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SERVICE MANUAL
Tigercat 860/870/L870 FELLER BUNCHER
TABLE OF CONTENTS ISSUE 3.0, MAY 2004
SECTION
INTRODUCTION............................................................................................................... ii
NON-APPROVED FIELD PRODUCT CHANGES ........................................................... iii
SAFETY ............................................................................................................................ 1
USING HIGH SPEED DISC SAWS SAFELY ......................... APPENDIX TO SECTION 1
CONTROLS AND OPERATION ........................... See separate OPERATOR'S MANUAL
LUBRICATION AND MAINTENANCE .............................................................................. 3
HYDRAULIC SYSTEM/ LOAD SENSE CONTROL .......................................................... 4
PILOT SYSTEM ................................................................................................................ 5
ELECTRICAL, GAUGES AND ALARMS .......................................................................... 6
ENGINE START AND STOP ............................................................................................ 7
ENGINE ANTI-STALL ....................................................................................................... 9
TRACK DRIVE ................................................................................................................ 11
BOOM FUNCTIONS ....................................................................................................... 12
LEVELLING ..................................................................................................................... 13
SWING ............................................................................................................................ 15
SAW DRIVE .................................................................................................................... 17
WRIST AND CLAMPS .................................................................................................... 18
860-SM00
860/870 Feller Buncher Available Literature

Tigercat
®
Operator's Manual, Spanish ................ Part No. 19725A
Operator's Manual, English ................. Part No. 9049A
Operator's Manual, French .................. Part No. 10439A Tigercat Industries Inc.
Operator's Manual, Portuguese .......... Part No. 17404A P.O. Box 544
Service Manual English ....................... Part No. 9037A Paris, Ontario
860 Parts Catalog ................................ Part No. 9255A Canada N3L 3T6
870/L870 Parts Catalog ....................... Part No. 14675A
Hydraulic Adapters Book ..................... Part No. 1472A
Tel: (519) 442-1000 Fax: (519) 442-1855
Hydraulic Hose Assemblies Book ....... Part No. 3707A
Tigercat 860/870/L870 feller buncher
Tigercat 860/870/L870 Feller Buncher Introduction
INTRODUCTION
An Operator's manual, Service manual and a Parts catalog are made available by Tigercat to assist the
dealer, customer and operator in becoming familiar with the features of the 860/870/L870 Feller Bunchers
Serial numbers:-
8600501 to 8600999; 86011001 to86011449
8700101 to 8700499; 87011001 to 87011449
If configured as an L870 Leveller:-
870T0131 to 870T0449; 87021001 to 87021449.
The operator's manual will assist the operator with the techniques of proper and safe operation of the 870B
Feller Buncher. There is also important information regarding the safe operation of the saw head. The
service manual contains safety and servicing procedures and a preventive maintenance schedule to ensure
optimum machine performance.
Section 1 in both the operator's manual and the service manual contains safety information that must be
followed. As well, throughout the rest of the manuals, WARNING and CAUTION notices are displayed
where necessary, drawing attention to possible hazards when performing certain procedures.
Only trained personnel should be allowed to operate or work on the machine.
The information contained in this manual is current at time of printing. Improvements to the machine are
on-going and may not be covered, therefore in these cases contact your Tigercat dealer for the appropriate
information.
The phrase “and up” appearing in this manual after the serial number implies that the related information is
current for any machine serial number HIGHER than the serial number preceding the “and up”.
Tigercat reserves the right to make changes to the machine after this manual release date that may not
immediately appear in this manual.
Every effort is made to send out updates on a regular basis. If the machine in question was built after the
release date of this manual and there is a discrepancy, call Tigercat service department. The release date
appears on the first page.
The Company reserves the right to change information contained herein at any time without prior notice.
Tigercat Industries Inc.
860-01
ii
NON-APPROVED FIELD PRODUCT CHANGES
The installation of any unauthorized attachment or changes made of any kind to this Tigercat product
could affect the product's ability to perform as originally intended. The product's integrity, stability and it's
ability to perform safely could be at serious risk.
IT IS Tigercat POLICY THAT NO CHANGES ARE TO BE MADE TO ITS PRODUCTS INCLUDING
DELETIONS OR ADDITIONS OTHER THAN A Tigercat APPROVED OPTION FITTED IN THE
FACTORY APPROVED MANNER.
Official approval to make changes or install options is only to be undertaken as follows:
i) The relevant options for that product must be shown or listed on current Tigercat documentation or
literature such as a printed specification sheet, price list, parts manual, or product literature issued by
Tigercat.
ii) Approved options or product changes authorized in writing by the Tigercat Engineering Manager.
AUTHORIZATION BY ANY OTHER PERSON IS UNACCEPTABLE.
Unauthorized changes made or contributed to by a person or organization may result in creating a
dangerous situation and therefore the person or organization will be considered to have assumed the risk
involved or be negligent in having created this situation.
Weight is an important factor when considering the addition of options or an attachment, Refer to your
Tigercat distributor for information on maximum permissible operating weight and the effect the addition
of various options may have on your machine.
Tigercat will not be held responsible for any situation that may arise resulting from Non-approved Field
Product Changes to its product.
Should Tigercat become involved in a dispute resulting from changes made to the product without proper
authorization by Tigercat as stated above, Tigercat will take whatever action is appropriate to protect its
interests.
The product warranty policy and the certification on any safety items installed on the modified product will
become NULL and VOID if the above policy is not adhered to as specified.
Non-approved product changes also nullify warranties given to Tigercat by its component manufacturers.
iii
iv
Tigercat 860/870/L870 Feller Buncher
SECTION 1 - SAFETY
MAY 2004
Read and understand this Safety section prior to operating any equipment.
Read and understand all manuals for any attachments or accessories.
CONTENTS - SECTION 1
BATTERY DISCONNECT SWITCH .............................................................. 1.9
CAB EXITS .................................................................................................... 1.6
COOLING SYSTEM ..................................................................................... 1.12
EMERGENCY CAB EXITS ............................................................................ 1.6
ENGINE DOORS ......................................................................................... 1.12
ER BOOM SYSTEM PRECAUTIONS .......................................................... 1.13
EXHAUST FUMES ....................................................................................... 1.14
FELLING TREES ........................................................................................... 1.9
FIRE PREVENTION
FIRE PREVENTION GUIDELINES .......................................................... 1.14
WHAT ELSE TO DO BEFORE YOU EXPERIENCE A FIRE ................... 1.15
WHAT TO DO AFTER A FIRE ................................................................. 1.16
WHAT TO DO IN CASE OF A MACHINE FIRE ....................................... 1.16
FIRST AID ...................................................................................................... 1.4
FLUID LEAKS .............................................................................................. 1.11
HYDRAULIC PRESSURE HAZARD ............................................................ 1.12
LEVELLING MACHINE PRECAUTIONS ..................................................... 1.13
LOOSE CLOTHING HAZARD ..................................................................... 1.12
PARKING HAZARDS ..................................................................................... 1.9
PROTECTIVE CLOTHING ............................................................................. 1.3
SAFETY INTERLOCK SWITCHES ON LEFT ARM REST ............................ 1.7
SAFETY PRECAUTIONS, GENERAL ........................................................... 1.3
SAFETY PRECAUTIONS, OPERATING ....................................................... 1.6
SAFETY PRECAUTIONS, SERVICING ....................................................... 1.10
SAFETY SYMBOLS ....................................................................................... 1.2
SIGNAL WORDS ........................................................................................... 1.2
WELDING, PRIOR TO ................................................................................. 1.11
Tigercat 860/870/L870 Feller Buncher Safety
SAFETY SYMBOLS
This safety alert symbol means ATTENTION!

BECOME ALERT! YOUR SAFETY IS INVOLVED!
The safety alert symbol identifies important safety
messages on machines, safety signs, in manuals,
or elsewhere. When you see this symbol, be alert
to the possibility of personal injury or death.
Follow the instructions in the safety message.
Understanding Signal Words
DANGER
DANGER identifies the most serious hazards

where failure to follow listed procedures would
result in a high probability of death or serious
injury.
WARNING
WARNING denotes a hazard exists which can

result in serious injury or death if proper
precautions are not taken.
CAUTION
CAUTION is used in areas where failure to follow

listed procedures may cause personal injury,
component damage or subsequent malfunction.
IMPORTANT
IMPORTANT is used to focus attention on items

that should be checked, controlled, adjusted or
cleaned to ensure the efficiency and long term
operation of the machine.
1.2
GENERAL KEEP BACK

SAFETY PRECAUTIONS 500 FEET
Remember that safety is a prime responsibility of
When approaching an operating machine on foot,
all.
stay at least 500 feet (150M) away until the
To minimize the risks and promote safety at all operator recognizes your presence. Make sure
times, this section of the operator’s manual details a that all harvesting equipment is shut down before
number of safety rules which should always be advancing to the machine.
followed and obeyed.
Study all the safety messages in this manual and on DANGER
the labels on the machine carefully.
ROTATING SAW
Follow all instructions from safety inspector and The safety of persons outside the cab is the
supervisors. responsibility of the machine operator.
WARNING
The saw guard must be installed when
working on the saw motor hydraulic circuit
or when the saw head is not being used.
Before installing or removing the saw
guard or locking bolt, saw blade must be
at a complete stop and engine must be
shut down.
Always avoid the discharge side of a felling

You must be fully trained to operate this piece of sawhead. A sawhead's high-velocity discharge of
equipment. Know the capabilities and the debris requires a safe separation distance.
limitations of the equipment. Learn the most
efficient operating techniques.
Do not let untrained persons operate the machine.
Wear a suitable hearing protective device such as

earmuffs or earplugs to protect against noise.
Prolonged exposure to loud noise can cause
impairment or loss of hearing.
Use the handrails and steps provided when
Use recommended protective clothing and safety mounting and dismounting from the machine.
devices such as gloves, safety boots, safety hat,
Do not climb onto or jump off the machine at any
goggles, and ear protection when necessary.
time.
These safety rules highlight both general and
specific measures that the operator should be Do not try to climb onto or off a moving machine.
familiar with and adhere to. More specific
Do not use the seat armrest or joystick as handle
measures are illustrated with pictograms which may
when entering or leaving the cab.
also be attached to the machine in locations
pertinent to their respective message. Keep safety Do not use the machine foot controls as steps.
labels in good condition. Repair or replace damaged
labels.
1.3
Do not operate the machine with any defective or
GENERAL SAFETY PRECAUTIONS inoperable components.
CONTINUED Check all fluid levels.
When mounting or dismounting the machine Do not operate the machine with any of the
always use the 3 point technique; use one hand exhaust system, safety covers, or other devices
with 2 feet or 2 hands with 1 foot. removed.
Keep a first aid kit in an easily accessible location
on the vehicle at all times.
Avoid mounting or dismounting the machine in

areas with slippery surfaces. If this is not Safety Hazards - Viton Seals
possible, clean up or cover slippery surfaces with O-rings and other seals manufactured of Viton
a non-slip material. material (fluofine rubber) produce a highly
corrosive acid (Hydofluoric) when subjected to
temperatures above. 600°f (315°c).
This contamination can have extreme
consequences on human tissue since it is almost
impossible to remove after contact.
The following procedures are recommended when
inspecting equipment that has been subjected to
high temperatures such as fire:
• Visually inspect any seals or gaskets which
Machines should be completely cleaned of debris have suffered from heat; they will appear
at least daily, particularly around the engine black and sticky.
exhaust components. Hydraulic oil leaks, excess • If these are found, Do Not Touch!!!
grease, fuel and oil accumulation (including
spillage) should be eliminated immediately. • Determine the material composition of any
seals or gaskets, If fluro-elastomer seals
Maintain a clean cab interior, clear away trash or (Viton, fluorel, or tecmoflon) have been used,
debris. the affected area must be decontaminated
Machine should be washed completely at every before undertaking further work. Natural
major service. rubber and nitrile materials are not hazardous.
Inspect the machine daily for signs of damage or • Disposable heavy duty gloves (neoprene)
unusual wear, to structures. must be worn and the affected area
decontaminated by washing thoroughly with
Check for fluid leaks, or faulty operation. Repair limewater (Calcium Hydroxide solution).
or replace malfunctioning parts and systems
immediately. • Any cloths, residue and gloves must be safely
discarded after use.
Check windows and door guards for damage.
NOTE:
Check protective windows for cracks, a damaged
window has reduced strength to stop flying Burning discarded items is not recommended
objects. except in an approved incineration process where
the dangerous products are treated by alkaline
Check windows for scratching, crazing and scrubbing.
cloudiness that could impair clear visibility all
round the machine. Maintain a charged fire extinguisher on the vehicle
at all times and KNOW HOW TO USE IT.
1.4
GENERAL SAFETY PRECAUTIONS WARNING
WARNING
CONTINUED
Engine exhaust, some of its constituents, and
Do not carry passengers either in the cab or certain vehicle components contain or emit
anywhere else on the machine. The vehicle is chemicals known to the State of California to
provided and approved with seating for the cause cancer and birth defects or other
operator only. reproductive harm.
Do not allow anyone to operate the machine who
may not be physically fit or who may be under the WARNING
WARNING
influence of alcohol or drugs. Battery posts, terminals and related accessories
When moving the machine, watch that enough contain lead and lead compounds.
clearance is available on both sides and above Wash hands after handling.
the machine or any of its attachments. Extra
clearance may be required particularly where the
ground is uneven.
Approach with extreme caution any area where
overhanging electrical power lines are present.
Serious injury or death by electrocution can result
if the machine or any of its attachments are not
kept a safe distance from these lines.
Maintain a distance of 10 ft. (3m) between the
machine or boom and any power line carrying up
to 50,000 volts or less plus 1/2 inch (10mm) for
each addition 1,000 volts above the 50,000 volt
level.
If State/Provincial, local or job site regulations
require even greater safety distances than stated
above, adhere strictly to these regulations for your
own protection.
If the machine must be transported, make sure
that it is adequately secured to the transporting
vehicle.
Comply with instructions in this manual and also
your company’s regulations for the operation of
this machine.
Read, understand and follow all general safety
precautions specified by felling head
manufacturer.
1.5
CAB EXITS
OPERATING There are three ways to exit the cab in case of an
SAFETY PRECAUTIONS emergency.
1. Side door, this is also the main point of entry
and is the only door that should be used
under normal operating conditions to enter or
leave the cab.
2. Rear window, should be used for emergency
exits only.
3. Skylight , this is a third cab exit for use if the
side door or rear window exits become
blocked.
Shut off engine when refuelling - DO NOT refuel
the engine while smoking or near open flame or It is important that the operator of the machine
sparks. be familiar with these emergency exits and how to
use them.
Check that no other personnel have moved into a
hazardous area before starting the machine. All three exits should be checked to make sure
that they are operational and will function in an
Sound the machine horn before starting the emergency.
machine.
For additional information, refer to EMERGENCY
The operator’s seat is equipped with lap and EXITS in SECTION 2 of the OPERATOR'S
shoulder harness belts. Use either of these MANUAL.
restraint system at all times when operating the
machine. Do not open/remove an escape hatch, skylight or
the cab door to increase ventilation when
operating the machine.
Start the engine according to the instructions in

this manual. Refer to OPERATING MACHINE in
SECTION 2 of the OPERATOR'S MANUAL.
Never use a liquid starting aid to start an
engine.
WARNING
Before moving the machine to the work site,

check to ensure that all doors, panels, and
access covers are installed properly and secured.
1.6
OPERATING SAFETY PRECAUTIONS
CONTINUED
SAFETY INTERLOCK SWITCH ON LEFT ARMREST:
The left arm rest is equipped with a safety
interlock switch to prevent the machine from
being operated while the armrest is in the raised
position (pilot system is shut off).
NOTE: The engine can be started but the Keep the cab door closed when driving or steering
machine functions cannot be operated with the the machine to prevent accidental entry of
left arm rest up. branches and debris into the cab.
Keep the cab doors closed and use seat belt
PILOT SYSTEM when driving or steering the machine to prevent
SHUT OFF SWITCH
being thrown from the operator's cab.
Secure loose items in the cab.
Prior to commencing work, check all equipment
controls to ensure that the machine responds
correctly.
• Make sure that all safety screens and guards
including the skylight are installed and properly
secured.
Felling operations should only be performed from
LEFT ARM REST IN "UP" POSITION the operator's seat.
377-17A AND LIMIT SWITCH "OFF"
Always rest the felling attachment on the ground
when operation is stopped, regardless if the
engine is running or shut off.
When the engine is running, DO NOT allow
anyone in areas of the machine where they may
be crushed by moving components.
LEFT ARM REST IN "DOWN"

377-18A POSITION AND LIMIT SWITCH "ON"
To operate:
With the engine running and the left arm rest
DOWN, push the pilot reset switch.
Once the safety interlock system has been Maintain a safe operating distance between the
activated, the safety of both the operator and machine and other personnel. Never operate the
all persons outside the cab becomes the boom or attachment over the heads of
responsibility of the operator. bystanders.
The left arm rest safety interlock switch (pilot
system shut off limit switch) and the pilot
reset switch are a safety feature and their
function must not be defeated in any way.
1.7
CONTINUED
If saw guard has been installed, DO NOT
REMOVE until at the cutting site. Remove guard
before starting engine.
Do not turn on saw blade until machine is at
cutting site.
Never travel near co-workers or other pieces of
equipment with saw blade turning.
Do not allow people or other pieces of equipment
near the felling operation.
Use only prearranged and approved signalling
practices.
Operate the machine only from a seated position
in the operator’s seat.
Watch for ground hazards such as metal debris,
wire fencing or rocks.
When travelling position felling head and boom
accordingly so as not to impair vision.
If vision is limited by dust, smoke, fog, rain or
snow, stop the machine until visibility is restored.
CAUTION
Do not open cab doors or window screens
when machine is on a slope. The doors and
screens are heavy and could swing out with
considerable force.
When working on slopes, travel straight up or
down the slope to prevent roll-over.
NEVER travel across a STEEP slope or side hill:
• As logs are added to the accumulator pocket
the handling and the stability of the machine
will change.
• To avoid tip over, keep the felling head as low
as possible to maintain a low center of gravity.
• Always be prepared to dump the load in case
of an emergency.
• Do not overload the machine as this can
create an unstable condition and cause a roll-
over.
1.8
Never work alone. Regularly inform other crew
members of your intentions, location and length of
CONTINUED
time to perform duties.
FELLING TREES Stop the saw blade before leaving the cutting
Pieces of wood, debris from the ground and even area. NOTE: The saw blade will continue to free
teeth separating from the saw blade become wheel for several minutes after the saw switch
potentially dangerous missiles when thrown from has been turned OFF.
these machines.
To stop the blade from rotating, CAREFULLY
Inspect saw teeth, tooth retaining bolts, saw disc lower the saw blade onto a stump. This should be
and felling head assembly. done gently to prevent unnecessary loading of the
Ensure that all saw tooth retaining bolts are at saw blade, saw housing and bearings.
correct torque value. Refer to attachment manual Park machine at least 50 feet (15 meters) away
for correct values. from other equipment and in a cleared area. In
Replace all worn saw teeth or rotate worn teeth to the event of a fire, this distance will minimize the
align unused cutting tips. chance of the fire spreading to other equipment.
Always replace saw tooth retaining bolts when Before leaving operator's cab, lower the felling
replacing saw teeth. attachment onto the ground.
Inspect saw disc for stress cracks and that saw disc If out of the operator's cab for an extended period
does not wobble due to worn saw shaft bearings. shut the machine off.
Never start the machine if saw blade has missing When parking the machine;
teeth, teeth retaining bolts or a bent saw disc. • Park on level ground only and engage the
Shut down machine immediately if vibration occurs swing brake.
during cutting. • Do not park on a hillside or incline.
Check that the saw discharge area is clear and • Lower felling attachment onto level ground.
undamaged.
• Stop the engine.
When moving from tree to tree with the saw blade
turning, take care not to make contact with other • Turn the master disconnect switch off if the
vegetation or debris. vehicle is to be parked for an extended period
of time (Example - overnight).
Do not over load felling head.
Work within your operating skills, do not attempt to
cut down a tree that is too large for the felling head.
F
OF ON
Operate so that the chip discharge area of the felling
head (where applicable) is not directed at people,
livestock, buildings or other machines.
When cutting, properly position felling head in front
of tree and have saw blade running at full rpm.
Always know and control the direction the tree will
fall to prevent injury to co-workers or damage other When transporting the machine watch that
vehicles. enough clearance is available on both sides and
above the machine or any of its attachments to
When backing away from a cut, watch out for
avoid contact with power or telephone lines,
obstacles in your path.
bridge structures, etc.
Always travel with felling head as close to the
Before transporting the machine check to ensure
ground as possible, never elevate the felling head
that all doors, panels and access covers are
unless necessary.
installed properly and secured. Improperly
Never use this machine to clear a logging deck on a secured doors or panels pose a serious danger to
new tract of timber when the rest of the equipment pedestrians and other vehicles.
and operator's are also moving in. Pre-plan to clear
decks in advance before other equipment arrives.
1.9
SERVICING
SAFETY PRECAUTIONS
Conduct maintenance inspections at least as

frequently as recommended in section 3 of the
OPERATOR'S MANUAL.
When servicing or repairing equipment, shut the
engine down. Turn Master Disconnect switch
OFF.
Install a “DO NOT START ENGINE” sign on the
operator’s cab door and in the engine
compartment when making repairs to the
machine.
Before performing maintenance or repair work on

any equipment, consult the manufacturer’s
instruction manual and follow recommended
procedures.
The radiator and the engine cooling system
should be cleaned and serviced daily to maintain
moderate engine temperatures.
1.10
SERVICING SAFETY PRECAUTIONS
CONTINUED WARNING
Prior to welding on any part of the machine, it Diesel fuel or hydraulic fluid under pressure
should be cleaned and a fire extinguisher should can penetrate the skin and cause serious
be made available at the welding location. personal injury, blindness, or death. If any
fluid is injected into the skin, it must be
Care must be taken in attaching the welding surgically removed within a few hours by a
machine grounding clamp so current does not doctor familiar with treating this type of injury.
pass through bearings, especially the swing
Never use your bare hand to check for fluid leaks.
bearing.
Fluid leaks under pressure may not be visible.
Disconnect the negative (-) battery cable from
When searching for leaks, wear work gloves and
all three batteries.
use a wrench or piece of wood to move hydraulic
This machine is equipped with sensitive electronic hoses. Do not grab hold of hydraulic hoses.
control equipment, prior to welding:- Wear safety goggles for eye protection.
DISCONNECT THE
MULTI-PIN PLUG
FROM THE ENGINE
ANTI-STALL
CONTROLLER
•
870B-01
Disconnect the multi-pin plug from the engine

anti-stall controller located on the rear inside
wall of the cab.
Disconnect the engine CPU (Central Processing
Unit) by unplugging the two multi-pin connectors
from the left side of the engine. (Applicable on
Cummins QSC or QSL9 engines only).
••
•
DISCONNECT THE
TWO MULTI-PIN
PLUGS FROM THE
870-D01 ENGINE CPU
1.11

CONTINUED
Pressure can be maintained in a hydraulic system
long after the power source and pump have been
shut down. Lower the felling head to the ground,
stop engine and relieve trapped pressure (from
the accumulator on later machines) by operating
the joystick several times before performing work
Always be aware of machine pinch points that
on components, or disconnecting any hoses. Also
could cause injury. Never place body parts within
relieve pressure in the hydraulic tank by opening
the range of motion of the working parts of the
the air vent valve and waiting until the sound of
machine.
escaping air stops.
Never stand under an object supported with
hydraulics. Always use safety stands or a locking
device.
Before performing work under the boom system
ensure it is firmly supported.
When opening or closing power operated engine
doors, watch for personnel in door areas.
Explosive release of fluids from pressurized WARNING

cooling system can cause serious burns. Do not exceed maximum posted weight
capacity of enclosure door by using as
Shut off engine. Only remove filler cap when cool
platform for heavy components or too many
enough to touch with bare hands. Slowly loosen
people.
cap to first stop to relieve pressure before
removing completely.
CAUTION
Do not open cab doors or window screens
when machine is on a slope. The doors and
screens are heavy and could swing out with
considerable force.
WARNING
Always allow the saw blade to come to a
COMPLETE STOP before approaching saw
Do not change any pressure or relief setting head to make adjustments.
unless Tigercat authorized instruction has been
obtained. WARNING
Use the proper tool for the job. Repair or replace DO NOT work below or behind a machine
worn or damaged tools including lifting that is parked on a grade.
equipment immediately.
WARNING
Keep your hands, feet, head, and loose clothing
away from power driven parts. Tie long hair Failure to follow all of the above instructions
behind your head. Remove rings and other could result in serious injury or death from
jewelry to prevent electrical shorts and crushing.
entanglement in moving parts.
1.12

LOCATE ROOF
CONTINUED SAFETY STRUT
IN POCKET
WARNING
This machine may be equipped with an ER •
boom system. Because of this, it may behave in
an unexpected manner compared to a
conventional boom system.
MACHINE MODELS EQUIPPED WITH AN
ER BOOM SYSTEM
Pay attention to the following when servicing the
ER Boom System: Certain hydraulic circuits on
this machine are inter-connected in order to 251-14 INSTALL ROOF SAFETY STRUT
provide level head travel and to recirculate
hydraulic oil to reduce heat generation and fuel
consumption. As a result, disconnecting hydraulic
lines from one cylinder may release pressure in
different cylinder at the same time. Before
attempting to disconnect hydraulic hoses or
perform work on the boom system, ensure that:-
(a) The machine is parked on level ground with ••
the head sitting flat on the ground. STRUT
(b) The stick cylinders are fully extended (fig. 1)

or the hoist cylinder fully collapsed (fig. 2).
(c) The tip of the stick boom supported . DOOR SAFETY STRUTS
870B-02
MACHINE MODELS EQUIPPED FOR LEVELLING

STICK CYLINDERS
FULLY EXTENDED
DANGER
Extreme care and attention must be exercised
when making adjustments to the levelling
• hydraulic and electrical circuits.
TIP OF STICK Ensure that all personnel not directly associated
BOOM FULLY
SUPPORTED with the servicing are well clear of the machine.
870B-02 ER. BOOM SYSTEM. FIG.1 The whole upper frame/cab/engine compartment,
boom and attachment can tilt unexpectedly from
HOIST CYLINDER side to side or forward and backwards during
FULLY RETRACTED
servicing, creating "pinch points" between the upper
frame and track assembly and the ground.
• DANGER
TIP OF STICK BOOM
FULLY SUPPORTED
870B-03 ER. BOOM SYSTEM. FIG.2
ALWAYS install roof safety strut before working TO AVOID
PERSONAL INJURY
under roof area.
OR DEATH USE
ALWAYS install door safety struts before working SUPPORT BRACE
in door areas. AS SHOWN
23526A R0 WHEN SERVICING.
1.13

CONTINUED FIRE PREVENTION
When working in a forest environment, it is

impossible to prevent combustible debris from
collecting in tight corners of the machine. This
debris, in itself, may cause a fire; however, when
mixed with fuel, oil or grease in a hot or confined
If the engine is running inside a building, ensure place, the danger of fire is greatly increased.
that sufficient ventilation is available to prevent a
build-up of toxic exhaust fumes. Run the engine The following fire prevention guidelines should be
only when it is necessary for testing or used to supplement the operator’s fire prevention
adjustments. efforts. In no case should the guidelines be used,
or assumed, as replacements for diligent operator
Work in a ventilated area. If it is necessary to run efforts at preventing fires.
an engine in an enclosed area, use an exhaust
pipe extension to remove toxic exhaust fumes. The following guidelines will help to keep your
equipment up and running efficiently and keep
If you don't have an exhaust pipe extension, the risk of fire damage to a minimum.
either work outside, or open the shop doors.
1. Maintain a CHARGED fire extinguisher on
the machine at all times and KNOW HOW
TO USE IT.
2. Inspect the machine for any signs of fuel or
hydraulic system leakage and check for worn
or eroded fuel or hydraulic lines before
starting up any equipment.
3. Remove debris and blow out dust
regularly from the air intake doors, engine
radiator, hydraulic oil cooler and A/C
Dispose of fluids properly. condenser core to prevent overheating of the
Do not pour fluids into the ground, stream, pond engine and hydraulics. Refer to CLEANING
or lake. A/C CONDENSER, OIL COOLER AND
RADIATOR in SECTION 2 of the
Before draining any fluids, know the proper way to OPERATOR’S MANUAL.
dispose of them.
4. Blow off all debris and dust accumulated
Read, understand and follow with all operating near hot engine exhaust components
safety precautions specified by felling head (turbocharger and exhaust manifold as well
manufacturer. as exhaust pipes and muffler) at the
completion of each work shift or more
frequently depending on logging conditions.
Visual inspection after blow off to ensure
thorough cleanliness is vital. Engine exhaust
systems provide numerous small pockets
where saw dust, small wood chips and other
flammable forest debris can gather. Even
small accumulations close to hot exhaust
components can ignite and smolder. If
dislodged by vibration this smoldering debris
1.14
15. Remove all keys, lock equipment and fuel
FIRE PREVENTION cap at the end of operations to reduce the risk
CONTINUED of vandalism.
16. Before starting repair work, such as
can fall into other areas of the machine and welding, the surrounding area should be
thereby spread a fire. cleaned and a fire extinguisher should be
5. Clean out all accumulated forest debris close by.
(twigs, pine needles, branches, bark, leaves, 17. Use only nonflammable solutions for
saw dust, small wood chips) and any other cleaning the machine or components.
combustible materials from inside the
machine belly pans or lower machine 18. Store rags and other combustible
structures as well as from areas in proximity materials in a safe, fireproof location.
to the engine, fuel and hydraulic oil systems 19. Do not use the machine on top of or to push
no less frequently than at the completion of piles of burning timber. A machine fire will
each work shift. result.
6. AFTER transporting (trucking) a machine
from one job sight to the next, open all doors EQUIPMENT FIRES ADVERSELY EFFECT
and access panels and blow off any debris YOUR ABILITY TO LOG, MAY INCREASE YOUR
that could have re-positioned itself onto the INSURANCE PREMIUMS DRAMATICALLY OR
engine and exhaust parts due to wind PREVENT YOU FROM OBTAINING
turbulance caused by the journey. INSURANCE COVERAGE AT ALL.
7. Clean up any grease, diesel fuel, hydraulic WHAT ELSE TO DO BEFORE YOU
and lubricating oil accumulation and EXPERIENCE A FIRE
spillage immediately.
• Ensure that you are familiar with emergency
8. Steam clean the engine, transmission, procedure in the event of a fire.
brake, fuel and hydraulic tank compartments
of all equipment at least once a month or • Ensure that your fire suppression system* is
more frequently depending on logging charged and functional.
conditions. • Ensure that any hand held fire extinguishers
9. Be cautious when smoking. An open are charged and functional.
flame, a lighted cigarette, etc., should not be • Ensure that any stored water systems on the
permitted around any vehicle, especially machine are charged and functional.
during fuelling operations and/or when the
fuel system is open to the atmosphere, and/or • Ensure that the nozzle of any hand held
when servicing batteries. extinguishers available at the work site fits
within the access holes in the doors of the
10. Shut down equipment immediately when a machine.
problem is suspected or smoke is detected.
• Ensure that you have the proper fire
11. Park the machine at least 50 feet away extinguishers on site. Most fires involving
from other equipment at the end of each shift. mobile equipment will be of the A or B type.
12. Turn the battery disconnect switch to OFF You should have a dry chemical extinguisher
at shut down to avoid loss by electrical short. rated ABC and a pressurized water
extinguisher rated A.
13. Remain with the machine for at least 45
minutes at the end of operations while the • Prevent the fire from happening by ensuring
machine cools. that the machine is cleaned regularly and all
systems are well maintained.
14. Once a fire has started on a machine hoses
will quickly burn through causing pressurized *NOTE: Dry chemical fire suppression
fluids (diesel fuel, hydraulic oil, etc.) to fuel systems are offered by Tigercat as an
the fire. NEVER leave the machine parked optional installation on some of the Tigercat
with booms or arches suspended off the product lines. Please disregard any
ground, as they will inject hydraulic oil into the references made to fire suppression systems
fire if a supporting hose burns through. if not installed on your machine.
1.15
FIRE PREVENTION
CONTINUED
WHAT TO DO IN CASE OF A MACHINE FIRE

• At all times ensure your own personal safety
and the safety of anyone that may be in the
area. Approach any fire with extreme caution.
• If the machine is in a dangerous position,
attempt to move to a safe position. Lower
working attachment to the ground.
• Shut the engine off.
• Activate the fire suppression system*
TYPICAL FIRE EXTINGUISHER
• Radio or call for help (as appropriate). 20229A ACCESS HOLE
• Exit the machine taking fire extinguisher or • Use the pressurized water hose supplied with
water hose (if applicable) with you. the machine (if applicable) or a pressurized
• If you can safely open the access panels to water extinguisher (if available) after the
the machine, in the area of the fire, do so. discharge of a dry chemical extinguisher or
suppression system* to remove heat build up
• If you can safely do so, attempt to extinguish
from the area. A fire suppressed by a dry
the fire.
chemical powder may re-ignite with the latent
• A dry chemical fire extinguisher should be heat of any debris in the area.
used first, if available.
• Remain with the machine until help arrives to
• Use the PASS method with most ensure that the fire does not re-ignite.
extinguishers.
• Ensure that the machine and all components
• Pull the pin. This will allow you to have cooled down sufficiently after a fire has
discharge the extinguisher. occurred. Beware of the possibility of coolant
or hydraulic hoses rupturing after a fire
• Aim at the base of the fire. If you aim at
spraying hot oil or coolant which may result in
the flames (which is frequently the
severe burns.
temptation), the extinguishing agent will fly
right through and do no good. You want to WHAT TO DO AFTER A FIRE
hit the fuel.
• Notify your equipment dealer and or Tigercat
• Squeeze the top handle or lever. This Industries Inc. by completing an incident
depresses a button that releases the report, Tigercat form number 5101.
pressurized extinguishing agent in the
• Ensure that the cause of the fire is
extinguisher.
determined and all appropriate repairs are
• Sweep from side to side until the fire is completed before returning the machine to
completely out. Once the fire is out, keep work.
an eye on the area in case it re-ignites.
• Ensure that the fire suppression system* is
• Place the nozzle of the fire extinguisher into properly serviced and returned to a functional
the appropriate fire extinguisher access hole state (if applicable).
and discharge the extinguisher.
• Ensure that all extinguishers used in fighting
• Failing all attempts to access the machine the fire are replaced or recharged as
compartment, attempt to discharge the appropriate.
extinguisher through the mesh or any
available openings on the machine.
1.16
DANGER
USING HIGH SPEED DISC SAWS SAFELY
This information is intended to encourage logging organizations and operators
to develop and practice additional rules that suit particular terrain conditions
and job requirements. It is also intended to assist towards a quicker
understanding of how and why things can happen when a high speed disc
saw is in use; and hence to assist in development of safe operating practices.
The following information is in addition to any safety instructions or recommended safe
operating practices that may already be in circulation.
CONTENTS
COMMENTS AND INSTRUCTIONS
DIRECTION OF THROW ........................................................ 7
HIGH ANGLE WRIST ROTATION ABILITY ............................ 8
RECOGNIZING THE DANGERS ............................................ 7
THROWING LONG WOOD PIECES .................................... 10
DANGERS ................................................................................. 3
FORWARD ................................................................................. 2
BE AWARE OF THE HAZARDS ............................................. 2
OTHER INSTRUCTIONS ....................................................... 3
SAFE PRACTICES ................................................................. 3
SEVERAL TYPES OF HEADS INVOLVED ............................. 2
STORED ENERGY ................................................................. 2
HIGH ANGLE WRIST ROTATION CAPABILITY ......................... 9
SAW HEAD DON’TS ................................................................ 15
TYPE OF HOUSING MAKES A DIFFERENCE ......................... 4
5211A • R2-1101
Tigercat
PAGE 1 OF 16
using high speed disc saws safely Tigercat ®
FORWARD: Several types of heads involved

Tigercat wheel type feller-bunchers and crawler feller-bunchers can
be supplied with several optional makes and models of high speed
disc saw tree felling heads. Because each has certain advantages
and disadvantages they are chosen where they best do specific
types of work.
Stored energy
The saw blade stores energy from the hydraulic motor during the
times between tree cuts so that it can supply up to 1000 hp during a
1 sec tree cut. However this rotational energy, if misapplied can
result in wood materials or other objects being thrown strongly
enough to cause damage and to hurt people.
Be aware of the hazards
It is important that users of machines with disc saw felling heads
are aware of certain safety precautions that need to be taken. In
this section some previously unknown, unexpected safety hazards
are illustrated and explained . These should be studied before use
of the machinery and then reviewed again after use has begun.
FIGURE 1: BROADSIDE SAW CONTACT WITH A LOG

COULD PRODUCE A THROW
FIGURE 2: A SUDDEN MACHINE MOVEMENT MAY

CAUSE AN UNEXPECTED THROW AT THE CAB
2
Safe practices
It is understood and expected that logging organizations and
operators will develop and practice additional rules that suit (for
example) particular conditions of terrain, trees, soil and job
requirements. The information given here is intended to assist
towards a quicker understanding of how and why things can happen
when a high speed disc saw is in use; and hence to assist in
development of safe operating practices.
It should not be assumed that all possible dangers have been
discovered and described here.
Other instructions
It is also understood and expected that all instructions contained in
service and operator's manuals for use and maintenance of Tigercat
disc saw heads and other disc saw heads installed on Tigercat
machines will be followed.
THE DANGERS There are at least these means by which a rotating disc saw can
cause harm by throwing:
• The normal throwing of chips from the cut.
• Soil particles are thrown from the ground.
• Loose chunks of wood encountered or produced are tossed by
the exposed blade.
• Sticks and debris falling onto the blade or sliding across the blade
are struck by the teeth and thrown.
• Metal pieces from the blade or from objects encountered are thrown.
• Wood pieces enter the saw housing and are expelled by the blade.
• In very peculiar cases the saw can throw long lengths of wood as
spears.
3
TYPE OF HOUSING
MAKES A
DIFFERENCE Since the configuration of the saw housing can affect the safety of
its use we need to identify some particular types of housing shapes
and guarding being used.
Figure 3 shows a typical commonly used saw housing plan where
there is a continuous skirt around the saw except at a mouth opening
where the trees are cut and taken. The skirt extends below the saw
enough to intercept tangential throw. There are snouts on both sides
of the mouth so that if pushed against the side of a felled tree or log
the saw teeth will not contact the wood.
THROW IF A SAW HEAD IS PUSHED

ANGLE AGAINST THE SIDE OF A FELLED
TREE, SNOUTS PREVENT SAW
TEETH FROM CONTACTING WOOD.
• •
FIGURE 3: TYPICAL COMMONLY USED SAW HOUSING, CONTINUOUS SKIRT WITH

OPENING WHERE TREES ARE CUT. SNOUTS ON BOTH SIDES OF THE MOUTH.
4
Figure 4 shows another commonly used plan. It has no blade

guarding snouts so that the saw blade teeth do protrude ahead of
the housing. This may be preferred over figures 3 and 5 for dexterity
in tree getting.
THROW
ANGLE IF A SAW HEAD WITHOUT SNOUTS
IS PUSHED AGAINST THE SIDE OF
A FELLED TREE, SAW TEETH WILL
CONTACT WOOD.
FIGURE 4: ANOTHER COMMONLY USED HOUSING PLAN WITH NO

SNOUTS, BLADE TEETH PROTRUDE AHEAD OF THE HOUSING.
In figure 5 there is a much longer snout on the ingoing side of the

mouth, i.e., where the teeth of the rotating blade are entering the
housing. The broad side of a log, if nudged, will not contact the saw
teeth and more thrown material will be intercepted by the extra length
of snout.
THROW
ANGLE
NUDGED LOG WILL NOT

• CONTACT SAW TEETH.
EXTRA LENGTH
OF SNOUT WILL
INTERCEPT
PORTION OF
THROWN
MATERIAL.
FIGURE 5: HOUSING USES LONGER SNOUT ON IN-GOING SIDE OF

MOUTH WHERE ROTATING BLADE ENTERS HOUSING.
5
Housing types In figure 6a and 6b there is an additional opening in the housing

cont. skirt. Openings in this location are sometimes provided for escape
of wood chips produced by the saw teeth in the cut and being taken
into the housing.
A CHIP ESCAPE PORT

CAN ALLOW THROW
REAR BEHIND THE MACHINE
FRONT
FIGURE 6a FIGURE 6b FIGURE 6c
FIGURE 6: ADDITIONAL OPENING IN THE HOUSING SKIRT.
In figure 6c a guard has been added to the chip escape port so that
tangential travel of chips and other material is intercepted as soon
as it leaves the housing.
Each figure shows a shaded area where normally tangentially thrown
material can escape from the saw housing. Deflected and dropped
chips escaping below the bottom edge of the housing skirt are not
included. The areas and angles are not exact but do show that one
head can be different from another.
It is important that the operator familiarize himself with the blade
rotation direction, the effectiveness of any snout on the in-going
side and which direction any chip escape ports allow material
to fly.
6
COMMENTS AND
INSTRUCTIONS Recognizing the Dangers
While it may appear that these illustrated danger areas can be
visually recognized on the job by observing how far chips fly during
a cut, that is only true for chips and other light weight materials.
Metal parts and wooden spears can be thrown to surprisingly greater
distances. Even distant personnel on the ground, in other vehicles,
or in buildings are at risk if the throw is in their direction.
Direction of throw
The direction of possible tangential throw for metal parts and stones
is dependent on the housing configuration and might be expected
to be the same as observed for the chips. However, these throws
can occur at any time the saw is running, in whichever direction the
angle of throw is pointed by boom geometry, not just when a cut is
being made.
Throw distance
The throw distance for metal pieces and stones, can be many times
the distance shown by the pattern for chips. More testing and data
collection is needed to pin down a “safe distance” but if someone or
something is in a place that can be seen by the operator and in the
throw direction of a high speed disc saw, then the operation is not
safe regardless of the distance.
Safe operating areas
These saw heads must not be used in areas where the logging
operation does not have control over the presence and movement
of people. In particular, clearing of vegetation in urban and populated
areas should not be done with a Tigercat manufactured or supplied
high speed disc saw. High speed disc saw heads are intended for
high productivity wood harvesting in areas remote from normal
habitation. The possible presence of people and property within throw
range and the likelihood of encountering scrap metal, wire fencing,
steel posts and concrete must be respected.
Assessing the potential dangers on the job site
The extent of danger from high speed disc saws on the logging
operation has to be assessed on the job site, depending on how
much other work activity is in the area and whether the operator
can do his job of cutting and bunching with good control of throw
patterns. Danger is greater if the saw is equipped with detachable,
or fragile, or brittle teeth, or if the site contains stones or abandoned
metal.
7
Comments and Regular maintenance

Instructions cont. Poor saw maintenance increases these dangers. Some designs
that might allow fasteners to wear thin or fatigue and suddenly break,
need thorough timely replacement procedures. It is important that
the warning signs of missing saw tooth parts or the sounds of striking
rocks be heeded and the operation adjusted to avoid danger.
High angle wrist rotation ability

When a felling machine is equipped with a high speed disc saw
head with a high angle wrist rotation ability it should be determined
that the limits of the boom, stick, tilt, wrist, upper leveling and any
other freedoms, do not permit a direct throw at the operators cab
during normal operation, see figure 7a. It is probably essential that
the housing have a long snout on the throw side and that if a chip
escape port is used it should be guarded.
With these high mechanical freedom arrangements there is a chance
that an unforeseeable operator misadventure or equipment failure
could result in an accidental direct or deflected throw at the operators
cab, refer to figure 2 and 7b. The cab should be capable of resisting
such accidental and ricochet throws. The velocity energy of metal
or rock pieces leaving the blade is extremely high. The operators
cab cannot be considered safe to routinely operate in the chip throw
area, even if it has been especially constructed to prevent penetration
by accidentally thrown objects.
8
FELLING HEAD
• WITH A CHIP ESCAPE PORT AND
SHORT SNOUT.
• SHOWN IN A HIGH ANGLE WRIST
ROTATION POSITION, PLACING
OPERATOR'S CAB IN
DIRECT LINE WITH
UNGUARDED CHIP
ESCAPE PORT
FIGURE 7a
PLAN VIEW OF MACHINE SHOWING CLOCKWISE

AND COUNTERCLOCKWISE BLADE ROTATION
FIGURE 7b
FELLING HEAD
• WITH LONGER SNOUT ON THROW
SIDE OF OPENING AND WITH A
GUARDED CHIP ESCAPE PORT.
FIGURE 7: DISC SAW FELLING HEAD WITH HIGH ANGLE WRIST ROTATION CAPABILITY
9
Comments and
Instructions cont. Throwing long wood pieces
Dangers from throws of long wood pieces are illustrated in figures 8
to 11. Tests and experience have shown that when a high speed
rotating saw is applied to a loose piece of wood, the wood is either
blown or pushed away, without a throw. If the wood is held firmly in all
directions and the saw advanced into it at any feed speed, cutting will
take place. If the wood is only held against escape from the saw
radially, but not held tangentially, then the wood will be both partly cut
and partly moved tangentially. In this last case tests have shown that
if the piece of wood is backed-up by a solid slippery surface; and if the
feed in is very fast; and if the piece of wood is long enough; then the
tangential movement is a dangerous spear-like throw.
A SLAB,
WHICH
COULD SLAB
LATER BE
THROWN,
MIGHT
HAPPEN
WHEN NOT
ENOUGH
ROOM IN •
HEAD TO
COMPLETELY
CUT THE
LAST TREE
SLAB
TH
• DIR ROW
IN EC
ED TIO
FE FIGURE 8a: HOW A SLAB CAN BE THROWN N
FROM THE SIDE OF A LOG
SAW HOUSING HAS SKIS, BUT WITHOUT SNOUTS AND
FIGURE 8 BLADE TEETH PROTRUDE AHEAD OF THE HOUSING.
THROW ENGAGEMENT
DISTANCE
FELLING HEAD
MOVING INTO SLAB
SLAB/LOG LOG
A LONG THROW
• ENGAGEMENT
DISTANCE CAN
• CAUSE A
DANGEROUS
SPEAR THROW
FIGURE 8b SIDE VIEW FIGURE 8c TOP

IF THE SIDE OF A LOG CAN CONTACT THE SAW, THE FEED IN VIEW
THROW ENGAGEMENT DISTANCE CAN BE LONG
10
Comments and Figures 8 and 9 show two ways that this might happen in the woods
Instructions cont. if using the saw head of figure 4 (where the throw contact can be
long). A slab, still partly attached to a well backed-up tree bole and
wet with sap, makes an ideally bad throw situation which could
unintentionally occur in woods work. A small log in a pile of other
logs might also be propelled out with enough length of continued
contact to reach near saw tip speed.
A SMALL LOG IN A PILE OF OTHER

LOGS MIGHT ALSO BE
PROPELLED OUT WITH ENOUGH
LENGTH OF CONTINUED CONTACT
WITH THE BLADE TO REACH NEAR
SAW TIP SPEED.
•
IN
ED
FE
FELLING HEAD
MOVING INTO
LOG PILE FIGURE 9a: HOW A LOG CAN BE THROWN
LIKE A SPEAR
SAW HOUSING WITHOUT SNOUTS AND BLADE TEETH
PROTRUDE AHEAD OF THE HOUSING.
SMALL THROW ENGAGEMENT

LOG DISTANCE
LOG
PILE
FEED IN
• A SAW HOUSING WITHOUT
• SNOUTS ALLOWS A LONG
THROW ENGAGEMENT
DISTANCE
FIGURE 9b SIDE VIEW FIGURE 9c TOP VIEW

IF THE SIDE OF A LOG CAN CONTACT THE SAW, THE
THROW ENGAGEMENT DISTANCE CAN BE LONG FEED IN
11
Comments and Figure 10 shows how a head with snouts does not allow a long
Instructions cont. throw contact. Although tests show that a short contact length on a
long log or tree butt does not result in a spear like throw, this action
should nevertheless be avoided because abnormally large chips
are sometimes produced and thrown.
UNCUT TREE OR
STUMP BACKUP
THROW ENGAGEMENT
DISTANCE
•
WHEN ONLY THE END OF
A LOG CAN MAKE
CONTACT WITH THE SAW,
THERE IS NOT MUCH
THROW ENGAGEMENT
DISTANCE
FIGURE 10: FELLING HEAD HOUSING

FELLING HEAD WITH SNOUTS DOES NOT ALLOW A
MOVING INTO LOG LONG THROW CONTACT
Figure 11 warns that blocks of wood can be tossed in any direction

when improvising with a disc saw to trim over-size stumps. A long
snout and a slow feed speed lessen danger during stump trimming.
A similar danger of throw may exist when clearing small brush with
multiple pass cuts.
FELLING HEAD
MOVING INTO
STUMP
(FEED SPEED)
FIGURE 11: A BLOCK OF WOOD CAN BE TOSSED

WHEN TRIMMING STUMPS
12
Comments and Saw blade throw gap

Instructions cont. Saw blades have gaps between adjacent teeth and holders to permit
installation and removal of the teeth and to provide spaces to
accumulate chips in the cut, see figure 12. Fallen sticks and debris
or sticks and debris sliding across the the saw blade can enter these
gaps when the blade is rotating and be struck by the teeth and be
tossed or thrown. Larger gaps and lower rotation speeds increase
these dangers.
THROW GAP
FIGURE 12: SAW BLADE THROW GAP
13
Comments and Saw housing entrance and exit space

Instructions cont. To avoid the ingestion of materials into the housing space above
the disc (and later ejection) the ingoing entrance for the saw rim of
teeth is kept as small as practical. It is important that this high wear
area be maintained at its original size and shape. The outgoing
opening is large enough to allow the housing to clean itself and will
allow most things inside to be thrown out, see figure 13. Its throw
direction and angle must be respected. A long snout on the other
side reduces this danger.
THE INGOING ENTRANCE OF THE OUTGOING OPENING IS

THE HOUSING FOR THE SAW LARGER TO ALLOW THE
RIM OF TEETH SHOULD BE HOUSING TO CLEAN ITSELF
SMALL AND WILL ALLOW MOST
THINGS INSIDE TO BE
THROWN OUT
FIGURE 13: SAW BLADE ENTRANCE AND EXIT SPACE
14
Comments and This information is offered by Tigercat as part of interim action to

Instructions cont. make saw heads safer. It is based on what has recently been
reported from the field and on tests conducted on proving grounds.
Tigercat is continuing to do design and testing of tree felling
machinery towards achieving greater safety in the woods. Tigercat
would be thankful for written reports describing any unsafe
happenings, including near misses, in the use of felling heads and
their carriers.
The following are some “SAW HEAD DON’TS” that apply

particularly to throw prevention.
Do not point the throw of a disc saw head in a direction towards people,
vehicles or buildings at any visible distance.
Do not operate in a way that throws chips in a direct-line at the machine cab.
Do not push hard with the saw against anything except a standing
tree to be cut.
Do not mix new sharp teeth with old dull teeth on the same saw.
Do not change the blade rotation from its designed direction in the head.
Do not over speed the blade rpm.
Do not remove or shorten snouts provided by the head manufacturer
or installer.
Do not neglect tooth fastening inspection, maintenance and replacement.
Do not neglect to repair worn or damaged saw housings.
Do not neglect to replace any covers removed for service or clean out.
Do not count on skis to give the throw protection that snouts do.
Do not nudge loose short pieces with the front of any type of head.
Do not nudge anything, even long logs, with the front of a head which
has no snouts.
Do not cut short small stalks when blade speed is low.
Do not operate a high speed disc saw in a populated area.
Do not assume that visitors and other workers are aware of disc saw
dangers.
Do not assume that the operator will spare you, a visitor, from danger.
Do not select and operate heads that throw rearward.
Do not select and operate heads with unnecessarily wide throw angles.
Do not neglect to read and follow all instructions provided by the saw and
head manufacturers.
15
16
SECTION 3 - LUBRICATION & MAINTENANCE
MAY 2004
AIR CONDITIONING SYSTEM
A/C SYSTEM TOTAL CAPACITIES .................... 3.12 SCHEDULED MAINTENANCE
CHECKING SYSTEM ........................................... 3.12 FREQUENTLY ....................................................... 3.4
CONDENSER CORE ........................................... 3.12 8 HOURS ................................................................ 3.4
AIR INTAKE MAINTENANCE 24 HOURS .............................................................. 3.4
AIR CLEANER ...................................................... 3.24 125 HOURS ............................................................ 3.4
CHANGING FILTER ELEMENTS ..................... 3.25 250 HOURS ............................................................ 3.5
ENGINE AIR PRECLEANER ................................ 3.24 500 HOURS ............................................................ 3.5
FILTER RESTRICTION INDICATOR ................... 3.25 1000 HOURS .......................................................... 3.6
INTAKE TUBING AND JOINTS ............................ 3.25 2000 HOURS .......................................................... 3.6
APPROVED HYDRAULIC OILS ................................ 3.7 3000 HOURS .......................................................... 3.6
LUBRICATION POINTS DIAGRAM, LEVELLER ... 3.6
EMERGENCY EXITS, CHECK MONTHLY ................ 3.3
SWING DRIVE GEARBOX LUBRICATION ............. 3.11
FILTER AND LUBRICATION SCHEDULE ................. 3.9
TORQUE CHART .................................................... 3.26
FILTERS
TORQUE CHART, GENERAL ................................. 3.27
ENGINE FILTERS ................................................ 3.14
FUEL FILTER/WATER SEPARATOR .................. 3.14
FUEL FILTER/WATER SEPARATOR, REMOTE 3.14
FUEL TANK STRAINERS .................................... 3.16
HYDRAULIC OIL PILOT FILTER ......................... 3.16
FILTER, CLOG INDICATOR ............................. 3.16
HYDRAULIC OIL PRE-FILL FILTER .................... 3.18
HYDRAULIC OIL RETURN FILTERS .................. 3.19
HYDRAULIC OIL RETURN STRAINERS ............. 3.22
REMOVE AND REPLACE .................................... 3.14
SERVICING GUIDELINES FOR OIL FILTERS .... 3.17
FIRE PREVENTION ................................................... 3.3
FUEL TANK SHUT-OFF VALVES ........................... 3.15
FUEL TANK STRAINERS
CHANGING/CLEANING ....................................... 3.16
GENERAL MAINTENANCE ....................................... 3.3
HYDRAULIC OILS
APPROVED HYDRAULIC OILS ............................. 3.7
TEMPERATURE OPERATING RANGE ................. 3.7
HYDRAULIC TANK ........................................ 3.20, 3.21
LUBRICATION POINTS DIAGRAM, LEVELLER ....... 3.6
LUBRICATION SCHEDULE ....................................... 3.9
NEW MACHINE MAINTENANCE .............................. 3.2
FIRST 50-100 HOUR INSPECTION REPORT ....... 3.2
INITIAL PRE-DELIVERY INSPECTION ................. 3.2
TIGHTENING POINTS ........................................... 3.2
OIL LOST FROM LEAKAGE ...................................... 3.2
PRESSURE SETTING PROCEDURES
........ SEE SERVICE MANUAL
PRESSURE SETTING VALUES
........ SEE SERVICE MANUAL
PREVENTIVE MAINTENANCE SCHEDULE ............. 3.2
Tigercat 860/870L870 Feller Buncher Lubrication and Maintenance
PREVENTIVE MAINTENANCE SCHEDULE FOR

