SERVICE MANUAL SKID-STEER LOADER L-35, L-775, L-778, L-779 (CESSNA AND VICKERS-EQUIPPED) Reprinted 40003531FOREWORD This manual provides in condensed form, service and maintenance information which will serve to guide a serviceman when repairing or rebuilding Sperry New Holland L-35, L-775, L-778 or L-779 skid-steer loaders in the shop and to help him when diagnosing and correcting service difficulties in the field, ‘The operator's manuals and assembly information provided with each machine should be used in conjunction with this manual, as much of the information contained in this manual is condensed or supplementary in nature. For instructions on engine repair, refer to the manufacturer's repair manual ADDITIONAL SERVICE INFORMATION The following service information can be foundin the operator's manual for the specific skid-steer loader being repaired A. Electrical wiring diagrams. Electrical system operation Throttle and choke adjustments. Governor adjustments, Boom lock system adjustments. ™moo@ Oil recommendations for engine and hydraulic system. A CAUTION! THIS SYMBOL IS USED THROUGHOUT THIS BOOK WHENEVER YOUR PERSONAL SAFETY IS INVOLVED. TAKE TIME TO BE CAREFUL. © s007 SPERRY NEW HOLLAND, A DNISION OF SFERAY CORPORATION. NEW HOLLAND PERNA. S7557A PLEASE READ CAREFULLY! INCLUDED THROUGHOUT THIS MANUAL AND ON MACHINE DECALS YOU WILL FIND PRECAUTIONARY STATEMENTS SUCH AS “CAUTION”, “WARNING” AND “DANGER”, FOLLOWED BY SPECIFIC INSTRUCTIONS. THESE PRECAUTIONS ARE INTENDED FOR THE PERSONAL SAFETY OF YOU AND THOSE WORKING WITH YOU. PLEASE TAKE THE TIME TO READ THEM. PERSONAL SAFETY! CAUTION: THE WORD “CAUTION” IS USED WHERE A SAFE BEHAVIORAL PRACTICE ACCORDING TO OPERATING AND MAINTENANCE INSTRUCTIONS AND COMMON SAFETY PRACTICES WILL PROTECT THE OPERATOR AND OTHERS FROM ACCIDENT INVOLVEMENT. WARNING: THE WORD “WARNING” DENOTES A POTENTIAL OR HIDDEN HAZARD WHICH HAS A POTENTIAL FOR SERIOUS INJURY. IT IS USED TO WARN OPERATORS, AND OTHERS TO EXERCISE EVERY APPROPRIATE MEANS TO AVOID A SURPRISE INVOLVEMENT WITH MACHINERY. DANGER: THE WORD “DANGER” DENOTES A FORBIDDEN PRACTICE IN CONNECTION WITH A SERIOUS HAZARD. ADDITIONAL PRECAUTIONARY STATEMENTS SUCH AS “ATTENTION” AND “IMPORTANT” ARE FOLLOWED BY SPECIFIC INSTRUCTIONS. THESE STATEMENTS ARE INTENDED FOR MACHINE SAFETY. MACHINE SAFETY! ATTENTION.THE WORD “ATTENTION” IS USED TO WARN THE OPERATOR OF POTENTIAL MACHINE DAMAGE IF A CERTAIN PROCEDURE IS NOT FOLLOWED. IMPORTANT: THE WORD “IMPORTANT” IS USED TO INFORM THE READER OF SOMETHING HE NEEDS TO KNOW TO PREVENT MINOR MACHINE DAMAGE IF A CERTAIN PROCEDURE IS NOT FOLLOWED. IMPORTANT! FAILURE TO FOLLOW THE “CAUTION”, “WARNING”, AND “DANGER” INSTRUCTIONS MAY POSSIBLY RESULT IN SERIOUS BODILY INJURY.CONTENTS FOREWORD cite 2 SAFETY 200... ccccccees ; -3,5,6 and7 INTRODUCTION «2.00.0... ..ccccccsceeeseeeeeeeeee 8 SERVICING VICKERS-EQUIPPED LOADERS .... 10 ‘SECTION 1 - VICKERS TRANSMISSION REMOVAL 10 SECTION 2 - HYDROSTATIC TRANSMISSION OPERATION 14 SECTION 3 - VICKERS TRANSMISSION DISASSEMBLY ... 16 SECTION 4 - VICKERS TRANSMISSION PUMP AND MOTOR SHIMMING 3t SECTION 5 - SHIMMING PROCEDURE FOR VICKERS FOUR-WAY GEAR BOX 34 SECTION 6 - VICKERS STEERING CONTROL ADJUSTMENTS . 40 SECTION 7 - VICKERS VANE PUMP REMOVAL, INSPECTION AND INSTALLATION a7 SECTION 8 - PROPORTIONAL FLOW DIVIDER .... 54 SECTION 9 - STEERING CYLINDER REBUILDING . 56 SERVICING CESSNA-EQUIPPED LOADERS . 60 GENERAL INFORMATION ..... 60 SECTION 1 - CESSNA TRANSMISSION REMOVAL 62 SECTION 2 - CESSNA TRANSMISSION OVERHAUL 70 SECTION 3 - CESSNA TRANSMISSION OIL LEAKS 90 SECTION 4 - SHIMMING FOUR-WAY GEAR BOX .... 98 SECTION 5 - SYSTEM CLEANING PROCEDURE AFTER TRANSMISSION OVERHAUL ..... 108 SECTION 6 - HYDRAULIC RESERVOIR AND CHECK VALVE ASSEMBLY 104 SECTION 7 - STEERING NEUTRALIZER REPAIR ...... 1 SECTION 8 - CESSNA STEERING CONTROL ADJUSTMENTS 113 SECTION 9 - CESSNA GEAR PUMP REMOVAL, INSPECTION AND INSTALLATION 115 GENERAL INFORMATION - VICKERS AND CESSNA-EQUIPPED ‘SKID-STEER LOADERS ... ve 125 SECTION 1- START-UP PROCEDURE... 125 SECTION 2 - FINAL DRIVE DISASSEMBLY AND ASSEMBLY 128 SECTION 3 - HYDRAULIC SYSTEM PRESSURE CHECKS 144 SECTION 4 - SERVICING THE CONTROL VALVE 150 SECTION 5 - REBUILDING BUCKET AND BOOM CYLINDERS, 153, SECTION 6 - ELECTRICAL SYSTEM 164 SECTION 7 - BOOM LOCKOUT 172 SECTION 8 - FUEL TANK REMOVAL 176 SECTION 9 - SPECIFICATIONS - L-35 LOADER, L-775 LOADER L-778 LOADER, L-779 LOADER = 183 SECTION 10 - HYDRAULIC CIRCUIT DIAGRAMS, 189 SECTION 11 - TROUBLE SHOOTING 2194 SECTION 12- TORQUE CHARTS. = 205 ADJUSTABLE FITTINGS 208 BITE-TYPE FLARELESS FITTINGS 209 TUBE FITTING TROUBLE SHOOTING 210 INDEX... antSAFETY INFORMATION UNSAFE OPERATING PRACTICES AND IMPROPER USE OF THE LOADER AND ITS ATTACHMENTS ON THE PART OF THE OP- ERATOR CAN RESULT IN INJURIES. OB- SERVE THE FOLLOWING SAFETY PRECAU- TIONS AT ALL TIMES: 1. GIVE COMPLETE AND UNDIVIDED AT- TENTION TO THE JOB AT HAND SO COMPLETE CONTROL OF THE LOADER 1S MAINTAINED AT ALL TIMES. 2. DRIVE SLOWLY OVER ROUGH GROUND AND ON SLOPES. KEEP ALERT FOR HOLES, DITCHES AND OTHER IRREGU- LARITIES THAT MAY CAUSE LOADER TO OVERTURN. 3, AVOID STEEP HILLSIDE OPERATION WHICH COULD CAUSE LOADER TO OVERTURN. 4, REDUCE SPEED WHEN TURNING SO THERE IS NO DANGER OF LOADER OVERTURNING. 5. ALWAYS LOOK BEHIND YOU BEFORE BACKING UP. 6. MAINTAIN PROPER TRANSMISSION OIL LEVEL TO PREVENT LOSS OF BRAKING CONTROL. 7. DO NOT ALLOW CHILDREN TO OPER- ATE THE LOADER. 8. DO NOT ALLOW ADULTS TO OPERATE LOADER WITHOUT PROPER INSTRUCTION. OSHA REQUIRES THAT ALL OPERATORS, BE INSTRUCTED ON THE PROPER OP- ERATION OF THE MACHINE BEFORE THEY OPERATE THE UNIT. 9. DO NOT ALLOW PASSENGERS TO RIDE ON LOADER AT ANY TIME. 10. DO NOT OPERATE LOADER IN ANY PO- SITION OTHER THAN WHILE IN THE OP- ERATOR'S SEAT WITH THE SEAT BELT SECURELY FASTENED. 11. BEFORE STARTING ENGINE, BE SURE OPERATING CONTROLS ARE IN NEUTRAL. 12. 13. 14, 15. 16. 17. 18. 19. 20. 21. 22. NEVER OPERATE LOADER ENGINE IN A CLOSED BUILDING WITHOUT ADE- QUATE VENTILATION. RE-FUEL LOADER OUTDOORS WITH THE ENGINE SHUT OFF. REPLACE GAS CAP SECURELY. USE AN APPROVED GASO- LINE OR DIESEL CONTAINER. DO NOT SMOKE WHEN HANDLING FUEL. AVOID SPILLING. AFTER OPERATING THE ENGINE, NEVER TOUCH MUFFLER, EXHAUST PIPE OR ENGINE UNTIL THEY HAVE HAD TIME TO COOL. DRESS APPROPRIATELY — WEAR REL- ATIVELY TIGHT FITTING CLOTHING WHEN OPERATING LOADER. LOOSE OR TORN CLOTHING CAN CATCH IN MOV- ING PARTS OR CONTROLS. PULL LOADS ONLY FROM REAR HITCH YOKE. BEFORE SERVICING THE LOADER OR ANY OF ITS ATTACHED EQUIPMENT, BE. ‘SURE THE ATTACHMENTS ARE LOWER- ED TO THE GROUND OR THAT THE BOOM ARMS ARE SUPPORTED BY THE BOOM LOCK PINS. DO NOT WORK UNDER OVERHANGS, ELECTRIC WIRES, OR WHERE THERE IS DANGER OF A SLIDE. WEAR AN APPROVED SAFETY HAT WHEN OPERATING THE MACHINE, AND WHILE IN ANY WORK AREA. WEAR A SUITABLE HEARING PROTEC- TIVE DEVICE SUCH AS EAR MUFFS OR EAR PLUGS IF YOU ARE EXPOSED TO NOISE WHICH YOU FEEL IS UNCOM- FORTABLE. WHEN DRIVING THELOADER ONAROAD OR HIGHWAY, USE WARNING LIGHTS OR WARNING DEVICES AS MAY BE RE- QUIRED BY LOCAL OR STATE GOVERN- MENTAL REGULATIONS. HEADLIGHTS, AND WARNING LIGHT KITS ARE AVAIL- ABLE THROUGH YOUR SPERRY NEW HOLLAND DEALER. SMV SIGNS ARE SUPPLIED AS STANDARD EQUIPMENT. KEEP THE LOADER CLEAN. DO NOT AL- LOW TRASH, DEBRIS OR OTHER ARTI- CLES TO ACCUMULATE IN THE CAB OR FLOOR AREA THAT MAY HINDER SAFE MACHINE OPERATION.IMPORTANT BE A SAFE OPERATOR. Before attempting to operate the loader, thoroughly acquaint yourself with 1. The safety information in the Operator's Manual and the Skid-Steer Loader Safety Manual. 2. The operating instructions in the Opera- tor’s Manual 3. The controls on the loader. DANGER! FASTEN SEAT BELT BEFORE STARTING ENGINE! THIS LOADER IS A VERY STABLE UNIT BUT IT CAN BE UPSET IF THE OPERATOR STOPS, SUDDENLY WHEN BUCKET IS RAISED AND LOADED. THEREFORE, DO NOT START ENGINE BE- FORE SECURELY FASTENING THE SEAT BELT. OSHA REQUIREMENTS NOW MAKE IT THE EMPLOYER'S RESPONSIBILITY TO FULLY IN- STRUCT EACH OPERATOR IN THE PROPER AND SAFE OPERATION OF ALL OPERATIVE EQUIPMENT. BOTH EMPLOYER AND EMPLOYEE SHOULD THOROUGHLY FAMILIARIZE THEMSELVES WITH THE FOLLOWING SECTIONS.A CAUTION! AVOID STEEP HILLSIDE OPERATION. KEEP BOOM AS LOW AS POSSIBLE WHILE OPERATING. . REDUCE SPEED WHEN TURNING AND AVOID ABRUPT STARTS, AND STOPS. BEFORE DISMOUNTING FROM LOADER. A, MOVE CONTROL LEVERS TO NEUTRAL POSITION. B. ENGAGE BOOM LOCK PINS IF BOOM IS RAISED. C. ENGAGE THE PARK BRAKE. D. REMOVE SEAT BELT E, . SHUT OFF ENGINE AND REMOVE IGNITION KEY UNLESS OTHERWISE INSTRUCTED WHEN USING THE SPECIFIC ATTACHMENTS SET OUT IN THE “OPTIONAL EQUIPMENT AND REFERRAL ATTACHMENTS” SECTION OF THE OPER- ATOR'S MANUAL. BE CAREFUL WHEN GETTING ON AND OFF LOADER. . ALWAYS USE SEAT BELT WHEN OPERATING. WHEN PARKING THE LOADER ON ANY SLOPE, ACTIVATE THE PARKING BRAKE AND BLOCK THE WHEELS. KEEP ALL SHIELDS AND GUARDS IN PLACE.INTRODUCTION Sperry New Holland skid-steer loaders feature atully hydrostatic drive with an in-line back-to- back configuration. (All high pressure hy- drostatic circuits are internal). Sandwiched between and driving the two hydrostatic trans- missions, A, Figure 1, is a four-way gearbox, B, Figure 1. It receives power from the engine and drives both transmissions as well as the hydrau- lic system pump, C, Figure 1. The Cessna drive system is shown in Figure 1 but the Vickers unit is similar in operation. The transmissions are controlled with two steering levers. The contol levers are con- nected to two neutralizers, D, Figure 1. As the control levers are moved, the hydrostatic transmission pump pintle arms are stroked to the desired position. Hydrostatic pulsations and the torque feed-back generated by drive train loads are resisted by the internal shock absorber rather than by the operator's arms. This results in smoother operation and signifi- cantly less operator fatigue. The operation of a skid-steer loader is typi fied by rapid changes of speed and direction, with accompanying low speeds at times of heavy loader power demands. It is under these conditions that a hydrostatic transmission is more efficient than a mechanical drive train. When a loader digs into a pile of dirt the oper- ator strives to exert maximum tractive effort with very little speed. The variable displace- ment hydrostatic units are de-stroked so they drive the motors at the required slow speed while generating maximum torque. Minimum power losses occur because input speeds are reduced drastically below levels attainable with slipping clutches used in mechanical drives. ‘SHIELDS SHOWN REMOVED FOR CLARITY. FIGURE 1FINAL ORWE cha HroRosraric YO OP pre 8 SPROCKET DRIVEN GEAR. IDLER sPROCKE: CAUTION: GIVE COMPLETE AND UNDI- VIDED ATTENTION TO THE JOB AT HAND SO COMPLETE CONTROL OF THE LOADER 1S MAINTAINED AT ALL TIMES. To obtain maximum torque at the wheels it is important to remember that the control levers should