Kb
The kick-down button has been
The kick-down function is not Free the kick-down button or
E 84 active longer than 2 minutes after
active replace it
starting
Driving is only possible in 1st Check the wiring harness
The diesel engine speed is 0 after
E 85 gear with the motors at the Check the diesel engine speed
having been over 800 rpm
maximum swivel angle sensor B24 (540 ±10 )
Engine speed of variable
Driving is only possible in 1st displacement motor 1 does not Check the wiring harness
E 87 gear with the motors at the match output speed and engine Check the motor 1 speed sensor
maximum swivel angle speed of variable displacement B2 (Resistance 1050 )
motor 2
Engine speed of variable
Driving is only possible in 1st displacement motor 2 does not Check the wiring harness
E 88 gear with the motors at the match output speed and engine Check the motor speed 2 sensor
maximum swivel angle speed of variable displacement B2a (Resistance 1050 )
motor 1
Driving is only possible in 1st The speed of the variable Check the wiring harness
E 89 gear with the motors at the displacement motor is greater than Check the output speed sensor
maximum swivel angle the output speed B1 (resistance 1050 )
Measure the coupling pressure
Excessive engine speed difference
STOP, the machine is shut (19±3 bar), Check the gear
E 90 between output and variable
down solenoids
displacement motors
The machine switches to
neutral. The driver can select The speed of one or both variable The driver has driven downhill too
E 91
the travel direction after the displacement motors is too high fast
speed drops
The power output at the
travel pump is reduced, Current limited on the control Check the cooling system, check
E 92 warning sound every 10 presure proportional valve due to the temperature sensor B8
seconds, each lasting 1 excess hydraulic oil temperature (Resistance at 20° C = 1112 )
second
Initially no effects,later
Variable displacement motor 1 Repair the variable displacement
E 94 overspeed
rotates with couplings 1 and 3 open motor 1 or the coupling 1
Service code 91
Initially no effects,later
Variable displacement motor 2 Repair the variable displacement
E 95 overspeed
rotates with coupling 2 open motor 2 or the coupling 2
Service code 91
The machine switches to Automatic braking due to excess
neutral. The driver can select diesel engine or variable The driver has driven downhill too
E 96
the travel direction after the displacement motor speed for more fast
speed drops than 3 seconds
The output of the travel
Current limited on the control Check the cooling system, check
pump is reduced. There is a
E 97 presure proportional valve due to the temperature sensor B21
1 second beep every
excess coolant temperature (Resistance at 20°C = 1112 )
10 seconds
Shift to neutral, after the
engine speed drops the The driver has driven downhill too
E 98 Excessive diesel engine speed
travel direction can be fast
engaged again
Continued driving is only Check the cooling system and the
E 99 Gear oil temperature over 120°C
possible in fixed gear 1 or 2 temperature sensors B14
Type L564 is selected by MC6 has no device type in the
E A1 Enter using Bodem
default EPROM

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Malfunctions
Service
Effect Cause Remedy
code
Machine stopped, continued
Joystick steering potentiometer Check the wiring harness
E A2 driving only possible with
voltage outside the set range Correct using Bodem
joystick OFF
Conflicting redundant signals at
E A3 driving only possible with Check the wiring harness
joystick potentiometer
joystick OFF
Faulty current via the right joystick Check the proportional solenoid
proportional solenoid and wiring harness
joystick OFF
Faulty current via the left joystick Check the proportional solenoid
proportional solenoid and wiring harness
joystick OFF
Failed deactivation test. (The main
Joystick steering is
E A6 electronics cannot switch off the Replace the power board A12
deactivated
proportional valve current)
Couplings are open.
Complete the correction and set
E B0 Driving is not possible, no Engine current comparison mode
the parameters
hydrostatic brake effect
19.1.2 Horn and headlight flasher

Warning messages accompanied by an acoustic tone or those only
displayed optically, are listed in the table below along with their causes and
remedies.
There are four various types of audible warning signals:
Continuous tone
Interval tone (1 second tone followed by 10 second pause)
Interval tone (2 second tone followed by 3 second pause)
Single 1 second beep
Error signal Cause Remedy

Coolant temperature over 102°C Cleaning the cooling system
(B20) Check the fan speed
Coolant temperature symbol field
Check the temperature sensor B20
(H13) flashes and symbol field
Compare the temperature between
STOP is illuminated, Error in the cooling or electrical
B20 and B21.
continuous warning buzzer system
If the temperature at B21 is too low,
Check the diesel engine thermostat
Coolant temperature symbol field Coolant level too low