860/870 FELLER BUNCHER
NEW MACHINE MAINTENANCE

*INITIAL PRE-DELIVERY INSPECTION:-
PERFORM THE INITIAL PRE-DELIVERY INSPECTION
USING Tigercat FORM NUMBERS 5281 AND 5282;
"PDI AND 50-100 HOUR INSPECTION REPORT"
*FIRST 50-100 HOUR INSPECTION AND SERVICE REPORT:-

WITH THE OWNER'S MECHANIC PRESENT,
PERFORM AN INSPECTION AND SERVICE
ACCORDING TO THE Tigercat FORM NUMBERS 5281 AND 5282;
"PDI AND 50-100 HOUR INSPECTION REPORT"
THIS MUST BE COMPLETED WITHIN THE FIRST 50-100 HOUR TIME FRAME.
*IMPORTANT: TO QUALIFY FOR CONTINUED WARRANTY,

THIS REPORT MUST BE COMPLETED AND RETURNED TO
Tigercat Industries Inc. WARRANTY DEPARTMENT.
Tightening points:~ NOTE: Use of filters other than genuine Tigercat

replacement filters is not recommended.
All hydraulic connections
Hose clamps
All cylinder and boom pin retainers Refer to diesel engine service manual and
Boom pin nuts attachment manual for additional required
maintenance at this scheduled time period.
Check swing bearing bolt torque
Engine mounting bolts
Pump mounting bolts IMPORTANT
Track shoe bolts BEFORE DRIVING MACHINE ENSURE THAT THE
Track roller retaining bolts TRACK TENSION (SAG) IS SET CORRECTLY.
TRACK SAG MAY BE SET LESS THAN SPECIFIED
Track sprocket retaining bolts
FOR SHIPPING PURPOSES.
Track drive gearbox mounting bolts REFER TO SECTION 11 IN THE SERVICE MANUAL
Track drive motor mounting bolts
FOR THIS PROCEDURE.
Swing gearbox mounting bolts OIL LOST FROM LEAKAGE

LOST 0IL (GALLONS)
Swing motor mounting bolts
PER PER PER
LEAKAGE RATE DAY MONTH YEAR
Cab securing bolts
ONE DROP IN 10 SECONDS 0.112 3.36 40.0
ONE DROP IN 5 SECONDS 0.225 6.75 81.0
Any other loose nut, bolt or fitting
ONE DROP PER SECOND 1.125 33.75 405.0
THREE DROP PER SECOND 3.75 112.5 1,350.0
DROPS BREAK INTO STREAM 24.00 720.0 8,640.0
3.2
Tigercat 860/870/L870 Feller Buncher Lubrication and Maintenance
GENERAL
CHECK EMERGENCY EXITS, MONTHLY:~
CAUTION Two alternate exit routes are provided: rear
window emergency exit and skylight/emergency
ALL HANDLES, STEPS AND PLATFORMS
exit. These are only to be used if the side door
MUST BE KEPT FREE OF GREASE, OIL, FUEL,
cannot be opened.
MUD, SNOW, ICE AND FOREST DEBRIS.
Clean around filler caps before checking or It is therefore essential that these emergency
adding fluids. exits be checked at least once per month to
ensure they are fully operational.
Clean around hydraulic fittings before
breaking connection. Plug or cap Refer to EMERGENCY EXIT MAINTENANCE
immediately. GUIDE in SECTION 2 of the OPERATOR'S
MANUAL for checking procedure.
Clean up spills as soon as possible.
Always release pressure in hydraulic tank
Before breaking a connection. FIRE PREVENTION
Maintaining your machine properly will greatly extend
Always use clean oil and containers.
its life and reduce your operating costs.
Drain dirty oil while still warm.
Fire can result in a machine loss which can be
Do not exceed recommended fluid levels. financially devastating.
Service all hydraulic filters after the failure of
a pump, motor, cylinder or valve. Failures of CAUTION
this nature could contaminate the entire AFTER transporting (trucking) a machine
hydraulic system. from one job sight to the next, open all doors
Top up diesel fuel at each shift to reduce and access panels and blow off any debris
contamination by condensation. that could have re-positioned itself onto the
engine and exhaust parts due to wind
Clean up oil spills on walking surfaces in
turbulence caused by the journey.
engine enclosure immediately.
Before welding on machine, be sure the 1. Pine needles and bark when allowed to
negative battery terminal is disconnected. accumulate, form a fuel source that when ignited
is extremely difficult to extinguish. A thorough
Before welding on machine, disconnect the program of regular cleaning and washing will
multi-pin plug from the engine anti-stall reduce the possibility of a fire starting. In the
controller and the two engine CPU multi-pin event a fire does start, the regular cleaning
plugs from the left side of the engine. program will improve the chances of successfully
When welding, secure ground connection as extinguishing a fire.
close to working position as possible to 2. Pay close attention to wiring and plumbing
prevent arcing across machined surfaces or routings during maintenance, ensure that ALL
through bearings. wiring harnesses or hydraulic hoses are properly
Clean away all branches, bark and chips. restrained and clamped to prevent damage from
Clean up all traces of oil to avoid fires. chaffing.
Always have a fire extinguisher at hand. 3. Read the fire suppression system manual and
have the system serviced regularly by qualified
For safety, always lower boom assembly to personnel.
the ground when leaving cab, leaving
machine unattended or during service. 4. In case of fire lower the boom system to the
ground and shut off the engine before
Always install roof safety strut when working discharging the fire suppression system.
in engine compartment.
Also refer to FIRE PREVENTION in SECTION 1 of
Clean fire suppression system sensors. THIS MANUAL for additional information.
3.3
SCHEDULED MAINTENANCE
FREQUENTLY:~ NOTE: This procedure will allow grease to
flow to the normally "loaded side" of the pin/
• Check engine cooling air intake screens for
bearing surfaces.
possible restriction
• Check for debris, snow and ice buildup on Clean:~
emergency exits and remove accumulation • Oil cooler, engine radiator and enclosure
immediately. screens.
• ER Boom system: • Remove potentially damaging limbs or sticks.
Periodically, the main boom must be lifted up Check:~
as far as it will go and then lowered to • For leakage around hydraulic components and
operating height in an area free from overhead flexible hoses.
obstructions in order to circulate hydraulic oil • For loose nuts, bolts and fittings.
from the cylinders back through the cooler and
filters. This oil does not circulate through the • Condition and tension of fan belts.
cooler or filters during normal horizontal • Visually check condition of tracks.
motion and the oil does not get completely • Conduct an overall visual inspection.
changed during normal vertical motion, so it is
important that this procedure be followed at • Refer to diesel engine service manual and
least once every hour. attachment manual for additional required
EVERY 8 HOURS:~
EVERY 24 HOURS :~
• Perform frequently maintenance • Perform "frequently" maintenance
And in addition:~
• Perform 8 hour maintenance
• Check engine coolant level
And in addition:~
• Check engine oil level
• Lubricate swing bearing;
• Drain water from fuel/water separator 1-fitting - 10 shots while swinging
• Check air intake precleaner operation
• Check air cleaner unloader valve
• Check air intake filter restriction indicator
EVERY 125 HOURS:~
• Check hydraulic oil level • Perform "frequently" maintenance
Lubricate:~
• Swing pinion; 1-fitting - 10 shots • Perform 24 hour maintenance
• Cylinders, Levelling; 4-fittings total - purge And in addition:~
• ‡ Boom joints: • Check return filter bypass light is NOT ON

6-fittings - purge. with engine running at high idle with oil flow and
With Tilt Link; 12-fittings - purge oil at operating temperature
• ‡ Cylinders; boom, stick & tilt; • Check return filter restriction gauge is in
6-fittings - purge. GREEN zone with engine running at high idle
With ER system 8-fittings - purge with oil flow and oil at operating temperature
• Check pilot filter restriction indicator (when
‡ Lubricating cylinder pins and boom joints:- fitted) is in GREEN zone with engine running at
1. Ensure machine is on level ground high idle with oil flow and oil at operating
2. Completely tilt felling head back temperature
3. Fully extend stick boom cylinder • Check track gearboxes oil level with level plug at
4. Force heel of felling head onto ground 9 O'clock and other plug at 6 O'clock.
5. While in this position lubricate all cylinder • Check battery fluid level unless maintenance free
retaining pins and boom joints • Check engine rpm calibration with tachometer
• Check hydraulic pump and motor securing bolts
3.4
• Check torque tightening points as per new EVERY 500 HOURS:~
machine maintenance
• Perform frequently maintenance
• Carry out A/C system inspection; Refer to
CHECKING THE AIR CONDITIONING
SYSTEM in THIS SECTION • Perform 24 hour maintenance
Visually check for damage to:~
• Main and stick booms • Perform 250 hour maintenance
• Tracks, track frames and carbody And in addition:~
• Swing bearing area • Replace engine oil and filter §,
CumminsQSL9 engine only.
• Attachment
• Replace engine fuel filter §.
Make repairs immediately
• Replace engine coolant filter §.
Visually inspect for:~
• Replace filter in engine mounted fuel filter/water
• Frayed electrical wiring and hydraulic hoses
separator § (later machines).
NOTE: Neglecting the proper maintenance of
• Replace filter in remote mounted fuel filter/water
these items can result in fire.
separator § (all machines).
• Wear in any other components
• Replace air intake safety element.
Clean/replace:~ • Replace hydraulic oil pre-fill filter §. †
• Inspect for debris buildup between radiator, oil
• Replace hydraulic oil return filters (in tank).
cooler and A/C condenser
• Replace hydraulic oil pilot pressure filter §. †
• Refer to diesel engine service manual and
attachment manual for additional required § Refer to FILTERS - REMOVE AND REPLACE in
maintenance at this scheduled time period. THIS SECTION.
Lubricate:~
EVERY 250 HOURS:~ • Door and cover hinges; 12 fittings - 1 shot
• Perform frequently maintenance • Roof and door cylinder pins apply oil liberally.
• Perform 8 hour maintenance • Other door hinges; apply oil liberally
• Perform 24 hour maintenance Check:~
• Perform 125 hour maintenance • Torque on swing bearing and swing gearbox
retaining bolts.
And in addition:~
• Torque on track drive gearboxes and motor
• Replace engine oil and filter*, Cummins 'C' and
mounting bolts.
Deere engines only.
• Check track rollers for leakage. Earlier rollers were
• Check all hydraulic pressures
filled with oil and later rollers filled with grease,
• Lubricate swing drive gearbox lower bearing; both cases are considered to be maintenance free.
2 fitting - 5 shots.**Do not use power grease gun. If a lubricant leakage is detected the rollers must
**With swing gearbox at operating temperature be removed, repaired and replaced.
slowly add 5 shots of lithium based ep2 to each • Check track idler assembly for leakage, the
side of the gearbox. Note: During cold weather bearing is filled with oil and is considered to be
the swing function must be operated for several maintenance free. If a lubricant leakage is detected
hours to achieve operating temperature. Caution: the idler must be removed, repaired and replaced.
Do not force grease, gearbox failure may result.
• Refer to diesel engine service manual and
Do not use winter grease. Grease should purge
attachment manual for additional required
from gearbox pinion seal.
• Replace air intake primary element*.
• Replace oil in track drive gearboxes with drain † Use of filters other than genuine Tigercat
plug at 6 O'clock position and fill plug at 9 O'clock. replacement filters is not recommended.
3.5
EVERY 1000 HOURS:~ • Drain and refill hydraulic oil tank with
• Perform frequently maintenance recommended hydraulic oil. See APPROVED
HYDRAULIC OILS in THIS SECTION
It is strongly recommended that a program of
• Perform 24 hour maintenance regular oil testing be used. Oil change
• Perform 125 hour maintenance intervals can be established from oil test
• Perform 250 hour maintenance results
And in addition check:~ EVERY 3000 HOURS:~
• Fuel in-tank strainer • Perform frequently maintenance
• Replace air cleaner unloader valve • Perform 8 hour maintenance
EVERY 2000 HOURS:~ • Perform 125 hour maintenance
• Perform frequently maintenance • Perform 250 hour maintenance
• Perform 8 hour maintenance • Perform 500 hour maintenance
• Perform 250 hour maintenance And in addition:~
• Perform 500 hour maintenance • Clean/replace filter element in fitting at P1. port
on main pump anti-stall valve. (Main pump
AP011 (160cc) only)
And in addition:~
• Replace turbocharger rubber inlet elbow and
coupling - High temperatures in this area can
cause the rubber to harden. See AIR INTAKE
MAINTENANCE in THIS SECTION
• Check ALL air intake tubing, rubber couplings
and band clamps for signs of wear and
leakage
LEVELLING LEVELLING
CYLINDER CYLINDER
2 FTG/8 HRS. 2 FTG/8 HRS.
• •
•
•
•
UPPER PIVOT THRUST INTERMEDIATE
BEARING BEARING PIVOT BEARING
2 FTG/250 HRS. 1 FTG/8 HRS. 1 FTG/250 HRS.
2 SIDES 2 SIDES 2 SIDES
830-09 LEVELLER COMPONENT LUBRICATION POINTS
3.6
APPROVED HYDRAULIC OILS
In addition to providing the vehicle with its normal operational functions, hydraulic oil is also used to fill the
swing gearbox and brake.
Use one of the following oils to fill or replenish the hydraulic system.
®
HYDRAULIC OIL OPERATING RANGE Tigercat
(Not suitable for axle applications) OPERATING TEMP. RANGE
HYDRAULIC OIL TEMPERATURE OPERATING LOWEST START-UP TEMP.
RANGE
HYDRAULIC OIL TEMPERATURE
-40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100
°C
OIL TYPE
-40 -20 0 20 40 60 80 100 120 140 160 180 200 220°F
CITGO
MYSTICK HVI 32
MYSTICK HVI 46
MYSTICK HVI 68
CHEVRON
RYKON PREMIUM 32
RYKON PREMIUM 46
RYKON PREMIUM 68
ESSO / EXXON
UNIVIS N22
UNIVIS N32
UNIVIS N46
UNIVIS N68
IRVING OIL
HYDRAULIC LP 22
HYDRAULIC LP 32
HYDRAULIC LP 46
HYDRAULIC LP 68
MOBIL
MOBIL DTE 12M (ISO 22)
PETRO-CANADA
HYDREX MV 22
HYDREX MV 36
HYDREX MV 60
SHELL
TELLUS T22
TELLUS T32
TELLUS T46
TELLUS T68
TEXACO
RANDO HDZ 22
RANDO HDZ 32
RANDO HDZ 46
RANDO HDZ 68
OPERATING MACHINE OUTSIDE LIMITS SHOWN WILL

CAUTION RESULT IN FAILURE OF HYDRAULIC COMPONENTS
5168AR03
3.7
INFORMATION TO FOLLOW
THE INFORMATION FOR THIS PAGE WAS NOT

AVAILABLE AT PRESS TIME AND HAS BEEN
INTENTIONALLY OMITTED.
LUBRICATION DIAGRAM
3.8
Tigercat® Model 860/870
FILTER AND LUBRICATION SCHEDULE
REFER TO Tigercat OPERATOR'S MANUAL FOR FURTHER INFORMATION
SERVICE EVERY CAPACITY
2000
3000
LITRE
1000
DESCRIPTION REMARKS/LUBRICANT
125
250
500
ITEM
USG
QTY
NO.
8
1 COOLING SYSTEM CUMMINS QSL9…. …36 …9.5
CHANGE COOLANT 60% ANTIFREEZE **
CUMMINS C……... CHK ...36 ...9.5
EVERY 2 YEARS 40% DISTILLED WATER
DEERE 6081…….. ...36 ...9.5
2 ENGINE OIL/FILTER CUMMINS QSL9... - ..REP ..18.9 ..…5 SEE ENGINE MANUFACTURER’S
CUMMINS C……... CHK ..REP - ..18.9 .....5 SERVICE MANUAL
DEERE 6081…….. ..REP - ..28.5 .....8
3 FUEL FILTER (ENGINE) REP 1
4 FUEL/WATER SEPARATOR** DRN REP 2 **BOTH REMOTE AND ENGINE MOUNTED
5 ENGINE COOLANT FILTER* REP 1 * CUMMINS 'C' AND SQL9 ENGINES
6 IN-TANK FUEL STRAINER CHK DRAIN TANK, CLEAN OR
REPLACE AS NECESSARY
7 AIR INTAKE PRECLEANER CHK 1 CLEAN BOWL AS REQUIRED
8 AIR INTAKE PRIMARY ELEMENT REP 1 CHECK FILTER RESTRICTION
INDICATOR WITH ENGINE RUNNING.
9 AIR INTAKE SAFETY ELEMENT REP 1 CLEAN UNLOADER VALVE EVERY
8 HRS, REPLACE EVERY 1000 HRS.
10 HYDRAULIC TANK CHK D/R 190 50 1 DRAIN AND REFILL AT SEASONAL OIL CHANGE
SEE APPROVED HYDRAULIC OILS*
*Tigercat RECOMMENDS REGULAR USE OF AN
OIL TESTING PROGRAM.
11 HYDRAULIC OIL PRE-FILL FILTER REP 1
†
12 HYDRAULIC OIL RETURN FILTERS, CHK REP 2 CHECK RESTRICTION INDICATOR LIGHT
(IN TANK) IN CAB WITH ENGINE RUNNING AT FULL
AND WITH FLOW
13 HYDRAULIC OIL PRESSURE FILTER, CHK REP 1 CHECK RESTRICTION INDICATOR
PILOT † ON FILTER (WHEN FITTED) WITH ENGINE
RUNNING AT FULL AND WITH FLOW
14 MAIN PUMP PILOT FILTER SCREEN REP 1 FILTER SCREEN LOCATED IN FITTING AT 'P1'
PORT CONNECTION ON CONTROL VALVE ON
MAIN PUMP
15 TRACK DRIVE GEARBOX; †† D/R 6 1.5 2 FILL WITH S 75W-90 (SPEC)
CHK RECOMMENDED SYNTHETIC GEAR OIL
FOR SEVERE DUTY APPLICATIONS
†† CHECK OIL WITH LEVEL PLUGS AT
6 AND 9 O'CLOCK POSITIONS.
16 TRACK ROLLERS AND IDLERS CHK 7.6 2 1 IF LEAKING REMOVE AND REPAIR
CHECK FOR LUBRICANT LEAKAGE FILL WITH SAE 30 OR 40 OIL OR GREASE,
REFER TO 500 HOURS SCHEDULED MAINT.
FOR DETAILS
17 SWING BEARING *** LUB 10 SHOTS 1 GREASE WHILE SWINGING
24HR *** EVERY 24 HOURS
*** LITHIUM BASE EP2 GREASE
18 SWING PINION LUB 10 SHOTS 1 GREASE WHILE SWINGING
LITHIUM BASE EP2 GREASE
19 SWING GEARBOX LOWER BEARING LUB 5 SHOTS 1 LITHIUM BASE EP2 GREASE
* EACH *REFER TO 250 HOURS SCHEDULED
FITTING MAINTENANCE FOR DETAILS
20 BOOM,STICK AND TILT JOINTS……. ...6 LITHIUM BASE EP2 GREASE
- WITH TILT LINK……….. LUB PURGE ...12
- WITH ER BOOM SYSTEM…………. …12
21 CYLINDERS; BOOM, STICK & TILT... …8 LITHIUM BASE EP2 GREASE
LUB PURGE
- WITH ER BOOM SYSTEM………... …10
21 LEVELLER CYLINDERS LUB PURGE 4 LITHIUM BASE EP2 GREASE
22 LEVELLER THRUST BEARING LUB PURGE 2 LITHIUM BASE EP2 GREASE
23 LEVELLER PIVOTS LUB PURGE 3 LITHIUM BASE EP2 GREASE
24 DOOR AND ROOF HINGES LUB 1 SHOT 12 LITHIUM BASE EP2 GREASE
25 DOOR CYLINDER PINS LUB LUBRICATE 4 APPLY OIL LIBERALLY
26 FELLING ATTACHMENT SEE MANUFACTURER'S MAINTENANCE SCHEDULE
LITHIUM BASED EP2 GREASE CONTAINING MOLYBDENUM DISULFIDE LEGEND:
** ANTIFREEZE MUST MEET GM 6038M SPECIFICATIONS CHK - CHECK
SEE ENGINE MANUFACTURER'S MAINTENANCE MANUAL DRN - DRAIN
D/R - DRAIN AND REFILL
† Use of filters other than genuine Tigercat replacement filters is not recommended. LUB - LUBRICATE
REP - REPLACE
860/870 LUBCHART.XLS • R3 0903
3.9
ER BOOM SYSTEM Before attempting to disconnect hydraulic hoses
or perform work on the boom system, ensure that:-
WARNING STICK CYLINDERS
FULLY EXTENDED
This machine may be equipped with an ER
boom system. Because of this, it may behave in
an unexpected manner compared to a
conventional boom system. •
TIP OF STICK
When performing maintenance procedures or BOOM FULLY
SUPPORTED
setting up a machine equipped with an ER boom
system, the following points must be noted: 870B-02 ER. BOOM SYSTEM. FIG.1
The main and stick boom cylinder circuits are
HOIST CYLINDER
connected hydraulically. Thus, disconnecting a FULLY RETRACTED
hydraulic line to a boom cylinder may cause either
boom to move unexpectedly. The boom may also
move unexpectedly if a port relief adjusting screw is
unscrewed (counterclockwise) too far and the
pressure drops below that which is required to hold
•
the weight of the boom and head. Ensure that the
head is resting squarely on a solid footing and the
stick cylinders are fully extended, tank pressure is TIP OF STICK BOOM
relieved and engine is shut off before disconnecting FULLY SUPPORTED
870B-03 ER. BOOM SYSTEM. FIG.2
any hydraulic lines.
(a) The machine is parked on level ground with the
head sitting flat on the ground.
(b) The stick cylinders are fully extended (fig. 1) or
the hoist cylinder fully collapsed (fig. 2).
(c) The tip of the stick boom supported .
For additional safety precautions refer to ER
BOOM SYSTEM PRECAUTIONS in SECTION 1
OF THIS MANUAL.
Also note that because of the hydraulic
connection between the main boom and ER
cylinders, the ER cylinder can overpower the stick
cylinders under certain conditions, causing the
stick boom to move unexpectedly. This most often
occurs when setting the MAIN BOOM UP relief
valve, causing the stick to extend, but it may also
happen at other times if the relief settings are not
correct. Ensure that all personnel and equipment
are clear of the boom path and that there is
sufficient overhead clearance for the head to rise
before making any adjustments.
3.10
LUBRICATION OF
SWING DRIVE GEARBOX
UPPER GEARING LUBRICATION
The swing gearbox upper gearing is lubricated by
hydraulic oil which flows from the 'PB' port, one of
three return ports on the clamps and wrist valve
into the swing brake 'U' port on the swing drive
gearbox. A 1/16 inch orifice/connector installed in
the 'U' port regulates the flow of oil through the
gearbox at approximately 1 GPM. Oil is returned
to tank via flushing port 'T'.
LOWER BEARING LUBRICATION
The cavity in the lower portion of the gearbox
where the two lower bearings are housed is
completely filled with grease.
LUBE FITTINGS
• •
845B-D33
LUBRICATE GEARBOX LOWER BEARINGS
To gain access to the lube fitting, remove the cover
plate directly below the gearbox. Using a hand
grease gun, pump 5 shots of grease into each
grease fitting. Follow the lubricating procedure on
the label located beside the grease fittings and
also refer to SCHEDULED MAINTENANCE - 250
HOURS in THIS SECTION. For additional
information refer to SECTION 15 in the SERVICE
MANUAL.
3.11
CHECKING THE AIR CONDITIONING
SYSTEM IMPORTANT
Any service work must be performed by a It is recommended that during cold weather
certified A/C technician. The system should be when the A/C system is not in use, that it be
charged with R134a refrigerant only. PAG run for a period of 5 minutes every 2 weeks.
(polyalkylene glycol) oil should be present in the This will circulate oil to all components of
system and must be used on 'O' rings and fittings the A/C system.
during assembly.
CAUTION
A/C SYSTEM TOTAL CAPACITIES
If using water or compressed air for
R134a REFRIGERANT PAG OIL
(polyalkylene glycol) cleaning, use at 30 psi. or less. Always use
personal protective equipment to guard
3 LBS. 0 OZ. 7 OZ. against flying debris.
The compressor and charge valves are accessed i. Check to see that compressor clutch will
on the right side of the engine. The receiver dryer is engage.*
mounted to the outside back of the cab.
j. Inspect sight glass on receiver dryer with A/C
Perform following inspection along with 125 HOURS ON. A constant stream of bubbles indicates
inspection outlined in SCHEDULED MAINTENANCE system requires charging.*
in THIS SECTION.
SIGHT GLASS
INDICATES
a. Check re-circulating and fresh air filters in CONDITION OF
operator's cab. Refer to SECTION 2 of the CHARGE
OPERATOR'S MANUAL. ••
CHECK A/C
CONDENSER
•• BINARY SWITCH,
CORE SYSTEM
PROTECTION
•
•
MOISTURE INDICATOR
BLUE - OK.
PINK - REPLACE DRYER,
RECHARGE SYSTEM
•
•
BACK WALL
OF CAB
A/C RECEIVER/DRYER
870-D46 CHECK A/C CONDENSER CORE
b. Check the condenser core for dirt and debris.

Clean as required. Refer to CLEANING A/C
CONDENSER, OIL COOLER AND RADIATOR 870-D43 A/C RECEIVER/DRYER
in SECTION 2 of the OPERATOR'S MANUAL. Check colour in moisture indicator; BLUE is OK.
PINK indicates desiccant material in dryer is
c. Check for dirt and debris; on the evaporator coil saturated with moisture. In this situation replace
located inside the A/C-heater unit and also the receiver/dryer, evacuate system and recharge
inside of the A/C-heater unit. Clean as required. system with both refrigerant and PAG oil.*
d. Check and adjust compressor drive belt tension. * Indicates that these repairs must only be
e. Check all A/C hoses for kinks.* carried out by a certified A/C technician.
f. Run air conditioning system for 3 - 5 minutes. For additional SERVICE information refer to the
Tigercat A/C SERVICE MANUAL part number
g. Check air temperature exiting vents in cab.
18795A, available from Tigercat parts department.
h. Listen to compressor and blower motor for
abnormal noises.*
3.12
3.13
FILTERS - REMOVE AND REPLACE ENGINE FILTERS
IMPORTANT WARNING
Do not pre-fill engine fuel filters used
Failure to service and replace filters at the on Cummins QSL9 engines
proper intervals specified in the Refer to the appropriate engine manufacturers
manufacturer's manuals, could cause damage operation and maintenance manual for correct
to the machine and result in the product procedures and time intervals when servicing the
warranty becoming NULL and VOID. Check engine coolant, oil and fuel filters. Read and
Tigercat parts catalog for replacement filters. understand the SAFETY section in each of these
manuals.
IMPORTANT FUEL FILTER/WATER SEPARATOR,
REMOTE MOUNTED
Refer to the appropriate engine
manufacturers operation and maintenance
PRIMING
manual for correct procedures and time BUTTON
intervals when servicing the engine coolant,
oil and fuel filters.
ENGINE OIL SHUT-OFF VALVES, 1" GASKET &
FILTER ENGINE COOLANT FILTER ELEMENT
CLOSE BOTH VALVES WHEN REMOVING OUTER GASKET
FILTER. OPEN BOTH VALVES AFTER
INSTALLING NEW FILTER ELEMENT.
••
WATER
•• •• SEPARATOR
BOWL
•
ENGINE
COOLANT
FILTER,
CORROSION
••
RESISTOR WATER
CARTRIDGE BOWL
870-D19 GASKET
ENGINE OIL AND COOLANT FILTERS
FUEL TEMPERATURE
SENSOR CONNECTION
• DRAIN
VALVE
(NOT USED AT TIME OF CHECK FUEL LINE WATER

• PRINTING) 216-8A SEPARATOR
• The fuel filter/water separator is a combination

unit, with a replaceable fuel filter and a removable
water sediment bowl on the bottom of the unit.
FUEL HEATER
CONNECTION
•• The water sediment bowl is only replaced if it
becomes damaged or non-functional. For service
(NOT USED AT
TIME OF
PRINTING) FUEL FILTER and replacement intervals see SERVICE AND
ELEMENT
LUBRICATION CHART in THIS SECTION.
WATER-IN-FUEL
SENSOR Changing the filter:
CONNECTION
WATER/SEDIMENT 1. Park machine on level ground with felling head
870-D36 •• • DRAIN VALVE resting on the ground.
ENGINE FUEL FILTER/WATER SEPARATOR 2. Open engine enclosure doors fully and install
Cummins QSL9 engine filters shown above. roof safety strut.
3. Stop engine. Turn battery disconnect switch to
CAUTION the OFF position.
When changing coolant filter, wait until 4. Wipe clean the area around the filter and
engine coolant temperature is below 50°C head.
(122°F) before removing radiator cap.
5. Place a suitable container below to catch the
3.14 spilt fuel.
FUEL SHUT-OFF
FUEL SHUT-OFF VALVE SHOWN
VALVE SHOWN 'CLOSED'
'OPEN'
••
ENGINE DOORS LH. SIDE FUEL TANK
• POWER UNIT
SHUT-OFF VALVE
EARLIER MACHINES
870-D22 FUEL TANK SHUT-OFF VALVE, RH SIDE 118-4A
6. Wearing face protection (in case of a fuel 15. Turn both fuel shut-off valves ON.
squirt) turn OFF the fuel shut-off valve and
unscrew the old filter. The fuel shut-off valve is
located on the right side fuel tank suction line PRIMING
located at the base of the tank.

BUTTON
•
7. Remove and discard the small 1” I.D. gasket
from the threaded extension on the filter head.
8. Remove the water sediment bowl from the
bottom of the old filter. Discard this gasket
also. Dispose of old filter and any fuel
properly.
9. Clean the water sediment bowl.
10. Check the seating area for the gaskets on the
filter head and the water sediment bowl and PRIMING BUTTON, REMOTE
wipe clean. 870-D44 FUEL LINE WATER SEPARATOR
11. Lubricate gasket for bottom of filter and water 16. For correct fuel priming procedure refer to the
sediment bowl with clean engine oil and appropriate engine manufacturers
carefully hand tighten the water sediment maintenance manual. Priming the fuel system
bowl onto the new filter. It is plastic and will is not necessary with the Cummins QSL9
break if over tightened. Close the water drain engine.
valve.
17. Start the engine and check for leaks.
12. Lubricate the new 1” I.D. gasket with clean
engine oil and install onto the threaded
extension on the filter head.
13. Lubricate the gasket on top of the new filter
with clean engine oil and prefill the filter
with clean fuel.
14. Screw the new filter on to the filter head until
the gasket makes contact with the seat and
then hand tighten an additional 3/4 turn only.
3.15
FUEL TANK STRAINERS HYDRAULIC PILOT PRESSURE FILTER
A stainless steel fuel strainer is screwed onto the There is a hydraulic high pressure pilot filter placed
end of each fuel line inlet pipe located inside each ahead of the pilot supply valve to filter the
fuel tank. The strainers are accessible by removing hydraulic oil supply from the main Linde valve
the fuel tank cleanout covers. before it enters the pilot system.
PILOT PRESSURE
FILTER
FILTER BOWL
••
•• CLEANOUT
COVER PLATES,
STRAINER •
LOCATED INSIDE
EACH FUEL TANK
870-D32 PILOT PRESSURE FILTER
870-02
FUEL TANK CLEANOUT COVERS
CHANGING/CLEANING THE STRAINERS:
CLOG INDICATOR
••
NOTE:
This should only be required if excessive
quantities of foreign material has built up
inside the tank.
1. Park machine on level ground with felling head PILOT PRESSURE FILTER,
resting on the ground. CLOG INDICATOR
221-15A ON EARLIER MACHINES
2. Stop engine. Turn battery disconnect switch to
the OFF position. FILTER CLOG INDICATOR,
EARLIER MACHINES
3. Drain the fuel tanks. Drain plugs accessible
from underside of upper frame. This filter incorporates a clog indicator. The clog
indicator consists of a clear plastic sight glass
4. Remove each cleanout cover and “O” ring. mounted on top of the filter housing. Under normal
5. Before removing strainers, clean any debris operating conditions (or when the hydraulic system
from inside bottom of tank(s) and wipe clean. is shut down) the indicator will show GREEN.
When a pressure differential of 72 psi builds up
inside the filter, the indicator will show RED,
WARNING indicating a clogged filter.
To lower the risk of causing accidental fires, This condition could happen during cold start-ups,
DO NOT leave fuel or oil soaked rags laying but as the oil warms up the indicator will
around. automatically re-set to GREEN. The indicator will
6. Remove the fuel strainers using hex on end of not remain in the “clogged” (RED) position when
strainers. Carefully clean strainers (NOTE: the pilot system is not being used. “Clogged”
rough handling can cause damage). condition will result in low pilot pressure. If a loss
of controls or slow response occurs, filter
7. Check for a buildup of foreign material element may need to be changed. Refer also to
where the strainer screws onto the pipe. SECTION 5 of the SERVICE MANUAL for more
8. Reinstall the strainers. information.
9. Reinstall fuel tank cover plate with “O” ring. For service and replacement intervals see
SERVICE AND LUBRICATION CHART in THIS
10. Refuel and check for leaks. SECTION.
11. Turn battery disconnect switch ON and start
engine, check for leaks again.
3.16
Changing the filter:
1. Park machine on level ground with felling head
HYDRAULIC FILTER
resting on the ground and stop engine. SERVICING GUIDELINES
2. Turn BATTERY DISCONNECT SWITCH to
‘OFF’ position. IMPORTANT
3. Release air from the hydraulic tank by opening
the AIR VENT VALVE.
NEVER PRE-FILL ANY
4. A small accumulator is used in the pilot supply
HYDRAULIC FILTERS ON 200,
circuit to ensure an adequate supply of pilot 700, 800 AND 1000 SERIES
control oil under all operating conditions. The MACHINES
accumulator will normally bleed down the pilot
supply oil to zero PSI in under 30 seconds NEVER PRE-FILL CHARGE
after engine shut down, but install a 0 to 1000 PRESSURE FILTERS ON 600
PSI gauge on the pilot supply circuit test port
to be sure the pilot system is not under SERIES SKIDDERS
pressure before unscrewing the filter bowl. Tigercat generally does not recommend the pre-
filling of spin-on filters due to the risk of damage
5. Wipe the area clean around the filter and to the hydraulic system caused by unfiltered oil.
head. Unfiltered oil used to pre-fill filters enters directly
6. Place rags below to catch any spilt oil. into the hydraulic circuit. Contaminants in
unfiltered oil can cause significant and costly
7. Wearing face protection (in case of an oil damage to hydraulic valves, pumps and motors.
spray), unscrew the filter bowl from the filter The cleanliness of hydraulic oil cannot be
head. Remove the filter element and dispose guaranteed unless it is always prefiltered before
of it properly. Clean out the filter bowl before use.
reusing it.
8. Remove and discard the small o-ring from ALWAYS PRE-FILL DUAL HEAD
between the filter element and the filter head. HYDRAULIC FILTERS ON 600
9. Check the seating area for the other o-rings SERIES SKIDDERS
and seals on the filter bowl and filter head. Dual head hydraulic filters on 600 series
Wipe clean. skidders must always be pre-filled with clean
10. DO NOT pre-fill the filter*. Lubricate any new oil as noted specifically in the manuals for each
o-rings and seals with clean hydraulic and of these machines.
install the new filter element. All 600 series hydraulic circuits direct oil from the
11. Close air vent ball valve. dual head filters to the main and drive pump
inlets. Air must not be allowed to enter the inlets
*Refer to HYDRAULIC FILTER SERVICING of these pumps. Entry of air directly into pump
GUIDELINES. inlets can cause significant and costly damage to
pumps. In this particular case the risk of damage
to pumps caused by entry of air into the circuit is
considered to be greater than the risk of damage
caused by unfiltered oil. Prefiltering of any
hydraulic oil used to pre-fill these filters is strongly
recommended to eliminate the risk of damage
caused by unfiltered oil.
IMPORTANT
Contaminated hydraulic fluid can lead to premature failure of hydraulic components and costly
repairs. Filters must be replaced at the recommended time intervals, Refer to SCHEDULED
MAINTENANCE in THIS SECTION.
Use of hydraulic oil filters other than the Tigercat brand could lead to severe wear and rapid
failure of hydraulic system components.
3.17
HYDRAULIC OIL PRE-FILL FILTER FILTER
HEAD
There is a hydraulic oil pre-fill filter installed in the •
fill line to filter oil prior to entering the hydraulic •
tank. For service and replacement intervals see GASKET
SECTION. • FILTER
ELEMENT
SQUARE SECTION GASKET INSTALLATION

FILTR_SEALS 2
Square Section Gasket

Remove used gasket and clean groove in
head.
Apply clean oil to new gasket surfaces.
Install new gasket into groove in filter head.
Do not prefill filter *. Screw on new filter until
gasket makes contact with filter head.
Tighten filter an additional 3/4 turn.
DO NOT use bottom nut for filter installation or
damage/leakage may result. Bottom nut is to
assist in filter removal only.
FILTER
•• •
HEAD
• •
GASKET
HYDRAULIC HYDRAULIC
PRE-FILL OIL HAND FILL
FILTER PUMP • FILTER
ELEMENT
870-D45 HYDRAULIC OIL PRE-FILL FILTER
Changing the filter: FILTR_SEALS 2 'O' RING GASKET INSTALLATION
1. Park machine on level ground with felling head z 'O' Ring Gasket
resting on the ground. Stop engine. The pre- Remove used gasket and clean gasket seat in
fill filter is accessed through the right hand head.
engine door. Apply clean oil to new gasket surfaces.
2. Wipe clean the area around the filter and Install new gasket on inside lip of filter.
head.
Do not prefill filter *. Screw on new filter until
3. Place rags below to catch the spillage of oil. gasket makes contact with filter head.
4. Wearing face protection (in case of an oil Tighten filter an additional 3/4 turn.
spray), unscrew the old filter. Dispose of old
filter and any oil properly. Tighten filter until top edge makes metal to
metal contact with filter head. (approximately
5. The Tigercat replacement filter is supplied 1 1/2 additional turns after gasket contact)
with two gaskets enclosed, examine the filter
head closely to determine which gasket should DO NOT use bottom nut for filter installation or
be used and follow the instructions to ensure damage/leakage may result. Bottom nut is to
proper installation. assist in filter removal only.
7. Start the engine and check for leaks.
*Refer to HYDRAULIC FILTER SERVICING
GUIDELINES on PREVIOUS PAGE.
3.18
HYDRAULIC OIL RETURN FILTERS 9. Drain oil from the tank until the top of both return
tubes are visible in bottom of filter box. See
There are two replaceable filters housed in the filter
illustration fig. no. 870B-05 or 860-26.
box. The filter box is a sealed compartment within
the hydraulic tank and is ALWAYS completely filled FILTER FILTER COVER
to the top (filter covers) with hydraulic oil. RESTRICTION
GAUGE •
FILTER
MESH RESTRICTION
FILTER PRESSURE
2ND. MESH
FILTER BELOW
COVER PLATE •• SWITCH
•
BYPASS
VALVE
AIR BLEED •
HOSE
REPLACEABLE
FILTERS
(2 PLACES)
•
• •
••
145-23AX RETURN FILTERS ~ HYDRAULIC OIL
The filters should be checked/changed at the O-RING ROUND

ACCESS
intervals specified in the LUBRICATION AND COVER
MAINTENANCE SCHEDULE in SECTION 3 of
THIS MANUAL. If the FILTER BYPASS* warning
light comes on between scheduled maintenance • •
intervals, STOP THE MACHINE and change these •
filter elements.
*NOTE: FILTER BYPASS warning light may come
on if oil is not brought up to temperature after cold •
start ups. Refer to MACHINE PREPARATION in
REUSABLE
STRAINERS/
For service and replacement intervals see SERVICE DIFFUSERS
AND LUBRICATION CHART in THIS SECTION. (3 PLACES)
Changing the filters: DRAIN PLUG

1. Park machine on level ground with felling head •
resting on ground.
2. Position upper frame to allow access to the 870B-04 HYDRAULIC OIL TANK
drain plug in the bottom of hydraulic tank. 10. Install new filters.
3. Open engine enclosure doors and install roof 11. Install bypass valves and retaining springs.
safety strut.
12. Install filter covers, use a NEW 'O' ring to seal filter
4. Turn BATTERY DISCONNECT SWITCH to the cover, original 'O' ring may have hardened,
'OFF' position. distorted or sustained damage.
5. Release air from tank by opening air vent ball 13. Install air bleed hoses.
valve.
14. Close air vent ball valve.
6. Loosen and slowly disconnect one of the air
bleed hoses from the top of one of the filter
covers to allow oil in filter box to drain into the
lower part of the tank.
7. Remove both air bleed hoses from filter covers.
8. Remove filter covers and filter bypass valves.
3.19
•
AIR BLEED
CONNECTION •
•
FILTER COVER
'O' RING
•
BYPASS VALVE
FILTER
• VENT
FILTER
•
• FILTER BOX
10 PSI
RELIEF HYD. OIL
VALVE FILL PORT
FILTER BOX
CHANGING RESERVOIR • •
FILTERS: • BALL
DRAIN TANK TO VALVE,
BELOW THIS AIR
LEVEL TO VENT
PREVENT
CONTAMINATED • SIGHT
DRAIN
OIL FROM
FLOWING INTO PLUG • GAUGE/
LEVEL
RETURN TUBES • SENDER
WITH OIL
SECONDARY • TEMP
GAUGE
SIGHT
GAUGE\LOW • • •
LEVEL SENDER • ACCESS
COVERS
RETURN TUBES • • WITH 'O'
WITH STRAINERS • • RING SEAL
•
PUMP SUCTION
CASE • TUBES
STRAINER • DRAIN
•
AND
FILTER • • •
SUCTION BOX AIR
TUBES EXHAUST
•
OIL HEATER DRAIN PLUG
CROSS SECTION 'A'-'A' (OPTIONAL)
860-26
HYDRAULIC TANK, CURRENT LATER MACHINES WITH QSL9 ENGINE
15. Top up tank to FULL mark on sight gauge with 15. On earlier machines with
recommended hydraulic oil, using hand fill Turbo air pressurization system*:
pump: Remove plug from end of fill hose and
With John Deere 6081 engine or Cummins
operate hand pump. Loosen one of the air
'C' series engine it was necessary to
bleed hoses on top of one of the filter covers to
pressurize the hydraulic tank:
allow air to escape from the filter box. Tighten
air bleed hose and continue pumping with the Pressurize tank to 3 psi using hand fill pump:
hand fill pump. Repeat until clean, air-free oil Remove plug from end of fill hose and operate
emerges from air bleed hose, tighten air bleed hand pump until a gauge reading of 3 psi is
hose. Replace plug on fill hose. obtained. Loosen one of the air bleed hoses to
air bleed hose and continue to pressurize tank.
Repeat until clean, air-free oil emerges from
air bleed hose. Replace plug on fill hose. Once
3.20
AIR BLEED
•
CONNECTION
• •
FILTER COVER
'O' RING •
BYPASS VALVE
FILTER
•
VENT
FILTER
BALL VALVE,
10 PSI AIR VENT
RELIEF FILTER BOX
VALVE
HYD. OIL
• AIR
FILL PORT
REGULATOR
(SOME
EARLIER
FILTER BOX
• • MACHINES)
RESERVOIR •
CHANGING
• DRAIN ACCESS
PLUG COVERS
FILTERS: WITH 'O'
DRAIN TANK TO RING SEAL
BELOW THIS
LEVEL TO • • SIGHT
GAUGE/
PREVENT
CONTAMINATED • • • LEVEL
OIL FROM SENDER
WITH OIL
FLOWING INTO
RETURN TUBES • TEMP
• GAUGE
SECONDARY
SIGHT •
GAUGE\LOW • •
TURBO
LEVEL SENDER
RETURN TUBES
• • AIR FROM
ENGINE
WITH STRAINERS • • PUMP CASE (SOME
DRAIN AND EARLIER SUCTION
FILTER BOX MACHINES) • TUBES
STRAINER • AIR
EXHAUST
• AIR
• • •
SUCTION COMPRESSOR
TUBES (SOME
EARLIER
MACHINES)
•
CROSS SECTION 'A'-'A' DRAIN PLUG
OIL HEATER
(OPTIONAL)
860-27 HYDRAULIC TANK, EARLIER MACHINES

engine is running, pressure in tank will be 16. Add hydraulic oil up to FULL mark on tank
maintained by turbo air from the engine. sight gauge using hand fill pump.
15. On earlier machines with compressor * For additional information on TANK
pressurizing system*: PRESSURIZATION refer to HYDRAULIC
TANK PRESSURIZATION SYSTEM in
Pressurize tank by turning the key switch to
RUN position, PRESS and HOLD the tank
pressurization switch in the cab in the ON NOTE: Changing filters tends to aerate the
position until a pressure reading of 6 psi. is hydraulic oil. For maximum pump life, the
indicated on the hydraulic tank pressure gauge. machine should sit for one hour after servicing to
Loosen one of the air bleed hoses to allow air to allow entrained air to escape prior to applying
escape from the filter box. Repeat until clean, air- working pressures to the pumps.
free oil emerges from air bleed hose.
3.21
HYDRAULIC OIL RETURN 16. Add hydraulic oil to tank using hand fill pump.
STRAINERS/DIFFUSERS 17. Bleed air from the main, track and saw pumps by
There are three reusable strainers/diffusers removing the case drain hoses at each pump
housed in the hydraulic tank, one on the case drain connection. Install plugs in hose ends.
return port and two on the return tubes. The
18. Continue filling hydraulic tank using hand fill
strainers should be inspected whenever the
pump. Reconnect case drain hoses to pumps
hydraulic tank is drained. See SCHEDULED
when oil is seen coming from the pump case
MAINTENANCE in THIS SECTION.
drain ports. It is important that all air is evacuated
For service and replacement intervals see from the pumps.
19. Fill hydraulic tank up to FULL mark on sight
SECTION.
gauge using hand fill pump.
CHANGING OR CLEANING THE STRAINER:
20. Close air vent ball valve.
This should be performed in the event of a
FILTER FILTER COVER
pump failure or hydraulic oil contamination. RESTRICTION
GAUGE •
1. Park machine on level ground with felling head FILTER
resting on the ground. RESTRICTION
PRESSURE
SWITCH
2. Position upper frame to allow access to the BYPASS
drain plug in the bottom of hydraulic reservoir. • VALVE
3. Stop engine. •
REPLACEABLE
4. Open engine enclosure doors and install safety FILTERS
(2 PLACES)
strut. •
5. Turn BATTERY DISCONNECT SWITCH to the
•
'OFF' position.
6. Release the pressure in the hydraulic tank by •
opening the air vent valve.
7. Disconnect the wires from the two sensors
O-RING
located on the access cover. ROUND
ACCESS
COVER
8. Drain the hydraulic tank via a drain plug in the
bottom of the tank.
9. Remove the round access cover plate and • •
'O' ring.
•
10. Before removing the strainers, clean any
debris from the bottom of the tank and wipe it
clean. •
11. Remove the three hydraulic oil return strainers
using the hex on the end of strainer. Carefully REUSABLE
STRAINERS/
clean the strainers (they may be damaged by DIFFUSERS
rough handling). (3 PLACES)
12. Check for a buildup of foreign materials DRAIN PLUG

where the strainers screw onto the pipes and
cover plate. •
13. Reinstall the strainers using the hex on end. 870B-04 HYDRAULIC OIL TANK
14. Reinstall access cover plate with a NEW
“O” ring.
15. Connect sensor wires to sensors on access
cover.
3.22
21. Using hand fill pump: Loosen one of the air
bleed hoses on top of one of the filter covers to
air bleed hose and continue pumping with the
hand fill pump. Repeat until clean, air-free oil
emerges from air bleed hose, tighten air bleed
hose. Replace plug on fill hose.
21. On earlier machines with
Turbo air pressurization system:
Continue to operate hand pump until a gauge
reading of 3 psi is obtained. Loosen one of the
air bleed hoses to allow air to escape from the
filter box. Tighten air bleed hose and continue
to pressurize tank. Repeat until clean, air-free
oil emerges from air bleed hose. Replace plug
on fill hose.
21. On earlier machines with compressor
pressurizing system:
Continue to operate hand pump until a gauge
reading of 2 to 3 psi is obtained. Loosen one
of the air bleed hoses to allow air to escape
from the filter box. Tighten air bleed hose and
continue to pressurize tank by turning the key
switch to RUN position and pressing and
holding the tank pressurization switch in the
cab in the ON position until a pressure reading
of 6 psi. is indicated on the hydraulic tank
pressure gauge. Again loosen one of the air
bleed hoses to allow air to escape from the
filter box. Repeat until clean, air-free oil
emerges from air bleed hose. Replace plug on
fill hose.
22. Recheck oil level and add hydraulic oil up to
FULL mark using hand fill pump.
NOTE: Changing strainers and filters and
replacing the hydraulic oil tends to aerate the oil.
For maximum pump life, the machine should sit for
1 hour after servicing to allow entrained air to
escape from the oil prior to applying working
pressures to the pumps.
3.23
AIR INTAKE MAINTENANCE AIR CLEANER PRECLEANER
ENGINE AIR PRECLEANER ••

The engine air precleaner cleans engine air before it
reaches the air cleaner filter elements. It removes
•
contaminants such as dust, powder, insects, rain ••
and snow. This precleaner is self powered and self
cleaning requiring virtually no maintenance.
FILTER RESTRICTION
However, it should be checked periodically to make INDICATOR
sure that foreign materials have not plugged the
intake area or the discharge port area and that the •• AIR CLEANER
UNLOADER VALVE
rotor spins freely.
AS THE AIR SPINS, CONTAMINANTS ARE BLOWN
378-11A ENGINE AIR INTAKE
CENTRIFUGAL FORCE OUT OF SPECIAL DISCHARGE
SEPARATES FOREIGN PORTS BY HIGH VELOCITY,
MATERIALS FROM THE AIR POWERED ROTOR
CLEAN AIR
•
•
• AIR CLEANER
205-19AC PRIMARY ELEMENT
THE PRECLEANER HAS ONLY THE PURIFIED AIR

SPECIALLY DESIGNED GOES TO THE AIR FILTER
BLADES THAT CAUSE THE
INCOMING AIR TO SPIN
TURBO 2 PRECLEANER OPERATION
AIR CLEANER
205-22AC SAFETY ELEMENT
important that the elements be serviced correctly
DISCHARGE and at proper servicing intervals.
PORT AREA
In addition to the LUBRICATION AND
MAINTENANCE SCHEDULE outlined in THIS
SECTION, the following instructions should also be
noted:
The most common and most damaging air intake
servicing problems are:
OVER SERVICING
Filter elements increase in dust cleaning efficiency
218-21B
PRECLEANER as dust builds up on the media. Looks can be
AIR CLEANER deceiving. A filter that looks dirty is actually more
The air cleaner on this machine uses 2 filter efficient than one that is clean. A filter with dust build
elements, a primary element and a safety element. up on the media reaches nearly 100% dust cleaning
efficiency. Only when a filter is so clogged with dirt
To ensure maximum engine protection, it is that air restriction goes beyond engine
3.24
manufacturer's guidelines, should a filter be AIR CLEANER UNLOADER VALVE
replaced.
This rubber valve on the tube of the air cleaner
NOTE: This does not apply to hydraulic oil or diesel housing should be checked before every shift (8 hrs).
engine filters. If this valve is missing, damaged or has turned hard,
it will cause the air cleaner to become ineffective. The
IMPROPER SERVICING
valve should be replaced every 1000 Hours.
Engine exposure to dust during servicing is the
largest single reason for engine damage due to dust. Remove the unloader valve from the tube of the air
cleaner housing. A good valve is soft and flexible.
Abrasive dust can easily enter the intake system Check and clean the valve. If it was plugged, then
once the air cleaner cover and protective filter check the filter elements as they may need to be
element is removed for replacement. The safety replaced as well. Reattach the valve to the tube. The
element does reduce this risk but it should also be valve should suck closed at about 1/3 of full throttle.
replaced at every third primary element change. When operating in high dust conditions this valve
IMPORTANT STEPS TO FOLLOW WHEN should be checked and squeezed frequently to
CHANGING FILTER ELEMENTS release dust buildup.
1. Release the cover latch gently to reduce the
amount of dust dislodged. ••
2. Avoid dislodging dust from filter element(s) by RESET
BUTTON
gently pulling the element off the outlet tube.
3. Always clean the sealing surface of the outlet
•
tube before inserting a new filter element.
4. Always clean the inside of the outlet tube.
FILTER RESTRICTION
5. Check your old filter. It can help you detect INDICATOR
foreign material on the sealing surface that is
causing leakage. 376-11A FILTER RESTRICTION INDICATOR
NOTE: Filter elements should never be cleaned FILTER RESTRICTION INDICATOR
and reused. Cleaning causes dust to bypass the A filter restriction indicator is connected to the outlet
filter and be deposited on the inner surface of side of the air filter. Service to the air filter is required
the filter media. The dust is then drawn directly when the indicator shows RED. This indicator
into the engine. provides a continuous reading whether the engine is
6. Inspect the new filter for damage. running or is shut down. After servicing the filter, reset
the indicator by pressing the reset button.
7. Insert the new filter properly. Apply pressure to
RUBBER ELBOWS
the outer rim of the filter not the flexible centre. AND TUBING
8. Check connections and ducts for air tight fit.