be close to the neutral position. This differs from a mechanical drive unit where the operator pushes the control levers as far for- ward as possible to prevent the clutches from slipping, The positiveness of the loader hydros- tatic drive at low speeds allows the operator to ease the bucket into loads rather than using the impact loading technique which is so often ne- cessary when using mechanically driven units This machine never has to be used as a ramrod — a practice that is hard on both the operator and machine. woe *Sroe \ \nuve PLATE WYorostavic PUMP MAIN SYSTEM HYORAULIC PUMP Figune 2 Because of the positive relationship between the hydrostatic pumps and motors, the units work to aid deceleration of the machine when the pump is stroked toward neutral position. This is the automatic braking characteristic of the hydrostatic. Infinitely variable speed means a full range from full speed reverse through neutral to full speed forward, and any speed in between, with no jumps, jerks, or flat spots. Fast shuttle loading work is accomplished with no lost time changing directions. The smooth power application thus gained from the trans- missions gives maximum tractive effort on any terrain. The operator can ease the loader into a tough load without breaking traction because he has precise speed control.SERVICING VICKERS-EQUIPPED LOADERS SECTION 1 VICKERS TRANSMISSION REMOVAL fed Before removing one or both transmissions from the loader, a complete check of the hy- draulic system should be made to eliminate all other possible causes. If both transmissions must be removed, the right-hand transmission should be removed first because of easier ac- cess to the hardware. If, however, only one is to be removed, the same procedure applies to either side. For easier access to the transmis- sion areas, the boom should be raised and rest- ing on the boom lock pins. 10 FiguRE1 A WARNING: RAISE THE BOOM, EXTEND THE BOOM LOCK PINS AND LOWER THE BOOM DOWN ON THE PINS. STOP THE EN- GINE AND WORK THE BOOM AND BUCKET PEDALS TO RELIEVE HYDRAULIC PRES- ‘SURE IN THE BOOM AND BUCKET SYSTEM BEFORE DISMOUNTING. 4. Drain the oil from the hydraulic oil reser- voir, A, gear box, B, and both final drive chain cases, C, see Figure 1 2. Remove the seat, safety covers, and the seat plate. Take out the four %” cap screws, and remove the shield.A WARNING BEFORE SERVICING THE LOADER OR ANY OF ITS ATTACHED EQUIPMENT, BE SURE ‘THE ATTACHMENTS ARE LOWERED TO THE GROUND OR THAT THE BOOM ARMS ARE SUPPORTED BY THE BOOM LOCK PINS. nid i, a lim: Figune 3 ‘SHIELDS SHOWN REMOVED FOR CLARITY. FIGURE? SHIELDS SHOWN REMOVED FOR CLARITY. 3. Disconnect the high-low range tie rod from the pintle arm at both ends and remove. See Figure 2. 4. Loosen the cap screw and nut on the high- low pintle arm and remove as shown in Fig- ure 3. 5. Remove the servo-cylinder by disconnect- ing the two hydraulic lines, removing the cap screws, A, the cotter key and pin, B, loosening the cap screw and nut, C, and lifting the pintle arm andservo-cylinder out as a unit. See Figure 4. Figure ¢ SHIELDS SHOWN REMOVED FOR CLARITY. 1"a arte Ma ie ‘hae =, FIGURE 6 SHIELDS SHOWN REMOVED FOR CLARITY. 6. Disconnect the charge line, A, and the drain line, B. See Figure 5. 7. The final drive area on one side of the loader must be partially disassembled to gain clearance necessary for disengage- ment of the transmission from the gear box. For the necessary disassembly of the final drive see the first eight steps of the final drive disassembly, Section 2 “General In- formation”. (It is not necessary to remove the drive chain from the chain case for transmission removal.) 8. Remove the carriage bolts holding the plate and stub shaft to the final drive. See Figures 6 and 7. FIGURE 5 9. Remove the two %4" bolts at D, Figure 7, and , Figure 5. 10. Using a rope or chain to support the trans- mission, move it away from the gear box and partially into the final drive. 11. After disengagement from the gear box, the transmission can be shifted around and taken out of the loader from the inside. 12. If the remaining transmission is to be re- moved, the other servo-cylinder should be removed as described in item 5. PARTS SHOWN REMOVED FOR ae CLARITY.13, 14, 15, 16. 17. 18. ‘SHIELDS SHOWN REMOVED FOR CLARITY. Remove the other charge and drain line, D and E, Figure 8 ‘The vane pump is removed by disconnect- ing the suction line, see Figure 1, at the reservoir, the remainirg lines of the head section of the vane pump and the two '4" cap screws, F, Figure & Remove remaining lines necessary for pump disengagement. Remove 4” bolt securing drive shaft to gear box input shaft Rotate the pump body and gear box until the suction line will clear the control valve, then remove from the loader. The remaining final drive chain should be disconnected and the brake disc removed. Then remove the two %" cap screws and nuts which hold the transmission to the plate, same as D, Figure 7. No further disas- ‘sembly of this final drive is necessary. The transmission can now be removed, vane pune ee] As FIGURES CAUTION! GIVE COMPLETE AND UNDIVIDED AT- TENTION TO THE JOB AT HAND SO THAT COMPLETE CONTROL OF THE LOADER IS MAINTAINED AT ALL TIMES.SECTION 2 VICKERS HYDROSTATIC TRANSMISSION OPERATION FiguRe 9 This section describes the basic operational characteristics and provides service and over- haul information for the Vickers T1515W transmission. The complete hydrostatic transmission, shown in Figure 9, consists of these main com- ponents; the housings, pump and motor shafts, rotating groups, swash plates, yokes, and a valve block. The angle of the yoke and swash plate controls the effective stroke of each piston. One valve block connects the pump to the motor. Oil passages and valves in this valve block carry high pressure oil from the pump to the motor. Low pressure oil from the motor flows through the valve block, back to the pump, to complete the “closed loop” circuit. Figure 10 shows the internal oil flow through the transmission. When the pump is in the neutral position, oil enters the inlet at a super charge pressure of 65 psi (4.4 bar). If the transmission is empty of oil the two relief and replenishing valves will open, filling the closed loop and then reseat 14 When the closed loop has filled, the super charge oil opens the 25 psi (1.7 bar) relief- check valve and flows to the motor housing, through the valve block, into the pump housing and out through the 15 psi (1 bar) relief valve and returns to the reservoir. The reliet- replenishing valves will unseat to replenish oi lost from the pump and motor rotating groups. When the pump yoke control is moved from neutral, oil is forced out one side of the pump, through the valve block and forces the motor to rotate. The other side of this loop becomes the low pressure circuit, returning the oil from the motor to the pump. The relief and replenishing valve in the low pressure side of the loop opens to supply oil back to the pump which was lost for lubrication purposes. Ifthe pump yoke is reversed, the low pressure circuit then becomes the high pressure circu: and high becomes the low pressure side of the loop. When the transmission is loaded until it stalls, the pressure builds in the high pressure circui: to approximately 4500 psi (306 bar), then the relief valve opens and the oil flows into the su- per charge circuit. In this stalled position, the super charge oil which is being added to the circuit will open the other replenishing relief valve, and be recirculated to the pump. This happens due to the pressure differentialot sano YIOANIS3Y OL t sunseaud o1uaHasonsv LA aunssaud asvo [00 suo ouvHo ¥adns [Td Linowio NUNLIY 3UNSSadd MOT Feed dinouio 3unssaud HoH Ese d ave visa $¥30V01 Si2-1 GNV SE-1 NO ve! (ave 6’) Isa $9 (SUBMDIA) NOISSINSNVYL JILVLSONGAH jee “10 394VHO 1 ‘OILYSHOS SIINVEGAH = ' Lap pe Nivaa i 3SVO dWnd { i 1 1 i I o SATA | ONIHSINS 1434 pens 0 : any s3r7e (oe sy a > yd ised | Es ee BATA 1O3HO ONY | W31SAS) 431734 ‘L30NI BAA Jal, (UWE 21) Sd SZ 3OVNNIT OL OYLNOD BHOA ud NoILisod WeLn3N dWnd 73a3HM aayud ia M9018 SAIVA 15SECTION 3 VICKERS TRANSMISSION DISASSEMBLY IAM se oe ANN FIGURE REPLENISHING Oe sa VALVE PLATE. NOTE: Except for the limit screw control of the motor yoke, the procedure for disassem- bling the motor and the pumpis the same andis done in the same sequence. DO NOT INTER- MIX PUMP AND MOTOR PARTS. 1. Remove the four mounting bolts connect- ing the hydrostatic pump to the valve plate and the four bolts connecting the hydros- tatic motor to the valve plate. See Figure 11 2. Having removed the bolts from the pump and motor, you now have three separate ‘subassemblies, the piston pump, valve plate and piston motor. See Figure 12. 3. Place the valve plate on a clean surface. Take out the plugs on the right and left sides of the valve block as shown in Figure 13. The springs and cartridges will follow. Figuae 12 | neuer waves — FIGURE 13,NOTE: These cartridges are factory- assembled and the maximum pressure set- ting is pre-set and not adjustable. They cannot be repaired in the field. A new car- tridge must be used for repair. 4, To remove the free-wheeling valve, remove the snap ring on the retainer cap, then lift off the cap and O-ring. Remove the small snap ring washer and spring from the spool. The spool can now be removed from either end. See Figure 14. NOTE: The free wheeling valve spool can be installed from either direction. For con- venience always have the valve spools up, in relationship to their use in the machine. NOTE: To repair leaking O-rings at the free wheeling valve, it is not necessary to re- move the transmission from the machine. eacK-UP WASHER O-RING ono ° - | ~ IS.” 3 RETANER ce [> o @iy °Om FIGURE 14 A CAUTION: THIS SYMBOL IS USED THROUGHOUT THIS BOOK WHENEVER YOUR OWN PERSONAL SAFETY IS INVOLVED. TAKE TIME TO BE CAREFUL. 7DISASSEMBLY OF HYDROSTATIC MOTOR SNAP RING f f 4A t FIGURE 15 RRR o FIGURE 16 5. Remove snap ring from motor shaft with snap ring pliers. See Figure 15. Next remove bearing sleeve. See Figure 16. Now carefully remove rotating group as- sembly, consisting of the cylinder block and the piston shoe sub-assembly. Hold the complete block piston shoe sub- assembly together to prevent separation while removing from the motor. See Figure 17. 18 8. Place rotating group on a clean surface, being careful not to drop or scratch the running surfaces of the assembly. Then hold washer and spherical washer, Figure 18, in place with your index finger. Remove piston sub-assembly from cylinder block by lifting straight up, still holding washers in place with your index finger. ERP o FIGURE 17 WASHER AND. SPHERICAL WASHER FIGURE 18PISTON SUB-ASSEMBLY SHIM WASHER (THRUST WASHER USED IN PUMP) ve 2 O SPHERICAL, WASHER 9. Continue disassembly of rotating group in the sequence shown in Figure 19. 