Check the coolant level
(H13) flashes and symbol field (B13)
STOP is illuminated, Check the coolant level transmitter
Error in the electrical system
continuous warning buzzer B13
Hydraulic oil temperature over 95°C Cleaning the cooling system

Service code E 92
(B8) Check the fan speed
Hydraulic oil overheating symbol
field (H23) lights up, Check the temperature sensor B8.
Warning buzzer with interval tone Check the wiring to the main
Tone sequence: 1 second tone electronics. Check the working
Fault in the cooling / hydraulic /
followed by 10 seconds pause, hydraulics pressure relief valves
electrical system
The output of the travel pump is (control valve block). Check the
reduced travel hydraulics pressure relief
valves (variable adjustment pump)

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Malfunctions
Error signal Cause Remedy

Service code E 97 Coolant temperature over 97 °C Cleaning the cooling system
Warning buzzer with interval tone (B21) Check the fan speed
Tone sequence: 1 second tone
followed by 10 seconds pause, Check the temperature sensor B21
Error in the electrical system Check the wiring to the main
The output of the travel pump is
reduced electronics
Emergency steering pump check not

successfully completed Check the emergency steering pump
(B3a)
Emergency steering check symbol
Check the pressure switch B3a.
field (H24) lights up
Error in the electrical / hydraulic Check the wiring to the main
system electronics. Check the emergency
steering pump pressure
The emergency steering symbol The emergency steering function is

field (H8) lights up activated when the steering pump
Check the steering pump
Warning buzzer with interval tone fails
Tone sequence: 2 second tone (B3)
followed by 3 seconds pause. Error in the electrical / hydraulic Check the pressure switch B3
After 1 minute: The stop symbol system Check the steering pump standby
field (H36) lights up, pressure
Travel direction is deactivated
Insufficient engine oil pressure

The engine oil pressure symbol Check the oil level
(B7)
field (H4) flashes,
The stop symbol field (H36) lights Error in the diesel engine oil supply Check the pressure relief valve
up,
After 10 seconds continual warning Check the pressure switch B7
buzzer Error in the electrical system Check the wiring to the main
electronics
Gear oil temperature over 120°C

Service code E 99 Clean the gear oil cooler
(B14)
The gear oil overheating symbol
Oil level too high Correct the oil level
field (H14) lights up,
Driving is only possible at a low Check the thermo switch B14
speed (approx. 20km/h) Error in the electrical system Check the wiring to the gear
electronics A2
Start the engine when the diesel

Brake accumulator pressure too low
engine runs, the brake accumulators
The accumulator pressure symbol (B19)
will be filled
field (H19) lights up,
Check the pressure switch B19
No travel direction can be selected,
Check the wiring to the main
After 2 minutes continual warning Error in the electrical / hydraulic
electronics
buzzer system
Check the accumulator charge valve
Check the gear pump
The battery charge indicator symbol Torn V-belt Fit a new V-belt
field (H6) lights up, Repair the alternator
The parking brake cannot be Defective alternator Check the wiring to the main
released electronics
The service code segment display

(P7) indicates the service code Refer to the service code tables
Single 1 second beep

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Adjustments using the BODEM software
19.2 Adjustments using the BODEM

software
In the following descriptions, any displays or entries on the laptop are shown
in bold italic (dark blue) letters, for example Show process data.
Explanation of terms:
Parameter = a value which can be set, such as the variable
displacement motor current
Process data = a value which can be read, such as the diesel engine
speed
19.2.1 Installing the BODEM software on a laptop

The following section describes the steps for installation.
Procedure
Shut down and switch off the laptop.
Plug the dongle into the printer port LPT 1.
Start the laptop again (the laptop will detect the dongle while booting up).
Put the BODEM CD in the drive
Open the DEUTSCH or ENGLISH folder as required. Start the
installation by doubleclicking the file SETUP.EXE .
Follow the instructions on the screen as the software is installed.

Once you have followed all the instructions on the screen, you can start
BODEM for the first time.
If there are problems with the dongle, install the driver CBN_DRV.EXE .

