Buhler Versatile 2375 Tractor Workshop Repair Service Manual

Buhler
Versatile
2240
2270
REPAIR MANUAL
2290
2310
2335
2360
2375 Section 1 -
Engine
2425
89002001 10/2005
SECTION 1
ENGINE
CONTENTS
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
AIR INDUCTION SYSTEM - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3

AIR INDUCTION SYSTEM - SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
AIR INDUCTION SYSTEM - REMOVAL AND REPAIR OF COMPONENTS . . . . . . . . . . . . . . . . . . 1-9
AIR INDUCTION SYSTEM - REPAIR TIME FOR INDIVIDUAL COMPONENTS . . . . . . . . . . . . . 1-29
EXHAUST SYSTEM - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-30

EXHAUST SYSTEM - SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-33
EXHAUST SYSTEM - REMOVAL AND REPAIR OF COMPONENTS . . . . . . . . . . . . . . . . . . . . . . 1-34
EXHAUST SYSTEM - REPAIR TIME FOR INDIVIDUAL COMPONENTS . . . . . . . . . . . . . . . . . . . 1-48
ENGINE - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-49

ENGINE - SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-51
ENGINE - TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-53
ENGINE - ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-57
ENGINE - REMOVAL AND REPAIR OF COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-68
ENGINE - REPAIR TIME FOR INDIVIDUAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-140
COOLING SYSTEM - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-141

COOLING SYSTEM - SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-146
COOLING SYSTEM - SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-147
COOLING SYSTEM - TROUBLESHOOTING AND TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-148
COOLING SYSTEM - REMOVAL AND REPAIR OF COMPONENTS . . . . . . . . . . . . . . . . . . . . . 1-154
COOLING SYSTEM - REPAIR TIME FOR INDIVIDUAL COMPONENTS . . . . . . . . . . . . . . . . . . 1-177
1-1
SECTION 1 - ENGINE
INTRODUCTION
The engine section of this manual is broken into The Buhler Versatile 4WD tractors use a diesel
four separate sections: engine manufactured for Buhler Versatile by the
Cummins Engine Company and are available in
S air induction system five different sizes with five different horsepower
S exhaust system outputs.
S engine removal and installation The following chart is a list of tractor models with
horsepower and engine classification:
S cooling system
Model Engine Horsepower Engine Type

2240 C8.3 240 Mechanical
2270 M11 270 Mechanical
2310 M11 310 Mechanical
2360 N14 360 Electronic
2425 N14 425 Electronic
If an internal engine problem arises, that requires For the 2240 (Cummins C8.3) and 2360 and
engine removal, this section will describe the 2425 (Cummins N14) tractors, the Engine
proper procedure for removal and installation of Identification Plate is located on the left side of
the engine assembly. The engine will be repaired the engine ahead of the fuel injection pump.
by an authorized Cummins dealer/distributor.
NOTE: It is very important to include the
When contact is made with your Cummins engine number, engine family, and engine
dealer/distributor, it is important that the CPL (control parts listing) number when
information contained on the Engine contacting your Cummins Engine
Identification Plate is given. Dealer/Distributor.
On the 2270 and 2310 (Cummins M11) engines, To locate your nearest Cummins Engine
the Engine Identification Plate is located on the Dealer/Distributor, contact the Cummins Engine
left side of the engine block below the valve Co. at 1-800 DIESELS (North America, excluding
cover. Alaska and Hawaii).
1-2
SECTION 1 - ENGINE
AIR INDUCTION SYSTEM - DESCRIPTION AND

OPERATION
Figure 1-1
INTRODUCTION fresh air to the rubber boot, 3. The rubber boot is

connected to the precleaner, 4. The precleaner is
The air induction system is the first section to be
designed to eliminate larger particles of dirt and
covered in the engine section. The air induction
debris from entering into the air cleaner, 5.
system has slight variations for the different
engines supplied by the Cummins Engine The air cleaner is comprised of a primary (outer)
Company. Though there are a few variations, the air filter and a secondary (inner) air filter to ensure
components are the same, for all Buhler Versatile that no dirt or debris reaches, and damages, the
4WD tractors. turbocharger assembly.
The air induction system consists of a bulb seal, The air cleaner is mounted to the rear engine
1, surrounding the front edge of the air induction frame by four bolts. Their are eight bolt holes on
tube (Some early production tractors may not later production tractors to accommodate
have the bulb seal installed. If not, install a seal at orientation of air induction components. When
the time of service.); the air induction tube, 2, is installing the air cleaner, be certain to mount it in
mounted to the upper radiator shell and directs the proper holes or the air induction components
will not fit the tractor properly.
1-3
SECTION 1 - ENGINE
Figure 1-2
An overview of the air induction system There will be a slight difference in the size and
incorporates the pipe work running from the air position of the steel tube running to the
cleaner to the turbocharger on the right hand side turbocharger depending upon the engine being
of the engine compartment. The steel tube, 1, is repaired. The removal and installation procedure
mounted on a rubber boot, 2, where it connects to is the same for all engines.
the air cleaner and a second rubber boot where it
connects to the turbocharger, 3.
1-4
SECTION 1 - ENGINE
INDIVIDUAL COMPONENT OPERATION

Air Induction Tube
The air induction tube, 1, is mounted above the 1

engine assembly, under the engine hood and
directs fresh air from the front of the tractor to the
engine. The air induction tube connects to a
rubber boot with hose clamps.
Figure 1-3
The front opening of the air induction tube is

mounted to the upper radiator shell of the tractor
to allow cooler air to enter the system. The
opening is covered with a bulb seal, 1. Some
early production tractors did not have the bulb
seal installed. If the tractor does not have a bulb
seal, install one at the time of service.
Figure 1-4
Rubber Boot
The rubber boot, 1, of the air induction system

connects the air induction tube, 2, to the
precleaner, 3.
2
1 3
Figure 1-5
1-5
SECTION 1 - ENGINE
Precleaner
The precleaner, 1, for the air induction system is

located behind the rubber boot, 2, and before the
engine air cleaner, 3. The precleaner has a
honeycomb shaped element used to remove dirt
from the air and will discharge it through the
muffler. Cleaning of the precleaner is required
every 500 hours to insure their is no obstruction
of air flow to the inner and outer air filters in the air
cleaner.
2
1 3
Figure 1-6
Air Cleaner
The cylinder shaped air cleaner, 1, is mounted to

the rear hood support and to the precleaner, 2. 4
The air cleaner element houses the inner and
3
outer air filters. The air filters are easily
accessible by removing the wing nut, 3, and
cover plate, 4, on the left hand side of the air
cleaner.
For additional information on the servicing of the

air filters see your operators manual for specific
instructions. 2
1
NOTE: Do not service the inner or outer air
filters unless the warning lamp on the dash is
Figure 1-7
illuminated.
1-6
SECTION 1 - ENGINE
Air Cleaner to Turbocharger Pipe Work
The air cleaner to turbocharger pipe work

delivers clean fresh air from the air cleaner
element to the turbocharger. Inspect the clamps
and fittings periodically to ensure proper 2
operation of the turbocharger.
3
2240 (C8.3) air cleaner to turbo pipe work:
1
1 - Rubber boot
2 - Steel tube
3 - Rubber boot
Figure 1-8
2270 and 2310 (M11) air cleaner to turbo pipe

work:
1 - Rubber boot
2 - Steel tube 2
3 - Rubber boot
1
3
Figure 1-9
2360 and 2425 (N14) electronic air cleaner to

turbo pipework:
1 - Rubber boot
2 - Steel tube
3 - Rubber boot
2
1
3
Figure 1-10
1-7
SECTION 1 - ENGINE
AIR INDUCTION SYSTEM - SPECIFICATIONS
Buhler Versatile 4WD
AIR INTAKE 2240 2270 2310 2360 2425

Air Intake Precleaner Exhaust Aspirated with Precleaner
Air Filter Configuration Primary (Outer)
Secondary (Inner)
Air flow cmm (cfm) @ 2100 rpm 18.7 23.2 23.2 30.4 31.1
(660) (820) (820) (1075) (1100)
1-8
SECTION 1 - ENGINE
AIR INDUCTION SYSTEM - REMOVAL AND

REPAIR OF COMPONENTS
AIR INDUCTION TUBE
WARNING: DO NOT ATTEMPT ANY REPAIRS

ON THE AIR INDUCTION SYSTEM UNTIL THE
ENGINE HAS HAD AMPLE TIME TO COOL.
Removal
1. Park the tractor on level ground. Set the

parking brake and remove the keys from the
ignition.
2. Remove the left and right hand side engine 1
shields from the tractor as described in
Section 10 - Frame.
3. Remove the hood from the tractor as
described in Section 10 - Frame.
4. Remove the four attaching bolts, 1, from the
air induction tube where it connects to the
front frame of the tractor.
Figure 1-11
5. Remove the two attaching bolts, 1, that

secure the air duct, 2, to the upper radiator
shell.
6. On tractors with the ether tube wire tied to the
1
air induction tube you must cut the wire tie.
2
Figure 1-12
1-9
SECTION 1 - ENGINE
7. Loosen the clamp, 1, securing the air

induction tube, 2, to the rubber boot, 3. 2 3
8. Remove the air induction tube from the

tractor.
Figure 1-13
Inspection
1. Inspect the air induction tube for cracks and

damage. Replace if needed.
Figure 1-14
2. Inspect the bulb seal, 1, for cracks and wear

marks. Replace if needed.
Figure 1-15
1-10
SECTION 1 - ENGINE
Installation
3 2
1. Install the clamp, 1, securely on the rubber
boot, 2, where it connects to the air induction
tube, 3. Tighten the clamp as needed.
2. Install the ether tube to the air induction tube
and install tie straps to keep the ether tube
secured.
1
Figure 1-16
3. Install the two attaching bolts, 1, to the upper

radiator shell and tighten securely.
Figure 1-17
4. Install the four attaching bolts, 1, to the air

induction tube and the front frame of the
tractor and tighten them securely. Be certain
the bulb seal is positioned properly around
the air induction tube opening.
5. Install the hood on the tractor as described in 1
Section 10 - Frames in this manual.
6. Install the engine side shields as described in
Section 10 - Frames in this manual.
7. Start the tractor and verify there is no air
leakage where the air induction tube
connects to the rubber boot.
Figure 1-18
1-11
SECTION 1 - ENGINE
RUBBER BOOT
1
Removal
1. Park the tractor on level ground. Set the 3

parking brake and remove the keys from the 2
ignition. 4
2. Remove the clamps, 1, that connect the
rubber boot, 2, to the air induction tube, 3, Figure 1-19
and the precleaner, 4.
3. Rotate and slide the boot, 1, away from the

precleaner, 2, and separate the boot from the 3
air induction tube, 3. Remove the boot from
the air induction tube.
Inspection
1. Inspect the boot for cracks and wear marks,

replace if needed. 1 2
2. Clean any debris found in the boot.
Figure 1-20
Installation
1. Install the rubber boot, 1, on to the 3

precleaner, 2, and air induction tube, 3.
2. When the boot is seated properly between
the air induction tube and the precleaner,
tighten the clamps securely.
leakage where the rubber boot connects to
the precleaner and the air induction tube.
1 2
Figure 1-21
1-12
SECTION 1 - ENGINE
PRECLEANER
1
Removal

ignition.
2. Remove both rubber boot clamps, 1, rotate
and slide the boot toward the engine on top of Figure 1-22
the air induction tube, 2.
3. Remove the clamp, 1, from around the

precleaner, 2, and cut the wire tie, 3,
attaching the wiring, 4, for the air filter
restriction unit.
1
3 2
Figure 1-23
4. Loosen the clamps, 1, from the aspirator

tube, 2, where it connects to the side of the
precleaner, 3, and move the tube out of the
way.
3
1
Figure 1-24
1-13
SECTION 1 - ENGINE
5. Remove both cap screws, 1, from the top of

the precleaner.
6. Remove the precleaner from the air cleaner 1
element.
Figure 1-25
Inspection
1. Inspect the casing weld for cracks and

damage, replace if necessary.
2. Clean any debris found in the precleaner by
using compressed air.
Figure 1-26
3. Insert your finger in the hole, 1, and make

certain that the flapper door, 2, is not bound
or seized.
2
Figure 1-27
1-14
SECTION 1 - ENGINE
Installation
1. Mount the precleaner on the air cleaner

element. 1
2. Be certain that the precleaner is seated

properly on the air cleaner housing.
3. Install the two cap screws, 1, on top of the
precleaner and tighten them securely.
Figure 1-28
4. Install the clamp, 1, and replace the wire tie,

2, for the air filter restriction unit.
Install the aspirator tube onto the precleaner
and tighten the hose clamps securely. 1
2
Figure 1-29
5. Install the rubber boot, 1, on the precleaner,

2, and tighten the clamps, 3, securely.
6. Start the tractor and verify there is no air 3
leakage where the precleaner connects to
the rubber boot and the air cleaner element.
1
2
Figure 1-30
1-15
SECTION 1 - ENGINE
AIR CLEANER
1
Removal

ignition. 4
2. Loosen both rubber boot clamps, 1, rotate
and slide the boot, 2, toward the radiator on Figure 1-31
top of the air induction tube, 3, away from the
precleaner, 4.
3. Remove the clamp, 1, from around the

precleaner, 2, and cut the wire tie, 3, for the
air filter restriction wiring, 4.
1
3 2
Figure 1-32
4. Loosen the clamps, 1, from the aspirator

tube, 2, where it connects to the precleaner,
3, and move the aspirator tube away.
3
1
Figure 1-33
1-16
SECTION 1 - ENGINE
5. Remove both cap screws, 1, from the top of

the precleaner.
6. Remove the precleaner from the air cleaner 1
element.
Figure 1-34
7. Loosen the band clamp, 1, from the right

hand side of the air cleaner element and
move the pipe work, 2, away from the air 1
cleaner.
2
Figure 1-35
8. Place a shop rag, 1, on the air cleaner to

turbo opening.
NOTE: Damage to the turbocharger is
highly possible if any debris enters the air
cleaner to turbo pipe work.
Figure 1-36
1-17
SECTION 1 - ENGINE
9. Remove the four attaching bolts, 1, holding

the air cleaner, 2, to the rear hood support of 1
the tractor while supporting the air cleaner
element.
NOTE: The air cleaner housing weighs
approximately 13 - 18 kg (30 - 40 lbs).
2
10. Remove the air cleaner element from the
tractor.
Figure 1-37
Disassembly 3
1. Unscrew the wing nut, 1, from the air cleaner 2
cover plate, 2, and remove the cover plate
from the air cleaner, 3.
Figure 1-38
2. Remove the wing nut and the outer filter, 1,

from the air cleaner, 2.
2
1
Figure 1-39
1-18
SECTION 1 - ENGINE
3. Remove the wing nut and inner filter, 1, from

the air cleaner, 2.
2
1
Figure 1-40
Inspection
1. Inspect the rubber seals on the wing nuts, 1,

and the air cleaner cover plate, 2. If they are 1
cracked or deteriorated, replace them.
2 1
Figure 1-41
2. Inspect the air cleaner strap tack welds, 1, for

any damage and replace the air cleaner
element if damage is found.
3. Inspect the outlet plate, 2, of the air cleaner
for evidence of uniformed contact of the air
cleaner filters (inner and outer filters). You 2
should see a circular sealing mark on the
plate. This indicates that the rubber seal on
the end of each filter element is contacting
the filter canister.
4. Clean the inside of the air cleaner with a 1
non-residue cleaning solvent. 1
Figure 1-42
1-19
SECTION 1 - ENGINE
Reassembly
1. Properly secure the inner filter, 1, in the air

cleaner, 2, and tighten the wing nut.
2
1
Figure 1-43
2. Properly secure the outer filter, 1, in the air

cleaner, 2, and tighten the wing nut.
2
1
Figure 1-44
3. Install the air cleaner cover plate, 1, and

tighten the wing nut, 2.
1
Figure 1-45
1-20
SECTION 1 - ENGINE
Installation
1. With the help of an assistant, install the air
cleaner on the tractor using the proper holes,
1
1, in the rear hood support. Torque the bolts 1
to 36 N⋅m (27 ft lbs).
Figure 1-46
2. Remove the shop rag from the opening on

the air cleaner for the air cleaner to turbo pipe
work and install the pipe work, 1. Tighten the
2
band clamp, 2, securely.
1
Figure 1-47
3. Lift the precleaner into position on the air

cleaner. Install the two upper cap screws, 1,
on the precleaner and tighten securely. 1
Figure 1-48
1-21
SECTION 1 - ENGINE
4. Install the band clamp, 1, securing the

precleaner, 2, to the air cleaner, and replace
the wire tie, 3, for the wiring harness, 4.
1
3 2
Figure 1-49
5. Install the aspirator tube, 1, to the base of the

precleaner, 2, and tighten the clamps, 3,
securely.
2
3
Figure 1-50
6. Slide the rubber boot, 1, back on to the

precleaner opening and tighten the two band
clamps securely.
7. Start the engine and verify there is no air
leakage where the air cleaner connects to
the precleaner and the pipe work to the turbo.
Figure 1-51
1-22
SECTION 1 - ENGINE
AIR CLEANER TO TURBO PIPE WORK

2240 (C8.3), 2270 and 2310 (M11) Models

Removal 1
2
ignition.
2. The air cleaner to turbo pipe work consists of
the following major components:
S Upper boot, 1, (connected to the air
cleaner and steel tube)
S Steel tube, 2
S Lower boot, 3, (connecting the steel tube 3
to the turbo)
Figure 1-52
3. Loosen the band clamps, 1, connecting the

upper boot, 2, to the air cleaner, 3 and
separate the boot from the air cleaner. 1
3
Figure 1-53
1-23
SECTION 1 - ENGINE
4. Place a shop rag, 1, over the opening for the

air cleaner housing.
Figure 1-54

lower rubber boot, 2, to the turbocharger
inlet, 3.
6. Remove the pipe work from the tractor. 2
1
Figure 1-55
7. Place a shop rag, 1, over the turbocharger

inlet port to ensure no debris enters the turbo.
1
NOTE: Damage to the turbo is highly
possible if any foreign material or debris
enters the turbocharger chamber.
Figure 1-56
1-24
SECTION 1 - ENGINE
Inspection
1. Inspect the pipe work for any cracks or dirt on

the inside. Replace the pipe if necessary.
NOTE: Any dirt on the inside of the pipe
work indicates an air leak in the air
induction system. Correct the air leak
concern.
2. Inspect the boots for cracks and holes, if any

damage is found, replace the boot.
Installation
1. Remove the shop rag from the turbo inlet port

and install the lower boot. Make certain that
the boot is seated properly. Do not tighten the
band clamps at this time.
2. Remove the shop rag from the air cleaner
and install the upper boot, 1. Once the boot is
seated properly, tighten all band clamps
securely.
leakage where the pipe work connects to the 1
turbo and the air cleaner.
Figure 1-57
1-25
SECTION 1 - ENGINE
AIR CLEANER TO TURBO PIPE WORK

2360 and 2425 (N14) Models

Removal

ignition. 3
2. The air cleaner to turbo pipe work consist of
the following components:
S Upper boot, 1 (connecting the air cleaner 2
and steel tube)
S Steel Tube, 2
1
S Air filter restriction unit , 3, (unit is located
on the steel tube) 4
S Lower boot, 4, (connecting the steel tube
to the turbo inlet) Figure 1-58
3. Disconnect the wiring, 1, for the air filter

restriction unit.
Figure 1-59
1-26
SECTION 1 - ENGINE

upper rubber boot, 2, to the air cleaner, 3, and 3
separate the boot from the air cleaner. 1
Figure 1-60
5. Place a shop rag, 1, over the opening on the

air cleaner housing.
Figure 1-61

lower rubber boot to the turbocharger, 2. 1
2
7. Place a shop rag over the turbocharger inlet
port to ensure no debris enters the turbo.
8. Remove the pipe work from the tractor.
Figure 1-62
1-27
SECTION 1 - ENGINE
Inspection
1. Inspect the steel tube for any cracks or dirt.

Replace the tube if necessary.
NOTE: Any dirt on the inside of the pipe
work indicates a leak in the air induction
system. Correct the air leak concern.
2. Inspect the boots for cracks and holes, if any

damage is found, replace the boot.
Installation

and install the lower boot. Make certain that
the boot is seated properly. Do not tighten the
band clamps at this time.
2. Remove the shop rag, 1, from the air cleaner
and install the boot. Once the boot is seated
properly, tighten all band clamps securely.
1
Figure 1-63
3. Install the wiring, 1, for the air filter restriction

unit.
leakage where the pipe work connects to the 1
air cleaner and the turbo.
Figure 1-64
1-28
SECTION 1 - ENGINE
AIR INDUCTION SYSTEM - REPAIR TIME FOR

INDIVIDUAL COMPONENTS
COMPONENT HOURS
Air Induction Tube (1.6 hrs total)
R&R Tube 1.5
Inspection 0.1
Rubber Boot (0.3 hrs total)
R&R Boot 0.2
Inspection 0.1
Precleaner (0.6 hrs total)
R&R Precleaner 0.5
Inspection 0.1
Air Cleaner (1.5 hrs total)
R&R Air Cleaner 1.0
Disassembly 0.2
Inspection 0.1
Reassembly 0.2
Air Cleaner to Turbo Pipe Work (0.6 hrs total, all models)
R&R Tube 0.5
Inspection 0.1
1-29
SECTION 1 - ENGINE
EXHAUST SYSTEM - DESCRIPTION AND OPERATION
Figure 1-65
INTRODUCTION The turbocharger, 5, is shown between the air

cleaner pipe work and the turbocharger to muffler
The exhaust system for the 2240 (C8.3), 2270
pipe work. If a concern arises with the
and 2310 (M11) Series tractors includes the flex
turbocharger, contact your nearest Cummins
pipe, 1, turbocharger to muffler pipe work, 2,
engine dealer/distributor.
muffler, 3, and aspirator tube, 4.
1-30
SECTION 1 - ENGINE
Figure 1-66
The 2360 and 2425 (N14) Series tractors have a

U shaped steel tube, 1, connected to the
turbocharger, 2, outlet port and to the flex pipe, 3.
The flex pipe connects to a steel tube on one end
and to the base of the muffler, 4, on the other end.
The aspirator tube, 5, connects to the muffler at
one end and to the precleaner on the other end.
1-31
SECTION 1 - ENGINE
The exhaust components for the 2240 (C8.3)

2270 and 2310 (M11) engines are similar in 7
position and function. The main components for
the exhaust system are: 6
1. Turbocharger
3
2. Turbo outlet port sleeve
3. Band clamps (3)
4. Flex pipe 5
5. Flex pipe to muffler pipe work
4
6. Aspirator tube 2
1
7. Muffler and heat shield
Figure 1-67
The exhaust system components for the 2360

and 2425 (N14) Series tractors are:
7 1
1. Turbocharger 6
2. U shaped pipe from the turbo to the flex pipe 2
3. Band clamps (3) 3
4. Flex pipe
5. Flex pipe to muffler pipe work
6. Aspirator tube 5
7. Muffler and heat shield
4
Figure 1-68
1-32
SECTION 1 - ENGINE
EXHAUST SYSTEM - SPECIFICATIONS
EXHAUST 2240 2270 2310 2360 2425

Muffler Type Perforated tube and center plug with venturi for intake.
Precleaner aspiration
Exhaust Air Flow cfm
1920 1950 1950 2400 2675
@ 2100 rpm
1-33
SECTION 1 - ENGINE
EXHAUST SYSTEM - REMOVAL AND

TURBO TO MUFFLER PIPE WORK
2240 (C8.3), 2270 and 2310 (M11) Models
Removal

ignition.
2. Allow the exhaust system ample time to cool
down before any repairs are attempted. 1
CAUTION: THE EXHAUST SYSTEM

COMPONENTS ARE EXTREMELY HOT
DURING TRACTOR OPERATION. ALLOW
AMPLE TIME FOR THE EXHAUST
SYSTEM TO COOL DOWN BEFORE ANY
REPAIRS ARE ATTEMPTED.
3. Loosen the band clamps, 1, on both ends of

the flex pipe.
Figure 1-69
4. Remove the clamp, 1, that connects the

1
sleeve to the turbocharger.
Figure 1-70
1-34
SECTION 1 - ENGINE
5. Loosen the band clamp, 1, connecting the

muffler pipe work to the muffler. 1
6. Remove the pipe work from the tractor as
one piece.
19994627
Figure 1-71
7. Place a shop rag, 1, over top of the turbo

outlet port. 1
NOTE: If any debris enters the
turbocharger, serious damage may
occur.
Figure 1-72
Disassembly 1
1. Remove the three band clamps from the
turbo to muffler pipe work.
Figure 1-73
1-35
SECTION 1 - ENGINE
2. Separate the sleeve, 1, from the flex pipe.

3. Separate the flex pipe, 2, from the muffler
pipe work, 3.
3
2 1
Figure 1-74
Inspection
1. Inspect all three pieces of the muffler pipe

work for signs of wear or corrosion. Replace
the pieces if needed.
2. Inspect the flex pipe carefully for crimp marks
where the band clamps connect the pieces
together. If small holes are found, replace the
flex pipe.
Reassembly Figure 1-75
1. Apply antiseize compound to the connection

where the flex pipe connects to the sleeve.
Place the band clamp on the flex pipe but do
not over tighten the bolts. Be certain to
overlap the flex pipe on the sleeve for proper
installation.
The bolts for the band clamps have a
serrated head and must be seated on the
clamp properly or the clamps will not tighten
and may cause an exhaust leak.

where the flex pipe connects to the muffler
pipe work. Place the band clamp on the
connection for the flex pipe and muffler pipe
work. Allow some overlapping of the muffler
pipe work for proper installation.
3. Slide the band clamp for the muffler pipe
work to muffler connection on to the pipe
work.
1-36
SECTION 1 - ENGINE
Installation
1. Remove the shop rag from the turbo outlet 2

port.
2. Slide the clamp onto the turbo to support the
sleeve. Do not tighten the clamp at this time.
3. Install the sleeve end of the pipe work, 1, onto
the turbo outlet port, 2. Make sure the pipe
work is seated properly. Be careful not to
damage the turbo outlet port. 1
Figure 1-76

where the muffler pipe work enters the base 1
of the muffler. Install the pipe work into the
base of the muffler, 1. Properly position the
band clamp and torque the bolts 57 N⋅m (42 ft
lbs).
5. Tighten the clamp supporting the sleeve to
the turbo outlet port.
6. Tighten the band clamps attaching the flex
pipe to the muffler pipe work and the turbo
sleeve. Torque the bolts to 57 N⋅m (42 ft lbs).
19994627
7. Start the tractor and check for any exhaust
leaks.
Figure 1-77
1-37
SECTION 1 - ENGINE
TURBO TO MUFFLER PIPE WORK

2360 and 2425 (N14) Models
Removal

ignition.
down before any repairs are attempted.

1
3. Loosen the band clamps, 1, on both ends of

the flex pipe.
Figure 1-78
4. Remove the band clamp, 1, that connects the

muffler pipe work to the turbocharger.
1
Figure 1-79
1-38
SECTION 1 - ENGINE
5. Loosen the band clamp, 1, connecting the

muffler pipe work to the muffler. 1
19994627
Figure 1-80
6. Remove the muffler pipe work from the

tractor as one piece.
Figure 1-81
7. Place a shop rag over top of the turbo outlet

port.
NOTE: If any debris enters the
turbocharger, serious damage may
occur.
Figure 1-82
1-39
SECTION 1 - ENGINE
Disassembly
1. Remove the three band clamps, 1, from the

muffler pipe work. 1
Figure 1-83
2. Separate the upper, U-shaped, pipe work, 1,

from the flex pipe. 3
1
3. Separate the flex pipe, 2, from the muffler
pipe work, 3.
Figure 1-84
Inspection
1. Inspect all three pieces of the muffler pipe

work for signs of wear or corrosion. Replace
the pieces if needed.
2. Inspect the flex pipe carefully for crimp marks
where the band clamps connect the pieces
together. If small holes are found, replace the
flex pipe.
Figure 1-85
1-40
SECTION 1 - ENGINE
Reassembly

where the flex pipe connects to the U-shaped
pipe work. Place the band clamp on the flex
pipe but do not over tighten the bolts. Be
certain to overlap the flex pipe on the pipe
work for proper installation.
The bolts for the band clamp have a serrated
head and must be seated on the clamp
properly or the clamps will not tighten and
may cause an exhaust leak.
2. Slide the band clamp for the muffler pipe

work to muffler connection on to the pipe
work.
Installation
1. Remove the shop rag from the turbo outlet

port.
2. Install the clamp onto the turbo outlet port. Do
not tighten the clamp at this time.
3. Install the pipe work, 1, onto the turbo outlet
port, 2. Make sure the pipe work is seated
properly. Be careful not to damage the turbo
outlet port. Tighten the clamp securely.
2
where the muffler pipe work enters the base
of the muffler. Install the pipe work into the
base of the muffler. Properly position the
band clamp and torque the bolts 57 N⋅m (42 ft 1
lbs).
5. Tighten the band clamps attaching the flex
pipe to the muffler pipe work and the
U-shaped pipe work. Torque the bolts to 57
N⋅m (42 ft lbs). Do not over tighten so as to
put a “load” on the flex pipe.
Figure 1-86
leaks.
1-41
SECTION 1 - ENGINE
ASPIRATOR TUBE
All Buhler Versatile 4WD Tractors
Removal

ignition.
2
3
CAUTION: THE EXHAUST SYSTEM 1

3. The aspirator tube, 1, is mounted to the

bottom of the precleaner, 2, and the base of
the muffler, 3.
Figure 1-87
4. Loosen the clamps, 1, on the aspirator tube

rubber sleeve where it connects to the
precleaner, 2.
2
Figure 1-88
1-42
SECTION 1 - ENGINE
5. On the 2360 and 2425 (N14) tractors, the

wire tie, 1, supporting the air filter restriction
unit wiring, 2, must be cut from the rubber 2
sleeve attaching the aspirator tube to the
base of the precleaner. 1
Figure 1-89
6. Loosen the clamps, 1, on the aspirator tube

rubber sleeve where it connects to the
muffler, 2.
7. Remove the aspirator tube from the tractor.
1
Disassembly
1. Remove the rubber sleeves from both ends Figure 1-90

of the aspirator tube.
Inspection
1. Inspect the aspirator tube, 1, for any cracks

or holes and replace if needed.
2
2. Inspect the rubber sleeves, 2, where the
aspirator tube connects to the precleaner
and to the muffler. If they show any signs of
wear, replace them as needed.
Figure 1-91
1-43
SECTION 1 - ENGINE
Reassembly
1. Install the rubber sleeves on both sides of the

aspirator tube and tighten the clamps.
Installation
1. Install the aspirator tube on the muffler and 2

tighten the clamps.
2. Properly position the aspirator tube, 1, on the
precleaner, 2, and tighten the clamps, 3,
securely. 3
Figure 1-92
3. On the 2360 and 2425 (N14) tractors, install

a wire tie, 1, attaching the wiring for the air
filter restriction unit, 2, to the rubber sleeve of 2
the aspirator tube.
1
leakage.
Figure 1-93
1-44
SECTION 1 - ENGINE
MUFFLER
All Buhler Versatile 4WD Tractors
Removal

ignition.

DURING TRACTOR OPERATION. ALLOW 1
3. Remove the turbo to muffler pipe work as

described in this section
4. Place a shop rag on the turbo outlet port, 1.
5. Remove the aspirator tube as described in
this section.
Figure 1-94
6. Remove the bottom bolts, 1, from the muffler

and support bracket, 2.
7. Remove the upper bolts, 3, from the muffler
and support bracket. 3
8. Remove the muffler from the right hand side
fender.
2
NOTE: The muffler weighs approximately
18 kg (40 lbs).
Figure 1-95
1-45
SECTION 1 - ENGINE
Disassembly
1. Loosen the clamp, 1, and remove the muffler 3

extension pipe, 2, from the top of the muffler,
3.
2 1
Figure 1-96
Inspection
1. Inspect the muffler, 1, for holes and

corrosion. If necessary, replace the muffler.
2. Inspect the muffler extension pipe, 2, for rust
or corrosion. Replace if necessary.
3. Inspect the muffler pipe work and aspirator
tube inlet ports, 3, for cracks or holes. If
necessary, replace the muffler. 3
1
Figure 1-97
Reassembly
1. Install the muffler extension pipe on top of the

muffler and tighten the attaching clamp.
Make sure the extension pipe faces away
from the tractor.
1-46
SECTION 1 - ENGINE
Installation
1. Mount the muffler onto the right hand side

fender. 3
2. Install the bottom bolts, 1, for the muffler and
support bracket, 2. Tighten the bolts
securely. 2
3. Install the upper bolts, 3, for the muffler.
When the muffler is seated properly, tighten
all bolts securely.
Figure 1-98
4. Install the aspirator tube, 1, as described in

this section.
5. Install the muffler to turbocharger pipe work, 1
2, as described in this section.
leakage.
1
Figure 1-99
1-47
SECTION 1 - ENGINE
EXHAUST SYSTEM - REPAIR TIME FOR INDIVIDUAL

COMPONENTS
COMPONENT HOURS
Turbo to Muffler Pipe Work (1.0 hr total)
R&R Pipe work 0.8
Inspection 0.2
Aspirator Tube (0.2 hrs total)
R&R Aspirator tube 0.1
Inspection 0.1
Muffler (1.1 hrs total)
R&R Muffler 1.0
Inspection 0.1
1-48
SECTION 1 - ENGINE
ENGINE - DESCRIPTION AND OPERATION

INTRODUCTION The 2270 and 2310 tractors use an M11 engine
while the 2360 and 2425 tractors utilize an N14
The Buhler Versatile 4WD tractors utilize a diesel
engine from the Cummins Engine Company. The
engine manufactured for Buhler Versatile by the
2360 and 2425 engines are electronic engines
Cummins Engine Company. The engine is
from Cummins.
available in three different sizes with five different
horsepower outputs. The following chart is a list of tractor models with
horsepower and engine classification:
The 2240 tractor uses the smallest engine from
Cummins, classified as a C8.3 liter diesel engine.
MODEL HORSEPOWER ENGINE DISPLACEMENT

2240 240 C8.3 506 in.3
2270 270 M11 660 in.3
2310 310 M11 660 in.3
2360 360 N14 855 in.3
2425 425 N14 855 in.3
If an internal engine problem arises that warrants To contact your nearest Cummins engine
engine removal from the frame of the tractor this dealer/distributor in North America use the
section will describe the proper procedure for following phone number: 1-800-DIESELS (North
removal and installation of the engine assembly. America, excluding Alaska and Hawaii).
While the engine assembly is the product of When contact is made with your Cummins
Cummins, many Buhler Versatile components engine dealer/distributor, it is important that the
are mounted to, and operate directly with the information contained on the Engine
engine. This section will describe the proper Identification Plate (EIP) is given.
procedure to remove all Buhler Versatile
components from the Cummins engine so the
engine may be transported to the nearest
Cummins engine dealer/distributor.
1-49
SECTION 1 - ENGINE
The Engine Identification Plate for the 2240

tractor (C8.3) is located on the left side of the
engine ahead of the fuel injection pump, 1.
Figure 1-100
On the 2270 and 2310 (M11) tractors the Engine

Identification Plate, 1, is located on the left side of
the engine below the valve cover.
19994990
Figure 1-101
For the 2360 and 2425 (N14) tractors the Engine

Identification Plate, 1, is located on the left side of
the engine directly below the A/C compressor.
NOTE: It is very important to include the

engine number, engine family and engine 1
control parts listing (CPL) number when
contact is made with you Cummins engine
dealer/distributor.
IMPORTANT: Never attempt to modify or adjust

the engine fuel injection system. Only a certified
Cummins engine dealer or distributor is
19992827
authorized to inspect the fuel injection system.
Adjusting the fuel injection system above Figure 1-102
manufacturer’s specification will void the tractor
warranty and may result in criminal prosecution
(engine emission standards).
1-50
SECTION 1 - ENGINE
ENGINE - SPECIFICATIONS
2240 2270 2310

Manufacturer Cummins Engine Co.
Engine Model C8.3 M11 M11
Maximum Horsepower Rating 240 270 310
(BHP @ 2100 RPM) SAE J 1995
Type 6-cylinder, 4-cycle,In-Line, Overhead Valve Diesel Engine
Aspiration Turbocharged & Aftercooled
Bore x Stroke -mm (in.) 125x136 125x147 125x147
(4.92x5.35) (4.921x5.79) (4.921x5.79)
Displacement - L (in3) 8.3 (505) 10.82 (660) 10.82 (660)
Compression Ratio 16.5:1 16.1:1 16.1:1
Firing Order 1-5-3-6-2-4
Lubrication System: 57 - 172 55 - 172 55 - 172
Pressure @ Idle (10 - 25) (8 - 25) (8 - 25)
kPa (PSI)
Pressure @ Rated Speed 207 - 345 227 - 276 227 - 276
kPa (PSI) (30 - 50) (33 - 40) (33 - 40)
Oil Flow @ Rated Speed 106 151 151
L/min (GPM) (28) (40) (40)
Maximum Fuel Consumption: @ 45 45 51
Maximum Rated Output & (99) (100) (113)
Speed - kg/hr (lbs/hr) *
Low Idle Speed - RPM 950 - 1000 850 - 900 850 - 900
High Idle Speed - RPM 2450 - 2500 2340 - 2460 2340 - 2460
Engine Torque @ Rated Speed 842 983 1119
(2100 RPM) N·m (ft.lbs.) (621) (725) (825)
Peak Engine Torque @ listed 1119 (825) 1424 (1050) 1424 (1050)
Engine Speed - N·m (ft.lbs.) @ @ 1500 @ 1300 @ 1300
RPM
Torque Rise - % 33 35 35
CPL # (Control Parts Listing) 1845 2336 2336
* -- 1 Liter of diesel ful weighs approximately 0.841 kg/L

* -- 1 gallon (US) of diesel fuel weighs approximately 7.01 lbs/gallon.
1-51
SECTION 1 - ENGINE
Buhler Versatile 4WD -- Continued
2360 2425
CELECT CELECT
Manufacturer Cummins Engine Co.
Engine Model N14 N14
Maximum Horsepower Rating 360 425
(BHP @ 2100 RPM) SAE J 1995
Type 6-cylinder, 4-cycle,In-Line, Overhead
Valve Diesel Engine
Aspiration Turbocharged & Aftercooled
Bore x Stroke - mm (in.) 140x152 140 x 152
(5.50x6.00) (5.50 x 6.00)
Displacement - L (in3) 14 (855) 14 (855)
Compression Ratio 16.5:1 16.5:1
Firing Order 1-5-3-6-2-4
Lubrication System: 69 69
Pressure @ Idle (10) (10)
kPa (PSI)
Pressure @ Rated Speed 207 - 345 207 - 345
kPa (PSI) (30 - 50) (30 - 50)
Oil Flow @ Rated Speed 227 227
L/min (GPM) (60) (60)
Maximum Fuel Consumption: @ 54 66
Maximum Rated Output & (120) (146)
Speed - kg/hr (lbs/hr) *
Low Idle Speed - RPM 850 - 900 850 - 900
High Idle Speed - RPM 2225 ± 20 2225 ± 20
Engine Torque @ Rated Speed 1220 1441
(2100 RPM) N·m (ft.lbs.) (900) (1063)
Peak Engine Torque @ listed 1649 (1215) 1899 (1400)
Engine Speed - N·m (ft.lbs.) @ @ 1400 @ 1400
RPM
Torque Rise - % 35 32
CPL # (Control Parts Listing) 2403 2403
* -- 1 Liter of diesel fuel weighs approximately 0.841 kg/L.

* -- 1 gallon (US) of diesel fuel weighs approximately 7.01 lbs.
1-52
SECTION 1 - ENGINE
ENGINE - TROUBLESHOOTING
PROBLEM POSSIBLE CAUSES CORRECTION

Engine will not start, or Incorrect starting procedure Review starting procedure
starts hard
Low or no fuel Check fuel level
Air in fuel line Bleed fuel system
Incorrect engine oil viscosity Use correct viscosity oil
Incorrect fuel operating Use correct type of fuel for

temperature temperature conditions
Contaminated fuel system Clean system
Clogged fuel filter Replace fuel filter
Malfunctioning fuel Contact Cummins dealer/

injector(s) distributor
Malfunctioning fuel solenoid Replace fuel solenoid or

or solenoid relay solenoid relay
Clogged air filter Clean or replace air filter(s)

Engine runs rough and/or Clogged fuel filter Replace fuel filter
stalls
Clogged air filter Clean/replace air filter(s)
Engine cylinder temperature Refer to Operator’s Manual

too low for clean fuel burn Cold-Weather Starting
(Section 2)
Contaminated fuel system Clean system
Fuel solenoid not properly Replace fuel solenoid or

adjusted solenoid relay
Malfunctioning fuel injectors Contact Cummins dealer/

distributor
1-53
SECTION 1 - ENGINE

Engine does not appear to Engine overloaded Shift to lower gear or reduce
develop full power load
Air cleaner restricted Refer to Air Induction

System
Engine derate (CELECT En- See Operator’s Manual or

gines only) Contact Cummins dealer/
distributor
Incorrect type of fuel Use correct fuel for

temperature conditions
Engine overheated Refer to Engine Overheats
Low engine operating Check the coolant system

temperature and antifreeze
Implement incorrectly Adjust implement

adjusted
Malfunctioning fuel Contact Cummins dealer/

injector(s) distributor
High Idle speed is to slow Adjust high idle speed

Engine knocks Low oil level Add correct grade and
viscosity oil as required
Low oil pressure Refer to Low Oil Pressure
Engine overheated Refer to Engine Overheats

Low engine operating Engine temperature gauge Refer to Electrical System
temperature faulty Section 3 in this manual
Malfunctioning thermostat Contact Cummins dealer/

distributor
Low oil pressure Low oil level Add correct grade and
Oil pressure gauge faulty Refer to Electrical System

Section 3 in this manual
Wrong grade or viscosity oil Drain and refill with correct

grade and viscosity oil
Engine failure Contact Cummins dealer/

distributor
1-54
SECTION 1 - ENGINE

Excessive oil consumption Oil level too high Reduce the oil level
Incorrect viscosity oil Drain and refill with correct

grade and viscosity oil
External oil leaks Contact Cummins dealer/

distributor
Plugged breather tube vent Clean breather tube vent fil-

filter ter
Engine overheats Restricted cooling system Clean cooling system
fins
Excessive engine load Shift to a lower gear or

reduce the load
Low engine oil level Add correct grade and

Low coolant level Fill cooling system and

check for leakage
Faulty radiator cap Replace cap
Loose or worn fan belt Check tensioner. Replace

belt if worn
Cooling system plugged Flush coolant system

distributor
Hose connection leaking Tighten hose clamps
Malfunctioning temperature Refer to Electrical System

gauge Section 3 in this manual
Air filter restricted Clogged air filter(s) Clean or replace air filter(s)
Aspirator malfunction Replace muffler or air filter

cannister
1-55
SECTION 1 - ENGINE

Excessive fuel consumption Incorrect type of fuel Use correct fuel
Clogged or dirty air cleaner Clean or replace air filter(s)
Engine overloaded Shift to lower gear or reduce

load
Implement incorrectly Adjust implement

adjusted
Low engine temperature Refer to Low Engine

Operating Temperature in
this chart
Excessive ballast Adjust the ballast
Fuel injection nozzle dirty Contact Cummins dealer/

distributor
External leaks Repair leaks
Fuel pump calibration Contact Cummins dealer/

changed, incorrect distributor
Engine Red or Yellow Electrical system fault Contact Cummins dealer/
Warning Light Illuminated distributor
(CELECT Engine only)
1-56
SECTION 1 - ENGINE
ENGINE - ADJUSTMENTS
Figure 1-103
ENGINE AND TRANSMISSION LASER This adjustment mostly concerns the

ALIGNMENT horizontal plane. While manufacturing
tolerance (usually in the vertical plane)
1. Transmission alignment with the engine is cannot be adjusted, how the transmission
critical to the durability of the flex coupler that rests on the lower mounting brackets (in the
is attached to the flywheel of the engine. horizontal plane) in the front frame can be
If the transmission is not aligned properly adjusted so that the transmission remains
with the engine in the front frame, the rubber within the 1.5 degree of tolerance.
ring or adapter flange will fail, causing loss of IMPORTANT: Any time the transmission,
drive into the transmission. engine or flex coupler are removed from
In order for the flex coupler to withstand the the front frame of the tractor, alignment
torsional force being transmitted through it, it should be checked to insure the
must be aligned within 1.5 degrees on any durability of the flex coupler.
plane with the flywheel of the engine. The 1.5
degrees includes any misalignment due to
manufacturing tolerances of the front frame
and misalignment from the lower mounts of
the transmission.
1-57
SECTION 1 - ENGINE
To properly align the transmission to the

engine, use the following procedure.
2. Alignment tool BLR20072 is used to check

the alignment of the transmission with the
engine in the front frame of the tractor.
Figure 1-104
The alignment tool uses a laser beam that is

placed in a holder, 1. A target, 2, is placed on
the transmission input yoke for the laser
beam to point at. A 110 V adapter, 3, is used
to power the laser. A cover plate, 4, is used to 5
3 4
clamp the laser and holder in place on the 2
engine flywheel during the alignment
procedure. Hardware, 5, is used to attach the 1
target to the transmission input yoke.
NOTE: A second target, 6, is included with 6

each BLR20072 laser alignment tool that
is used to check the alignment of Buhler
Versatile 4WD tractors equipped with a 19996929
Powershift transmission.
Figure 1-105
3. The laser and holder assembly consists of a

tube, 1, that has a machined boss and 2
shoulder, 2, at one end that fits the pilot bore 3 1
inner diameter of every Cummins Engine
used on Buhler Versatile 4WD tractors (C8.3,
M11, N14). The adjustment collar, 3, is used
to clamp the holder in place on the flywheel.
The laser, 4, is held at the end of the tube.
The laser is adjusted so that the beam
emitted from it is concentric with the 5 4
machined boss that fits into the engine
flywheel pilot bore. The square cut out in the
holder, 5, is used to provide access to the
laser on/off switch and power adapter port.
Figure 1-106
1-58
SECTION 1 - ENGINE
The laser, 1, is held by setscrews, 2, that are

threaded into the tube. These setscrews are
also used to calibrate the beam of the laser
with the machined boss at the opposite end
of the tube.
IMPORTANT: Never attempt to adjust the

setscrews or adjust the laser. If calibration of
the BLR20072 tool is required, contact OTC
TOOL CO. for information.
1 2
Figure 1-107
Decals are installed on the holder to advise of

danger from looking directly into the beam of
the laser and as a reminder not to attempt
adjustment of the laser holding setscrews.
DANGER: DO NOT LOOK DIRECTLY INTO

THE BEAM OF THE LASER. INJURY TO
THE HUMAN EYE CAN RESULT FROM
STARING INTO THE BEAM.
Figure 1-108
4. The target for the 12 x 4 transmission is a

2240
stainless steel plate that is divided into four 2270
quadrants. Each quadrant is etched with a 2310
model numbers and 1/4 of a circle that
represents the 1.5 degree diameter of
misalignment in any plane that is tolerable to
the flex coupler on the flywheel of the engine.
By dividing the plate into four quadrants, the
target can be used for all model Buhler
Versatile 4WD tractors with a 12 x 4
transmission that share a common tolerable 2425 2360
misalignment diameter. When mounted on
the input yoke of the transmission, the target 19996930
is rotated to align the beam of the laser with
Figure 1-109
the model # quadrant being checked for
alignment.
1-59
SECTION 1 - ENGINE
Although all model tractors have the same

1.5 degree maximum tolerance
specification, the diameters are different due
to the distance of the flywheel from the input
yoke of the transmission (the greater the
distance, the larger the misalignment
diameter, the shorter the distance, the
smaller the misalignment diameter).
The holes bored in the plate are used to 2270 2360

2310
attach it to the input yoke of the transmission.
Two holes DIAGONALLY ACROSS FROM
EACH OTHER are used to attach the plate to
two diagonal threaded holes in the yoke.
Each set of holes represent all sizes of yokes
used on all Buhler Versatile 4WD tractors
built with 12 x 4 transmissions.
A similar target is included in the BLR20072

tool that is used to align the 12 x 2 Powershift
transmission. This target is used in an
19996931
identical manner to the 12 x 4 QSII target.
Figure 1-110
5. Two sizes of allen head capscrews are

1
included with the BLR20072 laser alignment
tool to attach the target to the transmission
input yoke. The larger (1/2″ UNF)
capscrews, 1, attach the target to 2425
tractors, and the smaller (3/8″ UNF)
capscrews, 2, attach the target to 2240, 2270
2
and 2310 tractors.
Figure 1-111
1-60
SECTION 1 - ENGINE
6. The 110 V power adapter can be plugged into

any 110 V power source. The plug, 1, installs
into the power port on the rear of the laser.
Figure 1-112
7. The cover plate has two holes, 1, bored in it

that are used to attach the plate to the flex
coupler (using two of the input driveline
capscrews).
Figure 1-113
The shouldered area of the plate has closed

cell foam, 1, installed on it that is used to
clamp the laser holder tube in place. The
foam comes up against the adjustable collar
on the tube, pushing it back into the flywheel
pilot bore. This squares up the holder in the
flywheel. 1
Figure 1-114
1-61
SECTION 1 - ENGINE
8. If not already done, remove the transmission

input shaft as detailed in Section 4 - Axles of
this manual.
1
Clean the face of the input yoke where the 2
target will rest. Be sure that two diagonally
opposed holes in the yoke have clean
threads.
Place the target, 1, into position on the yoke

and line up the holes in the target with the
yoke holes. Use two holes in the target that
span across two diagonal holes of the yoke.
19996932
Install two properly sized allen head
capscrews, 2, (included with the BLR20072 Figure 1-115
laser alignment tool) through the target holes
and into the yoke. Tighten the capscrews
securely. DO NOT OVERTIGHTEN THE
ALLEN HEAD CAPSCREWS. Only 1/4 turn
over finger tight is adequate to retain the
target in place.
9. Reach through the center of the flex coupler,

1, and clean the pilot bore, 2, in the center of
1
the engine flywheel. All rust and dirt must be
removed from the bore or the laser holder will
not fit into the bore.
2
IMPORTANT: The machined diameter of the
laser holder is cut to within 0.013 mm (0.0005
in.) of the pilot bore diameter. Failure to clean
the bore properly will result in the holder not
fitting into the bore.
Apply a thin film of petroleum jelly to the

flywheel pilot bore.
Figure 1-116
10. Slide the laser and holder assembly, 1, into

the pilot bore of the flywheel. Be sure that the
shoulder of the holder butts up against the 1
face of the flywheel. SUPPORT THE
HOLDER WITH ONE HAND UNTIL THE
COVER PLATE IS INSTALLED SO IT WILL
NOT FALL AND BE DAMAGED.
NOTE: Even with the flywheel pilot bore

cleaned and lubricated, the laser holder
may be a tight fit into the bore. Wiggle the
holder gently so as to fit it into the bore.
NEVER FORCE OR TAP THE HOLDER
INTO PLACE WITH A HAMMER OF ANY
TYPE.
Figure 1-117
1-62
SECTION 1 - ENGINE
11. With the holder firmly seated in the flywheel

pilot bore, adjust the holder collar, 1, inward
or outward (toward the flywheel or away from 1
it) so that it will protrude past the face of the
adapter flange, 2, the correct amount to
provide a good squeeze of the cover plate
foam. This distance is usually over 18 mm
(0.75 in.).
The holder collar is threaded internally and

mates with the threads on the OD of the 2
holder tube. Turning the collar clockwise
moves it towards the flywheel, turning it
counterclockwise moves it away from the
flywheel.
Figure 1-118
Ideally, the rear face of the collar should
protrude beyond (toward the rear of the
tractor) the face of the adapter flange
approximately 18 mm (0.75 in.). This will
allow for a good crush of the foam inside the
cover plate, without placing too much force
on the holder, or distorting the cover plate.
12. Check the adjustment of the collar by placing

the cover plate over the end of the holder and
pushing it toward the flex coupler. The cover
plate foam should come up against the collar,
then the cover plate should move evenly
flush against the flex coupler adapter flange
around its entire diameter.
The tube holder must be firmly seated in the

flywheel pilot bore and must not move when
the cover plate is seated against the flex
coupler adapter flange. Wiggle the laser end
of the holder to be sure it does not move
when the cover plate is firmly seated on the
adapter flange of the flex coupler.
Figure 1-119
1-63
SECTION 1 - ENGINE
13. With the collar adjusted properly, install the

cover plate, 1, onto the flex coupler, 2, using
two capscrews, 3, removed from the input
driveline. Tighten the capscrews securely so 3
that the cover plate is flush around the
adapter flange of the coupler.
The cover plate inner diameter, 4, must not

touch the laser holder at any location. If 1
necessary, loosen the two capscrews and 4
shift the cover away from the tube where
necessary.
3 2
Figure 1-120
14. Insert the plug, 1, of the 110 V power adapter

into the port, 2, of the laser. Flip the laser
on/off switch, 3, to the ON position.
1
2
Figure 1-121
15. Open the eyelid cover, 1, of the laser by

rotating it out of the way of the beam. Be
certain the cover does not obstruct the beam
of the laser.
1

Figure 1-122
1-64
SECTION 1 - ENGINE
16. Look at the target on the input yoke of the

transmission. The beam, 1, should be
striking the target in one of the quadrants. 1
Rotate the TARGET (and the input yoke of
the transmission) so that the beam strikes
the plate in the quadrant of the model tractor
being aligned. As an example, the tractor
shown in the figure is a 2310.
A transmission that is properly aligned will

have the beam striking the target somewhere
in the crosshatched area of the proper
quadrant. AS LONG AS THE BEAM
STRIKES THE TARGET ANYWHERE IN 19996932
THE CROSSHATCHED AREA OF THE
PROPER QUADRANT, THE Figure 1-123
TRANSMISSION IS IN ALIGNMENT. DO
NOT ATTEMPT TO IMPROVE UPON THE
ALIGNMENT, AS LITTLE MEANINGFUL
IMPROVEMENT WILL BE REALIZED.
IMPORTANT: The crosshairs of the target

serve no purpose other than to divide the
target into quadrants. The crosshairs do not
have to be perfectly level to read the
alignment of the transmission. Rotate the
target so that the beam strikes the
appropriate quadrant. Do not pay attention to
the crosshairs other than to locate the proper
quadrant for the model tractor being worked
on.
17. Check the alignment by seeing where the

laser spot hits the target. No tractors will have
perfect alignment (beam strikes the exact
center of the target). As long as the beam
strikes the target somewhere in the
appropriate crosshatched area on the
correct quadrant, the transmission is in
alignment.
If the transmission is in alignment, remove

the laser tool from the flywheel and the target
from the transmission. No further action is
required.
If the beam does not strike the target in the

crosshatched area of the proper quadrant,
the transmission requires alignment.
Proceed with steps 18 - 22.
1-65
SECTION 1 - ENGINE
18. Remove the following drive shafts from the

transmission as described in this manual:
S PTO articulation drive shaft, if equipped

(PTO drive shaft R&R is in Section 7 -
PTO)
S Articulation drive shaft (Section 5 - Axles) 1 2
S Front axle drive shaft (Section 5 - Axles)
19. Loosen but do not remove the capscrews
and nuts, 1, on all four rubber mounts of the
lower transmission mounting brackets, 2.
There is one capscrew at each end of the
right and left hand brackets. The nuts should
be backed off enough so that the
transmission can be lifted slightly, enough to
change the alignment on the rubber mounts.
Figure 1-124
20. Remove the two capscrews, 1, that attach

the top mounting plate, 2, to the tractor front
frame. The holes that the bolts fit into are
slotted and provide for minor alignment
adjustments. 2
Figure 1-125
1-66
SECTION 1 - ENGINE
21. Place a wooden block, 1, and a hydraulic

jack, 2, of adequate capacity (the
transmission weighs approximately 800 kg,
or 1800 lbs) under the bottom of the
transmission and raise it slightly so as to take 1
the weight off of the lower mounting brackets.
3
NOTE: Raise the transmission only 3
enough to see a small gap between the
top washer and the rubber mount, about 6
mm (0.25 in.) Move the transmission side
to side in the direction required to align
the beam on the target.
2
When the beam is in the crosshatched area,
lower the jack so the transmission rests on Figure 1-126
the rubber mounts with its full weight.
Recheck the alignment of the beam on the
target as detailed in step # 16 above.
NOTE: The rubber mounts and holes in

the lower mounting brackets are NOT
slotted to provide for alignment. The
small amount of movement of the
capscrew inside the rubber mount and
the lower mounting brackets will
substantially change the alignment of the
transmission in the frame.
Repeat lifting and moving the transmission

until the beam strikes the target in the
crosshatched area of the appropriate
quadrant when lowered. When the
transmission is in alignment, retighten the
mounting hardware, 3, for the four rubber
mounts to 280 N⋅m (205 ft lbs).
Reinstall the two capscrews for the top

mounting bracket and tighten to 390 N⋅m
(290 ft lbs).
22. Install the following drive shafts on the

S PTO articulation drive shaft, if equipped

PTO)
S Articulation drive shaft (Section 5 - Axles)
S Front axle drive shaft (Section 5 - Axles)
1-67
SECTION 1 - ENGINE
ENGINE - REMOVAL AND REPAIR OF COMPONENTS

ENGINE
2240 (C8.3)
Removal

ignition. 1
2. Disconnect the negative battery cables as

described in Section 3 - Electrical.
3. Remove the side shields and engine hood as
4. Drain the engine coolant as detailed in this
section.
5. Remove the air induction tube, 1, as detailed
in this section.
Figure 1-127
6. Remove the aspirator tube, 1, as detailed in

this section.
2
7. Remove the pipe work from the air cleaner, 2,
to the turbo inlet port, 3 as detailed in this
section. 1
Figure 1-128
1-68
SECTION 1 - ENGINE
8. Place a shop rag over top of the turbo inlet

port, 1.
NOTE: Damage to the turbo is highly 1
Figure 1-129
9. Remove the precleaner, 1, as detailed in this

section.
Figure 1-130
10. Remove the air cleaner, 1, as detailed in this

section. 1
Figure 1-131
1-69
SECTION 1 - ENGINE
11. Remove the turbocharger to muffler pipe

work as detailed in this section.
Figure 1-132
12. Place a shop rag, 1, over the turbo outlet port.

1
Figure 1-133
13. Remove the steering pump, 1, and

implement pump, 2, as described in Sections
8 and 9 Hydraulics and Steering of this
manual.
Cap all lines to prevent any dirt from entering

the system.
1
2
Figure 1-134
1-70
SECTION 1 - ENGINE
14. Remove the fuel solenoid harness, 1, and

pull coil timer module, 2, as described in
Section 2 - Fuel of this manual.
Figure 1-135
15. Remove the starter, 1, from the left side of the

engine as described in Section 3 - Electrical
of this manual.
Figure 1-136
16. Remove the throttle cable bracket, 1, as

described in Section 2 - Fuel of this manual.
Figure 1-137
1-71
SECTION 1 - ENGINE
17. Disconnect and cap the fuel supply line, 1, as

described in Section 2 - Fuel.
Figure 1-138
18. Remove the engine coolant temperature

sensor, 1, from the left hand side of the
engine. Plug the open port of the engine
block.
Figure 1-139
19. Remove the ether start atomizer, 1, from the

engine as described in Section 2 - Fuel. Plug
the open port of the engine block.
Figure 1-140
1-72
SECTION 1 - ENGINE
20. Disconnect the engine speed transducer

wire connector, 1, and cut the wire tie, 2. 1
21. Unscrew the transducer, 3, from the engine 2

bell housing.
Figure 1-141
22. Remove the P-clips, 1, for the battery cable

at the rear of the engine.
23. Remove the P-clips, from the left side of the

tractor to move the battery cables away from 1
the engine.
Figure 1-142
24. Cut the wire tie on top of the A/C compressor.

Disconnect the wiring for the high and low
pressure switches, 1, on top of the A/C 2
compressor.
25. Disconnect the ground strap, 2, for the A/C

compressor.
Figure 1-143
1-73
SECTION 1 - ENGINE
26. Loosen the adjustment bolt, 1, for the A/C

compressor and remove the A/C belt, 2, from
the pulley.
27. Remove the four cap screws, 3, from the A/C

compressor bracket and move the A/C 3
compressor away from the engine.
NOTE: The A/C lines do not have to be

disconnected from the compressor. 2
3
1
Figure 1-144
28. Disconnect the fuel line, 1, from the injection

pump, 2, located behind the A/C compressor.
Cap the line and move it away from the
engine.
1
Disconnect the oil pressure line from the left
hand side rear corner of the engine.
Figure 1-145
29. Remove the attaching cap screws, 1, for the

2
shroud, 2, Allow the shroud to rest against
the front of the engine.
1
NOTE: Place a piece of cardboard behind
the radiator to protect the radiator fins.
Figure 1-146
1-74
SECTION 1 - ENGINE
30. Release the tension from the engine fan belt

by installing a wrench, 1, in the idler, 2, and
pry up on it. Lift the belt off of the pulley.
Figure 1-147
31. Remove the fan, 1, and spacer, 2, as detailed

in the cooling system portion of this section.
2
Figure 1-148
32. Disconnect and remove the four radiator

hoses as detailed in the cooling system
portion of this section.
Figure 1-149
1-75
SECTION 1 - ENGINE
33. Cut the wire tie, 1, remove the P-clips, 2, and

loosen the front heater hose, 3. 4
Cut the wire tie and remove the rear heater
hose, 4.
Before removing the heater hoses, have a 2

container ready to catch any excess
antifreeze in the system. 3
Figure 1-150
34. Remove the bolt, 1, holding the temperature

sensor, 2, onto the right hand side of the
engine. Move the wiring and temperature
sensor away from the engine. 2
Figure 1-151
35. Disconnect the battery cables, 1, from the

alternator, 2, and move them to the back of
the engine compartment. Disconnect wire
EN-84 from the terminal marked “I” of the 1
alternator.
Figure 1-152
1-76
SECTION 1 - ENGINE
36. Remove the alternator, 1, as described in

Section 3 - Electrical.
Figure 1-153
37. Remove the flex coupling, 1, from the engine

flywheel as described in Section 5 - Axle.
Figure 1-154
38. Remove the hardware for the front engine

mount, 1, that holds the mounting bracket to
the frame. Do not remove the cap screws, 2,
holding the bracket, 3, to the engine.
Figure 1-155
1-77
SECTION 1 - ENGINE
39. Remove the hardware for the right side rear

engine mount, 1.
Figure 1-156
40. Remove the hardware for the left side rear

engine mount, 1. 1
Figure 1-157
41. Install the rear engine lifting eye, 1, washers,

2, spacers, 3, and cap screws, 4, to the
engine block. The rear hook was removed
1
during the removal of the throttle cable
bracket procedure. Torque the hardware to
136 N⋅m (100 ft lbs). 3
4
2
Figure 1-158
1-78
SECTION 1 - ENGINE
42. Install a chain, 1, on the front, 2, and rear, 3,

engine lifting eyes and prepare to hoist the
engine from the frame. 1
43. Using a proper lifting device carefully hoist 3

2
the engine from the tractor and place the
engine in an appropriate shipping container.
IMPORTANT: The C8.3 liter engine weighs

approximately 680 Kg (1500 lbs). Use a
proper lifting device to remove the engine
from the frame of the tractor.
NOTE: Use the engine mounting brackets

to secure the engine for shipment to the
nearest authorized Cummins dealer/ Figure 1-159
distributor.
Disassembly, Inspection and Reassembly
All disassembly, inspection and reassembly is

the responsibility of an authorized Cummins
Engine dealer/distributor.
Installation
1. Install a chain, 1, on the front, 2, and rear, 3,

1
engine hooks and using an appropriate lifting
device carefully hoist the engine onto the 3
frame of the tractor. 2
IMPORTANT: The C8.3 liter engine weighs

proper lifting device to install the engine to
the frame of the tractor.
Figure 1-160
1-79
SECTION 1 - ENGINE
2. Install the hardware for the left side rear

engine mount, 1, and torque the bolts to 280 1
N⋅m (205 ft lbs).
Figure 1-161
3. Install the hardware for the right side rear

engine mount, 1, and torque the bolt to 280
N⋅m (205 ft lbs).
Figure 1-162
4. Install the hardware for the front engine

mount, 1, and torque the bolts 280 N⋅m (205
ft lbs).
5. Remove the chain from the engine lift eyes
and move the hoisting device away from the
tractor.
Figure 1-163
1-80
SECTION 1 - ENGINE
6. Remove the rear lift eye from the engine

along with the hardware.
1
NOTE: Retain the hardware for the rear lift
eye. This will be installed when the
throttle cable bracket is installed later in 3
this procedure.
4
2
Figure 1-164
7. Install the flex coupling, 1, as described in

Section 5 - Axle.
NOTE: Do not install the transmission
input shaft on the flex coupling at this
time.
Figure 1-165
8. Install the alternator, 1, as described in

Section 3 - Electrical.
Figure 1-166
1-81
SECTION 1 - ENGINE
9. Install the battery cables, 1, to the back of the

alternator, 2. Install wire EN-84 to terminal “I”
of the alternator.
1
Figure 1-167
10. Install the bolt, 1, holding the engine

temperature sensor, 2, on the right side of the
engine block and tighten the bolt securely.
2
Figure 1-168
11. Properly connect the two heater hoses, 1,

and install the three P-clips, 2, and add the 1
wire tie, 3, to the hoses.
1
2
2
3
Figure 1-169
1-82
SECTION 1 - ENGINE
12. Install the four radiator hoses as detailed in

the cooling system portion of this section.
Figure 1-170
13. Install the fan and shroud as detailed in the

cooling system portion of this section.
NOTE: Before installing the fan, remove

the cardboard from the radiator.
1
Figure 1-171
14. Install the fuel line, 1, to the injection pump, 2,

and make sure the clamp is securely
tightened.
1
Install the oil pressure supply line to the left
hand side of the engine.
Figure 1-172
1-83
SECTION 1 - ENGINE
15. Install the A/C compressor, 1, as detailed in

Section 12 - Climate Control of this manual.
Figure 1-173
16. Install the A/C belt, 1, on the pulley. When the

belt is positioned properly install the
adjustment bolt, 2, and properly adjust the
belt. Refer to the maintenance section of the
operators manual for the proper procedure.
2
1
Figure 1-174
17. Connect the wiring for the high and low

pressure switches, 1, above the compressor
and install new wire ties as needed. Install 2
the ground strap, 2, on top of the compressor.
18. Install the P-clips for the battery cable on the

left side and rear of the tractor.
Figure 1-175
1-84
SECTION 1 - ENGINE
19. Secure the transducer, 1, into the left side of

the flywheel housing, connect the wiring, 2, 2
and install wire ties, 3, as needed.
3
Adjust the transducer by screwing it toward
the ring gear until it touches the teeth then
back the transducer off 1/2 turn. Tighten the
lock nut securely. 1
Figure 1-176
20. Install the ether start atomizer, 1, into the

intake manifold on the left side of the engine
as detailed in Section 2 - Fuel of this manual.
Figure 1-177
21. Install the engine coolant temperature

sensor, 1, into the port on the left hand side of
the engine.
Figure 1-178
1-85
SECTION 1 - ENGINE
22. Install the fuel supply line, 1, as detailed in

Section - 2 Fuel.
Figure 1-179
23. Install the throttle cable bracket, 1, as

described in Section 2-Fuel. The rear engine
hook will also be installed at this time.
Figure 1-180
24. Install the starter, 1, as described in Section 3

- Electrical.
Figure 1-181
1-86
SECTION 1 - ENGINE
25. Install the fuel solenoid harness, 1, and pull

coil timer module, 2, as described in Section
2 - Fuel.
Figure 1-182
26. Install the implement pump, 1, and steering

pump, 2, as described in Sections 8 - and 9 -
Hydraulic and Steering.
2
1
Figure 1-183
27. Remove the shop rag, 1, from the turbo outlet

port. 1
Figure 1-184
1-87
SECTION 1 - ENGINE
28. Install the pipe work between the muffler, 2,

and turbo, 1, as detailed in the exhaust
system portion of this section.
Figure 1-185
29. Install the air cleaner, 1, as detailed in the air

induction system portion of this section.
Figure 1-186
30. Install the precleaner, 1, as detailed in the air

Figure 1-187
1-88
SECTION 1 - ENGINE
and install the pipe work as detailed in the air
Figure 1-188
32. Install the aspirator tube as detailed in the air

Figure 1-189
33. Install the air induction tube and boot as

detailed in this section.
Figure 1-190
1-89
SECTION 1 - ENGINE
34. Properly fill the coolant system as detailed in 42. Bleed the engine fuel injection system as
this section. detailed in the Cummins engine Operator’s
manual.
35. Properly fill the hydraulic fluid as described in
Section 8 - Hydraulics 43. Install the three-amp fuse for the fuel
solenoid and start the engine. Carefully
36. Install the hood and side shields as inspect all clamps and hoses for any
described in Section 10 - Frames. leakage.
37. Connect the negative battery cables as
38. Perform the laser alignment procedure as

CAUTION: Monitor the dash warning light
described in the adjustment portion of this
bar at all times during initial engine start
manual.
up to ensure the engine has proper oil
39. Install the transmission input shaft as pressure. Shut down the engine if oil
described in Section 5 -- Axles. pressure is not adequate.
40. Remove the three-amp fuse for the fuel Be certain that all electrical components are
solenoid from the fuse and relay panel operating properly.
located behind the operators seat.
41. Check the engine oil level and top off if

necessary.
Crank the engine over for three ten-second

intervals. This will distribute lubricating oil to
the engine operating systems and fuel to the
engine.
1-90
SECTION 1 - ENGINE
ENGINE
2270 and 2310 (M11)
Removal

ignition.
4. Drain the coolant as detailed in the cooling
5. Remove the wire ties, 1, holding the ether
tube and engine temperature capillary tube,
to the air induction tube, 2.
Figure 1-191
6. Remove the air induction tube and rubber

boot, 1, as detailed in the air induction portion
of this section. 1
Figure 1-192
1-91
SECTION 1 - ENGINE
7. Remove the air cleaner to turbo inlet pipe

work, 1, as detailed in the air induction
1
Figure 1-193
8. Place a shop rag over the turbo inlet port, 1.

Figure 1-194
9. Place a shop rag on the air cleaner outlet

port, 1.
NOTE: Damage to the turbo is highly 1
Figure 1-195
1-92
SECTION 1 - ENGINE
10. Cut the wire tie, 1, on the aspirator tube

rubber sleeve holding the wiring for the air
filter restriction unit.
2
11. Disconnect the two-prong connector, 2, for
the air filter restriction unit, 3, and move the
wiring away from the engine. 1
Figure 1-196
12. Remove the aspirator tube, 1, as detailed in

this section. 1
Figure 1-197
13. Remove the precleaner, 1, as detailed in the

air induction system portion of this section.
1
Figure 1-198
1-93
SECTION 1 - ENGINE
14. Remove the air cleaner, 1, as detailed in the

air induction portion of this section.
Figure 1-199
15. Remove the turbo, 1, to muffler pipe work, 2,

as detailed in the exhaust system portion of
this section.
2
Figure 1-200
16. Place a shop rag on the turbo outlet port, 1.

possible if any foreign material or debris 1
19995001
Figure 1-201
1-94
SECTION 1 - ENGINE
17. Cut the wire tie, and disconnect the wiring on

top of the A/C compressor for the high and 2
low pressure switches, 1. 1
18. Remove the wiring connector for the A/C
compressor ground strap, 2.
19994991
Figure 1-202
19. Loosen the adjusting bolt, 1, and remove the 1

A/C belt, 2, from the compressor.
Remove the lower bolt, 3, from the A/C

compressor bracket.
20. Remove the long bolt, 4, behind the A/C

compressor.
NOTE: It is not necessary to disconnect 2 3 4

any A/C lines during this procedure
21. Move the compressor away from the engine.

19994992
Figure 1-203
22. Remove the throttle cable bracket, 1, from

the tractor as described in Section 2 - Fuel.
Figure 1-204
1-95
SECTION 1 - ENGINE
23. Remove the steering pump, 1, and

implement pump, 2, as detailed in Sections 8
and 9 of this manual.
3
Remove the fuel return line, 3, from the left
side of the engine.
24. Remove the wire connector for the fuel

solenoid located above the implement and
steering pumps.
1 2
Figure 1-205
25. Remove the starter, 1, as described in

Section 3 - Electrical of this manual.
Figure 1-206
26. Remove the fuel supply line, 1, from the

injection pump, 2. 2
Figure 1-207
1-96
SECTION 1 - ENGINE
27. Remove the four cap screws, 1, from the fuel

filter bracket and move the fuel filter behind
the engine.
28. Remove the left side P-clip holding the 1

battery cable to the left rear corner of the
engine. 1
Figure 1-208
29. Remove the P-clip, 1, from the rear of the

engine and move all battery cables away
from the engine.
Figure 1-209
30. Disconnect and cap the oil pressure supply

line, 1, from the left rear corner of the engine.
Figure 1-210
1-97
SECTION 1 - ENGINE
31. Remove the bolt holding the engine

temperature sensor, 1, to the right side of the
engine block.
1
32. Unscrew the engine temperature sensor, 2,
from the right side of the engine block. Move 2
the engine temperature sensor and
temperature sensor away from the engine.
Plug the open ports in the engine block.
19995002
Figure 1-211
33. Remove the ether start atomizer, 1, from the

right hand side of the engine. The atomizer is
connected to the outlet pipe of the 1
turbocharger. Plug the open port on the outlet
pipe.
Figure 1-212
34. Disconnect the battery cable and ground

strap, 1, for the alternator, 2. 3
Disconnect wire EN-84, 3, from the terminal

marked “I” on the rear of the alternator.
35. Remove the two P-clips holding the wiring

harness to the right hand side of the engine. 1
Move the wiring to the back of the engine.
2
19994993
Figure 1-213
1-98
SECTION 1 - ENGINE
36. Remove the four radiator hoses as detailed

Figure 1-214
37. Loosen the adjustment bolts, 1, from the

alternator and remove the drive belt, 2.
Remove the alternator as described in
1
Figure 1-215
38. Remove the fan and shroud, 1, as detailed in

the cooling system portion of this section. 1
NOTE: Place a piece of cardboard behind

the radiator to protect the radiator fins
before removing the fan.
19996926
Figure 1-216
1-99
SECTION 1 - ENGINE
39. Loosen the clamp and remove the front

heater hose, 1, from the right side of the
engine.
Figure 1-217
40. Cut the wire tie, 1, and remove the rear

heater hose, 2, from the right side of the
engine.
2
Figure 1-218
41. Disconnect the engine speed transducer, 1,

from the bottom of the engine bell housing
and move the wire away from the engine.
Unscrew the transducer, 2, from the housing.
Figure 1-219
1-100
SECTION 1 - ENGINE
42. Remove the flex coupling, 1, from the engine

flywheel as described in Section 5 - Axle.
Figure 1-220

mount, 1, that holds the bracket to the frame.
Do not remove the four cap screws holding
the bracket, 2, to the engine block. This will
be used to support the engine during
shipment to the nearest Cummins
dealer/distributor.
1 2
Figure 1-221
44. Remove the right hand side rear motor

mount hardware, 1. Do not remove any
hardware from the bracket to the flywheel
housing
Figure 1-222
1-101
45. Remove the left hand side rear motor mount
hardware, 1. Do not remove any hardware
from the bracket to the flywheel housing.
Figure 1-223
46. Install a chain on the front and rear engine

lifting eyes, 1, and using a proper lifting
device, carefully remove the engine from the
tractor. 1
IMPORTANT: The Mll engine weighs

proper lifting devise to remove the engine
from the frame of the tractor.
NOTE: Use the engine mounting brackets

to secure the engine for shipment to the
nearest Cummins Engine
dealer/distributor.
Figure 1-224

Engine dealer/distributor.
1-102
SECTION 1 - ENGINE
Installation
1. Install a chain on the front and rear lifting

eyes, 1, and using an appropriate lifting 1
device carefully hoist the engine onto the
frame of the tractor.
IMPORTANT: The Mll engine weighs
proper lifting devise to install the engine to
the frame of the tractor.
Figure 1-225
2. Install the hardware, 1, for the left side motor

mount and torque the bolt to 280 N⋅m (205 ft
lbs).
Figure 1-226
3. Install the hardware, 1, for the right side

motor mount and torque the bolts to 280 N⋅m
(205 ft lbs).
Figure 1-227
1-103
SECTION 1 - ENGINE
4. Install the hardware, 1, for the front motor

mounts, 2, and torque the bolts to 280 N⋅m
(205 ft lbs).
5. Remove the chain and move the hoisting
device away from the tractor.
1 2
Figure 1-228
6. Install the flex coupling as described in

Section 5 - Axle.
NOTE: Do not install the transmission
input shaft on the flex coupling at this
time.
Figure 1-229
7. Install the engine speed transducer ,1, to the

engine bell housing, connect the wiring, 2,
and install wire ties as needed.
Adjust the transducer by screwing it toward
the ring gear until it touches the teeth then
back it off 1/2 turn. Tighten the lock nut 1
securely.
Figure 1-230
1-104
SECTION 1 - ENGINE
8. Install the rear heater hose, 1, and tighten the

clamp, 2, securely.
2
1
Figure 1-231
9. Install the front heater hose and tighten the

clamp, 1, securely. Install a wire tie to the
heater hoses.
Figure 1-232
10. Install the alternator, 1, as described in

Section 3 - Electrical. 1
11. Install the wiring, 2, for the alternator and

mount the P-clips properly to the right side of
the engine.
2
Be certain to connect wire EN-84 to the
terminal marked “I” on the back of the
alternator.
19994993
Figure 1-233
1-105
SECTION 1 - ENGINE
12. Install the fan and shroud, 1, as detailed in

13. Remove the cardboard from behind the 1

radiator.
19996926
Figure 1-234
14. Install the four radiator hoses as detailed in

Figure 1-235
15. Install the ether start atomizer, 1, to the outlet

pipe of the turbocharger as detailed in
Section 2 - Fuel of this manual.
1
Figure 1-236
1-106
SECTION 1 - ENGINE
16. Install the engine temperature sensor, 1, into

the right hand side of the engine.
17. Install the engine temperature sensor, 2, and 2

cap screw to the right hand side of the
engine. 1
18. Remove the cap and install the oil supply

pressure line, to the left rear corner of the
engine.
19995002
Figure 1-237
19. Install the fuel filter , 1, to the bracket, 2, using 4 2

the four cap screws. Install the fuel supply
line, 3, to the fuel injection pump, 4.
1
3
Figure 1-238
20. Install the starter, 1, as described in Section 3

Electrical and install the P-clip for the starter
battery cable to the left side of the engine.
Route the battery cables behind the engine

and install all P-clips removed during the
removal procedure of this text.
21. Install the wiring connector for the fuel

solenoid located behind the hydraulic and
steering pumps.
1
Figure 1-239
1-107
SECTION 1 - ENGINE
22. Install the implement, 1, and steering pumps,

2, as described in Sections 8 and 9 of this
manual.
1 2
Figure 1-240
23. Install the fuel return line, 1, to the left side of

the engine.
Figure 1-241
24. Install the throttle cable bracket, 1, as

described in Section 2 - Fuel.
Figure 1-242
1-108
SECTION 1 - ENGINE
25. Mount the A/C compressor in place and

install the lower bolt, 1, to the compressor
bracket and the long bolt to the back side of
the compressor, 2.
1 2
19994992
Figure 1-243
26. Connect the A/C compressor ground strap,

1, and the high and low pressure switches, 2, 1
on top of the compressor. Install a wire tie to 2
keep the wiring away from the compressor
pulley.
19994991
Figure 1-244
27. Remove the shop rag from the turbocharger

outlet port, 1, and install the turbo to muffler
pipe work, 2, as detailed in the exhaust 2
Figure 1-245
1-109
SECTION 1 - ENGINE
28. Install the air cleaner as detailed in the air

NOTE: Be certain to install the air cleaner

in the proper holes of the rear hood
support.
Figure 1-246
and install the turbo to air cleaner pipe work,
1, as detailed in the air induction system
portion of this section. 1
Figure 1-247
30. Install the precleaner on to the air cleaner as

detailed in the air induction system portion of
this section.
Figure 1-248
1-110
SECTION 1 - ENGINE
31. Install the aspirator tube as detailed in the

exhaust system portion of this section. 1
Figure 1-249
32. Install the two-prong wire adapter, 1, for the 1

air cleaner restriction unit. Install a wire tie to
keep the wiring off the precleaner.
Figure 1-250
33. Install the rubber boot and air induction tube

as detailed in this section.
Figure 1-251
1-111
SECTION 1 - ENGINE
34. Rout the wiring for the ether tube along the air
induction tube and place wire ties on the air
induction tube.
35. Properly fill the coolant system as detailed in

this section.

Section 8 Hydraulics.
37. Check the engine oil level and top off if

necessary.
38. Install the hood and side shields as

described in Section 10 Frame of this
manual. Figure 1-252

described in Section 3 - Electrical of this
manual.

described in the adjustment portion of this
manual.
41. Install the transmission input shaft as

described in Section 5 - Axle of this manual.
42. Remove the three-amp fuse for the fuel

solenoid from the fuse and relay panel
located behind the operators seat.

engine.
43. Bleed the engine fuel injection system as

detailed in the Cummins engine Operator’s
manual.
44. Install the three-amp fuse for the fuel

inspect all clamps and hoses for any leakage

pressure. Shut down the engine if oil
pressure is not adequate.
Be certain that all electrical components are

operating properly.
1-112
SECTION 1 - ENGINE
ENGINE
2360 and 2425 (N14) Electronic Engine
Removal
1. Park the tractor on level surface, set the

ignition.
described in Section 3 -- Electrical of the
service manual.
described in Section 10 -- Frame of the
service manual.
4. Drain the engine coolant as detailed in the
cooling system portion of this manual.
5. Cut the wire ties, 1, supporting the ether tube,

2, the air bleed hose, 3, and the engine
temperature sensor, 4, to the air induction
tube. 1
2
3
19993715
Figure 1-253

in the air induction system portion of this
manual.
1
Figure 1-254
1-113
SECTION 1 - ENGINE
7. Remove the two prong wiring adapter, 1, for

the air filter restriction unit on the air cleaner 3
to turbo pipe work.
8. Remove the pipe work, 2, from the air 1 4
cleaner, 3, to the turbo inlet, 4, as detailed in
the exhaust system portion of this manual.
Install a shop rag onto the air cleaner outlet
port.
Figure 1-255
9. Place a shop rag, 1, over top of the turbo inlet

port.
enters the turbocharger chamber. 1
Figure 1-256
10. Remove the aspirator tube, 1 as detailed in

the air induction system portion of this 1
manual.
Figure 1-257
1-114
SECTION 1 - ENGINE
11. Remove the precleaner, 1, as detailed in the

air induction system portion of this manual.
1
Figure 1-258
12. Remove the air cleaner, 1, as detailed in the

air induction system portion of this manual.
Figure 1-259
13. Remove the turbo to muffler pipe work, 1, as

detailed in the exhaust system portion of this
manual.
14. Place a shop rag on the turbo outlet port.

Figure 1-260
1-115
SECTION 1 - ENGINE
15. Disconnect the ether start atomizer, 1, and

move the wiring away from the engine.
Figure 1-261
16. Remove the engine temperature sensor, 1,

from the top of the engine and move the
wiring away from the engine.
Figure 1-262
17. Cut the wire tie and disconnect the wiring, 1,

on top of the A/C compressor for the high and
low pressure switches, 2. 3
1
Disconnect the wiring for the A/C
compressor ground strap, 3.
Figure 1-263
1-116
SECTION 1 - ENGINE
18. Disconnect fuel line, 1, connecting the fuel

filter, 2, to the injection pump, 3. 1
2
19994599
Figure 1-264
19. Disconnect the fuel supply line, 1, from the

filter, 2, to the engine.
1
2
19994600
Figure 1-265
20. Remove the four cap screws, 1, from the top

of the fuel filter bracket, 2, and remove the
filter from the tractor. 1
NOTE: Cap the inlet and outlet ports of the

fuel filter to prevent any debris from
entering the filter. Severe engine damage
may result if debris enters the filter.
1 2
19994601
Figure 1-266
1-117
SECTION 1 - ENGINE
21. Loosen the pivot bolt, 1, located behind the

A/C compressor then loosen the lower bolt, 3
2, from the compressor bracket and loosen 2
the front adjuster bolt, 3. Do not remove the
hardware at this time.
22. Loosen the long bolt for the A/C compressor 1

until the adjustment for the belt is loose.
NOTE: It is not necessary to disconnect

any A/C lines during this procedure.
19993716
Figure 1-267
23. Remove the A/C belt, 1, from the pulley and

remove the bolts which were loosened in the
above steps. 1
24. Remove the wire ties supporting the A/C
lines to the hydraulic line and move the A/C
compressor away from the engine.
19994632
Figure 1-268
25. Disconnect the fuel pump solenoid wire, 1,

from the fuel pump, 2.
1
19994602
Figure 1-269
1-118
SECTION 1 - ENGINE
26. Remove the steering pump, 1, as described

in Section 9 -- Steering of this service
manual.
1
2
Figure 1-270
27. Remove the support bracket, 1, from the

implement pump.
1
19994603
Figure 1-271
28. Remove the implement pump, 1, as

described in Section 8 -- Hydraulics of this
service manual.
1
19994604
Figure 1-272
1-119
SECTION 1 - ENGINE
29. Remove the starter, 1, as described in

Section 3 -- Electrical of the service manual. 1
19994598
Figure 1-273
30. Disconnect the electrical connector, 1, for the

electronic control box, 2, by removing the two
1
screws. Unscrew the silver bulkhead
adapter, 3, for the control box.
3
19994594
Figure 1-274
31. Disconnect the three prong electrical plug, 1,

for the power connector and disconnect the
gray plug, 2, for the data splice. 2
19994595
Figure 1-275
1-120
SECTION 1 - ENGINE
32. Disconnect the fuel line, 1, from the left rear

of the engine. Cap the lines to prevent any
spillage.
1
19994596
Figure 1-276
33. Disconnect the fuel line, 1, from the left rear

of the engine compartment where the fuel
hose connects to the fuel line. Cap the fuel 1
hose and line.
34. Remove the p-clip from the top of the left rear
motor mount and move the battery cables
away from the engine.
19994597
Figure 1-277
35. Remove the cap screw, 1, supporting the

engine temperature sensor, 2, to the right
hand side of the engine and remove the 1
engine temperature sensor. Move the wiring
to the rear of the engine compartment.
19993717
Figure 1-278
1-121
SECTION 1 - ENGINE
36. Cut the wire tie, 1, for the heater hoses.

Loosen the clamp, 2, and remove the rear 2
heater hose from the engine. 1
19993718
Figure 1-279
37. Loosen the clamp for the front heater hose, 1,

and remove the heater hose from the engine.
1
19993719
Figure 1-280
38. Disconnect the battery cable and ground

strap, 1, from the alternator, 2. 2
Disconnect wire EN-84 from the terminal
marked “I” on the alternator. Remove the
p--clips holding the wiring to the right side of
the engine and move all the wiring to the rear
of the engine compartment.
19993720
Figure 1-281
1-122
SECTION 1 - ENGINE
39. Loosen the pivot bolt, 1, for the alternator

belt, 2, and remove the belt. Remove the long
bolt, 3, from the base of the alternator and 2
remove the alternator from the tractor.
1
19993721
Figure 1-282
40. Cut the wire tie, 1, supporting the three

radiator hoses and remove the upper 1 2
radiator hose, 2, and surge hose, 3, as
detailed in the cooling system portion of this
section.
19993722
Figure 1-283
41. Disconnect the air bleed hose, 1, at the tee

fitting on top of the intake manifold.
19993723
Figure 1-284
1-123
SECTION 1 - ENGINE
42. Remove the lower radiator hose, 1, as

detailed in the cooling system portion of this
section.
Figure 1-285
43. Remove the four cap crews, 1, from the

p-clips on the left side of the shroud, 2. The
p-clips support the ether tube, overflow tube 1
and headlight wiring.
NOTE: With the shroud loose, place a 2

piece of cardboard between the shroud
and radiator fins.
44. Remove the engine fan and shroud as

detailed in the cooling system portion of this 1
section.
19994592
Figure 1-286
45. Remove the flex coupler, 1, from the engine

flywheel as described in Section 5 - Axle of
this service manual.
Figure 1-287
1-124
SECTION 1 - ENGINE

mount, 1, that holds the bracket, 2, to the
frame. Do not remove the hardware holding
the bracket to the engine. They will be used
to support the engine during shipment to the
nearest Cummins dealer/distributor.
2
19994593
Figure 1-288
47. Remove the right rear motor mount, 1.
Figure 1-289
48. Remove the left rear motor mount, 1.
Figure 1-290
1-125
SECTION 1 - ENGINE
49. Install a chain on the front and rear lifting

eyes, 1, and using a proper lifting devise, 1
raise and remove the engine from the tractor.
IMPORTANT: The N14 engine weighs

approximately 1360 Kg (3000 lbs.). Use a
proper lifting devise to remove the engine from
the tractor.
NOTE: Use the front and side motor

mount brackets to secure the engine for
shipment to the nearest Cummins engine
dealer/distributor.
19996927
Figure 1-291

engine dealer/distributor.
Installation
1. Install a chain on the front and rear lifting 1

eyes, 1, and using a proper lifting devise,
remove the engine from the shipping
container and position it in the engine
compartment.
IMPORTANT: The N14 engine weighs
approximately 1360 Kg (3000 lbs.). Use a
proper lifting devise to install the engine.
19996927
Figure 1-292
1-126
SECTION 1 - ENGINE
2. Install the left rear motor mount, 1, and hand

tighten at this time.
Figure 1-293
3. Install the right rear motor mount, 1, and

hand tighten at this time.
Figure 1-294
4. Install the front motor mount, 1. When all

three mounts are positioned properly and the
engine is seated properly, torque all motor
mount hardware to 280 Nm (205 ft. lbs.).
1
19994593
Figure 1-295
1-127
SECTION 1 - ENGINE
5. Install the flex coupler, 1, to the engine

flywheel as described in Section 5 -- Axle of
the service manual.
Figure 1-296
6. Install the engine fan and shroud as detailed

in the cooling system portion of the section.
NOTE: Place a piece of cardboard
between the fan and radiator fins before
installing the fan to the engine. Remove
the cardboard before installing the
shroud.
6. Install the engine fan and shroud as detailed

in the cooling system portion of the section.
19984592
Figure 1-297
7. Install the ether tube, overflow tube and

headlight wiring harness in the four p-clips for
the left hand side shroud cap screws. When 1
the three lines are secured in the p-clips,
tighten the cap screws securely.
2
NOTE: Make certain that the shroud is not
interfering with the fan. Severe damage
may occur if the fan hits the shroud.
19984592
Figure 1-298
1-128
SECTION 1 - ENGINE
8. Install the lower radiator hose, 1, as detailed

Figure 1-299
9. Install the air bleed hose, 1, to the tee fitting

on top of the intake manifold. Make certain
the hose is seated firmly on the tee fitting.
19993723
Figure 1-300
10. Install the upper radiator hose, 1, and surge 1

hose, 2, as detailed in the cooling system
portion of this section. Route the air bleed
hose along the surge hose and install a wire
tie to support all hoses on top of the engine. 2
19993722
Figure 1-301
1-129
SECTION 1 - ENGINE
11. Install the alternator, 1, on the right hand side

of the engine and secure it with the long bolt
at the base of the alternator. Hand tighten the
bolt at this time. 1
12. Install the alternator belt on the pulley and

install the pivot bolt. When the belt and pivot
are positioned properly, tighten all hardware
securely.
19993721
Figure 1-302
13. Connect the battery cable, 1, and ground

strap to the rear of the alternator. Connect the
wire marked EN-84 to the alternator. Tighten
all three connections at this time.
14. Properly position the wiring which was

installed in the above steps to the right hand
side of the engine and install the p-clips
securely to the engine block.
1
19993720
Figure 1-303
15. Install the front heater hose, 1, and tighten

the clamp securely. Place a wire tie on the
hose to prevent it from interfering with the
alternator.
1
19993719
Figure 1-304
1-130
SECTION 1 - ENGINE
16. Install the rear heater hose, 1, and tighten the

clamp securely. 1
19993718
Figure 1-305
17. Install the engine temperature sensor, 1, to

the right hand side of the engine and install
the cap screw supporting the engine
temperature sensor to the engine. Tighten
the cap screw securely.
1
19993717
Figure 1-306
18. Install the fuel line, 1, to the left rear of the

engine compartment and make certain that 1
the lines are secured properly.
19994597
Figure 1-307
1-131
SECTION 1 - ENGINE
19. Install the fuel line, 1, to the left rear of the

engine.
1
19994596
Figure 1-308
20. Connect the three-prong electrical adapter,

1, for the power connector and the gray plug,
2, for the data splice. 2
19994595
Figure 1-309
21. Install the electrical connector, 1, for the

control box, 2, and connect the wiring for the
bulkhead connector, 3. When the wiring is 1
seated properly, add a wiring tie to support
the wiring.
3
19994594
Figure 1-310
1-132
SECTION 1 - ENGINE
22. Install the starter and wiring, 1, as described

in Section 3 - Electrical of the service manual. 1
19994598
Figure 1-311
23. Install the implement pump, 1, as described

in Section 8 - Hydraulics of the service 1
manual.
19994604
Figure 1-312
24. Install the support bracket, 1, to the

implement pump and tighten the cap screw
securely.
19994603
Figure 1-313
1-133
SECTION 1 - ENGINE
25. Install the steering pump, 1, as described in

Section 9 - Steering of the service manual.
Figure 1-314
26. Install the fuel pump solenoid wiring, 1, to the

top of the fuel pump, 2.
1
19994602
Figure 1-315
27. Install the A/C belt, 1, to the pulley and install

the A/C compressor as described in Section
12 - Climate Control of the service manual. 1
Connect the wiring for the high and low

pressure switches for the compressor. When
the compressor is seated properly, install a
wire tie supporting the A/C lines to the
hydraulic line.
19994632
Figure 1-316
1-134
SECTION 1 - ENGINE
28. Install the fuel filter to the bracket assembly,

1, and tighten the four cap screws, 2,
securely. 2
2 1
19994601
Figure 1-317
29. Install the fuel supply line, 1, to the fuel filter,

2, and connect the fuel hose between the
filter and the fuel injection pump. 1
2
19994600
Figure 1-318
30. Install the engine temperature sensor, 1, to

the top of the engine.
Figure 1-319
1-135
SECTION 1 - ENGINE
31. Connect the ether start atomizer, 1, and

tighten the fitting securely.
Figure 1-320
32. Remove the shop rag from the turbo outlet

port and install the turbo to muffler pipe work
as detailed in the exhaust system portion of
this manual.
Figure 1-321
33. Install the air cleaner, 1, as detailed in the air 1

induction system portion of this manual.
Make certain to install the air cleaner

hardware in the proper holes in the rear
engine support. The cap screws should go in
the outside holes.
Figure 1-322
1-136
SECTION 1 - ENGINE
34. Install the precleaner, 1, as detailed in the air

1
Figure 1-323
35. Install the aspirator tube, 1, between the

muffler and precleaner as detailed in the air 1
Figure 1-324
and the air cleaner outlet port and install the
pipe work as detailed in the exhaust system
portion of this manual.
Install the two prong wiring adapter for the air

filter restriction unit.
Figure 1-325
1-137
SECTION 1 - ENGINE
37. Install the air induction tube, 1, and rubber

boot as detailed in the air induction system
portion of this manual.
Figure 1-326
38. Install wire ties, 1, to the air induction tube to

support the ether tube, air bleed hose and
engine temperature sensor.
39. Properly fill the radiator with coolant as

detailed in the cooling system portion of this 1
manual.

Section 8 - Hydraulics of the service manual.
41. Install the hood and side shields as

described in Section 10 - Frame of the
service manual.
19993715

Figure 1-327
detailed in the adjustment portion of this
section.
43. Install the input shaft as described in Section

5 - Axles of the service manual.

described in Section 3 - Electrical of the
service manual.
Figure 1-328
1-138
SECTION 1 - ENGINE
45. Remove the three-amp fuse, 1, for the fuel

solenoid from the fuse and relay located
behind the operator’s seat. 1
46. Check the engine oil level and top if
necessary.
Crank the engine over for three 10 second

engine.
47. Bleed the engine fuel injection system as

detailed in the Cummins engine Operator’s
manual.
Figure 1-329
48. Install the three-amp fuse for the fuel
inspect all clamps and hoses for leakage and
repair if needed.

pressure. Shut down the engine if oil
pressure is inadequate.
Be certain that all electrical components are

operating properly.
1-139
SECTION 1 - ENGINE
ENGINE - REPAIR TIME FOR

INDIVIDUAL COMPONENTS
COMPONENT HOURS
ENGINE (by model)
2240 (C8.3) R&R 15.0
2270 2310 (M11) R&R 16.0
2360 Electronic (N14) R&R 17.0
2425 Electronic (N14) R&R 17.0
1-140
SECTION 1 - ENGINE
COOLING SYSTEM - DESCRIPTION AND OPERATION
Figure 1-330
INTRODUCTION
An overview of the cooling system for the Buhler
Versatile 4WD tractors shows the upper radiator
hose, 1, surge hose, 2, and the air bleed hose, 3.
The pressure cap, 4, is located on the upper left
side of the radiator and can be removed from the
top of the radiator without removing the hood.
1-141
SECTION 1 - ENGINE
Figure 1-331
A side view of the cooling system shows the The upper tank of the radiator is an expansion
location of the lower radiator hose, 1, the fan, 2, tank, 4, which allows for additional antifreeze to
and shroud, 3. be stored during heating and cooling of the
coolant during normal tractor operation.
The coolant is pumped from the lower radiator
hose into the engine by the water pump. The The surge hose allows additional coolant to be
coolant flows through the engine and back into directed to the radiator during deceleration and
the top of the radiator via the upper radiator hose. the slowing down of the water pump. The excess
coolant is directed up through the surge hose and
The lower radiator hose has a spring inside to into the expansion tank.
prevent the hose from collapsing as the water
pump draws the coolant from the radiator into the The air bleed hose, located on top of the radiator,
engine. allows any trapped air within the cooling system
to escape from the engine and back to the
While the tractor is in use, a constant air flow is expansion tank of the radiator. If excessive air is
drawn through the radiator to cool the antifreeze. trapped, the temperature readings will be higher
The fan draws the cooler air through the radiator and may illuminate the engine coolant light on the
to lower the temperature of the coolant. The Electronic Instrument Control System (EICS)
engine speed, fan diameter and pitch width of the control panel.
fan blades determines the amount of air drawn
through the radiator. The greater the pitch width,
the more volume of air the fan will draw through
the radiator.
1-142
SECTION 1 - ENGINE
Each tractor is equipped with a coolant system

filter to ensure the proper level of DCA4 (dry 2
chemical additive) in the engine cooling system.
The cooling system filter, 1, is located on the right
hand side of the engine on all Buhler Versatile
4WD tractors.
The Buhler Versatile 4WD tractors have a single

shut-off valve, 2, located directly above the filter. 1
Proper maintenance of the cooling system is
critical to the performance of the engine on all
Buhler Versatile 4WD tractors. The proper type of
antifreeze, along with the proper mixture of water, 19994620
antifreeze and Cummins DCA4 (dry chemical
additive) is critical to the engine to prevent any Figure 1-332
overheating or rust and corrosion build up within
the radiator.
For additional information on the maintenance of

the cooling system, refer to the tractor Operator’s
manual.
1-143
SECTION 1 - ENGINE

Radiator
The radiator for all Buhler Versatile 4WD tractors

is similar in design and function. The coolant
capacity ranges from 14.5 gallons (55 liters) in
the 2240 (C8.3) engine to 15.9 gallons (60 liters)
in the 2425 (N14) engines.
Figure 1-333
This chart indicates the radiator size and cooling

capacity for the Buhler Versatile 4WD tractors as
well as the fins per inch and the number of rows
each radiator has per tractor:
Buhler Versatile 4WD 2240 2270 2310 2360 2425

RADIATOR
Cooling capacity gal (L) 14.5 (55) 15.3 (58) 15.6 (59) 15.9 (60) 15.9 (60)
Radiator core size (L x W) in. 38.5 x 35.2
(mm) (978 x 894)
Fins per inch 9
Number of rows 5 5 6 7 7
1-144
SECTION 1 - ENGINE
Fan
The cooling fan for the Buhler Versatile 4WD
tractors is located directly behind the radiator and
draws air from the outside of the tractor to the
engine chamber through the radiator to assist in
cooling the antifreeze.
Figure 1-334
This chart indicates the fan diameter and pitch

width for the Buhler Versatile 4WD tractors as
well as the number of blades per fan:
Buhler Versatile 4WD FAN 2240 2270 2310 2360 2425

Fan diameter x Blade pitch 26 x 2.5 32 x 3.5 33 x 3.5
width in. (mm) (660 x 64) (813 x 89) (838 x 89)
Number of blades 8
The term “pitch width” of the fan blade refers to

the amount of twist that each blade has from tip to
tip on the blade. The greater the pitch width, the
more volume of air the fan will draw through the
radiator.
Figure 1-335
1-145
SECTION 1 - ENGINE
COOLING SYSTEM - SPECIAL TOOLS

The following special tools are required for
testing or repairing the cooling system for the
Buhler Versatile 4WD tractors.
Tool # QTY Description

*FGCC2602DS 1 Checks the DCA4 additive level of the
coolant
BLR20049 1 Checks the cooling system for leak integrity
by pressurizing the system
*FGCC2800DS 1 Refractometer
* Order through the Buhler Versatile parts system

** Order through OTC Tool Co.
1-146
SECTION 1 - ENGINE
COOLING SYSTEM - SPECIFICATIONS

COOLING SYSTEM 2240 2270 2310 2360 2425

Coolant capacity Liter (gal.) 55 (14.5) 58 (15.3) 59 (15.6) 60 (15.9) 60 (15.9)
Radiator core size (L x W) 978 x 894
mm (in.) (35.8 x 35.2)
Fins per inch 9
Number of rows 5 5 6 7 7
Fan diameter x Blade width 660 x 64 813 x 89 838 x 89 838 x 89
mm (in.) (26 x 2.5) (32 x 3.5) (33 x 3.5) (33 x 3.5)
Number of blades 8
Pressure cap setting 69 69 97
kPa (PSI) (10) (10) (14)
Thermostat opens 83 82
_C (_F) (181) (180)
Thermostat full open 95 93
_C (_F) (203) (200)
Type of system Pressurized recirculating full flow bypass with filter and
corrosion inhibitor
1-147
SECTION 1 - ENGINE
COOLING SYSTEM - TROUBLESHOOTING

AND TESTING
PROBLEM POSSIBLE CAUSE CORRECTION

Engine overheats Air flow through radiator is Clean dirt and debris from
restricted the radiator core, A/C
condenser core, oil cooler
core and the grill
Excessive engine load Shift to a lower gear or

reduce the load
Low engine oil level Add oil as required
Low coolant level Top off coolant level. Check

for leakage.
Faulty radiator cap Replace the radiator cap
Loose or worn fan belt Inspect the tensioner. Adjust

or replace belt if worn.
Cooling system plugged Flush cooling system

distributor.
Hose connection leaking Tighten hose connections.
Malfunctioning temperature Replace the gauge

gauge
1-148
SECTION 1 - ENGINE
COOLING SYSTEM TESTS
CAUTION: BE SURE THAT THE ENGINE HAS

COOLED DOWN TO AMBIENT
TEMPERATURE BEFORE LOOSENING THE
RADIATOR CAP. HEATED ENGINE COOLANT
IS UNDER PRESSURE AND CAN CAUSE
SEVERE INJURY IF THE CAP IS OPENED
WITH THE ENGINE COOLANT HEATED.
The following special tools are required to

properly test the Buhler Versatile 4WD Cooling
system:
Tool # Qty Description

*FGCC2602DS 1 Coolant test kit
BLR20049 1 Leak test kit
*FGCC2800DS 1 Refractometer
* Order through the Buhler Versatile parts system

** Order through OTC Tool Co. Figure 1-336
1-149
SECTION 1 - ENGINE
Cooling System Protection Level Test

The cooling system protection level test will

measure the amount of antifreeze protection in
the system. The Cummins Engine Company has
developed a refractometer kit to properly check
the antifreeze protection level for the Buhler
Versatile 4WD tractors.
1. After the tractor has cooled to ambient

temperature, remove the pressure cap from
the radiator.
Figure 1-337
2. Using the plunger from the kit, retrieve a

small amount of antifreeze from the radiator.
Figure 1-338
1-150
SECTION 1 - ENGINE
3. Place a drop of antifreeze on the glass of the

portable refractometer, 1.
Figure 1-339
4. Look into a light and use the adjuster to bring

the graph into focus.
Figure 1-340
5. The antifreeze protection level will be

displayed on the graph by a shaded area.
Read the correct side of the graph depending
upon the type of antifreeze used in the
cooling system.
NOTE: The Buhler Versatile 4WD tractors
are factory filled with Ethylene Glycol.
6. If necessary, adjust the cooling system

protection level as described in the
Operator’s manual.
7. Properly install the radiator pressure cap.
Figure 1-341
1-151
SECTION 1 - ENGINE
DCA4 Protection Level Test

The Cummins Engine Company recommends a

specific level of DCA4 in the antifreeze. The
DCA4 protectorate reduces the chance of
cylinder liner pitting during normal engine
operation. The DCA4 protection level test will
determine the level of DCA4 in the cooling
system.
1. A test kit, (part # FGCC2602DS) is available

through parts to measure the DCA4
protection level in the coolant.
The kit comes with its own instructions for
proper use. Read all instructions carefully to
accurately determine the protection level in
the coolant system.
Figure 1-342
2. The test kit details the proper use of the

individual strips that are dipped into a coolant
sample. The strips are then compared to a
color chart on the bottle to determine the
DCA4 protection level.
3. If necessary, adjust the DCA4 protection
level as detailed in the test kit.
Figure 1-343
1-152
SECTION 1 - ENGINE
Cooling System Leak Test

The cooling system leak test will accurately test

the pressure cap and the cooling system for any
air or antifreeze leakage of the respective
components.
1. A test kit (part # BLR20049) is available from

OTC to check the cooling system and
radiator for leaks. Figure 1-344
The kit comes with its own instruction booklet
to test the cooling system for leaks. Read all
instructions carefully to accurately determine
if there is a coolant leak in the system.
2. The test kit allows for the coolant system to

be pressurized and tested for leakage.
Figure 1-345
3. The test kit allows for the pressure cap, 1, to

be tested for correct opening pressure.
4. Follow the instruction booklet carefully and if
a component needs replacement, refer to the
appropriate repair procedure in this section.
Figure 1-346
1-153
SECTION 1 - ENGINE
COOLING SYSTEM - REMOVAL AND

COOLING SYSTEM HOSES
(Upper, lower, surge and air bleed) All model
Removal

ignition.
2. Allow the engine to cool down before any
repairs are attempted.
CAUTION: THE ANTIFREEZE IN THE

COOLANT SYSTEM IS EXTREMELY HOT
AND UNDER EXTREME PRESSURE
DURING NORMAL TRACTOR
OPERATION. ALLOW AMPLE TIME FOR
THE SYSTEM TO COOL BEFORE ANY
3. Remove the coolant system pressure cap to

relieve any excess pressure in the system. 1
4. Open the right hand side engine shield to
gain access to the hoses. The shield does
not have to be removed to perform this repair.
5. Drain the coolant from the radiator by
opening the petcock, 1, located on the
bottom of the radiator.
6. Once the coolant has been drained, close the
petcock. Figure 1-347
7. Remove the four radiator hoses for the 2240

tractor from the engine to the radiator as 3
follows:
1. Upper hose 1
2. Surge hose
3. Air bleed hose 2
4. Lower hose
Figure 1-348
1-154
SECTION 1 - ENGINE
8. Remove the four radiator hoses for 2270 and

2310 tractors from the engine to the radiator 3
as follows:
1. Upper hose
2. Surge hose
1
3. Air bleed hose
2
4. Lower hose (not shown)
19993722
Figure 1-349
9. Remove the four radiator hoses for the 2360

and 2425 tractors from the engine to the 3
radiator as follows:
1. Upper hose
2. Surge hose 1
3. Air bleed hose
4. Lower hose (not shown) 2
19994628
Figure 1-350
10. To replace an individual hose, loosen the

clamp, 1, for the hose, 2, where it connects to
the engine, 3. 3
2
1
19994629
Figure 1-351
1-155
SECTION 1 - ENGINE
Then loosen the clamp, 1, for the hose, 2,

where it connects to the radiator, 3.
Remove the radiator hose from the engine. 1
19994630
Figure 1-352
Inspection
1. Inspect the hoses for cuts and pin holes.

Replace the hose if any holes are found.
2. Inspect the hose for wear marks where the
clamps connect to the hose. Replace if
necessary.
Figure 1-353
3. Inspect the lower radiator hose, 1, to be

certain that the inner spring, 2, is in the
proper position. 1
2
Figure 1-354
1-156
SECTION 1 - ENGINE
Installation
1. Install the hose, 1, where it connects to the

right side of the engine. Loosely tighten the
clamp at this time.
19994629
Figure 1-355
2. Install the hose where it connects to the

radiator, 1. Once the hose is properly seated,
tighten all clamps securely.
1
3. Make certain that the petcock is closed and
fill the radiator with the antifreeze removed in
Step 5 of the removal procedure.
4. Install the radiator pressure cap.
5. Close the right hand side engine shield.
6. Start the tractor and inspect the cooling
system for any leakage.
7. Using the sight glass, verify that the radiator 19994630
is filled to the proper level. If the system is in

Figure 1-356
need of additional antifreeze, allow the
system ample time to cool down before
adding any additional antifreeze.
1-157
SECTION 1 - ENGINE
FAN AND SHROUD

2240 (C8.3) Tractor
Removal

ignition.
2. Allow the engine to cool down before any
repairs are attempted.
3. Release the tension from the fan belt by 2
installing a breaking bar, 1, into the slot of the
idler, 2, and release the tension by lifting up
on the breaking bar. Slide the belt off the Figure 1-357
engine pulley.
4. Loosen the A/C belt adjuster nuts, 1, and the 2

compressor pivot bolt, 2, located behind the
compressor. Push the A/C compressor
downward and then remove the A/C belt, 3.
Figure 1-358
5. Remove the eight cap screws, 1, that hold

the shroud to the radiator.
The cap screws on the left side of the shroud 1
also hold the engine harness, radiator vent
tube and the ether tube in position. Move the
harness, tubes and P-clips away from the
shroud.
6. Lift the shroud away from the radiator and

towards the engine. Allow the shroud to rest
against the engine. 1
7. Place a piece of cardboard on the radiator
fins to protect the radiator during
replacement of the fan and shroud.
Figure 1-359
1-158
SECTION 1 - ENGINE
8. Remove the four attaching bolts, 1,

connecting the fan and hub to the engine. Lift
the fan and hub from the front of the engine. 1
NOTE: The fan and hub weigh
approximately 18 kg (40 lbs). An assistant
is required to help hold the fan when the
cap screws are removed.
Figure 1-360
9. The fan and A/C pulley sheives, 1, will come

loose when the hub is removed. The sheives
do not have to be removed from the tractor.
10. With the fan and hub removed from the
tractor, remove the shroud.
Figure 1-361
Inspection
1. Inspect the shroud for cracks and elongated

holes where the cap screws connect it to the
radiator shell. If damage is found, replace the
shroud.
Figure 1-362
1-159
SECTION 1 - ENGINE
2. Inspect the fan for cracked welds. Inspect the

openings where the bolts hold the fan and
hub together. If the openings appear to be
elongated, this suggests a loose fit, replace
the fan as needed.
Figure 1-363
3. Inspect the four attaching bolts, 1, and hub, 2

2, for any stretching or damage. If the bolts
appear stretched, replace them.
Figure 1-364
Installation
1. Install the shroud onto the tractor with the flat 1

part of the shroud, 1, facing the radiator and
the widest, 2, part facing the ground. Do not
install any hardware at this time.
Figure 1-365
1-160
SECTION 1 - ENGINE
2. Before installing the fan, 1, make sure the fan

pitch is facing the engine, away from the 1
radiator.
Figure 1-366
3. Install the shoulder of the hub, 1, into the fan,

2, before lifting the fan into place on the
engine. 1
4. Make sure the holes in the A/C sheive and
fan sheive are aligned on the engine spindle.
5. Align the fan and hub to the engine and install
the four attaching bolts. Align the washer
next to the fan then the lock washer and 2
finally install the bolts into the hub. Torque the
bolts to 81 N⋅m (60 ft lbs).
6. Install the fan belt and A/C belts as described
in the Operator’s manual.
7. Remove the cardboard from the radiator fins. Figure 1-367
8. Properly rout the engine harness, ether tube

and radiator vent tube to the left side of the
shroud. Install the P-clips on to the shroud
and tighten cap screws securely.
9. Start the tractor and verify that the fan is not
hitting the shroud.
1-161
SECTION 1 - ENGINE
FAN AND SHROUD

2270 and 2310 (M11) Tractors
Removal
1. Park the tractor on a level surface. Set the

ignition.
2. Allow the engine ample time to cool down
before any repairs are attempted.
3. Remove the four cap screws, 1, from the left
side of the shroud. The cap screws and
p--clips are used to support the headlight 1
wiring, ether tube and radiator vent tube.
Move the hoses and p--clips away.
19994995
Figure 1-368
4. Remove the two upper and two lower nuts, 1,

from the left side of the shroud and remove
1
the side piece of the shroud from the tractor.
fins to protect the radiator during removal of
the fan and shroud.
19994996
Figure 1-369
1-162
SECTION 1 - ENGINE
6. Remove the six bolts, 1, that attach the fan to

the hub and remove the fan and hub from the
tractor.
1
approximately 18 Kg (40 lbs.). An
assistant is needed to help hold the fan
when the bolts are removed.
19994997
Figure 1-370
7. Remove the four cap screws, 1, from the right

side of the shroud and remove the shroud
from the tractor. 1
19994998
Figure 1-371
Inspection
1. Inspect both pieces of the shroud, 1, for

cracks and elongated openings where the
cap screws connect it to the radiator shell. If
damage is found, replace the shroud.
19994999
Figure 1-372
1-163
SECTION 1 - ENGINE

the fan as needed.
Figure 1-373
3. Inspect the hub, 1, and bolts, 2, for any

stretching. If the bolts appear stretched,
replace them. If the hub is cracked, replace it.
Figure 1-374
Installation
1. Install the main section of the shroud, 1, to

the engine with the flat part facing the
radiator. Install the four cap screws and
washers to the right side radiator shell and
hand tighten at this time.
19995000
Figure 1-375
1-164
SECTION 1 - ENGINE
2. When installing the fan onto the tractor, make

certain that the fan blade pitch, 1, is facing
the engine and not the radiator.
Figure 1-376
3. Install the hub shoulder, 1, into the fan

opening, 2. Install the bolts before mounting
the fan into position on the engine.
2
4. Align the fan and hub to the engine and
torque the bolts to 43 N⋅m (32 ft. lbs.).
5. Remove the cardboard from the radiator fins.
Figure 1-377
6. Install the left side piece of the shroud and

align the hoses with the p-clips. Do not
tighten any hardware at this time.
7. When the left side shroud piece is aligned
properly, install the two upper and lower cap
screws to connect the main shroud piece to
the left side piece. Tighten these four cap
screws securely.
8. Tighten all eight cap screws connecting the
shroud to the radiator shell. Make certain that
the fan is not hitting the shroud.
19994995
9. Start the tractor and verify that the shroud is
not hitting the fan. Figure 1-378
1-165
SECTION 1 - ENGINE
FAN AND SHROUD

2360 and 2425 (N14) Tractors
Removal
1. Park the tractor on a level surface. Set the

ignition.

3. Remove the four cap screws, 1, from the left

side of the shroud. The cap screws and
p--clips are used to support the headlight
wiring, ether tube and radiator vent tube. 1
Move the hoses and p--clips away.
19994634
Figure 1-379
4. Remove the two upper and two lower nuts, 1,

from the left side of the shroud and remove
the side piece of the shroud from the tractor.
1
fins to protect the radiator during removal of
the fan and shroud.
19994635
Figure 1-380
1-166
SECTION 1 - ENGINE
6. Remove the six bolts, 1, that attach the fan to

the hub and remove the fan and hub from the
tractor.
approximately 18 Kg (40 lbs.). An
assistant is needed to help hold the fan 1
when the bolts are removed.
19994636
Figure 1-381
7. Remove the four cap screws, 1, from the right

side of the shroud and remove the shroud
from the tractor.
1
19994637
Figure 1-382
Inspection
1. Inspect both pieces of the shroud, 1, for

cracks and elongated openings where the
cap screws connect it to the radiator shell. If
damage is found, replace the shroud.
19994638
Figure 1-383
1-167
SECTION 1 - ENGINE

the fan as needed.
Figure 1-384
3. Inspect the hub, 1, and bolts, 2, for any

stretching. If the bolts appear stretched,
replace them. If the hub is cracked, replace it.
19994639
Figure 1-385
Installation
1. Install the main section of the shroud to the

engine with the flat part facing the radiator.
Install the four cap screws and washers, 1, to 1
the right side radiator shell and hand tighten
at this time.
19994637
Figure 1-386
1-168
SECTION 1 - ENGINE
2. Install the fan onto the tractor and make

certain that the fan blade pitch, 1, is facing
the engine and not the radiator.
19994640
Figure 1-387
3. Install the hub shoulder, 1, into the fan

opening, 2. Install the bolts before mounting
the fan into position on the engine.
4. Align the fan and hub to the engine and
torque the bolts to 146 N⋅m (108 ft. lbs.). 1
5. Remove the cardboard from the radiator fins.
2
19994641
Figure 1-388
6. Install the left side piece of the shroud and

align the hoses with the p-clips, 1. Do not
tighten any hardware at this time.
7. When the left side shroud piece is aligned
properly, install the two upper and lower cap
screws to connect the main shroud piece to
the left side piece. Tighten these four cap
screws securely. 1
8. Tighten all eight cap screws connecting the
shroud to the radiator shell. Make certain that
the fan is not hitting the shroud.
9. Start the tractor and verify that the shroud is 19994634
not hitting the fan.
Figure 1-389
1-169
SECTION 1 - ENGINE
RADIATOR
All Buhler Versatile 4WD
Removal

ignition.
CAUTION: THE ANTIFREEZE IN THE

COOLANT SYSTEM IS EXTREMELY HOT
AND UNDER EXTREME PRESSURE
DURING NORMAL TRACTOR
OPERATION. ALLOW AMPLE TIME FOR
THE SYSTEM TO COOL BEFORE ANY
3. Remove the radiator pressure cap to relieve

any excess pressure in the coolant system.
1
4. Remove the left side engine shield as
described in Section 10 - frames of this
manual.
5. Drain the coolant from the radiator by
opening the petcock, 1, located on the
bottom of the radiator.
Have a container available to store the
coolant until it is ready to be reinstalled.
Figure 1-390
6. Disconnect and remove all the radiator

hoses as detailed in this section.
Figure 1-391
1-170
SECTION 1 - ENGINE
7. Remove the cooling system sending unit

connector, 1, from the sending unit at the top
of the radiator.
Figure 1-392
8. Remove the fan, 1, and shroud, 2, as detailed

in this section.
19994995
Figure 1-393

in the air induction system portion of this
section.
Figure 1-394
1-171
SECTION 1 - ENGINE
10. At the base of the radiator, remove the

radiator mounting cap screw and washer, 1,
from both sides of the radiator.
Figure 1-395
11. With an assistant supporting the radiator,

remove the cap screw, 1, from both sides of
the top of the radiator mounts. Allow the
radiator to tilt towards the engine and rest
against it for support.
Figure 1-396
12. Remove the cap screw, 1, that holds the left

side engine shield latch bracket, 2, to the
frame of the tractor. Remove the bracket.
13. With the help of an assistant, lift the radiator

upwards while tilting it toward the engine.
Remove the radiator.
NOTE: The radiator weighs

approximately 90 kg (200 lbs). Use an
assistant whenever removing or
installing the radiator. It is helpful to have
a pallet on a forklift, next to the side of the
tractor, to slide the radiator onto when
removing it. Figure 1-397
1-172
SECTION 1 - ENGINE
Disassembly
1. Remove the petcock, 1, from the base of the

radiator.
Figure 1-398
2. At the top of the radiator, remove the sending

unit, 1, radiator cap, 2, and hose adapter, 3.
The sight gauge, 4, can remain in the
radiator.
Figure 1-399
Inspection
1. Inspect the radiator to frame seal, 1, in the

front of the tractor. Replace the seal if
needed.
Figure 1-400
1-173
SECTION 1 - ENGINE
2. Inspect the radiator for holes and signs of

corrosion on the fins or outer shell. Inspect
the radiator for any type of external blockage
of the fins. If needed, repair or replace the
radiator.
Figure 1-401
Reassembly
1. Install the radiator cap, sending unit and

hose adapter to the top of the radiator. Use a
thread sealer on the threads of the sending
unit and adapter.
2. Install the petcock to the base of the radiator.
Use a thread sealer on the threads of the
petcock.
Installation
1. With the help of an assistant, lift the radiator

on to the tractor.
2. Install the bottom cap screws and washers,
1, on both sides of the radiator. Torque the
bolts to 74 N⋅m (55 ft lbs).
Figure 1-402
1-174
SECTION 1 - ENGINE
3. Install the upper cap screws, 1, for the

radiator and torque the bolts to 74 N⋅m (55 ft
lbs).
Figure 1-403
4. Install the fan and shroud as detailed in this

section.
5. Install the left side engine shield bracket and
cap screw. Torque the cap screw to 74 N⋅m
(55 ft lbs).
Figure 1-404
6. Install the air induction tube, 1, as detailed in

the air induction system portion of this
section.
Figure 1-405
1-175
SECTION 1 - ENGINE
7. Connect the wiring adapter, 1, for the coolant

level sending unit on top of the radiator.
8. Install the P-clip and bolt attaching the wiring
harness and ether tube to the top left side of
the radiator.
1
9. Install the overflow tube and radiator stand
pipe to the left side of the radiator.
Figure 1-406
10. Install all four radiator hoses as detailed in

this section.
11. Check and make sure that the petcock is

closed.
12. Remove the pressure cap and fill the radiator

with the antifreeze removed in Step 5 of the
removal procedure.
13. Install the radiator pressure cap securely.
14. Install the left side engine shield as described

in Section 10 - Frames.
15. Start the tractor and inspect the cooling Figure 1-407
system for any leakage.
16. Using the sight glass, verify that the radiator

is filled to the proper level. If the system is in
need of additional antifreeze, allow the
coolant system ample time to cool down
before adding any additional antifreeze.
17. Check the tension for the fan belt and adjust if
needed. For instructions to adjust the fan belt
refer to the operators manual.
18. After the coolant level is filled to the proper

level, the coolant must be tested to make
certain that the proper amount of DCA4
protective additive is added to the system.
Refer to the testing portion of this section for
testing the DCA4 level in the antifreeze.
1-176
SECTION 1 - ENGINE
COOLING SYSTEM - REPAIR TIME FOR INDIVIDUAL

COMPONENTS
COMPONENT HOURS
Cooling System Testing (0.9 hrs total, all tests)
Protection Level Test 0.3
DCA4 Protection Level Test 0.3
Leak Test 0.3
Cooling System Hoses (all models)
(includes R&R and inspection)
Upper Radiator Hose 0.8
Surge Hose 0.8
Air Bleed Hose 0.3
Lower Radiator Hose 0.8
Engine Fan and Shroud (by model)
(Includes R&R and inspection)
2240 (C8.3) 1.3
2270 and 2310 (M11) 1.3
2360 and 2425 (N14) 1.3
Radiator (all models, 4.0 hrs total)
R&R Radiator 3.4
Disassembly 0.2
Reassembly 0.2
Inspection 0.2
1-177
SECTION 1 - ENGINE
INDEX
Air cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6 Engine disassembly, inspection and
Air cleaner disassembly . . . . . . . . . . . . . . . . . . 1-18 reassembly (C8.3) . . . . . . . . . . . . . . . . . . . . 1-79
Air cleaner inspection . . . . . . . . . . . . . . . . . . . . 1-19 Engine installation (C8.3) . . . . . . . . . . . . . . . . . 1-79
Air cleaner installation . . . . . . . . . . . . . . . . . . . . 1-21 Engine removal (C8.3) . . . . . . . . . . . . . . . . . . . 1-68
Air cleaner reassembly . . . . . . . . . . . . . . . . . . . 1-20 Engine disassembly, inspection and
Air cleaner removal . . . . . . . . . . . . . . . . . . . . . . 1-16 reassembly (M11) . . . . . . . . . . . . . . . . . . . 1-102
Air cleaner to turbocharger pipe work . . . . . . . . 1-7 Engine installation (M11) . . . . . . . . . . . . . . . . 1-103
Air cleaner to turbo pipe work Engine removal (M11) . . . . . . . . . . . . . . . . . . . . 1-91
inspection (C8.3 & M11) . . . . . . . . . . . . . . . 1-25 Engine disassembly, inspection and
Air cleaner to turbo pipe work reassembly (N14) . . . . . . . . . . . . . . . . . . . 1-126
inspection (N14) . . . . . . . . . . . . . . . . . . . . . . 1-28 Engine installation (N14) . . . . . . . . . . . . . . . . 1-126
Air cleaner to turbo pipe work Engine removal (N14) . . . . . . . . . . . . . . . . . . . . 1-113
installation (C8.3 & M11) . . . . . . . . . . . . . . . 1-25 Engine removal and repair of components . . 1-68
Air cleaner to turbo pipe work Engine repair time for individual
installation (N14) . . . . . . . . . . . . . . . . . . . . . 1-28 components . . . . . . . . . . . . . . . . . . . . . . . . 1-140
Air cleaner to turbo pipe work Engine specifications . . . . . . . . . . . . . . . . . . . . 1-51
removal (C8.3 & M11) . . . . . . . . . . . . . . . . . 1-23 Engine troubleshooting . . . . . . . . . . . . . . . . . . . 1-53
Air cleaner to turbo pipe work Exhaust system description and operation . . 1-30
removal (N14) . . . . . . . . . . . . . . . . . . . . . . . . 1-26 Exhaust system removal and repair of
Air induction system description and components . . . . . . . . . . . . . . . . . . . . . . . . . 1-34
operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3 Exhaust system repair time for individual
Air induction system individual component components . . . . . . . . . . . . . . . . . . . . . . . . . 1-48
operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5 Exhaust system specifications . . . . . . . . . . . . 1-33
Air induction system removal and repair Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-145
of components . . . . . . . . . . . . . . . . . . . . . . . . . 1-9 Fan and shroud
Air induction system repair time for individual inspection (C8.3) . . . . . . . . . . . . . . . . . . . . 1-159
components . . . . . . . . . . . . . . . . . . . . . . . . . 1-29 Fan and shroud
Air induction system specifications . . . . . . . . . . . 1-8 installation (C8.3) . . . . . . . . . . . . . . . . . . . . 1-160
Air induction tube . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5 Fan and shroud
Air induction tube inspection . . . . . . . . . . . . . . 1-10 removal (C8.3) . . . . . . . . . . . . . . . . . . . . . . 1-158
Air induction tube installation . . . . . . . . . . . . . . . 1-11 Fan and shroud
Air induction tube removal . . . . . . . . . . . . . . . . . . 1-9 inspection (M11) . . . . . . . . . . . . . . . . . . . . 1-163
Aspirator tube disassembly . . . . . . . . . . . . . . . 1-43 Fan and shroud
Aspirator tube inspection . . . . . . . . . . . . . . . . . 1-43 installation (M11) . . . . . . . . . . . . . . . . . . . . 1-164
Aspirator tube installation . . . . . . . . . . . . . . . . . 1-44 Fan and shroud
Aspirator tube reassembly . . . . . . . . . . . . . . . . 1-44 removal (M11) . . . . . . . . . . . . . . . . . . . . . . . 1-162
Aspirator tube removal . . . . . . . . . . . . . . . . . . . 1-42 Fan and shroud
Cooling system DCA4 protection level test . 1-152 inspection (N14) . . . . . . . . . . . . . . . . . . . . 1-167
Cooling system description and operation . . 1-141 Fan and shroud
Cooling system hoses inspection . . . . . . . . . 1-156 installation (N14) . . . . . . . . . . . . . . . . . . . . 1-168
Cooling system hoses installation . . . . . . . . . 1-157 Fan and shroud
Cooling system hoses removal . . . . . . . . . . . 1-154 removal (N14) . . . . . . . . . . . . . . . . . . . . . . . 1-166
Cooling system individual Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
component operation . . . . . . . . . . . . . . . . . 1-144 Muffler disassembly . . . . . . . . . . . . . . . . . . . . . 1-46
Cooling system leak test . . . . . . . . . . . . . . . . 1-153 Muffler inspection . . . . . . . . . . . . . . . . . . . . . . . 1-46
Cooling system protection level test . . . . . . . 1-150 Muffler installation . . . . . . . . . . . . . . . . . . . . . . . 1-47
Cooling system removal and repair of Muffler reassembly . . . . . . . . . . . . . . . . . . . . . . 1-46
components . . . . . . . . . . . . . . . . . . . . . . . . 1-154 Muffler removal . . . . . . . . . . . . . . . . . . . . . . . . . 1-45
Cooling system repair time for individual Precleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
components . . . . . . . . . . . . . . . . . . . . . . . . 1-177 Precleaner inspection . . . . . . . . . . . . . . . . . . . . 1-14
Cooling system special tools . . . . . . . . . . . . . 1-146 Precleaner installation . . . . . . . . . . . . . . . . . . . 1-15
Cooling system specifications . . . . . . . . . . . . 1-147 Precleaner removal . . . . . . . . . . . . . . . . . . . . . . 1-13
Cooling system tests . . . . . . . . . . . . . . . . . . . . 1-149 Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-144
Cooling system troubleshooting and Radiator disassembly . . . . . . . . . . . . . . . . . . . 1-173
testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-148 Radiator inspection . . . . . . . . . . . . . . . . . . . . . 1-173
Engine description and operation . . . . . . . . . . 1-49 Radiator installation . . . . . . . . . . . . . . . . . . . . . 1-174
Engine adjustments . . . . . . . . . . . . . . . . . . . . . . 1-57 Radiator reassembly . . . . . . . . . . . . . . . . . . . . 1-174
Engine and transmission laser alignment . . . 1-57 Radiator removal . . . . . . . . . . . . . . . . . . . . . . . 1-170
1-178
SECTION 1 - ENGINE
Rubber boot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5 Turbo to muffler pipe work removal

Rubber boot inspection . . . . . . . . . . . . . . . . . . . 1-12 (C8.3 & M11) . . . . . . . . . . . . . . . . . . . . . . . . 1-34
Rubber boot installation . . . . . . . . . . . . . . . . . . 1-12 Turbo to muffler pipe work
Rubber boot removal . . . . . . . . . . . . . . . . . . . . 1-12 disassembly (N14) . . . . . . . . . . . . . . . . . . . . 1-40
Turbo to muffler pipe work Turbo to muffler pipe work inspection
disassembly (C8.3 & M11) . . . . . . . . . . . . . 1-35 (N14) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-40
Turbo to muffler pipe work inspection Turbo to muffler pipe work installation
(C8.3 & M11) . . . . . . . . . . . . . . . . . . . . . . . . . 1-36 (N14) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-41
Turbo to muffler pipe work installation Turbo to muffler pipe work reassembly
(C8.3 & M11) . . . . . . . . . . . . . . . . . . . . . . . . 1-37 (N14) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-41
Turbo to muffler pipe work reassembly Turbo to muffler pipe work removal
(C8.3 & M11) . . . . . . . . . . . . . . . . . . . . . . . . 1-36 (N14) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-38
1-179
SECTION 1 - ENGINE
1-180
Buhler Versatile Inc.
1260 Clarence Avenue
Winnipeg, Manitoba R3T 1T2 Canada
www.versatile-ag.com
Ph.: 204.661.8711
Fax: 204.654.2503 Printed in Canada
Buhler
Versatile
2240
2270
REPAIR MANUAL
2290
2310
2335
2360
2375 Section 2 -
Fuel
2425 System
89002002 11/2008
Disclaimer
Buhler Versatile Incorporated, makes no warranty or guarantee of any kind, written or expressed, implied or otherwise with
regard to the information contained within this manual. Buhler Versatile Incorporated assumes no responsibility for any errors
that may appear in this manual and shall not be liable under any circumstances for incidental, consequential or punitive
damages in connection with, or arising from , the use of this manual.
Buhler Versatile Incorporated reserves the right to make changes to this manual at any time without obligation or notice.
2-1
SECTION 2 - FUEL SYSTEM
DESCRIPTION AND OPERATION
Figure 2-1
INTRODUCTION engine identification tag located on the engine.

This section covers the tanks and tubing between The figures contained in this section represent all
the return line fitting at the engine to the suction model Cummins engines used in Buhler Versatile
line fitting at the fuel filter. The cold start system 4WD tractors. Any appreciable differences will
and the throttle and decelerator linkage are also be noted in the text.
included. The electronic engine on 2290, 2335,
2360, 2375, and 2425 models, and its electronic The fuel system on the Buhler Versatile 4WD
circuits and controls, are also covered in this tractors consists of:
section. 1 Fuel suction line
2 Fuel return line
All engine-related fuel system components 3 Breather with hoses
starting at the fuel filter(s), including the fuel 4 Crossover tube
pump, injectors, and external tubing on the 5 Two fuel tanks
engine, are serviced by the Cummins Engine 6 Cold starting system
Company authorized Dealer/Distributors. 7 Throttle linkage (not pictured)
8 Decelerator (not pictured)
NOTE: The fuel filter(s) can be purchased from
9 Auxiliary fuel filter
Buhler Versatile and serviced by either the dealer
10 Fuel cooler
or customer.
11 Bypass valve
When contacting a Cummins dealer or distributor,
The fuel system is designed to carry and deliver
have the engine serial number, engine model
clean fuel to and from the engine.
number, and control parts listing (CPL) number
available. This information is contained on the
2-2
CELECT™ Engine and the EICS

The 2290, 2335, 2360, 2375 and 2425 model
tractors are equipped with electronic controls
on the QSMII and N14 engines. The Cummins
Engine Company CELECT™ Electronic Fuel
Control System controls the injection of fuel (both
quantity and timing). Cummins electronically
equipped engines have a control module, 1, and
related control and sensing devices are attached
to the engine at various locations.
Tractors equipped with an QSMII and N14

CELECT electronic controlled engine have
additional electronic control features that non- N14 shown
Figure 2-2
electronic engines do not have. Some of the
control features are tied into the EICS of the
tractor and illuminate certain warning light bar
lamps when a condition is present in the engine
that the operator needs to be aware of. Some of
the control features are passive to the operator
as far as visual indications (no lights illuminated)
are concerned, but a definite change in engine
performance will be noticed when the condition
is present.
CELECT Engine Derate and EICS Warning

Lights
If an alarm condition exists on the Cummins
CELECT electronic engine, the system will usually
(depending on source of alarm condition) react
with a change in engine performance output.
The change in engine performance is called
an engine “derate”. The term derate means the
CELECT module will control the fuel system of
the tractor to do one of the following:
1. Lower the engine rpm to a preset level

(1400 rpm) and allow no acceleration of the
engine above that level.
2. Lower the horsepower output level of the
engine a preset amount (20% of gross
horsepower) but maintain full range of
engine rpm based on throttle position.
3. Lower the engine rpm to a preset level (1400
rpm) and allow no acceleration of the engine
above that level AND lower the horsepower
output level of the engine a preset amount
(20% of gross horsepower).
2-3
On Buhler Versatile 4WD tractors equipped with

an electronic engine, the throttle lever, 1, in the
cab of the tractor is attached to a potentiometer
(POT) in the right hand side console. The POT
takes the place of a conventional throttle cable on
mechanical engine tractors. The POT sends an
electronic signal (via the tractor wire harness) to
the CELECT controller on the side of the engine,
telling it where to set the engine speed. By 1
moving the throttle lever, the POT signal is
changed and the CELECT module reacts
accordingly to set engine speed to match the
lever position. During an engine speed derate
(engine speed reduced by the CELECT Module
to 1400 rpm), the CELECT module will not
Figure 2-3
recognize or react to a throttle position above the
1400 rpm POT signal. If the throttle lever is
moved above the 1400 rpm position, the engine
will not speed up.
The CELECT module controls the timing of and

Buhler Versatile L4WD
the amount of fuel that is injected into the engine
via the electronic fuel injectors. This is called fuel
metering and is the basis of power derate. Power
derate will occur within a specified time span (e.g.
low engine oil pressure) or will be gradual based
on severity of the alarm condition present on the
tractor (e.g. engine coolant temperature). The
engine will now perform to a modified
horsepower curve (20% less then maximum
gross horsepower), with the end result being that
it will no longer pull the same load at the same
ground speed or at the same working depth. The
tractor may have to be downshifted or the
implement raised out of the ground to continue
operation (or both). Figure 2-4
The Cummins Engine CELECT Control Module

is also tied to three indicator lights on the warning
light bar of the EICS. The CELECT Module
controls illumination of these lights:
1. Engine Coolant Level

2. Yellow Engine Warning Light
3. Red Engine Warning Light
The EICS and Cummins CELECT Control
Module combine to protect the engine from 1
damage by informing the Operator that a 2 3
particular condition exists using the lights,
performance derate or both lights and derate.
Figure 2-5
2-4
Electronic Engine Fuel System

Components
The CELECT™ engine control module, 1,
contains the electronic hardware for the fuel
controls. The module is kept cool by fuel coming
from the left fuel tank. Fuel passes behind the
control module through a cooling plate, 2.
Fuel coming from the left fuel tank enters the
cooling plate on the inlet line, 3, goes through
the cooling plate, and out the fuel outlet line, 4.
The fuel continues onto the fuel filter, 5, and fuel
pump, 6. The fuel shutoff valve, 7, is controlled
by the EIC in the tractor cab, not by the electronic N14 shown
control module. Figure 2-6
All of the electronic fuel control electrical circuits

run through the cab main harness and the
electronic engine harness. Four connectors
on the electronic engine harness are the link
between the tractor controls and the electronic
engine controls.
The OEM harness module connector, 1, is a
26-pin rectangular connector on the top right of
the control module, 2, and carries most of the
electrical fuel control circuitry. This connector
supplies power and grounds for throttle position
inputs, cruise control inputs, and warning lamp
outputs.
The round sensor bulkhead connector, 3, carries N14 shown
Figure 2-7
the main module power from the fuse and relay
panel, the coolant level input, the diagnostic link,
and the A/C pressure switch input.
The 3-pin triangular datalink connector, 4,
provides a communication channel between the
control module and the warning lamp board. The
datalink wires CAN +, CAN --, and CAN Shield
travel together in an insulated casing, splice in
the harness to warning lamp board. 1
The 3-pin module power connector, 5, Figure 2-
7, supplies unswitched 12 V power and ground
from the fuse and relay panel. The control module
uses the unswitched power to cycle the injectors
on and off.
On the QSM11 the OEM harness module
connector, 1, Figure 2-8, is a 50-pin connector
located at the top left corner of the Electronic
Control Module (ECM). It carries most of the
electrical fuel control circuit including ECM power
and ground, inputs and outputs for throttle,
cruise control and warning lamp outputs. It also QSM11 shown Figure 2-8
contains the CANbus and torque signal wires. 2-5
Electronic Engine Electrical Components
Figure 2-9
2-6
Electronic Engine Electrical Components
ID # Component
1 CELECTt Control Module
2 Engine Position Sensor
3 Intake Manifold Pressure Sensor
4 Intake Manifold Temperature Sensor
5 Coolant Temperature Sensor
6 Coolant Level Sensor
7 Ambient Air Pressure Sensor
8 Oil Pressure Sensor
9 Oil Temperature Sensor
10 Throttle Position Sensor
11 Cruise Control On/Off Switch
12 Increment/Decrement Toggle Switch
2-7
Figure 2-10
2-8
CELECT Module Inputs and Outputs +12 Volt Unswitched, Ground - The module uses
this battery voltage to cycle the injectors.
+12 Volts Key Switched - This is the main power
supply for control module operation. The module Diagnostic - A jumper on the fuse and relay panel
receives battery voltage whenever the key is completes this circuit, causing the dash to flash
on. A shutdown relay interrupts this voltage to stored error codes.
shutdown the engine.
CAN +, CAN --, CAN Shield - This is a
Throttle Signal, Throttle Ground, Throttle +5 communication channel, called a CAN BUS, that
Volts - A potentiometer in the throttle position the EIC and the control module use to exchange
sensor varies the voltage signal returning to the data. The Ground/Axle Speed data travels on the
module. The signal varies between 0.4 and 3.5 CANbus from the EIC to the control module (The
volts. The module adjusts engine RPM based on EIC receives this signal from the Tach module on
this input. wire CM-18D). The Engine Speed data travels on
the CANbus from the control module to the EIC
Throttle Active, Throttle Idle - The module uses (The EIC sends this signal to the Tach module
these inputs to compare to the Throttle Signal through CM-538B).
input. If there is conflict between the inputs,
the module registers an error code and lights On QSM11 the CANbus harness does not
the yellow light. These signals provide ground provide communications to the Electronic
locations for the 5 volt reference voltage signal Instrument Cluster (EIC) or other modules. It
coming from the Switch +5 Volt output. only provides a means for the Cummins Celect
troubleshooting tool to access the system. The
Switch +5 Volts - The module supplies 5 volts for CANbus contains two 60 ohm terminators and a
the Throttle Idle/Active signal, the Cruise Control diagnostic connector located inside the cab.
Switch, and the Increment/Decrement switch.
Torque Tri-State Input - The module uses only
Droop Tri-State Input - The module uses only two of the possible three inputs. This is a PTO
two of the possible three inputs for its “Alternate On/Off signal for the control module to derate
Engine Speed Overrun” feature. When the the engine when the PTO is on and there is no
Cruise Control Switch is Off, the module applies ground speed.
15% overrun. When the Cruise Control Switch is
On, the module has the normal 6% overrun. High Coolant, Low Coolant, +5 Volts, Ground
- The control module receives two separate
Cruise On/Off - When the module has no signal coolant inputs. Based on these two inputs, the
at this input, the module uses the Throttle Signal control module determines when to light the
to adjust RPM and ignores the Increment/ coolant level light on the dash.
Decrement switch inputs. When the module has
a signal at this input, the module adjusts the Increment/Decrement - The control module uses
engine RPM to the stored cruise speed (as long these inputs to adjust the Cruise RPM only when
as it is at least 100 RPM less than the throttle the Cruise Control Switch is on. Momentary
position sensor RPM) and responds to the inputs adjust the speed 10 RPM at a time. A
Increment/Decrement switch inputs. continuous input causes the control module to
adjust the speed quickly.
Low Coolant Level, Engine Lamp Red, Engine
Lamp Yellow - The module illuminates these
lamps on the EIC by supplying a ground inside
the module.
2-9

Fuel Suction Line
The fuel suction line, 1, connects the fuel tanks
to the fuel filter(s). The suction line is attached at
one end to the inside bottom of the left side tank.
The line is routed upward in front of the cab into
the engine compartment where it is connected
to the single fuel filter or auxiliary fuel filter, if
equipped, on the left side of the engine (2270,
2290, 2310, 2335, 2360, 2375 2425).
Figure 2-11
On 2240 tractors, the suction line attaches to the

primary fuel filter, 1, at the rear of the engine.
Fuel is then pumped (via the engine lift pump)
to the secondary filter, 2, and on to the injection
pump.
Figure 2-12
Fuel Return Line

On 2270, 2310, 2360, and 2425 tractors, the fuel
return line, 1, is attached to the left side of the
engine. It crosses over to the right side of the
tractor just in front of the cab.
On 2290, 2335, and 2375 tractors the fuel return
line is attached to the lower port of the fuel cooler
and connects to the fuel bypass valve.
A second fuel return continues from the bypass
valve to the right hand fuel tank.
Figure 2-13
2-10
The On 2240 tractors, the fuel return line, 1,

attaches to the injection pump and runs rearward
along the left-hand side of the engine. It then is
adapted to the fuel return line via a barbed fitting
and reducer, 2.
Figure 2-14
The fuel return line, 1, attaches to the top of

the right-hand fuel tank in one of two places
depending upon tractor model. The 2240 tractor
return line attaches to the front fitting, 2, on the
tank (has an internal standpipe, 3, to prevent
injection pump bleed back). All other Buhler
Versatile 4WD tractors attach to the rear fitting,
4, (no standpipe in tank).
NOTE: Late model tractors only have a single

return fitting.
Figure 2-15
2-11
Figure 2-16
Breather The tanks are of a welded steel construction and

are independent of the frame allowing them to be
The breather, 1, is located below the rear cab
removed separately.
window between the cab interior panel and the
cab external cowling. The breather provides a Each tank has its own fill tube, 3, allowing the
passage for air to enter and exit the tanks as they operator to fill the tanks from either side of the
are filled and emptied. tractor. The right-hand tank contains the fuel level
sending unit, 4. Both tanks are connected by a
Fuel Tanks fuel crossover tube, 5.
Buhler Versatile 4WD tractors have two fuel
tanks, 2, one on either side of the tractor just
underneath the cab. The two tanks combined
hold a useable 871 L (230 gallons) of fuel (927 L
[245 gallon] system total).
2-12
Fuel Crossover Tube

The crossover tube, 1, runs between the fuel
tanks keeping fuel in each tank at the same level.
The crossover tube is located between the inside

bottom of each tank and is attached by rubber
connector hoses, 2.
1 2
2
Figure 2-17
Hand Throttle and Linkage -

1
Mechanical Engines
On all Buhler Versatile 4WD tractors, the hand 4
throttle lever is connected to the fuel pump by
mechanical linkage. As the hand throttle is
moved forward, the throttle actuator rod, 1, and 3
bracket, 2, inside the lower right side cab console 2
move downward due to pressure from the spring,
3. This downward movement also moves the
throttle cable, 4.
Figure 2-18
On 2240 tractors, the cable, 1, is held in position

by a bracket, 2, attached to the engine. The cable 2
pushes and pulls the throttle arm, 3, of the 3 1
injection pump, 4, increasing or decreasing 4
engine RPM. Adjusting screws on the pump
provide for positive stops for the throttle arm.
Figure 2-19
2-13
The 2270 and 2310 tractor uses a bracket, 1, that

is part of the rear tail support for the tandem
hydraulic pumps on the front left-hand side of the
engine. The cable, 2, is held in position by an ear 2
on the bracket and moves the throttle arm, 3, of 3
the fuel pump forward and rearward to increase
or decrease engine RPM. Internal stops inside
the fuel pump limit the travel of the throttle arm.
1
Figure 2-20
Hand Throttle and Linkage -

Electronic Engines 1 2
The hand throttle links to the decelerator bracket
assembly, 1, at the top of the spring-loaded rod,
2. The bracket connects to the throttle position
sensor arm, 3, with an adjustable link, 4. 4
When the throttle handle moves forward, or up,
the link causes the sensor arm to turn clockwise.
When the throttle handle moves rearward, or
down, the link causes the sensor arm to turn 3
counterclockwise.
The throttle position sensor has a small range of

motion, about an 1/8 of a complete turn. The
sensor communicates the position of the throttle Figure 2-21
handle by varying a voltage signal to the control
module.
2-14
Throttle Position Sensor -

Electronic Engines 1
The throttle position sensor is located under the
right hand side console panel. The throttle
position sensor shaft, 1, turns within a range
according to the throttle handle position. The
throttle handle moves the sensor through its full 2
range of motion.
The throttle position sensor electrical plug, 2,
sends two signals to the CELECTt control
module on the left side of the engine. The sensor
has two separate electrical circuits that send two
separate signals, a Throttle Idle/Active signal
and a Throttle Position signal. Figure 2-22
The Throttle Idle/Active signal tells the control

module when the throttle handle has moved out
of the lowest range of the sensor. When the
throttle is near the lowest, or idle, position, the
Throttle Idle/Active part of the sensor sends the
control module a signal through pin “E” of the
connector. When the throttle moves at least 20%
from the lowest point, the sensor breaks the
continuity at pin “E” and sends an active signal
through pin “D” of the connector.
The Throttle Position part of the sensor sends a
signal that varies through the full range of throttle.
The sensor always sends this signal through pin
“A” of the connector. The voltage of the signal
through pin “A” depends on the position of the Figure 2-23
throttle, as the voltage varies according to the
potentiometer resistance.
The potentiometer, or POT, part of the throttle

position sensor is an electrical device which works
as a variable resistance. The POT contains a
power supply wire, also known as a wiper, and a
ground wire. The signal wire in the middle is the
messenger for the engine control module.
Normal flow of current would be from the power
supply wire through the resistor to ground. In a
POT, however, the power can take a shortcut
back to the control module through a signal wire.
This indicates that the total resistance measured
between the power supply and signal wires
would be less than the resistance measure
between the supply and ground wires. The
resistance is variable by moving the signal Figure 2-24
(wiper) across the resistor inside the POT.
The control module looks at the signal from the
throttle position POT and sets the fuel injection
and engine speed accordingly.
2-15
Decelerator
At the lower front of the right console is a
mechanically actuated decelerator pedal, 1,
which can be used to reduce engine speed
when turning or while shifting. The factory
presets the decelerator pedal to reduce the
engine speed to 1400 RPM. When fully
depressed, engine speed will drop to a preset
level. If the pedal is not fully depressed, engine 1
speed will be reduced proportionally. When the
pedal is released, engine speed will return to the
previous throttle setting.
IMPORTANT: Do not release the decelerator

before completing the turn. If the transmission is Figure 2-25
in a high gear, the tractor will accelerate quickly,
reducing the time to correct tractor direction.
Cold Starting System

The cold starting system provides a means of
1
injecting a metered amount (4.8 cc) of starting
fluid into the engine intake manifold to assist in
starting during cold weather operation.
The starting fluid canister, 1, and solenoid

assembly, 2, are located in the nose of the tractor
behind the oil cooler(s) and the air conditioning 2
condenser.
Figure 2-26
A tube, 1, connects the solenoid valve to an

atomizer, 2, that is screwed into the engine intake
manifold. 1
NOTE: All Buhler Versatile 4WD tractors use
identical components with slightly different
orientation on each engine.
Figure 2-27
2-16
The solenoid valve is controlled by a switch, 1,

located on the steering column in the cab of the
tractor. Depressing the switch for 2 seconds
while cranking the engine energizes the solenoid
valve. When the switch is released, the solenoid
injects the 4.8 cc of starting fluid into the intake
manifold.
Figure 2-28
A temperature-sensitive switch, 1, (engine

temperature sensor switch) is located on the
right-hand side of the engine block (all Buhler
Versatile 4WD tractors). This switch monitors the
engine temperature and will interrupt the
solenoid valve control circuit when engine 1
temperature is above 27° C (81° F). This
prevents starting fluid from being inadvertently
injected into a warm engine.
The engine temperature sensor switch has
temperature sensing ranges as follows:
- The switch opens at 27° C (81° F ± 5° F).
- The switch closes at 16° C (60° F ± 6° F).
Figure 2-29
An example of operation of the switch would be
an engine that is operating at 91° C (195° F)and is
shut down for the day. If the ambient temperature
is above 16° C (60° F), the switch will not close as
the engine cools down to ambient temperature.
Only when the engine temperature goes below
16° C (60° F) will the switch close. The switch
must be reset by sensing a temperature of 16° C
(60° F) or less before it will allow current to pass
through it.
As the engine temperature warms above 27° C

(81° F), the switch will open, breaking the circuit
to the solenoid valve. The switch will not close
again until it senses 16° C (60° F) or less.
2-17
Cold Starting System Electrical Control

Circuit
Power for all tractor functions must pass to or
from the power distribution board, 1, located in
the rear of the cab under the Velcro-fastened
cover.
Figure 2-30
Cold Start Circuit
Power is supplied to the power distribution board
from the batteries via the CA-7 cable. Power to the
ignition switch runs from the power board through
the F4-25A ignition fuse. It then runs out from the
power board through connector J9 and is carried
to the ignition switch terminal #1 by wire CM-1.
When the ignition switch is in the START or RUN
position, power is allowed to flow from the ignition
switch terminal #3 through the CM-4 wire back to
the power board via connector J2, pin 9.
Power passes through the F5-3A cold start fuse
and then out of the power board through connector
J1, pin 2. Wire CM-7 carries the power to the cold
start switch located on the steering column.
When the cold start switch is depressed, power is
allowed to pass back to the power board via wire
CM-80. Power enters the board through connector
J1, pin 32 and is routed back out from the board
through connector J5, pin 16. Wire EN-80 carries
the power to the Thermoguard sensor located on
the engine block on the right side.
If the engine temperature is above 27° C (81° F)
(or the switch has not been reset after being
above 27° C [81° F]), the sensor holds the circuit
open and the cold start system will not be
activated. If the switch has been reset (by
dropping below 16° C [60° F]) and engine
temperature is below 27° C (81° F), the sensor
will hold the circuit closed and power is allowed to
pass through wire EN-280 to the cold start valve.
The cold start valve is grounded to the stud on the
rear of the starter.
This will activate the solenoid allowing a 4.8 cc
charge of starting fluid to enter the valve chamber.
When the cold start switch is released and power
is removed from the solenoid, the valve will
release the starting fluid into the intake manifold.
2-18
Figure 2-31
2-19
Fuel Cooler and Valve -

Electronic Engine
NOTE: QSM11 Electronic Engines have
components orientated differently.
The fuel cooler, 1, reduces the temperature of
the fuel leaving the engine before it returns to
the right side tank. A fuel cooler valve directs
fuel to the tank or to the cooler depending on the
temperature of the fuel in the valve.
When the fuel cooler valve directs hot fuel to
the cooler, the fuel enters the cooler through the
bottom port, 2, and exits the cooler through the
top port, 3.
N14 shown
When the fuel leaving the engine is cool, the fuel Figure 2-32
cooler valve circulates a small amount of fuel to
the cooler. As the temperature of the fuel rises,
the valve directs more and more fuel to the fuel
cooler. When the fuel temperature leaving the
engine is high, over 41° C (106° F), all the fuel
leaving the engine passes through the cooler.
The fuel from the engine enters the fuel valve

through the top right port, 2. The valve is always
open to the bottom right port, 5, which goes to
the cooler. Fuel returns from the cooler through
the bottom left port, 4. The top left port, 3, returns
fuel to the right tank.
The valve is always open to the cooler. When the
fuel temperature is low, the valve is also open
to the return port to the tank. The resistance to
flow in the cooler forces the majority of the fuel
directly to the tank. As the temperature rises, the
valve closes the path to the tank, forcing more
fuel to the cooler. When the temperature is high,
the valve closes the path to the tank, directing all
the fuel to the cooler. N14 shown
Figure 2-33
The valve is a thermostat with a temperature

sensitive wax. The wax expands as the
temperature rises, causing the valve, 1, to close
the gap, 2, between the valve and the valve body.
When the temperature is high, the valve closes
and applies pressure on the valve seat, 3.
The valve starts closing when the fuel entering
the valve goes over 16° C (60° F). The valve
closes completely when the fuel is over 41° C
(106° F).
The spring, 4, allows pressure relief if there is a
restriction in the fuel flow.
Figure 2-34
2-20
Fuel Solenoid
On 2270, 2290, 2310, 2335, 2360, 2375 and
2425 tractors, the fuel solenoid, 1, is an integral
part of the Cummins engine fuel injection pump.
The solenoid is not serviced or supplied by Buhler
Versatile. Only the components used to control
the fuel solenoid electrical circuit are serviced by
Buhler Versatile. For information regarding repair
or replacement of the fuel solenoid, contact a
Cummins dealer.
The engine wire harness connects directly to the
fuel solenoid at the fuel pump. No other external
components are used in the circuit.
Figure 2-35
On 2240 tractors, the fuel solenoid, 1, is an

external component connected directly to
the fuel injection pump, 2. The solenoid is not
serviced or supplied by Buhler Versatile. Only
the components used to control the fuel solenoid
electrical circuit are serviced by Buhler Versatile.
For information regarding repair or replacement
of the fuel solenoid, contact a Cummins dealer.
Figure 2-36
The engine wire harness connects to the fuel

solenoid harness, 1, that is located on the left-
hand side of the engine. The fuel solenoid
harness plugs into the pull coil timer module, 2,
which is connected to the fuel solenoid on the
injection pump.
Figure 2-37
2-21
Fuel Solenoid Electrical Control Circuit If the automatic shutdown feature is disabled (as
it is from the factory), the power passes out of
Power is supplied to the power distribution board the board through connector J5, pin 1. Power is
from the batteries via the CA-7 cable. Power to then carried to the fuel solenoid via the following
the ignition switch runs from the power board wires, based on model number:
supply through the F4-25A ignition fuse. It then
runs out from the power board through connector 2270, 2310, 2360, 2425 - wire EN1A out to fuel
J9 and is carried to the ignition switch terminal solenoid (see Figure 2-38).
#1 by wire CM-1.
2240 -wire EN1B out to the fuel solenoid harness
When the ignition switch is in the START or and pull coil timer module (see Figure 2-39).
RUN positions, power is allowed to flow from the
ignition switch terminal #3 through the CM-4 wire On electronic engines the power passes out of
back to the power board via connector J2, pin 9. the board through connector J5, pin 1 to down
wire EN506 to connector P186, pin 48 of the
Power is routed through the F9-3A fuel solenoid Engine Control Module. The ECM then controls
fuse to the automatic shutdown connector. power to the fuel solenoid.
2-22
Figure 2-38
2-23
Figure 2-39
The 2240 tractor (see Figure 2-39) fuel solenoid and pin location B on the solenoid connector.
electrical control circuit uses a fused wire Power flows out to the fuel solenoid, retracting it
harness and pull coil timer module to control the and moving the injection pump shutoff arm
external fuel solenoid on the injection pump. forward. This is the initial “pull in” circuit for the
solenoid, and this circuit can draw as much as 40
When the ignition switch is in the off position, wire amps to initially move the injection pump lever.
EN1B has no power going to it. Pin A on the fuel The fuel solenoid pull coil grounds via the black
solenoid harness connector is dead and the pull and orange wires (C terminal of connectors).
coil timer module is turned off. The orange wire After approximately one second, the pull coil
from the starter solenoid (via the 40-amp fuse) timer module releases the blue to white wire
supplies battery voltage to the B terminal of the connection (pull circuit) and connects the yellow
solenoid harness connector and blue wire of the and red wires. This is the hold circuit, and it feeds
pull coil timer module, but no power flows through the fuel solenoid hold coil via pin A of the solenoid
the timer to the white wire. The ground wire of the connector. The fuel solenoid hold circuit will draw
fuel solenoid is hooked to ground via the black a maximum of 3 amps to keep the injection pump
and orange wires (connector position C) of the stop arm in the run (forward) position. The hold
pull coil timer module and the black wire of the circuit also grounds via the black and orange
solenoid wire harness. wires.
When the ignition switch is in the “run” or “start” When the ignition switch is turned to the “off”
position, wire EN1B supplies battery voltage into position, power is removed from wire EN1B. This
pin A of the fuel solenoid harness connector and turns off the pull coil timer module, breaking the
into the pull coil timer module via the yellow wire. “hold” circuit (yellow to red wire connection). This
This turns the module on. The module now allows the fuel solenoid to extend, shutting off the
connects the blue power wire with the white wire injection pump.
2-24
Automatic Shutdown
If the automatic shutdown feature has been
enabled, power is routed from the F9-3A fuel
solenoid fuse through the automatic shutdown
connector to the shutdown relay.
The shutdown relay receives power from the

tractor’s tach module. When critical tractor
functions such as oil pressure and coolant
temperature are within normal operating ranges,
the tach module is sending current to the power
board through wire CM-11 (Figure 2-38). This
current enters the board through connector J2,
pin 2, and is routed to the shutdown relay which is
grounded to the stud at the bottom right-hand
beam of the cab through the board. This will
activate the relay closing the internal contacts.
When the relay closes, power is allowed to pass

from the power board through connector J5, pin
1. Power is then carried to the fuel solenoid or
ECM as previously described in “Fuel Solenoid
Electrical Control Circuit.”
If one or more of the tractor’s critical functions
such as oil pressure and engine coolant
temperature are not within normal operating
ranges, the tach module removes current to the
shutdown relay and the relay opens the fuel
solenoid circuit shutting the tractor off.
The critical functions (engine oil pressure and

coolant temperature) are monitored by two
Murphy gauges, 1. When the oil pressure drops 1 1
below 103 kPa (15 PSI), or when the coolant
temperature rises above 109° C (228° F), the
tach will respond by removing the current to the
shutdown relay within 10 seconds.
A third input for the automatic shutdown circuit is

also monitored by the tach module. This third
input is called “external shutdown” and is a
feature that allows the operator to control engine
shutdown by an external source (i.e., a towed
implement).
For more information on converting the tractor to Figure 2-40

automatic shutdown, see the “Adjustments”
2-25
SPECIAL TOOLS
No special tools are required for repair of the Buhler Versatile 4WD fuel system.
2-26
SPECIFICATIONS
Fuel Type Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No.1-D (below --7° C) (below 20° F)
No.2-D (above --7° C) (above 20° F)
Fuel Tank Total Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 927 L (245 Gal. U.S.)
Fuel Tank Usable Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 871 L (230 Gal. U.S.)
Vented . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Both Tanks
Low Idle Speed
2240 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 950 - 1000 RPM
2270 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 850 - 900 RPM
2310 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 850 - 900 RPM
2360 CELECT Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 850 - 900 RPM
2425 CELECT Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 850 - 900 RPM
High Idle Speed
2240 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2450 - 2500 RPM
2270 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2340 - 2460 RPM
2310 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2340 - 2460 RPM
2360 CELECT Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2225 RPM (±20 RPM)
2425 CELECT Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2225 RPM (±20 RPM)
Maximum Fuel Consumption*
2240 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 kg/hr (100 lbs/hr)
2270 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 kg/hr (100 lbs/hr)
2310 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 kg/hr (113 lbs/hr)
2360 CELECT Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 kg/hr (120 lbs/hr)
2425 CELECT Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 kg/hr (146 lbs/hr)
*1 liter of diesel fuel weighs 0.84 kg; 1 gallon of diesel fuel weighs 7.01 lbs.
Decelerator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adjustable by Operator
Fuel Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Drawn from Left Tank
Returned to Right Tank
Fuel Filter
2270, 2310, 2360, 2425 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Single Element
2240 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Double Element
Cold Starting System
Amount of Starting Fluid Injected with Each Activation . . . . . . . 4.8 cc
Engine Temperature Sensor Protection . . . . . . . . . . . . . . . . . . . Above 27° C (81° F)
Shutdown Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electrically Controlled with
Automatic Shutdown Capability
Fuel Cooler Core . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 fins/inch
Fuel Cooler Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95 btu/minute
Fuel Cooler Fuel Flow Rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1 lbs/minute
Fuel Cooler Maximum Fuel Pressure Drop . . . . . . . . . . . . . . . . . . . . 0.5 PSI
2-27
TROUBLESHOOTING

No fuel to engine fuel system No fuel in tanks Put fuel in tanks
Suction circuit plugged Clean suction circuit
Filter clogged Change the fuel filter
Fuel solenoid malfunction Contact Cummins dealer/

distributor
Electrical control circuit Repair circuit

malfunction
Fuel breather plugged Clean/replace breather

Engine will not start, or starts Incorrect starting procedure Review starting procedure
hard
Low or no fuel Check fuel level
Air in fuel line Bleed fuel system
Incorrect engine oil viscosity Replace with correct viscosity
Incorrect fuel for operating Use correct type of fuel for the
Contaminated fuel system Clean fuel system
Malfunctioning fuel injector(s) Contact Cummins dealer/

distributor
Malfunctioning fuel solenoid or Replace fuel solenoid or

solenoid relay solenoid relay
Clogged air filter Clean or replace air filter

Cold starting system not Starting fluid canister empty or Replace canister
operating missing
Cold start switch malfunction Replace switch
Cold start solenoid malfunction Replace solenoid
Engine temperature sensor Replace switch

switch malfunction
Normal operation
Engine temperature above 27°
C (81° F)
2-28

Engine runs for a short while Fuel filter plugged Replace filter
and shuts off
Suction circuit plugged Clean suction circuit
Fuel breather plugged Clean/replace breather
Electrical control circuit Repair circuit

malfunction
Automatic shutdown activated Normal operation - repair

sensing high engine coolant cause of shutdown
temperature, low engine oil
pressure, or external shutdown
Engine runs rough and/or stalls Fuel filter plugged Replace filter
Air filter clogged Clean or replace air filter(s)
Engine cylinder temperature Refer to Operator’s Manual

too low for clean fuel burn Cold-Weather Starting
Contaminated fuel system Clean fuel system
Fuel solenoid not adjusted Replace fuel solenoid or

properly solenoid relay

distributor
Engine does not appear to Engine overloaded Use lower gear or reduce load
develop full power
Air cleaner restricted Remove restriction
Engine is derating (CELECT See Operator’s Manual or

engines only) contact Cummins dealer/
distributor
Fuel filter plugged Replace filter
Incorrect fuel for operating Use correct type of fuel for the
Engine overheated Refer to Section 1 - Engine
Low engine operating Check the coolant system and

temperature antifreeze
Implement incorrectly adjusted Adjust implement

distributor
High idle speed is too low Adjust high idle speed
2-29

Engine smokes Fuel filter plugged Replace filter
Water in fuel Drain water from tanks
Failure of internal engine Contact Cummins dealer/

components distributor
Excessive fuel consumption Incorrect fuel for operating Use correct type of fuel for the
Engine overloaded Use lower gear or reduce load
Implement incorrectly adjusted Adjust implement
Low engine operating Check the coolant system and

temperature antifreeze
Excessive ballast Adjust the ballast
Fuel injection nozzle dirty Contact Cummins dealer/

distributor
External fuel leaks Repair leaks
Fuel pump calibration changed Contact Cummins dealer/

or incorrect distributor
Engine Red or Yellow Warning Electrical system fault Contact Cummins dealer/
Light illuminated (CELECT distributor
engine only)
2-30
Electronic Engine Error Codes Non-Serviceable Cummins Components

include:
Normally, operational concerns on electronic
engines will be directed to an authorized • CELECTt Control Module
Cummins dealer or distributor for corrective
action. A yellow engine light, a red engine light, • Injectors
severe engine derate, or shutdown alert the
• Engine Position Sensor (front left corner
operator to stop operation and correct the fault as
of engine)
soon as possible. When the fault does not have
an obvious cause, an authorized Cummins • Intake Manifold Pressure Sensor
dealer or distributor will diagnose and service the
fault that is causing the warning or operational • Intake Manifold Temperature Sensor
concern. • Coolant Temperature Sensor (Cummins -
Supplied)
However, there are some engine faults and
codes that can be caused by Buhler • Ambient Air Pressure Sensor
Versatile-supplied sensors, wires, harnesses, or
connectors. For instance, a faulty engine coolant • Oil Pressure Sensor (front left corner of
level sensor or wire can cause a yellow engine engine)
light. When a Cummins representative discovers • Oil Temperature Sensor
that a non-Cummins component is at fault, it is
then the responsibility of Buhler Versatile to Serviceable Buhler Versatile Engine
correct the component that is causing the fault. Components:
The error codes that follow are faults that may be • Coolant Level Sensor
caused by Buhler Versatile components. Never
• Coolant Temperature Sensor (NH -
try to service Cummins electronic engine
Supplied)
components, such as the CELECT control
module, the Cummins engine speed sensor, the • Throttle Position Sensor
Cummins oil pressure sensor, etc.
• Buhler Versatile Engine Wire Harness
IMPORTANT: Do not attempt to service • Connector P106 - NH Module Connector
Cummins electronic engine components.
The engine warranty will be voided and • Connector P107 - Sensor Connector
severe damage to the electronic engine may
result. • Connector P108 - Datalink
• Connector P109 - Unswitched Power
2-31
The following is a procedure to retrieve fault

codes that may indicate problems with
components that are not supplied by Cummins.
Never try to correct a fault code that is not listed.
IMPORTANT: Never try to correct a fault code

that is not listed here. Severe damage to the
electronic engine may result.
To access fault codes, turn off the engine and

remove the fuse and relay panel cover in the rear
of the cab. Take the extra 3-amp fuse and jump
the two spade connectors at “CELECT
DIAGNOSTICS”, 1.
Turn the ignition key to the “Engine Run” position.

The dash lights will cycle through the normal
startup sequence, and then go out. The code
sequence begins when the yellow light flashes.
The red light then flashes the number of times for 1
the digits of the 3-digit error code, with pauses in
between. When the red light flashes again, the
code is complete.
Example: Figure 2-41
Yellow light flash -- start of sequence

Pause
Red light flashes two times -- first digit is “2”
Pause
Red light flashes three times -- second
digit is “3”
Pause
Red light flashes five times -- third digit is “5”
Pause
Yellow light flash -- end of sequence
CODE = 235
The dash will repeat this code until you press the
Increment/Decrement (+/--) switch on the right
console. If there is only one code stored, it will
repeat the same sequence. If there is more than
one code, toggle between the codes with the
Increment/Decrement switch.
2-32
Electronic Engine Error Code Identification

NOTE: There are more codes than the ones listed below. If the retrieved code is not in this table,
do not attempt repair. The codes here are only the codes that represent possible Buhler
Versatile component faults. See Section 3, Electrical System for a complete listing.
Code Condition Action

131 High Voltage detected at throttle > Check for short in wire EN-516 between P106/11
position signal pin 11 of and P104/A
connector P106 > Inspect throttle position sensor
132 Low Voltage detected at throttle > Check for short or open in wire EN-516 between
position signal pin 11 of P106/11 and P104/A
connector P106 > Inspect throttle position sensor
235 Voltage on the coolant level low > Check for short or open on wire EN-503 between
signal pin M of the P107 P107/M and P30/A
connector indicates low coolant > Inspect coolant sensor
level
241 Lost OEM vehicle speed signal > Check connector P108 for loose or broken
on J1939 datalink. connection. Please refer to troubleshooting in the
Electrical Service Manual under Engine Speed
Signal Failure P3-186.
422 Coolant level sensor inputs both > Inspect all sensor wires between connectors
high or both low P107 and P30
> Inspect coolant sensor
431 No voltage at both Throttle > Check for opens in wires EN-519, EN-520,
Active and Throttle Idle inputs EN-171E, EN-171D, EN-171F between
connectors P104, P106, and P107
> Inspect throttle position sensor
432 Conflict between Throttle > Check for short in wire EN-516 between P106/11
Position and Throttle Idle/Active and P104/A
inputs > Check for open in wires EN-519, EN-520,
EN-171E, EN-171D, EN-171F between
connectors P104, P106, and P107
> Inspect throttle position sensor
434 Battery voltage and ground > Check voltages and ground at 3-pin P109 -- wires
through three-pin P109 EN-511, EN-512, EN-513
connector has intermittent failure > Check J19 connector on Fuse and Relay Panel
for battery voltage and ground
441 Battery Voltage is low > Check continuity of wire EN-506 between J5/1
and P107/A
> Inspect charging circuit
442 Battery Voltage is high > Check continuity of wire EN-506 between J5/1
and P107/A
> Inspect charging circuit
551 Voltage detected at both Throttle > Check for a short in wires EN-519 and EN-520
Active and Throttle Idle inputs, between P106 and P104
pins 6 and 9 of P106 connector > Inspect throttle position sensor
2-33
ADJUSTMENTS
THROTTLE AND CABLE -
MECHANICAL ENGINE
CAUTION: HAVE AN ASSISTANT SITTING IN

THE OPERATOR’S SEAT DURING LINKAGE
ADJUSTMENTS TO PREVENT ACCIDENTAL
TRACTOR MOVEMENT. KEEP ENGINE SIDE
SHIELDS CLOSED DURING ADJUSTMENT.
NOTE: Be sure that all electrical and

hydraulic accessories and controls are off or
in neutral to ensure correct throttle
adjustment readings are obtained.
On all models, adjust the mechanical throttle
cable, 1, so the throttle handle, 2, contacts the
2
back of the handle slot, 3, before reaching the
fuel pump low idle stop. If the handle does not
contact the console, lengthen the cable under the
console by adjusting the ball end. Loosen the jam 3
nut and turn the ball end out on the threaded end
of the cable to adjust. Tighten the jam nut
securely when adjusted correctly.
Figure 2-42
2240
The internal stop setting for the fuel pump, 1, for
high idle is set by Cummins at the factory. If the
high idle setting requires adjustment, contact
your local Cummins dealer or distributor.
The low idle setting is adjusted by Buhler
Versatile during manufacture of the tractor. To
adjust low idle, loosen the locknut, 2, and adjust
the screw, 3, up or down to set the low idle. The
low idle speed for the 2240 is 950 - 1000 RPM.
The high idle speed is 2450 - 2500 RPM.
Figure 2-43
2-34
Start the tractor and move the hand throttle to the

high idle position. Engine RPM should be 2450 - 2 1
2500 RPM. If it is not, adjust the two cable nuts, 1,
so that the throttle arm, 2, reaches the pump stop
setting. Recheck the low idle setting.
Figure 2-44
2270 and 2310

1
The internal stop settings of the fuel pump, 1, for
high and low idle are set by Cummins at the
factory. If internal stop setting adjustment is
required on the pump, contact your local
Cummins dealer or distributor.
Model Low Idle Speed High Idle Speed

2270 850 - 900 RPM 2340 - 2460 RPM
2310 850 - 900 RPM 2340 - 2460 RPM
If the specified RPM readings for low or high idle Figure 2-45
cannot be achieved for all model tractors, unhook
the pivot stud, 1, from the throttle arm, 2. Move
the throttle arm back and forth from low idle to
high idle (2270 shown, 2310 adjust identically).
If the engine reaches the correct RPM readings

with the cable unhooked, the internal fuel pump 4 3
stops are set properly. In small increments, 2
adjust the large cable nuts, 3, to allow the cable to
move the throttle arm through its full stroke. If no
improvement is made, adjust the pivot stud, 4, at
the end of the cable. If still no improvement is
made, check the throttle and decelerator linkage
in the cab for binding. 1
Figure 2-46
2-35
Place the throttle handle at the center point of its

travel range. In this center position, the top rod
end, 1, of the actuator rod, 2, should be level
horizontally. If the end is not level, remove the rod
end from the hand throttle and adjust the position
of the rod end until it is level.
1
Figure 2-47
THROTTLE CONTROL -
ELECTRONIC ENGINE
Make sure the throttle position sensor arm, 1, is
at the 2 o’clock position (32 degrees above 2
horizontal), and tighten the two set screws, 2,
securely.
1
2
Figure 2-48
Adjust the throttle handle link, 1, to obtain a

distance of 152 mm (6.0″) between from the
centers of the ball joints.
Figure 2-49
2-36
Move the throttle handle, 1, through its full range

of motion. The handle should operate the throttle
position sensor through its complete range. If the 1
console prevents the handle from completing the
handle’s motion in one direction, shorten or
lengthen the throttle handle link to achieve the
complete range of motion.
Figure 2-50
Place the throttle handle at the center point of its

travel range. In this neutral position, the top pivot
stud ball end, 1, of the actuator rod, 2, should be
level horizontally. If the end is not level, loosen
and adjust the position of the pivot stud until it is
level. When the end is level with the hand throttle
in the middle of its travel, the throttle handle will 1
not have excessive resistance at the high or low
end of travel.
2
Figure 2-51
2-37
HAND THROTTLE LEVER AND

DECELERATOR
Proper operation of the decelerator will allow the
throttle lever to stay in the preset position when
the decelerator is depressed. If the throttle lever
moves rearward, tighten the nut on the throttle
lever. The nut can be reached through the throttle
lever slot, 1, in the top of the cab right side 1
console. Tighten the nut only 1/4 turn at a time
until proper operation is achieved.
Figure 2-52
The decelerator pedal, when pushed, reduces

the engine speed to a set speed. Move the hand
throttle to Full Throttle and depress the
decelerator pedal. The engine RPM should drop
to a consistent set speed.
NOTE: The suggested decelerator speed
setting is 1400 engine RPM.
To increase the decelerator RPM setting, turn 1

the adjusting bolt, 1, on the bottom of the pedal
counterclockwise. To decrease the RPM
setting, turn the bolt clockwise.
Figure 2-53
2-38
AUTOMATIC SHUTDOWN CONVERSION

Buhler Versatile 4WD tractors are manufactured
with the automatic shutdown feature disabled. If
the operator desires, this feature can be enabled
at any time. See Section 3 for additional
information on the automatic shutdown feature
and how the feature works. The following
procedure describes how to enable the
automatic shutdown feature.
1. Unhook the battery cables from the batteries.
(See Section 3 for the proper procedure to
unhook the battery cables). This will prevent
any possibility of an accidental short while
making the conversion.
NOTE: Disconnecting the batteries will
not remove any calibration data from the
memory of the Electronic Instrument
Control System. If the tractor is equipped
with an optional Tractor Performance
Monitor (TPM), the TPM may have to be
reset.
2. Remove the cover from the electrical control
panel (power board) located directly behind
the operator’s seat.
3. Locate the small pin connector, 1, for the
shutdown circuit. The pin connector is
between the 3-amp turn signal fuse and the 1
10-amp taillamp fuse. Remove the 3-amp
and the 10-amp fuses from their locations to
allow better access to the small pin
connector.
The pin connector connects the center and
rear pins when the shutdown feature is
disabled.
Figure 2-54
4. Using a small pair of needle nose pliers, pull

straight upward on the pin connector, 1, and
reinstall it so the front pin and the center pin
are connected. Reinstall the 3-amp and the
10-amp fuses.
1
Figure 2-55
2-39
5. Locate the shutdown relay position, 1, (the

fourth relay from the right), and install a relay
(part #86529089). Press the relay firmly into
the electrical control panel.
6. Reinstall the cover onto the electrical control 1
panel.
7. Reconnect the battery cables.
To disable the automatic shutdown feature,
follow the procedure in the reverse order.
Figure 2-56
EXTERNAL SHUTDOWN CONVERSION
Each Buhler Versatile 4WD tractor is
manufactured with the capability for the
Electronic Instrument Control System (EICS) to
activate the automatic shutdown system based
on a signal from an external source (such as a
towed implement). For additional information on
the external shutdown feature, see Section 3 of
this service manual.
If the external shutdown is enabled and a
shutdown situation is present, the electronic
monitor will not inform the operator whether it is a
tractor function or an external signal causing the
shutdown. The operator must look at the warning
lights and the gauges on the dash to determine
the cause.
Tractors are manufactured with the external

shutdown feature disabled. The following
procedure describes how to enable this feature.

This will prevent any possibility of an
accidental short while making the
conversion.
not remove any calibration data from the
memory of the Electronic Instrument
reset.
2. Remove the cover from the electrical control

panel (power board) located directly behind
3. Complete the automatic shutdown
conversion as detailed in this section.
2-40
4. Attach a wire leading out to the external

source to the right terminal of the bar, 1 (the 1
terminal is marked “Shutdown External”).
5. Route the wire out to the external source
through the cover plate at the right rear
bottom corner of the cab.
6. The external end of the wire must be hooked
to a grounded sending unit to provide a
grounded source for the Electronic
Instrument Control System. An example of
this would be an oil pressure sending unit or a
water temperature sending unit on an
external engine.
NOTE: Any type of external grounding Figure 2-57
source will work, but there must be a
good connection between the towed
implement and the tractor frame. Just
using the drawbar pin may not be
adequate and a safety chain is suggested
for an additional ground source.
7. Reinstall the cover onto the electrical control

panel.
To disable the external shutdown feature,
follow this procedure in the reverse order.
2-41
REMOVAL AND REPAIR OF COMPONENTS

DRAINING FUEL TANKS
1. Remove the fuel from both fuel tanks using a
suction pump with a filter on it. Store fuel in a
container approved for fuel use.
CAUTION: DO NOT SMOKE OR ALLOW

AN OPEN FLAME AROUND DIESEL FUEL.
2. The fuel remaining in the tanks that cannot

be suctioned out can be drained through the
petcocks, 1, located on the inside bottom of
each tank.
Figure 2-58
FUEL SUCTION LINE

Removal
1. Drain the fuel tanks as described in this
section.
2. Disconnect the fuel suction line, 1, from the
bottom inside of the left side fuel tank.
3. Pry open the two steel frame clamps that
secure the suction line to the frame. 1
4. Cut the wire ties that hold the hose bundles
and fuel suction line.
Figure 2-59
2-42
5. Disconnect the fuel suction line, 1, from the

fuel filter, 2.
6. Work the suction line downwards and 1
remove the line from the tractor.
7. Cap both ends of the suction line and both
open ports on the tractor.
Inspection
1. Inspect the suction line for kinks, breakage,

or other damage. 2
2. Inspect the farrel flange for cracking or
damage.
Installation Figure 2-60
1. Route the suction line from the engine

compartment downward to the bottom inside
of the left side fuel tank.
2. Connect the suction line to the fuel filter.
3. Connect the suction line to the inside of the
left side fuel tank.
4. Install the suction line into the two steel frame
clamps and secure the clamps.
5. Secure the fuel line to the hose bundles with
a tie strap.
6. After the suction line is installed, put enough
fuel in the tanks to start the tractor. Run the
tractor for a few minutes. Check the system
for leaks.
NOTE: It may be necessary to bleed the
engine fuel system when the suction line is
replaced. Follow bleeding instructions
included in the Cummins engine operator’s
manual included with each tractor.
FUEL RETURN LINE

Removal
1. Disconnect the fuel return line, 1, from the left

side of the engine. Be careful not to twist the
pipework on the engine.
2. On 2270 and 2310 tractors, remove the
battery cable clamp bolt at the rear left corner
engine mount. Remove the return line from
the clamp. 1
3. Pry open the steel frame clamp on the rear
hood support and pull the return line from the
clamp.
Figure 2-61
2-43
4. Disconnect the fuel return line, 1, from the top

inside of the right side tank.
5. Work the return line up to the engine
compartment. Remove the fuel return line
from the tractor.
6. Cap both ends of the line and both open ports
on the tractor.
1
Inspection
1. Inspect the return line for kinks, breakage or

other damage.
2. Inspect the farrel flange for cracking or
damage. Figure 2-62
Installation
1. Route the return line from the engine
compartment rearward to the top inside of
the right side fuel tank.
2. Connect the return line to the left side of the
engine. Be careful not to twist the pipework
on the engine.
3. Connect the return line to the right side fuel
tank.
NOTE: The 2240 tractor fuel return line
attaches to the front fitting on the top of
the right-hand fuel tank. All other Buhler
Versatile 4WD tractors attach to the rear
fitting.
4. Install the return line into the steel frame

clamp on the rear hood support and secure
the clamp.
5. On 2270 and 2310 tractors, install the return
line into the battery cable clamp at the rear
left corner engine mount. Install the clamp
using the clamp bolt previously removed.
FUEL CROSSOVER TUBE

Removal
1. Drain the fuel tanks as described in this

section.
2. Loosen all eight hose clamps, 1, on the
crossover tube (four on each end).
3. Work the crossover tube while tightening and
loosening some of the clamps in an effort to
remove the tube. A pipe wrench on the 1
rubber connector hoses is acceptable for
twisting the tube off the hose. A pipe wrench
on the metal crossover tube is not
recommended. Figure 2-63
2-44
The extensions, 1, from the tanks are 4.5″

into the connector hoses, 2. The crossover
tube, 3, is centered between the connector
hoses with about 2.5″ extending into the
hoses. It may be necessary to snip the hoses
to remove the crossover tube.
CAUTION: THE CONNECTOR HOSES

ARE REINFORCED WITH WIRE. CUTTING 1 2 3 2 1
THE HOSES TO REMOVE THEM WILL
EXPOSE SHARP EDGES.
If the connector hoses are damaged during Figure 2-64
removal, replace them with new hoses.
4. Remove the crossover tube from the tractor.
Inspection
1. Inspect the crossover tube for damage and

rust. Replace if necessary.
2. Inspect the connector hoses and clamps for
damage and replace if necessary.
3. Inspect the tank extensions for damage.
Figure 2-65
Installation
1. Clean the paint off the tube ends and the tank
extensions.
1
2. Place a small amount of petroleum jelly onto
the outside of the tank extensions, 1.
Figure 2-66
2-45
3. Put the hose, 1, onto one end of the

crossover tube, 2, and tighten the two hose
clamps. The tube extends into the hose 2.5″.
Install the other two hose clamps loosely 2 1
onto the connector.
4. On the other end of the crossover tube, place

some petroleum jelly on the outside of the
tube. Slide the connector hose and four hose
clamps over the end of the crossover tube
enough to get it onto the tractor. Do not
tighten the hose clamps at this time.
Figure 2-67
5. Place the end of the crossover tube, 1, with

the hose clamps tightened onto the tank
extension (4.5″) and tighten the two loose
hose clamps, 2, over the tank extension.
6. Slide the hose connector on the other end of
the crossover tube onto the other tank
extension (4.5″) and tighten all four clamps
(two on the tank and two on the tube).
1
7. Put enough fuel in the tanks to start the
tractor. Run the tractor for a few minutes. 2
Check the system for leaks.
engine fuel system when the crossover tube
is replaced. Follow bleeding instructions Figure 2-68
BREATHER
Removal
1. Remove the breather hoses, 1, from the fuel

tanks, 2, by pulling the hoses off the barbed
tank fittings at the top inside rear corners of
the tanks.
2 1
Figure 2-69
2-46
2. Locate the breather, 1, below the rear

window behind the rear cab cowling.
Remove the breather from its mount. 1
Access to the breather can be made through
the SMV sign located on the rear of the cab. 2 2
3. Remove the breather and hoses from the
tractor. The hoses are held in position on the
back panel of the cab with steel clips, 2.
4. Remove the breather hoses and tee from the
breather.
Inspection
1. Inspect the breather for damage or blockage. Figure 2-70

Replace if necessary.
2. Inspect the breather hoses for holes or kinks.
Installation
1. Install the breather hoses and tee onto the
breather.
2. Install the breather and breather hoses onto
the tractor. Route the hoses to the fuel tanks.
Secure the breather to its mount. Secure the
hoses to the cab rear panel using the steel
clips.
3. Connect the breather hoses to the barbed

fittings on the top inside rear corners of the
fuel tanks.
NOTE: Make sure there is no “belly” or
sagging to the breather hoses where they
run between the breather and the fuel
tanks. If the hose is allowed to sag, fuel
will collect in the hoses and be blown out
through the breather during normal
operation. It is permissible to shorten the
hoses to remove any “belly” that could
collect fuel.
2-47
FUEL TANKS
Removal
1. Drain both of the fuel tanks as described in

this section.
2. Remove the breather hose(s), 1, from the
fuel tank(s), 2, by pulling the hose(s) off the
barbed tank fitting(s) at the top inside rear
corners of the tank(s). 2 1
Figure 2-71
3. If the right side tank is to be removed,

disconnect the fuel return line, 1, from the top
inside of the right side tank.
Disconnect the fuel sending unit wire
harness.
Figure 2-72
4. If the left side tank is to be removed,

disconnect the suction line, 1, from the
bottom inside of the left side tank.
Figure 2-73
2-48
5. Remove the crossover tube, 1, from the

tractor as described in this section.
Figure 2-74
6. Remove the wheel fender bolts, 1, at the top

front of the tank.
NOTE: The right side fender also
supports the muffler. Support the fender 1
accordingly.
Figure 2-75
7. If the right side tank is to be removed,

disconnect and remove the batteries, 1, and
battery cover, 2 (see Section 3 of this
manual).
2
Remove the small handrail, 3.
3
Figure 2-76
2-49
8. If the left side tank is to be removed, remove

the ladder, 1, and handrails from the tank.
Figure 2-77
9. Support the tank with a forklift or overhead

lifting device.
Remove the seven tank mounting bolts, 1,
(three on the rear and four on the front) and
remove the tank from the tractor.
On the right side tank, the top two mounting

bolts on the front side of the tank also hold the
park brake cable bracket to the inside of the
tractor frame.
1 1
NOTE: An easy way to support the tank is
to put a pallet on a forklift and support the
tank from below. An empty tank weighs
approximately 161 kg (355 lbs).
Figure 2-78
2-50
Inspection
1. Inspect the tanks for rust or damage. Closely
inspect the welds around the mounting
brackets, 1, for cracks.
1
CAUTION: FUEL VAPOR WILL IGNITE
WITH SPARKS FROM A WELDER OR
SIMILAR TOOL. WELDING THE FUEL
TANKS IS NOT RECOMMENDED.
SPECIALIZED EQUIPMENT AND
TECHNIQUES ARE REQUIRED WHEN
WELDING FUEL TANKS. CONSULT A Figure 2-79
CERTIFIED WELDER FOR FURTHER
INFORMATION BEFORE ATTEMPTING
ANY REPAIRS.
2. Flush the tanks to remove any foreign

particles.
NOTE: Rust inside the tanks is very
difficult to remove. If the fuel system is
constantly contaminated with rust from
the fuel tanks, the tanks should be
replaced.
3. Replace any damaged fittings in the tank.

4. If the fuel sending unit requires replacement
(removal of tank is not required), see Section
3 of this manual.
2-51
Installation
1. Secure the tanks to the tractor frame using
the seven mounting bolts. Torque the bolts to
235 N·m (175 ft lbs).
On the right side tank, make sure the park
brake cable bracket, 1, is attached to the
inside of the frame with the top two tank bolts.
1
2. Reinstall the wheel fender bolts.
3. Reinstall the batteries and/or the ladder and
handrail onto the tanks (see Section 3 of this
manual for proper placement of the
batteries).
4. Reinstall the crossover tube as described in Figure 2-80
this section.
5. Connect the breather hoses, the fuel return
line, and the fuel suction line to the fuel tanks.
6. Reconnect the fuel sending unit wiring
harness on the right side tank.
7. Put enough fuel in the tanks to start the
tractor. Run the tractor for a few minutes.
Check the system for leaks.
engine fuel system when the fuel tanks are
replaced. Follow bleeding instructions
2-52
THROTTLE CABLE BRACKET -

MECHANICAL ENGINE 4
3
2240
Removal 1
1. Remove the throttle cable pivot stud, 1, from

the throttle arm, 2. 2
2. Loosen the locknut, 3, and remove the pivot
stud from the cable.
NOTE: Count and record the number of
turns the pivot stud is threaded onto the
cable. This will help in reassembly.
Figure 2-81
3. Remove the front stanchioning nut, 4, and
washer from the cable and pull the cable from
the bracket.
4. Cut the tie strap, 1, holding the throttle cable

to the bracket. 2 2
5. Cut the front and rear tie straps, 2, holding
the fuel system return line to the bracket.
Figure 2-82
6. Remove the two nuts and cap screws, 1, that

hold the pull coil timer module, 2, to the
throttle cable bracket. Allow the module and
harness to hang on the side of the engine.
1
Figure 2-83
2-53
7. Remove the two cap screws, 1, that hold the

front support bracket, 2, to the throttle 1
bracket and engine block. Remove the
support from the engine.
2
1
Figure 2-84
8. Remove the four cap screws, 1, that hold the

primary fuel filter manifold, 2, to the fuel filter
bracket, 3. Allow the filter to drop down
toward the engine. 2
NOTE: It is not necessary to disconnect
any fuel system hoses during throttle 1
bracket removal.
3
Figure 2-85
9. Remove the three cap screws and nuts, 1,

that hold the fuel filter bracket, 2, to the 2
throttle cable bracket. Remove the bracket
from the tractor.
Figure 2-86
2-54
10. Remove the two rear cap screws, 1;

washers, 2; and spacers, 3, that attach the 4
throttle cable bracket to the rear of the
engine.
NOTE: The lifting eye, 4, for the rear of the

engine is under the cap screws and
spacers.
1
2 3
Figure 2-87
11. Cut the tie strap, 1, holding the air

conditioning suction line, 2, to the bracket.
1
2
Figure 2-88
12. Remove the single cap screw, 1, that holds

the bracket, 2, to the top of the engine.
Remove the bracket from the tractor.
1
Figure 2-89
2-55
Installation
4
1. Install the throttle cable bracket onto the
engine using the single cap screw. Do not
tighten the cap screw at this time.
2. Install the two cap screws, 1, washers, 2, and
spacers, 3, that retain the bracket to the rear
of the engine. Be sure that the rear engine lift 1
bracket, 4, is in place under the spacers. Do
not tighten the bolts at this time.
2 3
Figure 2-90
3. Install the front support bracket, 1, onto the

engine block and throttle bracket using the 3
cap screw, 2, and nut and cap screw, 3. Do
not tighten the hardware at this time.
NOTE: Make sure the lines, cables, and 1
hoses are routed properly before
installing the brackets and hardware. 2
4. Torque the bracket hardware as follows:

Top single mounting cap screw - 82 N·m
(60 ft lbs)
Two rear mounting cap screws - 136 N·m
(100 ft lbs)
Bottom single front support cap screw -
Figure 2-91
56 N·m (41 ft lbs)
Single cap screw front support to main
bracket - 56 N·m (41 ft lbs)
NOTE: When tightening the two rear

mounting cap screws (spacers and
engine lifting bracket), place a vertical
load (hand tension) or the lift bracket to
insure it is in the proper position on the
engine and hardware.
5. Install the primary fuel filter mounting bracket

to the throttle cable bracket using the three
bolts and nuts. Torque the nuts to 56 N·m (41
ft lbs).
6. Install the primary fuel filter manifold
assembly to the primary fuel filter bracket
using the four cap screws. The air
conditioning compressor suction line is
P-clipped to the front left-hand cap screw.
Torque the cap screws to 56 N·m (40 ft lbs).
Do not over torque the bolts.
2-56
7. Route the throttle cable back into the eyelet

of the throttle bracket. Install and tighten the
washer and large cable nut on the front side
of the bracket. The threaded portion of the
cable should be roughly centered in the
bracket when tightening the cable nuts.
8. Reinstall the throttle cable pivot stud onto the
end of the cable. Tighten the jam nut against
the stud.
NOTE: Thread the pivot stud onto the
cable end the same amount of turns
recorded in Step 1 of “Removal.”
9. Install the pivot stud into the injection pump

throttle arm. Install and tighten the pivot stud
nut.
NOTE: The stud goes into the lowest hole
(third hole down) on the throttle arm with
the nut facing outward.
10. Install the tie straps for the air conditioning

line, fuel return line, and throttle cable onto
the throttle cable bracket.
11. Adjust the throttle cable as detailed in the

“Adjustments” section of this manual.
2270, 2310
Removal
1. Remove the throttle cable pivot stud, 1, from

the throttle arm, 2. Retain the plastic 3
washers, 3, for reassembly. 2
Figure 2-92
2-57

stud, 2, from the cable.
NOTE: Count and record the number of
turns the pivot stud is threaded onto the
cable for reassembly.
2
1
Figure 2-93
3. Remove the front cable stanchion nut, 1, and

washer and pull the cable from the bracket, 2.
2
Figure 2-94
4. Remove the two cap screws, 1, that retain

the throttle cable bracket, 2, to the engine
block. Remove the single pump cap screw, 3,
that retains the bracket to the hydraulic 2
pump. Remove the bracket from the tractor.
3
NOTE: The front bracket to engine block
cap screw is slotted so that it only needs 1
to be loosened to remove the bracket.
Figure 2-95
2-58
Installation
1. Install the bracket onto the engine block and
tandem pump using the hardware removed
in Step 4 of removal. Torque all three cap
screws to 56 N·m (40 ft lbs).
2. Reinstall the throttle cable to the bracket
using the washers and cable stanchioning
nuts. The threaded portion of the cable
should be centered on either side of the
bracket.
3. Reinstall the cable pivot stud, 1, onto the 3
2
cable the same amount of turns recorded in
Step 2 of removal. Tighten the jam nut.
4. Install the pivot stud, 1, onto the fuel pump
throttle arm, 2, making sure that the plastic
washers, 3, are on either side of the throttle
arm. The washers have a shoulder that fits 4 1
into the hole in the throttle arm. The pivot stud
nut, 4, faces to the outside of the tractor. The
pivot stud fits into the lower hole of the throttle Figure 2-96
arm.
5. Adjust the throttle linkage as detailed in this
section.
2-59
THROTTLE CABLE -
MECHANICAL ENGINE
Removal
NOTE: Throttle cable removal is identical on

all Model Buhler Versatile 4WD tractors
regardless of throttle cable bracket style.
1. Remove the throttle cable pivot stud, 1, from 3

2
the throttle arm, 2. Retain the plastic
washers, 3, for reassembly.

stud, 2, from the cable. Figure 2-97
NOTE: Count the number of turns the

pivot stud is threaded onto the cable for
reassembly purposes.
2
1
Figure 2-98
2-60
3. Remove the front stanchioning nut, 1, and

washer from the cable, 2, and pull the cable
from the bracket. Cut any tie straps holding
the cable in place.
4. In the cab, remove the lower right side
console cover to access the throttle cable
linkage. For information on removing the
cover, refer to Section 11.
2 1
Figure 2-99
5. Remove the cable pivot stud, 1, from the

throttle actuator bracket, 2. 1
6. Remove the cable stanchioning bracket, 3,
from the cab console frame by removing the 2
two securing bolts, 4.
Figure 2-100
7. Loosen the jam nut, 1, and remove the pivot

stud, 2, from the cable.
2
NOTE: Count the number of turns the
pivot stud is threaded onto the cable for
reassembly purposes. 1
8. From underneath the cab, pull the cable

downward through the cab floor and remove
the cable from the tractor.
Inspection
Inspect the cable to make sure it slides freely in
its sheath. If the cable is stiff and is hard to slide, Figure 2-101
replace it.
2-61
Installation
1. Push the cab end of the cable up through the 1
cab floor.
2. Install the pivot stud, 1, onto the end of the 3
cable, 2, and tighten the jam nut.
2
NOTE: Thread the pivot stud onto the
cable end the same number of turns
recorded during removal.
Figure 2-102
3. Install the stanchioning bracket, 1, around

the cable at the recessed area of the cable. 3
Secure the bracket to the inside of the
console frame with two bolts, 2.
4
4. Attach the cable pivot stud, 3, to the throttle
actuator bracket, 4.
Figure 2-103
5. Route the throttle cable from underneath the

cab forward and to the left side of the engine.
Put the cable, 1, through the cable bracket, 2, 2
and install the washer and stanchioning nut,
3.
NOTE: The threaded portion of the cable
should be roughly centered on the
bracket.
1 3
Figure 2-104
2-62
6. Reinstall the cable pivot stud, 1, onto the

cable the same amount of turns recorded in
Step 2 of removal. Tighten the jam nut.
7. Install the pivot stud, 1, onto the fuel pump
throttle arm, 2, making sure that the plastic 3
washers, 3, are on either side of the throttle 2
arm. The washers have a shoulder that fits
into the hole in the throttle arm. The pivot stud
nut, 4, faces to the outside of the tractor. The
pivot stud fits into the lower hole of the throttle
arm.
8. Adjust the throttle cable as described in the 4 1
“Adjustments” portion of this section.
9. In the cab, reinstall the lower right console Figure 2-105
cover.
DECELERATOR AND HAND THROTTLE

LINKAGE - MECHANICAL ENGINE
Removal
parking brake. Set the articulation lock.
Remove the key from the ignition.
described in Section 3 - Electrical System of
this manual.
3. Remove the lower right side console cover to
access the throttle linkage.
4. Remove the cable pivot stud, 1, from the
throttle actuator bracket, 2. 1
Figure 2-106
2-63
5. Remove the snap ring, 1, at the pivot joint of

the actuator bracket and the decelerator
arm. Remove and retain the washers and
plastic bushing.
6. Remove the snap ring, 2, that secures the 1
decelerator arm to the cab frame. Retain the 2
spring washer and remove the decelerator.
Figure 2-107
7. Remove the actuator bracket pivot stud, 1,

from the bottom of the throttle lever and
remove the actuator bracket.
8. Loosen the hand throttle adjuster nut, 2, from
the right-hand console pivot stud.
Figure 2-108
9. Remove the nut, 1, spring washers, 2, flat

washer, 3, bushing, 4, hand throttle, 5, and 1
large friction washer, 6. 2
3
4
5
Figure 2-109
2-64
Disassembly
2
1. Remove the pivot stud, 1, from the end of the
actuator rod, 2. Push the actuator rod against
3
the spring and remove the upper retaining
ring, 3, from the rod.
1
Figure 2-110
2. Slide the rod up and remove the spring, 1.

Remove the lower retaining ring, 2, and
remove the actuator rod, 3, from the bracket.
1 2 3
Figure 2-111
3. Loosen the locknut, 1, securing the

decelerator stop bolt, 2, to the decelerator
pedal. Remove the block, 3, and pedal pad,
4.
2
4 1
Figure 2-112
2-65
Inspection
3 3
1. Inspect the actuator rod, 1, and spring, 2, for
damage.
4
2. Inspect the plastic bushings, 3, at either end
5
of the actuator bracket, 4. Replace if worn.
3. Make sure all components will slide freely in
their bushings. If any parts are damaged,
replace them.
4. Inspect the pivot stud, 5, at the end of the rod.
Replace if worn. 1
2
Figure 2-113
5. Inspect the decelerator pivot bushing, 1, for

excessive wear. Replace if worn. Check that
the pivot spring washer, 2, has no breaks. 4 5
6. Inspect the decelerator stop bolt, 3, block, 4,
and pedal pad, 5, for excessive wear.
1
3 2
Figure 2-114
7. Inspect the throttle lever components for

wear or damage. The friction washer, 1,
should be replaced if glazed over or worn
down.
8. Check the spring washers, 2, and stepped
bushing, 3, for wear and replace if necessary. 1
3 2
Figure 2-115
2-66
Reassembly
1. Install the pedal pad, 1, and block, 2, in the
decelerator pedal arm. Use a quick-drying 3
adhesive between the pad and block to
secure in place. Install the stop bolt, 3, and
lock nut, 4, and tighten the locknut securely.
1 4
Figure 2-116
2. Install the bottom bushing, 1, and top

bushing, 2, in the bracket. Use a quick-drying
adhesive on the top bushing to secure in
place.
5 4 3
3. Install the actuator rod, 3, into the bracket,
and install the lower retaining ring, 4, in the
top slot.
NOTE: The top slot on the rod is for
mechanical engine throttle control
assemblies. The bottom slot on the rod is
for electronic engine throttle control 1 2
assemblies.
4. Install the spring, 5, over the actuator rod.

Figure 2-117
5. Push the end of the actuator rod, 1, against

the spring and through the bracket to install 3
the upper retaining ring, 2.
actuator rod. Thread the pivot stud all the
way into the rod and tighten.
Figure 2-118
2-67
Installation
1. Install the hand throttle by arranging the 5
components as shown. Install the large 4
friction washer, 1, the hand throttle, 2, the 3
bushing, 3, the flat washer, 4, and the spring 2
washers, 5. Assemble the spring washers
with the concave sides facing each other. 1
Figure 2-119
2. Install the hand throttle adjuster nut, 1, onto

NOTE: Do not overtighten the adjuster
nut. The handle will be adjusted at the end
of installation.
3. Place the actuator bracket and rod, 2, in
place under the right console and install the
pivot stud, 3, onto the bottom of the throttle
lever. 1
2
3
Figure 2-120
4. Place the spring washer and decelerator

over the console bracket stud, 1, and secure
with the snap ring, 2, previously removed.
5. Install the washers, 3, and plastic bushing at
the pivot joint of the actuator bracket and the 4
decelerator arm. Secure with the snap ring, 2 3
4, previously removed. 1
Figure 2-121
2-68
6. Attach the cable pivot stud, 1, to the throttle

actuator bracket, 2. 1
7. Adjust the throttle cable as described in
Adjustments. 2
Figure 2-122
8. Place the throttle handle at the center point of

its travel range. In this neutral position, the
top pivot stud ball end, 1, of the actuator rod,
2, should be level horizontally. If the end is
not level, loosen and adjust the position of
the pivot stud until it is level.
1
9. Adjust the hand throttle lever and decelerator
as described in Adjustments.
10. Reinstall the lower right console cover. 2
Figure 2-123
2-69
DECELERATOR AND HAND THROTTLE

LINKAGE - ELECTRONIC ENGINE
Removal

this manual.
access the throttle linkage.
4. Remove the throttle link, 1, from the throttle
actuator bracket, 2, and the throttle position
sensor arm, 3.
Figure 2-124

plastic bushing.
6. Remove the snap ring, 2, that secures the 1
decelerator arm to the cab frame. Retain the 2
spring washer.
7. Remove the decelerator.
Figure 2-125
2-70
8. Remove the actuator bracket pivot stud, 1,

from the bottom of the throttle lever and
remove the actuator bracket.
9. Loosen the hand throttle adjuster nut, 2, from
Figure 2-126
10. Remove the nut, 1, spring washers, 2, flat

washer, 3, bushing, 4, hand throttle, 5, and 1
large friction washer, 6. 2
3
4
5
Figure 2-127
Disassembly 1
2
1. Remove the pivot stud, 1, from the end of the
actuator rod, 2. Push the actuator rod against 3
the spring and remove the upper retaining
ring, 3, from the rod.
Figure 2-128
2-71
2. Slide the rod up and remove the spring, 1.

Remove the lower retaining ring, 2, and
remove the actuator rod, 3, from the bracket.
1 2 3
Figure 2-129
3. Loosen the locknut, 1, securing the

decelerator stop bolt, 2, to the decelerator
pedal. Remove the block, 3, and pedal pad,
4. 2
4 1
Figure 2-130
Inspection 3 3
1. Inspect the actuator rod, 1, and spring, 2, for
damage. 4
2. Inspect the plastic bushings, 3, at either end 5
of the actuator bracket, 4. Replace if worn.
3. Make sure all components will slide freely in
their bushings. If any parts are damaged,
replace them.
4. Inspect the pivot stud, 5, at the end of the rod.
Replace if worn. 1
2
Figure 2-131
2-72
5. Inspect the decelerator pivot bushing, 1, for

excessive wear. Replace if worn. Check that
the pivot spring washer, 2, has no breaks. 4 5
6. Inspect the decelerator stop bolt, 3, block, 4,
and pedal pad, 5, for excessive wear.
1
3 2
Figure 2-132
7. Inspect the throttle lever components for

wear or damage. The friction washer, 1,
should be replaced if glazed over or worn
down.
8. Check the spring washers, 2, and stepped
bushing, 3, for wear and replace if necessary. 1
3 2
Figure 2-133
9. Inspect the throttle link for any obvious

deformation. Check that the ball ends move
freely in their bushings. Adjust the ball ends
to attain a distance of 152 mm (6.0″) between 152 mm (6.0″″)
the centers of the ball ends. Tighten the jam
nuts securely.
Figure 2-134
2-73
Reassembly
1. Install the pedal pad, 1, and block, 2, in the
decelerator pedal arm. Use a quick-drying 3
adhesive between the pad and block to
secure in place. Install the stop bolt, 3, and
lock nut, 4, and tighten the locknut securely.
1 4
Figure 2-135
2. Install the bottom bushing, 1, and top

bushing, 2, in the bracket. Use a quick-drying
adhesive on the top bushing to secure in
place. 4
6 3
3. Install the actuator rod, 3, into the bracket,
and install the lower retaining ring, 4, in the
bottom slot, 5.
NOTE: The bottom slot, 5, on the rod is for
electronic engine throttle control
assemblies. The top slot on the rod is for
mechanical engine throttle control 1 5 2
assemblies.
4. Install the spring, 6, over the actuator rod.
Figure 2-136
5. Push the end of the actuator rod, 1, against

the spring and through the bracket to install
the upper retaining ring, 2.
actuator rod. Thread the pivot stud all the
way into the rod and tighten.
3
1
Figure 2-137
2-74
Installation
1. Install the hand throttle by arranging the 5
components as shown. Install the large 4
friction washer, 1, the hand throttle, 2, the 3
bushing, 3, the flat washer, 4, the spring 2
washers, 5. Assemble the spring washers
with the concave sides facing each other. 1
Figure 2-138
2. Install the hand throttle adjuster nut, 1, onto

NOTE: Do not overtighten the adjuster
nut. The handle will be adjusted at the end
of installation.
3. Place the actuator bracket and rod, 2, in
place under the right console and install the
pivot stud, 3, onto the bottom of the throttle
lever. 1
2
3
Figure 2-139
4. Place the spring washer and decelerator

over the console bracket stud, 1, and secure
with the snap ring, 2, previously removed.
the pivot joint of the actuator bracket and the 4
decelerator arm. Secure with the snap ring, 1
4, previously removed. 2 3
Figure 2-140
2-75
6. Install the throttle link, 1, between the

actuator bracket, 2, and the throttle position
sensor arm, 3.
2
Figure 2-141
7. Move the throttle handle through its full range

of motion. The handle should operate the
throttle position sensor through its complete
range. If the console prevents the handle
from completing its motion in one direction,
shorten or lengthen the throttle link to
achieve the complete range of motion.
Figure 2-142
8. Place the throttle handle at the center point of

its travel range. In this neutral position, the
top pivot stud ball end, 1, of the actuator rod,
2, should be level horizontally. If the end is
not level, loosen and adjust the position of
the pivot stud until it is level. When the end is
level with the hand throttle in the middle of its 1
travel, the throttle will not have excessive
resistance or lock up at either the high or low
throttle handle positions. 2
9. Adjust the hand throttle lever and decelerator
as described in Adjustments.
10. Reinstall the lower right console cover.
Figure 2-143
2-76
THROTTLE POSITION SENSOR -

ELECTRONIC ENGINE
Removal

this manual.
access the throttle position sensor.
4. Disconnect the throttle link, 1, from the
throttle position sensor arm, 2.
2
1
Figure 2-144

plastic bushing. Move and secure the
actuator bracket out of the way.
Figure 2-145
2-77
6. Unplug the throttle position POT wire

connector, 1.
Figure 2-146
7. Loosen and remove the through bolts, 1,

securing the throttle position potentiometer
to the console bracket. 1
Figure 2-147
Disassembly
1. Loosen the set screws, 1, in the arm, 2, of the
throttle position sensor. 1
Figure 2-148
2-78
2. Remove the plastic electrical segment, 1,

from the shaft and bearing body by removing
1
the two attaching screws, 2.
2
Figure 2-149
Inspection
1
1. Inspect the throttle position sensor body, 1,
for any obvious damage. If serious damage
is noticed, replace the complete throttle
position sensor assembly.
2. Inspect the end of the shaft at the rear of the
bearing body. The pin, 2, should not be bent
or deformed.
2
Figure 2-150
3. Inspect the plastic electrical segment for any

obvious damage. The center slot, 1, is spring
loaded and should turn freely. If damaged,
replace the complete throttle position sensor
assembly.
Figure 2-151
2-79
4. Reassemble the throttle position sensor to

appear as shown, and inspect the wiring for
any corrosion at the switch and at the black
connector, 1.
5. Connect an ohmmeter the following
connector pins, and measure the
resistances.
F E D C B A 1
Fully Counter- Fully
Pin Nos. clockwise Clockwise
A-B 490-510 Ω 2450-2470 Ω
A-C 2590-2610 Ω 1180-1200 Ω
B-C 2560-2580 Ω 2560-2580 Ω Figure 2-152
Fully Counter- First 0 - 20% 20 - 100% Fully

Pin Nos. clockwise Rotation Rotation Clockwise
D-F No continuity No continuity 20-30 Ω 20-30 Ω
E-F 20-30 Ω 20-30 Ω No continuity No continuity
Reassembly
1 2
1. Turn the shaft completely counterclockwise
and position the sensor attaching bolt holes,
1, vertical. 3
32°°
2. Attach the arm, 2, at 2 o’clock position, up 32°
from the horizontal plane. Install the two set
screws, 3, and tighten securely.
Figure 2-153
Installation
1. Install the throttle position sensor assembly 1 3

under the right hand console. Install on the
console bracket, 1, with the sensor link arm,
2, facing out toward you and to the right.
2. Install the sensor mounting tubes and
attaching bolts, 3. Tighten the bolts to 28 N·m
(21 ft lbs). 2
Figure 2-154
2-80
3. Plug the engine wire harness connector, 1,

into the sensor socket.
Figure 2-155
4. Adjust the throttle handle link, 1, to obtain a

distance of 152 mm (6.0″) between from the
centers of the ball joints. Connect the link to
the sensor arm, 2.
Figure 2-156

the pivot joint of the actuator bracket and the
decelerator arm. Secure with the snap ring,
2, previously removed.
2
1
Figure 2-157
2-81
6. Move the throttle handle, 1, through its full

ange of motion. The handle should operate
the throttle position sensor through its
complete range. If the console prevents the
handle from completing the handle’s motion
in one direction, shorten or lengthen the
throttle link to achieve the complete range
of motion.
Figure 2-158
7. Place the throttle handle at the center point

of its travel range. In this neutral position,
the top pivot stud ball end, 1, of the actuator
rod, 2, should be level horizontally. If the end
is not level, loosen and adjust the position of
the pivot stud until it is level. When the end
is level with the hand throttle in the middle of
its travel, the throttle will not have excessive
resistance or lock up at either the high or
low throttle handle positions.
8. Reinstall the lower right console cover.
9. Connect the battery cables as detailed
in Section 3 - Electrical System of this
manual.
10. Throttle Calibration Procedure: With the Figure 2-159
key switch ON (engine off), gradually push the

throttle lever from idle position to full throttle
and return to idle position. Repeat this step
three times. This procedure will recalibrate
the ECM and throttle potentiometer. Turn
key switch to the OFF position for a least
five seconds. Start the engine and let it idle
for one minute. Verify that fault codes are
inactive (Refer to Section 2 Repair Manual,
‘Fuel System’).
Fault codes 131 and 132 may also be
associated with fault 431. If either of these
codes are present, then the wiring and idle
switch/throttle potentiometer integrity should
be verified. If fault codes are still active,
repeat the throttle calibration.
2-82
CRUISE CONTROL SWITCHES

Removal
this manual.
3. Remove the lower right side console cover
to access the switch connectors.
4. Disconnect the electrical connector from the
switch under the console. Pinch the top and
bottom of the switch and push the switch
Figure 2-160
upward through the right hand console
panel.
Inspection
Cruise “On/Off” Switch -- Connect an ohmmeter
to the pins and check for continuity between
the following pins with the switch in position
indicated.
Switch Position Terminals Connected

On (Cruise) 2-3, 5-6
Off None
Figure 2-161
“+ / --” Switch -- Connect an ohmmeter to the

pins and check for continuity between the
following pins with the switch in position
indicated.

+ 2-3, 5-6
Off None
- 1-2, 4-5
Installation
1. Install the switch securely into the console
by pushing the switch down through the
console panel. Figure 2-162
2. Connect the electrical connector to the
bottom of the switch.
3. Install the right hand lower console panel.
4. Connect the battery cables.
2-83
COLD STARTING SYSTEM

The cold starting system consists of:
1. Actuator switch
2. Thermoguard switch
3. Solenoid valve assembly
4. Ether canister
5. Ether tube
6. Atomizer
The following procedure describes the removal,

inspection, and reinstallation of all of these
components with the exception of the actuator
switch (covered in Section 3).
ENGINE TEMPERATURE SENSOR

SWITCH 3
Removal
1
1. The Thermoguard switch, 1, is located on the
right-hand side of the engine block. Unplug
the connector, 2, from the engine wire
harness.
2
2. Remove the bolt, 3, that holds the
Thermoguard switch to the engine block.
NOTE: The bolt that holds the engine
temperature sensor switch to the engine
block is threaded into the water jacket of
Figure 2-163
the engine. A small amount of coolant will
be lost when the bolt is removed.
Reinstall the bolt during removal and
replacement procedure.
Inspection
1. The engine temperature sensor switch is a
temperature- sensitive switch that has the
following specifications:
- The switch opens at 27° C (81° F ± 5° F).
- The switch closes at 16° C (60° F ± 6° F).
- Minimal resistance (less then 1 ohm)
across the switch wire leads when the
switch is closed.
2-84
2. A simple test of the switch can be done by

placing the switch into a container of water
that has a temperature of 16° C (60° F) or
less.
Place the leads of an ohmmeter onto the
wires for the switch. Once the switch has
sensed the temperature (approximately 1
minute), the switch should close and the
ohmmeter should show continuity.
Place the switch into a container of water that

has a temperature above 27° C (81° F).
Place the leads of an ohmmeter onto the
wires for the switch. Once the switch has
sensed the temperature (approximately 1 Figure 2-164
minute), the switch should open and the
ohmmeter should show no continuity.
Installation
1. Reinstall the switch onto the engine with the
attaching bolt.
NOTE: The bolt that holds the engine
temperature sensor switch to the engine
block is threaded into the water jacket of
the engine. Make sure the bolt is
tightened securely during installation.
Use a small amount of thread sealer on
the bolt threads to prevent coolant from
leaking.
2. Plug in the connector from the switch to the

engine wire harness.
2-85
ETHER CANISTER
Removal
CAUTION: STARTING FLUID IS HIGHLY

FLAMMABLE. DO NOT USE NEAR FIRE,
SPARKS, OR FLAMES. STARTING FLUID IS
TOXIC AND FATAL IF SWALLOWED. AVOID
CONTACT WITH EYES. WEAR PROPER EYE
PROTECTION WHEN WORKING WITH
STARTING FLUID.
1. The cold start solenoid is located between

the oil cooler(s)/condenser and the radiator
in the front of the tractor. Release the
cooler/condenser from its bracket and swing
it out of the way.
2. The cold start solenoid valve, 1, is located on
the left-hand wall of the tractor front nose 2
piece.
Loosen the hose clamp, 2, from around the
canister. Remove the empty ether canister
from the valve by unscrewing it from the
solenoid valve.
1
3. There is a rubber washer seal under the
canister. Inspect the washer and replace it if
necessary.
Installation Figure 2-165

1. Make sure that the sealing washer is in place
in the solenoid valve.
2. Install the new canister by screwing it into the
solenoid valve hand tight.
3. Tighten the hose clamp around the canister.
2-86
SOLENOID VALVE
Removal
1. Remove the ether canister from the solenoid
valve as detailed in this section.
2. Remove the ether supply tube fitting, 1, from
the bottom of the solenoid valve. 3
3. Unplug the solenoid valve connector, 2, from 1
the engine wire harness.
4. Remove the four mounting bolts, 3, from the
tractor nose cowling and remove the 2
solenoid valve.
NOTE: The front bottom bolt holds a Figure 2-166
P-clip for the wire harness.
Inspection
1. Using an ohmmeter, check the resistance
through the solenoid valve electrical wires.
The resistance should be from 1.0 to 2.0
ohms.
2. By connecting a power source to the
blue/white wire and a ground to the black
wire on the solenoid valve, the solenoid valve
should activate and the plunger should move
upward.
3. The solenoid valve and bracket is serviced
as one assembly. If the valve does not
operate correctly, the entire assembly must
be replaced. Figure 2-167
Installation
1. Install the solenoid valve and bracket using
the four mounting bolts.
NOTE: The bottom front bolt holds a
P-clip for the wire harness.
2. Reconnect the ether tube to the solenoid

valve fitting.
3. Reconnect the wiring harness to the solenoid
valve.
4. Install the starting fluid canister as described
in this section.
2-87
EHTER TUBE
Removal
1. Disconnect the ether tube, 1, from the bottom
of the solenoid valve.
Figure 2-168
2. Pull the ether tube from the grommet, 1, on

the left side of the front of the tractor. Pull the
tube from the clamps, 2, on the radiator 2
shroud.
Figure 2-169
3. Cut the tie straps, 1, holding the tube to the

air intake tube.
1
4. Disconnect the tube from the atomizer, 2.
Figure 2-170
Inspection
Make sure the tube is not kinked or cracked open.
Replace the tube if necessary.
2-88
Installation
1. Connect the ether tube to the atomizer, 1.
Route the tube along the side of the air intake 2
tube and secure the tube with tie straps, 2.
Figure 2-171
2. Route the ether tube along the left side of the

radiator shroud. Install the tube in the
clamps, 1, and push the tube through the
grommet, 2. 1
Figure 2-172
3. Connect the ether tube, 1, to the bottom of

the solenoid valve.
4. When the ether tube is routed properly
tighten the clamps on the side of the radiator
shroud and make certain that the tie straps
on the air intake hose are tight.
Figure 2-173
2-89
ATOMIZER
Removal
1. Disconnect the ether tube from the atomizer
fitting, 1.
2. Using a tubing wrench, remove the atomizer
from the air intake.
Figure 2-174
Inspection
1. Make sure the atomizer is clean and the
small injection hole is not plugged.
2. The atomizer can be disassembled to clean
the small filter inside. Unscrew the body from
the adaptor and clean the filter.
When reassembling the atomizer, apply a
small amount of thread locker on the threads
to guarantee that the atomizer will not come
apart.
IMPORTANT: It is very important to use
thread locker on the atomizer. If the atomizer
separates, it could fall into the engine air Figure 2-175
intake causing severe engine damage.
Installation
1. Apply a small amount of pipe thread sealant
to the atomizer threads.
NOTE: Applying thread sealant will
ensure that dirt will not pass through the
threads into the engine air intake.
2. Install the atomizer into the intake manifold

using a tubing wrench.
3. Reconnect the ether tube to the atomizer.
2-90
2240 FUEL SOLENOID HARNESS AND

PULL COIL TIMER MODULE
Removal
1. Disconnect the batteries as detailed in

Section 3 of this manual.
CAUTION: DO NOT ATTEMPT TO REMOVE

THE FUEL SOLENOID HARNESS OR PULL
COIL TIMER MODULE WITHOUT FIRST
DISCONNECTING THE BATTERIES.
SERIOUS INJURY COULD RESULT.
2. Remove the large nut, 1, on the rear of the

engine starter solenoid, 2, and disconnect
the fuel solenoid wire harness, 3, from the
starter solenoid.
3
Figure 2-176
3. Remove the cap screw, 1, and remove the

wire harness ground wire, 2, from the side of
the engine block.
NOTE: A star washer is located under the
ground cables against the engine block.
Do not lose the washer.
2
Figure 2-177
2-91
4. Cut the two plastic tie straps, 1, that bundle

the harness together on the side of the
engine.
Figure 2-178
5. Remove the cap screw, 1, that secures the

P-clip, 2, to the engine block. Remove the
fuel solenoid wire harness from the clip.
Figure 2-179
6. Slide the protective rubber sheath, 1, down

the wire harness to expose the harness
connector, 2.
1
Figure 2-180
2-92
7. Using a dental pick style tool, carefully bend

the two small tabs of the connector, 1,
outward to unhook the fuel solenoid harness
from the engine harness, 2.
2
1
Figure 2-181
8. Unplug the fuel solenoid to pull coil timer

module connector, 1, at the rear of the
injection pump.
Figure 2-182
9. Remove the two cap screws and nuts, 1, that

retain the pull coil timer module to the throttle
cable bracket front support, 2. Remove the 1
module and fuel solenoid wire harness from
the tractor.
Figure 2-183
2-93
Inspection
1
Use the following procedure to test the 2240 fuel
solenoid circuit components.
1. Check continuity of the injection pump
solenoid.
Use a volt/amp/ohmmeter to check the
solenoid on the engine. Check the continuity
of the wires in the solenoid connector, 1, at
the rear of the pump. The following readings
should be observed:
Wires Probed Continuity?
Red to black Yes
Figure 2-184
White to black Yes
Red to white Yes*
*The red (hold) and white (pull) wires will
have continuity due to the shared black
(ground) wire inside the solenoid.
2. Check the injection pump solenoid for short

circuits.
continuity of the solenoid wires between the
pins and the solenoid housing, 1.