10. The cylinder block sub-assembly consists of a snap ring, two washers, and a heavy spring. WARNING! TO AVOID INJURY, USE A %” x 3%" BOLT, NUT AND TWO 1” DIAMETER FLAT WASHERS TO RELIEVE SPRING TENSION BEFORE REMOVING THE SNAP RING FROM THE BLOCK. See A Figure 20. FIGURE 20, " CYLINDER BLOCK PINs. FIGURE 19 SNAP ING FIGURE 21 With the spring compressed, remove the snap ring from the cylinder block with snap ring pliers, see Figure 21. Then relieve the tension of the spring by unscrewing the nut from the boltDISASSEMBLY TOOL washer —Limier +! WASHER" Seap_© > RING ae Figure 22 062" HOLE NARROWER PRESSURE LAND WIDER PRESSURE LAND FIGURE 23, 14. To disassemble the housing remove the swash plate which is recessed in the yoke. See Figure 24. 12. Figure 22 shows the cylinder block com- NOTE: Because of oil suction between the cetadoe SHE BOLT AND WASHER AT swash plate and the yoke, the swash plate THE EXTREME LEFT AND THE NUT AND. oe ul te cerns WASHER AT THE RIGHT ARE THE DIS- ASSEMBLY “TOOLS”, AND NOT A PART OF THE CYLINDER BLOCK SUB- ASSEMBLY. 13. The cylinder blocks and piston shoe sub- assemblies of the motor and pump are shown side by side in Figure 23. There is a slight difference in the dimensions of the kidney-shaped ports in the clyinder block face. The pump lands are wider than the motor lands. Also, the holes through the center of the piston shoes on the pump pistons are a little larger than those on the motor. NOTE: Because these dimensions affect the balance of the pump and motor, do not Intermix the parts. FIGURE 2415. To remove the shaft, disengage the snap ring and remove as shown in Figure 25. 16. After the snap ring retainer is out, tap the shaft on the small end with a plastic-tip hammer for proper removal. See Figure 26 FIGURE 25, PLASTIC TIPPED HAMMER FIGURE 26 2FIGURE 27 17. Remove the spacer that fits between the bearing and shaft seal. See Figure 27. Now, using snap ring pliers, take off the snap ring. See Figure 28. ee Figure 20 18, 2219. 20. 21 FIGURE 20 FELT eACK-UP RING 23 FIGURE 29 Remove the bearing with a bearing puller, (or arbor press, if available). ANY OTHER, METHOD OF BEARING REMOVAL MAY DAMAGE THE BEARING. See Figure 29. After the shaft has been removed, the pin- tles and yoke can be removed. To remove the pintles, begin by removing the retaining screws from the yoke. See Figure 30. ‘The housing containing the yoke should be held firmly in a vise when removing the yoke clamp screws. Remove the machine screws and the plates from both pintle shaft ends. Now remove the felt back-up ring on the O-ring, See Figure 31 feat || etd cen RING FIGURE 3122. Remove the short pintle shaft by using a small brass rod and hammer, tapping out until the pintle is free from the yoke. The shaft can then be removed as shown in Fig- ure 32 23. The long pintle is then easily removed by inserting the brass rod through the hole vacated by the short pintle and tapping it out. See Figure 33, 24. Figure 34 shows the yoke and pintles in assembly sequence. SHORT PINTLE ‘SHAFT FIGURE 32 = it FIGURE 29 SHORT PINTLE LONG PINTLE FIGURE 9¢ 24FIGURE 35, 25. If itis necessary to remove the pintle bear- (oe er TT ings, two methods are shown in Figures 35 and 36. The bearing puller, Figure 36, is the most desirable method but the “in the field” method shown in Figure 35 will work satisfactorily. > tnt KEEP CHILDREN AWAY aa ee “to) Se >» AT ALL TIMES eee aaa TT 25 BEARING FIGURE 9626. Ifthe shaft seal is to be replaced, use ashaft seal driver of the proper dimension or an arbor press, if available. Position the shaft seal on the driver; then place the seal in position and drive it into the pump or motor housing as shown in Figure 37. Shaft seal driver dimensions are given in Figure 38. Figune a7 oriver—| 4.000" \ i HOUSING fies 0.125 Wis" x 15° SHAFT SEAL 2.437" SHAFT SEAL INSTALLATION 2.062" 1.375" FIGURE 38 26FIGURE 39, 27. 28, Figure 39 shows the shaft seal properly seated and bottomed out against the shoulder of the recess. ‘The motor yoke adjusting screw shown in Figures 39 and 40 is set at the factory and FIELD ADJUSTMENT OF THIS MINIMUM. DISPLACEMENT STOP IS NOT RECOMMENDED. CAUTION: THIS SYMBOL IS USED THROUGHOUT THIS BOOK WHENEVER YOUR OWN PERSONAL SAFETY IS INVOLVED. TAKE TIME TO BE CAREFUL. 27 FIGURE 40Inspection and Repair Clean all parts thoroughly with mineral spirits prior to inspection and after any stoning opera- tion. Inspection and repair procedures are’ 1, Valve Plate — Inspect the flat surface that mates with the cylincer block for wear or scoring, Remove minor defects by lightly stoning the surface with a hard Arkansas Stone. BE SURE TO STONE LIGHTLY: THE SURFACE IS HARDENED AND EX- CESSIVE STONING WILL REMOVE HAR- DENED SURFACE. If wear or damage is. extensive, replace the valve plate. Do not machine the surfaces. 2. Rotating Group — Inspect the bores and the valve plate mating surface of the cy- linder block for wear and scoring. Remove minor defects on the running face by lightly stoning or lapping the surface. If the de- fects cannot be removed by these methods, replace cylinder block If one or more piston and shoe subassem- blies need to be replaced, check all piston and shoe assemblies in the unit to insure that all piston shoes ride properly on the swash plate. For acomplete set of nine pis- tons, variations in thickness greater than 0.001” (0.03 mm) from one shoe to another will result in excessive internal leakage and shoe wear. The replacement of all nine pis- ton and shoe sub-assemblies in the pump, and motor, as well as the cylinder block, is recommended for maximum service be- tween overhauls. Ifnecessary, hand-lap the shoes with 500-A emery paper (Tuff-Bak Durite Silicon Car- bide) backed up by a lapping plate. Good results can be obtained by dipping the paper in kerosene and keeping it wet dur- ing polishing ‘Swash Plate—inspect the swash plate for wear and scoring. If the defects are minor, lightly stone the swash plate. If wear or damage is extensive, replace the swash plate. Bearings and Drive Shaft—Inspect all bear- ings for roughness or excessive play and replace if necessary. Examine the shaft seal area of the shaft for scoring or wear. If the drive shaft is bent or worn excessively, re- place it. Assembly The procedures for assembling the transmis sion are basically the reverse of the disassem- bly procedures. Install new gaskets, seals, and O-rings when assembling the unit. Apply a light film of clean oil to ease assembly. Squirt oil on the rotating groups for initial lubrication. Use Vaseline® on the O-rings when installing 281 Pump and Motor Yoke—Install the yoke in the housing. Be- fore installing the pintle shafts check for proper orientation of the long pintle shaft in the housing. Insert the key in the long pintle shaft, align the key-way and the hole in the yoke with the groove in the pintle shaft and install the retaining screw. Install the short pintle (no key) and retaining screw in the same manner. NOTE: When the grooves in the pintle shafts are in proper alignment with the yoke, the retaining screws can be turned in. flush with the yoke by hand. Torque the retaining screws to 55-60 ft. Ibs. (71-81 Nem). See Figure 41 Drive Shaft and Bearings— Install new shaft seals in the housing. Place the flat washer over the shaft seals. Then install the drive shaft in the housing. Secure the drive shaft bearings with the retaining snap ring, mak- ing certain that the sharp edge on the snap ting faces out. NOTE: OnL-775 loaders the pump and mo- tor housings are machined to accept the larger bearings (272169). Swash Plate—install the chamfered edge of the swash plate toward the shaft seal. Be sure that the swash plate is properly seated in the yoke and that it can be freely rotated with the fingers. FIGURE 41 FIGURE 42 29FREE WHEELING VALVE SPOOL, 4. Rotating Group Assembly—If the spring and washers were removed from the cy- linder block, reassemble them. The group is assembled with only the washer provided with the kit. HOWEVER, THE PUMP AND MOTOR GROUPS MUST BE SHIMMED. SEE TRANSMISSION SHIMMING PROCEDURE, SECTION 4. When properly assembled, the spring can be compressed about %" with the three pins in place. Install the pump and motor assemblies on the valve plate. Be sure to install the bearing sleeve and gaskets before installing the four retaining screws. Torque screws to 42- 45 ft. Ibs. (57-61 Nm). See Figure 42. Install the NEW housing gaskets dry. ‘BACK-UP WASHER RETAINER CAP Om a FIGURE 43, 5. Valve Block—Install new backup washers and O-rings in the valve block as shown in Figure 43. install the spool in the valve block, orienting the spool in the direction which can be easily reached after assembly in the unit. Complete the assembly of the free wheel- ing valve as shown in Figure 43 and then install the replenishing relief valves, relief check valve springs, O-rings and caps, see Figure 44. NOTE: The relief check valve and 25 psi (1.7 bar) spring shown in Figure 44 is used in L-35 loaders only. A larger solid con- struction valve and 40 psi (2.7 bar) spring is used in L-775 loaders. See Service Parts manual for details. - | | fae ‘SHecx valve o-nING FIGURE 44SECTION 4 VICKERS TRANSMISSION PUMP AND MOTOR SHIMMIMG This procedure is used when the rubber co- ated metal gasket (578408) is installed. Shimming of the Vickers hydrostatic trans- mission pump is done to insure that the piston shoes do not lift off the swash plate. Shimming of the motor is done to insure that an “overrunning” situation does not occur. Overrunning is a condition where the motor rotating group “lifts” away from the valve block, causing a free wheeling condition on a steep incline. The materials required for shimming are: a. Two sets of feeler gauges capable of measuring a gap up to 0.040" (1 mm) b. Two straight edges at least 5” (15 cm) long or a tool such as the one shown in Figure 45. ¢. AO-1 inch micrometer. 