Ensure that all clamps, bolts and connections
are tight. Check rubber elbows for splits or wear
points. Leaks in these locations send dust ••
directly to the engine.
••
UNLOADER
VALVE 870B-D17
INTAKE TUBING AND JOINTS (TYPICAL)
INTAKE TUBING AND JOINTS

•• Replace turbocharger rubber inlet elbow and coupling
- High temperatures in this area can cause the rubber
to harden.
Check ALL air intake tubing, rubber couplings and
band clamps for signs of wear and leakage.
235-4 AIR CLEANER UNLOADER VALVE
3.25
TORQUE CHART
LOCATION THREAD TORQUE (LUBRICATED)

DIAMETER lbf-ft Nm
Cylinder, Hoist and ER Stick (6336B)
Piston nut - 5430 7360
Cylinder end cap bolts - 700 950
Cylinder, Hoist (2325B)
Piston nut M70 3130 4245
Cylinder end cap bolts M20 410 555
Cylinder, Stick and Tilt Link (2326B)
Piston nut - 4470 6060
Cylinder end cap bolts - 410 555
Cylinder, Stick and Tilt Link (6337B)
Piston nut M62 3525 4780
Cylinder, Leveller (13274B)
Piston nut 2 3/4" UNC 5200 7000
Swing bearing
Swing bearing bolts 7/8" UNC 450-500 620-680
Swing gearbox mounting bolts 5/8" UNC 160-175 215-235
Engine mounting - Cummins 'QSL9' Engine
Bolts, Front bracket/mount to chassis 7/8" UNC 480 650
Bolts, Rear bracket/mount to chassis M24 675 915
Bolts, bracket to engine, front M12 80 109
Bolts, bracket to engine, rear M12 80 109
Engine mounting - Cummins 'C' Engine
Bolts, bracket/mount to chassis 7/8" UNC 450-500 620-680
Bolts, bracket to engine, front 7/16" UNC 52-57 71-77
Bolts, bracket to engine, rear M12 80 109
Engine mounting - John Deere '6081' Engine
Bolts, bracket/mount to chassis 7/8" UNC 450-500 620-680
Bolts, bracket to engine, front 5/8" UNC 160-175 215-235
Bolts, bracket to engine, rear 1/2" UNC 55-65 75-85
Pump drive
Drive plate to flywheel 3/8" UNC 33-36 45-49
Bell housing to engine M10 47 63
Undercarriage
Track shoe bolts (D6) 3/4" UNC T/T* T/T*
Track shoe bolts (FH400) M24 T/T* T/T*
Roller mounting bolts 7/8" UNC 450 610
Sprocket bolts M20 380 515
Gearbox mounting bolts M20 380 515
Drive motor mounting bolts M12 95 130
M20 380 515
Leveller,fore/aft pivot shaft and housing bolts M24 675 915
860/870 TORQUECHART.XLS
*T/T represents Torque-turn, this is a method of torquing the track shoe bolts which is fully described in
SECTION 11 of the Tigercat SERVICE MANUAL.
Torque values pertaining to the engine and attachment are provided in the appropriate manuals.
TORQUE CHART
3.26
GENERAL TORQUE SPECIFICATIONS
IMPERIAL The torque values listed below are for general use only.
DO NOT use these values if a different torque value or
tightening procedure is shown for a specific application.
IMPERIAL BOLT TORQUE SPECIFICATIONS

GRADE 8 BOLTS GRADE 5 BOLTS
COARSE DRY LUBRICATED COARSE DRY LUBRICATED
THREAD lbf-ft Nm lbf-ft Nm THREAD lbf-ft Nm lbf-ft Nm
1/4" - 20 11 - 12 15 - 16 8 - 10 11 - 13 1/4" - 20 7- 8 10 - 11 8 - 10 11 - 13
5/16" - 18 20 - 28 27 - 38 26 - 30 35 - 40 5/16" - 18 14 - 18 19 - 24 38275 13 - 20
3/8" - 16 44 -48 60 - 65 33 - 36 45 - 49 3/8" - 16 31 - 34 42 - 46 23 - 25 31 - 34
7/16" - 14 70 - 77 95 - 104 52 - 57 71 - 77 7/16" - 14 49 - 54 66 - 73 37 - 41 50 - 55
1/2" - 13 106 - 117 144 - 158 80 - 88 109 - 119 1/2" - 13 75 - 83 102 - 112 57 - 63 77 - 85
9/16" - 12 153 - 168 208 - 228 115 - 127 156 - 172 9/16" - 12 109 - 120 148 - 162 82 - 90 111 - 122
5/8" - 11 212 - 233 288 - 316 159 - 175 216 - 237 5/8" - 11 150 - 165 204 - 223 113 - 124 152 - 168
3/4" - 10 376 - 414 510 - 561 282 - 310 393 - 420 3/4" - 10 266 - 293 360 - 397 200 - 220 271 - 298
7/8" - 9 606 - 667 822 - 904 455 - 501 617 - 679 7/8" - 9 394 - 433 535 - 586 296 - 326 402 - 441
1" - 8 909 - 1000 1233 - 1355 682 - 750 925 - 1016 1" - 8 591 - 649 802 - 879 443 - 489 601 - 663
1 1/8" - 7 1288 - 1417 1746 - 1921 966 - 1062 1310 - 1441 1 1/8" - 7 794 - 873 1077 - 1183 596 - 656 808 - 889
1 1/4" - 7 1817 - 1999 2464 - 2710 1360 - 1496 1844 - 2027 1 1/4" - 7 1120 - 1232 1519 - 1670 840 - 924 1139 - 1252
FINE DRY LUBRICATED FINE DRY LUBRICATED
THREAD lbf-ft Nm lbf-ft Nm THREAD lbf-ft Nm lbf-ft Nm
1/4" - 28 13 - 14 18 - 19 10 - 13 14 - 17 1/4" - 28 9 - 10 12 - 13 9 - 10 12 - 13
5/16" - 24 23 - 28 31 - 38 18 - 25 25 - 33 5/16" - 24 17 - 22 23 - 29 16 - 20 21 - 27
3/8" - 24 49 - 54 67 - 73 37 - 41 50 - 55 3/8" - 24 35 - 39 48 - 53 26 - 29 35 - 39
7/16" - 20 78 - 86 106 - 116 58 - 64 79 - 86 7/16" - 20 55 - 61 75 - 83 41 - 45 56 - 61
1/2" - 20 120 - 132 163 - 179 90 - 99 122 - 134 1/2" - 20 85 - 94 116 - 127 64 - 70 87 - 95
9/16" - 18 171 - 188 232 - 255 128 - 141 174 - 191 9/16" - 18 121 - 133 164 - 180 91 - 100 124 - 135
5/8" - 18 240 - 264 326 - 358 180 - 198 244 - 268 5/8" - 18 170 - 187 231 - 253 128 - 141 174 - 191
3/4" - 16 420 - 462 570 - 626 315 - 347 427 - 470 3/4" - 16 297 - 327 403 - 443 223 - 245 303 - 332
7/8" - 14 668 - 735 906 - 996 501 - 550 679 - 745 7/8" - 14 434 - 477 589 - 646 326 - 359 442 - 486
1" - 12 995 - 1096 1359 - 1486 746 - 821 1012 - 1113 1" - 12 646 - 711 876 - 965 484 - 534 657 - 724
1 1/8" - 12 1445 - 1590 1960 - 2155 1083 - 1191 1469 - 1613 1 1/8" - 12 891 - 980 1208 - 1328 668 - 735 906 - 996
1 1/4" - 12 2012 - 2213 2728 - 2997 1509 - 1660 2046 - 2250 1 1/4" - 12 1240 - 1364 1682 - 1849 931 - 1024 1262 - 1387
METRIC
METRIC BOLT TORQUE SPECIFICATIONS

CLASS 4.8 CLASS 8.8 OR 9.9 CLASS 10.9 CLASS 12.9
SIZE LUBRICATED DRY LUBRICATED DRY LUBRICATED DRY LUBRICATED DRY
Nm lbf-ft Nm lbf-ft Nm lbf-ft Nm lbf-ft Nm lbf-ft Nm lbf-ft Nm lbf-ft Nm lbf-ft
M6 4.8 3.5 6.0 4.5 9.0 6.5 11.0 8.5 13.0 9.5 17.0 12.0 15.0 11.5 19.0 14.5
M8 12.0 8.5 15.0 11.0 22.0 16.0 28.0 20.0 32.0 24.0 40.0 30.0 37.0 28.0 47.0 35.0
M10 23.0 17.0 29.0 21.0 43.0 32.0 55.0 40.0 63.0 47.0 80.0 60.0 75.0 55.0 95.0 70.0
M12 40.0 29.0 50.0 37.0 75.0 55.0 95.0 70.0 110.0 80.0 140.0 105.0 130.0 95.0 165.0 120.0
M14 63.0 47.0 80.0 60.0 120.0 88.0 150.0 110.0 175.0 130.0 225.0 165.0 205.0 150.0 260.0 190.0
M16 100.0 73.0 125.0 92.0 190.0 140.0 240.0 175.0 275.0 200.0 350.0 225.0 320.0 240.0 400.0 300.0
M18 135.0 100.0 175.0 125.0 260.0 195.0 330.0 250.0 375.0 275.0 475.0 350.0 440.0 325.0 560.0 410.0
M20 190.0 140.0 240.0 180.0 375.0 275.0 475.0 350.0 530.0 400.0 675.0 500.0 625.0 460.0 800.0 580.0
M22 260.0 190.0 330.0 250.0 510.0 375.0 650.0 475.0 725.0 540.0 925.0 675.0 850.0 625.0 1,075.0 800.0
M24 330.0 250.0 425.0 310.0 650.0 475.0 825.0 600.0 925.0 675.0 1,150.0 850.0 1,075.0 800.0 1,350.0 1,000.0
M27 490.0 360.0 625.0 450.0 950.0 700.0 1,200.0 875.0 1,350.0 100.0 1,700.0 1,250.0 1,600.0 1,150.0 2,000.0 1,500.0
M30 675.0 490.0 850.0 625.0 1,300.0 950.0 1,650.0 1,200.0 1,850.0 1,350.0 2,300.0 1,700.0 2,150.0 1,600.0 2,700.0 2,000.0
M33 900.0 675.0 1,150.0 850.0 1,750.0 1,300.0 2,200.0 1,650.0 2,500.0 1,850.0 3,150.0 2,350.0 2,900.0 2,150.0 3,700.0 2,750.0
M36 1,150.0 850.0 1,450.0 1,075.0 2,250.0 1,650.0 2,850.0 2,100.0 3,200.0 2,350.0 4,050.0 3,000.0 3,750.0 2,750.0 4,750.0 3,500.0
ISSUE 3 800
3.27
3.28
SECTION 4 - HYDRAULIC SYSTEM
CONTENTS - SECTION 4 MAY 2004
ENGINE ANTI-STALL VALVE
ATTACHED TO MAIN PUMP CONTROLLER ................................. 4.8, 4.30
REMOTE MOUNTED ............................................................. 4.9, 4.31, 4.33
HIGH PRESSURE LIMITING CONTROL VALVE
SET LOAD SENSE RELIEF VALVE ......................................................... 4.32
HYDRAULIC OIL TANK
DESCRIPTION ........................................................................................... 4.4
SET PRESSURE REGULATOR, EARLIER MACHINES ........................... 4.6
HYDRAULIC PUMPS
DESCRIPTION ........................................................................................... 4.8
ENGINE ANTI-STALL VALVE, LATER ...................................................... 4.9
MAIN PUMP, 160CC AND 210CC DISPLACEMENT ................................. 4.8
MAIN PUMP CONTROLLER (LS CONTROL), EARLIER ....................... 4.8
MAIN PUMP CONTROLLER (LS CONTROL), LATER ........................... 4.9
SET STANDBY PRESSURE ................................................................. 4.33
WEAR TEST ......................................................................................... 4.11
SAW PUMP .............................................................................................. 4.11
HYDRAULIC SYSTEM
BOOM CYLINDERS ................................................................................... 4.2
CLAMP ARMS AND WRIST CIRCUIT ....................................................... 4.3
FILTER/STRAINER SERVICE ................................................................... 4.5
MAIN HYDRAULIC SYSTEM ..................................................................... 4.2
FLOW ON DEMAND AND LOAD COMPENSATION ............................ 4.19
MAIN HYDRAULIC CIRCUIT DESCRIPTION ...................................... 4.18
MARGIN PRESSURE ................................................................. 4.10, 4.30
OIL COOLER BY-PASS VALVE ............................................................ 4.19
PRESSURE GAUGE CONNECTIONS ................................................. 4.30
SET MARGIN PRESSURE ................................................................... 4.31
PILOT CIRCUIT .......................................................................................... 4.3
SAW CIRCUIT ............................................................................................ 4.3
SWING SYSTEM ........................................................................................ 4.2
TRACK DRIVE SYSTEM ............................................................................ 4.2
WRIST AND CLAMP ARMS CIRCUIT ....................................................... 4.3
WRIST AND CLAMPS PUMP .................................................................. 4.11
LOAD SENSING
BASIC DESCRIPTION ............................................................................. 4.13
BASIC PRINCIPLES ................................................................................. 4.12
OPERATING TIPS ................................................................................... 4.15
SET LOAD SENSE RELIEF VALVE ......................................................... 4.32
MAIN CONTROL VALVE/MANIFOLD
BOOM FUNCTIONS SPOOL SECTIONS ................................................ 4.20
CONTROL VALVE SECTIONS ................................................................ 4.20
CONTROL VALVE SPOOL OPERATION ................................................ 4.23
DRIVE MOTOR SPOOL SECTIONS ........................................................ 4.20
HIGH PRESSURE LIMITING CONTROL VALVE .................................... 4.28
MAIN CONTROL VALVE DESCRIPTION ................................................ 4.20
PORT RELIEF AND ANTICAVITATION VALVE ...................................... 4.22
ADJUSTING PROCEDURE .................................................................. 4.22
PRESSURE SETTINGS
WITH TIGERCAT DISC SAW FELLING HEAD ....................................... 4.34
SCHEMATIC DIAGRAMS
HIGH PRESS. LIMITING CONTROL ....................................................... 4.28
LOAD SENSING (FLOW ON DEMAND) .................................................. 4.12
LOAD SENSING SYSTEM CIRCUIT DIAGRAM ............................ 4.16, 4.17
MAIN PUMP SCHEMATIC ....................................................................... 4.10
MAIN VALVE WITH HIGH PRESS. LIMITING CONTROL ...................... 4.20
Tigercat 860/870/L870 Feller Buncher Hydraulic system
HYDRAULIC SYSTEM saw/wrist/clamps valve to the 'T3' port on the
main Linde valve, maintains a supply of oil in
There are basically four hydraulic circuits that
the 'T' tank passages of the main Linde valve
make up the hydraulic system for the 860/870/
base manifold. This provides a back pressure
L870 feller bunchers:-
in these passages and reduces the possibility
1. Variable-displacement main hydraulic circuit of cavitation in the components of the load
with load sensing for the boom, stick, tilt, sensing system. A check valve is installed in
swing and track functions. Also included in the fitting at the 'T3' port to prevent tank oil
this circuit when applicable are the levelling from flowing in the reverse direction.
functions of the L870.
Boom cylinders
2. Variable-displacement circuit for the saw.
The boom hydraulic circuits are incorporated
3. "Standard" Fixed-displacement open centre in the main hydraulic load sensing system. All
circuit for the clamp arms and wrist. hoist, stick and tilt cylinders including ER
3A. "High pressure" Variable-displacement open boom cylinders have cushions at both ends.
centre circuit for the clamp arms and wrist. All cylinder rods are ground, heat treated,
chrome plated and polished.
4. Closed-centre pilot circuit to supply oil to the
pilot system. Swing system
1. THE MAIN HYDRAULIC SYSTEM The swing hydraulic circuit is incorporated in

the main hydraulic load sensing system. It
This a closed centre system utilizing a utilizes a fixed displacement axial-piston
variable-displacement axial-piston pump with motor incorporating two crossover relief
load sensing and horsepower limiting control. valves. The motor is connected to a dual,
The load sensing system ensures that the double reduction planetary gearbox which
pump will deliver only the amount of oil that is provides variable swing speeds of 6 - 7 rpm.
required by an individual function or A rotary manifold facilitates the hydraulic
combination of functions. connection to the undercarriage of the vehicle
This feature improves fuel economy and and permits continuous 360 degree swing.
reduces heat generation as compared to other The swing drive gearbox incorporates a wet,
types of hydrostatic systems. Energy is not multi-disc brake installed between the motor
wasted by producing unnecessary pump flow and gearbox. The swing brake is controlled by
for systems that don't require it. Refer to a switch on the instrument panel. The brake
LOAD SENSING in THIS SECTION. is spring-apply, hydraulic-release and will
automatically apply whenever the pilot oil
The horsepower limiting control ensures that supply is shut off. For detailed description of
the engine will not lug down below the full the SWING system, refer to SECTION 15 of
load rpm (engine anti-stall set point) by THIS MANUAL.
signalling the main pump to de-stroke. This
reduces the output from the main hydraulic Track drive system
pump to lighten the load on the engine. Refer The track drive hydraulic circuit is
to ENGINE ANTI-STALL in SECTION 9 of this incorporated in the main hydraulic load
manual. sensing system and utilizes high-torque,
The main control valves associated with this axial-piston hydraulic motors. The motors are
system are pressure and flow compensated to mounted to a three stage planetary drive
provide independent and load independent gearbox and each is completely housed
operation for all functions. The control valves within the width of the track shoes. The
are mounted on a common supply/return base gearboxes include wet, multiple-disc, spring-
manifold. Two 'P' (pressure) ports on the back apply, hydraulic-release brakes which
of the manifold receive supply oil from the automatically release when driving and apply
main pump. The return oil from the main when stationary. Independent control of each
control valves exits the base manifold at two track permits counter rotation. For a detailed
'T' ports and 75 psi internal check valves. description of the TRACK DRIVE SYSTEM,
From there the oil is directed back to the refer to SECTION 11 of THIS MANUAL.
hydraulic tank via the oil cooler.
A return line connecting the 'PB' port on the
4.2
Levelling system (L870 machines) 3A. CLAMP ARMS AND WRIST
Two levelling cylinders are used to operate "HIGH PRESSURE" CIRCUIT
the levelling function. The left hand levelling This circuit, named "high pressure" was
cylinder tilts the upper frame forward and introduced to assist with the handling of larger
backward (FORE and AFT). The right hand trees. The principal components of this circuit
levelling cylinder tilts the upper frame left and which differ from the standard arrangement are
right. Each cylinder is equipped with a a piston type attachment pump, the attachment
counterbalance valve for crossline relief and valve with higher relief settings and larger
load holding. diameter hoist and tilt cylinders. Changes were
Two valve sections on the Linde main valve also made to the felling head which include
manifold supply oil to the rod and base ends larger bore diameters on the clamp and
of the two levelling cylinders. accumulating arms cylinders and redesigned
arms.
2. SAW CIRCUIT This open centre circuit uses a variable
This open centre circuit uses a variable- displacement pressure compensated piston
displacement pressure-compensated piston pump which delivers oil to the mid-inlet of the
pump which delivers oil to the variable- three section attachment valve. This clamps/
displacement bent-axis piston motor to drive accumulating/wrist control valve will divert the
the saw. The saw control valve is pilot oil back to tank if neither of the clamps, accum.
operated and controls the flow of hydraulic oil or wrist functions are in use. The return oil from
from the saw pump to the saw motor. This this open centre circuit is returned directly to
control valve is bolted to the clamps and wrist tank. The return oil enters the tank via a 1 psi.
control valve but operates independently check valve and is filtered by in-tank return
except for sharing the tank return ports on a filters. A smaller proportion of the return oil is
common outlet section. To protect the saw returned to tank via the 'T3' port on the main
circuit a relief valve is installed in the inlet Linde valve manifold. Refer to TREE CLAMPS
section of the saw control valve. AND WRIST description in SECTION 18 of this
manual.
A solenoid operated saw pilot valve controls
the flow of pilot oil to the end of the spool in 4. PILOT CIRCUIT
the saw control valve.
The closed centre pilot circuit receives oil
The saw switch on the control panel in the from the main hydraulic system (main pump).
cab is used to turn the saw ON or OFF. The supply of pilot oil originates at the pressure
Refer to SAW DRIVE description in distribution manifold mounted on the 'P' port of
SECTION 17 of this manual. the main pump. The supply of oil then passes
through a "high pressure" filter to the pilot
3. CLAMP ARMS AND WRIST supply valve (pressure reducing/relieving valve)
STANDARD CIRCUIT which maintains the pilot pressure at 425 psi.
From there, pilot oil (425 psi) is supplied to the
This is an open-centre circuit with a fixed IN port of the pilot manifold. The pilot manifold
displacement gear pump (vane pump on distributes pilot pressure oil to all of the pilot
earlier machines) and a three-section spool controlled hydraulic circuits throughout the
valve. The spool valve also includes an inlet machine, including the 'P1' port on the anti-stall
(mid) section and an outlet section. The gear valve. The anti-stall valve is attached to the
pump provides a continuous supply of oil to main pump on earlier machines, on later
the clamps/accumulating/wrist control valve machines it is mounted remote from the main
which will divert the oil back to tank if neither pump but performs the same function.
of the clamps, accum. or wrist functions are in
use. The return oil from this open centre A pilot shut-off solenoid valve cartridge located
circuit is returned directly to tank. The return at the IN port on the pilot manifold will shut
oil enters the tank via a 1 psi. check valve down or deactivate the pilot system whenever
and is filtered by in-tank return filters. Refer to the left armrest is in the raised position.
TREE CLAMPS AND WRIST description in For a full description of the pilot manifold and
SECTION 18 of this manual. the pilot circuit, refer to SECTION 5 in THIS
MANUAL.
4.3
•
AIR BLEED
CONNECTION •
•
FILTER COVER
'O' RING
•
BYPASS VALVE
FILTER
• VENT
FILTER
•
• FILTER BOX
10 PSI
RELIEF HYD. OIL
VALVE FILL PORT
FILTER BOX
CHANGING RESERVOIR • •
FILTERS: • BALL
DRAIN FILTER VALVE,
BOX TO BELOW AIR
THIS LEVEL TO VENT
PREVENT
CONTAMINATED • SIGHT
DRAIN
OIL FROM
FLOWING INTO PLUG • GAUGE/
LEVEL
RETURN TUBES • SENDER
WITH OIL
SECONDARY • TEMP
GAUGE
SIGHT
GAUGE\LOW • • •
LEVEL SENDER • ACCESS
COVERS
RETURN TUBES • • • WITH 'O'
WITH STRAINERS • • RING SEAL
•
SUCTION
• TUBES
STRAINER • PUMP CASE
DRAIN AND
• FILTER BOX
AIR EXHAUST
• • •
SUCTION
TUBES
•
OIL HEATER DRAIN PLUG
CROSS SECTION 'A'-'A' (OPTIONAL)
860-26
HYDRAULIC TANK, CURRENT LATER MACHINES WITH QSL9 ENGINE
HYDRAULIC OIL TANK On later machines with QSL9 engines (Tier 2) the
Also refer to SECTION 2 of the OPERATOR'S tank is pressurized by thermal expansion.
MANUAL for additional information. Refer to HYDRAULIC TANK PRESSURIZATION
Located at the right of the machine, the hydraulic tank SYSTEM, LATER MACHINES in SECTION 2 of the
has a capacity of 50 U.S. gallons (190 litres). The OPERATOR'S MANUAL for additional information.
tank has two compartments; a filter box and a tank. SERVICE NOTE:
The filter box, which is a sealed compartment within Before disconnecting any hoses, release the pressure
the tank, collects, filters and strains all the hydraulic in the hydraulic tank by opening the air vent ball
oil as it returns back to the tank. valve.
The tank is pressurized during machine operation: All return oil entering the tank except for the pump
On earlier machines utilizing turbo air from the case drain oil first enters the filter box and passes
engine and regulated to 3 psi. by a regulator. OR by through two replaceable filters housed in the filter box
an air compressor activated by the tank prior to entering the tank.
pressurization switch in the cab. There is a bypass valve built into each filter preset at
4.4
AIR BLEED
•
CONNECTION
• •
FILTER COVER
'O' RING •
BYPASS VALVE
FILTER
•
VENT
FILTER
BALL VALVE,
10 PSI AIR VENT
RELIEF FILTER BOX
VALVE
HYD. OIL
• AIR
FILL PORT
REGULATOR
(SOME
EARLIER
FILTER BOX
• • MACHINES)
RESERVOIR •
CHANGING
FILTERS:
• DRAIN ACCESS
DRAIN FILTER PLUG COVERS
BOX TO BELOW WITH 'O'
THIS LEVEL TO RING SEAL
PREVENT • • SIGHT
GAUGE/
CONTAMINATED
OIL FROM • • • LEVEL
FLOWING INTO SENDER
RETURN TUBES WITH OIL
• TEMP
• GAUGE
SECONDARY
SIGHT •
GAUGE\LOW • • • TURBO
LEVEL SENDER
RETURN TUBES
• • AIR FROM
ENGINE
WITH STRAINERS • • PUMP CASE
DRAIN AND
(SOME
EARLIER SUCTION
FILTER BOX MACHINES) • TUBES
STRAINER • AIR
EXHAUST
• AIR
• • •
SUCTION COMPRESSOR
TUBES (SOME
EARLIER •
MACHINES)
CROSS SECTION 'A'-'A' DRAIN PLUG
OIL HEATER
(OPTIONAL)
870B-05 HYDRAULIC TANK, EARLIER MACHINES

22 psi. which will open in the event the elements will eventually enter the filter box and be evacuated
become restricted. A 15 psi. pressure switch installed through the air bleed return hose in the filter covers and
in the tank will turn on the FILTER BYPASS warning be discharged into the hydraulic tank. This return port
light in the cab before this happens. connection, which has a reusable strainer connected to
Reusable suction strainers situated at the bottom of it, is also used to collect the main and saw pump 'case
the hydraulic tank screen oil prior to entering the drain' return oil.
pumps. Each strainer contains a 2 psi bypass valve. FILTER/STRAINER SERVICE NOTE
An optional hydraulic oil heater can be installed for use Always check/change filters according to the
in cold weather conditions. LUBRICATION AND MAINTENANCE SCHEDULE in
SECTION 3 of THIS MANUAL. If the FILTER
The hydraulic hand fill pump, located at the right side BYPASS* warning light turns ON between scheduled
of the machine adjacent to the tank, is used for adding maintenance intervals, STOP THE MACHINE and
oil to the hydraulic oil tank via an oil filter. change these filters. Refer to HYDRAULIC OIL
During normal operating conditions the filter box is RETURN FILTERS in SECTION 3 of this MANUAL.
completely filled with oil. Any air present in the system
4.5
FIELD SET UP PROCEDURE FOR HYDRAULIC 4. Turn the regulator adjusting handle out until it
TANK REGULATOR BEFORE SETTING TANK starts to turn freely.
PRESSURE
5. Close the ball valve.
NOTE:
6. Slowly turn the regulator adjusting handle IN,
This procedure only applies to earlier machines
allowing the gauge reading to settle between
using turbo air to pressurize the hydraulic tank.
turns, until a reading of 3 psi. to 3.5 psi is
1. If a new pressure gauge has been installed, obtained. Lock the regulator adjusting handle in
excess air that may be trapped in the gauge place by tightening the locking nut.
must be relieved. With the gauge in an upright
7. If tank pressure exceeds 3.5 psi open the ball
position momentarily remove the rubber nipple
valve and repeat steps 4 through 7.
on top of the gauge and insert back into place.
Do not cut the rubber nipple off as is indicated. 8. Turn the engine off.
2. Ensure hydraulic fluid level is within specified 9. Watch the tank pressure gauge for several
limits. Overfilling the tank can cause hydraulic minutes for indications of a loss in system
fluid to flow into the regulator disabling the unit. pressure.
3. To ensure that tank pressure is not influenced 10. If tank pressure falls, check all fittings and
by any remaining air still circulating through the connections for leaks. NPT connectors must be
hydraulic lines allow air to precipitate out of the fastened using pipe sealant to prevent leakage.
hydraulic system. This can take up to one or A properly installed system should be capable of
two days. maintaining constant pressure over night.
SET UP PROCEDURE NOTE:
The tank pressure can decrease without
1. Set the engine to FULL throttle. This should
substantial leaks due to the contraction of air
provide a no load boost pressure of
within the hydraulic tank. This may occur when
approximately 10 psi. from the turbo manifold.
the air and oil temperature within the tank
2. Close the ball valve located behind hydraulic decreases.
tank regulator. Turn the regulator adjusting
If gauge motion seems erratic and is difficult to
handle in completely. If tank pressure exceeds
adjust there may be air remaining in the hydraulic
12 psi., replace the relief valve.
lines. Sufficient time must be allowed for the
3. Relieve all pressure from the tank by opening excess air to precipitate out of the system before
the ball valve. the regulator can be accurately set.
ADJUSTING
HANDLE
AIR VENT
AIR EXHAUST BALL VALVE
TO
ATMOSPHERE • LOCKING
NUT
•
TURBO AIR
FROM ENGINE
•
10 PSI. AIR VENT/
RELIEF VALVE FILTER
•
•
•
REGULATOR
•
PRESSURE GAUGE
RUBBER
•
NIPPLE FROM HYDRAULIC TANK
860-01 REGULATOR AIR VENT ASSEMBLY (EARLIER MACHINES)
4.6
4.7
SAW PUMP SAW PUMP PRESSURE WRIST AND CLAMPS
(PISTON PUMP) COMPENSATOR PUMP (GEAR PUMP)
(VANE PUMP ON
EARLIER MACHINES)
••
••
• •
BELL MAIN PUMP (AP011)

HOUSING (PISTON PUMP)
845B-D16 PUMP ASSEMBLY - EARLIER MACHINES

HYDRAULIC PUMPS ENGINE
All hydraulic functions are powered by three HORSEPOWER
CALIBRATION •• ANTI-STALL
SOLENOID
VALVE
pumps mounted one behind the other and DO NOT ADJUST
attached to the flywheel housing of the engine. FILTER SCREEN
Drive to the pumps is from the engine via a GAUGE TEST PORT 'X1'
flexible coupling. ANTI-STALL SIGNAL
The first pump (main pump) is a piston pump with

PRESSURE
GAUGE TEST •• •• ••
load sensing and horsepower limiting controls
used for the main hydraulic circuit.
PORT 'L.S.' ••
Driven off the PTO of the main pump is the saw
pump. It is a pressure compensated piston pump.
PILOT SUPPLY
Driven off the PTO of the saw pump is the fixed 'P1'PORT
displacement gear pump (vane pump on earlier
machines and an optional variable displacement
••
piston pump for "high pressure" clamps systems
on later machines) used for the clamps,
accumulating arm and wrist functions.
•• •• MARGIN
EARLIER MAIN
PUMP
PRESSURE
MAIN PUMP
MAIN ADJUSTING CONTROLLER
822-D65 PUMP SCREW (LS CONTROL)
The main pump is a Linde HPR, axial-piston, Earlier machines used a 160cc capacity main
variable-displacement pump with load sensing pump with the load sensing and horsepower
and horsepower limiting controls. limiting controller assembled in one housing and
attached to the side of the main pump. Output
flow is approx. 89 GPM at operating speed.
4.8
SAW PUMP SAW PUMP PRESSURE WRIST AND CLAMPS
PUMP MAIN PUMP (AP196) MAIN PUMP (PISTON PUMP) COMPENSATOR
(PISTON PUMP) CONTROLLER PUMP (GEAR PUMP)
MOUNTING
PLATE
•
• ••
•
•
••
870-D49 PUMP ASSEMBLY - LATER MACHINES

PORT 'A' AND GAUGE NO PORT 'A' ANTI-STALL ENGINE
TEST PORT CONNECTION SIGNAL CONNECTION
FROM ANTI-STALL VALVE
FUNCTION
DO NOT
ADJUST
•• TO MAIN PUMP
ANTI-STALL
SOLENOID
VALVE
• •
'LS' CONNECTION •• •
FROM MAIN VALVE
•• ••
•• • FILTER SCREEN
GAUGE TEST
PORT 'LS'
HORSEPOWER
CALIBRATION •• PILOT
PRESSURE
MAIN
PUMP •• MARGIN
DO NOT ADJUST PORT 'P'
CONNECTION
PRESSURE LEFT REAR ENGINE ANTI-
ADJUSTING
SCREW •• ENGINE
870-D53 MOUNT
• STALL VALVE
PUMP MAX. When all of the control valves sections on the
•• DISPLACEMENT
ADJUSTING SCREW
•• SAW
main Linde valve manifold are in the neutral
PUMP MIN. PUMP
position the main pump is destroked and the
DISPLACEMENT output is just sufficient to maintain a pressure of
ADJUSTING SCREW
LATER MAIN PUMP CONTROLLER
•• approx. 500 psi. (stand-by pressure) in the pump
(LS CONTROL) output line. The swashplate control piston is in a
870-D50
condition where the spring force, swashplate
Later machines used a 210cc capacity main pump forces and the control pressure forces are
with the load sensing controller attached to the side balanced.
of the main pump and the horse power limiting
control (anti-stall valve) remotely mounted within
the engine enclosure.Output flow is approx.
93 GPM at operating speed.
4.9
845B-45 MAIN PUMP SCHEMATIC (AP011) 830.15 MAIN PUMP SCHEMATIC (AP196)
MARGIN PRESSURE HIGH
PRESSURE 'P' GAUGE
When a function control lever is moved, i.e. joystick LIMITING TEST CONN.
CONTROL
or foot pedal, to activate a function in the main L.S. GAUGE
TEST CONN.
hydraulic system, Load Sense (LS) pressure
increases to the point where it is equal to the work •
port pressure and it shifts the spool in the LS
controller. •• •
The main pump then adjusts its output volume until •
the pump output pressure exceeds the LS pressure
by a small amount. This difference is known as
MARGIN PRESSURE (Also known as differential
pressure or Delta P). MAIN LINDE
VALVE
MANIFOLD
Refer to SET MARGIN PRESSURE in this section.
At this point the LS controller shifts back to its 870-D54 HIGH PRESSURE LIMITING CONTROL
previous condition and the swashplate control
piston will be balanced with the pump output, The pump is protected by a high pressure limiting
remaining constant until the pressure at the LS port control which is attached to the back of the main
changes. This is a dynamic condition with the Linde control valve manifold. Refer to HIGH
swashplate angle changing constantly in response PRESSURE LIMITING CONTROL in this section.
to the load fluctuations. The LS pressure is always
equal to the highest work port pressure.
NOTE: If the machine controls are not responding
as they should, i.e. boom is jerky or sluggish, the
margin pressure setting may be out of adjustment.
Also refer to ENGINE ANTI-STALL in SECTION 9
of this manual.
4.10
MAIN PUMP WEAR TEST
1. Plumb a flow measuring device to the line
connecting the case drain to tank.
2. Run the machine and warm up system until
the hydraulic oil is up to working temperature.
3. Position the machine so that the upper is
perpendicular to the tracks. Lower the felling
head and raise one track clearly above the
ground. Tilt the felling head back fully and
turn the swing brake ON.
4. With the engine at high idle, simultaneously
hold the R.H. joystick in the TILT BACK
position (tilt cylinder bottomed out), hold the
swing fully over relief, and fully actuate the
suspended track (high speed).
5. Record the flow (gpm) coming out of the main
pump case drain.
Normal/acceptable case drain leakage rate
for the main pump under the above conditions
is 5 gpm to 8 gpm. With case drain leakage
rates greater than 9 gpm, the pump will still
operate properly but should be considered for
replacement.
SAW PUMP
For the operation and adjustments of this pump
refer to SECTION 17 of this manual.
WRIST AND CLAMPS PUMP
Driven off the PTO of the saw pump is the fixed
displacement gear pump (vane pump on earlier
machines and an optional variable displacement
piston pump for "high pressure" clamps systems
on later machines) used for the clamps,
accumulating arm and wrist functions.
For information on this circuit, refer to SECTION
18 in THIS MANUAL.
4.11
LOAD SENSING
BASIC PRINCIPLES
Figs. 1 & 2 Early hydraulic systems used a
fixed displacement pump, with valves to
control or adjust flow rates or speeds. This
throttling or restricting pump flow to achieve
control over the functions causes excess oil to WASTED
WASTED
flow over the relief valve. This results in
wasting power and at the same time creates
FLOW
853SM18
heat. SEE FIGS. 1 & 2.
Figs. 3 & 4 In an attempt to recover some of W
USED
the wasted energy, variable volume pumps
PRESSURE
evolved. These pumps are power regulated or FIG. 1
horsepower controlled and since they reduce FIXED DISPLACEMENT PUMP FIG. 2 853SM16
the pumps output to maintain a constant

system hp, oil flow over the relief valve is less,
therefore reducing the wasted power losses
and heat generation. SEE FIGS. 3 & 4.
HP
=CO
The power wasted in the horsepower control
system is still considerable and still requires
NS
TAN
constant "throttling" by the operator if he
T
wants the speeds to remain as selected.
Figs. 5 & 6 The load control system was
developed to address the problems outlined
FLOW
above. WASTED
WASTED
This system combines the energy saving

W
benefits of flow on demand with load USED
compensation at each work port. The
853SM19 PRESSURE
compensator eliminates the need for operator FIG. 4
flow adjustments (throttling). SEE FIGS. 5
FIG. 3 HP REGULATED PUMP 853SM16
HP
=C
ON
STA
NT
FLOW
∆p LS
W
USED
PRESSURE
853SM17
FIG.5 LOAD SENSING (FLOW ON DEMAND) FIG.6 853SM16
4.12
LOAD SENSING BASIC DESCRIPTION
OPEN CENTRE VS. CLOSE CENTRE
OPEN CENTRE SYSTEM:
853SM21
If the oil flowing to the motor or cylinder meets

853SM20 variable loads, this will upset the balance of oil
With the control valve in neutral all of the oil from going to the tank and the load. This causes the
the pump “bypasses” through the open centre speed of the function to change with load
passage directly to tank. There is no back changes.
pressure created by the control valve to force oil
into the workport (the workport is actually blocked
off when the spool is in neutral, and unblocked
when the spool begins to move).
853SM21
853SM20
When the control valve lever is moved to actuate This type of system exhibits the following
a cylinder or motor, the open centre passage is characteristics;
blocked off in proportion to the amount the lever is 1. If the load against the cylinder or motor
moved. This creates back pressure forcing oil changes, the speed of the function will
into the valve workport to move the load. change.
2. If the load increases on a boom cylinder, the
boom will slow or stop. Moving the lever
further will increase the pressure against the
load, and when high enough, the load will
begin to move again.
3. The maximum speed of the function is
determined by the maximum flow of the
pump.
853SM20
When the control valve lever is fully shifted to the

maximum flow position the open centre passage
is completely blocked, and all of the pump flow is
forced against the load.
4.13
CLOSED CENTRE SYSTEM: adjusts the flow of the pump to find a new balance
point. The stroking piston will change the pump’s
Load sensing systems use variable flow pumps and
flow until pump pressure is 250 psi. higher than
only flow oil when required. Unlike the open centre
load pressure.
system, the control valve does not have an open
centre passage. When in neutral, no oil flows In the figures below, note that even though the
through the control valve to tank and the pump load pressure may change, (as illustrated by the
output flow is zero. The pump’s output flow is extra restriction) the flow remains constant. This
controlled by a “stroking piston” which is connected is because the difference in pressure, or
to the pump output, and to the valve’s workport or differential pressure, between the pump and
“load”. This sense line to the actual working load load pressures can be maintained by the stroking
defines the system as load sensing. piston regardless of load. It is important to
remember the pump is really responding to the
The key component in the system below is the
pressure differential resulting from flow through
spring in the stroking piston. The pump’s output
the valve, not the actual load pressure level.
pressure must be 250 psi. higher than the load
pressure to compress the spring and reduce the
flow of the pump. This 250 psi. is the differential or
margin pressure.
853SM22
853SM22
In the figure above the valve is closed blocking the

pump from the load. With the load at zero the pump
will maintain 500 psi. of standby pressure and
pump flow is zero.
853SM22
The following are key differences from open

centre systems;
1. The load sensing valve’s maximum flow is not
equal to the pumps maximum flow as with the
open centre system. The valves maximum
853SM22
flow is determined by the maximum size of
opening or “orifice” it provides.
When the control valve lever is moved to actuate a 2. The speed of the load does not change as the
cylinder or motor, the control valve opens the pump load changes. If the load increases on a
to the load. In this case the load is zero and the boom cylinder the pump pressure will
pump output pressure falls as the oil escapes increase automatically to maintain the load’s
through the valve. The 250 psi. that was holding the original speed. If the load stops, it is because
spring in the compressed state is reduced and the the load is too heavy for the boom to lift.
spring moves the pump to increase flow. Flow will Moving the lever further will not increase the
increase to a level that requires 500 psi. to force the lifting force.
oil through the valve opening. At this point the load
3. A load sensing system provides the speed the
pressure combined with the spring force will be high
operator selects with the lever, and
enough to oppose the pump output pressure, and
automatically adjusts the pressure to match
the stroking piston will stop moving.
the load. The open centre system requires the
Changing the control valve lever changes the size operator to adjust the pressure to match the
of the opening in the valve and upsets the balance load and the speed is determined by the load.
of the stroking piston. The stroking piston then
4.14
OPERATING TIPS
When using the controls on a load sensing
system think of what the system is trying to do for
you. If you move the lever or pedal 20% of its total
angle, the system will provide whatever pressure
it takes ( up to its maximum capacity if needed) to
meet this speed requirement. If you move the
lever past the point needed in an attempt to speed
up the boom movement, you will only overshoot
the speed you wanted. Relax and try to use the
least amount of lever action you can.
Load sensing systems respond to rough operation
by amplifying these movements. If you find the
boom is jerky or always giving “feedback”, you’re
probably too active on the controls. If slowing
down doesn’t eliminate the roughness, the
margin pressure setting may be too high and
can be reduced to calm down the machine’s
response.
Refer to SET MARGIN PRESSURE in this
section.
Another feature of this system is that the
maximum flow of each function, in each direction,
can be tuned to your requirements. This is easily
done by changing the flow adjusting screws on
each control valve. Take the time to set up your
machine, as this greatly reduces fatigue.
Refer to SET FLOW (FUNCTION SPEED) RATE
in appropriate BOOM, SWING or TRACK DRIVE
sections of THIS MANUAL.
4.15
LOAD SENSING SYSTEM (EARLIER MACHINES)

860-28 CIRCUIT DIAGRAM
4.16
LOAD SENSING SYSTEM (LATER MACHINES)

4.17
MAIN HYDRAULIC CIRCUIT PORT 'A' ANTI-STALL ENGINE
SIGNAL CONNECTION
CIRCUIT DESCRIPTION •• TO MAIN PUMP
ANTI-STALL
SOLENOID
VALVE
The main hydraulic circuit includes the components
for track, boom, stick, tilt and swing operation.
The main pump is a variable displacement axial
piston pump with load sensing (LS) that provides •• •
oil flow to the main hydraulic system. Pump output
is controlled by the pump regulator or controller, FILTER SCREEN
which is a combination pilot operated control valve
and a solenoid operated control valve.
HORSEPOWER
PRESSURE
PORT 'P'
DO NOT ADJUST
CONNECTION
ENGINE
HORSEPOWER
CALIBRATION
DO NOT ADJUST
•• ANTI-STALL
SOLENOID
VALVE •• LEFT REAR
ENGINE •
ENGINE ANTI-
STALL VALVE
870-D53 MOUNT (LATER MACHINES)
FILTER SCREEN
GAUGE TEST PORT 'X1'

A load sensing signal (LS) is sent from the main
ANTI-STALL SIGNAL control valve manifold 'LS' port to the pump
PRESSURE
GAUGE TEST •• •• •• controller 'LS' port. An anti-stall electrical signal is

also sent to the controller solenoid valve from the
PORT 'L.S.' •• engine anti-stall module in the cab, originating
from the engine speed sensor on the engine.
The 'LS' connection from the main control valve
PILOT SUPPLY manifold signals the main pump to supply just
'P1'PORT enough oil flow to satisfy the function in use. If the
•• function in use encounters higher loads, the 'LS'
signals the main pump to increase the flow to
compensate, this increase may continue until
•• •• MARGIN
EARLIER MAIN
PUMP
maximum pump output is attained, 89 gpm. for
earlier pumps and 93 gpm. for later pumps.
PRESSURE
MAIN ADJUSTING CONTROLLER When several functions are in use at the same
822-D65 PUMP SCREW (LS CONTROL) time the flow of oil is automatically divided up
between the functions and will constantly adjust
On earlier machines this complete controller is as loads between the functions increase/
bolted to the main pump housing and connected to decrease.
the pump by internal port connections.
If the load on the main hydraulic system becomes
PORT 'A' AND GAUGE NO
TEST PORT CONNECTION FUNCTION too high for the main pump to handle and
FROM ANTI-STALL VALVE DO NOT
ADJUST
consequently begins to lug down the engine, the
engine anti-stall module will signal the main pump
•• •• to de-stroke and reduce oil flow to the main Linde
valve manifold to reduce the load.
'LS' CONNECTION Oil flow to each function in the main hydraulic
FROM MAIN VALVE
•• • circuit is controlled by its own control valve
mounted on the main Linde manifold. When all of
•• GAUGE TEST • the control valves are in the neutral position, there
PORT 'LS' is NO FLOW through the valves, therefore the
MAIN
PUMP •• MARGIN
system is a closed-centre system. When all
control valves are in this neutral position, the main
PRESSURE
LATER MAIN PUMP CONTROLLER ADJUSTING pump will only supply enough oil to make-up for
(LS CONTROL) SCREW
870-D50 leakage within the system and the pressure will
On later machines the Load Sense portion is remain low (approx. 500 psi) this is known as
bolted to the main pump housing and the anti-stall stand-by pressure.
solenoid valve portion is remote mounted close by The swing, boom, stick and tilt control valves trap
in the engine compartment. Regardless of the type oil in their circuits when the spools are in neutral.
of installation, the end result is the same.
4.18
The right and left track control valves are motor TO TANK
spools which have a passage between the work
ports and return ports when the spool is in the
••
neutral position. The counterbalance valves within
the drive motors trap the oil in the motors.
Oil returning to the hydraulic tank from the control
valves must open 75 psi. back pressure check BY-PASS VALVE
CARTRIDGE
valves in the return passages of the control valve (100 PSI)
manifold before flowing back to tank. The purpose TO OIL
COOLER 'IN'
of the check valves is to creates a small positive
pressure in the manifold to prevent cavitation in BY-PASS
the cylinders and motors. All oil returning to the
tank is filtered.
• VALVE BODY
SUMMARY OF MAIN HYDRAULIC CIRCUIT:

•• ••
Flow on demand and load compensation
The combination of control valves and pump used
in this system provides flow on demand and load • TO TANK
compensation. Flow on demand means that only
••
the required quantity of oil will be delivered to a
function by the pump. This will save energy and
• •
reduce heat generation in the hydraulic system. MAIN LINDE
FROM OIL
VALVE MANIFOLD
Load compensation means that all functions will COOLER 'OUT'
continue to receive oil regardless of their pressure
870-D51 OIL COOLER BY-PASS VALVE
and without further movement of the control
levers. OIL COOLER BY-PASS VALVE
Without this system, an operator moving control On later 860/870 models, an oil cooler by-pass
levers halfway on the boom up and stick out valve has been installed on one of the two "tank"
controls would find that the lowest pressure return ports on the main Linde valve base
function would move and the other would not manifold. The by-pass valve incorporates a
move. To make both functions move the operator 100 psi. check valve. If the oil cooler causes a
would have to move the high load lever much resistance in excess of 100 psi. to the return oil
more than the low load lever. In other words, the entering the oil cooler, the check valve will open
operator would have to restrict oil flow to one and direct a portion of the hydraulic oil to tank. In
function while opening up the valve fully to the the winter months this resistance could be caused
other. This is what the load compensation system by cold, thick oil and will be noticeable by the
does automatically as will be explained further hydraulic oil temperature gauge reading low
below. temperatures.
With the load compensation on this unit the
operator does not need to continually adjust the
control lever to move two or more functions
because of pressure differences.
Valves inside of the main control valve spools will
automatically adjust flow according to the pilot
pressure applied to the spool to move functions
independent of load pressure.
4.19
HIGH
STICK PRESSURE TILT L.H. TRACK CONTROL
R.H. TRACK MAIN BOOM SWING CYLINDER CYLINDER DRIVE VALVE
DRIVE CYLINDERS LIMITING
CONTROL MANIFOLD
AIR BLEED
•• • • •
PLUG (TYPICAL)
•• •• •• ••
••
870-D52 MAIN CONTROL VALVE

MAIN CONTROL VALVE DESCRIPTION CONTROL VALVE SECTIONS
The main control valve consists of six individual The spools are pilot actuated and returned to
valve sections and a high pressure limiting control neutral by centering springs. An air bleed plug is
valve. Each valve section, including the high provided on the top pilot end cap. If a hesitation is
pressure limiting control is fastened to the control noticed when actuating a function, air should be
valve manifold which contains five common bled from the pilot end caps. Spool travel stop
passages for all valves.The two return passages screws are fitted in the pilot end caps and are
in the manifold each contain 75 psi internal check used to limit the spool travel so that maximum
valves. speed can be adjusted for each individual
function. The screws can also be turned in to
The five passages are (refer to fig. 853sm24): lower the boom or stick when the engine or pump
1. One centre passage for pump discharge. will not operate.
2. Two return passages (connected internally). The swing and travel spools have return pilot
checks in the end caps which allow pilot oil to
3. Two for Load Sense (connected internally).
enter quickly, but restrict the flow out, thus
dampening the movement of the control spool for
smoother control of the function.
DRIVE MOTOR SPOOL SECTIONS
The swing, left track and right track valve sections
have make-up valves for anti-cavitation. See FIG.
90919.
BOOM FUNCTIONS SPOOL SECTIONS
2 The Boom, stick and tilt functions have relief and
anti-cavitation valves. See FIG. 90744 with spool
3 in NO-FLOW position and FIG. 90744-2 with spool
in FLOW position.
1
MANIFOLD/VALVE SECTION
853SM24
SCHEMATIC WITH RELIEF
4.20
MAKE UP OR WORK MAKE UP OR
ANTI- PORTS ANTI-
CAVITATION CAVITATION
VALVE • • VALVE
PILOT
CHECK
PILOT
END CAP • • SPOOL TRAVEL
STOP
AIR (ADJUSTABLE)
BLEED
PLUG
•
•
•
• •
• •
BALL AND LOAD COMPENSATOR

SENSING 'LS' VALVE LOAD
SPRING PUMP 'P' SENSING
RETURN 'T' RETURN 'T' 'LS'
90919 CONTROL VALVE SECTION - TYPICAL FOR TRACK DRIVE AND SWING FUNCTION
ANTI- WORK ANTI-
CAVITATION PORTS CAVITATION
RELIEF RELIEF
VALVE • • VALVE
MAX. FLOW
ADJUSTING • •
SCREW
•
•
•
MAIN CONTROL SPOOL

COMPENSATOR
RETURN 'T' PUMP 'P' RETURN 'T'
CONTROL VALVE SECTION - TYPICAL FOR CYLINDER OPERATED FUNCTIONS

90744 (SHOWN IN NO-FLOW POSITION)
CONTROL VALVE SECTION - TYPICAL FOR CYLINDER OPERATED FUNCTIONS

90744-2 (SHOWN IN FLOW POSITION)
4.21
PORT RELIEF AND ANTICAVITATION VALVE MEDIUM RELIEF AND HOLLOW PILOT
SYSTEM ANTICAVITATION PISTON 'C' POPPET 'D'
OPERATION PRESSURE POPPET 'B'
During normal operation, oil pressure in the

work circuit is less than the circuit relief valve •
setting and the circuit relief valve remains closed.
WORK
PORT • •
During relief operation, the relief valve will open •
in three steps.
(Step 1) The pilot poppet 'D' is opened; Flow •
restriction through the hollow piston 'C' causes ORIFICE 'A' RETURN
the pressure in the cavity behind the main poppet
'B' to decrease.
90744-4A NORMAL OPERATION
(Step 2) The piston seats against the poppet. HIGHEST MEDIUM

SYSTEM SYSTEM
This further reduces oil flow into the cavity and PRESSURE PRESSURE
greatly decreases the pressure against the back
side of the main poppet.
•
(Step 3) The main poppet 'B' opens.
When the relief valve again closes, the piston and WORK •
PORT
the pilot poppet move together until the pilot
poppet is seated. Oil flows into the cavity through
the clearance between the piston and the main •
RETURN
poppet to move the piston away from the pilot
poppet. This permits flow into the cavity through 90744-6A RELIEF OPERATION
the piston to seat the main poppet.
During anticavitation operation the main LOW WORK
PORT
poppet 'B' will retract to allow oil to flow from the PRESSURE
return passage into the work circuit.
ADJUSTING PROCEDURE
1. Loosen locknut. WORK •
PORT
2. Turn the adjusting screw to obtain desired
pressure reading on gauge. •
RETURN
3. Tighten locknut on adjusting screw making
sure adjusting screw does not turn. 90744-5A ANTICAVITATION OPERATION
4. Re-check pressure gauge reading.
PORT RELIEF
Refer to SET MAIN BOOM, STICK AND VALVE
LOCKNUT
• 17MM WRENCH
PORT RELIEF VALVES in SECTION 12 of
THIS MANUAL for more complete details.
•
•
•
•
MAIN
VALVE ADJUSTING SCREW
BODY • 5MM ALLEN KEY
90744-4 MAIN VALVE PORT RELIEF VALVE
4.22
CONTROL VALVE SPOOL OPERATION
To achieve load sensing compensation, each control spool has two compensator valves and two shuttle
valves. These compensator valves can be in the form of a shuttle or a ball, depending on the function
being controlled.
PILOT END SHUTTLE COMPENSATOR CONTROL COMPENSATOR SHUTTLE PILOT END
CAP VALVE VALVE SPOOL VALVE VALVE CAP
• •
•
• • • •
• • • •
• • • • •
CENTERING LOAD SENSING WORK WORK LOAD SENSING CENTERING
SPRING PASSAGE 'LS' PORT 'A' PORT 'B' PASSAGE 'LS' SPRING
RETURN SUPPLY RETURN
PASSAGE 'T' PASSAGE 'P' PASSAGE 'T'
853SM25 (A) CONTROL VALVE SECTION ~ IN NEUTRAL
(A) Each work port (A & B) has a compensator valve and shuttle valve. Each valve section also has two
return passages (T) and two load sensing passages (LS). Each valve section has only one supply
passage (P).
With the control valve spool held in neutral by the centering springs in both pilot caps, the pump
discharge is blocked. Therefore, the control valves are closed centre. Pump discharge, work port,
return, and load sensing passages are all blocked by the spool. Oil in the work ports is trapped.
With all control valve spools in neutral, pump discharge or "standby" oil pressure is between 400 and 600 psi.
PILOT LS PORT SHUTTLE CONTROL

OIL JUST VALVE SPOOL
OPENED
•
•
(B) CONTROL VALVE SECTION ~ • CONTROL SPOOL STARTING TO MOVE TO RIGHT

• LS PORT JUST OPENED
• ONLY SPOOL ACTUATED
853SM26
(B) Whenever a single function is operated, pilot oil flows to a control valve end cap. Pilot oil will start to
move the spool against the centering spring on the opposite end of the spool. The load sensing port (LS)
is the first port to open. When the LS port is opened, the shuttle cavity is at LS pressure. Since this is
the first function being operated, there is no LS pressure in the manifold and the shuttle does not move.
4.23
PILOT SHUTTLE COMPENSATOR CONTROL
OIL VALVE VALVE SPOOL
•
• •
WORK PORT 'A'

JUST OPENED
(C) CONTROL VALVE SECTION ~ • CONTROL SPOOL CONTINUES TO MOVE TO RIGHT
• WORK PORT 'A' JUST OPENED
853SM27 • HIGHEST WORKING PRESSURE
(C) The second port to open is work port ‘A’ (port ‘B’ if the control spool moves to the left). The left
compensator valve stays to the right as in the neutral condition and the shuttle valve moves to the left
directing work port pressure to the area behind the compensator valve to hold it shut until it can be
opened by pressure in the ‘P’ port. In this mode, the compensator valve is functioning as a load check
valve would in a conventional valve.
PILOT (5) SHUTTLE (6) COMPENSATOR CONTROL TANK PORT (1) ANGLED
OIL VALVE VALVE MOVES LEFT SPOOL 'T' (RETURN) VENT PORT
OPENS
•
• •
• •
•
(4) OIL FLOWS TO (3) PRESSURE PORT (2) WORK PORT 'B' OPENS
'LS' PASSAGE OPENED SLIGHTLY
(D) CONTROL VALVE SECTION ~ • CONTROL SPOOL CONTINUES TO MOVE TO RIGHT
• PRESSURE PORT OPENED SLIGHTLY
853SM28
• HIGHEST WORKING PRESSURE
(D) The next port to open is the angled vent port (1) on the right side of the control spool which connects
to the tank port, ‘T’. This connects all passages in the compensator spool to return pressure. There is no
movement at this time but as soon as the work port ‘B’ opens (2) and oil flows, the returning oil will push
the compensator valve to the right and connect ‘B’ to ‘T’.
The pressure port in the control spool is the last port to open (3). When it opens, pump discharge
pressure flows through the passage in the compensator spool and through the shuttle cavity to the load
sense passage (4).
The load sensing pressure increases causing the pump to increase its displacement and further increase
the pressure. The compensator valve keeps the work port passage closed until the pump discharge
pressure is higher than the work port pressure (load check feature).
Once the pump discharge pressure is higher, the shuttle valve moves to the right (5) and connects load
sensing pressure to the cavity behind the compensator valve. The compensator valve moves to the left
(6) allowing oil to flow to the work port. With the compensator valve open, the cavity to the right of the
compensator valve assumes approximate work port pressure and this pressure flows through the
passage to the shuttle cavity allowing work port pressure to control load sensing pressure. As the control
spool moves further, in response to pilot pressure, the compensator valve and shuttle valve positions
remain the same.
4.24
PILOT (1) COMPENSATOR SHUTTLE CONTROL SPOOL FULLY
OIL VALVE VALVE SHIFTED TO RIGHT
•• •
• •
• • • • •
LOAD SENSING WORK WORK LOAD SENSING
PASSAGE 'LS' PORT 'A' PORT 'B' PASSAGE 'LS'
RETURN SUPPLY PASSAGE 'P' RETURN
PASSAGE 'T' (PUMP DISCHARGE) PASSAGE 'T'
(E) CONTROL VALVE SECTION ~ • CONTROL SPOOL FULLY SHIFTED TO RIGHT