Red to housing No
White to housing No 1
Black to housing No
Figure 2-185
3. Check the continuity of the fuel solenoid

harness.
continuity of the fuel solenoid wire harness.
Check the individual wire ends and the pins
in the connector, 1.
1
Black fuse feed to pin B Yes
Black ground to pin C Yes
Orange power to pin A Yes
Figure 2-186
2-94
4. Check the fuel solenoid circuit for proper

operation.
The circuit can be bench tested by simply
reconnecting the components and applying
power and ground to the appropriate wires in
the harness.
Use the solenoid on the injection pump of the
engine to complete the circuit. It does not
need to be removed from the engine.
Connect the harness ground wire (black), 1,
to a good ground. Connect the fuse power 2
wire (black), 2, to a 12-volt power source.
Install an ammeter, 3, (capable of handling at 4
least 50-amp load) in series between the
fuse power wire and the power source.
1
By intermittently connecting the orange wire,
4, to the 12-volt power source, circuit
performance can be evaluated. When the
circuit is first activated, the ammeter should
show a high current draw (as much as 40
amps). After approximately 0.5 second, the
current draw should reduce to 2-3 amps. The 3
fuel solenoid should retract each time the
circuit is activated by the orange wire, 4. Figure 2-187
Installation
1. Attach the pull timer control module to the
throttle cable front support with the two small
cap screws and nuts.
2. Reconnect the fuel solenoid to the module by
snapping together the connector at the rear
of the injection pump.
3. Reinstall the fuel solenoid wire harness pin
connector into the engine harness
connector. Make sure the two small tabs of
the connector grab the pin (bending the tabs
inward will help retain the pin). Slide the
rubber sheath over the connection.
4. Route the solenoid harness and the engine
harness into the P-clip and install the
retaining cap screw.
5. Bundle the wires properly and reinstall the
two tie straps in the proper location.
6. Install the solenoid harness ground wire
under the cap screw (under the two heavy
cables) and tighten the cap screw securely.
7. Install the solenoid harness power wire
under the starter solenoid nut (on top of the
heavy cable) and tighten the nut securely.
8. Reconnect the batteries as detailed in
Section 3.
2-95
FUEL COOLER (N14)

Removal
this manual.
Figure 2-188
3. Place an oil pan under the front end of the

tractor to catch any fuel from the cooler
and hoses. Label the bottom inlet hose, 1,
and the top outlet hose, 2, for reference on
installation. Remove the fuel cooler inlet and
outlet hoses by loosening the connection at
the fittings. Cap the hoses to prevent any
debris from entering the system.
QSM11 only - Remove bottom outlet hose ,
1, and top inlet hose ,2.
the fuel cooler to the top bracket.
Figure 2-189
5. Remove the two capscrews, 3, Figure 2-187,

that attach the fuel cooler, 2, to the bottom 1
bracket. Angle the cooler 45 degrees to the
right and lift the fuel cooler from the tractor.
QSM11 only - Remove the four capscrews,
1, Figure 2-189, that attach the fuel cooler 2
to the cooler frame.
Figure 2-190
2-96
Inspection
Lay the cooler on a piece of cardboard. Inspect
the cooler fins for any damage, bending or
deformation. It is possible to repair minor
damage by straightening the fins manually. Any
substantial damage requires replacement of the
cooler.
Inspect the braising around the cooler tubes for
any cracks. If fuel is leaking, replace the cooler
assembly.
Installation
1. Lift the cooler, 1, into place behind both
the top and bottom support bracket, 2, and
install the two capscrews, 3. Hand tighten
the capscrews at this time.
QSM11 - Install cooler onto top portion of
cooler door frame. Install four capscrews, 3,
and tighten.
Figure 2-191
2. Align the top of the cooler with the capscrew

holes. When the cooler is properly aligned,
install the two capscrews, 1, at the top of the
cooler. Tighten all the capscrews securely.
3. Install the fuel cooler outlet hose, 2, to the
top port, and the inlet hose, 3, to the bottom
port.
QSM11 - Install fuel cooler outlet hose to
bottom port, 1, and inlet hose to top port, 2.
4. Connect the battery cables as detailed
in Section 3 - Electrical System of this
manual.
5. Start the tractor and inspect the fuel hoses Figure 2-192
and lines for leaks. Repair if necessary.
2-97
FUEL COOLER VALVE

Removal (N14 Shown)
this manual.
3. Place an oil pan under the valve of the
tractor to catch any fuel from the cooler
valve and hoses. Label and disconnect the
engine hose, 1, the tank hose, 2, the cooler
supply hose, 3, and the cooler return hose,
4. Cap the hoses to prevent any debris from
entering the system.
4. Remove the through bolts, 5, and remove
the valve from the tractor.
Figure 2-193
Disassembly
1. Remove the hose fittings, 1, and discard the
O rings.
2. Remove the valve assembly, 2, from the
valve body.
Figure 2-194
2-98
Inspection
1
1. Clean the inside of the valve body, 1, and
ports with a non-residue cleaning solvent
and a lint-free cloth, and blow dry with
compressed air. Inspect the interior surfaces
for scoring or nicks especially on the valve
seat, 2. Replace the valve if there are any
noticeable nicks.
Figure 2-195
2. Clean all valve parts with a non-residue

cleaning solvent and a lint-free cloth, and
blow dry with compressed air. Inspect the 3 2
inside of the shaft, 1, and internal valve
components for obvious damage.
3. Replace the O ring as necessary. Check the
machined surfaces of the spool, 2, for any 1
scoring or nicks. Replace the complete valve
if damaged.
4. Check the control spring, 3, for breaks,
cracks, or bends. Replace the valve if the 4
spring is damaged.
5. Check that the bleed holes in the valve
interior, 4, are clear by passing clean solvent Figure 2-196
through the holes.
Reassembly
1. Install the valve assembly, 1, into the valve

2 2
body.
2. Install the hose fittings, 2, with new O rings.
1
2 2
Figure 2-197
2-99
Installation
1. Place the valve in position on the tractor,
install the through bolts, 1, and tighten 2
securely.
3
2. Reconnect the engine hose, 2, the tank hose,
3, the cooler supply hose, 4, and the cooler 1
return hose, 5.
3. Connect the battery cables as detailed in
Section 3 - Electrical System of this manual. 5 4
Figure 2-198
2-100
REPAIR TIME FOR INDIVIDUAL COMPONENTS

COMPONENT HOURS
Throttle and Cable Adjustment - Mechanical Engine 0.5
Throttle Control Adjustment - Electronic Engine 0.5
Hand Throttle Lever and Decelerator Adjustment 0.5
Automatic Shutdown Conversion 0.1
External Shutdown Conversion (depending on implement) 0.5
Draining Fuel Tanks 1.0
Fuel Suction Line (1.5 hours total)
Draining of Fuel Tanks 1.0
R&R of Suction Line 0.5
Fuel Return Line 0.5
Crossover Tube (2.0 hours total)
R&R of Crossover Tube 1.0
Breather 0.5
Fuel Tanks
R&R of Right Side Tank (3.0 hours total)
R&R of Right Side Tank 1.0
R&R of Left Side Tank (3.0 hours total)

R&R of Left Side Tank 1.0
R&R of Both Tanks (4.0 hours total)

R&R of Right Side Tank 1.0
R&R of Left Side Tank 1.0
Throttle Cable Bracket (includes adjustment)
2240 2.0
2270, 2310 1.5
Throttle Cable (all models) 1.5
(includes adjustments)
Decelerator and Hand Throttle Linkage - Mechanical Engine 1.5
Decelerator and Hand Throttle Linkage - Electronic Engine 2.0
Throttle Position Sensor - Electronic Engine
R&R of Sensor (includes adjustments) 0.7
Cruise Control On/Off Switch
R&R of Switch 0.3
2-101
COMPONENT HOURS
Increment/Decrement Toggle Switch
R&R of Switch 0.3
Cold Start
R&R of engine temperature sensor Switch (includes inspection) 0.5
R&R of Solenoid Valve (includes inspection) 0.5
R&R of Ether Tube 0.5
R&R of Atomizer 0.5
2240 Fuel Solenoid Harness and Pull Coil Timer Module (1.5 hours total)
R&R of Harness and Module 1.0
Testing and Inspection 0.5
Fuel Cooler
R&R of Cooler 0.6
Fuel Cooler Valve
R&R of Valve 0.3
2-102
INDEX
Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-34 Fuel cooler valve - Electronic engine . . . . . . . . 2-20
Atomizer removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-98
removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-90 disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 2-98
inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-90 inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-99
installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-90 reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 2-99
Automatic shutdown . . . . . . . . . . . . . . . . . . . . . . 2-25 installation . . . . . . . . . . . . . . . . . . . . . . . . . . 2-100
Automatic shutdown conversion . . . . . . . . . . . . 2-39 Fuel crossover tube . . . . . . . . . . . . . . . . . . . . . . 2-13,
Breather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12, removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-44
removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-46 inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-45
inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47 installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-45
installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47 Fuel return line . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
CELECT engine and the EICS . . . . . . . . . . . . . . 2-3 removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-43
CELECT engine derate and EICS warning inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-44
lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3 installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-44
CELECT module inputs and outputs . . . . . . . . . 2-9 Fuel solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21
Cold start circuit . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18 Fuel solenoid electrical control circuit . . . . . . . 2-22
Cold starting system . . . . . . . . . . . . . . . . . 2-16, 2-84 Fuel solenoid harness and pull coil timer
Cold starting system electrical control circuit . 2-18 module - Model 2240
Cruise control switches removal . . . . . . . . . . . . . . . . . . . . . . . . . . 2-91
removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-82 inspection . . . . . . . . . . . . . . . . . . . . . . . . 2-94
inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-83 installation . . . . . . . . . . . . . . . . . . . . . . . . 2-95
installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-83 Fuel suction line . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
Decelerator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16 removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-42
Decelerator adjustment . . . . . . . . . . . . . . . . . . . 2-38 inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-43
Decelerator and hand throttle linkage installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-43
Mechanical engine Fuel system components - Electronic engine . . 2-5
removal . . . . . . . . . . . . . . . . . . . . . . . . . . 2-63 Fuel tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12,
disassembly . . . . . . . . . . . . . . . . . . . . . . 2-65 removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-48
inspection . . . . . . . . . . . . . . . . . . . . . . . . 2-66 inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-51
reassembly . . . . . . . . . . . . . . . . . . . . . . . 2-67 installtion . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-52
installation . . . . . . . . . . . . . . . . . . . . . . . . 2-68 Hand throttle and linkage
Decelerator and hand throttle linkage Mechanical engine . . . . . . . . . . . . . . . . . . . . 2-13
Electronic engine removal . . . . . . . . . . . . . . . . . . . . . . . . . . 2-63
removal . . . . . . . . . . . . . . . . . . . . . . . . . . 2-70 disassembly . . . . . . . . . . . . . . . . . . . . . . 2-65
disassembly . . . . . . . . . . . . . . . . . . . . . . 2-71 inspection . . . . . . . . . . . . . . . . . . . . . . . . 2-66
inspection . . . . . . . . . . . . . . . . . . . . . . . . 2-72 reassembly . . . . . . . . . . . . . . . . . . . . . . . 2-67
reassembly . . . . . . . . . . . . . . . . . . . . . . . 2-74 installation . . . . . . . . . . . . . . . . . . . . . . . . 2-68
installation . . . . . . . . . . . . . . . . . . . . . . . . 2-75 Electronic engine . . . . . . . . . . . . . . . . . . . . . 2-14
Description and operation . . . . . . . . . . . . . . . . . . 2-2 removal . . . . . . . . . . . . . . . . . . . . . . . . . . 2-70
Draining fuel tanks . . . . . . . . . . . . . . . . . . . . . . . . 2-42 disassembly . . . . . . . . . . . . . . . . . . . . . . 2-71
Electrical components - Electronic engine . . . . . 2-6 inspection . . . . . . . . . . . . . . . . . . . . . . . . 2-72
Engine temperature sensor switch reassembly . . . . . . . . . . . . . . . . . . . . . . . 2-74
removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-84 installation . . . . . . . . . . . . . . . . . . . . . . . . 2-75
inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-84 Hand throttle lever adjustment . . . . . . . . . . . . . 2-38
installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-85 Individual component operation . . . . . . . . . . . . 2-10
Error code identification - Electronic engine . . 2-33 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Error codes - Electronic engine . . . . . . . . . . . . . 2-31 Removal and repair of components . . . . . . . . . 2-42
Ether canister Repair time for individual components . . . . . . 2-101
removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-86 Solenoid valve
installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-86 removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-87
Ether tube inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-87
removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-88 installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-87
inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-88 Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-26
installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-89 Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27
External shutdown conversion . . . . . . . . . . . . . 2-40 Throttle and cables adjustment
Fuel cooler - Electronic engine . . . . . . . . . . . . . 2-20 Mechanical engine . . . . . . . . . . . . . . . . . . . . 2-34
removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-96 Throttle cable - Mechanical engine
inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-97 removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-60
installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-97 inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-61
installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-62
2-103
Throttle cable bracket - Mechanical engine (2240) Electronic engine . . . . . . . . . . . . . . . . . . . . . 2-36
removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-53 Throttle position sensor - Electronic engine . . 2-15
installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-56 removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-77
Throttle cable bracket disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 2-78
- Mechanical engine (2270 & 2310) inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-79
removal . . . . . . . . . . . . . . . . . . . . . . . . . . 2-57 reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 2-80
installation . . . . . . . . . . . . . . . . . . . . . . . . 2-59 installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-80
Throttle control adjustment Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
2-104
Ph.: 204.661.8711
Buhler
Versatile
2240
2270
REPAIR MANUAL
2290
2310
2335
2360
2375 Section 3 -
Electrical
2425 System
89002003 09/2008
SECTION 3
ELECTRICAL SYSTEM
CONTENTS
DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-49
SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-51
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-53
BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-54
STARTING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-71
CHARGING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-114
INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-137
INDIVIDUAL SYSTEM CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-287
REPAIR TIME FOR INDIVIDUAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-410
Disclaimer
3-1
SECTION 3 - ELECTRICAL SYSTEM

GENERAL SYSTEM The 2360 and 2425 CELECTt electronic engine
system is covered in this section and Section 2 -
This section describes the operation,
Fuel System.
troubleshooting, inspection and repair of the
electrical system components. NOTE: The electrical functional portions of
the PTO, Three-Point Hitch, Powershift
The Buhler Versatile 4WD tractors use a 12 volt,
Transmission, and Axle Differential Lock
negative grounded electrical system consisting
systems are covered in their respective
of three 12 volt batteries connected in parallel, a
sections of this manual, and will not be
130 amp alternator, connecting wiring harnesses
covered in this section. For information on
and various electrical devices. For convenience,
how each of these circuits work, refer to their
all relays and fuses are located on the fuse and
respective sections. Wiring diagrams for
relay panel, directly behind the operator’s seat,
these systems are included in this section for
right-hand corner of the cab. Nearly all circuits
reference purposes only.
originate from and return to the fuse and relay
panel.
The wire harness connectors are designed for

resistance to corrosion from moisture. Most of
the wire harnesses are further protected from the
elements by routing within the cab whenever
possible.
3-2
DEFINITION OF TERMS OHM - A unit of resistance to the flow of electrical

current.
AMP - A unit of measure for the flow of current
in a circuit. The amp measures electrical flow the OHMMETER - An instrument for measuring
same as “gallons per minute” is used to measure the electrical resistance in a component or
hydraulic flow. circuit. Ohmmeters should only be connected to
components/circuits that have no voltage potential
AMMETER - An instrument for measuring the present.
flow of electrical current in amps. Ammeters are
connected in series with the circuit to be tested. POTENTIAL - The difference in voltage between
two points in a circuit.
CIRCUIT - A continuous, unbroken path along
a conductor through which electrical current RELAY - A switch which opens or closes a circuit
can flow from a source (high potential), through electrically, the same as a solenoid valve in a
a component, and return to the source (low hydraulic system. Relays have “control” and “load”
potential). circuits.
COLD CRANKING AMPS (CCA) - The measure RESISTANCE - The force opposing the flow of
of a battery’s capability to rotate the crankshaft at electrical current, the same as an orifice restricts
a sufficient speed for starting at 18°C (0°F). flow in a hydraulic system. Resistance is measured
in ohms.
CONTINUITY - Unbroken path along a conductor
through which electrical current can flow. SPECIFIC GRAVITY - A measure of the sulfuric
acid in a battery cell which is a measure of the
CURRENT - Movement of electricity along a degree of charge of that cell. Specific gravity is
conductor. Current is measured in amps. measured using a hydrometer.
DIODE - A device that will allow current to pass in SWITCH - A device used to open or close an
one direction only, the same as a check valve in a electrical circuit, the same as a gate valve in a
hydraulic system. hydraulic system.
DIRECT CURRENT (DC) - A flow of electrons VOLT - A unit of electrical potential which causes
moving in the same direction along a conductor current to flow, the same as pressure causes flow
from a point of high potential to one of lower in a hydraulic system.
potential.
VOLTMETER - An instrument for measuring the
FUSE - A device used to protect wires and circuits electrical potential difference in volts. Voltmeters
from an over-current condition (overload). are connected in parallel to the points where
voltage is being measured.
3-3
WIRE IDENTIFICATION Wire Color System

The wiring used on the Buhler Versatile 4WD Red CAUTION - This wire is at
tractors is marked for ease of identification. The Battery voltage with respect to
wires are color coded by system and individually ground
marked with letter-number combinations. The
“letter” portion of the wire number identifies the Black Always at Battery Ground
wiring harness (or optional system) that the wires Orange Starting and Charging
are contained in. The “numeric” portion of the Gray Monitor Group
wire number identifies the particular wire in that
harness. An explanation of the markings is given Blue Lighting
in the tables below: White Misc Accessories
Dark Green Air Conditioning
Wire Code Definition
Brown Powershift
AP Auxiliary Power
Pink Three-Point Hitch
CA Main Battery Cables
Tan Differential Lock
CM Cab Main Wire Harness
Yellow PTO
CR Cab Roof Wire Harness
DL Differential Lock System An example of a typical wire would be an orange
EN Engine Wire Harness wire with “CM-5” stamped on it. From the
information provided above, it can be determined
PS Powershift System that this wire is associated with the start and
RF Rear Frame Wire Harness charge circuit (wire color is orange) and is located
in the Cab Main wire harness (CM letter
SS Implement Status Switch designation in the wire number).
TP Three-Point Hitch
The wire colors signify electrical system circuits
only. There are many duplicate color wires used
on the tractor. The letters and numbers stamped
on each wire must be used to identify the
individual wires.
3-4
Figure 3-1
3-5
MAJOR ELECTRICAL COMPONENT LOCATION

The following table lists the location of major electrical system components as referenced in Figure 3-1.
ID # Component
1 A/C Controls
2 A/C Clutch
3 A/C Blower Motor
4 Alternator
5 Batteries
6 Brake Pedal Switch
7 Cold Start Solenoid
8 Coolant Level Sender
9 Dome Light
10 Door Switch
11 Engine Speed Sender
12 Fuel Level Sender
13 Fuel Solenoid
14 Fuse and Relay Panel
15 Horn
16 Hydraulic Filter Bypass Switch
17 Hydraulic Oil Temperature Sensor
18 Ignition Switch
19 Instrument Panel
20 Monitor Function Selector Switch
21 Park Brake Switch
22 Radio
23 Radio Speakers
24 Reel Lamp
25 Start Relay
26 Starter Motor
27 Engine Temperature Sensor Switch
28 Transmission Filter Bypass Switch
29 Warning Light Bar
30 Washer Pump - Front
31 Washer Pump - Rear
32 Wiper Motor - Rear
33 Wiper Motor - Front
34 Acknowledge/Reset Switch
35 Digit Select Switch
36 Light Switch
37 Cigar Lighter
38 Fuel Gauge
39 Right Hand Post Instrument Bus B Pilar
3-6
Figure 3-2
3-7
ELECTRONIC ENGINE COMPONENT LOCATION

The following table lists the location of the major CELECTt electronic engine components as
referenced in Figure 3-2.
Electronic Engine Sensors

ID # Component
1 CELECTt Control Module
2 Engine Position Sensor
3 Intake Manifold Pressure Sensor
4 Intake Manifold Temperature Sensor
5 Coolant Temperature Sensor
6 Coolant Level Sensor
7 Ambient Air Pressure Sensor
8 Oil Pressure Sensor
9 Oil Temperature Sensor
Electronic Engine Controls

ID # Component
10 Throttle Position Sensor
11 Cruise Control On/Off Switch
12 Increment/Decrement Toggle Switch
3-8
Figure 3-3
Battery Cable Routing Notice the cab ground stud that is attached to the
bottom right hand cab beam. This ground
Figure 3-3 is a representative diagram of the location connects the cab frame and fuse and
routing of the battery cables on the tractor. The relay panel to the battery ground.
cables run from the batteries (on top of the right
hand fuel tank) to the starter motor on the left rear
corner of the engine. Jumper cables run over to
the alternator on the right front corner of the
engine.
3-9
Connector Identification
This table is provided to identify the purpose and location of all connectors used on the Buhler Versatile
4WD tractors. The connector locations on the tractor are identified by using this chart and figure 3-4
through 3-8.
Connector Figure
Number Number Wire Harness Connector Location/Purpose
J1 3-4 Cab Main Bottom Of Fuse And Relay Panel
J4 3-5 Cab Roof Bottom Of Fuse And Relay Panel
J5 3-6 Engine Bottom Of Fuse And Relay Panel
J7 3-8 Rear Frame Bottom Of Fuse And Relay Panel
J8 3-8 Rear Frame Or Powershift Bottom Of Fuse And Relay Panel
J13 3-5 Cab Roof Bottom Of Fuse And Relay Panel
J15 3-4 Differential Lock System Bottom Of Fuse And Relay Panel
J16 3-4 Three-Point Hitch System Bottom Of Fuse And Relay Panel
J18 3-8 Rear Frame Bottom Of Fuse And Relay Panel
J19 3-7 Electronic Engine Bottom Of Fuse And Relay Panel
P1 3-4 Cab Main Warning Light Board
P2 3-4 Cab Main Warning Light Board
P3 3-4 Cab Main Tachometer Module
P4 3-4 Cab Main Tachometer Module
P5 3-4 Cab Main 4 Way Digital Select Switch
P6 3-4 Cab Main 4 Way Digital Select Switch
P7 3-4 Cab Main Function Select Switch
P8 3-4 Cab Main TPM
P10 3-4 Cab Main Ignition Switch
P13 3-4 Cab Main Seat
P14 3-4 Cab Main Radio
P16 3-4 Cab Main Front Wiper Switch
P17 3-4 Cab Main Front Wiper Motor
P18 3-4 Cab Main Rear Wiper Switch
P19 3-4 Cab Main Rear Wiper Motor
P20 3-4 Cab Main Windshield Washer Switch
3-10
Connector Figure
P21 3-4 Cab Main Turn Signal Switch
P22 3-8 Rear Frame Extremity Lighting Extension
P24 3-4 Cab Main Light Switch (Main)
P25 3-8 Rear Frame Fuel Level Sensor
P26 3-8 Rear Frame Ground Speed Pickup
P27 3-6 Engine Engine Speed Pickup
P29 3-8 Rear Frame Transmission Lube Pressure Sender
P30 3-6 Mechanical Engine Coolant Level Sensor
P30 3-7 Electronic Engine Coolant Level Sensor
P33 3-6 Engine True Ground Speed Sensor
P34 3-8 Rear Frame Left Neutral Safety Switch
P35 3-8 Rear Frame Right Neutral Safety Switch
P36 3-8 Rear Frame Implement Status Switch
P37 3-8 Rear Frame Rear Washer Pump
P38 3-8 Rear Frame Front Washer Pump
P39 3-6 Engine Ether Valve
P40 3-6 Engine Engine Temperature Ether Sensor Switch
P41 3-6 Engine Start Relay
P42 3-6 Engine A/C Low Pressure Switch
P43 3-6 Engine A/C High Pressure Switch
P44 3-6 Engine Hydraulic Oil Temperature Sensor
P45 3-5 Cab Roof A/C “ON”/“OFF” Switch
P46 3-8 Rear Frame Implement Status Switch
P47 3-19 Rear Frame LH Hazard Relay
P48 3-19 Rear Frame RH Hazard Relay
P50 3-8 Rear Frame RH Work Lamp - Rear Fender (Out)
P51 3-8 Rear Frame RH Work Lamp - Rear Fender (In)
P52 3-8 Rear Frame LH Work Lamp - Rear Fender (Out)
P53 3-8 Rear Frame LH Work Lamp - Rear Fender (In)
P54 3-8 Rear Frame LH Tail/Stop Lamp - Rear Fender
P55 3-8 Rear Frame RH Tail/Stop Lamp - Rear Fender
P56 3-6 Engine LH Work Lamp - Front Fender
P57 3-6 Engine RH Work Lamp - Front Fender
P58 3-6 Engine LH Outer Head Lamp
P59 3-6 Engine LH Inner Head Lamp
P60 3-6 Engine RH Inner Head Lamp
P61 3-6 Engine RH Outer Head Lamp
P62 3-5 Cab Roof LH Work Lamp - Front Roof
P63 3-5 Cab Roof LH Work Lamp - Rear Roof
P64 3-5 Cab Roof RH Work Lamp - Front Roof
3-11
Connector Figure
P65 3-5 Cab Roof RH Work Lamp - Rear Roof
P66 3-5 Cab Roof LH Hazard Light - Front
P67 3-5 Cab Roof LH Hazard Light - Rear
P68 3-5 Cab Roof RH Hazard Light - Front
P69 3-5 Cab Roof RH Hazard Light - Rear
P70 3-5 Cab Roof Reel Lamp
REC 3-8 Rear Frame PTO Solenoid
P71 Rear Frame LH Extremity Light
P72 Rear Frame RH Extremity Light
P75 3-4 Cab Main PTO Switch
P78 3-4 Differential Lock System Front Differential Lock
P79 3-37 Differential Lock RR Differential Lock Actuator
P80 3-4 Cab Main Differential Lock Switch
P81 3-8 Powershift Powershift Relay
P82 3-8 Powershift - 1402 Powershift Control Module
P83 3-8 Powershift - 1402 Gear Display
P84 3-8 Powershift (1402) Powershift Control Module
P85 3-4 Three-Point Hitch System Three-Point Hitch Control Module
P86 3-4 Three-Point Hitch System Three-Point Hitch Manual Raise/Lower
Switch
P87 3-4 Three-Point Hitch System Three-Point Hitch Auto Raise/Lower
Switch
P88 3-4 Three-Point Hitch System Three-Point Hitch Command Pot
P89 3-4 Three-Point Hitch System Three-Point Hitch Lowering Rate Pot
P90 3-4 Three-Point Hitch System Three-Point Hitch Lowering Rate
Module (Potentiometer)
P91 3-4 Three-Point Hitch System Three-Point Hitch Lowering Rate
Module (Control
P92 3-8 Three-Point Hitch System Three-Point Hitch Feedback Pot
P104 3-7 Electronic Engine Throttle Position Sensor
P106 3-7 Electronic Engine Control Module OEM Connector
P107 3-7A Electronic Engine Control Module Sensor Connector
P108 3-7 Electronic Engine Control Module Datalink Connector
P108 3-28 Engine Harness Can Buss Terminator
P109 3-7 Electronic Engine (N14) Control Module Power Connector
P110 3-4 Cab Main Warning Light Board (CAN BUSS)
P111 3-4 Cab Main Brake Switch
P120 3-8 Rear Frame Transmission Brake Solenoid
P121 3-4 Cab Main Transmission Brake Switch
P122 3-7A Electronic Engine Cruise Control
P123 3-7A Electronic Engine Increment/Decrement Switch
3-12
Connector Figure
P124 3-30 Beacon Harness Beacon Lamp Switch
P125 3-7B Cab Main Connects to 1407 PS Harness (P147)
P126 3-7B Cab Main QSM11 Engine Only
P130 3-8 Cab Main Flashers
P131 3-8 Cab Main Flashers
P141 3-35 Powershift - 1407 - N14 Neutral Disconnect Relay
P141 3-36 Powershift -1407 - QSM11 Neutral Disconnect Relay
P142 3-8 Powershift Powershift Lever Assembly
P144 3-4 Powershift - 1407 Connects to Clutch Pedal Pot
P146 3-4 Powershift - 1407 Connects to PS Controller
P147 3-36 Powershift - 1407 - QSM11 Connects to Cab Main (P125)
P151 3-7B Front Lamps Harness Lamp Harness to Engine Harness
Connector
P152 3-7B Engine Harness Front Light Harness Connector
P179 3-27 N14 Engine Harness Can Buss Terminator Connector - N14
P180 3-27 N14 Engine Harness Can Buss Terminator - N14
P183 3-7B QSM Engine Harness ECM Module
P184 3-7B QSM Engine Harness Diagnostic Access
P185 3-7B QSM Engine Harness Diagnostic Access
P186 3-7B QSM Engine Harness ECM Module
T1 3-8 Rear Frame 7-Pin Trailer Plug
Brake Pedal 3-4 Cab Main Brake Pedal Switch
Park Brake 3-4 Cab Main Park Brake Switch
Door Switch 3-5 Cab Roof Door Switch
RH Speaker 3-5 Cab Roof Speaker
LH Speaker 3-5 Cab Roof Speaker
Blower Speed 3-5 Cab Roof Blower Speed Switch
Dome Light 3-5 Cab Roof Dome Light Switch
Blower-Motor 3-5 Cab Roof Blower Motor
Transmission 3-6 Engine Trans Filter Bypass Switch
Filter Bypass
Hydraulic 3-6 Engine Hydraulic Filter Bypass Switch
Filter Bypass
Alternator 3-6 Engine Alternator Charge Indicator
Air Filter 3-6 Engine Air Filter Restriction Switch
Restriction
Horn 3-6 Engine Horn
PS Trans- 3-8 Powershift Pedal Switches (2)
mission Pedal
Switch
3-13
Figure 3-4
3-14
CAB ROOF WIRE HARNESS CONNECTORS
Figure 3-5
3-15
MECHANICAL ENGINE WIRE HARNESS
Figure 3-6
3-16
(below fuse panel)
Figure 3-7A
3-17
(QSM11 Engine)
(below fuse panel)
Figure 3-7B
3-18
Figure 3-8
3-19
Figure 3-9
Figure 3-10
backup alarm
in-line fuse
The in-line fuses for the

backup alarm (7.5 AMP),
beacon light (15 AMP) and
motorized flow control (7.5
AMP) on the Large 4 Wheel
beacon light Drives with scrapper option
in-line fuse are labelled accordingly.
motorized flow
control in-line fuse
3-20
Figure 3-11
Fuse And Relay Panel Block Connector P/N

The fuse and relay panel is depicted in Figures 9780117 Housing - Blue
3-9, 3-10, and 3-11. The panel is located in the 9780116 Housing - Black
right, rear corner of the cab. Figure 3-9 shows the
9780119 Housing - Green
overall layout of components on the top side of
the panel. 9780121 Housing - Red
9780124 Terminal (2 per Housing)
NOTE: Only fuses and relays are included on
the panel. No circuit breakers are used on
Figure 3-10 shows a top view of the fuse and

relay panel detailing the electrical system test
points that can be used during troubleshooting.
The individual connector pins protrude upward
through the panel and can be accessed from the
top side. A test light or continuity meter can be
placed on individual pins to check the panel
circuitry and wire harness/connections. Pin
location of a particular circuit is accomplished by
identifying the circuit connector and pin on the
panel (using the wire diagrams) and finding the
pin on the panel. Notice that the round connector
pins are numbered from right to left and the
square pins are from left to right or right to left.
Figure 3-11 shows a bottom view of the fuse and

relay panel detailing the location of the wire
harness connectors. The bottom of the fuse and
relay panel can be accessed by removing the cab
rear panel. This view is helpful when attaching
the wire harness connectors to the bottom of the
panel.
3-21
Figure 3-12
Ground Locations
Figure 3-12 shows the six ground locations on

the tractor. Nearly all ground wires of the tractor
harness attach to one of the six locations. Refer
to the wiring harness drawings for individual
circuit ground location.
3-22
WIRING DIAGRAMS
Figure 3-13
Wiring Diagram Keys Wire ID Index - Identifies the wire harness each
wire is in.
The following keys are provided on each wiring
diagram: Wire Color Code Index - Identifies the systems
associated with a particular wire color.
Symbols Key - Explains what the various
symbols used on the diagrams mean.
Ground Location Index - All ground locations on

the diagrams will be identified with a number in a
circle. Use this index to identify the location of the
grounds.
3-23
Component Location
The following table is provided to locate the major components (standard on every tractor) on wiring
diagram frame 1 through 6. Major components for optional attachments for the tractor (PTO,
Three-Point Hitch, Powershift Transmissions, Differential Lock, Electronic Fuel Systems, Engines) are
shown their respective wiring diagrams, frame 7 through 18.
Component Frame Number
Accessories Frame 5
Air Conditioner Frame 8
Air Conditioner -- Blower Motor Frame 8
Air Conditioner -- Clutch Frame 8
Air Conditioner -- Controls Frame 8
Alternator Frame 1
Backup Alarm Frame 20
Batteries Frame 1
Brake Pedal Switch Frame 6, 14
Cold Strat Solenoid Frame 1
Cold Start Switch Frame 1
Coolant Level Sender Frame 2, 15
Differential Lock / Transmission Brake Frame 14
Dome Light Frame 6, 7
Door Switch Frame 6,7
Electronic Fuel System -- N14 CELECT Frame 15
Electronic Fuel System -- QSM11 Frame 16
Electronic Instrument Module Frame 2, 3
Engine -- N14 (OEM & Cummins) Frame 18
Engine -- QSM11 (OEM & Cummins) Frame 19
Engine Throttle Schematic -- QSM11 Frame 17
Engine Speed Sender Frame 2
Fuel Level Sender Frame 2, 3
Fuel Solenoid Frame 1
Fuse and Relay Panel Portions appear on all at top of each wiring diagram
Horn Frame 4
Hydraulic Filter Bypass Switch Frame 2, 3
Hydraulic Oil Temperature Sensor Frame 2, 3
Ignition Switch Frame 1--4, 6--9, 12--14
Lighting Frame 6, 7
Monitor -- Mechanical Engine Frame 2
Monitor -- Electronic Engine Frame 3
Monitor Function Selector Switch Frame 2, 3
Monitor/Powerbar Bracket Frame 20
Motorized Flow Control Frame 20
Park Brake Switch Frame 1--3
3-24
Component Frame Number

Powershift -- 1402 Frame 11
Powershift -- 1407 with N14 Engine Frame 12
Powershift -- 1407 with QSM11 Engine Frame 13
Power Take-Off (PTO) Frame 9
Radio Frame 5
Reel Lamp Frame 6, 7
Start and Charge Frame 1
Start Relay Frame 1
Starter Motor Frame 1
Engine Temperature Sensor Frame 1
Three Point Hitch Frame 10
Tractor Performance Monitor (TPM) Frame 2, 3
Transmission Filter Bypass Switch Frame 2, 3
True Ground Speed Radar Frame 2, 3
Warning Light Bar Various portions appear on all wiring diagrams
Washer Pump -- Front Frame 5
Washer Pump -- Rear Frame 5
Wiper Motor -- Front Frame 5
Wiper Motor -- Rear Frame 5
3-25
This page is intentionally blank.
3-26
FUSE AND RELAY PANEL
CA7--RED
CA3--RED
WIRE ID INDEX
K4 -- OPTIONAL
SHUTDOWN RELAY AP -- AUX. POWER CA -- BATTERY CABLE
CM -- CAB MAIN PS -- POWERSHIFT
CA1--RED CR -- CAB ROOF RS -- REAR FRAME
DL -- DIFF LOCK SS -- STATUS SWITCH
EN -- ENGINE TP -- THREE POINT HITCH
ALTERNATOR
+ + +
GROUND LOCATION INDEX
12V
L B CA5--RED BATTERIES 1 STUD ON STARTER
G CA6--BLACK D1 D2 D3
- - - PTO OFF TRANS. NEUT. PARK BRAKE 2 STUD AT BOTTOM RH BEAM OF CAB,
2 BEHIND BATTERIES
EN--84
VIA BOARD STUD INSIDE OF TOP BEAM OF CAB

3
ON RH SIDE, UNDER ROOF
ENGINE STUD UNDER RH SIDE REAR SHELF
GROUND 4
F4--25A F9--3A TOWARD FRONT
IGN FUEL
(MAIN) F6--3A F5--3A SOLENOID 5 STUD UNDER RH SIDE REAR SHELF
NEUTRAL COLD ENGINE TOWARD TOP
START START DS1 DS2 DS3 MODULE
CA4--BLACK LED LED LED POWER 6 STUD UNDER5 RH SIDE REAR
SHELF TOWARD THE REAR
CA8--BLACK
WIRE COLOR CODE INDEX
2 CAB GROUND
CA3--RED
2 2 2 RED -- CAUTION -- THIS WIRE IS AT BATTERY VOLTAGE

CONN. SHOWN
ENGINE IN SHUTDOWN WITH RESPECT TO GROUND
VIA VIA VIA
TEMPERATURE BOARD BOARD BOARD POSITION
SENSOR BLACK -- WILL ALWAYS BE BATTERY GROUND
ENGINE NORMAL BLUE -- LIGHTING
BLOCK
GROUND EN--80 BROWN -- POWERSHIFT
GRAY -- MONITOR GROUP
ORANGE -- START AND CHARGING
FRONT PINK -- THREE POINT HITCH
FRAME
SWITCH TAN -- DIFFERENTIAL LOCK
GROUND
J1/32
J5/16
J8/10
J2/33
J2/11
POSITION
EN--84 J5/21
J1/36
J2/28
WHITE -- MISCELLANEOUS ACCESSORIES
J2/1
J1/2
J2/7
EN--10 J5/5
J8/7
J5/1
J5/1
CM--11 J2/2
J3/6
J2/9
IGNITION
J14
J9
YELLOW -- PTO
EN--280
COLD SWITCH KEYOFF
START
START DARK GREEN -- AIR CONDITIONING
CM--10
EN--80
CM--80
EN--506
CM--9
CM--7
CM--8
CM--6
CM--84
EN--1A
RUN
ACC
PS--4
PS--3
RF--8
CM--1
CM--2
CM--3
CM--4
CM--5
VALVE
RF4
TERMINALS:
P10/1
BAT
P10/5
CA4--BLACK
ACC (TERMINAL 5) SEE

P10/4
IGN (TERMINAL 4) ELECTRONIC
EN--156
P2/2
P10/3
P3/A3
IGN (TERMINAL 3) ENGINE
1 P10/2
START
B D A C
G TACH
STARTER
SWITCHFRAME SEE OPTIONS MODULE
1 DS--14
BELOW
EN--1A
EN--18
EN--8 EN--11
PARK BRAKE DIODE
EN--154 EN--10 SWITCH
START RELAY
COLD START SWITCH 2270, 2310, 2360, 2425
FUEL SOLENOID LAMP
1 SEE 2240
P1/1
INSET AT BOARD
LEFT
ENGINE
GROUND
CM--15D
2240 FUEL SOLENOID WIRING INSET
OPTIONS
PULL YELLOW A ORANGE EN--18 INSTRUMENT BUS
COIL NO PTO PTO POWERSHIFT 12 SPD. SYNCHRO “B” PILLAR
BLUE B ORANGE BLACK
TIMER ”B” TERMINAL
MODULE ORANGE 40A FUSE A B A B C D C D
C
PS--3
PS--4
RF--8
RF--9
CM6
CM8
BLACK
WHITE
P--35 P--34
RED
TERM C
1 STARTER CM--14
LOOP WIRE
PTO LEVER RIGHT
SWITCH
LEFT
SW
SWITCH SWITCH 3+4
C
”HOLD” A
”PULL” B
B+ ON HARNESS 1+2
FUEL INJECTION
FROM TERM A
GROUND PUMP STOP ARM
BATTERIES
ON SIDE CONSOLE ON TRANS.
FUEL SOLENOID
3--27 FRAME #1 START AND CHARGE

START AND CHARGE
FRAME #1
B+
WIRE ID INDEX GROUND LOCATION INDEX WIRE COLOR CODE INDEX
AP--AUX. POWER CA--BATTERY CABLE RED - CAUTION - THIS WIRE IS AT BATTERY VOLTAGE
K4 -- OPTIONAL 1 STUD ON STARTER
WITH RESPECT TO GROUND
SHUTDOWN RELAY K2 -- OPTIONAL CM--CAB MAIN PS--POWERSHIFT STUD AT BOTTOM RH BEAM OF BLACK - WILL ALWAYS BE BATTERY GROUND
2
CR--CAB ROOF RF--REAR FRAME CAB BEHIND BATTERIES
STUD INSIDE OF TOP BEAM OF BLUE - LIGHTING
DL--DIFF. LOCK SS--STATUS SWITCH 3
CAB ON RH SIDE, UNDER ROOF
BROWN - POWERSHIFT
PTO EN--ENGINE TP--THREE POINT HITCH STUD UNDER RH SIDE REAR
RELAY 4 GRAY - MONITOR GROUP
SHELF TOWARD FRONT
STUD UNDER RH SIDE REAR ORANGE - START AND CHARGING
5
SHELF TOWARD THE TOP
STUD UNDER RH SIDE REAR PINK - THREE POINT HITCH
SK 6
SHELF TOWARD THE REAR
TAN - DIFFERENTIAL LOCK
2 WHITE - MISCELLANEOUS ACCESSORIES

YELLOW -- PTO
2
DARK GREEN -- AIR CONDITIONING
INSTRUMENTATION BATT
F9-3A
INSTRUMENTATION
F4-25A FUEL VIA BOARD F34-5A
IGN (MAIN) SOLENOID PTO
2 TERMINAL F27 5A
BOARD 1
F26-3A
POWERSHIFT
F3-3A
TP-1
1 2 FUSE
TP-2
VIA BOARD
CONNECTOR VIA BOARD TP-3
SHOWN IN SHUTDOWN
TP-4
POSITION
NORMAL
SWITCH
IGNITION POSITION
J2/13
J2/37
J2/16
J2/22
J1/20
J7/16
J5/14
J5/13
J5/20
J1/23
J1/25
J1/24
J1/19
J7/13
J1/22
J1/15
J1/14
J8/15
J8/16
J8/13
J8/14
J1/13
J1/18
J1/33
J1/34
J5/23
J5/10
J7/14
J7/15
J1/37
J1/21
J1/36
J5/21
J1/35
J5/22
J1/29
J5/24
J1/26
J5/17
J1/30
J5/19
J2/10
J5/11
J7/11
J2/9
J2/9
J2/2
J1/7
J2/6
J1/4
J1/3
J7/2
J1/9
J8/3
J8/1
J14
J9
SWITCH
KEYOFF
START
RF-160
RF-160
CM-538A
CM-17A
CM-15A
CM-16A
CM-13A
CM-57A
CM-24A
CM-54A
CM-18A
CM-545
CM-542
RUN
ACC
RF-55A
CM-12
CM-22
CM-55
CM-73
CM-75
CM-74
CM-19
CM-20
CM-21
CM-52
CM-53
CM-85
CM-56
CM-84
CM-83
CM-77
CM-76
CM-78
CM-11
EN-1A
RF-57
EN-74
EN-75
EN-73
RF-54
EN-82
EN-81
RF-53
RF-52
EN-85
EN-56
EN-84
EN-83
EN-77
EN-76
EN-78
PS-21
PS-20
PS-19
PS-18
TERMINALS:
CM1
CM3
CM4
BAT
P10/1 CM1
TRANSMISSION LUBE PRESSURE

NON-POWER
HYDRAULIC OIL TEMPERATURE
TRANSMISSION LUBE BYPASS

ACC (TERMINAL 5) P33
IMPLEMENT STATUS
HYDRAULIC FILTER BYPASS

RF-55C
RF-55B
P10/2 CM2 SHIFT JUMPER
CM-54B
BLACK 1
IGN (TERMINAL 4) SEE START WIRE
AIR RESTRICTION
P10/3 CM3 FUEL P27 P26
AND CHARGE TRUE
P30 ENGINE COOLANT

IGN (TERMINAL 3) GAUGE P25 SEE POWERSHIFT
EN-158C
EN-158B
P10/4 CM4 GROUND
SEE START AND CHARGE

DIAGRAM S
TRAILER
SEE PTO FUEL WIRING
START SPEED
WIRING DIAGRAM
P10/5 CM5 WIRING DIAGRAM LEVEL DIAGRAM
RADAR
G
EN-155
EN-151
EN-153
EN-153
ENGINE AXLE
LEVEL
G I
SWTICH FRAME SPEED SPEED
RF-150
SEE LIGHTING DIAGRAM P36 4
P29
P44
CM-16E
CM-15E
IMPLEMENT STATUS SWITCH
RF-155
SEE MISC. (TRACTOR PERFORMANCE
ACCESSORIES GROUNDS
MONITOR) INSTRUMENT BUS 6 4 6 4
CM-17B CM-17A AT
SEAT LOCK
EN-158A
“B” PILLAR SENDER
CM-17D 6
SEE MISC. CM-17C CM-18B CM-18A

ACCESSORIES TACHOMETER CM-18C CM-18D
RADIO MODULE
PTO RADAR
CM-22 P3/A2 ENABLE PRESENT P4/C1 CM-73
SHUTDOWN RADAR
CM-12 P3/B2 SENSE (EXT.) POWER P4/D1 CM-75 1
ELECTRONIC INSTRUMENT CONSOLE SHUTDOWN RADAR
TRACTOR PERFORMANCE MONITOR CM-11 P3/A3 DRIVE SIGNAL P4/C2 CM-74
IMPLEMENT AUDIO ALARM TO INST. BUS
CM-13A FUEL LEVEL
STATUS DRIVE “B” PILLAR
INSTRUMENT BUS P4/C3 CM-54B DS-12
CM-55 P8/8 B+ IGNITION ENGINE COOLANT TEMPERATURE
SWITCH EXTENSION P8/6 CM-13B CM-13B CM-13C
“B” PILLAR AXLE SPEED CM-15D P1/1
AXLE RPM INTERNAL
BATTERY SIGNAL DRIVE P4/D5 CM-18C DS-13
SIGNAL DS-14 ENGINE COOLANT TEMPERATURE GROUNDS
CM-17C P8/7 (MEMORY)
INPUT P8/2 CM-18B CM-15C TO FUEL GAUGE AXLE SPEED SPARE P1/8 AT MONITOR
CM-15E TO LAMP BOARD
SEE LIGHTING CM-15A SIG. DRIVE GND. P4/C6 CM-19 DS-6
IGNITION CM-15D POWER LOW FUEL DS-3 AIR RESTRICTION
WIRING BACKLIGHTS
CM-41B P8/3 POWER P8/1 CM-15B CM-15B CM-15C CM-15F CM-15F P3/A1 IGNITION ENGINE SPEED CM-105 P1/12 P2/1 CM-85
DIAGRAM
SIGNAL DRIVE P4/D6 CM-20 DS-5 DS-16
CM-16A NOT USED TRANSMISSION LUBE PRESSURE
RADAR GROUND CM-16F P3/B1 POWER
ENGINE SPEED CM-18D P2/15 P2/8 CM-56
CM-90 P8/4 SIGNAL POWER P8/5 CM-16B CM-16B CM-16C CM-16C CM-16F GROUND ON
TO LAMP BOARD SIG. DRIVE GND. P4/C7 CM-21
CM-16D 3 SEC. DS-8 ALTERNATOR “C”
TO FUEL GAUGE
CM-16E AUDIO ALARM AXLE SPEED P2/2 CM-84
CM-13C CM-13D CM-13D P3/B3 DRIVE EXT. SIGNAL P4/C11 CM-52 PARK BRAKE DS-4 DS-11
ENGINE COOLANT LEVEL
RADAR SIGNAL AXLE SPEED CM-112 P2/6 P2/14 CM-83
CM-90 P3/A5 58.90 Hz/MPH SIGNAL GROUND P4/D11 CM-53 DS-15 HYDRAULIC OIL TEMPERATURE
ENGINE SPEED P2/5 CM-77
SWITCH SIGNAL P4/C12 CM-538C CM-538C CM-538A
POSITION
CM-154
FUNCTION ENGINE SPEED CM-538B 5
ALTERNATOR
TRANSMISSION LUBE FILTER BYPASS

SERVICE 1
SERVICE 2
DS-17
GND. SPEED
SIGNAL GROUND P4/D12 CM-545

SELECT ALTERNATOR P1/9 CM-76
HOURS
SWITCH CM-92 P3/A6 SELECT LOWER FUEL DS-18 HYDRAULIC FILTER BYPASS
LAMP P4/D7
PTO
CM-105 NOT USED CM-538B P110/4 P1/7 CM-78

PTO SELECT PARK BRAKE TO ELECTRONIC INSTRUMENT CONSOLE SEE DIFFERENTIAL
CM-93 P3/B6 PARK BRAKE DIFFERENTIAL LOCK
IGN COMMON LOCK WIRING
P7/8 CM-91D P4/D3 CM-106 CM-106 P2/4 P1/6 CM-131B
GROUND SPEED DS-9 DIAGRAM
A SELECT CRITICAL ALARM
P7/1 CM-92 CM-94 P3/A7 CRITICAL ALARM
P4/C5 CM-107 CM-107 P2/9
TERMINAL
B SERVICE 1
P7/2 CM-93 DS-2
C CM-95 P3/B7 SELECT LAMP TEST HIGH BEAM INDICATOR
LAMP TEST
P7/3 CM-94
SEE LIGHTING WIRING

P4/C4 CM-108 CM-108 P2/3 P2/10 CM-45
D SERVICES DS-1
P7/4 CM-95 SELECT NON-CRITICAL NON--CRITICAL ALARM LEFT HAND TURN INDICATOR
CM-96 P3/A8
DIAGRAM
E ALARM P4/D4 CM-109 CM-109 P1/11 P2/16 CM-33
P7/5 CM-96
F HOURS SELECT DS-7 DS-10
P7/6 CM-97 CM-97 P3/B8 PTO ON RIGHT HAND TURN INDICATOR
ACKNOWLEDGE/ PTO SENSE 2
P4/D10 CM-57D CM-57C CM-57C P1/10 P1/3 CM-32
RESET SWITCH
AKNOWLEDGE/ DS-21
CM-57A CM-57B GAUGE LAMPS
CM-103 CM-103 P3/A12 RESET SIGNAL
P2/11 CM-41D
FOUR WAY SW. POS. GROUND SW. DS-22
CM-91C CM-91A CM-91A P3/B5 COMMON SEE PTO
DIGITAL
DOWN
RIGHT
CONTROL
LEFT
SELECT SWITCH CM-91D CM-91B UP DIGIT WIRING

UP
SELECT PTO SENSE 1

CM-101 P3/B10 P4/C10 CM-24B DIAGRAM
COMMON DOWN DIGIT
P5/C CM-91B
SELECT
TERMINAL
1 CM-98 P3/A9
P5/A CM-101 P1/4 NOT USED
2 RIGHT DIGIT
P6/A CM-98 SELECT P1/5 NOT USED
CM-100 P3/A10
3
P6/B CM-100 LEFT DIGIT TO INSTRUMENT BUS “B” PILLAR P2/12 NOT USED POWERSHIFT
4 2
P5/B CM-102 CM-102 P3/A11 SELECT GROUND CM-16D PP1/2 P2/13 CM-542
3--28 FRAME #2 MONITOR -- MECHANICAL ENGINE

MONITOR -- MECHANICAL ENGINE
FRAME #2
B+ POWER DISTRIBUTION BOARD
WIRE ID INDEX GROUND LOCATION INDEX WIRE COLOR CODE INDEX

SHUTDOWN
AP--AUX. POWER CA--BATTERY CABLE STUD ON STARTER RED -- CAUTION-- THIS WIRE IS AT BATTERY VOLTAGE
PTO 1
CM--CAB MAIN PS--POWERSHIFT WITH RESPECT TO GROUND
K4 K2 STUD AT BOTTOM RH BEAM OF BLACK -- WILL ALWAYS BE BATTERY GROUND
2
CR--CAB ROOF RF--REAR FRAME CAB BEHIND BATTERIES
BLUE -- LIGHTING
STUD INSIDE OF TOP BEAM OF
DL--DIFF. LOCK SS--STATUS SWITCH 3 BROWN -- POWERSHIFT
INSTRUMENTATION
CAB ON RH SIDE, UNDER ROOF
FUEL SOLENOID
EN--ENGINE TP--THREE POINT HITCH STUD UNDER RH SIDE REAR GRAY -- MONITOR GROUP
4
POWERSHIFT
5K SHELF TOWARD FRONT ORANGE -- START AND CHARGING
IGN (MAIN)
R3 STUD UNDER RH SIDE REAR
5 PINK -- THREE POINT HITCH
SHELF TOWARD THE TOP
PTO
25 A
STUD UNDER RH SIDE REAR TAN -- DIFFERENTIAL LOCK
3A
3A
3A
5A
5A
6
SHELF TOWARD THE REAR WHITE -- MISCELLANEOUS ACCESSORIES
F27
F26
F34
F4
F9
F3
YELLOW -- PTO
TP-1 DARK GREEN -- AIR CONDITIONING
TP-2
TP-3
TP-4
J1939 CAN (SHIELD)
J1939 CAN (SHIELD)

CONN. SHOWN TB1
IN SHUTDOWN
POSITION 2 1
J1939 CAN (+)

J1939 CAN (+)
J1939 CAN (-)
J1939 CAN (-)

NORMAL
RF-55A J7/16
J5/14
J5/13
J5/20
J1/23
J1/25
J1/24
J2/30
J1/19
J7/13
J1/22
J1/15
J1/14
J8/15
J8/16
J8/13
J8/14
J1/13
J1/18
J1/21
J1/36
J5/21
J2/32
J1/35
J5/22
J1/29
J5/24
J1/26
J5/17
J1/30
J5/19
CM-538A J1/33
J1/34
J5/23
J5/10
J7/14
J7/15
J1/37
J2/18
J2/10
J7/11
J2/20
J2/13
J2/37
J2/16
J2/22
J1/20
J5/12
J5/11
J2/9
J5/1
J2/2
J1/9
J5/9
J5/7
J5/3
J8/3
J8/1
A A
J2/25
J2/36
J2/27
J1/7
J2/6
J1/4
J1/3
J7/2
J5/2
J5/4
J14
J9
SW POS.
NOTUSED
NOTUSED
EN-405D
EN-403D
EN-404D
CM-54A
CM-18A
CM-535
CM-17A
CM-15A
CM-16A
CM-13A
CM-57A
CM-24A
CM-534
CM-545
CM-533
CM-542
CM-73
CM-75
CM-74
EN-506
EN-525
EN-524
EN-514
RF-160
RF-160
EN-74
EN-75
EN-73
CM-19
CM-20
CM-21
CM-52
CM-53
CM-56
CM-84
CM-83
CM-77
CM-76
CM-78
CM-85
CM-11
CM-12
CM-22
CM-55
EN-84
EN-83
EN-77
EN-76
EN-78
RF-54
EN-85
PS-21
PS-20
PS-19
PS-18
RF-56
RF-53
RF-52
IGNITION
RF-57
CM-1
CM-3
CM-4
KEY OFF
CM-531A
CM-530A
CM-532A
SWITCH
START
ASSEMBLY
RUN
ACC
WHT 3
GRN 2
RED 4
BAT X X X X P10/1 CM-1
ACC (TERM. 5) X X P10/5 P25
TERMINAL
IGN (TERM. 4) X X P10/4 CM-3 FUEL P29

CM-54B P26 TRANS. P44 TRANS.
IGN (TERM. 3) X X P10/3 CM-4 LEVEL HYD. LUBE HYD.
IMP. REF: AIR LUBE
START X P10/2 TEMP BYPASS BYPASS
RF-55C
RF-55B
STATUS P33 S POWERSHIFT RESTR. PRESS.
"G" X CONTROLS GROUP
REF: TRAILER
BLK 1
STARTING & CHARGING

SWITCH FRAME X
CELECT ENGINE TGS AXLE
REF: PTO FUEL G I
RF-150
GROUP REF: RADAR SPEED
CONTROL GROUP GAUGE
NOTE:
EN-155
RF-151
LIGHTING
CM-15E
P36
CM-16E
GROUP ONLY IF NOT
REF:
IMPLEMENT POWERSHIFT
EN-157
MISC. ACC GRP CM-17B CM-17A
RF-155
SEAT LOCK STATUS SW.
EN-525
EN-524
EN-514
CM-158C CM-158A
CM-158B
CM-17D (TPH)
EN-83
CM-17C
REF:
TO INST. BUS
REF: "B" PILLAR
P106/25
P106/16
P106/21
MISC. ACC GRP
ENG.COOLANT LVL P106/1

RADIO CM-18B CM-18A
CM-18C CM-18D
CUMMINS
N14
ENG.LAMP RED
POWER BULGE
ENG.LAMP YEL
TACHOMETER CELECT
MODULE ENGINE
CM-22 P3/A2 PTO RADAR PRESENT P4/C1 CM-73
CONTROL
ENABLE
MODULE
J5/12
J5/2
J5/4
CM-12 P3/B2 SHUTDOWN RADAR PWR P4/D1
SENSE (EXT) CM-75
P.C. BOARD DS-13
WARNING LAMPS
CM-11 P3/A3 SHUTDOWN RADAR SIGNAL P4/C2 CM-74
EN-510A
EN-508A
EN-509A
DRIVE YELLOW COOLANT TEMP
* INT.
WHEN RADAR B+ (IGNITION) DS-12 RED COOLANT TEMP
INSTALLED FUEL LEVEL P4/C3 CM-54B CM-15D P1/1 * INT.
EIC - TPM MODULE TO INST. BUS "B" PILLAR
AXLE SPD IS
IMPL. REPLACED DS-19 DS-14
AXLE RPM P8/2 WITH TRUE AXLE SPD ENG.LAMP YEL ENG OIL PRESSURE
CM-55 P8/8 STATUS CM-18B SIG DRIVE P4/D5 CM-18C CM-535 P2/12 * INT.
SWITCH SIG INPUT TO FUEL GAUGE
GROUND SPD
CM-15E
CM-15A CM-15D TO LAMP BOARD AXLE SPD DS-20 ENG.LAMP RED
BATT. IGNITION P8/1 PWR P1/5 CM-534
EN-510A
EN-508A
CM-17C P8/7 CM-15B CM-15B CM-15C CM-15C CM-15F CM-15F P3/A1 IGNITION A SIG DRIVE P4/C6 CM-19
(MEM) PWR GND
#1
REF: DS-5 DS-3 AIR RESTRICTION HEATSHRINK WRAPPED
FILTER
CM-41B P8/3 BACKLIGHTS ENG SPD P2/1 CM-85 A

LIGHTING SIG DRIVE P4/D6 CM-20
DS-16 TRANSMISSION
#2 CM-16E TO FUEL GAUGE "ON" LUBE PRESS.
CM-18D P2/15 P2/8 CM-56
EN-509A
CM-16A #3 CM-16D TO LAMP BOARD ENG SPD
5 SEC 100 OHM
EN-510B
CM-90 P8/4 RADAR GROUND P8/5 CM-16B CM-16B CM-16C CM-16C CM-16F
PWR
CM-16F P3/B1 GROUND SIG DRIVE P4/C7 CM-21 EN-508B
SIGNAL PWR GND DS-8 1/2 Watts
ALTERNATOR "L" EN-509B
FILTER
P2/2 CM-84 5%
CM-13A #4 PARK BRAKE DS-4
AUDIO ALARM CM-13B CM-13B CM-13C CM-13D CM-13D P3/B3
AUDIO ALARM AXLE SPD
P8/6
SIG P4/C11 CM-52 CM-112 P2/6 ENGINE
FILTER
DRIVE EXT. DRIVE EXT. DS-11 CANBUS TERMINATION
3 PIN J1939 DATALINK CONNECTOR

COOLANT LEVEL
INST. BUS P2/14 CM-83 RESISTOR
"B" PILLAR RADAR SIGNAL AXLE SPD ENGINE SIDE
CM-154
CM-90 P3/A5 57.50 HZ/MPH SIG GND P4/D11 CM-53 HYDRAULIC
CM-13C A DS-15 OIL TEMP.
EN-510C
EN-508C
EN-509C
ENGINE SPEED SIGNAL P2/5 CM-77
CM-538A
ENG SPD OUTPUT TO TACHOMETER
SIG P4/C12 CM-538C CM-538C CM-538B MODULE FOR DISPLAY
CM-538B P110/4 FOR
TRANS LUBE
ALTERNATOR ENG SPD
DS-17 FILTER BYPASS POWER AND GROUND
CM-92 P3/A6 SELECT SIG GND P4/D12 CM-545 P1/9 CM-76
P108/C
P108/B
P108/A
REF:
HYDRAULIC N14 CELECT PHASE B AND C
PTO LOW FUEL DS-18 FILTER BYPASS
SW POS. CM-93 P3/B6 SELECT LAMP P4/D7 CM-105 P1/7 CM-78
FUNCTION
SERVICE 1
SERVICE 2
SELECT PARK BRAKE REF:

GND SPD
SWITCH GND SPEED TO E.I.C. DS-9 DIFF. LOCK DIFF LOCK

HOURS
CM-94 P3/A7 SELECT PARK BRAKE P4/D3 CM-106 CM-106 P2/4 P1/6 CM-131B CONTROL GROUP
CUMMINS N14
PTO
ALT.
CRITICAL ALARM TORQUE TRI-STATE ENGINE

SERVICE 1 CRITICAL
IGN. COMMON X X X X X X P7/8 CM-91D CM-95 P3/B7 SELECT ALARM P4/C5 CM-107 CM-107 P2/9 P1/4 CM-533 CONTROL
SWITCH TERM
A X P7/1 CM-92 MODULE

POWERSHIFT A
B X P7/2 CM-93 LAMP TEST P2/13 CM-542
C P7/3 CM-94 SERVICE 2 LAMP TEST P4/C4
X CM-96 P3/A8 SELECT CM-108 CM-108 P2/3
D P7/4 CM-95 J1939 CAN (SHIELD) PIN 21
X DS-2 HIGH BEAM IND.
E X P7/5 CM-96 REF: LIGHTING J1939 CAN (+) PIN 10
HOURS NON-CRITICAL NON-CRITICAL ALARM P2/10 CM-45 GROUP
X P7/6 CM-97 CM-97 P3/B8 (GROUND) J1939 CAN (-)
F
SELECT ALARM P4/D4 CM-109 CM-109 P1/11
LEFT HAND
PIN 20
DS-1 TURN IND. CUMMINS
PTO PTO "ON" DS-7 P2/16 CM-33 SENSOR CONNECTOR A
SENSE 2 P4/D10 CM-57D CM-57D CM-57C CM57C P1/10 N14 ENGINE
CM-531A
CM-532A
CM-530A
CM-57A CM-57B RIGHT HAND
DS-10 TURN IND.
CAL/RESET P1/3 CM-32 A
SWITCH CM-103 P3/A12 CAL/RESET
SIG
DS-21
GAUGE LAMPS
P2/11 CM-41D
CM-531C
CM-531B
CM-532C
CM-530C
CM-532B
CM-530B
P3/B5 GND PTO LOW FUEL DS-6
CM-91C CM-91A CM-91A SW. COMMON SENSE 1 P4/C10 CM-24B
CM-105 P1/12
CM-91D CM-91B DS-22
CM-101 P3/B10 UP DIGIT

SELECT
SW POS. A
DIGIT SELECT
DOWN
RIGHT
SWITCH DOWN DIGIT GROUND CM-531B

LEFT
4-WAY CM-98 P3/A9 SELECT CM-16D P1/2 CANBUS TERMINATION

TO INST. BUS "B" PILLAR
UP
100 OHM
RESISTOR 1/2 Watts CM-530B
C X X X X P5/C CM-91B
TERMINAL
VEHICLE SIDE
1 X P5/A CM-101 CM-100 P3/A10 RIGHT
SELECT
DIGIT REF: 5%
CAN BUS CIRCUIT IS ON
P6/A CM-98
WARNING LAMP BOARD
3 X ENGINE SPD CM-532B

PTO
4 X P6/B CM-100 CONTROL GRP CIRCUIT A
2 X P5/B CM-102 CM-102 P3/A11 LEFT DIGIT

SELECT
CANBUS MESSAGE
J1939 CAN (-) P110/1 CM-531C

TRANSLATE
J1939 CAN (+) P110/2 CM-530C

J1939 CAN (SHIELD) P110/3 CM-532C
ENGINE
LOAD SIG FOR DETAILS SEE
(OUTPUT) P1/8 CM-300B 1407 POWERSHIFT
3-29 FRAME #3 MONITOR -- ELECTRONIC ENGINE N14

MONITOR -- ELECTRONIC ENGINE N14
FRAME #3
B+ POWER DISTRIBUTION BOARD
F27 POWERSHIFT
SHUTDOWN
PTO
5A
K4 K2
INSTRUMENTATION
FUEL SOLENOID
5K
IGN (MAIN)
R3
PTO
25 A
3A
3A
3A
5A
ENGINE SPEED SIGNAL
COMES DIRECTLY FROM THE ENGINE
CONTROL MODULE
F26
F34
F4
F9
F3
TP-1
TP-2
TP-3
TP-4
J1939 CAN (SHIELD)
J1939 CAN (SHIELD)

CONN. SHOWN
IN SHUTDOWN TB1 CAB-MAIN WHA
J1939 CAN (+)

POSITION 2 1
J1939 CAN (-)
J5/4 J1939 CAN (+)

J5/2 J1939 CAN (-)
NORMAL
J2/20
J2/13
J1/21
J1/36
J5/21
J2/32
J1/35
J5/22
J1/29
J5/24
J1/26
J5/17
J1/30
J5/19
J2/18
J2/10
J5/10
J5/12
J1/13
J1/18
J1/33
J1/34
NOTUSED J5/23
J7/14
J7/15
J1/37
J2/37
J2/16
J2/22
J1/20
J5/11
J7/11
J7/16
J5/14
J5/13
J5/20
J1/23
J1/25
J1/24
J2/30
J1/19
J7/13
J1/22
J1/15
J1/14
J8/15
J8/16
J8/13
J8/14
J2/36
J2/27
J2/25
J1/7
J2/6
J1/4
J1/3
J5/3
J8/3
J8/1
J5/7
J5/9
J5/1
J2/9
J2/2
J7/2
J1/9
J14
J9
SW POS.
CM-538A
CM-534
CM-17A
CM-15A
CM-16A
CM-24A
EN-405D
EN-403D
EN-404D
CM-54A
CM-542
CM-13A
EN-514
EN-524
EN-525
CM-57A
CM-18A
CM-533
CM-545
RF-160
RF-160
EN-538
CM-535
RF-55A
EN-506
IGNITION
CM-56
CM-84
CM-83
CM-77
CM-76
CM-78
CM-52
CM-53
CM-85
CM-11
CM-22
CM-73
CM-75
CM-74
CM-19
CM-20
CM-21
CM-12
EN-85
EN-84
EN-83
EN-77
EN-76
EN-78
CM-55
RF-56
RF-57
RF-53
RF-52
EN-74
EN-75
WHT 3 EN-73
CM-1
RF-54
PS-21
PS-20
PS-19
PS-18
CM-4
CM-531A
CM-530A
CM-532A
CM-3
SWITCH
KEY OFF
ASSEMBLY
START
RUN
ACC
GRN 2
RED 4
BAT X X X X P10/1 CM-1
TERMINAL
ACC (TERM. 5) X X P10/5 P25

IGN (TERM. 4) X X P10/4 CM-3 FUEL P29
CM-54B P26 TRANS. P44 TRANS.
IGN (TERM. 3) X X P10/3 CM-4 LEVEL HYD. LUBE HYD.
IMP. REF: AIR LUBE
START X P10/2
P33 POWERSHIFT RESTR. PRESS. TEMP BYPASS BYPASS
RF-55C
S
RF-55B
"G"
STATUS
X
REF: TRAILER CONTROLS GROUP
BLK 1
STARTING & CHARGING

SWITCH FRAME X
TGS AXLE CUMMINS QSM11
CELECT ENGINE REF: PTO FUEL G I
RF-150
CONTROL GROUP REF: RADAR SPEED ENGINE CONTROL
GROUP GAUGE
EN-155
RF-151
LIGHTING NOTE: MODULE (ECM)
P36
CM-16E
CM-15E
REF: GROUP ONLY IF NOT
POWERSHIFT
P186
EN-157
MISC. ACC GRP CM-17B CM-17A IMPLEMENT
STATUS SW. CM-52A
RF-155
CM-158B
CM-158C CM-158A
SEAT LOCK CM-17D
(TPH) CM-52C CM-52B
CM-17C
REF:
TO INST. BUS CM-52B P122/B
REF: "B" PILLAR CM-53A
CM-53C CM-53B CM-53B P122/C
MISC. ACC GRP P183
RADIO CM-18B CM-18A CM-300C P122/A
CM-300B
CM-18C CM-18D
CM-300A CM-300C "1407 TRANS ONLY"
CONNECTOR
TACHOMETER
MODULE
PTO
CM-22 P3/A2 ENABLE RADAR PRESENT P4/C1 CM-73
J5/12
J5/2
J5/4
SHUTDOWN RADAR PWR P4/D1
CM-12 P3/B2 SENSE (EXT) CM-75
P.C. BOARD
SHUTDOWN
WARNING LAMPS DS-13
EN-510A
EN-508A
EN-509A
CM-11 P3/A3 DRIVE RADAR SIGNAL P4/C2 CM-74 YELLOW COOLANT TEMP
CM-300B P1/8 NOT USED * INT.
WHEN RADAR
B+ (IGNITION) DS-12 RED COOLANT TEMP
INSTALLED AXLE FUEL LEVEL P4/C3 CM-54B CM-15D P1/1 * INT.
EIC - TPM MODULE SPD IS REPLACED TO INST. BUS "B" PILLAR
IMPL.
WITH TRUE
DS-14 ENG OIL PRESSURE EN-538 P186/11 ENG SPEED SIG
AXLE RPM P8/2 GROUND SPD AXLE SPD
CM-55 P8/8 STATUS SIG INPUT CM-18B SIG DRIVE P4/D5 CM-18C * INT.
SWITCH CM-15E TO FUEL GAUGE ENG.LAMP YEL DS-19 EN-525 P186/16 ENG.LAMP YEL
CM-535 P2/12
100 OHM
CM-15A CM-15D TO LAMP BOARD AXLE SPD DS-20 ENG.LAMP RED 1/2 Watts, 5%
BATT. IGNITION P8/1 PWR CM-534 EN-524 P186/6 ENG.LAMP RED
EN-510A
EN-508A
CM-17C P8/7 CM-15B CM-15B CM-15C CM-15C CM-15F CM-15F P3/A1 IGNITION SIG DRIVE P4/C6 CM-19 P1/5
(MEM) PWR GND
#1 HEATSHRINK WRAPPED
REF: DS-5 DS-3 AIR RESTRICTION EN-83 P186/5 ENG.COOLANT LVL
FILTER
ENG SPD P2/1 CM-85

CM-41B P8/3 BACKLIGHTS SIG DRIVE P4/D6 CM-20 TRANSMISSION
LIGHTING DS-16 P186/2 TORQUE TRI-STATE INPUT
#2 CM-16E TO FUEL GAUGE "ON" LUBE PRESS. EN-514
EN-509A
CM-18D P2/15 P2/8 CM-56 EN-510B
CM-16A #3 CM-16D TO LAMP BOARD
PWR
ENG SPD 5 SEC
CM-90 P8/4 RADAR GROUND P8/5 CM-16B CM-16B CM-16C CM-16C CM-16F CM-16F P3/B1 GROUND SIG DRIVE P4/C7 CM-21 EN-508B
SIGNAL PWR GND PARK BRAKE DS-4 DS-8 ALTERNATOR "L" EN-300 P183/9 ENG LOAD SIGNAL EN-509B
FILTER
CM-112 P2/6 P2/2 CM-84 50HZ PWM

CM-13A #4 AUDIO ALARM AXLE SPD
AUDIO ALARM P8/6 CM-13B CM-13B CM-13C CM-13C ENGINE
3 PIN J1939 DATALINK CONNECTOR

CM-13D CM-13D P3/B3 SIG P4/C11 CM-52
FILTER
DRIVE EXT. DRIVE EXT. DS-11 COOLANT LEVEL CANBUS TERMINATION

INST. BUS
CM-154
P2/14 CM-83 ALTERNATE RESISTOR
"B" PILLAR RADAR SIGNAL AXLE SPD EN-530 P186/41 DROOP SELECT
CM-90 P3/A5 P4/D11 CM-53 HYDRAULIC ENGINE SIDE
57.50 HZ/MPH SIG GND DS-15 OIL TEMP. SWTICH
EN-510C
EN-508C
EN-509C
CM-538A
P2/5 CM-77
ENG SPD
P4/C12 CM-538C CM-538C CM-538B
SIG
TRANS LUBE
ALTERNATOR ENG SPD
DS-17 FILTER BYPASS
P1/9 CM-76
P108/C
P108/B
CM-92 P3/A6 P4/D12 CM-545
P108/A
SELECT SIG GND
CM-538B P110/4 HYDRAULIC
PTO LOW FUEL NOT USED DS-18 FILTER BYPASS
SW POS. CM-93 P3/B6 SELECT
LAMP
P4/D7 CM-105 P1/7 CM-78
FUNCTION
SERVICE 1
SERVICE 2
SELECT PARK BRAKE REF:

GND SPD
SWITCH GND SPEED TO E.I.C. DS-9 DIFF. LOCK DIFF LOCK

HOURS
P1/6
CM-531A
PARK BRAKE P4/D3 P2/4
CM-532A
CM-530A
CM-94 P3/A7 SELECT CM-106 CM-106 CM-131B
CONTROL GROUP
PTO
ALT.
SERVICE 1 CRITICAL CRITICAL ALARM TORQUE TRI-STATE

IGN. COMMON X X X X X X P7/8 CM-91D CM-95 P3/B7 SELECT ALARM P4/C5 CM-107 CM-107 P2/9 P1/4 CM-533
SWITCH TERM
A X P7/1 CM-92 POWERSHIFT

B X P7/2 CM-93 P2/13 CM-542
CM-531C
CM-531B
CM-532C
CM-530C
LAMP TEST
CM-532B
CM-530B
SERVICE 2
C X P7/3 CM-94 CM-96 P3/A8 SELECT LAMP TEST P4/C4 CM-108 CM-108 P2/3
D X P7/4 CM-95 J1939 CAN (SHIELD) PIN 21
DS-2 HIGH BEAM IND.
E X P7/5 CM-96 P2/10 CM-45 CANBUS TERMINATION J1939 CAN (+) PIN 10
HOURS NON-CRITICAL NON-CRITICAL ALARM RESISTOR
F X P7/6 CM-97 CM-97 P3/B8 SELECT ALARM P4/D4 CM-109 CM-109 P1/11 (GROUND) J1939 CAN (-) PIN 20
LEFT HAND VEHICLE SIDE
DS-1 TURN IND. CUMMINS
PTO "ON" DS-7 P2/16 CM-33 CM-531B SENSOR CONNECTOR A
PTO CM57C P1/10 REF: LIGHTING
SENSE 2 P4/D10 CM-57D CM-57D CM-57C
RIGHT HAND GROUP
CM-57A CM-57B DS-10 100 OHM
CAL/RESET TURN IND. 1/2 Watts CM-530B
CAL/RESET P1/3 CM-32
SWITCH CM-103 P3/A12 SIG 5%
DS-21 CM-532B
GAUGE LAMPS
GND PTO P2/11 CM-41D
LOW FUEL DS-6
CM-91C CM-91A CM-91A P3/B5 SW. COMMON SENSE 1 P4/C10 CM-24B
CM-105 P1/12 DS-22 A
CM-91D CM-91B
"QS ENG ONLY" CONNECTOR CANBUS NOT USED IN QSM11
UP DIGIT CM-300A P123/A P130/A EN-300
CM-101 P3/B10 SELECT CM-531C
SW POS. P4/C13 CM-980 CM-980 P123/B P130/B CM-530C
DIGIT SELECT ALTERNATE DROOP
DOWN
P4/C14 CM-530
RIGHT
SWITCH DOWN DIGIT GROUND CM-530 P123/C P130/C EN-530 CM-532C

LEFT
4-WAY CM-98 P3/A9 SELECT CM-16D P1/2 P4/D13 CM-981 CM-981 P123/D P130/D
UP
ENGINE WHA
C X X X X P5/C CM-91B
TERMINAL
RIGHT DIGIT
1 X P5/A CM-101 CM-100 P3/A10 SELECT REF:
3 X P6/A CM-98
PTO
4 X P6/B CM-100
LEFT DIGIT CONTROL GRP
2 X P5/B CM-102 CM-102 P3/A11 SELECT
3-30 FRAME #4 MONITOR -- ELECTRONIC ENGINE QSM11

MONITOR -- ELECTRONIC ENGINE QSM11
FRAME #4
WIRE ID INDEX GROUND LOCATION INDEX WIRE COLOR INDEX
AP--AUX. POWER CA--BATTERY CABLE
RED -- CAUTION -- THIS WIRE IS AT
CM--CAB MAIN PS--POWER SHIFT 1 STUD ON STARTER
BATTERY VOLTAGE WITH RESPECT TO GROUND
B+ CR--CAB ROOF RF--REAR FRAME BLACK -- WILL ALWAYS BE BATTERY GROUND
FUSE AND RELAY PANEL DL--DIFF. LOCK SS--STATUS SWITCH 2 STUD AT BOTTOM RH BEAM OF CAB, BE-
BLUE -- LIGHTING
HIND BATTERIES
EN--ENGINE TP--THREE POINT HITCH BROWN -- POWERSHIFT
3 STUD INSIDE OF TOP BEAM OF CAB ON RH
SIDE, UNDER ROOF GRAY -- MONITOR GROUP
STUD UNDER RH SIDE REAR SHELF ORANGE -- START AND CHARGING
4
K7 TOWARD FRONT PINK -- THREE POINT HITCH
SEAT
F1-20A F2-20A STUD UNDER RH SIDE REAR SHELF TAN -- DIFFERENTIAL LOCK
COMPRESSOR 5
AUX. POWER AUX. POWER RELAY TOWARD THE TOP WHITE -- MISCELLANEOUS ACCESSORIES
IGNITION IGNITION
6 STUD UNDER RH SIDE REAR SHELF YELLOW -- PTO
BATT
P95/1 TOWARD THE REAR DARK GREEN -- AIR CONDITIONING
AP-1 2
AUXILIARY IGN
P95/2 VIA
THREE PIN F4-25A F19-10A F10-15A F16-15A F3-3A F20-10A F21-3A
CONNECTORS AP-2 IGN LIGHTER HORN BOARD SEAT INSTRUM. WIPER RADIO
GRND (MAIN) BATT FRONT+
P95/3
REAR
AP-3
2 VIA
BOARD
2
J2/28
J1/31
J5/18
J12/1
J12/3
J2/29
J2/12
J4/10
J4/15
J1/17
J1/10
J1/11
J3/6
J2/9
J3/5
J2/3
J1/7
J1/1
J1/5
J1/6
J4/9
J4/3
J7/9
J7/3
J/4
J9
SWITCH
POSITION
CM-17A
CM-30A
CM-65A
CM-68A
CM-25
CM-26
CM-79
CM-27
CM-28
CM-29
CM-66
CM-67
CM-59
CM-60
CR-68
CR-67
CR-66
CR-65
IGNITION
EN-79
RF-60
RF-59
CM-1
CM-2
CM-3
CM-4
CM-5
SWITCH
KEYOFF
START
RUN
ACC
TERMINALS:
BAT P10/1 CM1
M RF-158C RF-158A
RF-158B
ACC (TERMINAL 5) P10/5 CM2 +
IGN (TERMINAL 4) P10/4 CM3 REAR
RF-158A
IGN (TERMINAL 3) P10/3 CM4 -- WASHER PUMP
START P10/2 CM5
G
SWITCH FRAME RH
SPEAKER 6
CIGARETTE
LIGHTER
M
CM-150
FRONT
WASHER PUMP
5 MOMENTARY
SEAT COMPRESSOR SWITCH --
SEAT LOWER +
CM-26
CM-79
SOLENOID LH
RAISE OFF LOWER SPEAKER
A A P13/A
P21/7
P21/8
TERM.
RED CM-27
B B P13/B CM-151
C
C P13/C CM-17B
C D RADIO
TURN LAMP POWER
YELLOW
E P13/E
CM-17A
CM-155 SPEAKER LH+
TURN F
CM-68A CM-68B CM-68B P14/6
SPEAKER LH+
LIGHTS POWER
CM-68C CM-68C P14/9

SIGNAL SPEAKER LH--
CM-67 P14/8
HIGH BEAM
LOW BEAM
SWITCH
RH LAMPS
LH LAMPS
SEAT SWITCH CM-17B CM-17D SPEAKER RH--

B+ HORN
CM-66 P14/5
GREEN
CM-17C
(NOT USED) 5 SPEAKER RH+
BLACK
CM-65A CM-65B CM-65B P14/4

HORN
SPEAKER RH+
CM-65C CM-65C P14/7
GROUND
CM-29 P14/1
PIN NO. 1 2 3 4 5 6 7 8 9 SEE POWER--ACC.
CM-28 P14/3
FUNCTION LEVER POSITION MONITOR +12V MEM (BATT.)
CM-17D P14/2
CENTER GROUP
HORN LEFT HAND ANTENNA
RIGHT HAND FRONT WIPER
LOW BEAM PUSH HIGH LOW PARK SWITCH
HEAD LAMPS HIGH BEAM PULL 1 CM-30A

TERMINAL
2 P16/2 CM-30B
HIGH BEAM FLASH 3 P16/3 CM-120
FRONT WIPER
PULL MOMENTARY HI
4 P16/4 CM-122 CM-120 P17/2 MOTOR
TURN
SIGNAL
CENTER
LEFT HAND
5
6
CM-122 P17/3 PARK M
P16/6 CM-121 CM-121 P17/1 LO
RIGHT HAND
CM-152
MOMENTARY
REAR WIPER
EN-79 SWITCH 5
HIGH LOW PARK
HORN EN-159 WASHER
1 CM-30B SWITCH
TERMINAL
2 P18/2 CM-30C FRONT OFF REAR

3 P18/3 CM-123
REAR WIPER
HI 1
4 P18/4 CM-125 CM-123 P19/2 MOTOR
M
TERMINAL
5 2 P20/1 CM-59
CM-125 P19/3 PARK
6 3 P20/2 CM-30C
6 P18/6 CM-124 CM-124 P19/1 LO 4 P20/3 CM-60
5
CM-154
3--31 FRAME #5 ACCESSORIES

ACCESSORIES
FRAME #5
BL-210B
BL-210A
BL-210A
BL-210B
WIRE ID INDEX
B+
P124/1
P124/1
P126/1
AP--AUX POWER CA--BATTERY CABLE
P125/9
CM--CAB MAIN PS--POWER SHIFT
CR--CAB ROOF RF--REAR FRAME
DL--DIFF. LOCK SS--STATUS SWITCH
OFF
FUSE AND RELAY

POWER STUD AT
ON
EN--ENGINE TP--THREE POINT HITCH
BL--BEACON LAMP
BEACON
LAMP
ROOF
PANEL
HIGH BEAM LAMPS K8- GROUND LOCATION INDEX
SWITCH (OPTION)
GROUND STUD AT
OPTIONAL
AUX POWER BATT

RELAY RELAY
FUSE AND RELAY

K13 STUD ON STARTER
1
BEACON LAMP
K3 K10 K11 K12 EXT
P126/2
AUXILIARY
K5 K6 STUD AT BOTTOM RH BEAM OF CAB,
P125/10
2 POWER
P124/5
RELAY 2
5
6
7
BEHIND BATTERIES
PANEL
20 A
RH TURN FLASHER
LAMP STUD INSIDE OF TOP BEAM OF CAB ON
MODULE 3
BL-2C
RELAY RH SIDE, UNDER ROOF
HEAD FENDER TRAILER
BL-2B
F1
1
2
3
4
TO UNSWITCHED LAMP LAMPS STUD UNDER RH SIDE
BL-4
B- LAMPS
POWER LH TURN RELAY RELAY RELAY 4
REAR SHELF TOWARD FRONT
1 LAMP
BL-4 P127/B P127/A BL-1 RELAY 2 2 2 2 2 STUD UNDER RH SIDE
BL-1 P128/1
5
REAR SHELKF TOWARD THE TOP
BL-2C
BL-2B
2 2
F33-20A STUD UNDER RH SIDE
IN LINE FUSE HOLDER VIA 6
AUX.
15 A BOARD REAR SHELF TOWARD THE REAR
POWER
GROUND
2
SPLICE
BL-2A
F30-25A F31-25A F32-25A F17-10A WIRE COLOR CODE INDEX

F25-5A F18-10A F14-10A F15-10A F11-3A F13-3A F12-10A F7-10A F8-25A F22-25A
DOME/REEL FRONT REAR TRAILER MAIN
STOP RH TURN LH TURN TURN HAZARD TAIL CONSOLE HEAD ROOF
TO GROUND LAMPS FENDER FENDER LAMPS LIGHT SW. RED -- CAUTION -- THIS WIRE IS AT
LAMPS LAMPS LAMPS SIGNAL LAMPS LAMPS LAMPS LAMPS LAMPS
LAMPS LAMPS
3 SWITCH BATTERY VOLTAGE WITH RESPECT TO GROUND
BLACK -- WILL ALWAYS BE A BATTERY GROUND
BL-2A P129/1 2 BLUE -- LIGHTING
BROWN -- POWERSHIFT
J1/16
J2/24
J2/23
J4/14
J7/10
J2/14
J2/34
J2/21
J2/15
J17/1
J2/17
J13/1
J17/2
J18/1
J18/2
J18/2
J12/2
J4/7
J3/4
J7/7
J4/6
J7/6
J7/1
J3/1
J2/4
J2/8
J3/2
J3/3
J2/5
J3/6
PINK -- THREE POINT HITCH
J10
TAN -- DIFFERENTIAL LOCK
SEE START AND CM-2
CM-41A
CR-32A
CR-33A
RF-58A
RF-32A
RF-33A
RF-38A
YELLOW -- PTO
EN--4A
CM-31
CM-58
CM-32
CM-33
CM-34
CM-35
CM-36
CM-40
CM-42
CM-43
CM-44
CM-45
CM-46
CM-47
CR-4A
CR-6A
EN-3A
EN-5A
RF-2A
CM39
CHARGE DIAGRAM
RF-3
RF-1
SW. POSITION
LIGHT SWITCH
5 4 3 2 1
CM-47 P24/1 BATTERY
CM-39 P24/2 HAZARD/TAIL LIGHTS
CM-40 P24/3 HEAD LIGHTS
CM-42 P24/4 WORK LIGHTS--FENDERS
CM-46 P24/5 WORK LIGHTS--CAB
CM-31
MISCELLANEOUS
ACCESSORIES
CM-58
CR-4A
CM-36
CM-34
CM-35
CM-43
CM-44
CM-26
CM-79
CM-32
CM-33
BRAKE
CR-32A
CR-33A
PEDAL
CM-41A
CR-4C
CR-4B
SWITCH
RF-38A
RF-32A
RF-33A
P21/1
P21/2
P21/3
P21/4
P21/5
P21/7
P21/8
P2/16
P1/3
CR-32C
CR-33C
CR-32B
CR-33B
RF-58A
CM-41B
CM-41C
RF-38B
RF-38C
RF-38D
RF-32C
RF-33C
RF-32B
RF-33B
TAIL LAMPS-REAR FENDERS

MONITOR GROUP
TURN LAMP POWER
A SIDE
LAMP BOARD
P66 P67
D5-10
CONSOLE
D5-1
CAB INTERIOR LAMPS
TURN
RF-58C
RF-58D
LHF LHR
RF-58B
LIGHTS POWER
P54 P55 LIGHT

SIGNAL LH RH
HIGH BEAM
R/H LAMPS
LOW BEAM
L/H LAMPS
P68 P69
B+ HORN
REEL SWITCH
BLACK
BLACK
P54 P55 RHF RHR
HORN
LAMP
CM-41B
CM-41C
LH A A RH
DOME
BRAKE LAMPS
RF-154C
RF-154B
CR-6A
EN-5A
LAMP
RF-2A
C C PIN 1 2 3 4 5 6 7 8 9 LH/RH TURN LH/RH
FUNCTION LEVER POSITION INDICATOR TURN/HAZARD
P1/2
B
CENTER LAMPS
CR-150D
CR-150C
CR-150B
CR-150E
RF-154C
EN-3A
EN-4A
LAMPS--CAB ROOF
RF-154B
CR-204C
CR-204B
P8/3
OPTIONAL HORN LEFT HAND
CR-6C
CR-6D
CR-6B
CR-6E
EN-5C
EN-5B
RF-2D
RF-2C
RF-2E
RF-2B
TRAILER RIGHT HAND RF-154A INSTRUMENT
CM-16D
CONNECTOR
CR-152
BUS “B”
LOW BEAM
CM-41D
CM-16D
CM-16E
EN-3C
EN-4C
EN-3B
EN-4B
BLACK
PILLAR
(PUSH)
RF-154A
LH RH
CR-150A
RH RH LH LH
RF-32C
RF-33C
RF-55C
HEAD
RF-38B
HIGH BEAM
CR-204A
LAMPS RF-153 RHF LHF RHR LHR 1 1 OUT 1 1 IN OUT 1 1 IN
RF-3
RF-1
(PULL) 6 TRACTOR
3 HIGH BEAM FLASH PERFORMANCE LH RH LH RH
PULL (MOMENTARILY) MONITOR OUT 1 1 OUT IN 1 1 IN 2 2 2 2 2 2
P64
P62
P65
P63
P56
P57
P50
P51
P53
P52
DOOR
SWITCH CENTER B
TURN 6
T1-5
T1-3
T1-2
T1-7
T1-6
T1-4
SIGNAL LEFT HAND TI-1 FUEL 2 2 HEAD 2 2 P60
RIGHT HAND 2 3 GAUGE
LAMPS
EN-150
EN-151
LIGHT
7--PIN WORK LAMPS WORK LAMPS
GROUNDS VIA
P1/2
TRAILER FRONT FENDERS REAR FENDERS
CR-151C
CR-151D
CR-151B
CR-151E
RF-152D
RF-152C
RF-152E
RF-152B
AT SWITCH BOARD
AT DOOR PLUG
DS-21
COOLANT TEMP.
OIL PRESSURE
LAMP BOARD
RF-32B
RF-33B
CM-16D
EN-152C
EN-152D
EN-152B
EN-152E
BACKLIGHT
BACKLIGHT
MONITOR
HIGH BEAM
DS-22
SS-2
CR-151A
RF-157 INDICATOR WORK LAMPS
RF-152A
SS-1
CAB ROOF
RF-55C
EN-152A
6
P22A
P22B
GN B
B 4
P1/2
EXTREMITY R
SEE 2 6
LIGHTS IMPLEMENT MONITOR
PLUG STATUS WIRING VIA
CM-16D
EX-157A SWITCH DIAGRAM 1 BOARD 3
EX-32
EX-32
EX-157B
RHE
EX-157C
LHE
3--32 FRAME #6 LIGHTING -- BSN 301551

LIGHTING -- BSN 301551
FRAME #6
BL-2A BL-2B BL-2B P125/10 P125/9 BL-210B
BL-2C
SPLICE
GROUND BL-4 P124/5 P124/1 BL-210B
P124/1 BL-210A
OFF
BL-4
BEACON LAMP
SWITCH (OPTION) ON
LAMP
DOME
P127/B
CR-152
BL-2C P126/2 P126/1 BL-210A
LAMPS
15A
CR-204A CR-204B CR-4C
CR-204C CR-4B CR-4A
LAMP
P127/A
CAB INTERIOR
BEACON
IN LINE FUSE HOLDER
P70
BL-1
CONST PWR
DOOR
REEL
LAMP
SWITCH
PEDAL
BRAKE
SWITCH
BL-1
BL-2A
SWITCH OPEN
POWER
TO GROUND
P129/1
P128/1
RF-58B RF-58A
WHEN DOOR CLOSED

OPT.
TO UNSWITCHED
CONN.
TRAILER
TURN
HORN
HEAD
LAMPS
SIGNAL
B+
1
2
3
B-
NUMBER SWF
GROUND STUD AT POWER STUD AT
(PULL)
FUSE AND RELAY FUSE AND RELAY
(PUSH)
TURN SIGNAL
CENTER
CENTER
PANEL PANEL
CIRCUIT CPC PIN #
LOW BEAM
LEFT HAND
LEFT HAND
HIGH BEAM
FUNCTION LEVER POS.
RIGHT HAND
RIGHT HAND
20 A
(PULL - MOM.)
SWITCH ASSEMBLY
F1
HI BEAM FLASH
AUX POWER BATT
TURN LMP PWR P21/1 CM-36
X X
49A R
R/H LAMPS P21/2 CM-34C
X X
L/H LAMPS P21/3 CM-35C
X
LIGHTS POWER P21/4 CM-43
X
X X
HIGH BEAM P21/5 CM-44
X
LOW BEAM
X
B+ HORN P21/7 CM-26
L 56 56A56B 15 H
X X
X X
X X
HORN P21/8 CM-79
1 2 3 4 5 6 7 8 9
REF:
3-33
REF:MONITOR GRP
TO INST. BUS "B" PILLAR LAMP BOARD J4/7
CR-4A
BE DARK BLUE UNLESS OTHERWISE NOTED.

(GROUND)
ACCESSORIES
DS-10 5A
RF-58A
F25 DOME/REEL LAMP
MISCELLANEOUS
CM-16D P1/2 P1/3 CM-32C
CM-31 J3/4
LH/RH TURN
10 A
RF-58B
RF-58C
CM-58 J1/16 F18 STOP LAMPS
NOTES: 1. ALL WIRING ASSOCIATED WITH LIGHTING GROUP WILL

DS-1 RF-58A J7/7
INDICATOR LAMPS
P2/16 CM-33C
P68
RHF
CR-150A CR-150B CR-32B CM-32A J2/24
LH/RH
CR-150D 10 A
K5
CR-15CC CR-32C CR-32A CR-32A J4/6 F14 RH TURN LAMPS

CR-150E
POWER DISTRIBUTION BOARD
RF-32A J7/6
CAB ROOF
P69 P66
CM-33A J2/23
RHR LHF
10 A
K6
CR-33B
CAB ROOF
CR-33A J4/14 F15 LH TURN LAMPS
RH CENTER
CR-33C CR-33A
RF-33A J7/10
P67
LHR
1 6
J2/14
TURN/HAZARD LAMPS
CM-34A 2 5
CARD
3 7
RF-157C RF-32B P72 RF-32B CM-35A J2/34 4
FLASHER
RF-32C RF-32A
J30
RF-157C
RF-157A RF-157B CM-36 J2/21
3A
RF-157B RF-33B P71 RF-33B F11 TURN SIGNAL SW
RF-33C RF-33A
J2/35
FRAME #7
3A NOTE: J2/35 NOT
RF-153
LH/RH
F13 HAZARD LAMPS USED ON PHASE C
LIGHTS
T1/1 RF-153 TRACTORS.
T1/5 RF-32C RF-38A J7/1
7-PIN
10 A
PLUG
T1/3 RF-33C F12 TAIL LAMPS
T1/2 RF-3
TRAILER
T1/6 RF-38B
T1/7 RF-1 CM-39 J3/1
T1/4 RF-55C
REF:
STOP
RF-38B RF-38A
MONITOR
CM-35C
CM-35A
EXTENDABLE MARKER
CM-32C
CM-32A
LH
P54
CM-33A
CM-33C
RF-154A RF-154B RF-38C

B
C
CM-34C
CM-34A
CM-35B
C
B
CM-32B
WITH
RF-154C RF-38D
CM-33B
TAIL LAMPS
LAMPS
BRAKE
RH
P55
SHARED
GROUND
CM-34B
REAR FENDERS
RF64 RF-64 P130/1 P131/1 CM-34B
RF161A RF161C RF161C P47/85 P47/86
RF68
RF161B
RF63
P47(N/C)
RF58C
P54
LH
LH/RH
RF154A RF154B RF-154B RF61 RF61 P47/COM P47(N/O) RF65 RF-65 P130/2 P131/2 CM-33B
1
RF154C
REAR FENDER
P48(N/C) RF63
2
1
RF-154C RF62 RF62 P48/COM P48(N/O) RF66 RF-66 P130/3 P131/3 CM-32B
RH
TURN/BREAK LAMPS
P55
RF68
RF161B P48/85 P48/86
RF67 RF-67 P130/4 P131/4 CM-35B
REF:MONITOR GRP
LAMP BOARD
OIL PRESSURE CM-40 J2/4
BACKLIGHT
#1
CM-16D P1/2 DS-21 P2/11 CM-41D CM-41D

DS-22 CM-41C CM-41C CM-41A CM-41A J2/15
10 A
#2
CM-41E CM-41B
COOLANT TEMP F7 CONSOLE LAMPS
BACKLIGHT CM-16B
K3
INSTRUMENTATION LAMPS EN-3A J10

#3
CM-16D
25 A
FUEL
GAUGE
INST. BUS
F8 HEAD LAMPS
"B" PILLAR
#4
CM-42 J2/8
CM-43 J3/2
RELAY
TPM
CM-44 J3/3
REF:
P8/3 CM-41B
EN-4A J17/1
HIGH BEAM
MONITOR
K10
CM-45 J2/17
CM-46 J2/5
CR-6A J13/1
25 A
K8
F22 ROOF LMPS

LH
OUT
P58
P152/EN-152A P151/CM-41D EN-152B EN-3B EN-3A P151 P152

EN-152E
1 1
2 2
EN-152C EN-5A J17/2

EN-152D EN-3C 25 A
F30
K11
RH
FENDER LMPS FRT

OUT
(GND)
IN
LH
P61 P59
RF-2A J18/1
STARTER
HEAD LAMPS
EN-4B EN-4A P151 P152 25 A

2
1
F31 FENDER LMPS REAR

2
1
EN-4C
RF-3 J18/2
IN
RH
25A
P60
F32 TRAILER LMPS

REF:MONITOR GRP
LAMP BOARD
K12

(GROUND) DS-2 CM-47 J12/2
CM-16D P1/2 P2/10 CM-CM45 10 A
F17 LIGHT SW. MAIN
HIGH BEAM
P64
RHF
CR-151A CR-151B CR-6B CR-6A

CM-2 J3/6
CR-151C
CR-151D CR-6C
CR-151E RF-1 J18/3
P62
LHF
20 A
K13
F33 EXT AUX POWER

INDICATOR WORK LAMPS
CAB ROOF (B)
CAB ROOF
P65
RHR
RH CENTER
CR-6D
CR-6E
P63
LHR
CAB REAR
REF:
BELOW SHELF
CM-46
CM-42
CM-40
CM-39
CM-47
LH
P57
LIGHTING - ASN 301550
EN-150 EN-5C EN-5A

START AND
WORK LAMPS
2
024/2/1
P24/5/4
P24/4/3
P24/3/2
1
P24/1/B
CHARGE DIAGRAM
EN-151 EN-5B
FRONT FENDERS
X
X X
RH
P56
X X X
X X
SW POS.
5 4 3 2 1
X X X X X
RH
BATTERY
OUT
ASSEMBLY
RF-152A RF-152D RF-2D RF-2A

HEADLIGHTS
P50 2
1
RF-152E
LIGHT SWITCH
RF-152B
2
1
WORK LTS (B) CAB
RF-152C
RF-2E
HAZARD/TAIL LIGHTS
IN
RH
WORK LTS (A) FENDERS
WORK LAMPS
CAB REAR
REAR FENDERS
IN
LH
SW TERM.
P51 P53
BELOW SHELF
RF-2B
1
2
1
RF-2C
LH
OUT
P52
LIGHTING -- ASN 301550
FRAME #7
B+
FUSE AND RELAY PANEL WIRE ID INDEX
CM--CAB MAIN PS--POWERSHIFT
BLOWER CR--CAB ROOF RF--REAR FRAME
RELAY DL--DIFF. LOCK SS--STATUS SWITCH
EN-7 P43/A
EN-207 P43/B GROUND LOCATION INDEX
A/C BLOWER
A/C CLUTCH
F4-25A 2
F23-30A
F24-5A
IGN
THROUGH
1 STUD ON STARTER
(MAIN) A/C HIGH PRESSURE SWITCH
BOARD (NORMALLY CLOSED) STUD AT BOTTOM RH BEAM OF
2 CAB, BEHIND BATTERIES
STUD INSIDE OF TOP BEAM OF
J2/28
J13/2
J5/15
J4/11
3
J3/6
J2/9
J4/1
J4/5
J14
EN-207 P42/A CAB ON RH SIDE, UNDER ROOF
J9
EN-307 P42/B STUD UNDER RH SIDE
SWITCH 4
POSITION REAR SHELF TOWARD FRONT
CR--1
CM-1
CM-2
CM-3
CM-4
CM-5
CR-2
CR-3
CR-7
EN-7
IGNITION A/C LOW PRESSURE SWITCH STUD UNDER RH SIDE
5
KEYOFF
SWITCH REAR SHELF TOWARD THE TOP
START
(NORMALLY OPEN)
RUN
ACC
STUD UNDER RH SIDE REAR
TERMINALS:
6 SHELF TOWARD THE REAR
BAT P10/1 CM-1
ACC (TERMINAL 5) P10/5 CM-2
IGN (TERMINAL 4) P10/4 CM-3
IGN (TERMINAL 3) EN-307 A/C
P10/3 CM-4 RED - CAUTION -- THIS WIRE IS AT
START COMPRESSOR
P10/2 CM-5 BATTERY VOLTAGE WITH REPECT TO GROUND
G CLUTCH
SWITCH FRAME BLACK - WILL ALWAYS BE BATTERY GROUND
BLUE - LIGHTING
GROUNDS AT ENGINE BROWN - POWERSHIFT
THROUGH BODY OF GRAY - MONITOR GROUP
A/C COMPRESSOR ORANGE - START AND CHARGING
SWITCH CR-203 CR-7
PINK - THREE POINT HITCH
ON OFF (38_F) CLOSED
(28_F) OPEN
TAN - DIFFERENTIAL LOCK
1 P45/1 CR-153 WHITE - MISCELLANEOUS ACCESSORIES
TERMINAL
2
3 YELLOW - PTO
FIXED
4 DARK GREEN - AIR CONDITIONING
5
THERMOSTAT
P45/5 CR-3 SWITCH
6 P45/6 CR-203
CR-153
BLOWER MOTOR
BLOWER SPEED POSITION
SWITCH 1 2 3 4
BATTERY 3
TERMINAL
B CR-1
A/C CLUTCH POWER C CR-2 RESISTORS
LOW SPEED L CR-130
HIGH SPEED M CR-131
PURGE SPEED H CR-132
GROUNDS AT TOP OF
BLOWER MOTOR BRACKET
3--34 FRAME #8 AIR CONDITIONING

AIR CONDITIONING
FRAME #8
FUSE AND RELAY PANEL WIRE ID INDEX
B+
AP -- AUX. POWER CA -- BATTERY CABLE
CM -- CAB MAIN PS -- POWER SHIFT
CR -- CAB ROOF RF -- REAR FRAME
DL -- DIFF. LOCK SS -- STATUS SWITCH
PTO
F4-25A F34-5A GROUND LOCATION INDEX
IGN PTO
(MAIN) 1 STUD ON STARTER
STUD AT BOTTOM RH BEAM OF
5K
RESISTOR STUD INSIDE OF TOP BEAM OF

3 CAB ON RH SIDE, UNDER ROOF
J2/37
J2/22
J2/16
2 4 SHELF TOWARD FRONT
J3/6
J2/9
J7/2
J/4
J9
SWITCH
POSITION 5 SHELF TOWARD TOP
CM-24A
CM-57A
IGNITION
CM-22
RF-57
KEY OFF
CM-1
CM-2
CM-3
CM-4
SWITCH STUD UNDER RH SIDE REAR
START

RUN
ACC
TERMINALS:
BAT
P10/1 CM-1
ACC (TERMINAL 5)
P10/5 CM-2
IGN (TERMINAL 4)
P10/4 CM-3
IGN (TERMINAL 3) START AND
P10/3 CM-4
START CHARGE
P10/2
G WIRING PTO
SWITCH FRAME DIAGRAM SOLENOID
PTO
SWITCH
RF-156
A
P75/A CM-8
TERMINALS
C
P75/C CM-6 6
B P75/B CM-24C
D
P75/D CM-57B
RED -- CAUTION -- THIS WIRE IS AT BATTERY
TACH MODULE -- VOLTAGE WITH RESPECT TO GROUND
MONITOR GROUP CM-24C
BLACK -- WILL ALWAYS BE BATTERY GROUND
PTO SENSE 1
P4/C10 CM-24/B CM-24B CM-24A BLUE -- LIGHTING
LAMP BOARD
MONITOR GROUP BROWN -- POWERSHIFT
PTO ENABLE GRAY -- MONITOR GROUP
P3/A2 CM-22
CM-57B CM-57A PTO ON
PTO SENSE 2 TAN -- DIFFERENTIAL LOCK
P4/D10 CM-57D CM-57D CM-57C P1/10
2 YELLOW -- PTO
THROUGH DARK GREEN -- AIR CONDITIONING
POWER DISTRIBUTION
BOARD
3--35 FRAME #9 PTO

PTO
FRAME #9
RAISE RAISE
MOMENTARY MOMENTARY
LOWER LOWER
RAISE LOWER RAISE LOWER
1 1
TERMINAL
TERMINAL
2 2
3 3
4 4
F4-25A F28-5A 5 5
IGN THREE POINT
6 6
(MAIN) HITCH
INDICATOR LAMP “MANUAL” RAISE/RETURN “AUTO” RAISE/RETURN
“AUTO”
P86/5
P86/1
P86/3
P86/6
P86/2
P86/4
P87/2
P87/1
P87/3
THROUGH
BOARD
J16/2
16/1
J3/6
TP-6C
TP-2B
TP-2A
TP-4A
TP-4B
TP-4B
TP-5B
TP-6A
TP-6B
TP-7A
TP-7B
TP-6B
J14
J9
TP-8
TP-9
-- +
SWITCH
POSITION
TP-1B
TP-2B
CM-1
CM-2
CM-3
WIRE ID INDEX
AP -- AUX. POWER CA -- BATTERY CABLE
TERMINALS: CM -- CAB MAIN PS -- POWER SHIFT
BAT CR -- CAB ROOF RF -- REAR FRAME
P10/1 CM-1
ACC (TERMINAL 5) DL -- DIFF. LOCK SS -- STATUS SWITCH
P10/5 CM-2
IGN (TERMINAL 4) EN -- ENGINE TP -- THREE POINT HITCH
P10/4 CM-3
THREE POINT HITCH IGN (TERMINAL 3)
P10/3 CM-4
MODULE START
P10/2 CM-5
G GROUND LOCATION INDEX
SWITCH FRAME
1 STUD ON STARTER
LAMP CONTROL STUD AT BOTTOM RH BEAM OF
P85/24 TP-3
TP-1A STUD INSIDE OF TOP BEAM OF
POWER SUPPLY
P85/5 TP-1C TP-1C TP-1B 3 CAB ON RH SIDE, UNDER ROOF
TP-1D TP-1E
POWER (MANUAL)
P85/15 TP-1D
4 SHELF TOWARD FRONT
GROUND
5 SHELF TOWARD THE TOP
P85/13 TP-2A
DISABLE INPUT P85/19 TP-4A
RAISE SOLENOID TP-5B WIRE COLOR CODE INDEX

CONTROL P85/4 TP-5A TP-5A TP-5C
RED -- CAUTION -- THIS WIRE IS AT BATTERY
VOLTAGE WITH RESPECT TO GROUND
GROUND
(SWITCHES) P85/22 TP-6A BLACK -- WILL ALWAYS BE BATTERY GROUND
BLUE -- LIGHTING
LOWER SOLENOID BROWN -- POWERSHIFT
CONTROL P85/14 TP-7A
AUTO SWITCH ORANGE -- START AND CHARGING
“RETURN” P85/18 TP-8 PINK -- THREE POINT HITCH
AUTO SWITCH
“TRANSPORT” P85/7 TP-9
YELLOW -- PTO
“FLOAT/NORMAL” DARK GREEN -- AIR CONDITIONING
SWITCH P85/20 TP-10A
COMMAND
SUPPLY P85/1 TP-11 TP-6C P88/4 GREEN/BLACK
TP-10A
P88/4 GREEN/BLACK
COMMAN TP-10B
SIGNAL P85/2 TP-12
TP-11 P88/1 RED/BLACK
COMMAND TP-12 P88/2 BLUE/BLACK
GROUND P85/3 TP-13 TP-13 P88/3 BROWN/WHITE
FEEDBACK COMMAND
GROUND P85/9 TP-14 POT
FEEDBACK
SIGNAL P85/6 TP-15
FEEDBACK
SUPPLY P85/16 TP-16
TP-18 P89/1 BLUE/YELLOW
TP-19 P89/2 GREEN/WHITE
TP-20 P89/3 ORANGE/BLACK
TP-10B
LOWER RATE
TP-7B
TP-16
TP-15
TP-14
TP-17
TP-18
TP-19
TP-20
POT
YELLOW P92/1
BLACK P92/2
P92/3
P91/3
P91/2
MODULE YELLOW P91/1
SUPPLY ORANGE P90/1
FEEDBACK GREEN P90/2
P90/3
TP-5A
TP-5A
TP-5A
TP-5A
TP-5A
BLACK
GROUND BLUE
RED
(FROM SOLENOID) RED

POWER IN
HITCH MODULE)
POWER OUT
(TO THREE POINT
POT
POT
POT
CONTROL
FEEDBACK
POT
RAISE LOWER
SOLENOID LOWER RATE MODULE
SOLENOID
3--36 FRAME #10 THREE POINT HITCH

THREE POINT HITCH
FRAME #10
B+
D1 PTO OFF D2 TRANS. NEUT. D3 PARK BRAKE

NEUTRAL
DISCONNECT RELAY
F27-5A BOTTOM
POWERSHIFT PEDAL TOP PEDAL
LEVER ASSEMBLY SWITCH SWITCH
DS1 DS2 DS3 (75 PSI) (75 PSI)
TP-1 LED LED LED (NORMALLY OPEN) (NORMALLY OPEN)
NEUTRAL DISCONNECT
NEUTRAL START OUT
2
NEUTRAL START IN
F4-25A TP-2
IGN
(MAIN) TP-3
DOWNSHIFT
2 2 2
SUPPLY B+
FORWARD
REVERSE
GROUND
UPSHIFT
TP-4
VIA BOARD VIA BOARD VIA BOARD
VIA BOARD
P80A/4
P80A/7
P80A/1
P80A/5
P80A/2
P80A/9
P80A/6
P80A/3
P80A/8
P81/87
P81/85
P81/86
P81/30
J1/22
J1/15
J1/14
J8/18
J8/16
J8/13
J8/14
J8/10
J2/23
J2/11
J8/1
J8/2
J8/7
J3/6
J1/9
J2/7
J5/5
J14
J9
SWITCH
POSITION
PS-10B
PS-10A
IGNITION
CM-18A
PS-10A
CM-19
CM-20
CM-21
CM-10
PS-1C
PS-2D
PS-2C
PS-1A
PS-2A
EN-10
PS-21
PS-20
PS-19
PS-18
PS-14
PS-12
PS-13
PS-11
SWITCH
KEYOFF
CM-1
CM-2
CM-3
CM-8
CM-6
RF-9
PS-4
PS-3
RF-8
PS-4
PS-3
PS-5
PS-6
PS-7
PS-8
PS-9
PS-9
START
RUN
ACC
TERMINALS:
BAT P10/1 CM-1
ACC (TERMINAL 5) P10/5 CM-2
IGN (TERMINAL 4) P10/4 CM-3
IGN (TERMINAL 3) SEE
P10/3 CM-4 START SEE
START SEE START
P10/2 CM-5 SEE AND START
AND CHARGE
G MONITOR GROUP CHARGE AND
SWITCH FRAME CHARGE
P83/1 DATA
P83/2 CLK
B+
P83/3
P83/4 GND
GEAR
DISPLAY
STUD ON STARTER
PS-10B
PS-1B
PS-2B
PS-21
PS-20
PS-19
PS-18
PS-14
PS-12
PS-13
PS-22
PS-23
PS-24
PS-25
PS-11
PS-5
PS-6
PS-7
PS-8
CM--CAB MAIN PS--POWERSHIFT
CR--CAB ROOF RF--REAR FRAME
DL--DIFF. LOCK SS--STATUS SWITCH
P82/19
P82/20
P82/18
P82/17
P82/13
P82/14
P82/12
P82/16
P82/22
P82/21
P82/15
P82/23
P82/24
P82/11
P82/7
P82/8
P82/1
P82/2
P82/5
GROUND
POWER B+
GROUND LOCATION INDEX
FORWARD INPUT
REVERSE INPUT
UPSHIFT INPUT
DOWNSHIFT INPUT
NEUTRAL DISCONNECT
NEUTRAL DISCONNECT
DATA
CLK
BOTTOM PEDAL SWITCH
TOP PEDAL SWITCH
TOP PEDAL SWITCH
GROUND
B+
ENGINE SPEED
ENGINE SPEED
AXLE SPEED
AXLE SPEED
GROUND
GROUND
SIGNAL
SIGNAL
1 STUD ON STARTER
STUD AT BOTTOM RH BEAM OF CAB,

2 BEHIND BATTERIES
STUD INSIDE OF TOP BEAM OF CAB ON
3 RH SIDE, UNDER ROOF
SOLENOID
SOLENOID
SOLENOID
SOLENOID
SOLENOID
SOLENOID
SOLENOID
SOLENOID
SOLENOID
OUTPUT
OUTPUT
OUTPUT
OUTPUT
OUTPUT
OUTPUT
OUTPUT
OUTPUT
OUTPUT
STUD UNDER RH SIDE REAR SHELF
4 TOWARD FRONT
STUD UNDER RH SIDE REAR SHELF
POWERSHIFT 5
P84/10
P84/12
TOWARD THE TOP
P84/1
P84/2
P84/3
P84/4
P84/5
P84/6
P84/9
P84/8
P84/7
CONTROL
MODULE STUD UNDER RH SIDE REAR SHELF
6 TOWARD THE REAR

RED -- CAUTION -- THIS WIRE IS AT
BATTERY VOLTAGE WITH RESPECT TO GROUND
BLACK -- WILL ALWAYS BE BATTERY GROUND
TRANSMISSION BLUE -- LIGHTING
P99C
P99D
P99H
P99A
P99B
P99E
P99F
P99J
P99I
SELECTOR BROWN -- POWERSHIFT

VALVE
YELLOW -- PTO
W
Q
Y
S
Z
SOLENOIDS ACTIVATED BY GEAR

TRANSMISSION RANGE 1 2 3 4 5 6 7 8 9 10 11 12 1R 2R N
SOLENOIDS Z X W Z X W Z X W Z X W Y Y V
ACTIVATED V V V T T T V V V T T T V T T
SOLENOID Z Y X W V T Q S
S S S S S S Q Q Q Q Q Q S S
TEST PORT U V W X Y Z T S
3--37 FRAME #11 POWERSHIFT -- 1402

POWERSHIFT -- 1402
FRAME #11
FOR
S6
S5
POWER AND
RESISTOR
MONITOR N14
GROUND REF:
T6
ENGINE SIDE
RESISTOR
ELECTRONIC ENG
N14 FRONT DASH
S3
ENGINE SIDE
B+
CANBUS TERMINATION
S4
CANBUS TERMINATION
5%
S1
ENGINE
MODULE
CONTROL
5%
1/2 Watts
100 OHM
N14 ENGINE
CUMMINS N14
1/2 Watts
100 OHM
FOR
REF:
AXLE SPD INPUT IS ON

ENGINE SPD (OUTPUT)
J1939 CAN (SHIELD)
J1939 CAN (+)
J1939 CAN (--)
ENGINE LOAD
TACHOMETER MODULE
WARNING LAMP BOARD
CAN BUS CIRCUIT IS ON
S2
HEATSHRINK WRAPPED
SOLENOID LOCATIONS
SIG (OUTPUT) P1/8
P110/4
P110/3
P110/2
P110/1
J1939 CAN (--) PIN 20
J1939 CAN (+) PIN 10
J1939 CAN (SHIELD) PIN 21
AXLE SPD SIG GND P4/D11

AXLE SPD SIG INPUT P4/C11
MONITOR N14
S8
S9
EN-509B
EN-508B
EN-510B
CM-532B
CM-530B
CM-531B
REAR VIEW OF 1407 TRANSMISSION

ELECTRONIC ENG
S7
T7
POWER AND GROUND
CM-53C
CM-52C
CM-300B
CM-532C
CM-530C
CM-531C
REF:
P108/C P107/EN-510C EN-510A J5/2
P108/A P107/EN-508C EN-508A J5/4
RANGE
9
8
7
6
5
4
3
2
1
N
P108/B P107/EN-509C EN-509A J5/12
11
12
10
2R
1R
MONITOR N14
ELECTRONIC ENG
CM-531A CM-531A J2/25
TRANSMISSION
CM-530A CM-530A J2/36
CM-532A CM-532A J2/27
S5,S6
BAT
S2,S5,S8
S4,S5,S7
S3,S5,S7
S1,S5,S7
S4,S6,S7
S3,S6,S7
S1,S6,S7
S4,S5,S8
S3,S5,S8
S1,S5,S8
S4,S6,S8
S3,S6,S8
START
SOLENOID
ACTUATED
S2,S6,S8,S9
S1.S6,S8,S9
TERMINALS:
SWITCH
CM-53A
CM-52A
CM-53C
CM-52C
IGNITION
ASSEMBLY
SWITCH FRAME
IGN (TERMINAL 3)
IGN (TERMINAL 4)
ACC (TERMINAL 5)
ACC
CM-53B
CM-52B
T7
T6
T5
T4
T3
T2
T1
KEY OFF
CM-300B RUN
SWITCH
POSITION
P123/A CM-300A CM-300A CM-300C START

“QS ENG ONLY”
CONNECTOR
P10/2
P10/3
P10/4
P10/5
P10/1
CAB--MAIN WHA
CM-53B
CM-52B
3--38
NOT USED
CM-300C
CM-5
CM-4
CM-3
CM-2
CM-1
SWITCH TEST
DISPLAY TEST
SOLENOID TEST
P125/A
P125/B
P125/C
CAB--MAIN WHA
CLUTCH PEDAL TEST
SPEED SENSOR TEST

CONNECTOR
CM-1 J9
F4
25A
TRANSMISSION OUTPUT
P147/A
P147/B
P147/C
(MAIN)
“1407 TRANS ONLY”
ENGINE LOAD SIGNAL TEST

IGNITION
TRANS WHA
ENGINE SPEED SENSOR TEST

CM-3 J14
DIAGNOSTICS TEST (SEE FUSE NUMBER F40)

PS-300
PS-54A
PS-53A
CM-53A J1/18
1407
SOLENOID 1 CM-52A J1/13
MODULE
A BLACK BLACK J2/10 OUTPUT
CONTROL
S1
B WHITE WHITE J2/9 RETURN
POWERSHIFT
PS-54A
PS-53A
SPLICE B
RESISTOR
SOLENOID 2
A RED RED J2/3 OUTPUT
S2
GROUND SPEED
B BROWN BROWN J2/1 RETURN

PS-54B
PS-53B
NOT USED NOT USED P26/1 RF-52 RF-52 J7/15

SOLENOID 3
1kΩ,1/2W,5%
A GREEN GREEN J2/16 OUTPUT ENG SPD SIG P146/18 NOT USED P26/2 RF-53 RF-53 J7/14
S3
RETURN SEE
B ORANGE ORANGE J2/18 “ELEC SCHEM MONITOR
FRAME #12
QSM11” FOR DETAILS
SPLICE C
POWER B+
SOLENOID 4
A BLUE BLUE J2/21 OUTPUT POWER B+ P146/8 PS-1D PS-1D PS-1A PS-1A J8/1
S4
RETURN
5A
B YELLOW YELLOW J2/4 POWER B+ P146/3 PS-1B PS-1B PS-1C

F27
PS-2A PS-2A J8/2

SOLENOID 5 PS-2D
POWERSHIFT
A VIOLET VIOLET J2/22 OUTPUT GROUND P146/5 PS-2E PS-2E PS-2C
T4
S5
GROUND P146/2 PS-2B PS-2B PS-2F
B GREY GREY J2/14 RETURN
AXLE SPD SIG CM-8 J2/7

&
D1
REF:
GROUND P146/16 PS-54B

START
CHARGE
GROUND
SPLICE A
SOLENOID 6
AXLE SPD SIG EN-10 J5/5
OUTPUT P146/12 PS-53B
PTO “OFF”
S6
P4
&
6800
REF:
START
LED
DS1
CHARGE
RF-9
PS-300
SOLENOID 7 PS-4 J8/10

D2
A RED RED J2/20 OUTPUT ENG LOAD
S7
SIGNAL P146/17 PS-301 CM-6 J2/33
&
B ORANGE ORANGE J2/5 RETURN

REF:
START
CHARGE
PS-2F
T5
P4
6800
TRANS. NEUTRAL
LED
DS2
SPLICE D
A ORANGE
RESISTOR
CM-10 J2/11
S8
SOLENOID 8
100Ω,4W,5%
D3
B BROWN BROWN J2/24 OUTPUT

PS-3 J8/7
RF-8
ENGINE LOAD SIGNAL
PARK BRAKE
P4
6800
A ORANGE
S9
LED
DS3
SOLENOID 9
B GREEN GREEN J2/15 OUTPUT
DIAGNOSTIC J3/8 YELLOW PS-32 J8/8

5A
F40
A BLACK BLACK J3/1 OUTPUT SHAFT YELLOW MB/2 MB1/2 PS-32

T7
GREEN MB/3 MB2/3 PS-33

AXLE SPEED B WHITE WHITE J3/5 RETURN
SENSOR (BOTTOM SHIELD DIAGNOSTIC J3/7 GREEN PS-33 J8/12
OF TRANSMISSION)
MODE
INPUT SHAFT
TO ENTER
A BLACK BLACK J3/3

T6
POWERSHIFT
DIAGNOSTICS
ENG SPEED B WHITE WHITE J3/4 RETURN

SENSOR (TOP OF SHIELD
INSERT FUSE F40
TRANSMISSION)
PS-3 P142/7 N/S IN
PS-4 P142/4 N/S OUT
POWER B+
NEUTRAL
PS-1C P142/1
PS-2D P142/5 GROUND

WHEN LEVER IN
SWITCH CLOSED
T2
FORWARD INPUT P146/20 PS-5 PS-5 P142/2 FORWARD
REVERSE INPUT P146/24 PS-6 PS-6 P142/9 REVERSE
UP SHIFT INPUT P146/10 PS-7 PS-7 P142/6 UP SHIFT

BUMPSHIFT LEVER ASSEMBLY
DOWN SHIFT INPUT P146/9 PS-8 PS-8 P142/3 DOWN SHIFT
PS-9 P142/8 NEUTRAL DISCONNECT
PS-9 P141/86
RELAY
PS-2C P141/85
NEUTRAL DISCONNECT P146/6 PS-15 PS-10B P141/87
NEUTRAL DISCONNECT
NEUTRAL DISCONNECT P146/1 PS-14 PS-14 P141/30
CLUTCH PEDAL BOTTOM CLUTCH PEDAL SWITCH

SWITCH P146/7 PS-10 PS-10 RNG (NORMALLY CLOSED)
CLUTCH PEDAL OPENS WITH CLUTCH PEDAL FULLY
SWITCH P146/15 PS-11 PS-11 RNG DEPRESSED
T3
+8 VOLTS P146/21 CLUTCH PEDAL POTENTIOMETER

PS-50 PS-50 P144/A --SENSOR OUTPUT WITH CLUTCH
VARIABLE P146/4 RELEASED 3.5V
PS-51 PS-51 P144/C --SENSOR OUTPUT WITH CLUTCH
--REFERENCE P146/22 PS-52 PS-52 P144/B DEPRESED 1.5V
POWERSHIFT -- 1407 WITH N14 ENGINE
DATA P146/13 PS-22
PS-22 P83/1 DATA

CLK P146/19 PS-23 CLK GEAR
PS-23 P83/2
T1
B+ DISPLAY
B+ P146/23 PS-24 P83/3
PS-24 GND
PS-25 P83/4
GND P146/14 PS-25
POWERSHIFT -- 1407 WITH N14 ENGINE
FRAME #12
S6
THE ENGINE
S5
LOAD SIGNAL
QSM11 ENGINE
T6
ENG LOAD SIGNAL
ORIGINATES FROM
CONTROL MODULE
QSM FRONT DASH
S3
S4
NOT USED P1/8
P183/9
AXLE SPD SIG GND P4/D11
AXLE SPD SIG INPUT P4/C11
S1
EN-300
CM-53C
CM-52C
CM-300B
“QS ENG ONLY”
S2
SOLENOID LOCATIONS
CONNECTOR
EN-300 P126/A P123/A CM-300A
S8
S9
ENGINE WHA CAB--MAIN WHA
REAR VIEW OF 1407 TRANSMISSION

BAT
START
S7
T7
TERMINALS:
SWITCH
CM-53A
CM-52A
CM-53C
CM-52C
IGNITION
ASSEMBLY
SWITCH FRAME
IGN (TERMINAL 3)
IGN (TERMINAL 4)
ACC (TERMINAL 5)
RANGE
ACC
CM-53B
CM-52B
9
8
7
6
5
4
3
2
1
N
11
12
10
2R
1R
KEY OFF
B+
RUN
TRANSMISSION
SWITCH
POSITION
START
P10/2
P10/3
P10/4
P10/5
P10/1
CM-53B
CM-52B
CM-300C
S5,S6
S2,S5,S8
S4,S5,S7
S3,S5,S7
S1,S5,S7
S4,S6,S7
S3,S6,S7
S1,S6,S7
S4,S5,S8
S3,S5,S8
S1,S5,S8
S4,S6,S8
S3,S6,S8
CM-5
CM-4
CM-3
CM-2
CM-1
SOLENOID
ACTUATED
S2,S6,S8,S9
S1,S6,S8,S9
P125/A
P125/B
P125/C
CAB--MAIN WHA
3--39
CM-1 J9
CONNECTOR
F4
25A
P147/A
P147/B
P147/C
(MAIN)
“1407 TRANS ONLY”

IGNITION
TRANS WHA
CM-3 J14
1407
PS-300
PS-54A
PS-53A
CM-53A J1/18
MODULE
CONTROL
SOLENOID 1 CM-52A J1/13
POWERSHIFT
S1
PS-54A
PS-53A
SPLICE B
RESISTOR
SOLENOID 2
A RED RED J2/3 OUTPUT
S2
GROUND SPEED
B BROWN BROWN J2/1 RETURN

PS-54B
PS-53B
NOT USED NOT USED P26/1 RF-52 RF-52 J7/15

SOLENOID 3
1kΩ,1/2W,5%
A GREEN GREEN J2/16 OUTPUT ENG SPD SIG P146/18 NOT USED P26/2 RF-53 RF-53 J7/14
S3
RETURN SEE
B ORANGE ORANGE J2/18 “ELEC SCHEM MONITOR
QSM11” FOR DETAILS
SPLICE C
POWER B+
SOLENOID 4
A BLUE BLUE J2/21 OUTPUT POWER B+ P146/8 PS-1D PS-1D PS-1A PS-1A J8/1
S4
RETURN
5A
B YELLOW YELLOW J2/4 POWER B+ P146/3 PS-1B PS-1B PS-1C
FRAME #13
F27
PS-2A PS-2A J8/2

SOLENOID 5 PS-2D
POWERSHIFT
A VIOLET VIOLET J2/22 OUTPUT GROUND P146/5 PS-2E PS-2E PS-2C
T4
S5
GROUND P146/2 PS-2B PS-2B PS-2F
B GREY GREY J2/14 RETURN
AXLE SPD SIG CM-8 J2/7

&
D1
REF:
GROUND P146/16 PS-54B

START
CHARGE
GROUND
SPLICE A
SOLENOID 6
AXLE SPD SIG EN-10 J5/5
OUTPUT P146/12 PS-53B
PTO “OFF”
S6
P4
&
6800
REF:
START
LED
DS1
CHARGE
RF-9
PS-300
SOLENOID 7 PS-4 J8/10

D2
A RED RED J2/20 OUTPUT ENG LOAD
S7
SIGNAL P146/17 PS-301 CM-6 J2/33
&
B ORANGE ORANGE J2/5 RETURN

REF:
START
CHARGE
PS-2F
T5
P4
6800
TRANS. NEUTRAL
LED
DS2
SPLICE D
A ORANGE
RESISTOR
CM-10 J2/11
S8
SOLENOID 8
100Ω,4W,5%
D3
B BROWN BROWN J2/24 OUTPUT

PS-3 J8/7
RF-8
ENGINE LOAD SIGNAL
PARK BRAKE
P4
6800
A ORANGE
S9
LED
DS3
SOLENOID 9
B GREEN GREEN J2/15 OUTPUT
DIAGNOSTIC J3/8 YELLOW PS-32 J8/8

5A
F40
A BLACK BLACK J3/1 OUTPUT SHAFT YELLOW MB/2 MB1/2 PS-32

T7
GREEN MB/3 MB2/3 PS-33

AXLE SPEED B WHITE WHITE J3/5 RETURN
SENSOR (BOTTOM SHIELD DIAGNOSTIC J3/7 GREEN PS-33 J8/12
OF TRANSMISSION)
MODE
INPUT SHAFT
TO ENTER
A BLACK BLACK J3/3

T6
POWERSHIFT
DIAGNOSTICS
ENG SPEED B WHITE WHITE J3/4 RETURN

SENSOR (TOP OF SHIELD
INSERT FUSE F40
TRANSMISSION)
PS-3 P142/7 N/S IN
PS-4 P142/4 N/S OUT
POWER B+
NEUTRAL
PS-1C P142/1
PS-2D P142/5 GROUND

WHEN LEVER IN
SWITCH CLOSED
T2
FORWARD INPUT P146/20 PS-5 PS-5 P142/2 FORWARD

T7
T6
T5
T4
T3
T2
T1
REVERSE INPUT P146/24 PS-6 PS-6 P142/9 REVERSE
UP SHIFT INPUT P146/10 PS-7 PS-7 P142/6 UP SHIFT

BUMPSHIFT LEVER ASSEMBLY
DOWN SHIFT INPUT P146/9 PS-8 PS-8 P142/3 DOWN SHIFT
PS-9 P142/8 NEUTRAL DISCONNECT

SWITCH TEST
DISPLAY TEST
SOLENOID TEST
PS-9 P81/86
CLUTCH PEDAL TEST
SPEED SENSOR TEST

RELAY
TRANSMISSION OUTPUT
ENGINE LOAD SIGNAL TEST
PS-2C P81/85
ENGINE SPEED SENSOR TEST
NEUTRAL DISCONNECT P146/6 PS-15 PS-10B P81/87

DIAGNOSTICS TEST (SEE FUSE NUMBER F40)
NEUTRAL DISCONNECT
NEUTRAL DISCONNECT P146/1 PS-14 PS-14 P81/30
CLUTCH PEDAL BOTTOM CLUTCH PEDAL SWITCH

SWITCH P146/7 PS-10 PS-10 RNG (NORMALLY CLOSED)
CLUTCH PEDAL OPENS WITH CLUTCH PEDAL FULLY
SWITCH P146/15 PS-11 PS-11 RNG DEPRESSED
T3
+8 VOLTS P146/21 CLUTCH PEDAL POTENTIOMETER

PS-50 PS-50 P144/A --SENSOR OUTPUT WITH CLUTCH
VARIABLE P146/4 RELEASED 3.5V
PS-51 PS-51 P144/C --SENSOR OUTPUT WITH CLUTCH
--REFERENCE P146/22 PS-52 PS-52 P144/B DEPRESED 1.5V
DATA P146/13 PS-22
PS-22 P83/1 DATA

CLK P146/19 PS-23 CLK GEAR
PS-23 P83/2
T1
B+ DISPLAY
B+ P146/23 PS-24 P83/3
PS-24 GND
PS-25 P83/4
GND P146/14 PS-25
POWERSHIFT -- 1407 WITH QSM11 ENGINE
POWERSHIFT -- 1407 WITH QSM11 ENGINE
FRAME #13
FUSE AND RELAY PANEL GROUND LOCATION INDEX
B+
1 STUD ON STARTER
TIP32C TRANSISTOR 2 STUD AT BOTTOM OF RH BEAM OF CAB,
BEHIND BATTERIES
3 STUD INSIDE OF TOP BEAM OF CAB ON RH
DIFF LOCK CONTROL

DIFFERENTIAL SIDE, UNDER ROOF
DIODE
12K RESISTOR
LOCK RELAY STUD UNDER RH SIDE REAR SHELF TOWARD
4
FRONT
F29-3A
STUD UNDER RH SIDE REAR SHELF TOWARD
5
THE TOP
STUD AT BOTTOM OF RH BEAM OF CAB,
6
BEHIND BATTERIES
IN4005
DIFF LOCK-UNLOCK
DIFF LOCK-LOCK
DIODE
10K RESISTOR
RED -- CAUTION -- THIS WIRE IS AT BATTERY VOLTAGE
TRANSISTOR
F35-20A
WITH RESPECT TO GROUND
F36-20A
F4-25A
PN2222A
IGN BLACK -- WILL ALWAYS BE BATTERY GROUND
62K
(MAIN) RESISTOR
BLUE -- LIGHTING
BROWN -- POWERSHIFT
2
PINK -- THRE POINT HITCH
VIA TAN -- DIFFERENTIAL LOCK
BOARD
J1/27
J1/28
J15/1
J15/3
J2/31
SWITCH
J1/8
J8/6
YELLOW -- PTO
J14
J9
POSITION
IGNITION DARK GREEN -- AIR CONDITIONING
SWITCH
CM-130A
CM-131A
KEY OFF
CM-132
CM-134
DL-1A
DL-2A
START
CM-1
CM-3
RF-4
RUN
ACC
TERMINALS:
BAT P10/1 CM-1
ACC (TERMINAL 5)
IGN (TERMINAL 4) DIODE IN
P10/4 CM-3 WIRING HARNESS
IGN (TERMINAL 3)
START RF-4 P120/1 P120/2 RF-159
G
SWITCH FRAME CM-134 P121/2 TRANSMISSION
BRAKE SOLENOID
MOMENTARY CM-130C P121/1
CM-130C
CM-130A
2
LOCK UNLOCK
TRANSMISSION BRAKE SWITCH
CM-130B
FRONT DIFFERENTIAL LOCK--
UNLOCKED POSITION SHOWN
1 DL-2A DL-2B
TERMINALS
2 DL-2C
P80/2 CM-130B
3
P80/3 CM-131A MOTOR
4
CM-131B
5 BLACK
P80/5 CM-132
6 DL-2B P78/C
P80/6 CM-133 RED
DIFFERENTIAL LOCK
CM-131B
DL-1A DL-1B DL-1B P78/A
SWITCH DL-1C DL-150B P78/B
CIRCUIT
OPENS WITH
GREEN
BRAKE PEDAL
DEPRESSED
P1/6
BRAKE
CM-156
PEDAL DL-150A DL-150B

SWITCH MONITOR DL-150C
LAMP
BOARD REAR DIFFERENTIAL LOCK--
5 DS-9 UNLOCKED POSITION SHOWN
DL-150A
MOTOR
P1/2
BLACK
WIRE ID INDEX DL-2B P79/C
RED
AP -- AUX. POWER CA -- BATTERY CABLE 6 DL-1B P79/A
CM-16D
CM -- CAB MAIN PS -- POWERSHIFT DL-150C P79/B

TO INSTRUMENT BUS
CR -- CAB ROOF RF -- REAR FRAME “B” PILLAR, THEN TO GROUND 2
DL -- DIFF. LOCK SS -- STATUS SWITCH THROUGH POWER DIST. BOARD GREEN
3--40 FRAME #14 DIFFERENTIAL LOCK / TRANSMISSION BRAKE

DIFFERENTIAL LOCK / TRANSMISSION BRAKE
FRAME #14
B+
SHUTDOWN
ENGINE DIAGNOSTIC CONNECTOR

(CUMMINS ONLY)
K4 F39
F4 25A F9 3A F37 F38

IGNITION FUEL 15A 15A
(MAIN) SOLENOID
ENGINE
MODULE
POWER
CONN. SHOWN
IN SHUTDOWN
POSITION
NORMAL
J19/1
J19/3
J19/2
J5/22
J5/12
J2/18
J2/27
J2/25
J2/36
J2/30
J2/32
J1/35
J2/9
J5/1
J2/2
J5/8
J5/7
J5/9
J5/4
J5/2
J5/3
J9
SWITCH
CM-532A
CM-531A
CM-530A
EN-508A
EN-509A
EN-510A
CM-533
CM-535
CM-534
EN-506
EN-513
EN-512
EN-505
EN-524
EN-524
EN-514
POSITION
EN-511
CM-83
CM-11
EN-83
CM-1
CM-4
IGNITION
P.C. BOARD
SWITCH
KEY OFF
WARNING LAMPS
ASSEMBLY
START
RUN
ACC
ENGINE LAMP YELLOW

P2/12 CM-535
BAT P10/1 CM-1 REF: CUMMINS CELECT ENGINE CONTROL MODULE
ACC (TERMINAL 5) P10/5 MONITOR ENGINE LAMP RED
TERMINAL
ACC (TERMINAL 6) P10/6 GROUP P1/5 CM-534

IGN P10/3 CM-4 LOW COOLANT LEVEL
P106/1 EN-83 ENGINE COOLANT LEVEL
START P10/2 ENGINE LAMP RED CAN+
+12 VOLTS KEY SWITCHED P106/16 EN-524 CM-530C P110/2 P2/14 CM-83
G EN-506 P107/A CAN--
CM-531C P110/1
SWITCH FRAME ENGINE LAMP YELLOW CAN SHIELD
P106/25 EN-525 CM-532C P110/3
TORQUE TRI-STATE OUTPUT
CM-533 P1/4
DATALINK SPLICE
+12 VOLT UNSWITCHED
P109/A EN-511
THROTTLE SIGNAL +12 VOLT UNSWITCHED
P104/A EN-516 EN-516 P106/11 P109/C EN-513
THROTTLE GROUND GROUND P109/B EN-512
P104/B EN-517 EN-517 P106/19
THROTTLE P104/C EN-518 EN-518 P106/18
THROTTLE +5 VOLTS CM-530C CM-530B 120Ω
1/ W
POTENTIOMETER P104/D EN-519 EN-519 P106/9
THROTTLE ACTIVE DIAGNOSTIC
P107/V EN-505 CM-530A 2
THROTTLE IDLE 5%
ASSEMBLY P104/E EN-520 EN-520 P106/6 CM-531C CM-531B
SWITCH GROUND CAN+
P104/F EN-171E EN-171D P106/10 P108/A EN-508C CM-531A
CAN--
ACTIVE
NOT USED P108/B EN-509C

EN-171F P107/T
IDLE
CAN SHIELD CM-532C CM-532B

P108/C EN-510C COOLANT LEVEL SENSOR
TORQUE TRI-STATE INPUT CM-532A
P106/21 EN-514
+5 VOLTS +5 VOLTS
P107/J EN-500 EN-500 P30/C
EN-171D
EN-171E
EN-171F
GROUND GROUND
P107/K EN-501 EN-501 P30/B
DROOP TRI-STATE INPUT HIGH COOLANT HIGH COOLANT LEVEL
EN-170C P106/20 P107/L EN-502 EN-502 P30/D
LOW COOLANT LOW COOLANT LEVEL
P107/M EN-503 EN-503 P30/A
EN-171C
EN-171A
EN-171B
MOMENTARY
EN-170C
INCREMENT/DECREMENT
+ ↓M M↓ --
CRUISE DECREMENT
EN-170B
P106/23 EN-174 EN-174 P123/1

CONTROL
EN-175 P123/2
INCREMENT
P106/14 EN-175 EN-175 P123/3
OFF ON P123/4
1 P122/1 P123/5
2 P122/2 EN-171A CRUISE ON/OFF P123/6
EN-173 P106/22
3 P122/3 EN-170B
4 P122/4
5 P122/5 EN-171B
6 P122/6 EN-173
DATALINK SPLICE
EN-508C
EN-508B EN-508A
120Ω
1/ W
2
5% EN-508C
EN-508B EN-508A
EN-508C
EN-508B EN-508A
3--41 FRAME #15 ELECTRONIC FUEL SYSTEM -- N14 CELECT

ELECTRONIC FUEL SYSTEM -- N14 CELECT
FRAME #15
B+
SHUTDOWN
INSTALL SPARE
FUSE TO INVOKE
ENGINE DIAGNOSTIC
MODE
K4 F39
F4 25A F9 3A F37 F38

(MAIN) SOLENOID
ENGINE
MODULE
POWER
CONN. SHOWN
IN SHUTDOWN
POSITION
NORMAL
P101/1
P101/3
P101/2
J1/34
J5/10
J1/33
J1/34
J5/22
J5/12
J2/27
J2/25
J2/36
J2/18
J2/30
J2/32
J1/35
J2/9
J5/1
J2/2
J5/8
J5/7
J5/9
J5/3
J5/4
J5/2
J9
SWITCH
CM-538A
CM-532A
CM-531A
CM-530A
EN-403D
EN-404D
EN-405D
EN-171A
EN-513A
EN-512A
EN-511A
CM-545
CM-533
CM-535
CM-534
EN-506
EN-538
EN-505
EN-524
EN-525
EN-514
POSITION
CM-83
CM-11
EN-83
CM-1
CM-4
IGNITION
SWITCH
KEY OFF
ASSEMBLY
START
TACHOMETER
RUN
ACC
MODULE
ENGINE SPEED SIG GND
BAT P10/1 CM-1 REF: CM-545 P4/D12
ENGINE SPEED SIG
ACC (TERMINAL 5) P10/5 MONITOR CM-538C P4/C12
TERMINAL
ACC (TERMINAL 6) P10/6 GROUP

P10/3 CM-4 EN-405E P180/E P.C. BOARD WARNING
IGN
START P10/2 LAMPS
G CUMMINS QSM11 ENGINE MODULE
SWITCH FRAME
ENGINE LAMP YELLOW P2/12 CM-535
ENGINE SPEED SIGNAL
EN-538 P186/11 LOW COOLANT LEVEL
P186/5 EN-83 ENGINE LAMP RED
ENGINE LAMP RED P1/5 CM-534
+12 VOLTS KEY SWITCHED P186/6 EN-524 ENGINE COOLANT LEVEL
EN-506 P186/48 P2/14 CM-83
TORQUE TRI-STATE
CM-533 P1/4
ENGINE LAMP YELLOW OUTPUT
P186/16 EN-525
CM-538A CM-538C
EN-511A
CM-538B CM-532C P110/3
P104/A EN-516 EN-516 P186/47 THROTTLE SIGNAL CM-531C P110/1
THROTTLE GROUND CM-530C P110/2
P104/B EN-517 EN-517 P186/49 DATALINK SPLICE
EN-511C
EN-511D
EN-511B
EN-511E
THROTTLE +5 VOLTS
EN-513A
POTENTIOMETER THROTTLE ACTIVE
P104/D EN-519 EN-519 P186/3
CM-538B
ASSEMBLY THROTTLE IDLE
P104/E EN-520 EN-520 P186/13
P104/F EN-171E EN-171D P186/10 PANEL GROUND +12 VOLT UNSWITCHED P186/7 EN-511B CM-530C CM-530B 120Ω
+12 VOLT UNSWITCHED 1/ W
P186/8 EN-511C
ACTIVE
PANEL GROUND CM-530A 2
EN-513C
EN-513B
EN-171F P186/9
EN-512A
IDLE
+12 VOLT UNSWITCHED 5%

P186/17 EN-511D
CM-531C CM-531B
P125/C
CM-531A
+12 VOLT UNSWITCHED
P186/18 EN-513B
EN-512G
CM-532C CM-532B
EN-512C
EN-512D
EN-512B
EN-512E
EN-512F
+12 VOLT UNSWITCHED
EN-171D
P186/28 EN-513C
EN-171E
EN-171A
EN-171F
CRUISE
SCHEMATIC FOR DETAILS

CM-532A
CONTROL
SEE 1407 POWERSHIFT

ENGINE SPEED
GROUND
OFF ON P186/29 EN-512B
GROUND
EN-171C
EN-171B
1 P186/30 EN-512C
P122/1 GROUND
2 P186/39 EN-512D
EN-403D
P122/2 GROUND
SIGNAL
3 P186/40 EN-512E
P122/3 GROUND
P186/50 EN-512F
4 P122/4 EN-172 EN-172 P186/23 INTERMEDIATE SPEED CONTROL 1
EN-404D
5 P122/5 EN-171B DIAGNOSTIC--ENABLE
6 INTERMEDIATE SPEED CONTROL 2 P186/44 EN-505
EN-403C
EN-403E
P122/6 EN-173 EN-173 P186/25
EN-405D
TORQUE TRI--STATE INPUT
EN-404C
EN-404E
P186/2 EN-514
INCREMENT/DECREMENT
-- ↓M M↓ + SAE J1939 (+)
P186/46 EN-403 EN-403 P185/A P184/A EN-403A EN-403A EN-403C
EN-405C
EN-405E
EN-403B
DIAGNOSTIC DECREMENT
P123/1 EN-174 EN-174 P186/24 SAE J1939 (--)
P186/37 EN-404 EN-404 P185/B P184/B EN-404A EN-404A EN-404C
P123/2 EN-171C
EN-404B
P123/3 EN-175 EN-175 P186/14 DIAGNOSTIC INCREMENT
SAE J1939 SHIELD 9--PIN DATALINK
P123/4 P186/36 EN-405 EN-405 P185/C P184/C EN-405A EN-405A EN-405C CONNECTOR
P123/5 EN-405B SAE J1939 SHIELD
EN-405E P180/E
P123/6 SAE J1939 (--)
M=MOMENTARY EN-404E P180/D
SAE J1939 (+)
EN-403E P180/C
+12V
EN-512G P180/B
GROUND
COOLANT LEVEL SENSOR EN-511E P180/A
SAE J1708 (+) SAE J1708 (+)
P186/26 EN-105 EN-105 P180/F
SAE J1708 (--) SAE J1708 (--)
P186/27 EN-106 EN-106 P180/G
+5 VOLTS +5 VOLTS
P30/C EN-500 EN-500 P183/7
GROUND GROUND TERMINATED
P30/B EN-501 EN-501 P183/19
HIGH COOLANT LEVEL HIGH COOLANT 120Ω DEUTSCH
P30/D EN-502 EN-502 P183/5 P107/c EN--405B
LOW COOLANT LEVEL LOW COOLANT 1/ W
2 RECEPTACLE
P30/A EN-503 EN-503 P183/6 P107/B EN--404B 5% P108
P107/A EN--403B
3--42 FRAME #16 ELECTRONIC FUEL SYSTEM -- QSM11

ELECTRONIC FUEL SYSTEM -- QSM11
FRAME #16
B+
SHUTDOWN
INSTALL SPARE
FUSE TO INVOKE
ENGINE DIAGNOSTIC
MODE
K4 F39
F4 25A F9 3A F37 F38

(MAIN) SOLENOID
ENGINE
MODULE
POWER
CONN. SHOWN
IN SHUTDOWN
POSITION
NORMAL
P101/1
P101/3
P101/2
J5/23
J5/10
J1/33
J1/34
J5/22
J5/12
J2/27
J2/25
J2/36
J2/18
J2/30
J2/32
J1/35
J2/9
J5/1
J2/2
J5/8
J5/7
J5/9
J5/3
J5/4
J5/2
J9
SWITCH
CM-538A
CM-532A
CM-531A
CM-530A
EN-403D
EN-404D
EN-405D
EN-171A
EN-513A
EN-512A
EN-511A
CM-545
CM-533
CM-535
CM-534
EN-506
EN-538
EN-505
EN-524
EN-525
EN-514
POSITION
CM-83
CM-11
EN-83
CM-1
CM-4
IGNITION
SWITCH
KEY OFF
ASSEMBLY
START
TACHOMETER
RUN
ACC
MODULE
ENGINE SPEED SIG GND
BAT P10/1 CM-1 REF: CM-545 P4/D12
ENGINE SPEED SIG
ACC (TERMINAL 5) P10/5 MONITOR CM-538C P4/C12
TERMINAL
ACC (TERMINAL 6) P10/6 GROUP

P10/3 CM-4 P3/A3 P.C. BOARD WARNING
IGN
START P10/2 LAMPS
G CUMMINS QSM11 ENGINE MODULE
SWITCH FRAME
ENGINE LAMP YELLOW P2/12 CM-535
ENGINE SPEED SIGNAL
EN-538 P186/11 LOW COOLANT LEVEL
P186/5 EN-83 ENGINE LAMP RED
ENGINE LAMP RED P1/5 CM-534
+12 VOLTS KEY SWITCHED P186/6 EN-524 ENGINE COOLANT LEVEL
EN-506 P186/38 P2/14 CM-83
TORQUE TRI-STATE
CM-533 P1/4
ENGINE LAMP YELLOW OUTPUT
P186/16 EN-525
CM-538A CM-538C
EN-511A
CM-538B
P104/A EN-516 EN-516 P186/47 THROTTLE SIGNAL

THROTTLE GROUND
P104/B EN-517 EN-517 P186/49 DATALINK SPLICE
CM-530C
CM-531C
CM-532C
CM-538B
EN-511C
EN-511D
EN-511B
EN-511E
THROTTLE +5 VOLTS
EN-513A
POTENTIOMETER THROTTLE ACTIVE
P104/D EN-519 EN-519 P186/3
ASSEMBLY THROTTLE IDLE
P104/E EN-520 EN-520 P186/13
P104/F EN-171E EN-171D P186/10 PANEL GROUND +12 VOLT UNSWITCHED P186/7 EN-511B CM-530C CM-530B 120Ω
+12 VOLT UNSWITCHED
P122/C
1/ W
P110/2
P110/1
P110/3
P186/8 EN-511C
ACTIVE
PANEL GROUND CM-530A 2
EN-513C
EN-513B
EN-171F P186/9
EN-512A
IDLE
+12 VOLT UNSWITCHED 5%

P186/17 EN-511D
CM-531C CM-531B
CM-531A
ENGINE SPEED
N14 FRONT DASHES ONLY
+12 VOLT UNSWITCHED
CAN SHIELD
P186/18 EN-513B
EN-512G
CM-532C CM-532B
EN-512C
EN-512D
EN-512B
EN-512E
EN-512F
+12 VOLT UNSWITCHED
N14 CELECT ENGINES
CAN LOW
EN-171D
P186/28 EN-513C
EN-171A
EN-171E
EN-171F
CRUISE CM-532A
SIGNAL
CAN HI
CONTROL
GROUND
OFF ON P186/29 EN-512B
GROUND
EN-171C
EN-171B
1 P186/30 EN-512C
P122/1 GROUND
2 P186/39 EN-512D
EN-403D
P122/2 GROUND
3 P186/40 EN-512E
P122/3 GROUND
P186/50 EN-512F J1939 CANBUS
4 P122/4 EN-172 EN-172 P186/23 INTERMEDIATE SPEED CONTROL 1 CIRCUIT
EN-404D
5 P122/5 EN-171B DIAGNOSTIC--ENABLE
6 INTERMEDIATE SPEED CONTROL 2 P186/44 EN-505
EN-403C
EN-403E
P122/6 EN-173 EN-173 P186/25
EN-405D
TORQUE TRI--STATE INPUT
EN-404C
EN-404E
P186/2 EN-514
INCREMENT/DECREMENT
-- ↓M M↓ + SAE J1939 (+)
P186/46 EN-403 EN-403 P185/A P184/A EN-403A EN-403A EN-403C
EN-405C
EN-405E
EN-403B
ENGINE SPEED DECREMENT
P123/1 EN-174 EN-174 P186/24 SAE J1939 (--)
P186/37 EN-404 EN-404 P185/B P184/B EN-404A EN-404A EN-404C
P123/2 EN-171C
EN-404B
P123/3 EN-175 EN-175 P186/14 ENGINE SPEED INCREMENT
SAE J1939 SHIELD 9--PIN DATALINK
P123/4 P186/36 EN-405 EN-405 P185/C P184/C EN-405A EN-405A EN-405C CONNECTOR
P123/5 EN-405B SAE J1939 SHIELD
EN-405E P180/E
P123/6 SAE J1939 (--)
M=MOMENTARY EN-404E P180/D
SAE J1939 (+)
EN-403E P180/C
+12V
EN-512G P180/B
GROUND
COOLANT LEVEL SENSOR EN-511E P180/A
SAE J1708 (+) SAE J1708 (+)
P186/26 EN-105 EN-105 P180/F
SAE J1708 (--) SAE J1708 (--)
P186/27 EN-106 EN-106 P180/G
+5 VOLTS +5 VOLTS
P30/C EN-500 EN-500 P183/7
GROUND GROUND TERMINATED
P30/B EN-501 EN-501 P183/19
HIGH COOLANT LEVEL HIGH COOLANT 120Ω DEUTSCH
P30/D EN-502 EN-502 P183/5 EN-405B
LOW COOLANT LEVEL LOW COOLANT 1/ W
2 RECEPTACLE
P30/A EN-503 EN-503 P183/6 EN-404B 5%
EN-403B
ENGINE THROTTLE SCHEMATIC -- QSM11

3--43 FRAME #17
ENGINE THROTTLE SCHEMATIC -- QSM11
FRAME #17
WIRE NUMBERS
M--11 N--14
A
RD ENGINE POSITION SIGNAL 2 001 001
D 14
BK ENGINE POSITION RETURN 2 002 002
A 11
ENGINE POSITION WE ENGINE POSITION SIGNAL 1 003 003
B 15
GN ENGINE POSITION RETURN 1 004 004
C 01
COOLANT TEMPERATURE +5VDC SUPPLY 009 009

A 12
COOLANT TEMPERATURE COOLANT TEMPERATURE SIGNAL
B 17
OEM
CONNECTOR AMBIENT AIR TEMPERATURE +5VDC SUPPLY
A
P106 AMBIENT AIR TEMPERATURE
B
AMBIENT AIR TEMPERATURE +5VDC SUPPLY 053 012
24
B A
MANIFOLD AIR TEMPERATURE +5VDC SUPPLY
MANIFOLD AIR TEMPERATURE MANIFOLD AIR TEMPERATURE SIGNAL WE 010
THROTTLE POSITION +5VDC SUPPLY EN518 18 B 25
C SENSOR
THROTTLE POSITION SIGNAL EN516 CONNECTOR A
A 11
THROTTLE POSITION RETURN EN517 OIL TEMPERATURE SIGNAL 011 011
B 19 B 06
THROTTLE POTENTIOMETER
IDLE VALIDATION OFF-IDLE SIGNAL EN519
OIL TEMPERATURE
A
OIL TEMPERATURE +5VDC SUPPLY 19
D 09
E
IDLE VALIDATION IDLE SIGNAL EN520 05
28 09
EN171E SWITCH COMMON RETURN EN171D A
BOOST PRESSURE +5VDC SUPPLY 014 014
02
18
F 10
BOOST PRESSURE C
BOOST PRESSURE SIGNAL RD 013
26
27 08
BOOST PRESSURE RETURN 015 015 17
B 13
26 07
AMBIENT AIR PRESSURE +5VDC SUPPLY
16
A
AMBIENT AIR PRESSURE AMBIENT AIR PRESSURE SIGNAL 016 016 25 06
EN170A DROOP EN170C
C
AMBIENT AIR PRESSURE RETURN
27 15
20 B
EN171B
24 05
CRUISE
14
EN170B OIL PRESSURE +5VDC SUPPLY
CRUISE RESUME / SET CRUISE CONTROL / PTO RESUME / ACCEL SIGNAL EN173
A
OIL PRESSURE SIGNAL 017 017
23 04
OFF
22 OIL PRESSURE C 07 13
EN171A OIL PRESSURE RETURN
B 22 03
CRUISE CONTROL / PTO SET / COAST SIGNAL EN172
12
INPUT TO COOLANT LEVEL +5VDC SUPPLY
12
ENGINE COOLANT LEVEL RETURN 21 02
11
CONTROL COOLANT LEVEL HIGH SIGNAL 018 018
18 20 01
COOLANT LEVEL LOW SIGNAL 019 019
+
IDLE/DIAGNOSTIC DECREMENT SIGNAL EN174 23
MODULE 09 10
EN171C CONTROL DATA LINK (+) J1939 005 005
CRUISE INCREMENT / DECREMENT A 10
-- IDLE/DIAGNOSTIC INCREMENT SIGNAL EN175 CONTROL DATA LINK (--) J1939 006 006
14 B 20
(SET) OEM
SHIELD RETURN CONNECTOR B
C 21
DIAGNOSTIC TEST SIGNAL 025 025

19
16
MANUAL FAN SIGNAL 024 024 28 09
FREON PRESSURE SWITCH SIGNAL 023 023
19 18
CONTROL DATA LINK (+) J1922 020 020
08 27 08
ELECTRONIC INSTRUMENT CONSOLE J2/18 J5/3 ALTERNATE TORQUE SIGNAL EN514 21
05 17
CONTROL DATA LINK (--) J1922 021 021
CM534 J2/32 J5/7 RED DIAGNOSTIC LAMP INPUT EN524
16 SERVICE TOOL DATA LINK (+) J1587 028 028
23 26 07
CM535 J2/30 J5/9 YELLOW DIAGNOSTIC LAMP INPUT EN525
25
04 16
SERVICE TOOL DATA LINK (--) J1587 027 027
ACTIVE FAULT CODES WILL BE
CM83 J1/35 J5/22 ENGINE PROTECTION LAMP INPUT EN83 01
22 25 06
DISPLAYED ON THE RED AND YELLOW DIAGNOSTIC
J1587 DISABLE SIGNAL 026 026
03 15
FUSE J1587 DISABLE SIGNAL
WARNING LAMPS
COOLANT LEVEL SENSOR C
EN500
J D 24 05
FUSE EN501
K F
NC 14
B
PANEL
D
EN502
L C
UNSWITCHED BATTERY +12VDC 23 04
INSERT FUSE F39 TO ENTER EN503 E
BATTERY RETURN -- 13
ENGINE DIAGNOSTIC MODE A M
DIAGNOSTIC TEST SIGNAL EN505
V
A SERVICE TOOL DATA LINK (+) J1587 22 03
12
FREON PRESSURE SWITCH SIGNAL EN171F
U B SERVICE TOOL DATA LINK (--) J1587
C 21 02
T
FUEL SHUTOFF SUPPLY +12VDC (2AMPS) 038 038 11
16
P
VEHICLE KEY SWITCH SIGNAL 033 033 20 01
26
N
FAN CLUTCH SUPPLY #1 (COOLANT) 034 034
10
E 07
FAN CLUTCH SUPPLY #2 (AIR) OR TOP 2 SHIFT SOLENOID 030 030
B 17
M--11 ENGINE BRAKE ACTUATOR
D
VEHICLE KEY SWITCH SIGNAL EN506 ENGINE BRAKE COIL NO.1 HEAD CONNECTOR C
A A
C ENGINE BRAKE COIL NO.2 HEAD
B 10
X
N--14 ENGINE BRAKE 01 20
R
ENGINE BRAKE COIL NO.3 HEAD
11
G
ENGINE BRAKE COIL NO.1 HEAD BK 039
02 21
SHUTDOWN RELAY NO.4 F A 19 12
ENGINE BRAKE COIL NO.2 HEAD WE 040
OEM B 18 03 22
F9 13
3A CONNECTOR UNSWITCHED BATTERY +12VDC 035 035
FUEL/SOLENOID 23 04 23
ENGINE MODULE POWER FUSE BATTERY P107 UNSWITCHED BATTERY +12VDC 035 035
22 14
BATTERY RETURN -- 036 036
27 05 24
KEY SWITCH
BATTERY RETURN -- 036 036
25 15
IGNITION BATTERY RETURN -- 036 036
09 06 25
21
16
STARTER
20 07 26
BATTERY TOP 2 LOCKOUT SOLENOID OR STARTER LOCKOUT RELAY SUPPLY 012 012
08
17
CELECT
F38
(15A) POWER VEHICLE ACCESSORIES SHUTOFF SUPPLY
24
08 27
3 M--11 N--14 18
C
2 EN513
1 A
CYLINDER NO.1 SUPPLY 041 041
01
09 28
B
F4 EN512 INJECTOR NO.1
2 B
CYLINDER NO.1 RETURN 042 042
10
19
25A 1 A
EN511 CYLINDER NO.5 SUPPLY 049 049
IGNITION (MAIN) FUSE (P101/J19) 1 C 11
F37 P109 INJECTOR NO.5 CYLINDER NO.5 RETURN 050 050
15A 2 D 02
FUSE PANEL 1 E 03
INJECTOR NO.3 CYLINDER NO.3 RETURN 046 046
2 F 12
1 G 13
2 H 04
1 J 05
2 K 14
1 L 15
2 M 06
ROCKER BOX PASS THROUGH
BUHLER VERSATILE INC. RESPONSIBILITY N14--CELECT CUMMINS RESPONSIBILITY N14--CELECT
3--44 FRAME #18 N14--CELECT ENGINE

N14--CELECT ENGINE
FRAME #18
ENGINE POSITION SENSOR 1 (+)
B 47
ENGINE POSITION SENSOR 1 (--)
ENGINE C 48
THROTTLE POSITION +5 VOLT SUPPLY POSITION ENGINE POSITION SENSOR 2 (+)
C 48 EN518 D 50
THROTTLE POSITION SIGNAL ENGINE POSITION SENSOR 2 (--)
A 49
A 47 EN516
THROTTLE POSITION RETURN AMBIAENT AIR PRESSURE +5 VOLT SUPPLY
HAND THROTTLE B 49 EN517 A 17
OFF IDLE VALIDATION SWITCH AMBIENT AIR AMBIENT AIR PRESSURE SIGNAL
ASSEMBLY D 03 EN519 C 06
ON IDLE VALIDATION SWITCH PRESSURE SENSOR AMBIENT AIR PRESSURE RETURN
E 13 EN520 B 31
EN171E PANEL GROUND
F 09 EN171F
OIL PRESSURE / TEMPERATURE +5 VOLT SUPPLY
1 45
OIL PRESSURE / OIL PRESSURE SIGNAL
3 44
TEMPERATURE OIL TEMPERATURE SIGNAL
SENSOR 4 42
INTERMEDIATE SPEED CONTROL 2 (NOT USED) OIL PRESSURE / TEMPERATURE RETURN
CRUISE 25 EN173 2 43
INTERMEDIATE EN171B
SPEED CONTROL COOLANT COOLANT TEMPERATURE RETURN
INTERMEDIATE SPEED CONTROL 1 A 03
SWITCH OFF 23 EN172 TEMPERATURE COOLANT TEMPERATURE INPUT
SENSOR B 02
NOT USED +5 VOLT SUPPLY (VSEN2)
1
INCREMENT ENGINE SPEED NOT USED SIGNAL
14 EN175 2 07
+ NOT USED SENSOR RETURN
SENSOR
ENGINE SPEED EN171C 3 26
-- PWM CONNECTOR PWM DEDICATED OUTPUT
INCREMENT / DECREMENT DECREMENT ENGINE SPEED 4
(SET) 24 EN174 SPARE
5
10 EN171D RETURN
6
TACHOMETER GROUND REFERENCE CM545 EN171A INTAKE MANIFOLD PRESSURE +5 VOLT SUPPLY
P4/D12 INTAKE MANIFOLD A 37
TACHOMETER CM538C CM538A INTAKE MANIFOLD PRESSURE SIGNAL
(BOOST) PRESSURE C 39
P4/C12 11 EN538 INTAKE MANIFOLD RETURN (GND)
NOT USED CM538B SENSOR B 40
P110/4
DIAGNOSTIC ENABLE INTAKE MANIFOLD INTAKE MANIFOLD TEMPERATURE RETURN
44 EN505 A
(BOOST) TEMPERATURE INTAKE MANIFOLD TEMPERATURE INPUT
INSTALL SPARE FUSE B 38
TO INVOKE ENGINE SENSOR
DIAGNOSTIC MODE. WATER IN FUEL SIGNAL RETURN
F39 1 10
BUHLER VERSATILE ALTERNATE TORQUE SWITCH CM533 31 PIN--OEM WATER IN FUEL SENSOR WATER IN FUEL SIGNAL
P1/4 02 EN514 2 09
L4WD QSM11 CONNECTOR
ELECTRONIC ENGINE STOP LAMP (RED) CM534
INSTRUMENT P1/5 06 EN524 SPARE TEMPERATURE
23 28
CLUSTER ENGINE WARNING LAMP (YELLOW) CM535 SPARE SWITCH INPUT
P2/12 16 EN525 30 01
ENGINE COOLANT LEVEL CM83 SPARE
FRONT DASH P2/14 05 EN83 24 46
SPARE
25 21
FUSE PANEL OEM TEMPERATURE
04 12
COOLANT LEVEL SENSOR OEM TEMPERATURE RETURN
03 13
ALTERNATE DROOP SELECT SWITCH CM530 EN502 COOLANT LEVEL HIGH SWITCH
P4/C14 41 EN530 D 05 24
EN503 COLLANT LEVEL LOW SWITCH
CM11 A 06 22
SHUTDOWN RELAY NO.4 P4/D12 CONNECTOR EN500 COOLANT LEVEL SWITCH +5 VOLT SUPPLY
EXTERNAL SHUTDOWN C 07 25
F9 EN501 COOLANT LEVEL RETURN
B 19 23
3A OEM SWITCH INPUT
31 16
FUEL/SOLENOID
ENGINE MODULE OEM 1 1
OEM PRESSURE SUPPLY +5 VOLT SUPPLY
OEM PRESSURE SUPPLY SIGNAL
18
POWER FUSE
KEY SWITCH
P186 SWITCHED
OUTPUT A
3
2
SWITCHED
OUTPUT A
3
2
OEM PRESSURE RETURN
19
20
SHORTING CONNECTOR SWITCHED OUTPUT A
IGNITION 5 5
KEY SWITCH (KEY) PLUG SPARE
6 6 14
STARTER 38 EN506
4 4 11
BATTERIES SWITCHED OUTPUT A
BATTERY 27
UNSWITCHED POWER RETURN (--) CONNECTOR OEM SWITCH RETURN
29 EN512B 28 32
UNSWITCHED POWER RETURN (--) SWITCHED OUTPUT B
30 EN512C 08 45
F4 UNSWITCHED POWER RETURN (--) CM300A ENGINE TORQUE SIGNAL EN300 PULSE WIDTH MODULATED DEDICATED OUTPUT
A 09 35
25A 39 EN512D TO 1407 POWERSHIFT GRID HEATER ACTUATOR SIGNAL
FUSE PANEL UNSWITCHED POWER RETURN (--) 10 34
IGNITION (MAIN) FUSE 40 EN512E GRID HEATER / SWITCHED OUTPUT RETURN
F38 UNSWITCHED POWER RETURN (--) “QS ENGINE ONLY” 11 43
F37 50 EN512F FAN CLUTCH ACTUATOR SIGNAL
15A 15A 12 05
UNSWITCHED POWER (+)
ENGINE ECM ENGINE ECM FUSE 18 EN513B FAN CLUTCH ACTUATOR RETURN
13 42
FUSE UNSWITCHED POWER (+) SPARE SUPPLY
28 EN513C 14 19
UNSWITCHED POWER (+) CM300B SEE N14 W 1407 POWERSHIFT SPARE INPUT
07 EN511B P1/8 15 18
UNSWITCHED POWER (+) ELECTRICAL SCHEMATIC FOR AIR CONDITIONER PRESSURE SWITCH
08 EN511C DETAILS 17 13
UNSWITCHED POWER (+) AIR CONDITIONER PRESSURE SWITCH RETURN
17 EN511D 18 12
SERVICE TOOL SPARE
B C A 20 46
CONNECTION 9 PIN DATALINK
SEE QSM11 W 1407 29 25
BATTERY (--) SHAFT SPEED (+)
A CM300C POWERSHIFT ELECTRICAL 21 40
BATTERY (+) A SCHEMATIC FOR DETAILS
B SHAFT SPEED (--) / FREQUENCY THROTTLE (+) / TRANSMISSION SYNCHRONIZATION (+)
22 30
ACTUATOR
B
SAE J1939 DATA LINK (+) FREQUENCY THROTTLE RETURN
C C 46 EN403 16 17
SAE J1939 DATA LINK (--) CONNECTOR
A D 37 EN404 “1407 TRANS ONLY” P183 FUEL INLET RESTRICTION +5 VOLT SUPPLY
SAE J1939 DATA LINK SHIELD A 29
E 36 EN405 FUEL INLET FUEL INLET RESTRICTION SIGNAL
SAE J1708 DATA LINK (+) RESTRICTION SENSOR C 28
F 26 EN105 FUEL INLET RESTRICTION RETURN
SAE J1708 DATA LINK (--) B 27
B C A G 27 EN106
WASTEGATE ACTUATOR 1
SAE J1939 DATA LINK (--) 1 24
WASTEGATE WASTEGATE ACTUATOR 2
B 2 23
C
REAL TIME CLOCK BATTERY BACKUP SUPPLY (+)
REAL TIME CLOCK 1 20
A REAL TIME CLOCK BATTERY BACKUP RETURN (--)
BATTERY BACKUP MODULE 2 47
FUEL SHUTOFF ACTUATOR

FUEL SHUTOFF VALVE 33
CYLINDER NO.1 ACTUATOR SUPPLY (+)

A 1 10
CYLINDER #1 CYLINDER NO.1 ACTUATOR RETURN (--)
B 2 09
A 3 08
B 4 07
A 5 06
B 6 16
A 7 26
B 8 36
A 9 04
B 10 03
A 11 02
B 12 01
SPARE
13 44
SPARE
14 15
CUMMINS 15
SPARE
31
BUHLER VERSATILE INC. RESPONSIBILITY QSM11 RESPONSIBILITY 15 PIN PASS THROUGH

1
2
CONNECTOR
QSM11
3--45 FRAME #19 QSM11 ENGINE
QSM11 ENGINE
FRAME #19
IF POWERSHIFT IF
SYNCHRO-- TRANSMISSION
CONNECT TO CONNECT TO
P133/1
P134/1
PRESSURE SWITCH SWITCH MOUNTED
ON TRANSMISSION UNDER GEAR
VALVE BODY PORT 2 SELECTOR
BU-- 3
BU-- 2
7.5A
BU-- 2 P135/B P135/A BU-- 1
BACKUP ALARM
P133/1 BU-- 3
INLINE FUSE
P133/2 BU-- 4
B+
PB-- 704 P154/30 P154/87 PB-- 705A
FUSE AND RELAY

POWER STUD AT
PB-- 702B P154/86 P154/85 PB-- 703
PANEL
TO POWER STUD
PB-- 704 P153/18 P153/1A PB-- 701 PB-- 701 P150/1
15A SWITCHED PWR

SWITCHED POWER
PB-- 705A
GROUND STUD AT
FUSE AND RELAY
PB-- 706A P153/2B P153/2A PB-- 701*
SPLICE
CONST PWR
PB-- 705C
PB-- 705B
15A
PANEL
P155/2 PB-- 705B FUSE RELAY BLOCK
TO GROUND STUD
AUX POWER BATT

AUX P155/3 PB-- 702C PB-- 702A P152/1
POWER
P155/1 PB-- 706B
FC-- 2A *
20 AMP
B--
TO UNSWITCHED PWR
CONSTANT POWER
PB-- 706B
PB-- 706A
FC-- 1A P138/1 3
SPLICE
PB-- 706C
PB-- 706D
TO SWITCHED PWR
BU-- 1 P136/1
2
P156/2 PB-- 705C

PB-- 703 P151/1
AUX P156/1 PB-- 706C
POWER 1
P156/3 PB-- 702D
TO GROUND
BU-- 4 P137/1
PB-- 702D
PB-- 702C
PB-- 702B
PB-- 702A PB-- 702E
FC-- 1A
GROUND
SPLICE
FC-- 1C
FC-- 1B
P157/1 PB-- 706D

AUX
POWER P157/2 PB-- 702E
FC-- 1B
P143/1
FC-- 1C
P140/A
INLINE FUSE HOLDER
FLOW CONTROL
7.5 AMP
FORWARD
P140/B
MOMENTARY
REVERSE
FC-- 3A
P141/1 FC-- 3A
MOTORIZED FLOW CONTROL FC-- 3B
FC-- 4 P141/3
P142/1 FC-- 4
P141/7 FC-- 2B
M P141/2 FC-- 2B
P142/2 FC-- 5
FC-- 2A
FC-- 5 P141/4
P141/8 FC-- 3B
MOTORIZED FLOW CONTROL

SWITCH
OPTIONAL ACCESSORIES
FRAME 20
3-47
3-48
TROUBLESHOOTING
GENERAL TROUBLESHOOTING NOTE: The above items should be checked
as a routine service practice prior to
Before You Start
extensive diagnostic procedures.
Prior to performing any troubleshooting, the
Before attempting to troubleshoot a circuit,
following should be checked and verified:
familiarize yourself with the electrical
1. Batteries fully charged schematics, current flow, and the operation of the
electrical components in the circuit.
2. Battery terminals clean
The following troubleshooting chart lists
3. Battery cables clean, tight, and corrosion problems, their possible cause(s), and corrective
free action(s), that may occur. Where applicable, the
4. Battery electrolyte level okay chart will direct you to other areas in this section
for more complete/detailed troubleshooting
5. Alternator belt properly tensioned and in instructions.
good condition
NOTE: The electrical portions of the PTO,
6. Electrical connectors coupled and corrosion Three-Point Hitch, Powershift Transmission,
free and Axle Differential Lock systems are
7. Ground connections tight and corrosion free covered in their respective sections of this
manual. The wiring diagrams for these
8. All fuses functioning systems are included here for reference
9. Switches in operating position purposes. Operation and troubleshooting of
these systems will not be covered in this
section.
3-49

Electrical system is Loose or corroded battery con- Clean and tighten connections.
inoperative. nections.
Low battery output. Check battery voltage. Check elec-

trolyte level and specific gravity.
Fuse or relay failure. Check fuse panel.
Ignition switch failure. Go to “Starting System” in this sec-

tion.
Starter speed low and Loose or corroded battery Clean and tighten connections.
engine cranks slowly. connections.
Low battery output. Check battery voltage. Check elec-

Incorrect viscosity engine oil. Use correct viscosity oil for temper-
ature conditions.
Defective starter. Go to “Starting System” in this sec-

tion.
Batteries will not charge. Low engine idle speed. Increase idle speed.
Charge indicator light
stays “ON” with engine Loose belt. Check automatic belt tensioner.
running.
Batteries defective. Check battery voltage. Check elec-
Defective alternator. Go to “Charging System” in this

section.
Tractor runs for a short Automatic shutdown mode Check audio and visual indications
time and shuts “OFF”. activated. for cause of shutdown. Go to “In-
struments” in this section.
Partially restricted fuel line. Go to Section 2 - Fuel System in

this manual.
Electrical System high/low Loose or corroded terminal Clean and tighten connections.
voltage. connections.
Sulfated batteries. Check battery voltage. Check elec-

Shorted out electrical system. Go to “Individual System Circuits”

in this section.
Loose or worn belt. Check belt tension. Replace belt if

required.
3-50
SPECIAL TOOLS
The special tools required for this section are:
S Battery Load Tester (3165SPX)
Accuracy Plus Professional with carrying

case. Provides complete battery diagnostics
plus Quick Test and starter, charging, and
electrical system tests.
Figure 3-14
S Hand-held electronic signal generator/

counter (BLR20191)
Figure 3-15
3-51
S Charging system analyzer (OEM 1289)
Figure 3-16
S Multi-meter (OEM 1428)
Figure 3-17
S Connector repair kit (BLR20174)
Figure 3-18
3-52
SPECIFICATIONS
BATTERY SPECIFICATIONS
2240, 2270, and 2310 Tractors
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12V Low Maintenance
Power (SAE Group 31) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 625 CCA (cold cranking amps)
Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 (connected in parallel)
2290, 2335, 2360, 2375 and 2425 Tractors

Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12V Low Maintenance
Power (SAE Group 31) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 950 CCA (cold cranking amps)
Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 (connected in parallel)
ALTERNATOR SPECIFICATIONS
Make . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Delco Remy
Model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-SI
Amp Rating @ 5000 RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
Voltage Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Rotor Field Resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7 - 1.8 Ohms
Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Negative
STARTER MOTOR SPECIFICATIONS

2240 Tractor
Make . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Delco Remy
Series . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37MT
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300
Model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . #10479034
Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 volt, negative ground
Pinion Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.25 mm - 1.78 mm (0.010 in. - 0.070 in.)
No load amps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 - 160 amps @ 10 volts
Solenoid
Hold-in Windings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 - 20 amps @ 10 volts
Pull-in Windings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 - 29 amps @ 5 volts
2270, 2290, 2310, 2335, 2360, 2375 and 2425 Tractors

Make . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Delco Remy
Series . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42MT
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400
Model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . #10478832
Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 volt, negative ground
Pinion Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.3 mm - 9.9 mm (0.33 in. - 0.39 in.)
No load amps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115 - 170 amps @ 10 volts
Solenoid
Hold-in Windings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.5 - 20 amps @ 10 volts
Pull-in Windings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 - 46 amps @ 5 volts
3-53
BATTERIES
The Buhler Versatile 4WD tractors have a 12
volt, negative grounded electrical system. The
2240, 2270, and 2310 tractors use three 625
CCA (cold cranking amps) batteries connected
in parallel. The 2290, 2335, 2360, 2375 and
2425 tractors use three 950 CCA batteries
connected in parallel. The batteries are located
on the right side of the tractor, next to the cab
and are protected by the battery cover, 1.
Figure 3-19
3-54
Figure 3-20
WHAT A BATTERY DOES and negative plates are called “cells.” All the
positive plates in each cell are welded to a
A battery serves three major functions:
connector strap to form a positive group. All the
1. It provides a current source for starting. negative plates are welded to another connector
strap to form a negative group.
2. It helps control the voltage in the electrical
system. At one end cell, the negative connector strap is
welded to the battery negative post. This end cell
3. It provides current temporarily when the negative connector strap is joined to the negative
electrical demand is greater than the connector strap of the next cell by a welded
alternator output. intercell connector link. These intercell connector
links connect the positive and negative straps at
BATTERY CONSTRUCTION each cell. At the opposite end cell, the positive
Figure 3-31 shows a typical battery construction. connector strap is welded to the battery positive
The Buhler Versatile 4WD tractor battery does post.
not look exactly like the battery pictured, but the
internal construction is very similar. The battery case is usually constructed of
molded hard rubber, or polypropylene. Some
A battery consists of a number of lead acid cells, batteries have bridges in the bottom of the case
each capable of producing approximately 2.1 V. that the plates rest upon. These bridges provide a
These cells are connected in series to give the space where material shed from the positive
required size of the battery, therefore, a 12 V plates can settle. Partitions in the battery case
battery requires six cells. separate each cell.
Each cell contains alternating positive and

negative plates. A microporous insulating
envelope surrounds each positive plate to
prevent short circuiting. These groups of positive
3-55
BATTERY SIZE AND RATING The battery delivers electricity at a fairly

All batteries have a number of ways to identify constant pressure. This pressure is called
size and rating. The best way to select a “voltage” and is measured in “volts”.
replacement battery is to use the proper tractor The flow of electricity is called “current”.
battery part number. Current is measured in units called
You may also consider any of the following: “amperes” or “amps”.
• BCI (Battery Council International) Group As the reaction continues, the acid
#: tells you the battery dimension, post solution becomes weaker as more water
configuration and location, and the type of is produced. The plates acquire higher and
battery tray clamp required. higher quantities of lead sulfate. Eventually
both plates are covered with lead sulfate
• Cold Cranking Amps (CCA): measure of a and the solution is nearly all water. At this
battery’s capacity to rotate and maintain point, we say the battery is “discharged”,
the crankshaft at a sufficient speed for and no longer capable of providing energy.
starting, and also provide current for the
ignition circuit (if equipped) at 0° F. When you recharge a battery, you drive electricity
from an outside source into the battery to reverse
• Ampere Hour (Ah) Rating: measure of the the chemical reaction just described.
battery’s capacity. Rating is obtained by
multiplying a given amperage output by Sulfate is broken away from the plates and
the number of hours the battery can supply attaches itself to the hydrogen in the water,
the output. For example, if a battery can which reforms the sulfuric acid.
supply 20 A for four hours, it is rated an 80 Freed oxygen returns to the positive plate
Ah battery. to reform into lead peroxide.
Any of these ratings can be considered when This action continues until the battery is
determining the correct replacement battery. nearly back to its original condition and
The 2240, 2270, and 2310 tractors use three is fully charged. However, each time a
625 CCA (cold cranking amps) batteries with battery is recharged it experiences some
160 minutes reserve capacity at 25 amp load. breakdown and will eventually wear out.
The 2290, 2335, 2360, 2375 and 2425 tractors
use three 950 CCA batteries with 160 minutes TROUBLESHOOTING
reserve capacity at 25 amp load.
Before replacing a battery, there are basic items
HOW A BATTERY WORKS which must be checked and verified.
A battery stores chemical energy in the form • Battery cables - clean, tight and corrosion
of electrolyte solution, which can be converted free.
into electrical energy. Remember, the battery
consists of positive and negative plates. When • Starter cables - clean, tight and corrosion
these plates are connected to an electrical load, free.
the following reaction occurs:
• Wiring connectors - connected and corrosion
The sulfate splits away from the sulfuric free.
acid in the electrolyte solution. The sulfuric
• Ground connections - tight and corrosion
acid unites with the lead of both plates to
free.
form lead sulfate.
• Batteries - fully charged.
Oxygen is freed from the lead peroxide
of the positive plate and unites with the The above items should be checked as a routine
hydrogen from the sulfuric acid to form service practice, prior to extensive diagnostic
water. This chemical reaction produces procedures.
electricity.
3-56
DETERMINING THE CAUSE OF 4. Has the battery required frequent water

BATTERY FAILURE additions in one or more cells? Excessive
water loss in one cell may indicate an internal
If it is necessary to replace a battery prematurely, short. Excessive water loss in all cells may
it is important to determine the cause. Important indicate overcharging, a worn out battery, or
factors in determining the cause of failure both.
include:
Visual Inspection
• Battery application and installation
A visual inspection of the battery may reveal
• Battery service history signs of abuse, which may have caused the
• Battery condition failure.
• Battery age 1. Do the terminals show signs of having been

hammered, twisted, or driven down into the
By asking the following questions, you can help cover? Even minor abuse can cause internal
determine the exact cause of battery failure. damage.
Battery Application and Installation 2. Does the case, or cover show signs of stress,
breakage, high temperature, or vibration
1. Is the battery being used in the application for damage that might have caused leakage, or
which it was designed? internal damage?
2. Is the battery sized properly for the 3. Is there excessive build-up of acid, or
application? Is the Cold Cranking Amps moisture on the cover? A build-up of
(CCA) rating at least equal to the original moisture around, or between the posts can
tractor requirements? cause high self-discharge rates, or
3. Does the tractor have excessive electrical inadequate recharge.
accessory requirements, particularly those 4. Are electrolyte levels below the tops of the
that are not original equipment? For plates in any cells? This could indicate
example, add-on work lamps, radios, or overcharging, lack of maintenance, or
other accessories? internal shorts.
Battery Service History 5. Is the electrolyte cloudy, discolored, or
contaminated with foreign material? Cloudy
Obtaining any service history of problems from electrolyte can indicate active material
the owner may help in determining the cause of shedding, due to overcharge, or vibration.
failure. Electrolyte contamination can cause high
1. Has the tractor’s electrical system been self-discharge rates and poor performance.
repaired, or altered recently? Is it in proper 6. Are alternate plates dark and light colored?
operating condition? Charging system In a charged cell, the positive plates should
operation has a significant effect on battery be dark in color and the negative plates light.
life. If all plates are very light, there could be
2. Has the tractor been driven regularly, or has it undercharging.
been parked for a lengthy period of time? Battery Age and Date Coding
Batteries self-discharge with time. Extended
periods of undercharge may reduce battery A battery’s age can be an important clue to the
life. cause of failure. The length of time in service
determines whether the battery failed
3. Has the tractor been difficult to start for any prematurely, or simply wore out. Most battery
reason? Starting problems may have placed manufacturers stamp a date code into the
excessive loads on the battery, or may battery’s cover, or case. This code can be used to
indicate an undersized battery. determine the actual age of the battery. Often, the
month is coded chronologically, A-M (excluding
Ι), and the numerals 0-9 indicate the last digit of
the year. Individual manufacturers should be
consulted regarding their specific date codes.
3-57
The more important factor is the date the battery whether a leak actually exists, wash the battery,
was sold. This date determines the time the dry it , and set it on a clean, dry piece of paper
battery has been in service. The date of purchase overnight. If there is a leak in the wall of the case,
is usually indicated on a label, having the month the wet spot will reappear on the paper.
and year marked by a punched out circle.
A distorted case could be caused by a top hold
Overcharging and Undercharging down that was too tight. High temperatures may
cause the case to bulge. The case materials
The tractor’s charging system can have a become softer when heated to high
significant effect upon the life of the battery. A temperatures and may distort under the steady
high voltage regulator setting, or a shorted pressure of the weight of the liquid in the cells.
voltage regulator can cause overcharging with
subsequent excessive gassing and water loss, Electrolyte
thermal runaway, and eventual damage to plates
and separators. If the voltage regulator setting is If the electrolyte has a “muddy” appearance, the
too low, there is a high resistance in the charging battery probably failed due to shedding of the
circuit, or the charging system is not capable of active material from the battery plates, or
handling the accessory load, the battery will be in vibration damage. An internal examination of the
a constant state of discharge. If this occurs over a battery would reveal which condition caused the
long period of time, the sulfate that deposits on failure.
the plates can become hard and crystalline. In
this form, the plates may not accept a charge Intercell Connections and Terminal Posts
under normal conditions. They may then cause
If there is a break in an intercell connection, the
short circuits through the separators because of
battery voltage reading will reveal it. Determine
a build-up of lead sulfate through the pores that is
that the terminal posts are in satisfactory
converted to lead shorts during recharge.
condition. Hammering cable clamps on the
Battery Case terminal posts could move the terminal post strap
downward until it shorts across the top of the
If you notice case abrasion, the battery has not opposite polarity plates beneath it. This could
been held securely in position in the battery tray. also break the terminal post from the case
The resulting severe vibration may have bushing, creating an electrolyte leak.
damaged the elements, or cracked the case. If
the battery was subjected to severe vibration, the Positive Plates
plates will wear notches in the element rests
A low electrolyte level will cause a distinct zone of
and/or the rests will have worn deep notches in
white sulfate near the top of the positive plate.
the bottom of the separators.
Exposure of that section of the plate to air for a
If the battery has required repeated recharging, prolonged period of time causes sulfate to form,
and the charging system checks OK, it is possible and the sulfated area becomes permanently
a cracked partition is causing the discharge. This inactive. Restoring the electrolyte level will not
is because electrical leakage exists between the help the sulfated area.
two cells and is discharging them.
Uniform shedding over the entire surface of the
A cracked case and/or cover could be caused by positive plates is normal for a battery after long
abuse (an impact), freezing, or a battery service. However, if the sediment spaces
exploding. An exploded battery will often have a overflow, and the shed material causes shorts
piece, or pieces of the case, or cover missing, or across the bottom of one, or more elements, the
torn outward. External electrolyte leakage can battery failed due to shedding of the plate
usually be detected easily. If in doubt about material. In addition, the performance of the
battery was decreased by the loss of active
material.
3-58
Negative Plates because of low electrolyte levels. Failure

If the negative plates have a white discoloration, could also be caused by broken plate-to-
it is probably due to an accumulation of lead connector strap welds, or normal battery
sulfate. The sulfate could result from a low aging, which causes shedding of plate
electrolyte level, or being in a slow state of material.
charge for a considerable length of time. TESTING THE BATTERIES
The battery becomes increasingly overcharged General
as the negative plates start to fail. The positive
plates may eventually be destroyed by Tests are made to a battery to determine the
overcharging, although, the prime reason for state of charge and its ability, or capacity, to
the battery failure could have been the negative crank the engine. The Buhler Versatile 4WD
plates. tractor uses three group 31 batteries in parallel.
Each battery has 625 (2240/2270/2310) or 950
Sulfation (2290/2335/2360/2375/2425) cold cranking
Whenever a battery is left idle in a discharged amps and 160 minutes of reserve capacity.
state, or when a battery has been operated With the batteries connected in parallel, the
continually in a partially discharged state, the cold cranking amps and reserve capacity are
sulfur in the electrolyte moves out to the battery added to provide a sufficient amount of current
plates. This is called “battery sulfation”. The to rotate the engine for starting. The ultimate
longer the battery is discharged, the harder the result of testing is to determine if the battery is
sulfation becomes. Finally, the battery will no good, needs recharging, or must be replaced.
longer take a charge. The batteries on the Buhler Versatile 4WD
tractor must be isolated from each other prior
Because a sulfated battery won’t take a charge, to battery testing. Disconnect the battery cables
a special procedure, called “slow charging”, is from the batteries.
needed to recharge the battery. Slow charging
is covered in the “Battery Charging” Section of
this manual.
NOTE: As a battery discharges, some degree CAUTION: HYDROGEN AND OXYGEN
of sulfation takes place. However, when GASES ARE PRODUCED DURING NORMAL
sulfation occurs over a few months, as with BATTERY OPERATION. THIS GAS MIXTURE
idle equipment, it is much more severe than CAN EXPLODE, IF FLAMES, SPARKS,
the sulfation that might occur when a battery OR LIGHTED TOBACCO ARE BROUGHT
discharges over a few days (for example, NEAR THE BATTERY. WHEN CHARGING,
from a light left on). OR USING A BATTERY IN AN ENCLOSED
SPACE, ALWAYS PROVIDE VENTILATION,
When sulfation occurs, the remaining electrolyte AND SHIELD YOUR EYES.
solution is almost all water. This means freezing
can occur in cold temperatures, which will crack
the battery case and cause leaks.
TROUBLESHOOTING SUMMARY CAUTION: BATTERIES CAN RELEASE A VERY
When determining the cause of battery failure, HIGH ELECTRICAL ENERGY DISCHARGE.
keep in mind there are two general types of MAKE A HABIT OF ALWAYS DISCONNECTING
failure. THE BATTERY NEGATIVE CABLE BEFORE
DOING ANY REPAIR WORK INVOLVING
1. Battery is completely dead; inactive (won’t THE VEHICLE’S ELECTRICAL SYSTEM. DO
take a charge). This type of failure is NOT WEAR NECKLACES, BRACELETS, OR
generally caused by plates becoming totally RINGS WHEN WORKING WITH A BATTERY.
sulfated from extended storage. Although it AN ACCIDENTAL SHORT CIRCUIT THROUGH
is less likely, failure could also be caused by
METALLIC JEWELRY CAUSE VERY SEVERE
broken intercell, or post connector welds.
BURNS. A SHORT CIRCUIT CAN ALSO
2. Battery is operating at reduced capacity. This CAUSE HARNESS DAMAGE, AND POSSIBLE
type of failure is typical of plate deterioration FIRE.
3-59
CAUTION: THE BATTERIES CONTAIN

SULFURIC ACID. AVOID CONTACT WITH
THE SKIN, EYES OR CLOTHING. WEAR
PROTECTIVE CLOTHING AND EYE
PROTECTION WHEN HANDLING THE
BATTERIES. IN CASE OF CONTACT WITH
THE SKIN, FLUSH AFFECTED AREA WITH
WATER FOR FIVE MINUTES. SEEK MEDICAL
ATTENTION IMMEDIATELY.
Visually examine the batteries to determine they

are not cracked, leaking acid, or have a loose
post. The batteries used in the Buhler Versatile
4WD tractor are low maintenance. The level of
the electrolyte can be checked and a specific
gravity test can be performed.
Checking the Battery Electrolyte Level

1. Clean the top of the batteries with a damp
cloth. 1
2. Remove the six fill plugs, 1, from each

battery.
3. Check the electrolyte level is 6 mm (1/4 in.)
below the filler neck of each cell.
4. Add distilled or demineralized water as
required. Do not overfill.
5. Replace all fill plugs.
Figure 3-21
3-60
Checking the Battery Specific Gravity

NOTE: If distilled water has recently been
added, the battery should be charged for a
short period of time to mix the electrolyte
solution. Otherwise, accurate hydrometer
readings will not be obtained.
1. Remove the fill plugs from the battery.
2. Insert the hydrometer into the cell and
squeeze and release the bulb to draw
electrolyte into the hydrometer.
3. With the float in the vertical position, take the
reading.
4. Adjust the hydrometer reading for electrolyte
temperature variations by subtracting 4 Figure 3-22
points (0.0004 specific gravity) for every
5.5°C (10°F) below the temperature that the
hydrometer is calibrated, and by adding 4
points (0.0004 specific gravity) for every
5.5°C (10°F) above this temperature.
Example #1 (temperature below the

hydrometer calibrated temperature):
Electrolyte temperature: 19°C (66°F)
Hydrometer reading: 1.270
[(86°F - 66°F) 10°F] x 0.004 = 0.008

Corrected specific gravity = 1.262
Example #2 (temperature above the

hydrometer calibrated temperature):
Electrolyte temperature: 38°C (101°F)
Hydrometer reading: 1.256
[(101°F - 86°F) 10°F] x 0.004 = 0.006
Corrected specific gravity = 1.262
NOTE: Specific gravity should not vary by

more than 0.025 points between cells.
5. If the specific gravity in one cell of a battery

varies by more than 0.025 points, charge the
battery using the Slow Charge Procedure.
6. If a cell varies by more than 0.025 points after
the slow charge procedure, the battery is
defective and should be replaced.
3-61
Battery State of Charge - open circuit voltage

Connect a voltmeter across the battery positive
and negative terminals. If the open circuit voltage
is below 12.40 volts, recharge the battery. See
“Charging the Battery” in this section.
Battery Capacity Test (Load Test) - high rate
discharge
The battery capacity test is used to determine
if the battery has sufficient capacity for the load
imposed during engine cranking. Perform the
open circuit voltage test prior to performing the
“Battery Capacity Test”.
1. Connect a battery load tester, such as OEM
1053 to the battery.
2. Apply a 315 amp load for 15 seconds. Read
the battery voltage. Use the following chart
to determine the battery condition.
Voltage readings at 15 seconds for a good
battery. The voltage reading should remain
steady during the test after its initial decline
during loading.
Figure 3-23
3. If the battery fails the “Battery Capacity

Test”, recharge the battery. See “Charging
the Batteries” in this section.
4. Repeat the “Battery Capacity Test”. If the
battery fails the test a second time, replace
the battery.
3-62
“Key Off” Current Drain

Many electrical system problems are caused
by excessive key off drains that discharge the
battery when the vehicle is not in operation. It is
important to check the current drain with all the
electrical equipment switched off. If the drain is
not within the specified range, there could be a
fault in the unit’s electrical system.
To measure key off drain:
1. Disconnect the negative battery cable.
2. Connect a multimeter capable of measuring
0-50 milliamps between the negative
battery cable and the negative battery post.
Place the negative meter lead on the post,
and the positive meter lead on the cable.
3. If the meter does not automatically select
an ampere range, start by selecting a 10A
scale and ensure the current flow is very
low before changing to the mA scale.
4. A typical Buhler Versatile 4WD tractor will
have a key off current drain of 20 mA.
Voltage Drop Test

When an engine is being cranked, the voltage
in a typical starting circuit will drop as it moves
through different portions of the circuit.
The schematic diagram shows an example of
the voltages that might be seen in a properly
operating starting circuit while the engine is
being cranked.
In this circuit, the voltage at the positive terminal
is 10 V, 9.6 V at the starter positive terminal, 0.3
V at the starter ground, and 0 V at the battery
negative terminal.
If a voltage drop test shows the voltage in
Figure 3-24
either the positive, or negative side of the circuit
exceeds one half volt, a poor connection is
causing unwanted resistance. Locate and repair
the poor connection.
3-63
To do a voltage drop test on the positive side of To test the negative side of the circuit.
the circuit, follow these steps:
1. Connect the voltmeter’s positive lead to the
1. Connect the voltmeter’s positive lead to the starter ground.
positive battery terminal.
2. Connect the negative lead to the battery
2. Connect the negative lead to the starter negative terminal.
positive terminal.
3. Disconnect the fuel solenoid, then crank the
3. Select a low voltage scale, such as zero to engine briefly and measure the voltage drop.
one volt on the meter. It should be less than 0.2 V.
4. Disconnect the fuel solenoid, then crank the Examples are calculated using a hydrometer
engine briefly and measure the voltage drop. calibrated at 30°C (86°F).
It should be less than 0.2 V.
If the voltmeter doesn’t automatically select a
range, initially select a higher scale so you don’t
burn out the meter.
3-64
CHARGING THE BATTERIES 1. Check battery open circuit voltage.

Before recharging a discharged battery, inspect 2. If battery voltage is less than 11.0 V, perform
and correct the following conditions, if they exist: the Slow Charge Procedure.
• Loose alternator belt. 3. If voltage is between 11.0 and 12.5 V, perform
• Pinched or grounded alternator wiring one of the following charge procedures:
harness. A. Standard Charge Procedure - Preferred
• Loose harness connections at alternator. method
• Loose, or corroded connections at the B. Fast Charge Procedure - Alternative

battery, starter relay and/or engine ground. method.
Excessive battery drain due to: Slow Charge Procedure: for Batteries with
• Dome light in the cab left on. Charges Below 11.0 V
• Head lamps and/or work lamps left on. If the battery has been slowly discharged over a
long period of time, and its voltage is less than
• Faulty alternator. 11.0 V, the cell plates will be heavily sulfated.
Refer to Figure 3-25 for the recommended slow
Determining Battery Charge Procedure
charge procedure.
There are three methods for charging a battery.
The method used depends upon the battery open
circuit voltage.
3-65
SLOW CHARGE PROCEDURE
Charge battery at an ampere rating of approx. 1% of

the CCA rating for 30 minutes. (Battery charger should
be capable of maintaining & not exceeding this charge
rate.) A high charging voltage may be required initially
to overcome the effects of battery sulphation.*
*Some battery chargers may not produce a

high enough voltage even at a maximum
output setting to produce a charging rate equal
to 1% of the CCA rating on a heavily
Measure battery voltage after
sulphated battery. In this case, either use the
30 minutes of charging
maximum setting available & closely monitor
the charger output until the battery begins to
accept a charge, or try a different battery
charger that will produce a higher voltage.
Voltage? Continue to charge up

Above 11.0 Volts
to 48 hrs.
Below 11.0 Volts Allow battery to stand

for 24 hrs.
Reject battery
Load test
Figure 3-25
3-66
Standard Charge Procedure: Preferred BATTERY CHARGING TIME

Method for Batteries with Voltage of 11-12.5 V
Charge the battery at an ampere rating equal
to 2-3% of the battery’s CCA rating for the time
period shown.
Load test the battery as described in “Battery
Capacity Test (Load Test)” in this section.
Fast Charge Procedure: Alternative Method
for Batteries with Voltage of 11.0 - 12.5 V.
CAUTION: THE STANDARD CHARGE

PROCEDURE SHOULD ALWAYS BE USED
IN PREFERENCE TO THE FAST CHARGE
PROCEDURE. UNDER NO CIRCUMSTANCES
SHOULD THE FAST CHARGE PROCEDURE
BE USED ON BATTERIES WITH VOLTAGE
BELOW 11.0 V.
The fast charge rate provides a high charging Figure 3-26
rate for a short period of time. It is useful only in
certain situations, such as when a battery must
be recharged sufficiently to start a vehicle in an
emergency.
Charge the battery at an ampere rating up to
10% of the CCA rating for no more than the
maximum time period shown.
CAUTION: TO AVOID BATTERY DAMAGE,

STOP CHARGING WHEN THE BATTERY
BECOMES WARM AND BEGINS GASSING.
Load test the battery as described in “Battery
Capacity Test (Load Test)” in this section.
A battery generally cannot be fully charged
using the fast charge method, but will receive
sufficient charge to enable load testing, or to
return the vehicle to service. To completely
recharge a battery, follow the fast charge with a
standard charge.
3-67
Removing the Batteries
WARNING: BATTERIES GENERATE

HYDROGEN GAS, WHICH IS HIGHLY
FLAMMABLE. DO NOT SMOKE AND AVOID
FIRE, SPARKS, OR OPEN FLAME AROUND
BATTERIES.
CAUTION: WHEN SERVICING THE

BATTERIES, ALWAYS DISCONNECT THE
NEGATIVE (BLACK) CABLES BEFORE THE
POSITIVE (RED) CABLES. WHEN
CONNECTING THE CABLES, CONNECT THE
POSITIVE CABLES FIRST, THEN THE
NEGATIVE CABLES. THIS WILL REDUCE
THE POSSIBILITY OF SPARKING AND
BATTERY EXPLOSION.
CAUTION: THE BATTERIES CONTAIN

SULFURIC ACID. AVOID CONTACT WITH 1
THE SKIN, EYES OR CLOTHING. WEAR
PROTECTIVE CLOTHING AND EYE
PROTECTION WHEN HANDLING THE
BATTERIES. IN CASE OF CONTACT WITH
THE SKIN, FLUSH AFFECTED AREA WITH
WATER FOR FIVE MINUTES. SEEK MEDICAL
ATTENTION IMMEDIATELY. 2
1. Remove the three battery ground cable

connections, 1, first, then remove the six
positive cable connections, 2. Each
connection has a rubber boot covering it for
19980729
protection.
Figure 3-27
2. Loosen the wing nuts, 1, and lower the

clamps, 2, downward. Lift the battery from 1
the battery tray.
3. Examine the battery for cracks and leakage.
Replace if required.
2
19981049
Figure 3-28
3-68
4. Clean the battery and neutralize any

corrosion with a solution of baking soda and
water.
Figure 3-29
5. Clean the battery cables and terminals using

a wire brush.
Figure 3-30
Installing the Batteries

1
1. Set the batteries in place with the negative
terminals toward the tractor. Rotate the
clamps, 2, into position and tighten the wing
nuts, 1.
2
19981049
Figure 3-31
3-69
2. Install the six positive cable connections, 2,

and install the rubber protective boots. 1
3. Install the three battery ground cable
connections, 1, and install the rubber
protective boots.
19980729
Figure 3-32
3-70
STARTING SYSTEM
DESCRIPTION AND OPERATION The figures on the following page show cross-
sectional views of the Series 37MT and the
The Buhler Versatile 4WD tractor starting system Series 42MT starters. The starter motor used on
consists of a starting motor, starting relay, ignition the 2240 (8.3L) tractor is a Delco-Remy, Series
switch, and heavy duty circuit wiring. 37MT, Type 300, model #10479034. The starter
motor used on the 2270/2290/2310/2335/2375
The tractor incorporates a neutral start circuit to
(M11) and 2360/2425 (N14) tractors is a
ensure critical tractor functions are disengaged
Delco-Remy, Series 42MT, Type 400, Model
before the engine will start and run. The
#10478832.
following criteria must be met before the starter
will engage to crank the engine: Under normal operating conditions, no
maintenance will be required on the starter motor
• PTO switch must be in the “OFF” position
between engine overhaul periods. At the time of
• Transmission must be in neutral engine overhaul, the starting motor should be
• Park brake must be engaged. disassembled, inspected, cleaned, and tested
as described in this section.
3-71
Figure 3-33
Delco-Remy, Series 37MT, Type 300, Model #10479034 Starter Motor
Used on the 2240 (8.3L) Tractor
Figure 3-34
Delco-Remy, Series 42MT, Type 400, Model #10478832 Starter Motor
Used on the 2270/2310 (M11) and 2360/2425 (N14) Tractors
3-72
Figure 3-35
START AND CHARGE
3-73
Power from the battery passes through the 25 When the engine starts, pinion overrun protects
amp ignition fuse to the ignition switch, refer to the armature from excessive speed until the
Figure 3-46. When the ignition switch is placed in ignition switch is released and allowed to return
the “START” position, power passes from the to the “RUN” position, at which time the return
switch through the 3 amp neutral start fuse and spring causes the drive pinion to disengage. To
continues through the park brake switch, the prevent excessive overrun and damage to the
transmission neutral switch and the PTO off drive and armature windings, the ignition switch
switch (if the tractor is equipped with a PTO), to must be released immediately when the engine
the start relay. starts. A cranking period should never exceed 30
seconds without stopping for two minutes to
Power continues through the start relay to allow the starter motor to cool.
ground. This energizes the start relay which
closes contacts, allowing battery voltage to be The ignition switch has a starter protection
applied to the starter solenoid coil. The solenoid feature built in. If the switch is rotated to the
coil energizes and the solenoid plunger is “START” position and then released to the “RUN”
magnetically attracted into the solenoid core. position, it will be necessary to rotate the switch
This movement, transmitted through a pivoted to the “STOP” position in order to make another
linkage mechanism, forces the drive pinion into attempt to start the engine. This will prevent an
mesh with the engine flywheel ring gear. The accidental engagement of the starter motor when
solenoid plunger also closes contacts to give a the engine is already running.
direct feed from the battery to the starter motor,
and cranking takes place.
3-74
TROUBLESHOOTING If two LEDs are lit:

Prior to performing any troubleshooting, the • PTO not “OFF”
following should be checked and verified: • Wiring problem between transmission
1. Batteries fully charged neutral circuit and PTO circuit
2. Battery terminals clean If all three LEDs are lit, the neutral starting
3. Battery cables clean, tight, and corrosion circuit is intact and functioning properly to the
free point where it exits the fuse and relay panel at
connector J5, pin #5. The problem could be a
4. Electrical connectors coupled and corrosion bad connection, broken wire, or failed starter
free relay.
The above items should be checked as a routine If the engine cranks at a speed above 120 RPM,
service practice, prior to extensive diagnostic but does not start, the starting system is working
procedures. properly. The problem could be with the engine
If the starter does not crank and the starter or fuel systems. Refer to Section 1 - Engine or
solenoid does not click, power is not getting to Section 2 - Fuel System.
the starter. A quick method of diagnosing the If the starter does not crank above 120 RPM
starting circuit can be done by monitoring the and/or the solenoid clicks, the problem could be
three “LED” lights located on the left hand side the starter or the batteries. Perform the “Starting
of the fuse and relay panel. When the ignition Motor Current Draw” test.
switch is in the “START” position, these lights
will be lit if the following starting interlocks are If the starter cranks the engine very slowly,
met: perform the “Battery Capacity Test (Load Test)”,
discussed earlier in this Section.
• Park brake engaged
If the engine starts, but the pinion does not
• Transmission shift lever in neutral disengage, check voltage at spade terminal of
• PTO switch “OFF” solenoid.
The “Transmission Neutral” light only comes on • If 12 volts with ignition switch in the “STOP”
if the “Park Brake” light is on. The “PTO Off” position, fault is in the ignition switch.
light only comes on if both of the other two lights • If 0 volts with ignition switch in the “STOP”
are on. position but starter turns, fault is in the
If no LEDs are lit: solenoid or overrunning clutch assembly.
• Park brake not engaged
• Neutral start fuse defective
• Problem with ignition switch or wiring
problem between park brake circuit and
ignition switch
If only one LED is lit:
• Transmission not in neutral
• Wiring problem between transmission
neutral circuit and park brake circuit
3-75
TESTING
For easier and rapid diagnosis, and for the most
conclusive results, it is recommended that a
battery-starter tester incorporating a 0-20 volt
voltmeter and a 0-500 amp ammeter (such
as OEM 1289) be used to diagnose starting
systems problems. When using test equipment,
follow the manufacturer’s recommended test
procedures. If test equipment is not available,
a standard voltmeter (0-20 volts) and a suitable
ammeter can be used.
Starting Motor Current Draw Test
The starting motor can be checked for proper
operation without removing it from the engine Figure 3-26
by using the following procedure:
1. Remove the 3 amp fuel solenoid fuse.
2. Disconnect the negative battery cables.
3. Disconnect the positive cables from the
starter solenoid. Connect the ammeter
positive lead to the battery positive
terminal, and the ammeter negative lead to
the solenoid input terminal.
NOTE: If the tester is equipped with an
inductive pickup, simply clamp it over
one of the positive starter cables.
4. Reconnect the negative battery cables.
5. Connect the voltmeter positive lead to the
battery positive terminal, and the voltmeter
negative lead to the battery negative
terminal.
6. Crank the engine while observing the
voltmeter and ammeter readings.
Typical readings that can be expected:
2360, 2425 (N18) - 1050 amps with engine at
ambient temperature (21°C [70°F]); 850 amps
after idling engine for 10 minutes
2270, 2310 (M11) - 850 amps with engine at
ambient temperature (21°C [70°F]); 700 amps
after idling engine for 10 minutes
2240 (8.3L) - 650 amps with engine at ambient
temperature (21°C [70°F]); 550 amps after idling
engine for 10 minutes.
3-76
If the current draw is excessive, the starter S Low free speed and high current draw
should be removed from the tractor and the indicate:
“Starting Motor No-Load Test” should be
performed. - Too much friction - tight, dirty, worn
bearings, bent armature shaft, or loose
7. Disconnect the negative battery cables. pole shoes allowing armature to drag.
8. Disconnect the voltmeter and ammeter. - Shorted armature. Check further after
disassembly.
9. Connect the positive cables to the starter
solenoid. - Grounded armature or field. Check
10. Reinstall the 3 amp fuel solenoid fuse. further after disassembly.
11. Connect the negative battery cables. S Failure to operate with high current draw
indicates:
Starting Motor No-Load Test - A direct ground in the terminal or fields.
1. Remove the starter from the tractor as - “Frozen” bearings (this should have
described later in this section. been determined by turning the
2. Connect a voltmeter from the motor terminal armature by hand).
to the motor frame, and use an RPM indicator
to measure armature speed. S Failure to operate with no current draw
indicates:
3. Connect the motor and an ammeter in series
with a fully charged battery, and a switch in - Open field circuit. This can be checked
the open position from the solenoid battery after disassembly by inspecting
terminal to the solenoid switch terminal. terminal connections.
4. Vary the carbon pile to obtain 10 volts. - Open armature coils. After
disassembly, inspect commutator for
5. Close the switch and compare the RPM, badly burned bars.
current, and voltage readings with the
following: - Broken brush springs, worn brushes,
high insulation between the
37MT 42MT commutator bars or other causes
Minimum Amps: 120 115 which would prevent good contact
between the brushes and commutator.
Maximum Amps: 160 170
Minimum RPM: 6000 6600 S Low no-load speed and low current draw
indicate high internal resistance due to
Maximum RPM: 8700 9000 poor connections, defective leads, dirty
commutator, or causes listed above under
6. Open the switch and disconnect the test “Failure to operate with no current draw.”
leads and the RPM indicator.
S High free speed and high current draw
7. Interpret the test results as follows: indicate shorted field. If shorted fields are
suspected, replace the field coil assembly
S Rated current draw and no-load speed
and check for improved performance.
indicates normal condition of the cranking
motor.
3-77
Solenoid Checks (Series 37MT Solenoid)

A basic three terminal solenoid circuit is shown.
With all other leads disconnected, the solenoid
hold-in windings and pull-in windings can be
checked by making the test connections as
covered below.
Figure 3-37
Hold-in Windings Check

1. Make connections to the “S” and ground
return terminals as shown. If necessary, use
the carbon pile to decrease the battery
voltage to 10 volts.
2. The ammeter should read 16 - 20 amps. A
high reading indicates a shorted winding and
a low reading indicates excessive
resistance.
2
1
4
Figure 3-38
3-78
Pull-In Winding Checks

1. Make connections to the “S” and “M”
terminals as shown. If necessary, use the
carbon pile to decrease the battery voltage to
5 volts.
2. The ammeter should read 24 to 29 amps. A
resistance. To avoid excessive heating, do 1
not leave the pull-in winding connected for 2
more than 10 seconds at a time. The current
will decrease as the heating increases.
Figure 3-39
Solenoid Checks (Series 42MT Solenoid)

A basic four terminal solenoid circuit is shown.
With all other leads disconnected, the solenoid
hold-in windings, pull-in windings, and coil
ground can be checked by making the test
connections as covered below.
Figure 3-40
3-79
Hold-in Windings Check

1. Make connections to the “S” and ground
return terminals as shown in Figure 3-52. If
necessary, use the carbon pile to decrease
the battery voltage to 10 volts.
2. The ammeter should read 16.5 to 20 amps. A
resistance.
Figure 3-41
Pull-In Winding Checks

1. Make connections to the “S” and “M”
terminals as shown. If necessary, use the
carbon pile to decrease the battery voltage to
5 volts.
2. The ammeter should read 34 to 46 amps. A
resistance. To avoid excessive heating, do
not leave the pull-in winding connected for
more than 10 seconds at a time. The current
will decrease as the heating increases.
Figure 3-42
3-80
Coil Ground Checks

1. Move the battery lead from the “M” terminal
to a clean metal ground on the solenoid case
(not shown).
2. The ammeter should read zero. If not, the
hold-in or pull-in winding is grounded.
Pinion Clearance Adjustment Test (Series

37MT Starter)
1. Remove the “M” terminal nut and insulate the

motor winding connector from the “M”
terminal stud. Push connector about 1/8 inch
away from back nut and stud. Place
insulating material (like cloth) between
connector and nut and stud.
2. Connect battery to “S” terminal and to a clean 1 2
metal ground on the solenoid case.
3. Momentarily flash a jumper from ground to 3
the “M” terminal. The drive will shift into the
cranking position and remain there until the
battery is disconnected.
4. Push the pinion or drive back towards the
commutator end to eliminate slack
movement.
Figure 3-43
5. Measure the distance between pinion, 1, and

retainer, 2, with a feeler gauge, 3. Clearance
should be 0.25 - 1.78 mm (0.010 - 0.070 in.). 1
Figure 3-44
3-81
6. Adjust clearance by removing plug and

turning pinion travel adjustment nut.
Figure 3-45
Pinion Clearance Adjustment Test (Series

42MT Starter)
1. Connect battery to “S” terminal and to the

ground return terminal.
2. Momentarily flash a jumper from the ground
return terminal to the “M” terminal. The drive
will shift into the cranking position and remain
there until the battery is disconnected.
3. Push the pinion or drive back towards the
commutator end to eliminate slack
movement.
Figure 3-46
3-82
4. Measure the distance between pinion, 1, and

retainer, 2, with a feeler gauge, 3. Clearance
should be 8.3 - 9.9 mm (0.33 - 0.39 in.). 1
Figure 3-47
5. Adjust clearance by removing plug and

turning pinion travel adjustment nut.
Figure 3-48
3-83
REPAIRING THE 37MT STARTER MOTOR

(2240 Tractor Only)
Removing the Series 37MT Starter
CAUTION: FAILURE TO DISCONNECT THE

NEGATIVE CABLES AT THE BATTERIES
BEFORE REMOVING OR ATTACHING LEADS
ON THE STARTER MAY RESULT IN
PERSONAL INJURY.
1
2. Disconnect the ground cables, 1.
3. Remove the nut, 2, and disconnect the red
battery cable, red wire EN-8, and wire, 6,
coming from the fuel solenoid fuse. 4
4. Remove nut, 3, then remove rubber terminal
shield, 4.
5. Disconnect the orange wire EN-11, 5.
5 6
NOTE: The starter is heavy. Support the
weight of the starter while the mounting 3
bolts are being removed. 2
Figure 3-49
6. Remove the three mounting bolts, 1, and

remove the starter.
Figure 3-50
3-84
Disassembly, Inspection and Repair of the

Series 37MT Starter 2
1
NOTE: Normally the starting motor should be
disassembled only so far as is necessary to
make repair or replacement of defective
parts.
Following any disassembly of the starter or

solenoid, perform the “Pinion Clearance
Adjustment Test” described earlier in this section.
1. Note the relative position of the solenoid, 2,

lever housing, 1, and nose housing, 5, so the 5 4 3
motor, 3, can be reassembled in the same
manner. Scribe a line, 4, across the seams. Figure 3-51
2. Remove pinion travel adjustment cap and

seal, 1.
Figure 3-52
3. Remove pinion travel adjustment nut, 1.
Figure 3-53
3-85
4. Disconnect the field coil connector from

solenoid motor terminal by removing screw,
2. 1
5. Remove solenoid attaching screws, 1, and

separate solenoid from lever housing by
2
pulling apart.
Figure 3-54
6. Remove nut and seal, 1, from short terminal.

7. Remove screw, 2, and connector strap, 3,
5
then remove nut, 4.
8. Remove two screws and seals, 5, then
remove the end cap.
9. Inspect the solenoid, terminals, and seals for
damage. 5
1
4
3 2
Figure 3-55
10. Remove the attaching screws, 1, and

separate the commutator end cap, 2, from
the field frame. Check condition of O rings
under the attaching screws.
Figure 3-56
3-86
11. Inspect the end cap bushing, 1, and armature

shaft, 2, for damage and wear.
Figure 3-57
12. Remove the two field brush attaching

screws, 1. The ground brush attaching
screws, 2, can be left in place.
2
1
Figure 3-58
13. With a lifting device, 1, lift the brush springs,

2, and remove the brushes, 3.
Figure 3-59
3-87
14. The brush plate, 1, can now be removed from

the field housing, 2.
1
Figure 3-60
15. Remove the torxTM screws, 1, and pull the

nose housing, 2, from the motor. 1
Figure 3-61
16. Push the pinion retainer, 1, out of the way,

then remove the “C” clip, 2.
Figure 3-62
3-88
17. The lever housing, 1, can be disassembled

by removing the retaining bolts, 2.
2
Figure 3-63
18. The pinion, 1, can now be removed and

inspected.
2
19. Remove the star washer, 2, from the lever
housing, 3.
5
20. Drive the pivot pin, 4, from the housing using
a suitable punch, and remove the pinion
lever, 5.
3
4
Figure 3-64
21. The lever housing, 1, pivot pin, 2, pinion

lever, 3, and star washer, 4, can now be 3
1
inspected for damage and wear. 2
4
Figure 3-65
3-89
NOTE: A field coil should only be

removed if the coil needs replacing. All
inspection and testing of the coil can be 3
performed with the coil installed in the
field housing.
22. While holding the pole shoe, 1, in position,

remove the two screws, 2, from the outside of
the housing.
2
23. Gently remove the pole shoe, 1, from the field
housing, 3. Note the position of the notched 1
end of the pole shoe.
Figure 3-66
24. The field coil, 1, can now be removed from

the field housing.
1
3
4
2
Figure 3-67
3-90
Lubrication
All bearings, wicks and oil reservoirs should be
saturated with SAE No. 20 oil. Place a light coat
of lubricant Delco Remy No. 1960954 on the
washer located on the shaft between the
armature and shift lever housing.
Sintered bronze bearings used in this motor have

a dull finish, as compared to the early type
machined, cast bronze bearings which had a
shiny finish.
Before pressing the bearing into place, dip it in

SAE No. 20 oil. Also, the oil wicks should be
soaked with SAE No. 20 oil. Insert the wick into
place first, then press in the bearing.
Cleaning
The drive, armature and fields should not be

cleaned in any degreasing tank, or with
grease-dissolving solvents, since these would
dissolve the lubricant in the drive and damage the
insulation in the armature and field coils. All parts
except the drive should be cleaned with mineral
spirits and a brush. The drive can be wiped with a
clean cloth.
If the commutator is dirty, it may be cleaned with

No. 00 sandpaper. Never use emery cloth to
clean commutator.
Brushes and Holders

Inspect the brushes for wear. If they are worn
excessively when compared with a new brush,
they should be replaced. Make sure the brush
holders are clean and the brushes are not binding
in the holders. The full brush surface should ride
on the commutator to give proper performance.
Check by hand to insure that the brush springs
are giving firm contact between the brushes and
commutator. If the springs are distorted or
discolored, they should be replaced.
Figure 3-68
3-91
Armature Servicing
If the armature commutator is worn, dirty, out of
round, or has high insulation, the armature 3
should be put in a lathe so the commutator can be 2
turned down. As a final step in this procedure, the
commutator should be sanded lightly with No. 00
sandpaper.
1
The armature should be checked for opens, short
circuits and grounds as follows:
1. Opens - Opens are usually caused by

excessively long cranking periods. The most
likely place for an open to occur is at the
commutator riser bars. Inspect the points Figure 3-69
where the conductors are joined to the
commutator bars for loose connections.
Poor connections cause arcing and burning
of the commutator bars as the cranking
motor is used. If the bars are not too badly
burned, repair can often be effected by
welding the leads in the riser bars (using
rosin flux), and turning down the commutator
in a lathe to remove the burned material.
2. Short Circuits - Short circuits in the armature
are located by use of a growler. When the
armature is revolved in the growler with a
steel strip such as a hacksaw blade held
above it, the blade will vibrate above the area
of the armature core in which the short circuit
is located. Shorts between bars are
sometimes produced by brush dust or
copper between the bars. These shorts can
be eliminated by cleaning out the slots.
3. Grounds - Grounds in the armature can be
detected by the use of a ohmmeter, 3. If the
ohmmeter shows no or little resistance when
one lead is placed on the commutator, 2, with
the other lead on the core or shaft, 1, the
armature is grounded. Grounds occur as a
result of insulation failure which is often
brought about by overheating of the motor
produced by excessively long cranking
periods or by accumulation of brush dust
between the commutator bars and the steel
commutator ring.
3-92
Field Coil Checks

The field coils can be checked for grounds and
opens by using an ohmmeter.
Grounds - If the motor has one or more coils

normally connected to ground, the ground
connections must be disconnected during this
check. Connect one lead of the ohmmeter to the
field frame and the other lead to the field
connector. If the reading shows no or little
resistance, at least one field coil is grounded
which must be repaired or replaced. This check
cannot be made if the ground connection cannot
be disconnected.
Figure 3-70
Opens - Connect ohmmeter leads to ends of field
coils. If the reading is high, the field coils are
open.
3-93
Reassembly of the Series 37MT Starter

NOTE: Make sure that all scribe marks line up
during reassembly to ensure that the starter
will properly fit on the tractor.
1. Carefully install the new field coil, 1, in the

field housing. 1
3
2. Place the pole shoe, 2, in the field coil, 1, with
the notched end of the shoe, 3, toward the 4
brush end of the field housing. 2
3. Secure the pole shoe, 2, in place with the two
screws, 4.
Figure 3-71
4. Insert the pinion lever, 5, in the lever housing,

3, and hold in place with pivot pin, 4.
2
5. Lock the pivot pin in place with star washer, 2.
5
3
4
Figure 3-72
6. Install the pinion, 3, on the pinion lever and

slide over the end of the armature shaft and
attach the lever housing, 1, to the field
2
housing with the six bolts, 2.
Figure 3-73
3-94
7. Place the pinion retainer, 1, on the shaft

beyond the location of the slot in the shaft.
8. Hold the pinion retainer, 1, out of the way and
place the “C” clip, 2, in the slot in the shaft.
1
9. Allow the pinion spring pressure to push the
pinion retainer, 1, over the “C” clip, 2.
NOTE: Make sure the pinion retainer fits
properly over the “C” clip.
Figure 3-74
10. Place the nose housing, 2, on the motor and

secure with the six torx(tm) screws, 1. 1
Figure 3-75
11. Lift the brushes, 2, up so the brush spring, 1,

rests against the side of the brush.
1
Figure 3-76
3-95
12. Place the brush plate in place and install the

field brush attaching screws, 1.
13. Lift the brush springs, position the brushes

on the commutator, and position the brush 2
1
springs on top of the brushes.
Figure 3-77
14. Place the commutator end cap, 2, on the field

frame and secure with attaching screws and
rubber seals, 1.
Figure 3-78
15. Reinstall the solenoid end cap, and secure

with screws and rubber seals, 5.
5
16. Replace nut, 4, then install connector strap,
3, and secure with screw, 2.
17. Install nut and seal, 1, on short terminal.
5
1
4
3 2
Figure 3-79
3-96
18. Position the solenoid on the lever housing

and install the solenoid attaching screws, 1.
Make sure the solenoid shaft aligns with the 1
hole in the pinion lever.
19. Connect the field coil connector to the 2

solenoid motor terminal using screw, 2.
Figure 3-80
20. Install the pinion travel adjustment nut, 1.
Figure 3-81
21. Install pinion travel adjustment cap and seal,

1.
22. Perform the “Pinion Travel Adjustment Test

(Series 37MT Starter)” described earlier in
this section.
1
Figure 3-82
3-97
Installing the Series 37MT Starter

1. Lift the starter into position and install the
three mounting bolts, 1.
Figure 3-83
2. Connect wire EN-11 (orange), 5, to the “S”

terminal. 1
3. Install the rubber terminal shield, 4, then

install nut, 3.
4. Connect wire coming from the fuel solenoid 4
fuse, wire EN-8 wire (red), and red battery
cable, 6, to the “B” terminal and secure with
nut, 2.
5. Connect the ground wires to the mounting 5 6
bolt, 1.
6. Connect the battery cables. 3
2
Figure 3-84
3-98
REPAIRING THE 42MT STARTER MOTOR

(2270, 2310, 2360, and 2425 Tractors)
Removing the Series 42MT Starter
CAUTION: FAILURE TO DISCONNECT THE 3 2

BEFORE REMOVING OR ATTACHING LEADS 1
ON THE STARTER MAY RESULT IN
PERSONAL INJURY.
2. Disconnect the ground cables, 1.
3. Disconnect the red battery cable and red wire
EN-8, 2. 4
4. Remove nut, 3, then remove rubber terminal
shield, 4.
Figure 3-85
5. Disconnect the orange wire EN-11, 1. It may

be necessary to remove the connector strap,
2, between the starter and solenoid to be
able to remove this wire.
NOTE: The starter is heavy. Support the 1
weight of the starter while the mounting
bolts are being removed.
Figure 3-86
6. Remove the three mounting bolts, 1, and

remove the starter.
Figure 3-87
3-99
Disassembly, Inspection and Repair of the

Series 42MT Starter 2
1
NOTE: Normally the starting motor should be
disassembled only so far as is necessary to
make repair or replacement of defective
parts.
Following any disassembly of the starter or

solenoid, perform the “Pinion Clearance
Adjustment Test” described earlier in this section.
1. Note the relative position of the solenoid, 2,

lever housing, 1, and nose housing, 5, so the 5 4 3
motor, 3, can be reassembled in the same
manner. Scribe a line, 4, across the seams. Figure 3-88
2. Remove pinion travel adjustment cap and

seal, 1.
Figure 3-89
3. Remove pinion travel adjustment nut, 1.
Figure 3-90
3-100
4. Disconnect the ground return wire, 1.

5. Disconnect the field coil connector from 3
2
solenoid motor terminal by removing screw,
2.
6. Remove the three solenoid attaching
screws, 3, and separate solenoid from lever
housing by pulling apart.
Figure 3-91
7. Remove nut and seal, 1, from the short

terminal.
8. Remove nut, 2, then remove connector
5
strap, 3, then remove nut, 4.
9. Remove two screws and seals, 5, then 2
remove the end cap.
3
10. Inspect the solenoid, terminals, and seals for
damage.
4
5
1
Figure 3-92
11. Remove nut, 1, from ground stud.

1
12. Remove the attaching screws, 2, and
separate the commutator end cap, 3, from
the field frame, 4. Check condition of O rings
under the attaching screws.
4 2
3
2
Figure 3-93
3-101
13. Inspect the end cap bushing, 1, and armature

shaft, 2, for damage and wear.
Figure 3-94
14. Remove the two field brush attaching

screws, 1. The ground brush attaching 1
screws, 2, can be left in place.
2
2
1
Figure 3-95
15. With a lifting device, 1, lift the brush springs,

2, and remove the brushes.
Figure 3-96
3-102
16. The brush plate, 1, can now be removed from

the field housing, 2.
1
Figure 3-97
17. Remove the six torxTM screws, 1, and pull the

nose housing, 2, from the motor. 1 3
18. The lever housing, 3, can be disassembled

by removing the retaining bolts, 4.
2
4
Figure 3-98
19. The pinion, 1, can now be removed and

inspected. 3
20. Remove the snap ring, 2, from the pivot pin. 2
21. Drive the pivot pin from the housing, 3, using 4

a suitable punch.
1
22. The lever housing, 3, pivot pin, and pinion
lever, 4, can now be inspected for damage
and wear.
Figure 3-99
3-103
NOTE: The field coil should only be

removed if the coil needs replacing. All
inspection and testing of the coil can be 3
performed with the coil installed in the
field housing.
23. While holding the pole shoe, 1, in position,

remove the two screws, 2, from the outside of
the housing.
2
24. Gently remove the pole shoe, 1, from the field
housing, 3. Note the position of the notched 1
end of the pole shoe.
Figure 3-100
25. The field coil, 1, can now be removed from

the field housing.
1
3
4
2
Figure 3-101
3-104
Lubrication
All bearings, wicks and oil reservoirs should be
saturated with SAE No. 20 oil. Place a light coat
of lubricant Delco Remy No. 1960954 on the
washer located on the shaft between the
armature and shift lever housing.
Sintered bronze bearings used in this motor have

a dull finish, as compared to the early type
machined, cast bronze bearings which had a
shiny finish.
Before pressing the bearing into place, dip it in

SAE No. 20 oil. Also, the oil wicks should be
soaked with SAE No. 20 oil. Insert the wick into
place first, then press in the bearing.
Cleaning
The drive, armature and fields should not be

cleaned in any degreasing tank, or with
grease-dissolving solvents, since these would
dissolve the lubricant in the drive and damage the
insulation in the armature and field coils. All parts
except the drive should be cleaned with mineral
spirits and a brush. The drive can be wiped with a
clean cloth.
If the commutator is dirty, it may be cleaned with

No. 00 sandpaper. Never use emery cloth to
clean commutator.
Brushes and Holders
Inspect the brushes for wear. If they are worn

excessively when compared with a new brush,
they should be replaced. Make sure the brush
holders are clean and the brushes are not binding
in the holders. The full brush surface should ride
on the commutator to give proper performance.
Check by hand to insure that the brush springs
are giving firm contact between the brushes and
commutator. If the springs are distorted or
discolored, they should be replaced.
Figure 3-102
3-105
Armature Servicing
If the armature commutator is worn, dirty, out of
round, or has high insulation, the armature 3
should be put in a lathe so the commutator can be 2
turned down. As a final step in this procedure, the
commutator should be sanded lightly with No. 00
sandpaper.
1
The armature should be checked for opens, short
circuits and grounds as follows:
1. Opens - Opens are usually caused by

excessively long cranking periods. The most
likely place for an open to occur is at the
commutator riser bars. Inspect the points Figure 3-103
where the conductors are joined to the
commutator bars for loose connections.
Poor connections cause arcing and burning
of the commutator bars as the cranking
motor is used. If the bars are not too badly
burned, repair can often be effected by
welding the leads in the riser bars (using
rosin flux), and turning down the commutator
in a lathe to remove the burned material.
2. Short Circuits - Short circuits in the armature
are located by use of a growler. When the
armature is revolved in the growler with a
steel strip such as a hacksaw blade held
above it, the blade will vibrate above the area
of the armature core in which the short circuit
is located. Shorts between bars are
sometimes produced by brush dust or
copper between the bars. These shorts can
be eliminated by cleaning out the slots.
3. Grounds - Grounds in the armature can be
detected by the use of a ohmmeter, 3. If the
ohmmeter shows no or little resistance when
one lead is placed on the commutator, 2, with
the other lead on the core or shaft, 1, the
armature is grounded. Grounds occur as a
result of insulation failure which is often
brought about by overheating of the motor
produced by excessively long cranking
periods or by accumulation of brush dust
between the commutator bars and the steel
commutator ring.
3-106
Field Coil Checks

The field coils can be checked for grounds and
opens by using an ohmmeter.
Grounds - If the motor has one or more coils

normally connected to ground, the ground
connections must be disconnected during this
check. Connect one lead of the ohmmeter to the
field frame and the other lead to the field
connector. If the reading shows no or little
resistance, at least one field coil is grounded
which must be repaired or replaced. This check
cannot be made if the ground connection cannot
be disconnected.
Figure 3-104
Opens - Connect ohmmeter leads to ends of field
coils. If the reading is high, the field coils are
open.
3-107
Reassembly of the Series 42MT Starter

NOTE: Make sure that all scribe marks line up
during reassembly to ensure that the starter
will properly fit on the tractor.
1. Carefully install the new field coil, 1, in the

field housing. 1
3
2. Place the pole shoe, 2, in the field coil, 1, with
the notched end of the shoe, 3, toward the 4
brush end of the field housing. 2
3. Secure the pole shoe, 2, in place with the two
screws, 4.
Figure 3-105
4. Insert the pinion lever, 4, in the lever housing,

3, and hold in place with the pivot pin. 3
5. Place the snap ring, 2, on the pivot pin. 2
4
Figure 3-106
6. Install the pinion, 5, on the pinion lever and

slide over the end of the armature shaft. 1 3
Attach the nose housing, 2, to the lever
housing, 3, with the six star cap screws, 1.
7. Attach the lever housing, 3, to the motor 5
housing with bolts, 4. 2
4
Figure 3-107
3-108
8. Lift the brushes, 2, up so the brush spring, 1,

rests against the side of the brush.
1
Figure 3-108
9. Place the brush plate in place and install the

field brush attaching screws, 1.
1
10. Lift the brush springs, position the brushes
on the commutator, and position the brush 2
springs on top of the brushes.
2
1
Figure 3-109
11. Place the commutator end cap, 3, on the field

frame, 4, and secure with attaching screws 1
and rubber seals, 2.
12. Place nut, 1, on ground stud.
4 2
3
2
Figure 3-110
3-109
13. Reinstall the solenoid end cap, and secure

with screws and rubber seals, 5.
14. Replace nut, 4, then install connector strap, 5

3, and secure with nut, 2.
2
15. Install nut and seal, 1, on short terminal.
3
5
1
Figure 3-111
16. Position the solenoid on the lever housing

and install the solenoid attaching screws, 3. 3
Make sure the solenoid shaft aligns with the 2
hole in the pinion lever.
17. Connect the field coil connector to the

solenoid motor terminal using screw, 2.
18. Connect the ground return wire to the motor

ground stud, 1.
Figure 3-112
19. Install the pinion travel adjustment nut, 1.
Figure 3-113
3-110
20. Install pinion travel adjustment cap and seal,

1.
21. Perform the “Pinion Travel Adjustment Test

(Series 42MT Starter)” described earlier in
this section.
1
Figure 3-114
Installing the Series 42MT Starter

1. Lift the starter into position and install the
three mounting bolts, 1.
Figure 3-115
2. Route the EN-11 wire (orange) under the

connector strap, 2, and connect to the “S”
terminal, 1.
Figure 3-116
3-111
3. Install rubber terminal shield, 4, then install

nut, 3.
3 2
4. Connect the EN-8 wire (red) and red battery
cable to the “B” terminal, 2.
1
5. Connect the ground wires to the ground
return terminal, 1.
Figure 3-117
Replacing the Start Relay
The relay, 1, is located on the left-hand front

frame rail, directly above the hydraulic reservoir.

BEFORE PERFORMING WORK IN THE
RELAY AREA MAY RESULT IN INADVERTENT
ENGINE CRANKING, RESULTING IN 1
SERIOUS INJURY OR DEATH.
1. Disconnect the negative battery cables. Figure 3-118
2. Unplug connector P41 (wires EN-10 and

EN-154), 1, from the start relay and
disconnect wires EN-8 (red), 2, and EN-11
(orange), 3. 3
3. Remove the two cap screws, 4.
4
2
1
Figure 3-119
3-112
4. Inspect the isolators, 1, for signs of wear or

deterioration. Replace as necessary (Buhler
Versatile part number 86012004). 1
Figure 3-120
5. Install the new relay on the mounting bracket,

1, using the two cap screws, 2. Tighten the 1
cap screws to 0.35 N⋅m (3 in. lbs) of torque.
Do not overtighten. 5
6. Plug connector P41 (wires EN-10 and
EN-154), 3, into the start relay and connect 2
wire EN-8 (red), 4, to the rear terminal and
wire EN-11 (orange), 5, to the front terminal. 4
3
Figure 3-121
3-113
CHARGING SYSTEM
The Buhler Versatile 4WD tractor is equipped
with a Delco alternator which provides electrical
current for charging the battery and all other
tractor electrical requirements.
The alternator features a solid state regulator

that is mounted inside the alternator slip ring end
frame. The regulator voltage setting never needs
to be adjusted, and no provision for adjustment is
provided.
The rotor bearings contain an adequate supply of

lubricant to eliminate the need for periodic
lubrication. Two brushes carry current through
Figure 3-122
the slip rings to the field coil on the rotor and
under normal conditions will provide long periods
of attention free service.
The starter windings are assembled on the inside

of a laminated core that forms part of the
alternator frame. A rectifier bridge connected to
the stator windings electrically changes the
stator AC voltage to a DC voltage on the output
terminal.
The tension of the alternator drive belts should be

checked and adjusted daily during the normal life
of the belt.
The alternator should be cleaned with

compressed air on a regular basis to remove dirt
accumulation. This should be done daily in
extremely dusty conditions. No other periodic
adjustments or maintenance of any kind are
required on the alternator.
The “I” terminal, 1, is connected internally to the

field circuit. The alternator output indicator lamp
2
on the light board is connected in series with this
terminal and will be on whenever there is a 1
voltage difference between the “positive” side of
the field circuit and the system voltage at the
other side of the light. The “BAT” terminal, 2, is
connected to the battery positive terminal. The
“GND” terminal, 3, is connected to Ground 1 on
the front of the starter.
Figure 3-123
3-114
A schematic of the generator circuitry is shown.

With the generator rotor, 6, turning, magnetic
fields around the rotor induce voltages in the
stator windings, 4. The faster the rotor turns, the
higher the induced voltage will be. In a one-wire
system, the voltages at start-up are generated by
residual magnetism in the rotor.
As speed and output increase, voltage available

at the diode trio, 5, becomes sufficient to supply
field current for normal operation. When the
output voltage exceeds the battery voltage, the
generator begins to drive the system voltage.
The presence of system voltage at the diode trio
equalizes the voltage on both sides of the
indicator light and the light goes out. Figure 3-124
While the system voltage is below the voltage

regulator setting, the regulator turns on the field
current through the rotor and allows the
generator to produce as much output as possible
for the generator speed (rpm), temperature and
system voltage. When the voltage setting is
reached, the regulator, 1, turns the field current
off. When the field current is turned off, the
magnetic field in the rotor collapses and the
generator output voltage begins to fall. A
capacitor, 2, in the rectifier bridge, 3, protects the
regulator, 1, from voltage spikes. The falling
voltage causes the regulator to turn the field
current back on and the magnetic field to rebuild.
This switching action of the regulator continues
rapidly, keeping the output and system voltage
very close to the voltage setting. This will
continue unless the electrical demands of the
system cause the system voltage to fall below the
voltage setting. Should this happen, the regulator
will again allow full field current to flow so that the
maximum output of the generator at the given
speed, temperature and system voltage is
realized.
One-wire systems use system voltage at the
generator to control the output voltage, and extra
sense wiring is not needed.
3-115
Precautions TROUBLESHOOTING
Disconnect the battery ground cable from the Prior to performing any troubleshooting, the
battery when working on or near the alternator. following should be checked and verified:
This will prevent possible injury or component
1. Batteries fully charged
damage if the terminals are accidentally shorted.
2. Battery terminals clean
When the alternator wiring is disconnected, take
the following precautions. Failure to observe 3. Battery cables clean, tight, and corrosion
these precautions could result in damage to the free
alternator, regulator, or electrical system. 4. Electrical connectors coupled and corrosion
1. If the alternator wiring is disconnected, be free
sure it is properly connected before the 5. Alternator belt properly tensioned and in
battery is connected. good condition
2. Never disconnect or connect any alternator Trouble in the charging system will normally be
wire with the battery connected or with the indicated by one of the following:
alternator operating. The high voltage
resulting from the open circuit will damage S Indicator light “ON” with engine running.
the alternator, regulator, electrical system, or
electrical components. S Indicator light “OFF” with key “ON”, engine
not running.
3. Always connect the battery or booster
battery in the correct polarity. This is a S Undercharged or overcharged battery.
negative ground system. S Short life of light bulbs or other electric
equipment caused by abnormally high
system voltage.
S System voltmeter readings outside normal
range.
3-116
Indicator Light Fault Testing

Test Equipment Needed:
S Jumper lead with 5-amp fuse.

1. If indicator light, 2, is on with engine running:
Stop engine. Turn key switch, 3, to “run”
position. Indicator light, 2, should be on. If
not, got to step 3.
Disconnect indicator light lead, 4, at

alternator, 5. This will be the “I” terminal
connector.
If indicator light, 2, remains on, locate and Figure 3-125

correct shorted or grounded condition in
indicator light circuit between the light and
alternator.
If indicator light, 2, goes out, light is working

properly. Proceed to “Checking System With
Indicator Light Working Properly.”
2. If indicator light, 2, does not come on with the

key switch, 3, in the “run” position with the
engine stopped (“bulb check” mode):
Leave key in “Run” position with engine
stopped. Disconnect indicator light lead, 4,
from alternator, 6. This will be at the “I”
terminal. Use fused (5-amp) jumper lead, 5,
to ground indicator lamp circuit in harness
connector to alternator housing.
If indicator light, 2, comes on with jumper
lead in place, repair the alternator, 6.
If indicator light, 2, does not come on with

jumper lead, 5, in place, locate and correct Figure 3-126
open circuit in indicator light circuit. Circuit
may be open or light bulb may be burned out.
Correct as necessary.
3-117
3. If indicator light, 2, comes on while engine is

running, but is not on with the engine stopped
and key switch, 3, in “run” position:
Leave key, 3, in “run” position with engine
stopped. Disconnect indicator light lead, 4,
from alternator, 6. This will be at the “I”
terminal. Use fuse (5-amp) jumper lead, 5, to
ground indicator lamp circuit to alternator
housing.
If indicator light, 2, comes on with jumper

lead in place, replace regulator as described
under Unit Repair.
If indicator light, 2, does not come on with Figure 3-127

jumper lead in place, locate and correct open
circuit in indicator light circuit between
battery, 1, and light. (With engine running,
light is being powered by alternator, 6, and
grounded through other circuits connected in
parallel to indicator light circuit.) Correct as
necessary.
4. If indicator light, 2, is on with key switch, 3, in

“off” position.
Disconnect indicator light circuit, 4, at
alternator, 5.
If indicator light, 2, remains on, locate and
correct shorted condition between the light, 2
and alternator, 5.
If indicator light, 2, goes out, diode is shorted

in rectifier bridge. Replace rectifier bridge as
described under Alternator Repair.
Figure 3-128
3-118
Checking System With Indicator Light

Working Properly
S Voltmeter
1. If battery, 1, is undercharged, indicator light,
3 remains on while the tractor is running, or
EIC voltmeter is below acceptable range:
With engine stopped and all electrical loads
turned off, use voltmeter, 2, to check voltage
across the battery terminals, 1. Record
voltage.
Start engine and run at moderate speed. Figure 3-129

Check voltage across the battery terminals,
1, with the engine running.
If voltage reading at the battery terminals

varies by more than 5% from the reading
showing at the EIC voltmeter, locate and
correct cause of incorrect reading.
If voltage is lower than reading previously

recorded with the engine stopped, there is no
alternator output. Proceed to the section: No
Output.
If voltage with the engine running is higher

than previous reading with the engine
stopped, alternator output is present.
Proceed to section: Rated Output Check.
2. If battery is overcharged (as evidenced by

excessive water use, or electrolyte spewing
from the battery vents) light bulbs, or other
electrical equipment having shortened life
due to suspected high system voltage, or
system voltage reads above normal range:
With fully charged batteries, engine running
at moderate speed, and all electrical loads
off, use voltmeter, 2, to check voltage at the
battery terminals.
Readings should be stable, around 13.5 -
14.5 volts and in no case go above 15 volts.
If voltage is erratic or goes above 15 volts,

replace the regulator as described under
Alternator Repair.
3-119
No Output
S Voltmeter
S Jumper lead (18 ga. min.; no fuse)
Note that the alternator, 6, must tee connected to
a battery, 1, for the voltage sensing circuit to allow
initial turn on. When properly connected and
system checks indicate a “no output” condition,
use the following steps to determine if the
alternator requires repair:
1. For one-wire systems with an “I” terminal, 5,

the indicator light current at this terminal will Figure 3-130
establish normal magnetism. With engine
stopped and key switch, 4, on, use voltmeter,
2, to check for voltage present at this
terminal. With “I” terminal connected and
indicator lamp, 3, on, voltage will be less than
battery voltage. If necessary to disconnect
wiring at “I” terminal, 5, to make this check,
check for battery voltage in harness wire. If
voltage is present, proceed to step 2. If no
voltage is present, check “I” terminal circuit
for cause of voltage loss (bulb may be burned
out.) Correct as necessary.
NOTE: Residual magnetism in the rotor is
sometimes lost during servicing of the
alternator, 6. The rotor can be
re-magnetized without removing the
alternator. To re-magnetize the rotor,
make sure the normal connections are
made to the alternator “BAT” terminal.
Momentarily connect a jumper lead, 7,
from the battery positive to the alternator
“R” terminal. This will cause field current
to momentarily flow through the rotor in
the proper direction and restore
magnetism. Recheck the alternator for
proper operation.
2. If no conditions have been found that might

prevent the alternator from turning on,
remove alternator from engine and proceed
to Alternator Repair.
3-120
Rated Output Check

S Voltmeter
S Ammeter (current capability at least 15 amps
higher than alternator rating)
S Variable carbon pile load test
CAUTION: FAILURE TO DISCONNECT

NEGATIVE BATTERY CABLE AT BATTERY
BEFORE REMOVING OR ATTACHING Figure 3-131
ALTERNATOR “BAT” TERMINAL LEAD MAY
RESULT IN AN INJURY. IF A TOOL IS
SHORTED AT ALTERNATOR “BAT”
TERMINAL, THE TOOL CAN QUICKLY HEAT
ENOUGH TO CAUSE A SKIN BURN.
1. Refer to Figure 3-142 for test equipment

hookups as described in following steps. If
inductive pick-up (“clamp on”) type ammeter,
3, is used, place current clamp on alternator,
4, output lead and skip to step 4. If series
ammeter is used, disconnect negative
battery cable, 1, at battery.
2. Install ammeter in series with alternator
“BAT” terminal.
3. Reconnect negative battery, 1, cable at
battery.
4. With load turned off, attach carbon pile load,
2, across the battery.
5. Attach voltmeter, 5, negative to grounded
negative battery terminal, 1. Leave positive
meter lead open for checks at various points.
6.
6. Check and record voltage at battery positive
terminal, 6. For multi-battery systems, check
positive voltage of battery set connected as if
in battery charging mode.
7. With all system electrical loads off, start
engine and run at moderate speed.
3-121
8. Recheck voltage at battery positive terminal,

6. Voltage should be higher than previous
reading, but below 15 volts.
If reading is lower than previous reading
(step 6), refer to section: No Output.
If reading is higher than 15 volts, replace

regulator as described under “Unit Repair.”
9. Turn carbon pile load, 2, on and adjust to

obtain maximum alternator output on
ammeter, 3, without allowing voltage at
battery positive terminal to drop below 13
volts. Record maximum ampere output.
10. With alternator still running at maximum Figure 3-132
output, check and record voltage drop, 5, in
ground circuit between alternator housing, 4,
and battery negative terminal, 1. Turn carbon
pile load, 2, off.
Maximum ampere output, 3, should be within

15 amps of output rating (130 amps @ 5000
RPM). Voltage drop should be 0.25 volts or
less.
If ground circuit voltage drop is over 0.25

volts, clean and tighten all ground circuit
connections. If this does not correct
excessive voltage drop, check ground circuit
cables for high resistance conditions.
Correct as necessary.
If within 15 amps of rating, alternator is good.
Look elsewhere for cause of problem.
If more than 15 amps below rating, repair the

alternator.
3-122
ALTERNATOR REPAIR
Removing the Alternator
(2240, 2290, 2335 and 2375)

BEFORE REMOVING OR ATTACHING “BAT”
TERMINAL LEAD MAY RESULT IN INJURY.
1. Remove the negative battery cables.
2. Remove the red “Battery” lead, 1.
Figure 3-133
3. Remove the orange EN-84 wire, 2.
4. Remove the ground lead, 3.
5. Install the square end of a (3/8˝) breaking

wrench into the slot, 1, of the idler, 2.
Release the spring tension of the idler by
lifting up on the wrench. Slip the belt off the
alternator.
6. Loosen and remove the two mounting bolts,
3, and remove the alternator.
Figure 3-134
2
3
2335, 2375 Figure 3-135
3-123
Removing the Alternator

(2270, 2310, 2360, and 2425)

BEFORE REMOVING OR ATTACHING “BAT”
TERMINAL LEAD MAY RESULT IN INJURY.
1. Remove the negative battery cables.

2. Remove the red “battery” lead, 1.
3. Remove the orange EN-84 wire, 2. 2
4. Remove the ground lead, 3.
NOTE: The alternator adjustment bracket 1
is mounted as shown on 2270 and 2310
tractors. The alternator adjustment
bracket on 2360 and 2425 tractors is
mounted upside-down as shown in 3
Figure 3-147.
Figure 3-136
5. Loosen pivot bolt, 1, which secures the

alternator to the engine. Loosen the adjuster 2
clamp bolt, 2, and locknut, 3. 3
6. Release belt tension using adjuster bolt, 4,

and remove belts.
7. Remove clamp bolt, 2, and pivot bolt, 1, and 4
remove the alternator.
19983619
1
Figure 3-137
3-124
Disassembly and Bench Checks

1 5
S ohmmeter
Alternator Housing
1. Place alignment mark, 1, across slip ring end

(SRE) housing, 2, and drive end (DE) frame,
3, for assembly after repair. 4
2. Remove back cover, 4. 3
2
3. Remove four through bolts, 5. 5
Figure 3-138
4. Separate DE frame, 1, (with rotor), 2, from

SRE housing (with stator), 3. If necessary,
carefully pry DE frame from edge of stator
with screwdriver, 4. After separation, place
tape over SRE bearing inside unit to prevent
dirt from entering during checks.
SRE Housing and Components
1. Inspect SRE housing assembly, 3, for loose

connections or other obvious conditions.
Correct as necessary. If none are found,
proceed with SRE checks.
Figure 3-139
2. Remove three rectifier bridge nuts, 1, to

disconnect stator. Lift stator, 2, from SRE
housing, 4. If necessary, carefully pry stator
away from SRE housing with screwdriver, 3.
3. Inspect stator windings for a dark, burned
appearance. View windings from inside of
unit - black paint on outside of windings does
not indicate burned windings. If all windings
are uniform in color and varnish covering is
not flaking off, proceed with electrical check.
If some windings are dark and others are
light, a shorted, open or grounded condition
is indicated. Replace the stator. The stator
should also be replaced if the windings are
uniformly dark and burned, with the varnish Figure 3-140
coating flaking off to expose bare wires.
3-125
4. Perform electrical check on stator with

ohmmeter, 2. There should be no continuity
between any of the stator leads, 1, and the
stator laminations, 3.
If continuity is present, windings are
grounded. Replace stator.
If there is no continuity, stator is probably

good. However, there is no service electrical
check for shorted or open delta stator
windings. If all other electrical checks are
normal and the alternator did not produce
within 1 5-amps of the rated output, a shorted
or open stator is indicated and the stator is to
be replaced. Figure 3-141
5. Remove insulated regulator attaching screw,

1, to disconnect diode trio, 2. Lift trio from
SRE assembly, 4.
6. Use ohmmeter, 3, to check diode trio. Place
negative ohmmeter lead on regulator strap,
5, and use positive ohmmeter lead to check
for continuity to each of the three rectifier
bridge straps.
All three readings should indicate continuity.
Reverse the ohmmeter leads and perform
checks again. Readings should all indicate
open circuits.
If all readings are proper, diode trio is good. If

Figure 3-142
any reading is wrong, replace diode trio.
7. Use ohmmeter, 2, to check rectifier bridge.

The bridge may be checked in place in the
SRE frame. Check six diodes as follows:
Place negative ohmmeter lead on grounded
heat sink, 1. Touch positive ohmmeter lead
firmly to metal diode clips, 4, that surround
each of the threaded studs. All three
readings should be the same and indicate
open circuits. Switch leads and repeat. All
three new readings should indicate
continuity.
Repeat checks using insulated (positive)

heat sink, 3, in place of grounded heat sink.
With negative ohmmeter lead on insulated Figure 3-143
heat sink, all three readings should indicate
continuity. Switch leads and repeat. All three
new readings should indicate open circuits.
3-126
If readings are correct, the rectifier bridge is

good.
If reading is wrong, an open or shorted diode

is indicated and rectifier bridge, 3, should be
replaced. To remove bridge, remove inside
“BAT” terminal nut, 1, and connector, 2, from
regulator stud, inside “R” (relay) terminal nut
and connector, 8, two bridge attaching
screws, 4, and insulated capacitor attaching
screw, 5. Lift capacitor, 6, and rectifier bridge,
3, from SRE housing, 7.
Figure 3-144
8. The Brush holder assembly, 1, must be

removed to service brushes, 2, or regulator,
10. Hold brushes in retracted position and
insert brush pin, 4, to keep brushes in
retracted position. Remove insulated
regulator attaching screw, 5. Remove
regulator nut and stud connector, 6. Loosen
or remove inside “I” terminal nut to move “I”
terminal connector, 7, as necessary for
clearance. Finally, remove brush holder pivot
screw, 3. Lift brush holder assembly, 1, from
housing, 8, without bending regulator
connector from diode trio or “I” terminal
connector.
9. Check brushes, 2, and leads for excessive Figure 3-145
wear, breakage, etc. If necessary to replace,
note routing of lead wires and position of lead
clips for later assembly; brushes are identical
but leads and clips are positioned differently.
Carefully remove brush pin, 4, to release
brushes. Remove brushes and spacer one at
a time, placing fingers around springs to
prevent loss. It may be necessary to spread
the brush lead clips slightly to disengage
retaining tabs.
10. Remove remaining regulator attaching
(ground) screw, 9. If previous checks lead to
an instruction to replace the regulator, 10,
replace it. If it is not known whether regulator
is good, use an approved tester for Sl-type
regulators.
3-127
11. Remove protective tape (see Alternator

Housing step 3) and check bearing in SRE
housing, 1. Bearings, 3, are permanently
lubricated; do not add grease. If the bearing
is dry or damaged, replace it. If bearings is
being replaced without removing brushes
from SRE housing, use brush pin to hold
brushes in retracted position while bearings
is removed. To remove bearings, 3, use a
tube, 2, slightly smaller than opening in SRE
housing and drive bearing through to inside
of housing. If bearing is not removed, place
tape back over bearing.
Figure 3-146
DE Frame and Components
1. Use ohmmeter, 5, to check rotor field

resistance. Place ohmmeter leads on the two
slip rings, 3, on the rotor shaft, 4, to make this
check. The proper value is 1.7 - 1.8 ohms.
Also use ohmmeter to check for a grounded
field by touching one lead to a slip ring, 3, and
one lead to rotor frame, 2, or shaft, 4.
Reading should be infinite (open) to show
that field is not grounded. If field resistance is
outside specifications or if field is grounded,
replace rotor as described in following steps.
2. Hold DE frame, 1, and spin rotor, 2, by hand
to see that it spins freely in ball bearing.
Figure 3-147
Bearing is permanently lubricated; do not
add grease. If movement is rough or wobbly,
replace DE bearing as described in following
steps.
3-128
3. Remove shaft nut, 5, by placing 5/16″ hex

wrench, 4, in end of shaft to hold while
removing nut with common wrench, 3. Turn
nut counterclockwise to remove. If hex
wrench is not available, wrap rotor, 1, in shop
cloth and place in vise, tightening just
enough to hold while removing shaft nut.
4. Lift shaft nut, washer, 5, pulley, and fan, 6,
from the rotor shaft, 1.
5. Pull rotor from DE bearings, 2. If rotor
checked good electrically (step 1), inspect
slip rings. If rough or out of round, turn in
lathe, removing only enough material to
make rings smooth and round. Maximum Figure 3-148
indicator reading for roundness is 0.05 mm
(0.002″). Finish with 400 grain polishing
cloth. Blow away all copper dust. Clean shaft
of any grease that may have accumulated
copper dust.
6. Remove three attaching screws and bearing
retainer plate, 2, from DE frame.
7. Inspect DE bearing. If bearing appears dry or
if rotor did not turn smoothly when checked
during alternator disassembly, replace DE
bearing. Bearing is permanently lubricated.
Do not attempt to add grease.
Alternator Reassembly
Reassembly of DE Frame and Components
1. Install the DE bearing and bearing retainer

plate, 2, to DE frame, 7. Install the three
attaching screws.
Tighten retainer plate attaching screws to 3.0
N⋅m (26 in. Ibs).
2. Install the rotor shaft, 1, into DE bearing, 2.

3. Install the fan, pulley, 6, shaft washer, and
nut, 5, onto rotor shaft, 1. Hold shaft with
5/16″ hex wrench, 4, in end or wrap rotor in
shop cloth and tighten in vise just enough to
hold while tightening shaft nut.
Tighten shaft nut, 5, to 100 N⋅m (75 ft Ibs).
3-129
Reassembly of SRE Housing and

Components
1. Install the SRE bearing, 1, into SRE housing,

3. Use a thin-wall socket or tube, 2, slightly
smaller than the hole in SRE housing to drive
bearing in from outside. Position bearing
flush with outside lip, 4, of SRE housing.
Cover opening in bearing with a piece of tape
to prevent dirt from entering during the rest of
the procedures.
Figure 3-149
2. Install rectifier bridge assembly, 2, to SRE

housing, 1. Install one rectifier bridge
attaching screw/washer assembly, 3,
through grounded heat sink into SRE
housing. Finger tighten.
Figure 3-150
3. Connect the relay “R” terminal, 3, to the SRE

housing and hold in place. Place inside
insulating washer, 2, over “R” terminal stud.
Place relay terminal connector, 1, over stud
on rectifier bridge and “R” terminal stud. Be
sure inside insulating washer is between
connector and SRE housing at terminal end.
Connector must not touch SRE housing.
Also be sure outside insulator is properly
centered in hole so terminal stud cannot
touch SRE housing. Install inside nut, 4, onto
“R” terminal stud, 3.
Tighten inside nut assembly to 2.5 N⋅m (22

in. Ibs). Figure 3-151
3-130
4. Install output (“BAT’) terminal, 5, to SRE

housing, 6, being sure to seat square
insulator flange in hole, then outside output
terminal nut, 1, onto terminal stud. Finger
tighten.
5. Connect capacitor, 4, to holes in end of
rectifier bridge assembly, 7. Install rectifier
bridge attaching screw/washer assembly, 2,
through capacitor connector, grounded heat
sink, and into SRE housing. Finger tighten.
6. Install insulated capacitor attaching screw, 3,
through capacitor connector, insulated heat
sink, and into SRE housing. Finger tighten.
Figure 3-152
7. Inspect regulator mounting area for

presence of grease or dirt. Good electrical
contact is necessary in this area.
NOTE: Do not immerse or wet regulator
with solvent. Internal damage to regulator
could result.
8. Clean regulator mounting bosses in SRE

housing, metal base plate and contact rings
on regulator by wiping with clean, dry cloth.
9. Install regulator, 1, to SRE housing, 3, with
regulator attaching screw, 2, (grounding).
Finger tighten.
10. If replacing individual brushes, proceed to Figure 3-153
step 11. If installing complete brush holder
assembly, skip to step 12.
3-131
11. Install brush assemblies, 1, with springs, 6,

and spacer, 5, to brush holder, 4. Brushes are
identical, but leads and contact clips, 3, are
positioned differently. Pin brushes in
retracted position with retaining pin, 2.
Figure 3-154
12. Install the brush holder, 4, with brushes

pinned in retracted position, to mounting
holes in regulator and SRE housing, 5. Install
brush holder attaching (pivot) screw, 2, and
one insulated regulator attaching screw, 3.
Finger tighten both screws.
13. Install diode trio, 1, onto the three threaded
studs on rectifier bridge assembly. Position
long connector strap on diode trio over
closest mounting hole in brush holder, 4, and
regulator.
Figure 3-155
14. For one-wire systems, hold outside output

terminal, 9, and temporarily remove inside
output terminal nut, 5. Install regulator stud
connector, 6, to threaded stud and to inside
output terminal stud, 9. Reinstall output
terminal nut, 5, and install regulator nut, 4, to
threaded stud on regulator. Finger tighten.
15. Install the “I” terminal, 8, with outside
insulator to SRE housing, 10, and hold in
place. Install the inside insulator, 7, then
regulator/indicator light connector, 3, over “l”
terminal stud inside SRE housing. Position
the other end of the connector over mounting
hole in brush holder. Install the inside“I”
terminal nut onto the “I” terminal stud, 8. Figure 3-156
Finger tighten.
16. Install second insulated regulator attaching
screw, 2, to mounting hole in brush holder,
passing through diode trio connector, 1, and
“I” terminal connector, 3. Finger tighten.
3-132
17. Tighten and secure SRE component

fasteners in following order: f e
a. Inside output terminal nut to 5.5 N⋅m (50 h g

in. Ibs).
b. Rectifier bridge attaching screw (2
places) to 3.0 N⋅m (25 in. Ibs).
d
c
c. Insulated capacitor attaching screw to 2.5
N⋅m (22 in. Ibs).
d. “R” and/or “1” terminal (2 places) inside
nuts to 2.5 N⋅m (22 in. Ibs). It may be
b a
necessary to hold terminal on outside
while tightening.
Figure 3-157
e. Regulator mounting screw (grounding) to
2.0 N⋅m (20 in. Ibs).
f. Insulated regulator attaching screws (2
places) to 2.0 N⋅m (20 in. Ibs).
g. Regulator nut (if used) to 2.5 N⋅m (22 in.
Ibs).
h. Brush holder attaching screw (pivot) to
2.0 N⋅m (20 in. Ibs).
18. Install the stator, 1, to SRE housing
assembly, 4, placing the phase leads, 2, over
the three threaded studs, 3, on rectifier
bridge. Be sure stator is seated on register
around edge of SRE housing.
19. Install rectifier bridge nuts to the threaded
studs on rectifier bridge. Tighten rectifier
bridge nuts (3 places) to 2.5 N⋅m (22 in. Ibs).
Figure 3-158
3-133
20. Clean slip rings on rotor shaft, 1, (if not

previously cleaned) by spinning rotor while
holding 400 grain polishing cloth, 2, around
slip rings. Blow away all copper dust.
21. Clean the rotor shaft where it will slip into

SRE bearing by wiping with soft cloth. Shaft
must be free of dirt and other foreign
material.
22. Clean the brushes by wiping with clean soft

cloth. Contact surfaces of brushes must be
free of grease and other contaminants. Be
sure brushes are pinned in retracted position
and that pin extends through SRE housing
for removal after unit assembly. Remove Figure 3-159
protective tape from opening in SRE bearing.
Reassembly of Alternator Housing
1. Ensure brushes are pinned on the retracted

position with the brush retaining pin.
2. Assemble the DE frame assembly, 1, to the
SRE frame assembly, 2, using the aligning
marks made earlier on SRE housing and DE
frame. If mark was lost due to part
replacement, use mark on old part or match
mounting lugs to application to determine
proper frame orientation.
3. Install the four through bolts, 3. Tighten
through bolts to 5.5 N⋅m (50 in. Ibs).
Figure 3-160
4. Remove brush pin, 2, to release brushes

onto slip rings inside unit.
5. Replace cover.
Figure 3-161
3-134
Installing the Alternator

(2240, 2290, 2335 and 2375)
1. Install the alternator by installing and
tightening the two mounting bolts, 1. Tighten
the mounting bolts to 79 N·m (58 ft lbs).
2. Install the square end of a 3/8” breaking
wrench into the slot, 2, of the idler, 3.
Release the spring tension of the idler by
lifting up on the wrench. Slip the belt onto
the alternator.
NOTE: 2240 shown, QSM11 engine is
similar.
Figure 3-162
3. Attach the orange EN-84 wire to the “I”

terminal, 1.
4. Attach the red, “Battery” output lead to the
“BAT” terminal, 2.
5. Attach the black ground wire to the “GND”
terminal, 3
6. Reconnect the negative battery cables.
Figure 3-163
3-135
Installing the Alternator

(2270, 2310, 2360, and 2425) 2
NOTE: The 2270 and 2310 adjustment bracket

is shown. The 2360 and 2425 bracket is 3
upside-down.
1. Set alternator in place and install pivot bolt, 1. 4

2. Install but do not tighten adjuster clamp bolt,
2. Install the belt and adjust the belt tension
by tightening the adjuster bolt, 3. With firm
thumb pressure, a properly adjusted belt
should deflect 0.8 mm (1/32 in.) for each 25 1
mm (1 in.) of span between pulleys.
3. Tighten the adjuster clamp bolt, 2, to 79 N⋅m Figure 3-164
(58 ft lbs) of torque, then recheck belt
tension. Tighten the locknut, 4, to 79 N⋅m (58
ft lbs) and the pivot bolt, 1, to 61 N⋅m (45 ft
lbs).
IMPORTANT: Do not adjust belt tension to
full value with the adjusting screw. Belt
tension can increase when the adjuster
clamp bolt is tightened.
4. Attach the orange EN-84 wire to the “I”

terminal, 1. 1
5. Attach the red, alternator output wire to the

“BAT” terminal, 2. 2
6. Attach the black ground wire to the “GND”

terminal, 3. 3
Figure 3-165
3-136
INSTRUMENTS
The Buhler Versatile 4WD tractors are equipped with an Electronic Instrument Control System and an
optional Tractor Performance Monitor to provide the operator with information concerning tractor
functions.
ELECTRONIC INSTRUMENT CONTROL

SYSTEM 2
The Buhler Versatile 4WD tractors are equipped 3
with an Electronic Instrument Control System 1
designed to provide the operator with
information concerning tractor functions, 4
calibration procedures to meet specific
operation requirements, and a visual and audio
warning system of malfunctions that have
occurred in the tractor operating systems.
The Electronic Instrument Control System is

comprised of four dash-mounted components
19983142
and various senders and switches located
throughout the tractor. The four dash-mounted Figure 3-166
components are identified as follows:
1 Electronic monitor digit select switch

2 Electronic monitor
3 Electronic monitor acknowledge/reset
button
4 Electronic monitor rotary select switch
Electronic Monitor Digit Select Switch

The electronic monitor digit select switch is a
five-position switch used to select digits and
units of measurement during the calibration of
the electronic monitor:
Center - neutral position
Up - changes the selected digit upward between
zero and nine. Tapping the switch changes one
value at a time. Holding the switch up will roll the
numbers.
Down - changes the selected digit downward
between nine and zero. Tapping the switch
changes one value at a time. Holding the switch
down will roll the numbers. Figure 3-167
Left - selects the next digit position to the left.