4. Shim kit (273895), includes seven shim washers and three pins. A shim kit is required for each of the pump and the motor rotating groups NOTE: When using this tool you will not need two straight edges. Center of shaft will fi %e" center hole and the two 3/16” holes will fit cover dowel pins in outer housing. NOTE: A thicker spherical washer (273868) is now used in replacement rotating groups and complete transmissions. The use of the thicker washer (0.364” thick) made it necessary to change from the shim kit (286232) to a new shim kit (273895). In most cases the old rotating groups can be shimmed with the new shim kit but in several isolated cases dealers have been unable to shim the old rotating groups with the thinner spherical washer (224139). In these cases, it is recommended that a new spherical washer (273868) (1/32" thicker than the old spherical washer) be ordered to correct the problem 273895 Shim Kit 0.097" Shim Washer 0.108" Shim Washer 0.119" Shim Washer 0.129" Shim Washer 0.140" Shim Washer 0.150" Shim Washer 0.160" Shim Washer Three Pins ROTATING GROUPS New pump or motor rotating groups come with three 1%" (82 mm) long pins and a flat hardened washer. In preparation for shimming the three pins and the flat hardened washer are discarded. A shim kit (273895) should be or- dered with each rotating group. SHIMMING TOOL re IP ne" HOLE 3/4 p= 2-5/8" —} 78" HOLE, fe 1-1/2" 3/i6"O HOLE FIGURE 45 31"SPHERICAL WASHER FIGURE 46 SHIMMING PROCEDURE In preparation for shimming, the mating sur- faces on the pump and motor housing and on the valve block must be thoroughly cleaned of the old paper gasket and sealer. It is recom- mended to use a cleaning alcohol to be sure all of the old gasket sealer is removed. The metal gasket (578408) will be installed dry. a. Select a shim washer, which is found in the kit b. Place the shim washer and the spherical, washer on top of the hub. Center them so the splined shaft will not hit the flat shim washer on assembly. (DO NOT USE THE THREE PINS FOUND IN THE KIT AT THIS TIME.) c. Assemble the pistons in the cylinder block as shown in Figure 46. d. Position the rotating group in the hous- ing. Be sure the swash plate is installed e. Place the housing on a vise so the hous- ing face is up as shown in Figure 47. 1. Place straight edges or tool across the housing face, one on either side of the shaft as shown in Figure 47. Using the feeler gauges, check for dimensions in the pump and motor as follows. 32 PUMP When the correct shim washer has been se- lected for the pump rotating group, these are the dimensions you should have. From 0.009” (0.23mm) space between the pump housing and a straight edge as shown in Figure 48 (use two feeler gauges—one under each end of the straight edge at A and B), to 0.002" (0.05 mm) space between the rotating group and the straight edge as shown in Figure 47 (when straight edge is resting on the housing) FIGURE 47 MOTOR When the proper shim has been selected for the motor rotating group, these are the dimen- sions you should have. From 0.009" to 0.018” (0.23 to 0.48 mm) space between the motor housing and straight edge resting on the rotat- ing group as illustrated in Figure 48, (no pins in the rotating group and use two feeler gauges one under each end of the straight edge at A and B).Assembly FIGURE 48 After obtaining these dimensions by instal- ling the correct shim washer be sure to install the pins that came with the shim kit into the rotating groups. When installing the spacer and snap ring on the shaft it may be necessary to push the rotating group down against spring pressure to get the snap ring in its groove. See Figure 15, ‘Transmission Disassembly” Pour clean oil into the rotating groups and assemble the transmission installing the new metal gaskets dry and torquing the cap screws to 45 ft. Ibs. (61 N'm). DO NOT OVERTORQUE OR THE GASKET COULD BE OVERCRUSHED. NOTE: When transinissions are being installed in the loader no shim gaskets will be required next to the chain cases. Fill the transmission case with oil through the drain hole before the transmission is reinstalled in the loader. 33SHIMMING PROCEDURE FOR SECTION 5 VICKERS FOUR-WAY GEAR BOX args Shimming of the four-way gear box to the transmissions is necessary for proper gear con- tact and bearing life. Improper shimming will result in excessive noise, and premature bear- ing and gear failures. Therefore, it is necessary to check the shimming if a transmission is re- placed or a major failure is encountered This procedure explains how to preload the input shaft and to shim the gear box to the transmissions. If the gear box has been disas- sembled for any reason, make sure all mating surfaces are free of any foreign materials before installing any new parts. Also, be sure all shims are clean and in good condition (or have new ones available) before attempting to shim. NOTE: When rebuilding a gear box from an older loader and the hydrostatic input bevel gears have to be replaced, you will receive a gear with a ‘%” shorter shoulder at G, Figure 54. When replacing this gear, you will have to also order a spacer (264621) to maintain the proper backlash between bevel drive gear and bevel pinion gears. Seethetransmission input gears and washers used in the Cessna gear box, Section 4, A and C, Figure 4. This same style gear and washer setup is used for servicing the Vickers gear box. torch, © 7 BEVEL GEAR ——_NNPUT swaT 34 PUMP ADAPTOR PLATE jj s 44 FIGURE 49Pre-Load Input Shaft The gear box and related parts shown in Fig- ure 49 should be assembled with enough shims, at C and D, to allow the shaft to turn freely with no end play. See Figures 49 and 50 NOTE: It is not necessary to install the hy- draulic pump; secure the pump adaptor plate using substitute cap screws. FIGURE 50 Shimming Transmissions to Gear Box 1. Toshim the transmissions to the gear box it will be necessary to remove the bevel pin ions from the pump shatt on both transmis- sions. To do this, use a suitable puller to apply a pulling pressure on the pinion. Heat the pinion to about 400°F (or until the Loc tite® yields), then continue to pull off the pinion. Clean the splines until the pinion can be removed easily, see Figure 51 Set the left-hand transmission aside temporarily. 35, x BEVEL PINION yorosTavic PUMP HOUSING FIGURE 512. Measure distance, A, on the right-hand hy- drostatic pump as shown in Figure 52. This is the distance from the shoulder on the pump shaft to the mating surface on the pump housing One method for measuring this distance is shown in Figure 53. The pinion is used to hold a straight edge across the shoulder on, the shaft and a second straight edge or bar stock is used to take up space. Then using a feeler gauge, add enough “gauges” to fill up the remaining gap. Using an 0 to 1 inch micrometer, measure the total thickness of the bar stock and gauges to obtain dimen- sion, A. For example, this may be 0.432". 3. A constant of 2.187”, see Figure 54, which is the distance from the center of the input, shaft to the pump shaft shoulder, is added to A, previously measured. This will give you the distance the mating surface of the right-hand pump housing must be away from the center line of the gear box to ob- tain correct tooth contact. Back to the ex- ample: You would add 2.187" to 0.432” fora total of 2.619" FIGURE 52 FIGURE 53 A THIS SYMBOL IDENTIFIES IMPORTANT SAFETY MESSAGES IN THIS MANUAL. PLEASE READ THESE MESSAGES CARE- FULLY FOR YOUR PERSONAL SAFETY. 36vs aunous X08 Hv39 40 3N 431N39 7 BNIWL34 ONRIW3a LAN shins 0. ; I 3 a Wn “aan noi | | "aA | | ) dINNd DLLVISONOAH LHOIH | oar aa Wd SLLVLSOMOAH 1437 || aud YoLevay aWnd 1-4 SS3NOML WINS xzves% A - Wo [— Ss3NOIHL WKS poeos 4, Ashim factor “X” is etched on the bottom of the gear box as shown in Figure 55. The shim factor is either added to (+) or sub- tracted from (—) the constant 2.594". The constant 2.594”, Figure 54, is the distance from the mating surface of the gear box to the center of the input shaft. Back to the example: IF —5 is stamped on the bottom of the gear box, Figure 55, you would subtract, this from 2.594" for a total of 2.589”. In some instances, the shim factors stamped ‘on the bottom of the gear box can not be easily read. If so, you can use only the con- stant 2.594” for calculating the shim packs. This could result in added work in shim adjustment to obtain the ultimate goal. 5. Now subtract the figure obtained in item 4 from the figure obtained in item 3. Example: 2.619” — 2.589" = 0.030”. This is the thick- ness of shims required between the pump and gear box as shown in Figure 56. ‘SHIM. FACTOR "Y) FIGURE 55, FIGURE 56 386. Install the right transmission to the gear box, Figure 57. Alter the shim packs at C and D, Figures 57, to shift the bevel gear andthe input shaft until 0.005"-0.009" (0.13- 0.23 mm) backlash is obtained between the bevel gear and the bevel pinion. NOTE: Generally, if the back faces of the bevel and pinion gears are even, proper tooth contact has been obtained. See Fig- ure 57. 7. Remove the right-hand transmission. 8. Using the left transmission follow steps 2 through 5 (substituting “A” with “B” and “x" with “Y", “Y" being the shim factor stamped on the bottom left-hand surface of the gear box, shown in Figure 55, to deter- mine the initial shim pack thickness. 9. Install left pump to gear box with pre- determined shim pack and check backlash between bevel gear and bevel pinion (left- hand). There should be 0.005"-0.009" (0.13- 0.23 mm) backlash. If backlash is not cor- rect, alter the shim pack between the pump (left hand) and gear box until you obtain the correct backlash, NOTE: The shim pack at C and D, Figure 57, should not be altered or tooth contact of the right-hand transmission would be changed. 10. Reinstall right hydrostatic assembly and make sure all hardware has been properly tightened. Apply #2 Permatex® to all gear box hardware upon final assembly. IMPORTANT: The ultimate goal is to have the back surfaces of the gears in line (see E and F, Figure 54) with 0.005”-0.009" (0.13- 0.23 mm) of backlash between each. 39 Fiaune 67SECTION 6 VICKERS STEERING CONTROL ADJUSTMENTS LEFT FORWARD DRIVE CONTROL LEVER STOP BOLT ‘SHIELDS SHOWN REMOVED FOR CLARITY. A CAUTION: THE LOADER SHOULD BE BLOCKED UP SECURELY WITH ALL FOUR WHEELS OFF THE GROUND BEFORE AD- JUSTING THE DRIVE CONTROLS WITH THE ENGINE RUNNING. STAND CLEAR OF RO- TATING WHEELS. Adjustment of steering controls and high-low range control is essential for proper perfor- mance of the skid-steer loader. Misadjustment of the steering control will cause a constant “creeping” problem when the park brake is re- leased. A poorly adjusted high-low range con- trol will cause the loader to be excessively noisy and appear to lack horsepower. LEFT SIDE DRIVE CONTROL ADJUST- MENT PROCEDURE Loosen jam nuts. Screw out both the forward and reverse drive control lever stop bolts until the ends of the bolts are flush with the jam at A, Figure 58. Disconnect steering cylinder rod end from pintle lever by removing the cap screw, B, Figure 58, 40 A CAUTION: MAKE ALL ADJUSTMENTS WITH ‘THE ENGINE STOPPED UNLESS OTHERWISE SPECIFIED. Disconnect centering spring assembly rod ‘end from pintle lever by removing a cap screw at C, Figure 58. Move the pintle lever to the rear of the ma- chine until it contacts the internal stop. Move the steering cylinder to the rear of the machine until it bottoms out as shown in Figure 59. (Be sure the drive control lever does not con- tact the control lever stop bolt.) Atthis time the steering cylinder should have overtraveled the pintle lever at A, Figure 59, with both bottomed out. Check the amount of overtravel Move the pintle lever to the front of the ma- chine until it contacts the internal stop.CENTERING SPRING ASSEMBLY, SHIELDS SHOWN REMOVED FOR CLARITY. Move the steering cylinder to the front of the machine until it bottoms ou: as shown in Figure 60 (be sure the drive control lever does not contact the drive control lever stop bolt.) At this time the steering cylinder should have overtraveled the pintle leverat A, Figure 60, with both bottomed out, Chesk the amount of overtravel FiGURE 59 Divide the amount of steering cylinder over- travel evenly between the rear position and the front position by lengthening or shortening either end of the steering cylinder ends, see Figure 60. The steering cylinder should overtravel the pintle lever the same amount when moved to the rear position and the front position. This insures the steering cylinders will always be able to power the pintle lever's full stroke in either direction. (This adjustment for overtravel is done only if the rod ends need replacement.) CENTERING SPRING ASSEMBLY SHIELDS SHOWN REMOVED FOR CLARITY. a” FIGURE 60SHIELDS SHOWN REMOVED FOR CLARITY. Attach the steering cylinder end to the pintle lever with a %" x 1%" cap screw, lock washer and nut as shown at A, Figure 61 Position the pintle lever so it is parallel with the hydrostatic case as shown in Figure 61 (pin- tle lever in neutral; bolt holes in centering spring and pintle lever should align) With the pintle lever in neutral position, ad- just the steering control linkage at B, Figure 61, so the drive control lever arm is vertical. 