853SM29 • HIGHEST WORKING PRESSURE
(E) In this figure, pump discharge pressure is slightly higher than work port pressure because the
compensator valve (1) is open. When using just one function both the compensator valve and the shuttle
valve are moved to the end of their bores.
The load sensing pressure is always the same as the highest work port pressure and as a result is
always lower than pump discharge pressure. There are two factors that establish this pressure
difference between pump discharge and work port pressure, the load sensing valve and the orifice effect
of the passages in the control valve between the pump discharge port and the work port. There are three
openings the pump discharge oil must flow through to get to the work port. Each time the oil flows
through a passage there is a pressure drop, that is, there is an orifice at each passage. The smaller the
opening the smaller the oil flow due to the constant load sensing pressure. There is a passage from the
work port to the load sensing passage and this is the pressure sensed at the pump regulator; since the
flow is very small there is virtually no pressure drop from the work port to the LS port on the pump.
Load sensing pressure is the same at both ends of all the control spools because the two passages in
the control valve manifold are joined together in the manifold.
LOAD SENSING ~ TWO OR MORE FUNCTIONS IN USE
Load compensation comes into effect whenever two or more functions are actuated at the same time.
The following is an explanation of the function of the valve components whenever a spool with a lower
working pressure is activated when a higher working pressure spool is fully shifted.
PILOT LS PORT COMPENSATOR (2) SHUTTLE VALVE (1) CONTROL SPOOL CENTERING
OIL JUST VALVE MOVES TO RIGHT STARTS TO MOVE SPRING
OPENED
•
•• •
(F) CONTROL VALVE SECTION ~ • CONTROL SPOOL STARTING TO MOVE TO RIGHT

• LS PORT JUST OPENED
853SM30 • LOWER WORKING PRESSURE
(F) Pilot oil will start to move the control spool against the centering spring on the opposite end of the
spool. The LS port is the first to open and load sensing pressure is applied to the shuttle valve. The
shuttle valve moves to the right to the end of its bore and then LS pressure flows into the cavity at the left
end of the compensator valve.
4.25
PILOT SHUTTLE COMPENSATOR CONTROL
OIL VALVE VALVE SPOOL
•
• •
WORK PORT 'A'

JUST OPENED
(G) CONTROL VALVE SECTION ~• CONTROL SPOOL CONTINUES TO MOVE TO RIGHT
• WORK PORT 'A' JUST OPENED
853SM31 • LOWER WORK PORT PRESSURE
(G) As the control spool continues to move, the work port is the next to open. The work port oil pressure
passes through compensator valve port and is applied to the end of the shuttle valve but since this work
port pressure is lower than LS, the shuttle does not move.
PILOT SHUTTLE (4) COMPENSATOR CONTROL TANK PORT (1) ANGLED
OIL VALVE VALVE MOVES SPOOL 'T' (RETURN) VENT PORT
LEFT THEN RIGHT OPENS
(5)
•
• •
• •
•
OIL FLOWS TO (3) PRESSURE PORT (2) WORK PORT 'B' OPENS
'LS' PASSAGE OPENED SLIGHTLY
(H) CONTROL VALVE SECTION ~ • CONTROL SPOOL CONTINUES TO MOVE TO RIGHT
• PRESSURE PORT OPENED SLIGHTLY
853SM32
• LOWER WORKING PRESSURE
(H) As the control spool continues to move, the angled vent port opens (1), then work port ‘B' opens (2)
allowing oil to flow and shift the right side compensator valve connecting port 'B' to 'T'. The pressure port
‘P’ is next to open (3) and supply pressure passes into the cavity to the right of the compensator valve
causing it to shift to the left (4) since the supply pressure is somewhat greater than LS pressure. As it
shifts to the left (4) oil can travel into work port ‘A’ and in doing so it causes pressure in the cavity to drop
which results in LS pressure pushing the compensator valve back to the right (5). The compensator finds
a position where the pressures are balanced and some oil flows into work port ‘A’.
4.26
PILOT (2) COMPENSATOR VALVE (1) CONTROL SPOOL
OIL SETTLES IN A BALANCE FULLY SHIFTED TO RIGHT
POSITION
• •
• •
• • • • •
LOAD SENSING WORK WORK LOAD SENSING
PASSAGE 'LS' PORT 'A' PORT 'B' PASSAGE 'LS'
RETURN SUPPLY PASSAGE 'P' RETURN
PASSAGE 'T' (PUMP DISCHARGE) PASSAGE 'T'
(I) CONTROL VALVE SECTION ~ • CONTROL SPOOL FULLY SHIFTED TO RIGHT

853SM33 • LOWER WORKING PRESSURE
(I) As the control spool continues to move (1), the compensator spool continues to move in response to
the pressure variations and it settles in a position of balance (2) as shown in the figure with the spool fully
shifted. As the loads vary in the work ports, the valve components continue to modulate and compensate
for the load variations and maintain movement of the selected functions.
This valve system performs the functions automatically that are performed by an operator using a
conventional system as explained in the third paragraph above.
If the second valve being operated had a higher work port pressure than the one already selected, the
operation would be the same up to the point where the work port was opened. At this point the LS would
change to the new higher work port pressure and the new valve would act in the same way as the first
valve selected and described above. The first valve selected would then have the internal spool
components take the same positions as the lower work port pressure valve described above.
4.27
HIGH PRESSURE LIMITING CONTROL P2 L.S. PRESSURE LIMIT,
SET AT 4300 PSI. WITH
P1. SCREWED FULLY IN
NOT USED
VALVE GAUGE ON 'P' TEST PORT
• 4MM ALLEN KEY
The main pump is protected by a High Pressure • 13MM WRENCH
Limiting control which consists of three relief MAIN CONTROL

VALVE MANIFOLD ••
valve cartridges. The H.P.L. control is attached to ••
the main control valve manifold and contains
three relief valves:
• ••
The first relief valve (P2) limits L.S. pressure to
approx. 4000 psi. (Gauge at 'L.S.' test port)
which in turn limits the pump output pressure to
4300 psi. (Gauge at 'P' test port) The 300 psi. SYSTEM RELIEF VALVE
NON-ADJUSTABLE
differential is known as margin pressure. See
SET MARGIN PRESSURE in THIS SECTION.
Margin pressure is the difference between 'P' port
pressure and L.S. port pressure, observed while •
a function is operating. HIGH PRESSURE
LIMITING CONTROL
The second relief is a system relief valve which
limits the pump output pressure to 870 psi. above HIGH PRESSURE LIMITING
L.S. pressure, this relief is non-adjustable. 845B-D20 CONTROL VALVE
The third relief valve (P1) is screwed fully in and
is not used.
H.P.L. CONTROL, MANIFOLD/ VALVE SECTION

853SM24 SCHEMATIC WITH PORT RELIEFS
4.28
4.29
PILOT
PRESSURE ENGINE ANTI-STALL
PORT PROPORTIONAL
11.3 MM
• • SOLENOID VALVE
•
ANTI-STALL
CALIBRATION
DO NOT ADJUST
REQUIRES TEST TANK LOAD SENSE
BENCH FOR PRESSURE
READJUSTMENT
•
• 8 MM
GAUGE TEST
•
PORT 'X1'
•
• • •
MARGIN PRESSURE
PUMP OUTLET ADJUSTING SCREW
PRESSURE • 8mm WRENCH
• 19mm WRENCH
PUMP SWASH (Turn OUT to
CONTROL PASSAGE TANK decrease Margin
pressure)
90669 MAIN PUMP CONTROLLER WITH ATTACHED ANTI-STALL VALVE

**NOTE: If the margin pressure is not set correctly,
ENGINE
the machine controls may not respond as they
HORSEPOWER
CALIBRATION
DO NOT ADJUST
•• ANTI-STALL
SOLENOID
VALVE should, i.e. boom is jerky or sluggish.
FILTER SCREEN The margin pressure adjustment is made at the main
pump controller attached to the main pump.
ANTI-STALL SIGNAL
PRESSURE GAUGE CONNECTIONS
PRESSURE
GAUGE TEST •• •• •• The pressure gauge connections are the 'P' and
PORT 'L.S.' •• 'L.S'. gauge tests port on the main Linde valve
manifold and on later machines additional 'P' and
"L.S." test ports installed on the main pump. The
latter will more accurately and better facilitate the
PILOT SUPPLY
set-up procedure when making adjustments to the
'P1'PORT main pump. Therefore when making adjustments at
•• the pump, use the test ports located in that area,
when making adjustments to the main Linde valve
HIGH
•• •
• MARGIN
EARLIER MAIN
PUMP
PRESSURE
LIMITING
'P' GAUGE
TEST CONN.
PRESSURE CONTROL
L.S. GAUGE
MAIN ADJUSTING CONTROLLER TEST CONN.
822-D65 PUMP SCREW
(LS CONTROL)
•
MARGIN PRESSURE
MARGIN PRESSURE** is the difference between •• ••
the LOAD SENSE pressure and the PUMP
OUTPUT pressure while a function (boom, swing
••
or travel) is being operated. For the load sensing
system to operate correctly the differential
pressure between L.S. and 'P' should be 300 psi.
MAIN LINDE
'P' being higher than L.S. VALVE
MANIFOLD
GAUGE TEST PORTS
870-D54 ON MAIN LINDE VALVE
4.30
•
PORT 'A'.
SIGNAL PRESSURE
FROM ANTI-STALL VALVE
NO FUNCTION
DO NOT ADJUST
•
•
MARGIN PRESSURE
ADJUSTING SCREW
• 8mm WRENCH
• LOAD SENSE • 19mm WRENCH
PRESSURE (Turn OUT to decrease
Margin pressure)
870B-42.AI MAIN PUMP CONTROLLER - SEPARATE ANTI-STALL VALVE
PORT 'A' AND GAUGE NO MAIN PUMP
TEST PORT CONNECTION FUNCTION CONTROLLER
ADJUST ••
•• •• PUMP OUTLET
MANIFOLD
GAUGE TEST
'LS' CONNECTION PORT 'P'
FROM MAIN VALVE
• • •• ANTI-STALL
VALVE
•• •• MAIN
GAUGE TEST
PORT 'LS'
PUMP
•
MAIN
PUMP •• MARGIN
PRESSURE
ADJUSTING
SCREW
••
••
SAW
PUMP
•
LATER MAIN PUMP CONTROLLER
(LS CONTROL) MAIN PUMP
870-D50 PRESSURE TEST PORTS ON MAIN PUMP AND CONTROLLER 870-D55
use the 'P' and 'L.S.' test ports located on the back a differential gauge with ten psi increments).
side of the Linde main valve manifold.
* DO NOT use a single pressure gauge to set
SET MARGIN PRESSURE the margin pressure, a small difference in this
The margin pressure is set at the factory to 300 pressure value (less than 50 psi.) can make a
psi. Minor adjustments may be made to this value, significant difference in machine performance.
however the flow stops on the valves must be
2. With hydraulic oil at operating temperature,
reset in order to maintain the same speed of the
Connect one side of the differential pressure
functions.
gauge to the 'LS' gauge port and the other side
1. Use a differential pressure gauge* (preferably
4.31
of the gauge to the pressure 'P' gauge test SET LOAD SENSE RELIEF VALVE
port located on the back of the Linde main Pressure setting: ................................. 4300 psi.
valve manifold.
NOTE: Constant loosening and tightening of the
3. Start the engine and place throttle control in locknut (sealnut) on the adjusting screws of these
FULL position. relief valves will eventually cause the seal in the
4. Lower left armrest, press PILOT RESET nut to break down and leak. Because of this it is
switch to activate pilot system and turn anti- best to keep the adjusting procedure brief.
stall switch OFF.
5. Turn swing brake ON and place RH. joystick
HIGH
PRESSURE
LIMITING
• P2 L.S. PRESSURE LIMIT,
SET AT 4300 PSI. WITH
GAUGE ON 'P' TEST PORT
CONTROL • 4MM ALLEN KEY
in FULL SWING position (left or right). • 13MM WRENCH
6. Loosen locknut on margin pressure adjusting ••

screw on main pump controller and turn
adjusting screw until the differential reading •
on gauge is 300 psi**. (Turn OUT to decrease
Margin pressure).
NOTE: This is a sensitive adjustment,
•
significant changes in pressure will be noticed •
with only a small movement of the adjusting MAIN LINDE 'P' GAUGE
screw. VALVE TEST CONN.
MANIFOLD
L.S. GAUGE
**NOTE: If the margin pressure is not set SET LOAD SENSE TEST CONN.
correctly, the machine controls may not
870-D54 RELIEF VALVE
respond as they should, i.e. boom is jerky or
sluggish.
Connect a 0 - 5000 psi gauge to 'P' gauge
7. Allow a short time for pressure reading to test port on back of main control valve
stabilize then tighten locknut on adjusting manifold.
screw. Repeat above procedure to verify the
2. Start engine and set throttle control to FULL
differential pressure setting is still correct.
position.
8. Stop engine and remove pressure gauge.
3. Press PILOT RESET button to activate pilot
system and turn anti-stall switch OFF.
4. While holding L.H. joystick in the STICK OUT
position (fully extended), loosen locknut on P2
relief valve cartridge and turn adjusting screw
until pressure gauge reads 4300 psi. Tighten
locknut on adjusting screw and re-check
pressure reading on gauge.
5. Stop engine and remove pressure gauge.
4.32
SET STANDBY PRESSURE PORT 'A' AND GAUGE
TEST PORT CONNECTION
NO
FUNCTION
ON MAIN PUMP FROM ANTI-STALL VALVE DO NOT
ADJUST
Pressure setting: ................................... 500 psi.
Both 160cc and 210cc main pumps require a • •
standby pressure (500 psi.) in the pump output
line. This is factory set, and is to ensure that the 'LS' CONNECTION
pilot system is still operational (pilot pressure FROM MAIN VALVE
• ••
450 psi.) when all functions in the main hydraulic
circuit are at rest. • GAUGE TEST ••
PORT 'LS'
NOTE: It is usually only the 210cc pump that will
require this adjustment which is made by
MAIN
PUMP • MARGIN
adjusting the MIN. displacement adjusting screw PRESSURE
ADJUSTING
on the front face of the main pump. SCREW
MAIN PUMP
CONTROLLER MAXIMUM
• • DISPLACEMENT
ADJUSTING SCREW
•• SAW
MINIMUM PUMP
PUMP OUTLET DISPLACEMENT
MANIFOLD ADJUSTING SCREW
MAIN PUMP MINIMUM AND
••
GAUGE TEST
PORT 'P' 870-D50 MAXIMUM DISPLACEMENT
•• ANTI-STALL 4. Loosen locknut on MINIMUM displacement
VALVE
MAIN adjusting screw and turn adjusting screw until
PUMP
• pressure gauge reads 500 psi. Tighten
locknut on adjusting screw and re-check
• 5. Stop engine and remove pressure gauge.
PRESSURE TEST PORTS ON MAIN PUMP

870-D55

Connect a 0 - 1000 psi gauge to 'P' gauge
test port located on the main pump output
manifold.
2. Start engine and set throttle control to IDLE
position.
3. Press PILOT RESET button to activate pilot
system and turn anti-stall switch OFF.
4.33
PRESSURE SETTINGS
WITH Tigercat DISC SAW FELLING HEAD
ENGINE RPM (With Cummins QSL9 280 HP. engine)
FULL THROTTLE, NO LOAD, MAX. .............................................. 1900 RPM
IDLE, NO LOAD .................................................................. 950 RPM
RATED WORKING .................................................................. 1800 RPM
ENGINE RPM (With Cummins 6CTA 8.3 260 HP. engine)
IDLE, NO LOAD .................................................................. 1000 RPM
ENGINE RPM (With John Deere 6081 AF 260 HP. engine)
IDLE, NO LOAD .................................................................. 1000 RPM
L.H. FINAL DRIVE
CROSSLINE RELIEFS 4700 PSI + 1/8 TURN (CRACKING PRESSURE)
BEGIN OF REGULATION .............................................................. 3600 PSI
BRAKE RELEASE .................................................................. 500 PSI
SPEED: LOW ............................................................................. 10 RPM (TRACK DRIVE SPROCKET)
DRIVE ........................................................................... 28 RPM (TRACK DRIVE SPROCKET)
R.H. FINAL DRIVE
CROSSLINE RELIEFS 4700 PSI (CRACKING PRESSURE)
BRAKE RELEASE .................................................................. 500 PSI
SPEED: LOW ............................................................................. 10 RPM (TRACK DRIVE SPROCKET)
DRIVE ........................................................................... 28 RPM (TRACK DRIVE SPROCKET)
MAIN PUMP (Linde 210 cc/rev.)
MARGIN PRESSURE ............................................................... 300 PSI
STAND-BY ............................................................... 500 PSI AT 'P' PORT
START OF ANTI-STALL OUTPUT:
•ANTI-STALL MODULE AX250, QSL9 Engines ...................... 1700 RPM
MAIN PUMP (Linde 160 cc/rev.)
MARGIN PRESSURE ............................................................... 300 PSI
STAND-BY ............................................................... 500 PSI AT 'P' PORT
START OF ANTI-STALL OUTPUT:
•ANTI-STALL MODULE AX087, 6081AF engine ..................... 2200 RPM
•ANTI-STALL MODULE AX159, 6CTA 8.3 Engine .................. 2100 RPM
HIGH PRESSURE LIMITING CONTROL on main Linde valve
MAIN RELIEF ............................................................... NON-ADJUSTABLE
LOAD SENSE RELIEF P1 .............................................................. SCREW IN FULLY (LOCKED OUT)
LOAD SENSE RELIEF P2 .............................................................. 4300 PSI AT 'P' PORT(4000 PSI AT 'LS' PORT)
BOOM PORT RELIEFS 4700 PSI AT 'P' PORT
STICK PORT RELIEFS 4700 PSI AT 'P' PORT
TILT PORT RELIEFS ............................................................... 4700 PSI AT 'P' PORT
LEVEL FORE/AFT PORT RELIEFS ............................................... 4700 PSI AT 'P' PORT
LEVEL RIGHT/LEFT PORT RELIEFS .......................................... 4700 PSI AT 'P' PORT
PILOT SUPPLY
MAIN RELIEF ............................................................... 425 PSI
PILOT SUPPLY, LEVELLING
PRESSURE REDUCING VALVE ................................................... 260 PSI
SWING
CROSSLINE RELIEFS ................................................................... 3300 PSI AT 'L.S.' PORT or 3600 PSI AT 'P' PORT
SPEED ............................................................................................ 6-7 RPM
SAW PUMP (Tigercat and Koehring Waterous felling head)
PRESSURE OVERRIDE ................................................................ 3600 PSI
STAND-BY ...................................................................................... SCREW IN FULLY (LOCKED OUT)
SAW CONTROL VALVE
MAIN RELIEF ................................................................................. 4000 PSI
SAW MOTOR (Tigercat DT5001 model saw)
SPEED ............................................................................................ 1250 - 1300 RPM
MOTOR 'X' DIMENSION ................................................................ 23MM OF 110MM SCREW
SAW MOTOR (ALL other model saws)
SPEED ............................................................................................ 1150 - 1200 RPM
MOTOR 'X' DIMENSION ................................................................ 20MM OF 110MM SCREW
WRIST / CLAMPS VALVE
MAIN RELIEF ...................................................................................... 2700 PSI (STD) 3600 PSI (HIGH PRESSURE CLAMPS)
WRIST PORT RELIEFS ..................................................................... 3200 PSI (STD) 4000 PSI (HIGH PRESSURE CLAMPS)
CLAMP ARMS PORT RELIEFS ......................................................... 3200 PSI (STD) 4000 PSI (HIGH PRESSURE CLAMPS)
ACCUMULATOR ARMS PORT RELIEFS ......................................... 3200 PSI (STD) 4000 PSI (HIGH PRESSURE CLAMPS)
PUMP "HIGH PRESSURE" CLAMPS (Optional)
PRESSURE OVERRIDE ................................................................ 3300 PSI
STAND-BY ...................................................................................... SCREW IN FULLY (LOCKED OUT)
DOOR / ROOF PUMP
MAIN RELIEF ...................................................................................... 2000 PSI
ALL PRESSURES MUST BE SET WITH HYDRAULIC OIL AT OPERATING TEMPERATURE.
NOTE: The above values are for reference purposes only, SEE SERVICE MANUAL FOR SETTING PROCEDURES.
ISSUE 4 0404
4.34
SECTION 5 - PILOT SYSTEM

APRIL 2004
ACCUMULATOR
CHARGING .............................................................................................. 5.12
CHECK PRE-CHARGE PRESSURE ........................................................ 5.12
GENERAL DESCRIPTION ......................................................................... 5.5
TESTING DEVICE .................................................................................... 5.12
CIRCUIT DESCRIPTION ............................................................................... 5.7
CIRCUIT DIAGRAM ........................................................................... 5.10, 5.11
ELECTRICAL CIRCUIT ................................................................................. 5.7
PILOT SYSTEM COMPONENTS
ACCUMULATOR .............................................................................. 5.5, 5.12
HIGH PRESSURE FILTER ......................................................................... 5.2
JOYSTICKS AND FOOT PEDALS ............................................................. 5.6
PILOT MANIFOLD ...................................................................................... 5.4
PILOT SHUT OFF VALVE .......................................................................... 5.5
PILOT SUPPLY VALVE .............................................................................. 5.3
PRESSURE SETTINGS ................................................................................ 5.8
Tigercat 860/870/L870 Feller Buncher Pilot system
PILOT SYSTEM COMPONENTS
The closed centre pilot circuit receives oil from
the main hydraulic system (main pump). The FILTER BOWL
supply of pilot oil originates at the pressure
distribution manifold mounted on the 'P' port of
the main pump. The supply of oil then passes
through a "high pressure" pilot filter to the pilot ••
supply valve (pressure reducing/relieving valve)
which maintains the pilot pressure at 425 psi.
From there, pilot oil (425 psi) is supplied to the IN
port of the pilot manifold. The pilot manifold
distributes pilot pressure oil to all of the pilot 870-D32 PILOT PRESSURE FILTER
controlled hydraulic circuits throughout the HIGH PRESSURE FILTER
machine, including the 'P1' port on the anti-stall
This filter is placed ahead of the pilot supply valve
valve. The anti-stall valve is attached to the main
to filter the pilot oil before it goes into the valve.
pump on earlier machines, on later machines it
On earlier machines this filter incorporated a
is mounted remote from the main pump but
clog indicator. On later machines the filter
performs the same function.
element must be changed according to the
A pilot shut-off solenoid valve cartridge located at FILTER AND LUBRICATION SCHEDULE in
the IN port on the pilot manifold will shut down or SECTION 3 of THIS MANUAL.
deactivate the pilot system whenever the left
The clog indicator consists of a clear plastic sight
armrest is in the raised position.
glass mounted on top of the filter housing. Under
normal operating conditions (or when the
hydraulic system is shut down) the indicator will
show GREEN. When a pressure differential of
CLAMPS, WRIST
AND SAW VALVE SAW PILOT
VALVE
SAW SECTION
OF VALVE
••
PILOT MANIFOLD
•• PILOT SHUT
OFF VALVE
PILOT SUPPLY (PRESSURE 'P2' GAUGE

REDUCING/RELIEVING) VALVE TEST PORT
••
'T3' TANK
CONNECTION WITH
CHECK VALVE •• •
MAIN LINDE VALVE
•• •
•
••
870-D56 PILOT SYSTEM COMPONENTS

5.2
IMPORTANT
ADJUSTING
SCREW
Contaminated hydraulic fluid can lead to
premature failure of hydraulic components
PRESSURE
REDUCING/ •
RELIEVING
and costly repairs. Filters must be replaced CARTRIDGE
••
at the recommended time intervals, See
SECTION 3 in THIS MANUAL.
Only Tigercat replacement filters must be
used.
Do not substitute with other cheaper inferior
brands. Tests have shown that Tigercat filters
can have twice the filtering capacity as that of
other name brands.
72 psi. builds up inside the filter, the indicator will
show RED, indicating a clogged filter. 256-14 PILOT SUPPLY VALVE
This condition could happen during cold start-ups, PILOT SUPPLY VALVE
(pressure reducing/relieving valve)
but as the oil warms up the indicator will
automatically re-set to GREEN. The indicator will The pilot supply valve is a pressure reducing relief
not remain in the "clogged" (RED) position when valve located below the wrist and clamps control
the pilot system is not being used. valve.
"Clogged" condition will result in low pilot This reducing/relieving valve is fully adjustable from
pressure. If a loss of controls or slow response 125 psi. to a maximum of 1500 psi. Turning the
occurs, filter element may need to be changed. adjusting screw IN, increases the pressure setting.
The correct setting is 425 psi.*
*NOTE:
Pilot oil is used to shift the spools in the pilot
operated control valves used throughout the
machines hydraulic system.
The "pilot" pressure required to shift these spools
will vary from one valve manufacturer to the next;
EG: A Husco valve may require 390 psi. to fully
shift the spool or a Linde may require only 290 psi.
(These values are for example only and may vary).
With this in mind a low pilot pressure will cause a
sluggish response from the controls and may vary
in degree from one function to another. If this
symptom is detected when operating the machine,
always check the pilot pressure to make sure that it
is at the correct setting of 425 psi. which is well
above the required value to operate the pilot valves.
5.3
PILOT SYSTEM COMPONENTS. CONT'D For a Feller Buncher configuration, the pilot
manifold distributes oil to the following circuits
PILOT MANIFOLD through the ports listed below, also see fig. 830-31:
The pilot manifold is located above the main control • Joysticks (both)
valve bank. Pilot oil enters the manifold at the inlet • Drive pedals (both) (P2) pressure port
port and is then distributed to the various pilot • Saw pilot valve
functions of the machine. • Anti-stall valve (P2) pressure port
• Pilot Accumulator (P2) pressure port
• LOW/DRIVE range (1) solenoid valve
• Swing brake (2) solenoid valve
• Wrist CCW (3) solenoid valve
• Clamp arm close (4) solenoid valve
• Accumulator arm close (5) solenoid valve
• Wrist CW (6) solenoid valve
• Clamp arm open (7) solenoid valve
• Accumulator arm open (8) solenoid valve
Pilot oil enters the manifold through the inlet port.
SWING CLAMP WRIST ACCUM. PILOT SHUT
BRAKE CLOSE CW OPEN OFF VALVE
TO ANTI-STALL LOW/DRIVE WRIST ACCUM. CLAMP TO JOYSTICKS,
VALVE P1 PORT RANGE CCW CLOSE OPEN FOOT PEDALS AND
SAW PILOT VALVE
• • • • • • • • •
• • •
• •
INLET
• FROM
GAUGE TEST PORT PILOT
TO TANK (UNDER DUST BOOT) TO ACCUMULATOR SUPPLY
VALVE
RETURN OIL FROM
JOYSTICKS, FOOT
860-31 PILOT MANIFOLD (FELLER BUNCHER SHOWN) PEDALS & SWING BRAKE
SWING FEED GRAB PILOT SHUT

BRAKE ROLLERS ARM
OFF VALVE
TO ANTI-STALL LOW/DRIVE FEED TO JOYSTICKS,
VALVE P1 PORT RANGE ROLLERS FOOT PEDALS AND
SAW PILOT VALVE
• • • • • •
• • •
• •
INLET
• FROM
GAUGE TEST PORT PILOT
TO TANK (UNDER DUST BOOT) TO ACCUMULATOR SUPPLY
VALVE
RETURN OIL FROM
JOYSTICKS, FOOT
860-30 PILOT MANIFOLD (DELIMBER SHOWN) PEDALS & SWING BRAKE
5.4
For a typical Delimber configuration, the pilot be released when the switch is in the OFF
manifold distributes oil to the following circuits position. The accumulator will also be charged
through the ports listed below, also see fig. 860-30: when the pilot shut-off valve is energized.
• Joysticks (both) When the pilot shut-off valve is de-energized, (left
• Drive pedals (both) (P2) pressure port armrest up) pilot oil is blocked to all pilot actuated
• Anti-stall valve (P2) pressure port functions on the joysticks and foot pedals as well
• Pilot Accumulator (P2) pressure port as the saw and anti-stall. The swing brake is also
• LOW/DRIVE range (1) solenoid valve applied at this time due to the lack of pilot
• Swing brake (2) solenoid valve pressure. The accumulator is drained at this
• Feed rollers (3) solenoid valve time.
• Feed rollers (4) solenoid valve
• - (5) ACCUMULATOR
• Grab arm (6) solenoid valve The accumulator is installed to ensure controls
• - (7) remain responsive by maintaining optimum pilot
• - (8) pressure. This prevents the pilot pressure from
Pilot oil enters the manifold through the inlet port. dropping when several functions are activated at
the same time.
The pilot shut off valve controls the flow of oil to
the three outlet pressure ports (P2) and to the eight
solenoid operated pilot valves. This valve is
activated by pressing the pilot reset switch in cab
(with the left armrest down).
Two outlet pressure ports ('P2') on each end of
the manifold, feed the saw pilot valve, both
joysticks, both drive foot pedals, and the main
pump LS controller or anti-stall valve. This anti-stall
valve can be bolted either directly to the main pump
case, or on later machines remote mounted to the
frame. The front facing P2 port charges the
accumulator. A quick connect test port is teed in to
this line to connect a pressure gauge to perform 251-11 ACCUMULATOR
pressure setting procedures.
Eight* solenoid operated pilot valves on the The accumulator is a bladder type and is installed
manifold, when energized, supply "on demand" pre-charged to 325 psi. with nitrogen. The gas
pilot oil to the corresponding functions. These pressure in the pilot accumulator should be
valves are activated by controls in the cab. checked if the pilot system exhibits a sluggish
response from the controls. Refer to CHECKING
Two tank ports ('T') drain oil to the reservoir. PRE-CHARGE PRESSURE in THIS SECTION.
PILOT SHUT OFF VALVE
*NOTE: The quantity of solenoid valves mounted onto the
The pilot shut off valve is mounted on the pilot pilot manifold can vary depending on how the 860/870
manifold directly beside the INLET PORT. All pilot machines have been configured.
oil must flow through this valve before reaching any
other solenoid operated pilot valve on the pilot
manifold.
When this solenoid is energized (left armrest down
and pilot reset switch momentarily pressed), pilot
oil is supplied to the three 'P2' outlet ports and the
eight* solenoid valves on the pilot manifold. The
swing brake will be released provided the cab
switch is in the OFF position.
With regard to the swing brake, the brake will be
applied if the swing brake switch in the cab has
been left in the ON position. The swing brake will
5.5
JOYSTICKS AND FOOT PEDALS OPERATING DESCRIPTION
These pilot valves are manually operated, In the neutral position the joystick lever is held
directional control valves and operate on the same centred by return springs (4). When the lever (1)
principle as a direct operating pressure reducing is operated, the plunger (5) is pushed against its
valve. Both the joystick and foot control valves return spring (4). At the same time the regulating
(pedals) use similar spool arrangements. Operated spool (2) is moved through the regulating spring
by hand or foot these valves direct pilot oil to the (3). When the regulating stroke begins, there is a
main control valve pilot end caps. The connection from port 'P' via hole (8) in the spool
corresponding spool valve then shifts from its and work ports 1, 2, 3 or 4 in the base of the
centre position and directs pump flow to operate a valve, to the boom valve pilot end caps.
function.
Pilot pressure is directly proportional to the
operator position of the joystick or foot pedal and
the regulating spring characteristics.
• 1
5
• •
4
•
• 3
•
•
• 2 •
'P' PORT WORK PORTS

1, 2, 3 OR 4
RR-12 JOYSTICK PILOT VALVE AU013-2 SPOOL ARRANGEMENT
5.6
PILOT SYSTEM ELECTRICAL CIRCUIT PILOT SYSTEM CIRCUIT DESCRIPTION
Refer to circuit diagram; Oil is supplied from the main pump 'P1' port to the
The pilot shut off valve solenoid is not energized two 'P' ports on the back of the main control valve.
until the LEFT armrest is down and the pilot reset From there the oil flows through the high pressure
switch is momentarily pressed. When this switch filter to the pilot supply valve. This pressure
is pressed, the coil on the function lock-out relay reducing/relieving valve allows oil to flow at 425 psi.
is energized closing the circuit between wires 6 to the inlet port of the pilot manifold.
and 33. Wire 33 connects to the armrest switch. The pilot manifold is a distribution centre, directing
When this switch is closed (armrest down) the pilot oil to all of the pilot operated functions on the
coil on the pilot shut off valve is energized shifting machine. This distribution is achieved via three
the valve spool to supply oil to the pilot circuit. At outlet 'P2' pressure ports and eight solenoid
the same time the wire from the armrest switch is operated control valves. A pilot shut-off valve
connected back to the function lock-out relay coil installed in the manifold controls the flow of pilot oil
through a diode and thus latches the function lock into the manifold.
out relay in the energized position.
When this pilot shut-off valve is energized, pilot oil is
The diode in the circuit prevents the flow of made available to the three 'P2' outlet pressure
current to the pilot shut off valve solenoid when ports and all solenoid valves. When the valve is de-
the armrest switch is open (armrest up). Even if energized, pilot oil from the pilot supply valve is
the pilot reset switch is held down, it will not blocked, preventing pilot oil from entering the
operate. Whenever the arm is raised and the manifold, thereby rendering all pilot functions
switch opens, the voltage is interrupted to the inactive. Refer to PILOT RESET in SECTION 2 of
function lock-out relay coil and the relay contacts the OPERATOR’S MANUAL.
open resulting in the pilot shut off valve returning
to the normally closed position. This prevents One of the 'P2' outlet pressure ports distributes pilot
pilot oil from reaching the controls. oil to the load sense controller on the main pump
and is used in conjunction with the anti stall system
to de-stroke the pump when necessary to prevent
the engine from stalling.
The second 'P2' outlet pressure port distributes pilot
oil to the ‘P’ ports of both joysticks, both foot pedals
and the saw solenoid pilot valve. A gauge test port is
also tee'd into this line for use when setting the pilot
system pressure. Movement of the joystick levers
or the foot pedals will direct pilot oil from the ‘P’
ports of these valves to the pilot end caps of the
main control valve to operate the various machine
functions such as lifting the boom or driving the
machine. A saw switch in the cab will energize the
saw pilot valve which diverts pilot oil to shift the
spool in the saw control valve and run the saw.
The third 'P2' outlet pressure port is connected to
the pilot accumulator which is in place to maintain a
constant pressure source (425 psi), ensuring that
the controls remain responsive during heavy duty
cycles.
The eight solenoid valves in the manifold, when
energized by switches in the cab, will distribute pilot
oil to;
• set the drive motors in either low or drive mode
• release the swing brake
• shift spools in the wrist/clamps control valve
which will operate the wrist, accumulating arm
and clamp arm cylinders.
5.7
SET PILOT PRESSURE ADJUSTING
SCREW
connect a 0-1000 psi. gauge to the gauge test LOCKNUT •
fitting on the pilot manifold. PRESSURE •
REDUCING/RELIEVING
VALVE CARTRIDGE
•
'P2' PRESSURE PORT
221-14A
PILOT SUPPLY VALVE
••
6. Loosen locknut on pilot supply valve and turn
adjusting screw until pressure gauge at pilot
GAUGE TEST PORT manifold reads 250 psi.
• LINE TO
ACCUMULATOR
NOTE: Ensure that pilot pressure changes
when adjusting screw is being turned. If pilot
pressure does not change during this
•• procedure, check the main pump stand-by
144-6 TEST PORT pressure setting.
7. WITH SWING BRAKE ON, use left joystick to
NOTE: The stand-by pressure of the main swing upper frame to raise system pressure.
pump can vary from 400 psi. to 600 psi. The Turn adjusting screw on pilot supply valve
anti-stall can cause the stand-by pressure to until gauge at pilot manifold reads 425 psi.
drop to 200 psi. when the engine is running 8. Stop engine, and remove pressure gauge.
below 2100 rpm. (early machines) 1700 rpm.
(later machines) Because the main pump is the
original source of the pilot supply (via the main
valve manifold), this will in turn affect the pilot
supply.
2. Turn anti-stall switch OFF.
3. Loosen locknut and turn adjusting screw all the
way OUT on pilot supply valve, tighten locknut
on adjusting screw.
4. Start engine and set throttle in IDLE position.
5. Have an assistant in the cab lower the armrest
and momentarily press the pilot reset switch.
5.8
5.9
860-61 PILOT SYSTEM CIRCUIT DIAGRAM - EARLIER MACHINES

5.10
860-32 PILOT SYSTEM CIRCUIT DIAGRAM - LATER MACHINES

5.11
CHARGING THE ACCUMULATOR CHECKING THE PRE-CHARGE
NOTE: A detailed instruction sheet is provided with
PRESSURE
the charging and testing device. The following is After the accumulator has been put in service, the
only a suggested guide. pre-charge pressure should be checked with an
accumulator charging and testing device.
• Close the drain valve on the charging and
testing device and connect the hose to the Install the charging and testing device on the gas
nitrogen bottle. valve While depressing the button on the
charging device, observe gas pressure reading on
• Remove the valve guard and cap.
gauge. Refer to CHARGING THE
• Screw the charging and testing device onto the ACCUMULATOR above for correct pressure.
gas valve.
If the gas pre-charge pressure is low, investigate
the cause and correct it. Possible causes of lost
PRESSURE pre-charge pressure include a leaking or
GAUGE*
HOSE* damaged gas valve, or a damaged bladder.
ADAPTER*
ADAPTER*
NITROGEN ACCUMULATOR
BOTTLE
ASSEMBLY PART NO. 90254 INCLUDES PARTS SHOWN *
ACCU- CHARGING AND TESTING DEVICE

• Open the gas shut-off valve on the nitrogen
bottle and allow gas to flow slowly into the
accumulator.
• Close the shut-off valve frequently and check
the value of the pre-charge by depressing the
button on the charging device and observing
the gauge.
• If pre-charge pressure is high, lower it by
opening the drain valve and carefully
depressing the button on the charging device.
Pilot accumulator pre-charge - 325 psi
NOTE: The pre-charge pressure will vary
depending on the temperature. Once the
desired pre-charge is reached, wait two minutes
for the gas temperature to equalize. Re-check
pre-charge and adjust if necessary.
• Disconnect hose from nitrogen bottle.
• Remove charging and testing device from
accumulator and install valve cap and guard,
torque to 175-350 lbf-ins.
• Check to ensure there are no leaks, if the gas
valve is leaking, it should be replaced. Use only
valves approved for accumulator service.
NEVER USE AN AUTOMOTIVE TYPE VALVE.
5.12
SECTION 6 - ELECTRICAL, GAUGES & ALARMS

APRIL 2004
GAUGES AND ALARMS .............................................................................. 6.10
MACHINES WITH QSL9 ENGINES ........................................................... 6.10
MACHINE SCHEMATIC DIAGRAM
EARLIER MACHINES ................................................................. 6.2, 6.3, 6.4
LATER MACHINES WITH ELECTRONIC ENGINE .............. 6.6, 6.7, 6.8, 6.9
SWITCH AND SENSOR LOCATIONS
CUMMINS ENGINE, EARLIER MACHINES .............................................. 6.12
CUMMINS QSL9 ENGINE LATER MACHINES ......................................... 6.13
JOHN DEERE ENGINE, EARLIER MACHINES ........................................ 6.11
WIRE COLOUR CODE CHART ....................................................................... 6.5
Tigercat 860/870/L870 Feller Buncher Electrical, gauges & alarms
860-33 (14675B 05) MACHINE SCHEMATIC DIAGRAM - EARLIER MACHINES (SHEET 1 OF 3)

6.2

6.3

6.4
Tigercat wire colour code chart applicable to all products manufactured by
COLOUR FUNCTION EXAMPLE
Red Power ........................................ (protected and unprotected)
Black Ground
White Engine control ........................... (fuel shut-off, start aid)
Blue Propulsion Control ..................... (transmission/reverser solenoids)
Purple Monitor, electrical and
mechanical systems ................. (air cleaner, alternator, wheel speed, engine speed)
Tan Electrical and
electromechanical control .......... (park brake, alternator excitation)
(power door motor, backup alarm)
Yellow Monitors .................................... (flow, pressure, temperature, level)
Grey Standard monitor system .......... (logic module to monitor)
Brown Lights
Green Electro-hydraulic control ............ (pilot solenoids)
Orange Accessories .............................. (horn, A/C, heater)
6.5
860-36 (19267B 05) MACHINE SCHEMATIC DIAGRAM - LATER MACHINES (SHEET 1 OF 4)

6.6

6.7

6.8

6.9
GAUGES AND ALARMS diagnostics system. A display module (MDDM) is
located on the instrument panel above the analog
The 860/870 is monitored for proper operation by
gauges in the operator's cab . It is a multi-function
sensors (senders or switches) located in the
display and fault warning module that enables the
hydraulic system and on the engine.
operator to view many different engine parameters
These sensors are connected to either gauges, and engine codes. For a complete description of
warning lights or alarms. A horn will also sound the MDDM refer to ENGINE DISPLAY AND
when the machine is travelling in reverse or when DIAGNOSTICS MODULE (MDDM) in SECTION 2
the engine enclosure power operated side door and of the OPERATOR'S MANUAL.
roof are being operated.
A safety alert horn located in the cab footwell is
See chart below for a complete list of the sensors/ activated by a horn switch on the control panel in
senders included on this machine. the cab. Use this horn any time it becomes
MACHINES WITH QSL9 ENGINES necessary to warn personnel in the area of your
presence or when the engine is about to be
The Cummins QSL9 engine used on later machines started.
is an electronically controlled engine. In addition to
the regular analog gauges used on this machine, For a more complete description of the gauges
this engine includes senders and sensors designed and warning lights listed below, refer to SECTION
to be compatible with the engine display and 2 in the OPERATOR'S MANUAL.
860/870 GAUGES AND ALARMS

ITEM SENSOR GAUGE
NO. FUNCTION RANGE LIGHT HORN INFORMATION
1 Engine coolant level None ON None Red light ON when coolant low in rad.
2 Engine coolant temperature § 100°F - 280°F None SOUNDS Operating range 190°F-205°F (88°C-96°C)
at 215°F (102°C)
3 Engine oil pressure § 0 - 100 psi None SOUNDS* Stop engine below 15 psi
at 15 psi† or lower † Sounds at 4 psi on earlier machines
4 Engine hours § 0-9999 None None Engine running
5 Hydraulic oil temperature 100°F - 240°F None SOUNDS Stop machine above 185°F (85°C)
(38°C) - (116°C) at 205°F (96°C)
6 Volts 8v - 18v None None Normal operating range 13.8 - 14.2 volts
7 Fuel level 'E' - 'F' None None Capacity (US gal/L), Earlier tank: 200/760
Later tank: 345/1300
8 Hydraulic oil - low None ON None 7 Gal. (27L) below Full
9 Hydraulic oil -Very low None ON SOUNDS 17 Gal. (64L) below Full
10 Hydraulic oil filter bypass None ON None Return filter restriction, 15 psi or greater
11 Pump inlet, (None-tier 2 engines) None ON None Pump inlet pressure drops below 1-2 psi
12 Hydraulic oil tank pressure 0 - 30 psi None None Increase tank pressure below 3 psi.
None Tier 2 engines only
13 Back-up alarm - - SOUNDS One or both drive pedals in reverse
14 Engine power door alarm - - SOUNDS Opening or Closing power doors
15 Horn, safety alert - - SOUNDS Push button on L.H. joystick or control panel
16 Engine diagnostics module used Multifunction diagnostics and Refer to SECTION 2 in the OPERATOR'S MANUAL
with Cummins QSL9 engines fault warning display module (MDDM) for a list of the engine parameters covered
NOTE: § Denotes Data obtained with this system
from engine CPU on QSL9
engines
*NOTE: Horn will sound when key is in "RUN" position with engine "OFF" due too low oil pressure.
6.10
8 HYDRAULIC OIL LEVEL 14 POWER DOOR ALARM PUMP INLET
SIGHT GAUGE, TEMP. PRESSURE 11
GAUGE AND LOW 13 BACK-UP ALARM SWITCH (LIGHT)
LEVEL SWITCH
5 HYDRAULIC OIL
TEMPERATURE SWITCH BOOST
(ALARM) CONNECTION
BATTERY
HYDRAULIC OIL
5 TEMPERATURE • DISCONNECT
SWITCH
SENDER (GAUGE)
FUEL LEVEL 7
10 HYDRAULIC OIL SENDER
FILTER BYPASS
SWITCH (LIGHT) •
•
HYDRAULIC
OIL TANK
'A'
•
2ND OIL LEVEL
9 SIGHT GAUGE AND
VERY LOW LEVEL
•
SWITCH (PANEL
•
15 HORN IN CAB)
•
HORN (PUSH BUTTON
ON L.H. JOYSTICK OR
• FUEL
TANK
CONTROL PANEL) •
3 ENGINE OIL • •
PRESSURE
SENDER (GAUGE)
3 ENGINE OIL
'B'
PRESSURE SWITCH -
4 PSI ON EARLIER
MACHINES, (HOURS SURGE
METER AND TANK
WARNING HORN)
•
• • •
• • ENGINE
• • • 1 COOLANT LEVEL
SWITCH (HORN)
FUEL
TANK
OPERATOR'S CAB
2
A/C ENGINE COOLANT
COMPRESSOR TEMPERATURE
SENDER (GAUGE)
ALTERNATOR
BATTERY
DISCONNECT POWER DOOR ENGINE START 2 ENGINE COOLANT
TEMPERATURE
ENGINE SPEED
SOLENOID RELAY SENSOR (DEERE
SWITCH SWITCH (ALARM) ENGINE)
• • • •
•
• • • •
•
• VIEW 'B'
ENGINE SPEED
ENGINE OIL SENSOR (DEERE
3 PRESSURE 3
ENGINE OIL ENGINE)
SENDER (GAUGE) PRESSURE SWITCH -
POWER DOORS BATTERIES 4 PSI ON EARLIER
PUMP/MOTOR MACHINES, (HOURS
METER AND
VIEW 'A' WARNING HORN)
860-14 SWITCH AND SENSOR LOCATIONS (JOHN DEERE ENGINE) EARLIER MACHINES
6.11
8 HYDRAULIC OIL LEVEL 14 POWER DOOR ALARM PUMP INLET
SIGHT GAUGE, TEMP. PRESSURE 11
GAUGE AND LOW 13 BACK-UP ALARM SWITCH (LIGHT)
LEVEL SWITCH
5 HYDRAULIC OIL
TEMPERATURE SWITCH
BOOST
CONNECTION
(ALARM)
BATTERY
HYDRAULIC OIL DISCONNECT
5 TEMPERATURE
SENDER (GAUGE) • SWITCH
10 HYDRAULIC OIL ENGINE SPEED

FILTER BYPASS SENSOR (CUMMINS
SWITCH (LIGHT) ENGINE)
•
HYDRAULIC • FUEL 7
OIL TANK TANK
FUEL LEVEL
2ND OIL LEVEL
9 SIGHT GAUGE AND • • SENDER
'A'
VERY LOW LEVEL
SWITCH (PANEL
HORN IN CAB)
•
15
HORN (PUSH BUTTON • • 3
ON L.H. JOYSTICK OR
CONTROL PANEL) • ENGINE OIL
PRESSURE
SENDER (GAUGE)
• • •
3
'B' ENGINE OIL
PRESSURE SWITCH
• - 15 PSI. ON LATER
• MACHINES, (HOURS
•• METER AND
WARNING HORN)
2
• ENGINE COOLANT
• •
TEMPERATURE
SWITCH (ALARM)
• • SURGE
TANK
OPERATOR'S CAB FUEL

TANK
ENGINE
A/C COMPRESSOR 1 COOLANT LEVEL
SWITCH (HORN)
BATTERY ENGINE POWER ALTERNATOR
DISCONNECT START DOOR FUEL
SWITCH RELAY RELAY RELAY
• • • •
•
• •
VIEW 'A'
VIEW 'B'
2
POWER DOORS BATTERIES ENGINE COOLANT
PUMP/MOTOR TEMPERATURE
SENDER (GAUGE)
860-41 SWITCH AND SENSOR LOCATIONS (CUMMINS ENGINE) EARLIER MACHINES

6.12
14 POWER DOOR ALARM 8 HYDRAULIC OIL LEVEL
SIGHT GAUGE, TEMP.
13 BACK-UP ALARM GAUGE AND LOW
LEVEL SWITCH
HYDRAULIC
TANK
COMPRESSOR 5 HYDRAULIC OIL
TEMPERATURE SWITCH BATTERY
HYDRAULIC OIL (ALARM) DISCONNECT
5 TEMPERATURE
POWER SWITCH
SENDER (GAUGE)
DOORS
10 HYDRAULIC OIL
FILTER BYPASS
• ANTI-STALL
PUMP/MOTOR
ENGINE SPEED
SENSOR (CUMMINS
SWITCH (LIGHT) VALVE ENGINE)
HYDRAULIC
OIL TANK 7
•• FUEL LEVEL
2 ND
OIL LEVEL
9 SIGHT GAUGE AND
• • SENDER
VERY LOW LEVEL •
SWITCH (PANEL
HORN IN CAB)
•
• • BATTERIES
FUEL
• TANK
• •
15 • • 'A'
HORN (PUSH BUTTON
ON L.H. JOYSTICK OR
CONTROL PANEL) 'B' BOOST
CONNECTION
•
•
• • •
• SURGE
TANK
FUEL
OPERATOR'S CAB TANK
A/C COMPRESSOR ENGINE

ALTERNATOR 1 COOLANT LEVEL
SWITCH (HORN)
ENGINE POWER
START DOOR ENGINE ENGINE
RELAY RELAY GRID '2' GRID '1'
• • • • •
• •
• • • •
FUSEABLE 80 AMP
LINK FUSES
VIEW 'A'
VIEW 'B'
PLUG
CONNECTIONS
TO ENGINE
CPU.
860-42 SWITCH AND SENSOR LOCATIONS (CUMMINS QSL9 ENGINE) LATER MACHINES
6.13
6.14
SECTION 7 - ENGINE START AND STOP

APRIL 2004
CIRCUIT DIAGRAMS
CUMMINS QSL9 ENGINE ............................................ 7.9, 7.10, 7.11, 7.12
JOHN DEERE AND CUMMINS 'C' ENGINES .................... 7.3, 7.4, 7.5, 7.6
ENGINE START CIRCUIT
DESCRIPTION - CUMMINS QSL9 ENGINE .............................................. 7.8
DESCRIPTION - JOHN DEERE AND CUMMINS 'C' ENGINES ................ 7.2
Tigercat 860/870/L870 Feller Buncher Engine start and stop
ENGINE START CIRCUIT FUEL CONTROL
VALVE SOLENOID
For detailed engine information, refer to the
engine manufacturer's manual.
On earlier 860/870 machines the engine installed
was either a John deere 6076AF. John Deere 6081
or a Cummins Diesel 6CTA 8.3C. •• •
On later machines the Cummins Diesel QSL9
"electronic" engine was used.
Regardless of the engine in use the basic starting FUEL
circuit is the same. CONTROL
VALVE
For engine starting and stopping procedures refer to 845B-D13 ENGINE FUEL CONTROL VALVE
STARTING ENGINE and STOPPING ENGINE in
START DOOR PUMP FUEL SOLENOID
SECTION 2 of the OPERATOR’S MANUAL. For SOLENOID RELAY
correct engine speeds, refer to THROTTLE RELAY
CONTROL in SECTION 2 of the OPERATOR'S
MANUAL.
TO START THE ENGINE:
John Deere or a Cummins Diesel 6CTA 8.3C:-
•• •
Turn battery disconnect switch to the ON position. •
Turn ignition key to the START position and
releasing it to the RUN position after the engine
starts.
Cummins Diesel QSL9:-
Turn battery disconnect switch to the ON position. FUSIBLE LINKS
Turn ignition key to the RUN position and wait for 845B-D14
the WAIT TO START light to go out. START AND FUEL SOLENOID RELAYS
Turn ignition key to the START position and release PILOT FUNCTION START RELAY
it to the RUN position after the engine starts. LOCKOUT RELAY
WARNING • ••
The Cummins QSL9 engine utilizes an air intake
•
heater grid. To avoid personal injury and property
damage, NEVER use a starting fluid. Starting aid
fluids, which contain Ether, can cause an explosion.
2 AMP IN-LINE FUSE
ENGINE ANTI-STALL
845B-D15 RELAY PANEL

WARNING START CIRCUIT DESCRIPTION -
JOHN DEERE AND CUMMINS 'C' ENGINES
Never use a liquid
staring aid to start With the battery disconnect switch ON, current is
an engine. supplied to the start solenoid contact, the start relay
contact, the positive connection on the alternator
and the BATTERY (BAT) contact of the key switch
(ignition switch).
7.2
860-43 START CIRCUIT - JOHN DEERE AND CUMMINS 'C' ENGINES

START CIRCUIT - AT REST
When the key switch is turned to the START (ST) When the key switch is turned to the RUN position,
position, the BATTERY (BAT) contact is connected the (BAT) contact remains connected to the (RUN)
to the START (ST) and RELAY (RUN) contacts of contact allowing current to continue to flow through
the key switch. RED wires (6) and (13) to the fuel control valve
solenoid HOLD COIL and HOLD the fuel control valve
Current (voltage) then flows from the (RUN) contact OPEN to run the engine.
through wire (2), a 15 amp circuit breaker, through
RED wires (6) and (13) to energize the HOLD COIL In order to operate the machine functions after starting
of the fuel control valve solenoid. Current (voltage) the engine, the arm rest must be in the latched DOWN
also flows from the (ST) contact through wire (23) to position to close the contacts of the pilot system limit
energize the coil of the start relay. switch. To energize the pilot system, PRESS the
momentary pilot reset switch, this will energize the pilot
The start relay contacts close and current flows function lockout relay, close the contacts and allow
through RED wire (02) and the 15 amp circuit current to flow through wires RED (6), TAN (33) and
breaker and along RED wire (6) through the pilot GRN (11) to energize the pilot shut off solenoid valve
function lockout relay, along TAN wires (9) and (16) on the pilot manifold.
to energize the coils of the start solenoid relay and
the fuel solenoid. Energizing the start solenoid relay When the pilot reset switch is released current will
coil allows current to flow from the battery along continue to flow through wire TAN (95) and the diode to
RED wire (100) and TAN wire 12 to energize the latch the pilot function lockout relay in the energized
start solenoid coil on the start motor to close the position and allow current to flow through wires RED
contacts and operate the start motor to start the (6), TAN (33) and GRN (11) to the pilot shut off solenoid
engine. Energizing the fuel solenoid coil allows valve.
current to flow from the battery along RED wire Turn the key switch to the OFF position and current
(100) and WHT wire (83) to the PULL COIL of the is removed from the (RUN) contact and RED wires (6)
fuel control valve solenoid. and (13) to the fuel control valve HOLD COIL and stop
the engine.
For additional information on the PILOT SYSTEM refer
to SECTION 5 in THIS SERVICE MANUAL.
7.3