Right - selects the next digit position to the right.
The switch does not function during normal
operation of the tractor, but only when the
operator has selected the calibration mode to
program the system for specific operational
requirements.
3-137
Electronic Monitor
The electronic monitor, 1, is an LCD (Liquid 1 2
Crystal Display) that is divided into two sections;
an upper section, 2, and a lower section, 3.
The upper section of the monitor is dedicated to
providing engine RPM readout at all times
during normal tractor operation, regardless of
the position of the rotary select switch. 3
The lower section of the monitor is dedicated to
providing six different readouts, based on the
position of the rotary select switch during normal
tractor operation.
19983142
The electronic monitor also has an audible
alarm which will call the operator’s attention to Figure 3-168
the Electronic Instrument Control System.
Electronic Monitor Acknowledge/Reset

Button
The electronic monitor acknowledge/reset

button is a push-button two-position momentary
switch that allows the operator to acknowledge
information provided by the Electronic
Instrument Control System. The button is also
used during the calibration procedure.
Figure 3-169
Electronic Monitor Rotary Select Switch

2 3
The electronic monitor rotary select switch is a
six-position rotary switch used to select LCD 1 4
readouts on the lower half of the electronic
monitor.
5
1 Electrical system voltage
2 PTO speed
3 Tractor ground speed 6
4 Service interval one
5 Service interval two
6 Tractor accumulated hours
Figure 3-170
The rotary select switch is active at all times
during normal operation of the tractor.
3-138
CELECT Engine and the EICS

The 2290, 2335, 2360, 2375 and 2425 model
tractors are equipped with electronic controls
on the N14 and QSM11 engine. The Cummins
Engine Company CELECT™ Electronic Fuel
Control System controls the injection of fuel (both
quantity and timing). Cummins electronically
equipped engines have a control module, 1,
and related control and sensing devices are
attached to the engine at various locations.
Tractors equipped with an CELECT Electronic
controlled engine have additional electronic
control features that non-electronic engines
do not have. Some of the control features are N14 shown Figure 3-171
tied into the EICS of the tractor and illuminate
certain warning light bar lamps when a condition
is present in the engine that the Operator needs
to be aware of. Some of the control features
are passive to the Operator as far as visual
indications (no lights illuminated) are concerned,
but a definite change in engine performance will
be noticed when the condition is present.
2290, 2335, 2360, 2375 and 2425 CELECT
Engine Derate and EICS Warning Lights
If an alarm condition exists on the Cummins
CELECT electronic engine, the system will
usually (depending on source of alarm condition)
react with a change in engine performance
output. The change in engine performance
is called an engine “derate”. The term derate
means the CELECT module will control the fuel
system of the tractor to do one of the following:
1. Lower the engine rpm to a preset level
(1400 rpm) and allow no acceleration of the
engine above that level.
2. Lower the horsepower output level of the
engine a preset amount (20% of gross
horsepower) but maintain full range of
engine rpm based on throttle position.
3. Lower the engine rpm to a preset level (1400
rpm) and allow no acceleration of the engine
output level of the engine a preset amount
(20% of gross horsepower).
3-139
On Buhler Versatile 4WD tractors equipped with

an electronic engine, the throttle lever, 1, in the
cab of the tractor is attached to a potentiometer
(POT) in the right hand side console. The POT
takes the place of a conventional throttle cable
on mechanical engine tractors. The POT sends
an electronic signal (via the tractor wire harness)
to the CELECT controller on the side of the
engine, telling it where to set the engine speed.
By moving the throttle lever, the POT signal
is changed and the CELECT module reacts
accordingly to set engine speed to match the
lever position. During an engine speed derate
(engine speed reduced by the CELECT Module
to 1400 rpm), the CELECT module will not Figure 3-172
recognize or react to a throttle position above
the 1400 rpm POT signal. If the throttle lever is
moved above the 1400 rpm position, the engine
will not speed up.
NOTE: Throttle calibration is required any
time the potentiometer is unplugged or
replaced. See paragraph throttle calibration
procedure.
The CELECT module controls the timing of
and the amount of fuel that is injected into the
engine via the electronic fuel injectors. This is
called fuel metering and is the basis of power
derate. Power derate will occur within a specified
time span (e.g. low engine oil pressure) or
will be gradual based on severity of the alarm
condition present on the tractor (e.g. engine
coolant temperature). The engine will now
perform to a modified horsepower curve (20%
less then maximum gross horsepower), with the Figure 3-173
end result being that it will no longer pull the
same load at the same ground speed or at the
same working depth. The tractor may have to
be downshifted or the implement raised out of
the ground to continue operation (or both).
The Cummins Engine CELECT Control Module
is also tied to three indicator lights on the warning
light bar of the EICS. The CELECT Module
controls illumination of these lights:
1. Engine Coolant Level
2. Yellow Engine Warning Light
3. Red Engine Warning Light
The EICS and Cummins CELECT Control
Module combine to protect the engine from
damage by informing the Operator that a particular
condition exists using the lights, performance
derate or both lights and derate.
Figure 3-174
3-140
The Electronic Engine Control Module receives

input from cab controls:
1
1. Cruise Control On/Off Switch
2. Increment/Decrement Toggle Switch
2
3. Throttle Position Sensor
19983143
Figure 3-175
The Electronic Engine Control Module receives 4 5

input from engine sensors:
4. Intake Manifold Temperature Sensor

5. Intake Manifold Pressure Sensor
6. Oil Pressure Sensor
7
7. Ambient Air Pressure Sensor
6
20003918
Figure 3-176
8. Coolant Level Sensor 9

9. Coolant Temperature Sensor
10. Oil Temperature Sensor
8
11. Engine Position Sensor
The Celect Control Module processes inputs and
controls operation of each individual injector. The 11
control module adjusts the metering and timing of
each injector to maintain optimum engine
performance. Refer to “Electronic Engine
10
Sensors” at the end of Individual System Circuits
for more detail about these sensors. 20003913
Figure 3-177
3-141
NORMAL OPERATION OF THE

SYSTEM
The following is a description of how the
Electronic Instrument Control System will work
at engine start-up and field operation. The
information is based on a tractor that has no
errors indicated and is properly calibrated.
Key to the “RUN” Position - Engine Off

Turning the key to the “RUN” position without
starting the tractor will cause the electronic
monitor to display all the LCD segments for one
second and the audible alarm to sound twice.
The display will then show zero and the engine
symbol in the upper half of the module. The
lower half of the module will display a readout
based on the position of the rotary select switch.
When the ignition switch turns to the “RUN”
position without the engine running, the system
also checks certain sensors and the operation
19983142
of the warning light bar. The warning light bar
activates these lights:
Figure 3-178
• Park Brake
• Safety Belt
• Alternator Output
• Engine Coolant Level

• Engine Oil Pressure
• Hydraulic Oil Temperature
• Transmission Lube Pressure

• Transmission Lube Filter
• Hydraulic Lube Filter
• Yellow Engine Warning (Electronic Engine

only)
• Red Engine Warning (Electronic Engine

only)
After several seconds, the system turns off the
Engine Coolant Level, Hydraulic Oil
Temperature, Transmission Lube Filter,
Hydraulic Lube Filter, Safety Belt, Yellow Engine
Warning, and Red Engine Warning lamps.
3-142
With the key in the “RUN” position, four lights will Key to the “ENGINE START” Position -
remain on until the switch moves to the “ENGINE Engine Cranking
START” position:
When the key turns to the “ENGINE START”
• Park Brake position, the engine starts to crank and the four
lights illuminated with the switch in the “RUN”
• Alternator Output position remain on.
• Engine Oil Pressure Key in the “RUN” Position - Engine
• Transmission Lube Pressure Running
Once the engine is running, the Engine Oil
Pressure and Transmission Lube Pressure
lamps will go out as soon as sufficient pressure
builds up to cancel the warnings. The alternator
output lamp will also go out when the alternator
begins to charge. The park brake goes out when
the park brake is released. Any other illuminated
light indicates a problem.
3-143
Engine Running - Normal Operation

There are six different modes the electronic
monitor will be in depending on the position of
the rotary select switch.
The upper half of the display will always show

engine RPM no matter what position the rotary
select switch is set at. The bottom half of the
display will show a readout based on the
position of the rotary select switch.
The readout will appear as follows for the six

positions of the rotary select switch:
NOTE: See “Tractor Ground Speed” position

for operation of the Electronic Instrument
Control System at speeds greater than 12.5
MPH (20 km/h) when the rotary select switch
is in positions other than “Tractor Ground
Speed.”
Electrical System Voltage - The lower half

of the display will show the condition of the
battery voltage to the tenth of a volt and will
also show the word “VOLTS” in the upper
right corner of the lower display.
The readout value can be as much as one to
one-and-a-half volts higher than with the
engine off.
Figure 3-179
3-144
PTO Speed - The lower half of the display will

show the speed at which the PTO shaft is
turning based on the engine RPM. The
letters “PTO” will also be displayed in the
lower right corner of the lower display.
The readout value shown for PTO speed is a

factor of engine speed and is automatically
calculated by the electronic monitor. There is
no sensor on the tractor reading actual PTO
output speed.
Figure 3-180
Tractor Ground Speed - The lower half of

the display will show the true ground speed (if
equipped with optional radar unit) and the
radar symbol, or calculated ground speed
(unit less radar option). The display will read
km/h or MPH on the right side of the lower
display based on the unit of measurement
selected by the operator (see “Calibrating the
Electronic Control Instrument System” later
in this section for unit of measurement
selection).
Figure 3-181
If the tractor is equipped with the optional

radar unit, the radar symbol, 1, will also
appear on the lower display indicating that
the value shown is a true ground speed. If the
radar symbol is not shown, then the ground
speed is being calculated by the monitor
based on a sensor signal on the transmission
output shaft.
1
The value shown will be to the tenth of the
unit of measurement, MPH or km/h, as
selected by the operator.
Figure 3-182
3-145
NOTE: The Electronic Instrument Control

System has a feature to alert the operator
of tractor ground speeds over 12.5 MPH
(20 km/h). If at any time the tractor ground
speed reaches 12.5 MPH (20 km/h), the
lower portion of the monitor will display
the ground speed and MPH or km/h
symbol no matter which position the
rotary select switch is in.
Figure 3-183
The operator can switch the lower portion

of the monitor back to its former display
by pressing the acknowledge/reset
button. The former readout will return to
the monitor and the symbol “MPH” or
“km/h” will flash to remind the operator
that the tractor is traveling at a speed of
12.5 MPH (20 km/h) or greater.
Figure 3-184
Service Interval One - The purpose of the

service interval one position is to allow the
user to preprogram the hour value to perform
a specific tractor service. An example of this
would be a 50-hour lubrication service. The
user can preprogram the monitor alarm to
indicate that 50 hours have been
accumulated on the tractor and lubrication is
required. Any value above ten hours can be
selected and programmed into the monitor
(see “Calibrating the Electronic Instrument
Control System” later in this section for
information on how to program the service
interval one setting).
Usually the service interval one position is

used for low-hour lubrication checks.
3-146
When the service interval one position is

selected, the lower half of the display will
show a “service one” symbol and the hours
accumulated since the last service was
performed on the tractor. If the user presses
the acknowledge/reset button, the lower half
of the display will show the setting at which
service interval one has been programmed.
Pushing the acknowledge/reset button again
will return the display back to the
accumulated hours for service interval one.
NOTE: If the rotary select switch is in any

other position except “Service Interval
One,” the service interval one symbol will
flash in the lower portion of the monitor Figure 3-185
when the accumulated hours on the
tractor are within ten hours of the preset
interval. This alerts the operator that
service interval one maintenance will be
required in ten hours or less.
Service Interval Two Position - The

purpose of the service interval two position is
to allow the user to preprogram an hour value
to perform a specific tractor service, but
different than service interval one. An
example of this would be a 250-hour
maintenance check. The user can
preprogram the monitor alarm to indicate
that 250 hours have accumulated on the
tractor and maintenance is required. Any
value above ten hours can be selected and
programmed into the monitor (see
“Calibrating the Electronic Instrument
Control System” later in this section for
information on how to program the service
interval two setting).
Usually the service interval two position

would be used for high-hour maintenance
checks.
3-147
When the service interval two position is

selected, the lower half of the display will
show a “service two” symbol and the hours
accumulated since the last service was
performed on the tractor. If the user presses
the acknowledge/reset button, the lower half
of the display will show the setting at which
service interval two has been programmed.
Pushing the acknowledge/reset button again
will return the display back to the
accumulated hours for service interval two.
NOTE: If the rotary select switch is in any

other position except “Service Interval
Two,” the service interval two symbol will
flash in the lower portion of the monitor Figure 3-186
when the accumulated hours on the
tractor are within ten hours of the preset
interval. This alerts the operator that
service interval two maintenance will be
required in ten hours or less.
Tractor Accumulated Hours - The tractor

accumulated hours position on the rotary
select switch has two functions:
Function one is to show total tractor hour
usage. The lower half of the display will show
a whole number (without tenths) and an
hourglass symbol in the lower right corner.
This display of a whole number will remain on
the lower portion of the monitor for ten
seconds any time the rotary select switch is
turned from any of the other five positions
available or if the tractor is in the tractor
accumulated hour position and the tractor is
started. The highest whole number possible
to accumulate on total tractor hours is 19999. Figure 3-187
Once this value is reached, the display will
reset to zero.
3-148
The second function of the tractor

accumulated hours position is to display a
whole number value (to the tenth digit)
reflecting the total number of hours
accumulated on the tractor up to 1999.9. This
allows the user to keep track of tractor usage
accumulated during different tractor
operations. This will appear on the lower half
of the display along with the hourglass
symbol after the total tractor hours display
disappears. At any time, the operator can
press the acknowledge/reset button and
zero the display to begin recounting hours for
a specific function. This will not affect total
tractor accumulated hours. Unless the
Figure 3-188
operator does it manually, the display will
automatically revert back to zero after it has
reached 1999.9 hours.
3-149
CALIBRATING THE ELECTRONIC Tractor Accumulated Hours Position

INSTRUMENT CONTROL SYSTEM
7. Setting the final drive ratio (FDR).
As detailed in “Normal Operation of the
Electronic Control Instrument System” (earlier 8. Setting the transmission output shaft gear
in this section), certain values must be profile (GEAR).
preprogrammed into the system for proper 9. Setting the engine flywheel ring gear profile
operation and maximum benefit. (Eng).
A detailed description of proper programming Entering the Calibration Mode
and calibration of the system follows. It is not
necessary to follow the steps in the order shown 1. It will be necessary to put the system into the
to properly program the system. Select the area calibration mode. To do this, the ignition must
to be calibrated and follow the instructions be in the “OFF” position. Place the rotary
given. The only required step is “Entering the select switch in the desired position to be
Calibration Mode.” If the tractor is being calibrated. Press and hold the
calibrated for the first time, calibrate the acknowledge/reset button. Continue to hold
functions in the following order. the acknowledge/reset button and turn the
ignition to the “RUN” position. The display
All programming and calibration is done with the monitor will go through its normal initial test
key switch in the “RUN” position and the engine sequence. Once this is done, release the
off. acknowledge/reset button.
There are nine possible items to calibrate when The monitor is now in the calibration mode
in one of the four rotary select switch positions: and ready to be programmed. No matter
which of the nine items is to be calibrated, the
Tractor Ground Speed Position upper portion of the monitor will always
display the words “SET UP” along with a
1. Setting the Tire Rolling Radius flashing display based upon the position of
the rotary select switch. This tells the user
2. Programming Units of Ground Speed that (s)he is in the calibration mode for that
Measurement (MPH or km/h) particular function.
Service Interval One Position
NOTE: At any time, the calibration mode
3. Service Interval One Reset can be exited by the user by simply
turning the ignition to the “OFF” position
4. Service Interval One Alarm Reset and then turning the ignition back to the
Service Interval Two Position “RUN” position. This will place the
system back into the normal operate
5. Service Interval Two Reset mode. The words “SET UP” will disappear
from the upper portion of the monitor
6. Service Interval Two Alarm Reset display.
3-150
Setting the Tire Rolling Radius

NOTE: Setting the tire radius is only
necessary when the tractor is not equipped
with the Tractor Performance Monitor
option. If the tractor being calibrated is
equipped with the performance monitor,
skip this step and proceed to “Programming
Units of Ground Speed Measure.”
1. If the tractor is not equipped with the optional

Tractor Performance Monitor, the upper
portion of the monitor will flash “RAD” with
“SET UP” displayed when the calibration
mode is first entered. The lower portion of the
monitor will have a number displayed with
the tenth digit (0.1) flashing.
2. Without a Tractor Performance Monitor radar
unit installed on the tractor, it is necessary to
measure the rolling radius of the tires that are
installed on the tractor and program this
value into the system for accurate displays of
ground speed.
Figure 3-189
3. To measure the rolling radius of the tire, the

tractor must have its duals/triples installed, if
equipped, and be properly ballasted and 1
inflated. Park the tractor on a flat surface and
apply the park brake. Take a tape measure
and accurately measure the distance from
the center of the level plug, 1, (located next
to the axle oil level sight gauge) to the ground
on the front and rear axle. The measurement
must be taken from the exact center of the
level plug. Record these measurements.
Figure 3-190
3-151
4. Add the two measurements taken and divide 5. To place the value into the monitor, use the
by two to give an average rolling radius digit select switch to select the necessary
value. Round this value to the nearest tenth. numbers. The monitor will accept values
between 50.8 - 127.0 cm (20.0″ - 50.0″).
EXAMPLE
6. Push the acknowledge/reset button again to
Axle #1: 87 cm (34.25″) enter the value into the monitor’s memory.
The display will now go to “Programming
Axle #2: 86 cm (33.75″) Units of Ground Speed Measurement.” If no
further calibration is needed, turn the ignition
Total:
to the “OFF” position. If further calibration is
173 cm (68.00″) ÷ 2 = 86.5 cm (34.00″)
needed in other areas, select the area to be
Rounded Totals: 86.5 cm (34.0″) calibrated with the rotary select switch and
proceed as detailed for that switch position.
3-152
Programming Units of Ground Speed

Measurement
1. With the upper portion of the monitor flashing

“SEL” and “UNIT,” and displaying the word
“SET UP,” select the unit of measurement
desired (MPH or km/h) in the lower portion of
the monitor. To do this, move the monitor
select switch up or down.
2. Moving the digit select switch upward will
make the MPH symbol become steady in the
lower display. This means that the unit of
measurement for tractor ground speed will
be measured in miles per hour (MPH). The
“km/h” will flash. Figure 3-191
Moving the digit select switch downward will

make the km/h symbol become steady. This
means that the unit of measurement will be
measured in kilometers per hour. The “MPH”
will now flash.
3. After the unit of measurement has been
selected, press the acknowledge/reset
button once to enter the selection into the
monitor’s memory.
NOTE: On tractors without the optional
Tractor Performance Monitor, the display
will now return to “Setting the Tire
Radius.” On tractors with the optional
Tractor Performance Monitor, the display
will now return to step 1 of “Programming
Units of Ground Speed Measurement.”
All possible calibration numbers for the
ground speed position of the rotary select
switch are now entered. If no further
calibration is needed, turn the ignition to the
“OFF” position. If further calibration is
calibrated with the rotary select switch and
3-153
Service Interval One Reset

Follow this procedure after the Electronic
Instrument Control System has notified you that
service interval one should be performed. Go
through the scheduled service and then reset
the accrued hours to zero.
1. The upper portion of the monitor will flash

“PUSH,” “RE,” and “SET” along with
displaying “SET UP.” The bottom portion will
show the current hour meter reading accrued
since the last service interval one reset.
Figure 3-192
2. Press the acknowledge/reset button once.

The upper portion of the monitor will flash
“RE” and “SET” along with displaying “SET
UP.” The bottom portion of the display will
show zero and has been reset. The monitor
will now begin to recount the hours
accumulated for the next service interval
one.
If no further calibration is needed, turn the
ignition to the “OFF” position. If further
calibration is needed in other areas, select
the area to be calibrated with the rotary select
switch and proceed as detailed for that
switch position.
Figure 3-193
3-154
Service Interval One Alarm Reset

NOTE: If any changes are made to the alarm,
the accrued hours that have been recorded
for service interval one will be reset to zero
automatically during the alarm reset
procedures. It is recommended that the
alarm setting be changed once the service
interval one setting has been reached and
needs to be reset.
1. If you want to change the hour interval at

which the audible alarm indicates service
interval one is required, follow the steps
detailed in “Service Interval One Reset” and
push the acknowledge/reset button again.
“ALR” and “SET” while displaying “SET UP.”
The lower portion of the monitor will show the
current hour level setting at which the alarm
will sound with the last digit flashing. Use the
digit select switch to program the value
between 10 and 1500 hours at which the
alarm will notify the operator to perform
service interval one. It is suggested that this
feature be used for service intervals greater
than 10 hours.
enter the value into the monitor’s memory.
The display will now return to “Service
Interval One Reset” mode. Figure 3-194
All possible programming for the service

interval one position is now complete. If no
3-155
Service Interval Two Reset

Follow this procedure after the Electronic
Instrument Control System has notified you that
service interval two should be performed. Go
through the scheduled service and then reset
the accrued hours to zero.

“PUSH,” “RE,” and “SET” along with
displaying the word “SET UP.” The bottom
portion will show the current hour meter
reading accrued since the last service
interval two reset.
Figure 3-195
2. Press the acknowledge/reset button once.

The upper portion of the monitor will flash
“RE” and “SET” along with displaying “SET
UP.” The bottom portion of the display will
show zero and has been reset. The monitor
will now begin to recount the hours
accumulated for the next service interval two.
ignition to the “OFF” position. If further
calibration is needed in other areas, select
the area to be calibrated with the rotary select
switch and proceed as detailed for that
switch position.
Figure 3-196
3-156
Service Interval Two Alarm Reset

NOTE: If any changes are made to the alarm,
the accrued hours that have been recorded
for service interval two will be reset to zero
automatically during the alarm reset
procedures. It is recommended that the
alarm setting be changed once the service
interval two setting has been reached and
needs to be reset.
1. If you want to change the hour interval at

which the audible alarm indicates that
service interval two is required, follow the
steps detailed in “Service Interval Two
Reset” and push the acknowledge/reset
button again.
“ALR” and “SET” along with displaying the
words “SET UP.” The lower portion of the
monitor will show the current hour level
setting at which the alarm will sound with the
last digit flashing. Use the digit select switch
to program the value between 10 and 1500
hours at which the alarm will notify the user to
perform service interval two. It is suggested
that service intervals of 50 hours or more be
selected.
The display will now return to “Service
Interval Two Reset” mode. Figure 3-197
All possible programming for the service

interval two position is now complete. If no
3-157
Setting the Final Drive Ratio

NOTE: This value is set when the machine
is built. It does not require operator setup,
and should never be changed. Instructions
are provided here only in the event the value
was inadvertently changed.
“FDR” and “SET,” with “SET UP” displayed
when the calibration mode is first entered.
The lower portion of the display will have
the number displayed with the tenth digit
(0.1) flashing.
2. The final drive ratio should be set at one of
the following values: Figure 3-198
2240 - 27.5
2270, 2290, 2310, 2335, 2360, 2375, 2425
- 25.8
3. To place the correct value into the monitor,
use the digit select switch to select the
necessary numbers. The monitor will
accept values from 25.0 to 28.0.
4. Push the acknowledge/reset button to
The display will now go to “Setting the
Transmission Output Shaft Gear Profile.”
ignition switch to the “OFF” position. If the
output shaft profile needs setting, proceed
to the following steps. If further calibration
is needed in other areas, select the area to
be calibrated with the rotary select switch
and proceed as detailed for that switch
position.
3-158
Setting the Transmission Output Shaft Gear

Profile
NOTE: Operation not applicable to tractors
equipped with QSM11 engines.
NOTE: This value is set when the machine
is built. It does not require operator setup,
and should never be changed. Instructions
are provided here only in the event the value
was inadvertently changed.
1. The upper portion of the monitor will
flash “GEAR” and “SET,” with “SET UP”
displayed. The lower portion of the display
will show 30 or 60 depending on current
programmed selection. Figure 3-199
2. The ouput shaft gear profile is set depending

on the transmission installed in the tractor:
12 x 4 Quad Shift III - 30
12 x 2 Powershift -60
use the digit select switch. Move he switch
to “UP” for 60, or “DOWN” for 30.
4. Push the acknowledge/reset button to enter
the value into the monitor’s memory. The
display will now go to “Setting the Engine
Flywheel Ring Gear Profile.” If no further
calibration is needed, turn the igniion switch
to the “OFF” posiion. If further calibration is
needed in other areas, select the area to
be calibrated with the rotary select switch
and proceed as detailed for that switch
position.
3-159
Setting the Engine Flywheel Ring Gear Profile

NOTE: This value is set when the machine is
built. It does not require operator setup, and
should never be changed. Instructions are
provided here only in the event the value was
inadvertently changed.

“ENG” and “SET” with “SETUP” displayed.
The lower portion of the display will show 103
or 138, depending on current programmed
selection.
2. Use the following chart to determine which
“ENG” number (flywheel/ring gear teeth) Figure 3-200
should be programmed into the EIC:
Model “ENG”
Number Engine Number
2240 8.3L 138
2270, 2310 M11 103
2360, 2425 N14 103
NOTE: The “ENG” number is the number

of teeth on the engine flywheel ring gear
that the engine speed transducer reads
when the engine is running.
use the digit select switch. Move the switch
up for 138, or down for 103.
4. Press the Acknowledge/Reset button to
The display will now return to “Setting the
Final Drive Ratio.”
All possible programming for the hours
position is now complete. If no further
calibration is needed, turn the ignition to the
“OFF” position.
3-160
AUDIBLE/VISUAL ALARMS OF THE

SYSTEM
Low Transmission Lube Pressure
The Electronic Instrument Control System will

notify the operator that the transmission
lubrication pressure is below 21 kPa (3 PSI) and
the quantity of oil entering the transmission is
not adequate to properly lubricate the internal
components. Failure to correct the low pressure
condition can cause serious damage to the
transmission. The following description details
the reaction of the electronic monitor and
audible alarm in the event of low transmission
lube pressure:
With the engine running and transmission lube

pressure below 21 kPa (3 PSI), the transmission
pressure warning light, 1, on the warning light
bar will illuminate. There will be a six-second
delay before the audible alarm sounds a solid
tone for four seconds. The upper portion of the
monitor will flash “CHK” “LMPS,” indicating the
operator should look at the light bar to determine
the function causing the alarm to sound, i.e.,
transmission lube pressure. The lower portion
of the monitor will continue to display whatever
is selected on the rotary select switch.
The operator can cancel the audible alarm and 1
the “CHK” “LMPS” display on the upper portion
of the monitor by pressing the Figure 3-201
acknowledge/reset button once. The
transmission lubrication light on the warning
light bar will stay lit until the low pressure
condition is corrected. The audible alarm and
“CHK” “LMPS” display will not return until the
ignition switch is turned to the “OFF” position
and the tractor is restarted.
Transmission lube pressure is considered a

non-critical alarm function and will not cause the
electronic monitor to go into the “STOP” mode or
cause the automatic shutdown to activate.
ATTENTION: It is important that the operator

shut the tractor off and find out the cause of the
low transmission lube pressure light indication.
Take corrective action immediately to prevent
damage to the transmission.
3-161
Troubleshooting the Low Transmission Lube

Pressure Switch
The Transmission Lube Pressure warning light

should illuminate when the transmission oil
pressure being supplied for transmission
lubrication is less than 21 kPa (3 PSI).
Power for the warning light enters the warning

light board from the instrument bus “B” pillar
(ignition), through connector P1/1. Power passes
through the transmission lube pressure warning
light and leaves the warning light board through
connector P2/8. Power continues through wire
CM-56 to the fuse and relay panel at connector
J1/21. Power passes through the panel to
connector J7/11 and through wire RF-56 to the
transmission lube pressure switch at connector
P29. If the lube pressure is normal, the switch will
be open and power will travel no further. Because
there is no path to ground, the circuit is not
complete, and the light will be “OFF”. When there
is less than 21 kPa (3 PSI) oil being supplied for
lubrication, the switch closes and power is
allowed to pass through the switch. Power will
then continue through wire RF-151 to Ground #6.
This completes the circuit, and the transmission Figure 3-202
lube pressure warning light illuminates.
3-162
Transmission Lube Oil Pressure Switch Troubleshooting Chart
Perform transmission lube oil No

Retest system for proper
system troubleshooting in Section
operation.
4 - Transmission. Does
troubleshooting indicate an
electrical problem?
Yes
Engine “OFF.” Key switch in RUN. No Reconnect connector J1. Unplug No Transmission lube pressure
Unplug connector J1 at fuse and connector P29. Is the alarm light switch defective. Replace.
relay panel. Is the alarm light “ON”?
“ON”? Yes
Wire RF-56 shorted to ground in
rear frame wire harness. Repair.
Yes
Unplug connector P2 behind No Wire CM-56 shorted to ground in
instrument console. Is the alarm cab main frame wire harness.
light “ON”? Repair.
Yes
Warning lamp circuit board
defective. Replace.
3-163
Transmission Lubrication Filter Bypass

notify the operator that the transmission
lubrication filter is in the bypass condition and
oil entering the transmission is not passing
through the filter element. The transmission will
still receive lubrication oil, but the oil will not be
filtered, and may contain contaminants. See
“Transmission Troubleshooting” in Section 4
for possible causes of filter bypass. Failure to
correct the filter bypass condition may cause
damage to the transmission components. The
following description details the reaction of the
electronic monitor and audible alarm in the
event of transmission lubrication filter bypass.
NOTE: In cold ambient temperatures the
filter warning lamps may illuminate until the
oil(s) reach operating temperatures.
With the engine running, and the transmission
lube filter in the bypass condition, the
transmission lube filter warning light, 1, on the
warning light bar will illuminate. There will be
a six-second delay before the audible alarm
sounds a solid tone for four seconds. The upper
portion of the monitor will flash “CHK” “LMPS,”
indicating the operator should look at the light
bar to determine the function causing the alarm
to sound, i.e., transmission lube filter bypass.
The lower portion of the monitor will continue to
display whatever is selected on the rotary select
switch.
The operator can cancel the audible alarm and
the “CHK” “LMPS” display on the upper portion Figure 3-203
of the monitor by pressing the acknowledge/
reset button once. The transmission lube filter
bypass light on the warning light bar will stay
lit until the bypass condition is corrected. The
audible alarm and “CHK” “LMPS” display will
not return until the ignition switch is turned to
the “OFF” position and the tractor is restarted.
Transmission lube filter bypass is considered a
non-critical alarm function, and will not cause the
electronic monitor to go into the “STOP” mode
or cause the automatic shutdown to activate.
transmission lube filter bypass light indication.
damage to the transmission.
3-164
Troubleshooting the Transmission Lube

Filter Bypass Switch
The Transmission Lube Filter warning light

should illuminate when the filter has a pressure
drop of 276 kPa (40 PSI) indicating a restricted
filter. The switch resets at 207 kPa (30 PSI).

through the transmission lube filter bypass
warning light and leaves the warning light board
through connector P1/9. Power continues
through wire CM-76 to the fuse and relay panel at
connector J1/26. Power passes through the
panel to connector J5/17 and through wire EN-76
to the transmission lube filter bypass switch. If the
filter is not obstructed, the switch will be open and
power will travel no further. Because there is no
path to ground, the circuit is not complete, and
the light will be “OFF”. When the filter has a
pressure drop of 276 kPa (40 PSI) indicating a
restricted filter, the switch closes and power is
allowed to pass through the switch. Power will
then continue through wire EN-158C to Ground
#1. This completes the circuit, and the Figure 3-204
transmission lube filter warning light illuminates.
3-165
Lube Filter Bypass Switch Troubleshooting Chart
Transmission lube filter bypass

warning light is “ON.”
Yes
Engine “OFF.” Key switch in RUN. No
Replace transmission lube filter.
Is the alarm light still “ON”?
Yes
Disconnect wire EN-76 at filter No Hydraulic filter bypass switch
bypass switch. Is the alarm light defective. Replace.
“ON”?
Yes
Key switch “OFF.” Unplug No Unplug connector P1 behind No Warning lamp circuit board
connector J5 at the fuse and relay instrument console. Check defective. Replace.
panel. Check continuity between continuity between P1/7 and a
J5/J17 and a good ground. Is good ground. Is there continuity?
there continuity? Yes
Yes Wire CM-78 shorted to ground in
Wire EN-78 shorted to ground in cab main wire harness. Repair.
engine wire harness. Repair.
3-166
Hydraulic System Filter Bypass

notify the operator that the hydraulic system filter is
in the bypass condition and oil entering the hydraulic
system is not passing through the filter element. The
hydraulic system will still receive oil, but the oil will
not be filtered and may contain contaminants. See
“Hydraulic System Troubleshooting” in Section 8 for
possible causes of filter bypass. Failure to correct
the filter bypass condition may cause damage to
the hydraulic system components. The following
description details the reaction of the electronic
monitor and audible alarm in the event of hydraulic
system filter bypass.
NOTE: In cold ambient temperatures the
filter warning lamps may illuminate until the
oil reaches operating temperatures.
With the engine running and the hydraulic
system filter in the bypass condition, the
hydraulic system filter warning light, 1, on the
warning light bar will illuminate. There will be
a six-second delay before the audible alarm
sounds a solid tone for four seconds. The upper
portion of the monitor will flash “CHK” “LMPS,”
indicating that the operator should look at the
light bar to determine the function that is causing
the alarm to sound, i.e., hydraulic system filter
bypass. The lower portion of the monitor will
continue to display whatever is selected on the
rotary select switch.
the “CHK” “LMPS” display on the upper portion Figure 3-205
of the monitor by pressing the acknowledge/
reset button once. The hydraulic system filter
bypass light on the warning light bar will stay
lit until the bypass condition is corrected. The
audible alarm and “CHK” “LMPS” display will
not return until the ignition switch is turned to
the “OFF” position and the tractor is restarted.
Hydraulic system filter bypass is considered a
non-critical alarm function and will not cause the
electronic monitor to go into the “STOP” mode
or cause the automatic shutdown to activate.
hydraulic system filter bypass light indication.
damage to the hydraulic system components.
3-167
Troubleshooting the Hydraulic Filter Bypass

Switch
The Hydraulic Lube Filter warning light should

illuminate when the filter has a pressure drop of
276 kPa (40 PSI) indicating a restricted filter. The
switch resets at 207 kPa (30 PSI).

through the hydraulic filter bypass warning light
and leaves the warning light board through
connector J5/19 and through wire EN-78 to the
hydraulic filter bypass switch. If the filter is not
obstructed, the switch will be open and power will
travel no further. Because there is no path to
ground, the circuit is not complete, and the light
will be “OFF”. When the filter has a pressure drop
of 276 kPa (40 PSI) indicating a restricted filter,
the switch closes and power is allowed to pass
through the switch. Power will then continue Figure 3-206
through wire EN-158B to Ground #1. This
completes the circuit, and the transmission lube
filter warning light illuminates.
3-168
Hydraulic Filter Bypass Switch Troubleshooting Chart
Hydraulic filter bypass warning

light is “ON.”
Yes
Engine “OFF.” Key switch in RUN. No
Replace hydraulic filter.
Is the alarm light still “ON”?
Yes
Disconnect wire EN-78 at filter No Hydraulic filter bypass switch
bypass switch. Is the alarm light defective. Replace.
“ON”?
Yes
Key switch “OFF.” Unplug No Unplug connector P1 behind No Warning lamp circuit board
connector J5 at the fuse and relay instrument console. Check defective. Replace.
panel. Check continuity between continuity between P1/7 and a
J5/J19 and a good ground. Is good ground. Is there continuity?
there continuity? Yes
Yes Wire CM-78 shorted to ground in
Wire EN-78 shorted to ground in cab main wire harness. Repair.
engine wire harness. Repair.
3-169
Low Engine Oil Pressure (Below 103 kPa (15

PSI)) - All Mechanical Engines

notify the operator that the engine lubrication oil
pressure has dropped to a point that will no
longer provide adequate lubrication to the
engine. The engine may be receiving oil, but it
may not be providing sufficient lubrication
causing possible engine damage. See “Engine
Troubleshooting” in Section 1 of this manual for
the proper steps to follow to find a possible
engine problem. Failure to correct the low
pressure condition may cause damage to the
engine components. The following description
details the reaction of the electronic monitor and
audible alarm in the event of low engine oil
pressure (below 103 KPa (15 PSI)):
With the engine running, and the engine oil
pressure at the low pressure point 103 kPa (15
PSI), the oil pressure warning light, 1, will
illuminate on the warning light bar. The audible
alarm will beep rapidly for 10 seconds before the
word “STOP” is displayed in the upper portion of
the monitor. The lower portion of the monitor will
display all of the symbols related to the rotary
select switch. Any numerical display in the lower
portion of the monitor, regardless of the position
of the rotary select switch, will be gone.
This is called the pre-alarm sequence of the
monitor. During the 10-second time period of the 1
pre-alarm sequence, the Operator can press
the acknowledge/reset button on the dash
Figure 3-207
panel. This will stop the EICS in the pre-alarm
stage and keep it from progressing into the full
critical alarm stage. The engine will continue to
run, but the EICS will stay in the pre-alarm
stage. This will allow the Operator to move the
tractor from an undesirable location and make
repairs.
ATTENTION: If the low engine oil pressure

warning sequence is stopped in the pre-alarm
stage, the engine will continue to run while not
receiving adequate amounts of lubrication.
Serious engine damage can result from running
the engine in this condition. It is imperative that
the low engine oil pressure condition be
investigated as soon as possible so as to avoid
serious engine damage.
3-170
If the Operator does not press the ATTENTION: If the tractor electrical system is
acknowledge/reset button during the pre-alarm not converted to the automatic shut down mode,
sequence, the EICS will progress to the full the engine will continue to run while not
critical alarm stage. The EICS will display a receiving adequate amounts of lubrication.
constant “STOP” message in the upper portion Serious engine damage can result from running
of the display and the lower portion will display the engine in this condition. It is imperative that
all symbols related to the rotary select switch. the low engine oil pressure condition be
The audible alarm will become a steady, solid investigated as soon as possible so as to avoid
tone. If the automatic shutdown system is serious engine damage.
enabled on the tractor, the engine will shut off
automatically. If the automatic shutdown system If the tractor is shut down and then restarted, and
is not enabled, the tractor will continue to run. the alarm condition still exists, (low engine oil
See “Automatic Shutdown Conversion” in the pressure) the EICS will repeat the alarm
Operator’s manual for information on how to sequence. If the tractor is restarted and the alarm
enable and disable this system. Pressing the condition has been corrected, the tractor will
acknowledge/reset button will not clear the return to normal operation. If the tractor is not
display or audible alarm after the EICS has shut down, and the alarm condition is corrected,
reached the critical alarm stage. the tractor will return to normal operation without
having to shut it off and restart it.
3-171
Low Engine Oil Pressure (below 103 KPa (15

psi)) - Electronic Engine

notify the operator that the engine lubrication oil
pressure has dropped to a point that will no
longer provide adequate lubrication to the
engine. Simultaneously, the CELECT module of
the Cummins engine will begin an engine derate
sequence that will protect the engine from harm
due to low oil pressure. The engine may be
receiving oil, but it may not be providing
sufficient lubrication causing possible engine
damage. See “Engine Troubleshooting” in
Section 1 for possible causes of low engine oil
pressure. Failure to correct the low-pressure
engine. The following description details the
reaction of the EICS, Cummins CELECT
Module and audible alarm in the event of low
engine oil pressure (below 103 KPa (15 psi)):
With the engine running, and the engine oil

pressure at the low pressure point 103 KPa (15
psi), the oil pressure warning light, 1, will
illuminate on the warning light bar. The audible
alarm will beep rapidly for 10 seconds with the
word “STOP” flashing in the upper portion of the
monitor. The lower portion of the monitor will
flash all of the symbols related to the rotary
of the rotary select switch, will be gone. This is
called the pre-alarm sequence of the monitor. 1
During the 10-second time period of the
pre-alarm sequence, the Operator can press 19983142
panel. This will stop the EICS in the pre-alarm Figure 3-208
repairs.
ATTENTION: If the low engine oil pressure
warning sequence is stopped in the pre-alarm
stage, the engine will continue to run while not
receiving adequate amounts of lubrication.
Serious engine damage can result from running
the engine in this condition. It is imperative that
the low engine oil pressure condition be
3-172
If the Operator does not press the The CELECT module will sense the low oil
acknowledge/reset button during the pre-alarm pressure condition and begin an engine
sequence, the EICS will progress to the full speed/engine power derate. The module will
critical alarm stage. The EICS will display a lower the engine rpm to a preset level (1400
constant “STOP” message in the upper portion rpm) allowing no acceleration of the engine
of the display and the lower portion will display above that level AND lower the horsepower
all symbols related to the rotary select switch. output of the engine a preset amount (20% of
The audible alarm will become a steady, solid gross horsepower) as long as the low engine oil
tone. If the automatic shutdown system is pressure condition exists.
automatically. If the automatic shutdown system Both the speed and engine power derate will be
is not enabled, the tractor will continue to run. gradual and simultaneous. Elapsed time of the
See “Automatic Shutdown Conversion” in the speed and power derate from maximum
Operator’s manual for information on how to horsepower and 2100 engine rpm to the 1400
enable and disable this system. Pressing the rpm and 20% reduced horsepower output level
acknowledge/reset button will not clear the will be approximately 25 seconds
display or audible alarm after the EICS has (approximately 40 rpm/second, and 1%
reached the critical alarm stage. horsepower/second). This reduced speed and
power output mode will allow the Operator to
ATTENTION: If the tractor electrical system is move the tractor from an undesirable location
not converted to the automatic shut down mode, and make repairs.
the engine will continue to run while not
receiving adequate amounts of lubrication. The Operator cannot cancel or interrupt the
Serious engine damage can result from running derate sequence from occurring on the engine.
the engine in this condition. It is imperative that The CELECT module does not recognize
the low engine oil pressure condition be activation of, nor is it tied into the EICS
investigated as soon as possible so as to avoid acknowledge/reset button on the dash of the
serious engine damage. tractor.
Whether the Operator chooses to stop the EICS If the tractor is shut down and then restarted,
in the pre-alarm stage, or allow it to progress to and the alarm condition still exists, (low engine
the critical alarm stage (not converted to oil pressure) the EICS and CELECT module will
automatic shut down) the CELECT module on repeat the alarm and derate sequence. If the
the engine will be simultaneously reacting to the tractor is restarted and the alarm condition has
low engine oil pressure signal it is receiving from been corrected, the tractor will return to normal
its own sending unit circuit. operation. If the tractor is not shut down, and the
alarm condition is corrected, the tractor will
NOTE: If the Operator allows the EICS to return to normal operation without having to
progress to the critical alarm stage and has shut it off and restart it.
the tractor converted to automatic shut
down, the engine will shut off without the
CELECT module causing a derate to the
engine. There will not be enough time for the
CELECT module to react from the pre-alarm
sequence to the critical alarm sequence and
shut down.
3-173
Troubleshooting the Low Engine Oil the warning light is still lit, there is a short to
Pressure Switch or Sensor ground in the warning light board and the warning
light circuit board will need to be replaced. If the
The engine oil pressure switch is activated light goes out, the pressure gauge is defective
directly from the oil pressure gauge on the and will need to be replaced.
instrument console.
On electronic engines, an additional oil pressure
If the engine oil pressure indicates low on the sensor supplies a signal directly to the
pressure gauge, investigate cause by going to CELECTt control module. This sensor is
“Troubleshooting” in Section 1 - Engine. normally seviced only by an authorized Cummins
representative.
If the engine oil pressure is normal (indicates
above the set point needle), lift the electronic
instrument console from the dash, and
disconnect the wires at the oil pressure switch. If
3-174
Low Engine Oil Pressure 138 - 207 kPa (20-30

psi) at Engine Speeds Above 1200 rpm -
Electronic Engine
The CELECT Module on the Cummins engine

will react to a condition of low engine oil
pressure 138 - 207 kPa (20-30 psi) when the
engine speed is above 1200 rpm. The quantity
of oil in the lube circuit is not adequate to
properly protect the engine components at the
selected engine speed (normal oil pressure for
engine speeds above 1200 rpm is 207 - 345 kPa
(30-50 psi)). See “Engine Troubleshooting” in
Section 1 for possible causes of low engine oil
pressure. Failure to correct the low oil pressure
engine. The following description details the
reaction of the EICS, Cummins CELECT
Module and audible alarm in the event of low
engine oil pressure when engine speed is above
1200 rpm:
With the engine running at a speed above 1200

rpm and the engine lubrication pressure
between 138 - 207 kPa (20-30 psi), no warning 1
lights will be illuminated on the EICS of the
tractor.
The CELECT module, 1, will sense the low oil
pressure condition and begin an engine
speed/engine power derate. The module will
lower the engine rpm to a preset level (1400
rpm) allowing no acceleration of the engine
output of the engine a preset amount (20% of 19981835
gross horsepower) as long as the low engine oil
pressure condition exists. Figure 3-209
Both the speed and engine power derate will be

gradual and simultaneous. Elapsed time of the
speed and power derate from maximum
horsepower and 2100 engine rpm to the 1400
rpm and 20% reduced horsepower output level
will be approximately 25 seconds
(approximately 40 rpm/second, and 1%
horsepower/second). This reduced speed and
power output mode will allow the Operator to
move the tractor from an undesirable location
and correct the concern.
ATTENTION: The engine will continue to run

while not receiving adequate amounts of
lubrication. Serious engine damage can result
from running the engine in this condition. It is
imperative that the low engine oil pressure
condition be investigated as soon as possible so
as to avoid serious engine damage.
3-175
If engine oil pressure continues to drop and Troubleshooting the Low Engine Oil
reaches 103 kPa (15 psi), the EICS will react as Pressure Above 1200 rpm Sensor
detailed in “Low Engine Oil Pressure (below 103
kPa (15 psi)) at Any Engine Speed” in this This warning is a function of the CELECT
manual. electronic engine control module. An additional
oil pressure sensor supplies a signal directly to
The Operator cannot cancel or interrupt the the CELECTt control module. This sensor is
derate sequence from occurring on the engine. normally seviced only by an authorized Cummins
The CELECT module does not recognize representative.
activation of, nor is it tied into the EICS
acknowledge/reset button on the dash of the
tractor.
If the tractor is shut down and then restarted, and

the alarm condition still exists, (low engine oil
pressure at engine speeds above 1200 rpm) the
CELECT module will repeat the derate
sequence. If the tractor is restarted and the alarm
condition has been corrected, the tractor will
return to normal operation. If the tractor is not
shut down, and the alarm condition is corrected,
the tractor will return to normal operation without
3-176
Low Coolant Level - Electronic Engine

notify the operator that the engine coolant level
has dropped 4.5 L (5.3 US qts) below the
acceptable fill level in the radiator.
Simultaneously, the CELECT module of the
Cummins engine will begin an engine derate
sequence that will protect the engine from harm
due to low engine coolant. A low coolant level
condition can overheat the engine, causing
extensive engine damage. See “Engine
Troubleshooting” in Section 1 for possible
causes of low engine coolant. Failure to correct
the low engine coolant condition can cause
serious damage to the engine. The following
description details the reaction of the EICS and
Cummins CELECT module in the event of low
engine coolant level:
With the engine running and the coolant level

4.5 L (5.3 US qts) below the acceptable fill level
in the radiator, the low engine coolant light, 1, on
the warning light bar will illuminate. The EICS
will not react in any other fashion (no error
message, no audible alarm). Pressing the
acknowledge/reset button on the dash will not
cancel the low coolant level on the EICS. The
light will only turn off when the coolant level
returns to the proper level.
The CELECT module will also sense the low

engine coolant level and begin an engine power
derate. Engine speed will not be affected by the 1
derate in power, and the Operator will have full
range of engine speed available using the hand
throttle. The module will lower the horsepower Figure 3-210
output of the engine a preset amount (20% of
gross horsepower) as long as the low engine
coolant condition exists.
The engine power derate will be gradual as long

as the condition exists on the tractor and the
engine is running. Elapsed time of the power
derate from maximum horsepower to the derate
output level will be approximately 25 seconds
(approximately 1% horsepower/second). This
reduced power output mode will allow the
Operator to move the tractor from an
undesirable location in order to make repairs.
3-177
The Operator cannot cancel or interrupt the Troubleshooting the Low Coolant Level
derate sequence from occurring on the engine. Sensor
The CELECT module does not recognize
activation of, nor is it tied into the EICS The low coolant level sensors of the mechanical
acknowledge/reset button on the dash of the engine and the electronic engine are covered
tractor. separately under the “Individual System Circuits”
heading of this section.
the alarm condition still exists on the tractor (low
engine coolant level), the EICS and CELECT
module will repeat the alarm and derate
return to normal operation. If the tractor is not
shut down, and the alarm condition is corrected,
the tractor will return to normal operation without
3-178
High Engine Coolant Temperature - All

Mechanical Engines

notify the operator that the engine coolant
temperature has reached a point (above 109_C
(228_F)) that will no longer provide adequate
cooling, and engine overheating may occur.
See “Engine Troubleshooting” in Section 1 for
the proper steps to follow to find a possible
engine overheat problem. Failure to correct the
high coolant temperature condition may cause
damage to the engine components. The
following description details the reaction of the
electronic monitor and audible alarm in the
event of high engine coolant temperature:
With the engine running, and the engine coolant

temperature at a high reading (above 109_C
(228_F)), the engine coolant temperature
warning light, 1, will illuminate on the warning
light bar. The audible alarm will beep rapidly for
10 seconds before the word “STOP” is
displayed in the upper portion of the monitor.
The lower portion of the monitor will display all of
the symbols related to the rotary select switch.
Any numerical display that was in the lower
of the rotary select switch, will be gone.
1
This is called the pre-alarm sequence of the
monitor. During the 10-second time period of the
Figure 3-211
pre-alarm sequence, the Operator can press
repairs.
ATTENTION: If the high engine coolant

temperature warning sequence is stopped in
the pre-alarm stage and the engine is continued
to be run in a loaded condition, the coolant
temperature will continue to raise above 109_ C
(228_ F). Serious engine damage can result
imperative that the high coolant temperature
condition be corrected and investigated as soon
as possible so as to avoid serious engine
damage.
3-179
If the Operator does not press the ATTENTION: If the tractor electrical system is
acknowledge/reset button during the pre-alarm not converted to the automatic shut down mode,
sequence, the EICS will progress to the full the engine will continue to run at a high engine
critical alarm stage. The EICS will display a coolant temperature. Serious engine damage
constant “STOP” message in the upper portion can result from running the engine in this
of the display and the lower portion will display condition. It is imperative that the high coolant
all symbols related to the rotary select switch. temperature condition be corrected and
The audible alarm will become a steady, solid investigated as soon as possible so as to avoid
tone. If the automatic shutdown system is serious engine damage.
automatically. If the automatic shutdown system If the tractor is shut down and then restarted, and
is not enabled, the tractor will continue to run. the alarm condition still exists, (high engine
See “Automatic Shutdown Conversion” in the coolant temperature) the EICS will repeat the
Operator’s manual for information on how to alarm sequence. If the tractor is restarted and the
enable and disable this system. Pressing the alarm condition has been corrected, the tractor
acknowledge/reset button will not clear the will return to normal operation. If the tractor is not
display or audible alarm after the EICS has shut down, and the alarm condition is corrected,
reached the critical alarm stage. the tractor will return to normal operation without
3-180
High Engine Coolant Temperature -

Electronic Engine
notify the operator that the engine coolant
temperature has reached a point that will no
longer provide adequate cooling, and engine
overheating may occur. Simultaneously, the
CELECT module of the Cummins engine will
begin an engine derate sequence that will help
protect the engine from harm due to high engine
coolant temperature. See “Engine
Troubleshooting” in Section 1 for possible
causes of high engine coolant temperature.
Failure to correct the high engine coolant
temperature can cause serious damage to the
engine components. The following description
details the reaction of the EICS and Cummins
CELECT module in the event of high engine
coolant temperature:
With the engine running, and the coolant Buhler Versatile L4WD
temperature at 103_ C (218_ F), the CELECT
module will sense the high engine coolant
temperature and begin an engine power derate.
Engine speed will not be affected by the derate
in power, and the Operator will have full range of
engine speed available using the hand throttle.
The engine power derate will be gradual as long
as the high coolant temperature condition exists
and the engine is running. The derate will occur
in stages based on the temperature of the
engine coolant. For every degree of coolant
temperature above 103_ C (218_ F), the power
level of the engine will be reduced 2% of gross 19984535
engine horsepower, to a maximum of 20%
Figure 3-212
power derate at 109_ C (228_ F). An example of
this would be an engine that is operating at 105_
C (222_ F). The coolant temperature is 2_ C (4_
F) over 103_ C (218_ F), therefore the derate in
power is 8%.
Pressing the acknowledge/reset button will not
affect the engine power derate of the CELECT
module. The Operator cannot cancel or
interrupt the derate sequence from occurring on
the engine. The CELECT module does not
recognize activation of, nor is it tied into the
EICS acknowledge/reset button on the dash of
the tractor.
At this point, two choices for continuing

operation of the tractor are available. First, the
Operator can reduce the load on the engine by
shifting down and/or raising the implement out
of the ground. Secondly, the Operator can stop
the tractor forward motion and allow the engine
to run with no load on it.
3-181
Doing either one of these two items will allow the

engine coolant temperature to drop below 218_ F,
where normal horsepower level will resume.
If the Operator takes no action to cool the engine

down (reduce load or stop tractor motion and
run engine unloaded), the engine coolant
temperature will continue to increase. The
CELECT module will continue the proportional
derate of 2% power decrease for each 1_ C (1_
F) of coolant temperature above 103_ C (218_
F).
When the engine coolant temperature reaches

109_ C (228_ F), the CELECT module will have
reached a full 20 % derate level for engine
power output. The engine coolant temperature
light, 1, will illuminate. The audible alarm will
beep rapidly for 10 seconds with the word
“STOP” flashing in the upper portion of the
monitor. The lower portion of the monitor will
flash all of the symbols related to the rotary
portion of the monitor, regardless of the position 1
of the rotary select switch, will be gone. This is
called the pre-alarm sequence of the monitor. 19983142
During the 10-second time period of the
pre-alarm sequence, the Operator can press Figure 3-213
stage. The Operator can cool the engine down
by reducing the load or by stopping the tractor
motion and allow the engine to run unloaded.
ATTENTION: If the high engine coolant

temperature warning sequence is stopped in
the pre-alarm stage and the engine is continued
to be run in a loaded condition, the coolant
temperature will continue to raise above 109_ C
(228_ F). Serious engine damage can result
imperative that the high coolant temperature
condition be corrected and investigated as soon
as possible so as to avoid serious engine
damage.
3-182
If the Operator does not press the Troubleshooting the High Engine Coolant
acknowledge/reset button during the pre--alarm Temperature Switch or Sensor
sequence, the EICS will progress to the full
critical alarm stage. The EICS will display a The gauge engine coolant temperature switch is
constant “STOP” message in the upper portion connected directly to the coolant temperature
of the display and the lower portion will display gauge on the instrument console.
all symbols related to the rotary select switch.
The audible alarm will become a steady, solid If the engine coolant temperature is high,
tone. If the automatic shutdown system is investigate cause by going to “Troubleshooting”
enabled on the tractor, the engine will shut off in Section 1 - Engine.
automatically. If the automatic shutdown system
If the engine coolant temperature is normal
is not enabled, the tractor will continue to run.
(indicates below the set point needle), lift the
See “Automatic Shutdown Conversion” in the
electronic instrument console from the dash, and
Operator’s manual for information on how to
disconnect the wires at the coolant temperature
enable and disable this system. Pressing the
switch. If the warning light is still lit, there is a short
acknowledge/reset button will not clear the
to ground in the warning light board and the
display or audible alarm after the EICS has
warning light circuit board will need to be
reached the critical alarm stage.
replaced. If the light goes out, the temperature
ATTENTION: If the tractor electrical system is gauge is defective and will need to be replaced.
not converted to the automatic shut down mode,
On electronic engines, an additional coolant
the engine will continue to run at a high engine
temperature sensor sends a signal directly to the
coolant temperature. Serious engine damage
CELECTt control module. This sensor is
can result from running the engine in this
normally seviced only by an authorized Cummins
condition. It is imperative that the high coolant
representative.
temperature condition be corrected and
the alarm condition still exists on the tractor (High
Engine Coolant Temperature), the EICS and
CELECT module will repeat the alarm and derate
return to normal operation. If the tractor is not shut
down, and the alarm condition is corrected, the
tractor will return to normal operation without
3-183
Electrical System High/Low Voltage

notify the operator that the electrical system of
the tractor is operating at a voltage too high or
too low for normal operation. The following
operating conditions will cause the voltage
warning system to actuate:
A. The tractor running and more than 15 volts is

measured in the electrical system.
B. The tractor running above 1500 RPM and
less than 12.5 volts is measured in the
electrical system.
C. The tractor running at any speed and less
than 11.5 volts is measured in the electrical
system.
See “Charging System” in this section for the
proper steps to follow to find a possible electrical
system high/low voltage problem. Failure to
correct this problem may cause damage to the
electrical system. The following description
details the reaction of the electronic monitor and
audible alarm in the event of electrical system
high/low voltage:
With the engine running and any of the above

three conditions existing in the electrical
system, the lower portion of the monitor will flash
“VOLTS” along with the numerical value of the
electrical system voltage. The audible alarm will
sound a steady tone for four seconds. Even if
the rotary select switch is not in the electrical
system voltage position, the lower portion of the
monitor will still revert to the “VOLTS” display.
The upper portion of the monitor will continue to
display engine speed. The alternator output
warning light on the warning light bar will not
illuminate. The electronic monitor is not tied in
specifically to alternator output. It is reading total
electrical system voltage. The warning light is
dedicated to alternator output and will only Figure 3-214
illuminate if the alternator stops charging.
3-184

the “VOLTS” only display on the lower portion of
the monitor by pressing the acknowledge/reset
button. The lower portion of the monitor will
revert back to its previous display based on the
position of the rotary select switch, but “VOLTS”
will flash in the lower portion of the monitor along
with the selected display. The audible alarm will
not return until the ignition switch is turned to the
“OFF” position and the tractor is restarted.
High/low electrical system voltage is considered

a non-critical alarm function and will not cause
the electronic monitor to go into the “STOP”
mode or cause the automatic shutdown to
activate. Figure 3-215

high/low electrical system voltage indication.
damage to the electrical system.
3-185
Fuel Level
notify the operator that the fuel level in the fuel
tanks has reached 1/12 of total fuel capacity
(1/12 equals 68.1 L [18 gals.]) and that tractor
refueling is required.
The system also has a feature to assist the

operator during refueling procedures. An
audible indicator for fuel level alerts the operator
that the tanks are 3/4 and 7/8 full.
The following description details the reaction of

the electronic monitor, low fuel level indicator
light, and audible alarm during a low fuel level
situation and tractor refueling operations:
With the key in the “RUN” position, and the fuel

level at 1/12 capacity in the tanks, the low fuel
level warning light, 1, on the warning light bar will
illuminate. There will be a six-second delay
before the audible alarm sounds a solid tone for
four seconds. The upper portion of the monitor
will flash “LOW” “FUEL”. The lower portion of the 1
monitor will continue to display whatever is
selected on the rotary select switch.

the “LOW” “FUEL” display on the upper portion
of the monitor by pressing the
acknowledge/reset button once. The low fuel
level light on the warning light bar will stay lit until
the low fuel level is corrected. The audible alarm Figure 3-216
and “LOW” “FUEL” display will not return until
the ignition switch is turned to the “OFF” position
and then returned to the “RUN” position.
Low fuel level is considered a non-critical alarm

function and will not cause the electronic
monitor to go into the “STOP” mode or cause the
automatic shutdown to activate.
3-186
CAUTION: ALWAYS SHUT THE ENGINE OFF

DURING REFUELING PROCEDURES.
During refueling of the tractor, when the ignition

is in the “RUN” position and the engine off, and
the fuel level reaches 3/4 capacity, the audible
alarm will sound rapidly. The top portion of the
monitor will flash the words “FUEL” “3/4”
indicating the fuel tanks are nearing capacity.
Figure 3-217
Continued filling of the tanks to the 7/8 level will

cause the audible alarm to sound a solid tone
continuously and the upper portion of the
monitor will flash “FUEL” “FULL”. This audible
and visual alarm system will allow the operator
to monitor the refueling procedure and not
overfill the tank.
The operator can cancel the audible alarms and
the “FUEL” “3/4” and “FUEL” “FULL” displays on
the upper portion of the monitor at any time by
pressing the acknowledge/reset button once or
by turning the ignition to the “OFF” position and
then back to the “RUN” position.
Figure 3-218
3-187
Troubleshooting the Fuel Level System

The fuel sender uses a float with a magnet and a
series of reed switches and resistors to send the
fuel level signal to the fuel gauge and the
electronic monitor. As the fuel level changes, the
magnet will close the reed switch closest to it, and
the resistance of the circuit will change. This will
vary the reading on the fuel gauge. At preset
resistance values, alarms on the warning light
bar and monitor will activate.
The Low Fuel Level warning light should

illuminate when the fuel in the tanks is at 1/12 or
less capacity (68.1 L [18 US gals]).
The upper portion of the electronic monitor will

flash “LOW” “FUEL” at 1/12 capacity, “FUEL”
“3/4” at 3/4 capacity, and “FUEL” “FULL” at 7/8
capacity.
Power for the fuel sensor system comes from the

instrument bus “B” pillar (ignition), through wire
CM-15E to the fuel gauge at the “I” terminal. The
ground circuit follows wire CM-16E from the “G”
terminal on the fuel gauge to the instrument bus Figure 3-219
“B” pillar (ground).
The fuel level sender is grounded from the fuel

sender at connector P25/B, through wire RF-150
to Ground #6. The fuel level sense signal leaves
the fuel sender at P25/A through wire RF-54 to
the fuse and relay panel at connector J7/13. It
passes through the panel and leaves through
wire CM-54A at connector J1/19 to the “S”
terminal on the fuel gauge. The signal also
continues through wire CM-54B to the electronic
monitor at connector P4/C3.
3-188
The fuel sender can be checked for proper operation by checking resistance at connector P25 with an
ohmmeter. Refer to the following table for expected resistance readings. If the resistance indicates
infinite, a resistor in the sender “above” the location of the float is open, and the fuel sender will need to
be replaced.
Sender Resistance
Distance from bottom of
Fuel level Resistance sender flange to fuel level
(% tank volume) ±1% ± 6.4 mm (±± 0.25 in.)
100.00% 32.40 ohms 54.0 mm (2.12 in.)
95.83% 38.44 ohms 79.1 mm (3.10 in.)
91.67% 44.48 ohms 115.0 mm (4.52 in.)
87.50% 50.52 ohms 151.1 mm (5.94 in.)
83.33% 56.56 ohms 187.5 mm (7.38 in.)
79.17% 62.60 ohms 224.2 mm (8.82 in.)
75.00% 68.64 ohms 261.1 mm (10.27 in.)
70.83% 74.68 ohms 298.3 mm (11.74 in.)
66.67% 80.72 ohms 335.8 mm (13.21 in.)
62.50% 86.76 ohms 373.6 mm (14.70 in.)
58.33% 92.80 ohms 411.7 mm (16.20 in.)
54.17% 98.84 ohms 450.1 mm (17.71 in.)
50.00% 104.88 ohms 488.8 mm (19.24 in.)
45.83% 112.38 ohms 527.8 mm (20.77 in.)
41.67% 119.88 ohms 567.2 mm (22.32 in.)
37.50% 127.38 ohms 606.9 mm (23.88 in.)
33.33% 137.38 ohms 646.9 mm (25.46 in.)
29.17% 147.38 ohms 687.3 mm (27.05 in.)
25.00% 157.38 ohms 728.1 mm (28.66 in.)
20.83% 170.68 ohms 769.2 mm (30.28 in.)
16.67% 183.98 ohms 810.8 mm (31.91 in.)
12.50% 197.28 ohms 852.7 mm (33.56 in.)
8.33% 215.48 ohms 895.0 mm (35.23 in.)
4.17% 233.68 ohms 937.8 mm (36.91 in.)
0.00% 256.28 ohms 981.0 mm (38.62 in.)
3-189
Fuel Level System Troubleshooting Chart
Engine “OFF.” Key No Fuel gauge reads full No Fuel gauge does not
switch in RUN. with tank not full. move as fuel level
Yes Yes changes.
Yes
Fuel gauge reads Unplug connector No
empty with fuel in the P25. Does gauge Remove screws from No Fuel gauge defective.
tank. decrease to empty. fuel sender and slowly Replace.
Yes lift sender out of tank.
Does fuel gauge show
Fuel sender shorted to
decreased level?
ground. Replace.
Yes
Float on fuel sender
sticking. Clean fuel
sender.
Unplug connector J7. No Disconnect wire No Wire CM-54B shorted

Does gauge decrease CM-54A from back of to ground. Repair.
to empty. fuel gauge. Does
Yes gauge decrease to
empty?
Wire RF-54 shorted to
Yes ground. Repair. Yes
Wire CM-54A shorted
No to ground. Repair.
Unplug connector Fuel level sender
P25. Check resistance defective. Replace.
across fuel sender.
Does value agree with
Sender Resistance
Table .
Yes
Check for 12 volts at No Check for 12 volts at No Check for 12 volts at No Open or poor
P25/A. connector J1/9. terminal “I” on the fuel connection in wire
Yes gauge. CM-15E. Repair.
Open or poor Yes
connection in wire Open or poor
RF-54 in rear frame connection in wire
wire harness. Repair. CM-54A in cab main
Yes wire harness. Repair.
Check for continuity No Open or poor
between P25/B and a connection in wire
good ground. RF-150. Repair.
Yes
Check for continuity No Open or poor
between terminal “G” connection in wire
on the fuel gauge and CM-16E. Repair.
a good ground.
Yes
Fuel gauge defective.
Replace.
3-190
Replacing the Fuel Level Sender

1. Unplug connector P25.
2. Clean the top of the fuel tank in the vicinity of
the fuel sender.
NOTE: Be careful not to let any dirt or
debris enter the fuel tank.
3. Remove the five pan head screws, 1.

4. Carefully lift the sender, 2, out of the fuel tank.
Note that the sender is approximately 1025
mm (40″) long.
5. Check the condition of the gasket at the 2
mounting flange. If necessary, use a new
gasket (Buhler Versatile #86001166), with a
maximum OD of 65.8 mm (2.59″) and a
minimum thickness of 2.3 mm (0.09″). 1 1
6. Lower the fuel sender into the tank and
secure in place with the five pan head
screws.
7. Plug in connector P25. Figure 3-220
3-191
Engine Speed Sensor Failures -

Mechanical Engine

notify the operator that the engine speed sensor
or the wiring to the sensor has an open or short
circuit. This will cancel the engine RPM and the
PTO speed displays as well as stop the tractor
from accumulating hours. The monitor is no
longer receiving a signal from the engine speed
sensor and cannot display engine and PTO
speed. The following description details the
reaction of the electronic monitor and audible
alarm in the event of an open or short in the
engine speed sensor circuit.
When the ignition is in the “RUN” position and an

open circuit is detected, the upper portion of the
monitor will flash “OPEN” and display the engine
RPM symbol. The audible alarm will sound
continuously. The lower portion of the monitor
will continue to display whatever is selected on
If the operator presses the acknowledge/reset

button, the audible alarm will turn off and the
upper portion of the monitor will display the word
“OPEN” steadily. If the ignition is turned to the
“OFF” position and then turned back to the
“RUN” position, the process will repeat itself
until the open circuit is corrected.
Figure 3-221
When the ignition is in the “RUN” position and a

short circuit is detected, the upper portion of the
monitor will flash “SHCR” and display the engine
RPM symbol. The audible alarm will sound
continuously. The lower portion of the monitor
will continue to display whatever is selected on
“SHCR” steadily. If the ignition is turned to the
until the short circuit is corrected.
Figure 3-222
An engine speed sensor open or short circuit is
considered a non-critical alarm function and will
not cause the electronic monitor to go into the
“STOP” mode or cause the automatic shutdown
to activate.
3-192
Troubleshooting the Engine Speed Sensor -

Mechanical Engine
The sensor for the engine speed is a small signal

alternator. The signal is generated by mounting
an electromagnetic transducer near the teeth on
the flywheel. The spinning flywheel causes a
magnetic field to build up and collapse between a
magnetic core and the copper windings of the
transducer every time a tooth on the flywheel
passes the sensor. Each time the magnetic field
builds up and collapses is a cycle. The number of
times this occurs in a second is called frequency.
Frequency is measured in cycles per second or
hertz (Hz). This frequency can be tested using a
hand-held electronic signal alternator/counter
(BLR20191).
Figure 3-223
Power for the sensor originates at the electronic

module at connector P4/C12 and passes through
wires CM-538C/A to the fuse and relay panel at
connector J1/33. It passes through the panel and
leaves through connector J5/10 and passes
through wire EN-81 to connector P27/2 at the
engine speed sensor. The ground circuit leaves
the sensor at connector P27/1 and passes
through wire EN-82 to the fuse and relay panel at
through wire CM-545 to the electronic module at
connector P4/D12.
20003969
Figure 3-224
3-193
Mechanical Engine Speed Signal -

EIC Does Not Indicate the Correct Engine RPM and
Does Not Indicate an Open or Short Circuit
Adjust the air gap between the No

Problem repaired.
sensor and the flywheel teeth (1/2
turn out from point it contacts the
flywheel). Start the engine and
check RPM on the EIC. Is the
reading still incorrect?
Yes
Stop the engine. Unplug
connector P27. Connect red and
black leads from the signal
generator/counter to the wire
harness side of the connector.
Yes
Place key switch in RUN. Set the No Possible wiring or electronic
output switch to generate, turn module problem. Go to “EIC
signal generator “ON,” and input a Indicates an Open Circuit”
signal with a frequency of 1709 troubleshooting chart.
Hz. Does RPM indication on the
EIC read approximately 1000
RPM?
Yes
Switch signal generator/counter to No Stop the engine. Remove sensor.
the counting position and connect Check for damage to the tip.
to the sensor side of the Check resistance value. It should
connector. Start the engine and be 500 - 2500 ohms. Replace if
read the signal from the sensor. It defective or damaged.
should read 1709 Hz at 1000
RPM and 3595 Hz at 2100 RPM.
Is reading okay?
Yes
operation.
3-194

EIC Indicates an Open Circuit in the Engine Speed Circuit
Make sure connector P27 is No Recheck system for proper

plugged in. operation.
Yes
Unplug connector P27. Check No
Replace sensor.
resistance between pins 1 and 2
on the sensor side of the
connector. Resistance should be
500 - 2500 ohms.
Yes
Plug in connector P27. Unplug No Open or poor connection in wire
connector J5. Check resistance EN-81 or EN-82 in the engine
between pins 23 and 10 on the wire harness. Repair.
Resistance should be between
500 - 2500 ohms.
Yes
Plug in connector J5. Unplug No Open or poor connection in wire
connector P4. Check resistance CM-538C, CM-538A or CM-545 in
between pins C12 and D12 on the the engine wire harness. Repair.
500 - 2500 ohms.
Yes
Problem is in electronic module.
Replace.
3-195

EIC Indicates a Short Circuit in the Engine Speed Circuit
Unplug connector P27. Does EIC No EIC should now indicate an open
still indicate a short circuit? circuit. Sensor shorted. Replace.
Yes
Unplug connector J5. Does EIC No Wires EN-81 and EN-82 shorted
still indicate a short circuit? together. Repair.
Yes
Key switch “OFF.” Unplug No Engine speed circuit in electronic
connectors J1 and P4. Check module shorted. Replace.
continuity between pins J1/33 and
J1/34 on the harness side of the
connector. Continuity?
Yes
Wires CM-538C/CM-538A and
CM-545 shorted together. Repair
3-196
Replacing the Engine Speed Sensor -

Mechanical Engine
1. Unplug connector P27. 2

2. Loosen the locknut, 1.
3. Remove the sensor, 2.
4. Install new sensor, 2. Carefully screw the
sensor in until it just comes in contact with the
flywheel, then back the sensor out 1/2 turn. 1
5. Lock in place with the lockwasher, 1.
Figure 3-225
3-197
Engine Speed Signal Failures -

Electronic Engines
Engine speed signal failures on tractors with

electronic engines may result from one of three
areas:
• The engine speed sensor

• The CELECTt control module
• The datalink wires between the control
module and the warning lamp board
• The jumper wires between the warning lamp
board and the tachometer module
If there is a problem in any of these areas, the
tachometer module will display 0 RPM engine
speed and 0 RPM PTO speed. The tractor will
also stop accumulating hours.
If there is a problem in the sensor, control

module, or datalink, the Yellow Engine Warning
Light will illuminate. If there is a problem in the
wires between the warning lamp board and the
tachometer module the upper portion of the
monitor will indicate the type of failure.
When the ignition is in the “RUN” position and

there is a problem in the CELECTt electronic
engine system speed sensor, control module, or
datalink wires, the Yellow Engine Warning Light
will illuminate.
The EICS will not activate any other type of
warning, and there should be no noticeable
operational changes.
1
19983142
Figure 3-226
3-198

open circuit is detected between the warning
lamp board and the tach module, the upper
portion of the monitor will flash “OPEN” and
display the engine RPM symbol. The audible
alarm will sound continuously. The lower portion

“OPEN” steadily. If the ignition is turned to the
until the open circuit is corrected. Figure 3-227

short circuit is detected between the warning
lamp board and the tach module, the upper
portion of the monitor will flash “SHCR” and
display the engine RPM symbol. The audible
alarm will sound continuously. The lower portion

“SHCR” steadily. If the ignition is turned to the
until the short circuit is corrected. Figure 3-228
An engine speed signal open or short circuit is

considered a non-critical alarm function and will
not cause the electronic monitor to go into the
“STOP” mode or cause the automatic shutdown
to activate.
3-199
Figure 3-229
Troubleshooting the Engine Speed Sensor The wires that carry this information are EN-508,
on Electronic Engines EN-509, CM-530, and CM-531. These wires
travel in an insulated casing with a bare “Shield”
The engine position sensor produces an analog wire. The CM-530C and CM-531C
signal due to the rotation of the timing gears in the communication wires connect to the back of the
engine front cover. The signal is delivered to the EIC in the small four-pin white P110 connector.
Cummins engine CELECT module via the Inside the EIC, there is a digital to analog
Cummins engine wire harness that is located on translator (and vice versa) that converts the
the engine. If there is a problem in this circuit, the signals so they can be used by different
CELECT module will store a fault code. (The components.
CELECT engine speed sensor is normally
serviced only by an authorized Cummins After the signal is converted to analog, the
representative.) warning light board passes it on to the
tachometer module with a jumper wire,
The CELECT control module converts the CM-538B, out of the P110 connector, pin 4. The
analog signal to a digital input. The control signal reenters the EIC at the tach module on
module uses this signal for its internal engine CM-538C at P4/C12 (engine speed signal in).
management functions, then passes it on to the The tach module displays Engine RPM based on
warning light board by way of a “Data Link the signal and then passes the signal along to
Splice”. The Data Link Splice is a communication three other components (see Transmission
channel that the warning light board and the Speed Output Failures below) out of pin P4/D6.
control module use to exchange data. The
communication link is called a “CAN BUS” and
carries various electrical info (engine speed,
tractor ground speed, etc.) between the two
components.
3-200
Electronic Engine Speed Signal -

Engine RPM Stays at 0 RPM During Operation
Does the monitor flash “OPEN” in Yes Check for an open in the Yes Warning lamp board is faulty.
the upper portion of the monitor? CM-538B and CM-538C wires Replace.
No and connector pins P110/4 and
P4/C12. Okay?
Does the monitor flash “SHCR” in Yes Check for a short in the CM-538B Yes Warning lamp board is faulty.
the upper portion of the monitor? and CM-538C wires and connector Replace.
No pins P110/4 and P4/C12. Okay?
Is the Yellow Engine Warning Yes Unplug 4-pin connector P110 on Yes Consult Cummins authorized
Light on? the back of the EIC and 3-pin dealer to diagnose possible
No connector P108 at the control control module error or defective
module. Is there continuity be- sensor.
tween P110/2 and P108/A, and
between P110/1 and P108/B?
No
Consult Cummins authorized Check for an open in the datalink

dealer to diagnose possible wires or an open in the fuse and
control module error or defective relay panel between connectors
sensor. J2 and J5.
3-201
Transmission Speed Sensor Failures

notify the operator that the transmission speed
sensor or the wiring to the sensor has an open or
short circuit. The following description details
the reaction of the electronic monitor and
audible alarm in the event of an open or short in
the transmission speed sensor circuit.
open circuit is detected, the lower portion of the
monitor will flash “OPEn” and display the MPH
or km/h symbol. The audible alarm will sound
continuously. This will happen no matter what
position the rotary select switch is in. The upper
portion of the monitor will continue to display
engine RPM.

lower portion of the monitor will display “OPEn”
steadily. If the ignition is turned to the “OFF”
position and then turned back to the “RUN”
position, the process will repeat itself until the
Figure 3-230
open circuit is corrected.

short circuit is detected, the lower portion of the
monitor will flash “SHCr” and display the MPH or
km/h symbol. The audible alarm will sound
continuously. The upper portion of the monitor
will continue to display engine RPM.
lower portion of the monitor will display the word
“SHCr” steadily. If the ignition is turned to the
until the short circuit is corrected.
A transmission speed sensor open or short
circuit is considered a non-critical alarm function Figure 3-231
and will not cause the electronic monitor to go
into the “STOP” mode or cause the automatic
shutdown to activate.
3-202
Troubleshooting the Transmission Speed

Sensor
The sensor for the transmission speed is a small

signal alternator. The signal is generated by
mounting an electromagnetic transducer near
the teeth on the output shaft gear. The spinning
gear causes a magnetic field to build up and
collapse between a magnetic core and the
copper windings of the transducer every time a
tooth on the gear passes the sensor. Each time
the magnetic field builds up and collapses is a
cycle. The number of times this occurs in a
second is called frequency. Frequency is
measured in cycles per second or hertz (Hz).
This frequency can be tested using a hand-held
electronic signal generator/counter (BLR20191).
Figure 3-232
Power for the sensor originates at the electronic

module at connector P4/C11 and passes through
wire CM-52 to the fuse and relay panel at
through wire RF-52 to connector P26/1 at the
transmission speed sensor. The ground circuit
leaves the sensor at connector P26/2 and passes
through wire RF-53 to the fuse and relay panel at
through wire CM-53 to the electronic module at
connector P4/D11.
Figure 3-233
3-203
EIC Does Not Indicate the Correct Ground Speed (Unit Less Radar Option)
and Does Not Indicate an Open or Short Circuit
Check the tire rolling radius, final No Go to “Calibrating the Electronic

drive ratio, and transmission Instrument Control System”
output shaft gear profile earlier in this section.
calibration settings. Are they all
set correctly?
Yes
Adjust the air gap between the No
Problem repaired.
sensor and the output shaft gear
teeth (1/2 turn out from the point it
contacts the gear). Operate the
tractor and check ground speed
indication on the EIC. Is the
reading still incorrect?
Yes
Stop the engine. Unplug
connector P26. Connect red and
black leads from the signal
generator/counter to the wire
Yes
Place key switch in RUN. Set the No Possible wiring or electronic
output switch to generate, turn module problem. Go to “EIC
signal generator “ON,” and input a Indicates an Open Circuit”
signal with a frequency of 500 Hz. troubleshooting chart.
Observe speed indication on EIC
then increase frequency to 600
Hz. Did speed indication
increase?
Yes
Switch signal generator/counter to No Stop engine. Remove sensor.
the counting position an dconnect Check for damage to the tip.
to the sensor side of the Check resistance value. It should
connector. Drive the tractor and be 500 - 2500 ohms. Replace if
read signal from transducer. Does defective or damaged.
signal frequency increase as
ground speed increases?
Yes
operation.
3-204
EIC Indicates an Open Circuit in the Transmission Speed Circuit
Make sure connector P26 is No Recheck system for proper

plugged in. operation.
Yes
Replace sensor.
resistance between pins 1 and 2
on the sensor side of the
connector. Resistance should be
500 - 2500 ohms.
Yes
Plug in connector P26. Unplug No Open or poor connection in wire
connector J7. Check resistance RF-52 or RF-53 in the engine wire
between pins 14 and 15 on the harness. Repair.
500 - 2500 ohms.
Yes
connector P4. Check resistance CM-52 or CM-53 in the engine
between pins C11 and D11 on the wire harness. Repair.
500 - 2500 ohms.
Yes
Problem is in electronic mocule.
Replace.
3-205
EIC Indicates a Short Circuit in the Transmission Speed Circuit
Unplug connector P26. Does EIC No EIC should now indicate an open
still indicate a short circuit? circuit. Sensor shorted. Replace.
Yes
Unplug connector J7. Does EIC No Wires RF-52 and RF-53 shorted
still indicate a short circuit? together. Repair.
Yes
Key switch “OFF.” Unplug No Transmission speed circuit in
connectors J1 and P4. Check electronic module shorted.
continuity between pins J1/13 and Replace.
J1/18 on the harness side of the
connector. Continuity?
Yes
Wires CM-52 and CM-53 shorted
together. Repair
3-206
Replacing the Transmission Speed Sensor

1. Unplug connector P26.
2. Loosen the locknut, 1.
3. Remove the sensor, 2.
4. Install new sensor, 2. Carefully screw the
sensor in until it just comes in contact with
the flywheel, then back the sensor out 1/2
turn.
5. Lock in place with the lockwasher, 1.
Quadra Synch Transmission Figure 3-234
1407 P.S. Figure 3-235
3-207
Figure 3-236
Transmission Speed Output Failures The Powershift control module receives this axle
RPM input from wire CM-18A, through the Fuse
The tachometer module uses the axle speed and Relay Panel from J1/22 to J8/14, then from
input directly from the sensor to calculate a wire PS-18 at connector pin P82/17. The
ground speed. The tachometer module also Tachometer module also supplies the Powershift
passes this signal along to three other optional control module RPM signal with a ground at
components: the TPM module, the powershift connector pin P4/C6, through wire CM-19 to the
control module, and the CELECT engine control Fuse and Relay Panel connector pin J1/15. The
module. ground circuit leaves the panel at connector
J8/13 and goes through wire PS-19 to connector
If any of these optional modules fails to receive a pin P82/8 on the Powershift control module.
true axle speed input, it will affect the component
operation. Check the circuits described below for The CELECTt engine control module receives
opens or shorts on the wires between the the axle RPM input from wire CM-18D, through
modules. the Warning Lamp Board, and through the
datalink wires (CAN + / CAN -- / CAN SHIELD).
The tachometer outputs this axle RPM signal The datalink travels through the fuse and relay
from pin P4/D5 on the back of the EICS. The panel at connectors J2 and J5, and into the
RPM signal travels along wire CM-18C and CELECTt control module at the three-pin
splices with CM-18A, CM-18B, and CM-18C. connector P108. The CELECTt control module
uses this input for its Alternate Engine Speed
The TPM module receives this axle RPM input on
Overrun function.
wire CM-18B at connector pin P8/2. The TPM
module grounds out of connector pin P8/5 on
wire CM16B.
3-208
Park Brake Alert

notify the operator that the park brake has been
left on while the tractor is moving. In the lower
gear ranges, the tractor has enough power to
over power the park brake if it is not fully
released. Failure to release the park brake
completely can cause damage to the brake and
related driveline components. The following
monitor and audible alarm in the event the park
brake is engaged with the tractor moving:
NOTE: Any time the park brake is not fully

released, the park brake indicator light on
the warning light bar will be illuminated. The
indicator light is completely independent of
the electronic monitor and audible alarm.
When the tractor is moving and the park brake

partially or fully engaged, the audible alarm will
sound rapidly and the upper portion of the
monitor will flash “PARK” and “BRAK.” The
lower portion of the monitor will continue to
display whatever is selected on the rotary select
switch.
Pressing the acknowledge/reset button will

cancel the audible alarm but the “PARK” “BRAK”
display will remain on the upper portion of the
monitor. Releasing the park brake completely
will cancel the “PARK” “BRAK” display, the
audible alarm, and the park brake warning light.
A park brake alert is considered a non-critical Figure 3-237
alarm function and will not cause the electronic
monitor to go into the “STOP” mode or cause the
automatic shutdown to activate.

release the park brake fully so that there is no
damage to the brake or driveline components.
3-209
Electronic Monitor Rotary Select Switch

Failures

notify the operator that the rotary select switch
has an open circuit. The select switch will not
function in any of the calibration modes or
normal operation positions. The following
monitor in the event of an open circuit on the
rotary select switch:
With the ignition in the “RUN” position and an

open circuit detected on the rotary select switch,
the lower portion of the monitor will flash “SEL”
and “OPEN.” No audible alarm will sound.
Pressing the acknowledge/reset button will not
clear the “SEL” “OPEN” display. The upper
portion of the monitor will continue to show
engine RPM. The “SEL” “OPEN” display will be
activated in any position of the rotary select
switch if an open circuit is detected.
Figure 3-238
3-210
Troubleshooting the Rotary Selector Switch
Is connector P7 plugged into No

Plug in connector
switch?
Yes
No
Check condition of switch Replace if defective
Yes
Unplug connectors P7 (at rotary No Repair/replace wires as
select switch) and P3 at necessary.
electronic monitor. Check
continuity of wires between
connectors P3 and P7.
Figure 3-239
3-211
Engine Overspeed Condition -

Electronic Engine
The CELECT engine control module monitors

engine speeds (rpm) during normal tractor
operation. The module will protect the engine
from an overspeed condition anytime it senses
engine speed above 2630 rpm. Overspeed can
damage internal engine components
(especially valve train components), causing
severe failure of the engine.
An example of this would be a tractor that is

towing an implement and operating at the full
throttle position (e.g. transporting the tractor
over the road). If the tractor was to go down an
incline, the implement could begin to push the
2630
tractor, causing the drivetrain to overspeed the
engine. If the engine speed reaches 2630 rpm, 13.5
the CELECT module will illuminate the red
engine warning light, 1, on the EICS light bar.
The module will also cut power off to the fuel
solenoid valve on the fuel pump so as to slow the
engine down and prevent damage to internal
components. When the engine speed drops 1
below 2630 rpm, the red engine warning light 19983142
will go out. When engine speed drops below
2000 rpm, the CELECT module will re-apply Figure 3-240
power to the fuel solenoid valve, and the engine
will return to normal operation.
The Operator cannot cancel or interrupt the

engine overspeed protection sequence from
occurring on the engine. The CELECT module
does not recognize activation of, nor is it tied
into, the EICS acknowledge/reset button on the
dash of the tractor.
WARNING: KEEP THE TRACTOR IN GEAR

WHEN GOING DOWNHILL. DO NOT SHUT
THE TRACTOR ENGINE OFF, OR SHIFT THE
TRANSMISSION TO NEUTRAL. USE A LOW
GEAR TO MAINTAIN CONTROL WITH
MINIMUM BRAKING. NEVER COAST THE
TRACTOR DOWNHILL.
WARNING: TOWED LOADS THAT WEIGH

MORE THAN THE WEIGHT OF THE
TRACTOR SHOULD HAVE BRAKES FOR
SAFE OPERATION. ENSURE COMPLIANCE
WITH LOCAL REGULATIONS.
3-212
Yellow and Red Engine Warning Lights -

Electronic Engine
The Buhler Versatile 4WD Tractors equipped

with a CELECT electronic engine will have an
EICS with two engine lamps located in the lower
right hand corner of the warning light bar. The
CELECT module on the side of the engine
controls these lights.
The yellow engine warning light, 1, will

illuminate when the CELECT module senses
non-critical electrical faults. Non-critical faults
are related to the engine electrical components
that communicate with the CELECT module.
These components receive data from or send
data to the module, which is used to control the
engine performance. When a fault is detected in
one of the electrical component circuits, the
module will notify the Operator by illuminating
the yellow engine warning lamp. Examples of
electrical faults that can cause the yellow lamp
to illuminate are (but not limited to): 1
19983142
-- Loss of ground speed signal into the
CELECT module from the tractor EICS Figure 3-241
-- Low/High voltage at specific pin

connectors of the CELECT module
-- Open/Shorted circuits connected to the
CELECT module
The red engine warning light, 1, will illuminate
when the CELECT module senses critical
faults. Critical faults are related to the CELECT
module itself (internal hardware) or to the
engine electrical components that
communicate with the CELECT module. These
components receive data from or send data to
the module, which is used to control the engine
performance. When a fault is detected in the
module hardware or one of the electrical
component circuits, the module will notify the
Operator by illuminating the red engine warning
lamp. Examples of electrical faults that can 1
19983142
cause the red lamp to illuminate are (but not
limited to):
Figure 3-242
-- Failure of the internal microprocessor of
the CELECT module
-- High/Low voltage signal from the throttle
POT inside the tractor cab
-- Loss of engine speed signal into the
CELECT module
3-213
The CELECT module will illuminate the If the tractor is shut down and then restarted,
appropriate engine warning light (yellow or red) and the electrical fault still exists on the tractor
based on the source of the fault, and will take (non-critical or critical), the CELECT module will
additional action by adjusting the performance repeat the warning light and derate sequence. If
of the engine by one of following methods: the tractor is restarted and the fault has been
corrected, the tractor will return to normal
-- Illuminate engine warning light only, no operation. If the tractor is not shut down, and the
performance modification alarm condition is corrected, the tractor will
-- Illuminate engine warning light, perform return to normal operation without having to
speed derate only shut it off and restart it.
-- Illuminate engine warning light, perform IMPORTANT: Whenever an engine warning

power derate only light (yellow or red) is illuminated on the EICS of
the tractor shut the tractor down and contact
-- Illuminate engine warning light, perform your Buhler Versatile Dealer to investigate the
speed and power derate cause of the concern. Your Buhler Versatile
The appropriate engine warning light will remain Dealer will coordinate the repair of the CELECT
illuminated and the performance derate will engine via an authorized Cummins Engine
remain in effect until the system fault is Company dealer/distributor.
corrected. The Operator cannot cancel or
interrupt the derate sequence from occurring on
the engine. The CELECT module does not
recognize activation of nor is it tied into the EICS
acknowledge/reset button on the dash of the
tractor.
3-214
REPLACING COMPONENTS IN THE

INSTRUMENT PANEL 2
Removing the Instrument Panel Assembly
1
1
1. Loosen the two screws, 1, on the instrument
panel, 2, and lift the panel out of the dash.
2. Unplug the following connectors from the
back of the instrument panel:
P1 - Warning light board
P3 - Electronic module
P4 - Electronic module 19983142
(with Electronic Engines only) Figure 3-243
3. Unplug the connector, 1, for the engine oil

pressure gauge, 2. Remove the two screws, 5 2
3, and remove the gauge from the panel. 6 6 3 3
4. Unplug the connector, 4, for the engine
coolant temperature gauge, 5. Remove the
two screws, 6, and remove the gauge from
the panel. 4
1
5. Remove the panel from the cab.
Installing the Instrument Panel Assembly
1. Place the engine oil pressure gauge, 2, in the

panel and secure with screws, 3. Plug the
Figure 3-244
connector, 1, into the warning light board.
2. Place the engine coolant temperature
gauge, 5, in the panel and secure with
screws, 6. Plug the connector, 4, into the
warning light board.
3. Plug the following connectors into the back of
the instrument panel:
P1 (12 pin) - Warning light board
P3 (24 pin) - Electronic module
P4 (32 pin) - Electronic module
(with Electronic Engines only)
4. Place the instrument panel in the dash and

lock in place with the two screws.
3-215
Replacing the Electronic Control Monitor

Module 2
1. Remove the instrument panel assembly from 1 1

the dash as described earlier in this section. 3
2. Remove the four short screws, 1.

3. Remove the five screws, 2, and remove the
monitor module cover, 3.
Figure 3-245
4. Remove the four screws, 1, on the module

board.
NOTE: The monitor module consists of
two circuit boards connected with a
ribbon connector. When replacing the
boards, be careful not to pinch or twist the
ribbon connector. 1
1
Figure 3-246
5. Carefully lift the top board, 1, out of the panel,

then lift the bottom board, 2, out of the panel.
6. Install the new module bottom circuit board 4
(containing the LCD display), 2, into the 4
instrument panel with the ribbon connector,
3, at the top of the instrument panel.
3
7. Lower the top circuit board, 1, into the panel.
1
Make sure the spacers, 4, are in place on all
four corners of the board.
2
Figure 3-247
3-216
8. Install the four screws, 1, on the module

board.
1
1
Figure 3-248
9. Install the cover and install the four short

screws, 1. 2
10. Install the five screws, 2.

1 3 1
11. Reinstall the instrument panel in the dash as
described earlier in this section.
Figure 3-249
Replacing the Warning Light Board 2 5

1. Remove the instrument panel assembly from
the dash as described earlier in this section. 1 3 1
4. Remove the five screws, 4, and remove the 2
instrument panel back cover, 5.
4 4
Figure 3-250
3-217
5. Remove the five screws, 1, and gently lift the

warning light board, 2, out of the instrument
panel assembly.
6. Carefully place the new warning light board,
2, in the instrument panel assembly, making 1
sure the light bulbs fit inside the holes in the 1
instrument panel. Install the five screws, 1.
Figure 3-251
7. Replace the instrument panel back cover, 5,

and install the five screws, 4. 2 5
1 3 1
9. Install the monitor module cover, 3, and
install the four short screws, 1.
11. Reinstall the instrument panel in the dash as 2
4 4
Replacing Warning Light Bulbs
Figure 3-252
1. Remove the instrument panel assembly from
the dash as described earlier in this section.
instrument panel back cover, 5.
3-218
5. Turn the lamp socket assembly, 1,

counter-clockwise 1/4 turn, and remove the
lamp/socket assembly.
6. Place the new lamp/socket assembly (Buhler
Versatile part #86000318) in the hole on the
warning light board and rotate 1/4 turn 1
clockwise to lock in place.
Figure 3-253
7. Replace the instrument panel back cover, 5,

and install the five screws, 4. 2 5
1 3 1
9. Install the monitor module cover, 3, and
install the four short screws, 1.
11. Reinstall the instrument panel in the dash as 2
4 4
Figure 3-254
Replacing the Gauge Lamps
1. Remove the warning light board as

1 1
2. Push down on the bulb, 1, and turn
counter-clockwise 1/4 turn and remove the
light.
3. Push the new bulb in the socket and rotate
1/4 clockwise to lock in place.
4. Reinstall the warning light board as
Figure 3-255
3-219
ADDITIONAL FEATURES OF THE

SYSTEM
Automatic Shutdown Conversion - Each

tractor is manufactured so that the operator can
convert the Electronic Instrument Control
System to shut the tractor engine off. Tractors
are assembled with the engine shutdown
feature disabled. The operator has the option of
enabling the feature at any time.
To enable the automatic shutdown feature,

proceed as follows:

conversion.
not remove any calibration numbers from
the memory of the Electronic Instrument
reset.
2. Remove the cover, 1, from the electrical
control panel located directly behind the
operator’s seat.
1
Figure 3-256
3-220
3. Locate the small pin connector, 1, for the

shutdown circuit. The pin connector is
between the 3-amp turn signal fuse and the
10-amp tail lamp fuse. Remove the 3-amp
fuse and 10-amp fuse from their locations to
give better access to the small pin connector. 1
Figure 3-257
4. Using a small pair of needle-nose pliers, pull

straight upward on the small pin connector, 1,
and reinstall it so the front two pins are
connected together. The rear pin will now be
bare. Reinstall the 3-amp and 10-amp fuses.
1
Figure 3-258
5. Locate the shutdown relay position, 1, (the

fourth relay from the right), and install a relay
(part #9706720). Press the relay firmly into
the electrical control panel.
6. Reinstall the cover onto the electrical control 1
panel.
To disable the shutdown feature, follow this
procedure in reverse order.
Figure 3-259
3-221
External Shutdown Conversion - Each tractor NOTE: Only low engine oil pressure or high
is manufactured so that the operator can engine coolant temperature will cause a
convert the Electronic Instrument Control tractor related automatic shutdown.
System to shut the tractor engine off via a signal
from an outside source (i.e., a towed implement Tractors are assembled with the external engine
that is powered by a separate engine). If the shutdown feature disabled. The operator has
tractor Electronic Instrument Control System the option of enabling the feature at any time.
receives a signal from an external source, the
Electronic Instrument Control System will react To enable the external automatic shutdown
in the same manner as detailed in “Low Engine feature, proceed as follows:
Oil Pressure - All Mechanical Engines” or “High
Engine Coolant Temperature - All Mechanical
Engines.”
If the external shutdown conversion is made on conversion.
the tractor and a shutdown situation is present, NOTE: Disconnecting the batteries will
the electronic monitor will not inform the not remove any calibration numbers from
operator whether it is a tractor function or an the memory of the Electronic Instrument
external signal causing the shutdown. The Control System. If the tractor is equipped
operator must look at the warning lights and with the optional Tractor Performance
gauges on the dash to determine the cause. Monitor (TPM), the TPM may have to be
reset.
3-222
2. Locate the two-terminal bus bar, 1, on the

right side of the electronic control panel.
Figure 3-260
3. Attach the wire leading out to the external

source to the right terminal of the bus bar, 1, 1
(the terminal is marked “Shutdown
External”).
through the cover plate at the right rear
corner of the cab.
to a grounded sending unit of some type to
provide a ground source for the Electronic
coolant temperature sending unit on an
external engine. Figure 3-261
NOTE: Any type of external grounding
good ground connection between the
towed implement and the tractor frame.
Just using the drawbar pin may not be
adequate, and a safety chain is
suggested for additional ground contact.
panel.
3-223
External Alarm Control Conversion - Each

tractor is manufactured so that the Electronic
Instrument Control System can be converted to
inform the operator, via the electronic monitor
and audible alarm, that there is a problem with
an outside source (i.e., a towed implement that
is powered by a separate engine).
If the tractor Electronic Instrument Control
System receives a signal from an external
source, the upper portion of the electronic
monitor will flash “EXT” “ALR”. The audible
alarm will beep rapidly. The lower portion of
the monitor will continue to display whatever is
selected on the rotary select switch.
The operator can cancel the audible alarm
and the “EXT” “ALR” display by pressing the
acknowledge/reset button. The audible alarm
and display will return if the external signal is
received by the monitor again.
NOTE: On tractors equipped with a Tractor
Figure 3-262
Performance Monitor (TPM), the external
alarm feature will activate when the “% slip” or
“Time of Day” alarm settings are reached.
NOTE: New style TPMs do not have “Time of
Day” function. See the TPM operation section
of this manual for further information.
When the external audible alarm control
is enabled and a signal is received by the
Electronic Instrument Control System from an
outside source, the automatic shutdown feature
will not be engaged.
Tractors are assembled with the external alarm
control feature disabled. The operator has the
option of enabling the feature at any time.
To enable the external alarm control feature,
proceed as follows:
1. Unhook the battery cables from the
batteries. This will prevent any possibility
of an accidental short while making the
conversion.
not remove any calibration numbers
from the memory of the Electronic
Instrument Control System. If the tractor
is equipped with the optional Tractor
Performance Monitor (TPM), the TPM
may have to be reset.
3-224
2. Locate the two-terminal bus bar, 1, on the

right side of the electronic control panel.
Figure 3-263
3. Attach the wire leading out to the external

source to the left terminal of the bus bar, 1,
(the terminal is marked “Audio External”).
through the cover plate at the right rear 1
corner of the cab.
to a grounded sending unit of some type to
provide a ground source for the Electronic
coolant temperature sending unit on an
external engine.
NOTE: Any type of external grounding Figure 3-264
good ground connection between the
towed implement and the tractor frame.
Just using the drawbar pin may not be
adequate, and a safety chain is
suggested for additional ground contact.

panel.
3-225
Diagnostics Electronic Engine the lower right hand corner of the panel. When
The CELECT and Electronic Engine Diagnostics activated, the shorting connector will cause the
control module on the engine has diagnostic yellow engine light to flash once, then the red
features built into it that allow an authorized engine warning light on the EICS light bar will
Cummins dealer/distributor to access and flash in a predetermined sequence based on
review fault codes that have occurred in the the fault code resident in the memory of the
engine. engine module. The yellow engine warning light
will flash once again to signal end of code. The
Each time a fault occurs in the system, the engine flashing light sequences are then decipherable to
module records it in memory. The Cummins fault codes that tell the concern with the engine.
dealer/distributor can retrieve these codes The flashing light method of fault code retrieval
to assist in diagnosing an engine failure. Two is very similar to Morse code communication
methods of error code retrieval are possible: between the engine and the service technician.
Flashing Light Retrieval: Use a shorting The operator can cycle through the codes by
connector located on the fuse and relay panel pushing on the ‘+’ and ‘-’ symbols of the cruise
at the rear of the tractor cab. The connector, 1, control switch.
labeled “ENGINE DIAGNOSTICS”, is located in
Figure 3-265
Echekt/Compulinkt/Insitet Connection:
Authorized Cummins dealers/distributors have
access to hand held diagnostic tools that can be
connected to the CELECT electronic module via
a data link connector resident on the engine wire
harness. The Echek/Compulink/Insite diagnostic
tools allow the technician to read engine fault
code information directly, download software
upgrades to the CELECT module and make
modifications to existing software in the module.
Regardless of the method of fault code retrieval,
the CELECT electronic engine control system
makes it easy for the service technician to
diagnose engine concerns and make repairs to
the cause of the fault code.
ATTENTION: Diagnostic procedures on the
Figure 3-266
engine itself are to be completed only by an
authorized Cummins dealer/distributor.
3-226
3-227
3-228
3-229
QSM11 FAULT CODE TROUBLESHOOTING
CODE 111 Electronic Control Module (ECM)

WARNING LAMPS Red engine warning lamp #20.
CAUSE Internal Electronic Control Module (ECM) error related to memory
hardware failure or internal microprocessor communication
failures.
EFFECT Engine may die or possibly not start.
ACTION Refer to your authorized Cummins distributor.
CODE 115 Engine Position Sensor Circuit

CAUSE No signal detected at both engine position sensor circuits.
EFFECT Engine will stop and not start.

WARNING LAMPS Yellow engine warning lamp #19.
CAUSE No signal detected at one pair of signal pins, either pins 49 & 50
or pins 47 & 48 of sensor harness connector at ECM.
EFFECT None on performance.
CODE 122 Intake Manifold Pressure Sensor Circuit

CAUSE High voltage detected at boost pressure sensor pin 40 of sensor harness
connector at ECM.
EFFECT De-rate in engine power output.

CAUSE Low voltage detected at boost pressure sensor pin 40 of sensor
harness connector at ECM.
EFFECT Derate in engine power output.
3-230
CODE 131 Accelerator Position Sensor

CAUSE High voltage detected at accelerator position signal pin 47 of sensor
harness connector.
EFFECT Severe de-rate-power and speed.
ACTION: STEP ONE With key in off position, unplug connector P186 at ECM and check
resistances (Ω) between pin 48 and pin 49 and between pin 48 and pin
47 with an ohmmeter. Check resistances with throttle at low idle and hi
idle positions.
Resistance measurement: pin 48 to pin 49: 2000-3000 ohms at low and
high idle throttle positions.
Resistance measurement: pin 48 to pin 47: Low idle throttle position:
1500-3000 ohms. Hi idle throttle position: 500-15000 ohms.
Resistance at low idle throttle position must be at least 1000 ohms
higher than at high idle throttle position. If resistance tests are not to
specification check wiring harness integrity. Check wires for damage,
bent, loose or corroded pins and loose connectors.
STEP TWO Unplug connector P104 at potentiometer and check resistance of:
wire EN-516 between pin 47, connector P186 and pin A, connector
P104:
wire EN-517 between pin 49, connector P186 and pin B, connector
P104:
wire EN-518 between pin 48, connector P186 and pin C, connector
P104.
Resistance should be less than 3 ohms for each wire. If resistance is not
to specification locate and repair faulty wire or replace harness.
If resistance ok, then test potentiometer by checking resistance between
pin B and pin C, and between pin A and pin B with throttle in both hi
and low idle positions. Resistance between pin B and pin C should be
approximately 2000-3000 ohms with throttle in either hi or low idle
positions. Resistance between pin B and pin A should be: Low idle
throttle position: 500-1500 ohms, Hi idle throttle position: 1500-3000
ohms.
Resistance at high idle throttle position must be at least 1000 ohms
higher than at low idle throttle position.
Than Replace potentiometer if it does not meet specifications.
3-231
STEP THREE With connectors P186, P104, P122 and P123 disconnected using an
ohmmeter check for short circuits between pin 47 and the remaining
six pins in connector P104. Resistance should be greater than 100k
ohms. If not to specifications check for open or bare wire insulation and
damaged wire harness. After repairing/replacing components, calibrate
throttle potentiometer as described in throttle calibration. If error codes
still exist contact Buhler Versatile Support for further instructions.

CAUSE Low voltage detected at accelerator position signal pin 47 of sensor
harness connector.
ACTION: STEP ONE With key in off position, unplug connector P186 at ECM and check
resistances (Ω) between pin 48 and pin 49 and between pin 48 and pin
47 with an ohmmeter. Check resistances with throttle at low idle and hi
idle positions.
Resistance measurement: pin 48 to pin 49: 2000-3000 ohms at low
and high idle throttle positions.
1500-3000 ohms. Hi idle throttle position: 500-1500ohms. Resistance
at low idle throttle position must be at least 1000 ohms higher than at
high idle throttle position. If resistance tests are not to specification check
wiring harness integrity. Check wires for damage, bent, loose or corroded
pins and loose connectors.
STEP TWO Unplug connector P104 at potentiometer and check resistance of: wire
EN-516 between pin 47, connector P186 and pin A, connector P104:
wire EN-517 between pin 49, connector P186 and pin B, connector
P104:
wire EN-518 between pin 48, connector P186 and pin C, connector
P104.
Resistance should be less than 3 ohms for each wire. If resistance is not
to specification locate and repair faulty wire or replace harness.
If resistance ok, then test potentiometer by checking resistance
between pin B and pin C, and between pin A and pin B with throttle
in both hi and low idle positions. Resistance between pin B and pin C
should be approximately 2000-3000 ohms with throttle in either hi or low
idle positions. Resistance between pin B and pin A should be: Low idle
ohms. Resistance at high idle throttle position must be at least 1000
ohms higher than at low idle throttle position
Replace potentiometer if it does not meet specifications.
3-232
STEP THREE With connectors P186, P104, P122 and P123 disconnected using
an ohm meter check for short circuits between pin 47 and the remaining
six pins in connector P186. Resistance should be greater than 100k
ohms. If not to specifications check for open or bare wire insulation and
damaged wire harness.
After repairing/replacing components calibrate throttle potentiometer as
described in appendix 1.
If error codes still exist contact Buhler Versatile Support for further
instructions.
CODE 135 Oil Pressure Sensor Circuit

CAUSE High voltage detected at oil pressure signal pin 44 of sensor harness
connector.
EFFECT No engine protection for oil pressure.

CAUSE Low voltage detected at oil pressure signal pin 44 of sensor harness
connector.
CODE 144 Coolant Temperature Sensor Circuit

CAUSE High voltage detected at coolant temperature signal pin 2 of the sensor
harness connector.
EFFECT Possible white smoke. No engine protection for coolant temperature.
3-233

CAUSE Low voltage detected at coolant temperature signal pin 2 of the sensor
harness connector.
CODE 153 Intake Manifold Air Temperature Sensor Circuit

CAUSE High voltage detected at intake manifold temperature signal pin 38 of
sensor harness connector.
EFFECT Possible white smoke. No engine protection for intake manifold
temperature.

CAUSE Low voltage detected at intake manifold temperature signal pin 38 of
temperature.
CODE 155 Intake Manifold Air Temperature Sensor Circuit-Engine Protection

CAUSE Voltage at intake manifold air temperature sensor signal pin 38 of the
sensor harness connector indicates the intake manifold air temperature
above 84°C (183°F).
EFFECT Progressive power de-rate with increasing time after alert. If engine
shutdown feature enabled, engine will shutdown 30 seconds after red
lamps starts flashing. Check radiator, A/C evaporator, oil coolers and
intercooler for debris and plugging. Operate tractor after cleaning, if code
still present refer to your authorized Cummin distributor.
3-234
CODE 187 Sensor Supply Voltage

CAUSE Low voltage detected on the ECM voltage supply line ‘VSENS2’.
EFFECT Engine will run de-rated with no protection for oil pressure or coolant
level. Possible fault code 422 as well.
ACTION: STEP ONE Disconnect sensor harness connector P183. Switch key on, engine not
running and with a voltmeter check for 5V at pin 7 on the harness from
the engine. If less than 5V there is a problem with either the engine
harness or the ECM.
Refer to your authorized Cummins distributor for repair.
STEP TWO If 5V present at pin 7, turn key off, install connector P183 and remove
connector P30 at coolant level sensor, and turn key on.
Check for 5V at pin C, if 5V present replace coolant level sensor.
If 5V not present test wire EN500 for open, short to ground or short
to other wires between connectors P30 and P183. Repair harness as
required.
CODE 212 Oil Temperature Sensor Circuit

CAUSE High voltage detected at oil temperature signal pin 42 of sensor harness
connector.
EFFECT No engine protection for oil temperature.

CAUSE Low voltage detected at oil temperature signal pin 42 of sensor harness
connector.
ACTION Check oil cooler fins free of debris. Check oil lines to and from cooler for
restrictions. Check cooler bypass valve operation.
Contact your authorized Cummins distributor.
3-235
CODE 214 Oil Temperature-Engine Protection

CAUSE High oil temperature detected. Voltage at pin 42 of the sensor harness
connector indicates temperature above 123°C (255°F).
lamps starts flashing.
CODE 221 Ambient Air Pressure Sensor Circuit

CAUSE High voltage detected at ambient air pressure signal pin 06 of sensor
harness connector.
EFFECT Power de-rate by 15%.
ACTION Contact your authorized Cummins distributor.
CODE 222 Ambient Air Pressure Sensor Circuit

CAUSE Low voltage detected at ambient air pressure signal pin 06 of sensor
harness connector.
CODE 227 High Sensor Supply Voltage

CAUSE High voltage detected on the ECM voltage supply line ‘VSENS2’.
EFFECT Engine will run de-rated with no protection for oil pressure or coolant
level.
ACTION: STEP ONE Disconnect sensor harness connector P183. Switch key on, engine not
running and with a voltmeter check for 5V at pin 7 on the harness from
the engine. If more than 5V there is a problem with either the engine
harness or the ECM.
Refer to your authorized Cummins distributor for repair.
3-236
STEP TWO If 5V present at pin 7, turn key off, install connector P183 and remove
connector P30 at coolant level sensor, and turn key on.
Check for 5V at pin C, if 5V present replace coolant level sensor.
If more than 5V present test wire EN500 for open, short to ground or short
to other wires between connectors P30 and P183. Repair harness as
required.
CODE 234 Engine Over-speed

CAUSE Engine speed signal pins 47 and 48 and/or pins 49 and 50 of sensor
harness connector indicates engine speed greater than 2730 RPM.
EFFECT Fuel shut off valve closed until engine speed falls to 2184 RPM.
ACTION Verify engine RPM. Check all machine grounds are clean and tight.
Verify that correct fuel is being used. Check alternator connections and
operation. After previous checks are performed and problem still exists
contact your authorized Cummins distributor.
CODE 235 Engine Coolant Level

WARNING LAMPS Red engine warning lamp #20, engine coolant level lamp #11.
CAUSE Voltage on the coolant level low signal pin 22 of sensor harness connector
indicates low radiator coolant level.
ACTION Refer to fault code 422 for troubleshooting procedures.
CODE 254 Fuel Shutoff Solenoid Supply Circuit

CAUSE Low voltage detected at fuel shutoff driver pin 33 of actuator harness
connector. Indicates current draw from ECM greater than 2 amps or faulty
ECM power supply.
EFFECT The ECM turns off fuel shutoff valve supply voltage. The engine will stop.
Fault 341 may also be present.
ACTION: STEP ONE Check for blown fuse F37 and F38. Check engine to chassis ground
for good connection. Check positive wire terminal on starter for good
connection.
3-237
STEP TWO With key switched off unplug connector J19 and check for 12volts at pins
1 and 3 of the power distribution board. Check for continuity from pin 2
to a good ground source using an ohm meter.
Resistance should be less than 5 ohms (Ω). If resistance higher than 5
ohms check power distribution board ground. If board ground and fuses
F37 and F38 are ok then inspect power distribution board circuits and
connectors for damage. Replace board if found faulty.
STEP THREE With key switched off and connectors J19 and P186 disconnected, check
continuity of wires EN512, EN511A and EN513A from connector J19,
pins 2, 1 and 3 respectfully to connector P186, pins 29-30-39-40-50,
pins 7-8-17, and pins 18-28 respectfully. Continuity should be less than
3 ohm. If continuity is greater than 3 ohms check wring harness for
damaged wires, insulation or pins. Repair as required. Also check for short
circuit between pin 2 and pins1 and 3 with an ohmmeter. Resistance
should be greater than 100k ohms, if not repair wiring harness.
If all tests are ok and integrity of power distribution is known to be good,
NOTES: F254. If power to pin 38, connector P186 is lost, there will be no engine warning lights on,
nor will there be any error codes present, but engine will not run. Also, when the EIC does it’s self
check after initial key on, the yellow and red engine warning lights will not illuminate.
CODE 255 Fuel Shutoff

CAUSE Externally supplied voltage detected at driver pin 33 for the fuel shutoff
valve.
EFFECT Fuel shutoff valve will not close.
ACTION Check for any non original equipment wiring harnesses installed in circuit
to fuel shut off solenoid. Contact your authourized Cummins distributor.
CODE 285 Multiplexing (Canbus) Error

CAUSE ECM expected information from a multiplexed device but did not receive
it soon enough or not at all.
EFFECT At least one multiplexed device will not work.
ACTION Information only. Tractors equipped with QSM11 engines should not see
this code as there are no multiplexed devices sending data to the ECM.
3-238
CODE 286 Multiplexing (Canbus) Error

CAUSE ECM expected information from a multiplexed device but only received a
portion of it.
EFFECT At least one multiplexed device will not work.
this code as there are no multiplexed devices sending data to the ECM
CODE 293 Auxiliary Temperature Sensor Input Shorted High

CAUSE High voltage detected at pin 12 of ECM sensor connector.
EFFECT No engine protection for OEM temperature.
this code as there is no OEM temperature sensors used.
Check for customer added wiring to pins 3 and 4 of OEM 31 pin
connector. Contact your authourized Cummins distributor.
CODE 294 Auxiliary Temperature Sensor Input Shorted Low

CAUSE Low voltage detected at pin 12 of ECM sensor connector.
EFFECT No engine protection for OEM temperature.
ACTION: STEP ONE Information only. Tractors equipped with QSM11 engines should not
see this code as there is no OEM temperature sensors used. Check for
customer added wiring to pins 3 and 4 of OEM 31 pin connector. Contact
your authorized Cummins distributor.
CODE 295 Ambient Air Pressure Sensor

CAUSE Signal from ambient air pressure sensor does not agree with signal from
intake manifold air pressure sensor or oil pressure sensor.
Fault code 115 may also be present.
EFFECT Engine de-rated to no air setting.
3-239
CODE 297, 298 Auxiliary Pressure Sensor Failure

CAUSE Signal from auxiliary pressure sensor has high or low voltage at pin 31 of
OEM 31 pin connector.
EFFECT No engine protection for auxiliary pressure. No effect on engine
as this circuit is not used.
ACTION Information only as these codes should not appear. Contact your
authorized Cummins distributor.
CODE 299 Engine Shutdown Commanded by J1939

CAUSE Engine shutdown by device other than key switch.
EFFECT No effect on engine. Code may be present if engine is kill stalled.
ACTION None required.
CODE 311 Injector Circuit #1

CAUSE Current detected at #1 injector return pin 9 of actuator harness connector
when voltage supply pin 10 of actuator harness connector is off.
EFFECT Speed de-rate to 1400-1600 rpm. Current to injector is shut off.


CAUSE Current detected at #3 injector return pin 16 of actuator harness
connector when voltage supply pin 6 of actuator harness connector is off.
3-240



connector when voltage supply pin 26 of actuator harness connector is
off.
ACTION: STEP ONE Contact your authorized Cummins distributor.

CAUSE No current detected at #1 injector return pin 9 of actuator harness
connector when voltage supply pin 10 of actuator harness connector is on.

3-241




CODE 341 Engine Control Module Data Lost

CAUSE Severe loss of data from ECM due to loss of battery voltage at one or more
power supply pins at the ECM.
EFFECT Possible no noticeable performance effects or engine dying or hard
starting.
Fault information data can be inaccurate. Engine may not restart after
operator shuts engine down. Fault 254 may also be present.
3-242
ACTION: STEP ONE Check for blown fuse F37 and F38. Check engine to chassis ground
for good connection. Check positive wire terminal on starter for good
connection.
STEP TWO With key switched off unplug connector J19 and check for 12volts at
pins 1 and 3 of the power distribution board. Check for continuity from
pin 2 to a good ground source using an ohm meter. Resistance should
be less than 5 ohms (Ω). If resistance higher than 10 ohms check power
distribution board ground. If board ground and fuses F37 and F38 are ok
then inspect power distribution board circuits and connectors for damage.
Replace board if found faulty.
STEP THREE With key switched off and connectors J19 and P186 disconnected, check
continuity of wires EN512, EN511A and EN513A from connector J19,
pins 2, 1 and 3 respectfully to connector P186, pins 29, 30, 39, 40,
50, pins 7, 8, 17, and pins 18, 28 respectfully. Continuity should be less
than 5 ohm. If continuity is greater than 10 ohms check wring harness for
damaged wires, insulation or pins. Repair as required. Also check for short
circuit between pin 2 and pins 1 and 3 with an ohmmeter. Resistance
should be greater than 100k ohms, if not repair wiring harness.
If all tests are ok and integrity of power distribution board is known to be
good contact your authorized Cummins distributor.
CODE 343 ECM –Internal Hardware Failure

CAUSE Internal ECM component failure.
EFFECT Unpredictable, may not start, severe de-rate or no effect.
ACTION Check all battery connections and grounds for poor connections and
corrosion. Check harness connections for moisture. Check alternator
performance. Also see Fault 341 for checking ECM power and ground
circuits. Contact your authorized Cummins distributor.
3-243
CODE 352 Sensor Supply Circuit

CAUSE Low voltage detected at ECM sensor supply pin 17 or pin 37 at the sensor
harness connector.
EFFECT Engine de-rates to no air fuelling. Fault codes 123, 222 may also be
present.

CAUSE High voltage detected at ECM sensor supply pin 17 or pin 37 at the
EFFECT Engine de-rates to no air fuelling.
CODE 387 Accelerator Pedal Position Sensor

CAUSE High voltage detected on the ECM voltage supply line, pin 48, connector
P186, to the throttle.
EFFECT Engine will only idle.
ACTION: STEP ONE Check if other fault codes are present and correct any other faults first.
Disconnect connector P104 at throttle potentiometer, turn key switch on
and check for 5 volts at pin C, connector P104. If approximately 5 volts
present contact your authorized Cummins distributor for possible ECM
problems. If voltage is higher or lower than 5 volts continue to step two.
STEP TWO With connectors P186, P104 P122 and P123 disconnected using an
ohm meter check for short circuits between pin 48 and the remaining pins
in connector P186. Resistance should be greater than 100k ohms. If
not to specifications check for open or bare wire insulation and damaged
wire harness. After repairing/replacing components, calibrate throttle
potentiometer as described in appendix 1. If error codes still exist contact
Buhler-Versatile Support for further instructions.
3-244
CODE 415 Oil Pressure-Engine Protection

WARNING LAMPS Red engine warning lamp #20, engine oil pressure lamp #14.
CAUSE Low engine oil pressure has been detected. Voltage detected at oil
pressure signal pin 44 of sensor harness connector indicates oil pressure
below the low-pressure protection limit.
ACTION Check engine oil level. Is tractor being operated under load at low engine
rpms? Does the harness connector have good contact with the oil sensor?
CODE 419 Intake Manifold Pressure Sensor

CAUSE ECM detected an error in the intake manifold pressure sensor at sensor
signal pin 39 of sensor connector.
EFFECT Engine de-rates to no air setting.
CODE 422 Coolant Level Sensor Circuit

CAUSE Voltage detected simultaneously on both the coolant level high and low
signal pins 24 and 22 of sensor harness connector or no voltage detected
on both pins.
EFFECT No engine protection for coolant level.
ACTION: STEP ONE Check coolant level and top up as required. With key switched off unplug
connector P30 at coolant level sensor. Install a jumper wire from pin A to
pin C and from pin B to pin D. Turn key to the run position, coolant level
lamp should not be lit. If lamp is not lit, replace coolant level sensor. If
lamp is still lit then check for 5 volts between pins B and C. If 5 volts is
not present, continue to step 2.
STEP TWO Unplug connector P186 and check resistance from connector P186, pins
7, 19, 5, & 6 to connector P30 pins C, B, D, & A respectfully. Resistance
should be less than 5 ohms. Also check for short circuits between pins 7,
19, 5, & 6 at connector P186. Resistance must be over 100k ohms. If
resistance readings not to these specifications check harness for damage
and repair as required. If harness tests ok continue to step 3.
3-245
STEP THREE Check integrity of coolant low level warning lamp ground circuit, wires
CM83 through fuse circuit board and wire EN83 to ECM. Disconnect
connector P2 from EIC, and connector P186 from ECM. Using an
ohmmeter (Ω) check for resistance from pin 14, connector P2 to pin 5,
connector P186. Resistance should be less than 5 ohms.
Check resistance from pin 14, P2 to a known good ground. Resistance
should be infinite. If not remove connector J5 at fuse panel and re-test for
short to ground at pin 14, P2. If reading is infinite, wire EN83 is shorted
to ground and must be checked for damage.
If resistance is not infinite remove connector J1 at fuse panel and re-test
for short to ground at pin 14, P2 connector. If reading is infinite check pin
35, J1 connector at fuse panel for resistance to ground. Reading should
be greater than 100k ohms, if not suspect a faulty fuse panel. If reading
is not infinite then wire CM83 has a short to ground and must be checked
for damage.
If above tests pass resistance checks then contact your authorized
Cummins distributor.
CODE 428 Water in Fuel Sensor

CAUSE Water in Fuel Sensor Circuit-shorted high.
ACTION Change fuel filter. Contact your authorized Cummins distributor if fault
code still appears.
CODE 429 Water in Fuel Sensor

CAUSE Water in Fuel Sensor Circuit-shorted low.
ACTION Change fuel filter. Contact your authorized Cummins distributor if fault
code still appears.
3-246
CODE 431 Idle Validation Switch Circuit

CAUSE Voltage detected simultaneously on both the idle validation off-idle and
on-idle signal pins 13 and 3 at harness connector P186.
ACTION: STEP ONE Check the integrity of the wiring harness and pins from the throttle
potentiometer, connector-P104, to the Engine Control Module (ECM)
harness connector-P186, and if no damage to harness or pins is found,
the throttle potentiometer should be recalibrated as stated below:
With the key switch ON (engine off), gradually push the throttle lever from
idle position to full throttle and return to idle position. Repeat this step 3
times. This procedure will recalibrate the ECM and throttle potentiometer.
Turn key switch to the OFF position for at least 5 seconds. Start the
engine and let it idle for one minute.
STEP TWO Verify that fault codes are inactive. (Refer to Section 2 Repair Manual,
‘Fuel System’).
Fault codes 131 and 132 may also be associated with fault 431. If
either of these codes are present, then the wiring and idle switch/throttle
potentiometer integrity should be verified as explained previously under
these fault codes.
CODE 432 Accelerator Pedal Circuit-Engine Idle

CAUSE No voltage detected at idle validation on-idle signal pin 13 of connector
P186 when voltage at the throttle position signal pin 47 of connector
P186 indicates pedal is not at idle, or no voltage detected at idle
validation off-idle signal pin 49 of connector P186 when voltage at
accelerator position signal pin 47 of connector P186 indicates throttle is
at rest (idle).
ACTION Check idle validation switch by following ACTION procedure for fault code
131.

CAUSE Voltage signal at boost pressure signal pin 39 of sensor harness connector
indicates high boost pressure but other engine characteristics indicate
boost pressure must be low.
EFFECT De-rate to no air setting.
3-247
CODE 434 Unswitched Battery Supply Circuit

CAUSE Battery voltage at some of or all of pins 18, 28, 07, 08 and 17, connector
P186, fell below 6.2 volts for a fraction of a second or ECM was not
allowed to power down correctly (retain battery supply voltage for 30
seconds after key off).
EFFECT Possibly no noticeable performance effects or possibility of engine
stopping or possibility of not starting after operator shut down of engine.
ACTION: STEP ONE Check battery voltage, all battery cables and connections and all ground
connections. Check engine fuse 1 and engine fuse 2 at main distribution
panel. Replace as required. If fuses continue to blow proceed to step 3.
STEP TWO Unplug connector P186 and check for +12v between pins 18, 28, 07,
08, 17 and a good known ground. If +12v present contact your authorized
STEP THREE Disconnect connector P101 (Labeled J19 on MDP). Check for +12 v at
pins 1 and 3 of main distribution panel. Also check re-sistance from pin
2 to a known good ground. Resistance should be less than 2 ohms. If
no voltage present or high resistance from pin 2 to ground inspect main
distribution panel for damaged or loose pins and circuits. Replace with
a known good main distribution panel and check if error codes are gone.
If +12v present and ground is good unplug connector P186 at the ECM
and check continuity from pins 07, 08, 17, pins 18, 28 and pins 29,
30, 39, 40, 50 to pins 1, 3 and 2 respectfully of connector P101 (J19).
Resistance should be less than 2 ohms. Also check for shorts from pin 2
to pins 1 and 3 and from pin 1 to pin 3, resistance should be infinite. If
resistances are not correct repair or replace harness from main distribution
panel to ECM.
If all circuits have checked ok contact your authorized Cummins
distributor.
CODE 435 Oil Pressure Sensor Circuit-Data Incorrect

CAUSE At key on, data from oil pressure sensor did not match data from ambient
air pressure sensor and ambient intake manifold pressure sensor.
3-248
CODE 441 Battery #1 Voltage Low-Warning

CAUSE Low voltage at the unswitched power inputs of the ECM.
EFFECT No noticeable effects on performance or possible rough idle.
ACTION Check all battery power cables and tractor grounds. The problem could
also be with the power supply circuit to the ECU. If battery voltage below
14.5 volts test alternator output as outlined in the service manual in
Section 3, Electrical System under “Charging System”. Refer to fault 434
for troubleshooting and testing of the power supply circuit.
CODE 442 Battery #1 Voltage High-Warning

CAUSE High voltage at the unswitched power inputs of the ECM.
ACTION Check battery voltage, should be 13.5-14.5 volts and not above 15.0
volts. If battery voltage above 14.5 volts test alternator output as outlined
in the service manual in Section 3, Electrical System under “Charging
System”.
CODE 443 Throttle Supply Voltage Low

CAUSE Low voltage detected on the electric control module (ECM) voltage supply
line to the throttle.
ACTION Voltage is supplied to the throttle potentiometer via wire EN-518, from
ECM connector P186, pin 48 to connector P104, pin C. Refer to fault
code 131 for testing of throttle circuit. Contact your authorized Cummins
distributor is no faults are found.

CAUSE No voltage simultaneously detected at idle validation on-idle signal pin
5 of connector P106 and no voltage detected at idle validation off-idle
signal pin 9 of connector P106.
ACTION Check idle validation switch by following ACTION procedure for fault
code 131.
3-249
CODE 596 Voltage Monitor-High Voltage

CAUSE High voltage detected by the ECM battery voltage monitor circuit.
EFFECT Yellow engine warning lamp #20 remains lit until high battery voltage
condition corrected.
volts. If battery voltage above 14.5 volts test alternator output as outlined
in the service manual in Section 3, Electrical System under “Charging
System”.
Refer to your authorized Cummins distributor if battery and charging
system pass all tests.
CODE 597 Voltage Monitor-Low Voltage

CAUSE Low voltage detected by the ECM battery voltage monitor circuit.
EFFECT Yellow engine warning lamp #20 remains lit until low battery voltage
condition corrected.
volts. If battery voltage is not 13.5-14.5 volts test alternator output as
outlined in the service manual in Section 3, Electrical System under
“Charging System”. Also check all grounds and battery cables and
connections.
Contact your authorized Cummins distributor if battery and charging
system pass all tests.
3-250
N14 CELECT FAULT CODE PROCEDURES

CAUSE No signal detected at both pairs of signal pins 1 & 15 and pins 11 & 14
of sensor harness connector at Engine Control Module (ECM).
EFFECT Engine will stop and not start.

CAUSE No signal detected at one pair of signal pins, either pins 1 & 15 or pins 1
& 14 of sensor harness connector at ECM.

CAUSE High voltage detected at boost pressure sensor pin 26 of sensor harness
connector at ECM.
EFFECT De-rate in engine power output.
CODE 123 Intake Manifold Pressure Sensor Circuit.

CAUSE Low voltage detected at boost pressure sensor pin 26 of sensor harness
connector at ECM.
EFFECT Derate in engine power output.
3-251

CAUSE High voltage detected at accelerator position signal pin 11 of sensor
harness connector.
ACTION STEP ONE: With key in off position, unplug connector P106 at ECM and
check resistances (Ω) between pin 18 and pin 19 and between pin 18
and pin 11 with an ohm meter. Check resistances with throttle at low idle
and hi idle positions.
1500-3000 ohms. Hi idle throttle position: 500-1500 ohms. Resistance
high idle throttle position.
If resistance tests are not to specification check wiring harness integrity.
Check wires for damage, bent, loose or corroded pins and loose
connectors.
STEP TWO: Unplug connector P104 at potentiometer and check
resistance of: wire EN-516 between pin 11, connector P106 and pin A,
connector P104: wire EN-517 between pin 19, connector P106 and pin
B, connector P104: wire EN-518 between pin 18, connector P106 and
pin C, connector P104.
Resistance should be approximately 10 ohms for each wire. If resistance
is not to specification locate and repair faulty wire or replace harness.
ohms. Resistance at low idle throttle position must be at least 1000 ohms
higher than at high idle throttle position.
STEP THREE: With connectors P106, P104, P122 and P123
disconnected using an ohm meter check for short circuits between pin
11 and the remaining six pins in connector P106. Resistance should be
greater than 100k ohms. If not to specifications check for open or bare
wire insulation and damaged wire harness.
described in appendix 1.
If error codes still exist contact Buhler-Versatile Support for further
instructions.
3-252

CAUSE Low voltage detected at accelerator position signal pin 11 of sensor
harness connector.
ACTION STEP ONE: With key in off position, unplug connector P106 at ECM and
check resistances (Ω) between pin 18 and pin 19 and between pin 18
and pin 11 with an ohm meter. Check resistances with throttle at low idle
and hi idle positions.
1500-3000 ohms. Hi idle throttle position: 500-1500 ohms. Resistance
high idle throttle position.
If resistance tests are not to specification check wiring harness integrity.
Check wires for damage, bent, loose or corroded pins and loose
connectors.
STEP TWO: Unplug connector P104 at potentiometer and check
resistance of: wire EN-516 between pin 11, connector P106 and pin A,
connector P104: wire EN-517 between pin 19, connector P106 and pin
B, connector P104: wire EN-518 between pin 18, connector P106 and
pin C, connector P104.
Resistance should be approximately 10 ohms for each wire. If resistance
is not to specification locate and repair faulty wire or replace harness.
ohms. Resistance at low idle throttle position must be at least 1000 ohms
higher than at high idle throttle position.
STEP THREE: With connectors P106, P104, P122 and P123
disconnected using an ohm meter check for short circuits between pin
11 and the remaining six pins in connector P106. Resistance should be
greater than 100k ohms. If not to specifications check for open or bare
wire insulation and damaged wire harness.
described in throttle calibration.
If error codes still exist contact Buhler-Versatile Support for further
instructions.
3-253

CAUSE High voltage detected at oil pressure signal pin 7 of sensor harness
connector.

CAUSE Low voltage detected at oil pressure signal pin 7 of sensor harness
connector.

WARNING LAMPS Yellow engine warning lamp #19, low engine oil pressure lamp #14.
below the low-pressure engine protection limit.
ACTION Operating engine under load at too low of a rpm may cause engine oil
pressure to drop below the engine protection limits. Check engine oil
level. Refer to your authorized Cummins distributor.

CAUSE High voltage detected at coolant temperature signal pin 17 of the sensor
harness connector.
3-254

CAUSE Low voltage detected at coolant temperature signal pin 17 of the sensor
harness connector.
CODE 151 Coolant Temperature-Engine Protection

WARNING LAMPS Red engine warning lamp #20, engine coolant temperature light #12.
CAUSE Voltage at the coolant temperature pin 17 of the sensor harness connector
indicates coolant temperature above 104°C (215°f).

temperature.

temperature.
3-255
CODE 155 Intake Manifold Air Temperature Sensor Circuit-Engine Protection

CAUSE Voltage at intake manifold air temperature sensor signal pin 25 of the
sensor harness connector indicates the intake manifold air temperature
above 84°C (183°F).

connector.

connector.
CODE 214 Oil Temperature-Engine Protection

CAUSE High oil temperature detected. Voltage at pin 6 of the sensor harness
connector indicates temperature above 123°C (255°F).
3-256
CODE 221 Ambient Air Pressure Sensor Circuit.

CAUSE High voltage detected at ambient air pressure signal pin 27 of sensor
harness connector.
CODE 222 Ambient Air Pressure Sensor Circuit.

CAUSE Low voltage detected at ambient air pressure signal pin 27 of sensor
harness connector.
CODE 234 Engine Overspeed

CAUSE Engine speed signal pins 1 and 15 and/or pins 11 and 14 of sensor
harness connector indicates engine speed greater than 2630 RPM.
EFFECT Fuel shut off valve closed until engine speed falls to 2000 RPM.
ACTION Verify engine RPM. Check all machine grounds are clean and tight.
Verify that correct fuel is being used. Check alternator connections and
operation. After previous checks are performed and problem still exists
CODE 235 Engine Coolant Level

WARNING LAMPS Red engine warning lamp #20, engine coolant level lamp #11.
CAUSE Voltage on the coolant level low signal pin 9 of sensor harness connector
indicates low radiator coolant level.
ACTION Refer to fault code 422 for troubleshooting procedures.
3-257
CODE 254 Fuel Shutoff Solenoid Supply Circuit

CAUSE Low voltage detected at fuel shutoff driver pin 16 of actuator harness
connector. Indicates current draw from ECM greater than 2 amps or faulty
ECM power supply.
EFFECT The ECM turns off fuel shutoff valve supply voltage. The engine will stop.
ACTION STEP ONE: Check for blown fuse F37 and F38. Check engine to chassis
ground for good connection. Check positive wire terminal on starter for
good connection.
STEP TWO: With key switched off unplug connector J19 and check
for 12volts at pins 1 and 3 of the power distribution board. Check for
continuity from pin 2 to a good ground source using an ohm meter.
Resistance should be less than 10 ohms (Ω). If resistance higher than 10
ohms check power distribution board ground. If board ground and fuses
F37 and F38 are ok then inspect power distribution board circuits and
connectors for damage. Replace board if found faulty.
STEP THREE: With key switched off and connectors J19 and P109
disconnected, check continuity of wires EN83, EN524 and EN525
from connector P109 to J19. Continuity should be less than 10 ohm.
If continuity is greater than 10 ohms check wiring harness for damaged
wires, insulation or pins. Repair as required. Also check for short circuit
between pin 2 and pins 1 and 3 with an ohmmeter. Resistance should be
greater than 100k ohms, if not repair wiring harness.
If all tests are ok and integrity of power distribution board is known to be
good contact your authorized Cummins distributor.
CODE 255 Fuel Shutoff

CAUSE Externally supplied voltage detected at driver pin 16 for the fuel shutoff
valve.
EFFECT Fuel shutoff valve will not close.

3-258





3-259





3-260

CODE 333 Injector Circuit

CAUSE No voltage detected on one or more injector supply pin (01, 03, 05, 11,
13 or 15) of the actuator harness when power is commanded.
EFFECT Speed de-rate to 1400 or 1600 rpm.
CODE 335 ECM RAM Memory

CAUSE RAM memory error inside ECM.
EFFECT Unpredictable, may not start.
CODE 341 ECM ROM Memory

CAUSE RAM memory error inside ECM.
EFFECT Unpredictable, may not start.
CODE 342 ECM

CAUSE The ECM was not calibrated with ESDN or there is an internal memory
error.
EFFECT Engine will not start.
3-261
CODE 343 Fault Processing Computer Chip

CAUSE Communication error with the Fault Processing Computer (FPC) chip or
engine position sensor cam sync error.
EFFECT Possible none on performance. Possible engine may stop or stumble.
ACTION STEP 1: Check all engine and chassis grounds, particularly negative
starter post connection. Check for moisture at ECM connectors. Check
alternator performance.
STEP 2: With key in off position unplug connector P107 and check for
voltage between pin A and ground. Voltage should be 0. If voltage present,
unplug connector J5 at main distribution board and check for voltage at
circuit board pin. If voltage is present at J5 pin on main distribution board
replace board. If voltage not present, disconnect all battery ground cables
and using an ohmmeter (Ω) check for short from pin A to pins J, L, M, T
and V. Resistance should be greater than 100k ohms. If resistance is less,
check harness for damage and repair harness. If all components test ok
CODE 351 Injector Power Supply

CAUSE Injector power suppy below specifications inside the ECM.l.
EFFECT May have no effect or may have reduced performance.

CAUSE Low voltage detected at ECM switch supply pin 18, connector P106 of
the throttle harness or low voltage detected at the ECM sensor supply pins
2, 3, 5, 12, 21 or 22 of the sensor harness.
EFFECT Engine de-rates to no air fuelling and simultaneous logging of fault codes
123, 141, 145, 154, 213, 222 and 422.
3-262
CODES 411, 412, Data Link Circuit

413, 414
CAUSE Data transmission error on control data link (can bus) pins 10 and 20 of
EFFECT No effect on engine.
ACTION STEP 1: With key switched to off position unplug connectors P110 (4
pin connector at back of EIC) and P108 (3 pin connector from ECM).
With ohmmeter (Ω) measure resistance between pins 1 and 2, connector
P110. Resistance should be 50-60 ohms. If resistance is 100-120 ohms
suspect a faulty CAN BUS terminator, or an open circuit in wiring harness
or MDP.
STEP 2: Measure resistance from pin 3, connector P110, to pin C,
connector P108. Resistance should be less than 10 ohm. If greater than
10 ohm check harness, connectors pins and circuit board for damage.
Repair as required.
Measure resistance from pin 3 to pins 1 and 2 at connector P110.
Resistance should be infinite. If not, check harness for damage and
replace if damaged.
STEP 3: With connectors P110 and P108 disconnected, unplug
connectors J2 and J3 from the MDP. Check resistance between pins 1
and 2 at connector P110, and between pins A and C at connector P108.
Resistance for each circuit tested should measure 100-120 ohms. If only
one circuit measures 100-120 ohms, check remaining circuit harness
for damage or opens. If wires appear ok replace CAN BUS terminator and
retest.
STEP 4: If all above tests meet specifications contact your authorized

WARNING LAMPS Red engine warning lamp #20, engine oil pressure lamp #14.
below the low-pressure protection limit.
ACTION Check engine oil level. Is tractor being operated under load at low engine
rpms? Does the harness connector have good contact with the oil sensor?
3-263
CODE 422 Coolant Level Sensor Circuit

CAUSE Voltage detected simultaneously on both the coolant level high and low
signal pins L and M of sensor harness connector or no voltage detected on
both pins.
EFFECT No engine protection for coolant level.
ACTION STEP1: Check coolant level and top up as required. With key switched
off unplug connector P30 at coolant level sensor. Install a jumper wire
from pin A to pin C and from pin B to pin D. Turn key to the run position,
coolant level lamp should not be lit. If lamp is not lit, replace coolant level
sensor. If lamp is still lit then continue to step 2.
STEP 2: Unplug connector P107 and check resistance from connector
P107, pins J, K, L, & M to connector P30, pins C, B, D, & A respectfully.
Resistance should be less than 10 ohms. Also check for short circuits
between pins J, K, L, & M at connector P107. Resistance must be over
100k ohms. If resistance readings not to these specifications check
harness for damage and repair as required. If harness tests ok continue to
step 3.
STEP 3: Check integrity of coolant low level warning lamp ground
circuit, wires CM83 through fuse circuit board and wire EN83 to ECM.
Disconnect connector P2 from EIC, turn key to run position, engine off.
Using ohmmeter (Ω) check for resistance from pin 14, connector P2 to a
good ground. Resistance should be greater than 100k ohms. With coolant
level sensor disconnected, reading should change to less than 100 ohms.
If reading is less than 100 ohm with coolant sensor connected turn key
to off position and disconnect P106 from ECM. Check resistance from
pin 14, P2 to a known good ground. Resistance should be infinite. If not
remove connector J5 at fuse panel and re-test for short to ground at pin
14, P2. If reading is infinite, wire EN83 is shorted to ground and must be
checked for damage.
If resistance is not infinite remove connector J1 at fuse panel and re-test
for short to ground at pin 14, P2 connector. If reading is infinite check pin
35, J1 connector at fuse panel for resistance to ground. Reading should
be greater than 100k ohms, if not suspect faulty fuse panel. If reading is
not infinite then wire CM83 has a short to ground and must be checked
for damage.
If all above tests pass resistance checks then contact your authorized
3-264
CODE 431 Idle Validation Switch Circuit

CAUSE Voltage detected simultaneously on both the idle validation off-idle and
on-idle signal pins 6 and 9 at harness connector P106.
ACTION STEP 1: Check the integrity of the wiring harness and pins from the
throttle potentiometer, connector P104, to the Engine Control Module
(ECM) harness connector P106, and if no damage to harness or pins is
found, the throttle potentiometer should be recalibrated as stated below
With the key switch ON (engine off), gradually push the throttle lever from
idle position to full throttle and return to idle position. Repeat this step 3
engine and let it idle for one minute. Verify that fault codes are inactive.
(Refer to Section 2 Repair Manual, ‘Fuel System’).
STEP 2: Fault codes 131 and 132 may also be associated with fault
431. If either of these codes are present, then the wiring and idle switch/
throttle potentiometer integrity should be verified as explained previously
under these fault codes.

CAUSE No voltage detected at idle validation on-idle signal pin 6 of connector
when voltage at the throttle position signal pin 11 of connector P106
indicates pedal is not at idle, or no voltage detected at idle validation off-
idle signal pin 9 of connector P106 when voltage at accelerator position
signal pin 11 of connector P106 indicates throttle is at rest (idle).
ACTION Check idle validation switch by following ACTION procedure for fault code
131.

CAUSE Voltage signal at boost pressure signal pin 26 of sensor harness connector
indicates high boost pressure but other engine characteristics indicate
boost pressure must be low.
EFFECT De-rate to no air setting.
3-265

CODE 434 Unswitched Battery Supply Circuit
CAUSE Battery voltage at pins A & C, connector P109 fell below 6.2 volts for
a fraction of a second or ECM was not allowed to power down correctly
(retain battery supply voltage for 30 seconds after key off).
EFFECT Possibly no noticeable performance effects or possibility of engine
stopping or possibility of not starting after operator shutdown of engine.
ACTION STEP 1: Check battery voltage, all battery cables and connections and
all ground connections. Check engine fuse 1 and engine fuse 2 at main
distribution panel. Replace as required. If fuses continue to blow proceed
to step 3.
STEP 2: Unplug connector P109 and check for +12v between pin A
and pin B, and between pin C and pin B. If +12v present contact your
authorized Cummins distributor.
STEP 3: Disconnect connector P101 (Labeled J19 on MDP). Check for
+12v at pins 1 and 3 of main distribution panel. Also check resistance
from pin 2 to a known good ground. Resistance should be less than
10 ohms. If no voltage present or high resistance from pin 2 to ground
inspect main distribution panel for damaged or loose pins and circuits.
Replace with a known good main distribution panel and check if error
codes are gone. If +12v present and ground is good unplug connector
P109 at the ECM and check continuity from pins A, B, and C to pins 1, 2
and 3 respectfully of connector P101. Resistance should be less than 10
ohms. Also check for shorts from pin 2 to pins 1 and 3 and from pin 1 to
pin 3, resistance should be infinite. If resistances are not correct repair or
replace harness from main distribution panel to ECM.
If all circuits have checked ok contact your authorized Cummins
distributor.
MULTIPLE CODES: ECM Voltage

123, 141, 145, 154,
213, 222, 352, and 422
CAUSE Low voltage detected on the internal ECM supply line to the sensors.
EFFECT Sensors will not operate correctly.
3-266

MULTIPLE CODES: ECM Voltage
352, 431
CAUSE No outgoing voltage detected at the ECM switch supply pin 10 at
connector P106 and no voltage detected at pins 9 and 6 at connector
P106.
EFFECT Cruise control will not work and ECM loses signal from throttle control
switches. Engine may remain at idle.
ACTION STEP 1: With key in off position, unplug tractor harness connector P106
at ECM. Turn key to run position (engine not running) and check for
voltage at pin 10, voltage should be 4.75-5.25V. If no voltage present,
contact your authorized Cummins distributor. Tests ok, proceed to next
step.
STEP 2: With key in off position, unplug harness connector P104 at
throttle potentiometer and reconnect connector P106. Switch key to
run position, (engine not running) and check for 4.75-5.25V at pin F,
connector P104. If voltage present, with throttle potentiometer at idle
position, check resistance from pin F to pin E, and resistance from pin
F to pin D at potentiometer connector. Resistance from pin F to pin
E should be 35-50 ohm and resistance from pin F to pin D should be
infinite. Rotate potentiometer to high idle position and check resistance
from pin F to pin D, and resistance from pin F to pin E. Resistance from
pin F to pin D should be 35-50 ohm and resistance from pin F to pin
E should be infinite. If resistance is not in this range replace throttle
potentiometer. Also see error codes 431, 432, 131, 132. Tests ok,
proceed to next step.
STEP 3: If voltage is less than 4.75-5.25V there is either a short to
ground or an open in the circuit. Wires EN-171A, EN-171B, EN-171C,
EN-171E and EN-171F are all spliced to wire EN-171D.
With key in off position, unplug connectors P104, P106, P122 and
P123. Check resistance from pin 10, connector P106, to pin F, connector
P104, to pin 2 and pin 5, connector P122, to pin 2, connector P122.
Resistance between pin 10 any of the other pins should be less than
10 ohms. If resistance is higher than 10 ohms there is an open in the
harness. Check harness, pins and connectors for damage and repair or
replace harness as required.
Also check resistance between pin 10, connector P106 and a good
ground. Resistance should be infinite. If not check harness for damage
and for contact to tractor frame. Repair or replace harness as required.
Check for voltage from pin 10, connector P106 to ground. There should
be no voltage present.
If voltage is present check for a damaged harness that could be causing a
short to another voltage source.
If no faults found in above tests contact BVI support for further
assistance.
3-267
THROTTLE CALIBRATION PROCEDURE

Appendix 1
Note 1: The ECM and throttle potentiometer assembly must be calibrated to each
other for proper engine response.
Note 2: The ECM and throttle potentiometer assembly must be calibrated when
a throttle potentiometer is initially installed/replaced, when an ECM is
replaced, when a new calibration is downloaded to the ECM, and when the
throttle potentiometer wiring is disconnected while the vehicle key switch
is ON.
Throttle Calibration With the key switch ON (engine off), gradually push the throttle lever from
Procedure: idle position to full throttle and return to idle position. Repeat this step 3
engine and let it idle for one minute. Verify that fault codes are inactive.
(Refer to Section 2 Repair Manual, ‘Fuel System’).
CODE DEFINITION
Powershift Fault Codes
Powershift fault codes appear in gear display whenever a fault is detected.
PP ----------------------------------- Low input voltage to controller
I1 ----------------------------------- Internal defect in controller
TA ----------------------------------- No transmission output speed sensor signal
T2 ----------------------------------- Selector switch problem - use diagnostic test T2
T3 ----------------------------------- Clutch pedal potentiometer - use diagnostic test T3
T5 ----------------------------------- Engine load signal error - use diagnostic test T5
T6 ----------------------------------- Engine speed sensor error - use diagnostic test T6
T7 ----------------------------------- Transmission output speed sensor error - use diagnostic test T7
S1 ----------------------------------- Transmission solenoid 1
S9 ----------------------------------- Lube boost solenoid 9
WARNING! If a malfunction occurs that puts the transmission into neutral, a status code appears and the
operator must apply the brakes to slow the tractor.
3-268
TRACTOR PERFORMANCE MONITOR (Optional)

DESCRIPTION AND OPERATION Transmission Output Shaft Sensor - Actual
wheel speed.
The optional Tractor Performance Monitor
automatically begins to work as the ignition The system provides operating information on:
switch is turned to the “RUN” position. Area/Hour - Acres (or Hectares) per hour based
The system consists of the following items: on last five seconds of operation.
Control Console - LCD display and three Area - Total accumulated area (since the last
touch-sensitive switches. reset of AREA display).
Radar Ground Speed Sensor - Determines Slip - Wheel slip in percent (%) with alarm.
true ground speed.
Each function readout can be displayed by
Implement Status Switch - Determines touching the respective switch (except alarms)
whether implement is engaged. at any time.
3-269
Control Console
The console, 1, contains a 4-digit readout and
messages to inform the operator of the value
and function being displayed.
The three touch-sensitive switches, 2, are used
to display different data. The print and symbols
on the top half of the switches indicates switch
function when in OPERATE mode. The symbols
on the lower half of switches indicate a switch
function when in SET UP mode. The location
of the ’caret’ in the display area indicates
information selected. A bar graph at top of
display indicates slip percentage.
The display is backlit for night visibility when the Figure 3-267
rotary light switch is in positions three, four, or
five. The TPM uses a number GE-73 bulb for
the backlit display. The console is active with the
ignition switch in the “RUN” position. The memory
is retained if the battery is disconnected.
NOTE: Whenever the ignition switch is turned
from “OFF” to “RUN,” the performance
monitor will automatically be in the OPERATE
mode.
Radar Ground Speed Sensor

The radar sensor, 1, provides the Electronic
Instrument Control System with a true ground
speed input. This sensor signal is shared with
the performance monitor and compared to the
transmission output speed sensor signal to
provide “% SLIP” readings. The true ground
speed also provides the base for accurate
“AREA/HR” readings.
Figure 3-268
3-270
Implement Status Switch

The implement status switch, 1, installed at a
location on the 3-point hitch or on the drawbar
implement, indicates to the console whether
the implement is up (area accumulation off) or
down (area accumulation on).
Figure 3-269
OPERATOR’S CONTROLS
The various functions of the touch-sensitive
switches of the performance monitor are detailed
in the following description. Read through this
description completely before attempting to
use the switches.
Each of the three touch-sensitive switches is
multifunctional, performing one function in the
OPERATE mode and another function in the
SET UP mode.
The SET UP functions are indicated on the switch
by symbols in the lower half and OPERATE
functions in the upper half.
NOTE: Whenever the ignition switch is
turned from “OFF” to “RUN,” the Tractor
Performance Monitor will automatically be in
the OPERATE mode.
Each correct touch operation of any switch
will be accompanied by a short beep from the
alarm.
3-271
TPM SWITCH & ICONS
User Interface
Figure 3-270
CARET POS. SYMBOL FUNCTION

1 A Block with hash marks Acres Accumulator
2 B Block with hour glass Acres/Hour
3 C Line w/ left pointing arrow Feet Accumulator
4 D Tractor w/ rotating arrow % Slip
5 E Line w/ left pointing arrow Meters Accumulator
6 F Block with hour glass Hectares/Hour
7 G Block with hash marks Hectares Accumulator
The Buhler Versatile TPM has two modes: Operation Instruments

1. Operate Mode: The TPM displays In the operate mode, the TPM consist of two
information that corresponds to the displays. One displays the bargraph at the top
designated caret location and percent of the LCD, the second is the digital readout of
slip in a bargraph form at the top of the one of seven functions indicated by the caret at
display. the bottom of the LCD. To change which digital
2. Setup Mode: There are two levels, user function is displayed, press the left or right touch
setup level and factory setup level. switches that are below the LCD. All of the
instruments are updated every second.
OPERATE MODE Bargraph Percent Slip
Power Up Sequence The TPM constantly displays the percentage
No instruments are displayed during the power of slip in the 0-30% bargraph at the top of the
up sequence. The default caret for operating is LCD. The bargraph does not flash when 30% is
caret 4 / Pos. D, percent slip. exceeded.
3-272
Caret 1/ Pos. A Acre Accumulator reset the distance accumulator press and hold
This displays the acres covered in XXX.X the start/stop touch switch until the LCD blinks
format based on the implement width and the and displays “0”. The distance accumulators
ground speed. The display increments as long (feet and meters) are tied together, so that
as the implement status is down. When the starting, stopping, or resetting either distance
implement status is up, the acres value stops accumulator does the same to the other caret
accumulating and flashes the value when the function. The accumulated distance will flash
acre accumulator caret is selected. when accumulation has stopped.
Caret 2/ Pos. B Acres Per Hour Caret 6/ Pos. F Hectares Per Hour
This displays the calculated acres covered per This displays the calculated hectares covered
hour in XXX.X format based on the implement per hour in XXX.X format based on the implement
width and ground speed. This display updates width and ground speed. This display updates
as long as the implement status is down. When as long as the implement status is down. When
the implement status is up, the acre per hour the implement status is up the hectare per hour
value will display “.0” and an alarm will sound value will display “.0” and an alarm will sound
for 3 seconds to indicate that the implement is for 3 seconds to indicate that the implement is
up. up.
Caret 3/ Pos. C Distance Accumulator Caret 7/ Pos. G Hectare Accumulator
(Feet) This will display the hectares covered in XXX.
This accumulates feet from the radar input in X format based on the implement width and the
an XXXX format. To start and stop the distance current speed in XXX.X format. This display
accumulator, select a distance accumulator will increment as long as the implement status
caret function and press the start/stop touch is down. When the implement status is up the
switch. To reset the distance accumulator hectares value will stop accumulating and flash
press and hold the start/stop touch switch until that value when the hectare accumulator caret
the LCD blinks and displays “0”. The distance is selected.
accumulators (feet and meters) are tied together, Slip Alarm
so starting, stopping, or resetting either distance When the percent slip is above the alarm percent
accumulator does the same action on the other setting a continuous audible alarm sounds and
caret function. The accumulated distance the slip caret flashes until the percent slip drops
flashes when accumulation stops. below the alarm value. If the percent slip caret is
Caret 4/ Pos. D Percent Slip selected during an alarm condition, the current
This displays the percentage difference between slip value will be displayed and updated. The
the radar input and the sensor input from the maximum value that can be displayed is 30%.
transmission in XXXX format. The slip caret NOTE: Whether in Percent Slip mode or not,
flashes when the slip is greater than the slip when the alarm percentage is reached, the
alarm percentage regardless of what function TPM will activate the alarm.
is being viewed. When the caret is flashing, a
continuous alarm sounds until the slip drops Zeroing Slip Function
below the slip alarm percentage. While in the To set the zero slip, select the percent slip caret
alarm condition, other carets can still be selected and drive the tractor at a constant speed in a
and viewed; however the slip caret will continue zero slip condition then press and hold the reset
to flash until the slip drops below the slip alarm touch switch for three seconds until the LCD
value. The default alarm percentage is 15%. blinks.
Caret 5/ Pos. E Distance Accumulator Acres Accumulator Zeroing Function
(Meters)
To reset the acres accumulators to zero, select
This accumulates meters from the radar in an the acres area accumulator and press and hold
XXXX format. To start and stop the distance the reset touch switch for three seconds until
accumulator, select a distance accumulator caret the LCD blinks and displays “.0”. This resets the
function and press the start/stop touch switch. To acre area accumulator to zero.
3-273
Hectares Accumulator Zeroing Function

To reset the hectares accumulator to zero, select
the hectares area accumulator and press and
hold the reset touch switch for three seconds
until the LCD blinks and displays “.0”. This
resets the hectare area accumulator to zero.
PROGRAMMING AND CALIBRATING
This procedure includes entering information
into the Tractor Performance Monitor (TPM)
memory, calibrating the TPM to the ground
speed sensor, setting the % slip alarm, and
calibrating the zero wheel slip.
STEP 1 - Setting the implement width
STEP 2 - Setting the % slip alarm limit
STEP 3 - Setting the ground speed
calibration number
STEP 4 - Distance calibration verification
STEP 5 - Zero wheel slip
Entering the SET UP Mode
To enter the SET UP mode, the ignition switch
must be turned to the “RUN” position. Hold
down the SELECT switch, 1, for 5 seconds.
The console display will at first begin to flash
4 dashed lines (----). Continue to hold the
SELECT switch until the 4 dashed lines come
on solid. Release the SELECT switch and the
first SET UP mode Cd 1 will be displayed.
Selecting Different Settings while in SET UP
Mode
While in the SET UP mode, you can scroll
through the available setting by repeatedly
pressing the SELECT switch, 1.
In the user SET UP mode there are four 1
configurable settings:
Figure 3-271
Cd 1 - % Slip alarm limit
dC 1 - Ground speed calibration
dC 2 - Known ground speed constant
b 1 - Implement width
Programming and calibrating must be carried
in the following order. Values entered into
specific steps have an effect on other areas of
calibration. Do not deviate from the order or
steps given.
3-274
STEP 1 - Setting the implement width

The first setting to be configured will be the
implement width (b 1).
With the TPM in its SET UP mode, use the
SELECT switch, 1, to change the console display
to read b 1.
To enter mode b 1, momentarily press the
START/STOP button, 2.
The console display will change to show 4 digits
(XXXX), one digit will be flashing.
Touching the DIGIT SELECT switch, 3, will
select the digit to be changed. The selected digit
will flash. Set the proper value for each digit by 1 3 2
repeatedly touching the START/STOP switch.
The implement width must be programmed Figure 3-272
accurately when different implements are used
to ensure proper area readings. Be sure to
consider any overlap that occurs, particularly
with tillage equipment.
Once the implement width has been set, touch
the SELECT switch, 1, to advance to the next
step the % Slip alarm limit.
NOTE: The implement width can be changed
at any time and the remaining steps; once
configured, do not need to be repeated.
STEP 2 - Setting the % Slip alarm

The second setting to be configured will be the
% Slip Alarm limit (Cd 1).
SELECT switch, 1, to change the console display
to read Cd 1.
To enter Cd 1, momentarily press the START/
STOP button, 2.
The console display will change to show 4 digits
(XXXX), one digit will be flashing.
Touching the DIGIT SELECT switch, 3, will
select the digit to be changed. The selected digit
will flash. Set the proper value for each digit by 1 3 2
repeatedly touching the START/STOP switch.
Figure 3-273
NOTE: TPM units will come with the % Slip
Alarm set to 0100. Setting % slip alarm greater
than 0100 will disable the alarm.
Once the % Slip Alarm has been set, touch the
SELECT switch, 1, once to advance to the next
step Ground Speed Calibration.
3-275
STEP 3 - Setting the Ground Speed

Calibration number
The second SET UP mode is the Ground Speed
Calibration (dC 1).
To determine the Ground Speed Calibration
number, proceed as follows.
Measure accurately a 122 m (400') course, in a
straight line on hard, level ground.
Mark the start and finish points.
SELECT switch, 1, to change the console
display to read dC 1. dC 1 is the Ground Speed
Calibration mode.
To enter the Ground Speed Calibration mode
press the START/STOP button, 2, once. The
console display will change to show 4 digits
(XX.XX).
Proceed onto course and as you drive past the
start marker touch the START/STOP switch.
The console display will begin counting up from
00.00.
Drive the 122 m (400’) course at a moderate and
steady speed. 1 3 2
As you drive past the 122 m (400’) marker touch
the START/STOP switch again. The display Figure 3-274
will show a Ground Speed Calibration number

(approx. 40.00).
Touch the SELECT switch once to exit the
Ground Speed Calibration mode. The console
display will show the next mode (dC 2).
The TPM calibrations are now complete. To exit
out of the SET UP mode press and hold the
SELECT switch. As you hold down the SELECT
switch the console display will begin to flash 4
dashed lines (----). Continue to hold until the
dashed lines come on solid. Release the SELECT
switch and you are now out of the SET UP mode
and are now back in normal operating mode.
3-276
STEP 4 - Distance calibration verification

Confirm that the Ground Speed Calibration has
been done correctly by performing a distance
calibration verification.
Press the DIGIT SELECT switch, 3, until the
CARET is pointing to the “metre” or “feet” display
indicator.
Reset the digital readout on the console display
using the START/STOP switch, 2, to show
zero.
Drive at moderate speed and touch the START/
STOP switch, 2, at the 122 m (400') marker. The
display will begin to count the distance.
Touch the START/STOP switch, 2, as you pass
the end marker. The display will stop, indicating
the distance traveled.
The display should show 121-123 meters (396
ft - 404 ft) if the Ground Speed Calibration in 1 3 2
STEP 3 was done correctly.
NOTE: If the display number is incorrect Figure 3-275
repeat the Ground Speed Calibration done

in STEP 3.
STEP 5 - Zero wheel slip

To insure an accurate readout of the % Slip,
the console must be set to a zero wheel slip
condition.
Press the DIGIT SELECT switch until the
CARET is pointing to the “% Slip” display
indicator.
Drive the tractor in a straight line in normal
gear, at a slow and steady pace, in a zero slip
condition.
While the tractor is traveling press and hold the
START/STOP switch for 3 to 5 seconds until
the console display blinks and the % Slip reads
zero.
You have now zeroed the % Slip display.
Figure 3-276
3-277
Factory Setup
To enter the factory setup press and hold the
setup key at power up of the TPM. When in
this mode the user will be able to change five
constants. These constants are always to be
entered in U.S. units. To advance the next
constant press the setup touch switch. To edit
the constant use the digit select touch switch
to step through the digits and use the digit
increment key to change the desired digit.
The first constant (Fb1) is the slip alarm in
percentage. The default for the slip alarm is
15%.
The second constant (dc1) is the ground speed
course distance in feet. The default for the
ground speed course distance is 400 ft.
The third constant (dc2) is the running ground
speed calibration. This constant can be captured
when a 400 foot course has been marked off.
With the TPM in the setup mode, get the tractor
moving at a set speed then press the start/stop
switch when the tractor crosses the beginning
of the course. The TPM will accumulate the
pulses from the radar while traveling the course.
When the tractor crosses the end of the course,
press the start/stop switch again. The TPM will
calculate the constant and save the constant in
pulses per foot as the new radar constant. The
default constant is 34.56. The third and fourth
constant values will always be the same.
The fourth constant (dc3) is the ground speed
constant entry. This constant will be displayed
with one of the numbers flashing. This number
can be incremented by using the start/stop
touch switch. The selecting of numbers can be
done by pressing the digit select touch switch
once. This will select the digit to the left of the
currently selected digit. The default constant is
34.56. The third and fourth constant values will
always be the same.
The fifth constant (Fp1) is ground speed cutoff.
This value is the ground speed in MPH that
the area and distance accumulators will stop
incrementing when the ground speed decreases
below this value. The default value is 1.0 MPH.
3-278
SYSTEM CHECKS
The TPM features a self check which displays
briefly all messages as shown when the key
start switch is switched on.
The display then advances to OPERATE
mode.
If the battery has been disconnected,
programming and calibration will have to be
executed starting at STEP 1 in “Programming
and Calibrating” earlier in this section.
Figure 3-277
Replacing the Tractor Performance Monitor

1. Unplug connector P8, at rear of TPM.
2. Remove the two screws, 2, and remove the
TPM shroud and module.
Figure 3-278
3. Remove the TPM from the shroud by

compressing the serrated edges on the TPM
and while pushing the module forward.
4. Insert the new module into the opening and
push firmly until module is seated in the
shroud.
5. Install the TPM shroud and module screws,
2. removed in Step1.
6. Plug in connector P8.
Figure 3-279
3-279
Figure 3-280
3-280
Radar Ground Speed Sensor EN-75 to connector P33/4. Power then follows
the red wire into the radar sensor. The ground
The radar sensor uses a microwave-doppler circuit leaves the radar sensor through the black
system for determining true ground speed. wire to connector P33/1. It leaves the connector
The radar sensor sends a series of microwave and travels through wire EN-157 to Ground #4.
pulses. These microwaves bounce off the The radar sensor also sends a “monitor” signal
ground and return to the sensor. These pulses through the white wire to connector P33/3, and
are then compared to values obtained during through wire EN-73 to the fuse and relay panel
the calibration process to calculate true ground at connector J5/20. Power passes through the
speed. Prior to performing any troubleshooting, panel to connector J1/23 and through wire CM-
make sure the unit has been calibrated as 73 to connector P4/C1 at the electronic monitor.
described in “Programming and Calibrating” This signal activates the radar calibration,
discussed earlier in this section. places the radar symbol in the display, and
removes the axle speed input. The radar signal
CAUTION: Never look directly into the
leaves the sensor through the green wire to
emitter of the radar gun. The microwave
connector P33/2, and through wire EN-74 to the
signals emitted from the gun may cause eye
fuse and relay panel at connector J5/14. Power
damage.
passes through the panel to connector J1/24
Power for the radar sensor comes from the and through wire CM-74 to connector P4/C2 at
electronic monitor at connector P4/D1 through the electronic monitor. This radar signal is used
wire CM-75 to the fuse and relay panel at by the electronic monitor and also sent to the
connector J1/25. Power passes through the TPM through wire CM-90.
panel to connector J5/13 and through wire
3-281
Troubleshooting the Ground Speed Radar
Engine “OFF.” Key switch in RUN.

Electronic select switch in
position 3, Tractor Ground Speed.
Yes
No If a position speed was obtained,
Remove wire CM--74 from
the radar sensor is defective.
connector P33/1 and rapidily “tap”
Replace.
the wire to the ground. Does
speed indication stay at 0.0
MPH?
Yes
Check continuity between No Open or poor connection in wire

connector P33/1 and a good EN-157 in engine wire harness.
ground. Repair.
Yes
Check for 12 volts at connector No Unplug connector J1. Check for No Open or poor connection in cab
P33/4. 12 volts at J1/25. main wire harness.
Yes
Open or poor connection in wire
EN-75 in engine wire harness.
Repair.
Yes
Key switch “OFF.” Install a jumper No Open or poor connection in wire
across P33/1 and P33/2. Unplug EN-74 in engine wire harness.
connector J5. Check for continuity Repair.
between J5/14 and a good
ground. Continuity?
Yes
connector P4. Check continuity EN-74 in cab main wire harness.
between P4/C2 and a good Repair.
ground. Continuity?
Yes
Problem is in EIC module. Repair
or replace.
3-282
Replacing the Radar Gun

1. Unplug connector P33, 1. 1
2. Support the weight of the radar gun and
remove the two bolts and nuts, 2.
10996942
2
Figure 3-281
3. Remove the radar gun, 1, from the mounting

bracket, 2, by removing the four bolts and
nuts. 2
4. Install the new radar gun onto the mounting
bracket using the four (1/4″ x 1/2″) flange
screws, 3. Tighten the bolts to 7 N⋅m (60 in.
1
lbs) of torque.
ATTENTION: Do not over torque the flange
screws. 3
10996939
Figure 3-282
5. Install the gun and bracket assembly in the

left hand nose of the tractor using the two
large bolts and nuts, 1. 2
NOTE: Make sure the hoses that run in
front of the bracket are lying against the
sheathing on the bracket.
NOTE: The radar gun is held at a fixed 35°°
angle and requires no adjustment of the
angle for proper operation. The gun faces
the rear of the tractor.
6. Plug in connector P33, 2. 1

10996942
Figure 3-283
3-283
IMPLEMENT STATUS SWITCH

The implement status switch is to be mounted to
the tractor for 3-point hitch applications, or to the
implement for drawbar applications, to provide
an “ON/OFF” signal to the Tractor Performance
Monitor (TPM) to start and stop the calculation
of the area covered.
Figure 3-284
Examples of various mounting arrangements

are shown:
A. Tractor Equipped with 3-Point Hitch - The

implement status switch, 1, is attached to the
fender and connected to the lift arm.
Figure 3-285
B. Remote Mount to an Implement - The

implement status switch is attached to the
linkage that lifts the implement.
Instructions for mounting the switch are
provided with the kit. Tractors with a factory-
installed TPM will have the switch shipped
with it.
Figure 3-286
3-284
NOTE: In order to remote mount the

implement status switch on a trailing
implement, the tractor will require a
remote mount wiring harness kit (part
#86001101). The wiring harness has a
male connector that will plug into the
trailer light socket at the rear of the tractor
and will connect the remote mount
implement status switch with the TPM via
the tractor’s wiring harness. No
additional wiring modifications are
necessary to remote mount the
implement status switch.
Figure 3-287
3-285
The implement status switch can connect to the

tractor electrical system at two different spots
- at the fender or remotely on an attachment.
The fender connector wires are RF-55B (signal)
and RF-155 (ground). The remote attachment
connector wires, with the extension from the
7-pin trailer plug, are SS-2 (signal) and SS-1
(ground).
Figure 3-288
The implement status switch is a three-wire,

normally open / normally closed switch. The
black wire connects to ground and the red or
green wire connects to the signal wire. It does
not matter which color wire, red or green,
connects to signal because the TPM setup will
work either way.
On the “Old Style” TPM, once the switch is
connected, always make sure the TPM lights
the “UP” LED when the implement is up and
turns it off when the implement is down. Adjust
the chain properly and use the “AREA” button to
make the display correspond to the implement
status.).
Figure 3-289
On the “New Style” TPM the caret above the
area accumulation menu should flash when
the implement is raised and go solid when
lowered.
3-286
INDIVIDUAL SYSTEM CIRCUITS

The Buhler Versatile 4WD tractor has various
electrical circuits providing the operator with
features to assist in normal operation of the
tractor. This section will cover those circuits in
detail.
WINDSHIELD WIPERS AND WASHER

Operation
The Buhler Versatile 4WD tractors are equipped
with a front windshield wiper and washer, and a
rear window wiper and washer. Power for the
front and rear windshield wipers and washer
motors comes from the 10 amp wiper fuse (F20).
Power is available when the ignition switch is in
the “RUN” or “ACC” position.
Front Windshield Wiper Switch

The front windshield wiper switch, 1, is a three-
position switch. Position one (when the bottom of
the switch is flush with the dash) is the off
position. Position two (when the switch is in the
center rocker position) is low speed. Position
three (when the top of the switch is pressed flush
with the dash) is high speed.
1 2 3
NOTE: When the front windshield wiper
switch is turned off, the wiper arm will always
stop on the right side of the windshield.
Rear Window Wiper Switch
The rear windshield wiper switch, 2, is a three-
Figure 3-290
position switch. Position one (when the bottom of
the switch is flush with the dash) is the off
position. Position two (when the switch is in the
center rocker position) is low speed. Position
three (when the top of the switch in pressed flush
with the dash) is high speed.
NOTE: When the rear windshield wiper

switch is turned off, the wiper arm will always
stop on the left side of the rear cab window.
Front and Rear Windshield Washer Switch
The washer switch, 3, is a three position,
momentary-type switch. Position one (when
switch is in the center rocker position) is the off
position. Position two (when the top of the switch
is pressed flush with the dash) will provide
washer fluid to wash the front windshield.
Position three (when the bottom of the switch is
flush with the dash) will provide washer fluid to
wash the rear window.
3-287
Troubleshooting the Windshield Wipers and Washers
Operate the windshield wipers and observe the problem. Match the problem to one of the headings on
the following charts. Follow the systematic step-by-step instructions in the chart to correct the problem.
Follow the instructions carefully.
Front and Rear Wipers Do Not Work and the Washers Do Not Work
Pretest Probable Cause
Step Instructions Test Result and Correction
1. Key switch “OFF” Check condition of Fuse defective. Replace fuse.
wiper fuse, F20.
Fuse good. Go to next step.
2. Key switch “OFF” Check condition of Connector defective. Repair connector.
connector J2 at fuse
and relay panel. Connector good. Go to next step.
3. Key switch “ON” Check for battery No or low voltage. Problem with cab main
voltage at pin #2 of wire harness between
the front wiper connector J2 at power
switch, rear wiper distribution board and
switch and washer switches. Repair.
switch.
Battery voltage avail- Problem with individu-
able at any or all al wiper/washer
switches. switches/circuits. Go
to “Front (or Rear)
Wiper Does Not Work
in HI or LOW Speed,
“or” Front or Rear
Washer Pump Does
Not Work” trouble-
shooting charts.
3-288
Front (or Rear) Wiper Does Not Work in High or Low Speed
1. Key switch “ON” Check for battery No or low voltage. Problem with cab main
voltage at pin #2 of wire harness between
wiper switch (wire connector J2 at fuse
CM-30B for front wip- and relay panel and
er; wire CM-30D for switch. Repair.
rear wiper).
Battery voltage. Go to next step.
2. Key switch Check continuity be- No continuity. Open or poor connec-
“OFF”. tween wiper motor tion in CM-152 wire
and a good ground. (CM-154 wire on the
rear wiper) between
wiper motor and
Ground “5.” Repair.
Continuity. Go to next step.

3. Key switch Check continuity be- No continuity. Defective switch. Re-
“OFF”. Wiper tween terminal #6 place.
switch in “LOW.” and terminal #2 of
wiper switch. Continuity. Go to next step.
4. Key switch Check continuity be- No continuity. Defective switch. Re-
“OFF”. Wiper tween terminal #3 place.
switch in “HIGH.” and terminal #2 of
wiper switch. Continuity. Go to next step.
5. Key switch “ON”. Check for battery No or low voltage. Open or poor connec-
Wiper switch in voltage at pin #1 of tion in CM-121 wire
“LOW.” connector 17 (con- (CM-124 wire for rear
nector 19 for rear wiper) between wiper
wiper) at wiper motor. switch and wiper mo-
tor. Repair.

6. Key switch “ON”. Check for battery No or low voltage. Open or poor connec-
Wiper switch in voltage at pin #2 of tion in CM-120 wire
“HIGH.” connector 17 (con- (CM-123 wire for rear
nector 19 for rear wiper) between wiper
wiper) at wiper motor. switch and wiper mo-
tor. Repair.
Battery voltage. Defective wiper motor.

Replace.
3-289
Front (or Rear) Washer Pump Does Not Work in High or Low Speed
1. Key switch “ON” Press washer switch Pump runs, no fluid. Problem is not electri-
up (front) or down cal. Check hoses and
(rear) and listen for spray nozzles for ob-
sound of pump run- structions.
ning.
Pump does not run. Go to next step.
2. Key switch “ON” Check for battery No or low voltage. Open or poor connec-
voltage at pin #2 tion in CM-30C wire
(CM-30C wire) at between washer
washer switch. switch and wiper/
washer wire splice.
Repair.

3. Key switch “OFF” Check continuity be- No continuity. Open or poor connec-
tween washer pump tion in ground wire be-
and a good ground. tween washer pump
and ground #6. Re-
pair.
Continuity. Go to next step.

4. Key switch “OFF” Check continuity at No continuity. Defective switch. Re-
Washer switch washer switch be- place.
held in up (front) tween pin #1 and #2
or down (rear) (front washer) or pin Continuity. Go to next step.
position. #2 and #7 (rear
washer).
5. Connector J1 at Check for battery No or low voltage. Open or poor connec-
fuse and relay voltage at socket #10 tion in CM-60 wire
panel unplugged. of connector J1 (front (front washer) or
Key switch “ON”. washer) or socket CM-59 wire (rear
Washer switch #17 of connector J1 washer) in cab main
held in up (front) (rear washer). wire harness. Repair.
or down (rear)
position. Battery voltage. Go to next step.
6. Connector J1 at Check for battery No or low voltage. Poor connection at
fuse and relay voltage at washer connector J7 at fuse
panel connected. pump, wire RF-60 and relay panel or
Key switch “ON”. (front washer) or wire open or poor connec-
Washer switch RF-59 (rear washer). tion in wire RF-60
held in up (front) (front washer) or
or down (rear) RF-59 (rear washer)
position. between washer pump
and connector J7.
Battery voltage. Defective motor.

Replace.
3-290
Replacing the Windshield Wiper and

Windshield Washer Motors
Instructions for removing and replacing

windshield wiper and washer components are
located in Section 11 - Cab.
SEAT COMPRESSOR
Information on the seat is located in Section 11 -
Cab.
LIGHTS
Operation 3
The Buhler Versatile 4WD tractor is equipped 1
with lights to allow for nighttime and low light 2
operating conditions.
Front lighting consists of four worklamps, 1,

above the grille, one worklamp, 2, on each front
fender and two safety flashers, 3, at the top of the
cab.
Figure 3-291
Rear lighting consists of two worklamps, 1,

3
located on each rear fender. A combination brake
and taillight, 2, is located in the rear fenders and
amber safety flashers, 3, are mounted on the cab
2
as standard equipment. 1
Figure 3-292
3-291
Wide transport marker lights are provided as

standard equipment.
Figure 3-293
Optional high mount worklamps, 1, for mounting

on top of the cab can be purchased from your
local Buhler Versatile dealer. 1
Figure 3-294
3-292
Light Switch Description

The lights are controlled with the rotary light 4
switch located on the left side of the operator’s 3 5
control console. The rotary light switch is a five
position switch.
2
Position 1 - “OFF”.
Position 2 - Hazard lights - The roof-mounted 1

amber lights will flash and the red taillights on the
rear fenders will be lit. The wide transport marker
lights will also flash.
Position 3 - Roadway use - The roof-mounted

amber lights and rear fender taillights will Figure 3-295
continue to operate as in Position 2, and the outer
headlights on the front grill will be lit. If the turn
signal switch is pulled toward the operator, the
high beam (inner) headlights will also be lit.
Position 4 - Field use, lower - The roof-mounted
amber lights and rear fender taillights will be
“OFF”. The two front and four rear fender work
lights and all four headlights on the front grill will
be lit.
Position 5 - Field use, roof - Same as Position 4

and will also turn on the front and rear
roof-mounted work lights if the tractor is equipped
with this optional feature.
3-293
Cab Dome Light

1
The cab dome light, 1, mounted on the upper left
side of the cab, has a three-position control 2
switch, 2. The light switch functions as follows:
Center - Light is off.
Bottom - Light is on constantly.
Top - Light is on only when the cab door is open.

Light will turn off when door is closed.
Figure 3-296
Trouble Light (Reel Light)

4
A trouble light, 1, is located in the left, rear corner
of the cab, under the rear shelf. The light has an 2
5.5 m (18′) cord attached to it that can be reeled in 1
and out using the crank handle, 2. To remove the
light, flip the lever, 3, downward and pull the light
from the receptacle.
3
The light switch, 4, is a two-position switch. With
the switch lever in the off position (horizontal), the
light is off. With the switch lever in the on position
(vertical), the light is on as long as the cab door is
open. When the cab door closes, the light goes
out.
Figure 3-297
The trouble light is used in conjunction with the
cab dome light to illuminate the cab interior when
the cab door is open.
To put the trouble light in the storage position, reel

the cable all the way in with the crank handle, 2,
insert the light into its socket, and flip the lever, 3,
upward to catch the small knob on the side of the
light.
3-294
Troubleshooting the Lights None of the Lights Work

Prior to performing extensive troubleshooting, If none of the lights work, check the following
check the condition of the applicable fuse for the before going to one of the individual circuit
defective circuit. troubleshooting charts:
If an individual light does not work, replace the 1. Check condition of Main Light Fuse (F17).
bulb as described in this section prior to Replace if defective.
performing any other troubleshooting.
2. Check for battery voltage at terminal #1 of
One Light Does Not Work Light Switch (CM-47 wire). If no voltage,
check the harness for an open circuit.
If only one light is not working, check the following
3. Place light switch in position 5, field use, roof.
before performing any other troubleshooting:
Check for battery voltage at terminals 2, 3, 4,
1. Check condition of the bulb. Replace if and 5 of light switch connector. If battery
defective. voltage is not present at all terminals, light
switch is defective. Replace.
2. Turn the light switch to the position that
should energize the light (see Light Switch 4. If voltage is present at all terminals of light
Description, previously in this section). switch, problem is with cab main wiring
harness or individual lighting circuits.
3. Check the power supply lead for battery
voltage. If not present, check wire harness
for open circuit.
4. Check ground lead for continuity to ground. If
no continuity, repair ground circuit.
3-295
Outer Headlights Do Not Work
Light switch in position No Light switch in position No Check condition of No

3. Are console lights 4 or 5. Are work lights main light switch fuse Replace the fuse
“ON”? “ON”? (F7).
Yes Yes Yes
No Open or poor
Check for 12 volts at
connection in CM-47
P24/1 (light switch).
wire in cab main wire
Yes harness. Repair.
Check for 12 volts at No Light switch defective.

P23/3 (light switch). Replace.
Yes
Retest system for
proper operation
Check for 12 volts at No Check for 12 volts at No Light switch defective.

J2/4. P24/3 (light switch) Replace.
Yes Yes
Open or poor
connection in CM-40
harness. Repair.
Light switch in position No Headlight relay

3. Turn signal switch defective. Replace.
pulled to “High Beam”
position. Are high
beams (inner
headlights) “ON”?
Yes
Retest system for
proper operation
No
Check condition of Replace the fuse
Headlight fuse (F8).
Yes
No Open or poor
Check12 volt power
connection in EN-3A,
supply wires (EN-3B,
EN-3B, EN-3C, wires
EN-3C) at outer
in engine wire
headlights.
harness. Repair.
Yes
Light switch “OFF.” No Open or poor

Check continuity connection in
between outer EN-152A, EN-152B,
headlights and a good EN-152E between
ground. outer headlights and
Yes ground #6.
Retest system for
proper operation
3-296
High Beams (Inner Headlights) Do Not Work
Light switch in position No Go to “Outer

3. Do outer headlights Headlights Do Not
work? Work.”
Yes
Light switch in “OFF.” No Check for 12 volts at No Turn signal switch
Pull turn signal switch P21/5 (turn signal defective. Replace.
to “High Beam Flash” switch).
position. Did high Yes
beams come “ON”? Wire CM-44 open in
Check for 12 volts at No
Yes cab main wire
J3/3.
harness. Repair.
Yes
Check for 12 volts at No High beam relay
J17/3. defective. Replace.
Yes
Open or poor
connection in EN-4A,
4B, 4C, and/or 4D
wires in engine wire
harness.
Light switch in position No Check for 12 volts at No Check for 12 volts at No High beam relay in
3. Turn signal switch P21/4 (turn signal J3/2. fuse and relay panel
pulled to “High Beam.” switch). Yes defective. Repair.
Did high beams work? Yes Wire in CM-43 open in
Yes cab main wire harness.
Check for 12 volts at No
P21/5 (turn signal Turn signal switch
defective. Repair.
switch).
Yes
Check for 12 volts at No Wire in CM-44 open in
J3/3. cab main wire harness.
Yes
Check for 12 volts at No High beam relay
J17/1. defective. Replace.
Yes
Retest system for
proper operation
Light switch in position No Do the fender work No Check for 12 volts at No Light switch
4. Do high beams lights work? P24/4 (ligh switch). defective. Replace.
work? Yes Yes
Yes High beam relay No
Check for 12 volts at Wire CM-42 open in
Retest system for defective. Replace. J2/8. cab main wire
proper operation Yes harness. Repair.
Problem in fuse and relay
panel internal wiring.
Repair.
3-297
Tail lights Do Not Work
Check condition of tail lamp fuse No

Replace fuse.
(F12).
Yes
Light switch in position 2 (hazard
lights).
Yes
No Go to “Turn Signal Hazard Lights
Are hazard lights working?
Do Not Work.”
Yes
No Open or poor connection at
Check 12 volts at J7/1.
connector J7. Repair.
Yes
Check 12 volts at power supply No Open or poor connection in
wire (RF-38C, RF-38D) at RF-38A, RF-38C, RF-38D wires
taillights. in rear frame wire harness.
Yes Repair.
Lights switch “OFF.”
Yes
Check continuity between lamp No Open or poor connection ground
and a good ground. circuit (RF-154A, RF-154B,
RF-154C wire) between tail lights
Yes and ground #6. Repair.
operation.
3-298
Brake Lights Do Not Work
Check condition of No
Replace fuse.
stop lamps fuse (F18).
Yes
Depress brake pedal. No Brake switch
Check continuity defective. Replace.
across brake switch
(CM-31 and CM-58
wires).
Yes
Release brake pedal. No Check 12 volts at No Open or poor
Check for 12 volts at J3/4. connection at
CM-31 wire at brake Yes connector J13.
switch.
Open or poor
connection in CM-31
harness. Repair.
Yes
Depress brake pedal. No Open or poor
Check 12 volts at J1/6 connection in CM-58
harness.
Yes
Check 12 volts at No Open or poor

J7/7. connection between
connectors J1 and J7
in fuse and relay
panel.
Yes

power supply wire connection in RF-58A,
(RF-58C, RF-58D) at RF-58C, RF-58D
the taillights. wires in the rear frame
wire harness. Repair.
Yes
Release brake pedal. No Open or poor

Check continuity connection in ground
between lamp and a circuit (RF-154A,
good ground. RF-154B, RF-154C
Yes wire) between
taillights and ground
Retest system for
#6. Repair.
proper operation
3-299
Fender Work Lamps Do Not Work
Light switch in position

4 (field use, lower).
Yes
Are thte high beans No Go to “Inner
(inner headlight) Headlights (High
“ON”? Beams) Do Not Work.”
Yes
Front and rear fender No Front fender work No Rear fender work
work lights do not lights work, rear lights work, front
work. fender work lights do fender work lights do
Yes not work. not work.
Yes Yes
Fender lamps relay
defective. Replace. Check condition of No
front fender lamps Replace fuse.
fuse (F30).
Yes
Check for 12 volts at No Open or poor connection
J17/2. at connector J17. Repair.
Check condition of No Yes
rear fender lamps fuse Replace fuse.
Check for 12 volts at No Open or poor connection
(F31).
power supply wire at in EN-5A, EN-5B, or
Yes front fender work EN-5C wires in engine
Check for 12 volts at No Open or poor connection lamps EN-5B, EN-5C). wire harness. Repair.
J18/1. at connector J18. Repair. Yes
Yes Turn light switch No Open or poor connection
Check for 12 volts at No Open or poor connection “OFF.” Check in ground #4 (EN-150,
power supply wire at in RF-2A, RF-2B, RF-2C, continuity between EN151 wire) between
rear fender work RF-2D, RF-2E wires in lamp and a good lights and ground #4.
lamps RF-2B, RF-2C, rear frame wire harness. ground. Continuity? Repair.
RF-2E). Repair. Yes
Yes Retest system for
Turn light switch No Open or poor connection proper operation
“OFF.” Check in ground circuit
continuity between (RF-152A, 152B, 152C,
lamp and a good 152D, 152E wire)
ground. Continuity? between lights and
Yes ground #6. Repair.
Retest system for
proper operation
3-300
Cab Roof Work Lights Do Not Work
Light switch in position

5 (field use roof).
Yes
Are other work lights No Go to “None of the
“ON”? Lights Work.”
Yes
Check conditon of roof No
Replace fuse.
lamps fuse (F22).
Yes
No No
Check for 12 volts at Check for 12 volts at Light switch defective.
J2/5. P24/5 (light switch), Replace.
Yes Yes
Open or poor
connection in CM-46
harness. Repair.

J13/1. connection at J13.
Yes Repair.

power supply wire at connection in CR-6A,
roof work lamps 6B, 6C, 6D, or 6E
(CR-6B, CR-6C, wires in the cab roof
CR-6D, CR-6E). wire harness. Repair.
Yes
Light switch “OFF.” No Open or poor

Check continuity connection in ground
between lamps and a circuit (CR-151A,
good ground. 151B, 151C, 151D,
Continuity? 151E) and ground #3.
Yes Repair.
Retest system for
proper operation
3-301
Turn Signals and Hazard Lights Do Not Work (Sheet 1 of 2)
Turn signal switch in

neutral. Lights switch
in position 2.
Yes
Can you hear the No Remove the flasher module. Check No Open or poor connection in fuse and
flasher module continuity between socket #7 at the relay panel between flasher module
“clicking”? flasher module and a good gound. and ground #2. Repair.
Yes Yes
Front and rear fender Check for 12 volts at socket #3 at No Open or poor connection in fuse and
work lights do not flasher module. relay panel between flasher module
work. and F11. Repair.
Yes Yes
Fender lamps relay Check for 12 volts at socket #4 at No Open or poor connection in fuse and
defective. Replace. flasher module. relay panel between flasher module
Yes and F11. Repair.
Yes
Flasher defective. Replace.
Are RH cab roof lights No Is RH turn indicator No Check condition of fuse No

lamp on warning light F14. Replace fuse.
flashing?
Yes bar flashing? Yes
Yes RH turn lamp relay
defective. Replace.
No Open or poor connection in fuse and

Check for 12 volts at J4/16.
relay panel between fuse F14 and
Yes connector J4. Repair.
Check for 12 volts at connector
P68/A at front RH cab roof light or No Open or poor connection in CR-32A,
connector P69/A at rear RH cab roof CR-32B, or CR-32C in cab roof wire
light. harness. Repair.
Yes
Check for continuity between RH No Open or poor connection in ground
cab roof light and a good ground. circuit between cab roof lights and
Retest system for proper operation.
Go to “Turn Signals and

Hazard Lights Do Not
Work (Sheet 2 of 2)”.
3-302
Turn Signals and Hazard Lights Do Not Work (Sheet 2 of 2)
From “Turn Signals and

Hazard Lights Do Not
Work (Sheet 1 of 2)
Yes
Are LH cab roof lights No Is LH turn indicator No Check condition of fuse No
lamp on warning light F15. Replace fuse.
flashing?
Yes bar flashing? Yes
Yes LH turn lamp relay
defective. Replace.
No Open or poor connection in fuse and

relay panel between fuse F15 and
Yes connector J4. Repair.
Check for 12 volts at connector
P66/A at front RH cab roof light or No Open or poor connection in CR-33A,
connector P67/A at rear RH cab roof CR-33B, or CR-33C in cab roof wire
light. harness. Repair.
Yes
Check for continuity between LH cab No Open or poor connection in ground
roof light and a good ground. circuit between cab roof lights and
Are LH and RH turn No Check for 12 volts at P1/3 at warning No Open or poor connection in wire
indicator lamps on light bar. CM-32 in cab main wire harness.
warning light bar Yes Repair.
flashing?
Yes
Hazard light circuit
operating properly.
Recheck system for
proper operation. If
necessary, go to “Turn
Signals Do Not Work
(Hazard Lights Do
Work)”.
3-303
Hazard Lights Do Not Work (Turn Signals Do Work)
Check condition of No
Replace fuse.
hazard lights fuse
(F11).
Yes
No No
Lights switch in Light switch in position Go to “None of the
position 2. Are 3 , 4, or 5. Do other Lights Work.”
taillights illuminated. lights work?
Yes Yes
Remove flasher Light switch in position No Light switch defective.
module from fuse and 2. Check for 12 volts Replace.
relay panel. at P24/2 (light switch).
Yes Yes
Check for 12 volts at No Open or poor
J3/1. connection in CM-39
Yes
harness.
Retest system for
proper operation.
Check for 12 volts at No Open circuit in fuse

connection 4 on and relay panel
flasher module socket. between flasher
Yes module and hazard
lights fuse (F13).
Flasher module
Repair.
defective. Replace.
3-304
Turn Signals Do Not Work (Hazard Lights Do Work)
Check condition of turn No

Replace fuse.
signal switch fuse (F11).
Yes
Turn signal switch No Turn signal switch in No Check 12 volts No Check for 12 No Open or poor
in left turn position. right turn position. at P21/1 (turn volts at J2/21. connection in fuse
Are LH cab roof Are RH cab roof signal switch). and relay panel
lights flashing? lights flashing? Yes Yes between
Yes connector J2 and
Open or poor
Turn signal switch in No Fuse F11. Repair.
Turn signal connection in
left turn position. switch defective. CM-36 wire in
Check for 12 volts at Replace. cab main wire
P21/3 (turn signal harness.
switch). Repair.
Yes
Open or poor connection in CM-35
wire in cab main wire harness.
Yes Repair.
Remove flasher module. Check for No Open or poor connection in fuse and
12 volts at socket #2 of flasher relay panel between connector J2
module. and flasher module. Repair.
Yes
Check for 12 volts at socket #3 of No Open or poor connection in fuse and

flasher module. relay panel between flasher module
Yes and fuse F11. Repair.
Flasher module defective. Replace.
Turn signal switch in No Check for 12 volts at P21/2 (turn No Turn signal switch defective.
right turn position. Are signal switch). Replace.
RH cab roof lights Yes
flashing? No Open or poor connection in CM-34
Check for 12 volts at J2/14. wire in cab main wire harness.
Yes
Yes Repair.
System operating
properly.
Remove flasher module. Check for No Open or poor connection in fuse and
12 volts at socket #1 of flasher relay panel between connector J2
module. and flasher module. Repair.
Yes
Check for 12 volts at socket #3 of No Open or poor connection in fuse and
flasher module. relay panel between flasher module
Yes and fuse F11. Repair.
Flasher module defective. Replace.
3-305
DOME LIGHT PROBLEMS

SYMPTOM POSSIBLE CAUSE REMEDY
Dome Light does not work Dome/Reel Light Fuse (F25) Replace fuse.
with switch in either top or blown.
bottom position.
Dome light bulb burned out. Replace bulb.
Dome Light Switch defective. Replace Dome Light Assembly.

Dome Light does not work Defective ground circuit Repair ground circuit.
with switch in bottom posi- between Dome Light and
tion only. Ground #3.
Dome Light does not work Cab door not open. Open cab door.
with switch in top position
only. Cab door switch defective. Replace cab door switch.
Dome Light Switch defective. Replace Dome Light Assembly.
TROUBLE LIGHT (REEL LIGHT) PROBLEMS

SYMPTOM POSSIBLE CAUSE REMEDY
Reel Light does not work. Reel Switch in “OFF” Place Reel Switch in “ON” (vertical)
(horizontal) position. position.
Cab door not open. Open cab door.
Dome/Reel Light Fuse (F25) Replace fuse.

blown.
Reel light bulb burned out. Replace bulb.
Reel Light Switch defective. Replace Reel Light Assembly.
3-306
Air Conditioning
The air conditioning is activated by a two position 2
1
rocker switch, 1. An indicator light on the switch
will glow when the air conditioning is activated.
The blower speed switch, 2, has four positions.

Full counter clockwise is “OFF”. Each detent in
the clockwise direction increases the speed of
the blower. The speeds are low, high, and purge.
NOTE: Complete description of the air

conditioning system operation is located in
Section 12 - Climate Control.
19983160
Figure 3-298
Figure 3-299
3-307
Troubleshooting the Air Conditioning System
Prior to performing extensive troubleshooting, check the condition of the A/C Blower fuse (F23) and the
A/C Clutch fuse (F24).
Removing/Replacing Air Conditioning Components
Instructions for removing and replacing air conditioning system components are located in Section 12,
Climate Control.
A/C Blower Does Not Operate In Any Speed
Ignition switch in “ACC” or “RUN.”

Yes
No Open or poor connection in wire
Check operation of windshield CM-2 between ignition switch and
wipers, radio, or seat compressorl J3/6. Repair.
Yes
No
Check for 12 volts at J13/2. Blower relay defective. Replace.
Yes
Check for 12 volts at wire CR-1
CR-2 in cab roof wire harness.
connection to blower speed
Repair.
switch.
Yes
Check continuity between blower No Poor ground connection at blower
motor black ground wire and a motor mounting bracket. Repair.
good ground.
Yes
Cycle blower speed switch and No Blower speed switch defective.
check for 12 volts in each position Replace.
at the associated terminal:
LOW - CR-130
HIGH - CR-131
PURGE - CR-132
Yes
Blower motor defective. Repair or
replace.
3-308
A/C Blower Does Not Operate in Low Speed

Yes
Check operation of blower motor No Go to “A/C Blower Does Not
in HIGH and PURGE. Operate in Any Speed.”
Yes
Blower speed switch in LOW. No Blower speed switch defective.
Check 12 volts at CR-130 Replace.
connection at switch.
Yes
Check 12 volts at CR-130 No Open or poor connection in wire
connection at blower motor. CR-130 in cab main wire harness.
Repair.
Yes
Blower speed switch “OFF.” No Retest system for proper
Check resistamce between operation.
CR-130 adn CR-132 at blower
motor. Is resistance infinite
(indicating an open circuit)?
Yes
Speed control resistor at blower
motor defective. Replace.
3-309
A/C Blower Does Not Operate in High Speed

Yes
in LOW and PURGE. Operate in Any Speed.”
Yes
Blower speed switch in HIGH. No Blower speed switch defective.
Yes
Repair.
Yes
Blower speed switch “OFF.” No Retest system for proper
Check resistamce between operation.
CR-131 and CR-132 at blower
motor. Is resistance infinite
(indicating an open circuit)?
Yes
Speed control resistor at blower
motor defective. Replace.
3-310
A/C Blower Does Not Operate in Purge Speed

Yes
in PURGE. Operate in Any Speed.”
Yes
Blower speed switch in PURGE. No Blower speed switch defective.
Yes
Repair.
Yes
operation.
3-311
A/C Clutch Does Not Engage
Blower speed switch No Go to “A/C Blower

in LOW, HIGH, or Does Not Operate in
PURGE. Is A/C blower Any Speed.”
operating?
Yes
A/C switch “ON.” Is No Check for 12 volts at No Check for 12 volts at No Blower speed switch
blue indicator light J4/1. CR-2 wire connection defective. Replace.
“ON” A/C switch at blower speed
illuminated? switch.
Yes
Yes Open or poor
connection in wire
CR-2 in cab roof wire
harness. Reapir.
Yes
Check for 12 volts at No A/C clutch fuse (F24)
J4/5. blown. Replace.
Yes
Check for 12 volts at No Open or poor
P45/5 (A/C switch). connection in wire
Yes CR-3 in cab roof wire
No harness. Repair.
Check for 12 volts at A/C switch defective.
P45/6 (A/C switch). Replace.
Yes
No
Check for 12 volts at Fixed thermostat
J4/11. switch defective.
Yes Replace.
Check for 12 volts at No A/C switch “OFF.” No A/C high pressure switch
EN-307 compressor Check continuity defective or problem with
clutch. across A/C high high pressure side of A/C
Yes pressure switch. system. Refer to Section
Yes 12, Climate Control.
Retest system for
proper operation
Yes Check continuity No A/C low pressure switch
across A/C low defective or system
pressure switch. pressure too low. Refer
to Section 12, Climate
Control.
Check continuity No Clean and tighten
between compressor compressor mounting
clutch and a good connections.
ground.
Yes
A/C compressor clutch
defective. Repair.
3-312
Figure 3-300
Radio maintain the radio clock and preset channel

settings while the key switch is “OFF”. This power
The radio is a dealer installed accessory. comes from the 3 amp instrumentation battery
Installation, removal, and operating instructions fuse (F3). Power leaves the Fuse and Relay
are included with the radio. Panel at connector J1, pin 7, through the CM-17A
wire to a wire splice. The CM-17A wire supplies
Power for the radio comes from the ignition power to the seat lock, the memory portion of the
switch through the 3 amp radio fuse (F21). Power TPM and the radio. Power for the radio travels
leaves the Fuse and Relay Panel at connector through the CM-17D wire.
J2, pin 29, through the CM-28 wire. The radio is
grounded at ground #2 through the CM-29 wire, The speaker wires travel from the radio to the
into the Fuse and Relay Panel at connector J2, fuse and relay panel at connector J1 through the
pin 12. When the ignition switch is in the “RUN” or cab main wire harness and from the fuse and
“ACC” position, power is available to the radio. relay panel at connector J4 to the speakers
An additional power source is provided to through the cab roof wire harness.
3-313
Engine Coolant Level Sender -

Mechanical Engine
The Engine Coolant Level warning light should

illuminate when the engine coolant in the radiator
has dropped 5.0 L (5.3 US qt.) below the
acceptable fill level.

through the engine coolant level warning light
and through a micro-chip in the warning light
board. Power leaves the warning light board
through connector P2/14 and goes through wire
CM-83 to fuse and relay panel connector J1/35.
Power for the coolant level sender leaves the

fuse and relay panel at connector J5/22 and
through wire EN-83 and connector P30/A to the
end of the probe on the engine coolant level
sender. If the coolant is at the normal level, power
passes through the coolant to the body of the
sender. Power leaves the sender through 20003967
connector P30/B and travels through wire
Figure 3-301
EN-153 to Ground #4.
When the sender circuit is complete, the

micro-chip keeps the ground circuit for the
warning light open. When coolant level drops
below the level sender, power flow through the
sender circuit is broken and the micro-chip
completes the warning light ground circuit which
allows power to pass through the warning light to
ground and the warning light illuminates.
3-314
Troubleshooting the Engine Coolant Level Sender -

Mechanical Engine
Engine coolant level warning light

“ON.”
Yes
Check radiator coolant level. Is it No
Refill the radiator.
Okay?
Yes
Level sender defective. Replace.
continuity between pins A and B
on the sender. Continuity?
Yes
Check continuity between wire No Open or poor connection in wire
EN-153 at connector P30 and a EN-153 in engine wire harness.
good ground. Continuity? Repair.
Yes
Reconnect connector P30. No Open or poor connection in wire
Unplug connector J5. Check EN-83 in engine wire harness.
continuity between J5/22 on the Repair.
harness and a good gound.
Continuity?
Yes
Unplug connectors J1 and J5 on No Defective fuse and relay panel.
the fuse and relay panel. Check Replace.
for continuity between pins J1/35
and J5/22 on the control panel.
Continuity?
Yes
Unplug connectors J1 and P2.
Check for continuity between pins CM-83 in cab main wire harness.
J1/35 and P2/14 on the harness. Repair.
Continuity?
Yes
Unplug connector P2 and ground No Warning light board defective.
pin P2/14 to the back plate of the Replace.
EIC. Is warning light still “ON”?
Yes
Warning light board operating
correctly.
3-315
Replacing the Engine Coolant Level Sender -

Mechanical Engine
1. Drain approximately 7.5 L (2 US gal.) of

coolant from the radiator (to a level below the
level sensor).
2. Disconnect connector P30, 1.
3. Unscrew the level sensor, 2, from the
radiator. 1
2
4. Coat the threads of the new sensor with a
pipe sealant.
5. Screw the sensor, 2, into the radiator.
6. Plug connector P30, 1, into the sensor. Figure 3-302
7. Refill the radiator to the bottom of the filler

neck.
3-316
Engine Coolant Level Sensor -

Electronic Engine
The Engine Coolant Level warning light should
illuminate when the engine coolant in the
radiator has dropped 5.0 L (5.3 US qt.) below
the acceptable fill level.
(ignition), through connector P1/1. Power
passes through the engine coolant level light,
leaves the light board through connector P2/14,
and goes through wire CM-83 to fuse and relay
panel connector J1/35. Power leaves the fuse
and relay panel at connector J5/22 and goes
through wire EN-83 and connector P106/1 at
the control module.
The control module turns the light on or off
by supplying or denying ground. The control
module supplies a ground to turn the light on,
and opens the circuit to keep the light off.
The control module controls ground depending
on the signals it receives from the four-pin coolant
level sensor. The control module supplies a five- N14
volt reference signal and a ground to the sensor. Figure 3-303
The sensor returns two separate signals back

to the control module - high and low.
When the signals indicate a normal level in the
radiator, the control module keeps connector
P106/1 ungrounded and the light stays off. When
the signals indicate that coolant level is low,
the control module supplies a ground through
connector pin P106/1 and the light goes on.
QSM11
Figure 3-304
3-317
Troubleshooting the Engine Coolant Level Sensor - Electronic Engine
Engine coolant level warning light

”ON.”
Yes
No
Check radiator coolant level. Refill the radiator.
Is it Okay?
Yes
No No
Unplug sensor connector P30. Unplug connector P106 at the Consult Cummins authorized
Does the light go out? control module. Does the light dealer to diagnose possible
stay on? control module error.
Yes Yes
No
Does the yellow engine warning Unplug connector J5 on the fuse Wire CM-83 is shorted to ground
light come on after 10 seconds? and relay panel. Did the light stay in cab main wire harness. Repair.
on?
Yes
Yes
Check resistance between pins Unplug connector J1 on the fuse No Fuse and relay panel is shorted to
A-C and C-D on the sensor. Is and relay panel. Did the light stay ground. Replace.
A-C about 3.0-3.4 Ω and C-D on?
about 4.8-5.2 Ω? Yes
Yes No
Level sensor Unplug connector P2 on the No Wire EN-83 is shorted to ground
defective. warning light board. Did the light in the engine wire harness.
Replace. stay on? Repair.
Yes
Inspect wires EN-500, EN-501, Check for continuity between pin No Ground pin P2/14 to the back
EN-502, and EN-503 between P2/14 and the back plate of the plate of the EIC. Did the light go
connectors P30 and P107 for EIC. Continuity? on?
continuity or shorts to ground. Yes Yes
Okay?
Yes
Consult Cummins authorized Circuit grounded in warning light Warning light board operating
dealer to diagnose possible board. Repair or replace. correctly.
control module error.
3-318
Replacing the Engine Coolant Level Sensor -

Electronic Engine
2 1
1. Drain approximately 7.5 L (2 US gal.) of
coolant from the radiator (to a level below the
level sensor).
2. Disconnect connector P30, 1.
3. Unscrew the level sensor, 2, from the
radiator.
4. Coat the threads of the new sensor with a
pump sealant.
5. Screw the sensor, 2, into the radiator and 20003917
tighten securely. Figure 3-305
6. Plug connector P30, 1, into the sensor.
7. Refill the radiator to the bottom of the filler
neck.
3-319
Air Filter Restriction Switch

The Air Filter Restriction warning light should
illuminate when there is 635 mm (25 in.) of H2O
vacuum caused by a restriction in the engine air
filter assembly. The switch will reset at 381 mm
(15 in.) of H2O.

through the air filter restriction warning light and
leaves the warning light board through connector
P2/1. Power continues through wire CM-85 to the
fuse and relay panel at connector J1/37. Power
passes through the panel to connector J5/11 and
through wire EN-85 to the air filter restriction
switch. If the air filter is not obstructed, the switch
will be open and power will travel no further.
Because there is no path to ground, the circuit is
not complete, and the light will be “OFF”. When
there is 635 mm (25 in.) of H2O vacuum in the
engine air filter assembly, the switch closes and
power is allowed to pass through the switch.
Power will then continue through wire EN-155 to Figure 3-306
Ground #4. This completes the circuit, and the air
filter restriction warning light illuminates.
Troubleshooting the Air Filter Restriction Switch
Air filter restriction warning light

“ON.”
Yes
Clean the engine air cleaner outer No
System operating properly.
element. Is warning light still
“ON”?
Yes
Disconnect wire EN-85 at air No
Vacuum switch defective.
restrictor switch. Is warning light
Replace.
still “ON”?
Yes
Unplug connector J5. Is warning No Wire EN-85 shorted to ground in
light still “ON”? engine wire harness. Repair.
Yes
Unplug connector P2. Is warning No Wire CM-85 shorted to ground in
light still “ON”? cab main wire harness. Repair.
Yes
EIC system defective. Replace
dash module.
3-320
Replacing the Air Filter Restriction Switch

1. Disconnect wires EN-85 and EN-155, 1, from 1
the switch, 2.
2. Unscrew the switch from the air intake duct.
3. Apply pipe sealant to the threads of the new
switch and screw the switch into the air intake
duct. 2
4. Connect wires EN-85 and EN-155 to the

switch.
Figure 3-307
3-321
Hydraulic Oil Temperature Switch

The Hydraulic Oil Temperature warning light
should illuminate when the hydraulic
temperature has reached 99°C (210°F).

through the hydraulic oil temperature warning
light and leaves the warning light board through
connector J5/24 and through wire EN-77 to the
hydraulic oil temperature switch. If the hydraulic
oil temperature is normal, the switch will be open
and power will travel no further. Because there is
no path to ground, the circuit is not complete, and
the light will be “OFF”. When the hydraulic
temperature reaches 99°C (210°F), the switch
closes and power is allowed to pass through the
switch. Power will then continue to ground at the
switch. This completes the circuit, and the
hydraulic oil temperature warning light Figure 3-308
illuminates.
Troubleshooting the Hydraulic Oil Temperature Switch
Hydraulic oil temperature warning

light “ON.”
Yes
Perform troubleshooting as No
described in Section 8 - operation.
Hydraulics. Does troubleshooting
indicate an electrical problem?
Yes
Unplug connector P-44. Is No Temperature switch defective.
warning light still “ON”? Replace.
Yes
Unplug connector J5. Is warning No Wire EN-77 shorted to ground in
light still “ON”? engine wire harness. Repair.
Yes
Unplug connector P2. Is warning No Wire CM-77 shorted to ground in
light still “ON”? cab main wire harness. Repair.
Yes
Warning light board defective.
Replace.
3-322
Replacing the Hydraulic Oil Temperature

Switch
1. Drain the hydraulic reservoir by removing 3

drain plug, 1.
2
2. Disconnect wire EN-77, 2, from the hydraulic
oil temperature switch.
3. Unscrew the switch, 3, from the rear of the
hydraulic reservoir.
4. Screw the new temperature switch into the
1
5. Connect wire EN-77 to the temperature
switch. Figure 3-309
6. Replace the drain plug and tighten securely.
7. Refill the reservoir to the proper level as
indicated on the sight gauge. Start the tractor
and extend any remote mounted cylinders
and Three-Point Hitch lift cylinders and
recheck the oil level. Add oil as necessary.
3-323
Electronic Engine Sensors

Tractors equipped with electronic engines have
additional sensors. The CELECT™ control
module, 1, uses these sensor inputs to more
accurately control fuel metering and timing.
The Intake Manifold Temperature Sensor, 2,

monitors the turbocharged air intake pressure.
The control module uses this input when
calculating air density for proper air/fuel mixtures.
This is a two-wire Cummins sensor and is not
normally serviceable.
The Intake Manifold Pressure Sensor, 3, monitors

the intake air pressure. The control module N14 Figure 3-310
uses this input when calculating proper air/fuel
mixtures. This is a three-wire Cummins sensor
and is not normally serviceable.
2 3
The Oil Pressure Sensor, 4, monitors the oil
pressure in the engine for engine protection
purposes. The control module may warn the
operator or shut down the engine if there is
insufficient oil pressure. This sensor is in addition
to the sensor connected directly to the dash.
This is a three-wire Cummins sensor and is not
The Ambient Air Pressure Sensor, 5, monitors the

current outside air pressure. The control module
uses this input to better control fuel metering for
efficient operation. This is a three-wire Cummins QSM11 Figure 3-311
sensor and is not normally serviceable.
QSM11 Figure 3-312
3-324
The Coolant Level Sensor, 1, is a Buhler

Versatile-supplied sensor. This four-wire sensor
sends a coolant level status signal directly to
the electronic control module. This input goes
through the Buhler Versatile-supplied engine
wire harness. The control module uses this input
for engine protection and to control the dash
warning lights. The control module may warn the
operator or shut down the engine if there is low
coolant level. See “Electronic Engine Coolant
Level Sensor” Troubleshooting earlier in this
section.
Figure 3-313
The Coolant Temperature Sensor, 1, sends

an engine temperature signal directly to the
electronic control module. This sensor is in
addition to the temperature sensor connected
directly to the dash, and is used for engine
protection. The control module may warn the
operator or shut down the engine if there is high
coolant temperature. This is a two-wire Cummins
sensor and is not normally serviceable.
The Oil Temperature Sensor, 2, engine protection

This is a two-wire Cummins sensor and is not
The Engine Position Sensor, 3, provides engine N14 Figure 3-314

speed and position information. The sensor
is behind the auxiliary engine drive. This is a
four-wire Cummins sensor and is not normally
serviceable.
In addition to these inputs, the control module

also receives an engine speed input from the
tachometer module, through the warning light
board. The control module uses this input to
maintain proper engine speeds during cruise
operation. serviceable.
3-325
ELECTRICAL CONNECTORS AND WIRE Connector J2 (Style 1) - Cab Main Wire

HARNESSES Harness - Connects to fuse and relay panel.
Connector Identification Table
Pin # Wire # Pin # Wire #
This connector identification table is provided to 1 CM-9 20 ----
aid in identifying each wire associated with each
connector used on Buhler Versatile 4WD tractor. 2 CM-11 21 CM-36
3 CM-26 22 CM-24A
Instructions for repairing individual connectors
follows the list of connectors. Refer to the “Style 4 CM-40 23 CM-33
number” in the connector description to 5 CM-46 24 CM-32
determine which instructions should be followed.
6 CM-16A 25 CM-531A
Normally, replacing a defective connector will 7 CM-8 26 ----
correct a problem and it will not be necessary to
replace an entire wire harness. Should it become 8 CM-42 27 CM-532A
necessary to replace a wire harness, directions 9 CM-4 28 CM-5
are also provided in this section.
10 CM-542 29 CM-28
Connector J1 (Style 1) - Cab Main Wire 11 CM-10 30 CM-535
Harness - Connects to fuse and relay panel.
12 CM-29 31 CM-134
Pin # Wire # Pin # Wire # 13 CM-15A 32 CM-534

1 CM-66 20 CM-55 14 CM-34 33 CM-6
2 CM-7 21 CM-56 15 CM-41A 34 CM-35
3 CM-12 22 CM-18A 16 CM-57A 35 ----
4 CM-13A 23 CM-73 17 CM-45 36 CM-530A
5 CM-67 24 CM-74 18 CM-533 37 CM-22
6 CM-68A 25 CM-75 19 ----
7 CM-17A 26 CM-76
8 CM-130A 27 CM-131A Connector J3 (Style 6) - Cab Main Wire
9 CM-21 28 CM-132 Harness - Connects to fuse and relay panel.
10 CM-60 29 CM-77
11 CM-65A 30 CM-78
1 CM-39 4 CM-31
12 ---- 31 CM-79
2 CM-43 5 CM-25
13 CM-52 32 CM-80
3 CM-44 6 CM-2
14 CM-20 33 CM-538A
15 CM-19 34 CM-545
16 CM-58 35 CM-83
17 CM-59 36 CM-84
18 CM-53 37 CM-85
19 CM-54A
3-326
Connector J4 (Style 1) - Cab Roof Wire Connector J7 (Style 1) - Rear Frame Wire
Harness - Connects to fuse and relay panel. Harness - Connects to fuse and relay panel.
Pin # Wire # Pin # Wire # Pin # Wire # Pin # Wire #
1 CR-2 9 CR-68 1 RF-38A 9 RF-60
2 ---- 10 CR-66 2 RF-57 10 RF-33A
3 CR-67 11 CR-7 3 RF-59 11 RF-56
4 ---- 12 ----
4 ---- 12 ----
5 CR-3 13 ----
5 ---- 13 RF-54
6 CR-32A 14 CR-33A
7 CR-4A 15 CR-65 6 RF-32A 14 RF-53
8 ---- 16 ---- 7 RF-58A 15 RF-52
8 ---- 16 RF-55A
Connector J5 (Style 1) - Mechanical Engine
Wire Harness - Connects to fuse and relay Connector J8 (Style 1) - Rear Frame Wire
panel. Harness - Connects to fuse and relay panel
(note: if tractor is equipped with Powershift,
powershift wire harness connects here).
1 EN-1A 13 EN-75
2 ---- 14 EN-74 Pin # Wire # Pin # Wire #
1 RF-160 9 ----
3 ---- 15 EN-7
4 ---- 16 EN-80 2 ---- 10 RF-9
5 EN-10 17 EN-76 3 RF-160 11 ----
4 ---- 12 ----
6 ---- 18 EN-79
5 ---- 13 ----
7 ---- 19 EN-78
6 RF-4 14 ----
8 ---- 20 EN-73
7 RF-8 15 ----
9 ---- 21 EN-84
8 ---- 16 ----
10 EN-81 22 EN-83
11 EN-85 23 EN-82 Connector J8 (Style 1) - Powershift Wire
12 ---- 24 EN-77 Harness - Connects to fuse and relay panel
(note: if not equipped with powershift, rear
Connector J5 (Style 1) - Electronic Engine frame wire harness connects here).
Wire Harness - Connects to fuse and relay
panel. Pin # Wire # Pin # Wire #
1 PS-1A 9 ----
2 PS-2A 10 PS-4
1 EN-506 13 EN-75
3 ---- 11 ----
2 EN-510A 14 EN-74
4 ---- 12 ----
3 EN-514 15 EN-7
5 ---- 13 PS-19
4 EN-508A 16 EN-80 6 ---- 14 PS-18
5 EN-10 17 EN-76 7 PS-3 15 PS-21
6 ---- 18 EN-79 8 ---- 16 PS-20
7 EN-524 19 EN-78
8 EN-505 20 EN-73 Connector J9 (Style 6) - Cab Main Wire
9 EN-525 21 EN-84 Harness - Connects to fuse and relay panel.
10 ---- 22 EN-83 Pin # Wire #
11 EN-85 23 ---- 1 CM-1
12 EN-509A 24 EN-77
3-327
Connector J10 (Style 6) - Engine Wire Connector J18 (Style 6) - Rear Frame Wire
Harness - Connects to fuse and relay panel. Harness - Connects to fuse and relay panel.
1 EN-3A 1 RF-2A
2 RF-3
Connector J12 (Style 6) - Cab Main Wire
Harness - Connects to fuse and relay panel. 3 RF-1
Pin # Wire # Connector J19 (Style 6) - Electronic Engine

1 CM-27 Wire Harness - Connects to fuse and relay
panel.
2 CM-47
3 CM-30A Pin # Wire #
1 EN-511
Connector J13 (Style 6) - Cab Roof Wire 2 EN-512
3 EN-513
Pin # Wire #
1 CR-6A Connector P1 (Style 2) - Cab Main Wire
2 CR-1 Harness - Connects to warning light board.
Connector J14 (Style 6) - Cab Main Wire 1 CM-15D 7 CM-78
2 CM-16D 8 ----
Pin # Wire #
3 CM-32 9 CM-76
1 CM-3
4 CM-533 10 CM-57C
Connector J15 (Style 2) - Differential Lock 5 CM-534 11 CM-109
System - Connects to fuse and relay panel. 6 CM-131B 12 CM-105
Pin # Wire #
Connector P2 (Style 2) - Cab Main Wire
1 DL-1A Harness - Connects to warning light board.
2 ----
3 DL-2A
1 CM-85 9 CM-107
Connector J16 (Style 2) - Three-Point Hitch 2 CM-84 10 CM-45
system - Connects to fuse and relay panel. 3 CM-108 11 CM-41D
Pin # Wire # 4 CM-106 12 CM-535
1 TP-1B 5 CM-77 13 CM-542
2 TP-2B 6 CM-112 14 CM-83
7 ---- 15 CM-18D
Connector J17 (Style 6) - Engine Wire 8 CM-56 16 CM-33
Pin # Wire #
1 EN-4A
2 EN-5A
3-328
Connector P3 (Style 10) - Cab Main Wire Connector P6 (Style 8) - Cab Main Wire
Harness - Connects to electronic module. Harness - Connects to 4 way digital select
switch.
A1 CM-15F B1 CM-16F Pin # Wire #
A2 CM-22 B2 CM-12 A CM-98
A3 CM-11 B3 CM-13D B CM-100
A4 ---- B4 ----
A5 CM-90 B5 CM-91A Harness - Connects to function select switch.
A6 CM-92 B6 CM-93 Pin # Wire # Pin # Wire #
A7 CM-94 B7 CM-95 1 CM-92 5 CM-96
A8 CM-96 B8 CM-97 2 CM-93 6 CM-97
A9 CM-98 B9 ---- 3 CM-94 7 ----
A10 CM-100 B10 CM-101 4 CM-95 8 CM-91D
A11 CM-102 B11 ----
A12 CM-103 B12 ---- Connector P8 (Style 7) - Cab Main Wire
Harness - Connects to TPM.
Connector P4 (Style 10) - Cab Main Wire Pin # Wire # Pin # Wire #
Harness - Connects to electronic module.
1 CM-15B 5 CM-16B
Pin # Wire # Pin # Wire # 2 CM-18B 6 CM-13B
C1 CM-73 D1 CM-75 3 CM-41B 7 CM-17C
C2 CM-74 D2 ---- 4 CM-90 8 CM-55
C3 CM-54B D3 CM-106
C4 CM-108 D4 CM-109 Connector P10 (Style 4) - Cab Main Wire
Harness - Connects to ignition switch.
C5 CM-107 D5 CM-18C
C6 CM-19 D6 CM-20 Pin # Wire # Pin # Wire #
C7 CM-21 D7 CM-105 1 CM-1 4 CM-3
C8 ---- D8 ---- 2 CM-5 5 CM-2
C9 ---- D9 ---- 3 CM-4
C10 CM-24B D10 CM-57D
C11 CM-52 D11 CM-53 Harness - Connects to seat.
C12 CM-538C D12 CM-545
A CM-27 D ----
Harness - Connects to 4 way digital select B CM-151 E CM-155
switch. C CM-17B F ----
Pin # Wire #
A CM-101
B CM-102
C CM-91B
3-329
Harness - Connects to radio. Harness - Connects to windshield washer
switch.
1 CM-29 6 CM-68B Pin # Wire #
2 CM-17D 7 CM-65C 1 CM-59
3 CM-28 8 CM-67 2 CM-30C
4 CM-65B 9 CM-68C 3 CM-60
5 CM-66
Harness - Connects to turn signal switch.
Harness - Connects to front wiper switch. Pin # Wire # Pin # Wire #
1 CM-36 6 ----
1 CM-29 4 CM-122 2 CM-34 7 CM-26
2 CM-30A & 5 ---- 3 CM-35 8 CM-79

CM-30B 4 CM-43 9 ----
3 CM-120 6 CM-121 5 CM-44
Connector P17 (Style 4) - Cab Main Wire Connector P22 (Style 5) - Rear Frame Wire
Harness - Connects to front wiper motor. Harness - Wide transport marker lights.
1 CM-121 A RF-32B
2 CM-120 B RF-33B
3 CM-122 C RF-157
Harness - Connects to rear wiper switch. Harness - Connects to light switch (main).
1 ---- 4 CM-125 1 CM-47 4 CM-42
2 CM-30B & 5 ---- 2 CM-39 5 CM-46
CM-30C
3 CM-40
3 CM-123 6 CM-124
Connector P25 (Style 14) - rear frame wire
Connector P19 (Style 4) - Cab Main Wire harness - Connects to fuel level sensor.
Harness - Connects to rear wiper motor.
Pin # Wire #
Pin # Wire #
A RF-54
1 CM-124
B RF-150
2 CM-123
3 CM-125 Connector P26 (Style 3) - Rear Frame Wire
Harness - Connects to ground speed pickup.
Pin # Wire #
1 RF-52
2 RF-53
3-330
Connector P27 (Style 3) - Mechanical Engine Connector P35 (Style 4) - Rear Frame Wire
Wire Harness - Connects to engine speed Harness - Connects to 12 speed synchro - right.
pickup.
Pin # Wire #
Pin # Wire # 1 RF-10
1 EN-82 2 RF-9
2 EN-81
Connector P36 (Style 19) - Rear Frame Wire
Connector P29 (Style 12) - Rear Frame Wire Harness - Connects to implement status
Harness - Connects to transmission lube switch.
pressure sender.
Pin # Wire #
Pin # Wire # 1 RF-55B
A RF-56
B RF-151 Connector P37 (Style 15) - Rear Frame Wire
Harness - Connects to rear washer pump.
Connector P30 (Style 12) - Mechanical Engine Pin # Wire #
Wire Harness - Connects to coolant level
sensor. 1 RF-158C
2 RF-59
Pin # Wire #
A EN-83 Connector P38 (Style 15) - Rear Frame Wire
B EN-153 Harness - Connects to front washer pump.
Pin # Wire #
Connector P30 (Style 11) - Electronic Engine
Wire Harness - Connects to coolant level 1 RF-158B
sensor. 2 RF-60
Pin # Wire #
Connector P39 (Style 15) - Engine Wire
A EN-503 Harness - Connects to ether valve.
B EN-501
Pin # Wire #
C EN-500
1 EN-280
D EN-502
2 EN-156
Harness - Connects to true ground speed Connector P40 (Style 15) - Engine Wire
sensor. Harness - Connects to engine temperature
sensor.
Pin # Wire #
1 EN-157 3 EN-73
1 EN-80
2 EN-74 4 EN-75
2 EN-280
Connector P34 (Style 4) - Rear Frame Wire
Harness - Connects to 12 speed synchro - Connector P41 (Style 15) - Engine Wire
left. Harness - Connects to start relay.

1 RF-8 1 EN-10
2 RF-10 2 EN-154
3-331
Connector P42 (Style 14) - Engine Wire Connector P48 (Style ) - Rear Frame Wire
Harness - Connects to A/C low pressure Harness - Connects to hazard light relay.
switch.
Pin # Wire #
Pin # Wire # 86 RF-68 &
A EN-207 RF-67
B EN-307 N/C RF.63
N/O RF-66
Connector P43 (Style 14) - Engine Wire 85 RF-161B
Harness - Connects to A/C high pressure
COM RF-62
switch.
Pin # Wire # Connector P50 (Style 5) - Rear Frame Wire
A EN-7 Harness - Connects to RH work lamp - rear
fender (out).
B EN-207
Pin # Wire #
Connector P44 (Style 16) - Engine Wire 1 RF-2D
Harness - Connects to hydraulic oil
2 RF-152D
temperature.
1 EN-77 Harness - Connects to RH work lamp - rear
fender (in).
Connector P45 (Style 4) - Cab Roof Wire Pin # Wire #
Harness - Connects to A/C “ON”/“OFF”
1 RF-2E
switch.
2 RF-152E
1 CR-153 4 ---- Connector P52 (Style 5) - Rear Frame Wire
2 ---- 5 CR-3 Harness - Connects to LH work lamp - rear
fender (out).
3 ---- 6 CR-203
Pin # Wire #
Connector P46 (Style 19) - Rear Frame Wire 1 RF-2C
Harness - Connects to implement status
2 RF-152C
switch (trailer).
1 RF-155 Harness - Connects to LH work lamp - rear
fender (in).
Connector P47 (Style ) - Rear Frame Wire Pin # Wire #
Harness - Connects to hazard light relay.
1 RF-2B
Pin # Wire # 2 RF-152B
86 RF-64 &
RF-68 Connector P54 (Style 5) - Rear Frame Wire
N/C RF-63 & Harness -Connects to LH tail/stop lamp - rear
RF-58C fender.
N/O RF-65 Pin # Wire #
85 RF-161C A RF-58C
COM RF-61 B RF-38C
C RF-154C
3-332
Connector P55 (Style 5) - Rear Frame Wire Connector P62 (Style 5) - Cab Roof Wire
Harness - Connects to RH tail/stop lamp - Harness - Connects to LH work lamp - front
rear fender. roof. (ASN 301550)
A RF-58D 1 CR-6C
B RF-38D 2 CR-151C
C RF-154D
Connector P63 (Style 5) - Cab Roof Wire
Harness - Connects to LH work lamp - rear
Connector P56 (Style 5) - Engine Wire roof.
Harness - Connects to LH work lamp - front
fender. Pin # Wire #
1 CR-6E
Pin # Wire #
2 CR-151E
1 EN-5C
2 EN-150 Connector P64 (Style 5) - Cab Roof Wire
Harness - Connects to RH work lamp - front
Harness - Connects to RH work lamp - front
fener. Pin # Wire #
1 CR-6B
Pin # Wire #
2 CR-151B
1 EN-5B
2 EN-151 Connector P65 (Style 5) - Cab Roof Wire
Harness - Connects to RH work lamp - rear
Harness - Connects to LH outer head lamp. Pin # Wire #
Pin # Wire # 1 CR-6D
1 EN-3B 2 CR-151D
2 EN-152B Connector P66 (Style 5) - Cab Roof Wire
Harness - Connects to LH hazard light - front.
Harness - Connects to LH inner head lamp). Pin # Wire #
A CR-33B
Pin # Wire #
B CR-150C
1 EN-4B
C ----
2 EN-152C
Connector P67 (Style 5) - Cab Roof Wire
Connector P60 (Style 5) - Engine Wire Harness - Connects to LH hazard light - rear.
Harness - Connects to RH inner head lamp).
Pin # Wire #
Pin # Wire # A CR-33C
1 EN-4C B CR-150E
2 EN-152D C ----
Connector P61 (Style 5) - Engine Wire Connector P68 (Style 5) - Cab Roof Wire
Harness - Connects to RH outer head Harness - Connects to RH hazard light - front.
lamp).
Pin # Wire #
Pin # Wire # A CR-32B
1 EN-3C B CR-150B
2 EN-152E C ----
3-333
Connector P69 (Style 5) - Cab Roof Wire Connector P79 (Style 13) - Differential Lock
Harness - Connects to RH hazard light - rear. System - Connects to rear differential lock.
A CR-32C A DL-1C
J CR-150D B DL-150C
K ---- C DL-2C
Connector P70 (Style 18) - Cab Roof Wire Connector P80 (Style 4) - Cab Main Wire
Harness - Connects to reel lamp. Harness - Connects to differential lock
switch.
Pin # Wire #
1 CR-4B Pin # Wire # Pin # Wire #
2 CR-204C 1 ---- 4 ----
2 CM-130 5 CM-132
Connector REC (Style ) - Rear Frame Wire
3 CM-131A & 6 CM-133
Harness - Connects to PTO solenoid. CM131-B
Pin # Wire #
Connector P80A (Style 1) - Powershift Wire
- RF-156 arness - Connects to lever assembly.
- RF-57
Connector P71 (Style ) - Rear Frame Wire 1 PS-1A 6 PS-7
Harness - Connects to LH extremity light. 2 PS-5 7 PS-3
Pin # Wire # 3 PS-8 8 PS-9
1 RF-33B 4 PS-4 9 PS-6
5 PS-2D
Connector P72 (Style ) Rear Frame Wire
Harness - Connect to RH extremity light. Connector P81 (Style 22) - Powershift Wire
Pin # Wire # Harness - Connects to powershift relay.
1 RF-32B Pin # Wire # Pin # Wire #
30 PS-14 86 PS-2C
Harness - Connects to PTO switch. 85 PS-9 87 PS-10A &
PS-10B
NOTE: If no PTO switch installed, CM-14
jumps the switch between connections A Connector P82 (Style 1) - Powershift Wire
and C (CM-8 and CM-6). Harness - Connects to powershift module.
Pin # Wire # Pin # Wire # Pin # Wire #
A CM-8 1 PS-5 13 PS-7
B CM-24C 2 PS-6 14 PS-8
C CM-6 3 ---- 15 PS-22
D CM-57B 4 ---- 16 PS-11
5 PS-14 17 PS-18
Connector P78 (Style 13) - Differential Lock
6 ---- 18 PS-19
System - Connects to front differential lock.
7 PS-1B 19 PS-21
Pin # Wire # 8 PS-2B 20 PS-20
A DL-1B 9 ---- 21 PS-13
B DL-150B 10 ---- 22 PS-12
C DL-2B 11 PS-23 23 PS-24
12 PS-10B 24 PS-25
3-334
Connector P83 (Style 1) - Powershift Wire Connector P87 (Style 4) - TPH system -
Harness - Connects to powershift display. Connects to TPH auto raise/lower switch.
1 PS-22 3 PS-24 1 TP-8 4 ----
2 PS-23 4 PS-25 2 TP-6B & 5 ----
TP-6C
Connector P84 (Style ) - 1407 Powershift 3 TP-9 6 ----
Wire Harness - Connects to fuse and relay
panel. Connector P88 (Style 2) - TPH system -
Connects to TPH command POT.
1 PS-1A 9 ---- Pin # Wire # Pin # Wire #
2 PS-2A 10 PS-4 1 TP-11 4 TP-6C
3 ---- 11 ---- 2 TP-12 5 TP-10A &
4 ---- 12 PS-33 TP-10B
5 ---- 13 ---- 3 TP-9 6 ----
6 ---- 14 ----
Connector P89 (Style 3) - TPH system -
7 PS-3 15 ---- Connects to TPH lowering rate POT.
8 PS-32 16 ----
Pin # Wire #
Connector P85 (Style 1) - TPH system - 1 TP-18
Connects to TPH control module. 2 TP-19
Pin # Wire # Pin # Wire # 3 TP-20
1 TP-11 13 TP-2A
2 TP-12 14 TP-7A Connects to TPH lowering rate module (from
3 TP-13 15 TP-1D POT.
4 TP-5A 16 TP-16 Pin # Wire #
5 TP-1C 17 ---- 1 TP-18
6 TP-15 18 TP-8 2 TP-19
7 TP-9 19 TP-4A 3 TP-20
8 ---- 20 TP-10A
9 TP-14 21 ----
Connects to TPH lowering rate module (from
10 ---- 22 TP-6A controller).
11 ---- 23 ----
Pin # Wire #
12 ---- 24 TP-3
1 TP-10B
Connector P86 (Style 4) - TPH system - 2 TP-7B
Connects to TPH manual raise/lower switch. 3 TP-17
1 TP-4A & 4 TP-7A & Connects to TPH feedback POT.
TP-4B TP-7B
2 TP-6A & 5 TP-2A & Pin # Wire #
TP-6B TP-2B 1 TP-14
3 TP-4B 6 TP-5B 2 TP-15
3 TP-16
3-335
Connector P104 (Style 18) - Electronic Connector P109 (Style 13) - Electronic Engine
Engine Wire Harness - Connects to throttle Wire Harness - Connects to control module
position sensor. power connector (N14 only).
A EN-516 D EN-519 A EN-511
B EN-517 E EN-520 B EN-512
C EN-518 F EN-171E C EN-513
Connector P106 (Style 24) - Electronic Connector P110 (Style 2) - Cab Main Wire
Engine Wire Harness - Connects to control Harness - Connects to warning light board
module OEM port. (electronic engines only).
1 EN-83 14 EN-175 1 CM-531C
2 ---- 15 ---- 2 CM-530C
3 ---- 16 EN-524 3 CM-532C
4 ---- 17 ---- 4 CM-538B
5 ---- 18 EN-518
Connector P111 (Style ) - Cab Main Wire
6 EN-520 19 EN-517
Harness - Connects to brake switch.
7 ---- 20 EN-170C
8 ---- 21 EN-514 Pin # Wire #
9 EN-519 22 EN-173 1 CM-133
10 EN-171D 23 EN-174 2 CM-156
11 EN-516 24 ---- 3 CM-31
12 EN-172 25 EN-525 4 CM-58
13 ---- 26 ----
Connector P114 (Style ) - Engine Wire
Harness - Connects to hydraulic filter
Connector P107 (Style 25) - Electronic Engine bypass .
Wire Harness - Connects to control module
sensor connector (CAN Bus terminator). Pin # Wire #
Pin # Wire # Pin # Wire # A EN-78
A EN-506 M EN-503
Connector 120 (Style 5) - Rear Frame Wire
J EN-500 T EN-171F Harness - Connects to transmission brake
K EN-501 V EN-505 solenoid.
L EN-502
Pin # Wire #
1 RF-4
Connector P108 (Style 5) - Electronic Engine
Wire Harness - Connects to control module 2 RF-159
data link connector (CAN Bus terminator).
Connector 121 (Style 4) - Cab Main Wire
Pin # Wire # Harness - Connects to transmission brake
A EN-508C switch.
B EN-509C
Pin # Wire #
C EN-510C
1 CM-130C
2 CM-134
3-336
Connector P122 (Style 4) - Electronic Engine Connector P131 (Style ) Cab Main Wire
Wire Harness - Connects to cruise control Harness - Connects to signal lamps
On/Off switch. connector.
1 EN-170A 4 EN-172 1 CM-34B
2 EN-171A 5 EN-171B 2 CM-32B
3 EN-170B 6 EN-173 3 CM-33B
4 CM-35B
Connector P123 (Style 4) - Electronic Engine 5 ----
Wire Harness - Connects to Increment/
6 ----
Decrement switch.
Pin # Wire # Pin # Wire # Connector 141 (Style ) 1407 Powershift Wire
Harness - Connects to neutral start relay.
1 EN-174 4 ----
2 EN-171C 5 ---- Pin # Wire #
3 EN-175 6 ---- 30 PS-14
85 PS-2C
Connector P125 (Style ) Cab Main Wire 86 PS-9
Harness - Connects to 1407 transmission
87 PS-15
connector.
Pin # Wire #
Connector 144 (Style ) 1407 Powershift
Wire Harness - Connects to clutch pedal
A CM-300C potentiometer.
B CM-52B
Pin # Wire #
C CM-53B
A PS-50
D ----
B PS-52
Connector P126 (Style ) Cab Main Wire C PS-51
Harness - Connects to QSM 11 engine only.
Pin # Wire # Harness - Connects to ECM module.
A CM-300A Pin # Wire # Pin # Wire #
B CM-980 1 ---- 17 ----
C CM-530 2 ---- 18 ----
D CM-981 3 ---- 19 EN-501
4 ---- 20 ----
Connector P130 (Style ) Rear Frame
Wire Harness - Connects to signal lamps 5 EN-502 21 ----
connector. 6 EN-503 22 ----
Pin # Wire # 7 EN-500 23 ----
1 RF-64 8 ---- 24 ----
2 RF-65 9 EN-300 25 ----
3 RF-66 10 ---- 26 ----
4 RF-67 11 ---- 27 ----
5 ---- 12 ---- 28 ----
6 ---- 13 ---- 29 ----
14 ---- 30 ----
15 ---- 31 ----
16 ---- ----
3-337
Connector P184 (Style ) - Engine Wire Connector RNG29 (Style ) - Engine Wire
Harness - Connects to diagnostic access. Harness - Connects to starter (ground).
A EN-403A N/A EN-152A
B EN-404A N/A EN-154
C EN-405A N/A EN-158
N/A EN-156
Harness - Connects to diagnostic access. Connector RNG31 (Style ) - Engine Wire
Harness - Connects to transmission filter
Pin # Wire #
bypass (LH side).
A EN-403
B EN-404 Pin # Wire #
C EN-405 N/A EN-158
N/A EN-76
Harness - Connects to ECM module. Connector SPD 05 (Style ) - Engine Wire
Harness - Connects to starter.
2 EN-514 26 EN-105 Pin # Wire #
3 EN-519 27 EN-106 N/A EN-8
5 EN-83 28 EN-513C N/A EN-11
6 EN-524 29 EN-512B
Connector T1 (Style 21) - Rear Frame Wire
7 EN-511B 30 EN-512C Harness - Connects to 7-pin trailer plug.
8 EN-511C 36 EN-405
9 EN-171F 37 EN-404
1 RF-153 5 RF-32C
10 EN-171D 38 EN-506
2 RF-3 6 RF-38B
11 EN-538 39 EN-512D
3 RF-33C 7 RF-1
13 EN-520 40 EN-512E
4 RF-55C ----
14 EN-175 41 EN-530
16 EN-525 44 EN-505 Connector CONN (Style ) - Engine Wire
17 EN-511D 46 EN-403 Harness - Connects to A/C switch ground.
18 EN-513B 47 EN-516
Pin # Wire #
23 EN-172 48 EN-518
MB-07 4MM SOC EN-307
24 EN-174 49 EN-517
25 EN-173 50 EN-512F
Connector RNG27 (Style ) - Engine Wire

Harness - Connects to starter (start).
Pin # Wire #
N/A EN-11
Connector RNG28 (Style ) - Engine Wire

Harness - Connects to starter (battery).
Pin # Wire #
N/A EN-8
3-338
Repairing Connectors
There are several types of connectors used on
the Buhler Versatile 4WD tractor. The following
pages describe the procedure to repair each type
of connector. These instructions use the tools
available in the connector repair kit (BLR20174)
available from OTC.
Figure 3-315
Style 1 - Circular Plastic Connector Body With

Pin Contacts
Use these instructions to remove and replace

pins and sockets in connectors J1, J2, J4, J5, J7,
J8, P80A (powershift), P82, P83, P85, P107.
1. Remove the two screws, 1, and the wire lock, 3 1

2, then unscrew the connector cover, 3.
2
2. Align the sleeve of the Contact Extraction
Tool BLR20177, with the contact to be
removed.
1
Figure 3-316
3. While holding the handle, 1, insert sleeve of

the tool, 2, into the cavity until it bottoms.
Allow the push rod, 3, to back out during
insertion.
4. Rotate the handle of the tool, 1, to ensure the 2
release of the contact locking lance(s). 1
5. Keep the sleeve of the tool, 2, firmly

bottomed in the cavity, and depress the push
rod button, 3, to eject the contact.
6. Replace the contact using the proper wire
crimping procedure explained later in this 3
section.
7. Push the new contact and wire straight into Figure 3-317
the connector until a positive stop is felt. A
slight tug will confirm that it is properly locked
in place.
8. Install the connector cover and lock wires in
place with the two screws.
3-339
Style 2 - Rectangle Plastic Connector Body

With Pin Contacts

pins and sockets in connectors J15, J16, P1, P2,
P7, P21, P88, P91, P110.
Figure 3-318
1. Push the contact into the cavity as far as it will

go.
2. To remove a socket, align the tip of the
Contact Extraction Tool BLR20182, so that it
is positioned opposite the socket seam. With
the tool bottomed in the cavity, pull the wire to
remove the contact.
3. To remove a pin, place the tip of the Contact
Extraction Tool BLR20182, against the
locking lance. Depress the locking lance with
the tool tip, and pull the wire from the cavity.
crimping procedure explained later in this
section.
5. Push the new contact and wire straight into
in place.
Figure 3-319
3-340
Style 3 - Cannon Sure Seal - Soft Rubber

Connectors With Pin Contacts

pins and sockets in connectors P26, P27, P89,
P90, P92.
Figure 3-320
1. Select proper size Contact Extraction Tool,

BLR20185 through BLR20188.
2. Position the tool, 1, on the wire, 2, of contact
1
to be removed.
3. Slide the tool toward the contact until it
bottoms against the contact lock.
Figure 3-321
4. Pull the tool, wire, and contact completely out

of the connector body.
section.
Figure 3-322
3-341
6. Start the new contact and wire into the

connector. Using the appropriate size
Contact Extraction Tool (BLR20178 or 1
BLR20182), 1, push the contact, 2, into the
connector, 3. 2
7. Holding the tool firmly, insert the contact into
the cavity to the depth of the tool shoulder, 4.
8. Remove the tool and pull on the wire to
confirm that it is properly locked in place. 4
Figure 3-323
Style 4 - Hard Plastic Connectors With Blade

Contacts (Switch Connectors)

sockets in connectors P10, P16, P17, P18, P19,
P20, P24, P34, P35, P45, P80, P86, P87, P121,
P122, P123.
Figure 3-324
1. Insert one blade of Extractor Tool BLR20176,

1, into the offset in the cavity housing until it
bottoms.
NOTE: It may be necessary to wiggle the
tool during installation to get it to bottom
completely. Wiggle only from side to side.
2. Pull the wire to remove the contact.

section.
4. Push the new contact and wire straight into 1
slight tug will confirm that it is properly locked Figure 3-325
in place.
3-342
Style 5 - Weather-Tight Plastic Connectors

With Pin Contacts

sockets in connectors P22, P50 through P69,
P108, and P120.
1 1
2 2
Figure 3-326
1. Remove weather seal, 1.