42 Mic FIGURE 61 A CAUTION: BEFORE SERVICING THE LOADER OR ANY OF ITS ATTACHED EQUIPMENT, BE SURE THE ATTACHMENTS ARE LOWERED TO THE GROUND OR THAT THE BOOM ARMS ARE SUPPORTED BY THE BOOM LOCK PINS.SHIELDS SHOWN REMOVED FOR CLARITY. LEFT SIDE DRIVE CONTROL LEVER STOP Move the pintle lever to the front of the ma- chine with the drive control lever until pintle lever comes against its internal stop in the transmission. Adjust the drive control lever stop bolt, Figure 62, so the steering valve does not move on the steering cylinder with the pintle lever against its internal stop and drive control lever against its stop bolt. See Figure 62. Tighten jam nut Move the pintle lever to the rear of the ma- chine with the drive control lever until pintle lever contacts the internal stop. Adjust the drive control lever stop bolt, Figure 63, so the steer- ing valve does not move on the steering cy- linder with the pintle lever against its internal stop and drive control lever against its stop bolt. See Figure 63. Tighten the jam nut DRIVE CONTROL LEVER STOP BOLT (NOT SHOWN) ht Ty nal - Ae SHIELDS SHOWN REMOVED FOR CLARITY. 4300 END 4 Set Sey oe m= cos \ ‘THREADED ROD CENTERING SPRING ASSEMBLY The centering spring assembly, see Figure 64, should be adjusted so the threaded rod does not have any lateral free travel inside the bracket orthe spring, If the adjusting nuts, A and B, and jam nut, C, become loose, the threaded rod will be free to move unrestricted inside the spacers. This will cause the pintle lever to not always return to neutral and the loader will creep. To adjust the assembly, turn in the adjusting nuts, B, until the threads stop and lock them together. Adjust nuts, A, inward toward the spacer to the point where the threaded rod can- not be shifted inside the spacers or bracket without compressing the spring. Lock nuts, A, together. SPRING ‘SPACER SLEEVES: Lge i. = —-.; FIGURE 64 Attach the centering spring rod end to the pintle arm at B, Figure 65, with a5/16" x11" cap screw, flat washer, lock washer and nut (the flat washer on top of the centering spring rod end will protect it from dirt) Loosen the jam nut on the centering spring rod next to the rod end at C, Figure 64. Adjust the length of the centering spring rod by turn- ing the centering spring rod assembly so the pintle arm is in approximately the neutral position, ‘SHIELDS SHOWN REMOVED FOR CLARITY. 44 FIGURE 65Place a jack under the chain case, as shown in Figure 66, to lift the wheels off the ground, Lift all four wheels off the ground, and securely block the machine. SECURELY BLOCK THE LOADER SO TT CANNOT FALL FIGURE 66 A CAUTION: SECURELY BLOCK THE MACHINE SO IT CANNOT FALL! Make sure everyone is clear of the machine. Start the engine. The wheels should remain sta- tionary. If the wheels rotate, adjust the length of the centering spring rod at C, Figure 65, so the wheels remain stationary. Lock the jam nut, C. RIGHT SIDE DRIVE CONTROL ADJUSTMENT The right side drive control is adjusted the same as the left side drive control. Follow the left side drive control adjustment procedure to adjust the right side drive control 45 A CAUTION: DISCONNECT THE BATTERY CABLES BECAUSE YOU ARE WORKING VERY CLOSE TO A BATTERY TERMINAL. a Ss anne AN epee ORE Figune 67 SHIELDS SHOWN REMOVED FOR CLARITY. HIGH AND LOW RANGE CONTROL ADJUSTMENT Disconnect tie rod from right pintle lever as shown at A, Figure 67. Position the high-low control handle in the low range (rear) position of the quadrant and adjust control rod at B, Figure 67, so approxi- mately five pounds of force is required to snap the high-low control handle into the low range notch. Lock the jam nuts. All linkage should work freely so the pintle lever is held against the motor internal stop.ee ¥Z ‘SLIDING QUADRANT PLATE. wu SHIELDS SHOWN REMOVED FOR CLARITY. Position the high-low contro! handle into high range of the quadrant, Figure 68. Adjust the sliding quacrant plate at A, Figure 68, until approximately five pounds of force is required to snap the high-low control handle into the high range notch with the pintle lever against its internal stop. The sliding quadrant plate is under the quadrant. Move high-low contro! handle into low range position, Connect the tie rod to the right pintle lever, PADJUSTING KNOB —__ PARKING AND EMERGENCY BRAKE (ENGAGED) be J = 2 \ INDER QUADRANT) FIGURE 68 Adjust the tie rod, Figure 69, so the left side Pintle lever begins to preload against its inter- al stop with the control lever in the low range position. Tighten the tie rod jam nuts. The pintle levers are held against their inter- nal stops to eliminate chattering and vibration in the linkage due to pressure pulsations in the motor. 0 NOT OPERATE THE LOADER WITH HI-LOW RANGE LEVER IN ANY OTHER PO- SITION THAN THE HI OR LOW LOAD SLOTS. TO DO SO MAY CAUSE DAMAGE TO THE TRANSMISSIONS. ‘SHIELDS SHOWN REMOVED FOR CLARITY. 46 FIGURE 69SECTION 7 VICKERS VANE PUMP INSPECTION, REMOVAL AND INSTALLATION Ae he a G50. = = SPRING ~ DRIVE SHAFT vanes: FIGURE 70 This section describes the basic operational characteristics and provides service and over- haul information for the Vickers V20P vane pump. The complete pump, see Figure 70, consists of these main components: cover, pressure plate, rotor with vanes, ring, body, and shaft. Oil is drawn in the suction inlet of the pump body, Figure 71, and directed into the pumping cartridge. The rotor is driven within the ring by the drive shaft, which is coupled to the engine. As the rotor turns, centrifugal force on the vanes causes them to follow the elliptical inner FIGURE 71 surface of the ring. See Figure 72 With the vanes out against the ring, the turn- ing of the rotor causes the area between the vanes to increase as the vanes pass the inlet sections of the ring. This results in a low pres- sure condition which allows atmospheric pres- sure to force oil into the chambers. (Oil outside the inlet is at atmospheric pressure or higher.) This oil is trapped between the vanes and car- ried past the “dwell” section of the ring. See Figure 72. As the outlet section is approached, the ring diameter decreases and the fluid is forced out into the cover, out into the system. — igre FIGURE 72, a7The pressure plate seals the pumping cham- ber. A light spring holds the plate against the cartridge until pressure builds up in the system. ‘System pressure against the area on the back of the plate is larger than the area exposed to the pumping cartridge, thus, an unbalanced force holds the plate against the cartridge, sealing the cartridge and providing the proper running clearance for the rotor vanes. Maximum pump delivery and system pres- sure are determined by the internal flow control and relief valve in the outlet cover. Pump delivery flows through the restricted orifice, O, Figure 73, and exerts pressure in cavities, A, B and C, Figure 74. While the flow rate is within the capacity of orifice, C, pressures at A and C will be equal and the spring offset will hold the control spool in the closed position. If the pump delivery is increased, the pres- sure in cavities, B, and C, will increase because of the restriction at orifice, O. Thus the spool will shift toward A. The dis- tance the spool can move against the spring is determined by the pressure difference between A and C. Flow going to the primary port is held nearly constant by the orifice, O, and the metering area, D. Flow going to the secondary port is determined by the pump delivery, since all flow over the amount allowed through O, is metered through E, to the secondary outlet port. Figuae 74 FIGURE 73, 48Determining Extent of Pump Problem INSPECTION 1. Remove the seat, safety covers, and the seat plate. Take out the four 14" cap screws and remove the shield. 2. Loosen the hydraulic reservoir cap to re- lieve any pressure in the reservoir. Then replace the cap. NOTE: It is not necessary to drain the hy- draulic reservoir tor pump inspection. A CAUTION: BEFORE SERVICING THE LOADER OR ANY OF ITS ATTACHED EQUIPMENT, BE SURE THE ATTACH- MENTS ARE LOWERED TO THE GROUND. OR THAT THE BOOM ARMS ARE SUP- PORTED BY THE BOOM LOCK PINS. 3. Remove the three hydraulic lines from the pump cover. These lines should be capped to prevent oil seepage. Remove the four cap screws and cover. See Figure 75. 