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19.2.2 First steps with the BODEM software

The BODEM software first starts in demo mode. In the demo version, you
can perform the first steps without the laptop being connected to the
microcontroller.
In the following description you will find some hints on using BODEM.
Detailed descriptions of all BODEM functions can be found in the Help menu
when you click Index.
Procedure
Select the Start menu, then Programs and click the Bodem 2 icon
BODEM starts.
By selecting the File menu, then Language you can select the program
and microcontroller if required. Click OK to confirm.
Now you can click the various icons. By doing this, you can get to know
various program functions in the demo version.
Note: The demo version does not cover all the functions on the wheel
loader.
Once you have familiarised yourself with BODEM, you can convert the
program for actual use.
Open the File menu, select Interface, click the COM 1 serial interface
and click OK to confirm.
19.2.3 Using the BODEM software

The main functions of the BODEM software are as follows:
Establishing a connection to the microcontroller
Showing process data in numerical form
Showing process data in diagram form
Displaying error messages
Setting parameters on the machine
Displaying all set parameters in a text file
The various functions are briefly described below.
Establishing a connection to the microcontroller
When the connection to the microcontroller is established, BODEM sends a
great quantity of data to the microcontroller.
Plug the dongle into the printer port LPT 1.
Plug the BODEM connector cable into the machine and the laptop.
Turn on the starter switch of the machine.
Select the Start menu, then Programs and click the Bodem 2 icon
BODEM starts.
If you perform these steps in the order described, the connection to the
machine will be automatically set up.
If you turn on the starter switch of the machine after you have started the
program, you can establish a connection to the microcontroller by clicking
the Connect icon.
Note: If you turn off the starter switch, the connection to the microcontroller
is cut.

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Showing process data in numerical form

The Show process data function allows you to see all the current process
data. This function is very useful for troubleshooting on the machine.
Click the Show process data icon.
A window now appears, showing all the process data. You can view further
process data by using the scroll bar on the side.
Dig input1 and Dig input2 are shown with a long sequence of digits (e.g.
000001001100).
Each digit refers to a digital input with a specific function. If the function is
actuated (button, switch, pressure switch etc.), the value changes from 0 to
1. This enables you to see if the signal is also being directed to the
microcontroller.
The digital inputs have the following functions:
000001001100 Dig inputs1
Forward travel direction switch A
Reverse travel direction switch A
Forward travel direction switch B
Reverse travel direction switch B
Voltage terminal 61+
Parking brake button
Parking brake CANBUS
Parking brake signal calculated from CANBUS
Tractive force adjustment button
Kick-down button
Tempomat button
Ride control button
Note: Depending on the position of the travel direction switch Neutral /
Forward / Reverse the combination of the last four digits is ..1100 /
..1001 / ..0110.

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000000000000 Dig inputs2

Control lever joystick steering, right
Control lever joystick steering, left
Thermo switch for gear oil temperature
Inductive switch on arm rest for joystick steering
Joystick steering button
Joystick steering activated (button on arm rest)
Working hydraulics lockout button
Emergency steering check pressure switch
Emergency steering pressure switch
Emergency steering pump thermo switch
Emergency steering pump button
Unassigned input
Showing process data in diagram form
Using the Process data graphic over time function, you can see the
various process data in the form of a graph. This function is very useful for
troubleshooting on the machine.
Click the Process data graphic over time icon.
Select the process data you require in the Configuration process data
display window.
Note: The more process data you select, the slower the scan rate.
In the Scale area, we recommend that you select the Min and Max
values of the Y axis for each type of process data and click OK to
confirm.
Now the Process data graphic over time window appears. Along the
vertical axis Y, you can see the selected process data for each unit. The
horizontal axis X shows the time in 500 ms units.
Click the Start button.
You can halt the graph by clicking the Stop button. The data logger function
allows you to record the graph over a specified period. Click OK to exit the
window.

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Displaying error messages

The Error messages function allows you to see current and stored error
messages.
Click the Error messages icon.
70 Solenoid pump 70 Solenoid pump

67 Inching off 91 Overspeed mot
80 Sensor accell
Only those error messages which are stored in the microcontroller (from
error message 60 onwards) are displayed.
All error messages are stored in the secondary error memory of the control
electronics (CPU) - A1. These error messages can only be ready with the
Hyperterminal software, available as of September 2004.
Setting parameters on the machine
To set the various parameters, first select the parameters, and if necessary,
process data, in the Configure parameters window.
Click the Parameters and process data icon.
If the Parameters with process data window appears, then click the Conf.
button to open the Configure parameters window.

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If necessary, remove any previously selected parameters and process

data by clicking Cancel all.
Select the parameters and process data you require by clicking them,
and then click OK to confirm.
Displaying all set parameters in a text file
Using the Parameters as text file function, you can display all the set
parameters in a text file. You can save the text file as a test log or print it out.
It also has the advantage that you can check all the parameters after
finishing the adjustments.
Click the Parameters and process data icon.
In the window which then appears, choose a name for the text file. Enter
the name, for example 463-1234.PAR.
Then click OK to confirm.
Now all the parameters appear in the form of a text file. You can also enter
additional information, such as the device type and serial number, in this text
file.