860-44 START CIRCUIT - JOHN DEERE AND CUMMINS 'C' ENGINES BATTERY DISCONNECT SWITCH - ON
START CIRCUIT - START

860-45 START CIRCUIT - JOHN DEERE AND CUMMINS 'C' ENGINES IGNITION KEY - START POSITION
7.4
START CIRCUIT - RUN

860-46 START CIRCUIT - JOHN DEERE AND CUMMINS 'C' ENGINES IGNITION KEY - RUN POSITION
START CIRCUIT - RUN

IGNITION KEY - RUN POSITION
PILOT RESET SWITCH - HELD ON
860-47 START CIRCUIT - JOHN DEERE AND CUMMINS 'C' ENGINES ARM REST DOWN/ARM REST SWITCH - ON
7.5
START CIRCUIT - RUN

PILOT RESET SWITCH - RELEASED
860-48 START CIRCUIT - JOHN DEERE AND CUMMINS 'C' ENGINES ARM REST DOWN/ARM REST SWITCH - ON
7.6
7.7
START CIRCUIT DESCRIPTION - START DOOR PUMP ENGINE ENGINE
SOLENOID RELAY GRID '1' GRID '2'
CUMMINS QSL9 ENGINE RELAY RELAY RELAY
With the battery disconnect switch ON, current is

supplied to the start solenoid contact, the start relay
• •• •• •
contact, the positive connection on the alternator,
through RED wire 96 to the BATTERY (BAT) contact
of the key switch (ignition switch) and through RED
wire 98 to the 23 pin connector on the engine.
Current is also supplied to the grid heater relay
• •• ••
FUSIBLE 80 AMP
contacts (1) and (2). Current will not be supplied to LINK FUSES
the grid heaters until the relay coils (1) and (2) are START, DOOR AND ENGINE GRID
energized. 870-D16 RELAYS
When the key switch is turned to the RUN position:- PILOT FUNCTION SAW RELAY START RELAY
LOCKOUT RELAY
Current (voltage) flows from the (RUN) contact
through RED wires (02) and (20) to the engine
computer monitoring system (ECM):-
•
RED wire 02 supplies current via a 5 amp circuit • • •
breaker to the 50 pin connector on the engine. The
50 pin connector plugs into the engine computer
monitoring system and throttle control. With the key
switch in this position prior to starting, the engine
computer will monitor the engine and where 2 AMP IN-LINE FUSE,
ENGINE ANTI-STALL
necessary will turn ON warning lights, such as "wait CIRCUIT
to start" or turn on the engine heater grid(s). 870-D08
RELAY PANEL, QSL9 ENGINE
RED wire 20 supplies current via a 5 amp circuit
breaker, through wire 106A to the 23 pin connector In order to operate the machine functions after
on the engine. The 23 pin connector plugs into the starting the engine, the arm rest must be in the
engine computer power system. latched DOWN position to close the contacts of the
pilot system limit switch. To energize the pilot system,
When the key switch is turned to the START (ST) PRESS the momentary pilot reset switch, this will
position, the BATTERY (BAT) contact is connected energize the pilot function lockout relay, close the
to the START (ST) and RELAY (RUN) contacts of contacts and allow current to flow through wires RED
the key switch. (6), TAN (33) and GRN (11) to energize the pilot shut
Current (voltage) then flows from the (ST) contact off solenoid valve on the pilot manifold.
through RED wire 23, a 5 amp. circuit breaker to When the pilot reset switch is released current will
energize the coil of the start relay. continue to flow through wire TAN (95) and the diode
The start relay contacts close and current flows to latch the pilot function lockout relay in the
through RED wire (02), the 15 amp circuit breaker energized position and allow current to flow through
and along RED wire (6) through the pilot function wires RED (6) and TAN (33) to the pilot shut off
lockout relay, along TAN wires (9) and (16) to solenoid valve.
energize the coil of the start solenoid relay. Turn the key switch to the OFF position and
Energizing the start solenoid relay coil allows current is removed from the (RUN) contact and RED
current to flow from the battery through a fusible wires (02) and (20) and subsiquentally the Electronic
link, along a RED wire and TAN wire 12 to energize control module (ECM) to stop the engine.
the start solenoid coil on the start motor to close the
contacts and operate the start motor to start the For additional information on the PILOT SYSTEM
engine. refer to SECTION 5 in THIS SERVICE MANUAL.
When the key switch is returned to the RUN
position, the (BAT) contact remains connected to
the (RUN) contact allowing current to continue to
flow through RED wires (2) and (20) to power the
engine computer monitoring system and other
operating circuits.
7.8

860-49 START CIRCUIT - CUMMINS QSL9 ENGINE

860-50 START CIRCUIT - CUMMINS QSL9 ENGINE BATTERY DISCONNECT SWITCH - ON
7.9
START CIRCUIT - RUN,

PRE-START
860-51 START CIRCUIT - CUMMINS QSL9 ENGINE IGNITION KEY - RUN POSTION
START CIRCUIT - START

860-52 START CIRCUIT - CUMMINS QSL9 ENGINE IGNITION KEY - START POSITION
7.10
START CIRCUIT - RUN

860-53 START CIRCUIT - CUMMINS QSL9 ENGINE IGNITION KEY - RUN POSTION
START CIRCUIT - RUN

PILOT RE-SET SWITCH - HELD ON
860-54 START CIRCUIT - CUMMINS QSL9 ENGINE ARM REST DOWN/SWITCH - ON
7.11
START CIRCUIT - RUN

PILOT RE-SET SWITCH - RELEASED
860-55 START CIRCUIT - CUMMINS QSL9 ENGINE ARM REST DOWN/SWITCH - ON
7.12
SECTION 9 - ENGINE ANTI-STALL

APRIL 2004
CONTROL MODULE IN CAB ........................................................................ 9.2
ENGINE ANTI-STALL SWITCH ..................................................................... 9.3
ENGINE ANTI-STALL VALVE
REMOTE MOUNTED ................................................................................. 9.3
FAULT FINDING PROCEDURE ~ ANTI-STALL QUICK CHECK .................. 9.8
FAULT FINDING PROCEDURES, ADDITIONAL .......................................... 9.9
HORSEPOWER LIMITING CONTROL ......................................................... 9.2
GENERAL DESCRIPTION. ....................................... SEE ALSO SECTION 4
HYDRAULIC PUMPS
ENGINE ANTI-STALL VALVE, EARLIER ................................................... 9.2
ENGINE ANTI-STALL VALVE, LATER ...................................................... 9.3
MAIN PUMP CONTROLLER, EARLIER .................................................... 9.2
MAIN PUMP CONTROLLER, LATER ........................................................ 9.3
LOAD SENSE; SET MARGIN PRESSURE. ........................... SEE SECTION 4
SCHEMATIC DIAGRAMS
HP. LIMITING CONTROL CIRCUIT - CUMMINS QSL9 ............................ 9.5
HP. LIMITING CONTROL CIRCUIT J/D AND CUMMINS 'C' ..................... 9.5
LOAD SENSING SYSTEM CIRCUIT DIAGRAM ................................ 9.6, 9.7
SET PILOT PRESSURE. ........................................................ SEE SECTION 5
SPEED SENSOR, ADJUSTING ..................................................................... 9.4
SPEED SENSOR ON ENGINE, CUMMINS ................................................... 9.2
SPEED SENSOR ON ENGINE, JOHN DEERE ............................................. 9.2
Tigercat 860/870/L870 Feller Buncher Engine anti-stall
HORSEPOWER LIMITING CONTROL SPEED SENSOR
GENERAL DESCRIPTION
In the past it was common to lug an engine down •
when several functions with high loads were used at •
the same time and engine stalling was avoided only
•
by the operator. In order to prevent engine over
loading, the Tigercat machine is equipped with an
electronic system which detects any drop in engine
speed and destrokes the main pump to reduce
engine load and at the same time maintain engine SPEED SENSOR ON ENGINE
speed. This is done without any input from the HPCON-01 JOHN DEERE ENGINE
operator and in most cases he will be unaware of the
SPEED SENSOR
operation of this system.
The engine anti-stall system monitors the swing,
hoist boom, stick boom head tilt and track drive
functions. The anti-stall system also monitors the
levelling system when the machine is configured as
•
a leveller.
The anti-stall incorporates the following components: SPEED SENSOR ON ENGINE
105-2
CUMMINS ENGINES
CONTROL MODULE
ENGINE
•
HORSEPOWER
CALIBRATION
DO NOT ADJUST
•
• ANTI-STALL
SOLENOID
VALVE
FILTER SCREEN

ANTI-STALL SIGNAL
WIRING
HARNESS
PRESSURE
GAUGE TEST •• •• ••
WITH 25 PIN
CONNECTOR PORT 'L.S.' ••
••
••
CONTROL MODULE IN CAB 251-10 PILOT SUPPLY
'P1'PORT
• control module: located on the rear wall of the

cab interior
••
• speed sensor: On John Deere engines this is
located on the front of the engine above the •• •• MARGIN
EARLIER MAIN
PUMP
timing gears. On Cummins engines the speed PRESSURE
MAIN ADJUSTING CONTROLLER
sensor is located at the rear of the engine on top 822-D65 PUMP SCREW
(LS CONTROL)
of the flywheel housing.
• Anti-stall solenoid valve: ON earlier machines
this valve is incorporated into the main pump
controller which is bolted to the side of the main
pump. On later machines the anti-stall solenoid WARNING
valve is remote mounted from the main pump
Before welding anywhere on machine,
controller beside the rear right engine mount.
disconnected the 25 pin connector from the
• wiring harness: This dedicated wiring harness control module and the two multi-pin plugs
includes a 25 pin connector to plug into the from the engine CPU to prevent damage to
control module, a DIN connector for the anti-stall the electrical system.
valve connection, a speed sensor connection
and connections to the anti-stall switch and
power supply/2 amp in-line fuse in the cab.
9.2
PORT 'A' AND GAUGE NO MAIN PUMP
TEST PORT CONNECTION FUNCTION CONTROLLER
ADJUST ••
• • PUMP OUTLET
MANIFOLD
GAUGE TEST
'LS' CONNECTION PORT 'P'
FROM MAIN VALVE
• •• •
• •• MAIN
GAUGE TEST
PORT 'LS'
PUMP
••
MAIN
PUMP • MARGIN
PRESSURE
ADJUSTING
SCREW
••
••
SAW
PUMP ANTI-STALL
VALVE
••
LATER MAIN PUMP CONTROLLER REMOTE MOUNTED ANTI-STALL
870-D50 (LS CONTROL) VALVE LOCATION LATER MACHINES 870-D55
• A two position anti-stall switch labelled ON/ PORT 'A' ANTI-STALL ENGINE
SIGNAL CONNECTION ANTI-STALL
OFF, is located on the control panel and used •• TO MAIN PUMP SOLENOID
VALVE
to turn the anti-stall system ON or OFF.
ANTI-STALL SWITCH
•• ••
•• FILTER SCREEN
HORSEPOWER
PRESSURE
DO NOT ADJUST PORT 'P'
CONNECTION
LEFT REAR ENGINE ANTI-
870-D14 ANTI-STALL SWITCH •• ENGINE
870-D53 MOUNT
• STALL VALVE
When this switch in is the ON position and the
engine is set to FULL throttle, the anti-stall *NOTE:
system will only allow full main pump flow with This SET POINT of 1700 rpm will vary depending
the engine running at speeds above on the type of engine and the anti-stall control
1700 rpm*. To compensate for an "overload" module installed. The 1700 rpm is applicable to
situation and to prevent the engine from the Cummins QSL9 (Tier 2) engine and a control
stalling, the engine speed sensor will detect a module (AX250).
fluctuation in engine speed and will send a
For the anti-stall set point values applicable to the
signal the anti-stall valve. The anti-stall valve
various engines and control modules in use;
will then signal the main pump to de-stroke
Refer to PRESSURE SETTINGS chart in
and reduce the flow of oil to the Linde main
SECTION 4 of THIS MANUAL.
valve manifold.
During normal operating conditions the
engine should be running at FULL throttle and
the anti-stall switch in the ON position.
The engine anti-stall system can be turned
OFF when required for maintenance work.
The engine may then be used at less than
FULL throttle.
9.3
CIRCUIT DESCRIPTION
The control module in the cab receives and
WARNING
distributes signals through a 25 pin connector Before welding anywhere on machine,
which is attached to the wiring harness. disconnected the 25 pin connector from the
control module and the two multi-pin plugs
Each of the 25 pins is numbered (1) through (25). from the engine CPU to prevent damage to
The wire numbers connected to these pins will the electrical system.
differ depending on the engine in use, for the
The system control module constantly monitors
earlier machines with John Deere and
the engine speed and any drop in RPM from the
Cummins 'C' engines the pin connections are as
SET POINT will result in a signal being sent to the
follows:-
anti-stall valve solenoid via wires GRN 82/GRN
EARLIER MACHINES 91 and GRN 92 from pins 11 and 16. This signal
Refer to schematic diagram below: causes the solenoid valve to shift, which directs
pressure from the pilot system to shift the spool in
• Pin 1 is the power connection via a 2 amp the displacement control valve causing the main
fuse and the anti-stall switch cab. pump to destroke. This electrical signal is a pulse
• Pin 13 is connected to ground. width modulated signal which provides for precise
modulation of the hydraulic valve and the resulting
• Pin 18 is jumpered to Pin 20.
smooth control of the main pump displacement.
• Pin 14 is connected to the speed sensor.
ADJUSTING SPEED SENSOR
• Pin 11 and Pin 16 are connected to the
solenoid on the main pump via the anti-stall 1. Stop engine.
switch. 2. Loosen locknut on speed sensor.
• On machines serial number 8600501 to 3. Screw speed sensor IN until it touches fly
8600610 only, Pin 6 is jumpered to Pin 17. wheel.
For the later machines with the Cummins QSL9 4. Turn speed sensor OUT one full turn.
(Tier 2) engine the pin connections are as
follows:- 5. Tighten locknut.
LATER MACHINES
Refer to schematic diagram below:
• Pin 1 is the power connection via a 2 amp
fuse and the anti-stall switch cab.
• Pin 13 is connected to ground.
• Pin 12 and 14 is connected to the speed
sensor.
• Pin 16 is connected to the solenoid on the
anti-stall valve which is either mounted on the
main pump controller or is remotely mounted
in the engine compartment.
• Pin 11 is also connected to the solenoid on
the anti-stall valve but via the anti-stall switch.
9.4
HORSEPOWER LIMITING CONTROL CIRCUIT

860-09 JOHN DEERE AND CUMMINS 'C' ENGINES
860-56 HORSEPOWER LIMITING CONTROL CIRCUIT - CUMMINS QSL9 ENGINE
9.5
LOAD SENSING SYSTEM (EARLIER MACHINES)

9.6
LOAD SENSING SYSTEM (LATER MACHINES)

9.7
FAULT FINDING ~ ANTI-STALL QUICK ‘A’ gauge test port on main pump controller.
CHECK 2. Start engine and place throttle in FULL
The following is a quick procedure to determine if position.
the anti-stall is functioning properly. If the
3. Place anti-stall switch in the OFF position.
machine fails any of these tests, then a more
detailed diagnosis is necessary. However, there 4. Activate each "Load Sense" controlled
can still be other problems that are not related to function one at a time (swing, hoist boom,
the anti-stall system which are being masked. stick boom, tilt, drive functions and levelling
when applicable).
ANTI-STALL GAUGE TEST PORT
Expected Results:
The anti-stall gauge test port shown in this
• All functions should operate normally.
manual is labelled either 'X1' or 'A' depending on
the pump in use. • Pressure at 'X1' or ‘A’ should be less than 20
psi.
On earlier machines the anti-stall valve was part
of the main pump controller and the test port is C. ANTI-STALL 'ON', THROTTLE IDLE
labelled 'X1'. On later machines the anti-stall 1. Connect a 0-1000 psi gauge to the 'X1' or ‘A’
valve is remotely mounted off the main pump gauge test port on main pump controller.
controller, in this case the test port is labelled 'A'
2. Start engine and place throttle in IDLE
IMPORTANT: Always ensure that the hydraulic oil position.
is at operating temperature when performing all
of the following diagnosis. 3. Place anti-stall switch in the ON position.
A. WHEN DOES THE PROBLEM OCCUR ? 4. Fully activate MAIN BOOM UP function.
Does problem occur with anti-stall ON or OFF? Expected Results:
• MAIN BOOM UP function should be inactive
ANSWERS: (boom will not lift)
• Occurs with the system ON or OFF
• Pressure at 'X1' or ‘A’ should be greater than
The problem is likely hydraulic related which 320 psi.
could include the anti-stall solenoid valve
either mounted on the main pump or remote D. ANTI-STALL ON, THROTTLE FULL
mounted beside the right rear engine mount. 1. Connect a 0-1000 psi gauge to the 'X1' or ‘A’
• Occurs only with the system ON. gauge test port on main pump controller.
The problem is either related to the hydraulic 2. Start engine and place throttle in FULL
system, the engine, or the anti-stall system. position.
B. ANTI-STALL 'OFF' 3. Place anti-stall switch in the ON position.
1. Connect a 0-1000 psi gauge to the 'X1' or 4. Fully activate MAIN BOOM UP function.
NOTE:
THIS GRAPHIC OF THE
ANTI-STALL CURVE IS
ONLY PICTORIAL
REPRESENATION FOR
EXPLANATION
PURPOSES.
IT SHOULD NOT BE USED
TO IDENTIFY OR
DETERMINE ACTUAL
VALUES AS THEY CAN
VARY FROM ONE
MACHINE TO ANOTHER.
870B-21 TYPICAL ENGINE ANTI-STALL CURVE ~ ENGINE RPM VS. PSI

9.8
Expected Results:
• Boom up function should operate normally. WARNING
• Pressure at 'X1' or ‘A’ should be less than 20
psi.
E. BEGIN OF MOVEMENT
1. Start engine and place throttle in IDLE
position.
2. Place anti-stall switch in the ON position. KEEP CLEAR OF ROTATING FAN
3. Fully activate MAIN BOOM UP function. AND BELT DRIVES
(Initially, the boom should not move) B. VERIFY ENGINE POWER
4. Increase engine speed until the boom begins NOTE:
to lift. Before performing this procedure make sure that
5. Measure the engine speed when the boom all relevant PRESSURES and SPEEDS have
starts to lift. The transition state of the anti- been set correctly.
stall system from fully active to completely Example:
inactive is very narrow. It is necessary to
approach this point very slowly. • SWING SPEED AND SWING PRESSURE
SETTINGS.
Expected Results:
• The boom should not move initially. • MAIN SYSTEM (L.S.) PRESSURE
SETTINGS.
• As the engine speed approaches FULL, the
boom should begin to move. • CLAMP VALVE MAIN RELIEF.
• The point where the boom begins to move is Refer to the 860/870 PRESSURE SETTINGS
the anti-stall set point which, depending on CHART in SECTION 4 of THIS SERVICE
the engine and anti-stall module in use can MANUAL for correct values.
vary, see below:- 1. Perform procedure 'A' above to verify
Set point; 1700 rpm, Module; AX250 engine; tachometer on instrument panel is accurate.
Cummins QSL9 2. Start engine and place throttle in FULL
Set point; 2100 rpm, Module; AX159 engine; position.
Cummins 6CTA 8.3 3. Place anti-stall switch in the OFF position.
Set point; 2200 rpm, Module; AX087 engine; 4. Place swing brake switch in the ON position.
John Deere
5. Activate the SWING function fully.
ADDITIONAL FAULT FINDING • Measure the engine speed.
PROCEDURES 6. Activate the SWING function fully.
The following procedures can be used to rule out Bottom the TILT cylinder.
problems associated with the engine anti-stall • Measure the engine speed.
system. They are not in any particular order and 7. Activate the SWING function fully.
should be done if addition diagnoses is required. Hold a CLAMP function over relief.
A. VERIFY ENGINE 'FULL' THROTTLE SETTING • Measure the engine speed.
1. Place reflector on engine crank shaft pulley and 8. Activate the SWING function fully.
use a photo-tachometer. Bottom the TILT cylinder.
Hold a CLAMP function over relief.
2. Start engine and place throttle in FULL position. • Measure the engine speed.
3. Measure engine no load FULL engine speed The engine speed should always be above
with the photo-tachometer. "rated working speed" of 1800 RPM for the QSL9
The engine speed should be verified with a photo- engine (2200 RPM for cummins 'C' and John
tachometer and the measured speed should be Deere engines) If engine speed falls below rated
compared to the tachometer. on the instrument working speed during the above tests, the
panel. problem is not likely to be with the engine anti-
stall system.
9.9
C. PILOT PRESSURE. H. SPEED SENSOR OUTPUT
1. Ensure pilot pressure is set correctly. 1. Remove 25 pin connector from anti-stall
control module.
To verify PILOT PRESSURE refer to
PILOT SYSTEM in SECTION 5 of THIS 2. Start engine and place throttle in FULL
MANUAL. position.
D. MARGIN PRESSURE 3. Measure the AC voltage between pins 13
and 14 on connector.
1. Ensure margin pressure is correct.
• The speed sensor output should be
To verify MARGIN PRESSURE refer to greater than 5 VAC.
SET MARGIN PRESSURE in SECTION 4
The speed sensor on the engine should
of THIS MANUAL.
be a fixed distance from the flywheel ring
E. ELECTRICAL POWER TO ANTI-STALL gear (cummins engines). Do not use the
CONTROL MODULE. voltage to adjust this sensitivity. Refer to
1. Remove 25 pin connector from anti-stall ADJUST SPEED SENSOR in THIS
control module. SECTION.
2. Start engine and place throttle in IDLE I. SPEED SENSOR WIRES

position. 1. Remove 25 pin connector from anti-stall
3. Measure DC voltage across pins 1 and 13 control module.
on connector. 2. Measure resistance between pins 13 and
• The working voltage should be between 14 on connector
13.8 and 14.2 ± 2 VDC. • The resistance should be:
960 ±150ohms
F. ANTI-STALL SOLENOID VALVE WIRES.
3. Check for shorts from pin 14 (wire PUR
1. Remove 25 pin connector from anti-stall 94) to chassis. (Pin 13 is connected to
control module. ground)
2. Measure resistance between pins 11 and J. SPEED SENSOR COIL
16 on connector.
• The resistance should be 6.6 ±2 ohms 1. Remove 25 pin connector from anti-stall
control module.
3. Check for wiring and harnesses short
circuiting to chassis. 2. Measure resistance of speed sensor coil
between pins 12 and 14 on connector
G. ANTI-STALL SOLENOID VALVE COIL (QSL9 engine) OR pins 13 and 14 on
1. Remove DIN connector from anti-stall connector (Cummins "C" and John Deere
solenoid valve. engines)
• The resistance should be:
2. Measure resistance of solenoid coil. 960 ±150ohms
• The resistance should be 6.6 ±2 ohms.
9.10
SECTION 11 - TRACK DRIVE

APRIL 2004
*MOTOR IDENTIFICATION
Proper identification of the drive motor is crucial for correct servicing of the drive system.
Refer to photographs provided in each of the procedures for proper identification.
DRIVE MOTOR *
AQ004
BEGIN OR REGULATION SET-UP .................................................... 11.11
BRAKE CIRCUIT DESCRIPTION ......................................................... 11.8
CROSSLINE RELIEF VALVE, SET ..................................................... 11.10
DESCRIPTION ..................................................................................... 11.7
MOTOR MAXIMUM DISPLACEMENT ............................................... 11.35
MOTOR MINIMUM DISPLACEMENT ................................................. 11.37
MOTOR START-UP PROCEDURE ...................................................... 11.8
AQ007
BRAKE CIRCUIT DESCRIPTION ....................................................... 11.17
CROSSOVER RELIEF VALVE, SET ................................................... 11.22
DRIVE SPEED CHANGE VALVE, ADJUST ........................................ 11.23
MOTOR START-UP PROCEDURE .................................................... 11.18
AQ019
BEGIN OF REGULATION ................................................................... 11.25
BRAKE RELEASE PRESSURE, SET ................................................. 11.25
CROSSOVER RELIEF VALVE, SET ................................................... 11.24
AQ040
CROSSOVER RELIEF VALVES, SET ................................................ 11.31
DESCRIPTION ................................................................................... 11.28
AQ047 (870 MACHINES ONLY)
BRAKE RELEASE PRESSURE, SET ................................................. 11.25
CROSSOVER RELIEF VALVES, SET ................................................ 11.24
DRIVE MOTOR IDENTIFICATION ........................................................... 11.6
HYDROSTATIC DRIVE SYSTEM ............................................................ 11.4
MOTOR AND GEARBOX ASSEMBLY, TYPICAL .................................... 11.6
Tigercat 860/870/L870 Feller Buncher Track drive
CONTENTS - SECTION 11, CONTINUED,
SCHEMATIC DIAGRAMS
DRIVE CIRCUIT WITH AQ004 MOTOR .................................................. 11.9
DRIVE CIRCUIT WITH AQ007 MOTOR ................................................ 11.20
DRIVE CIRCUIT WITH AQ019 & AQ047 MOTORS .............................. 11.21
DRIVE CIRCUIT WITH AQ040 ............................................................... 11.30
DRIVE MOTOR AQ004 ............................................................................ 11.7
DRIVE MOTOR, AQ007 ......................................................................... 11.14
DRIVE MOTOR, AQ019 AND AQ047 ........................................ 11.14, 11.16
DRIVE MOTOR, AQ040 ......................................................................... 11.28
TRACK
COMPONENTS
BOTTOM ROLLER RETAINING BOLTS ............................................ 11.42
MEASURING TRACK SAG ................................................................. 11.40
OPERATING THE MACHINE ............................................................. 11.40
TORQUING UNDERCARRIAGE BOLTS ............................................ 11.41
TRACK SAG ADJUSTMENT .............................................................. 11.41
TRACK SHOE RETAINING BOLTS .................................................... 11.42
TRACK SAG, NEW MACHINE ................................................................. 11.3
WEAR LIMITS
BOTTOM ROLLER WEAR ................................................................. 11.44
BUSHING WEAR, OUTSIDE DIAMETER .......................................... 11.43
IDLER WEAR ...................................................................................... 11.44
PIN AND BUSHING WEAR ................................................................ 11.43
TRACK LINK WEAR ........................................................................... 11.42
TRACK SHOE GROUSER HEIGHT WEAR ....................................... 11.42
TRACK SLIDE WEAR ......................................................................... 11.44
TRACK SPEED SET-UP PROCEDURE
FAST FORWARD (MOTOR MINIMUM DISPLACEMENT) .................... 11.37
FAST REVERSE (VALVE FLOW SETTING) ......................................... 11.38
SET MOTOR "SLOW" SPEED. (MOTOR MAX. DISPLACEMENT) ...... 11.35
SLOW FORWARD (VALVE FLOW SETTING) ...................................... 11.36
STRAIGHT TRAVEL .............................................................................. 11.39
UNDERCARRIAGE ASSEMBLY, LEVELLING ............................................ 11.5
UNDERCARRIAGE ASSEMBLY, NON-LEVELLING ................................... 11.3
11.2
NEW MACHINE STRAIGHT TRAVEL
Before driving a new machine ensure that track If the machine does not travel straight, the right
sag is set correctly. Track sag may be set less and left track speeds are not set the same. Refer
than specified for shipping purposes. The correct to TRACK SPEED SET-UP PROCEDURE in
track sag must be adjusted once a machine has THIS SECTION. Be sure to follow the correct
been delivered to the job sight and operating in procedure for the machine serial number.
the accumulated soil buildup in the undercarriage. Check speeds of each track and follow the set-up
TRACK SAG procedures closely to obtain straight travel.
The track sag dimension is very important and UNDERCARRIAGE
should be checked regularly. A 50% increase in
the life of the track assembly can be realized, Depending on the machine model type the
particularly in bushing O/D wear and 'track pitch' undercarriage can either be configured as none-
by maintaining the correct amount of track sag. A levelling or levelling, See fig. 845B-07 and 830-
track that is too tight will wear out significantly 44. Regardless of the configuration the track drive
faster due to increased tension in the chain. system remains the same as explained in this
Refer to MEASURING TRACK SAG in THIS SECTION 11.
SECTION.
It is also recommended to verify that the track sag
is correct BEFORE performing any track drive
hydraulic set-up procedures.
TRACK SLIDES ROTARY MANIFOLD

(OR ROLLERS) IDLER
• ASSEMBLY
•
UNDERCARRIAGE
LOWER HINGED
• ACCESS COVER
UNDERCARRIAGE
• •
LOWER
• • ROLLERS
• •
INSPECTION
COVERS
•
DRIVE MOTOR
•
TRACK DRIVE
GEARBOX TRACK ACCESS
• COVER
•
DRIVE SPROCKET TRACK ASSEMBLY
845B-07 NON-LEVELLING UNDERCARRIAGE ASSEMBLY
11.3
HYDROSTATIC DRIVE SYSTEM apply when the drive pedal(s) are released. Each
LEFT and RIGHT drive pedal controls the LEFT
The track drive hydraulic circuit is incorporated
or RIGHT track drive. Independent control of each
into the main hydraulic load sensing system.
track permits counter rotation.
The main pump supplies oil to both drive motors
A two position switch labelled LOW/DRIVE on the
via the right and left drive sections of the Linde
control panel in the cab allows the drive system to
main valve manifold.
be placed in either one of two drive ranges.
When the left or right drive foot pedals are Placing the switch in the LOW position will
pressed, pilot oil is diverted to shift the spools in activate a solenoid operated control valve on the
the left or right drive valve sections to divert pilot manifold to supply pilot oil to the
system pressure oil to the A or B ports of the right displacement control valve within the drive
and/or left drive motor. This variable displacement motors. This will place the motors at maximum
swash plate piston motor transmits power to the displacement, providing the slowest speed but
tracks through a triple reduction planetary with maximum tractive effort.
gearbox on each track frame. Each planetary
Refer to SECTION 4 in THIS MANUAL for a
gearbox is completely housed within the width of
complete description of the MAIN HYDRAULIC
the track shoes. The gearboxes include wet,
SYSTEM.
multiple-disc, spring-apply, hydraulic-release
brakes which automatically release when the
applicable drive pedal is pressed in either the
FORWARD or REVERSE direction. The brakes
HIGH
STICK PRESSURE TILT L.H. TRACK CONTROL
R.H. TRACK MAIN BOOM SWING CYLINDER CYLINDER DRIVE VALVE
DRIVE CYLINDERS LIMITING
CONTROL MANIFOLD
AIR BLEED
• •• • ••
PLUG (TYPICAL)
• • •• ••
•
870-D52 MAIN CONTROL VALVE - NONE LEVELLING
11.4
HIGH TILT L.H. TRACK CONTROL

R.H. TRACK MAIN BOOM
DRIVE CYLINDERS
SWING STICK
CYLINDER • PRESSURE CYLINDER DRIVE
LIMITING
CONTROL
VALVE
RH LEV. CYL. MANIFOLD
AIR BLEED
PLUG (TYPICAL) LH LEV. CYL.
• •• •• •
• • •• •• •
••
870-D57 MAIN CONTROL VALVE - LEVELLER
ROTARY MANIFOLD
UNDERCARRIAGE TRACK SLIDES/GUIDES
LEVELLING
ASSEMBLY
• IDLER
• • ASSEMBLY
•
•
• •
•
• • •
INSPECTION
COVERS
• LOWER
ROLLERS
•
•
DRIVE MOTOR
•
TRACK • TRACK
• TRACK DRIVE GUARDS ASSEMBLY
TRACK GEARBOX
GUARDS
DRIVE SPROCKET
830-44 LEVELLING UNDERCARRIAGE ASSEMBLY
11.5
TRACK DRIVE MOTORS 860 FELLER BUNCHERS
EARLY MOTORS
IMPORTANT AQ004:
Proper identification of the drive motor in use is Serial numbers: 8600501 - 8600510, 8600515,
crucial for correct servicing of the drive system 8600517, 8600518 and 8600520 only.
AQ007:
Since the start of the 860 model feller buncher Serial numbers: 8600522 - 8600526 only.
and the more recent 870/L870 feller buncher,
several hydraulic drive motors have been in use. AQ040:
To deal with these drive motors in the following Serial numbers: 8600511 - 8600514, 8600516,
write-ups it will be necessary to identify and refer 8600519, 8600521, 8600527 and up.
to them by their part number. LATER MOTORS
NOTE: AQ019:
The serial numbers shown are for reference Serial numbers, some of the following:
purposes only and represent the machine in 8600505 and up & 86011001 to 86011499
which the motor was first installed. Since that time 870/L870 FELLER BUNCHERS
the original motor(s) may have been replaced on
AQ047:
the machine by one or more of the LATER motors
Serial numbers, some of the following:
listed below. Refer to photographs in each of
8600505 and up & 87011001 to 87011499 or
the following procedures for proper
87021001 to 87021499.
identification.
Please refer carefully to the appropriate information
in THIS SECTION for each of the drive motors
used. Separate procedures, photos, and diagrams
can be found for each track drive motor.
PLANETARY TRACK ••
TRACK DRIVE
GEARBOX
SPROCKET
•• LOWER FRAME
• TRACK DRIVE
MOTOR
(AQ019 SHOWN)
••
BRAKE
ASSEMBLY
BK004-822 TYPICAL CROSS SECTION OF TRACK DRIVE MOTOR AND GEARBOX ASSEMBLY
11.6
† (EARLIER) DRIVE MOTOR DESCRIPTION
AQ004:
Refer to drive motor schematic;
The track drive motors are variable displacement,
bent-axis piston motors. To control the vehicle
movement in situations where the vehicle may roll
down a grade, each motor is equipped with a
counterbalance valve. These valves have a spool
valve which controls the flow of oil out of the motor.
In the schematic diagram it is shown in the centre,
closed position.
The valve will remain in the closed position as long
as there is no pressure in the work line from the main
control valve.
When the main control valve spool is shifted and oil
flows to the motor, a check valve 'A' opens and
pressure builds up in the motor pistons.
The motor cannot move until the work line pressure
shifts the counterbalance spool to permit the oil on 860-18 DRIVE MOTOR SCHEMATIC (AQ004)
the low pressure side of the motor to flow back
through check valve 'B' to the main control valve and A shuttle valve 'C' in the counterbalance valve also
then to tank. selects the high pressure line to the motor and
directs this pressure to the brake release port
through a pressure reducing valve 'D' which limits
the brake release pressure to 500 psi., although
MOTOR
DRAIN
LINE
CROSSLINE RELIEF
VALVE (REVERSE)
• 17MM WRENCH
'G' GAUGE TEST PORT • 5MM ALLEN KEY
• 6MM ALLEN KEY TO •
REMOVE PLUG
TRACK
DRIVE
MOTOR
•• •
• ••
MIN. DISPLACEMENT
ADJUSTING SCREW ••
COUNTERBALANCE
VALVE
"BEGIN OF REGULATION"
ADJUSTING SCREW
•
• CROSSLINE RELIEF
VALVE (FORWARD)
• 17MM WRENCH
• 5MM ALLEN KEY LOW/DRIVE
TRACK 'M' GAUGE CONTROL LINE
DRIVE TEST PORT
GEARBOX GEARBOX
BRAKE LINE TRACK DRIVE MOTOR (AQ004)
114-26 (LEFT TRACK SHOWN)
† For definition of early and later motors, see page 11.6
11.7
AQ004 DRIVE MOTOR CONTINUED: BRAKE CIRCUIT DESCRIPTION
pressures in the range of 300 to 700 psi. are Oil pressure from line 'A' or 'B' enters the motor
acceptable. and passes through shuttle valve 'C' and enters
Check valves are in the circuit to prevent brake release pressure reducing valve 'D'.
pressure trapped in the motor from being applied Output pressure from the reducing valve is limited
to the pilots of the counterbalance spool and to to 500 psi whenever 'A' or 'B' line pressure is
force this return flow from the motors through the above 500 psi., or 'A' or 'B' line pressure below
counterbalance valve. 500 psi.
The drive motor may be operated in two ranges The brake in the final drive gearbox is fully
controlled by a solenoid valve located in the pilot released at 250 psi. and the maximum pressure
manifold. This valve is operated by the TRACK the brake can stand without failure is 725 psi.
(LOW/DRIVE) switch in the cab. The brake begins to apply in 3 seconds and is
In the LOW mode the solenoid on the pilot valve fully applied after 6 seconds. The brake will
is energized and the motor is in its maximum release in 1 second.
displacement mode which will give the slowest
DRIVE MOTOR START-UP PROCEDURE FOR
speed and maximum tractive effort.
MOTOR (AQ004)
For travel modes the switch can be put in the
IMPORTANT: Drive motor will be damaged if not
DRIVE mode and the motor will be in its minimum filled with oil before operating drive function.
displacement position which will give the highest Procedure must be performed whenever a new
speed. When in this high speed mode the motor drive motor is installed or whenever oil has been
will automatically regulate in the event that a high drained from the motor.
load is encountered, such as a short grade or an 1. Disconnect motor drain line on top of motor.
obstacle. Install plug in line to minimize loss of oil.
This is controlled by the displacement control. 2. Remove port adapter from motor drain port.
When the pressure in the motor reaches 3. Fill motor with oil through the drain port. Add
3600 psi., the motor will shift to a displacement oil slowly (to allow air to escape) until level is
which will just maintain the pressure at 3600 psi. to the top of drain port.
If the "load" demands pressures over 3600 psi.
the motor will shift to a greater displacement so 4. Install port adapter and re-connect motor
that the motor pressure remains at 3600 psi. drain line.
Once the motor reaches maximum displacement, 5. Run each drive motor slowly with track off
the pressure will rise above 3600 psi. until system the ground for three track revolutions to
pressure of 4300 psi is reached. If the "load" remove air from the drive circuit.
demands pressures under 3600 psi. the motor
will shift to a smaller displacement so that the
motor pressure remains at 3600 psi. (and
maximum travel speed is obtained). Once the
motor reaches minimum displacement, the
pressure will drop to the required "load" induced
pressure.
The motor is also equipped with crossline relief
valves which provide high pressure protection to
the motor. These valves are located on the top
and bottom of the motor.
11.8
TRACK DRIVE CIRCUIT DIAGRAM

860-57 FOR EARLY MOTOR (AQ004)†
11.9
AQ004 DRIVE MOTOR CONTINUED: 10. Turn anti-stall switch OFF
DRIVE SYSTEM PRESSURE SETTINGS 11. Turn ‘DRIVE/LOW’ switch to ‘LOW’.
WITH MOTOR AQ004 12. Temporarily reset Load Sense Relief Valve
SET DRIVE MOTOR CROSSLINE RELIEF (LS) to 4600 psi measured at the main valve
‘P’ test port. Refer to SET LOAD SENSE
Pressure Setting: 4600 - 4800 psi (cracking pressure) RELIEF VALVE in SECTION 4 of THIS
PROCEDURE MANUAL.
Place felling head securely on ground before 13. With engine in IDLE position slowly depress
performing any service work. DRIVE FOOT PEDAL in each direction for
Open engine enclosure roof fully and set safety motor being tested to ensure brake holds.
strut in place. 14. Remove 0-10,000 psi. pressure gauge from 'P'
1. Ensure that the hydraulic oil is at operating port on Linde valve manifold and connect to 'G'
temperature. port on one of the drive motors.
2. Remove both LEFT an RIGHT drive motor NOTE: Using only one pressure gauge during
inspection covers. this procedure will ensure an accurate setup,
since no two pressure gauges are calibrated
3. Disconnect brake release line(s) at brake port exactly the same.
on final drive gearbox(s) and plug hose with size
04 JIC plug. Cap port adapter on gearbox. 15. With an assistant depressing the appropriate
drive pedal FORWARD, lower the FORWARD
4. If not supplied with machine, install a pressure motor crossline relief setting by slowly
gauge adapter (M14) in 'G' port of drive motor unscrewing adjusting screw until oil can be
(plug has a 6mm allen head). heard (hissing), flowing through relief valve.
5. Turn both crossline relief adjusting screws on 16. Slowly turn adjusting screw IN (clockwise), until
the motor fully IN (clockwise). Do not hissing stops, then 1/8 of a turn more,
overtighten or breakage will result. maximum.
NOTE: For both the RIGHT track motor and NOTE: Read the pressure gauge at 'G' port
LEFT track motor, the FORWARD relief is at the while turning screw. Reading will change as the
BOTTOM of the motor and the REVERSE relief adjusting screw is being turned and should read
is at the TOP of the motor. 4600 psi. prior to the 1/8 turn IN.
17. Tighten locknut to lock the adjusting screw. Do
•• L.S. PRESSURE
RELIEF VALVE not allow adjusting screw to turn.
ADJUSTING SCREW
• 5MM ALLEN KEY
• 17MM WRENCH 18. Check the setting again by making sure that the
hissing noise cannot be heard after locking the
adjusting screw.
•• • 19. Perform steps 15, 16, 17 and 18 again to set
the REVERSE crossline relief.
20. Move pressure gauge to 'G' port on the other
•• drive motor. Repeat steps 15 through 19 for
FORWARD and REVERSE crossline reliefs.
MAIN LINDE 'P' GAUGE 21. Remove pressure gauge from 'G' port on drive
VALVE TEST CONN. L.S. GAUGE
MANIFOLD TEST CONN. motor
870-D54 HIGH PRESSURE LIMITING CONTROL 22. After the crossover reliefs in both drive motors
have been set, connect pressure gauge again
6. Connect a 0-10,000 psi. pressure gauge at the
to the 'P' port on the back of the Linde main
'P' test port of Linde main valve manifold.
valve manifold.
7. From inside cab, close and latch the cab door.
23. RESET the Load Sense relief to 4300 psi. at
8. Start the engine and set throttle speed to IDLE. 'P' port on main Linde valve (4000 psi at L.S.
9. Lower the LEFT arm rest and press the PILOT test port). Refer to SET LOAD SENSE RELIEF
RESET switch to activate the pilot system. VALVE in SECTION 4 of THIS MANUAL.
11.10
AQ004 DRIVE MOTOR CONTINUED: 4. If not supplied with machine, install a
24. Stop engine. pressure gauge adapter (M14) in 'G' port and
(M12) in 'M' port on of drive motor.
25. Re-connect brake line(s) to both gearboxes.
5. Install 0-5000 psi pressure gauges on 'G' and
26. Remove pressure gauge and wipe up any spills. 'M' test ports of drive motors.
27. Replace both LEFT and RIGHT drive motor 6. Install 0-10,000 psi. gauge on 'P' test port of
inspection covers. Linde main valve manifold.
BEGIN OF REGULATION SET-UP FOR 7. From inside cab, close and latch the cab
DRIVE MOTOR AQ004 door.
Pressure Setting: .............................. 3600** psi 8. Start engine and set throttle speed to IDLE.
Place felling head securely on ground before 9. Lower LEFT armrest and press PILOT
performing any service work. RESET switch to activate pilot system.
Open engine enclosure roof fully and set safety 10. Place ANTI-STALL switch OFF position.
strut in place. 11 Place DRIVE/LOW switch to LOW.
1. Ensure that the hydraulic oil is at operating 12. Temporarily reset Load Sense Relief Valve
temperature. (LS) to 3600 psi measured at the main valve
2. Remove both LEFT an RIGHT drive motor ‘P’ test port. Refer to SET LOAD SENSE
inspection covers. RELIEF VALVE in SECTION 4 of THIS
MANUAL.
3. Disconnect brake release line(s) at brake port
on final drive gearbox(s) and plug hose with 13. Slowly activate DRIVE FOOT PEDAL in each
size 04 JIC plug. Cap port adapter on gearbox. direction for motor being tested to ensure
brake holds.
MOTOR
DRAIN
LINE
CROSSLINE RELIEF
VALVE (REVERSE)
• 17MM WRENCH
'G' GAUGE TEST PORT • 5MM ALLEN KEY
• 6MM ALLEN KEY TO •
REMOVE PLUG
TRACK
DRIVE
MOTOR
•• •
•• •• ••
MIN. DISPLACEMENT
ADJUSTING SCREW ••
COUNTERBALANCE
VALVE
"BEGIN OF REGULATION"
ADJUSTING SCREW
•
• CROSSLINE RELIEF
VALVE (FORWARD)
• 17MM WRENCH
• 5MM ALLEN KEY LOW/DRIVE
TRACK 'M' GAUGE CONTROL LINE
DRIVE TEST PORT
GEARBOX GEARBOX
BRAKE LINE TRACK DRIVE MOTOR (AQ004)
114-26 (LEFT TRACK SHOWN)
11.11
AQ004 DRIVE MOTOR CONTINUED: 18. Reset the LS. relief valve to 4300 psi. Refer
to SET LOAD SENSE RELIEF VALVE in
14 Place DRIVE/LOW switch to DRIVE.
15. With the aid of an assistant, activate LEFT
19. Stop engine.
track drive foot pedal in the FORWARD
direction and check pressure reading on 20. Re-connect brake line(s) to both gearboxes.
gauges at motor gauge test ports 'G' and 'M',
21. Remove pressure gauge and wipe up any
should show 3600 psi. and 'M' should
spills.
show 800 psi.
22. Replace both LEFT and RIGHT drive motor
16. If adjustment is required, loosen locknut on
inspection covers.
begin of regulation adjusting screw and turn
screw in to increase pressure or out to **NOTE
decrease pressure. Tighten locknut. For begin of regulation; this pressure setting can
be adjusted between 3100 psi. and 3600 psi.
Begin of regulation setting is now set correctly
depending on the operator's requirements. The
at 3600 psi.
lower the begin of regulation setting the sooner
NOTE: The pressure reading of 800 psi. at the drive motors will automatically shift to LOW
'M' port is the pressure moving the when encountering difficult terrain conditions.
displacement control piston to adjust the Setting above 3600 psi. may cause the motors to
swashplate angle of the motor. This value of stall instead of shifting to low.
800 psi. indicates that the begin of regulation
pressure (3600 psi.) which is required to shift
the spool in the displacement control valve,
has been set correctly.
17. Stop engine and repeat steps (4) through (16)
to set the RIGHT drive motor.
BEGIN OF REGULATION
MINIMUM DISPLACEMENT 'X' DIMENSION IS ADJUSTING SCREW
ADJUSTING SCREW 0.62" WITH 80mm TURN 'IN' TO INCREASE
- 6mm ALLEN KEY LONG SCREW - 3mm ALLEN KEY
- 19mm WRENCH 'G' PORT
- 10mm WRENCH
• 'X' •
• PORT 'X'
• •
'Ma'
VIEW 'A-A' PORT
'Mb'
PORT
• •
'M' PORT
•
CROSSLINE RELIEF
ADJUSTING SCREW
• 5mm ALLEN KEY
• 17mm WRENCH
•
•
CROSSLINE
RELIEF
VALVES (2)
AQ004-1A TRACK DRIVE MOTOR (AQ004) †

11.12
11.13
EARLY AND LATER † counterbalance valve. These valves have a spool
DRIVE MOTOR DESCRIPTION valve which controls the flow of oil out of the
Earlier motor AQ007: motor, See motor schematic diagram, it is shown
Later motor AQ019: in the centre, closed position.
Later motor AQ047:
The valve will remain in the closed position as
The following description is for the earlier long as there is no oil pressure in the line from the
AQ007 drive motor. It will also apply to the main control valve. When the main control valve
later AQ019 and AQ047 drive motors except spool is shifted and oil flows to the motor, a check
for some minor discrepancies with regard to valve in the counterbalance valve (G) (Refer to
the location of the adjusting screws. motor schematic) opens and oil pressure builds
Refer to drive motor schematic diagrams; up behind the motor pistons.
In order to control the vehicle movement in
situations where the vehicle may roll down a
grade, each motor is equipped with a
845-25 MOTOR SCHEMATIC (AQ007) 845B-24 MOTOR SCHEMATIC (AQ019 & AQ047)
BEGIN OF MINIMUM
DISPLACEMENT CROSSOVER CYLINDER PRESSURE
REGULATION RELIEF VALVES 'B' REGULATOR MIN. AND MAX.
ADJUSTMENT ADJUSTMENT BLOCK 'J'
STOP 'A' VALVE BLOCK ADJUSTING
COVER 'L' PISTON 'I' STOPS 'A' & 'E'
PRESSURE
REGULATOR • • SWASHPLATE 'E'
VALVE •
BLOCK • BEARING
SHELL 'R'
• • ••
•
•
•
••
'B' PORT
•
'A' PORT
•
••
'A'
SHAFT 'A' ••
BRAKE • 'A' SLIPPER 'F'
RELEASE
PRESSURE
REDUCING MAXIMUM
VALVE DISPLACEMENT
TUBE •
ADJUSTMENT ADJUSTMENT COUNTERBALANCE
STOP 'E' VALVE
PRESSURE
DRIVE MOTOR CROSS SECTION 'A' 'A' PORTS 'A', 'B'
AQ019
FRONT COVER (AQ019 & AQ47) DRIVE MOTOR (AQ019 & AQ047)
11.14
AQ007, AQ019 & AQ047 DRIVE MOTORS CONTINUED:
The motor cannot move until the oil pressure
shifts the counterbalance spool to permit the oil
on the low pressure side of the motor to flow back
through the counterbalance valve to the main
control valve and then to tank.
SLIPPER RETAINER BALL GUIDE PISTON CYLINDER

I BLOCK
F G H J
SWASHPLATE K PIN
E
SEAL
L MAXIMUM
DISPLACEMENT
D PISTON
SPACER
MINIMUM
C
• • •• • •
DISPLACEMENT
ADJUSTMENT
RETAINING
RING
• •• • STOP
B • •• • M SHIMS
••
N COVER
• • • •
•
MAXIMUM
DISPLACEMENT
SHAFT A • • • ADJUSTMENT
STOP
WEAR S
SLEEVE AQ007-2
BEARING R
SHELL
CROSS SECTION
PIN Q OF DRIVE MOTOR
SPRING P O (AQ007)
MINIMUM
DISPLACEMENT
PISTON
G COUNTERBALANCE
VALVE
•
SUPPLY DRIVE SPEED K DRIVE
SHUTTLE F CHANGE VALVE SPEED
CHANGE
VALVE • H ORIFICE
MINIMUM
DISPLACEMENT
A ADJUSTMENT
STOP
• 6mm ALLEN KEY
• 19mm WRENCH
•
CROSSOVER
E 'A' PORT RELIEF VALVE
MAXIMUM B
DISPLACEMENT FLUSHING
ADJUSTMENT ORIFICE
STOP
6mm ALLEN KEY
I • • DRIVE MOTOR
19mm WRENCH FRONT COVER
L (AQ007)
'B' PORT •
• DRIVE
MOTOR
• COVER
J SHUTTLE
EDGE FILTER AND C VALVE
PRESSURE REDUCING
VALVE ORIFICE
AQ007-1 • • D
DRIVE BRAKE RELEASE
PRESSURE REDUCING VALVE
11.15
AQ007, AQ019 & AQ047 DRIVE MOTORS CONTINUED: NOTE: Swashplate angle (motor displacement) is
limited by the minimum and maximum
displacement pistons contacting the minimum and
maximum displacement adjustment stops. For
minimum displacement, the maximum
displacement piston contacts the minimum
displacement adjustment stop. For maximum
displacement, the minimum displacement piston
contacts the maximum displacement adjustment
stop.
Refer to front cover diagrams;
The drive motor cover (L) consists of several
components to operate the drive functions and
regulate the release of drive brakes.
The minimum displacement adjustment stop (A)
limits the minimum angle the swashplate can
move. The maximum displacement adjustment
845B-24MOTOR SCHEMATIC (AQ019 & AQ047) stop (E) limits the maximum angle the swashplate
Refer to motor cross section illustrations; can move. The crossover relief valve(s) (B)
protects the motor circuit from pressure spikes.
The drive motor is a variable displacement
swashplate design. The motor is interchangeable The shuttle valve (C) (AQ007 only) slides back
from side to side. and forth, depending on direction of travel, to
The motor rotating group consists of a cylinder MAXIMUM
CROSSOVER
block (J) with nine pistons (I) and an output shaft RELIEF VALVE DISPLACEMENT
ADJUSTING STOP
(A) that is splined to the cylinder block.
Supply oil from the drive control valve enters the
motor through the cover (N) to the pistons. During •
operation, high pressure supply oil enters the piston
bores in the cylinder block (J). This forces the
pistons against an angled swashplate (E). Piston •• ••
sliding action causes the rotating group to turn.
The cylinder block is splined to the output shaft (A)
which causes the output shaft to turn. During the
MINIMUM
•• COUNTERBALANCE
second half of the motor rotation, low pressure is DISPLACEMENT VALVE
discharged as the pistons ride up to a higher ADJUSTING STOP
position on the swashplate. To reverse rotation, oil 183-25
flow is reversed. During operation a small amount DRIVE MOTOR (AQ007) - LEFT SIDE SHOWN
of supply oil flows through the centre of each CROSSOVER COUNTERBALANCE
piston. This oil lubricates the piston to slipper (F) RELIEF VALVES VALVE
joint and the slipper to swashplate area. MINIMUM
High pressure supply oil also flows through a tube