4. Separate the pressure cap from the dowel pins. Nene: “STEPPNG™ CAUSED BY CAVITATION. ean RING | 5. Remove the rotor, vanes and ring, 6. Inspect the ring and vanes for wear. Figure 76 shows the results of a lack of oil (cavita- tion) causing a “stepped” wear pattern on the ring. This condition, if severe, will result in the vanes piling up on the steps, breaking the pump shatt. FIGURE 75, SHIELDS SHOWN REMOVED FOR CLARITY. FIgURE 76" NeW Pump B00Y DAMAGED PUMP BODY FIGURE 77 If the oil is contaminated, a “gouged” ring will be observed. If either of these condi- tions exists, a cartridge kit consisting of a new ring, rotor, and vanes will repair the unit. If the body is scored as shown in Fig- ure77, a complete pump should be installed. A CAUTION: THIS SYMBOL IS USED THROUGHOUT THIS BOOK WHENEVER YOUR OWN PERSONAL SAFETY IS INVOLVED. TAKE TIME TO BE CAREFUL! A COLELLO. REEP CHILDREN AWAY rar Oa IN bar AT ALL TIMES eee aaa aaa ae e TTT MN 50REMOVING VANE PUMP 1 Drain the hydraulic reservoir and four-way gear box. See Figure 78. Disconnect the pump suction line from the hydraulic reservoir, Figure 78. Remove the two cap screws holding the pump body to the four-way gear box, see Figure 79. Rotate the pump counter-clockwise enough, for the suction line to clear the control valve. NOTE: In some cases, it may be necessary to remove the control valve attaching bolts to gain additional clearance for pump removal. gonna Te o FIGURE 78 FIGURE 79 ‘SHIELDS SHOWN REMOVED FOR CLARITY.FIGURE 80 FIGURE 61 FIGURE €2 SEAR onive Hart S FIGURE 63, REBUILDING THE VANE PUMP After removing the pump, f it has been de- termined that the pump can be rebuilt, use a new bearing, seal, or shaft, and proceed as follows: 1 Remove the snap ring from the pump body. See Figure 80. Using a nylon hammer, drive out the shaft and bearing from the housing as shown in. Figure 81 With a drift punch drive out the old seal. See Figure 82. Install the new seal, Figure 83, using a suit- able driver. Install a new bearing on the shaft and replace in the housing. Insert the snap ring Before installing the ring on to the pump body, make sure that arrow, see Figure 84, is pointing in the direction of pump rotation. Install the rotor on the shaft. (The rotor can be installed in either direction.) Insert the vanes into the rotor with the rounded edge pointing out toward the ring. See Figure 85. Install the pressure plate spring and cover. NOTE: Be sure the cover is installed on the pump body in the proper orientation for line hook-up. Torque the cap screws to 55-60 ft. Ibs. (74- 81 N'm),Figune ea PUMP INSTALLATION NOTE: Before installing a new pump, the hy- draulic reservoir should be thoroughly cleaned. 1. Install the suction line on the pump. 2. Thoroughly lubricate the splines on the pump drive shaft and install the pump on the gear box. Use a good Loctite sealant (253453) on the cap screw threads to insure they stay tight. NOTE: Be sure the shims and the O-ringon the pump adaptor plate are properly in- stalled or pump drive shaft failure can result. 3. Connect all hydraulic lines and fill the hy- draulic and gear box reservoirs with new oil. NOTE: See operator's manual for proper viscosity rating. Before operating the loader after a pump failure, the start up procedure outlined in the "General Information" section should be followed. FFounoee eoees oF ALL WANES FIGURE @sSECTION 8 PROPORTIONAL FLOW DIVIDER PROPORTIONAL e zazex Toes see ‘SHIELDS SHOWN REMOVED FOR CLARITY. The proportional flow divider, Figure 86, is used to divide a single flow of oil from the pump into two separate outlets. Oil from these two outlets can be used to operate separate hydrau- lic circuits. These two outlets are designated as Port A and Port B. 1. When the oil is free flowing through the flow divider, the oil flow is as follows: INLET PoRT ORIFICE PLATE NO. 1—> FicuRe Oil from the pump enters the inlet port of the flow divider. The oil enters the hollow spool through the four cross holes and flows to both ends of the spool where it passes through two orifice holes of the same diameter. See Figure 87. Since the two orifice holes are the same diameter, the flow of oil is divided equally as it passes through the orifice holes. FLOATING SPOOL (NOT SHOWN) Plus S J ORIFICE PLATE —” No. 2 FIGURE 87 54oRiFice — HF ORIFICE NO.1 iY No.2 PORTA PORT B FIGURE 88 2. Flow of oil when one of the two work ports is pressurized: If port A is pressurized and port B is not pressurized, the oil flow will still divide ‘equally between the two ports. When pres- sure is applied to port A, Figure 88, the pressure backs up through orifice No. 1, into the hollow spool and back to the pump. The pump output oil is now pressurized to approximately the same pressure as that in port A. With a hydraulic resistance in port A, the oil tends to take the path of least resistance and flow to port B, however, as the oil passes through orifice No. 2, it creates a higher pressure drop across the orifice and the spool moves toward port B. The spool tries to cut off the flow of oil around the end of the spool and creates a flow resistance equal to the pressure resistance in port A. It is the movement of the spool that seeks to balance the flow of oil out both work ports, even though one port is pressurized and the other is free flowing FIGURE 89 DISASSEMBLY OF THE FLOW DIVIDER 1. Remove the caps from each end of the flow divider. See Figure 89. Remove the spool as shown in Figure 90. The orifice in each end of the spool can be removed as shown in Figure 91 INSPECTION AND ASSEMBLY 1. Inspect the inner bore of the housing for any scoring or rough edges. If scoring is found, and cannot be removed with fine emery cloth, a new flow divider should be installed. 2. Check the spool inside the housing. It should be a close fit, but float freely. 3. To assemble the flow divider, reverse the disassembly procedure, being sure that the orifice plates are tightly locked into the spool. A good Loctite sealant (253453) is recommended, 4. Install new O-rings on both plugs and tighten securely. FIGURE 90, FIGURE 91SECTION 9 STEERING CYLINDER REBUILDING SHIELDS SHOWN REMOVED FOR CLARITY. Two steering cylinders, see Figure 92, are used to assist in stroking the pintle arms on each transmission. The steering cylinder, Figure 93, consists of the head, housing, spool, piston, and barrel assembly. oD ANO Piston BARREL ASSEMBLY FIGURE 92 The housing is connected to the control han- dle, Figure 92. When the control handle is stroked, the housing is shifted, directing the oil into the cylinder area. When the pintle arm is shifted to the desired speed range, the spool neutralizes with the housing and all incoming oil is circulated through the housing, out of the return. hy FIGURE 99FIGURE 95 DISASSEMBLY 1, Thoroughly clean outside of cylinder. 2. Clamp cylinder barrel in vise and unscrew head. See Figure 94. Slide the housing from cylinder assembly. Install two 14" dowel pins in the cross holes, Figure 95, and use them to unscrew the spool assembly, or use an open end wrench on the end of the spool assembly, being careful not to distort the spool 5. Remove the spool assembly from the bar- rel. The inner barrel should come out with the spool assembly. See Figure 96. FIgURE 94 6. Remove piston and piston rod assembly from outer cylinder barrel. FIGURE 96 87STON AND ROD ASSEMBLY \ spe ‘OUTER CYLINDER BARREL icy \ we) ieee INNER CYLINOER BARREL O-— onine 7. It is not necessary to remove the piston from the piston rod unless it is necessary to replace the piston. See Figure 97. 8. It is not necessary to remove the spring, washers, and snap ring, see Figure 98. 9. Remove the two O-rings and back-up washers from the inside of the housing. 10. Remove the two O-rings from the 0.D. of the spool as shown in Figure 97. 11. Remove the Teflon® piston ring from the .D. of the piston, remove the O-ring from under the piston ring. 12, Remove the wiper seal and O-ring from |.D. of barrel assembly. 13. Itis not necessary to inspect O-rings, back- up washers and the wiper seal as these should be replaced as new items. INSPECTION 1. Inspect bore of housing for scoring or ex- cessive wear. 2. Inspect inside diameter (I.D.) of inner barel for scoring or excessive wear. 3. Inspect outside diameter (0.0.) of piston for excessive scoring or wear. 4. Inspect piston rod for wear, straightness and condition of threads 58 O-RINGS FIGURE 97oo « TQo.™ = we 2 — 3. sence <_HousiNne Re ome —C) ack UP washer — FIGURE 98 REASSEMBLY 1. Install new O-ring and back-up washer in each end of the housing. Back-up washer should be on the outside of the O-ring, 2. Install new O-rings on O.D. of spool assembly. 3. Inspect outside diameter (0.D.) of piston ween Seaulupe rene ou a0) for excessive scoring or wear. 4. Inspect piston rod for wear, straightness and condition of threads. 5. Install O-ring on O.D. of piston. Install Te- flon® piston ring over O-ring by carefully working Teflon ring over piston and into the groove. The Teflon ring will stretch as it is installed on the piston and it must be compressed after installation to help it re- turn to its original size. Itis suggested that a hose clamp be used as a field tool to com- press the piston ring, 6. Install new O-ring in I.D. of barrel and in- stall wiper seal, lips facing outward. See FIGURE 99 Figure 99. 7. Oill.D. ofinner barrel and install piston rod assembly in inner barrel, install this sub- assembly in outer barrel. Be sure the end of the inner barrel with the hole through the side goes in first. 8. Install the two '%4" dowel pins in the spool cross holes and screw barrel assembly onto spool. Tighten securely. 9. Clamp barrel and spool assembly in vise, Lubricate 0.D. of spool and install housing ‘over spool. 10. Install head in housing assembly and torque to 20-26 ft. Ibs. (27-34 Nm). 59SERVICING CESSNA-EQUIPPED LOADERS GENERAL INFORMATION By following the hydraulic diagram, Figure 1, and the following informat on, many problems with the large frame loader can be diagnosed. Oil from the hydraulic reservoir passes through the 100 mesh screen, through the suc- tion line, to the two stage gear pump. The rear set of gears in the pump supplies oil to the secondary circuit which is the oil necessary to operate the hydrostatic transmissions. The oil is passed through the heat exchanger, to the 10 micron filter, and then into the ports on the back side of the hydrostatic transmission center valve body. The oil after being used by the hy- . _ o ) FIgURE 18 FIGURE 15 oD. So <2 N FIGURE 19 Remove lip seal, A, Figure 15. Remove washer, A, Figure 16. D. Remove bearing, A, Figure 17, which leaves the top cam plate shaft free as FIGURE 16 shown at A, Figure 18. oD E. Remove bottom cover screws, A, Figure 19, F. Remove “O" ring cover, A, Figure 20. FIGURE 17 FiguRE 20 76‘gD: Figune 21 FIgURE 23 G. Remove “O" ring, A, Figure 21. H. Remove washer, A, Figure 22. |. Remove bearing, A, and interrace, B, Figure 23. J. Pull the pintle shaft out of the housing as far as posible. Turn the cam plate and pull the lower end of the cam plate out first NOTE: Style II housing seals cannot b used in Style | housings or vice versa. If a Style | transmission is to be upgraded to Style Il housing, new housing, seals, and cam plate must be ordered. Refer to 1980 or later parts books. Figune 22 CAUTION: THIS SYMBOL IS USED THROUGHOUT THIS BOOK WHENEVER YOUR OWN PERSONAL SAFETY IS INVOLVED. TAKE TIME TO BE CAREFUL! 