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19.2.4 Parameter function

The table below lists all the parameters which can be adjusted by LH
customer service.
Some of the parameters have a detailed description in this manual (see the
"Chapter" column).
If the Chapter column contains the entry "Standard", then this is the default
setting for the parameter. These set values should not be changed.
No. Parameter Parameter function Chapter

1 calibrate 2 / Country Code For setting the international-version, Italian-version or -
USA-version.
2 calibrate 2 / Auto Eng Stop For setting the automatic engine shut-off after a certain -
idling period
3 Motor Currents / Motor 1 min For setting the minimum current at variable displacement 3.6.14
motor 1
4 Motor Currents / Motor 1 max For setting the maximum current at variable displacement 3.6.13
motor 1
5 Motor Currents / Motor 2 min For setting the minimum current at variable displacement 3.6.14
motor 2
6 Motor Currents / Motor 2 max For setting the maximum current at variable displacement 3.6.13
motor 2
7 Motor Currents / 20 km/h Limit For setting the 20 km/h speed limit 19.2.8
8 Motor Currents / Calibr. Motors Adjustment mode for setting the variable displacement 3.6.14
motors
9 Motor Currents / LFD v on For setting the cut-in speed for ride control 19.2.7
10 regulator pump / reg pump on off For switching variable displacement pump power limiting Standard
control on and off
11 regulator M+load / Mo P-value For switching variable displacement pump power limiting Standard
control on and off
12 regulator M+load / D dump 2130 For setting diesel engine suppression for the variable Standard
displacement motor power limiting control
13 regulator M+load / LoadFactP For setting the factor of the power limiting control variable Standard
displacement pump (Distance to the power limiting
control variable displacement motors)
14 Block curve / RPM Reg. Begin For setting the speed at which the control pressure Standard
proportional valve on the variable displacement pump is
energised
15 Block curve / Current 950 For setting the block curve at 950 min-1 3.6.10
18 Block curve / Current max rp For setting the speed at which the maximum current at Standard
which the control pressure proportional value on the
variable displacement pump is reached
19 Block curve / Currentmax DRE For setting the maximum current at which the control Standard
pressure proportional value on the variable displacement
pump
20 Calibrate 1 / Pot Accelpedal For calibrating the gas pedal angle sensor 3.6.7
21 Calibrate 1 / Pot Inching pedal For calibrating the inch pedal angle sensor 3.6.6
22 Calibrate 1 / Engine charac For recording the engine characteristics 3.6.8
23 Calibrate 1 / Service- Code For entering service codes for LH inspectors -
24 Calibrate 1 / Loadertype For selecting the loader types in the microcontroller 19.2.5
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No. Parameter Parameter function Chapter

25 Calibrate 1 / Serial No. For setting the serial numbers in the microcontroller 19.2.5
26 Calibrate 1 / operating hours. For setting the operating hours in the control electronics 19.2.6
27 Calibrate 1 / error read Command to read the error memory in the control -
electronics A1 using the Hyperterminal software
28 3>2 modulation / C2 no Throttle For setting the rapid fill phase in coupling 2 Standard
29 2>1 modulation / C1 no Throttle For setting the rapid fill phase in coupling 1 Standard
30 Inching / On Off For switching the inching function on and off -
31 Current fan / fixed current For standardising a fixed current to the fan motor -
proportional value for testing the cooling system
32 Current fan / I Top drag For setting the top drag speed on the fan motor Standard
proportional valve
33 Current fan / Current min For setting the minimum current (rated fan speed) on the Standard
fan motor proportional valve
34 Steer Joy 1 / On Off Joystick steering on/off (0 = off, 1 = on) -
35 Steer Joy 1 / Joystick calib For calibrating the left and right joystick steering -
potentiometer
36 Steer Joy 1 / Joystick calib For calibrating the joystick steering centre position -
potentiometer
37 Various / Inch-canals For setting the angle sensor - inching -
Note: After replacing or repairing various components, some parameters
have to be reset.
Reset parameter
No. Part replaced or repaired
no.
1 Travel hydraulics variable displacement pump 15, 16, 17
2 Variable displacement motors 3, 4, 5, 6
3 Any alteration to the gas pedal bowden cable, 20, 22
gas pedal angle sensor or diesel engine speed
4 Inch pedal angle sensor 21
5 Microcontroller (MC6) - A2 3, 4, 5, 6, 15, 16,
17, 20, 21, 22
6 Control electronics (CPU) - A1 24, 25, 26
19.2.5 Setting the device type and serial number

If the microcontroller is replaced, the loader type and serial number have to
be set.
Note: Entering the wrong loader type will cause the machine to
malfunction.
Procedure
Select the parameters shown below in the Parameters with Processdata
window.
Select the loader type, enter the serial number of the machine and click
OK to save the data.
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19.2.6 Setting the operating hours