DISPLACEMENT
ADJUSTING STOP ••
to lubricate the swashplate to bearing shell area. •• ••
Normal leakage and lubrication oil aid in flushing
and cooling the motor during drive operation.
The swashplate (E) angle is changed by the •
minimum displacement piston (O) and maximum
displacement piston (L). When supply oil acts on
the minimum displacement piston (O), the motor
runs at its highest speed. When supply oil acts on
the maximum displacement piston, the motor runs ••
at its slowest speed. The maximum displacement MAXIMUM
DISPLACEMENT
piston is larger than the minimum piston and will 845B-D39 ADJUSTING STOP
hold the motor in maximum displacement when DRIVE MOTOR (AQ019 & AQ047) - LEFT SIDE SHOWN
equal pressure acts on both pistons.
11.16
AQ007, AQ019 & AQ047 DRIVE MOTORS CONTINUED: drive motor in the lowest speed. On drive motors
AQ019, AQ047 a servo pressure reducing valve
controls the pressure of the supply oil entering the
drive speed change valve at 2000 psi. maximum.
The drive speed change orifice (K) (AQ007 only)
is located in the passage from the drive speed
change valve to the maximum displacement
piston. The orifice is used to dampen pressure
fluctuation. To access the orifice, remove the
plug in the face of the cover.
The flushing orifice (long type) (I) (AQ007 only) is
located in the brake circuit to motor case
passage. The orifice is accessible by removing
the plug in the face of the cover. The orifice
provides a passage for oil flow from the brake
circuit to the motor case for cooling and flushing
during drive operation. When the oil is cold the
845-25 MOTOR SCHEMATIC (AQ007) flow of oil is restricted by the long type orifice to
prevent an excessive build up of pressure in the
route supply oil to the crossover relief valve (B) and
drive motor case. The orifice also provides a
minimum displacement piston. The shuttle valve
passage to release any residual pressure from
moves only when a drive function is actuated.
the brake circuit to the motor case when not
BRAKE CIRCUIT DESCRIPTION driving.
Refer to motor front cover illustrations and ALL MOTORS
motor schematic diagrams
The drive motor may be operated in two ranges;
Oil pressure from line 'A' or 'B' enters the motor and
passes through supply shuttle valve 'F' and enters AQ007, MAXIMUM DISPLACEMENT = 90cc/rev.
brake release pressure reducing valve 'D'. The MINIMUM DISPLACEMENT = app. 42cc/rev.
pressure reducing valve output is adjustable. In this AQ019, MAXIMUM DISPLACEMENT = 105cc/rev.
particular application it is limited to 500 psi., MINIMUM DISPLACEMENT = app. 50cc/rev.
whenever 'A' or 'B' line pressure is above 500 psi.
or 'A' or 'B' line pressure below 500 psi. The brake AQ047, MAXIMUM DISPLACEMENT = 135cc/rev.
is fully released by 250 psi. and the maximum MINIMUM DISPLACEMENT = app. 50cc/rev.
pressure the brake can stand without failure is 725 These two ranges are controlled by a solenoid
psi. The time required for the brake to release is pilot valve on the pilot manifold which is operated
approximately 1 second and 3 seconds to apply. by the TRACK (LOW/DRIVE) switch in the cab.
The drive brake release pressure reducing valve (D) In the LOW position the solenoid on the pilot
reduces the higher supply pressure to the lower valve is energized and the motor is in its
pressure used to release the drive brake. The maximum displacement mode which will give the
supply pressure comes from the supply shuttle slowest speed and maximum tractive effort.
valve (F) when a drive function is actuated. For faster travelling modes the TRACK (LOW/
The edge filter and pressure reducing valve orifice DRIVE) switch can be put in the DRIVE position
(J) are located in the passage from the supply and the motor will be in its minimum
shuttle valve (F) to the drive brake release pressure displacement position which will give the fastest
reducing valve (D). The edge filter and orifice are speed. When in this high speed mode the motor
accessible by removing the plug in the face of the will automatically de-stroke in the event that a
cover (AQ007 only). The edge filter is used to break high load is encountered, e.g. a short grade or
up small particles in the oil so they flow through the obstacle. This de-stroking is controlled by the
orifice. The orifice causes a pressure drop in drive speed change valve. This valve controls the
supply oil flow to the reducing valve and dampens hydraulic pressure signal to the maximum
pressure oil fluctuation. displacement piston. The piston shifts the motor
to maximum displacement when the supply oil
The drive speed change valve (H) routes supply oil pressure in the motor is above the drive speed
to the maximum displacement piston to keep the change valve pressure setting.
11.17
AQ007, AQ019 & AQ047 DRIVE MOTORS CONTINUED: 5. Fill motor with oil through the drain port. Add
oil slowly until level is to the top of drain port.
DRIVE MOTOR START-UP
PROCEDURE 6. Tighten valve body or plug removed in step 4.
IMPORTANT: 7. Re-connect drain line.
The drive motor will be damaged if is not filled 8. Run each drive motor slowly with track off
with oil before operating the drive function. This the ground for three track revolutions to
procedure must be performed whenever a new remove air from the drive circuit.
drive motor is installed or whenever oil has been
drained from the motor. 9. Check that the brake release pressure has
not changed.
FOR DRIVE MOTOR AQ007, Refer Fig. 99-2
1. Disconnect drive motor drain line.
2. Install plug in line to minimize loss of oil.
3. Remove port adapter from motor drain port.
4. To let air escape, loosen the valve body for
drive brake reducing valve (left track) or the
plug for drive speed change valve (right track)
one turn. Valves are next to the drain hose
connection. Do not turn the locknut or
adjusting screw for the drive brake
reducing valve.
MOTOR DRAIN
LINE (BEHIND)
SUPPLY DRIVE MINIMUM
COUNTERBALANCE SPEED DISPLACEMENT
VALVE SHUTTLE DRIVE
VALVE CHANGE SPEED ADJUSTMENT
VALVE CHANGE STOP
ORIFICE
•• 6mm ALLEN KEY
• 19mm WRENCH
• CROSSOVER
•• •• RELIEF VALVE
MAXIMUM
DISPLACEMENT
ADJUSTMENT STOP
•
6mm ALLEN KEY
19mm WRENCH
•• ••
DRIVE BRAKE
RELEASE
EDGE FILTER PRESSURE
AND PRESSURE REDUCING
REDUCING VALVE
VALVE ORIFICE
99-2 DRIVE MOTOR (AQ007) - R.H. SIDE SHOWN
11.18
FOR DRIVE MOTORS AQ019, AQ047,
Refer Fig. 822-D61
1. Disconnect drive motor drain line on top of
motor.
2. Install plug in line to minimize loss of oil.
4. Fill motor with oil through the drain port. Add
oil slowly until level is to the top of drain port.
5. Re-connect drain line.
6. Run each drive motor slowly with track off
the ground for three track revolutions to
remove air from the drive circuit.
7. Check that the brake release pressure has
not changed.
DRAIN LINE
•• 'U' PORT
DRAIN
CONNECTION
GAUGE
TEST
PORT 'Y1'
•• •
822-D61 DRIVE MOTOR TOP VIEW
GAUGE TEST
PORT Y1
SYSTEM
PRESSURE
PORT 'A' • PRESSURE
REGULATOR
VALVE BLOCK
MAXIMUM
DISPLACEMENT
ADJUSTMENT STOP ••
6mm ALLEN KEY
19mm WRENCH
SYSTEM
PRESSURE
PORT 'B'
MINIMUM
DISPLACEMENT
••
ADJUSTMENT STOP
6mm ALLEN KEY
19mm WRENCH
•
COUNTERBALANCE
VALVE
•• 'B'
SIDE
'A'
BEGIN OF
REGULATION
ADJUSTING
SIDE
SCREW ••
•• 6mm WRENCH
13mm WRENCH
••
CROSSOVER •
RELIEF VALVES
5mm ALLEN KEY
'L' PORT DRAIN
CONNECTION
• BRAKE RELEASE
PRESSURE
17mm WRENCH (FOR L.H. SIDE) ADJUSTING
SCREW
5mm ALLEN KEY
822-D62 DRIVE MOTOR (AQ019 & AQ047) - R.H. SIDE SHOWN 17mm WRENCH
11.19
860-58 TRACK DRIVE CIRCUIT DIAGRAM WITH AQ007 MOTOR†

11.20
860-59 TRACK DRIVE CIRCUIT DIAGRAM WITH AQ019 & AQ047 MOTORS†
11.21
AQ007, AQ019 & AQ047 DRIVE MOTORS CONTINUED: 10. Temporarily reset Load Sense Relief Valve
to 4700 psi measured at the main valve ‘P’
DRIVE SYSTEM PRESSURE SETTINGS test port. Refer to SET LOAD SENSE RELIEF
FOR DRIVE MOTOR AQ007 VALVE in SECTION 4 of THIS MANUAL.
DRIVE MOTOR CROSSOVER RELIEF VALVE
'E' - CROSSOVER RELIEF VALVE
Pressure Setting: 4600 - 4800 psi (cracking pressure) 'F' - CAP
'G' - SHIM (AS REQD).
'H' - SHIM (AS REQD).
Adjustment: Add shims to increase the relief
•
pressure or remove shims to decrease.
• •
Approximate pressure change per shim:-
0.127 mm (0.005 in.) shim ....................... 100 psi
H G F
0.508 mm (0.020 in.) shim ....................... 500 psi
•• L.S. PRESSURE
RELIEF VALVE
E
ADJUSTING SCREW
• 5MM ALLEN KEY
• 17MM WRENCH
•• •• •
••
MAIN LINDE 'P' GAUGE AQ007-4
VALVE
MANIFOLD
TEST CONN. L.S. GAUGE CROSSOVER RELIEF VALVE
TEST CONN.
DRIVE MOTOR (AQ007)
870-D54 HIGH PRESSURE LIMITING CONTROL
11. With engine in IDLE position slowly depress
PROCEDURE: DRIVE FOOT PEDAL in each direction for
Place felling head securely on ground before motor being tested to ensure brake holds.
performing any service work. 12. With an assistant depressing the drive pedal,
Open engine enclosure roof fully and set safety observe the pressure at the ‘P’ test port on
strut in place. the Linde main valve manifold. A reading of
4700 psi should be observed. If a pressure
1. Ensure that the hydraulic oil is at operating reading of less than 4700 psi is observed, the
temperature. pressure can be adjusted by adding shims
2. Remove both LEFT an RIGHT drive motor (G) and (H) in cap (F) of crossover relief valve
inspection covers. (E).
3. Connect a 0-10,000 PSI pressure gauge on ‘P’ 13. Repeat step (11) and (12) for the crossover
test port of Linde main valve manifold. relief valve on other drive motor.
4. Disconnect brake release line(s) at brake port 14. After the crossover reliefs in both drive
on final drive gearbox(s) and plug hose with motors have been set, RESET the Load
size 04 JIC plug. Cap port adapter on gearbox. Sense relief to 4300 psi. (4000 psi at L.S.
test port). Refer to SET LOAD SENSE
5. From inside cab, close and latch the cab door. RELIEF VALVE in SECTION 4 of THIS
6. Start the engine and set throttle speed to IDLE. MANUAL.
7. Lower the LEFT arm rest and press the PILOT 15. Stop engine.
RESET switch to activate the pilot system. 16. Re-connect brake line(s) to both gearboxes.
8. Turn anti-stall switch OFF 17. Remove pressure gauge and wipe up any
9. Turn ‘DRIVE/LOW’ switch to ‘LOW’. spills.
inspection covers.
11.22
DRIVE SPEED CHANGE VALVE
The drive speed change valve is located in
the drive motor cover. This valve controls the
hydraulic pressure signal to the maximum
displacement piston to shift the motor to
maximum displacement.
With the ‘DRIVE/LOW’ switch in the ‘LOW’
position, the solenoid on the solenoid pilot
valve is energized and a hydraulic pressure
signal is sent to the maximum displacement
piston to shift the motor to maximum
displacement. This will give the slowest
speed and maximum tractive effort regardless
of supply oil pressure.
With the switch in the ‘DRIVE’ position, the
motor will be in its minimum displacement
position which will give the highest speed.
When supply oil pressure increases above
the drive speed change valve pressure setting
(e.g. a high load is encountered such as a
grade or obstacle), the drive speed change
valve will shift to allow supply oil to flow to the
maximum displacement piston. The motor
shifts to maximum displacement.
Drive Speed Change Valve Pressure Setting:
3500 - 3700 psi.
Adjustment:
Add shims to increase the pressure setting or
remove shims to decrease.
11.23
AQ007, AQ019 & AQ047 DRIVE MOTORS CONTINUED: 13. Temporarily reset Load Sense Relief Valve to
4700 psi by pressing LEFT drive pedal in
DRIVE SYSTEM PRESSURE SETTINGS FORWARD or REVERSE. Measure at the main
FOR DRIVE MOTORS AQ019 AND AQ047 valve ‘P’ test port. Refer to SET LOAD SENSE
DRIVE MOTOR CROSSOVER RELIEF VALVES RELIEF VALVE in SECTION 4 of THIS MANUAL.
Pressure Setting: 4600-4800 psi (cracking press.) 14. With the aid of an assistant; While holding the
TEST PROCEDURE: LEFT drive pedal in the FORWARD position
Place felling head securely on the ground before loosen locknut on FORWARD crossover relief
performing any service work. 'A' SIDE 'B' SIDE
FORWARD REVERSE
1. Ensure hydraulic oil is at operating CROSSOVER CROSSOVER
RELIEF VALVE RELIEF VALVE
temperature.
2. Remove both LEFT and RIGHT drive motor
• •
inspection covers.
3. Install a 0 to 10,000 psi gauge on 'P' test port on
Linde main valve manifold.
• L.S. PRESSURE
RELIEF VALVE
ADJUSTING SCREW
• 5MM ALLEN KEY
• 17MM WRENCH 822-D60
DRIVE MOTOR (AQ019 & AQ047) - LEFT SIDE SHOWN

'B' SIDE 'A' SIDE
• • REVERSE
CROSSOVER
FORWARD
CROSSOVER
RELIEF VALVE
RELIEF VALVE
5mm ALLEN KEY 5mm ALLEN KEY
17mm WRENCH 17mm WRENCH
•
MAIN LINDE 'P' GAUGE
VALVE TEST CONN. L.S. GAUGE
MANIFOLD TEST CONN.
• ••
870-D54 HIGH PRESSURE LIMITING CONTROL
4. Disconnect LEFT brake line at port on final drive
gearbox. Plug hose with size 04JIC plug and cap
port adapter on gearbox. 822-D62
5. From inside cab, close and latch the cab door. DRIVE MOTOR (AQ019 & AQ047) - RIGHT SIDE SHOWN
6. Start engine and set throttle speed to IDLE. valve adjusting screw and unscrew slowly until
engine begins to lug. Turn adjusting screw
7. Lower LEFT armrest and press PILOT RESET
1/8 of a turn in and tighten locknut.
switch to activate pilot system.
15. Repeat step (14) to set the LEFT REVERSE
8. Place ANTI-STALL switch OFF position.
crossover relief valve.
9. Place DRIVE/LOW switch to LOW.
16. Repeat steps (4) through (15) to set the RIGHT
10. Activate LEFT track drive foot pedal in both track drive motor.
FORWARD and REVERSE directions to ensure
17. Reset the LS. relief valve to 4300 psi. on gauge
that the track does not move.
at 'P' test port. Refer to SET LOAD SENSE
11. With the aid of an assistant, activate LEFT track RELIEF VALVE in SECTION 4 of THIS MANUAL.
drive foot pedal in either FORWARD or
18. Stop engine.
REVERSE and check pressure reading on
gauge at 'P' port. the gauge should show 19. Re-connect brake line(s) to both gearboxes.
4300 psi (Main system LS. relief pressure)
20. Remove pressure gauge and wipe up any spills.
12. Loosen locknut on both crossover relief valve
adjusting screws and turn both adjusting screws
inspection covers.
all the way in. Tighten locknuts.
11.24
AQ007, AQ019 & AQ047 DRIVE MOTORS CONTINUED: SET BEGIN OF REGULATION
SET BRAKE RELEASE PRESSURE (DRIVE SPEED CHANGE VALVE)
ADJUSTMENT ON DRIVE MOTORS AQ019, AQ047 Place felling head securely on the ground before
Pressure setting: 500 psi. (cracking pressure) performing any service work. Ensure engine
enclosure roof is open and safety strut is in place.
Place felling head securely on the ground before
performing any service work. 1. Ensure hydraulic oil is at operating
temperature.
1. Ensure hydraulic oil is at operating
temperature. 2. Remove both LEFT and RIGHT drive motor
inspection covers.
inspection covers. 3. Install a 0 to 10,000 psi gauge on 'P' test port on
Linde main valve manifold.
3. Disconnect LEFT brake line at port on final drive
gearbox. 4. Disconnect LEFT brake line at port on final drive
gearbox. Plug hose with size 04JIC plug and
4. Install a 0 to 1,000 psi gauge onto brake line cap port adapter on gearbox.
hose end (size 04JIC).
5. From inside cab, close and latch the cab door. •• DISCONNECT
BRAKE LINE FROM
GEARBOX PORT
6. Start engine and set throttle to FULL.
8. Place DRIVE/LOW switch to DRIVE. ••
9. With the aid of an assistant; activate LEFT track
drive foot pedal in either FORWARD or BEGIN OF
REGULATION
REVERSE direction and check pressure reading ADJUSTING
SCREW
on gauge connected to brake line, the gauge
6mm WRENCH
should show 500 psi. 13mm WRENCH
BRAKE RELEASE GAUGE TEST

PRESSURE PORT 'Y1'
ADJUSTING
SCREW 845B-D39
•• QUICK CONNECT
• 5mm ALLEN KEY

17mm WRENCH
5. Install a 0 to 5,000 psi gauge on drive motor
• gauge test port 'Y1', size 04JIC quick connect.
BEGIN OF 7. Start engine and set throttle to DRIVE.
•• REGULATION
ADJUSTING 8. Lower LEFT armrest and press PILOT RESET
PRESSURE SCREW
REGULATOR 6mm WRENCH
VALVE BLOCK 13mm WRENCH
822-D62 9. Place ANTI-STALL switch OFF position.
10. Place DRIVE/LOW switch to DRIVE.
If adjustment is required, loosen locknut on
brake release pressure adjusting screw and turn 11. With engine in IDLE position slowly depress
screw in to increase pressure or out to DRIVE FOOT PEDAL in each direction for
decrease pressure. Tighten locknut. motor being tested to ensure brake holds.
10. Remove pressure gauge from brake line and 12. With the aid of an assistant, activate LEFT drive
reconnect brake line to gearbox. foot pedal in FORWARD or REVERSE and
temporarily set LS. relief valve to 3600 psi.** on
11. Repeat steps (3) through (10) to set the RIGHT gauge at 'P' test port on Linde main valve
drive motor. manifold.
12. Stop engine.
Continued on page 28
inspection covers.
11.25
AQ007, AQ019 & AQ047 DRIVE MOTORS CONTINUED: 16. Stop engine.
13. With the aid of an assistant, activate LEFT
track drive foot pedal in the FORWARD
direction and check pressure reading on 18. Remove pressure gauge and wipe up any
gauge at motor gauge test port 'Y1' it should spills.
show 800 psi. 19. Replace both LEFT and RIGHT drive motor
BRAKE RELEASE inspection covers.
PRESSURE
ADJUSTING
SCREW **NOTE
•• 5mm ALLEN KEY
17mm WRENCH
For begin of regulation; this pressure setting can
• depending on the operator's requirements. The
lower the begin of regulation setting the sooner the
drive motors will automatically shift to LOW when
encountering difficult terrain conditions. Setting
BEGIN OF
•• REGULATION
ADJUSTING
above 3600 psi. may cause the motors to stall
PRESSURE SCREW instead of shifting to low.
REGULATOR 6mm WRENCH
VALVE BLOCK 13mm WRENCH
822-D62

If adjustment is required, loosen locknut on
begin of regulation adjusting screw and turn
screw in to increase pressure or out to
decrease pressure. Tighten locknut.
at 3600 psi.
NOTE: The pressure reading of 800 psi. at
'Y1' port is the pressure moving the
displacement control piston to adjust the
swashplate angle of the motor. This value of
15. Reset the LS. relief valve to 4300 psi. Refer
to SET LOAD SENSE RELIEF VALVE in
11.26
11.27
(EARLIER) DRIVE MOTOR DESCRIPTION †
AQ040:
Refer to drive motor schematic (AQ040);
The track drive motors are variable displacement,
bent-axis piston motors. To control the vehicle
movement in situations where the vehicle may roll
down a grade, each motor is equipped with a
brake valve. This valve has a spool which shifts
to control the flow of oil out of the motor. In the
schematic diagram it is shown in the centre,
closed position.
The valve will remain in the closed position as
long as there is no pressure in the work line from
the main control valve. When the main control
valve spool is shifted and oil flows to the motor, a
check valve 'A' opens and pressure builds up in
the motor pistons.
The motor cannot move until the work line
pressure shifts the counterbalance spool to permit
the oil on the low pressure side of the motor to
flow back through check valve 'B' to the main 860-16 DRIVE MOTOR SCHEMATIC (AQ040)
control valve and then to tank.
250-725 psi. are acceptable). Check valves are
A shuttle valve 'C' also selects the high pressure in the circuit to prevent pressure trapped in the
line to the motor and directs this pressure to the motor from being applied to the pilots of the brake
brake release port through a pressure reducing valve spool and to force this return flow from the
valve which limits the brake release pressure to motors through the brake valve.
330-360 psi. (although pressures in the range of
MOTOR DRAIN
LOW/DRIVE LINE TO TANK
BRAKE RELEASE
LINE TO GEARBOX
CONTROL LINE
••
•• ••
FORWARD CROSSLINE
RELIEF VALVE
••
"M" GAUGE
•• TEST PORT
MIN. DISPLACEMENT
ADJUSTING SCREW
•
•
REVERSE CROSSLINE
RELIEF VALVE "BEGIN OF
REGULATION"
ADJUSTING SCREW
251-6
† DRIVE MOTOR (AQ040) - LEFT SIDE SHOWN

11.28
AQ040 DRIVE MOTOR CONTINUED: BRAKE CIRCUIT DESCRIPTION
The drive motor may be operated in two ranges Oil passes through a shuttle valve within the motor
controlled by a solenoid valve in the pilot manifold and enters a pressure reducing valve. Output
and operated by the TRACK (LOW/DRIVE) switch pressure from the reducing valve is limited to
in the cab. 330 psi. (to 360 psi.) whenever 'A' or 'B' line
pressure is above 330 psi. or below 330 psi.
In the LOW mode the solenoid on the solenoid
pilot valve is energized and the motor is in its The brake in the final drive gearbox is fully
maximum displacement mode which will give the released at 250 psi and the maximum pressure
slowest speed and maximum tractive effort. the brake can stand without failure is 725 psi. The
brake begins to apply in 3 seconds and is fully
For travel modes the switch can be put in the applied after 6 seconds. The brake will release in
DRIVE mode and the motor will vary it's 1 second.
displacement. In DRIVE, the motor will
automatically regulate in the event that a high load DRIVE MOTOR START-UP PROCEDURE
is encountered (ie: a short grade or an obstacle).
IMPORTANT: Drive motor will be damaged if not
The motor displacement is controlled by the "begin filled with oil before operating drive function.
of regulation" control which maintains the pressure Procedure must be performed whenever a new
in the motor at 3600 psi. If the load demands drive motor or drive pump is installed or whenever
oil has been drained from the motor.
pressures over 3600 psi., the motor will shift to a
1. Disconnect motor drain line on top of motor.
greater displacement. If the pressure drops, the
Install plug in line to minimize loss of oil.
motor will shift to a lower displacement.
The motor is also equipped with crossline relief
valves which provide high pressure protection to 3. Fill motor with oil through the drain port. Add
the motor. These valves are located at the top and oil slowly (to allow air to escape) until level is
bottom of the motor. to the top of drain port.
4. Install port adapter and re-connect motor drain
line.
5. Run each drive motor slowly with track off the
ground for three track revolutions to remove
air from the drive circuit.
MINIMUM DISPLACEMENT CROSSLINE

'X' DIMENSION = 0.70" RELIEF VALVES
ADJUSTING SCREW WITH 90MM SCREW
• 6MM ALLEN KEY
• 19MM WRENCH • 'X' 'MB' • •
PORT 'MA'
PORT
• •
•
•
'M' PORT
'BRE'
PORT
•
'T' PORT
•
MAXIMUM DISPLACEMENT • •
ADJUSTING SCREW
(DO NOT ADJUST) BEGIN OF STROKE
'X' PORT ADJUSTING SCREW
860-20 EARLIER TRACK DRIVE MOTOR (AQ040)
11.29
TRACK DRIVE CIRCUIT DIAGRAM

860-60 WITH AQ040 MOTOR†
11.30
DRIVE SYSTEM PRESSURE SETTINGS 5. From inside cab, close and latch the cab door.
FOR DRIVE MOTOR AQ040 †
6. Start engine and set throttle speed to IDLE.
DRIVE MOTOR CROSSOVER RELIEF VALVES
Pressure Setting: 4600-4800 psi (cracking press.) switch to activate pilot system.
TEST PROCEDURE: 8. Place ANTI-STALL switch OFF position.
Place felling head securely on the ground before
performing any service work. 9. Place DRIVE/LOW switch to LOW.
1. Ensure hydraulic oil is at operating 10. Activate LEFT track drive foot pedal in both
temperature. FORWARD and REVERSE directions to
ensure that the track does not move.
inspection covers. 11. With the aid of an assistant, activate LEFT
track drive foot pedal in either FORWARD or
3. Install a 0 to 10,000 psi gauge on 'P' test port REVERSE and check pressure reading on
on Linde main valve manifold. gauge at 'P' port. the gauge should show
4300 psi (Main system LS. relief pressure)
• L.S. PRESSURE
RELIEF VALVE
ADJUSTING SCREW 12. Loosen locknut on both crossover relief valve
• 5MM ALLEN KEY
• 17MM WRENCH adjusting screws and turn both adjusting
screws all the way in. Tighten locknuts.
13. Temporarily reset Load Sense Relief Valve to
•• • 4700 psi by pressing LEFT drive pedal in
FORWARD or REVERSE. Measure at the
main valve ‘P’ test port. Refer to SET LOAD
•• SENSE RELIEF VALVE in SECTION 4 of
THIS MANUAL.
MAIN LINDE
14. With the aid of an assistant; While holding the
'P' GAUGE
VALVE TEST CONN. L.S. GAUGE LEFT drive pedal in the FORWARD position
MANIFOLD TEST CONN.
loosen locknut on FORWARD crossover relief
870-D54 HIGH PRESSURE LIMITING CONTROL valve adjusting screw and unscrew slowly
until engine begins to lug. Turn adjusting
4. Disconnect LEFT brake line at port on final screw 1/8 of a turn in and tighten locknut.
drive gearbox. Plug hose with size 04JIC plug
15. Tighten locknut to lock the adjusting screw. Do
and cap port adapter on gearbox.
not allow adjusting screw to turn.
BRAKE RELEASE
LINE TO GEARBOX 16. Repeat step (14) to set the LEFT REVERSE
crossover relief valve.
••
17. Repeat steps (4) through (16) to set the
FORWARD CROSSLINE
RELIEF VALVE RIGHT track drive motor.
18. Reset the LS. relief valve to 4300 psi. on
gauge at 'P' test port. Refer to SET LOAD
•• SENSE RELIEF VALVE in SECTION 4 of
THIS MANUAL.
19. Stop engine.
••
MIN. DISPLACEMENT
ADJUSTING SCREW
spills.
REVERSE CROSSLINE
• 22. Replace both LEFT and RIGHT drive motor
251-6 RELIEF VALVE inspection covers.
CROSSLINE RELIEF VALVES
DRIVE MOTOR (AQ040) - R.H. SIDE SHOWN

11.31
AQ040 DRIVE MOTOR CONTINUED: ‘P’ test port. Refer to SET LOAD SENSE RELIEF
SET BEGIN OF REGULATION VALVE in SECTION 4 of THIS MANUAL.
Place felling head securely on the ground before 12. With engine in IDLE position slowly depress
performing any service work. Ensure engine DRIVE FOOT PEDAL in each direction for
enclosure roof is open and safety strut is in place. motor being tested to ensure brake holds.
1. Ensure hydraulic oil is at operating 13. With the aid of an assistant, activate LEFT
temperature. track drive foot pedal in the FORWARD
direction and check pressure reading on
2. Remove both LEFT and RIGHT drive motor gauge at motor gauge test port 'M' it should
inspection covers. show 800 psi.
3. Install a 0 to 10,000 psi gauge on 'P' test port "BEGIN OF REGULATION"
on Linde main valve manifold. ADJUSTING SCREW
4. Disconnect LEFT brake line at port on final •

drive gearbox. Plug hose with size 04JIC plug
and cap port adapter on gearbox.
5. Install a pressure gauge adapter (04 JIC) at
port 'M' of motor and connect a 0-5000 psi.
pressure gauge at this port.
256-3
7. Start engine and set throttle to FULL. BEGIN OF REGULATION (AQ040 MOTOR)
8. Lower LEFT armrest and press PILOT RESET 14. If adjustment is required, loosen locknut on
switch to activate pilot system. begin of regulation adjusting screw and turn
9. Place ANTI-STALL switch OFF position. screw in to increase pressure or out to
decrease pressure. Tighten locknut.
10. Place DRIVE/LOW switch to LOW.
11. Temporarily reset Load Sense Relief Valve at 3600 psi.
(LS) to 3600 psi measured at the main valve
MOTOR DRAIN
LINE TO TANK FORWARD CROSSLINE
•• RELIEF VALVE
•
"BEGIN OF
REGULATION"
ADJUSTING SCREW
MIN. DISPLACEMENT
ADJUSTING SCREW
••
"M" GAUGE
TEST PORT
• ••
•• ••
LOW/DRIVE
CONTROL LINE REVERSE CROSSLINE
BRAKE RELEASE
•• RELIEF VALVE
LINE TO GEARBOX
251-7 † DRIVE MOTOR (AQ040) - RIGHT SIDE SHOWN
11.32
AQ040 DRIVE MOTOR CONTINUED:
NOTE: The pressure reading of 800 psi. at
'M' port is the pressure moving the
displacement control piston to adjust the
swashplate angle of the motor. This value of
16. Reset the LS. relief valve to 4300 psi. on
gauge at 'P' test port. Refer to SET LOAD
SENSE RELIEF VALVE in SECTION 4 of
THIS MANUAL.
17. Stop engine.
spills.
inspection covers.
**NOTE
For begin of regulation; this pressure setting can
depending on the operator's requirements. The
lower the begin of regulation setting the sooner
the drive motors will automatically shift to LOW
when encountering difficult terrain conditions.
Setting above 3600 psi. may cause the motors to
stall instead of shifting to low.
11.33
TRACK SPEED SET-UP PROCEDURE LEFT TRACK ADJUSTMENT
IMPORTANT: POSITION MACHINE:
EACH motor maximum displacement setting must
be correctly set before making adjustments to the 6. Position felling head in vertical position and
valve spool stops described here in. HOWEVER, swing boom to LEFT side of machine.
On drive motor AQ004 this maximum displacement
setting is an internal none-adjustable stop.
Also note that changes in margin pressure will
also affect track speeds.
ANGLE TO BE
NOTE: BETWEEN 90°
Both left and right 860 track drives have 4 (speed) & 110°
settings which are dealt with in the following

procedures, they are:
1, Forward-Slow
853ILL6 LIFTING LEFT TRACK
2, Forward-Fast
3, Reverse-Fast 7. Place felling head on ground and by forcing
4, Reverse-Slow. down with boom controls, lift track clear of
ADJUSTMENTS SEQUENCE: ground. (Hoist down and stick out)
DRIVE ENGINE DRIVE/LOW
MODE RPM SWITCH POS. ADJUSTMENT 8. Use blocks to firmly support track frame in
SLOW MOTOR raised position.
SETTING = FULL LOW MOTOR MAX. DISPL.
FORWARD NUMBER OF TRACK LINKS
SLOW = FULL LOW FWD. SPOOL STOP GEARBOX
45* 47 51
FORWARD RPM
TRACK REVOLUTION TIME (SECONDS)
FAST = FULL DRIVE MOTOR MIN. DISPL.
DESIRED 10 23.48 24.52 26.61
REVERSE
LOW 11 21.34 22.29 24.19
FAST = FULL DRIVE REV. SPOOL STOP
REVERSE THIS DRIVE MODE WILL BE A PRODUCT OF 12 19.57 20.43 22.17
SLOW = THE ABOVE THREE ADJUSTMENTS. 13 18.06 18.86 20.47
THERE IS NO CALEBRATION OR 14 16.77 17.52 19.01
SPECIAL ADJUSTMENT REQUIRED.
ADJUSTING SEQUENCE 845B.XLS 15 15.65 16.35 17.74
16 14.67 15.33 16.63
SET TRACK SPEED 17 13.81 14.42 15.65
Low speed 10 rpm**. High speed 28 rpm. 18 13.04 13.62 14.78
LOWER
**NOTE: This value is dependant on engine HIGH 19 12.36 12.91 14.00
TRACTIVE
IDLE speed or FULL throttle. 10 rpm is based on EFFORT 20 11.74 12.26 13.30
2150 - 2200 rpm. rated working speed. 21 11.18 11.68 12.67
22 10.67 11.15 12.09
1. Ensure hydraulic oil is at operating 23 10.21 10.66 11.57
temperature. 24 9.78 10.22 11.09
2. Remove both left and right final drive inspection 25 9.39 9.81 10.64
26 9.03 9.43 10.23
covers to access track motors.
27 8.70 9.08 9.86
3. From inside cab, close and latch the cab door. DESIRED 28 8.39 8.76 9.50
HIGH 29 8.10 8.46 9.18
4. Start the engine and set throttle control to
30 7.83 8.17 8.87
FULL.
DO NOT 31 7.57 7.91 8.58
5. Lower the LEFT arm rest and press the PILOT EXCEED 32 7.34 7.66 8.32
RESET switch to activate the pilot system. 33 7.11 7.43 8.06
34 6.91 7.21 7.83
35 6.71 7.01 7.60
36 6.52 6.81 7.39
37 6.35 6.63 7.19
38 6.18 6.45 7.00
WARNING 39 6.02 6.29 6.82
DO NOT place arms, legs or body under 40 5.87 6.13 6.65
*NOT APPLICABLE TO 860/870/L870
track while in the raised position. 822 TRACK CHART.XLS
11.34
SET MOTOR "SLOW" SPEED. SET MOTOR MAXIMUM DISPLACEMENT
(MOTOR MAXIMUM DISPLACEMENT)
AQ004 MOTOR
DESCRIPTION: MAXIMUM DISP. = 107 cc/rev.
Before the SLOW track speeds can be set using 1. The setting on this motor is factory set and
the valve section spool stops, The motor there is no adjusting screw present.
maximum displacement setting must be correctly
set. This maximum displacement setting will fix AQ007 MOTOR
the displacement angle of the piston assembly MAXIMUM DISP. = 90cc/rev.
within the motor and provide a pre-set slow motor AQ019 MOTOR
speed. Restricting the flow of oil from the pump to MAXIMUM DISP. = 105cc/rev.
the motor by limiting spool movement in the drive
valve section(s) will slow down the rotational AQ047 MOTOR (870 MACHINES)
speed of the motor but not affect the maximum MAXIMUM DISP. = 135cc/rev.
displacement. ADJUSTMENT NOTE: Turn the screw either IN
This setting is accomplished by adjusting the (clockwise) to speed up or OUT (counterclockwise)
motor maximum displacement adjusting screw to to slow down the final drive.
limit the travel of the piston assembly within the 1. On LEFT track drive motor, unscrew maximum
motor. displacement adjusting screw all the way OUT.
2. Lower L.H. armrest and press PILOT RESET
IMPORTANT switch to activate the pilot system
• When installing a new or rebuilt motor, ensure
MAXIMUM
maximum displacement screw is set correctly. DISPLACEMENT 6mm ALLEN KEY
ADJUSTING SCREW 19mm WRENCH
• Improper adjustment of maximum ( or minimum)
displacement adjusting screw can result in
motor failure due to overspeeding.
• It may be necessary to verify the length of •
adjusting screw used by removing and
measuring the screw as the length of the screws
my vary and this will affect the 'X' dimension.
ADJUSTING
SCREW • "X"
•
LOCKNUT
MOTOR
•
CASE MINIMUM
DISPLACEMENT
•• ADJUSTING SCREW
6mm ALLEN KEY
19mm WRENCH
MAXIMUM DISPLACEMENT 268-3 LEFT TRACK DRIVE MOTOR (AQ007)
DIM X "X" DIMENSION
MINIMUM
The adjusting screw is set to an 'X' dimension DISPLACEMENT
ADJUSTING SCREW
which is the exposed length of the adjusting 6mm ALLEN KEY
screw, taken from the top of the screw to the top 19mm WRENCH
of the locknut, located on the outside case of the

motor.
All motors in use are set the same way with the ••
exception of the AQ004 motor which does not
have an adjusting screw.
• MAXIMUM
DISPLACEMENT
ADJUSTING SCREW
6mm ALLEN KEY
822-D60 19mm WRENCH
LEFT TRACK DRIVE MOTOR (AQ019 & AQ047)
11.35
SET MOTOR MAXIMUM DISPLACEMENT SET SLOW FORWARD (VALVE FLOW SETTING)
continued:
1. Turn anti-stall switch OFF
3. Place ANTI-STALL switch OFF position.
2. Turn ‘DRIVE/LOW’ switch to ‘LOW’.
4. Set TRACK (LOW/DRIVE) switch to LOW.
3. Set engine throttle control to FULL.
5. Set throttle to FULL.
A TIMING MARK,
VISIBLE FROM THE
6. With an assistant activating LEFT TRACK drive CAB CAN ALSO BE
pedal FORWARD, turn maximum PLACED ON THE
TRACK
displacement screw IN until the end of
adjusting screw makes contact with piston
inside the motor.
7. Release drive pedal and turn screw IN an
additional: ROTATION
1 1/4 turns = 90cc (AQ007 motor)
1/4 turn = 105cc/135cc (AQ019/AQ047 motors). TO RECORD TRACK
SPEED, PLACE TIMING
Tighten locknut while holding adjusting screw MARKS ON TRACK FRAME
AND GEARBOX HOUSING
from turning.
84-18
8. Repeat steps 6 and 7 to set RIGHT motor SET TRACK SPEED
maximum displacement setting. 4. With an assistant depressing ‘LEFT’ TRACK
drive pedal ‘FORWARD’, record track drive
9. LEFT and RIGHT drive motor MAXIMUM sprocket speed.
displacement is now set to 90 cc (AQ007
motor), 105cc (AQ019 motor) or 135cc Track containing 47 links:
(AQ047 motor). A reading of 10 RPM is desired which equals
AQ040 MOTOR 1 complete revolution of the track every 24.5
MAXIMUM DISP. = 107cc/rev. (factory set) seconds.
1. The setting on this motor is factory set. There is 5. To obtain the 10 RPM value adjust FORWARD
an adjusting screw in place but is there only to spool stop adjusting screw for the LEFT track
fill the hole in the pump case. It is also too short drive control valve.
to have an effect on any adjustment. The
maximum displacement angle is determined *NOTE:
and limited by a stop inside the motor case. Refer to TRACK TIMING CHART.
R.H. TRACK SPEED L.H. TRACK SPEED

ADJUSTING SCREW ADJUSTING SCREW
FORWARD
•• REVERSE
••
L.H. TRACK
SPEED
ADJUSTING
870-D52
•• R.H. TRACK SPEED ADJUSTING
SCREW REVERSE MAIN CONTROL VALVE
• SCREW
FORWARD
11.36
MAXIMUM
SPOOL STOP
ADJUSTING SCREW
• DISPLACEMENT
ADJUSTING
SCREW
• 19mm WRENCH
• 6mm ALLEN KEY ••
853MV-2
860-20
•• ••
'X'
MINIMUM DISPLACEMENT 'X' DIMENSION = 0.70"
VALVE FLOW SETTING ADJUSTING SCREW WITH 90MM SCREW
• 6MM ALLEN KEY
TRACK DRIVE MAIN CONTROL VALVE • 19MM WRENCH LEFT DRIVE MOTOR (AQ040)
Turn the adjusting screw either IN (clockwise)
MOTOR DIMENSION 'X' = 0.62" WITH
to slow down or OUT (counterclockwise) to HOUSING 80MM LONG SCREW
speed up the final drive. Tighten locknut on
adjusting screw and re-check sprocket speed.
•
SET FAST FORWARD
(motor minimum displacement)
•
AQ004 AND AQ040 MOTORS:
AQ004-1B
This setting is accomplished by adjusting the
motor minimum displacement adjusting screw
to limit the travel of the piston assembly within LEFT TRACK DRIVE MOTOR (AQ004)
the motor. MINIMUM
DISPLACEMENT DIMENSION 'X' = 0.70"
The adjusting screw is set to an 'X' ADJUSTING WITH 90MM LONG SCREW
SCREW
dimension which is the exposed length of the
adjusting screw, taken from the top of the
screw to the top of the locknut, located on the
outside case of the motor.
MINIMUM
•
DISPLACEMENT
ADJUSTING
SCREW
••
MOTOR
HOUSING
251-5 LEFT TRACK DRIVE MOTOR (AQ040)
• motor should be set as close as possible to
114-26
run at the same speed. When installing a
MIN. DISPLACEMENT ADJUSTING SCREW new motor always ensure stroke limiting
(AQ004 MOTOR)
screw is the correct length and dimension 'X'
is set correctly.
1. Adjust minimum adjusting screw so that 'X'
dimension is a maximum of 0.62" (16 mm)
for the AQ004 motor and 0.70" (18 mm) for
the AQ040 motor. Both the left and right
11.37
SET MOTOR MINIMUM DISPLACEMENT MAXIMUM
continued: DISPLACEMENT 6mm ALLEN KEY
ADJUSTING SCREW 19mm WRENCH
AQ007, AQ019 AQ047 MOTORS:
1. Turn anti-stall switch OFF
••
4. With an assistant depressing ‘LEFT’ TRACK
sprocket speed. •
Track containing 47* links:
A reading of 28 RPM is desired which equals
1 complete revolution of the track every MINIMUM
DISPLACEMENT
8.8 seconds. ADJUSTING SCREW
6mm ALLEN KEY
5. To obtain the 28 RPM adjust the minimum 19mm WRENCH
displacement adjusting screw for the LEFT 268-3 LEFT TRACK DRIVE MOTOR (AQ007)
track drive motor. Turn the adjusting screw
either IN (clockwise) to slow down or OUT MINIMUM
DISPLACEMENT
(counterclockwise) to speed up the final drive. ADJUSTING SCREW
Tighten locknut on adjusting screw and re- 6mm ALLEN KEY
check sprocket speed. 19mm WRENCH
IMPORTANT: DO NOT exceed the

recommended track speed specified above,
over speeding will damage the drive motor.
•
*NOTE:
Refer to TRACK TIMING CHART.
SET FAST REVERSE (valve flow setting)

•• MAXIMUM
DISPLACEMENT
ADJUSTING SCREW
1. Turn anti-stall switch OFF 6mm ALLEN KEY
822-D60 19mm WRENCH
LEFT TRACK DRIVE MOTOR (AQ019 & AQ047)
4. With an assistant depressing ‘LEFT’ TRACK
sprocket speed.
Track containing 47 links*:
A reading of 28 RPM is desired which equals
1 complete revolution of the track every 8.8
seconds.
5. To obtain the 28 RPM value adjust REVERSE
spool stop adjusting screw for the LEFT track
drive control valve. Turn the screw either IN
(clockwise) to slow down or OUT
(counterclockwise) to speed up the final drive.
Tighten locknut on adjusting screw and re-
check sprocket speed.
11.38
TRACK SPEED SET-UP PROCEDURE cont; SUMMERY OF PROCEDURE
RIGHT TRACK ADJUSTMENT • REMOVE INSPECTION COVERS
LEFT TRACK ADJUSTMENT
1. Re-position machine to raise RIGHT
TRACK. • POSITION MACHINE
• MOTOR SLOW SPEED (motor minimum
displacement)
• SLOW FORWARD (valve flow setting)
• FAST FORWARD (motor minimum
displacement)
• FAST REVERSE (valve flow setting)
ANGLE TO BE
BETWEEN 90° RIGHT TRACK ADJUSTMENT
& 110°
• POSITION MACHINE
• MOTOR SLOW SPEED (motor minimum
displacement)
853ILL6 LIFTING RIGHT TRACK • SLOW FORWARD (valve flow setting)
• FAST FORWARD (motor minimum
2. Repeat ALL steps in LEFT TRACK displacement)
ADJUSTMENT • FAST REVERSE (valve flow setting)
• REPLACE INSPECTION COVERS
REPLACE INSPECTION COVERS
1. Stop engine. SET STRAIGHT TRAVEL
2. Lower machine onto ground. Following completion of TRACK SPEED SET-
3. Replace final drive inspection covers for UP PROCEDURE, drive the machine in both
both right and left track drives. forward and reverse directions with the
‘DRIVE/LOW’ switch in ‘DRIVE’ and again
with the switch in ‘LOW’ position. Ensure that
both drive pedals are equally and fully
depressed.
If the machine continuously drifts to the left or
to the right, the above set-up procedure
should be reviewed. It is important that the
LEFT and RIGHT track speeds are
synchronized with each other to prevent
WARNING unnecessary wear from occurring to the track
DO NOT place arms, legs or body under components.
track while in the raised position.
R.H. TRACK SPEED L.H. TRACK SPEED
FORWARD
• REVERSE
••
L.H. TRACK
SPEED
ADJUSTING
870-D52
• R.H. TRACK SPEED ADJUSTING
MAIN CONTROL VALVE
• SCREW
FORWARD
SCREW REVERSE
11.39
TRACK COMPONENTS sprocket and the track bushings. Bushings could
crack during sprocket impact.
IMPORTANT:
New machine: Before driving a new machine MEASURING TRACK SAG
ensure that track sag is set correctly. Track sag 1. Position felling head in vertical position and
may be set less than specified for shipping swing boom to side of machine.
purposes.
The correct track sag must be adjusted once a
machine has been delivered to the job sight and
operating in the accumulated soil build-up in the
undercarriage.
ANGLE TO BE
TRACK SAG NOTE: BETWEEN 90°
& 110°
The track sag dimension is very important and
should be checked regularly, 50% increase in the
life of the track assembly can be realized,
853ILL6
particularly bushing O/D wear and track pitch by
maintaining the correct amount of track sag. A
2. Place felling head on ground and by forcing
track that is too tight will wear out significantly
down with boom controls, lift track clear of
faster due to increased tension in the chain.
ground.
Track components operate under varying terrain
3. Rotate track in forward and reverse several
conditions, most of which cause excessive wear.
times. Stop the track while in reverse. Do not
Wear to one component can quickly spread to the
clean the track.
rest of the track assembly.
4. Stop engine.
To ensure that the track components are always
in good running order, a periodic inspection 5. Measure distance between top surface of track
should be made to ensure that components have shoe at centre of lower surface of track frame.
not come loose, that bolts are at the correct
torque, that components are within the specified
wear limits (discussed further in this section) and
where applicable, check lubrication points.
It is also recommended to verify that the track sag
is correct BEFORE performing any track drive
hydraulic set-up procedures. SAG
UNDERSIDE OF DIMENSION
TRACK GUARD
For a guide on inspection, refer to the PERIODIC
•
MAINTENANCE SCHEDULE in SECTION 3 OF •
THIS MANUAL.
UPPER SURFACE
OF TRACK SHOE
853ILL8 MEASURING SAG DIMENSION
6. This dimension should be between 4" and 6"

for normal operations.
NOTE: If track sag is less than specified, track
chain wear will be accelerated. If track sag is
OPERATE MACHINE WITH FELLING excessive, it is possible for the track to jump off
853ILL7 HEAD OVER IDLERS the sprocket.
OPERATING THE MACHINE
Whenever possible the machine should always be
operated with the felling head over the IDLERS
and not over the SPROCKETS.
Operating over the sprockets will result in
overloading of the contact surfaces between the
11.40
IDLER TORQUING UNDERCARRIAGE BOLTS
ADJUSTING 4 •
CYLINDER It is important to check the torque values of the
track shoe retaining bolts and the bottom roller
retaining bolts at the NEW MACHINE
MAINTENANCE time period (first 100 hours) and
3 the EVERY 125 HOURS SCHEDULED
MAINTENANCE time period.
DO NOT
REMOVE
•
When installing new components, all traces of
paint and dirt must be removed from all mating
•
• • surfaces including the contact area under the bolt
head and nut.
CW001-3 1 2
CW001-2
TRACK ADJUSTMENT (860 ONLY) Both the bolt and the nut on the track shoes
should be lightly lubricated with SAE 30 oil and
TRACK SAG ADJUSTMENT tightened using the Torque-turn method.
To tighten track on an 860 machine, attach The torque-turn method involves torquing the
adjustment fitting adapter (3) onto valve body (1). bolt to an initial predetermined value, plus an
Connect a grease gun to the grease fitting (2) on additional 1/3 turn (not the value shown in the
the adjustment fitting adapter (3). Add grease until torque charts). This ensures a more accurate and
track sag dimension is within recommended limits. consistent torquing of the bolts, with less
Remove adjustment fitting adapter. likelihood of the bolt/nut coming loose later.
870 machines have a grease fitting installed onto When checking the torque values at the first 100
the valve body. Connect a grease gun to the hours and every 125 hours thereafter use the
grease fitting and add grease until track sag CHECKING TORQUE values listed in the
dimension is within recommended limits. following paragraphs.
CAUTION: The grease is under very high If loose shoes or under torqued bolts are
pressure, DO NOT REMOVE the adjustment discovered during the FIRST 100 HOUR check,
fitting valve body (1) from the idler adjusting they should be removed, surfaces cleaned, and
cylinder (4). reused using the torque-turn method. If the shoe
To loosen track, slowly loosen valve body (1) until is not loose but a single bolt is low on torque,
grease begins to escape via a relief passage in loosen the bolt and re torque-turn.
the valve body housing, grease will be seen
escaping from around valve body threads. When
track sag is correct, tighten valve body.
TORQUE 1
TRACK COMPONENT TORQUE VALUES

If loose or under torqued bolts are discovered
any time after the 100 HOUR check, the bolts
and nuts must be replaced with NEW ones,
surfaces cleaned, and re torque-turned.
11.41
TRACK SHOE RETAINING BOLTS WEAR LIMITS
Track shoes must be fastened together applying TRACK SHOE GROUSER HEIGHT WEAR
the exact torque values shown below and using WEAR LIMITS
the Torque-turn method described in
TORQUING UNDER CARRIAGE BOLTS earlier
in this section.
SINGLE GROUSER
Track shoe bolts and nuts are designed
BERC-9
specifically for this purpose and should not be
substituted with standard off the shelf hardware.
Only bolts with grade '12.9' or '170' designation DOUBLE GROUSER
forged in the head are approved.
BERC-10
When checking the torque values at the first 100
hours and every 125 hours thereafter use the
checking torque value.
TRIPLE GROUSER
Track shoe bolts ~ 3/4" UNC
BERC-1
TORQUE-TURN ............ 250LBF-FT. + 1/3 TURN.
GROUSER WEAR (HEIGHT)
CHECKING TORQUE ....................... 450 LBF-FT.
WEAR LIMITS FOR D6D TRACK TYPE
Track shoe bolts ~ M24 (FH400) New 75% wear 100% wear
Single 2.82"(71.62mm) ... 1.37"(34.8mm) ....... 0.93" (23.62mm)
TORQUE-TURN ............ 340LBF-FT. + 1/3 TURN.
Double 1.37"(34.8mm) ..... 0.71"(18.03mm) .... 0.43" (10.92mm)
CHECKING TORQUE ..................... 1040 LBF-FT. Triple 1.06"(26.92mm) ... 0.51"(12.95mm) .... 0.36" (9.14mm)
BOTTOM ROLLER RETAINING BOLTS WEAR LIMITS FOR FH400 TRACK TYPE
New 75% wear 100% wear
The bottom rollers must be fastened to the lower Single 2.81"(74.4mm) ..... 1.54"(39.15mm) .... 1.00" (25.4mm)
frame applying the exact torque values shown Double 1.94"(49.2mm) ..... 0.91"(22.95mm) .... 0.48" (12.2mm)
below. Triple 1.2" (30.5mm) ..... 0.76"(19.25mm) .... 0.61" (15.5mm)
When installing new rollers, apply "NEVER-SEEZ" NOTE: Allowable wear for soft ground conditions is 100%.
to the bolt. Allowable wear for rocky ground conditions is 75%.
When checking the torque values at the first 100
hours and every 125 hours thereafter use the
torque value(s) shown below.
Bottom roller bolts ~ 3/4" UNC
TORQUE ......................................... 310 LBF-FT.
Bottom roller bolts ~ 7/8" UNC (R6141) (F6155)
TORQUE ......................................... 475 LBF-FT.
Bottom roller bolts ~ 1" UNC (FH400) (R7150)
BERC-2 TRACK LINK WEAR (HEIGHT)
TORQUE ......................................... 680 LBF-FT.
TRACK LINK WEAR
Bottom roller bolts ~ M24 (FH400)
TORQUE ......................................... 680 LBF-FT. WEAR LIMITS FOR D6D TRACK TYPE
New link height ........................ 4.78" (121.5mm)
For a complete maintenance check Refer to the 50% wear ................................ 4.60" (116.8mm)
PREVENTIVE MAINTENANCE SCHEDULE in 75% wear ................................ 4.48" (113.8mm)
SECTION 3 of this manual. 100% wear .............................. 4.34" (110.2mm)
WEAR LIMITS FOR FH400 TRACK TYPE
New link height ........................ 5.08" (129.0mm)
50% wear ................................ 4.92" (124.9mm)
75% wear ................................ 4.81" (122.1mm)
100% wear .............................. 4.68" (119.0mm)
11.42
PIN AND BUSHING WEAR WEAR LIMITS FOR D6D TRACK TYPE
New length of four sections ............. 32" (813.0mm)
To obtain the track internal wear, i.e., the wear
75% worn ......................................... 32.37"(822.2mm)
between the pin and the internal diameter of the
100% worn ....................................... 32.50"(825.5mm)
bushing, measure the track pitch over four
sections of track (5 pins). WEAR LIMITS FOR FH400 TRACK TYPE
New length of four sections ............. 34.04"(864.6mm)
75% worn ......................................... 34.42"(874.3mm)
100% worn ....................................... 34.55"(877.6mm)
NOTE: Allowable wear in rocky ground is 75%
NOTE: These wear limits are to be used as a
guide for when to turn the pins and bushings. If
BERC-3 MEASURING TRACK PITCH pins and bushings are not to be turned, the chain
can be run past the 100% wear limit, until chain
To take this measurement,
failure.
1. Remove slack by placing a steel pin between
BUSHING WEAR, OUTSIDE DIAMETER
sprocket and chain, then slowly move
machine in reverse to tighten chain. Use a calliper to measure the wear of the bushing
O.D. in three places.
2. Measure pitch across two four link sections,
except section on each side of the master pin,
to find average chain wear.
INTERNAL PIN &

BUSHING WEAR
180°
45° 45° REVERSE
EXTERNAL TURN FORWARD SIDE
BUSHING PIN & SIDE VERTICAL WEAR
WEAR ROTATION BUSHING WEAR WEAR
180°
MEASURING BUSHING WEAR BERC-5
BERC-4 PIN/BUSHING INTERNAL WEAR NOTE: Bushing outside diameter is measured at

three places because of the forward and reverse
NOTE: Wear to the pins and bushings only
travel of the machine and a vertical wear that
occurs in a small localised area, to extend the life
takes place.
of these components, the pins and bushings may
be turned 180° or replaced provided other WEAR LIMITS FOR D6D TRACK TYPE
components are within specified wear limits: New bushing O.D. ........................ 2.62" (66.6mm)
75% worn ..................................... 2.5" (63.5mm)
1. Track link wear is 75% or less.
100% worn ................................... 2.43" (61.7mm)
2. Change in track pitch has not exceeded
WEAR LIMITS FOR FH400 TRACK TYPE
100% wear.
New bushing O.D. ........................ 2.81" (71.4mm)
3. Bushing external wear less than 100% in soft 75% worn ..................................... 2.70 (68.6mm)
ground or 75% or less in rocky ground. 100% worn ................................... 2.61" (66.4mm)
NOTE: Allowable wear in rocky ground is 75%
4. There is at least 0.008" (0.2mm) press fit
available between pin and bushing and link.
11.43
BOTTOM ROLLER WEAR TRACK SLIDE WEAR
Measure the roller diameter on the tread contact Track slide wear should be checked periodically
surface with a large calliper to obtain the worst wear to ensure that it does not go over the limit and
condition. cause damage to the chain link bushings.
Since the checking area
is not immediately
visible, the measuring
may be done using a
"go/no go" gauge made
from a piece of 1/8" flat
bar. The gauge is
inserted down through
the holes in the track
BERC-6 MEASURING BTM. ROLLER WEAR and placed between the 1/8"
track guide and the 845-33A
If accessibility to the rollers is impaired by guards, track bushing. Make SUGGESTED
then concentrate on the front and rear rollers, these sure that dirt build-up MEASURING GAUGE
will be the most worn. does not interfere with
WEAR LIMITS FOR D6D TRACK TYPE the reading. Check at several locations. The ends
New roller. ................................... 8.26" (210.0mm) of the track slides tend to wear first. The slides
75% worn .................................... 7.64" (194.0mm) should be replaced if excessive wear is found.
100% worn .................................. 7.36" (187.0mm)
WEAR LIMITS FOR FH400 TRACK TYPE 'A'
New roller. ................................... 7.87" (200.0mm)
75% worn .................................... 7.42" (188.5mm)
100% worn .................................. 6.97" (177.0mm)
'A'
IDLER WEAR
Measure the idler wheel side diameters (tread
contact surface) at several points to obtain the worst
wear condition. Position a depth gauge or measuring
tape as close as possible toward the centre of the
idler with the gauge flat on the centre flange and
845-32 TRACK SLIDE WEAR
parallel to the idler shaft.
CHAIN LINK
•
CHECK • CHAIN LINK
BUSHING
THIS
DIMENSION • TRACK
• GUIDE
TRACK
SLIDE
BERC-7 MEASURING IDLER WEAR
SECTION A - A
845-33
WEAR LIMITS FOR D6D TRACK TYPE
New idler dimension ...................... 0.85" (22.0mm) The wear occurs on the top of the track slide as
100% wear .................................... 1.18" (30.0mm) the chain links slide along and this wear will
reduce the clearance between the track guide and
the chain link bushings. When this clearance
disappears the chain link bushings will start to
wear.
11.44
SECTION 12 - BOOM FUNCTIONS