7B. INSPECTION AND IDENTIFICATION OF PARTS 1. Housing a. Shaft needle bearings are a light, press fit in housing. Check for a loose bearing or worn rollers. Use the large end of a 1'6" socket pressed against the lettered end to install the bearing, A, Figure 24. The bearing should be 1/16" (1.6mm) in from the edge of the housing at B, Figure 24. b. The oil seal must not be loose in the housing. Check surface, C, Figure 24. FIGURE 25 2. Pump and Motor Shafts a. Check areas contacting the needle rollers for wear at E, Figure 26. b. Check for wear at the area contacting the seal lip at F. Replace the shaft if wear can be felt with your thumbnail c. ATTENTION: If gears fail in the gear box, check for bent pump shafts in both transmissions. Mount the pump shaft between lathe or test centers. Rotate the shaft and check run-out at B, with a dial indicator. If runout is greater than 0.010" (0.25 mm), replace the shaft. d. Replace thrust bearing, D, Figure 26, and races, C, Figure 26, if either are worn. . Cam stops should be tight in the hous- ing. Older cam stops were serviced se- parately and were held in the housings by O-rings. Later stops are swaged in place and not serviced separately. The corey long motor stop is shown at A, Figure 25, FIGURE 26 78Figune 27 3. Pump and Motor Shaft Seals a. Always install new shaft seals when overhauling transmissions. b. Original shaft seals had a metal backing, A, Figure 27. Newer seals have all neo- prene backing, B, Figure 27. Latest seals with heat and wear resistant lips are stamped with supplier number 16253-218 4. Cam Plates ‘a. Shoes of the pump and motor pistons rotate at high speed against the cam plate surface, A, Figure 28. This surface must be smooth with no metal flaked away and no scoring. Circular scratches centered on this machined surface are due to contamination. If these scratches can be felt with the thumbnail, replace the cam plate. b. Older cam plates have a dull surtace at A, Figure 28. Later cam plates have a bright polished surface here. The faint swirl marks (cross-hatch) shown on this surface improve lubrication of the shoes and are found on new cam plates. ¢. ATTENTION: Cam plates and piston as- semblies used in early model large frame Cessna loaders are shown at thelett side of Figure 29. Cam plates and piston as- semblies used in later model large frame loaders and for service parts are shown at the right side of Figure 29. FIGURE 28 Do not mix old cam plates and new pis- tons or new cam plates and old pistons in a pump or in a motor (old pump parts and new motor parts or new pump parts and old motor parts might be used in one transmission). Do not mix pump parts with motor parts at any time, 79° O o 96 é o oe STYLE! 8 D uses f PISTON 8 8 SLitPeRs a F(BRONZE) 6 eo sTYLEN Style Il complete rotating groups can be used with Style Ill cam plates as the cam plates and transmission housings must be changed if a Style Il transmission is update to Style Il! pintle shatt seals, See Figure 29 LEFT SIDE for identification of Style | parts. STYLE | CAM PLATE: 1. Dull BLACK color. 2. Requires separate race, A, for UPPER pin- tle shaft bearing 3. Top end of pintle shaft, B, has no counter- sunk hole. PISTON ASSEMBLY: 6, powdered metal shoes with cross notch. See Figure 29 middle, for identification of later style parts. 80 STYLE I FiguRE 29BRONZE NEW MOTOR PISTON AND SHOE NEW PUMP. PISTON AND SHOE FIGURE 20 STYLE II CAM PLATE: 1. Light gray cast iron color. 2. UPPER pintle shaft bearing does not use inner race. Bearing rollers run on polished area of cam, D. 3. Counter-sunk hole or letter, C, in top of pintle shaft at E. PISTON ASSEMBLY: F, BRONZE SHOES (YELLOW COLOR) No cross-notch. (See Fig- ure 30 and B, Figure 30 A. FIGURE 208 STYLE II CAM PLATE 1. Light gray cast iron color. 2. Upper pintle shaft does not have quad ring groove at G. Uses new style lip seal on upper shaft, H, and new seal at bottom, | 3. Counter-sunk hole in top of pintle shatt at J, PISTON ASSEMBLY 1, Bronze shoes (yellow color. Piston barrels have oil grooves at base, see A, Figures 30A, and 308. NOTE: New piston assemblies are only available as parts of a complete pump (or a complete motor) rotating group. at FIGURE 308CESSNA-EQUIPPED LOADERS L-35, L-775, L-778, L-779 Powdered Metal Shoes, Tufftrided Cam Plates (Old Style Transmissions) Trans.** Part # Model Code —Valve Block #_*No feathering LH 249069 77140 DAB 272212 notches on pump RH. 249070 77140 DAA 272212 kidney ports Bronze Shoes, Carburized Cam Plates (New Style Transmissions) Trans.** Part # Model Code —_Valve Block #_* No feathering LH 878414 (624941) 77140 DAE (DAH) 272212 notches on pump RH. 578415 (624942) 77140DAD (DAG) 272212 kidney ports Rotating groups with bronze shoes — Pump (703636) —— Motor (703635) Carburized cam plate (247752) (703633) — replaces Tutftrided cam plate (272210) Carburized cam plate (2477530) ( 703634) — replaces Tutttrided can plate (272209) *Allvaive blocks have motor kidney ports centered in line with pintle shafts, and feathering notches at both ends of motor kidney ports. Pump kidney ports are centered on line with pintle shafts. Arrow on valve plate (next to winching valve) should be toward pump side and pointing in two directions. “*See Service Parts catalogs for serial number breaks on above parts usage. 5. Piston and Shoe Assemblies ATTENTION: Read section 4c for impor- tant information about old and new styles of cam plates and piston and shoe assem- blies. See Figure 24 Replace rotating groups if a. Pistons have side play in piston block. b. Edges of shoes are worn from contact with cam plate. c. Shoes are a loose sloppy fit on ball end of piston. d. Flat face of shoes show metal flaking or deeply scratched. Light or shallow scratches of shoes will not cause harm. Do not lap shoes. ATTENTION: Piston and shoe assem- blies are not interchangeable between the pump and motor. The hole through the full length of the piston is larger for the pump, A, Figure 30, than for the mo- tor, B, Figure 30. Do not intermix the pistons between pump and motor groups. 82 FIGURE 31 6. Shoe Plate The same part number shoe plate, C, Fig- ure 31, is used for the pump or motor. Check for cracks at the holes for the spheri- cal washer, B, Figure 31, or shoes. The shoe plate is only available as part of a rotating group. 7. Spherical Washer (B, Figure 31) ‘The same part is used for pump or motor. Check for wear on the top surface where the shoe plate fits. The spherical washer is, only available as part of the rotating group.oo FIGURE 32 FIGURE 33 8. Rotating Piston Block (D, Figure 31) Replace the rotating group if: a. Cylinders, E, Figure 31, are worn or scored so pistons do not move freely. b. Surface, A, Figure 32, is worn or grooved or shows metal build-up. Nicks must not extend from the cylinders to the edge of the raised area, A, Figure 32 ©. Cylinder ports may be milled, B, or drilled, C, Figure 32 (two block types) d. The three loading pins, A, Figure 33, are spring loaded. They are held in place by the pin keeper (split bushing), B, Figure 33. Check loading pin action by placing the pin side of the piston block on a flat steel sur- face. Presson the opposite end (top) of the block with both hands to compress the large spring. Release the pressure and the spring should force the three pins back out. All the pins should extend the same dis- tance out of the block, and must be straight. 83 Valve Plates ATTENTION: The outer layer of the heat- treated sides of the valve plate is less than 0.001” thick (0.025 mm) and dull black. Do not try to smooth or polish the side of the valve plate by lapping. After heat treating, a3” (20 mm) wide band of dry-film lubricant is applied to both sides of the valve plate. See Figure 34. FIGURE 3 THIS LUBRICANT: a. Is light gray color. b. Is centered across the two kidney ports. ¢. Isusually 0,0005"-0.001" (0.01-0.03 mm) thick, but may be thicker on a few valve plates. d. Can be scraped off with your thumb- nail (but should be used as is). e. Will be smoothed or polished off down to the black surface by the %" (13 mm) wide raised land of the rotating cylinder block. Polishing will be complete within 200 hours use so two vaive plates with same amount of use may not look the same.FIGURE 26 Satie te tattered KEEP CHILDREN AWAY ee D ¥ rar = = i; ont} FIGURE 35, {. Usually will be completely polished off (along with the black outer layer) be- tween the two MOTOR kidney ports and ‘on the opposite side from the cam stop, Figure 38. The area around one PUMP kidney port will be highly polished also. See Figure 37. OTT ATTA AT ALL TIMES aaa aaa aa aaa TN FIGURE 37 84Check the sides of the valve plate for wear, grooves, or metal build-up in the '4" (13, mm) wide area contacted by the rotating piston block. This area is shown at A, Fig- Ure 34, This area should not feel rough or grooved when scraped crossways with your thumbnail, Sometimes the unpolished edge of the dry-film lubricant can be felt, but the valve plate is not worn and can be used. Motor side of valve plate is shown in Figure 34. Observe the four feathering notches at the end of the kidney ports. Pump side will have no feathering notches, Figure 37. ‘A. Check needle bearings for wear, B, Fig- ure 34, These bearings are pressed into the valve plate, with bearing numbers to the outside. B. Hold the valve platein both hands so the winching valve is up. Tilt the valve plate from side to side and shake it to be sure shuttle valves are free to move under oil pressure, A, Figure 37. See “Section 3, Cessna Transmission Oil Leaks”, Item C, for further information on shuttle valves. C. Inspect check valve assemblies, B, Fig- ure 35, and A, Figure 36. The ball seat should be in good condition and the ball, B, Figure 36, free to move. Figure 35 shows the charge check body. ‘A, removed from valve plate. One check valve, B, has been removed from the upper port. The lower check valveis still in place. Following parts are shown at B, Figure 35 1. Check valve body 2. Roll pin (retains ball) 3. O-ring (nearest roll pin end) 4 Back-up washer 5. Check ball 6. O-ring (seals charge check body to valve plate) The check valve is held in the valve plate by the O-ring and back-up washer. The check valves may be removed with pliers. New O-rings and back-up washers are included in seal repair kits. When re- placing the charge check body, torque bolts to 7 to 10 ft. Ibs. (9-14 Nm) D. Two directional relief valves are located in each transmission, see A, Figure 38. These relief valves limit the maximum system pressure to 4250-4350 psi (29,304-29,993 kPa). The top relief valve is forward and the bottom is reverse. ATTENTION: Cessna transmission re- lief valves are sold and must only be serviced as a matched set of valve and seat. Ifa valve is removed, A, Figure 38, the seat, B, Figure 38, must be removed and kept with the valve. When installing a new relief valve, install the new seat with it Relief valve pressure is factory-set and should not be readjusted, ATTENTION: The ports in the trans- missions are not suitable for installing a pressure gauge to check the relief valves. Usually these valves work correctly, or not at all. Clean outside of transmissions before removing valves. A small amount of oil will be lost when replacing valves, Add oil to the reservoir as needed, . 2 um . Ee FIGURE 38A CAUTION: IF TRANSMISSIONS HAVE. BEEN UNDER LOAD OR BYPASSING, THE OIL MAY BE QUITE HOT. USE CAUTION WHEN REMOVING VALVES. FIGURE 39 A. Valve body O-ring Back-up washer Spring Shim washers (As required. Must use at least one.) Do not add or remove shims. moog Valve spool. Arrow points to oil port. Snap ring. NOTE: Later relief valves havea fixed shoulder on the valve spool in place of the snap ring. See J, Figure 39. Cartridge. Arrow points to small oil port 1. O-ring INSPECTION: Replace relief valve and seat if any parts are damaged. 