The operating hours of the machine are saved in the EPROM of the main
electronics. If the main electronics are replaced, the operating hours can be
reset using BODEM.
Note: With the displacement of the bar the operating hours are already
saved. After being saved the operating hours cannot be reduced
anymore.
Procedure
window.
Enter the operating hours of the machine in the window (arrow) and click
OK to save the data.
The operating hours are stored in the EPROM of the control electronics
(CPU) A1.
19.2.7 Changing the cut-in speed of the ride control system

If the customer wishes, the cut-in speed for the ride control system can be
altered from 0 to 15 km/h (dont set below 5 km/h!).
The number 91 means 9.1 km/h and is the default setting.
Procedure
menu.
Alter the speed as required and click OK to save the data.
19.2.8 Setting the 20 km/h or the 40 km/h version

The machine can be converted to a 20 km/h version using BODEM.
If the parameter is set to 13524, the machine can travel at 40 km/h. At any
other value, it can only travel at 20 km/h.
Procedure
menu.
Edit the value 13524 according to the customer's wishes and click OK to
save the 20 km/h version.
Note: The 40 km/h version is only allowed on the written request of the
customer.

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19.2.9 Calibrating the joystick steering

Joystick steering is available as an option.
If joystick steering is retrofitted, or during 1000 hour services, the
potentiometers must be calibrated.
Procedure
menu.
Set the On Off parameter to 1 this activates joystick steering.

For the Joyst.calib parameter, click the Calibrate... button the
window for calibrating the left and right potentiometers appears.
0,85
0,85
Move the control lever for joystick steering as far as it will go, set the
minimum and maximum values using the respective buttons and click
OK to save them.
For the Joyst.calib parameter, click the Calibrate... button the
window for calibrating the middle position appears.
2,41 V
2,41 V
With the control lever for joystick steering not actuated, click Set actual
value and then OK to save the setting.
Quit the Parameters with process data window by clicking OK all
data is saved.
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Troubleshooting
19.3 Troubleshooting for the 2plus2 transfer

gear
Basic function
The following information is intended to help you locate faults in the 2plus2
transfer gear.
When performing troubleshooting, keep in mind that the gearbox is only one
part of the travel drive. Therefore the travel drive will only work properly if all
the other drive components are correctly fitted and in working order.
Therefore, the travel drive must be considered as a whole system during
troubleshooting.
Preparations for troubleshooting
The inspection described below should only be carried out once adjustments
have been made to the travel hydraulics in accordance with the adjustment
log (see sections 3.3. and 3.6).
Note: The gear oil temperature must be between 60°C and 80°C in order
to take accurate measurements. Never take measurements when
the oil is cold.
Also make sure that the gear oil level is correct, otherwise the couplings may
slip or may not close properly.
Check the coupling pressure, accumulator pressure, lubricating pressure
and servo pressure as required.
For a description of the gearbox, including the hydraulic system, see
Chapter 11.
Control valve block

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Troubleshooting
Technical data
P Operating pressure to the filter 20 ±3 bar
A Coupling pressure 19 ±2 bar
B Pressure to the oil cooler 3 ±1.5 bar
C Gear oil operating temperature 60 - 80 °C
D lubrication oil pressure 2 ±1 bar
E Servo pressure 9 ±2 bar
K1 Coupling pressure 19 ±2 bar
Diagram of the hydraulic gearbox control unit

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Liebherr l544 - l580 2plus2 Service Manual

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en

Dr. Hans Liebherr – Straße 4

1.1 Safety regulations ...........................................................................1.1-1

1.2 Special tools for maintenance and repair work...............................1.2-1

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1.1 Safety regulations

2. Observance of these instructions does not relieve you of the

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1.1.2 Overview of safety regulations

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1.2 Special tools for maintenance and

1.2.2 Special tools for Liebherr diesel engines

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1.2.3 Special tools for the hydraulic cylinders

1.2.4 Special electrical tools

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1.2.5 Special tools for axles

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Driver, 43R grease seal & oil

1.2.6 Special tools for the transfer gear

1.2.7 Central lubrication system

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1.2.8 Special tools for the air conditioning system

1.2.9 Special tools for the cab windows

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2.1 Technical data ................................................................................2.1-1

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2.1 Technical data

Wheel loader with Z-bar lift arms

Description Value Unit

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Wheel loader with Z-bar lift arms

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Wheel loader with Z-bar lift arms

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Wheel loader with Z-bar lift arms

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2.1.2 Diesel engine, pump distributor gear

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Description Value Unit

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