2. Pry end cap, 2, off.
3. Insert a small screwdriver into the connector
and pry lock, 1, away from the contact, 2. 2 2
4. Pull the contact, 2, and wire out of the
connector.
section. 1
in place. Figure 3-327
7. Replace end cap and weather seal.
Style 6 - Slide Together Plastic Connectors

With Blade Contacts
Each individual contact body can be locked to

other contact bodies to change the size of the
connector, as necessary.
pins and sockets in connectors J3, J9, J10, J12,
J13, J14, J17, J18, J19.
Figure 3-328
3-343
1. If connector consists of more than one

contact body, slide the sections apart to
separate the section that will have the
contact replaced.
Figure 3-329
2. Insert a dental probe into the contact end and

pry the tip away from the locking tab, then
gently pull the wire and contact out.
section.
Figure 3-330
4. Insert the new contact into the contact body

housing so the hook on the contact, 1, is 2
toward the metal locking tab, 2, in the
housing.
the contact body until a positive stop is felt. A
in place. 1
6. If the contact body was removed from other
sections of the connector, slide the section
together with the other sections of the
connector.
Figure 3-331
3-344
Style 7 - Tractor Performance Monitor

Connector

pins and sockets in connector P8.
1. Depress lock tab, 1, on side of connector and

remove pin lock plate, 2, from connector.
2
1
Figure 3-332
2. Pry back contact lock tab, 1, and pull the wire

to remove the contact.
section.
the connector.
Figure 3-333
5. Install pin lock plate, 1, in connector until it

locks in place.
Figure 3-334
3-345
Style 8 - Packard Electric Metri-Pack

Connector

pins and sockets in connectors P5 and P6. 1
1. Depress lock tab, 1, on side of connector and 2

remove pin lock plate, 2, from connector. 1
Figure 3-335
2. Insert dental probe, 1, in the connector

housing, pry back contact lock tab, and pull
the wire to remove the contact.
1
section.
the connector.
Figure 3-336
5. Install pin lock plate, 1, in connector until it

locks in place.
1
Figure 3-337
3-346
Style 9 - Hard Plastic Connectors With Blade

Contacts

blade contacts in connector P14.
Figure 3-338
1. With a small screwdriver or dental pick, 1,

depress the locking tab on the blade and
gently pull the wire to remove the contact.
section.
in place.
Figure 3-339
Style 10 - Electronic Monitor Module

Connectors

pins in connectors P3 and P4.
1. Remove the lock clips, 1, on both sides of the
connector. 1 1
Figure 3-340
3-347
2. From the socket end, insert a dental probe, 1,

into the larger, outside hole, 2, and pry the
lock tab back and gently pull the wire to
remove the contact.
section. 1
4. Push the new contact and wire straight into 2

in place.
Figure 3-341
5. Install the two side lock clips, 1.
Figure 3-342
Style 11 - Packard Connector

pins in connectors P13, P30 (electronic engines),
and P75.
1. Release the side tabs, 1, and rotate the wire 1 1

lock back away from the wires.
Figure 3-343
3-348
2. Insert a dental probe and pry the lock tab

back and gently pull the wire to remove the
contact.
section.
in place.
5. Rotate the wire lock into position until the
side lock tabs click into place.
Figure 3-344
Style 12 - Packard Weather Pack Connector

With Blade Contacts
pins in connectors P29, P30, and connector to
the fuel solenoid harness on the 2240 tractor.
1. Pry the sides off the connector, 1, with a small
screwdriver or dental probe. 1
Figure 3-345
2. Insert a dental probe and pry the lock tab

back and gently pull the wire to remove the
contact.
Figure 3-346
3-349

section.
NOTE: When installing a new connector
contact, crimp weather stripping, 1, with
the insulation crimp, 2.
2
4. Insert the wire and contact into the connector
and ensure the locking tab holds the contact
in place.
5. Snap the sides back onto the connector.
1
Figure 3-347
Style 13 - Packard Weather Pack Connector

With Pin Contacts
pins in connectors P78, P79, P109 and
connector at the fuel solenoid on the 2240 tractor.
1. Release the side tabs, 1, and rotate the wire
lock back away from the wires.
Figure 3-348
2. Insert the sleeve, 1, of the Contact Extraction

Tool BLR20177 into the cavity until it
bottoms. Allow the push rod, 2, to back out
during insertion. 2
3. Rotate the handle of the tool to ensure the
release of the locking lances.
4. Keep the sleeve, 1, firmly bottomed in the
cavity, and press the push rod button, 2, and 1
gently pull the wire to remove the contact.
Figure 3-349
3-350

section.
1
contact, crimp the weather stripping, 1,
with the insulation crimp, 2.
6. Insert the wire and contact into the connector

and ensure the locking tab holds the contact
in place.
2
7. Snap the sides back onto the connector.
Figure 3-350
Style 14 - Packard Electric Weather Pack

pins in connectors P25, P42, P43.
1. Release the tabs, 1, and rotate the wire lock

out of the way.
1
Figure 3-351
2. Insert the sleeve, 1, of the Contact Extraction

Tool BLR20177, into the cavity until it
bottoms. Allow the push rod, 2, to back out
during insertion.
3. Rotate the handle of the tool to ensure the 1 2
release of the contact locking lance(s).
4. Keep the sleeve, 1, of the tool firmly
bottomed in the cavity, and depress the push
rod button, 2, to eject the contact.
Figure 3-352
3-351

section.
1
contact, crimp the weather stripping, 1,
with the insulation crimp, 2.

in place. 2
7. Rotate the wire lock back into place and snap

the locks onto the connector.
Figure 3-353
Style 15 - Packard Connector With Blade

Contacts

sockets in connectors P37, P38, P39, P40, P41.
Figure 3-354
1. Insert one tip of Extractor Tool BLR20176, 1,

into the offsets in the cavity housing until it
bottoms.
NOTE: It may be necessary to wiggle the

1
section.
in place.
3-352
Style 16 - Packard Connector - Special Safety

Switch

contact in connector P44.
Figure 3-356
1. Insert one blade of Extractor Tool BLR20176,

1, into the offset in the cavity housing until it
bottoms.
NOTE: It may be necessary to wiggle the 1

section.
in place.
Style 17 - Ford Micropin Submersible

Connector

contacts in connector P33.
Figure 3-358
3-353
7
1. Use a dental probe to reach in to the center of
the connector lock tab. Snag the hole in the
tab, 2, Figure 3-339, and pull the tab out of
the connector.
Figure 3-359
2. Move the contact lock, 1, away from the

contact, and gently pull the wire to remove
the contact.
section.
1
the connector, then move the contact lock
back against the contact.
5. Insert the connector lock tab, 2.
2
Figure 3-360
Style 18 - Packard Electric Metri-Pack 150

Series Connector

contacts in connectors P70 and P104.
1. Pull weather seal, 1, out of back of connector.
Figure 3-361
3-354
2. Using a dental probe, push the contact lock

out of the way.
3. Push the wire out through the front of the
connector.
Figure 3-362
4. With the wire extending through the

connector, replace the contact using the
proper wire crimping procedure explained
later in this section.
5. Pull the wire with the new contact into the
connector until a positive stop is felt. A slight
push will confirm that it is properly locked in
place.
6. Push the weather seal back into the wire end
of the connector.
Figure 3-363
Style 19 - Amp Mate-N-LokTM Nylon

Connector
Use these instructions to remove and replace the

contact in connectors P36 and P46.
Figure 3-364
3-355
1. Push the contact into the cavity as far as it will

go.
2. Place the tip of the Contact Extraction Tool
BLR20182, 1, against the locking lance on
the pin. Depress the locking lance with the
tool tip, and pull the wire from the cavity.
section.
1
in place.
Figure 3-365
Style 20 - 90°° Elbow Blade Connector

Use these instructions to remove and replace the
This is a simple closed-barrel connector. To

replace the connector cut the wire to the
connector and replace the connector using the
closed-barrel connector crimping procedure
explained later in this section.
Figure 3-366
Style 21 - 7 Pin Trailer Connection

connector T1.
1
NOTE: Individual contacts in this connector
cannot be replaced. If a contact is defective,
replace the entire connector.
1. Pull the rubber boot, 1, back away from the

connector.
Figure 3-367
3-356
2. Remove the screw, 1, and remove the

housing, 2, from the connector. 2
1
Figure 3-368
3. Loosen the screws, 1, and remove the wires.

NOTE: Install a crimp sleeve or solder
each wire end group together to prevent
the wire strands from spreading when the 1
lock screw is tightened.
4. Insert the wires into the new connector

contacts and tighten the wire lock screw, 1,
securely.
5. Insert the connector into the housing and
secure with screw, 1, Figure 3-383.
6. Slide the rubber boot back into position over
the connector housing.
Figure 3-369
Style 22 - Relay Base

contacts in connector P81 (Relay Base).
Figure 3-370
3-357
1. Using a dental probe, push the contact lock

out of the way.
section.
in place.
Figure 3-371
Style 23 - Circular Plastic Connector With

Blade Contacts
Use these instructions to remove and replace 2

contacts in the auxiliary power connector. 1
1. Remove the two screws, 1, then unscrew the

connector cover, 2.
Figure 3-372
2. Push the tips of the Contact Extraction Tool

BLR20176, 1, between the contact blades, 2,
and the cavity housing until it bottoms.
NOTE: It may be necessary to wiggle the 1
2

section.
in place.
6. Install the connector cover and lock wires in
place with the two screws.
3-358
Style 24 - Electronic Control Module OEM

Connector

20005832
Figure 3-374
1. Remove the outside connector cover, 1, and

pull the wire guide piece, 2, back from the
connector.
2
1
20005833
Figure 3-375
2. Carefully insert two thin blade screwdrivers

into the sides of the connector to release the
two side lock tabs, and pull the center of the
connector away from the body.
NOTE: Excessive prying on the
connector will cause the plastic to break.
20005834
Figure 3-376
3-359
3. From the contact side of the connector, use a

small screwdriver or dental probe to release
the locking tab, 1, on the contact.
section.
5. Insert the new contact into the cavity
completely and confirm that it locks into place
properly with a slight tug.
20005835
Figure 3-377
Style 25 - Electronic Control Module Circular

Sensor Connector
contacts in connector P107 & P183.
20005836
Figure 3-378
1. Remove the retaining ring, 1, with a dental

probe or small screwdriver.
20005837
Figure 3-379
3-360
2. Pull the outside collar, 1, up over the wires.

Pry the rubber insulator, 2, out of the 1
connector body. Retain all the small insulator 2
plugs.
20005838
Figure 3-380
3. Select a proper size Contact Extraction Tool,

BLR20185 through BLR20188.
4. Position the tool, 1, on the wire, 2, of the
contact to be removed. 2
5. Slide the tool toward the contact until it
releases the locking lances around the
contact. Rotate the tool to release all the
lances.
1
20005839
Figure 3-381
6. Pull the tool, 1, wire, 2, and contact, 3,

completely out of the connector body. 1 2 3

section.
8. Insert the new contact into the cavity
completely and confirm that it locks into place
properly with a slight tug.
20005840
Figure 3-382
3-361
WIRE CRIMPING PROCEDURE

Individual connector pins can be replaced using 1 2 3
the crimping tools contained in Repair Kit
BLR20174. Replacement pins can be sourced
from Buhler Versatile or procured locally (refer to
Service Bulletin 4/91-GI1 for connector pin
replacement). Repair Kit BLR20174 contains the
three crimping tools used in the procedures
discussed:
1. Amp crimping tool
2. Universal crimping tool
3. Deutsch crimping tool
Figure 3-383
There are two basic types of pin connectors used

on the Buhler Versatile 4WD tractors, an
open-barrel type, 1, or a closed-barrel type, 2.
Typically, open-barrel connectors and 1
closed-barrel (Deutsch) connectors will be 2
used on wires that are grouped into a common
connector housing. Closed barrel connectors are
used on wires that connect to a terminal of a
particular electrical component.
The majority of pin connectors used on the
Buhler Versatile 4WD tractors are open-barrel
connectors grouped into a common housing.
Use the following procedures to complete Figure 3-384
connector pin replacement, the closed-barrel
(Deutsch) connectors are discussed separately
at the end:
Wire Crimping Preparation

1. The universal crimping tool is helpful in
stripping insulation from wires using the
designated area, 1, of the tool. 1
Figure 3-385
3-362
2. To properly strip the insulation from an

individual wire, place the wire in the stripping
hole the corresponds with the gauge of the
wire. Rotate the tool around the wire 180° to
cut the insulation completely. Then pull the
wire straight from the tool to strip the
insulation.
NOTE: The wire strip length must exceed
the length of the barrel on the connector
pin by 0.8 mm (1/32 in.). The wire strip
length for Deutsch type connectors
must be 0.25 mm (1/4 in.).
Figure 3-386
Amp Open-Barrel Connector Crimping
1. Open-barrel connectors have four major 1

areas on them. The socket, 1, that mates to
the component the wire connects to (male or 2
female socket), the locking prongs, 2, that
retain the pin into the common housing, the
wire barrel, 3, that crimps to the exposed 3
wire, and the insulation barrel, 4, that holds
the pin onto the insulation of the wire being
crimped. 4
Figure 3-387
2. The Amp crimping tool is used to install

open-barrel connectors onto individual
wires. Use the designated area, 1, at the end
of the tool to properly crimp the open-barrel
style connector.
Figure 3-388
3-363
3. To properly crimp the open-barrel connector

on the wire, position the wire barrel of the
connector in the best suited wire crimp area
(A, B, C, or D) with the wire barrel opening
facing the letter. Squeeze the tool handles
just enough to hold the connector in place.
Insert a properly-stripped wire into the wire
barrel. Hold the wire in place and squeeze
the tool handles together.
Figure 3-389
4. Complete the repair by positioning the

insulation barrel in the best suited insulation
crimp area (E, F, G, or H) with the insulation
barrel opening facing the letter. Be sure the
wire insulation is in place in the barrel and
squeeze the tool handles together.
Figure 3-390
5. A properly-crimped open-barrel pin

connector will have the exposed wire
clamped by the barrel, 1, and the insulation of
the wire crimped by the insulation barrel, 2. 2 1 3
NOTE: Be certain the locking prongs, 3, of
the pin are pulled outward from the
socket of the pin.
Figure 3-391
3-364
Amp Closed-Barrel Connector Crimping

1. Closed-barrel connectors come in a variety
of shapes and sizes. Regardless of the style, 1
each connector will have a terminal end, 1,
closed-barrel, 2, and insulation, barrel, 3.
2
Figure 3-392
2. Use the Amp wire crimping tool to properly

crimp closed-barrel style connectors. The
center area, 1, of the tool is designated for
1
closed-barrel style connectors.
Figure 3-393
3. To properly crimp the closed-barrel

connector on the wire, position the wire
barrel of the connector in the best suited wire
crimp area (J, K, or H) with the wire barrel
centered in the crimping jaws. Squeeze the
tool handles just enough to hold the
connector in place. Insert a properly-stripped
wire in place and squeeze the tool handles
together.
Figure 3-394
3-365
4. Complete the repair by positioning the

insulation barrel in the “M” crimp area of the
tool so that the barrel is centered in the tool.
Hold the wire in place and squeeze the tool
handles together.
Figure 3-395
5. A properly-crimped closed-barrel connector

will have the exposed wire clamped in the
closed-barrel, 1, and the insulation of the
wire clamped in the insulation barrel, 2, of the 2 1
connector.
Figure 3-396
Deutsch Closed-Barrel Connector Crimping
NOTE: The handles, 1, of the Deutsch

crimping tool are a ratchet type and will not
open until they have been fully closed.
Figure 3-397
3-366
1. The closed-barrel connectors have three

major areas on them. The socket, 1, that
mates to the component that the wire
connects to (male or female socket), the 1
shoulder, 2, and the wire barrel, 3, that
crimps to the exposed wire.
2. Strip 0.25 mm (1/4 in.) of insulation from the 2
end of the wire as described earlier in this
section. 3
Figure 3-398
3. Position the connector (pin or socket) in the

proper gauge hole (12, 16, or 20) of the tool.
Make sure the shoulder of the pin is flush with
the outside of the tool. Close the tool ratchet
handles just enough to hold the connector in
place.
Figure 3-399
4. Insert a properly-stripped wire into the barrel.

Hold the wire in place and squeeze the
ratchet handles until the tool releases and
opens again
1
5. Inspect the connector “U” crimp, 1, and make
sure all wire strands are in the crimp barrel.
Figure 3-400
3-367
Figure 3-401
Replacing Wire Harnesses

Before replacing a wire harness, make sure the
problem is not in one of the connectors. It is
much easier to repair a connector than it is to
replace a wire harness.
Removing the Cab Main Wire Harness

NOTE: As sections of the wire harness are
unplugged or disconnected, cut wire ties and
remove the harness from the wire clamps.
1. Remove the access panel under the rear
shelf to gain access to the bottom of the
fuse and relay panel.
2. Unplug connectors J1, J2, J3, J9, J12 and Figure 3-402
J14 from the fuse and relay panel.

3. Disconnect the ground leads, 1, from
Ground #5, and remove the wire harness
from the clamp.
4. Unplug the rear windshield wiper connector
(P19), 2.
5. Unplug the seat connector (P13) (not
shown).
6. Unplug the rear main hazard/turn light
connector P131, 1, if equipped.
1
Figure 3-403
3-368
6. Unplug the transmission brake switch

connector (P121), 1.
1
19995031
Figure 3-404
7. Disconnect the park brake switch, 1.

8. Remove the side access panel.
6
9. Unplug the TPM connector (P8), 2. 2
10. If the tractor is equipped with a PTO, unplug
the PTO switch connector (P75), 3.
4 5 3
11. If the tractor is equipped with a differential
lock, unplug the differential lock switch
connector (P80), 4.
12. Unplug the CM-25 and CM-150 wires from 1

the cigarette lighter, 5.
13. Lift the top of the side panel at 6, and remove Figure 3-405
the wire harness from between the support
bracket and the top of the side panel.
14. Remove the right hand front cowling cover, 1.
NOTE: The wire harness comes with a

bus bar with the following connections
already made:
S Terminal 1 - Ignition - CM-15C, CM-15D, 1

CM-15E, CM-15F
S Terminal 2 - Lights - CM-41C and
CM-41D
S Terminal 3 - Ground - CM-16C, CM-16D,
CM-16E, CM-16F
S Terminal 4 - Audio - CM-13C and
CM-13D
Figure 3-406
3-369
15. Label and disconnect any user installed

connections on the four pin bus bar, 1.
16. On terminal #2 of the bus bar, remove the

black wire for the side console light and the 4 3
black wire for the fuel gauge. 2
17. On terminal #3 of the bus bar, remove the

black wire for the side console light.
18. Disconnect the wires, 4, from the fuel gauge.

1
19. Remove the bus bar from the cowling cover.
Figure 3-407
20. Loosen the two screws, 1, on the instrument

panel, 2, and lift the panel out of the dash. If 3 2 3
desired, the side access panel covers, 3,
may also be removed for better access to the
connectors.
21. Unplug the following connectors from the

back of the instrument panel:
S P1 - Warning light board

S P2 - Warning light board 1
S P3 - Electronic module
19983142
S P4 - Electronic module
Figure 3-408
S P110 - Warning Light Board
22. Unplug the front wiper motor connector

(P17), 1, and disconnect CM-152 wire, 2,
from the wiper motor mount. 2
Figure 3-409
3-370
23. Unplug the four way digit select switch

connectors (P5 & P6), 1.
1
24. Disconnect wires CM-91C and CM-103 from 2
the electronic monitor acknowledge/reset
switch, 2. 3
4
25. Unplug the electronic monitor function select 8
switch connector (P7), 3. 5
26. Unplug the main light switch connector 6

(P24), 4.
7 9
27. Unplug the front windshield wiper switch 11 10
connector (P16), 5.
Figure 3-410
28. Unplug the rear windshield wiper switch
connector (P18), 6.
29. Unplug the windshield washer switch

connector (P20), 7.
30. Unplug the radio connector (P14), 8.

31. Unplug the ignition switch connector (P10),
9.
32. Disconnect the CM-7 and CM-80 wires from

the cold start switch, 10.
33. Unplug the turn signal switch connector

(P21), 11.
34. Disconnect the CM-31 wire, 1, CM-58 wire,

2, CM-133 wire, 3, and CM-156 wire, 4, from
the brake switch.
2 1
4 3
Figure 3-411
3-371
35. Remove the wire harness from the two

harness clamps, 1, at the front of the cab, and
take the harness out the right side of the
control console. 1
Figure 3-412
Installing the Cab Main Wire Harness
1. Lay the wire harness on the cab floor along

the right hand side with connectors J1, J2,
J3, J9, J12, J14, and the ground leads near 1
the fuse and relay panel.
2. Attach the wire harness to the top, right hand
side of the rear shelf with the wire clamp at
Ground #5, 1.
2
3. Connect the six ground leads to Ground #5,
1.
4. Plug connector P19 (wires CM-123, CM-124,
and CM-125) into the rear wiper motor, 2.
Figure 3-413
5. Route the harness for the seat switch, 1, and

park brake switch, 2, in the channel in the
floor mat, 3.
6. At the park brake switch, 2, connect CM-154
to terminal #1, CM-112 to terminal #2, CM-9
to terminal #3, and CM-10 to terminal #4. 2
7. Plug connector P13 into the seat.
1 3
Figure 3-414
3-372
8. Route connector P8 (wires CM-15B, CM-18B,

CM-41B, CM-90, CM-16B, CM-13B, CM-17C,
CM-55) up through the opening between the
6
top of the right hand console and the window 2
and plug into the TPM, 2.
9. If the tractor is equipped with a PTO, plug
connector P75 (yellow wires) into the PTO
switch, 3. 4 5 3
10. If the tractor is equipped with a differential

lock, plug connector P80 (tan wires) into the
differential lock switch, 4. 1
11. Connect wires CM-25 and CM-150 to the
cigarette lighter, 5.
12. Route the wire harness along the top of the Figure 3-415
side console. At the front end, lift the top of
the console at 6, and position the wire
harness between the support bracket and
the console top.
13. Plug connector P121 (wires Cm-130C and

CM-134) into the transmission brake switch,
1.
1
19995031
Figure 3-416
14. Loosen the bottom of the right hand front

cowling cover and route the leg of the wire
harness with the bus bar up behind it. Mount
the bus bar, 1, on the upper cowling cover. 2
15. At the fuel gauge, connect CM-16E to the “G” 3
terminal, 2, CM-54A and CM-54B to the “S”
terminal, 3, and CM-15E to the “I” terminal, 4.
16. Attach the black wire from the fuel gauge and 5
one of the black wires from the side console
light, 5, to terminal #2 of the bus bar. 4
17. Attach the other black wire from the side 1
console light, 5, to terminal #3 of the bus bar.
18. Attach any user installed connections on the
four pin bus bar. Install the right hand front Figure 3-417
cowling cover and tighten the bottom of the
cowling cover.
3-373
19. Lift the floor mat in the right, front corner of

the cab and route the harness under the floor
mat and behind the instrument console.
20. Lift the wire harness up behind the

instrument panel and attach to the harness
clamps, 1, at the points shown. Do not tighten
clamps at this time. The left hand clamp 1
should hold the harness just after the
harness branches to the front wiper motor.
Figure 3-418
21. Connect CM-152 wire, 2, to the wiper motor

mount and plug connector P17 (wires
CM-120, CM-121, and CM-122) into the front 2
wiper motor, 1.
Figure 3-419
22. At the brake switch, connect CM-31 to the

bottom front terminal, 1, CM-58 to the top
front terminal, 2, CM-133 to the bottom back
terminal, 3, and CM-156 to the top back
terminal, 4.
2 1
4 3
Figure 3-420
3-374
23. Plug connector P10 (orange wires) into the

ignition switch, 9.
24. Connect the CM-7 and CM-80 wires to the 1
2
cold start switch, 10.
25. Plug connector P21 (wires CM-26, CM-34, 4 3
CM-35, CM-36, CM-43, CM-44, and CM-79)
into the turn signal switch, 11. 5 8
26. Plug connector P14 (square, nine blade
connector) into the radio, 8. 6
27. Plug connector P20 (wires CM-30C, CM-59, 7 9
and CM-60) into the windshield washer
11 10
switch, 7.
28. Plug connector P18 (wires CM-30B, Figure 3-421
CM-30C, CM-123, CM-124, and CM-125)
into the rear windshield wiper switch, 6.
29. Plug connector P16 (wires CM-30A,
CM-30B, CM-120, CM-121, and CM-122)
into the front windshield wiper switch, 5.
30. Plug connector P24 (wires CM-39, CM-40,
CM-42, CM-46, and CM-47) into the main
light switch, 4.
31. Plug connector P7 (wires CM-91D, CM-92,
CM-93, CM-94, CM-95, CM-96, and CM-97)
into the electronic monitor function select
switch, 3.
32. Connect wires CM-91C and CM-103 to the
monitor acknowledge/reset switch, 2.
33. Plug connectors P5 (wires CM-91B, CM-101
and CM-102) and P6 (wires CM-98 and
CM-100) into the four way digit select switch,
1.
34. Plug the following connectors into the back of
the instrument panel:
S P1 (12 pin) - Warning light board
S P2 (16 pin) - Warning light board
S P3 (24 pin) - Electronic module
S P4 (32 pin) - Electronic module
S P110 (4 pin) - Warning Light Board
35. Tighten the two wire harness clamps behind
the instrument panel.
36. Place the instrument panel in the dash and
lock in place with the two screws.
3-375
Figure 3-422
37. Plug connectors J1, J2, J3, J9, J12, and J14
into the fuse and relay panel.
38. Plug in connector P131 to connector P130,
Figure 3-404.
39. Use wire ties as needed to secure the wire
harness out away from all moveable parts.
40. Reinstall all access panels.
3-376
Figure 3-423
Removing the Cab Roof Wire Harness

1. In the cab, remove the access panel under
the rear shelf to gain access to the bottom of
2. Unplug connectors J4 and J13 from the fuse
and relay panel.
3. Disconnect wires CR-4B and CR-204C from
the reel lamp.
4. Remove the four screws, 1, that secure the

air conditioning control panel to the plenum.
Figure 3-424
3-377
5. Unplug the A/C switch connector (P45), 1.

6. Disconnect the wires from the A/C blower
switch, 2.
1
2
19996858
Figure 3-425

left roof panel.
Figure 3-426
8. Disconnect the speaker wires, 1, from the

rear of the left and right speakers.
1
9. Loosen the left hand front cowling cover
(front of door) by loosening the three bolts
that pass through it into threaded bosses in
the cab frame and disconnect wire CR-204A
from the door switch.
1
10. Remove the dome lamp from the left hand
rear cowling cover (rear of door) and
disconnect the wires from the dome lamp.
Figure 3-427
3-378
11. Remove the eight bolts and sealing washers,

1, that secure the roof cap to the cab frame.
12. Lift up each corner of the roof cap and unplug

the wire harness connectors for the four
amber lights (P66, P67, P68, and P69) and, if
installed, the four work lamps (P62, P63,
P64, and P65).
1
Figure 3-428
13. Unscrew the adapter for the antenna lead, 1,

and remove the nut, 2, for the antenna 1
ground strap.
19996874
Figure 3-429
14. With the help of an assistant, lift the cab roof

off of the cab.
NOTE: Put a piece of cardboard under the

roof when laying it down to prevent it from
being scratched.
15. Remove the insulation blanket, 1, from on top 1
of the plenum.
Figure 3-430
3-379
16. At the rear of the cab, lift up on the filter frame

handle, 1, and unhook the latch, 2. Allow the
cab air filter and frame to lower toward the
cab window.
2
1
Figure 3-431
17. Disconnect the wires from the fan speed

resister, 1, located near the blower motor.
Figure 3-432
18. Remove the fourteen screws, 1, and remove

the air box cover from the air box.
1
2
Figure 3-433
3-380
19. Disconnect the wires from the A/C

thermostatic switch, 1, inside the air box.
Figure 3-434
20. From inside the top of the air box, pull the
wire harness out the right side of the air box.
Figure 3-435
21. Disconnect the ground leads, 1, from Ground

#3.
Figure 3-436
3-381
22. Remove the wire harness clips, 1, from the

cab roof frame.
23. Remove the dome lamp harness and the

door switch harness from the slots in the 1
plenum.
24. Remove the grommets and the left and right

speaker wire harnesses from the plenum.
25. Remove the grommet and the A/C controls

wire harness from the plenum.
Figure 3-437
26. Remove the TPM, 1, if installed, and remove

the right hand rear cowling cover, 2.
Figure 3-438
27. On the right side of the cab, remove screws,

1, as necessary to loosen the air plenum
enough to allow the wire harness to be fed
down from the roof, into the cab and out from
behind the right side console.
1 1
1
Figure 3-439
3-382
Installing the Cab Roof Wire Harness

1. Locate the end of the wire harness
containing connectors J4 and J13.
2. Route the other end of the wire harness up
behind the right side console and up along
the right rear ROPS post.
3. Lift the right side of the air plenum as
necessary to allow feeding the wire harness
up through the cab roof wire harness hole.
Figure 3-440
4. Route the rear branch, 1, of the wire harness

(containing wires CR-7, CR-203, CR-130, 1
CR-131, and CR-132) through the right side
of the air box and install the grommet, 2, into
position.
2
5. Route the harness (containing wires
CR-130, CR-131, and CR-132) through the
hole in the rear sloped wall of the air box and
install the grommet, 3, into the air box.
6. Connect wire CR-7 to the forward terminal, 4,
on the thermostatic switch, and wire CR-203 3
to the rear terminal, 5, on the thermostatic
switch.
Figure 3-441
7. At the blower motor, connect wire CR-130 to

the bottom terminal, 1, wire CR-131 to the
middle terminal, 2, and wire CR-132 to the
top terminal, 3. There is also an orange 3
power wire attached to the upper terminal via
a double spade connector. 2
Figure 3-442
3-383
8. Check the perimeter seal and evaporator

seal of the air box cover to be sure it is in good
condition.
9. Install the air box cover, 1, using the fourteen
self tapping screws, 2. 4 2 1
10. Route the wire harness, 3, into the three
clamps, 4, and bend the clamps over to
secure the harness.
Figure 3-443
11. Route the wire harness around the top of the

cab roof and secure in the side of the roof
mounting brackets, 1, using the harness
clips, 2, that are built into the wire harness.
1
12. Route the dome lamp harness and the door 2
switch harness into the slot in the plenum.
13. Route the left and right speaker wire

harnesses into the holes in the plenum and
install the grommets.
14. Route the A/C controls wire harness into the

hole in the plenum and install the grommet.
Figure 3-444
15. Connect the four ground leads, 1, to Ground

#3.
Figure 3-445
3-384
16. Install the insulation blanket, 1, on top of the

plenum, with the foil side facing upward
toward the cab roof. Make sure the wire
harness and antenna are under the blanket
where necessary.
Figure 3-446
17. Lay the barrier, 1, on top of the insulation

blanket. Make sure the cutout notches, 2, on
the perimeter of the barrier fit around the roof
cap mounting brackets.
18. With the help of an assistant, lift the roof cap

into position on the cab.
1
19. Lift up each corner of the roof cap and 2
connect the wire harness connectors for the
four amber lights (P66, P67, P68, and P69)
and, if installed, the four work lamps (P62,
P63, P64, and P65).
Figure 3-447
20. Secure the antenna lead, 1, to the mounting

bracket and tighten the adapter. Install the 1
ground strap for the antenna and tighten the
nut, 2.
2
19996874
Figure 3-448
3-385
21. Position the roof cap over the mounting

brackets. The roof is a tight fit over the
mounting posts and will have to be worked
into position. Install all four corner grommets
in place first, then the side grommets. Make
sure the mounting posts are inside the
grommet and the grommet is in position in
the cab roof.
1
22. Install the eight bolts and sealing washers, 1,
onto the roof cap to hold it in place. Tighten
the bolts securely.
Figure 3-449
23. At the right speaker, 1, attach wire CR-65, 2,

to the “+” terminal. The “+” terminal is 1
identified with a red dot, 3. Attach wire
CR-66, 4, to the other terminal. 2
24. At the left speaker, 1, attach wire CR-68, 2, to 3

the “+” terminal. The “+” terminal is identified
with a red dot, 3. Attach wire CR-67, 4, to the
other terminal. 4
25. Install the three screws that secure the

speakers, 1, to the plenum and pop the
covers onto the speakers.
Figure 3-450
26. Install connector P45, 1, onto the A/C switch.
27. Connect the wires to the A/C blower switch,

2. The wires are oriented as follows: 1
Terminal (labeled
Wire # on rear of switch)
CR-1 B
CR-2 C
CR-130 L
2
CR-131 M
19996858
CR-132 R
Figure 3-451
3-386
28. Attach the A/C control panel to the plenum

using the four screws, 1.
29. At the reel lamp, connect wire CR-4B to 1

terminal “A” and wire CR-204C to terminal
“B”.
Figure 3-452
30. Connect wire CR-204A to the door switch, 1,

then tighten the left hand front cowling cover
bolts, 2.
1
2
Figure 3-453
31. Connect wire CR-4C to the rear terminal, 1,

on the dome light.
32. Connect wire CR-204B to the front, top 1

terminal, 2, of the dome light.
33. Connect wire CR-152 to the front, bottom

terminal, 3, of the dome light.
34. Pop the dome light into place in the left hand 3
rear cowling cover. 2
Figure 3-454
3-387
Figure 3-455
35. Plug connectors J4 and J13 into the fuse and

relay panel.
36. Install the access panel under the cab rear

shelf.
37. Install the right hand rear cowling cover, 2,

and, if installed, install the TPM, 1.
Figure 3-456
3-388
Removing the Engine Wire Harness

BEFORE REMOVING OR ATTACHING
LEADS ON THE STARTER MAY RESULT IN
PERSONAL INJURY.
NOTE: As sections of the wire harness are
unplugged or disconnected, remove the
wire harness from the left side of the tractor.
Cut wire ties and remove the harness from
the wire clamps.
2. Unplug the headlight connectors (P58, P59,
P60, P61) along the front of the tractor.
3. Unplug the two-pin coolant level sensor
connector (P30), 1, on mechanical engines.
Figure 3-454
4. Electronic engines - Unplug the four-pin

(N14) or three pin (QSM11) coolant level
sensor connector (P30), 1.
Figure 3-455
3-389
5. Electronic engines (N14) - Disconnect the

OEM connector (P106), 1, from the electronic
control module (ECM), 2, by removing
the two attaching screws. Disconnect the
bulkhead adapter (P107), 3, by unscrewing
the adapter at the support bracket.
Figure 3-459
QSM11 - Disconnect OEM connector

(P186), 1, from the EMC, 2, by removing
one attaching screw.
1
2
Figure 3-460
6. Electronic engines - Disconnect the three-

prong power connector (P109), 1, and the
gray datalink connector (P108), 2.
Figure 3-461
7. Unplug the ether valve connector (P39), 1,

remove the grommet, 2, and pull the wire
through the hole. (N14 shown)
Figure 3-462
3-390
8. Unplug the TGS sensor (radar gun)

connector (P33), 1, under front, left side of
tractor.
9. Under the front of the tractor, disconnect the
wires at the hydraulic filter bypass switch 2
(right hand side), 2, and the transmission
filter bypass switch (left hand side), 3.
3
1
Figure 3-463
10. Unplug the A/C high pressure switch

connector (P43), 1, the A/C low pressure
switch connector (P42), 2, and wire EN-307, 2
3 1
3, at the A/C compressor clutch.
11. Disconnect the EN-1A wire, 4, at the fuel

solenoid.
4
19996859
Figure 3-464
12. On the 2240, unplug wire EN-1B from the

orange wire, 1, at the fuel solenoid.
Figure 3-465
3-391
13. Disconnect the orange EN-84 wire, 1, from

the alternator “L” terminal.
Figure 3-466
14. Disconnect the four ground leads, 1, at the

starter.
3 2
15. Disconnect the red EN-8 wire, 2.
16. Disconnect the orange EN-11 wire, 3, under 1
the terminal shield.
Figure 3-467
17. Unplug the start relay connector (P41), 1,

and disconnect the wires, 2, at the start relay.
18. Unplug the hydraulic oil temperature sensor 2

connector (P44), located under the tractor on
the rear wall of the hydraulic reservoir.
19. Unplug the engine speed sensor connector

(P27), located on the flywheel housing at the
rear of the engine. 1
Figure 3-468
3-392
20. Unplug the engine temperature sensor

switch connector (P40).
Figure 3-469
21. Disconnect the wires from the horn, 1.
22. Remove the protector plate under the left

front fender and unplug the left front work 1
light connector (P56).
20003915
Figure 3-470
23. Disconnect the wires, 1, from the air intake

restrictor switch, 2.
24. Remove the protector plate under the right

front fender and unplug the right front work
light connector (P57). 1
Figure 3-471
3-393
25. Remove the wire harness access plate, 1,

under the right rear of the cab.

1
Figure 3-472
Figure 3-473
27. Unplug connectors J5, J10, J17, and J19

(electronic engines) from the fuse and relay
panel.
3-394
28. Electronic engines - Unplug the throttle

position sensor connector (P104), 1, under
the right hand console.
20003922
Figure 3-474
29. Electronic engines - Unplug the “Cruise/Off”

switch, 1, connector (P122) and the “+/--”
switch, 2, connector (P123).
2
19983143
Figure 3-475
30. Disconnect the ground leads from Ground

#4.
31. Pull the wire harness out the bottom of the

cab through the access hole. 5
32. Remove the wire harness from the right side

of the cab, behind the battery shelf, and up to
the area between the engine and the cab. 6
33. Remove the wire harness from the tractor
from the area between the rear of the engine 4
and the cab.
Figure 3-476
3-395
Installing the Engine Wire Harness

NOTE: As the harness is routed on the tractor,
secure the harness using the clamps, and
wire ties. 5
1. Locate the end of the wire harness
containing connectors J5, J10, and J17 and
the ground leads.
6
2. From the left side of the tractor, route the wire
harness across the rear of the engine area to
the right side of the tractor. 4
3. Pull the wire harness along the right side of
the cab, behind the battery shelf, and up into
the cab access hole.
Figure 3-477
4. Connect the six ground leads to Ground #4.
Figure 3-478
5. Plug connectors J5, J10, J17, and J19

(electronic engines) into the fuse and relay
panel.
shelf.
7. Install the wire harness access plate under
the right rear of the cab.
EN-5B) into the right front fender work lamp
and install the protector plate under the front
fender.
3-396
9. Electronic engines - Plug connector P104

(wires EN-516, EN-517, EN-518, EN-519,
EN-520 and EN-171E), 1, into the throttle
position sensor, 2, under the right hand 2
console.
20003922
Figure 3-479
10. Electronic engines - Plug the six-wire

connector P122 (wires EN-170A, EN-171A,
EN-170B, EN-172, EN-171B and EN-173)
into the “Cruise/Off” switch, 1, and the
three-wire connector P123 (wires EN-174,
EN-171C and EN-175) into the “+/--” switch,
2.
2
19983143
Figure 3-480
11. Connect EN-85 and EN-155, 1, to the air

intake restrictor switch, 2.

EN-5C) into the left front fender work lamp
and install the protector plate under the front 1
fender.
Figure 3-481
3-397
13. Connect EN-79 to the rear terminal and

EN-159 to the front terminal on the horn, 1.
20003915
Figure 3-482

EN-280) into the engine temperature sensor
switch.
EN-82) into the engine speed sensor, located
on the flywheel housing at the rear of the 1
engine.
16. Plug connector P44 (wire EN-77) into the

hydraulic oil temperature sensor, located
under the tractor on the rear wall of the
Figure 3-483

EN-154), 1, into the start relay and connect
EN-8 (red), 2, to the rear terminal and EN-11 3
(orange), 3, to the front terminal of the start 2
relay.
Figure 3-484
3-398
18. Connect the four ground leads, 1, at the

starter.
3 2
19. Connect the red EN-8 wire, 2.
20. Connect the orange EN-11 wire, 3, under the 1

terminal shield.
Figure 3-485
21. On the 2240, plug wire EN-1B into the orange

wire, 1, at the fuel solenoid.
Figure 3-486

EN-207) into the A/C high pressure switch, 1,
and connector P42 (wires EN-307 and 2
EN-207) into the A/C low pressure switch, 2. 3 1
Connect wire EN-307 to the single wire on
the A/C clutch, 3.
23. Connect wire EN-1A to the fuel solenoid, 4. 4
24. Connect wire EN-84 to the “L” terminal of the
alternator.
19996859
Figure 3-487
3-399
25. Connect wires EN-78 to the terminal on the

side, and EN-158B to the mounting stud on
the hydraulic filter bypass switch (right hand
side) and wires EN-76 to the terminal on the
side, and EN-158C to the mounting stud on 2
the transmission filter bypass switch (left
hand side).
26. Plug connector P33 (wires EN-73, EN-74,
EN-75, and EN-157) into the TGS sensor
(radar gun), under the left front of the tractor.
27. Insert connector P39 through the grommet 3
and through the hole in the left front of the 1
tractor frame, then install the grommet in the
hole.
Figure 3-488
EN-156) into the ether valve.
EN-153) into the coolant level sensor on
mechanical engines.
30. Electronic engines - Plug OEM connector

P106, 1, into the electronic control module, 2,
and install the two attaching screws. Plug 1
bulkhead adapter P107, 3, into the connector
and tighten to the support bracket securely. 3
19994594
Figure 3-489
31. Electronic engines - Plug the three-prong

power connector (P109), 1, and the gray
datalink connector (P108), 2, into the 2
electronic engine connectors.
19994595
Figure 3-490
3-400
32. Electronic engines - Plug the four-pin

connector P30 (wires EN-503, EN-501, 1
EN-500 and EN-502) into the coolant level
sensor, 1.
33. Route the wire harness across the front of the
tractor.
34. Plug connector P61 (wires EN-3C and
EN-152E) into the right hand outer headlight.
35. Plug connector P60 (wires EN-4C and
EN-152D) into the right hand inner headlight.
36. Plug connector P59 (wires EN-4B and
EN-152C) into the left hand inner headlight. 20003917
37. Plug connector P58 (wires EN-3B and Figure 3-491

EN-152B) into the left hand outer headlight.
38. Make sure the wire harness is properly
supported in the cable clamps. Use wire ties
as needed to secure the wire harness away
from all moveable parts, rotating
components and engine parts.
3-401
Figure 3-492
Removing the Rear Frame Wire Harness

2. Unplug connectors J7 and J18 from the fuse
and relay panel.
3. If the tractor has a 12-speed synchro
transmission, unplug connector J8 from the
fuse and relay panel.
4. Disconnect the ground leads from Ground
#6.
5. Disconnect P131, 1, from P130.
Figure 3-493
Figure 3-494
3-402
5. Unplug the front, 1, and rear, 2, windshield

washer pump connectors (P38 and P37).
1
Figure 3-495
6. Unplug the fuel sensor connector (P25), 1.

7. Unplug the wide transport marker light
connector (P22), 2.
8. Remove the wire harness access plate, 3.
9. Pull the wire harness out the bottom of the 3
cab through the access hole. 2
1
Figure 3-496
10. If the tractor is equipped with a 12-speed

synchro transmission, unplug connectors 4
P34, 1, and P35, 2, from the transmission.
11. Unplug the ground speed pickup connector

(P26), 3.
12. Unplug the transmission lube pressure
sender connector (P29), 4.
2 1
Figure 3-497
3-403
13. Unplug the transmission brake solenoid

connector (P120), 1. 1
20003880
Figure 3-498
14. Pull the wire harness, 1, through the

articulation joint clamp, 2.
15. If tractor is equipped with a PTO, unplug

RF-57 and RF-156 (P71) from the PTO
solenoid. 2
Figure 3-499
16. If any implement status switches are

installed, mark the status switches to aid in 2
attaching the new wire harness and unplug
implement status connectors P36 (wire
RF-155) and P46 (wire RF-55B), 1.
17. Remove the 7-pin trailer connector, 2.
Figure 3-500
3-404
18. Remove the stop/taillight to gain access to

the connectors and unplug the RH rear
fender outer work light connector (P50), the
RH rear fender inner work light connector
(P51), and the RH stop/taillight connector
(P55) at 1. 2
19. Remove the RH rear fender, 2. and remove

RH wire harness tube, 3, from fender.
1
3
Figure 3-501
20. Remove the stop/taillight to gain access to

the connectors and unplug the LH rear
fender outer work light connector (P52), the
LH rear fender inner work light connector
(P53), and the LH stop/taillight connector 2
(P54) at 1.
21. Remove the LH rear fender, 2, and remove

LH wire harness tube, 3, from fender.
1
3
Figure 3-502
3-405
Installing the Rear Frame Wire Harness

NOTE: As the harness is routed on the tractor,
secure the harness using the clamps, and
wire ties.
2
1. Attach the LH wire harness tube, 3, to the LH
rear fender, 2, and install LH rear fender.
2. Plug connector P54 (wires RF-58C, RF-38C,
and RF-154B) into the LH stop/taillight.
3. Plug connector P53 (wires RF-2B and 1
3
RF-152B) into the LH rear fender inner work
light and connector P52 (wires RF-2C and
RF-152C) into the LH rear fender outer work
light. Figure 3-503
4. Reinstall the stop/taillight.

5. Attach the RH wire harness tube, 3, to the RH
rear fender, 2, and install RH rear fender.
6. Plug connector P55 (wires RF-58D, RF-38D,
and RF-154C) into the RH stop/taillight.
7. Plug connector P51 (wires RF-2E and
RF-152E) into the RH rear fender inner work
light and connector P50 (wires RF-2D and
RF-152D) into the RH rear fender outer work
light.
8. Reinstall the stop/taillight.
9. Install the 7-pin trailer connector, 2.

2
10. If any implement status switches are
installed, connect implement status
connectors P36 (wire RF-155) and P46 (wire
RF-55B), 1.
Figure 3-504
3-406
11. Route the wire harness, 1, through the

articulation joint clamp, 2.
Figure 3-505
12. If tractor is equipped with a PTO, plug

RF-156 and RF-57, 1, into the PTO solenoid.
Figure 3-506
13. Plug connector P29 (wires RF-56 and

RF-151) into the transmission lube pressure 4
sender, 4.

RF-53) into the ground speed pickup, 3.
15. If the tractor is equipped with a 12-speed

synchro transmission, plug connector P34
(wires RF-8 and RF-10) into the front
2 1
connection on the transmission, 1, and plug
connector P35 (wires RF-9 and RF-10) into
the back connection on the transmission, 2.
3
Figure 3-507
3-407

RF-159) into the transmission brake
solenoid connector, 1.
20003880
Figure 3-508
17. Plug connector P37 (wire RF-59 and

RF-158C), 2, into the rear windshield washer
pump.
1
18. Plug connector P38 (wire RF-60 and
RF-158B), 1, into the front windshield washer
pump.
Figure 3-509
19. Plug connector P22 (wires RF-32B, RF-33B,

and RF-157), 2, into the wide transport
marker lights.

RF-150), 1, into the fuel lever sensor. 3
21. Route the wire harness up into the cab 2
access hole, 3.
1
Figure 3-510
3-408
22. Connect the nine ground leads to Ground

#6.
Figure 3-511
Figure 3-512
23. Plug connectors J7, J8 (if the tractor

is equipped with a 12-speed synchro
transmission), and J18 into the fuse and
relay panel.
shelf.
25. Connect P131 and P130 together, 1, Figure
3-494.
26. Install the wire harness access plate under
the right rear of the cab.
27. Make sure the wire harness is properly
supported in the cable clamps. Use wire
ties as needed to secure the wire harness
away from all moveable parts and rotating
components.
3-409

COMPONENT HOURS
Batteries
Replacing the Batteries 0.50
Starting System
R&R of the Starter 0.75
Disassemble, Inspect, Repair, and Reassemble the Starter 3.00
R&R of the Start Relay 0.50
Charging System
R&R of the Alternator 0.50
Disassemble, Inspect, Repair, and Reassemble the Alternator 3.00
Instruments/Sensors
R&R of the Air Filter Restriction Switch 0.25
R&R of the Transmission Lube Pressure Switch 1.00
R&R of the Transmission Lube Filter Bypass Switch 1.00
R&R of the Hydraulic Oil Temperature Switch 1.25
R&R of the Hydraulic Filter Bypass Switch 1.00
R&R of the Engine Oil Pressure Switch 0.50
R&R of the Engine Coolant Temperature Switch 0.50
R&R of the Engine Coolant Level Sensor 0.75
R&R of the Fuel Level Sender 0.50
R&R of the Engine Speed Sensor 0.50
R&R of the Transmission Speed Sensor 0.75
R&R of the Instrument Panel Assembly 0.25
R&R of the Electronic Control Monitor Module 0.50
R&R of the Warning Light Circuit Board 0.50
R&R of the Tractor Performance Monitor 0.50
R&R of the Radar Ground Speed Sensor 0.50
Connectors and Wire Harnesses
R&R of a Connector 0.75 - 2.00
R&R of the Cab Main Wire Harness 2.50
R&R of the Cab Roof Wire Harness 4.00
R&R of the Engine Wire Harness - Mechanical Engine 3.50
R&R of the Engine Wire Harness - Electronic Engine 4.00
R&R of the Rear Frame Wire Harness 2.00
3-410
INDEX
Air conditioning . . . . . . . . . . . . . . . . . . . . . . . . . 3-307 High engine coolant temperature . . . . . . . 3-181
Audible/visual alarms of the electronic Normal operation . . . . . . . . . . . . . . . . . . . . 3-142
instrument control system . . . . . . . . . 3-161 Electronic instrument control (EIC) system,
Electrical system high/low voltage . . . . . . 3-184 additional features . . . . . . . . . . . . . . . . . . . 3-220
Electronic monitor rotary select Automatic shutdown conversion . . . 3-220
switch failures . . . . . . . . . . . . . . . . . . . 3-210 Diagnostics electronic engine . . . . . . 3-226
Engine overspeed condition External alarm control conversion . . 3-224
-- electronic engine . . . . . . . . . . . . . . 3-212 External shutdown conversion . . . . . 3-222
Engine speed sensor failures Engine coolant level sender
-- electronic engines . . . . . . . . . . . . . 3-198 Electronic engine . . . . . . . . . . . . . . . . . . . . 3-317
Engine speed sensor failures Electronic engine, replacing . . . . . . . . . . . 3-319
-- mechanical engine . . . . . . . . . . . . . 3-192 Mechanical engine . . . . . . . . . . . . . . . . . . . 3-314
Fuel level . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-186 Mechanical engine, replacing . . . . . . . . . . 3-316
Hydraulic system filter bypass . . . . . . . . . 3-167 Fault Codes
Low coolant level -- electronic engine . . . 3-177 CELECT . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-227
Low engine oil pressure -- Code definition . . . . . . . . . . . . . . . . . . . . . . 3-268
Electronic engine . . . . . . . . . . . . . . . . 3-172 QSM11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-230
Low engine oil pressure -- N14 CELECT . . . . . . . . . . . . . . . . . . . . . . . 3-251
All mechanical engines . . . . . . . . . . . 3-170 Throttle calibration . . . . . . . . . . . . . . . . . . . 3-268
Low engine oil pressure at engine speeds Fuel level system troubleshooting chart . . . . 3-190
above 1200 rpm -- electronic engine 3-175 Fuse and relay panel . . . . . . . . . . . . . . . . . . . . . . 3-21
Low transmission lube pressure . . . . . . . 3-161 General system . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Park brake alert . . . . . . . . . . . . . . . . . . . . . 3-209 Ground locations . . . . . . . . . . . . . . . . . . . . . . . . . 3-22
Transmission lubrication filter bypass . . . 3-164 Implement status switch . . . . . . . . . . . . . . . . . 3-284
Transmission speed sensor failures . . . . 3-202 Individual system circuits . . . . . . . . . . . . . . . . 3-287
Transmission speed output failures . . . . . 3-208 Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-137
Yellow and red engine warning lights Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-291
-- electronic engine . . . . . . . . . . . . . . 3-213 Major electrical component
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-54 Location -- electronic engine . . . . . . . . . . . . . . 3-8
Battery charging time . . . . . . . . . . . . . . . . . . . 3-67 Location -- mechanical engine . . . . . . . . . . . . 3-6
Battery construction . . . . . . . . . . . . . . . . . . . . 3-55 Orientation -- electronic engine . . . . . . . . . . . 3-7
Battery size and rating . . . . . . . . . . . . . . . . . . 3-56 Orientation -- mechanical engine . . . . . . . . . . 3-5
Charging the batteries . . . . . . . . . . . . . . . . . . 3-65 Radio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-313
Description and operation . . . . . . . . . . . . . . . 3-54 Repair time for individual components . . . . . 3-410
Determining the cause of battery failure . . . 3-57 Replacing components in the
How a battery works . . . . . . . . . . . . . . . . . . . 3-56 instrument panel . . . . . . . . . . . . . . . . . . . . . 3-215
“Key Off” current drain . . . . . . . . . . . . . . . . . . 3-63 Instrument panel assembly
Slow charge procedure . . . . . . . . . . . . . . . . . 3-66 Installing . . . . . . . . . . . . . . . . . . . . . . . . 3-215
Testing the batteries . . . . . . . . . . . . . . . . . . . . 3-59 Removing . . . . . . . . . . . . . . . . . . . . . . 3-215
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . 3-56 Electronic control monitor module
Troubleshooting summary . . . . . . . . . . . . . . 3-59 Replacing . . . . . . . . . . . . . . . . . . . . . . . 3-216
What a battery does . . . . . . . . . . . . . . . . . . . . 3-55 Gauge lamps
Block connector P/N . . . . . . . . . . . . . . . . . . . . . . 3-21 Replacing . . . . . . . . . . . . . . . . . . . . . . . 3-219
Charging system . . . . . . . . . . . . . . . . . . . . . . . . 3-114 Warning light board
Alternator repair . . . . . . . . . . . . . . . . . . . . . 3-123 Replacing . . . . . . . . . . . . . . . . . . . . . . . 3-217
Description and operation . . . . . . . . . . . . . . 3-114 Warning light bulbs
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . 3-116 Replacing . . . . . . . . . . . . . . . . . . . . . . . 3-218
Definition of terms . . . . . . . . . . . . . . . . . . . . . . . . . 3-3 Seat compressor . . . . . . . . . . . . . . . . . . . . . . . 3-291
Description and operation . . . . . . . . . . . . . . . . . . . 3-2 Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-51
Electrical connectors and wire harness . . . . 3-326 Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-53
Connector identification table . . . . . . . . . . 3-326 Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-53
Repairing connectors . . . . . . . . . . . . . . . . . 3-339 Battery . . . . . . . . . . . . . . . . . . . . . . . . . . 3-53 3-56
Electronic engine component location . . . . . . . . 3-8 Starter motor . . . . . . . . . . . . . . . . . . . . . . . . . . 3-53
Battery cable routing . . . . . . . . . . . . . . . . . . . . 3-9 Starting system . . . . . . . . . . . . . . . . . . . . . . . . . . 3-71
Connector identification . . . . . . . . . . . . . . . . . 3-10 Description and operation . . . . . . . . . . . . . . . 3-71
Electronic engine controls . . . . . . . . . . . . . . . . 3-8 Repairing the 37MT starter motor . . . . . . . . 3-84
Electronic engine sensors . . . . . . . . . . . . . . . . 3-8 Repairing the 42MT starter motor . . . . . . . . 3-99
Electronic instrument control (EIC) system . 3-137 Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-76
Audible/visual alarms . . . . . . . . . . . . . . . . . 3-161 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . 3-75
Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . 3-150
3-411
Tractor performance monitor . . . . . . . . . . . . . 3-269 Windshield wipers and washer . . . . . . . . . . . 3-287

Control console . . . . . . . . . . . . . . . . . . . . . 3-270 Wire crimping procedure . . . . . . . . . . . . . . . . . 3-362
Implement status switch . . . . . . . . . . . . . . 3-271 Wire harness
Operator’s controls . . . . . . . . . . . . . . . . . . 3-271 Cab main
Programming and calibrating . . . . . . . . . . 3-274 Installing . . . . . . . . . . . . . . . . . . . . . . . . 3-372
Radar ground speed sensor . . . . . . . . . . . 3-270 Removing . . . . . . . . . . . . . . . . . . . . . . 3-368
System checks . . . . . . . . . . . . . . . . . . . . . . 3-279 Cab roof
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . 3-49 Installing . . . . . . . . . . . . . . . . . . . . . . . . 3-383
Air conditioning system . . . . . . . . . . . . . . . 3-308 Removing . . . . . . . . . . . . . . . . . . . . . . 3-377
Engine coolant level sensor Cab roof wire harness connectors . . . . . . . . 3-15
-- electronic engine . . . . . . . . . . . . . . 3-318 Cab wire harness connectors . . . . . . . . . . . . 3-14
Engine coolant level sender Electronic engine -- N14 CELECT . . . . . . . . 3-17
-- mechanical engine . . . . . . . . . . . . . 3-315 Electronic engine -- QSM11 . . . . . . . . . . . . . 3-18
Engine speed sensor Engine
-- electronic engines . . . . . . . . . . . . . 3-200 Installing . . . . . . . . . . . . . . . . . . . . . . . . 3-396
Engine speed sensor Removing . . . . . . . . . . . . . . . . . . . . . . 3-389
-- mechanical engines . . . . . . . . . . . . 3-193 Mechanical engine . . . . . . . . . . . . . . . . . . . . . 3-16
Fuel level system . . . . . . . . . . . . . . . . . . . . 3-188 Rear frame . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
Fuel level system troubleshooting chart . 3-190 Installing . . . . . . . . . . . . . . . . . . . . . . . . 3-406
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-49 Removing . . . . . . . . . . . . . . . . . . . . . . 3-402
Ground speed radar . . . . . . . . . . . . . . . . . . 3-282 Replacing . . . . . . . . . . . . . . . . . . . . . . . . . . 3-368
High engine coolant temperature Wire identification . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
all mechanical engines . . . . . . . . . . . 3-179 Wiring diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
High engine coolant temperature Accessories . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-31
electronic engine . . . . . . . . . . . . . . . . 3-181 Air conditioning . . . . . . . . . . . . . . . . . . . . . . . . 3-34
High engine coolant temperature Component location . . . . . . . . . . . . . . . . . . . . 3-24
switch or sensor . . . . . . . . . . . . . . . . . 3-183 Differential lock / transmission brake . . . . . . 3-40
Hydraulic filter bypass switch . . . . . . . . . . 3-168 Electronic fuel system -- N14 CELECT . . . . 3-41
Hydraulic filter bypass switch Electronic fuel system -- QSM11 . . . . . . . . . 3-42
troubleshooting chart . . . . . . . . . . . . . 3-169 Engine throttle schematic -- QSM11 . . . . . . 3-43
Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-295 Keys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
Low coolant level sensor . . . . . . . . . . . . . . 3-178 Lighting BSN 301551 . . . . . . . . . . . . . . . . . . . 3-32
Low engine oil pressure above Lighting ASN 301550 . . . . . . . . . . . . . . . . . . . 3-33
1200 rpm sensor . . . . . . . . . . . . . . . . 3-176 Monitor -- electronic engine -- N14 . . . . . . . . 3-29
Low engine oil pressure switch Monitor -- electronic engine -- QSM11 . . . . . 3-30
or sensor . . . . . . . . . . . . . . . . . . . . . . . 3-174 Monitor -- mechanical engine . . . . . . . . . . . . 3-28
Low transmission lube pressure switch . 3-162 N14 CELECT engine . . . . . . . . . . . . . . . . . . . 3-44
Lube filter bypass switch troubleshooting Optional accessories . . . . . . . . . . . . . . . . . . . 3-47
chart . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-166 Powershift -- 1402 . . . . . . . . . . . . . . . . . . . . . 3-37
Rotary selector switch . . . . . . . . . . . . . . . . . 3-211 Powershift -- 1407 with N14 engine . . . . . . . 3-38
Transmission lube filter bypass Powershift -- 1407 with QSM11 engine . . . . 3-39
switch . . . . . . . . . . . . . . . . . . . . . . . . . . 3-165 PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-35
Transmission lube oil pressure switch QSM11 engine . . . . . . . . . . . . . . . . . . . . . . . . 3-45
troubleshooting chart . . . . . . . . . . . . . 3-163 Start and charge . . . . . . . . . . . . . . . . . . . . . . . 3-27
Transmission speed sensor . . . . . . . . . . . 3-203 Three point hitch . . . . . . . . . . . . . . . . . . . . . . . 3-36
3-412
Ph.: 204.661.8711
Buhler
Versatile
2240
2270
REPAIR MANUAL
2290
2310
2335
2360
2375 Section 4 -
Transmis-
2425 sion
89002004 11/2008
SECTION 4
TRANSMISSION
CONTENTS
SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-50
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-51
TROUBLESHOOTING AND TESTING . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-56
ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . .. . . . . .. . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . 4-81
REMOVAL AND REPAIR OF COMPONENTS . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . 4-104
REPAIR TIME FOR INDIVIDUAL COMPONENTS . . . .. . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-426
Disclaimer
4-1
SECTION 4 - TRANSMISSION

INTRODUCTION A flex coupling, 2, and input driveline, 3, provide
the connection between the engine and
This Section deals with the 12 ¢ 4 Quad Shift III
transmission. Any time the engine turns, the
Transmission that is standard equipment on all
transmission input yoke and input shaft turn.
model Buhler Versatile 4WD tractors (Powershift
transmissions are optional equipment). The front output shaft, 4, is connected to the
transmission front output yoke and provides
An identical version of the 12 ¢ 4 Quad Shift III
power out to the front axle, 5, of the tractor. The
transmission is used in all model Buhler Versatile
articulation driveshaft, 6, and rear driveshaft, 7,
4WD tractors. There is no differentiation of
are connected to the transmission rear output
transmissions or internal transmission
yoke and provide power to the rear axle, 8, of the
components based on tractor horsepower.
tractor.
The transmission, 1, is a self contained
component that is mounted in the front frame of
the tractor, directly under the cab.
Figure 4-1
4-2
The Operator controls transmission gear

selection using the shift levers, 1, and linkage 1
that is located in the cab right hand console.
Figure 4-2
The range control shift lever cables, 1, connect to

the shift translator, 2, on the right side of the
transmission.
20001902
Figure 4-3
The speed control shift lever cables, 1, connect to

the shift translator, 2, on top of the transmission.
1
2
20001903
Figure 4-4
4-3
Figure 4-5
The clutch pedal, 1, in the cab of the tractor is

attached, via a cable, 2, to the transmission
control valve, 3, mounted on the left hand side of
the transmission. The control valve is the brain of
the transmission, and has the job of controlling
operating, transmission brake and lubrication oil
pressure and flow to various components inside
the transmission.
Each transmission has an identification plate, 1,

attached to it on the right hand rear side of the
case.
19981825
Figure 4-6
4-4
The identification plate contains the model

number, serial number and part number of the
transmission.
MANUFACTURED FOR
The serial number and part number of the BUHLER VERSATILE INC.
transmission are important to remember during
Parts ordering and some repair sequences as TM78GV
noted in this manual. 8D7153
PART NO. 86025253-XX
Transmission serial numbers are deciphered
9707033-XX
using the following information:
Example: S/N 8D7153

20001966
8 = Last digit of Year Built
(1998) Figure 4-7
D = Month Built, A - L,
A is January (April)
7153 = Build sequence (next
four digits)
The example transmission was built in April

of 1998, sequence # 7153.
There are groups of two part numbers for Buhler

Versatile 4WD Quad Shift III transmissions:
Part # Type
86018072 / 86025253 Non-PTO
86018073 / 86025252 PTO
These transmissions are interchangeable as

complete assemblies.
4-5
The 12 ¢ 4 Quad Shift III transmission has a wet The lower half of the transmission contains the
disc clutch that is housed inside the front portion range gears (located on the output shaft). All
of the transmission, 1. An input stub shaft, 2, is range gears are unsynchronized and can only be
bolted to the clutch to provide power from the shifted when the tractor has come to a complete
engine via an input driveline. stop.
A front, 3, and rear, 4, output shaft are located on All gears inside the transmission are in constant
the bottom of the transmission for power mesh. Speed and range shifts are accomplished
transmittal to the front and rear axle of the tractor. by locking the appropriate gear to the shaft on
The output shaft is a solid component running which it is located. In the case of speed gears,
through the bottom of the transmission case. (upper half of the transmission) the selected
speed gear will be locked to the input shaft and
The transmission has three forward ranges and will spin at engine speed. This will drive the gears
one reverse range. Within each range, including meshed to the selected input gear at the
reverse, are four synchronized speeds. The appropriate speed based on gear size (number
synchronized speeds allow for easy on-the-go of teeth).
shifting within each range during a rolling light
load or rolling unloaded condition. The For range gears (bottom half of the
synchronized portion of the transmission is transmission), the output shaft will be locked to
located on the upper half of the transmission, with the selected range gear and will spin at the
all synchronizers located on the input shaft. appropriate speed and direction based on speed
These are called the speed gears of the and range gear selected.
transmission.
Figure 4-8
4-6
The transmission, 1, is mounted in the front frame

of the tractor. Two lower mounting brackets, 2, 9
are attached to the right and left hand side of the
transmission case with four capscrews, 3, per 10
side.
The front and rear of the lower brackets lay on top

of welded-in front frame cross members, 4. A
rubber mount, 5, is located under the lower 1
bracket and the frame cross member at each end
of the bracket. This provides isolation of 7
transmission noise and vibration that is 8
generated during normal operation. A capscrew, 6 6
washer and nut, 6, attach the bracket and mount 5
to the front frame in each corner of each bracket. 5
The top mounting bracket, 7, is located on the left
hand side of the transmission. It provides a
stabilizing mount for the top of the transmission
and keeps it from leaning from side to side as
torsional force is put through the transmission.
4 4
The top mount is attached to a welded bracket, 8, 3
on the left hand side of the front frame. Two 2
4-d7
rubber mounts, 9, are positioned between the
bracket and transmission mounting flange. This Figure 4-9
provides isolation of transmission noise and
vibration that is generated during normal
operation. A capscrew and washer, 10, attach the
rubber mounts and bracket to the top of the
transmission.
IMPORTANT: Proper transmission alignment

with regard to the engine is critical to the
durability of the flex coupling that is attached to
the engine flywheel. A special tool and procedure
are required to properly align the engine and
transmission whenever the transmission mounts
are disturbed (i.e., transmission or engine
removal from the front frame). Reference the
Adjustments section of this manual for more
information on transmission alignment.
4-7
Non QSM11 tractor shown Figure 4-10
The transmission hydraulic/lubrication circuit 6. Steel discharge line

is a totally independent system separate from 7. Rubber cooler inlet hose
the implement/steering hydraulic system on the
tractor. 8. 5 bar (65 psi) cooler bypass valve, (located
in the cooler bypass Manifold on QSM11
The major components that make up the equipped tractors).
transmission hydraulic system are: 9. Cooler
1. Transmission housing (38 L [10 gal] 10. Rubber cooler outlet hose
reservoir)
11. 10 micron filter with integral 4 bar (50 psi)
2. Suction screen bypass valve
3. Suction tube 12. Steel control valve supply line
4. 113 L/min (30 gpm) constant displacement 13. Rubber control valve supply hose
(gear type) pump
14. Transmission control valve
5. Rubber discharge hose
4-8
Non QSM11 tractor shown Figure 4-11
The transmission housing, 1, acts as the reservoir After passing through the filter, oil is directed
for the system, with a 38 L (10 gal) capacity. via a steel line, 14, and rubber hose, 15, to the
Oil is drawn through a suction screen, 2, and a transmission control valve, 16.
suction tube, 3, by the 113 L/min (30 gpm) gear
style constant displacement transmission pump, The transmission control valve contains the main
4, mounted on the rear of the transmission. pressure regulating valve, clutch lubrication
The pump is driven by a “live” shaft, 5, inside regulating spool and main control spool. These
the transmission that turns any time the engine three components are responsible for maintaining
is running, regardless of clutch pedal or shift system pressure (main pressure regulating
linkage position. valve) or directing oil flow (clutch lube and main
control spools) to the appropriate area of the
The transmission pump discharges oil into a transmission (i.e., lube circuit, clutch apply circuit,
rubber hose, 6, and steel line, 7, on the left hand transmission brake circuit) based on adjustment
side of the front frame. A rubber cooler inlet hose, (main pressure regulating valve) or clutch pedal
8, connects to a 5 bar (65 psi) bypass valve, 9, position (clutch lube and main control spools).
at the inlet of the cooler, (located in the cooler See the Individual Component Operation
bypass manifold on QSM11, equipped tractors), portion of this Section for more information on
10. The bypass valve allows oil to bypass the transmission control valve operation.
cooler on cold start up or in the event of a
blockage inside the cooler. All oil that flows between the pump discharge port
and the inlet port of the transmission control valve,
Oil flows through the cooler into a rubber hose, including the components that the oil passes
11, to the filter, 12. The 10 micron filter has a through (cooler and filter), are maintained at a
4 bar(50 psi) bypass valve, 13, included in it to pressure of 16.5 bar (240 psi) (system pressure)
allow oil to circumvent the filter in the event it by the main pressure regulating valve.
becomes plugged or during cold weather start-
up. NOTE: ASN 303706 transmission capacity
increased to 40 L (10.6 gal).
4-9
Figure 4-12
4-10
The power travels through the transmission The bottom countershaft then transfers the force
along a series of splined shafts and meshed to whichever range gear is engaged. In this
gears. For illustration purposes, this example example, the shift collar, 10, would slide to the left
shows the transmission in Low Range and First over the Low range gear, 11. The Low range gear
Gear. turns the output shaft, 12, which turns yokes on
both the front and rear of the transmission.
The engine supplies the force through the yoke
on the stub shaft, 1. The stub shaft is bolted to the 1. Stub shaft
clutch, 2. The stub shaft turns whenever the
2. Clutch
engine is running.
3. Input shaft
When the clutch is engaged, the friction plates
transfer the force to the input shaft, 3. The input 4. Synchronizer
shaft carries the four speed gears. The 5. 1st gear
synchronizer assembly position determines what
6. Top countershaft
speed gear is engaged.
7. 25-tooth gear
In this example, the synchronizer, 4, would slide
to the right over the inner ring of the 1st gear, 5. 8. Bull gear
The 1st gear then turns the corresponding gear 9. Bottom countershaft
on the top countershaft, 6. The transmission
transfers the force from the top countershaft to 10. Range collar
the bottom countershaft, 9, through the 25-tooth 11. Low range
gear, 7, and the bull gear, 8. Regardless of what
12. Output shaft
gear the transmission is in, the transmission
force always travels through the top countershaft
25-tooth gear and the bottom countershaft bull
gear.
4-11
Figure 4-13
4-12
Figure 4-14
4-13
Figure 4-15
4-14
Figure 4-16
4-15
PUMP
DRIVE
OR
PTO
CASE
PRESSURE
SENDING
UNIT
INPUT
BEARING LUBRICATION
CLUTCH
MANIFOLD
DISTRIBUTOR
PLATE BRAKE
CLUTCH
LUBE
BRAKE SOLENOID
CLUTCH APPLY
PTO
LUBE
CONTROL
VALVE
OUTPUT
BEARING
PUMP PRESSURE
BRAKE
APPLY
PTO CLUTCH
APPLY PRESSURE
Figure 4-17
4-16
LUBRICATION SUPPLY LINES
Figure 4-18
4-18
Lubrication Circuit 4 bar (58 psi), when the clutch pedal is up, the
clutch is engaged, and the engine is at wide
The control valve on the left side of the open throttle.
transmission supplies all the lubrication flow for
the transmission. Pump pressure, 1, from the The control valve supplies constant lubrication
cooler and filter enters the control valve at the flow directly to the transmission clutch and the
“P” port. The regulator valve maintains control PTO clutch (if equipped) when the engine is
pressure at about 18.3 bar (265 psi) and sends running. Whenever the transmission clutch is
all excess flow to the lubrication circuit. being modulated, the control valve increases
the lubrication oil to the clutch. When clutch
When the engine is running, the control valve lubrication increases, the flow to the lubrication
supplies constant lubrication flow to the lubrication manifold decreases.
manifold, 2, directly to the transmission clutch, 3,
and directly to the PTO clutch (if equipped), 4. The Returning lubrication oil inside the transmission
lubrication manifold distributes oil to five separate case makes its way through the internal gears
areas: the distributor plate, 5, the front input back to the bottom of the case. The case acts as
shaft bearing, 6, the pump drive bearing or PTO a reservoir for the transmission pressure control
transfer case (if equipped), 6, the transmission and lubrication circuits. If the tractor is equipped
control solenoid, 9, and brake, 7, and the output with PTO, a steel tube returns the transfer case
shaft rear bearing, 8. The pressure at the port to lubrication oil to the bottom of the transmission
the to the lubrication manifold is highest, about case.
4-19

1
Transmission Pump
2
The transmission pump, 1, is located on the rear
of the transmission housing, mounted to either an
adapter housing, or the PTO transfer case (if the
tractor is equipped with a PTO option).
A suction tube, 2, is attached to the right hand

side of the pump, allowing it to draw oil from the
reservoir (transmission case).
The pump is a constant displacement gear style

pump that can only vary the pump output by 20001905
increasing or decreasing the pump driveshaft
Figure 4-19
speed (engine speed). Output is rated at
113 L/min (30 gpm) when the engine is running at
2100 rpm. The pump has a displacement of 52.8
cc/rev (3.2 cubic inches/rev) with a clockwise
shaft rotation when viewed from the shaft end.
4-20
Figure 4-20
On tractors without a PTO option, the drivetrain turns, driving the pump. The
transmission pump, 1, is driven by a live shaft, 2, transmission clutch and gearing are not
that is splined to the input stub shaft, 3, and runs components of the pump drivetrain and have no
through the hollow center of the input shaft effect on it regardless of clutch pedal position or
assembly, 4. A coupler arrangement, 5, connects gear as selected by the Operator.
the live shaft to the pump input shaft, 6.
The input stub shaft is connected to the input

driveline, which in turn is connected to the flex
coupling on the flywheel of the engine. Any time
that the engine runs, the transmission pump
4-21
1
4
Figure 4-21
On tractors equipped with a PTO option, the The input gear, 4, of the transfer case provides
transmission pump, 1, is mounted to the PTO the connection between the live shaft and
transfer case. The transmission pump driveline the pump input shaft. This provides not only a
is identical to the non-PTO driveline with the constant drive for the transmission pump but an
exception of the coupling arrangement used to independent drive for the PTO driveline into the
connect the live shaft, 2, to the pump input shaft, PTO clutch/brake as well.
3.
4-22
The pump consists of a drive gear and shaft 4

assembly, 1, and an idler gear and shaft 6
assembly, 2. These two assemblies comprise a 7
8 9 5
gear set. The gear set is surrounded by an outer
housing that is bored out to accept the outer 1
diameter of the gears.
Both the drive gear and idler gear and shaft

assemblies are supported in the outer housing by
bushings, 3, at each end of the shafts. These
bushings provide a bearing surface for the shafts
to ride on during operation of the pump. The
bushings also seal the ends of the gears,
preventing oil from leaking by the gears during
operation.
2
The mounting plate, 4, is used to attach the pump
to the transmission and also houses the drive 3
shaft seal, 5, in the front of the plate. The front of 10001967
the plate has a pilot, 6, used to locate the pump
Figure 4-22
on the transmission and an O ring that seals the
plate to the transmission adapter housing or PTO
transfer case.
The back plate, 7, has four through bolts, 8, that

pass through it and the outer housing. The bolts
thread into the mounting plate, tying the pump
components together. Two wear plates, 9,
separate the drive and idler gears from the
mounting plate and back plate.
During pump operation, the gear teeth rotate and

come out of mesh, creating a vacuum and
drawing oil into the pump inlet port, 1. Oil is 5
trapped between the gear teeth, 2, and the outer
housing, 3, and is transported around the outside
of each gear as they continue to rotate. The close 6
fit between the ends of the gear teeth and the
inner diameter of the outer housing forms a seal,
4, where oil cannot escape from. 2
As the gear teeth of the drive and idler gear mesh
on the outlet side, 5, oil is forced out of the pump 4
to flow on to the remaining components of the 1
transmission hydraulic system. Oil is pushed out
of the pump by the constant flow of trapped oil
coming into the outlet chamber, 6, with each
rotation of the gear set. The close fit of the 3
meshing gear teeth form a seal to prevent oil from
leaking between the outlet and inlet sides of the
pump.
Figure 4-23
4-23
Control Valve
The transmission control valve controls all

transmission lubrication, the operation of the 7 3
clutch, and the brake apply pressure. The control
valve also supplies the PTO clutch with
lubrication and the PTO clutch apply pressure.
4
The active ports on this valve are:
1. Pump pressure
2. Lubrication manifold
3. Clutch lubrication
4. Clutch apply pressure 2
5. Brake apply pressure 5
6. PTO apply pressure (if equipped) 6
1
7. PTO lubrication (if equipped)
Figure 4-24
Pump pressure from the cooler and hydraulic
filter enters the control valve at the pump
pressure port, 1, Figure 4-25. The internal spools
direct the oil to the lubrication and control circuits.
During normal operation, the pressure at these

ports vary within the following approximate
ranges:
1. Pump pressure: 15.0 - 18.0 bar (215 - 265 psi)

2. Lubrication manifold: 0.5 - 4.0 bar (7 - 58 psi)
3. Clutch lubrication: 0.5 - 4.0 bar (7 - 58 psi)
4. Clutch apply pressure: 16.5 - 18.0 bar (215 -
240 psi)
5. Brake apply pressure: 3.0 - 4.0 bar (43 - 60 psi)
6. PTO apply pressure (if equipped): 16.5 - 18.0
bar (215 - 240 psi)
7. PTO lubrication (if equipped): 0.5 - 4.0 bar (7
- 58 psi)
The individual spools and their function are:
8. Regulating spool - regulates incoming

pressure between the control and lubrication
circuits.
9. Clutch lubrication spool - adjusts clutch lube
flow depending on clutch apply pressure.
10. Clutch control spool - controls clutch apply
pressure by controlling the position of the
modulating spool.
11. Modulating spool - modulates clutch apply
pressure when the clutch is not completely
engaged or disengaged, and directs brake
apply pressure when the clutch is completely
disengaged.
4-24
Figure 4-25
4-25
Figure 4-26
4-26
There are three orifices that control oil flow in the The shuttle valve, 10, connects either clutch
valve. The first orifice, 1, is between the clutch apply pressure, 11, or brake apply pressure, 12,
lubrication port, 2, and the lubrication manifold to the spring side of the clutch lubrication spool,
port, 3. This orifice makes sure that the clutch 13.
lubrication port always has sufficient flow.
Engine Not Running, Clutch Pedal Up
The second orifice, 4, is between the lubrication
manifold port, 3, and the PTO lubrication port, 5. • Regulating spool at 0 psi
This orifice makes sure that the lubrication • Clutch not applied
manifold always has sufficient flow.
• No brake pressure
The third orifice, 6, is at the brake pressure apply
port, 7. This orifice reduces the full pressure of • No lubrication
the clutch apply oil, as the brake requires only 3.0 There is no incoming pressure at the regulator
- 4.0 bar (43 - 60 psi) to engage the friction discs spool. All spools are fully seated by spring
completely. pressure. There is no clutch apply pressure, no
lubrication flow, and no brake pressure.
There are two relief poppets that would relieve
excess pressure in the event of valve component
failure. These poppets do not open during normal
operation. The lubrication relief poppet, 8, will
open at 5.4 bar (78 psi). The brake apply relief
poppet, 9, will open at 3.4 bar (50 psi).
4-27
Engine Running, Clutch Pedal Up
Figure 4-27
4-28
Engine Running, Clutch Pedal Up 6, forces the modulating spool down, leaving the
passage to the clutch apply port wide open. In
• Regulator spool at 16.5 bar (240 psi)
this position, the modulating spool completely
• Clutch applied blocks off control pressure to the brake supply
port, 7.
• Brake pressure at minimum
• Clutch lube at minimum The clutch lubrication spool, 3, does not move
down because clutch apply pressure also
Pump pressure entering the valve encounters unseats the shuttle valve, 8, and applies
the regulating spool, 1, first. This pump pressure, pressure to the spring side of the clutch
as high as 18 bar (265 psi), enters the pilot hole, lubrication spool, 9. Because the pressure is the
2, of the regulating spool and forces the spool same on both sides of the clutch lubrication
down against the spring pressure. This bleeds off spool, spring tension keeps the spool in the up
any pressure in excess of 16.5 bar (240 psi) past position.
the spool to the lubrication circuit. The regulator
spool and spring maintain this control circuit In the up position, the clutch lubrication spool
pressure at 16.5 bar (240 psi) at all times. provides the clutch with minimal oil that passes
through the notches, 10, in the wide land of the
The control pressure continues around the spool. The clutch lubrication is at its minimum
regulating spool, around the clutch lubrication flow, about 22 - 30 L/min (6 - 8 gpm), and the
spool, 3, around the modulating spool, 4, and to lubrication manifold flow is at its maximum, about
the clutch apply port, 5. The clutch control spool, 30 - 37 L/min (8 - 10 gpm).
4-29
Engine Running, Clutch Pedal 1/2 Way Down
Figure 4-28
4-30
Engine Running, Clutch Pedal 1/2 Way With the clutch control spool in this middle range
Down position, the modulating spool still completely
blocks off control pressure to the brake supply
• Regulating spool at 16.5 bar (240 psi) port, 5.
• Clutch modulating
As the modulating spool closes the clutch apply
• Brake pressure at minimum passage partially, pressure increases in the
control valve back to the regulator spool. The
• Clutch lube at maximum regulator spool and spring maintain control
With the clutch control spool, 1, halfway between circuit pressure at 16.5 bar (240 psi), bleeding the
full engage and full disengage, the modulating excess to the lubrication circuit.
spool, 2, meters clutch apply pressure. The two
modulating springs, 3, allow the clutch to The clutch lubrication spool, 6, moves down
continue to receive partial pressure in this range. because clutch apply pressure drops through the
The modulating springs work against clutch shuttle valve, 7, and on the spring side of the
apply pressure in the bottom of the spool, 4. clutch lubrication spool, 8. The control circuit
pressure overcomes spring tension and the
As the clutch control spool moves up, the spool moves down, opening an oil passage by
modulating springs work to keep the modulating the narrow land, 9, of the spool to the clutch
spool down, but the pressure in the bottom of the lubrication port. The clutch lubrication is at its
spool forces the spool up as much as the springs maximum flow, about 45 - 53 L/min (12 - 14 gpm),
will allow. In this way, the modulating spool and the lubrication manifold flow is at its
moves up as the clutch control spool moves up, minimum, about 15 - 22 L/min (4 - 6 gpm).
but it lags behind clutch control spool movement.
As the modulating spool moves up and closes off

some of the clutch apply pressure, the pressure
in the bottom of the spool decreases, and the
springs are able keep the spool down and the
passage partially open.
4-31
Engine Running, Clutch Pedal Fully Down
Figure 4-29
4-32
Engine Running, Clutch Pedal Fully and spring maintain control circuit pressure at
Down 16.5 bar (240 psi), bleeding the excess to the
lubrication circuit.
• Regulating spool at 16.5 bar (240 psi)
• Clutch disengaged The clutch lubrication spool, 7, is in the up position
because brake apply pressure also unseats the
• Brake pressure at maximum shuttle valve, 8, and applies pressure to the
• Clutch lube at minimum spring side of the clutch lubrication spool, 9.
Because the pressure is the same on both sides
When the modulating spool, 1, no longer of the clutch lubrication spool, spring tension
modulates and the capscrew head, 2, rests on keeps the spool in the up position.
the wide washer, 3, the clutch control spool pulls
up on the modulating spool directly. The clutch In the up position, the clutch lubrication spool
control spool pulls the modulating spool up to provides the clutch with minimal oil that passes
close the clutch apply passage at 4, and open the through the notches, 10, in the wide land of
brake apply passage, 5. Brake apply pressure is the spool. The clutch lubrication is at minimum
stopped at the brake control solenoid until the flow, about 22 - 30 L/min (6 - 8 gpm), and the
range shifter is moved to the neutral position. lubrication manifold flow is at maximum, about
30 - 37 L/min (8 - 10 gpm).
Because the brake apply passage has an orifice,
6, pressure increases in the control valve back
to the regulator spool. The regulator spool
4-33
Clutch
1
The clutch, 1, transfers the rotational force of the
4
stub shaft, 2, to the input shaft, 3. When the clutch
is engaged, the force travels from the cover, 4,
through the stack of friction plates, 5, and 3
2
separator plates, 6, and to the hub, 7. The hub is
always splined to the input shaft, transferring the
force of the stub shaft to the input shaft.
6
10003862
Figure 4-30
The coil springs, 1, and separator springs, 2,

2 3 6
keep the friction and separator plates apart when
the clutch is not engaged. The cover, 3, maintains 8
moderate pressure on the springs so the plates
do not contact each other when not engaged, and 7
do not transfer any force to the hub, 4.
1 5
The hub is splined to both the friction plates and
to the input shaft. When the clutch is not 8
engaged, the clutch cover and drum, 5, spin 4
around stationary friction plates, separator 9
plates, and hub.
During clutch engagement and disengagement,

the round piston, 6, travels up and down in its
channel, kept in place by a single anti-rotation
pin, 7. Two rubber seals, 8, ensure clutch apply
pressure does not leak by and keep pressure
constant around the clutch. 10003860
When the clutch is engaged, clutch apply Figure 4-31

pressure enters the clutch through the inner
diameter of the clutch drum, 5. The oil pressure
fills the two drum passages, 9, and pushes
against the piston. The piston presses the friction
and separator plates together, causing the
friction plates to turn the hub.
Lubrication oil enters the center of the clutch from

the center of the distributor plate. Oil circulates
around the clutch through the holes in the hub, 4.
4-34
Stub Shaft
2
The stub shaft, 1, transfers rotational force from
the engine to both the clutch, 2, and the live shaft,
3. When the clutch is engaged, the clutch turns
the input shaft, 4, and whichever internal gears 1 3 4
that are engaged, eventually transferring the
force to the output shaft and front and rear yokes.
Whenever the engine is running, the stub shaft is

turning the live shaft. The live shaft turns the
transmission pump on the rear of the
transmission case and the PTO transfer case, if
equipped. The transmission pump is always
turning and pumping oil when the engine is
running.
10003862
Figure 4-32
Live Shaft
The live shaft is a simple straight shaft with two

journal races. The live shaft is splined at both
ends. The front end, 1, splines to the stub shaft, 1 2
and the rear end, 2, splines to either the
transmission pump coupler or the PTO transfer
case.
The live shaft turns whenever the engine is

running, also turning the transmission gear pump
and the PTO transfer case, if equipped. The live
shaft fits inside the hollow input shaft, but does
not support the input shaft or its gears.
10001969
Figure 4-33
4-35
Input Shaft
The front end of the input shaft, 1, splines with the

clutch hub and turns whenever the clutch is 1 4 3
engaged. The input shaft is a thick walled tube
with races and splines to carry the speed gears.
When the clutch is fully engaged, the input shaft
turns at the same RPM as the stub shaft and
engine.
The individual speed gears spin with the shaft

only when engaged by the synchronizers. The 2
two synchronizers are always engaged with the
shaft in the two splined areas, 2. 20003867
The gear journals, 3, have lubrication holes and Figure 4-34

grooves to reduce friction with the gears when
not engaged. The distributor plate provides the
lubrication oil for the entire input shaft through the
primary lubrication hole, 4.
The synchronizers, 1, engage the shaft with the

gears when shifted. One synchronizer shifts
between the 1st and 2nd gears, and one shifts 4TH
2ND 1ST 3RD
between the 3rd and 4th gears.
The two tapered roller bearings, 2, are press fit

onto the shaft. These bearings must have 0.050 -
0.100 mm (0.002″ - 0.004″) endplay when
installed to achieve minimal wear on the shaft
assembly components.
2 2
1
4-tr236
Figure 4-35
4-36
Synchronizers
6 9
The synchronizers select the speed gears by
bringing the gear up to the input shaft speed 5
before engaging the gears. The shift forks ride in
the channel of the sliding collar, 1. When shifted, 4 8
the collar mates the input shaft to the gear, via
synchronizer components.
The synchronizer body, 2, always splines with the

input shaft and the collar, and the clutch disk, 3,
splines with the chosen gear. When the collar
moves toward a gear, the collar presses the outer
2
ring, 4, middle friction ring, 5, and inner ring, 6,
together and the clutch disk begins to turn. The
friction ring is connected to the disk, and the outer 3
and inner rings are connected to the body. The
friction of the rings, when pressed together,
transfers the rotational speed of the body through 10003861
1 7
the friction ring to the clutch disk and gear. When
Figure 4-36
the gear is up to speed, the collar and clutch disk
mesh and lock in place.
Three drive blocks, 7, couple the synchronizer

body to the internal and outer rings on both sides
(only one side coupling shown). Three
compression springs, 8, and pressure pieces, 9,
keep the synchronizer collar in neutral and
prevent accidental gear engagement.
1. Sliding collar
2. Body
3. Clutch disk
4. Internal ring
5. Middle ring
6. Outer ring
7. Drive blocks
8. Compression spring
9. Pressure piece
4-37
Figure 4-37
Clutch engaged, in gear - The synchronizer is Clutch disengaged, shifting - When the clutch is
transferring the rotation of the input shaft to the released, the input shaft continues to spin,
gear. The force travels from the inside of the gradually losing speed. The synchro body and
body, 1, splined to the input shaft. The body collar spin with the input shaft. The movement of
outside teeth, 2, mesh with teeth on the inside of the collar towards a gear causes the clutch disk
the collar, 3. The teeth on inside of the collar also on that gear to turn at the speed of the input shaft.
mesh with the outside teeth, 4, of the clutch disk.
The inside clutch disk teeth, 5, turn the gear. Clutch disengaged, in gear - The collar engages
the clutch disk, completing the connection from
Clutch engaged, not in gear - The gears on the the body to the clutch disk. The input shaft and
input shaft do not turn when in neutral. The gear spin at the same rate, still slowing, until the
synchro body and collar spin at the speed of the transmission is again engaged and the input
engine. shaft returns to engine speed.
4-38
Figure 4-38
Speed Shift Components Detent balls, 5, and springs, 6, keep the rails in
their shifted or neutral positions by applying
The two speed shift forks, 1, are in a fixed position pressure in the rail detent notches. Interlock
on two separate rails, 2. Each fork is secured with balls, 7, prevent both rails from being shifted at
two set screws, 3. the same time. One rail must always be in the
neutral position for the other to shift.
The rails ride in machined bores, 4, in the housing
cover. The rails have notches for neutral start
(two), detent (three), and interlock (one).
4-39
Top Countershaft and Gears

1
The top countershaft assembly consists of a 3
2 2
splined shaft with five individual gears always
engaged with the shaft. There are four gears that
engage the four speed gears of the input shaft.
The fifth gear, 1, is a 25-tooth gear that transfers

the force from the speed gears to the bull gear on
the bottom countershaft. Regardless of what
gear the transmission is in, the transmission
force always travels through the top countershaft
25-tooth gear and the bottom countershaft bull
gear. 4-tr296
The two tapered roller bearings, 2, are press fit Figure 4-39
0.100 mm (0.002″ - 0.004″) endplay when
The assembly also has a transmission brake

hub, 3, that engages the friction plates in the
transmission brake housing.
The brake hub splines, 1, are separate from the

main shaft splines. A small passage, 2, supplies
the brake area with lubrication oil. 1
4-tr279
Figure 4-40
4-40
Bottom Countershaft and Gears
The bottom countershaft assembly consists of a

base shaft with two machined gears, 1. The bull
gear, 2, is press fit and splined to the base shaft
splined shaft.
The machined gears mesh with the Low and

Medium range gears on the output shaft. The
narrow part of the bull gear meshes with the High
range gear on the output shaft, and the wide part
of the bull gear meshes with the reverse idler.
3 3
The narrow part of the bull gear is always 1 2
4-tr327
engaged with the a 25-tooth gear of the top
countershaft. Regardless of what gear the Figure 4-41
transmission is in, the transmission force always
travels through the top countershaft 25-tooth
gear and the bottom countershaft bull gear.

0.100 mm (0.002″ - 0.004″) endplay when
Output Shaft and Gears
The output shaft consists of four range gears and

two shift collar and hub assemblies, 1. The collar Low 2
2 Med Rev
engages the gears when shifted. One collar shifts
High
between the Low and Medium ranges, and one
shifts between the High and Reverse ranges.
The individual range gears spin with the shaft
only when engaged by the shift collars.

0.100 mm (0.002″ - 0.004″) endplay when
installed to achieve minimal wear on the shaft 1
20002732
Figure 4-42
The ends of the input shaft spline with the output
yokes that drive the front and rear drivelines.
4-41
1
2
19993460
Figure 4-43
The individual range gears spin with the shaft

when engaged by the collar and hub. When not
engaged, the gears spin on the shaft. The gear
journals, 1, are continually lubricated. A
lubrication passage, 2, feeds the grooves, 3,
under each gear to reduce friction with the gears
when not engaged. The lubrication passage is
fed through the rear output shaft bearing retainer.
4-42
Figure 4-44
Range Shift Components Detent balls and springs keep the rails in their
shifted or neutral positions by applying pressure
The two range shift forks, 1, are in a fixed position in the rail detent notches, 5. Interlock balls, 6,
on two separate rails, 2. Each fork is secured with prevent both rails from being shifted at the same
a set screw, 3. time. One rail must always be in the neutral
position for the other to shift.
The rails ride in machined bores, 4, in the
transmission case. The rails have notches for
detent (three) and interlock (one).
4-43
Reverse Idler
The reverse idler gear, 1, transfers the rotation
of the bottom countershaft bull gear to the output
shaft reverse gear. The idler is always engaged
with both the bull gear and reverse gear. The
idler gear causes the reverse gear to rotate in
the opposite direction of the other range gears
on the output shaft.
When the reverse range is engaged, the range
shift collar connects the reverse gear to the output
shaft, and the output shaft turns in reverse.
Figure 4-45
Transmission Brake
The transmission brake stops the transmission
gears by applying pressure to the top countershaft.
The transmission brake only brakes the top
countershaft when the clutch pedal is depressed
completely AND the range shift lever is in neutral.
Depressing the clutch pedal completely supplies
the hydraulic brake pressure to the brake control
valve. Shifting the range shift lever to neutral
opens the valve to apply hydraulic pressure to
the brake.
Brake apply pressure enters the brake at the
bottom port, 1. Lubrication oil enters the brake
housing at the top port, 2, and feeds the center
tube, 3, and top countershaft. The friction and Figure 4-46
separator plates, 4, are held in the brake housing
by a large snap ring, 5.
The brake has four friction plates, 1, and five

separator plates, 2, that are kept apart with four
springs, 3. The friction plates are splined to the
brake hub on the top countershaft, and spin with
the shaft.
The brake stops the top countershaft by applying 2 1
pressure to the friction plates from the stationary
brake housing. When the brake control valve
supplies the brake with apply pressure, 4, the oil
forces the piston, 5, up and the plates together 5
toward the inside of the transmission. The plates
slow and stop the shaft as the springs compress
and the plates make complete contact.
4
3
Figure 4-47
4-44
Figure 4-48
Brake Hydraulics Clutch pedal fully depressed, range shift lever

in neutral -- Maximum brake pressure at valve;
The transmission brake only brakes the top valve open; brake applied.
countershaft when the clutch pedal is depressed
completely and the range shift lever is in neutral. Clutch pedal fully depressed, range shift lever in
Full brake hydraulic pressure, 1, only comes gear -- Maximum brake pressure at valve; valve
from the control valve, 2, when the clutch pedal closed; brake released.
is fully depressed. No matter how much pressure
is at the brake solenoid, 3, the valve will not open Clutch pedal up, range shift lever in gear -- No
unless the range shift lever is in neutral. brake pressure at valve; valve closed; brake
released.
Clutch pedal up, range shift lever in neutral --
No brake pressure at valve; valve open; brake
released.
4-45
10003859
Figure 4-49
Brake Control Valve Solenoid Electrical Circuit When the range shift lever is in one of the four
range gear positions, current does not pass
The brake solenoid opens up the brake control
across the switch or travel to the solenoid, and
valve, allowing brake apply pressure to travel to
the solenoid valve on the transmission stays in
the transmission brake. The transmission brake
the de-activated position. When the range lever
solenoid is controlled electrically by the
is in the neutral position, current flows across the
transmission brake switch under the right side
transmission brake switch and out through
console by the range shift lever. The circuit
connector P-121/2, and to wire CM-134,
consists of the ignition switch, fuse, switch, and
activating the solenoid.
solenoid. The power is battery voltage, and the
ground is at location #6, at the stud under the cab Wire CM-134 leads to the fuse and relay panel
rear shelf. connector J2/31, and current exits the panel at
connector J8/6. Wire RF-4 in the rear frame
Ignition switch terminal connector P10/4 supplies
harness carries the current from the J8/6
power through wire CM-3. Whenever the ignition
connector to the brake solenoid connector
switch is in the Run position, wire CM-3 carries
P-120/1. Current runs through the solenoid,
current to the fuse and relay panel connector J14,
activating the solenoid and opening the valve.
and to 3-amp fuse F29 (marked “Diff Lock
Control”). Fuse F29 supplies power to fuse and The ground for the circuit is at ground location #6,
relay panel connector J1/8, and to wire CM-130A at the stud under the cab rear shelf. When the
in the cab main harness. circuit is activated, the current passes through
the solenoid, through connector P-120/2,
Wire CM-130A splices to wire CM-130C in the
through wire RF-159, and to ground location #6.
cab main harness. Wire CM-130C leads to the
transmission brake switch connector P-121/1,
under the right hand side console by the range
shift lever.
4-46
Shift Translators
The shift translator moves the shift rails

according to the shift lever and cable
movements. The range shift translator and
speed shift translator are identical.
The shift cables move the pivot arms, 1, to move

the bell crank arm in one of two directions, 2. One 2
direction shifts between forks, one direction
slides the synchronizer or collar on the gears.
1
20002801
Figure 4-50
Sliding the bell crank in and out along the axis of

the shaft, 1, moves the bell crank between shift 1
forks. Twisting the bell crank around the axis of
the shaft, 2, moves the bell crank to move the
shift fork into gear.
2 2
1
20002788
Figure 4-51
When shifting between shift forks, one cable

lengthens and one cable shortens. This slides
the translator pivot assembly, 1, in and out of the 1
translator because the cable action pivots on a
fixed link, 2. The movement of the cables forces
the pivot assembly to slide in and out, moving the
bell crank between shift forks.
When shifting the fork itself, both cables lengthen

or shorten together. This twists the pivot 2
assembly around the shaft axis, moving the fork
into gear.
19996924
Figure 4-52
4-47
Transmission Cooler (2240, 2290, 2310,

2335, 2360, 2375, 2425)
The transmission cooler is the upper half of the
combination transmission/steering cooler. This
cooler is two separate coolers, with two separate
inlet ports and two separate outlet ports. The
cooler keeps the transmission oil at a safe
operating temperature at all times.
Oil from the transmission pump enters the
transmission cooler inlet port, 1, is air-cooled
in the cooler fins, 2, and exits the outlet port, 3.
From the outlet port, the oil goes through the
transmission oil filter before entering the control
valve on the left side of the transmission. N14 Figure 4-53a
A bypass valve, 4, allows some oil flow to bypass
the oil cooler during cold weather operating
conditions. When the oil is cool and the viscosity
becomes thicker, the fin fluting cannot pass as 2
much oil through. Pressure builds in the inlet line
until the pressure overcomes the bypass valve
spring and releases the excess oil flow past the 1
cooler.
NOTE: On 2290, 2335 and 2375 the cooler
bypass valve is located in the cooler bypass
manifold.
QSM11 Figure 4-53b
4-48
Figure 4-54
Transmission Oil Filter A pressure differential valve monitors the

pressures inside the filter mount to send a
The transmission hydraulic system has a 10 warning signal to the electronic warning system.
micron return filter on the control valve supply The pressure differential valve monitors the
line. Normal operation routes the oil from the inlet pressure drop across the filter.
port, 1, through the outside passage, 2, in the
mount to the outside of the cardboard filter, 3. The If the differential pressure across the filter
oil comes back down the inside passage, 4, and exceeds 2.7 bar (40 PSI), the hydraulic lube filter
out the outlet port. warning light on the instrument panel will
illuminate. The light indicates the filter is
The filter has a check valve, 5, to ensure proper restricting oil flow. The hydraulic filter bypass
oil flow. The check valve allows oil to bypass the switch will reset at 2.0 bar (30 PSI).
filter during high flow conditions. High pressure
pushes the valve and overcomes the spring
pressure, 6. Some oil bypasses the filter
completely this way.
4-49
SPECIAL TOOLS
The following special tools are required for testing and repairing the 12 ¢ 4 Quadra Sync ΙΙ
transmission on the 84 Series tractors.
BLR20068 1 Transmission lifting bracket
BLR20066 1 Transmission overhaul kit
Consists of:
1 Pusher bolts (BLR20045)
1 Brake piston pulling studs (BLR20046)
1 Puller set (BLR20047)
1 Rear bearing pulling studs (BLR20048)
1 Puller Set (BLR20049)
1 Front bearing puller studs (BLR20051)
1 Shaft protector (BLR20052)
1 Clutch piston studs (BLR20053)
1 Detent spring compressor (BLR20054)
1 Gauge block (BLR20055)
1 Stabilizer brackets (BLR20057)
1 Output shaft cradle (BLR20058)
1 Snap ring pliers (BLR20059)
1 Bridge plate (BLR20061)
1 Shaft protector (BLR20062)
1 Top countershaft gear installer (BLR20063)
1 Output shaft bearing puller spacers (BLR20064)
1 Brake piston pusher bolts (BLR20069)
1 Synchronizer Adjust Datum Plate (BLR20299)
BLR20072 1 Laser alignment tool
OEM1015 1 Telescoping gauge set
OEM1690 1 Digital veneir caliper
OEM6048 1 Port-a-power (with 3/8I NPT male end on hose)
OEM1212 1 Quad gauge (with 7/16I -20 JIC female swivel on end of hose)
BLR20238 1 Flow meter (189 L/min [50 gpm]) (or comparable meter)
PL 1 Elbow (7/16I -20 male JIC ¢ 9/16I -18 male ORB 90 degree)
PL 2 Flow meter hoses (3/4I ¢ 72I long, one end adapted to flow meter; other end
with 1 5/16I -12 female JIC)
PL 2 Jumper hose (3/4I ¢ 12I long, one end 1 5/16I male JIC; other end 7/8I -14
female JIC swivel)
PL 2 Jumper hose (3/4I ¢ 12I long, one end 1 5/16I -12 male JIC; other end
1 1/16I -12 female JIC swivel)
PL 1 Adapter (3/8I NPT female ¢ 9/16I -18 female JIC swivel)
PL 1 Connector (1 5/16I -12 male JIC ¢ 1 5/16I -12 male JIC)
PL 1 Elbow (1/5/16I -12 male JIC ¢ 1 5/16I -12 female JIC 90 degree)
BLR20079 1 Connector (7/16I -20 male JIC ¢ 9/16I -18 male ORB)
* = Included in master fitting kit BLR20284
4-50
SPECIFICATIONS
GENERAL
Number of speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 forward speeds; 4 reverse speeds
Shift type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 synchronized speeds in each of 3 forward ranges
Speed shifting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . double cone style synchronizers (2) on the top shaft
Range shifting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . sliding collars on the bottom shaft
Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . self-contained pump, reservoir providing
pressurized lubrication to bearings and gears
Clutch type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . hydraulically actuated wet clutch on the input shaft
Clutch diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280 mm (11.02I)
Number of clutch plates . . . . . . . . . . . . . . . . . . . . . . . . 6 friction, 6 separator
Clutch brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . hydraulically actuated on second shaft
140 mm (5.5I) diameter
7 plates (3 separator, 4 friction)
Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-micron w/50 PSI (3.44 bar) bypass relief
Transmission reservoir capacity . . . . . . . . . . . . . . . . . 37.9 liters (10 gallons) ASN 303706 -- 40 liters
(10.6 gallons)
Transmission weight:
With PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 816 Kg (1800 lbs)
Without PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 771 Kg (1700 lbs)
INPUT SHAFT SEAL RETAINER

Lubrication orifice size . . . . . . . . . . . . . . . . . . . . . . . . . 1.8 mm (0.070I)
CLUTCH HOUSING
Input bearing original bore diameter . . . . . . . . . . . . . . 119.089 - 120.011 mm (4.68I - 4.72I)
INPUT STUB SHAFT

Input bearing original journal diameter . . . . . . . . . . . . 55.000 - 55.002 mm (2.1653I - 2.1654I)
CLUTCH
Spring free length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 mm (2.79I)
Friction plate thickness . . . . . . . . . . . . . . . . . . . . . . . . . minimum 3.45 mm (0.136I)
maximum 3.65 mm (0.144I)
Steel separator plates . . . . . . . . . . . . . . . . . . . . . . . . . . minimum thickness 6.8 mm (0.270I)
Steel bottom plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . minimum thickness 6.8 mm (0.270I)
Clutch drum original ID diameter . . . . . . . . . . . . . . . . . 100.00 - 100.05 mm (3.937I - 3.939I)
Clutch bearing bore diameter . . . . . . . . . . . . . . . . . . . . 132 mm (5.19I)
Assembled Clutch pack clearance . . . . . . . . . . . . . . . 1.4 - 11.0 mm (0.55I - 0.433I)
4-51
DISTRIBUTOR PLATE
Clutch bearing hub original journal diameter . . . . . . . 104.964 - 105.000 mm (4.132I - 4.134I)
Tee fitting lubrication orifice size . . . . . . . . . . . . . . . . . 4.0 mm (0.16I)
Front input bearing race original bore diameter . . . . 92.2 mm (3.63I)
INPUT SHAFT
Synchronizer cone to clutch disc gap
new . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.0 - 2.4 mm (0.078I - 0.094I)
minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 mm (0.06I)
Front bearing journal diameter . . . . . . . . . . . . . . . . . . 55.000 - 55.032 mm (2.16I - 2.17I)
Second gear journal diameter . . . . . . . . . . . . . . . . . . . 64.970 - 65.000 mm (2.55I - 2.56I)
First gear journal diameter . . . . . . . . . . . . . . . . . . . . . . 79.970 - 80.000 mm (3.148I - 3.150I)
Fourth gear journal diameter . . . . . . . . . . . . . . . . . . . . 79.970 - 80.000 mm (3.148I - 3.150I)
Third gear journal diameter . . . . . . . . . . . . . . . . . . . . . 64.970 - 65.000 mm (2.55I - 2.56I)
Rear bearing journal diameter . . . . . . . . . . . . . . . . . . . 55.00 - 55.03 mm (2.16I - 2.17I)
Front and rear bushing inner diameter . . . . . . . . . . . . 35.09 - 35.41 mm (1.38I - 1.39I)
Live shaft journal original diameter . . . . . . . . . . . . . . . 34.40 - 34.50 mm (1.35I - 1.36I)
Live shaft and bushing ID clearance . . . . . . . . . . . . . 0.64 - 1.01 mm (0.030I - 0.040I)
First gear inner bore original diameter . . . . . . . . . . . . 80.000 - 80.019 mm (3.14I - 3.15I)
Second gear inner bore original diameter . . . . . . . . . 65.000 - 65.019 mm (2.55I - 2.56I)
Third gear inner bore original diameter . . . . . . . . . . . 65.000 - 65.019 mm (2.55I - 2.56I)
Fourth gear inner bore original diameter . . . . . . . . . . 80.000 - 80.019 mm (3.14I - 3.15I)
REAR PUMP ADAPTER (Without PTO)

Lubrication orifice size . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 mm (0.01I)
TRANSMISSION PUMP
Body gear pockets inner diameter . . . . . . . . . . . . . . . maximum 46.28 mm (1.822I)
Bushing sleeve inner diameter . . . . . . . . . . . . . . . . . . maximum 24.03 mm (0.946I)
Gearset shaft in bushing area . . . . . . . . . . . . . . . . . . . minimum 23.95 mm (0.943I)
TOP COUNTERSHAFT
Front bearing original journal diameter . . . . . . . . . . . 55.000 - 55.032 mm (2.165I - 2.166I)
Rear bearing original journal diameter . . . . . . . . . . . . 55.000 - 55.032 mm (2.165I - 2.166I)
Shaft rear hole bore diameter . . . . . . . . . . . . . . . . . . . 16.00 - 16.01 mm (0.629I - 0.633I)
4-52
TRANSMISSION BRAKE
Top countershaft rear bearing race bore diameter . . 99.9825 - 100.0175 mm (3.936I - 3.937I)
Orifice diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8 mm (0.070I)
Piston threaded hole diameter . . . . . . . . . . . . . . . . . . . 5.0 mm (0.196I)
Steel separator plate original thickness . . . . . . . . . . . 3.90 - 4.10 mm (0.15I - 0.16I)
Friction plate thickness . . . . . . . . . . . . . . . . . . . . . . . . . 2.59 - 2.61 mm (1.02I - 1.03I)
Brake spring free length . . . . . . . . . . . . . . . . . . . . . . . . 27.5 mm (1.083I)
BOTTOM COUNTERSHAFT/OUTPUT SHAFT FRONT BEARING RETAINER

Countershaft bearing race original bore diameter . . . 130.000 - 130.052 mm (5.118I - 5.120I)
Output shaft bearing race original bore diameter . . . 120.000 - 120.035 mm (4.724I - 4.725I)
BOTTOM COUNTERSHAFT
Bull gear inner bore original diameter . . . . . . . . . . . . . 89.980 - 90.000 mm (3.542I - 3.543I)
Shaft shoulder original diameter . . . . . . . . . . . . . . . . . 90.000 - 90.070 mm (3.543I - 3.546I)
Front bearing original diameter . . . . . . . . . . . . . . . . . . 60.000 - 60.032 mm (2.362I - 2.363I)
Rear bearing original diameter . . . . . . . . . . . . . . . . . . . 55.000 - 55.032 mm (2.165I - 2.167I)
REVERSE IDLER
Stub shaft original journal diameter . . . . . . . . . . . . . . . 53.956 - 53.975 mm (2.124I - 2.125I)
Reverse idler gear original bore diameter . . . . . . . . . 63.533 - 63.551 mm (2.501I - 2.502I)
Needle bearing spacer original thickness . . . . . . . . . 6.300 - 6.350 mm (0.248I - 0.250I)
OUTPUT SHAFT
Front seal journal diameter . . . . . . . . . . . . . . . . . . . . . . 60.240 - 60.290 mm (2.371I - 2.373I)
Front bearing journal diameter . . . . . . . . . . . . . . . . . . . 65.000 - 65.032 mm (2.559I - 2.560I)
Low gear journal diameter . . . . . . . . . . . . . . . . . . . . . . 76.175 - 76.177 mm (2.999I - 3.000I)
Medium gear journal diameter . . . . . . . . . . . . . . . . . . . 76.175 - 76.177 mm (2.999I - 3.000I)
High gear journal diameter . . . . . . . . . . . . . . . . . . . . . . 76.175 - 76.177 mm (2.999I - 3.000I)
Reverse gear journal diameter . . . . . . . . . . . . . . . . . . 76.175 - 76.177 mm (2.999I - 3.000I)
Rear bearing journal diameter . . . . . . . . . . . . . . . . . . . 65.000 - 65.032 mm (2.559I - 2.560I)
Rear seal journal diameter . . . . . . . . . . . . . . . . . . . . . . 60.240 - 60.290 mm (2.371I - 2.373I)
Low gear inner bore original diameter . . . . . . . . . . . . 76.233 - 76.251 mm (3.001I - 3.002I)
Reverse gear inner bore original diameter . . . . . . . . . 76.233 - 76.251 mm (3.001I - 3.002I)
High gear inner bore original diameter . . . . . . . . . . . . 76.233 - 76.251 mm (3.001I - 3.002I)
Medium gear inner bore original diameter . . . . . . . . . 76.233 - 76.251 mm (3.001I - 3.002I)
Shift collar groove original width . . . . . . . . . . . . . . . . . 12.7 - 12.9 mm (0.500I - 0.507I)
4-53
OUTPUT SHAFT REAR SEAL RETAINER

Lubrication orifice diameter . . . . . . . . . . . . . . . . . . . . . 2.8 mm (0.11I)
Bearing race original bore diameter . . . . . . . . . . . . . . 139.9875 - 140.0175 mm (5.511I - 5.512I)
SPEED SHIFT COMPONENTS

Shift rail bore in cover original diameter . . . . . . . . . . . 25.00 - 25.04 mm (0.984I - 0.985I)
Shift rail original diameter . . . . . . . . . . . . . . . . . . . . . . . 24.98 - 25.00 mm (0.983I - 0.984I)
Shifting gate original width . . . . . . . . . . . . . . . . . . . . . . 18.7 - 18.8 mm (0.736I - 0.740I)
Shift fork bore original diameter . . . . . . . . . . . . . . . . . 25.00 - 25.04 mm (0.984I - 0.985I)
Shift fork tip original thickness . . . . . . . . . . . . . . . . . . . 12.3 - 12.4 mm (0.484I - 0.488I)
Detent spring free length . . . . . . . . . . . . . . . . . . . . . . . 41.7 mm (1.64I)
RANGE SHIFT COVER

Shift rail bore in case original diameter . . . . . . . . . . . 25.00 - 25.04 mm (0.984I - 0.985I)
Shift rail original diameter . . . . . . . . . . . . . . . . . . . . . . . 24.98 - 25.00 mm (0.983I - 0.984I)
Shifting gate original width . . . . . . . . . . . . . . . . . . . . . . 18.7 - 18.8 mm (0.736I - 0.740I)
Shift fork bore original diameter . . . . . . . . . . . . . . . . . 25.00 - 25.04 mm (0.984I - 0.985I)
Shift fork tip original thickness . . . . . . . . . . . . . . . . . . . 12.5 - 12.7 mm (0.492I - 0.500I)
Detent spring free length . . . . . . . . . . . . . . . . . . . . . . . 41.7 mm (1.64I)
Detent housing bore original diameter . . . . . . . . . . . . 25.9 - 26.1 mm (1.02I - 1.03I)
TRANSMISSION HOUSING
Input shaft rear bearing race bore . . . . . . . . . . . . . . . 120.000 - 120.035 mm (4.724I - 4.725I)
Bottom countershaft rear bearing race bore . . . . . . . 120.000 - 120.035 mm (4.724I - 4.725I)
Output shaft front bearing race bore . . . . . . . . . . . . . . 120.000 - 120.035 mm (4.724I - 4.725I)
CONTROL VALVE
Main regulator spring overall free length . . . . . . . . . . 61.1 mm (2.40I)
Clutch lube regulator spring overall free length . . . . 30.0 mm (1.18I)
Main spool spring overall free length . . . . . . . . . . . . . 138.0 mm (5.43I)
Modulation spring overall free length (longer spring) . . 38.7 mm (1.52I)
Modulation spring overall free length (short spring) . . . 17.5 mm (0.69I)
Lubrication poppet spring overall free length . . . . . . 25.0 mm (0.98I)
Brake poppet spring overall free length . . . . . . . . . . . 21.0 mm (0.82I)
4-54
REASSEMBLY SPECIFICATIONS
Top countershaft end play . . . . . . . . . . . . . . . . . . . . . . 0.050 - 0.100 mm (0.002I - 0.004I)
Bottom countershaft end play . . . . . . . . . . . . . . . . . . . 0.050 - 0.100 mm (0.002I - 0.004I)
Output shaft end play . . . . . . . . . . . . . . . . . . . . . . . . . . 0.050 - 0.100 mm (0.002I - 0.004I)
Input shaft end play . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.050 - 0.100 mm (0.002I - 0.004I)
Synchronizer neutral to speed shift fork neutral
position tolerance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.10 mm (+ 0.004I)
TRANSMISSION OIL CIRCUIT TESTING SPECIFICATIONS

Transmission pump flow test @2100 RPM: . . . . . . . 94 - 113 L/min (25 - 30 gpm)
Transmission pump cavitation test: . . . . . . . . . . . . . . Flow rate doubles from 1000 to 2000 RPM
Transmission pump efficiency test: . . . . . . . . . . . . . . . minimum 80%
Clutch apply pressure test:
Pedal full up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 - 18 bar (215 - 265 psi)
Pedal 1/2 down . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 9 bar (101 - 130 psi)
Pedal 25 mm (1.0″) from cab floor . . . . . . . . . . . . 0 bar (0 psi)
Transmission brake pressure test . . . . . . . . . . . . . . . . 3 - 4 bar (43 - 60 psi)
Main lubrication pressure test:
Pedal up @ 1000 rpm . . . . . . . . . . . . . . . . . . . . . . . 1 bar (14 psi)
Pedal up @ 1500 rpm . . . . . . . . . . . . . . . . . . . . . . . 3 bar (43 psi)
Pedal up @ WOT . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 bar (58 psi)
Pedal 2/3 down @1000 rpm . . . . . . . . . . . . . . . . . 0.5 bar (7 psi)
Pedal 2/3 down @ 1500 rpm . . . . . . . . . . . . . . . . . 1 bar (14 psi)
Pedal 2/3 down @ WOT . . . . . . . . . . . . . . . . . . . . . 2 bar (29 psi)
Clutch lubrication flow test:
Pedal up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 - 30 L/min (6 - 8 gpm)
Pedal 2/3 down . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 - 53 L/min (12 - 14 gpm)
Main lubrication flow test:
Pedal up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 - 37 L/min (8 - 10 gpm)
Pedal 2/3 down . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 - 22 L/min (4 - 6 gpm)
4-55
TROUBLESHOOTING AND TESTING

TROUBLESHOOTING
Tractor will not move when shifted Malfunction of shift linkage Check to be sure linkage shifts
into gear transmission arms properly,
correct any concerns with linkage
Failure of flex coupling on engine Check flex coupling on engine,
see Section 5 - Axles
Malfunction of transmission oil Test clutch apply pressure, repair
circuit (e.g. clutch apply pressure) circuit as indicated
Transmission clutch component Remove and repair transmission
failure
Failure of internal components of Remove and repair transmission
transmission (e.g. gears and
shafts)
Tractor moves, but seems to slip Malfunction of the flex coupling on Check flex coupling on engine,
when a load is placed on it engine see Section 5 - Axles
Malfunction of transmission oil Test clutch apply pressure, repair
circuit (e.g. clutch apply pressure) circuit as indicated
Transmission clutch component Remove and repair transmission
failure
Transmission range lever hard to Normal operation Refer to Operator’s manual for
shift proper shift technique information
Shift linkage binding Repair binding shift levers or
cables
Binding of shift arms in range shift Remove range shift cover and
cover inspect shift arms
Internal components of Remove and repair transmission
transmission damaged (detents, or components
interlock, forks, shift collars)
Transmission speed lever hard to Transmission oil cold Allow oil to warm up
shift
Shift linkage binding Repair binding shift levers or
cables
Binding of shift arms in speed shift Remove transmission and speed
cover shift cover, inspect shift arms
Internal components of Remove and repair transmission
transmission damaged (detents, components
rails, interlock, forks,
synchronizers)
4-56

Transmission oil overheats Engine fan belt loose Tighten the fan belt
Coolers and/or radiator fins Clean cooler and radiator fins
plugged
Low transmission oil level Fill transmission with oil
Transmission pump cavitation Perform transmission pump
cavitation test (test #1) as detailed
in this section
Cooler bypass valve malfunction Remove and repair the bypass
valve
Clutch cable out of adjustment Adjust the clutch cable
Malfunction of transmission Remove and repair the control
control valve valve
Transmission range lever grinds Transmission oil is cold Allow the oil to warm up
during shifting
Transmission brake apply Perform transmission brake
pressure is low pressure test (test #3) as detailed
in this section
Clutch cable out of adjustment Adjust the clutch cable
Transmission brake malfunction Perform transmission brake
leakage/performance test (test #7)
as detailed in this section
Transmission control valve Remove and repair the control
malfunction valve
Shift levers (range or speed) will Shift linkage not adjusted Adjust the linkage
not stay engaged when shifted
Speed shift fork neutral Remove transmission and
adjustment is incorrect perform fork neutral adjustment as
detailed in this section
Range shift components (hop Remove, repair or replace the
guard collar) malfunction range shift components
Tractor engine stalls when Seized input shaft (speed) gear or Remove and repair the
transmission shifted into gear output (range) gear transmission
Harsh transmission engagement Transmission control valve Remove and repair the control
when clutch is released malfunction (modulation spool) valve (stuck modulation slug).
Transmission shift levers (range Transmission shift linkage is Adjust transmission linkage
or speed) are locked in gear and cross-gated
will not release
Malfunction of interlock Remove and repair the
transmission
Transmission lubrication warning Main lubrication pressure is low Perform main lubrication pressure
light activates during operation test (test #4) as detailed in this
section
Faulty sending unit or electrical Refer to Section 3 - Electrical
circuit
4-57

Transmission filter bypass Transmission oil is cold Allow oil to warm up
warning light activates during
p
operation Filter is plugged Replace the filter
Filter bypass sending unit or Refer to Section 3 - Electrical
electrical circuit faulty
Transmission shift levers rattle or Transmission shift linkage out of Adjust linkage
contact the right hand side adjustment
console
Isolation tab on shift gates Replace missing tab on linkage
missing
Biasing spring on shift levers Replace broken springs on
broken or missing linkage
4-58
TESTING
WARNING: WEAR EYE PROTECTION DURING ALL PRESSURE AND FLOW TESTS. WEAR
GLOVES WHEN HANDLING TEST HOSES AS HOT OIL UNDER PRESSURE CAN BURN OR
PENETRATE SKIN CAUSING SEVERE INJURY.

properly test the Buhler Versatile 4WD 12 ¢ 4
Quad Shift III transmission oil circuit:

OEM6048 1 Port-a-Power (with 3/8I
(or comparable) NPT male end on hose)
OEM1212 1 Quad-Gauge (with 7/16I
-20 JIC female swivel on
end of hose)
BLR20238 1 Flow Meter (189 L/min
[50 gpm])
PL 2 Flow Meter hoses (3/4I
hose ¢ 72I long, one
end adapted to fit Flow
Meter, the other end with
1 5/16 I female JIC
swivel) 4-test1
Figure 4-55

PL 2 Jumper hose (3/4I hose ¢
12I long, one end 1 5/16I -
12 male JIC, the other end
7/8I -14 female JIC swivel)
PL 2 Jumper hose (3/4I hose ¢
12I long, one end 1 5/16I -
12 male JIC, the other end
1 1/16I -12 female JIC
swivel)
PL 1 Adapter (3/8I NPT female
¢ 9/16I -18 female JIC
SW)
PL 1 Connector (1 5/16I -12 4-test2
male JIC ¢ 1 5/16I -12
male JIC) Figure 4-56
PL 1 Elbow (1 5/16I -12 male
JIC ¢ 1 5/16I -12 female
JIC 90 degree)
BLR20079 1 Connector (7/16I -20 male
JIC ¢ 9/16I -18 male ORB)
PL 1 Elbow (7/16I -20 male JIC
¢ 9/16I -18 male ORB 90
degree)
* = Included in master fitting kit

4-59
CAUTION: DURING TESTING THE TRACTOR

IS ARTICULATED TO THE RIGHT TO PROVIDE
ACCESS TO THE TEST PORT LOCATIONS.
HOSES ON THE QUAD GAUGE AND FLOW
METER MUST BE LONG ENOUGH SO THAT
THEY CAN BE LOCATED OUT OF THE
ARTICULATION AREA WHEN THE TRACTOR
IS RUNNING. INSTALL WHEEL CHOCKS AND
NEVER STAND IN THE ARTICULATION AREA
WHEN THE ENGINE IS RUNNING.
Test #1 - Transmission Pump

Flow\Cavitation\Efficiency Tests
The transmission pump flow test, cavitation test
and efficiency test will check overall performance
of the pump with and without a pressure load on
it.
The circuit will have pressure in it created from
the main pressure regulator in the transmission
control valve, the filter, tubes and hoses and the
cooler (approximately 24 - 27 bar [350 - 400 psi]
total from all these components) during the flow
and cavitation tests. An additional pressure load
added from the flow meter will only be required
during the efficiency test.
IMPORTANT: A flow meter will be installed in
series within the oil circuit of the transmission.
The transmission pump will not be isolated
from the transmission during this test. Isolating
the pump from the transmission will starve the
transmission lubrication circuits, damaging the
internal components.
1. Park the tractor on a level surface. Articulate
the tractor for a full right turn. Shut the engine
off, apply the park brake, install wheel chocks
and remove the keys from the ignition.
2. Check the oil level in the transmission sight
gauge for proper level. Top off the level if
required.
4-60
3. Disconnect the transmission pump

discharge hose, 1, from the steel tube, 2, on
left hand front frame rail of the tractor.
4-test3
Figure 4-57
4. Install the elbow (1 5/16I - 12 M JIC ¢

1 5/16I -12 F JIC SW), 1, onto the steel tube,
2. Tighten the elbow so that it faces the rear
of the tractor. 1
Install and tighten the connector fitting

(1 5/16I -12 M JIC ¢ 1 5/16I -12 M JIC), 3,
onto the pump discharge hose.
3 2
Figure 4-58
5. Connect the inlet hose, 1, of the BLR20238

flow meter to the connector fitting on the
pump discharge line, 2.
2
Connect the outlet hose, 3, from the flow 4
3
meter to the elbow on the steel tube, 4.
4-test5
Figure 4-59
4-61
6. Be certain that the load valve on the flow

meter is wide open (no load being applied).
Start the tractor and set the engine speed to
1800 rpm. Allow the tractor to run so as to
warm the transmission oil to approximately
54_C (130_F).
CAUTION: THE FLOW METER LOAD

VALVE MUST BE WIDE OPEN BEFORE
STARTING THE TRACTOR. THE FLOW
METER IS INSTALLED IN SERIES IN THE 4-test6
CIRCUIT BEFORE THE RELIEF VALVE
FOR THE TRANSMISSION PUMP. IF THE Figure 4-60
FLOW METER VALVE IS CLOSED,
SERIOUS DAMAGE TO THE PUMP WILL
RESULT WHEN THE TRACTOR IS
STARTED.
7. With the oil warmed, increase the engine

speed to 2100 rpm. DO NOT INCREASE
THE LOAD ON THE FLOW METER. Record
the flow rate indicated on the meter.
The flow rate of the pump with the engine at
2100 rpm and no load on the flow meter
should be 90 - 113 L/min (24 - 30 gpm).
If the pump flow rate is not within the

indicated range, a problem in the suction
circuit or internal components of the pump
may exist. Perform the pump cavitation and
efficiency test outlined in steps #8 and #9.
8. Reduce the engine speed to 1000 rpm.

Record the flow rate indicated on the meter.
Increase the engine speed to 2000 rpm.
Record the flow rate indicated on the meter.
A properly functioning transmission pump
will have a flow rate at 2000 engine rpm at
least twice the flow rate at 1000 rpm.
Example:
Flow rate at 1000 rpm 45 L/min (12 gpm)
Flow rate at 2000 rpm 98 L/min (26 gpm)
If the flow rate does not at least double, an air

leak may exist in the pump suction pipework
or the pump has damage to internal
components. Check the suction pipework
and perform the pump efficiency test outlined
in step #9.
4-62
9. Set the engine speed to 2100 rpm. Slowly Example:

turn the load valve on the flow meter until the
pressure increases to 69 bar (1000 psi). Flow rate recorded in step #7
Recheck the engine speed to be certain it 102 L/min (27 gpm)
reads 2100 rpm (adjust if necessary). Record Flow rate recorded in step #9
the flow rate indicated on the meter. 98 L/min (26 gpm)
98 L/min (26 gpm)/102 L/min (27 gpm) ¢
100% = 96% efficiency
CAUTION: DO NOT EXCEED THE 69 BAR A pump that has an efficiency of less then
(1000 PSI) PRESSURE LOAD. THE FLOW 80% indicates wear or failure of internal
METER IS INSTALLED IN THE CIRCUIT components. It should be removed and
BEFORE THE PRESSURE REGULATOR inspected as detailed in this section.
VALVE OF THE TRANSMISSION.
SERIOUS DAMAGE TO THE PUMP CAN 10. Remove the flow meter and test fittings from
OCCUR IF THE PRESSURE IS the tractor. Reattach the transmission pump
INCREASED ABOVE THE 69 BAR (1000 discharge hose to the steel tube on the left
PSI) LEVEL OR THE FLOW METER IS hand frame rail.
COMPLETELY CLOSED OFF.
Divide the flow rate recorded in this step by

the flow rate recorded in step #7 of this
procedure. Then multiply the result by 100%.
This is the efficiency of the pump when a load
is placed against it.
4-63
Test #2 - Clutch Apply Pressure Test
The clutch apply pressure test will measure the

pressure in the clutch apply circuit of the
transmission as determined by the adjustment of
the main pressure regulator setting on the
transmission control valve.

off, apply the park brake and remove the
keys from the ignition.
required.
3. Remove the top test port plug, 1, from the
rear of the control valve, 2, on the left hand
side of the transmission.
2
1
4-test7
Figure 4-61
4. Install the (7/16I - 20 M JIC ¢ 9/16I -18 M

ORB) connector fitting, 1, into the top test 1
port of the control valve. Attach the
OEM1212 Quad Gauge to the connector
fitting.
4-test8
Figure 4-62
4-64
5. Start the tractor and set the engine speed to

2100 rpm. Observe the pressure indicated
on the gauge, 1. The clutch apply pressure
should be 15 - 18 bar (215 - 265 psi).
If the clutch apply pressure is not within the
specified range, shut the tractor off.
1
NOTE: The clutch pedal must be fully up
to read an accurate clutch apply
pressure.
4-test9
Figure 4-63
Loosen the locknut and adjust the screw, 1,

for the main pressure regulator on the
transmission control valve. Turning the
screw clockwise increases clutch apply
pressure, turning the screw counter-
clockwise decreases clutch apply pressure.
Access to the control valve is from
underneath the tractor.
DANGER: ADJUST THE MAIN 1

PRESSURE REGULATOR SETTING ONLY 4-test10
WITH THE TRACTOR ENGINE OFF. DO
NOT CRAWL UNDER THE TRACTOR Figure 4-64
WITH THE ENGINE RUNNING.
If, after adjusting the setting, the clutch apply

pressure is still outside of the specified
range, the following are possible causes for
the improper reading:
Pressure low:
- Leaking clutch piston sealing rings
- Leaking clutch housing sealing rings
- Malfunctioning regulating spool
components
- Malfunctioning transmission pump
- Clutch cable and/or linkage bound up
- Malfunctioning main control spool
components
Pressure high:
- Malfunctioning regulating spool
components
4-65
Refer to the appropriate area in this Section If the pressure change is abrupt as the pedal
to repair the cause of the clutch apply is depressed and released, a problem exists
pressure problem. in the modulation spool of the transmission
control valve (e.g. stuck modulation spool
6. With the pressure adjusted properly as slug). Remove and repair the control valve as
detailed in step #5, start the tractor and set detailed in this Section.
the engine speed to 2100 rpm. Slowly
depress the clutch pedal and observe the NOTE: A symptom of a malfunctioning
gauge reading. modulation spool in the control valve is a
tractor that has hard to control (very
A tractor with a properly functioning abrupt) clutch engagement when starting
modulation spool in the control valve will off in any gear.
show a pressure decrease in the clutch apply
circuit that is relative to the clutch pedal If the modulation portion of the control valve
position. operates correctly, but the clutch apply
pressure does not drop to 0 bar (0 psi) when
Example: the clutch pedal is 25 mm (1I) from the cab
Pedal full up 15 - 18 bar (215 - 265 psi) floor, the clutch cable is likely out of
adjustment. Refer to the adjustment portion
Pedal 1/2 down 7 - 9 bar (101 - 130 psi) of this Section for information on clutch cable
adjustment.
Pedal 25 mm (1I)
from cab floor 0 bar (0 psi) 7. Shut off the engine and remove the Quad
Gauge and connector fitting from the
The pressure increase and decrease in the transmission control valve. Reinstall and
clutch apply circuit should be gradual and tighten the control valve test port plug.
smooth from clutch pedal full up to 25 mm
(1I) from the cab floor.
4-66
Test #3 - Transmission Brake Pressure Test

The transmission brake apply pressure test will
measure the pressure in the brake apply circuit
as determined by the pressure control orifice
and brake pressure poppet in the transmission
control valve.
required.
3. Remove the bottom test port plug, 1, from
the rear of the control valve, 2, on the left
hand side of the transmission.
Figure 4-65
4. Install the (7/16" - 20 M JIC x 9/16" -18 M

ORB) connector fitting, 1, into the bottom
test port of the control valve, 2. Attach the
OEM1212 Quad Gauge to the connector
fitting.
Figure 4-66
4-67
5. Start the tractor and set the engine speed

to 2100 rpm. DO NOT DEPRESS THE
CLUTCH PEDAL. Observe the pressure
indicated on the gauge, 1. The brake apply
pressure should be 0 bar (0 psi).
NOTE: Ensure that range shift lever is in
neutral.
Depress the clutch pedal all the way to the
floor. The pressure in the brake apply circuit
should rise to 3 - 4 bar (40 - 60 psi).
NOTE: It is not unusual to see a
transmission brake apply pressure
as high as 7 bar (100 psi) when the
transmission oil is cold.
Figure 4-67
Slowly release the clutch pedal so that the
pedal is 25 mm (1") off of the cab floor. The
pressure in the brake circuit should drop to 0
bar (0 psi).
If brake apply pressure is outside of the
specified range, the following are possible
causes for the improper reading:
Pressure low or no pressure:
- Leaking brake piston sealing rings
- Malfunctioning transmission pump
- Clutch cable and/or linkage bound up, out
of adjustment
- Malfunctioning main control spool
components
- Plugged brake pressure control orifice
- Malfunctioning brake pressure relief
poppet
Pressure high:
- Malfunctioning brake pressure relief
poppet
Refer to the appropriate area in this Section to
repair the cause of the brake apply pressure
problem.
6. Shut off the engine and remove the Quad
transmission control valve. Reinstall and
tighten the control valve test port plug.
4-68
Test #4 - Main Lubrication Pressure Test
The main lubrication pressure test will measure

the pressure in the main lubrication circuit
(lubrication supply for gears, bearings and
shafts) as determined by the main lubrication
pressure poppet in the transmission control
valve. The pressure will be measured at varied
engine speeds and with the clutch pedal up
(minimum clutch lubrication) and 2/3’s down
(maximum clutch lubrication).

off, apply the park brake and remove the
keys from the ignition.
required.
3. Use an allen wrench to remove the test port
plug, 1, in the center of the lubrication 1
distribution manifold, 2, on the left hand side
of the transmission.
4-test14
Figure 4-68
4. Install the elbow fitting (7/16I -20 M JIC ¢

9/16I -18 M ORB 90_), 1, into the test port of
the lubrication distribution manifold.
Orientate the elbow so that the male JIC
fitting faces the rear of the tractor. Attach the
OEM1212 Quad Gauge to the elbow fitting.
warm the transmission oil to approximately 1
54_C (130_F).
4-test15
Figure 4-69
4-69
6. With the transmission oil warmed up, reduce

the engine speed to 1000 rpm. Observe and
record the reading on the pressure gauge, 1.
Depress the clutch pedal 2/3’s of the way to
the floor. Record the pressure on the gauge.
Repeat the test at 1500 rpm and wide open
throttle (WOT), being sure to record the 1
pressure with the clutch pedal up and 2/3’s of
the way to the cab floor at each engine rpm
level.
NOTE: Do not depress the clutch pedal all
the way to the floor when recording the
lubrication pressures. 4-test16
The lubrication pressure should vary with
engine rpm and clutch pedal position. When Figure 4-70
the pedal is up, the amount of lubrication oil
being directed to the clutch is reduced, and
the main lubrication circuit receives the bulk
of the oil flow available. When the clutch
pedal is at the 2/3’s position, the amount of oil
directed to the clutch is increased, reducing
oil flow to the main lubrication circuit.
Example:
1000 rpm 1500 rpm WOT
Clutch Pedal Up 2.0 bar 4.7 bar 4.8 bar
(30 psi) (68 psi) (70 psi)
Clutch 2/3 to Floor 0.5 bar 1.0 bar 2.4 bar
(7 psi) (14 psi) (35 psi)
If a consistently low or high pressure reading Pressure high:

is recorded or the pressure does not vary
with engine speed and clutch pedal position, - Malfunction of the lubrication pressure
the following are possible causes for the control poppet
improper reading: - Improper pressure setting of main
pressure regulating spool
Pressure low or no pressure: - Malfunction of main pressure regulating
- Malfunctioning transmission pump spool components
- Malfunction of the clutch lubrication spool
- Malfunction of the lubrication pressure
control poppet Pressure doesn’t vary with engine rpm or
- Severe leak in the main lubrication circuit pedal position:
- Improper pressure setting of main - Malfunction of the clutch lubrication spool

pressure regulating spool - Malfunction of the clutch lubrication
- Malfunction of main pressure regulating shuttle circuit
spool components Refer to the appropriate area in this Section
- Malfunction of the clutch lubrication spool to repair the cause of the main lubrication
pressure problem.
7. Shut off the engine and remove the Quad
lubrication manifold. Reinstall and tighten the
manifold test port plug.
4-70
Test #5 - Clutch Lubrication Flow Test

The clutch lubrication flow test will measure the
amount of lubrication oil being delivered to the
clutch by the clutch lubrication regulating spool.
The test determines if the spool shifts properly
based on clutch pedal position (clutch up, clutch
2/3’s down).
series within the clutch lubrication circuit of the
transmission. The clutch lube circuit will not be
isolated from the transmission during this test.
Isolating the circuit from the clutch will starve the
clutch of lube oil, damaging the components.
required.
3. Remove the clutch lubrication supply tube, 1,
from the left hand side of the transmission.
Figure 4-71
4. Install a jumper hose (hose with 7/8" -14 F

JIC SW), 1, onto the elbow fitting, 2, of the
transmission control valve. Tighten the hose
securely.
Figure 4-72
4-71
5. Install a jumper hose (hose with 7/8I -14 F

JIC SW), 1, onto the elbow fitting, 2, that is
installed in the distributor plate of the
1
transmission. Loosen and turn the elbow
fitting to ease installation of the jumper hose.
4-test19
Figure 4-73
6. Connect the BLR20238 flow meter, 1, onto

the jumper hoses installed in steps #4 and 1
#5. Route the flow meter hoses over the top
of the left hand fuel tank and under the cab
bottom beam.
Connect the inlet hose of the flow meter to
the jumper hose installed on the
transmission control valve elbow. Connect
the outlet of the flow meter to the jumper hose
installed on the distributor plate elbow.

Start the tractor and set the engine speed to 4-test20
1800 rpm. Allow the tractor to run so as to Figure 4-74
54_C (130_F).

METER IS INSTALLED IN SERIES IN THE
LUBRICATION CIRCUIT. IF THE FLOW
METER VALVE IS CLOSED, SERIOUS
DAMAGE TO THE CLUTCH WILL RESULT
WHEN THE TRACTOR IS STARTED.
4-72
8. With the oil warmed, and the clutch pedal up, If a consistently low or high flow rate is
increase the engine speed to 2100 rpm. DO recorded or the flow does not vary with clutch
NOT INCREASE THE LOAD ON THE FLOW pedal position, the following are possible
METER. Record the flow rate indicated on causes for the improper reading:
the meter.
Flow rate low:
The flow rate of clutch lubrication oil with the
engine speed at 2100 rpm, the clutch pedal - Malfunctioning transmission pump
up and no load on the flow meter should be 4 - Improper pressure setting of main
- 11 L/min (1 - 3 gpm). pressure regulating spool
With the engine speed maintained at 2100 - Malfunction of main pressure regulating
rpm, depress the clutch pedal 2/3’s of the spool components
way to the floor. DO NOT INCREASE THE - Malfunction of the clutch lubrication spool
LOAD ON THE FLOW METER. The
lubrication flow to the clutch should increase Flow rate high:
as the clutch is depressed to the 2/3’s
position. Typical flow rate recorded should be - Improper pressure setting of main
45 - 53 L/min (12 - 14 gpm). pressure regulating spool
- Malfunction of main pressure regulating
NOTE: Do not depress the clutch pedal all spool components
clutch lubrication flow rate. - Malfunction of the clutch lubrication spool
The clutch lubrication flow should vary with Flow rate doesn’t vary with pedal position:
clutch pedal position. When the pedal is up, - Malfunction of the clutch lubrication spool
the amount of lubrication oil being directed to
the clutch is reduced, and the main - Malfunction of the clutch lubrication
lubrication circuit receives the bulk of the oil shuttle circuit
flow available. When the clutch pedal is at the
Refer to the appropriate area in this Section
2/3’s position, the amount of oil directed to
to repair the cause of the clutch lubrication
the clutch is increased, reducing oil flow to
flow rate problem.
the main lubrication circuit.
9. Shut off the engine and remove the flow
meter and jumper hoses from the
transmission.
Reinstall the clutch lubrication supply tube
onto the left hand side of the transmission.
4-73
Test #6 - Main Lubrication Flow Test

The main lubrication flow test will measure the
amount of lubrication oil being delivered to the
main lubrication circuit with the clutch pedal up
and 2/3’s down. The test determines if there is
adequate lube oil being delivered to the main
circuit with the clutch pedal in both positions.
series within the main lubrication circuit of the
transmission. The main lube circuit will not
be isolated from the transmission during this
test. Isolating the circuit from the transmission
will starve the internal components of lube oil,
damaging the transmission.
required.
3. Remove the main lubrication supply tube, 1,
from the left hand side of the transmission.
Figure 4-75
4. Install jumper hoses (hoses with 1 1/16" -

12 F JIC SW), 1, onto the elbow fitting, 2,
of the transmission control valve and the
elbow fitting, 3, of the lubrication distribution
manifold. Tighten the hoses securely.
Figure 4-76
4-74
5. Connect the BLR20238 flow meter, 1, onto

the jumper hoses installed in step #4. Route 1
the flow meter hoses over the top of the left
hand fuel tank and under the cab bottom
beam.
Connect the inlet hose of the flow meter to
the jumper hose installed on the
transmission control valve elbow. Connect
the outlet of the flow meter to the jumper hose
installed on the lubrication distribution
manifold elbow.

4-test23
Start the tractor and set the engine speed to Figure 4-77
54_C (130_F).

METER IS INSTALLED IN SERIES IN THE
LUBRICATION CIRCUIT. IF THE FLOW
METER VALVE IS CLOSED, SERIOUS
DAMAGE TO THE TRANSMISSION WILL
RESULT WHEN THE TRACTOR IS
STARTED.
7. With the oil warmed, and the clutch pedal up,

increase the engine speed to 2100 rpm. DO
NOT INCREASE THE LOAD ON THE FLOW
METER. Record the flow rate indicated on
the meter.
The flow rate of main lubrication oil with the
engine speed at 2100 rpm, the clutch pedal
up and no load on the flow meter should be
30 - 37 L/min (8 - 10 gpm).
With the engine speed maintained at 2100

rpm, depress the clutch pedal 2/3’s of the
way to the floor. DO NOT INCREASE THE
LOAD ON THE FLOW METER. The main
lubrication flow should decrease as the
clutch is depressed to the 2/3’s position.
Typical flow rate recorded should be 15 - 22
L/min (4 - 6 gpm).
NOTE: Do not depress the clutch pedal all

main lubrication flow rate.
4-75
The main lubrication flow should vary with Flow rate high:
clutch pedal position. When the pedal is up,
- Improper pressure setting of main
the amount of lubrication oil being directed to
pressure regulating spool
the clutch is reduced, and the main
lubrication circuit receives the bulk of the oil - Malfunction of main pressure regulating
flow available. When the clutch pedal is a the spool components
2/3’s position, the amount of oil directed to - Malfunction of the clutch lubrication spool
the clutch is increased, reducing oil flow to
the main lubrication circuit. - Malfunction of the main lubrication
pressure poppet
If a consistently low or high flow rate is
recorded or the flow does not vary with clutch Flow rate doesn’t vary with pedal position:
pedal position, the following are possible - Malfunction of the clutch lubrication spool
causes for the improper reading:
- Malfunction of the clutch lubrication
Flow rate low: shuttle circuit
- Malfunctioning transmission pump Refer to the appropriate area in this Section
- Improper pressure setting of main to repair the cause of the clutch lubrication
pressure regulating spool flow rate problem.
- Malfunction of main pressure regulating 8. Shut off the engine and remove the flow
spool components meter and jumper hoses from the
- Malfunction of the clutch lubrication spool transmission.
- Malfunction of the main lubrication Reinstall the main lubrication supply tube
pressure poppet onto the left hand side of the transmission.
4-76
Test #7 - Transmission Brake

Leakage/Performance Test
The transmission brake leakage\performance
test will measure the leakage rate of the brake
piston seals, and the holding power of the brake
when pressure is applied to it.
1. Park the tractor on a level surface and set
the park brake. Install the articulation lock
and wheel chocks. Remove the key from the
ignition.
Place blocks under the front and rear wheels
to keep the tractor from rolling.
2. Disconnect the front axle driveline and rear
axle articulation driveline on the output
shaft (bottom shaft) of the transmission by
removing the four universal joint strap bolts,
1, and sliding the drivelines out of the way.
NOTE: The 2425 tractors use capscrews
to hold the bearing cap portion of the
universal joint.
Figure 4-78
3. Remove the external transmission brake

pressure line, 1, from the transmission. The
line runs between the transmission control
valve port marked “CB” on the rear of the
transmission brake housing, 2, and the
control valve.
NOTE: If the tractor is equipped with an
optional PTO, the transmission brake
housing will be concealed by the PTO
transfer case.
Figure 4-79
4-77
4. Install the adapter fitting (3/8I NPT F ¢

9/16I -18 F JIC SW), 1, onto the OEM6048
port-a-power hose. Tighten the fitting 1
securely.
Be sure that the port-a-power is full of clean
transmission oil.
4-test26
Figure 4-80
5. Install the port-a-power hose and adapter

fitting, 1, onto the connector fitting of the
transmission brake supply port.
6. Carefully apply pressure to the transmission 1
brake with the port-a-power, 1, to a maximum
of 16 bar (240 psi).
CAUTION: DO NOT EXCEED THE 16 BAR

(240 PSI) MAXIMUM PRESSURE ON THE
PORT-A-POWER. DAMAGE TO THE
TRANSMISSION BRAKE PISTON SEALS 20003946
WILL RESULT IF THE PRESSURE IS
Figure 4-81
EXCEEDED.
The port-a-power pressure should remain

stable, with a very gradual bleed-off of the
pressure. If the port-a-power will not hold the
pressure (pressure bleed-off is very rapid),
the transmission brake piston seals may be
damaged, or other internal components of
the brake may be malfunctioning. Remove
and inspect the brake as described in this
section.
7. Release the pressure on the port-a-power.
4-78
8. Place a socket and torque wrench, 1, over

the bolt in the center of the rear output shaft
yoke, 2.
Make sure that the speed (1-2-3-4) lever is in
neutral. Place the range (H-M-L-R) lever into
“H” range. This will connect the output shaft
to the top countershaft of the transmission. 1
BE SURE THAT THE PARK BRAKE IS IN

THE OFF POSITION BEFORE ATTEMPTING
TO TURN THE TRANSMISSION OVER.
2
With no pressure applied to the port-a-power,
turn the transmission over using the torque 20003947
wrench and socket. It should take
approximately 13 N·m (10 ft lbs) torque to Figure 4-82
turn the transmission over. This resistance is
the “drag” of the synchronizers and clutch
plates on the transmission input shaft gears.
Continue turning the transmission by hand
while applying pressure to the port-a-power.
As the pressure on the port-a-power
increases, the torque required to turn the
output shaft should increase.
Somewhere between 4 bar - 6 bar (60 psi -
100 psi) pressure, the output shaft should
become very difficult to turn over. Some
small movement may be possible if torque
above 108 N·m (80 ft lbs) is applied, but it
should be difficult to turn the shaft.
It is acceptable to increase the port-a-power
pressure to as high as 16 bar (240 psi), but if
the transmission brake will not stop the
transmission from spinning at the 4 bar - 7
bar (60 psi - 100 psi) level (regulated brake
pressure), the indication is that the brake has
a malfunction in it, even though the brake
piston seals are not leaking (brake piston
could be jammed in housing). Remove and
inspect the transmission brake as detailed in
this section.
9. Remove the port-a-power and adapter fitting
from the connector fitting on the transmission
brake pressure supply port.
10. Reinstall the control valve to transmission
brake supply tube.
11. Install the front and rear output shafts onto
the yokes on the transmission. Use new
hardware to attach the shafts to the yoke.
Refer to Section 5 - Axles for more
information on properly attaching the
driveshafts.
4-79
TRANSMISSION PRESSURE TEST WORKSHEET
TEST # TEST DESCRIPTION ACTUAL RESULTS SPECIFIED RESULTS
1 Transmission Pump Flow _____ L/min 90 - 113 L/min

Test _____ gpm 24 - 30 gpm
Transmission Pump _____ L/min Flow doubles from 1000 rpm

Cavitation Test _____ gpm to 2000 rpm
Transmission Pump _____ % 80% (minimum)

Efficiency Test
2 Clutch Apply Pressure Test Pedal Full Up Pedal Full Up
_____ bar 15 bar - 18 bar
_____ psi 215 psi - 265 psi
Pedal 1/2 Down Pedal 1/2 Down
_____ bar 7 bar - 9 bar
_____ psi 101 psi - 130 psi
Pedal 25 mm (1″) from Pedal 25 mm (1″) from
Cab Floor Cab Floor
_____ bar 0 bar
_____ psi 0 psi
3 Transmission Brake _____ bar 3 bar - 4 bar

Pressure Test _____ psi 43 psi - 60 psi
4 Main Lubrication Pressure Pedal Up Pedal 2/3 Down Pedal Up Pedal 2/3 Down
Test 1000 rpm 1000 rpm 1000 rpm 1000 rpm
_____ bar _____ bar 2.0 bar 0.5 bar
_____ psi _____ psi 30 psi 7 psi
1500 rpm 1500 rpm 1500 rpm 1500 rpm
_____ bar _____ bar 4.7 bar 1.0 bar
_____ psi _____ psi 68 psi 14 psi
WOT WOT WOT WOT
_____ bar _____ bar 4.8 bar 2.4 bar
_____ psi _____ psi 70 psi 35 psi
5 Clutch Lubrication Flow Pedal Up Pedal 2/3 Down Pedal Up Pedal 2/3 Down
Test ____ L/min _____ L/min 4 - 11 L/min 45 - 53 L/min
_____ gpm _____ gpm 1 - 3 gpm 12 - 14 gpm
6 Main Lubrication Flow Test Pedal Up Pedal 2/3 Down Pedal Up Pedal 2/3 Down
____ L/min _____ L/min 30 - 37 L/min 15 - 22 L/min
_____ gpm _____ gpm 8 - 10 gpm 4 - 6 gpm
7 Transmission Brake See Text See Text
Leakage/Performance Test
4-80
ADJUSTMENTS
DRAIN AND REFILL THE
TRANSMISSION OIL
1. To drain the transmission fluid, operate the
tractor a sufficient amount of time to warm
the oil.
2. Park the tractor on a level surface, set the
parking brake and install the articulation lock.
Remove the keys from the ignition.
Remove the drain plug, 1, from the
transmission housing and allow the oil to
drain into a container.
NOTE: The transmission oil capacity is 38
liters (10 gallons) or 41.6 liters (11 gallons)
Figure 4-83
with PTO.
ASN 303706 capacity is 40 liters (10.6
gallons) or 43.6 liters (11.6 gallons) with
PTO.
Quad Shift III transmissions equipped with

a PTO option will not have a drain plug on
the transmission. A PTO lubrication hose, 1,
will be installed into the drain port, 2. Loosen
the hose and allow the oil to drain from the
transmission. Reattach the hose and tighten
securely.
Figure 4-84
If the tractor is equipped with the PTO option,

the PTO clutch housing will also require
draining. To do this, remove the hose, 1,
from the bottom of the clutch housing and
allow the oil to drain from the clutch into a
container. Reattach the hose after the oil is
removed. Tighten the hose securely.
Figure 4-85
4-81
3. To fill the transmission with oil, install the

drain plug in the transmission and tighten.
Refill the transmission with new oil through
the fill tube to the proper level as indicated by
the sight glass.
The Quad Shift III transmission without the
optional PTO, will hold approximately 37.9
liters (10 gallons) of fluid. With the optional
PTO, the transmission will hold
approximately 41.6 liters (11 gallons) of
transmission fluid. ASN 303706 capacity is
40 liters (10.6 gallons) or 43.6 liters (11.6
gallons with PTO. Use hydraulic oil in the
transmission. (Refer to specifications pages
for hydraulic oil equivalency chart)
CLEANING THE TRANSMISSION

SUCTION SCREEN
The Quad Shift III transmission has a removable
sump screen located under the suction tube that
needs to be cleaned periodically. To remove the
suction screen, perform the following procedure:
1. Drain the transmission oil as detailed in this
section.
2. Loosen and remove the four capscrews, 1,
that mount the transmission pump suction
tube block to the rear face of the
transmission.
3. Push the tube out of the way to gain access to
the suction port.
1
19984385
Figure 4-86
4-82
4. Remove the suction screen, 1, from the port

and clean it in a suitable solvent. Once
thoroughly cleaned and dried, install the
screen in the suction port.
20002846
Figure 4-87
5. Check the O ring, 1, on the front face of the

suction tube block, 2, to be certain that it is in 1
good condition and is properly positioned. If
necessary, replace the O ring.
6. Install the suction tube block capscrews and
torque them to 75 N·m (55 ft lbs).
7. Fill the transmission with oil as detailed in this 2
section.
Adj-5A
Figure 4-88
CLUTCH CABLE ADJUSTMENT

The Quad Shift III transmission has a
hydraulically actuated clutch controlled by the
clutch pedal and cable. The cable position may
require some adjustment to properly synchronize
the clutch pedal with the engagement of the
transmission brake.

4-83
2. Remove the bottom test port plug, 1, from the

rear of the control valve, 2, on the left hand 2
side of the transmission.
Figure 4-89
3. Install the (7/16I - 20 M JIC ¢

9/16I -18 M ORB) connector fitting, 1, into
the bottom test port of the control valve, 2.
Attach the OEM1212 Quad Gauge to the
connector fitting. 2

2100 rpm. With the clutch pedal released, the
brake pressure gauge should read 0 bar (0
psi).
5. Slowly depress the clutch pedal until the
pedal reaches a position approximately 1
18 mm (3/4I) from the bottom of the pedal
stroke. Adj-6A
At this point, the transmission brake pressure Figure 4-90

gauge should begin to read pressure
showing that the brake is beginning to apply.
6. Depressing the clutch pedal the final 18 mm

(3/4I) of movement should show a pressure
reading of 3 - 4 bar (43 - 60 psi) on the
pressure gauge.
This indicates that the transmission brake is
applied, stopping the transmission shafts so
the operator can make a range shift.
NOTE: It is not unusual to see a

transmission brake apply pressure as
high as 7 bar (100 psi) when the
transmission fluid is cold.
4-84
7. If the pressure gauge does not react as

described during clutch pedal travel,
adjustment of the cable may be necessary.
Loosen the two cable jam nuts, 1, that hold 1
the cable to the bracket, 2, on the
transmission control valve. Alternately
loosen and tighten the nuts to raise or lower 2
the cable to get the proper reaction of the
transmission brake pressure at the 18 mm
(3/4I) of the pedal travel.
Loosening the bottom nut and tightening the

top nut decreases the pedal stroke prior to
Adj-8
reaching the brake pressure position.
Loosening the top nut and tightening the Figure 4-91
bottom nut increases the pedal stroke prior to
reaching the brake pressure position. Adjust
the nuts to get the proper gauge response
based on clutch pedal position.
CAUTION: MAKE ALL ADJUSTMENTS

WITH THE TRACTOR ENGINE OFF. MAKE
SMALL ADJUSTMENTS AT A TIME AND
RETEST AFTER EACH ADJUSTMENT TO
PROPERLY SET THE CLUTCH PEDAL
CONTROL CABLE TRAVEL.
8. Once the cable is adjusted properly,

retighten all hardware. Remove the pressure
gauge from the valve and reinstall the port
plug.
4-85

ADJUSTMENT 1
1. Once the transmission clutch cable is
adjusted properly, check the adjustment of
the switch that controls the transmission
brake solenoid, 1, on the rear of the
transmission.
The solenoid is activated by a switch
connected to the range shift lever linkage in
the cab of the tractor. When the solenoid is
activated (range shift lever in neutral), it
allows oil pressure from the transmission
19995024
control valve (clutch pedal must be
depressed all the way to the floor) to flow to Figure 4-92
the transmission brake housing and apply
the brake. When the solenoid is de-activated
(range lever in any range position, out of
neutral position), oil pressure from the
transmission control valve (clutch pedal must
be depressed all the way to the floor) is
blocked by the solenoid valve. Any pressure
oil in the brake housing is allowed to drain to
the transmission case, disengaging the
brake.
By applying the brake when the lever is in the

neutral position and releasing it when the
lever is shifted into a range position, the
transmission internal components stop
turning and “relax”, allowing easier
engagement of the range shift components.
2. To check the solenoid activation in regard to

range shift lever position, remove the small
test plug, 1, from the solenoid housing, 2. 2
19995025
Figure 4-93
4-86
3. Install a 7/16-20 M JIC x 7/16-20 M ORB

connector fitting, 1, into the test port of the
housing.
19923600
Figure 4-94
4. Install the OEM 1212 quad gauge hose, 1, to

the connector fitting. Tighten all fittings
securely.
5. Route the OEM 1212 quad gauge and hose
1
up through the articulation joint of the tractor
and tape it to the rear window so it can be
seen from the Operator’s seat.
19923601
Figure 4-95
6. Place the speed shift lever and range shift

lever, 1, in the neutral position and start the 1
tractor engine.
Figure 4-96
4-87
7. Leave the range shift lever in neutral and

depress the clutch pedal to the full downward
position. Observe the pressure reading on
the gauge. It should read 3 - 4 bar (43 - 60
PSI), indicating full brake pressure is
reaching the brake housing.
NOTE: Brake pressure measured at this
point in the circuit is the same as the
pressure measured in Clutch Cable
Adjustment. It is not unusual to see a
transmission brake apply pressure as
high as 7 bar (100 PSI) when the
transmission oil is cold. 4-test13
8. Keep the clutch pedal depressed to the floor Figure 4-97

and move the range shift lever to any one of
the four (H-M-L-R) range positions. As soon
as the lever enters the range shift cut out on
the right hand side console, the pressure in
the brake circuit will read zero. This indicates
the solenoid has activated, blocking
pressure from the brake housing and
dumping brake apply pressure from the
housing to the transmission case.
Shut the tractor off and review the test
results.
9. If the range shift switch and solenoid react as

described in step #7 and #8, no adjustment is
necessary. Remove all hoses and gauges
from the tractor and reinstall the brake apply
pressure tube.
If the range shift switch and solenoid do not
react properly, adjustment of the switch is
required. Follow step #10 and #11 below.
10. To access the switch, remove the right-hand

side console lower panel, 1, from the cab of
the tractor as described in Section 11 - Cab.
19995030
Figure 4-98
4-88
11. Locate the range shift lever switch, 1,

mounted to the right hand side console.
Loosen the two screws, 2, that attach the 2
switch bracket to the console. 3
While holding the range shift lever in the

neutral position, adjust the switch and
bracket so that the switch is depressed (ball
on end of switch pushed in) by the finger, 3,
when the range shift lever is in the neutral
position. Tighten the screws when the switch
is properly positioned.
1
The switch must be positioned so that the 19995031
finger releases the ball on the switch as the
shift lever is moved into a range position. Figure 4-99
NOTE: The range switch is a normally

open switch, meaning the two contacts
(wires) attached to the switch are
connected only when the finger
depresses the switch ball.
12. After adjustment is made, start the tractor

and check the reaction of the range shift
solenoid as described in step #7 and #8.
13. Reinstall the right-hand side console lower

panel.
14. Remove the test gauge and fitting.
4-89
SHIFT CABLE ADJUSTMENT

The lever and cable need adjustment when the
range of motion of a shift lever is not centered in
the “H” or the shifting effort is too great. The shift
lever needs to be centered between the adjacent
gears to ensure that the lever play is not biased
toward any gear shift position. To properly adjust
the shift cables, perform the following procedure:

2. Remove the right hand side console lower
panel as described in Section 11 - Cab.
3. Range shift cables - Make sure the distance

between the centers of the ball ends in the
pivot link, 1, is 115.0 mm (4.53″). Adjust as
necessary.
1
20001902
Figure 4-100
4. Speed shift cables - Make sure the distance

between the centers of the ball ends in the
pivot link, 1, is 115.0 mm (4.53″). Adjust as
necessary. 1
20003914
Figure 4-101
4-90
5. Move the shift lever (range or speed), 1, into

Neutral and move from side to side. The lever
should travel easily across the “H” crossbar.
If the lever contacts the top of the crossbar
channel and requires excessive force to
move across, the cables need to be
1
shortened. If the lever contacts the bottom of
the crossbar channel excessively, the cables
need to be lengthened.
20003879
Figure 4-102
6. To adjust the cable lengths, loosen the jam

nuts, 1, at the ball joints, 2. Remove the
locknuts, 3, that secure the ball joints to the
shift lever. Turn the ball joint on the 3
transmission cable to lengthen or shorten the
cable. Turn the ball joint down to shorten the
cable. Adjust the ball joint one turn at a time
and recheck the adjustment by installing the
locknut. 2
NOTE: During each test of the 1
adjustment, be certain to tighten the
locknut to fasten the ball joint to the lever
arm. Failure to do this will cause the ball
joint bolt to wiggle in the lever and throw 20003852
off the adjustment. Figure 4-103
NOTE: The ball joints should always have

a minimum engagement of 8 to 10 full
turns.
7. If the cable needs to be shortened and the

ball joint under the console is bottomed out,
adjust the ball joint, 1, at the transmission
1 2
end of the cable. To adjust the cable length,
loosen the jam nut, 2, at the ball joint.
Remove the locknut, 3, and washer, 4. Turn
the ball joint down on the cable to shorten the 4
cable. Adjust the cable isolator one turn at a
time and recheck the adjustment by installing
the ball joint, washer, and nut.
NOTE: The ball joints should always have 3
a minimum engagement of 8 to 10 full
turns.
20003849
Figure 4-104
4-91
8. After adjusting the neutral position, check the

four gear engagement positions. Move the 1
shift lever, 1, through all four positions. The
lever should engage each gear within the last
50 mm (2.0″) of travel in each channel. It is
acceptable for the lever to contact the
console during the shift, but the lever should
not strike the console with force.
Once engaged in gear, the lever has some
free play while remaining in gear. With
properly adjusted cables, the free play can
be as much as 1/2″ from the end of the “H”
legs of the console. 20003878
NOTE: If it is difficult to engage a range Figure 4-105

gear, move the lever into the opposite
gear position to nudge the gears and
allow smooth shifting.
If the lever contacts the console at the top of

the “H” and has more than 3/4″ play from the
bottom, the cable on that side of lever needs
to be shortened. If the lever contacts the
bottom of the “H” and has more than 3/4″ play
from the top, the cable on that side needs to
be lengthened.
Adjust the length of the cables as described

above, until the lever movement is
acceptable in all positions and the gears
engage correctly without excessive effort.
After the adjustment is properly set, tighten

all locknuts and ball joint jam nuts securely.
When the speed and range lever cables have

been properly adjusted, install the right hand
side console kick panel as described in
Section 11 - Cab.
4-92
1.5_ max
Left Side Profile
1.5_ max
Overhead Profile
Figure 4-106
TRANSMISSION LASER ALIGNMENT degrees includes any misalignment due to

manufacturing tolerances of the front frame
1. Transmission alignment with the engine
and misalignment from the lower mounts of
must be checked each time any of the
the transmission.
following components are removed:
• Engine This adjustment mostly concerns the
horizontal plane. While manufacturing
• Transmission tolerance (usually in the vertical plane)
• Transmission mounts cannot be adjusted, how the transmission
• Flex coupling rests on the lower mounting brackets (in the
horizontal plane) in the front frame can be
Transmission alignment with the engine is adjusted so that the transmission remains
critical to the durability of the flex coupler that within the 1.5 degree of tolerance.
is attached to the flywheel of the engine. If the
transmission is not aligned properly with the IMPORTANT: Any time the transmission,
engine in the front frame, the rubber ring or transmission mounts, engine or flex coupler
adapter flange of the flex coupling will fail, are removed from the front frame of the
causing loss of drive into the transmission. tractor, alignment should be checked to
insure the durability of the flex coupler.
In order for the flex coupler to withstand the
torsional force being transmitted through it, it To properly align the transmission to the
must be aligned within 1.5 degrees on any engine, use the following procedure.
plane with the flywheel of the engine. The 1.5
4-93
2. Laser alignment tool BLR20072 is used to

check the alignment of the transmission with
the engine in the front frame of the tractor.
Figure 4-107

to power the laser. A cover plate, 4, is used to 5
clamp the laser and holder in place on the 3 4
engine flywheel during the alignment 2
procedure. Hardware, 5, is used to attach the 1
target to the transmission input yoke.
NOTE: A second target, 6, is included with 6

each BLR20072 laser tool that is used to
check the alignment of Buhler Versatile
4WD tractors equipped with a Powershift 19996929
transmission.
Figure 4-108

tube, 1, that has a machined boss and
shoulder, 2, at one end that fits the pilot bore
inner diameter of every Cummins Engine
used on Buhler Versatile 4WD tractors (C8.3,
M11, N14). The adjustment collar, 3, is used
to clamp the holder in place on the flywheel.
The laser, 4, is held at the end of the tube.
The laser is adjusted so that the beam 5 4
emitted from it is concentric with the 1 3
2
machined boss that fits into the engine
laser on/off switch and power adapter port. Adj-25
Figure 4-109
4-94

also used to calibrate the beam of the laser 2
of the tube.

setscrews or adjust the laser. If calibration of
the BLR20072 tool is required, contact OTC
Tool Co. for information.
1
Adj-26
Figure 4-110
Decals are installed on the holder to advise of

danger from looking directly into the beam of
the laser and as a reminder not to attempt

Adj-27
Figure 4-111
4. The target for the 12 ¢ 4 Quad Shift III

transmission is a stainless steel plate that is
2240 2270
divided into four quadrants. Each quadrant is 2310
etched with model numbers and 1/4 of a
circle that represents the 1.5 degree
diameter of misalignment in any plane that is
tolerable to the flex coupler on the flywheel of
the engine.
Versatile 4WD tractors with a 12 ¢ 4 Quad
Shift III transmission that share a common 2425 2360
tolerable misalignment diameter. When
19996930
mounted on the input yoke of the
transmission, the target is rotated to align the Figure 4-112
beam of the laser with the model # quadrant
being checked for alignment.
4-95

specification, the diameters are different due
to the distance of the flywheel from the input
yoke of the transmission (the greater the
distance, the larger the misalignment
The holes bored in the plate are used to

attach it to the input yoke of the transmission.
Two holes DIAGONALLY ACROSS FROM
EACH OTHER are used to attach the plate to
two diagonal threaded holes in the yoke.
Each set of holes represent all sizes of yokes
used on all Buhler Versatile 4WD tractors
built with 12 ¢ 4 Quad Shift III transmissions.

tool that is used to align the 12 ¢ 2
2270 2360
Powershift transmission. This target is used 2310
in an identical manner to the 12 ¢ 4
transmission target.
19996931
Figure 4-113
5. Two sizes of allen head capscrews are

included with the BLR20072 tool to attach the 1
target to the transmission input yoke. The
larger (1/2I UNF) capscrews, 1, attach the
target to 2425 tractors, and the smaller (3/8I
UNF) capscrews, 2, attach the target to
2240, 2270, 2290, 2310, 2335, 2360 and
2375 tractors.
Adj-30
Figure 4-114
4-96
6. The 110 V power adapter can be plugged into

any 110 V power source. The plug, 1, installs
into the power port on the rear of the laser.
Adj-31
Figure 4-115

that are used to attach the plate to the flex 1
coupler (using two of the input driveline
capscrews).
1
Adj-32
Figure 4-116

cell foam, 1, installed on it that is used to 1
pilot bore. This squares up the holder in the
flywheel.
Adj-33
Figure 4-117
4-97
8. If not already done, remove the input

driveline from the tractor as detailed in
Section 5 - Axles in this manual.
1
Clean the face of the input yoke where the 2
opposed holes in the yoke have clean
threads.
Place the target, 1, into position on the yoke

and line up the holes in the target with the
yoke holes. Use two holes in the target that
19996932
Install two properly sized allen head
capscrews, 2, (included with the BLR20072 Figure 4-118
tool) through the target holes and into the
yoke. Tighten the capscrews securely. DO
NOT OVERTIGHTEN THE ALLEN HEAD
CAPSCREWS. Only 1/4 turn over finger tight
is adequate to retain the target in place.

1, and clean the pilot bore, 2, in the center of 2
the engine flywheel. All rust and dirt must be
removed from the bore or the laser holder will
not fit into the bore.
IMPORTANT: The machined diameter of the 1
laser holder is cut to within 0.013 mm (0.0005
in.) of the pilot bore diameter. Failure to clean
the bore properly will result in the holder not
fitting into the bore.

Adj-35
Figure 4-119

the pilot bore of the flywheel. Be sure that the 1
shoulder of the holder butts up against the
face of the flywheel. SUPPORT THE

INTO PLACE WITH A HAMMER OF ANY Adj-36
TYPE.
Figure 4-120
4-98

or outward (toward the flywheel or away from 18 mm
it) so that it will protrude past the face of the (0.75I)
adapter flange, 2, the correct amount to
provide a good squeeze of the cover plate
(0.75 in.).

mates with the threads on the OD of the
2
moves it towards the flywheel, turning it 1
counterclockwise moves it away from the Adj-37
flywheel.
Figure 4-121
12. Check the adjustment of the collar by placing

the cover plate over the end of the holder and
pushing it toward the flex coupler. The cover
plate foam should come up against the collar,
then the cover plate should move evenly
flush against the flex coupler adapter flange

of the holder to be sure it does not move
adapter flange of the flex coupler.
Figure 4-122

cover plate, 1, onto the flex coupler, 2, using 2
two capscrews, 3, removed from the input
driveline. Tighten the capscrews securely so
that the cover plate is flush around the
adapter flange of the coupler.

touch the laser holder at any location. If
necessary, loosen the two capscrews and 1
necessary.
3 4
Adj-39
Figure 4-123
4-99

into the port, 2, of the laser. 3
Flip the laser on/off switch, 3, to the ON
position.
1
Adj-40
Figure 4-124

certain the cover does not obstruct the beam
of the laser.

THE HUMAN EYE CAN RESULT FROM 1
Adj-41
Figure 4-125
4-100

striking the target in one of the quadrants. 1
Rotate the TARGET (and the input yoke of
the transmission) so that the beam strikes
the plate in the quadrant of the model tractor
being aligned. As an example, the tractor
shown in the figure is a 2240.

have the beam striking the target somewhere
in the crosshatched area of the proper
quadrant. AS LONG AS THE BEAM
STRIKES THE TARGET ANYWHERE IN THE 19996932
CROSSHATCHED AREA OF THE PROPER
QUADRANT, THE TRANSMISSION IS IN Figure 4-126
ALIGNMENT. DO NOT ATTEMPT TO
IMPROVE UPON THE ALIGNMENT, AS
LITTLE MEANINGFUL IMPROVEMENT
WILL BE REALIZED.

appropriate quadrant. Do not pay attention to
the crosshairs other than to locate the proper
quadrant for the model tractor being worked
on.

laser spot hits the target. No tractors will have
alignment.

the laser tool from the flywheel and the target
from the transmission. No further action is
required.

Proceed with steps #18 to #22.
4-101

• PTO articulation drive shaft, if equipped

(PTO drive shaft R&R is located Section 7
- PTO)
• Articulation drive shaft (Section 5 - Axles)
• Front axle drive shaft (Section 5 - Axles)
19. Loosen but do not remove the capscrews

and nuts, 1, on all four rubber mounts of the 1
2
There is one capscrew at each end of the
right and left hand brackets. The nuts should
be backed off enough so that the
Adj-43
Figure 4-127

adjustments. 2
Adj-44
Figure 4-128
4-102

jack, 2, of adequate capacity (the 1
transmission weighs approximately 800 kg,
[1800 lbs]) under the bottom of the
transmission and raise it slightly so as to take
NOTE: Raise the transmission only

top washer and the rubber mount, about 6
mm (0.25 in.) 3
Move the transmission side to side in the
required direction to properly align it in the 2
Adj-45
crosshatched area of the quadrant. Lower
the transmission and allow it to rest on all four Figure 4-129
rubber mounts. Recheck the alignment as
detailed in step #16.

small amount of movement of the
capscrew inside the rubber mount and
the lower mounting brackets will
substantially change the alignment of the
transmission in the frame.

quadrant when the transmission is lowered.
When the transmission is in alignment,
retighten the mounting hardware, 3, for the
four rubber mounts to 280 N·m (205 ft lbs).
Reinstall the two capscrews for the top
mounting bracket and tighten to 390 N·m
(290 ft lbs).

transmission as described in the appropriate
section of this manual:
• PTO articulation drive shaft, if equipped

PTO)
• Articulation drive shaft (Section 5 - Axles)
• Front axle drive shaft (Section 5 - Axles)
4-103

12 X 4 QUAD SHIFT III TRANSMISSION
Removal
park brake and remove the keys from the
ignition. Install the articulation lock in the
center of the tractor.
2. Remove the bottom panel of the cab as
described in Section 11 - Cab of this manual.
3. Disconnect the batteries as detailed in
4. Remove the door from the cab as detailed in
Section 11 - Cab of this manual.
5. Remove the steering wheel from the steering
column as detailed in Section 9 - Steering of
this manual.
6. Drain the transmission oil as detailed in the
Adjustments portion of this section.
7. If the tractor is equipped with an optional
Power Take Off (PTO), remove the PTO
articulation drive shaft shield, 1, from the rear
of the transmission as detailed in Section 7 -
PTO of this manual.
Figure 4-130

Power Take Off (PTO), remove the PTO
articulation drive shaft, 1, from the rear of the 1
transmission as detailed in Section 7 - PTO
of this manual.
Figure 4-131
4-104

PTO, remove the transfer case output yoke,
1, and driveshaft shield front support bracket,
2, from the rear of the PTO transfer case as 2
detailed in Section 7 - PTO of this manual.
NOTE: It is not necessary to remove the
transfer case from the rear of the
transmission (if the tractor is equipped
with an optional PTO) when removing the
transmission from the front frame of the
tractor. 1
PTO, disconnect the following hydraulic
hoses from the transmission as detailed in Figure 4-132
Section 7 - PTO in this manual. Pull the hoses
back toward the articulation area of the
tractor (it is not necessary to remove the
other end of the hoses from the various PTO
components):
A. Clutch apply pressure (rubber hose)

B. Pressure lubrication supply (rubber hose)
C. PTO clutch housing drain (rubber hose)
D. Dropbox lubrication drain (rubber hose)
Figure 4-133
4-105
11. Remove the transmission control valve

supply hose, 1, from the inlet port of the
transmission control valve, 2. 2
1
4-tr5
Figure 4-134
12. Remove the four capscrews, 1, that retain

the transmission fill tube, 2, to the left rear
corner of the transmission housing.
Remove the tube from the transmission and

discard the O ring seal on the mounting
flange of the tube. 2
4-tr7
Figure 4-135
13. At the rear of the transmission, remove the

four bearing strap capscrews, 1, and two
bearing straps, 2, securing the articulation 4
drive shaft, 3, to the transmission rear output
yoke, 4.
1
NOTE: The 2425 model tractors use
capscrews and removable bearing caps
on the driveline universal joints instead
of bearing straps. 3
2
Separate the driveline universal joint and
allow the articulation driveshaft to lay on the
rear frame of the tractor.
4-tr8
Figure 4-136
4-106
14. At the front of the transmission, remove the

four bearing strap capscrews, 1, and two
bearing straps, 2, securing the front output
1
driveshaft, 3, to the transmission front output
yoke.
NOTE: The 2425 model tractors use 3

capscrews and removable bearing caps 2
on the driveline universal joints instead
of bearing straps.
1
allow the front driveshaft to lay on the front
frame crossmember.
Figure 4-137
15. Remove the transmission input driveline, 1,

from the tractor as detailed in Section 5 -
Axles in this manual.
4-tr10
Figure 4-138
16. Remove the input yoke, 1, from the input

shaft by removing the capscrew and washer,
2. Use a chain wrench to hold the yoke when
removing the capscrew.
1
2
4-tr11
Figure 4-139
4-107
17. The transmission clutch control cable must

now be disconnected at the transmission
control valve. 3
Remove the bolt, 1, and nut, 2, from the 2
sleeve, 3, that is attached to the end of the
transmission control valve spool. 1
4-tr17
Figure 4-140
Slide the sleeve, 1, upward on the cable so

as to expose the nut, 2. Remove the nut and
pull the sleeve and rubber isolator from the
cable end.
NOTE: The cable has a square shank on

the end of it so that it can be held while the
nut is loosened. Pull the sleeve down past
the nut to access the square shank. 1
4-tr18
Figure 4-141
Loosen and remove the lower stanchion nut,

1, and washer, 2, from the cable mounting
bracket. Pull the cable upward from the
bracket and transmission.
4-tr19
Figure 4-142
4-108
18. On the top of the transmission, unplug the

wire harness slide-on style connectors, 1,
from the two neutral start switches, 2.
19. Unplug the wire harness from the 1

2
transmission lube pressure switch, 3.
Remove the capscrews, 4, that retains the

wire harness and “P” clips to the top of the
transmission housing.
3
4
20001901
Figure 4-143
20. Unplug the wire harness connector for the

ground speed transducer, 1, located on the
front output bearing retainer, 2.
21. Pull the wire harness upward away from the 1

transmission and lay it inside the cab.
22. Remove the brake caliper from the

transmission as detailed in Section 6 -
Brakes in this manual.
2
20002855
Figure 4-144
23. Place the transmission range and speed shift

levers, 1, in neutral to prepare for cable 1
removal.
IMPORTANT: Make sure the transmission

range and speed levers in the cab of the
tractor are in the neutral position before
disconnecting the control cables from the
transmission shift levers.
Figure 4-145
4-109
24. Remove the top speed shift control cables

and bracket together from the top of the
transmission. Remove the ball joint attaching 1
hardware, 1, from the transmission shift
lever, 2. 2
25. Remove the cable support bracket, 3, by

removing the two securing nuts, 4. Pull the 3
shift cables and bracket forward in the cab
area away from the transmission lifting area.
Pull the throttle control cable, 5, forward and
secure with a plastic tie away from the 4
1
transmission lifting area.
5
20001903
Figure 4-146
26. Remove the range shift control cables and

bracket together from the right side of the 1
transmission. Remove the ball joint attaching
hardware, 1, from the transmission shift
lever, 2. 2
27. Disconnect the link, 3, by removing the

attaching hardware, 4, on the cable support 5
bracket. Remove the cable support bracket,
5, by removing the two securing nuts, 6. Pull
the shift cables and bracket forward in the
cab area away from the transmission lifting
area. 3
4 6
20001902
Figure 4-147
28. Remove the plastic ties, 1, securing the

electrical harness to the suction tube coupler,
2.
1
20001904
Figure 4-148
4-110
29. Remove the four capscrews, 1, attaching the

suction tube flange, 2, to the gear pump.
Remove the O ring from the groove in the 5
1 3
suction tube flange.

discharge hose flange clamps, 4, to the gear
pump. Remove the O ring from the groove in
the hose flange.
4
31. While supporting the gear pump, 5, remove 2
the two capscrews, 6, attaching the gear 6
pump to the pump adapter or PTO transfer
case. Retain all bolts for installation. 20001906
Carefully slide the gear pump backward
away from the adapter or case. Remove and Figure 4-149
discard the O ring from the pump flange face.
32. Remove the suction tube, 1, completely by

removing the four capscrews, 2, securing the 1
bottom of the tube to the transmission.
Remove the O ring from the flange groove.
Figure 4-150
33. Remove the discharge hose, 1, completely

by loosening the hydraulic fitting, 2, from the
steel tube connector, 3, near the inside left
frame of the tractor. 1
2
3
20002854
Figure 4-151
4-111
34. Tie the brake pedal, 1, down in the depressed

position.
35. Tie up all cables, harnesses and hoses 1

clearly out of the way of the transmission
lifting area. Keep in mind that the
transmission will be moved toward the rear of
the tractor, in stages, as it is lifted.
19992750
Figure 4-152
36. On the left hand top side of the transmission,

remove the two top mounting bracket to
frame capscrews, 1.
4-tr24
Figure 4-153
37. Remove the two capscrews and washers, 1,

that hold the top mounting bracket to the left
side of the transmission. The capscrews
pass through the rubber isolators, 2, and
spacers.
Remove the bracket, hardware and isolators 1 2

from the tractor.
20002853
Figure 4-154
4-112
38. Lifting fixture BLR20068 is used to hoist the

transmission from the front frame of the
tractor and out the cab door. The fixture is
designed to handle the weight of the
transmission and any components mounted
on it that are not removed during preparation
for transmission removal.
The fixture is a multi-purpose tool that can be

used to remove the 12 ¢ 4 Quad Shift III or
the 12 ¢ 2 Powershift transmission from
The center lifting eye, 1, attaches to a single

tine of a forklift. The front, 2, and rear, 3, lifting 4 1 4
straps are used to attach to the 12 ¢ 4 Quad
Shift III transmission lifting eyes. Additional
lifting straps, 4, are used on the 12 ¢ 2 PS 5 5 5
5
transmission. Locking collars, 5, are
adjustable and are used to position the
various lifting links on the center tube, 6, so
the transmission will lift squarely and evenly
from the front frame of the tractor.
7
NOTE: Do not remove the additional 6 8
lifting straps intended for the PS 3 5 2
transmission from the tool. The straps
can be pivoted out of the way during
12 ¢ 4 transmission removal. Figure 4-155
A safety bolt, 7, at the rear of the tube and a

welded piece of flat stock, 8, at the front of the
tube insure the lift links will not come off the
tube. The bolt can be removed to provide
service to the individual pieces of the fixture.
CAUTION: NEVER REPLACE ANY OF

THE LIFTING FIXTURE COMPONENTS
WITH PARTS OTHER THAN THOSE
SOURCED FROM OTC TOOL CO. THE
COMPONENTS ARE SIZED TO CARRY
THE WEIGHT OF THE TRANSMISSIONS
FOR BUHLER VERSATILE L4WD
TRACTORS. USING UNDERSIZED OR
LOWER GRADE COMPONENTS COULD
RESULT IN THE TOOL FAILING AND
CAUSING INJURY OR DEATH.
4-113
39. Prepare the lifting fixture for attachment to

the transmission by first rotating the center 3
tube so that the stamping marks “QS”, 1, face
upward. This is the top of the tool for the 12 ¢
4 Quad Shift III transmission and will indicate
where the locking collars, 2, should be
positioned to locate the lift links.
4 4
Starting with the center lifting eye, 3, loosen
the locking collar set screws, 4, and slide the
collars so that they are located between each
set of scribe marks on the tube. This will
position the lift eye on the tube approximately 2 1
over the top of the center of gravity of the 4-tr26a
transmission. Tighten the set screws
securely. The lift eye should still be able to Figure 4-156
pivot on the tube when the locking collars are
located properly.
Move to the end of the lifting fixture that is

marked “FRONT”. This end of the tool faces 1 4
the engine in the tractor. Loosen the locking
collar set screws, 1, and slide the collars, 2, 2
so that they are positioned between the
scribe marks on the tube for the 12 X 4 1
transmissions. The front 12 ¢ 4
transmission lift link, 3, and PS lifting strap, 4,
will be sandwiched between the collars.
Tighten the set screws securely. The lift links
should be able to pivot on the tube when the
locking collars are in position. 2
1
NOTE: When positioned properly, the 3
front locking collar will be resting against
the piece of stock welded to the front of Figure 4-157
the center tube.
At the back end of the tool, loosen the locking

collar set screws, 1, and slide the collars, 2,
so that they are positioned between the 2
1
scribe marks on the tube for the 12 X 4
transmission. The rear 12 ¢ 4 transmission
lift link, 3, and PS lifting strap, 4, will be
sandwiched between the collars.
Use position “1”, where the stamped “1”

2 1
shows left of the collar, as shown in this
figure. 4
3
locking collars are in position.
Figure 4-158
4-114
40. Install lifting fixture BLR20068, 1, to a single

tine of a forklift using the bolt, washer and
nut, 2, at the top of the swivel. Tighten the
attaching nut to 120 N·m (90 ft. lbs.) and
install the safety pin, 3. The nut and washer
must be tight against the tine of the forklift.
Be sure that all hardware on the lifting fixture
is tight and in good condition. The forklift tine
should have a hole pierced in it to accept the
bolt of the lifting fixture. The size of the bolt
is 5/8˝.
CAUTION: ALWAYS TIGHTEN THE

ATTACHING NUT AS SPECIFIED AND
INSTALL THE SAFETY PIN WHEN
ATTACHING THE LIFTING FIXTURE TO
THE FORKLIFT TINE. SERIOUS INJURY
OR DEATH CAN RESULT DUE TO
THE TRANSMISSION FALLING IF THE
HARDWARE IS NOT TIGHTENED OR THE
SAFETY PIN IS NOT INSTALLED. Figure 4-159
NOTE: It is easiest to remove one of the

forklift tines so that one remains on the
carriage. Position the remaining tine in
the middle of the carriage so that the load
is centered.
4-115
Figure 4-160
The forklift and lifting tine must be able to

handle the weight of the transmission, at the
required lift height and distance to reach into
the cab and extract the transmission from the
CAUTION: USE ONLY A FORKLIFT
front frame as shown in the figure. A forklift
CAPABLE OF HANDLING THE SPECIFIED
equipped with a side shift for the carriage is
LOAD AT THE REQUIRED HEIGHT AND
also required for transmission removal.
DISTANCE. FAILURE TO USE THE PROPER
The BLR20068 lifting fixture is designed to SIZED FORKLIFT COULD RESULT IN THE
handle the weight of the transmission that is TRANSMISSION FALLING OFF THE TINE
equipped with or without an optional PTO CAUSING SERIOUS INJURY OR DEATH.
(transfer case on the rear of the transmission).
IMPORTANT: If there is a problem with the
reach of the available forklift into the cab area
of the tractor, the left hand fuel tank can be
removed to reduce the reach of the forklift tine.
Refer to Section 2 - Fuel of this manual for
instruction on fuel tank removal.
4-116
41. Using the forklift, place the lifting fixture, 1,

over the top of the transmission, 2, through
the opening in the floor of the cab.
NOTE: Place the forklift carriage in the

center of the side shift range of 2
movement to allow for forward or
rearward movement of the transmission 1
when lifting it from the front frame.
4-tr26f
Figure 4-161
The front of the lifting fixture, 1, will be very

close to the front floor beam, 2, of the cab.
This is due to the front lifting eye position on 3
the transmission. When the transmission is
lifted and supported with the forklift, it will be
shifted rearward to clear the lip, 3, in the cab
floor.
1 2
4-tr26g
Figure 4-162
Place the front lift link, 1, and rear lift link, 2,

over the transmission lifting eyes, 3. Each
forked link straddles the lift eye.
1
4-tr27
Figure 4-163
4-117
Install the lift link pin, 1, and clip pin, 2, into

each link and lifting eye of the transmission.
CAUTION: ALWAYS INSTALL THE CLIP

PIN INTO THE LIFT LINK PIN TO INSURE
IT WILL NOT FALL OUT OF THE LINK
DURING TRANSMISSION LIFTING.
SERIOUS INJURY OR DEATH COULD
1
RESULT IF THE PIN FALLS OUT WHILE
THE TRANSMISSION IS LIFTED.
4-tr28
42. Use the forklift to place a small amount of lift
tension on the transmission so that the bolts Figure 4-164
can be removed from the bottom mounting
brackets.
IMPORTANT: Place only enough tension on

the transmission so as to support it when the
lower mounting bolts are removed. Do not
stress the rubber mounts at either end of the
bottom mounting brackets.
43. With the transmission supported by the

forklift, remove the four capscrews, 1, on
either side of the transmission that attach the
mounting brackets, 2, to the transmission 1
case.
CAUTION: DO NOT LAY DIRECTLY

UNDER THE TRANSMISSION WHEN 2
REMOVING THE MOUNTING BRACKET
BOLTS. SERIOUS INJURY OR DEATH
COULD RESULT IF THE TRANSMISSION 4-tr29
WERE TO FALL FROM THE FORKLIFT.
SAFE ACCESS TO THE MOUNTING Figure 4-165
HARDWARE IS FROM THE SIDE OF THE
TRACTOR UNDER THE FUEL TANKS ON
THE RIGHT AND LEFT HAND SIDE.
4-118
44. Lift the transmission upward and remove it

from the tractor through the cab door. Pay
attention to the following information during
transmission removal:
CAUTION: HAVE AN ASSISTANT

OPERATE THE FORKLIFT WHILE
REMOVING THE TRANSMISSION FROM
THE TRACTOR. NEVER LIE UNDER THE
TRANSMISSION DURING REMOVAL.
OBSERVE THE TRANSMISSION FROM
THE CAB DURING REMOVAL FROM THE
TRACTOR.
a. Initially, the transmission can be lifted

approximately 3I directly upward. At that
point, use the forklift side shift to move it
backward so the input shaft will clear the
cab floor.
b. Continue to raise the transmission
upward. Check the shift cables and
mounting bracket on the right side of the
transmission for interference and move it
away as necessary.
c. Check all hoses and harnesses for
interference while lifting the transmission
out of the frame.
d. As the top half of the transmission clears
the cab floor, pivot it on the lifting bracket
swivel so as to allow the brake rotor and
pump suction tube to clear the floor panel.
e. Continue to shift the transmission
rearward while lifting so as to clear the
steering column and cowling.
f. Raise the transmission upward so the
bottom of the case clears the cab floor.
Pivot it on the lifting bracket swivel so that
the input shaft faces out the cab door.
Back the forklift away from the tractor while
guiding the transmission out the cab door
opening.
4-119
45. Lower the transmission to just above the

floor. Install the BLR20057 stabilizer
brackets, 1, to the sides of the transmission
using the bottom mounting bracket hardware
removed in step #43. Tighten the hardware
securely.
NOTE: The transmission case mounting

holes in the stabilizer brackets are
stamped “QS” for the Quad Shift III
transmission and “PS” for the Powershift 1 2
transmission.
Place the transmission on a sturdy pallet, 2, 20001908

and bolt the stabilizer brackets to the pallet.
This will provide a stable working platform for Figure 4-166
the transmission to rest on during
disassembly.
NOTE: The transmission case bottom is

slightly rounded and will not sit on the
floor while remaining stable. The
BLR20057 stabilizer brackets provide a
base to allow easy mounting of the
transmission on a pallet that can be
moved with a forklift.
Disassembly
1. Remove the capscrews, 1, that secure the 1

brake rotor, 2, to the front output shaft yoke
flange, 3, and remove the rotor from the
transmission. The rotor weighs 2
approximately 45 Kg (100 lbs).
NOTE: The rotor can become rusted to 3
the flange and can be difficult to remove.
Heat can be used but only enough to
loosen the rotor from the flange. Do not
heat the yoke or output shaft of the
transmission. 4-tr32
Figure 4-167
4-120
2. Loosen the jam nut, 1, and remove the

transducer, 2, from the front output shaft
bearing retainer.
20002837
Figure 4-168
3. Remove the capscrew and washer, 1, from

the center of the front output yoke, 2, and
remove the yoke from the output shaft.
NOTE: A chain wrench can be used to 1 2
hold the transmission output shaft while
removing the yoke capscrew.
20002836
Figure 4-169
4. Remove the yoke, 1, and the collar spacer, 2,

from the output shaft.
20002835
Figure 4-170
4-121
5. Remove the capscrew and washer, 1, from

the center of the rear output yoke, 2, and
remove the yoke from the output shaft.
NOTE: A chain wrench can be used to
hold the transmission output shaft while
removing the yoke capscrew.
1
2
20001909
Figure 4-171
6. Remove the yoke, 1, and the collar spacer, 2,

from the output shaft.
2
20002839
Figure 4-172
4-122
Figure 4-173
7. On the left hand side of the transmission, C Pressure sending unit jumper
remove the steel tubes that are attached to
the lube manifold block, 1, and transmission D Pump drive supply
control valve, 2. E Top counter shaft rear bearing supply
Use a paint pen to identify the individual F Output shaft rear bearing supply
tubes to ease reassembly. Mark the G Clutch lube supply
identification letter on the tube and
transmission case as follows: H Clutch pressure supply
I Brake pressure supply
A Input bearing supply secondary J Lube manifold supply
B Input bearing supply primary
4-123
8. Remove the brake supply tube, 1, on the rear

of the transmission.
1
20001911
Figure 4-174
9. Remove the clutch cable support bracket, 1,

from the control valve by removing the two
capscrews, 2.
1 2
20001912
Figure 4-175
10. Remove the two capscrews, 1, that retain the

lube manifold, 2, to the case. Remove the
manifold from the transmission. 1
1 2
20001913
Figure 4-176
4-124
11. Remove the five capscrews, 1, that retain the

transmission control valve, 2, to the case and
remove the valve assembly. 1
1 1
1
1
2
4-tr38
Figure 4-177
12. Remove and discard the O rings, 1, that seal

the control valve to the transmission case.
4-tr39
Figure 4-178
13. Remove the two capscrews, 1, that retain the

brake control valve, 2, to the case and
remove the valve.
2
20001914
Figure 4-179
4-125
14. Remove and discard the O ring, 1, that seals

the control valve to the transmission case.
20001915
Figure 4-180
15. Remove the suction screen, 1, from the

transmission case.
20002846
Figure 4-181
16. Remove the 12 capscrews, 1, that retain the

speed shift cover to the top of the
transmission case.
1
20001916
Figure 4-182
4-126
17. Install the two BLR20045 M12 x 50 mm

screws, 1, in the jacking bolt holes and
carefully remove the speed shift cover from
the transmission case. 1
The shift cover is doweled to the case and

must come off evenly with the jacking bolts. If
the cover binds up, back the jacking bolts off
and straighten the cover. DO NOT FORCE
THE COVER FROM THE HOUSING.
IMPORTANT: Do not use a pry bar to

separate the shift cover from the 1
transmission case as the mating surfaces of 20001917
each can be damaged, causing an oil leak.
Figure 4-183

range shift cover to the side of the
transmission case. 1
20001918
Figure 4-184

screws, 1, in the jacking bolt holes and
carefully remove the range shift cover from
the transmission case.
The shift cover is doweled to the case and

must come off evenly with the jacking bolts. If
the cover binds up, back the jacking bolts off
and straighten the cover. DO NOT FORCE
THE COVER FROM THE HOUSING. 1
IMPORTANT: Do not use a pry bar to

separate the shift cover from the
transmission case as the mating surfaces of 20001919
each can be damaged, causing an oil leak.
Figure 4-185
4-127
20. Remove the two detent springs, 1, and balls,

2, from the housing.
1
20001920
Figure 4-186
21. Remove the interlock housing, 1, by

removing the four retaining capscrews, 2.
10001921
Figure 4-187
22. Remove the three interlock balls, 1, from

between the shift rods.
10001922
Figure 4-188
4-128
23. Place identification marks onto the shift

forks, 1, and rails, 2. This will assist in correct 3 1 2
orientation of components during
reassembly of the cover.
Loosen the 6 mm allen head set screws, 3,

until the shift forks slide freely on the shift
rods.
2 1 3
10001923
Figure 4-189
24. Hold the shift forks, 1, and slide the rails, 2,

out the rear of the transmission housing.
1
2
2 1
10001924
Figure 4-190
25. Carefully remove the shift forks, 1, from the

shift collars, 2. 2
1
1
10001925
Figure 4-191
4-129
26. Remove the six capscrews, 1, that hold the

input shaft seal retainer, 2, to the clutch 1
housing. Remove the retainer from the
housing.
4-tr59
Figure 4-192
27. Remove the input shaft wear sleeve, 1, from

the input stub shaft. The sleeve fits over an O
ring, 2, that is located in a groove in the shaft.
Remove the O ring from the shaft and
discard.
1 2
4-tr60
Figure 4-193
28. Remove the twelve capscrews, 1, that retain

3 1
the clutch housing, 2, to the transmission
distributor plate.
2
NOTE: Two studs with nuts replace the
capscrews, 3, at the top left, to secure the
speed shift cable bracket.
4-tr61
Figure 4-194
4-130
29. Install the two BLR20045 M12 ¢ 50 mm

screws, 1, into the two jacking bolt holes in
the clutch cover, 2. Carefully tighten the bolts 3
so as to push the cover and input bearing, 3,
off of the input stub shaft. Tighten the jacking 1
bolts evenly so the input bearing does not 1 2
bind on the stub shaft.
Remove the clutch cover and input bearing

from the transmission. The cover weighs
approximately 18 Kg (40 lbs).
4-tr62
Figure 4-195
30. Remove the capscrews, 1, that attach the

input stub shaft, 2, to the clutch cover, 3. The 1
capscrews have medium strength thread
locking compound applied to them during
assembly.
2
10001926
Figure 4-196
When removing the stub shaft capscrews,

place the input yoke, 1, back on the shaft 3
splines. Use a chain wrench, 2, to hold the
1
yoke while loosening the capscrews, 3.
10001927
Figure 4-197
4-131
31. Remove the external snap ring, 1, from the

end of the input shaft that protrudes through
the center of the clutch hub, 2.
1
2
4-tr66
Figure 4-198
32. Install a lifting chain, 1, to the clutch using the

stub shaft capscrew holes, 2, in the center of
1
the clutch cover, 3. Use an overhead hoist to
apply a slight upward force on the lifting
chain.
NOTE: The clutch assembly weighs 3

45 Kg (100 lbs). Use an overhead hoist to
remove the clutch from the transmission.
4-tr67
Figure 4-199
33. With the clutch, 1, supported with an

overhead hoist, carefully pull the assembly
forward and off the distributor plate support,
2, and input shaft. 1
The clutch assembly has a ball bearing on

the rear of the main clutch housing that is a
press fit on the distributor plate support. The
clutch and bearing will slide off the support
with minimal force.
The clutch assembly will tilt rearward toward

the transmission as it separates from the 2
support and input shaft.
4-tr68
Figure 4-200
4-132
Tractors without PTO
Tractors without PTO have an adapter

housing, 1, held to the rear of the
transmission case with six capscrews, 2. 2
Remove the pump adapter from the
transmission case. The adapter is sealed to
the transmission case with a bead of sealing 1
compound.
2 2
4-tr72
Figure 4-201
Tractors with PTO
Remove the transfer case drain tube, 1, from

the elbow fittings, 2, in the transfer case and
2
transmission case.
2
20002838
Figure 4-202
Attach a lifting chain and capscrews into the

transmission pump mounting bolt holes, 1, at 3 1
the top of the transfer case. Place a small
amount of tension on the chain with an
overhead hoist.
NOTE: The transfer case weighs

approximately 57 Kg (125 lbs). Use an 2
appropriate lifting device to remove it
from the transmission.
4
The PTO transfer case, 2, is attached to the
transmission housing with six upper
capscrews, 3, and two lower capscrews, 4. 20001907
Remove these capscrews and separate the
transfer case from the transmission housing. Figure 4-203
The transfer case is sealed to the
transmission housing with a bead of sealing
compound.
4-133
It is not necessary to remove the bolt-in ring,

1, from the transmission at this time as it will
retain the input shaft rear bearing cup during
input shaft removal.
2 1
Do not remove the transmission live shaft, 2,
from the input shaft at this time.
4-tr76
Figure 4-204
34. Remove the seven capscrews, 1, that retain

the distributor plate, 2, to the transmission 2 1
housing.
4-tr77
Figure 4-205
35. Install the two BLR20045 M12 ¢ 50 mm

screws, 1, into the jacking holes in the 2
distributor plate, 2. Tighten the two jacking
screws evenly to push the distributor plate
away from the transmission housing. The
plate is doweled to the housing and has a
bead of sealing compound on it that seals it to
the transmission housing.
IMPORTANT: Use only the two jacking 1

screws to remove the plate from the
transmission. Do not pry the plate as the
mating surfaces may be damaged and leak
oil.
Remove the plate from the transmission. The Figure 4-206

plate weighs approximately 27 Kg (60 lbs).
4-134
36. Install a capscrew and washer, 1, into one of

the threaded holes on the front of the
housing. This will temporarily retain the
upper counter shaft front bearing cup, 2, in
the bore of the transmission case while the
input shaft is being removed from the
transmission. 2
4-tr79
Figure 4-207
37. Remove the input shaft, 1, as an assembly,

from the transmission by lifting it upward so
as to clear the upper counter shaft gears and 1
2
guiding it out the front opening of the
transmission case.
To aid in removal of the input shaft, the live

shaft, 2, can be inserted into the rear of the
input shaft to help support the rear of the
shaft as it is lifted from the case.
10001928
Figure 4-208
38. Remove the three capscrews securing the

rear input shaft bearing retainer, 1, to the 2
case. Remove the shims, 2, and bearing cup, 1
3
3.
20002831
Figure 4-209
4-135
39. At the rear of the transmission, remove the

six capscrews, 1, that retain the output shaft
rear bearing cap, 2, to the transmission case. 1
Do not remove the bearing cap at this time.
10001929
Figure 4-210

output shaft and lower countershaft front
1
bearing cap, 2.
10001930
Figure 4-211

screws, 1, in the jacking bolt holes. Tighten
the two jacking screws evenly to push the
cap away from the transmission housing.
Carefully remove the bearing cap from the 1
transmission case.
The cap is doweled to the case and must

come off evenly with the jacking bolts. If the
cover binds up, back the jacking bolts off and
straighten the cover. DO NOT FORCE THE
COVER FROM THE HOUSING. 1
IMPORTANT: Do not use a pry bar to 10001931

separate the cap from the transmission case
as the mating surfaces of each can be Figure 4-212
damaged, causing an oil leak.
Place a piece of rubber between the output

shaft front bearing cone and the bore in the
transmission case. This will protect the bore
and bearing from damage during output
shaft removal.
4-136
42. Install puller legs (from puller set BLR20047),

1, into the output yoke capscrew holes on
both ends of the shaft.
1 1
10001932
Figure 4-213
43. Install the two bearing capscrews, 1, in the

jacking bolt holes of the output shaft rear
bearing cap, 2. Tighten the two capscrews
evenly to push the cap away from the 1
transmission housing. 2
Lift up on the bar, 3, to support the output
shaft while removing the rear bearing cap 1
and any shims from the transmission.
10001933
Figure 4-214
44. Place a piece of rubber, 1, between the

output shaft rear bearing cone, 2, and the 3
bore in the transmission case. This will 4
protect the bore and bearing from damage 2
during output shaft removal.
Carefully remove the bearing cap, 3, and any

shims, 4, from the transmission.
10001934
Figure 4-215
4-137
45. Remove the four capscrews, 1, that retain

the bottom countershaft rear bearing cap, 2,
to the transmission case. Remove the cap, O
ring, and shims from the transmission.
10001935
Figure 4-216
46. Hold up the front of the bottom countershaft

and remove the rear bearing cup, 1, from the 1
transmission case.
Place a piece of rubber, 2, between the

bottom countershaft rear bearing cone, 3,
and the bore in the transmission case. This 3
will protect the bore and bearing from
damage during countershaft removal.
Allow the front of the countershaft to rest on

the output shaft. 2
10001936
Figure 4-217
47. Remove the six capscrews, 1, that retain the

transmission brake, 2, to the transmission 1
case. The transmission brake holds the top
countershaft rear bearing cone.
10001937
Figure 4-218
4-138

screws, 1, in the jacking bolt holes. Tighten
the two jacking screws evenly to push the
cap away from the transmission housing.
Remove the brake and any shims from the 1
transmission. The bearing cone should hang
above the transmission case bore.
10001938
Figure 4-219
49. Remove the capscrew, 1, and washer used

to hold the top countershaft front bearing
cup, 2, in the case.
1
20002798
Figure 4-220
50. Remove the top countershaft front bearing

cup, 1, from the transmission.
1
10001939
Figure 4-221
4-139
51. Lift the top countershaft, 1, out of the

transmission housing. Slide the shaft to the 1
rear of the transmission and lift the front end
up out of the top of the case. Simultaneously
pivot the front end up and pull the shaft back
forward.
NOTE: The top countershaft weighs

10001940
Figure 4-222
52. Lift the bottom countershaft, 1, out of the

transmission housing. Slide to the front of the 1
transmission and lift the rear end up out of the
top of the case. Simultaneously pivot the rear
end up and pull the shaft back rearward.
NOTE: The bottom countershaft weighs

10001941
Figure 4-223
53. Use the puller legs (from puller set

BLR20047), 1, in the output shaft, 2, to lift up
and guide the output shaft out the opening on
the front of the transmission.
1 2 1
10001942
Figure 4-224
4-140
54. Install a capscrew (M12), 1, into the threaded

hole of the reverse idler stub shaft, 2. This will
aid in pulling the shaft from the transmission
case.
Insert a brass punch from the front of the

case and tap the reverse idler shaft rearward
out of the transmission.
1
2
10001943
Figure 4-225
55. As the reverse idler stub shaft is removed,

reach into the transmission case and
withdraw the reverse idler gear, 1, the needle
bearings, 2, and spacer, 3. 3
1
10001944
Figure 4-226
4-141
TRANSMISSION COMPONENT
OVERHAUL
Input Shaft Seal Retainer
Disassembly
1. Using an appropriate seal driver, remove the 1

input shaft seal, 1, from the retainer housing.
4-tr118
Figure 4-227
2. Remove the O ring, 1, from the groove on the

rear side of the retainer and discard.
4-tr119
Figure 4-228
3. Remove the lubrication elbow fitting, 1, from

the top of the retainer. Using an allen wrench,
remove the orifice, 2, from the lubrication port 1
of the housing.
2
4-tr120
Figure 4-229
4-142
Inspection Reassembly
1. Check the housing for damage, especially in 1. Reinstall the lubrication orifice into the
the bore area where the input shaft seal is housing and tighten securely. Reinstall the
located. The ID of the bore must not be elbow fitting and tighten. The fitting must face
scored so as to allow oil to seep between it to the right when looking at the retainer from
and the OD of the input seal. the front side.
2. Check the lubrication orifice for any debris 2. Using an appropriate sized seal driver, install
that could obstruct it. The orifice size is a new seal into the retainer housing. The seal
1.8 mm (0.070I). Be sure that the lubrication sits flush with the front side of the housing
passage in the housing is clear of any debris. when installed properly.
3. Do not install a new O ring into the groove on
the rear of the retainer housing, as it will be
installed during transmission reassembly.
4-143
Clutch Housing
Disassembly
1. Use a punch and hammer to drive the input

shaft roller bearing, 1, from the clutch 1
housing bore. The bearing should be driven
out of the housing from the rear toward the
front.
4-tr121
Figure 4-230
Inspection
1. Inspect the input shaft bearing, 1, for wear or

damage. No discoloration or scoring of the
ball bearings or races should be noted. The
bearing must turn freely when spun by hand.
2
The input bearing has an external snap ring,
2, located in the OD of the outer bearing race. 1
This snap ring is used to located the bearing
in the housing (against a shoulder) when it is
installed. Do not remove the snap ring from
the bearing race.
4-tr122
Figure 4-231
2. Inspect the clutch housing bore, 1, for

damage or evidence that the input bearing
has spun in the housing bore. The bore
should show no evidence of galling or 1
movement of the bearing outer race.
Use an inside micrometer to measure the
bore diameter. Take the measurement twice
at 90 degree angles to insure that the bore is
not oval in shape. Original bore diameter is
119.089mm - 120.011 mm (4.68I - 4.72I).
4-tr123
Figure 4-232
4-144
3. Inspect the rear side of the clutch housing.

The housing flange, 1, should show no
damage that could lead to an oil leak when
the housing is mated to the distributor plate.
Light scratches can be removed with a fine
abrasive paper. 1
Reassembly
1. Do not reinstall the input bearing into the

clutch housing at this time. The bearing will
be installed during transmission reassembly,
after the clutch housing is secured to the
distributor plate.
4-tr124
Figure 4-233
Input Stub Shaft

The input stub shaft requires no disassembly or
reassembly. Inspect the shaft as detailed in the
following information.
Inspection
1. Inspect the stub shaft yoke splines, 1, for 1

wear. The splines can show (visual) wear
areas but must not be worn in excess of
0.08 mm (0.003I) on the side of any tooth.
The input bearing journal area, 2, of the shaft 2
must not show evidence of wear. Original
journal diameter is 55 mm - 55.002 mm
(2.1653I - 2.1654I).
4-tr125
Figure 4-234
2. Inspect the input seal removable wear

sleeve, 1, that is located on the stub shaft.
The sleeve must not show any evidence of
grooving where the input seal rides. If any 1
visual wear is present, replace the sleeve.
NOTE: Do not install the wear sleeve or
O ring into the stub shaft at this time.
These components will be installed
during reassembly of the transmission.
4-tr126
Figure 4-235
4-145
3. Inspect the live shaft drive splines, 1, on the

rear side of the stub shaft. The splines can
show (visual) wear areas but must not be
worn in excess of 0.08 mm (0.003I) on the
side of any tooth.
1
Mate the live shaft splines into the stub shaft
splines. The joint should be a tight fit with a
maximum of 0.25 mm (0.010I) radial
movement between the two components.
4-tr127
Figure 4-236
Clutch
3
Disassembly
1. Scribe an identification mark on the clutch

cover, 1, and clutch drum, 2, to aid in
reassembly.
Remove the eight capscrews, 3, that retain
clutch cover to the clutch drum.
IMPORTANT: The clutch cover is under 1

spring pressure. Loosen all eight bolts evenly
when removing the cover. The cover will 2
move upward away from the clutch drum
10002758
approximately 9.5 mm (0.375I) when the
bolts are loosened. It will not jump away from Figure 4-237
the drum with force when the bolts are
loosened.
2. Remove the twelve coil springs and pins, 1,

from the clutch drum.
10002759
Figure 4-238
4-146
3. Remove the two sets of pins, 1, and

separator springs, 2, from the clutch drum. 2
2
1 1
10002760
Figure 4-239
4. Remove the six friction and five separator

plates, 1, from the clutch drum.
1
10002761
Figure 4-240
5. Remove the bottom steel separator plate, 1,

from the clutch drum. 1
10002762
Figure 4-241
4-147
6. Remove the clutch hub, 1, from the center of

the clutch drum. 1
10002763
Figure 4-242
7. Install the BLR20053 clutch piston studs, 1,

into the clutch piston, 2, holes. Be sure that 1
the studs bottom out in the piston holes.
Install the nut and washer, 3, onto the studs. 1
NOTE: The slots in the piston studs, 1, 2
should be pointing up. Use these slots to
tighten the studs into the piston.
10002764
Figure 4-243
8. Install the BLR20061 bridge plate, 1, onto the

clutch drum. Retain the plate to the drum 2
using two of the clutch cover capscrews, 2. 3
Install the washer and nut, 3, onto the
threaded studs that are screwed into the
clutch piston.
Be sure that there is a gap between the nuts 1
and washers on the bottom side of the plate
and the bridge plate.
9. Evenly tighten the two top nuts so as to pull
the clutch piston from the drum.
IMPORTANT: The piston is a very tight fit in the
clutch drum. Do not allow it to bind as it comes 10002765
out of the drum bore. If the piston becomes Figure 4-244
cocked in the bore, loosen the nuts on the top
of the bridge plate and tighten the nuts on the
bottom of the plate to push the piston back into
the bore. Start over again by loosening the
bottom nuts and retightening the top nuts.
Remove the BLR20061 bridge plate and
associated hardware from the clutch drum
and piston.
4-148
10. Remove the inner piston seal, 1, from the

clutch drum, 2.
2
10002770
Figure 4-245
11. Remove the outer piston seal, 1, from the

groove in the piston, 2.
1
4-tr136
Figure 4-246
12. Turn the clutch drum over so that the bearing,

1, faces upward. Using two pry bars, 2, in the 2 1 2
drum notches, pry the bearing from the drum.
10002766
Figure 4-247
4-149
Inspection
1. Wash all parts in cleaning solvent and dry
with compressed air prior to inspection.
Thoroughly flush all oil passageways.
NOTE: Do not wash the friction plates of
the clutch with cleaning solvent.
2. Inspect the clutch cover, 1, for damage. The
1
input stub shaft capscrew holes, 2, should
show no damage to the thread area. The
bottom surface of the cover (where it
contacts the clutch drum) should not be
damaged in any way. Replace the cover if
necessary. 2
10002767
Figure 4-248
3. Inspect the clutch pins and springs, 1, for

damage and wear. Place the springs on a flat
surface and measure the free length of each
spring. The dimension recorded for each
spring should be 71 mm (2.79I).
The spring pins should show no wear or
damage that could cause the spring to hang 1
on the pin as the clutch engages and
disengages.
4-tr139
Figure 4-249
4. Inspect the separator springs for cracks or

wear. Place two springs in the position shown
and check that the springs lay flat against
each other in the middle of the spring, 1.
10002768
Figure 4-250
4-150
5. Inspect the friction plates, 1, for wear or

damage. Use a micrometer to measure the
plate thickness. A new plate will measure
3.45 mm - 3.65 mm (0.136I - 0.144I). When
the plate thickness is 3.45 mm (0.136I) or
lower, the plate is worn out and should be
replaced.
The friction plates must be flat. To check for 1
flatness, place the plates on a known flat 2
surface (i.e. glass) and check for 100%
surface contact with no warping of the plate.
The internal teeth, 2, of each plate must not

4-tr140
be worn in excess of 0.13 mm (0.005I) per
side and the tooth driving contact surface Figure 4-251
must not be worn to a point or to a wedge
shape.
Replace the plates if any of the above defects

are found.
6. Inspect the clutch steel separator plates for

wear or damage. The contact surface, 1,
must not be scored, pitted or discolored by
heat.
The steel separator plates must be flat. To
check for flatness, place the plates on a
known flat surface (i.e. glass) and check for
100% surface contact with no warping of the
plate.
1
Plate minimum thickness is 6.8 mm (0.270I).
Any plate measuring less then this must be
replaced.
4-tr141
The external tangs of the plate must not be Figure 4-252
worn in excess of 0.13 mm (0.005I) per side.
4-151
7. Inspect the clutch steel bottom plate for wear

or damage. The contact surface, 1, must not
be scored, pitted or discolored by heat.
The plate must be flat. To check for flatness,
place the plate on a known flat surface (i.e.
glass) and check for 100% surface contact
with no warping of the plate.
Plate minimum thickness is 6.8 mm (0.270I).
If the plate measures less then this, it must be
replaced. 1
The external tangs of the plate must not be

worn in excess of 0.13 mm (0.005I) per side.
Check the fit of the clutch pins in the holes of
the plate. The pins should fit snugly into the Figure 4-253
holes with minimum movement from side to
side.
8. Inspect the clutch piston for wear or damage.

The ID of the piston should have no nicks or
scratches that could allow oil to leak past the
internal sealing ring.
The OD of the piston must not have any nicks
or surface defects that extend above the
surface of the outer sealing ring. 1
The outer sealing ring groove should be free
of any nicks or scoring that extend into the
side of the groove.
The anti-rotation pin bore, 1, in the piston,
must not be oblong in shape or show signs of
wear. 4-tr143
NOTE: The anti-rotation pin bore in the Figure 4-254

piston is an intentional oversize fit to the
pin.
9. Inspect the clutch bearing for wear or

damage. No discoloration of scoring of the
ball bearings or races should be noted. The
bearing must turn freely when spun by hand.
4-tr144
Figure 4-255
4-152
10. Inspect the clutch hub for wear or damage.

The external and internal splines of the hub
can show (visual) wear areas but must not be
worn in excess of 0.08 mm (0.003I) on the
side of any tooth.
Be sure that all of the lubrication holes in the

hub are free of any debris.
4-tr145
Figure 4-256
11. Inspect the clutch drum for damage or wear.

The ID of the drum must not show any wear in 1
the location where the distributor plate 2
sealing rings ride. No grooving of the ID
should be felt that could allow oil to leak past
the sealing rings. Original ID dimension of
the clutch drum is 100.0 mm - 100.05 mm 2
(3.937I - 3.939I). 3
Check the clutch piston bore ID and OD for

any nicks or scratches that could damage the
piston outer sealing ring or piston ID. Minor
scratches can be polished out with a fine
abrasive cloth.
10002769
The drum legs, 1, should show no wear in the Figure 4-257
area where the steel separator or bottom
plate ride. The plate tangs must not catch on
the legs when they move laterally in the
clutch drum.
The clutch cover dowel pins, 2, must be

seated in the drum legs.
The oil passages in the drum for clutch apply

and clutch lubrication must be free of any
debris.
Check the anti-rotation pin, 3, for proper

position in the drum. The pin should be flush
with the rear side of the drum and should
show no indication of movement.
4-153
The stepped pin is retained in the clutch drum

using a stud and bearing adhesive.
If the pin shows an indication that it has
moved laterally in the drum, use the following
procedure to remove and reinstall the pin:
a. Place the clutch drum in a press with the
rear of the drum facing upward.
b. Use a punch to press the anti-rotation pin
out of the drum (forward) toward the
piston bore.
NOTE: The pin may require that a small
amount of heat be applied to it to break
the bond of the stud and bearing
mount adhesive. DO NOT OVER-HEAT Figure 4-258
THE CLUTCH DRUM.
c. Clean the anti-rotation pin and drum bore
to remove all traces of the stud and
bearing mount adhesive.
d. Clean the pin and drum bore with a good
quality non-residue cleaner.
e. Apply a small amount of stud and bearing
mount adhesive to the anti-rotation pin
and drum bore.
f. Rotate the clutch drum in the press so that
the piston bore of the drum is facing
upward.
g. Using a soft faced hammer (brass), tap
the pin into the clutch drum bore so that it
starts squarely in the drum.
h. Use a punch to press the pin into the drum
so that the back side of the pin is flush with
the rear of the clutch drum.
NOTE: Press the pin until the shoulder
contacts the front of the drum face.
Check the clutch bearing bore, 1, on the rear

side of the drum. Inspect the bore for damage
or evidence that the clutch bearing has spun
in the drum bore. The bore should show no 1
evidence of galling or movement of the
bearing outer race.
Use an inside micrometer to measure the

bore diameter. Take the measurement twice
at 90 degree angles to insure that the bore is
not oval in shape. Original bore diameter is
145 mm (5.71I).
4-tr148
Figure 4-259
4-154
Reassembly
1
1. Turn the clutch drum over so that the rear
side is facing upward. Using an appropriate
driver, install the clutch bearing, 1, into the
drum bore. The bearing will seat against the
drum shoulder.
4-tr149
Figure 4-260
2. Install a new square cut sealing ring, 1, into

the OD groove of the clutch piston, 2. Be
certain the seal is fully seated in the groove 2
around the entire diameter of the piston.
Lubricate the seal with clean hydraulic oil.
1
4-tr150
Figure 4-261
3. Install a new square cut sealing ring, 1, into

the ID groove of the clutch drum piston bore.
Be certain the seal is fully seated in the
groove around the entire diameter of the
drum bore. Lubricate the seal with clean
hydraulic oil.
1
10002770
Figure 4-262
4-155
4. Place the clutch piston, 1, into the clutch

3 2
drum so that the blank embossment, 2, lines
up with the anti-rotation pin in the clutch
drum.
To assist in lining up the anti-rotation pin with
the bore in the piston, place identification 1
marks, 3, on each component that denote the
location of each.
NOTE: The clutch piston has three

embossments on it. The blank 4
embossment is used for the anti-rotation
pin bore, the other two, 4, are drilled and
4-tr152
tapped for piston removal and
installation. Figure 4-263
5. Install the BLR20053 threaded studs, 1, into

the clutch piston, 2, holes. Be sure that the 1
studs bottom out in the piston holes. Install a
nut and washer, 3, onto the studs. 1
10002764
Figure 4-264
6. Install the BLR20061 bridge plate, 1, onto the

clutch drum. Retain the plate to the drum 3 2
using two of the clutch cover capscrews, 2.
Install a washer and nut, 3, onto the threaded
studs that are screwed into the clutch piston.
Be sure that there is a gap between the nuts

and washers on the top side of the plate and
the bridge plate. 1
10002771
Figure 4-265
4-156
7. Evenly tighten the two bottom nuts so as to

push the clutch piston into the drum bore.
IMPORTANT: The piston is a very tight fit in
the clutch drum. Do not allow it to bind as it
enters the drum bore. If the piston becomes
cocked in the bore, loosen the nuts on the
bottom of the bridge plate and tighten the
nuts on the top of the plate to pull the piston
out of the bore. Start over again by loosening
the top nuts and retightening the bottom nuts.
Once the piston has evenly entered the drum
bore, it can be tapped down into place using
a wooden dowel or plastic hammer.
8. Use an M10 ¢ 1.5 tap to clean out the eight
threaded holes in the clutch drum legs.
Remove all thread locking compound from
the holes.
Clean all thread locking compound from the
clutch cover capscrews. Spray the
capscrews and clutch drum holes with a
good quality non-residue cleaning solvent.
9. Place the clutch hub, 1, into position in the
center of the drum. THE LONG INTERNAL
NOSE OF THE HUB FACES DOWNWARD 1
WHEN THE HUB IS PROPERLY
INSTALLED IN THE CLUTCH.
IMPORTANT: The clutch hub must be
orientated in the clutch assembly as detailed.
If it is mistakenly turned over so that the long
nose of the hub faces upward, the clutch can
be assembled, but it cannot be installed on
the transmission input shaft and retained
with the snap ring.
10002763
Figure 4-266
10. Place the bottom steel plate, 1, into the clutch

drum with the finished side up. The steel
plate will lay directly on top of the clutch
piston.
NOTE: The finished side of the plate must
face upward. 1
10002762
Figure 4-267
4-157
11. Place two pair of slot pins, 1, in the drum 180º

apart. Place a pair of separator springs, 2, on
each pair of slot pins.
1 1
2 2
10002772
Figure 4-268
12. Make sure the separator springs are placed

correctly. The middle flat surfaces, 1, should
be flat against each other.
10002773
Figure 4-269
13. Soak the clutch friction plates, 1, and steel

plates, 2, in clean hydraulic oil. This will 2 1
ensure lubrication of the plates when the
tractor is restarted after repair procedures
are completed.
4-tr157
Figure 4-270
4-158
14. Starting with a set of springs, a friction plate,

and a steel separator plate, assemble the
clutch pack into the clutch drum. Repeat the
order of assembly - springs, friction plate,
steel plate - until the clutch drum is full. There
are six friction, 1, and five steel plates, 2, (not
counting the bottom steel plate) in the clutch
pack assembly.
NOTE: When properly assembled, a

friction plate will be against the bottom
steel plate and against the clutch cover 2
(when it is installed and secured to the
1
clutch drum). 10002760
NOTE: The plates (steel and friction) are Figure 4-271

symmetrical, either side can face upward.
15. Make sure the springs are positioned

properly. A set of springs touches the bottom 2
steel plate, 1, and a set of springs will touch
the clutch cover when it rests on top, 2.
1
10002774
Figure 4-272
16. Install the rest of the clutch pins, 1, and coil

springs, 2, into the clutch drum and bottom
steel plate. Make sure each pin is fully seated
against the bottom steel plate.
10002759
Figure 4-273
4-159
17. Using the identification marks made during

step #1 of clutch disassembly, place the
clutch cover over the clutch drum. Be certain
that the two cover dowel pins engage the
holes in the cover. 1
1
18. Place a small amount of medium strength
thread locking compound on two clutch cover
capscrews, 1. Install the capscrews in
opposing holes and tighten until the cover is
pulled down flush against the drum.
10002775
Figure 4-274
19. Check that the top pair, 1, of the two sets of

separator springs are over the wide part of
the pin and not pinched by the cover, 2. Use a
small screwdriver to slide the springs over 2
the wide part of the pins, if necessary.
10002776
Figure 4-275
20. Install the remaining capscrews, 1, with

thread locking compound and tighten all
1
capscrews evenly in a cross tightening
pattern until the clutch cover rests against the
clutch drum legs around the full diameter of
the clutch. Tighten the capscrews to 43 N⋅m
(32 ft lbs).
IMPORTANT: DO NOT OVERTORQUE

THE CLUTCH COVER CAPSCREWS.
10002758
Figure 4-276
4-160
Distributor Plate
Disassembly
1
1. Remove the two clutch sealing rings from the
distributor plate clutch support hub, 1.
4-tr162
Figure 4-277
2. Each ring, 1, has a hook type of joint, 2, that

must be disconnected before the ring can be
removed from the hub.
4-tr163
Figure 4-278
3. Remove the tee fitting, 1, from the plate.

Using an allen wrench, remove the orifice, 2, 2
from the port in the plate that the tee fitting
was installed into.
The two elbow fittings, 3, can be removed 1
from the plate if necessary.
4-tr164
Figure 4-279
4-161
4. Turn the plate over and remove the input

shaft front bearing cup, 1, from the bore in the 2 1
plate. Pry bars can be inserted into the two
relief areas, 2, to facilitate cup removal.
4-tr165
Figure 4-280
Inspection
1. Flush the distributor plate with cleaning

solvent. Be sure that all oil passages are free 3
of debris.
2. Check the flange area of the front of the 1
distributor plate for damage. No scoring of
the flange should be present that could
cause a leak when the clutch housing is 2
mounted on the plate. Minor imperfections
can be removed with an abrasive cloth.
Inspect the clutch support hub in the sealing
ring groove area, 1, for wear or damage.
4-tr166
The clutch bearing journal area, 2, of the hub
Figure 4-281
should not be worn or show evidence of the
bearing race spinning on the hub. The
original journal diameter is 104.964 mm -
105.0 mm (4.132I - 4.134I).
It is not necessary to remove the two allen

head plugs, 3, that are screwed into the hub.
These two plugs are used to block the clutch
hub oil drillings.
3. Check to be sure that the orifice that was

removed from the tee fitting port is free from
debris. Orifice size is 4.0 mm (0.16I) in
diameter.
4-162
4. Turn the plate over and inspect the input

shaft front bearing cup bore, 1, for wear or
damage. The bore should not show any
evidence that the input bearing race has 2
spun in the housing. Original bore diameter is
92.2 mm (3.63I).
Check to be sure that the small hole, 2, that is 1
drilled into the distributor plate is free of all
debris. This hole provides lubrication oil to
the input shaft front bearing.
The flange area on the rear of the plate (rests

against the transmission case) should show
4-tr167
no scoring that could cause a leak when the
plate is mounted on the transmission case. Figure 4-282
Minor imperfections can be removed with an
abrasive cloth.
Reassembly
1. Using an appropriate driver, install the input

shaft front bearing cup into the bore on the
rear of the plate. Be sure the cup is fully
seated against the plate shoulder.
2. Reinstall the orifice into the distributor plate
port (under the tee fitting). Reinstall the tee
fitting and elbow fittings (if removed). Tighten
securely.
3. Do not install the clutch sealing rings into the
hub on the front of the plate at this time. They
will be installed during transmission
reassembly.
4-163
Input Shaft
4
Disassembly of the Input Shaft 5 6
Stand the input shaft assembly upright so that 3

the front end of the shaft faces upward.
Install the BLR20047 puller set, BLR20051 2
pulling studs and BLR20062 shaft protector 1
onto the input shaft as shown:
1. Pulling studs BLR20051

2. Shaft protector BLR20062
3. Bridge plate (BLR20047 puller set)
4. Screw (BLR20047 puller set)
Figure 4-283
5. Blocks (BLR20047 puller set)
6. Nuts and washers (BLR20051 puller
studs)
The front gear of the input shaft (second
gear) has two threaded holes in it to accept
the pulling studs. Screw the studs into the
gear until the threads bottom out.
2. Tighten the bridge plate screw and pull the

input shaft bearing off of the input shaft.
Remove the bearing, 1, spacer, 2, and
second gear, 3, from the shaft. 2 3
1
4-tr169
Figure 4-284
3. Use a snap ring pliers to remove the retaining

ring, 1, that positions the front synchronizer
1
assembly, 2, (first and second speed gear)
on the input shaft.
2
4-tr170
Figure 4-285
4-164
4. Carefully grip the ENTIRE synchronizer

assembly (from the bottom clutch disc to the
top clutch disc) and lift it off of the input shaft.
IMPORTANT: Do not lift on the outer shift
collar and attempt to remove the
synchronizer from the shaft. The assembly
will fall apart and individual pieces (springs)
could be lost.
4-tr471
Figure 4-286
5. A good method of keeping the synchronizer

assembly from accidentally coming apart is
to install plastic tie straps, 1, around the
assembly until it is disassembled.
Identify the synchronizer for reassembly by
marking its location and orientation on the
input shaft on one of the clutch discs (i.e.
“FF”, meaning front synchronizer on the
input shaft, front clutch disc facing the
clutch).
1
NOTE: The front and rear synchronizer
will be disassembled later in this
procedure.
Figure 4-287
6. Remove the gear (first), 1, from the input

shaft.
4-tr173
Figure 4-288
4-165
7. Turn the shaft over and support it so that the

rear of the shaft faces upward. 7
4 6
Install the BLR20047 puller set components
and BLR20062 shaft protector, onto the input 3
shaft as shown: 3
2 5
1. Puller (BLR20047 puller set)
2. Shaft protector BLR20062
3. Pulling studs (BLR20047 puller set)
4. Bridge plate (BLR20047 puller set) 1
5. Screw (BLR20047 puller set)
6. Blocks (BLR20047 puller set) 4-tr174
7. Nuts (BLR20047 puller set) Figure 4-289
Position the puller so that the flat side of it is

adjacent to the rear bearing cone. The puller
will clamp around the shaft spacer when
tightened.
8. Tighten the bridge plate screw and pull the

rear bearing cone and shaft spacer off of the 3
input shaft. 1 2
Remove the bearing, 1, spacer, 2, and third
gear, 3, from the shaft.
4-tr175
Figure 4-290
9. Use a snap ring pliers to remove the retaining

ring, 1, that positions the rear synchronizer
assembly, 2, (third and fourth speed gear) on 1
the input shaft.
4-tr176
Figure 4-291
4-166
10. Carefully grip the ENTIRE synchronizer

assembly (from the bottom clutch disc to the
top clutch disc) and lift it off of the input shaft.
IMPORTANT: Do not lift on the outer shift

collar and attempt to remove the
synchronizer from the shaft. The assembly
will fall apart and individual pieces (springs)
could be lost.
4-tr177
Figure 4-292
11. A good method of keeping the synchronizer

assembly from accidentally coming apart is
to install plastic tie straps, 1, around the
assembly until it is disassembled.
Identify the synchronizer for reassembly by

marking its location and orientation on the
input shaft on one of the clutch discs (i.e.
“RR”, meaning rear synchronizer on the input
shaft, rear clutch disc facing the pump). “RR”
2
NOTE: The front and rear synchronizer 1
will be disassembled later in this
procedure.
Figure 4-293
12. Remove the gear (fourth), 1, from the input

shaft.
4-tr179
Figure 4-294
4-167
Disassembly of the Synchronizers
NOTE: Both synchronizers on the input shaft

are disassembled, inspected and
reassembled in the exact same manner as
they are identical.
IMPORTANT: As individual components of the

synchronizer are removed, lay them out on the
work table so as to keep mated parts together
(i.e. synchronizer cones from each side of the
assembly should be kept separate so that they
are reassembled to each other).
1. Lay the synchronizer on a flat surface and

remove the two plastic tie straps that were
installed during input shaft disassembly. 1
Remove the clutch disc, 1, from one side of

the assembly.
4-tr180
Figure 4-295
2. Remove the inner synchronizer ring, 1, from

the assembly.
1
4-tr181
Figure 4-296
4-168
3. Remove the intermediate (friction) ring, 1,

from the synchronizer. 1
4-tr182
Figure 4-297
4. Remove the outer ring, 1 from the assembly.
4-tr183
Figure 4-298
5. Remove the three drive blocks, 1, from the

synchronizer body, 2.
1
4-tr184
Figure 4-299
4-169
6. Carefully lift the synchronizer collar, 1,

upward. Do not allow the three pressure
pieces, 2, to fall out of the collar as it is
removed.
4-tr185
Figure 4-300
7. Remove the pressure pieces, 1, and the

1
springs, 2, from the synchronizer body, 3.
4-tr186
Figure 4-301
8. Lift the synchronizer body, 1, from the other

half of the synchronizer components.
4-tr187
Figure 4-302
4-170
9. Remove the outer ring, 1, from the opposite

half of the synchronizer components. 1
4-tr188
Figure 4-303
10. Remove the intermediate (friction) ring, 1,

from the assembly.
4-tr189
Figure 4-304
11. Remove the inner ring, 1, from the clutch

disc, 2.
1
4-tr190
Figure 4-305
4-171
Inspection of the Synchronizers
NOTE: All the individual components of the

synchronizer are available from Parts. It is
suggested that the three synchronizer rings
(on each side of the assembly) be replaced as
a set if any single ring is worn.
1. Inspect the clutch discs for wear on the inner

teeth, 1, (mate with the speed gear teeth) and
outer teeth, 2, (mate with the synchronizer
collar). The outer teeth should not show any
galling or metal transfer. The inner teeth
should fit over the speed gear teeth with
minimal radial movement when the two
pieces are rotated against one another.
1
NOTE: The outer teeth have an angled
profile (shaped like an arrow head) that 2
faces the synchronizer collar. The angled
profile should not be confused with worn
or damaged clutch disc teeth. 4-tr191
Figure 4-306
2. The three synchronizer rings on each side of

the assembly must be checked individually
for visual wear.
The three pieces will be mated together and
measured for wear later in this inspection
procedure.
The three synchronizer cones are identified

as follows:
1. Inner ring
2. Intermediate (friction) ring
1 2 3
3. Outer ring 4-tr192
Figure 4-307
3. Inspect the inner synchronizer ring for wear

on the outer ring surface, 1.
1
4-tr193
Figure 4-308
4-172
4. The outer ring surface, 1, will show some

discoloration due to heat generated during
transmission shifting. The discoloration, as
long as it is moderate and not continuous
around the entire diameter of the ring, is not
detrimental to the operation of the
synchronizer.
The surface should show no galling or metal
transfer from adjoining components. No
cracks in the ring surface or edges should be
found. 1
4-tr194
Figure 4-309
5. Inspect the intermediate (friction)

synchronizer ring for wear on the inner, 1,
and outer, 2, ring surface.
The intermediate ring is made from a special
material that resists wear and heat and is
1
very durable.
2
4-tr195
Figure 4-310
6. The inner and outer surface of the

intermediate ring has an alternating raised
and recessed surface made from a frictional
material.
The raised surfaces of the material will
normally show some wear. Normal wear is
signified by a light polishing of the material
which will give a white or shiny appearance.
The surface should show a pronounced
difference between the raised and recessed
areas of the ring.
No burned or discolored areas should be

evident on the surfaces. Dark discoloration 4-tr196
indicates excessive heat that may cause the Figure 4-311
transmission oil to carburize on the frictional
material. The raised areas must not be
smeared or show any evidence of material
transfer. No cracks in the surface or edge of
the rings should be visible.
4-173
7. Inspect the outer synchronizer ring for wear

on the inner ring surface, 1, and wear on the
outer diameter teeth, 2.
1
2
4-tr197
Figure 4-312
8. The inner ring surface will show some

discoloration due to heat generated during
transmission shifting. The discoloration, as
long as it is moderate and not continuous
around the entire diameter of the ring, is not
detrimental to the operation of the
synchronizer.
The surface should show no galling or metal
transfer from adjoining components. No
cracks in the ring surface or edges should be
found.
4-tr198
Figure 4-313
4-174
9. Inspect the synchronizer collar for wear or

damage.
The inside diameter gear teeth, 1, should not
show any galling or metal transfer. The inner 2
3
teeth should fit over the clutch disc teeth
easily without catching on each other.
The inner teeth have an angled profile

(shaped like an arrow head) that faces each
clutch disc. The angled profile should not be
confused with worn or damaged collar teeth. 1 4
Each gear tooth on the collar is notched, 2,
4-tr199
on the side profile of the tooth. This notch
should be pronounced and clearly visible on Figure 4-314
each tooth.
Three gear teeth (120 degrees apart) will

have a recess, 3, cut into the top profile of the
tooth. This is where the synchronizer
pressure pieces fit when the component is
assembled. The adjacent teeth, 4, on either
side of the notched tooth will have a slight
machining mark on their top profile (made
during manufacture when the center tooth
recess is cut).
10. Inspect the outside diameter, 1, of the

synchronizer collar where the speed shift
fork rides. The diameter should be smooth 2
2
and free of surface imperfections.
Each side, 2, of the collar should show no

wear or metal transfer from the shift fork. The
side should be smooth with no evidence of 1
heat or lack of lubrication. The original width
is 12.4 - 12.6 mm (0.488I - 0.496I).
4-tr200
Figure 4-315
4-175
11. Inspect the synchronizer body for wear or

damage. The internal teeth, 1, can show 2
visual wear, but should not have more the
0.13 mm (0.005I) wear on either side of any
individual gear teeth. The body should spline
onto the input shaft with no binding and
should not have more then 0.254 mm
(0.010I) radial movement when the two 1
components are rotated against one
another.
The external teeth, 2, of the body should be

smooth and free of damage. The
synchronizer collar should slide freely over 4-tr201
the splines with no binding.
Figure 4-316
12. Inspect the drive blocks for wear. There

should be no grooves or metal transfer on the
sides in the notches of the blocks.
4-tr202
Figure 4-317
13. Check the pressure pieces for wear on the

round surface, 1, that fits into the notch of the 2
synchronizer collar. Some evidence of wear
will be present in this area, but no metal
transfer or galling should be present. The pin
area of the piece should have no wear from
the spring. The pressure piece springs, 2,
should have no cracked coils.
1
4-tr203
Figure 4-318
4-176
14. The final inspection of the synchronizer

components will check the amount of wear
on the three synchronizing rings.
3
To do this, assemble each set of rings (three 2
rings on each side of the synchronizer) in
their proper orientation onto the respective
clutch disc, 1, for each side of the
synchronizer. Rotate the components
against each other to insure uniform contact
of all pieces.
1
There should be a gap, 2, between the outer
ring, 3, and the clutch disc. The width of the 4-tr204
gap will determine the amount of wear on all
three rings of the synchronizer. The greater Figure 4-319
the width of the gap, the less wear on the
rings.
15. Apply firm hand pressure (approximately

18 Kg [40 lbs]) to the full circumference of the
outer ring. Using a feeler gauge, 1, measure
the width of the gap between the clutch disc
and the outer ring. Take this measurement at
three different locations 120 degrees around
the circumference of the assembly. Add all
three measurements together and divide by
three to get an average measurement of the
gap width.
Example: 1
Measurement A 1.7 mm (0.067I) 4-tr205
Measurement B 1.9 mm (0.075I) Figure 4-320
Measurement C 1.6 mm (0.063I)
Total 5.2 mm (0.205I)
divided by 3 = 1.73 mm
(0.068I) average width
of the gap.
Compare the average gap width
measurement with the following information
to determine the amount of wear on the
synchronizer rings:
Typical new 2.0 mm - 2.4 mm

synchronizer gap (0.078I - 0.094I)
width
Minimum gap width 1.5 mm (0.059I)
allowable
If the average gap measurement does not
meet the minimum allowable specification,
replace all three rings of the synchronizer (on
the affected side only) as a complete set.
4-177
Reassembly of the Synchronizers
1. Coat the components of the synchronizers 3

with clean transmission oil.
2. Lay one clutch disc, 1, on a flat surface with
the pointed end of the external gear teeth, 2,
facing upward.
Place the inner synchronizer ring, 3, onto the
clutch disc with the lugs of the ring facing
upward.
1 2
Figure 4-321
3. Install the intermediate (friction) ring, 1, over

the top of the inner ring, 2. The lugs of the 2
friction ring should fit into the cut-out notches,
3, of the clutch disc.
1
Figure 4-322
4. Place the outer synchronizer ring, 1, over the

top of the friction ring with the lugs of the
outer ring facing upward. 1
4-tr208
Figure 4-323
4-178
5. Align the lugs of the inner and outer

synchronizer rings by spinning the
components on the clutch disc.
Place the synchronizer body, 1, on top of the 1
assembled rings. Be sure that the lugs of the
inner and outer rings are located in the three
body cutouts.
NOTE: The synchronizer body can be

installed onto the rings in either direction
as it is a symmetrical component.
4-tr209
Figure 4-324
6. Install the three pressure pieces, 1, and

springs, 2, into the holes in the synchronizer 1
body, 3.
IMPORTANT: The rounded radius end of the 2
pressure piece must be orientated in the
body so that the synchronizer collar will slide 3
laterally over the round surface. The square
sides of the pressure piece are orientated
adjacent to the body cutout slots. Failure to
install the pressure pieces properly in the
body will result in the synchronizer assembly
locking in the shifted position and it will not
return to the center or neutral position.
Figure 4-325
7. Place the collar, 1, over the synchronizer

components being careful to line up the
machined recess of the internal teeth of the
collar with the pressure pieces, 2, and the
teeth on the body.
Place the rounded radius of the pressure
pieces into each machined recess of the 2
collar. Make sure the pin portion of the
pressure piece and the spring are started into
the holes of the body. 1
Use firm hand pressure on the collar (around

the outer diameter, especially adjacent to the
pressure pieces) and snap the collar 4-tr211
downward over the body. Be sure that the Figure 4-326
pressure pieces have their round radius
positioned in the collar teeth machined
recesses. The collar will be shifted to the
center (neutral) position.
4-179
NOTE: It may take several attempts to

properly install the collar onto the
synchronizer body with the pressure
pieces properly positioned. Repeat the
process until the collar is properly
positioned.
8. Install the three drive blocks, 1, into the

synchronizer body. Be sure to align the lugs
of the inner and outer rings with the cutouts in
the blocks. It may be necessary to spin the
rings to align the blocks and lugs.
1
NOTE: The blocks can be installed into
the body in any one of the three positions
with either side facing upward as it is a
symmetrical component.
4-tr212
Figure 4-327
9. Place the outer ring, 1, (lugs of ring facing

downward) into the collar, being careful to
line up the lugs with the cutouts, 2, of the 2 1
drive blocks.
Figure 4-328
10. Place the intermediate (friction) ring, 1, (lugs

facing upward) into the outer ring, 2. 2
1
Figure 4-329
4-180
11. Install the inner ring, 1, (lugs facing

downward) into the friction ring. Be careful to
line up the lugs with the cutouts of the drive 1
blocks.
4-tr215
Figure 4-330
12. Install the clutch disc, 1, onto the

synchronizer assembly so that the lugs of the
friction ring enter the cutouts in the disc. The
1
pointed end of the clutch disc outer teeth
should point downward toward the
synchronizer body.
4-tr216
Figure 4-331
13. The synchronizer is now completely

assembled.
IMPORTANT: Do not move the collar, or the

assembly will come apart.
Reinstall the plastic tie straps, 1, around the

assembled component so as to keep it from
accidentally falling apart while completing
other transmission repair procedures.
1
Figure 4-332
4-181
Inspection of the Input Shaft Components
1. Inspect the input shaft for wear or damage.