APRIL 2004
ADJUST OIL FLOW TO CYLINDERS (CYLINDER CYCLE TIMES ............ 12.8
BOOM SYSTEM DESCRIPTION
'ER' BOOM SYSTEM ...................................................................... 12.2, 12.6
STANDARD BOOM SYSTEM .................................................................. 12.2
CONTROL VALVE
NONE LEVELLING ..................................................... 12.3, 12.7, 12.8, 12.9
CYLINDER CYCLE TIMES, TYPICAL ......................................................... 12.8
LOAD SENSING .......................................................................................... 12.3 SEE ALSO SECTION 9
PRESSURE SETTINGS, PORT RELIEF VALVES ...................................... 12.6
SCHEMATIC DIAGRAMS
ER BOOM SYSTEM WITH LATER STYLE PUMP .................................. 12.5
STANDARD BOOM SYSTEM WITH EARLIER STYLE PUMP ................ 12.4
TILT CYLINDER (ROD END) FLOW ADJUSTMENT ................................ 12.10
TILT CYLINDER FLOW ADJUSTMENT .......................................... 12.3, 12.10
Tigercat 860/870/L870 Feller Buncher Boom functions
BOOM SYSTEM DESCRIPTION 'ER' BOOM SYSTEM
Two identical "hoist" cylinders are used to raise and An additional REACH cylinder, located alongside the
lower the main boom. STICK cylinder, is plumbed into the HOIST or MAIN
boom cylinder circuit in such a way that allows the
There are two sizes of cylinder available for the boom system to be controlled by a single movement
"hoist" function. of the LEFT and RIGHT joystick levers.
STANDARD CYLINDERS have a 110 mm diameter 860-01.AI
bore.
OPTIONAL "lift" cylinders are 120 mm dia. bore to
provide increased lift capacity of the boom system.
Two identical cylinders with a 110 mm dia. bore are
used side by side in the "stick" position. See ER
BOOM SYSTEM for operational details.
There are two sizes of cylinder available for the
"head tilt" function. The STANDARD cylinder has a PUSH LEFT JOYSTICK FORWARD TO MOVE
120 mm bore dia. and the OPTIONAL cylinder has FELLING HEAD AWAY FROM MACHINE
a 130 mm bore dia. to provide increased retaction Simply pushing the LEFT joystick FORWARD
force. moves the boom straight out or pulling back on the
joystick moves the head in towards the machine.
These cylinders receive oil from the main pump via
The right joystick lever moves the boom system UP
three spool sections on the main Linde hydraulic
or DOWN.
valve.
860-01.AI
Two joystick handles in the cab control the
movement of each cylinder by directing pilot oil to
the pilot end caps on each end of the appropriate
spool sections on the main Linde valve manifold to
shift the spool and move the cylinder(s).
PULL LEFT JOYSTICK BACK TO MOVE

FELLING HEAD IN TOWARDS THE MACHINE
For additional information regarding SAFETY and
OPERATING INSTRUCTIONS, Refer to ER BOOM
SYSTEM in SECTION 1 of THIS MANUAL and
SECTION 2 in the OPERATOR'S MANUAL.
12.2
BOOM CONTROL VALVE TILT FORWARD too fast. Tilting forward too fast
can cause oil to cavitate in the base end of the tilt
The boom, stick and tilt spool sections each have
cylinder.
port relief valves with anti-cavitation features.
For adjusting procedure refer to TILT CYLINDER
These protect the circuit from abnormally high
(ROD END) FLOW ADJUSTMENT in THIS
pressures induced by the working load.
SECTION.
Adjustable spool travel stops on each pilot end
To adjust the relief valves, Refer to SET MAIN
cap of the spool sections can be adjusted to limit
BOOM, STICK AND TILT PORT RELIEF VALVES
spool travel and control the flow of oil to the
in THIS SECTION.
cylinder(s). Controlling the flow of oil to the
cylinders also controls the operating speed. To adjust oil flow, Refer to ADJUST OIL FLOW
TO CYLINDERS in THIS SECTION.
An additional flow control adjusting screw
(restrictor) located on the under side of the main LOAD SENSING\ENGINE ANTI-STALL
Linde valve manifold is used to regulate the flow
The boom hydraulics along with the swing and
of return oil from the rod end of the TILT cylinder.
track drive circuits are all under the control of the
This adjustment is to compensate for the weight load sensing system incorporated into the main
of trees in the felling head causing the head to hydraulic circuit.
For a full description of the main hydraulic system
including load sensing, the main pump and the
main control valve, Refer to SECTION 4 in THIS
UNDERSIDE MANUAL.
OF LINDE
MAIN VALVE
MANIFOLD For a full description of the engine anti-stall, Refer
to SECTION 9 in THIS MANUAL.
• TILT CYLINDER For a full description of the pilot system including
RESTRICTION the joystick handles, Refer to SECTION 5 in THIS
ADJUSTMENT
•• SCREW MANUAL.
TILT CYL. FLOW

120-15A ADJUSTING SCREW
MAIN BOOM 'DOWN' FLOW STICK 'IN' FLOW TILT 'BACK' FLOW
ADJUSTING SCREW ADJUSTING SCREW ADJUSTING SCREW
MAIN BOOM 'UP' STICK 'OUT' PORT TILT 'FORWARD' CONTROL
PORT CONNECTION CONNECTION PORT CONNECTION VALVE
MANIFOLD
• •• ••
••
A •• A A •• A A
•• A
B B B B
B B
• • •
MAIN BOOM 'DOWN'

•• STICK 'IN' PORT
• •• TILT 'BACK'
PORT CONNECTION CONNECTION PORT CONNECTION
STICK 'OUT' FLOW TILT 'FORWARD' FLOW

MAIN BOOM 'UP' FLOW ADJUSTING SCREW
870-D52 MAIN CONTROL VALVE FLOW ADJUSTING SCREWS
12.3
'STANDARD' BOOM SYSTEM HYDRAULIC CIRCUIT

860-62 WITH EARLIER STYLE PUMP
12.4
'ER' BOOM SYSTEM HYDRAULIC CIRCUIT

860-63 WITH LATER STYLE PUMP
12.5
SET MAIN BOOM, STICK AND TILT
WARNING PORT RELIEF VALVES
'ER' BOOM SYSTEM NOTE: Constant loosening and tightening of
the locknut (sealnut) on the port relief valve
When setting up a machine equipped with adjusting screws will eventually cause the
an (ER) boom system, the following points seal in the nut to break down and leak.
must be noted. Because of this it is best to keep the adjusting
The main and stick boom cylinder circuits are procedure brief.
connected hydraulically. Thus, disconnecting a 1. Ensure hydraulic oil is at operating
hydraulic line to any boom cylinder may cause temperature.
either boom to move unexpectedly. The boom
2. Connect a 0-10,000 psi pressure gauge on
may also move unexpectedly if a port relief
'P' test port of Linde main valve manifold.
adjusting screw is unscrewed
(counterclockwise) too far and the pressure HIGH 'P' GAUGE
TEST PORT
drops below that which is required to hold the PRESSURE
LIMITING
weight of the boom and head. Ensure that the CONTROL 'LS' GAUGE
TEST PORT
attachment is resting squarely on a solid
footing, tank pressure is relieved and engine is
shut off before disconnecting any hydraulic
•• •
lines. See FIG. 1.
Also note that because of the hydraulic
•
connection between the main boom and ER
cylinders, the ER cylinder can overpower the
stick cylinder under certain conditions, causing
the stick boom to move unexpectedly. This
most often occurs when setting the MAIN GAUGE TEST PORTS ON
BOOM UP relief valve, causing the stick to 870-D54 LINDE MAIN VALVE MANIFOLD
extend, but it may also happen at other times if
3. Start engine and set throttle speed to IDLE
the relief settings are not correct. Ensure that
position. NOTE; It may be necessary to
all personnel and equipment are clear of the
increase the engine RPM sufficiently to
boom path and that there is sufficient overhead
prevent the engine from stalling.
clearance for the head to rise before making
any adjustments. 4. Lower LEFT armrest and press PILOT
RESET switch to activate pilot system.
STICK CYLINDERS
FULLY EXTENDED 5. Place ANTI-STALL switch in OFF position.
6. Turn port relief valve adjusting screws for
functions being set fully IN (clockwise). Do
• not overtighten or breakage will result.
TIP OF STICK PILOT
BOOM FULLY
SUPPORTED
SPOOL TRAVEL
STOP
• 19mm WRENCH
•• END CAP
870B-02 SERVICE POSITION FIG.1

• 6mm ALLEN KEY
••
ADJUSTING SCREW
• 5mm ALLEN KEY ••
LOCKNUT
• 17mm
••
WRENCH
PORT RELIEF
••
VALVE
MAIN
VALVE
BODY ••
12.6
7. With the aid of an assistant, bottom out the begins to subside or until engine stops lugging.
cylinder of the function being set and adjust L.S.
10. Tighten locknut on adjusting screw taking care
pressure relief valve on Linde main valve
NOT to turn the adjusting screw at the same
manifold to 4700 psi on pressure gauge at 'P'
time.
port. Tighten locknut on adjusting screw.
11. Check the setting again by ensuring that the
MAIN BOOM PORT RELIEFS:
hissing noise is still absent after tightening the
NOTE: When making these relief adjustments, locknut.
the upper frame should be positioned with the
boom in the straight ahead position between the 12. With an assistant holding R.H. joystick in MAIN
tracks. BOOM DOWN position (fully retracted), loosen
locknut on the main boom DOWN port relief
WARNING valve cartridge and slowly unscrew adjusting
screw (counterclockwise) until oil can be heard
When adjusting the port relief valves, the (hissing noise) flowing through the relief valve or
boom will fall if the relief adjusting screw is engine begins to lug slightly.
unscrewed (counterclockwise) out too far.
13. Slowly raise setting (clockwise) until hissing
8. With an assistant holding R.H. joystick in MAIN noise stops or until engine stops lugging.
BOOM UP position (fully extended), loosen NOTE: Observe the pressure gauge at 'P' port
locknut on the main boom UP port relief valve when making these adjustments, it will fall and
cartridge and slowly unscrew adjusting screw rise as the adjusting screw is being turned and
(counterclockwise) until oil can be heard should show 4700 psi as the hissing sound
(hissing noise) flowing through the relief valve or begins to subside or until engine stops lugging.
engine begins to lug slightly.
14. Tighten locknut on adjusting screw taking care
9. Slowly raise setting (clockwise) until hissing NOT to turn the adjusting screw at the same
noise stops or until engine stops lugging. time.
NOTE: Observe the pressure gauge at 'P' port 15. Check the setting again by ensuring that the
when making these adjustments, it will fall and hissing noise is still absent after tightening the
rise as the adjusting screw is being turned and locknut.
should show 4700 psi as the hissing sound
MANIFOLD
• •• ••
••
A •• A A •• A A
•• A
B B B B
B B
• • •
MAIN BOOM 'DOWN'


12.7
STICK AND TILT PORT RELIEFS MAIN BOOM CYLINDERS;
16. Repeat steps 6 thru' 15 to set the port relief 5. Fully retract both cylinders.
valves for the STICK 'IN' and 'OUT' and the TILT
6. Place MAIN BOOM joystick lever in 'FULL UP'
'FORWARD' and 'BACK' functions.
position and fully ** extend cylinders. Record
17. Readjust L.S. pressure relief valve on Linde cycle time from stop to stop.
main valve manifold to read 4300 psi on
7. Place MAIN BOOM joystick lever in 'FULL
pressure gauge at 'P' port (4000 psi at 'LS' port).
DOWN' position and fully ** retract cylinders.
Refer to SET LOAD SENSE RELIEF VALVE in
Record cycle time from stop to stop.
STICK BOOM CYLINDER;
18. Stop engine, remove all gauges and reinstall
plugs and caps. 8. Repeat steps (5), (6) and (7) using STICK
BOOM joystick lever.
ADJUST OIL FLOW TO CYLINDERS (CYLINDER TILT CYLINDER;
CYCLE TIMES) NOTE: Before the TILT cylinder cycle times can
NOTE: Constant loosening and tightening of the be recorded, the rod end flow control adjusting
locknut (sealnut) on the adjusting screws will screw must first be set correctly.
eventually cause the seal in the nut to break See TILT CYLINDER (ROD END) FLOW
down and leak. Because of this it is best to keep ADJUSTMENT in THIS SECTION.
the adjusting procedure brief.
9. Repeat steps (5), (6) and (7) using TILT joystick
1. Ensure hydraulic oil is at operating lever.
temperature.
** When extending or retracting the cylinders to
2. Start engine and set throttle speed to FULL record the time stop the cylinder just before it
position. gets to the end of it's stroke rather than let it
3. Lower LEFT armrest and press PILOT RESET bottom out and impose unnecessary loads on
switch to activate pilot system. the cylinder parts and boom structures.
4. Place ANTI-STALL switch in OFF position.
MANIFOLD
• •• ••
••
A •• A A •• A A
••
B B B B
B
• • •
MAIN BOOM 'DOWN'


870-D52 MAIN CONTROL VALVE FLOW ADJUSTING SCREWS - NONE LEVELLER
12.8
TYPICAL CYLINDER CYCLE TIMES CYLINDER CYCLE TIMES - 860/870
CONVENTIONAL
BOOM FUNCTIONS ER BOOM
See chart for recommended factory settings. Ensure BOOM
hydraulic oil is at operating temperature. Do not MAIN BOOM UP 5. Sec. 10 sec.
MAIN BOOM DOWN 8 sec. 14 sec.
over adjust to provide faster cycle times, this will STICK BOOM OUT N/A 7 sec.
increase stress on boom components and hydraulic STICK BOOM IN N/A 7 sec.
system. BOOM OUT 4.0 sec. N/A
BOOM IN 4.5 sec. N/A
Set times; Loosen locknut on spool travel stop TILT FORWARD 4.0 sec. 5.0 sec.
adjusting screw on Linde main control valve and TILT BACK 4.0 sec. 5.0 sec.
30° WRIST RIGHT 2.5 sec. 2.5 sec.
turn adjusting screw IN (clockwise) to SLOW
30° WRIST LEFT 2.5 sec. 2.5 sec.
DOWN and OUT (counterclockwise) SPEED UP†. 340° WRIST RIGHT 12 sec. 12 sec.
Tighten locknut on adjusting screw and re-check 340° WRIST RIGHT 12 sec. 12 sec.
times. 2 CYL. WRIST RIGHT 6 sec. 6 sec.
90° ROTATION
† IMPORTANT, OVER ADJUSTING: If the adjusting 2 CYL. WRIST LEFT 6 sec. 6 sec.
screw is turned TOO FAR OUT, the valve spool will 90° ROTATION
LEVEL FORE * 8 sec. 8 sec.
travel beyond the optimum position for maximum oil LEVEL AFT * 8 sec. 8 sec.
flow. This will cause the cycle time to INCREASE
*NOTE: To set the level FORE speed, adjust the PORT 'A' spool travel stops for
and the boom will begin to SLOW DOWN. In this BOTH leveller valves on the Linde main valve manifold. This will ensure that BOTH
case turn the adjusting screw back IN and repeat levelling cylinders move together at the SAME SPEED. Do the same for the AFT
speed setting by adjusting BOTH PORT 'B' spool travel stops.
the adjustment procedure. Do not turn the adjusting The level LEFT/RIGHT times will be a product of these spool travel stop settings
screw more than 10 turns from centre. and no further adjustments are required.
PORT CONNECTIONS:
To adjust the flow rate at 'A' PORTS, use adjusting
screw located at BOTTOM of valve and vice-versa
for 'B' ports. See figs. 870-D52 and 870-D57.
In almost all cases the 'B' ports (bottom ports) are
connected to the rod end of the cylinders and the
'A' ports (top ports) are connected to the base end
of the cylinders. § This rule was reversed for the LH
levelling cylinder on earlier L870 machines.
MAIN BOOM 'DOWN' FLOW STICK 'IN' FLOW TILT 'BACK' FLOW ADJUSTING
ADJUSTING SCREW ADJUSTING SCREW FLOW § FLOW ADJUSTING SCREW, RH
ADJUSTING SCREW, LH LEVELLING LEVELLING CYL.
SCREW CYL. BASE END ROD END
§ LH LEVELLING CYL.
ROD END ON LATER
MACHINES
•• •• • •
•
A A A A A A
B A
B B B B B
STICK 'OUT' § FLOW ADJUSTING SCREW, B

MAIN BOOM 'UP' FLOW FLOW TILT 'FORWARD' LH LEVELLING CYL. ROD END
ADJUSTING SCREW ADJUSTING FLOW ADJUSTING § LH LEVELLING CYL. BASE
SCREW SCREW END ON LATER MACHINES
870-D57 FLOW ADJUSTING
SCREW, RH LEVELLING
MAIN CONTROL VALVE FLOW ADJUSTING SCREWS - LEVELLER CYL. BASE END
12.9
TILT CYLINDER (ROD END) FLOW AND 7. Loosen locknut on restriction adjustment
SPEED ADJUSTMENT screw. While holding joystick in the fully TILT
FORWARD position, observe pressure gauge
This adjusting screw restricts the flow of oil
and record the TILT travel speed from stop to
leaving the rod end of the TILT cylinder when
stop**. Use the restriction adjustment screw
tilting FORWARD.
to adjust the speed and use the spool travel
stop adjustment on the main control valve to
maintain 800-1000 psi pump pressure.
UNDERSIDE If the TILT speed is too fast, screw restriction
OF LINDE
MAIN VALVE adjustment screw IN. If the TILT speed is too
MANIFOLD slow, screw the restriction adjustment screw
OUT.
•• TILT CYLINDER If the pump pressure reading is too low
RESTRICTION
ADJUSTMENT increase flow by screwing TILT spool travel
•• SCREW stop adjusting screw (bottom adjuster) OUT.
TILT CYL. FLOW Or if the pressure is too high, decrease the
120-15A ADJUSTING SCREW flow by screwing the adjusting screw IN.
NOTE: The Tilt restriction and (to a lesser
When correctly set, this restriction will prevent
extent) the spool travel stop adjustment both
cylinder damage.
affect the TILT forward speed. Similarly, the
1. Ensure hydraulic oil is at operating TILT restrictor has a small affect on the pump
temperature. pressure. Alternate between adjustments
making moderate changes until the desired
2. Connect a 0-5000 psi pressure gauge on 'P'
speed and pressure ranges are achieved.
test port of Linde main valve manifold.
8. Tighten locknut on restriction adjustment
HIGH 'P' GAUGE
PRESSURE TEST PORT screw taking care NOT to turn the adjusting
LIMITING screw at the same time.
CONTROL 'LS' GAUGE
TEST PORT
9. Check the pressures again after tightening
the locknut.
•• • 10. Stop engine and remove gauge.

• ** When extending or retracting the cylinders
to record the time stop the cylinder just before
it gets to the end of it's stroke rather than let it
bottom out and impose unnecessary loads on
the cylinder parts and boom structures.
GAUGE TEST PORTS ON

870-D54 LINDE MAIN VALVE MANIFOLD
3. Start engine and set throttle speed to FULL
position.
4. Lower LEFT armrest and press PILOT
RESET switch to activate pilot system.
6. Raise boom and place felling head in fully
TILT BACK position (cylinder fully retracted).
12.10
SECTION 13 - LEVELLING
APRIL 2004
CIRCUIT DESCRIPTION ............................................................................. 13.8
CONTROL VALVE
ADJUST OIL FLOW TO CYLINDERS .................................................... 13.14
DESCRIPTION ......................................................................................... 13.4
PORT CONNECTIONS, VARIATIONS .................................................. 13.15
SET LEVELLING PORT RELIEF VALVES ............................................. 13.11
COUNTERBALANCE VALVE ...................................................................... 13.5
OPERATING DESCRIPTION ................................................................... 13.5
CYLINDER CYCLE TIMES, TYPICAL ....................................................... 13.15
ENGINE ANTI-STALL/LOAD SENSING ...................................................... 13.4 SEE ALSO SECTION 4
LEVELLING CIRCUIT DESCRIPTION ......................................................... 13.8
LEVELLING PILOT MANIFOLD ................................................................... 13.2
OPERATING DESCRIPTION ................................................................... 13.2
PRESSURE REDUCING VALVE ............................................................. 13.3
PRESSURE REDUCING VALVE, SET PRESSURE ................................ 13.9
RELIEF VALVE ......................................................................................... 13.3
SOL. OPERATED VALVES ...................................................................... 13.2
LEVELLING SYSTEM DESCRIPTION ........................................................ 13.2
LOAD SENSING/ENGINE ANTI-STALL ...................................................... 13.4 SEE ALSO SECTION 9
LUBRICATING CYLINDERS AND PINS ................................. SEE SECTION 3
PRESSURE REDUCING VALVE, LEVELLING PILOT MANIFOLD ............. 13.3
SCHEMATIC DIAGRAMS
COUNTERBALANCE VALVE ................................................................... 13.5
LEV. CIRC. S/N UP TO 870T0499 & 87021001- 87021160 ..................... 13.6
LEVELLING CIRCUIT S/N 87021161 AND UP ........................................ 13.7
LEVELLING PILOT MANIFOLD ............................................................... 13.3
UNDERCARRIAGE ASSEMBLY, LEVELLING ............................................ 13.2
Tigercat 860/870/L870 Feller Buncher Levelling
LEVELLING SYSTEM DESCRIPTION For additional information regarding SAFETY and
OPERATING INSTRUCTIONS, Refer to
The levelling function is operated by thumb
SECTION 1 of THIS MANUAL and SECTION 2 in
switches on the joysticks. For operating
the OPERATOR'S MANUAL.
instructions refer to JOYSTICKS in the
OPERATOR'S MANUAL for THIS MACHINE.
LEVELLING PILOT MANIFOLD
The levelling function is controlled by the levelling
The levelling pilot manifold supplies pilot oil at a
pilot manifold which directs pilot oil to the two
lower pressure (260 psi.) to the levelling circuit:
levelling sections of the Linde main hydraulic valve.
• Tilt right levelling (C1) + (C4) Sol. valves
Two levelling cylinders are used to operate the
• Tilt back levelling (C1) + (C2) Sol. valves
levelling function. The left hand levelling cylinder
• Tilt left levelling (C2) + (C3) Sol. valves
tilts the upper frame forward and backward (FORE
• Tilt forward levelling (C3) + (C4) Sol. valves
and AFT). The right hand levelling cylinder tilts the
upper frame LEFT and RIGHT. Each cylinder is OPERATING DESCRIPTION
equipped with a counterbalance valve for crossline The levelling pilot manifold consists of a one
relief and load holding. During levelling however, piece manifold block into which a PRESSURE
the two cylinders are always operating in REDUCING VALVE and a PRESSURE RELIEF
synchronization with each other in order to provide VALVE are installed.
a level platform.
Four solenoid operated pilot valves are installed in
NOTE: All tilt directions (left, right, forward and outlet ports C1 through C4. A quick disconnect
backward) in this section refer to direction of tilt test port fitting is installed in port P2 to attach a
when the operator is facing the front of the machine pressure gauge during set-up procedures.
(toward the idler).
ROTARY MANIFOLD
LH LEVELLING
UNDERCARRIAGE CYLINDER FOR/AFT LEVELLING
MOVEMENT ASSEMBLY
IDLER
ASSEMBLY
RH LEVELLING
CYLINDER
SIDE TO SIDE
• MOVEMENT
•
•
•
•
•
•
• • •
INSPECTION
COVERS
• LOWER
ROLLERS
•
•
DRIVE MOTOR
•
TRACK • TRACK
• TRACK DRIVE GUARDS ASSEMBLY
TRACK GEARBOX
GUARDS
DRIVE SPROCKET
860-70 LEVELLING UNDERCARRIAGE ASSEMBLY

13.2
Oil is supplied to the levelling pilot manifold via Note: The RELIEF VALVE is not used for this
the IN port and originates from a 'P2' port on the application. It is factory set and requires no
"main" pilot manifold. adjustment. The RELIEF VALVE must remain at
the factory setting (all the way IN) for proper
Pilot oil to the four solenoid pilot valves first
operation of the levelling circuit.
passes through the pressure reducing valve. The
pressure reducing valve reduces and maintains For complete pressure setting instructions, refer
the levelling pilot pressure on the output side of to LEVELLING PILOT MANIFOLD PRESSURE
the levelling pilot manifold to a pre-set value of SETTINGS in THIS SECTION.
260 psi. The RELIEF VALVE, located down
The four solenoid valves control the position of
stream from the PRESSURE REDUCING VALVE
the spool valves to which they are hydraulically
and is not used for this levelling application.
connected. When a solenoid valve is energized,
To adjust the PRESSURE REDUCING VALVE by a switch on a joystick, its spool is shifted and
loosen the jamnut and screw out (counter- pilot oil is directed to one end of a spool valve.
clockwise) the adjusting screw to lower the
When the solenoid is de-energized, a spring
pressure value or screw in the adjusting screw
forces the spool back to the neutral position,
(clockwise) to raise the pressure value. Re-
blocking the pressure side and opening the pilot
tighten jamnut.
line back to tank. There are no adjustments on
the solenoid valves.
GAUGE TEST PORT RELIEF VALVE PRESS.

FROM PILOT (NOT USED) REDUCING
MANIFOLD 'P2'
TURN ALL THE VALVE
WAY 'IN' 260PSI
TO LEFT TO RIGHT TO LEFT TO RIGHT
CYLINDER CYLINDER CYLINDER CYLINDER
BASE END BASE END ROD END ROD END
P2 C4 P2 C3 IN C2 P1 C1 P1 P1
P2
TO TANK
830-27 LEVELLING PILOT MANIFOLD SCHEMATIC
PRESSURE
RELIEF VALVE REDUCING VALVE
SUPPLY FROM PILOT
NOT USED FOR
THIS APPLICATION •• •• (260 PSI)
- 3/4" WRENCH
•
MANIFOLD 'P2' PORT (TURN ALL THE WAY IN)
- 3/4" WRENCH
- 3/16" ALLEN KEY
GAUGE TEST PORT 'P2' - 3/16" ALLEN KEY
TO TANK
•• ••
••
SPARE
SOLENOID
• •• •• •• •
(NOT ON LEFT RIGHT LEFT RIGHT
EARLIER CYLINDER CYLINDER CYLINDER CYLINDER
MACHINES) BASE END BASE END ROD END ROD END
860-69 LEVELLING PILOT MANIFOLD
13.3
LEVELLING CONTROL VALVE LOAD SENSING\ENGINE ANTI-STALL
The levelling spool sections of the Linde main The levelling hydraulics along with the booms,
control valve each have port relief valves with swing and track drive circuits are all under the
anticavitation features. These protect the circuit control of the load sensing system incorporated
from abnormally high pressures induced by the into the main hydraulic circuit.
load.
Adjustable spool travel stops on each pilot end including load sensing, the main pump and the
cap of the spool sections can be adjusted to limit Linde main control valve, Refer to SECTION 4 in
spool travel and control the flow of oil to the THIS MANUAL.
cylinder, which in turn controls the operating
For a full description of the engine anti-stall, Refer
speed of the cylinders.
To adjust the port relief valves, Refer to SET
For a full description of the pilot system including
MAIN LEVELLING PORT RELIEF VALVES in
the joystick handles, Refer to SECTION 5 in THIS
THIS SECTION.
MANUAL.
To adjust oil flow, Refer to ADJUST OIL FLOW
TO CYLINDERS in THIS SECTION.
PORT CONNECTIONS:
In almost all cases the 'B' ports (bottom ports) are
'A' ports (top ports) are connected to the base
end of the cylinders. This rule was reversed for
the LH levelling cylinder on earlier L870 machines
with serial numbers 87021001 to 87021160.
LEVELLING VALVE SECTIONS

SEE FIGS 870-66 FOR PORT
CONNECTIONS
••
••
A A A A A A
A
B B B B B B
870-D57 LINDE MAIN CONTROL VALVE - LEVELLER
13.4
COUNTERBALANCE VALVES
A counterbalance valve is mounted on each of the
two levelling cylinders. Each counterbalance valve
consists of a two cavity 90 degree cross piloted
steel body and two adjustable pilot operated
counterbalance valves.
The purpose of each counterbalance valve is to
provide load holding and more precise control of
levelling stability by minimizing creep.
'2A' RELIEF '2B' RELIEF
VALVE VALVE
ADJUSTING ADJUSTING
SCREW SCREW
'VR' PORT •• COUNTERBALANCE

• 830-28 VALVE SCHEMATIC
DRAIN
PORT
'CR' PORT
•• pressure of hydraulic fluid in the cylinders. Oil
entering the counterbalance valves provides pilot
•• ••
'VC' PORT pressure to operate the relief valve in the opposite
line which allows return oil from the cylinders to
•• pass back to the levelling control valve. In addition
there is a second internal pilot line which operates
LEVELLING CROSSLINE the relief valve from the return line to reduce
830-D28 RELIEF VALVE pressure in the return lines when necessary.
OPERATING DESCRIPTION
To tilt left; oil flows proportionally from both the RH
and LH levelling sections of the Linde main control
valve to both the RH and LH levelling cylinders. Oil DANGER
enters the RH cylinder base end and the LH cylinder
Extreme care and attention must be exercised
rod end via the cylinder counterbalance valves
mounted directly to the cylinders.
hydraulic and electrical circuits.
To tilt right; oil flows proportionally from both the Ensure that all personnel not directly associated
RH and LH levelling sections of the Linde main with the servicing are well clear of the machine.
control valve to both the RH and LH levelling The whole upper frame/cab/engine compartment,
cylinders. Oil enters the RH cylinder rod end and boom and attachment can tilt unexpectedly from
the LH cylinder base end via the cylinder side to side or forward and backwards during
counterbalance valves mounted directly to the servicing, creating "pinch points" between the
cylinders. upper frame and track assembly and the ground.
To tilt forward; oil flows proportionally from both
the RH and LH levelling sections of the Linde main
control valve to both the RH and LH levelling
cylinders. Oil enters the LH cylinder base end and
DANGER
the RH cylinder base end via the cylinder
counterbalance valves mounted directly to the
cylinders.
To tilt back; oil flows proportionally from both the
RH and LH levelling sections of the Linde main TO AVOID
control valve to both the RH and LH levelling PERSONAL INJURY
cylinders. Oil enters the LH cylinder rod end and OR DEATH USE
the RH cylinder rod end via the cylinder
SUPPORT BRACE
AS SHOWN
counterbalance valves mounted directly to the WHEN SERVICING.
23526A R0
cylinders.
Counterbalancing is provided by internal crossline
pilot operated relief valves which balance the
13.5
860-67 (19305B R08/16804B R10) LEVELLING CIRCUIT S/N: UP TO 870T0499 AND 87021001 - 87021160
13.6
860-68 (19305B R09/16804B R10) LEVELLING CIRCUIT SERIAL NUMBER 87021161 AND UP
13.7
LEVELLING CIRCUIT DESCRIPTION
DANGER
During levelling, the two levelling cylinders are in
operation at the same time and in synchronization Extreme care and attention must be exercised
with each other in order to provide a level when making adjustments to the levelling
platform. They oppose each other when tilting hydraulic and electrical circuits.
LEFT/RIGHT and work together when tilting Ensure that all personnel not directly associated
FORE/AFT. The LEFT levelling cylinder tilts the with the servicing are well clear of the machine.
upper frame forward and backward (FORE and The whole upper frame/cab/engine compartment,
AFT). The RIGHT levelling cylinder tilts the upper boom and attachment can tilt unexpectedly from
frame LEFT and RIGHT. Each cylinder is side to side or forward and backwards during
equipped with a counterbalance valve for servicing, creating "pinch points" between the
crossline relief and load holding. upper frame and track assembly and the ground.
The levelling hydraulic system is integrated into
the load sensing system or "main hydraulic
system". Two valve sections on the Linde main
valve manifold supply oil to the rod and base ends
DANGER
of the two levelling cylinders.
The levelling pilot manifold with its four solenoid
operated pilot valves supply lower pressure (260
psi.) pilot oil to the pilot end caps of the two valve
TO AVOID
sections on the Linde main valve manifold.
PERSONAL INJURY
Two switches on each of the left and right hand OR DEATH USE
joysticks control all levelling functions and supply SUPPORT BRACE
current to the four solenoid operated pilot valves. AS SHOWN
Pressing the RIGHT switch on the left hand
joystick supplies current through wires GRN118
and GRN 116 to energize solenoid C1 and C4 on
the levelling pilot manifold. This diverts pilot oil to
the 'B' pilot end cap on the RIGHT cylinder control
valve on the Linde main valve manifold as well as
the 'A' pilot end cap on the LEFT cylinder control
valve. Shifting the spools in these valves directs
"system oil" from the main pump to the rod end of
the RIGHT levelling cylinder via ports '4'* on the
rotary manifold and to the base end of the LEFT
cylinder via port '5'* on the rotary manifold. This
will result in tilting the upper frame to the RIGHT.
(*Port numbers on earlier rotary manifolds may
vary)
Pressing the TILT LEFT switch or the FOR and
AFT switches on the right hand joystick perform
similar functions to the TILT RIGHT circuit
description described above to tilt the upper frame
to the LEFT, FORWARD and BACK positions,
following appropriate wire numbers.
13.8
SET LEVELLING PILOT MANIFOLD 5. Start the engine and set the throttle control to
PRESSURE REDUCING VALVE the IDLE position.
1. Park machine on level ground, lower the 6. Lower LEFT armrest and press PILOT
felling head to the ground, engage the swing RESET switch to activate pilot system.
brake and stop engine.
2. Connect a 0-500 psi pressure gauge to the
8. Loosen locknut on pressure reducing valve
test port P2 on the levelling pilot manifold.
adjusting screw and adjust the pressure
3. Ensure that the hydraulic oil temperature is at reducing valve setting to 260 psi. as shown
operating temperature. on pressure gauge at 'P2' port.
4. The relief valve is not used for this 9. Stop engine.
application. This valve requires no
10. Remove all pressure gauges and reinstall all
adjustment and should remain at the factory
plugs and caps.
setting (turned all the way IN) for proper
operation of the levelling function.
PRESSURE
RELIEF VALVE REDUCING VALVE
SUPPLY FROM PILOT
NOT USED FOR
THIS APPLICATION • • (260 PSI)
- 3/4" WRENCH
•
MANIFOLD 'P2' PORT (TURN ALL THE WAY IN)
- 3/4" WRENCH
- 3/16" ALLEN KEY
GAUGE TEST PORT 'P2' - 3/16" ALLEN KEY
TO TANK
•• •
••
SPARE
SOLENOID
•• • • • •
(NOT ON LEFT RIGHT LEFT RIGHT
EARLIER CYLINDER CYLINDER CYLINDER CYLINDER
MACHINES) BASE END BASE END ROD END ROD END
860-69 LEVELLING PILOT MANIFOLD
13.9
SET COUNTERBALANCE VALVE NOTE: Each valve is factory set and should
PRESSURES require no further adjustment.
DANGER If adjustment is required counterbalance valves

must be set manually per the following
Extreme care and attention must be exercised instructions.
hydraulic and electrical circuits on this machine. 1. Park machine on level ground, lower the
Ensure that all personnel not directly associated felling head to the ground, engage the swing
with the service work are well clear of the machine. brake and stop engine. Turn battery
The whole upper frame, boom and attachment can disconnect switch off. Install levelling cylinder
tilt unexpectedly from side to side or forward and support brace to prevent tilting of the upper
backwards during servicing, creating "pinch frame during this procedure.
points" between the upper frame and track 2. Access the levelling counterbalance relief
assembly and the ground. valves located on the levelling cylinders.
'2A' RELIEF '2B' RELIEF
DANGER VALVE
ADJUSTING
SCREW
VALVE
ADJUSTING
SCREW
'VR' PORT ••
•
DRAIN
PORT
'CR' PORT ••
TO AVOID
PERSONAL INJURY • ••
'VC' PORT
OR DEATH USE
SUPPORT BRACE •
AS SHOWN
23526A R0 WHEN SERVICING. LEVELLING CROSSLINE
830-D28 RELIEF VALVE
3. Loosen locknut on a '2A' counterbalance relief

valve and turn the adjusting screw all the way
IN (turning clockwise).
4. Turn the adjusting screw OUT 5 1/2 turns
(turning counter clockwise). Tighten locknut
on adjusting screw taking care not to turn the
adjusting screw itself. This will set the relief
valve at approximately 5600 psi.
5. Repeat steps 3 and 4 for the '2B'
counterbalance relief valve.
6. Repeat steps 3 to 5 for the counterbalance
valve on the other cylinder (total of 4 reliefs, 2
on each counterbalance valve).
LUBRICATING CYLINDERS AND PINS

Refer to LUBRICATION SCHEDULE AND
DIAGRAM in SECTION 3 of THIS MANUAL.
13.10
SET LEVELLING PORT RELIEF VALVES
DANGER
NOTE: Constant loosening and tightening of the
locknut (sealnut) on the port relief valve Extreme care and attention must be exercised
adjusting screws will eventually cause the seal when making adjustments to the levelling
in the nut to break down and leak. Because of hydraulic and electrical circuits on this machine.
this it is best to keep the adjusting procedure Ensure that all personnel not directly associated
brief. with the service work are well clear of the
machine.
1. Park machine on level ground, lower the felling The whole upper frame, boom and attachment can
head to the ground, engage the swing brake and tilt unexpectedly from side to side or forward and
stop engine. Turn battery disconnect switch off. backwards during servicing, creating "pinch
Install levelling cylinder support brace to prevent points" between the upper frame and track
tilting of the upper frame during this procedure. assembly and the ground.
temperature.
3. Connect a 0-5000 psi pressure gauge on 'P'
test port of Linde main valve manifold.
DANGER
LS PRESSURE
HIGH RELIEF VALVE
PRESSURE
LIMITING
CONTROL
• 'LS' GAUGE
TEST PORT
TO AVOID
PERSONAL INJURY
OR DEATH USE
• SUPPORT BRACE
•• AS SHOWN
•• 23526A R0 WHEN SERVICING.
'P' GAUGE 6. Place ANTI-STALL switch in OFF position.

TEST PORT
7. Turn port relief valve adjusting screws for
functions being set fully IN (clockwise). Do not
GAUGE TEST PORTS AND LS. RELIEF overtighten or breakage will result.
870-D54 ON LINDE MAIN VALVE MANIFOLD
SPOOL TRAVEL PILOT
4. Start engine and set throttle speed to IDLE STOP END CAP
position. NOTE; It may be necessary to
• 19mm WRENCH
• 6mm ALLEN KEY
•
increase the engine RPM sufficiently to prevent •
ADJUSTING SCREW
the engine from stalling. • 5mm ALLEN KEY
•
switch to activate pilot system. LOCKNUT •
• 17mm
LEVELLING VALVE SECTIONS WRENCH
CONNECTIONS
•
PORT RELIEF
• VALVE
MAIN
• VALVE
BODY
•

A A
A 8. With the aid of an assistant, bottom out the
B B cylinder of the function being set and adjust
L.S. pressure relief valve on Linde main valve
B manifold to 4700 psi on pressure gauge at 'P'
870-D57 port. Tighten locknut on adjusting screw.
LINDE MAIN CONTROL VALVE - LEVELLER
13.11
RH LEVELLING
WARNING CYL. BASE END LH LEVELLING
CYL. ROD END
If the port relief adjusting screw is unscrewed
(counterclockwise) out too far when adjusting the • •
port relief valves, levelling cylinders will move
causing an unexpected tilt of the upper frame
assembly.
RH LEVELLING CYLINDER PORT RELIEFS:
NOTE: When making these relief
adjustments, the upper should be positioned
with the boom in the straight ahead position
and the attachment raise off the ground
sufficiently to allow for tilting the upper frame
FORWARD.
• •
RH LEVELLING LH LEVELLING
9. With an assistant operate the LH joystick CYL. ROD END CYL. BASE END
LEFT levelling switch (RIGHT levelling
cylinder fully extended). LINDE MAIN CONTROL VALVE - LEVELLING FUNCTIONS
S/N: UP TO 870T0499
870-D66 S/N:87021001 TO 87021160
10. Loosen locknut on the RH cylinder base end
port relief valve cartridge and slowly unscrew RH LEVELLING LH LEVELLING
CYL. BASE END
adjusting screw (counterclockwise) until oil CYL. BASE END
can be heard (hissing noise) flowing through
the relief valve or engine begins to lug • •
slightly.
11. Slowly raise setting (clockwise) until hissing
noise stops or until engine stops lugging.
NOTE: Observe the pressure gauge at 'P'
port when making these adjustments, it will
fall and rise as the adjusting screw is being
turned and should show 4700 psi as the
hissing sound begins to subside or until
engine stops lugging.
•• ••
RH LEVELLING LH LEVELLING
12. Tighten locknut on adjusting screw taking CYL. ROD END CYL. ROD END
care NOT to turn the adjusting screw at the
same time. LINDE MAIN CONTROL VALVE - LEVELLING FUNCTIONS
870-D66 S/N: 87021161 AND UP
hissing noise is still absent after tightening 16. Slowly raise setting (clockwise) until hissing
the locknut. noise stops or until engine stops lugging.
14. With an assistant holding LH joystick RIGHT NOTE: Observe the pressure gauge at 'P' port
levelling switch (RIGHT levelling cylinder fully when making these adjustments, it will fall and
retracted) function (fully retracted). rise as the adjusting screw is being turned
and should show 4700 psi as the hissing
15. Loosen locknut on the RH cylinder base end sound begins to subside or until engine stops
port relief valve cartridge and slowly unscrew lugging.
adjusting screw (counterclockwise) until oil
can be heard (hissing noise) flowing through 17. Tighten locknut on adjusting screw taking care
the relief valve or engine begins to lug NOT to turn the adjusting screw at the same
slightly. time.
hissing noise is still absent after tightening the
locknut.
13.12
LH LEVELLING CYLINDER PORT RELIEFS
19. Repeat steps 9 through' 18 to set the port relief
valves for the LH levelling cylinder functions.
20. Readjust L.S. pressure relief valve on Linde
main valve manifold to read 4300 psi on
pressure gauge at 'P' port (4000 psi at 'LS'
port). Refer to SET LOAD SENSE RELIEF
VALVE in SECTION 4 of THIS MANUAL.
21. Stop engine, remove all gauges and reinstall
plugs and caps.
13.13
DANGER temperature.
Extreme care and attention must be exercised 2. Start engine and set throttle speed to FULL
when making adjustments to the levelling position.
hydraulic and electrical circuits on this machine.
Ensure that all personnel not directly associated 3. Lower LEFT armrest and press PILOT
with the service work are well clear of the machine. RESET switch to activate pilot system.
The whole upper frame, boom and attachment can 4. Place ANTI-STALL switch in OFF position.
tilt unexpectedly from side to side or forward and
LEVELLING SPEED;
backwards during servicing, creating "pinch
points" between the upper frame and track 5. Fully retract BOTH cylinder.
assembly and the ground.
6. Press the FORE tilt levelling switch and fully
** extend cylinders. Record cycle time from
DANGER stop to stop.

7. Operate the AFT tilt levelling switch and fully
** retract cylinders. Record cycle time from
stop to stop.
CYLINDER CYCLE TIMES
CYLINDER CYL. CYCLE TIMES
TO AVOID
PERSONAL INJURY LEVEL - 'FORWARD' ......... 8 SEC. FULL EXTN.
OR DEATH USE LEVEL - 'BACK' ................. 8 SEC. FULL RET.
SUPPORT BRACE 8. Adjust the valve spool travel stops to achieve
AS SHOWN
the time outlined in the chart. NOTE:
Adjustment of the FORE/AFT speed is the
ADJUST OIL FLOW TO CYLINDERS only adjustment required. SIDE to SIDE
(CYLINDER CYCLE TIMES) speeds will be a product of these settings.
NOTE: Some adjustments may be required to
NOTE: Constant loosening and tightening of
ensure that the upper frame does not track
locknut (sealnut) on spool travel stop
RIGHT or LEFT during the FORE/AFT
adjusting screws will eventually cause the
movement.
seal in the nut to break down and leak.
Because of this it is best to keep the adjusting
procedure brief.
LEVELLING VALVE SECTIONS

CONNECTIONS
A A A A A A
A
B B B B B B
870-D57 LINDE MAIN CONTROL VALVE - LEVELLER

13.14
RH LEVELLING ROD END BASE END LH LEVELLING ** When extending or retracting cylinders to
CYL. BASE END FLOW FLOW CYL. ROD END
ADJUST. ADJUST. record the time, stop the cylinder just before it
gets to the end of it's stroke rather than let it
• bottom out and impose unnecessary loads on
•• the cylinder parts and frame structures.
TYPICAL CYLINDER CYCLE TIMES
See chart for recommended factory settings.
Ensure hydraulic oil is at operating
temperature. Do not over adjust to provide faster
cycle times, this will increase stress on boom
components and hydraulic system.
RH LEVELLING
• • Set times; Loosen locknut on spool travel stop
CYL. ROD END
adjusting screw on Linde main control valve and
BASE END ROD END LH LEVELLING turn adjusting screw IN (clockwise) to SLOW
FLOW FLOW CYL. BASE END
ADJUST. ADJUST. DOWN and OUT (counterclockwise) SPEED
LINDE MAIN CONTROL VALVE - LEVELLING FUNCTIONS UP†. Tighten locknut on adjusting screw and re-
S/N: UP TO 870T0499 check times.
870-66 S/N:87021001 TO 87021160
ROD END
† IMPORTANT, OVER ADJUSTING: If the
LH LEVELLING
RH LEVELLING FLOW CYL. BASE END adjusting screw is turned TOO FAR OUT, the
CYL. BASE END ADJUST.
valve spool will travel beyond the optimum
• • position for maximum oil flow. This will cause the
cycle time to INCREASE and the function will
begin to SLOW DOWN. In this case turn the
adjusting screw back IN and repeat the
adjustment procedure.
PORT CONNECTIONS:
To adjust the flow rate at 'A' PORTS, use
adjusting screw located at BOTTOM of valve and
vice-versa for 'B' ports. See figs. 870-66
RH LEVELLING
•• •• In almost all cases the 'B' ports (bottom ports) are
CYL. ROD END BASE END
LH LEVELLING
FLOW CYL. ROD END 'A' ports (top ports) are connected to the base
ADJUST.
end of the cylinders. This rule was reversed for
LINDE MAIN CONTROL VALVE - LEVELLING FUNCTIONS
S/N: 87021161 AND UP the LH levelling cylinder on earlier L870 machines
870-66
with serial numbers 87021001 to 87021160.
13.15
13.16
SECTION 15 - SWING
MAY 2004
ADJUST OIL FLOW TO SWING MOTOR(SWING MOTOR SPEED) ......... 15.5
CROSSLINE RELIEF VALVES .................................................................... 15.4
MAIN CONTROL VALVE
SPOOL TRAVEL STOP ........................................................................... 15.5
PRESSURE SETTINGS .............................................................................. 15.4
SCHEMATIC DIAGRAMS
SWING CIRCUIT, EARLIER STYLE PUMP ............................................. 15.6
SWING CIRCUIT, LATER STYLE PUMP ................................................ 15.7
SWING DRIVE MOTOR SCHEMATIC ..................................................... 15.2
SET SWING MOTOR SPEED ..................................................................... 15.5
SWING BEARING WEAR LIMITS ............................................................. 15.10
SWING DRIVE GEARBOX
BEARING HOUSING DESIGN VARIATIONS .......................................... 15.9
LUBRICATION OF LOWER BEARING .................................................... 15.3
LUBRICATION OF SWING PINION AND SWING BEARING .................. 15.3
SUN GEAR INSTALLATION .................................................................... 15.8
SWING MOTOR REMOVAL FROM GEARBOX .......................................... 15.8
Tigercat 860/870/L870 Feller Buncher Swing
Power is transmitted from the motor to a double
MOTOR reduction planetary gearbox which has a spring-
applied, hydraulic-release, multi-disc brake on the
input shaft. This brake is normally ON. Placing the
CROSSLINE
RELIEF VALVES swing brake switch in the OFF position energizes the
R.H ROTATION ALTERNATE STEEL
BRAKE DISC CONNECTOR/
RELEASE ORIFICE
PORT 'Z' 0.062" DIA
•• L.H. ROTATION
(PLUGGED) FLUSHING
PORT 'T'
FRICTION
DISC FLUSHING
PORT 'U'
•
•• •• ••
• •
• •
1/16" DIA.
SWING ORIFICE
CONNECTOR
•
BRAKE
PORT 'U'
• •
BRAKE
RELEASE
PORT 'Y'
• ••
GEARBOX BK005-8 CROSS SECTION OF SWING BRAKE
CONNECTOR/ GEARBOX
ORIFICE FLUSHING OIL
• 0.062" DIA SUPPLY FROM
OIL COOLER
SWING BYPASS/
111-6 SWING DRIVE GEARBOX BRAKE RETURN
MANIFOLD
SWING DRIVE •
SWING DRIVE HYDRAULIC CIRCUIT
The swing hydraulics along with the booms, track
drive and levelling circuits are all monitored by the FROM
load sensing system incorporated into the main BRAKE
RELEASE
hydraulic circuit. PILOT

including load sensing, the main pump and the
Linde main control valve, Refer to SECTION 4 in • •
THIS MANUAL.
CROSS LINE
For a full description of the engine anti-stall, Refer RELIEF VALVES
For a full description of the pilot system including PRESSURE LINES FROM
the joystick handles, Refer to SECTION 5 in THIS MAIN CONTROL VALVE
MANUAL.
830-16 SWING DRIVE MOTOR SCHEMATIC
The main pump supplies oil to the swing motor via
the swing valve section on the Linde main control swing brake solenoid pilot valve on the pilot manifold
valve manifold. and allows pilot oil pressure to flow to the swing brake
via port 'Y', to release the swing brake.
The swing function is controlled by the left joystick
valve which sends proportional pilot signals to the Port 'Z' contains an internal orifice but the port is
Linde main valve manifold which supplies oil to the plugged and not used.
swing motor. In the event that electrical power is lost to the
The swing motor is a piston motor with crossline solenoid valve or hydraulic pressure to the pilot valve
relief valves mounted on the input end. The is lost, the swing brake will engage (ON)
crossline relief valves provide a cushion to the high automatically.
forces that occur during start and stop of the upper The swing gearbox upper gearing is lubricated by
frame swing function. hydraulic oil which flows from one of the three return
15.2
ports on the wrist/clamps valve into the 'U' port on
the swing drive gearbox. A 1/16 inch orifice/ •
connector installed in the 'U' port regulates the flow SWING
of oil through the gearbox at approximately 1 GPM. DRIVE
GEARBOX
Oil is returned to tank via flushing port 'T'.
The wrist/clamps valve has two other tank ports RELIEF GREASE
that return the bulk of the oil in the clamps circuit FITTING FITTING
back to tank.
LUBRICATION OF SWING DRIVE GEARBOX

LOWER BEARINGS
The cavity in the lower portion of the gearbox where 870-D59 • ••
the two lower bearings are housed is completely LOWER BEARING GREASE/RELIEF
FITTINGS (LATER MACHINES)
filled with grease.
later machines. Grease should purge from the
Using a hand grease gun, pump 5 shots of grease relief fitting leaving the cavity in which the
into the grease fitting located either behind the cab bearings are held completely filled with grease.
on earlier machines or below the swing gearbox on
LUBRICATION OF SWING PINION AND SWING
BOOM BELT BRACKET BEARING
(REAR OF CAB)
To lubricate the swing bearing, apply 10 shots
grease while swinging every 24 hours to one of
•• GREASE
FITTING
SEAT
PEDESTAL
SWING
PINION
GREASE
FITTING
SWING
BEARING
GREASE
FITTING
• •• •
LUBRICATION OF SWING
229-10
•• PINION AND SWING
BEARING
GREASE LINE TO the two grease fittings located on the seat
LOWER BEARING
pedestal in the operator's cab. To lubricate the
•• HOUSING
swing pinion (or teeth) apply 10 shots grease
LOWER BEARING GREASE FITTING every 8 hours while swinging to the other grease
216-12A (EARLIER MACHINES) fitting located on the seat pedestal. The grease
fittings are clearly labelled.
SWING For lubrication schedule, refer to SECTION 3 of
DRIVE
GEARBOX THIS MANUAL.
•• •
RELIEF
FITTING
256-22A LOWER BEARING RELIEF FITTING

(EARLIER MACHINES)
15.3
PRESSURE SETTINGS AND SWING If pressure gauge is installed in 'P' test port,
SPEED ADJUSTMENT reading on gauge would be 3600 psi.
SET CROSSLINE RELIEF VALVES 7. Tighten locknut on each adjusting screw
taking care not to disturb adjusting screw and
WARNING re-check pressure setting before removing
pressure gauge.
The swing brake must be applied at all
times during this procedure. 8. Stop engine, remove gauge and reinstall plug.
1. Ensure that the hydraulic oil is at operating

temperature.
2. Install a 0-5000 psi pressure gauge in the 'L.S.'
test port on the back of the main valve manifold.
LS PRESSURE
HIGH RELIEF VALVE
PRESSURE
LIMITING
CONTROL
•• 'LS' GAUGE
TEST PORT
•
•
•
'P' GAUGE
TEST PORT
GAUGE TEST PORTS AND LS. RELIEF

870-D54 ON LINDE MAIN VALVE MANIFOLD
3. Start engine and place throttle control in FULL.
switch to activate the pilot system.
5. Turn anti-stall switch OFF and the swing brake
ON.
CROSSLINE
RELIEFS
R.H. ROTATION
•••• L.H. ROTATION