1 Seat and valve assemblies must be kept together as matched sets or pressure set- tings may change. Mating surfaces of seat, and body should not be scratched or burred. Check valve body for damaged O-ring or back-up washer. Number of shims is factory set. Do not change quantity or try to change pressure setting of valve. Be sure snap ring is seated in groove in spool. If snap ring is off, do not try to re- place it, Replace the valve instead because the snap ring is easily over-expanded. The snap ring is not used in later relief valves. Instead, a shoulder is machined on the valve spool, J, Figure 39. Make sure passage and small port K in valve spools are not plugged. O-rings, |, Figure 39, may be cut when valves are removed from valve plates, but ordinarily they can be reused without leaking FIGURE 39C. REASSEMBLY 1 Use a suitable solvent to thoroughly clean all parts. Lay parts out on clean cardboard to dry. Use clean 10W-40 motor oil (MS, SE, CC. rating) or Dexron Il ATF as recommended in the operator's manual to lubricate all moving parts as they are reassembled Install all new gaskets, O-rings, back-up washers, seals, and snap rings from the transmission seal kit. Needle bearings are installed with lettered side of races out. Pintle shaft bearing inner race(s) are installed with chamfered end in Install cam plate. Replace Quad-rings and O-rings as outlined in section “Pintle Shatt Leaks,” found in “Section 3, Cessna Trans- mission Oil Leaks.” Install pump shaft with thrust bearing and spacer washer. Use latest neoprene backed seals, Figure 27. Seals should not be loose in housing seats. Use a light coat of Per- matex in seal seat to keep oil from leaking around the outside of the seal. The pump. shaft has straight splines and goes in the housing with the drain port, E, Figure 40. A, Figure 41, shows the shaft installed in the housing. Lubricate the cam plate surface, B, Figure 41, with clean 10W-40 motor oil (MS, SE, CC rating) or Dexron Il ATF as recommended in the Operator's Manual. FIGURE 40 FIGURE 41 87NOTE: Do not tap shaft seals completely down as the seal lip can contact the thrust race snap ring and be damaged. Tap seal down only far enough to install the retain- ing snap ring in the housing. 7. Assemble the pump rotating group after lubricating the pistons and rotating block surfaces. Pump piston assemblies have larger holes, A, Figure 30. install the rotat- ing group in the pump housing, A, Figure 40, and A, Figure 41 &, Install the valve plate on the pump housing using a new gasket, D, Figure 40, without gasket sealer. The arrow (next to winching valve) is on the pump side of the valve plate. Be sure the gasket fits well around the two roll pinsin the housing. To avoid damage to the gasket or bearing, tighten the four bolts in steps, so the valve plate remains parallel tothe pump housing. Then torque the bolts to 27-31 ft. Ibs. (37-42 N’m) 9. The motor shaft has tapered splines. The motor housing has no drain port. Install the motor shaft, thrust bearing, and sealsin the motor housing. FIGURE 42FIGURE 43 FiGuRe 44 10. Motor pistons have small holes, B, Figure 30. Assemble the motor rotating group with a wave washer over the loading pins. Fig- ures 43 and 44 show two different types of wave washer, but either type is satisfactory. Notches go against the loading pins and against the piston block. Pumps do not use wave washers. NOTE: Install the wave washers only in the positions shown in Figures 43 and 44. Do not turn these washers over. ATTENTION: Install the motor assembly on the valve plate but do not use a gasket. Tighten the bolts uniformly to keep hous- jing and valve plate parallel. This will flatten the wave washer to the correct height for the parts being used. Remove the motor assembly. Install a gasket, D, Figure 40 (without sealer) over the two pins. Tighten the bolts uniformly and torque to 27-31 ft. Lbs. (37-42 Nm), " 12. WINCHING VALVE Each hydrostatic pump-motor combination is equipped with a winching valve. The valve for the right pump-motor is shown at A, Figure 45. ‘The valve for the left pump-motoris in the same location on the left side. These valves should be kept closed (horizon- tal position as shown in Figure 45) at all times ‘except when it becomes absolutely necessary to push the loader with the engine stopped. If this should happen the valves can be opened by turning them 90° to a vertical position The winching valve on the front of the valve plate opens both relief valves so a machine can be loaded on a truck or trailer without the en- gine running, The valves could also be used when moving the machine into or out of the shop. ATTENTION: The winching valve must never be used to provide free-wheeling for towing the machine on the highway. Overheating or major damage to the transmission will result. A DANGER: THE WINCHING VALVE MUST NEVER BE TURNED WITH THE ENGINE RUNNING. FIGURE 45 SHIELDS SHOWN REMOVED FOR CLARITY.SECTION 3 CESSNA TRANSMISSION OIL LEAKS FIGURE 1 A. GASKET LEAKS Oil is leaking between valve plate and motor housing (or pump housing), F, Figure2. Tighten eight bolts in valve plate to 27-31 ft. Ibs, (37-42 Nem). If this does not correct the problem, the transmission must be removed and new gaskets installed. Refer to “Transmission Overhaul” section of this manual. OOOO OEE TTT. t KEEP CHILDREN AWAY TM Se nla AT ALL TIMES ee o Swarr aaa 90SHIELDS SHOWN REMOVED FOR CLARITY. B. PINTLE SHAFT LEAKS Case pressure in the transmission is the same as the pressure in the hydraulic reservoir. The tank pressure should be from 5-10 psi and is determined by the relief valve and filter assem- bly mounted in the left rear corner of the cab. The relief valve will be stamped PV5 or PV100n the flange. Ifa PV10 valve isinstalled, the reser voir pressure can be lowered to the 5 psi level by cutting two coils off the spring. Unscrew the filter to obtain access to the spring. Do not shorten a PV5 valve spring. If this does not solve the problem, go to the next step. NOTE: New loaders with the plastic-type ge tank do not utilize a pressurized hydrau- lic tank, therefore there is no relief valve under the reservoir breather filter. ot FiguRe2 Replace Pintle Shaft Seals Pintle shaft seals can be replaced while the transmissions are still in the machine. Remove arms, C or G, Figure 2, from the pintle shafts as required. Clean the top of the transmissions thoroughly. Remove the hydraulic reservoir fill cap to relieve tank pressure. The oil level in the surge tank is above the transmissions. It may be necessary to drain several gallons of oil from the reservoir so the oil does not leak out of the pintle shaft when the covers are removed,STYLE A. Remove snap ring and sleeve cover, Fig- ures 3, 4 and 5, Use channel-lock pliers to rotate and lift the sleeve cover off the pintle shaft B. An O-ring tool, available from an auto supply store, is helpful in removing the Quad-ring and O-ring. C. Apply oil to O-ring and Quad-ring. Install the O-ring. Use the O-ring too! to install the Quad-ring. Be sure the Quad-ring is not turned or twisted, see Figure 5, D. Use pliers to rotate the sleeve cover while pressing it down over the Quad-ring. See Figure 3. E. Install the snap ring. ATTENTION: It will be necessary to use a hammer and small punch to tap the snap ring down. The O-ring must be compressed into an oval shape to stop oil leaks. If the snap ring fits into place without forcing it down, a new or larger O-ring may be needed, or the housing may have to be replaced if the leak continues. 92 FIGURE 3 FIGURE 4FIGURE 5 FIGURE 6 SHIELDS SHOWN REMOVED FOR CLARITY. 93,‘SHIELDS SHOWN REMOVED FOR CLARITY. STYLE II A. Remove screws, A, Figure 6, and remove the seal retainer. B. The seal can be removed as shown at A, Figure 7. Check the seal lip for wear. Also inspect the pintle shaft at seal area, B, Fig- ure 8, for any wear. If wearis found the cam plate will have to be replaced. C. Any leak on the bottom cover area indi- cates a damaged or incorrectly installed O-ring, C, Figure 8. Proper stacking of the Style II seal compo- nents is shown in Figure8. Style II seals are the latest and most reliable design. If Style I! seals are to be put in a Style | transmission, new cam plates and transmission housings must be or- dered. Replace arms previously removed. Readjust hydrostatic lin KEEP CHILDREN AWAY se {0) pe SLO L Ee OE OES AT ALL TIMES or eee aaa aaa TTT T TTT eae 97 OOOO TTT TTT TTL} TTT TT TTT To yHYDRAULIC PUMP JOHT HYDROSTATIC PUMP LerT HyoHOSTariG FUME wasuer, Bevel Prion —_| SHIMS aevel PINION cH 4 [| spacer | | (RA Tt Y i a" Shs i [BEVEL GEAR 1 i 7 | | net IA RASS ren srr a FS =) weur acannerenanes ULI J j} UU t || rive SHAFT SEAL TS cenren Line oF cea 80x FIGURE 3 98FIGURE Install special washer, A, Figure 4, and in- itial shim pack of 0.025" at B. Install the bevel pinion, C, on the transmission input shaft as in Figure 4. Bolt the transmission to the gearbox using a housing O-ring at D, Figure 4. NOTE: Three styles of shims have been used at B, Figure 4, plastic, steel and stain- less steel. The latest and most reliable shim is made of stainless steel. Do not use the plastic or plain steel shims on reassembly. To identity stainless steel shims use a magnet. The stainless steel shims will not be attracted to the magnet as will the plain 4, Note the relationship between the input gear and the pinion gear. The rear surfaces of the gears at A, Figure 5, should be flush with a 0.005"-0.009" backlash between the gears. It will be necessary to alter the shim packs at B, C, and D, Figure 5, until this, relationship has been obtained NOTE: If itis necessary to add 0.020" shims at C, it will also be necessary to add 0.020” at B, Figure 5. 5. Remove the previously installed transmis- sion being sure not to disturb the shims at D, Figure 5) 6. Install the special washer, and initial shims, and pinion on the other transmission. Bolt this transmission to the gear box assembly and check the relationship between the pin- ion and input gear. If rear surfaces are not flush or you do not have 0.005"-0.009" backlash between them, alter only the shim Pack at D, Figure 5, until the relationship is Correct (on the transmission being shimmed to the gearbox). NOTE: After the first pinion gearis properly shimmed, that transmission must be re- moved so accurate backlash readings can be obtained on the second transmission. 7. Upon final assembly, coat the main pump. splines with graphite grease, oil all other splines and apply Loctite 242 to all hard- ware and tighten. NOTE: Torque on pump mounting bolts i 60-70 ft. Ibs. (81-95 Nm). Torque on trans- mission mounting bolts is 82 ft. Ibs. (111 Nm). 99 FiguRE