Pay particular attention to the areas on the 2 3 4 5 6
shaft where the gears and bearings ride. No 1
evidence of galling or wear should be found.
Measure the shaft in the areas shown and
compare the readings to the following
original shaft diameters:
1. Front bearing journal 55mm - 55.032mm
(2.16I - 2.17I)
2. Second gear journal 64.970mm - 65mm
(2.55I - 2.56I) 20003867
3. First gear journal 79.970mm - 80mm
Figure 4-333
(3.148I - 3.15I)
4. Fourth gear journal 79.970mm - 80mm
(3.148I - 3.15I)
5. Third gear journal 64.970mm - 65mm
(2.55I - 2.56I)
6. Rear bearing journal 55mm - 55.03mm
(2.16I - 2.17I)
Check to be sure that the small lubrication

drillings, 1, and the oil grooves, 2, in the input
shaft are free of all debris and have no sharp
edges that could catch the ID of the top shaft 1
gears.
The spline areas of the input shaft (where the
synchronizers are positioned and the clutch
hub spline) can show visual wear, but should
not have more than 0.13 mm (0.005I) wear
on either side of any individual gear teeth.
The synchronizer body and clutch hub 2
should spline onto the input shaft with no
binding and should not have more than 0.254
4-tr219
mm (0.010I) radial movement when the two
components are rotated against one Figure 4-334
another.
Inspect the input shaft front bushing, 1, for

wear or damage. The front bushing is a press
fit in the shaft and is slightly recessed from
the shaft end.
The bushing can show visual wear, but

should have no galling or pitting in the
surface. Original bushing ID when installed in
the input shaft is 35.09 mm - 35.41 mm
(1.38I - 1.39I).
1
4-tr220
Figure 4-335
4-182
Inspect the input shaft rear bushing, 1, for

wear or damage. The rear bushing is a press
fit in the shaft and is flush with the shaft end.
The bushing can show visual wear, but

should have no galling or pitting in the
surface. Original bushing ID when installed in
the input shaft is 35.09 mm - 35.41 mm
(1.38I - 1.40I).
The front and rear input shaft bushings are

replaceable components. To remove a worn
bushing, have a machine shop bore the 1
bushing thin enough so that it can be peeled 4-tr221
out of the shaft.
Figure 4-336
IMPORTANT: Do not attempt to remove the
bushing with a chisel as damage to the ID of
the input shaft will result.
Reinstall the replacement bushing into the

shaft by pressing the new bushing into place.
The bushings will rest on a shoulder in the ID
of the shaft when pressed into proper
position.
The bushings require no reaming after they

are pressed into the shaft. The live shaft
journal original diameter is 34.4 mm -
34.5 mm (1.35I - 1.36I) resulting in a
clearance of 0.64 mm - 1.01 mm (0.030I -
0.040I) between the live shaft and
bushing ID.
2. Inspect the live shaft journals, 1, for wear. No

galling of the journal or material transfer from
the bushings should be evident. The live
shaft journal original diameter is 34.4 mm - 2 1 1 3
34.5 mm (1.35I - 1.36I).
Inspect the splines for the input stub shaft, 2,
and rear drive, 3, (Pump drive or PTO/pump
drive). The splines can show visual wear, but
should not have more than 0.13 mm (0.005I)
wear on either side of any individual gear
teeth. There should not be more than 0.254
mm (0.010I) radial movement when the live
shaft is mated with its drive or driven
10001969
components and they are rotated against
one another. Figure 4-337
4-183
3. Inspect the four input shaft gears for chipped,

worn or broken teeth. A normal wear pattern
on the gear teeth (pattern centered vertically
and horizontally on each tooth) should be
visible and does not warrant gear
replacement.
1 3
Inspect the teeth on the side of each gear that
spline to the synchronizer clutch disc. The
inner teeth of the clutch disc should fit over
the speed gear side teeth with minimal radial
movement when the two pieces are rotated
against one another. 2
4
4-tr223
The side (thrust face) of each gear should
show no wear or evidence of lack of Figure 4-338
lubrication.
Inspect the inner bore of each gear for wear

or evidence of material transfer from the
input shaft journals. Measure each gear ID
and compare to the original bore diameter as
follows:
1. First gear (31 teeth) 80mm - 80.019mm

(3.14I - 3.15I)
2. Second gear (34 65mm - 65.019mm
teeth) (2.55I - 2.56I)
3. Third gear (37 teeth) 65mm - 65.019mm
(2.55I - 2.26I)
4. Fourth gear 80mm - 80.019mm
(40 teeth) (3.14I - 3.15I)
4. Inspect the tapered roller bearings (cup and

cone) for wear. No galling or pitting of the
rollers or cup surface should be evident.
4-184
Reassembly of the Input Shaft
1. Make sure that all lubrication passages in the

input shaft are clean and free of debris.
Coat all input shaft components with clean
transmission oil.
2. Orientate that input shaft so that the front end

is facing upward.
Install the first (31 teeth) gear, 1, onto the
shaft. Be sure that the gear rests against the
machined shoulder on the shaft. The teeth on
the side of the gear must face upward when it
is installed on the shaft.
NOTE: The gear is a tight fit on the 1

machined journal of the shaft. The gear
should fit over the journal with hand
pressure. Do not force it into position. Be
sure it is well lubricated with
transmission oil during installation. 4-tr224
Figure 4-339
3. Remove the plastic tie straps (installed

during reassembly) from the front
synchronizer.
Carefully lift the synchronizer, 1, and install it 1
onto the input shaft. Be sure that the
synchronizer body splines to the shaft and
the clutch disc splines to the first gear side
teeth.
Be sure that the synchronizer is orientated on

the input shaft properly using the
identification marks (“FF”) installed during
input shaft disassembly.
4-tr225
IMPORTANT: Do not lift on the synchronizer Figure 4-340
collar or the assembly will come apart.
4-185
4. Install the snap ring, 1, into the input shaft

groove. Be sure that the ring is fully seated in
the groove around the full shaft diameter. 1
4-tr226
Figure 4-341
5. Install the second (34 teeth) gear, 1, onto the

shaft. The teeth on the side of the gear must 1
face downward and mate with the
synchronizer side teeth when it is installed on
the shaft.
NOTE: The gear is a tight fit on the
transmission oil during installation.
4-tr227
Figure 4-342
6. Install the spacer, 1, onto the shaft. The

spacer is a symmetrical component and can
be installed on the shaft in either direction. 1
4-tr228
Figure 4-343
4-186
7. Place the front input bearing into a bearing

oven (or similar heating device) and heat to 1
121_C (250_F) for 30 minutes. This will
expand the bearing so that it can be installed
onto the input shaft.
IMPORTANT: Do not heat the bearing with a
torch as damage to the bearing will result
from uneven heating.
Heating the bearing and placing it on the

shaft is the preferred installation method.
The bearing is a press fit on the shaft and
driving an unheated bearing onto the shaft
4-tr229
could damage both components.
Figure 4-344
Place the heated bearing, 1, onto the input
shaft. Be sure the bearing rests on the
spacer. Allow the bearing to cool and grip the
shaft before disturbing the assembly.
CAUTION: TO PREVENT INJURY, WEAR

GLOVES WHEN HANDLING THE HEATED
BEARING.
8. Orientate that input shaft so that the back end

is facing upward.
Install the fourth (40 teeth) gear, 1, onto the
shaft. Be sure that the gear rests against the
machined shoulder on the shaft. The teeth on
the side of the gear must face upward when it 1
is installed on the shaft.

transmission oil during installation. 4-tr230
Figure 4-345
4-187
9. Remove the plastic tie straps (installed

during reassembly) from the rear
synchronizer.
Carefully lift the synchronizer, 1, and install it
1
onto the input shaft. Be sure that the
synchronizer body splines to the shaft and
the clutch disc splines to the fourth gear side
teeth.
Be sure that the synchronizer is orientated on RR

the input shaft properly using the
identification marks (“RR”) installed during
input disassembly.
IMPORTANT: Do not lift on the synchronizer Figure 4-346

collar or the assembly will come apart.
10. Install the snap ring, 1, into the input shaft

groove. Be sure that the ring is fully seated in
the groove around the full shaft diameter.
RR
Figure 4-347
11. Install the third (37 teeth) gear, 1, onto the

shaft. The teeth on the side of the gear must
face downward and mate with the 1
synchronizer side teeth when it is installed on
the shaft.

transmission oil during installation.
4-tr233
Figure 4-348
4-188
12. Install the spacer, 1, onto the shaft. The

spacer is a symmetrical component and can
be installed on the shaft in either direction.
1
4-tr234
Figure 4-349
13. Place the rear input bearing into a bearing

oven (or similar heating device) and heat to 1
121_C (250_F) for 30 minutes. This will
expand the bearing so that it can be installed
onto the input shaft.


shaft is the preferred installation method.
The bearing is a press fit on the shaft and
driving an unheated bearing onto the shaft 4-tr235
could damage both components. Place the
heated bearing, 1, onto the input shaft. Be Figure 4-350
sure the bearing rests on the spacer. Allow
the bearing to cool and grip the shaft before
disturbing the assembly.

BEARING.
4-189
14. The assembled input shaft is now ready for

reinstallation into the transmission.
4-tr236
Figure 4-351
Rear Pump Adapter (Tractors not

equipped with an Optional PTO) 1
Disassembly
1. The pump adapter has no machined nose on

the front of it. A flat flange area, 1, mates to
the transmission housing. A bolt-in ring
adapter is used to set the input shaft bearing
end play.
4-tr238
Figure 4-352
2. Remove the lubrication supply elbow, 1, from

the housing. Using an allen wrench, remove
the screw-in orifice, 2, from the lubrication 1
port.
Inspection
1. Check to be sure the orifice is free of all

debris. The orifice size is 2.5 mm (0.010I).
2. Check to be sure that the flange area that
mates to the housing is not damaged so as to 2
cause a leak when the adapter is installed on
the transmission. Light scratches can be
removed with a fine abrasive cloth.
Reassembly Figure 4-353
1. Reinstall the orifice into the lubrication port of

the adapter. Tighten securely.
2. Reinstall the elbow fitting into the lubrication
port of the adapter.
4-190
PTO Transfer Case (Tractors equipped

with an Optional PTO)
1. For information regarding Disassembly,
Inspection and Reassembly of the PTO
transfer case, refer to Section 7 - PTO of this
manual.
4-tr240
Figure 4-354
TRANSMISSION PUMP
Disassembly
1. Scribe identification lines, 1, onto the pump

body and end caps to be used for reassembly
purposes.
2. Remove the O ring, 2, from the front pilot of 1
the pump. Discard the O ring.
2
10001945
Figure 4-355
3. Remove the four allen head through bolts, 1,

from the pump end cap.
10001946
Figure 4-356
4-191
4. Remove the pump end cap, 1, from the pump

body, 2. Remove the seals, 3, from the end 2 1
cap.
10001947
Figure 4-357
5. Remove the pump body, 1, from around the

gear set, 2. Pull the first wear plate, 3, off the 2 1
gear set, noticing how the side with the five
dimples faces the gear set. Notice also how
the dimples are toward the pressure side of
the pump.
3
10001949
Figure 4-358
6. Remove the idler gear, 1, and drive gear, 2,

from the front plate. Remove the second 1
wear plate, 3, from the front mounting plate. 3
Notice also how the five dimples, 4, of this
wear plate also face the gear set and are
toward the pressure side of the pump.
10001950 2
Figure 4-359
4-192
7. Remove the seals, 1, from the front plate, 2.

2
1
10001951
Figure 4-360
8. Remove the retaining ring, 1, from the pump

front cover. Remove the input shaft seal, 2,
from the pump using an appropriate seal 1
puller. Discard the seal.
10001952
Figure 4-361
Inspection

with compressed air.
2. Inspect the pump body for wear or damage.
Measure the pump body inner diameter on
the drive and idler gear side as shown. The
measurement should be taken in the gear set
travel area of the body. The maximum
dimension recorded should be no more than
46.2 mm (1.82″). If the body is worn beyond
specifications, replace the pump (other
pump components are probably worn along 10001953
with the body, making pump rebuild
impractical). Figure 4-362
4-193
During normal operation of the pump, the

gear set teeth will contact the pump body.
This is the designed intention of the gear
pump and provides for a tight seal of the
When the components touch each other,

material will be worn from the pump body.
The majority of this wear will be visible on the
suction side of the pump body. This is due to
pump outlet pressure pressing the gear set
toward the suction side of the pump.
The wear area on the suction side of the 10001954

pump should never extend more then 1/3 the
total inner circumference of the body. The Figure 4-363
depth of the wear area should never exceed
the maximum inner diameter of the body as
detailed in step # 1. If the wear area is beyond
specifications, replace the pump (other
pump components are probably worn along
with the body, making pump rebuild
impractical).
3. Inspect the bushing inner sleeves for wear or

damage. Light surface contact on the suction
side, 1, of the sleeve is permissible and does
1
not warrant replacement of the entire
bushing. The sleeve should not show
evidence of wear around the entire inner
diameter, discoloration from lack of
1
lubrication, smearing of the sleeve material,
material transfer from the gear set journals.
Measure the sleeve inner diameter with an
inside micrometer. Maximum diameter
before bushing replacement is required is
24.03 mm (0.946″).
10001955
NOTE: Severe wear in this area indicates Figure 4-364
a major failure of this and other pump
internal components. It is advisable to
replace the entire pump as rebuild with
individual components is impractical.
4-194
4. Inspect the gear set for wear. The gear teeth

will have a brushed appearance that is
uniform on the front and rear surface of each 1
tooth. Pumps with many hours of use may
begin to show polishing of the teeth where
the drive and idler gear teeth go in and out of
mesh. As long as the wear is uniform across
the face of the tooth, the gear set is reusable.
Inspect the drive gear for any grooving in the 2 2
area where the input shaft seal rides, 1. Light
wear can be removed with fine abrasive
cloth. Grooving that can be felt with a
fingernail warrants gear set replacement. 10001956
Measure the shaft diameters, 2, of each gear Figure 4-365

where they fit into the bushing sleeves.
Minimum shaft diameter before gear set
replacement is required is 23.95 - 24.00 mm
(0.943″ - 0.945″).
The shaft diameters can show light traces of

contact with the bushing sleeves, but no
wear that can be detected with a fingernail
should be present.
No discoloration of the gear teeth or obvious

damage (chipped teeth) should be evident.
NOTE: Severe wear in this area indicates

Inspect the input shaft splines, 1, for wear.

The splines can show visual uniform wear 1
across the teeth, but not more then 0.13 mm
(0.005″) wear on either side of any individual
tooth. There should not be more then 0.254
mm (0.010″) radial movement when the input
shaft splines are mated with the pump drive
components and they are rotated against
one another.
Check the gear set gears, 2, for cracks at the

tooth root, or abnormal wear on the sides of
the individual gears. Replace the gear set as
necessary. 10001957
2
NOTE: Severe wear in this area indicates Figure 4-366

4-195
5. Inspect the wear plates for excessive or

uneven wear. The wear plate original
thickness is 2.74 - 2.79 mm (0.108″ - 0.110″).
NOTE: Severe wear in this area indicates
10001958
Figure 4-367
Reassembly
1
1. Coat all pump components (including seals
and O rings) with clean transmission oil. 1
Install the end cap seals, 1.
10001948
Figure 4-368
2. Install the wear plate, 1, on the end cap.

Make sure the side with the five dimples, 2,
faces the gear set and the dimples are on the
pressure side of the pump. 1
10001959
Figure 4-369
4-196
3. Install the input drive gear, 1, and idler gear,

2, in the end cap on top of the wear plate. Be
sure that both gear shafts fit into the bushings 1
properly. 2
4. Install the wear plate, 3, onto the gear set.
Make sure the side with the five dimples
faces the gear set and the dimples are on the
pressure side of the pump.
3
10001960
Figure 4-370
5. Place the pump body, 1, over the gear set,

lining up the identification marks made
during disassembly. 1
10001961
Figure 4-371
6. Using an appropriate driver, install a new

input shaft seal, 1, into the pump front cover, 2
2. Install the seal with the spring side facing
downward toward the cover. The seal must 3
be driven into the cover far enough to allow
installation of the snap ring, 3, into the cover 1
groove.
10001952
Figure 4-372
4-197
7. Install the front plate seals, 1, on the inside of

the plate.
1
10001951
Figure 4-373
8. Place a piece of tape, 1, over the splined area

of the pump input shaft. This will protect the 1
pump shaft seal from damage during front
cover installation.
9. Lubricate the input shaft seal with petroleum
jelly. Carefully slide the front cover assembly,
2, over the input shaft and onto the pump 2
body. Make sure the cover is fully seated on
the dowel pins in the body.
Remove the piece of tape from the spline
area of the input shaft.
10. Support the front cover of the pump so that it 10001962

will not separate from the body. Turn the
Figure 4-374
pump over so that the back end faces
upward.
IMPORTANT: It is extremely important that

the seals installed on the front end of the
pump are not disturbed when the pump is
turned over.
4-198
11. Install the four through bolts, 1, into the

pump assembly. Tighten the bolts to 97 N·m
(72 ft lbs).
IMPORTANT: Do not overtorque the through
bolts of the pump or the internal gear set will
bind on the endcaps.
12. Place a small quantity of clean transmission
oil into the suction port of the pump. Rotate the
input shaft of the pump by hand to distribute
the oil to the internal components.
The pump should turn over freely with no
binding. Moderate resistance will be felt on
the pump as it turns over. If the shaft cannot
Figure 4-375
be turned over by hand, an error has been
made in pump assembly. Disassemble the
pump and correct the assembly concern.
Top Countershaft
Disassembly
1. BSN 4K8940 (Figure 4-376a) - The top
countershaft assembly consists of a splined
shaft that has five individual gears, 1,
pressed on it. The transmission brake hub,
2, is also pressed on the rear of the shaft.
Tapered roller bearing cones, 3, are pressed
onto shoulders at each end of the shaft.
2. ASN 4K8939 (Figure 4-376b) - The top
countershaft assembly consists of a splined
shaft that has four individual gears, 1,
pressed on it and one integral gear, 2. The Figure 4-376a
transmission brake hub, 3, is also pressed on
the rear of the shaft. Tapered roller bearing
cones, 4, are pressed onto the shoulders at
1
each end of the shaft. 4 2 1 4
The method of repair of the shaft will depend
upon the amount of damage to the shaft
components. If an individual gear or bearing
has failed, then the individual component can
be removed from the shaft and replaced.
If several components of the shaft require
replacement, it may be more economical
to replace the entire shaft as an assembly.
Buhler Versatile supplies the top countershaft
assembly as a complete component (shaft 3
and gears) through the Parts system.
TS-39
Figure 4-376b
4-199
2. To begin disassembly of the top

countershaft, the brake hub and rear tapered 4 5
roller bearing cone must be pulled from the 3
shaft. Install the following BLR20047 pulling
set components onto the shaft as shown: 2
6
1. Puller Assembly 7
1
2. Pulling Legs
3. Bridge Plate
4. Blocks
5. Nuts
6. OEM6048 Hydraulic Ram
4-tr271
7. OEM6048 Port-a-power
Figure 4-377
The puller assembly will grip the OD of the
brake hub when the OEM6048 port-a-power
is tightened.
3. Apply pressure to the OEM6048

port-a-power and pull the brake hub, 1, and
rear bearing cone, 2, from the countershaft.
4-tr272
Figure 4-378
4. Turn the shaft over so that the front tapered

roller bearing is facing upward. 4 5 3
Install the BLR20047 pulling set components 2

onto the shaft as shown: 6
1. Puller Assembly 1
2. Pulling Legs 7
3. Bridge Plate
4. Blocks
5. Nuts
4-tr273
7. OEM6048 Port-A-Power
Figure 4-379
4-200
The puller assembly will come up against the

front countershaft gear when the
port-a-power is tightened.
NOTE: It will be necessary to remove the

center screw-in arbor from the hydraulic
ram in order to install it in position under
the bridge plate.

port-a-power and pull the front countershaft 1
gear, 1, and front bearing cone, 2, from the
countershaft.
IMPORTANT: Steps #6 - #9 detail a specific
procedure for removal of the top
countershaft gears from the shaft. Each gear
is heat shrunk on the shaft and may take up
to 4545 kg (10,020 lbs) to remove a single
gear.
IMPORTANT: Do not attempt to remove

multiple gears at once. The gears are to be 2
4-tr274
removed from the shaft one at a time.
Figure 4-380
6. Place the countershaft assembly into a press

(front end facing upward) and support the
second (from the front of the shaft)
countershaft gear, 1, as shown.
Support the lower end (brake end) of the
shaft from underneath the press so that it will 1
not fall when the shaft is pressed from the
gear.
Apply pressure to the press and remove the

countershaft assembly from the second
countershaft gear.
4-tr275
Figure 4-381
4-201
7. Flip the shaft over so that the brake end of the

shaft faces upward. Place the countershaft
assembly into a press and support the fifth
(from the front of the shaft) countershaft
gear, 1, as shown.
Support the lower end (front end) of the

shaft from underneath the press so that it
will not fall when the shaft is pressed from
the gear.
Apply pressure to the press and remove

the countershaft assembly from the fifth
countershaft gear.
Figure 4-382
8. Flip the shaft over so that the front end of the

assembly into a press and support the third
gear, 1, as shown.
Support the lower end (brake end) of the

the gear.

the countershaft assembly from the third
countershaft gear.
NOTE: Not required On and ASN 4K8940.

Figure 4-383
9. Flip the shaft over so that the brake end of the

assembly into a press and support the fourth
gear, 1, as shown.
Support the lower end (front end) of the

the gear.

the countershaft assembly from the fourth
countershaft gear.
Figure 4-384
4-202
Inspection (BSN 4K8940 Shown)
1. Wash all top countershaft components in

cleaning solvent. Dry with compressed air.
2. Inspect the countershaft spline area, 1, for

any sign of galling or wear. No evidence of
wear should be present on the side of the
shaft splines. Wear indicates that the heat
shrunk countershaft gears are “chucking”
from side to side and are loose on the shaft.
The gears must be a pressed-on fit to the
shaft splines.
Figure 4-385
The front bearing journal, 1, of the shaft

should show no evidence of wear or lateral
movement of the bearing cone. Original
journal diameter is 55.0 mm - 55.032 mm
(2.165˝ - 2.166˝).
Figure 4-386
The rear bearing journal, 1, of the shaft

should show no evidence of wear or lateral
movement of the bearing cone. Original
(2.165˝ - 2.166˝).
The brake hub splines, 2, should show no

galling or wear on the side of each spline. Be
sure the lubrication passage, 3, in the shaft
is clear of all debris.
The bored hole, 4, in the rear of the shaft

should show no evidence of contact with the
lubrication supply tube in the transmission
brake housing. The original bore diameter is
Figure 4-387
16.0 mm - 16.01 mm (.629˝ - .633˝).
4-203
3. Inspect all five countershaft gears for wear or

damage. The outside teeth of the largest four
gears should show a normal pattern of wear
from the input shaft gears that mesh with
them. A normal contact pattern appears as a
polished area across the full width of each
tooth. The contact area will be roughly
centered in each tooth and will be more
prevalent on one side of the tooth then the
other (drive side of the tooth).
The smallest top countershaft gear, 1, is the
drive gear for the bottom countershaft 1
(meshes with the bull gear). This gear 4-tr282
transmits all the power from the input and top
countershaft to the bottom countershaft. The Figure 4-388
outside teeth of the gear should show a
normal pattern of wear from the bull gear that
meshes with it. A normal contact pattern
appears as a polished area across the full
width of each tooth. The contact area will be
roughly centered in each tooth and will be
more prevalent on one side of the tooth then
the other (drive side of the tooth).
The inside spline of all five gears should

show no evidence of wear. Wear indicates
that the heat shrunk gears are “chucking”
from side to side and are loose on the shaft.
The gears must be a pressed-on fit to the
shaft splines.
4. Inspect the brake hub for wear or damage.

The outer spline, 1, of the hub should have no
evidence of wear from the transmission
brake plates sliding laterally on it. No nicks or
scoring should be present on the splines that
could cause the plates to hang up resulting in
a malfunction of the brake.
2
The lubrication passages in the hub should
be clean and free of debris.
The inner spline, 2, of the hub should show

no evidence of wear. Wear indicates that the 1
heat shrunk hub is “chucking” from side to
side and is loose on the shaft. The hub must
be a pressed-on fit to the shaft splines. Figure 4-389

4-204
Reassembly Heating the components and placing them

on the shaft is the only installation method
1. Proper reassembly of the top countershaft is available. Unheated components cannot be
critical for transmission operation. The forced onto the shaft without damage to the
individual gears and brake hub must be components and the loss of the shrink fit
positioned on the shaft exactly as described necessary for proper operation.
in the following procedure.
IMPORTANT: Do not heat the components
The gears and hub must be heated and above 121_C (250_F) as damage will result.
placed on the shaft. Have all components The components must be heated for one full
properly supported and ready to be hour to properly expand them for installation
assembled when the heated gears are being on the shaft. Shortening the heating duration
installed. A delay while fitting a heated gear will result in the component cooling and
will cause the gear to cool and freeze on the freezing on the shaft before it is in proper
shaft before it is in the proper position, position.
resulting in removal of the gear and restarting
the installation procedure.
2. Place the five countershaft gears, brake hub

and shaft bearings into a bearing oven (or
similar heating device) and heat to 121_C CAUTION: TO AVOID INJURY, ALWAYS
(250_F) for one hour. This will expand the WEAR GLOVES WHEN HANDLING THE
components so that they can be installed HEATED COMPONENTS.
onto the top countershaft.
IMPORTANT: Do not heat the components
with a torch as damage will result from
uneven heating.
4-205
BSN 4KE940
3. Orientate the top countershaft so that the 1
brake hub splines, 1, are facing upward.
Install the BLR20055 gauge block, 2, onto
the front end of the shaft. The gauge block
will fit over the front bearing journal and will
rest against the front shoulder of the shaft.
This is exactly the same point where the front
tapered roller bearing race will be positioned 2
when it is installed after the gears are
positioned on the shaft.
4-tr284
Figure 4-390
4. Place the heated 45 tooth gear (first gear

from the front of the shaft), 1, onto the shaft
so that the long hub on the gear faces
upward.
Line up the internal splined teeth of the gear
with the teeth on the shaft. Slide the gear
down onto the shaft so that it contacts the 1
BLR20055 gauge block. The gear and the
gauge block will make firm contact with each
other.
NOTE: The gear can be placed radially on 45T
the shaft in any position. The internal 4-tr285
gear teeth of the gear are not “timed” to
Figure 4-391
the splines of the shaft.
Driving tool BLR20068,1, is to be used to

help position the gear, 2, onto the shaft.
Place the tool over the shaft so that it is
against the gear shoulder and strike the top
of the tool with a heavy hammer.
NOTE: It is not necessary to drive the gear 1

onto the shaft with excessive force. The
heated gear may stick on the shaft splines
while it moves downward into position. 2
Tool BLR20063 is intended to assist in
moving the gear down past any tight
spots on the shaft splines. 45T
4-tr286
Figure 4-392
4-206
5. Allow the gear to cool and grip the shaft for

ten minutes. Place the shaft assembly into a
pail of cool (not cold) water. This will dissipate
any heat that transfers from the gear to the
shaft. Allow the components to cool so that
they both reach the temperature of the water.
NOTE: Each time a heated component is
placed on the shaft, it must be allowed to
cool and grip the shaft, then be quenched
in cool water to dissipate any heat
transferred between the components. If
the shaft heats up with each successive
heated component placed on it, the last
components will not fit, even if heated
properly, due to the shaft expanding.
6. Check the position of the 45 tooth gear, 1, on

the shaft. The gear must be flush with the 2 1
shaft splines, 2, as shown.
No portion of the shaft splines should be
sticking out of the end of the front 45 tooth
gear.
IMPORTANT: It is critical that the front 45

tooth gear be positioned flush on the end of
the shaft as described. Using the BLR20055
gauge block and installing the gear as
detailed will ensure proper positioning. The
front gear placement determines positioning
of the remaining four gears on the 4-tr287
countershaft. Failure to position the front
Figure 4-393
gear properly will lead to interference of the
remaining gears on the shaft and the bottom
countershaft gears, resulting in catastrophic
failure of the transmission internal
components.
7. Place the shaft assembly back into the

BLR20055 gauge block so that the brake hub
splines on the shaft face upward.
4-207
8. Repeat step #4 and #5 for the 48 tooth gear

(second gear from the front of the shaft), 1.
The gear is positioned on the shaft so that the
long hub on the gear faces downward.
48T
45T
4-tr288
Figure 4-394

(third gear from the front of the shaft), 1. The
gear is positioned on the shaft so that the
39T
48T
45T
4-tr289
Figure 4-395

(fourth gear from the front of the shaft), 1. The
long hub on the gear faces upward. 1
25T
39T
48T
4-tr290
45T
Figure 4-396
4-208

(fifth gear from the front of the shaft), 1. The
long hub on the gear faces upward. 1
42T
25T
39T
48T
45T
4-tr291
Figure 4-397
12. Place the heated brake hub, 1, onto the shaft

so that the teeth on the hub face upward. 1
Line up the internal splined teeth of the hub
with teeth on the shaft. Slide the hub into 2
42T
position so that the hub is seated against the
shoulder of the 42 tooth gear, 2. 25T
NOTE: The hub can be placed radially on 39T
the shaft in any position. The internal
gear teeth of the hub are not “timed” to 48T
4-tr292
45T
Figure 4-398
Due to machining tolerances of the shaft and

gears, the end of the brake hub, 1, may not
end up flush with the shaft splines, 2. Usually,
the splines will protrude through the hub. 2
1
This will not affect transmission brake
performance.
4-tr293
Figure 4-399
4-209
13. Install the heated top countershaft rear

bearing cone, 1, onto the shaft. Use an 1
appropriate driver (if necessary) to position
the bearing on the shaft. The bearing will seat
against the shaft rear shoulder.
Allow the bearing to cool for ten minutes

before disturbing the assembly.
14. Turn the shaft over (end for end) so that the
front end of the shaft faces upward.
Support the shaft weight on the rear 42 tooth

gear so as to protect the rear bearing cone
4-tr294
from damage when the shaft is placed on
end. Figure 4-400
15. Install the heated top countershaft front

bearing cone, 1, onto the shaft. Use an 1
appropriate driver (if necessary) to position
the bearing on the shaft. The bearing will seat
against the shaft front shoulder.

before disturbing the assembly.
4-tr295
Figure 4-401
16. Use compressed air to remove any traces of

water that may be on the shaft or gear teeth.
Coat the entire shaft assembly with clean
transmission oil to prevent any rust from
forming on the components.
4-tr296
Figure 4-402
4-210
Transmission Serial Number

ON & ASN 4K8940
1. Place the top countershaft in a press with

the brake hub splines, 1, facing upward as
shown. 2
2. Place the heated gear, 2, (third gear from the
front of the shaft) onto the shaft so that the 1
long hub on the gear faces upward.
3
with the teeth on the shaft. Press the gear
fully onto the shaft so that it contacts fixed
gear, 3.
TS-331
NOTE: The gears can be placed radially on
the shaft in any position. The internal gear Figure 4-403
teeth of the gears are not “timed” to the
splines of the shaft.
3. Allow the gear to cool and grip the shaft
for ten minutes. Place the shaft assembly
into a pail of cool (not cold) water. This will
dissipate any heat that transfers from the
gear to the shaft. Allow the components to
cool so that they both reach the temperature
of the water.
NOTE: Each time a heated component is

placed on the shaft, it must be allowed to
cool and grip the shaft, then be quenched in
cool water to dissipate any heat transferred
between the components. If the shaft heats
up with each successive heated component
placed on it, the last components will not
fit, even if heated properly, due to the shaft
expanding.
4. Place the heated gear, 4, (second gear from

the front of the shaft) onto the shaft so that
the long hub on the gear faces upward. 4
fully onto the shaft so that it contacts third
gear, 2.
TS-332
Figure 4-404
4-211
5. Place the heated gear, 1, (first gear from the

front of the shaft) onto the shaft so that the 1

fully onto the shaft so that it contacts second
gear.
TS-333
Figure 4-405
6. Check the position of the gear, 1, on the

shaft. The gear must be flush with the shaft
splines, 2, as shown. No portion of the shaft
splines should be sticking out of the end of
the front tooth gear.
2
IMPORTANT: It is critical that the front tooth
gear be positioned flush on the end of the
shaft as described. Failure to position the
front gear properly will lead to interference
of the remaining gears on the shaft and
the bottom countershaft gears, resulting
in catastrophic failure of the transmission TS-334
Figure 4-406
7. Turn the shaft over and place the heated

gear, 3, (first gear from the rear of the shaft)
onto the shaft so that the long hub on the 4
gear faces upward.
with the teeth on the shaft. Press the gear 3
fully onto the shaft so that it contacts fixed
gear.
8. Place the heated brake hub, 4, onto the shaft
so that the teeth on the hub face upward.
Line up the internal splined teeth of the hub
with teeth on the shaft. Slide the hub into
position so that the hub is seated against the
shoulder of the gear, 3.
TS-337
NOTE: The hub can be placed radially
on the shaft in any position. The internal Figure 4-407
gear teeth of the hub are not “timed” to
4-212
Due to machining tolerances of the shaft and

gears, the end of the brake hub may not end
up flush with the shaft splines. Usually, the 1
splines will protrude through the hub. This will
not affect transmission brake performance.
9. Press the heated top countershaft rear

bearing cone, 1, onto the shaft. The bearing
will seat against the shaft rear shoulder.

before moving the assembly.
TS-339
Figure 4-408
10. Turn the shaft over so that the front end of the
shaft faces upward.
Support the shaft weight on the rear tooth gear

so as to protect the rear bearing cone from 2
damage when the shaft is placed on end.
11. Install the heated top countershaft front bearing
one, 2, onto the shaft. Use an appropriate
driver (if necessary) to position the bearing
on the shaft. The bearing will seat against the
shaft front shoulder.
TS-340
before moving the assembly.
Figure 4-409
12. Use compressed air to remove any traces of

water that may be on the shaft or gear teeth.
Coat the entire shaft assembly with clean
TS-39
Figure 4-410
4-213
Transmission Brake (Two Disc Assembly

Shown)
Disassembly
1. Remove and discard the O ring, 1, from the
groove in the brake housing.
Figure 4-411
2. Remove the large snap ring, 1, from the

brake assembly. The snap ring has a small
amount of spring pressure against the
bottom of it from the clutch pack, but not
enough to force the ring from the housing.
Figure 4-412
3. Lift the snap ring, 1, and top steel separator

plated, 2, from the assembly.
Figure 4-413
4-214
4. Remove the two friction plates, 1, and

center steel separator plate, 2, from the
brake assembly.
NOTE: Transmission Serial Number
0D7630 and on contains four friction
plates, 1, and three separator plates, 2.
Figure 4-414
5. Remove the large snap ring, 1, from the

brake assembly. The snap ring has a small
amount of spring pressure against the
bottom of it from the clutch pack, but not
enough to force the ring from the housing.
Figure 4-415
6. Lift the snap ring, 1, and top steel separator

plated, 2, from the assembly.
Figure 4-416
4-215
7. Install the BLR20061 bridge plate, 1, over the

pulling studs. The bridge plate has
identification marks (“B”) adjacent to the 2 1
2
holes that are to be used for pulling the brake
piston.
Install the washers and nuts, 2, over the
studs. Evenly tighten the studs against the
bridge plate. The brake piston will be pulled
from its bore in the housing.
4-tr303
Figure 4-417
8. Remove the inner, 1, and outer, 2, sealing

ring from the piston. Discard both rings.
4-tr304
Figure 4-418
9. Remove the top countershaft rear bearing

race, 1, from the bore in the brake housing.
There are two recesses, 2, formed in the 1
housing to be used in race removal.
The lubrication supply tube, 3, is pressed into
the housing with a small amount of adhesive 3
applied to it. The tube can be removed, if
necessary, by applying a small amount of 2
heat to the housing (to break the adhesive)
and pulling the tube from the bore.
IMPORTANT: Use only enough heat to break

the adhesive bond. Do not overheat the
4-tr305
brake housing.
Figure 4-419
4-216
10. Turn the housing over so that the rear of it

faces upward. Remove the lubrication supply 1
fitting, 1, and brake pressure supply fitting, 2,
from the housing.
2
4-tr306
Figure 4-420
Use an allen wrench to remove the

lubrication supply orifice, 1, that is under the 1
lubrication supply fitting. The orifice is
threaded into the lubrication port of the
housing.
Inspection
1. Wash all components in cleaning solvent and

dry with compressed air.
NOTE: Do not wash the transmission
brake friction discs in cleaning solvent.
4-tr307
Figure 4-421
2. Inspect the piston bore, 1, in the brake

housing. The inner and outer diameters of 1
the bore should have no nicks or burrs that 2
could damage the piston seals. Minor
imperfections can be removed with a fine
abrasive cloth.
The pressure supply port, 2, should be free of
any debris.
Figure 4-422
4-217
3. Inspect the top countershaft rear bearing

race bore, 1, in the brake housing. The bore
should show no evidence that the race has
spun inside the bore. The race should be a
press fit in the housing (installation with an
appropriate driver and hammer). The original
bore diameter in the housing is 99.9825 mm-
100.0175 mm (3.936˝ - 3.937˝).
4. Inspect the orifice removed from the
lubrication supply port. It must be free of all
debris. Orifice size is 1.8 mm (0.070˝).
Figure 4-423
5. Inspect the piston for wear or damage. No

nicks or burrs must be present on the OD or
ID. The piston should show no evidence of
contact with the brake housing bore. Slight
imperfections can be removed with fine
abrasive cloth.
The inner and outer sealing ring grooves must
have no imperfections that could damage the
sealing rings when installed.
The threaded holes, 1, in the bottom of the
piston must not be damaged. The holes are
threaded to 5 mm.
6. Inspect the steel separator plates for wear Figure 4-424

or damage. The contact surface must not be
scored, pitted or discolored by heat.
NOTE: The top and bottom separator
plates, 1, are identical. The center
separator plate, 2, is identified by the
forked tangs, 3, on its outer diameter.
NOTE: Transmission Serial Number
OD7630 contains three centre separator
plates.
The steel separator plates must be flat. To
check for flatness, place the plates on a
known flat surface (i.e. glass) and check for
100% surface contact with no warping of the
plate.
Original plate thickness is 3.9 mm - 4.1 mm
(0.153˝ - 0.161˝). Any plate measuring less
then this must be replaced. Figure 4-425
NOTE: All three separator plates are the
same thickness.
The external tangs of the plates must not be
worn in excess of 0.13 mm (0.005˝) per side.
4-218
7. Inspect the friction plates, 1, for wear or

damage. Use a micrometer to measure the
plate thickness. A new plate will measure 2.59
mm - 2.61 mm (0.102˝ - 0.103˝). Replace the
friction plate if it measures less than 2.59 mm
(1.02˝)
The friction plates must be flat. To check
for flatness, place the plates on a known
flat surface (i.e. glass) and check for 100%
surface contact with no warping of the plate.
The internal teeth, 2, of each plate must not
be worn in excess of 0.13 mm (0.005˝) per
side and the tooth driving contact surface
must not be worn to a point or to a wedge
shape. Figure 4-426
Replace the plates if any of the above defects

are found.
8. Check the brake springs, 1, for broken coils

and obvious damage. Each spring should
have a free standing length of 15 mm (0.59˝).
Four disc brake assemblies spring length is
27.5 mm (1.082˝).
Reassembly
1. Install the lubrication supply and brake
pressure supply fittings into the appropriate
ports of the brake housing. Be certain to
reinstall the orifice into the lubrication supply
port. Tighten the orifice and fittings securely.
Figure 4-427
2. If removed during disassembly, install the

lubrication supply tube, 1, into the bored
hole in the center of the housing using the
following procedure:
a. Clean the tube and housing bore with a
good quality non-residue cleaner.
b. Apply a small amount of stud and bearing
mount adhesive to the portion of the tube
that fits into the bore.
c. Install into the housing until the tube
seats on its machined shoulder. The tube
can be tapped into position using a soft
face hammer.
Figure 4-428
4-219
3. Using an appropriately sized driver, install

the top countershaft rear bearing race, 1, into
1
the housing bore. The race must seat against
the shoulder in the bottom of the housing.
Figure 4-429
4. Install new sealing rings, 1, in the ID and OD

of the brake piston. Lubricate the rings with
petroleum jelly.
Figure 4-430
5. Place the piston assembly into the brake

housing bore. THE TWO DRILLED HOLES 3 3
IN THE PISTON MUST FACE UPWARD.
Install the BLR20061 bridge plate, 1, over the
end of the housing. Place a piece of flat
stock, 2, over the top of the piston and under
the BLR20061 bridge plate.
Install the two BLR20069 (M12 ¢ 100)

capscrews, 3, through the appropriate holes
(marked “C/B” and “B” on the bridge plate) in 1
the plate.
2
Evenly tighten the capscrews so as to press 4-tr317
the bridge plate on the flat stock. Lightly tap
Figure 4-431
the top of the brake piston with a soft face
hammer around its entire diameter so that it
enters the bore evenly. Continue to tighten
the capscrews and tap the piston until it is
fully seated in the brake housing. Remove
the capscrews and bridge plate.
4-220
6. Place the bottom steel separator plate, 1,

over the top of the clutch piston. The round
counter-bored holes, 2, in the plate will face
upward when the plate is installed properly.
NOTE: The top and bottom steel separator
plates are identical.
7. Soak the friction discs in clean transmission
oil prior to assembly into the brake housing.
Figure 4-432
8. Place one friction disc, 1, over the top of the

bottom steel separator plate.
Figure 4-433
9. Place the middle steel separator plate, 1,

over the friction disc.
The middle plate has the forked tabs, 2, on
its outer diameter.
Figure 4-434
4-221
10. Install the second friction plate, 1, over the

middle steel separator plate.
NOTE: Transmission Serial Number OD7630
and on - install second middle separator
plate over the second friction plated.
NOTE: Install third friction disc, third middle

separator plate and then fourth friction disc
in same manner as previous plate.
Install the four springs, 2, into the counter

bored holes of the bottom steel separator
plate. The springs will fit between the fork of
the middle steel plate tangs.
Figure 4-435
11. Place the top steel separator plate, 1, over

the top of the four springs. The counter bored
holes in the plate face downward when the
plate is installed properly.
Figure 4-436
The springs, 1, will fit into the counter bored

hole of the top plate. Be sure the springs are
properly seated in the top and bottom steel
plates before installing the retaining ring.
NOTE: Two disc brake shown. Four disc
brake is similar.
Figure 4-437
4-222
12. Use hand pressure to compress the brake

discs enough to install the retaining ring, 1, 1
into the groove in the brake housing. Be sure
that the retaining ring is fully seated into the
housing around its full circumference.
13. Do not install the O ring seal into the groove

around the outside of the brake housing at
this time. The seal will be installed later
during transmission reassembly.
4-tr324
Figure 4-438
Bottom Countershaft
Disassembly 1
1. The bottom countershaft consists of tapered

roller bearings, 1, at each end of the shaft, a
removable bull gear, 2, on the rear of the 3
shaft, and a base shaft, 3, that has the two
remaining gears machined into it.
The method of repair of the shaft will depend 2
components. If the bull gear or bearings have
failed, then the individual component can be 1
removed from the shaft and replaced. 4-tr327
If several gears of the shaft require Figure 4-439

replacement, it may make more sense to
replace the entire shaft as an assembly.
Buhler Versatile supplies the bottom
countershaft assembly as a complete
component (shaft and gears) through the
Parts system.
The bull gear is assembled onto the base

shaft using a strong mounting adhesive and
a heat shrink fit. Gear removal will require at
least 9090 Kg (20,040 lbs) of pressing force.
4-223
2. Begin disassembly of the bottom

countershaft by removing the rear tapered 5
roller bearing. Install the BLR20047 pulling 4
set components onto the shaft as shown:
6 3
1. Puller Assembly
2. Pulling Legs 2
3. Bridge Plate 2
4. Blocks
5. Nuts
1
7. OEM6048 Port-a-power (not shown) 4-tr328
The puller assembly will grip the OD of the Figure 4-440
bearing race. When the OEM6048
port-a-power is tightened, the rollers of the
bearing will be forced into the race and pull it
from the shaft. The bearing will be damaged
during this procedure and should be
replaced with a new one during shaft
reassembly.

port-a-power and pull the rear bearing cone
from the countershaft.
4. Turn the shaft over so that the front tapered

roller bearing is facing upward. 5
4
Install the BLR20047 pulling set components
onto the shaft as shown: 6 3
1. Puller Assembly
2. Pulling Legs 2
3. Bridge Plate
1
4. Blocks
5. Nuts
4-tr329
7. OEM6048 Port-A-Power (not shown)
Figure 4-441
The puller assembly will come up against the
front tapered roller bearing when the
OEM6048 port-a-power is tightened.

port-a-power and pull the front bearing cone
from the countershaft.
4-224
6. Place the countershaft assembly into a press

(rear end facing upward) and support the bull
gear, 1, as shown.
Support the lower end (front end) of the shaft
from underneath the press so that it will not
fall when the shaft is pressed from the gear. 1
Apply pressure to the press and remove the

countershaft assembly from the bull gear.
The bull gear is assembled onto the base

shaft using a strong mounting adhesive and
a heat shrink fit. Gear removal will require at
least 9090 Kg (20,040 lbs) of pressing force. 4-tr330
Figure 4-442
Inspection
1 2
1. Inspect the bull gear for wear or damage. The
outside teeth of the gear should show a
normal pattern of wear from the top
countershaft and reverse idler gears that
mesh with them. The straight cut gear teeth,
1, mesh with the reverse idler and the spiral
cut teeth, 2, mesh with the top countershaft
drive gear.
A normal contact pattern appears as a
polished area across the width of each tooth.
The contact area will be roughly centered in
4-tr331
each tooth and will be more prevalent on one
side of the tooth then the other (drive side of Figure 4-443
the tooth).
Inspect the inside bore and spline area of the

gear. The bore, 1, must show no evidence of 2
galling or metal transfer from the shoulder of
the base shaft. Original bore diameter is
89.980 mm - 90 mm (3.54I - 3.543I).
1
The spline area, 2, should show no evidence
that the gear has been chucking on the base
shaft. No evidence of galling or metal transfer
from the base shaft splines must be present.
The gear must be a pressed-on fit to the shaft
splines.
4-tr332
Figure 4-444
4-225
2. Inspect the base shaft for wear on the two

machined gears, 1. The gear teeth should 4
show a normal pattern of wear from the
output shaft gears that mesh with them. A
normal contact pattern appears as a polished 3
area across the width of each tooth. The
contact area will be roughly centered in each
tooth and will be more prevalent on one side
of the tooth then the other (drive side of the 2
tooth).
Inspect the shoulder, 2, of the shaft for 1
evidence of galling or metal transfer from the
bore of the bull gear. Original shoulder 4-tr333
diameter is 90 mm - 90.070 mm (3.543I -
3.546I). Figure 4-445
The spline area, 3, should show no evidence

that the gear has been chucking on the base
shaft. No evidence of galling or metal transfer
from the bull gear splines must be present.
The gear must be a pressed-on fit to the shaft
splines.
The front and rear bearing journals, 4, of the
shaft should show no evidence of wear or
lateral movement of the bearing cone.
Original front journal diameter is 60 mm -
60.032 mm (2.362I - 2.363I) and rear
journal diameter is 55 mm - 55.032 mm
(2.165I - 2.1666I).

4-226
Reassembly
1. Clean the shoulder area, 1, of the base shaft
with a good quality non residue cleaning
agent. Remove any trace of adhesive
compound, grease or oil from the shoulder.
Also clean the bore area of the bull gear in the
same fashion.
IMPORTANT: The shoulder area of the shaft 1
and the bore of the bull gear must be
perfectly clean in order for the adhesive
compound to be effective.
2. The bull gear must be heated and placed on

the shaft. Have all components properly Figure 4-446
supported and ready to be assembled when
the heated gear is being installed. A delay
while fitting the heated gear will cause the
gear to cool and freeze on the shaft before it
is in the proper position, resulting in removal
of the gear and restarting the installation
procedure.
3. Place the bull gear into a bearing oven (or
similar heating device) and heat to 121_C
(250_F) for one hour. This will expand the
gear so that it can be installed onto the
bottom countershaft.
IMPORTANT: Do not heat the gear with a
torch as damage will result from uneven
heating.
Heating the gear and placing it on the shaft is

the only installation method available. An
unheated gear cannot be forced onto the
shaft without damage to the components and
the loss of the shrink fit necessary for proper
operation.
IMPORTANT: Do not heat the gear above

121_C (250_F) as damage will result. The
gear must be heated for one full hour to
properly expand it for installation on the
shaft. Shortening the heating duration will
result in the gear cooling and freezing on the
shaft before it is in proper position.
CAUTION: TO AVOID INJURY, ALWAYS

WEAR GLOVES WHEN HANDLING THE
HEATED GEAR.
4-227
4. Orientate the bottom countershaft so that the

bull gear splines are facing upward.
Apply a thin film of adhesive (retaining
1
compound -- Loctite 640 or equivalent)
around the entire diameter of the leading
edge of the shaft shoulder. The adhesive will
spread on the entire shoulder as the gear is
placed on the shaft.
NOTE: The adhesive is heat resistant and

will not be affected when the heated bull
gear is placed over it.
Place the heated bull gear, 1, onto the shaft 4-tr335

so that the internal splined teeth of the gear Figure 4-447
line up with the teeth on the shaft. Slide the
gear down onto the shaft so that it contacts
and sits firmly against the shoulder of the
shaft.
NOTE: The gear can be placed radially on

the shaft in any position. The internal
gear teeth of the gear are not “timed” to
Driving tool BLR20063 can be used to help

position the gear onto the shaft. Place the
tool over the shaft so that it is against the gear
shoulder and strike the top of the tool with a
heavy hammer.
NOTE: It is not necessary to drive the gear

onto the shaft with excessive force. The
heated gear may stick on the shaft splines
while it moves downward into position.
Tool BLR20063 is intended to assist in
moving the gear down past any tight
spots on the shaft splines.
5. Check the position of the bull gear, 1, on the
shaft. The gear must be flush with, or slightly
below, the end of the shaft splines, 2, as
shown. 1
IMPORTANT: It is critical that the bull gear be
positioned on the end of the shaft as
described. Failure to position the bull gear
properly will lead to problems with the 2
tapered roller bearings on each end of the
shaft, resulting in catastrophic failure of the
transmission internal components.
6. Allow the gear to cool and grip the shaft for

one hour before disturbing the assembly. Figure 4-448
4-228
7. Place the front and rear bottom countershaft

bearings into a bearing oven (or similar
heating device) and heat to 121° C (250° F)
for 30 minutes. This will expand the bearings
so that they can be installed onto the shaft.
IMPORTANT: Do not heat the bearings with a
torch as damage to the bearings will result
Heating the bearings and placing them on

the shaft is the preferred installation method.
The bearings are a press fit on the shaft and 1
driving an unheated bearing onto the shaft
Place the heated rear bearing, 1, onto the
shaft. Be sure the bearing rests on the shaft
shoulder. Allow the bearing to cool and grip
the shaft before disturbing the assembly.
4-tr337
GLOVES WHEN HANDLING THE HEATED Figure 4-449
BEARING.
8. Turn the shaft over so that the front of the

shaft faces upward. 1
Place the heated front bearing, 1, onto the
shaft. Be sure the bearing rests on the shaft
the shaft before disturbing the assembly.

BEARING.
9. Coat the entire shaft assembly with clean Figure 4-450

4-229
Reverse Idler
The reverse idler requires no disassembly or
reassembly at this time. It was removed in
individual components during transmission
disassembly. The components of the reverse
idler should be inspected as detailed in the
following information.
4-tr339
Figure 4-451
Inspection 3
1
1. Replace the O ring seal, 1, in the end of the 5
stub shaft with a new seal. Inspect the stub
shaft journal, 2, where the reverse idler gear
bearings and shaft spacer ride. The journal
should show minimal wear with no evidence 2 4
of galling or lack of lubrication. Original
(2.124I - 2.125I).
Inspect the reverse idler gear, 3, for wear or
damage. The gear teeth should show a
normal pattern of wear from the counter shaft 4-tr340
and output shaft gear that mesh with it. A
normal contact pattern appears as a polished Figure 4-452
area across the width of each tooth. The
contact area will be roughly centered in each
tooth and will be prevalent on both sides of
the teeth.
The bore of the gear should show minimal

wear with no evidence of galling or lack of
lubrication. Original bore diameter is 63.533
mm - 63.551 mm (2.501I - 2.502I). Check
that the lubrication holes, 4, in the gear are
clear of debris.
The shoulders, 5, of the gear should show

minimal wear with no evidence of galling or
lack of lubrication.
4-230
2. Inspect the two needle bearings, 1, for wear.

No galling or pitting of the rollers should be 1
evident.
The spacer, 2, can show minimal wear on
one side (the side that is adjacent to the idler
gear) and on the ID, but should have no
evidence of galling or lack of lubrication.
Original spacer thickness is 6.30 mm - 2
6.35 mm (0.248I - 0.250I).
4-tr341
Figure 4-453
3. Coat all components with clean transmission

oil and assemble onto the stub shaft, 1. 2
Rotate the gear, 2, and bearing on the shaft
and check for any binding or excessive
movement (wobble) of the components. The
spacer, 3, should fit tightly over the end of the 1
shaft adjacent to the gear assembly.
3
4-tr342
Figure 4-454
4-231
OUTPUT SHAFT AND BOTTOM

2
COUNTERSHAFT FRONT BEARING
1
AND SEAL RETAINER
Disassembly
1. Remove the lower countershaft bearing
race, 1, and output shaft bearing race, 2,
from the cover using an appropriate puller or
pry bar in the recesses.
10001963
Figure 4-455
2. Drive the seal, 1, out of the cover. Note that

the spring side of the seal faces the inside of
the transmission housing when the retainer
is installed in position on the transmission
case. 1
10001964
Figure 4-456
Inspection
2
1. Check the bore diameters for scratches in 1
the race areas. The bore should show no
evidence that the race has spun inside the
bore. The race should be a press fit in the
housing (installation with an appropriate
driver and hammer).
2. Measure the lower countershaft bearing
race, 1, and output shaft bearing race, 2, and
compare to the original dimensions:
Bore of front cover at output shaft: 10001970 3
120.000 - 120.035 mm (4.724″ - 4.725″)
Figure 4-457
Bore of front cover at bottom countershaft:
130.000 - 130.052 mm (5.118″ - 5.120″)
3. Inspect the cover flange, 3, for nicks that

could cause leaks.
4-232
4. Check the retainer for damage, especially in

the bore area, 1, where the input shaft seal is
located. The ID of the bore must not be 1
scored so as to allow oil to seep between it
and the OD of the output seal.
10001971
Figure 4-458
Reassembly
1. Using an appropriate sized seal driver, install

a new seal, 1, into the retainer housing. The 1
seal sits flush with the front side of the
housing when installed properly (spring side
of seal faces the transmission).
10001972
Figure 4-459
2. Use an appropriate sized driver to install the

lower countershaft bearing race, 1, and
output shaft bearing race, 2. The races seat 1 2
against shoulders in the housing.
10001963
Figure 4-460
4-233
OUTPUT SHAFT
The output countershaft consists of tapered roller
bearings at each end of the shaft, four range Low
gears, and two shift collar and hub assemblies. Med Rev
High
The method of repair of the shaft will depend
components. If a range gear or bearings have
failed, then the individual component can be
removed from the shaft and replaced.
25T
As of tractor S/N 300323, the output shaft gears 37T 38T
47T
were retained by a 1 piece retaining ring. Prior to
this, a 2 piece retaining ring was used. The new 20002732
rings required a change to groove dimensions on
Figure 4-461
the shaft. If replacing the shaft on older tractors,
the new shaft and 1 piece retaining rings should
be used.
Disassembly
1. Support the output shaft assembly with the

rear end of the shaft pointing up as shown.
4
The rear end is the end with the larger
bearing, 1, and the straight-toothed Reverse 1
gear, 2. Install the BLR20047 pulling
components, 3, and BLR20062 shaft
protector, 4, onto the input shaft as shown. 2 3
20002733
Figure 4-462
2. Install the puller components as shown:
1. Bearing splitter / puller (BLR20047)
5
2. Puller legs -BLR20051
3. Shaft protector - BLR20062 9
4. Puller bridge (BLR20047) 8
4
5. Center screw (BLR20047)
6. Center nut (BLR20047)
10
7. Washer (BLR20047) 3 7
8. Blocks (BLR20047) 6
2
9. Nuts (BLR20047)
10. Spacers (BLR20047) 1
3. Pull the rear bearing off by tightening the 20002734
center screw nut, 6. The bearing should not
be destroyed if the splitter is installed correctly Figure 4-463
and tightened to a snug fit. When the splitter is
installed correctly, the puller pulls against the
inner race. Lay the whole shaft assembly and
splitter down to achieve better leverage.
4-234
4. Remove the Reverse gear, 1, from the shaft.
Figure 4-464
5. Remove the retaining ring, 1, with a

screwdriver. Insert the screwdriver into the
slot and twist to flip the keeper apart.
One piece retainers require snap ring pliers
for removal.
Figure 4-465
6. Remove the range shift collar, 1, and hub, 2.
Figure 4-466
4-235
7. Remove the half-moon keeper, 1, with a

screwdriver.
for removal.
Figure 4-467
8. Remove the High range gear, 1.
Figure 4-468

screwdriver.
for removal.
Figure 4-469
4-236
10. Remove the splined spacer, 1, and Medium

range gear, 2.
Figure 4-470

screwdriver.
for removal.
Figure 4-471
12. Remove the range shift collar, 1, and hub, 2..
Figure 4-472
4-237

screwdriver.
for removal.
Figure 4-473
14. Hold onto the shaft, 1, while removing the Low

range gear, 2, to prevent the shaft and gear
from falling to the ground.
Figure 4-474
15. Press the front bearing, 1, off the shaft with a

suitable shop press.
Figure 4-475
4-238
Inspection 3. Low gear 76.175 mm - 76.177 mm

journal (2.99˝ - 3.0˝)
1. Inspect the output shaft for wear or damage.
Pay particular attention to the areas on the 4. Medium gear 76.175 mm - 76.177 mm
journal (2.99˝ - 3.0˝)
shaft where the gears, bearings and seals
ride. No evidence of galling or wear should 5. High gear 76.175 mm - 76.177 mm
be found. Measure the shaft in the areas journal (2.99˝ - 3.0˝)
shown and compare the readings to the
following original shaft diameters: 6. Reverse gear 76.175 mm - 76.177 mm
journal (2.99˝ - 3.0˝)
1. Front seal 60.24 mm - 60.29 mm 7. Rear bearing 65.000 mm - 65.032 mm
journal (2.371˝ - 2.373˝) journal (2.55˝ - 2.56˝)
2. Front bearing 65 mm - 65.032 mm 8. Rear seal 60.24 mm - 60.29 mm
journal (2.55˝ - 2.56˝) journal (2.371˝ - 2.373˝)
Figure 4-476

drillings and oil grooves, 1, in the input shaft
are free of all debris and have no sharp
edges that could catch the ID of the output
shaft gears.
The spline areas, 2, of the output shaft

(where the range shift collar assemblies are
positioned) can show visual wear, but should
not have more than 0.13 mm (0.005˝) wear
on either side of any individual spline. The
range shift collars should spline onto the
output shaft with no binding and should not
have more than 0.254 mm (0.010˝) radial
movement when the two components are
Figure 4-477
rotated against one another.
Place a set of new retaining rings, 3, into the

grooves (five) of the shaft. The rings should
be a tight fit in each groove with no lateral
NOTE: Two piece retaining rings shown in illustration. After tractor SN/300323, one piece retaining
rings were used.
4-239
Check the output shaft rear yoke splines, 1,

for wear. The splines can show visual wear,
but should not have more then 0.13 mm
(0.005I) wear on either side of any individual
gear teeth. The rear output yoke should
spline onto the output shaft with no binding 1
and should not have more than 0.254 mm
(0.010I) radial movement when the two
another.
Use compressed air in the lubrication supply

port, 2, to check that all the lubrication
2
passages in the shaft are open and free of 20002753
debris.
Figure 4-478
Check the output shaft front yoke splines, 1,

for wear. The splines can show visual wear,
but should not have more than 0.13 mm
(0.005I) wear on either side of any individual
gear teeth. The front output yoke should 1
spline onto the output shaft with no binding
and should not have more than 0.254 mm
(0.010I) radial movement when the two
another.
20002752
Figure 4-479
2. Inspect the output shaft gears for chipped, L-47 R-38

worn or broken teeth. A normal wear pattern 1 2
on the gear teeth (pattern centered vertically
replacement.
4
Inspect the inner bore of each gear for wear
or evidence of material transfer from the 3
output shaft. Measure each gear ID and
compare to the original bore diameter as
follows:
1. Low gear (47 teeth)76.233 mm - 76.251

mm (3.001I - 3.002I) 20002751 H-25 M-37
2. Reverse gear (38 teeth) 76.233 mm - Figure 4-480
76.251 mm (3.001I - 3.002I)
3. High gear (25 teeth) 76.233 mm -
76.251 mm (3.001I - 3.002I)
4. Medium gear (37 teeth) 76.233 mm -
76.251 mm (3.001I - 3.002I)
4-240
Inspect the teeth, 1, on the side of each range

gear that spline to the range shift collars. The
inner teeth of the shift collar should fit over
the range gear side teeth with minimal radial 1
movement when the two pieces are rotated
against one another.
The teeth on the side of the gear have a

pointed profile to them from manufacture.
The profile should not be rounded off
indicating that the range shift collar has been
2
grinding on the teeth during transmission
shifting.
20002756
The side (thrust face), 2, of each gear should
show no wear or evidence of lack of Figure 4-481
lubrication.
3. Inspect the range shift collar assembly for

wear or damage. The sliding collar, 1, should 1
move over the hub, 2, splines freely without
binding.
4-tr351
Figure 4-482
The inner teeth, 1, of the shift collar should fit

over the range gear side teeth with minimal
radial movement when the two pieces are
rotated against one another. The internal 2
teeth of the shift collar have a pointed profile
to them from manufacture. The profile should
not be rounded off indicating that the range
shift collar has been grinding on the range
gear side teeth during transmission shifting.
The external groove, 2, (where the range

shift fork fits into the collar) should show no 1
evidence of wear from the shift forks. The
original collar groove width is 12.7 mm - 20002754
12.9 mm (0.500I - 0.507I).
Figure 4-483
4-241
Inspect the external and internal teeth of the

range shift hubs, the external teeth, 1, and
the internal teeth, 2, of the hub, 3. They can 1 3
show visual wear, but should not have more
than 0.13 mm (0.005I) wear on either side of
any individual spline. The range shift collars
should spline onto the output shaft with no
binding and should not have more than 0.254
mm (0.010I) radial movement when the two
another.
2
cone) for wear. No galling or pitting of the 20002755
Figure 4-484
Reassembly
1. Place the front and rear output shaft bearings

into a bearing oven (or similar heating
device) and heat to 120° C (250° F) for 30
minutes. This will expand the bearings so 1
that they can be installed onto the shaft.

the shaft is the preferred installation method.
The bearings are a press fit on the shaft and 20002743
driving an unheated bearing onto the shaft Figure 4-485
Place the heated smaller front bearing, 1,
onto the shaft. Be sure the bearing rests fully
against the shaft shoulder. Allow the bearing
to cool and grip the shaft before disturbing
the assembly.

BEARING.
4-242
2. Hold the shaft, 1, vertical while sliding the

Low range gear, 2, into position on the shaft.
The small inner ring teeth, 3, must face up.
1
2
20002744
Figure 4-486
3. Install a retaining ring, 1, in the shaft slot. For

2 piece retaining rings, use two screwdrivers
to snap the keeper into place. Start one side
hooked, and apply pressure to snap the other
side together.
1
20002741
Figure 4-487
4. Install the range shift collar, 1, and hub, 2.
20002740
Figure 4-488
4-243
5. Install the collar with the recess facing down

and smooth hub surface, 1, up.
20002745
Figure 4-489
6. Install a retaining ring, 1, in the shaft slot.
20002739
Figure 4-490
7. Slide the Medium range gear, 1, and spacer,

2, onto the shaft. The small inner ring teeth
must face down.
2
20002746
Figure 4-491
4-244
20002738
Figure 4-492
9. Slide the High range gear, 1, onto the shaft.

The small inner ring teeth, 2, must face up. 2
20002747
Figure 4-493
20002737
Figure 4-494
4-245
11. Install the range shift collar, 1, and hub, 2.
20002736
Figure 4-495
12. Install the collar with the recess facing down

and smooth hub surface, 1, up.
1
20002748
Figure 4-496
20002735
Figure 4-497
4-246
14. Slide the Reverse gear, 1, onto the shaft. The

small inner ring teeth must face down.
1
20002749
Figure 4-498
15. Fit the heated (120° C (250° F)) larger rear

bearing, 1, onto the shaft. Be sure the
bearing rests on the shaft shoulder. Allow the 1
bearing to cool and grip the shaft before
disturbing the assembly.

BEARING.
20002750
Figure 4-499
16. The assembled output shaft is now ready for

reinstallation into the transmission.
Low
Med Rev
High
25T
37T 38T
47T
20002732
Figure 4-500
4-247
Output Shaft Rear Seal Retainer

Disassembly
1. Remove and discard the O ring seal, 1, from 2

the groove in the outer diameter of the
retainer.
4-tr353
Figure 4-501
2. Recesses are formed into the housing for

access to the race, 1. Remove the race from 1
the housing using an appropriate puller or pry
bar in the recesses.
10001974
Figure 4-502
3. Remove and discard the seal, 1, from the

retainer.
10001973
Figure 4-503
4-248
4. Remove the lubrication fitting, 1, from the top

of the retainer. Using an allen wrench,
1
remove the orifice, 2, from the lubrication port
of the housing.
10001975
Figure 4-504
Inspection
1. Check the retainer for damage, especially in 1

2
the bore area, 1, where the input shaft seal is
located. The ID of the bore must not be
scored so as to allow oil to seep between it
and the OD of the output seal.
bleed hole, 2, is open and free of debris.
2. Check the lubrication orifice for any debris
that could obstruct it. The orifice size is
2.8 mm (0.110I). Be sure that the lubrication
10001975
passage in the housing is clear of any debris.
Figure 4-505
3. Inspect the output shaft rear bearing race

bore, 1, in the housing. The bore should
show no evidence that the race has spun
inside the bore. The race should be a press fit
in the housing (installation with an
appropriate driver and hammer). The original
bore diameter is 139.9875 mm - 140.0175
mm (5.511I - 5.512I). 1
10001976
Figure 4-506
4-249
Reassembly
1
1. Reinstall the lubrication orifice into the
housing and tighten securely. Reinstall the
lubrication fitting, 1, and tighten. 2
2. Using an appropriate sized seal driver, install
a new seal, 2, into the retainer housing. The
seal sits flush with the front side of the
housing when installed properly (spring side
of seal faces the transmission).
10001973
Figure 4-507
3. Use an appropriate sized driver to install the

bearing race, 1, into the retainer. The race
will seat against a shoulder in the housing. 1
4. Do not install a new O ring into the groove on

the OD of the retainer housing, as it will be
installed during transmission reassembly.
10001974
Figure 4-508
4-250
Speed Shift Cover and Translator

Disassembly 1
1. Remove the four bolts, 1, securing the

translator, 2, to the cover, 3, and remove the
translator. 2
10001977
3
Figure 4-509
2. Remove the breather, 1, and neutral start

switches, 2, from the cover.
1
10001978
Figure 4-510
3. Bend down the cotter pin, 1, and place a shop

rag over the hole, 2. The detent spring is
under tension and will release when the
cotter pin is removed. Slide the cotter pin out
and retain the spring.
1
2
10001979
Figure 4-511
4-251
4. Use a magnet to remove the detent ball, 1,

under the detent spring, 2.
5. Remove the cotter pin, detent spring and
detent ball from the other rail at the other end
of the cover.
1 2
10001980
Figure 4-512
6. Place identification marks onto the shift

forks, 1, and rails, 2. This will assist in correct
orientation of components during 3 1
reassembly of the cover. 2
7. Loosen the four set screws, 3, to free the shift

forks from the shift rails.
2 1 3
10001981
Figure 4-513
8. With hand pressure, push the shift rails, 1,

out of the cover and shift forks. Rotating the
rail while removing it from the cover will ease
removal. Be careful not to lose the interlock
balls when removing the second shaft.
10001982
Figure 4-514
4-252
9. Retain the three interlock balls, 1, from the

housing, 2, between the shift rails.
Figure 4-515
Inspection
1. Wash all the speed shift cover components

in cleaning solvent. Dry with compressed air.
Inspect the cover for any obvious damage,
cracks, or corrosion. Clean the translator
mounting area, 1, thoroughly and inspect
for any scores that could cause leaks.
Figure 4-516
2. Inspect the shift rail bores, 1, in the cover

for wear or damage. The bores should show
no evidence of galling or metal transfer from
the rails. Original bore diameter is 25.00
mm - 25.04 mm (0.984” - 0.985”).
The shift rail bores contain replaceable

bushings. Check the bushings for wear and
for fit in the bore.
3. Also inspect the interlock drilling for damage

or debris. The interlock balls must move
freely in the drilling.
Figure 4-517
4-253
4. Inspect the translator, 1, for obvious damage

and proper operation. The shifting
mechanism should spin around and slide up
and down freely. If any part of the translator is
damaged, replace as a complete
component.
1
20002801
Figure 4-518
5. Inspect the shifter bell crank, 1, that engages

the shift forks. The bell crank should be
rounded but not worn excessively.
1
20002777
Figure 4-519
6. Inspect the weld, 1, on the shift lever

assembly for cracks or deformation. The shift
lever arms, 2, must not be bent. If there is a
noticeable bend in the arms, replace the
translator.
1
2
20002778
Figure 4-520
4-254
7. Make sure the shift pivot link, 1, is not bent.

The distance between the centers of the
pivot link should be 115.0 mm (4.53″). Adjust
as necessary.
1
20002785
Figure 4-521
8. Inspect the shift rails for wear and damage.

The rails should show no evidence of galling 3
or metal transfer from the cover. Original rail 1
diameter is 24.98 mm - 25.00 mm (0.983″ -
0.984″).
2
9. Check the detent, neutral start, and interlock
notches, 1, in each rail for wear. The notches
should show no evidence of galling.
Check the set screw locating holes, 2, in 2
each shaft for wear. The holes should not be
deformed from the point of the set screw, 3,
digging into the taper of the hole. Inspect the
set screws for stripping or deformation. 20002780
3
Figure 4-522
10. The interlock balls, 1, and interlock notches

in each rail should show no evidence of
galling.
20002781
Figure 4-523
4-255
11. Inspect the detent balls and springs for the

speed shift forks. The ball must show no
evidence of wear from the shift rail. The
spring has a free length of 41.7 mm (1.64″).
41.7 mm
(1.64I)
4-tr373
Figure 4-524
12. Inspect both shift forks for wear and damage.

Check the bore, 1, of each fork for evidence
of movement on the shift rail. A distinct wear
pattern indicates that the fork set screws
have loosened allowing the fork to move on
the rail.
20002782
Figure 4-525
13. The shifting gate, 1, of each fork must not

have excessive wear from the bell crank on
the ends of the shifting shafts. A small 1
polished area on each side of the gate is
acceptable. Original gate width in each fork is
18.7 - 18.8 mm (0.736″ - 0.740″).
20002783
Figure 4-526
4-256
14. The tips of the forks have a special material,

1, riveted to them that resists wear. The
material is machined during manufacture to
conform to the profile of the range shift collar.
The surface of the material should appear as
highly polished and should be equal
thickness on either side of the fork tip.
Original thickness of the material is 12.3 -
12.4 mm (0.484″ - 0.488″).
NOTE: The material on the tip of the forks

is non-replaceable. If it is worn, replace 1
the entire fork.
20002784
Figure 4-527
15. Check that the threads, 1, of the neutral start

switches are not stripped or excessively 2 2
worn. Inspect the electrical terminals, 2, for 3
excessive corrosion.
16. Clean the breather, 3, and be sure air can
pass through it in both directions.
1
20002779
Figure 4-528
17. Check for continuity across the terminals

when the switch is not activated. There
should be no continuity. Check the
resistance when the switch is activated.
Resistance should not be more than 0.5
ohms.
20003850
Figure 4-529
4-257
18. If the breather passage through the cover is

blocked, remove the two capscrews, 1, that 2
secure the baffle plate, 2, to the rear of the
cover. Clean the passage thoroughly. 1
Clean the threads of the baffle plate

capscrews and cover holes to remove any
thread locking compound. The cover holes
are threaded to M8 x 1.25 in size. Install the
baffle plate and two capscrews into the
cover. Use thread locking compound on the
capscrew threads. Torque the capscrews to
28 N⋅m (20 ft lbs).
10001985
IMPORTANT: Be certain to use thread
locking compound and torque the capscrews Figure 4-530
as described to prevent the capscrews from
loosening and falling into the transmission
gears during operation.
Reassembly
1. Lubricate the range shift fork bores with
1
petroleum jelly. Install the 1-2 shift fork, 1, 4
and rail, 2, into the cover. The shift forks are
identical, but the rails are different. Be certain
that the proper rail is installed into the correct
position. The 1-2 shift rail has the set screw
holes farthest from the notched end of the
rail. Position the detent notches, 3, on the
side of the rail facing the detent ball and 2
spring bore with the interlock notch, 4, facing
inside. In this position, the neutral start 3
notches face the cover. 20002802
Figure 4-531
2. Install the interlock balls, 1, into the bore in

the shift cover. Move the 1-2 shift rail so that
the interlock balls do not protrude into the 2 1
bore, 2, for the 3-4 shift rail.
20002803
Figure 4-532
4-258
3. Install the 3-4 shift fork, 1, and rail, 2, into the

cover. Be certain that the proper rail is 1
installed into the correct position. The 3-4 3
shift rail has the set screw holes closer to the 2
notched end of the rail. Position the 3-4 shift
rail with the detent notches, 3, on the side of
the rail facing the detent ball and spring bore,
with the interlock notch, 4, facing inside. In
this position, the neutral start notches face
the cover. 4
20002804
Figure 4-533
4. When properly assembled, the 1-2 shift fork,

1, and 3-4 shift fork, 2, will be orientated on
the rails and cover as shown. Shift each 2
speed shift fork into and out of gear (one fork 3
at a time) in both directions to be certain the
interlock works correctly and that the forks
slide on the speed shift rails properly.
Be certain the threads of the set screws and
threads in the shift forks are clean and dry.
Line up the holes in the shift forks and shift
rails and install the set screws, 3, (two in each
fork). Making certain that the set screws
enter the holes, tighten to 25 N⋅m (18 ft lbs). 10001981
1 3
This is the assembly setting of the shift forks. Figure 4-534
The forks will require additional adjustment
that will be completed during transmission
reassembly.
5. Shift both speed shift forks into the neutral

position. Install the detent ball, 1, and the
detent spring, 2, into the drilling in the cover.
1 2
10001980
Figure 4-535
4-259
6. Compress the spring and insert the cotter

pin, 1, to retain the spring. Bend the cotter pin
fully against the cover.
7. Install the detent ball, detent spring, and
cotter pin to the other rail at the other end of
the cover. With the pins installed properly, 1
bend the ends over to secure them in the shift
forks.
10001979
Figure 4-536
8. Reinstall the two neutral start switches, 1,

into the cover. Use thread sealant on the
switch threads and tighten securely. 2
9. Install the breather, 2, into the cover. Use
thread sealant on the breather threads and
tighten securely.
10001978
Figure 4-537
10. Thoroughly clean the mating surfaces of the

translator, 1, and cover, 2.
11. Place the translator on the cover and install 1
the four securing bolts, 3, temporarily. The
translator will be installed permanently at the
very end of transmission reassembly. 2
10001977
Figure 4-538
4-260
Range Shift Translator and Components

Disassembly
The range shift forks, rails, interlock and detents

were removed during transmission disassembly.
The range shift translator and cover only require
disassembly if the translator is damaged and
needs replacing.
Inspect the translator, 1, for obvious damage and 1

proper operation. The shifting mechanism
should spin around and slide up and down freely.
If any part of the translator is damaged, replace
as a complete component. 20002800
Figure 4-539
Inspection
1
1. Wash all the speed shift cover components in
cleaning solvent. Dry with compressed air.
Inspect the cover for any obvious damage,
cracks, or corrosion. Inspect the cover
flange, 1, for any scratches or scores that
could cause leaks.
20002786
Figure 4-540
2. Inspect the weld, 1, on the shift lever

assembly for cracks or deformation. The shift
lever arms, 2, must not be bent. If there is a
noticeable bend in the arms, replace the
translator.
1
20002787
Figure 4-541
4-261
3. Inspect the shifter bell crank, 1, that engages

the shift forks. The bell crank should be
rounded but not worn excessively.
1
20002788
Figure 4-542
4. Inspect the shift rails for wear and damage.

The rail should show no evidence of galling 2 3
or metal transfer from the forks. Original rail
diameter is 24.98 mm - 25.00 mm (0.983″ -
0.984″). 1
5. Check the set screw locating holes, 1, in
each shaft for wear. The holes should not be
deformed from the point of the set screw, 2,
digging into the taper of the hole. Inspect the 1
set screws for stripping or deformation.
6. Check the detent and interlock notches, 3, in
each rail for wear. The notches should show 2
no evidence of galling. 20002789
Figure 4-543
7. The interlock balls, 1, and interlock notches

in each rail should show no evidence of
galling.
20002791
Figure 4-544
4-262
8. Inspect the detent balls and springs for the

speed shift forks. The ball must show no
evidence of wear from the shift rail. The
spring has a free length of 41.7 mm (1.64″).
41.7 mm
(1.64I)
4-tr373
Figure 4-545
9. Inspect both shift forks for wear and damage.

Check the bore, 1, of each fork for evidence
of galling on the shift rail. The bore must be
round and show no metal transfer from the
shift rail. Original bore diameter is 25.00 mm -
25.02 mm (0.984″ - 0.985″).
20002792
Figure 4-546
10. The shifting gate, 1, of each fork must not

have excessive wear from the bell crank on
the ends of the shifting shafts. A small 1
polished area on each side of the gate is
acceptable. Original gate width in each fork is
18.7 - 18.8 mm (0.736″ - 0.740″).
20002793
Figure 4-547
4-263
11. The tips of the forks have a special material,

1, riveted to them that resists wear. The
material is machined during manufacture to
conform to the profile of the range shift collar.
The surface of the material should appear as
highly polished and should be equal
thickness on either side of the fork tip.
Original thickness of the material is 12.5 -
12.7 mm (0.492″ - 0.500″).
NOTE: The material on the tip of the forks 1

is non-replaceable. If it is worn, replace
the entire fork.
20002790
Figure 4-548
12. Make sure the shift pivot link, 1, is not bent.

The distance between the centers of the
pivot link should be 115.0 mm (4.53″). Adjust
as necessary.
1
20002794
Figure 4-549
13. Inspect the shift rail bores, 1, in the

transmission case for wear or damage. The
bores should show no evidence of galling or
metal transfer from the rails. Original bore
diameter is 25.00 mm - 25.04 mm (0.984″ -
0.985″). Also inspect the interlock drilling, 2,
for damage or debris.
2 1
10001922
Figure 4-550
4-264
14. Inspect the interlock cap, 1, for damage that

could cause leaks. The bores, 2, do not hold
a tight fit on the rails. The original diameter of 1
the bores is 25.9 - 26.1 mm (1.02″ - 1.03″).
2
20002795
Figure 4-551
Reassembly
1. If replacing the translator assembly, 1

thoroughly clean the mating surfaces of the
translator, 1, and cover, 2. Apply a
continuous bead of gasket eliminator to the
cover mounting area. Be sure to encircle
each bolt hole to prevent leaks.
3
2. Place the translator on the cover and install
the four (4) M10 x 35 capscrews, 3. Tighten
the capscrews to 34 N⋅m (25 ft lbs).
The remaining range shift components
(range shift forks, rails, interlock and detents) 20002800
2
will be installed during transmission
reassembly. Figure 4-552
4-265
Transmission Housing
Disassembly
1. If necessary, remove the two capscrews, 1,

from the transmission housing that retain the
suction screen baffle plate inside the 1
housing.
20002797
Figure 4-553
2. There are nuts, 1, on the inside of the case

that retain the baffle plate, 2, to the
capscrews. 1
2
20002808
Figure 4-554
Inspection
1. Inspect the left hand side of the transmission

case for evidence of cracking or damage to
the casting. Check the tapped holes in the 1
upper, 1, and lower, 2, mount areas. The
threads should be in good condition. Original
thread size for the upper holes is 3/4″ - 10
UNC. The original thread size for the lower
holes is 5/8″ - 11 UNC.
2
20002805
Figure 4-555
4-266
2. Inspect the right hand side of the transmission

case for evidence of cracking or damage to
the casting. Check the tapped holes in the
lower, 1, mount areas. The threads should
be in good condition. Original thread size is
5/8˝ - 11 UNC.
Check shift and oil bushings, 2, for wear. 2 2
I.D. new bushing - 25 - 25.04 mm (0.984˝-
0.985˝).
Figure 4-556
3. Check the rear of the transmission case

for evidence of cracking or damage to the
casting. Inspect the housing bores for the
counter shaft rear bearing race, 1, and
bottom countershaft rear bearing race, 2.
The bores should show no evidence of wear
and have the original diameters of 120.00 -
120.03 mm (4.724˝ - 4.725˝) for both.
Figure 4-557
4. Check the front of the transmission case

for evidence of cracking or damage to the
casting. Inspect the housing bores for the
top countershaft front bearing race, 1. The
bores should show no evidence of wear and
have the original diameter, 120.00 - 120.03
mm (4.724˝ - 4.725˝).
Figure 4-558
4-267
5. Check the top of the transmission case for

evidence of cracking or damage to the
casting. Inspect the baffle plate (if removed)
for cracks or damage in the bent areas of the
plate. Replace if necessary.
20002809
Figure 4-559
Reassembly
1. Install the baffle plate (if removed) into the

transmission case using the two capscrews,
1, and nuts. There are special sealing
washers under each capscrew that must be
in place when the capscrews are tightened. 1
Tighten the nuts to 79 N⋅m (59 ft lbs).
20002797
Figure 4-560
Control Valve
Disassembly NON-PTO
1. Wash the exterior of the control valve with

cleaning solvent.
1
2. Mark the connector fittings, 1, that are
installed in the control valve body to identify
their individual location as well as the
direction that the fitting should point in when
tightened into the valve body.
Tractors that are not equipped with a PTO will 1
have four fittings total installed in the valve
4-tr408
body. Remove all fittings from the control
valve. Figure 4-561
4-268
Tractors that are equipped with a PTO will

have two additional fittings, 1, installed in the 1
LUBE and PTO ports of the valve. Remove PTO
these two fittings from the valve.
Figure 4-562
3. Remove all plugs, 1, from the front of the

valve. Tractors that ARE equipped with a
PTO have four plugs in the valve body on the 1
front side. Tractors that ARE NOT equipped
with a PTO have six plugs in the valve body
(two additional in the LUBE and PTO ports of 1
the valve).
4-tr410
Figure 4-563
4. Use an allen wrench to remove the solid plug

(PTO equipped tractors) or orifice plug (Non
PTO equipped tractors), 1, from the LUBE 1
port, 2, of the control valve. The plug is
threaded into the control valve port.
2
4-tr411
Figure 4-564
4-269
5. Turn the valve over so that the back of the

valve faces upward. Remove the plug, 1,
from the port in the valve body.
4-tr412
Figure 4-565
6. Use an allen wrench to remove the orifice

plug, 1, from the port, 2, of the control valve.
The plug is threaded into the control valve
port.
4-tr413
Figure 4-566
7. Remove the small internal snap ring, 1, and

steel washer from the lubrication relief
passage on the rear of the valve. 1
4-tr414
Figure 4-567
4-270
8. Remove the spring, 1, and lubrication relief

poppet, 2, from the valve body.
1
4-tr415
Figure 4-568
9. Remove the small internal snap ring, 1, and

steel washer from the brake pressure relief
passage on the rear of the valve.
4-tr416
Figure 4-569
10. Remove the spring, 1, and brake pressure

relief poppet, 2, from the valve body.
4-tr417
Figure 4-570
4-271
11. Remove the test port plugs from the clutch

apply, 1, and clutch brake, 2, ports on the
right hand side of the control valve.
4-tr418
Figure 4-571

plug, 1, from the clutch brake port, 2, of the
control valve. The plug is threaded into the
control valve port.
2
4-tr419
Figure 4-572
13. Remove the four allen head screws, 1, from

the square plate, 2, on the bottom of the
control valve. Remove the plate from the
valve.
2 1
4-tr420
Figure 4-573
4-272
14. Remove and discard the two O rings, 1, from

the control valve.
4-tr421
Figure 4-574
15. Use an allen wrench to remove the shuttle

valve seat, 1, from the port, 2, of the control
valve. The seat is threaded into the control
valve port.
4-tr422
1
Figure 4-575
16. Use a magnet to remove the clutch

lubrication shuttle ball, 1, from the port, 2, in
the valve housing.
1
4-tr423
Figure 4-576
4-273
17. Remove the plug, 1, from the clutch

lubrication port on the bottom of the valve
body.
4-tr424
Figure 4-577
18. Remove the clutch lubrication valve spring,

1, from the port of the control valve.
4-tr425
Figure 4-578
19. Remove the clutch lubrication control spool,

1, from the port in the control valve.
1
4-tr426
Figure 4-579
4-274
20. Remove the adjusting screw and nut, 1, from

the main regulator valve spring housing, 2.
2
4-tr427
1
Figure 4-580
21. Remove the main regulator valve spring

housing, 1, by unscrewing it from the control
valve body.
1
4-tr428
Figure 4-581
22. Insert a punch into the bottom of the main

regulator valve spring housing, 1, and
remove the spring seat, 2. Remove and 5
discard the backup ring, 3, and O ring, 4, from 4 3
the seat. Remove and discard the O ring, 5,
from the housing.
2 1
4-tr429
Figure 4-582
4-275
23. Remove the main regulator valve spring, 1,

from the port in the control valve.
1
4-tr430
Figure 4-583
24. Remove the main regulator valve spool, 1,

and washer, 2, from the port in the control
valve.
1 2
4-tr431
Figure 4-584
25. The main regulator valve spool contains a

slug, 1, that is located in a bore at the top of
the valve spool, 2. Remove the slug from the
spool.
NOTE: The slug should be able to be

pulled from the spool easily (two fingers)
and should slide in the bore without
sticking.
1 2
4-tr432
Figure 4-585
4-276
26. Remove the plug, 1, from the top of the

control valve.
4-tr433
Figure 4-586

plug, 1, from the port, 2, of the control valve.
The plug is threaded into the control valve
port.
1
2
4-tr434
Figure 4-587
28. Remove the four allen screws, 1, that hold

the main control spool housing, 2, to the
valve body. Pull the housing over the spool.
CAUTION: THE MAIN CONTROL SPOOL

HOUSING RETAINS THE MAIN SPOOL
SPRING. PROPERLY SUPPORT (HAND
PRESSURE) THE HOUSING WHEN 1 2
REMOVING THE ALLEN SCREWS.
Figure 4-588
4-277
29. Remove the housing to body seal, 1, spool

seal, 2, and dust seal, 3, from the housing, 4.
1
3 2
4-tr436
Figure 4-589
30. Remove the main control spool spring, 1,

from the valve body.
4-tr437
Figure 4-590
31. Pull the main control spool, 1, from the valve

body.
NOTE: The main control spool consists of

two components (main spool and
modulation spool) that are joined
together via a snap ring. When removed
from the valve body, the spool will come 1
out as one piece.
4-tr438
Figure 4-591
4-278
32. The modulation spool, 1, contains a slug, 2,

that is located in a bore at the bottom of the
1
valve spool. Remove the slug from the spool.
NOTE: The slug should be able to be

pulled from the spool easily (two fingers)
and should slide in the bore without
sticking.
2
4-tr439
Figure 4-592
33. Remove the internal snap ring, 1, from the

main control valve spool.
4-tr440
Figure 4-593
34. Separate the main control spool into two

components by pulling the modulation spool, 2
1, from the main spool, 2.
1
4-tr441
Figure 4-594
4-279
35. Remove the allen head screw, 1, from the

modulation spool.
NOTE: The allen screw has medium

strength thread locking compound on it.
Place a rag around the modulation spool
and lightly clamp the spool in a vice. This
will assist in removing the allen screw.
4-tr442 1
Figure 4-595
36. Separate the modulation spool into the

following components:
1. Allen head screw 6

2. Washer 4 3 2
1
3. Springs
4. Spring seat
5. Shims
6. Modulation spool
5
4-tr443
Figure 4-596
Inspection
IMPORTANT: The transmission control valve

assembly has no serviceable internal
components. If damage to the any valve
components (spools, springs, body) is found
during inspection, the entire valve must be
replaced.
1. Flush all components with cleaning solvent.

Pay particular attention to the control valve
body to be sure all passages are clear of any
contamination. Dry all components with
compressed air.
4-280
2. Inspect the control valve body for damage to

the threaded ports on the valve.
4-tr444
Figure 4-597
Inspect the valve seat for the lubrication

poppet, 1, and brake poppet, 2, on the back 1
side of the valve. The seat(s) are machined
into the valve body and are not removable.
The seat(s) will show a small amount of wear

from the nose of the poppet valve, but should
have no scratches that could allow oil to leak
by the poppet face.
2
4-tr445
Figure 4-598
3. Inspect the main regulator spool and

associated components for wear or damage.
The spool, 1, should have no markings on it 1 61.1 mm
that could cause binding in the control valve (2.405I)
body. The spool should slide in and out of the 3
valve body with finger pressure. Be sure that
the orifice and center drilling of the spool are
clear of all debris.
The main regulator spring, 2, should have no 2
cracks in the coils and should have an overall
free length of 61.1 mm (2.405I).
Check that the slug, 3, slides into the spool

4-tr446
bore freely and does not bind.
Figure 4-599
NOTE: The flat end of the slug enters the
spool first, with the rounded end of the
slug against the control valve body.
4-281
4. Inspect the clutch lube regulator spool and

spring for wear or damage. The spool, 1, 1
should have no markings on it that could
cause binding in the control valve body. The
30mm
spool should slide in and out of the valve
(1.18I)
body with finger pressure. Be sure that the
orifice and center drilling of the spool are
The clutch lube regulator spring, 2, should
have no cracks in the coils and should have
an overall free length of 30 mm (1.18I).
2
Figure 4-600
5. Inspect the main control spool and spring for

wear or damage. The spool, 1, should have 1 2
no markings on it that could cause binding in
the control valve body. The spool should
slide in and out of the valve body with finger
pressure. The top of the spool, 2, where the
spool seals ride, should show no sign of wear
or damage that could cause an oil leak.
The main spool spring, 3, should have no
cracks in the coils and should have an overall 3
free length of 138 mm (5.43I).
138 mm (5.43I)
4-tr448
Figure 4-601
6. Inspect the modulator spool and associated

components for wear or damage. The spool,
1, should have no markings on it that could 1
cause binding in the control valve body. The 17.5 mm 2
spool should slide in and out of the valve (0.69I)
body with finger pressure. Be sure that the
The modulation springs, 2, should have no
cracks in the coils and should have an overall 38.7 mm 2
free length of 38.7 mm (1.52I) for the longer (1.52I)
spring and 17.5 mm (0.69I) for the shorter
spring.
4-tr449
Figure 4-602
4-282
Check that the slug, 1, slides into the spool

bore freely and does not bind.
NOTE: The flat end of the slug enters the 1

4-tr450
Figure 4-603
7. Inspect the lubrication relief poppet, 1, and

1 25 mm
brake pressure relief poppet, 2, for wear or (0.984I)
damage. The nose of each poppet should
show a solid line of contact with the control
valve seat but should not have any scratches
that can allow oil to leak past the poppet.
The springs for the poppets should have no
cracked coils and should have a free length 21 mm
of 25 mm (0.984I) for the lubrication poppet (0.826I)
spring and 21 mm (0.826I) for the brake
poppet spring.
Figure 4-604
Reassembly
4
1. Coat all control valve components with clean 1 2 3
transmission oil prior to assembly. 5
2. Clean any thread locking compound from the

small allen head screw and modulation
spool. The modulation spool stem is
threaded to M5-0.8.
Install the spring seat, 1, shims, 2, and
springs, 3, over the modulation spool stem.
Install the washer, 4, and allen head screw, 5,
4-tr452
over the top of the springs. Use thread
locking compound on the allen head screw Figure 4-605
threads. Tighten the screw to 30 N·m (22 ft
lbs).
NOTE: One large shim and one small
shim should be installed on top of the
spring seat.
4-283
3. Install the modulation spool slug, 1, into the

spool bore.
NOTE: The flat end of the slug enters the
4-tr453
Figure 4-606
4. Place the modulating spool, 1, into the main

control spool, 2, and install the internal snap 2
ring, 3, into the main control spool groove. Be
sure the ring is fully seated in the groove.
1
3
Figure 4-607
5. Install the main control spool, 1, (main spool

and modulation spool) into the control valve
body.
Temporarily install the square plate onto the
bottom of the control valve with two allen
screws. This will retain the slug in the
modulation spool while the control valve is 1
being assembled.
4-tr455
Figure 4-608
4-284
6. Install the main control spool spring, 1, over

the top of the spool. Place the O ring seal, 2,
for the spool housing into the groove in the 1
valve body. Lubricate the seal with clean
transmission oil.
2
4-tr456
Figure 4-609
7. Install the O ring seal, 1, and dust seal, 2, into

their respective grooves in the main spool
housing. The larger diameter shoulder of the
dust seal should be installed so that it seats
against the housing shoulder. Lubricate both
seals with clean transmission oil. 1
2
4-tr457
Figure 4-610
8. Install the main spool housing, 1, over the top

of the main spool. Be careful not to damage
the seals as the housing is slid over the
spool.
Push the housing downward over the spool
stem so that the spring is compressed and
the shoulder on the bottom of the housing fits
into the O ring seal in the valve body.
Install the four allen screws that secure the

housing to the valve body. Tighten the 1
screws to 30 N·m (22 ft lbs). Be sure the
housing is fully seated to the valve body
around its entire perimeter. 4-tr458
Figure 4-611
4-285
9. Install the threaded orifice, 1, into the port on

the top of the valve body, 2. The orifice has an
internal diameter of 6.1 mm (0.240I).
Tighten the orifice to 30 N·m (22 ft lbs) in the
valve body.
1
2
4-tr459
Figure 4-612
10. Install the plug, 1, (with O ring seal) into the

top port of the valve body. Tighten the plug
securely.
4-tr460
Figure 4-613
11. Install the slug, 1, into the main regulator

spool, 2. The flat side of the slug goes into the
spool bore first, with the rounded end facing
the valve body.
1 2
4-tr461
Figure 4-614
4-286
12. Install the main regulator spool, 1, and

washer, 2, into the control valve body. The
slug end of the spool enters the valve body
first. Be sure the washer fits over the end of
the spool stem.
1 2
4-tr462
Figure 4-615
13. Install the main regulator spring, 1, into the

control valve. The spring must fit over the
stem of the valve spool.
1
4-tr463
Figure 4-616
14. Install a new O ring, 1, and backup washer, 2,

onto the spring seat, 3. Lubricate the O ring 5
and backup washer with clean transmission 1 2
oil. Press the seat (backup washer first) so
that it bottoms out in the base of the housing,
4.
Install a new O ring seal, 5, onto the outer

diameter of the housing. Lubricate the O ring 3 4
with clean transmission oil.
Figure 4-617
4-287
15. Install the housing, 1, into the valve body. Be

sure the main regulator spring sits over the
top of the spring seat shoulder. Tighten the
housing to 30 N·m (22 ft lbs).
1
4-tr465
Figure 4-618
16. Install the locknut and allen head adjustment

screw, 1, into the housing. Tighten the screw
until it touches the spring seat only. Leave the
locknut loose at this time.
This is the initial adjustment of the main
regulator spool. Final adjustment will be
made when the transmission is installed in
the tractor.
Figure 4-619
17. Install the clutch lube regulator spool, 1, into

the control valve body. The narrow land of the
spool enters the valve body first.
1
4-tr467
Figure 4-620
4-288
18. Install the clutch lube regulator spring, 1, into

the valve body. The spring fits into the bore of
the regulator spool.
4-tr468
Figure 4-621

clutch lube regulator valve port of the valve
body. Tighten the plug securely.
4-tr469
Figure 4-622
20. Remove the two allen screws and square

plate from the bottom of the control valve
(installed in step # 5). Be sure the slug is in
position in the modulation spool (round end
facing outward). 2
Install the shuttle ball, 1, into the sense port,

2, of the valve body.
1
4-tr470
Figure 4-623
4-289
21. Using an allen wrench, install the shuttle ball

seat, 1, into the sense port, 2, of the control
valve, directly over the top of the shuttle ball.
Tighten the seat to 30 N·m (22 ft lbs).
2
1
4-tr471
Figure 4-624
22. Install the O ring seals, 1, into the control

valve body. Lubricate the seals with clean
transmission oil.
4-tr472
Figure 4-625
23. Install the square plate, 1, and four allen

head screws, 2, onto the control valve.
Torque the allen screws to 30 N·m
(22 ft. lbs.).
1 2
Figure 4-626
4-290
24. Install the brake pressure orifice, 1, into the

transmission brake test port, 2, (CB) on the
right side of the control valve body. The
orifice has an internal diameter of 1.8 mm
(0.071I). Tighten the orifice to 30 N·m (22 ft
lbs) in the valve body.
2
4-tr474
Figure 4-627
25. Install the test port plugs and O rings into the
clutch apply, 1, and clutch brake, 2, ports on
the right hand side of the control valve.
Tighten the plugs to 30 N·m (22 ft lbs).
4-tr475
Figure 4-628
26. Install the brake poppet, 1, and spring, 2, into

the port, 3, on the back of the control valve.
Figure 4-629
4-291
27. Install the spring seat washer and internal

snap ring, 1, into the brake poppet port of the
control valve. Be sure the snap ring is fully
seated into the valve body groove around its
entire diameter. 1
4-tr477
Figure 4-630
28. Install the lubrication poppet, 1, and spring,

2, into the port, 3, on the back of the control
valve.
2
Figure 4-631
29. Install the spring seat washer and internal

snap ring, 1, into the lubrication poppet port
of the control valve. Be sure the snap ring is 1
fully seated into the valve body groove
4-tr479
Figure 4-632
4-292
30. Install the threaded orifice, 1, into the port, 2,

on the back of the valve body. The orifice has
an internal diameter of 5.7 mm (0.224I).
Tighten the orifice to 30 N·m (22 ft lbs) in the
valve body.
4-tr480
Figure 4-633

port on the back of the valve body. Tighten
the plug to 30 N·m (22 ft lbs).
4-tr481
Figure 4-634
32. Use an allen wrench to install the solid plug

(PTO equipped tractors) or orifice plug (Non
PTO equipped tractors, 5.1 mm [0.200I] 1
inside diameter), 1, into the LUBE port, 2, of
the control valve. Tighten the plug to 30 N·m
(22 ft lbs).
2
4-tr482
Figure 4-635
4-293
33. Install all plugs, 1, into the ports on the front of

the valve. Tractors that ARE equipped with a
PTO have four plugs in the valve body on the 1
front side. Tractors that ARE NOT equipped
with a PTO have six plugs in the valve body
1
(two additional in the LUBE and PTO ports of
the valve). Tighten all plugs to 30 N·m (22 ft
lbs).
4-tr483
Figure 4-636
34. Install the connector fittings, 1, into the ports

on the control valve body using the
NON-PTO
identification marks made during
disassembly of the valve. The fittings should
point in the proper direction when tightened
into the valve body. 1
NOTE: Tractors that are not equipped
with a PTO will have four fittings total
installed in the valve body.
1
4-tr484
Figure 4-637
NOTE: Tractors that are equipped with a

PTO will have two additional fittings, 1, 1
installed in the LUBE and PTO ports of the PTO
valve.
Figure 4-638
4-294
Lubrication Manifold 1
The lubrication manifold, 1, requires no

disassembly or reassembly. The manifold
consists of a hollow cast iron housing with
connector fittings installed in it.
Flush out the manifold with cleaning solvent to
remove any contamination.
Figure 4-639
Brake Control Valve

Disassembly
IMPORTANT: The brake control valve assembly

has no serviceable internal components. If
damage to the any valve components (spools,
springs, body) is found during inspection, the 2
entire valve must be replaced.
1
1. Loosen the solenoid nut, 1, securing the
solenoid, 2.
20002810
Figure 4-640
2. Remove the large solenoid nut, 1, and

remove the solenoid, 2, from the valve.
2
1
20002811
Figure 4-641
4-295
3. Loosen and remove the valve stem

assembly, 1, from the valve body, 2, by
turning counterclockwise. 2
1
20002812
Figure 4-642
4. Remove the elbow fittings, 1, from the valve

ports.
20002813
Figure 4-643
Inspection
2
Pay particular attention to the control valve
body to be sure all oil passages, 1, are clear
of any contamination. Dry all components
with compressed air.
2. Inspect the housing for any damage to the 1
threaded ports, 2. Make sure the ports are
clear and clean. 2
20002814
Figure 4-644
4-296
3. Check the valve assembly with a

screwdriver. Press in on the spool to check
for spool movement and spool spring
tension. The spool should slide in and out of
the valve body with a small amount of
pressure.
4. Inspect the valve seat on the bottom of the
valve. The seat should have no scratches
that could allow oil to leak by. Be sure that the
20002815
Figure 4-645
5. Check the resistance of the solenoid coil with

an ohmmeter. The resistance should be
between 9 - 11 ohms.
20002799
Figure 4-646
Reassembly
1. Install the elbow fittings, 1, into the ports on

the valve body. 1
20002813
Figure 4-647
4-297
2. Tighten the fittings in the positions shown.

Install the valve stem assembly, 1, and
tighten securely.
1
20002812
Figure 4-648
3. Install the solenoid coil, 1, over the valve

stem, 2, making sure the recess in the coil
faces toward the valve body.
2
1
20002811
Figure 4-649
4. Install the solenoid nut, 1, and tighten

securely.
20002810
Figure 4-650
4-298
Transmission Tubing
Inspect all of the external tubes, 1, used on the
left side of the transmission for damage. Pay
particular attention to the flange areas at each
end of the tube where the connector fittings seat.
No scoring or cracks should be present in this
area.
20001910
Figure 4-651
Transmission Reassembly
1. Install the reverse idler gear, 1, the needle
bearings, 2, and spacer, 3, into the 4
transmission case, 4.
2
1
10001944
Figure 4-652
2. Install a new O ring, 1, into the groove of the

reverse idler stub shaft, 2. Lubricate the O 1 2
ring with transmission oil.
4-tr508
Figure 4-653
4-299
3. Place the two needle bearings, 1, into the

bore of the reverse idler gear, 2. Lubricate the
bearings with transmission oil. The bearings
are identical and symmetrical and can be
installed into the gear in any order and 2
orientation.
4-tr509
Figure 4-654
4. Coat the spacer, 1, with petroleum jelly and

install it into position on the cast ear, 2, inside
the transmission case. The ear has a recess 1
machined into it where the spacer is
positioned. The petroleum jelly will adhere 2
the spacer to the ear while the remaining
reverse idler components are installed in the
case.
4-tr510
Figure 4-655
5. Hold the reverse idler gear, 1, in position in

the transmission case while inserting the
stub shaft, 2, into the case bore from the 1
outside. The gear is symmetrical and can be
installed into the case in either direction.
2
IMPORTANT: The spacer is a tight fit on the 4
stub shaft shoulder. It must be lined up with
the shaft exactly or it will not allow the shaft to
enter the cast ear bore. Use a small screw 3
driver to align the spacer while applying light
pressure to the shaft from the outside. DO
NOT FORCE THE STUB SHAFT INTO THE
TRANSMISSION CASE.
4-tr512
The stub shaft is located in the case properly Figure 4-656
when the flat recess, 3, is flush with the case
rear surface and is orientated so it points at
the bottom countershaft rear bearing bore, 4.
4-300
6. Push the stub shaft, 1, completely into the

idler gear bearings, through the spacer and 2
into the bore in the cast ear, 2. Be careful not
to damage the O ring in the stub shaft as it
enters the case bore.
Spin the gear, 3, on the shaft to seat the
bearings. No binding of the gear should be
felt as it turns.
3 1
4-tr511
Figure 4-657
7. Use the puller legs (from puller set

BLR20047), 1, in the output yoke capscrew
holes on both ends of the output shaft, 2, to
lift up and guide the output shaft through the
opening on the front of the transmission. 1 2 1
10001942
Figure 4-658
8. Place pieces of rubber, 1, between the output

shaft bearing cones and the bores in the
transmission case. This will protect the bores
and bearings from damage during
transmission reassembly.
Let the output shaft bearings rest on the
bores in the transmission case.
1
1
20002816
Figure 4-659
4-301
9. Lower the bottom countershaft into the top of

the transmission case with the rear end up,
as shown. The front end of the bottom
countershaft must enter the transmission
case first.
IMPORTANT: Do not damage the bearing
cones during installation of the shaft.
Move the front end of the shaft out the front of

the transmission and lower the rear end to
rest on the output shaft. Position the shaft so
that is lays on top of the output shaft with the
bearing cones centered in their bores. Place
10001941
a piece of rubber under the rear bearing cone
to protect the bore and bearing from damage. Figure 4-660
10. Lower the top countershaft into the top of the

transmission case with the front end up, as
shown. The rear end of the top countershaft
must enter the transmission case first.
IMPORTANT: Do not damage the bearing
cones during installation of the shaft.
Move the rear end of the shaft out the rear of

the transmission and lower the front end to
rest on the bottom countershaft. Position the
shaft so that is lays on top of the bottom
countershaft with the bearing cones
centered in their bores. Place a piece of 10001940
rubber under the rear bearing cone to protect
the bore and bearing from damage. Figure 4-661
11. Recheck the positions of the shafts to make

sure all three shafts are in proper orientation
and centered in the case. Check that pieces
of rubber are between the bearing cones and
the bores in the transmission case where the
bearings are resting. Some bearings will be
suspended above their respective bores.
20002817
Figure 4-662
4-302
12. Install the top countershaft front bearing

race, 1, into the transmission case. The race
is a light press fit into the case, and can be
1
tapped into place with a soft-faced hammer.
10001939
Figure 4-663
13. Install a washer, 1, and capscrew, 2, into the

case to temporarily retain the race in place
during assembly of the transmission.
2
20002798
Figure 4-664
14. Place three (3) 0.5 mm (0.019″) shims over

the transmission brake assembly, 1. Position
the brake into the top countershaft rear
bearing bore of the case.
1
NOTE: The three 0.5 mm (0.019″″) shims
are a temporary shim pack used for
assembly purposes only. The three shims
will guarantee that the shaft has endplay
that can be measured and reset to the
proper specification later in this
procedure.
NOTE: Do not install an O ring seal into

20002818
the groove of the transmission brake
housing at this time. The O ring will be Figure 4-665
installed after the end play of the shaft is
adjusted later in this procedure.
4-303
15. Install two capscrews, 1, through the brake

and shims and thread into the transmission
case. This will keep the shims aligned as the
brake is installed onto the top countershaft. 1
20002820
Figure 4-666
16. Apply light pressure to the brake housing

while turning the top countershaft assembly
in the case. The shaft may have to be lifted
slightly to engage the brake lubrication tube
into the bore of the shaft.
2
The brake hub, 1, on the rear of the shaft 1
must spline into all of the brake plates. By
looking down through the brake housing
cutout, 2, and turning the shaft, the brake
plates can be checked to see if they have
meshed with the hub. When both plates turn
with the hub and shaft, the plates are splined.
When all plates are splined, the brake 20002819
housing will come up flush (or nearly flush)
with the transmission case. The top Figure 4-667
countershaft should turn freely when the
brake is in position on the case.
IMPORTANT: Do not draw or force the
transmission brake onto the top
countershaft. The brake must spline freely on
the hub with no binding. The brake plate
splines can be easily damaged if the brake is
forced into position.
17. Install the six M12 x 30 capscrews, 1, that
retain the brake housing, 2, to the
transmission case. Torque the capscrews to 1
79 N⋅m (59 ft lbs).
NOTE: The two connector fittings in the
brake housing should point to ten o’clock
and five o’clock when the brake housing
is orientated on the transmission
correctly.
2
10001937
Figure 4-668
4-304
18. Clean the cover mounting area, 1, of the

transmission case, where it mates the front
cover, with a good quality non-residue 2
1
cleaner. Apply a continuous bead, 2, of
gasket eliminator to the cover mounting area.
Be sure to encircle each bolt hole to prevent
leaks.
20002822
Figure 4-669
19. Clean the mating surface of front bearing

retaining cover, 1, thoroughly. Install the
cover on the transmission while lifting the
output shaft, 2, with the puller leg, 3. 1
Be careful not to damage the output shaft
seal as the cover is positioned on the
transmission case. Make sure the dowel pins
enter the drilled holes on the cover. A
soft-faced hammer may be used to tap the
retainer into place. It should be flush with the 2 3
transmission housing when properly
positioned.
20002823
Figure 4-670
20. Install the 15 capscrews, 1, (twelve M12 x 30,

three M12 x 75) that secure the front cover.
Support the rear end of the output shaft to
level the shaft while tightening the capscrews
to 79 N⋅m (59 ft lbs).
1
10001930
Figure 4-671
4-305
21. Install the bottom countershaft rear bearing

race, 1, into the transmission case. The race 1
is a light press fit into the case, and can be
tapped into place with a soft face hammer.
NOTE: Due to the weight of the

countershaft, the bearing race may want
to pop out of the housing. Hold steady
pressure on the outside of the race during
installation of the bearing retainer.
10001936
Figure 4-672
22. Remove all shims, 1, from the bottom

countershaft rear bearing retainer, 2.
NOTE: Without shims, the shaft should
have endplay that can be measured and
reset to the proper specification later in 1
this procedure.
NOTE: Do not install an O ring seal at this

time. The O ring will be installed after the 2
end play of the shaft is adjusted later in
this procedure.
10001935
Figure 4-673
23. Install the bearing retainer cap, 1, onto the

transmission case. The flat profile of the cap,
2, must mate with the machined flat side of
the reverse idler stub shaft.
Install the four M12 ¢ 30 capscrews, 3, that

secure the retainer to the transmission case. 3
Torque the capscrews to 79 N·m (59 ft lbs).
1
2
10001935
Figure 4-674
4-306
24. Place four 0.5 mm (0.018I) shims, 1, over

the output shaft rear bearing retainer, 2.
Position the retainer into the output shaft rear
bearing bore of the case. Be careful not to
damage the seal as the retainer is positioned
onto the shaft.
NOTE: The four 0.5 mm (0.018I) shims are

a temporary shim pack used for assembly
purposes only. The four shims will
guarantee that the shaft has endplay that
can be measured and reset to the proper
specification later in this procedure. 2 1
10001934
NOTE: Do not install an O ring seal into
the groove of the retainer at this time. The Figure 4-675
O ring will be installed after the end play
of the shaft is adjusted later in this
procedure.
Install two capscrews, 1, through the retainer

and shims and thread into the transmission
case. This will keep the shims aligned as the 2
retainer is installed. 1
NOTE: Orientate the retainer on the
transmission so that the connector
fitting, 2, points at the one o’clock
position.
1
20002824
Figure 4-676
25. Install the six M12 ¢ 30 capscrews, 1, that

secure the retainer to the transmission case.
Torque the capscrews to 79 N·m (59 ft lbs). 1
Remove the puller legs and blocking from
both ends of the output shaft.
10001929
Figure 4-677
4-307
26. Remove the capscrew and large washer, 1,

from the top countershaft front bearing. Do
not allow the bearing race, 2, to fall out of the
transmission case.
4-tr79
Figure 4-678
27. Temporarily install the distributor plate

assembly, 1, onto the transmission case 1
using four M12 ¢ 30 capscrews at location,
2, and two M12 ¢ 50 capscrews at location,
3. Be sure the dowel pins in the transmission
case enter the holes on the rear of the
distributor plate. It may be necessary to tap 2
the plate with a soft faced hammer to seat it 2
2
against the case. Torque the capscrews to 79
N·m (59 ft lbs).
IMPORTANT: Use flat washers under the
heads of the capscrews at location, 3, so as 3 3
not to damage the flange area of the
distributor plate.
NOTE: Do not place any gasket sealant on Figure 4-679
the transmission case or distributor plate
at this time.
NOTE: The distributor plate is installed at
this time to properly seat the top
countershaft front bearing race. This will
ensure an accurate endplay
measurement is recorded during the
shaft shimming procedure. The plate will
be removed and sealed to the housing
later in this procedure.
28. Rotate the shafts in the transmission to seat
all the bearings in their respective bearing
races. Squirt transmission oil into the
bearings as they are being rotated to
lubricate them.
NOTE: It will be necessary to engage one
output shaft range shift collar assembly
to make the output shaft turn.
The transmission should turn over freely and
endplay should be felt on each shaft as they
are moved back and forth in the transmission
case.
4-308
Figure 4-680
29. Look through the range shift cover hole in the If no gap exists and the sides of the gears are
right hand side of the transmission case and touching, an error has been made in the
inspect the 48 tooth top countershaft gear assembly of the top countershaft gears to the
(second gear from the front of the shaft) and shaft. Remove all shafts from the
center gear of the bottom countershaft base transmission case and reassemble the top
shaft. Push both shafts toward each other countershaft gears to the shaft.
(take up end play on shafts in opposing
directions) and check to be sure that a gap, 1, IMPORTANT: At no time can the 48 tooth top
exists between the two gear sides. countershaft gear and the center gear of the
bottom countershaft base shaft touch on
If a gap is present, continue to step #30 of this their respective sides. Catastrophic failure of
assembly procedure. A gap indicates that the the transmission will occur if the two gears
individual gears of the top countershaft contact each other during transmission
assembly have been assembled to the shaft operation.
correctly.
4-309
30. Place a dial indicator, 1, on the transmission

case so that the stem of the indicator
protrudes through the distributor plate and
touches the side of the front gear (45 tooth)
on the top countershaft. The indicator stem
should be as perpendicular as possible to the
machined side of the gear to give an accurate
reading as the shaft is moved back and forth.
1
NOTE: The indicator stem should be
resting on the machined side of the gear,
not the side of an individual gear tooth.
Place a pry bar through the speed shift cover

20002825
opening of the transmission case and insert it
between the front of the case and the side of Figure 4-681
the 45 tooth gear. Lightly pry the top
countershaft assembly toward the rear of the
transmission so as to take up the shaft end
play. DO NOT PLACE EXCESSIVE FORCE
ON THE PRY BAR.
Zero the dial indicator needle and then pry
the shaft forward by placing the bar between
the case and the 42 tooth gear at the rear of
the shaft. Record the endplay reading on the
indicator. This is the shaft end play with the
shim pack (three 0.05 mm [0.018I] shims)
installed in step #14 of this procedure.
Repeat this step until a consistent reading is

obtained.
4-310
31. Based on the dial indicator reading

measured in step #30, assemble a shim pack
that will allow 0.050 - 0.100 mm (0.002 -
0.004I) end play on the top countershaft
when installed under the transmission brake
housing.
Example:
Shim pack thickness under brake housing

during initial assembly and measurement -
1.5 mm (0.057I) (three 0.5 mm [0.019I]
shims).
4-tr543
End play measurement taken in step #30 -
0.5 mm (0.019I) endplay on shaft. Figure 4-682
Remove 0.4 mm (0.015I) from the 1.5 mm

(0.057I) initial shim pack. Final shim pack
thickness should be 1.1 mm (0.042I) which
will allow for 0.1 mm (0.003I) end play on the
shaft and bearings.
NOTE: Removing shims from under the

transmission brake housing decreases
shaft end play, installing shims under the
housing increases shaft end play.
32. After the correct shim pack has been

calculated in step #31, remove the 1
transmission brake assembly, 1, from the
rear of the transmission as detailed in steps
#47 and #48 of transmission disassembly.
Install the required shim pack under the
housing and install an O ring seal into the
housing groove. Lubricate the O ring with
transmission oil.
Reinstall the brake assembly by repeating

steps #15, #16, and #17 in this reassembly
procedure. Be careful not to cut the O ring
seal in the brake housing as it is installed. 10001935
The O ring will cause the brake housing to
stick in the case bore as it is placed in Figure 4-683
position. Do not force the brake assembly
into place.
Rotate the shaft of the transmission and

recheck the end play as detailed in step #30.
The shaft must have an end play reading of
0.050 - 0.100 mm (0.002I - 0.004I) when
assembled into the transmission.
4-311
33. The end play of the bottom countershaft must

be checked at this time.
Place a dial indicator, 1, on the inside front of

the transmission case, 2, so the stem
touches the flat face of the bull gear, 3. The
indicator stem should be as perpendicular as
possible to the gear face to give an accurate
reading as the shaft is moved back and forth.
Place a pry bar through the range shift cover

between the rear of the case and the side of 2
1 3
the rear gear on the base shaft. Lightly pry 20002826
the bottom countershaft assembly toward
the front of the transmission so as to take up Figure 4-684
the shaft end play. DO NOT PLACE
EXCESSIVE FORCE ON THE PRY BAR.
the shaft rearward by placing the bar
between the case and the bull gear at the
front of the shaft. Record the endplay reading
on the indicator. This is the shaft end play
with no shims installed.
obtained.

0.004I) end play on the bottom countershaft
when installed under the front bearing
retainer.
Example:

0.5 mm (0.019I) endplay on shaft.
Add 0.4 mm (0.015I) worth of shims to the

retainer. This should allow for 0.1 mm
(0.003I) end play on the shaft and bearings. 20002827
Figure 4-685
NOTE: Installing shims under the front
bearing retainer decreases shaft end
play, removing shims from the retainer
increases shaft end play.
4-312

calculated in step #34, remove the rear
bearing retainer, 1, from the rear of the
transmission as detailed in step #45 of
transmission disassembly. Install the
required shim pack under the retainer and 1
install an O ring seal into the housing groove.
Lubricate the O ring with transmission oil.
Reinstall the retainer by repeating step #23 in

this reassembly procedure. Be careful not to
cut the O ring seal in the retainer as it is
installed. The O ring will cause the retainer to
stick in the case bore as it is placed in 20002821
position. Do not force the retainer into place.
Figure 4-686
Rotate the shafts of the transmission and
0.050 - 0.100 mm (0.002 - 0.004I) when
36. Recheck the clearance gap between the
48 tooth top countershaft gear (second gear
from the front of the shaft) and center gear of
the bottom countershaft base shaft as
detailed in step #29 of this assembly
procedure.
With both countershafts shimmed properly, a

gap must exist in this location as detailed in
step #29. The gap should be larger now then
when checked in step #29 as shims have
been removed from both shafts, reducing the
end play of each.
4-313
37. Place a dial indicator, 1, on the front of the ear

of the output shaft front bearing retainer, 2, so
that the stem of the indicator touches the
front end of the output shaft. The indicator
stem should be as perpendicular as possible
to the shaft end to give an accurate reading
as the shaft is moved back and forth.
Place a pry bar through the range shift cover 2

between the front of the case and the side of 1
the 47 tooth gear (low) on the output shaft.
Lightly pry the output shaft assembly toward
the rear of the transmission so as to take up 20002828
the shaft end play. DO NOT PLACE
EXCESSIVE FORCE ON THE PRY BAR. Figure 4-687

the shaft forward by placing the bar between
the case and the 38 tooth gear (reverse) at
the rear of the shaft. Record the endplay
reading on the indicator. This is the shaft end
play with the shim pack (four 0.5 mm [0.018I]
shims) installed in step #24 of this procedure.
NOTE: The 47 tooth gear (low) and 38

tooth gear (reverse) are splined to the
output shaft and are not connected
directly to it. The gears will move on the
shaft and then come up against the two
piece retaining ring, moving the output
shaft forward or rearward in the case.

obtained.
4-314

0.004I) end play on the output shaft when
installed under the rear bearing retainer.
Example:
Shim pack thickness under rear bearing

retainer during initial assembly and
measurement - 2.0 mm (0.078I) (four 0.5
mm [0.019I] shims).

4-tr550
0.5 mm (0.019I) endplay on shaft.
Figure 4-688
Remove 0.4 mm (0.015I) from the 2.0 mm
(0.078I) initial shim pack. Final shim pack
thickness should be 1.6 mm (0.063I) which
will allow for 0.1 mm (0.003I) end play on the
shaft and bearings.
NOTE: Removing shims from under the
rear bearing retainer decreases shaft end
play, installing shims under the retainer

calculated in step #38, remove the rear
bearing retainer, 1, from the rear of the
transmission as detailed in steps #39, #43,
and #44 of transmission disassembly. Install 1
the required shim pack under the retainer
and install an O ring seal into the housing
groove. Lubricate the O ring with
transmission oil.
Reinstall the retainer by repeating steps #24

and #25 in this reassembly procedure. Be
careful not to cut the O ring seal in the
retainer as it is installed. The O ring will cause 10001929
the retainer to stick in the case bore as it is
placed in position. Do not force the retainer Figure 4-689
into place.

0.050 - 0.100 mm (0.002 - 0.004I) when
4-315
40. Remove the six capscrews, 1, and distributor

plate, 2, (temporarily installed in step #27)
from the front of the transmission. 2
1 1
Figure 4-690
41. Install a capscrew, 1, and washer, 2, into a

threaded hole adjacent to the top
countershaft front bearing. This will retain the
front bearing cup in the bore during
installation of the input shaft into the
transmission case.
4-tr79
Figure 4-691
42. Lift the input shaft assembly, 1, into the

transmission through the front opening of the
case. Use the live shaft, 2, to help lift the shaft
into the case and position it over the top 1
countershaft. 2
Remove the capscrew and washer from the

top countershaft front bearing race.
10001928
Figure 4-692
4-316
43. Clean the mounting flange area, 1, of the

distributor plate, where it mates to the
transmission housing, with a good quality
non-residue cleaner.
4-tr553
Figure 4-693
44. Clean the mounting flange area, 1, of the

transmission case, where it mates to the
distributor plate, with a good quality
non-residue cleaner. 1
Apply a continuous bead, 2, of gasket

eliminator to the flange mounting area. Be
sure to encircle each bolt hole to prevent
leaks. 2
20002829
Figure 4-694
45. Lift the distributor plate, 1, into position on the
transmission case. Be sure that the two
dowel pins enter the holes in the rear of the
plate. 1 2
Install the seven M12 ¢ 35 capscrews, 2,
that retain the plate to the transmission case.
Use thread locking compound on the
capscrews and torque to 79 N·m (59 ft lbs).
Gasket eliminator sealing compound should

squeeze out around the entire perimeter of
the joint indicating a good seal.
Figure 4-695
4-317
46. Install the input shaft rear bearing race, 1,

into the bore of the transmission case. The
race is a press fit in the case and can be
tapped into place using a soft face hammer. 1
20002830
Figure 4-696
47. The input shaft must now be shimmed to

provide the proper end play for the shaft
bearings.
Tractors without PTO
2 1
a. Place three (3) 0.5 mm (0.019I) shims, 1,
over the nose of the bolt-in retainer, 2.
Position the retainer into the input shaft
rear bearing bore of the case.
NOTE: The three 0.5 mm (0.019I)
shims are a temporary shim pack used
for assembly purposes only. The three
shims will guarantee that the shaft has
endplay that can be measured and
reset to the proper specification later
in this procedure.
20002831
Figure 4-697
b. Install the three M12 ¢ 30 capscrews, 1,

that secure the retainer, 2, to the
transmission case. Torque the capscrews 1
to 79 N·m (59 ft lbs).
2
20002832
Figure 4-698
4-318
c. Rotate the input shaft to seat the bearings

at either end of the shaft.
Place a dial indicator, 1, on a flat area of
the distributor plate, 2, so that the stem of
the indicator touches the front end of the
input shaft. The indicator stem should be 1
as perpendicular as possible to the shaft
end to give an accurate reading as the
shaft is moved back and forth.
Place a pry bar through the speed shift

cover opening of the transmission case 2
and insert it between the distributor plate
20002833
and the side of the 34 tooth gear (2nd) on
the input shaft. Lightly pry the input shaft Figure 4-699
assembly toward the rear of the
transmission so as to take up the shaft
end play. DO NOT PLACE EXCESSIVE
FORCE ON THE PRY BAR.
Zero the dial indicator needle and then

pry the shaft forward by placing the bar
between the side of the speed shift cover
opening and the 37 tooth gear (3rd) at the
rear of the shaft. Record the endplay
reading on the indicator. This is the shaft
end play with the shim pack (three 0.5 mm
[0.018I] shims) installed in step “a” of this
procedure.
NOTE: The 34 tooth gear (2nd) and
37 tooth gear (3rd) are not splined to
the input shaft and are not connected
directly to it. The gears will move on
the shaft and come up against the
shaft shoulder, moving it forward and
rearward.
Repeat this step until a consistent reading

is obtained.
4-319
d. Based on the dial indicator reading

measured in step “c”, assemble a shim
pack that will allow 0.050 - 0.100 mm
(0.002 - 0.004I) end play on the input
shaft when installed under the retainer.
Example:
Shim pack thickness installed under

measurement - 1.5 mm (0.054I) (three
0.5 mm [0.018I] shims).
End play measurement taken in step “c” -

0.5 mm (0.018I) endplay on shaft. 4-tr573
Figure 4-700
Remove 0.4 mm (0.015I) from the
1.5 mm (0.054I) initial shim pack. Final
shim pack thickness should be 1.1 mm
(0.039I) which will allow for 0.1 mm
(0.003I) end play on the shaft and
bearings.
NOTE: Removing shims from under

the retainer decreases shaft end play,
installing shims under the retainer
e. After the correct shim pack has been

calculated in step “d”, remove the retainer, 2
1, from the rear of the transmission. Install
the required shim pack and reinstall it onto
Install the three M12 ¢ 30 capscrews, 2,
that hold the retainer in place and torque
to 79 N·m (59 ft lbs). Use thread locking
compound on the capscrew threads
during installation.

recheck the end play as detailed in step
“c”. The shaft must have an end play 20002832
reading of 0.050 - 0.100 mm (0.002 - Figure 4-701
0.004I) when assembled into the
transmission.
4-320
f. Clean the surface of the transmission

case, 1, where the mounting surface of
the pump adapter will join with a good
quality non-residue cleaner (such as part 1
# L19267DS).
2
eliminator (such as part # L51831) to the 3
transmission mounting area. Be sure to
encircle each bolt hole to prevent leaks.
Install the transmission live shaft, 3, into

the input shaft of the transmission. Apply
transmission oil to the bearing journals of
20002834
the shaft before inserting it into the input
shaft. Figure 4-702
g. Clean the mounting flange surface of the

pump adapter housing, 1, and install it in
place on the rear of the transmission.
Install the six M12 ¢ 30 capscrews, 2, 2
that retain the housing to the rear of the
transmission. Use thread locking
compound (such as part # L24200) on the 1
capscrew threads during installation.
Torque the capscrews to 79 N·m (59 ft
lbs).
2 2
4-tr72
Figure 4-703
Tractors with PTO

2 1
a. Place three (3) 0.5 mm (0.019I) shims, 1,
over the nose of the bolt-in retainer, 2.
Position the retainer into the input shaft
rear bearing bore of the case.
NOTE: The three 0.5 mm (0.019I)
shims are a temporary shim pack used
for assembly purposes only. The three
shims will guarantee that the shaft has
endplay that can be measured and
reset to the proper specification later
in this procedure. 20002831
Figure 4-704
4-321
b. Install the three M12 ¢ 30 capscrews, 1,

that secure the retainer, 2, to the 1
transmission case. Torque the capscrews
2
20002832
Figure 4-705
c. Rotate the input shaft to seat the bearings

at either end of the shaft.
Place a dial indicator, 1, on a flat area of
the distributor plate, 2, so that the stem of
the indicator touches the front end of the
input shaft. The indicator stem should be 1
as perpendicular as possible to the shaft
end to give an accurate reading as the
shaft is moved back and forth.
Place a pry bar through the speed shift
cover opening of the transmission case 2
and insert it between the distributor plate
and the side of the 34 tooth gear (2nd) on 20002833
the input shaft. Lightly pry the input shaft
Figure 4-706
assembly toward the rear of the
transmission so as to take up the shaft
end play. DO NOT PLACE EXCESSIVE
FORCE ON THE PRY BAR.
Zero the dial indicator needle and then
pry the shaft forward by placing the bar
between the side of the speed shift cover
opening and the 37 tooth gear (3rd) at the
rear of the shaft. Record the endplay
reading on the indicator. This is the shaft
end play with the shim pack (three
0.5 mm [0.018I] shims) installed in step
“a” of this procedure.
NOTE: The 34 tooth gear (2nd) and
37 tooth gear (3rd) are not splined to
the input shaft and are not connected
directly to it. The gears will move on
the shaft and come up against the
shaft shoulder, moving it forward and
rearward.
Repeat this step until a consistent reading
is obtained.
4-322
d. Based on the dial indicator reading

measured in step “c”, assemble a shim
pack that will allow 0.050 - 0.100 mm
(0.002 - 0.004I) end play on the input
shaft when installed under the retainer.
Example:
Shim pack thickness installed under

measurement - 1.5 mm (0.054I) (three
0.5 mm [0.018I] shims).
End play measurement taken in step “c” -

0.5 mm (0.018I) endplay on shaft. 4-tr580
Figure 4-707
Remove 0.4 mm (0.015I) from the
0.5 mm (0.054I) initial shim pack. Final
shim pack thickness should be 1.1 mm
(0.039I) which will allow for 0.1 mm
(0.003I) end play on the shaft and
bearings.
NOTE: Removing shims from under

the retainer decreases shaft end play,
installing shims under the retainer
e. After the correct shim pack has been

calculated in step “d”, remove the retainer, 2
1, from the rear of the transmission. Install
the required shim pack and reinstall it onto
Install the three M12 ¢ 30 capscrews, 2,
that hold the retainer in place and torque
to 79 N·m (59 ft lbs). Use thread locking
compound on the capscrew threads

recheck the end play as detailed in step
“c”. The shaft must have an end play 20002832
reading of 0.050 - 0.100 mm (0.002 - Figure 4-708
0.004I) when assembled into the
transmission.
4-323
f. Install the transmission live shaft, 1, into

the input shaft of the transmission. Apply
transmission oil to the bearing journals of
the shaft before inserting it into the input
shaft.
NOTE: Tractors with PTO require the 2
live shaft to be installed into the 1
transmission at this stage of
assembly. The shaft cannot pass
through the PTO transfer case gear,
nor can it be installed from the front
end of the input shaft. It must be 3
installed before the transfer case is 20002834
placed on the transmission. Tractors
without PTO will have the live shaft Figure 4-709
installed later in this assembly
procedure.
Clean the surface of the transmission

case, 2, where the mounting surface of
the PTO transfer case will join with a good
quality non-residue cleaner.

eliminator to the transmission mounting
area. Be sure to encircle each bolt hole to
prevent leaks.
g. Clean the mounting flange surface of the
transfer case housing and install it in
place on the rear of the transmission.
NOTE: Use an appropriate lifting
device to position the transfer case
onto the rear of the transmission. The
transfer case weighs approximately 57
Kg (125 lbs).
Be certain that the live shaft enters the
splines of the transfer case input gear
properly. It may be necessary to rotate the
transfer case output shaft to line up the
spline.
CAUTION: DO NOT FORCE OR DRAW

THE CASE ONTO THE BACK OF THE
TRANSMISSION. THE TRANSMISSION
DRIVE SHAFT MUST SPLINE INTO THE
TRANSFER CASE DRIVE GEAR
PROPERLY.
4-324
h. Install the six M12 ¢ 130 mounting bolts,

1, at the top of the transfer case and
torque to 98 N·m (72 ft lbs). Use thread
locking compound on the capscrew 1
threads during installation. 1
i. Install the two transfer case lower
mounting leg M12 ¢ 30 bolts, 2, and
torque to 98 N·m (72 ft lbs). Use thread
locking compound on the capscrew
threads during installation. 2
20001907
Figure 4-710
48. Install two sealing rings, 1, into the grooves of
the clutch support hub on the distributor
plate.
1
4-tr584
Figure 4-711
The sealing rings have hooked ends, 1, on
them that must mesh when the rings are
properly seated in the groove. Lubricate the
rings with petroleum jelly. 1
4-tr585
Figure 4-712
4-325
49. Install a lifting chain on the clutch assembly,

1, using the stub shaft capscrew holes in the
center of the clutch cover. Use an overhead
hoist to lift the clutch assembly into position 1
on the front of the distributor plate, 2.
NOTE: The clutch assembly weighs

48 Kg (105 lbs). Use an overhead hoist to
install the clutch on the transmission.
Slide the clutch assembly onto the distributor

plate support and the input shaft splines. Be
careful not to damage the two sealing rings 2
on the hub. It is easiest to spline the clutch 4-tr586
hub onto the input shaft splines, then gently
rock the clutch to start the clutch rear bearing Figure 4-713
on the hub and over the sealing rings. Slide
the clutch rearward until it is fully seated on
the hub.
NOTE: The clutch is fully seated in

position when the retaining ring groove in
the end of the input shaft splines is visible
in front of the clutch hub. If the groove is
not visible, the clutch is not fully seated
on the hub or the clutch hub as been
assembled incorrectly inside the clutch
(installed upside down).
IMPORTANT: Do not force the clutch
assembly onto the distributor plate hub. Line
up all components (clutch hub spline to input
shaft spline, clutch bearing to distributor
plate hub) and gently work the clutch into
position. If any resistance is felt as the clutch
slides over the sealing rings, stop the
installation, remove the clutch from the hub
and inspect the sealing rings.
50. With the clutch assembly in place on the

distributor plate hub, install the retaining ring,
1, into the groove of the input shaft. Be
certain the ring is fully seated in the shaft
groove. 1
Figure 4-714
4-326
51. Be certain the stub shaft capscrew threads

are clear of all thread locking compound 1
residue. Run a M12 ¢ 1.75 tap into the 4
threads of the clutch cover to clean out any
thread locking compound residue.
Install the stub shaft, 1, into position in the

bore of the clutch cover. Place the input
yoke, 2, on the input shaft and hold the yoke 2
in place with a chain wrench, 3. Install the
M12 ¢ 30 capscrews, 4, that retain the stub 3
shaft to the clutch cover. Use thread locking
compound on the capscrew threads during
installation. Torque the capscrews to 79 N·m 10001927
(59 ft lbs).
Figure 4-715
Remove the input shaft yoke.
52. Use an M12 ¢ 1.75 tap to clean out the

clutch cover mounting bolt holes on the 1
distributor plate. Clean all the clutch cover
mounting bolt threads.
2
Clean the mounting flange area, 1, of the
distributor plate with a good quality
non-residue cleaner.

eliminator to the flange mounting area. Be
leaks.
4-tr589
Figure 4-716
53. Clean the mounting flange of the clutch

housing (that mates with the distributor plate)
with a good quality non-residue cleaner. 3 3
1
Place the clutch housing, 1, onto the 2
distributor plate with no stub shaft bearing in
the front bore, 2, of the housing. The bearing 3 3
will be installed later in the assembly
procedure. There are two dowel pins that the 3
cover fits over that must be aligned during 3
installation. 4
Install six M12 ¢ 40 capscrews, 3, into the 4 4
top of distributor plate. Install six M12 ¢ 75 4
capscrews, 4, into the bottom of the 4 4
4-tr590
distributor plate. Use thread locking
compound on all the capscrew threads. Figure 4-717
Torque all capscrews to 79 N·m (59 ft lbs).
4-327
54. Install the stub shaft bearing, 1, into the bore

of the clutch housing using a brass punch
and hammer. Tap on the inner and outer race
of the bearing to position it in the bore. The 2 1
bearing has a retaining ring, 2, on the OD of
the outer race that will bottom out on the
shoulder in the bore. The long side of the
outer bearing race enters the bore in the
housing first.
IMPORTANT: Do not use excessive force on

the bearing while installing it. It should easily
tap into position using the brass punch and
hammer. 4-tr592
Figure 4-718
55. Install an O ring into the groove of the stub

shaft,1. Lubricate the O ring with petroleum
jelly.
Slide the input seal wear sleeve, 2, into

position over the top of the O ring. The sleeve
should seat against the stub shaft bearing.
2 1
Figure 4-719
56. Install an O ring, 1, into the groove of the

input shaft seal retainer, 2. Lubricate the O 1
ring and input seal with petroleum jelly. 2
Figure 4-720
4-328
57. Slide the input seal and retainer, 1, over the

wear sleeve and into position on the clutch
housing. Be careful not to damage the O ring 2
in the groove of the retainer when placing it
into the housing bore. 1
Install the six M12 ¢ 30 capscrews, 2, that

fasten the retainer in place on the cover.
Torque to 79 N·m (59 ft lbs).
4-tr595
Figure 4-721
58. Install the front output shaft spacer collar, 1,

and the front output yoke, 2, on the output
shaft at the front of the transmission.
2
20002835
Figure 4-722
59. Tap the front output yoke, 1, onto the output

shaft spline until it seats against the spacer
on the front of the shaft. Be sure the threads 2
in the end of the shaft are clean by running a
5/8I -18 UNF tap through the threads. 1
3
Clean the retaining capscrew threads and
install the capscrew, 2, and washer, 3, onto
the output shaft. Use thread locking
compound on the capscrew threads. Torque
the capscrew to 224 N·m (165 ft lbs).
NOTE: Shift one of the range gears into

the engaged position. This will hold the 20002836
output shaft still while the yoke retaining
capscrew is tightened. Figure 4-723
4-329
60. Install the transducer, 1, into the output shaft

front seal retainer. Use anti-seize compound
on the treads of the transducer.
2
The transducer should be adjusted so that it
touches the teeth, 2, of the output yoke ring 3
gear and then is backed off 1/2 turn. Tighten
the jam nut, 3, securely. 1
20002837
Figure 4-724
61. Coat the inner diameter of the brake rotor

with anti-seize compound. Install the rotor, 1,
onto the flange of the front output yoke. Be
sure that the threads of the rotor attaching 1
2
bolts and the front output yoke are clean and
dry. Install the eight bolts, 2, and torque to
108 N·m (80 ft lbs) in a cross tightening
pattern.
NOTE: Be certain that the rotor is flush
against the flange on the output yoke
around the entire flange diameter.
4-tr598
Figure 4-725
62. On tractors equipped with an optional PTO,

install the transfer case drain tube, 1, onto
the elbow, 2, in the transmission case and the
transfer case. Tighten the fittings securely.
2
2
20002838
Figure 4-726
4-330
63. Install the rear output shaft spacer collar, 1,

and the rear output yoke, 2, on the output
shaft at the rear of the transmission.
1
2
20002839
Figure 4-727
64. Tap the rear output yoke, 1, onto the output

shaft spline until it seats against the spacer
on the rear of the shaft. Be sure the threads in
the end of the shaft are clean by running a
5/8I -18 UNF tap through the threads. 1
NOTE: Position the rear output yoke onto

the shaft so that it is in phase with the
front output yoke (orientated on the shaft
in the same manner as the front yoke).
2 3
Clean the retaining capscrew threads and
install the capscrew, 2, and washer, 3, onto
the output shaft. Use thread locking 20001909
compound on the capscrew threads. Torque
the capscrew to 224 N·m (165 ft lbs). Figure 4-728
NOTE: Shift one of the range gears into

the engaged position. This will hold the
output shaft still while the yoke retaining
capscrew is tightened.
65. Install the transmission pump suction

screen, 1, into position in the bottom right
hand corner of the case.
20002846
Figure 4-729
4-331
66. Install a new O ring, 1, to seal the brake

control valve to the transmission case.
20001915
Figure 4-730
67. Install the brake control valve, 1, on the

transmission case with the two capscrews, 2.
Tighten the two M10 X 45 capscrews to 34
N⋅m (25 ft lbs).
1
20001914
Figure 4-731
68. Install the nine O rings, 1, into the

couterbored holes in the transmission case 1
left hand side. Lubricate the O rings with
transmission oil.
4-tr606
Figure 4-732
4-332
69. Place the transmission control valve, 1, into

position on the left hand side of the
transmission case. Install the five M10 ¢ 90 1
capscrews and washers, 2, that retain the
valve to the case. Torque to 34 N·m 2
(25 ft lbs).
Figure 4-733
70. Install the lubrication manifold, 1, onto the

transmission case using two M12 ¢ 65 2
capscrews, 2. Torque the capscrews to 34
N·m (25 ft lbs). 1
2
20001913
Figure 4-734
71. Installl the clutch cable support bracket, 1, to

the control valve with the capscrews, 2. Use
thread locking compound on the capscrew
threads and tighten securely.
1
20001912
Figure 4-735
4-333
72. Install the brake supply tube, 1, on the rear of

the transmission. Tighten both fittings
securely. 1
20001911
Figure 4-736
4-334
Figure 4-737
73. Install the oil supply tubing onto transmission

using the identification marks made during
transmission disassembly. Tighten all fittings
securely.
A. Input bearing supply secondary

B. Input bearing supply primary
C. Pressure sending unit jumper
D. Pump drive supply
E. Top counter shaft rear bearing supply
F. Output shaft rear bearing supply
G. Clutch lube supply
H. Clutch pressure supply
I. Brake pressure supply
J. Lube manifold supply
4-335
74. Lubricate the range shift fork bores with

petroleum jelly. Install bottom range rail
(M-L), 1, and shift fork, 2. The forks are 2
identical but the rails are not. Make sure the
correct rail is in the shift fork. The single notch
on the rail must face up and the three notches
must face out toward the side of the
transmission case.
20002842
Figure 4-738
75. Install the top range rail (H-R), 1, and shift

fork, 2. The forks are identical but the rails are
not. Make sure the correct rail is in the shift 7 2
6
fork. The single notch, 3, on the rail must face 4 1
down and the three notches, 4, must face out
toward the side of the transmission case.
76. Hold the shift forks in place and slide the rails 5
through the bores, 5, in the rear of the
transmission housing. Make sure the set
screw notches, 6, line up correctly with the 3
set screw orifices, 7, in the shift forks.
7
10001924
Figure 4-739
77. Be certain the threads of the set screws and

threads in the shift forks are clean and dry.
Place a small amount of medium strength
thread sealing compound on the two 6 mm
set screws. 1
78. Tighten the set screws, 1, into the forks,

being certain that they enter the locating
holes in the rails. When the set screws are
located in the rail properly, they will tighten so
that the end of the screw is below the surface 1
of the fork. Tighten the set screws to 24 N·m
(18 ft lbs).
10001923
Figure 4-740
4-336
79. Shift both range forks into the neutral position

(so all four range gears can be spun on the
output shaft).
80. Install the three interlock balls, 1, between

the shift rods. Use petroleum jelly to hold the
balls in place until the cover is installed. 1
81. Shift each range fork into and out of gear

(one fork at a time) in both directions to be
certain the interlock works correctly and that
the forks and range shift rails slide properly in
the bores.
10001922
Figure 4-741
82. Use an M12 x 1.75 tap to clean out the

interlock housing mounting bolt holes on the
rear of the transmission case. Clean the
cover mounting bolt threads. Apply a
continuous bead, 1, of gasket eliminator to
the cover mounting area. Be sure to encircle 1
each bolt hole to prevent leaks.
20002840
Figure 4-742
83. Install the interlock housing, 1, and the four

retaining capscrews, 2. Tighten the
capscrews to 79 N·m (59 ft lbs).
20002841
Figure 4-743
4-337
84. Install the two detent balls, 1, and springs, 2,

into the side of the transmission housing.
20001920
Figure 4-744
85. Use an M12 x 1.75 tap to clean out the range

shift cover mounting bolt holes on the right
hand side of the transmission case. Clean all
the cover mounting bolt threads. Clean the
1
mounting flange area, 1, of the transmission
housing with a good quality non-residue
cleaner.
86. Apply a continuous bead, 2, of gasket

eliminator to the cover mounting area. Be
leaks. 2
20002843
Figure 4-745
87. Place the range shift cover, 1, over the

opening on the side of the transmission case, 4 3
being sure to engage the bell crank shifter
with the shift forks. Install the eight (8) M12 x
30 capscrews, 2, and one (1) M12 x 40
capscrew, 3, that retain the range shift cover.
capscrew threads. Check that the bell crank
shifter moves between the shift forks by 2
sliding the translator up and down. Check
that the bell crank shifts the forks into gear by
rotating the translator back and forth. Tighten 1
the capscrews to 79 N·m (59 ft lbs).
20001918
The two studs, 4, will be used later for
installing the range shift cable bracket. Figure 4-746
4-338
88. Use an M12 x 1.75 tap to clean out the speed

shift cover mounting bolt holes on the top of 1
the transmission case. Clean all the cover
2
mounting bolt threads. Clean the mounting
flange area, 1, of the transmission housing
with a good quality non-residue cleaner.
89. Apply a continuous bead, 1, of gasket

eliminator to the cover mounting area. Be
leaks.
20002844
Figure 4-747
90. Place the speed shift cover on top of the

transmission case so the two dowel pins start
into the cover. Install the ten (10) M12 x 30
capscrews, 1, and two (2) M12 x 40
capscrews, 2, that retain the speed shift
cover. Use thread locking compound on the
capscrew threads. Tighten the capscrews to
79 N·m (59 ft lbs).
Remove the speed shift translator if
previously installed. 2
1
20002845
Figure 4-748
91. Before the breather cover plate can be

installed on the transmission, the speed shift
fork position in the synchronizers must be
1
adjusted to ensure the forks are in the center
of the synchronizer when both components
are in the neutral position.
The shift fork neutral position, 1, must be
within 0.10 mm (0.004″) of the synchronizer
neutral position, 2. The position of each
component can be on either side of one
another, but always within 0.10 mm (0.004″).
Having the neutral position of fork and 2
synchronizer within the specification
ensures that the transmission will stay in the 19981176
selected speed gear when shifted (lever
Figure 4-749
does not jump out of gear).
Use the following procedure to properly
measure and adjust the speed shift fork
position:
4-339
In order to accurately measure the shift fork

neutral position, a DIGITAL verneir caliper
(tool #OEM1690), 1, a set of telescoping
gauges (tool #OEM1015), 2, and
Synchronizer Adjustment Datum Tool
BLR20299, 3, are required. 1
IMPORTANT: Use only a digital verneir 2

caliper to measure the shift fork neutral
position. Do not use a dial or sliding rule style
of verneir caliper as these style tools will not 3
read accurately enough for a correct
measurement.
20003944
Figure 4-750
a. Be certain the threads of the set screws

and threads in the shift forks are clean and 1
dry. Place a small amount of medium
strength thread sealing compound on all
four of the 5 mm set screws, 1.
Tighten the set screws into the forks,
being certain that they enter the locating
holes in the rails. When the set screws are
located in the rail properly, they will
tighten so that the ends of both screws
are below the surface of the fork. Be
certain the two set screws for each shift
fork are tight against the shift rails. 1
20003892
Tighten the set screws to 24 N·m (18 ft
lbs). Figure 4-751
b. Use two of the breather cover capscrews,

1, to install the BLR20299 Synchronizer
1
Adjustment Datum Tool, 2, to the speed
shift cover. Install the tool in the forward 3
location to adjust the 1-2 shift fork, 3, and
tighten securely.
1
20003893
Figure 4-752
4-340
c. Shift the 1-2 shift fork to the 1st gear

position. Apply firm pressure with a bar, 1, 2 1G
to the shift fork and hold it in the full 1st
gear position. Place the telescoping
gauge, 2, between the datum tool and the
shift fork as shown.
20003894
Figure 4-753
Be certain that the telescoping gauge, 1,

contacts the flat surface of the tool, 2, and
the flat machined side of the shift fork, 3.
Tighten the end of the telescoping gauge,
remove the gauge, and measure the
1
distance.
IMPORTANT: Take the readings always
at the same point on the tool and fork at
each step, as the tool and fork surfaces
may not be perfectly parallel.
2
3
IMPORTANT: Square the telescoping
gauge on the tool and shift fork and take 20003883
the reading. Do not keep removing and
installing the telescoping gauge on the Figure 4-754
tool to get a consistent readout as this is
very difficult to do. Take the reading
carefully once and move to the next step.
Example:
1-2 fork fully to

1st (1G) 43.33 mm (1.706″)
to Datum
4-341
d. Shift the 1-2 shift fork to the 2nd gear

position. Apply firm pressure with a bar, 1, 2
to the shift fork and hold it in the full 2nd 2G
Be certain that the telescoping gauge
contacts the flat surfaces of the tool and
shift fork at the same point as the previous
measurement. Tighten the telescoping 1
gauge, remove the gauge, and measure
the distance.
20003895
Example:
Figure 4-755
1-2 fork fully to
2nd (2G) 22.05 mm (0.868″)
to Datum
e. Add the readings recorded in Steps “c”

and “d” together, then divide that sum by
two. The result is the neutral position of
the synchronizer when it is not shifted into
1st or 2nd gear.
Example:
1-2 fork fully 43.33 mm (1.706″)

to 1st (1G) to Datum
1-2 fork fully 22.05 mm (0.868″)
to 2nd (2G) + to Datum
65.38 mm (2.574″)
2 = 32.69 mm
(1.287″)
4-342
f. Shift the 1-2 shift fork to the neutral

position. Apply a slight amount of force 2
1N
with a bar, 1, to the shift fork and hold it
toward 1st gear (biased to 1st).
IMPORTANT: Apply only enough hand
pressure on the shift fork so as to take up
the free play of the fork detent. Do not
lean on or pry with the bar, as the
synchronizer will begin to shift.
Place the telescoping gauge, 2, between

1
the datum tool and the shift fork as shown.
20003896
shift fork at the same point as the previous Figure 4-756
measurements. Tighten the telescoping
the distance.
Example:
1-2 fork in neutral,
bias to 1st (1N) 32.61 mm (1.284″)
to Datum
g. With the 1-2 shift fork still in the neutral 2

position, apply a slight amount of force 2N
toward 2nd gear (biased to 2nd).
Place the telescoping gauge, 2, between 1

Be certain that the telescoping gauge 20003897
contacts the flat surfaces of the tool and Figure 4-757
measurements. Tighten the telescoping
the distance.
Example:
1-2 fork in neutral,

bias to 2nd (2N) 32.31 mm (1.272″)
to Datum
4-343
h. Add the readings recorded in Steps “f” If the result of the above calculation is
and “g” together, then divide that sum by within the maximum allowable
two. The result is the neutral position of misalignment specification (+0.004″ to
the fork when it is not shifted into 1st or --0.004″) no further adjustment is
2nd gear. necessary. Proceed to the next step --
Step “j”.
Example:
1-2 fork in neutral, 32.61 mm (1.284″)

bias to 1st (1N) to Datum
bias to 2nd (2N) + to Datum
64.92 mm (2.556″)
2=
32.46 (1.278″)
i. Subtract the value determined in Step “h”
(fork neutral position) from the value
determined in Step “e” (synchronizer
neutral position). The result will be a
positive number, a negative number, or
zero.
Example:
Synchronizer 32.69 mm
neutral position (1.287″)
(from “e”) to Datum
Fork neutral 32.46 mm (1.278″)
position (from “h”) -- to Datum
0.23 mm (0.009″)
A high positive number indicates the shift
fork is too far forward on the shift rail. A
high negative number indicates the shift
fork is too far rearward on the shift rail.
The result of this example calculation
indicates means that the shift fork neutral
position is 0.23 mm (0.009″) forward of
the neutral position of the synchronizer.
The maximum allowable amount that the
two neutral position measurements can
be misaligned is 0.10 mm (0.004″) (+ or --
0.10 mm (0.004″)). In this example, the
fork and synchronizer neutral positions
are misaligned by 0.13 mm (0.005″) out of
the maximum allowable range (+ or --
0.10 mm (0.004″)). This means that the
shift fork position on the shift rail must
change to move it rearward at least 0.13
mm (0.005″).
4-344
If, however, the above calculation is

outside of the specification (greater than 1 2
+0.10 mm (0.004″) or less than --0.10 mm
(0.004″)), the fork position must be
adjusted. To do this, the set screws that
retain the fork to the shift rail must be
loosened and tightened as follows.
First shift the fork into the 1st gear

position (to the rear of the transmission)
to gain access to both set screws. Then:
• If the result of the calculation is a high

positive number (more than +0.10 mm 20003893
(0.004″)), the fork is too far forward
(toward 2nd gear) and must be moved Figure 4-758
rearward. Loosen the forward set
screw, 1, and tighten the rearward set
screw, 2.

negative number (more than --0.10
mm (0.004″)), the fork is too far
rearward (toward 1st gear) and must
be moved forward. Loosen the
rearward set screw, 2, and tighten the
forward set screw, 1.
IMPORTANT: Move the set screws a very

small amount at a time so as not to make
radical changes to the fork position.
After repositioning the shift fork, recheck
the fork neutral position by repeating
steps “c” to “i” until the fork neutral
position and synchronizer neutral
positions are within the maximum
allowable misalignment specification
(+0.10 mm (0.004″) to --0.10 mm
(0.004″)). Tighten the set screws to 24
N·m (18 ft lbs) when the fork is properly
positioned.
j. Move the Datum Tool, 1, to the opposite

side of the speed shift cover, toward the 3
rear of the transmission, to adjust the 3-4
shift fork, 2. Tighten the capscrews, 3, 1
securely.
2
20003898
2
Figure 4-759
4-345
k. Shift the 3-4 shift fork to the 3rd gear

position. Apply firm pressure with a bar, 1,
to the shift fork and hold it in the full 3rd
shift fork as shown. 2
3G
1
20003900
Figure 4-760
Be certain that the telescoping gauge, 1,

contacts the flat surface of the tool, 2, and
the flat machined side of the shift fork, 3.
Tighten the end of the telescoping gauge,
remove the gauge, and measure the
distance. 1
IMPORTANT: Take the readings always

at the same point on the tool and fork at
each step, as the tool and fork surfaces
may not be perfectly parallel.
2 3
IMPORTANT: Square the telescoping
gauge on the tool and shift fork and take 20003883
the reading. Do not keep removing and
installing the telescoping gauge on the Figure 4-761
tool to get a consistent readout as this is
very difficult to do. Take the reading
carefully once and move to the next step.
Example:
3-4 fork fully to 3rd 23.11 mm (0.910″)

(3G) to Datum
4-346
l. Shift the 3-4 shift fork to the 4th gear

position. Apply firm pressure with a bar, 1,
to the shift fork and hold it in the full 4th
1
measurement. Tighten the telescoping
the distance. 4G
2
Example: 20003899
3-4 fork fully to 44.14 mm (1.738″) Figure 4-762

4th (4G) to Datum
m. Add the readings recorded in Steps “k”

and “l” together, then divide that sum by
the synchronizer when it is not shifted into
3rd or 4th gear.
Example:
3-4 fork fully to 23.11 mm (0.910″)

3rd (3G) to Datum
3-4 fork fully to 44.14 mm (1.738″)
4th (4G) + to Datum
67.26 mm (2.648″)
2 = 33.63 mm
(1.324″)
n. Shift the 3-4 shift fork to the neutral
position. Apply a slight amount of force
toward 3rd gear (biased to 3rd).
pressure on the shift fork so as to take up 2
1
the datum tool and the shift fork as shown. 3N
contacts the flat surfaces of the tool and 20003901
measurements. Tighten the telescoping Figure 4-763
the distance.
Example:
3-4 fork in neutral, 33.60 mm

bias to 3rd (3N) (1.323″) to Datum
4-347
o. With the 3-4 shift fork still in the neutral

position, apply a slight amount of force
toward 4th gear (biased to 4th).
lean on or pry with the bar, as the 1

4N 2
20003902
shift fork at the same point as the previous Figure 4-764
measurements. Tighten the end of the
telescoping gauge, remove the gauge,
and measure the distance.
Example:

bias to 4th (4N) to Datum
p. Add the readings recorded in Steps “n”

and “o” together. Now divide that sum by
the fork when it is not shifted into 3rd or 4th
gear.
Example:

bias to 3rd (3N) to Datum
bias to 4th (4N) + to Datum
67.56 mm (2.660″)
2=
33.78 mm (1.330″)
4-348
q. Subtract the value determined in Step “p”

(fork neutral position) from the value
determined in Step “m” (synchronizer
neutral position). The result will be a
positive number, a negative number, or
zero.
Example:
Synchronizer
neutral position 33.63 mm (1.324″)
(from m) to Datum
Fork neutral 33.78 mm (1.330″)
position (from p) -- to Datum
-- 0.15 mm (0.006″)
A high positive number indicates the shift

fork is too far rearward on the shift rail. A
high negative number indicates the shift
fork is too far forward on the shift rail.|
The result of this example calculation
means that the shift fork neutral position
is 0.006″ forward of the neutral position of
the synchronizer. The maximum
allowable amount that the two neutral
position measurements can be
misaligned is 0.10 mm (0.004″) (+ or --
0.10 mm (0.004″)). In this example, the
fork and synchronizer neutral positions
are misaligned by 0.05 mm (0.002″) out of
the maximum allowable range (+ or --
0.10 mm (0.004″)). This means that the
shift fork position on the shift rail must
change to move it rearward at least 0.05
mm (0.002″).
If the result of the above calculation is
within the maximum allowable
misalignment specification (+0.10 mm
(0.004″) to --0.10 mm (0.004″)) no further
adjustment is necessary. Proceed to the
next step -- Step #92.
4-349
If, however, the above calculation is

outside of the specification (greater than
+0.10 mm (0.004″) or less than --0.10 mm
(0.004″)), the fork position must be
adjusted. To do this, the set screws that
retain the fork to the shift rail must be
loosened and tightened as follows.
Shift the fork into the 4th gear position (to
the front of the transmission) to gain
access to both set screws. Then:

positive number (more than +0.10 mm 2 1
20003898
(0.004″)), the fork is too far rearward
(toward 3rd gear) and must be moved Figure 4-765
forward. Loosen the rearward set
screw, 1, and tighten the forward set
screw, 2.

negative number (more than --0.10
mm (0.004″)), the fork is too far forward
(toward 4th gear) and must be moved
rearward. Loosen the forward set
screw, 2, and tighten the rearward set
screw, 1.
IMPORTANT: Move the set screws a very

small amount at a time so as not to make
radical changes to the fork position.
After repositioning the shift fork, recheck

the fork neutral position by repeating
steps “j” to “q” until the fork neutral
position and synchronizer neutral
positions are within the maximum
allowable misalignment specification
(+0.10 mm (0.004″) to --0.10 mm
(0.004″)). Tighten the set screws to 24
N·m (18 ft lbs) when the fork is properly
positioned.
92. Use an M10 x 1.5 tap to clean out the speed

shift cover mounting bolt holes on the cover.
Clean the translator mounting bolt threads.
Clean the mounting flange area, 1, of the
cover with a good quality non-residue
cleaner.
93. Apply a continuous bead, 2, of gasket 1
eliminator to the translator mounting area. Be 2
leaks.
20003903
Figure 4-766
4-350
94. Place the speed shift translator, 1, on the

cover, positioning the pivot bracket, 2, as 4 2
shown. Install the four (4) M10 x 35
capscrews, 3, and that retain the translator. 1
capscrew threads. Tighten the capscrews to
34 N·m (25 ft lbs).
95. Remove the two M12 x 40 capscrews, 4, on

the right side of the cover. Clean the threads
and use thread locking compound on the
threads. Position the pivot bracket, 2, as 3
shown. Install and tighten the capscrews to
80 N·m (59 ft lbs). 20001916
Figure 4-767
Transmission Installation
1. Prepare the front frame of the tractor for
transmission installation by clearing all
hoses and cables away from the opening
where the transmission will be lowered into.
Move the transmission shift cables and
brackets, 1, forward and toward the right 1
hand frame rail.
20002847
Figure 4-768
2. Clean all debris from the lower transmission

mounting brackets, 1, especially on the
inside face of the bracket that is adjacent to
Inspect the lower mounting brackets for
obvious bends or deformation. Check that
the rubber isolator mounts are in place and in
good condition. If necessary, refer to the
Lower Mounts portion of this section.
Torque the lower bracket mounting bolts, 2,
to 280 N·m (205 ft lbs). 2
2
1
4-tr634
Figure 4-769
4-351
3. Lifting fixture BLR20068 is used to hoist the

transmission through the cab door and into 4 1 4
the front frame of the tractor. The fixture is
designed to handle the weight of the 5 5
transmission and any components mounted 5 5
on it that are installed during transmission
assembly.
The fixture is a multi-purpose tool that can be
used to install the 12 x 4 Quad Shift III or the
12 x 2 Powershift transmission into Buhler 7
Versatile 4WD tractors. 6 8
3 5 2
The center lifting eye, 1, attaches to a single
4-tr635
tine of a forklift. The front, 2, and rear, 3, lifting
straps are used to attach to the 12 x 4 Quad Figure 4-770
Shift III transmission lifting eyes. Additional
lifting straps, 4, are used on the 12 x 2 PS
transmission. Locking collars, 5, are
adjustable and are used to position the lifting
links on the center tube, 6, so the
transmission will lift squarely and evenly.
NOTE: Do not remove the additional

lifting straps intended for the PS
transmission from the tool. The straps
can be pivoted out of the way during 12 x 4
transmission installation.
A safety bolt, 7, at the rear of the tube and a
welded piece of flat stock, 8, at the front of the
tube insure the lift links will not come off the
tube. The bolt can be removed to provide
service to the individual pieces of the fixture.
CAUTION: NEVER REPLACE ANY OF

THE LIFTING FIXTURE COMPONENTS
WITH PARTS OTHER THAN THOSE
SOURCED FROM OTC TOOL CO. THE
COMPONENTS ARE SIZED TO CARRY
THE WEIGHT OF THE TRANSMISSIONS
FOR BUHLER VERSATILE 4WD
TRACTORS. USING UNDERSIZED OR
LOWER GRADE COMPONENTS COULD
RESULT IN THE TOOL FAILING AND
CAUSING INJURY OR DEATH.
4-352
4. Prepare the lifting fixture for attachment to

the transmission by first rotating the center 3
tube so that the stamping marks “QS”, 1, face
upward. This is the top of the tool for the 12 x
4 Quad Shift III transmission and will indicate
where the locking collars, 2, are to be
positioned to locate the lift links.
4 4
Starting with the center lifting eye, 3, loosen
the locking collar set screws, 4, and slide the
collars so that they are located between each
set of scribe marks on the tube. This will
position the lift eye on the tube approximately
2 1
over the top of the center of gravity of the 4-tr636
transmission. Tighten the set screws
securely. The lift eye should still be able to Figure 4-771
pivot on the tube when the locking collars are
located properly.
Move to the end of the lifting fixture that is

marked “FRONT”. This end of the tool faces 1 4
the engine in the tractor. Loosen the locking
collar set screws, 1, and slide the collars, 2, 2
so that they are positioned between the
scribe marks on the tube for the 12 x 4 1
transmissions. The front 12 x 4 lift link, 3, and
PS lifting strap, 4, will be sandwiched
between the collars. Tighten the set screws
securely. The lift links should be able to pivot
on the tube when the locking collars are in
position. 2
1
NOTE: When positioned properly, the 3
front locking collar will be resting against
the piece of stock welded to the front of Figure 4-772
the center tube.
At the back end of the tool, loosen the locking

collar set screws, 1, and slide the collars, 2,
so that they are positioned between the 2
1
scribe marks on the tube for the QS
transmissions. The rear 12 x 4 lift link, 3, and
PS lifting strap, 4, will be sandwiched
between the collars.
Use position “1”, with the stamped “1”

2 1
showing to the left of the collar, as shown in
this figure. 4
3
locking collars are in position.
Figure 4-773
4-353
5. Install lifting fixture BLR20068, 1, to a single

tine of a forklift using the bolt, washer and 3
nut, 2, at the top of the center lift link. Tighten
the attaching nut to 120 N·m (90 ft lbs) and
install the safety pin, 3. The nut and washer 2
must be tight against the tine of the forklift. Be
sure that all hardware on the lifting fixture is
tight and in good condition. The forklift tine
should have a hole pierced in it to accept the
bolt of the lifting fixture. The size of the bolt is
5/8I.
CAUTION: ALWAYS TIGHTEN THE

ATTACHING NUT AS SPECIFIED AND
INSTALL THE SAFETY PIN WHEN
ATTACHING THE LIFTING FIXTURE TO
1
THE FORKLIFT TINE. SERIOUS INJURY
OR DEATH CAN RESULT DUE TO THE
TRANSMISSION FALLING IF THE
HARDWARE IS NOT TIGHTENED OR THE
Figure 4-774
SAFETY PIN IS NOT INSTALLED.
NOTE: It is easiest to remove one of the

forklift tines so that one remains on the
carriage. Position the remaining tine in
the middle of the carriage so that the load
is centered.
4-354
Figure 4-775
The forklift and lifting tine must be able to

handle the weight of the transmission, at the
required lift height and distance to reach into
the cab and place the transmission into the CAUTION: USE ONLY A FORKLIFT
front frame as shown in the figure. A forklift CAPABLE OF HANDLING THE
equipped with a side shift for the carriage is SPECIFIED LOAD AT THE REQUIRED
also required for transmission installation. HEIGHT AND DISTANCE. FAILURE TO
USE THE PROPER SIZED FORKLIFT
The BLR20068 lifting fixture is designed to COULD RESULT IN THE TRANSMISSION
handle the weight of the transmission that is FALLING OFF THE TINE CAUSING
equipped with or without an optional PTO SERIOUS INJURY OR DEATH.
(transfer case on the rear of the
transmission).
IMPORTANT: If there is a problem with the

reach of the available forklift into the cab area
of the tractor, the left hand fuel tank can be
removed to reduce the reach of the forklift
tine. Refer to Section 2 - Fuel System of this
manual for instruction on fuel tank removal.
4-355
6. Place the front lift link, 1, and rear lift link, 2,

over the transmission lifting eyes, 3. Each
forked link straddles the lift eye.
1
4-tr641
Figure 4-776
Install the lift link pin, 1, and clip pin, 2, into

each link and lifting eye of the transmission.
CAUTION: ALWAYS INSTALL THE CLIP

PIN INTO THE LIFT LINK PIN TO INSURE
IT WILL NOT FALL OUT OF THE LINK
DURING TRANSMISSION LIFTING.
SERIOUS INJURY OR DEATH COULD
RESULT IF THE PIN FALLS OUT WHILE 1
THE TRANSMISSION IS LIFTED.
4-tr642
Figure 4-777
4-356
7. Remove the hardware that was used to

2
install the BLR20057 stabilizer brackets, 1, to
the bottom of the transmission. Remove the
brackets from the pallet.
Tap the upper mount threads (3/4″ - 10 UNC)
and the lower mount threads (5/8″ - 11 UNC).
8. Lift the transmission upward through the cab

door. Pay attention to the following
information during transmission installation
into the front frame of the tractor:
a. Raise the transmission upward so the
bottom of the case clears the cab floor. 1
20001908
Pivot it on the lifting bracket swivel so that
Figure 4-778
the input shaft faces out the cab door.
Drive the forklift toward the tractor while
guiding the transmission into the cab door
opening.
b. Shift the transmission rearward and pivot

it so that the input shaft faces to the left of
the steering wheel (transmission will be
diagonal across the cab floor opening).
This will provide room for the brake rotor
to clear the steering column and cowling.
c. Carefully lower the transmission into the
cab floor opening. Make sure that no
hoses or cables interfere with the bottom
of the transmission case. If a hose or
cable becomes caught under the case,
stop lowering the transmission and free
the cable or hose.
d. As the brake rotor and front output yoke
clear the cab floor, swivel the
transmission so that the input shaft faces
the engine. Use the side shift of the forklift
to move the transmission forward toward
the engine.
e. Continue to check the transmission shift
cables and bracket to be sure that they do
not interfere with the transmission as it is
lowered into place.
f. Continue to lower the transmission into
position in the front frame. Shift the forklift
forward as required to properly position
the transmission in the lower mounting
brackets.
4-357
9. The transmission will settle into the lower

mounting brackets as it is lowered into the
front frame. It may be necessary to wiggle the
top of the transmission from side to side so as
to slide it between the brackets and line up
the mounting bolt holes.

UNDER THE TRANSMISSION AS IT IS
LOWERED INTO PLACE IN THE FRONT
FRAME. THE MOUNTING BOLT HOLES
CAN BE ACCESSED FROM THE SIDES
OF THE TRACTOR. KEEP TENSION ON
THE TRANSMISSION WITH THE
FORKLIFT AT ALL TIMES UNTIL THE
LOWER MOUNTING BOLTS ARE
INSTALLED AND TORQUED. NEVER
ALLOW THE TRANSMISSION TO REST
ON TOP OF THE MOUNTING BRACKETS
WITHOUT THE MOUNTING BOLTS
INSTALLED AND THE FORKLIFT
TENSION REMOVED.
The front of the transmission lifting fixture, 1,

will rest against the front floor beam, 2, of the
cab when the transmission is in its proper
position (or very close to it) in the lower
mounting brackets.
1 2
Figure 4-779
4-358
10. While supporting the transmission with the

forklift, use a line-up punch to align the
transmission lower mounting bolt holes with
1
the holes in the lower brackets.
Be sure the mounting bolts for the

transmission have clean and dry threads.
Install four capscrews and washers, 1, into
each side of the transmission. Torque the
capscrews to 224 N·m (165 ft lbs).

UNDER THE TRANSMISSION AS IT IS Figure 4-780
LOWERED INTO PLACE IN THE FRONT
FRAME. THE MOUNTING BOLT HOLES
CAN BE ACCESSED FROM THE SIDES
OF THE TRACTOR. KEEP TENSION ON
THE TRANSMISSION WITH THE
FORKLIFT AT ALL TIMES UNTIL THE
LOWER MOUNTING BOLTS ARE
INSTALLED AND TORQUED. NEVER
ALLOW THE TRANSMISSION TO REST
ON TOP OF THE MOUNTING BRACKETS
WITHOUT THE MOUNTING BOLTS
INSTALLED AND THE FORKLIFT
TENSION REMOVED.
11. The transmission is now stable and securely

fastened in the mounting brackets and front
1
Lower the forklift to release the tension on the
transmission. Remove the clip pins, 1, and lift
link pins, 2, from the transmission lifting
fixture. Move the fixture and forklift from the
top of the transmission. Remove the fixture
from the forklift tine.
Figure 4-781
4-359
12. Be certain the splines on the input stub shaft

and input yoke are clean and dry. Install the
yoke, 1, onto the shaft and retain with the
washer and capscrew, 2. Torque the
capscrew to 203 - 244 N·m (150 - 180 ft lbs). 1
NOTE: Use a chain wrench to hold the
input yoke still while the capscrew is
torqued.
2
4-tr647
Figure 4-782
13. Place the top mounting bracket, 1, into

transmission. Install the two (3/4I -10 UNC)
bolts and nuts, 1, through the bracket and
into the frame. DO NOT TIGHTEN THE TWO
CAPSCREWS AT THIS TIME.
1
4-tr648
Figure 4-783
14. Place 1/2 of the upper rubber isolation

mounts, 1, (front and rear) between the 3
bracket, 2, and transmission, 3. The mounts
fit into holes in the bracket.
1
2
20002850
Figure 4-784
4-360
15. Install the steel tube and plastic sleeve, 1,

into the inside half of each mount, 2. It is
helpful to lubricate the plastic sleeve with 2
liquid soap to ease installation into the rubber
mount.
IMPORTANT: Do not lubricate the sleeve

with oil as it will deteriorate the rubber of the
mount.
1
IMPORTANT: The plastic sleeve must be in
position over the steel tube to insure noise
isolation of the mounting hardware from the
top mounting bracket.
20002851
Figure 4-785
16. Install the outer 1/2 of the isolation mount, 1,

large washer, 2, small washer, 3, and (3/4I 2 1
-10 UNC) capscrew, 4, over the steel tube
and plastic sleeve, 5. It is helpful to lubricate 3
the plastic sleeve with liquid soap to ease
installation into the rubber mount. Use thread 4
locking compound on the bolt threads.

mount.
5
20002852
Figure 4-786
17. Torque the isolation mount capscrews, 1, to

280 N·m (205 ft lbs).
20002853
Figure 4-787
4-361
Then torque the bracket to frame capscrews,

1, to 397 N·m (293 ft lbs).
IMPORTANT: It is essential that the isolation

mount hardware be torqued first before the
bracket hardware. This will ensure that the
isolation mounts are not stressed during top
mounting bracket installation. 1
18. Route the wire harness onto the top of the

transmission.
4-tr653
Figure 4-788
19. Install the plug from the wire harness

connector to the ground speed transducer, 1,
located on the front output bearing retainer,
2. 1
2
20002855
Figure 4-789
20. Install the plug from the wire harness

connector to the solenoid brake valve, 1, 1
connector located at the right rear corner of
the transmission case.
19995024
Figure 4-790
4-362
21. Install the wire harness connector for the

transmission lube pressure switch, 1, and
install the capscrews, 2, that holds the wire
harness and P-clips to the top of the
transmission housing. 4 3
22. On the top of the transmission, install the wire

harness slide-on style connectors, 3, for the
two neutral safety start switches, 4.
1
2
20001901
Figure 4-791
23. Install the transmission clutch control cable.

Route the clutch cable through the hole in the
upper transmission mounting plate hole and
down to the transmission control valve. 3
Install a nut and a washer onto the cable and
thread the cable through the grommet and 1
spacer in the bracket.
Install a washer, 1, and nut, 2, onto the 2
bottom of the cable after it passes through
the spacer and grommet, 3. Do not tighten
the nuts at this time. Start the bottom nut on
the cable threads only.
Figure 4-792
Install the sleeve and isolator assembly, 1,

onto the end of the cable. Install the locknut,
2, onto the cable and tighten securely.
NOTE: The cable end has a square shank

on the end of it so the cable can be held
while the nut is tightened. Pull the sleeve
down past the nut to access the square
shank. 1
4-tr660
Figure 4-793
4-363
Tighten the two large nuts on the cable so

that the threads of the cable are centered on
either side of the grommet and bracket. 3
Install the bolt, 1, and locknut, 2, through
holes in the sleeve, 3, and the hole in the 2
control valve main spool. Tighten the locknut
securely. 1
NOTE: The bolt should be perpendicular

to the centerline of the tractor with the nut
pointing toward the transmission when
installed correctly.
NOTE: The clutch cable will require 4-tr661

additional adjustment to be performed
later in this reassembly procedure. The Figure 4-794
adjustment described is an initial
assembly setting only.
24. PERFORM THE TRANSMISSION LASER
ALIGNMENT AS DETAILED IN THE
ADJUSTMENT PORTION OF THIS
SECTION.
25. Reattach the discharge hose, 1, to the

hydraulic fitting, 2, near the inside left frame
of the tractor.
1
2
20002854
Figure 4-795
26. Install an O ring, 1, into the flange groove at

the bottom of the transmission pump suction 1
tube, 2. Lubricate the O ring with
transmission oil.
Figure 4-796
4-364
27. Install the bottom of the pump suction tube, 1,

to the transmission case by installing the four 1
capscrews, 2, that retain the tube. Tighten
the capscrews to 80 N·m (59 ft lbs).
Figure 4-797
28. Mount the gear pump, 1, on the pump

adapter or PTO transfer case and install the
two capscrews, 2. Tighten the capscrews to 1
80 N·m (59 ft lbs). 5 3
29. Install a new O ring in the groove in the
discharge hose flange, and install the four
capscrews, 3, attaching the discharge hose
flange clamps, 4, to the gear pump. Tighten
the capscrews to 80 N·m (59 ft lbs). 6 4
30. Install an O ring into the flange groove in the
suction tube, and install the four capscrews, 2
5, attaching the suction tube flange, 6, to the
20001906
gear pump. Tighten the capscrews to 80 N·m
(59 ft lbs). Figure 4-798
31. Position the wire harnesses, 1, over the side

of the suction tube and secure with two
plastic ties, 2. 1
20001904
Figure 4-799
4-365
32. Install the side range control cable support

bracket, 1, by installing and tightening the 3
two securing nuts, 2, securely.
33. Install the ball joint to lever attaching
hardware, 3, and tighten securely. The thin
washer goes on the outside of the lever, on
the side of the ball joint. 1
Adjustment of the range shift control cables,
if necessary, will be completed at the end of
installation.
4
34. Reconnect the link, 4, by installing the 5 2
attaching hardware, 5, on the cable support 20001902
bracket.
Figure 4-800
35. Install the brake caliper on the transmission
as detailed in Section 6 - Brakes. Remember
to adjust the caliper and bleed the system.
36. Install the top speed control cable support

bracket, 1, by tightening the two securing 1
nuts, 2, securely. 3
37. Make sure the throttle cable, 3, routes under

the shift cables, 4.
38. Install the ball joint to lever attaching 5

4
hardware, 5, and tighten securely. The thin
washer goes on top of the lever, on the side of
the ball joint.
2
Adjustment of the speed shift control cables,
if necessary, will be completed at the end of
20001903
installation.
Figure 4-801
4-tr667
Figure 4-802
39. Install the input driveline, 1, onto the tractor

as detailed in Section 5 - Axles in this
manual.
4-366
40. Install the front output driveshaft, 1, to the

front output yoke as detailed in Section 5 -
Axles in this manual. 1
Figure 4-803
41. Install the articulation drive shaft, 1, to the

rear output yoke, 2, as detailed in Section 5 -
Axles in this manual.
2
Figure 4-804
42. Install the transmission fill tube, 1, with a new

O ring seal to the transmission with four 1/2I
- 13 x 1 capscrews, 2. Torque the capscrews
Figure 4-805
4-367
43. Install the transmission control valve supply

hose, 1, to the inlet port of the transmission
control valve, 2. Tighten the hose securely. 2
1
4-tr672
PTO, connect the following hydraulic hoses Figure 4-806
to the transmission as detailed in Section 7 -
PTO in this manual:
A. Clutch apply pressure (rubber hose)
B. Pressure lubrication supply (rubber hose)
C. PTO clutch housing drain (rubber hose)
D. Dropbox lubrication drain (rubber hose)
12 x 4 Quad Shift ΙΙΙ

Transmission
Figure 4-807
4-368
45. Remove all ropes and ties used during

removal for securing cables, hoses, and 1 1 1
harnesses away from the transmission lifting
area. Tie cables, hoses, and harnesses
securely at the designated spots, 1, with
plastic ties.
46. Perform the shift cable adjustment

procedure as detailed in the adjustment 1
1
10001965 1
Figure 4-808

PTO, install the transfer case output yoke, 1,
to the rear of the PTO transfer case, 2, as
detailed in Section 7 - PTO in this manual. 2
Figure 4-809

PTO, install the PTO articulation drive shaft,
1, to the rear of the transmission as detailed 1
in Section 7 - PTO in this manual.
Figure 4-810
4-369

PTO, install the articulation drive shaft shield,
1, to the rear of the transmission as detailed
in Section 7 - PTO in this manual.
50. Fill the transmission with oil as detailed in the
adjustment procedure of this section.
1
51. Install the steering wheel to the steering
column as detailed in Section 9 - Steering in
this manual.
52. Install the cab door as detailed in Section 11 -
Cab in this manual.
53. Install the bottom cab panel as detailed in
Section 11 - Cab in this manual. Figure 4-811
Section 3 - Electrical in this manual.
55. Remove the three-amp fuse, 1, labeled “fuel

solenoid” from the fuse panel behind the
operators seat.
Crank the engine over for three ten second
intervals so as to allow the transmission
pump to pick up its prime and distribute
lubrication oil throughout the transmission.
Reinstall the three-amp fuse into the fuse
panel.
56. Start and run the tractor at an idle. Check for
leaks and hose routing interference by 1
articulating the tractor from side to side.
Figure 4-812
CAUTION: WATCH THE TRANSMISSION

LUBRICATION LIGHT ON THE WARNING
LIGHT BAR ON THE DASH. THE LIGHT
SHOULD GO OUT IMMEDIATELY (WITHIN
TWO SECONDS) WHEN THE TRACTOR
STARTS. IF THE LIGHT DOES NOT GO
OUT, SHUT THE TRACTOR OFF AND
REPEAT STEP #55 TO PRIME THE
TRANSMISSION PUMP.
57. Perform the clutch apply pressure test (test
#2) as detailed in the troubleshooting and
testing portion of this section.
58. Perform the clutch cable adjustment
procedure as detailed in the adjustment
4-370
TRANSMISSION PUMP
NOTE: The Removal and Installation
procedure detailed below represents a
tractor Not equipped with an optional PTO.
Pump removal and installation for PTO
equipped tractors is identical to Non-PTO
units, with the exception of the shaft
coupling.
Removal

2. Loosen the upper hose clamps, 1, on the
gear pump suction hose, 2.
20001905
Figure 4-813

suction hose flange, 2, to the gear pump.
Remove the O ring from the groove in the 5
suction hose flange.
1 3
Remove the four capscrews, 3, attaching the
discharge hose flange clamps, 4, to the gear
the flange.
Retain all the flange hardware for 2
4
reassembly.
4. While supporting the gear pump, 5, Remove
the two bolts, 6, attaching the gear pump to 6
the pump adapter. Retain the bolts for the 20001906
reassembly procedure. Figure 4-814
5. Carefully slide the gear pump backward
away from the pump adapter. Remove and
IMPORTANT: On tractors without PTO, the
gear pump input shaft is connected to the
transmission drive shaft with a coupling. Do
not allow the coupling to fall when the pump
is removed from the adapter.
4-371
6. Remove the shaft coupling, 1, from the

transmission pump and/or live shaft (on
tractors without PTO).
Figure 4-815
The transmission pump disassembly, inspection

and reassembly procedures are covered in the
transmission overhaul procedure in this section.
Installation
1. Install an O ring, 1, on to the front pilot of the

transmission pump. Lubricate the O ring with
transmission oil.
1
10001945
Figure 4-816
2. Install the shaft coupling, 1, on the

transmission pump and/or transmission live
shaft (on tractors without PTO).
Figure 4-817
4-372
3. Mount the gear pump, 1, on the pump

adapter, 2, and install the two attaching bolts,
3. Torque the bolts to 80 N·m (59 ft lbs). 1
4. Install new O rings onto the transmission 5 7
pump discharge and suction flange ends.
Install the suction hose flange, 4, onto the
transmission pump and secure it with the
capscrews, 5, removed in Step 2 of the pump
4
removal procedure. Torque the cap screws to 6
41 N·m (30 ft lbs).
Install the transmission pump discharge 2 3
flanges, 6, onto the pump and secure with the
20001906
capscrews, 7. Torque the cap screws to
41 N·m (30 ft lbs). Figure 4-818
5. Install the suction line connector hose, 1, and

tighten the hose clamps, 2, securely.
6. Check the hydraulic fluid level in the 1
transmission sight glass and top off if
necessary.
2
20001905
Figure 4-819
7. Remove the three-amp fuse, 1, for the fuel

solenoid from the fuse and relay panel
located behind the operator’s seat.
8. Crank the engine over for three 10 second
intervals. This will prime the transmission pump.
Replace the three-amp fuse in the fuse and
relay panel.
9. Start the tractor and inspect the transmission
pump and connections for any leakage.
1
CAUTION: MONITOR THE
TRANSMISSION LUBE PRESSURE Figure 4-820
WARNING LIGHT ON THE TRACTOR
ELECTRONIC INSTRUMENT PANEL. THE
LIGHT SHOULD GO OUT WITHIN 10
SECONDS OF THE TRACTOR STARTING.
IF THE LIGHT STAYS ON LONGER THAN
10 SECONDS, THE TRANSMISSION PUMP
IS NOT PRIMED. REPEAT STEP #7 AND #8
TO PROPERLY PRIME THE PUMP.
4-373
SHIFT LEVER AND LINKAGE

1
Removal

panel.
3. Remove the knobs, 1, from the shift levers by
turning counterclockwise.
NOTE: The knobs can be difficult to
remove. If necessary, protect the knob
with a cloth and use vise grip pliers to turn
Figure 4-821
the knob off the lever.
4. Remove the locknuts, 1, securing the ball

joints, 2, to the shift lever, 3. 3
2
2
20003852
Figure 4-822
5. Remove the capscrews, 1, securing the lever

to the mounting pedestal, 2.
1 1
2
20003854
Figure 4-823
4-374
Inspection
2
1. Inspect the pedestal and cable mounting
arms, 1, for any obvious damage or
deformation. 3
2. Inspect the shift pole, 2, for the proper shape
and bend.
3. Inspect the shift lever U joints, 3, for the full
range of motion. There should be no
resistance to movement in any position.
1
20003856
Figure 4-824
If the U joint is not moving freely, remove the

four snap rings, 1, and push the bearing
caps, 2, out through the support arms.
1
2
20005908
Figure 4-825
Inspect the bearing surfaces, 1, and the

outside of the caps, 2, for excessive wear.
Replace the complete U joint if excessively
worn. 2
20005909
Figure 4-826
4-375
Inspect the needle bearings, 1, inside each

bearing cap for broken needles or abrasive
debris. Make sure the bearings are properly
lubricated before reassembling into the shift 1
handle.
20005910
Figure 4-827
4. If the shift pole, 1, needs replacing, loosen

the bolt, 2, and drive out the roll pin, 3. Install
a new pole, drive in the roll pin, and tighten 1
the bolt securely.
20003857
Figure 4-828
5. Inspect the mounting pedestal, 1, for

damage. Inspect the threads, 2, in the
pedestal block.
2
1
20003855
Figure 4-829
4-376
Installation
1. Install the capscrews, 1, securing the lever to
the mounting pedestal, 2. Use thread locking
compound on the capscrew threads.
1 1
2
20003854
Figure 4-830
2. Install the locknuts, 1, securing the ball joints,
2, to the shift lever, 3.
3
3. Install the knobs on the shift levers. Tighten
the knobs securely. 2
4. Perform the shift cable adjustment as 2
detailed in the Adjustments portion of this
section.
5. Install the right hand side console lower
panel.
1
20003852
Figure 4-831
4-377
SPEED SHIFT CABLE

Removal 3 1
5
1. Park the tractor on a level surface, set the 4
parking brake and install the articulation lock. 2
2. Remove the cab floor panel as described in
Section 11 - Cab of this manual.
panel.
4. On the top of the transmission, remove the
locknut securing the ball joint, 1, to the shift 20001903
translator lever, 2.
Figure 4-832
5. Loosen the jam nut, 3, and remove the ball
joint end.
6. Loosen and remove the stanchioning nut, 4,
and large washer, 5, on the cable support
bracket. Pull the cable end out through the
bracket.
7. Remove the locknut securing the ball joint, 1,

to the shift lever arm, 2. 3

joint end and jam nut. 2
1
4
20003852
Figure 4-833
9. Remove the locknuts, 1, securing the U bolt

cable retainer.
10. Push the cable down through the floor and
remove from the tractor.
20003853
Figure 4-834
4-378
Inspection
1. Inspect the shift lever end of the shift cable.
Check that the ball joint threads are still in 1 2
good condition. The cable must slide freely in
the cable sheath. If the cable catches or has
resistance, replace the cable.
19981586
Figure 4-835
2. Inspect the transmission end of the shift

cable. Check that the ball joint threads are
still in good condition. The cable must slide
freely in the cable sheath. If the cable 1
catches or has resistance, replace the cable. 2
19981587
Figure 4-836
3. Inspect ball joints for deterioration in the

rubber isolators, 1. Inspect the threads, 2, for
stripping or obvious damage.
2
2
1
1
20003858
Figure 4-837
4-379
Installation
1. Feed the lever end of the cable up through
the floor of the cab and grommet. Pull the
cable up through the floor far enough so the
indented channel in the cable lines up with
the U bolt cable retainer mounting holes.
2. Install the locknuts, 1, to secure the U bolt
cable retainer around the cable.
20003853
Figure 4-838
3. Install the jam nut, 1, and ball joint end, 2, at

4
least 10 turns. Install the locknut, 3, securing
the ball joint, 4, to the shift lever arm, 5, and
tighten securely. 2
3
1
20003852
Figure 4-839
4. Install the large nut, 1, and large washer, 2,

on the cable, and feed the end through the
bracket on the transmission. Install the other 2
3
large washer, 3, and large nut, 4, on the 1 4
cable, but do not tighten yet. Position the
washers and nuts so the majority of the
threads show on the translator side of the
@@@@
bracket.
20001903
Figure 4-840
4-380
5. Install the jam nut, 1, and ball joint, 2, turning

each on at least 10 complete turns. Install the
ball joint onto the shift translator lever with a
thin washer, 3, and a locknut, 4.
20003849
Figure 4-841
6. Tighten the large nuts, 1, securing the cable

sheath to the bracket.
1 1
20001903
Figure 4-842
7. Tighten the jam nut, 1, up against the ball

joint end.
1
8. Perform the shift cable adjustment as
section.
panel.
10. Install the cab floor panel into the tractor as
described in Section 11 - Cab of this manual.
20003849
Figure 4-843
4-381
RANGE SHIFT CABLE

Removal 1 5
4
1. Park the tractor on a level surface, set the 2
panel, 1, as described in Section 11 - Cab of 3
this manual.
3. On the right side of the transmission, remove
the locknut securing the ball joint, 1, to the
shift translator lever, 2.
20001902
Figure 4-844
joint end.
5. Loosen and remove the stanchioning nut, 4,
and large washer, 5, on the cable support
bracket. Pull the cable end out through the
bracket.
6. Remove the locknut securing the ball joint, 1,

to the shift lever arm, 2. 2
joint end and jam nut.
1 3
4
20003852
Figure 4-845
8. Remove the locknuts, 1, securing the U bolt

cable retainer.
9. Push the cable down through the floor and
remove from the tractor.
20003853
Figure 4-846
4-382
Inspection
1. Inspect the shift lever end of the shift cable.
Check that the ball joint threads are still in 1 2
good condition. The cable must slide freely in
the cable sheath. If the cable catches or has
resistance, replace the cable.
19981586
Figure 4-847
2. Inspect the transmission end of the shift

cable. Check that the ball joint threads are
still in good condition. The cable must slide
freely in the cable sheath. If the cable 2 1
catches or has resistance, replace the cable.
19981587
Figure 4-848
3. Inspect ball joints for deterioration in the

rubber isolators, 1. Inspect the threads, 2, for
stripping or obvious damage.
2
2
1
1
20003858
Figure 4-849
4-383
Installation
1. Feed the lever end of the cable up through
the floor of the cab and grommet. Pull the
cable up through the floor far enough so the
indented channel in the cable lines up with
the U bolt cable retainer mounting holes.
2. Install the locknuts, 1, to secure the U bolt
cable retainer around the cable.
1
20003853
Figure 4-850
3. Install the jam nut, 1, and ball joint end, 2, at

least 10 turns. Install the locknut, 3, securing 4
the ball joint, 4, to the shift lever arm, 5, and
tighten securely.
3 2
20003852
Figure 4-851
4. Install the large nut, 1, and large washer, 2,

on the cable, and feed the end through the 2
bracket on the transmission. Install the other 3
4
large washer, 3, and large nut, 4, on the 1
cable, but do not tighten yet. Position the
washers so no threads show on the
translator side of the bracket.
20001902
Figure 4-852
4-384
5. Install the jam nut, 1, and ball joint, 2, turning

each on at least 10 complete turns. Install the
ball joint onto the shift translator lever with a
thin washer, 3, and a locknut, 4.
20003849
Figure 4-853
6. Tighten the large nuts, 1, securing the cable

sheath to the bracket.
1 1
20001902
Figure 4-854
7. Tighten the jam nut, 1, up against the ball

joint end.
1
8. Perform the shift cable adjustment as
section.
panel.
20003849
Figure 4-855
4-385

Removal

parking brake and install the articulation lock. 2
panel.
3. Remove the electrical connector, 1, from the
switch. Loosen and remove the switch
securing nut, 2, and remove the switch.
19995031
1
Figure 4-856
Inspection
2
1. Check that the threads, 1, of the transmission
brake switch are not stripped or excessively
worn. Inspect the electrical terminals, 2, for
excessive corrosion.
20002779
Figure 4-857
2. Check for continuity across the terminals

when the switch is not activated. There
should be no continuity. Check the
resistance when the switch is activated.
Resistance should not be more than 0.5
ohms.
20003850
Figure 4-858
4-386
Installation
1. Install the switch with the securing nut, 1,

and tighten securely. Install the electrical
connector, 2, on the switch.
2. Adjust the transmission brake switch as

described in the Adjustments portion of this
section.

panel.
Figure 4-859
CLUTCH PEDAL
Removal
the parking brake. Remove the keys from
the ignition and install the articulation lock.
2. Remove the left hand cowling, 1, on the

steering pedestal by removing the four
capscrews, 2, and bolt that secure the
cowling in place.
Figure 4-860
3. Remove the shoulder bolt, 1, from the clutch

pedal, 2, and remove the isolator cable end,
3, from the clutch pedal.
NOTE: On late model tractors (ASN

302422) remove lock nut from bolt, 1,
before unthreading bolt.
Figure 4-861
4-387
4. Remove the snap ring, 1, that retains the

clutch pedal, 2, onto the steering pedestal 2
pivot and pull the pedal from the pedestal.
1
Figure 4-862
Inspection
1
1. Inspect the clutch pedal pivot, 1, and rubber
pedal stop, 2, for wear. The rubber stop can
be replaced if necessary. The clutch pedal
pivot is a welded component of the pedestal
and is a non-replaceable part.
Figure 4-863
2. Inspect the pedal for any obvious

deformation or excessive wear. Make sure
the bushing, 1, is not worn unevenly or
cracked.
1
20003851
Figure 4-864
4-388
Installation
1. Slide the clutch pedal, 1, on the pedestal

pivot, 2, and install the snap ring, 3, that
retains the pedal.
Figure 4-865
2. Check the threads in the clutch pedal and

the threads on the shoulder bolt. Make sure
no old thread locking compound is on the
threads. Install the shoulder bolt, 1, through
the isolator end, 2, and into the clutch pedal.
Use thread locking compound on the bolt
threads. Tighten securely.
ASN 302422
Install lock nut on to end of bolt and torque
to retain bolt.
3. Install the left hand cowling on the steering

pedestal with the four securing capscrews
and bolt.
Figure 4-866
4-389
CLUTCH CONTROL CABLE

Removal

1
2. Remove the left hand cowling, 1, on the
steering pedestal by removing the four cap
screws, 2, and bolt that secure it in place.
Figure 4-867
3. Remove the shoulder bolt, 1, from the clutch

pedal, 2, and remove the isolator cable end, 3 2
3, from the clutch pedal.
1
Figure 4-868
4. Unscrew the isolator cable end, 1, from the

clutch cable and unscrew the jam nut, 2. 1
Figure 4-869
4-390
5. Remove the upper nut, 1, and washer, 2,

from the clutch cable, 3. Loosen the lower
washer and nut and pull the cable down
3
through the isolator bracket.
Remove the lower washer and nut from the
cable. Pull the clutch cable through the cab 1
floor.
2
Figure 4-870
6. On the lower end of the clutch cable, remove

the bolt, 1, and locknut, 2, from the sleeve, 3.
3
2
1
Figure 4-871
7. Remove the locknut, 1, from the cable and

pull the sleeve and isolator down off of the
clutch cable.
Figure 4-872
4-391
8. Remove the lower nut, 1, and washer, 2, from

the bracket. Loosen the upper nut and pull
the clutch cable up and remove it from the
bracket. Remove the upper washer and nut
from the clutch cable.
9. Remove the clutch cable from the tractor. 2
Figure 4-873
10. It is not necessary to remove the bracket, 1,

from the transmission control valve, 2.
Inspection
1. Inspect the clutch cable end threads. Make
certain there are no signs of cross threading.
If the threads appear damaged, replace the
clutch cable. 1
2. Check the clutch cable and make certain that
it slides smoothly in the sheath.
3. Inspect the cable where it is routed through
the transmission mounting bracket and the 2
steering pedestal. If there are signs of wear,
replace the clutch cable. Figure 4-874
4. Inspect the cable isolator, 1, and sleeve, 2. If

necessary replace the cable isolator or
sleeve if they appear worn or damaged.
1
Figure 4-875
4-392
5. Inspect the grommet, 1, and steel bushing,

2, on the mounting bracket, 3. If the grommet
or bushing appear worn or damaged, replace
the individual component.
Figure 4-876
Installation
1. Route the clutch cable through the steering
pedestal and the grommet in the cab floor.
Route the cable through the transmission
mounting bracket down toward the
transmission control valve.
Install a nut, 1, and washer, 2, onto the

clutch cable, 3. Route the cable through the
opening on the upper bracket, 4.
2. Install a washer, 2, and nut, 5, on top of the

bracket and tighten them securely.
The cable nuts and washers are properly

installed when the threaded portion of Figure 4-877
the cable is centered on either side of the
bracket.
3. Place a small amount of thread locking

compound onto the threaded end of the
clutch cable, and install the jam nut, 1, onto
the clutch cable, 2.
4. Install the cable isolator end, 3, onto the

cable and turn the isolator end 15 complete
revolutions. Lock the jam nut against the
isolator end.
NOTE: Turn the isolator end onto the

cable end 15 complete turns to get the
maximum thread engagement for the
isolator end.
Figure 4-878
4-393
5. Place a small amount of thread locking

compound to the shoulder bolt threads. 3 2
Attach the isolator cable end, 1, to the clutch

pedal, 2, using the shoulder bolt, 3.
1
6. Tighten all hardware for the cable securely.
Figure 4-879
7. Install a washer, 1, and nut, 2, on the clutch

cable and route the cable through the
bracket, 3, down towards the transmission
2
control valve.
1
8. Install a washer, 4, and nut, 5, onto the 3
bottom of the cable after it passes through
the steel bushing and grommet. Hand tighten 4
the nuts on the cable at this time. Do not over
tighten them.
5
Figure 4-880
9. Install the sleeve and isolator assembly, 1,

onto the end of the cable. Install the locknut,
2, onto the cable and tighten securely.
NOTE: The cable end has a square shank
on the end of it so the cable can be held
while the nut is tightened. Pull the sleeve
down past the nut to access the square
shank.
1
Figure 4-881
4-394
10. Tighten the two large nuts on the cable so

that the threads of the cable are centered on
either side of the grommet and bracket. 3
11. Install the bolt, 1, and locknut, 2, through the 2
holes in the sleeve, 3, and the hole in the
control valve main spool. Tighten the locknut 1
securely.
NOTE: The bolt should be perpendicular

to the centerline of the tractor with the nut
pointing toward the transmission when
installed correctly.
Figure 4-882
12. Install the left hand cowling, 1, on the

steering pedestal and tighten it securely with
the four cap screws, 2, and bolts removed
earlier in this procedure.
13. Perform the clutch cable adjustment

procedure as detailed in this manual. 1
Figure 4-883
4-395
UPPER MOUNTS
Removal 2
3
1. The upper mount bracket, 1, connects the left
side of the transmission to the frame. Two
(3/4″ - 10 UNC) capscrews, 2, secure the
bracket to the transmission, and two 3/4″ - 10
UNC bolts, 3, and nuts, 4, secure the bracket
to the frame.
2. Park the tractor on a level surface, set the 4 1
4-d7
Figure 4-884
3. On the left hand top side of the transmission,

remove the two top mounting bracket to
frame capscrews, 1.
4-tr24
Figure 4-885
4-396
4. Remove the two capscrews and washers, 1,

that hold the top mounting bracket to the left
side of the transmission. The capscrews
pass through the rubber isolators, 2, and
spacers.
5. Remove the bracket, hardware and isolators 2
1
from the tractor.
20002853
Figure 4-886
Inspection
1. Inspect the rubber isolators, 1, for

deterioration that could decrease their
2
effectiveness. Inspect the spacer, 2, for
cracks.
NOTE: The spacer does not maintain
perfectly straight surfaces. The cylinder
bulges in and out slightly during normal
wear.
1
20002849
Figure 4-887
2. Inspect the bracket for any obvious damage

or deformation. The bracket has a 90 degree
bend. The bolt holes should show no
evidence of wear.
20002848
Figure 4-888
4-397
Installation
1. Only install the top mounting bracket when
the transmission is stable, securely fastened
in the lower mounting brackets, and properly
aligned.
2. Tap the (3/4″ - 10 UNC) threads in the 1
transmission case.
3. Place the top mounting bracket, 1, into
transmission. Install the two (3/4″ - 10 UNC)
bolts and nuts, 1, through the bracket and
into the frame. DO NOT TIGHTEN THE TWO 4-tr24
CAPSCREWS AT THIS TIME.
Figure 4-889
4. Place 1/2 of the rubber isolation mounts, 2,

(front and rear) between the bracket and 3
transmission. The mounts fit into holes in the
bracket.
2 1
20002850
Figure 4-890
5. Install the steel tube and plastic sleeve, 1,

into the inside half of each mount, 2. It is
helpful to lubricate the plastic sleeve with
liquid soap to ease installation into the rubber 2
mount.
mount.
IMPORTANT: The plastic sleeve must be in 1
position over the steel tube to insure noise
isolation of the mounting hardware from the
top mounting bracket.
20002851
Figure 4-891
4-398
6. Install the outer 1/2 of the isolation mount, 1,

large washer, 2, small washer, 3, and (3/4″ 2 1
-10 UNC) capscrew, 4, over the steel tube 3
and plastic sleeve, 5. It is helpful to lubricate
4
the plastic sleeve with liquid soap to ease
installation into the rubber mount. Use thread
locking compound on the bolt threads.
mount.
5
20002852
Figure 4-892
7. Torque the isolation mount capscrews, 1, to

280 N⋅m (205 ft lbs).
20002853
Figure 4-893
8. Then torque the bracket-to-frame

capscrews, 1, to 397 N⋅m (293 ft lbs).
IMPORTANT: It is essential that the isolation
mount hardware be tightened first before the
bracket hardware. This will ensure that the
isolation mounts are not stressed during top
mounting bracket installation.
1
4-tr24
Figure 4-894
4-399
LOWER MOUNTS
Removal
1. Two lower mount brackets, 1, connect the

bottom of the transmission to the frame. Two
(3/4″ - 10 UNC) bolts, 2, and nuts, 3, secure
each bracket to the frame. Rubber mounts, 4,
isolate noise and vibration from the
transmission. Four (5/8″ - 10 UNC)
capscrews, 5, and washers secure each side
of the transmission to each bracket.
parking brake and install the articulation lock. 2 2
Remove the keys from the ignition. 4
4
WARNING: NEVER REMOVE BOTH

3
LOWER MOUNTS AT THE SAME TIME 3
WITH THE TRANSMISSION IN FRAME. 5 5
1
4-d7
Figure 4-895
3. Place a 2 x 10 wooden block, 1, and a

hydraulic jack, 2, of adequate capacity (the 1
transmission weighs approximately 800 kg
[1800 lbs]) under the bottom of the
transmission and raise it slightly so as to take
Slight pressure is usually enough to support
the transmission for lower mount bracket
removal.
2
Adj-45
Figure 4-896
4-400
4. Remove the four side bolts, 1, from the

mount being removed.
1
WARNING: NEVER REMOVE BOTH

LOWER MOUNTS AT THE SAME TIME
WITH THE TRANSMISSION IN FRAME.
Figure 4-897
5. Remove the two capscrews, 1, and nuts, 2,

that hold the lower mounting bracket to the
frame. The capscrews pass through the
rubber isolators. Remove the bracket from 2
the frame.
1
Adj-43
Figure 4-898
6. Remove the isolator mounts, 1, from frame

holes. Pry the mounts out carefully to avoid
damaging the steel core. 1
19981584
Figure 4-899
4-401
Inspection
1. Inspect the bracket for any obvious damage
or deformation. The bracket has two 90
degree bends. The bolt holes should show
no evidence of wear.
20003848
Figure 4-900
2. Inspect the rubber isolators, 1, for

deterioration that could decrease their
effectiveness. Inspect the steel core for 1
cracks or obvious damage.
19981585
Figure 4-901
Installation
1. Lube the rubber isolator mounts, 1, with 1
liquid soap to ease installation into the frame.
Spin the isolator mounts to drive them into
the support plate on the frame.
mount.
19981584
Figure 4-902
4-402
2. Install the bracket in position over the rubber

isolators. Place a large washer, 1, on top of
each rubber isolator, between the isolator
and the bracket. Place another large washer, 5
2, and a small washer, 3, on each bolt, 4, and
install the capscrews and nuts, 5. Tighten 1
securely, but not to torque specification yet.
3
Adj-43
4
Figure 4-903
3. Tap the (5/8″ - 11 UNC) threads in the

transmission case and install the four
capscrews, 1, and washers. Tighten the
1
capscrews to 224 N⋅m (165 ft lbs).
Figure 4-904
4. Tighten the lower bracket mounting bolts, 1,

and nuts, 2, to 280 N⋅m (205 ft lbs).
5. Perform the transmission laser alignment as
detailed in the Adjustment portion of this 2
section.
IMPORTANT: Any time the transmission,
transmission mounts, engine or flex coupler
are removed from the front frame of the
tractor, alignment should be checked to
ensure the durability of the flex coupler.
1
Adj-43
Figure 4-905
4-403
TRANSMISSION OIL FILTER / MOUNT

Removal
1. Park the tractor on a level surface, steer the

tractor straight, and set the parking brake.
2. Remove the key from the ignition and install
the articulation lock. Do not drain the
hydraulic oil reservoir.
3. Remove the rubber cooler hose, 1, from the
front of the filter.
2 1
4. Remove the steel transmission control valve
supply line, 2, from the rear of the filter. 20003872
Figure 4-906
5. Remove the filter bypass warning sender

wire by unscrewing the small nut, 1, on the
end of the sender, 2.
2 1
Figure 4-907
6. Remove the four mounting capscrews, 1,

attaching the mounting assembly to the
frame. Retain the rubber isolator mounts and
all hardware.
1 1
20003876
Figure 4-908
4-404
Disassembly
2
1. Remove the hydraulic fittings from the inlet
and outlet ports, if damaged. It is not
necessary to remove the fittings.
2. Unscrew the filter, 1, from the mount, 2, with a
proper tool.
Figure 4-909
3. Unscrew the filter bypass warning sender, 1,

from the mounting assembly. 1
Figure 4-910
Inspection
1. Inspect the back of the mounting bracket and

the mounting bolt locations, 1. Check that the
mounting threads are not stripped. 1
Figure 4-911
4-405
2. Inspect the filter bypass warning sender for

excessive contamination. Clean the inside
orifice, 1, of the sender with a non-residue
cleaning solvent. 1
Figure 4-912
3. Inspect the outside ring of the filter head for

excessive wear, nicks, or damage that could 1
cause a leak. Replace the assembly if
necessary.
Figure 4-913
Reassembly
1. Screw the filter bypass warning sender, 1, 1
into the mounting assembly.
Figure 4-914
4-406
2. Screw the filter, 1, into the mounting

assembly with a proper tool. Tighten the filter 2
securely.
Figure 4-915
Installation
1. Place the ground wire, 1, around a mounting

bolt between the mounting assembly and the
frame when installing the mounting
assembly.
Figure 4-916
2. Place the mounting assembly on the frame

with the sender pointing up. Install the
washers, rubber isolators, and bolts into the
frame bracket. Place the large washers, 1,
against either side of the frame bracket.
Place the rubber isolator, 2, on the filter side
of the bracket, and secure with the (3/8″ x
1-1/2″) capscrew and smaller washer, 3.
Tighten the capscrews securely, but do not
over-tighten - it is possible to strip the threads
4
or crack the mounting assembly.
2 2
NOTE: The filter head is aluminum, 1
over-tightening the mounting capscrews
20003876
can crack or damage the mounting
assembly. Figure 4-917
4-407
3. Connect the filter bypass warning sender

wire, 1, to the sender by screwing the small
nut over the wire connector.
Figure 4-918
4. Install the rubber cooler hose, 1, onto the

fitting on the front of the filter.
5. Install the steel transmission control valve
supply line, 2, onto the fitting on the rear of
the filter.
2 1
20003872
Figure 4-919
4-408
TRANSMISSION COOLER
BYPASS CHECK VALVE (N14 Only)
Removal
NOTE: The Bypass Check Valves for N14

equipped tractors are integral to the cooler
itself.

the parking brake.
2. Remove the key from the ignition and

install the articulation lock. Do not drain the
3. Unscrew the check valve cap, 1, on the left Figure 4-920

side of the steering cooler. The top check
valve is the transmission cooler bypass
valve.
4. Remove the check valve, 1, and spring, 2.
Figure 4-921
4-409
Inspection
1 2
1. Check that the seat area of the check valve,
1, has no large nicks.
2. Check that the check valve spring, 2, is not
broken or noticeably deformed.
Figure 4-922
Installation
1. Insert the check valve, 1, and spring, 2, into
the steering cooler pipe.
1
2
Figure 4-923
2. Insert the check valve cap, 1, and thread into

the cooler pipe. Tighten the cap securely.
Figure 4-924
4-410
TRANSMISSION COOLER (N14)

Removal

parking brake, and engage the articulation
lock.
2. Remove the keys from the ignition. Do not
drain the hydraulic oil.
3. Open the front grill on the tractor, unlock the
cooler latch, and swing open the cooler
support frame to expose the back side of the
cooler.
tractor to catch any oil from the cooler and
hoses. Remove the implement cooler inlet
hose, 1, by loosening the connection at the
special tee fitting, 2. Cap the hose to prevent
any debris from entering the system.
Figure 4-925
5. Label the implement cooler outlet hose, 0,

and the four steering transmission hoses O
from 1 to 4. This will ease the reassembly
procedure. Disconnect the implement cooler 1
hose and the four hydraulic hoses. Cap all
the hoses to prevent debris from entering the 2
system.
IMPORTANT: Do not disconnect the air 3
conditioning hoses connected to the 4
receiver/drier and condenser.
NOTE: The hoses are heavy and filled

with hydraulic oil Support the hoses
when removing them from the support
bracket. Position the hoses in the Figure 4-926
opening behind the front grill.
4-411
6. Remove the P-clip, 1, from the connector

tube, 2, by removing the cap screw, 3, and
nut from the bracket.
Figure 4-927
7. Remove the hose support bracket, 1, from

the right-hand cooler bracket, 2, by removing
the two cap screws. The cap screws also
secure the bracket to the cooler.
Figure 4-928
8. Remove the two cap screws, 1, from the front

of the condenser to remove the cooler
support bracket.
Figure 4-929
4-412
9. Remove the two cap screws, 1, that attach

the implement cooler, 2, to the left-hand side
bracket, 3. Lift the implement cooler from the
tractor. 1
2
Figure 4-930
10. Remove the cap screws, 1, from the front of

the cooler.
1
19995003
Figure 4-931
11. Remove the two cap screws, 1, from the

right-hand side of the cooler and remove the
cooler from the tractor.
19995004
Figure 4-932
4-413
Disassembly
1
1. Lay the cooler, 1, on a piece of cardboard
with the check valves, 2, facing upward.
19995005
Figure 4-933
2. Using an allen wrench, 1, remove the check

valve caps, 2, from the valve.
3. Remove the check valve and spring. 1
19995006
Figure 4-934
Inspection
1
1. Inspect the cooler fins, 1, for any damage,
bending or deformation. It is possible to
repair minor damage by straightening the
fins manually. Any substantial damage
requires replacement of the cooler.
2. Inspect the brazing around the cooler tubes
for any cracks. If hydraulic fluid is leaking,
replace the cooler assembly.
19995007
Figure 4-935
4-414
3. Inspect the check valve, 1, for any large nicks

on the seat area and replace the check valve
if necessary.
4. Inspect the free length of the valve spring, 2,
for any cracks. The free length of the spring is
24 mm (0.9″).
1 2 3
Replace the spring if damage is found or if
the free length is not within specifications.
5. Inspect the O ring, 3, on the end cap for any

damage and replace if necessary.
19995008
Figure 4-936
Reassembly
1. Insert the spring and check valve into the

cooler.
2. Install the end cap and, using an allen
wrench, tighten securely. Repeat steps 1 and
2 for both check valves.
19995006
Figure 4-937
3. Lift the cooler into place behind the left side

support bracket and install the two cap
screws, 1, to the outside of the support. Hand
tighten the cap screws at this time.
19995004
Figure 4-938
4-415
4. When the cooler is properly aligned, install

the two cap screws, 1, to the right-hand side
of the cooler. Tighten the cap screws
securely. 1
Secure the two cap screws to the left side
support bracket which were installed in step
3 of this procedure.
19995003
Figure 4-939
5. Lift the implement cooler, 1, into place behind

the left-hand bracket, 2, and install the two
cap screws, 3.
IMPORTANT: Be certain to use the small cap 3
screws that will not contact the cooler tubes 1
or cause a leak. Verify the clearance
between the end of the cap screw and the air 2
conditioning tubes. If necessary, install a
shim washer between the head of the flange
screw if necessary.
Figure 4-940
6. Position the cooler support bracket, 1, on the

cooler frame between the frame and the
condenser, 2.
Figure 4-941
4-416
7. Tighten the two cap screws, 1, into the front

of the condenser to secure the cooler support
bracket.
Figure 4-942
8. Attach the hose support bracket, 1, to the

right-hand cooler bracket, 2, with two cap
screws, 3. Make certain that the cap screws
also secure the cooler to the bracket.
Figure 4-943
9. Install the upper support bracket, 1, to the

cooler frame. Install the P-clip around the
connector tube, 2, and install the cap screw
to the bracket. Tighten all cap screws
securely.
Figure 4-944
4-417
10. Install the implement cooler outlet hose, 0,

and the four steering cooler hoses, 1 to 4, as O
they were marked in step 5 of the removal
procedure. 1
3
4
Figure 4-945
11. Install the implement cooler inlet hose, 1, by

tightening the connection at the special tee
fitting, 2.
12. Inspect the hydraulic fluid level in the sight
glass and top off if necessary.
13. Start the tractor and inspect the hydraulic

hoses and lines for leakage. Repair if
necessary.
Figure 4-946
4-418
TRANSMISSION COOLER BYPASS CHECK

VALVE - QSM11 EQUIPPED TRACTORS
The transmission cooler bypass valve is a direct

acting poppet style check valve that operates on a
4.48 bar (65 psi) differential. When the oil pressure
on the inlet side of the cooler becomes 4.48 bar
(65 psi) greater than the oil pressure on the outlet
side of the cooler the bypass valve will open and
allow the cold hydraulic oil to bypass the cooler, 1
thus protecting the cooler from high pressures.
Specifications: Opening pressure - 3.45 bar 2
(50 psi)
Maximum Flow - 151
L/min (40 US gpm)
Tightening Torque: 108-122 N·m (80-90 ft.-lbs.)
Figure 4-947
1. Park the tractor on a level surface and set the
parking bake.
2. Remove the keys from the ignition and install
the articulation lock. Do not drain the hydraulic
reservoir.
3. Place a suitable drain pan under the cooler
manifold valve and remove the check valve
cartridge assembly, 1 from the left hand side
of the cooler bypass manifold, 2.
4. Check for missing or damaged O-rings

or sticking cartridge. The cartridge is not
serviceable and must be replaced as a unit.
The check valve has two Buna type O-rings
and one back up seal that may be replaced if
damaged.
5. Lubricate seals with hydraulic oil before
installing. Torque to 109-122 N·m (80-90 ft.-
lbs.).
Figure 4-948
4-419
TRANSMISSION HYDRAULIC COOLER

Removal:
parking bake, and engage the articulation
lock.
2. Remove the keys from the ignition.
NOTE: it is not necessary to drain the
hydraulic or transmission oil.
fuel cooler - A/C evaporator latch and swing
open the support frame to gain access to the
trans/hydraulic cooler.
4. Place an oil pan under front of tractor to catch Figure 4-949
oil from the cooler and hoses. Approximately
three gallons of oil will drain out from the
cooler and lines, Label the transmission and
hydraulic cooler lines for reference to ease
re-assembly.
5. Loosen transmission cooler lines, 1, and

hydraulic cooler lines, 2, drain oil into drain
pan. When oil has stopped draining remove
lines and cap the ends. Place the lines in an
elevated position to prevent additional oil from
draining from lines.
1 2
Figure 4-950
6. A thin slice will have to be made in the silicone

sealant around the rubber gasket, 1, that
surrounds the cooler lines where they pass
through the frame. Do this at both ends of the
cooler. Transmission cooler tubes shown.
CAUTION: Do no cut into the rubber
gasket.
5
1
4
Figure 4-951
4-420
7. Remove the four ‘P” clips, 1, that retain the

A/C and fuel cooler lines. Move hoses forward
and down to allow for clearance to remove oil
cooler.
8. Remove front door latch pin located on the
inside of the left hand side of radiator support
frame.
Figure 4-952
9. Open the side clean out doors and remove

the four cooler mounting bolts, 1. Tilt cooler
forward an lift up to remove cooler.
10. Remove rubber gaskets from cooler tubes and
retain for re-assembly. Clean all sealant from
gaskets and frame assembly.
Figure 4-953
4-421
Installation
Installation of trans/hydraulic cooler is the reverse
of removal except for the following notes.
1. Install rubber gaskets on cooler tubes with
round edge facing forward, flanged side
towards cooler.
2. Torque flanged mounting bolts for cooler to
63 N·m (47 ft.-lbs.).
Figure 4-954
3. Place a 12 mm (1/2 inch) thick bead of black

ATV silicon sealant along front and outside
edges of rubber gaskets after the cooler is
installed.
4. Install hydraulic hoses to tubes from cooler
as labeled during removal. Using a backup
wrench on cooler tubes torque hose fittings to
122-162 N·m (90-120 ft.-lbs.).
IMPORTANT: Damage to cooler could
occur if back up wrench is not used.
5. Check transmission oil and hydraulic oil levels
and add oil as required.
Figure 4-955
4-422
4
6
1
2
Figure 4-956
TRACTOR SHOWN WITH CUMMINS N14 ENGINE
TRANSMISSION HOSE AND TUBE 1. Steel suction tube - two segments

REPLACEMENT 2. Rubber discharge hose
Pump, cooler, and filter hoses and tubes
3. Steel discharge line
Park the tractor on a level surface and set the 4. Rubber cooler inlet hose
parking brake.
5. Rubber cooler outlet hose
Remove the key from the ignition and install the
articulation lock. 6. Steel control valve supply line
7. Rubber control valve supply hose
Replace the hydraulic hoses or tubes by simply
removing and replacing the hose, making sure to
route the hose in the identical fashion as the one
removed. Also be sure to reuse the straps and P
clips that are taken off the tractor during removal
of a hose or tube.
4-423
Figure 4-957
Transmission case tubes

Park the tractor on a level surface and set the
parking brake.
Remove the key from the ignition and install the
articulation lock.
Replace the hydraulic tubes by simply removing
and replacing the tube, making sure to route the
tube in the identical fashion as the one removed.
Also be sure to reuse the P clips that are taken off
the case during removal of a hose.
1. Lube manifold supply

2. Input bearing supply secondary
3. Input bearing supply primary
9
4. Pressure sending unit jumper
11
5. Pump drive supply
6. Top countershaft rear bearing supply
7. Clutch lube supply
8. Clutch pressure supply
9. Output shaft rear bearing supply
10
10. Brake pressure supply to valve 19995025
11. Brake pressure supply to brake Figure 4-958

4-424
12 x 4 Quad Shift ΙΙΙ

Transmission
Figure 4-959
PTO Hoses 1. Clutch apply pressure (rubber hose)
Park the tractor on a level surface and set the 2. Pressure lubrication supply (rubber hose)
parking brake. 3. PTO clutch housing drain (rubber hose)
Remove the key from the ignition and install the 4. Dropbox lubrication drain (rubber hose)
articulation lock.
Replace the hoses by simply removing and

replacing the hose, making sure to route the hose
in the identical fashion as the one removed. Also
be sure to reuse the straps and P clips that are
taken off the tractor during removal of a hose.
4-425

COMPONENT HOURS
Testing (5.2 hrs. total all tests)
Transmission pump flow test 1.0
Transmission pump cavitation test (all 3 tests)
Transmission pump efficiency test
Clutch apply pressure test 0.5
Transmission brake pressure test 0.5
Main lubrication pressure test 0.5
Clutch lubrication flow test 0.8
Main lubrication flow test 0.8
Transmission brake leakage/performance test 1.3
Adjustments
Drain and refill transmission oil 0.6
Clean transmission suction screen 0.8
Clutch cable adjustment 0.5
Transmission brake switch adjustment 0.8
Shift cable adjustment 1.0
*Transmission laser alignment 1.3
Transmission Complete Overhaul (54 hrs. total)
Removal 6.0
Disassembly of transmission into components 6.0
Component overhaul (all) 25.0
Reassembly of transmission 9.0
Installation 8.0
Transmission Pump (3.2 hrs. total)
Removal 0.8
Disassembly 0.5
Inspection 0.5
Reassembly 0.6
Installation 0.8
Shift Lever and Linkage (2.6 hrs. total)
Removal 1.0
Disassembly 0.2
Inspection 0.2
Reassembly 0.2
Installation 1.0
Shift Cable
R&R and Inspection 1.2
Transmission Brake Switch
* Check alignment only. Aligning the transmission will take an additional 1 hour if it requires repositioning in
the tractor front frame.
4-426
COMPONENT HOURS
Clutch Pedal
Clutch Cable
Upper Mounts
Lower Mounts
Filter / Mount (1.0 hrs. total)
R&R Filter and Mount 0.4
Disassembly and Reassembly 0.3
Inspection 0.3
Cooler Bypass Valve
Cooler (2.4 hrs. total)
R&R Cooler 2335, 2375 2.1
R&R Cooler 1.8
Disassembly and Reassembly 0.3
Inspection 0.3
Transmission Hoses and Tubes
Pump, cooler, and filter hoses and tubes (each)
Steel suction tube (both segments) 0.5
Rubber discharge hose 0.5
Steel discharge line 0.5
Rubber cooler inlet hose 0.5
Rubber cooler outlet hose 0.5
Steel control valve supply line 0.5
Rubber control valve supply hose 0.5
Transmission case tubes (each) 0.5
Input bearing supply secondary
Input bearing supply primary 0.5
Pressure sending unit jumper 0.5
Pump drive supply 0.5
Top counter shaft rear bearing supply 0.5
Output shaft rear bearing supply 0.5
Clutch lube supply 0.5
Clutch pressure supply 0.5
Brake pressure supply to valve 0.5
Lube manifold supply 0.5
Brake pressure supply to brake 0.5
PTO hoses (each) 0.5
Clutch apply pressure (rubber hose) 0.5
Pressure lubrication supply (rubber hose)
PTO clutch housing drain (rubber hose) 0.8
Dropbox lubrication drain (rubber hose) 0.8
0.3
1.5
4-427
INDEX
12 x 4 Quad Shift III Transmissionection Input shaft seal retainer
removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-104 disassembly . . . . . . . . . . . . . . . . . . . . . . . . 4-142
disassembly . . . . . . . . . . . . . . . . . . . . . . . . 4-120 inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 4-143
Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-81 reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 4-143
Bottom countershaft . . . . . . . . . . . . . . . . . . . . . . 4-41 Input stub shaft . . . . . . . . . . . . . . . . . . . . . . . . . 4-145
inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 4-225 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 4-227 Live shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-35
Bottom countershaft front bearing retainer Lower mounts
disassembly . . . . . . . . . . . . . . . . . . . . . . . . 4-232 removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-400
inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 4-232 inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 4-402
reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 4-233 installation . . . . . . . . . . . . . . . . . . . . . . . . . . 4-402
Brake control valve Lubrication circuit . . . . . . . . . . . . . . . . . . . . . . . . . 4-19
disassembly . . . . . . . . . . . . . . . . . . . . . . . . 4-295 Lubrication manifold . . . . . . . . . . . . . . . . . . . . 4-295
inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 4-296 Lubrication supply lines . . . . . . . . . . . . . . . . . . . . 4-18
reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 4-297 Main lubrication flow test . . . . . . . . . . . . . . . . . . 4-74
Brake control valve solenoid electrical circuit . 4-46 Main lubrication pressure test . . . . . . . . . . . . . . 4-69
Brake hydraulics . . . . . . . . . . . . . . . . . . . . . . . . . 4-45 Output shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-41
Cleaning the transmission suction screen . . . . 4-82 disassembly . . . . . . . . . . . . . . . . . . . . . . . . 4-234
Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-34 inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 4-239
disassembly . . . . . . . . . . . . . . . . . . . . . . . . 4-146 reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 4-242
inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 4-150 Output shaft front seal retainer
reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 4-155 disassembly . . . . . . . . . . . . . . . . . . . . . . . . 4-232
Clutch apply pressure test . . . . . . . . . . . . . . . . . 4-64 inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 4-232
Clutch cable adjustment . . . . . . . . . . . . . . . . . . . 4-83 reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 4-233
Clutch control cable Output shaft rear seal retainer
installation . . . . . . . . . . . . . . . . . . . . . . . . . . 4-393 reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 4-250
Clutch housing PTO hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-425
disassembly . . . . . . . . . . . . . . . . . . . . . . . . 4-144 PTO transfer case (tractors equipped
inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 4-144 with an optional PTO) . . . . . . . . . . . . . . . . 4-191
reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 4-145 Pump, cooler and filter hoses and tubes . . . 4-423
Clutch lubrication flow test . . . . . . . . . . . . . . . . . 4-71 Range shift cable
Clutch pedal removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-382
removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-387 inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 4-383
inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 4-388 installation . . . . . . . . . . . . . . . . . . . . . . . . . . 4-384
installation . . . . . . . . . . . . . . . . . . . . . . . . . . 4-389 Range shift components . . . . . . . . . . . . . . . . . . . 4-43
Control circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17 Range shift translator and components
Control valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24 disassembly . . . . . . . . . . . . . . . . . . . . . . . . 4-261
inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 4-280 reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 4-265
reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 4-283 Rear pump adapter (tractors not equipped
Control valve oil supply circuits . . . . . . . . . . . . . 4-17 with an optional PTO)
Control valve oil supply lines . . . . . . . . . . . . . . . 4-16 disassembly . . . . . . . . . . . . . . . . . . . . 4-190
Description and operation . . . . . . . . . . . . . . . . . . . 4-2 inspection . . . . . . . . . . . . . . . . . . . . . . 4-190
Distributor plate reassembly . . . . . . . . . . . . . . . . . . . . . 4-190
disassembly . . . . . . . . . . . . . . . . . . . . . . . . 4-161 Removal and repair of components . . . . . . . 4-104
inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 4-162 Repair time for individual components . . . . . 4-426
reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 4-163 Reverse idler . . . . . . . . . . . . . . . . . . . . . 4-44, 4-230
Engine not running, clutch pedal up . . . . . . . . . 4-27 inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 4-230
Engine running, clutch pedal up . . . . . . . . . . . . 4-28 Shift cable adjustment . . . . . . . . . . . . . . . . . . . . . 4-90
Engine running, clutch pedal 1/2 way down . . . 4-30 Shift lever and linkage
Engine running, clutch pedal fully down . . . . . . 4-32 removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-374
Gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-40, 4-41 inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 4-375
Individual component operation . . . . . . . . . . . . . 4-20 installation . . . . . . . . . . . . . . . . . . . . . . . . . . 4-377
Input shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-36 Shift translators . . . . . . . . . . . . . . . . . . . 4-47, 4-251
disassembly . . . . . . . . . . . . . . . . . . . . . . . . 4-164 Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-50
inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 4-182 Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-51
reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 4-185
4-428
Speed shift cable Transmission cooler bypass check valve (N14 only)
removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-378 removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-409
installation . . . . . . . . . . . . . . . . . . . . . . . . . . 4-380 installation . . . . . . . . . . . . . . . . . . . . . . . . . . 4-410
Speed shift components . . . . . . . . . . . . . . . . . . . 4-39 Transmission cooler bypass check valve (QSM11 )
Speed shift cover and translator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-419
disassembly . . . . . . . . . . . . . . . . . . . . . . . . 4-251 Transmission hose and tube replacement . . 4-423
inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 4-253 Transmission housing
Stub shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-35 inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 4-266
Synchronizers . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-37 reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 4-268
disassembly . . . . . . . . . . . . . . . . . . . . . . . . 4-168 Transmission hydraulic cooler (QSM11)
inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 4-172 removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-420
Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-59 Transmission laser alignment . . . . . . . . . . . . . . 4-93
Top countershaft . . . . . . . . . . . . . . . . . . . . . . . . . 4-40 Transmission oil, drain and refill . . . . . . . . . . . . 4-81
disassembly . . . . . . . . . . . . . . . . . . . . . . . . 4-199 Transmission oil filter/mount . . . . . . . . . . . . . . . . 4-49
Transmission inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 4-405
installation . . . . . . . . . . . . . . . . . . . . . . . . . . 4-351 installation . . . . . . . . . . . . . . . . . . . . . . . . . . 4-407
reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 4-299 reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 4-406
Transmission brake . . . . . . . . . . . . . . . . . . . . . . . 4-44 Transmission pressure test worksheet . . . . . . . 4-80
disassembly . . . . . . . . . . . . . . . . . . . . . . . . 4-214 Transmission pump . . . . . . . . . . . . . . . . . . . . . . . 4-20
Transmission brake leakage/performance inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 4-193
test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-77 reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 4-196
Transmission brake pressure test . . . . . . . . . . . 4-67 installation . . . . . . . . . . . . . . . . . . . . . . . . . . 4-372
Transmission brake switch Transmission pump flow/cavitation/efficiency
removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-386 tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-60
inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 4-386 Transmission top counter shaft ON & ASN 4K8940
installation . . . . . . . . . . . . . . . . . . . . . . . . . . 4-387 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-211
Transmission brake switch adjustment . . . . . . . 4-86 Transmission tubing . . . . . . . . . . . . . . . . . . . . 4-299
Transmission case tubes . . . . . . . . . . . . . . . . 4-424 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . 4-56
Transmission component overhaul . . . . . . . . 4-142 Troubleshooting and testing . . . . . . . . . . . . . . . . 4-56
Transmission cooler (N14) . . . . . . . . . . . . . . . . . 4-48 Upper mounts
removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-411 removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-396
inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 4-414 installation . . . . . . . . . . . . . . . . . . . . . . . . . . 4-398
reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 4-415
4-429
Ph.: 204.661.8711
Buhler
Versatile
2240
2270
REPAIR MANUAL
2290
2310
2335
2360
2375 Section 5 -
Axles
2425
89002005 11/2008
Disclaimer
5-1
SECTION 5 - AXLES
Figure 5-1
INTRODUCTION On all models of Buhler Versatile 4WD tractors,

the engine turns counterclockwise (viewed from
The drive shafts and axles transfer the engine the operator’s seat). In Forward and Reverse,
torque to the wheels. The drive shafts link the the front and rear axle drive shafts always turn
engine to the transmission and the transmission in the same direction at the same speed.
to the axles.
The differential lock electric shift unit, 13, bolts
The power from the engine, 1, travels through to the front differential head assembly, 11. The
the flexible coupler, 2, and input drive shaft, 3, operator controls the differential lock function
to the transmission. The outer ring of the flexible with a momentary switch, 14, on the right hand
coupler attaches to the engine flywheel and the console in the cab. Differential lock keeps the
inner ring attaches to the input drive shaft. axle shafts turning at the same rate during low
The transmission, 4, always drives the front and torque conditions.
rear axles equally. The front axle drive shaft, 5, 1. Engine
drives the front axle, 6. The articulation drive
2. Flexible Coupler
shaft, 7, and rear axle drive shaft, 8, drive the
rear axle, 9. 3. Input Drive Shaft
4. Transmission
A steady bearing, 10, holds the rear axle drive
5. Front Axle Drive Shaft
shaft steady in the rear frame while the
articulation joint changes angles during steering 6. Front Axle Shafts
articulation and oscillation. 7. Articulation Drive Shaft
8. Rear Axle Drive Shaft
The gears inside the differential head assembly,
11, and center housing, 12, change the direction 9. Rear Axle Shafts
of the rotational power from the drive shafts and 10. Steady Bearing
transfer it to the axles. 11. Differential Head Assembly
12. Center Housing
13. Electric Shift Unit — Differential Lock
14. Differential Lock Switch
5-2
SECTION 5 - AXLES
Figure 5-2
5-3
SECTION 5 - AXLES
Figure 5-3
AXLE ASSEMBLY The planetary gears attach to the wheel hub, 7,

through three gear pins, which turn the wheel
The rotational power from the transmission hub.
drive shafts must turn 90 degrees to drive the
axles. The transmission rotation acts on the 1. Differential Pinion Spiral Gear
differential pinion spiral gear, 1, and ring gear, 2, 2. Differential Ring Gear
in the differential head assembly, 3, and center 3. Differential Head Assembly
housing, 4.
4. Center Housing
The differential spiral, 1, turns the differential 5. Axle Shafts
ring gear, 2, transferring the rotational power 90 6. Differential Case
degrees. The ring gear drives the axle shaft, 5,
7. Axle Tubes
through the differential case, 6.
8. Wheel Hub
The axle shaft, 5, connects to the wheel through 9. Sun Gear
the axle tube, 7, and wheel hub, 8. The axle
10. Planet Gears
shaft fits into the sun gear, 9, of the planetary
assembly. The sun gear turns three planetary 11. Hub Ring Gear
gears, 10, which turn inside the stationary hub
ring gear, 11.
5-4
SECTION 5 - AXLES
Figure 5-4
PINION SPIRAL AND RING GEAR This configuration evens out the power to the
axles and limits wear on the components. It also
The front and rear axle always have opposite focuses the power transfer in the mating between
direction patterns on the differential pinion the pinion gear spiral and the ring gear.
spirals. When the front spirals to the left, the rear
will spiral to the right, and vice versa.
Since the front and rear axle drive shafts rotate
in the same direction at all times, the differential
spirals must transfer that rotation in opposite
ways for the axles to turn in the same direction.
All the differentials for the Buhler Versatile 4WD
tractors operate in the same fashion, but the
rear and front are always mirror images of each
other.
5-5
SECTION 5 - AXLES
Figure 5-5
AXLE TUBE, AXLE SHAFTS D The distance from the center housing to the
hub mounting plate
Heavy Duty — The term “heavy duty” indicates
that both axles are designed for triple wheel D The distance from the center housing to the
operation. This axle configuration is standard on wheel mounts
axles of 2425 tractors. The heavy duty axle
package is an option on 2360 tractors. D The track widths for a given wheel size
Heavy duty axles increase the span where the MODEL AND AXLE CONFIGURATIONS
wheel hub rests on the axle tube. The axle tube
is longer, and the wheel hub has a deeper The following pages provide a quick overview of
mating surface. The span of the taper bearings the similarities and differences between the
between the tube and hub also increases. tractor models covered in this manual.
The dimensions in heavy duty axle components The charts break down the drivelines,
differ from standard in these ways: differentials, and planetary assemblies as
follows:
D Axle Shafts, 1, are longer
D Buhler Versatile 4WD Transmission
D Axle Tubes, 2, are longer from mounting Drivelines
plate to end
D Buhler Versatile 4WD Axle Drivelines
D Wheel Hub tube collars, 3, and taper
bearing, 4, spans are longer D Buhler Versatile 4WD Differential
Assemblies
D Wheel Hub wheel mounting hubs, 5, are
deeper D Buhler Versatile 4WD Differential Part
Numbers and Planetary Ratios
The dimensions that never change on all Buhler
Versatile 4WD are:
5-6
SECTION 5 - AXLES
Buhler Versatile 4WD TRANSMISSION DRIVELINES

Flexible Coupler Input Drive Shaft
Rating Rating
Model Trans Axle Package N·m (in.lbs) Part # Size Part #
2240 12 x 4 Standard 1130 N·m (10,000) 86017515 1610 86013589
Front Lock 1130 N·m (10,000) 86017515 1610 86013589
2270 12 x 4 Standard 1412 N·m (12,500) 86017514 1610 86010515
2290 Front Lock 1412 N·m (12,500) 86017514 1610 86010515
2310 PS Standard 1412 N·m (12,500) 86017514 1610 9704354
Front Lock 1412 N·m (12,500) 86017514 1610 9704354
2335
2360 12 x 4 Standard 2260 N·m (20,000) 86017513 1610 9704294
2375 Front Lock 2260 N·m (20,000) 86017513 1610 9704294
Heavy Duty 2260 N·m (20,000) 86017513 1610 9704294
Standard
Heavy Duty 2260 N·m (20,000) 86017513 1610 9704294
Front Lock
PS Standard 2260 N·m (20,000) 86017513 1610 9704293
Front Lock 2260 N·m (20,000) 86017513 1610 9704293
Heavy Duty 2260 N·m (20,000) 86017513 1610 9704293
Standard
Heavy Duty 2260 N·m (20,000) 86017513 1610 9704293
Front Lock
2425 12 X 4 Standard 2260 N·m (20,000) 86017513 7C 86027859
Front Lock 2260 N·m (20,000) 86017513 7C 86027859
2375 12 x 4 All 2260 N·m (20,000) 86017513 1610 86029957
2375 PS All 2260 N·m (20,000) 86017513 1610 86029973
5-7
SECTION 5 - AXLES
Buhler Versatile 4WD AXLE DRIVELINES

Front Drive Shaft Artic. Drive Shaft Rear Drive Shaft
Model Trans Axle Package Size Part # Size Part # Size Part #
2240 12 x 4 Standard 1610 86027867 1610 86027862 1610 86028083
Front Lock 1610 86027867 1610 86027862 1610 86028083
2270 12 x 4 Standard 1610 86027858 1610 86027862 1610 86028084
2290 Front Lock 1610 86027858 1610 86027862 1610 86028084
PS Standard 1610 86027858 1610 86027862 1610 86028084
2310
Front Lock 1610 86027858 1610 86027862 1610 86028084
2335
2360 12 x 4 Standard 1610 86027858 1610 86027862 1610 86028084
2375 Front Lock 1610 86027858 1610 86027862 1610 86028084
Heavy Duty 1610 86027858 1610 86027862 1610 86028084
Standard
Heavy Duty 1610 86027858 1610 86027862 1610 86028084
Front Lock
PS Standard 1610 86027858 1610 86027862 1610 86028084
Front Lock 1610 86027858 1610 86027862 1610 86028084
Heavy Duty 1610 86027858 1610 86027862 1610 86028084
Standard
Heavy Duty 1610 86027858 1610 86027862 1610 86028084
Front Lock
2425 12 X 4 Standard 8C 86027861 8C 86027860 8C 86027868
Front Lock 8C 86027861 8C 86027860 8C 86027868
2425 PS Standard 8C 86027861 8C 86027860 8C 86027868
2425 PS Front Lock 8C 86027861 8C 86027860 8C 86027868
2425 PS Rear Lock 8C 86027861 8C 86027860 8C 86027868
5-8
SECTION 5 - AXLES
Buhler Versatile 4WD DIFFERENTIAL ASSEMBLIES

EATON Differential Assembly
Reduction Shot Model # Spiral
Model Trans Axle Package Ratio Peened? Front/Rear Front/Rear
2240 12 x 4 Standard 4.88 : 1 No F - 22130 F - Left
R - 22130 R - Right
Front Lock 4.88 : 1 No F - 22430 F - Left
R - 22130 R - Right
2290 R - 23130 R - Right
2310
R - 23130 R - Right
2335 PS Standard 4.88 : 1 No F - 23130 F - Right
R - 23130 R - Left
Front Lock 4.88 : 1 No F - 23430 F - Right
R - 23130 R - Left
2375 R - 23130 R - Right
R - 23130 R - Right
Heavy Duty 4.88 : 1 No F - 23130 F - Left
Standard R - 23130 R - Right
Front Lock R - 23140 R - Right
PS Standard 4.88 : 1 No F - 23130 F - Right
R - 23130 R - Left
R - 23130 R - Left
Heavy Duty 4.88 : 1 No F - 23130 F - Right
Standard R - 23130 R - Left
Front Lock R - 23130 R - Left
2425 12 X 4 Standard 4.88 : 1 Yes F - 23130 F - Left
R - 23130 R - Right
Front Lock 4.88 : 1 Yes F - 23430 F - Left
R - 23130 R - Right
2425 PS Standard 4.88 : 1 Yes F - 23130 F - Right
R - 23130 R - Left
R - 23130 R - Right
Front & Rear 4.88 : 1 Yes F - 23430 F - Right
Lock R - 23430 R - Left
5-9
SECTION 5 - AXLES
Buhler Versatile 4WD DIFFERENTIAL PART NUMBERS AND PLANETARY RATIOS

Front Differential Rear Differential Planetary
Axle Eaton Eaton Shot
Model Trans Package Part # Part # Part # Part # Ratio Peened?
2240 12 x 4 Standard 86011951 507132 86011950 507131 5.625 Yes
Front Lock 86011953 507134 86011950 507131 5.625 Yes
2270 12 x 4 Standard 86011955 507136 86011954 507135 5.285 No
2290 Front Lock 86011957 507140 86011954 507135 5.285 No
2310 PS Standard 86011954 507135 86011955 507136 5.285 No
2335 Front Lock 86011956 507139 86011955 507136 5.285 No
2360 12 x 4 Standard 86011955 507136 86011954 507135 5.285 No
2375 Front Lock 86011957 507140 86011954 507135 5.285 No
Heavy Duty 86024722 510733 86024721 510732 5.285 No
Standard
Heavy Duty 86024724 510735 86024721 510732 5.285 Yes
Front Lock
PS Standard 86011954 507135 86011955 507136 5.285 No
Front Lock 86011956 507139 86011955 507136 5.285 No
Heavy Duty 86024721 510732 86024722 510733 5.285 No
Standard
Heavy Duty 86024723 510734 86024722 510733 5.285 No
Front Lock
2425 12 X 4 Standard 86011959 507138 86011958 507137 5.285 Yes
Front Lock 86011961 507142 86011958 507137 5.285 Yes
Front & Rear 86011961 507142 86011960 507141 5.285 Yes
Diff. Locks
2425 PS Standard 86011958 507137 86011959 507138 5.285 Yes
Front Diff. 86011960 507141 86011959 507138 5.285 Yes
Lock
Front & Rear 86011960 507141 86011961 507142 5.285 Yes
Diff. Locks
Buhler Versatile 4WD SCRAPER AXLES
Eaton Eaton Shot
Model Trans Axle Package Part # Part # Part # Part # Ratio Peened?
2290 Synchro Scraper Axle,
2335 HD Axle
86024724 510735 86024723 510734 5.285 Yes
2360 c/w HD Axle
2375 Shaft
2290 Powershift Scraper Axle,
2335 HD Axle
86024723 510734 86024724 510735 5.285 Yes
2360 c/w HD Axle
2375 Shaft
2425 Synchro Scraper Axle,
86011961 507142 86011960 507141 5.285 Yes
HD Axle
2425 Powershift Scraper Axle,
HD Axle
86011960 507141 86011961 507142 5.285 Yes
c/w HD Axle
Shaft
5-10
SECTION 5 - AXLES