•
•• • •
•
ADJUSTING
SCREWS
111-6 CROSSLINE RELIEF VALVES

6. While operating the L.H. joystick lever fully in
both the LEFT and RIGHT directions, loosen
locknut on each crossline relief adjusting screw
and turn adjusting screw until the reading on
pressure gauge in 'L.S.' test port is 3300 psi. for
each direction.
15.4
ADJUST OIL FLOW TO SWING MOTOR NOTE: Constant loosening and tightening of the
(SWING MOTOR SPEED) locknut (sealnut) on the adjusting screws will
eventually cause the seal in the nut to break
SPOOL TRAVEL STOP down and leak. Because of this it is best to keep
ADJUSTING SCREW
• 19MM WRENCH
•• the adjusting procedure brief.
• 6MM ALLEN KEY
ANTI-CAVITATION
•• temperature.
VALVE PILOT 2. Start engine and place engine throttle control in
END CAP
FULL position.
• 3. Lower LEFT armrest and press PILOT RESET
switch to activate the pilot system.
• 4. Raise felling head off ground and place L.H.
joystick lever in 'FULL LEFT' position and rotate
the upper. Record time for one complete
MAIN
VALVE revolution.
BODY
5. Repeat step (4) with L.H. joystick lever in 'FULL
RIGHT' position.
90919-1 MAIN VALVE SPOOL TRAVEL STOP
The recommended factory setting is between 6
and 7 RPM. It should be noted that over
CAUTION adjusting to provide a faster swing speed could
increase the stress on boom components and
Be aware of other personnel in the area. increase the heat load in the hydraulic system.
Operator is responsible for the safe
6. To adjust swing speed;
operation of the machine.
(Refer to main valve photo and fig. 90919-1)
Loosen locknut on spool travel stop adjusting
WARNING screw and turn adjusting screw IN (clockwise) to
Ensure that no one is standing near the slow down and OUT (counterclockwise) speed
attachment during this procedure. up. Tighten locknut on adjusting screw and re-
check times.
SWING 'RIGHT' SWING 'LEFT' PORT HIGH PRESSURE CONTROL

FLOW ADJUSTING CONNECTION LIMITING CONTROL VALVE
SCREW MANIFOLD
•• ••
•
A A A
• A A A
B B B B
B B
•
SWING 'LEFT' FLOW

•• SWING 'RIGHT' PORT
ADJUSTING SCREW CONNECTION

15.5
860-72 SWING SYSTEM HYDRAULIC CIRCUIT WITH EARLIER STYLE PUMP

15.6
860-73 SWING SYSTEM HYDRAULIC CIRCUIT WITH LATER STYLE PUMP

15.7
DISASSEMBLY AND ASSEMBLY OF 5. Assuming that there is no visible damage to
SWING MOTOR FROM GEARBOX the first stage planetary gears, reassemble
the brake assembly back onto the swing drive
When the swing drive motor is removed from the
gearbox and secure it by reusing the six
swing drive gearbox for inspection or repair, there is
M12x30mm hex head bolts. Torque each hex
a possibility that the sun gear may not mesh
head bolt to 62 lbf/ft (84 Nm).
properly with the first stage planetary gears when it
is reinstalled. This will cause premature failure of M12 HEX. BRAKE SUN 'O' RING MOTOR MOTOR
HD. HOUSING GEAR MOUNTING
the swing drive gearbox. RETAINING SURFACE
BOLTS
Installing the sun gear involves lining up all of the •
brake discs so that the outer splines on the sun gear
can slide through the brake discs allowing the • •
bottom gear teeth to mesh properly with the first • 1-5/16"
± 1/16"
stage planet gears.
•
PROCEDURE:
•
1. Remove the swing drive motor from the swing
'O' RING
drive gearbox. •
2. Make alignments mark on the sun gear and
brake housing to facilitate re-assembly of the •
sun gear back into the swing drive gearbox. •
•
FIRST BOTTOM
BRAKE GEAR
SUN GEAR DISCS STAGE TEETH ON
PLANETARY SUN GEAR
GEARS (3)
ALIGNMENT
• BK005-6
VERIFY SUN GEAR IS FULLY INSTALLED
MARKS
6. Reinstall the sun gear into the swing drive
gearbox using the alignment marks made
in step (2). Verify that the sun gear is
properly and fully engaged into the swing
AQ009-4 drive gearbox, i.e.; That the outer splines on
BRAKE HOUSING WITH MOTOR REMOVED the sun gear have passed through all of the
These alignment marks should guarantee that brake discs.
both the brake disc and the first stage planetary
This can be done by measuring the distance
gear teeth will be in alignment with the sun gear
between the swing motor mounting surface
splines and bottom gear teeth, provided nothing
and the top of the flat surface of the sun gear
has moved.
(1 5/16” ± 1/16”).
3. Remove the sun gear from the swing drive
7. Verify that the O-ring is properly seated and
gearbox and inspect the gear teeth at the
secured on the swing motor. If there is any
bottom of the sun gear for abnormal damage or
difficulty in securing it in place, use a small
wear.
amount of petroleum jelly on the O-ring for
If there is no visible damage to the gear teeth, assistance.
proceed to step (6). If there is visible damage
8. Centre the spacer ring on top of the sun gear
to the sun gear, it must be replaced, proceed to
and install the swing drive motor. Torque the
step (4).
two M16 mounting bolts to
4. If the sun gear in step (3) has visible signs of 150 lbf/ft (205 Nm).
damage, then the first stage planetary gears
must also be inspected. Remove the brake
assembly and inspect the first stage planetary
gears for visible damage. If there is no visible
damage, proceed to step (5). If there is visible
damage to the first stage planetary gears, then
the entire swing drive gearbox should be
replaced.
15.8
BEARING HOUSING DESIGN When the gearbox is assembled to the machine
VARIATIONS, SWING DRIVE GEARBOX the lower portion of the bearing housing fits into a
precision bored hole in the upper frame. The
There are three variations of the swing drive
diameter of this bored hole on early machines is
gearbox in use on the Tigercat models 860/870/
230 mm and on later machines is 250 mm. A
L870.
limited number of intermediate design gearboxes
• Early design with a diameter of 230 mm were installed on later
• Intermediate design upper frames that had a spacer ring welded into
the bored hole to reduce the hole diameter down
• Later design to 230 mm. (Spacer ring O/D = 250 mm; I/D = 230
The differences are confined to the lower half of mm.)
the gearbox where the bearings are housed. Refer INTERCHANGEABILITY NOTE: If it becomes
to the 860, 870/L870 parts catalogs for variations necessary to replace the intermediate design
in part numbers. gearbox with the later design gearbox, the spacer
To determine which gearbox is installed on any ring must be removed.
particular machine, refer to the illustration below
which shows three profile illustrations indicating
the shape of lower bearing housing.
M12 HEX
HEAD
RETAINING
BOLTS
TORQUE TO
SWING DRIVE 62 LBF-FT
MOTOR •
M16 HEX HEAD
•
RETAINING BOLTS
TORQUE TO
150 LBF-FT
•
SWING BRAKE
ASSEMBLY
•
GEARBOX
•
LOWER LOWER LOWER

BEARING BEARING BEARING •
HOUSING • HOUSING • HOUSING
•
•
UPPER
FRAME
SPACER
RING
BK010-3 BK010-4 BK010-2
230 mm
230 mm 250 mm
250 mm
EARLY DESIGN INTERMEDIATE DESIGN LATER DESIGN
SWING DRIVE GEARBOX, BEARING HOUSING DESIGN VARIATIONS

15.9
SWING BEARING WEAR LIMITS The following procedure will verify the amount of
wear in the ball race:
It is important that the swing bearing be
periodically inspected for wear. Any significant 1. Position machine with boom fully extended as
wear will be noticeable by observing too much in position 1.
"tilting" of the upper frame relative to the lower 2. Set indicator to zero.
frame. A small amount of designed-in clearance in
the bearing is normal and is present in a new 3. Lower boom as in position 2.
machine. 4. Note tilt reading on indicator.
Too much clearance will affect the backlash 5. Return machine to position 1.
between the ring gear and the drive pinion and if
6. Check to see if reading on indicator has
left unchecked will cause damage to the gear
returned to zero, if not repeat steps 1 thru 4.
teeth and ultimately the swing drive gearbox.
7. Rotate upper frame 90 deg. and repeat
The main cause of wear in the ball race can be
steps 1 thru 6.
due to a lack of lubricant or not following the
proper lubricating procedure. A damaged or 8. The bearing is considered to be worn when
missing peripheral seal will also contribute to early the total play is 0.105" or greater.
wear by allowing dirt particles to enter the ball
race.
Regular inspection of the seal should be carried
out and the proper lubricating procedure should
be followed. Refer to FILTER AND LUBRICATION
SCHEDULE in SECTION 3 of THIS MANUAL.
15.10
Tigercat 860/870/870L Feller Buncher
SECTION 17 - SAW DRIVE

MAY 2004
CIRCUIT DIAGRAM ..................................................................................... 17.7
MOTOR BEGIN OF STROKE. SEE FELLING HEAD MANUAL
MOTOR MINIMUM DISPLACEMENT. SEE FELLING HEAD MANUAL
PRESSURE SETTINGS .............................................................................. 17.6
SAW CONTROL VALVES
MAIN SAW CONTROL VALVE ................................................................ 17.4
MAIN SAW CONTROL VALVE OPERATING DESCRIPTION ................. 17.4
RELIEF VALVE. SEE ALSO SECTION 18
SAW PILOT VALVE ................................................................................. 17.3
SAW PUMP
DESCRIPTION ......................................................................................... 17.2
PRESSURE COMPENSATOR VALVE .................................................... 17.8
SCHEMATIC ............................................................................................ 17.2
Tigercat 860/870/870L Feller Buncher Saw drive
SAW PUMP
The saw pump is an axial-piston variable
displacement pump controlled by a pressure
compensator. The pressure compensator is
mounted directly onto the pump and has a
STANDBY pressure adjustment and a P.O.R.
adjustment.
The STANDBY adjusting screw is screwed
completely in and is NOT used for this application.
The P.O.R. is adjusted to operate at 3600 psi.
Until the system pressure reaches 3600 psi, the
compensator valve will be in the "return" position
blocking oil flow to the swashplate control piston
leaving the pump at maximum displacement.
The saw pump is mounted and driven off the end of
the main pump attached to the bell housing of the
engine. 853SM48 SAW PUMP SCHEMATIC
A separate fixed displacement wrist and clamps
pump is mounted on the back of the saw pump for
the wrist, clamp and accumulator functions. This
pump is either a gear type design for a "standard"
hydraulic installation or it is a variable displacement
piston pump which is used when a "high pressure"
hydraulic installation is required.
SAW PUMP SAW PUMP PRESSURE

PUMP MAIN PUMP (AP196) MAIN PUMP (PISTON PUMP)
(PISTON PUMP) CONTROLLER COMPENSATOR
MOUNTING
PLATE WRIST AND CLAMPS PUMP
(GEAR PUMP), SHOWN, USED
ON STANDARD SYSTEM
•• (PISTON PUMP USED ON HIGH
PRESSURE SYSTEM
• ••
•
••
••
870-D49 PUMP ASSEMBLY - LATER MACHINES

17.2
INPUT SHAFT
SAW PUMP
PRESSURE
COMPENSATOR
•
CONNECTION TO VALVE
MAIN PUMP
•
••
OUTPUT SHAFT
CONNECTION TO
WRIST AND
CLAMPS PUMP
AP035 SAW PUMP ~ SIDE VIEW
SAW CONTROL VALVES

The saw circuit is controlled by a solenoid
operated pilot valve and a pilot operated main
control valve.
SAW PILOT VALVE
The saw pilot valve, mounted below the
saw/wrist/clamps valve, consists of an aluminum
body into which is housed a solenoid operated
control valve cartridge.
An electrical signal from the saw switch in the cab
energizes the solenoid in the pilot valve to shift
the spool and direct pilot oil to one end of the
spool section of the main saw valve. 251-12 SAW PILOT VALVE
DIN
Continued on page 4 VALVE BODY
CONNECTOR
•
•
•• •
CONTROL SOLENOID
VALVE
CARTRIDGE
AT022 SAW PILOT VALVE
17.3
MAIN SAW CONTROL VALVE MAIN SAW VALVE OPERATING DESCRIPTION
The following valve description applies to both the Oil (system pressure) enters the end inlet section
valve used in the STANDARD system and the of the main control valve. When the spool is
valve used in the HIGH PRESSURE system. The centered (at rest) the oil is allowed to pass
high pressure system is only applicable to the wrist/ through the saw spool section into a common
clamps/accum. portion of the valve, it does not tank passage of the wrist/clamp spool sections
affect the saw circuit. Although the valves are not and back to tank via the outlet section.
the same in terms of the part number or the The saw spool section has a self centering
manufacturer, they do function in exactly the way. 3-position spool which is open centered. A spring
The main saw control valve is a valve section on in the spool end cap holds the spool in the centre
the wrist/clamps/saw valve. It consists of an open neutral position.
centre spool section and an inlet section containing The spool is shifted by pilot pressure from the
a relief valve. pilot valve being applied to one end of the spool.
Since port relief valves are not required for the saw Shifting the spool directs oil from the saw pump to
function, the spool section used with the standard the saw motor.
system valve uses plugs in the port relief valve The relief valve installed in the saw inlet section of
locations. The high pressure valve uses relief valve the main saw valve is set higher than the saw
cartridges but they are screwed all the way in to pump compensator pressure setting and will limit
render then in-active. the pressure should a pump regulator or
Three other spool sections along with one mid inlet "swashing" failure occur.
section control the wrist, clamp and accumulator The relief valve diverts oil to tank via the tank
functions. Each spool section is pilot operated. passages in the spool sections and the outlet
An common outlet section directs return oil back to section of the wrist/clamps valve. It also functions
tank. as an ant-cavitation relief valve.
For further description of wrist/clamps/saw valve For a detail description of the relief valves, refer
refer to SECTION 18 of THIS MANUAL. to RELIEF VALVES in SECTION 18 of this
manual.
RELIEF VALVE PORT 'A' (NOT SEAL GROOVES RELIEF VALVE PORT 'B' (NOT
USED, SCREW ADJUSTER ALL USED, SCREW ADJUSTER
THE WAY IN) ALL THE WAY IN)
SPOOL
CENTERING
•• •• SPRINGS
•
• •
• ••
•• •• • •• •• ••
PILOT
•• • •• PILOT
END END
CAP SPOOL THRU' WORK TANK
PARALLEL LOAD CHECK NEUTRAL PORT CAP
TANK PASSAGE PASSAGE PASSAGE
VALVE PASSAGE BRIDGE
AT097-2 CROSS SECTION OF SAW SPOOL SECTION (HIGH PRESSURE SYSTEM)
17.4
SPOOL STOP ADJUSTING PORT
SCREW (OIL FLOW) RELIEF POWER BEYOND
GAUGE VALVES PORT TO 'T3' PORT
TEST ON MAIN LINDE
PORT VALVE MANIFOLD
•• RETURN
'IN' PORT CONNECTION
FROM
ATTACHMENT • •
TO TANK
PUMP
••
GAUGE TEST
PORT FOR SAW
•
• •
• •
SAW CLAMP
WRIST ACCUM.
••
••
•
POWER BEYOND
PORT TO SWING
•• BRAKE
INLET (MID)
SECTION • •• •• OUTLET
MAIN SECTION
RELIEF
VALVE
• PORT
SPOOL STOP ADJUSTING RELIEF
SCREW (OIL FLOW) VALVES
SAW-D30-1 WRIST/CLAMP/ACCUMULATING VALVE, "STANDARD" (WITH SAW SECTION)

WORK PORT
PARALLEL LOAD BRIDGE
PASSAGE CHECK
VALVE
PLUG
A B
ANTI
CAVITATION
• • VALVE
•
•
•
•
• • •
•
• PILOT
END CAP
PILOT
END SPOOL • SPOOL
CAP CENTERING
SPRING TANK PASSAGE
THRU' NEUTRAL PASSAGE
90136-4G CROSS SECTION OF SAW SPOOL SECTION (STANDARD SYSTEM)
17.5
SAW CIRCUIT DESCRIPTION spool in main saw control valve. This will direct oil
from the saw pump to the saw motor, causing the
The saw blade (typically) is driven by a variable
system pressure to rise and the saw blade to
displacement hydraulic motor (axial piston, bent
begin to rotate.
axis) which is mounted directly above the saw blade
and coupled to the saw blade through a drive shaft. When the pressure (system pressure) builds up
to 3600 psi the spool in the pump
The variable displacement saw pump supplies oil
COMPENSATOR valve shifts to direct oil to the
flow to the motor via the saw control valve. The
pump swashplate control piston. The piston
main saw control valve is pilot operated and
moves the swashplate towards the neutral
controls the flow of hydraulic oil from the pump to
position to cut back the flow of oil while at the
the saw motor. A relief valve is installed in the inlet
same time maintaining the pressure and
section of the main saw control valve.
continuing to rotate the blade.
A solenoid operated pilot valve controls the flow of
This system has a lower horsepower requirement
pilot oil to the end of the spool in the main saw
and generates less heat since the pump reduces
control valve.
it's output flow instead of dumping hydraulic oil
The saw switch located on the control panel in the over relief valves.
cab is used to turn the saw ON or OFF. It is a two
The saw motor adjusts its displacement in
position switch controlling the flow of electrical
response to system pressure, this is only true with
current via a relay to the saw pilot valve solenoid.
variable displacement motors.
An electrical signal from the saw switch energizes
Return oil from the saw motor is directed through
the solenoid in the pilot valve to shift the spool and
the outlet section of the wrist and clamps valve.
direct pilot oil to one end of the spool section of the
main saw control valve. For explanation of saw motor, refer to saw head
manufacturers manual.
NOTE:
Saw will not operate with pilot system OFF. PRESSURE SETTINGS:
Saw will not function properly with low pilot
PUMP AND SAW CONTROL VALVE
pressure.
1. Park machine on level ground, lower felling
NOTE:
If the engine has been turned off or the pilot shut off head to the ground and stop engine.
system tripped (L.H. arm rest raised) with the saw 2. Block saw blade from rotating as per method
switch left in the ON position, the saw will not start outlined in saw head manufacturer’s manual.
up when the engine is restarted or the arm rest
lowered. In this case press the PILOT RESET
temperature.
button and turn the saw switch OFF and then ON.
4. Install a 0-5000 PSI pressure gauge on saw
IMPORTANT:
valve gauge test port.
To maximize pump and motor life, do not shut
the engine off until the saw blade has come to a 5. On the pump compensator valve;
complete stop. • Slacken jamnut on P.O.R. adjusting screw,
With the saw switch in the OFF position, the and turn adjusting screw all the way in.
solenoid operated pilot valve is in the de-energized CAUTION: Do not use excessive force;
position preventing pilot oil flow from shifting the stop when the resistance increases
spool in the main saw control valve. sharply. Tighten the jamnut.
With the main saw control valve spool in this • The STANDBY valve adjusting screw is
neutral position, the hydraulic oil is directed through screwed fully IN (factory set) and must
the open centre of the main control valve and back remain this way. This portion of the
to tank. This prevents the saw pump from compensator is NOT USED.
generating system pressure to rotate the blade, it 6. On saw control valve, slacken the jamnut and
also causes the saw pump to shift to maximum turn adjusting nut on saw control relief valve
displacement. OUT until spring pressure is relieved.
When the saw switch is placed in the ON position, 7. Start the engine** and put throttle control to
the solenoid operated pilot valve will be placed in the IDLE position.
the energized position directing pilot oil to shift the
17.6
860-74 SAW DRIVE CIRCUIT DIAGRAM
17.7
**CAUTION: Before starting engine, ensure saw
IMPORTANT
relief valve is unscrewed as stated in step 6,
otherwise damage could occur to the piston Saw relief valve must be set at least 400 psi.
pump. above pump P.O.R. to avoid generation of
8. Lower left armrest and press PILOT RESET excessive heat.
switch to activate pilot system. 12. Set P.O.R. on pump compensator to 3600
psi. (or to saw head manufacturers
9. Turn the saw switch ON. recommended value, which ever is lower) by
NOTE: slowly screwing the relief valve adjusting
Saw will not operate with pilot system OFF. screw out until the required pressure reading
is obtained.
Saw will not function properly with low pilot
pressure. 13. Re-tighten jamnut, making sure adjusting
screw does not turn.
NOTE: If the engine has been turned off or the
pilot shut off system tripped (L.H. arm rest 14. The adjusting screw on the STANDBY valve
raised) with the saw switch left in the ON must remain screwed fully IN.
position, the saw will not start up when the 15. Remove all pressure gauges.
engine is restarted or the arm rest lowered. In
this case press the PILOT RESET button and ***Refer to RELIEF VALVE ADJUSTING
turn the saw switch OFF and then ON. PROCEDURE in section 18 of this manual.
10. Set the saw control valve relief*** pressure to P.O.R. VALVE STANDBY
4000 psi. by slowly screwing the relief valve (3600 PSI) VALVE
adjusting nut in until the required pressure
reading is obtained.
11. Re-tighten jamnut, making sure adjusting nut
does not turn. ••
217-21
•
PRESSURE COMPENSATOR VALVE
PRESSURE
COMPENSATOR
VALVE
WRIST AND CLAMPS

PUMP (GEAR PUMP
SHOWN)
•
••
••
SAW PUMP
845B-D17 SAW PUMP WITH PRESSURE COMPENSATOR

17.8
SET MOTOR BEGIN OF REGULATION
TO 3200 PSI
Refer to felling attachment manufacturer’s
service literature for this procedure.
IMPORTANT
The motor begin of regulation setting must
be at least 400 PSI. lower than the pump
P.O.R. setting.
SET MOTOR MINIMUM DISPLACEMENT

Refer to felling attachment manufacturer’s
service literature for this information.
17.9
17.10
SECTION 18 - TREE CLAMPS AND WRIST

MAY 2004
CIRCUIT DESCRIPTION ........................................................................... 18.10
CIRCUIT DIAGRAM ................................................................................... 18.12
CONTROL VALVES
GENERAL DESCRIPTION ....................................................................... 18.4
GENERAL DESCRIPTION
HIGH PRESSURE SYSTEM .................................................................... 18.2
STANDARD SYSTEM .............................................................................. 18.2
WRIST OPTIONS 30°, 110° AND 340° .................................................... 18.2
PRESSURE SETTINGS
HIGH PRESSURE SYSTEM .................................................................. 18.15
STANDARD SYSTEM ............................................................................ 18.13
PUMP, ATTACHMENT
HIGH PRESSURE HYDRAULIC SYSTEM ............................................... 18.4
STANDARD HYDRAULIC SYSTEM ......................................................... 18.3
RELIEF VALVE, MAIN AND PORT LATER DESIGN (HUSCO) .................. 18.8
ADJUSTING PROCEDURE ..................................................................... 18.9
Tigercat 860/870/L870 Feller Buncher Tree clamps and wrist
WRIST, TREE CLAMP AND The valve section used for the wrist on the wrist
ACCUMULATING ARMS and clamps valve now includes spool travel stops
in each pilot end cap. Earlier wrist valve sections
GENERAL DESCRIPTION
were configured without spool travel stops. The
This section 18 of the service manual deals with travel stops are only required when a 110° or a
the WRIST and TREE CLAMP(S) functions 340° wrist is installed on the machine, they are
associated with the Tigercat disc saw felling head. used to regulate the flow of oil to the wrist motors
There are two hydraulic configurations in use, or cylinders and control the wrist action speed.
STANDARD and HIGH PRESSURE. The spool travel stops are not required for the 30°
wrist and should be adjusted to allow full travel of
The HIGH PRESSURE configuration is designed to the spool (backed out).
boost the "clamping" capability of both the
accumulating arm(s) and the clamp arm(s) and is Only the 30° WRIST. pressure adjustment
accomplished by replacing the STANDARD procedures are discussed in this manual.
attachment valve with a HIGH PRESSURE capable ALL aspects of pressure and flow adjustments for
valve and replacing the attachment gear pump with the 110° and 340° WRIST ASSY. including cycle
a variable displacement piston pump, all combined times, are explained in a separate Tigercat
with setting the pressures higher on the port relief publication: Tigercat SAWS OPERATING AND
valves. SERVICE MANUAL.
The STANDARD configuration uses a gear pump,
which was a vane pump on the very early NOTE:
machines and the standard attachment valve. Refer to the OPERATING AND SERVICE
MANUAL for Tigercat SAWS for ALL lubrication
Both the STANDARD and the HIGH PRESSURE and maintenance schedule procedures.
systems are dealt with in THIS SECTION of the
SERVICE MANUAL.
With regard to the WRIST function; There are three
different types of wrist assemblies in use: 30°, 110°
and 340°. The procedure for making pressure
adjustments in each of these hydraulic circuits will
vary.
18.2
ATTACHMENT PUMP MANUAL. The return oil from this OPEN CIRCUIT
- STANDARD HYDRAULIC SYSTEM is directed to tank via a return port 'T' on the outlet
section of the control valve.
This single section gear pump is driven off the PTO
of the saw pump. The input drive shaft is connected
to the saw pump shaft by a drive coupling. OUTLET
DRIVEN DRIVE
DRIVE GEAR THRUST (IDLER) GEAR
ON INPUT PLATES GEAR
SHAFT
• •
•• ••
••
•
••
INLET
INPUT DRIVE
SHAFT
•• GEAR1 TYPICAL GEAR PUMP
(CONNECTED
TO SAW PORT PLATE,
The operation of a typical external gear pump (so
GEAR
PUMP) HOUSING REAR called because the gear teeth are on the external
845B-41 WRIST/CLAMP/ACCUM. PUMP surface of the hub) is shown in Figure gear1.
The pump supplies hydraulic oil to the saw/clamp/ A gear pump carries oil from the inlet to the outlet
wrist valve. From there it is directed to operate the in the spaces between gear teeth. The pumping
clamp and accumulating arms cylinders and the wrist chamber is formed by the gears, the pump
cylinder. A power beyond (PB) port located in the housing, and thrust plates. One of the two gears,
outlet section of the control valve directs hydraulic oil called the drive gear, will be connected to the
to the swing drive gearbox for lubricating and cooling drive shaft. The other gear called the idler gear is
purposes. A second 'PB' port directs hydraulic oil to driven by the drive gear.
the 'T3' port on the main Linde valve manifold. See
MAIN HYDRAULIC CIRCUIT in SECTION 4 of THIS
WRIST/CLAMP/
ACCUM. PUMP
•
•
••
MAIN PUMP
SAW PUMP
870-D49 PUMP ASSEMBLY USED ON STANDARD SYSTEM

18.3
ATTACHMENT PUMP CONTROL VALVES
- HIGH PRESSURE HYDRAULIC SYSTEM
For a detailed description of the pilot manifold refer
This high pressure system uses a variable to SECTION 5 of THIS MANUAL.
displacement pressure compensated piston pump
For a detailed description of main and port relief
which is driven off the PTO of the saw pump. The
valves, refer to ANTI-CAVITATION RELIEF VALVES
input drive shaft is connected to the saw pump
(HUSCO) in THIS SECTION.
shaft by a drive coupling.
WRIST/CLAMP/ACCUMULATING VALVE
COMPENSATOR
ADJUSTING SCREW
The following valve description applies to both the
• valve used in the STANDARD system and the valve
•• • used in the HIGH PRESSURE system. Although the
STANDBY valves are not the same in terms of the part number
ADJUSTING SCREW
or the manufacturer, they do function in exactly the
way.
PRESSURE
The valve consists of four open centre spool
COMPENSATOR sections, an end inlet section, a mid inlet section
and an outlet section. The inlet (end) section feeds a
single spool which is used for the saw function.
• The mid inlet section feeds the remaining three
spools which are used for the wrist, clamp and
ATTACHMENT
PUMP accumulating arms functions. Each spool is pilot
250-11 operated. The outlet section is common to all four
ATTACHMENT PUMP (HIGH PRESSURE) sections and returns oil to the hydraulic tank. Power
beyond (PB) ports in the outlet section can be used
to direct oil on to "power" other hydraulic functions or
may be used to connect additional return lines when
necessary. In the case of the 860/870 these 'PB'
ports are used to connect the 'T3' port on the main
Linde valve manifold and the swing drive gearbox
lubrication port 'U'.
Oil enters the mid inlet section and is allowed to
pass through the three spool sections (wrist/clamp/
accumulating) and back to tank via the outlet
section. Each of the spool sections has a self
centering 3-position spool which is open centre. A
spring in the spool end cap holds the spool in the
centre neutral position. The spool is shifted by pilot
pressure being applied to either end of the spool.
Shifting the spool directs oil to operate any one of
the three functions (or all at the same time if
required but with reduced flow to each).
18.4
The valve section used for the wrist includes A MAIN RELIEF VALVE is installed in the mid inlet
spool travel stops in each pilot end cap. Earlier section of the valve. It controls the pressure to the
wrist valve sections were configured without spool three spool sections and is set lower than the
travel stops. The travel stops are only required PORT RELIEF VALVES.
when a 110° or a 340° wrist is installed on the
A MAIN RELIEF VALVE is also installed in the end
machine, they are used to regulate the flow of oil
inlet section of the saw section. Refer to
to the wrist motors or cylinders and control the
SECTION 17, SAW DRIVE in THIS SECTION.
wrist action speed. The spool travel stops are not
required for the 30° wrist and should be adjusted All relief valves are the same type (anti-cavitation
to allow full travel of the spool (backed out). relief valve). For a detailed description of these
relief valves, refer to ANTI-CAVITATION RELIEF
IMPORTANT: Holding the CLAMP CLOSE button
VALVES LATER DESIGN (HUSCO) in THIS
down on the joystick after the clamp cylinders are
SECTION.
fully closed will not increase the clamping force
on the trees, but will generate heat in the
hydraulic system.
To prevent over pressurizing of the operating
circuits, each work port in the valve sections has
a PORT RELIEF VALVE.
SPOOL STOP ADJUSTING PORT

SCREW (OIL FLOW) RELIEF POWER BEYOND
GAUGE VALVES PORT TO 'T3' PORT
TEST ON MAIN LINDE
PORT VALVE MANIFOLD
• RETURN
'IN' PORT CONNECTION
FROM
ATTACHMENT •• ••
TO TANK
PUMP
•
GAUGE TEST
PORT FOR SAW
•
•• •
• ••
SAW CLAMP
WRIST ACCUM.
••
••
•
POWER BEYOND
PORT TO SWING
• BRAKE
INLET (MID)
SECTION •• •• •• OUTLET
MAIN SECTION
RELIEF
VALVE
• PORT
SPOOL STOP ADJUSTING RELIEF
SCREW (OIL FLOW) VALVES
SAW-D30-1 WRIST/CLAMP/ACCUMULATING VALVE, "STANDARD" (WITH SAW SECTION)

18.5
OUTLET
SECTION
••
PORT
•• CLOSE A ACCUM. B OPEN
• PORT
RELIEF
VALVES
A CLAMPS B
•• RELIEF
VALVES
• CLOSE OPEN
SPOOL STOP
SPOOL STOP
ADJUSTING
WRIST B
• ADJUSTING
SCREW
SCREW
•• • CCW A CW
• MAIN
RELIEF
MID INLET
SECTION
•• • VALVE
SAW
••
SAW SECTION ••
AT0-025ILL WRIST/CLAMP/ACCUMULATING VALVE - WITH SAW SECTION (STANDARD)
RELIEF PARALLEL LOAD WORK PORT RELIEF VALVE
VALVE PASSAGE CHECK BRIDGE PORT 'B'
PORT 'A' VALVE
A B
• ••
•
• •
•• •
•• ••
• PILOT
PILOT
END
SPOOL
CENTERING
•• END
SPOOL CAP
CAP SPRING TANK PASSAGE

90136-3 CROSS SECTION OF SPOOL SECTIONS FOR CLAMP AND ACCUM. FUNCTIONS
RELIEF PARALLEL LOAD WORK PORT RELIEF SPOOL STOP
VALVE PASSAGE CHECK BRIDGE VALVE ADJUSTING
PORT 'A' VALVE PORT 'B' SCREW
SPOOL STOP A B (FLOW
ADJUSTING CONTROL)
SCREW
(FLOW
CONTROL)
• •
••
•• ••
• •
•
•• •• •• •
••
PILOT
END
SPOOL
CENTERING
•• SPOOL PILOT
END
CAP SPRING TANK PASSAGE CAP
90136-3STOPS CROSS SECTION OF SPOOL SECTION WITH SPOOL STOPS FOR WRIST FUNCTION
18.6
OUTLET
SECTION
•
PORT
• CLOSE A ACCUM. B OPEN • PORT
RELIEF
RELIEF VALVES
VALVES
• CLOSE A CLAMPS B OPEN •

•• •• CCW A WRIST B CW •• • SPOOL STOP
ADJUSTING
SPOOL STOP
ADJUSTING •• SCREW
SCREW
•• MAIN
RELIEF
SAW VALVE
MID INLET
SECTION •• ••
SAW SECTION
AT-180 WRIST/CLAMP/ACCUMULATING VALVE - WITH SAW SECTION (HIGH PRESSURE)

SEAL GROOVES
RELIEF RELIEF VALVE
VALVE PORT 'B'
PORT 'A'
SPOOL
CENTERING
• • SPRINGS
•
• •
•• •• ••
• • • •• • •
PILOT
•• • • PILOT
END END
CAP SPOOL THRU' WORK TANK
PARALLEL LOAD CHECK NEUTRAL PORT CAP
TANK PASSAGE PASSAGE PASSAGE
VALVE PASSAGE BRIDGE
AT097-2 CROSS SECTION OF SPOOL SECTIONS FOR CLAMP AND ACCUM. FUNCTIONS
RELIEF SEAL GROOVES SPOOL STOP
SPOOL STOP RELIEF
ADJUSTING VALVE ADJUSTING
PORT 'A' VALVE SCREW
SCREW PORT 'B'
(FLOW (FLOW
A B CONTROL)
CONTROL)
•• ••
•
••
• • •
••
• • • • •
• ••
•• •• PILOT
SPOOL END
PILOT TANK CAP
END TANK PASSAGE PASSAGE
SPOOL
CAP THRU' CENTERING
PARALLEL LOAD CHECK NEUTRAL WORK PORT SPRING
PASSAGE VALVE PASSAGE BRIDGE
AT180-3 CROSS SECTION OF SPOOL SECTION WITH SPOOL STOPS FOR WRIST FUNCTION
18.7
ANTI-CAVITATION RELIEF VALVE
VALVE POPPET LATER DESIGN, HUSCO (STANDARD SYSTEM)
T This valve is used as a MAIN and PORT relief

valve in both the wrist, clamp and accumulating
•• P arms control valve(s).
Operation:
Step 1.
T
STEP 1 ‘P’ represents a high pressure area and ‘T’ represents
tank. Under normal operation, ‘P’ is below the relief
PILOT pressures, the valve poppet is firmly seated and oil
POPPET T cannot flow to tank.
Step 2.
•• P When the pressure at ‘P’ reaches the relief valve
setting, the pilot poppet unseats and allows oil in the
inner cavity to flow to tank, thus lowering the pressure
in the cavity between the pilot poppet and the other
STEP 2
T poppets.
SEATING POPPET
Step 3.
T
As a result of the opening of the pilot poppet, the
seating poppet moves back, due to the pressure drop
•• P caused by oil flow through the bore of the seating
poppet, and seats against the pilot poppet. This shuts
off the flow of oil through the seating poppet and the
cavity pressure now drops to tank pressure.
STEP 3 T Step 4.
As the seating poppet began to move away from the
VALVE POPPET T valve poppet, the valve poppet began to open under
the effect of the pressure at P thus allowing a large
volume of flow to tank. The drop in pressure behind
• P the valve poppet when the seating poppet seats on
the pilot poppet ensures full opening of the valve
poppet.
STEP 4 Step 5.
T
When pressure ‘P’ drops the pilot poppet closes and
VALVE POPPET T then the seating poppet moves back to its original
position and permits oil pressure to flow into the cavity
behind the valve poppet. As the seating poppet moves
•• P back it comes in contact with the valve poppet and its
spring force plus the oil pressure cause the valve
poppet to move back to the closed position.
As an anti-void or check valve
STEP 5 T The anti-void unit supplies oil to the pressure area ‘P’
CHECK POPPET when its pressure drops below the pressure in the
T tank gallery of the valve. The valve then acts as a
free flow check valve and prevents cavitation. In this
•• P condition, the pressure at ‘P’ is lower than at ‘T’ and
due to the shape of the check poppet, the pressure
forces cause the poppet to unseat, allowing oil to flow
from ‘T’ to ‘P’.
ANTI-VOID CHECK OPERATION T

18.8
ANTI-CAVITATION RELIEF VALVE ADJUSTING
PROCEDURE, HUSCO (STANDARD SYSTEM)
ADJUSTING JAMNUT, 1" WRENCH JAMNUT
NUT ADJUSTING
SCREW
•• •• •• ••
51055-2 PORT RELIEF VALVE - HUSCO TYPE) PORT RELIEF VALVE - PARKER TYPE
98145IL (HIGH PRESSURE)
HUSCO:
1. Loosen jamnut. JAMNUT
ADJUSTING
2. Turn adjusting nut** to obtain desired SCREW

3. Lock jamnut against adjusting nut using
•• •
6 - 8 lbf/ft., making sure the adjusting screw
does not turn.
5. Re-check relief setting. MAIN RELIEF VALVE - PARKER TYPE
98143 (HIGH PRESSURE)
**IMPORTANT: Approach the gauge reading
PARKER (HIGH PRESSURE):
slowly and deliberately by turning adjusting nut in
a little at a time. Follow HUSCO procedure shown above with the
exception that this relief valve uses an adjusting
screw in lieu of an adjusting nut.
For complete step-by-step pressure setting
procedures of circuits using these relief valves,
Refer to the appropriate sections in this manual.
18.9
IMPORTANT
This manual is applicable to factory installed machine functions and controls. It does not take into account
any changes or modifications made after shipment. Verify all functions before operating this machine.
WRIST, CLAMP AND ACCUMULATING Refer to Tigercat SAWS OPERATING AND
ARMS CIRCUIT DESCRIPTION SERVICE MANUAL for detailed information on
the 110° and 340° wrist assemblies.
There are two hydraulic configurations in use,
STANDARD and HIGH PRESSURE. From a The clamp and accumulating arms are each
circuit description point of view the two circuits operated by independent hydraulic cylinders. The
operate the same way except that the attachment wrist cylinder extends or retracts to provide a
pump used on the standard system is a gear clockwise or counter-clockwise rotation of the
pump and a Variable piston pump is used on the felling head. The cylinders receive oil from the
high pressure system. For further information attachment pump via three spool sections in the
regarding the difference between these two wrist/clamp/accumulating control valve.
circuits, refer to GENERAL DESCRIPTION in
The 30 degree wrist is operated by trigger
THIS SECTION.
switches on the joystick handles. The right hand
With regard to the WRIST function; There are switch rotates the felling head in the counter-
three different types of wrist assemblies in use: clockwise direction and the left hand switch
30°, 110° and 340°. The procedure for making rotates the head in the clockwise direction. The
pressure adjustments in each of these hydraulic switches operate solenoid pilot valves located on
circuits will vary. the pilot manifold which direct pilot oil to the wrist
section of the control valve to shift the spool. The
Only the 30° wrist. pressure adjustment
spool directs oil from the attachment pump to
procedures are discussed in this manual.
either end of the wrist cylinder and from the
cylinder back to tank.
CLAMPS, WRIST
AND SAW VALVE SAW PILOT
VALVE
SAW SECTION
HYDRAULIC
TANK • OF VALVE
••
PILOT MANIFOLD
•• PILOT SHUT
OFF VALVE
PILOT SUPPLY (PRESSURE 'P2' GAUGE

REDUCING/RELIEVING) VALVE TEST PORT
••
'T3' TANK
CONNECTION WITH
CHECK VALVE •• •
MAIN LINDE VALVE
•• •
T MANIFOLD
•
••
870-D56 VALVE COMPARTMENT

18.10
The clamp arm is operated by a 3 position thumb
switch (OPEN/CLOSE, self centering to OFF)
located on the right joystick control handle. The
switch operates two solenoid pilot valves which
direct pilot oil to the clamp arm spool section of
the control valve, to shift the spool. The spool
directs oil from the attachment pump to either end
of the cylinder and from the cylinder back to tank.
The accumulating arms are operated by a 3
position thumb switch (OPEN/CLOSE, self
centering to OFF) located on the left joystick
control handle. The switch operates two solenoid
pilot valves which direct pilot oil to the
accumulating arms spool section of the control
valve, to shift the spool. The spool directs oil from
the attachment pump to either end of the cylinder
and from the cylinder back to tank.
18.11
860-71 WRIST, CLAMP AND ACCUMULATING ARMS CIRCUIT DIAGRAM

18.12
SET WRIST, CLAMP AND ACCUMULATING ARMS
CAUTION PORT AND MAIN RELIEF VALVES.
Use caution when in the cab as a slight STANDARD SYSTEM:
touch of the controls can cause
Main relief valve (mid) ............................ 2700 psi
sudden rotation/tilting of the upper
Wrist port reliefs ...................................... 3200 psi
frame and boom assembly
Clamps port reliefs .................................. 3200 psi
Accumulating arms port reliefs ............. 3200 psi
CAUTION Wrist section spool stop adjusting screw* . Turned fully OUT
Be aware of other personnel in the area. HIGH PRESSURE SYSTEM (HP):
Operator is responsible for the safe Main relief valve (mid) ............................ 3600 psi
operation of the machine. Wrist port reliefs ...................................... 4000 psi
Clamps port reliefs .................................. 4000 psi
Accumulating arms port reliefs ......................... 4000 psi
WARNING
Wrist section spool stop adjusting screw* . Turned fully OUT
Ensure that no one is standing near the Pump compensator ................................. 3300 psi
attachment during this procedure. Pump standby ................................. Turned fully IN
*NOTE: the spool stop adjusting screws installed in
the wrist section of the valve are not required with a
IMPORTANT 30° wrist assembly. They should be screwed out or
Avoid blowing oil over relief for longer than backed off enough so as not to interfere with either
end of the end of the valve spool when it is fully
five seconds, as this will cause excessive shifted.
heating of the hydraulic fluid.
SET PRESSURES FOR STANDARD SYSTEM:
WARNING WARNING:. Position felling head on the ground
during this procedure except when adjusting the
The swing brake must be applied at all wrist port relief valves. The swing brake should
times during this procedure. be applied at all times during this procedure.
PRESSURE SETTINGS NOTE: Depending on the valve manufacturer, It

will either be an adjusting screw or an adjusting
AIR IN PILOT END CAPS nut, the following instructions will make
Air accumulation in the pilot end caps of the reference to an "adjuster". Also refer to RELIEF
wrist/clamp/accumulating control valve can VALVE ADJUSTING PROCEDURE in THIS
cause the clamp arms to behave in a sluggish SECTION.
manor. To bleed the air: Pressurize the
1. Park machine on level ground, lower the felling
hydraulic tank to approximately 5 psi and
head to the ground, engage the swing brake and
loosen the suspected pilot end cap fitting to
stop engine.
release the air. After completion, tighten the
fittings and re-adjust the pressure in the 2. Ensure that hydraulic oil is at operating
hydraulic tank. temperature.
3. Connect a 0 - 5,000 psi. pressure gauge to the
wrist/clamp/accumulating control valve test port.
4. Turn main relief adjuster all the way in.
5. Turn the port relief valve adjusters on the wrist,
clamp and accumulating arms spool sections of
the control valve OUT until spring pressure is
relieved and then turn adjusters one full turn IN.
6. From inside the cab, close and latch the cab
door.
18.13
OUTLET
SECTION
•
ACCUM. ARMS
ACCUM. ARMS 'CLOSE'
'OPEN' PORT RELIEF
PORT RELIEF (3200 PSI)
(3200 PSI)
•• CLOSE A B OPEN •
UPPER CLAMP
ARMS 'CLOSE' UPPER CLAMP
PORT RELIEF
(3200 PSI)
• CLOSE A B OPEN •• ARMS 'OPEN'
PORT RELIEF
(3200 PSI)
WRIST 'CCW'
PORT RELIEF WRIST 'CW'
(3200 PSI) PORT RELIEF
(3200 PSI)
CCW A B CW ••
• • •
SPOOL STOP SPOOL STOP
ADJUSTING
SCREW
(FULLY OUT)
•• • •• ADJUSTING
SCREW
(FULLY OUT)
MID INLET
SECTION MAIN RELIEF
(2700 PSI)
SAW - 1 " WRENCH
GAUGE TEST
PORT 04 JIC
GAUGE TEST PORT

(FOR SAW) 04 JIC •
AT025ILL WRIST/CLAMP/ACCUMULATING VALVE - STANDARD SYSTEM

IMPORTANT: Approach the gauge reading
WARNING slowly and deliberately by turning adjuster in a
little at a time. The pressure setting must not
Accumulator and clamp arms open and close
exceed the above value.
very rapidly. The felling head will also be
rotated side to side during this procedure. 10. While holding the joystick thumb switch in the
Operator must ensure that no one is near the ACCUMULATING ARMS OPEN position (fully
felling head during these procedures. retracted), check gauge pressure reading.
7. Start the engine and set throttle to IDLE. If less than 3200 psi., readjust accumulating
arms open port relief. Repeat above
NOTE: It may be necessary to increase the procedure until correct gauge reading is
engine speed sufficiently to prevent the obtained.
engine from stalling.
11. While holding the joystick thumb switch in the
8. Lower LEFT arm rest and press PILOT RESET CLAMP ARM CLOSE position (cylinder fully
switch to activate the pilot system. extended), check gauge pressure reading.
9. While holding the joystick thumb switch in the If less than 3200 psi., readjust clamp close
ACCUMULATING ARMS CLOSE position port relief. Repeat above procedure until
(cylinder fully extended), check gauge correct gauge reading is obtained.
pressure reading. If less than 3200 psi.,
readjust accumulating arms close port relief. 12. While holding the joystick thumb switch in the
Repeat above procedure until correct gauge CLAMP ARM OPEN position (cylinder fully
reading is obtained. retracted), check gauge pressure reading.
IMPORTANT: During these procedures, Do If less than 3200 psi., readjust clamp open port
Not hold thumb switch in the on position for relief. Repeat above procedure until correct
longer than 5 seconds. gauge reading is obtained.
18.14
13. Raise the boom and rotate the felling head COMPENSATOR
fully to one side. While holding the joystick ADJUSTING SCREW
wrist trigger switch depressed, check gauge •

pressure reading. •• • STANDBY
If less than 3200 psi., readjust port relief. ADJUSTING SCREW
Repeat above procedure until correct gauge
14. With the boom raised, rotate the felling head PRESSURE
COMPENSATOR
fully to the other side. While holding the
joystick wrist trigger switch depressed, check
gauge pressure reading.
If less than 3200 psi., readjust port relief. •
Repeat above procedure until correct gauge ATTACHMENT
reading is obtained. Centre the felling head PUMP
and lower to the ground.
250-11 ATTACHMENT PUMP (HIGH PRESSURE)
Reset main relief:
4. Connect a 0 - 10,000 psi. pressure gauge to
15. Place throttle control in FULL position; the wrist/clamp/accumulating control valve
Unscrew the main relief valve adjuster three test port.
full turns. While holding the joystick thumb
switch in the ACCUMULATING ARMS OPEN 5. Turn main relief adjusting screw all the way in.
position, check gauge pressure reading. 6. Turn the port relief valve adjusting screw on
If less than 2700 psi, readjust main relief. the wrist, clamp and accumulating arms spool
Repeat above procedure until a gauge sections of the control valve OUT until spring
reading of 2700 psi is obtained. pressure is relieved and then turn adjusting
screws one full turn IN.
16. Remove pressure gauge.
7. From inside the cab, close and latch the cab
SET PRESSURES FOR door.
HIGH PRESSURE SYSTEM: 8. Start the engine and set throttle to IDLE.
WARNING:. Position felling head on the NOTE: It may be necessary to increase the
ground during this procedure except when engine speed sufficiently to prevent the
adjusting the wrist port relief valves. The engine from stalling.
swing brake should be applied at all times
9. Lower LEFT arm rest and press PILOT
during this procedure.
RESET switch to activate the pilot system.
1. Park machine on level ground, lower the
10. While holding the joystick thumb switch in the
felling head to the ground, engage the swing
ACCUMULATING ARMS CLOSE position
brake and stop engine.
(cylinder fully extended), check gauge
2. Ensure that hydraulic oil is at operating pressure reading. If less than 4000 psi.,
temperature. readjust accumulating arms close port relief.
3. On the auxiliary pump compensator valve: Repeat above procedure until correct gauge
• Slacken jamnut on compensator adjusting
screw, and turn adjusting screw all the IMPORTANT: During these procedures, Do
way IN. CAUTION: Do not use excessive Not hold thumb switch in the on position for
force; stop when the resistance increases longer than 5 seconds.
sharply. Tighten the jamnut. IMPORTANT: Approach the gauge reading
• The STANDBY valve adjusting screw is slowly and deliberately by turning adjuster in a
screwed fully IN (factory set) and must little at a time. The pressure setting must
remain this way. This portion of the not exceed the above value.
compensator is NOT USED.
18.15
OUTLET
SECTION ACCUM. ARMS
'CLOSE'
ACCUM. ARMS
• PORT RELIEF
(4000 PSI)
'OPEN'
PORT RELIEF UPPER CLAMP
(4000 PSI)
UPPER CLAMP
• CLOSE A ACCUM. B OPEN •
ARMS 'OPEN'
PORT RELIEF
(4000 PSI)
ARMS 'CLOSE'
PORT RELIEF
(4000 PSI)
•• CLOSE A CLAMPS B OPEN •• WRIST 'RIGHT'
PORT RELIEF
WRIST 'CCW' (4000 PSI)
PORT RELIEF
(4000 PSI)
•• •• CCW A WRIST B CW •• •• SPOOL STOP
ADJUSTING
SCREW (FULLY
SPOOL STOP
ADJUSTING
SCREW
• •• • OUT)
MAIN RELIEF
(FULLY OUT)
(3600 PSI)
- 1 " WRENCH
MID INLET SAW
SECTION GAUGE TEST
• •
PORT 04 JIC
•
SAW SECTION GAUGE TEST PORT
(FOR SAW) 04 JIC
AT-180 WRIST/CLAMP/ACCUMULATING VALVE - WITH SAW SECTION (HIGH PRESSURE)

11. While holding the joystick thumb switch in the If less than 4000 psi., readjust port relief.
ACCUMULATING ARMS OPEN position (fully Repeat above procedure until correct gauge
retracted), check gauge pressure reading. reading is obtained. Centre the felling head
If less than 4000 psi., readjust accumulating and lower to the ground.
arms open port relief. Repeat above Reset main relief valve:
procedure until correct gauge reading is
obtained. 16. Place throttle control in FULL position;
Unscrew the main relief valve adjusting
12. While holding the joystick thumb switch in the screw three full turns. While holding the
CLAMP ARM CLOSE position (cylinder fully joystick thumb switch in the ACCUMULATING
extended), check gauge pressure reading. ARMS OPEN position, check gauge pressure
If less than 4000 psi., readjust clamp close reading.
port relief. Repeat above procedure until If less than 3600 psi, readjust main relief.
correct gauge reading is obtained. Repeat above procedure until a gauge
13. While holding the joystick thumb switch in the reading of 3600 psi is obtained.
CLAMP ARM OPEN position (cylinder fully Reset auxiliary pump compensator:-
retracted), check gauge pressure reading.
17. Place throttle control in FULL position
If less than 4000 psi., readjust clamp open
port relief. Repeat above procedure until 18. Set compensator adjustment on pump
correct gauge reading is obtained. compensator to 3300 psi. by slowly screwing
the compensator adjusting screw OUT until
14. Raise the boom and rotate the felling head the required pressure reading is obtained.
fully to one side. While holding the joystick
wrist trigger switch depressed, check gauge 19. Re-tighten jamnut, making sure adjusting
pressure reading. screw does not turn.
If less than 4000 psi., readjust port relief. 20. If no further adjustments are necessary, Stop
Repeat above procedure until correct gauge engine. Remove pressure gauge and wipe up
reading is obtained. any excess oil from test port area.
15. With the boom raised, rotate the felling head

fully to the other side. While holding the
joystick wrist trigger switch depressed, check
gauge pressure reading.
18.16

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SERVICE MANUAL

Tigercat 860/870/L870 FELLER BUNCHER

TABLE OF CONTENTS ISSUE 3.0, MAY 2004

NON-APPROVED FIELD PRODUCT CHANGES ........................................................... iii

USING HIGH SPEED DISC SAWS SAFELY ......................... APPENDIX TO SECTION 1

CONTROLS AND OPERATION ........................... See separate OPERATOR'S MANUAL

LUBRICATION AND MAINTENANCE .............................................................................. 3

HYDRAULIC SYSTEM/ LOAD SENSE CONTROL .......................................................... 4

PILOT SYSTEM ................................................................................................................ 5

ELECTRICAL, GAUGES AND ALARMS .......................................................................... 6

ENGINE START AND STOP ............................................................................................ 7

ENGINE ANTI-STALL ....................................................................................................... 9

TRACK DRIVE ................................................................................................................ 11

BOOM FUNCTIONS ....................................................................................................... 12

SAW DRIVE .................................................................................................................... 17

WRIST AND CLAMPS .................................................................................................... 18

860/870 Feller Buncher Available Literature

Tigercat Industries Inc.

Tigercat Industries Inc.

This safety alert symbol means ATTENTION!

DANGER identifies the most serious hazards

WARNING denotes a hazard exists which can

CAUTION is used in areas where failure to follow

IMPORTANT is used to focus attention on items

GENERAL KEEP BACK

Always avoid the discharge side of a felling

Wear a suitable hearing protective device such as

Avoid mounting or dismounting the machine in

Start the engine according to the instructions in

Before moving the machine to the work site,

LEFT ARM REST IN "DOWN"

Conduct maintenance inspections at least as

Before performing maintenance or repair work on

Disconnect the multi-pin plug from the engine

SERVICING SAFETY PRECAUTIONS

Explosive release of fluids from pressurized WARNING

SERVICING SAFETY PRECAUTIONS

(b) The stick cylinders are fully extended (fig. 1)

MACHINE MODELS EQUIPPED FOR LEVELLING

SERVICING SAFETY PRECAUTIONS

When working in a forest environment, it is

WHAT TO DO IN CASE OF A MACHINE FIRE

FORWARD: Several types of heads involved

FIGURE 1: BROADSIDE SAW CONTACT WITH A LOG

FIGURE 2: A SUDDEN MACHINE MOVEMENT MAY

THROW IF A SAW HEAD IS PUSHED

FIGURE 3: TYPICAL COMMONLY USED SAW HOUSING, CONTINUOUS SKIRT WITH

Figure 4 shows another commonly used plan. It has no blade

FIGURE 4: ANOTHER COMMONLY USED HOUSING PLAN WITH NO

In figure 5 there is a much longer snout on the ingoing side of the

NUDGED LOG WILL NOT

FIGURE 5: HOUSING USES LONGER SNOUT ON IN-GOING SIDE OF

Housing types In figure 6a and 6b there is an additional opening in the housing

A CHIP ESCAPE PORT

FIGURE 6a FIGURE 6b FIGURE 6c

FIGURE 6: ADDITIONAL OPENING IN THE HOUSING SKIRT.

Comments and Regular maintenance

High angle wrist rotation ability

PLAN VIEW OF MACHINE SHOWING CLOCKWISE

FIGURE 8b SIDE VIEW FIGURE 8c TOP

A SMALL LOG IN A PILE OF OTHER

SMALL THROW ENGAGEMENT

FIGURE 9b SIDE VIEW FIGURE 9c TOP VIEW

FIGURE 10: FELLING HEAD HOUSING

Square Section Gasket