1
Flexible Coupler 2
3
The flex coupler, 1, connects the engine
flywheel, 2, to the input drive shaft slip mount, 3.
The input drive shaft connects the flexible
coupler to the transmission input yoke.
The flex coupler is a shock absorber for the
transmission. The coupler absorbs the impact of
any jerkiness of the engine flywheel.
Figure 5-6
The outer ring, 1, of the flex coupler attaches to

the engine flywheel and the inner ring, 2, 1 2
attaches to the input drive shaft. A solid rubber
core, 3, provides the connection between the
outer and inner rings. 3
The solid rubber core absorbs the motion of the
flywheel and provides a smooth transfer of
power from the engine to the input drive shaft.
19983155
Figure 5-7
Eight or twelve bolts fasten the outer ring, 1, of

the flex coupler to the engine flywheel. Eight 3 1
bolts fasten the inner ring, 2, to the input drive
shaft. The torsional movement of the engine
flywheel travels from the outer ring, through the
rubber core, 3, and to the inner ring .
2
19983154
Figure 5-8
5-11
SECTION 5 - AXLES
Ratings — Flexible couplers are rated Rating

according to their point of failure. The rating is Axle N·m Overall
the torsional force at which the coupler’s rubber Model Trans Package (in. lbs.) Height
core will begin to tear.
2240 All All 1130 N·m 77.7 mm
(10,000) (3.06 in.)
2270 All All 1412 N·m 84.1 mm
2310 (12,500) (3.31 in.)
2360 All All 1412 N·m 84.1 mm
(12,500) (3.31 in.)
2425 All All 2260 N·m 90.4 mm
(20,000) (3.56 in.)
5-12
SECTION 5 - AXLES
3
1 4
2 5 8
7
10 9
6
19983694
Figure 5-9
DRIVE SHAFTS The articulation drive shaft, 7, transfers the

power from the transmission, 4, to the rear axle
The flex coupler, 2, and input drive shaft, 3, drive shaft, 8. The drive shaft consists of a
transfer the power from the engine, 1, to the splined slip shaft and a splined tube that mate to
transmission, 4. The input drive shaft consists of form a solid connection.
a splined slip mount and a splined tube that
mate to form a solid connection. The rear axle drive shaft, 8, transfers the power
from the articulation drive shaft, 7, to the rear
The front axle drive shaft, 5, transfers power axle, 9. The drive shaft consists of a splined
from the transmission, 4, to the front axle, 6. The shaft and a splined tube that mate to form a solid
drive shaft consists of a splined slip shaft and a connection. The steady bearing, 10, keeps the
splined tube that mate to form a solid rear axle drive shaft in place when the tractor
connection. articulates and oscillates.
2 1
19983697
Figure 5-10
In-phase Vs. Out-of-phase The rear axle drive shaft is the exception to this
rule. The rear axle drive shaft can be either
Drive shafts with two yokes are usually
assembled “in-phase.” Drive shafts are “in-phase” or “90-degrees-out-of-phase.” Refer
“in-phase” when the yokes are aligned, with the to the following pages for directions on rear axle
arms facing the same way. In the figure above, drive shaft phase.
both the rear axle drive shaft, 1, and the
articulation drive shaft, 2, are in phase.
On the Buhler Versatile 4WD tractors, the front
and articulation drive shaft should always be
“in-phase.” Always check the phase on
reassembly.
5-13
SECTION 5 - AXLES
Rear Axle Drive Shaft Phase - 2240, 2270,

2290, 2310, 2335, 2360, 2375
The rear axle drive shaft for these tractor models
is assembled “in-phase” at the factory. The “in-
phase” arrangement is illustrated in Figure 5-10.
The phase can be changed, but it must always be
either “in-phase” or “90 degrees out-of-phase.”
To change the phase of the drive shaft on these
tractor models, remove the cap screws that retain
the universal joint bearing straps and separate
the articulation drive shaft from the rear axle
drive shaft. Remove the nut, 1, and washer, 2,
from the center of the front yoke on the rear axle
drive shaft.
NOTE: The yoke nut is very tight. It may be
easier to remove the rear drive shaft entirely
from the tractor.
Remove the front drive yoke by sliding it off the
rear axle drive shaft splines. Rotate the yoke 90
degrees and reinstall it on the splines. Reinstall
the center cap screw and washer and tighten the Figure 5-11
cap screw to 230 N·m (170 ft.lbs.).
Jack up one of the rear wheels and turn it to
line up the articulation drive universal joint with
the rear axle drive yoke. Ensure the universal
joint engages the yoke fully by hand. Do not
“draw” the universal joint into the yoke with the
retaining hardware. Reinstall the bearing straps
with new cap screws. Tighten the bearing strap
cap screws to 75 N·m (55 ft.lbs.).
NOTE: New cap screws should be used
whenever a 1610 drive shaft is installed. The
new cap screws come with a patch of thread-
locking compound on the threads.
5-14
SECTION 5 - AXLES
19983699
Figure 5-12
Rear Axle Drive Shaft Phase — 2425

The rear axle drive shaft for these tractor
models is assembled “90 degrees out-of-phase”
at the factory. The “out-of-phase” arrangement
is illustrated above. The phase can be changed,
but it must always be either “in-phase” or “90
degrees out-of-phase.”
To change the phase of the drive shaft on these

tractor models, remove the cap screws that 2
retain the universal joint bearing caps and
separate the articulation drive shaft from the
1
rear axle drive shaft. Remove the nut, 1, and
washer, 2, from the center of the front yoke on
the rear axle drive shaft.
NOTE: The yoke nut is very tight. It may be
easier to remove the rear drive shaft entirely
from the tractor.
Remove the front drive yoke by sliding it off the
rear axle drive shaft splines. Rotate the yoke 90
degrees and reinstall it on the splines. Reinstall 19983700
the center nut and washer and tighten the nut to Figure 5-13
370 N·m (275 ft.lbs.).
Jack up one of the rear wheels and turn it to line
up the articulation drive universal joint with the
rear axle drive yoke. Make sure the universal
joint engages the yoke fully before installing the
hardware completely. Tap the universal joint
cross into position with a hammer to seat the U
joint properly, if necessary. Do not “draw” the
universal joint into the yoke with the retaining
hardware. Reinstall the cap screws on the
bearing cap. Tighten the bearing cap screws to
108 N·m (80 ft.lbs.).
5-15
SECTION 5 - AXLES
Input Drive Shaft

The input drive shaft transfers the power from the
flex coupler to the transmission. The drive shaft
consists of a splined slip mount and a splined
tube yoke that mate to form a solid connection.
The length of the shaft varies in different models,
depending on the size of the engine. There
are three types of input drive shaft on these
tractors:
1610 Series — 2240, 2270, 2290, 2310, 2335,
2360, 2375
7C Series — 2425
Figure 5-14
2240, 2270, 2290, 2310, 2335, 2360, 2375 (1610 1. Slip Mount
Series) — The input drive shaft consists of a slip 2. Tube Yoke
mount, 1, and a tube yoke, 2. These yokes form
a sliding splined joint within each other. Grease 3. Grease Fitting
can enter the splined area of the shaft through 4. Universal Joint
a grease fitting, 3, in the slip mount. The sliding
5. Bearing Cap
shaft joint allows for changes in shaft length
when removing and installing. 6. Bearing Cap Screws
A greasable universal joint bearing, 4, is installed
into the end of the tube yoke, 2. Two bearing
caps, 5, and four cap screws, 6, hold the U-joint
bearing in place on the yoke.
5-16
SECTION 5 - AXLES
2 4
1
5
3
19983150
Figure 5-15
2425 (7C Series) — The input drive shaft A sealed (non-greasable) universal joint, 4, is
consists of a slip mount, 1, and a tube yoke, 2. installed into the end of the tube yoke, 2. Four
These yokes form a sliding splined joint within grade 8 cap screws, 5, hold the U-joint bearing
each other. The sliding shaft joint allows for in place on the yoke.
changes in shaft length when removing and
1. Slip Mount
installing. A dust cap, 3, screws on the slip
mount to prevent contaminants and dirt from 2. Tube Yoke
entering the splined joint area. 3. Dust Cap
4. Universal Joint
5. U-joint Cap screws
5-17
SECTION 5 - AXLES
Figure 5-16
Front Axle Drive Shaft A greasable universal joint bearing, 5, is installed

into each yoke at either end of the shaft. Two
The front axle drive shaft transfers power from bearing caps, 6, and four cap screws, 7, hold the
the transmission to the front axle. The drive shaft U-joint bearing in place on each yoke.
consists of a splined slip yoke and a splined short
yoke that mate to form a solid connection. 1. Slip Yoke
2. Short Yoke
2240, 2270, 2290, 2310, 2335, 2360, 2375 (1610
Series) — The front axle drive shaft consists of 3. Grease Fitting
a slip yoke, 1, and a short yoke, 2. These yokes 4. Dust Cap
form a sliding splined joint within each other.
Grease can enter the splined area of the shafts 5. Universal Joint
through a fitting, 3, in the slip yoke. The sliding 6. Bearing Cap
shaft joint allows for changes in shaft length when 7. Bearing Cap Screws
removing and installing. A dust cap, 4, screws on
the slip yoke to prevent contaminants and dirt
from entering the splined joint area.
5-18
SECTION 5 - AXLES
5 5
1
4 2
6 6
19983151
Figure 5-17
2425 (8C Series) — The front axle drive shaft A sealed (non-greasable) universal joint, 5, is
consists of a slip yoke, 1, and a short yoke, 2. installed into each yoke at either end of the
These yokes form a sliding splined joint within shaft. Four grade 8 cap screws, 6, hold the
each other. The sliding shaft joint allows for U-joint bearing in place on the yoke.
changes in shaft length when removing and
1. Slip Yoke
installing.
2. Short Yoke
Grease can enter the splined area of the shafts 3. Grease Fitting
through a fitting, 3, in the slip yoke. A dust cap,
4. Dust Cap
4, screws on the slip mount to prevent
contaminants and dirt from entering the splined 5. Universal Joint
joint area. 6. U-joint Cap screws
5-19
SECTION 5 - AXLES
Figure 5-18
Articulation Drive Shaft A greasable universal joint bearing, 5, is installed

into each yoke at either end of the shaft. Two
The articulation drive shaft transfers the power bearing caps, 6, and four cap screws, 7, hold the
from the transmission to the rear axle drive shaft. U-joint bearing in place on the yoke.
The drive shaft consists of a splined slip yoke
and a splined tube yoke that mate to form a solid 1. Slip Yoke
connection. 2. Tube Yoke
3. Grease Fitting
2240, 2270, 2290, 2310, 2335, 2360, 2375 (1610
Series) — The articulation drive shaft consists of 4. Dust Cap
a slip yoke, 1, and a tube yoke, 2. These yokes 5. Universal Joint
form a sliding splined jointwithin each other.
Grease can enter the splined area of the shafts 6. Bearing Cap
through a fitting, 3 in the slip yoke. The sliding 7. Bearing Cap Screws
shaft joint and universal joints allow for changes
in shaft length and drive angles when the tractor
articulates. A dust cap, 4, screws on the slip yoke
to prevent contaminants and dirt from entering
the splined
5-20
SECTION 5 - AXLES
5 5
1 4 2
6
6
3
19983153
Figure 5-19
2425 (8C Series) — The articulation drive shaft A sealed (non-greasable) universal joint, 5, is
consists of a slip yoke, 1, and a tube yoke, 2. installed into each yoke at either end of the
These yokes form a sliding splined joint within shaft. Four grade 8 cap screws, 6, hold the
each other. The sliding shaft joint and universal U-joint bearing in place on the yoke.
joints allow for changes in shaft length and drive
1. Slip Yoke
angles when the tractor articulates.
2. Tube Yoke
Grease can enter the splined area of the shafts 3. Grease Fitting
through a fitting, 3, in the slip yoke. A dust cap,
4. Dust Cap
4, screws on the slip yoke to prevent
contaminants and dirt from entering the splined 5. Universal Joint
joint area. 6. U-joint Cap screws
5-21
SECTION 5 - AXLES
Figure 5-20
Rear Axle Drive Shaft and Steady The steady bearing, 8, is held in place with two
Bearing setscrews, 9. A grease fitting, 10, supplies grease
to the internal bearing components.
The rear axle drive shaft transfers the power
from the articulation drive shaft to the rear axle. 1. Splined Yoke
The drive shaft consists of a splined yoke and 2. Tube Yoke
a splined tube shaft that mate to form a solid
connection. 3. Yoke Locknut
2240, 2270, 2290, 2310, 2335, 2360, 2375 (1610 4. Yoke Locknut Washer
Series) — The rear axle drive shaft consists of a 5. Universal Joint
splined yoke, 1, and a tube yoke, 2. These yokes 6. Bearing Cap
form a splined joint within each other.
7. Bearing Cap Screws
The splined yoke is secured to the shaft with a
locknut, 3, and washer, 4. The rear axle drive 8. Steady Bearing
shaft is a fixed length and never changes. 9. Setscrews (2)
A greasable universal joint bearing, 5, is installed 10. Grease Fitting
into the tube yoke at end of the shaft. Two bearing
caps, 6, and four cap screws, 7, hold the U-joint
bearing in place on the yoke.
5-22
SECTION 5 - AXLES
10 7 5
1
2
6
9 8
3
19983152
Figure 5-21
2425 (8C Series) — The rear axle drive shaft 1. Splined Yoke
consists of a splined yoke, 1, and a tube yoke, 2. Tube Yoke
2. These yokes form a splined joint within each 3. Yoke Locknut
other.
4. Yoke Locknut Washer
The splined yoke is secured to the shaft with a 5. Universal Joint
locknut, 3, and washer, 4. The rear axle drive 6. U-joint Cap screws
shaft is a fixed length and never changes.
7. Steady Bearing
A sealed (non-greasable) universal joint, 5, is 8. Setscrew
installed into the tube yoke at the end of the 9. Jam Nut
shaft. Four grade 8 cap screws, 6, hold the
U-joint bearing in place on the yoke. 10. Grease Fitting
The steady bearing, 7, is held in place with a

setscrew, 8, and jam nut, 9. A grease fitting, 10,
supplies grease to the internal bearing
components.
5-23
SECTION 5 - AXLES
Figure 5-22
U-joint Assemblies (1610 Series) 1. Cross

The U-joint assembly consists of a cross, 1, two 2. Trunnion cap
permanent trunnion caps, 2, and two bearing 3. Yoke
caps, 6. Both caps are stationary during 4. Needle rollers
operation. The cross turns inside the caps on 5. Lube check valve
small needle rollers, 4.
6. Bearing cap
The trunnion caps are permanent and are 7. Cap screws
secured to a mating yoke by bearing straps. Two 8. Seal
bearing cap cap screws, 7, hold the bearing
9. Seal lips (lubricated)
caps in place on the ears of the yoke, 3.
10. Lubrication cross reservoir
Cross grease fittings, 11, supply grease to the 11. Cross grease fitting
complete U-joint assembly. Grease lubricates
the needle rollers and seal lips, 9. A lube check
valve, 5, keeps grease from returning to the
middle grease reservoir, 10. A seal, 8, between
the cross arms and caps prevents the grease
from escaping the assembly.
5-24
SECTION 5 - AXLES
U-joint Assemblies (7C/8C Series)

The U-joint assemblies for the 7C and 8C Series 1
2
drivelines are identical in design and function
and are lifetime lubed and sealed. The U-joints
are not serviceable and should not be
disassembled.
The four trunnion caps, 1, are permanent and
are secured to the mating yoke, 2, by a locking
strap, 3.
3
1. Trunnion caps (4)
1
2. Yoke
3. Locking strap 19984382
Figure 5-23
Steady Bearing
The steady bearing, 1, mounts to a bracket, 2,
on the rear frame. The bearing has a tight fit 3
around the rear axle drive shaft, 3. Two
setscrews, 4, secure the steady bearing to the
shaft.
The steady bearing keeps the rear axle drive
shaft in place when the tractor articulates and
oscillates. The bearing only lets the drive shaft
rotate on its proper articulation axis. When the 4
tractor articulates or oscillates, the articulation 2 1
axis must be constant to prevent excessive
torque from deforming the driveline and axle 19984344
components.
Figure 5-24
The bearing keeps the articulation axis fixed
while also reducing vibrations through the drive
shaft. As the articulation angle increases, the
forces acting on the articulation joint also
increase and vibrations are magnified. The
steady bearing minimizes these vibrations.
DIFFERENTIAL HEAD ASSEMBLY

1 3
The differential head, 1, mounts to the center 2
housing, 2, with twelve cap screws, 3. The 4 5
differential yoke, 4, is held in place on the pinion
gear with a large pinion nut, 5. The axle drive
shaft yoke attaches to the differential yoke
through an articulated universal joint.
1. Differential Head
2. Center Housing
3. Cap screws
4. Differential Yoke
5. Pinion Nut 19983387
Figure 5-25
5-25
SECTION 5 - AXLES
The yoke, 1, is held fast to the spiral pinion gear,

3, with the pinion nut, 2. The yoke turns the 7
pinion directly. The pinion turns the ring gear, 4, 6
shifting the rotational force 90 degrees.
The pilot bearing, 5, keeps the spiral gear in 4
position while allowing the spiral gear to turn
freely. The pilot bearing does not allow the
resistance of the gears to force the spiral pinion 1
gear out of mesh with the ring gear.
The ring gear is bolted directly to the differential 5
case, 6. The differential case turns to transfer 3
the ring gear rotation to the axle shafts inside 2
through the spider pivots, 7. 19983702
1. Yoke Figure 5-26
2. Pinion Nut
3. Pinion
4. Ring Gear
5. Pilot Bearing
6. Differential Case
7. Spider Pivot
The ring gear, 1, differential case, 2, and spider

pivots, 3, always turn as one unit. The spider 1
pivots drive the side gears, 5, through spider 2
gears, 4.
When the axle shafts are turning at the same
speed, the spider gears do not rotate between
the two side gears. The spider gears turn both 5
side gears equally. When the axles turn at
different speeds, the spider gears rotate to 4
accommodate the difference in the wheel travel.
1. Ring Gear 3
2. Differential Case
19983703
3. Spider Pivots
4. Spider Gear Figure 5-27
5. Side Gears
5-26
SECTION 5 - AXLES
DIFFERENTIAL LOCK FRICTION PLATES
1 3 2
19983704
Figure 5-28
Differential heads with differential lock have a The friction plates connect the differential case
friction plate assembly, 1, that increases to one side gear with the sliding clutch, 4. Half
traction. When engaged, the plate assembly of the friction plates are mated to the differential
transfers the rotational torque from the case. The sliding clutch attaches the other half
differential case to one side gear through the of the friction plates to a side gear. This friction
friction plates. This causes the whole differential connection limits the turning of the spider gears
case, spider gears, and side gears to turn as substantially, thereby limiting normal differential
one. operation.
The friction plates allow normal differential 1. Friction plate assembly
operation under high torque, and normal turning 2. Compression springs
should not be affected. However, differential 3. Pressure plate
lock should only be used when the majority of
4. Sliding clutch
operation is straight travel.
The friction plate assembly is held compressed
by compression springs, 2, and a pressure
plate, 3. The assembly is under constant
pressure, even when not engaged, but it is not
a fast connection. When engaged, the plates
only limit normal differential action.
5-27
SECTION 5 - AXLES
10,000 Kg (22,000 lbs.) Differential When the axle shafts are turning at the same
Without Differential Lock rate, the spider gears apply equal driving force
(Model No. 22130) to each side gear. When the tractor is turning or
a wheel is slipping, the spider gears allow the
The rotational power from the transmission is axles to turn independently. The spider gear’s
transferred to the differential input yoke, 1. The force transfers more to the axle shaft that is
power travels from the yoke through the pinion, turning faster.
3, the ring gear, 6, the differential case, 7, the
spider pivot, 8, the spider gears, 9, and to the 1. Input yoke
side gears, 10. The side gears, 10, are splined 2. Pinion nut
with the axle shafts, 12, to complete the power 3. Pinion
transfer.
4. Pinion bearings
The yoke is splined to the pinion, secured with 5. Pilot bearing
the pinion nut, 2. The pinion turns on two pinion 6. Ring gear
bearings, 4. The rotational power turns 90
7. Differential case
degrees where the pinion spiral gear mates with
the ring gear. This power transfer works to force 8. Spider pivots (4)
the pinion away from the ring gear. The pilot 9. Spider gears (4)
bearing, 5, on the end of the pinion keeps the 10. Side gears (2)
pinion in place. The bearing rides on the 11. Case bearings
differential housing, 13, and opposes the force
12. Axle shafts
from the pinion and ring gear power transfer.
13. Housing
The ring gear is bolted directly to the differential
case. The differential case is made up of two
halves bolted together, which ride on two case
bearings, 11. The case holds the four spider
pivots, 8, in place. When the case turns, the
spider pivots drive the four spider gears, which
in turn drive the side gears.
5-28
SECTION 5 - AXLES
Figure 5-29
5-29
SECTION 5 - AXLES
10,500 Kg (23,000 lbs.) Differential 1. Input yoke

Without Differential Lock 2. Pinion nut
(Model No. 23130) 3. Pinion
The operation of the 23130 models is identical 4. Pinion bearings
to the 22130 described previously, except for 5. Pilot bearing
the addition of a ring gear thrust screw and 6. Ring gear
locknut. The 23130 differentials have a larger
7. Differential case
housing, 13, and larger internal gears than the
22130 differentials. 8. Spider pivots (4)
9. Spider gears (4)
The purpose of the thrust screw is to keep the
10. Side gears (2)
ring gear and pinion gear engaged if the gear
begins to slip. When adjusted correctly, the 11. Case bearings
thrust screw has a close clearance with the back 12. Axle shafts
of the ring gear. The clearance should be about 13. Housing
0.5 mm (0.02 in.). 14. Ring gear thrust screw
15. Locknut
5-30
SECTION 5 - AXLES
Figure 5-30
5-31
SECTION 5 - AXLES
10,000 Kg (22,000 lbs.) Differential With The friction plates connect the differential case
Differential Lock to one side gear with the sliding clutch, 4. Half
(Model No. 22430) of the friction plates are mated to the differential
case. The sliding clutch attaches the other half
The 22430 differentials with differential lock of the friction plates to a side gear. This friction
have a friction plate assembly, 1, that increases connection limits the turning of the spider gears
traction. When engaged, the plate assembly substantially, thereby limiting normal differential
transfers the rotational torque from the action.
differential case to one side gear through the
friction plates. This causes the whole differential The shift fork, 5, engages and disengages the
case, spider gears, and side gears to turn as sliding clutch. The shift fork and shift unit have
one. only two positions — engaged and disengaged.
The friction plate assembly is held compressed 1. Friction plate assembly
by compression springs, 2, and a pressure 2. Compression springs
plate, 3. The assembly is under constant 3. Pressure plate
4. Sliding clutch
only limit normal differential action. 5. Shift fork
5-32
SECTION 5 - AXLES
Figure 5-31
5-33
SECTION 5 - AXLES
10,500 Kg (23,000 lbs.) Differential With The friction plates connect the differential case
Differential Lock to one side gear with the sliding clutch, 4. Half
(Model No. 23430) of the friction plates are mated to the differential
case. The sliding clutch attaches the other half
The 23430 differential heads with differential of the friction plates to a side gear. This friction
lock have a friction plate assembly, 1, that connection limits the turning of the spider gears
increases traction. When engaged, the plate substantially, thereby limiting normal differential
assembly transfers the rotational torque from action.
the differential case to one side gear through the
friction plates. This causes the whole differential The shift fork, 5, engages and disengages the
case, spider gears, and side gears to turn as sliding clutch. The shift fork and shift unit have
one. only two positions — engaged and disengaged.
The friction plate assembly is held compressed 1. Friction plate assembly
by compression springs, 2, and a pressure 2. Compression springs
plate, 3. The assembly is under constant 3. Pressure plate
4. Sliding clutch
only limit normal differential action. 5. Shift fork
5-34
SECTION 5 - AXLES
Figure 5-32
5-35
SECTION 5 - AXLES
Figure 5-33
DIFFERENTIAL LOCK ELECTRICAL Control Circuit Ground — The normally

CONTROL CIRCUIT closed brake pedal switch supplies the only
ground for the control circuit, through ground
Control Circuit Power — Power is supplied to location #5. The circuit must have this ground in
the fuse and relay panel from the batteries. The order for the Diff. Lock circuit to work. This
batteries supply constant power to the ignition ground connection is broken by either pressing
switch. When the ignition switch is in the ON the brake pedal down or by pressing the switch
position, battery power comes out of the ignition to its Unlock position.
switch through terminal P10/4 and back to the
fuse and relay panel through wire CM-3 via Electric Shift Unit Power — The batteries
connector J14. Current will be supplied to the supply constant power to the differential lock
3-amp Diff. Lock fuse (F-29) for the Diff. Lock relay, regardless of the ignition switch position.
control circuit.
5-36
SECTION 5 - AXLES
Electric Shift Unit Ground — The shift unit is Unlocked Mode — There is no voltage passing
always grounded at ground location #6. through the control circuit and the relay is
unenergized. The relay connects the battery
Diff. Lock Relay — The power that runs the voltage to the Unlock side of the electric shift
shift unit motor is supplied to directly to the relay unit. When the shift unit is in the Unlocked
from the battery. The power is always feeding position, the internal switch breaks the ground
either the Lock or Unlock side of the circuit, connection.
depending on the position of the relay. The relay
is a two position switch: Locking Mode — Connecting switch terminals
#2 and #3 supplies the power to energize the
D Unenergized relay — power feeding Unlock relay. The Locking mode switches the relay to
side of shift unit. the Lock side of the motor. The power travels
D Energized relay — power feeding Lock side from the ignition switch through the F29-3A
of shift unit. fuse, in terminal #2, out terminal #3, to the relay,
back to switch terminal #5, out terminal #6, and
The energizing control circuit gets its ground through the normally closed brake pedal switch
through a normally closed brake pedal switch. In to ground. As the electric shift unit reaches the
Locked mode, the relay is energized through the end of its travel, the internal switch breaks the
TIP32C transistor. In Locking mode, the relay is Lock circuit connection to ground.
energized through the Diff. Lock switch.
Locked Mode — When the relay is in the Lock
Diff. Lock Switch — The Diff. Lock switch is a position, current travels from the relay to the
momentary switch that completes the circuits resistor group on the fuse and relay panel. This
for the Locking and Locked modes. The switch current switches the TIP32C transistor and
also breaks the circuit when the switch is battery power continues to feed the control
pressed to the Unlock position. The switch circuit and monitor lamp. The power travels from
connections are shown in the grid. the ignition switch through the transistor,
Brake Pedal Switch — The normally closed through the relay, in switch terminal #5, out
brake pedal switch supplies the ground for the terminal #6, and through the normally closed
control circuit. The switch opens the circuit to brake pedal switch to ground. As long as the
Unlock the differential when the brake pedal is ground connection is not broken by the brake or
pressed. diff. lock switch, the shift unit will remain in the
Lock position.
Electric Shift Unit — The Electric Shift Unit
motor turns one way 180 degrees to Lock the Unlocking With Brake Mode — To deenergize
differential and another 180 degrees Unlock the the relay to Unlock, the circuit must break the
differential. The control circuit supplies power to ground connection that travels through switch
one of two terminals to activate the motor. terminals #5 and #6 and through the brake
Terminal P78/A runs the motor to the Lock pedal switch. The normally closed brake switch
position, and terminal P78/C runs the motor to breaks the connection to ground when the pedal
the Unlock position. An internal switch in the is pressed.
motor breaks the power supply when the motor Unlocking With Switch Mode — To
reaches the end of each 180 degrees travel. deenergize the relay to Unlock, the circuit must
Monitor Lamp — In Locked mode, the break the ground connection that travels
connection at switch terminal P80/3 connects through diff. lock switch terminals #5 and #6 and
current from wire CM-131A to wire CM-131B. through the brake pedal switch. The switch
Power travels from the ignition switch through breaks the ground connection to the brake by
the TIP32C transistor, out of the fuse panel on breaking the connection between terminals #5
wire CM-131A to connector P80/3, out wire and #6.
CM-131B to connector P1/6 on the warning light
bar on the dashboard. This activates the Diff.
Lock lamp on the light bar via ground
location #2.
5-37
SECTION 5 - AXLES
ELECTRIC SHIFT UNIT - DIFFERENTIAL LOCK
10 8
2
3
4 6
11 5
19983159
Figure 5-34
The operator controls the electric shift unit with The motor’s worm gear turns the gear, 3, and
a switch on the right hand console. The electric the gear pin, 4. The gear pin fits into a slot in the
shift unit mounts on the differential head slider block, 5. The slider block rides along a
assembly. stationary shaft, 6, that fits into the body of the
shift unit. As the gear spins, the gear pin moves
The electric shift unit is a 12-Volt electric motor, the slider block along the rod. The slider block
1, with a worm gear-type drive, 2. The unit engages the differential shift fork.
moves a shift lever that holds the sliding clutch
engaged with the friction plates and the side A wide dowel pin, 7, provides the connection to
gear. The friction plates force the two axle shafts the differential shift lever. The dowel pin
to turn together during low torque, straight connects directly to the slider block and pushes
tractor operation. the lever to its Locked or Unlocked positions.
The electric shift unit moves the shift fork There are three terminals on the unit — a middle
between two positions — engaged and ground connection, 8, and two outer control
disengaged. However, the electric shift unit’s terminals, 9. The control circuit supplies power
internal motor turns in only one direction — the to one of two outer terminals to activate the
internal gears translate the motor rotation to motor.
move the slider block between two positions. A
gear with an eccentric pin controls which Two cam pins control the internal switch. One
direction the lever moves. The motor turns the cam pin, 10, breaks one of the power supply
gear pin 180 degrees to Lock the differential and lines when the gear turns 180 degrees. The
another 180 degrees to Unlock the differential. other cam pin, 11, breaks the other power
An internal switch stops the motor at each 180 supply line when the gear turns another
degree rotation. 180 degrees.
5-38
SECTION 5 - AXLES
Figure 5-35
AXLE ASSEMBLY The axle assembly consists of:

The axle assembly brings a number of 1. Center Housing
components together to transfer the rotation of 2. Differential Head
the drive shafts to the wheels. The center 3. Axle Tubes
housing, 1, provides a mounting surface for the
4. Axle Shafts
differential head, 2, and the axle tubes, 3.
5. Wheel Hubs
The rotational force of the drive shaft is turned 6. Sun Gears
90 degrees inside the differential head. The axle
7. Planetary Carrier
shafts, 4, pass through the axle tubes and turn
the planetary carriers, 7 and wheel hubs, 5. The 8. Planet Gears (3)
planetary carrier turns because the sun gears, 9. Hub Ring Gear
6, turn the planetary gears, 8, against the hub
ring gear, 9.
5-39
SECTION 5 - AXLES
4 3 4
1
2 2
19983157
Figure 5-36
CENTER HOUSING 1. Center Housing

2. Axle Tubes
The center housing, 1, is a simple housing that
connects the axle tubes, 2, and provides a 3. Differential Head Assembly
mounting point for the differential head, 3. The 4. Wheel Hubs
axle tubes mount to the ends of the center
housing, and the differential head assembly
mounts to the side of the center housing.
The center housing, axle tubes, and wheel
hubs, 4, carry the weight of the tractor. Carrying
the weight of the tractor on the housing, tubes,
and hubs allows the axle shafts to turn freely
inside the axle assembly. The weight of the
tractor does not hinder the torsional force of the
axle shafts.
5-40
SECTION 5 - AXLES
Figure 5-37
AXLE TUBES An axle tube thrust washer, 10, provides a wear

surface for the sun gear. The tube thrust washer
The axle tubes, 1, connect the center housing, is machine-fit and pounded fast into the axle
2, to the wheel hubs, 3, and mount the complete tube.
axle assembly to the frame. The axle tubes are
simple housings that the axle shafts, 4, pass A cassette seal, 11, keeps oil from leaking out
through and the wheel hubs, 3, spin around. between the wheel hub and axle tube. The
cassette seal also spins with the wheel hub. The
The axle tubes, center housing, and wheel hubs cassette seal is a tight two-piece construction
carry of the weight of the tractor. Carrying the that provides a complete seal while still allowing
weight of the tractor on the housing, tubes, and rotation.
hubs allows the axle shafts to turn freely inside
the axle assembly. The weight of the tractor 1. Axle Tube
does not hinder the torsional force of the axle 2. Center Housing
shafts that drives the tractor. 3. Wheel Hub
The wheel hubs fit on the axle tubes with two 4. Axle Shaft
taper bearings, 5. Two taper bearings on each 5. Taper Bearings
axle tube provide a firm mount for the wheel hub. 6. Hub Ring Gear
The hub ring gear, 6, and holder, 7, mount fast 7. Hub Ring Gear Holder
to the axle tube. The hub ring gear never moves. 8. Ring Gear Holder Lock washer
The planet gears turn inside the hub ring gear 9. Ring Gear Holder Locknut
and turn the wheel hub. A lock washer, 8, and
locknut, 9, fasten the hub ring gear to the axle 10. Tube Thrust Washer
tube, which are also splined together. 11. Cassette Seal
5-41
SECTION 5 - AXLES
Figure 5-38
Each axle tube, 1, mounts to the bottom of the

main frame, 2, of the tractor. Four large bolts, 3,
eight washers, 4, and eight nuts, 5, secure the
tube to the frame. The flat mounting bracket on
the axle tube mates with the flat mounting
bracket on the frame.
5-42
SECTION 5 - AXLES
Figure 5-39
Heavy Duty — The term “heavy duty” indicates

that both axle assemblies on the tractor are
designed for triple wheel operation.
The triple wheel design increases the span of
the taper bearings, 1, between the axle tube, 2,
and the wheel hub, 3. The axle tube is longer in
this area, and the wheel hub has a deeper
mating surface. The increased span of the Normal - 2240
bearings gives the axle and wheels better
stability for triple wheel operation.
The dimensions in heavy duty axle components
differ from standard in these ways:
D Axle Shafts, 1, are longer
D Axle Tubes, 2, are longer from mounting
plate to end Normal - 2270, 2310, 2360
D Wheel Hub tube collars, 3, are longer

D Taper bearing, 4, spans are longer
D Wheel Hub wheel mounting hub, 5, is
deeper
The distance from the center housing to the hub
mounting plate never changes across all Heavy Duty - 2360, 2425
models of Buhler Versatile 4WD tractors. Heavy
19983707
duty axles do not affect track widths.
Figure 5-40
5-43
SECTION 5 - AXLES
1 6
19983708
Figure 5-41
AXLE SHAFTS The shafts have slightly different lengths

depending on the axle configuration, as charted
Each axle assembly has two axle shafts, 1, or below.
four total on the tractor. The axle shafts connect
the differential to the planetary carrier assembly. 1. Axle Shaft
2. Sun Gear
One end of each shaft mates with one side gear
in the differential. The other end of the shaft fits 3. Sun Gear Retaining Ring
into the sun gear, 2, in the wheel hub. A retaining 4. Planet Gears (3)
ring, 3, holds the sun gear on the end of the axle 5. Planet Gear Pins (3)
shaft. 6. Shaft Thrust Washer
The sun gear drives three planet gears, 4, and
gear pins, 5, which turn the wheel hub. An axle
shaft thrust washer in the planetary carrier
protects the carrier and axle shaft from wear.
5-44
SECTION 5 - AXLES
AXLE SHAFT -- 41 Teeth

Normal - 2240

Normal - 2270, 2310, 2360

Heavy Duty - 2360, 2425
19983709
Figure 5-42
Heavy Duty — The term “heavy duty” indicates D Taper bearing spans are longer
that both axles are designed for triple wheel
operation. The dimensions in heavy duty axle D Wheel Hub wheel mounting hub deeper
components differ from standard in these ways: The axle shafts and tubes are longer, but the
D Axle Shafts are longer wheel mounting plate is the same distance from
the center housing because the wheel hub is
D Axle Tubes are longer from mounting plate deeper. The track widths are not affected by
to end heavy duty axles.
D Wheel Hub tube collars are longer
Model Trans Axle Package Length Teeth

2240 12 x 4 All 1072 mm (42.2 in.) 41
2270 12 x 4 All 1080 mm (42.5 in.) 36
2310
PS All 1080 mm (42.5 in.) 36
2335 12 x 4 Normal 1080 mm (42.5 in.) 36
2360
Heavy Duty 1141 mm (44.9 in.) 36
2375
PS Normal 1080 mm (42.5 in.) 36
Heavy Duty 1141 mm (44.9 in.) 36
2425 12 x 4 Heavy Duty 1141 mm (44.9 in.) 36
5-45
SECTION 5 - AXLES
1
8
6
5
2
9
3
19983708
Figure 5-43
WHEEL HUB ASSEMBLY 6. Planet Gear (3)

7. Sun Gear
The wheel hub provides the mounting surface,
1, for the wheel. The wheel hub spins around the 8. Hub Ring Gear
axle tube, 2, on two taper bearings, 3. 9. Cassette Seal
The two taper bearings fit in the recesses of the Heavy Duty — The term “heavy duty” indicates
wheel hub around the axle tube. The taper that both axles are designed for triple wheel
bearings support the weight of the tractor. operation. The dimensions in heavy duty axle
components differ from standard in these ways:
The wheel hub and the planetary carrier, 4,
rotate together. The two pieces bolt together D Axle Shafts are longer
and form one solid piece. The final drive gears D Axle Tubes are longer from mounting plate
apply force to three planet gear pins, 5, in the to end
planetary carrier.
D Wheel Hub tube collars are longer
The planet gears, 6, turn between the rotating
sun gear, 7, and the stationary ring gear, 8. As D Taper bearing spans are longer
the planet gears rotate the gear pins, the carrier
and hub turn as one. D Wheel Hub wheel mounting hub deeper
1. Wheel Hub The wheel mounting hub sticks out further to

accommodate the longer axle tube and longer
2. Axle Tube
axle shafts. The wheel hub is deeper to place
3. Taper Bearings the wheel mounting plate at the same distance
4. Planetary Carrier from the center housing. The track widths are
5. Planet Gear Pin (3) not affected by heavy duty axles.
5-46
SECTION 5 - AXLES
FINAL DRIVE GEARS

The wheel hub, 1, and planetary carrier, 2, 3 1
house the final drive gears that drive the wheels.
The final drive gears consist of the splined axle 5
shaft, 3, the sun gear, 4, three planetary gears, 6
5, three gear pins, 6, and the hub ring gear, 7.
4
The sun gear fits onto the splined end of the axle
shaft. The three planetary gears sit in a 8
planetary gear carrier, held in place by the
planet gear pins. The planetary gears are
always engaged with both the sun gear and the 7
hub ring gear. The hub ring gear remains 2
stationary. The hub ring gear holder, 8, mates 19983710
with the axle tube and keeps the ring gear in a Figure 5-44
permanently fixed position.
The rotational power enters the wheel hub
through the axle shaft. The axle shaft turns the
sun gear in a one-to-one ratio. The sun gear
turns the three planetary gears, which act on the
hub ring gear. Because the ring gear is
stationary, the planet gears move and rotate
around the sun gear. The movement of the
planet gears is transferred to the planetary
carrier and wheel hub through the gear pins.
There is substantial gear reduction through the
final drive gears. The rotation of the sun gear is
reduced by 5.625:1 or 5.285:1 ratio to the wheel
hub rotation.
1. Wheel Hub
3. Axle Shaft
4. Sun Gear
5. Planet Gear (3)
6. Planet Gear Pin
7. Hub Ring Gear
8. Hub Ring Gear Holder
5-47
SECTION 5 - AXLES
PLANETARY CARRIER
4 5
The rotational power enters the wheel hub, 1,
1
through the axle shaft, 2. The axle shaft turns
the sun gear, 3, in a one-to-one ratio. The sun 6
gear turns the three planetary gears, 5, in the
planetary carrier, 4. The gears in turn act on the
hub ring gear. Because the ring gear is
stationary, the planet gears move and rotate
around the sun gear.
The movement of the planet gears is transferred 2
to the planetary gear pins, 6, and wheel hub 3
because the planetary carrier bolts to the wheel
hub. The planet gears are always engaged with 19983711
both the sun gear and the hub ring gear. Figure 5-45
1. Wheel Hub
2. Axle Shaft
3. Sun Gear
5. Planetary Gear
6. Gear Pin
TAPER BEARINGS
The wheel hub spins around the axle tube on 1 6
two taper bearings, 2. The two taper bearings fit 3 4
in bearing cups, 3, in the recesses of the wheel
hub, 4, around the axle tube. The taper bearings 3 5
support the weight of the tractor.
The hub ring gear holder, 6, lock washer, 7, and
locknut, 8, apply pressure to the bearings and
wheel hub to keep them in place on the axle 2
tube. The bearings allow the wheel hub to spin
around the axle tube. 2
7 8
The cassette seal, 1, keeps the oil in the wheel 19983712
hub from passing by the axle tube. The cassette
seal also spins with the wheel hub. The cassette Figure 5-46
seal is a tight two-piece construction that
provides a complete seal while still allowing
rotation.
1. Cassette Seal
2. Taper Bearings
3. Bearing Cups
4. Wheel Hub
5. Hub Ring Gear
6. Hub Ring Gear Holder
7. Ring Gear Holder Lock washer
8. Ring Gear Holder Locknut
5-48
SECTION 5 - AXLES
PLANETARY GEARS
The planetary carrier holds the three planet 3
gears, 1, in place between the sun gear and the 4
hub ring gear. Three gear pins, 3, held in place 5
with a roll pin, 2, hold the planetary gears in
place. An O ring, 4, seals each pin in the 6
2
planetary carrier, preventing outside
contamination from entering the carrier.
The force transfer from the gears to the hub 7
happens at the gear pins. Because of the great 1
6
force transferring through the gear pins, the
planet gear has several components to reduce 5
the wear on the pin and gear. Two thrust 19983713
washers, 5, fit on either side of the planet gear Figure 5-47
between the planet gear and the planetary
carrier. Two sets of 29 needle rollers, 6, fit
between the gear pin and the planet gear. A
spacer, 7, separates each set of needle rollers.
1. Planetary Gears (3)
2. Roll Pin
3. Planet Gear Pins (3)
4. O ring
5. Thrust Washers
6. Needle Rollers
7. Spacer
5-49
SECTION 5 - AXLES
SPECIAL TOOLS
Part # Qty Description
BLR20072 1 Laser Alignment Tool
OEM7057 1 Universal Joint Bearing Puller Kit
BLR20026 1 Impact Socket (1 13/16I ¢ 3/4I)
BLR20043 1 Axle Tube/Wheel Hub Nut Removal and
Tightening Wrench
BLR20042 1 Cassette Seal Installer
YA727 (Snap-on)* 1 Floor Jack for Differential R&R
BLR20073 1 Differential Carrier Adapter for Floor Jack
*Contact Snap-on Tools at 1-800-775-7696.
5-50
SECTION 5 - AXLES
SPECIFICATIONS
AXLE AND DRIVE SHAFT GENERAL
INFORMATION
Input Drive Shaft Type . . . . . . . . . . . . . . . . . . . . . . . . . Slip mount/tube yoke assembly
Front Axle Drive Shaft Type . . . . . . . . . . . . . . . . . . . . . Slip yoke/tube yoke assembly
Articulation Drive Shaft Type . . . . . . . . . . . . . . . . . . . . Slip yoke/tube yoke assembly
Rear Axle Drive Shaft Type . . . . . . . . . . . . . . . . . . . . . Solid tube/splined shaft yoke assembly
Drive Shaft Yokes . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fully articulated U joint assemblies
Differential Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Single reduction
Differential Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,000 or 10,500 kg (22,000 or 23,000 lbs.)
Final Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Planetary gear assembly
Planetary Gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Three in each hub/planetary carrier
Differential Lock Type . . . . . . . . . . . . . . . . . . . . . . . . . Factory installed controlled traction friction plates
Differential Lock Activation . . . . . . . . . . . . . . . . . . . . . Operator-controlled electric unit
Electric Shift Unit (Differential Lock) . . . . . . . . . . . . . . Switch-controlled 12-Volt motor
Axle Shaft Spline . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 or 41
OIL CAPACITIES
Axle Wheel Hubs
Model Trans Package Differential Housing (Each Wheel) Total for One Axle
2240 12 x 4 All 32.9 liters 7.6 liters 48.1 liters
(8.7 US gal) (2.0 US gal) (12.7 US gal)
2270 12 x 4 All 26.9 liters 7.6 liters 42.1 liters
2290 (7.1 US gal) (2.0 US gal) (11.1 US gal)
2310 PS All 26.9 liters 7.6 liters 42.1 liters
2335
2360 12 x 4 Normal 26.9 liters 7.6 liters 42.1 liters
2375 (7.1 US gal) (2.0 US gal) (11.1 US gal)
Heavy 26.9 liters 7.6 liters 50.9 liters
Duty (7.1 US gal) (2.0 US gal) (13.5 US gal)
PS Normal 26.9 liters 7.6 liters 42.1 liters
Heavy 26.9 liters 12.0 liters 50.9 liters
2425 12 X 4 Heavy 26.9 liters 12.0 liters 50.9 liters
5-51
SECTION 5 - AXLES
Buhler Versatile 4WD TRANSMISSION DRIVELINES

Flexible Coupler Input Drive Shaft
Rating Rating
Model Trans Axle Package N·m (in.lbs) Part # Size Part #
2240 12 x 4 Standard 1130 N·m (10,000) 86017515 1610 86013589
Front Lock 1130 N·m (10,000) 86017515 1610 86013589
2270 12 x 4 Standard 1412 N·m (12,500) 86017514 1610 86010515
2290 Front Lock 1412 N·m (12,500) 86017514 1610 86010515
2310 PS Standard 1412 N·m (12,500) 86017514 1610 9704354
Front Lock 1412 N·m (12,500) 86017514 1610 9704354
2335
2360 12 x 4 Standard 2260 N·m (20,000) 86017513 1610 9704294
2375 Front Lock 2260 N·m (20,000) 86017513 1610 9704294
Heavy Duty 2260 N·m (20,000) 86017513 1610 9704294
Standard
Heavy Duty 2260 N·m (20,000) 86017513 1610 9704294
Front Lock
PS Standard 2260 N·m (20,000) 86017513 1610 9704293
Front Lock 2260 N·m (20,000) 86017513 1610 9704293
Heavy Duty 2260 N·m (20,000) 86017513 1610 9704293
Standard
Heavy Duty 2260 N·m (20,000) 86017513 1610 9704293
Front Lock
2425 12 X 4 Standard 2260 N·m (20,000) 86017513 7C 86027859
Front Lock 2260 N·m (20,000) 86017513 7C 86027859
2375 12 x 4 All 2260 N·m (20,000) 86017513 1610 86029957
2375 PS All 2260 N·m (20,000) 86017513 1610 86029973
5-52
SECTION 5 - AXLES
Buhler Versatile 4WD AXLE DRIVELINES

Front Drive Shaft Artic. Drive Shaft Rear Drive Shaft
Model Trans Axle Package Size Part # Size Part # Size Part #
2240 12 x 4 Standard 1610 86027867 1610 86027862 1610 86028083
Front Lock 1610 86027867 1610 86027862 1610 86028083
2270 12 x 4 Standard 1610 86027858 1610 86027862 1610 86028084
2290 Front Lock 1610 86027858 1610 86027862 1610 86028084
PS Standard 1610 86027858 1610 86027862 1610 86028084
2310
Front Lock 1610 86027858 1610 86027862 1610 86028084
2335
2360 12 x 4 Standard 1610 86027858 1610 86027862 1610 86028084
2375 Front Lock 1610 86027858 1610 86027862 1610 86028084
Heavy Duty 1610 86027858 1610 86027862 1610 86028084
Standard
Heavy Duty 1610 86027858 1610 86027862 1610 86028084
Front Lock
PS Standard 1610 86027858 1610 86027862 1610 86028084
Front Lock 1610 86027858 1610 86027862 1610 86028084
Heavy Duty 1610 86027858 1610 86027862 1610 86028084
Standard
Heavy Duty 1610 86027858 1610 86027862 1610 86028084
Front Lock
2425 12 X 4 Standard 8C 86027861 8C 86027860 8C 86027868
Front Lock 8C 86027861 8C 86027860 8C 86027868
2425 PS Standard 8C 86027861 8C 86027860 8C 86027868
2425 PS Front Lock 8C 86027861 8C 86027860 8C 86027868
2425 PS Rear Lock 8C 86027861 8C 86027860 8C 86027868
5-53
SECTION 5 - AXLES
Buhler Versatile 4WD DIFFERENTIAL ASSEMBLIES

EATON Differential Assembly
Reduction Shot Model # Spiral
Model Trans Axle Package Ratio Peened? Front/Rear Front/Rear
R - 22130 R - Right
R - 22130 R - Right
2290 R - 23130 R - Right
2310
R - 23130 R - Right
2335 PS Standard 4.88 : 1 No F - 23130 F - Right
R - 23130 R - Left
R - 23130 R - Left
2375 R - 23130 R - Right
R - 23130 R - Right
Standard R - 23130 R - Right
Front Lock R - 23140 R - Right
PS Standard 4.88 : 1 No F - 23130 F - Right
R - 23130 R - Left
R - 23130 R - Left
Standard R - 23130 R - Left
Front Lock R - 23130 R - Left
2425 12 X 4 Standard 4.88 : 1 Yes F - 23130 F - Left
R - 23130 R - Right
R - 23130 R - Right
2425 PS Standard 4.88 : 1 Yes F - 23130 F - Right
R - 23130 R - Left
R - 23130 R - Right
Front & Rear 4.88 : 1 Yes F - 23430 F - Right
Lock R - 23430 R - Left
5-54
SECTION 5 - AXLES
Buhler Versatile 4WD DIFFERENTIAL PART NUMBERS AND PLANETARY RATIOS

Axle Eaton Eaton Shot
Model Trans Package Part # Part # Part # Part # Ratio Peened?
2240 12 x 4 Standard 86011951 507132 86011950 507131 5.625 Yes
Front Lock 86011953 507134 86011950 507131 5.625 Yes
2270 12 x 4 Standard 86011955 507136 86011954 507135 5.285 No
2290 Front Lock 86011957 507140 86011954 507135 5.285 No
PS Standard 86011954 507135 86011955 507136 5.285 No
2310
Front Lock 86011956 507139 86011955 507136 5.285 No
2335
2360 12 x 4 Standard 86011955 507136 86011954 507135 5.285 No
2375 Front Lock 86011957 507140 86011954 507135 5.285 No
Heavy Duty 86024722 510733 86024721 510732 5.285 No
Standard
Heavy Duty 86024724 510735 86024721 510732 5.285 Yes
Front Lock
PS Standard 86011954 507135 86011955 507136 5.285 No
Front Lock 86011956 507139 86011955 507136 5.285 No
Heavy Duty 86024721 510732 86024722 510733 5.285 No
Standard
Heavy Duty 86024723 510734 86024722 510733 5.285 No
Front Lock
2425 12 X 4 Standard 86011959 507138 86011958 507137 5.285 Yes
Front Lock 86011961 507142 86011958 507137 5.285 Yes
Front & Rear 86011961 507142 86011960 507141 5.285 Yes
Diff. Locks
2425 PS Standard 86011958 507137 86011959 507138 5.285 Yes
Front Diff. 86011960 507141 86011959 507138 5.285 Yes
Lock
Front & Rear 86011960 507141 86011961 507142 5.285 Yes
Diff. Locks
5-55
SECTION 5 - AXLES
INPUT DRIVE SHAFTS

Length of Input Drive Shaft (from center of U-joints)
Model Trans Size Maximum Minimum Installed

2240 12 x 4 1610 739 mm (29.1 in.) 701 mm (27.6 in.) 721 mm (28.4 in.)
2270 12 x 4 1610 648 mm (25.5 in.) 610 mm (24.0 in.) 637 mm (25.1 in.)
2290
2310 PS 1610 924 mm (36.4 in.) 885 mm (34.8 in.) 915 mm (36.0 in.)
2335
2360 12 x 4 1610 445 mm (17.5 in.) 407 mm (16.0 in.) 426 mm (16.8 in.)
2375 PS 1610 721 mm (28.4 in.) 683 mm (26.9 in.) 704 mm (27.7 in.)
2425 12 x 4 7C 435 mm (17.1 in.) 403 mm (15.9 in.) 417 mm (16.4 in.)
FRONT AXLE DRIVE SHAFTS

Length of Front Axle Drive Shaft (from center of U-joints)

2240 12 x 4 1610 387 mm (15.2 in.) 305 mm (12.0 in.) 347 mm (13.7 in.)
2270 12 x 4 1610 332 mm (13.1 in.) 279 mm (11.0 in.) 306 mm (12.0 in.)
2290
2310 PS 1610 332 mm (13.1 in.) 279 mm (11.0 in.) 306 mm (12.0 in.)
2335
2360 12 x 4 1610 332 mm (13.1 in.) 279 mm (11.0 in.) 306 mm (12.0 in.)
2375 PS 1610 332 mm (13.1 in.) 279 mm (11.0 in.) 306 mm (12.0 in.)
2425 12 x 4 8C 340 mm (13.4 in.) 302 mm (11.9 in.) 232 mm (12.7 in.)
2425 PS 8C 340 mm (13.4 in.) 302 mm (11.9 in.) 232 mm (12.7 in.)
5-56
SECTION 5 - AXLES
ARTICULATION DRIVE SHAFTS

Length of Articulation Drive Shaft (from center of U-joints)

2240 12 x 4 1610 628 mm (24.7 in.) 504 mm (19.8 in.) 574 mm (22.6 in.)
2270 12 x 4 1610 628 mm (24.7 in.) 504 mm (19.8 in.) 574 mm (22.6 in.)
2290
2310 PS 1610 628 mm (24.7 in.) 504 mm (19.8 in.) 574 mm (22.6 in.)
2335
2360 12 x 4 1610 628 mm (24.7 in.) 504 mm (19.8 in.) 574 mm (22.6 in.)
2375 PS 1610 628 mm (24.7 in.) 504 mm (19.8 in.) 574 mm (22.6 in.)
2425 12 x 4 8C 632 mm (24.9 in.) 556 mm (21.9 in.) 610 mm (24.0 in.)
2425 PS 8C 632 mm (24.9 in.) 556 mm (21.9 in.) 610 mm (24.0 in.)
REAR AXLE DRIVE SHAFTS

Length of Rear Axle Drive Shaft (from center of U-joints)

2240 12 x 4 1610 N/A N/A 841 mm (33.1 in.)
2270 12 x 4 1610 N/A N/A 800 mm (31.5 in.)
2290
2310 PS 1610 N/A N/A 800 mm (31.5 in.)
2335
2360 12 x 4 1610 N/A N/A 800 mm (31.5 in.)
2375 PS 1610 N/A N/A 800 mm (31.5 in.)
2425 12 x 4 8C N/A N/A 807 mm (31.8 in.)
2425 PS 8C N/A N/A 807 mm (31.8 in.)
5-57
SECTION 5 - AXLES

TROUBLESHOOTING D Steady Bearing Troubleshooting
Operate the tractor and observe the problem. D Drive Shaft Troubleshooting (Input,
Match the problem to one of the headings on the Articulation, Front, or Rear)
following troubleshooting charts. Follow the
instructions carefully. D Axle Troubleshooting (Front or Rear)
D Flexible Coupler Troubleshooting
Flexible Coupler Troubleshooting

Early or repeated failure Transmission misaligned Align transmission as
described in Flex Coupler
Installation
Incorrect coupler size Confirm part number in
Specifications
Warping of outside rim Bolt connections loose Tighten bolts to 90 N·m (66
ft.lbs.)
Transmission misaligned Align transmission as
described in Flex Coupler
Installation
Steady Bearing Troubleshooting

Early or repeated failure Defective or worn bearing cap Replace universal joint
seals
Plugged relief hole in Make sure the hole is clear of
articulation slip yoke soft plug debris
Vibration of shaft Worn universal joints Replace universal joints
Drive shaft bent or unbalanced Check shaft for runout and
ovality, replace as necessary
Drive shaft tube damaged Replace damaged parts
Loose fit on slip spline Replace worn parts
Drive shaft yokes out of phase Rephase yokes
Bearing strap retaining bolts Replace universal joint
not properly tightened hardware and torque to specs
5-58
SECTION 5 - AXLES
Drive Shaft Troubleshooting

Early or repeated universal Incorrect phasing of shaft Rephase shaft halves
jjoint failure halves
Defective or worn bearing cap Replace universal joint
seals
Plugged relief hole in slip yoke Make sure the hole is clear of
soft plug debris
Broken yoke or universal joint Yoke bore misalignment Replace shaft half
c oss
cross
Seized slip joint Clean and lubricate slip joint,
replace if worn
soft plug debris
End galling of universal joint Contamination Replace universal joint
c oss trunnion
cross t io
Lack of lubrication Replace universal joint
Slip spline seizures Contamination Clean and lubricate
Lack of lubrication Clean and lubricate
Slip spline wear Excessively loose fit of mated Replace entire drive shaft
parts
Slip spline shaft or tube broken Overload of shaft Check drive shaft overload
in torsion pattern protection on implement
Sudden shock load on drive Check modulation of clutch
shaft apply
Tube split in longitudinal seam Worn or defective part Replace defective part
weld
Tube circle weld failure Worn or defective part Replace defective part
Yoke broken at ear Defective casting Replace defective part
Vibration of shaft Worn universal joints Replace universal joints
Drive shaft yoke out of phase Rephase shaft halves
Transmission mounting loose Check mounting bolt tightness
Bearing strap retaining bolts Replace universal joint
not properly tightened hardware and torque to specs
5-59
SECTION 5 - AXLES
Axle Troubleshooting
Excessive metal particles in Low oil level Top up oil
the oil
Damaged wheel hub bearing Overhaul axle
Planetary gears broken Replace gears
Differential Noisy Low oil level Top up oil
Ring gear and pinion nut out of Overhaul differential
adjustment
Ring gear or pinion damaged Overhaul differential
Worn or damaged bearings Overhaul differential
Differential jams up or skips Ring gear and pinion out of Overhaul differential
adjustment
Ring gear or pinion damaged Overhaul differential
Differential lock does not hold Electric shift unit damaged Test unit
Electric shift unit not engaged Remove and reinstall
with fork lever
Differential clutch pack worn Overhaul differential
out
Wheel hub skips Axle splines worn or broken Inspect or replace
Wheel hub does not rotate Planet pins worn or broken Inspect or replace
Damaged wheel bearing Overhaul axle
Noisy planetaries Low oil level Top up oil
Damaged wheel hub bearing Overhaul axle
5-60
SECTION 5 - AXLES
TESTING
Differential Lock
Operate the tractor and observe the problem.
Match the problem to one of the following testing
procedures. Follow the instructions carefully.
D Differential Lock Not Locking — Electrical
System Testing
D Differential Lock Electric Shift Unit Testing
D Differential Lock Not Locking — Mechanical
Shift Fork and Clutch Pack Testing
D Differential Lock Stays Locked
Differential Lock Not Locking —

Electrical System Testing
2. Stop the engine. Turn the ignition switch on
and cycle the diff. lock switch on and off.
Listen for the electric shift unit engaging and
disengaging the shift fork. Check the lamp
on the dashboard is lighting.
D If the differential lock switch light comes
on only momentarily, remove and test
the relay. 19986008
D If the shift unit is not moving the shift fork Figure 5-48
and the light does not come on, check
the 3-amp fuse (F-29) and 20-amp fuse
(F-36) on the Fuse and Relay Panel. If
both of those are good, test the Electric
Shift Unit as described below. If the
Electric Shift Unit tests out good,
remove the switch and test as described
in this section.
D If the shift unit is not moving the shift fork
and the light stays on, check the 20-amp
fuse (F-36) on the Fuse and Relay
Panel. If the fuse is good, test the
Electric Shift Unit as described below.
3. If the shift unit moves but the differential lock
switch light does not come on at all, check
the bulb on the Monitor Lamp Board. If the
bulb is good, remove the differential lock
switch and test as described in this section.
If the electric shift unit is working correctly and
the fuse and relays are working, check all wiring
and harness connections and retest. Refer to
the wiring diagram under “Description and
Operation” of this section.
5-61
SECTION 5 - AXLES
Differential Lock Electric Shift Unit

Testing
1. Remove the wiring harness from the electric
shift unit.
2. Remove the lower nut, 1, and the upper set
screw nut, 2.
2
3. Before removing the unit, jiggle the unit back
and forth to feel if the unit is engaged with
the fork lever. If the unit was not engaged
with the fork lever, the differential might stay 1
engaged or disengaged all the time.
19984390
Figure 5-49
4. Place the unit on a bench and supply a 12 V

negative (ground) connection to the center
socket, 1, of the connector.
2 1 2
5. Apply 12 V power to one of the outside
sockets, 2, and watch the movement of the
slider assembly inside. Apply 12 V power to
the opposite outside socket and watch the
movement of the slider assembly inside.
D If motor does not move in both
directions, overhaul the unit as
described in Removal and Repair of
Components.
19984420
D If the motor operates correctly on the
bench, reinstall the electric shift unit. Figure 5-50
Make sure the unit engages the fork
lever when placed in position on the
differential. Jiggle the unit back and forth
to confirm engagement.
6. Tighten the electric shift unit nuts on the
differential head.
7. Recheck differential lock operation. If the
electric shift unit does not operate, check all
wiring harness connections.
5-62
SECTION 5 - AXLES
Differential Lock Not Locking —

Mechanical Shift Fork and Clutch Pack
Testing
2. Remove the lower nut, 1, and the upper set
screw nut, 2, of the electric shift unit. 2
the fork lever. If the unit is not engaged with 1
the fork lever, the differential might stay
engaged or disengaged all the time. 19984390
4. Engage the shift fork by placing it in its most Figure 5-51
perpendicular position in relation to the axle.
5. Block the rear wheels to prevent the tractor

from rolling.
6. Disconnect the front axle drive shaft.
7. Jack up the front axle or frame until one front
wheel, 1, is off the ground.
1
8. Attempt to rotate the raised wheel.
D If the wheel does not turn, the differential
lock is engaged.
D If the wheel turns easily, the differential
lock is not engaged, remove and
overhaul the differential. 19984392
Figure 5-52
Differential Lock Stays Locked
2. Disengage the differential lock by pressing
the bottom of the switch on the right console
until the dashboard light goes off. If the light
on the dashboard is off, the electric shift unit
is in the “Unlock” position. If the light stays
on, check the “Unlock” 20-amp fuse (F-35)
on the fuse and relay panel.
the articulation lock.
4. Block the rear wheels to prevent the tractor
from rolling.
5. Remove the electric shift unit as described
above.
the fork lever. If the unit is not engaged with
the fork lever, the differential might stay
engaged or disengaged all the time.
5-63
SECTION 5 - AXLES
7. Disengage the shift fork by shifting it to its

most angled position in relation to the axle.
8. Disconnect the front axle drive shaft.
9. Jack up the front axle or frame until one front
wheel is off the ground.
1
10. Attempt to rotate the raised wheel.
D If the wheel turns easily, the differential
lock is not engaged.
D If the wheel does not turn, the differential
lock is engaged, remove and overhaul
the differential. 19984392
Figure 5-53
5-64
SECTION 5 - AXLES
ADJUSTMENTS
There are no adjustments to the Buhler
Versatile 4WD drive shafts or axles.
5-65
SECTION 5 - AXLES

FLEXIBLE COUPLER
Removal
3. Remove the transmission input drive shaft,

1, as described in this section.
1
Figure 5-54
4. Remove the eight or twelve bolts, 1, and

washers that retain the flex coupler, 2, to the
engine flywheel. (2240 tractors have only
eight mounting bolts. All other models have 3
twelve bolts.)
5. Use the two threaded pusher bolt holes, 3,
along with two of the bolts to remove the
coupler from the engine flywheel.
3
2
1
19984400
Figure 5-55
5-66
SECTION 5 - AXLES
Inspection
1. Inspect the outer ring, 1, for any distortion,
bending, or cracks. Check for elongated bolt
holes in the outer ring, A loose flex coupler
will show thread marks inside the outside
ring bolt holes. Replace as necessary.
2. Inspect the rubber, 2, for any evidence of
wear or material breakdown. Cracks or tears
in the rubber require replacement.
Figure 5-56
3. Inspect the mating point between the rubber,

1, and the outer shell, 2. If there is a gap
between the rubber and shell, replace the
coupler.
4. Inspect the inner metal insert, 3, for any
cracking or distortion. Replace if there is a
crack or obvious distortion.
Figure 5-57
5. Turn the coupler over and lay a straight edge,

1, across the outer ring, 2. The straight edge
should not rest on the inner edge, 3, alone.
The inner edge should be even with, or lower
than, the outer ring. If the inner edge is higher
than the outer, replace the coupler.
The minimum bowl depth per model is as
follows:
Model Minimum Bowl
Depth
2240 1.0 mm (0.04”)
2270, 2310, 2335, 2360 7.4 mm (0.29”)
(BSN 301750)
Figure 5-58
2360, 2375, 2425 7.6 mm (0.30”)
(ASN 301749)
5-67
SECTION 5 - AXLES
6. Inspect the outer ring, 1, for any obvious

nicks, cuts, or distortion. Any obvious 1
damage requires replacement.
19984403
Figure 5-59
Installation
1. Clean the coupler mounting bolts and
engine flywheel bolt hole threads and dry
completely.
2. Install the eight or twelve bolts, 1, and
washers that retain the flex coupler, 2, to the
engine flywheel. (2240 tractors have only
eight mounting bolts. All other models have
twelve bolts.) Tighten 2240 bolts to 60 N·m
(45 ft.lbs.). Tighten all other model bolts to
80 N·m (59 ft.lbs.). 2
1
19984400
Figure 5-60
5-68
SECTION 5 - AXLES
3. Before any additional assembly is Front

completed, the transmission alignment with Engine Left Side Profile
the engine in the front frame of the tractor 1.5_
must be checked.
Transmission alignment with the engine is
critical to the durability of the flex coupler
that is attached to the flywheel of the engine.
If the transmission is not aligned properly Front Top view
with the engine in the front frame, the rubber 1.5_
ring or adapter flange will fail, causing loss
Engine
of drive into the transmission.
In order for the flex coupler to withstand the 19981186
torsional force being transmitted through it,
it must be aligned within 1.5 degrees on any Figure 5-61
plane with the flywheel of the engine. The
1.5 degrees includes any misalignment due
to manufacturing tolerances of the front
frame and misalignment from the lower
mounts of the transmission.
This adjustment mostly concerns the
horizontal plane. While manufacturing
tolerance (usually in the vertical plane)
cannot be adjusted, how the transmission
rests on the lower mounting brackets (in the
horizontal plane) in the front frame can be
adjusted so that the transmission remains
within the 1.5 degree of tolerance.
IMPORTANT: Any time the transmission,
engine or flexible coupler are removed from
the front frame of the tractor, alignment
should be checked to insure the durability of
the flexible coupler.
To properly align the transmission to the
engine, use the following procedure.
4. Alignment tool BLR20072 is used to check

the alignment of the transmission with the
engine in the front frame of the tractor.
19981187
Figure 5-62
5-69
SECTION 5 - AXLES

to power the laser. A cover plate, 4, is used
to clamp the laser and holder in place on the 5 4
3
engine flywheel during the alignment
procedure. Cap screws, 5, are included for 2
mounting the targets to the transmission 1
input yoke.
19996929
Figure 5-63

tube, 1, that has a machined boss and
shoulder, 2, at one end that fits the pilot bore 2 3
inner diameter of every Cummins Engine 1
used on Buhler Versatile 4WD tractors
(C8.3, M11, N14). The adjustment collar, 3,
is used to clamp the holder in place on the
flywheel. The laser, 4, is held at the end of
the tube. The laser is adjusted so that the
beam emitted from it is concentric with the
machined boss that fits into the engine 5 4
laser on/off switch and power adapter port. 19981189
Figure 5-64

also used to calibrate the beam of the laser
of the tube.
2
setscrews or adjust the laser. if calibration of
the BLR20072 laser tool is required, contact
OTC Tool Co. for information.
1
19981190
Figure 5-65
5-70
SECTION 5 - AXLES
Decals are installed on the holder to advise

of danger from looking directly into the beam
of the laser and as a reminder not to attempt
DANGER: DO NOT LOOK DIRECTLY

INTO THE BEAM OF THE LASER. INJURY
TO THE HUMAN EYE CAN RESULT
FROM STARING INTO THE BEAM.
19983715
Figure 5-66
6. The target for the 12 ¢ 4 transmission is a

stainless steel plate that is divided into four 2270
quadrants. Each quadrant is etched with 2240 2310
model numbers and 1/4 of a circle that 2335
represents the 1.5 degree diameter of 2375
misalignment in any plane that is tolerable to
the flex coupler on the flywheel of the
engine.
Versatile 4WD tractors with a 12 ¢ 4
2425 2360
transmission that share a common tolerable
misalignment diameter. When mounted on 19996930
the input yoke of the transmission, the target
is rotated to align the beam of the laser with Figure 5-67
the model # quadrant being checked for
alignment.
specification, the diameters are different
due to the distance of the flywheel from the
input yoke of the transmission (the greater
the distance, the larger the misalignment
The holes bored in the plate are used to
attach it to the input yoke of the
transmission. Two holes DIAGONALLY
ACROSS FROM EACH OTHER are used to
attach the plate to two diagonal threaded
holes in the yoke. Each set of holes
represent all sizes of yokes used on all
Buhler Versatile 4WD tractors built with 12
¢ 4 transmissions.
5-71
SECTION 5 - AXLES

laser tool that is used to align the 12 ¢ 2 2270
PowerShift transmission. This target is used 2310 2360
in an identical manner to the 12 ¢ 4 2335
transmission target. 2375
19996931
Figure 5-68
7. Two sizes of allen head cap screws are

1
included with the BLR20072 laser tool to
attach the target to the transmission input
yoke. The larger (1/2I UNF) cap screws, 1,
attach the target to 2425 tractors, and the
smaller (3/8I UNF) cap screws, 2, attach the
target to 2240, 2270, 2310, and 2360
tractors.
2
19981193
Figure 5-69
8. The 110 V power adapter can be plugged

into any 110 V power source. The plug, 1,
installs into the power port on the rear of the
laser.
19981194
Figure 5-70
5-72
SECTION 5 - AXLES

that are used to attach the plate to the flex
coupler (using two of the input drive shaft
cap screws).
19981195
Figure 5-71

cell foam, 1, installed on it that is used to
pilot bore. This squares up the holder in
the flywheel.
1
19981196
Figure 5-72
10. Clean the face of the input yoke where the

opposed holes in the yoke have 2
clean threads.
2240
Place the target, 1, into position on the yoke 2270
2310
and line up the holes in the target with the 2335
2375
yoke holes. Use two holes in the target that 2425 2360
Install two properly sized allen head cap
screws, 2, (included with the BLR20072 2 1
laser tool) through the target holes and into
the yoke. Tighten the cap screws securely.
DO NOT OVERTIGHTEN THE ALLEN 19996932
HEAD CAP SCREWS. Only 1/4 turn over Figure 5-73
finger tight is adequate to retain the target
in place.
5-73
SECTION 5 - AXLES

1, and clean the pilot bore, 2, in the center of
the engine flywheel. All rust and dirt must be 1
removed from the bore or the laser holder 2
will not fit into the bore.
IMPORTANT: The machined diameter of
the laser holder is cut to within 0.013 mm
(0.0005 in.) of the pilot bore diameter.
Failure to clean the bore properly will result
in the holder not fitting into the bore.
19981198
Figure 5-74

the pilot bore of the flywheel. Be sure that
the shoulder of the holder butts up against 1
the face of the flywheel. SUPPORT THE
INTO PLACE WITH A HAMMER OF ANY
19981199
TYPE.
Figure 5-75

or outward (toward the flywheel or away 1
from it) so that it will protrude past the face
of the adapter flange, 2, the correct amount
to provide a good squeeze of the cover plate
(0.75 in.).
mates with the threads on the OD of the 2
moves it towards the flywheel, turning it
counterclockwise moves it away from the 19981200
flywheel.
Figure 5-76
5-74
SECTION 5 - AXLES
14. Check the adjustment of the collar by

placing the cover plate over the end of the
holder and pushing it toward the flex
coupler. The cover plate foam should come
up against the collar, then the cover plate
should move evenly flush against the flex
coupler adapter flange around its entire
diameter.
of the holder to be sure it does not move 19981201
adapter flange of the flex coupler. Figure 5-77

cover plate, 1, onto the flex coupler, 2, using
two cap screws, 3, removed from the input
drive shaft. Tighten the cap screws securely
1
so that the cover plate is flush around the
adapter flange of the coupler. 2

touch the laser holder at any location. If
necessary, loosen the two cap screws and
4
necessary. 3
19981202
Figure 5-78

into the port, 2, of the laser.
Flip the laser on/off switch, 3, to the ON 1
position. 2
19981203
Figure 5-79
5-75
SECTION 5 - AXLES

certain the cover does not obstruct the beam 1
of the laser.
DANGER: DO NOT LOOK DIRECTLY

INTO THE BEAM OF THE LASER. INJURY
TO THE HUMAN EYE CAN RESULT
FROM STARING INTO THE BEAM.
19981204
Figure 5-80

striking the target in one of the quadrants.
Rotate the TARGET (and the input yoke of 1
the transmission) so that the beam strikes 2240
the plate in the quadrant of the model tractor 2270
being aligned. As an example, the tractor 2425
2310
shown in the figure is a 2310. 2360

have the beam striking the target
somewhere in the crosshatched area of the
proper quadrant. AS LONG AS THE BEAM
STRIKES THE TARGET ANYWHERE IN 19996932
THE CROSSHATCHED AREA OF THE
PROPER QUADRANT, THE Figure 5-81
TRANSMISSION IS IN ALIGNMENT. DO
NOT ATTEMPT TO IMPROVE UPON THE
ALIGNMENT, AS LITTLE MEANINGFUL
IMPROVEMENT WILL BE REALIZED.
appropriate quadrant. Do not pay attention
to the crosshairs other than to locate the
proper quadrant for the model tractor being
worked on.
5-76
SECTION 5 - AXLES

laser spot hit the target. No tractors will have
alignment.
the laser tool from the flywheel and the
target from the transmission. Proceed to
step #25.
Proceed with Steps #20 to #24.

D PTO articulation drive shaft, if equipped 1 2
PTO)
D Articulation drive shaft (in this section)
D Front axle drive shaft (in this section)
21. Loosen but do not remove the cap screws
and nuts, 1, on all four rubber mounts of the
There is one cap screw at each end of the
right and left hand brackets. The nuts should 19981206
be backed off enough so that the Figure 5-82

adjustments. 2
19983716
Figure 5-83
5-77
SECTION 5 - AXLES

jack, 2, of adequate capacity (the
transmission weighs approximately 800 kg
(1800 lbs.)) under the bottom of the
transmission and raise it slightly so as to 1
take the weight off of the lower mounting
brackets. 3
3
NOTE: Raise the transmission only
top washer and the rubber mount, about
6 mm (0.25 in.).
Move the transmission side to side in the 2
direction required to align the beam on the 19981207
target. Figure 5-84
When the beam is in the crosshatched area,
lower the jack so the transmission rests on
the rubber mounts with its full weight.
Recheck the alignment of the beam on the
target as detailed in Step #18 above.
small amount of movement of the cap
screw inside the rubber mount and the
lower mounting brackets will
substantially change the alignment of
the transmission in the frame.
quadrant when lowered. When the
transmission is in alignment, retighten the
mounting hardware, 3, for the four rubber
mounts to 280 N·m (205 ft.lbs.).
Reinstall the two cap screws for the top
mounting bracket and tighten to 390 N·m
(290 ft.lbs.).
D PTO articulation drive shaft, if equipped
PTO)
D Articulation drive shaft (in this section)
D Front axle drive shaft (in this section)
5-78
SECTION 5 - AXLES
25. Install the transmission input drive shaft, 1,

as described in this section.
1
Figure 5-85
5-79
SECTION 5 - AXLES
INPUT DRIVE SHAFT - 2240, 2270,

2310, 2335, 2360 AND 2375 (1610 3
SERIES)
1
Removal
3. Remove the four 6-point bolts, 1, that hold 2
the input drive shaft, 2, to the transmission
front yoke, 3. Discard the bolts but retain the 19983465
straps for reassembly.
Figure 5-86
4. Remove the eight bolts, 1, and washers that

connect the input drive shaft, 2, to the flex
1
coupler, 3. 2
5. Remove the input drive shaft from the
tractor. It may be necessary to tap the yoke
of the shaft with a hammer to loosen the
universal joint from the transmission input
yoke.
NOTE: The shaft weighs approximately
23 kg (50 lbs.).
3
Figure 5-87
Disassembly
1. Clean the outside of the drive shaft and
remove any accumulated debris in the 1 3
2
universal joint area. Check for any obvious
damage to the slip mount, 1, tube, 2, and
yoke, 3.
19983467
Figure 5-88
5-80
SECTION 5 - AXLES
2. Slide the split mount, 1, from the splines, 2,

of the tube shaft, 3.
IMPORTANT: The splines on the tube shaft 1 2 3
are covered with a special blue coating
called Glidecotet, which should not be
removed. do not use abrasive paper or a
grinding wheel on the shaft splines.
3. Clamp the tube yoke in a vise, being careful
not to distort the tube.
19983466
Figure 5-89
4. Remove the four cap screws, 1, securing the

two bearing caps, 2, to the yoke, 3. 1
2
3
19984405
Figure 5-90
5. Unscrew the two grease zerks, 1, from the

universal joint cross.
1
19984406
Figure 5-91
5-81
SECTION 5 - AXLES
6. Prepare the universal joint puller tool (part

#OEM7057), with the correct support legs, 4
1, the bridge plate, 2, the fastening nuts, 3,
and the puller, 4. 2
1
19984407
Figure 5-92
7. Screw the support legs, 1, with the correct

thread into the threaded yoke holes. 3
8. Place the bridge plate, 2, over the support 1

legs. Find the correct opposite holes for the
support legs. The bridge plate should not
have to be forced over the support legs.
Grease the area around the center hole, 3.
19984408
Figure 5-93
9. Place the puller on the U joint with the long

bolt, 1, over the center hole, 2, and the puller 1
arms, 3, around the side bearings, 4.
10. Turn the end of the puller long bolt to remove
the bearing cap completely. Continue
turning the bolt until the bearing cap butts up
against the support legs.
11. Remove the opposite bearing cap in the 3
same manner. 2
4
19984409
Figure 5-94
5-82
SECTION 5 - AXLES
12. With both bearing caps removed, tilt the

universal joint, 1, on end and remove it from
the yoke.
19984413
Figure 5-95
Inspection
1. Clean the splined area, 1, of the tube shaft
with solvent to remove the shaft grease. 1
Check the splines for wear. Radial
looseness, or backlash, should not exceed
0.18 mm (0.007 in.) when the cleaned
components are mated and turned against
each other.
IMPORTANT: The splines to the tube shaft
removed. Do not use abrasive paper or a
grinding wheel on the shaft splines. 19983462
Figure 5-96
2. Clean the splined area, 1, of the slip mount

each other.
19983463
Figure 5-97
5-83
SECTION 5 - AXLES
3. Clean the yoke bores, 1, and inspect for

damage or raised metal. Remove any raised
metal with a half round file and emery cloth.
Check the bores for alignment and wear. 1
Broken yokes indicate inadequate slip joint
lubrication. Distorted or worn yokes must be
replaced or premature cross failures will
result. Broken yokes indicate inadequate
slip joint lubrication.
19984412
Figure 5-98
4. Inspect the bearing caps, 1, to be sure that

the needle bearings inside the cap are all in
place and aligned. Check the grease seals, 1
2 1
2, for nicks or gaps. The grease seals for 2
each cap should be in good condition to
prevent loss of lubricant.
5. Inspect the cross, 3, for noticeable damage
or deformation. Broken crosses indicate
yoke bore misalignment.
3
19984410
Figure 5-99
6. Inspect the universal joint trunnions, 1, for

end galling or grooves on the side, indicating
a lack of proper lubrication. Check that the
lube check valve, 2, is in good condition.
1 2
19984411
Figure 5-100
5-84
SECTION 5 - AXLES
7. If a drive shaft is suspected of having a

runout, 1, or ovality, 2, concern, it should be
measured with a dial indicator when 1
assembled. Measure runout and ovality with 3
the universal joints installed into the slip
yoke and tube shaft and the drive shaft
assembled (slide the halves together). The
assembled drive shaft can then be placed in 2
a lathe and spun while being measured with
a dial indicator.
Runout, 1, is when the drive shaft is slightly
bent, but still maintains its circularity
throughout a complete rotation. A dial 19983717
indicator will show runout ONCE per
revolution. Maximum runout on a drive Figure 5-101
shaft, 3, is 0.30 mm (0.010 in.).
Ovality, 2, occurs when the drive shaft
rotation is not circular, but oval in shape. A
dial indicator will display ovality TWICE per
revolution. Even though a drive shaft may be
straight, ovality will make it seem bent.
Maximum ovality on a drive shaft, 3, is 0.30
mm (0.010 in.).
Reassembly
1. The bearing caps should not require
additional lubrication to be added to them at
reassembly. New or used bearing caps
should have adequate lube in the cap to
protect the needles and trunnions.
If it is found that a bearing cap is “dry” but in
an undamaged condition, lubrication can be
added to the cap in an adequate quantity.
Use only extreme temperature, extreme
pressure lithium base grease in the bearing
caps.
19984413
2. Be sure the OD of the bearing caps are
clean and free of rust. Lightly lubricate the Figure 5-102
bores of the yoke with grease. Tilt the
universal joint to insert the trunnion ends
into the yoke bores.
5-85
SECTION 5 - AXLES
3. Press a bearing cap, 1, into the yoke bore,

2, with the cap screw holes over the 1
threaded holes in the yoke. Make sure that
the bearing cap is aligned by rotating the 2
cross in the cap.
4. Tap the bearing cap into the yoke bore with
a ball peen hammer, hitting the center of the
bearing cap only.
5. Install the opposite bearing cap in the same
manner.
19984414
Figure 5-103
6. Install four cap screws through the bearing

cap into the yoke. Tighten to 27 N·m 1
(20 ft.lbs.).
whenever a U joint is reassembled. The 2
new cap screws come with a patch of
thread-locking compound on the 3
threads.
7. Check the operation of the assembled
universal joint by rotating it in the bearing
caps. It should move freely with no binding.
An acceptable practice is to strike the sides 19984405
of the yoke with a soft-face hammer to “set”
the yoke on the bearing caps (the yoke may Figure 5-104
have tension on it from being compressed in
the vise).
8. Install the two grease zerks, 1, on the

1
19984406
Figure 5-105
5-86
SECTION 5 - AXLES
9. Apply a light coating of extreme

temperature, extreme pressure, lithium
base grease to the tube shaft splines, 1, and
the inside of the slip mount, 2. Slide the slip
2 1
mount and tube shaft together by mating the
shaft splines.
19983466
Figure 5-106
Installation
1. Raise the input drive shaft into position 1
between the transmission input yoke and 2
the flexible coupler on the back of the
engine. Install the eight bolts, 1, that connect
the input drive shaft, 2, to the flex coupler, 3.
Tighten the bolts to 122 N·m (90 ft.lbs.).
Figure 5-107
2. Use a 3/8I-24 UNF tap to clean the threads

of the transmission output yoke and the
input drive shaft yoke. 2
1
Secure the shaft in place with two bearing
straps and four special cap screws, 1, at
each yoke. Tighten the bearing strap cap
screws to 75 N·m (55 ft.lbs.). Allow the
bearing caps to fully seat in the input yoke,
2, without pulling them in with the cap
screws and straps.
whenever a 1610 drive shaft is installed.
The new cap screws come with a patch of 19983465
thread-locking compound on the threads. Figure 5-108
5-87
SECTION 5 - AXLES
INPUT DRIVE SHAFT - 2425

(7C SERIES)
Removal
3. Remove the eight bolts, 1, and washers that

1
coupler, 3. 2
Figure 5-109
4. Remove the four grade 8 bolts, 1, that

secure the input drive shaft, 2, to the
transmission yoke, 3. Retain the bolts for
reassembly.
tractor. It may be necessary to tap the yoke 1 3
universal joint from the transmission yoke.
NOTE: The shaft weighs approximately 2
34 kg (75 lbs.).
19984356
Figure 5-110
5-88
SECTION 5 - AXLES
Disassembly
1. Clean the outside of the drive shaft and 1 2
remove any accumulated debris in the
universal joint area. Check for any obvious 3
damage to the yoke, 1, tube, 2, and slip
mount, 3.
19984360
Figure 5-111
2. Unscrew the dust cap, 1, and slide the slip

mount, 2, from the splines of the tube 2 1
3
shaft, 3.
19984357
Figure 5-112
3. Remove the universal joints from the yokes

by unscrewing the four grade 8 bolts, 1.
19984380
Figure 5-113
5-89
SECTION 5 - AXLES
Inspection
1. Clean the splined area, 1, of the tube shaft
yoke with solvent to remove the shaft 1
grease. Check the splines for wear. Radial
each other.
19984359
Figure 5-114
2. Clean the splined area, 1, of the slip yoke

with solvent to remove the shaft grease.
each other.
1
19984358
Figure 5-115
3. Clean the yoke arms, 1, and inspect for

damage or raised metal. Remove any raised 1
Check the yoke arms for alignment and
wear. Distorted or worn yokes must be
result.
19984381
Figure 5-116
5-90
SECTION 5 - AXLES
4. Inspect the universal joint for any

deformation that may affect its operation.
Most universal joint deformation will cause
vibrations during operation. Check for free
play in the joint. Any free play requires
replacement.
NOTE: The universal joints on the drive
shaft are “lifetime-lubed” sealed units
and cannot be serviced.
Check for discoloration on the joint caused
by overheating. Check for any grease
leaking from the joint. If there is evidence of
overheating, leaking grease, or the caps 19984382
don’t turn easily, replace the universal joint. Figure 5-117

the universal joint installed into the yoke and
the drive shaft assembled. The assembled
drive shaft can then be placed in a lathe and
spun while being measured with a dial 2
indicator.
throughout a complete rotation. A dial
indicator will show runout ONCE per 19983717
revolution. Maximum runout on a drive
shaft, 3, is 0.30 mm (0.010 in.). Figure 5-118

Maximum ovality on a drive shaft, 3, is
0.30 mm (0.010 in.).
Reassembly
1. Be sure the U-joint caps are clean and free
of rust. Check the operation of the universal
joint by rotating the bearing caps. It should
move freely with no binding.
2. Attach the U-joint to the tube end yoke with
the four grade 8 bolts, 1. Tighten the bolts to 1
122 N·m (90 ft.lbs.).
19984380
Figure 5-119
5-91
SECTION 5 - AXLES
3. Slide the slip mount, 1, onto the tube shaft,

2. Screw on the dust cap, 3, and tighten
securely. 2
3
19984360
Figure 5-120
Installation
1. Place the input drive shaft into position
between engine and the transmission.
2. Raise the input drive shaft into position

between the transmission input yoke and
1
the flexible coupler on the back of the 2
engine.
3. Install the eight bolts, 1, and washers that
coupler, 3. Tighten the bolts to 122 N·m
(90 ft. lbs.).
Figure 5-121
4. Attach the input drive shaft to the

transmission input yoke. Secure the shaft in
place with four grade 8 bolts. Tap the U-joint
with a hammer, 1, to fully seat in the yokes
without pulling them in with the cap screws.
Tighten the U-joint bolts to 122 N·m (90 1
ft.lbs.).
19984383
Figure 5-122
5-92
SECTION 5 - AXLES
FRONT AXLE DRIVE SHAFT - 2240,

2270, 2310, 2335, 2360, 2375 (1610
SERIES)
Removal
3. Remove the 6-point bolts, 1, that hold the

front drive shaft, 2, to the transmission yoke, 1 3
3, and to the front differential, 4. Discard the
bolts but retain the straps for reassembly.
1
universal joint from the transmission and
front differential yokes.
23 kg (50 lbs.).
4 1
19983468
Figure 5-123
Disassembly
remove any accumulated debris in the 1
damage to the tube, 1, and yokes, 2.
2. Mark the halves of the drive shaft to identify
proper position during reassembly. This will
ensure that the drive shaft stays in phase
when reassembled.
3. Unscrew the dust cap, 3, and slide the slip 19983472
yoke, from the splines of the short yoke
shaft. Figure 5-124

5-93
SECTION 5 - AXLES
4. Clamp the slip yoke in a vise, being careful

not to distort the tube. 1
two bearing caps, 2, to the yoke, 3.
2
3
19984405
Figure 5-125

1
19984406
Figure 5-126
5-94
SECTION 5 - AXLES

1
19984407
Figure 5-127

thread into the threaded yoke holes. 3
9. Place the bridge plate, 1, over the support

legs, 2. Find the correct opposite holes for 1
the support legs. The bridge plate should not
have to be forced over the support legs.
Grease the area around the center hole, 3. 2
19984408
Figure 5-128

same manner. 2
4
19984409
Figure 5-129
5-95
SECTION 5 - AXLES

the yoke.
14. Repeat this procedure on the other
universal joint in the yoke of the tube shaft.
19984413
Figure 5-130
Inspection
1. Clean the splined area, 1, of the short shaft
each other.
Figure 5-131

each other.
19983470
Figure 5-132
5-96
SECTION 5 - AXLES

2
On the slip yoke, check that the small relief
hole, 2, that is in the center of the tube plug,
3, is open and free of debris. Clean as 1
necessary.
NOTE: If the relief hole becomes Figure 5-133
plugged, the drive shaft will not be able
to collapse during turning of the tractor
and can cause drive shaft or universal
joint failure.

2 1 2
2, for nicks or gaps. The grease seals for
3
19984410
Figure 5-134

1 2
19984411
Figure 5-135
5-97
SECTION 5 - AXLES

a dial indicator.
shaft, 3, is 0.30 mm (0.010 in.).
mm (0.010 in.).
Reassembly
caps.

clean and free of rust. Lightly lubricate the
19984413
Figure 5-137
5-98
SECTION 5 - AXLES

cross in the cap.
bearing cap as best as possible.
manner.
19984414
Figure 5-138
6. Install four cap screws, 1, through the

bearing cap, 2, into the yoke, 3. Tighten to 1
27 N·m (20 ft.lbs.).
threads.
the vise).
8. Repeat steps #1 to #7 for the universal joint
at the other end of the drive shaft.
9. Install the two grease zerks, 1, on each

1
19984406
Figure 5-140
5-99
SECTION 5 - AXLES

temperature, extreme pressure, lithium
base grease to the tube shaft splines and 2
the inside of the slip yoke. 1
Using the identification marks made during
step #1 of disassembly, slide the slip yoke,
1, and short shaft yoke, 2, together by
mating the shaft splines.
Install the dust cap, 3, onto the slip yoke and
tighten securely.
3
NOTE: Be sure that the front drive shaft
yokes are in phase (both yokes on either 19983472
end of the shaft are positioned
identically on the shaft) when the drive Figure 5-141
shaft halves are mated.
Installation
1. Use a 3/8I-24 UNF tap to clean the threads 1
of the transmission yoke and the front
differential yoke. 1
Be sure that the front drive shaft yokes are
in phase (both yokes on either end of the
shaft are positioned identically on the shaft).
Install the front drive shaft in position on the
tractor. The slip yoke can be either to the
front or rear of the tractor. Attach the shaft to
the transmission yoke and the front
differential yoke. 1
19983468
Secure the shaft in place with two bearing Figure 5-142
straps and four special cap screws, 1, at
each yoke. Tighten the bearing strap cap
screws to 75 N·m (55 ft.lbs.). Allow the
bearing caps to fully seat in the yokes
without pulling them in with the cap screws
and straps.
The new cap screws come with a patch of
thread-locking compound on the
threads.
5-100
SECTION 5 - AXLES
FRONT AXLE DRIVE SHAFT - 2425 3

(8C SERIES) 1 1
4 2
Removal
secure the front drive shaft, 2, to the
transmission yoke, 3. Retain the bolts for
reassembly. 19984361
4. Remove the four grade 8 bolts, 1, that Figure 5-143
secure the front drive shaft, 2, to the front
differential yoke, 4. Retain the bolts for
reassembly.
5. Remove the front axle drive shaft from the
universal joints from the differential and rear
axle drive shaft yokes.
23 kg (50 lbs.).
Disassembly
2 1 2
1. Clean the outside of the drive shaft and 3
Mark the slip yoke and shaft yoke to identify
when reassembled.
yoke from the splines of the shaft yoke.
19984362
Figure 5-144
5-101
SECTION 5 - AXLES

19984380
Figure 5-145
Inspection
1
1. Clean the splined area, 1, of the shaft yoke
each other.
19984363
Figure 5-146

Check the splines for wear. Radial 1
each other.
19984367
Figure 5-147
5-102
SECTION 5 - AXLES
3. Clean the yokes, 1, and inspect for damage

or raised metal. Remove any raised metal
with a half round file and emery cloth. 1
result.
3, is open and free of debris. Clean as
necessary. 2
3
NOTE: If the relief hole becomes 19984381
to collapse during turning of the tractor Figure 5-148
joint failure.

replacement.
overheating, leaking grease, or the caps
don’t turn easily, replace the universal joint.
19984382
Figure 5-149
5-103
SECTION 5 - AXLES

indicator.

mm (0.010 in.).
Reassembly
2. Attach the U-joints to the tube end and slip
yokes with the four grade 8 bolts, 1. Tighten 1
the bolts to 122 N·m (90 ft.lbs.).
19984380
Figure 5-151

step #1 of disassembly, slide the slip yoke, 1
2
1, onto the shaft yoke, 2.
NOTE: Be sure that the front drive shaft
yokes are in phase (both yokes on either
end of the shaft are positioned
identically on the shaft) when the drive
securely.
3
19984362
Figure 5-152
5-104
SECTION 5 - AXLES
Installation
1. Place the articulation drive shaft into
position between transmission and the rear
axle drive shaft.
Be sure that the rear drive shaft yokes are in
phase (the yokes on either end of the shaft
are 90 degrees off with each other).
2. Attach the articulation drive shaft to the rear

axle drive shaft yoke. Secure the shaft in 1
2
place with four grade 8 bolts, 1. Tap the
U-joint with a hammer to fully seat in the
yokes without pulling them in with the cap
screws. Tighten the U-joint bolts to 122 N·m
(90 ft.lbs.).
3. Attach the articulation drive shaft to the
transmission yoke. Secure the shaft in place
with four grade 8 bolts, 2. Tap the U-joint with
a hammer to fully seat in the yokes without
pulling them in with the cap screws. Tighten
the U-joint bolts to 122 N·m (90 ft.lbs.). 19984361
Figure 5-153
ARTICULATION DRIVE SHAFT - 2240,

2270, 2310, 2335, 2360, 2375 (1610
SERIES)
Removal
CAUTION: THE ARTICULATION LOCK

MUST BE INSTALLED BEFORE ANY
WORK BEGINS IN THE ARTICULATION
DRIVE SHAFT AREA.
5-105
SECTION 5 - AXLES
3. Remove the four 6-point bolts, 1, that hold

the articulation drive shaft, 2, to the rear axle 1
drive shaft, 3. Discard the bolts but retain the 3 2
19984344
Figure 5-154
4. Remove the four 6-point bolts, 1, that hold

the articulation drive shaft, 2, to the
transmission yoke, 3. Discard the bolts but
retain the straps for reassembly.
5. Remove the articulation drive shaft from the
universal joints from the transmission and 3
rear drive shaft yokes.
23 kg (50 lbs.). 1
2
19983473
Figure 5-155
Disassembly
2
when reassembled.
19983474
Figure 5-156
5-106
SECTION 5 - AXLES

yoke, 2, from the splines of the tube shaft 3
yoke, 3. 1 2

19983469
Figure 5-157

2
3
19984405
Figure 5-158

1
19984406
Figure 5-159
5-107
SECTION 5 - AXLES

1
19984407
Figure 5-160

3
thread into the threaded yoke holes.
legs, 2. Find the correct opposite holes for
have to be forced over the support legs. 2
19984408
Figure 5-161

same manner. 2
4
19984409
Figure 5-162
5-108
SECTION 5 - AXLES

the yoke.
14. Repeat this procedure on the other
universal joint in the yoke of the tube shaft.
1
19984413
Figure 5-163
Inspection
1. Clean the splined areas, 1, of the tube shaft
each other.
Figure 5-164

each other.
19983470
Figure 5-165
5-109
SECTION 5 - AXLES

4. Check the bores for alignment and wear. 3
2
necessary.
NOTE: If the relief hole becomes Figure 5-166
to collapse during turning of the tractor
joint failure.

2 1
2, for nicks or gaps. The grease seals for 2
3
19984410
Figure 5-167

1 2
19984411
Figure 5-168
5-110
SECTION 5 - AXLES

a dial indicator.
shaft, 3, is 0.30 mm (0.010 in.).
mm (0.010 in.).
Reassembly
caps.

19984413
Figure 5-170
5-111
SECTION 5 - AXLES

cross in the cap.
manner.
19984414
Figure 5-171

27 N·m (20 ft.lbs.).
threads.
the vise).
8. Repeat steps #1 to #7 for the universal joint
at the other end of the drive shaft.
9. Install the two grease zerks, 1, on each

1
19984406
Figure 5-173
5-112
SECTION 5 - AXLES

temperature, extreme pressure, lithium bas
grease (such as part #9861804DS) to the
tube shaft, 1, splines and the inside of the 1 2
slip yoke, 2.
Using the identification marks made during
step #1 of disassembly, slide the slip yoke
and tube shaft together by mating the shaft
splines.
tighten securely. 3
NOTE: Be sure that the articulation drive 19983474
shaft yokes are in phase (both yokes on
either end of the shaft are positioned Figure 5-174
Installation
of the transmission output yoke and the rear
drive shaft yoke.
Be sure that the articulation drive shaft
yokes are in phase (both yokes on either
end of the shaft are positioned identically on
the shaft).
Install the articulation drive shaft in position
on the tractor. The slip yoke can be either to
the front or rear of the tractor. Attach the
shaft to the transmission output yoke and
the rear drive shaft yoke.
Secure the shaft to the rear drive shaft with

two bearing straps and four special cap
screws, 1, at each yoke. Tighten the bearing
strap cap screws to 75 N·m (55 ft.lbs.). Allow
the bearing caps to fully seat in the yokes
and straps. 1
threads.
19984344
Figure 5-175
5-113
SECTION 5 - AXLES
Secure the shaft to the transmission with

two bearing straps and four special cap
and straps.
threads. 1
19983473
Figure 5-176
ARTICULATION DRIVE SHAFT - 2425

(8C SERIES)
Removal

DRIVE SHAFT AREA.

secure the articulation drive shaft to the
transmission yoke. Retain the bolts for
reassembly.
secure the articulation drive shaft to the rear
1
axle drive shaft. Retain the bolts for
reassembly.
2
5. Remove the articulation drive shaft from the
universal joints from the differential and rear
axle drive shaft yokes. 19984364
NOTE: The shaft weighs approximately Figure 5-177

34 kg (75 lbs.).
5-114
SECTION 5 - AXLES
Disassembly
2
Mark the yoke and tube shaft to identify
when reassembled.
19984368
Figure 5-178

yoke, 2, from the splines of the tube shaft, 3. 2 1 3
19984365
Figure 5-179

19984380
Figure 5-180
5-115
SECTION 5 - AXLES
Inspection
1. Clean the splined area, 1, of the tube shaft 1
yoke with solvent to remove the shaft
each other.
19984366
Figure 5-181

Check the splines for wear. Radial 1
each other.
19984367
Figure 5-182

or raised metal. Remove any raised metal
with a half round file and emery cloth. 1

result.
necessary. 3
NOTE: If the relief hole becomes 19984381

to collapse during turning of the tractor Figure 5-183
joint failure.
5-116
SECTION 5 - AXLES

replacement.

indicator.

mm (0.010 in.).
Reassembly
2. Attach the U-joints to the tube end and slip
yokes with the four grade 8 bolts, 1. Tighten 1
the bolts to 122 N·m (90 ft.lbs.).
19984380
Figure 5-186
5-117
SECTION 5 - AXLES

step #1 of disassembly, slide the slip yoke,
1, onto the tube shaft, 2.
1 2
NOTE: Be sure that the articulation drive
either end of the shaft are positioned
securely. 3
Installation
1. Place the articulation drive shaft into 19984368
position between transmission and the rear Figure 5-187
axle drive shaft.
phase (the yokes on either end of the shaft
are 90 degrees off with each other).
2. Attach the articulation drive shaft, 1, to the

rear axle drive shaft yoke, 2. Secure the
shaft in place with four grade 8 bolts, 3. Tap 4
the U-joint with a hammer to fully seat in the 1
yokes without pulling them in with the cap
screws. Tighten the U-joint bolts to 122 N·m
(90 ft.lbs.).
3
3. Attach the articulation drive shaft to the
transmission yoke, 4. Secure the shaft in
place with four grade 8 bolts, 5. Tap the 5
U-joint with a hammer to fully seat in the
yokes without pulling them in with the cap 2
screws. Tighten the U-joint bolts to 122 N·m 19984364
(90 ft.lbs.).
Figure 5-188
5-118
SECTION 5 - AXLES
REAR AXLE DRIVE SHAFT AND

STEADY BEARING - 2240, 2270, 2310,
2360 (1610 SERIES)
Removal

DRIVE SHAFT AREA.
3. Loosen and remove the four steady bearing
1
bolts, 1. 3
4. Remove the four 6-point bolts, 2, that secure 4
2
the rear axle drive shaft, 3, to the articulation
drive shaft, 4. Discard the bolts but retain the
19984344
Figure 5-189
5. Remove the four 6-point bolts, 1, that secure

the rear axle drive shaft, 2, to the rear
differential yoke, 3. Discard the bolts but
retain the straps for reassembly.
6. Remove the rear axle drive shaft from the 1
universal joint from the differential yoke.
7. Be sure that the bearing caps do not fall off
of the universal joint cross during drive shaft 3
removal.
2
34 kg (75 lbs.).
Figure 5-190
5-119
SECTION 5 - AXLES
Disassembly
1 3
damage to the tube, 1, steady bearing, 2,
and yokes, 3.
2. Mark the yoke and tube shaft to identify
when reassembled.
19984353
Figure 5-191
3. Unscrew the yoke mounting cap screw, 1,

from the drive shaft. Retain the nut and
washer, 2. 2
1
19984345
Figure 5-192
4. Using a hydraulic press, 1, press the shaft,

2, out of the yoke, 3. Support the yoke under 1
the flat edges on the side of the yoke.
3
19984346
Figure 5-193
5-120
SECTION 5 - AXLES
5. Loosen the two steady bearing setscrews,

1, at least one full turn.
19984347
Figure 5-194

2, out of the steady bearing, 3. Support the 1
bearing under the flat mounting surface of
the bearing.
19984348
Figure 5-195
7. Clamp the tube yoke in a vise, being careful

2
3
19984405
Figure 5-196
5-121
SECTION 5 - AXLES

1
19984406
Figure 5-197

1
19984407
Figure 5-198

3
thread into the threaded yoke holes.
legs, 2. Find the correct opposite holes for
have to be forced over the support legs. 2
19984408
Figure 5-199
5-122
SECTION 5 - AXLES

same manner. 2
4
19984409
Figure 5-200

the yoke.
19984413
Figure 5-201
Inspection
1 2
1. Inspect the yoke mounting cap screw
threads, 1, for evidence of stripping. Clean
the threads with a suitable cleaning solvent.
Inspect the washer, 2, for any deformation.
Replace as necessary.
19984349
Figure 5-202
5-123
SECTION 5 - AXLES
2. Inspect the steady bearing for any

deformation in the mounting plate, 1, or the 2
inner race, 2. Any damage or distortion
indicates the bearing is not performing
correctly and needs to be replaced.
Clean the inside mating area with a suitable 1
cleaning solvent.
19984350
Figure 5-203

19984412
Figure 5-204
4. Inspect the splines, 1, in the center of the

shaft yoke for broken or worn teeth. If the 1
yoke has free play when engaged with the
drive shaft, the yoke must be replaced.
Clean the inside splines with a suitable
cleaning solvent.
19984351
Figure 5-205
5-124
SECTION 5 - AXLES
5. Inspect the splines, 1, on the end of the drive

shaft for broken or worn teeth. Inspect the 1 2
bearing mating area for excessive wear.
Replace the shaft if it is excessively worn.
6. Remove corrosion and raised metal with
fine sand paper. Clean the splines and
steady bearing mating area, 2, with a
suitable cleaning solvent.
19984352
Figure 5-206

19984412
Figure 5-207

2 1 2
2, for nicks or gaps. The grease seals for
3
19984410
Figure 5-208
5-125
SECTION 5 - AXLES

1 2
19984411
Figure 5-209

measured with a dial indicator when
1
a dial indicator.
19983717
shaft, 3, is 0.30 mm (0.010 in.).
mm (0.010 in.).
Reassembly
caps.
5-126
SECTION 5 - AXLES

19984413
Figure 5-211

cross in the cap.
manner.
19984414
Figure 5-212

27 N·m (20 ft.lbs.).
threads.
the vise).
5-127
SECTION 5 - AXLES
8. Install the two grease zerks, 1, on the

1
19984406
Figure 5-214
9. Slide the steady bearing, 1, on the rear drive

shaft, 2. Do not tighten the setscrews at this
2
time. Tap the inside bearing surface with a
suitable punch to slide the bearing
completely onto the shaft.
19984354
Figure 5-215

step #1 of disassembly, slide the yoke, 1, on 1 2
the end of the shaft, 2, mating the shaft
splines.
NOTE: Be sure that the rear axle drive
either end of the shaft are positioned
Tap the yoke with a suitable punch to slide
the yoke completely onto the shaft, until it
seats on the shaft shoulder.
19984355
Figure 5-216
5-128
SECTION 5 - AXLES
11. Install the yoke mounting nut, 1, and washer,

2. Tighten the cap screw to 230 N·m
(170 ft. lbs.). 2
1
19984345
Figure 5-217
Installation
of the articulation drive shaft yoke and the
rear differential yoke.
2. Place the rear drive shaft into position
between articulation drive shaft and the rear
differential.
phase (both yokes on either end of the shaft
are positioned identically on the shaft).
3. Position the steady bearing, 1, correctly on

the mounting bracket, 2. All Buhler Versatile 1
4WD tractors have the bearing, 1, in front of
the mounting bracket (more toward the front
of the tractor). Tighten the steady bearing
mounting bolts securely.
2
19984344
Figure 5-218
5-129
SECTION 5 - AXLES
4. Attach the rear drive shaft to the rear

differential yoke. Secure the shaft in place
with two bearing straps, 1, and four special
cap screws, 2, at each yoke. Tighten the
bearing strap cap screws to 75 N·m 2
(55 ft.lbs.). Allow the bearing caps to fully
seat in the yokes without pulling them in with
the cap screws and straps.
threads. 19984417
Figure 5-219
5. Attach the rear drive shaft to the articulation

drive shaft yoke. Secure the shaft in place
with two bearing straps, and four special cap
1
and straps.
threads.
19984344
Figure 5-220
6. Tighten the steady bearing setscrews, 1,

completely down to the shaft.
19984347
Figure 5-221
5-130
SECTION 5 - AXLES
REAR AXLE DRIVE SHAFT AND

STEADY BEARING - 2425 (8C SERIES)
Removal

DRIVE SHAFT AREA.
3. Loosen and remove the four steady bearing

bolts, 1. All Buhler Versatile 4WD tractors
have the bearing, 2, in front of the mounting
bracket (more toward the front of the
tractor), 3. 2
3
19984369
Figure 5-222
5-131
SECTION 5 - AXLES

secure the rear axle drive shaft to the
articulation drive shaft. Retain the bolts for
reassembly.
5. Remove the rear axle drive shaft from the
1
universal joint from the differential yoke.
45 kg (100 lbs.).
19984370
Figure 5-223
Disassembly
remove any accumulated debris in the 1
universal joint area. Check for any obvious 3
damage to the tube, 1, steady bearing, 2,
and yokes, 3.
Mark the yoke and tube shaft to identify
ensure that the drive shaft stays 90 degrees
out of phase when reassembled.
NOTE: The 2425 rear drive shaft is the
only drive shaft on these tractors that is
19984378
manufactured out of phase. For more
information on phasing, see the Figure 5-224
Description and Operation of this
section.
5-132
SECTION 5 - AXLES
2. Unscrew the yoke mounting nut, 1, from the

drive shaft. Retain the nut and washer, 2.
1 2
19984371
Figure 5-225
3. Loosen the jam nut, 1, on the steady bearing

setscrew, 2.
1
19984372
Figure 5-226

2, out of the yoke, 3. Support the yoke under
the flat edges on the side of the yoke.
1
2
3
19984373
Figure 5-227
5-133
SECTION 5 - AXLES

2, out of the steady bearing, 3. Support the
bearing under the flat mounting surface of
the bearing. 1
19984374
Figure 5-228
6. Remove the universal joint by unscrewing

the four grade 8 bolts, 1.
19984380
Figure 5-229
Inspection
1 2
1. Inspect the steady bearing for any
deformation in the mounting plate, 1, or the
inner race, 2. Any damage or distortion
indicates the bearing is not performing
correctly and needs replaced.
Clean the inside mating area with a suitable
cleaning solvent.
19984376
Figure 5-230
5-134
SECTION 5 - AXLES

or raised metal. Remove any raised metal 1
with a half round file and emery cloth.
result.
19984381
Figure 5-231
3. Inspect the splines, 1, in the center of the

shaft yoke for broken or worn teeth. If the 1
yoke has free play when engaged with the
drive shaft, the yoke must be replaced.
Clean the inside splines with a suitable
cleaning solvent.
4. Inspect the yoke mounting nut threads, 2, for
evidence of stripping. Clean the threads with
a suitable cleaning solvent. Inspect the 2
washer, 3, for any deformation. Replace as 3
necessary.
19984375
Figure 5-232
5. Inspect the splines, 1, on the end of the drive

shaft for broken or worn teeth. Inspect the 1 2
bearing mating area, 2, for excessive wear.
Replace the shaft if it is excessively worn.
Remove corrosion and raised metal with
fine sand paper. Clean the splines and
steady bearing mating area with a suitable
cleaning solvent.
6. Replace any components that show twisting
or damage that could cause binding during
movement of the tube shaft on the slip yoke.
19984377
Figure 5-233
5-135
SECTION 5 - AXLES

replacement.

indicator.
19983717

mm (0.010 in.).
Reassembly
2. Attach the U-joint to the tube end yoke with
the four grade 8 bolts, 1. Tighten the bolts to 1
122 N·m (90 ft.lbs.).
19984380
Figure 5-236
5-136
SECTION 5 - AXLES
3. Apply antiseize compound to the shaft on 1

the splines, 1, and to the steady bearing
mating surface, 2. 2
4. Slide the steady bearing, 3, on the rear drive 3
shaft with the setscrew, 4, lined up with the 5
channel, 5, in the shaft. Tap the inside
bearing surface with a suitable punch to
slide the bearing completely onto the shaft. 4
6
5. Turn the setscrew down to bottom out in the
channel on the shaft. Then back the
setscrew out one full turn. Do not tighten the
jam nut, 6, at this time.
19984379
NOTE: Be sure that the bearing is
installed in the same fashion as it was Figure 5-237
removed.

step #1 of disassembly, slide the yoke, 1, on
the end of the shaft, 2, mating the shaft 1
splines. 2
NOTE: Be sure that the 2425 rear axle

drive shaft yokes are 90 degrees out
phase (the yokes on either end of the
shaft are positioned 90 degrees off from
each other) when the drive shaft halves
are mated.
Tap the yoke with a suitable punch to slide
the yoke completely onto the shaft, until it
seats on the shaft shoulder. 19984378
Figure 5-238
7. Install the washer, 1, and yoke mounting nut,

2. Tighten the nut to 360 N·m (265 ft.lbs.).
2 1
Installation
1. Place the rear drive shaft into position
between articulation drive shaft and the rear
differential.
Be sure that the rear drive shaft yokes are 90
degrees out of phase (the yokes on either
end of the shaft are 90 degrees off with each
other).
19984371
Figure 5-239
5-137
SECTION 5 - AXLES
2. Position the steady bearing, 1, correctly on

the mounting bracket, 2. All Buhler Versatile
4WD tractors have the bearing in front of the
mounting bracket (more toward the front of
the tractor). Tighten the steady bearing 1
mounting bolts completely.
2
19984369
Figure 5-240
3. Attach the rear drive shaft to the rear

differential yoke. Secure the shaft in place
a hammer, 2, to fully seat in the yokes
without pulling them in with the cap screws.
Tighten the U-joint bolts to 122 N·m (90 2
ft.lbs.).
19984383
Figure 5-241
5-138
SECTION 5 - AXLES
4. Attach the rear drive shaft to the articulation

drive shaft yoke. Secure the shaft in place
a hammer to fully seat in the yokes without
pulling them in with the cap screws. Tighten
the U-joint bolts to 122 N·m (90 ft.lbs.).
19984370
Figure 5-242
5. Tighten the jam nut, 1, on the steady bearing

setscrew completely.
1
19984372
Figure 5-243
COMPLETE AXLE OVERHAUL (OUT OF

FRAME)
Front Axle Removal
3. Drain the oil in the differential as described
in the Operator’s Manual.
4. Drain the oil in each wheel hub as described
5. Disconnect the batteries as described in
Section 3 — Electrical System.
5-139
SECTION 5 - AXLES
6. If the axle is a differential lock axle, remove

the electric shift unit, 1, as described in this
section. Test or overhaul the unit as
described in this section, if necessary.
19984390
Figure 5-244
7. Jack up the front frame and install two

10,000 lb. jack stands, 1, under the nose of 1
the tractor.
8. Remove the wheels as described in the
Operator’s Manual.
19983241
Figure 5-245
9. Tie a rope around the front axle drive shaft

and frame to keep the drive shaft from 3
swinging down and into the frame.
10. Mark the differential input yoke, 1, and front
axle drive shaft, 2, for proper realignment
during reinstallation.
11. Remove the differential input yoke cap
screws, 3, and discard. Always replace the
yoke cap screws when disconnecting a
drive shaft. 2
2425 tractors -- Remove the four grade 8
1 3
bolts securing the U joint to the differential 19983468
input yoke.
Figure 5-246
12. Pull the front axle drive shaft back to
disengage the drive shaft from the
differential input yoke. Move the drive shaft
completely out of the way.
5-140
SECTION 5 - AXLES
13. Using an impact socket (1-13/16″ x 3/4″)

(BLR20026), remove the two inside locking
nuts, 1, on each axle tube. Remove the two
inside holding nuts, 2, on each axle tube.
Remove the outer locking nuts, 3, on the two 2
outside bolts. 1 3
19984389
Figure 5-247
14. Loosen the two remaining bolts, 1, and nuts,

2, on each axle tube, but do not remove. 5 3
15. Position a forklift, 3, on either side of the

tractor. Wrap a strong chain, 4, around the 4
forklift arm and wheel hub. Keep the chain in
place with a pin, 5, on the forklift arm. 1
16. Raise the forklift to apply pressure to the

axle.
17. Remove the remaining nuts, 2, and bolts, 1.
2
19983242
Figure 5-248
18. When all the bolts are removed, lower the

axle, 1, to the ground by coordinating the
two forklifts, 2.
2 2
19983243
Figure 5-249
5-141
SECTION 5 - AXLES
Rear Axle Removal

3. Drain the oil in the differential as described
6. Jack up the rear frame and install two

4,550 kg (10,000 lb.) jack stands, 1, under
the two triangular frame gussets, 2.
7. Remove the wheels as described in the
2
19983228
Figure 5-250
8. Remove the differential input yoke cap

screws, 1, and discard. Always replace the
yoke cap screws, 1, when disconnecting a
drive shaft.
2425 tractors -- Remove the four grade 8 1
bolts securing the U joint to the differential
input yoke.
19984417
Figure 5-251
5-142
SECTION 5 - AXLES
9. Loosen and remove the four mounting bolts,

1, securing the steady bearing, 2, to the
frame, 3.
1
2
3
19983230
Figure 5-252
10. Pull the rear axle drive shaft, 1, forward to

disengage the drive shaft from the
differential input yoke.
19983231
Figure 5-253
11. Remove the breather tube, 1, from the top of

the oil level gauge, 2, on the center housing,
3.
12. Remove the drawbar as described in
Section 10 — Frames.
1
13. Tractors without 3 Point Hitch -- Remove the
drawbar cage as described in Section 10 —
Frames. 2
14. Tractors with 3 Point Hitch -- Remove the

lower link brackets as described in Section 3
13 -- Three-Point Hitch.
19983232
Figure 5-254
5-143
SECTION 5 - AXLES
15. Install a 4,550 kg (10,000 lb.) jack stand, 1,

and block, 2, if necessary under the front
frame, 3, at the nose of the tractor. The
tractor balance may shift forward when the
rear axle is removed.
1
19983233
Figure 5-255
16. Using special tool BLR20026, install the

impact socket on the inside locking nuts, 1,
and remove the nuts on each axle tube.
Remove the two inside holding nuts, 2, on
each axle tube. Remove the outer locking 2
nuts, 3, on the two outside bolts. 1 3
19984389
Figure 5-256
17. Loosen the two remaining bolts, 1, and nuts,

2, on each axle tube, but do not remove.
19983234
Figure 5-257
5-144
SECTION 5 - AXLES
18. Use a forklift wide enough to span the

outside of the frame. Move the forklift, 1,
under the axle tubes so each fork, 2, is under
each axle tube mounting bracket, 3. Position 3
a wood block, 4, under the curved surface of
each axle tube for stability.
19. Raise the forklift to press the axle against
the frame. Remove the remaining bolts.
Install a long pin, 5, with a hook through the 4
mounting bracket holes where a bolt was 5
removed, to aid in guiding the axle down and
back up later.
1 2
19983235
Figure 5-258
20. Lower the axle a foot or more, low enough to

wrap a chain, 1, around the axle, 2, and fork
lift fork, 3, on each side. Once secure, lower
the axle to the ground.
1 3
19983236
Figure 5-259
Axle Disassembly
1. Place the complete axle on blocks, and 1
position the center housing with the
differential carrier, 1, pointing straight up.
2. Mark the differential, center housing, 2, and
axle tubes, 3, for proper alignment during
reassembly.
3 3
2
19983317
Figure 5-260
5-145
SECTION 5 - AXLES
3. Position the wheel hubs, 1, on blocks, 2, so

the planetary carriers, 3, do not rest on the
blocks. The planetary carriers must not rest 3
on the blocks. If the carriers rest on the
blocks, the weight of the axle will prevent
carriers from separating from the hub.
1
2
19983318
Figure 5-261
4. If possible, rotate the wheel hub so the

center fill plug, 1, is toward the top of the
wheel.
5. Remove the hub cap screws, 2, and 1
washers from the wheel hub.
2
19983319
Figure 5-262
6. A pipe lifting tool, 1, is recommended for

carrier removal and installation. The tool
should be at least a meter or yard long with 1 2
25 mm (1.0 in.) of fine thread, 2. The longer
the pipe, the better the leverage. To build the
pipe tool, weld an extra drain or fill plug to the
end of a long pipe.
19983320
Figure 5-263
5-146
SECTION 5 - AXLES
7. Place the extra drain or fill plug, 1, on the end

of a pipe and connect the pieces together 1
with a strong weld.
19983321
Figure 5-264
8. Screw two cap screws, 1, into the carrier

pusher screw holes to push the carrier away
from the hub.
19983322
Figure 5-265
9. Screw the long pipe lifting tool, 1, into the fill

plug hole in the carrier, 2. If desired, use an
appropriate overhead lifting device to 2
support the carrier with a chain and a bolt.
10. Pull the planet carrier completely out of the
wheel hub and place on the floor or bench.
19983323
Figure 5-266
5-147
SECTION 5 - AXLES
11. Pull the axle shaft, 1, completely out of the

axle if it did not come out with the planetary
carrier.
12. Repeat steps #4 to #11 for the other 1
planetary carrier.
19983451
Figure 5-267
13. Make sure the differential, 1, is pointing up

and the axle assembly is properly
supported. Unscrew the 12 bolts, 2, 1
securing the differential assembly to the
center housing.
2
19983324
Figure 5-268
CAUTION: THE DIFFERENTIAL HEAD 3

HOUSING IS VERY HEAVY, ABOUT 180
KG (400 LBS.). MAKE SURE THE 1
DIFFERENTIAL IS SUPPORTED
PROPERLY.
14. Feed two bolts, 1, with washers, 2, through
a strong chain, 3. Thread the bolts into the
differential input yoke, 4.
2
15. Using an appropriate overhead lifting 2 4
device, lift the chain and remove the 19984415
differential head assembly. Figure 5-269
5-148
SECTION 5 - AXLES
16. Spin the center housing, 1, over until the flat

side of the center housing points to the 3 1
ground. Support the axle assembly properly
under the flat side of the center housing with
blocks, 2.
17. Loosen the axle tube cap screws, 3 on one
side of the center housing.
19983326
Figure 5-270
18. Support one tube/hub assembly, 1, with a

chain, 2, attached to an appropriate
overhead lifting device. Remove the axle 1
tube cap screws, 3. Lift the axle tube and 2
wheel hub assembly away from the tractor.
If the seal between the axle tube and center
housing does not break, strike the inside of
the wheel hub, 4, with a large sledge
hammer.
4
3
19983327
Figure 5-271
19. Place the hub/tube assembly, 1, on a pallet,

2, with the hub end up. Bolt the axle tube to
the pallet with three bolts, 3.
2 3
19983331
Figure 5-272
5-149
SECTION 5 - AXLES
20. Check that the blocks, 1, under the center

housing, 2, are still positioned correctly and 2 3
prevent the assembly from rolling off the
blocks. Loosen the axle tube cap screws, 3.
1
19983328
Figure 5-273
21. Support the remaining tube/hub assembly,

1, with a chain, 2, attached to an appropriate
overhead lifting device. Remove the axle 2 3
tube cap screws, 3. Lift the axle tube and
wheel hub assembly away from the tractor.
If the seal between the axle tube and center
housing does not break, strike the inside of
the wheel hub with a large sledge hammer,
4.
1
22. Place the hub/tube assembly on a pallet with
the hub end up. Bolt the axle tube to the 4
pallet with three bolts.
19983329
Figure 5-274
5-150
SECTION 5 - AXLES
Differential Disassembly, Inspection,

and Reassembly
Due to the large number of differentials installed
on Buhler Versatile 4WD tractors, differential
service is not covered in this manual. Options for
repairing differentials are:
D Complete differential replacement through
D Eaton-qualified overhaul at a local OEM
truck or large tractor dealer
For differential service or overhaul, contact any
local OEM truck dealer, distributor, or service 19983330
shop for an Eaton-qualified differential Figure 5-275
technician. Or call the Eaton Service Support for
the nearest truck, tractor, or Eaton dealer at
1-800-TCM-HELP (1-800-826--4357) North
America.
NOTE: No disassembly is required if the
differential will be overhauled. Leave the
input yoke on and take the complete
assembly to a local dealer. Also,
replacement differentials from Buhler
Versatile come with the yoke installed. There
is no need to remove the old yoke.
Wheel Hub/Axle Tube Disassembly

1. Release the tab, 1, on the axle tube lock
washer with a punch.
19983332
Figure 5-276
5-151
SECTION 5 - AXLES
2. Place the axle nut wrench tool Part

BLR20043, 1, over the axle nut, 2. Loosen
the locknut with the axle nut wrench tool.
19983333
Figure 5-277
3. Remove the locknut, 1, and lock washer, 2,

from the axle tube.
2
1
19983334
Figure 5-278
4. Lift the wheel hub, 1, off the axle tube, 2, and

place on a workbench. 1
19983335
Figure 5-279
5-152
SECTION 5 - AXLES
5. Separate the ring gear/ring gear holder, 1,

from the wheel hub, 2.
1
2
19983336
Figure 5-280
6. Separate the ring gear, 1, from the ring gear

holder, 2, by unscrewing the six cap screws, 1
3. Discard the cap screws.
2
19983337
Figure 5-281
7. Remove the ring gear holder bearing, 1,

using a soft metal punch, 2. Turn the ring 3
2
gear holder, 3, over and insert the punch
through the holes in the holder. Strike the
punch on the rim of the bearing. Use all three
holes to remove the bearing evenly.
19983338
Figure 5-282
5-153
SECTION 5 - AXLES
8. Use a thin-edge punch, 1, to remove the

inner bearing cup, 2, of the wheel hub, 3.
The bearing, 4, and cassette seal will be 3
1
pushed out of the hub in the process as well.
2
4
19983339
Figure 5-283
9. Use a thin-edge punch, 1, to remove the

outer bearing cup, 2, from the wheel hub, 3.
1
19983340
Figure 5-284
Wheel Hub/Axle Tube Inspection

1. Inspect the inner bearing cup surface, 1, for 1 2
cracks or scores. Inspect the cup and
bearing edges for deformation or obvious
damage.
2. Check for any small cracks in the hub outer
shell, 2. Replace the hub if necessary.
19983341
Figure 5-285
5-154
SECTION 5 - AXLES
3. Inspect the outer cup surface, 1, and edge

for cracks or scores.
4. Check for any small cracks in the hub and 1
around the rim, 2. Replace the hub if
necessary.
2
19983349
Figure 5-286
5. Inspect the wheel mounting screws, 1, and

mounting rim, 2. The screws should have
good thread and should not be bent.
Replace the screws if necessary.
2
19983350
Figure 5-287
6. The cassette seal, 1, must be replaced

whenever the wheel hub is separated from
the axle tube.
7. Inspect the wheel hub bearing, 2, for
excessive wear or deformation. Replace if
necessary. 1
8. Inspect the bearing cups, 3, for excessive 3

2
wear or cracks. Replace if necessary.
19983342
Figure 5-288
5-155
SECTION 5 - AXLES
9. Inspect the axle tube, 1, for excessive wear

on the bearing surfaces. Inspect the outside
of the tube for cracks. Check that the axle 2
tube splines, 2, are not excessively worn or
the spline area is deformed. Replace the
tube if there is noticeable wear.
19983343
Figure 5-289
10. Inspect the axle tube thrust washer, 1, for

excessive wear. Do not remove the thrust 1
washer if it is not excessively worn.
Excessive thrust washer wear includes
deep scores, galling, or noticeably uneven
wear. If one side of the thrust washer is more
than 3 mm (0.15 in.) lower than the other, the
wear is excessively uneven. Replace the
thrust washer if necessary.
19983344
Figure 5-290
11. Inspect the axle tube bearing area, 1, for

excessive wear. Inspect the cassette seal
area, 2, for wear or scoring that could cause
leaks. Replace the tube if necessary.
1 2
19983345
Figure 5-291
5-156
SECTION 5 - AXLES
12. Inspect the axle tube locknut, 1, and lock

washer, 2, for deformation or excessive 2
wear. The lock washer should have all the 1
tabs and the tabs should not be twisted.
13. Thread the axle tube locknut completely
onto the axle tube threads to make sure the
threads are clean. Remove the locknut after
checking.
19983346
Figure 5-292
14. Inspect the ring gear for excessive wear.

Inspect the ring gear for chipped, worn or
broken teeth, 1. A normal wear pattern on
the gear teeth (pattern centered vertically
replacement.
1
19983347
Figure 5-293
15. Inspect the ring gear holder for excessive

wear. Inspect the holder for chipped, worn or
broken teeth, 1. 3
16. Check that the internal splines, 2, are not
excessively worn or the spline area is
deformed.
2
17. Inspect the wheel hub bearing, 3, for
excessive wear or deformation. Replace if
necessary.
Wheel Hub/Axle Tube Reassembly 1

1. Lubricate the bearing cups, bearings, and
19983348
cassette seal.
Figure 5-294
2. Clean the inside of the hub thoroughly and
dry completely.
5-157
SECTION 5 - AXLES
3. Position the bearing cups with the wide

sides pointing into the wheel hub. 1
2
4. Using a brass punch, drive the outer bearing
cup, 1, into the hub until it seats on the
shoulder.
5. Using a brass punch, drive the inner bearing
cup, 2, into the hub until it seats on the
shoulder.
19983718
Figure 5-295
6. Check that the bearing cups, 1, are fully

seated on the shoulders inside the hub.
19983379
Figure 5-296
7. Position the bearing, 1, and cassette seal, 2,

3
in the inner hub, 3. Make sure the bearing
has the wide side out and make sure the
cassette seal “OIL SIDE” faces in toward the 2
bearing and hub.
NOTE: The cassette seal cannot be
properly installed without the special 1
seal installation tool. Once the cassette
seal has been installed, the wheel hub
must not come off the axle tube.
8. Start the cassette seal into the hub only until
the seal stays in place without holding it.
19983351
Figure 5-297
5-158
SECTION 5 - AXLES
NOTE: The “OIL SIDE” of the cassette

seal MUST facing IN toward the inner
bearing.
19983352
Figure 5-298
9. Install the seal installation tool (part

BLR20042) on the hub and seal, with the
rectangular draw piece, 1, on the outside
(planetary carrier side). The round end, 2, of
the long bolt must be on the draw piece side 1
of the tool.
2
19983353
Figure 5-299
10. Fit the tube part, 1, of the tool on the seal so

the edges are aligned. The edges must be
very close for the tool to work. The tool slides 1
part way into the hub during seal installation.
19983354
Figure 5-300
5-159
SECTION 5 - AXLES
11. Pull the oil seal into the hub by tightening the
nut on the long draw bolt. Hold the long draw
bolt in place with one wrench, 1, while turning
the nut with a second wrench, 2. Tap the tool
around the perimeter periodically to help the
cassette seal slide into the hub evenly.
Figure 5-301
12. Keep tightening the long bolt until the tool, 1,

bottoms out up against the hub, 2. The tool
is designed to insert the cassette seal to the
correct depth. When the tool is seated all
around, loosen the nut and remove the tool.
· 4245” -
⎧ · 4330”
⎭
= !
Seal
de
tsi
Ou
Housing
Figure 5-302
13. Apply a small amount of soapy water or

liquid soap on the cassette seal, 1, and hub
rim, 2.
Apply a 1/4 - 1/2” continuous bead of G.P.
Grease to outer edge of seal and hub rim at
2.
Figure 5-303
5-160
SECTION 5 - AXLES
14. Clean the axle tube machined surfaces, 1,

thoroughly and dry completely. Apply a
small amount of soapy water or liquid soap
around the perimeter of the axle tube/wheel
hub mating surface, 2. 1
19983358
Figure 5-304
15. Slide the wheel hub assembly, 1, onto the

axle tube, 2. Once the cassette seal has
been installed, the wheel hub must not come
off the axle tube.
NOTE: If the cassette seal is disturbed
after the hub and tube have been mated,
a new cassette seal must be installed.
1
19983359
Figure 5-305
16. Using a brass punch, 1, drive the bearing, 2,

onto the ring gear holder, 3, until it seats on
the shoulder.
19983360
Figure 5-306
5-161
SECTION 5 - AXLES
17. Mate the ring gear, 1, and ring gear holder,

2, with the cap screw holes facing up toward
the curved surface of the holder. Tap out the 2
threads, 3, on the ring gear to clean the
threads thoroughly.
1
3
19983361
Figure 5-307
18. Position the holding pieces correctly so the

metal, 1, covers the ring gear holder teeth,
2. Secure the ring gear holder with the three
holding pieces and six special cap screws,
3. Tighten the cap screws to 75 N·m (55 3
ft.lbs.).
for reassembly. The new cap screws
come with a patch of thread-locking 2
compound on the threads.
1
19983362
Figure 5-308
19. Lower the ring gear holder, 1, and bearing,

2, assembly into the wheel hub. Match the
splines to slide the ring gear holder over the
axle tube, 3.
1 3
2
19983363
Figure 5-309
5-162
SECTION 5 - AXLES
20. Install the ring gear holder lock washer, 1,

and locknut, 2, on the axle tube. The lock
washer tabs must point up and the taper on
the locknut must be down toward the lock
washer.
1
2
19983334
Figure 5-310
21. Using the axle nut wrench tool (Part

BLR20043), 1, over the axle nut, 2, tighten
the nut slowly. While tightening the locknut,
rotate the wheel hub to seat the bearings 1
and cassette seal properly. Tighten the
locknut to 325 N·m (240 ft.lbs.) and rotate
the wheel twice. Then back the nut off and 2
retighten to 270 N·m (200 ft.lbs.).
19983364
Figure 5-311
22. Bend one lock washer tab into one of the

four slots on the locknut.
19983332
Figure 5-312
5-163
SECTION 5 - AXLES
Planetary Carrier/Axle Shaft

Disassembly 1
1. Remove the axle shaft, 1, from the planetary
carrier. The sun gear, 2, will come out of the
planetary carrier with the axle shaft. 2
19983365
Figure 5-313
2. Remove the retaining ring, 1, from the axle

shaft, and remove the sun gear, 2, from the 2
shaft. The retaining ring does not have to be
removed -- the sun gear can also slide off the 1
other end of the axle shaft.
19983366
Figure 5-314
3. With a thin punch, 1, tap the roll pins into the

planet gear pins, 2.
19983367
Figure 5-315
5-164
SECTION 5 - AXLES
4. Set the planet carrier, 1, on blocks, 2, to give

enough room to remove the planet gear
pins, 3. Tap the top of the planet gear pin to
remove it from the planet carrier.
1 2
19983382
Figure 5-316
5. Remove and discard the planet gear

O ring, 1. 1
19983371
Figure 5-317
6. Slide the planet gear out of the carrier.

Remove the top thrust washer, 1, first. The
1
top thrust washer must come out before the
gear can be removed. Remove the planet 4
gear, 2, and bottom thrust washer, 3, being
careful not to lose the needle rollers, 4.
7. Repeat steps #3 to #6 to remove the other
two planet gears in the planetary carrier.
3
2
19983368
Figure 5-318
5-165
SECTION 5 - AXLES
Planetary Carrier/Axle Shaft Inspection

1. Inspect the planet gears for chipped, worn or
replacement.
2. Inspect the inner bore, 2, of each gear for 2
wear or evidence of material transfer from
the planet gear. Measure each gear ID and
compare to the original bore diameter.
1
19983370
Figure 5-319
3. There was a design change to the planetary

gears. The old design planetary gears have
drilled lube holes, 1, through the gear body. 2
Because these holes are unnecessary, the
production gears now have no holes.
4. The newer gear, 2, is a single machined
piece with no lube orifices. The gear bore
receives adequate lubrication from the
unloaded side of the planet pin during each
revolution of the planetary assembly. 1
NOTE: Old and new gears can be mixed

in an assembly at any time with no ill
19983719
effects.
5. Check to be sure that the small lubrication Figure 5-320
drillings of the old design are free of all
debris.
6. Remove the needle rollers, 1, and spacer, 2,

from the planet gear. There should be 58 1
3
total needle rollers. Check the planet gear
needle rollers for wear. Replace the needle 2
rollers if the diameter is less than 0.63 mm
(0.249 in.). If the planet gear is being
replaced, replace the needle rollers as well.
7. Inspect the spacer, 2, for wear, damage, or
deformation. Replace the spacer if it is bent
or chipped.
8. Inspect the thrust washers, 3, for excessive
wear or material transfer. Replace if the
wear is excessive or noticeably uneven. 19983369
Figure 5-321
5-166
SECTION 5 - AXLES
9. Inspect the outside of the planet carrier, 1,

for any obvious excessive wear or
deformation. Replace if necessary. 1
10. Inspect the gear pin holes, 2, for any scoring

that could cause leaks.
2
19983373
Figure 5-322
11. Inspect the axle thrust washer, 1, for

excessive wear. Replace the thrust washer
if worn unevenly or excessively. Do not
remove the thrust washer if it is in good
condition. 1
12. Check that the pin carrier holes, 2, are not 3 2

deformed and still provide a secure pin
connection.
13. Check the outer rim, 3, of the planet carrier
for an even mating surface.
19983372
Figure 5-323
14. Inspect each gear pin carrier hole, 1,

carefully. There should be no evidence of
galling or wear. Check for sharp edges on
the gear pin mating surfaces. Smooth sharp
edges with emery cloth or a file.
19983374
Figure 5-324
5-167
SECTION 5 - AXLES
15. Inspect the sides of the sun gear for

excessive wear. Check to be sure that the
small oil groove, 1, in the sun gear is not 2
worn down excessively. 1
4 4
16. Inspect the sun gear for chipped, worn or
broken teeth, 2. A normal wear pattern on 3
replacement. Inspect the inner splines of the
gear for wear or evidence of material
transfer from the axle shaft.
17. Inspect the axle shaft, 3, for wear or 19983375
damage. Pay particular attention to the Figure 5-325
splines, 4, on the shaft ends. Inspect the
shaft end that contacts the planet carrier
thrust washer. There should be no evidence
of galling or wear.
18. Place the sun gear, 1, on the axle shaft

splines, 2, and check for rotational free play. 1
If there is noticeable free play, replace the
sun gear or axle shaft.
2
19983366
Figure 5-326
19. Inspect the planet gear pin, 1, for excessive

wear or galling. The wear surface of the pin 1
covers the majority of the center. Replace if
the pin is galled or worn unevenly.
19983371
Figure 5-327
5-168
SECTION 5 - AXLES
Planetary Carrier/Axle Shaft

Reassembly
1. Place the planet gear, 1, on one thrust
washer, 2. Coat the inside of the gear with
petroleum jelly to hold the needle rollers in
place. Insert 29 needle rollers, 3, on the
bottom row. 1
3
2
19983376
Figure 5-328
2. Install the spacer, 1, on top of the 29 bottom

row needle rollers, 2. Insert 29 needle rollers
on the top row, 3.
1
19983377
Figure 5-329
3. With all 58 needle rollers in place, coat the

needle rollers, 1, with petroleum jelly to hold
them in place. If one is available, slide a
shorter substitute pin in the planet gear to
hold the needle rollers in place during
reassembly.
19983378
Figure 5-330
5-169
SECTION 5 - AXLES
4. Slide planet gear assembly, 1, and thrust

washer, 2, into position in the planetary
carrier. Use the thrust washer as a sled to
slide the planet gear assembly into position
as a unit, and keep the needle rollers from
falling out.
19983388
Figure 5-331
5. Insert the top thrust washer, 1, over the gear

assembly, 2.
2
19983381
Figure 5-332
6. Install an O ring, 1, on the planet gear pin, 2.

4
Place the planetary carrier up on blocks to
allow room for the gear pin to slide into the
planet carrier. Line up the roll pin hole, 3, in
the planet gear with roll pin hole, 4, in the
planet carrier. Coat the pin with petroleum
3
jelly to make reassembly easier.
7. Install the planet gear pin in the planetary
carrier, being careful to keep the roll pin
holes aligned. Keep twisting to a minimum,
as twisting can damage the O ring and ruin
the oil seal. 2
1
19983382
Figure 5-333
5-170
SECTION 5 - AXLES
8. Tap the roll pin, 1, into the hole in the planet

carrier, 2, until edge of roll pin is flush with
edge of casting.
1
9. Repeat steps #1 to #8 for the other two
planet gears.
19983367
Figure 5-334
10. Slide the sun gear, 1, onto the axle shaft, 2.

Install the retaining ring, 3, into the groove
on the axle shaft. Make sure the sun gear is 1
turned the correct way, with the lubrication 3
groove, 4, out toward the end of the shaft. 2
19983366
Figure 5-335
Center Housing Inspection

1
1. Inspect the center housing, 1, for cracks or
any obvious internal damage.
2. Remove all gasket sealant from the
differential mounting surface, 2, and clean
thoroughly.
19983383
Figure 5-336
5-171
SECTION 5 - AXLES
3. Inspect the outer surface, 1, of the housing

for cracks or deformations. Check the end
axle tube mounting plates for chips or
damage that could cause an oil leak.
4. Remove all gasket sealant from the end
plates, 2, and clean thoroughly.
19983384
Figure 5-337
5. Remove the fill plug and two drain plugs.

Check the magnetic plugs, 1, for excessive 2
coarse filings. Excessive coarse filings may 1
indicate a damaged differential.
6. Inspect the washers, 2, on the fill and drain
plugs and replace if necessary.
7. Reinstall the center housing magnetic drain
plugs and fill plug. Tighten all plugs to 28
N·m (20 ft.lbs.).
19983385
Figure 5-338
Axle Reassembly
1. Place the center housing, 1, securely on 1
solid blocks, 2.
2
19983386
Figure 5-339
5-172
SECTION 5 - AXLES
2. Make sure the center housing mating

surfaces are completely clean and dry. 1
Apply an even 3 mm (1/8″) bead of silicone
gasket sealant around the axle tube mating 2
surfaces, 1, of the center housing and
around the inside shoulder, 2.
19983390
Figure 5-340
3. Lift the tube/hub assembly into place with a

chain attached to an appropriate overhead
lifting device. Install the cap screws and
tighten to 285 N·m (210 ft.lbs.).
19983329
Figure 5-341
4. Support the center housing and one wheel

hub. Lift the remaining tube/hub assembly
into place with a chain attached to an
appropriate overhead lifting device. Install
the cap screws and tighten to 285 N·m
(210 ft.lbs.).
19983327
Figure 5-342
5-173
SECTION 5 - AXLES
5. Rotate the center housing so it faces up.

1
6. Remove all pieces of gasket sealer from the
center housing and differential. Clean the
mating surface and dry completely.
19983383
Figure 5-343
7. Apply an 3 mm (1/8″) bead, 1, of silicone

gasket sealant around the mating surface of 1
the center housing. Apply an even 3 mm
(1/8″) bead of silicone gasket eliminator
around each threaded hole and around the
complete mating surface in the pattern
shown.
19983720
Figure 5-344
8. Feed two bolts, 1, with washers, 2, through

a strong chain, 3. Thread the bolts into the
differential input yoke, 4.
3
9. With an appropriate overhead lifting device,
lower the differential into position on the 1
center housing.
2
2 4
19984415
Figure 5-345
5-174
SECTION 5 - AXLES
10. Install the cap screws into the differential

and center housing.
D Tighten the four long center, raised cap
screws, 1, to 163 N·m (120 ft.lbs.). 1
D Tighten the eight short outside cap 2
screws, 2, to 215 N·m (158 ft.lbs.).
2
1
19983387
Figure 5-346
11. Slide the end of the axle shaft, 1, into the

wheel hub and axle tube until it mates with
the differential. Push down on the end of the
shaft to raise the other end high enough to
slide into the differential. The sun gear, 2,
should butt up against the thrust washer.
2
1
19983389
Figure 5-347
12. Remove the gasket sealant from the rim of

the planetary carrier and wheel hub.
1
13. Apply an even 3 mm (1/8″) bead, 1, of
silicone gasket sealant around the mating
surface of the carrier.
19983388
Figure 5-348
5-175
SECTION 5 - AXLES
14. Rotate the planet carrier as necessary to

make pusher screw holes, 1, match the
blanks on the hub.
15. Use a chain, 2, and bolt, 3, attached to an 2
appropriate overhead lifting device to move 1
the planetary carrier into position. 3
1
19983391
Figure 5-349
16. Insert a guide dowel, or dowels, 1, in the cap

screw holes of the wheel hub.
1
17. Insert a threaded pipe, 2, into the fill plug
hole.
18. Push the planet carrier into wheel hub and
mate the planet gears with the sun gear and
ring gear. Use the pipe to jiggle the carrier 1
and gears into mesh.
19983392
Figure 5-350
5-176
SECTION 5 - AXLES
19. Align the holes in the planetary carrier to the

wheel hub. Install the cap screws, 1, with
washers and tighten to 100 N·m (75 ft.lbs.).
20. Repeat steps #11 to #19 on the other axle
shaft and planetary carrier.
21. Fill the axle center housing with approved oil 1
as described in the Operator’s Manual.
Check the sight gauge to confirm the
housing is full.
Axle Center
Model Trans Package Housing
19983319
2240 All All 32.9 liters
(8.7 US gal) Figure 5-351

2310 (7.1 US gal)
2335
2375
(7.1 US gal)
(7.1 US gal)
22. Fill each wheel hub as described in the

D Heavy Duty axle hubs take 12.0 liters
(2.0 US gal) of 85W140GL5 (above
0°C/32°F) or 80W90GL5 (below
0°C/32°F).
D Normal axle hubs take 7.6 liters (3.2 US
gal) of 85W140GL5 (above 0°C/32°F) or
80W90GL5 (below 0°C/32°F).
Front Axle Installation

1. Roll or lift the axle into position under the
tractor.
2. Position a forklift, 1, on either side of the
tractor. Wrap a strong chain, 2, around each
forklift arm and wheel hub. Keep the chain in
place with a pin on the forklift arm.
Coordinate the two forklifts and raise them 1
1
to raise the axle evenly.
2
19983243
Figure 5-352
5-177
SECTION 5 - AXLES
3. Raise the axle until the axle tube mounting

brackets, 1, are each about a foot or so from
the frame mounting brackets, 2. Slide a pin,
3, with a hook through the mounting
brackets to guide the axle into place.
2 3
1
19983244
Figure 5-353
4. Check under the tractor at the rear of the

hydraulic tank, 1, to make sure the axle, 2,
clears the hydraulic hose fitting, 3, and 2
temperature sender, 4, as the axle is raised.
4
19981084
Figure 5-354
5-178
SECTION 5 - AXLES
19984389
Figure 5-355
5. Install all eight bolts, 1, washers, 2, and the

inner nuts, 3, and tighten until snug. Lower
the fork lifts and remove the supporting
chains.
6. Tighten the inner nuts, 3, to 1355 N·m
(1000 ft.lbs.). Install special tool BLR20026
to the outer locking nuts, 4, and tighten them
to 500 N·m (370 ft.lbs.).
7. Pull the front axle drive shaft, 1, front to

engage the drive shaft with the differential 3
2
input yoke, 2.
8. Secure the shaft in place with two bearing
straps and four new special cap screws, 3.
Tighten the bearing strap cap screws to
75 N·m (55 ft.lbs.). Always replace the yoke
cap screws when reconnecting a drive shaft.
2425 tractors -- Install the four grade 8 bolts
securing the U joint to the differential input 1
yoke. Tap the U-joint with a hammer to fully
seat in the yokes without pulling them in with 3
19983468
the cap screws. Tighten the U-joint bolts to
122 N·m (90 ft.lbs.). Figure 5-356
5-179
SECTION 5 - AXLES
9. Install the wheels as described in the

Operator’s Manual. 1
10. Jack up the front frame and remove the two
10,000 lb. jack stands, 1, under the nose of
the tractor.
11. If the axle is a differential lock axle, install the
electric shift unit as described in this section.
12. Reconnect the batteries as described in
19983241
Figure 5-357
Rear Axle Installation

1. Use a forklift wide enough to span the
outside of the frame. Place a wood block, 1,
on the fork lift fork, under the curved part of
the axle tube. Raise the forklift to press the
forks against the axle. Secure the axle with
a chain, 2, around the axle, 3, and fork lift
fork, 4. Once secure, raise the axle to about
a foot below the frame mounting bracket. 3
2 1
4
19983236
Figure 5-358
2. With the axle tube mounting bracket, 1,

within a foot of the frame, 2, slip a pin, 3, with 4
a hook through a frame and mounting
bracket hole. This will guide the axle into
place on the frame. Remove the chain.
Install a bolt, 4, when the axle comes close 2 1
enough to the frame. Raise the forklift to
press the axle against the frame.
3
19983237
Figure 5-359
5-180
SECTION 5 - AXLES
19984389
Figure 5-360
3. Install all eight bolts, 1, washers, 2, and the

inner nuts, 3, and tighten until snug. Lower
the fork lifts and remove the supporting
chains.
4. Torque the nuts, 3, and 4, to 1355 N·m
(1000 ft.lbs.). There are four sets of nuts on
each end of both axles
5. Install the drawbar cage as described in
Section 10 — Frames. Tighten the drawbar
cage bolts to 475 N·m (350 ft.lbs.).
6. Install the drawbar as described in
Section 10 — Frames. Tighten the drawbar
slider block and clevis bolts to 1080 N·m
(800 ft.lbs.).
5-181
SECTION 5 - AXLES
7. Install the breather tube, 1, onto the top of

the oil level gauge, 2, on the center
housing, 3.
19983232
Figure 5-361
8. Pull the rear axle drive shaft, 1, back to

engage the drive shaft with the differential
input yoke, 2.
19983240
Figure 5-362
9. Secure the shaft in place with two bearing

straps, 1, and four new special cap screws,
2. Tighten the bearing strap cap screws to
75 N·m (55 ft.lbs.). Always replace the yoke
cap screws when reconnecting a drive shaft.
2
2425 tractors -- Install the four grade 8 bolts 1
securing the U joint to the differential input
yoke. Tap the U-joint with a hammer to fully
seat in the yokes without pulling them in with
the cap screws. Tighten the U-joint bolts to
122 N·m (90 ft.lbs.).
19984417
Figure 5-363
5-182
SECTION 5 - AXLES
10. Install the four mounting bolts, 1, securing

the steady bearing, 2, to the frame, 3.
Tighten the bolts securely.
11. Install the wheels as described in the
12. Jack up the rear frame and remove the two
10,000 lb. jack stands under the rear frame.
Remove the 10,000 lb. jack stand under the
front frame. 1
2
3
19983230
Figure 5-364
PLANETARY CARRIER AND GEARS IN

FRAME
Removal
4. If possible, rotate the wheel so the center fill

plug, 1, is toward the top of the wheel.
2
5. Remove the hub cap screws, 2, and
1
19983448
Figure 5-365
5-183
SECTION 5 - AXLES

end of a long pipe.
19983320
Figure 5-366

with a strong weld.
19983321
Figure 5-367
8. Place an oil pan, 1, under the hub to catch

oil still remaining in the hub. Use the carrier
pusher screw holes, 2, to separate the
carrier from the hub. Screw the long pipe
lifting tool, 3, into the fill plug hole in the
carrier.
2 2
1
19983449
Figure 5-368
5-184
SECTION 5 - AXLES
9. If desired, use an appropriate overhead

lifting device to support the carrier with a
chain, 1, and bolts, 2, through the carrier rim. 1
NOTE: The planetary carrier assembly
weighs about 100 kg (220 lbs.).
wheel hub and place on the floor or bench.
2
19983450
Figure 5-369
Disassembly
1. With a thin punch, 1, tap the roll pins into the
planet gear pin, 2.
1
19983367
Figure 5-370
2. Set the planet carrier, 1, on blocks, 2, to give

enough room to remove the planet gear
pins, 3. Tap the top of the planet gear pin to
remove it from the planet carrier.
1 2
19983382
Figure 5-371
5-185
SECTION 5 - AXLES
3. Remove and discard the planet gear

O ring, 1.
1
19983371
Figure 5-372
4. Slide the planet gear out of the carrier.

Remove the top thrust washer, 1. The top
thrust washer must come out before the 1
gear can be removed. Remove the planet 4
gear, 2, and bottom thrust washer, 3, being
careful not to lose the needle rollers, 4.
5. Repeat steps #1 to #4 to remove the other
two planet gears in the planetary carrier.
3
2
19983368
Figure 5-373
Inspection
1. Inspect the planet gears for chipped, worn or
replacement.
2. Inspect the inner bore, 2, of each gear for 2
wear or evidence of material transfer from
the planet gear. Measure each gear ID and
compare to the original bore diameter.
1
19983370
Figure 5-374
5-186
SECTION 5 - AXLES
3. There was a design change to the planetary

gears. The old design planetary gears have
drilled lube holes, 1, through the gear body. 2
Because these holes are unnecessary, the
production gears now have no holes.
4. The newer gear, 2, is a single machined
piece with no lube orifices. The gear bore
receives adequate lubrication from the
unloaded side of the planet pin during each
revolution of the planetary assembly. 1
NOTE: Old and new gears can be mixed

in an assembly at any time with no ill
effects. 19983719
5. Check to be sure that the small lubrication Figure 5-375

drillings of the old design are free of all
debris.
6. Remove the needle rollers, 1, and spacer, 2,

from the planet gear. There should be 58 1
3
total needle rollers. Check the planet gear
needle rollers for wear. Replace the needle 2
rollers if the diameter is less than 0.63 mm
(0.249 in.). If the planet gear is being
replaced, replace the needle rollers as well.
7. Inspect the spacer, 2, for wear, damage, or
deformation. Replace the spacer if it is bent
or chipped.
8. Inspect the thrust washers, 3, for excessive
wear or material transfer. Replace if the
wear is excessive or noticeably uneven. 19983369
Figure 5-376
9. Inspect the outside of the planet carrier, 1,

for any obvious excessive wear or
deformation. Replace if necessary. 1
10. Inspect the gear pin holes, 2, for any scoring
that could cause leaks.
2
19983373
Figure 5-377
5-187
SECTION 5 - AXLES
11. Inspect the axle thrust washer, 1, for

excessive wear. Replace the thrust washer
if worn unevenly or excessively. Do not
remove the thrust washer if it is in good
condition. 1
12. Check that the pin carrier holes, 2, are not
deformed and still provide a secure pin 3 2
connection.
13. Check the outer rim, 3, of the planet carrier
for an even mating surface.
19983372
Figure 5-378
14. Inspect each gear pin carrier hole, 1,

carefully. There should be no evidence of
galling or wear. Check for sharp edges on
the gear pin mating surfaces. Smooth sharp
edges with emery cloth or a file.
19983374
Figure 5-379
15. Inspect the planet gear pin, 1, for excessive

wear or galling. The wear surface of the pin
covers the majority of the center. Replace if 1
the pin is galled or worn unevenly.
19983371
Figure 5-380
5-188
SECTION 5 - AXLES

replacement.
17. Check the sun gear for rotational free play
on the axle shaft, 2. If there is noticeable free
play, replace the sun gear or axle shaft. 1
18. Inspect the axle shaft end for wear or
damage. There should be no evidence of 2
galling or wear.
19983453
Figure 5-381
Reassembly
1. Place the planet gear, 1, on one thrust
washer, 2. Coat the inside of the gear with
petroleum jelly to hold the needle rollers in
place. Insert 29 needle rollers, 3, on the
bottom row.
1
3
2
19983376
Figure 5-382
2. Install the spacer, 1, on top of the 29 bottom

row needle rollers, 2. Insert 29 needle rollers
on the top row, 3.
1
19983377
Figure 5-383
5-189
SECTION 5 - AXLES
3. With all 58 needle rollers in place, coat the

needle rollers, 1, with petroleum jelly to hold
them in place. If one is available, slide a
shorter substitute pin in the planet gear to
hold the needle rollers in place during
reassembly.
19983378
Figure 5-384
4. Slide planet gear assembly, 1, and thrust

washer, 2, into position in the planetary
carrier. Use the thrust washer as a sled to
slide the planet gear assembly into position
as a unit, and keep the needle rollers from
falling out.
19983388
Figure 5-385
5. Insert the top thrust washer, 1, over the gear

assembly, 2.
2
19983381
Figure 5-386
5-190
SECTION 5 - AXLES
6. Install an O ring, 1, on the planet gear pin, 2.

Place the planetary carrier up on blocks to 4
allow room for the gear pin to slide into the
planet carrier. Line up the roll pin hole, 3, in
the planet gear with roll pin hole, 4, in the
planet carrier. Coat the pin with petroleum
jelly to make reassembly easier.
7. Install the planet gear pin in the planetary
3
carrier, being careful to keep the roll pin
holes aligned. Keep twisting to a minimum,
as twisting can damage the O ring and ruin 2
the oil seal.
1
19983382
Figure 5-387
8. Tap the roll pin, 1, into the hole in the planet

carrier, 2, until edge of roll pin is flush with
edge of casting.
9. Repeat steps #1 to #8 for the other two 1
planet gears.
19983367
Figure 5-388
Installation
1. Make sure the sun gear, 1, butts up against 2
the axle tube thrust washer, 2.
19983453
Figure 5-389
5-191
SECTION 5 - AXLES

1
3. Apply an even 1/8″ bead, 1, of silicone
gasket sealant around the mating surface of
the carrier.
19983388
Figure 5-390

make pusher screw holes match the blanks
on the hub. Use a chain, 1, with two bolts, 2, 1
attached to an appropriate overhead lifting
device to move the planetary carrier into
position. Insert a guide dowel, or dowels, in
the cap screw holes of the wheel hub, to aid
in guiding the carrier into position.
2
5. Insert a threaded pipe into the fill plug hole.
Push the planet carrier into wheel hub and
ring gear. Use the pipe to jiggle the carrier
19983450
Figure 5-391

wheel hub. Install the cap screws, 1, with
washers and tighten to 100 N·m (75 ft.lbs.). 1
7. Fill the wheel hub with oil as described in the

(2.0 US gal) of 85W140GL5 (above
0°C/32°F) or 80W90GL5 (below
0°C/32°F).
gal) of 85W140GL5 (above 0°C/32°F) or
80W90GL5 (below 0°C/32°F). 19983448
Figure 5-392
5-192
SECTION 5 - AXLES
AXLE SHAFT IN FRAME

NOTE: If axle shaft is broken, it may be 2
necessary to also remove the differential
from the center housing.
1
Removal
in the Operator’s Manual. 19983448
4. If possible, rotate the wheel so the center fill Figure 5-393

plug, 1, is toward the top of the wheel.
5. Remove the hub cap screws, 2, and

end of a long pipe.
19983320
Figure 5-394

with a strong weld.
19983321
Figure 5-395
5-193
SECTION 5 - AXLES
8. Place an oil pan, 1, under the hub to catch

oil still remaining in the hub. Use the carrier
pusher screw holes, 2, to separate the
carrier from the hub. Screw the long pipe
lifting tool, 3, into the fill plug hole in the
carrier.
2 2
1
19983449
Figure 5-396
9. If desired, use an appropriate overhead

lifting device to support the carrier with a
chain, 1, and bolts, 2, through the carrier rim. 1
NOTE: The planetary carrier assembly

weighs about 100 kg (220 lbs.).
wheel hub and place on the floor or bench. 2
19983450
Figure 5-397
11. Pull the axle shaft, 1, completely out of the

axle and place on the floor or bench.
19983451
Figure 5-398
5-194
SECTION 5 - AXLES
Disassembly
1. Remove the retaining ring, 1, from the axle 2
shaft, and remove the sun gear, 2, from the
shaft. The retaining ring does not have to be 1
removed -- the sun gear can also slide off the
other end of the axle shaft.
19983366
Figure 5-399
Inspection
1. Inspect the sides of the sun gear for 2
excessive wear. Check to be sure that the
small oil groove, 1, in the sun gear is not 1 4
4
worn down excessively.
3
replacement. Inspect the inner splines of the
gear for wear or evidence of material
transfer from the axle shaft. 19983375
3. Inspect the axle shaft, 3, for wear or Figure 5-400

damage. Pay particular attention to the
splines, 4, on the shaft ends. Inspect the
shaft end that contacts the planet carrier
thrust washer. There should be no evidence
of galling or wear.
4. Place the sun gear, 1, on the axle shaft

splines, 2, and check for rotational free play. 1
If there is noticeable free play, replace the
sun gear or axle shaft.
2
19983366
Figure 5-401
5-195
SECTION 5 - AXLES
Reassembly
1. Slide the sun gear, 1, onto the axle shaft, 2. 1
Install the retaining ring, 3, into the groove
on the axle shaft. Make sure the sun gear is 3
turned the correct way, with the lubrication 2
groove, 4, out toward the end of the shaft.
4
19983366
Figure 5-402
Installation
2
1. Slide the end of the axle shaft into the wheel
hub and axle tube until it mates with the
differential. Push down on the end of the
shaft to raise the other end high enough to
slide into the differential. The sun gear, 1,
should butt up against the thrust washer, 2.
19983453
Figure 5-403

1
3. Apply an even 1/8″ bead, 1, of silicone
gasket sealant around the mating surface of
the carrier.
19983388
Figure 5-404
5-196
SECTION 5 - AXLES

make pusher screw holes match the blanks
on the hub. Use a chain, 1, with two bolts, 2, 1
attached to an appropriate overhead lifting
device to move the planetary carrier into
position. Insert a guide dowel, or dowels, in
the cap screw holes of the wheel hub, to aid
in guiding the carrier into position.
2
5. Insert a threaded pipe into the fill plug hole.
Push the planet carrier into wheel hub and
ring gear. Use the pipe to jiggle the carrier
19983450
Figure 5-405

wheel hub. Install the cap screws, 1, with 1
washers and tighten to 100 N·m (75 ft.lbs.).
7. Fill the wheel hub with oil as described in the
(2.0 US gal) each of 85W140GL5
(above 0°C/32°F) and 80W90GL5
(below 0°C/32°F).
gal) each of 85W140GL5 (above
0°C/32°F) and 80W90GL5 (below 19983448
0°C/32°F).
Figure 5-406
DIFFERENTIAL IN FRAME
Recommended equipment — One-ton flat floor
jack (Snap-on part #YA727; to order parts, call
1-800-775-7696)
19983454
Figure 5-407
5-197
SECTION 5 - AXLES
Recommended equipment — Special tool (part

3
BLR20073)
1 2
Includes:
D Mounting assembly with mounting bracket, 4
1, sliding plate, 2, adjustable support arm, 3,
and attaching link, 4.
D Guide bolts, 5 (four) -- 10″ long with 5/8-11
UNC thread.
D Mounting bolts, 6, for special tool (four) -- 2
1/4″ long with 3/4-10 UNC thread.
5 6
Removal 19983452
1. Park the tractor on a level surface, steer the Figure 5-408

4. Drain the axle center housing as described

5. If the axle is a differential lock axle, remove

the electric shift unit, 1, as described in this
section. Test or overhaul the unit as
described in this section, if necessary.
6. Remove the axle shafts as described in this
section. It is not necessary to remove the
axle shafts completely. The axle shafts may
rest in the wheel hub, as long as the axle
shaft ends are over a foot out of the hub.
7. Rear differential only -- Remove the drawbar
as described in Section 10 — Frames. 1
8. Rear differential only -- Remove the rear 19984390
axle drive shaft as described in this section.
Figure 5-409
9. Front differential only -- Remove the front
axle drive shaft as described in this section.
5-198
SECTION 5 - AXLES
10. Mount the differential adapter, 1,

(BLR20073) on the floor jack, 2, with the four 1 3
3/4″ bolts, 3. Mount the adapter so that the 4
curved end, 4, is toward the middle of the
jack. 2
11. Loosen all the connecting bolts, 5.

12. Loosen the four jack adjustment screws, 6. 5
6
19984393
Figure 5-410
13. Position the jack under the tractor so that the

curved plate, 1, of the adapter rests against
the wide differential rim, 2. Raise the jack
until the curved plate of the adapter presses 2
against the differential rim and the jack finds
a settling point with the adapter still mostly
level. 1
19983455
Figure 5-411
14. Remove a bottom bolt, 1, from the yoke seal

rim and slide the mounting arm, 2, and link,
3, into place behind the bolt. Tighten the
yoke bolt, 1, securely before tightening the 1
other mounting bolts.
3
2
19984394
Figure 5-412
5-199
SECTION 5 - AXLES
15. Adjust sliding plate, 1. Tighten the sliding

bracket nuts, 2, completely.
19984395
1
Figure 5-413
16. Then tighten the arm link bolt, 1, the arm

extension bolt, 2, and the arm bracket bolt,
3. Check that all bolts are tightened
securely. 1
CAUTION: THE DIFFERENTIAL IS VERY

HEAVY, ABOUT 180 KG (400 LBS.).
MAKE SURE ALL THE MOUNTING
BOLTS ARE TIGHT AND THE OUTSIDE 2
DIFFERENTIAL RIM IS ON THE CURVED
PART OF THE ADAPTER. 19984396
Figure 5-414
17. Tighten the jack adjustment screws, 1.

2
18. Remove four cap screws and install four 2
long guide bolts, 2, through the differential
and into the center housing.
19. Remove the remaining cap screws.
20. Slide the differential away from the housing.
When the differential is free and fully
supported by the jack, remove the four guide
bolts.
1
21. Lower the jack and roll the differential out
from under the tractor.
19984397
Figure 5-415
5-200
SECTION 5 - AXLES
Disassembly, Inspection, and

Reassembly
Due to the large number of differentials installed
on Buhler Versatile 4WD tractors, differential
service is not covered in this manual. Options for
repairing differentials are:
D Complete differential replacement
through New Holland North America
D Manufacturer overhaul at local OEM
truck, large tractor, or Eaton dealer
For differential service or overhaul, contact any
local OEM truck dealer, distributor, or service
shop for an Eaton-qualified differential
technician. Or call the Eaton Service Support for
the nearest truck, large tractor, or Eaton dealer
at 1-800-TCM-HELP (USA) or 1-800-387-3935
(Canada).
NOTE: No disassembly is required if the
differential will be overhauled. Leave the
input yoke on and take the complete
assembly to a local dealer. Also,
replacement differentials from Buhler
Versatile come with the yoke installed. There
is no need to remove the old yoke.
Installation
1. Mount the differential adapter on the floor
jack with the four 3/4″ bolts, 1. Mount the
adapter so that the curved end is toward the 2
middle of the jack.
2. Lift the differential carrier, 2, into position on 3
the jack, 3, with an appropriate overhead
lifting device.
1
3. Tighten all the connecting bolts.
4
4. Level the differential as best as possible
using the four jack adjusting bolts, 4.
19984398
5. Clean the mating surface, and dry
completely. Figure 5-416
CAUTION: THE DIFFERENTIAL IS VERY

HEAVY, ABOUT 180 KG (400 LBS.).
MAKE SURE ALL THE MOUNTING
BOLTS ARE TIGHT AND THE OUTSIDE
DIFFERENTIAL RIM IS ON THE CURVED
PART OF THE ADAPTER.
5-201
SECTION 5 - AXLES
6. Remove all pieces of gasket or sealer from

the center housing. Clean the mating
surface and dry completely.
7. Apply an 1/8″ bead, 1, of silicone gasket
maker around the mating surface of the
center housing.
1
19984399
Figure 5-417
8. Lower the jack and roll the differential into

1
position under the tractor.
9. Raise the jack and install the four long guide 1
bolts, 1.
10. Roll the jack to slide the differential into
position on the center housing. Install the
cap screws into the differential and center
housing. Use the adjusting screws, 2, if
necessary, to tilt the differential.
2
19984397
Figure 5-418
11. Install the four center, raised cap screws, 1.

Install the eight shorter, outside cap screws, 2 1
2.
12. Remove the yoke plate mounting bolt, 3, 4
from the attaching link, 4. Lower the jack and
remove it from under the tractor. 3
19984394
Figure 5-419
5-202
SECTION 5 - AXLES
13. Install the cap screws into the differential

and center housing.
D Tighten the four long center, raised cap 1
screws, 1, to 163 N·m (120 ft.lbs.).
D Tighten the eight short outside cap
screws, 2, to 215 N·m (158 ft.lbs.). 2
2
19983387
Figure 5-420
14. Tap the threads of the yoke bolt hole, 1, and

clean with a non-residue cleaning solvent,
and blow dry with compressed air. The
22000 model differential has a 9/16″ - 12
UNF threaded bolt and the 23000 model has
a 5/8″ - 11 UNF threaded bolt.
Add thread locking compound to the threads
of the cap screw, 2. Install the cap screw.
Tighten the 22000 model bolt to 180 N·m
(133 ft.lbs.). Tighten the 23000 model bolt to
215 N·m (158 ft.lbs.).
15. Install the axle shafts as described in this 2 1
section. 19984416
16. Fill the axle center housing with oil as Figure 5-421
described in the Operator’s Manual. Check
the sight gauge to confirm the housing is full.
D Use 85W140FL5 (above 0°C/32°F) or
80W90GL5 (below 0°C/32°F).
Axle
Model Trans Package Center Housing
2240 All All 32.9 liters (8.7 US gal)
2310
17. Tighten the center housing magnetic drain

plugs and fill plug to 28 N·m (20 ft.lbs.).
18. If the axle is a differential lock axle, install the
electric shift unit as described in this section.
5-203
SECTION 5 - AXLES
ELECTRIC SHIFT UNIT -

DIFFERENTIAL LOCK
NOTE: Before removing the electric shift
unit, test the circuit and differential lock
function as described in the
Troubleshooting and Testing section in this
manual.
Removal
2. Turn the differential lock OFF by pressing
the brake or pressing the switch on the right
console.
5. Place an oil pan under the differential to
catch any oil that might leak from the shift
fork lever rubber diaphragm.
6. Remove the electrical harness, 1, from the

top of the electrical shift unit, 2.
7. Remove the lower nut, 3, and the upper set 1
screw nut, 4. 2
Disassembly
NOTE: Before disassembling the unit, retest 4
the unit on the bench as follows to confirm
that the unit is faulty. Remove the harness on
the unit and supply a 12 V negative (ground)
connection to the center socket of the 3
connector.
19984390
Apply 12 V power to one of the outside
sockets and observe the movement of the Figure 5-422
motor. Apply 12 V power to the opposite
outside socket and observe the movement
of the motor. If motor does not move in both
directions, overhaul the unit as follows. If
motor operates correctly on the bench but
not on the tractor, carefully inspect or repair
the wiring harness and reinstall the unit.
5-204
SECTION 5 - AXLES
1. Remove the four screws, 1, securing the two

housing parts. 2
2. Separate the base housing, 2, from the

motor housing, 3, being careful not to
damage the sealing flange.
1 1
3
19983721
Figure 5-423
3. Remove the slider block, 1, assembly from

the motor housing, 2.
4. Remove the shaft, 3, from the slider block. 1
3
2
19983722
Figure 5-424
5. Remove the four retaining screws, 1, on the

head cover, 2. Remove the cover from the
unit. Use a thin tip screwdriver to pry the 2
cover off, if necessary.
19984420
Figure 5-425
5-205
SECTION 5 - AXLES
6. Disconnect the lead wires, 1, from the inside

of the head cover terminals, 2.
7. Remove the retaining locknut, 3, securing
the circuit board. 1
2
19983723
Figure 5-426
8. Lift the circuit board, 1, up out of the unit.

Remove the black wire, 2, from the circuit 1
board terminal.
19983724
Figure 5-427
9. Connect the motor housing to a 12 V

negative (ground) connection to one of the
bolts on the motor housing.
10. Apply 12 V power supply to the black motor
wire terminal lead:
D If the motor does not run, replace the
motor.
D If the motor runs, the circuit board is
faulty and needs replaced.
19984418
Figure 5-428
5-206
SECTION 5 - AXLES
11. Remove the circuit board washer, 1, from

the retaining bolt, 2.
1
19983725
Figure 5-429
12. Remove the three screws, 1, from the motor,

2, mounting.
19984421
Figure 5-430
13. Remove the motor, 1, from the housing, 2,

being careful to guide the motor wire
terminal through the housing hole. Use a
thin tip screwdriver, 3, to pry the motor off, if
necessary.
1
2
19983726
Figure 5-431
5-207
SECTION 5 - AXLES
14. Remove the gear locknut by holding the end

of the shifting shaft with locking pliers, 1. Pull
the shaft, gear and flat washer out of the
housing. Retain the washer, 2, and remove
the ground lead wire.
2
19983727
Figure 5-432
15. Remove the cam pins, 1, from the holes in

the gear side of the housing.
1
NOTE: It should not be necessary to
disturb the switch spring when the cam
pins are removed from the gear side of
the housing. Only disturb the switch
spring if it is obviously damaged.
19983728
Figure 5-433
5-208
SECTION 5 - AXLES
Inspection
Figure 5-434
5-209
SECTION 5 - AXLES
1. Remove any remaining sealant on all

mating surfaces.
2. Clean all parts except the motor and circuit
board with cleaning solvent and allow to dry.
Inspect the parts for any obvious wear or
damage. Replace the worn part, if
necessary.
3. Inspect the control gear teeth for wear.
4. Inspect the motor worm gear for excessive
wear on the teeth or bending of the shaft.
Replace the motor if necessary.
5. Inspect the internal wires for corrosion.
Replace any corroded wires.
Reassembly
IMPORTANT: Use only Rheolube 362 for shift
unit lubrication (Eaton part #113741). A tube is
included in Eaton shift unit service kits. Other
lube types may not protect the shift unit during
low temperature conditions.
1. Lubricate the cam pins, 1, and insert them

into the holes in the gear side of the housing.
1
19983730
Figure 5-435
5-210
SECTION 5 - AXLES
2. Lubricate the gear face, 1, that contacts the

gear washer, and lubricate both sides of the
gear washer.
1
19983731
Figure 5-436
3. Lubricate the gear teeth, 1, completely filling

the cavities between the teeth. Lubricate the 1
raised shoulder, 2, on the gear shaft.
2
19983732
Figure 5-437
4. Assemble the shaft, 1, gear, 2, and flat

washer, 3. 2
5. Install the gear shaft assembly into the 3
1
housing.
19983733
Figure 5-438
5-211
SECTION 5 - AXLES
6. Connect the ground lead wire, 1, and install

the gear locknut, 2.
2 1
1998374
Figure 5-439
7. While holding the shaft end with locking

pliers, 1, tighten the gear locknut, 2, to
8.5 N·m (75 in.lbs.).
1
2
19983727
Figure 5-440
8. Rotate the gear, 1, counterclockwise to

make sure the gear does not bind. The gear
should not turn clockwise.
1
19983735
Figure 5-441
5-212
SECTION 5 - AXLES
9. Lubricate the shaft, 1, completely and install

the shaft into the slider block, 2.
10. Fill the cavity, 3, next to the motor shaft hole
with lubricant. Fill the whole slot area, 4, of
the slider block with lubricant.
1 3 4 2
19983736
Figure 5-442
11. Rotate the gear, 1, so the gear pin, 2, is 90

degrees away from the shaft centerline. 5
2
12. Place the slider block assembly, 3, into the 1
housing so the block shaft, 4, rests in the
recessed pockets, 5, in the housing.
NOTE: Move the slider block if the gear
pin fails to engage.
4
3
19983737
Figure 5-443
13. Make sure the housing mating surfaces are

clean. Apply an even bead of gasket 4
sealant, 1, around the outer edge of the
base housing, 2.
14. Bring the two housing parts together,
aligning the dowel pin, 3, with the hole, 4, in
the motor housing. Be careful not to damage
the sealing flange.
3
1
2
19983738
Figure 5-444
5-213
SECTION 5 - AXLES
15. Install the four cap screws, 1, that connect

the two housing parts, but do not tighten.
16. Check that the housings are mated correctly
by wiggling the slider block, 2, from side to
side. The slider block should have a bit of
free play while engaged. If the block does
not have free play, loosen the cap screws
and check the position of the block.
1
19983739
Figure 5-445
17. When the slider block position is correct,

tighten the cap screws, 1, to 12.0 N·m
(105 in.lbs.).
19984419
Figure 5-446
18. Apply an even bead of gasket sealant, 1,

around the motor shaft, 2, and wire, 3. 1
19983740
Figure 5-447
5-214
SECTION 5 - AXLES
19. Install the motor, 1, on the housing, 2,

guiding the motor wire lead through the
housing hole.
20. Tighten the three screws into the motor
mounting to 5.7 N·m (50 in.lbs.). 3
3
2
19984421
Figure 5-448
21. Install the circuit board washer, 1, onto the

retaining bolt, 2, on top of the gear locknut.
1
2
19983741
Figure 5-449
22. Plug the black wire, 1, into the circuit board

terminal, 2.
1
19983742
Figure 5-450
5-215
SECTION 5 - AXLES
23. Lower the circuit board, 1, into the unit.

Install the retaining locknut, 2, securing the
circuit board. Tighten the locknut to 1.7 N·m 1
(15 in.lbs.).
2
19983743
Figure 5-451
24. Apply gasket sealant in the cover gasket

groove and install the gasket, 1. Apply 1
gasket sealant to the mating surfaces. 5
25. Connect the circuit board lead wires, 2,
according to the marks on the cover. Attach 4
the black wire, 3, green wire, 4, and red
wire, 5. 3
19983744
Figure 5-452
26. Place the cover on the unit. Install the four

retaining screws on the head cover. Tighten
to 5.7 N·m (50 in.lbs.).
19984420
Figure 5-453
5-216
SECTION 5 - AXLES
Installation
1. Move the differential shift fork so it is in its
most perpendicular position. Remove the
rubber boot. Place the “Fit-Up Card” over
the shift fork so card touches either the
differential housing or the shift fork. If the
shift fork catches on the “Fit-Up Card”,
carefully grind the fork to fit the template.
Replace the rubber boot when finished.
19983745
Figure 5-454
2. Check the shift fork, 1, moves freely.

Position the electric shift unit over the shift
fork so it engages the shuttle inside the
electric shift unit. Move the electric shift unit 1
back and forth to move the shift fork. If the
shift fork moves with the unit, the fork is
engaged.
19984391
Figure 5-455
3. Install the lower nut, 1, and the upper set

screw and nut, 2. Tighten both to 55 N·m
(50 ft.lbs.). 3
4. Install the electrical harness, 3, on the top of
the electrical shift unit by snapping it into
place. 2
DIFFERENTIAL LOCK SWITCH 1

Removal
19984390
tractor straight, and set the parking brake. Figure 5-456
2. Turn the differential lock switch OFF on the

right console.
5-217
SECTION 5 - AXLES
5. Remove the right side console cowling, 1, by

removing the six attaching screws, 2. 1
6. Detach the right side console cowling from
the floor louver duct by cutting the tie strap.
Remove the cowling from the cab.
19995030
Figure 5-457
7. From the underside of the console, pinch the

differential lock retaining clips together and
pull the switch, 1, through the console. 1
8. Disconnect the switch harness plug from the
switch.
19983143
Figure 5-458
Inspection
1. Check the switch for proper mechanical
operation. The switch should always spring
back to the neutral position when released.
2. The following details the pin connections for
the momentary switch. Using an ohmmeter,
check the switch for continuity at the pins
indicated.

LOCK 2-3, 5-6
NEUTRAL 5-6 19983746
UNLOCK 1-2, 4-5 Figure 5-459
Replace the switch if it is defective due to

continuity problems or broken internal parts.
5-218
SECTION 5 - AXLES
Installation NOTE: Be sure to reinstall the floor

1. Install the switch into the right console by louver duct work to the louver before
snapping it down into position. installing the cowling.
2. Install the wire harness connector to the 4. Reconnect the battery cables to the
bottom of the switch by pressing it onto the batteries as described in Section 3 -
switch terminals. Electrical System of this manual.
3. Reinstall the right side console cowling

using the hardware removed.
5-219
SECTION 5 - AXLES

COMPONENT HOURS
Differential Lock Testing 0.7 hr.
Flexible Coupler, incl. Laser Alignment (1.8 hours total)
R&R Coupler 1.0 hr.
Inspection 0.3 hr.
Laser Alignment 0.5 hr.
Input Drive Shaft -- -- 2240, 2270, 2310, 2360 (2.1 hours total)
R&R Input Drive Shaft 0.8 hr.
Disassembly, Inspection, & Reassembly 1.3 hr.
Input Drive Shaft -- -- 2425 (1.6 hours total)
R&R Input Drive Shaft 0.8 hr.
Front Axle Drive Shaft -- -- 2240, 2270, 2310, 2360 (2.1 hours total)
R&R Front Axle Drive Shaft 0.8 hr.
Front Axle Drive Shaft -- -- 2425 (1.6 hours total)
R&R Front Axle Drive Shaft 0.8 hr.
Articulation Drive Shaft -- -- 2240, 2270, 2310, 2360 (2.1 hours total)
R&R Articulation Drive Shaft 0.8 hr.
Articulation Drive Shaft -- -- 2425 (1.6 hours total)
R&R Articulation Drive Shaft 0.8 hr.
Rear Axle Drive Shaft and Steady Bearing -- -- 2240, 2270, 2310, 2360 (3.0 hours total)
R&R Rear Axle Drive Shaft 1.0 hr.
Rear Axle Drive Shaft and Steady Bearing -- -- 2425 (2.5 hours total)
R&R Rear Axle Drive Shaft 1.0 hr.
5-220
SECTION 5 - AXLES
COMPONENT HOURS
Complete Axle Overhaul -- Out of Frame
(Front axle -- 15 hours total)
(Rear axle w/3 pt. -- 17 hours total)
(Rear axle w/o 3 pt. -- 19 hours total)
R&R Front Axle (incl. wheels) 4.0 hr.
R&R Rear Axle Without 3 Point Hitch (incl. wheels, drawbar, and drawbar cage) 6.0 hr.
R&R Rear Axle With 3 Point Hitch (incl. wheels, drawbar, and lower link brackets) 8.0 hr.
Axle Disassembly & Reassembly 2.8 hr.
Differential Disassembly & Reassembly N/A*
Differential Inspection N/A*
Wheel Hub/Axle Tube Disassembly & Reassembly (both) 4.0 hr.
Wheel Hub/Axle Tube Inspection (both) 0.6 hr.
Planetary Carrier/Shaft Disassembly & Reassembly (both) 2.2 hr.
Planetary Carrier/Axle Shaft Inspection (both) 1.2 hr.
Center Housing Inspection 0.3 hr.
Front Differential in Frame, incl. Axle Shafts (3.4 hours total)
R&R Front Differential 3.4 hr.
Disassembly, Inspection & Reassembly N/A*
Rear Differential in Frame, incl. Axle Shafts (5.4 hours total)
R&R Rear Differential (incl. drawbar removal) 5.4 hr.
Disassembly, Inspection & Reassembly N/A*
* Due to the large variety of differentials installed on Buhler Versatile 4WD tractors, differential service is not
covered in this manual. Options for repairing differentials are:
D Complete differential replacement through Buhler Versatile Inc
D Manufacturer overhaul at local OEM truck, large tractor, or Eaton dealer
1--800--TCM--HELP (1--800--826--4357).
5-221
SECTION 5 - AXLES
COMPONENT HOURS
Axle Shaft in Frame, incl. Planetary Carrier (1.5 hours each)
R&R Planetary 1.0 hr.
R&R Axle Shaft 0.2 hr.
Inspection 0.3 hr.
Planetary Carrier in Frame (2.4 hours each)
R&R Planetary Carrier 1.0 hr.
Disassembly & Reassembly 1.1 hr.
Inspection 0.3 hr.
Electric Shift Unit — Differential Lock (1.4 hours total)
R&R Shift Unit 0.3 hr.
Inspection & Testing 0.3 hr.
Differential Lock Switch (0.6 hours total)
R&R Switch 0.3 hr.
Axle Seal R&R (4.5 hours each) (Seal and Bearings 5.5 hours)
R&R Tire 1.0 hr.
R&R Planetary and Axle Shaft 1.2 hr.
Disassembly and Reassembly -- Wheel Hub and Seal 2.0 hr.
Inspection 0.3 hr.
5-222
SECTION 5 - AXLES
INDEX
Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-65 Electric shift unit - differential lock . . . . . . . . . . 5-38
Articulation drive shaft . . . . . . . . . . . . . . . . . . . 5-20 disassembly . . . . . . . . . . . . . . . . . . . . . . . . 5-204
(2240, 2270, 2310, 2360 - 1610 series) inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 5-209
disassembly . . . . . . . . . . . . . . . . . . . . . 5-106 installation . . . . . . . . . . . . . . . . . . . . . . . . . . 5-217
inspection . . . . . . . . . . . . . . . . . . . . . . . 5-109 reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 5-210
installation . . . . . . . . . . . . . . . . . . . . . . . 5-113 removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-204
reassembly . . . . . . . . . . . . . . . . . . . . . . 5-111 Final drive gears . . . . . . . . . . . . . . . . . . . . . . . . 5-47
removal . . . . . . . . . . . . . . . . . . . . . . . . . 5-105 Flexible coupler . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
(2425 - 8C series) inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-67
disassembly . . . . . . . . . . . . . . . . . . . . . 5-115 installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-68
inspection . . . . . . . . . . . . . . . . . . . . . . . 5-116 removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-66
installation . . . . . . . . . . . . . . . . . . . . . . . 5-118 troubleshooting . . . . . . . . . . . . . . . . . . . . . . . 5-58
reassembly) . . . . . . . . . . . . . . . . . . . . . . 5-117 Front axle
removal . . . . . . . . . . . . . . . . . . . . . . . . . 5-114 installation . . . . . . . . . . . . . . . . . . . . . . . . . . 5-177
Axle removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-139
assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4, Front axle drive shaft . . . . . . . . . . . . . . . . . . . . 5-18
5-39 (2240, 2270, 2310, 2360 - 1610 series) . . 5-18
disassembly . . . . . . . . . . . . . . . . . . . . . . . . 5-145 disassembly . . . . . . . . . . . . . . . . . . . . . . 5-93
reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 5-172 inspection . . . . . . . . . . . . . . . . . . . . . . . . 5-96
troubleshooting . . . . . . . . . . . . . . . . . . . . . . . 5-60 installation . . . . . . . . . . . . . . . . . . . . . . . 5-100
Axle drivelines . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8 reassembly . . . . . . . . . . . . . . . . . . . . . . . 5-98
Axle overhaul (out of frame) . . . . . . . . . . . . . 5-139 removal . . . . . . . . . . . . . . . . . . . . . . . . . . 5-93
Axle shaft in frame
disassembly . . . . . . . . . . . . . . . . . . . . . . . . 5-195 (2425 -- 8C series) . . . . . . . . . . . . . . . . . . . . 5-19
inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 5-195 disassembly . . . . . . . . . . . . . . . . . . . . . 5-101
installation . . . . . . . . . . . . . . . . . . . . . . . . . . 5-196 inspection . . . . . . . . . . . . . . . . . . . . . . . 5-102
reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 5-196 installation . . . . . . . . . . . . . . . . . . . . . . . 5-105
removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-193 reassembly . . . . . . . . . . . . . . . . . . . . . . 5-104
Axle tube/axle shafts . . . . . . . . . . . . . . . . . . . . . . 5-6 removal . . . . . . . . . . . . . . . . . . . . . . . . . 5-101
Axle shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-44 Individual component operation . . . . . . . . . . . 5-11
Axle tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-41 In-phase vs. out-of-phase drive shafts . . . . . . 5-13
Center housing . . . . . . . . . . . . . . . . . . . . . . . . . . 5-40 Input drive shaft . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
inspection . . . . . . . . . . . . . . . . . . . . . . . 5-171 (2240, 2270, 2310, 2360 - 1610 series)
Description and operation . . . . . . . . . . . . . . . . . 5-2 disassembly . . . . . . . . . . . . . . . . . . . . . . 5-80
Differential assemblies . . . . . . . . . . . . . . . . . . . . 5-9 inspection . . . . . . . . . . . . . . . . . . . . . . . . 5-83
Differential disassembly, inspection, and installation . . . . . . . . . . . . . . . . . . . . . . . . 5-87
reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 5-151 reassembly . . . . . . . . . . . . . . . . . . . . . . . 5-85
Differential head assembly . . . . . . . . . . . . . . . . 5-25 removal . . . . . . . . . . . . . . . . . . . . . . . . . . 5-80
Differential in frame . . . . . . . . . . . . . . . . . . . . . 5-197 (2425 - 7C series)
Differential in frame, disassembly, disassembly . . . . . . . . . . . . . . . . . . . . . . 5-89
inspection and reassembly . . . . . . . . . . . . 5-201 inspection . . . . . . . . . . . . . . . . . . . . . . . . 5-90
installation . . . . . . . . . . . . . . . . . . . . . . . . . . 5-201 installation . . . . . . . . . . . . . . . . . . . . . . . . 5-92
removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-198 reassembly . . . . . . . . . . . . . . . . . . . . . . . 5-91
Differential lock electrical control circuit . . . . . 5-36 removal . . . . . . . . . . . . . . . . . . . . . . . . . . 5-88
Differential lock friction plates . . . . . . . . . . . . . 5-27 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Differential lock switch Model and axle configurations . . . . . . . . . . . . . . 5-6
inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 5-218 Pinion spiral and ring gear . . . . . . . . . . . . . . . . . 5-5
installation . . . . . . . . . . . . . . . . . . . . . . . . . . 5-219 Planetary carrier . . . . . . . . . . . . . . . . . . . . . . . . 5-48
Differential lock, testing . . . . . . . . . . . . . . . . . . 5-61 inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 5-186
Differential with differential lock, (22430) . . . . 5-32 installation . . . . . . . . . . . . . . . . . . . . . . . . . . 5-191
Differential with differential lock, (23430) . . . . 5-34 reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 5-189
Differential w/o differential lock, (22130) . . . . 5-28 removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-183
Differential w/o differential lock, (23130) . . . . 5-30 Planetary carrier/axle shaft
Differential part numbers and planetary ratios 5-10 disassembly . . . . . . . . . . . . . . . . . . . . . . . . 5-164
Drive shaft, troubleshooting . . . . . . . . . . . . . . . 5-59 inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 5-166
Drive shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13 reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 5-169
Planetary gears . . . . . . . . . . . . . . . . . . . . . . . . . 5-49
5-223
SECTION 5 - AXLES
Rear axle Removal/repair of components . . . . . . . . . . . . 5-66

installation . . . . . . . . . . . . . . . . . . . . . . . . . . 5-180 Repair of components . . . . . . . . . . . . . . . . . . . . 5-66
removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-142 Repair time for individual components . . . . . 5-220
Rear axle drive shaft and steady bearing . . . 5-22 Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-50
(2240, 2270, 2310, 2360 - 1610 series) Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-51
disassembly . . . . . . . . . . . . . . . . . . . . . 5-120 Steady bearing . . . . . . . . . . . . . . . . . . . . . . . . . . 5-25
inspection . . . . . . . . . . . . . . . . . . . . . . . 5-123 Steady bearing, troubleshooting . . . . . . . . . . . 5-58
installation . . . . . . . . . . . . . . . . . . . . . . . 5-129 Taper bearings . . . . . . . . . . . . . . . . . . . . . . . . . . 5-48
reassembly . . . . . . . . . . . . . . . . . . . . . . 5-126 Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-61
removal . . . . . . . . . . . . . . . . . . . . . . . . . 5-119 Transmission drivelines . . . . . . . . . . . . . . . . . . . 5-7
(2425 - 8C series) Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . 5-58
disassembly . . . . . . . . . . . . . . . . . . . . . 5-132 Troubleshooting and testing . . . . . . . . . . . . . . . 5-58
inspection . . . . . . . . . . . . . . . . . . . . . . . 5-134 U-joint assemblies . . . . . . . . . . . . . . . . . . . . . . . 5-24
installation . . . . . . . . . . . . . . . . . . . . . . . 5-137 Wheel hub assembly . . . . . . . . . . . . . . . . . . . . . 5-46
reassembly . . . . . . . . . . . . . . . . . . . . . . 5-136 Wheel hub/axle tube
removal . . . . . . . . . . . . . . . . . . . . . . . . . 5-131 disassembly . . . . . . . . . . . . . . . . . . . . . . . . 5-151
Rear axle drive shaft phase, inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 5-154
(2240, 2270, 2310, 2360) . . . . . . . . . . . . . . . . . 5-14 reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 5-157
Rear axle drive shaft phase, (2425) . . . . . . . . 5-15
5-224
Ph.: 204.661.8711
Buhler
Versatile
2240
2270
REPAIR MANUAL
2290
2310
2335
2360
2375 Section 6 -
Brake
2425 System
89002006 10/2005
SECTION 6
BRAKE SYSTEM
CONTENTS
DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-25
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-26
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-27
ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-28
COMPONENT REMOVAL AND INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-30
INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-92
6-1
SECTION 6 - BRAKE SYSTEM

INTRODUCTION Figure 6-1
The Buhler Versatile 4WD tractors utilize a The brake system consists of the following
single dry disc power braking system. components:
System actuation is accomplished by using a 1. Brake pedal and linkage
hydraulic service brake (foot pedal) and a
mechanical park brake (hand lever). 2. Brake fluid reservoir
Braking of the tractor is accomplished by 3. Master cylinder

loading a brake rotor that is bolted to the 4. Brake lines
transmission output shaft thereby bringing the
tractor to a stop. 5. Caliper
6. Rotor
7. Park brake lever and cable
These components work together to provide the
operator with safe braking capabilities.
6-2
Figure 6-1
06-01-001
6-3

Reservoir
The reservoir, 1, is a plastic container mounted

to the rear hood support. It contains the supply 1
of brake fluid for the brake system. The capacity
of the reservoir is (296 ml) 10 oz (capacity of the
entire system is [896 ml] 30.3 oz).
When the brake pedal is applied, the movement

of the fluid to and from the reservoir is closed off
by the master cylinder.
As the brake pedal is being relaxed, fluid is

allowed to flow into the master cylinder keeping
Figure 6-2
it full at all times.
19995033
NOTE: Use specification DOT 3 or DOT 5
brake fluid only in the Buhler Versatile 4WD
tractor brake system. See the Buhler
Versatile 4WD Operator’s Manual for more
information.
Master Cylinder
The master cylinder, 1, is the control

mechanism of the brake system. The foot pedal
which initiates activation on the brake system is
attached to the master cylinder by linkage.
When activated, the master cylinder increases
pressure to the caliper pistons causing the
brakes to be applied.
The master cylinder is located on the front

right-hand corner of the cab. 1
Figure 6-3
06-01-005
6-4
Figure 6-4
06-01-005a
The master cylinder consists of:
1 Boot retaining strap 10 Spring

2 Boot clip 11 Valve stem
3 Boot 12 Valve sleeve
4 Actuator retaining ring 13 Spring washer
5 Washer 14 Valve seal
6 Actuator 15 Housing
7 Piston 16 Inlet insert
8 Piston seal 17 Inlet seal
9 Spring retainer
6-5
Figure 6-5
06-01-006
As the foot pedal is pushed downward, the As the piston moves along the bore, the
master cylinder actuator, 1, pushes against the pressure in the master cylinder builds,
piston, 2, in the cylinder. The piston moves increasing the pressure out through pressure
forward compressing the spring, 7, forcing the line port, 6. The steel line connected to this port
valve seal, 3, against the reservoir supply port transfers the pressure to the brake caliper, and
closing off the cylinder chamber, 4, from the the brake is applied.
reservoir and supply tube, 5.
Keep in mind that the piston movement is very
small (approximately 1/8″). The master cylinder
works by pressurizing a column of oil rather than
supplying a flow of oil.
6-6
Figure 6-6
06-01-007
When the foot pedal is released, the spring, 1,

forces the piston, 2, in the master cylinder to
move backward. When the piston moves
backward, it pulls the valve stem and seal, 3,
away from the reservoir supply passage, 4. This
relieves the pressure in the pressure passage,
5, which releases the brakes. Reservoir oil in
passage, 4, is now allowed to “connect” with oil
trapped in pressure passage, 5. This
guarantees the master cylinder and pressure 3
supply passage will remain full of oil at all times.
Brake Caliper
The caliper, 1, is mounted on the front right side

of the transmission. The caliper is activated by 1
pressure created from the master cylinder. This
pressure is transferred from the master cylinder
to the caliper by a steel pressure supply line, 2.
The caliper is also activated by mechanical
linkage, 3, from the park brake.
2
Figure 6-7
06-01-008
6-7
NO TAG NO TAG
The brake caliper consists of: When the brake system is “at rest,” there is no
pressure oil applied to the pistons, 1. The brake
1 Actuator arm pads, 2, are released from the rotor, 3, allowing
2 Snap ring the tractor to move.
3 Adjuster plug
The quad ring seal, 4, is “straight” in its groove
4 Adjuster plug O ring seal surrounding the piston.
5 Actuator housing or end cover
6 Dust seal There is a small gap approximately 0.635 mm
〈0.025 in.) between the brake pad and the rotor
7 Backup washer that is controlled by the adjuster screw, 5, in the
8 O ring actuator assembly. This gap is the clearance
9 Actuator rotor required for the rotor to spin between the brake
10 Allen head screws (4 per side) pads when the braking system is released.
11 Spring
12 Spring bracket
13 Plastic washers (2 per side)
14 Adjuster shaft
15 Sprague clutch
16 Spring
17 Snap ring
18 Ball bearing (18 per side)
19 Actuator ball (3 per side)
20 Adjuster screw or threaded shaft
21 Stator
22 Stator clutch
23 Actuator housing O ring
24 Spring
25 Actuator spring cup
26 Pin
27 Quad ring
28 Dust boot
29 Piston
30 Brake pads
31 Caliper housing
32 Crossover tube
33 Mounting ear (left side of caliper only)
6-8
FIGURE 6-9
06-01-008a
6-9
FIGURE 6-9
06-01-008b
6-10
NO TAG NO TAG
When the brake pedal is applied, oil pressure When the brake pedal is released, the pressure
from the master cylinder enters the caliper via in the caliper piston chamber, 1, drops. The
the pressure and crossover tubes. The pressure pistons, 2, are allowed to be drawn away from
enters the piston chamber and pushes the the brake pads, 3, by the loss of pressure and by
pistons, 1, in both sides of the caliper against the the quad ring, 4, “straightening out.” The brake
brake pads, 2. The pads in turn make contact on pads then release their clamping load on the
either side of the brake rotor, 3, and the friction rotor, 5, and the caliper returns to the “at rest”
between the two causes the tractor to stop. mode.
When the piston is forced outward towards the

brake pads, the quad ring, 4, tilts with the piston
movement.
6-11
FIGURE 6-10
06-01-009
6-12
FIGURE 6-11
06-01-009a
6-13
NO TAG At the same time that the stator and screw are
moving toward the brake pads, the adjuster
As the park brake lever is engaged (pulled shaft, 9, is being rotated in the same direction as
upward), the actuator arms, 1, are rotated the actuator rotor by the sprague clutch, 10. The
upward also. The actuator rotor, 2, rotates in its adjuster shaft is splined to the internal bore of
housing causing the actuator balls, 3, to travel the screw. When the adjuster shaft rotates, the
up the ramped surfaces on the actuator rotor screw also rotates toward the piston.
and stator, 4. This causes the stator to move
away from the actuator rotor in a lateral This reaction inside the actuator happens each
direction. time the park brake is actuated. In this way, the
caliper will self-adjust to maintain the proper
When the stator moves, it also pulls the adjuster distance between the brake pads and the rotor.
screw, 5, along with it (the screw is threaded to Park brake actuation is required to start the
the stator body). The screw comes up against tractor due to the park brake switch being
the piston, 6, forcing it outward against the brake incorporated into the neutral start circuit.
pads, 7, which clamp the rotor, stopping the
tractor.
When the piston is forced outward towards the

brake pads, the quad ring, 8, tilts with the piston
movement.
6-14
FIGURE 6-12
06-01-0010
6-15
NO TAG NO TAG
When the park brake lever is released, the When the brake pads are being replaced with
actuator arms, 1, move downward releasing the the caliper mounted on the tractor, the caliper
actuator balls, 2, from the ramped surfaces on pistons must both be retracted. The adjuster
the actuator rotor and stator. The spring, 3, plug, 1, on either end of the caliper is pushed
pushes the stator assembly and screw back to inward. The recess, 2, in the plug fits over the
the “at rest” position. The piston, 4, returns to the end of the adjuster shaft, 3. As the adjuster plug
“at rest” position due to the quad ring, 5, is turned, the adjuster shaft also turns moving
“straightening out.” the screw, 4, away from the piston.
The small pin, 5, comes up against the spring

cup, 6, limiting the travel of the screw. This
provides a positive “stop” for the adjuster plug.
The piston, 7, can now be pushed inward due to

the increased clearance between the screw and
the piston. This will provide adequate clearance
to remove the brake pads from the caliper.
Once the brake pads have been replaced,

actuating the park brake several times will
readjust the caliper by moving the screw toward
the piston, and reducing pad to rotor clearance.
6-16
FIGURE 6-13
06-01-010a
6-17
FIGURE 6-14
06-01-010b
6-18
Rotor
1
The rotor, 1, is mounted to the front yoke on the
output shaft of the transmission. The yoke is
splined to the output shaft and the rotor is
attached to the yoke by its mounting bolts, 2.
When the brake is applied, the caliper pistons 2

push the brake pads against the rotor. The
friction between the rotor and the brake pads
causes the tractor to stop.
Figure 6-8
06-01-011
Foot Pedal
2
The foot pedal, 1, provides the hydraulic service
brake function of the brake system.
The pedal is mounted on a pivot shaft, 2, 1

attached to the steering console. A heavy return
spring, 3, is attached to the linkage holding the
3
brake pedal in the upward position when the
system is at rest.
Figure 6-9
06-01-012
Figure 6-10
Foot Pedal Linkage
The linkage between the brake pedal, 1, and the

master cylinder, 2, consists of a rod, 3, with a
clevis at each end, and a bell crank, 4, which is
attached to a pivot stud, 5. The pivot stud
attaches to the master cylinder actuator.
6-19
Figure 6-10
06-01-013
6-20
Figure 6-11 When the brake pedal is released, the return

spring forces the pedal upward. The rod is
When the foot pedal, 1, is pushed downward, pushed downward by this action. The pivot stud
the pedal pivots on the brake pedal shaft, 2, and and actuator are pulled in the opposite direction
pulls the rod, 3, upward. This turns the bell away from the master cylinder reducing the
crank, 4, and forces the pivot stud, 5, and pressure to the caliper and relaxing the brake
actuator forward toward the master cylinder. system.
This action activates the brake system.
As the actuator pushes against the piston in the

master cylinder, the pressure increases in the
steel supply line, 6. This pressure to the caliper
forces the caliper pistons to move inward
against the brake pads. The friction between the
pads and rotor causes the tractor to stop.
6-21
Figure 6-11
06-01-014
6-22
Park Brake The movement of the bracket turns the

actuators in the caliper which move the pistons
Figure 6-12 against the brake pads stopping the tractor.
The park brake lever, 1, is a manually operated When the park brake lever is released (moved
mechanical brake. It is attached by a cable, 2, to downward), the springs attached to the “Y”
the “Y” bracket, 3, on the top of the caliper. As bracket pull the actuator arms downward. This
the park brake lever is engaged (pulled releases the brake pads from the rotor.
upward), the cable pulls the bracket upward.
6-23
Figure 6-12
06-01-016
6-24
SPECIAL TOOLS
No special tools are required for repair of the Buhler Versatile 4WD brake system.
6-25
SPECIFICATIONS
Brake Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Single Dry Disc
Rotor Diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 508 mm (20″)
Rotor Thickness (new) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 mm (0.75″)
Minimum Rotor Thickness (worn) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 mm (0.685″)
Total Indicated Runout (TIR) of Rotor When Mounted on Transmission Yoke . . 0.025 mm (0.010″)
Rotor Surface Finish (in pad area) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Ra
Rotor Thickness Variation Between Front and Rear Surface . . . . . . . . . . . . . . . . . . 0.05 mm (0.002″)
Rotor Flatness (each side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.025 mm (0.010″)
Service Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hydraulic-Actuated Foot Pedal
Park Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cable-Operated Mechanically-Actuated
Master Cylinder
Nominal Working Stroke . . . . . . . . . . . . . . . . . 36 mm providing 18.2 cc available fluid volume
Maximum Working Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 bar (1540 PSI)
Minimum Burst Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 321 bar (4630 PSI)
Operating Temperature Range . . . . . . . . . . . . . . . . . . . . . . . . . . . -30°C to 85°C (-31°F to 185°F)
Caliper
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Single w/Dual Pads
Operating Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138 bar (2000 PSI) Maximum
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fixed
Piston Diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 mm (2.60 in.) Nominal
Piston Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34.2 cm2 (5.30 in.2) Nominal
Piston Retraction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.66 mm (0.026 in.) Nominal
Friction Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Organic Type 56
Caliper Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Kg (44 lbs. approximate)
Caliper Actuation Displacement @ 2000 PSI . . . . . . . . . . . . . . . . . . . . . . . . . 5.6 cc (0.34 cu. in.)
Reservoir Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 296 ml (10 oz)
Total System Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 896 ml (30.3 oz)
Brake Fluid Type . . . . . . . . . . . . . . . . . . . . . . . . . . . DOT 3 or DOT 5 (Meets specification SAE J1703)
Brake Pad Thickness (New Pad) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.7 mm (0.5″)
Brake Pad Minimum Thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.76 mm (0.03″)
6-26
TROUBLESHOOTING

Park brake inoperative Worn brake pads Replace brake pads
Broken park brake cable Replace broken cable
Brake caliper out of adjustment Operate park brake lever

several times to automatically
adjust brake caliper.
Pedal bottoms out or feels Brake piston seal leaking Replace seal
mushy
Worn brake pads Replace brake pads
Brake bleeder not sealing Tighten bleeder
Leakage in brake system Inspect components to

components determine source of leakage
Air in system Bleed brake system
Reservoir level low Fill reservoir with proper brake

fluid (locate source of leak)
Brake caliper out of adjustment Operate park brake lever

several times to adjust.
Pedal vibrates when stopping, Brake pads worn Replace pads
especially at higher speeds.
Rotor damaged Grind rotor to specs
Thickness variation of rotor Grind or replace rotor

exceeds specs
6-27
ADJUSTMENTS
CALIPER ADJUSTMENT
The brake caliper on the Buhler Versatile 4WD
tractors is adjusted by actuating and releasing
the park brake lever. The typical sequence
(required to start the tractor) of applying the park
brake when starting the tractor maintains the
adjustment of the caliper. When replacing brake
pads, the park brake must be cycled several
times to close the gap between the pads and the
rotor.
MASTER CYLINDER LINKAGE

ADJUSTMENT
The master cylinder actuator rod length must be
adjusted so that there is clearance between the
end of the actuator rod and the piston when the
brake pedal is in the relaxed (fully up) position.
To properly adjust the actuator rod length use

the following procedure:
1. Make sure the brake pedal is in the fully up

position and against the rubber stop.
2. From underneath the tractor, remove the
pivot stud, 1, on the end of the actuator rod 1
from the bell crank, 2.
3. Loosen the locknut, 3, on the master cylinder
actuator rod so that the pivot stud is free to
turn.
4. Using a slight amount of pressure, pull the
actuator rod toward the rear of the tractor so 3 2
that the actuator washer is against the
retaining ring in the master cylinder housing.
5. Adjust the pivot stud so that it will line up and
can be installed back into the threaded hole Figure 6-13
on the bell crank.
06-05-001
6. Install the pivot stud into the bell crank.
NOTE: Using the above the procedure will
ensure that there is clearance between
the actuator and the piston when the
pedal is in the relaxed position. Failure to
adjust the actuator rod properly may
result in damage to the brake pads and/or
caliper due to the brakes not releasing.
6-28
BLEEDING THE BRAKE SYSTEM

On occasion the brake system may require
bleeding of air that has become trapped in the
brake fluid.
The brake caliper is fitted with two bleeder

valves. This is a special valve which seals when
turned in tight, but which allows air in the fluid to
pass out through a hole in the valve nipple when
the valve is loosened 1/4 turn.
Use the following procedure to bleed the

brakes.
1. Remove cap from fluid reservoir.

2. Actuate the brake pedal several times to
pressurize the system.
3. Loosen one bleeder valve, 1, (front or rear)
1/4 turn and allow air and fluid to escape from
the bleeder while the brake pedal is still being
depressed.
4. Once the pedal has reached the end of its
travel, tighten the bleeder.
5. Slowly actuate the brake pedal two or three
times to fill the system and repeat steps 2
through 4 until the fluid escaping from the
bleeder is free of air bubbles. Alternate
opening the front and rear bleeder valves to
bleed out both pistons. The brake pedal
should be firm when depressed. Add new
fluid to the reservoir as necessary during Figure 6-14
bleeding. 06-05-008
6. Recheck the system for proper operation and

for leaks.
6-29
COMPONENT REMOVAL AND INSTALLATION

RESERVOIR
Removal
CAUTION: BEFORE REMOVING ANY

BRAKE SYSTEM COMPONENT, PARK THE 1
TRACTOR ON A LEVEL SURFACE, BLOCK 2
THE WHEELS, AND INSTALL THE
ARTICULATION LOCK.
1. Set the park brake.
2. Remove the reservoir outlet hose clamp and
pull the rubber hose, 1, from the reservoir, 2.
The hose is attached to a barbed fitting. Be
careful not to break this fitting off.
3. Remove the reservoir cap, 3. Figure 6-15
19995034
4. Drain the reservoir into a drain pan.

5. Cap the rubber reservoir hose and the
reservoir outlet to minimize contamination of 1
the system.
1
6. Put the cap back on the reservoir to minimize
contamination of the system.
7. Remove the two screws, 1, securing the
reservoir band to the rear hood support.
8. Remove the reservoir.
Inspection
Inspect the reservoir to ensure there are no
cracks or breaks. Make sure the outlet nipple is
Figure 6-16
not broken. Make sure the cap seals tightly onto
the top. Clean the reservoir with a non-residue 19995035
solvent and a lint free cloth.
Installation
1. Reinstall the reservoir into the band clamp on
the rear hood support and secure with the
screws. Reinstall the outlet hose onto the
barbed fitting.
2. Once the reservoir is installed, fill it with the
recommended brake fluid (see
“Specifications” or the operator’s manual).
The reservoir capacity is 10 oz.
3. Bleed the brake system as detailed in the
“Adjustments” part of this section.
6-30
TUBING - RESERVOIR TO MASTER

CYLINDER SUPPLY TUBE
Removal
3
BRAKE SYSTEM COMPONENT, PARK THE
THE WHEELS, AND INSTALL THE 2
ARTICULATION LOCK.

2. Remove the reservoir outlet hose clamp and
pull the hose, 1, from the reservoir, 2. The
hose is attached to a barbed fitting; be careful
not to break it off.
3. Remove the reservoir cap, 3.
Figure 6-17
19995034
4. Drain the reservoir into a drain pan.

5. Cap the reservoir hose and the reservoir 1
outlet to minimize contamination of the
system. 1
6. Put the cap back on the reservoir to minimize
contamination of the system.
Figure 6-18
19995035
6-31
7. Remove the rubber brake line, 1, from

master cylinder, 2. Cap the line and the fitting
1
on the master cylinder.
8. Pull the hose through the grommet on the
rear hood support.
2
Figure 6-19
06-06-015
Inspection
Check the hose for kinks or cuts and replace it if

necessary.
Installation
1. Insert the hose through the grommet on the

rear hood support.
2. Reinstall the hose to the master cylinder and
the reservoir.
3. Once the hose is in place, fill the reservoir
with the recommended brake fluid (see
“Specifications” or operator’s manual). The
reservoir capacity is 10 oz.
6-32
TUBING - CALIPER PRESSURE

SUPPLY LINE
Removal

ARTICULATION LOCK.

2. Using a tubing wrench so as to not strip the
hex on the tube, remove the caliper pressure
supply line, 1, from the master cylinder, 2. 2
Cap the line and the port on the master
cylinder to minimize contamination of the
system.
Figure 6-20
06-06-017

hex on the tube, remove the caliper pressure
supply line, 1, from the brake caliper, 2. Cap
the line and the port on the brake caliper to
minimize contamination of the system.
4. Remove the line from the tractor.
Inspection
Inspect the line for kinks or breaks. Replace the 2

line if necessary.
Installation
1
1. Put the caliper pressure supply line into place
on the tractor. Figure 6-21
06-06-018
2. Reinstall the line into the ports on the caliper
and the master cylinder.
3. Refill the reservoir.
6-33
MASTER CYLINDER
Removal 1

TRACTOR ON A LEVEL SURFACE, BLOCK
ARTICULATION LOCK.

2
2. Remove the supply line, 1, from the master
cylinder, 2. Cap the line and the fitting on the
Figure 6-22
master cylinder.
06-06-019
3. Remove the pressure line, 1, from the master

cylinder, 2. Cap the line and the port on the
master cylinder.
1
4. Remove the two mounting bolts, 3, that 3

secure the master cylinder to the cab
mounting bracket.
Figure 6-23
06-06-020
5. Detach the master cylinder pivot stud, 1, from

the bell crank, 2. Remove the master cylinder 2
from the bracket. 1
Figure 6-24
06-05-001
6-34
Disassembly
1. Completely clean the master cylinder

assembly externally.
2. Loosen the locknut, 1, and remove the pivot 1
stud, 2, and locknut from the actuator.
Figure 6-25
06-06-025
3. Remove the rubber boot retaining strap, 1.
Figure 6-26
06-06-026
4. Using a pair of pliers, un-crimp the sides of

the boot clip, 1, and pull the boot, 2, from the
actuator.
Figure 6-27
06-06-027
6-35
5. Using needle nose pliers, remove the

actuator retaining ring (circlip), 1, from the
master cylinder assembly.
1
Figure 6-28
06-06-028
6. Remove the washer and actuator, 1, from the

master cylinder assembly, 2.
Figure 6-29
06-06-029
7. Tap the master cylinder slightly to allow the

piston assembly, 1, to fall out.
Figure 6-30
06-06-030
6-36
8. To disassemble the piston assembly, pull the

tab on the spring retainer, 1, outward to allow
piston, 2, to be removed.
Figure 6-31
06-06-031
9. Remove the piston seal, 1, from the piston, 2.
1
2
Figure 6-32
06-06-032
10. To remove the spring and spring retainer, 1,

from the valve assembly, 2, compress the
spring and move the valve stem over to the
larger diameter hole in the retainer (the 1
retainer has a key-shaped hole which holds 2
the valve stem).
Remove the retainer from the valve spring.
Figure 6-33
06-06-033
6-37
11. Remove the valve sleeve, 1; the spring

washer, 2; and the valve seal, 3; from the
valve stem, 4. 3
1 4
2
Figure 6-34
06-06-034
12. Remove the plastic inlet insert, 1, from the

master cylinder housing, 2. 1
13. Remove rubber seal, 3, from the inlet port of
the master cylinder housing. 3
2
NOTE: The rubber seal and the plastic
inlet insert may be damaged during
removal. If they are damaged, they must
be replaced.
Figure 6-35
06-06-035
Inspection
The following parts are a part of the master

cylinder rebuilding kit and are not available
individually.
7 5
1 Valve seal 1 2 3 4 6
2 Spring washer
3 Piston seal
4 Retaining ring (circlip)
5 Boot
6 Boot clip
7 Boot retaining strap Figure 6-36
8 Assembly grease (not shown) 06-06-036
6-38
Additionally, the plastic inlet insert, 1, and seal,

2, are serviced as a kit.
Figure 6-37
06-06-036a
Inspect the remaining components as follows; if

damage is found, purchase a new master
cylinder.
1 Valve stem - make sure that it is not worn or 5

bent. 2 1 3 4
2 Valve sleeve - make sure that it is not cracked

or worn.
3 Valve retainer and spring - make sure
retainer is not worn and the tab is not
cracked.
4 Actuator and washer - make sure they are
not worn.
5 Piston - check for wear or score marks. Figure 6-38
06-06-037
6 Master cylinder housing (not shown) - check
bore for score marks.
6-39
Reassembly
1 2
1. Clean all components that are to be reused in
the reassembly with a non-residue solvent
and a lint-free cloth.
2. During reassembly, coat the components
with clean brake fluid.
3. Install a new seal, 1, on the piston, 2. Note
the orientation of the seal (lip points toward
the valve).
Figure 6-39
06-06-038
4. Install the retainer, 1, into the valve spring, 2.

1
Figure 6-40
06-06-039
5. Install the valve seal, 1, on the end of the

valve stem, 2. Note the orientation of the seal
on the stem (small shoulder on the seal goes
1
toward the bottom). 2
Figure 6-41
06-06-040
6-40
6. Install the spring washer, 1, on the valve

stem, 2. Note the orientation of the washer.
1
2
Figure 6-42
06-06-041
7. Install the valve sleeve, 1, over the spring

washer on the stem. Make sure the washer
does not bind on the sleeve. Note the proper 1
orientation of the valve sleeve, 1, spring
washer, 2, and valve seal, 3, on the valve
stem.
3
2
Figure 6-43
06-06-042
8. Install the retainer and spring, 1, onto the

stem, 2, by first compressing the spring on
the stem. Insert the stem into the larger
diameter hole in the retainer, and then move 1
the stem to the smaller diameter hole on the 2
retainer.
Figure 6-44
06-06-043
6-41
9. Install the valve assembly, 1, onto the piston,

2. Bend the retainer tab, 3, inward to catch
the lip on the nose of the piston.
2 1
3
Figure 6-45
06-06-044
10. Lubricate the cylinder bore with clean brake

fluid. Install the valve and piston assembly, 1,
into the master cylinder housing, 2.
2
Figure 6-46
06-06-045
11. Install the washer, 1, onto the actuator, 2,

with the concave toward the head of the
actuator.
1
Figure 6-47
06-06-046
6-42
12. Install the retaining ring, 1, (circlip) on the

actuator.
Figure 6-48
06-06-047
13. Grease the end of the piston, 1, with the

rubber grease included in the master cylinder
rebuilding kit. 1
IMPORTANT: Use only the special grease

included in the master cylinder rebuilding kit.
This grease is compatible with the master
cylinder components.
Figure 6-49
06-06-048
14. Install the actuator assembly, 1, against the

piston in the master cylinder housing, 2.
Secure the retaining ring (circlip), 3.
2
1
Figure 6-50
06-06-049
6-43
15. Lubricate the actuator and the inside of the

rubber boot, 1, with rubber grease. Pull the
boot over the actuator just to the flattened 1
spots, 2, on the actuator.
Figure 6-51
06-06-050
16. Install the boot clip, 1, onto the end of the

boot, and crimp the sides of the boot clip with
a pair of needle nose pliers.
1
Figure 6-52
06-06-051
17. Slide the large end of the boot onto the

master cylinder housing and install the band,
1, to secure the boot on the housing. 1
Figure 6-53
06-06-052
6-44
18. Lubricate the inlet seal, 1, with clean brake

fluid and install the seal into the master
cylinder inlet, 2.
3
19. Install the plastic inlet fitting, 3, into the

master cylinder inlet seal. 1
Figure 6-54
06-06-053
20. Install the locknut, 1, and pivot stud, 2, onto

the actuator.
Figure 6-55
06-06-054
6-45
Installation
1. Make sure the brake pedal is in the fully up

position and against the rubber stop.
2. Loosen the locknut, 1, on the master cylinder 1
actuator rod so that the pivot stud, 2, is free to
turn.
3. Place the master cylinder in its mounting
position against the cab mounting bracket.
Install the mounting bolts and torque to 47.5 2
N⋅m (35 ft. lbs.).
4. Using a slight amount of pressure, pull the
actuator rod backwards so that the actuator
washer is against the retaining ring in the Figure 6-56
master cylinder housing. 06-06-056
5. Adjust the pivot stud on the actuator so that it

will line up and can be installed into the 1 2
threaded hole on the bell crank.
6. Tighten the locknut on the pivot stud.
7. Install the pivot stud, 1, into the bell crank, 2.
NOTE: Using the above procedure will
ensure that there is clearance between
the actuator and the piston when the
pedal is in the relax position. Failure to
adjust the actuator rod properly may
result in damage to the brake pads and/or
caliper due to the brakes not releasing.
Figure 6-57
06-06-060
8. Reinstall the reservoir supply hose, 1, and

2 1
steel pressure outlet line, 2, onto the master
cylinder, 3.
“Adjustments” part of the brake section.
Figure 6-58
06-06-061
6-46
BRAKE PADS WITH CALIPER

INSTALLED ON TRACTOR
Removal

ARTICULATION LOCK.
1. It is not necessary to remove the complete

caliper, 1, from the tractor to replace the
brake pads if worn. 1
2. Check and replace the brake friction pads if
worn to less than 0.8 mm (1/32″) thick.
NOTE: Always replace both pads at the
same time. The pads come in a kit that
includes the two brake pads plus the
cotter pins for the pad pins.
Figure 6-59
06-06-062
CAUTION: MAKE SURE THE TRACTOR IS

ON A LEVEL SURFACE AND BLOCK
WHEELS SO THE TRACTOR DOES NOT
ROLL WHEN THE PARK BRAKE IS
RELEASED.
3. Release the park brake lever.

4. To make room for the new pads, each piston,
1, must be pushed back into its bore.
Remove the reservoir cap so excess fluid
can be removed and discarded as the
pistons are pushed back into the bores (do
not push pistons into bores at this time).
1 1
Figure 6-60
06-06-064
6-47
5. Using a screwdriver, push the adjuster plug

inward until it bottoms on the retaining ring of
the adjuster plug.
Figure 6-61
06-06-065
6. Using a wrench on the hex of the adjuster

plug, rotate the plug (counterclockwise for
right-hand side, clockwise for left-hand side)
until you feel a positive stop. This is a fine
thread which may require many rotations.
WARNING
Do not force the adjuster past this positive stop
since this may strip the hex socket end of the die
cast adjuster.
Figure 6-62
06-06-066
The right-hand side of the caliper, 1, is the

front side of the caliper when mounted on the
transmission. The left side, 2, or the side with
the mounting ears, 3, is the rear of the caliper
when mounted on the transmission.
1 2
3
Figure 6-63
06-06-067
6-48
7. Using a hardwood dowel, or the flat of a large

screwdriver, work the pistons back into the 2
bores by carefully prying against the old
pads, 1, and rotor, 2.
IMPORTANT: Take care not to mark or bend
the face of the rotor.
1 1
When the pads are pried back, there will be
approximately 1.6 mm (1/16″) or greater
clearance between the brake rotor and pad
(depending on the amount of wear on the
friction pad).
8. Place the cap back on the reservoir to

minimize contamination of the system. Figure 6-64
06-06-068
9. To remove the pad pins, remove the back

cotter pin from the bottom pad pin, 1, and pull
the pin forward. Tapping on the pad pin will
free it. Use an emery cloth on the ends to
remove any paint or rust so that the pin will
slide from the caliper.
10. Remove the front cotter pin on the top pad pin
and drive the pin backward. Tapping on the
pad pin will free it. Use an emery cloth on the
ends to remove any paint or rust so that the
pin will slide from the caliper. 1
11. Remove the worn pads.

Figure 6-65
06-06-070
Inspection
Clean all rust from the pad pins.
Figure 6-66
06-06-071
6-49
Installation 3. Place the front pad in position between the

caliper and rotor. Push the upper pad pin
NOTE: Brake pads should be replaced only through the pad and caliper. Install the front
as a set. cotter pin into the end of the top pad pin and
secure it by bending it over.
1. Put a small amount of antiseize lubricant, into
the bores on the caliper where the pad pins 4. Repeat steps two and three for the lower pad
go through. pin.
2. Partially install the top pad pin. Place the rear 5. With the unit reassembled, the parking brake
pad in position between the rotor and caliper lever must be actuated several times to
and push the pad pin forward through the pad adjust the caliper to the proper pad gap.
toward the front of the tractor.
6-50
CALIPER
Removal

2
ARTICULATION LOCK.
1. Remove the brake pads as outlined in this

section.
hex on the tube, remove the pressure supply
tube, 1, from the caliper, 2. Cap the tube and 1
the fitting on the caliper.
Figure 6-67
06-06-084
3. Detach the park brake cable, 1, from the “Y” 1

bracket, 2, on the caliper by removing the
cable bolt, 3.
3
2
Figure 6-68
19995036
6-51
4. Remove the two bottom caliper mounting

bolts, 1. The innermost bolt will have a
washer. (On powershift transmission units
there will be no washer).
5. Remove the top two caliper mounting bolts,
2. The innermost bolt will have a washer. (On
powershift transmission units there will be no
washer.)
NOTE: There are no shims used between
the caliper and the mounting ear on the
transmission.
2
6. Support the caliper and lower it to the ground.
The caliper weighs approximately 20 Kg. (44
lbs.).
Figure 6-69
06-06-086
Disassembly
1. Open the bleed screws, 1, on the caliper and

drain the brake fluid.
2. Clean the outside of the caliper completely
using a suitable cleaning solvent. 1
1
Figure 6-70
06-06-088
6-52
3. Orientate yourself with how the caliper is

assembled. This will be important during
reassembly. Label the caliper ends as left
and right. The left side of the caliper has the
mounting ear; the right does not.
Figure 6-71
06-06-089
4. Remove the “Y” bracket, 1, and springs, 2, by

removing the two bracket mounting bolts, 3.
NOTE: The bracket attaches to the lower
hole on the actuator arms. 3 2
NOTE: Disassembly of the caliper should
be performed using the following
procedure. Begin on the left side of the
caliper (caliper mounting ear side). Note
that the parts on the opposite side of the
caliper are identical (with opposite
rotation) and are disassembled the same
way.
1
Figure 6-72
06-06-090
5. Identify the position of the actuator arm on

the end of the caliper with a punch mark, 1.
Figure 6-73
06-06-091
6-53
6. Remove the snap ring, 1, and the actuator

arm, 2, from the caliper. 4
7. Detach the actuator, 3, from the caliper by
removing the four allen-head screws, 4.
Remove and discard the O ring that seals the
actuator on the end of caliper housing.
1 3
Figure 6-74
06-06-092
8. Press down on the actuator spring cup and

rotate the cup until the three tabs are in-line
with the slots in the actuator housing. 3
2
Remove the cup, 1, and spring, 2, from the 1
actuator assembly, 3.
CAUTION: THE CUP IS SPRING LOADED.

HOLD FIRMLY WHILE REMOVING.
Figure 6-75
06-06-094
9. Remove the stator sub-assembly, 1, from the

end cover, 2, by grasping the threaded shaft
(adjuster screw) and pulling upward on the
sub-assembly. The three actuator balls, 3, on 1 2
the bottom side of the stator may stick to the
ball pockets in the stator.
NOTE: The stator is identified with a
stamp (L or R) according to which side the
stator came from.
3
Remove the stator and stator clutch from the
threaded shaft.
Figure 6-76
06-06-095
6-54
10. Remove the actuator rotor assembly, 1, from

the end cover, 2, by pushing it through from 2
the outside. Grasp the adjuster shaft and pull
the actuator rotor out of the end cover. Be
careful not to lose the eighteen ball bearings, 1
3, in the race of the end cover.
3
NOTE: The actuator rotor assembly is
identified with a stamp (L or R) according
to which side the actuator rotor came
from.
Remove the square shouldered plastic dust

seal from the end cover. Also remove the
backup ring and O ring from the inner
diameter of the end cover. Figure 6-77
06-06-095a
11. Remove the inside retaining ring, 1, and

spring, 2, from the rotor assembly, 3.
3
2 1
CAUTION: THE RETAINING RING IS
SPRING LOADED. THE SPRING UNDER
THE RETAINING RING MAY CAUSE THE
RING TO FLY OUT OF THE ROTOR
DURING DISASSEMBLY.
Figure 6-78
06-06-096
12. Remove the adjuster shaft, 1, and the two

plastic washers, 2, under the adjuster shaft
from the rotor assembly, 3. 3
Figure 6-79
06-06-097
6-55
NOTE: There is a small sprague (one way)

clutch assembly, 1, on the adjuster shaft,
2. This sprague clutch must be orientated
on the adjuster properly.
1 2
Figure 6-80
06-06-098
NOTE: On the right-hand assembly, the

sprague clutch is oriented properly when 2
the adjuster shaft, 1, can be turned in a
counterclockwise direction while holding
the outside diameter of the sprague
clutch, 2.
Figure 6-81
06-06-099
NOTE: On the left-hand assembly, the

sprague clutch is oriented properly when 2
the adjuster shaft, 1, can be turned in a
clockwise direction while holding the
outside diameter of the sprague clutch, 2.
Figure 6-82
06-06-100
6-56
13. Remove the adjuster plug, 1, from the rotor,

2, by pushing it through from the outside. 2
Inspect the internal hex and the external hex
of the plug for damage.
Remove the O ring from the adjuster plug.
Figure 6-83
06-06-101
14. Remove the piston, 1, from the casting by

pushing it through to the center of the caliper.
NOTE: It may be necessary to tap the

piston out of the caliper with a large
wooden dowel.
1
Figure 6-84
06-06-102
15. Remove the piston dust boot, 1, from the

casting and discard.
Figure 6-85
06-06-103
6-57
16. Using a small wood or plastic stick, work the

piston quad ring from its groove in the
cylinder bore and discard.
CAUTION: TO AVOID SCRATCHING THE

CYLINDER OR BURRING THE EDGE OF
THE SEAL GROOVE, DO NOT USE A
METAL TOOL TO REMOVE THE SEAL
FROM ITS GROOVE.
17. Repeat disassembly steps 5 through 16 to

remove components from the other side of
the caliper. Figure 6-86
06-06-104
Inspection
Check all parts for wear or damage. Replace

any parts that are found defective.
NOTE: The actuator assemblies on either

side of the caliper are serviced as complete
assemblies only from parts. If any of the
components within the actuator assembly
are damaged or worn, the complete actuator
assembly must be replaced.
1. Clean all parts with denatured alcohol and

wipe dry with a clean, lint-free cloth. Using an
air hose, blow out all passages and bores.
2. Inspect the casting cylinder bore, 1, for
scoring, pitting, or corrosion. A corroded or
deeply scored casting should be replaced.
Light scores and stains may be removed.
3. Polish any discolored or stained area with
crocus cloth only. Use light finger pressure 1
and rotate the crocus cloth in the seal groove.
Do not slide the cloth in and out of the groove
under pressure. Do not use any other kind of
abrasive or abrasive cloth.
Figure 6-87
06-06-107
6-58
4. Clean the piston, 1, with denatured alcohol

and wipe it dry with a clean, lint-free cloth. 1
Using an air hose, blow it dry.
Carefully examine the piston surface for
scoring, nicks, corrosion, and worn or
damaged chrome plating. If any are found,
replace the piston. Black stains on the piston
are caused by the seals and do not harm the
piston.
Figure 6-88
06-06-109
5. Check the inlet and bleeder hole threads, 1, 1

for damage.
6. Inspect the bleeder seat inserts, 2, and
bleeders, 3, for damage and replace if
necessary.
The seat can be driven from the caliper using
a punch inserted from the piston bore. DO
NOT SCRATCH THE PISTON BORE WHEN
DRIVING THE SEAT OUT.
2 3
There is also a removable seat under the
caliper pressure supply tube.
NOTE: The bleeder and supply tube seats

Figure 6-89
do not have an O ring surrounding them
in the caliper housing. 06-06-110
NOTE: The bleeder and seat are serviced

as a kit from parts.
Install the new seats by tapping them into the

housing. Do not damage the brass flare of
the seat.
6-59
7. Inspect the ball pockets, ball races, threads,

grooves, and balls for wear or spalling.
Replace any of these parts found to be
defective.
8. Inspect the levers for wear and replace if
needed.
Figure 6-90
06-06-112
9. Remove the crossover tube, 1, from the

caliper housing. The tube has removable
seats, 2, in the housing that can be driven out
in the same fashion as the bleeder seats
were removed.
NOTE: The crossover tube seats have an
O ring surrounding them in the housing.
10. Install the new O ring and seat into the

housing. Make sure the O ring and flare seat
are not damaged during assembly. 2
11. Install the new crossover tube. 1

NOTE: The tube, O rings, and seats are
serviced as a kit from parts. Figure 6-91
06-06-115
6-60
Reassembly
Be sure that all parts are clean and serviceable

before reassembling the unit.
4
A rebuild seal kit is available for the caliper 1 2 3
overhaul. The kit consist of: 3 2
1 Piston dust boot (2)

2 Piston quad ring (2)
3 End cover O ring seal (2)
4 Instructions
Figure 6-92
06-06-115a
1. Lubricate the dust boot, 1, with clean brake

fluid and install it into its groove in cylinder
bore. Gently work it into place with finger 1 2
pressure until it is seated properly.
2. Lubricate and install the piston quad ring, 2,
into its groove in bore.
Figure 6-93
06-06-116
6-61
3. Lubricate the cylinder bore and piston with

clean brake fluid. Install the piston from the
outside of the caliper into the bore. Push the 1
piston through both the piston quad ring, 1,
and the dust boot, 2, until the dust boot seats
in the boot groove on the piston.
2
NOTE: Make sure the piston quad ring is
not twisted in its bore.
Figure 6-94
06-06-117
4. Lubricate the O ring, and install the O ring, 1,

onto the adjuster plug.
1
Figure 6-95
06-06-118
5. Drop the adjuster plug, 1, into the actuator

rotor, 2, and press it into place until the plug is
fully seated in the bottom of the rotor.
Figure 6-96
06-06-119
6-62
6. Place the two plastic washers in the rotor, 1,

and insert the adjuster shaft assembly, 2, on
top of the washers. 1
NOTE: Make sure that the sprague clutch
is orientated properly on each adjuster
2
shaft as described during disassembly.
Figure 6-97
06-06-120
7. Place the spring, 1, over the adjuster shaft in

the rotor assembly, 2, and install the retaining
ring, 3, into the groove in the rotor. 2
1
3
Figure 6-98
06-06-121
8. Lubricate and install the O ring, 1, and

back-up ring, 2, into the end cover so that the
back-up ring is towards the back end of the
cover.
Figure 6-99
06-06-122
6-63
9. Install the plastic dust seal, 1, into the

housing. The thin shoulder of the dust seal
faces to the outside of the caliper.
Figure 6-100
06-06-122a
10. Lubricate and install the O ring, 1, on the

mating surface of the end cover.
Figure 6-101
06-06-123
11. Coat the ball race, 1, of the end cover with the
assembly grease included in the seal kit and
place the eighteen ball bearings in the race.
Figure 6-102
06-06-124
6-64
12. Insert the actuator sub-assembly, 1, into the

end cover, 2, and push down until the rotor is 2
seated on top of the ball bearings.
Figure 6-103
06-06-125
13. Coat the ball pockets, 1, of the rotor with the 1

assembly grease included in the seal kit and
place the three actuator balls into the
pockets.
Figure 6-104
06-06-126
14. Place the stator, 1, face down and place the

clutch plate, 2, on top of the stator so that the
two small lugs, 3, fit into the back of the stator.
2 1
Figure 6-105
06-06-127
6-65
15. Thread the screw, 1, through both the clutch

plate and the stator making sure that there is
1
a 1.96 mm (0.07 in.) gap between the clutch
plate and the stator when they are
assembled together.
Figure 6-106
06-06-128
16. Coat the ball pockets of stator with grease

and place the stator sub-assembly, 1, over
the adjuster shaft into the end cover, 2. Line
up the spline of the stator with the spline of 1
the end cover. Make sure the stator is fully
seated on top of the three actuator balls.
Figure 6-107
06-06-129
17. Place the spring, 1, on top of the stator clutch

plate and place the spring cup, 2, over the
spring. 1
18. Press down on the spring cup until the three 2
tabs are in line with the groove in the cover
and rotate the spring cup until the tabs are
located behind the lip on the end cover.
NOTE: The adjuster screw must protrude

through the spring cup during assembly.
After the spring cup is assembled into
position, turn the adjuster shaft inward so
that the small roll pin on the screw abuts
the formed tab on the spring cup. Do not
allow the small pin to go under the formed Figure 6-108
tab. 06-06-130
6-66
19. Install the actuator assembly, 1, onto the

caliper housing, 2, using the four allen-head
screws, 3.
2
NOTE: The actuator assembly must be 4
installed properly using right and left
identification marks made at the
beginning of disassembly.
Install the “Y” bracket spring plate, 4, under 5

the two allen screws. The spring should be 3 3
hooked to the spring plate and the “Y” 6
bracket. 1
Torque the four allen-head bolts to 47.5 N⋅m
(35 ft. lbs.). Figure 6-109
06-06-131
20. Install the actuator arm, 5, onto the splined
actuator. Secure the arm with the retaining
ring, 6.
NOTE: Make sure the actuator arm, 1, is

installed in its original position by lining
up the identification marks, 2, made
during disassembly.
21. Repeat steps 1 through 21 for the other side

of the caliper.
1
22. Install the “Y” bracket and springs onto the
caliper by installing the two bracket mounting
bolts. Do not over tighten the mounting bolts.
The “Y” bracket should pivot on the actuator
arms with resistance only from the springs.
2
NOTE: The bracket attaches to the lower
hole on the actuator arms. Figure 6-110
06-06-132
6-67
Installation
1. Install the caliper over the rotor (without the

brake pads).
2. Install the caliper mounting bolts, 1.
NOTE: The two bolts that have the
hardened washers on them go on the
inside holes of the caliper (one on the top
inside and one on the bottom inside).
Powershift transmission units do not
have these washers.
Tighten the four bolts to 223 N⋅m (165 ft. lbs.). 1

NOTE: DO NOT use thread locker on the
threads.
Figure 6-111
06-06-133
3. Reinstall the park brake cable, 1, onto the “Y”

bracket, 2. Do not over tighten the locknut on 1
the clevis bolt. The clevis should pivot freely
on the “Y” bracket.
Figure 6-112
19995036
6-68
4. Install the pressure supply tube, 1.

5. Reinstall the brake pads, 2, and pad pins, 3,
as detailed in the brake pad replacement part
of this section.
2
7. Adjust the caliper as detailed in the
“Adjustment” part of this section.
3
1
Figure 6-113
06-06-135
6-69
ROTOR
Removal

ARTICULATION LOCK.
1. Remove the caliper, 1, as detailed in the

caliper removal part of this section.
Figure 6-114
06-06-136
2. Remove the front output driveline bearing

straps, 1, from the front output yoke, 2. 2
3. Work the front output driveline off of the yoke
and swing it out of the way. Be careful not to
lose the caps on the u-joints.
NOTE: Models 2425 tractors use a bolted 1
bearing cap instead of bearing straps.
Figure 6-115
06-06-137
4. Before removing the rotor, check the runout
of the rotor in the brake pad area using a dial
indicator. The maximum allowable runout is
0.25 mm (0.010 in.) T.I.R. (Total Indicator
Runout).
NOTE: In order to turn the rotor, the rear
axle driveline must be removed from the
transmission output shaft.
If the runout is above specifications, either

the rotor or transmission output yoke flange
(or a combination of both) is out of
specification. Both components will be tested
individually during removal and inspection.
Figure 6-116
06-06-138
6-70
5. Remove seven of the eight rotor to

transmission yoke flange mounting bolts, 1,
and loosen the eighth bolt.
1
CAUTION: THE ROTOR IS HEAVY (100

LBS.). ASSISTANCE IS REQUIRED TO
REMOVE THE ROTOR.
6. Loosen the rotor from the yoke on the

transmission.
ATTENTION: The rotor may rust to or stick to
the yoke on the transmission. Some Figure 6-117
penetrating lubricant and low heat may help.
06-06-139
DO NOT heat the rotor too much because it
may damage the transmission seal.
7. Remove the eighth mounting bolt, and

remove the rotor.
8. Once the rotor is removed, check the runout
of the yoke on the transmission using a dial
indicator. The maximum runout of the flange
is 0.076 mm (0.003 in.) for the Models 2240,
2270, 2310, and 2360 tractors and 0.0127
mm (0.005 in.) for 2425 tractors. If the runout
is incorrect, repair or replace the flange as
detailed in Section 4 - Transmission.
Inspection
1. Inspect the rotor for nicks or gouges.

2. In the band of the rotor where the brake pads
ride, have a machine shop check the runout
of the rotor. Total maximum runout for the
rotor is 0.25 mm (0.010 in.) T.I.R.
If the rotor is out of specification, it can be
machined true as long as a minimum
thickness of at least 17.4 mm (0.685 in.) is
maintained.
IMPORTANT:A rotor with excessive runout

can lead to uneven brake pad wear and can
damage the transmission output shaft
bearings.
NOTE: Remove equal amounts of

material from both sides of the rotor to
keep it centered between the brake pads.
6-71
3. The thickness of the rotor should be uniform

across its entire diameter. The thickness
variation from front to rear surface is 0.051
mm (0.002 in.). The rotor original thickness is
19.05 mm (0.750 in.) with a minimum of 17.4
mm (0.685 in.).
NOTE: A rotor with varying thickness
across its diameter can lead to pulsation
in the brake pedal when the brakes are
applied.
NOTE: Remove equal amounts of

material from both sides of the rotor to
keep it centered between the brake pads.
Installation
1. Make sure the rotor to flange mounting bolts

have hardened washers underneath the bolt
heads.
2. Apply a small amount of antiseize lubricant to
the transmission output flange and lift the
rotor into place.
CAUTION: ROTORS WEIGH

APPROXIMATELY 45 Kg (100 LBS.). 1
ASSISTANCE IS REQUIRED TO INSTALL
THE ROTOR.
3. Install the mounting bolts, 1, and torque each

bolt to 108 N⋅m (80 ft. lbs.) following a
crossing pattern.
NOTE: Make sure the mounting bolt
threads and the flange threads are
completely clean and dry. No thread lock
or lubricant is to be used on these
mounting bolts.
Figure 6-118
Recheck the rotor runout at this point to be 06-06-140

sure it is within specifications.
6-72
4. Install the front (and rear if removed) drive

shaft, 1, onto the output shaft front flange. 1
Make sure the universal bearing caps are
fully seated onto the flange.
5. Install the yoke bearing straps, 2, and
bearing strap retainer bolts onto the yoke.
Torque the retaining strap bolts to 74 N⋅m (55 2
ft. lbs.).
NOTE: Correct practice is to use new
bearing strap retainers and bolts every
time a universal joint is disassembled.
The bolts have a “lock patch” of thread
locker and the bearing straps are
manufactured with a preset angle to Figure 6-119
them.
06-06-141
NOTE: The universal bearing caps must
be fully seated onto the flange. DO NOT
“DRAW” the bearing caps into the flange
using the bearing strap and retainer
bolts.
2425 tractors use a bolted bearing cap. Use

no thread locking compound or lubricant on
the bolts and torque to 120 N·m (90 ft. lbs.). 1
6. Reinstall the caliper, 1, as detailed in the
caliper installation part of this section.
Figure 6-120
06-06-142
6-73
FOOT PEDAL LINKAGE

Removal - Upper Linkage

ARTICULATION LOCK.

2. Remove the cotter pin from the upper clevis 1
pin, 1, and remove the clevis pin.
3. Remove the snap ring, 2, from the end of the
brake pedal pivot shaft.
4. Slide the brake pedal partway off the pivot
shaft to clear the rubber stop and the brake
pedal switch, 3. Pivot the pedal upward to 2
relieve the tension on the spring.
5. Unhook the spring from the steering console 3
frame by prying upward with a screwdriver.
6. Slide the brake pedal off the pivot shaft.
NOTE: There is an inner snap ring on the Figure 6-121
pivot shaft. Remove it from the pivot
06-06-143
shaft.
7. Loosen the locknut, 1, and remove the clevis,

2, from the top of the vertical shaft.
Figure 6-122
06-06-145
6-74
Removal - Lower Linkage
8. From under the tractor, remove the master

cylinder as detailed in this section.
9. Remove the four bell crank pivot bushing
bolts, 1, from the cab mounting bracket.
1 1
10. Pull the lower linkage from the bottom of the
cab.
NOTE: The vertical shaft will pull through

the floor grommet.
11. From inside the cab remove the boot from the
cab floor.
Figure 6-123
06-06-145a
Inspection
1. On the brake pedal, inspect the pivot shaft 3

bushing, 1, and the clevis pin plastic bushing,
2, for wear. Replace bushings if necessary. 2
2. Check the pedal return spring, 3, for damage
and wear. Replace if necessary.
Figure 6-124
06-06-146
3. Inspect the upper clevis, 1, and clevis pin, 2,

for wear. Replace if necessary.
2
1
Figure 6-125
06-06-147
6-75
4. Inspect the lower clevis, 1, and clevis pin, 2,

for wear. Replace if necessary.
NOTE: The lower clevis is welded to the
brake rod and must be replaced as a
2
complete assembly.
Figure 6-126
06-06-148
5. Remove the bell crank pivot bushings, 1, and

inspect the pivot bushings and bell crank, 2, 2
for wear. Replace if necessary. 1
6. Check the plastic bushings, 3, in the bell 1
crank for wear. Replace if necessary.
3
Figure 6-127
06-06-149
7. Inspect the brake pedal pivot shaft, 1, for

wear. If the shaft is severely scored or worn, 1
the complete front steering console must be
replaced as the shaft is a welded component
of the console.
NOTE: Refer to Section 11 - “Cab” for
steering console replacement procedure.
8. Inspect the brake pedal rubber stop, 2, for 2

wear. Replace if necessary.
Figure 6-128
06-06-150
6-76
9. Inspect the boot for cracks and wear and

replace if necessary.
Figure 6-129
06-06-151
Installation - Upper Linkage
1. Make sure that the inner retaining ring, 1, is 1

on the pedal pivot shaft and lubricate the
shaft with a small amount of grease.
2. Hook the spring with the brake pedal
attached onto the steering console. Pull the
brake pedal to the right against the spring
tension and slide it onto the pivot shaft. Push
the brake pedal to the floor so it will clear the
rubber stop and slide it all the way onto the
pivot shaft.
3. Install the outer snap ring on the end of the
pivot shaft. Figure 6-130
06-06-152
Installation - Lower Linkage
4. Lightly lubricate the boot and install it onto

the vertical shaft. The boot should fit into a
groove above the lower clevis.
5. Install the clevis and locknut onto the top of
the vertical shaft. Adjust the top clevis so that
the distance from the center of the hole on
the top clevis to the center of the hole on the
bottom clevis is 598 mm (23.5 in.).
6. Tighten the locknut against the upper clevis.
NOTE: The upper clevis should be in
phase with the bottom clevis.
Figure 6-131
06-06-153
6-77
7. Install the vertical shaft, 1, onto the bell

crank, 2, using the clevis pin and the cotter 1
pin, 3.
8. Install the pivot bushings, 4, onto the bell 4
crank.
9. Lift the entire lower linkage assembly into
place. 2
NOTE: Route the vertical shaft through 3
the cab floor. Do not install the boot at this
time.
Figure 6-132
06-06-154
10. Install the pivot bushing mounting bolts, 1,

and secure them to the cab mounting
bracket. Tighten the bolts to 47.5 N⋅m (35
ft.lbs.).
11. Install the boot, 2, into the cab floor. 1

1
Figure 6-133
06-06-155
12. In the cab, attach the upper clevis, 1, to the

brake pedal, 2, with the clevis pin and the 1
cotter pin.
13. Install the master cylinder as described in

this section. 2
NOTE: Be sure that the master cylinder

actuator rod length is adjusted properly
as per the described procedure.
14. Bleed the brake system as described in the

Figure 6-134
06-06-156
6-78
PARK BRAKE CABLE

Removal

ARTICULATION LOCK.
1. Park the tractor on a level surface and block

the wheels so the tractor will not move when
the park brake is released.
2. Remove the park brake switch, 1, from its
mount and move it out of the way. It is not
necessary to disconnect the electrical wires.
3. Pull the floor mat away from the park brake.
4. Release the park brake.
Figure 6-135
06-06-157
5. Remove the bolt, 1, from the top cable clevis.
Figure 6-136
06-06-158
6-79
6. Loosen the top stanchioning nut, 1, on the

cable clevis and unscrew it completely from
the cable threads.
7. Remove the lever bracket bolt from the cab
floor.
Figure 6-137
06-06-159
8. Push the cable, 1, downward and slide the

lever bracket, 2, out away from the cable.
2
1
Figure 6-138
06-06-160
9. Push the cable down through the cab floor.
Figure 6-139
06-06-161
6-80
10. From underneath the tractor, remove the two

cable clamp bolts, 1, that secure the cable to
the park brake bracket, 2. 1
11. Remove the single bolt, 3, that attaches the
bottom cable clevis to the caliper “Y” bracket. 3
12. Remove the cable from the tractor. 2
Figure 6-140
19995036
Installation
1. Install the cable onto the “Y” bracket on the

brake caliper using the clevis bolt, 3. Do not 1
over tighten the locknut on the clevis bolt.
The clevis should pivot freely on the “Y”
bracket. 3
Secure the cable to the park brake bracket, 2, 2
with the bracket bolts, 1.
Figure 6-141
19995036
2. Route the cable, 1, up through the cab floor.

Slide the park brake bracket, 2, into place.
Make sure the cable slides into the slotted
hole on the bracket and the sheath is moved
upward into the same hole.
3. Secure the park brake bracket to the floor of

the cab with the bracket bolt.
2
1
Figure 6-142
06-06-162b
6-81
4. Attach the cable clevis to the park brake lever

using the clevis bolt, 1. Do not over tighten
the locknut on the clevis bolt. The clevis
should pivot freely.
5. Adjust the stanchioning nut, 2, at the top of
the cable (where it passes through the cab
floor and the park brake bracket) so that all 1
slack in the linkage is removed on the caliper
end when the park brake is released.
6. Install the park brake switch onto the park
brake bracket.
7. Engage the park brake several times to 2
ensure it is operable.
Figure 6-143
06-06-162c
6-82
PARK BRAKE LEVER

Removal

ARTICULATION LOCK.
1. Park the tractor on a level surface and block

the wheels so the tractor will not move when
the park brake is released.
2. Remove park brake switch, 1, from its mount.
It is not necessary to remove the wires.
3. Pull the floor mat away from the park brake.
4. Release the park brake.
Figure 6-144
06-06-163
5. Remove the bolt, 1, from the top cable clevis.
Figure 6-145
06-06-164
6-83
6. Loosen the top stanchioning nut, 1, on the

cable and unscrew it completely from the
cable threads.
7. Remove the lever bracket bolt from the cab
floor.
Figure 6-146
06-06-165
8. Push the cable sheath downward and slide

the lever bracket, 1, out away from the cable.
Figure 6-147
06-06-166
Disassembly
1. Move the park brake lever to its maximum 1

upright position.
2. Drive the roll pins, 1, from pivot shaft, 2, on
either side of the park brake lever.
Figure 6-148
06-06-167
6-84
3. Push the pivot shaft toward the inside of the

bracket and remove the end washer, 1.
1
Figure 6-149
06-06-168
4. Turn the lever in the bracket. Slide the pivot

shaft out the other end of the bracket.
Figure 6-150
06-06-169
5. Pull the pivot shaft, 1, from the handle, 2.

6. Remove the latch, 3, from the handle.
1 2
Figure 6-151
06-06-170
6-85
7. Remove the small snap ring, 1, on the end of

the pivot stud, 2, that holds the pawl, 3, in the
handle.
8. Remove the pivot stud and pawl from the
handle.
2 3
1
Figure 6-152
06-06-171
9. Unscrew the knob, 1, from the end of the

handle, 2, and remove the washer, 3, and
spring, 4.
4
3
1
Figure 6-153
06-06-172
10. Pull the actuator, 1, from the bottom (bracket

end) of the handle, 2.
Figure 6-154
06-06-173
6-86
Inspection
1. Inspect the latch and pawl for wear. Replace

if necessary.
2. Inspect the pivot shaft for wear. Replace if
necessary.
3. Replace any other worn or damaged
components.
NOTE: The handle and rubber grip are not
serviceable components. If they are
damaged the entire lever assembly must
be replaced.
Reassembly
1. Install the actuator, 1, into the handle, 2, from

the bottom (bracket) end. 2
Figure 6-155
06-06-173a
2. Install the spring, 1, washer, 2, and knob, 3,

over the actuator at the top end of the handle,
4.
1
3 2
Figure 6-156
06-06-173b
6-87
3. Install the pawl, 1, and pivot stud, 2, into the

handle and secure with the small snap ring,
3.
2 1
3
Figure 6-157
06-06-173c
4. Position the latch, 1, in the bottom end of the

handle, 2, and install the pivot shaft, 3
through both the handle and the latch.
2
3
Figure 6-158
06-06-173d
5. Install the handle and the pivot shaft into the

bracket.
Figure 6-159
06-06-173e
6-88
6. Slide the pivot shaft toward the inside of the

bracket and install the end washer, 1,
between the handle and the bracket.
Slide the pivot shaft back through the washer
and the bracket end.
Figure 6-160
06-06-173f
7. Drive the roll pins, 1, into the pivot shaft, 2, on

each side of the park brake lever. 1
Figure 6-161
06-06-173g
6-89
Installation
1. Slide the park brake bracket into place. Make

sure the cable slides into the slotted hole on
the bracket and the sheath is moved upward
into the same hole.
Secure the park brake bracket to the cab
floor with the bracket bolt.
Figure 6-162
06-06-174
2. Attach the cable clevis to the park brake lever

using the clevis bolt, 1. Do not over tighten
the locknut on the clevis bolt. The clevis
should pivot freely.
3. Adjust the stantioning nut, 2, at the top of the
cable (where it passes through the cab floor
and the park brake bracket) so that all slack
in the linkage is removed on the caliper end
when the park brake is released. 1
4. Install the park brake switch onto the bracket.

5. Engage the park brake several times to
ensure it is operable. 2
Figure 6-163
06-06-175
6-90
COMPONENT HOURS
Adjust Master Cylinder Linkage (actuator rod) 0.50
Bleeding the Brake System 0.50
Reservoir (0.75 hours total)
R&R of the Reservoir 0.25
Bleeding of the Brake System 0.50
Master Cylinder Supply Tube (0.75 hours total)
R&R of the Supply Tube 0.25
Caliper Pressure Supply Tube (0.75 hours total)
R&R of the Supply Tube 0.25
Master Cylinder (2.0 hours total)
R&R of the Master Cylinder 0.50
Rebuilding the Master Cylinder 1.00
Brake Pads 0.50
Caliper (3.0 hours total)
R&R of the Brake Pads 0.50
R&R of the Caliper 0.75
Rebuilding the Caliper 1.25
Rotor (3.0 hours total)
R&R of the Brake Pads 0.50
R&R of the Caliper 0.75
R&R of the Rotor 1.25
Foot Pedal Linkage (2.5 hours total)
R&R of the Master Cylinder 0.50
R&R of the Linkage 1.50
Park Brake Cable 1.00
Park Brake Lever (includes overhaul) 1.00
6-91
INDEX
Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-28 Master cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Bleeding the brake system . . . . . . . . . . . . . . . . 6-29 disassembly . . . . . . . . . . . . . . . . . . . . . . . . 6-35
Brake caliper . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7 inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 6-38
Brake pads with caliper installed on tractor installation . . . . . . . . . . . . . . . . . . . . . . . . . . 6-46
removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-47 reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 6-40
installation . . . . . . . . . . . . . . . . . . . . . . . . . . 6-50 Master cylinder linkage adjustment . . . . . . . . 6-28
Caliper adjustment . . . . . . . . . . . . . . . . . . . . . . 6-28 Park brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-23
Caliper at rest . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10 Park brake cable installation . . . . . . . . . . . . . . 6-81
Caliper Park brake cable removal . . . . . . . . . . . . . . . . 6-79
disassembly . . . . . . . . . . . . . . . . . . . . . . . . 6-52 Park brake lever
inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 6-58 disassembly . . . . . . . . . . . . . . . . . . . . . . . . 6-84
installation . . . . . . . . . . . . . . . . . . . . . . . . . . 6-68 inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 6-87
Caliper - foot pedal actuated . . . . . . . . . . . . . . 6-12 removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-83
Caliper - foot pedal released . . . . . . . . . . . . . . 6-13 Repair time for individual components . . . . . . 6-91
Caliper - internal components . . . . . . . . . . . . . 6-9 Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Caliper - park brake actuated . . . . . . . . . . . . . 6-15 Reservoir inspection . . . . . . . . . . . . . . . . . . . . . 6-30
Caliper - park brake released . . . . . . . . . . . . . 6-17 Reservoir installation . . . . . . . . . . . . . . . . . . . . . 6-30
Caliper pressure supply line . . . . . . . . . . . . . . 6-33 Reservoir removal . . . . . . . . . . . . . . . . . . . . . . . 6-30
Caliper - when replacing brake pads . . . . . . . 6-18 Reservoir to master cylinder supply tube . . . 6-31
Component removal and installation . . . . . . . 6-30 Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-19
Description and operation . . . . . . . . . . . . . . . . 6-2 Rotor inspection . . . . . . . . . . . . . . . . . . . . . . . . . 6-71
Foot pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-19 Rotor installation . . . . . . . . . . . . . . . . . . . . . . . . 6-72
Foot pedal linkage . . . . . . . . . . . . . . . . . . . . . . . 6-19 Rotor removal . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-70
Foot pedal linkage inspection . . . . . . . . . . . . . 6-75 Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-25
Foot pedal lower linkage installation . . . . . . . . 6-77 Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-26
Foot pedal lower linkage removal . . . . . . . . . . 6-75 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . 6-27
Foot pedal upper linkage installation . . . . . . . 6-77 Tubing
Foot pedal upper linkage removal . . . . . . . . . 6-74 removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-31
Individual component operation . . . . . . . . . . . 6-4 inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 6-32
installation . . . . . . . . . . . . . . . . . . . . . . . . . . 6-32
6-92
Ph.: 204.661.8711
Buhler
Versatile
2240
2270
REPAIR MANUAL
2290
2310
2335
2360
2375 Section 7 -
Power
2425 Take -Off
89002007 10/2005
System
SECTION 7
POWER TAKE-OFF SYSTEM
CONTENTS
SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-42
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-43
TROUBLESHOOTING AND TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-47
ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-66
REMOVAL AND REPAIR OF COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-67
7-1
SECTION 7 - POWER TAKE-OFF SYSTEM

INTRODUCTION A PTO light is included in the warning light bar on
the Electronic Instrument Control System
The Buhler Versatile 4WD tractors utilize an
(EICS). The light will illuminate when the when
electrohydraulic activated mechanical power
the switch is placed in the ON position and power
take-off (PTO) system. The PTO is optional
is supplied to the circuit supplying the PTO
equipment on 2240, 2270, 2310, 2360 and 2425
solenoid. The PTO will not activate if the tractor
tractors.
RPM is in excess of 1400 RPM. The engine RPM
When an electrohydraulic PTO is installed on an must be below 1400 to activate the PTO system.
Buhler Versatile 4WD tractor, the operator can
A PTO can be installed on the 2240, 2270, 2310
turn the PTO on and off from the seat in the cab
2360 and 2425 Series tractors with a 12 x 4 -
using an electronic switch on the right hand side
console. The PTO is rated at 1000 RPM (2100 Quad shift III (mechanical) transmission or the
engine RPM) and has an output shaft 44.45 mm 2270, 2310 and 2360 tractors with a 12 x 2
(1-3/4I) in diameter with 20 splines. For more powershift transmission. Regardless of
information on operating the PTO, refer to the transmission type, the major components that
Buhler Versatile 4WD Operator’s Manual. make up the PTO system are identical (with the
exception of the transfer case on the rear of the
The PTO can be installed at the factory during
transmission) for all models.
manufacture or can be fitted to the tractor via a
dealer installed accessory kit.
7-2
Figure 7-1
COMPONENT LOCATIONS
Power is transmitted to the PTO system via the When the PTO is engaged, the output yoke of the
engine, 1, and flex coupling, 2, (attached to the clutch will turn the rear drive shaft, 8, and drop
engine flywheel), through the transmission input box, 9. The output shaft, 10, will provide power to
drive shaft, 3, and into the transmission, 4. the trailing implement.
A transfer case, 5, is attached to the rear of the The PTO switch, 11; relay, 12; solenoid valve
transmission and drives the articulation drive manifold, 13; and solenoid valve, 14, make up the
shaft, 6. The articulation drive shaft is attached to electrical control circuit the operator uses to turn
the input yoke of the clutch/brake assembly, 7. the PTO on and off.
7-3
Figure 7-2
A side profile of the PTO shows the path of power ratio drive through the three gears). The input
through the power train of the PTO system. The gear turns a countershaft gear which drives the
engine, 1, drives the flex coupling, 2, which is the output gear. The output shaft, 10, is splined to the
link to the transmission input drive shaft, 3. The output gear and will be driven anytime the gear
input drive shaft is connected to the input shaft of turns.
the transmission, 4, which transmits power to the
transfer case, 5, on the rear of the transmission. The engine on all Buhler Versatile 4WD tractors
turns in a counterclockwise direction (when
The transfer case consists of a gear set viewed from the operator’s seat). The PTO
(approximately a one-to-one ratio) that allows output shaft, at the rear of the tractor, turns
power to drop downward on the frame of the clockwise when viewed from behind the tractor.
tractor and drive the PTO articulation drive shaft,
6, which in turn spins the input portion of the The majority of the PTO components turn at
clutch/brake assembly, 7. When engaged, the engine speed (lower torque), with the final speed
clutch will turn the output yoke and drive the PTO reduction (higher torque) completed in the drop
rear drive shaft, 8. box at the rear of the tractor.
The rear drive shaft turns the input gear of the

drop box, 9, at the rear of the tractor. The drop
box contains an input gear, countershaft gear
and an output gear (approximately a two-to-one
7-4

1
PTO Switch
The PTO switch, 1, can be turned to the ON
position by depressing the center button and
pulling the outer portion of the knob upward. The
switch is turned to the OFF position by pushing
down on the knob. You will hear a snapping noise
when the switch is fully in the OFF position.
NOTE: The PTO will not engage if the engine

speed is greater than 1400 RPM. This is an
automatic feature built into the electronic
19995071
control circuit of the PTO.
The switch is located on the right hand side Figure 7-3

console and is also included in the neutral start
circuit for the Buhler Versatile 4WD tractors. For
additional information on the neutral start circuit,
refer to Section 3 - Electrical of the service
manual.
2
PTO Relay
The PTO relay is located on the fuse and relay
panel, 1, in the right rear corner of the cab behind
The relay, 2, is controlled by the PTO switch and

Electronic Instrument Control System (EICS)
dash panel. The relay must be activated in order
for power to flow to the PTO solenoid on the 1
clutch/brake assembly.
Figure 7-4
7-5
PTO Control Valve

The PTO control valve is mounted on the
right-hand side of the PTO clutch housing. The 2
PTO control valve assembly is the directional
control device for pressure and lubrication oil 1
used in the clutch/brake assembly and the drop
box at the rear of the tractor.
The valve consists of a manifold block, 1; an

electronically controlled solenoid valve, 2; and a
pilot operated directional control valve, 3.
The manifold block is manufactured with drilled

3
passageways that route oil to and from the
pressure (P), clutch apply (CA), clutch lubrication
Figure 7-5
(CL), drop box lubrication (BL) and lubrication
pressure (PL) ports. The steel tubes and hoses
attached to the manifold block ports route oil to
and from the appropriate component depending
on the electronic solenoid valve position
(solenoid ON or OFF).
The control valve has two possible modes of

operation:
1. Engine running, PTO switch OFF, solenoid

OFF.
2. Engine running, PTO switch ON, solenoid
ON.
Pressure and lubrication oil will be routed to and
from the control valve, based on operational
mode, as described in the following information.
7-6
2
3
1
6
Figure 7-6
Engine running, PTO switch OFF, solenoid (pressure is blocked at the P port by the solenoid
OFF valve). This will route lubrication oil
(approximately 25 PSI, from the transmission)
With the engine running and the PTO in the OFF from the pressure lubrication (PL) port on the
condition, the solenoid valve, 1, will be manifold block out the clutch lubrication (CL)
de-energized. Due to the internal spring, 2, of the port. The CL port will be supplied with lube oil
valve, the internal spool, 3, of the solenoid valve through the spool and body of the directional
will be shifted to the right, allowing oil to pass from control valve and through a drilling in the manifold
the clutch apply (CA) port to the sump (T) port on block that contains a 3.55 mm (0.140″) orifice, 6.
the manifold block. This will release all pressure Lubrication oil supplied to the clutch will apply the
from the clutch piston and disengage the clutch, clutch brake and lubricate the internal portions of
effectively breaking open the driveline for the the clutch (clutch input components) that spin
PTO in the center of the tractor. Pressure oil when the clutch is disengaged.
(approximately 225 PSI, from the transmission)
will be blocked and held by the solenoid valve at No lubrication oil is supplied out the drop box
the pressure (P) port. lubrication (BL) port since the drop box is not
turning and requires no lube.
At the same time, the pilot operated directional
control valve internal spool, 4, will be positioned
at the top of the valve due to the internal spring, 5,
and a lack of pressure oil at the end of the spool
7-7
Figure 7-7
Engine running, PTO switch ON, solenoid ON At the same time, the pilot operated directional
control valve internal spool, 4, will be pushed
With the engine running and the PTO in the ON downward against the spring, 5, by pressure oil at
condition, the solenoid valve, 1, will be the end of the spool (pressure is supplied from
energized. The internal spool, 2, of the solenoid the P port via the solenoid valve). This will route
valve will be shifted to the left, blocking off the lubrication oil (approximately 25 PSI, from the
sump (T) port from the clutch apply (CA) port on transmission) from the pressure lubrication (PL)
the manifold block. Pressure oil (approximately port on the manifold block out the drop box
225 PSI, from the transmission) will be routed, via lubrication (BL) port. The CL port will only be
the solenoid valve spool and body, to the clutch supplied with lube oil through a drilling in the
apply (CA) port, engaging the PTO clutch (at the manifold block that contains a 3.55 mm (0.140″)
same time disengaging the PTO brake). The orifice, 6. This reduces the lubrication oil flow to
engagement rate of the clutch is partially the clutch components (components are locked
controlled by the orifice, 3, that is located in the together and require less lube) and balances the
CA port. When the clutch engages, the PTO oil flow between the clutch and the drop box on
driveline will be connected in the center of the the rear of the tractor.
tractor and drive the PTO output shaft at the rear
of the tractor. Lubrication oil is now supplied out the drop box
lubrication (BL) port since the drop box is now
turning and requires lube.
7-8
Figure 7-8
Transfer Case Two unique transfer cases are used on the

Buhler Versatile 4WD tractors:
The transfer case, 1, mounts to the rear of the
transmission (both mechanical and powershift) 1. Buhler Versatile 4WD tractors with a 12 x 4
and allows power to drop downward (via a gear Quad shift III transmission (equipped with a
set) on the frame of the tractor and drive the PTO).
remainder of the PTO drivetrain.
2. Buhler Versatile 4WD tractors with a 12 x 2
The transfer case used on the mechanical powershift transmission (equipped with a
transmission is not interchangeable with the PTO).
powershift transmission. The following figures
and text gives a detailed description of the two Operation and individual characteristics for each
transfer cases used on the Buhler Versatile 4WD transfer case is described in the following
tractors. information.
7-9
Transfer Case - with 12 x 4 Quad Shit III Lubrication oil is supplied to the transfer case
transmission through a port (not shown) at the top of the case,
and is drained back to sump (transmission case)
The transfer case assembly consists of a via the port, 16, at the bottom of the case and an
two-piece (front and rear) housing, 1, that external tube.
supports a thirty-five tooth input gear, 2, and a
thirty-six tooth output gear and shaft, 3. Power for the transfer case is supplied via the
transmission live shaft, 17. This shaft is splined,
The input gear is supported by two roller on its front end, to the transmission clutch stub
bearings, 4, on the front and rear of the gear. The shaft and runs through the center of the hollow
output gear and shaft is supported by two tapered transmission input shaft to the transfer case input
roller bearings, 5, on the front and rear of the gear. External splines on the rear of the live shaft
component. mate with the internal splines on the input gear,
providing power to the transfer case output gear
Roller bearings are used on the input gear to and shaft any time the engine is running. The
support vertical force, while tapered roller output gear and shaft have a yoke, 18, attached
bearings are used on the output gear and shaft to to it to provide power to the PTO articulation drive
support vertical as well as horizontal force shaft and the remainder of the PTO driveline.
(articulation drive shaft horizontal force applied
on the one-piece shaft and gear during turning of The transmission pump, 19, mounts to the top
the tractor). The roller bearings are stanchioned rear face of the transfer case and is driven via the
in the housing halves in a machined bore, 6, that input gear inner diameter splines, 20. Any time
has a shoulder, 7, for the bearing to seat against. the engine runs, the transmission live shaft turns,
The output gear and shaft front tapered roller spinning the input gear in the transfer case and
bearing cup, 8, is stanchioned in the front the transmission pump.
housing half in a machined bore, 9, that has a
shoulder, 10, for the race to seat against. The The bore, 21, in the top face of the front half of the
rear tapered roller bearing cup is installed into the case surrounds a bolt-in cap that is used to shim
seal retainer, 11. Shims, 12, are installed at the the transmission input shaft bearings. The
joint where the retainer and rear case half meet. transfer case is not used to set transmission input
These shims set the output gear and shaft end shaft bearing end play.
play of 0.030 mm - 0.080 mm (0.001″ - 0.003″) for
the tapered roller bearings.
The output shaft has a seal, 13, riding on a

replaceable wear sleeve, 14. The seal is held in a
removable retainer, 11, on the rear of the transfer
case. The retainer outer diameter is sealed by an
O ring, 15.
7-10
Figure 7-9
7-11
Transfer Case - with 12 x 2 powershift Lubrication oil is supplied to the transfer case
transmission through a port, 13, on the rear of the case, and is
drained back to sump (transmission case) via the
The transfer case assembly consists of a port, 14, at the bottom of the case and an external
two-piece (front and rear) housing, 1, that tube.
supports a thirty-ive tooth input gear, 2, and a
thirty-six tooth output gear, 3. An output shaft, 4, Power for the transfer case is supplied via the
is splined to the output gear and held in position transmission top 7″ clutch shaft, 15. This shaft is
by the retaining ring, 5. splined, on its front end, to the transmission input
yoke and runs through the top of the transmission
The input and output gears are supported by to the transfer case input gear. External splines
roller bearings, 6, on the front and rear of each on the rear of the top 7″ clutch shaft mate with the
gear. The top front roller bearing is held in the internal splines on the input gear, providing
front half of the transfer case by the snap ring, 7. power to the transfer case output gear and shaft
The top rear and bottom front bearing are seated any time the engine is running. The output gear
into the case against a shoulder, 8. The bottom and shaft have a yoke, 12, attached to it to
rear bearing is installed onto the output gear and provide power to the PTO articulation drive shaft
is held in place by the seal retainer, 9. Shims, 10, and the remainder of the PTO driveline. Shims,
are installed at the joint where the retainer and 16, under the output yoke retaining bolt and
rear case half meet. These shims set the output washer, 17, provide end play for the yoke to
gear end play of 0.050 mm - 0.10 mm (0.002″ - eliminate any force being applied to the output
0.004″) for the roller bearings. shaft retaining ring, 5.
The output shaft has a seal, 11, riding on the
output yoke, 12. The seal is held in the removable
seal retainer, 9, on the rear of the transfer case.
7-12
Figure 7-10
7-13
Figure 7-11
Front and Rear Drive Shaft

The articulation drive shaft, 1, and rear drive
shaft, 2, provide power transmittal from the
transfer case, 3, to the clutch/brake, 4, and from
the clutch/brake to the drop box, 5, respectively.
7-14
3 4 3
4
2
1
Figure 7-12
The articulation drive shaft consists of a slip yoke, A sealed (non-greasable) universal joint bearing,
1, and a tube yoke, 2, that form a sliding splined 3, is installed into each yoke, 4, at either end of
joint within each other. The splined area of the the shaft. The sliding shaft joint and universal
shafts can be greased via a fitting that is installed joints allow for changes in shaft length and drive
into the slip yoke. angles due to tractor articulation.
7-15
3 4 2 4 3
1
Figure 7-13
The rear drive shaft consists of a slip yoke, 1, and A sealed (non-greasable) universal joint bearing,
an extended tube yoke, 2, that form a sliding 3, is installed into each yoke, 4, at either end of
splined joint within each other. The splined area the shaft. During operation, the rear drive shaft
of the shafts is greasable via a grease fitting that does not change in length when the tractor
is installed into the slip yoke. articulates due to the clutch/brake and drop box
both being mounted on the rear frame of the
tractor.
7-16
Figure 7-14
Clutch/Brake
The clutch/brake assembly, 1, mounts in the
center of the tractor and is the link between the
PTO input components (transfer case,
articulation drive shaft) and the output
components (rear drive shaft, drop box).
7-17
The clutch/brake assembly consists of a force being applied to the input shaft retaining
clutch/brake, 1, contained within an outer ring. A needle bearing, 17, that is driven into the
housing. The housing is made up of a rear case, front end of the output shaft, 18, provides support
2, and a front case, 3, that also acts as the mount for the rear of the input shaft.
for the assembly on the rear frame of the tractor.
A gasket, 4, and sealing compound form a joint Anytime the engine runs, the input components
between the housing halves. (input yoke, input shaft and clutch drum) rotate,
regardless of whether the PTO is ON or OFF.
The input yoke, 5, is splined to the clutch input
shaft, 6. The yoke is held to the shaft by the cap The output yoke, 19, is splined to the output shaft,
screw and washer, 7. The input shaft is sealed by 18. The yoke is held to the shaft by the cap screw
the input seal, 8, held by the seal retainer, 9, and and washer, 20. The output shaft is sealed by the
an O ring, 10, at the end of the input yoke. output seal, 21, held by the manifold, 22, and an
O ring, 23, at the end of the output yoke. The
Roller bearings, 11, support the input shaft in the manifold surrounds sealing rings, 24, in the
forward end of the front housing. Spacer, 12, is output shaft that separate the clutch apply, 25,
placed between the bearings and is used, in and clutch lubrication, 26, passages in the
conjunction with shims, 13, under the seal assembly. The manifold is sealed to the rear
retainer, to set end play for the roller bearings. housing by gasket, 27, and sealing compound.
The input shaft is splined to the clutch drum, 14, The output bearing, 28, supports the rear of the
and is held in position by retaining ring, 15. output shaft and is held in position by the external
Shims, 16, under the input yoke cap screw and retaining ring, 29, and shaft retaining ring, 30.
washer provide yoke end play to eliminate any
7-18
Figure 7-15
7-19
The brake assembly, 31, consists of a hub, 32, externally by O ring, 54, in the OD of the
that is attached to the output shaft by the dowel separator plate and by the sealing ring, 55, in the
pin, 33. A belleville washer, 34, applies force to output shaft. The brake piston is sealed
the brake when the brake piston, 35, compresses externally by the quad ring seal, 56, in its OD and
the brake plates (PTO is OFF). The brake plates internally by the sealing ring, 57, on the output
consist of a backing plate, 36, three friction shaft. Retaining ring, 58, connects the clutch
plates, 37, (internally splined to the brake hub) piston and brake piston when they move laterally
and two steel separator plates, 38, that are held along the shaft, applying the clutch or the brake,
stationary in the rear housing by four dowel pins, depending upon the PTO being turned ON or
39. Retaining ring, 40, plain spacer, 41, and two OFF.
small roll pins, 42, keep the brake assembly on
the brake hub. The clutch/brake has three possible modes of
operation:
The clutch piston, 43, compresses the clutch
pack assembly when the PTO is ON. The clutch 1. Engine running, PTO switch OFF, clutch
assembly consists of a backing plate, 44, thirteen disengaged, brake applied.
friction discs, 45, that are internally splined to the 2. Engine running, PTO switch ON, clutch
clutch hub and spring assembly, 46. The clutch engaging, brake disengaging.
hub is internally splined to the input shaft and is
held in position on the shaft by the quarter 3. Engine running, PTO switch ON, clutch
retaining rings, 47, and retaining ring, 48. Twelve engaged, brake disengaged.
steel separator plates, 49, are externally splined
to the clutch drum. The clutch pack assembly is Pressure and lubrication oil will be routed to and
held on the clutch hub by the retaining ring, 50, from the clutch, based on operational mode, as
and the shoulder, 51, at the end of the clutch hub. described in the following information.
The separator plate, 52, is stanchioned to the

output shaft by the retaining rings, 53. The
separator plate divides clutch apply oil and clutch
lubrication oil. The clutch piston is sealed
7-20
Figure 7-16
7-21
Engine running, PTO switch OFF, clutch When the PTO switch is in the OFF position, the
disengaged, brake applied PTO control valve also connects oil that is in the
clutch apply chamber, 11, with sump (the
With the PTO switch in the OFF position, the PTO transmission case). Since there is no oil pressure
control valve allows lubrication pressure oil working against the clutch piston, 12, the brake
supply (1.7 bar [at approximately 25 PSI]) into the piston will be able to pull the clutch piston
clutch lube (CL) port, 1. The lubrication oil rearward due to the retaining ring, 13. This fully
pressure enters the chamber, 2, via the output releases the clutch piston from the clutch pack,
shaft drilling, behind the brake piston, 3. This disconnecting the input shaft from the output
forces the brake piston toward the rear of the shaft.
clutch, compressing the brake plates, 4, (friction
and steel separator) against the backing plate, 5, In addition to applying the clutch brake,
and belleville washer, 6. This will engage the lubrication oil is also supplied to the needle
brake, effectively locking the output shaft, 7, to bearing, 14, via the orifice, 15, in the end of the
the clutch rear housing, 8, via the dowel pin, 9, output shaft. The output shaft roller bearing, 16,
and slot in the brake hub, the internal splines of brake pack and clutch pack receive lubrication oil
the friction plates and external splines of the via the output shaft drillings, 17. The input shaft
brake hub, the external tangs of the steel roller bearings, 18, are lubricated via the input
separator plates and the dowel pins, 10, driven shaft drilling, 19, through holes drilled in the
into the rear housing. The PTO output shaft will spacer, 20.
not turn.
Lubrication oil is drained from the clutch housing
via the port at the bottom of the rear housing.
7-22
Figure 7-17
7-23
Engine running, PTO switch ON, clutch pressure vs 15.5 bar 225 PSI clutch apply
engaging, brake disengaging pressure). Since both pistons have roughly the
same surface area for oil pressure to work
When the PTO switch is turned ON, the PTO against, the clutch piston force will overcome the
control valve will direct pressure oil (15.5 bar brake piston force and both pistons will move
[approximately 225 PSI]) into the clutch apply forward toward the front of the clutch. This will
(CA) port, 1. Oil pressure enters the chamber, 2, release the brake assembly from compression,
via the drilling in the output shaft, behind the allowing the output shaft, 7, to turn when the
clutch piston, 3. This forces the piston forward clutch is fully applied.
toward the front of the clutch. As the piston
moves forward, retaining ring, 4, contacts the Lubrication oil is supplied to the bearings, brake
shoulder of the brake piston, 5. pack and clutch pack in the same way as detailed
when the PTO is in the OFF condition. The
The brake piston still has lubrication oil pressure amount of lubrication oil supplied is reduced
forcing it rearward toward the brake assembly, 6, when the PTO is turned ON due to the action of
(as described in the PTO OFF mode, above), but the pilot operated valve in the PTO control valve
the pressure behind the clutch piston is of a assembly (see description of the PTO control
higher value 1.7 bar (25 PSI brake apply valve in this section).
7-24
Figure 7-18
7-25
Engine running, PTO switch ON, clutch internal splines of the friction plates and the
engaged, brake disengaged external splines of the clutch hub, 8, the internal
splines of the clutch hub and the external splines
Pressure oil, 15.5 bar (approximately 225 PSI) of the output shaft, 9. The clutch will lock together
via the clutch apply (CA) port, 1, and output shaft as one unit and will now rotate the output shaft.
drilling, fills the chamber, 2, behind the clutch
piston, 3. The piston is forced fully forward, When the clutch piston moves fully forward, the
compressing the clutch pack assembly, 4. The brake piston, 10, is completely released from the
springs, 5, inside the clutch hub assembly help to brake pack, 11, freeing the output shaft to turn
modulate clutch engagement when the PTO is without resistance.
first turned on by cushioning the engagement of
the clutch pack. Lubrication oil is supplied to the bearings, brake
pack and clutch pack in the same way as detailed
When the clutch pack is fully engaged, the input when the PTO is in the OFF condition. The
shaft, 6, will be locked to the output shaft via the amount of lubrication oil supplied is reduced
external splines of the output shaft and the when the PTO is turned ON due to the action of
internal splines of the clutch drum, 7, the drum the pilot operated valve in the PTO control valve
slots and the external tangs of the clutch pack assembly (see description of the PTO control
steel separator plates, the clutch pack, the valve in this section).
7-26
Figure 7-19
7-27
THIS PAGE IS
INTENTIONALLY BLANK.
7-28
Figure 7-20
Drop Box
The drop box assembly, 1, is located at the rear
of the tractor and is bolted to the rear frame.
Power is supplied to the drop box via the
clutch/brake, 2, and rear drive shaft, 3.
The drop box is an identical component on all

Buhler Versatile 4WD tractors (equipped with a
PTO option) regardless of transmission type
(mechanical or powershift).
7-29
The drop box housing, 1, is a one-piece casting The input shaft and output shaft use seals, 18,
with a top cover, 2, and bottom cover, 3, bolted to that ride on the input yoke and output shaft to seal
the top and bottom of the housing. the shaft to the housings. The seals are held in
removable retainers, 19 and 17, that are bolted to
Three mounting studs, 4, are threaded into the the drop box housing.
front side of the box and are used to attach the
drop box to the rear frame. Lubrication oil is supplied to the drop box (only
when the PTO is turned ON) from the PTO control
An output shaft shield, 5, protects the operator valve through the port, 20, in the top cover of the
from accidental entanglement in the output shaft drop box. A baffle plate, 21, directs oil that is
of the box. splashed by the input gear into channels that are
cast into the housing. The channels direct oil to
The input shaft yoke, 6, is splined to the input the tapered roller bearings for the input shaft and
shaft, 7, at the top of the drop box and is held on countershaft. Lubrication oil cascades
the shaft by the slotted nut and washer, 8. The downward and lubricates the output shaft
input shaft is splined to a twenty-one tooth input bearings. The gear teeth for each shaft are
gear, 9. The teeth of the input gear mesh with the splash lubricated from the gear action inside the
forty-three tooth countershaft gear, 10, which is drop box. Lubrication oil drains from the drop box
splined to and supported by a countershaft, 11. back to the transmission via the fitting, 22, that is
The countershaft gear meshes with a forty-three attached to the bottom cover and an external
tooth output gear, 12, which is splined to the drain line.
output shaft, 13, at the bottom of the drop box.
A breather, 23, and check valve, 24, are installed
Each shaft and gear assembly is supported by a into the top cover to allow the oil in the drop box to
set of tapered roller bearings, 14. Shims are drain out, and also keep oil from being forced out
installed on the rear input bearing cap, 15, rear the breather during cold start-up of the PTO. Air
countershaft bearing cap, 16, and rear output can enter the drop box to allow for draining, but oil
shaft seal retainer, 17, to set end play, 0.08 mm - cannot exit the breather due to the action of the
0.13 mm (0.003″ - 0.005″), on each set of check valve.
bearings.
7-30
Figure 7-21
7-31
PTO Electrical Control Circuit The tach module connector P4/C10 senses a 5K
ohm resistance in its circuit via wire
The PTO electrical circuit has three modes of
CM-24B/CM-24A. This resistance value tells the
operation:
EIC that the switch is in the OFF position and
• Ignition “ON”, Engine running below 1400 allows the PTO enable circuit to remain active,
rpm, PTO switch “OFF” latching the PTO relay.
• Ignition “ON”, Engine running below 1400 The circuit is active and ready to engage the PTO
rpm, PTO switch “ON” but does not because the operator has not
activated the switch. The PTO solenoid receives
• Ignition “ON”, Engine running above 1400 no power and the clutch does not engage.
rpm, PTO switch “OFF”
The following text will described the PTO circuit in Mode #2 - Ignition “ON”, Engine running
each of the three different modes of operation. below 1400 rpm, PTO switch “ON”
When the ignition switch is in the ON position and
Mode #1 - Ignition “ON”, Engine running the engine is running below 1400 RPM, with the
below 1400 rpm, PTO switch “OFF” PTO switch is in the ON position, the supply
When the ignition switch is in the ON position, circuit reacts the same way as described in mode
and the engine is running below 1400 RPM, with #1. The operator turns on the PTO switch,
the PTO switch is in the OFF position, battery connecting terminals B and D.
power will be supplied to the ignition switch from
the fuse and relay panel through the 25-amp Power will flow out of the PTO switch through
ignition fuse, out of the panel through connector connector P75/D via wire CM-57B/CM-57A. Wire
J9 to terminal P10/1 on the ignition switch via wire CM-57A is routed back to the fuse and relay
CM-1. panel at J2/16 and connects to the PTO solenoid
via connector J7/2 and wire RF-57.The PTO
Power will flow out of the ignition switch through solenoid is now activated and finds a ground via
terminal P10/4 and back to the fuse and relay wire RF-156 and ground #6 (stud under right
panel through wire CM-3 via connector J14. hand side rear shelf toward the rear).
Current will be supplied to the 5-amp PTO fuse
and to the PTO relay. At the same time that the solenoid is activated the
PTO light in the EICS will be turned on as power is
Since the engine speed is below 1400 RPM the supplied from wire CM-57B/CM-57C and
EIC will allow current to flow out connector P3/A2 connector P1/10. The light finds a ground at the
to the fuse and relay panel connector J2/37 via stud at the bottom right hand beam of the cab
wire CM-22. The PTO relay will now latch. behind the batteries (ground #2).
When the relay latches, power will flow out the Battery voltage is also supplied to the PTO sense
fuse and relay panel via J2/22 through wire 2 location of the EICS via wire CM-57B/ CM-57D
CM-24A/CM24C to the PTO switch connector at connector P4/D10.The monitor senses that
P75/B. Since the PTO switch is off, power is the operator has turned the PTO switch to the ON
stopped at this location. position.
The PTO will now engage as the solenoid

activates, turning the PTO clutch on.
7-32
Figure 7-22
7-33
Mode #3 - Ignition “ON”, engine running With the PTO switch in the off position, Sense 1 of
above 1400 rpm, PTO switch “OFF” the EICS is connected to ground through the 5K
ohm resistor. This tells the EICS that the PTO
When the ignition switch is in the ON position, switch is in the off position. Since the engine
and the engine is running below 1400 RPM, with speed is above 1400 rpm, power is removed from
the PTO switch is in the OFF position, battery the relay via PTO Enable and stops the operator
power will be supplied to the ignition switch from from engaging the PTO at too high of an engine
the fuse and relay panel through the 25-amp rpm.
ignition fuse, out of the panel through connector
J9 to terminal P10/1 on the ignition switch via wire If the operator turns the PTO switch to the “ON”
CM-1. position, with the engine rpm above 1400, the
PTO will not turn on because Enable is not
Power will flow out of the ignition switch through activated.
terminal P10/4 and back to the fuse and relay
panel through wire CM-3 via connector J14. If the operator keeps the PTO switch On, and
Current will be supplied to the 5-amp PTO fuse reduces the engine rpm below 1400, the PTO will
and to the PTO relay. Power will be blocked at this not turn on because Sense 2 sees no power and
location due to the relay not being activated. will not turn on Enable. The operator must cycle
the switch OFF and then ON with the engine rpm
below 1400 to activate the circuit.
7-34
Figure 7-23
7-35
THIS PAGE IS
7-36
PTO Hydraulic System There are two distinct hydraulic circuits used on
the Buhler Versatile 4WD tractors based on the
The PTO has a hydraulic system that delivers
transmission that the tractor is equipped with:
pressure (clutch apply) as well as lubrication (PL)
to the system components based on system 1. 12 x 4 Quad shift III transmission
mode of operation (PTO ON or OFF).
2. 12 x 2 powershift transmission
The PTO electrical circuit controls the PTO
solenoid valve located on the right-hand side of While the hose routing from the transmission to
the PTO clutch/brake. The solenoid valve the PTO solenoid valve manifold differs from the
position determines the routing of pressure and mechanical to the powershift transmission on the
lubrication oil that is delivered to the solenoid tractor, the PTO components that are supplied by
valve manifold. the transmission are identical for all Buhler
The transmission (mechanical or powershift) is
the source of pressure, lubrication and sump oil Individual circuits, based on transmission option,
for the PTO hydraulic system. are described as follows:
7-37
Hydraulic Circuit - 12 x 4 Quad Shift case. Pressure oil, to be used to apply the PTO
2000 transmission clutch, is delivered from the port marked “PTO”
on the side of the transmission control valve to
The transmission pump (mounted on the rear of the pressure (P) port on the solenoid manifold.
the transfer case) draws oil from the sump Since the PTO is off, the solenoid blocks oil from
(transmission case) and passes it through the the clutch apply (CA) port on the manifold. The
cooler and filter in the front of the tractor. Oil PTO clutch will not apply.
enters the transmission control valve where it is
routed (by internal spools in the control valve) to When the operator moves the PTO switch to the
the pressure (approximately 15.5 bar (225 PSI)) ON position, lubrication oil will now be routed to
or lubrication (approximately 1.7 bar (25 PSI)) the CL port (at a reduced rate due to an internal
side of the hydraulic circuit. orifice in the solenoid manifold) and also to the BL
port on the solenoid manifold. Oil flows out the BL
Lubrication oil for all transmission functions is port to the drop box at the rear of the tractor,
delivered to the central lube manifold on the providing lubrication for the drop box gears. Drop
left-hand side of the transmission case. A tube at box lubrication oil returns to sump (transmission
the top rear of the central lube manifold feeds oil case) via a long drain line that runs from an elbow
to the top of the transfer case (through a 2.5 mm at the bottom of the drop box to the drain port at
[0.10″] orifice) and provides lubrication for the the bottom of the transmission case. Since the
gear set in the case. Lube oil returns from the PTO solenoid is now activated, pressure oil is
transfer case to the sump (transmission case) via allowed to pass from the P port on the solenoid to
the elbow and drain tube to the port marked “TC the clutch apply (CA) port. An accumulator is teed
Return” on the rear of the transmission case. into the line that supplies the clutch apply circuit
to aid in clutch modulation during engagement
If the tractor engine is running but the PTO switch
and maintain PTO apply pressure during
is in the OFF position, lubrication oil that is to be
movement of the transmission clutch pedal by
used in the PTO system for the clutch/brake and
the operator. The accumulator consists of a
drop box is delivered to the PTO solenoid
housing with a diaphragm that divides the apply
manifold pressure lube (PL) port from the “Lube”
oil from a nitrogen charge of 60 PSI.
port on the side of the transmission control valve.
A solid plug under the connector fitting in the
“Lube” port of the transmission control valve
forces lube oil out to the PTO lubrication circuit
instead of returning it to the transmission case.
DANGER: THE ACCUMULATOR FOR THE
Lube oil will flow from the PL port on the manifold
PTO CIRCUIT IS CHARGED WITH NITROGEN
to the clutch lubrication (CL) port only. This oil will
ONLY. NEVER PUT COMPRESSED AIR INTO
enter the clutch/brake, lubricating the clutch input
AN ACCUMULATOR AS OXYGEN AND OIL
components and applying the PTO brake. No oil
CAN EXPLODE WHEN SUBJECTED TO
will flow out to the drop box (via the drop box lube
PRESSURE. SEE THE TROUBLESHOOTING
[BL] port) as it is not required when the PTO is
AND TESTING PROCEDURE IN THIS
OFF. Clutch lube oil returns to sump
SECTION FOR INFORMATION ON HOW TO
(transmission case) via the elbow and drain line
PROPERLY TEST ACCUMULATOR
at the bottom of the clutch and the port marked
PRESSURE.
“PTO Return” on the rear of the transmission
7-38
12 x 4 Quad Shift III

Transmission
Figure 7-24
7-39
Hydraulic Circuit - 12 x 2 powershift (P) port on the solenoid manifold. Since the PTO
transmission is off, the solenoid blocks oil from the clutch apply
(CA) port on the manifold. The PTO clutch will not
The transmission pump (mounted on the front of apply.
the transmission) draws oil from the sump
(transmission case) and passes it through the When the operator moves the PTO switch to the
cooler and filter in the front of the tractor. Oil ON position, lubrication oil will now be routed to
enters the transmission regulator valve where it the CL port (at a reduced rate due to an internal
is routed (by internal spools in the valve) to the orifice in the solenoid manifold) and also to the BL
pressure (approximately 15.5 bar (225 PSI)) or port on the solenoid manifold. Oil flows out the BL
lubrication (approximately 1.7 bar (25 PSI)) side port to the drop box at the rear of the tractor,
of the hydraulic circuit. Lubrication oil for all providing lubrication for the drop box gears. Drop
transmission components is delivered by box lubrication oil returns to sump (transmission
drillings and tubes installed in the transmission case) via a long drain line that runs from an elbow
case. A tube at the top transmission shaft rear at the bottom of the drop box to the drain port at
collector feeds oil (through a 1.6 mm the bottom of the transmission case. Since the
[0.063″]orifice) to the top of the transfer case and PTO solenoid is now activated, pressure oil is
provides lubrication for the gear set in the case. allowed to pass from the P port on the solenoid to
Lube oil returns from the transfer case to the the clutch apply (CA) port. Two accumulators are
sump (transmission case) via the elbow and teed into the line that supplies the clutch apply
drain hose to a port on the rear of the circuit to aid in clutch modulation during
transmission case. engagement and maintain PTO apply pressure
during movement of the transmission shift lever
If the tractor engine is running but the PTO switch by the operator.
is in the OFF position, lubrication oil that is to be
used in the PTO system for the clutch/brake and
drop box is delivered to the PTO solenoid
manifold pressure lube (PL) port from a port on
the rear of the transmission housing. Lube oil will DANGER: THE ACCUMULATOR(S) FOR THE
flow from the PL port on the manifold to the clutch PTO CIRCUIT IS CHARGED WITH NITROGEN
lubrication (CL) port only. This oil will enter the ONLY. NEVER PUT COMPRESSED AIR INTO
clutch/brake, lubricating the clutch input AN ACCUMULATOR AS OXYGEN AND OIL
components and applying the PTO brake. No oil CAN EXPLODE WHEN SUBJECTED TO
will flow out to the drop box (via the drop box lube PRESSURE. SEE THE TROUBLESHOOTING
[BL] port) as it is not required when the PTO is AND TESTING PROCEDURE IN THIS
OFF. Clutch lube oil returns to sump SECTION FOR INFORMATION ON HOW TO
(transmission case) via the elbow and drain line PROPERLY TEST ACCUMULATOR
at the bottom of the clutch and the port on the rear PRESSURE.
of the transmission case. Pressure oil, to be used
to apply the PTO clutch, is delivered from the port
marked “PTO Valve” on the rear of the
transmission solenoid valve bank to the pressure
7-40
Figure 7-25
7-41
SPECIAL TOOLS
The following special tools are required for testing or repairing the PTO system on Buhler Versatile 4WD
tractors:

OEM 1212 1 Quad-Gauge (with 7/16-20 FSW end)
PL 1 Connector Fitting (7/16-20 M JIC x 1/8 M NPT)
PL 1 Tee Fitting (3/8-24 M JIC x 3/8-24 F JIC SW x 3/8-24 M JIC)
BLR20141 1 Adapter Fitting (7/16-20 M JIC x 3/8-24 F JIC)
BLR20145 1 Adapter Fitting (7/16-20 M JIC x 1/2-20 M JIC)
OEM 1680 1 In-Line Flowmeter (0 - 10 GPM)
PL 1 Adapter Fitting (1/2-20 M JIC x 1/2 M NPT)
PL 1 Adapter Fitting (1/2-20 F JIC SW x 1/2 M NPT)
BLR20285 1 PTO Clutch Disassembly-Reassembly Fixture
* = Contained in Master Fitting Kit BLR20284
PL = Procure Locally
7-42
SPECIFICATIONS
PTO System General Information
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operator controlled independent PTO with available
power flow any time the engine is running
regardless of clutch pedal position or transmission
gear selection.
Power Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Transmission live shaft into a transfer case, through
articulation drive shaft into an electrohydraulic
clutch, through a rear drive shaft, into a drop box to
the PTO output shaft.
PTO speed at rated engine speed (2100 RPM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1000 RPM
Direction of rotation of output shaft (viewed from behind tractor) . . . . . . . . . . . . . . . . . . . . . Clockwise
Output shaft size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44.5 mm (1.75″) diameter; 20 splines
PTO clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electrohydraulic, multi-disc wet
PTO brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Integral inside clutch, multi-disc wet
Transfer Case
12 x 4 Quad Shift III transmission
Gear set size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35-tooth input, 36-tooth output

Type of gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Straight cut spur
Input to output ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 : 0.97
Input gear bearing journal diameter . . . . . . . . . . . . . . . . . . . . . . 64.948 - 64.973 mm (2.557″ - 2.558″)
Output gear bearing journal diameter . . . . . . . . . . . . . . . . . . . . 64.948 - 64.973 mm (2.557″ - 2.558″)
Input bearing bore in case halves . . . . . . . . . . . . . . . . . . . . . . 119.990 - 120.015 mm (4.724″ - 4.725″)
Output bearing bore in case halves . . . . . . . . . . . . . . . . . . . . 119.990 - 120.015 mm (4.724″ - 4.725″)
Output shaft end play . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.025 - 0.076 mm (0.001″ - 0.003″)
Transfer case lube supply orifice size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 mm (0.010″)
Approximate assembled weight (dry) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 kg (125 lbs.)
12 x 2 powershift transmission
Gear set size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35-tooth input, 36-tooth output

Input gear bearing journal diameter . . . . . . . . . . . . . . . . . . . . . . 64.948 - 64.973 mm (2.557″ - 2.558″)
Output gear bearing journal diameter . . . . . . . . . . . . . . . . . . . . 64.948 - 64.973 mm (2.557″ - 2.558″)
Input bearing bore in case halves . . . . . . . . . . . . . . . . . . . . . . 119.990 - 120.015 mm (4.724″ - 4.725″)
7-43
Output bearing bore in case halves . . . . . . . . . . . . . . . . . . . . 119.990 - 120.015 mm (4.724″ - 4.725″)

Output shaft end play . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.050 - 0.100 mm (0.002″ - 0.004″)
Output yoke end play . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.050 - 0.100 mm (0.002″ - 0.004″)
Output yoke seal surface diameter . . . . . . . . . . . . . . . . . . . . . . . 69.977 - 70.002 mm (2.755″ - 2.756″)
Transfer case lube supply orifice size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 mm (0.063″)
Approximate assembled weight (dry) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 kg (85 lbs.)
Articulation Drive Shaft

Shaft yoke/driveline size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1550
Type of universal joint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sealed, non-greasable
Shaft length (center of U-joints) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 330 mm (13″) min.
394 mm (15.5″) max.
370 mm (14.5″) installed
Clutch/Brake
Clutch
Clutch type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wet/multi-plate

Method of operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hydraulic/modulated engagement
Modulation time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 - 3.0 seconds
Number of friction plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Diameter of friction plates (OD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133.4 mm (5.25″)
Minimum friction plate thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.40 mm (0.055″)
Number of steel separator plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Minimum separator plate thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.52 mm (0.060″)
Input shaft bearing journal diameter . . . . . . . . . . . . . . . . . . . 55.004 - 55.016 mm (2.1655″ - 2.1660″)
Input shaft needle bearing journal diameter . . . . . . . . . . . . 31.725 - 31.737 mm (1.2490″ - 1.2495″)
Input bearing end play . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.050 - 0.100 mm (0.002″ - 0.004″)
Input yoke end play . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.050 - 0.100 mm (0.002″ - 0.004″)
Output shaft bearing journal diameter . . . . . . . . . . . . . . . . . 55.064 - 55.016 mm (2.1655″ - 2.1660″)
Brake
Brake type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wet/multi-plate

Method of operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hydraulic engagement
Number of friction plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
7-44
Diameter of friction plates (OD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133.4 mm (5.25″)

Minimum friction plate thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.40 mm (0.055″)
Number of steel separator plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Minimum separator plate thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.52 mm (0.060″)
Approximate assembled weight clutch/brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 kg (225 lbs)
PTO Solenoid Valve/Manifold Assembly

Solenoid type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12V DC (normally open)
Solenoid coil resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5 - 10.5 ohms
Lubrication balancing orifice size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.55 mm (0.140″)
Clutch apply feathering orifice size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 mm (0.080″)
Rear Drive Shaft

Shaft yoke/driveline size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1550
Type of universal joint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sealed, non-greasable
Shaft length (center of U-joints) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1076 mm (42.4″) min.
1140 mm (50″) max.
1108 mm (43.6″) installed
Drop Box
Gear train size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-tooth input, 43-tooth counter, 43-tooth output
Input shaft bearing journal diameter . . . . . . . . . . . . . . . . 44.475 mm - 44.488 mm (1.7510″ - 1.7515″)
Input shaft seal surface diameter . . . . . . . . . . . . . . . . . . 44.475 mm - 44.488 mm (1.7510″ - 1.7515″)
countershaft bearing journal diameter . . . . . . . . . . . . . . 44.475 mm - 44.488 mm (1.7510″ - 1.7515″)
Output shaft bearing journal diameter . . . . . . . . . . . . . . 44.501 mm - 44.514 mm (1.7520″ - 1.7525″)
Output shaft seal surface diameter . . . . . . . . . . . . . . . . . . . 44.399 mm - 44.450 mm (1.748″ - 1.750″)
Input bearing bore in case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104.8 mm (4.125″)
Countershaft bearing bore in case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104.8 mm (4.125″)
Output bearing bore in case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82.9 mm (3.266″)
Shaft end play (all shafts) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.080 mm - 0.130 mm (0.003″ - 0.005″)
Approximate assembled weight (dry) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 kg (300 lbs.)
7-45
Operating Pressures/Lubrication Oil Flows

Clutch Apply Pressure - PTO OFF . . . . . . . . . . . . . . . . . . . . . 15.2 - 17.3 bar (220 - 250 PSI) at valve
0 PSI at clutch
Clutch Apply Pressure - PTO ON . . . . . . . . . . . . . . . . . . . . . . 14.5 - 17.3 bar (210 - 250 PSI) at valve
13.8 - 16.6 bar (200 - 240 PSI) at clutch
Lubrication Supply Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1 - 6.9 bar (30 - 100 PSI) (dead head)
Lubrication pressure - PTO OFF . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 - 3.5 bar (20 - 50 PSI) (at clutch)
Lubrication pressure - PTO ON . . . . . . . . . . . . . . . . . . . . . . . . . . 0.7 - 2.8 bar (10 - 40 PSI) (at clutch)
Total Lubrication oil flow - PTO OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.6 - 15.1 L/min (2 - 4 GPM)
Total Lubrication oil flow - PTO ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.1 - 22.7 L/min (4 - 6 GPM)
Drop Box Lubrication oil flow - PTO OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 L/min (0 GPM)
Drop Box Lubrication oil flow - PTO ON . . . . . . . . . . . . . . . . . . . . . . . 9.5 - 17.0 L/min (2.5 - 4.5 GPM)
Accumulators
Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On clutch
Size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164 cm3 (10 in3)
Nitrogen pressure charge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1 bar (60 PSI)
12 x 2 powershift transmission
Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On clutch, on rear frame of tractor (right side)
Size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164 cm3 (10 in3) (on clutch)
705 cm3 (43 in3) (on frame)
Nitrogen pressure charge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1 bar (60 PSI) (on clutch)
9.7 bar (140 PSI) (on frame)
7-46

TRANSFER CASE

Noisy operation* Lack of lubrication Perform Lubrication Supply
pressure test and repair trans-
mission circuit as described in
*Due to the configuration of the Section 4 - Transmission of
transfer case gears (straight cut this manual
spur gears), some noise will al-
ways be prevalent in the transfer Worn or damaged bearings Remove transfer case from
case and is considered normal. tractor and inspect compo-
nents
Worn or broken gears Remove transfer case from

tractor and inspect compo-
nents
Excessive output shaft yoke Remove transfer case from

end play (powershift only) tractor and inspect compo-
nents
DRIVE SHAFTS (Articulation and Rear)

Early or repeated universal Incorrect phasing of shaft Rephase shaft halves
joint failure halves
Defective or worn bearing cap Replace universal joint

seals
soft plug debris
Articulation blocks (38°) not Install articulation blocks

installed
Broken yoke or universal joint Yoke bore misalignment Replace shaft half
cross
Seized slip joint Clean and lubricate slip joint,
replace if worn
soft plug debris
Articulation blocks (38°) not Install articulation blocks

installed
7-47
DRIVE SHAFTS (Articulation and Rear) (Continued)

End galling of universal joint Contamination Replace universal joint
cross trunnion
Lack of lubrication Replace universal joint
Slip spline seizures Lack of lubrication Clean and lubricate
Contamination Clean and lubricate

Slip spline wear Excessively loose fit of mated Replace entire drive shaft
parts
Slip spline shaft or tube broken Overload of shaft Check driveline overload
in torsion pattern protection on implement
Sudden shock load of PTO Check modulation of PTO

driveline clutch apply (1 - 3 seconds)
Tube split in longitudinal seam Worn or defective part Replace defective part
weld
Tube circle weld failure Worn or defective part Replace defective part
Yoke broken at ear Defective casting Replace defective part (shaft
half)
Vibration of shaft Articulation blocks not installed Install articulation blocks
(38°)
Worn universal joints Replace universal joints

Drive shaft yoke out of phase Re-phase shaft halves
Bearing strap retaining bolts Replace universal joint hard-

not properly torqued ware and torque to specs
7-48
PTO CLUTCH/BRAKE

Clutch is noisy during opera- Lack of lubrication Perform Lubrication Supply
tion Pressure, Clutch Lubrication
Pressure and Total Lubrication
Supply Flow tests. Repair
transmission or PTO circuit as
described in Section 4 - Trans-
mission
Loose input yoke or output Remove yoke(s), inspect for

yoke retaining hardware damage, replace as necessary.
Torque hardware to spec.
Internal failure of clutch/brake Remove clutch/brake assem-

assembly bly from the tractor, disas-
semble, inspect and repair as
necessary.
PTO will not engage Engine speed is above 1400 Shut PTO switch OFF, reduce
engine speed below 1400
RPM, turn PTO ON
Fault in electrical control circuit Trace power flow of electrical

of PTO circuit and repair defective
electrical component
Faulty solenoid valve Remove solenoid valve from

manifold and test as detailed in
this section
Low clutch apply pressure Perform clutch apply pressure

test as detailed in this section
and repair PTO or transmis-
sion hydraulic circuit as de-
tailed in Section 4 - Transmis-
sion
Failure of PTO driveline com- Inspect entire PTO drivetrain to

ponent other than the PTO locate faulty component, repair
clutch as necessary.

assembly bly from tractor, disassemble,
inspect and repair as neces-
sary.
7-49
PTO CLUTCH/BRAKE (Continued)

PTO will not disengage when Fault in electrical control circuit Trace power flow of electrical
the switch is in the OFF posi- of PTO circuit and repair defective
tion* electrical component
Faulty solenoid valve Remove solenoid valve from

* Use a dynamometer attached to manifold and test as detailed in
the PTO output shaft to determine this section
if the shaft turns with force or free-
wheels. Turning with force indi- Low clutch lubrication pressure Perform Lubrication Supply
cates an electrical, hydraulic or (brake won’t apply) Pressure, Clutch Lubrication
mechanical failure on the apply Pressure and Total Lubrication
side of the system, freewheeling Supply Flow tests. Repair
indicates a hydraulic or mechani- transmission or PTO circuit as
cal failure on the brake side of the described in Section 4 - Trans-
system. mission

sary.
PTO slips under load Low clutch apply pressure Perform clutch apply pressure
test as detailed in this section
and repair PTO or transmis-
sion hydraulic circuit as de-
tailed in Section 4 - Transmis-
sion
Failure of PTO driveline com- Inspect entire PTO drivetrain to

ponent other than the PTO locate faulty component, repair
clutch as necessary.

sary.
7-50
DROP BOX

Noisy operation* Lack of lubrication Perform Lubrication Supply
and drop box Lubrication Flow
test and repair transmission or
*Due to the configuration of the PTO hydraulic circuit as de-
drop box gears (straight cut spur scribed in Section 4 - Trans-
gears), some noise will always be missions.
prevalent in the transfer case and
is considered normal. Worn or damaged bearings Remove drop box from tractor
and inspect components
Worn or broken gears Remove drop box from tractor

Excessive shaft end play Remove drop box from tractor

PTO ELECTRICAL CIRCUIT

PTO won’t turn on Blown fuse Replace 5 amp fuse
Faulty relay Replace relay
Open or short in wiring Trace wiring harness, repair

harness and/or replace harness
Poor connections Check and tighten connections

for the EICS
Defective EICS Replace EICS
PTO won’t turn off Switch is stuck Repair or replace switch
Short in wiring harness Trace wiring, repair and/or re-

place wiring harness
Relay is stuck Replace relay
Check and tighten connections

for the EICS
Replace EICS
7-51
PRESSURE AND LUBRICATION FLOW

TESTS
WARNING: BEFORE ANY TESTING IS

BEGUN, INSTALL THE ARTICULATION LOCK
PIN IN THE SWING FRAME OF THE
TRACTOR. BE SURE ALL PTO SHIELDING IS
IN PLACE ON THE PTO DRIVELINE.
WARNING: WEAR EYE PROTECTION

DURING ALL PRESSURE AND FLOW TESTS.
WEAR GLOVES WHEN HANDLING TEST
HOSES AS HOT HYDRAULIC OIL OR OIL
UNDER PRESSURE CAN BURN OR
PENETRATE SKIN CAUSING SEVERE
INJURY.

properly test the Buhler Versatile 4WD PTO
hydraulic circuit:
PL 1 Connector Fitting (7/16-20 M
JIC x 1/8 M NPT)
PL 1 Tee Fitting (3/8-24 M JIC x
3/8-24 F JIC SW x 3/8-24 M JIC)
BLR20141 Adapter Fitting (7/16-20 M JIC x
3/8-24 F JIC)
BLR20145 1 Adapter Fitting (7/16-20 M JIC x
1/2-20 M JIC)
OEM 1680 1 In-Line Flowmeter (0 - 10 GPM)
19995087
OEM 1212 2 Quad-Gauge (with 7/16-20 FSW
end on hose)
Figure 7-26
PL 1 Adapter Fitting (1/2-20 M JIC x 1/2
M NPT)
PL 1 Adapter Fitting (1/2-20 F JIC SW x
1/2 M NPT)
7-52
Clutch Apply Pressure

The clutch apply pressure test will measure the 1
pressure available at the solenoid valve when the
PTO is OFF and the pressure in the PTO clutch
when the PTO is ON.
1. Using an allen wrench, remove the plug, 1,

from the port marked “A” on the output
manifold at the rear of the clutch/brake
assembly.
Figure 7-27
2. Install fitting 1, into the “A” port and tighten

securely.
1
Install a Quad-Gauge (OEM1212) onto the
fitting.
Figure 7-28
3. Remove the pressure supply (P) line, 1, from

the connector fitting (12 x 4 Quad Shift III 2
transmission) or tee fitting (12 x 2 powershift
transmission), 2, that is installed in the PTO
solenoid valve manifold, 3.
3
Figure 7-29
7-53
4. Install the 3/8-24 M JIC x 3/8-24 F JIC SW x

3/8-24 M JIC tee fitting, 1, onto the connector
fitting or tee fitting, 2, and tighten securely.
Install the adapter fitting BLR20141, 3, onto
the top port of the tee fitting.
2
1 3
Figure 7-30
5. Reinstall the pressure supply line, 1, onto the

tee fitting. Install a Quad-Gauge (OEM1212)
2, onto the open port of the tee fitting.
6. Start the tractor and leave the PTO in the
OFF condition. Increase the engine speed to
2
2100 RPM.
The gauge installed in the “A” port on the
PTO clutch manifold should read 0 PSI (PTO
is OFF).
The gauge installed in the pressure supply

1
line on the solenoid valve manifold should
read 15.2 bar - 17.3 bar (220 PSI - 250 PSI).
Figure 7-31
If the gauge in the solenoid valve manifold
reads a pressure out of the given range,
something is faulty in the main transmission
pressure circuit. Refer to Section 4 -
Transmission of this manual for information
on troubleshooting the transmission
hydraulic circuit.
7. Reduce engine speed to 1300 RPM. Turn the

PTO switch to the ON position. Increase
engine speed to 2100 RPM.
NOTE: The PTO electrical circuit will not
activate the PTO solenoid unless engine
speed is less than 1400 RPM.
The gauge installed in the pressure supply

line on the solenoid valve manifold will show
a pressure reduction for approximately 2 - 3
seconds (clutch applying), then will increase
and stabilize at 14.5 bar - 17.3 bar (210 PSI -
250 PSI).
7-54
The gauge in the “A” port of the PTO clutch

manifold will show a steady increase in
pressure as the clutch applies, then should
stabilize at 13.8 - 16.6 bar (200 PSI - 240 PSI)
(usually 0.7 bar [10 PSI] less than the reading
on the gauge in the solenoid valve manifold).
If the gauges show a reading out of the given

pressure range (low pressure on both
gauges), an internal leak in the solenoid
valve or clutch/brake assembly is indicated.
Further disassembly of those components
may be necessary to repair the leak.
8. Shut the tractor off and remove the test

equipment. Tighten all hose connections
securely.
Lubrication Supply Pressure
The lubrication supply pressure test will measure

the lubrication pressure available to the PTO
system from the transmission hydraulic system.
The lubrication supply hose will be isolated from
the PTO circuit during the test.
IMPORTANT: The duration of the lubrication

supply test is very brief (15 seconds maximum).
Do not run the tractor for a substantial period of
time with the lubrication supply line disconnected
from the PTO circuit. Severe damage to the PTO
components will result due to lack of lubrication.
1. Remove the pressure lube (PL) hose, 1, from

the connector fitting, 2, on the solenoid valve
manifold, 3. 3
It is not necessary to cap the connector fitting
in the manifold.
2 1
Figure 7-32
7-55
2. Install adapter fitting BLR20145, 1, into the

pressure supply line, 2.
Install a Quad-Gauge (OEM1212), 3, onto 3
the other end of the adapter fitting. 1
Tighten all fittings and hoses securely.
3. Start the tractor and leave the PTO switch in

the OFF condition. Immediately bring the 2
engine speed up to 2100 RPM. The gauge
should read 2.1 - 6.9 bar (30 PSI - 100 PSI)
depending on oil temperature.
IMPORTANT: Run the tractor only long
enough to get an accurate reading of the
pressure gauge. The test duration should Figure 7-33
last a maximum of 15 seconds. The
lubrication supply line is isolated from the
PTO circuit. The PTO components are
turning but are not receiving pressure
lubrication. The brief test will not damage any
components (due to residual oil in the
clutch/brake housing), but sustained
operation will cause damage. Get the
reading and shut the tractor off.
If the pressure reading is out of the given
range, a problem exists in the lubrication
circuit of the transmission. Refer to Section 4
- Transmission of this manual for information
hydraulic circuit.

equipment. Tighten all hose connections
securely.
7-56
Clutch Lubrication Pressure

The clutch lubrication pressure test will measure
the lube pressure in the clutch/brake when the 1
PTO is OFF and ON.
1. Using an allen wrench, remove the plug, 1,

from the port marked “L” on the output
manifold at the rear of the clutch/brake
assembly.
Figure 7-34
2. Install fitting 1, into the “L” port and tighten

securely. 1
Install a Quad-Gauge (OEM1212) onto the
fitting.
3. Start the tractor and leave the PTO in the

OFF condition. Increase the engine speed to
2100 RPM.
The gauge should read 1.4 - 3.5 bar (20 PSI -
50 PSI) (depending on oil temperature).
If the gauge reads out of the given range

(low), a leak is indicated in the pilot operated
valve, the PTO brake or the lube circuit in the Figure 7-35
clutch/brake assembly. Further disassembly
of those components is necessary to repair
the leak in the circuit.

speed is less than 1400 RPM.
The gauge should read 0.7 - 2.8 bar (10 PSI -

40 PSI) (depending on oil temperature).
7-57
As soon as the PTO is turned on, the gauge

reading should become half of the reading
recorded in step #3 (PTO OFF). This is due to
the lubrication oil flow now being directed to
the PTO clutch/brake and the drop box when
the PTO is ON.
If the gauge reading does not change (from

the reading taken in step # 3), it indicates that
the pilot operating valve is stuck and is not
allowing oil to flow out to the drop box at the
rear of the tractor. Remove and inspect the

equipment.
Total Lubrication Supply Flow

The total lubrication supply flow test will measure
the amount of lubrication oil being sent to the
PTO circuit by the transmission hydraulic circuit.
1. Prepare the OEM 1680 in-line flowmeter, 1,

for installation into the lubrication supply
circuit by installing the male adapter fitting
(1/2-20 M JIC x 1/2 M NPT), 2, into the inlet
port. Install the female swivel adapter fitting, 3 2
1
3, (1/2-20 F JIC SW x 1/2 M NPT) into the
outlet port. Use pipe thread sealant (such as
part # L56531DS) on the adapter fittings and
tighten securely.
Figure 7-36
2. Remove the pressure lube (PL) hose, 1, from

the connector fitting, 2, on the solenoid valve
manifold, 3. 3
1
2
Figure 7-37
7-58
3. Install the outlet end of the flowmeter, 1, onto

the connector fitting, 2, in the pressure lube
(PL) port of the manifold. Tighten the fitting
securely.
Install the pressure lube supply line, 3, onto
the inlet side of the flowmeter. Tighten the
hose securely.
NOTE: It may be necessary to remove the
PTO articulation drive shaft shield cover 3
plate in order to make room for the 2
flowmeter. 1
the OFF condition. Increase the engine
speed to 2100 RPM. Figure 7-38
The flowmeter should show a flow rate of 7.6

- 15.1 L/min (2 GPM - 4 GPM) depending on
oil temperature. This is the amount of flow
being used to lubricate the PTO clutch/brake
assembly.
If the flow measured is out of the given range
(low), the transmission lubrication circuit may
have a fault in it. Refer to Section 4 -
Transmission of this manual for information
hydraulic circuit.
NOTE: On tractors equipped with a 12 x 4
Quad Shift 333 transmission, low lubrica-
tion supply flow can indicate that the
solid plug that is to be installed in the
LUBE port of the transmission control
valve is missing (or the hollow orifice is
installed instead of the solid plug).
If the flow measured is out of the given range
(high), the clutch/brake assembly or pilot
operated valve may have an internal leak.
This leak would also be indicated by a low
pressure reading during the “Clutch
Lubrication Pressure” test. Further
disassembly of those components is
necessary to repair the leak in the circuit.
speed is less then 1400 RPM.
The flowmeter should show a flow rate of

15.1 - 22.7 L/min (4 GPM - 6 GPM)
depending on oil temperature. This is the
amount of flow being used to lubricate the
PTO clutch/brake assembly and the drop
box.
7-59
As soon as the PTO is turned on, the flow rate

should increase above what the rate
recorded in step # 4 (PTO OFF) was. This is
due to the lubrication oil flow now being
directed to the PTO clutch/brake and the
drop box when the PTO is ON.
If the flow rate does not change (from the

reading taken in step # 4), it indicates that the
pilot operating valve is stuck and is not
allowing oil to flow out to the drop box at the
rear of the tractor. Remove and inspect the

equipment.
Drop Box Lubrication Flow

The drop box lubrication oil flow test will measure
how much of the total lubrication supply flow is
directed to the drop box when the PTO is turned
ON.
1. Prepare the OEM 1680 in-line flowmeter, 1,

for installation into the drop box lubrication
supply circuit by installing the male adapter
fitting (1/2-20 M JIC x 1/2 M NPT), 2, into the 2 3
outlet port. Install the female swivel adapter 1
fitting, 3, (1/2-20 F JIC SW x 1/2 M NPT) into
the inlet port. Use pipe thread sealant on the
adapter fittings and tighten securely.
Figure 7-39
2. Remove the drop box lube supply (BL) hose,

1, from the connector fitting, 2, on the
solenoid valve manifold, 3.
1 2
Figure 7-40
7-60
3. Install the inlet end of the flowmeter, 1, onto

the connector fitting, 2, in the drop box lube
supply (BL) port of the manifold. Tighten the
fitting securely.
Install the drop box lube supply line, 3, onto
the outlet side of the flowmeter. Tighten the
hose securely.

the OFF condition. Increase the engine
speed to 2100 RPM. 3
1
The flowmeter should show 0 L/min (0 GPM) 2
flow rate with the PTO OFF. No lubrication oil
should flow to the drop box when the PTO is
Figure 7-41
OFF.
If a flow rate is recorded with the PTO OFF,

this indicates that the pilot operated valve is
stuck. Remove and inspect the valve as

speed is less then 1400 RPM.
The flowmeter should show a flow rate of 9.5

- 17.0 L/min (2.5 GPM - 4.5 GPM) depending
on oil temperature. This is the amount of flow
being used to lubricate the drop box.
When the PTO is turned on, the majority of

the lubrication supply oil (as measured
during the Total Lubrication Supply Flow test)
will flow to the drop box since the clutch is
locked up and the PTO brake is disengaged.
The clutch requires less lubrication oil when it
is engaged, and the oil flow is shifted to the
drop box for cooling and lubrication of the
gear set in the drop box.
If the flow rate is out of the given range (low),

a restriction may be present in the drop box
lube supply line or the drain line at the bottom
of the drop box. A plugged drop box breather
can also cause a low flow rate due to oil
buildup in the drop box housing. Inspect the
components as necessary to correct the
fault.

equipment.
7-61
Accumulator Pressure Buhler Versatile 4WD tractors equipped with a 12

x 2 powershift transmission have two
accumulators in the PTO hydraulic circuit. The
first (164 cm3 [10 in3] capacity) is mounted on the
PTO clutch/ brake and the second (705 cm3 [43
DANGER: ACCUMULATORS ARE FILLED in3] capacity) is mounted on the inside of the rear
WITH A NITROGEN PRESSURE CHARGE. DO frame (right-hand side).
NOT PRESSURIZE AN ACCUMULATOR WITH
COMPRESSED AIR. OXYGEN AND OIL WILL 1. Park the tractor on a level surface, set the
EXPLODE WHEN SUBJECTED TO park brake and remove the keys from the
PRESSURE. ignition.
The accumulator(s) on the PTO hydraulic system Install the articulation pin in the locked
should be checked periodically for proper position in the center of the tractor.
nitrogen charge.
Buhler Versatile 4WD tractors equipped with a 12

x 4 Quad Shift III transmission have one
accumulator (164 cm3 [10 in3] capacity) in the CAUTION: THE TRACTOR
PTO hydraulic circuit. It is mounted on the PTO ARTICULATION LOCK MUST BE
clutch/brake. INSTALLED BEFORE ANY WORK
BEGINS IN THE PTO CLUTCH AREA.
7-62
2. The accumulators, 1, can be checked for

proper charge by unscrewing the cap on the 2
top of the accumulator to uncover the valve
stem.
Use a tire pressure gauge (at least 200 PSI
capacity), 2, to check the pressure in the
accumulator.
NOTE: Check pressure carefully and

quickly as accumulator volume is
minimal; therefore, excessive discharge
during checking will reduce pressure.
1
19995076
The accumulators should have the following
charge pressures when checked: Figure 7-42

(at clutch) 4.1 bar (60 PSI)
12 x 2 Powershift transmission
(at clutch) 4.1 bar (60 PSI)
12 x 2 Powershift transmission
(at frame) 9.6 bar (140 PSI)
3. If the pressure is low in an accumulator, it can

be recharged (with nitrogen) by a qualified
repair station.
If no qualified refilling facilities are readily
available to recharge the accumulator,
replace it with a new accumulator.
DANGER: ONLY A QUALIFIED REPAIR

FACILITY FAMILIAR WITH RECHARGING
ACCUMULATORS SHOULD ATTEMPT TO
REFILL THE ACCUMULATOR. NEVER
ATTEMPT TO CHARGE THE
ACCUMULATOR WITH COMPRESSED
AIR AS OXYGEN AND OIL WILL
EXPLODE WHEN SUBJECTED TO
PRESSURE.
7-63
Test # Test Description Actual Results Specified Results
1 Clutch Apply Pressure Test PTO OFF PTO OFF
Manifold port “A” Manifold port “A”
____________ bar 0 bar
____________ (psi) (0 psi)
Pressure Supply Line Pressure Supply Line
_____________ bar 15.2 - 17.3 bar
_____________ (psi) (220 - 250 psi)
Manifold Port “A” Manifold Port “A”
____________ bar 13.8 - 16.6 bar
____________ (psi) (200 - 240 psi)
PTO ON PTO ON
Pressure Supply Line Pressure Supply Line
____________ bar 14.5 - 17.3 bar
____________ (psi) (210 - 250 psi)

2 Lubrication Supply Pressure Test ____________ bar 2.1 - 6.9 bar
____________ (psi) (30 - 100 psi)

3 Clutch Lubrication Pressure Test PTO OFF PTO OFF
____________ bar 1.4 - 3.5 bar
____________ (psi) (20 - 50 psi)
PTO ON PTO ON
____________ bar 0.7 - 2.8 bar
____________ (psi) (10 - 40 psi)
7-64
Test # Test Description Actual Results Specified Results
4 Total Lubrication Supply Flow Test PTO OFF PTO OFF
___________ L/min 7.6 - 15.1 L/min
___________ (gpm) (2 - 4 gpm)
PTO ON PTO ON
___________ L/min 15.1 - 22.7 L/min
___________ (gpm) (4 - 6 gpm)

5 Drop Box Lubrication Flow Test PTO OFF PTO OFF
___________ L/min 0 L/min
___________ (gpm) (0 gpm)
PTO ON PTO ON
____________ L/min 9.5 - 17 L/min
____________ (gpm) (2.5 - 4.5 gpm)

6 Accumulator Pressure Test
12 x 4 Mechanical (at clutch() ____________ bar 4.1 bar
____________ (psi) (60 psi)
12 x 2 PS (at clutch) ____________ bar 4.1 bar
____________ (psi) (60 psi)
12 x 2 PS (at frame) ____________ bar 9.6 bar
____________ (psi) (140 psi)
7-65
ADJUSTMENTS
No adjustments are required for the Buhler Versatile 4WD Power Take-Off System.
7-66

PTO Switch
Removal

ignition.
2. Disconnect the battery cables as detailed in
Section 3 - Electrical of the service manual.
3. Remove the right hand side console cowling,
1, by removing the six attaching screws.
4. Detach the right hand side console cowling
from the floor louver duct by cutting the tie
strap. Remove the cowling from the cab. 2
19995030
Figure 7-43
5. From the underside of the console,

disconnect the electrical adapter, 1.
19995070
Figure 7-44
7-67
6. Unscrew the yellow knob, 1, from the top of

the switch. 1
19995071
Figure 7-45
7. Unscrew the plastic nut, 1, from the switch, 2,

and remove the switch from the tractor by
pulling down through the console.
19995072
Inspection
Figure 7-46
1. Using an ohmmeter, check the switch for
proper operation using the following
information (the switch terminals are marked
A, B, C, D for identification purposes):
Switch Position Continuity Between
Terminals
OFF A-C
ON B-D
NOTE: Terminal letters A - C are used for
the neutral start circuit on the Buhler
Versatile 4WD tractors. Terminals B - D
are used for the PTO circuit.
19995043
2. The switch should only move from the OFF Figure 7-47
position to the ON position by depressing the
center black button down and pulling the
yellow knob up. When turning the switch
OFF, push down on the yellow knob.
3. Replace the switch if the black center button
will not go down smoothly.
7-68
Installation
1. Install the switch, 1, into the right hand side

console from the underside of the console
and install the plastic nut, 2, to the top of the
switch. Tighten the nut securely to the switch.
2
19995072
Figure 7-48
2. Install the yellow knob, 1, to the switch and

1
tighten it securely. Push down on the center
button and verify that the switch is operating
properly.
19995071
Figure 7-49
3. From the underside of the console connect 1

the electrical adapter for the switch, 1, to the
wiring resident in the tractor, 2. Make certain 2
that the adapter snaps into its proper
position.
4. Install the floor louver ductwork to the
console cowling and install the cowling to the
right hand side console with the hardware
remove in Step 3 of the removal procedure.
Tighten the hardware securely.
Section 3 - Electrical of the service manual. 19995073
Figure 7-50
7-69
THIS PAGE IS
7-70
Hydraulic Hoses Care should be taken to route the hose that is

being replaced in an identical fashion as the
hose that was removed. Be sure to use tie
straps and P clips, that are taken off the
ignition.
tractor during removal of a hose, during
Install the articulation pin in the locked reassembly.
position in the center of the tractor.
The following diagrams identify the individual
Hydraulic hose replacement for all hoses in hoses used in each circuit (12 x 4 Quad Shift
the PTO circuit is accomplished by simple III & 12x2 powershift transmission).
removal, replacement and routing of the
particular hose that requires attention.
7-71
PTO Hydraulic Hoses -

12 x 4 Quad shift III Transmission
The hoses included in the 12 x 4 Quadra-Sync II

transmission equipped tractors include:
1. Clutch apply pressure (rubber hose)

2. Pressure lubrication supply (rubber hose)
3. Transfer case lubrication supply (steel tube)
4. Transfer case lubrication drain (steel tube)
5. PTO clutch housing drain (rubber hose)
6. Drop box lubrication supply (rubber hose)
7. Drop box lubrication drain (rubber hose)
8. Clutch apply pressure (steel tube)
9. Clutch lubrication supply (steel tube)
10. Accumulator jumper hose (steel tube)
7-72
7
6
10
8
9
1
5
2
4
12 x 4 Transmission
+
Figure 7-51
7-73
PTO Hydraulic Hoses -

12 x 2 Powershift Transmission
The hoses included in the 12 x 2 powershift

transmission equipped tractors include:
1. Clutch apply pressure (rubber hose)

2. Pressure lubrication supply (rubber hose)
3. Transfer case lubrication supply (rubber
hose)
4. Transfer case lubrication drain (rubber hose)
5. PTO clutch housing drain (rubber hose)
6. Drop box lubrication supply (rubber hose)
7. Drop box lubrication drain (rubber hose)
8. Clutch apply pressure (steel tube)
9. Clutch lubrication supply (steel tube)
10. Accumulator jumper hose (steel tube)
11. Accumulator jumper hose (rubber hose)
7-74
Figure 7-52
7-75
Accumulator
Removal

parking brake and engage the articulation
lock. Remove the keys from the ignition.
2. On all tractors (12 x 4 Quad Shift II or 12 x 2
Powershift transmission), the single 2
accumulator, 1, can be removed from the 3
mounting bracket, 2, on the PTO
clutch/brake, 3, by removing the jumper tube,
4, from the base of the accumulator.
1
19995074 4
Figure 7-53
3. Loosen the nuts, 1, from the backside of the 3

bracket which connect the U-bolt, 2, to the
bracket and pull the accumulator, 3, from the
U-bolt.
NOTE: The U-bolt does not have to be
removed from the bracket to remove the
accumulator for the bracket.
3. On tractors equipped with a 12 x 2 powershift 2 1

transmission, a second accumulator is
mounted to the right hand side of the rear
frame. 19995075
4. Disconnect the jumper hose from the base of

the accumulator. Figure 7-54
5. Remove the two lock nuts on the outside of

the frame that secure the U-bolt around the
accumulator. Remove the accumulator from
the tractor.
Inspection
1. Accumulators are non-serviceable units that

must be replaced as an entire unit if
defective.
7-76
Accumulator pressure can be tested (as

outlined in the testing procedure of this
section) and can be recharged by a qualified
service facility familiar with nitrogen charged
accumulators.
DANGER: ONLY A QUALIFIED REPAIR

FACILITY FAMILIAR WITH RECHARGING
ACCUMULATORS SHOULD ATTEMPT TO
REFILL THE ACCUMULATOR. NEVER
ATTEMPT TO CHARGE THE
ACCUMULATOR WITH COMPRESSED
AIR AS OXYGEN AND OIL WILL
EXPLODE WHEN SUBJECTED TO
PRESSURE.
Installation
1. On tractors equipped with a 12 x 2 powershift

transmission, install the U-bolt to the right
hand side of the frame. Install the two lock
nuts to the outside of the frame. Do not
tighten the nuts at this time.
2. Install the accumulator between the U-bolt
and the frame. When positioned properly,
tighten the lock nuts securely.
3. Install the jumper hose to the base of the
accumulator and tighten securely.
4. Install the accumulator, 1, between the
U-bolt, 2, and the clutch/brake mounting
bracket, 3. When positioned properly, tighten 1 3
the locknuts securely.
19995075
Figure 7-55
7-77
5. Install the jumper tube, 1, to the base of the

accumulator, 2, and tighten the tube
securely.
2
19995074
Figure 7-56
Transfer Case - 12 x 4 Quad Shift III

Transmission
Removal

ignition.
Install the articulation pin in the locked
CAUTION: THE TRACTOR ARTICU-

LATION LOCK MUST BE INSTALLED
BEFORE ANY WORK COMMENCES IN
THE PTO TRANSFER CASE AREA.
2. Disconnect the tractor batteries as detailed in

3. Disconnect the seat wiring harness, 1, from

the rear of the seat.
1
4. Remove the four bolts, 2, and four nuts, 3,
that secure the seat to the seat pedestal.
5. Slide the seat out of the cab door and lower it
to the floor.
CAUTION: THE SEAT WEIGHS 2 3

APPROXIMATELY 63.5 KG (140 LBS).
USE AN APPROPRIATE LIFTING DEVICE.
Figure 7-57
7-78

removing the six attaching screws, 2.
the vent hose by cutting the tie strap.
Remove cowling from cab. 2
19995030
Figure 7-58
8. Remove small nut, 1, from the top of the park

brake switch, 2, and remove the switch from
the park brake bracket. Lay the switch and
harness out of the way.
9. Pull the floor mat seam apart separating the
mat into a front and rear piece.
Carefully slide the mats away from the cab
components and pull the mats from the 1
tractor.
2
Figure 7-59
10. Remove the twelve bolts, 1, securing the

floor panel, 2, to the bottom of the cab.
Remove the floor panel from the cab.
CAUTION: THE FLOOR PANEL WEIGHS

APPROXIMATELY 45.4 KG (100 LBS). 2
USE AN APPROPRIATE LIFTING DEVICE
TO REMOVE IT FROM THE CAB.
11. Remove the PTO articulation drive shaft 1

shield as detailed in this section.
12. Remove the PTO articulation drive shaft as Figure 7-60

7-79
13. Remove the cap screw and washer, 1, from

the center of the transfer case output yoke, 2.
Pull the yoke from the transfer case output
shaft. 1
Figure 7-61
14. Remove the two screws, 1, that secure the

articulation drive shaft shield front support
bracket, 2, to the transfer case. Remove the
support bracket.
Figure 7-62
15. Loosen the upper hose clamps, 1, on the

gear pump suction hose, 2. Remove the four
cap screws, 3, attaching the suction hose
flange, 4, to the gear pump. Remove the O 4
ring from the groove in the suction hose 1
flange.
Remove the four cap screws attaching the 3

discharge hose flange clamps to the gear
the flange.
Retain all the flange hardware for 2

19996843
reassembly.
Figure 7-63
7-80
16. While supporting the gear pump, 1, remove

the two bolts, 2, attaching the gear pump to
the transfer case, 3. Retain the bolts for 1
reassembly. 3
17. Carefully slide the gear pump backward
away from the transfer case. Remove and 2
19996844
Figure 7-64
18. The pump shaft splines directly into the

transfer case input gear, 1. 1
Figure 7-65
19. Disconnect the lube supply tube, 1, from the

elbow, 2, at the top left-hand side of the
transfer case.
2
Figure 7-66
7-81
20. At the bottom right-hand corner of the

transfer case, 1, disconnect the drain tube, 2, 4
1
from elbow, 3, in the transmission case and
the elbow, 4, in the transfer case. Place a cap
over all of the open fittings. 2
Figure 7-67
21. Install a lifting chain and cap screws into the

transmission pump mounting bolt holes, 1. 3
Remove the remaining six bolts, 2, that hold 2
the transfer case to the transmission
housing.
NOTE: Do not remove the single bolt, 3, at

the top of the case, as this bolt holds the
transfer case halves together. 1
22. With the help of an assistant, carefully lift on 2

the chain and pull the transfer case rearward
so as to disengage the input gear from the
transmission drive shaft.
The drive shaft may adhere to the input gear. Figure 7-68
It can be disconnected by pushing it back into
the transmission case. The shaft runs the
entire length of the transmission and will not
fall when the transfer case is removed.
When the transfer case is clear of the

transmission housing and drive shaft, lift it
upward through the cab floor opening and
out the door to a workbench.

7-82
23. Buhler Versatile 4WD tractors do not have

shims between the transfer case and
transmission housing. There is, however, a
bolt in cap, 1, that is used to set transmission
input shaft bearing end play. Do not remove
or disturb this cap. 1
Figure 7-69
Disassembly
1. Remove the six flange screws, 1, securing

the output cover, 2, to the transfer case, 3.
2 1
Figure 7-70
2. Install two flange screws, 1, into the jacking

holes and separate the output cover, 2, from
the transfer case.
2 1
Figure 7-71
7-83
3. Remove the output cover and shims, 1, from

transfer case. Retain the shims for
reassembly.
Figure 7-72
4. Remove and discard the O ring, 1, and oil

seal, 2, (using an appropriate driver) from the
output cover. 2
Figure 7-73
5. Using a pry bar, remove the bearing cup, 1,

from the output cover.
Figure 7-74
7-84
6. With the output shaft facing up, remove the

nine flange screws, 1, securing the rear case 1
half to the front case half.
Figure 7-75
7. Use two of the flange screws, 1, removed

and install them in the jacking bolt holes to 1
separate the transfer case halves.
NOTE: Do not install a pry bar between
the case halves to separate them. The
flange face of the cases will be damaged
and will not seal properly creating an oil
leak.
8. Remove the rear case half from the front

case half.
Figure 7-76
9. Lift the input gear assembly, 1, and output

gear assembly, 2, from the front half the
transfer case.
2
The roller bearings for the input gear will
come out with the gear. The tapered roller 1
bearings for the output gear will come out
with the gear.
Figure 7-77
7-85
10. Using a pry bar, remove the bearing cup, 1,

from the front case half, 2. 2 1
Figure 7-78
11. Use an allen wrench to remove the metering

orifice, 1, from the front case half, 2.
2
Figure 7-79
12. Use an appropriate bearing puller, 1, to

remove the front and rear bearing cone, 2,
from the output gear assembly, 3.
1
2
Figure 7-80
7-86
13. Use an appropriate bearing puller, 1, to

remove the front and rear roller bearing, 2,
from the input gear assembly, 3. 1
Figure 7-81
14. If deemed necessary (due to wear on the

sleeve where the seal rides) use an
appropriate puller, 1, to remove the seal wear 1
sleeve, 2, from the output gear assembly.
NOTE: The sleeve is a heat shrink fit on

the output gear assembly. 2
Figure 7-82
7-87
Inspection 7. The transfer case output yoke should be a

slip fit over the output gear assembly splines
1. Wash all parts in cleaning solvent and dry with a maximum of 0.3 mm (0.010″) backlash
prior to inspection. when the parts are mated together.
2. Inspect the input and output gears for 8. Inspect the roller bearings and tapered roller
chipped, worn, or broken teeth. Replace the bearings (cup and cones) for wear. No galling
gears as a set if either is excessively or pitting of the rollers should be evident. It is
damaged or worn. a recommended practice to replace all
3. Inspect the splines of the input gear for wear. bearings with new when overhaul of the
The splines should fit tightly around the pump transfer case is completed.
drive shaft (or coupler) and the transmission 9. The wear sleeve for the output gear
input shaft. A maximum of 0.3 mm (0.010″) assembly should be replaced any time it is
backlash should be found when the parts are removed from the gear. It is a heat shrink fit
splined together. Replace worn components. on the shaft and cannot be removed and
4. The journals on the input gear for the roller reinstalled more than once.
bearings should show no damage. Original 10. Inspect the screw-in orifice for the lube
journal diameter is 64.948 - 64.973 mm supply to the transfer case. The orifice
(2.557″-2.558″). Replace worn components. should be free of debris. Original orifice size
5. The journals on the output gear assembly for is 2.5 mm (0.010″) ID.
the tapered roller bearings should show no
damage. Original journal diameter is 64.948 -
64.973 mm (2.557″ - 2.558″). Replace worn
components.
6. Inspect the front and rear case halves for
cracks. The original bearing bore diameter
for the input roller bearings is 119.990 -
120.015 mm (4.724″ - 4.725″). The original
bore diameter for the cup of the front tapered
roller bearing on the output gear is 119.990 -
120.015 mm (4.724″ - 4.725″). Replace worn
components.
7-88
Reassembly
1. If removed during disassembly of the transfer

case, place a new output gear wear sleeve
into a bearing oven (or similar heating 1
device) and heat to 120° C (250° F) for
approximately 30 minutes. This will expand
the sleeve so that it can be installed onto the 2
output shaft.
IMPORTANT: Do not heat the sleeve with a
torch as damage to the sleeve will result from
uneven heating.
Heating the sleeve and placing it on the

output shaft is the preferred installation Figure 7-83
method. The sleeve is a shrink fit on the
shaft, and driving an unheated sleeve onto
the shaft could damage it.
Apply a small amount of retaining compound

to the area of the shaft where the sleeve is
located. Install the heated sleeve, 1, on the
output shaft, 2. Make sure it is fully seated on
the shaft shoulder. Allow the sleeve to cool
and grip the shaft before moving the
assembly.
2. Place the front and rear output bearings into

a bearing oven (or similar bearing heating
device) and heat to 120° C (250° F) for 2
approximately 30 minutes. This will expand 1 3
the bearings so that they can be installed
onto the output shaft.

the output shaft is the preferred installation
method. The bearings are a press fit on the
shaft, and driving unheated bearings onto
the shaft could damage them.
Figure 7-84
Install the front bearing, 1, and rear bearing,
2, on the output shaft, 3. Make sure they are
fully seated on the shaft shoulders. Allow the
bearings to cool and grip the shaft before
moving the assembly.
7-89
3. Place the front and rear input bearings into a

bearing oven (or similar bearing heating
device) and heat to 250° F for approximately
30 minutes. This will expand the bearings so
that they can be installed onto the input gear.
the input gear is the preferred installation
gear, and driving unheated bearings onto the
gear could damage them.
Install the shielded roller bearing, 1, onto the

input gear with the shield facing away from
the gear teeth. 1
The shielded front bearing is installed on the

end of the gear with the larger internal spline.
The gear hub will protrude through the
bearing when it is fully on the gear.
IMPORTANT: It is critical that the shielded

bearing be installed in the correct orientation
on the input gear. If the shield is not in the
front position facing the engine, transmission
lube oil will fill the transfer case causing it to
overheat.
Figure 7-85
Install the unshielded roller bearing, 1, onto

the input gear.
The unshielded bearing is installed on the

end of the gear with the small internal spline.
Figure 7-86
7-90
4. Using an appropriate driver, install an output

gear front bearing cup, 1, into the bore in the 2 1
front case half, 2. Be sure that the cup is fully
seated in the case half.
Figure 7-87
5. Install the orifice, 1, into the front case half

port. The orifice will bottom out in the
threaded port.
Figure 7-88
6. Place the input gear, 1, and output gear

assembly, 2, in the front case half, 3.
Use an M12-1.75 tap to clean the holes in the
front case half. Clean the flange surface of 5
the front and rear case halves with a good 5
quality nonresidue cleaning agent. Apply a
bead, 4, of gasket sealant to the front case
2
half flange area. Make sure the sealant
surrounds the bolt holes in the case half. 1
NOTE: There are two alignment dowels, 5,
that are installed in the front case half for 4 3
support.
Figure 7-89
7-91
7. Secure the two case halves together with

nine flange screws, 1. Torque the flange
screws to 97 N⋅m (72 ft lbs). Use thread- 1
locking compound on the cap screw threads
during installation. Tighten the screws in a
cross-tightening pattern.
NOTE: Gasket sealant should squeeze
out around the entire perimeter of the
case halves indicating a complete seal on
the case.
Figure 7-90
8. Using an appropriate driver, install a bearing

cup, 1, into the output shaft cover, 2.
1
Do not install the seal or O ring into the cover
at this time. 2
Figure 7-91
7-92
9. As a starting point, select two 0.50 mm (1.0

mm total) [0.020″ (0.040″ total)] output shaft
shims and install under the output shaft
3
cover, 1. Install and torque the six flange
screws, 2, to 97 N⋅m (72 ft lbs).
Tap the end of the output shaft downward so
as to fully seat the front bearing cone in the 2
outer race. Install a dial indicator, 3, onto the
end of the output shaft. Zero the indicator.
Using a cap screw installed into the threaded

output shaft, lift upward against the indicator.
Record the amount of end play as measured 1
by the indicator.
Figure 7-92
Remove the hardware, rear output cover and
shims from the housing.

measured in step # 9, assemble a shim pack
that will allow 0.030 - 0.080 mm (0.001″ to
0.003″) end play on the output shaft when
installed under the output shaft cover.
Example:
Shim pack under cover during initial

measurement - 1.0 mm (0.040″)
Measurement taken in step #9 - 0.4 mm

(0.015″) end play
Remove 0.3 mm (0.013″) from 1.0 mm

(0.040″) initial shim pack. Final shim pack
thickness should be 0.7 mm (0.027″) (allows
for 0.05 mm [0.002″]) end play of the shaft
and bearings).
7-93
11. Using an appropriate driver, install a seal, 1,

into the output shaft cover, 2. Install an O 2
ring, 3, into the groove in the cover shoulder.
3
Figure 7-93
12. Use an M12-1.75 tap to clean the holes in the

rear case half. Lubricate the output shaft seal
and output cover O ring with petroleum jelly.
Install the shim pack (as calculated in step 3

#10) under the output shaft cover, 1, on the
transfer case, 2. Install the six flange screws,
3, and torque to 97 N⋅m (72 ft lbs). Use
thread-locking compound on the cap screw
threads during installation.
1
NOTE: The two longer flange screws, 4, 2
(M12 x 35 mm) are installed into the
bottom of the cover. They will be removed 4
again during transfer case installation to
attach the articulation drive shaft shield Figure 7-94
front support bracket.
7-94
Installation
1. Clean the surface of the transmission case, 1

1, where the mounting surface of the transfer
case will join with a good quality non-residue
cleaner.
Apply a continuous bead of gasket eliminator

to the transmission mounting area. Be sure
to encircle each bolt hole to prevent leaks.
Make sure that the bolt holes in the

transmission housing for the upper and lower
transfer case mounting screws are clean and
dry.
Figure 7-95
2. Lift the transfer case into position behind the
transmission. It is easiest to do this by
lowering the case through the hole in the cab
floor. Slide the case onto the rear of the
transmission so that the mounting flanges
meet squarely.
An easy method is to attach a lifting chain to
the case and have one person lift while a
second person guides it onto the rear of the
transmission.

Be sure that the transmission drive shaft

enters and splines into the top gear of the
transfer case. Rotating the output shaft of the
transfer case will help to line up the splines
with the transmission drive shaft.
Make certain that the transfer case mounting

flange and transmission housing form a tight
seal with the bead of gasket eliminator
installed in step #3.
IMPORTANT: Do not force or draw the case

onto the back of the transmission. The
transmission drive shaft must spline into the
transfer case drive gear properly.
7-95
3. Torque the six mounting bolts, 1, at the top of

the transfer case to 97 N⋅m (72 ft lbs). Use 1
Figure 7-96
4. Install the mounting bolts, 1, and torque to 97
N⋅m (72 ft lbs). Use thread-locking
compound on the cap screw threads during
installation.
Figure 7-97
5. Be sure that the threaded holes, 1, in the
transfer case housing, used to mount the
transmission pump, are clean and dry.
Figure 7-98
7-96
6. Install an O ring, 1, onto the front pilot of the

transmission pump, 2. Lubricate the O ring
with hydraulic oil.
2
19996845
1
Figure 7-99
7. Install the transmission pump, 1, onto the

transfer case by splining the pump drive shaft
into the top transfer gear drive. Install the two 1
retaining bolts, 2, and torque to 97 N⋅m (72 ft
lbs). Use thread-locking compound on the
cap screw threads during installation.
2
19996844
Figure 7-100
8. Install new O rings onto the transmission

pump discharge and suction flange ends.
Install the discharge hose onto the

transmission pump and retain it with split
flanges and cap screws. Torque the cap
screws to 29 N⋅m (21 ft lbs). 1
9. Install the transmission pump suction flange, 4

1, onto the pump and retain with the cap
screws, 2. Torque the cap screws to 37 N⋅m 2
(27 ft lbs).
Install the suction line connector hose, 3, and

tighten the hose clamps, 4. 3
19996843
Figure 7-101
7-97
10. At the top of the transfer case, install the lube

supply tube, 1, onto the elbow, 2, and tighten
securely.
2
Figure 7-102
11. At the bottom left side of the transfer case,

install the connector pipe, 1, between the two
elbows, 2. Tighten all fittings securely. 2
Figure 7-103
12. Install the articulation drive shaft shield front

bracket, 1, onto the transfer case using the
two cap screws, 2, at the bottom of the
transfer case output cover. Torque the cap
screws to 97 N⋅m (72 ft lbs). Use thread-
locking compound on the cap screw threads 1
2
Figure 7-104
7-98
13. Install the transfer case output shaft yoke, 1,

onto the shaft. Install the large washer, 2, and
cap screw, 3, onto the shaft to retain the
yoke. Torque the cap screw to 224 N⋅m (165 1
ft. lbs.). 3 2
NOTE: Make sure that the threads of the
output shaft are clean and dry before
installing the cap screw.
14. Install the articulation drive shaft in the center

of the tractor as described in this section.
15. Install the articulation drive shaft shield as

described in this section.
Figure 7-105
16. Using an appropriate lifting device, position

the cab floor panel inside the cab.
Install the twelve flange screws, 1, securing

the floor panel, 2, to the bottom of the cab and
tighten securely.
Figure 7-106
17. It is easiest to install the floor mat into the cab

by first removing the right and left side
steering pedestal cowling, 1, from the
steering pedestal. Each cowling is held to the 1
pedestal with four screws and one bolt at its
base.
Lift the front section of the floor mat into the

cab.
Start with the right front corner of the mat and

position it in place over the cab main wire
harness. Work the mat into position around
the entire base of the steering pedestal.
Lay the mat into position around the seat Figure 7-107
base and parking brake bracket.
7-99
18. Lift the rear section of the floor mat into the
cab and install it around the seat base and
against the rear cab panel. The mat edge
does not go under the bottom of the rear cab
panel, it rests against it.
The rear mat and front mat meet in a diagonal

seam at the front post of the door opening.
The seam is made by placing the rear mat lug
into the front mat channel. By placing steady
pressure on the front mat and using a putty
knife on the seam, the front mat will fit into the
rear mat.
The rear mat and front mat also meet at the

right side rear of the seat pedestal. The wire
harness for the park brake switch goes into a
grooved channel molded into the bottom of
the rear mat. There are notches molded into
the mat to allow the harness to come up out
of the mat and connect to the park brake
switch and seat connector. With the wire
harness in place, the channel of the rear mat
fits over the top of the lug on the front mat.
19. Reinstall the park brake switch, 1, onto the

park brake bracket using the small nut, 2.
2
1
Figure 7-108
7-100
20. Reinstall the right-hand console lower

cowling, 1, and secure in place with the
mounting screws, 2.
21. Reinstall the steering pedestal right-hand

and left-hand side cowlings and secure each 2
in place with the hardware removed.
19995030
Figure 7-109
22. Using an appropriate lifting device, raise the

seat into the cab and position on the
mounting plate.
1
Reconnect the seat wiring harness, 1, at the
rear of the seat.
Install the four bolts, 2, and nuts, 3, that

secure the seat to the mounting plate. Torque
the bolts to 54 N⋅m (40 ft. lbs.).
23. Top off the transmission oil level as detailed

in the operator’s manual. 2 3
24. Reconnect the battery cables to the batteries
on top of the right-hand fuel tank, as detailed
Figure 7-110
in the operator’s manual.
25. Remove the 3-amp fuse labeled “fuel

seat.

intervals. This will distribute lubrication oil to
the PTO clutch and transfer case.
Reinstall the fuse into the fuse panel.
26. Start the tractor and run it at an idle. Turn the

PTO on and check for leaks in the hose
connections.
Turn the tractor from side to side and check

all hose routings for interference.
7-101
Transfer Case - 12 x 2 Powershift

Transmission
Removal

ignition.
CAUTION: THE TRACTOR ARTICU-

LATION LOCK MUST BE INSTALLED
BEFORE ANY WORK BEGINS IN THE PTO
TRANSFER CASE AREA.

3. Disconnect the seat wiring harness, 1, from

the rear of the seat.
1
4. Remove the four bolts, 2, and four nuts, 3,
that secure the seat to the seat pedestal.
5. Slide the seat out of the cab door and lower it
to the floor.
CAUTION: THE SEAT WEIGHS 2 3

APPROXIMATELY 63.5 KG (140 LBS).
USE AN APPROPRIATE LIFTING DEVICE.
Figure 7-111
7-102

removing the six attaching screws, 2.
the vent hose by cutting the tie strap.
Remove cowling from cab. 2
19995030
Figure 7-112
8. Remove small nut, 1, from the top of the park

brake switch, 2, and remove the switch from
the park brake bracket. Move the switch and
harness out of the way.
9. Pull the floor mat seam apart separating the
mat into a front and rear piece.
Carefully slide the mats away from the cab
components and pull the mats from the 1
tractor. 2
Figure 7-113
10. Remove the twelve bolts, 1, securing the

floor panel, 2, to the bottom of the cab.
Remove the floor panel from the cab.
CAUTION: THE FLOOR PANEL WEIGHS

APPROXIMATELY 45.4 KG (100 LBS). 2
USE AN APPROPRIATE LIFTING DEVICE
TO REMOVE IT FROM THE CAB.
11. Remove the PTO articulation drive shaft 1

12. Remove the PTO articulation drive shaft as Figure 7-114

7-103
13. Remove the cap screw, washer and shims, 1,

from the center of the transfer case output
yoke, 2. Pull the yoke from the transfer case
output shaft.
Figure 7-115

articulation drive shaft shield front support
bracket, 2, to the transfer case. Remove the
support bracket.
Figure 7-116
15. Disconnect the lube supply tube, 1, from the

elbow, 2, on the transmission input shaft rear
collector and the connector fitting, 3, on the
3
transfer case. Remove the line from the
transfer case.
2 1
Figure 7-117
7-104
16. At the bottom right-hand corner of the

transfer case, 1, disconnect the drain hose,
2, from elbow, 3, in the transfer case. Place a
cap over all of the open fittings. 1
Figure 7-118
17. At the bottom of the transfer case, remove

the single cap screw, 1, that holds the case to
NOTE: Shims will be between the transfer

case and the transmission housing.
Retain the shims for reassembly.
Figure 7-119
18. Install a lifting chain under the two bolts, 1, at

the top of the case.
3
Remove the six bolts, 2, that secure the
transfer case to the rear flange of the input
shaft collector, 3.
1
19. With the help of an assistant, carefully lift on
the chain and pull the transfer case rearward 2
so as to disengage the input gear from the
transmission input shaft.
When the transfer case is clear of the

transmission housing and input shaft, lift it
upward through the cab floor opening and
out the door to a workbench. Figure 7-120

7-105
20. Remove the sealing compound and gasket,

1, from the input shaft collector flange, 2. 2
Figure 7-121
Disassembly
1. Remove the four flange screws, 1, securing

the output cover, 2, to the transfer case, 3. 1
2. Remove the output cover and shims from the
transfer case. Retain the shims for
reassembly.
2
Figure 7-122
3. Remove and discard the oil seal, 1, (using an

appropriate driver) from the output cover.
Figure 7-123
7-106
4. With the output shaft facing up, remove the

fifteen flange screws, 1, securing the rear 1
case half to the front case half.
5. Using a soft face hammer, carefully tap the
front and rear transfer case housings to
separate them.
NOTE: Do not install a pry bar between
the case halves to separate them. The
flange face of the cases will be damaged
and will not seal properly creating an oil
leak.
6. Remove the rear case half from the front

case half.
Figure 7-124
7. Lift the input gear assembly, 1, and output

gear assembly, 2, from the front half of the
transfer case.
The roller bearings for the gears will come
out with the gears as an assembly.
1 2
Figure 7-125
8. If necessary, remove the snap ring, 1, from

the front case half input bore.
Figure 7-126
7-107
9. Remove the output shaft, 1, from the output

gear, 2. The shaft is splined to the gear and is
retained (on the back side) by a snap ring, 3. 1
2
Figure 7-127
10. Due to the amount of recess in the input and

output gears, pry bars, 1, must be used to 1
remove the roller bearings, 2, from the input
and output gears. Apply steady pressure to 1
the bearings to pull them from the shoulders
on the gears.
Figure 7-128
Inspection

prior to inspection.
2. Inspect the input and output gears for
chipped, worn, or broken teeth. Replace the
gears as a set if either is excessively
damaged or worn.
3. Inspect the splines of the input gear for wear.
The splines should fit tightly around the
transmission input shaft. A maximum of 0.3
mm (0.010″) backlash should be found when
the parts are splined together. Replace worn
components.
4. The journals on the input gear for the roller
bearings should show no damage. Original
journal diameter is 64.948 - 64.973 mm
(2.557″-2.558″). Replace worn components.
7-108
5. The journals on the output gear for the roller

bearings should show no damage. Original
journal diameter is 64.948 - 64.973 mm
(2.557″-2.558″). Replace worn components.
6. Inspect the front and rear case halves for
cracks. The original bearing bore diameter
for the input roller bearings is 119.990 -
120.015 mm (4.724″ - 4.725″). The original
bore diameter for the output roller bearing is
119.990 - 120.015 mm (4.724″ - 4.725″).
Replace worn components.
7. The transfer case output yoke should be a
slip fit over the output shaft splines with a
maximum of 0.3 mm (0.010″) backlash when
the parts are mated together.
The output yoke should show no wear or
grooving where the output seal rides. The
original journal diameter where the seal rides
is 69.977 - 70.002 mm (2.755″ - 2.756″).
Replace any worn components.
8. Inspect the roller bearings for wear. No

galling or pitting of the rollers should be
evident. It is a recommended practice to
replace all bearings with new when overhaul
of the transfer case is completed.
Reassembly
1. Place the front and rear input and output

roller bearings (four bearings) into a bearing
oven (or similar bearing heating device) and
heat to 120° C (250° F) for approximately 30
minutes. This will expand the bearings so 3
that they can be installed onto the input and
output gears.
from uneven heating. 2
1
the gears is the preferred installation
gear shoulders, and driving unheated Figure 7-129
bearings onto the gears could damage them.
Install the bearings, 1, on the gears, 2. Make

sure they are fully seated on the shaft
shoulders. Place a driving tool, 3, over the
bearings while they cool to ensure that they
stay in place on the gear shoulder while they
cool and grip the shaft. Allow the bearings
time to cool down before moving the
assemblies.
7-109
2. Install the output shaft, 1, into the output gear

assembly, 2. Install the snap ring, 3, onto the
output shaft. Be sure the ring is fully seated 2
into the shaft groove.
NOTE: The shaft must be orientated on
the gear correctly when assembled. Place
the shaft into the gear so that the snap
ring fits into the counterbored end of the 1
gear. The ring should be surrounded by
the gear bore when it is properly installed
into the gear. The counterbored side is
the front side of the gear. 3
Figure 7-130
3. If removed during disassembly, install a snap

ring, 1, into the input bore of the front case
half. Be sure the ring is fully installed in the
case groove.
Figure 7-131
4. Place the input gear, 1, and output gear

assembly, 2, in the front case half, 3. 4
Use an M10-1.5 tap to clean the holes in the 3
front case half. Clean the flange surface of
the front and rear case halves with a good
quality non-residue cleaning agent. Apply a
bead, 4, of gasket sealant to the front case 2
1
half flange area. Make sure the sealant
surrounds the bolt holes in the case half.
NOTE: There are two alignment dowels, 5, 5 5

that are installed in the front case half for
support.
Figure 7-132
7-110
5. Install the rear case half over the front half.

Secure the two case halves together with 1
fifteen flange screws, 1. Torque the flange
screws to 56 N⋅m (41 ft. lbs.). Use thread-
locking compound on the cap screw threads
during installation. Tighten the screws in a
NOTE: Gasket sealant should squeeze
out around the entire perimeter of the
case halves indicating a complete seal on
the case.
Figure 7-133
6. As a starting point, select two 0.3 mm

(0.010″) [0.6 mm (0.020″ total)] output shaft
shims and install under the output shaft
cover, 1. Install and torque the four flange 3
screws, 2, to 30 N⋅m (22 ft. lbs.).
1
NOTE: Do not install a seal into the output
shaft cover at this time.
Use a punch and hammer to tap the inner

race of the rear roller bearing downward so
as to fully seat the front roller bearing in the 2
front case half. Install a dial indicator, 3, onto
the end of the output gear. Zero the indicator.
Using a cap screw installed into the threaded
output shaft, lift upward so as to pull the
output gear against the indicator. Record the Figure 7-134
amount of end play as measured by the
indicator.
Remove the hardware, rear output cover and
0.004″) end play on the output gear when
installed under the output shaft cover.
Example:
Shim pack under cover during initial
(0.010″) end play
thickness should be 0.33 mm (0.013″)
[allows for 0.08 mm (0.003″) end play of the
gear and bearings].
7-111
8. Using an appropriate driver, install a seal, 1,

into the output shaft cover, 2.
The seal is installed flush with the seal bore in
the output cover. 1
9. Use an M18-1.25 tap to clean the output
cover holes in the rear case half. Lubricate
the output shaft seal with petroleum jelly.
Clean the rear case half flange with a good
thin coat of gasket sealant to the flange area. 2
Make sure the sealant covers the entire
flange area.
Install the shim pack (as determined in step Figure 7-135

#7) onto the housing over the sealant. A very
thin layer of sealant should be applied on
each surface of the shim pack to prevent oil
seepage from between the shims.
10. Install the output cover, 1, over the output

shaft and onto the housing. Install the four
flange screws, 2. Use thread-locking
1
compound on the cap screw threads during 2
installation.
Torque the cap screws to 30 N⋅m (22 ft. lbs.).

The cap should form a tight joint with the
housing (sealant should squeeze out of the
joint evenly around the entire diameter).
11. Determine the output yoke shim pack

required for proper yoke end play (0.050 -
0.100 mm [0.002″ to 0.004″] end play) using
the following procedure:
IMPORTANT: Accurately measuring and Figure 7-136

installing the output yoke spacer shim pack is
critical to proper transfer case operation. If
there is no gap between the yoke and the
spacer, the yoke will press on the output gear
and apply force to the output shaft snap ring.
The force on the snap ring will break the
output shaft at the snap ring groove during
operation of the PTO.
7-112
a. Install a cap screw, 1, into the threaded

end of the output shaft. Pull upward on the
output shaft.
2
Use a depth micrometer, 2, to accurately
measure the length of the splines on the 1
output shaft, 3, from the top of the shaft to 3
the end of the output gear. Record this
measurement.
Figure 7-137
b. Use an outside micrometer, 1, to measure

the length of the output yoke splines, 2, 1
from the inner shoulder of the yoke to the
end that contacts the output gear. Record
this measurement.
Figure 7-138
c. Using the measurements from steps #11a

and 11b, make up a shim pack, 1, that is
equal to the difference of the two 1
measurements plus an additional 0.08
mm (0.003″) to allow for end play on the
yoke.
Example:
Length of output shaft splines (11a) =

48.26 mm (1.90″)
Depth of output yoke splines (11b) =

52.58 mm (2.07″)
The gap between the end of the output

Figure 7-139
shaft and the shoulder of the yoke is
0.043 mm (0.017″). Now add the yoke
end play requirement of 0.08 mm
(0.003″). Total shim pack thickness
required is 0.51 mm (0.020″).
7-113
When the shim pack, spacer and cap

screw are installed and tightened on the
shaft, the spacer will tighten against the
shim pack on the end of the output shaft
and not on the yoke shoulder. There will
be 0.080 mm (0.003″) gap between the
yoke shoulder and the bottom side of the
spacer allowing for the 0.080 mm
(0.003″) end play of the yoke on the
output shaft.
12. Do not install the yoke, shims, spacer and

cap screw onto the output shaft at this time.
Retain the shim pack (as calculated in step
#11) for installation after the transfer case is
installed onto the tractor.
Installation
1. Install a new gasket, 1, onto the collector

flange, 2, for the transfer case. Use a small 3 1
amount of gasket eliminator on both sides of
the gasket to hold it in place during transfer
case installation and to seal the case to the
flange joint.
IMPORTANT: Check to see that the transfer
case lube supply port, 3, in the collector
flange is open and not plugged with any
debris.
2
2. Use an M10-1.5 tap to clean the six holes on
the front face of the front transfer case half.
These holes are used to attach the case to
the collector flange at the rear of the Figure 7-140
transmission.
Lift the transfer case into position behind the
transmission. It is easiest to do this by
lowering the case through the hole in the cab
floor.
An easy method is to attach a lifting chain to

the case and have one person lift while a
second person guides it onto the rear of the
transmission.

7-114
Be sure that the transmission drive shaft

enters and splines into the top gear of the
transfer case. Rotating the output shaft will
help to line up the splines with the
transmission drive shaft.
CAUTION: DO NOT FORCE OR DRAW

THE CASE ONTO THE BACK OF THE
TRANSMISSION. THE TRANSMISSION
DRIVE SHAFT MUST SPLINE INTO THE
TRANSFER CASE DRIVE GEAR
PROPERLY.
Remove the lifting chain from the transfer

case.
3. Be sure that the transfer case mounting

flange, 1, and the collector mounting flange,
2, form a tight joint with the gasket. 1
2
Install the six cap screws, 3, and torque to 56
N⋅m (41 ft. lbs.). Use thread sealant on the
bolt threads during installation.
NOTE: When tightening the six cap

3
screws, it is a good idea to insert the
single bolt at the bottom of the transfer
case to line it up with the hole in the
regulator valve. After the six bolts are
tightened, remove the single bolt.
Figure 7-141
4. Using a feeler gauge, 1, measure the gap

between the lower mounting pad on the
transfer case and the regulator valve
housing. 1
Figure 7-142
7-115
5. Using appropriate shims, 1, make up a shim

pack equal in thickness to the gap measured
in step #4.
Figure 7-143
6. Install the shim pack, as assembled in step

#5, between the transfer case and the
regulator valve. Install bolt and washer, 1,
into the hole at the bottom of the transfer
case and torque to 98 N⋅m (72 ft. lbs). Use
thread sealant on the bolt threads during
installation.
Figure 7-144
7. At the top of the input shaft rear collector, 1,

remove the tee fitting and cap, 2.
1
Figure 7-145
7-116
8. Check the flat screw-in orifice, 1, that is

screwed into the collector port. The orifice
should not be plugged by any debris. Orifice
size is 1.6 mm (0.063″) in size.
Reinstall the tee fitting and cap after
inspecting the orifice.
Figure 7-146
9. Install the transfer case lube supply line, 1,

between the tee fitting, 2, and connector
fitting, 3.
3
1
2
Figure 7-147
10. Using the four output cap flange screws, 1,

attach the front support bracket, 2, for the
articulation driveline shield to the transfer
case. Torque the cap screws to 30 N⋅m (22 ft.
lbs.).
2
Figure 7-148
7-117
11. Install the yoke, 1, cap screw, washer and

shims (as determined in step #11 of transfer
case reassembly), 2, onto the output shaft of
the transfer case. Torque the cap screw to
224 N⋅m (165 ft. lbs.).
NOTE: Be sure the threads of the cap

screw and output shaft are clean and dry 2
before installation of the yoke.
Figure 7-149
12. Install the transfer case drain hose, 1, onto

the elbow fitting, 2, in the bottom right-hand
corner of the transfer case. Tighten the hose
fitting securely.
2
NOTE: Be sure that the transfer case
drain hose does not come into contact
with the rear axle driveline at any point.
1
13. Install the articulation drive shaft in the center
of the tractor as described in this section.
14. Install the articulation drive shaft shield as

Figure 7-150
15. Using an appropriate lifting device, position

the cab floor panel inside the cab.
Install the twelve flange screws, 1, securing

the floor panel, 2, to the bottom of the cab and
tighten securely.
Figure 7-151
7-118
16. It is easiest to install the floor mat into the cab

by first removing the right and left side
steering pedestal cowling, 1, from the
steering pedestal. Each cowling is held to the 1
pedestal with four screws and one bolt at its
base.
Lift the front section of the floor mat into the

cab.
Start with the right front corner of the mat and

position it in place over the cab main wire
harness. Work the mat into position around
the entire base of the steering pedestal.
Lay the mat into position around the seat Figure 7-152
base and parking brake bracket.
17. Lift the rear section of the floor mat into the
cab and install it around the seat base and
against the rear cab panel. The mat edge
does not go under the bottom of the rear cab
panel, it rests against it.
The rear mat and front mat meet in a diagonal

seam at the front post of the door opening.
The seam is made by placing the rear mat lug
into the front mat channel. By placing steady
pressure on the front mat and using a putty
knife on the seam, the front mat will fit into the
rear mat.
The rear mat and front mat also meet at the

right side rear of the seat pedestal. The wire
harness for the park brake switch goes into a
grooved channel molded into the bottom of
the rear mat. There are notches molded into
the mat to allow the harness to come up out
of the mat and connect to the park brake
switch and seat connector. With the wire
harness in place, the channel of the rear mat
fits over the top of the lug on the front mat.
7-119
18. Reinstall the park brake switch, 1, onto the

park brake bracket using the small nut, 2.
2
1
Figure 7-153
19. Reinstall the right-hand console lower

cowling, 1, and secure in place with the
mounting screws, 2.
20. Reinstall the steering pedestal right-hand 2

and left-hand side cowlings and secure each
in place with the hardware removed.
1
19995030
Figure 7-154
21. Using an appropriate lifting device, raise the

seat up into the cab and position on the
mounting plate. 1
Reconnect the seat wiring harness, 1, at the

rear of the seat.
Install the four bolts, 2, and nuts, 3, that

secure the seat to the mounting plate. Torque
the bolts to 54 N⋅m (40 ft. lbs.).
22. Top off the transmission oil level as detailed 2 3

in the operator’s manual.

on top of the right-hand fuel tank, as detailed Figure 7-155
in Section 3 - Electrical of this manual.
7-120

seat.


connections.

Articulation Drive Shaft Shield

Removal

ignition.

CAUTION: THE TRACTOR

ARTICULATION LOCK MUST BE
INSTALLED BEFORE ANY WORK
BEGINS IN THE ARTICULATION
DRIVELINE AREA.
2. Remove the four flange screws, 1, from the

cover plate, 2, for the articulation drive shaft
shield. Remove the plate from the shield.
1
2
Figure 7-156
7-121
3. Remove the locknut, 1, and washer, 2, from

the front and rear of the bottom of the shield.
There is a P clip, 3, with hoses routed through
it under the front nut and washer.
1 2
Figure 7-157
4. Remove the front and rear cap screw, 1, from

the support brackets, 2. A spring washer, 3, is
between the support bracket and the shield, 2
4. Do not lose the spring washer.
1
Figure 7-158
5. The shield, 1, must come out the left-hand

1
side of the tractor articulation joint. To do this,
remove the articulation lock pin from the
swing frame, start the tractor and turn it to the
right. Shut the tractor off and remove the
shield.
WARNING: AFTER THE ARTICULATION

DRIVE SHAFT SHIELD HAS BEEN
REMOVED, STRAIGHTEN THE TRACTOR
OUT AND INSTALL THE ARTICULATION
LOCK PIN.
Figure 7-159
7-122
6. Remove the rear support bracket, 1, from the

PTO clutch housing by removing the two cap
screws that retain it in place.
On tractors equipped with a 12 x 4 Quad Shift
III (mechanical) transmission, the front
support bracket, 2, can be taken off the
tractor with the articulation drive shaft, 3, 3
installed. Remove the two cap screws that 2
1
retain the bracket to the transfer case.
On tractors equipped with a 12 x 2 powershift

transmission, the front support bracket can
only be removed after the articulation drive
shaft and transfer case output yoke are
removed. Use the following procedure to Figure 7-160
remove the bracket:
a. Remove the articulation drive shaft as

b. Remove the cap screw, washer and

shims, 1, from the center of the transfer
case output yoke, 2. Pull the yoke from the
transfer case output shaft.
IMPORTANT: Retain the shims for
reassembly.
2
1
Figure 7-161
c. Remove the four cap screws, 1, that retain

the front support bracket, 2, to the transfer 1
case, 3. Remove the support bracket.
Figure 7-162
7-123
Inspection
Check the shield and support brackets for cracks

and damage. Replace all necessary
components.
Installation
1. Install the rear support bracket, 1, onto the

PTO clutch housing using the two cap
screws.
On tractors equipped with a 12 x 4 Quad Shift 3
III (mechanical) transmission, install the front 2
1
support bracket, 2, to the transfer case using
the two cap screws. Torque the cap screws to
97 N⋅m (72 ft. lbs.). The articulation drive
shaft, 3, does not need to be disturbed to
install the front support bracket.
NOTE: The two cap screws used to attach

Figure 7-163
the front support bracket to the transfer
case are also used to retain the transfer
case output shaft cover in place. Use
thread sealant on the cap screw threads
On tractors equipped with a 12 x 2 powershift

transmission, use the following procedure to
install the front support bracket:
a. On tractors equipped with a 12 x 2

1
powershift transmission, use the four cap
screws, 1, to attach the bracket, 2, to the
transfer case, 3. Torque the cap screws to
30 N⋅m (24 ft. lbs.).
NOTE: The four cap screws used to
attach the front support bracket to the 2
transfer case are also used to retain
the transfer case output cover in place.
Use thread sealant on the cap screw
3
Figure 7-164
7-124
b. Install the yoke, 1, cap screw, washer and

shims (taken off during removal of the
front support bracket), 2, onto the output
shaft of the transfer case. Torque the cap
screw to 224 N⋅m (165 ft. lbs.).
NOTE: Be sure the threads of the cap
screw and output shaft are clean and 1
dry before installation of the yoke.
2
c. Install the articulation drive shaft as
Figure 7-165
2. The articulation drive shaft shield must be

installed from the left-hand side of the tractor
1
articulation joint. To do this, remove the
articulation lock pin from the swing frame,
start the tractor and turn it to the right. Shut
the tractor off.
Install the articulation drive shaft shield, 1,
over the front and rear support brackets. The
shield goes over the top of the support
brackets on the top side, but under the
brackets on the bottom side.
Figure 7-166
WARNING: AFTER THE ARTICULATION
DRIVE SHAFT SHIELD HAS BEEN
INSTALLED INTO PLACE, STRAIGHTEN
THE TRACTOR OUT AND INSTALL THE
ARTICULATION LOCK PIN.
3. Install a flange screw, 1, and spring washer,

2, into the front and rear shield holes. The
spring washer is installed between the shield
and the support bracket to keep the two
pieces from rattling during operation.
1
It may be necessary to rotate the engine by
hand to fit the flange screw into the shield
hole due to interference with the universal
joint of the articulation drive shaft.
2
Figure 7-167
7-125
4. Install the locknut, 1, and washer, 2, onto the

front and rear cap screw on the bottom of the
shield. There is a P clip, 3, with hoses routed
through it under the front nut and washer.
Tighten the cap screw enough to retain the P
clip, but still allow the shield to pivot and slide.
1 2
Figure 7-168
5. Using the four cap screws, 1, attach the

articulation drive shaft shield cover plate, 2,
to the shield.
1
2
Figure 7-169
Rear Drive Shaft Shield

1
Removal
IMPORTANT: The following figures show the

hydraulic coupler bracket and drop box lube
2
supply line removed for clarity only. The coupler
bracket and lube line can remain installed on the
tractor during rear shield removal.

the top portion of the shield, 2, and remove
the shield.
Figure 7-170
7-126

the bottom portion of the shield, 2, to the drop
box, 3. Remove the shield from the tractor.
2 1
3
Figure 7-171
Inspection
Inspect the shield components for cracks and

replace as necessary.
Installation
1. Position the bottom portion of the rear shield

into the rear frame slot and on top of the drop
box. Install the two cap screws, 1, that retain
the bottom portion of the shield, 2, to the drop
box, 3. Torque to 46 N⋅m (34 ft. lbs.). 2 1
3
NOTE: The two cap screws used to
secure the lower portion of the shield also
are used to retain the drop box cover
plate. Use thread-locking compound on
the cap screw threads during installation.
Figure 7-172
7-127
2. Position the top half of the shield over the

lower portion of the shield. Install the two cap
screws, 1, into the lower portion of the shield 1
to hold the top portion, 2, in place. Torque to
28 N⋅m (21 ft. lbs.).
2
Figure 7-173
Output Shaft Shield

Removal
1. Remove the four cap screws, 1, that retain

the output shaft shield, 2, to the drop box. 1
Remove the shield from the tractor.
Figure 7-174
Inspection
Inspect the shield for cracks and replace as

necessary.
7-128
Installation
1. Use the four cap screws, 1, to install the

output shaft shield, 2, to the drop box. Use
threads during installation. Torque the cap 1
screws to 73 N⋅m (54 ft. lbs.).
Figure 7-175
2. If a new shield is being installed, wipe down

the left-hand side of the PTO output shaft
shield, 1, with a non-residue cleaner. Install
the decal, 2, onto the side of the shield. 1
Figure 7-176
Articulation Drive Shaft
Removal

ignition.

BEGINS IN THE ARTICULATION
DRIVELINE AREA.
7-129
2. Remove the four flange screws, 1, from the

cover plate, 2, for the articulation drive shaft
shield. Remove the plate from the shield.
1
2
Figure 7-177
3. Remove the four bolts, 1, that retain the

bearing cap straps, 2, on the front and rear 1
1
universal joints.
Discard the bolts, but retain the straps for
reassembly.
4. Lift the articulation drive shaft from the center

of the tractor. It may be necessary to tap the 2
yokes of the shaft with a hammer to loosen 2
the universal joints from the transfer case
and clutch yokes.
Be sure that the bearing caps do not fall off of
the universal joint cross during drive shaft
removal. Figure 7-178

23 kg (50 lbs.).
Disassembly

3 1 2
when reassembled.
Unscrew the dust cap, 1, and slide the slip
yoke, 2, from the splines of the tube shaft, 3.
Figure 7-179
7-130

Using a soft drift, tap the outside of the
bearing assembly to loosen the snap ring, 1.
Remove the snap ring from the yoke, 2. Turn
the yoke over and remove the opposite snap
ring in the same manner.
1
Figure 7-180
3. Set the yoke in a press with a piece of tube

stock against one side of the yoke so that the
bearing cap can slide inside the tube stock. 2
Place a solid plug on the opposite bearing
cap assembly. 1
Press on the solid plug so as to drive the

opposite bearing cap out of the yoke and into
the hollow center of the tube stock. Continue
to press until the body of the universal joint
contacts the inside of the yoke.
Grip the protruding bearing cap assembly, 1,

in a vise and tap the yoke, 2, with a hammer.
Remove the cap from the yoke.
Figure 7-181
4. To remove the opposite cap, place the tube
stock over the top of the cap in the yoke and
place the spacer on the journal end of the
universal joint.
Grip the protruding bearing cap assembly in

a vise and tap the yoke with a hammer.
7-131

the yoke.
NOTE: During manufacture of the yoke,
excess material may have been added to 2
the inside of the bearing cap bore, 2. This
material can make removal of the
universal joint difficult. It is acceptable to
file this material away from the yoke to
improve the removal of the universal
joint.
6. Repeat this procedure (steps #2 - #5) on the 1

remaining universal joint in the yoke of tube
shaft. Figure 7-182
Inspection
1. Clean the tube and slip yoke bores, 1, and

inspect for damage or raised metal. Remove
any raised metal with a half round file and
emery cloth.
Check the bores for alignment and wear in 2
both the drive and driven half yokes. 3
Distorted or worn yokes must be replaced or
premature cross failures will result.
Also inspect the retaining ring grooves for

wear, replace the yoke if necessary.
1
hole, 2, that is in the center of the tube plug, 3,
is open and free of debris. Clean as Figure 7-183
necessary.
NOTE: If the relief hole becomes plugged,

the driveline will not be able to collapse
during turning of the tractor and can
cause driveline or universal joint failure.
2. Clean the splined areas of the tube shaft and

slip yoke with solvent to remove the shaft
looseness (backlash) should not exceed
0.18 mm (0.007″) when the cleaned
each other.
are covered with a special blue coating called
Glide Coat™ which should not be removed.
Do not use abrasive paper or grinding wheel
on the shaft splines.
7-132
3. Replace any components that show twisting The assembled drive shaft can then be
or damage that could cause binding during placed in a lathe and spun while being
movement of the tube shaft on the slip yoke. measured with a dial indicator.
4. Inspect the universal joint trunnions for end Runout is when the drive shaft is slightly
galling or grooves on the side, indicating a bent, but still maintains its circularity
lack of proper lubrication. Broken crosses throughout a complete rotation. A dial
indicate yoke bore misalignment. Broken indicator will show runout ONCE per
yokes indicate inadequate slip joint revolution. Maximum runout on a drive shaft
lubrication. is 0.30 mm (0.010″).
Inspect bearing caps to be sure that the
Ovality occurs when the drive shaft rotation is
needle bearings inside the cap are all in
not circular, but oval in shape. A dial indicator
place and aligned.
will display ovality TWICE per revolution.
The grease seals for each cap should be in Even though a drive shaft may be straight,
good condition so as to prevent loss of ovality will make it seem bent. Maximum
lubricant. allowable ovality is 0.30 mm (0.010″).
NOTE: The universal joints on the PTO Reassembly

drive shaft are sealed units and do not
require periodic greasing.
5. If a drive shaft is suspected of having a reassembly. New or used bearing caps
runout or ovality concern, it should be should have adequate lube in the cap to
measured with a dial indicator when protect the needles and trunnions.
assembled. If it is found that a bearing cap is “dry” but in
To do this the universal joints should be an undamaged condition, lubrication can be
installed into the slip yoke and tube shaft and added to the cap in an adequate quantity.
the driveline assembled (slide the shaft Use only extreme temperature, extreme
halves together). pressure, lithium base grease in the bearing
caps.
7-133
2. Be sure the OD of the bearing caps are clean

and free of rust. Lightly lubricate the bores of
the yoke with grease. 2
Use a press and a solid plug to install a 1
bearing cap, 1, into the yoke bore, 2,
approximately halfway. Install the cross into
the yoke and fit the cross trunnion into the
partially installed cap.
Make sure that all the needles of the bearing

cap are aligned by rotating the cross in the
cap.
Figure 7-184
3. Install the bearing caps, 1, onto the open

trunnions that fit into the mating yoke. This 1
will protect the trunnions from accidental
damage during assembly of the universal
joint. 1
Figure 7-185
4. Install the opposite bearing cap, 1, into the

yoke bore. Place the assembly into a vise, 2,
so that the bearing caps can be squeezed 1
inward. Apply steady pressure on the vise 2
and press the caps onto the trunnion until the
caps are flush with the yoke bores on each
side.
IMPORTANT: The bearing caps must be
properly aligned in the yoke bores or they will
bind. The caps should slide into the yoke with
moderate force required. If excessive force is
needed to move the caps, they are
misaligned. Remove from the vise and
realign the caps in the bores. Figure 7-186
7-134
IMPORTANT: While the bearing caps are

moving into the yoke, rotate the cross to
maintain alignment of the needles in the cap.
At no point should the cross bind in the caps.
If it does bind, this indicates that a needle is
out of alignment or the cap is crooked in the
yoke bore. Remove from the vise and check
the cap and needle alignment.
On occasion, the caps may stick in the bores

even though they are aligned properly. It is
acceptable to tap the yoke with a soft face
hammer to ease the caps into the bores as
pressure is applied by the vise.
5. Loosen the vise and install a solid plug over

one bearing cap.
Place the yoke and plug back into the vise
and tighten so as to push one cap in far
enough to expose the retaining ring groove in
the yoke bore.
6. Remove the yoke from the vise and install the

retaining ring, 1, into the yoke bore, 2. Be 2
sure that the ring is fully seated in the groove.
7. Put a solid plug over the opposite bearing
cap end and place the yoke and plug into a
vise.
Apply pressure to the vise so as to push the 1
cap in far enough to expose the retaining ring
groove in the yoke bore.
IMPORTANT: While the bearing cap is

At no point should the cross bind in the caps. Figure 7-187

retaining ring into the yoke bore. Be sure that
the ring is fully seated in the groove.
An acceptable practice is to strike the sides
of the yoke with a soft face hammer to “set”
the yoke (the yoke may have tension on it
from being compressed in the vise) on the
bearing caps.
10. Repeat steps #1 - #9 on the universal joint at

the other end of the shaft.
7-135
11. Apply a light coating of extreme temperature,

extreme pressure, lithium base grease to the
tube shaft splines, 1. Using the identification
marks made during step #1 of disassembly, 2
slide slip yoke, 2, and tube shaft, 3, together 3 1
by mating the shaft splines.

tighten securely.
NOTE: Be sure that the PTO articulation

drive shaft yokes are in phase (both 4
yokes on either end of the shaft are
positioned identically on the shaft) when
the drive shaft halves are mated.
Figure 7-188
Grease the slip yoke with an adequate
amount of extreme pressure, lithium base
grease.
Installation
1. Use a (3/8″-24 UNF) tap to clean the threads

of the transfer case output yoke and clutch
input yoke. 1
Be sure that the PTO articulation drive shaft
yokes are in phase (both yokes on either end
of the shaft are positioned identically on the
shaft).
Install the articulation shaft into the center of

the tractor. Attach the shaft to the transfer
case output yoke and the clutch input yoke.
2 3
The shaft should be orientated so that the slip
yoke, 1, is toward the front of the tractor.
Secure the shaft in place with two bearing Figure 7-189

straps, 2, and four special cap screws, 3, at
each yoke. Torque the bearing strap screws
to 75 N⋅m (55 ft. lbs.). Allow the bearing caps
to fully seat in the yokes without pulling them
in with the cap screws and straps.

when the PTO articulation drive shaft is
reassembled. Special thread-locking
compound is used to retain the bolt in the
yoke.
7-136
2. Using the four cap screws, 1, attach the

articulation drive shaft shield cover plate, 2,
to the shield.
1
2
Figure 7-190
Rear Drive Shaft

Removal

ignition.
2. Remove the lubrication supply line, 1, from

the elbow, 2, at the top of the drop box. Cap
the line.
1
2
Figure 7-191
7-137
3. Remove the two bolts, 1, that secure the

hydraulic hose coupler bracket, 2, to the rear
Fold the bracket and hoses forward toward
the cab and secure to the implement valve
2
1
with a tie strap.
Moving the coupler bracket out of the way will

provide access to the rear driveline shield
and universal joint.
NOTE: The nuts for the coupler bracket

cap screws are accessed from under the
Figure 7-192
4. Remove the two cap screws, 1, that hold the

drop box input driveline shield, 2, in place.
These two cap screws are also used to retain
the top cover of the drop box. 2
Remove the shield from the tractor and 1
reinstall the cap screws into the drop box
finger tight.
NOTE: The input driveline shield is made

up of two pieces bolted together. It is only
necessary to remove the cap screws that
attach the shield to the drop box.
Figure 7-193
5. Remove the four bearing strap cap screws,

1, and two bearing straps, 2, securing the
rear drive shaft, 3, to the drop box input yoke,
4. Discard the cap screws but retain the 1 3 2
allow the rear PTO drive shaft to hang in the
Figure 7-194
7-138

1, and two bearing straps, 2, securing the 1
rear drive shaft, 3, to the clutch output yoke,
4. Discard the cap screws but retain the
Separate the driveline universal joint and lift 4
the drive shaft from the rear frame of the 3
tractor.
Figure 7-195
Disassembly

proper position during reassembly. This will 3 1 2
when reassembled.
Unscrew the dust cap, 1, and slide the slip
yoke, 2, from the splines of the tube shaft, 3.
Figure 7-196
2. Clamp the slip yoke in a vise, being careful 2

not to distort the tube.
Using a soft drift, tap the outside of the
bearing assembly to loosen the snap ring, 1.
Remove the snap ring from the yoke, 2. Turn
the yoke over and remove the opposite snap
ring in the same manner. 1
Figure 7-197
7-139
3. Set the yoke in a press with a piece of tube

stock against one side of the yoke so that the
bearing cap can slide inside the tube stock. 2
Place a solid plug on the opposite bearing
cap assembly. 1
Grip the protruding bearing cap assembly, 1,

in a vise and tap the yoke, 2, with a hammer.
Figure 7-198
4. To remove the opposite cap, place the tube
stock over the top of the cap in the yoke and
place the spacer on the journal end of the
universal joint.
Grip the protruding bearing cap assembly in

a vise and tap the yoke with a hammer.

the yoke.
NOTE: During manufacture of the yoke,
excess material may have been added to 2
the inside of the bearing cap bore, 2. This
material can make removal of the
universal joint difficult. It is acceptable to
file this material away from the yoke to
improve the removal of the universal
joint.
6. Repeat this procedure (steps #2 - #5) on the 1

remaining universal joint in the yoke of tube
shaft. Figure 7-199
7-140
Inspection
1. Clean the tube and slip yoke bores, 1, and

inspect for damage or raised metal. Remove
any raised metal with a half round file and
emery cloth.
2
3
Check the bores for alignment and wear in
both the drive and driven half yokes.
Distorted or worn yokes must be replaced or
premature cross failures will result.
Also inspect the retaining ring grooves for 1
wear, replace the yoke if necessary.
hole, 2, that is in the center of the tube plug, 3,
Figure 7-200
is open and free of debris. Clean as
necessary.
NOTE: If the relief hole becomes plugged,
the driveline will not be able to collapse
during turning of the tractor and can
cause driveline or universal joint failure.
2. Clean the splined areas of the tube shaft and

slip yoke with solvent to remove the shaft
looseness (backlash) should not exceed
0.18 mm (0.007″) when the cleaned
each other.
are covered with a special blue coating called
Glide Coat™, which should not be removed.
Do not use abrasive paper or grinding wheel
on the shaft splines.
3. Replace any components that show twisting

or damage that could cause binding during
movement of the tube shaft on the slip yoke.
4. Inspect the universal joint trunnions for end
galling or grooves on the side, indicating a
lack of proper lubrication. Broken crosses
indicate yoke bore misalignment. Broken
yokes indicate inadequate slip joint
lubrication.
Inspect bearing caps to be sure that the
needle bearings inside the cap are all in
place and aligned.
The grease seals for each cap should be in
good condition so as to prevent loss of
lubricant.
NOTE: The universal joints on the PTO
drive shaft are sealed units and do not
require periodic greasing.
7-141

runout or ovality concern, it should be
measured with a dial indicator when
assembled.
To do this the universal joints should be
installed into the slip yoke and tube shaft and
the driveline assembled (slide the shaft
halves together).
The assembled drive shaft can then be

placed in a lathe and spun while being
measured with a dial indicator.
Runout is when the drive shaft is slightly

revolution. Maximum runout on a drive shaft
is 0.30 mm (0.010″).
Ovality occurs when the drive shaft rotation is

not circular, but oval in shape. A dial indicator
will display ovality TWICE per revolution.
Even though a drive shaft may be straight,
ovality will make it seem bent. Maximum
allowable ovality is 0.30 mm (0.010″).
Reassembly

pressure, lithium base grease in the bearing
caps.
2. Be sure the OD of the bearing caps are clean 2

and free of rust. Lightly lubricate the bores of
the yoke with grease. 1
Use a press and a solid plug to install a

bearing cap, 1, into the yoke bore, 2,
approximately halfway. Install the cross into
the yoke and fit the cross trunnion into the
partially installed cap.
Make sure that all the needles of the bearing

cap are aligned by rotating the cross in the
cap.
Figure 7-201
7-142
3. Install the bearing caps, 1, onto the open

trunnions that fit into the mating yoke. This 1
will protect the trunnions from accidental
damage during assembly of the universal
joint. 1
Figure 7-202
4. Install the opposite bearing cap, 1, into the

yoke bore. Place the assembly into a vise, 2,
so that the bearing caps can be squeezed
inward. Apply steady pressure on the vise
1
2
and press the caps onto the trunnion until the
caps are flush with the yoke bores on each
side.
IMPORTANT: The bearing caps must be
properly aligned in the yoke bores or they will
bind. The caps should slide into the yoke with
moderate force required. If excessive force is
needed to move the caps, they are
misaligned. Remove from the vise and
realign the caps in the bores.
Figure 7-203
IMPORTANT: While the bearing caps are
On occasion, the caps may stick in the bores

even though they are aligned properly. It is
acceptable to tap the yoke with a soft face
hammer to ease the caps into the bores as
pressure is applied by the vise.
5. Loosen the vise and install a solid plug over

one bearing cap.
Place the yoke and plug back into the vise
and tighten so as to push one cap in far
enough to expose the retaining ring groove in
the yoke bore.
7-143

retaining ring, 1, into the yoke bore, 2. Be 2
sure that the ring is fully seated in the groove.
7. Put a solid plug over the opposite bearing
cap end and place the yoke and plug into a
vise.
Apply pressure to the vise so as to push the 1
cap in far enough to expose the retaining ring
groove in the yoke bore.
IMPORTANT: While the bearing cap is
If it does bind, this indicates that a needle is Figure 7-204
retaining ring into the yoke bore. Be sure that
the ring is fully seated in the groove.
An acceptable practice is to strike the sides
of the yoke with a soft face hammer to “set”
the yoke (the yoke may have tension on it
from being compressed in the vise) on the
bearing caps.
10. Repeat steps #1 - #9 on the universal joint at

the other end of the shaft.
11. Apply a light coating of extreme temperature,

extreme pressure, lithium base grease to the
tube shaft splines, 1. Using the identification
marks made during step #1 of disassembly, 2
slide slip yoke, 2, and tube shaft, 3, together 3 1
by mating the shaft splines.

tighten securely.
NOTE: Be sure that the rear drive shaft

yokes are in phase (both yokes on either 4
end of the shaft are positioned identically
on the shaft) when the drive shaft halves
are mated.
Figure 7-205
Grease the slip yoke with an adequate
amount of extreme pressure, lithium base
grease.
7-144
Installation
1. Be sure that the rear PTO drive shaft yokes

are in phase (both yokes on either end of the
shaft are positioned identically on the shaft).
Lift the shaft into the rear frame of the tractor
so that the long tube portion (tube shaft) is
toward the rear of the tractor. The slip yoke
should be toward the front of the tractor and
connects to the clutch output yoke.
2. Use a 3/8″-24 UNF tap to clean the threads of 1

the clutch output yoke.
Lift the rear drive shaft into position in the
clutch output yoke. Use four cap screws, 1,
and two bearing straps, 2, to secure the rear 4
drive shaft, 3, to the clutch output yoke, 4.
Torque bearing strap screws to 75 N⋅m (55 ft. 3
lbs.).

when the rear drive shaft is reassembled.
Special thread-locking compound is
used to retain the bolt in the yoke. 2
Figure 7-206
3. Use a 3/8″-24 UNF tap to clean the threads of

the drop box input yoke.
Lift the rear PTO drive shaft upward so that it 1 3 2
protrudes through the hole in the rear frame.
Use four cap screws, 1, and two bearing
straps, 2, to secure the rear drive shaft, 3, to
the drop box input yoke, 4. Torque the
bearing strap screws to 75 N⋅m (55 ft. lbs.).

when the rear drive shaft is reassembled. 4
used to retain the bolt in the yoke.
Figure 7-207
7-145
4. Use the two cap screws, 1, from the drop box

top cover as shown to install the rear drive
shaft shield, 2. Position the shield into the
rear frame cutout. Torque the cap screws to
46 N⋅m (34 ft. lbs.).
2
1
Figure 7-208
5. Using the hardware, 1, removed, reinstall the

remote coupler bracket, 2, onto the rear
frame of the tractor. Torque the coupler
bracket mounting hardware to 488 N⋅m (360
ft. lbs.).
2
1
Figure 7-209
6. Install the drop box lube supply line, 1, onto

the elbow, 2, at the top of the drop box.
Tighten the fitting securely.
1
2
Figure 7-210
7-146
PTO Solenoid Control Valve and

Manifold
Removal
NOTE: The PTO solenoid control valve and

manifold can be removed from the tractor
without removing the clutch assembly from
the tractor rear frame.

ignition.


3. Disconnect the two wires, 1, from the PTO
solenoid valve on the right-hand side of the
clutch. 1
Remove the drop box lube supply line, 2,
pressure lube line, 3, and pressure line, 4,
5
from their respective connector fittings on the
PTO valve manifold. Cap all open lines and 3
fittings.
Remove the clutch apply tube, 5, and clutch

lube tube, 6, from their connector fittings on
the manifold. 6
NOTE: Place identification tags on the 2 4
individual hoses and tubes attached to
Figure 7-211
the PTO valve connector fittings to aid in
installation of the valve.
7-147
4. Remove the four screws, 1, securing the

control valve assembly, 2, to the clutch
housing. Remove the control valve 1
assembly.
Figure 7-212
Disassembly 1
1. Remove and discard the O ring, 1, from the
recess on the back of the manifold.
Remove all of the connector fittings, 2, from
the manifold ports.
2
2
Figure 7-213
2. Remove the solenoid coil retaining nut, 1,

and solenoid coil, 2, from the valve cartridge,
3.
3
2 1
Figure 7-214
7-148
3. Remove the solenoid valve cartridge, 1, from

the manifold.
1
Figure 7-215
4. Remove the pilot-operated valve cartridge,

1, from the manifold.
1
Figure 7-216
5. Use an allen wrench to remove the internal

feathering orifice from the clutch apply (CA)
port, 1. 1
Figure 7-217
7-149
6. On the bottom side of the manifold, remove

the plug, 1, that is adjacent to the pilot
operated valve port.
Figure 7-218
7. Use an allen wrench to remove the

lubrication balancing orifice, 1, from the
plugged port.
Figure 7-219
Inspection

Dry with compressed air. 1
NOTE: Do not expose the solenoid valve
coil to cleaning solvent.
2. Replace the O ring and back-up ring seals, 1,

on the solenoid valve cartridge during
overhaul of the solenoid valve. The seals for
the cartridge are sold in a seal kit.
NOTE: Be sure that a back-up ring is
installed on either side of the O rings at
the base of the valve cartridge.
Figure 7-220
7-150
3. Check the continuity and resistance of the

solenoid valve coil, 1, by placing an
ohmmeter, 2, across the coil terminals. 1 2
The coil should show continuity and have a
resistance reading of 7.5 ohms to 10.5 ohms.
If defective, the coil can be replaced

separately from the cartridge of the solenoid
valve.
Figure 7-221
4. Install the coil, 1, onto the solenoid valve

cartridge, 2. The coil has a recessed end to it
that fits over the shoulder of the cartridge. 1
When installed on the cartridge properly, the
writing on the coil will face the coil retaining 4 5
nut. 6
Install the retaining nut, 3, and tighten to 7
N⋅m (60 in. lbs.).
Use air pressure to check the operation of the

solenoid valve. When the valve is
de-energized, air pressure will be blocked at 3 2
upper ports, 4, on the valve, but will flow
freely from lower ports, 5, to the end port, 6.
Figure 7-222
Attach a 12-volt power wire to one terminal of
the solenoid valve and ground the other
terminal. An audible click will be heard. Air
pressure will flow between upper ports, 4,
and the lower ports, 5. End port, 6, will be
blocked.
Replace the solenoid cartridge if found to be

defective.
7-151
5. Replace the O ring and back-up ring seals, 1,

on the pilot operated valve cartridge during
overhaul of the valve. The seals for the 1
cartridge are sold in a seal kit.
NOTE: Be sure that a back-up ring is
installed on either side of the O rings at
the base of the valve cartridge.
6. Use air pressure to check the operation of the

pilot operated valve. When the valve is in
neutral, air pressure directed in hole, 2,
should exit at hole, 3, and not hole, 4. 3 2 4
Figure 7-223
7. Using a screwdriver, 1, push on the spool

inside the valve and move it toward the cap
end of the cartridge.
Air pressure directed in hole, 2, should exit
hole, 4, and not hole, 3. 2 3 1
4
The valve spool should slide freely, and
should return to the closed position when
released by the screwdriver.
Replace the valve if defective.
Figure 7-224
8. Check the lubrication balancing orifice, 1,

and the PTO apply feathering orifice, 2. They
should be free of debris.
Original orifice size is 3.55 mm (0.140″) for
the lube balancing orifice and 2 mm (0.080″) 2 1
for the PTO apply feathering orifice.
The orifices are not sold through Parts and, if

they are damaged or missing, the entire
solenoid valve manifold must be replaced.
Figure 7-225
7-152
Reassembly
1. Use an allen wrench to install the lubrication

balancing orifice, 1, into the port at the
bottom of the manifold (adjacent to the pilot
operated valve port).
NOTE: Be sure to install the orifice with
the 3.5 mm (0.140″) inner diameter into
the lube balancing location in the 1
manifold.
Figure 7-226
2. Install the plug, 1, into the port for the lube

balancing orifice.
Figure 7-227
3. Use an allen wrench to install the clutch apply

feathering orifice, 1, in the PTO control valve 1
body clutch apply (CA) port.
NOTE: Be sure to install the orifice with
the 2 mm (0.080″) inner diameter into the
clutch apply location in the manifold.
Figure 7-228
7-153
4. Lubricate the O rings and back-up washers

on the pilot operated cartridge, 1, with
petroleum jelly.
1
Install the cartridge into the manifold and
torque to 34 N⋅m (25 ft. lbs.).
Figure 7-229
5. Remove the solenoid valve coil from the

solenoid valve cartridge (installed during
inspection). 1
Lubricate the O rings on the cartridge, 1, with
petroleum jelly.
Install the cartridge into the manifold and

torque to 27 N⋅m (20 ft. lbs.).
Figure 7-230
6. Install the solenoid valve coil, 1, onto the

cartridge, 2. Install and tighten the retaining
nut, 3, to 7 N⋅m (60 in. lbs.). The coil has a
recessed end to it that fits over the shoulder
of the cartridge.
NOTE: Orientate the terminals of the coil
upward, as shown. 2
1 3
Figure 7-231
7-154
7. Install a new O ring, 1, into the recessed

groove on the rear of the manifold. Install the 1
connector fittings, 2, into the manifold ports
and tighten securely.
2
2
Figure 7-232
Installation
1. Position the valve assembly, 1, on the PTO 2

clutch housing and secure with the four cap
screws, 2. Torque the cap screws to 46 N⋅m
(34 ft. lbs.).
Figure 7-233
2. Attach the PTO wire harness ends, 1, to the

solenoid coil terminals. The wires are labeled 1
“RF 57” and “RF 156.”
Install the yellow “RF 57” wire to the front
terminal and the black “RF 156” wire to the
rear terminal.
Using the identification tags installed in step

#3 of removal, install the tubes and hoses to
the connector fittings on the manifold and
tighten securely.

on top of the right-hand fuel tank, as detailed
Figure 7-234
in Section 3 - Electrical of this manual.
7-155
PTO CLUTCH
Removal

ignition.

Disconnect the tractor batteries as detailed in

2. Remove the PTO articulation drive shaft

3. Remove the PTO articulation drive shaft as
4. Disconnect the rear PTO drive shaft from the
clutch output end yoke as detailed in this
section. Move the rear PTO drive shaft away
from the clutch and allow it to rest on the
steering cylinder rear frame cross member.
5. Disconnect the two wires, 1, from the PTO
clutch.
Remove the drop box lube supply line, 2,
pressure lube line, 3, and pressure line, 4, 1
from their respective connector fittings on the
PTO valve manifold. Cap all open lines and
fittings. 3
On the underside of the clutch, remove the

drain line from the elbow and allow the clutch
to drain any residual oil from its housing.
2 4
NOTE: Place identification tags on the
individual hoses attached to the PTO Figure 7-235
valve connector fittings to aid in
installation of the clutch.
7-156
6. Remove the two cap screws, 1, attaching the

PTO articulation drive shaft shield support
bracket, 2, to the clutch assembly. Remove
the bracket from the clutch.
2
1
Figure 7-236
7. To aid clutch removal, lay a 3/4″ thick wood

board across the steering cylinders and
hoses on the rear frame. This will provide a
flat surface to rest the clutch assembly on
during removal and installation.
Figure 7-237
8. Install lifting slings around the clutch. Route

the slings upward between the rear frame
drag links and behind the articulation swing
frame.
Attach the slings to an overhead crane or
forklift tine. Apply a slight lifting force on the
clutch to support it during mounting hardware
removal.
CAUTION: THE PTO CLUTCH ASSEMBLY

WEIGHS APPROXIMATELY 102 KG (225
LBS). DO NOT ATTEMPT TO LIFT THE Figure 7-238
CLUTCH BY HAND, OR SUPPORT IT BY
HAND DURING REMOVAL OR
INSTALLATION.
7-157
9. Remove the four flange screws, 1, that attach

the clutch assembly to the bottom of the 2
articulation swing frame, 2.
NOTE: The flange screws have thread-
locking compound on them. A small
1
amount of heat may be required to loosen
the compound during removal.
Figure 7-239
10. Remove the cap screw, shim pack, washer,

and locknut, 1, securing the clutch assembly
to the rear face of swing frame.
1
Figure 7-240
11. Carefully lower the clutch assembly onto the

wood board that is on top of the steering
cylinders.
Reposition the lifting slings and lower the

clutch from the tractor onto the repair
surface.
Figure 7-241
7-158
Disassembly
1. Remove the two cap screws, 1, that hold the 4

accumulator bracket, 2, onto the rear of the
clutch assembly.
1
Disconnect the accumulator line, 3, from the
clutch apply port tee fitting, 4. Remove the
accumulator from the clutch. 2
Figure 7-242
2. Disconnect and remove the clutch apply

(CA) tube, 1, and clutch lube (CL) tube, 2, 1
from the PTO valve manifold, 3, and clutch
rear manifold fittings.
Figure 7-243
3. Remove the four screws, 1, attaching the 1

PTO control valve manifold, 2, to the clutch
housing and remove the manifold.
Figure 7-244
7-159
4. Remove input yoke cap screw, 1, spacer, 2,

and yoke mount shims, 3, from the input end
of the clutch.
Use a chain wrench, 4, to hold the clutch 3 2 1
shaft steady while removing the cap screw.
Figure 7-245
5. Remove the O ring, 1, and input yoke, 2, from

the clutch input shaft.
2
1
Figure 7-246
6. Remove the output yoke cap screw, 1, and

spacer, 2, from the output end of the clutch.
Use a chain wrench, 3, to hold the clutch
shaft steady while removing the cap screw. 1
NOTE: No shims are used under the
output yoke spacer.
2 3
Figure 7-247
7-160
7. Remove the O ring, 1, and output yoke, 2,

from clutch output shaft.
Figure 7-248
8. Remove the four screws, 1, securing the

input seal retainer, 2, to the housing.
1
Figure 7-249
9. Remove the seal retainer, 1, and shims, 2,

from the clutch housing. Remove the input
seal, 3, from the retainer and discard the 2
seal. 1
Figure 7-250
7-161
10. Remove the two remaining screws, 1,

securing the output manifold housing, 2, to
the clutch housing. 1
Figure 7-251
11. Remove the manifold, 1, and gasket, 2, from

the clutch housing.
2
Remove and discard oil seal, 3, from the
manifold housing. 1
Figure 7-252
12. Remove the three sealing rings, 1, from the

output shaft and discard the rings.
1
Figure 7-253
7-162
13. Remove the six screws, 1, securing the

mount housing, 2, to clutch housing, 3.
Figure 7-254
14. Separate the clutch by carefully pulling the

clutch mount housing, 1, with clutch input
shaft from the clutch housing, 2. 2 3 1
Remove and discard the clutch housing
gasket, 3.
NOTE: The clutch input shaft, 4, will

separate from the clutch output shaft and
remain with the clutch mount housing
when the clutch is separated.
4
Figure 7-255
15. Place the mount housing, 1, into a press and

push the input shaft, 2, out of the front input
bearing, 3.
NOTE: Properly support the input shaft

3 1
from underneath the press to be sure it 2
does not fall out of the housing during
disassembly.
Figure 7-256
7-163
16. Turn the mount housing, 1, over and press

the front input bearing out of the housing.
Figure 7-257
17. Remove the input bearing spacer, 1, from the

input shaft, 2. 2
Figure 7-258
18. Using a bearing puller, 1, remove rear input

bearing, 2, from the input shaft, 3.
NOTE: As the bearing is pulled from the 3 2

shaft, the shaft will drop down into the 1
clutch drum.
Figure 7-259
7-164
19. Remove the external snap ring, 1, securing

the drum, 2, to the input shaft, 3. Slide the
drum off the input shaft. 2
3 1
Figure 7-260
20. Remove the snap ring, 1, from the output

shaft assembly, 2. 2
Figure 7-261
21. Place the clutch housing in a press and push

the output shaft, 1, from the output bearing,
2. 1 2
Figure 7-262
7-165
22. Remove the output bearing, 1, from the shaft,

2. Remove the shaft from the housing. 2
1
NOTE: The output bearing has an
3
external ring, 3, in its outer diameter that
is supplied with the bearing. Do not
remove the ring from the bearing at this
time.
Figure 7-263
23. Remove the internal snap ring, 1, from the

inside diameter of the clutch hub assembly,
2.
2
1
Figure 7-264
24. Place the clutch in a press so that the output

shaft, 1, is supported on its end. Install tool
BLR20285, 2, (square cut circular hole) over
the clutch pack. Align the tool so that its 2
shoulder rests on the clutch pack hub.
Figure 7-265
7-166
25. Compress the clutch hub spring assembly

until the quarter retainer rings, 1, become
loose and can be removed from the shaft 1
retaining groove. Remove the rings from the
clutch.
IMPORTANT: Minimal force is required to

push the clutch hub downward enough to
free the rings. The hub will move down
approximately 5 mm (3/16″), enough to free
the rings. Do not push the hub downward
excessively or damage to the clutch will
result.
26. Release the clutch hub spring assembly from

compression and remove from the press. Figure 7-266
27. Remove the clutch pack assembly from the

output shaft by lifting it upward off of the shaft
splines.
28. Remove the outer snap ring, 1, (spiral type of 2

retaining ring) from the clutch pack backing
plate, 2. Remove the inner snap ring, 3, from
the clutch hub.
1
Figure 7-267
29. Remove the backing plate, 1, twelve steel

and thirteen friction discs, 2, (clutch pack
assembly) from the clutch hub assembly, 3.
1
Figure 7-268
7-167
30. Using a slide hammer with an expandable

end, remove the needle bearing, 1, from the 1
front end of the output shaft.
IMPORTANT: Due to the amount of work

required to access the needle bearing, it
should be replaced during any overhaul
procedures on the clutch.
Figure 7-269
31. Slide the brake assembly, 1, off the rear of the 2

output shaft, 2.
1
Figure 7-270
32. Place the brake assembly into a press. Install 1

tool BLR20285, 1, (beveled circular hole)
over the end of the brake. Make sure that the
tool is centered around the retaining ring, 2.
Carefully compress the belleville washer on

the brake enough to remove the tension from
the retaining ring. Remove the ring from the
brake hub, 3. 3
Figure 7-271
7-168
It may be necessary to work one side of the

retaining ring free of the groove, release the
press, move the tool to provide additional
space, and recompress the brake to remove
the ring.
IMPORTANT: Minimal pressure is required

to release the tension on the retaining ring.
The belleville washer will compress
approximately 3 mm (1/8″) before the
tension is relieved. Do not over compress the
spring or damage to the brake components
will result.
33. Release the belleville washer from

compression and remove the brake
assembly from press.
34. Remove the plain spacer, 1, belleville 1 2

washer, 2, backing plate, 3, three friction and
two steel plates, 4, (brake clutch pack
assembly) from the brake hub, 5.
3 4
5
Figure 7-272
35. Push the piston, 1, into the piston housing, 2,

to expose the retaining ring, 3. Remove the
ring from the piston housing.
3
Figure 7-273
7-169
36. Remove the piston housing, 1, from the

forward end of the output shaft, 2. Remove 1
and discard the separator plate O ring, 3, and
piston housing seal, 4. 3
NOTE: The housing may stick on the
piston seal, 5, and actually cut it during
removal. A soft face hammer can be used
to lightly tap the housing off of the
2
separator plate and piston.
4
5
Figure 7-274
37. Remove the piston, 1, from the output shaft,

2. Remove and discard the piston outer seal
ring, 3, and inner seal ring, 4. 1
NOTE: Further disassembly of the output

shaft is not required. The output shaft is
supplied as an assembled unit including 2
the shaft, separator plate, and snap rings.
4
3
Figure 7-275
Inspection

with compressed air prior to inspection.
Thoroughly flush all oil passageways.
7-170
2. Inspect the clutch output shaft using the

following criteria. If the output shaft does not
meet the specifications, replace it with new: 1
2
a. The shaft must be free of nicks and burrs.
b. Measure the sealing ring grooves and
snap ring grooves with a feeler gauge.
Maximum sealing groove widths are as
follows:
1 - 2.62 mm (0.103″)
3 4
2 - 2.51 mm (0.099″)
3 - 2.62 mm (0.103″)
Figure 7-276
4 - 2.57 mm (0.101″)
c. The yoke bolt threads in the end of the

shaft must not be damaged. A 5/8″-18
UNF tap can be used to clean up the
threads.
d. The separator plate must be flat within
0.13 mm (0.005″) and the OD must not
have nicks that extend above the surface
or into the O ring groove.
The plate can be removed from the shaft
by removing the retaining rings on either
side.
To measure the plate flatness, lay it on a

piece of glass and attempt to slide a 0.13
mm (0.005″) feeler gauge between the
glass and plate with a slight pressure
being applied to the top side of the plate.
e. The splines at either end of the shaft can

worn in excess of 0.08 mm (0.003″) on the
side of any tooth.
f. The dowel pin that locates the brake
assembly must have a minimum diameter
across its wear area of 6.10 mm (0.240″).
If worn, the pin can be removed with a
pliers and a new pin installed into the
shaft.
g. Inspect the lubrication orifice in the
forward end of the output shaft. The orifice
is a fixed size and cannot be replaced. Be
sure it is not plugged with debris.
h. The journal area for the output roller
bearing must not have a step in the
surface. Minimum diameter of the journal
is 55.004 - 55.016 mm (2.1655″ -
2.1660″).
7-171
3. Inspect the clutch input shaft using the

following criteria. If the output shaft does not
meet the specifications, replace it with new:
a. The shaft must be free of nicks and burrs.
b. The yoke bolt threads in the splined end
must not be damaged. A 5/8″-18 UNF tap
can be used to clean up the threads.
c. The splines on either end of the shaft can
worn in excess of 0.08 mm (0.003″) on the
side of any tooth.
d. The journal area for the input roller
bearings must not have a step in the Figure 7-277
surface. Minimum diameter is 55.004 -
55.016 mm (2.1655″ - 2.1660″).
e. Inspect the journal area of the stub on the
rear of the shaft. This is the stub that
enters the needle bearing on the output
shaft. The shaft should not be galled or
scored in this area. Minimum stub
diameter is 31.725 - 31.737 mm (1.2490″ -
1.2495″).
4. Inspect the clutch and brake friction plates
using the following criteria. If a friction plate
fails to meet specifications, replace it with
new:
a. Part must be flat. To check for flatness,
place the plate on a known flat surface
(e.g., glass) and check for 100% surface
contact with no warping of the plate.
b. Minimum friction plate thickness is 1.40
mm (0.055″).
c. Cross-cut grooves are 0.13 mm (0.005″)
minimum depth when new. Plate is worn
out when the friction material is worn to
the bottom of the groove. Figure 7-278
d. Internal teeth must not be worn in excess

of 0.13 mm (0.005″) per side and the tooth
driving contact surface must not be worn
to a point or to a wedge shape.
7-172
5. Inspect the clutch steel separator plates

using the following criteria. If a steel plate
fails to meet specifications, it must be
replaced:
a. Part must be flat. To inspect flatness,
place on a known flat surface (e.g., glass)
and check for 100% surface contact with
no warping.
b. Minimum steel plate thickness is 1.52 mm
(0.060″).
c. External tangs must not be worn in excess
of 0.13 mm (0.005″) per side.
d. Contact surface must not be scored, Figure 7-279
pitted or discolored by heat.
6. Inspect the brake steel separator plates
using the following criteria. If a steel plate
replaced:
a. Part must be flat. To inspect flatness,
place on a known flat surface (e.g., glass)
and check for 100% surface contact with
no warping.
b. Minimum steel plate thickness is 1.52 mm
(0.060″).
c. External tangs must not be worn in excess
of 0.13 mm (0.005″) per side.
d. Make sure that the internal cutout on the
tangs (fits over the dowel pins in the clutch Figure 7-280
housing) is not excessively worn or
damaged.
e. Contact surface must not be scored,
pitted or discolored by heat.
7-173
7. Inspect the brake backing plate using the

following criteria. If the backing plate fails to
meet specifications, it must be replaced:
a. Part must be flat within 0.13 mm (0.005″).
b. Belleville washer contact surface must be
free of wear, with no grooving.
c. Internal teeth must not be worn in excess
driving contact surface must not be worn Figure 7-281
8. Inspect the belleville washer using the
following criteria. If the belleville washer fails
to meet specifications, it must be replaced:
a. The minimum load required to compress
the belleville washer height to 2.26 mm
(0.089″) is 145 kg (320 lbs).
b. Minimum non-compressed belleville
washer height is 4.39 mm (0.173″).
c. The washer should have no cracks or
surface defects.
Figure 7-282
7-174
9. Inspect the brake hub to the following criteria.

If the brake hub fails to satisfy the required
criteria, it must be replaced.
a. ID is smooth and free of damage.
b. External teeth must not have worn
notches with straight sides. Maximum
depth of the wear marks should not
exceed 0.254 mm (0.010″). It is
acceptable for the notches to have
smooth entry and exit sides as this alone
will not restrict the free movement of the
friction plates.
1
c. Maximum slot width for dowel pin is 6.55
mm (0.258″). Figure 7-283
d. Maximum snap ring groove width is 2.34

mm (0.092″).
e. Make sure that the spring pins, 1, at the
bottom of the external splines are not
missing or broken. The pins must be
straight and flush with the outer diameter
of the hub splines.
10. Inspect the clutch drum using the following
criteria. If the drum fails to meet
specifications, it must be replaced:
a. Drive slots must not have any worn

notches, sides of slots must be smooth
and straight. Maximum depth of the wear
marks should not exceed 0.254 mm
(0.010″). It is acceptable for the notches to
have smooth entry and exit sides as this
alone will not restrict the free movement of
the steel clutch plates.
b. Internal teeth must not be worn in excess
of 0.13 mm (0.005″) per side.
c. Center welded area of spline hub to outer
drum must not be cracked. Figure 7-284
7-175
11. Inspect the clutch backing plate using the

following criteria. If the plate fails to meet
a. Part must be flat within 0.13 mm (0.005″).

driving contact surface must not be worn
Figure 7-285
12. Inspect the clutch hub assembly using the

following criteria. If the clutch hub assembly
replaced:
a. External teeth must not have worn

notches with straight sides. Maximum
depth of the wear marks should not
exceed 0.254 mm (0.010″). It is
acceptable for the notches to have
smooth entry and exit sides as this alone
will not restrict the free movement of the
friction plates.
of 0.13 mm (0.005″) per side.
c. The springs inside the hub must not be Figure 7-286
broken.
13. Inspect the piston using the following criteria.

If the clutch piston fails to meet
a. OD of piston is free of nicks that extend

above the surface of the outer seal ring.
Small nicks below the contact surface are
not detrimental.
b. Outer seal ring groove is free of nicks that
extend into the side of the groove. Small
nicks below the contact surface are not
detrimental.
c. ID of piston must be free of wear from
contact with seal ring. Maximum ID is
60.48 mm (2.381″).
Figure 7-287
d. Surface that contacts the friction plates
must be free of wear marks or grooves.
7-176
14. Inspect the piston housing using the

following criteria. If the piston housing fails to
a. Internal surfaces that contact the

separator plate and piston outer sealing
ring must be free of wear.
b. ID must be free of wear from contact with
seal ring. Maximum ID is 60.48 mm
(2.381″ ).
c. Surface that contacts the clutch friction
plates and spring retainer of the clutch
hub must be free of wear marks or
grooves.
Figure 7-288
15. Inspect the output manifold housing using

the following criteria. If the housing fails to
a. Check the internal diameter of the

housing for grooves caused by the
sealing rings on the output shaft of the
clutch. No grooves should be seen or felt
that could cause the sealing rings to leak
or catch on during assembly.
Figure 7-289
16. Inspect the front housing using the following

criteria. If the housing fails to meet
a. Check the ID of the housing where the

input shaft bearings are located. The
housing must not show any wear in the
area where the bearing outer races are
positioned. The outer race of the bearings
must not spin in the housing bore.
Figure 7-290
7-177
17. Inspect the rear housing using the following

criteria. If the housing fails to meet
specifications, it must be replaced (or
repaired as described):
a. Check the ID of the housing where the

output shaft bearing is located. The
housing must not show any wear in the
area where the bearing outer race is
positioned. The outer race of the bearing
must not spin in the housing bore.
b. Inspect the brake dowel pins for wear. The
pins must not have grooves cut into them
that would catch the separator plates for
the brake assembly. Figure 7-291
c. Inspect the rear side of the housing where

the four balls are pressed in behind the
brake dowel pins. The balls must not
show any evidence of oil seepage.
If the brake pins show signs of wear or are
seeping oil, they can be removed and
replaced using the following procedure:
Figure 7-292
1. Place the housing, 1, in a press.

Support the bottom of the housing on a
flat surface adjacent to the pin to be
removed.
Place a long piece of bar stock, 2, over
the pin. Apply pressure on the pin, 2
forcing it out the rear of the housing. 1
2. Push the pin downward only far

enough to press the ball on the rear
side of the housing out of the bore. The
ball will fall out of the housing when the
pin contacts it.
Figure 7-293
7-178
3. Flip the housing over so that the rear of

the housing faces upward. Use a small
punch, 1, to press the pin back into the
housing and out of its bore. 1
Figure 7-294
4. To install the pin, flip the housing over 1

so that the rear of the housing faces
upward. Clean the pin bore with a good
quality non-residue cleaning agent.
Apply a small amount of stud and
bearing mount adhesive to the pin, 1.
Use a brass hammer to start the pin
into its bore.
Use the press and a punch to push the

pin into the housing bore until it goes
just below the surface of the housing.
Figure 7-295
5. Apply a small amount of stud and

bearing mount adhesive to the ball, 1.
Place the ball on top of the pin. Use the 2
press and a punch, 2, to push the ball
and pin into the housing until the ball 1
seats in its bore. This will properly
position the pin in the housing.
IMPORTANT: Do not press the pin into
the housing too far as it will contact the
clutch inner components during
operation causing extensive damage.
Follow the pin replacement procedure
exactly as described.
Figure 7-296
7-179
18. Inspect the input and output shaft bearings

for any type of damage. It is recommended
that new bearings be installed in all locations
during overhaul regardless of perceived
existing bearing condition.
19. Inspect the input and output yokes in the area

where the seal rides. There must be no
grooving that could cause the seal to leak.
Minor imperfections can be polished out of
the yoke. Replace the yoke if necessary.
Reassembly
NOTE: Assembly of the clutch is made easier

by using the BLR20285 tool for not only
compressing the brake and clutch springs,
but also to act as an assembly stand while
installing components onto the input and
output shafts.

needle roller bearing, 1, in the output shaft, 2. 1
2
Ensure that the bearing is fully seated in the
shaft bore.
Figure 7-297
7-180
2. Install the brake piston seal ring, 1, and

piston housing seal ring, 2, into the grooves 3
of the output shaft. Be sure to hook the ends
of the sealing rings together once installed in 2
the shaft grooves.
1
3. Install O ring, 3, in the OD groove of the

separator plate, 4.
Figure 7-298
4. Lubricate the ID of the piston housing, 1, with

petroleum jelly. 2
5. Lubricate O ring groove area, 2, of the piston
housing with white, lithium-based grease.
Figure 7-299
6. Lubricate O ring, 1, and groove area of the

output shaft separator plate, 2, with white, 2
lithium-based grease.
7. The O ring will seem to be too large for the
groove in the separator plate. It is designed
this way and will fit into the groove of the plate 1
and piston housing when assembled.
To fit the piston housing over the O ring, pinch
the slack into a tight loop and give it a half of a
twist. This will draw the O ring tightly into the
separator plate groove.
Figure 7-300
7-181
8. While holding the O ring as described in step

#7, lower the piston housing, 1, over the
output shaft until the chamfer in the ID of the
housing just reaches the separator plate O
ring opposite the twisted portion. 1
IMPORTANT: Do not push the housing down
any further at this point. The O ring should
never become pinched between the piston
housing and the separator plate. If the O ring
gets pinched, it will be damaged and the
clutch will malfunction.
9. Release the pinched portion of the O ring.

Feed the excess loop of the O ring back into
the O ring groove. The O ring will fill the cavity Figure 7-301
made by the groove in the plate and piston
housing until it is flush with separator plate
diameter.
10. With the O ring properly installed, push the
piston housing over the O ring and down over
the separator plate. As the piston housing is
moved down into position, it will come up
against the housing inner seal ring. Do not
force the piston housing over the seal ring.
Allow the chamfer of the piston housing to
work its way over the seal ring.
11. Lubricate the ID of the piston, 1, with

petroleum jelly. Install the square cut seal 1
ring, 2, into the piston groove. Lubricate seal
ring and the OD groove area of the piston
with white, lithium-based grease.
2
Figure 7-302
7-182
12. Install piston, 1, on output shaft, 2, and into

piston housing, 3. As the piston is moved
2
down into position, it will come up against the
piston inner seal ring. Do not force the piston 1
over the seal ring. Allow the chamfer of the
piston to work its way over the seal ring.
IMPORTANT: The square cut piston seal ring

will catch on the piston housing retaining ring
groove. Carefully work the piston and ring
over this groove. Do not force the piston as 3
the ring will be cut and the clutch will
malfunction.
Figure 7-303
13. Install the internal retaining ring, 1, in the

piston housing, 2. Make sure the ring is
seated into its groove properly.
1
14. Soak all clutch friction plates in clean
transmission oil prior to assembly.
Figure 7-304
15. Place one friction plate, 1, on the clutch hub,

2. Be sure to install the double wide tooth slot
of the friction plate over the hub so that it 2
spans the lubrication holes, 3, in the hub. A 1
second double wide slot is on the opposite
side of the plate and will not cover holes on
the opposite side of the hub.
Place one steel plate on the clutch hub

directly over the top of the friction plate.
NOTE: The friction plates of the brake and

clutch are identical. The steel plates are
not identical. The brake steel plates have
a forked set of tangs on them that fit over 3
the rear housing dowel pins.
Figure 7-305
7-183
16. Alternate installing friction and steel plates

until a total of 13 friction and 12 steel plates
have been installed on the hub.
NOTE: A friction plate will be at the top

(against backing plate) and bottom
(against piston face) of the pack.
Figure 7-306
17. Install the backing plate, 1, on top of the last 1

friction plate.
18. Center the steel clutch plates on the stack

and align the drive tangs.
Figure 7-307
19. Install the external snap ring, 1, into the

clutch hub groove. 1
Figure 7-308
7-184
20. Install the internal (Spirolox) snap ring, 1, in

the groove of the backing plate, 2.
Figure 7-309
21. Check the alignment of the splines of the 1

spring retainer, 1, with the hub splines, 2. If 3
the splines in the retainer are out of
alignment, the hub may be forced to rotate
slightly to align the teeth during installation.
The springs, 3, inside the hub should be
straight up and down.
2
22. Lift the assembled clutch pack over the end
of the output shaft and lower into position on
the shaft splines.
Figure 7-310
23. Place the clutch in a press so that the output

shaft, 1, is supported on its end. Install tool
BLR20285, 2, (square cut circular hole) over
the clutch pack. Align the tool so that its
shoulder rests on the clutch pack hub. 2
Figure 7-311
7-185
24. Compress the clutch hub spring assembly

until the quarter retainer rings, 1, can be
installed into the shaft retaining groove.
IMPORTANT: Minimal force is required to 1

push the clutch hub downward enough to
install the rings. The hub will move down
approximately 5 mm (3/16″), enough to
install the rings. Do not push the hub
downward excessively or damage to the
clutch will result.
25. Release all pressure and remove the shaft

assembly from the press.
Figure 7-312
26. Secure the quarter retainer rings in place by

installing internal snap ring, 1, in the clutch 2
1
hub spring assembly, 2.
27. Soak all brake friction plates in clean

transmission oil prior to assembly.
Figure 7-313
28. Place one friction plate, 1, on the brake hub,

2.
1
IMPORTANT: Be certain that double wide
tooth of the friction plate is NOT over any of
the small roll pins that are driven into the
brake hub. The pins keep the friction plates
from falling off the end of the hub. If the plate
is incorrectly installed, the PTO brake will
malfunction.
Place one steel plate on the clutch hub

directly over the top of the friction plate. 2
NOTE: The friction plates of the brake and

clutch are identical. The steel plates are Figure 7-314
not identical. The brake steel plates have
a forked set of tangs on them that fit over
the rear housing dowel pins.
7-186
29. Alternate installing friction and steel plates

until a total of 3 friction and 2 steel plates
have been installed on the hub.
NOTE: A friction plate will be at the top

(against backing plate) and bottom
(against piston face) of the pack.
30. Install backing plate, 1, on top of the last

friction plate. 1
31. Center the steel clutch plates on the stack

and align the tangs.
Figure 7-315
32. Install the belleville washer, 1, over the

backing plate with the OD resting against the
backing plate and the ID raised (the washer
should be installed on the pack to form a
“frown”). 1
Figure 7-316
7-187
33. Install the plain spacer, 1, on top of the

belleville washer.
1
Figure 7-317
34. Place the brake assembly in a press. Place

the external retaining ring, 1, over the end of 2
the brake hub so that it is started around the 1
hub its full diameter.
Install tool BLR20285, 2, (beveled circular

hole) over the top of the retaining ring so that
it is centered on the ring.
Carefully press the retaining ring and

belleville washer on the brake enough to
install the retaining ring into its groove. The
ring will snap into the groove its full diameter
when properly installed.
IMPORTANT: Minimal pressure is required Figure 7-318

to install the retaining ring. The belleville
washer will compress approximately 3 mm
(1/8″) before the ring snaps into its groove on
the hub. Do not over compress the spring or
damage to the brake components will result.
35. Release the brake assembly from

compression and remove from the press.
7-188
36. Install brake assembly, 1, on the output shaft,

2. Position the slot, 3, in the brake hub over
the 6 mm (1/4″) dowel pin, 4. 2
NOTE: The brake assembly will not be

secured to the output shaft until the
output bearing is installed. If the output
shaft assembly is moved, make sure that
the brake stays in place over the dowel
pin. 3
4
1
Figure 7-319
37. Install the external snap ring, 1, on the input

shaft, 2. 1
Figure 7-320
38. Slide the clutch drum, 1, on the input shaft, 2, 1

until it seats on the external snap ring.
Lubricate the small stub shaft with petroleum

jelly.
Figure 7-321
7-189
39. Lubricate the needle bearing in the end of the

output shaft with petroleum jelly
Align the drive tangs on the clutch pack 1 2

assembly, 1, and slide the clutch drum, 2,
over the clutch pack. Make sure that all of the
steel plates of the pack engage into the drive
slots of the drum.
The stub shaft on the end of the input shaft

should enter the needle bearing of the output
shaft. Rotate the drum to be sure all
components are properly seated.
Figure 7-322
40. Remove the external retaining ring, 1, from

the OD of the output shaft bearing, 2. This will
allow the bearing to be installed onto the 2
output shaft and assembled to the housing.
The ring will be reinstalled later during
reassembly.
41. Place the output bearing into a bearing oven

(or similar bearing heating device) and heat
to 120° C (250° F) for approximately 30
minutes. This will expand the bearing so that
it can be installed onto the output shaft.
1
Figure 7-323

output shaft is the preferred installation
method. The bearing is a press fit on the
shaft, and driving an unheated bearing onto
42. Install the heated bearing, 1, onto the output

shaft directly over the top of the brake
assembly, 2.
1
2
CAUTION: WEAR GLOVES WHEN
HANDLING THE HEATED BEARING.
Figure 7-324
7-190
43. Install the retaining ring, 1, into the output

shaft groove located just above the output
bearing, 2.
44. Place the rear input bearing into a bearing 1

heat to 120° C (250° F) for approximately 30
minutes. This will expand the bearing so that 2
it can be installed onto the input shaft.


input shaft is the preferred installation Figure 7-325
45. Carefully turn the clutch end for end (so as

not to disengage the clutch drum from the
clutch plates) to orientate it with the input
shaft facing up.
46. Pull upward on the input shaft while pressing

down on the drum to make sure the drum is
against the input shaft snap ring. Install the
heated bearing, 1, onto the input shaft 1
directly over the top of the clutch drum, 2.

47. Allow the input bearing to cool down and

tighten around the shaft before continuing
with the clutch reassembly.
Figure 7-326
clutch plates) to orientate it with the output
shaft facing up.
7-191
49. Line up all the steel plate slotted tangs, 1, on

the brake assembly.
Figure 7-327
50. Lift the rear housing, 1, over the end of the

output shaft and carefully lower it into place
so that the four dowel pins engage the tangs
on the steel brake plates. 1
Figure 7-328
51. Make sure that the dowel pins fit into the
slotted steel plate tangs of the brake. Look
through the housing drain port, 1, and check 2
the engagement. When one pin is properly
engaged (the pin that can be seen from the
port), all four pins are engaged. The pin must
protrude through both steel plates.
The housing should fit over the output

bearing, 2, so that the external retaining ring
groove can be seen protruding above the
rear housing. 1
Figure 7-329
7-192
52. Install the external retaining ring, 1, onto the

output bearing OD groove.

clutch plates) to orientate it with the input
shaft facing up.
Figure 7-330
54. Use an M10 x 1.5 tap to clean the six

threaded holes, 1, in the rear housing.
1
Clean the rear housing flange with a good
thin coat of gasket sealant to the rear housing
flange area. Make sure the sealant covers
the entire flange area. Install a new gasket, 2,
over the top of the sealant.
Figure 7-331
55. Clean the front housing flange with a good

thin coat of gasket sealant to the front
housing flange area, 1. Make sure the
sealant covers the entire flange area.
Figure 7-332
7-193
56. Lift the front housing, 1, over the clutch input

shaft, 2, and lower it onto the clutch until it
seats on the rear housing. The rear input
shaft bearing, 3, must seat in the front 1
housing bore. Be sure that a tight joint is
formed between the housings and the gasket
at the center of the clutch (gasket sealant
should squeeze out of the joint evenly around
the diameter). 2
4
Use thread sealant on the threads and install
the six flange screws, 4, securing the two 3
housings together. Torque the screws to 56
N⋅m (41 ft. lbs.). Tighten screws in a
Figure 7-333
57. Carefully turn the clutch end for end so that
the output shaft is facing up.
58. Install three seal rings, 1, in the grooves at

the rear of the clutch output shaft. Make sure
that the ring ends are hooked together
properly. 1
Lubricate the rings with a coating of
petroleum jelly.
Figure 7-334
59. Using an appropriate sized driver, install a

new oil seal, 1, into the rear manifold
housing, 2.
1
Figure 7-335
7-194
60. Use an M10 x 1.5 tap to clean the four

threaded holes, 1, in the rear housing.
2
Clean the rear housing manifold flange area
with a good quality non-residue cleaning 1
agent. Apply a thin coat of gasket sealant to
the flange area. Make sure the sealant
covers the entire area. Install a new gasket,
2, over the top of the sealant.
Figure 7-336
61. Clean the manifold flange area with a good

quality non-residue cleaning agent . Apply a 1
thin coat of gasket sealant to the manifold
flange area, 1. Make sure the sealant covers
the entire area.
Figure 7-337
62. Lift the manifold housing, 1, over the clutch
output shaft, 2, and lower it onto the clutch
until it seats on the rear housing. Be sure that
a tight joint is formed between the housings
and the gasket at the rear of the clutch 1
(gasket sealant should squeeze out of the
joint evenly around the diameter).

the four cap screws, 3, securing the two
housings together. Torque the screws to 56
N⋅m (41 ft. lbs.). Tighten screws in a
63. Carefully turn the clutch end for end so that 2 3

the input shaft is facing up.
Figure 7-338
7-195
64. Install spacer, 1, on clutch input shaft, 2, until

it seats against the inner race of the rear input
bearing.
65. Place the front input bearing into a bearing

heat to 120° C (250° F) for approximately 30 1
minutes. This will expand the bearing so that 2
it can be installed onto the input shaft.


input shaft is the preferred installation Figure 7-339
66. Install the heated bearing, 1, onto the input

shaft, directly over the top of the spacer. The
bearing may be snug in the front housing
bore, but lightly tapping it with an appropriate 1
size driver on the OD will seat it on the shaft
against the front housing shoulder.

67. Determine the shim pack necessary for the

input bearing end play [0.050 - 0.100 mm
(0.002″ - 0.004″ end play)] as follows: Figure 7-340
a. Measure and record the length of the

nose, 1, of the input seal retainer, 2, using
a depth micrometer, 3.
3 1
Figure 7-341
7-196
b. Use a depth micrometer, 1, to measure

and record the length of the gap between
the outer race of the front input bearing, 2, 1
and the face of the front housing, 3. 2
Figure 7-342
c. Using the dimensions recorded in steps

67a and 67b, determine the shim pack
thickness required using the following
criteria:
NOTE: Installing more shims
increases bearing end play. Removing
shims decreases bearing end play.
1. If the dimensions recorded in 67a and

67b are equal, the shim pack required
under the front seal retainer is 0.080
mm (0.003″). This will give the input
bearing 0.080 mm (0.003″) end play.
Use 0.080 mm (0.003″) thickness of
Figure 7-343
shims to obtain the proper clearance.
Example:
Length of seal retainer nose (67a) =

7 mm (0.257″)
Length of gap between input bearing

and housing face (67b) = 7 mm
(0.257″)
Seal retainer nose is the same length

as the gap. To get the required input
bearing end play 0.050 - 0.100 mm
(0.002″ - 0.004″), add a shim pack of
0.080 mm (0.003″) under the seal
retainer.
Shim pack thickness to be installed is

0.080 mm (0.003″).
7-197
2. If the dimension recorded in 67a

(length of seal retainer nose) is longer
than the dimension recorded in 67b
(length of gap), the shim pack installed
should be the same thickness as the
difference of the two dimensions plus
an additional 0.080 mm (0.003″)
thickness of shims.
Example:
Length of seal retainer nose (67a) = 6.5

mm (0.257″)
Length of gap between input bearing

and housing face (67b) = 6.2 mm
(0.245″)
The seal retainer nose is 0.3 mm

(0.012″) longer than the gap. To get the
required input bearing end play [0.050
- 0.100 mm (0.002″ - 0.004″)], add a
shim pack of 0.4 mm (0.015″) under
the seal retainer.
Shim pack thickness to be installed is

0.4 mm (0.015″).
3. If the dimension recorded in 67a

(length of seal retainer nose) is shorter
than the dimension recorded in 67b
(length of the gap), an error has been
made in measuring. The front input
bearing fits against a shoulder in the
front housing and cannot be installed
incorrectly. The gap between the front
bearing outer race and the face of the
housing will always be equal to or less
than the length of the seal retainer
nose. Recheck the measurement as
detailed in steps 67a and 67b.
68. Using an appropriate driver, install a new oil
1
seal, 1, into the seal retainer, 2.
Figure 7-344
7-198
69. Use an M8 x 1.25 tap to clean the threaded

holes, 1, in the front housing.
Clean the front housing flange area with a

good quality non-residue cleaning agent. 1
Apply a thin coat of gasket sealant to the front
housing flange area, 2. Make sure the 2
sealant covers the entire flange area.
Figure 7-345
70. Clean the seal retainer with a good quality

non-residue cleaning agent. Apply a thin coat
of gasket sealant to the seal retainer flange 2
area, 1. Make sure the sealant covers the 1
entire flange area.
Also apply a thin coat of gasket sealant to

both sides of any shims, 2, required under
the seal retainer.
Figure 7-346
71. Install the shim pack and retainer, 1, over the
input shaft and onto the front housing, 2.

the four flange screws, 3, that secure the 3
retainer to the housing. Torque the screws to
28 N⋅m (22 ft. lbs.). Tighten screws in a 1
Figure 7-347
7-199
72. Lubricate the input seal with petroleum jelly.

Install input yoke, 1, onto the input shaft. Be
sure the yoke is fully seated against the front 1
input bearing.
73. Determine the input yoke shim pack required

for proper yoke end play [0.050 - 0.100 mm
(0.002″ - 0.004″) end play] using the
following procedure:
IMPORTANT: Accurately measuring and

installing the input yoke spacer shim pack is
critical to proper clutch operation. If there is
no gap between the yoke and the spacer, the
yoke will press on the front input bearing,
spacer, rear input bearing, clutch drum and Figure 7-348
input shaft snap ring. The force on the snap
ring will break the input shaft at the snap ring
groove during operation of the clutch.
a. Place a piece of bar stock, 1, across the

2
input yoke. This will act as a reference
point for all measurements taken. 1
Use a depth micrometer, 2, to accurately
measure the depth from the top of the bar
stock to the end of the clutch input shaft,
3. Record this measurement.
Figure 7-349
b. Do not move the piece of bar stock, 1,

1
from the input yoke. Use the depth
micrometer to measure the depth from the
top of the bar stock to the shoulder of the
input yoke, 2, where the spacer washer
rests. Record this measurement.
2
Figure 7-350
7-200
c. Using the measurements from steps 73a

and 73b, make up a shim pack, 1, that is 1
equal to the difference of the two
measurements plus an additional 0.080
mm (0.003″) to allow for end play on the
yoke.
Example:
Depth of input shaft from reference point

(73a) = 40.1 mm (1.580″)
Depth of input yoke shoulder to the

reference point (73b) = 38.9 mm (1.530″)
The gap between the end of the input

Figure 7-351
shaft and the shoulder of the yoke is 1.2
mm (0.050″). Now add the yoke end play
requirement of 0.080 mm (0.003″). Total
shim pack thickness required is 1.3 mm
(0.053″).
When the shim pack, spacer and cap

screw are installed and tightened on the
shaft, the spacer will tighten against the
shim pack on the end of the input shaft
and not on the yoke shoulder. There will
be 0.080 mm (0.003″) gap between the
yoke shoulder and the bottom side of the
spacer allowing for the 0.080 mm
(0.003″) end play of the yoke on the input
shaft.
74. Install a new O ring, 1, in the groove made by

the end yoke and input shaft diameters.
Lubricate the O ring with petroleum jelly.
Figure 7-352
7-201
75. Place the spacer, 1, and shim pack, 2, (as

determined in step #73) on the input yoke 3
cap screw, 3.
1 2
Figure 7-353
76. Be sure that the cap screw threads and

threads in the input shaft are clean and dry. A
5/8-18 tap can be used on the input shaft 1
threads if necessary to clean them up.
Install the cap screw, spacer and shims, 1, on

the input shaft. Torque the cap screw to 224
N⋅m (165 ft. lbs.). Use a chain wrench, 2, to
hold the yoke while tightening the cap screw.
Figure 7-354
77. Lubricate the output seal with petroleum jelly. 1

Install output yoke, 1, onto the output shaft.
Be sure the yoke is fully seated against the
shoulder on the output shaft.
Figure 7-355
7-202
78. Install a new O ring, 1, in the groove made by

the output yoke and output shaft diameters.
Lubricate the O ring with petroleum jelly.
Figure 7-356
79. Be sure that the cap screw threads and

threads in the output shaft are clean and dry.
A 5/8-18 tap can be used on the shaft threads
if necessary to clean them up.
Install the cap screw and spacer, 1, on the

output shaft. Torque the cap screw to 224
N⋅m (165 ft. lbs.). Use a chain wrench, 2, to
hold the yoke while tightening the cap screw.
NOTE: No shims are used under the

spacer. The output yoke rests on a 1 2
shoulder on the output shaft when the
cap screw and spacer are tightened. No
shimming of the output yoke is required. Figure 7-357
80. Install a new O ring into the groove on the 1

rear face of the PTO solenoid valve manifold.
Position the valve, 1, on the clutch housing

and secure with four cap screws, 2. Torque
the cap screws to 46 N⋅m (34 ft. lbs.). 2
Figure 7-358
7-203
81. Reinstall the clutch apply tube, 1, and clutch

lube tube, 2, onto the PTO valve manifold, 3, 1
and clutch rear manifold fittings.
Figure 7-359
82. Install the accumulator and bracket, 1, onto

the rear of the clutch assembly using the two 4
cap screws, 2, removed at disassembly.
Reconnect the accumulator line, 3, to the

clutch apply port tee fitting, 4. Tighten the
fitting securely.
2
NOTE: The two bolts used for the
accumulator bracket were installed in
step #62 to install and seal the output 1
manifold. Remove and reinstall the bolts 3
to attach the accumulator to the clutch.
Reseal the cap screw threads as detailed Figure 7-360
in step #62.
Installation
1. Check the mounting holes, 1, in the

articulation swing frame, 2. Make sure the
threads are clean and dry. The holes are
tapped with M12 - 1.75 threads.
Figure 7-361
7-204
2. To aid clutch installation, lay a 3/4″ thick

wood board across the steering cylinders
and hoses on the rear frame. This will provide
a flat surface to rest the clutch assembly on
3. Install a lifting sling around the clutch
assembly. Use a forklift or overhead crane to
lift the clutch onto the wood board in the
center of the tractor.
CAUTION: THE PTO CLUTCH ASSEMBLY

WEIGHS APPROXIMATELY 102 KG (225 Figure 7-362
LBS). DO NOT ATTEMPT TO LIFT THE
CLUTCH BY HAND, OR SUPPORT IT BY
HAND DURING REMOVAL OR
INSTALLATION.
4. Reposition the lifting sling around the clutch.

Route the sling upward between the rear
frame drag links and behind the articulation
swing frame.
Carefully raise the clutch assembly into
position under the swing frame of the tractor.
Figure 7-363
5. Attach the clutch assembly to the bottom of

the articulation frame with four flange
screws, 1. Use thread locker on the flange
screw threads. Torque the four flange screws
to 97 N⋅m (72 ft. lbs.).
1
NOTE: Before tightening the four flange
bolts, temporarily install the rear clutch
bolt (horizontal mounting bolt) so as to
line up the mounting holes in the clutch
housing and the articulation swing frame
properly.
Figure 7-364
7-205
6. Use a feeler gauge, 1, to measure the gap at

the rear mounting bolt hole between the
clutch housing and the swing frame.
Make up a shim pack to match the feeler
gauge measurement. This shim pack will 1
make up the gap at the rear of the clutch and
provide a flat surface for the housing to rest
against when the rear mounting bolt is
installed.
Figure 7-365
7. Install the shim pack, (as determined in step

#6) flange screw, washer, and locknut, 1.
Torque the locknut to 97 N⋅m (72 ft. lbs.).
Figure 7-366
8. Install the PTO articulation driveshaft shield

rear support bracket, 1, to the clutch housing
using the two cap screws, 2. Tighten the cap
screws to 27 N⋅m (20 ft. lbs.).
Figure 7-367
7-206
9. Install the two wires, 1, onto the PTO

clutch. The wires are labeled “RF 57” and 1
“RF 156”.
Install the yellow “RF 57” wire to the front
terminal and the black “RF 156” wire to the
rear terminal. 3
Using the identification tags installed in step 2
#5 of clutch removal, reinstall the drop box
lube supply line, 2, pressure lube line, 3, and
pressure line, 4, onto their respective
connector fittings on the PTO valve manifold. 4
On the underside of the clutch, install the Figure 7-368
drain line onto the elbow. Tighten the fitting
securely.
10. Install the PTO articulation driveshaft as

11. Reconnect the PTO rear driveshaft to the

output yoke of the clutch as detailed in this
section.
12. Reinstall the articulation driveshaft shield as

13. Reconnect the tractor batteries as detailed in


seat.


connections.

NOTE: As soon as the PTO is turned on,

lubrication oil will flow to the drop box on
16. The tractor is now ready to return to service.
7-207
PTO DROP BOX

Removal

park brake and remove the keys from the 1
ignition. 2
2. At the top of the box, remove the lubrication

supply line, 1, from the elbow, 2. Cap the line.
Figure 7-369
3. Remove the two bolts, 1, that secure the

hydraulic hose coupler bracket, 2, to the rear
2
Fold the bracket and hoses forward toward
the cab and secure to the implement valve 1
with a tie strap. 1
Moving the coupler bracket out of the way will

provide access to the top of the drop box for a
lifting device.

Figure 7-370
4. Remove the drop box drain line, 1, from the

elbow, 2, at the bottom of the box. Cap the
line. Allow any residual oil in the box to drain
out.
NOTE: It is not necessary to drain the
transmission when removing the drop
box. The oil in the box and drain line is all
that will be lost during box removal.
2 1
Figure 7-371
7-208
5. Remove the four cap screws, 1, and PTO

drop box output shaft shield, 2.
1
2
Figure 7-372
6. At the top of the drop box, remove the two

cap screws, 1, that hold the drop box input
driveline shield, 2, in place.
These two cap screws are also used to retain
the top cover of the drop box. 2
Remove the shield from the tractor and

reinstall the cap screws into the drop box 1
finger tight.
NOTE: The input driveline shield is made

up of two pieces bolted together. It is only
necessary to remove the cap screws that
attach the shield to the drop box.
Figure 7-373

1, and two bearing straps, 2, securing the 3
rear driveshaft, 3, to the drop box input yoke, 1
4. 2
allow the rear PTO driveshaft to hang in the
rear frame of the tractor. 4
Figure 7-374
7-209
8. Install a lifting chain, 1, into the corners of the

top of the drop box by removing the existing
hardware and installing longer cap screws to
accommodate the lifting chain as shown.
Support the drop box with an overhead hoist 1
or similar lifting device. Apply a slight upward
pull on the chain with the hoist.
CAUTION: SUPPORT THE DROP BOX

WITH A LIFTING DEVICE WITH AT LEAST
227 KG (500 LBS) OF CAPACITY. THE
DROP BOX WEIGHS APPROXIMATELY Figure 7-375
136 KG (300 LBS).
9. With the drop box, 1, supported, remove the

three mounting stud locknuts and washers
that attach the drop box to the rear frame of
the tractor. The nuts are torqued to
approximately 515 N⋅m (380 ft. lbs.).
1
WARNING: ACCESS FOR THE

MOUNTING HARDWARE IS FROM THE
FRONT END OF THE REAR TRACTOR
FRAME. DO NOT LAY DIRECTLY UNDER
THE DROP BOX WHILE IT IS SUPPORTED
BY A LIFTING DEVICE. SEVERE INJURY Figure 7-376
OR DEATH CAN OCCUR IF THE DROP
BOX WERE TO FALL. ACCESS TO THE
PTO DROP BOX MOUNT STUDS CAN BE
SAFELY MADE FROM THE FORWARD
SIDE OF THE TRACTOR’S REAR FRAME
BETWEEN THE TRACTOR’S REAR
WHEELS.
10. Lift the drop box from the tractor rear frame
and remove the three spacers, 1, from the
drop box mount studs.
Figure 7-377
7-210
Disassembly
1. Lay the drop box on its output side to gain 1

access to the bottom cover plate.
Remove the eight cap screws, 1, that secure
the bottom cover plate, 2, to the drop box
housing. 2
Figure 7-378
2. Stand the box up on end and support it from

the top.
1
Remove the eight perimeter bolts, 1, that
retain the top cover to the drop box. Pull the
cover off of the box.
NOTE: Do not remove the two center 2

bolts, 2, as they retain the inner baffle to
the cover plate.
Figure 7-379
3. If necessary, remove the two locknuts, 1, and

cap screws securing the lubrication deflector
shield, 2, to the top cover. Remove the shield
from the cover.
1
2
Figure 7-380
7-211
4. If necessary, remove the elbow, 1, and

breather assembly, 2, from the top of the
cover.
2
1
Figure 7-381
5. The breather assembly is made up of two

pieces. The check valve, 1, is screwed into
the cover and the breather, 2, screws into the
check valve.
2
1
The check valve keeps lube oil from flowing
out the breather during cold weather start-up
and also allows air movement in and out of
the breather after the transmission oil warms
up.
Figure 7-382
6. Remove cotter pin, 1, slotted hex nut, 2, and

washer, 3, from the input shaft.
NOTE: Use an impact wrench to remove 1
the slotted nut from the input shaft.
2 3
Figure 7-383
7-212
7. Remove the input yoke, 1, from the input

shaft.
Figure 7-384
8. Remove the four cap screws and washers, 1,

that retain the front input bearing cap, 2, and
gasket on the input shaft. Remove the cap
and gasket from the drop box.
1
Figure 7-385
9. Using an appropriate driver, remove and

discard the input shaft seal, 1, from bearing
2
cap. Discard the gasket, 2.
1
Figure 7-386
7-213

that retain the input shaft rear cap, 2, and
shims.
Figure 7-387
11. Discard the shims, 1, that were under the

rear cap, 2. 2 1
Figure 7-388
12. Use a brass drift to drive the input shaft

rearward far enough to force the rear bearing
cup, 1, from the housing.
1
Remove the rear bearing cup from the
housing.
Figure 7-389
7-214
13. Use a brass drift to drive the input shaft

forward far enough to force the front bearing
Remove the front bearing cup from the

housing.
Figure 7-390
14. Use the rear bearing cap holes to install a

pushing bridge, 1, across the rear bearing
cap bore. Press the input shaft forward so
that the rear bearing can be removed from
the shaft.
Figure 7-391
15. With the rear bearing removed, pull the input

shaft, 1, out of the input gear and remove it
from the drop box.
1
Lift the input drive gear from the drop box.
Figure 7-392
7-215
16. Use a press to remove the front bearing

cone, 1, from the input shaft, 2.
2
Figure 7-393

countershaft front cap, 2, and gasket from
the housing.
Figure 7-394
18. Discard the gasket, 1, removed from under

the front cap, 2.
2 1
Figure 7-395
7-216

that retain the countershaft rear cap, 2, and
steel shims.
Figure 7-396
20. Discard the steel shims, 1, that were under

the rear cap, 2.
2 1
Figure 7-397
21. Use a brass drift to drive the countershaft


housing. 1
Figure 7-398
7-217
22. Use a brass drift to drive the countershaft


housing.
Figure 7-399
23. Use the rear bearing cap screw holes to

install a pushing bridge, 1, across the rear
bearing cap bore. Press the countershaft
forward so that the rear bearing can be
removed from the countershaft.
1
Figure 7-400
The countershaft and gear, 1, will want to 2

twist inside the housing. Place large
wrenches, 2, (to act as spacers) in front of the
countershaft gear between it and housing to
maintain alignment.
1
Figure 7-401
7-218
24. With the rear bearing removed, pull the

countershaft, 1, out of the countershaft gear
and remove it from the drop box.
Lift the countershaft gear from the drop box.
Figure 7-402
25. Use a press to remove the front bearing

cone, 1, from the countershaft, 2. 1
Figure 7-403

that retain the front output bearing cap, 2,
and gasket on the output shaft. Remove the
cap and gasket from the drop box.
Figure 7-404
7-219
27. Discard the gasket, 1, that was under the

front cap, 2.
2 1
Figure 7-405

that retain the output shaft rear cap, 2, and
shims. Remove the cap and shims from the
housing.
1
Figure 7-406
29. Using an appropriate driver, remove and

discard the output shaft seal, 1, from bearing 1 2
cap. Discard the shims, 2.
Figure 7-407
7-220
30. Use a brass drift to drive the output shaft


1
housing.
Figure 7-408
31. Use a brass drift to drive the output shaft


housing. 1
Figure 7-409
32. Use the front bearing cap screw holes to

install a pushing bridge, 1, across the front
bearing cap bore. Press the output shaft
rearward so that the front bearing can be
removed from the output shaft.
Figure 7-410
7-221
33. With the front bearing removed, pull the

output shaft, 1, out of the output gear and
remove it from the drop box.
1
Lift the housing upward and remove the
output gear from the box.
Figure 7-411
34. Use a press to remove the rear bearing cone,

1, from the output shaft, 2.
2
1
Figure 7-412
7-222
Inspection
1. Wash all parts in a suitable cleaning solvent 4

and dry with compressed air prior to
inspection.
2. Check the front side of the drop box housing 1
for cracks or damage to the bearing bores in
the box. The original front bore diameters for
the bearings are as follows:
1. Front bore for input shaft bearing - 104.8
mm (4.125″)
3 2
2. Front bore for countershaft bearing -
104.8 mm (4.125″)
Figure 7-413
3. Front bore for output shaft bearing - 82.9
mm (3.266″)
If the mounting studs, 4, require
replacement, they can be unscrewed from
the housing and new studs installed. The
studs are torqued to 881 N⋅m (650 ft. lbs.) into
the drop box housing. Use thread-locking
compound on the stud threads. Be sure the
drop box threaded holes are clean and dry
(holes are threaded to 1″-8″) before installing
the new studs.
3. Check the rear side of the drop box housing

for cracks or damage to the bearing bores in
the box. The original rear bore diameters for
the bearings are as follows: 3 2 1
1. Rear bore for input shaft bearing - 104.8
mm (4.125″)
2. Rear bore for countershaft bearing - 104.8
mm (4.125″)
3. Rear bore for output shaft bearing - 82.9
mm (3.266″ )
Figure 7-414
7-223
4. Check the small lube channel holes, 1, in the

top of the box to be sure that they are not
plugged. Oil that is splashed from the drop
box gears is directed to these holes from the
baffle plate attached to the top cover. Oil
must flow from the holes to the input bearing
bores on the front and rear of the housing.
1 1
Figure 7-415
5. There are four expansion plugs, 1, driven into

the housing that plug and seal cross drilling
holes. These plugs are replaceable if they
show signs of oil seepage.
To replace an expansion plug, drill a small
pilot hole in the center of the plug and use a 1
slide hammer to pull the plug from the bore in
the housing. Clean the bore with a
non-residue solvent. Apply a thin coat of
sealant to the OD of the expansion plug and
drive the new plug into the bore to form a tight
seal.
Figure 7-416
6. Inspect the input shaft, 1, and input gear, 2,
for damage or wear.
The external teeth of the gear can show a 2
normal wear pattern, but should not be 1
chipped or galled.
The internal spline of the gear and external

spline of the shaft should be a tight fit when
the shaft is inserted into the gear. Maximum
movement of the shaft splines against the
gear splines is 0.3 mm (0.010″).
Check the journals of the input shaft where

the tapered rolling bearings ride. The original
diameter of both journals is 44.475 mm -
44.488 mm (1.7510″ - 1.7515″). Figure 7-417
Check the portion of the input shaft where the

input seal rides. There should be no groove
or damage to the shaft. Original shaft
diameter in the seal area is 44.475 mm -
44.488 mm (1.7510″ - 1.7515″).
7-224
7. Inspect the countershaft, 1, and countershaft

gear, 2, for damage or wear. 2
The external teeth of the gear can show a
normal wear pattern, but should not be 1
chipped or galled.

Check the journals of the countershaft where

diameter of both journals is 44.475 mm - Figure 7-418
44.488 mm (1.7510″ - 1.7515″) .
8. Inspect the output shaft, 1, and output gear,

2, for damage or wear. 2
The external teeth of the gear can show a 1
normal wear pattern, but should not be
chipped or galled.

Check the journals of the output shaft where

diameter of both journals is 44.501 mm - Figure 7-419
44.514 mm (1.7520″ - 1.7525″).
Check the portion of the output shaft where

the output seal rides. There should be no
groove or damage to the shaft. Original shaft
diameter in the seal area is 44.399 mm -
44.450 mm (1.748″ - 1.750″).
9. Inspect all bearing cups and cones for wear.

No galling or pitting of the rollers should be
evident. It is a recommended practice to
replace all bearings with new when overhaul
of the drop box is completed.
7-225
Reassembly
1. Place the front output bearing into a bearing 1

heat to 120° C (250° F) for approximately 30 2
minutes. This will expand the bearing so that
it can be installed onto the output shaft.

output shaft is the preferred installation
shaft, and driving an unheated bearing onto Figure 7-420
Install the bearing, 1, on the output shaft, 2.

Make sure it is fully seated on the shaft
the shaft before moving the assembly.
NOTE: Even with the bearing heated in

the bearing oven, it may require some
moderate force with a driver and hammer
to seat the bearing on the shaft.
2. Install the output gear into the drop box

housing by lifting the housing over the gear.
The gear is symmetrical and can be installed
into the box in either direction.
3. Install the output shaft and front bearing, 1,

into the output gear and housing by inserting
the shaft from the front side of the gear.
1
Figure 7-421
7-226
4. Using an appropriate driver, install the front

output bearing race, 1, into the housing bore.
Drive the race in so that it is flush with the
housing surface.
Figure 7-422
5. Use a 7/16″-14 UNC tap to clean the four

threaded holes, 1, in the housing.
Clean the front housing flange with a good
quality non-residue cleaning agent. Apply a 2
thin coat of gasket sealant to the flange area,
2. Make sure the sealant covers the entire 1
flange area.
Install a single 0.25 mm (0.010″) shim over

the top of the sealant.
Figure 7-423
6. Clean the front output cap flange, 1, with a

Apply a thin coat of gasket sealant to the 1
the entire flange area.
Figure 7-424
7-227
7. Install the front output cap, 1, onto the

housing over the top of the front output
bearing race. Install the four cap screws and
washers, 2, into the housing to retain the cap.
Use thread-locking compound on the cap 2
screw threads during installation.
1
Tighten the cap screws evenly so as to push
the bearing race into the housing. Torque the
cap screws to 73 N⋅m (54 ft. lbs.). The cap
should form a tight joint with the housing
(sealant should squeeze out of the joint
evenly around the entire diameter).
8. Use wood blocking to support the output

shaft on the rear side of the housing to keep Figure 7-425
the front bearing from falling out of the front
race.
9. Place the front countershaft bearing into a
approximately 30 minutes. This will expand
the bearing so that it can be installed onto the 1
countershaft.
from uneven heating. 2

countershaft is the preferred installation
Install the bearing, 1, on the countershaft, 2. Figure 7-426

NOTE: The countershaft is symmetrical.

It can be installed into the box in either
direction.
One bearing journal of the countershaft has a

perpendicular drilling in it that is used during
manufacture of the shaft. It has no relevance
for assembly of the drop box.
10. Install the countershaft gear into the drop box

through the top of the housing. Allow it to rest
on the output gear.

7-228
11. Install the countershaft and front bearing, 1,

into the countershaft gear and housing by
inserting the shaft from the front side of the
gear.
Figure 7-427
12. Using an appropriate driver, install the

countershaft front bearing race, 1, into the
housing bore. Drive the race in so that it is
flush with the housing surface.
Figure 7-428

Clean the front housing flange with a good

quality non-residue cleaning agent. Apply a 3
thin coat of gasket sealant to the flange area, 1
2. Make sure the sealant covers the entire
flange area.

NOTE: Be certain that the lubrication 2

supply port, 3, on the housing is not
blocked by the shim when it is installed.
Figure 7-429
7-229
14. Clean the front countershaft cap flange, 1,

with a good quality non-residue cleaning
agent. Apply a thin coat of gasket sealant to 2 1
the flange area, 2. Make sure the sealant
covers the entire flange area.
Figure 7-430
15. Install the front countershaft cap, 1, onto the

housing over the top of the front output
bearing race. Install the four cap screws and
Use thread-locking compound on the cap
screw threads during installation.
2 1
NOTE: Be certain that one of the cutout
channels in the cap is over the top of the
lube port in the drop box housing when
the cap is installed.

cap screws to 73 N⋅m (54 ft. lbs.). The cap
should form a tight joint with the housing
(sealant should squeeze out of the joint Figure 7-431
evenly around the entire diameter).
7-230
16. Place the front input shaft bearing into a

approximately 30 minutes. This will expand 2
the bearing so that it can be installed onto the 1
input shaft.


input shaft is the preferred installation
the shaft could damage it. Figure 7-432
Install the bearing, 1, on the input shaft, 2.

17. Install the input gear into the drop box

through the top of the housing. Allow it to rest
on the countershaft gear.

18. Install the input shaft and front bearing, 1, 1

into the input gear and housing by inserting
the shaft from the front side of the gear.
Figure 7-433
7-231
19. Using an appropriate driver, install the input

shaft front bearing race, 1, into the housing
bore. Drive the race in so that it is flush with
the housing surface.
Figure 7-434

1
Clean the front housing flange with a good 2
flange area.

NOTE: Be certain that the lubrication 3

blocked by the shim when it is installed.
Figure 7-435
7-232
21. The input shaft front bearing cap houses the

input shaft seal. At this point of assembly of
the drop box, it is not necessary to install the 1
seal into the bearing cap. The cap and input
yoke have to be centered on each other
when installed. 2
For shimming purposes, install the front
bearing cap onto the housing without a seal
installed into it and without any gasket
sealant on the mounting flange of the cap
(surface that mates with the shim). The cap
will be removed again later in assembly to
install the seal, gasket sealant and input
yoke.
Figure 7-436
Install the front input shaft cap, 1, onto the
housing over the top of the front input bearing
race. Install the four cap screws and
Do not use thread-locking compound on the
cap screw threads at this time.

cap screws to 73 N⋅m (54 ft. lbs.).
22. Lay the drop box down on the front side so

that the three shafts face upward.
Figure 7-437
7-233
23. Place the rear bearings for all three shafts

into a bearing oven (or similar bearing
heating device) and heat to 120° C (250° F) 1
for approximately 30 minutes. This will
expand the bearings so that they can be
installed onto the shafts.


the shafts is the preferred installation
shafts, and driving an unheated bearing onto
a shaft could damage it. Figure 7-438
Install all three bearings, 1, onto the three

shafts. Make sure each is fully seated on the
shaft shoulder. Allow the bearings to cool and
grip the shafts before moving the
assemblies.
24. Using appropriately sized drivers, install the

rear bearing races, 1, into the housing bores.
1
Drive the races in so that they are flush with
the housing surface.
Figure 7-439
7-234

(0.020″) output shaft shims and install under 3
the output shaft rear cap, 1. Torque the cap
bolts, 2, to 73 N⋅m (54 ft. lbs.). Do not install
gasket sealer on the shims or housing flange
at this time.
NOTE: The output shaft rear bearing cap

2
houses the output shaft seal. Do not
install the seal until the shimming
procedure is completed for the output
shaft.
Tap the end of the output shaft downward so 1

as to fully seat the front bearing cone in the
outer race. Install a dial indicator, 3, onto the Figure 7-440
end of the output shaft.
Carefully pry the output shaft gear (accessed

from the bottom of the box) upward against
the indicator. Record the amount of end play
as measured by the indicator.
Remove the hardware, rear output cap and


0.005″) end play on the output shaft when
installed under the rear bearing cap.
Example:
Shim pack under cap during initial


(0.015″) end play

thickness should be 0.8 mm (0.030″) [allows
for 0.13 mm (0.005″) end play of the shaft
and bearings].
7-235

1
flange area.
Install the shim pack (as determined in step 2

#26) onto the housing over the sealant. A
very thin layer of sealant should be applied
on each surface of the shim pack to prevent
oil seepage from between the shims.
Figure 7-441

seal, 1, into the rear output bearing cap, 2.
The seal will bottom in the shoulder of the
cap. 2
Figure 7-442
29. Lubricate the seal lip with petroleum jelly.

Install the rear cap, 1, over the output shaft
and onto the housing. Install the four cap
screws and washers, 2. Use thread-locking
installation.
1
2
30. Tap the end of the countershaft downward so
as to fully seat the front bearing cone in the
outer race.
Figure 7-443
7-236

(0.020″) countershaft shims and install under
the countershaft rear cap, 1. Torque the cap 3
bolts, 2, to 73 N⋅m (54 ft. lbs.). Do not install 1
at this time.
Remove the small plug from the center of the

rear cap. Install a dial indicator, 3, down
through the cap hole so that it touches the 2
end of the countershaft.
Carefully pry the countershaft gear

(accessed from the bottom of the box)
upward against the indicator. Record the
amount of end play as measured by the Figure 7-444
indicator.
Remove the hardware, rear countershaft cap

and shims from the housing.

0.005″) end play on the countershaft and
bearings when installed under the rear
bearing cap.
Example:


(0.015″) end play

and bearings].
7-237

3 1
flange area.
Install the shim pack onto the housing over

the sealant. A very thin layer of sealant
should be applied on each surface of the
shim pack to prevent oil seepage from 2
between the shims.
NOTE: Be certain that the lubrication Figure 7-445

blocked by the shims when installed.
34. Clean the rear countershaft cap flange, 1,

with a good quality non residue cleaning
agent. Apply a thin coat of gasket sealant to
the flange area, 2. Make sure the sealant
covers the entire flange area.
2 1
Figure 7-446
35. Install the rear countershaft cap, 1, onto the
housing over the top of the rear countershaft
bearing and shims. Install the four cap
screws and washers, 2, into the housing to 1
retain the cap. Use thread-locking 2
installation.


Figure 7-447
7-238
36. Using an appropriate lifting device, lift the

drop box to the upright position. 1
(0.020″) input shaft shims and install under 2
the input shaft rear cap, 1. Torque the cap
bolts, 2, to 73 N⋅m (54 ft. lbs.). Do not install
at this time.
Figure 7-448
38. Tap the end of the input shaft rearward so as

to seat the rear bearing in the race.
1 2
Install a dial indicator, 1, onto the front side of
the drop box so that the indicator will read the
front of the input shaft, 2.
Carefully pry the input shaft gear (accessed

from the top of the box) forward against the
indicator. Record the amount of end play as
measured by the indicator.
Remove the hardware, rear input shaft cap

and shims from the housing.

Figure 7-449
that will allow 0.080 - 0.130 mm (0.003″ -
0.005″) end play on the input shaft and
bearings when installed under the rear
bearing cap.
Example:


(0.015″) end play

and bearings].
7-239

threaded holes, 1, in the housing. 1
2
flange area.
3
Install the shim pack (as determined in step
#39) onto the housing over the sealant. A
very thin layer of sealant should be applied
on each surface of the shim pack to prevent
oil seepage from between the shims.
NOTE: Be certain that the lubrication Figure 7-450

blocked by the shims when installed.
41. Clean the rear input shaft cap flange, 1, with

a good quality non-residue cleaning agent
Apply a thin coat of gasket sealant to the
the entire flange area. 2
1
Figure 7-451
42. Install the rear input shaft cap, 1, onto the
housing over the top of the rear input shaft
bearing and shims. Install the four cap
screws and washers, 2, into the housing to 1
retain the cap. Use thread-locking
installation. 2

Figure 7-452
7-240

that secure the front input shaft cap, 2, to the
housing. Remove the cap from the housing.
NOTE: Do not remove the single shim 1

from the housing that was installed in
step #20. 2
Figure 7-453

seal, 1, into the front input bearing cap, 2.
The seal will bottom in the shoulder of the
cap. 2
Clean the front input shaft cap flange with a

Apply a thin coat of gasket sealant to the 1
the entire flange area.
Figure 7-454
45. Apply petroleum jelly to the seal lip. Install the

input shaft yoke, 1, into the input cap, 2.
2
1
Figure 7-455
7-241
46. Install the yoke and cap, 1, onto the input

shaft, 2, as an assembly. Make sure that the
yoke is bottomed out on the shaft splines.
NOTE: The yoke to input shaft fit is very 3 1

tight. The yoke must be lined up exactly
with the input shaft splines before it will
slide onto the shaft.
By installing the cap and yoke onto the input

shaft together, the input shaft seal can be 2
centered on the yoke. The front input cap has
no pilot on it to center the seal, thus the two
must be installed as an assembly.
Install the four cap screws and washers, 3, Figure 7-456

into the housing to retain the cap. Use


47. Install washer, 1, and slotted nut, 2, onto the

input shaft. Hold the input yoke with a chain
wrench to prevent rotation and torque the nut
to 580 N⋅m (400 ft. lbs.) until the cotter pin
hole aligns between the nut slots.
Insert cotter pin, 3, and bend legs to secure. 1 2
Figure 7-457
7-242
48. Clean the top surface of the housing with a

Apply a bead, 1, of gasket sealant to the
surface. Make sure the sealant encircles the
cover bolt holes.
Figure 7-458
49. If removed at disassembly, install the

lubrication deflector shield, 1, to the top cover
of the drop box using the two cap screws and
locknuts, 2. 1
Figure 7-459
7-243
50. Install the drop box top cover, 1, using the

eight cap screws, 2. Torque to 46 N⋅m (34 ft. 4
lbs.). Use thread-locking compound on the 3 1
If removed during disassembly, install the 2

check valve, 3, into the breather port in the
top cover of the drop box. Use pipe thread 5
sealant on the threads of the check valve.
Tighten it securely into the cover.
Install the breather, 4, into the threaded

portion of the check valve. Use pipe thread
sealant on the threads of the breather.
Tighten it securely into the check valve.
Figure 7-460
If removed during disassembly, install the
lube supply elbow, 5, into the top cover of the
drop box. Use pipe thread sealant on the
threads of the elbow.
Position the elbow so that it points slightly to

the right of the center line of the tractor when
tightened into the cover.
51. Clean the bottom surface of the housing with

a good quality non-residue cleaning agent.
Apply a bead, 1, of gasket sealant to the
surface. Make sure the sealant encircles the
cover bolt holes.
Figure 7-461
7-244
52. Install the drop box bottom cover, 1, using the

eight cap screws, 2. Torque to 46 N⋅m (34 ft.
lbs.). Use thread-locking compound on the 2
If removed during disassembly, install the 1

drain line elbow, 3, onto the nipple on the
bottom cover of the drop box. Use pipe
thread sealant on the threads of the elbow.
3
Position the elbow so that it points slightly to
the right of the center line of the tractor when
tightened onto the nipple.
Figure 7-462
Installation
1. Install a lifting chain into the corners of the top

of the drop box by removing the existing
hardware and installing longer cap screws to
accommodate the chain.
Lift the drop box upward with an overhead
hoist or similar lifting device.
1
CAUTION: SUPPORT THE DROP BOX
WITH A LIFTING DEVICE WITH AT LEAST
227 KG (500 LBS) OF CAPACITY. THE
DROP BOX WEIGHS APPROXIMATELY
137 KG (300 LBS).
Figure 7-463
Install the three spacers, 1, over the ends of
the studs that are screwed into the housing.
7-245
2. Install the drop box, 1, onto the rear frame of

the tractor by lining up the box studs with the 2
appropriate frame holes.
Install the washer and locknuts onto the three 1
drop box studs. Using a torque multiplier,
torque the locknuts to 515 N⋅m (380 ft. lbs.).
NOTE: Place a level, 2, on the top of the

drop box to be sure the box remains
square with the frame when the hardware
is torqued.
Figure 7-464
WARNING: ACCESS FOR THE DROP BOX
MOUNTING HARDWARE IS FROM THE
FRONT END OF THE REAR TRACTOR
FRAME. DO NOT LAY DIRECTLY UNDER
THE DROP BOX WHILE IT IS SUPPORTED
BY A LIFTING DEVICE. SEVERE INJURY
OR DEATH CAN OCCUR IF THE DROP
BOX WERE TO FALL. ACCESS TO THE
PTO DROP BOX MOUNT STUDS CAN BE
SAFELY MADE FROM THE FORWARD
SIDE OF THE TRACTOR’S REAR FRAME
BETWEEN THE TRACTOR’S REAR
WHEELS.
3. Remove the lifting chain and hardware

(installed in step # 1) from the top of the drop
box. Reinstall the two cap screws in the top
cover of the drop box that were removed to
install the lifting chain.
4. Lift the rear PTO driveshaft upward so that it
protrudes through the hole in the rear frame. 4
Attach the rear universal joint, 1, on the
driveshaft to the input yoke, 2, on the PTO 1 3
drop box.
Secure in place with two bearing straps, 3,
and four special cap screws, 4. Torque
bearing strap screws to 74 N⋅m (55 ft. lbs.). 2

when the PTO driveline is reassembled.
used to retain the bolt in the yoke. Use a
tap to clean the yoke threads before
reassembly. Figure 7-465
7-246
5. Remove the two cap screws, 1, from the drop

box top cover and install the rear driveshaft
shield, 2, under the cap screws. Position the
shield into the rear frame cutout and reinstall
the two cap screws. Torque to 46 N⋅m (34 ft.
lbs.). 2
Figure 7-466
6. Using four cap screws and washers, 1, install

the PTO output shaft shield, 2, onto the rear
of the drop box . Use thread-locking
installation. Torque the cap screws to 73 N⋅m
(54 ft. lbs.). 1
2
Figure 7-467
7. Install the drop box drain line, 1, to the elbow,

2, on the bottom of the drop box. Tighten the
fitting securely.
2 1
Figure 7-468
7-247
8. Using the hardware, 1, removed in step #3 of

disassembly, install the remote coupler
bracket, 2, onto the rear frame of the tractor.
Torque the coupler bracket mounting 2
hardware to 488 N⋅m (360 ft. lbs.).
1
NOTE: The nuts for the coupler bracket 1
Figure 7-469
9. Install the drop box lube supply hose, 1, to

the elbow, 2, on the top cover of the drop box.
Tighten the hose securely.
10. Start the tractor and run it at an idle. Turn the 1
PTO on and check for leaks. 2
NOTE: As soon as the PTO is turned on,
lubrication oil will flow to the drop box on
Figure 7-470
7-248

COMPONENT HOURS
Pressure and Flow Testing
Clutch Apply Pressure 0.5
Lubrication Supply Pressure 0.3
Clutch Lubrication Pressure 0.3
Total Lubrication Supply Flow 0.5
Drop box Lubrication Flow 0.5
Accumulator Pressure 0.2
PTO Switch (0.5 hrs total)

R&R Switch 0.4
Testing and Inspection 0.1
PTO Hydraulic System Hoses (R&R of each hose)
12 x 4 Quad Shift III Transmission Tractors

Clutch apply pressure (rubber hose) 08
Pressure lubrication supply (rubber hose) 0.8
Transfer case lubrication supply (steel tube) 0.5
Transfer case lubrication drain (steel tube) 0.3
Drop box lubrication supply (rubber hose) 0.3
Drop box lubrication drain (rubber hose) 1.5
Clutch apply pressure (steel tube) 0.3
Clutch lubrication supply (steel tube) 0.3
Accumulator jumper hose (steel tube at clutch) 0.3
12 x 2 Powershift Transmission Tractors

Clutch apply pressure (rubber hose) 0.8
Pressure lubrication supply (rubber hose) 2.0
Transfer case lubrication supply (rubber hose) 0.5
Transfer case lubrication drain (rubber hose) 0.5
Drop box lubrication supply (rubber hose) 0.3
Drop box lubrication drain (rubber hose) 1.5
Clutch apply pressure (steel tube) 0.3
Clutch lubrication supply (steel tube) 0.3
Accumulator jumper hose (steel tube at clutch) 0.3
Accumulator jumper hose (rubber hose at frame) 0.5
7-249
COMPONENT HOURS
Accumulators (includes testing)
R&R of Accumulator (clutch/brake mount) 0.5
R&R of Accumulator (frame mount, powershift transmission) 0.5
PTO Transfer Case
12 x 4 Quad Shift III Transmission (9.6 hours total)

R&R of the Transfer Case 6.6
Disassembly, Inspection, Reassembly 3.0
12 x 2 Powershift Transmission (9.6 hours total)

R&R of the Transfer Case 6.6
PTO Drive Shafts/Shields

R&R of Articulation Drive Shaft Shield
(12 x 4 Quad Shift III Transmission) 0.8
(12 x 2 Powershift Transmission) 1.3
R&R of Rear Drive Shaft Shield 0.3
R&R of Output Shaft Shield 0.3
Articulation Drive Shaft (2.1 hrs total)
R&R of Shaft 0.8
Rear Drive Shaft (2.1 hrs total)
R&R of Shaft 0.8
PTO Solenoid Valve/Manifold (2.5 hours total)

R&R of Solenoid Valve/Manifold 1.5
PTO Clutch (15.00 hours total)

R&R of Clutch 3.0
PTO Drop Box (10.00 hours total)

R&R of the Drop Box 3.0
7-250
INDEX
Accumulator pressure . . . . . . . . . . . . . . . . . . . . 7-62 PTO electrical control circuit . . . . . . . . . . . . . . 7-32
Accumulator(s) PTO hydraulic hoses - 12 x 2 powershift
inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-76 transmission . . . . . . . . . . . . . . . . . . . . . . . . . 7-74
installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-77 PTO hydraulic hoses - 12 x 4 Quad Shift III
removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-76 transmission . . . . . . . . . . . . . . . . . . . . . . . . . 7-72
Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-66 PTO hydraulic system . . . . . . . . . . . . . . . . . . . . 7-37
Articulation drive shaft PTO relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
disassembly . . . . . . . . . . . . . . . . . . . . . . . . 7-130 PTO solenoid control valve and manifold
inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 7-132 disassembly . . . . . . . . . . . . . . . . . . . . . . . . 7-148
installation . . . . . . . . . . . . . . . . . . . . . . . . . . 7-136 inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 7-150
Articulation drive shaft shield removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-147
inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 7-124 PTO switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
installation . . . . . . . . . . . . . . . . . . . . . . . . . . 7-124 inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-68
removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-121 installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-69
Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17 removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-67
Clutch apply pressure . . . . . . . . . . . . . . . . . . . . 7-53 Rear drive shaft
Clutch/brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17 disassembly . . . . . . . . . . . . . . . . . . . . . . . . 7-139
Clutch lubrication pressure . . . . . . . . . . . . . . . 7-57 inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 7-141
Component locations . . . . . . . . . . . . . . . . . . . . . . 7-3 installation . . . . . . . . . . . . . . . . . . . . . . . . . . 7-145
Description and operation . . . . . . . . . . . . . . . . . . 7-2 reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 7-142
Drop box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-29 removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-137
Drop box lubrication flow . . . . . . . . . . . . . . . . . 7-60 Rear drive shaft shield
Front and rear drive shafts . . . . . . . . . . . . . . . . 7-14 inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 7-127
Hydraulic circuit - 12 x 2 powershift installation . . . . . . . . . . . . . . . . . . . . . . . . . . 7-127
transmission . . . . . . . . . . . . . . . . . . . . . . . . . 7-40 removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-126
Hydraulic circuit - 12 x 4 Quad Shift III Removal and repair of components . . . . . . . . 7-67
transmission . . . . . . . . . . . . . . . . . . . . . . . . . 7-38 Repair time for individual components . . . . . 7-249
Hydraulic hoses . . . . . . . . . . . . . . . . . . . . . . . . . 7-71 Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-42
Individual component operation . . . . . . . . . . . . . 7-5 Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-43
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2 Total lubrication supply flow . . . . . . . . . . . . . . . 7-58
Lubrication supply pressure . . . . . . . . . . . . . . . 7-55 Transfer case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
Output shaft shield Transfer case - 12 x 2 powershift
inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 7-128 transmission
installation . . . . . . . . . . . . . . . . . . . . . . . . . . 7-129 disassembly . . . . . . . . . . . . . . . . . . . . 7-106
removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-128 inspection . . . . . . . . . . . . . . . . . . . . . . 7-108
Pressure and lubrication flow tests . . . . . . . . . 7-52 installation . . . . . . . . . . . . . . . . . . . . . . . 7-114
PTO clutch reassembly . . . . . . . . . . . . . . . . . . . . . 7-109
disassembly . . . . . . . . . . . . . . . . . . . . . . . . 7-159 removal . . . . . . . . . . . . . . . . . . . . . . . . 7-102
inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 7-170 Transfer case - 12 x 4 Quad Shift III
installation . . . . . . . . . . . . . . . . . . . . . . . . . . 7-204 transmission
reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 7-180 removal . . . . . . . . . . . . . . . . . . . . . . . . . 7-78
removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-156 disassembly . . . . . . . . . . . . . . . . . . . . . 7-83
PTO control valve . . . . . . . . . . . . . . . . . . . . . . . . . 7-6 inspection . . . . . . . . . . . . . . . . . . . . . . . 7-88
PTO drop box reassembly . . . . . . . . . . . . . . . . . . . . . . 7-89
disassembly . . . . . . . . . . . . . . . . . . . . . . . . . 7-211 installation . . . . . . . . . . . . . . . . . . . . . . . 7-95
inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 7-223 Troubleshooting and testing . . . . . . . . . . . . . . . 7-47
installation . . . . . . . . . . . . . . . . . . . . . . . . . . 7-245
reassembly . . . . . . . . . . . . . . . . . . . . . . . . . 7-226
removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-208
7-251
7-252
Ph.: 204.661.8711
Buhler
Versatile
2240
2270
REPAIR MANUAL
2290
2310
2335
2360
2375 Section 8 -
Hydraulic
2425 System
89002008 11/2008
SECTION 8
HYDRAULICS SYSTEM
CONTENTS
SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-67
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-68
TROUBLESHOOTING AND TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-72
ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-101
REMOVAL AND REPAIR OF COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-103
8-1
SECTION 8 - HYDRAULIC SYSTEM

OVERALL HYDRAULIC SYSTEM
ORIENTATION
NOTE: Section 8 discusses the operation of
the implement hydraulics system only. The
steering system is covered in Section 9 -
Steering.
The Buhler Versatile 4WD tractors are
manufactured with a closed center load sensing
hydraulic system. The hydraulic system supplies
oil flow and pressure to operate the external
hydraulic equipment. The system will produce
flow and pressure to match the demand placed on
the system.
The following figure identifies the 13 major

components of the hydraulic system on all Buhler
HYDRAULIC COMPONENTS
S Implement Valve Block, 1
Gray Standard Valve
Tan Standard Valve
Green Standard Valve
Blue Valve with Check Valve
S Implement Pump Pressure Feed Port, 2
S Steering Pump Pressure Feed Port, 3
S Load Sense Port, 4
S Implement Pump, 5
S Pilot Operated Valve, 6
S Steering Pump, 7
S Steering Priority Valve, 8
S Implement Priority Valve, 9
S Steering Cooler, 10
S Implement Cooler, 11
S Hydraulic Filter, 12
S Hydraulic Reservoir, 13
HYDRAFLOW HYDRAULIC FLOW RATES
Engine Implement Flow Rate HydraFlow Total Rate
C8.3 95 l/min (25 GPM) 170 l/min (45 GPM)
M11 95 l/min (25 GPM) 170 l/min (45 GPM)
M11 95 l/min (25 GPM) 170 l/min (45 GPM)
N14 115 l/min (30 GPM) 190 l/min (50 GPM)
N14 115 l/min (30 GPM) 190 l/min (50 GPM)
8-2
Figure 8-1
8-3
GENERAL OPERATION When the implement valve is not in use, the pump
operates in one of two stand-by modes - low
The hydraulic system supplies the oil pressure
pressure and high pressure stand-by (LPSB and
and flow necessary to operate external hydraulic
HPSB). The shaft in the pump always turns when
equipment. The system produces pressure and
the engine is running, but the pump changes its
flow to match the demand.
displacement to produce minimal flow in low and
The implement valve controls the oil flow to the high pressure stand-by.
couplers. Handles in the cab activate each valve
Steering System - The same oil circulates
section in the desired mode. The oil travels to the
between the Buhler Versatile 4WD steering and
couplers and out to the external equipment. The
implement systems. The steering system,
implement hydraulic system’s purpose is to
though, is really separate from the implement
adjust the pressure and flow quickly and
system and could operate in isolation. The two
efficiently to perform the external implement
systems share the same reservoir and the same
tasks. Each valve section operates in Retract,
oil filter.
Extend, and Float Modes, and the flow rate
through each individual valve section is also The steering system supplies additional flow to
adjustable. the implement valve when needed. The need for
additional demand is sensed through the load
This implement hydraulic system produces
sense line, 1, and registers at the pilot operated
maximum fuel economy by using horsepower
(PO) valve, 2. The PO valve transfers the load
efficiently. The system responds quickly and
sense signal to the priority valve stack, 3. The
automatically to changes in hydraulic system
load sense signal moves a spool, 4, in the
demand. The connections between the
implement priority valve, opening a passage for
components and the various valves in the system
steering pressure, 5, to travel to the implement
allow it to constantly monitor system pressure,
valve assembly.
flow and load.
Additional flow from the steering system enters
The variable displacement implement pump
the valve assembly at the implement valve outlet
responds to implement valve demand by
end cap, through a 5 PSI check valve, 6. Inside
changing the supply pressure accordingly. When
the valve assembly, the implement and steering
demand increases, the pump’s displacement
oil combine to supply the necessary oil flow to all
increases, increasing pressure in the system.
implement valve sections. The 5 PSI check valve
When demand decreases, the pump’s
on the steering inlet line keeps implement oil from
displacement decreases, lowering the pressure
exiting the valve assembly through this port.
in the system.
The Buhler Versatile 4WD steering system also
The implement pump, working with the pump
supplies the implement system with charge
compensator, responds to a load sense signal.
pressure during all modes of operation. The
The load sense line carries a pressure signal
implement pump gets its charge pressure oil from
back to the pump compensator, which in turn
the steering system return and any return oil from
controls pump displacement. The load sense
the implement valve return line.
pressure signal is always the highest working
pressure in the implement valve assembly. The The return oil from the two systems combine just
compensator changes the displacement of the before the oil filter. The return oil then passes
pump, depending on load demand. through the filter and feeds the implement pump.
Any excess oil pressure the implement pump
cannot use is directed through the implement
cooler, and returns to the reservoir.
8-4
Figure 8-2
8-5
HYDRAFLOW HYDRAULIC OIL FLOW S The implement priority valve, 9, directs

steering oil pressure to the implement valve
The figure shows the system at rest. Whenever
stack.
the Buhler Versatile 4WD tractor is running, oil is
flowing through the steering system, which feeds S The valve ports supply the working pressure
the implement valve system. When the tractor is to the implement valve couplers, 10.
running, excess feed oil normally flows through
the implement cooler to the reservoir. S The 34 kPa (5 PSI) check valve, 11, in the
implement pump outlet port protects the
In brief, the components of the implement system pump shaft seal from momentary pressure
perform the following functions - spikes.
S The implement pump takes charge pressure, Engine Off - When the engine is off, the pump
increases the pressure according to the compensator will return to the position shown.
angle of the swash plate, 1, and sends this oil The compensator springs, with no pressure
to the implement valve. The implement pump resistance, will force the spools against the end
also sends the pump compensator a sample plugs. This traps any oil in the control piston line
of the pump pressure. for when the engine restarts.
S The pump compensator controls the angle of The control piston determines the angle of the
the control piston, 2, which in turn controls implement pump swash plate. The compensator
the angle of the pump swash plate, 1. controls the position of the control piston by
adding pump pressure or releasing oil to the
S The compensator responds to the load sump/return line. When the compensator traps
sense signal, 3, entering the compensator at the oil in between the spools with the engine off,
the spring end of the compensator. the implement pump comes to rest at whatever
S The primary, 4, and secondary shuttles, 5, in angle it was when the engine stopped.
each implement valve section direct the load
The primary shuttles in the implement valve
sense signal. This load sense signal is
sections will block flow in their neutral positions.
always the highest current working pressure
The secondary shuttles will “float” in a neutral
in the valve stack.
position, as they are connected to a sump/return
S The PO valve, 6, transfers the load sense line.
signal to the implement priority valve.
Port #1 of the PO valve has no pump pressure on
S The PO valve uses a pressure differential it, so the spring in the pressure differential
cartridge, 7, and a pressure relief cartridge, cartridge keeps the spool in its fully extended
8, to provide a signal to the implement priority position.
valve.
The pressure relief cartridge does not sense any
pressure and the valve springs keep the main
poppet and pilot valve closed.
8-6
Figure 8-3
8-7
HYDRAFLOW HYDRAULIC OIL FLOW - The pump port #1 on the PO valve will deliver
All Valve Sections in Neutral approximately 20.7 bar (300 psi) to the end of the
pressure differential cartridge when in low
When the engine starts, steering return oil enters pressure stand-by. Since all valve sections are in
the implement pump through the inlet line under neutral, there is no load sense signal and the load
charge pressure. Charge pressure should be a sense port #4 will have no pressure. This allows
positive pressure under all modes of operation. the pressure differential cartridge spool to move
downward against its spring, opening a passage
Implement pump output flow leaves the pump,
between port #3 and port #2. This relieves any
passes through the 34 kPa (5 PSI) check valve,
load sense signal, 7, to the implement priority
and moves to the implement valve.
valve back to the reservoir, 8. The pressure relief
A sample of the pump pressure also goes to the cartridge remains closed due to a lack of a load
pump compensator through an internal pump sense signal.
passage, 1. The pump pressure pushes the flow
Steering pump oil goes to the priority valve stack
control spool down until the spool opens a
and moves the steering priority valve spool to
passage from pump pressure, 2, to the control
allow flow to the implement priority valve. In the
piston, 3. The pump pressure moves the control
implement priority valve, the oil flows past the
piston out until the pump swash plate, 4, is
spool to the “CF” and “EF” ports.
vertical, and producing minimal pressure. This is
the low pressure stand-by mode. When the implement valve assembly does not
need the priority valve flow, pressure builds in the
The oil pressure from the implement pump enters
steering pump supply line, 9, back to the priority
the valve assembly at the inlet port, 5. In the
valve “CF” port. The pressure pushes the
implement valve, the oil is equally available to
implement priority valve spool, 10, against the
each of the four implement valve sections. If all
spring tension to direct the oil flow to the “EF”
the valve sections are in Neutral, the pump
port, and the excess oil, 11, returns to the cooler.
supply is blocked inside the implement valve.
The oil in the steering pump supply line becomes
The valve ports have trapped oil going to the trapped, ready to respond to HydraFlow
couplers, and the primary shuttles are in their demand.
neutral positions. The secondary shuttles “float”
Since there is no load sense signal, the oil only
because they are connected to sump/return.
has to overcome spring resistance. The flow
There is no load sense signal, 6.
through the priority valve is constant, as the
steering pump always runs when the engine is
running.
8-8
Figure 8-4
8-9
HYDRAFLOW HYDRAULIC OIL FLOW - When the working pressure comes to another
One Valve Activated / Implement Pump secondary shuttle, 3, it acts to seat that shuttle
toward the valve ports. If the working pressure is
IS Supplying Sufficient Flow
greater than the pressure from that valve, the
With the engine running and one valve activated, working pressure will seat the secondary shuttle
the implement valve return oil adds to the toward the valve ports, and the working pressure
steering return oil to create a higher charge will exit the valve assembly as the load sense
pressure. The implement pump increases the signal. In this example, the gray section has no
pressure of the charge pressure oil as the swash working pressure, so the tan section seats the
plate is angled to produce more pressure. The secondary shuttle toward the valve ports.
pump output flow leaves the pump through the
check valve and goes to the implement valve. The rest of the valve ports have trapped oil going
to the couplers, and the primary shuttles are in
A sample of the pump pressure also goes to the their neutral positions. The secondary shuttles
pump compensator through an internal pump “float” because they are connected to
passage. The pump pressure pushes the flow sump/return.
control spool against the flow control spring, and
against the load sense pressure. If the flow and The load sense pressure, 4, travels back to the
pressure are constant, the control piston oil is pump compensator. The load sense pressure in
trapped. the compensator causes the spring-loaded
spool, 5, to move back and forth, increasing and
When the load sense signal increases, even decreasing the pump output. If the load sense
slightly, the flow control spool vents control piston pressure increases, the spool moves to let
oil to sump, increasing the swash plate angle and control piston oil vent to sump/return. If the load
increasing pump output. When the load sense sense pressure decreases, the spool moves to
signal decreases, the flow control spool adds add pump pressure to the control piston.
pump pressure to the control piston, decreasing
the swash plate angle and decreasing pump The load sense pressure, 6, also travels back to
output. the pressure differential cartridge of the PO
valve, 7, and acts on the spring side of the spool.
The oil pressure from the implement pump, In this situation, the pump pressure is still
equally available to each valve, enters the valve overcoming the load sense pressure and spring.
assembly at the inlet port. If one valve is This keeps the spool passage from ports #3 to
activated, the pump supply feeds one valve port. port #2 open, and prevents the load sense signal
The working pressure at the valve port is always coming in port #4 from going to the implement
less than the full pump supply pressure. priority valve.
The oil flows from the valve to the coupler, out to The pressure relief cartridge will see the load
the implement, operates the implement, and sense pressure in port #4, but as long as the
returns through the other coupler back to the pressure is below 176 bar (2550 psi), the
valve. The valve redirects this return oil back to cartridge will remain closed.
the return line.
Since the implement priority valve has no load
When the valve is activated, the primary shuttle, sense signal, the spool remains mostly open to
1, opens a passage for the working pressure to the return line. Steering pump pressure
follow to the secondary shuttle. The pressure continues to flow through the priority valve stack,
forces the secondary shuttle, 2, to seat away and the system remains charged and ready to
from the valve ports, blocking off the line to respond.
sump/return. The working pressure travels
toward the load sense output line.
8-10
Figure 8-5
8-11
HYDRAFLOW HYDRAULIC OIL FLOW - The tan working pressure travels toward the load
Two Valve Sections Activated at Differ- sense output line. When the tan working
pressure comes to the gray section secondary
ent Pressures / Implement Pump IS Sup-
shuttle, 4, in this example, the tan working
plying Sufficient Flow pressure will overcome the gray section pressure
With the engine running and two valve sections and seat that shuttle toward the valve ports. So
activated, the implement pump increases the the tan section working pressure will exit the
pressure of the oil as the swash plate is angled to valve assembly as the load sense signal.
produce more flow out of the pump.
The load sense pressure travels back to the
A sample of the pump pressure goes to the pump pump compensator. The load sense pressure in
compensator through an internal pump passage. the compensator causes a spring-loaded spool
The pump pressure pushes the flow control spool to move back and forth, increasing and
against the flow control spring, and against the decreasing the pump output.
load sense pressure. If the flow is constant, the
control piston oil is trapped. The load sense pressure travels back to the
pressure differential cartridge and acts on the
When the load sense signal increases, even spring side of the spool. The pump pressure is
slightly, the flow control spool vents control piston still overcoming the load sense pressure and
oil to sump, increasing the swash plate angle and spring. This keeps the spool passage from ports
increasing pump output. When the load sense #3 to #2 open, and prevents the load sense signal
signal decreases, the flow control spool adds at port #4 from going to the implement priority
pump pressure to the control piston, decreasing valve.
the swash plate angle and decreasing pump
output. The pressure relief cartridge will see the load
sense pressure in port #4, but as long as the
When two valve sections are activated, the pump pressure is below 176 bar (2550 psi), the
supply feeds those two valve ports only. The cartridge will remain closed.
working pressure at each valve port is always
less than the full pump supply pressure. Since the implement priority valve has no load
sense signal, the spool remains mostly open to
With the valve sections activated, the primary the return line.
shuttles open a passage for the working pressure
to follow to the secondary shuttles. The shuttles
move depending on the pressures on either side
of the shuttle.
In this example, the working pressure in the tan

section, 1, is greater than the working pressure in
the gray section, 2. The flow may be higher in the
gray section and the pressure still be lower. The
working pressure in the tan section then forces
the secondary shuttle, 3, in the tan section to seat
away from the valve ports, blocking off the line to
sump/return.
8-12
Figure 8-6
8-13
HYDRAFLOW HYDRAULIC OIL FLOW - At the implement valve, the implement pump oil
Two Valve Sections Activated at Differ- and the steering pump oil combine to operate the
valve sections. Once combined, the HydraFlow
ent Pressures / Implement Pump IS NOT
in oil is equally available to each of the implement
Supplying Sufficient Flow valve sections.
If the flow requirements at the valve are too high
for the implement pump to keep up with, pressure During HydraFlow operation, the implement
will become low in the pump supply line. The pump can still respond to changes in load. When
difference between the pump supply pressure the load sense signal increases, even slightly, the
and the load sense pressure will increase. This flow control spool vents control piston oil to sump,
situation is where the PO valve becomes active. increasing the swash plate angle and increasing
pump output. When the load sense signal
When the pump supply pressure, 1, at port #1 of decreases, the flow control spool adds pump
the PO valve drops substantially lower than load pressure to the control piston, decreasing the
sense pressure at port #4 (due to the high swash plate angle and decreasing pump output.
demand at the implement valve) the spool, 2,
moves to let the load sense signal pass through. HydraFlow Turning Off - As soon as the flow
The load sense signal plus the spring overcomes requirements fall back to the where the
the pump pressure, and the load sense signal, 3, implement pump can keep up, HydraFlow turns
travels to the implement priority valve, 4. off. The implement pump pressure increases
back through the supply line, and at port #1 of the
The pressure relief cartridge in the PO valve will PO valve. The increasing implement pump
see the load sense pressure in port #4 but as long pressure overcomes the combined load sense
as the pressure remains below 176 bar (2550 and spring pressure. The spool relieves the load
psi), the cartridge will remain closed blocking port sense line to the implement priority valve by
#2 from port #4 and HydraFlow hydraulics will connecting ports #3 and #2. The spool again
remain on. blocks off the load sense signal at port #4.
Steering pressure backs up in the priority valve
Inside the implement priority valve, the load and shifts the spool inside the priority valve to
sense signal acts on spool, 5, to allow steering return the steering oil to the cooler.
pressure oil, 6, to flow to the implement valve.
The load sense signal plus the spring overcomes
the steering pump pressure and the spool
moves, opening the passage from the steering
priority valve to the “CF” port. Steering oil
pressure flows freely to the implement valve.
8-14
Figure 8-7
8-15
HYDRAFLOW HYDRAULIC OIL FLOW - The 176 bar (2550 psi) load sense oil pressure
Two Valve Sections Activated at Differ- plus the pressure differential cartridge spring will
ent Pressures / Implement Pump IS NOT oppose the 200 bar (2900 psi) pump output
pressure at port #1. The pressure differential
Supplying Sufficient Flow / Relieving cartridge, 3, will shift so that port #3 and port #2
Pressure are connected, turning the HydraFlow hydraulics
When the cylinder reaches the end of a stroke, or system off.
another restriction causes pressure to build in the
valve assembly, the system will instantly relieve The relief cartridge prevents the HydraFlow
the excess pressure and allow the HydraFlow system from turning on during high pressure low
hydraulics to turn off if not required. This flow demands on the system.
condition is known as High Pressure Stand-By The orifice plate, 4, at the nose of the relief
(HPSB). cartridge limits the amount of load sense oil that
When in high pressure stand-by mode the PO can flow to port #2. This flow limitation allows the
valve, 1, will react in the following manner. The implement pump to develop full high pressure
pressure at the pump output port #1 will be stand by oil pressure 200 bar (2900 psi).
approximately 200 bar (2900 psi). Load sense The implement priority valve spool, 5, will now
pressure at port #4 will be limited to 176 bar (2550 shift to the left against the spring directing
psi) by the relief cartridge, 2. The main poppet steering pump oil flow to the cooler/return circuit.
inside the relief cartridge will unseat allowing the
pilot valve to move upward and limit the load The 186 bar (2700 psi) implement priority relief
sense pressure at 176 bar (2550 psi). valve, 6, is a redundant valve built in to the load
sense circuit of the implement priority valve. This
relief will only open if a sudden spike in load
sense pressure is felt in the circuit that the relief
cartridge of the PO valve cannot protect against.
8-16
Figure 8-8
8-17
Figure 8-9
IMPLEMENT PUMP OPERATION of the piston assemblies are traveling out of the
piston block while the remaining half of the
When the drive shaft of the pump is rotated, the
pistons are being pushed back into the piston
piston block (splined to the drive shaft) also turns.
block. It is this action that causes the piston pump
The piston block contains piston assemblies
to pump oil.
which have a free swiveling slipper swaged on
the ball end of the piston assembly. The slipper The pistons traveling out of the block draw oil into
end of the piston rides against a smooth surface the piston block bores through the suction port
of the camplate. When the camplate is in its and intake kidney slot. As the pistons cross over
neutral position, the piston assemblies do not top dead center, the pistons push the oil out of the
travel in and out of the piston block bores. They piston block bores and into the pressure kidney
remain in a stationary position in relation to the slot and out the pressure port. Each piston
piston block. They merely rotate as an internal assembly completes the cycle each revolution of
part of the piston block. When the camplate is in the pump shaft, causing a continuous, even flow
the neutral position, no oil is being drawn into the of oil from the pump. The greater the cam angle,
pump and no oil is being discharged from the the greater the piston stroke. The greater the
pump. The pump is in a zero displacement piston stroke, the more oil is pulled into the pump
position. and discharged out the pressure port.
When the camplate is moved to any position from
neutral up to full cam angle, the piston slippers
follow the inclined surface of the camplate and
begin reciprocating in the piston block bores. Half
8-18
Figure 8-10
Low Pressure Standby Mode seating the flow compensator spool is set to allow
the spool to move at 21 bar (300 PSI), the flow
The hydraulic pump is in the low pressure spool will move and allow oil to pass into the
standby mode when: passage leading to the control piston. The
pressure on the control piston moves the pump
S The engine is running. camplate back to a near neutral position, causing
S None of the implement valve sections are the pump to destroke. In this condition, the pump
activated. will only pump enough oil to make up for internal
oil leakage and maintain 300 PSI in the pressure
When there is no demand for oil flow and there is line. The pump will remain in this condition as
no pressure fed back to the pump compensator long as there is no pressure or flow demands for
through the sense line, the pump will go into the the pump that would create a sense signal in the
low pressure standby position. The pump will sense line. In this position, the pump produces
build up a pressure in the pressure cavity of the little heat and absorbs very little horsepower from
pump outlet due to all the valve sections being in the engine. This is one of the outstanding
neutral. This pressure is directed to the features of the pressure-flow compensated
compensator through drilled passages in the piston pump. The low standby pressure allows
piston pump backplate. This pressure acts on the easy start-up of the engine, since the pump will
ends of the flow compensator spool and the high destroke to low pressure stand-by as long as
pressure compensator spool. Since the spring there is no system demand.
8-19
Figure 8-11
Increased Flow Demand Mode an oil drain path from the camplate control piston
to the drain passage in the compensator. The
The hydraulic pump is in the increased flow camplate control spring will force the camplate to
demand mode when: a greater cam angle, causing the pump to provide
more oil. When the flow demand is met, the
S The engine is running. pressure will stabilize, causing the compensator
S An implement valve section is activated. flow spool to allow oil to meter back to the control
piston. The camplate will stabilize at any position
Should a demand for increased or full flow be to satisfy the flow demand requirement of the
required from the pump, the pressure in the pump system.
supply passage will drop, causing the flow
compensator spool to be seated. This will open
8-20
Figure 8-12
Working Pressure - Load Sense Mode The volume of oil flow in the system is dictated by
valve section movement. The movement of the
The hydraulic pump is in the working pressure - valve(s) controls the passage size through which
load sense mode when: the oil flow in the system can pass. In short, valve
travel creates an orifice. The pressure
S The engine is running. requirement to do the work in the system is fed
S An implement valve section is activated. from the control valve back to the sense port in
the pump compensator. Since the strength of the
S The hydraulic system is providing power to flow compensator spring is set at 21 bar (300
perform a task (e.g., raising the wings of an PSI), the spring pressure, plus the system
implement). pressure fed back to the compensator, will
require the pump to pump the volume of oil
When pressurized oil is required in the system,
dictated by the size of the orifice at a pressure 21
the flow of oil is regulated by the differential in
bar (300 PSI) above the actual system working
pressure applied to the opposite ends of the flow
pressure. This creates a very efficient hydraulic
compensating spool. When a valve section is
system, as the pump will provide only the oil
activated and the pump is required to provide
required at only 21 bar (300 PSI) above actual
more flow to the system, the pressure in the
system working pressure. The pump will
pump pressure passage will drop slightly,
automatically adjust to the varying pressure and
causing the spring to seat the flow compensator
flow demands of the system.
spool. This allows the oil from the camplate
control piston to drain, tilting the camplate, When the valve section is returned to neutral, the
increasing the pump volume of discharge. When pressure in the sense line is cut off, and the flow
the flow requirement is satisfied, the pump demand is eliminated. The pump returns to low
camplate will stabilize in a stroked position to pressure standby until the valve section is
provide the flow required. activated again.
8-21
Figure 8-13
High Pressure Standby Mode the pump camplate. The pump will remain in high
pressure standby until the load is overcome or
The hydraulic pump is in the high pressure
the valve spool is returned to neutral. Response
standby mode when:
time from full cam to zero cam is from 8 to 10
S The engine is running. milliseconds.
S An implement valve section is activated and NOTE: Although the pump is capable of
has a pressure requirement above 200 bar running at high pressure standby for brief
(2900 PSI) (e.g., holding a remote lever at periods of time, it is not recommended to use
the end of cylinder stroke). this mode as a normal operating condition.
Should the implement being powered by the An example of this would be installing an
hydraulic system stall out under a high load or a implement on the unit that has an external
cylinder reach the end of its stroke, the pump will valve bank that requires a hydraulic power
go into high pressure standby until the load is supply from the tractor. If the implement valve
overcome or the valve section control spool is bank is closed center, the hydraulic system will
returned to neutral. go into high pressure standby as soon as the
control lever of the tractor is moved to supply
When the system stalls out, there will be no flow
the implement valve bank. The system will only
across the valve spool (assuming the implement
come out of high pressure standby when the
has stalled out); therefore, the high pressure will
implement valve bank is activated or the
equalize on both ends of the flow compensating
tractor’s valve section is returned to neutral.
spool. The spring will seat the flow spool and its
ability to control the camplate position inside the Severe and premature pump wear will occur if
pump is canceled. The system pressure will then this condition is maintained on a continual
rise until it is able to unseat and move the high basis. Convert the implement’s valve bank to
pressure compensating spool. This pressure is open center, or install a sense line with a
set at 200 bar (2900 PSI). When the high shuttle tee to take the pump out of high
pressure spool moves, it diverts oil to the pressure standby.
camplate control piston, causing it to destroke
8-22
Figure 8-14
Implement Pump Lubrication 6. Spider
Lubricating oil enters the piston bore, 10, and is 7. Spider Pivot
forced into the piston, 8. A small cavity in the 8. Pump Pistons
piston slipper, 9, allows oil to slide between the
slipper and camplate, 4. This is the main friction 9. Piston Slippers
surface in the pump.
10. Piston Bores
1. Backplate 11. Thrust Washers
2. Pump Housing 12. Thrust Bearing
3. Control Piston 13. Washer
4. Camplate (Swash Plate) 14. Shaft Seal
5. Camplate Control Spring 15. Retaining Ring
8-23
Figure 8-15
Pressure / Flow Compensator Adjustment Low pressure stand-by (LPSB) is adjusted by

turning the flow adjustment screw, 7, in or out.
The backplate blocks the oil at one compensator Turning the screw clockwise increases the LPSB
port, 1. This port is never used in Buhler Versatile pressure, and turning it counterclockwise
4WD tractors. decreases the LPSB pressure.
When the pump is not operating, the springs, 2, NOTE: THESE AJUSTMENTS ARE SET BY
keep the pressure compensator spool, 3, and the THE PUMP MANUFACTURER UNDER
flow compensator spool, 4, up against the end CONTROLLED CONDITIONS AND THEN
plugs, 5. The pressure compensator spool SEALED. SHOULD ANY AJUSTMENT BE
moves only under high pressure conditions. REQUIRED, ENSURE THAT SYSTEM
During implement valve operation, the flow SPECIFICATIONS ARE NOT EXCEEDED.
compensator spool is constantly adjusting the DAMAGE TO THE PUMP OR SYSTEM
pump camplate position. COMPONENETS IS HIGHLY POSSIBLE IF
SYSTEM SPECIFICATIONS ARE EXCEEDED.
High pressure stand-by (HPSB) is adjusted by
turning the pressure adjustment screw, 6, in or
out. Turning the screw clockwise increases the
HPSB pressure, and turning it counterclockwise
decreases the HPSB pressure.
8-24
Figure 8-16
Low Pressure Standby The pump pressure pushes the control piston
and camplate control spring, decreasing pump
The flow compensator spool, 1, moves up and capacity to almost zero. The pump maintains
down, responding to the differences between 20.7 bar (300 PSI) in the pressure line and keeps
pump pressure, 2, and load sense pressure, 3, up with internal system leakby.
entering the spring end of the compensator.
When the system is in low pressure stand-by, the

pump pressure overcomes the spring pressure
and load sense pressure, because the load
sense line is being drained to sump.
8-25
Figure 8-17
Load Sense Increasing Stroke - The compensator increases

the camplate angle by allowing trapped control
During implement valve operation, the flow piston oil, 2, to slip by the spool land to sump. This
compensator spool is constantly adjusting the release of oil lets the camplate control spring
pump camplate position. The load sense move the control piston, increasing pump
pressure on the spring side of the control spool capacity. This happens when the load sense
works to increase the camplate angle, and pump pressure and spring pressure overcome pump
pressure works to decrease the camplate angle. pressure.
Destroking - The compensator decreases the
camplate angle by allowing pump pressure, 1, by
the first land of the spool. This pressure works on
the control piston and camplate control spring,
decreasing pump capacity. This happens when
the load sense pressure and spring pressure are
not strong enough to overcome pump pressure.
8-26
Figure 8-18
IMPLEMENT VALVE OPERATION just choose to allow the detent to self-cancel

when the hydraulic pressure reaches the detent
The implement valve assembly is mounted on
kick out pressure (usually around 155 bar, or
the rear frame of the tractor. The assembly has at
2250 PSI).
least six sections, or slices. The sections include
individual implement valve sections, an inlet Adjust the detent pressure by turning the detent
section, and an outlet end cap. adjustment screw on the back of the valve. This
screw controls the tension on the detent spring
Levers in the cab operate the spools of the
and poppet. Turning the screw fully clockwise will
implement valve sections. The levers are color
lockout the detent function causing the lever to
coded to identify each circuit, as are the remote
remain engaged at all times. This is suggested
couplers for each circuit.
when running orbit motors.
Each valve section has a detent position for both
These valve sections also have adjustable flow
retract and extend. When the control lever moves
control (8 - 114 l/min; 2 - 30 GPM). Control knobs
in either direction, the detent assembly locks the
in the cab control the section flows.
control spool in the work position with detent balls
and a spring-loaded keeper. The adjustment stem on the valve controls a flow
control sleeve inside the valve. The stem varies
The operator may return the spool to neutral at
the opening of a sleeve port that connects to the
any time by moving the control lever and
work pressure passage in the valve.
overcoming the detent lock. Or the operator may
8-27
Figure 8-19
PRIMARY AND SECONDARY SHUTTLES The shuttles operate by seating the balls
opposite the side that has the highest pressure.
Each individual valve section has its own primary
This ensures that the load signal sent back to the
shuttle, 1, and secondary shuttle, 2, in the valve
pump is the highest pressure required by the
section. The shuttles provide the load sense
implement valve sections.
signal, 3, that communicates with the pump flow
compensator. The load sense signal is always
the highest current working pressure in the
implement valve.
The primary shuttle separates the load sense

signal between the two work ports of an individual
section. The secondary shuttle separates the
signal between sections.
8-28
Figure 8-20
STANDARD VALVE SECTION The main control spool spring, 1, keeps the main
control spool, 2, resting in its neutral position.
(Green, Tan, Grey)
The springs in the adjustable flow control valve
In the following diagrams:
keeps the flow control spool, 3, all the way to the
S Workport A = Retract/Raise right. The pin, 4, inside the springs determines
the spool travel limit.
S Workport B = Extend/Lower
The detent pintle, 5, rests on its seat. The detent
This means that Workport B is connected to the piston spring, 6, keeps the detent balls, 7, in
Extend coupler, and Workport A is connected to position.
the Retract coupler. When oil flows out Workport
B to Extend, oil returns through Workport A. Adjusting flow control with the stem, 8, opens and
When oil flows out Workport A to Retract, oil closes the throttling slot, 9, in the control sleeve,
returns through Workport B. 10.
When the engine is off, the main control spool sits
in its neutral position, blocking both the supply
and return flow paths through the valve.
8-29
Figure 8-21
Standard Section in Neutral - When the lever is Pump oil supply pressure builds in the center of
in the neutral position, the main control spool the valve and pushes the flow control spool, 3, all
blocks both the supply and return flow paths the way left, up against the pin, 4.
through the valve and the implement circuit
remains inactive. The detent pintle, 5, has no pressure acting on it
from the sense circuit. So the detent piston
The main control spool spring, 1, keeps the main spring, 6, keeps the detent balls, 7, in position.
control spool, 2, resting in its neutral position.
8-30
Figure 8-22
Standard Section in Extend (Raise) - When the The main control spool spring, 1, compresses.
operator moves the control lever into the The spring tension keeps the valve ready for
extend/raise position, the main control spool, 2, detent release or any change in operation.
moves to the right. If the control lever moves to
the full extend/raise position, the detent balls, 7, Pump oil supply pressure keeps the flow control
hold the control spool in the extend/raise spool, 3, far enough left against the spring
position. The operator can release the control tension to keep constant flow into the valve. The
lever and the spool will stay in the extend/raise pin, 4, floats. The flow rate across the spool and
position. sleeve is determined by the flow control
adjustment setting.
When the control spool shifts to the right, the
passage opens between the pump oil supply port The detent pintle, 5, has the current working
and Workport B. The spool also opens the pressure acting on it from the sense circuit. If this
passage between Workport A and the return oil pressure is below the detent setting, the detent
port. These openings allow the supply oil to flow piston spring, 6, keeps the balls, 7, in position.
through the valve at the rate determined by the
flow control adjustment, and the oil operates the
implement.
8-31
Figure 8-23
Standard Section in Detent Release - As the out of the way and the main control spring, 1,
implement reaches its full extend (or full retract) returns the main control spool, 2, to neutral. The
position, sense pressure increases on the detent main control spool in neutral closes off the
pintle, 5, see also Figure 8-24. When the sense passages to the work ports.
pressure increases past the detent kickout
pressure setting, the pressure unseats the detent Oil pressure in the detent piston returns to drain
pintle. through a small passage and a restricting orifice,
8. The orifice controls the return flow and makes
When the pintle unseats, the sense pressure the detent release transition smooth.
moves to the detent piston, compressing the
detent spring, 6, and shifting the keeper to As the main control spool returns to neutral,
release the detent balls, 7. The detent balls move pump oil supply builds in the center of the valve
and moves the flow control spool, 3, all the way
left against the pin, 4.
8-32
Figure 8-24
Standard Section in Retract (Lower) - When
the operator moves the control lever to the
retract/lower position, the main control spool, 2,
shifts to the left. If the control lever moves to the
full retract/lower position, the detent balls, 7, hold
the control spool in the retract/lower position. The
operator can release the control lever and the
spool will stay in the retract/lower position.
When the control spool shifts to the left, the spool
opens a passage between pump oil supply and 2
Workport A. The spool also opens a passage 5
between the Workport B and the return oil port.
The pump supply oil flows through the valve at
the rate determined by the flow control
adjustment, and the oil operates the implement.
The main control spool spring, 1, compresses.
The spring tension keeps the valve ready for 1
4 3
detent release or any change in operation.
Pump oil supply pressure keeps the flow control Figure 8-24 shows the load sense pressure
spool, 3, far enough left against the spring passage, 1, to the detent pintle, 2. The seat, 3, for
tension to keep constant flow into the valve. The the detent pintle is part of the detent housing and
pin, 4, floats. The flow rate across the spool and cannot be serviced. Detent kickout is set by the
sleeve is determined by the flow control adjusting screw, 4, on the end of the detent pintle.
adjustment setting. Factory setting is 2400 -- 2700 PSI. The oriface,
The detent pintle, 5, has the current working 5, restricts detent return flows. The orifice is part
pressure acting on it from the sense circuit. If this of the detent housing and cannot be serviced
pressure is below the detent setting, the detent seperately.
piston spring, 6, keeps the balls, 7, in position.
8-33
Figure 8-25
Standard Section in Float - When the operator Pump oil supply pressure builds in the center of
places the control lever in the float position (past the valve and pushes the flow control spool, 3, all
full retract/lower position), the control spool shifts the way left, up against the pin, 4.
all the way to the left and engages the detent
balls, 7. The detent balls hold the main control The detent pintle, 5, has no pressure acting on it
spool, 2, in the float position until the operator from the sense circuit. So the detent piston
returns the lever to neutral. spring, 6, keeps the balls, 7, in position.
With the control spool all the way to the left, both
work ports are connected to the return oil ports.
This creates a free connection between the
extend and retract outlet ports of the valve. The CAUTION: NEVER PLACE THE LEVER INTO
cylinder connected to the valve can freely extend THE FLOAT POSITION UNLESS THE
or retract, depending on what direction a load is IMPLEMENT IS ON THE GROUND. MOVING
acting on the cylinder. THE LEVER INTO FLOAT WITH THE
IMPLEMENT RAISED WILL CAUSE THE
The main control spool spring, 1, compresses to IMPLEMENT TO FALL QUICKLY, POSSIBLY
its farthest point. The spring tension keeps the CAUSING DAMAGE.
valve ready for any change in operation.
8-34
Figure 8-26
BLUE WITH PO CHECK VALVE The main control spool spring, 1, keeps the main
SECTION control spool, 2, resting in its neutral position.
The pilot operated check valve, 8, sits in The springs in the adjustable flow control valve
Workport B. The check valve provides a keeps the flow control spool, 3, all the way to the
hydraulic line lock when the valve is in the neutral right. The pin, 4, inside the springs determines
position, preventing leakdown and keeping a the spool travel limit.
raised implement in its raised position.
The detent pintle, 5, rests on its seat. The detent
In the following diagrams: piston spring, 6, keeps the detent balls, 7, in
position.
S Workport A = Retract/Raise
Adjusting flow control with the stem, 8, opens and
S Workport B = Extend/Lower
closes the throttling slot, 9, in the control sleeve,
This means that Workport B is connected to the 10.
Extend coupler, and Workport A is connected to
the Retract coupler. When oil flows out Workport The check valve, 11, blocks Workport B. The
B to Extend, oil returns through Workport A. valve operates the check valve through a pilot
When oil flows out Workport A to Retract, oil operated pressure passage, 12, from the supply
returns through Workport B. port to the check valve.
When the engine is off, the main control spool sits

in its neutral position, blocking both the supply
and return flow paths through the valve.
8-35
Figure 8-27
Blue with PO Check Section in Neutral - When The detent pintle, 5, has no pressure acting on it
the lever is in the neutral position, the main from the sense circuit. So the detent piston
control spool blocks both the supply and return spring, 6, keeps the detent balls, 7, in position.
flow paths through the valve and the implement
circuit remains inactive. There is no pressure in the pilot operated check
pressure passage, and the check valve, 8,
The main control spool spring, 1, keeps the main remains closed. The pressure from the
control spool, 2, resting in its neutral position. implement load sits on the check valve, keeping it
closed.
Pump oil supply pressure builds in the center of
the valve and pushes the flow control spool, 3, all
the way left, up against the pin, 4.
8-36
Figure 8-28
Blue with PO Check Section in Extend (Raise) When the spool returns to neutral, the stop in flow
- When the operator moves the control lever into to Workport B results in less pressure on the
the extend/raise position, the main control spool, sleeve slide of the check valve. The pressure
2, moves to the right. If the control lever moves to from the implement load then sets the check
the full extend/raise position, the detent balls, 7, valve.
hold the control spool in the extend/raise
position. The operator can release the control The main control spool spring, 1, compresses.
lever and the spool will stay in the extend/raise The spring tension keeps the valve ready for
position. detent release or any change in operation.
When the control spool shifts to the right, the Pump oil supply pressure keeps the flow control
passage opens between the pump oil supply port spool, 3, far enough left against the spring
and Workport B, unseating the check valve. The tension to keep constant flow into the valve. The
spool also opens the passage between Workport pin, 4, floats. The flow rate across the spool and
A and the return oil port. sleeve is determined by the flow control
adjustment setting.
The spool also opens the pilot operated pressure
passage, 9, though this pressure is not needed The detent pintle, 5, has the current working
during extend/raise operation. The check valve, pressure acting on it from the sense circuit. If this
8, opens by direct pump pressure. The working pressure is below the detent setting, the detent
pressure oil flows through the valve at the rate piston spring, 6, keeps the balls, 7, in position.
determined by the flow control adjustment, and
the oil operates the implement.
8-37
Figure 8-29
Blue with PO Check Section in Detent Oil pressure in the detent piston returns to drain
Release - As the implement reaches its full through a small passage and a restricting orifice.
extend (or full retract) position, sense pressure The orifice controls the return flow and makes the
increases on the detent pintle, 5. When the sense detent release transition smooth.
pressure increases past the detent kickout
pressure setting, the pressure unseats the detent As the main control spool returns to neutral,
pintle. pump oil supply builds in the center of the valve
and moves the flow control spool, 3, all the way
When the pintle unseats, the sense pressure left against the pin, 4.
moves to the detent piston, compressing the
detent spring, 6, and shifting the keeper to The main control spool cuts off both the check
release the detent balls, 7. The detent balls move valve, 8, and the pilot operated passage, 9, and
out of the way and the main control spring, 1, the check valve closes.
returns the main control spool, 2, to neutral. The
main control spool in neutral closes off the
passages to the work ports.
8-38
Figure 8-30
Blue with PO Check Section in Retract The main control spool spring, 1, compresses.
(Lower) - When the operator moves the control The spring tension keeps the valve ready for
lever to the retract/lower position, the main detent release or any change in operation.
control spool, 2, shifts to the left. If the control
lever moves to the full retract/lower position, the Pump oil supply pressure keeps the flow control
detent balls, 7, hold the control spool in the spool, 3, far enough left against the spring
retract/lower position. The operator can release tension to keep constant flow into the valve. The
the control lever and the spool will stay in the flow rate across the spool is determined by the
retract/lower position. flow control adjustment setting.
When the control spool shifts to the left, the spool The detent pintle, 5, has the current working
opens a passage between pump oil supply and pressure acting on it from the sense circuit. If this
Workport A. The spool also opens a passage pressure is below the detent setting, the detent
between the Workport B and the return oil port. piston spring, 6, keeps the balls, 7, in position.
The pump supply oil flows through the valve at
the rate determined by the flow control When the spool returns to neutral, the stop in flow
adjustment, and the oil operates the implement. to the Workport B results in less pressure on the
sleeve slide of the check valve. The pressure
The pump supply oil pressure also travels to the from the implement load sets the check valve.
check pressure passage, 9, opens the check
valve, 8, in Workport B and allows flow. The pilot
operating oil pressure slips by the spool in the
center of the valve. The open check valve allows
return oil to return through Workport B, and out
the valve return passage.
8-39
Figure 8-31
Blue with PO Check Section in Float - When The main control spool spring, 1, compresses to
the operator places the control lever in the float its farthest point. The spring tension keeps the
position (past full retract/lower position), the valve ready for any change in operation.
control spool shifts all the way to the left and
engages the detent balls, 7. The detent balls hold Pump oil supply pressure builds in the center of
the main control spool, 2, in the float position until the valve and pushes the flow control spool, 3, all
the operator returns the lever to neutral. the way left, up against the pin, 4.
With the control spool all the way to the left, both The detent pintle, 5, has no pressure acting on it
work ports are connected to the return oil ports. from the sense circuit. So the detent piston
This creates a free connection between the spring, 6, keeps the balls, 7, in position.
extend and retract outlet ports of the valve. The
cylinder connected to the valve can freely extend
or retract, depending on what direction a load is
acting on the cylinder.
CAUTION: NEVER PLACE THE LEVER INTO
The supply oil pressure still travels to the check THE FLOAT POSITION UNLESS THE
pressure passage, 9, and keeps the check valve, IMPLEMENT IS ON THE GROUND. MOVING
8, open during Float Operation. The pilot THE LEVER INTO FLOAT WITH THE
operating oil pressure slips by the spool through IMPLEMENT RAISED WILL CAUSE THE
a small notch, 10. The open check valve allows IMPLEMENT TO FALL QUICKLY, POSSIBLY
Float pressure to enter and exit the Workport B. CAUSING DAMAGE.
8-40
Figure 8-32
(1/2″) COUPLERS Uncoupled - When the coupler has no male

connector inserted, the springs, 1, keep the
The quick disconnect 16 mm (1/2″)couplers are
spool, 2, fully seated on the coupler orifice seat,
female couplers that have only two modes of
3. No oil passes through the coupler, and any oil
operation: uncoupled and coupled. During
pressure from the valve only increases the seal.
coupling, the coupler releases a small amount of
oil displaced from an internal passage - this is
normal.
Figure 8-33
Coupling - When a male connector is inserted exits through the small orifice, 4, in the bottom of
into the coupler, the tip of the male connector the inside casing, through an orifice in the inner
overcomes the spring pressure, 1, and moves coupler, and out a small orifice, 5, under the
the spool, 2, off its seat, 3. The oil inside the spool outside rubber ring.
8-41
Figure 8-34
Coupled - In the connected position, oil can flow There is no flow control and the coupler is open to
through the coupler as easily in one direction as as much flow as the system can produce.
the other.
8-42
1
3
Figure 8-35
(3/4″) COUPLERS Disconnected - When the coupler has no male

connector inserted, the spring, 1, keeps the
The (3/4″) couplers are not standard equipment
spool, 2, fully seated on the coupler orifice seat,
on these tractors. Kit #86010513 is a complete
3. No oil passes through the coupler, and any oil
assembly kit that attaches (3/4″) couplers to any
pressure from the valve only increases the seal.
Buhler Versatile 4WD tractor.
The quick disconnect (3/4″) couplers are female

couplers that have only two modes of operation:
Disconnected and connected.
Figure 8-36
Connected - When a male connector is inserted flow through the coupler as easily in one direction
into the coupler, the tip of the male connector as the other. There is no flow control and the
overcomes the spring pressure, 1, and moves coupler is open to as much flow as the system
the spool, 2, off its seat, 3. In this position, oil can can produce.
8-43
THIS PAGE INTENTIONALLY LEFT BLANK
8-44
AIR BLEED VALVE OPERATION

The Air Bleed Valve is mounted under the PO
Valve.
The Air Bleed Valve allows air to be purged from 1

the steering pump ensuring fast priming and
avoiding dry operation of the gear pump. 2
With the engine not running, the poppet in the air
bleed valve is open to the reservoir. When the
engine is started and the steering pump flow
increases above a preset amount, the poppet 3
closes and allows full system pressure to be
attatined.
Figure 8-37
1. Air Bleed Valve
2. Pump to Air Bleed Valve Line
3. Air Bleed Valve to Reservoir Line
PILOT OPERATED (PO) VALVE

OPERATION 3
6
The PO valve, 6, is located under the top edge of 1
the left hand frame rail at the front of the tractor 2
sandwiched between the frame rail flange and
the air bleed valve, 5. The PO valve turns
HydraFlow On and Off.
The PO valve monitors the status of the system

and ensures that the steering pump assists the 4
implement pump in supplying sufficient flow to
5
the implement valve. The PO valve controls
HydraFlow by controlling the load sense signal to
the implement priority valve.
Figure 8-38
The load sense signal enters the PO valve at port
#4 and leaves the PO valve at port #3. Pump
pressure enters the PO valve at port #1, and port
#2 connects to the reservoir.
When HydraFlow is On, ports #3 and #4 are

connected. When HydraFlow is Off, ports #3 and
#2 are connected.
1. Pump Port
2. Sump/Return Port
3. Priority Valve Load Sense Port
4. Implement Valve Load Sense Port
5. Air Bleed Valve
6. Pilot Operated (PO) Valve
8-45
Pilot Operated Valve The spool, 1, has two basic positions -

connecting port #4 to port #3 and connecting port
The pilot operated (PO) valve consists of a port
#3 to port #2. The spool moves up and down in a
block with four ports which are described as follows:
stationary sleeve, 2. The sleeve has a number of
1. Pump Port seals, 3, to prevent oil from getting past the spool
or sleeve when the PO valve is under pressure.
2. Sump/Return Port
The internal components of the pressure
3. Priority Valve Load Sense Port differential cartridge are:
4. Implement Valve Load Sense Port
The control spring, 5, works to keep the spool’s
The PO valve also contains two cartridges: the metal ring, 6, pressed up against the stationary
pressure differential cartridge and the pressure sleeve. The end cap, 7, keeps the tension of the
relief cartridge. control spring constant.
The pressure differential cartridge is pilot 1. Spool

operated by the implement valve load sense
pressure entering the valve at port #4. The 2. Sleeve
implement valve load sense pressure is the
highest working pressure at the moment. The 3. Seals
working pressure goes from port #4 through the
4. Pilot Operating Orifice
pilot operating orifice, 4, and into the spring
chamber. The pilot control spring, 5, is rated at 14 5. Control Spring
bar (203 psi).
6. Metal Ring
For HydraFlow to turn on, the load sense
pressure plus the spring tension must overcome 7. End Cap
the pump pressure at port #1. When HydraFlow
turns off, the load sense pressure plus the spring
tension is not enough to overcome the pump
pressure.
8-46
Figure 8-39
8-47
The pressure relief cartridge monitors load sense 3. Plug

pressure in port #4 of the valve block. The cartridge
is a pilot operated relief valve set to 176 bar (2550 4. Main Poppet Spring
psi). When load sense oil pressure reaches the 176 5. Main Poppet
bar (2550 psi) setting, the valve will open and allow
sensing pressure to relieve to reservoir. This will 6. O ring
reduce the pressure in the spring chamber of the 7. Pilot Operated Valve Seat
pressure differential cartridge allowing its spool to
shift upward turning off the HydraFlow hydraulic 8. Orifice Plate
system. The cartridge prevents HydraFlow
hydraulics from turning on during high pressure low 9. Pilot Operated Valve Spring
flow applications. 10. Pilot Operated Valve Body
The pressure relief cartridge consists of a main 11. Pilot Operated Valve Sleeve
spring, 4, and poppet, 5, that seats against a pilot
valve assembly, 7. The pilot valve spring, 9 12. Orifice Plug
pushes the pilot sleeve, 11, downward when the
valve is in the neutral position. An orifice plate, 13. 3 Hole Plate
17, under the nose of the cartridge limits load
sense oil flow through the relief cartridge so that 14. Filter/Screen
the implement pump compensating valve does
15. Back-Up Washer
not feel the effect of the cartridge opening.
16. O ring
The main components of the pressure relief valve
are: 17. Orifice Plate
1. End Cap
2. Body
8-48
Figure 8-40
8-49
Figure 8-41
Engine Off The pressure relief cartridge does not sense any
pressure and the valve spring remains stationary.
Port #1 of the pressure differential cartridge has
no pump pressure on it, so the spring in the
cartridge keeps the spool in its fully extended
position. The spool position connects load sense
port #4 to the implement priority valve sense port
#3. The sump/return line, port #2, is blocked off
from all other ports.
8-50
Figure 8-42
Engine running, no hydraulic demand In this position, the spool relieves any load sense
(LPSB) signal to the implement priority valve through port
#3. The spool also blocks off the load sense port
The pump port #1 on the differential cartridge will #4 from all other ports.
have approximately 20.7 bar (300 psi) resident
while in low pressure stand-by (LPSB). Since all The pressure relief cartridge does not see any
valve sections are in neutral, there is no load pressure from the implement valve load sense
sense signal and the load sense port #4 will have port #4 (all valves are in neutral). The relief
no pressure. cartridge remains closed, blocking oil flow from
port #4 to port #2.
The pump pressure at port #1 will overcome the
internal valve spring pressure in the pressure
differential cartridge and shift the spool
downward to connect the implement priority
valve sense port #3 to the reservoir port #2.
8-51
Figure 8-43
Engine running, hydraulic demand overcomes the pressure at port #4 plus the spring
within the capacity of the implement pressure and continues to block the load sense
pump port #4 from all other ports. The spool keeps the
implement priority valve sense port #3 connected
The pump pressure port #1 of the pressure to the reservoir port #2.
differential cartridge will see the total pump
pressure feeding the implement valve. The load The pressure relief cartridge will see the load
sense port #4 will see the highest working sense pressure in port #4 but as long as the
pressure of the circuit less the pressure drop pressure is below 176 bar (2550 psi), the
across the valve spool. The load sense pressure cartridge will remain closed blocking port #2 from
works with the spring pressure to attempt to port #4.
move the spool.
With low hydraulic demand, the pump pressure

at port #1 in the pressure differential cartridge still
8-52
Figure 8-44
Engine running, hydraulic demand circuits). This stable load sense pressure, plus
greater than the capacity of the the cartridge spring pushes the spool upward,
implement pump, HydraFlow turns on connecting port #4 (load sense) to port #3
(implement priority valve). A load sense signal
The pump pressure port #1 of the pressure will now be directed to the implement priority
differential cartridge will see the total pump valve, which will now direct steering pump oil to
pressure feeding the implement valve. The load the implement valve. HydraFlow is now turned
sense port #4 will see the highest working on.
pressure of the circuit less the pressure of the
drop across the valve spool. The pressure relief cartridge will see the load
sense pressure in port #4 but as long as the
With high hydraulic demand, the pump pressure pressure is below 176 bar (2550 psi), the
at port #1 in the pressure differential cartridge will cartridge will remain closed blocking port #2 from
drop. Load sense pressure at port #4 will remain port #4. HydraFlow hydraulics will remain on.
stable (highest working pressure of the activated
8-53
Figure 8-45
Engine running, high pressure stand-by pressure at port #1. The pressure differential
(HPSB) or relieving pressure cartridge will shift so that port #3 and port #2 are
connected, turning the HydraFlow hydraulics
In high pressure standby (HPSB) the pressure at system off.
the pump output port #1 will be approximately
200 bar (2900 psi). Load sense pressure at port The relief cartridge prevents the HydraFlow
#4 will be limited to 176 bar (2550 psi) by the relief system from turning on during high pressure low
cartridge. The main poppet inside the relief flow demands on the system.
cartridge will unseat allowing the pilot valve to
move upward and limit the load sense pressure The orifice plate at the nose of the relief cartridge
at 176 bar (2550 psi). limits the amount of load sense oil that can flow to
port #2. This flow limitation allows the implement
The 176 bar (2550 psi) load sense oil pressure pump to develop full high pressure stand by oil
plus the pressure differential cartridge spring will pressure 200 bar (2900 psi).
oppose the 200 bar (2900 psi) pump output
8-54
PRIORITY VALVE OPERATION

The implement priority valve directs steering
pump oil supply to either the implement valve or
the implement return cooler. There are five oil
ports used in this valve:
P - Pressure Port (from Steering Priority Valve)
CF - Control Flow (to Steering Valve)
EF - Excess Flow (to Valve)
LS - Load Sensing Port (to Steering Valve)
T - Tank Port (to Reservoir)

Figure 8-46
(PP - End Plug, not used)
Oil from the steering pump enters the “P” port and
flows to the “CF” and “EF” ports. The “CF” port
delivers oil to the implement valve, and the “EF”
port delivers oil to the cooler and reservoir. How
much oil goes to each port depends on the
implement valve demand.
The “LS” port connects to the load sensing port of

the PO valve, which in turn connects to the load
sensing line of the implement valve. When the
hydraulic demand is low, there is no pressure in
the load sensing line. When HydraFlow
operation turns on, the implement load sense
pressure acts on the “LS” port.
Oil exits the “T” port only when there is a

restriction in the system and the relief valve vents
oil pressure from the system to the reservoir.
8-55
The implement priority valve, 2, is the top valve of

the valve stack on the tractor. The implement
priority valve, 2, connects directly to the “EF” port
of the steering priority valve, 1.
Steering pump oil travels to the steering priority

valve through the supply hose, A. Excess
steering oil flow travels through the implement
priority valve and out the “CF” or “EF” port of the
implement priority valve.
HydraFlow oil travels out the “CF” port to the

supply to implement valve line, C. Steering oil not
needed by the implement valve travels out the
“EF” port to the return to filter line, E.
Figure 8-47
Long tie bolts mount the valve stack to the
mounting bracket and frame.
A. Supply from steering pump.

B. Supply to steering valve.
C. Supply to implement valve.
D. Return from steering valve.
E. Return to cooler and filter.
F. Steering load sense.
G. Return to reservoir.
H. Signal line from PO valve.
I. Return to implement priority valve tee, to
reservoir.
8-56
Figure 8-48
The implement priority valve works in The pressure pushes the implement priority
conjunction with the steering priority valve. Oil valve spool, 2, against the spring, 3, tension. The
flows through the steering priority valve before spool moves and directs the oil flow to the “EF”
reaching the implement priority valve. After port, 4, and the excess oil to returns to the cooler.
satisfying the flow requirements for steering, the The oil in the steering pump supply line becomes
steering priority valve directs excess flow (“EF”) trapped, ready to respond to HydraFlow
to the implement priority valve pressure (“P”) demand.
inlet.
Also, with no flow demand, there is no load sense
HydraFlow Standby - When the implement signal being sent from the PO valve. There is no
valve assembly does not need the priority valve oil pressure coming in the “LS” port to help the
flow, pressure builds in the implement valve spring shift the spool toward the implement valve
supply line, 1, back to the priority valve “CF” port. supply line.
8-57
Figure 8-49
HydraFlow Operation - When the priority valve back through the supply line, 4, and at port #1 of
receives a load sense signal, 1, through the “LS” the PO valve. The PO valve spool relieves the
port, the load sense signal plus the spring load sense signal, 1, to the implement priority
pressure, 2, are enough to override the pressure valve by connecting the load sense port to the
from the “P” port, and shift the spool, 3, to open drain port. Steering pressure backs up in the
the path to the “CF” port. The steering pump priority valve “CF” port and shifts the spool, 3,
supply oil enters the implement valve supply line, inside the priority valve to return the steering oil to
4, and combines with the implement pump supply the cooler.
in the implement valve.
HydraFlow Turning Off - As soon as the flow

requirements fall back to the where the
implement pump can keep up, HydraFlow turns
off. The implement pump pressure increases
8-58
Figure 8-50
RELIEF VALVE OPERATION 2. Poppet spring

(in Priority Valve)
3. Plug casing
The relief valve assembly in the priority valve
screws into the “T” port of the valve. In the 4. Adjustment screw
hydraulic circuit, the relief valve sits between the
load sensing (LS) line and the tank (T) line. The The poppet, 1, seats on a small hole at the end of
relief valve releases oil in to the tank line when the valve plug casing, 3. The poppet spring, 2,
the pressure in the system exceeds 186 bar pressure keeps the poppet seated and prevents
(2700 psi). During normal operation, no oil oil from flowing past the valve. The casing is a
passes through the relief valve. single piece with the threaded plug that secures
the relief valve assembly in the priority valve.
This is a redundant valve which will only open if a
sudden spike in load sense pressure is felt in the The adjustment screw, 4, has an orifice for the oil
circuit that the pressure relief cartridge of the PO to pass out of the priority valve. Screwing the
valve cannot protect against. adjustment screw in, clockwise, increases the
relief valve relieving pressure. Turning the screw
1. Poppet counterclockwise decreases the setting.
8-59
Figure 8-51
The relief valve relieves high system pressure The working pressure travels through the load
through the implement valve load sensing line. sense line, through the PO valve, and to the “LS”
The oil passes through a passage between the port of the implement priority valve. This pressure
“LS” port and “T” port of the priority valve. acts on the relief valve poppet and spring in the
“T” port. When the pressure goes over 186 bar
The relief valve on the implement priority valve is (2700 PSI), the poppet lifts off its seat and
set to relieve valve working pressure over 186 relieves the oil to the tank return line.
bar (2700 PSI). When the valve reaches the end
of a stroke, or another restriction causes
pressure to build in the valve assembly, the
system will instantly relieve the excess pressure.
8-60
BLUE WITH PO CHECK VALVE AND

BYPASS VALVE OPERATION
Check valves allow oil flow in one direction while
preventing oil from backing up through the
system, back pressure from entering
components, or pressure spikes from damaging 2
internal component parts.
A spring, 1, holds the valve, 2, closed completely

to flow in one direction and to flow below a set 1
pressure in the other direction. The spring
determines the set pressure of the check valve.
There are two check valves in the HydraFlow

hydraulic circuit: Figure 8-52
S Implement Pump Check Valve - 34 kPa (5

PSI)
S Implement Valve Steering Oil Check Valve -
34 kPa (5 PSI)
The implement pump check valve prevents
pressure spikes from entering the pump and
damaging internal components. Pressure spikes
are caused by momentary restrictions in the
hydraulic system. The check valve closes as
soon as pressure builds at the pump discharge
port.
The implement valve steering oil check valve

prevents implement pump pressure from
entering the steering side of the system. This
guarantees that all the implement pump oil is
available for the implement valve.
Bypass valves allow some oil flow to bypass the

oil coolers during cold weather operating
conditions. When the oil is cool and the viscosity
becomes thicker, the fluting of the cooler cannot
pass as much oil through. Pressure builds in the
inlet line until the pressure overcomes the bypass
valve spring and releases the excess oil flow past
the cooler.
There are two bypass valves in the HydraFlow

system:
S Steering Cooler Bypass Valve - 448 kPa (65

PSI)
S Implement Cooler Bypass Valve - 207 kPa
(30 PSI)
8-61
Figure 8-53
HYDRAULIC RETURN FILTER A pressure differential valve monitors the

pressures inside the filter mount to send a
The hydraulic system has a 10 micron return filter
warning signal to the electronic warning system.
on the implement pump charge line. Normal
The pressure differential valve monitors the
operation routes the oil from the inlet port, 1,
pressure drop across the filter.
through the outside passage, 2, in the mount to
the outside of the filter element, 3. The oil comes If the differential pressure across the filter
back down the inside passage, 4, and out the exceeds 2.7 bar (40 PSI), the hydraulic bypass
outlet port. filter warning light on the instrument panel will
illuminate. The light indicates the filter is
The filter has a check valve, 5, to ensure proper
restricting oil flow. The hydraulic filter bypass
oil flow. The check valve allows oil to bypass the
switch will reset at 2.0 bar (30 PSI).
filter during high return flow conditions or a
clogged filter element. High pressure pushes the
valve and overcomes the spring pressure, 6.
Some oil bypasses the filter completely this way.
8-62
RESERVOIR OPERATION
The reservoir, 1, holds the majority of the oil for
the implement valve system and the steering
system. When the engine is off, some hydraulic
oil remains in the system and does not drain back
into the reservoir.
1
The reservoir serves as a holding station for up to
76 liters (20 gallons) of oil. In addition to the oil
cooler at the front of the tractor, the reservoir also
is a place where the oil cools. 2
The oil in the reservoir is a constant supply for the
steering system and a reserve supply for the 19994915
implement valve system. The oil required for
external components can usually be made up Figure 8-54
easily by the 76 liter (20 gallon) reserve in the
reservoir.
In the hydraulic circuit, the steering pump is the
only source that draws oil from the reservoir
directly. The implement pump charge pressure
comes from the return pressure of the steering
system and any implement valve return oil. In the
HydraFlow circuit, excess implement pump
charge pressure goes to the implement cooler
and then to the reservoir.
A drain plug, 2, drains the reservoir completely,
but not the oil remaining in the hoses and
hydraulic components.
RESERVOIR BREATHER
The breather, 1, mounts to a bracket, 2, on the 1
frame. The rubber tube, 3, is secured to the
reservoir, 4, with hose clamp, 5. 3
2
The reservoir breather allows the hydraulic
system to move oil through the system without
having to displace the volume of oil exactly at all
times. When the steering pump draws oil from the 5
reservoir, air through the breather displaces the
oil volume in the reservoir. Conversely, when a 4
large amount of oil returns to the reservoir, the
breather releases that volume of air as quickly as
the oil enters the reservoir.
Figure 8-55
8-63
Figure 8-56
VALVE CONTROL CABLES Under the cab floor, the cables pass either inside
the right frame under the cab or outside the frame
The valve control cables, 1, pass through the
behind the batteries. The blue and green valve
grommet, 2, in the cab floor. The cables route
control cables pass inside the right frame. The
separately under the cab and back to the valve. A
gray flow control cable and the gray and tan valve
hook or clevis attaches the cable to the valve
control cables pass outside the right frame
control spool. The bonnet, 3, holds the cable in a
behind the batteries.
fixed position and protects the control spool end.
Tightening or loosening the bonnet adjusts the Three additional flow control cables, 5, route
cable length and control spool position. through the electrical access opening in the rear
right corner of the cab. The three cables travel
The gray flow control cable, 4, passes through
together in a protective sheath under the cab and
the grommet, 2, in the cab floor. The cable routes
under the hydraulic hose manifold over the
under the cab and under the hydraulic hose
articulation joint. After the sheath ends, the
manifold over the articulation joint.
cables bend outward toward the left of the tractor,
and a plastic tie, 6, holds the three optional
cables together. A swivel joint, 7, attaches the
cable to a drive link on the valve adjustment stem.
8-64
VALVE CONTROL LEVER OPERATION

Each valve control lever, 1, moves the valve 1
control spool with a direct cable connection. The
lever movement is transferred to the valve,
moving the spool into one of four positions:
S Neutral
S Retract
S Extend
S Float (past Retract)
The lever lock, 2, has three operating positions. 19992848
In the most rearward position, the lever is
unlocked and free to move in all operating Figure 8-57
modes. In the middle position, the lever is locked
out of float position.
In the forward position, the lock performs two

different functions. If the control lever is in Neutral
when locked in this position, the lock will keep the
lever in Neutral. If the control lever is in Float or
Retract when the locked in this position, the lock
will allow movement between Float and Retract
only.
NOTE: The lever lock overrides detent

release in this position. When the system
reaches detent kickout pressure, the valve
will continue to release, which can damage
the system. If operating for extended periods
in this mode, run the detent adjustment all the
way in to prevent the detent from releasing.
Notches, 1, on the control lever bushing, 2, keep

the lever in position for each of the modes. The
notches also allow for the detent release of the
control levers. A shoulder on the lever linkage, 3,
fits snug into the notches.
The fit between the shoulder and the notch 3

provides enough resistance to hold the lever in
the different modes, but not enough to override
detent release. When the system reaches detent
kickout pressure, the force on the spool and
cable is enough to kick the lever back to Neutral.
2 1
Two stanchioning nuts, 4, secure each control
cable to a bracket under the right console.
4
Figure 8-58
8-65
FLOW CONTROL KNOB OPERATION

1
Each valve section has a flow range from 8 to 114
l/min (2 to 30 GPM). The roll pin in the adjustment
stem allows less than one full turn of motion from
minimum flow (fully clockwise) to maximum flow
(fully counterclockwise).
The valve control knob, 1, can move the

adjustment stem about 75% of the full
minimum-to-maximum range. The valve control
knob can cover a range of 95 l/min (25 GPM). The
flow control range can be adjusted by
repositioning the drivelink on the valve
19992853
adjustment stem.
Figure 8-59
Turning the control knob counterclockwise
increases the flow of the valve. As the knob
raises, the knob pulls up on the cable at the
console, pulls down on the stem drivelink, turns
the stem counterclockwise, and increases the
flow.
Turning the knob clockwise decreases the flow of

the valve. As the knob lowers, the knob pushes
down on the cable at the console, pushes up on
the stem drivelink, turns the stem clockwise, and
decreases the flow.
Pressing the center of the control knob allows the

operator to pull up and push down on the cable
directly. Pulling up on the control knob increases
flow and pushing down on the knob decreases
flow.
The flow control cable routes under the console

through the floor of the cab and back to the valve.
The only mounting point is the large nuts, 1,
above and below the right console. The operating 1
mechanism of the control knob is internal and not
serviceable.
Figure 8-60
8-66
SPECIAL TOOLS
Hydraulic System Testing
Part # Qty Description
BLR20238 1 Flow Meter with at least 190 L/ min (50 GPM) capacity
PL 1 Return Flow Meter Hose - 1.8m x 19mm (6′ x 3/4″) , one end
adapted to flow meter, one end standard (1/2″) male coupler
PL 1 Pressure Flow Meter Hose - 1.8m x 19mm (6′ x 3/4″), one end
adapted to flow meter, one end pigtailed to two standard (1/2″)
male couplers
OEM1212 1 Multi-Gauge with 1.2m (4′) hose and fitting to mate with (1/4 F
NPT) coupler
PL 1 Pressure Gauge Quick Connect Coupler ((1/4 F NPT x 1/4″) cou-
pler, suggested part - Parker Bruning #SM-251-4FP)
PL 1 Connector (1/2 M NPT x 9/16-18 M JIC)
OEM1680 1 Portable Flow Meter 0-38 L/ min (0-10 GPM range)
PL 1 Bushing (1/2 M NPT x 3/8 F NPT)
PL 1 Adapter (3/8 M NPT x 9/16-18 F JIC SW)
PL 1 Quick Connector Nipple ((1/4 F NPT x 1/4″) nipple, suggested
part - Parker Bruning #SM-252-4FP)
PL 1 Adapter (9/16-18 F JIC SW x 1/4 M NPT)
PL 1 Reducer (1 1/16-12 F JIC x 9/16-18 M JIC)
PL 1 Reducer (1 5/16-12 F JIC x 1 1/16-12 M JIC)
BLR20208* 1 Tee (1 5/16-12 M JIC x 1 5/16-12 F JIC SW x 1 5/16-12 M JIC)
BLR20088* 1 Plug (7/16-20 M JIC)
BLR20083* 1 Cap (7/16-20 F JIC)
PL 1 Elbow (9/16-18 M JIC x 9/16-18 M ORB)
BLR20140* 1 Connector (7/16-20 M JIC x 3/8-24 M ORB)
PL 1 Adapter (7/16-20 F JIC SW x 1/4 M NPT)
BLR20084* 1 Tee (7/16-20 M JIC x 7/16-20 F JIC SW x 7/16-20 M JIC)
* = Contained in Master Fitting Kit #BLR20204

8-67
SPECIFICATIONS
Hydraulic System General Information
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Closed center load sensing

High Pressure Stand-By Nominal Pressure . . . . . . . . . . . . . . . . . . . . 193 - 200 bar (2800 - 2900 PSI)
Low Pressure Stand-By Nominal Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . 19 ± 2 bar (275 ± 25 PSI)
Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Variable displacement piston
Implement Priority Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 port; load sensing
Pilot Operated Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 port; load sensing
2 cartridges: pressure differential; pressure relief
Hydraulic Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 micron
Remote Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 sections (5 sections w/3-point hitch)
Couplers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 sets, leverless quick disconnect
Detent Kickout Pressure (factory set) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155 bar (2250 PSI)
Flow Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Individual adjustment
Flow Control Remote Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . Gray section adjustment from cab
(other 3 sections are optional)
Reservoir
Reservoir Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 liters (20 US Gal)

Suction Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100-mesh screen
Total Capacity - HydraFlow System Without 3-Point Hitch . . . . . . . . . . . . . . . . . 117 liters (31 US Gal)
Total Capacity - HydraFlow System With 3-Point Hitch . . . . . . . . . . . . . . . . . . . 124 liters (33 US Gal)
Oil Coolers
Steering/Trans. Cooler Dimensions . . . . . . . . . . . . . . . . . . . 767 x 349 x 61 mm (30.2 x 13.7 x 2.4 in.)

Heat Rejection Rating - Steering Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40,000 BTU
Heat Rejection Rating - Transmission Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50,000 BTU
HydraFlow (Implement) Cooler Dimensions . . . . . . . . . . . . 736 x 610 x 32 mm (29.0 x 24.0 x 1.2 in.)
HydraFlow (Implement) Cooler - Heat Rejection Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . 54,000 BTU
8-68
Hydraulic Pumps
Complete Tandem Steering Pump Implement Pump-

Mount Buhler Versatile # Buhler Versatile ## Buhler Versatile #
Model (Engine) (Eaton #) (Eaton #) (Eaton #)
2240 C8.3 86013316 86014414 86014409

(78453-RAW) (25504-RAR) (70453-RBG)
2270 M11 9705146 86000720 86000721
(78453-LAS) (25507-LAM) (70453-LBA)
2310 M11 9705146 86000720 86000721
(78453-LAS) (25507-LAM) (70453-LBA)
2360 N14 86014053 86014153 86002047
(78453-RAZ) (25504-RAS) (70453-RAW)
2425 N14 86014053 86014153 86002047
(78453-RAZ) (25504-RAS) (70453-RAW)
NOTE: The last two letters of the manufacturer’s part number are not always essential. The last
two letters may change with slight modifications in manufacturing.
Hydraulic Pump Specifications
Buhler Versatile 4WD 2240 2270 2310 2360/2425

Pumps
Mounting Tandem Tandem Tandem Tandem

SAE B SAE B SAE B SAE B
Maximum Flow rate 95L/min 95 L/min 95 L/min 115 L/min
@2100 Engine RPM (25 GPM) (25 GPM) (25 GPM) (30 GPM)
HYDRAFLOW Maximum 170 Ll/min 170 L/min 170 L/min 190 L/min
Total Output (45 GPM) (45 GPM) 45 GPM) (50 GPM)
Rotation (viewed from Clockwise Counter- Counter- Clockwise
shaft end) clockwise clockwise
Displacement 37.04 cm3 / rev 45.39 cm3 / rev 45.39 cm3 / rev 37.04 cm3 / rev
(2.26 in.3 / rev.) (2.77 in.3 / rev) (2.77 in.3 / rev) (2.26 in.3 / rev)
Control Piston Spacer 3.17 mm No spacer No spacer 3.17 mm
Width (0.125 in.) (0.125 in.)
Pump Control Spring 61.2 mm 61.2 mm 61.2 mm 61.2 mm
Free Length (2.41 in.) (2.41 in.) (0.125 in.) (0.125 in.)
Flow Compensator 19.5 mm 19.5 mm 19.5 mm 19.5 mm
Spring Free Length (0.77 in.) (0.77 in.) (0.77 in.) (0.77 in.)
Pressure Compensator 40.1 mm 40.1 mm 40.1 mm 40.1 mm
Spring Free Length (1.58 in.) (1.58 in.) (1.58 in.) (1.58 in.)
8-69
Standard Valve Section
Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mechanical Extend, Retract, Float

Workports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two fully functional
Shuttle Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Double-acting
Shuttle Size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standard size primary and secondary
Flow Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adjustable
Flow Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 to 120 liters/min. (2 to 32 GPM)
Detent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adjustable for Extend and Retract
Detent Factory Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155 bar (2250 PSI)
Blue with PO Check Valve Section
Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mechanical Extend, Retract, Float

Workports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two fully functional (workport “B” has PO check valve)
Shuttle Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Double-acting
Shuttle Size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standard size primary and secondary
Flow Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adjustable
Flow Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 to 120 liters/min. (2 to 32 GPM)
Detent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adjustable for Extend and Retract
Detent Factory Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155 bar (2250 PSI)
Implement Priority Valve
Part No. (Supplier No.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86014299 (606--1454--002--SC)

Maximum Pump Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151 liters/min. (40 gallons/min.)
Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . At tank (T) port
Relief Valve Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172 bar (2500 PSI)
Relief Valve Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 - 54 N⋅m (25 - 40 ft. lbs.)
Control Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.9 bar (100 PSI)
Rated Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 liters/min. (40 US gal./min.)
Spool Spring Free Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59.7 - 62.2 mm (2.35 - 2.45 in.)
Relief Valve Spring Free Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.7 - 30.1 mm (1.17 - 1.22 in.)
8-70
PO Valve
Ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Four active ports

Two cartridges: pressure differential
pressure relief
Port Size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SAE 06 (9/16-18UNF-28)
Pressure Differential Spool Spring Free Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54.8 mm (2.16 in.)
Pressure Relief Main Poppet Spring Free Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 mm (1.0 in.)
Pressure Relief Pilot Valve Spring Free Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 mm (1.06 in.)
Couplers
(1/2″) Coupler Housing Spring Free Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36.5 mm (1.44 in.)

(3/4″) Coupler Small Valve Spring Free Length . . . . . . . . . . . . . . . . . . . . . . . . . . . 22.6 mm (0.89 in.)
(3/4″) Coupler Large Outside Housing Spring Free Length . . . . . . . . . . . . . . . . . 36.0 mm (1.42 in.)
Lubricants
Lubricant brand equivalency chart for all season agricultural transmission hydraulic oil:
BRAND Imperial Oil Shell Texac Amoco Petro-- Exxon Mobil

Esso Canada
SPECIFICATION Hydraul 56 Donax TD TDH 2016 (USA) Duratran 424
01055 (Can)
8-71

HYDRAFLOW HYDRAULIC SYSTEM S Pump Troubleshooting
TROUBLESHOOTING S Implement Valve Troubleshooting
Operate the machine and observe the problem.
S Quick Coupler Troubleshooting
Match the problem to one of the headings on the
following troubleshooting flowcharts. When S Implement Cylinder Does Not Extend / Retract
formatted in steps, be sure to follow the
systematic step-by-step instructions in the chart S Detent Does Not Release
to correct the problem. Follow all instructions and S Detent Does Not Engage
testing procedures carefully.
S Implement Flow Cannot Be Adjusted
S Overall System Troubleshooting
S Control Lever Difficult/Impossible to Move
S Total Flow / HYDRAFLOW Operation
Troubleshooting S Slow Implement Lift While Operating Air
Seeders
8-72
Overall HydraFlow System Troubleshooting

System Does Not Operate Detent setting too low Adjust detent setting
or Stops Operating
Low Pressure Stand-By pres- Set LPSB to 21 bar (300 PSI)
sure too high (LPSB)
High Pressure Stand-By pres- Set HPSB to 200 bar
sure too low (HPSB) (2900 PSI)
Can’t set LPSB or HPSB
Inspect compensator
Sense circuit faulty
Check sense hoses and valve
secondary shuttles
Excessive pump wear
Perform “Implement Pump
Isolation Test”
System Operates Hot Valve restriction Check Total Flow
Detent setting too high Adjust detent setting
Relief valve not relieving Check “Relief Valve Setting”
pressure
Refer to Pump Trouble-shoot-
Pump overheating ing
System Oil is Foamy Air leak in hoses or Check for leaks throughout the
connections system
Cavitating pump Refer to Pump Trouble-shoot-
ing
Suction screen obstruction Remove and clean screen
Improper oil grade Replace oil in reservoir
8-73
Total Flow / HYDRAFLOW Operation Troubleshooting

HydraFlow Won’t Turn On Load sense line restriction Check load sense lines
PO valve not operating Perform “PO Valve Signal Test”
Priority valve spool stuck Remove and inspect valve
Secondary shuttles stuck Inspect shuttles
HydraFlow Stays On When PO valve not operating Perform “PO Valve Signal Test”
Not Needed
Priority valve spool stuck Remove and inspect
implement priority valve
Inadequate HydraFlow System Leaks in hoses or Check for leaks throughout the
Flow - connections system
Follow this test sequence, in
Charge pressure low Perform “Implement Pump
order, for a thorough diagnosis,
Charge Pressure Test”
and recheck Total Flow after
each step Low pressure stand-by Perform “Low Pressure
set incorrectly Stand-By Setting Test”
High pressure stand-by Perform “High Pressure
set incorrectly Stand-By Setting Test”
Internal pump leak Perform “Case Drain Flow
Test”
HydraFlow load sense signal Perform “PO Valve Signal Test”
not correct
Excessive pump wear Perform “Implement Pump
Isolation Test”
Steering pump output poor Perform “Steering Pump Ca-
pacity Test” (Sec. 9)
Steering priority valve Perform “Steering Priority
Valve Flow Test” (Sec. 9)
Implement priority valve If HydraFlow flow is still poor,
remove and inspect implement
priority valve
Valve flow range wrong Perform “Implement Valve
Flow Range Test”
Internal valve leak Perform “Implement Valve
Leakdown Test”
Relief valve not relieving Perform “Relief Valve Setting
Test”
8-74
Implement Piston Pump Troubleshooting

Noisy Pump (Cavitation) Oil too heavy Change to proper viscosity
Oil filter plugged Clean or replace filters
Suction line plugged Clean suction line
Noisy Pump Caused Oil supply low Top up reservoir
by Aeration
Air leaking into suction Check suction line and tighten
line fittings
Foamy oil / Improper oil grade Replace oil in reservoir
Overheating Oil supply low Top up reservoir
Oil in system too light Refill reservoir with proper
weight oil
Internal leak Perform “Case Drain Flow”
Test
Aeration of oil from leak Check suction line and tighten
fittings
Inadequate Pressure Internal leak Perform “Case Drain Flow”
Test
Flow compensator spool stuck Remove and inspect
open compensator
Flow compensator spring weak Remove and inspect
or broken compensator
Loss of flow compensator Check signal line and
signal connections for damage or
obstruction
Inadequate Flow Excessive internal leak Perform “Case Drain Flow”
Test
Flow compensator spool stuck Remove and inspect
open compensator
Flow compensator spring weak Remove and inspect
or broken compensator
Loss of flow compensator Check sense line and
signal connections for damage or
obstruction
Pump cavitation Refer to “Noisy Pump” above
8-75
Implement Valve Troubleshooting

Valve Won’t Stay Activated Detent setting too low Adjust detent setting
Detent balls, spring, or keeper Inspect and overhaul
damaged
Valve Won’t Stay Engaged in Detent balls, spring, or keeper Inspect and overhaul
Float damaged
Implement Settles Down Valve leakdown Perform “Implement Valve
Leakdown Test”
Noisy Detent setting too high Adjust detent setting
Spool not centered properly in Inspect and overhaul
its neutral position
(1/2″) Quick Coupler Troubleshooting

Oil Shoots Out Side When Normal operation for
Plugging Connector In 16 mm (1/2″)couplers
Difficult to Plug Into Coupler has dirt or Clean or overhaul coupler
contamination build up
Doesn’t Stay Connected Ball bearings worn Replace ball bearings
Leaks Seals worn Replace worn seals
Spring tension poor Overhaul coupler
(3/4″) Quick Coupler Troubleshooting

Difficult to Plug Into Coupler has dirt or Clean coupler thoroughly; or
contamination build up overhaul
Doesn’t Stay Connected Ball bearings worn Replace ball bearings
Sleeve spring tension poor Replace spring
Leaks Seals worn Replace worn seals
Valve spring worn Replace valve spring
8-76
Implement Cylinder Does Not Extend / Retract

PRETEST PROBABLE CAUSE AND
STEP INSTRUCTIONS TEST RESULT CORRECTION
1. Engine Running. Check Other Other See “System Does Not Operate”
Implement Implements in the “Overall System
Valves For Do Not Work. Troubleshooting” table.
Proper
Operation. Other Go to next step.
Implements
Operate
Correctly.
2. Engine Running. Attempt To Implement Check valve section primary and
Extend Pump Stays in secondary shuttles for blown O
Implement. Low Pressure ring or stuck shuttle ball. Repair,
Standby. replace as necessary.
Implement Go to next step.

Pump Goes to
High Pressure
Standby.
3. Engine Off. Check Implement Adjust or repair implement.
Implement For Binding.
Restrictions or
Binding Implement Go to next step.
Problems. Free of
Restrictions
and Binding.
4. Disconnect Perform Total Test Fails Repair implement valve section.
Implement. Flow/
Implement Tests Are Go to next step.
Pump Output Acceptable.
Test.
5. Engine Off. Check Hoses, Repair hoses or connections.
Implement Connections
Hoses and Have Binding,
Connections Crimps, or
For Crimping, Other
Binding, Obstructions.
Obstructions.
Hoses and Problem is with implement.
Connections Repair.
Okay.
8-77
Detent Does Not Release

1. Engine Running. Perform Detent Detent operating correctly.
“Detent Kick- Pressure
out Pressure” Adjusted.
Adjustment
Procedure in Unable to Go to next step.
this Section. Properly
Adjust Detent
Pressure.
2. Engine Off. Back Detent Detent Remove detent assembly from
Adjustment Releases. valve section. Inspect for worn
Screw Out or damaged parts. Repair or re-
Several Turns. place as necessary.
Start Engine
and Place Im- Detent Does Detent adjustment poppet stuck,
plement Con- Not Release. probably because of overheat-
trol Lever in ing. Remove detent assembly
the Detent from valve. Repair or replace as
Position. necessary.
NOTE: Holding the control le-
ver in the detent position after
the cylinder has reached its
fully extended or retracted
position will cause the hy-
draulics to generate excessive
heat and will damage the det-
ent assembly.
Detent Does Not Engage

1. Engine Running. Perform Detent Detent operating correctly.
“Detent Kick- Pressure
out Pressure” Adjusted.
Adjustment
Procedure in Unable to Go to next step.
this Section. Properly
Adjust Detent
Pressure.
2. Engine Off. Screw Detent Detent Detent adjustment spring broken
Adjustment Engages. or weak. Replace detent adjust-
Screw All the ment spring.
Way In. Start
Engine and Detent Does Remove detent assembly from
Place Imple- Not Engage. valve section. Inspect for worn
ment Control or damaged parts. Repair or re-
Lever in the place as necessary.
Detent Posi-
tion.
8-78
Implement Flow Can Not Be Adjusted

1. Implement Control Attempt To Flow Can Be NOTE: The flow control lever
Lever In Neutral. Adjust Flow. Adjusted. is difficult to move while the
implement valve is actuated.
Cannot Adjust Go to next step.

Flow.
2. Engine Off. Follow Imple- Cable Correct.
ment Flow Controls Are
Control Mixed Up.
Cables To
Valve Sections Cable Control Go to next step.
For Correct Goes To the
Connections. Correspond-
ing Valve
Section.
3. Engine Off. Loosen Flow Control Replace flow control cable and
Setscrew at Cables adjust in this section.
the Flow Binding.
Control Cable
Connector Flow Control Go to next step.
and Operate Cable Moves
the Flow Freely.
Control Lever
in the Cab and
Check For
Binding.
4. Engine On. Manually Turn Flow Can Be Adjust flow control cable as de-
Flow Control Adjusted scribed in this section. Make
Adjustment Manually. sure setscrew is tight against the
Shaft at the flow control shaft.
Valve.
Flow Cannot Remove flow control spool from
Be Adjusted valve section. Inspect for broken
Manually. spring or binding spool. Repair
or replace as necessary.
Control Lever Difficult/ Impossible To Move

1. Engine Off. Check Control Linkage is Adjust control linkage as
Linkage For Binding. described in this section.
Binding.
Linkage is Not Remove implement valve
Binding. section. Check control spool for
binding, scoring, or other
damage. Repair or replace as
necessary.
8-79
SYSTEM TESTING
Always perform these tests in the order
presented. Each test in this section builds on the
previous test. Each test starts with the
assumption that the previous tests were
performed and achieved satisfactory results.
TEST #1 - Implement Pump Charge Pressure Test
TEST #2 - Low Pressure Stand-By Test
TEST #3 - High Pressure Stand-By Test
TEST #4 - Case Drain Flow Rate Test
TEST #5 - Total Flow / HydraFlow Output Test
TEST #6 - Pilot Operated Valve Signal Test
TEST #7 - Implement Pump Isolation Test
TEST #8 - Implement Valve Flow Range Test
TEST #9 - Implement Valve Leakdown Test
TEST #10 - Hydraulic System Relief Valve Test
WARNING: BEFORE BEGINNING ANY 5 1

TESTING, INSTALL THE ARTICULATION 4
LOCK PIN IN THE FRAME OF THE TRACTOR,
APPLY THE PARKING BRAKE, SHIFT THE
RANGE LEVER TO NEUTRAL AND CHOCK
THE TRACTOR WHEELS. BE SURE ALL THE
SHIELDS ARE BACK IN PLACE BEFORE
RUNNING EACH TEST.
2
WARNING: WEAR EYE PROTECTION
DURING ALL HYDRAULIC TESTS. WEAR 3
GLOVES WHEN HANDLING TEST HOSES AS
HOT OIL OR OIL UNDER PRESSURE CAN
BURN OR PENETRATE SKIN CAUSING
SEVERE INJURY. Figure 8-61
Equipment Required:
ID Tool # Qty. Description
1. BLR200238 1 Flow Meter - with at least 190 L/min (50 GPM) capacity
2. PL 1 Return Flow Meter Hose - 140 x 17.5 mm (6′ x 3/4″), one end
adapted to flow meter, one end standard 1/2″ male coupler
3. PL 1 Pressure Flow Meter Hose - 40 x 17.5 mm (6′ x 3/4″), one end
adapted to flow meter, one end pigtailed to two standard 11.7
mm (1/2″) male couplers
4. OEM1212 1 Multi-Gauge with 1.12 m (4′) hose and fitting to mate with 1/4 F
NPT coupler
5. PL 1 Pressure Gauge Quick Connect Coupler (1/4 F NPT x 1/4″)
coupler, suggested part - Parker Bruning #SM-251-4FP)
8-80
1 10 11
12
2 5
8 6
5
7
14
3 4 9 13 15 16
Figure 8-62
Equipment Required:
ID Tool # Qty. Description
1. PL 1 Connector (1/2 M NPT x 9/16-18 M JIC) for Case Drain
Rate testing
2. OEM1680 1 Portable Flow Meter 0-40 L/min (0-10 GPM range) for
Case Drain Rate testing
3. PL 1 Bushing (1/2 M NPT x 3/8 F NPT) for Case Drain Rate
testing
4. PL 1 Adapter (3/8 M NPT x 9/16-18 F JIC SW) for Case Drain
Rate testing
5. PL 3 Quick Connector Nipple (1/4 F NPT x 1/4″ nipple,
suggested part - Parker Bruning #SM-252-4FP)
6. PL 1 Adapter (9/16-18 F JIC SW x 1/4 M NPT) for Pump
Charge Pressure testing
7. PL 1 Reducer (1 1/16-12 F JIC x 9/16-18 M JIC) for Pump
8. PL 1 Reducer (1 5/16-12 F JIC x 1 1/16-12 M JIC) for Pump
9. BLR20208 1 Tee (1 5/16-12 M JIC x 1 5/16-12 F JIC SW x 1 5/16-12 M
JIC) for Pump Charge Pressure testing
10. BLR20088 1 Plug (7/16-20 M JIC) for LPSB and Pump Isolation
testing
11. BLR20083 1 Cap (7/16-20 F JIC) for Pump Isolation testing
12. PL 1 Elbow (9/16-18 M JIC x 9/16-18 M ORB) for Case Drain
Rate testing
13. BLR20140 1 Connector (7/16-20 M JIC x 3/8-24 M ORB) for Stand-By
Pressure testing
14. PL 2 Adapter (7/16-20 FJIC SW x 1/4 M NPT) for Stand-By
Pressure, Relief Valve, and PO Valve Signal testing
15. BLR20084 1 Tee (7/16-20 M JIC x 7/16-20 F JIC SW x 7/16-20 M JIC)
for Relief Valve test at PO valve
16. BLR20087 1 Connector (7/16-20 M JIC x 9/16-18 M JIC) for hydraulic
System Relief Valve test
8-81
Test #1 - Implement Pump Charge Pressure

Test 1

2
3. Connect a flow meter to two implement valve
sections as follows. Attach the pigtailed inlet
hose, 1, to the retract, or top, couplers of two
sections. Attach the outlet hose, 2, to one of
the extend couplers.
Figure 8-63
4. Connect the pigtailed hose to the inlet side, 1,

of the flow meter. Connect the hose from the
extend coupler to the outlet side, 2, of the
flow meter. Open the load valve on the flow
meter completely.
2
IMPORTANT: Be sure the flow from the
retract couplers connects to the inlet side of
the flow meter and that the outlet of the flow
meter is connected to the extend coupler,
otherwise the flow meter may be damaged.
1
Figure 8-64
5. Set the flow control adjustment, 1, on the two

implement sections to maximum flow. The
1
maximum flow position is achieved by
rotating the flow control stem fully
counter-clockwise so that the stem roll pin
contacts the roll pin driven into the valve
body. To reach this position it will be
necessary to unsnap the flow control cable,
2, and remove the bellcrank from the end of
the valve stem. 2
Figure 8-65
8-82
6. Place an oil pan under the hydraulic filter

fitting, 1 - the system will drain about a pint of
oil. Remove the implement pump charge
line, 2, from the hydraulic filter fitting.
1 2
Figure 8-66
7. Install a large tee, 1, (BLR20208) in between
the hydraulic filter fitting, 2, and the implement
pump charge line, 3. Install the reducer, 4,
([PL] 1 5/16-12 F JIC x 1 1/16-12 M JIC) and
reducer, 5 ([PL] 1 1/16-12 F JIC x 9/16-18 M 3
JIC). Install the adapter, 6, ([PL] 9/16-18 F JIC 1
SW x 1/4 M NPT) and quick connect nipple, 7
([PL] 1/4 F NPT x 1/4″ nipple).
8. Install the pressure gauge hose on the 4
nipple. Route the hose of the pressure gauge
out to the left side of the tractor, to be easily 5
read with the side shield closed. Close the 2
6
engine side shield.
7
9. Start the engine and let the tractor idle at
1000 RPM. From the moment the tractor is Figure 8-67
started, the pressure gauge on the
implement pump charge line should show a
positive pressure. A tractor with a correctly
operating hydraulic system should always
have at least 0.5 - 1.0 bar (8 - 15 PSI) in the
implement pump charge line.
10. Move the implement control valve to the
retract position to circulate the hydraulics.
The hydraulic system should warm quickly to
over 50° C (122° F). After several minutes,
check the charge line pressure at 1000 RPM,
1500 RPM, 2000 RPM, and Wide Open
Throttle. Compare the readings to the
readings in the chart.
Typical Charge Wide Open
Readings 1000 RPM 1500 RPM 2000 RPM Throttle
HydraFlow Charge Pres- 2.4 bar (35 PSI) 3.4 bar (50 PSI) 4.3 bar (63 PSI) 4.8 bar (70 PSI)
sure
If the pressure readings are not close to the typical 11. Remove all fittings and gauges and reinstall
readings, perform a Steering Pump Capacity Test the hoses and tighten securely.
as described in Section 9 - Steering.
8-83
Test #2 - Low Pressure Standby Test (LPSB)

the articulation lock. 1
3. Remove the LPSB port plug, 1, directly
opposite the LPSB adjusting screw (closest
to pump).
Figure 8-68
4. Install a connector, 1, (BLR20140) into the

flow compensator valve port. Install an
adapter, 2, ([PL] 7/16-20 F JIC SW x 1/4 M 3
NPT) and a quick connect nipple, 3 ([PL] 1/4
F NPT x 1/4″ nipple).
5. Locate the load sense signal line, 4, on the 2
1
side of the compensator valve. Disconnect
the load sense line, 5, from the elbow.
4
5
Figure 8-69
6. Place a cap, 1, ([PL] 7/16-20 F JIC) on the

load sense line and leave the elbow in the
compensator valve open.
IMPORTANT: All remote valve functions
must remain in neutral to check the LPSB
setting on the pump.
7. Close the engine side shield and start the 1

engine. Do not activate any remote valve
functions. Increase engine speed to 2100
RPM. In this condition the pump is in low
pressure standby and the gauge should read
20.7 - 22.4 bar (300 - 325 PSI).
Figure 8-70
8-84
8. If the pressure does not meet specifications,

adjust the flow adjusting screw, 1, on the low
pressure compensator until the gauge reads
20.7 - 22.4 bar (300 - 325 PSI).
9. Remove the fitting, hose, and gauge from the
pump and reinstall the plug in the
compensator valve port. Replace the
protective caps on the adjusting screws.
Reinstall the load sensing line on the elbow
fitting on the compensator.
Figure 8-71
8-85
Test #3 - High Pressure Standby Test

3. Remove the LPSB port plug, 1, directly

opposite the LPSB adjusting screw (closest
to pump)
Figure 8-72
4. Install a connector, 1, (BLR20140) into the

flow compensator valve port. Install an
adapter, 2, ([PL] 7/16-20 FJIC SW x 1/4 M 3
NPT) and a quick connect nipple, 3 ([PL] 1/4
F NPT x 1/4″ nipple). Connect the pressure
gauge. 1 2
5. Close the left hand engine side shield and
start the engine. Increase the engine speed
to 2100 RPM.
6. Activate a remote valve lever that is not
connected to an implement, dead heading
the valve section against its coupler. In this 4
condition the pump is in high pressure
standby and the gauge should read 197 - 200 Figure 8-73
bar (2850 - 2900 PSI).
7. If the pressure does not meet specifications,

adjust the pressure adjusting screw, 4, on the
compensator valve until the gauge reads 197
- 200 bar (2850 - 2900 PSI).
NOTE: 200 bar (2900 PSI) is the maximum
pressure setting for the implement pump.
Do not set the pump above this reading.
8. Remove the fitting, hose, and gauge from the

pump and reinstall the plug in the
compensator valve port. Replace the
protective caps on the adjusting screws.
8-86
Test #4 - Case Drain Flow Rate Test
1. Park the tractor on a level surface, steer the 1

2
3. Remove the case drain hose, 1, from the 45
degree fitting on the implement pump, 2.
Figure 8-74
4. Remove the 45 degree fitting, 1, from the

implement pump.
Figure 8-75
5. Install a 90 degree elbow fitting, 1, (9/16-18

M JIC x 9/16-18 M ORB) in the implement
pump.
NOTE: The 90 degree elbow fitting is
necessary to allow the pump to connect
to the case drain line back to the
reservoir.
1
Figure 8-76
8-87
6. Install an adapter, 1, ([PL] 3/8 M NPT x 3/8 F

NPT) and bushing, 2 ([PL] 1/2 M NPT x 3/8 F 1
NPT). 2
7. Attach a small hydraulic flow meter, 3, 3
(OEM1680) to the bushing.
8. Install the connector, 4, ([PL] 1/2 M NPT x 4
9/16-18 M JIC) and the case drain hose, 5, on
the end of the flow meter.
9. Make sure there is no load on the system.
Disconnect all implement coupler
attachments.
5
10. Start the engine and set the throttle to 2100
RPM. The case drain flow should be Figure 8-77
approximately 5.7 liters/min (1.5 GPM).
11. Hold an implement valve lever in the full

retract position to put the system in high
pressure stand-by. The flow rate should be
no more than 11.4 liters/min (3.0 GPM). If
either rate is high, remove and overhaul the
pump.
12. Remove all fittings and reinstall the

components removed according to the test
procedure.
8-88
Test #5 - Total Flow / HydraFlow Output Test

2
3. Connect a flow meter, 1, to two implement
valve sections. Attach the pigtailed inlet
hose, 2, to the retract couplers of the gray
and tan sections. Attach and the outlet hose,
3, to the gray extend coupler.
1
Figure 8-78
4. Connect the pigtailed hose to the inlet side, 1,

of the flow meter. Connect the hose from the 1
extend coupler to the outlet side, 2, of the
flow meter. Open the load valve on the flow
meter wide open.
retract couplers connects to the inlet side of
the flow meter and that the outlet of the flow 2
meter is connected to the extend coupler,
otherwise the flow meter may be damaged.
NOTE: If you cannot pigtail the flow meter

hose, use two flow meters and add the
flow rates.
Figure 8-79
5. Set the flow control adjustment, 1, on the

gray and tan implement sections to
maximum flow. The maximum flow position is 1
achieved by rotating the flow control stem
fully counter-clockwise so that the stem roll
pin contacts the roll pin driven into the valve
the valve stem.
2
6. Start the tractor and move the remote levers
for the gray and tan circuits to the retract
position.
7. Bring the engine speed to 2100 RPM and Figure 8-80
record the total flow. Compare your result to
the chart below. If you are using two flow
meters, add the two flow rates together.
8-89
Model Engine Mounting HydraFlow Test Flow
2240 C8.3 Tandem 155 - 170 l/min

(41 - 45 GPM)
2270/2310 M11 Tandem 155 - 170 l/min
(41 - 45 GPM)
2290/2335/2375 QSM11 Tandem 155 - 170 l/min
(41 - 45 GPM)
2360/2425 N14 Tandem 170 - 190 l/min
(46 - 50 GPM)
If the total flow is poor, suspect the following

components, in this order:
S Pilot Operated Valve Signal - see Pilot

Operated Valve Signal Test below.
S Implement Pump - see Implement Pump
Isolation Test below.
S Steering Pump - see Steering Pump
Capacity Test in Section 9 - Steering.
S Steering Priority Valve - see Priority Valve
Flow Rate Test in Section 9 - Steering.
S Implement Priority Valve - remove and
inspect as described in this section.
8. Remove the flow meter from the valve
sections.
8-90
Test #6 - Pilot Operated Valve Signal Test

1
3. Connect a flow meter, 1, to two implement
2
valve sections. Attach the pigtailed inlet
hose, 2, to the retract couplers of the any two
sections. Attach the outlet hose, 3, to the one
of the extend couplers. Open the load valve
on the flow meter wide open.
retract coupler is connected to the inlet side Figure 8-81
of the flow meter and that the outlet of the
flow meter is connected to the extend
coupler, otherwise the flow meter may be
damaged.
NOTE: If you cannot pigtail the flow meter

hose, use two flow meters.
4. Set the flow control adjustment on one of the

implement sections to about half full flow
(about 15 GPM). Set a second section flow
control to maximum flow. The maximum flow
position is achieved by rotating the flow
control stem fully counter-clockwise so that
the stem roll pin contacts the roll pin driven
into the valve body. To reach this position it
will be necessary to unsnap the flow control
cable, 1, and remove the bellcrank from the
end of the valve stem. 1
Figure 8-82
5. Remove the hose, 1, from the elbow fitting, 2, 1

at Port #3 of the PO valve, 3.
19994914
Figure 8-83
8-91
6. Install a small tee, 1, (BLR20084) in between

the PO valve fitting, 2, and the load sense
line, 3. Install an adapter, 4, ([PL] 7/16-20 F 5
JIC SW x 1/4 M NPT) and quick connect 3
nipple, 5 ([PL] 1/4 F NPT x 1/4″ nipple).
4
7. Install the pressure gauge on the nipple.
Route the hose of the pressure gauge out to 2
the left side of the tractor, to be easily read
with the side shield closed.
8. Start the engine and increase the speed to
2100 RPM. 1
9. Check the pressure gauge - there should be 20000592
no pressure.
Figure 8-84
10. Move the half-flow control lever to the retract
position. Check the pressure gauge - there
should still be no pressure at the PO valve.
11. Move the second, full-flow control lever to the

retract position. Initially, the pressure gauge will
indicate a reading of approximately 100 psi.
After a few seconds, the pressure will increase
to system pressure (what pressure it takes to
pump oil through the circuit and flow meter).
NOTE: The initial pressure reading of 100

psi is the PO valve opening and filling the
implement priority valve spool. After the
valve is filled, the pressure will stabilize to
system pressure.
12. De-activate the second control lever

(full-flow), back to neutral. The PO valve
pressure should slowly return to zero PSI.
13. If the PO valve checks out okay, but the flow

is still not correct, proceed to Test #7 -
Implement Pump Isolation Test.
If the total flow is still poor and the PO valve

signal is good, suspect the following
S Implement Pump - see Implement Pump

Isolation Test below.
14. Remove all hoses and fittings and reinstall
the components removed to perform the test
procedure.
8-92
Test #7 - Implement Pump Isolation Test

3. Connect a flow meter to the gray implement
section. Open the flow meter wide open.
pressure coupler is connected to the inlet
side of the flow meter and that the outlet of
the flow meter is connected to the return
Figure 8-85
damaged.

gray implement section to maximum flow.
The maximum flow position is achieved by
rotating the flow control stem fully counter-
clockwise so that the stem roll pin contacts
the roll pin driven into the valve body. To
reach this position it will be necessary
to unsnap the flow control cable, 2, and
remove the bellcrank from the end of the
valve stem.
Figure 8-86
5. Remove the hose, 1, from the fitting, 2, at

Port #4 of the PO valve, 3.
Figure 8-87
8-93
6. Screw a plug, 1, (BLR20088) into the signal

line hose, 2. Screw a cap, 3, (BLR20083) 2
onto the elbow fitting, 4. 3
2100 RPM. 4
8. Move the gray control lever to the retract

position and record the flow rate. Compare
the flow rate to the chart below. 1
20000593
Figure 8-88
Isolated Pump
Model Engine Mounting Flow Rate
2240 C 8.3 Tandem 87-95 l/min
(23-25 GPM)
2270/2310 M 11 Tandem 87-95 l/min
(23-25 GPM)
2290/2335/2375 QSM 11 Tandem 87-95 l/min
(23-25 GPM)
2360/2425 N 14 Tandem 102-114 l/min
(27-30 GPM)
If the implement pump results are good and the

total flow is still low, suspect the following

9. Remove all hoses and fittings and reinstall
the components removed to perform the test
procedure.
8-94
Test #8 - Implement Valve Flow Range Test

3. Connect a flow meter, 1, to one implement
valve section. Attach the inlet hose, 2, to the
retract coupler and the outlet hose, 3, to the
extend coupler. Open the load valve on the
flow meter completely.
1
IMPORTANT: Be sure the flow from the 3
retract coupler is connected to the inlet side
of the flow meter and that the outlet of the Figure 8-89
damaged.

implement section to maximum flow. Rotate
the flow control completely counter-
clockwise, to its fully open position. The 1
maximum flow position is achieved by
rotating the flow control stem fully
counter-clockwise so that the stem roll pin
2, and remove the bellcrank from the end of 2
the valve stem.
2100 RPM.
6. Move the control lever to the retract position Figure 8-90
and record the flow rate. If the maximum flow
rate is low, perform the Implement Valve
Leakdown Test.
8-95
7. Stop the engine. Set the flow control

adjustment, 1, on the implement section to
minimum flow. Rotate the flow control 1
completely clockwise, to its minimal flow
position. The minimum flow position is
achieved by rotating the flow control stem
fully clockwise so that the stem roll pin
the valve stem. 2

2100 RPM.
Figure 8-91
9. Move the control lever to the retract position
and record the flow rate.
10. Compare the flow rates to the chart below. If
the maximum flow rate is low, perform the
Implement Valve Leakdown Test. If the
maximum flow rate is low or the minimum
flow rate high, remove and inspect the valve
section.
Maximum Minimum
Model Engine Mounting Flow Rate Flow Rate
All Sections All Sections
2240 C 8.3 Tandem 98-114 L/min 0-11 L/min
(26-30 GPM) (0-3 GPM)
2270/2310 M 11 Tandem 98-114 L/min 0-11 L/min
(26-30 GPM) (0-3 GPM)
2290/2335/2375 QSM 11 Tandem 98-114 L/min 0-11 L/min
(26-30 GPM) (0-3 GPM)
2360/2425 N 14 Tandem 98-114 L/min 0-11 L/min
(26-30 GPM) (0-3 GPM)
11. Remove the flow meter from the valve

sections.
8-96
Test #9 - Implement Valve Leakdown Test
Note: The following procedure is intended as

a basic method of determining the leakdown
rate of individual valve sections. Exact
leakdown rates cannot be determined with
the valve still mounted on the tractor. This
test is intended to give a general idea of the
condition of the internal components of each
valve section.

2. Install the articulation lock.
3. Operate the hydraulic system of the tractor
until the oil temperature is above 50° C (122°
F).
4. Turn the tractor off and place all implement
valve control levers in the neutral position.
5. Fill a hydraulic hand pump (such as a
“porta-power” pump), 1, with clean hydraulic
oil. Install a male hydraulic tip into the coupler
to be tested. 2
6. Connect the hand pump to the coupler, 2, to

be tested.
3
7. Pump the hydraulic hand pump, 3, to a
pressure of 69 bar (1000 PSI).
8. Raise the handle all the way and apply a
constant pressure to the pump to keep the
pressure at or above 69 bar (1000 PSI). 1
S Blue With PO Check Valve Extend
Coupler - On a blue pilot operated check Figure 8-92
valve extend coupler, there should be no
leakdown. If the pump handle moves,
replace the pilot operated check valve at
the “B” work port.
S All Other Valve Sections - On all other
implement valve couplers, a minimal
leakdown is acceptable. The handle will
move as the valve leaks slightly. Let the
handle compress the pump completely
before raising the handle again. If the
valve needs more than three pumps in
one minute, the leakdown is excessive -
remove and overhaul the valve section as
9. Remove the hand pump and fitting from the
coupler tested.
8-97
Test #10 - Hydraulic System Relief Valve Test

tractor straight and set the parking brake.
3. Remove the hose, 1, from the elbow fitting, 2, 3 1

at Port #3 of the PO valve, 3. Remove the
hose, 4, from the connector fitting, 5, at port
#4 on the valve.
NOTE: The PO valve, 3, is located under 2
the top edge of the left hand frame rail at
the front of the tractor. The air bleed valve,
6, is mounted to the bottom face of the PO
valve. 4
5
6
19994914
Figure 8-93
1
4. Install a connector fitting, 1, (7/16-20 M JIC x
9/16-18 M JIC) into the load sense signal
hose, 2, which was connected to port #4 on
the PO valve.
19995012
Figure 8-94
8-98
5. Install a small tee, 1, (BLR20084) in between

the PO valve fitting, 2, and the load sense
line, 3. Install an adapter, 4, ([PL]) 7/16-20F 5
JIC SW x 1/4 M NPT) and quick connect
nipple, 5, ([PL] 1/4 F NPT x 1/4I nipple). 2
4
Install the Quad-Gauge onto the quick attach
nipple.
6. Route the gauge and hose upward above the

frame so it can be read from the left hand side
of the tractor with the side shield closed.
Close the side shield and start the tractor.
Allow the tractor to reach an engine speed of
3
2100 RPM. 1
7. Activate a remote valve lever and dead head
the valve section against the coupler. The
gauge should read 183 - 186 bar (2650 -
19995013
2700 PSI). This is the implement priority
valve relief valve pressure setting. Figure 8-95
NOTE: It may take a short time for the PO
valve to react to the dead head condition
of the hydraulic system. The implement
pump will go to high pressure stand-by
(HPSB) first, then the gauge will read
pressure as the implement priority valve
activates.
CAUTION: DO NOT GO UNDER THE

TRACTOR WHILE IT IS RUNNING. ALL
ADJUSTMENTS TO THE IMPLEMENT
PRIORITY VALVE MUST BE MADE WITH
THE ENGINE OFF AND THE PARKING
BRAKE SET.
8. If the implement priority valve reading is not

correct, the valve must be adjusted. Remove
the hose, 2, and fitting from the “T” port on the
implement priority valve, 1. 1
9. Adjust the allen head screw inside the “T”

port of the valve. To increase the pressure,
turn the screw clockwise and turn it
counterclockwise to decrease the pressure.
10. Reassemble the fitting and hose to the 2
priority valve port and repeat the test until the
reading is correct.
Figure 8-96
8-99
HYDRAULIC SYSTEM TESTING WORKSHEET

TEST TEST DESCRIPTION ACTUAL RESULTS SPECIFIED RESULTS
(Engine Size)
1 Implement Pump Charge Pres- 1000 RPM: _______ bar 2.4 bar
sure Test - Warm _______ PSI 35 PSI
WOT: _______ bar 4.8 bar
_______ PSI 70 PSI
2 Low Pressure Stand-By Test _______ bar 20.7 - 22.4 bar
_______ PSI 300 - 325 PSI
3 High Pressure Stand-By Test _______ bar 197 - 200 bar
_______ PSI 2850 - 2900 PSI
4 Case Drain Flow Rate Test WOT: _______ l/min. < 5.7 l/min.
_______ GPM < 1.5 GPM
HPSB: _______ l/min. < 11.4 l/min.
_______ GPM < 3.0 GPM
5 Total Flow / HydraFlow C 8.3/M 11: _______ l/min. 155 - 170 l/min.
Output Test - 2100 RPM _______ GPM 41 - 45 GPM
N 14: _______ l/min. 174 - 190 l/min.
_______ GPM 46 - 50 GPM
6 Pilot Operated Valve Signal _______ pass see text
Test _______ fail
7 Implement Pump C 8.3/M 11: _______ l/min. 87 - 95 l/min.
Isolation Test _______ GPM 23 - 25 GPM
N 14: _______ l/min. 102 - 114 l/min.
_______ GPM 27 - 30 GPM
8a Implement Valve Flow Range ALL: _______ l/min. 98 - 114 l/min.
Test - Maximum _______ GPM 26 - 30 GPM
8b Implement Valve Flow Range ALL: _______ l/min. 0 - 11 l/min.
Test - Minimum _______ GPM 0 - 3 GPM
9 Implement Valve Leakdown
Test ALL: _______ pumps / min. < 4 pumps / min. @ 1000 PSI
10 Hydraulic System Relief Valve _______ bar 183 - 186 bar

Test _______ PSI 2650 - 2700 PSI
8-100
ADJUSTMENTS
DETENT KICKOUT PRESSURE SETTING
ADJUSTMENTS
WARNING: ONLY ADJUST THE SCREW

WHEN THE REMOTE CONTROL LEVERS
ARE IN NEUTRAL AND THE TRACTOR
ENGINE IS OFF.
Adjust the detent kickout pressure when the

implement valve handle in the cab kicks out
repeatedly when activating a circuit. This
happens when a hydraulic circuit operates at a
higher pressure than the detent setting.

3. Connect a flow meter, 1, across the
implement valve section you want to check or
adjust. Attach the inlet hose, 2, to the retract 2
coupler and the outlet hose, 3, to the extend
coupler. Open the load valve on the flow
1
meter wide open.
retract coupler is connected to the inlet side
of the flow meter and that the outlet of the
damaged.
3
2100 RPM.
Figure 8-97
5. Move the implement valve control lever to the
retract position.
6. Close the loading valve on the flow meter
slowly until the flow meter reaches 69 bar
(1000 PSI). Operate the hydraulic system of
the tractor until the oil temperature is above
50° C (122° F).
7. Close the loading valve on the flow meter
slowly and record the pressure at which the
lever kicks out of the detent position. The
factory pressure release detent setting is 155
bar (2250 PSI).
8-101
8. To adjust the detent kickout pressure setting:

S Turn the engine off and move the valve
control lever to neutral.
S Loosen the locknut, 1, on the detent
adjustment screw, 2, located in the valve
detent housing. 1
S Turn the adjustment screw, 2, clockwise

to increase the setting and counter-
clockwise to decrease the setting. 2
Figure 8-98
FLOW CONTROL CABLE ADJUSTMENT

Due to linkage restraints of the individual flow
control cables, 1, the in-cab flow control of the 2
valve sections cannot reach the full adjustment
range of 8 to 114 l/min (2 to 30 GPM). Tractors are
manufactured with the linkage set up to cover a
span of 30 - 87 l/min (8 - 23 GPM). If the operator
wishes to change the adjustment range covered,
complete the following procedure.

1
2. Remove the key from the ignition and install 19994936
Figure 8-99
3. To change the range of the flow control knob,

unsnap the swivel joint, 1, and unscrew the 2
setscrew, 2, on the drivelink.
4. Reposition the drivelink on the valve control 1
adjustment stem to achieve the desired
range. The maximum flow is when the
adjustment stem is fully counterclockwise;
minimum is fully clockwise.
5. When the drivelink position gives the desired
range, add thread locking compound to the
threads of the setscrew and tighten securely.
6. Snap the cable back onto the drive link.
NOTE: It can be difficult to tighten the Figure 8-100
setscrew on the drive link because of
interference with the control cable
bonnets above the flow control stems.
Rotate the flow control stem clockwise
enough to be able to tighten the set
screw.
8-102

DRAINING AND REFILLING THE
HYDRAULIC RESERVOIR
parking brake.
2. Let the tractor run and warm up to normal
operating temperature to warm up the
hydraulic system.
3. Collapse all external remote cylinders and
three-point hitch cylinders. Place the
implement valve control levers, 1, in neutral. 1
4. Stop the engine, remove the key from the
ignition and install the articulation lock.
NOTE: The capacity of the reservoir is

approximately 76 liters (20 gallons). Be
sure the container is large enough to hold
all of the oil which will drain. Have
adequate drain pans and floor dry 19994936
available.
Figure 8-101
5. Remove the drain plug, 1, on the bottom of

the hydraulic reservoir and completely drain
the reservoir. Screw the drain plug back in
and tighten securely.
19994915
Figure 8-102
8-103
THIS PAGE INTENTIONALLY LEFT BLANK
8-104
6. Remove the filler cap, 1, and add about 76

liters (20 US gallons) of hydraulic oil. See
equivalency chart in specification section.
Figure 8-103
7. Check the sight glass, 1, on the right front of

the reservoir. The oil should be between the
“ADD” and “FULL” lines. To see the sight
glass, raise the right side front hood.
8. Screw the filler cap on. Restart the tractor
and check for leaks. Extend any remote 1
mounted cylinders or three-point hitch
cylinders and recheck the oil level. Top up, if
necessary.
19994916
Figure 8-104
8-105
HYDRAFLOW HYDRAULIC HOSE 8. Load sense line - manifold to implement

REPLACEMENT valve assembly
S Park the tractor on a level surface and set the 9. Load sense line - PO valve to implement
parking brake. priority valve
S Remove the key from the ignition and install 10. Load sense drain line - PO valve to reservoir
11. Steering pump suction
S Replace hydraulic hoses by simply removing
and replacing the hose, making sure to route 12. Steering pump pressure
the hose in the identical fashion as the one
you removed. Also be sure to reuse the 13. Steering flow supply - implement priority
straps and P clips that are taken off the valve to manifold
tractor during removal of a hose.
14. Steering flow supply - manifold to implement
If the hose replacement requires removing valve assembly
the hose manifold, refer to the Hose Manifold
Removal, Inspection and Installation section 15. Implement valve return line - implement
below. valve assembly to manifold
S All the hoses are rubber hoses, and are 16. Implement valve return line - manifold to
identified as follows: hydraulic filter
1. Implement pump suction (filter to pump) 17. Zero return line - to manifold
2. Implement pump case drain 18. Zero return line - manifold to reservoir
3. Implement pump pressure - pump to
manifold 19. Steering priority valve tank line - to
implement priority valve
4. Implement pump pressure - pump to PO
valve 20. Implement priority valve tank line - to
reservoir
5. Implement pump pressure - manifold to
implement valve assembly 21. Steering cooler to filter line
6. Load sense line - compensator to manifold 22. Implement cooler feed line - filter to cooler
7. Load sense line - compensator to PO valve
23. Implement cooler return line - to reservoir
24. Implement priority valve return line - to

steering cooler
8-106
Figure 8-105
8-107
NOTE: Hydraulic hoses from the front cooler

pass through a plate in the right front of the
tractor frame. Take care to route the hoses in
the same fashion as they were removed.
A. Steering - Priority valve to cooler return

B. Steering - Cooler to filter line
C. Transmission - Trans return line
D. Transmission - Cooler to trans filter line
E. Implement - Cooler to reservoir line
F. Implement - Filter to cooler return 10998112
G. From condenser Figure 8-106
H. To receiver/dryer
Hoses 1 and 2 are used on 2360 and 2425
models equipped with a Celect electronic engine.
Hose 1 is the fuel cooler return line and hose 2 is
the fuel cooler supply line.
8-108
HOSE MANIFOLD
Removal

1
3. Identify the hoses going into the rear of the
hose manifold, 1.
IP. Implement Pump Supply O
S
S. Sense SP
IP R
R. Return
O. Zero Return 2
SP. Steering Pump Supply

4. Unscrew the rear hose connections, 2, from Figure 8-107
the hose to the manifold fitting.
5. Remove any tie straps as necessary to move
hoses aside and out of the way.
6. Loosen the front hose connections, 1, at the
manifold fittings. Remove the outside two on
each side, and leave the middle fitting
attached. The middle fitting must be removed
after the manifold has been separated from
the frame.
Figure 8-108
7. Remove the top U ring, 1, and set aside the 1

cables and electric wire covering.
Figure 8-109
8-109
8. Remove the side bolts, 1, securing the

manifold to the frame. Retain the washers, 2,
for reassembly. 1
1 2
9. Remove the last, middle hose, 3, from the 3
2
manifold fitting.
Figure 8-110
Inspection
1. Check that the manifold, 1, is not bent or

deformed in any way. 1
Figure 8-111
2. Check that the manifold bracket, 1, is not

bent and does not interfere with the fittings. 1
The fittings should fit exactly perpendicular to
the manifold.
3. Remove the fittings from the manifold. Check
that the fitting holes are not damaged.
2
Figure 8-112
8-110
Installation
1. Attach the manifold fittings, 1, to the hoses

with the welded or fast end toward the hose.
Tighten all the fittings completely.
Figure 8-113
2. Place the manifold, 1, in place on the frame.

Route the flow control cable, 2, or cables,
under the manifold and out of the way of the S O
hoses in front of the manifold. Route the rest 3
1
of the cables over the manifold. SP
3. Slide the hose fittings, 3, through the
manifold.
IP. Implement Pump Supply
IP
R
S. Sense
R. Return
2
O. Zero Return
SP. Steering Pump Supply Figure 8-114
4. Install the top U ring loop, 1, over all the

cables on top of the manifold. Tighten
securely.
1
Figure 8-115
8-111
5. Install the bolts, 1, and washers, 2, on the

manifold and tighten the nuts securely.
1
1 2
2
Figure 8-116
6. Install the rear hex nuts, 1, on the fittings and

tighten securely. Hold the front hose fitting, 2,
in place while tightening the rear hex nut.
Begin with the middle fitting and work out to
the ends.
1 2
Figure 8-117
7. Install the hoses in the same configuration as

they were removed.
IP. Implement Pump Supply
S. Sense
R. Return O
S
O. Zero Return SP
SP. Steering Pump Supply IP R
8. Replace or install any tie straps that are
needed to keep the cables secure.
Figure 8-118
8-112
FLOW COMPENSATOR
Removal

parking brake.
3
3. Remove the load sense signal line, 1, from
the side of the compensator valve. Remove
the elbow, 2, from the compensator. 2
4. Remove the four allen head screws, 3, 1

securing the compensator to the pump and
remove the compensator, O ring, and gasket.
Figure 8-119
Disassembly
4
IMPORTANT: Do not mix the parts from the flow 3 2
and pressure compensator assemblies.
1. Remove the protective caps, 1, from the

compensator.
2. Remove the adjustment locking nuts, 2, and
the allen head adjustment screws, 3. Count
and record the number of turns it takes to
remove the adjustment screws, to refer to on 3 2
reassembly. 1
3. Unscrew the pressure adjustment cap, 4.

Figure 8-120
4. Remove the large spring, 1, pivot cap, 2, and

pressure compensator spool, 3.
5. Remove the flow adjustment cap, 4. 3
2
1
Figure 8-121
8-113
6. Remove the small spring, 1, spring pivot, 2,

and flow compensator spool, 3.
3
2
1
Figure 8-122
7. Remove the small spring follower, 1, from the

flow adjustment cap, 2, and the large spring 1 2
follower, 3, from the pressure adjustment
cap, 4.
3
4
Figure 8-123
8. Remove the end plugs, 1, and O rings.
Figure 8-124
8-114
Inspection
1. Inspect the compensator springs for any

breaks, cracks or bends. The free length of
the pressure compensator spring, 1, is 40.1
mm (1.58 in.) when new. The free length of
the flow compensator spring, 2, is 19.5 mm
(0.77 in.) when new. If a spring is damaged,
replace it. 2
1
Figure 8-125
2. Clean all of the parts in cleaning solvent and

lubricate parts and O rings with hydraulic oil.
1
3. Inspect the machined surfaces of the
pressure compensator spool, 1, and flow
compensator spool, 2, for scoring, nicks, or
3 4
4. Inspect the spool pivots, 3, and followers, 4,
for any obvious damage.
Figure 8-126
5. Flush the interior passages, 1, of the

compensator body with a cleaning solvent
and blow dry with air. Inspect the internal 2 1
spool passages for wear or scoring. Replace 3
the compensator if there is any noticeable
scoring.
6. Inspect the gasket plate, 2, for damage.
Inspect the end plugs, 3, for any wear or
damage. Replace as necessary.
3
Figure 8-127
8-115
Reassembly
1. Install the end plugs, 1, with O rings.
Figure 8-128
2. Install O rings, 1, on the spring followers, 2,

and insert the followers into the pressure 1
2 4
adjustment cap, 3, and the flow adjustment
cap, 4. Make sure the flat end goes into the
caps first.
2
1 3
Figure 8-129
3. Install the small spring, 1, pivot cap, 2, and

flow compensator spool, 3, into the small,
lower port of the compensator body. Make
sure the spool has three raised surfaces in
the middle, as shown.
3
2
1
Figure 8-130
8-116
4. Install the flow adjustment cap, 4, in the lower

port of the compensator.
5. Install the large spring, 1, pivot cap, 2, and
pressure compensator spool, 3, into the 3
large, upper port of the compensator body. 2
Make sure the spool has two raised surfaces 1
in the middle, as shown.
Figure 8-131
6. Screw in the pressure adjustment cap, 4.

7. Install the allen head adjustment screws, 3. 4
Refer to the number of turns each took during 3 2
disassembly and use the numbers as a
reference. Install the adjustment locking
nuts, 2.
8. Install the protective caps, 1, over the
adjusting nuts.
1 3 2
Figure 8-132
Installation
1. Replace the small O ring, 1, on the back of

the compensator.
Figure 8-133
8-117
2. Place the gasket, 1, in place over the screw

holes on the implement pump. Both sides of
the gasket are the same, and the holes will
line up correctly as long as the screws go
through the screw holes. 1
Figure 8-134
3. Place the compensator in position and install

the four allen head screws, 3, securing the
compensator to the pump.
4. Install the load sense port elbow, 2, onto the
compensator. Install the load sense signal
line, 1, onto the elbow.
Figure 8-135
8-118
IMPLEMENT PUMPS
Notice the configuration of the hydraulic pumps
on the left side of the engine. The steering pump
mounts on the back of the implement pump in a
tandem configuration. The engine drives the
implement pump, which in turn drives the
steering pump.
Model Mount BUHLER VERSATILE Part # (Supplier #)

2240 Tandem 86014409 (70453-RBG)
2270/2290/2310/2335/2375 Tandem 86000721 (70453-LBA)
2360/2425 Tandem 86002047 (70453-RAW)
NOTE: The last two letters of the

manufacturer’s part number are not always
essential. The last two letters can change
with slight modifications in manufacturing.
8-119
IMPLEMENT PUMP
Removal
1. Park the tractor on a level surface and set the 3

parking brake.
2
3. Place an oil pan under the hydraulic pumps
to catch dripping oil. 1
4. Remove the Steering Pump as described in
Section 9 - Steering.
5. Remove the suction hose, 1, and the Figure 8-136
compensator sense line, 2. Remove the
discharge pressure hose, 3, and the case
drain hose, 4.
Cap the hoses and plug the ports in the pump
to reduce spills and prevent foreign material
from entering the lines or pump.
6. Remove the mounting bolts, 1, attaching the

pump to the auxiliary drive.
7. Slide the pump off the auxiliary drive, remove
from the tractor and place on a clean work
area. Protect the drive shaft splines to
prevent damage.
1
Figure 8-137
8. On 2240 models remove the O ring from the

recess, 1, on the engine at the pump
mounting pilot.
19993748
Figure 8-138
8-120
NOTE: 2270, 2290, 2310, 2335, and 2375

tractors use a gasket next to implement
2
pump, 1. 2360 and 2425 tractors use a
gasket, metal spacer, 2, and gasket next
to the pump. The spacer is a Buhler
Versatile Inc. supplied part (not part of
cummins engine).
1
Figure 8-139
Disassembly
1
1. Remove the gasket, 1, from the face of the
pump housing.
2. Remove all the fittings, 2, from the pump.
2
Figure 8-140
3. Clean the outside of the pump housing.

Remove the O ring on the mating gasket.
4. Remove the flow compensator, 1, by
unscrewing the four allen head bolts, 2.
2 2
Figure 8-141
8-121
5. Clamp the pump in a vise with the pump

housing and backplate facing upward.
Remove the four capscrews, 1, securing the
pump backplate, 2. Tap the backplate loose
1
with a plastic mallet. Lift the pump backplate
straight up to separate it from the pump 2
housing.
Figure 8-142
6. Remove the control piston, 1, and control

piston spacer, 2, from the backplate, 3.
1
NOTE: Not every implement pump has a
control piston spacer. The control piston
spacer determines the exact 2
displacement of the pump. Be sure to 3
replace the spacer during reassembly to
make the pump operate as designed.
Figure 8-143
7. Remove the pump housing from the vise and

hold it upright, with one hand on the rotating
group, 1, and one hand on the pump housing, 1
2. Flip the pump over making sure to hold the
rotating group in place.
Figure 8-144
8-122
8. After flipping the pump, carefully slide the

rotating group assembly, 1, with pistons off
the shaft, 2. Use a slight rotational movement
to help keep the pistons, spider, and spider
pivot with the rotating group.
1
2
Figure 8-145
9. Mark the location of one of the piston

slippers, 1, relative to one of the piston bores,
2, in the block. The pistons and bores 5
establish a wear pattern under normal
conditions - this pattern should be preserved
on reassembly to ensure continued proper 3
operation.
10. With a slight rotational motion, remove the
spider, 3, together with the pistons from the
piston block, 4. Catch the spider pivot, 5, if it 1
falls from the spider. Keep the pistons in the 4
spider until pump Inspection. 2
Figure 8-146
CAUTION: PISTON BLOCK SPRING IS

HIGHLY COMPRESSED. ONLY
DISASSEMBLE THE BLOCK IF THE
SPRING OR INTERNAL PINS ARE
DAMAGED. TO DISASSEMBLE, FULLY
COMPRESS THE SPRING BEFORE
REMOVING THE SNAP RING AND
RELEASE SLOWLY.
1
11. Turn the pump over with the shaft, 1, end up, 3
and rest the pump housing on two wood
blocks. Remove the retaining ring, 2, holding
the shaft seal, 3, in place. Remove the shaft
from the housing by tapping the backplate
end of the shaft with a wooden or plastic 2
mallet.
Figure 8-147
8-123
12. Remove the shaft seal, 1, and washer, 2,

from the shaft.
13. Remove the snap ring, 3, holding the thrust

washers and thrust bearing on the shaft.
3
2
1
Figure 8-148
14. Remove the thrust washers, 1, and thrust

bearing, 2, from the shaft. Remove the
second snap ring, 3, from the shaft. 1
3
2
Figure 8-149
15. Remove the snap rings, 1, from the sides of

the pump housing.
Figure 8-150
8-124
16. Remove the trunnion covers, 1, O rings, 2,

bearings, 3, and inner races, 4.
4
3
2
1
Figure 8-151
17. Slide the camplate, 1, to one side and 1

remove the camplate from the pump
housing, 2. The two camplate pivot bearings
are a loose fit in the housing - they do not
have to be tight.
Figure 8-152
18. Remove the spring collar, 1, and the

camplate control spring, 2, from the pump
housing.
Figure 8-153
8-125
Inspection
NOTE: The cost of pump components can
sometimes be a substantial percent of the
total pump cost. If major internal pump
components are noticeably damaged,
consider the cost of replacing the whole
pump. Replacing internal components may
not always make the pump like new, and the
limited additional service life may not warrant
the expense.
with compressed air. 3
4
2. Inspect the backplate flat surface for scoring,
pitting and wear. If a scratch on the main
wear surface, 1, can be felt with a fingernail,
or exceeds 0.038 mm (0.0015 in.), replace
the backplate. This surface is case- 5
hardened and cannot be machined. 1
It is essential that no oil can travel between
the two kidney ports, 2. One kidney port
carries the suction oil and the other kidney
port carries the pressure oil. If oil can travel
across this plate, the pump’s ability to build 2
pressure drops severely.
Make sure the piston guide orifice, 3, is clear. Figure 8-154
Blow air through the orifice to check the
orifice. Or place the control piston over the
guide and move the piston up and down. If
the control piston is difficult to move, the
passage is restricted - clean the passage
with cleaning solvent.
Inspect the piston guide surface, 4, for nicks
or scoring. If the guide is scored, replace the
backplate.
Inspect the needle bearing, 5, in the
backplate assembly. If the needles have
excessive play or fall out of the bearing cage,
replace the backplate.
2
3. Check the piston block for damage and wear.
Inspect the inside of the piston bores, 1, for
scoring or contamination. If there is any
scoring inside the bore, replace the rotating
assembly. 1
Inspect the three pins, 2, for damage. If the

pins are bent or uneven, replace the rotating
assembly. 2
Figure 8-155
8-126
CAUTION: PISTON BLOCK SPRING IS

HIGHLY COMPRESSED. ONLY
DISASSEMBLE THE BLOCK IF THE
SPRING OR INTERNAL PINS ARE
DAMAGED. TO DISASSEMBLE, FULLY
COMPRESS THE SPRING BEFORE
REMOVING THE SNAP RING, AND
RELEASE THE SPRING SLOWLY.
4. Inspect the back of the piston block for

damage and wear. The flat surface, 1, that
contacts the backplate should be smooth
and free of grooves. If a scratch can be felt
1
with a fingernail, or exceeds 0.038 mm
(0.0015 in.), replace the rotating assembly.
Figure 8-156
5. Inspect the outer diameter of the pistons, 1,

for wear, scoring, and damage. Replace the
rotating assembly if any damage or wear is
evident. 3
NOTE: Avoid removing more than one

piston at a time to inspect. The pistons
and bores establish a wear pattern under
normal conditions - this pattern should
be preserved on reassembly to ensure 2
continued proper operation.
The slippers, 2, should have a bit of play in

1
the piston ball ends. If slippers are
excessively loose, replace the rotating
assembly. Figure 8-157
Inspect the bottom, 3, of the slippers for

excessive wear. The flat surface that
contacts the camplate should have no
obvious gouges. The slippers should not
have noticeably rounded edges - this
indicates prolonged high pressure stand-by
operation. If the slippers are not in
satisfactory condition, replace the rotating
assembly.
8-127
6. Check that the spider, 1, is flat, not cracked,

and not excessively worn. There should be
some wear at the place where the slippers 2
ride the spider, 2. Any wear under 1/16″ at 1
this location is acceptable.
Figure 8-158
7. Inspect the pump shaft for fretting in spline

areas, 1. The splines can show uniform wear
across the teeth, but not more then 0.13 mm
(0.005 in.) wear on either side of any 1 2 1 3 1
individual tooth.
Inspect the gear shaft at the bearing journal
and shaft seal areas, 2, for rough surfaces
and excessive wear. Light wear can be
removed with fine abrasive cloth. Grooves
that can be felt with a fingernail warrants
shaft replacement. 4
Inspect the spider pivot, 3, for cracks or

scores. The spider pivot should be smooth
and show no signs of wear. There should not Figure 8-159
be more then 0.254 mm (0.010 in.) radial
movement when the spider turns on the shaft
splines. Replace if necessary.
Mate the shaft with the engine auxiliary drive

and rotate it back and forth. There should not
be more then 0.254 mm (0.010 in.) radial
movement. Replace if necessary.
On tandem mounted pumps, find the coupler,

4, that connects the implement pump shaft to
the steering gear pump. Inspect the outer
diameter for any signs of wear and damage.
If there is any noticeable wear, the pumps
were mounted incorrectly - make sure to
mount the pumps correctly on reinstallation.
8-128
8. Inspect the camplate, 1, for scoring or

flaking. The polished slipper surface, 2, 1
3
should show no signs of scoring, but there
should be a noticeable worn slice area, 3.
This worn area shows the normal wear from
the operating pressure differences inside the 4 2
pump. If the camplate is scored on the wear
surface, replace it.
Inspect the trunnion arms, 4, for excessive 7
wear. Replace if necessary. 8
5
Inspect the nose, 5, of the control piston. A
small amount of wear is acceptable. Replace 6
the control piston if the nose is worn down.
Inspect the spacer, 6, for cracks or damage. Figure 8-160
NOTE: Not every implement pump has a

spacer determines the exact
displacement of the pump. Be sure to
replace the spacer during reassembly to
make the pump operate as designed.
Check the camplate control spring, 7, for any

breaks, cracks, or bends. The free length of
the control spring is 61.2 mm (2.41 in.) when
new. If the spring is compressed, replace it.
Inspect the spring collar, 8, for excessive

9. Inspect the thrust bearing, 1, and thrust

washers, 2, for damage and wear. Replace if 2
necessary.
Inspect the trunnion needle bearings, 3. If the
needles have excessive play or fall out of the 1
bearing cage, replace the bearing. 3 4
Inspect the trunnion inner races, 4, for
excessive wear. Replace if necessary.
Figure 8-161
8-129
10. Inspect the needle bearing, 1, in the pump

housing, 2. If the needles have excessive 2
play or fall out of the bearing cage, replace
the pump housing. 1 3
Inspect the washer and seal area, 3, around
the shaft. Any scores or gouges in the seal
area will produce a leak. Replace the
housing, if necessary.
Figure 8-162
11. Push through the end of the check valve, 1,

with a screwdriver to compress the check
valve spring. If the spring compresses the 1
check valve is okay. If the spring doesn’t
compress, replace the check valve.
Figure 8-163
Reassembly
1. Lubricate the pump components, seals and

O rings with clean hydraulic oil.
2. Install the camplate control spring, 1, and the
spring collar, 2, into position inside the pump
housing.
Figure 8-164
8-130
3. Slide the camplate, 1, into the pump housing,

2, with the camplate tongue, 3, resting on the 1
spring collar and the side trunnions fitting into
the side bearing holes.
2
3
Figure 8-165
4. Install the camplate bearing, 1, over the

camplate trunnion arm, 2, and into the
housing. The numbering, 3, on the bearing 1
should face outward and the chamfered
inner diameter of the race should face
inward.
3
Figure 8-166
5. Install the bearing race, 1, O ring, 2, trunnion

cover, 3.
3 1
2
Figure 8-167
8-131
6. Install the snap ring, 1, over the trunnion

cover. Repeat Steps 4 - 6 for the other
trunnion arm.
Figure 8-168
7. Install the first snap ring, 1, in the groove, 2,

on the shaft. Install one thrust washer, 3, the
thrust bearing, 4, and the second thrust 5 4 3
6 1 2
washer, 5, onto the shaft. Install the second
snap ring, 6, in the shaft’s other groove.
Make sure the snap rings are fully seated in
the grooves.
Figure 8-169
8. Insert the shaft, 1, into the pump housing.

Install the shaft washer, 2, and shaft seal, 3,
in the housing. 1
2
3
Figure 8-170
8-132
9. Install the snap ring, 1, into the groove in the

pump housing. Make sure the snap ring is
fully seated in the groove.
Figure 8-171
10. If the piston block assembly was

disassembled, reassemble by compressing 1
and installing the pin keeper, 2, into the block,
1. Install the three pins, 3, in the special 2
grooves, with the head end first into the 3
4
block. 5
4
11. Install the first washer, 4, spring, 5, and 6
second washer, 4, in the piston block.
Compress the spring and install the snap
ring, 6.
Figure 8-172
12. Install the pistons, 1, spider, 2, and spider 3 1

pivot, 3, into the piston block, 4, matching the
piston slipper, 5, marked during disassembly
with the marked bore, 6. Make sure the 2
spider pivot has the curved side up and is
resting evenly on the pins.
4
5
6
Figure 8-173
8-133
13. Hold the pump housing with the open end

with shaft facing down. Slide the rotating
group assembly, 1, over the shaft and into the
pump housing.
Figure 8-174
14. Flip the pump housing, 1, over while holding

the rotating group, 2, in place. Be careful to
keep the pistons, spider, and spider pivot in
place in the piston block. Make sure the
piston slippers contact the camplate.
1
Figure 8-175
15. Clamp the pump in a vise with the open end

1
of the pump facing upward.
16. Place a gasket, 1, on the pump housing. A

silicone gasket eliminator is NOT an
acceptable replacement.
Figure 8-176
8-134
17. Install the piston spacer, 1, and the control

piston, 2, on the backplate guide, 3.
NOTE: Not every implement pump has a 2

spacer determines the exact
displacement of the pump. 1
3
Figure 8-177
18. Place the backplate on the pump and install

the four capscrews, 1. Tighten the
capscrews to 39 N⋅m (29 ft. lbs.).
19. Rotate the drive shaft to be sure the pump 1

turns freely.
Figure 8-178
20. Attach the compensator, 1, with gasket, to

the pump. Tighten the four compensator
mounting bolts, 2, to 15 N⋅m (11 ft. lbs.).
2 2
Figure 8-179
8-135
21. Attach all the fittings, 1, to the pump.
Figure 8-180
22. Make sure the arrow, 1, on the check valve

points away from the pump. Serious damage
to the pump would result if the check valve is
installed backwards.
Figure 8-181
Installation
2 1
1. Be sure that the mounting face of the pump,
1, and the engine auxiliary drive are clean
and flat. Apply a small amount of gasket
sealer to the gasket. Install the gasket, 2, on
the pump.
Figure 8-182
8-136
2. On 2240 models install an O ring into the

recess, 1, on the engine at the pump
mounting pilot.
19993748
Figure 8-183
3. On 2270, 2290, 2310, 2335, and 2375

models clean the mating surfaces and apply
a small amount of gasket sealer. Install a 1
gasket and intermediate mounting plate, 1.
4. On 2360 and 2425 models clean the mating
surfaces and install a small amount of gasket
sealer to the gasket, spacer and second
gasket. Install the spacer between the
gaskets. Install the gaskets and spacer
between the engine and pump.
Figure 8-184
5. Position the pump, 1, so that the splines of
the drive shaft engage the splines of the
engine auxiliary drive.
6. Install the two capscrews, 2, and tighten to 54
N⋅m (40 ft. lbs.).
2 1
Figure 8-185
8-137
7. Install the suction hose, 1, and the

compensator sense line, 2. Install the 4
discharge pressure hose, 3, and the case
drain hose, 4.
3
8. Install the steering pump as detailed in
Section 9 - Steering.
2
Figure 8-186
IMPLEMENT VALVE
Removal
1. Completely lower all implements so that they

will not fall when the hoses are disconnected
at the implement valve.
the articulation lock. Do not drain the 1
4. Make sure all of the remote valve control
levers in the cab are in their neutral positions.
5. Place an oil pan under the valve to catch
dripping oil.
6. Remove the shield that covers the implement
valve on the rear frame of the tractor by
loosening the four bolts, 1, that hold it in
place.
Figure 8-187
7. Identify the main supply and return lines

connected to the valve - Implement Pump
Supply, 1, Valve Return, 2, Load Sense, 3,
and Steering Pump Supply, 4. 1
4
Figure 8-188
8-138
8. Remove the hose connections of the

implement pump supply, 1, valve return, 2,
and load sense, 3. Cap the hoses and move
them out of the way. 1
Figure 8-189
9. Remove the steering pump supply hose

connection, 1. Cap the steering pump supply
fitting.
1
Figure 8-190
10. Identify all the hoses going to the remote

couplers as “Front” and “Rear” for each valve
section. Write directly on the hose - the valve
sections from left to right are Blue, Green,
Tan, and Grey.
11. Identify the control cable bonnets the same

way, as Blue, Green, Tan, and Gray.
Figure 8-191
8-139
12. Remove all the hose connections, 1, at the

valve. 1
Figure 8-192
13. Loosen the bonnet locknuts, 1, and unscrew

the locknuts off the cable threads completely.
1
14. Remove the bonnet clamp screws, 2, and
unscrew the bonnets, 3.
3
IMPORTANT: Count the number of turns it
takes to completely unscrew the bonnet off of
the control cable. Record this number (on the 2
bonnet, if possible) for reference during
reassembly.
Figure 8-193
15. Loosen the jam nut, 1, on the clevis and drive

out the roll pin, 2, that connects the clevis and
valve spool end.
Figure 8-194
8-140
16. Unsnap the flow control cables, 1, from the

front of each valve assembly. Remove the
bellcrank, 2, from each implement valve flow
control stem. A small set screw, 3, holds the
bellcrank to the stem. Make certain to mark
the bellcrank to ease in the installation
procedure.
2
3
1
Figure 8-195
17. Remove the two mounting bolts, 1, that

1
attach the implement valve to the rear frame.
Remove the implement valve from the
tractor.
Figure 8-196
18. Identify the valve sections, 1, as they are on

the tractor, from left to right - Blue, Green, 2
3
Tan, Gray.
3
19. Remove all the port fittings, 2, from the top of
the valve. Remove the supply and return
fittings, 3, and load sense fitting, 4, from the
end cap ports.
Remove and inspect the 0.032” orifice in the

load sense port of the inlet end cap. 1 4
Figure 8-197
8-141
20. Turn the valve on its end and unscrew the

locknuts, 1, on the end of the three long tie
studs. Remove the end cap, 2. 2
Figure 8-198
21. Remove each section, one at a time, until the

valve is completely separated into sections. 1
Remove all O rings, 1, and shims, 2, on each 1
valve section.
Figure 8-199
22. When the valve is completely apart, remove

all O rings and shims and clean each section
thoroughly. Each section must be clean
before individual section disassembly.
CAUTION: DO NOT MIX PARTS

BETWEEN SECTIONS.
Figure 8-200
8-142
STANDARD VALVE
Blue, Green, Tan
Disassembly 2
1. Remove the three allen screws, 1, securing
the detent housing to the valve body.
Remove the detent housing, 2, from the
valve body.
Figure 8-201
2. The main control spool, 1, normally comes

out of the valve body when removing the
detent housing, 2. Remove the large O ring,
3, from the detent housing. Remove the two
small O rings, 4, from the detent housing.
1 2
3
4
Figure 8-202
3. Remove the main control spool, 1, from the

detent housing, 2.
1
Figure 8-203
8-143
4. Compress the control spring, 1, to remove

the detent bullet, 2.
Figure 8-204
5. Place the spool end, 1, in a vise, 2, and hold 3

the spring in place while unscrewing the
spool stem, 3. Hold the spring down, as it will
release when the stem is unscrewed.
IMPORTANT: Do not clamp the spool on any
machined surface. Any mark or score on a
machined surface will cause the valve to leak
and affect operation.
1
2
CAUTION: THE CONTROL SPRING IS
UNDER TENSION, AND WILL RELEASE
WHEN THE STEM IS UNSCREWED. BE Figure 8-205
SURE TO HOLD THE SPRING IN PLACE
OR WEAR EYE PROTECTION.
6. Retain all the pieces of the spring assembly -

the spacer washer, 1, the two end brackets,
2, the spring, 3, and the stem, 4.
2
1 2
3
Figure 8-206
8-144
7. Drive the flow control pin, 1, out of the flow

control adjustment stem.
8. Unscrew the flow control valve nut, 2,
completely.
Figure 8-207
9. Remove the flow control piston, 1, the two

springs, 2, and the pin, 3, from the valve
body.
2
1
3
2
Figure 8-208
10. Remove the adjustment stem, 1, from the

nut, 2. Remove the O ring, 3, and backup 5
ring, 4, from the stem. Remove the O ring, 5, 2
from the nut.
3 4
Figure 8-209
8-145
11. Remove the flow control sleeve, 1, from the

valve body.
Figure 8-210
12. Remove the O ring seals, 1, from the valve

body at either end of the main control spool
passage. 1 1
Figure 8-211
13. Loosen the secondary shuttle screw, 1, on

the bottom of the valve body.
Figure 8-212
8-146
14. Remove the secondary shuttle screw, 1, from

Figure 8-213
15. Remove the secondary shuttle ball, 1, from

the valve body. Be careful not to lose this ball.
Figure 8-214
16. Loosen the primary shuttle screw, 1, on the

side of the valve body.
Figure 8-215
8-147
17. Remove the primary shuttle assembly, 1, on

the side of the valve body.
Figure 8-216
18. Strip the O rings, 1, and seals, 2, from the

secondary shuttle and primary shuttle.
Figure 8-217
19. Loosen the detent adjustment nut, 1. Count

the number of turns it takes to remove the
detent adjustment screw, 2. Refer to this
number during reassembly.
NOTE: The detent assembly can be 1

rebuilt, but replacing the assembly as a
unit is preferred over replacing individual
parts.
Figure 8-218
8-148
20. Remove the detent pintle assembly, 1, from

the detent housing, 2. Use a dental pick to
2
pull on the pintle, or apply air pressure on the
opposite orifice to force the pintle off its seat.
Figure 8-219
21. Separate the detent pintle assembly to its

parts - pintle, 1, spring, 2, washer, 3, O ring,
4, backup ring, 5, and case, 6.
1 2 6
3 4 5
Figure 8-220
22. Apply pressure to the detent cover, 1, and

remove the snap ring, 2, holding the detent
spring and piston in place. 1
2
CAUTION: THE DETENT SPRING IS

WHEN THE SNAP RING IS LOOSE. BE
SURE TO HOLD THE COVER AND
SPRING IN PLACE OR WEAR EYE
PROTECTION.
Figure 8-221
8-149
23. Remove the detent cover, 1, O ring, 2, and

detent spring, 3, from the detent housing.
3 2 1
Figure 8-222
24. Remove the detent piston, 1, eight ball

bearings, 2, and washer, 3, from the detent
housing.
3 2 1
Figure 8-223
25. Remove the O rings, 1, and backup rings, 2,

from the detent piston, 3. 2 1 2
Figure 8-224
8-150
Inspection
2
1. Inspect the main control spool for any nicks,
scores, burrs on the machined surfaces, 1.
Any score that you can feel with a fingernail
requires valve replacement. Repair minor
damage by buffing with crocus cloth. If the
damage cannot be repaired by buffing, the
component must be replaced. 1 1
2. Inspect the valve body, 2, castings for cracks
or distortion.
3. Lube the control spool and insert it into the
valve. The spool should move freely through
the whole length of the valve.
Figure 8-225
4. Inspect the flow control piston for any nicks,

Replace the flow control parts if there is any 2
noticeable damage. 1
5. Inspect the flow control sleeve, 2, for any
nicks, scores, burrs on the machined
surfaces. Replace the flow control parts if
there is any noticeable damage.
6. Check the outside, 3, and inside, 4, flow
3 4
control springs for any breaks, cracks or
bends.
Figure 8-226
7. Check the main control spool spring, 1, for

any breaks, cracks or bends.
Figure 8-227
8-151
8. Inspect the primary shuttle, 1, for any

damage. Check for any nicks or scratches on
the seal area edges, 2. Replace, if
necessary. 2
9. Shake the primary shuttle back and forth in
your hand and listen for a rattle. If the shuttle
does not rattle, the shuttle is stuck and needs
replacing.
Figure 8-228
10. Inspect the detent piston for damage. Inspect

the edges, 1, of the seal areas for nicks and
scores. If there is any noticeable damage,
replace the piston.
11. Inspect the detent housing, 2, for any

obvious damage or excessive wear. Clean
1
the inside of the housing with a non-residue
cleaning solvent and dry thoroughly.
Figure 8-229
12. Check the detent spring, 1, for any breaks,

cracks or bends.
13. Inspect the control spool bullet, 2, for any

excessive wear. The edges, 3, where the
detent balls seat should not be dulled or
dented. Replace if necessary. 3
1 2
Figure 8-230
8-152
14. Inspect the detent pintle, 1, for any obvious
damage. Check the detent pintle spring, 2,
for any breaks, cracks or bends.
Figure 8-231
Reassembly
1. Insert the detent washer, 1, into the detent

housing, 2.
Figure 8-232
2. Place O rings, 1, and backup rings, 2, on the

detent piston, 3.
2 1 2
Figure 8-233
8-153
3. Apply petroleum jelly to the eight ball

bearings, 1, and insert the balls into the
detent housing.
2
4. Apply petroleum jelly to the detent piston, 2,
and insert the piston with the tapered end
down. Push the detent piston into the
housing until it sits on the ball bearings and
forces them into a circle in the middle.
Figure 8-234
5. When the detent piston is properly in place,

the eight ball bearings, 1, in the housing form
a tight circle.
Figure 8-235
6. Install an O ring, 1, in the detent housing,

insert the detent spring, 2, and position the
cover, 3, over the spring.
2 1 3
Figure 8-236
8-154
7. Apply steady pressure on the cover, 1, and fit

the snap ring, 2, into the groove in the
housing.
1
Figure 8-237
8. Assemble the detent pintle assembly - pintle,

1, spring, 2, washer, 3, O ring, 4, backup ring,
5, and case, 6.
1 2 6
3 4 5
Figure 8-238
9. Place an O ring, 1, and seal, 2, on the detent

pintle assembly, and insert the assembly into 3
the detent housing, 3, until it snaps into
place.
1 2
Figure 8-239
8-155
10. Screw in the detent adjustment screw, 1.

Refer to the number of turns recorded during
disassembly. Tighten the detent adjustment
nut, 2.
Figure 8-240
11. Place seals, 1, and an O ring, 2, on the

primary shuttle and screw the primary shuttle
into the valve body. Tighten to 14 N⋅m (10 ft
lbs).
1 2
Figure 8-241
12. Insert the secondary shuttle ball, 1, into the

bottom of the valve body.
Figure 8-242
8-156
13. Place a seal, 1, and an O ring, 2, on the

secondary shuttle screw, 3, and screw the
secondary shuttle screw into the valve body.
Tighten to 14 N⋅m (10 ft lbs). 2
1 3
Figure 8-243
14. Install the O ring seals, 1, in the groove on

both ends of the valve body in the main
control spool passage. 1 1
Figure 8-244
15. Insert the flow control sleeve, 1, into the valve

body with the throttling slot, 2, up. Make a
mark on the end top notch that lines up with
the throttling slot.
IMPORTANT: The throttling slot must face up 1 2

for proper operation. If the sleeve is inserted
incorrectly, the flow control will not operate.
Figure 8-245
8-157
16. Insert the flow control pin, 1, the narrow

spring, 2, and the wide spring, 3, into the flow
control valve sleeve.
2 1
3
Figure 8-246
17. Insert the flow control piston, 1, with the

orifice end, 2, facing out. Be careful not to
spin the sleeve inside when inserting the
piston. Check that the mark on the sleeve still
faces up inside the valve.
2 1
NOTE: The orifice end, 2, must face out
toward the flow control adjustment stem.
Figure 8-247
18. Place an O ring, 1, and backup ring, 2, on the 4

flow control adjustment stem, 3, and an O
ring, 4, on the nut, 5. 5
Notice that the pin hole, 6, aligns with the

stem end, 7.
3
1 2 6
7
Figure 8-248
8-158
19. Insert the adjustment stem, 1, and large hex

nut, 2, into the valve. The end of the
adjustment stem end, 3, fits into the notches, 2
4, on the sleeve. 3 4
1
Figure 8-249
20. Hold the stem, 1, in place while screwing the

nut, 2, completely down. Note that the pin
hole, 3, in the adjustment stem aligns with the 1
sleeve notches in the valve. If the hole, 3, in
the stem turns past the stop, 4, the sleeve
throttling slot will face incorrectly. Tighten the
hex nut to 68 N⋅m (50 ft lbs). 3
2
IMPORTANT: The throttling slot must face up
4
Figure 8-250
21. Insert the flow control pin, 1, into the flow

control adjustment stem, 2. The pin should
be centered across the flow control nut, and
should clear the valve body on both ends.
Check the pin by spinning the stem fully each
way.
Figure 8-251
8-159
22. Assemble the washer, 1, brackets, 2, and

control spool spring, 3, on the spool.
2
1 2
3
Figure 8-252
23. When assembling the control spool spring,

be sure the spacer washer, 1, fits over the
stem screw bracket, 2, next to the spool, 3. 1
Figure 8-253
24. Thread the stem screw, 1, into the main

control spool, 2, until snug. Place the spool 1
end in a vise, 3, and tighten the stem screw.

Figure 8-254
8-160
25. Compress the control spring, 1, to insert the

detent bullet, 2.
Figure 8-255
26. Insert the spring end of the main control

spool, 1, into the detent housing, 2. With a 2
quick, sharp impact, slip the spring end into
the detent housing.
Figure 8-256
27. Place the two small O rings, 1, on the end of 1

the detent housing, 2. Place a large O ring, 3, 2
around the spool orifice in the housing.
Figure 8-257
8-161
28. Apply hydraulic oil or petroleum jelly to the

machined surfaces, 1, of the main control
spool.
3
29. Slide the main control spool into the valve
body until the detent housing, 2, rests on the
valve body, 3. 1 2
Figure 8-258
30. Screw the three allen screws, 1, into the

detent assembly. Tighten the hex nut to 8
N⋅m (6 ft lbs).
2
31. Position the control spool, 2, in its neutral
position. In the neutral position, the control
spool should spin with little effort.
Figure 8-259
8-162
BLUE SECTION WITH PO CHECK

VALVE
Disassembly
2
1. Remove the three allen screws, 1, securing
the detent housing to the valve body.
Remove the detent housing, 2, from the
valve body.
Figure 8-260
2. The main control spool, 1, normally comes

out of the valve body when removing the
detent housing, 2. Remove the large O ring,
3, from the detent housing. Remove the two
small O rings, 4, from the detent housing.
4
1 3 2
Figure 8-261
3. Remove the main control spool, 1, from the

detent housing, 2.
1
Figure 8-262
8-163
4. Compress the control spring, 1, to remove

the detent bullet, 2.
Figure 8-263
5. Place the spool end, 1, in a vise, 2, and hold 3

the spring in place while unscrewing the
spool stem, 3. Hold the spring down, as it will
release when the stem is unscrewed.
1
2
CAUTION: THE CONTROL SPRING IS
WHEN THE STEM IS UNSCREWED. BE Figure 8-264
SURE TO HOLD THE SPRING IN PLACE
OR WEAR EYE PROTECTION.
6. Retain all the pieces of the spring assembly -

the spacer washer, 1, the two end brackets,
2, the spring, 3, and the stem, 4.
2
1 2
3
Figure 8-265
8-164
7. Drive the flow control pin, 1, out of the flow

control adjustment stem.
8. Unscrew the flow control valve nut, 2,
completely.
Figure 8-266
9. Remove the flow control piston, 1, the two

springs, 2, and the pin, 3, from the valve
body.
2
1 3
2
Figure 8-267
10. Remove the adjustment stem, 1, from the

nut, 2. Remove the O ring, 3, and backup 5
ring, 4, from the stem. Remove the O ring, 5, 2
from the nut.
3 4
Figure 8-268
8-165
11. Remove the flow control sleeve, 1, from the

valve body.
Figure 8-269
12. Remove the O ring seals, 1, from the valve

body at either end of the main control spool
passage.
1 1
Figure 8-270
13. Loosen the secondary shuttle screw, 1, on

1
Figure 8-271
8-166
14. Remove the secondary shuttle screw, 1, from

Figure 8-272
15. Remove the secondary shuttle ball, 1, from

the valve body. Be careful not to lose this ball.
Figure 8-273
16. Loosen the primary shuttle screw, 1, on the

side of the valve body.
Figure 8-274
8-167
17. Remove the primary shuttle assembly, 1, on

the side of the valve body.
Figure 8-275
18. Strip the O rings, 1, and seals, 2, from the

secondary shuttle and primary shuttle.
Figure 8-276
19. Loosen the detent adjustment nut, 1. Count

the number of turns it takes to remove the
detent adjustment screw, 2. Refer to this
number during reassembly.
NOTE: The detent assembly can be 1

rebuilt, but replacing the assembly as a
unit is preferred over replacing individual
parts.
Figure 8-277
8-168
20. Remove the detent pintle assembly, 1, from

the detent housing, 2. Use a dental pick to
pull on the pintle, or apply air pressure on the 2
opposite orifice to force the pintle off its seat.
Figure 8-278
21. Separate the detent pintle assembly to its

parts - pintle, 1, spring, 2, washer, 3, O ring,
4, backup ring, 5, and case, 6.
1 2 6
3 4 5
Figure 8-279
22. Apply pressure to the detent cover, 1, and

remove the snap ring, 2, holding the detent
spring and piston in place. 1
2
CAUTION: THE DETENT SPRING IS

WHEN THE SNAP RING IS LOOSE. BE
SURE TO HOLD THE COVER AND
SPRING IN PLACE OR WEAR EYE
PROTECTION.
Figure 8-280
8-169
23. Remove the detent cover, 1, O ring, 2, and

detent spring, 3, from the detent housing.
3 2 1
Figure 8-281
24. Remove the detent piston, 1, eight ball

bearings, 2, and washer, 3, from the detent
housing.
3 2 1
Figure 8-282
25. Remove the O rings, 1, and backup rings, 2,

from the detent piston, 3. 2 1 2
Figure 8-283
8-170
26. Remove the check valve assembly, 1, by

unscrewing the large hex nut that houses the 1
check valve.
Figure 8-284
27. Undo the check valve assembly by

unscrewing the allen head screw with an
allen head wrench, 1. Hold the valve center
piece in place with a screwdriver, 2.
2
Figure 8-285
28. Remove the O ring, 1, from the check valve

hex nut.
1
Figure 8-286
8-171
29. Remove the snap ring, 1, from the check

valve sleeve.
Figure 8-287
30. Remove the bracket, 1, from the valve

sleeve.
Figure 8-288
Inspection
1. Inspect the main control spool for any nicks, 2

Any score that you can feel with a fingernail
requires valve replacement. Repair minor
damage by buffing with crocus cloth. If the
damage cannot be repaired by buffing, the
component must be replaced.
2. Inspect the valve body, 2, castings for cracks 1
or distortion. 1
3. Lube the control spool and insert it into the

valve. The spool should move freely through
the whole length of the valve.
Figure 8-289
8-172
4. Inspect the flow control piston for any nicks,

Replace the flow control parts if there is any 2
noticeable damage.
1
5. Inspect the flow control sleeve, 2, for any
nicks, scores, burrs on the machined
surfaces. Replace the flow control parts if
there is any noticeable damage.
6. Check the outside, 3, and inside, 4, flow
control springs for any breaks, cracks or 4 3
bends.
Figure 8-290
7. Check the main control spool spring, 1, for

any breaks, cracks or bends.
Figure 8-291
8. Inspect the primary shuttle, 1, for any

damage. Check for any nicks or scratches on
the seal area edges, 2. Replace, if
necessary. 2
9. Shake the primary shuttle back and forth in
your hand and listen for a rattle. If the shuttle
does not rattle, the shuttle is stuck and needs
replacing.
Figure 8-292
8-173
10. Inspect the detent piston for damage. Inspect

the edges, 1, of the seal areas for nicks and
scores. If there is any noticeable damage,
replace the piston.
11. Inspect the detent housing, 2, for any

obvious damage or excessive wear. Clean
the inside of the housing with a non-residue
cleaning solvent and dry thoroughly. 1
Figure 8-293
12. Check the detent spring, 1, for any breaks,

cracks or bends.
13. Inspect the control spool bullet, 2, for any

excessive wear. The edges, 3, where the
detent balls seat should not be dulled or
dented. Replace if necessary. 3
1 2
Figure 8-294
14. Inspect the detent pintle, 1, for any obvious

damage. Check the detent pintle spring, 2,
for any breaks, cracks or bends.
Figure 8-295
8-174
15. Inspect the check valve seat area, 1, inside

the hex nut housing. There should be no
noticeable nicks or scratches. 2
16. Inspect the check valve spring, 2, for any 3
breaks, cracks, or bends.
1
17. Inspect the valve center, 3, where it contacts
on the valve seat. There should be minimal
wear. Inspect the outside of the valve sleeve, 4
4, for excessive wear. Replace if necessary.
Figure 8-296
18. Check that the bracket, 1, is not bent or

deformed in any way.
Figure 8-297
Reassembly
1. Insert the bracket, 1, into the valve sleeve

and install the snap ring, 2, into the check
valve sleeve. 1
Figure 8-298
8-175
2. Assemble the check valve components and

compress the spring, 1, to allow the valve
center piece, 2, to thread into the allen head
screw, 3.
2 1 3
Figure 8-299
3. Screw the allen head screw, 1, into the valve

center piece while holding the other center
piece in place with a screwdriver, 2. Hand
tighten completely.
2
Figure 8-300
4. Install an O ring, 1, onto the check valve hex

nut, 2.
Figure 8-301
8-176
5. Screw the check valve assembly, 1, into the

valve body, 2, by screwing the large hex nut 1
into the valve port. Tighten the hex nut to 53
N⋅m (39 ft lbs).
Figure 8-302
6. Insert the detent washer, 1, into the detent

housing, 2.
Figure 8-303
7. Place O rings, 1, and backup rings, 2, on the

detent piston, 3. 1
2 2
Figure 8-304
8-177
8. Apply petroleum jelly to the eight ball

bearings, 1, and insert the balls into the
detent housing.
2
9. Apply petroleum jelly to the detent piston, 2,
and insert the piston with the tapered end
down. Push the detent piston into the
housing until it sits on the ball bearings and
forces them into a circle in the middle.
1
Figure 8-305
10. When the detent piston is properly in place,

the eight ball bearings, 1, in the housing form
a tight circle.
Figure 8-306
11. Install an O ring, 1, in the detent housing,

insert the detent spring, 2, and position the
cover, 3, over the spring.
2 1 3
Figure 8-307
8-178
12. Apply steady pressure on the cover, 1, and fit

the snap ring, 2, into the groove in the
housing.
1
2
Figure 8-308
13. Assemble the detent pintle assembly - pintle,

1, spring, 2, washer, 3, O ring, 4, backup ring,
5, and case, 6.
1 2 6
3 4 5
Figure 8-309
14. Place an O ring, 1, and seal, 2, on the detent

pintle assembly, and insert the assembly into 3
the detent housing, 3, until it snaps into
place.
1 2
Figure 8-310
8-179
15. Screw in the detent adjustment screw, 1.

Refer to the number of turns recorded during
disassembly. Tighten the detent adjustment
nut, 2.
Figure 8-311
16. Place seals, 1, and an O ring, 2, on the

primary shuttle and screw the primary shuttle
into the valve body. Tighten to 14 N⋅m (10 ft
lbs).
1 2
Figure 8-312
17. Insert the secondary shuttle ball, 1, into the

bottom of the valve body.
Figure 8-313
8-180
18. Place a seal, 1, and an O ring, 2, on the

secondary shuttle screw, 3, and screw the
secondary shuttle screw into the valve body.
Tighten to 14 N⋅m (10 ft lbs). 2
1 3
Figure 8-314
19. Install the O ring seals, 1, in the groove on

both ends of the valve body in the main
control spool passage.
1 1
Figure 8-315
20. Insert the flow control sleeve, 1, into the valve

body with the throttling slot, 2, up. Make a
mark on the end top notch that lines up with
the throttling slot.

for proper operation. If the sleeve is inserted 1 2
Figure 8-316
8-181
21. Insert the flow control pin, 1, the narrow

spring, 2, and the wide spring, 3, into the flow
control valve sleeve.
3 2
Figure 8-317
22. Insert the flow control piston, 1, with the

orifice end, 2, facing out. Be careful not to
spin the sleeve inside when inserting the
piston. Check that the mark on the sleeve still
faces up inside the valve.
NOTE: The orifice end, 2, must face out

toward the flow control adjustment stem. 1
2
Figure 8-318
23. Place an O ring, 1, and backup ring, 2, on the 4

flow control adjustment stem, 3, and an O
ring, 4, on the nut, 5. 5
Notice that the pin hole, 6, aligns with the

stem end, 7.
3
7 1 2 6
Figure 8-319
8-182
24. Insert the adjustment stem, 1, and large hex

nut, 2, into the valve. The end of the
adjustment stem end, 3, fits into the notches, 2
3 4
4, on the sleeve.
1
Figure 8-320
25. Hold the stem, 1, in place while screwing the

nut, 2, completely down. Note that the pin
hole, 3, in the adjustment stem aligns with the 1
sleeve notches in the valve. If the hole, 3, in
the stem turns past the stop, 4, the sleeve
throttling slot will face incorrectly. Tighten the
hex nut to 68 N⋅m (50 ft lbs). 3
2
4
Figure 8-321
26. Insert the flow control pin, 1, into the flow

control adjustment stem, 2. The pin should
be centered across the flow control nut, and
should clear the valve body on both ends.
Check the pin by spinning the stem fully each
way.
1
Figure 8-322
8-183
27. Assemble the washer, 1, brackets, 2, and

control spool spring, 3, on the spool.
2
1 2
3
Figure 8-323
28. When assembling the control spool spring,

be sure the spacer washer, 1, fits over the
stem screw bracket, 2, next to the spool, 3. 1
Figure 8-324
29. Thread the stem screw, 1, into the main

control spool, 2, until snug. Place the spool 1
end in a vise, 3, and tighten the stem screw.

machined surface will cause the valve to leak 2
Figure 8-325
8-184
30. Compress the control spring, 1, to insert the

detent bullet, 2.
Figure 8-326
31. Insert the spring end of the main control

spool, 1, into the detent housing, 2. With a 2
quick, sharp impact, slip the spring end into
the detent housing.
Figure 8-327
32. Place the two small O rings, 1, on the end of 1

the detent housing, 2. Place a large O ring, 3,
around the spool orifice in the housing. 2
Figure 8-328
8-185
33. Apply hydraulic oil or petroleum jelly to the

machined surfaces, 1, of the main control
spool.
3
34. Slide the main control spool into the valve
body until the detent housing, 2, rests on the
valve body, 3.
1 2
Figure 8-329
35. Screw the three allen screws, 1, into the

detent assembly. Tighten the hex nut to 8
N⋅m (6 ft lbs).
2
36. Position the control spool, 2, in its neutral
position. In the neutral position, the control
spool should spin with little effort.
Figure 8-330
8-186
IMPLEMENT VALVE INSTALLATION

1
1. Thread three locknuts, 1, with washers, 2,
onto one end of the three long tie studs, 3.
Figure 8-331
2. Position the valve sections in order from left

to right - steering pump supply end cap, Blue
section, Green section, Tan section, Gray
section, implement pump supply end cap.
Clean each section thoroughly before
reassembling.
Figure 8-332
3. Insert the long tie studs, 1, through the

implement pump supply end cap, 2. Place
the O rings, 3, around each valve port. Install
one shim, 4, over each bolt. Make sure only 1
one shim for each goes between each valve 2
section. 4
Beginning with the implement pump end cap
makes assembly easier for adding O rings
and shims between each section. 3
Figure 8-333
8-187
4. Install the first section, 1, the Gray slice, over

the three bolts. Place the O rings, 3, around
each valve port. Install one shim, 4, over
each bolt.
NOTE: The order of the valve assembly is 3 3 1
essential, to match the color coding in the
cab and on the couplers.
Figure 8-334
5. Install the two middle standard sections, first

the Tan section, 1, and then the Green
section, 2. Remember to place O rings, 3,
around each valve port and to install one 3 3
shim, 4, over each bolt, between each
section.
4 2
1
Figure 8-335
6. Install the Blue section, 1. (The figure shows

a Blue with Check Valve section). Place O
rings, 3, around each valve port and to install 3 3 1
one shim, 4, over each bolt, between each
section.
Figure 8-336
8-188
7. Place the steering pump supply end cap, 1,

over the long tie studs. Install a lock washer,
2, and a nut, 3, on each long bolt. Tighten the 1
long tie studs to 30 N⋅m (22 ft lbs). 3
IMPORTANT: Do not over-torque these
3
bolts. If the bolts squeeze the valves too tight,
the valve may heat up and cause the spools
to bind.
Figure 8-337
8. Check that the valve sections are in the

correct order before installing on the tractor.
The sections should be from left to right -
Blue, Green, Tan, Gray. 1
9. Install the 0.81 mm (0.032”) orifice in the load 1

sense port of the inlet end plate.
10. Install the supply and return fittings, 1, and
load sense line fitting, 2, onto the end cap
ports.
2
Figure 8-338
11. Make sure the two wiring sheaths, 1, lay

between the implement valve brackets.
12. Note that there are several bolt slots, 2, on

the brackets. The last slot, 3, is used for
implement valve installation for all Buhler 1
2 3
Figure 8-339
8-189
13. Lift the implement valve into place on the

tractor. Install the two mounting bolts, 1, that 1
attach the implement valve to the rear frame.
Figure 8-340
14. Make sure all of the remote valve control

levers in the cab are in their neutral positions.
When a valve is in its neutral position, each
port, 1, should hold oil and not leak
noticeably.
1
Figure 8-341
15. Align the bellcrank, 1, to the implement valve

flow control stem, using the two punch marks
made during the removal procedure.
When aligned properly install the small set

screw, 2, to the bellcrank and snap the flow
control cable, 3, to the front of the valve 1 2
assembly.
Figure 8-342
8-190
16. Reconnect the implement valve cable to the

valve spool by installing the roll pin, 1, to
connect the clevis and valve spool end.
Tighten the jam nut, 2, on top of the clevis.
3
17. Screw each bonnet, 3, down till it contacts
the valve. Refer to the number of turns it took
to remove the bonnet during the removal
procedure. 2
Figure 8-343
18. Set the bonnet / control cable as follows:
• Loosen the locknut, 1, of the bonnet, 2, if 1

not already loose.
• Make sure the valve is in Neutral. The 2
spool should spin easily with hand
pressure.
• Make sure the control lever in the cab is in
Neutral.
• Tighten the bonnet until the spool, 3,
inside the valve begins to move. Stop
tightening as soon as the spool moves.
3
• Loosen the bonnet to move the spool
back to its Neutral position. Stop
loosening as soon as the spool returns to Figure 8-344
its Neutral position.
• When the bonnet is adjusted correctly,
tighten the bonnet locknut, 1, completely.
19. Tighten the bonnet clamp screws, 1,

carefully and evenly. Tighten the pair of two 2
screws alternately until they are snug and the
bonnet clamp sits evenly on the bonnet.
Tighten the screws until secure only - do not
over-tighten.
20. Reinstall the hose fittings, 2, on top of the 1

valve.
Figure 8-345
8-191
21. Reconnect all the hose connections, 1, at the

valve, referring to the identification marks 1
made during removal.
Figure 8-346
22. Install the steering pump supply hose

connection, 1, and tighten securely.
Figure 8-347
23. Install the hose connections of the implement

pump supply, 1, valve return, 2, and load
sense, 3, and tighten securely. 1
24. Install the shield that covers the implement

valve on the rear frame of the tractor by
tightening the four bolts that hold it in place. 3
Figure 8-348
8-192
PILOT OPERATED (PO) VALVE

Removal

lock.
drain the hydraulic oil from the reservoir.
NOTE: The PO valve is located on the left
front side of the tractor under the frame
edge, below the rear side shield bumper.
3. Place an oil pan under the PO valve to

retrieve any leaking oil. Label and disconnect 3
the four hydraulic hoses from the PO valve.
1
The numbers on the hoses should 2
correspond to the numbers imprinted on the
valve. The four hoses attached to the PO
valve are:
1. Pump discharge
2. Reservoir drain line 4
3. Load sense line to the priority valve
4. Load sense from the implement pump 19994914
Figure 8-349
4. Remove the two capscrews, 1, and nuts from

the PO valve, 2. Remove the valve from the
tractor.
2 1
19994917
Figure 8-350
8-193
Disassembly
1. Remove the two 3/8″ ORB adapters, 1, and

O rings, 2, from ports marked #2 and #4 on
the PO valve.
2 1
19994918
Figure 8-351
2. Remove the two 1/4″ elbows, 1, and O rings,

2, from the ports marked #1 and #3 on the PO 1
valve.
19994919
Figure 8-352
3. Unscrew the differential cartridge, 1, from the

PO valve body, 2.
2
19994920
Figure 8-353
8-194
4. Unscrew the pressure relief cartridge, 1, from

the PO valve body, 2, and remove the orifice,
3, from the valve.
3
2 1
19994921
Figure 8-354
5. Using an allen wrench remove the end cap,

1, from the pressure differential cartridge, 2. 1 2
Remove the end piece and poppet, 3, and
remove the spring, 4, and spool, 5.
5
3
Figure 8-355
6. Using an allen wrench remove the end cap,

1, from the pressure relief cartridge, 2. 2 1
20000594
Figure 8-356
8-195
7. Using an allen wrench remove the plug, 1,

from the cartridge. Remove the main poppet
spring, 2, and main poppet, 3.
4 5 2
3 1
IMPORTANT: Count the amount of full
revolutions required to remove the plug from
the valve body. Record this number to ease
the reassembly procedure.
Wrap the piloted operated valve body, 4, in a

rag. Clamp this end of the valve in a vice and
unscrew the top of the body, 5.
20000595
Figure 8-357
8. Unscrew the pilot operated valve seat, 1,

from the valve body, 2. Remove the valve
spring, 3, and the orifice plate, 4. Remove the 2 5 3 1
pilot operated valve sleeve, 5, from the valve
body.
4
20000596
Figure 8-358
9. Unscrew the orifice plug, 1, from the sleeve,

2. Remove the 3-hole plate, 3, and
filter/screen, 4, from the sleeve.
3
2 4 1
20000597
Figure 8-359
8-196
Inspection
1. Clean the inside of the valve body and ports,

1, with a non-residue cleaning solvent and a
lint-free cloth. Blow dry the valve body with
compressed air.
Inspect the interior surfaces for scoring or
nicks. Clean and inspect the inside of the
cartridges and replace the complete PO
valve if any damage is found. 1
1
19994923
Figure 8-360
2. Clean all the parts with a non-residue

blow dry with compressed air.
3. Inspect the pressure differential cartridge
and internal components for damage.
Replace the O rings and seals as needed. 2
Inspect the machined surfaces of the spool,
1, for any scoring or nicks. Replace the PO
valve if damage is found.
4. Inspect the control spring, 2, for breaks, 1
cracks or bends. The free length of the
control spring is 54.8 mm (2.16 in.) when 3
new. Replace the cartridge if damage is
found.
Figure 8-361
5. Inspect the bleed holes in both plastic pieces,
3, and make certain that they are clear by
passing cleaning solvent through the holes.
8-197

cleaning solvent and a lint free cloth, and
7. Inspect the internal components of the 1
pressure relief cartridge for damage. 2
Replace the O rings and seals as needed.
Inspect the machined surfaces of the poppet, 5
1, for any scoring or nicks. Replace the PO 4 3
valve if damage is found.
8. Inspect the main poppet spring, 2, for breaks,
bends or cracks. The free length of the spring
is 25 mm (1 in.) when new. Replace the
19994924
cartridge if damage is found.
9. Inspect the pilot valve control spring, 3, for Figure 8-362
breaks, bends or cracks. The free length of
the control spring is 27 mm (1.06 in.) when
new. Replace the cartridge if damage is
found.
10. Inspect the pilot valve screen and orifice, 4,
for blockage. Make certain that they are clear
by passing cleaning solvent through the
holes.
11. Inspect the pilot valve, 5, for any scoring or

nicks. Replace the PO valve if damage is
found.
Reassembly
1. Replace the O rings and seals on the

pressure differential cartridge if needed.
2. Insert the spool into the cartridge with the
wider machined surface, 1, going in last.
Insert the plastic poppet, 2, that fits into the
spool in the cartridge.
2 1
Figure 8-363
8-198
3. Insert the spring, 1, and the plastic end piece,

2. When standing the cartridge up, the plastic
end piece should be even with the top of the
cartridge.
2 1
Figure 8-364
4. Screw the end cap, 1 onto the differential

cartridge, 2, with an allen wrench.
Figure 8-365
5. Install the filter/screen, 1, and 3-hole plate, 2,

into the sleeve, 3. Screw the orifice plug, 4,
into the sleeve. 2
3 1 4
20000597
Figure 8-366
8-199
6. Place the sleeve, 1, into the valve body, 2. Be

certain the orifice plug of the sleeve faces the
spring. Install the spring, 3, orifice plate, 4, 2 1 3 5
and valve seat, 5, into the valve body.
4
20000596
Figure 8-367
7. Carefully tighten the piloted operated valve

body, 1, to the main body, 2. Install the main
poppet, 3, and main poppet spring, 4, in the
body. 2 3 4
1 5
Using an allen wrench install the plug, 5.
Tighten the plug the same amount of full
revolutions which was recorded in step 7 of
the disassembly procedure.
20000595
Figure 8-368
8. Using an allen wrench install the end cap, 1,

to the cartridge, 2. 2 1
20000594
Figure 8-369
8-200
9. Install the orifice, 1, into the PO valve, 2, and

install the pressure relief cartridge, 3.
1
2 3
19994921
Figure 8-370
10. Install the differential cartridge, 1, in the PO

valve, 2.
19994920
Figure 8-371
11. Install the two (1/4I) ORB elbows, 1, with O

rings, 2, into the PO valve boy ports labeled 1
#1 and #3. Tighten the elbows securely.
2
19994919
Figure 8-372
8-201
12. Install the two 3/8I ORB adapters, 1, with O

rings, 2, into the PO valve boy ports labeled
#2 and #4. Tighten the elbows securely.
2 1
19994918
Figure 8-373
Installation
1. Install the PO valve, 1, on the bracket under

the left hand frame and using the two cap
screws and nuts, 2, secure the valve to the
bracket.
2. When the PO valve is orientated properly, the
ports labeled #2 and #4 will face the cab of
the tractor. Tighten the two cap screws to 34
Nm (25 ft. lbs.).
1 2
19994917
Figure 8-374
8-202
3. Connect the (1/4I) hose, 1, from the

implement pump outlet onto the elbow of the 3
PO valve. The port is labeled #1 and faces
the center of the tractor. Tighten the fitting 1
securely. 2
4. Connect the (3/8I) hose, 2, from the tee

fitting at the hydraulic reservoir onto the
adapter of the PO valve. The port is labeled
#2 on the valve. Tighten the fitting securely.
4
5. Connect the (1/4I) hose, 3, from the
implement priority valve onto the elbow fitting
on the PO valve. The elbow is labeled #3 on
19994914
the valve. Tighten the fitting securely.
6. Connect the (3/8I) hose, 4, from the sense Figure 8-375
line connection on the implement pump
compensator valve onto the adapter of the
PO valve. The port is labeled #4 on the valve.
Tighten the fitting securely.
7. Inspect the hydraulic oil level in the sight
glass on the reservoir and top off if
necessary.
8. Start the tractor and inspect the connections
to the PO valve and verify that the lines are
not leaking. Repair if necessary.
8-203
IMPLEMENT PRIORITY VALVE

D
Removal E
1. Park the tractor on a level surface and set the H B C

parking brake.
the articulation lock. Do not drain the F
hydraulic system. G 2
3. Remove the input drive shaft to of the A I 1
transmission as detailed in Section 5 - Axles.
4. Identify the hoses attached to the steering
priority valve, 1, and the implement priority
valve, 2. This will aid in reassembly once the
Figure 8-376
priority valves are reinstalled on the right side
leg of the rear hood support. Label the hoses
as follows.
A. Supply from steering pump.
C. Supply to implement valve.
D. Return from steering valve.
E. Return to cooler and filter.
H. Signal line from PO valve.
I. Return to implement tee, to reservoir.
5. Disconnect and cap each of the hoses that
are attached to the priority valves.
NOTE: The small “loop” line, I, can be
removed after the assembly is off the
tractor.
6. Support the priority valve assembly from

above with a rope tied around the valves.
8-204
7. Unscrew the four nuts, 1, on the priority valve

mounting bolts that attach the priority valve
and bracket assembly to the right leg of the
rear hood support. Lower the valve assembly
to the ground and remove under the tractor.
Retain all the hardware for reassembly. The
rubber isolator grommets should stay on the 1
hood support.
Figure 8-377
8. Remove the four priority valve bolts, 1,

washers, and nuts from the valve and
mounting bracket. Retain all the bolts,
washers and spacers, 2, for reassembly.
1
2
Figure 8-378
8-205
Disassembly
1. Place the valve assembly in a vise and 1

remove the fittings, 1, from the implement
priority valve. Remove the adapter, 2, on the
steering priority valve.
2. Separate the implement priority valve from
the steering priority valve by loosening the 1
union fitting and turning the whole steering
valve counterclockwise.
Figure 8-379
3. Unscrew the end plug, 1, in the port (“PP”)

opposite the load sensing port (“LS”).
1
CAUTION: THE PRIORITY VALVE SPOOL
UNDER THE CAP IS SPRING-LOADED.
UNSCREW THE CAP SLOWLY TO
RELIEVE SPRING TENSION.
Figure 8-380
4. Unscrew the orificed fitting, 1, on the load

sensing (“LS”) port.
Figure 8-381
8-206
5. Remove the spring, 1, and spool, 2, from the

housing.
Figure 8-382
6. Unscrew the relief valve fitting, 1, at the tank

(“T”) port.
Figure 8-383
7. Remove the O rings from the end plug, 1, the

load sensing port fitting, 2, and the relief
valve fitting, 3.
3
1 2
Figure 8-384
8-207
8. Unscrew the allen head screw in the relief

valve casing, 1, with an allen wrench, 2.
Count the number of turns it takes to get the 2
allen screw out of the relief valve casing.
Record the number of turns to use as a 1
reference when reassembling the relief
valve.
Figure 8-385
9. Remove the cup, 1, spring, 2, and poppet, 3,

from the relief valve casing, 4.
NOTE: Some relief valves may have a ball 4

instead of a poppet.
3 2 1
Figure 8-386
Inspection
1. Insert the spool, 1, into the housing and

check that it moves smoothly through the
whole passage. If the spool sticks in the
housing, replace the priority valve.
1
Figure 8-387
8-208
2. Inspect the spool for nicks, burrs or scores on

the machined surfaces, 1. Replace the
priority valve if the spool is damaged. Clean 1
the spool’s inside cavity at machined orificed
end, 2, with a non-residue cleaning solvent
and blow dry with compressed air.
Figure 8-388
3. Inspect all the valve housing ports, 1, and

inside valve cavities, 2, for contamination or
damage. If the housing is severely damaged,
replace the priority valve. Flush the valve
thoroughly with cleaning solvent and allow to
dry completely. 1 2
Figure 8-389
4. Measure the length of the control spool

spring 1, and relief valve spring, 2. Replace 1
the spool spring if it is not 59.7 - 62.2 mm 2
(2.35″ - 2.45″) in free length. Replace the
relief valve spring if it is not 29.7 - 30.1 mm
(1.17″ - 1.22″) in free length.
Figure 8-390
8-209
5. Inspect the end plug, 1, and the load sensing

port fitting, 2, for damage, Replace if
necessary. Clean the orifice, 3, in the load 1 2
sensing port fitting with cleaning solvent.
Figure 8-391
6. Clean the relief valve cartridge screen, 1,

with cleaning solvent and allow to dry.
Figure 8-392
Reassembly
1. Lubricate all O rings, 1, with clean hydraulic

oil and place them on the end plug, 2, the
4
load sensing port fitting, 3, and the relief 2 3
valve fitting, 4.
Figure 8-393
8-210
2. Insert the cup, 1, spring, 2, and poppet, 3,

into the relief valve casing, 4.
4
3 2 1
Figure 8-394
3. Screw the allen screw into the relief valve

assembly, 1, with an allen wrench, 2. Refer to
the number of turns it took to remove the 2
allen screw out of the relief valve casing in
the disassembly procedure.
1
Figure 8-395
4. Screw the relief valve assembly, 1, into the

tank (“T”) port. Tighten to 45 N⋅m (33 ft. lbs.)
Figure 8-396
8-211
5. Lubricate the spool, 1, and housing passage,

2, with clean hydraulic oil and insert the
spool, 1, and spring, 3, into the load sensing
port (“LS”).
3 2
Figure 8-397
6. Screw in the load sensing fitting, 1, one

complete turn.
Figure 8-398
7. Screw in the end plug, 1, into the “PP” port

and tighten to 68 N⋅m (50 ft. lbs.).
8. Tighten the load sensing fitting, 2, to 68 N⋅m

(50 ft. lbs.). 1
Figure 8-399
8-212
9. Install the straight adapter, 1, with O ring into

the “T” port. Install the tee fitting, 2, into the 4
adapter. Install the straight adapter, 3, and O
ring into the “LS” port. Install the large tee
fitting, 4, with O ring into the “EF” port. Install 5
the long elbow, 5, with O ring into the “CF”
port.
3
1
2
Figure 8-400
10. Clamp the implement priority valve, 1, in a

vise upside-down. Install the solid side of the
union, 2, into the “P” port. Make sure the 2
union is tightened completely into the
implement priority valve.
Figure 8-401
11. Screw the steering priority valve, 1, onto the

union, 2, on the implement priority valve, 3.
Do not bottom the swivel nut side of the union T P
into the steering priority valve. Do not tighten
the swivel nut at this time. Make sure the 1
LS
steering priority valve is perpendicular to the
implement priority valve, and the side of the
valve with embossed letters faces the same CF
EF
way as the plug, 4, on the implement priority 2
valve.
3
Figure 8-402
8-213
12. Install the 90 degree connector fitting, 1, with

O ring on the pressure (“P”) port, but do not 1
tighten completely. Install the two small 90
degree elbows, 2, with O rings on the “T” and
“LS” ports, but do not tighten completely. 2
Install the adapter, 3, with O ring on the “CF”
port and tighten completely.
3
Figure 8-403
Installation
1. Insert four bolts, 1, with washers, 2, into the

mounting holes of the priority valve mounting 3
bracket, 3. Temporarily hold the bolts in place
with M10 nuts. 1 2
NOTE: The four bolts must be installed
into the bracket before the priority valves
are bolted to the bracket, as they cannot
be installed when the valve is in place.
Figure 8-404
2. Install the bolts, 1, spacers, 2, washers, 3,

and nuts, 4, that hold the implement priority
valve to the mounting bracket. Make sure the
spacers are in the proper place between the
valve and the mounting bracket. Also make
sure the both bolts heads, 1, are on the
opposite side of the bracket from the valves. 4 3
Tighten the bolts to 26 N⋅m (19 ft. lbs.).
2
Figure 8-405
8-214
3. Install the two bolts, 1, washers, and nuts to

mount the steering priority valve, 2, to the
mounting bracket and tighten to 26 N⋅m (19
ft. lbs.). Tighten the union swivel nut, 3, tightly
against the steering priority valve, 2. 3
Figure 8-406
4. Tie a piece of rope onto the priority valve

assembly. Slide the assembly under the
tractor and feed the rope up to an assistant
on the right side of the tractor.
2
5. Have the assistant raise the assembly into
position against the rear hood support as
shown. The steering priority valve, 1, is
underneath the implement priority valve, 2.
1
Figure 8-407
6. Install the priority valve assembly onto the

right hand leg of the rear hood support. The 1
front capscrews, 1, are adjacent to the
bracket, 2, washer, 3, isolators, 4, and rear 3
hood support, 5. 2
4
5
Figure 8-408
8-215
7. Slide the capscrews, 1, through the leg of the

rear hood support and install the washers, 2,
and nuts, 3, on the capscrews. Tighten the 3 2
bolts until the rubber isolators have complete 1
contact with the surface of the leg of the rear
hood support. Do not over-tighten the
isolators so as to make it “solid” and unable to
isolate vibration and noise.
Figure 8-409
8. Reconnect the hoses, referring to the

identification marks or tags from the removal D
E
procedure:
A. Supply from steering pump. H B C
C. Supply to implement valve. F
D. Return from steering valve. G 2
E. Return to cooler and filter. A I 1
H. Signal line from PO valve. Figure 8-410
I. Return to implement tee, to reservoir.

9. Tighten the two small elbow fittings, 1, and
the 90 degree connector fitting, 2, into the
steering priority valve.
8-216
HYDRAULIC FILTER / MOUNT

Removal

parking brake.
3. Label the hoses around the filter for correct
reassembly. C
A. Steering Cooler Return
B. Implement Valve Return
C. Implement (HydraFlow) Cooler Feed Line
D. Implement Pump Charge Line
Take note of the way the hoses are routed for
reference during assembly. A
D
B
19994925
Figure 8-411
4. Remove the filter bypass warning sender

wire, 1, by unscrewing the small nut, 2, on the
end of the sender.
1
2
Figure 8-412
8-217
5. Remove the four mounting bolts, 1, attaching

the mounting assembly to the frame.
Figure 8-413
Disassembly
2
1. Unscrew the filter body, 1, from the mount, 2.
NOTE: It is not necessary to remove the
hose fittings from the mount assembly.
1
19994926
Figure 8-414
2. Unscrew the filter bypass warning sender, 1,

from the mounting assembly.
1
19994927
Figure 8-415
8-218
Inspection
1. Inspect the back of the mounting bracket and

the mounting bolt locations, 1. Check that the
mounting threads are not stripped. A crack in
the mounting bracket warrants replacement.
1
19994945
Figure 8-416
2. Inspect the filter bypass warning sender, 1,

for contamination. Clean the sender with a 1
non-residue cleaning solvent.
19994946
Figure 8-417
3. Inspect the inside ring of the filter head, 1, for

wear, nicks, or damage that could cause a
leak. Replace the assembly if necessary. 1
4. Inspect the rubber seal, 2, for tears and wear
marks. Replace if necessary.
19994947
Figure 8-418
8-219
Reassembly
1. Screw the filter bypass warning sender, 1,

into the mounting assembly, 2.
1
19994927
Figure 8-419
2. Screw the filter, 1, into the mounting

assembly, 2, with a proper tool. Tighten the 2
filter securely.
NOTE: If the hose fittings were removed
from the filter mount, install them at this
time. 1
19994926
Figure 8-420
Installation
1. Place the ground wire, 1, around a mounting

bolt between the mounting assembly and the
frame when installing the mounting
assembly.
Figure 8-421
8-220
2. Place the mounting assembly on the frame

with the sender pointing to the ground. Install
the mounting bolts, 1, into the rear of the
bracket. Tighten the mounting bolts securely,
but do not over-tighten - it is possible to strip
the threads or crack the mounting assembly.
1
NOTE: The filter head assembly is
aluminum. Over-tightening the mounting
bolts can crack or damage the mounting
assembly.
Figure 8-422
3. Connect the filter bypass warning sender

wire to the sender by screwing the small nut,
1, over the wire connector.
Figure 8-423
4. Reinstall the hydraulic hoses, referring to the

correct configuration. C
A. Steering Cooler Return
B. Implement Valve Return
C. Implement (HydraFlow) Cooler Feed Line
D. Implement Pump Charge Line
A
D
B
19994925
Figure 8-424
8-221
HYDRAULIC RESERVOIR
Removal
NOTE: The reservoir contains up to 76 liters

(20 US gallons) of hydraulic oil. Make certain
there are enough approved containers to
collect all of the oil before removing the drain
plug.

lock.
2. Remove the keys from the ignition and place
the approved containers under the drain
plug.
3. Remove the drain plug, 1, from the bottom of
the reservoir, located under the front frame of
the tractor. Be prepared to collect up to 76
liters (20 US gallons) of hydraulic oil. After
the reservoir is drained, reinstall the drain
plug.
4. Remove the case drain and PO valve drain
lines together at the elbow, 2, in the reservoir.
Cap the hose and elbow.
2
1
19994929
Figure 8-425
5. Remove the hydraulic cooler to reservoir line

at the elbow, 1, located on the right hand side
of the reservoir. Cap the hose and elbow.
NOTE: Cap all open lines to prevent oil
from leaking out and dirt from entering.
1
19994916
Figure 8-426
8-222
6. Remove the zero return line, 1, from the

elbow fitting on the left rear of the reservoir.
Cap the hose and fitting. Remove the
temperature sender connector, 2, from the
left rear of the reservoir.
2
Figure 8-427
7. Remove the priority valve line, 1, from the

elbow, 2, located on the right rear of the
reservoir. Cap the hose and filter. 1
19994930
Figure 8-428
8. Remove the reservoir breather tube, 1, on

the right side of the reservoir by loosening the
hose clamp. Remove the hydraulic oil filler 1
tube, 2, by unscrewing the tube from the
reservoir.
Figure 8-429
8-223
9. Remove the steering pump suction hose, 1,

at the reservoir by loosening the two hose
clamps, 2, connecting the hose to the suction
screen. 1
19994931
Figure 8-430
10. Remove the four mounting bolts, 1, securing

the reservoir to the front frame of the tractor.
Retain the hardware for installation.
1 1
CAUTION: THE HYDRAULIC RESERVOIR

WEIGHS APPROXIMATELY 45 KG (100
LBS). USE CAUTION WHEN REMOVING
THE RESERVOIR FROM THE TRACTOR.
11. Have one person support the reservoir from

19994932
under the tractor while another person grabs
the reservoir from above at the filler tube port. Figure 8-431
Tilt the reservoir up on the right side so as to
nearly touch the engine and lower the
reservoir through the frame.
Inspection
1. Remove the two rubber strips, 1, that sit 1

between the reservoir and the frame of the 1
tractor. The rubber strips should not show
signs of excessive wear, if so replace them. 2 3 2
2. Inspect the front of the reservoir for any
cracks in the welded areas, 2. Check that the
elbow fittings and ports, 3, are not damaged
or deformed. If any structural damage is
found, replace the reservoir.
3
19994933
Figure 8-432
8-224
3. Inspect the rear of the reservoir for any

cracks in the welded areas, 1. Check that the
fittings and ports, 2, on the rear of the
reservoir are not damaged or deformed. If
any structural damage is found, replace the
reservoir.
2
4. To clean the inside of the reservoir, flush the
tank with clean diesel fuel. 1
1
2
19994934
Figure 8-433
5. Unscrew the steering suction screen, 1, from

the top of the reservoir. Inspect the screen, 2,
for damage and replace if necessary. To
clean the screen use diesel fuel.
6. Inspect the foot valve at the base of the
suction screen. Press in on the valve to make
surer that it opens and closes under spring
pressure. 2
7. Apply antiseize compound to the threads of 1
the suction screen. Install the screen into the
reservoir and tighten securely.
19994935
Figure 8-434
Installation
CAUTION: THE HYDRAULIC RESERVOIR

WEIGHS APPROXIMATELY 45 KG (100 LBS).
USE CAUTION WHEN REMOVING THE
RESERVOIR FROM THE TRACTOR.
1. Plug the open ports on the reservoir to
prevent any debris from entering the tank
2. Have one person raise the tank from under
the tractor while another person grabs it from
above at the filler tube port. Tilt up on the right
hand side and raise the reservoir through the
frame. Raise the right side of the reservoir
over the hoses on that side until it will sit on
the frame.
8-225
3. Slide the rubber strips, 1, between the

reservoir and the frame on each side of the
reservoir.
Figure 8-435
4. Secure the reservoir to the frame with the cap

screws and washers, 1, which were removed
earlier in this procedure. Tighten all four cap
screws securely at this time.
1 1
19994932
Figure 8-436
5. Install the steering pump suction hose, 1, to

the reservoir suction screen. Tighten the two
hose clamps, 2, securely.
1
19994931
Figure 8-437
8-226
6. Apply antiseize compound to the threads of

the filler tube and install the filler tube, 1, into
2
the reservoir. Tighten the filler tube securely.
Install the reservoir breather tube, 2, to the
open port on the reservoir and tighten the
clamp securely.
Figure 8-438
7. Install the priority valve return line, 1, to the

elbow, 2, on the rear of the reservoir. Tighten
the fitting securely.
1
19994930
Figure 8-439
8. Install the zero return line, 1, to the fitting on

the left rear of the reservoir. Connect the
temperature sender connector, 2, and make
certain that both fittings are securely
tightened. 2
Figure 8-440
8-227
9. Install the hydraulic return to reservoir line, 1,

to the elbow located on the right hand side of
the reservoir. Tighten the fitting securely.
1
19994916
Figure 8-441
10. Install the case drain and PO valve drain

lines, 1, to the elbow on the front of the
reservoir. Tighten the fitting securely.
11. Before filling the reservoir with the oil which

was removed earlier in this procedure, make
certain that the drain plug is tighten.
19994929
Figure 8-442
12. Remove the filler cap, 1, and add the

hydraulic oil which was removed earlier in
this procedure.
Figure 8-443
8-228
13. Check the sight glass, 1, on the right front of

the hydraulic reservoir. The fluid level should
be between the “ADD” and “FULL” lines.
14. If the reservoir needs to be topped off use

hydraulic oil. See equivalency chart in
specification section.
15. Install the cap to the filler tube. Start the

tractor and check for any leakage, repair if 1
necessary. Extend any remote mounted
cylinders or three-point hitch cylinders and
recheck the fluid level. Top off if necessary.
19994916
Figure 8-444
8-229
IMPLEMENT PUMP CHECK VALVE

Removal
2
parking brake.
3. Remove the discharge pressure hose, 1,
from the check valve, 2. Cap the hose and to
reduce spills and prevent foreign material
from entering the lines or pump.
Figure 8-445
4. Remove the check valve, 1. Cap the port.
Figure 8-446
Inspection

1
valve spring. If the spring compresses the
Figure 8-447
8-230
Installation
1. Install the check valve, 1, into the pump

discharge port. Make sure the arrow, 2, on
the check valve points away from the pump. 1
Serious damage to the pump would result if
the check valve is installed backwards.
2
Figure 8-448
2. Install the discharge pressure hose, 1, on the

check valve, 2.
2
Figure 8-449
8-231
RESERVOIR BREATHER
Removal

parking brake.
1
3. Loosen the hose clamp, 1, on the breather
hose, 2. 2
Figure 8-450
4. Unscrew the breather fitting, 1. Loosen the

“P” clip mounting bolt, 2, enough to remove 3
the breather, 3.
1
2
Figure 8-451
5. Loosen the hose clamp, 1, on the breather

hose, 2, at the reservoir. Remove the hose
from the coupling. 2
Figure 8-452
8-232
Inspection
1. Clean the breather, 1, and fitting, 2, with 3

diesel fuel.
2. Inspect the breather tube, 3. Make sure the
tube is free from any restriction and not
kinked.
2
1
Figure 8-453
Installation
1
1. Install the breather hose, 1, over the
coupling, 2, on the reservoir. Make sure the
hose bottoms out against the reservoir.
Figure 8-454
2. Install the hose clamp, 1, on the breather

hose, 2, at the reservoir.
2
Figure 8-455
8-233
3. Slide the breather, 1, in between the “P” clip,

2, and the mount, 3. Tighten the “P” clip
3 1
mounting bolt. Screw in the breather fitting, 4.
4
2
Figure 8-456
4. Slide the breather hose, 1, onto the fitting.

Tighten the hose clamp, 2, securely.
Figure 8-457
8-234
(1/2″) COUPLER
Removal
1
parking brake.
3. Pry off the drain cap, 1, from the front end of
the (1/2″) coupler with a screwdriver. The
drain cap should pop off with minimal effort.
Figure 8-458
4. Unscrew the hose fitting, 1, from the rear of

the coupler, 2.
1
Figure 8-459
5. Remove the snap ring, 1, holding the coupler

in the front of the coupler manifold mounting
bracket.
Figure 8-460
8-235
Disassembly
1. Place the widest round section, 1, of the

coupler into a soft-jawed vise, 2. Loosen the
coupler at the wide hex nut area, 3. 2 3
Figure 8-461
2. Unscrew the widest, round section, 1, slowly

to catch all the locking ball bearings, 2. 5 4
3. Remove the interior coupling unit, 3, from the

rest of the coupler.
4. Carefully compress the spring, 4, and
remove the snap ring, 5.
3
1
Figure 8-462
5. Place the thin hex nut area, 1, in a soft-jawed

vise, 2. Loosen the coupler at the wide hex
nut area, 3.
2 3
Figure 8-463
8-236
Inspection

2
2. Inspect the valve area, 1, inside the coupler.
If the valve seat area is damaged or badly 1
scored, replace the coupler. Replace the
inside seal, 2, if necessary.
Figure 8-464
3. Inspect the ball bearing seats, 1, and the

machined surfaces, 2, for damage. If the
seats are damaged, replace the coupler.
Inspect the spring, 3, and retaining ring, 4. 4 3 2 1
Figure 8-465
4. Inspect the internal mating surfaces, 1, of the

coupler. Replace the two interior seals, 2,
that seal the machined surfaces of the inner
valve assembly. Replace the large seal, 3, on 3
the end of the larger hex nut piece and the 2
small O ring, 4, inside.
1 4
Figure 8-466
8-237
Reassembly
1. Replace the bottom O ring, 1, of the inner 1 2

coupler hex nut piece. Replace the outer
band, 2, on the outer hex nut piece, if
necessary. Screw the two hex nut pieces
together. Tighten to 40 N⋅m (30 ft. lbs.).
Figure 8-467
2. Place the spring, 1, over the inner valve

assembly, 2, and install the retaining ring, 3.
3 1 2
Figure 8-468
3. Slide the inner assembly, 1, into the coupler

body, 2.
4. Insert the locking ball bearings into their 4
seats, 3. Hold the ball bearings in place with
petroleum jelly.
3
5. Install the outer round piece, 4, onto the
coupler and screw the coupler together.
Tighten to 40 N⋅m (30 ft. lbs.). 1
Figure 8-469
8-238
Installation
1. Place the coupler through the coupler

manifold mounting bracket and install the
snap ring, 1, in the front groove of the
coupler. 1
Figure 8-470
2. Place an O ring on the hydraulic hose fitting.
Figure 8-471
3. Install the hose fitting, 1, into the rear of the

coupler, 2.
1
Figure 8-472
8-239
4. Snap the drain cap, 1, onto the front end of

the (1/2″) coupler.
Figure 8-473
8-240
(3/4″) COUPLER AND BULKHEAD

Removal

parking brake.
1
3. Remove the case drain hose, 1, on the back 2
of the male coupler bulkhead fitting, 2.
Figure 8-474
4. Remove the (3/4″) return line hose, 1, from

the back of the lower, return coupler, 2.
3
5. Remove the jumper tube, 3, between the
(1/2″) supply coupler and the elbow on the
(3/4″) supply coupler.
2
1
Figure 8-475
6. Remove the supply hose, 1, from the back of

the tee and elbow fitting, 2. 1
2
7. Remove the tee and elbow fitting.
Figure 8-476
8-241
8. Remove the large connector, 1, on the back

of the lower (3/4″) return coupler. Remove
the small connector, 2, from the back of the 2
upper (3/4″) supply coupler.
1
Figure 8-477
9. Remove the dust cover ring, 1, from the male

coupler bulkhead fitting, 2. Remove the male
coupler bulkhead fitting by loosening the jam 3
nut on the back of the fitting.
10. Remove the (3/4″) couplers, 3, by removing
the retaining rings on the back of the coupler.
1
2
Figure 8-478
Disassembly
1 2
1. Compress the outside coupler piece, 1, and
pry the round retaining ring, 2, from the
coupler. Retain the retaining ring, spring, and
locking ball bearings.
Figure 8-479
8-242
2. Remove the internal retaining ring, 1, and

remove the perch, 2, spring, 3, and valve, 4.
Discard these items if using a repair kit.
4 3 2 1
Figure 8-480
Inspection
2
2. Inspect the valve seat area, 1, from both
sides of the coupler. If the valve seat area is
damaged or badly scored, replace the
coupler. 1
3. Inspect the ball bearing seats, 2. If the seats
are damaged, replace the coupler.
Figure 8-481
Reassembly
1. Insert the valve, 1, spring, 2, and perch, 3.

Make sure the wide outside edge of the perch 3
is up, toward the retaining ring. 1 2
Figure 8-482
8-243
2. Compress the internal spring by pushing

down on the perch, 1. Install the repair kit
retaining ring, 2. Make sure the retaining ring 2
is fully seated in its groove. Position the 3
retaining ring so the ears, 3, of the ring are in
the space, 4, between the legs of the perch.
4
Figure 8-483
3. Install a new O ring, 1, and backup ring, 2, if

worn. Place the locking ball bearings, 3, in
place with hydraulic oil or petroleum jelly.
Place the large spring, 4, and outside 5
coupling piece, 5, over the coupler.
4
2
1
Figure 8-484
4. Compress the outside coupler piece, 1, to

reinstall the round retaining ring, 2, on the
coupler.
2
1
Figure 8-485
8-244
Installation
1
1. Install one retaining ring, 1, in the front
groove of the (3/4″) couplers. Install the
(3/4″) couplers, 2, onto the bracket and
secure by installing the second retaining ring
on the back of the coupler. 2
Figure 8-486
2. Install the male coupler bulkhead fitting, 1, on

the bracket with a jam nut on the back of the
fitting, and tighten securely. Install the dust
cover ring, 2, on the male coupler bulkhead
fitting by sliding it over the end and seating
the retaining ring in the coupler groove.
1
2
Figure 8-487
3. Install the large connector, 1, on the back of

the lower (3/4″) return coupler. Install the
small connector, 2, on the back of the upper 2
(3/4″) supply coupler.
1
Figure 8-488
8-245
4. Install the tee and elbow fitting, 1.

2
5. Install the supply hose, 2, onto the back of the 1
tee and elbow fitting.
Figure 8-489
6. Install the jumper tube, 1, between the (1/2″)

supply coupler and the elbow on the (3/4″) 1
supply coupler.
7. Install the (3/4″) return line hose, 2, from the
back of the lower, return coupler.
Figure 8-490
8. Install the case drain hose, 1, on the back of

the male coupler bulkhead fitting, 2.
1
2
Figure 8-491
8-246
IMPLEMENT VALVE CONTROL LEVER

AND LINKAGE
Removal

Section 3 - Electrical System of this manual.
4. Remove the operator’s seat as described in
Section 11 - Cab.
5. Remove the right hand console cowling, 1,
by removing the six attaching screws, 2.
2
6. Detach the right side console cowling from 1
the floor vent supply hose by cutting the
plastic tie strap. Remove the cowling from
the cab.
19995030
7. Move all the valve control levers to the float
position, or fully forward. Figure 8-492
8. Identify the four valve control cables with

tags or markings, from left to right - Blue,
Green, Tan, Gray.
9. Remove the small swivel nuts, 1, that 3
connect the cable linkage, 2, to the bottom
part of the lever, 3. Start with the gray cable
first - the swivel bolt has very little clearance
when the levers are next to each other and 1
still connected.
2
19994937
Figure 8-493
8-247
10. Loosen the stanchioning nuts, 1, attaching

the cables to the console bracket, 2. Loosen
the outside cable (blue lever) first for easier 2
access. Slide each cable out of the bracket.
19994938
Figure 8-494
11. Move the four valve control cables out of the

way.
12. Unscrew the locknuts and remove the two

through bolts, 1, that supply the pivot points
for the implement control levers and lever
locks. Retain all the hardware - the bolts have
flat washers, spring washers, and spacers in 1
addition to the locknuts.
13. Pull the implement valve control levers and

lever locks out of the right hand side console.
19994939
Figure 8-495
Inspection
3
1. Inspect the control levers for damage at the
lever lock area, 1, and the pivot point, 2.
Replace any levers with obvious damage or
bends in the metal plate.
2. If the knob, 3, is loose on the end of the lever,
add thread locking compound to the threads 1
and tighten the knob completely.
Figure 8-496
8-248
3. Inspect the detent release notches, 1, and

the pivot point, 2, on the detent bushing for 2
excessive wear. Replace the bushing if the
notches are noticeably worn.
Figure 8-497
4. Inspect the lever lock linkage pieces for any

damage that would prevent the lock from
locking. If the locking raised shoulder, 1, is
worn excessively, replace the lever lock.
Figure 8-498
Installation
1. Note how the linkage pieces fit together by

starting a linkage off the tractor. The way the
bushing faces is important. Start the
reassembly of the linkage by sliding one
lever on a tie bolt and adding one bushing, 1. 2
The side of each bushing with the detent
release notches, 2, must face the lever lock
linkage. 1
Figure 8-499
8-249
Figure 8-500
2. Reinstall the implement valve remote control 4. Do not over-tighten the locknuts so as to bind
levers back into position on the right hand up the control levers. Final adjustment will be
console and install the two through bolts, 1. done when all the components are
assembled properly.
NOTE: Place the levers in the proper
position on the console by using the NOTE: The bushings fit into the right
colors or identification tags from hand side console weldment. The rear
disassembly, from left to right - Blue, bushing can be assembled by placing a
Green, Tan, Gray. wrench over the nut and lightly prying the
bolt forward.
3. Be sure the flat washers, spring washers,
and bushings are in proper position on the
implement valve linkage as shown.
8-250
5. Slide the implement valve control cables into

the stanchion bracket, 1, and tighten the
cable nuts, 2. Make sure the tags or markings 1
are from left to right - Blue, Green, Tan, Gray.
6. When properly assembled, the cable threads
will be roughly centered in the bracket.
Adjusting the cable usually only requires
adjusting the bonnet on the valve. Refer to
Implement Valve Control Lever Cable
Installation below for the complete cable and 2
bonnet adjustment procedure.
19994938
Figure 8-501
7. Insert the four cables, 1, in the console

bracket.
8. Install the small swivel bolts, 2, and nuts, 3,
that connect the cable linkage to the bottom
part of the lever. Start with the blue cable first
- the swivel bolt has very little clearance
when the levers are next to each other. 3
1
2
19994937
Figure 8-502
9. Adjust the tension on the control levers and

lockout levers using the locknuts on the pivot
bolts, 1. The nuts should be tight but the
levers should still have a “positive feel” when
the levers move to the different operating
positions.
10. The “positive feel” is usually in the range of 2
kg (5 lbs) of pull on the levers to get them to
move.
1
11. If necessary, adjust the bonnet as described
below in Implement Valve Control Lever
Cable Installation.
12. Check that the levers operate correctly in all 19994940
positions.
Figure 8-503
13. Install the right hand side console cowling.
14. Install the operator’s seat in the cab as
described in Section 11 - Cab.
Section 3 - Electrical System in this manual.
8-251
IMPLEMENT VALVE CONTROL LEVER

CABLE
Removal

Section 11 - Cab.
2
5. Remove the right hand console cowling, 1, 1
the floor vent supply hose by cutting the 19995030
the cab. Figure 8-504
7. Take notice of the cable routing through the

floor of the cab and under the cab. The
cables furthest out route around the right
frame bar before going under the cab. For the
outside cables, remove the center battery to
gain better access to the cable routing.
Remove any tie straps that prevent you from
removing the cable. Note the location of the
tie straps to aid in installation.
19994979
Figure 8-505
8-252
8. Identify the four valve control cables with

tags or markings, from left to right - Blue,
Green, Tan, Gray.
9. Remove the small swivel nut, 1, that
connects the cable linkage, 2, to the bottom 3
part of the lever, 3.
1
2
19994937
Figure 8-506
10. Loosen the stanchioning nut, 1, attaching the

cable to the console bracket, 2. Slide the
cable out of the bracket. 2
19994938
Figure 8-507
11. Count the turns as you remove the swivel

end of the cable, 1. Record this number to aid
during installation. Strip the remaining
hardware, 2, off the cable.
2 1
Figure 8-508
8-253
12. Push the cables, 1, down through the

grommet plate, 2, on the floor of the cab, 3.
1
1
2 3
19994941
Figure 8-509
13. Loosen the bonnet locknut, 1, and unscrew

the locknut off the cable threads completely.
Remove the bonnet clamp screws, 2, and 1
unscrew the bonnet, 3.
3
Figure 8-510
8-254
14. Loosen the small jam nut, 1, that retains the

clevis on the cable.
Figure 8-511
15. Drive out the roll pin, 1, that goes through the
clevis and valve spool end. Remove the
cable from the tractor.
Figure 8-512
Inspection
1. Check that the cable is not bound up in its

sheath. The cable should be able to move
freely through the full range of the cable
adjustment.
2. Inspect the rubber seals on ends of the cable
sheath. The seals should be in good
condition to prevent corrosion and dirt build
up.
8-255
Installation
1. Place the new cable assembly in the cab.

Take the valve end of the cable and push it
through the correct grommet, 1, in the floor of
the cab, 2. 1
2. Route the cable back under the cab in the
same manner as the one removed was
routed. For the outside cables, remove the
center battery to gain better access to the
cable routing.
2
19994941
Figure 8-513
3. Thread the swivel end, 1, onto the end of the

cable. Refer to the number of turns you
recorded during removal. Make sure the
2 3 1
mounting bolts and washers, 2, are on the
cable. Tighten the swivel locknut, 3.
Figure 8-514
4. Slide the implement valve control cable, 1,

into the stanchion bracket, 2, and tighten the
cable nuts, 3. 2
5. When properly assembled, the cable threads
will be roughly centered in the bracket.
Proper cable adjustment is covered below.
3 1
19994938
Figure 8-515
8-256
6. Install the small swivel bolt, 1, and nut, 2, that

connects the cable linkage, 3, to the bottom
part of the lever.
1
2
19994937
Figure 8-516

same manner as during removal.
IMPORTANT: Be sure that the cable is routed
and secured with plastic tie straps as noted
during disassembly.
8. Use tie straps to hold the cables together out

of the way of the drive shaft.
19994979
Figure 8-517
8-257
9. Thread the bonnet locknut, 1, on past the

threads on the cable.
10. Slide the bonnet bracket, 2, on the cable. 2 1
3
11. Thread the bonnet, 3, on past the threads on
the cable.
Figure 8-518
12. Thread the clevis jam nut, 1, on the end of the

control cable.
3
13. Thread the clevis piece, 2, on the end of the 2
control cable till the inside surface of the
clevis is flush with the cable end, 3.
2 1
14. Tighten the jam nut, 1, securely.
Figure 8-519
8-258
15. Place the clevis, 1, over the control spool

end, 2.
Figure 8-520
16. Insert the roll pin, 1, through the clevis, 2, and

control spool end, 3, until the roll pin is
centered in the clevis.
2
17. Thread the bonnet all the way down the cable
threads till it abuts the valve block. 1
3
Figure 8-521
18. Set the bonnet / control cable as follows:
S Remove the hose and hose fitting on the

valve cable you are adjusting.
S Loosen the locknut, 1, of the bonnet, 2, if
not already loose. 1
S Make sure the valve is in Neutral. The
spool should spin easily with hand
pressure.
2
S Make sure the control lever in the cab is in
Neutral.
S Tighten the bonnet until the spool inside
the valve begins to move. Stop tightening
as soon as the spool moves.
S Loosen the bonnet to move the spool
Figure 8-522
back to its Neutral position. Stop
loosening as soon as the spool returns to
its Neutral position.
S When the bonnet is adjusted correctly,
tighten the bonnet locknut, 1, completely.
8-259
19. Tighten the bonnet clamp screws, 1,

carefully and evenly. Tighten the pair of two
screws alternately until they are snug and the 2
bonnet clamp sits evenly on the bonnet.
Tighten the screws until secure only - do not
over-tighten.
20. Reinstall the hose fittings, 2, on top of the 1

valve.
21. Install the right hand side console cowling.
22. Install the operator’s seat in the cab as

described in Section 11 - Cab.
23. Reconnect the batteries as described in Figure 8-523

8-260
GRAY FLOW CONTROL KNOB AND

CABLE
Removal

3. Place the flow control, 1, in the minimum flow
position (control knob all the way down). The
control is attached to the right hand side
console with a nut on the underside of the
console plate. The flow control cable is a
single piece component that includes the
knob, cable, sheath, and mounting nuts.
Section 3 - Electrical System of this manual. 19992853
5. On the rear frame of the tractor, loosen the Figure 8-524

four capscrews, 1, and remove the shield
that covers the implement valve.
6. Take notice of the cable routing out of the cab
and under the cab. The flow control cable 1
actually routes around a frame bar before
going under the cab. Remove the center
battery to gain better access to the cable
routing. Remove any tie straps that prevent
you from removing the cable. Note the
location of the tie straps to aid in installation.
IMPORTANT: Note the routing of the flow
control cable in the rear frame of the tractor
and location of any plastic tie straps used to
secure the cable. cut all necessary tie straps
in order to pull the cable forward toward the
cab.
Figure 8-525
7. On the front of the implement valve, unsnap
the valve flow control cable, 1, from the bell
crank arm, 2, on the flow control stem.
2
1
Figure 8-526
8-261
8. Loosen the swivel joint jam nut, 1. Count the

number of turns it takes to unscrew the swivel
joint from the end of the cable. Record the
number of turns to remove the swivel joint.
Figure 8-527
9. Remove the two cable clamp capscrews, 1,

holding the cable, 2, to the rear frame
mounting plate. Remove the cable clamp
from the cable.
2
1
Figure 8-528

Section 11 - Cab.
11. Remove the right hand console cowling, 1,


the floor vent supply hose by cutting the
2
the cab.
1
19995030
Figure 8-529
8-262
13. Loosen and remove the cable nut, 1, from the

underside of the console.
Figure 8-530
14. Pull the cable out of the tractor by pulling the

cable up out of the grommet,1, in the floor of
the cab.
19994941
Inspection Figure 8-531

adjustment.
up.
8-263
Installation
1. Route the control cable through the console.

2. Slide the securing nut, 1, over the cable and
screw onto the control knob assembly.
Tighten the securing nut to 3 N⋅m (28 in lbs).
IMPORTANT: Do not over-tighten the nuts on
the threaded plastic portion of the control 1
cable. The plastic threads are easily
stripped.
Figure 8-532
3. Take the new cable assembly into the cab.

Take the valve end of the cable and push it
through the correct grommet, 1, in the floor of
the cab. 1
manner the one removed was routed.
Remove the center battery to gain better
access to the cable routing.
IMPORTANT: Be sure that the cable is routed
and secured with plastic tie straps as noted
during disassembly.
19994941
Figure 8-533
5. Install the cable clamp, 1, onto the cable so

that the narrow recess of the clamp fits into
the groove, 2, on the cable sheath.
NOTE: The cable clamp has a wide recess
cut into either side. The narrow recess fits
into the groove on the flow control cable
and is positioned on the rear frame with
the cable in the narrow recess facing the
front of the tractor. The wide recess goes
adjacent to the rear frame mounting plate.
Figure 8-534
8-264
6. Assemble the cable clamp and related

components onto the cable in the following
order: 2 3
1. Cable clamp (wide recess facing away
from cable) 5
2. Cable (installed in narrow recess) 1
3. Plastic Tab
4. Steel Plate
4
5. Capscrews (2)
IMPORTANT: If the plastic tab is not adjacent
to the cable sheath, the cable could be
damaged when the capscrews are Figure 8-535
tightened.
7. Install the swivel joint, 1, onto the threaded

end of the flow control cable. Refer to the
number of turns it took to unscrew the swivel
joint during removal. The swivel joint should
line up with the bell crank pivot in the same
fashion as it was removed. If the swivel joint 1
and pivot do not line up, make sure the knob
is in the full minimum position (all the way
down) and readjust the swivel joint as
needed.
8. Tighten the jam nut, 2, against the swivel 3 2
joint.
9. Snap the swivel joint, 1, onto the bell crank
pivot, 3.
Figure 8-536
10. Clean the capscrew threads and the

mounting holes in the rear frame mounting
plate. Apply thread locking compound to the
threads. Tighten the capscrews, 1, securely.
Figure 8-537
8-265
11. Have an assistant operate the flow control in 12. Reinstall the shield that covers the
the cab of the tractor while observing the implement valve with the four capscrews.
range of motion of the drive link, 1, on the flow
control stem. The roll pin on the valve stem 13. Install the right hand side console cowling.
CANNOT touch the roll pin on the valve
before the drive link hits the stop bracket 14. Install the operator’s seat in the cab as
(maximum) or the bonnet capscrew described in Section 11 - Cab.
(minimum). If the flow control needs
adjusting, refer to the Adjustments section of
this manual.
IMPORTANT: The roll pins will bend or break

from the force of the flow control cable if the
knob is turned past the roll pin limit.
WARNING: ONLY ADJUST THE FLOW

CONTROL LEVER ALIGNMENT WHEN
THE IMPLEMENT VALVE CONTROL
LEVER IS IN NEUTRAL AND THE
TRACTOR IS SHUT OFF. ENGAGE THE
ARTICULATION LOCK WHEN WORKING
IN THE ARTICULATION AREA.
8-266
FLOW CONTROL KNOBS AND CABLES

(Green, Tan, and Blue)
Removal

3. The flow controls, 1, are attached to the right
hand side console with a nut on the
underside of the console plate. Place all the 1
flow controls in the minimum flow position
(control knob all the way down). The flow
control cable is a single piece component
that includes the knob, cable, sheath, and
mounting nuts.
Figure 8-538
5. On the rear frame of the tractor, loosen the

four capscrews, 1, and remove the shield
that covers the implement valve.
6. Take notice of the cable routing out of the cab
and under the cab. The flow control cable 1
actually routes around a frame bar before
going under the cab. Remove the center
battery to gain better access to the cable
routing. Remove any tie straps that prevent
you from removing the cable. Note the
location of the tie straps to aid in installation.
IMPORTANT: Note the routing of the flow
control cable in the rear frame of the tractor
and location of any plastic tie straps used to
secure the cable. Cut all necessary tie straps
in order to pull the cable forward toward the Figure 8-539
cab.
8-267
7. On the front of the implement valve, unsnap

the valve flow control cable, 1, from the bell 1
crank arm, 2, on the flow control stem. Do not 2
turn the bell crank arm as its minimum
position should match up with the new cable
in its minimum position.
8. Loosen the swivel joint jam nut, 3. Count the
number of turns it takes to unscrew the swivel 3
joint from the end of the cable. Record the 4
number of turns to remove the swivel joint.
9. Remove the two cable clamp capscrews, 4,
holding the cable to the rear frame mounting
plate. Remove the cable clamp from the
cable. Figure 8-540
10. Remove the cab rear shield, 1, by removing

the two wing nuts, 2, and lifting the shield
from the cab.
NOTE: The figure shows the operator’s

seat removed from the cab - it is not
necessary to remove the seat from the
cab to service the control knob cables.
Figure 8-541
11. Remove the fuse panel cover, 1, by pulling it

from the top of the fuse panel cowling, 2. The
cover is held in place with Velcro. Remove
the fuse panel cowling, 2, by unscrewing the
two screws, 3, that hold it in place.
1
2
Figure 8-542
8-268
12. Remove the nut, 1, and washer, 2, from

under the flow control knob mounting
bracket.
13. Pull the cable up through the floor of the cab

and remove it from the cab.
Figure 8-543
Inspection

adjustment.
up.
Installation
1. Route the control cable through the cover

plate, mounting bracket, washer, 2, and
cable nut, 1. Screw the nut onto the control
cable and tighten to 3 N⋅m (28 in lbs).
IMPORTANT: Do not over-tighten the nuts on
the threaded plastic portion of the control 2
cable. The plastic threads are easily
stripped. 1
2. The control cables route through the

electrical access opening in the rear
right-hand corner of the cab.
Figure 8-544
8-269
3. Make sure the three control cables, 1, are

bunched together and routed through the
cab access opening in the same location
(don’t allow any electrical wire harnesses to
interfere between the cables).
Insert the cable into the protective sheath, 2,
and slide the sheath upward into the cab
approximately 10″ above the opening in the
floor. Secure the sheath around the three
control cables with plastic tie strap, 3.
NOTE: The 10″ dimension is approximate.

The sheath will only slide up to the point
where the three control cables begin to
branch away from one another. Do not Figure 8-545
force the cables together to position the
sheath. Exact positioning of the sheath is
not critical.
4. Check the position of the cables and sheath,

1, in the rear corner of the cab access
opening, removing the cover plate, 2, if
necessary.
Be sure that any electrical harnesses that
exit the cab access opening are positioned
flat against the bottom of the cab. Do not
allow the harnesses or control cables to lay
on top on one another, or they will be pinched
when the cover plate hardware is tightened.
The cover plate has a curved edge on it that

hooks over the rear corner of the cab. Tighten
the hardware securely, making sure foam
seal, 3, on the front of the plate seals the Figure 8-546
cables and harnesses as they enter the cab.
5. Route cables and sheath, 1, along the

bottom surface of the cab, to the left of
hydraulic hose manifold, 2, in the center of
the tractor articulation joint.
Loop the cables and sheath under the
manifold bracket. The cable and sheath will
pass under the left-hand side of the cab when
positioned properly. The loop of cable and
sheath should be generous so as to maintain
a large bend radius. This will keep the cables
from binding during operation.
NOTE: The cables and sheath are NOT

routed through horseshoe bracket, 3, in
the center of the articulation joint. Figure 8-547
8-270
6. Route cables and sheath, 1, under manifold

bracket, 2, and over the top of articulation
swing frame, 3.
Install plastic tie straps, 4, approximately
every 20″ around the sheath and cables to
secure the sheath in place. Do not
overtighten the tie straps. Allow the sheath to
be slid along the cables when the tie straps
are installed.
Figure 8-548
7. Route cables and sheath, 1, through the

small opening on the right-hand side of rear
frame, 2.
This small opening is formed by a small steel
tear that is welded at the top of the rear
frame. The single existing grey valve section
flow control cable, 3, is routed through the
small left-hand opening formed by the small
steel bar. Leave that cable in its current
position and route the cables and sheath in
the right-hand opening.
Figure 8-549
8. Position sheath, 1, through the small right-

hand opening over the top of the steel bar so
that approximately 2″ of it protrudes through
the opening toward the rear of the tractor.
Install plastic tie strap, 2, around the steel bar
and sheath to hold it in position on the rear
frame. Tighten the plastic tie strap securely.
9. Check the position of the sheath along the
length of the control cables. It should be
evenly positioned and should not be
bunched in any one location. Slide the
sheath into position and secure with plastic
tie straps as necessary.
Figure 8-550
8-271
10. Install the cable clamp, 1, onto the cable so

that the narrow recess of the clamp fits into
the groove, 2, on the cable.
NOTE: The cable clamp has a wide recess

cut into either side. The narrow recess fits
into the groove on the flow control cable
and is positioned on the rear frame with
the cable in the narrow recess facing the
front of the tractor. The wide recess goes
adjacent to the rear frame mounting plate.
Figure 8-551
11. Assemble the cable clamp and related

components onto the cable in the following
order: 3
2
1. Cable clamp (wide recess facing away
from cable) 5
2. Cable (installed in narrow recess) 1
3. Plastic Tab
4. Steel Plate 4
5. Capscrews (2)
IMPORTANT: If the plastic tab is not adjacent
to the cable sheath, the cable could be
damaged when the capscrews are Figure 8-552
tightened.
12. Install the swivel joint, 1, onto the threaded

end of the flow control cable. Refer to the
number of turns it took to unscrew the swivel
joint during removal. The swivel joint should
line up with the bell crank pivot in the same 1
fashion as it was removed.
13. Tighten the jam nut, 2, against the swivel

joint.
14. Snap the swivel joint, 1, onto the bell crank 3 2

pivot, 3.
Figure 8-553
8-272
15. Clean the capscrew threads and the

mounting holes in the rear frame mounting
plate. Apply thread locking compound to the 2
threads. Tighten the capscrews, 1, securely.
A. Gray
B. Tan
C. Green
1
D. Blue
16. Have an assistant operate the flow control in
the cab of the tractor while observing the A B C D
range of motion of the drive link, 2, on the flow
control stem. The roll pin on the valve stem Figure 8-554
CANNOT touch the roll pin on the valve
before the drive link hits the stop bracket
(maximum) or the bonnet capscrew
(minimum). If the flow control needs
adjusting, refer to the Adjustments section of
this manual.
IMPORTANT: The roll pins will bend or break

from the force of the flow control cable if the
knob is turned past the roll pin limit.
WARNING: ONLY ADJUST THE FLOW

CONTROL LEVER ALIGNMENT WHEN
THE IMPLEMENT VALVE CONTROL
LEVER IS IN NEUTRAL AND THE
TRACTOR IS SHUT OFF. ENGAGE THE
ARTICULATION LOCK WHEN WORKING
IN THE ARTICULATION AREA.
17. When properly assembled to the implement

valve, all the flow control cables, 1, will follow
the same general routing. Make sure the
cables do not lay against the rear axle drive
shaft. Use tie straps as necessary to hold the
cables together and out of the way of the
drive shaft. Tie all four cables together in one
bundle if possible.
18. Reinstall the shield that covers the

implement valve with the four capscrews.
19. Reinstall the fuse panel cowling with the two

screws. Install the Velcro fuse panel cover
over the fuses.
20. Install the cab rear shield with the two wing
Figure 8-555
nuts.
8-273
HYDRAFLOW IMPLEMENT SYSTEM

COOLER
Removal

parking brake.
3. Open the front grill of the tractor, unlock the
cooler latch and swing open the cooler
cooler.
4. Place an oil pan under the front fender to
catch any oil from the cooler and hoses.
Remove the implement cooler inlet hose, 1,
by loosening the connection at the special
tee fitting, 2. Cap the hose to prevent dirt from
entering the system. Figure 8-556
O
5. Label the implement cooler outlet hose, O,
and the four steering/trans cooler hoses, 1-4. 1
This will aid during reassembly. Disconnect
the implement cooler hose and the four 2
hydraulic hoses. Cap the hoses to prevent
dirt from entering the system. 3
IMPORTANT: Do not disconnect the A/C 4
hoses connected to the receiver dryer and
condenser.

with hydraulic oil. Support the hoses
when removing them from the support Figure 8-557
bracket. Lay the hoses into the nose of
the tractor.
8-274
6. Remove the p-clip, 1, from the connector

tube, 2, by removing the capscrew, 3, and
nut.
Figure 8-558

the right hand cooler bracket, 2, by removing
the two capscrews, 3. The capscrews also
Figure 8-559
8. Remove the two capscrews, 1, from the front

support bracket.
Figure 8-560
8-275

the implement cooler, 2, to the left hand
bracket, 3. Lift the implement cooler, 2, from
the tractor. 1
2
Figure 8-561
Disassembly 1 2
5 3 5
1. Lay the cooler down on a piece of cardboard
with the special tee fittings, 1, and the holes,
2, in the cooler frame facing upward. Notice
that the check valve arrow, 3, points to the
left.
4
2. Loosen the check valve fittings, 4, and
remove the check valve.
3. Loosen the fittings, 5, on the steel connector 2
tubes and remove the connector tubes.
4. Remove the special tee fittings, 1, from the
cooler ports.
Figure 8-562
Inspection
1. Inspect the fins, 1, for any damage, bending, 2

or deformation. It is possible to repair minor
damage by straightening the fins manually.
Any substantial damage requires cooler
replacement.
2. Inspect the side nipples, 2, for damage. 1
Check for cracks around the braising of the
nipple joint. If the cracks leak hydraulic fluid,
replace the cooler.
3. Inspect the check valve connecting tubes for
damage. Figure 8-563
8-276

valve spring. If the spring compresses, the 1
5. Clean the check valve with a non-residue
Figure 8-564
Reassembly
1. Lay the new cooler down on a piece of

cardboard with the holes, 1, in the cooler
frame facing upward. Attach the special tee
fitting, 2, to the left hand port of the cooler.
NOTE: Be sure the holes in the cooler
frame face upward.
Figure 8-565
2. Attach one steel connector tube, 1, to the

right hand port of the special tee fitting, 2.
Figure 8-566
8-277
3. Install the cooler bypass check valve, 1, onto

the open end of the connector tube, 2.
The valve has a directional flow arrow
embossed on it. The arrow must point to the
left (toward the left connector tube).
Figure 8-567
4. Install the other steel connector tube, 1, onto

the open end of the check valve, 2.
Figure 8-568
5. Install the other special tee fitting, 1, to the

right hand port of the cooler. Connect the left
hand port of the special tee fitting to the
connector tube, 2. Tighten all the fitting and
tube connections.
Figure 8-569
8-278
Installation

the left hand bracket, 2, and install the two
capscrews, 3. 3
1
IMPORTANT: Be sure to use the short
capscrews that will not contact the cooler 2
tubes or cause a leak. Check the clearance
between the end of the capscrew and the a/c
tubes. Install a shim washer between under
the head of the flange screws if necessary.
Center the cooler on the mounting bracket up 3

and down. Also check the side to side
centering of the cooler to make sure there is Figure 8-570
clearance between the left-hand bracket and
the air conditioning hoses.

condenser, 2.
Figure 8-571
3. Tighten the two capscrews, 1, into the front of

the condenser to secure the cooler support
bracket.
Figure 8-572
8-279

right hand cooler bracket, 2, with the two
capscrews, 3. Make sure the capscrews also
secure the cooler to the bracket.
Figure 8-573
5. Install the P-clip, 1, around the connector

tube, 2, by installing and tightening the
capscrew, 3, and nut.
Figure 8-574
6. Reinstall the implement cooler outlet hose,

O, and the four steering cooler hoses, 1 - 4, O
according to the labels made during removal.
1
3
4
Figure 8-575
8-280

fitting, 2.
STEERING COOLER
Removal

lock.
drain the hydraulic oil.
Figure 8-576
cooler latch and swing open the cooler
cooler.
tractor to catch any oil from the cooler and
hoses. Remove the implement cooler inlet
hose, 1, by loosening the connection at the
special tee fitting, 2. Cap the hose to prevent
any debris from entering the system.
Figure 8-577
O
5. Label the implement cooler outlet hose, O,
and the four steering, transmission cooler 1
hoses from one to four. This will ease the
reassembly procedure. Disconnect the 2
implement cooler hose and the four hydraulic
hoses. Cap all the hoses to prevent debris 3
from entering the system. 4
IMPORTANT: DO NOT DISCONNECT THE
A/C HOSES CONNECTED TO THE
RECEIVER/DRIER AND CONDENSOR.

with hydraulic oil. Support the hoses Figure 8-578
when removing them from the support
bracket. Position the hoses in the
opening behind the front grill.
8-281
6. Remove the p-clip, 1, from the connector

tube, 2, by removing the cap screw, 3, and
nut from the bracket.
Figure 8-579

the right hand cooler bracket, 2, by removing
the two cap screws, 3. The cap screws also
Figure 8-580
8. Remove the two cap screws, 1, from the front

support bracket.
Figure 8-581
8-282

the implement cooler, 2, to the left hand side
bracket, 3. Lift the implement cooler from the
tractor. 1
2
Figure 8-582
10. Remove the capscrews, 1, from the right

front of the cooler.
1
19995003
Figure 8-583
11. Remove the two capscrews, 1, from the left

hand side of the cooler and remove the
cooler from the tractor.
19995004
Figure 8-584
8-283
Disassembly
1. Lay the cooler, 1, on a piece of cardboard

with the check valves, 2, facing upward.
2 1
19995005
Figure 8-585
2. Using an allen wrench, 1, remove the check

valve caps, 2, from the valve. 1
3. Remove the check valve and spring.
19995006
Figure 8-586
Inspection
1
1. Inspect the cooler fins, 1, for any damage,
bending or deformation. It is possible to
repair minor damage by straightening the
fins manually. Any substantial damage
requires replacement of the cooler.
2. Inspect the braising around the cooler tubes
for any cracks. If hydraulic fluid is leaking,
replace the cooler assembly.
19995007
Figure 8-587
8-284
3. Inspect the check valve, 1, for any large nicks

on the seat area and replace the check valve
if necessary.
4. Inspect the free length of the valve spring, 2,
for any cracks. The free length of the spring is 1 2 3
24 mm (0.9 in.).
Replace the spring if damage is found or if
the free length is not within specifications.
5. Inspect the O ring, 3, on the end cap for any

and replace if necessary.
19995008
Figure 8-588
Reassembly
1. Insert the check valve, 1, and spring into the

cooler
2. Install the end cap and using an allen wrench
tighten securely. Repeat steps 1 and 2 for 1
both check valves.
19995006
Figure 8-589
3. Lift the cooler into place behind the left side

support bracket and install the two left hand
cap screws, 1, to the outside of the support.
Hand tighten the cap screws at this time.
19995004
Figure 8-590
8-285
4. When the cooler is properly aligned, install

the two right hand cap screws, 1, to the right
hand side of the cooler. Tighten the cap
screws securely. 1
19995003
Figure 8-591

the left hand bracket, 2, and install the two
cap screws, 3.
3
IMPORTANT: Be certain to use the small cap
screws that will not contact the cooler tubes 1
or cause a leak. Verify the clearance
2
between the end of the cap screw and the
A/C tubes. If necessary, install a shim washer
between the head of the flange screw if
necessary.
Figure 8-592

condenser, 2.
Figure 8-593
8-286
7. Tighten the two cap screws, 1, into the front

of the condenser to secure the cooler support
bracket.
Figure 8-594

right hand cooler bracket, 2, with two cap
screws, 3. Make certain that the cap screws
also secure the cooler to the bracket.
Figure 8-595
9. Install the upper support bracket, 1, to the

cooler frame. Install the p-clip around the
connector tube, 2, and install the cap screw,
3, to the bracket. Tighten all cap screws
securely.
Figure 8-596
8-287
10. Install the implement cooler outlet hose, O,

and the four steering cooler hoses, 1-4, as O
they were marked in Step 5 of the removal
procedure. 1
3
4
Figure 8-597

fitting, 2.
12. Inspect the hydraulic fluid level in the sight

glass and top off if necessary.
13. Start the tractor and inspect the hydraulic

hoses and lines for leakage. Repair if
necessary.
Figure 8-598
8-288
HYDRAFLOW COOLER BYPASS VALVE

Removal
2
parking brake.
1
3. Loosen the two fittings, 1, on either side of
the check valve, 2.
4. Turn the check valve, 2, sideways to remove
from between the fittings.
Figure 8-599
Inspection

with a screwdriver to compress the check 1
Figure 8-600
Installation
1. Move the two valve fittings, 1, as much out of 2

the way as possible. Turn the check valve, 2,
sideways and place it between the two
fittings. Make sure the arrow on the check
valve points to left. Tighten the two fittings, 1,
securely. 1
IMPORTANT: The arrow on the check valve
must point to the left, toward the outlet return
hose.
Figure 8-601
8-289
IMPLEMENT VALVE HYDRAFLOW

5
CHECK VALVE 4
Removal
1. Park the tractor on a level surface and set the 2

parking brake.
3
3. Remove the steering pump supply hose, 1,
from the elbow fitting, 2, on the valve
assembly, 3. Remove the elbow fitting, 4, on 1
the check valve, 5. Unscrew the check valve
from the valve inlet port fitting. Figure 8-602
3a. Three-Point Hitch Tractors - Remove the

steering pump supply hose, 1, from the
check valve, 2. Remove the check valve from
the elbow fitting on the three-point hitch
valve, 3.
Figure 8-603
Inspection

with a screwdriver to compress the check 1
Figure 8-604
8-290
Installation
5
4
1. Install the check valve, 5, on the valve inlet
port fitting. Make sure the arrow of the check
valve points toward the valve. Install the
elbow fitting, 4, on the check valve, 5. Install 2
the steering pump supply hose, 1, on the
elbow, 2.
must point to the valve assembly.
3
Figure 8-605
1a. Three-Point Hitch Tractors - Install the check

valve, 2, in the elbow of the three-point hitch
valve, 3. Make sure the arrow of the check
valve points toward the elbow. Install the
steering pump supply hose, 1, on the check
valve, 2.

must point to the valve assembly.
Figure 8-606
8-291
STEERING COOLER BYPASS CHECK

VALVE
Removal
NOTE: The Bypass Check Valves for this

cooler integral to the cooler itself.

parking brake.
1
3. Unscrew the check valve cap, 1, on the left
side of the steering cooler. The top check
valve is the transmission cooler bypass
valve.
Figure 8-607
4. Remove the check valve, 1, and spring, 2.
1
2
Figure 8-608
Inspection
1 2
1. Check that the seat area of the check valve,
1, has no large nicks.
2. Check that the check valve spring, 2, is not
broken or noticeably deformed.
Figure 8-609
8-292
Installation
1. Insert the check valve, 1, and spring, 2, into

the steering cooler pipe.
1
2
Figure 8-610
2. Insert the check valve cap, 1, and thread into

the cooler pipe. Tighten the cap securely.
Figure 8-611
8-293
REPAIR TIMES FOR INDIVIDUAL COMPONENTS

COMPONENT HOURS
System Testing (3.4 hours total)
1. Implement Pump Charge Pressure Test 0.3 hr.
2. Low Pressure Stand-By Test 0.3 hr.
3. High Pressure Stand-By Test 0.3 hr.
4. Case Drain Flow Rate Test 0.3 hr.
5. Total Flow / HydraFlow Output Test 0.3 hr.
6. Pilot Operated Valve Signal Test 0.3 hr.
7. Implement Pump Isolation Test 0.3 hr.
8. Implement Valve Flow Range Test 0.5 hr.
9. Implement Valve Leakdown Test 0.3 hr.
10. Hydraulic System Relief Valve Test 0.5 hr.
Adjusting Implement Valve Detent Kickout Setting 0.5 hr.
Valve Flow Control Cable Adjustment 0.5 hr.
Draining and Refilling the Hydraulic Reservoir 0.3 hr.
Hydraulic System Hoses (R&R of each hose)
Implement pump suction (filter to pump) 0.5 hr.
Implement pump case drain 0.5 hr.
Implement pump pressure - pump to manifold 0.8 hr.
Implement pump pressure - pump to PO valve 0.5 hr.
Implement pump pressure - manifold to implement valve assembly 0.5 hr.
Load sense line - compensator to manifold 0.8 hr.
Load sense line - compensator to PO valve 0.5 hr.
Load sense line - manifold to implement valve assembly 0.5 hr.
Load sense line - PO valve to implement priority valve 0.5 hr.
Load sense drain line - PO valve to reservoir 0.5 hr.
Steering pump suction 1.0 hr.
Steering pump pressure 0.8 hr.
Steering flow supply - implement priority valve to manifold 0.5 hr.
Steering flow supply - manifold to implement valve assembly 0.5 hr.
Implement valve return line - implement valve assembly to manifold 0.5 hr.
Implement valve return line - manifold to hydraulic filter 0.8 hr.
Zero return line - to manifold 0.5 hr.
Zero return line - manifold to reservoir 0.8 hr.
Steering priority valve tank line - to implement priority valve 0.5 hr.
Implement priority valve tank line - to reservoir 0.5 hr.
Steering cooler to filter line 0.5 hr.
Implement cooler feed line - filter to cooler 0.5 hr.
Implement cooler return line - to reservoir 0.5 hr.
Priority valve return line - priority valve to steering cooler 0.5 hr.
Hose Manifold (0.6 hours total)
R&R Manifold 0.6 hr.
8-294
COMPONENT HOURS
Pump Flow Compensator (1.0 hours total)
R&R Compensator 0.3 hr.
Implement Pump (2.3 hours total)
R&R Pump - Tandem 0.8 hr.
Implement Valve Section
(3.5 hours total for one; 6.5 for all four sections)
R&R Valve Block 1.5 hr.
Valve Block Disassembly & Reassembly 0.5 hr.
Each Valve Section Disassembly & Reassembly 1.0 hr.
Inspection 0.5 hr.
Pilot Operated (PO) Valve (1.6 hours total)
R&R PO Valve 0.4 hr.
Inspection 0.3 hr.
Implement Priority Valve, with Relief Valve (2.2 hours total)
R&R Priority Valve 1.0 hr.
Inspection 0.4 hr.
Hydraulic Filter / Mount (1.0 hours total)
R&R Filter / Mount 0.4 hr.
Inspection 0.3 hr.
Reservoir (0.8 hours total)
R&R Reservoir 0.8 hr.
Implement Pump Check Valve (0.3 hours total)
R&R Check Valve 0.3 hr.
Reservoir Breather (0.3 hours total)
R&R Breather 0.3 hr.
(1/2″) Coupler (1.0 hours total)
R&R Coupler 0.3 hr.
Inspection 0.3 hr.
8-295
COMPONENT HOURS
(3/4″) Coupler (1.2 hours total)
R&R Coupler 0.6 hr.
Inspection 0.3 hr.
Implement Valve Lever and Linkage (1.4 hours total)
R&R Lever and Linkage 1.1 hr.
Inspection 0.3 hr.
Implement Valve Lever Cable (2.0 hours total)
R&R Cable 2.0 hr.
Gray Flow Control Knob and Cable (1.0 hour total)
R&R Knob and Cable 1.0 hr.
Blue, Tan, Green Flow Control Knobs and Cables (1.0 hour total)
R&R Knob and Cable 1.0 hr.
Hi-Flo / Implement Cooler (2.0 hours total)
R&R Cooler 1.2 hr.
Inspection 0.3 hr.
Steering Cooler (2.4 hours total)
R&R Cooler 1.8 hr.
Inspection 0.3 hr.
HydraFlow Cooler Bypass Valve (0.4 hours total)
R&R Valve 0.4 hr.
Implement Valve Check Valve (0.4 hours total)
R&R Valve 0.4 hr.
Steering Cooler Bypass Check Valve (0.3 hours total)
R&R Valve

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AIR INDUCTION SYSTEM - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3

EXHAUST SYSTEM - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-30

ENGINE - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-49

COOLING SYSTEM - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-141

Model Engine Horsepower Engine Type

AIR INDUCTION SYSTEM - DESCRIPTION AND

INTRODUCTION fresh air to the rubber boot, 3. The rubber boot is

INDIVIDUAL COMPONENT OPERATION

The air induction tube, 1, is mounted above the 1

The front opening of the air induction tube is

The rubber boot, 1, of the air induction system

The precleaner, 1, for the air induction system is

The cylinder shaped air cleaner, 1, is mounted to

For additional information on the servicing of the

Air Cleaner to Turbocharger Pipe Work

The air cleaner to turbocharger pipe work

2270 and 2310 (M11) air cleaner to turbo pipe

2360 and 2425 (N14) electronic air cleaner to

AIR INDUCTION SYSTEM - SPECIFICATIONS

Buhler Versatile 4WD

AIR INTAKE 2240 2270 2310 2360 2425

AIR INDUCTION SYSTEM - REMOVAL AND

WARNING: DO NOT ATTEMPT ANY REPAIRS

1. Park the tractor on level ground. Set the

5. Remove the two attaching bolts, 1, that

7. Loosen the clamp, 1, securing the air

8. Remove the air induction tube from the

1. Inspect the air induction tube for cracks and

2. Inspect the bulb seal, 1, for cracks and wear

3. Install the two attaching bolts, 1, to the upper

4. Install the four attaching bolts, 1, to the air

1. Park the tractor on level ground. Set the 3

3. Rotate and slide the boot, 1, away from the

1. Inspect the boot for cracks and wear marks,

1. Install the rubber boot, 1, on to the 3

1. Park the tractor on level ground. Set the 2

3. Remove the clamp, 1, from around the

4. Loosen the clamps, 1, from the aspirator

5. Remove both cap screws, 1, from the top of

1. Inspect the casing weld for cracks and

3. Insert your finger in the hole, 1, and make

1. Mount the precleaner on the air cleaner

2. Be certain that the precleaner is seated

4. Install the clamp, 1, and replace the wire tie,

5. Install the rubber boot, 1, on the precleaner,

1. Park the tractor on level ground. Set the 3

3. Remove the clamp, 1, from around the

4. Loosen the clamps, 1, from the aspirator

5. Remove both cap screws, 1, from the top of

7. Loosen the band clamp, 1, from the right

8. Place a shop rag, 1, on the air cleaner to

9. Remove the four attaching bolts, 1, holding

2. Remove the wing nut and the outer filter, 1,

3. Remove the wing nut and inner filter, 1, from

1. Inspect the rubber seals on the wing nuts, 1,

2. Inspect the air cleaner strap tack welds, 1, for

1. Properly secure the inner filter, 1, in the air

2. Properly secure the outer filter, 1, in the air

3. Install the air cleaner cover plate, 1, and

2. Remove the shop rag from the opening on

3. Lift the precleaner into position on the air

4. Install the band clamp, 1, securing the

5. Install the aspirator tube, 1, to the base of the